THE MEN ON DECK 
 
BY THE SAME AUTHOR 
 
 UNDER SAIL 
 
 A narrative of the old 
 square-rigger sailing ship 
 days, detailing the story 
 of a voyage around Cape 
 Horn to Honolulu and 
 back to New York in the 
 American three skysail 
 yarder A. J. Fuller in 
 18978. 
 
 77V <PRESS 
 
THE 
 
 MEN ON DECK 
 
 Master, Mates and Crew 
 
 Their Duties and Responsibilities 
 
 A MANUAL 
 
 for 
 
 The American Merchant Service 
 
 BY 
 FELIX RIESENBERG, C.E. 
 
 MASTER MARINER (SAIL AND STEAM) 
 
 Superintendent, New York State Nautical School, 
 
 Commanding Schoolship "Newport" 
 
 Author of "Under Sail" 
 
 NEW YORK 
 D. VAN NOSTRAND COMPANY 
 
 25 PARK PLACE 
 1918 
 
COPYRIGHT, 1918 
 
 BY 
 D. VAN NOSTRAND COMPANY 
 
DEDICATED TO 
 
 Captain $leginal& Jftajr 
 
 OF THE PORT OF NEW YORK 
 
 IN RECOGNITION OF 
 HIS UNTIRING EFFORTS 
 
 FOR 
 THE BETTERMENT 
 
 OF THE 
 AMERICAN MERCHANT MARINE 
 
 380580 
 
Preface 
 
 IN the days of sail, the duties of masters, mates, and crews, 
 were well defined. Sea practice, in the various rigs, had 
 become standard with the authority of an ancient calling. 
 
 The art of sailing, and of rigging ships, was a precise 
 matter. Gear remained standard for a century. The main 
 to'bowline of a Black Ball Liner, tearing to windward in 
 a North Atlantic hummer, was rove and led in much the 
 same fashion as the main to'bowline of the ships of Nelson 
 and Van Tromp. And the old time seamen, in their usage 
 and habits, followed the regularity of the ships upon which 
 they sailed. 
 
 The gradual transition from sail to steam carried with 
 it, for a time, the old system of sailing ship routine. But 
 to-day the sailing ship sailor is a thing of the past; the works 
 of steam and steel are upon the waters we are in the age 
 of engines and the engineer. Great problems of mechanical 
 propulsion, and of construction, are constantly presenting 
 themselves, and the successors of the ancient mariner, the 
 modern master, mates, and crew; the " deck department," 
 if you will, of the present day steamer, find themselves afloat 
 with different gear and under different conditions every time 
 they change vessels. 
 
 No standard form of sea training has yet come to take the 
 place of the old-time apprentice system of sail, and in addition 
 to ships that are far from standard, we find that many ideas 
 prevail as to the duties and organization of the seamanship 
 branch of the modern steamer. 
 
 Able as they may be individually, officers of mixed train- 
 ing are constantly being thrown together in vessels of the 
 merchant service, while in most cases crews are picked up 
 haphazard from the beach. It is not to be wondered at that 
 
 vii 
 
viii PREFACE 
 
 many ideas prevail as to the proper way of doing things. 
 Indeed, many otherwise intelligent officers often have a very 
 hazy notion as to just what they are supposed to do, or to 
 know. 
 
 Seamen are often confused, through lack of knowledge, as 
 to what may be expected of them; one vessel is run one way, 
 and another one may be quite different. In fact the lack of 
 uniformity at sea breeds uncertainty and makes for disorder 
 in situations where order and discipline are essential. 
 
 Among many junior officers in the merchant service a no- 
 tion prevails that their main object in life is to get along with 
 as little effort as possible while awaiting early promotion and 
 increased pay they look forward hopefully to that glad day 
 when they will wear the Master's stripes, with all day ashore, 
 while in port, and all night in, while at sea this book will 
 not be agreeable reading for them. 
 
 In the following pages an attempt is made to point out 
 the things the various members of the deck department of 
 an ocean steam vessel may reasonably be expected to know, 
 and the things that they may be required to do. The book 
 does not pretend to tell HOW, but the object is to show 
 WHAT a modern American Seaman ought to know, and 
 to do, and to lay before him the laws by which his calling is 
 regulated. 
 
 It is also hoped that the book will help to inform owners 
 and shore managers of the kind and quality of service that 
 they should expect from sea officers and men. It is hoped 
 that it will also aid in creating a greater respect for the quality 
 of the men who go down to the sea in steamers; sail has 
 gone, but a mighty wake of heavy gear and great responsi- 
 bility has come along to take its place. 
 
 Great Lakes officers and seamen, who are being called to 
 salt water during the winter season, as a matter of war emer- 
 gency, will, it is hoped, find the following pages of use in 
 their new situations. 
 
 In conclusion it may be well to remind the hard-working 
 
PREFACE IX 
 
 merchantman that while many things are expected of him 
 fortunately he is not required to do them all at once, nor 
 do the United States Local Inspectors examine him upon all 
 of the things mentioned in the pages of this little book. 
 
 The American who goes to sea to-day will not content 
 himself with minimum requirements. He means to be more 
 than a ten-per cent seaman. War emergencies have sent 
 many men out on blue water who formerly would never have 
 reached the deck or bridge. They know their limitations 
 all we can do is to point out the way. 
 
 The Author will welcome suggestions and criticisms from 
 officers and men of the Merchant Marine who happen to read 
 the pages of this book. Standard practice at sea is desirable, 
 and such practice can best be achieved by some common 
 ground upon which all minds may meet and reasonably agree. 
 
 Letters addressed in care of my publishers, D. Van Nos- 
 trand Company, 25 Park Place, New York, will be forwarded 
 to me and be appreciated. 
 
 F. R. 
 
 SCHOOLSHIP NEWPORT, 
 May i, 1918. 
 
Table of Contents 
 
 CHAPTER PAGE 
 
 I. THE MASTER i 
 
 II. LAWS AFFECTING THE DUTIES OF THE MASTER . 9 
 
 III. ENTRY AND CLEARANCE 18 
 
 IV. ENTRY OF MERCHANDISE 27 
 
 V. LIABILITY OF OWNERS, MASTERS, AND SHIPPERS 53 
 
 VI. MISCELLANEOUS LAWS 59 
 
 VII. THE CHIEF MATE 72 
 
 VIII. THE CHIEF MATE (Continued) 92 
 
 IX. RULES OF THE U. S. SUPERVISING INSPECTORS 
 
 RELATING TO LIFESAVING 103 
 
 X. PASSENGER ACT OF 1882 116 
 
 XL THE SECOND MATE 128 
 
 XII. THE THIRD MATE 131 
 
 XIII. THE JUNIOR OFFICERS *. . . 133 
 
 XIV. CADETS 145 
 
 XV. LAWS DEFINING OFFICERS OF THE MERCHANT 
 
 MARINE 146 
 
 XVI. EXAMINATIONS FOR LICENSES; MASTER AND 
 
 MATES 153 
 
 XVII. THE WATCH OFFICER 167 
 
 XVIII. THE RULES OF THE ROAD INTERNATIONAL 
 
 INLAND 184-5 
 
 XIX. THE LIMITS OF U. S. INLAND WATERS 222 
 
 XX. THE QUARTERMASTERS 229 
 
 xi 
 
xii TABLE OF CONTENTS 
 
 CHAPTER PAGE 
 
 XXI. THE CARPENTER 231 
 
 XXII. THE BOATSWAIN 234 
 
 XXIII. ABLE SEAMEN 236 
 
 XXIV. U. S. NAVIGATION LAWS RELATING TO MER- 
 
 CHANT SEAMEN 241 
 
 XXV. DISCIPLINE AT SEA 286 
 
 APPENDIX A. CUSTOMS DISTRICTS, PORTS AND 
 
 SUB-PORTS OF THE UNITED STATES 305 
 
 APPENDIX B. THE SEA LIBRARY 319 
 
THE MEN ON DECK 
 
 CHAPTER I 
 THE MASTER 
 
 The Master Mariner who has the vessel in charge is 
 called the CAPTAIN, or the MASTER, the latter being 
 his official title. It is correct, however, to address the master 
 of a vessel as CAPTAIN, a courtesy to which the Master 
 Mariner is fully entitled through ancient sea usage. 
 
 Among seagoing people, the Master Mariner who is in 
 charge of a vessel is in complete charge at all times; divided 
 authority in this matter is intolerable to the minds of men 
 accustomed to the sea. 
 
 The Master is responsible as follows: 
 
 For the safe handling of his vessel in and out of port. 
 
 For the safe and expeditious navigation of his vessel from 
 port to port. 
 
 For the good management, and order, of the various de- 
 partments that constitute the internal economy of his vessel 
 deck engine steward's etc. 
 
 He is responsible for the safety of the lives of passengers 
 and crew. 
 
 He is responsible for the safe stowage, carriage, and unlading 
 of the cargo. 
 
2 THE MEN ON DECK 
 
 The vessel is his direct responsibility. If the Pilot is 
 in charge, this does not relieve the Master of his full responsi- 
 bility. 
 
 The Master is responsible to the owners. 
 
 He is also responsible to the insurance underwriters. 
 
 He is also responsible to the Government of the United 
 States, under which he receives his license as a Master Mariner. 
 
 The Master Mariner who is well qualified to bear the 
 great responsibilities of his station; to have the keeping of 
 many lives in his charge; to be the sole judge of what is 
 right and proper in times of emergency; such a man is not 
 made in a year, nor is he the product of any short-cut system 
 of training. His sea lore must be learned at sea, His duty 
 to ship and cargo must be truly come by through close and 
 thorough contact with the great vessels he is called upon 
 to command. 
 
 The Master Mariner must be a student of the laws govern- 
 ing his business upon the sea, and of the laws defining his 
 duties and responsibilities to ship, passengers, crew, and 
 cargo. 
 
 Briefly, he is charged with the following specific duties 
 and responsibilities: 
 
 z. The safe navigation of his vessel. 
 
 2. The general management and care of his vessel. 
 
 3. The proper coaling provisioning supplying of water- 
 etc. 
 
 4. That she be fully found anchors cables warps 
 hawsers boats rafts life-saving equipment fire-fighting 
 equipment, as required by law compasses chronometers 
 charts sailing directions sextants and stores of all kinds 
 needed to safely navigate her. 
 
 5. The proper signing of the ship's articles. 
 
 6. The keeping of the Official Log. * 
 
THE MASTER 3 
 
 7. The carrying of a properly equipped medicine chest. 
 
 8. The carrying of a required slop chest, and compliance 
 with the laws regulating the sale of slops. 
 
 9. He is liable for the wrong delivery of specie and cargo, 
 or for loss or damage to the same due to carelessness or mis- 
 management on the part of the crew. 
 
 10. He is responsible for any neglect through which the 
 validity of the insurance to ship or cargo is called into question. 
 
 11. He must enforce the rule that the vessel is never to 
 be left without an officer in charge, either at sea or in harbor, 
 day or night. 
 
 12. He shall see that a licensed engineer officer is on duty 
 when steam is up on a boiler. 
 
 13. When maneuvering in and out of port or at sea, he 
 should see that the most qualified engineer officers on board 
 are in charge of the working of the engines. 
 
 14. He must see that no waste or extravagance is praticed 
 with the ship's stores and provisions. 
 
 15. He must see that the lawful scale of provisions is issued 
 to the crew. 
 
 1 6. He must see that no prohibited cargo or stores come 
 aboard, and that his hatches are battened down before going 
 to sea. He is responsible for the correct lading of the vessel. 
 
 17. He must enter and clear his vessel at the custom house. 
 He must see that the proper papers are produced. Ship's 
 register (with his name entered as master). Manifest; 
 Bills of Health; Passenger and stores list; and any other papers 
 that may be required. 
 
 1 8. He must be familiar with the laws, rules, and regu- 
 lations, in force in the various countries and at the various 
 ports he visits. 
 
 19. He should find out where to obtain the services of the 
 local medical authorities, and the police authorities, when in a 
 strange port. 
 
4 THE MEN ON DECK 
 
 20. He should study the charter under which he is operating 
 if under charter. Is it a " time charter " or a " trip charter"? 
 He will be largely responsible for the carrying out of his owner's 
 part of the contract. If abroad he may sign the charter party, 
 as agent of the owner. 
 
 21. He is the accredited representative of the owner. He 
 has the authority to act contrary to the wishes of the ship's 
 agents, when he is satisfied that such action is to the best 
 interests of his owners; he must be prepared to beat full 
 responsibility for his actions. 
 
 22. He is responsible to his owners for the safety of his 
 vessel, whether he is on board or not. 
 
 23. He cannot delegate his authority, or name his suc- 
 cessor to command, without the consent of his owners unless 
 physically unfit for duty, and then he has the authority to retain 
 command and delegate such duties as he may be unable to 
 perform himself. 
 
 24. He is always in command of and responsible for the 
 safety of the vessel, whether he is using the services of a 
 pilot, or otherwise, and his station, while in pilot waters under 
 way, is on the bridge. 
 
 25. He has the authority to take the vessel from the pilot's 
 control at any time, when in his opinion her safety demands 
 such action. The use of the pilot indicates that the most 
 careful measures are being taken to prevent accident, and 
 for the protection of the insurance underwriters. Under such 
 conditions, the taking over of the vessel from the pilot is 
 weighted with the fullest responsibility. 
 
 26. He is responsbile for the correct keeping of the wage 
 account of the crew. 
 
 27. He is responsible for the safe carriage of mail entrusted 
 to the vessel. 
 
 28. He is responsible for the acceptance on board of anyone 
 except his crew, or regularly accredited passengers. He is 
 accountable to the port authorities of the first port visited, for 
 the presence of the same. 
 
THE MASTER 5 
 
 29. He must see that the legal requirements safeguarding 
 the carriage of live stock are complied with. 
 
 30. He shall handle his vessel in conformity with the 
 International Rules of the Road at Sea, or the Inland Rules, 
 depending upon the waters in which he is navigating; he must 
 know if he is on the high seas, or within the limits defined as 
 inland waters. 
 
 31. He is the responsible navigator of his vessel, and cannot 
 delegate this responsibility. 
 
 32. He must see that the officers and men respect the laws 
 and regulations of the ports visited, that no contraband or 
 dutiable articles are brought on board in violation of the same. 
 
 33. He must take steps to prevent smuggling. 
 
 34. He must keep a record of all fines, punishments, and 
 charges against members of the crew, and must not permit 
 punishment to be inflicted that is contrary to law, and only 
 such punishment as is sanctioned by his express order. In 
 the Official Log, where these entries are to be made, he must 
 specify the nature and extent of the punishment. 
 
 35. In the Official Log Book he must enter the following: 
 
 First. Every legal conviction of any member of his crew, and the 
 punishment inflicted. 
 
 Second. Every offense committed by any member of his crew for 
 which it is intended to prosecute or to enforce a forfeiture, together 
 with such statement concerning the reading over such entry, and 
 concerning the reply, if any, made to the charge, as is required by 
 the provisions of section forty-five hundred and ninety-seven. 
 
 Third. Every offense for which punishment is inflicted on board, 
 and the punishment inflicted. 
 
 Fourth. A statement of the conduct, character, and qualifications 
 of each of his crew; or a statement that he declines to give an opinion 
 of such particulars. 
 
 Fifth. Every case of illness or injury happening to any member 
 of the crew, with the nature thereof, and the medical treatment. 
 
 Sixth. Every case of death happening on board, with the cause 
 thereof. 
 
6 THE MEN ON DECK 
 
 Seventh. Every birth happening on board, with the sex of the 
 infant, and the names of the parents. 
 
 Eighth. Every marriage taking place on board, with the names and 
 ages of the parties. 
 
 Ninth. The name of every seamen or apprentice who ceases to be 
 a member of the crew otherwise than by death, with the place, time, 
 manner, and cause thereof. 
 
 Tenth. The wages due to any seaman or apprentice who dies 
 during the voyage, and the gross amount of all deductions to be 
 made therefrom. 
 
 Eleventh. The sale of the effects of any seaman or apprentice who 
 dies during the voyage, including a statement of each article sold, 
 and the sum received for it. 
 
 Twelfth. In every case of collision in which it is practicable so 
 to do, the master shall, immediately after the occurrence, cause a 
 statement thereof, and of the circumstances under which the same 
 occurred, to be entered in the official log-book. Such entry shall 
 be made in the manner prescribed in section forty-two hundred and 
 ninety-one, and failure to make such entry shall subject the offender to 
 the penalties prescribed by section forty-two hundred and ninety-two. 
 (R. S., 4290; Feb. 14, 1900.) 
 
 Every entry hereby required to be made in the official log-book 
 shall be signed by the master and by the mate, or some other one of 
 the crew, and every entry in the official log-book shall be made as 
 soon as possible after the occurrence to which it relates, and, if not 
 made on the same day as the occurrence to which it relates, shall be 
 made and dated so as to show the date of the occurrence, and of the 
 entry respecting it; and in no case shall any entry therein, in respect 
 of any occurrence happening previously to the arrival of the vessel 
 at her final port, be made more than twenty-four hours after such 
 arrival. (R. S., 4291.) 
 
 If in any case the official log-book is not kept in the manner hereby 
 required, or if any entry hereby directed to be made in any such 
 log-book is not made at the time and hi the manner hereby directed, 
 the master shall, for each such offense, be liable to a penalty of not 
 more than twenty-five dollars; and every person who makes, or pro- 
 cures to be made, or assists in making, any entry in any official 
 log-book in respect of any occurrence happening previously to the 
 
THE MASTER 7 
 
 arrival of the vessel at her final port of discharge, more than twenty- 
 four hours after such arrival, shall, for each offense, be liable to a 
 penalty of not more than one hundred and fifty dollars. (R. S., 4292.) 
 
 36. He must see that the ship's log-book is properly kept. 
 
 37. He must see that the property of deceased persons 
 is disposed of according to law. 
 
 38. He must not depart from the safest and most usual 
 course in making a passage between the designated ports of 
 his voyage, unless under instruction from legal authorities, 
 as in time of war. 
 
 40. He must not depart from port, unless authorized to 
 do so by the proper port or other authorities. 
 
 41. He must see that all drills and inspections required 
 by law are carried out and record of same made in the official 
 log-book. 
 
 42. In case of collision he must stand by, and give the name 
 and hailing port of his vessel, if required. 
 
 43. He must make the required reports to the U. S. Local 
 Inspectors, concerning all matters laid down in their rules. 
 
 44. He must see that his officers stand proper watches and 
 conform to all the requirements of the law. 
 
 45. He must see that the licenses of all licensed officers 
 are exhibited, as required by law. 
 
 46. He must see that the requirements of the vessel's 
 Certificate of Inspection are rigidly adhered to passengers 
 steam pressure etc. 
 
 47. He should report promptly to his owners, and to the 
 U. S. Local Inspectors, all details regarding accidents. 
 
 48. He must see that orderly conduct is maintained by 
 his passengers as well as his crew He must regularly inspect 
 the quarters and accommodations assigned to them must see 
 to the ventilation warmth and cleanliness of sleeping 
 and dining rooms, and the cleanliness of kitchens, pantries, 
 store rooms, bath rooms and lavatories. 
 
8 THE MEN ON DECK 
 
 49. He should be familiar with the regulations of the cus- 
 toms authorities of the ports to which he is trading. He should 
 know the customs districts, ports and sub-ports of entry in 
 the United States. 
 
 50. He should study the navigation laws of the United 
 States. 
 
 51. Being MASTER, he should really be a Master Mariner 
 in every sense of the word. He should know his ship, her 
 cargo, whatever it may be, and he should never be satisfied 
 until he is skilled in every branch of the art of navigation and 
 seamanship. 
 
 52. He has the authority to suspend officers from duty, 
 for cause, and in the case of mutinous conduct at sea, he is 
 justified in putting in irons any member of his crew, or any 
 officer, or passenger, when the safety and discipline of the 
 vessel require such action. 
 
 53. At sea, or outside any legal jurisdiction, he is justi- 
 fied, as a matter of protecting the lives and property in his 
 care, to take human life, when other measures are inadequate 
 to this end. 
 
 54. He may be called upon to set a leg, or saw it off- 
 to deliver a woman in childbirth to perform the marriage 
 ceremony or to read the burial service at sea. 
 
 55. In the event of disaster; he must see to the safety of 
 all hands, passengers and crew. 
 
 56. When his vessel founders, he must be the last man 
 to leave the ship. 
 
CHAPTER II 
 LAWS AFFECTING THE DUTIES OF THE MASTER 
 
 THE principal laws of the United States affecting the 
 duties and responsibilities of the Master are appended. 
 Much of the bulk of the law, having to do with the con- 
 struction of vessels and their fitting, and regulating the 
 methods of inspection and control are omitted, and only 
 those parts are given that directly affect the Master himself. 
 
 Much of the law, to the mind of a sailor, could be boiled 
 down and simplified perhaps some day sailors will go to 
 Congress and do this in the mean time the best that can 
 be done is to make an attempt to unscramble the hodge- 
 podge of rules, regulations, specifications, penalties, and what 
 not, that fill the bulky red volume issued by the Bureau of 
 Navigation, Department of Commerce. 
 
 Master's oath of citizenship. Upon making application for 
 
 registry of a vessel. 
 
 If the master of a vessel is within the district where a registry 
 thereof is to be made, when application is made for registering the 
 same, he shall himself, instead of the owner, or of the agent, or attor- 
 ney, as hereinafter mentioned, make oath touching his being a citizen, 
 and the means whereby or manner in which he is citizen; in which 
 case, if the master shall knowingly swear to anything untrue, no 
 forfeiture of the vessel, on account of such false oath, shall be incurred, 
 but the master shall be liable to a penalty of one thousand dollars. 
 (R. S., 4144.) 
 
 Change of master. 
 
 When the master or person having the charge or command of a 
 registered vessel is changed, the owner, or one of the owners, or the 
 
 9 
 
10 THE MEN ON DECK 
 
 new master of such vessel, shall report such change to the collector 
 of the district where the same has happened, or where the vessel 
 shall first be after the same has happened, and shall produce to him 
 the certificate of registry of such vessel, and shall make oath, showing 
 that such new master is a citizen of the United States, and the 
 manner in which or means whereby he is so a citizen. Thereupon 
 the collector shall indorse upon the certificate of registry a memoran- 
 dum of such change, specifying the name of such new master, and 
 shall subscribe the memorandum with his name; and if other than 
 the collector of the district by whom the certificate of registry was 
 granted, shall transmit a copy of the memorandum to him, with 
 notice of the particular vessel to which it relates; and the collector 
 of the district, by whom the certificate shall have been granted, shall 
 make a like memorandum of such change in his book of registers, 
 and shall transmit a copy thereof to the Commissioner of Naviga- 
 tion. If the change is not reported, or if the oath is not taken, as 
 above directed, the registry of such vessel shall be void, and the master 
 or person having the charge or command of her shall be liable to a 
 penalty of one hundred dollars. (R. S., 4171 July 5, 1884; sec. 2.) 
 
 Master must produce ship's register when entry is made. 
 
 The master or other person having the command or charge of 
 any vessel, recorded in pursuance of this Title [R. S., 4131-4305], 
 shall, on entry of such vessel, produce the certificate of such record 
 to the collector of the district where she is so entered; and in default 
 thereof the vessel shall not be entitled to the privileges of a recorded 
 vessel. (R. S., 4184.) 
 
 Offenses against the registry law. 
 
 Every collector or officer who knowingly makes, or is concerned 
 in making, any false register or record, or who knowingly grants or is 
 concerned in granting, any false certificate of registry or record 
 of or for any vessel, or any other false document whatever touching 
 the same, contrary to the true intent and meaning of this Title [R. S., 
 4131-4305], or who designedly takes any other or greater fees than 
 are by this Title allowed, or who receives any voluntary reward or 
 gratuity for any of the services performed, pursuant thereto; and every 
 surveyor or other person appointed to measure any vessel, who will- 
 fully delivers to any collector or naval officer a false description of 
 such vessel, to be registered or recorded, shall be punishable by a 
 
LAWS AFFECTING DUTIES OF MASTER 11 
 
 fine of one thousand dollars, and be rendered incapable of serving 
 in any office of trust or profit under the United States. (R. S., 
 4187.) 
 
 If any person authorized and required by this Title [R. S., 4131- 
 4305] to perform, as an officer, any act or thing, willfully neglects to 
 do or perform the same, according to the true intent and meaning 
 of this Title, he shall, if not subject to the penalty and disqualifica- 
 tion prescribed in the preceding section, be punishable by a fine of 
 five hundred dollars for the first offense, and by a like fine for the 
 second offense, and shall thenceforth be rendered incapable of holding 
 any office of trust or profit under the United States. (R. S., 4188.) 
 
 Whenever any certificate of registry, enrollment, or license, or 
 other record or document granted in lieu thereof, to any vessel, is 
 knowingly and fraudulently obtained or used for any vessel not 
 entitled to the benefit thereof, such vessel, with her tackle, apparel, 
 and furniture, shall be liable to forfeiture. (R. S., 4187.) 
 
 No sea-letter or other document certifying or proving any vessel 
 to be the property of a citizen of the United States shall be issued, 
 except to vessels duly registered, or enrolled and licensed as vessels 
 of the United States, or to vessels which shall be wholly owned by 
 citizens of the United States, and furnished with or entitled to sea- 
 letters or other custom-house documents. (R. S., 4190.) 
 
 Every person who knowingly makes, utters, or publishes any false 
 sea-letter, Mediterranean passport, or certificate of registry, or who 
 knowingly avails himself of any such Mediterranean passport, 
 sea-letter, or certificate of registry, shall be liable to a penalty of 
 not more than five thousand dollars, and, if an officer of the United 
 States, shall thenceforth be incapable of holding any office of trust 
 or profit under the authority of the United States. (R. S., 4191.) 
 
 Provisions and water. 
 
 Should any master or owner of any merchant vessel of the United 
 States neglect to provide a sufficient quantity of stores to last for a 
 voyage of ordinary duration to the port of destination, and in con- 
 sequence of such neglect the crew are compelled to accept a reduced 
 scale, such master or owner shall be liable to a penalty as provided 
 in section forty-five hundred and sixty-eight of the Revised Statutes. 
 (R. S., 4564. Dec. 21, 1898; sec. 12.)^- 
 
12 THE MEN ON DECK 
 
 Any three or more of the crew of any merchant-vessel of the 
 United States bound from a port in the United States to any foreign 
 port, or being of the burden of seventy-five tons or upward, and bound 
 from a port on the Atlantic to a port on the Pacific, or vice versa, 
 may complain to any officer in command of any of the vessels of the 
 United States Navy, or consular officer of the United States, or ship- 
 ping-commissioner or chief officer of the customs, that the provisions 
 or water for the use of the crew are, at any time, of bad quality, 
 unfit for use, or deficient in quantity. Such officer shall thereupon 
 examine the provisions or water, or cause them to be examined; and 
 if, on examination, such provisions or water are found to be of bad 
 quality and unfit for use, or to be deficient in quantity, the person 
 making such examination shall certify the same in writing to the 
 master of the ship. If such master does not thereupon provide 
 other proper provisions or water, where the same can be had, in lieu 
 of any so certified to be of a bad quality and unfit for use, or does 
 not procure the requisite quantity of any so certified to be insuf- 
 ficent in quantity, or uses any provisions or water which have been 
 so certified as aforesaid to be of bad quality and unfit for use, he 
 shall, in every such case, be liable to a penalty of not more than 
 one hundred dollars; and upon every such examination the officers 
 making or directing the same shall enter a statement of the result 
 of the examination in the log-book, and shall send a report thereof 
 to the district judge for the judicial district embracing the port to 
 which such vessel. is bound; and such report shall be received in 
 evidence in any legal proceedings. (R. S., 4565.) 
 
 If the officer to whom any such complaint in regard to the pro- 
 visions or the water is made certifies in such statement that there was 
 no reasonable ground for such complaint, each of the parties so com- 
 plaining shall forfeit to the master or owner his share of the expense, 
 if any, of the survey. [This section shall not apply to fishing or 
 whaling vessels or yachts Dec. 21, 1898, sec. 26.] (R. S., 4566. 
 Dec. 21, 1898; sec. 13.) 
 
 If any seamen, while on board any vessel, shall state to the 
 master that they desire to make complaint, in accordance with the 
 two preceding sections, in regard to the provisions or the water, 
 to a competent officer, against the master, the master shall, if the 
 vessel is then at a place where there is any such officer, so soon as 
 the service of the vessel will permit, and if the vessel is not then at 
 
LAWS AFFECTING DUTIES OF MASTER 13 
 
 such a place, so soon after her first arrival at such place as the service 
 of the vessel will permit, allow such seamen, or any of them, to go 
 ashore, or shall send them ashore, in proper custody, so that they 
 may be enabled to make such complaint; and shall, in default, be 
 liable to a penalty of not more than one hundred dollars. (R. S., 
 4567.) 
 
 If, during a voyage, the allowance of any of the provisions which 
 any seaman is entitled to under section forty-six hundred and twelve 
 of the Revised Statutes is reduced except for any time during which 
 such seamen willfully and without sufficient cause refuses or neglects 
 to perform his duty, or is lawfully under confinement for misconduct 
 either on board or on shore; or if it shall be shown that any of such 
 provisions are, or have been during the voyage, bad in quality or 
 unfit for use, the seaman shall receive, by way of compensation for 
 such reduction or bad quality, according to the time of its continu- 
 ance, the following sums, to be paid to him in addition to and to 
 be recoverable as wages: 
 
 First. If his allowance is reduced by any quantity not exceeding 
 one-third of the quantity specified by law, a sum not exceeding 
 fifty cents a day. 
 
 Second. If his allowance is reduced by more than one-third of 
 such quantity, a sum not exceeding one dollar a day. 
 
 Third. In respect to bad quality, a sum not exceeding one dollar 
 a day. 
 
 But if it is shown to the satisfaction of the court before which 
 the case is tried that any provisions, the allowance of which has 
 been reduced, could not be procured or supplied in sufficient quanti- 
 ties, or were unavoidably injured or lost, or if by reason of its innate 
 qualities any article becomes unfit for use and that proper and equiv- 
 alent substitutes were supplied in lieu thereof, the court shall take 
 such circumstances into consideration and shall modify or refuse 
 compensation, as the justice of the case may require. [This section 
 shall not apply to fishing or whaling vessels or yachts Dec. 21, 1898, 
 sec. 26.] (R. S., 4568. Dec. 21, 1898; sec. 14.) 
 
 Weights and measures. 
 
 Every master shall keep on board proper weights and measures 
 for the purpose of determining the quantities of the several provisions 
 and articles served out, and shall allow the same to be used at the 
 
14 THE MEN ON DECK 
 
 time of serving out such provisions and articles, in the presence of a 
 witness, whenever any dispute arises about such quantities, and in 
 default shall, for every offense, be liable to a penalty of not more 
 than fifty dollars. (R. S., 4571.) 
 
 Medicines and anti-scorbutics. 
 
 Every vessel belonging to a citizen of the United States, bound 
 from a port in the United States to any foreign port, or being of the 
 burden of seventy-five tons or upward, and bound from a port on 
 the Atlantic to a port on the Pacific, or vice versa, shall be pro- 
 vided with a chest of medicines; and every sailing-vessel bound on a 
 voyage across the Atlantic or Pacific Ocean, or around Cape Horn, 
 or the Cape of Good Hope, or engaged in the whale or other fisheries, 
 or in sealing, shall also be provided with, and cause to be kept, a 
 sufficient quantity of lime or lemon juice, and also sugar and vinegar 
 or other anti-scorbutics, to be served out to every seaman as fol- 
 lows: The master of every such vessel shall serve the lime or lemon 
 juice, and sugar and vinegar, to the crew, within ten days after salt 
 provisions mainly have been served out to the crew, and so long 
 afterward as such consumption of salt provisions continues; the lime 
 or lemon juice and sugar daily at the rate of half an ounce each per 
 day; and the vinegar weekly at the rate of half a pint per week for 
 each member of the crew. (R. S., 4569.) 
 
 If, on any such vessel, such medicines, medical stores, lime 
 or lemon juice, or other articles, sugar, and vinegar, as are required 
 by the preceding section, are not provided and kept on board, as 
 required, the master or owner shall be liable to a penalty of not 
 more than five hundred dollars; and if the master of any such vessel 
 neglects to serve out the lime or lemon juice, and sugar and vinegar 
 in the case and manner directed, he shall for each such offense be 
 liable to a penalty of not more than one hundred dollars; and if any 
 master is convicted in either of the offenses mentioned in this sec- 
 tion, and it appears that the offense is owing to the act or default 
 of the owner, such master may recover the amount of such penalty, 
 and the costs incurred by him, from the owner. (R. S., 4570.) 
 
 Slop chest. 
 
 Every such vessel [R. S., 4569] except vessels engaged in the 
 whaling or fishing business shall also be provided with a slop-chest, 
 
LAWS AFFECTING DUTIES OF MASTER 15 
 
 which shall contain a complement of clothing for the intended voyage 
 for each seaman employed, including boots or shoes, hats, or caps, 
 under clothing and outer clothing, oiled clothing, and everything 
 necessary for the wear of a seaman; also a full supply of tobacco 
 and blankets. Any of the contents of the slop-chest shall be sold, 
 from time to tome, to any or every seaman applying therefor, for 
 his own use, at a profit not exceeding ten per centum of the reason- 
 able wholesale value of the same at the port at which the voyage 
 commenced. And if any such vessel is not provided, before sailing, 
 as herein required, the owner shall be liable to a penalty of not 
 more than five hundred dollars. The provisions of this section shall 
 not apply to vessels plying between the United States and the Domin- 
 ion of Canada, Newfoundland, the Bermuda Islands, the Bahama 
 Islands, the West Indies, Mexico and Central America. (June 26, 
 1884; sec. ii. June 19, 1886; sec. 13.) 
 
 Warmth and clothing. 
 
 Every vessel bound on any foreign voyage exceeding in length 
 fourteen days shall also be provided with at least one suit of woolen 
 clothing for each seaman, and every vessel in the foreign or domestic 
 trade shall provide a safe and warm room for the use of seamen in 
 cold weather. Failure to make such provision shall subject the owner 
 or master to a penalty of not less than one hundred dollars. [This 
 section shall not apply to fishing or whaling vessels or yachts Dec. 
 21, 1898, sec. 26.] (R. S., 4572; Dec. 21, 1898; sec. 15.) 
 
 Log-book. 
 
 Every vessel making voyages from a port in the United States 
 to any foreign port, or being of the burden of seventy-five tons, or 
 upward, from a port on the Atlantic to a port on the Pacific, or vice 
 versa, shall have an official log-book; and every master of such vessel 
 shall make, or cause to be made therein, entries of the following 
 matters, that is to say: 
 
 First. Every legal conviction of any member of his crew, and the 
 punishment inflicted. 
 
 Second. Every offense committed by any member of his crew 
 for which it is intended to prosecute, or to enforce a forfeiture, together 
 with such statement concerning the reading over such entry, and con- 
 cerning the reply, if any, made to the charge, as is required by the 
 provisions of section forty-five hundred and ninety-seven. 
 
16 THE MEN ON DECK 
 
 Third. Every offense for which punishment is inflicted on board, 
 and the punishment inflicted. 
 
 Fourth. A statement of the conduct, character, and qualifica- 
 tions of each of his crew; or a statement that he declines to give an 
 opinion of such particulars. 
 
 Fifth. Every case of illness or injury happening to any 
 member of the crew, with the nature thereof, and the medical 
 treatment. 
 
 Sixth. Every case of death happening on board, with the cause 
 thereof. 
 
 Seventh. Every birth happening on board, with the sex of the 
 infant, and the names of the parents. 
 
 Eighth. Every marriage taking place on board, with the names and 
 ages of the parties. 
 
 Ninth. The name of every seaman or apprentice who ceases to 
 be a member of the crew otherwise than by death, with the place, 
 tune, manner, and cause thereof. 
 
 Tenth. The wages due to any seaman or apprentice who dies 
 during the voyage, and the gross amount of all deductions to be 
 made therefrom. 
 
 Eleventh. The sale of the effects of any seaman or apprentice 
 who dies during the voyage, including a statement of each article 
 sold, and the sum received for it. 
 
 Twelfth. In every case of collision in which it is practicable so to 
 do, the master shall, immediately after the occurrence, cause a state- 
 ment thereof, and of the circumstances under which the same occurred, 
 to be entered in the official log-book. Such entry shall be made in the 
 manner prescribed in section forty-two hundred and ninety-one, 
 and failure to make such entry shall subject the offender to the 
 penalties prescribed by section forty-two hundred and ninety- 
 two. (R. S., 4290; Feb. 14, 1900.) 
 
 Every entry hereby required to be made in the official log-book 
 shall be signed by the master and by the mate, or some other one of 
 the crew, and every entry in the official log-book shall be made as 
 soon as possible after the occurrence to which it relates, and, if not 
 made on the same day as the occurrence to which it relates, shall be 
 made and dated so as to show the date of the occurrence, and of the 
 entry respecting it; and Ca no case shall any entry therein, in respect 
 of any occurrence happening previously to the arrival of the vessel 
 
LAWS AFFECTING DUTIES OF MASTER 17 
 
 at her final port, be made more than twenty-four hours after such 
 arrival. (R. S., 4291.) 
 
 If in any case the official log-book is not kept in the manner 
 hereby required, or if any entry hereby directed to be made in any 
 such log-book is not made at the time and in the manner hereby 
 directed, the master shall, for each such offense, be liable to a penalty 
 of not more than twenty-five dollars; and every person who makes, 
 or procures to be made, or assists in making, any entry in any official 
 log-book in respect of any occurrence happening previously to the 
 arrival of the vessel at her final port of discharge, more than twenty- 
 four hours after such arrival, shall, for each offense, be liable to a 
 penalty of not more than one hundred and fifty dollars. (R. S., 
 4292.) 
 
CHAPTER III 
 
 ENTRY AND CLEARANCE 
 
 Clearance. 
 
 The master or person having the charge or command of any 
 vessel bound to a foreign port, shall deliver to the collector of the 
 district from which such vessel is about to depart, a manifest of all 
 the cargo on board the same, and the value thereof, by him sub- 
 scribed, and shall swear to the truth thereof; whereupon the collec- 
 tor shall grant a clearance for such vessel and her cargo, but without 
 specifying the particulars thereof in the clearance, unless required 
 by the master or other person having the charge or command of 
 such vessel so to do. If any vessel bound to a foreign port departs 
 on her voyage to such foreign port without delivering such mani- 
 fest and obtaining a clearance, as hereby required, the master or 
 other person having the charge or command of such vessel shall be 
 liable to a penalty of five hundred dollars for every such offense. 
 (R. S., 4197; Apr. 29, 1902.) 
 
 Master's oath. 
 
 The oath to be taken by the master or commander of the vessel 
 shall be as follows: 
 
 District of 
 
 I, (insert the name), master or commander of the (insert the 
 denomination and name of the vessel), bound from the port of (insert 
 the name of the port or place sailing from) to (insert the name of 
 the port or place bound to), do solemnly, sincerely, and truly swear 
 (or affirm, as the case may be) that the manifest of the cargo on board 
 the said (insert denomination and name of the vessel) now delivered 
 by me to the collector of this district, and subscribed with my name 
 contains, according to the best of my knowledge and belief, a full, 
 just, and true account of all the goods, wares, and merchandise now 
 actually laden on board the said vessel, and of the value thereof; 
 
 18 
 
ENTRY AND CLEARANCE 
 
 19 
 
 and if any other goods, wares, or merchandise shall be laden or put 
 on board the said (insert denomination and name of vessel) pre- 
 vious to her sailing from this port, I will immediately report the same 
 to the said collector. I do also swear (or affirm) that I verily believe 
 the duties on all the foreign merchandise therein specified have been 
 paid or secured, according to law, and that no part thereof is intended 
 to be relanded within the United States, and that if by distress or 
 other unavoidable accident it shall become necessary to reland the 
 same, I will forthwith make a just and true report thereof to the 
 collector of the customs of the district wherein such distress or 
 accident may happen. So help me God. (R. S., 4198; Apr. 29, 
 1902.) 
 
 Form of outward manifest. 
 
 The form of the report and manifest to be delivered to the col- 
 lector shall be as follows: (R. S., 4199; Apr. 29, 1902.) 
 
 Report and manifest of the cargo laden at the port of 
 board the , master, bound for 
 
 port 
 
 , on 
 
 Marks. 
 
 i 
 
 Numbers. 
 
 Packages or arti- 
 cles in bulk. 
 
 Contents or 
 quantities. 
 
 Value at the port 
 of exportation. 
 
 
 
 
 
 
 Before a clearance shall be granted for any vessel bound to a 
 foreign port, the owners, shippers, or consignors of the cargo of such 
 vessel shall deliver to the collector manifests of the cargo, or the parts 
 thereof shipped by them respectively, and shall verify the same 
 by oath. Such manifests shall specify the kinds and quantities of 
 the articles shipped respectively, and the value of the total quantity 
 of each kind of articles; and the oath to each manifest shall state 
 that it contains a full, just, and true account of all articles laden on 
 board of such vessel by the owners, shippers, or consignors respect- 
 ively, and that the values of such articles are truly stated, accord- 
 ing to their actual cost, or the values which they truly bear at the 
 port and time of exportation. And before a clearance shall be granted 
 for any such vessel, the master of that vessel, and the owners, ship- 
 
20 THE MEN ON DECK 
 
 pers, and consignors of the cargo, shall state, upon oath, to the 
 collector, the foreign port or country in which such cargo is truly 
 intended to be landed. The oaths shall be taken and subscribed 
 in writing. (R. S., 4200; Apr. 29, 1902.) 
 
 Form of clearance. 
 
 The form of a clearance, to be granted to a ship or vessel on her 
 departure to a foreign port or place, shall be as follows: 
 
 District of , ss, 
 
 Port of 
 
 These are to certify all whom it doth concern, that , master 
 
 or commander of the , burden tons, or thereabouts, 
 
 mounted with guns, navigated with men, built, 
 
 and bound for , having on board , hath here entered 
 
 and cleared his said vessel according to law. Given under our 
 hands and seals, at the custom-house of , this day of 
 
 , one thousand , and in the year of the Inde- 
 
 pendence of the United States of America. (R. S., 4201; Apr. 29, 
 1902.) 
 
 State inspection laws. 
 
 The collectors and other officers of the customs shall pay due 
 regard to the inspection laws of the States in which they may re- 
 spectively act, in such manner that no vessel having on board goods 
 liable to inspection shall be cleared until the master, or other proper 
 person, shall have produced such certificate that all such goods have 
 been duly inspected, as the laws of the respective States may require 
 to be produced to collectors or other officers of the customs. (R. S.,' 
 4202; Apr. 29, 1902.) 
 
 Manifests in Alaskan and insular trades. 
 
 The provisions of sections four thousand one hundred and ninety- 
 seven to four thousand two hundred, inclusive, of the Revised Stat- 
 utes of the United States, requiring statements of quantity and value 
 of goods carried by vessels clearing from the United States to foreign 
 ports, shall be extended to and govern, under such regulations as 
 the Secretary of Commerce shall prescribe, in the trade between 
 the United States and Hawaii, Porto Rico, Alaska, the Philippine 
 Islands, Guam, and its other noncontiguous territory, and shall also 
 
ENTRY AND CLEARANCE 21 
 
 govern in the trade conducted between said islands and territory, 
 and in shipments from said islands or territory to other parts of 
 the United States: Provided, That this law shall not apply in the Phil- 
 ippine Islands during such time as the collectors of customs of those 
 islands are under the jurisdiction of the War Department. (Apr. 29, 
 1902; Feb. 14, 1903; sees. 7, 10.) 
 
 Bullion and coin. 
 
 All vessels belonging to citizens of the United States, and bound 
 from any port in the United States to any other port therein, or to 
 any foreign port, or from any foreign port to any port in the United 
 States, shall, before clearance, receive on board all such bullion, 
 coin, United States notes and bonds and other securities, as the 
 Government of the United States or any department thereof, or 
 any minister, consul, vice-consul, or commercial or other agent of 
 the United States abroad, shall offer, and shall securely convey and 
 promptly deliver the same to the proper authorities or consignees, 
 on arriving at the port of destination; and shall receive for such 
 service such reasonable compensation as may be allowed to other 
 carriers in the ordinary transactions of business. (R. S., 4204.) 
 
 Fees. 
 
 Previous to a clearance being granted to any vessel, outward 
 bound, the legal fees which shall have accrued on such vessel shall 
 be paid at the offices where such fees are respectively payable; 
 and receipts for the same shall be produced to the collector or other 
 officer whose duty it may be to grant clearances, before a clearance 
 is granted. (R. S., 4206; June 19, 1886.) 
 
 ~ Whenever any clearance is granted to any vessel of the United 
 States, duly registered as such, and bound on any foreign voyage, 
 the collector of the district shall annex thereto, in every case, a copy 
 of the rates or tariffs of fees which diplomatic and consular officers 
 are entitled, by the regulations prescribed by the President, to receive 
 for their service. (R. S., 4207.) 
 
 Deposit of papers. 
 
 The register, or other document in lieu thereof, together with the 
 clearance and other papers granted by the officers of the customs to a 
 vessel at her departure from the port from whence she may have ar- 
 
22 THE MEN ON DECK 
 
 rived, Mediterranean passports excepted, shall previous to entry 
 be produced to the collector with whom such entry is to be made, 
 and shall remain in his office; and on the clearance of such vessel the 
 register and other documents shall be returned to the master or owner 
 of such vessel. (R. S., 2790.) 
 
 The register, or other document in lieu thereof, together with the 
 clearance and other papers granted by the officers of the customs 
 to any foreign vessel, at her departure from the port from which 
 she may have arrived, shall, previous to entry in any port of the 
 United States, be produced to the collector with whom such entry is 
 to be made. It shall be the duty of the master, within forty-eight 
 hours after such entry, to deposit the papers with the consul or vice- 
 consul of the nation to which the vessel belongs, and to deliver to 
 the collector the certificate of such consul or vice-consul that the 
 papers have been so deposited. Every master who fails to comply 
 with this regulation shall be punishable by a fine of not less than five 
 hundred dollars, nor more than two thousand dollars. (R. S., 4209.) 
 
 It shall be the duty of all masters of vessels for whom any official 
 services shall be performed by any consular officer, without the 
 payment of a fee, to require a written statement of such services 
 from such consular officer, and, after certifying as to whether such 
 statement is correct, to furnish it to the collector of the district 
 in which such vessels shall first arrive on their return to the United 
 States; and if any such master of a vessel shall fail to furnish such state- 
 ment, he shall be liable to a fine of not exceeding fifty dollars, unless 
 such master shall state under oath that no such statement was 
 furnished him by said consular officer. And it shall be the duty of 
 every collector to forward to the Secretary of the Treasury all such 
 statements as shall have been furnished to him, and also a state- 
 ment of all certified invoices which shall have come to his office, 
 giving the dates of the certificates, and the names of the persons for 
 whom and of the consular officer by whom the same were certified. 
 (R. S., 4213; June 26, 1884; sec. 13.) 
 
 War documents; passports; sea letters. 
 
 Every vessel ofthe United States, going to any foreign country, 
 shall, before she departs from the United States, at the request of 
 the master, be furnished by the collector for the district where such 
 
ENTRY AND CLEARANCE 23 
 
 vessel may be, with a passport, the form for which shall be pre- 
 scribed by the Secretary of State. In order to be entitled to such 
 passport, the master of every such vessel shall be bound, with suf- 
 ficient sureties, to the Treasurer of the United States, in the penalty 
 of two thousand dollars, conditioned that the passport shall not be 
 applied to the use or protection of any other vessel than the one 
 described in it; and that, in case of the loss or sale of any vessel 
 having such passport, the same shall, within three months, be deliv- 
 ered up to the collector from whom it was received, if the loss or sale 
 take place within the United States; or within six months, if the same 
 shall happen at any place nearer than the Cape of Good Hope; 
 and within eighteen months, if at a more distant place. (R. S., 
 4306.) 
 
 If any vessel of the United States shall depart therefrom, and shall 
 be bound to any foreign country, other than to some port in America, 
 without such passport, the master of such vessel shall be liable to a 
 penalty of two hundred dollars for every such offense. (R. S., 4307.) 
 
 Every unregistered vessel owned by a citizen of the United 
 States, and sailing with a sea-letter, going to any foreign country, 
 shall, before she departs from the United States, at the request of 
 the master, be furnished by the collector of the district where such 
 vessel may be with a passport, for which the master shall be subject 
 to the rules and conditions prescribed for vessels of the United 
 States. (R. S., 4308.) 
 
 Every master of a vessel, belonging to citizens of the United 
 States, who shall sail from any port of the United States, shall, 
 on his arrival at a foreign port, deposit his register, sea-letter, and 
 Mediterranean passport with the consul, vice-consul, commercial 
 agent, or vice-commercial agent, if any there be at such port; and 
 it shall be the duty of such consul, vice-consul, commercial agent, or 
 vice-commercial agent, on such master or commander producing 
 to him a clearance from the proper officer of the port where his vessel 
 may be, to deliver to the master all of his papers, if such master or 
 commander has complied with the provisions of law relating to the 
 discharge of seamen in a foreign country, and to the payment of the 
 fees of consular officers. (R. S., 4309.) 
 
 Every master of any such vessel who refuses or neglects to de- 
 posit the papers as required by the preceding section, shall be liable 
 
24 THE MEN ON DECK 
 
 to a penalty of five hundred dollars, to be recovered by such consul, 
 vice consul, commercial agent, or vice-commercial agent, in his own 
 name, for the benefit of the United States, in any court of competent 
 jurisdiction. (R. S., 4310.) 
 
 Illegal boarding of vessel. 
 
 Every person who, not being in the United States service, and 
 not being duly authorized by law for the purpose, goes on board 
 any vessel about to arrive at the place of her destination, before 
 her actual arrival, and before she has been completely moored, with- 
 out permission of the master, shall, for every such offense, be pun- 
 ishable by a fine of not more than two hundred dollars, and by im- 
 prisonment for not more than six months; and the master of such 
 vessel may take any such person so going on board into custody, 
 and deliver him up forthwith to any constable or police officer, to 
 be by him taken before any justice of the peace, to be dealt with 
 according to the provisions of this Title (R. S., 4501-4613). (R. S., 
 4606.) 
 
 The Secretary of Commerce is hereby authorized and directed to 
 prescribe from time to time and enforce regulations governing the 
 boarding of vessels arriving at the seaports of the United States, 
 before such vessels have been properly inspected and placed in secur- 
 ity, and for that purpose to employ any of the officers of that [or 
 Treasury] Department. (Mar. 31, 1900; Feb. 14, 1903; sec. 10.) 
 
 Each person violating such regulations shall be subject to a 
 penalty of not more than one hundred dollars or imprisonment not 
 to exceed six months, or both, in the discretion of the court. (Mar. 
 31, 1900; sec. 2.) 
 
 This Act shall be construed as supplementary to section nine of 
 chapter three hundred and seventy-four of the Statutes of eighteen 
 hundred and eighty two, and section forty-six hundred and six of 
 the Revised Statutes. (Sec. 3.) 
 
 Boarding and search of vessel. 
 
 It shall be lawful for any officer of the customs, including inspect- 
 ors and occasional inspectors, or of a revenue-cutter, or authorized 
 agent of the Treasury Department, or other person specially appointed 
 
ENTRY AND CLEARANCE 25 
 
 for the purpose in writing by a collector, naval officer, or surveyor, 
 to go on board of any vessel, as well without as within his district, 
 and to inspect, search, and examine the same, and any person, trunk, 
 or envelope on board, and to this end to hail and stop such vessel if 
 under way, and to use all necessary force to compel compliance; 
 and if it shall appear that any breach or violation of the laws of the 
 United States has been committed, whereby or in consequence of 
 which such vessel, or the merchandise, or any part thereof, on board 
 of or imported by such vessel, is liable to forfeiture, to make seizure 
 of the same, or either or any part thereof, and to arrest, or in case 
 of escape, or any attempt to escape, to pursue and arrest any person 
 engaged in such breach or violation. (R. S., 3059.) 
 
 The original appointment in writing of any person specially 
 appointed under the provisions of the previous section shall be 
 filed in the custom-house where such appointment is made. (R. S., 
 3060.) 
 
 It shall be lawful for all collectors, naval officers, surveyors, 
 inspectors, and the officers of the revenue-cutters, to go on board of 
 vessels in any port of the United States, or within four leagues of 
 the coast thereof, if bound to the United States, whether in or out 
 of their respective districts, for the purpose of demanding the mani- 
 fests, and of examining and searching the vessels; and those officers 
 respectively shall have free access to the cabin and every part of a 
 vessel. (R. S., 3067.) 
 
 If any master of a vessel coming into or having arrived at any 
 port within the United States, shall obstruct or hinder or shall inten- 
 tionally cause any obstructions or hindrance to any officer in law- 
 fully going on board such vessel for the purpose of carrying into 
 effect any of the revenue laws of the United States, he shall for every 
 such offense be liable to a penalty of not more than five hundred dol- 
 lars nor less than fifty dollars. (R. S., 3068.) 
 
 If any box, trunk, chest, cask, or other package shall be found 
 in the cabin, steerage, or forecastle of a vessel, or in any other place 
 separate from the residue of the cargo, the officer of the customs 
 shall take a particular account of such package, and of the marks and 
 numbers thereof, if any, and a description thereof, and, if he judges 
 proper, shall seal every such package; and such account and descrip- 
 
26 THE MEN ON DECK 
 
 tion shall be by him forwarded without delay to the collector of the 
 district to which such vessel is bound. If upon her arrival at the 
 port of her entry, the packages so described, or any of them, are 
 missing, or if any seal put thereon has been broken, the master shall 
 be liable to a penalty for every package missing, or on which any 
 seal shall be broken, of two hundred dollars. (R. S., 3069.) 
 
CHAPTER IV 
 ENTRY OF MERCHANDISE 
 
 Inward manifests. 
 
 No merchandise shall be brought into the United States, from 
 any foreign port, in any vessel unless the master has on board mani- 
 fests in writing of the cargo, signed by such master. (R. S., 2806.) 
 
 Every manifest required by the preceding section shall contain: 
 
 First. The name of the ports where the merchandise in such 
 
 manifest mentioned were taken on board, and the ports within the 
 
 United States for which the same are destined; particularly noting 
 
 the merchandise destined for each port respectively. (R. S., 2807.) 
 
 Provided, however, That the master of a vessel laden exclusively 
 either with sugar, coal, salt, hides, dyewoods, wool, or jute butts, 
 consigned to one consignee, arriving at a port for orders, may be 
 permitted to destine such cargo or determine its disposition " for 
 orders," upon entering the vessel at the custom-house, and, within 
 fifteen days afterward and before the unloading of any part of the 
 cargo, to amend the manifest by designating the actual port of dis- 
 charge of such cargo: 
 
 Provided further, That in the event of failure to designate the 
 port of discharge within fifteen days such cargo must be discharged 
 at the port where the vessel entered. (June 3, 1892.) 
 
 Second. The name, description, and build of the vessel; the true 
 admeasurement or tonnage thereof; the port to which such vessel 
 belongs; the name of each owner, according to the register of the 
 same; and the name of the master of such vessel. 
 
 Third. A just and particular account of all the merchandise, so 
 laden on board, whether in packages or stowed loose, of any kind 
 or nature whatever, together with the marks and numbers as marked 
 on each package, and the number or quantity and description of the 
 packages in words at length, whether leaguer, pipe, butt, puncheon, 
 
 27 
 
28 THE MEN ON DECK 
 
 hogshead, barrel, keg, case, bale, pack, truss, chest, box, band-box, 
 bundle, parcel, cask, or package, of any kind or sort, describing the 
 same by its usual name or denomination. 
 
 Fourth. The names of the persons to whom such packages are 
 respectively consigned, agreeably to the bills of lading signed for 
 the same, unless when the goods are consigned to order, when it 
 shall be so expressed in the manifest. 
 
 Fifth. The names of the several passengers on board the vessel, 
 distinguishing whether cabin or steerage passengers, or both, with their 
 baggage, specifying the number and description of packages belong- 
 ing to each respectively. (R. S., 2807.) 
 
 Sixth. An account of the sea-stores remaining, if any. 
 
 If merchandise shall be imported, destined to be delivered in 
 different districts or ports, the quantities and packages so destined 
 to be delivered shall be inserted in successive order in the manifest; 
 and all spirits and wines constituting the whole or any part of the 
 cargo of any vessel shall also be inserted in successive order, dis- 
 tinguishing the ports to which the same may be destined, and the 
 kinds, qualities, and quantities thereof. (R. S., 2808.) 
 
 If any merchandise is brought into the United States in any 
 vessel whatever from any foreign port without having such a mani- 
 fest on board, or which shall not be included or described in the 
 manifest, or shall not agree therewith, the master shall be liable 
 to a penalty equal to the value of such merchandise not included in 
 such manifest; and all such merchandise not included in the mani- 
 fest belonging or consigned to the master, mate, officers, or crew of 
 such vessel, shall be forfeited. (R. S., 2809.) 
 
 Whenever it is made to appear to the satisfaction of the col- 
 lector, naval officer, and surveyor, or to the major part of them, 
 where those officers are established at any port, or to the satisfaction 
 of the collector alone, where either of the other of the officers is not 
 established, or to the satisfaction of the court in which a trial shall 
 be had concerning such forfeiture, that no part of the cargo of any 
 vessel without proper manifest was unshipped, after it was taken on 
 board, except such as shall have been particularly specified and 
 accounted for in the report of the master, and that the manifests 
 have been lost or mislaid, without fraud or collusion, or were defaced 
 
ENTRY OF MERCHANDISE 29 
 
 by accident, or became incorrect by mistake, no forfeiture or penalty 
 shall be incurred under the preceding section. (R. S., 2810.) 
 
 Ports of entry. 
 
 It shall not be lawful to make entry of any vessel which shall 
 arrive within the United States, from any foreign port, or of the cargo 
 on board such vessel, elsewhere than at one of the ports of entry 
 designated in chapter one [R. S., 2517-2612] of this Title [R. S., 2517- 
 3129]; nor to unlade the cargo, or any part thereof, elsewhere than 
 at one of the ports of delivery therein designated, except that every 
 port of entry shall be also a port of delivery. This section shall not 
 prevent the master or commander of any vessel from making entry 
 with the collector of any district in which such vessel may be owned, 
 or from which she may have sailed on the voyage from which she 
 shall then have returned. (R. S., 2770.) 
 
 Vessels bound to port of delivery. 
 
 The master of every vessel bound to a port of delivery only, in 
 any district, shall first come to at the port of entry of such district, 
 with his vessel, and there make report and entry in writing, and pay 
 all duties required by law, port fees and charges, before such vessel 
 shall proceed to her port of delivery. Any master of a vessel who 
 shall proceed to a port of delivery contrary to such directions shall 
 be liable to a penalty of five hundred dollars, to be recovered with 
 costs of suit. (R. S., 2772.) 
 
 Report and declaration of master. 
 
 Within twenty-four hours after the arrival of any vessel, from 
 any foreign port, at any port of the United States established by law, 
 at which an officer of the customs resides, or within any harbor, inlet, 
 or creek thereof, in the hours of business at the office of the chief 
 officer of the customs at such port will permit, or as soon thereafter 
 as such hours will permit, the master shall repair to such office, 
 and make report to the chief officer, of the arrival of the vessel; 
 and he shall, within forty-eight hours after such arrival, make a 
 further report in writing to the collector of the district, which report 
 shall be in the form, and shall contain all the particulars required to 
 be inserted in, and verified like, a manifest. Every master who shall 
 neglect or omit to make either of such reports and declarations, or 
 to verify any such declaration as required, or shall not fully comply 
 
30 THE MEN ON DECK 
 
 with the true intent and meaning of this section, shall, for each 
 offense, be liable to a penalty of one thousand dollars. (R. S., 
 2774-) 
 
 The master of any vessel having on board distilled spirits, or 
 wines, shall, within forty-eight hours after his arrival, whether the 
 same be at the first port of arrival of such vessel or not, in addition 
 to the requirements of the preceding section, report in writing to the 
 surveyor or officer acting as inspector of the revenue of the port at 
 which he has arrived, the foreign port from which he last sailed, 
 the name of his vessel, his own name, the tonnage and denomina- 
 tion of such vessel, and to what nation belonging, together with the 
 quantity and kinds of spirits and wines, on board of the vessel, 
 particularizing the number of casks, vessels, cases, or other packages 
 containing the same, with their marks and numbers, as also the 
 quantity and kinds of spirits and wines, on board such vessel as sea- 
 stores, and in default thereof he shall be liable to a penalty of five 
 hundred dollars and any spirits omitted to be reported shall be 
 forfeited. (R. S., 2775.) 
 
 If any vessel, having arrived within the limits of any collection- 
 district, from any foreign port, departs, or attempts to depart from 
 the same, unless to proceed on her way to some more interior district 
 to which she may be bound, before report or entry shall have been 
 made by the master with the collector of some district, the master 
 shall be liable to a penalty of four hundred dollars; and any col- 
 lector, naval officer, surveyor, or commander of any revenue cutter 
 may cause such vessel to be arrested and brought back to the most 
 convenient port of the United States. If, however, it is made to 
 appear by the oath of the master, and of the person next in command, 
 or by other sufficient proof to the satisfaction of the collector of the 
 district within which such vessel shall afterward come, or to the satis- 
 faction of the court in which the prosecution for such penalty may 
 be had, that the departure or attempt to depart was occasioned by 
 stress of weather, pursuit or duress of enemies, of other necessity, 
 the penalty imposed by this section shall not be incurred. (R. S., 
 2773-) 
 Special inward manifest for Treasury Department. 
 
 Each master of a vessel arriving in the United States from a foreign 
 port except vessels carrying traffic in bond on transfer ferries shall, 
 
ENTRY OF MERCHANDISE 31 
 
 immediately upon landing and before entering his vessel at the cus- 
 tom-house, mail to the Auditor for the Treasury Department, Wash- 
 ington, a true copy of the manifest of his vessel, and shall on entering 
 his vessel make affidavit that he has mailed such copy and that the 
 same is true and correct; and he shall also mail to the said Auditor 
 a true copy of the corrected manifest filed on any post entry of his 
 vessel. Any master who neglects or refuses to mail to the Auditor 
 the required copy of the original or corrected manifest shall be sub- 
 ject to the same fines and penalties fixed by law for his failure to 
 deliver the manifest of his vessel to the collector: Provided, That 
 this section shall not apply to ports where there is a naval officer. 
 (Mar. 2, 1895; sec. 9.) 
 
 Cargo in bulk. 
 
 Vessels arriving at a port of entry in the United States, laden 
 with coal, salt, railroad iron and other like articles in bulk may pro- 
 ceed to places within that collection district to be specially designated 
 by the Secretary of the Treasury by general regulations or other- 
 wise, under the superintendence of customs officers, at the expense 
 of the parties interested, for the purpose of unlading cargoes of 
 the character before mentioned. (R. S., 2776; June 26, 1884; 
 sec. 29.) 
 
 Bond of cargo for reexport. 
 
 Any vessel may proceed with any merchandise brought in her, 
 and, in the manifest delivered to the collector of the customs, re- 
 ported as destined for any foreign port, from the district within which 
 such vessel shall first arrive to such foreign port without paying or 
 securing the payment of any duties upon such merchandise as shall 
 be actually re-exported in the vessel. But the manifest so declar- 
 ing to re-export such merchandise shall be delivered to such collector 
 within forty-eight hours after the arrival of the vessel. And the 
 master of such vessel shall give bond as required by the next section. 
 (R. S, 2776.) 
 
 The master of any vessel so destined for a foreign port shall give 
 bond, with one or more sureties, in a sum equal to the amount of the 
 duties upon the merchandise, as the same shall be estimated by the 
 collector and naval officer of the port where the report shall be made, 
 to the satisfaction of the collector, with condition that the merchan- 
 
32 THE MEN ON DECK 
 
 dise, or any part thereof, shall not be landed within the United States, 
 unless due entry thereof shall have been first made and the duties 
 thereupon paid, according to law. Such bond shall be taken for the 
 same period, and canceled in like manner, as a bond given for obtain- 
 ing drawback of duties. No such bond shall be required in respect 
 to merchandise on board of any vessel which has put into the United 
 States from a necessity, shown as prescribed in section twenty- 
 seven hundred and seventy- three. (R. S., 2777.) 
 
 The collector receiving any bond conditioned for the payment 
 of duties upon merchandise reported as destined for a foreign port, 
 in case the same shall be landed within the United States, or any 
 other bonds taken upon the exportation of merchandise entitled to 
 drawback, shall immediately after the. time when by the conditions 
 of the same they ought to be canceled, put the same in suit, provided 
 the proof of the occurrence of such a necessity as excuses a landing 
 of such goods within the United States has nojt been produced, or 
 further time granted therefor by the Secretary of the Treasury. 
 (R. S., 2778.) 
 
 Inspection of merchandise laden for export. 
 
 The collector shall direct the surveyor, where any, to inspect, 
 or cause to be inspected, the merchandise notified for exportation, 
 and if it is found to correspond fully with the notice and proof con- 
 cerning the same, the collector, together with the naval officer, if 
 any, shall grant a permit for lading the same on board of the vessel 
 named in such notice and entry. Such lading shall be performed 
 under the superintendence of the officer by whom the same has 
 been so inspected; and the exporter shall make oath that the mer- 
 chandise, so noticed for exportation, and laden on board such vessel, 
 previous to the clearance thereof, or within ten days after such 
 clearance, is truly intended to be exported to the place whereof 
 notice has been given, and is not intended to be relanded within 
 the United States; otherwise the merchandise shall not be entitled 
 to the benefit of drawback. (R. S., 3035.) 
 
 Transfer of imported merchandise for export. 
 
 All merchandise imported into the United States, the duties on 
 which have been paid, or secured to be paid, may be transported 
 by land, or partly by land and partly by water, or coastwise, from the 
 
ENTRY OF MERCHANDISE 33 
 
 district into which it was imported to any port of entry and exported 
 from such port of entry with the benefit of drawback. (R. S., 3036.) 
 
 Delivery of cargo in various districts. 
 
 Any vessel in which any merchandise is brought into the United 
 States from any foreign port, and which is specified in the manifest 
 verified before the collector of the port in which such vessel first 
 arrives, to be destined for other districts, may proceed with the same 
 from district to district within the United States, in order to the 
 landing or delivery thereof; and the duties on such of the merchandise 
 only as shall be landed hi any district shall be paid within such 
 district. (R. S., 2779.) 
 
 Before any vessel departs from the district in which she shall 
 first arrive for another district, provided such departure is not within 
 forty-eight hours after her arrival within such district, with merchan- 
 dise brought in such vessel from a foreign port on which the duties 
 have not been paid, the master shall obtain from the collector of the 
 district from which she is about to depart, who is hereby required 
 to grant the same, a copy of the report and manifest made by such 
 master, certified by the collector, to which copy shall be annexed a 
 certificate of the quantity and particulars of the merchandise which 
 appears to him to have been landed within his district, or of the 
 quantity and particulars of the merchandise which remains on 
 board and upon which the duties are to be paid in some other dis- 
 trict. (R. S., 2780.) 
 
 Within twenty-four hours after the arrival of such vessel within 
 any other district, the master shall make report or entry to or with 
 the collector of such other district, producing and showing the certi- 
 fied copy of his first report, together with a certificate from each col- 
 lector of any other district within which any of the merchandise, 
 brought in such vessel, has been landed, of the quantity and par- 
 ticulars of such merchandise as has been landed in each district 
 respectively. (R. S., 2781.) 
 
 The master shall, however, first give bond, with one or more 
 sureties, to the satisfaction of the collector of the district within which 
 the vessel first arrives, in a sum equal to the amount of the duties 
 on the residue of the merchandise, according to such estimate as the 
 collector shall form thereof, with condition that the residue of such 
 
34 THE MEN ON DECK 
 
 merchandise shall be duly entered and delivered in another district 
 for which the same has been reported to be destined. (R. S., 2782.) 
 
 The bond shall be canceled or discharged within six calendar 
 months from the date thereof, by the production of certificates from 
 the collectors of the districts for which the merchandise has been 
 reported, showing the due entry and delivery of the merchandise 
 in such districts, or upon due proof to the satisfaction of the collector 
 by whom the bond was taken, and to the naval officer of the port, 
 if any, that such entry and delivery were prevented by some un- 
 avoidable accident or casualty, and if the whole or any part of the 
 merchandise has not been lost, that it has been duly entered and 
 delivered within the United States. (R. S., 2783.) 
 
 If the master of any such vessel fails by his neglect or fault to 
 obtain the copy of his report from the collector of the district from 
 which he is about to depart, or any certificate which he ought to 
 obtain, or neglects to exhibit the same to the collector of any other 
 district to which the vessel afterward proceeds, within the time for 
 that purpose allowed, he shall be liable to a penalty, for every such 
 neglect or omission, of five hundred dollars. (R. S., 2784.) 
 
 Vessels exempt from entry. 
 
 It shall not be necessary for the master of any vessel of war, 
 or of any vessel employed by any prince, or state, as a public packet 
 for the conveyance of letters and dispatches, and not permitted by 
 the laws of such prince or state to be employed in the transportation 
 of merchandise, in the way of trade, to make report and entry. 
 (R. S., 2791.) 
 
 Any passenger vessel engaged triweekly or oftener in trade 
 between ports of the United States and foreign ports shall be exempt 
 from entrance and clearance fees and tonnage taxes while such ser- 
 vice triweekly or oftener is maintained. (May 28, 1908.) 
 
 Sea-stores. 
 
 In order to ascertain what articles ought to be exempt from 
 duty as the sea-stores of a vessel, the master shall particularly specify 
 the articles, in the report or manifest to be by him made, designating 
 them as the sea-stores of such vessel; and in the oath to be taken by 
 such master, on making such report, he shall declare that the articles 
 
ENTRY OF MERCHANDISE 35 
 
 so specified as sea-stores are truly such, and are not intended by way 
 of merchandise or for sale; whereupon the articles shall be free from 
 duty. (R.S., 2795.) 
 
 Whenever it appears to the collector to whom a report and mani- 
 fest of sea-stores are delivered, together with the naval officer, where 
 there is one, or alone, where there is no naval officer, that the quanti- 
 ties of the articles, or any part thereof, reported as sea-stores, are 
 excessive, the collector, jointly with the naval officer, or alone, as the 
 case may be, may in his discretion estimate the amount of the duty 
 on such excess; which shall be forthwith paid by the master, to the 
 collector, on pain of forfeiting the value of such excess. (R. S., 
 2796.) 
 
 If any other or greater quantity of articles are found on board 
 such vessel as sea-stores than are specified in an entry of sea-stores, 
 or if any of the articles are landed without a permit first obtained 
 from the collector, and naval officer if any, for that purpose, all 
 such articles as are not included in the report or manifest by the 
 master, and all which are landed without a permit, shall be for- 
 feited, and may be seized; and the master shall moreover be liable 
 to a penalty of treble the value of the articles omitted or landed. 
 (R. S., 2797.) 
 
 Sea-stores and the legitimate equipment of vessels belonging 
 to regular lines plying between foreign ports and the United States 
 delayed in port for any cause may be transferred in such port of the 
 United States under the supervision of the customs officers from 
 one vessel to another vessel of the same owner without payment of 
 duties, but duties must be paid on such stores or equipments landed 
 for consumption, except American products. (Mar. 3, 1897; sec. 
 I7-) 
 
 Coal. 
 
 The master of any vessel propelled by steam, arriving at any 
 port in the United States, may retain all the coal such vessel may have 
 on board at the time of her arrival, and may proceed with such coal 
 to a foreign port, without being required to land the same in the 
 United States, or to pay any duty thereon. (R. S., 2798.) 
 
 Inspection of inward manifests by boarding officer. 
 
 Every master of any vessel laden with merchandise, and bound 
 
36 THE MEN ON DECK 
 
 to any port in the United States shall, on his arrival within four 
 leagues of the coast thereof, or within any of the bays, harbors, 
 ports, rivers, creeks, or inlets, thereof, upon demand, produce the 
 manifests in writing, which such master is required to have on board 
 his vessel, to such officer of the customs as first comes on board his 
 vessel, for inspection, and shall deliver to such officer true copies 
 thereof, which copies shall be provided and subscribed by the master, 
 and the officer to whom the original manifests have been produced 
 shall certify upon the back thereof that the same were produced, and 
 the day and year on which the same were so produced, and that such 
 copies were to him delivered and by him examined with the original 
 manifest; and shall likewise certify upon the back of such copies 
 the day and year on which the same were delivered, and shall forth- 
 with transmit such copies to the respective collectors of the several 
 districts, to which the goods by such manifests appear respectively 
 to be consigned. (R. S., 2811.) 
 
 The master of any such vessel shall in like manner produce to 
 the officer of the customs who first comes on board such vessel, upon 
 her arrival within the limits of any collection-district in which the 
 cargo, or any part thereof, is intended to be discharged or landed, 
 for his inspection, such manifest; and shall also deliver to him true 
 copies thereof, such copies also to be provided and subscribed by 
 the master, the production of which manifests and the delivery of 
 which copies shall also be certified by the officer of the customs, 
 upon the back of the original manifests, with the particular day and 
 year when such manifests were produced to such officer, and when 
 he so received the copies thereof; and such officer is required forth- 
 with to transmit the copies of the manifest to the collector of the 
 district; and the master shall afterward deliver the original mani- 
 fests so certified to the collector. When any manifest shall be pro- 
 duced, upon which there shall be no certificate from any officer of 
 the customs as before mentioned, the master producing the same 
 shall be required to make oath that no officer has applied for, and 
 that no indorsement has taken place on, any manifest of the cargo 
 of such vessel. (R. S., 2812.) 
 
 The master of any such vessel shall not be required to make 
 delivery of more than one copy of each manifest to the officer who 
 shall first come on board of such vessel, within four leagues of the 
 coast of the United States, and one other copy to such officer as shall 
 
ENTRY OF MERCHANDISE 37 
 
 first come on board within the limits of any collection-district, for 
 which the cargo of such vessel, or some part thereof, is destined, nor 
 to make delivery of any such copy to any other officer; but it shall 
 be sufficient, in respect to any such other officer, to exhibit, to him 
 the original manifest and the certificates thereupon. (R. S., 2813.) 
 
 If the master of any vessel laden with merchandise, and bound to 
 any port in the United States, fails upon his arrival within four leagues 
 of the coast thereof, or within the limits of any collection-district, 
 where the cargo of such vessel, or any part thereof, is intended to 
 be discharged, to produce such manifests, as are heretofore required, 
 in writing, to the proper officer upon demand therefor, or to deliver 
 such copies thereof, according to the directions of the preceding, 
 sections or if he fails to give an account of the true destination of the 
 vessel, which he is hereby required to do, upon request of such officer, 
 or gives a false account of such destination, in order to evade the 
 production of the manifests, the master shall for every such neglect, 
 refusal, or offense, be liable to a penalty of not more than five hundred 
 dollars. If any officer first coming on board, in each case, shall 
 neglect or refuse to certify on the back of such manifests the produc- 
 tion thereof, and the delivery of such copies respectively as are directed 
 to be delivered to such officer, such officer shall be liable to a penalty 
 of five hundred dollars. (R. S., 2814.) 
 
 The officers who may apply to the master of any such vessel, 
 respecting any of the provisions in the preceding sections, and who 
 shall not receive full satisfaction therein, are hereby required to make 
 a return in writing of the name of the vessel and master so offending, 
 in any or all of the particulars required, as soon as possible, to the 
 collector of the district to which such vessel shall be considered to 
 be bound. (R. S., 2815.) 
 
 Collectors and surveyors, respectively, may, whenever they 
 judge it to be necessary for the security of the revenue, put an in- 
 spector of the customs on board any vessel, to accompany the same 
 until her arrival at the first port of entry or delivery, in the district 
 to which such vessel may be destined. If the master of any vessel 
 shall neglect or omit to deposit a manifest as herein prescribed, or 
 shall refuse to receive an inspector of the customs on board, as the 
 case requires, he shall forfeit and pay five hundred dollars, to be 
 recovered with cost of suit, one-half for the use of the officer with 
 
38 THE MEN ON DECK 
 
 whom such manifest ought to have been deposited, and the other 
 half to the use of the collector of the district to which such vessel 
 may be bound. If, however, the manifest shall, in either of the 
 above cases, have been previously delivered to any officer of the 
 customs, pursuant to the provisions hereinafter made in that behalf, 
 the depositing of a manifest shall not be necessary. (R. S., 2834; 
 Mar. 3, 1897; sec. 15.) 
 
 Entry of merchandise for different port of destination. 
 
 The importer, or his agent, may enter merchandise at the port 
 of entry for the collection-district into which it is to be imported in 
 the usual manner; and the collector shall grant a permit for the land- 
 ing thereof, and cause the duties to be ascertained as in other cases, 
 the goods remaining in the custody of the collector until reshipped 
 for the place of destination. The collector shall certify to the sur- 
 veyor at such place the amount of such duties, which the surveyor 
 shall enter on the margin of the bond given to secure the same; 
 and the merchandise shall be delivered by the collector to the agent 
 of the importer or consignee, duly authorized to receive the same, 
 for shipment to the place of destination. (R. S., 2826.) 
 
 The master or conductor of every vessel or vehicle in which such 
 merchandise shall be transported, shall, previously to departure 
 from the port df entry, deliver to the collector duplicate manifests 
 of such merchandise, specifying the marks and numbers of every 
 case, bag, box, chest, or package, containing the same, with the name 
 and place of residence of every importer or consignee of such mer- 
 chandise, and the quantity shipped to each, to be by him subscribed, 
 and to the truth of which he shall swear, and that the merchandise 
 has been received on board his vessel or vehicle, stating the name of 
 the agent who shipped the same; and the collector shall certify the 
 facts, on the manifests, one of which he shall return to the master, 
 with a permit thereto annexed, authorizing him to proceed to the place 
 of his destination. (R. S., 2827.) 
 
 If any vessel or vehicle having such merchandise on board shall 
 depart from the port of entry without having complied with the pro- 
 visions of the preceding section, the master or conductor thereof 
 shall be liable to a penalty of five hundred dollars. (R. S., 2828.) 
 
ENTRY OF MERCHANDISE 39 
 
 Comparison of cargo and manifest. 
 
 The surveyor at the port of delivery shall cause the casks, bags, 
 boxes, chests, or packages, to be inspected, and compared with the 
 manifests, and the same being identified he shall grant a permit for 
 unloading the same, or such part thereof as the master or conductor 
 shall request; and when a part only of such merchandise is intended 
 to be landed the surveyor shall make an indorsement on the back 
 of the manifests, designating such part, specifying the articles to 
 be landed, and shall return the manifests to the master or conductor, 
 indorsing thereon his permission to such vessel or vehicle to proceed 
 to the place of its destination. (R. S., 2830.) 
 
 Illegal unlading. 
 
 If after the arrival of any vessel laden with merchandise and bound 
 to the United States, within the limits of any collection-district, 
 or within four leagues of the coast, any part of the cargo of such 
 vessel shall be unladen, for any purpose whatever, before such vessel 
 has come to the proper place for the discharge of her cargo, or some 
 part thereof, and has been there duly authorized by the proper 
 officer of the customs to unlade the same, the master of such vessel 
 and the mate, or other person next in command, shall respectively 
 be liable to a penalty of one thousand dollars for each such offense, 
 and the merchandise so unladen shall be forfeited, except in case of 
 some unavoidable accident, necessity, or distress of weather. In 
 case of such unavoidable accident, necessity, or distress, the master 
 of such vessel shall give notice to, and, together with two or more 
 of the officers or mariners on board such vessel, of whom the mate 
 or other person next in command shall be one, shall make proof upon 
 oath before the collector, or other chief officer of the customs of the 
 district, within the limits of which such accident, necessity, of dis- 
 tress happened, or before the collector, or other chief officer to the 
 collection-district, within the limits of which such vessel shall first 
 afterward arrive, if the accident, necessity, or distress happened 
 not within the limits of any district, but within four leagues of the 
 coast of the United States. The collector, or other chief officer, is 
 hereby authorized and required to administer such oath. (R. S., 
 2867.) 
 
 If any merchandise, so unladen from on board any such vessel, 
 shall be put or received into any other vessel, except in the case of 
 
40 THE MEN ON DECK 
 
 such accident, necessity, or distress, to be so notified and proved, 
 the master of any such vessel into which the merchandise shall be 
 so put and received, and every other person aiding and assisting 
 therein, shall be liable to a penalty of treble the value of the merchan- 
 dise, and the vessel in which they shall be so put shall be forfeited. 
 (R. S., 2868.) 
 
 Special permit to unlade by night and preliminary entry. 
 
 Upon arrival at any port in the United States of any vessel or 
 other conveyance from a foreign port or place, either directly or by 
 way of another port in the United States, or upon such arrival from 
 another port in the United States of any vessel or other conveyance 
 belonging to a line designated by the Secretary of the Treasury 
 as a common carrier of bonded merchandise, and, after due report 
 and entry of such vessel in accordance with existing law or due 
 report, under such regulations as the Secretary of the Treasury may 
 prescribe, of the arrival of such other conveyances, the collector of ' 
 customs, with the concurrence of the naval officer at ports where 
 there is a naval officer, shall grant, upon proper application therefor, 
 a special license to lade or unlade the cargo of any such vessel or 
 other conveyance at night; that is to say, between sunset and sun- 
 rise. (Sec. i.) 
 
 The master of any vessel from a foreign port or place, upon 
 arrival within a customs collection district of the United States, 
 bound to a port of entry in such district, may make preliminary 
 entry of the vessel by making oath or affirmation to the truth of the 
 statements contained in his original manifest and delivering his said 
 original manifest to the customs officer who shall board such vessel 
 within such district, with a copy of said original manifest for the 
 use of the naval officer at ports where there is a naval officer; where- 
 upon, upon arrival at the wharf or place of discharge, the lading or 
 unlading of the cargo of such vessel may proceed, by both day and 
 night, under such regulations as the Secretary of the Treasury may 
 prescribe. (Sec. 2.) 
 
 Before any such special license to lade or unlade at night shall 
 be granted and before any permit shall be issued for the immediate 
 lading or unlading of any such vessel after preliminary entry, as here- 
 inbefore provided, either by day or by night the master, owner, agent, 
 or consignee of such vessel or other conveyance shall make proper 
 
ENTRY OF MERCHANDISE 41 
 
 application therefor and shall at the same time execute and deliver 
 to the United States, through the collector of customs, a good and 
 sufficient bond, in a penal sum to be approved by the said collector, 
 conditioned to indemnify and save the United States harmless from 
 any and all losses and liabilities which may occur or be occasioned 
 by reason of the granting of such special license or the issuing or 
 granting of such permit for immediate lading or unlading; or the 
 master, owner, agent, consignee, or probable consignee, as afore- 
 said, may execute and deliver to the United States, in like manner 
 and form, a good and sufficient bond, in the panel sum of fifty 
 thousand dollars, conditioned to indemnify and save the United 
 States harmless from any and all losses and liabilities which may occur 
 or be occasioned by reason of the granting of such special licenses and 
 the issuing or granting of such permits for immediate lading or 
 unlading by day and night during a period of six months. (Sec. 3.) 
 
 Such application having been duly made and the required bond 
 having been duly executed and delivered, special license or licenses 
 to lade or unlade at night after regular entry of vessels, and due 
 report of other conveyances, may be granted, and a permit or per- 
 mits may be issued for the immediate lading and unlading, by day 
 and night, of vessels admitted to preliminary entry, or of other 
 conveyances of which due report of arrival has been made: Pro- 
 vided, That the provisions of this Act shall extend and be applicable 
 to any vessels or other conveyances bound to a port of entry in the 
 United States to be unladen at a port of delivery or to be unladen 
 at a place of discharge designated by the Secretary of the Treasury 
 under the provisions of section twenty-seven hundred and seventy- 
 six of the Revised Statutes as amended: Provided further. That when 
 preliminary entry of a vessel shall be made by the master as herein 
 provided he shall not be relieved from making due report and entry 
 of his vessel at the custom-house in accordance with existing Jaw, and 
 any liability of the master or owner of any such vessel to the owner 
 or consignee of any merchandise landed from her shall not be affected 
 by the granting of such special license, but such liability shall con- 
 tinue until the merchandise is properly removed from the dock 
 whereon the same may be landed. (Sec. 4.) 
 
 The Secretary of the Treasury shall fix a reasonable rate of extra 
 compensation for night services of inspectors, storekeepers, weighers 
 and other customs officers and employees in connection with the lad- 
 
42 THE MEN ON DECK 
 
 ing or unlading of cargo at night, or the lading at night of cargo or 
 merchandise for transportation in bond or for exportation in bond, 
 or for the exportation with benefit of drawback, but such rate of com- 
 pensation shall not exceed an amount equal to double the rate of com- 
 pensation allowed to each such officer or employee for like services 
 rendered by day, the said extra compensation to be paid by the 
 master, owner, agent, or consignee of such vessel or other convey- 
 ance, whenever such special license or permit for immediate lading 
 or unlading or for lading or unlading at night or on Sundays or holi- 
 days shall be granted, to the collector of customs, who shall pay the 
 same to the several customs officers and employees entitled thereto 
 according to the rates fixed therefor by the Secretary of the 
 Treasury. Customs officers acting as boarding officers, and any 
 customs officer who may be designated for that purpose by the col- 
 lector of customs, and hereby authorized to administer the oath 
 or affirmation herein provided for, and such boarding officers shall 
 be allowed extra compensation for services in boarding vessels at 
 night or on Sundays or holidays at the rate prescribed by the 
 Secretary of the Treasury as herein provided, the said extra compen- 
 sation to be paid by the master, owner, agent, or consignee of such 
 vessels. (R. S., 2871; June 30, 1906; Feb. 13, 1911; sec. 5.) 
 
 Unlading by day. 
 
 Except as authorized by the preceding section, no merchandise 
 brought in any vessel from any foreign port shall be unladen or de- 
 livered from such vessel within the United States but in open day 
 that is to say, between the rising and the setting of the sun except 
 by special license from the collector of the port, and naval officer 
 of the same, where there is one, for that purpose, nor at any time 
 without a permit from the collector, and naval officer, if any, for such 
 unlading or delivery. (R. S., 2872.) 
 
 When the license to unload between the setting and rising of the 
 sun is granted to a sailing vessel under this section, a fixed, uniform, 
 and reasonable compensation may be allowed to the inspector or 
 inspectors for service between the setting and rising of the sun, 
 under such regulations as the Secretary of the Treasury may pre* 
 scribe, to be received by the collector from the master, owner, or 
 consignee of the vessel, and to be paid by him to the inspector or 
 inspectors. (June 26, 1884; sec. 25.) 
 
ENTRY OF MERCHANDISE 43 
 
 If any merchandise shall be unladen or delivered from any vessel 
 contrary to the preceding section, the master of such vessel, and every 
 other person who shall knowingly be concerned, or aiding therein, 
 or in removing, storing, or otherwise securing such merchandise, 
 shall each be liable to a penalty of four hundred dollars for each 
 offense, and shall be disabled from holding any office of trust or profit 
 under the United States, for a term not exceeding seven years; 
 and the collector of the district shall advertise the name of such 
 person in a newspaper printed in the State in which he resides, within 
 twenty days after each respective conviction. (R. S., 2873.) 
 
 All merchandise, so unladen or delivered contrary to the pro- 
 visions of section twenty-eight hundred and seventy-two, shall become 
 forfeited, and may be seized by any of the officers of the customs; 
 and where the value thereof, according to the highest market price 
 of the same, at the port or district where landed, shall amount to 
 four hundred dollars, the vessel, tackle, apparel, and furniture shall 
 be subject to like forfeiture and seizure. (R. S., 2874.) 
 
 Supervision of unlading. 
 
 The collector of any district at which any vessel arrives, imme- 
 diately on her first coming within such district, or the surveyor of 
 any port where such vessel is, may put and keep on board such vessel, 
 while remaining within such district, or in going from one district 
 to another, one or more inspectors to examine the cargo or contents 
 of such vessel, and to superintend the delivery thereof, or of so much 
 thereof as shall be delivered within the United States, and to perform 
 such other duties according to law, as they shall be directed by the 
 collector, or surveyor, to perform for the better securing the col- 
 lection of the duties. Only collectors shall have power, however, 
 to put inspectors on board vessels to go from one district to another. 
 (R. S., 2875.) 
 
 The inspector shall make known to the master of such vessel 
 the duties he is to perform; and shall suffer no merchandise to be 
 unladen, or otherwise removed from such vessel, without a permit 
 in writing from the collector of the port, and naval officer thereof, 
 if any. The inspector shall enter in a book, to be by him kept accord- 
 ing to such a form as shall be prescribed or approved by the collec- 
 tor, the name of the person in whose behalf such permits are granted, 
 together with the particulars therein specified, and the marks, num- 
 
44 THE MEN ON DECK 
 
 bers, kinds, and description of the respective packages which shall 
 be unladen pursuant thereto, and shall keep a like account in the 
 book of all merchandise which, not having been entered within the 
 time limited by this Title [R. S., 2517-3129], or for some other cause, 
 has been sent to the store or warehouse provided for the reception 
 of such merchandise; such book shall be delivered to the surveyor 
 in the month of January in every year for his inspection, and immedi- 
 ately after such inspection be transmitted by the surveyor, with such 
 observations as he may think necessary thereon, to the collector, 
 to be deposited in his office. (R., S. 2876.) 
 
 The inspector shall attend to the delivery of the cargo under his 
 care, at all times when the unlading or delivery of merchandise is 
 lawful, particularly from the rising to the setting of the sun on each 
 day, Sundays and the fourth day of July in each year excepted; for 
 which purpose he shall constantly attend and remain on board the 
 vessel, the deliveries from which he is to superintend, or at any other 
 station where his inspection is necessary. The inspector shall not 
 quit such station or place without the leave of the surveyor of the 
 port first obtained, who shall appoint another inspector, if he deems 
 it necessary, to supply the place of such inspector during his absence; 
 and any inspector who shall neglect or in any manner act contrary 
 to the duties hereby enjoined, shall for the first offense be liable to 
 a penalty of the sum of fifty dollars, and for the second offense shall 
 be displaced, and be incapable of holding any station of trust or profit 
 under the revenue laws of the United States, for a term not exceeding 
 seven years. (R. S., 2877.) 
 
 No inspector shall perform any other duties or service on board 
 any vessel, the superintendence of which is committed to him for 
 any person whatever, other than what is required by this Title [R. S., 
 2517-3129], under the penalty of being disabled from acting any 
 longer as an inspector of the customs; the wages or compensation 
 of such inspector as may proceed from one district to another, shall 
 be defrayed by the master of the vessel committed to his care; every 
 inspector or other officer of the revenue, while performing any duty 
 on board any vessel, not in a port of the United States, discharging 
 her cargo, shall be entitled to receive from the master of such vessel 
 such provisions and accommodations as are usually supplied to 
 passengers, or as the state and condition of such vessel will admit, 
 on receiving therefor fifty cents a day; and any master of any vessel 
 
ENTRY OF MERCHANDISE 45 
 
 who shall refuse such provisions and reasonable accommodations 
 shall be liable to a penalty of one hundred dollars. (R. S., 2878.) 
 
 If, by reason of the delivery of the cargo in several districts, 
 more than the term allowed by law shall in the whole be spent therein, 
 the wages or compensation of the inspector who may be employed 
 on board of any vessel, in respect to which such term may be so ex- 
 ceeded, shall, for every day of such excess, be paid by the master or 
 owner; and the inspector shall, previously to the clearance of the 
 vessel, render an exact account to the collector of all such compen- 
 sation as has been paid, or is due and payable by the master or owner. 
 (R. S., 2879.) 
 
 The inspector who may be put on board of any vessel shall secure, 
 after sunset in each evening, or previous to his quitting the vessel, 
 the hatches and other communications with the hold of such vessel, 
 or any other part thereof he may judge necessary, with locks or other 
 proper fastenings, which locks or other fastenings shall not be 
 opened, broken, or removed until the morning following, or after 
 the rising of the sun, and in the presence of the inspector by whom 
 the same were affixed, except by special license from the collector 
 of the port, and the naval officer, if any, first obtained. If the 
 locks or other fastenings, or any of them, are broken or removed 
 contrary to this section, or, if any merchandise or packages are 
 clandestinely landed, notice thereof shall be immediately given by 
 the inspector to the collector and naval officer, if any, of the port 
 where the vessel may be; and the master of such vessel shall, for each 
 or every such offense, be liable to a penalty of five hundred dollars. 
 (R., S, 3070.) 
 
 Merchandise shall not be entered or delivered from customs 
 custody elsewhere than at one of the ports of entry hereinbefore desig- 
 nated, except at the expense of the parties in interest, upon express 
 authority from the Secretary of the Treasury and under conditions 
 to be prescribed by him. When it shall be made to appear to the 
 Secretary of the Treasury that the interests of commerce or the 
 protection of the revenues so require, he may cause to be stationed 
 at places in the various collection districts, though not named as ports 
 of entry, officers or employees of the customs with authority to 
 enter and clear vessels, to accept entries of merchandise, to collect 
 duties, and to enforce the various provisions of the customs and 
 
46 THE MEN ON DECK 
 
 navigation laws. (See Appendix A.) (Executive order; Mar. 3, 
 
 Limit of time for unlading. 
 
 Whenever any merchandise shall be imported into any port of 
 the United States from any foreign port, in any vessel, at the expira- 
 tion of ten working days if the vessel is less than five hundred tons 
 register, and within fifteen working days if it is of five hundred tons 
 register and less than one thousand, and within twenty working 
 days if it is of one thousand tons register and less than fifteen hundred, 
 and within twenty-five working days if it is of fifteen hundred tons 
 register and upward, not including legal holidays and days when the 
 condition of the weather prevents the unlading of the vessel with 
 safety to its cargo, after the time within which the report of the 
 master of any vessel is required to be made to the collector of the 
 district, if there is found any merchandise other than has been re- 
 ported for some other district or some foreign port, the collector shall 
 take possession thereof; but with the consent of the owner or con- 
 signee of any merchandise, or with the consent of the owner or 
 master of the vessel in which the same may be imported, the mer- 
 chandise may be taken possession of by the collector after one day's 
 notice to the collector of the district. All merchandise so taken 
 shall be delivered pursuant to the order of the collector of the dis- 
 trict, for which a certificate or receipt shall be granted. (R. S., 2880; 
 May 9, 1896.) 
 
 The limitation of time for unlading, prescribed by the preceding 
 section, shall not extend to vessels laden exclusively with coal, salt, 
 sugar, hides, dyewoods, wool, or jute butts, consigned to one con- 
 signee, arriving at a port for orders; but if the master of any such 
 vessel requires a longer time to discharge her cargo, the wages or 
 compensation of the inspector, for every day's attendance exceeding 
 the number of days allowed by law, shall be paid by the master or 
 owner; and thereupon the collector is hereby authorized and required 
 to allow such longer time, not exceeding fifteen days. (R. S., 2881 ; 
 June 3, 1892; sec. 2.) 
 
 All merchandise of which the collector shall take possession under 
 the provisions relating to the time for the discharge of a vessel's 
 cargo shall be kept with due and reasonable care at the charge and 
 risk of the owner. (R. S., 2969.) 
 
ENTRY OF MERCHANDISE 47 
 
 Post entry. 
 
 If any package whatever which has been so reported is wanting, 
 and not found on board such vessel, or if the merchandise on board 
 such vessel does not otherwise agree with the report or manifest 
 delivered by the master of any such vessel, in every such case the 
 master shall be liable to a penalty of five hundred dollars; except 
 that if it is made to appear to the satisfaction of the collector, naval 
 officer, and surveyor, or to the major part of them where those officers 
 are established at any port, or to the satisfaction of the collector 
 alone where neither of the others is established, or in case of trial 
 for the penalty, to the satisfaction of the court, that no part what- 
 ever of merchandise of such vessel has been unshipped, landed, 
 or unladen since it was taken on board, except as specified in the 
 report or manifest, and pursuant to permits, or that the disagree- 
 ment is by accident or mistake, in such case the penalty shall not be 
 inflicted. But in all such cases the master of any vessel shall be 
 required and shall make a post entry or addition to the report or 
 manifest by him delivered of any and all merchandise omitted to 
 be included and reported in such manifest; and it shall not be lawful 
 to grant a permit to unlade any such merchandise so omitted before 
 such post entry or addition to such report or manifest has been 
 made. (R. S., 2887.) 
 
 Returns of unlading of cargo. 
 
 When the delivery of merchandise from on board of any vessel 
 is completed, copies of the accounts or entries which have been kept 
 or made thereof, by the officer charged with the deliveries, shall be 
 returned to the collector of the district, and the naval officer, if any, 
 within three days after such delivery has been completed, if at the 
 port where such officer resides, and if at any other port as soon as the 
 nature of the case will admit, not exceeding fifteen days. The 
 accounts or entries to be so returned shall comprise all deliveries 
 made pursuant to permits, and all packages or merchandise sent to 
 the public stores; also each and every package remaining on board 
 of such vessel for the purpose of being exported therein to a foreign 
 port, or to some other district of the United States. (R. S., 2888.) 
 
 Such returns shall be signed by the inspectors respectively under 
 whose superintendence the deliveries have been made; and, after 
 
48 THE MEN ON DECK 
 
 examination, and on being found correct, shall be countersigned or 
 certified by the surveyor of the port, if any, at the port where the 
 deliveries have been made. The returns shall be transmitted by 
 him to the naval officer, if any; who shall compare the same with the 
 manifests and entries in his possession; and if any difference appears, 
 the particulars thereof shall be noted by indorsement on the returns; 
 and if no difference appears, it shall be so noted by like indorse- 
 ments. The naval officer shall transmit the returns to the collector 
 of the district; and on being returned to the collector, shall be by 
 him compared with the manifests and entries of the merchandise, 
 which have been made by the owner, consignee, or his factor or agent; 
 and if any difference appears, the same shall be noted by indorse- 
 ment on such manifests, specifying the particulars thereof; and if 
 no difference appears, it shall be noted by like indorsement, that 
 the delivery corresponds with the entry or entries thereof. The 
 indorsement or memorandum shall, in each case, be subscribed by 
 the officer by whom the comparison was made. (R. S., 2889.) 
 
 Vessels in distress. 
 
 If any vessel from any foreign port, compelled by distress of 
 weather, or other necessity, shall put into any port of the United 
 States, not being destined for the same, the master, together with the 
 mate or person next in command, may, within twenty-four hours 
 after her arrival, make protest in the usual form upon oath, before a 
 notary public or other person duly authorized, or before the col- 
 lector of the district where the vessel arrives, setting forth the cause 
 or circumstances of such distress or necessity. Such protest, if not 
 made before the collector, shall be produced to him, and to the naval 
 officer, if any, and a copy thereof lodged with him or them. The 
 master shall also, within forty-eight hours after such arrival, make 
 report in writing to the collector, of the vessel and her cargo, as is 
 directed hereby to be done in other cases. And if it appear to the 
 collector, by the certificate of the wardens of the port, or other 
 officers usually charged with, and accustomed to ascertain the con- 
 dition of vessels arriving in distress, if any, or by the certificate of 
 two reputable merchants, to be named for that purpose by the col- 
 lector, if there are no such wardens, or other officers duly qualified, 
 that there is a necessity for unlading the vessel, the collector and naval 
 officer, if any, shall grant a permit for that purpose, and shall appoint 
 an inspector to oversee such unlading, who shall keep an account 
 
ENTRY OF MERCHANDISE 49 
 
 of the same, to be compared with the report made by the master of 
 the vessel. (R. S., 2891.) 
 
 All merchandise so unladen from any vessel arriving in distress 
 shall be stored under the direction of the collector, who, upon request 
 of the master of such vessel, or of the owner thereof, shall, together 
 with the naval officer, where there is one, and alone where there is 
 none, grant permission to dispose of such part of the cargo as may be 
 of a perishable nature, if any there be, or as may be necessary to 
 defray the expenses attending such vessel and her cargo. But 
 entry shall be made therefor, and the duties paid. (R. S., 2892.) 
 
 In case the delivery of the cargo does not agree with the report 
 thereof, made by the master of such vessel so arriving in distress, 
 and if the difference or disagreement is not satisfactorily accounted 
 for in manner prescribed by this Title [R. S., 2517-3129], the master 
 of such vessel shall be liable to such penalties as in other like cases 
 are prescribed. (R. S., 2893.) 
 
 The merchandise, or the remainder thereof, which shall not be 
 disposed of, may be reladen on board the vessel so arriving in dis- 
 tress, under the inspection of the officer who superintended the land- 
 ing thereof, or other proper person; and the vessel may proceed with 
 the same to the place of her destination, free from any other charge 
 than for the storing and safe-keeping of the merchandise, and fees 
 to the officers of the customs as in other cases. (R. S., 2894.) 
 
 Obstruction by ice. 
 
 When a vessel is prevented by ice from getting to the port or 
 place at which her cargo is intended to be delivered, the collector of 
 the district in which such vessel may be obstructed may receive the 
 report and entry of such vessel, and, with the consent of the naval 
 officer, where there is one, grant permits for unlading or landing the 
 merchandise imported in such vessel, at any place within his district, 
 most convenient and proper. The report and entry of such vessel, and 
 her cargo, or any part thereof, and all persons concerned therein, 
 shall be subject to the same regulations and penalties as if the vessel 
 had arrived at the port of her destination, and had there proceeded 
 to the delivery of her cargo. (R. S., 2896.) 
 
 Salvage of merchandise. 
 
 All merchandise imported into the United States shall, for the 
 
50 THE MEN ON DECK 
 
 purpose of this title [R. S., 2517-3129] be deemed and held to be the 
 property of the person to whom the merchandise may be consigned; 
 but the holder of any bill of lading consigned to order and endorsed 
 by the consignor shall be deemed the consignee thereof. 
 
 And in case of the abandonment of any merchandise to the 
 underwriters, the latter may be recognized as the consignee, and under 
 such regulations as the Secretary of the Treasury may prescribe, mer- 
 chandise saved from a vessel wrecked or abandoned at sea, or on or 
 along the coasts of the United States and promptly brought into a 
 port of the United States by or in possession of the salvors of the 
 same, can, for the purpose of its title, be regarded as the property 
 of such salvors, and the valuation thereof and payment of duties 
 thereon can be made accordingly and with due reference to the con- 
 dition of said merchandise as thus saved and the necessities of the 
 case: 
 
 Provided, however, That such bringing in by salvors shall be in 
 good faith and without intent to evade the just payment of duty: 
 
 And provided further. That nothing herein contained shall be so 
 construed as to prejudice in any other respect the rights of property, 
 or of or through abandonment or allowance of the owner or any 
 other person interested in said merchandise. (R. S., 3058; Feb. 
 23, 1887.) 
 
 Fradulent importation of merchandise. 
 
 If any person shall fraudulently or knowingly import or bring 
 into the United States, or assist in so doing any merchandise, con- 
 trary to law, or shall receive, conceal, buy, sell, or in any manner 
 facilitate the transportation, concealment, or sale of such merchandise 
 after importation, knowing the same to have been imported contrary 
 to law, such merchandise shall be forfeited and the offender shall be 
 fined in any sum not exceeding five thousand dollars nor less than 
 fifty dollars, or be imprisoned for any time not exceeding two years, 
 or both. Whenever, on trial for a violation of this section, the 
 defendant is shown to have or to have had possession of such goods, 
 such possession shall be deemed evidence sufficient to authorize 
 conviction, unless the defendant shall explain the possession to the 
 satisfaction of the jury. (R. S., 3082.) 
 
 Bribery and solicitation of bribes. 
 
 Any person who shall give, or offer to give or promise to give 
 
ENTRY OF MERCHANDISE 51 
 
 any money or thing of value, directly or indirectly, to any officer 
 or employee of the United States in consideration of or for any act 
 or omission contrary to law in connection with or pertaining to the 
 importation, appraisement, entry, examination, or inspection of 
 goods, wares, or merchandise, including herein any baggage, or 
 of the liquidation of the entry thereof, or shall by threats or demands, 
 or promises of any character attempt to improperly influence or 
 control any such officer or employee of the United States as to the 
 performance of his official duties shall, on conviction thereof, be fined 
 not exceeding two thousand dollars, or be imprisoned at hard labor 
 not more than one year, or both, in the discretion of the court; 
 and evidence of suph giving, or offering, or promising to give, satis- 
 factory to the court in which such trial is had, shall be regarded as 
 prima facie evidence that such giving or offering or promising was 
 contrary to law, and shall put upon the accused the burden of proving 
 that such act was innocent, and not done with an unlawful intention. 
 (June 10, 1890; sec. 26; Oct. 3, 1913, sec. Ill, AA.) 
 
 Any officer or employee of the United States who shall, excepting 
 for lawful duties or fees, solicit, demand, exact or receive from any 
 person, directly or indirectly, any money or thing of value, in connec- 
 tion with or pertaining to the importation, appraisement, entry, 
 examination, or inspection of goods, wares, or merchandise, includ- 
 ing herein any baggage, or liquidation of the entry thereof, on con- 
 viction thereof, shall be fined not exceeding five thousand dollars, or 
 be imprisoned at hard labor not more than two years, or both, in the 
 discretion of the court. And evidence of such soliciting, demanding, 
 exacting, or receiving, satisfactory to the court in which such trial 
 is had, shall be regarded as prima facie evidence that such soliciting, 
 demanding, exacting, or receiving was contrary to law, and shall put 
 upon the accused the burden of proving that such act was innocent 
 and not with an unlawful intention. (June 10, 1890; sec. 27; Oct. 
 3,1913; sec. Ill, BB.) 
 
 Liens for freight or general average. 
 
 Whenever the collector of the port of entry of the vessel, or other 
 proper officer of the customs, shall be duly notified in writing of the 
 existence of a lien for freight, charges, or contribution in general 
 average upon imported goods, wares, or merchandise in his custody, 
 he shall, before delivering such goods, wares, or merchandise to the 
 
52 THE MEN ON DECK 
 
 importer, owner, or consignee thereof for consumption, or to any 
 vessel or vehicle for transportation or exportation, give seasonable 
 notice to the party or parties claiming the lien; and the possession 
 by the officers of customs shall not affect the discharge of such Hen, 
 under such regulations as the Secretary of the Treasury may pre- 
 scribe; and such officer shall refuse the delivery of such merchandise 
 from any public or bonded warehouse or other place in which the 
 same shall be deposited until proof to his satisfaction shall be pro- 
 duced that the freight, charges, or contribution in general average 
 thereon has been paid or secured; but the rights of the United States 
 shall not be prejudiced thereby, nor shall the United States or its 
 officers be in any manner liable for losses consequent upon such refusal 
 to deliver. If merchandise so subject to a lien, regarding which notice 
 has been filed, shall be forfeited to the United States and sold, the 
 freight, charges, or contribution in general average due thereon 
 shall be paid from the proceeds of such sale in the same manner as 
 other charges and expenses authorized by law to be paid there- 
 from are paid. (R. S., 2981; May 21, 1896.) 
 
CHAPTER V 
 LIABILITY OF OWNERS, MASTERS, AND SHIPPERS 
 
 Liability of Owners, Masters and Shippers. 
 
 If any shipper of platina, gold, gold dust, silver, bullion, or other 
 precious metals, coins, jewelry, bills of any bank or public body, 
 diamonds, or other precious stones, or any gold or silver in a manu- 
 factured or unmanufactured state, watches, clocks, or time pieces 
 of any description, trinkets, orders, notes, or securities for payment 
 of money, stamps, maps, writings, title-deeds, printings, engravings, 
 pictures, gold or silver plate or plated articles, glass, china, silks in 
 a manufactured or unmanufactured state, and whether wrought up 
 or not wrought up with any other material, furs, or lace, or any of 
 them, contained in any parcel, or package, or trunk, shall lade the 
 same as freight or baggage, on any vessel, without at the time of 
 such lading giving to the master, clerk, agent, or owner of such 
 vessel receiving the same a written notice of the true character and 
 value thereof, and having the same entered on the bill of lading 
 therefor, the master and owner of such vessel shall not be liable as 
 carriers thereof in any form or manner; nor shall any such master or 
 owner be liable for any such goods beyond the value and according to 
 the character thereof so notified and entered. (R. S., 4281.) 
 
 No owner of any vessel shall be liable to answer for or make good 
 to any person any loss or damage which may happen to any merchan- 
 dise whatsoever, which shall be shipped, taken in, or put on board 
 any such vessel, by reason or by means of any fire happening to or on 
 board the vessel, unless such fire is caused by the design or neglect 
 of such owner. (R. S., 4282.) 
 
 The liability of the owner of any vessel, for any embezzlement, loss, 
 or destruction, by any person, of any property, goods, or merchandise, 
 shipped or put on board of such vessel, or for any loss, damage, 
 or injury by collision, or for any act, matter, or thing, lost, damage, 
 
 53 
 
54 THE MEN ON DECK 
 
 or forfeiture, done, occasioned, or incurred, without the privity or 
 knowledge of such owner or owners, shall in no case exceed the amount 
 or value of the interest of such owner in such vessel, and her freight 
 then pending. (R. S., 4283.) 
 
 Whenever any such embezzlement, loss, or destruction is suf- 
 fered by several freighters or owners of goods, wares, merchandise, 
 or any property whatever, on the same voyage, and the whole value 
 of the vessel, and her freight for the voyage, is not sufficient to make 
 compensation to each of them, they shall receive compensation from 
 the owner of the vessel, in proportion to their respective losses; and 
 for that purpose the freighters and owners of the property, and the 
 owner of the vessel, or any of them, may take the appropriate pro- 
 ceedings in any court, for the purpose of apportioning the sum for 
 which the owner of the vessel may be liable among the parties entitled 
 thereto. (R. S., 4284.) 
 
 It shall be deemed a sufficient compliance on the part of such 
 owner with the requirements of this Title [R. S., 4131-4305] relating 
 to his liability for any embezzlement, loss, or destruction of any 
 property, goods, or merchandise, if he shall transfer his interest in 
 such vessel and freight, for the benefit of such claimants, to a trustee, 
 to be appointed by any court of competent jurisdiction, to act as such 
 trustee for the person who may prove to be legally entitled thereto; 
 from and after which transfer all claims and proceedings against the 
 owner shall cease. (R. S., 4285.) 
 
 The charterer of any vessel, in case he shall man, victual, and 
 navigate such vessel at his own expense, or by his own procurement, 
 shall be deemed the owner of such vessel within the meaning of the 
 provisions of this Title [R. S., 4131-4305] relating to the limitation 
 of the liability of the owners of vessels; and such vessel, when so 
 chartered, shall be liable in the same manner as if navigated by the 
 owner thereof. (R. S., 4286.) 
 
 Nothing in the five preceding sections shall be construed to take 
 away or affect the remedy to which any party may be entitled, against 
 the master, officers, or seamen, for or on account of any embezzle- 
 ment, injury, loss, or destruction of merchandise, or property, put on 
 board any vessel, or on account of any negligence, fraud, or other 
 malversation of such master, officers, or seamen, respectively, nor 
 
LIABILITY OF OWNERS, MASTERS, SHIPPERS 55 
 
 to lessen or take away any responsibility to which any master or 
 seaman of any vessel may by law be liable, notwithstanding such 
 master or seaman may be an owner or part owner of the vessel. 
 (R.S., 4 28 7 .) 
 
 Any person shipping oil of vitrol, unslaked lime, inflammable 
 matches, or gunpowder, in a vessel taking cargo for divers persons 
 on freight, without delivering, at the time of shipment, a note in 
 writing, expressing the nature and character of such merchandise, 
 to the master, mate, officer, or person in charge of the lading of the 
 vessel, shall be liable to the United States in a penalty of one thousand 
 dollars. (R. S., 4288; June, 19, 1886; sec. 4.) 
 
 The individual liability of a ship-owner shall be limited to the 
 proportion of any or all debts and liabilities that his individual share 
 of the vessel bears to the whole; and the aggregate liabilities of all 
 the owners of a vessel on account of the same shall not exceed the 
 value of such vessel and freight pending: Provided, That this pro- 
 vision shall not affect the liability of any owner incurred previous 
 to the passage of this act, nor prevent any claimant from joining all 
 the owners in one action; nor shall the same apply to wages due to 
 persons employed by said ship-owners. (June 26, 1884; sec. 18.) 
 
 The provisions of the seven preceding sections, and of section 
 eighteen of an act entitled " An act to remove certain burdens on the 
 American merchant marine and encourage the American foreign 
 carrying-trade, and for other purposes," approved June twenty-sixth, 
 eighteen hundred and eighty-four, relating to the limitations of the 
 liability of the owners of vessels, shall apply to all sea-going vessels, 
 and also to all vessels used on lakes or rivers or hi inland naviga- 
 tion, including canal-boats, barges, and lighters. (R. S., 4289; 
 June 19, 1886; sec. 4.) 
 
 Act of February 13, 1893 (Harter Act). 
 
 It shall not be lawful for the manager, agent, master or owner 
 of any vessel transporting merchandise or property from or between 
 ports of the United States and foreign ports to insert in any bill of 
 lading or shipping document any clause, covenant, or agreement 
 whereby it, he, or they shall be relieved from liability for loss or 
 damage arising from negligence, fault, or failure in proper loading, 
 stowage, custody, care, or proper delivery of any and all lawful 
 
56 THE MEN ON DECK 
 
 merchandise or property committed to its or their charge. Any 
 and all words or clauses of such import inserted in bills of lading or 
 shipping receipts shall be null and void and of no effect. (Sec. i.) 
 
 It shall not be lawful for any vessel transporting merchandise 
 or property from or between ports of the United States of America 
 and foreign ports, her owner, master, agent or manager to insert in 
 any bill of lading or shipping document any covenant or agreement 
 whereby the obligations of the owner or owners of said vessel to 
 exercise due diligence, properly equip, man, provision, and outfit 
 said vessel, and to make said vessel seaworthy and capable of per- 
 forming her intended voyage, or whereby the obligations of the mas- 
 ter, officers, agents, or servants to carefully handle and stow her 
 cargo and to care for and properly deliver same, shall in any wise 
 be lessened, weakened, or avoided. (Sec. 2.) 
 
 If the owner of any vessel transporting merchandise or property 
 to or from any port in the United States of America shall exercise 
 due diligence to make the said vessel in all respects seaworthy and 
 properly manned, equipped, and supplied, neither the vessel, or 
 owners, agent, or charterers shall become or be held responsible 
 for damage or loss resulting from faults or errors in navigation or 
 in the management of said vessel, nor shall the vessel, her owner or 
 owners, charterers, agent, or master, be held liable for losses arising 
 from dangers of the sea or other navigable waters, acts of God, or 
 public enemies, or the inherent defect, quality, or vice of the thing 
 carried, or from insufficiency of package, or seizure under legal proc- 
 ess, or for loss resulting from any act or omission of the shipper or 
 owner of the goods, his agent or representative, or from saving or 
 attempting to save life or property at sea, or from any deviation in 
 rendering such service. (Sec. 3.) 
 
 It shall be the duty of the owner or owners, masters, or agent 
 of any vessel transporting merchandise or property from or between 
 ports of the United States and foreign ports to issue to shippers of 
 any lawful merchandise a bill of lading, or shipping document, stat- 
 ing, among other things, the marks necessary for identification, 
 number of packages, or quantity, stating whether it be carrier's or 
 shipper's weight, and apparent order or condition of such merchan- 
 dise or property delivered to and received by the owner, master, or 
 agent of the vessel for transportation, and such document shall be 
 
LIABILITY OF OWNERS, MASTERS, SHIPPERS 57 
 
 prima facie evidence of the receipt of the merchandise therein de- 
 scribed. (Sec. 4.) 
 
 For a violation of any of the provisions of this act the agent, 
 owner, or master of the vessel guilty of such violation, and who refuses 
 to issue on demand the bill of lading herein provided for, shall be 
 liable to a fine not exceeding two thousand dollars. The amount 
 of the fine and costs for such violation shall be a lien upon the vessel, 
 whose agent, owner, or master is guilty of such violation, and such 
 vessel may be libeled therefor in any district court of the United 
 States, within whose jurisdiction the vessel may be found. One- 
 half of such penalty shall go to the party injured by such violation 
 and the remainder to the Government of the United States. 
 (Sec. 5.) 
 
 This act shall not be held to modify or repeal sections forty-two 
 hundred and eighty-one, forty-two hundred and eighty-two, and forty- 
 two hundred and eighty-three of the Revised Statutes of the United 
 States, or any other statute defining the liability of vessels, their 
 owners, or representatives. (Sec. 6.) 
 
 Sections one and four of this act shall not apply to the transporta- 
 tion of live animals. (Feb. 13, 1893; sec. 7.) 
 
 General libel bond. 
 
 When a warrant of arrest or other process in rem is issued in any 
 cause of admiralty jurisdiction, except in cases of seizures for for- 
 feiture under any law of the United States, the marshal shall stay 
 the execution of such process, or discharge the property arrested if 
 the process has been levied, on receiving from the claimant of the 
 property a bond or stipulation in double the amount claimed by the 
 libelant, with sufficient surety, to be approved by the judge of the 
 court where the cause is pending, or, in his absence, by the collector 
 of the port, conditioned to answer the decree of the court in such 
 cause. Such bond or stipulation shall be returned to the court, 
 and judgment thereon, against both the principal and sureties, may 
 be recovered at the time of rendering the decree in the original 
 cause. And the owner of any vessel may cause to be executed and 
 delivered to the marshal a bond or stipulation, with sufficient surety, 
 to be approved by the judge of the court in which he is marshal, 
 conditioned to answer the decree of said court in all or any cases 
 
58 THE MEN "ON DECK 
 
 that shall thereafter be brought in said court against the said vessel, 
 and thereupon the execution of all such process against said vessel 
 shall be stayed so long as the amount secured by such bond or stipu- 
 lation shall be at least double the aggregate amount claimed by the 
 libelants in such suits which shall be begun and pending against 
 said vessel; and like judgments and remedies may be had on said 
 bond or stipulation as if a special bond or stipulation had been filed 
 in each of said suits. The court may make such orders as may be 
 necessary to carry this section into effect, and especially for the 
 giving of proper notice of any such suit. Such bond or stipulation 
 shall be indorsed by the clerk with a minute of the suits wherein 
 process is so stayed, and further security may at any time be required 
 by the court. If a special bond or stipulation in the particular cause 
 shall be given under this section, the liability as to said cause on the 
 general bond or stipulation shall cease. (R. S., 941; Mar. 3, 1899.) 
 
CHAPTER VI 
 MISCELLANEOUS LAWS 
 
 Rescuing shipwrecked American seamen. 
 
 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 dol- 
 lars. (June 30, 1914.) 
 
 School ships. 
 
 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 fol- 
 lowing 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 instruc- 
 tion 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. i.) 
 
 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 appro- 
 priations 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.) 
 
 59 
 
60 THE MEN ON DECK 
 
 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 punish- 
 ment or commutation of punishment for crime. (June 20, 1874; 
 Mar. 3, 1881; Mar. 4, 1911; sec. 3.) 
 
 Navy ration. 
 
 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 andjone 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 i, 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 com- 
 mand: " 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 rice 
 
MISCELLANEOUS LAWS 61 
 
 or 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 allow- 
 ance 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 i, 1902; June 29, 1906.) 
 
 Export of arms to American countries. 
 
 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 pre- 
 scribe 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 thou- 
 sand dollars, or imprisonment not exceeding two years, or both. 
 (Apr. 22, 1898; Mar. 14, 1912; sec. 2.) 
 
 Mines, torpedoes, and harbor defenses. 
 
 Whoever shall willfully trespass upon, injure, or destroy any 
 of the works or property or material of any submarine mine or tor- 
 pedo, 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 not 
 
62 THE MEN ON DECK 
 
 more 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.) 
 
 Sale of arms and liquors to Pacific islanders. 
 
 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, sees. 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.) 
 
 Exemption of private property at sea. 
 
 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, riot contraband of war, from capture or destruction by bellig- 
 erents. (J. Res., Apr. 28, 1904.) 
 
 Assistance and salvage at sea. 
 
 The right to remuneration for assistance or salvage services shall 
 
MISCELLANEOUS LAWS 63 
 
 not be affected by common ownership of the vessels rendering and 
 receiving such assistance or salvage services. (Sec. i.) 
 
 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 imprison- 
 ment for a term not exceeding two years, or both. (Sec. 2.) 
 
 Salvors of human life, who have taken part in the services ren- 
 dered 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. i, 1912; sec. 5.) 
 
 Protection against fire. 
 
 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 some 
 
64 THE MEN ON DECK 
 
 incombustible material in such a manner as to leave the air to cir- 
 culate freely between such material and woodwork or other ignitible 
 substance; and before 'granting a certificate of inspection the in- 
 spector shall require all other necessary provisions to be made through- 
 out 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 pro- 
 vided 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 ser- 
 vice. Every steamer exceeding two hundred tons burden and carry- 
 ing 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 Feb- 
 ruary, eighteen hundred and seventy-one, shall be of sufficient capac- 
 ity 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 ar- 
 ranged 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 each 
 
MISCELLANEOUS LAWS 65 
 
 deck, 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 carry- 
 ing either passengers or freight to be provided with such number and 
 kind of good and efficient portable fire-extinguishers as, in the judg- 
 ment 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 regu- 
 lations 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 readi- 
 ness 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.) 
 
 Inflammable or explosive cargo. 
 
 Upon the application of any master or owner of any steam vessel 
 employed in the carriage of passengers, for a license to carry gun- 
 powder, 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 certifi- 
 cate 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- 
 glycerin, naphtha, benzine, benzole, coal oil, crude or refined petro- 
 leum, or other like explosive burning fluids, or like dangerous articles, 
 
66 THE MEN ON DECK 
 
 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 Secre- 
 tary 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 super- 
 vising inspectors and approved by the Secretary of Commerce. 
 Nothing in the foregoing or following sections of this Act shall pro- 
 hibit 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 burn- 
 ing fluids, (Mar. 3, 1905; sec. 8.) 
 
 Provided, however, That nothing in the provisions of this Title 
 
MISCELLANEOUS LAWS 67 
 
 shall 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 super- 
 vising inspector of steamboats for the district wherein such vessel 
 is registered, and other satisfactory proof that the use of the same 
 
68 THE MEN ON DECK 
 
 is 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 y 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 passen- 
 gers 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-glycerme, 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- 
 glycerin, 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 noncon- 
 
MISCELLANEOUS LAWS 69 
 
 tiguous to but subject to the jurisdiction thereof, on any vessel or 
 vehicle of any description operated by a common carrier in the trans- 
 portation 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, nitroglycerin, camphene, naph- 
 tha, benzine, benzole, coal oil, crude or refined petroleum, oil of vit- 
 riol, 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 hi 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 pro- 
 vision of this section, or of the three sections last preceding, or any 
 regulation made by the Interstate Commerce Commission in pursu- 
 ance 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-) 
 
 WTien 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 trans- 
 ported in violation thereof, or while the same is being so transported, 
 or while the same is being removed from such vessel or vehicle, the 
 
70 THE MEN ON DECK 
 
 person 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 juris- 
 diction 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 essen- 
 tial 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 by 
 
MISCELLANEOUS LAWS 71 
 
 said commission and shall be in effect until reversed, set aside, or 
 mpdified. (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 nitroglycerine, 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 trans- 
 port, convey, or carry the same by a vessel or vehicle of any descrip- 
 tion, 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 intro- 
 duction thereof into such limits, for sale, use, or consumption therein. 
 (R. S., 4280.) 
 
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 suc- 
 cessful organization. He should possess the necessary knowl- 
 edge 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 
 
 72 
 
THE CHIEF MATE 73 
 
 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 wind- 
 lass 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? 
 
74 THE MEN ON DECK 
 
 1 6. Are cork fenders and skids ready? 
 
 17. Are heaving lines handy? 
 
 1 8. 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? 
 
THE CHIEF MATE 75 
 
 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. 
 
 1 6. Locate water plugs on docks. 
 
 17. Are rat guards on lines? Are they needed? 
 
 In General, i. 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 intoxi- 
 cating 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. 
 
76 THE MEN ON DECK 
 
 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 strong- 
 backs are they true? 
 
 1 6. 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 depart- 
 ment come under the immediate charge of the Chief Mate 
 
THE CHIEF MATE 77 
 
 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 con- 
 dition 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 equip- 
 ment. When bread boxes were last filled inspected, when breakers 
 were last filled, etc. Life preservers number location last in- 
 spected. 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 can- 
 ister. Coston lights, number kind. Wave oil, tanks and fittings. 
 
 J. Ship's signal gear flags rockets etc. (under charge of Third 
 Mate). 
 
78 THE MEN ON DECK 
 
 DUTIES IN PORT 
 
 Having familiarized himself with his vessel, her com- 
 plement, 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, 1 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 manage- 
 ment 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. 
 
THE CHIEF MATE 79 
 
 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. 
 
80 THE MEN ON DECK 
 
 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 main- 
 tenance: 
 
 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 rein- 
 forced 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 
 
THE CHIEF MATE 81 
 
 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 lubri- 
 cated. 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 strong- 
 backs 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 lubri- 
 cated 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 con- 
 dition 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 
 
82 THE MEN ON DECK 
 
 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 circu- 
 lating 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, 
 
THE CHIEF MATE 83 
 
 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 maxi- 
 mum 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, dis- 
 charge 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 con- 
 dition 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 
 
84 THE MEN ON DECK 
 
 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 de- 
 livered 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 tor 
 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 repre- 
 sented 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 account- 
 able to the Master for the careful carrying out of this require- 
 ment. 
 
 Kinds of Cargo. Cargoes are generally classified as 
 " Measurement " and " Dead Weight " cargoes. Most car- 
 goes 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 
 
THE CHIEF MATE 85 
 
 " 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 stow- 
 age 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 
 
86 THE MEN ON DECK 
 
 and aft. The usual plan, in a vessel with four holds, is to 
 fill No. 2 and No. 3, and trim with No. i 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. Smok- 
 ing, 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 m 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. 
 
THE CHIEF MATE 87 
 
 When hatches are closed down at night, or when batten- 
 ing 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 
 
88 THE MEN ON DECK 
 
 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 
 
.THE CHIEF MATE 89 
 
 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 mu- 
 nitions 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 Ibs.) 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. 
 
90 THE MEN ON DECK 
 
 Keeping cost data is a good way to relieve the monotony 
 of supervising stevedores it results in a note book of con- 
 siderable 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 atten- 
 tion 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 inter- 
 ference 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 expan- 
 sion 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 
 
THE CHIEF MATE 91 
 
 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. 
 
CHAPTER VIII 
 THE CHIEF MATE (Continued) 
 
 Receiving Stores. All stores delivered to the vessel 
 should be received by the officer of the deck. The Chief 
 Mate should provide for the proper receipt and the proper 
 entries either in a log book or in a stores receipt book. Every- 
 thing should be checked, weighed, and measured. This 
 should be the basis for the approval of bills from supply 
 houses, etc. 
 
 Keys. The key board of a vessel should be the direct 
 charge of the Chief Mate, delegated, if necessary, but he 
 should see that the keys are kept in order, properly marked, 
 and only in the possession of those entitled to have them in 
 charge. Receipts should be given for all keys drawn from 
 the key board. 
 
 Master Keys. The master keys should be in the posses- 
 sion of the Chief Mate, and of the Master. When the 
 Chief Mate goes ashore, the master keys should be left 
 with the officer in charge of the ship during his absence. 
 
 The key board is a fair indication of the efficiency of 
 a vessel. 
 
 Harbor Regulations. All harbor regulations should be 
 observed. It is the duty of the Chief Mate to acquaint 
 himself with these rules and see that the vessel and the 
 crew abide by them. 
 
 Turning To. The time when men turn to and knock off, 
 while in harbor, should be regulated by the Chief Mate, 
 subject to companies' rules, customs, etc. It is well to abide 
 
 92 
 
THE CHIEF MATE 93 
 
 strictly to these rules, but when the safety of the vessel, or 
 the necessities of work require it, extra work may be de- 
 manded by the Chief Mate. 
 
 In the point of work in port, and at sea, for that matter, 
 working conditions are now bound up in agreements between 
 companies and seamen's unions. Much of this is necessary 
 and was brought about by abuses practiced upon seamen in 
 days past. 
 
 The Chief Mate who gives his crew a right deal, and knows * 
 how to handle and take care of his men, never has any trouble 
 in getting work done after hours. The answer is be human 
 also just and firm no sailor has any use for a jelly fish officer. 
 
 Upkeep. The work in port is usually confined to wash- 
 ing down, cleaning up after the stevedores, preparing holds 
 for cargo, painting over the side, painting the boot-topping 
 when the vessel is light, and cleaning up after coaling. At 
 this time the steering gear and steering engine should be 
 looked after, cleaned up and overhauled. 
 
 Wooden decks should be washed down every morning, 
 as at sea, especially if in a warm port. 
 
 Cover the ends of mooring lines, to keep out dirt and 
 grit; stow superfluous lines below but handy this keeps 
 them away from harm, and the junk boats. 
 
 Unscrew and stow away all brass fittings when in ports 
 where these things can be disposed of in most ports where 
 the vessel lies at an unwatched wharf. 
 
 All persons leaving the vessel with packages, and suit 
 cases unless officers or officials should show contents to 
 the gangway watch. 
 
 No one should be allowed on the bridge or bridge deck, 
 unless there on business. 
 
 Fire Hoses, Axes, Buckets, Extinguishers, etc. The 
 
 Chief Mate is charged with the care and working order of 
 the fire-fighting equipment of the vessel. 
 
 Fire drills must be held as required by law. 
 
94 THE MEN ON DECK 
 
 Life-saving Equipment. The Chief Mate must pay 
 special attention to the condition and readiness of the life 
 boats, and their equipment: 
 
 Life boats. 
 Life rafts. 
 Life belts. 
 Ring buoys. 
 Water lights. 
 Storm-oil tanks. 
 
 He should see that the bread tins, after each inspection, 
 are tightly screwed down, or the contents may spoil, or be 
 unfit at the next inspection by the U. S. Steamboat Inspec- 
 tors. 
 
 The list of required boat equipment is a long one and 
 should be carefully complied with. 
 
 The rockets and line-throwing gun should be kept in 
 good order, lines and projectiles handy; charges measured 
 out and sewed in proper bags and kept in a copper canister. 
 
 The boat-launching equipment must be kept in perfect 
 working condition, davits, strongbacks, gripes and falls. 
 The required tubs must be provided and the boat falls 
 coiled in them, clear for running. 
 
 The Chief Mate must organize and carry out the required 
 drills. 
 
 After all drills see everything secured hoses dried out, 
 extinguishers recharged if used, axes, life belts, ring buoys, 
 life preservers, etc. stowed. 
 
 Ground Tackle. The Chief Mate is charged with the 
 good order and upkeep of the ground tackle. 
 He should look after: 
 
 Anchors. 
 Chain. 
 Riding chocks. 
 
THE CHIEF MATE 95 
 
 Shackles. 
 
 Pins. 
 
 Forelocks. 
 
 Markings (by turns of wire on studs), paint shackles white, as 
 an aid in noting run of chain at night. 
 
 Chain compressors. 
 Stoppers. 
 
 Chain should be ranged when in dry dock, if time permits, and 
 locker cleaned out and painted. See that ends of the chains are 
 lashed at the top of the chain locker. 
 
 The kedges and stream anchors should be where they can be got 
 at. See that the necessary gear for getting them out is ready and 
 stowed handy for use. 
 
 The windlass is in charge of the engineers. The Chief Mate 
 should understand its working, and the Carpenter should also under- 
 stand it in every detail. 
 
 See that the hand gear is in order and can be worked by the 
 crew. It is a good plan to try this out when opportunity offers. 
 When the emergency comes there is little time to drill. 
 
 When Coming to Anchor, or Heaving In. The Chief 
 Mate takes his station on the f 'c'sle head. He is in charge 
 of the ground tackle. 
 
 Anchoring. 
 
 Report when anchors are ready to let go. 
 
 When anchor has been let go, report chain out as the shackles 
 come through the hawse. When the anchor is down, report chain 
 out. Trend of chain, etc. 
 
 Heaving in. 
 
 Report, " Short Stay." 
 
 Report the shackles as they come to the water. 
 
 Report " Anchor aweigh." 
 
 Report " Anchor in sight " " clear," or " foul anchor." 
 
 Report anchor secured. 
 
 Report both anchors ready for letting go, 
 
96 THE MEN ON DECK 
 
 A smart Chief Mate manages his work on the f'c'sle 
 head without any unnecessary singing out. In large ships 
 the telegraph or whistle, or hand signals are used between 
 the Master on the bridge and the Chief Mate. 
 
 The " trend " of the chain, when heaving in, should be 
 indicated to the bridge by direction of the hand. If heaving 
 in in a tide way, this information is important, and the engines 
 are used to assist in breaking out, while the vessel is given 
 a proper sheer with the helm. 
 
 Coming Alongside. As in coming to anchor, the Chief 
 Mate's station is on the forecastle head. He directs the 
 handling of the vessel's forward lines, the operation of the 
 capstans, etc. 
 
 The Carpenter, Boatswain, and about half of the deck 
 crew should be assigned to this end of the vessel. 
 
 See all side ports closed or clear above string piece: 
 Boats swung in if necessary, etc. 
 
 The Chief Mate carries out lines, and handles the warps 
 and springs as directed by the Master, from the bridge. As 
 little calling out of orders as possible should be indulged in. 
 Where both Mate and Master understand their business, the 
 coming alongside is a mere matter of detail and works with- 
 out a hitch. Where tugs are used, the Chief Mate should 
 direct the taking of lines, but the tugs receive their instruc- 
 tions direct from the bridge. 
 
 Study of tide, wind, and local conditions, as well as 
 knowledge of the vessel herself, aid in smoothness in the 
 performance of this evolution. 
 
 Have handy, heaving lines, cork fenders, and if necessary 
 have a running boat and crew ready to carry out the lines 
 to the wharf. Send men on the wharf rather than trust to 
 help from casual loiterers. 
 
 When Alongside. When alongside, see proper spring 
 lines led so that vessel can be shifted fore and aft as may be 
 necessary in the working of the cargo. 
 
THE CHIEF MATE 97 
 
 The proper mooring of the vessel is in charge of the Chief 
 Mate. He should satisfy himself that she is safe, that the 
 lines are disposed in the best possible way, free from chafe, and 
 that the vessel will lie without binding when at high water. 
 
 Rat Guards. Where necessary, see that rat guards are 
 placed on all lines without delay. 
 
 In making fast, the Chief Mate should inform himself 
 of the best position of the ship for unloading or loading. 
 The location of the doors, if the wharf is covered, with 
 respect to the hatches. The location of chutes, water 
 plugs, etc. 
 
 If lighters are to come in between the vessel and the 
 wharf, means should be at hand for breasting off, and for 
 providing a gangway during this operation. 
 
 The Chief Mate must plan ahead, think of what is 
 needed, and provide for it. He must keep such problems 
 to himself and not bother the Master. 
 
 Overhang of the vessel's bow or stern at the off-shore 
 end of a wharf or pier should be considered; lights provided, 
 fenders handy, and extra breasts, and bow or stern lines led 
 for safety. 
 
 Coaling. The operation of coaling differs greatly in 
 different ports and in different vessels. The handling of 
 the vessel and the rigging and care of the coaling gear is 
 a part of the duty of the deck department and is under the 
 supervision of the Chief Mate. In ports where gangways 
 are led to the wharf, or stages swung over side and the coal 
 passed up in baskets, or carried up by the shore gang, the 
 problem is simple. 
 
 In ports like Coronel, Chile, where vessels lie in the 
 stream and hoist the coal up in canvas slings, considerable 
 care should be given to the gear and the leads to the deck 
 winches. 
 
 Coaling ship is a partnership affair, and harmonious 
 working between the deck and engineers is essential. 
 
98 THE MEN ON DECK 
 
 Where the vessel lies under chutes, the trimming and 
 supervision of same is up to the black squad, and a great 
 deal of trouble is saved if this is done carefully. Where 
 necessary see that spars or camels are ranged alongside to 
 give the vessel the required distance from the chutes this 
 applies to small steamers with comparatively narrow beam. 
 
 Watch the mooring lines when coaling under the chutes 
 take in the slack as necessary. 
 
 Entering Dry Dock. When a vessel is about to enter a 
 dry dock the heads of the various departments should be 
 notified in time, and should be informed of the probable 
 length of stay in the dock. 
 
 Also notify U. S. Local Inspectors that vessel will go in 
 dock and bottom can be examined. 
 
 All refuse should be put ashore, and provision made for 
 taking care of any that may accumulate while on the dock. 
 
 See that necessary lines, fenders, ladders, etc., are handy. 
 
 Prepare to do the work that is necessary on board ship, 
 and best done while the vessel is dry, viz., 
 
 Paint scuppers; hose reels. 
 
 Range cables on floor of dock, overhaul same. 
 
 Clean and paint or bitumastic the chain lockers. 
 
 Have windlass overhauled. 
 
 Paint funnels; cargo booms, king posts, etc. 
 
 Paint and overhaul boats. 
 
 As the crew of a merchantman is not any too large, 
 only work that can be thoroughly done while in dock 
 should be attempted. 
 
 Blue Prints. The blue prints of the docking plan should 
 be delivered to the dock master. All assistance should be 
 rendered to the dock master, and his instructions carefully 
 complied with. 
 
 If entering a graving dock, men will be needed to handle 
 the wale shores. 
 
THE CHIEF MATE 99 
 
 If entering a floating dock the vessel will rest squarely 
 upon her bottom. 
 
 Straight stemmed vessels can best be placed on an abso- 
 lutely level keel by swinging a hand lead over the stem; the 
 Chief Mate should see to this. 
 
 All closets, drains, and drip pipes should be shut off. 
 
 When the dock is dry the Chief Mate should make a 
 careful inspection of the bottom. If it is intended to drain 
 the tanks; double bottoms, peaks, etc., the carpenter should 
 remove the necessary plugs. As soon as the draining is 
 completed these should be replaced and the Chief Mate 
 should see that they have been replaced properly by per- 
 sonal inspection. He should see that the plugs are not 
 wooden plugs this has been done. 
 
 While the vessel is in dry dock, aside from any extraordi- 
 nary repairs that may be made, the following matters should 
 be looked after: 
 
 Bottom cleaned and examined. 
 
 Note fouling and state of previous coatings, and when last 
 applied. 
 
 Note corrosion and damage. 
 
 Outboard valves should be examined and reground when necessary. 
 
 Rudder pintles and gudgeons should be carefully examined. 
 Rudder lifted, and repairs made if necessary. 
 
 Stuffing boxes and valves of the rudder should be repacked. 
 
 Look for corrosion along the butts of shell plating. Look for 
 corroded rivets; such rivets should be removed and new ones driven. 
 
 Look after all zincs at the stern frames, valve openings, and at 
 the propellers. 
 
 Examine struts, propeller shafting, brackets, etc. 
 
 Painting. It is essential that the bottom be dry before 
 applying the anti-fouling paints. It should also be clean 
 
100 THE MEN ON DECK 
 
 and the paint should be well stirred before being taken in the 
 individual buckets of the painters. 
 
 All metal but the zincs and the bronze propellers should 
 be covered. 
 
 Waterline. The waterline should be properly struck; 
 nothing looks worse except perhaps a camouflaged tramp 
 than a vessel with a slovenly line to her boot top. 
 
 The correct and neat painting of the draft numerals on 
 stem and stern should be seen to. 
 
 Docking Notes. It is well for the Chief Mate to keep 
 " docking notes," these will come in very handy later on. 
 
 Seeing a vessel out of water is vastly different from 
 merely inspecting her blue prints. 
 
 If Vessel Has Grounded. If the vessel has grounded 
 before going on the dock, the greatest care should be taken 
 in her inspection. 
 
 The bottom should be " sighted "; the cement on the 
 tank bottoms and in the bilges should be examined for 
 cracks. 
 
 The dock master should be consulted before weights of 
 any kind are shifted while the vessel is on the blocks. 
 
 Duties of Chief Mate at Sea. The duties of the Chief 
 Mate, while the vessel is at sea, depend upon the size and 
 organization of the ship. If a large vessel, he does not 
 stand a bridge watch, but devotes his entire time to the 
 management of the deck department of the vessel. He 
 is on duty all the time, but turns in at night, much the 
 same as the Master. 
 
 In most vessels the Chief Mate stands a watch, usually 
 the four to eight. This enables him to oversee things from 
 the bridge, which he should never leave, and it gives him 
 some time after breakfast to look over the vessel and outline 
 the work of the boatswain. 
 
 The duties of the watch, the navigation, and lookout, 
 
THE CHIEF MATE 101 
 
 are much the same for all officers, and will be dealt with 
 under the chapter on the Officer of the Watch. 
 
 At sea the routine of keeping the vessel clean, of attend- 
 ing to the upkeep of hull and gear, and of looking after the 
 ventilation of the cargo, is largely a matter of the particular 
 trade in which she is engaged. 
 
 A vessel jumping from port to port, with her booms up 
 and down twice a week, presents a different problem from 
 the vessel that keeps at sea a week or two at a time. The 
 weather, the kind of cargo, the fact that passengers are 
 carried or not, all tend to modify and direct the progress 
 of work on board. 
 
 Before the Panama Canal was built, cargo vessels trading 
 from the Atlantic Coast to the West Coast and the Hawaiian 
 Islands, carried out a routine at sea as comfortable and 
 settled as that of a sailing ship. Weather and time were in 
 their favor and the maximum amount of painting and over- 
 hauling of gear could be attended to between ports. 
 
 So far as duty, aside from keeping watch is concerned, 
 the Chief Mate should look after the following: 
 
 Have temperature of holds taken twice a day coal cargo every 
 watch. 
 
 Arrange for inspection and ventilation as weather permits. 
 
 Carry on all work with as little interference as possible, when 
 passengers are on board. 
 
 Take into consideration the weather, when about to start paint- 
 ing. Always clean all surfaces before applying paint. 
 
 See a daily washdown of all wooden decks. 
 
 Keep all canvas dodgers and screens scrupulously white. 
 
 Under him the boatswain carries on the work as outlined. 
 
 Boat drills, fire drill, etc., are carried out under his direction 
 while at sea and duly entered in the log. 
 
 The Chief Mate should see that all necessary assistance is given 
 to the officer of the watch when he stands days duty in matters 
 
102 TOP, MEN ON DECK 
 
 of taking soundings, turning ventilators, setting and taking in 
 awnings, heaving the deep sea lead, etc. Where the Chief Mate 
 stands his watch, the watch officer on duty during a day watch is 
 technically in full charge, and gives his orders direct. 
 
 Cooperation. The Chief Mate should manage his depart- 
 ment so that he will obtain the cooperation of the heads of 
 all other departments in the vessel, Chief Engineer, Purser, 
 Doctor, Chief Steward, all should be in harmony. A 
 thorough understanding of the work and needs of these 
 officers helps toward the smooth working of a ship. 
 
 Conclusion. From the foregoing, it will be seen that the 
 Chief Mate who attends to his duty in every detail is a very 
 busy officer. It will also be noted that he is not called upon 
 to handle the hose while washing down (I have seen this 
 done), to juggle paint brushes, or sew a seam. 
 
 The Chief Mate must first of all be a sailor he must 
 know how his orders can only be successfully enforced when 
 backed up by the knowledge and experience that tell him 
 when things are going right or wrong. 
 
 The dignity and power of command come to the sea 
 officer who is fully competent and alive to the high respon- 
 sibilities of his calling. Much of his duty can be delegated 
 its responsibility, however, always rests with him. 
 
 The Chief Mate who respects his billet, who respects 
 the work and the rights of those under him, and who makes 
 them respect the ship and himself, in turn, may well feel 
 satisfied. He has something concrete, something definite, 
 and worth while; he has his vessel to be proud of, and to 
 reflect credit upon himself and his service. Such an officer 
 15 a gentlemen in the finest sense of the word with all of 
 his duties, and they are many he will find time to cultivate 
 ideals and expand his soul. 
 
 The prize of command will soon be his, and then he can 
 look forward to years of satisfying service as Master. 
 
CHAPTER IX 
 
 RULES OF THE U. S. SUPERVISING INSPECTORS 
 RELATING TO LIFESAVING 
 
 CAPACITY OF LIFE BOATS 
 
 The capacity of lifeboats shall hereafter be determined by an 
 allowance of 15 cubic feet for each person carried. 
 
 Equipment for lifeboats. 
 
 All lifeboats on ocean steam vessels shall be equipped as 
 follows: 
 
 A properly secured life line the entire length on each side, 
 festooned in bights not longer than 3 feet, with a seine float 
 in each bight. 
 
 One painter of manila rope of not less than i\ inches in circum- 
 ference and of suitable length. 
 
 A full complement of oars and two spare oars. 
 
 One set and a half of thole pins or rowlocks attached to the boat 
 with separate chains. 
 
 One steering oar with rowlock or becket and one rudder with 
 tiller or yoke and yoke lines. 
 
 One boat hook attached to a staff of suitable length. 
 
 Two life preservers. 
 
 Two hatchets. 
 
 One galvanized-iron bucket with lanyard attached. 
 
 One bailer. 
 
 Where automatic plugs are not provided there shall be two plugs 
 secured with chains for each drain hole. 
 
 One efficient liquid compass with not less than a 2-inch card. 
 
 One lantern containing sufficient oil to burn at least nine hours 
 and ready for immediate use. 
 f One can containing one gallon of illuminating oil. 
 
 103 
 
104 THE MEN ON DECK 
 
 One box of friction-matches wrapped in a waterproof package 
 and carried in a box secured to the underside of the stern thwart. 
 
 A wooden breaker or suitable tank fitted with a siphon, pump, or 
 spigot for drawing water, and containing at least i quart of water 
 for each person. 
 
 Two enameled drinking cups. 
 
 A water-tight receptacle containing 2 pounds avoirdupois of pro- 
 visions for each person. These provisions may be hard bread or 
 United States Army ration. The receptacle shall be of metal, fitted 
 with an opening in the top not less than 5 inches in diameter, prop- 
 erly protected by a screw cap made of heavy cast brass, with machine 
 thread and an attached double toggle, seating to a pliable rubber 
 gasket, which shall insure a tight joint, in order to properly protect 
 the contents of the can. 
 
 One canvas bag containing sailmaker's palm and needles, sail 
 twine, marline, and marline spike. 
 
 A water-tight metal case containing 12 self -igniting red lights 
 capable of burning at least two minutes. 
 
 A sea anchor. 
 
 A vessel containing i gallon of vegetable or animal oil, so con- 
 structed that the oil can be easily distributed on the water and so 
 arranged that it can be attached to the sea anchor. 
 
 In addition to the equipment already required in lifeboats, there 
 shall be provided a hand pump with a plunger of not less than 2 
 inches in diameter, and a discharge pipe of sufficient length to reach 
 clear of the boat's side. 
 
 Steam vessels carrying passengers and which enter the War Zone 
 shall have each and every lifeboat which is carried under davits 
 equipped with mast and sail and proper gear for same, as required 
 by this section. 
 
 Food or provisions to be carried in lifeboats. 
 
 The food or provisions required to be carried in lifeboats may be 
 hard bread or the " United States Army Emergency Ration." Food 
 which produces unusual or immoderate thirst, such as corned beef, 
 salt fish, etc., will not be allowed, under any circumstances, as lifeboat 
 provisions. 
 
 When hard bread only is carried in the lifeboat, there must be 
 provided in addition thereto at least ten United States Army emer- 
 gency rations. 
 
RULES RELATING TO LIFESAVING 105 
 
 How lifeboats shall be carried. 
 
 Lifeboats on cargo steamers shall be provided with a separate 
 set of davits for each lifeboat required. When this requirement 
 makes it necessary to install additional davits, it is recommended 
 that the additional davits be of the mechanical type, to facilitate 
 quick and safe launching. The old type of davits with " turning 
 out gear " is not considered as mechanical davits. 
 
 Additional life-saving equipment. 
 
 Cargo vessels shall carry sufficient lifeboats to accommodate every 
 person on board, and in addition thereto shall carry a sufficient num- 
 ber of approved life rafts to accommodate at least twenty-five per 
 cent of the total number of persons on board. 
 
 Precautionary measures. 
 
 Before entering the War Zone all the lifeboats and life rafts shall 
 be cleared away and made ready for launching, and the master or 
 officer in charge, shall assure himself that all the required equipment 
 is in the lifeboats and life rafts, in good order, and ready for immediate 
 service. Steamers which are not equipped with mechanical davits 
 shall have all the lifeboats swung out (weather permitting) and ready 
 for immediate launching before entering the War Zone. 
 
 Future construction. 
 
 Cargo vessels contracted for after May i, 1917, and serving trades 
 within the War Zone, shall be equipped on each side with lifeboats of 
 sufficient capacity to accommodate all persons on board based upon 
 an allowance of 15 cubic feet per person, and in addition thereto shall 
 be equipped with a sufficient number of approved life rafts to accom- 
 modate at least twenty-five per cent of all persons on board. 
 
 Handling of the boats and rafts. 
 
 All the boats and rafts must be stowed in such a way that they 
 can be launched in the shortest possible time and that, even under 
 unfavorable conditions of list and trim from the point of view of the 
 handling of the boats and rafts, it may be possible to embark in 
 them as large a number of persons as possible. 
 
 The arrangements must be such that it may be possible to launch 
 on either side of the vessel as large a number of boats and rafts as 
 possible. 
 
106 THE MEN ON DECK 
 
 Strength and operation of the davits 
 
 The davits shall be of such strength that the boats can be 
 lowered with their full complement of persons and equipment, the 
 vessel being assumed to have a list of 15 degrees. 
 
 The davits must be fitted with a gear of sufficient power to insure 
 that the boat can be turned out against the maximum list under 
 which the lowering of the boats is possible on the vessel in question. 
 
 The Secretary of Commerce is authorized by the seamen's act in 
 specific cases to exempt existing vessels from the requirements of 
 this section that the davits shall be of such strength and shall be 
 fitted with a gear of sufficient power to insure that the boats can be 
 lowered with their full complement of persons and equipment, the 
 vessel being assumed to have a list of 15 degrees, where their strict 
 application would not be practicable or reasonable. 
 
 Each set of davits shall have a boat of the first class attached to 
 it, provided that the number of open boats of the first class attached 
 to davits shall not be less than the minimum number fixed by 
 law. 
 
 If it is neither practicable nor reasonable to place on a vessel the 
 minimum number of sets of davits required, a small number of sets 
 of davits may be fitted, provided always that this number shall never 
 be less than the minimum number of open boats of the first class 
 required by law. 
 
 If a large proportion of the persons on board are accommodated 
 in boats whose length is greater than 50 feet, a further reduction in 
 the number of sets of davits may be allowed exceptionally, if the 
 arrangements are in all respects satisfactory. 
 
 In all cases in which a reduction in the minimum number of sets 
 of davits or other equivalent appliances required by the rules is 
 allowed, the owner of the vessel in question shall be required to 
 prove, by a test made in the presence of an officer designated by 
 the Supervising Inspector General, that all the boats can be efficiently 
 launched in a minimum time. 
 
 The conditions of this test shall be as follows: 
 
 First. The vessel is to be upright and in smooth water. 
 
 Second. The time is the time required from the beginning of the 
 removal of the boat covers, or any other operation necessary to pre- 
 pare the boats for lowering, until the last boat or pontoon raft is 
 afloat. 
 
RULES RELATING TO LIFESAVING 107 
 
 Third. The number of men employed in the whole operation must 
 not exceed the total number of boat hands that will be carried on 
 the vessel under normal service conditions. 
 
 Fourth. Each boat when being lowered must have on board at 
 least two men and its full equipment as required by the rules. 
 
 Fifth. The time allowed for this test shall not exceed 10 minutes. 
 
 2 Lifeboats swung out i on each side. 
 
 All passenger steam vessels, except those fitted with mechanical 
 davits, shall, when the weather permits, have one of their lifeboats 
 swung out on each side while at sea, brailed into a boom or rail 
 and ready for immediate use. 
 
 Equivalents for and weight of the persons. 
 
 In test for determining the number of persons which a boat 
 or pontoon raft can accommodate each person shall be assumed 
 to be an adult person wearing a life preserver. 
 
 In verifications of freeboard the pontoon boats shall be loaded 
 with a weight of at least 165 pounds for each adult person that the 
 pontoon boat is authorized to carry. 
 
 In all cases two children under 12 years of age shall be reckoned 
 as one person. 
 
 Marking of lifeboats. 
 
 All lifeboats shall have the number of boat plainly marked or 
 painted on each bow, in figures not less than 3 inches high. Where 
 lifeboats are carried on both sides of a vessel, lifeboat No. i shall be 
 forward on starboard side of vessel, lifeboat No. 2 forward on port 
 side, lifeboat No. 3 next abaft lifeboat No. i on starboard side, life- 
 boat No. 4 next abaft lifeboat No. 2 on port side, and so forth, the 
 odd-numbered boats being on the starboard side and the even- 
 numbered boats being on the port side of vessel. All lifeboats shall 
 have their cubic contents and the number of persons such lifeboat is 
 allowed to carry plainly marked or painted on each bow in letters 
 and figures not less than three-fourths of an inch high. All lifeboats 
 shall also have the number of persons allowed to be carried plainly 
 marked or painted on top of at least two of the thwarts, in letters and 
 figures not less than 3 inches high. When the letters and figures 
 above required are painted on lifeboats, such letters and figures shall 
 be dark on a light ground or light on a dark ground. 
 
108 THE MEN ON DECK 
 
 Lifeboats and life rafts kept clear for launching. 
 
 The decks on which lifeboats of 'any class or life rafts are 
 carried shall be kept clear of freight or any other obstruction that 
 would interfere with the immediate launching of the lifeboats or 
 life rafts. (R. S. Sees. 4405, 4488.) 
 
 Boat-davit falls and receptacles therefor. 
 
 It shall be the duty of the master or officer in charge of all 
 vessels to see that the boat-davit falls shall at all times be in readiness 
 for immediate use, and protected from ice, and not painted, and 
 such boat-davit falls on all boats not swung out at boat drills shall 
 be cast loose and overhauled; and it shall be unlawful to stow in 
 any lifeboat articles other than those required by law and regulations. 
 On all steamers over 1,000 gross tons, covered tubs, boxes, or reels 
 shall be provided hi which to stow away the boat-davit falls. 
 
 Care of lifeboats. 
 
 Lifeboats shall be stripped, cleaned, thoroughly overhauled, 
 and painted at least once in every year. 
 
 Embarkation of the passengers in the lifeboats and rafts. 
 
 Suitable arrangements shall be made for embarking the pas- 
 sengers in the boats, in accord with regulations by the Board of 
 Supervising Inspectors, with the approval of the Secretary of Com- 
 merce. 
 
 In vessels which carry rafts there shall be a number of rope or 
 wooden ladders always available for use in embarking the persons 
 on to the rafts. 
 
 Certificated lifeboat men manning of the boats. 
 
 There shall be for each boat or raft a number of lifeboat men at 
 least equal to that specified as follows: If the boat or raft carries 
 25 persons or less, the minimum number of certificated lifeboat men 
 shall be i; if the boat or raft carries 26 persons and less than 41 
 persons, the minimum number of certificated lifeboat men shall be 2; 
 if the boat or raft carries 41 persons and less than 61 persons, the 
 minimum number of certificated lifeboat men shall be 3 ; if the boat 
 or raft carries from 61 to 85 persons, the minimum number of cer- 
 tificated lifeboat men shall be 4; if the boat or raft carries from 86 
 to no persons, the minimum number of certificated lifeboat men 
 
RULES RELATING TO LIFESAVING 109 
 
 shall be 5; if the boat or raft carries from in to 160 persons, the 
 minimum number of certificated lifeboat men shall be 6; if the 
 boat or raft carries from 161 to 210 persons, the minimum number of 
 certificated lifeboat men shall be 7; and, thereafter, i additional cer- 
 tificated lifeboat man for each additional 50 persons: Provided, 
 That if the raft carries 15 persons or less a licensed officer or able 
 seaman need not be placed in charge of such raft: Provided further, 
 That one-half the number of rafts carried shall have a capacity of 
 exceeding 15 persons. 
 
 The allocation of the certificated lifeboat men to each boat and 
 raft remains within the discretion of the master, according to the 
 circumstances. 
 
 By " certificated lifeboat man " is meant any member of the crew 
 who holds a certificate of efficiency issued under the authority of the 
 Secretary of Commerce. 
 
 In order to obtain the special lifeboat man's certificate the appli- 
 cant must prove to the satisfaction of an officer designated by the 
 Secretary of Commerce that he has been trained in all the opera- 
 tions connected with launching lifeboats and the use of oars; that he 
 is acquainted with the practical handling of the boats themselves; 
 and, further, that he is capable of understanding and answering the 
 orders relative to lifeboat service. 
 
 Manning of boats. 
 
 A licensed officer or able seaman shall be placed in charge of each 
 boat or pontoon raft; he shall have a list of its lifeboat men, and other 
 members of its crew which shall be sufficient for her safe management, 
 and shall see that the men placed under his orders are acquainted 
 with their several duties and stations. 
 
 A man capable of working the motor shall be assigned to each 
 motor boat. 
 
 The duty of seeing that the boats, pontoon rafts, and other life- 
 saving appliances are at all times ready for use shall be assigned to 
 one or more officers. 
 
 LIFE RAFTS 
 
 Handling of the rafts. 
 
 All rafts must be stowed in such a way that they can be 
 launched in the shortest possible time and that, even under unfavor- 
 able conditions of list and trim from the point of view of the handling 
 
110 THE MEN ON DECK 
 
 of the rafts, it may be possible to embark in them as large a number 
 of persons as possible. 
 
 The arrangements must be such that it may be possible to launch 
 on either side of the vessel as large a number of rafts as possible. 
 
 Marking rafts. 
 
 There shall be stenciled in a conspicuous place on each life raft 
 now in use the number of persons said raft can carry, as hereinafter 
 provided. 
 
 Care of life rafts. 
 
 All life rafts shall be stripped, cleaned, painted, and thoroughly 
 overhauled at least once in every year. 
 
 Equipment for life rafts. 
 
 All life rafts on ocean steam vessels shall be equipped as 
 follows: 
 
 A properly secured life line entirely around the sides and ends of 
 the raft, festooned to the gunwales in bights not longer than 3 feet 
 with a seine float in each bight. 
 
 One painter of manila rope of 2\ inches in circumference, and of 
 suitable length. 
 
 Four oars. 
 
 Five rowlocks properly attached. 
 
 One boat hook attached to a staff of suitable length. 
 
 One self-igniting life-buoy light. 
 
 One sea anchor. 
 
 A vessel containing i gallon of vegetable or animal oil, so con- 
 structed that the oil can be easily distributed on the water, and so 
 arranged that it can be attached to the sea anchor. 
 
 A water-tight receptacle containing 2 pounds avoirdupois of pro- 
 visions for each person. These provisions may be hard bread or 
 United States Army ration. The receptacle shall be of metal and 
 fitted with an opening in the top not less than 5 inches in diameter, 
 properly protected by a screw cap made of heavy cast brass, with 
 machine thread and an attached double toggle, seating to a pliable 
 rubber gasket, which shall insure a tight joint, in order to properly 
 protect the contents of the can. 
 
 A water-tight receptacle containing i quart of water for each 
 person. 
 
RULES RELATING TO LIFESAVING 111 
 
 Two enameled drinking cups. 
 
 A water-tight metal case containing six self-igniting red lights 
 capable of burning at least two minutes. 
 
 A water-tight box of matches. 
 
 All loose equipment must be securely attached to the raft to which 
 it belongs. 
 
 Life preservers. 
 
 Every ocean vessel inspected under the provisions of Title 
 LII, Revised Statutes of the United States, shall be provided with 
 one good life preserver, having the approval of the Board of Super- 
 vising Inspectors, for each and every person carried, and every ocean 
 vessel carrying passengers shall have in addition thereto a number 
 of life preservers suitable for children equal to at least 10 per cent 
 of the total number of persons carried. 
 
 Ring life buoys. 
 
 The number of ring life buoys with which steamers must be 
 provided is as follows: Vessels under 400 feet in length, 12, of which 
 6 must be luminous; vessels of 400 feet in length and less than 600 
 feet, 1 8, of which 9 must be luminous; vessels of 600 feet in length 
 and less than 800 feet, 24, of which 12 must be luminous; vessels of 
 800 feet in length and over, 30, of which 15 must be luminous. 
 
 Ring life buoys shall not be permanently secured in any way, but 
 shall be so placed as to be readily accessible in an emergency. Their 
 location shall be plainly indicated in the vessel's station bill. 
 
 One of the buoys on each side of the vessel shall have a life line 
 attached of at least 15 fathoms in length. 
 
 Luminous buoys are those having attached an efficient self -igniting 
 light which can not be extinguished in water. 
 
 All the life buoys and life jackets shall be so placed as to be readily 
 accessible to the persons on board; their position shall be plainly 
 indicated so as to be known to the persons concerned. 
 
 The life buoys shall always be capable of being rapidly cast loose, 
 and shall not be permanently secured in any way. The owner of 
 any vessel who neglects or refuses to provide and equip his vessel 
 with such lifeboats, floats, rafts, life preservers, line-carrying pro- 
 jectiles, and the means of propelling them, drags, pumps, or other 
 
112 THE MEN ON DECK 
 
 appliances, as are required under the provisions of this section, or 
 under the regulations of the Board of Supervising Inspectors, approved 
 by the Secretary of Commerce, authorized by and made pursuant 
 hereto, shall be fined not less than $500, nor more than $5,000, and 
 every master of a vessel who shall fail to comply with the require- 
 ments of this section, and the regulations of the Board of Supervising 
 Inspectors, approved by the Secretary of Commerce, authorized 
 by and made pursuant hereto, shall upon conviction be fined not less 
 than $50, nor more than $500. 
 
 Line-carrying guns, rockets and equipment. 
 
 All ocean steam, pleasure vessels and ocean steam vessels 
 carrying passengers, except vessels of 150 gross tons and under, shall 
 be provided with at least three line-carrying projectiles and the 
 means of propelling them, such as may have received the formal 
 approval of the Board of Supervising Inspectors. 
 
 Rockets. 
 
 When approved rockets are used instead of guns, there shall be 
 in every case at least three of said rockets, and all steamers that are 
 required under the law to carry line-carrying projectiles and the 
 means of propelling them shall be supplied auxiliary thereto with at 
 least 800 feet of 3-inch manila line for vessels of over 150 and not 
 over 500 gross tons and 1,500 feet of said line for steamers above 500 
 gross tons; and, except where approved rockets are provided, with 
 three approved service projectile lines and three projectiles. Such 
 auxiliary line and all other equipment shall be kept always ready for 
 use in connection with the gun and rocket, which lines and other 
 equipment shall not be used for any other purpose. (R. S., 4488.) 
 
 Requirements for firing tests. 
 
 The test rounds required shall be fired from the gun when 
 mounted on its own carriage, lashed as it would be in ship- 
 board use. 
 
 The line shall be coiled, faked, or reeled in its own faking box or 
 reel, and the gun, carriage, line box or reel, and projectiles shall all 
 bear the same number and shall be initialed by the inspector, whose 
 report of the test, giving number, date, and result, shall be filed in 
 the office of the supervising inspector of the district in which the test 
 is made. 
 
RULES RELATING TO LIFESAVING 113 
 
 Service lines and projectiles. 
 
 Service projectile lines hereafter approved shall be similar in 
 size to that used by the United States Coast Guard, of not less than 
 1,700 feet in length, and capable of withstanding a breaking strain 
 of 500 pounds, and the projectile end shall be so protected that line 
 will not burn when fired from the gun. 
 
 The projectiles required to be furnished with each gun shall weigh 
 not less than 18 pounds, smoothly turned and finished, with a windage 
 of not more than one sixty-fourth of an inch. 
 
 Drill required with line-carrying gun. 
 
 The master of every vessel equipped with a line-carrying gun 
 shall drill his crew in the use thereof and fire said gun at least once 
 in every three months, using one-half the usual charge of powder and 
 any ordinary line of proper length. 
 
 It shall be the duty of the inspectors, at the annual inspection, to 
 see that these drills are entered on the' log of the vessels. 
 
 Placard containing instructions for use of gun and rocket 
 apparatus. 
 
 A placard containing instructions for using the gun and rocket 
 apparatus required by the foregoing section and as practiced by the 
 United States Coast Guard shall be posted in the pilot house, engine 
 room, and in the* seamen's, firemen's, and steward's department of 
 every steam vessel required by law to carry such gun or rocket appa- 
 ratus. (R. S., 4405.) 
 
 Storm oil. 
 
 On and after January i, 1915, ocean vessels of more than 200 
 gross tons propelled by machinery and navigating the oceans or 
 gulfs shall carry a supply of oil for the purpose of smoothing the sea 
 or quelling the force of the waves hi case of emergency or necessity 
 in the following quantities: 
 
 Vessels of over 200 and not over 1,000 gross tons, 30 gallons. 
 
 Vessels of over 1,000 and not over 3,000 gross tons, 40 gallons. 
 
 Vessels of over 3,000 and not over 5,000 gross tons, 50 gallons. 
 
 Vessels of over 5,000 gross tons shall carry at least 100 gallons. 
 
 This oil shall be accessible and available at all times, and the loca- 
 tion of the supply and the means and methods of its distribution 
 shall be determined by the master of the vessel. 
 
114 THE MEN ON DECK 
 
 Steamer's name on equipments. 
 
 All the equipments of a steamer, such as buckets, hose, axes, 
 boats, oars, rafts, life preservers, floats, barrels, and tanks, shall be 
 painted or branded with the name of the steamer upon which they 
 are used. (R. S., 4405.) 
 
 Muster roll and drills. 
 
 Special duties for the event of an emergency shall be allotted to 
 each member of the crew. 
 
 The muster list shows all these special duties, and indicates, in 
 particular, the station to which each man must go, and the duties 
 that he has to perform. 
 
 Before the vessel sails the muster list shall be drawn up and 
 exhibited, and the proper authority, to be designated by the Secretary 
 of Commerce, shall be satisfied that the muster list has been pre- 
 pared for the vessel. It shall be posted in several parts of the vessel, 
 and in particular hi the crew's quarters. 
 
 Muster list. 
 
 The muster list shall assign duties to the different members of 
 the crew in connection with 
 
 (a) The closing of the water-tight doors, valves, and so forth. 
 
 (b) The equipment of boats and rafts generally. 
 
 (c) The launching of the boats attached to davits. 
 
 (d) The general preparation of the other boats and the pontoon 
 rafts. 
 
 (e) The muster of the passengers. 
 (/) The extinction of fire. 
 
 The muster list shall assign to the members of the stewards' 
 department their several duties in relation to the passengers at a 
 time of emergency. These duties shall include 
 
 (a) Warning the passengers. 
 
 (b) Seeing that they are dressed and have put on their life jackets 
 in a proper manner. 
 
 (c) Assembling the passengers. 
 
 (d) Keeping order in the passages and on the stairways, and, 
 generally, controlling the movements of the passengers. 
 
 The muster list shall specify definite alarm signals for calling all 
 the crew to the boat and fire stations, and shall give full particulars 
 of these signals. 
 
RULES RELATING TO LIFESAVING 115 
 
 Musters and drills. 
 
 Musters of the crews at their boat and fire stations, followed by 
 boat and fire drills, respectively, shall be held at least once a week, 
 either in port or at sea. An entry shall be made in the official log 
 book of these drills, or of the reason why they could not be held. 
 
 Different groups of boats shall be used in turn at successive boat 
 drills. The drills and inspections shall be so arranged that the crew 
 thoroughly understand and are practiced in the duties they have 
 to perform, and that all the boats and pontoon rafts on the ship 
 with the gear appertaining to them are alwavs ready for immediate 
 use. 
 
 Stairways and deck room. 
 
 Every such steam-vessel carrying passengers on the main-deck 
 shall be provided with permanent stairways and other sufficient 
 means, convenient to the passengers, for their escape to their upper 
 deck, in case of the vessel sinking or of other accident endangering 
 life; and in the stowage of freight upon such deck, where passen- 
 gers are carried, gangways or passages, sufficiently large to allow 
 persons to pass freely through them, shall be left open both fore and 
 aft of the vessel, and also to and along the guards on each side. (R. S. 
 4484.) 
 
 The captain or mate of every such steam-vessel carrying pas- 
 sengers upon the main-deck shall assign to all deck-passengers, when 
 taking passage, the space on deck they may occupy during the 
 voyage, and such space shall not thereafter be occupied by freight 
 nor overcrowded by other persons, nor shall freight be stowed about 
 the boilers or machinery, in such a manner as to obstruct or pre- 
 vent the engineer from readily attending to his duties. (R. S., 4485.) 
 
 For every violation of the provisions of the two preceding sec- 
 tions the owners of the vessel shall be punished by a fine of three 
 hundred dollars. (R. S., 4486.) 
 
CHAPTER X 
 PASSENGER ACT OF 1882 
 
 THE laws governing the carriage of passengers, explosives, 
 live stock, etc., on vessels of the American Merchant Marine 
 are as follows: 
 
 Accommodations. 
 Light and air. 
 Provisions. 
 Medical attendance. 
 Discipline and cleanliness. 
 
 Explosives; cattle. 
 
 Boarding vessel; pasenger list. 
 
 Death of passenger. 
 
 Inspection. 
 
 Penalties. 
 
 Privacy of passengers. 
 
 Accommodations. 
 
 It shall not be lawful for the master of any vessel whereon steer- 
 age passengers have been taken at any port or place in a foreign 
 country or dominion (ports and places in foreign territory contiguous 
 to the United States excepted) to bring such vessel and passengers 
 to or take from any port or place in the United States unless the 
 compartments, spaces, and accommodations hereinafter mentioned 
 have been provided, allotted, maintained, and used for and by such 
 passengers during the entire voyage, unobstructed by cargo, stores, 
 or goods. The master of a vessel coming to a port or place in the 
 United States in violation of any of the provisions of this section shall 
 be deemed guilty of a misdemeanor; and if the number of steerage 
 passengers carried or brought in the vessel, or in any compartment, 
 space, poop, or deck house thereof, is greater than the number allowed 
 to be carried or brought therein, respectively, as hereinafter prescribed, 
 the said master shall be fined fifty dollars for each and every such 
 passenger in excess of the proper number, and may also be imprisoned 
 not exceeding Six months. 
 
 First. In computing the number of passengers carried or brought 
 in any vessel, children under one year of age shall not be included, 
 
 116 
 
PASSENGER ACT OF" 1882 117 
 
 and two children between one and eight years of age shall be counted 
 as one passenger; and any person brought in such vessel who shall 
 have been, during the voyage, taken from any other vessel wrecked or 
 in distress on the high seas, or have been picked up at sea from any 
 boat, raft, or otherwise, shall not be included in such computation. 
 
 Second. The expression " steerage passenger " means all pas- 
 sengers except cabin passengers, and persons shall not be deemed 
 cabin passengers unless the space allotted to their exclusive use is 
 in the proportion of at least thirty-six clear superficial feet to each 
 passenger. 
 
 Third. The expression " lowest passenger deck " means the deck 
 next below the water line; and the expression " passenger deck " 
 includes every deck or portion of a deck which is above the lowest 
 passenger deck, and is appropriated for passengers. 
 
 Fourth. A vessel shall not carry passengers, whether cabin or 
 steerage passengers, on more than one deck below the water line. 
 
 Fifth. The height between that part of any deck on which steerage 
 passengers are carried and the deck immediately above it shall not 
 be less than six feet. 
 
 Sixth. No steerage passengers shall be carried on the lowest pas- 
 senger deck unless it is efficiently lighted by side scuttles and other- 
 wise to the satisfaction of the inspector. 
 
 Seventh. No greater number of steerage passengers shall be carried 
 on the lowest passenger deck than in the proportion of one steerage 
 passenger to every twenty-one clear superficial feet allotted to their 
 use. If, however, the height between the lowest passenger deck and 
 the deck immediately above it is less than seven feet, and the aper- 
 tures, exclusive of side scuttles, through which light and air are 
 admitted are less in size than in the proportion of three square feet 
 to every one hundred superficial feet of that deck, no greater number 
 of steerage passengers shall be carried on that deck than in the pro- 
 portion of one steerage passenger to every thirty clear superficial 
 feet thereof, subject to the allowance for measurement of public 
 rooms, lavatories, and bath rooms, if any, provided for by paragraph 
 ten. 
 
 Eighth. No greater number of steerage passengers may be carried 
 on a passenger deck than in the proportion of one steerage passenger 
 to every eighteen clear superficial feet of deck allotted to their use, 
 subject to the allowance for measurement of public rooms, lavatories, 
 and bath rooms, if any, provided for by paragraph ten. If, however, 
 
118 THE MEN ON DECK 
 
 the height between any passenger deck and the deck immediately 
 above it be less than seven feet, no greater number of steerage pas- 
 sengers may be carried on that deck than in the proportion of one 
 steerage passenger to every twenty-one clear superficial feet thereof, 
 subject to the allowance for measurement of public rooms, lavatories, 
 and bath rooms, if any, provided for by paragraph ten. 
 
 Ninth. A vessel, whatever be the superficial space of the pas- 
 senger decks and of the lowest passenger deck, shall not carry a 
 greater number of steerage passengers on the whole than in the 
 proportion of one steerage passenger to every five superficial feet 
 of air or promenade space provided on a deck so open as not to be 
 included in the tonnage and approved by the inspector, and this 
 space shall not be counted or included in the area available for any 
 other passengers, or in other areas for steerage passengers prescribed 
 by this section. 
 
 Tenth. In the measurement of the passenger decks and of the 
 lowest passenger deck, the space occupied by that part of the personal 
 baggage of the steerage passengers which the inspector permits to be 
 carried there shall be included, and also on whatever deck located, 
 commodious and suitable dining rooms, lounging rooms, smoking 
 rooms, lavatories, toilet rooms, and bath rooms: Provided, That 
 
 (a) The space in any place appropriated to the use of steerage 
 passengers in which they sleep shall not be less than eighteen super- 
 ficial feet in the case of the lowest passenger deck and fifteen super- 
 ficial feet in the case of a passenger deck. 
 
 (b) Each space so included in the measurement must be clearly 
 marked to the satisfaction of the inspector as being exclusively 
 appropriated for the use of the steerage passengers. 
 
 Eleventh. Each separate compartment in which steerage passen- 
 gers are berthed shall be conspicuously marked, showing the total 
 area of such compartments. (Aug. 2, 1882; Dec. 19, 1908.) 
 
 In every such steamship or other vessel there shall be a sufficient 
 number of berths for the proper accommodation as hereinafter pro- 
 vided, of all such passengers. There shall not be on any deck nor 
 in any compartment or space occupied by such passengers more than 
 two tiers of berths. The berths shall be properly constructed, and 
 be separated from each other by partitions, as berths ordinarily are 
 separated, and each berth shall be at least two feet in width and six 
 feet in length; and the interval between the floor or lowest part of 
 
PASSENGER ACT OF 1882 119 
 
 the lower tier of berths and the deck beneath them shall not be 
 less than six inches, nor the interval between each tier of berths, and 
 the interval between the uppermost tier and the deck above it, less 
 than two feet six inches; and each berth shall be occupied by not 
 more than one passenger over eight years of age; but double berths 
 of twice the above-mentioned width may be provided, each double 
 berth to be occupied by no more and by none other than two women, 
 or by one woman and two children under the age of eight years, 
 or by husband and wife, or by a man and two of his own children 
 under the age of eight years, or by two men personally acquainted 
 with each other. All the male passengers upwards of fourteen 
 years of age who do not occupy berths with their wives shall be berthed 
 in the fore part of the vessel, in a compartment divided off from the 
 space or spaces appropriated to the other passengers by a substantial 
 and well-secured bulkhead; and unmarried female passengers shall 
 be berthed in a compartment separated from the spaces occupied 
 by other passengers by a substantial and well-constructed bulk- 
 head, the opening or communication from which to an adjoining 
 passenger space shall be so constructed that it can be closed and 
 secured. Families, however, shall not be separated except with 
 their consent. Each berth shall be numbered serially, on the out- 
 side berth-board, according to the number of passengers that may 
 lawfully occupy the berth; and the berths occupied by such pas- 
 sengers shall not be removed or taken down until the expiration of 
 twelve hours from the time of entry, unless previously inspected within 
 a shorter period. For any violation of either of the provisions of 
 this section the master of the vessel shall be liable to a fine of five 
 dollars for each pssenger carried or brought on the vessel. (Aug. 2, 
 1882; sec. 2.) 
 
 Light and air. 
 
 Every such steamship or other vessel shall have adequate pro- 
 visions for affording light and air to the passenger-decks and to the 
 compartments and spaces occupied by such passengers, and with 
 adequate means and appliances for ventilating the said compartments 
 and spaces. To compartments having sufficient space for fifty or 
 more of such passengers at least two ventilators, each not less than 
 twelve inches in diameter, shall be provided, one of which ventila- 
 tors shall be inserted in the forward part of the compartment, and the 
 other in the after part thereof, and shall be so constructed as to 
 
120 THE MEN ON DECK 
 
 ventilate the compartment; and additional ventilators shall be pro- 
 vided for each compartment in the proportion of two ventilators for 
 each additional fifty of such passengers carried or brought in the 
 compartment. All ventilators shall be carried at least six feet above 
 the uppermost deck of the vessel, and shall be of the most approved 
 form and construction. In any steamship the ventilating apparatus 
 provided, or any method of ventilation adopted thereon, which has 
 been approved by the proper emigration officers at the port or 
 place from which said vessel was cleared, shall be deemed a com- 
 pliance with the foregoing provisions; and in all vessels carrying 
 or bringing such passengers there shall be properly-constructed 
 hatchways over the compartments or spaces occupied by such 
 passengers, which hatchway shall be properly covered with houses 
 or booby hatches, and the coamings or sills of which shall rise at least 
 six inches above the deck; and there shall be proper companion- 
 ways or ladders from each hatchway leading to the compartments 
 or spaces occupied by such passengers; and the said companion- 
 ways or ladders shall be securely constructed, and be provided with 
 hand-rails or strong rope, and, when the weather will permit, such 
 passengers shall have the use of each hatchway situated over the 
 compartments or spaces appropriated to their use; and every vessel 
 carrying or bringing such passengers shall have a properly located and 
 constructed caboose and cooking-range, or other cooking apparatus, 
 the dimensions and capacity of which shall be sufficient to provide 
 for properly cooking and preparing the food of all such passengers. 
 In every vessel carrying or bringing such passengers there shall be 
 at least two water-closets or privies, and an additional water-closet 
 or privy for every one hundred male passengers on board, for the 
 exclusive use of such male passengers, and an additional water-closet 
 or privy for every fifty female passengers on board, for the exclusive 
 use of the female passengers and young children on board. The afore- 
 said water-closets and privies shall be properly enclosed and located 
 on each side of the vessel, and shall be separated from passengers' 
 spaces by substantial and properly-constructed partitions or bulk- 
 heads; and the water-closets and privies shall be kept and main- 
 tained in a serviceable and cleanly condition throughout the voyage. 
 For any violation of either of the provisions of this section, or for 
 any neglect to conform to the requirements thereof, the master of 
 the vessel shall be liable to a penalty not Exceeding two hundred 
 and fifty dollars. (Sec. 3.) 
 
PASSENGER ACT OF 1882 121 
 
 Provisions. 
 
 An allowance of good, wholesome, and proper food, with a reason- 
 able quantity of fresh provisions, which food shall be equal in value 
 to one and a half navy rations of the United States, and of fresh 
 water, not less than four quarts per day, shall be furnished each of 
 such passengers. Three meals shall be served daily, at regular and 
 stated hours, of which hours sufficient notice shall be given. If any 
 such passengers shall at any time during the voyage be put on short 
 allowance for food and water, the master of the vessel shall pay to 
 each passenger three dollars for each and every day the passenger 
 may have been put on short allowance, except in case of accidents, 
 where the captain is obliged to put the passengers on short allow- 
 ance. Mothers with infants and young children shall be furnished 
 the necessary quantity of wholesome milk or condensed milk for the 
 sustenance of the latter. Tables and seats shall be provided for the 
 use of passengers at regular meals. And for every willful viola- 
 tion of any of the provisions of this section the master of the vessel 
 shall be deemed guilty of a misdemeanor and shall be fined not more 
 than five hundred dollars, and be imprisoned for a term not exceed- 
 ing six months. The enforcement of this penalty, however, shall 
 not affect the civil responsibility of the master and owners of the 
 vessel to such passengers as may have suffered from any negligence, 
 breach of contract, or default on the part of such masters and 
 owners. (Sec. 4.) 
 
 Medical attendance. 
 
 In every such steamship or other vessel there shall be properly 
 built and secured, or divided off from other spaces, two compartments 
 or spaces to be used exclusively as hospitals for such passengers, one 
 for men and the other for women. The hospitals shall be located in 
 a space not below the deck next below the main deck of the vessel. 
 The hospital spaces shall in no case be less than in the proportion 
 of eighteen clear superficial feet for every fifty such passengers who 
 are carried or brought on the vessel, and such hospitals shall be 
 supplied with proper beds, bedding, and utensils, and be kept so 
 supplied throughout the voyage. And every steamship or other 
 vessel carrying or bringing emigrant passengers, or passengers other 
 than cabin passengers, exceeding fifty in number, shall carry a duly 
 qualified and competent surgeon or medical practitioner, who shall 
 be rated as such in the ship's articles, and who shall be provided with 
 
122 THE MEN ON DECK 
 
 surgical instruments, medical comforts, and medicines proper and 
 necessary for diseases and accidents incident to sea-voyages, and for 
 the proper medical treatment of such passengers during the voyage, 
 and with such articles of food and nourishment as may be proper 
 and necessary for preserving the health of infants and young children; 
 and the services of such surgeon or medical practitioner shall be 
 promptly given, in any case of sickness or disease, to any of the 
 passengers, or to any infant or young child of any such passengers, 
 who may need his services. For a violation of either of the provisions 
 of this section the master of the vessel shall be liable to a penalty 
 not exceeding two hundred and fifty dollars. (Sec. 5.) 
 
 Discipline and cleanliness. 
 
 The master of every such steamship or other vessel is authorized 
 to maintain good discipline and such habits of cleanliness among such 
 passengers as will tend to the preservation and promotion of health, 
 and to that end he shall cause such regulations as he may adopt 
 for such purpose to be posted up on board the vessel, in a place or 
 places accessible to such passengers, and shall keep the same so posted 
 up during the voyage. The said master shall cause the compart- 
 ments and spaces provided for, or occupied by, such passengers to 
 be kept at all times in a clean and healthy condition, and to be, as 
 often as may be necessary, disinfected with chloride of lime, or by 
 some other equally efficient disinfectant. Whenever the state 
 of the weather will permit, such passengers and their bedding shall 
 be mustered on deck, and a clear and sufficient space on the main 
 or any upper deck of the vessel shall be set apart, and so kept, for 
 the use and exercise of such passengers during the voyage. For 
 each neglect or violation of any of the provisions of this section the 
 master of the vessel shall be liable to a penalty not exceeding two 
 hundred and fifty dollars. (Sec. 6.) 
 
 Privacy of passengers. 
 
 Neither the officers, seamen, nor other persons employed on any 
 such steamship or other vessel shall visit or frequent any part of the 
 vessel provided or assigned to the use of such passengers, except by 
 the direction or permission of the master of such vessel first made or 
 given for such purpose; and every officer/seaman, or other per- 
 son employed on board of such vessel who shall violate the provisions 
 
PASSENGER ACT OF 1882 123 
 
 of this section shall be deemed guilty of a misdemeanor, and may 
 be fined not exceeding one hundred dollars, and be imprisoned not 
 exceeding twenty days, for each violation; and the master of such 
 vessel who directs or permits any officer, seaman, or other person 
 employed on board the vessel to visit or frequent any part of the 
 vessel provided for or assigned to the use of such passengers, or the 
 compartments or spaces occupied by such passengers, except for the 
 purpose of doing or performing some necessary act or duty as an 
 officer, seaman, or other person employed on board of the vessel, 
 shall be deemed guilty of a misdemeanor, and may be fined not more 
 than one hundred dollars for each time he directs or permits the pro- 
 visions of this section to be violated. A copy of this section, written 
 or printed in the language or principal languages of the passengers 
 on board, shall, by or under the direction of the master of the vessel, 
 be posted in a conspicuous place on the forecastle and in the several 
 parts of the vessel provided and assigned for the use of such 
 passengers, and in each compartment or space occupied by such 
 passengers, and the same shall be kept so posted during the 
 voyage; and if the said master neglects so to do, he shall be 
 deemed guilty of a misdemeanor, and shall be fined not more 
 than one hundred dollars. (Sec. 7.) 
 
 Explosives; cattle. 
 
 It shall not be lawful to take, carry, or have on board of any 
 such steamship or other vessel any nitro-glycerine, dynamite, or any 
 other explosive article or compound, nor any vitriol or like acids, nor 
 gunpowder, except for the ship's use, nor any article or number of 
 articles, whether as a cargo or ballast, which, by reason of the nature 
 or quantity or mode of storage thereof, shall, either singly or collec- 
 tively, be likely to endanger the health or lives of the passengers 
 or the safety of the vessel, and horses, cattle, or other animals taken 
 on board of or brought in any such vessel shall not be carried on any 
 deck below the deck on which passengers are berthed, nor in any 
 compartment in which passengers are berthed, nor in any adjoining 
 compartment except in a vessel built of iron, and of which the com- 
 partments are divided off by water-tight bulkheads extending to the 
 upper deck. For every violation of any of the provisions of this sec- 
 tion the master of the vessel shall be deemed guilty of a misdemeanor, 
 and shall be fined not exceeding one thousand dollars, and be im- 
 prisoned for a period not exceeding one year. (Sec. 8.) 
 
124 THE MEN ON DECK 
 
 Boarding vessel; passenger list. 
 
 It shall not be lawful for the master of any such steamship or 
 other vessel, not in distress, after the arrival of the vessel within any 
 collection district of the United States, to allow any person or persons 
 except a pilot, officer of the customs, or health officer, agents of the 
 vessel, and consuls, to come on board of the vessel, or to leave the 
 vessel, until the vessel has been taken in charge by an officer of the 
 customs, nor, after charge so taken, without leave of such officer, 
 until all the passengers, with their baggage, have been duly landed 
 from the vessel; and on the arrival of any such steamship or other 
 vessel within any collection district of the United States, the master 
 shall submit for inspection to the officer of customs who first makes 
 demand therefor, and shall subsequently deliver with his manifest 
 of cargo on entry, a correct list, signed and verified on oath by the 
 master, of all passengers taken on board the vessel at any foreign 
 port or place, specifying, in the manner to be prescribed from time 
 to time by the Secretary of Commerce, the name of each passenger, 
 age (if a child of eight years or under), sex, married or single, loca- 
 tion of compartment or space occupied during the voyage (if the 
 passenger be other than a cabin passenger), whether a citizen of the 
 United States, number of pieces of baggage, and if any passenger 
 die on the voyage the list shall specify the name, age, and cause of 
 death of each deceased passenger. For a violation of either of the 
 provisions of this section, or for permitting or neglecting to prevent a 
 violation thereof, the master of the vessel shall be liable to a fine 
 not exceeding one thousand dollars. (Feb. 9, 1905; sec. 9.) 
 
 The Secretary of Commerce is hereby authorized and directed 
 to prescribe from time to time and enforce regulations governing 
 the boarding of vessels arriving at the seaports of the United States, 
 before such vessels have been properly inspected and placed in 
 security, and for that purpose to employ any of the officers of that 
 Department. (Mar. 31, 1900; Feb. 14, 1003; sec. 10.) 
 
 Each person violating such regulations shall be subject to a 
 penalty of not more than one hundred dollars or imprisonment not 
 to exceed six months, or both, in the discretion of the court. (Mar. 
 31, 1000; sec. 2.) 
 
 This Act shall be construed as supplementary to section nine of 
 chapter three hundred and seventy-four of the Statutes of eighteen 
 
PASSENGER ACT OF 1882 125 
 
 hundred and eighty-two, and section forty-six hundred and six of 
 the Revised Statutes, (sec. 3.) 
 
 Each and every collector of customs to whom shall be delivered 
 the manifests or lists of passengers prescribed by the twelfth section 
 of the act aforesaid, approved March third, eithteen hundred and 
 fifty-five, shall make returns from such manifests or lists of passengers 
 to the Secretary of Commerce of the United States, in such manner 
 as shall be prescribed by that officer, under whose direction state- 
 ments of the same shall be prepared and published. (May. 7, 1874; 
 Feb. 14, 1903; sec. 10.) 
 
 Death of passenger. 
 
 In case there shall have occurred on board any such steamship 
 or other vessel any death among such passengers during the voyage, 
 the master or consignees of the vessel shall, within forty-eight hours 
 after the arrival of the vessel within a collection district of the United 
 States, or within twenty-four hours after the entry of the vessel, pay 
 to the collector of customs of such district the sum of ten dollars 
 for each and every such passenger above the age of eight years who 
 shall have died on the voyage by natural disease; and the master or 
 consignees of any vessel who neglect; or refuse to pay such collector, 
 within the times hereinbefore prescribed, the sums of money aforesaid, 
 shall be liable to a penalty of fifty dollars in addition to the sum 
 required to be paid as aforesaid for each passenger whose death 
 occurred on the voyage. All sums of money paid to any collector 
 under the provisions of this section shall be by him paid into the 
 Treasury of the United States in such manner and under such regu- 
 lations as shall be prescribed by the Secretary of the Treasury. 
 (Aug. 2, 1882; sec. 10.) 
 
 Inspection. 
 
 The collector of customs of the collection district within which, 
 or the surveyor of the port at which, any such steamship or other 
 vessel arrives, shall direct an inspector or other officer of the customs 
 to make an examination of the vessel, and to admeasure the compart- 
 ments or spaces occupied by the emigrant passengers, or passengers 
 other than cabin passengers, during the voyage; and such measure- 
 ment shall be made in the manner provided by law for admeasuring 
 vessels for tonnage; and to compare the number of such passengers 
 
126 THE MEN ON DECK 
 
 found on board with the list of such passengers furnished by the master 
 to the customs officer; and the said inspector or other officer shall 
 make a report to the aforesaid collector or surveyor, stating the port 
 of departure, the time of sailing, the length of the voyage, the venti- 
 lation, the number of such passengers on board the vessel, and their 
 native country, respectively; the cubic quantity of each compart- 
 ment or space, and the number of berths and passengers in each 
 space, the kind and quality of the food furnished to such passengers 
 on the voyage; the number of deaths, and the age and sex of those 
 who died during the voyage, and of what disease; and in case there 
 was any unusual sickness or mortality during the voyage, to report 
 whether the same was caused by any neglect or violation of the 
 provisions of this act, or by the want of proper care against disease 
 by the master or owners of the vessel; and the said reports shall be 
 forwarded to the Secretary of Commerce at such times and in such 
 manner as he shall direct. (Feb. 14, 1903; sec. 10.) 
 
 Penalties. 
 
 The provisions of this act shall apply to every steamship or other 
 vessel whereon emigrant passengers, or passengers other than cabin 
 passengers are taken on board at a port or place in the United States 
 for conveyance to any port or place in a foreign country except 
 foreign territory contiguous to the United States, and shall also 
 apply to any vessel whereon such passengers are taken on board at 
 any port or place of the United States on the Atlantic Ocean or its 
 tributaries for conveyance to a port or place on the Pacific Ocean 
 or its tributaries, or vice versa; and whether the voyage of said 
 vessel is to be continuous from port to port or such passengers are 
 to be conveyed from port to port in part by the way of any overland 
 route through Mexico or Central America; and the said collector 
 of customs may direct an examination of the vessel to be made by 
 an inspector or other officer of the customs, who shall make the 
 examination and report whether the provisions of this act have been 
 complied with in respect to such vessel, and the said collector is 
 authorized to withhold the clearance of such vessel until the coming 
 in of such report; and if the said report shall show that any of the 
 provisions of this act have not been complied with, the collector is 
 authorized and directed to withhold the clearance of such vessel 
 until the said provisions are complied with; 'and if any such vessel 
 leaves the aforesaid port or place without having been duly cleared 
 
PASSENGER ACT OF 1882 127 
 
 by the collector of customs, the master shall be deemed guilty of a 
 misdemeanor, and may be fined not exceeding one thousand dollars, 
 and be imprisoned not exceeding one year, and the vessel shall be 
 liable to seizure and forfeiture. (Aug. 2, 1882; sec. 12.) 
 
 The amount of the several fines and penalties imposed by any 
 section of this act upon the master of any steamship or other vessel 
 carrying or bringing emigrant passengers, or passengers other than 
 cabin passengers, for any violation of the provisions of this act, shall 
 be liens upon such vessel, and such vessel may be libeled therefor in 
 any district court of the United States where such vessel shall arrive 
 or depart. (Sec. 13.) 
 
 Carriage of passengers. 
 
 The inspectors shall state in every certificate of inspection granted 
 to steamers carrying passengers, other than ferry-boats, the number 
 of passengers of each class that any such steamer has accommo- 
 dations for, and can carry with prudence and safety. (R. S., 4464). 
 
 It shall not be' lawful to take on board of any steamer a greater 
 number of passengers than is stated in the certificate of inspection; 
 and for every violation of this provision the master or owner shall 
 be liable, to any person suing for the same, to forfeit the amount of 
 passage-money and ten dollars for each passenger beyond the number 
 allowed. ( R. S., 4465.) 
 
 Every steam vessel licensed under the foregoing section shall carry 
 and have on board, in accessible places, one life-preserver for every 
 person allowed to be carried, in addition to those provided for the 
 crew of such vessel. (July 9, 1886; sec. 2.) 
 
CHAPTER XI 
 THE SECOND MATE 
 
 Watches. The Second Mate of an ocean steamer is 
 always a watch officer, that is, he is in responsible charge of 
 a watch at sea, and where the Chief, Second, and Third 
 Mates, stand the watches, his watch is generally taken from 
 Noon until 4 P.M., and from Midnight to 4 A.M., or he 
 stands the afternoon and the mid watches. 
 
 Hold Duty. The Second Mate is in charge of the after 
 holds. His duties, under the Chief Mate, are those outlined 
 in the duties and responsibilities of that officer. The Second 
 Mate is the understudy of the Chief Mate and should dili- 
 gently prepare himself to take up the work of that position. 
 The Second Mate who is fortunate enough to be shipmates 
 with a top-notch first officer, should improve every oppor- 
 tunity to study his superior and to perfect himself in the 
 difficult duty of the station next ahead. 
 
 Coming Alongside. In coming alongside, coming to 
 anchor, docking, etc., the Second Mate is in charge aft. 
 
 He should note the clearance of the propellers, and should 
 promptly report by voice or telegraph, or by messenger, 
 when anything in his end of the ship requires the attention 
 of the Master on the bridge. 
 
 A quartermaster, with semaphore flags, is a handy means 
 of communicating with the bridge while docking. Red and 
 white lights are sometimes used while docking at night. 
 
 128 
 
THE SECOND MATE 129 
 
 The station aft is in many respects the most important 
 in the vessel while coming along side, and intelligent handling 
 of the lines and men soon stamps an officer as well qualified 
 in his profession. 
 
 He should use judgment in sending ashore, or " heaving/' 
 small lines, as the attempt to put a heaving line across too 
 great a distance often results in dangerous delays, and leads 
 to confusion. 
 
 He should see the cork fenders handy, with men told 
 off to handle them. He should study the men assigned to 
 his end of the ship and place only reliable men at the capstans 
 and bits. A man who can properly " surge " a seven-inch 
 line, under heavy strain is a rarity these days. 
 
 He should understand, and have men ready, for the 
 throwing in and operating of the hand-steering gear in case 
 of emergency. 
 
 Cargo Gear. The after cargo gear, is generally under the 
 charge of the Second Mate, and he is in charge of the opening 
 and closing of the after cargo hatches. 
 
 Baggage. The Second Mate is generally in charge of the 
 handling and care of heavy baggage, in vessels in the pas- 
 senger trade. This is important duty, and calls for care and 
 dispatch. Such baggage is whipped ashore as fast as pos- 
 sible so that the customs inspectors are not delayed. 
 
 Mail. The Second Mate is also charged with the hand- 
 ling and stowage of the mail sacks unless in a very large 
 liner where special mail clerks attend to this duty. 
 
 Navigating Officer. The Second Mate is sometimes desig- 
 nated the " Navigating Officer/' that is, he is charged with 
 the special care of the navigating equipment. Corrects 
 charts from the " Notices to Mariners " and assists the 
 Master generally in the navigating duty. He may be 
 
130 THE MEN ON DECK 
 
 required to wind the chronometers each morning at eight 
 bells and report them wound to the Master, though when 
 standing the mid watch, this duty is usually attended to by 
 the Master himself, who, in the Merchant Service is the 
 responsible navigating officer of his vessel. 
 
 The Second Mate corrects the ship's clocks for difference 
 of Longitude to noon. 
 
 However, the naming of the Second Mate, as navigating 
 officer has much to commend it. He then has special duties, 
 and is charged with the complete supervision of the com- 
 passes, sounding machines, instruments, lead lines, patent 
 logs and log lines. He should perfect himself in the science 
 of navigation and master the simple (and to many) mysteri- 
 ous principles of compass adjustment. He should be in 
 charge of the deviation log and prepare the deviation tables 
 for each loading and voyage. 
 
CHAPTER XII 
 THE THIRD MATE 
 
 Watches. The Third Mate of an ocean steamer is gener- 
 ally a watch officer. If the vessel is of any size, and the 
 three mates stand watch, the watch from eight to noon and 
 from eight to midnight, is usually assigned to the Third 
 Mate. This is one of the best watches, and the watch during 
 which the Master is most likely to be up and about. As 
 the junior watch officer is the least experienced, it is best 
 that he have the Master close at hand in the event of anything 
 unusual occurring. 
 
 Hold Duty. The Third Mate is generally given charge 
 of the forward holds, under the immediate supervision of 
 the Chief Mate. Here his duties are those outlined in the 
 chapter headed Chief Mate. He is directly under the mate 
 and should use every effort to familiarize himself with his 
 duties and with the vessel. He should carry out all orders 
 to the letter, and aim to perfect himself in the many branches 
 of seamanship and navigation. The duty 10 cargo, and the 
 hold duty is one of his most important charges. 
 
 Coming Alongside. When coming alongside, or to 
 anchor, or when docking, the Third Mate is stationed on the 
 bridge with the Master. He usually attends to the tele- 
 graph, cons the quartermaster at the wheel and looks out 
 for the work on the bridge generally. This post is one of 
 special importance for the young officer as he gets, from 
 close observation, a splendid opportunity to observe and 
 learn the details of ship handling. He sees the mistakes made 
 
 131 
 
132 THE MEN ON DECK 
 
 fore and aft, in the handling of lines, etc., and can, if he 
 will, profit by this experience. 
 
 Gangway. The Third Mate is usually charged with the 
 getting in and out of the gangway, and with the safe embarka- 
 tion of passengers. He must keep order, and note who 
 comes on board, and what their business is while the vessel 
 is being permanently secured or anchored, and before the 
 regular gangway watch is set. 
 
 Signal Officer. While the duty is not generally assigned, 
 it is a good plan to designate the Third Mate as " Signal 
 Officer." This charges him with the care and use of the 
 signal flags and other apparatus, and he should perfect himself 
 in their rapid and accurate use. 
 
 The Third Mate should master the hand semaphore 
 signals and should see that at least two of the quartermasters 
 are adept at this form of communication. Such knowledge 
 is of the greatest use when in convoy with men-of-war, and 
 can be made use of in a hundred different ways while lying 
 at anchor, or when communicating with other vessels or 
 the shore. So many seamen are now familiar with the 
 semaphore alphabet that it has become one of the handiest 
 means of talking at sea over moderate distances, and its use 
 at once stamps a vessel as being up to time. 
 
 He should also know the Morse Code and be able to send 
 and read by the blinker or Morse lamp. 
 
 This is used in convoy work instead of wireless. 
 
 Bridge. The bridge, and the duties of the quartermasters 
 on the bridge and bridge deck, are generally delegated to 
 the Third Mate, or to any officer who may be junior to him. 
 This means general upkeep and order. A well-regulated and 
 well-kept up bridge is a joy the reverse is all too common. 
 
CHAPTER XIII 
 THE JUNIOR OFFICERS 
 
 MOST vessels now carry one or more junior officers, young 
 men who have some sea experience and who have prepared 
 themselves to a certain extent in navigation. Many of them 
 come on board ship with a very hazy idea as to what it is 
 all about. They are willing enough, but don't know where 
 to begin. They would be glad to tail onto the starboard 
 main t'gallant buntline, but don't know just where it is. 
 
 For such as these, the following random Things to Do 
 and to learn about are suggested: 
 
 Do the things you are told to do, then 
 
 1. Find our what quartermasters are doing. 
 
 2. Look after hand leads and lines, are they marked cor- 
 rectly accurately? 
 
 3. See that log is ready for streaming, as soon as past the 
 light ship, or other mark. 
 
 4. Find switch for running lights are they in order? 
 
 5. Look up log book, see how it is kept, and if up to date. 
 
 6. See that note book on the bridge is handy. 
 
 7. See if the clock in the wheel house, and chart room is 
 correct. 
 
 8. Work up the chronometer error. 
 
 9. See that the bridge dodgers are properly bent, and are 
 clean. 
 
 10. See that the binoculars and telescopes on the bridge 
 are in their proper places and are clean. 
 
 133 
 
134 THE MEN ON DECK 
 
 iz. Find out where the Coston lights are kept. 
 
 12. Find out what are red and what are blue lights, how 
 many on board? 
 
 13. See that the binnacle lights are in working order. 
 
 14. See that the automatic fog whistle control works; 
 how often does it blow when set is it according to law? 
 
 15. See if the whistle works, don't pull it unless the Chief 
 Mate or the Master says so. 
 
 1 6. Try out the engine room telegraph the docking tele- 
 graph after notifying the Chief that you intend doing so and 
 on order of the Mate or Master. 
 
 17. Find out what kind of signals are used between the 
 crow's nest and the bridge. The fo'c'sle head and the bridge. 
 
 1 8. Find out if the crow's nest lookout uses glasses what 
 kind where kept. 
 
 19. Find out what sort of sounding machine is used how 
 it works what kind of tubes are used where the depth 
 scale is kept -vhere the tubes are kept. Look at the " leads " 
 see if they are " armed," see if there is plenty of " aiming " 
 handy. What kind soap or tallow? 
 
 20. Overhaul the bridge chests signal navigating put 
 them in better order than you found them. 
 
 21. Look after the patent log the lines the rotators. 
 
 22. Become familiar with the entire bridge. Know the 
 use of everything on it. 
 
 23. How are the compasses adjusted? Rectangular mag- 
 nets, or single magnet? 
 
 24. Has the ship a Flinder's bar? Where is it? What 
 is it? Why? 
 
 25. What are the quadrantal correctors? What do they 
 correct? 
 
 26. Where are the distress rockets? Are they fastened 
 to their sticks? Where are the sticks? When are they used? 
 How? 
 
THE JUNIOR OFFICERS 135 
 
 27. Where is the line-throwing gun? How is it used? 
 Where is the projectile? Where is the line? What kind of 
 line is it? Why? 
 
 28. How many lifeboats are on board* How many 
 rafts? How many ring buoys? How many life preservers? 
 Why? 
 
 29. What is the required equipment of a lifeboat? See if 
 all of this is in the lifeboat to which you are assigned on the 
 station bill. 
 
 30. What is the equipment of a life raft? How is it stowed? 
 How launched? 
 
 31. What is your station, at abandon ship? Who is in your 
 boat? What do they look like? Take a look at the crew 
 assigned to your boat know them. 
 
 32. What kind of davits are used? 
 
 33. What kind of releasing gear is used? 
 
 34. Are the gripes easily cast off? Are the falls clear? Are 
 they in tubs, as required by law? 
 
 35. What are your duties in case of fire? In case of fire 
 in the holds, to cargo. Find out about this. 
 
 36. If the wharf caught fire, and everyone was ashore, 
 that is, all the officers, but yourself. What would you do? 
 Think over it. 
 
 37. Where do the seamen live, the firemen, the stewards? 
 Where is the " glory hole "? 
 
 38. What are the duties of the boatswain? 
 
 39. What are the duties of the carpenter? 
 
 40. What are the duties of the quartermasters? 
 
 41. Learn the details of the complete economy of the ves- 
 sels. How the crew and passengers are fed, where they mess, 
 where stores are kept? 
 
 42. Learn the routine in your department. Why are things 
 done as they are? 
 
136 THE MEN ON DECK 
 
 43. What is the ship's draft? How is it recorded? 
 
 44. Where are the sounding pipes? Look up the framed 
 sectional blue print of the vessel that ought to be framed in the 
 chart room. 
 
 45. What is the tons per inch scale? 
 
 46. What is the displacement of the vessel? 
 
 47. Learn her complete dimensions. 
 
 Length between perpendiculars. 
 
 Length over all. 
 
 Depth of hold. 
 
 Moulded depth. 
 
 Beam. 
 
 Freeboard, allowed by underwriters (draft). 
 
 Gross tonnage. 
 
 Net tonnage. 
 
 Horse-power. 
 
 Speed. 
 
 Coal consumption. 
 
 Her most economical speed, and tons per day. 
 
 Her hold capacity. Holds and 'tween decks. 
 
 Her tank capacity. 
 
 Her bunker capacity. 
 
 Her engines. I.H.P. type. 
 
 Her boilers, number, type. 
 
 Her wireless. Range. 
 
 48. What is the vessel's signal number? 
 
 49. What is her hailing port? 
 
 50. What is her rating, when given? 
 
 51. When built? By whom? Kind of construction? 
 
 52. Look up old log books if available. Speed under dif- 
 ferent kinds of weather conditions. 
 
 53. Has she bilge keels? 
 
 54. What kind of propellers, or propeller? Material? 
 Pitch? Right handed or left? How wiH it send the vessel's 
 head going ahead backing? 
 
THE JUNIOR OFFICERS 137 
 
 55. Learn everything you can about her construction, and 
 equipment. 
 
 56. What is her draft when light holds empty? What is 
 her stability when in this condition? Is her propeller out of 
 water in that condition? How much? What is her light dis- 
 placement? How can you determine her stability by means 
 of shifting weights on deck? 
 
 57. How many cubic feet to a ton of bunker coal? 
 
 58. How many pounds to a cubic foot of sea water? Fresh 
 water? 
 
 59. How do you figure the cubic capacity of a lifeboat? 
 How many cubic feet allowed per person? 
 
 60. What is the strength of a new six-inch manila line? 
 Of a five-inch wire hawser? 
 
 61. What is the tensile strength of mild steel? Of cast 
 iron? The compressive strength? 
 
 62. Can you figure out the safe load for a steel boom under 
 given conditions? Shell and stiffining given, supports and 
 angle given? Safety factor 5. 
 
 63. Become familiar with the fittings of the holds. Go 
 in, look around and study out the plan of construction and use. 
 
 64. Find out the location and use of the following parts 
 
 Limbers. 
 
 Limber boards. 
 
 Ceiling. 
 
 Cargo battens. 
 
 Rose boxes (strums, also strainers). 
 
 Intercostal plates. 
 
 Keelson. 
 
 Stringers. 
 
 Framing. 
 
 Beams. 
 
 Shell plating. 
 
 Pillars. 
 
 Bulkheads. 
 
 Tanks. 
 
138 THE MEN ON DECK 
 
 Bilges. 
 
 Smothering lines. 
 Sounding pipes. 
 Fire lines. 
 Light connections. 
 Mast partners. 
 Mast wedges. 
 Shaft trunk. 
 Hatch coamings. 
 Hatch strong backs* 
 Hatch fore and afters. 
 Hatch battens. 
 Hatch covers. 
 Wedges. 
 
 65. Where do the steam pipes lead into the holds? 
 
 66. Where are the valves located? Which is which? 
 
 67. Where are the plugs for cargo clusters? 
 
 68. Where are the cargo clusters kept? How many are 
 there? 
 
 69. Are they all in good condition? 
 
 70. How much dunnage wood in the holds? 
 
 71. What cargo was carried last? 
 
 72. What cargo loading or coming in? 
 
 73. How much and what kind of dunnage will be needed? 
 
 74. Who is the boss stevedore? Watch him. 
 
 75. Note where each ventilator leads to. 
 
 76. Get acquainted with the deck engineers. 
 
 77. What kind of winches are used? 
 
 78. Get familiar with all details of the cargo handling 
 gear. How many booms, capacity? Is gear rove off on steel 
 boom? Where is it stowed? In what condition? How is it 
 rigged? 
 
 79. How many hawsers in the vessel? Where stowed? 
 In what condition? 
 
THE JUNIOR OFFICERS 139 
 
 80. How many wires in the vessel? What size? Where 
 and how stowed? 
 
 81. How does hand steering gear work? What type of 
 steering engine? How is it locked when shifting from steam 
 to hand? 
 
 82. Are there wave oil tanks? Where? How is flow of 
 oil controlled? What kind of oil is used? How much on 
 board? How much required by law? 
 
 83. Where are the following lockers, and what do they 
 contain? 
 
 Boatswain's. 
 Paint. 
 Lamp. 
 SaU. 
 
 84. Is there a steam line running into the paint and lamp 
 lockers for smothering fire? 
 
 85. What kind of windlass is fitted? How does it work 
 by hand? How many men needed to weight anchor by hand? 
 
 86. Do the gangways abreast of cargo hatches turn in, 
 lift out, or are the rails and bulwarks stationary? Are the 
 freeing ports well oiled and loose? 
 
 87. Where is the ice plant? What hatch? 
 
 88. Where is the washdeck gear kept? Are reducers 
 fitted on salt water line for inch and a half wash deck hose? 
 
 89. Where is the sand locker? 
 
 90. Has the vessel range lights? 
 
 91. Learn the names and condition of the stays and 
 shrouds. What strain do they bear ordinarily when lift- 
 ing heavy weights? 
 
 92. What kind of coaling gear is used? 
 
 93. Has the vessel a sea anchor? Was it over used? 
 
 94. Examine the turnbuckle screws in the rigging. Are 
 they covered with canvas? How old? Are they whiteleaded 
 and tallowed? 
 
140 THE MEN ON DECK 
 
 95. Where are the slings, chain and rope kept? In what 
 condition? How many? 
 
 96. How many net slings on board? What condition? 
 
 97. What happens when metal becomes fatigued? Where 
 is this liable to happen? What is a crystalline fracture? 
 
 98. What kind of wood in the decks? In the margin or 
 waterway planks? Know Oregon pine pitch pine yellow 
 pine teak, when you see it. 
 
 99. How are decks caulked? What kind of filler is used 
 pitch marine glue? 
 
 100. What do you know about the following parts of a 
 steamer? Of her fittings, etc.? 
 
 Anchor davits? 
 
 Anchors? 
 
 Awning deck? 
 
 Ballast water dry? 
 
 Beams camber of duty of theory of spacing 
 strength types? 
 
 Bilges bilge keels? 
 
 Boat chocks. Davits cranes? 
 
 Bollards? How many, etc? 
 
 Bow different kinds framing? 
 
 Breast hooks? 
 
 Bridge locations names, etc.? 
 
 Buckled plates spars? 
 
 Bulkheads? How many what kind where? 
 
 Bull rope? 
 
 Bulwarks? 
 
 Bunkers how many what capacity where? 
 
 Buoyancy? What is it? Reserve buoyancy? 
 
 Bureau veritas? What is it? What does it do? 
 
 Buttock lines? 
 
 Buttstraps? 
 
 Cables size weight strength studs marking- 
 shackles forelocks swivels? 
 
 Cant frames (old dagger knees)? 
 
 Cantilever principle where used? 
 
 Capstans where how many what uses? 
 
THE JUNIOR OFFICERS 141 
 
 Cargo a big subject takes a year or two to master it. 
 
 Catheads? 
 
 Cattle steamers guards footlocks, etc? 
 
 Caulking tools materials? Steel plates wood 
 decks? Ceiling? 
 
 Cement hydraulic asphaltic? 
 
 Chain slings for clearing limbers, etc.? 
 
 Chart house? 
 
 Cheek plates? 
 
 Circulating pumps? 
 
 Coaling hatches ports chutes? 
 
 Coamings? 
 
 Coefficient of fineness? 
 
 Commercial efficiency of a vessel? 
 
 Composite construction? 
 
 Corrosion where most prevalent how to keep down? 
 
 Dead weight cargo? also measurement cargo? 
 
 Decks how many where what purpose? 
 
 Derricks? How many? 
 
 Docking stresses all data? 
 
 Dolly what is it? 
 
 Donkey boiler where why? 
 
 Doors watertight where how closed how con- 
 trolled? 
 
 Double bottom? See plans study. 
 
 Doubling plates? Where? 
 
 Drain holes in bottom? 
 
 Elastic limit of materials used in construction of 
 vessel? 
 
 Electric welding how how strong? 
 
 Engine learn all you can about it. 
 
 Escape holes for trimmers? 
 
 Expansion joints bends trunks? 
 
 Fair leads? 
 
 Fans? 
 
 Fiddley? 
 
 Floors rise of? 
 
 Flush deck? 
 
 Fore foot? 
 
 Forgings? 
 
142 THE MEN ON DECK 
 
 Frames? look them over when in the hold. 
 What are 
 
 Zbars? 
 
 Bulb angles? 
 
 Channel bars? 
 
 Web frames? 
 
 Reverse frames? 
 
 Transome frames? 
 Freeboard? How determined? 
 Freeing ports percentage of hi bulwarks? 
 Frictional, or skin resistance? 
 Galley? Where how many? 
 Garboard strake? 
 Girders? 
 
 Grain bulkheads? 
 Gudgeons? 
 Gunwale? 
 Gutters? 
 Half beams? 
 
 Hatches how many where names? Booby hatch? 
 Hawse pipes? Clearing hawse? 
 Heeling? 
 Hogging? 
 
 Hydraulic derricks principle? 
 Insulation of holds? 
 Isherwood system of framing? 
 
 Jogged framing? 
 
 Jib-booms? 
 
 Keel kind, plate, bilge? 
 
 Keelson? Wherewhy? 
 
 Knighthead frame? 
 
 Lapped joints? 
 
 Launching how done? 
 
 Limbers limber boards? 
 
 Lloyd's register rules? 
 
 Load line? 
 
 Longitudinal bulkheads framing? 
 
 Manholes where why? 
 
 Margin plates? 
 
 Masts caps coats holes partners steps stiffen- 
 
THE JUNIOR OFFICERS 143 
 
 ers telescopic wedges? Bending forces Buck- 
 ling failure material painting interior rake 
 strength of? 
 
 Natural draft? 
 
 Neutral axis of a beam? 
 
 Oil fuelflash point? 
 
 Oxy-acetylene blow pipe how used? 
 
 Paints what kind used aboard ship how mixed? 
 Where stowed How much used? What surface 
 will gallon cover? How long in applying? 
 
 Panting what is it have you noticed it at sea, etc.? 
 
 Peak tanks fore peak what stowed there? 
 
 Pillars stations, etc? Their function? 
 
 Pintles? 
 
 Plating how thick how joined? 
 
 Portland cement same as hydraulic what uses? 
 
 Pratigue what is it? 
 
 Propellers how many what kind pitch motion? 
 
 Pressure steam in deck lines main boilers 
 donkey boilers water pressure under bottom? 
 
 Pumps where are hand pumps what will they throw 
 do they work? 
 
 Quadrant tiller how connected to steering engine? 
 
 Red lead use of? 
 
 Relieving tackles for steering gear how rove? 
 
 Rigging chain plates screws spread of strength of? 
 
 Rivets in what kind of shear? Pitch strength? 
 
 Rolling chocks (bilge keels)? 
 
 Rudder angle of balanced, or not cross head how 
 supported? 
 
 Sanitary tanks where located how filled? 
 
 Scuppers where located? Are those on deck house 
 tops clear? 
 
 Scantlings what do they include? 
 
 Shaft bearings stools tube tunnel? 
 
 Sheathing wood copper? 
 
 Sheer? 
 
 Shell palting? 
 
 Skylights? 
 
 Sounding pipes rods how marked how used? 
 
144 THE MEN ON DECK 
 
 Spar deck? 
 
 Sponsons? 
 
 Steel strength of tensile shearing compressive? 
 
 Stem? 
 
 Steering gear learn all about it. 
 
 Stern ordinary cruiser? 
 
 Stoke holds (fire rooms)? 
 
 Stress? 
 
 Strain? 
 
 Stringers? Duty of? 
 
 Surveys purpose by whom? 
 
 Sweating cork paint? 
 
 Tail shaft where after gland what? 
 
 Tanks how lined where? 
 
 Thrust block? 
 
 Ventilation how accomplished natural or blower? 
 
 Vibration? note it at sea. 
 
 Water ballast part of tank data? 
 
 Water line? 
 
 Water tight doors where how managed? 
 
 Well decks? 
 
 Winches? 
 
 Yards if any? 
 
 Zincs what used for why? 
 
 A young officer must become an enthusiast about a vessel; 
 everything on board must be known to him, if he cares to 
 rise in his profession. 
 
CHAPTER XIV 
 CADETS 
 
 UNDER the laws establishing an ocean mail service certain 
 vessels so engaged are required to carry cadets. 
 Excerpts from this law follow: 
 
 "OCEAN MAIL SERVICE 
 
 " Said vessels shall take, as cadets or apprentices, one American- 
 born boy, under twenty-one years of age for each one thousand 
 tons gross register, and one for each majority fraction thereof, who 
 shall be educated in the duties of seamanship, rank as petty officers, 
 and receive such pay for their services as may be reasonable." 
 
 The system of carrying cadets is sound in principle, but 
 in many instances the law has been carried out according 
 to a peculiar interpretation of the phrase " Shall be educated 
 in the duties of seamanship." 
 
 Education is a term of wide meaning, but " seamanship " 
 or the " Duties of Seamanship " is at least fairly definite. 
 The whole cadet system should be put upon a definite basis 
 of regular instruction, or else be done away with. 
 
 Many of us can remember a scouting party hurrying 
 across West Street to pick up a " cadet " or two, so the 
 good ship could go to sea in full compliance with the law. 
 
 145 
 
CHAPTER XV 
 
 LAWS DEFINING OFFICERS OF MERCHANT 
 VESSELS 
 
 Citizenship of officers. 
 
 All the officers of vessels of the United States who shall have charge 
 of a watch, including pilots, shall in all cases be citizens of the United 
 States. [Metlakahtla Indians excepted by act, March 4, 1907.] 
 (R. S., 4131.) 
 
 The word " officers " shall include the chief engineer and each 
 assistant engineer in charge of a watch on vessels propelled wholly 
 or in part by steam; and after the first day of January, eighteen 
 hundred and ninety-seven, no person shall be qualified to hold a 
 license as a commander or watch officer of a merchant vessel of the 
 United States who is not a native-born citizen, or whose naturaliza- 
 tion as a citizen shall not have been fully completed. (May 28, 
 1896; sec. i.) 
 
 In cases where on a foreign voyage, or on a voyage from an Atlan- 
 tic to a Pacific port of the United States, any such vessel is for any 
 reason deprived of the services of an officer below the grade of master, 
 his place, or a vacancy caused by the promotion of another officer to 
 such place, may be supplied by a person not a citizen of the United 
 States until the first return of such vessel to its home port; and such 
 vessel shall not be liable to any penalty or penal tax for such employ- 
 ment of an alien officer. (June 26, 1884; sec, i; May 28, 1896; 
 sec. 3.) 
 
 The President of the United States is hereby authorized, when- 
 ever in his discretion the needs of foreign commerce may require, 
 to suspend by order, so far and for such length of time as he may deem 
 desirable, the provisions of law prescribing that all the watch officers 
 
 146 
 
OFFICERS OF MERCHANT VESSELS 147 
 
 of vessels of the United States registered for foreign trade shall be 
 citizens of the United States. (Aug. 18, 1914; sec. 2.) 
 
 ****** 
 
 The provisions of law prescribing that the watch officers of vessels 
 of the United States registered for foreign trade shall be citizens of 
 the United States are hereby suspended so far and for such length of 
 time as is herein provided, namely: All foreign-built ships which shall 
 be admitted to United States registry under said act may retain the 
 watch officers employed thereon, without regard to citizenship, for 
 seven years from this date, and such watch officers shall be eligible 
 for promotion. Any vacancy occurring among such watch officers 
 within two years from this date may be filled without regard to 
 citizenship; but any vacancy which may occur thereafter shall be 
 filled by a watch officer who is a citizen of the United States. * * * 
 (Executive order, Sept. 4, 1914.) 
 
 Watch officers who are not citizens. 
 
 Executive order of Sept. i, 1916: 
 
 i. The provisions of the law prescribing that the watch officers of vessels 
 of the United States registered for foreign trade shall be citizens of the 
 United States, are hereby suspended so far and for such length of time as 
 is herein provided, namely: All watch officers now employed on foreign- 
 built ships which have been admitted to United States registry under said 
 Act who, heretofore, have declared their intention to become citizens of the 
 United States and watch officers on such ships who, within six months from 
 this date, shall declare their intention to become such citizens shall be 
 entitled to serve on foreign-built ships so registered until the time shall 
 have expired within which they may become such citizens under their 
 declarations, and shall be eligible for promotion upon any foreign-built 
 ship so registered. 
 
 Duration of licenses. 
 
 All licenses issued to such officers shall be for a term of five years, 
 but the holder of a license may have the same renewed for another 
 five years in the manner prescribed in the rules and regulations of the 
 Board of Supervising Inspectors: Provided, however, That any officer 
 holding a license, and who is engaged in a service which necessi- 
 tates his continuous absence from the United States, may make appli- 
 cation in writing for renewal and transmit the same to the board of 
 local inspectors, with his certificate of citizenship, if naturalized, and 
 a statement of the applicant, verified before a consul or other officer 
 
148 THE MEN ON DECK 
 
 of the United States authorized to administer an oath, setting forth 
 the reasons for not appearing in person; and upon receiving the same 
 the board of local inspectors that originally issued such license shall 
 renew the same and shall notify the applicant of such renewal: 
 Provided further, That no license as master, mate, or pilot of any class 
 of vessel shall be renewed without furnishing a satisfactory certifi- 
 cate of examination as to color blindness. And in all cases where 
 the issue is the suspension or revocation of such licenses, whether 
 before the local boards of inspectors (of steam vessels), as provided 
 for in section forty-four hundred and fifty of the Revised Statutes, 
 or before the supervising inspectors, as provided for in section forty- 
 four hundred and fifty-two of the Revised Statutes, the accused shall 
 be allowed to appear by counsel and to testify in his own behalf. 
 (May 28, 1896; sec. 2; Oct. 22, 1914.) 
 
 Service during war. 
 
 No master, mate, pilot, or engineer of steam vessels licensed under 
 title fifty-two [R. S., 4399-4500] of the Revised Statutes shall be liable 
 to draft in time of war, except for the performance of duties such as 
 required by his license; and, while performing such duties in the 
 service of the United States, every such master, mate, pilot, or 
 engineer shall be entitled to the highest rate of wages paid in the mer- 
 chant marine of the United States for similar services; and, if killed 
 or wounded while performing such duties under the United States, 
 they, or their heirs, or their legal representatives shall be entitled to 
 all the privileges accorded to soldiers and sailors serving in the Army 
 and Navy, under the pension laws of the United States. (May 28, 
 1896; sec. 2.) 
 
 Officer's license. 
 
 The boards of local inspectors shall license and classify the masters, 
 chief mates, and second and third mates, if in charge of a watch, 
 engineers, and pilots of all steam vessels, and the masters of sail 
 vessels of over seven hundred gross tons, and all other vessels of over 
 one hundred gross tons carrying passengers for hire. It shall be 
 unlawful to employ any person, or for any person to serve, as a 
 master, chief mate, engineer, or pilot of any steamer or as master 
 of any sail vessel of over seven hundred gross tons, or of any 
 other vessel of over one hundred gross tons carrying passengers 
 for hire, who is not licensed by the inspectors; and anyone violating , 
 
OFFICERS OF MERCHANT VESSELS 149 
 
 this section shall be liable to a penalty of one hundred dollars for 
 each offense. [See act June 9, 1910, p. 351.] (R. S., 4438; Dec. 21, 
 1898; Jan. 25, 1907; May 28, 1908; sec. 2.) 
 
 Every master, mate, engineer, and pilot who shall receive a 
 license shall, when employe*! upon any vessel, within forty-eight hours 
 after going on duty, place his certificate of license, which shall be 
 framed under glass, in some conspicuous place in such vessel, where 
 it can be seen by passengers and others at all times: Provided, That 
 in case of emergency such officer may be transferred to another 
 vessel of the same owners for a period not exceeding forty-eight 
 hours without the transfer of his license to such other vessel; and 
 for every neglect to comply with this provision by any such master, 
 mate, engineer, or pilot, he shall be subject to a fine of one hundred 
 dollars, or to the revocation of his license. [See act June 9, 1910, 
 p. 351.] (R. S., 4446; Feb. 19, 1907.) 
 
 Master's license. 
 
 Whenever any person applies to be licensed as master of any 
 steam vessel, or of a sail vessel of over seven hundred tons, the inspec- 
 tors shall make diligent inquiry as to his character, and shall care- 
 fully examine the applicant as well as the proofs which he presents 
 in support of his claim, and if they are satisfied that his capacity, 
 experience, habits of life, and character are such as warrant the 
 belief that he can safely be intrusted with the duties and respon- 
 sibilities of the station for which he makes application, they shall 
 grant him a license authorizing him to discharge such duties on any 
 such vessel for the term of five years; but such license shall be sus- 
 pended or revoked upon satisfactory proof of bad conduct, intem- 
 perate habits, incapacity, inattention to his duties, or the willful 
 violation of any provision of this title [R. S., 4399-4500] applicable 
 to him. [See act June 9, 1910, p. 351.] (R. S., 4439; Dec. 21, 
 1898; sec. 2.) 
 
 Mate's license. 
 
 Whenever any person applies for authority to be employed as 
 chief mate of ocean or coastwise steam vessels or of sail vessels of 
 over seven hundred tons, or as second or third mate of ocean or coast- 
 wise steam vessels, who shall have charge of a watch, or whenever 
 any person applies for authority to be employed as mate of river 
 
150 THE MEN ON DECK 
 
 steamers, the inspectors shall require satisfactory evidence of the 
 knowledge, experience, and skill of the applicant in lading cargo 
 and in handling and stowage of freight, and if for license as chief 
 mate on ocean or coastwise steamers, or of sail vessels of over seven 
 hundred tons, or as second or third mate of ocean or coastwise 
 steamers, who shall have charge of a watch, shall also examine him 
 as to his knowledge and ability in navigation and managing such 
 vessels and all other duties pertaining to his station, and if satisfied 
 of his qualifications and good character they shall grant him a license 
 authorizing him to perform such duties for the term of five years upon 
 the waters upon which he is found qualified to act; but such license 
 shall be suspended or revoked upon satisfactory proof of bad conduct, 
 intemperate habits, unskillfulness, or want of knowledge of the 
 duties of his station or the willful violation of any provision of this 
 title [R. S., 4399-4500]. [See act June 9, 1910, p. 351.] (R. S., 4440 ; 
 Dec. 21, 1898; sec. 3.) 
 
 Engineer's license. 
 
 Whenever any person applies for authority to perform the duties 
 of engineer of any steam-vessel, the inspectors shall examine the 
 applicant as to his knowledge of steam-machinery, and his experi- 
 ence as an engineer, and also the proofs which he produces in support 
 of his claim; and if, upon full consideration, they are satisfied that 
 his character, habits of life, knowledge, and experience in the duties 
 of an engineer are all such as to authorize the belief that he is a 
 suitable and safe person to be intrusted with the powers and duties 
 of such a station, they shall grant him a license, authorizing him to 
 be employed in such duties for the term of five years, in which they 
 shall assign him to the appropriate class of engineers; but such 
 license shall be suspended or revoked upon satisfactory proof of 
 negligence, unskillfulness, intemperance, or the willful violation of 
 any provision of this Title [R. S., 4399-4500]. Whenever complaint 
 is made against any engineer holding a license authorizing him to 
 take charge of the boilers and machinery of any steamer, that he has, 
 through negligence or want of skill, permitted the boilers in his 
 charge to burn or otherwise become in bad condition, or that he has 
 not kept his engine and machinery in good working order, it shall 
 be the duty of the inspectors, upon satisfactory proof of such negli- 
 gence or want of skill, to revoke the license of such engineer and 
 assign him to a lower grade or class of engineers, if they find him 
 
OFFICERS OF MERCHANT VESSELS 151 
 
 fitted therefor. [See act June 9, 1910, p. 351.] (R. S., 4441; May 
 28, 1896.) 
 
 Pilot's license. 
 
 Whenever any person claiming to be a skillful pilot of steam- 
 vessels offers himself for a license, the inspectors shall make diligent 
 inquiry as to his character and merits, and if satisfied, from personal 
 examination of the applicant, with the proof that he offers that he 
 possesses the requisite knowledge and skill, and is trustworthy and 
 faithful, they shall grant him a license for the term of five years to 
 pilot any such vessel within the limits prescribed in the license; but 
 such license shall be suspended or revoked upon satisfactory evidence 
 of negligence, unskillfulness, inattention to the duties of his station, 
 or intemperance, or the willful violation of any provision of this title 
 [R. S., 4399-4500]. [See act June 9, 1910, p. 351.] (R. S., 4442; 
 May 28, 1896.) 
 
 Master or mate acting as pilot. 
 
 | Where the master or mate is also pilot of the vessel, he shall not 
 be required to hold two licenses to perform such duties, but the license 
 issued shall state on its face that he is authorized to act in such double 
 capacity. [See act June 9, p. 351.] (R. S., 4443-) 
 
 Oath of officer. 
 
 Every master, chief mate, engineer, and pilot, who receives a 
 license, shall, before entering upon his duties, make oath before one 
 of the inspectors herein provided for, to be recorded with the certifi- 
 cate, that he will faithfully and honestly, according to his best 
 skill and judgment, without concealment or reservation, perform all 
 the duties required of him by law. (R. S., 4445.) 
 
 Every applicant for license as either master, mate, pilot, or engi- 
 neer under the provisions of this title [R. S., 4399-4500] shall make and 
 subscribe to an oath of affirmation, before one of the inspectors 
 referred to in this title, to the truth of all the statements set forth 
 in his application for such license. 
 
 Any person who shall make or subscribe to any oath or affirmation 
 authorized in this title and knowing the same to be false shall be 
 deemed guilty of perjury. 
 
 Every licensed master, mate, pilot, or engineer who shall change, 
 
152 THE MEN ON DECK 
 
 by addition, interpolation, or erasure of any kind, any certificate or 
 license issued by any inspector or inspectors referred to in this title 
 shall, for every such offense, upon conviction, be punished by a fine 
 of not more than five hundred dollars or by imprisonment at hard 
 labor for a term not exceeding three years. (Mar. 23, 1900.) 
 
 Removal of master. 
 
 Any person or body corporate having more than one-half owner- 
 ship of any vessel shall have the power to remove a master, who is 
 also part owner of such vessel, as such majority owners have to 
 remove a master not an owner. This section shall not apply where 
 there is a valid written agreement subsisting, by virtue of which 
 such master would be entitled to possession, nor in any case where 
 a master has possession as part owner, obtained before the ninth day 
 of April, eighteen hundred and seventy-two. (R. S., 4250.) 
 
CHAPTER XVI 
 
 THE EXAMINATION FOR LICENSES MASTER AND 
 
 MATES 
 
 Original Licenses. 
 
 Before an original license is issued to any person to act as a master, 
 mate, pilot, or engineer he shall personally appear before some 
 local board or a supervising inspector for examination. Any person 
 who has attained the age of 19 years and has had the necessary 
 experience shall be eligible for examination: Provided, That no person 
 shall receive a license as master or chief engineer before reaching the 
 age of 21 years. 
 
 Inspectors shall, before granting an original license to any person 
 to act as an officer of a vessel, require the applicant to make written 
 application upon the blank form furnished by the Department of 
 Commerce, to be filed in the inspectors' office. When practicable, 
 applicants for master's, mate's, pilot's, or engineer's license shall 
 present to the inspectors, to be filed with their application, discharges 
 or letters from the master or other officer under whom they have 
 served, certifying to the name of the vessel and in what capacity the 
 applicant has served under him; also period of such service. Inspec- 
 tors shall also, when practicable, require applicant for pilot's license 
 to have the written indorsement of the master and engineer of the 
 vessel upon which he has served, and of one licensed pilot, as to his 
 qualifications. In the case of applicants for original engineer's 
 license, they shall also, when practicable, have the indorsement of 
 the master and engineer of a vessel on which they have served, 
 together with one other licensed engineer. 
 
 The first license issued to any person by a United States inspector 
 shall be considered an original license, where the United States 
 records show no previous issue to such applicant. 
 
 No original license shall be issued to any naturalized citizen on 
 less experience in any grade than would have been required of a cit- 
 izen of the United States by birth. (R. S., 4405.) 
 
 153 
 
154 THE MEN ON DECK 
 
 The requirements for a license have been greatly modi- 
 fied, and the following circular letter sets forth the min- 
 imum technical knowledge necessary to pass the examiners: 
 
 DEPARTMENT OF COMMERCE 
 
 STEAMBOAT INSPECTION SERVICE 
 WASHINGTON 
 
 June 13, 1917. 
 
 IT. S. Supervising and Local Inspectors, Steamboat-Inspection Ser- 
 vice. 
 
 Under the provisions of Section 4405, Revised Statutes of the 
 United States, as amended by the act of Congress approved February 
 8, 1907, the executive committee of the Board of Supervising Inspec- 
 tors, Steamboat-Inspection Service, at a called meeting held in Wash- 
 ington, D. C., from June 4 to 12, inclusive, 1917, adopted the following 
 resolutions: 
 
 These amendments of the rules, having received the approval 
 of the Secretary of Commerce on June 12, 1917, have now the force 
 of law, and must be observed accordingly. 
 
 Resolved, That section 8, Rule V, General Rules and Regulations, 
 all classes, be struck out and the following substituted therefor: 
 
 Renewal of licenses. 
 
 8. Whenever an officer shall apply for a renewal of his license 
 for the same grade, the presentation of the old license with oath of 
 officer shall be considered sufficient evidence of his title to renewal, 
 which old license and oath of office shall be retained by the inspectors 
 upon their official files as the evidence upon which the license was 
 renewed. 
 
 Whenever a licensed officer makes application for a renewal of 
 his license, he shall appear in person before some board of local 
 inspectors or supervising inspector, except that upon renewal of such 
 license for the same grade, when the distance from any local board 
 or supervising inspector is such as to put the person holding the same 
 to great inconvenience and expense to appear in person, he may, upon 
 taking oath of office before any person authorized to administer 
 oaths, and forwarding the same, together with the license to be 
 
LICENSES FOR MASTER AND MATES 155 
 
 renewed, to the local board or supervising inspector of the district in 
 which he resides or is employed, have the same renewed by the said 
 inspectors, if no valid reason to the contrary be known to them; 
 and they shall attach such oath to the stub end of the license, which 
 is to be retained on file in their office: Provided, however, That any 
 officer holding a license, and who is engaged in a service which necessi- 
 tates his continuous absence from the United States, may make appli- 
 cation in writing for renewal and transmit the same to the board of 
 local inspectors, with its certificate of citizenship, if naturalized, and 
 a statement of the applicant, verified before a consul or other officer 
 of the United States authorized to administer an oath, setting forth 
 the reasons for not appearing in person; and upon receiving the 
 same the board of local inspectors that originally issued such license 
 shall renew the same and shall notify the applicant of such renewal, 
 and no license as master, mate, or pilot of any class of vessel shall be 
 renewed without a certificate that the color sense of the applicant is 
 normal. (R. S., 4405, 443$.) 
 
 Amendments of general rules and regulations, ocean and 
 
 coastwise. 
 
 Resolved: That sections 20 to 30, both inclusive, Rule V, General 
 Rules and Regulations, Ocean and Coastwise, be struck out and the 
 following substituted therefor: 
 
 Substituting service in next lower grade for raise of grade. 
 
 20. Except as hereinafter provided, an applicant who has served 
 in a lower grade than that for which he is licensed may substitute 
 service in the grade next below that for which he is licensed, which 
 service shall count one-half in computing experience for raise of grade. 
 For example, if an applicant holds chief mate's license and has served 
 nine months as chief mate and six months as second mate, the six 
 months' service as second mate shall count as three months as chief 
 mate in computing experience. 
 
 Master of ocean steam vessels. 
 
 21. An applicant for license as master of ocean steam vessels 
 shall be eligible for examination after he has furnished satisfactory 
 documentary evidence to the local inspectors that he has had the 
 following experience: 
 
156 THE MEN ON DECK 
 
 First. One year's service as chief mate of ocean steam vessels, or 
 
 Second. Two years' service as second mate of ocean steam vessels, 
 one year of such service while holding a license as chief mate of 
 ocean steam vessels, or 
 
 Third. Two years' service as watch officer actually in charge 
 of a bridge watch on ocean steam vessels, while holding a license as 
 chief mate of ocean steam vessels, or 
 
 Fourth. Five years' service as third mate of ocean steam vessels, 
 two years of such service while holding a license as chief mate of 
 ocean steam vessels, or 
 
 Fifth. Five years' service on ocean sail vessels of 300 gross tons or 
 over, two years of such service while holding a license as master of 
 sail vessels, or 
 
 Sixth. One year's service as master or chief mate of coastwise 
 steam vessels. 
 
 Examination for master of ocean steam vessels. 
 
 22. An applicant for license as master of ocean steam vessels 
 shall pass a satisfactory examination as to his knowledge of the 
 following subjects: 
 
 1. Latitude by meridian altitude of the sun. 
 
 2. Latitude by ex-meridian altitude of the sun. 
 
 3. Latitude by meridian altitude of a star. 
 
 4. Latitude by pole star. 
 
 5. Longitude by chronometer (A.M. and P.M.). 
 
 6. Position by Sumner's method. 
 
 7. Day's work. 
 
 8. Mercator's sailing. 
 
 9. Deviation of the compass by an amplitude. 
 10. Deviation of the compass by an azimuth, 
 n. Time of high water at a given port. 
 
 12. Chart navigation. 
 
 13. Storm signals. 
 
 14. International code of signals. 
 
 15. International rules for preventing collisions at sea. 
 
 1 6. Use of gun and rocket apparatus for saving life from ship- 
 
 wreck, as practiced by the United States Coast Guard. 
 
 17. Such further examination of a non-mathematical character 
 
 as the local inspectors may require. 
 
LICENSES FOR MASTER AND MATES 157 
 
 Masters of coastwise steam vessels. 
 
 23. An applicant for license as master of coastwise steam vessels 
 shall be eligible for examination after he has furnished satisfactory 
 documentary evidence to the local inspectors that he has had the 
 following experience: 
 
 First. One year's service as chief mate of ocean or coastwise 
 steam vessels, or 
 
 Second. Two years* service as second mate of ocean or coastwise 
 steam vessels, one year of such service while holding a license as 
 chief mate of ocean or coastwise steam vessels, or 
 
 Third. Five years' service as third mate of ocean or coastwise 
 steam vessels, two years of such service while holding a license as 
 chief mate of ocean or coastwise steam vessels, or 
 
 Fourth. One year's service as master of lake, bay, or sound 
 steam vessels and in addition thereto one year's service as second 
 mate, third mate, quartermaster or wheelsman on ocean or coast- 
 wise steam vessels while holding a license as master of lake, bay, or 
 sound steam vessels, or 
 
 Fifth. Five years' service on ocean or coastwise sail vessels of 
 300 gross tons or over, two years of which service shall have been 
 as master, or 
 
 Sixth. One year's service as a licensed master of ocean or coast- 
 wise sail vessels of 700 gross tons or over, or 
 
 Seventh. Two years' service as master of lake, bay, or sound 
 towing steam vessels for license as master of coastwise towing steam 
 vessels of 300 gross tons or .under. 
 
 In cases where the experience of an applicant for license as master 
 of coastwise steam vessels does not meet the specific requirements 
 of this section, other service which the local inspectors consider a 
 fair and reasonable equivalent may be accepted by them in lieu 
 of the service herein specified, 
 
 Examination for master of coastwise steam vessels. 
 
 24. An applicant for license as master of coastwise steam vessels 
 on routes exceeding 300 miles shall pass a satisfactory examination 
 as to his knowledge of the following subjects: 
 
 1. Latitude by meridian altitude of the sun. 
 
 2. Latitude by pole star. 
 
 3. Day's work. 
 
158 THE MEN ON DECK 
 
 4. Determination of distance from a fixed object. 
 
 5. Chart navigation. 
 
 6. International rules for preventing collisions at sea. 
 
 7. Storm signals. 
 
 8. Use of gun and rocket apparatus for saving life from ship- 
 
 wreck, as practiced by the United States Coast Guard. 
 
 9. Such further examination of a non-mathematical character 
 
 as the local inspectors may require. 
 
 An applicant for license as master of coastwise steam vessels 
 on route not exceeding 300 miles shall pass a satisfactory examination 
 as to his knowledge of the following subjects* 
 
 1. Chart navigation. 
 
 2. Aids to navigation on route. 
 
 3. Determination of distance from a fixed object. 
 
 4. International rules for preventing collisions at sea. 
 
 5. Storm signals. 
 
 6. Such further examination of a non-mathematical charac- 
 
 ter as the local inspectors may require 
 
 Masters of sail vessels. 
 
 25. An applicant for license as master of sail vessels of over 700 
 gross tons shall be eligible for examination after he has furnished 
 satisfactory documentary evidence to the local inspectors that he has 
 had the following experience: 
 
 First. Five years* service in the deck department of sail vessels 
 of 200 gross tons or over, one year of such service shall have been as 
 master of sail vessels of 500 gross tons or over, or 
 
 Second. Two years' service as master of sail vessels of 200 gross 
 tons or over, or 
 
 Third. Two years' service as mate of sail vessels of 500 gross tons 
 or over, or 
 
 Fourth. Two years' service as master of auxiliary sail vessels of 
 100 gross tons or over. 
 
 In cases where the experience of an applicant for license as 
 master of sail vessels does not meet the specific requirements of this 
 section, other service which the local inspectors consider a fair and 
 reasonable equivalent may be accepted by them in lieu of the service 
 herein specified. 
 
LICENSES FOR MASTER AND MATES 159 
 
 Examination for license as master of sail vessels. 
 
 26. An applicant for license as master of sail vessels shall pass a 
 satisfactory examination as to his knowledge of the following subjects: 
 
 1. Latitude by meridian altitude of the sun. 
 
 2. Latitude by pole star. 
 
 3. Longitude by chronometer (A.M. and P.M.). 
 
 4. Day's work. 
 
 5. Mercator's sailing. 
 
 6. Deviation of the compass by an amplitude. 
 
 7. Deviation of the compass by an azimuth. 
 
 8. Chart navigation. 
 
 9. International code of signals. 
 
 10. Storm signals. 
 
 11. International rules for preventing collisions at sea. 
 
 12. Use of gun and rocket apparatus for saving life from ship- 
 
 wreck, as practiced by the U. S. Coast Guard. 
 
 13. Such further examination of a non-mathematical char- 
 
 acter as the local inspectors may require. 
 
 Chief mate of ocean steam vessels. 
 
 27. An applicant for license as chief mate of ocean steam vessels 
 shall be eligible for examination after he has furnished satisfactory 
 documentary evidence to the local inspectors that he has had the 
 following experience: 
 
 First. One year's service as a licensed second mate of ocean or 
 coastwise steam vessels, or 
 
 Second. Two years' service as watch officer on ocean or coastwise 
 steam vessels, while holding license as second mate of ocean or coast- 
 wise steam vessels, or 
 
 Third. Two years' service as third mate of ocean or coastwise 
 steam vessels, one year of such service while holding a license as 
 second mate of ocean or coastwise steam vessels, or 
 
 Fourth. Two years' service as master of lake, bay, or sound steam 
 vessels of 1,000 gross tons or over, or 
 
 Fifth. Five years' service in the deck department of ocean or 
 coastwise sail vessels of 200 gross tons or over, two years of which 
 service as chief mate of such ocean or coastwise sail vessels, or 
 
 Sixth. Two years' service in the deck department of steam vessels 
 engaged in the ocean or coastwise fisheries, one year of such service 
 to have been as master of such vessels, or 
 
160 THE MEN ON DECK 
 
 Seventh. Five years' service in the deck department of sail vessels 
 engaged in the ocean or coastwise fisheries, two years of such service 
 to have been as master of such vessels. 
 
 In cases where the experience of an applicant for license as chief 
 mate of ocean steam vessels does not meet the specific requirements 
 of this section, other service which the local inspectors consider a 
 fair and reasonable equivalent may be accepted by them in lieu 
 of the service herein specified. 
 
 Second mate of ocean steam vessels. 
 
 28. An applicant for license as second mate of ocean steam vessels 
 shall be eligible for examination after he shall have furnished satis- 
 factory documentary evidence to the local inspectors that he has 
 had the following experience: 
 
 First. One year's service as third mate of ocean or coastwise 
 steam vessels, or 
 
 Second. Three years' service in the deck department of ocean 
 or coastwise steam vessels, one year of such service shall have been 
 as watch officer or quartermaster on such vessels, or 
 
 Third. A graduate from the seamanship class of a nautical school 
 ship together with three months' service in the deck department of 
 ocean or coastwise steam vessels, or 
 
 Fourth. Three years' service in the deck department of ocean 
 or coastwise sail vessels of 200 gross tons or over, one year of such 
 service shall have been as second mate of such vessels, or 
 
 Fifth. One year's service as quartermaster of ocean or coastwise 
 steam vessels while holding a license as third mate of ocean or coast- 
 wise steam vessels, or 
 
 Sixth. Three years' service as a seaman in the deck department 
 of ocean or coastwise sail vessels together with one year's service in 
 the deck department of ocean or coastwise steam vessels, or 
 
 Seventh. Five years' service in the deck department of ocean or 
 coastwise sail vessels of 100 gross tons or over. Service on sail 
 vessels engaged in the ocean or coastwise fisheries shall be accepted 
 as meeting the requirements of this paragraph, or 
 
 Eighth. One year's service as first-class pilot of lake, bay, or sound 
 steam vessels of 500 gross tons or over, together with three months' 
 service in the deck department of ocean or coastwise steam vessels, or 
 
 Ninth. One year's service as master of lake, bay, or sound steam 
 vessels of 500 gross tons or over 
 
LICENSES FOR MASTER AND MATES 161 
 
 In cases where the experience of an applicant for license as second 
 mate of ocean steam vessels does not meet the specific requirements of 
 this section, other service which the local inspectors consider a fair 
 and reasonable equivalent may be accepted by them in lieu of the 
 service herein specified. 
 
 Examination for license as chief mate and second mate of ocean 
 steam vessels. 
 
 29. An applicant for license as chief mate or second mate of ocean 
 steam vessels shall be required to pass a satisfactory examination 
 as to his knowledge of the following subjects: 
 
 1. Latitude by meridian altitude of the sun. 
 
 2. Latitude by meridian altitude of a star. 
 
 3. Longitude by chronometer (A.M. and P. M.). 
 
 4. Deviation of the compass by an amplitude. 
 
 5. Deviation of the compass by an azimuth. 
 
 6. Day's work. 
 
 7. Mercator's sailing. 
 
 8. Determination of distance from a fixed object. 
 
 9. Chart navigation. 
 
 10. Storm signals. 
 
 11. International code of signals. 
 
 12. International rules for preventing collisions at sea. 
 
 13. Stowage of cargo. 
 
 14. Use of gun and rocket apparatus for saving life from ship- 
 
 wreck, as practiced by the United States Coast Guard. 
 5. Such further examination of a non-mathematical character 
 as the local inspectors may require. 
 
 Third mate of ocean steam vessels. 
 
 30. An applicant for license as third mate of ocean steam vessels 
 shall be eligible for examination after he has furnished satisfactory 
 documentary evidence to the local inspectors that he has had the 
 following experience: 
 
 First. Two years' service in the deck department of ocean or 
 coastwise steam vessels, or 
 
 Second. Three years' service in the deck department of ocean or 
 coastwise sail vessels, or 
 
 Third. A graduate from the seamanship class of a nautical school 
 ship, or 
 
162 THE MEN ON DECK 
 
 Fourth. One year's service as master or pilot of lake, bay, or 
 sound steamers. 
 
 In cases where the experience of an applicant for license as third 
 mate of ocean steam vessels does not meet the specific requirements 
 of this section, other service which the local: inspectors consider a 
 fair and reasonable equivalent may be accepted by them in lieu 
 of the service herein specified. 
 
 Examination for license as third mate of ocean steam vessels. 
 
 31. An applicant for license as third mate of ocean steam vessels 
 shall be required to pass a satisfactory examination as to his knowledge 
 of the following subjects: 
 
 1. Latitude by meridian altitude of the sun. 
 
 2. Day's work. 
 
 3. Mercator's sailing. 
 
 4. Determination of distance from a fixed object. 
 
 5. Chart navigation. 
 
 6. International rules for preventing collisions at sea. 
 
 7. Stowage of cargo. 
 
 8. Storm signals. 
 
 9. Such further examination of a non-mathematical character 
 
 as the local inspectors may require. 
 
 Chief mate of coastwise steam vessels. 
 
 32. An applicant for chief mate of coastwise steam vessels shall 
 be eligible for examination after he has furnished satisfactory docu- 
 mentary evidence to the local inspectors that he has had the following 
 experience: 
 
 First. One year's service as second mate of ocean or coastwise 
 steam vessels, or 
 
 Second. One year's service as first-class pilot of lake, bay, 
 sound steam vessels, together with one year's service as quarter- 
 master or wheelsman on ocean or coastwise steam vessels while hold- 
 ing a license as first-class pilot of lake, bay, or sound steam vessels, or 
 
 Third. Two years' service as third mate of ocean or coastwise 
 steam vessels, or 
 
 Fourth. Two years' service in the deck department of steam vessels 
 engaged in the ocean or coastwise fisheries, one year of such service 
 to have been as master of such vessels, or 
 
LICENSES FOR MASTER AND MATES 163 
 
 Fifth. Five years' service in the deck department of sail vessels 
 engaged in the ocean or coastwise fisheries, two years' of such service 
 to have been as master of such vessels, or 
 
 Sixth. Two years' service as master of ocean or coastwise sail 
 vessels of 200 gross tons or over, or 
 
 Seventh. Three years' service in the deck department of ocean or 
 coastwise steam vessels for license as chief mate of coastwise steam 
 vessels of 500 gross tons or under, or 
 
 Eighth. Two years' service in the deck department of ocean or 
 coastwise sail vessels together with one year's service in the deck 
 department of ocean or coastwise steam vessels for license as chief 
 mate of coastwise steam vessels of 500 gross tons or under, or 
 
 Ninth. One year's service as master or two years' service as first- 
 class pilot of lake, bay, or sound towing steam vessels for license as 
 chief mate of coastwise towing steam vessels of 300 gross tons or 
 under. 
 
 In cases where the experience of an applicant for license as chief 
 mate of coastwise steam vessels does not meet the specific require- 
 ments of this section, other service which the local inspectors consider 
 a fair and reasonable equivalent may be accepted by them in lieu 
 of the service herein specified. 
 
 Second mate of coastwise steam vessels. 
 
 33. An applicant for license as second mate of coastwise steam 
 vessels shall be eligible for examination after he has furnished satis- 
 factory documentary evidence to the local inspectors that he has 
 had the following experience: 
 
 First. One year's service as third mate of ocean or coastwise 
 steam vessels, or 
 
 Second. One year's service as quartermaster or wheelsman on 
 ocean or coastwise steam vessels while holding a license as third mate 
 of ocean or coastwise steam vessels, or 
 
 Third. Three years' service in the deck department of ocean or 
 coastwise steam vessels, or 
 
 Fourth. Two years' service in the deck department of ocean or 
 coastwise sail vessels together with one year's service in the deck 
 department of ocean or coastwise steam vessels, or 
 
 Fifth. A graduate from the seamanship class of a nautical school 
 ship together with three months' service in the deck department of 
 an ocean or coastwise steam vessel, or 
 
164 THE MEN ON DECK 
 
 Sixth. One year's service as a licensed master of lake, bay, or 
 sound steam vessels, or 
 
 Seventh. Two years' service as first-class pilot of lake, bay, or 
 sound steam vessels, or 
 
 Eighth. One year's service as first-class pilot of lake, bay, or 
 sound steam vessels, together with three months' service in the deck 
 department of ocean or coastwise steam vessels, or 
 
 Ninth. One year's service as chief mate of ocean or coastwise 
 steam vessels engaged in the fisheries, or 
 
 Tenth. One year's service as master of ocean or coastwise sail 
 vessels engaged in the fisheries. 
 
 In cases where the experience of an applicant for license as second 
 mate of coastwise steam vessels does not meet the specific require- 
 ments of this section, other service which the local inspectors consider 
 a fair and reasonable equivalent may be accepted by them in lieu 
 of the service herein specified. 
 
 Third mate of coastwise steam vessels. 
 
 34. An applicant for license as third mate of coastwise steam 
 vessels shall be eligible for examination after he has furnished satis- 
 factory documentary evidence to the local inspectors that he has had 
 the .following experience: 
 
 First. Two years' service in the deck department of ocean or 
 coastwise steam vessels, or 
 
 Second. Three years' service in the deck department of ocean 
 or coastwise sail vessels, or 
 
 Third. A graduate from the seamanship class of a nautical school 
 ship, or 
 
 Fourth. One year's service as master or first-class pilot of lake, 
 bay, or sound steam vessels. 
 
 In cases where the experience of an applicant for license as third 
 mate of coastwise steam vessels does not meet the specific require- 
 ments of this section, other service which the local inspectors consider 
 a fair and reasonable equivalent may be accepted by them in lieu 
 of the service herein specified. 
 
 Examination for license as chief nate and second mate of coast- 
 wise steam vessels. 
 
 35. An applicant for license as chief mate or second mate of coast- 
 wise steam vessels on routes exceeding 600 miles shall be required 
 
LICENSES FOR MASTER AND MATES 165 
 
 to pass a satisfactory examination as to his knowledge of the follow- 
 ing subjects: 
 
 1. Latitude by meridian altitude of the sun. 
 
 2. Day's work. 
 
 3. Determination of distance from a fixed object. 
 
 4. International rules for preventing collisions at sea. 
 
 5. Chart navigation. 
 
 6. Stowage of cargo. 
 
 7. Storm signals. 
 
 8. Such further examination of a non-mathematical character 
 
 as the local inspectors may require. 
 
 An applicant for license as chief mate or second mate of coast- 
 wise steam vessels on routes of 600 miles or less shall be required 
 to pass a satisfactory examination as to his knowledge of the following 
 subjects: 
 
 1. Chart navigation. 
 
 2. Aids to navigation on route. 
 
 3. Determination of distance from a fixed object. 
 
 4. Marking of lead line. 
 
 5. International rules for preventing collisions at sea. 
 
 6. Storm signals. 
 
 7. Such further examination of a non-mathematical character 
 
 as the local inspectors may require. 
 
 Examination for license as third mate of coastwise steam vessels. 
 36. An applicant for license as third mate of coastwise steam 
 vessels shall pass a satisfactory examination as to his knowledge of 
 the following subjects: 
 
 1. Chart navigation. 
 
 2. Determination of distance from a fixed object. 
 
 3. International rules for preventing collisions at sea. 
 
 4. Marking lead line. 
 
 5. Storm signals. 
 
 6. Such further examination of a non-mathematical character 
 
 as the local inspectors may require. 
 
 Indorsement of Inland Licenses for Ocean Service. 
 
 Resolved, That whenever it may appear to the satisfaction of the 
 Supervising Inspector General, that the demand for licensed officers 
 
166 THE MEN ON DECK 
 
 for ocean and coastwise vessels of the American merchant marine 
 is such that it cannot be met under existing requirements and regu- 
 lations he may authorize local inspectors to indorse the license of 
 officers of lake, bay, and sound steam vessels for ocean or coast- 
 wise service for a period not to exceed six months or until such officer 
 shall have passed a satisfactory examination for ocean or coastwise 
 service within this period. 
 
 Officers whose licenses have been so indorsed shall present them- 
 selves for examination at the earliest possible opportunity after said 
 indorsement. 
 
 Amendments of General Rules and Regulations for Bays, 
 Sounds, and Lakes Other than the Great Lakes. 
 
 Experience Qualifications of Officers Eliminated. 
 
 Resolved, That for the present and until further notice, sections 
 20, 21, 23, 26, 31 and 32 of Rule V, General Rules and Regulations 
 applying to Lakes (other than the Great Lakes), Bays, and Sounds, 
 be struck out, and local inspectors notified that hereafter in issuing 
 licenses to officers of vessels within this classification they may 
 exercise the judgment and discretion vested in them by the law, 
 without regard to the experience required by the rules and regulations 
 the sufficiency of such experience to be determined by the local 
 inspectors when the candidate applies for examination. 
 
CHAPTER XVII 
 THE WATCH OFFICER 
 
 THE Officer of the Watch or the Watch Officer, as he 
 is usually termed in the Merchant Service, is the deck officer 
 who has charge of the vessel while under way at sea. On 
 other occasions, if stopped through trouble, or because of 
 communication with other vessels, or on occasions requiring 
 special maneuvering, as in coming in and out of port, rescues 
 at sea, etc., the Master assumes full charge. 
 
 The Watch Officers. The watch officers are usually the 
 Chief, Second and Third Mates, on vessels of moderate 
 tonnage. In larger craft different watches are arranged. 
 Then the Chief Mate may stand no regular bridge watch, 
 and the Second, Third, and Fourth Mates take this duty. 
 
 In some liners it is the custom to style the watch officers, 
 all " second " officers; namely Senior, Junior, and Extra, 
 Second Officers. These are usually all master mariners. 
 Junior officers of the watch are also on the bridge, attend 
 to the conning of the course, the working of navigation and 
 bearings, and the keeping of the bridge log, which is signed 
 by the senior watch officer at the end of the watch. 
 
 Importance of Watch Duty. For a long time a slipshod 
 method of keeping watch prevailed in certain steamers, the 
 outgrowth of second-rate sailing-ship practice, where thrifty, 
 but ill-informed, masters, insisted on their watch officers 
 keeping " busy " during the day. 
 
 It was thought advisable by these gentlemen to have the 
 officer on the bridge " with nothing to do " attend to a bit 
 of sewing on canvas, or help out with the painting, and what 
 
 167 
 
168 THE MEN ON DECK 
 
 not. Of course such masters were doomed to the scrap heap 
 where they belong. A few miles added to the coal bill, 
 through slovenly day-time steering, with kinks in the course 
 as well as in the seams sewed by the misused officer, soon 
 brought about reform. Added to this a certain danger, such 
 as running down submerged hulls, and the like with the 
 thing happening once or twice, helped to wake up owners. 
 Also, the bumping of two of these " economical " (and 
 lubberly) craft, may have helped too. 
 
 FROM NAVIGATION LAWS OF THE UNITED STATES 
 
 The board of local inspectors shall make an entry in the certificate 
 of inspection of every ocean and coastwise sea-going merchant vessel 
 of the United States propelled by machinery, and every ocean-going 
 vessel carrying passengers, the minimum number of licensed deck 
 officers required for her safe navigation according to the following 
 scale: 
 
 That no such vessel shall be navigated unless she shall have on 
 board and in her service one duly licensed master. (Mar. 3, 1913; 
 sec. 2.) 
 
 Three watches. 
 
 That every such vessel of one thousand gross tons and over, 
 propelled by machinery, shall have in her service and on board 
 three licensed mates, who shall stand in three watches while such 
 vessel is being navigated, unless such vessel is engaged in a run of 
 less than four hundred miles from the port of departure to the port 
 of final destination, then such vessel shall have two licensed mates; 
 and every vessel of two hundred gross tons and less than one thousand 
 gross tons, propelled by machinery, shall have two licensed mates. 
 
 That every such vessel of one hundred gross tons and under two 
 hundred gross tons, propelled by machinery, shall have on board 
 and in her service one licensed mate; but if such vessel is engaged 
 in a trade in which the time required to make the passage from the 
 port of departure to the port of destination exceeds twenty-four 
 hours, then such vessel shall have two licensed mates. 
 
 That nothing in this section shall be so construed as to prevent 
 local inspectors from increasing the number of licensed officers on 
 
THE WATCH OFFICER 169 
 
 any vessel subject to the inspection laws of the United States if, 
 in their judgment, such vessel is not sufficiently manned for her safe 
 navigation: Provided, That this section shall not apply to fishing or 
 whaling vessels, yachts, or motor boats as denned in the Act of June 
 ninth, nineteen hundred and ten. 
 
 Rest before going on watch. 
 
 It shall be unlawful for the master, owner, agent, or other person 
 having authority, to permit an officer of any vessel to take charge 
 of the deck watch of the vessel upon leaving or immediately after 
 leaving port, unless such officer shall have had at least six hours off 
 duty within the twelve hours immediately preceding the time of 
 sailing, and no licensed officer on any ocean or coastwise vessel shall 
 be required to do duty to exceed nine hours of any twenty-four 
 while in port, including the date of arrival, or more than twelve hours 
 of any twenty-four at sea, except in a case of emergency when life 
 or property is endangered. Any violation of this section shall subject 
 the person or persons guilty thereof to a penalty of one hundred 
 dollars. (Sec. 3.) 
 
 Master Liable. The improper keeping of watch comes 
 clearly under the head of negligence, or even misconduct, 
 and the law governing this is of importance. The penalty, 
 when death results from such negligence, misconduct, etc. 
 is TEN THOUSAND DOLLARS FINE or IMPRISON- 
 MENT FOR TEN YEARS, OR BOTH. 
 
 The law is given below: 
 
 Death from negligence, misconduct, etc. 
 
 Every captain, engineer, pilot, or other person employed on any 
 steamboat or vessel, by whose misconduct, negligence, or inattention 
 to his duties on such vessel the life of any person is destroyed, and 
 every owner, charterer, inspector, or other public officer, through 
 whose fraud, neglect, connivance, misconduct, or violation of law 
 the life of <my person is destroyed, shall be fined not more than ten 
 thousand dollars, or imprisoned not more than ten years, or both: 
 Provided, That when the owner or charterer of any steamboat or 
 vessel shall be a corporation, any executive officer of such corpora- 
 tion, for the time being actually charged with the control and manage- 
 
170 THE MEN ON DECK 
 
 ment of the operation, equipment, or navigation of such steamboat 
 or vessel, who has knowingly and willfully caused or allowed such 
 fraud, neglect, connivance, misconduct, or violation of law, by which 
 the life of any person is destroyed, shall be fined not more than ten 
 thousand dollars, or imprisoned not more than ten years, or both. 
 (Sec. 282; Repeals R. S., 5344, and act Mar. 3, 1905, sec. 5.) 
 
 Watch officers should also heed another matter, a section 
 of Rule V, of the Board of Supervising Inspectors, this 
 rule is also given: 
 
 Only certain persons allowed in pilot house and on navigator's 
 bridge. 
 
 17. Masters and pilots of steamers carrying passengers shall ex- 
 clude from the pilot houses and navigator's bridge of such steamers, 
 while under way, all persons not connected with the navigation of 
 such steamers, except officers of the Steamboat-Inspection Service, 
 Coast Guard, and engineer officers of the United States Army in 
 charge of the improvement of that particular waterway, when upon 
 business: Provided, That licensed officers of steamboats, persons 
 regularly engaged in learning the profession of pilot, officers of the 
 United States Navy, United States Coast and Geodetic Survey, and 
 Lighthouse Service, assistant engineers of the Engineer Department 
 of the United States Army connected with the improvement of that 
 particular waterway, and the engineer officers connected with the 
 construction and operation of the Panama Canal may be allowed 
 in the pilot house or upon the navigator's bridge upon the respon- 
 sibility of the officer in charge. 
 
 The master of every such passenger and ferry steamer shall keep 
 three printed copies of this section of Rule V posted in conspicuous 
 places on such steamer, one of which shall be kept posted in the pilot 
 house. 
 
 Such printed copies shall be furnished by the Department of Com- 
 merce to local inspectors for distribution. (Sec. 4405, R. S.) 
 
 Relieving the Watch. On well-conducted vessels no part 
 of the routine is so important, and so necessary of clear-cut 
 understanding, as the matter of turning over the watch. 
 
 On a steamer in which the writer had the good fortune 
 
THE WATCH OFFICER 171 
 
 to serve a liner in the Transatlantic service this formality 
 was practiced with the utmost precision. 
 
 The officer in charge of the watch would keep facing 
 ahead, near the telegraph, if the weather was thick. He 
 would turn over the data of the watch rapidly and clearly; 
 the relieving officer having already read over and initialed 
 the Captain's order book. 
 
 Special orders from the Captain. 
 
 Position how obtained when. 
 
 Vessels passed; in last hour, at least. 
 
 Weather fog if any; sea rising or falling. 
 
 Wind, veering, or hauling. 
 
 Distance made by log revolutions. 
 
 Soundings taken if any. 
 
 Lights sighted, or expected; if in pilot waters. 
 
 How vessel was steering wild good etc. 
 
 THEN being ready to turn over the watch : 
 
 " The course is N. 76 degrees east," says the Officer of 
 the Watch. 
 
 " N. 76 degrees, east," is the reply, and the moment these 
 words are spoken the relief is in charge, and steps next to 
 the telegraph. 
 
 An Incident at Eight Bells. This simple ceremony of 
 turning the watch over took place one morning at eight 
 bells it was a smoky channel morning, heavy weather had 
 been met with on the run eastward, and the train for London 
 was waiting at Southampton, for the first-class passengers 
 who expected to dine at the metropolis that night. It was 
 foggy, and the vessel was doing close to twenty knots; the 
 telegraphs at " stand by." Everything had been passed 
 over to the relief. The quartermasters and juniors had 
 
172 THE MEN ON DECK 
 
 relieved each other, two watches were on the bridge at once, 
 in the cold wet mist. One crowd, still a trifle sleepy, but 
 filled with a sea breakfast, the other tired and wet. 
 
 Just as the course was being given, and half completed, 
 something leapt out of the gray fog: 
 
 * Three " toots " on the horn in the crow's nest, sounded 
 and a four-masted sailer shot up, as if a picture thrown on 
 the screen of fog ahead. 
 
 "Hard Starb'd!" the order snapped out on the tail of 
 the words of the course. The wet and draggled officer of 
 the watch had not yet received his reply he was still in 
 charge. 
 
 His order came with the harsh jangle of the telegraph 
 he was stopping the port engine and we swept past an 
 iron four-masted ship, her crew clambering to the bulwarks, 
 her sails slatting in the breeze, as we got the first sound of 
 her horn. 
 
 The above is an instance where something happened at 
 a critical moment. But both officers were trained men, and 
 the man in charge knew he was still responsible, and acted 
 without a second of delay. 
 
 Responsibility. Few men, aside from those who serve as 
 officers at sea, have the responsibility of life and property so 
 directly under them as the officers of the watch. 
 
 The young man who takes his first watch as officer in 
 charge with the great vessel her lives and cargo, all 
 obedient to his order and dependent upon his skill and quick- 
 ness in the sudden emergency that may spring up at any 
 moment; that youngster is to be congratulated. Few men 
 are given the direct handling and responsibility for such 
 mighty forces. 
 
 He, in most cases, realizes this. Accidents are usually 
 * Three toots vessel (or light) ahead. 
 
THE WATCH OFFICER 173 
 
 the outgrowth of carelessness, resulting from long watches 
 at sea where nothing ever happens. 
 
 It is necessary that the officer of the watch constantly 
 keep his edge. The old-fashioned system of " watch and 
 watch," that man- and soul-killing drill of an age of short- 
 sighted " economy," has come to be frowned upon by those 
 who have had to pay the bills resulting from accident and 
 loss. 
 
 The Officer of the watch should come to the bridge fresh 
 and in full vigor. His senses of sight and hearing should be 
 acute; he should be completely awake during the whole 
 four hours of his duty. 
 
 He should constantly keep in mind what he must do 
 under certain emergencies. 
 
 He should constantly be rehearsing disaster with fore- 
 sight as his mentor. 
 
 He must have ingrained in his being the instinctive 
 knowledge of PORT and STARBOARD, and what they 
 mean. Not as words, but as effects. 
 
 He should be a part of the ship. The direction of her 
 head, or the action of her engines, should be as natural to 
 him as any movement of his own body. 
 
 This habit of mind enables an officer to act as quick as 
 he can think to do the right thing without an instant of 
 hesitation. 
 
 Rules of the Road. The rules of the road should also be 
 a part of his unconscious knowledge particularly those rules 
 relating to the prevention of collision at sea. 
 
 Many watch officers familiar with the rules of the Road 
 on the high seas, are lamentably lax when conning their 
 vessel through narrow waters; here is where a great per- 
 centage of the accidents to vessels occur. Know the inland 
 
174 THE MEN ON DECK 
 
 rules, the whistle signals; the proper side of the fairways to 
 take; the buoys and marks. 
 
 What to Look Out for. The officer of the watch should 
 keep his eyes pretty close to the water ahead; even in the 
 sleepy times of peace. Look for patches of weed; and avoid 
 them. Look for submerged wreckage; floating mines for 
 many years after the war well whitened with bird drop- 
 pings, and almost invisible in the wake of the sun. 
 
 And at the present time no merchantman needs to be 
 warned to look out for periscopes, or what to do when he 
 sees one and remember they are camouflaged too. Do not 
 be too quick to ram a periscope that is lying still. It may 
 be a mine. 
 
 Vessels without Lights. Vessels in dangerous waters now 
 run without the usual lights in fact with no lights at all. 
 This brings us to the question of redoubled vigilance of the 
 keenest and most wide-awake type of watch officer. As 
 vessels become more valuable, and more necessary the 
 necessity for the best kind of conning is self evident. Yet, 
 due to our unfortunate lack of sea interest it is now necessary, 
 to let down the bars and send back to the sea men who lack 
 in the keenness and training that the situation demands, men 
 who are simply so because of our faulty lack of foresight in 
 the past. 
 
 The running without lights is sanctioned by the govern- 
 ments at war, as a necessary war measure and fog signals 
 are omitted in war zones. 
 
 The Unwritten Rule. Watch officers have long con- 
 sidered an " unwritten rule " that has no doubt been acted 
 upon. Namely, if you see collision coming, " hit the other 
 fellow/' This of course is to be taken for what it is worth 
 and should find no response in the mind of the young officer 
 who tramps the bridge on the night watch and works out 
 the problems of the sea. 
 
THE WATCH OFFICER 175 
 
 The law is very concise about the " Risk of collision " 
 and collision comes without much warning. The one thing 
 that is positive, is the duty to stand by, and this is incumbent 
 on both vessels. 
 
 Risk of Collision Rule. Risk of collision can, when cir- 
 cumstances permit, be ascertained by carefully watching 
 the compass bearing of an approaching vessel. If the bearing 
 does not appreciably change, such risk should be deemed 
 to exist. 
 
 Duty to Stay by. In every case of collision between two 
 vessels it shall be the duty of the master or person in charge 
 of each vessel, if and so far as he can do so without serious 
 danger to his own vessel, crew, and passengers (if any), to 
 stay by the other vessel until he has ascertained that she 
 has no need of further assistance, and to render to the other 
 vessel, her master, crew, and passengers (if any), such assist- 
 ance as may be practicable and as may be necessary in order 
 to save them from any danger caused by the collision, and 
 also to give to the master or person in charge of the other 
 vessel the name of his own vessel and her port of registry, 
 or the port or place to which she belongs, and also the name 
 of the ports and places from which and to which she is 
 bound. 
 
 If he fails so to do, and no reasonable cause for such 
 failure is shown, the collision shall, in the absence of proof 
 to the contrary, be deemed to have been caused by his 
 wrongful act, neglect, or default. 
 
 Every master or person in charge of a United States 
 vessel who fails, without reasonable cause, to render such 
 assistance or give such information as aforesaid shall be 
 deemed guilty of a misdemeanor, and shall be liable to a 
 penalty of one thousand dollars, or imprisonment for a term 
 not exceeding two years; and for the above sum the vessel 
 shall be liable and may be seized and proceeded against by 
 process in any district court of the United States by any 
 
176 THE MEN ON DECK 
 
 person; one-half such sum to be payable to the informer 
 and the other half to the United States. 
 
 Dangerous Conditions. Fog, mist, bright moonlight, coal 
 black night, with phosphorescent sea; all are dangerous con- 
 ditions so far as visibility is concerned. From three to five 
 in the morning; at the tail of the mid watch, and for the 
 first hour of the morning watch, when vitality is low, and 
 the senses of man lag with the coming of the dawn; then is 
 the time that the officer of the watch should key himself 
 to a sense of complete responsibility helped out by black 
 coffee if it can be had and every steamer should provide 
 this at the change of watch, and oftener if need be. 
 
 Look Out. Be alive to the changes of the weather, 
 Steamship officers are liable to lack in this respect. Watch 
 the stars, if out. Note the sudden snuffing out of stars 
 near the horizon watch out for fog banks lying low ahead. 
 
 Look out for white water, squalls, get awnings in before 
 they are blown away never leaving the bridge, of course, 
 unless the Master relieves. 
 
 Ice. If in the dangerous latitudes look out for ice. Note 
 sudden changes in the temperature of air and sea. The sea 
 water should be taken every hour at least. Ice gives no 
 warning sense it, and slow down before it is too late. 
 Remember the Titanic. 
 
 Watch the barometer changes the clouds the wind, and 
 its changes, whether veering, or hauling. 
 
 Important. Know the sailing ship routes study the 
 pilot charts and always remember the possible speed and 
 condition of sail, whether on the wind, or free, of sailing 
 vessels that are liable to be met with in your vicinity. 
 
 Night Orders. The night order book contains two sets 
 of orders: 
 
THE WATCH OFFICER 177 
 
 THE STANDING ORDERS 
 
 A. Before taking charge make yourself thoroughly familiar 
 with the position of the ship with reference to vessels in sight, 
 any land or shoals or rocks that may be near; with the general 
 condition of the weather, speed, revolutions, sail, if any is set, 
 awnings, boats swung out, running lights, and the orders of 
 the Captain for the night. 
 
 B. Make no change in the course unless instructed to do 
 so by the night orders, without obtaining the permission of the 
 Captain unless it is necessary to avoid immediate danger. 
 Then report promptly to the Captain by messenger or tele- 
 phone. 
 
 C. Make no change in the speed, unless as directed by the 
 night orders, or to avoid collision. 
 
 D. Report promptly to the Captain all lights upon the shore; 
 discolored water; unusual weather conditions; and report all 
 vessels sighted and their nature, when this can be determined. 
 (At night, it is not usual to report every steamer passed.) 
 
 E. When in doubt about anything affecting the safety of 
 the vessel, call the Captain at once. 
 
 F. In the event of fire, or any kind of disturbance or 
 accident, call the Captain at once, and report same. 
 
 G. Man overboard; act at once, stop, reverse, release 
 water lights and ring buoys, call away quarter boat, and call 
 Captain. 
 
 H. Keep lookouts posted after dark, or in fog. Comply 
 with all the regulations for preventing collisions at sea. Call 
 Captain if it gets thick; start fog signals at once. 
 
 I. Report all unusual changes in sea or weather to the 
 Captain. If engines stop, or slow down without orders from 
 the bridge, call Captain at once. 
 
 J. Take bearings on the course whenever suitable stars 
 are available. Call Captain at any unusual change in devia- 
 tion, or error. 
 
178 THE MEN ON DECK 
 
 K. Get sights when favorable conditions present themselves. 
 Report all fixes to the Captain, on Officers' Report Blanks, 
 show bearings, and time (ship) and log readings. 
 
 L. All officers must read and sign these STANDING 
 ORDERS, and must read and sign the night order book at 
 the beginning of their watch, before taking over the course. 
 
 THE NIGHT ORDERS 
 
 The night orders are usually written up by the Master 
 in the dog watch and are signed by the officer coming on 
 for the first night watch, eight to midnight. 
 
 They may be amended and added to at any time. If 
 the Master adds anything to the orders he will relieve the 
 officer of the watch, while his added instructions are being 
 read and initialed, if necessary. 
 
 The night orders are liable to instruct about: 
 
 Changes in the course when how much what course. 
 
 Cautions as to lights and landfalls expected. 
 
 Cautions as to vessels to be met. 
 
 Cautions as to weather changes. 
 
 Instructions as to calling of Captain, Chief Mate, etc. 
 
 Instructions as to getting under way, calling officers, men, 
 (when at anchor). 
 
 Instructions as to navigation sights bearings. 
 
 The Deck. Where the Chief Mate stands a bridge watch, 
 the officer of the watch is generally considered to be in 
 charge of the men on deck, though they may be engaged 
 at work under the boatswain work laid out by the Chief 
 Mate. This, however, is largely a matter of organization. 
 If the vessel is small, the officer of the watch can keep an 
 eye on things from the bridge. If he Jieeds assistance of 
 
THE WATCH OFFICER 179 
 
 any kind he calls for it. He directs the taking in of awnings, 
 and sails, if carried, the turning of ventilators, the closing of 
 the cowls in case of rain. 
 
 Fire. In the event of fire: 
 
 CALL THE CAPTAIN, if a junior officer, call the Chief 
 Mate also. 
 
 At the same time sound the fire alarms. 
 
 The usual fire drill then takes place. 
 
 The vessel is turned over to the Captain as soon as fire 
 is reported and the officer of the watch attends at the fire 
 or does as he is directed by the Captain. The Chief Engi- 
 neer should also be informed of the fire, and the engineer 
 on watch is advised of it by telephone or by voice tube. 
 
 The wireless operators are advised at once and await 
 the orders of the Captain, except in case of sudden disaster, 
 when they at once send out their calls for assistance. 
 
 Being Overtaken. When your vessel is being overtaken, 
 set off flare-up and call Captain at once. On many slow 
 cargo steamers a lookout astern is almost as necessary as 
 a lookout ahead. 
 
 Running Lights. In narrow waters have oil lamps trimmed 
 and ready for use, in case the electric lights give out. This 
 is very important. 
 
 In War Zone. The standing of watches in the war zone 
 is subject to special precautions. 
 
 The following recommendations have been published by 
 the Supervising Inspector General: 
 
 Recommendations. 
 
 Reliable information is to the effect that many or nearly all of the 
 lives that have been lost from vessels after attack has been due to 
 the fact that, in many instances, the boats have been launched while 
 the ship has had considerable way, either ahead or astern, and that 
 
180 THE MEN ON DECK 
 
 engineers have been compelled to abandon the engine room while 
 the engines were still working. 
 
 It is suggested, therefore, that the bridge watch, or the master, 
 assure themselves, if possible, that the engines are at rest and the 
 way off the vessel before the boats are launched. It is also strongly 
 recommended that, due to the possibility of the boats on the weather 
 side of the ship not being available, the full lifeboat capacity on 
 cargo ships be carried on each side so that full capacity may be 
 available at all times. 
 
 It is strongly and earnestly recommended that on all vessels 
 entering the War Zone, or the dangerous areas, the passengers and 
 crew be kept fully prepared (so far as may be possible or the navi- 
 gation of the vessel permits), for speedy and immediate disembark- 
 ing, or abandoning ship in case of emergency, and that the crew be 
 furnished with life preservers of such character as to allow the free 
 use of the arms in rowing and boat launching. All should be warmly 
 clad without unnecessary or hindering incumbrance. 
 
 The requirements and suggestions herein set forth should be met 
 promptly and generously, and it is expected that all concerned will 
 cooperate in making better and safer conditions in the nagivation 
 of dangerous areas. Local inspectors, however, will not unneces- 
 sarily delay vessels from proceeding on their voyage to ports of the 
 Allied Governments if it is not possible to meet these requirements 
 previous to the appointed time of departure. 
 
 GEO. UHLER, 
 Supervising Inspector General. 
 
 Zig-zag. The great utility of zig-zagging is recognized. 
 The Zig-zag control apparatus, marketed by Captain Arthur 
 N. McGray of New York, has special advantages, and watch 
 officers should master its use. 
 
 Bearings. Get bearings, bow and beam, two point, or 
 cross, at every opportunity. Get vertical angles, horizontal 
 angles, tangents, wherever possible. Fix the vessel as often 
 as you can. 
 
 If the vessel carried a three-armed protractor, get the hori- 
 zontal angles between any three objects, that are visible, and 
 
THE WATCH OFFICER 181 
 
 favorably situated with reference to the vessel, and are 
 plotted on the chart. 
 
 Lights. See all light houses, and light ships, when you 
 expect to, or call the Captain. 
 
 Azimuths Amplitudes. Get azimuths and amplitudes 
 at every favorable opportunity and see the results carefully 
 entered in the deviation log, so the Captain can inspect 
 them. 
 
 Sights. Get sights as often as possible on the watch. 
 With clear horizon at twilight, get stars east and west, and 
 north and south. Such a fix is often most important. 
 Check up all dead reckoning by observations. 
 
 Hydrographic Reports. The report blanks furnished by 
 the Hydrographic Office should be carefully filled out and 
 forwarded. This duty is usually given to one of the junior 
 officers. 
 
 Pilot Charts. The officer on watch can very profitably 
 occupy his mind in studying the pilot charts furnished by 
 the U. S. Hydrographic Office, they yield much useful data, 
 and are specially useful in warning of the existence of dere- 
 licts, and their possible drift. 
 
 Derelicts. Trace out all derelicts shown in your path 
 with their possible drift since last report. Always keep a 
 sharp lookout for them, whether on the pilot chart or not. 
 
 Bridge. Many bridges are fitted with comfortable shel- 
 ters at the wings others with elaborate enclosures. A 
 simple work desk should be provided, when only one officer 
 is on watch, so he can work out bearings, etc., while on the 
 bridge, facing ahead. 
 
182 THE MEN ON DECK 
 
 Useful Desk. The desk also serves as a handy table for 
 his sextant, or for a cup of hot coffee cabin style. 
 
 Quartermasters. Quartermasters are usually carried, 
 and they are under the immediate charge of the officer of 
 the watch. The care of the bridge, its neat and shipshape 
 appearance, reflects credit, or otherwise, on the watch officers. 
 
 Bridge Etiquette. The etiquette of the bridge, in the 
 Merchant Service, especially on the large liners, is as formal 
 and stiff as that on any battleship. The heights of respon- 
 sibility are always on high tension. In the lesser trades, 
 on tramps and the like, officers are more lax, though they 
 should be no less vigilant. 
 
 Salutes are given and returned (on the liners) and uniform 
 is worn. 
 
 Relieving officer should be on bridge at least five minutes 
 before eight bells. 
 
 Commissions M. M. The British Merchant Service is at 
 the present time strongly advocating commissions, by the 
 Government, for Merchant Marine Officers. With our Ship- 
 ping Board, and with the growing control by military and 
 naval authorities over merchantmen, some such plan might 
 be advisable for American Merchant Marine Officers, and 
 would undoubtedly help to elevate the standards, and bring 
 the naval and mercantile services into closer harmony. 
 
 Standard Uniform. The British Merchant Service asso- 
 ciations are also agitating the question of some sort of 
 standard uniform for merchant service, officers and men. 
 
 This is a good idea, and should be adopted by Americans. 
 The writer, however, would not advise the adoption of the 
 naval blouse. This is the property of the U. S. Navy. 
 Merchant officers, if they adopt any sort of uniform, should 
 provide themselves with something having pockets, and a 
 roll collar, and less on the order of a princess gown. 
 
THE WATCH OFFICER 183 
 
 Conclusion. The watch officers of a vessel should be 
 as familiar as possible with the handling qualities of their 
 vessel : 
 
 Her turning circle. 
 
 Her quickest turn usually both screws ahead. 
 
 Her shortest turn inner screw slow astern and the way her head 
 scends, under all conditions. 
 
 See that the course is kept religiously use small helm, be quick 
 and courteous. Keep a sharp lookout for signals when passing 
 craft at sea Call Captain and reply smartly. 
 
 THE WATCH OFFICER IN PORT 
 
 While in port, merchant ships, except the larger liners, 
 do not indulge in the luxury of an officer of the watch, in 
 fact such a gentleman would be out of place with his telescope 
 under his arm, dodging drafts of cargo, and listening to the 
 repartee of the stevedores. Everything in its place, and as 
 common sense rules in the long run, the formalities of the 
 merchant service have settled down to the more simple 
 courtesies of life. 
 
 A quartermaster should be on gangway watch, cleanly 
 dressed, or in uniform, if it is worn, to see that only those 
 who have business on board are admitted to the ship. He 
 should salute the officers, who will return it. 
 
 On Sundays, and Holidays, when cargo is not being 
 worked, and when the ship is at rest, an officer should be 
 told off to stand day's duty. He should see that the vessel 
 is in shipshape order, falls neatly coiled, decks clean, Irish 
 pendants all removed, awnings hauled out taut, flags closely 
 mast headed and kept clear, and that everything is kept in 
 immaculate order about the gangway. He should not allow 
 loitering about the gangway. 
 
CHAPTER 
 THE RULES OF 
 
 INTERNATIONAL RULES 
 I. ENACTING CLAUSE, SCOPE, AND PENALTY 
 
 Be it enacted by the Senate and House of Representatives of the 
 United States of America in Congress assembled, That the following 
 regulations for preventing collisions at sea shall be followed by all 
 public and private vessels of the United States upon the high seas 
 and in all waters connected therewith, navigable by seagoing vessels. 
 
 ARTICLE 30. Nothing in these rules shall interfere with the oper- 
 ation of a special rule, duly made by local authority, relative to the 
 navigation of any harbor, river, or inland waters. 
 
 184 
 
XVIII 
 THE ROAD 
 
 INLAND RULES 
 I. ENACTING CLAUSE, SCOPE, AND PENALTY. 
 
 Whereas the provisions of chapter eight hundred and two of the 
 laws of eighteen hundred and ninety, and the amendments 
 thereto, adopting regulations for preventing collisions at sea 
 [i.e., international rules of left-hand column], apply to all waters of 
 the United States connected with the high seas navigable by 
 sea-going vessels, except so far as the navigation of any harbor, 
 river, or inland waters is regulated by special rules duly made 
 by local authority; and 
 
 Whereas it is desirable that the regulations relating to the navigation 
 of all harbors, rivers, and inland waters of the United States, 
 except the Great Lakes and their connecting and tributary 
 waters as far east as Montreal and the Red River of the North and 
 rivers emptying into the Gulf of Mexico and their tributaries, 
 shall be stated in one act: Therefore, 
 
 Be it enacted by the Senate and House of Representatives of the 
 United States of America in Congress assembled, That the following 
 regulations for preventing collisions shall be followed by all vessels 
 navigating all harbors, rivers, and inland waters of the United States, 
 except the Great Lakes and their connecting and tributary waters as 
 far east as Montreal and the Red River of the North and rivers 
 emptying into the Gulf of Mexico and their tributaries, and are hereby 
 declared special rules duly made by local authority: 
 
 SEC. 3. That every pilot, engineer, mate, or master of any steam 
 vessel, and every master or mate of any barge or canal boat, who 
 neglects or refuses to observe the provisions of this act, or the regu- 
 lations established in pursuance of the preceding section [see section 2, 
 page 193], shall be liable to a penalty of fifty dollars, and for all 
 
 185 
 
186 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 PRELIMINARY DEFINITIONS 
 
 In the following rules every steam vessel which is under sail 
 and not under steam is to be considered a sailing vessel, and every 
 vessel under steam, whether under sail or not, is to be considered a 
 steam vessel. 
 
 The words "steam vessel" shall include any vessel propelled 
 by machinery. 
 
 A vessel is " under way," within the meaning of these rules, when 
 she is not at anchor, or made fast to the shore, or aground. 
 
 II. LIGHTS, AND SO FORTH 
 
 The word " visible " in these rules when applied to lights shall 
 mean visible on a dark night with a clear atmosphere. 
 
 ARTICLE i. The rules concerning lights shall be complied with in 
 all weathers from sunset to sunrise, and during such time no other 
 lights which may be mistaken for the prescribed lights shall be 
 exhibited. 
 
 Steam vessels masthead light. 
 
 ART. 2. A steam vessel when under way shall carry (a) On or in 
 front of the foremast, or if a vessel without a foremast, then in the 
 fore part of the vessel, at a height above the hull of not less than twenty 
 feet, and if the breadth of the vessel exceeds twenty feet, then at a 
 height above the hull not less than such breadth, so, however, that 
 the light need not be carried at a greater height above the hull than 
 
THE RULES OF THE ROAD 187 
 
 INLAND RULES 
 
 damages sustained by ny passenger in his person or baggage by such 
 neglect or refusal: Provided, That nothing herein shall relieve any 
 vessel, owner, or corporation from any liability incurred by reason 
 of such neglect or refusal. 
 
 SEC. 4. That every vessel that shall be navigated without com- 
 plying with the provisions of this act shall be liable to a penalty of 
 two hundred dollars, one-half to go to the informer, for which sum 
 the vessel so navigated shall be liable and may be seized and pro- 
 ceeded against by action in any district court of the United States 
 having jurisdiction of the offense. 
 
 PRELIMINARY DEFINITIONS 
 
 In the following rules every steam vessel which is under sail and 
 not under steam is to be considered a sailing vessel, and every vessel 
 under steam, whether under sail or not, is to be considered a steam 
 vessel. 
 
 The words "steam vessel" shall include any vessel propelled by 
 machinery. 
 
 A vessel is "under way," within the meaning of these rules, when 
 she is not at anchor, or made fast to the shore, or aground. 
 
 II. LIGHTS AND SO FORTH 
 
 The word "visible" in these rules, when applied to lights, shall 
 mean visible on a dark night with a clear atmosphere. 
 
 ARTICLE i. The rules concerning lights shall be complied with in 
 all weathers from sunset to sunrise, and during such time no other 
 lights which may be mistaken for the prescribed lights shall be 
 exhibited. 
 
 Steam vessels masthead light. 
 
 ART. 2. A steam vessel when under way shall carry (a) On or 
 in the front of the foremast, or if a vessel without a foremast, then 
 in the fore part of the vessel, a bright white light so constructed as 
 to show an unbroken light over an arc of the horizon of twenty points 
 of the compass, so fixed as to throw the light ten points on each side 
 of the vessel, namely, from right ahead to two points abaft the beam 
 
188 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 forty feet, a bright white light, so constructed as to show an un- 
 broken light over an arc of the horizon of twenty points of the com- 
 pass, so fixed as to throw the light ten points on each side of the 
 vessel, namely, from right ahead to two points abaft the beam on 
 either side, and of such a character as to be visible at a distance of 
 at least five miles. 
 
 Steam vessels side lights. 
 
 (b) On the starboard side a green light so constructed as to show 
 an unbroken light over an arc of the horizon of ten points of the 
 compass, so fixed as to throw the light from right ahead to two points 
 abaft the beam on the starboard side, and of such a character as to 
 be visible at a distance of at least two miles. 
 
 (c) On the port side a red light so constructed as to show an un- 
 broken light over an arc of the horizon of ten points of the compass, 
 so fixed as to throw the light from right ahead to two points abaft 
 the beam on the port side, and of such a character as to be visible at 
 a distance of at least two miles. 
 
 (d) The said green and red side lights shall be fitted with inboard 
 screens projecting at least three feet forward from the light, so as to 
 prevent these lights from being seen across the bow. 
 
 Steam vessels range lights. 
 
 (e) A steam vessel when under way may carry an additional 
 white light similar in construction to the light mentioned in sub- 
 division (a). These two lights shall be so placed in line with the keel 
 that one shall be at least fifteen feet higher than the other, and in such 
 a position with reference to each other that the lower light shall be 
 forward of the upper one. The vertical distance between these 
 lights shall be less than the horizontal distance. 
 
THE RULES OF THE ROAD 189 
 
 INLAND RULES 
 
 on either side, and of such a character as to be visible at a distance 
 of at least five miles. 
 
 Steam vesselsside lights. 
 
 (b) On the starboard side a green light so constructed as to show 
 an unbroken light over an arc of the horizon of ten points of the com- 
 pass, so fixed as to throw the light from right ahead to two points 
 abaft the beam on the starboard side, and of such a character as to be 
 visible at a distance of at least two miles. 
 
 (c) On the port side a red light so constructed as to show an 
 unbroken light over an arc of the horizon of ten points of the compass, 
 so fixed as to throw the light from right ahead to two points abaft the 
 beam on the port side, and of such a character as to be visible at a 
 distance of at least two miles. 
 
 (d) The said green and red side lights shall be fitted with inboard 
 screens projecting at least three feet forward from the light, so as to 
 prevent these lights from being seen across the bow. 
 
 Steam vessels range lights. 
 
 (e) A seagoing steam vessel when under way may carry an addi- 
 tional white light similar in construction to the light mentioned in 
 subdivision (a). These two lights shall be so placed in line with the 
 keel that one shall be at least fifteen feet higher than the other, and 
 in such a position with reference to each other that the lower light 
 shall be forward of the upper one. The vertical distance between 
 these lights shall be less than the horizontal distance. 
 
 (/) All steam vessels (except seagoing vessels and ferryboats), 
 shall carry in addition to green and red lights required by article two 
 (6), (c), and screens as required by article two (d), a central range of 
 two white lights; the after light being carried at an elevation at least 
 fifteen feet above the light at the head of the vessel. The headlight 
 shall be so constructed as to show an unbroken light through twenty 
 points of the compass, namely, from right ahead to two points abaft 
 the beam on either side of the vessel, and the after light so as to show 
 all around the horizon. 
 
190 THE MEN ON BECK 
 
 INTERNATIONAL RULES 
 Steam vessels when towing. 
 
 ART. 3. A steam vessel when towing another vessel shall, in addi- 
 tion to her side lights, carry two bright white lights in a vertical line 
 one over the other, not less than six feet apart, and when towing more 
 than one vessel shall carry an additional bright white light six feet 
 above or below such lights, if the length of the tow measuring from 
 the stern of the towing vessel to the stern of the last vessel towed 
 exceeds six hundred feet. Each of these lights shall be of the same 
 construction and character, and shall be carried in the same position 
 as the white light mentioned in article two (a), excepting the additional 
 light, which may be carried at a height of not less than fourteen feet 
 above the hull. 
 
 Such steam vessel may carry a small white light abaft the funnel 
 or aftermast for the vessel towed to steer by, but such light shall not 
 be visible forward of the beam. 
 
 Special lights. 
 
 ART. 4. (a) A vessel which from any accident is not under 
 command shall carry at the same height as a white light mentioned 
 in article two (a), where they can best be seen, and if a steam vessel 
 in lieu of that light two red lights, in a vertical line one over the other, 
 not less than six feet apart, and of such a character as to be visible all 
 around the horizon at a distance of at least two miles; and shall by 
 day carry in a vertical line one over the other, not less than six feet 
 apart, where they can best be seen, two black balls or shapes, each 
 two feet in diameter. 
 
 (b) A vessel employed in laying or in picking up a telegraph 
 cable shall carry in the same position as the white light mentioned 
 in article two (a), and if a steam vessel in lieu of that light three 
 lights in a vertical line one over the other not less than six feet 
 apart. The highest and lowest of these lights shall be red, and the 
 middle light shall be white, and they shall be of such a character as 
 to be visible all around the horizon, at a distance of at least two miles. 
 By day she shall carry in a vertical line, one over the other, not less 
 than six feet apart, where they can best be seen, three shapes not 
 less than two feet in diameter, of which the highest and lowest shall 
 be globular in shape and red in color, and the middle one diamond 
 in shape and white. 
 
THE RULES OF THE ROAD 
 
 191 
 
 INLAND RULES 
 Steam vessels when towing. 
 
 ART. 3. A steam vessel when towing another vessel shall, in 
 addition to her side lights, carry two bright white lights in a vertical 
 line one over the other, not less than three feet apart, and when towing 
 more than one vessel shall carry an additional bright white light three 
 feet above or below such lights, if the length of the tow measuring 
 from the stern of the towing vessel to the stern of the last vessel towed 
 exceeds six hundred feet. Each of these lights shall be of the same 
 construction and character, and shall be carried in the same position 
 as the white light mentioned in article two (a) or the after range light 
 mentioned in article two (f). 
 
 Such steam vessel may carry a small white light abaft the funnel 
 or aftermast for the vessel towed to steer by, but such light shall not 
 be visible forward of the beam. 
 
192 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 (c) The vessels referred to in this article, when not making way 
 through the water, shall not carry the side lights, but when making 
 way shall carry them. 
 
 (d) The lights and shapes required to be shown by this article 
 are to be taken by other vessels as signals that the vessel showing 
 them is not under command and can not therefore get out of the way. 
 
 These signals are not signals of vessels in distress and requiring 
 assistance. Such signals are contained in article thirty-one. 
 
 Lights for sailing vessels and vessels in tow. 
 
 ART. 5. A sailing vessel under way and any vessel being towed 
 shall carry the same lights as are prescribed by article two for a steam 
 vessel under way, with the exception of the white lights mentioned 
 therein, which they shall never carry. 
 
 Lights for small vessels. 
 
 ART. 6. Whenever, as in the case of small vessels under way 
 during bad weather, the green and red side lights can not be fixed, 
 these lights shall be kept at hand, lighted and ready for use; and 
 shall, on the approach of or to other vessels^ be exhibited on their 
 
THE RULES OF THE ROAD 193 
 INLAND RULES 
 
 Lights for sailing vessels and vessels in tow. 
 
 ART. 5. A sailing vessel under way or being towed shall carry the 
 same lights as are prescribed by article two for a steam vessel under 
 way, with the exception of the white lights mentioned therein, which 
 they shall never carry. 
 
 Lights for ferryboats, barges, and canal boats in tow. 
 
 SEC. 2. That the supervising inspectors of steam vessels and the 
 Supervising Inspector-General shall establish such rules to be observed 
 by steam vessels in passing each other and as to the lights to be car- 
 ried by ferryboats and by barges and canal boats when in tow of 
 steam vessels (and as to the lights and day signals to be carried by 
 vessels, dredges of all types, and vessels working on wrecks by [or] 
 other obstruction to navigation or moored for submarine operations, 
 or made fast to a sunken object which may drift with the tide or be 
 towed) not inconsistent with the provisions of this act, as they from 
 time to time may deem necessary for safety, which rules when ap- 
 proved by the Secretary of Commerce are hereby declared special 
 rules duly made by local authority, as provided for in article thirty 
 of chapter eight hundred and two of the laws of eighteen hundred 
 and ninety. Two printed copies of such rules shall be furnished to 
 such ferryboats (barges, dredges, canal boats, vessels working on 
 wrecks) and steam vessels, which rules shall be kept posted up in 
 conspicuous places in such vessels (barges, dredges, and boats). 
 
 Lights for small vessels. 
 
 ART. 6. Whenever, as in the case of vessels of less than ten gross 
 tons under way during bad weather, the green and red side lights 
 can not be fixed, these lights shall be kept at hand, lighted and ready 
 for use; and shall, on the approach of or to other vessels, be exhibited 
 
194 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 respective sides in sufficient time to prevent collision, in such manner 
 as to make them most visible, and so that the green light shall not 
 be seen on the port side nor the red light on the starboard side, nor, 
 if practicable, more than two points abaft the beam on their respective 
 sides. To make the use of these portable lights more certain and easy 
 the lanterns containing them shall each be painted outside with the 
 color of the light they respectively contain, and shall be provided with 
 proper screens. 
 
 Lights for small steam and sail vessels and open boats. 
 
 ART. 7. Steam vessels of less than forty, and vessels under 
 oars or sails of less than twenty tons gross tonnage, respectively, 
 and rowing boats, when under way, shall not be required to carry 
 the lights mentioned in article two (a), (&), and (c), but if they do 
 not carry them they shall be provided with the following lights: 
 
 First. Steam vessels of less than forty tons shall carry 
 
 (a) In the fore part of the vessel, or on or in front of the funnel, 
 where it can best be seen, and at a height above the gunwale of not less 
 than nine feet, a bright white light constructed and fixed as pre- 
 scribed in article two (a), and of such a character as to be visible at 
 a distance of at least two miles. 
 
 (b) Green and red side lights constructed and fixed as prescribed 
 in article two (b) and (c), and of such a character as to be visible at 
 a distance of at least one mile, or a combined lantern showing a green 
 light and a red light from right ahead to two points abaft the beam 
 on their respective sides. Such lanterns shall be carried not less 
 than three feet below the white light. 
 
 Second. Small steamboats, such as are carried by seagoing vessels, 
 may carry the white light at a less height than nine feet above the 
 gunwale, but it shall be carried above the combined lantern men- 
 tioned in subdivision one (b). 
 
 Third. Vessels under oars or sails of less than twenty tons shall 
 have ready at hand a lantern with a green glass on one side and a red 
 glass on the other, which, on the approach of or to other vessels, 
 shall be exhibited in sufficient time to prevent collision, so that the 
 green light shall not be seen on the port side nor the red light on the 
 starboard side. 
 
 Fourth. Rowing boats, whether under oars or sail, shall have 
 
THE RULES OF THE ROAD 195 
 
 INLAND RULES 
 
 on their respective sides in sufficient time to prevent collision, in 
 such manner as to make them most visible, and so that the green 
 light shall not be seen on the port side nor the red light on the star- 
 board side, nor, if practicable, more than two points abaft the beam 
 on their respective sides. To make the use of these portable lights 
 more certain and easy the lanterns containing them shall each be 
 painted outside with the color of the light they respectively contain, 
 and shall be provided with proper screens. 
 
 ART. 7. Rowing boats, whether under oars or sail, shall have 
 ready at hand a lantern showing a white light which shall be tem- 
 porarily exhibited in sufficient time to prevent collision. 
 
196 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 ready at hand a lantern showing a white light which shall be tem- 
 porarily exhibited in sufficient time to prevent collision. 
 
 The vessels referred to in this article shall not be obliged to carry 
 the lights prescribed by article four (a) and article eleven, last para- 
 graph. 
 
 Lights for pilot vessels. 
 
 ART. 8. Pilot vessels when engaged on their station on pilotage 
 duty shall not show the lights required for other vessels, but shall 
 carry a white light at the masthead, visible all around the horizon, 
 and shall also exhibit a flare-up light or flare-up lights at short 
 intervals, which shall never exceed fifteen minutes. 
 
 On the near approach of or to other vessels they shall have their 
 side lights lighted, ready for use, and shall flash or show them at 
 short intervals, to indicate the direction in which they are heading, 
 but the green light shall not be shown on the port side, nor the red 
 light on the starboard side. 
 
 A pilot vessel of such a class as to be obliged to go alongside 
 of a vessel to put a pilot on board may show the white light instead 
 of carrying it at the masthead, and may, instead of the colored lights 
 above mentioned, have at hand, ready for use, a lantern with green 
 glass on the one side and red glass on the other, to be used as pre- 
 scribed above. 
 
 Pilot vessels when not engaged on their station on pilotage duty 
 shall carry lights similar to those of other vessels of their tonnage. 
 
 A steam pilot vessel, when engaged on her station on pilotage 
 duty and in the waters of the United States, and not at anchor, 
 shall, in addition to the lights required for all pilot boats, carry at 
 a distance of eight feet below her white masthead light a red light, 
 visible all around the horizon and of such a character as to be visible 
 on a dark night with a clear atmosphere at a distance of at least 
 two miles, and also the colored side lights required to be carried by 
 vessels when under way. 
 
 When engaged on her station on pilotage duty and in waters of 
 the United States, and at anchor, she shall carry in addition to the 
 lights required for all pilot boats the red light above mentioned, but 
 not the colored side lights. When not engaged on her station on 
 pilotage duty, she shall carry the same lights as other steam vessels. 
 
THE RULES OF THE ROAD 197 
 
 INLAND RULES 
 
 Lights for pilot vessels. 
 
 ART. 8. Pilot vessels when engaged on their stations on pilotage 
 duty shall not show the lights required for other vessels, but shall 
 carry a white light at the masthead, visible all around the horizon, 
 and shall also exhibit a flare-up light or flare-up lights at short inter- 
 vals, which shall never exceed fifteen minutes. 
 
 On the near approach of or to other vessels they shall have their 
 side lights lighted, ready for use, and shall flash or show them at 
 short intervals, to indicate the direction in which they are heading, 
 but the green light shall not be shown on the port side nor the red 
 light on the starboard side. 
 
 A pilot vessel of such a class as to be obliged to go alongside of a 
 vessel to put a pilot on board may show the white light instead of 
 carrying it at the masthead, and may, instead of the colored lights 
 above mentioned, have at hand, ready for use, a lantern with a green 
 glass on the one side and a red glass on the other, to be used as pre- 
 scribed above. 
 
 Pilot vessels, when not engaged on their station on pilotage duty, 
 shall carry lights similar to those of other vessels of their tonnage. 
 
 A steam pilot vessel, when engaged on her station on pilotage 
 duty and in waters of the United States, and not at anchor, shall, in 
 addition to the lights required for all pilot boats, carry at a distance 
 of eight feet below her white masthead light a red light, visible all 
 around the horizon and of such a character as to be visible on a dark 
 night with a clear atmosphere at a distance of at least two miles, 
 and also the colored side lights required to be carried by vessels when 
 under way. 
 
 When engaged on her station on pilotage duty and in waters of 
 the United States, and at anchor, she shall carry in addition to the 
 lights required for all pilot boats the red light above mentioned, 
 but not the colored side lights. When not engaged on her station 
 on pilotage duty, she shall carry the same lights as other steam vessels. 
 
 
198 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 Lights, etc., of fishing vessels. 
 
 ART. 9. Fishing vessels and fishing boats, when under way and 
 when not required by this article to carry or show the lights hereinafter 
 specified, shall carry or show the lights prescribed for vessels of their 
 tonnage under way. 
 
 (a) Open boats, by which it is to be understood boats not protected 
 from the entry of sea water by means of a continuous deck, when 
 engaged in any fishing at night, with outlying tackle extending not 
 more than one hundred and fifty feet horizontally from the boat 
 into the seaway, shall carry one all-round white light. 
 
 Open boats, when fishing at night, with outlying tackle extending 
 more than one hundred and fifty feet horizontally from the boat 
 into the seaway, shall carry one all-round white light, and in addition, 
 on approaching or being approached by other vessels, shall show a 
 second white light at least three feet below the first light and at a 
 horizontal distance of at least five feet away from it in the 
 direction in which the outlying tackle is attached. 
 
 (b) Vessels and boats, except open boats as defined in sub- 
 division (a), when fishing with drift nets, shall, so long as the nets 
 are wholly or partly in the water, carry two white lights where they 
 can best be seen. Such lights shall be placed so that the vertical 
 distance between them shall be not less than six feet and not more 
 than fifteen feet, and so that the horizontal distance between them, 
 measured in a line with the keel, shall be not less than five feet and 
 not more than ten feet. The lower of these two lights shall be in the 
 direction of the nets, and both of them shall be of such a character 
 as to show all around the horizon, and to be visible at a distance of 
 not less than three miles. 
 
 Within the Mediterranean Sea and in the seas bordering the 
 coasts of Japan and Korea sailing fishing vessels of less than twenty 
 tons gross tonnage shall not be obliged to carry the lower of these 
 two lights. Should they, however, not carry it, they shall show 
 in the same position (in the direction of the net or gear) a white 
 light, visible at a distance of not less than one sea mile, on the approach 
 of or to other vessels. 
 
 (c) Vessels and boats, except open boats as defined in subdivision 
 (a), when line fishing with their lines out and attached to or hauling 
 their lines, and when not at anchor or stationary within the mean- 
 
THE RULES OF THE ROAD 199 
 
 INLAND RULES 
 Lights, etc., of fishing vessels. 
 
 ART. 9. (a) Fishing vessels of less than ten gross tons, when 
 under way and when not having their nets, trawls, dredges, or lines 
 in the water, shall not be obliged to carry the colored side lights; 
 but every such vessel shall, in lieu thereof, have ready at hand a 
 lantern with a green glass on one side and a red glass on the other side, 
 and on approaching to or being approached by another vessel such 
 lantern shall be exhibited in sufficient time to prevent collision, so 
 that the green light shall not be seen on the port side nor the red light 
 on the starboard side. 
 
 (b) All fishing vessels and fishing boats of ten gross tons or up- 
 ward, when under way and when not having their nets, trawls, 
 dredges, or lines in the water, shall carry and show the same lights 
 as other vessels under way. 
 
 (c) All vessels, when trawling, dredging, or fishing with any kind 
 of drag nets or lines, shall exhibit, from some part of the vessel where 
 they can be best seen, two lights. One of these lights shall be red 
 and the other shall be white. The red light shall be above the white 
 light, and shall be at a vertical distance from it of not less than six 
 feet and not more than twelve feet; and the horizontal distance be- 
 tween them, if any, shall not be more than ten feet. These two 
 lights shall be of such a character and contained in lanterns of such 
 construction as to be visible all round the horizon, the white light a 
 distance of not less than three miles and the red light of not less than 
 two miles. 
 
 Lights for rafts or other craft not provided for. 
 
 (d) Rafts, or other water craft not herein provided for, navigating 
 by hand power, horse power, or by the current of the river, shall 
 carry one or more good white lights, which shall be placed in such 
 manner as shall be prescribed by the Board of Supervising Inspectors 
 of Steam Vessels. 
 
200 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 ing of subdivision (h), shall carry the same lights as vessels fishing 
 with drift nets. When shooting lines, or fishing with towing lines, 
 they shall carry the lights prescribed for a steam or sailing vessel 
 under way, respectively. 
 
 Within the Mediterranean Sea and in the seas bordering the coast 
 of Japan and Korea sailing fishing vessels of less than twenty tons 
 gross tonnage shall not be obliged to carry the lower of these two 
 lights. Should they, however, not carry it, they shall show in the 
 same position (in the direction of the lines) a white light, visible 
 at a distance of not less than one sea mile on the approach of or to 
 other vessels. 
 
 (d) Vessels when engaged in trawling, by which is meant the 
 dragging of an apparatus along the bottom of the sea 
 
 First. If steam vessels, shall carry in the same position as the 
 white light mentioned in article two (a) a tri-colored lantern so con- 
 structed and fixed as to show a white light from right ahead to two 
 points on each bow, and a green light and a red light over an arc 
 of the horizon from two points on each bow to two points abaft 
 the beam on the starboard and port sides, respectively; and not less 
 than six nor more than twelve feet below the tri-colored lantern 
 a white light in a lantern, so constructed as to show a clear, uniform, 
 and unbroken light all around the horizon. 
 
 Second. If sailing vessels, shall carry a white light in a lantern, 
 so constructed as to show a clear, uniform, and unbroken light all 
 around the horizon, and shall also, on the approach of or to other 
 vessels, show where it can best be seen a white flare-up light or 
 torch in sufficient time to prevent collision. 
 
 All lights mentioned in subdivision (d) first and second shall be 
 visible at a distance of at least two miles. 
 
 (e) Oyster dredgers and other vessels fishing with dredge nets 
 shall carry and show the same lights as trawlers. 
 
 (/) Fishing vessels and fishing boats may at any time use a 
 flare-up light in addition to the lights which they are by this article 
 required to carry and show, and they may also use working lights. 
 
 (g) Every fishing vessel and every fishing boat under one hundred 
 and fifty feet in length, when at anchor, shall exhibit a white light 
 visible all around the horizon at a distance of at least one mile. 
 
 Every fishing vessel of one hundred and fifty feet in length or 
 
THE RULES OF THE ROAD 
 INLAND RULES 
 
 201 
 
202 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 upward, when at anchor, shall exhibit a white light visible all around 
 the horizon at a distance of at least one mile, and shall exhibit a 
 second light as provided for vessels of such length by article 
 eleven. 
 
 Should any such vessel, whether under one hundred and fifty 
 feet in length or of one hundred and fifty feet in length or upward, 
 be attached to a net or other fishing gear, she shall on the approach 
 of other vessels show an additional white light at least three feet 
 below the anchor light, and at a horizontal distance of at least five 
 feet away from it in the direction of the net or gear. 
 
 (h) If a vessel or boat when fishing becomes stationary in con- 
 sequence of her gear getting fast to a rock or other obstruction, she 
 shall in daytime haul down the day signal required by subdivision (k) ; 
 at night show the light. or lights prescribed for a vessel at anchor; 
 and during fog, mist, falling snow, or heavy rain storms make the 
 signal prescribed for a vessel at anchor. (See subdivision (d) and 
 the last paragraph of article fifteen.) 
 
 (i) In fog, mist, falling snow, or heavy rain storms drift-net 
 vessels attached to their nets, and vessels when trawling, dredging, 
 or fishing with any kind of drag net, and vessels line fishing with their 
 lines out, shall, if of twenty tons gross tonnage or upward, respec- 
 tively, at intervals of not more than one minute make a blast; if 
 steam vessels, with the whistle or siren, and if sailing vessels, with 
 the fog-horn, each blast to be followed by ringing the bell. Fishing 
 vessels and boats of less than twenty tons gross tonnage shall not 
 be obliged to give the above-mentioned signals; but if they do not, 
 they shall make some other efficient sound signal at intervals of 
 not more than one minute. 
 
 (k) All vessels or boats fishing with nets or lines or trawls, when 
 under way, shall in daytime indicate their occupation to an approach- 
 ing vessel by displaying a basket or other efficient signal where it 
 can best be seen. If vessels or boats at anchor have their gear out, 
 they shall, on the approach of other vessels, show the same signal 
 on the side on which those vessels can pass. 
 
 The vessels required by this article to carry or show the lights 
 hereinbefore specified shall not be obliged to carry the lights pre- 
 scribed by article four (a) and the last paragraph of article 
 eleven. 
 
THE RULES OF THE ROAD 
 INLAND RULES 
 
 203 
 
204 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 Lights for an overtaken vessel. 
 
 ART. 10. A vessel which is being overtaken by another shall show 
 from her stern to such last-mentioned vessel a white light or a flare-up 
 light. 
 
 The white light required to be shown by this article may be fixed 
 and carried in a lantern, but in such case the lantern shall be so 
 constructed, fitted, and screened that it shall throw an unbroken light 
 over an arc of the horizon of twelve points of the compass, namely, 
 for six points from right aft on each side of the vessel, so as to be 
 visible at a distance of at least one mile. Such light shall be carried 
 as nearly as practicable on the same level as the side lights. 
 
 Anchor lights. 
 
 ART. ii. A vessel under one hundred and fifty feet in length 
 when at anchor shall carry forward, where it can best be seen, but 
 at a height not exceeding twenty feet above the hull, a white light, 
 in a lantern so constructed as to show a clear, uniform, and unbroken 
 light visible all around the horizon at a distance of at least one mile. 
 
 A vessel of one hundred and fifty feet or upwards in leagth when 
 at anchor shall carry in the forward part of the vessel, at a height of 
 not less than twenty and not exceeding forty feet above the hull, 
 one such light, and at or near the stern of the vessel, and at such a 
 height that it shall be not less than fifteen feet lower than the forward 
 light, another such light. 
 
 The length of a vessel shall be deemed to be the length appearing 
 in her certificate of registry. 
 
 A vessel aground in or near a fairway shall carry the above light 
 or lights and the two red lights prescribed by article four (a). 
 
 Special signals. 
 
 ART. 12. Every vessel may, if necessary in order to attract 
 attention, in addition to the lights which she is by these rules required 
 to carry, show a flare-up light or use any detonating signal that can 
 not be mistaken for a distress signal. 
 
 Naval lights and recognition signals. 
 
 ART. 13. Nothing in these rules shall interfere with the operation 
 of any special rules made by the Government of any nation with 
 
THE RULES OF THE ROAD 205 
 
 INLAND RULES 
 Lights for an overtaken vessel. 
 
 ART. 10. A vessel which is being overtaken by another, except 
 a steam vessel with an after range light showing all around the horizon, 
 shall show from her stern to such last-mentioned vessel a white light 
 or a flare-up light. 
 
 Anchor lights. 
 
 ART. ii. A vessel under one hundred and fifty feet in length 
 when at anchor shall carry forward, where it can best be seen, but at 
 a height not exceeding twenty feet above the hull, a white light, in a 
 lantern so constructed as to show a clear, uniform, and unbroken light 
 visible all around the horizon at a distance of at least one mile. 
 
 A vessel of one hundred and fifty feet or upwards in length when 
 at anchor shall carry in the forward part of the vessel, at a height of 
 not less than twenty and not exceeding forty feet above the hull, 
 one such light, and at or near the stern of the vessel, and at such a 
 height that it shall be not less than fifteen feet lower than the forward 
 light, another such light. 
 
 The length of a vessel shall be deemed to be the length appearing 
 in her certificate of registry. 
 
 Special Signals. 
 
 ART. 12. Every vessel may, if necessary, in order to attract 
 attention, in addition to the lights which she is by these rules required 
 to carry, show a flare-up light or use any detonating signal that can 
 not be mistaken for a distress signal. 
 
 Naval lights and recognition signals. 
 
 ART. 13. Nothing in these rules shall interfere with the operation 
 of any special rules made by the Government of any nation with 
 
206 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 respect to additional station and signal lights for two or more ships 
 of war or for vessels sailing under convoy, or with the exhibition of 
 recognition signals adopted by shipowners, which have been author- 
 ized by their respective Governments and duly registered and pub- 
 lished. 
 
 Steam vessel under sail by day. 
 
 ART. 14. A steam vessel proceeding under sail only, but having 
 her funnel up, shall carry in daytime, forward, where it can best be 
 seen, one black ball or shape two feet in diameter. 
 
 HI. SOUND SIGNALS FOR FOG, AND SO FORTH 
 
 Preliminary. 
 
 ART. 15. All signals prescribed by this article for vessels under 
 way shall be given: 
 
 First. By " steam vessels " on the whistle or siren. 
 
 Second. By " sailing vessels " and " vessels towed " on the fog 
 horn. 
 
 The words " prolonged blast " used in this article shall mean a 
 blast of from four to six seconds duration. 
 
 A steam vessel shall be provided with an efficient whistle or siren, 
 sounded by steam or by some substitute for steam, so placed that the 
 sound may not be intercepted by any obstruction, and with an 
 efficient fog horn, to be sounded by mechanical means, and also with 
 an efficient bell. In all cases where the rules require a bell to be 
 used a drum may be substituted on board Turkish vessels, or a gong 
 where such articles are used on board small seagoing vessels. A 
 sailing vessel of twenty tons gross tonnage or upward shall be pro- 
 vided with a similar fog horn and bell. 
 
 In a fog, mist, falling snow, or heavy rain storms, whether by day 
 or night, the signals described in this article shall be used as follows, 
 namely: 
 
 Steam vessel under way. 
 
 (a) A steam vessel having way upon her shall sound, at intervals 
 of not more than two minutes, a prolonged blast. 
 
 (b) A steam vessel under way, but stopped, and having no way 
 
THE RULES OF THE ROAD 207 
 
 INLAND RULES 
 
 respect to additional station and signal lights for two or more ships 
 of war or for vessels sailing under convoy, or with the exhibition of 
 recognition signals adopted by shipowners, which have been author- 
 ized by their respective Governments, and duly registered and pub- 
 lished. 
 
 Steam vessel under sail by day. 
 
 ART. 14. A steam vessel proceeding under sail only, but having 
 her funnel up, may carry in daytime, forward, where it can best be 
 seen, one black ball or shape two feet in diameter. 
 
 III. SOUND SIGNALS FOR FOG, AND SO FORTH 
 
 Preliminary. 
 
 ART. 15. All signals prescribed by this article for vessels under 
 way shall be given: 
 
 1. By "steam vessels" on the whistle or siren. 
 
 2. By "sailing vessels" and "vessels towed" on the fog horn. 
 The words "prolonged blast" used in this article shall mean a 
 
 blast of from four to six seconds duration. 
 
 A steam vessel shall be provided with an efficient whistle or siren, 
 sounded by steam or by some substitute for steam, so placed that the 
 sound may not be intercepted by any obstruction, and with an effi- 
 cient fog horn; also with an efficient bell. A sailing vessel of twenty 
 tons gross tonnage or upward shall be provided with a similar fog 
 horn and bell. 
 
 In log, mist, falling snow, or heavy rain storms, whether by day 
 or night, the signals described in this article shall be used as follows, 
 namely: 
 
 Steam vessel under way. 
 
 (a) A steam vessel under way shall sound, at intervals of not more 
 than one minute, a prolonged blast. 
 
208 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 upon her, shall sound, at intervals of not more than two minutes, 
 two prolonged blasts, with an interval of about one second between. 
 
 Sail vessel under way. 
 
 (c) A sailing vessel under way shall sound, at intervals of not 
 more than one minute, when on the starboard tack, one blast; when 
 on the port tack, two blasts in succession, and when with the wind 
 abaft the beam, three blasts in succession. 
 
 Vessels at anchor or not under way. 
 
 (d) A vessel when at anchor shall, at intervals of not more than 
 one minute, ring the bell rapidly for about five seconds. 
 
 Vessels towing or towed. 
 
 (e) A vessel when towing, a vessel employed in laying or in pick- 
 ing up a telegraph cable, and a vessel under way, which is unable 
 to get out of the way of an approaching vessel through being not 
 under command, or unable to maneuver as required by the rules, 
 shall, instead of the signals prescribed in subdivisions (a) and (c) 
 of this article, at intervals of not more than two minutes, sound three 
 blasts in succession, namely: One prolonged blast followed by two 
 short blasts. A vessel towed may give this signal and she shall not 
 give any other. 
 
 Small sailing vessels and boats. 
 
 Sailing vessels and boats of less than twenty tons gross tonnage 
 shall not be obliged to give the above-mentioned signals, but, if 
 they do not, they shall make some other efficient sound signal at 
 intervals of not more than one minute. 
 
 Speed in fog. 
 
 ART. 1 6. Every vessel shall, in a fog, mist, falling snow, or heavy 
 rain storms, go at a moderate speed, having careful regard to the exist- 
 ing circumstances and conditions. 
 
 A steam vessel hearing, apparently forward of her beam, the fog 
 signal of a vessel the position of which is not ascertained shall, so far 
 as the circumstances of the case admit, stop her engines, and then 
 navigate with caution until danger of collision is over. 
 
THE RULES OF THE ROAD 209 
 
 INLAND RULlfs 
 
 Sail vessel under way. 
 
 (c) A sailing vessel under way shall sound, at intervals of not more 
 than one minute, when on the starboard tack, one blast; when on 
 the port tack, two blasts in succession, and when with the wind 
 abaft the beam, three blasts in succession. 
 
 Vessels at anchor or not under way. 
 
 (d) A vessel when at anchor shall, at intervals of not more than 
 one minute, ring the bell rapidly for about five seconds. 
 
 Vessels towing or towed. 
 
 (e) A steam vessel when towing, shall, instead of the signals pre- 
 scribed in subdivision (a) of this article, at intervals of not more 
 than one minute, sound three blasts in succession, namely, one pro- 
 longed blast followed by two short blasts. A vessel towed may give 
 this signal and she shall not give any other. 
 
 Rafts, or other craft not provided for. 
 
 (/) All rafts or other water craft, not herein provided for, navi- 
 gating by hand power, horse power, or by the current of the river, 
 shall sound a blast of the fog horn, or equivalent signal, at intervals 
 oi not more than one minute. 
 
 Speed in fog. 
 
 ART. 1 6. Every vessel shall, in a fog, mist, falling snow, or heavy 
 rain storms, go at a moderate speed, having careful regard to the 
 existing circumstances and conditions. 
 
 A steam vessel hearing, apparently forward of her beam, the fog 
 signal of a vessel the position of which is not ascertained shall, so far 
 as the circumstances of the case admit, stop her engines, and then 
 navigate with caution until danger of collision is over. 
 
210 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 IV. STEERING AND SAILING RULES 
 
 Preliminary. 
 
 Risk of collision can, when circumstances permit, be ascertained 
 by carefully watching the compass bearing of an approaching vessel. 
 If the bearing does not appreciably change, such risk should be deemed 
 to exist. 
 
 Sailing vessels. 
 
 ART. 17. When two sailing vessels are approaching one another, 
 so as to involve risk of collision, one of them shall keep out of the way 
 of the other, as follows, namely: 
 
 (a) A vessel which is running free shall keep out of the way of a 
 vessel which is closehauled. 
 
 (b) A vessel which is closehauled on the port tack shall keep 
 out of the way of a vessel which is closehauled on the starboard tack. 
 
 (c) When both are running free, with the wind on different sides, 
 the vessel which has the wind on the port side shall keep out of the 
 way of the other. 
 
 (d) When both are running free, with the wind on the same side, 
 the vessel which is to the windward shall keep out of the way of the 
 vessel which is to the leeward. 
 
 (e) A vessel which has the wind aft shall keep out of the way of 
 the other vessel. 
 
 Steam vessels. 
 
 ART. 1 8. When two steam vessels are meeting end on, or nearly 
 end on, so as to involve risk of collision, each shall alter her course to 
 starboard, so that each may pass on the port side of the other. 
 
 
THE RULES OF THE ROAD 211 
 
 INLAND RULES 
 IV. STEERING AND SAILING RULES 
 
 Preliminary. 
 
 Risk of collision can, when circumstances permit, be ascertained 
 by carefully watching the compass bearing of an approaching vessel. 
 If the bearing does not appreciably change, such risk should be 
 deemed to exist. 
 
 Sailing vessels. 
 
 ART. 17. When two sailing vessels are approaching one another, 
 so as to involve risk of collision, one of them shall keep out of the way 
 of the other as follows, namely: 
 
 (a) A vessel which is running free shall keep out of the way of a 
 vessel which is closehauled. 
 
 (b) A vessel which is closehauled on the port tack shall keep out 
 of the way of a vessel which is closehauled on the starboard tack. 
 
 (c) When both are running free, with the wind on different sides, 
 the vessel which has the wind on the port side shall keep out of the 
 way of the other. 
 
 (d) When both are running free, with the wind on the same side, 
 the vessel which is to the windward shall keep out of the way of the 
 vessel which is to the leeward. 
 
 (e) A vessel which has the wind aft shall keep out of the way of 
 the other vessel. 
 
 Steam vessels. 
 
 ART. 1 8. RULE I. When steam vessels are approaching each 
 other head and head, that is, end on, or nearly so, it shall be the duty 
 of each to pass on the port side of the other; and either vessel shall 
 give, as a signal of her intention, one short and distinct blast of her 
 whistle, which the other vessel shall answer promptly by a similar 
 blast of her whistle, and thereupon such vessels shall pass on the port 
 side of each other. But if the courses of such vessels are so far on the 
 starboard of each other as not to be considered as meeting head and 
 head, either vessel shall immediately give two short and distinct 
 blasts of her whistle, which the other vessel shall answer promptly 
 by two similar blasts of her whistle, and they shall pass on the star- 
 board side of each other. 
 
212 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 This article only applies to cases where vessels are meeting end 
 on, or early end on, in such a manner as to involve risk of collision, 
 and does not apply to two vessels which must, if both keep on their 
 respective courses, pass clear of each other. 
 
 The only cases to which it does apply are when each of the two 
 vessels is end on, or nearly end on to the other; in other words, to 
 cases in which, by day, each vessel sees the masts of the other in a 
 line, or nearly in a line, with her own; and by night, to cases in which 
 each vessel is in such a position as to see both the side lights of the 
 other. 
 
 It does not apply by day to cases in which a vessel sees another 
 ahead crossing her own course; or by night, to cases where the red 
 light of one vessel is opposed to the red light of the other, or where 
 the green light of one vessel is opposed to the green light of the other, 
 or where a red light without a green light, or a green light without a 
 red light, is seen ahead, or where both green and red lights are seen 
 anywhere but ahead. 
 
THE RULES OF THE ROAD 213 
 
 IN-LAND RULES 
 
 The foregoing only applies to cases where vessels are meeting 
 end on, or nearly end on, in such a manner as to involve risk of col- 
 lision; in other words, to cases in which, by day, each vessel sees the 
 masts of the other in a line, or nearly in a line, with her own, and by 
 night to cases in which each vessel is in such a position as to see both 
 the side lights of the other. 
 
 It does not apply by day to cases in which a vessel sees another 
 ahead crossing her own course, or by night to cases where the red 
 light of one vessel is opposed to the red light of the other, or where the 
 green light of one vessel is opposed to the green light of the other, 
 or where a red light without a green light or a green light without a 
 red light, is seen ahead, or where both green and red lights are seen 
 anywhere but ahead. 
 
 RULE III. If, when steam vessels are approaching each other, 
 either vessel fails to understand the course or intention of the other, 
 from any cause, the vessel so in doubt shall immediately signify the 
 same by giving several short and rapid blasts, not less than four, of 
 the steam whistle. 
 
 RULE V. Whenever a steam vessel is nearing a short bend or 
 curve in the channel, where, from the height of the banks or other 
 cause, a steam vessel approaching from the opposite direction can 
 not be seen for a distance of half a mile, such steam vessel, when she 
 shall have arrived within half a mile of such curve or bend, shall give 
 a signal by one long blast of the steam whistle, which signal shall be 
 answered by a similar blast given by any approaching steam vessel 
 that may be within hearing. Should such signal be so answered by a 
 steam vessel upon the farther side of such bend, then the usual sig- 
 nals for meeting and passing shall immediately be given and an- 
 swered; but, if the first alarm signal of such vessel be not answered, 
 she is to consider the channel clear and govern herself accordingly. 
 
 When steam vessels are moved from their docks or berths, and 
 other boats are liable to pass from any direction toward them, they 
 shall give the same signal as in the case of vessels meeting at a bend, 
 but immediately after clearing the berths so as to be fully in sight they 
 shall be governed by the steering and sailing rules. 
 
214 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
THE RULES OF THE ROAD 215 
 
 INLAND RULES 
 
 RULE VIII. When steam vessels are running in the same direc- 
 tion, and the vessel which is astern shall desire to pass on the right 
 or starboard hand of the vessel ahead, she shall give one short blast 
 of the steam whistle, as a signal of such desire, and if the vessel ahead 
 answers with one blast, she shall put her helm to port; or if she shall 
 desire to pass on the left or port side of the vessel ahead, she shall give 
 two short blasts of the steam whistle as a signal of such desire, and if 
 the vessel ahead answers with two blasts, shall put her helm to star- 
 board; or if the vessel ahead does not think it safe for the vessel astern 
 to attempt to pass at that point, she shall immediately signify the 
 same by giving several short and rapid blasts of the steam whistle, 
 not less than four, and under no circumstances shall the vessel astern 
 attempt to pass the vessel ahead until such time as they have reached 
 a point where it can be safely done, when said vessel ahead shall sig- 
 nify her willingness by blowing the proper signals. The vessel ahead 
 shall in no case attempt to cross the bow or crowd upon the course of 
 the passing vessel. 
 
 RULE IX. The whistle signals provided in the rules under this 
 article, for steam vessels meeting, passing, or overtaking, are never 
 to be used except when steamers are in sight of each other, and the 
 course and position of each can be determined in the daytime by a 
 sight of the vessel itself, or by night by seeing its signal lights. In 
 fog, mist, falling snow or heavy rain storms, when vessels can not see 
 each other, fog signals only must be given. 
 
 Supplementary regulations. 
 
 SEC. 2. That the supervising inspectors of steam-vessels and the 
 Supervising Inspector-General shall establish such rules to be ob- 
 served by steam vessels in passing each other and as to the lights to 
 be carried by ferryboats and by barges and canal boats when in tow 
 of steam vessels, not inconsistent with the provisions of this act, as 
 they from time to tune may deem necessary for safety, which rules 
 when approved by the Secretary of Commerce are hereby declared 
 special rules duly made by local authority, as provided for hi article 
 thirty of chapter eight hundred and two of the laws of eighteen 
 hundred and ninety. Two printed copies of such rules shall be fur- 
 nished to such ferryboats and steam vessels, which rules shall be kept 
 posted up in conspicuous places in such vessels. 
 
216 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 Two steam vessels crossing. 
 
 ART. 19. When two steam vessels are crossing, so as to involve 
 risk of collision, the vessel which has the other on her own starboard 
 side shall keep out of the way of the other. 
 
 Steam vessel shall keep out of the way of sailing vessel. 
 
 ART. 20. When a steam vessel and a sailing vessel are proceeding 
 in such directions as to involve risk of collision, the steam vessel 
 shall keep out of the way of the sailing vessel. 
 
 | 
 Course and speed. 
 
 ART. 21. Where, by any of these rules, one of two vessels is to 
 keep out of the way the other shall keep her course and speed. 
 
 NOTE. When, in consequence of thick weather or other causes, 
 such vessel finds herself so close that collision can not be avoided by 
 the action of the giving-way vessel alone, she also shall take such 
 action as will best aid to avert collision. [See articles twenty- 
 seven and twenty-nine.] 
 
 Crossing ahead. 
 
 ART. 22. Every vessel which is directed by these rules to keep 
 out of the way of another vessel shall, if the circumstances of the 
 case admit, avoid crossing ahead of the other. 
 
 Steam vessel shall slacken speed or stop. 
 
 ART. 23. Every steam vessel which is directed by these rules to 
 keep out of the way of another vessel shall, on approaching her, if 
 necessary, slacken her speed or stop or reverse. 
 
 Overtaking vessels. 
 
 ART. 24. Notwithstanding anything contained in these rules every 
 vessel, overtaking any other, shall keep out of the way of the over- 
 taken vessel. 
 
 Every vessel coming up with another vessel from any direction 
 more than two points abaft her beam, that is, in such a position, 
 with reference to the vessel which she is overtaking that at night 
 she would be unable to see either of that vessel's side lights, shall 
 be deemed to be an overtaking vessel; and no subsequent alteration 
 
THE RULES OF THE ROAD 217 
 
 INLAND RULES 
 Two steam vessels crossing. 
 
 ART. 19. When two steam vessels are crossing, so as to involve 
 risk of collision, the vessel which has the other on her own starboard 
 side shall keep out of the way of the other. 
 
 Steam vessel shall keep out of the way of sailing vessel. 
 
 ART. 20. When a steam vessel and a sailing vessel are proceeding 
 in such directions as to involve risk of collision, the steam vessel 
 shall keep out of the way of the sailing vessel. 
 
 Course and speed. 
 
 ART. 21. Where, by any of these rules, one of the two vessels 
 is to keep out of the way, the other shall keep her course and speed. 
 [See articles twenty-seven and twenty-nine.] 
 
 Crossing ahead. 
 
 ART. 22. Every vessel which is directed by these rules to keep 
 out of the way of another vessel shall, if the circumstances of the case 
 admit, avoid crossing ahead of the other. 
 
 Steam vessel shall slacken speed or stop. 
 
 ART. 23. Every steam vessel which is directed by these rules to 
 keep out of the way of another vessel shall, on approaching her, if 
 necessary, slacken her speed or stop or reverse. 
 
 Overtaking vessels. 
 
 ART. 24. Notwithstanding anything contained in these rules 
 every vessel, overtaking any other, shall keep out of the way of the 
 overtaken vessel. 
 
 Every vessel coming up with another vessel from any direction 
 more than two points abaft her beam, that is, in such a position, with 
 reference to the" vessel which she is overtaking that at night she 
 would be unable to see either of that vessel's side lights, shall be 
 deemed to be an overtaking vessel; and no subsequent alteration of 
 
218 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 
 of the bearing between the two vessels shall make the overtaking 
 vessel a crossing vessel within the meaning of these rules, or relieve 
 her of the duty of keeping clear of the overtaken vessel until she is 
 finally past and clear. 
 
 As by day the overtaking vessel can not always know with cer- 
 tainty whether she is forward of or abaft this direction from the 
 other vessel she should, if in doubt, assume that she is an overtaking 
 vessel and keep out of the way. 
 
 Narrow channels. 
 
 ART. 25. In narrow channels every steam vessel shall, when it is 
 safe and practicable, keep to that side of the fairway or mid-channel 
 which lies on the starboard side of such vessel. 
 
 Right of way of fishing vessels. 
 
 ART. 26. Sailing vessels under way shall keep out of the way of 
 sailing vessels or boats fishing with nets, or lines, or trawls. This 
 rule shall not give to any vessel or boat engaged in fishing the right 
 of obstructing a fairway used by vessels other than fishing vessels 
 or boats. 
 
 General prudential rule. 
 
 ART. 27. In obeying and construing these rules due regard shall 
 be had to all dangers of navigation and collision, and to any special 
 circumstances which may render a departure from the above rules 
 necessary in order to avoid immediate danger. 
 
 Sound signals for passing steamers. 
 
 ART. 28. The words " short blast " used in this article shall 
 
 mean a blast of about one second's duration. 
 
 When vessels are in sight of one another, a steam vessel under 
 
 way, in taking any course authorized or required by these rules, shall 
 
 indicate that course by the following signals on her whistle or siren, 
 
 namely: 
 
 One short blast to mean, " I am directing my course to starboard." 
 Two short blasts to mean, " I am directing my course to port." 
 Three short blasts to mean, " My engines are going at full speed 
 
 astern." 
 
THE RULES OF THE ROAD 219 
 
 INLAND RULES 
 
 the bearing between the two vessels shall make the overtaking vessel 
 a crossing vessel within the meaning of these rules, or relieve her of 
 the duty of keeping clear of the overtaken vessel until she is finally 
 past and clear. 
 
 As by day the overtaking vessel can not always know with cer- 
 tainty whether she is forward of or abaft this direction from the other 
 vessel she should, if in doubt, assume that she is an overtaking vessel 
 and keep out of the way. 
 
 Narrow channels. 
 
 ART. 25. In narrow channels every steam vessel shall, when it is 
 safe and practicable, keep to that side of the fairway or mid-channel 
 which lies on the starboard side of such vessel 
 
 Right of way of fishing vessels. 
 
 ART. 26. Sailing vessels under way shall keep out of the way of 
 sailing vessels or boats fishing with nets, or lines, or trawls. This 
 rule shall not give to any vessel or boat engaged in fishing the right 
 of obstructing a fairway used by vessels other than fishing vessels or 
 boats. 
 
 General prudential rule. 
 
 ART. 27. In obeying and construing these rules due regard shall 
 be had to all dangers of navigation and collision, and to any special 
 circumstances which may render a departure from the above rules 
 necessary in order to avoid immediate danger. 
 
 Sound signals for passing steamers. 
 [See article eighteen.] 
 
 ART. 28. When vessels are in sight of one another a steam vessel 
 under way whose engines are going at full speed astern shall indicate 
 that fact by three short blasts on the whistle. 
 
220 THE MEN ON DECK 
 
 INTERNATIONAL RULES 
 Precaution. 
 
 ART. 29. Nothing in these rules shall exonerate any vessel, or the 
 owner or master or crew thereof, from the consequences of any 
 neglect to carry lights or signals, or of any neglect to keep a proper 
 lookout, or of the neglect of any precaution which may be required 
 by the ordinary practice of seamen, or by the special circumstances 
 of the case. 
 
 ART. 30. Nothing in these rules shall interfere with the operation 
 of a special rule, duly made by local authority, relative to the navi- 
 gation of any harbor, river, or inland waters. 
 
 Distress signals. 
 
 ART. 31. When a vessel is in distress and requires assistance from 
 other vessels or from the shore the following shall be the signals to 
 be used or displayed by her, either together or separately, namely: 
 
 In the daytime 
 
 First. A gun or other explosive signal fired at intervals of about a 
 minute. 
 
 Second. The international code signal of distress indicated by N C. 
 
 Third. The distance signal, consisting of a square flag, having 
 either above or below it a ball or anything resembling a ball. 
 
 Fourth. A continuous sounding with any fog-signal apparatus. 
 
 At night 
 
 First. A gun or other explosive signal fired at intervals of about 
 a minute. 
 
 Second. Flames on the vessel (as from a burning tar barrel, oil 
 barrel, and so forth). 
 
 Third. Rockets or shells throwing stars of any color or description, 
 fired one at a time, at short intervals. 
 
 Fourth. A continuous sounding with any fog-signal apparatus. 
 
THE RULES OF THE ROAD 221 
 
 INLAND RULES 
 
 Precaution. 
 
 ART. 29. Nothing in these rules shall exonerate any vessel, or 
 the owner or master or crew thereof, from the consequences of any 
 neglect to carry lights or signals, or of any neglect to keep a proper 
 lookout, or of the neglect of any precaution which may be required 
 by the ordinary practice of seamen, or by the special circumstances of 
 the case. 
 
 Lights on United States naval vessels and revenue cutters. 
 
 ART. 30. The exhibition of any light on board of a vessel of war 
 of the United States or a Coast Guard cutter may be suspended 
 whenever, in the opinion of the Secretary of the Navy, the com- 
 mander-in-chief of a squadron, or the commander of a vessel acting 
 singly, the special character of the service may require it. 
 
 Distress signals. 
 
 ART. 31. When a vessel is in distress and requires assistance 
 from other vessels or from the shore the following shall be the signals 
 to be used or displayed by her, either together or separately, namely: 
 
 In the daytime 
 
 A continuous sounding with any fog-signal apparatus, or firing a 
 gun. 
 
 At night- 
 
 First. Flames on the vessel as from a burning tar barrel, oil 
 barrel, and so forth. 
 
 Second. A continuous sounding with any fog-signal apparatus, 
 or firing a gun. 
 
 
CHAPTER XIX 
 LIMITS OF INLAND WATERS OF THE U. S. 
 
 Inland waters on the Atlantic, Pacific, and Gulf coasts of the 
 United States where the Inland Rules of the Road are to be followed; 
 and inland waters of the United States bordering on the Gulf of 
 Mexico where the Inland Rules of the Road or Pilot Rules for Wes- 
 tern Rivers are to be followed. 
 
 (All bearings are in degrees true and points magnetic; distances 
 in nautical miles, and are given approximately.) 
 
 Cutler (Little River) Harbor, Me. 
 
 A line drawn from Long Point 226 (SW. by W. f W.) to Little 
 River Head. 
 
 Little Machias Bay, Machias Bay, Englishman Bay, Chandler 
 Bay, Moosabec Reach, Pleasant Bay, Narraguagus Bay, 
 and Pigeon Hill Bay, Me. 
 
 A line drawn from Little River Head 232 (WSW. f W.) to the 
 outer side of Old Man; thence 234 (WSW. \ W.) to the outer side 
 of Double Shot Islands; thence 244 (W. | S.) to Libby Islands 
 Lighthouse; thence 231^ (WSW. i W.) to Moose Peak Lighthouse; 
 thence 232^ (WSW. f W.) to Little Pond Head; from Pond Point, 
 Great Wass Island, 239 (W. by S.) to outer side of Crumple Island; 
 thence 249 (W. J S.) to Petit Manan Lighthouse. 
 
 All harbors on the coast of Maine, New Hampshire, and Massa- 
 chusetts between Petit Manan Lighthouse, Me., and 
 Cape Ann Lighthouses, Mass. 
 
 A line drawn from Petit Manan Lighthouse 205! (SW. J S.), 
 26J miles, to Mount Desert Lighthouse; thence 250^ (W. f S.), 
 about 33 miles, to Matinicus Rock Lighthouses; thence 267^ 
 (WNW. f W.), 20 miles, to Monhegan Island Lighthouse; thence 
 
 222 
 
LIMITS OF INLAND WATERS OF THE U. S. 223 
 
 260 (W. f N.) igj miles, to Seguin Lighthouse; thence 233 (WSW. 
 t W.), i8j miles, to Portland Light Vessel; thence 214! (SW, 
 | W.), 29^ miles, to Boon Island Lighthouse; thence 210 (SW.), 
 ii miles, to Anderson Ledge Spindle, off Isles of Shoals Lighthouse; 
 thence 176! (S. by W.) IQ| miles, to Cape Ann Lighthouses, Mass. 
 
 Boston Harbor. 
 
 From Eastern Point Lighthouse 215 (SW. f W.) isf miles, to 
 The Graves Lighthouse; thence 139! (SSE. f E.), 7f miles, to 
 Minots Ledge Lighthouse. 
 
 All Harbors in Cape Cod Bay, Mass. 
 
 A line drawn from Plymouth (Gurnet) Lighthouses 77! (E. J S.), 
 i6j miles, to Race Point Lighthouse. 
 
 Nantucket Sound, Vineyard Sound, Buzzards Bay, Narra- 
 gansett Bay, Block Island Sound, and Easterly entrance to 
 Long Island Sound. 
 
 A line drawn from Chatham Lighthouses, Mass., 146 (S. by E. 
 J E.), 4! miles, to PoUock Rip Slue Light Vessel; thence 142 (SSE. 
 | E.), 12! miles, to Great Round Shoal Entrance Gas and Whistling 
 Buoy (PS); thence 229 (SW. by W. f W.), 14! miles, to Sankaty 
 Head Lighthouse; from Smith Point, Nantucket Island, 261 (W. 
 f N.), 27 miles, to No Mans Land Gas and Whistling Buoy, 2; thence 
 359 (N. by E. J E.), 8| miles, to Gay Head Lighthouse; thence 250 
 (W. f S.), 34! miles, to Block Island Southeast Lighthouse; thence 
 2 5i (W. f S.), 14! miles, to Montauk Point Lighthouse, on the 
 easterly end of Long Island, N. Y. 
 
 New York Harbor. 
 
 A line drawn from Rockaway Point Coast Guard Station 1595 
 (S. by E.), 6| miles, to Ambrose Channel Light Vessel; thence 238^ 
 (WSW. | W.), 8| miles, to Navesink (southerly) Lighthouse. 
 
 Philadelphia Harbor and Delaware Bay. 
 
 A line drawn from Cape May Lighthouse 200 (SSW. J W.), 
 8J miles, to Overfalls Light Vessel; thence 246! (WSW. J W.), 
 3! miles, to Cape Henlopen Lighthouse. 
 
 Baltimore Harbor and Chesapeake Bay. 
 
 A line drawn from Cape Charles Lighthouse 179! (S. J W.) 
 
224 THE MEN ON DECK 
 
 ioi miles, to Cape Henry Gas and Whistling Buoy, 2; thence 257 
 (W. | S.), 5 miles, to Cape Henry Lighthouse. 
 
 Charleston Harbor. 
 
 A line drawn from Ferris Wheel, on Isle of Palms, 154 (SSE. J 
 E.), 7 miles, to Charleston Light Vessel; thence 259 (W. f S.), 
 through Charleston Whistling Buoy, 6 C, 7! miles, until Charleston 
 Lighthouse bears 350 (N. f W.); thence 270 (W.), z\ miles, to the 
 beach of Folly Island. 
 
 Savannah Harbor and Calibogue Sound. 
 
 A line drawn from Braddock Point, Hilton Head Island, 150^ 
 (SSE. f E.), 9! miles, to Tybee Gas and Whistling Buoy, T (PS); 
 thence 270 (W)., to the beach of Tybee Island. 
 
 St. Simon Sound (Brunswick Harbor) and St. Andrew Sound. 
 
 From hotel on beach of St. Simon Island H mile 60 (NE. by E. J 
 E.), from St. Simon Lighthouse, 130 (SE \ E.), 6j miles, to St. 
 Simon Gas and Whistling Buoy (PS); thence 194 (S. by W. \ W.), 
 8J miles, to St. Andrew Sound Bar Buoy (PS); thence 77 (W.), 
 4! miles, to the shore of Little Cumberland Island. 
 
 St. Johns River, Fla. 
 
 A straight line from the outer end of the northerly jetty to the 
 outer end of the southerly jetty. 
 
 Florida Reefs and Keys. 
 
 A line drawn from the easterly end of the northerly jetty, at 
 the entrance to the dredged channel \ mile northerly of Norris Cut, 
 94 (E. | S.), if miles, to Florida Reefs North End Whistling Buoy, 
 W (HS); thence 178 (S. \ E.), 8 miles, to Biscayne Bay Sea Bell 
 Buoy, i; thence 182 (S. \ W.), 2 miles, to Fowey Rocks Light- 
 house; thence 188 (S. f W.), 6f miles, to Triumph Reef Beacon, O; 
 thence 193 (S. by W.), 45 miles, to Ajax Reef Beacon, M; thence 
 194 (S. by W. \ W.), 2 miles, to Pacific Reef Beacon, L; thence 
 196^ (S. by W. f W.), 5 miles, to Turtle Harbor Sea Buoy, 2; thence 
 210 (SSW. \ W.), 4l miles, to Carysfort Reef Lighthouse; thence 
 209J (SSW. \ W.), sf miles, to Elbow Reef Beacon, J; thence 
 217! (SW. 1 S.), 9! miles, to Molasses Reef Gas Buoy, 2 M; thence 
 (S.W. | W.), 6 miles, to Conch Reef Beacon, E; thence 234^ 
 
LIMITS OF INLAND WATERS OF THE U. S. 225 
 
 (SW. I W.), through Crocker Reef Beacon, D, lof miles, to Alligator 
 Reef Lighthouse; thence 234 (SW. f W.), io| miles, to Tennessee 
 Reef Buoy, 4; thence 251 (WSW. f W.), 10} miles, to Coffins 
 Patches Beacon, C; thence 247 (SW. by W. J W.), 8| miles, to Som- 
 brero Key Lighthouse; thence 253! (WSW. f W.), i6f miles, to 
 Looe Key Beacon, 6; thence 257^ (WSW. f W.), 6f miles, to Amer- 
 ican Shoal Lighthouse; thence 253! (WSW. i W.), 2 f miles, to 
 Maryland Shoal Beacon, S; thence 259 (WSW. | W.), 5! miles, to 
 Eastern Sambo Beacon, A; thence 253 (WSW. J W.), i\ miles, to 
 Western Sambo Beacon, R; thence 257 (WSW. f W.), through 
 Western Sambo Buoy, 2, 5! miles, to Key West Entrance Gas Buoy 
 (PS); thence 262 (W. | S.), 4! miles, to Sand Key Lighthouse; 
 thence 261 (W. by S.), 2f miles, to Western Dry Rocks Beacon, 2; 
 thence 268 (W. f S.), 3! miles, through Satan Shoal Buoy (HS) 
 to Vestal Shoal Buoy, i; thence 274^ (W. \ N.), 5} miles, to Coal 
 Bin Rock Buoy, CB (HS); thence 324^ (NW. f N.), 7! miles, to 
 Marquesas Keys left tangent; from northwesterly point Marquesas 
 Keys 59 (NE. by E.), 4! miles, to Bar Buoy, i, Boca Grande 
 Channel; thence 83 (E. f N.), 9! miles, to Northwest Channel 
 Entrance Bell Buoy, i, Northwest Channel into Key West; thence 
 68 (NE. by E. f E.), 23! miles, to northerly side of Content Keys; 
 thence 49 (NE. \ E.), 29 miles, to East Cape, Cape Sable. 
 
 Charlotte Harbor and Punta Gorda, Fla. 
 
 Eastward of Charlotte Harbor Entrance Gas and Bell Buoy 
 (PS), off Boca Grande, and in Charlotte Harbor, in Pine Island Sound 
 and Matlacha Pass. Pilot Rules for Western Rivers apply in Peace 
 and Miakka Rivers north of a 250 and 70 (WSW. and ENE.) line 
 through Mangrove Point Light; and in Caloosahatcbee River 
 northward of the steamboat wharf at Punta Rasa. 
 
 Tampa Bay and Tributaries, Fla. 
 
 From the southerly end of Long Key 245 (SW. by W. f W.), 9 
 miles, to Tampa Bay Gas and Whistling Buoy (PS); thence 129 
 (SE. f E.), 6| miles, to Bar Bell Buoy (PS), at the entrance to South- 
 west Channel; thence 103 (E. by S.), 2} miles, to the house on the 
 north end of Anna Maria Key. Pilot Rules for Western Rivers 
 apply in Manatee River inside Manatee River Entrance Buoy, 2; 
 in Hillsboro Bay and River inside Hillsboro Bay Light, 2. 
 
226 THE MEN ON DECK 
 
 St. George Sound, Apalachicola Bay, Carrabelle and Apalachi- 
 
 cola Rivers, and St. Vincent Sound, Fla. 
 North of a line from Lighthouse Point 246 (SW. by W. f W.) 
 13 J miles, to southeasterly side of Dog Island; to northward of East 
 Pass Bell Buoy, i, at the entrance to East Pass, and inside West 
 Pass Bell Buoy (PS) at the seaward entrance to West Pass. Pilot 
 Rules for Western Rivers apply in Carrabelle River inside the en- 
 trance to the dredged channel; in Apalachicola River northward of 
 Apalachicola Dredged Channel Entrance Buoy, 2. 
 
 Pensacola Harbor. 
 
 From Caucus Cut Entrance Gas and Whistling Buoy, lA, 3 (N. 
 | W.), tangent to easterly side of Fort Pickens, to the shore of Santa 
 Rosa Island, and from the buoy northward in the buoyed channel 
 through Caucus Shoal. 
 
 Mobile Harbor and Bay. 
 
 From Mobile Entrance Gas and Whistling Buoy (PS) 40 (NE. 
 } N.) to shore of Mobile Point, and from the buoy 320 (NW.) to the 
 shore of Dauphin Island. Pilot Rules for Western Rivers apply in 
 Mobile River above Choctaw Point. 
 
 Sounds, Lakes, and Harbors on the Coasts of Alabama, Mis- 
 sissippi, and Louisiana, between Mobile Bay entrance 
 and the Delta of the Mississippi River. 
 
 From Sand Island Lighthouse 259 (WSW. f W.), 43 \ miles, to 
 Chandeleur Lighthouse; westward of Chandeleur and Errol Islands, 
 and west of a line drawn from the southwesterly point of Errol Island 
 182 (S. | E.), 23 miles, to Pass a Loutre Lighthouse. Pilot Rules 
 for Western Rivers apply in Pascagoula River, and in the dredged 
 cut at the entrance to the river, above Pascagoula River Entrance 
 Light, A, marking the entrance to the dredged cut. 
 
 New Orleans Harbor and the Delta of the Mississippi River. 
 
 Inshore of a line drawn from the outermost mud lump showing 
 above low water at the entrance to Pass a Loutre to a similar lump off 
 the entrance to Northeast Pass; thence to a similar lump off the 
 entrance to Southeast Pass; thence to the outermost aid to naviga- 
 tion off the entrance to South Pass; thence to- the outermost aid to 
 
LIMITS OF INLAND WATERS THE OF U. S. 227 
 
 navigation off the entrance to Southwest Pass; thence northerly, 
 about 19? miles, to the westerly point of the entrance to Bay Jaque. 
 
 Sabine Pass, Tex. 
 
 Pilot Rules for Western Rivers apply to Sabine Pass northward of 
 Sabine Pass Gas and Whistling Buoy (PS), and in Sabine Lake and 
 its tributaries. Outside of this buoy the International Rules apply, 
 
 Galveston Harbor. 
 
 A line drawn from Galveston North Jetty Light 129 (SE. by 
 E. | E.), 2 miles, to Galveston Bar Gas and Whistling Buoy (PS); 
 thence 276 (W. | S.), 2| miles, to Galveston (S.) Jetty Lighthouse. 
 
 Brazos River, Tex. 
 
 Pilot Rules for Western Rivers apply hi the entrance and river 
 inside of Brazos River Entrance Gas and Whistling Buoy (PS). 
 International Rules apply outside the buoy. 
 
 San Diego Harbor. 
 
 A line drawn from southerly tower of Coronado Hotel 208 (S. by 
 W.), 5 miles, to Outside Bar Whistling Buoy, SD (PS); thence 345 
 (NNW. f W.), 3! miles, to Point Loma Lighthouse. 
 
 San Francisco Harbor. 
 
 A line drawn through Mile Rocks Lighthouse 326 (NW. f W.), 
 to Bonita Point Lighthouse. 
 
 Columbia River entrance. 
 
 A line drawn from knuckle of Columbia River south jetty 351 
 (NNW. f W.) to Cape Disappointment Lighthouse. 
 
 Juan de Fuca Strait, Washington and Puget Sounds. 
 
 A line drawn from New Dungeness Lighthouse 135 (N. by W.), 
 lof miles, to Hein Bank Gas and Bell Buoy (HS); thence 337! 
 (NW. | W.), i of miles, to Lime Kiln Light, on west side of San Juan 
 Island; from Bellevue Point, San Juan Island, 336! (NW. i W.) 
 to Kellett Bluff, Henry Island; thence 347 (NW. f N.) to Turn 
 Point Light; thence 71^ (NE. | E.), 8| miles, to westerly point of 
 Skipjack Island; thence 38! (N. by E. i E.), 4! miles, to Patos 
 
228 THE MEN ON DECK 
 
 Islands Light; thence 338 (NW. i W.), 12 miles, to Point Roberts 
 Light. 
 
 General rule. 
 
 At all buoyed entrances from seaward to bays, sounds, rivers, or 
 other estuaries for which specific lines have not been described, 
 Inland Rules shall apply inshore of a line approximately parallel 
 with the general trend of the shore, drawn through the outermost 
 buoy or other aid to navigation of any system of aids. 
 
CHAPTER XX 
 THE QUARTERMASTERS 
 
 For many years the quartermasters situated somewhere 
 between the deck hand (A.B.) and the licensed officer 
 have been the slim loophole through which a few American 
 boys have slipped into the merchant service of their country. 
 
 The duties of the quartermasters have become fairly 
 standard, and besides steering in two, and sometimes four 
 hour shifts, the latter a practice that should be stopped by ' 
 law, the quartermasters have had to do about as follows: 
 
 Care of the bridge. 
 
 Care of all signal equipment flags rockets lights etc. 
 
 Care of navigational gear, such as sounding machines, 
 log lines and indicators; leads, etc. 
 
 Heaving the lead (blue pigeon) and working the sounding 
 machine under an officer. 
 
 In port, the quartermasters have had to stand gangway 
 watches, and watches in the holds while stowing or discharging 
 cargo. 
 
 Quartermasters are a necessity as signalmen, helmsmen, 
 and generally useful assistants in the navigation of the vessel. 
 They are the messengers for the officer of the watch, read 
 the log when sights are taken, or course is changed, and 
 assist generally. 
 
 Steering, however, should be done by all hands, the 
 quartermasters being relieved for at least half of their watch 
 by one of the seamen. This practice would result in a 
 
 229 
 
230 THE MEN ON DECK 
 
 largely increased number of competent helmsmen, and in an 
 increased efficiency all round. 
 
 Quartermasters should aim to become officers, and should 
 devote as much of their time as possible to study, in which 
 the deck officers are usually ready to assist. 
 
 All quartermasters should be certified lifeboat men, 
 and should be familiar with the handling of ship's boats. 
 They should be charged with the overhauling of the required 
 lifeboat equipment, under the direction of one of the officers. 
 
CHAPTER XXI 
 THE CARPENTER 
 
 The carpenter occupies an important position on board 
 ship. He is one of the " idlers," works all day and turns in 
 at night, like an ordinary human being; in other words, he 
 stands no watches. 
 
 His duties, of course, are defined by. his title, but on a 
 well-regulated vessel, the Carpenter, under orders from the 
 Chief Mate, to whom he reports in person, performs certain 
 standard tasks. 
 
 Sounding. He has charge of the sounding; sounds the 
 bilges and tanks, and reports their condition each morning, 
 or when specially ordered. 
 
 In the event of grounding, or collision, one of the first 
 things to do is to sound bilges and wells in the vicinity of 
 the damage. This duty always falls to the Carpenter. 
 
 Tanks. Any work done to the tanks not directly under 
 the Chief Engineer is attended to by the Carpenter. 
 
 Tools. The Carpenter is responsible for all tools used 
 in the deck department outside of marline spikes, fid, rig- 
 ging screws, etc., which belong to the Boatswain. He takes 
 care of his shop, keeps an inventory of his materials, and 
 turns same in to the Chief Mate for approval. 
 
 Cargo Ports. The Carpenter should overhaul and attend 
 to the opening and closing of all cargo ports. 
 
 Hatches. Hatches are opened and covered and the tar- 
 
 231 
 
232 THE MEN ON DECK 
 
 paulins battened down by the Carpenter; he keeps an extra 
 supply of hatch wedges in his shop. 
 
 Deadlights and Light Ports. The Carpenter is charged 
 with the good order and care of all deadlights and light 
 ports. He should examine all deadlights in 'tweendeck, 
 where cargo has been carried. 
 
 Fresh Water. The Carpenter should examine all fresh 
 water tanks before filling. He should see them cement 
 washed, when necessary, and should be in attendance when 
 fresh water is taken on board. When double-bottom tanks 
 are being filled, he should see that vents are opened for the 
 escape of air, so they will be completely filled. 
 
 Decks. The Carpenter is specially charged with the 
 caulking and repair of wooden decks. He should keep a 
 supply of deck plugs handy. Caulking is almost a lost art 
 today. 
 
 Booms Masts. The Carpenter is charged with the up- 
 keep of booms and masts. He should examine the masts 
 at the partners, whenever the vessel is unloaded. Runs of 
 rust should be noted and the state of the wedges and mast 
 coats reported to the Chief Mate, if necessary. 
 
 Old booms should be examined in the wake of bands, 
 and probed for dry rot at the heel. Checks and dangerous 
 cracks probably puttied up should be searched for and 
 reported to the Chief Mate. 
 
 Storm Oil. The Carpenter should have charge of the 
 storm-oil tank, and should see that the drip cocks and pipes 
 leading to the hawse, or over side, are kept clear, and that 
 the supply of oil required by the U. S. Inspectors is on hand: 
 
 Vessels of over 200 and not over 1,000 gross tons, 30 
 gallons. 
 
 Vessels of over 1,000 and not over 3,000 gross tons, 40 
 gallons. 
 
THE CARPENTER 233 
 
 Vessels of over 3,000 and not over 5,000 gross tons, 50 
 gallons. 
 
 Vessels of over 5,000 gross tons shall carry at least 100 
 gallons. 
 
 General. The modern ship carpenter is as much a worker 
 with iron and steel as he is with wood. His duty requires 
 that he be familiar with machinery and his special charge 
 is the braking and releasing of the windlass, under the direc- 
 tion of the Chief Mate. 
 
 A top-notch carpenter is a jewel, he is a scarce article 
 in these degenerate days of high wages and indifferent per- 
 formance. 
 
 A good artisan can do no better than to go to sea as a 
 carpenter in a well-found modern steamer; the pay is good 
 he will have comfortable quarters, and good food, he will 
 also save money. This holds true of most billets aboard a 
 merchant vessel today. 
 
CHAPTER XXII 
 THE BOATSWAIN 
 
 The Boatswain, for a long time was not in favor on 
 American vessels, this prejudice being a survival of the hard 
 old sailing-ship days, after America had ceased to be great 
 with her white wings. 
 
 The cheese-paring policy of many owners denied the 
 common sense arrangement of having a Boatswain a lead- 
 ing man of the crew to do the actual roustabout with the 
 men in holds and on deck. The Mates were supposed to 
 attend to such matters, and while they juggled hose, and 
 did other energetic, but senseless duties, other matters of 
 far greater importance went undone. 
 
 Owners are now generally alive to the fact that a Boat- 
 swain makes the Chief Mate about ten times as useful as 
 an officer. He can plan work, attend to his duties and 
 inspections, while such matters as washing decks, mixing 
 paints, standing over gangs of chippers, or side cleaners, 
 goes on without interruption under the Boatswain. 
 
 The Duty of the Boatswain is so closely associated with 
 the duty of the Chief Mate, that it is more or less a matter 
 of repetition to enumerate just what he is supposed to look 
 after. 
 
 Under the Chief Mate, the Boatswain works the men; if 
 in a large vessel, with the assistance of a Boatswain's Mate. 
 At sea, the watches are divided between the Boatswain and 
 his Mate. 
 
 The Boatswain should be something more than an able 
 seaman, as the term is known today. Steamers do not carry 
 a sailmaker, and the Boatswain should be able to sew a 
 
 234 
 
THE BOATSWAIN 235 
 
 seam, sew on a bolt rope, and fit and cut an awning, or 
 a staysail. 
 
 He should understand something about rigging the 
 splicing of wire ropes the turning in of thimbles the 
 making and rigging of life-boat sails (most of them on 
 merchant vessels are an abomination), 
 
 Boatswain's Orders. A small book of Boatswains* 
 Orders, filled out by the Chief Mate helps to keep things 
 straight and the work on deck progressing. This is specially 
 necessary where the Chief Mate stands a bridge watch and 
 may be turned in for a part of the day. 
 
 Stands By. The Boatswain or his Mate, whoever is on 
 deck, should always " stand by " for an emergency call from 
 the bridge, to attend to any work that the officer of the 
 watch may wish to have done. 
 
CHAPTER XXIII 
 ABLE SEAMEN 
 
 The able seaman of the present is an elusive bird who 
 draws twice as much pay as the Chief Mate of a three- 
 skysail-yarder earned in the slack days of the past, and his 
 knowledge of seamanship is in the ratio of nothing to every- 
 thing. The modern A.B. just is; he arrives at the office of 
 the Shipping Commissioner, when the crew sign on, and he 
 is there when they pay off, that is, if he has not become 
 tired of travel, while on the voyage, and stopped off for rest 
 in foreign ports. 
 
 However, better days are dawning for the men of the 
 sea; official recognition of the seaman, is carrying with it 
 certain requirements as to real ability. Higher standards 
 bring with them increased respect and less friction between 
 officers and men. No mate, worthy of the name, will find 
 fault with a man who can " surge " a ten-inch manila line 
 when springing a vessel around a pier, or who can turn a 
 splice into a wire mooring line any seaman worthy of his 
 pay should be able to do such things and many others 
 the official standards, as set forth in a Department of Com- 
 merce circular follow: 
 
 ABLE SEAMEN 
 
 Department of Commerce Circular No. 264 
 
 By virtue of the authority conferred by section 13, of the act 
 approved March 4, 1915, which provides "That upon examination, 
 under rules prescribed by the Department of Commerce as to eyesight, 
 hearing, physical condition, and knowledge of the duties of seaman- 
 
 236 
 
ABLE SEAMEN 237 
 
 ship a person found competent may be rated as able seaman after 
 having served on deck twelve months at sea, or on the Great Lakes/' 
 the following regulations are prescribed for determining the knowledge 
 of the duties of seamanship of such persons who make application 
 for examination for a certificate of service as able seaman: 
 
 1. Any person who has had twelve months' service on deck at 
 sea or on the Great Lakes on any vessel of 100 tons gross and upward 
 (except those navigating rivers exclusively and the smaller inland 
 lakes, and except fishing or whaling vessels or yachts), including 
 decked fishing vessels, naval vessels, and coast-guard vessels, may 
 make application to any board of local inspectors for a certificate of 
 service as able seaman, and upon proof being made to said board by 
 affidavit as to service, and examination as to physical condition and 
 knowledge of the duties of seamanship, showing the nationality and 
 age of the applicant and the vessel or vessels on which he has had 
 service, the board of local inspectors shall issue to said applicant a 
 certificate of service which shall be retained by him and be accepted 
 as prima facie evidence of his rating as able seaman. 
 
 2. No person shall be examined who does not produce satisfactory 
 affidavit or affidavits that he has served at sea or on the Great Lakes 
 as prescribed in paragraph i. 
 
 3. Each applicant shall pass the prescribed physical examination 
 before a medical officer of the Public Health Service before being 
 permitted to take the examination to determine his knowledge of 
 the duties of seamanship. 
 
 4. The professional examination to determine the applicant's 
 knowledge of the duties of seamanship shall be oral, and shall be 
 conducted in the form of questions and answers and by practical 
 tests. The applicant shall be examined in each of the prescribed 
 subjects and given a mark in each based on a scale of 100. 
 
 5. No person shall be recommended for or shall receive the cer- 
 tificate of service as able seaman who fails to attain a general average 
 of merit of 70 per cent. 
 
 6. The professional examination may be conducted by an officer 
 of the United States Navy, the Coast Guard, Lighthouse Service, 
 Coast and Geodetic Survey, Navigation Service, or any other marine 
 
238 THE MEN ON DECK 
 
 officer designated by the Secretary of Commerce. When any such 
 officer conducts the examination the board of local inspectors shall 
 issue to the applicant a certificate of service as able seaman upon 
 receiving notice in writing from such an officer that the applicant 
 has passed the prescribed examination as to the knowledge of the 
 duties of seamanship. 
 
 7. The professional examination will be conducted as concisely 
 as possible, with the view of determining the applicant's qualifications, 
 and will embrace the following subjects: 
 
 (a) Boxing the compass. The applicant will be required to box 
 the compass by points or degrees, according to the experience he 
 has had in the use of either method. 
 
 (b) Lights and fog signals. A knowledge will be required of the 
 running and anchor lights for steam and sailing vessels on the sea, 
 inland waters, or Great Lakes, and a like knowledge of fog signals, 
 according to the waters on which the applicant has served. 
 
 (c) Signals for starting, stopping, slowing down, and backing the 
 engines of steam vessels. This examination will be restricted to the 
 signals in use on the sea, or Great Lakes, according to the waters on 
 which the applicant has served. In view of the widespread use of 
 engine telegraphs, knowledge of engine bell signals, while deemed 
 advantageous, will not be required if in other respects the candidate 
 qualified. 
 
 (d) Passing signals for steam vessels. To be confined to vessels 
 meeting or passing under ordinary conditions. 
 
 (e) Knotting, bending, splicing, and hitching. The applicant will 
 be required to make a few of the principal knots, bends, splices, and 
 hitches in common use by sailormen. 
 
 (f) Ability to pull an oar. The applicant's knowledge of pulling 
 an oar will be determined by actual trial in a boat. 
 
 (g) Clearing away, lowering, and getting away from the ship. The 
 applicant's ability will be determined by actual trial aboard ship. 
 
 (h) Handling boats at sea. This examination will include questions 
 relative to the proper handling of a boat in running before a heavy 
 sea; in pulling into a sea; the trim of the boat; and steering with 
 an oar, tiller, or yoke. 
 
 (i) Knowledge of nautical terms. The applicant will be required 
 to definitely locate different parts of a ship, and to give the names 
 of the different masts, sails, rigging davits, 
 
ABLE SEAMEN 239 
 
 (j) Steering. The applicant will be required to demonstrate his 
 knowledge of handling the wheel of a steamer by obeying orders 
 passed to him as " wheelman." 
 
 WILLIAM C. REDFIELD, 
 Secretary. 
 
 The able seaman should also know the following: 
 
 Markings and use of the hand lead. 
 Handling of a boat under sail. 
 Running a steam winch. 
 Slinging a scaffold plank. 
 
 Use of the life line and breeches buoy that is what to do on the 
 ship end of the line. 
 Use of rockets. 
 Use of line-throwing gun. 
 Use of the heaving line. 
 Slinging a cask. 
 Sewing canvas. 
 International Code Flags. 
 Hand semaphore signals. 
 
 An able seaman might know a lot more, but the above 
 coupled with the things mentioned by Mr. Redfield, should 
 turn him out as a competent American sailorman. 
 
 The following common sense advice taken from the 
 pages of the Coast Seamen's Journal, on "Teaching Sea- 
 manship/ is given it clearly sets forth the things a modern 
 merchant sailorman should know. 
 
 Were we asked to prescribe a course of instruction in seamanship 
 for beginners, we should arrange it somewhat as follows: 
 
 First Teach the pupil the names, locations and uses of the dif- 
 ferent parts of the ship, and of her spars, sails, standing and running 
 riggings; together with the meaning of such terms as port, star- 
 board, lee, weather, astern, ahead, abaft, aloft and alow. 
 
 Second Show him how to box the compass and, if possible, how 
 to steer. Explain to him the meaning of the commands, "Hard up" 
 and "Hard down the helm," and why he must turn the wheel to port 
 when ordered to starboard the helm, and vice versa. Also show him 
 the marks on the hand leadline. 
 
240 THE MEN ON DECK 
 
 Third Teach him how to whip a rope; how to make a clinch; 
 how to tie a reef knot; how to make the bends and hitches com- 
 monly used on a ship, such as a bowline, clove hitch, sheet bend, 
 anchor bend, rolling hitch, timber hitch, bow line on a bight, cat's 
 paw, blackwall hitch, midshipman's hitch, single carrick bend, sheep- 
 shank, etc. Also how to put on a strop and how to shorten a cargo 
 sling. 
 
 Fourth Take up splicing and knotting eye splice, short splice, 
 long splice, crown and wall knot, lanyard knot and manrope knot. 
 Instruct the learner how to worm, parcel and serve a rope; how to 
 put on a seizing; how to pass the head earing on a sail; how to put 
 on a ratline; how to make plain sennit and paunch mats, and explain 
 their uses. 
 
 Fifth Give the pupils a thorough drilling in the loosing, setting, 
 taking in, reefing and furling of the sails; in bracing the yards; in 
 catting and fishing the anchors; in pulling boats and handling of 
 oars; in sending the lighter spars down on deck and up again, and 
 such other maneuvers as are generally recognized as necessary to the 
 safe navigation of ships. In fact, these drills might, with great 
 benefit to the learners, alternate daily with the instruction in the other 
 details of seamanship. 
 
 A willing, healthy young fellow, who has gone through a course of 
 training as outlined above, will, with two or three months of actual 
 seafaring behind him, be well worth his keep and wages as a sailor. 
 The experience he will then be daily gaining will soon fill up the gaps 
 in his nautical education necessarily left by his hurried training ship 
 instruction, till in another year or two he will have developed into a 
 fuM-fledged able seaman. If he then chooses to take up with "fancy 
 work" and they usually do all good and well. But safety first. 
 And safety for a man before the mast lies in knowing how to perform 
 in a ship-shape manner the daily, prosaic, everyday routine duties of 
 an able seaman. 
 
 The laws governing the American Seaman, in which are 
 incorporated the laws known as the " Seamen's Act," follow. 
 They are of interest to every one who is governed by them. 
 Laws are made to provide for the proper regulation of 
 our affairs, and no matter how wordy, the intent is to uphold 
 recognized authority, and be just to all sea lawyers take 
 notice. 
 
CHAPTER XXIV 
 
 U. S. NAVIGATION LAWS GOVERNING MERCHANT 
 
 SEAMEN 
 
 Definitions. 
 
 In the construction of this Title [R. S., 4501-4613], every person 
 having the command of any vessel belonging to any citizen of the 
 United States shall be deemed to be the " master " thereof; and 
 every person (apprentices excepted) who shall be employed or en- 
 gaged to serve in any capacity on board the same shall be deemed and 
 taken to be a " seaman; " and the term " vessel " shall be under- 
 stood to comprehend every description of vessel navigating on any 
 sea or channel, lake or river, to which the provisions of this Title 
 may be applicable, and the term " owner " shall be taken and under- 
 stood to comprehend all the several persons, if more than one, to 
 whom the vessel shall belong. (R. S., 4612.) 
 
 Exemption for militia duty. 
 
 Pilots, mariners actually employed in the sea service of any citizen 
 or merchant within the United States, and all persons who are 
 exempted by the laws of the respective States or Territories shall be 
 exempted from militia duty, without regard to age. (Jan. 26, 1903; 
 sec. 2.) 
 
 Form of articles of agreement. 
 
 UNITED STATES OF AMERICA. 
 
 (Date and place of first signature of agreement, including name of 
 shipping-office.) 
 
 It is agreed between the master and seamen or mariners of the 
 , of which is at present master, or who- 
 ever shall go for master, now bound from the port of , , 
 
 to , , (here the voyage is to be described, and the places 
 
 named at which the vessel is to touch, or if that cannot be done, the 
 general nature and probable length of the voyage is to be stated.) 
 
 241 
 
242 
 
 THE MEN ON DECK 
 
 And the said crew agree to conduct themselves in an orderly, 
 faithful, honest, and sober manner, and to be at all times diligent 
 in their respective duties, and to be obedient to the lawful commands 
 of the said master, or of any person who shall lawfully succeed him, 
 and of their superior officers in everything relating to the vessel, 
 and the stores and cargo thereof, whether on board, in boats, or on 
 shore; and in consideration of which service, to be duly performed, 
 the said master hereby agrees to pay the said crew, as wages, the sums 
 against their names respectively expressed, and to supply them with 
 provisions according to the annexed scale. And it is hereby agreed 
 that any embezzlement, or willful or negligent destruction of any 
 part of the vessel's cargo or stores, shall be made good to the owner 
 out of the wages of the person guilty of the same; and if any person 
 enters himself as qualified for a duty which he proves himself 
 incompetent to perform, his wages shall be reduced in proportion 
 to his incompetency. And it is also agreed that if any member of 
 the crew considers himself to be aggrieved by any breach of the agree- 
 ment or otherwise, he shall represent the same to the master or 
 officer in charge of the vessel, in a quiet and orderly manner, who shall 
 thereupon take such steps as the case may require. And it is also 
 agreed that (here any other stipulations may be inserted to which the 
 parties agree, and which are not contrary to law). 
 
 In witness whereof the said parties have subscribed their names 
 hereto, on the days against their respective signatures mentioned. 
 
 Signed by , master, on the day of , 
 
 eighteen hundred and . 
 
 Signature of crew. 
 
 Birthplace. 
 
 1 
 
 Height. 
 
 Descrip- 
 tion. 
 
 Wages per month. 
 
 Wages per run. 
 
 Amount of allotment. 
 
 Time of 
 service. 
 
 Whole wages. 
 
 Wages due. 
 
 Place and time of entry. 
 
 Time at which he is to be 
 on board. 
 
 1 
 
 ol 
 
 CJ 
 
 * 
 
 a 
 
 H-l 
 
 Shipping commissioner's 
 signature or initials. 
 
 Allotment payable to 
 
 Conduct qualifications. 
 
 I 
 
 Inches. 
 
 Complexion. 
 
 a 
 
 W 
 
 Months. 
 
 Q 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 (June 26, 1884; sec. 10; Dec. 
 
 21, 1898; *ec. 24.) 
 
LAWS RELATING TO MERCHANT SEAMEN 
 
 243 
 
 NOTE. In the place for signatures and descriptions of men en- 
 gaged after the first departure of the ship, the entries are to be made as 
 above, except that the signatures of the consul or vice-consul, officer 
 of customs, or witness before whom the man is engaged, is to be sub- 
 stituted for that of the shipping-master. 
 
 Scale of provisions to be allowed and served out to crew during 
 the voyage. 
 
 
 Sunday. 
 
 Monday. 
 
 Tuesday. 
 
 5} 
 
 1 
 I 
 
 Thursday. 
 
 \ 
 
 I 
 
 ^ 
 
 i 
 
 Water quarts 
 
 e 
 
 
 
 e 
 
 r 
 
 e 
 
 
 Biscuit pound 
 
 J 
 
 1 
 
 * 
 
 \ 
 
 \ 
 
 1 
 
 } 
 
 Beef, salt pounds 
 
 
 
 Ti 
 
 
 Ti 
 
 
 ii 
 
 Pork, salt pound 
 
 
 I 
 
 
 1 
 
 
 I 
 
 
 Flour pound 
 
 } 
 
 
 i 
 
 
 1 
 
 
 
 Canned meat pound 
 
 I 
 
 
 
 I 
 
 
 
 
 Fresh bread Dounds 
 
 
 
 
 
 
 
 
 Fish dry, preserved, or fresh . . . pound 
 
 
 
 
 
 
 I 
 
 
 Potatoes or vams pound 
 
 
 
 
 
 
 
 
 Canned tomatoes pound 
 
 } 
 
 
 
 
 
 1 
 
 
 Peas pint 
 
 
 
 A 
 
 
 
 \ 
 
 
 Beans . pint 
 
 
 1 
 
 
 i 
 
 
 
 
 Rice * pint 
 
 
 } 
 
 
 
 
 
 J 
 
 Coffee (green berry) ounce 
 
 1 
 
 
 
 | 
 
 i 
 
 | 
 
 1 
 
 1 
 
 Tea . . . ounce 
 
 
 
 4 
 
 i 
 
 i 
 
 i 
 
 i 
 
 \ 
 
 Sugar ounces 
 
 3 
 
 2 
 
 2 
 
 5 
 
 2 
 
 2 
 
 7 
 
 Molasses pint 
 
 
 
 
 
 
 
 i 
 
 
 
 Dried fruit. . ounces 
 
 
 
 
 
 
 
 
 Pickles pint 
 
 
 i 
 
 
 1 
 
 
 J 
 
 
 Vinegar pint 
 
 
 
 \ 
 
 
 
 
 } 
 
 Corn meal ounces 
 
 4 
 
 
 
 
 4 
 
 
 
 Onions . ounces 
 
 4. 
 
 
 
 
 
 
 4 
 
 Lard ounce 
 
 I 
 
 i 
 
 I 
 
 I 
 
 i 
 
 I 
 
 i 
 
 Butter ounces 
 
 2 
 
 2 
 
 2 
 
 2 
 
 2 
 
 2 
 
 2 
 
 Mustard, pepper, and salt sufficient for 
 seasoning. 
 
 
 
 
 
 
 
 
244' 
 
 THE MEN ON DECK 
 
 Substitutes. 
 
 One pound of flour daily may be substituted for the daily ration 
 of biscuit or fresh bread; two ounces of desiccated vegetables for one 
 pound of potatoes or yams; six ounces of hominy, oatmeal, or cracked 
 wheat, or two ounces of tapioca, for six ounces of rice; six ounces of 
 canned vegetables for one-half pound of canned tomatoes; one- 
 eighth of an ounce of tea for three-fourths of an ounce of coffee; 
 three-fourths of an ounce of coffee for one-eighth of an ounce of tea; 
 six ounces of canned fruit for three ounces of dried fruit; one-half 
 ounce of lime juice for the daily ration of vinegar; four ounces of 
 oatmeal or cracked wheat for one-half pint of corn meal; two ounces 
 of pickled onions for four ounces of fresh onions. 
 
 When the vessel is in port and it is possible to obtain the same, 
 one-and-one-half pounds of fresh meat shall be substituted for the 
 daily rations of salt and canned meat; one-half pound of green cab- 
 bage for one ration of canned tomatoes; one-half pound of fresh 
 fruit for one ration of dried fruit. Fresh fruit and vegetables shall 
 be served while in port if obtainable. The seamen shall have the 
 option of accepting the fare the master may provide, but the right 
 at any time to demand the foregoing scale of provisions. The fore- 
 going scale of provisions shall be inserted in every article of agreement, 
 and shall not be reduced by any contract, except as above, and a 
 copy of the same shall be posted in a conspicuous place in the galley 
 and in the forecastle of each vessel. [Fishing or whaling vessels or 
 yachts exempt Dec. 21, 1898, sec. 26.] (R. S., 4612; Dec. 21, 
 1898; sec. 23; Mar. 4, 1915; sec. 10.) 
 
 Account of apprentices on board. 
 
 Christian and 
 surname of ap- 
 prentice in full. 
 
 Date of regis- 
 try of inden- 
 ture. 
 
 Port at which 
 indenture was 
 registered. 
 
 Date of regis- 
 ter of assign- 
 ment. 
 
 Port at which 
 assignment was 
 registered. 
 
 
 
 
 
 
 (R. S., 4612.) 
 
LAWS RELATING TO MERCHANT SEAMEN 
 Certificate of discharge. 
 
 245 
 
 1 
 
 
 
 o 
 
 
 
 
 
 a 
 S 
 
 
 
 
 
 s 
 
 
 
 S 
 
 
 
 
 
 4) 
 
 
 
 
 
 a 
 
 
 
 c3 
 
 
 
 
 
 0) 
 
 
 
 
 
 Name and official 
 of ship. 
 
 ' 
 2 
 
 *o 
 
 s 
 
 fi 
 
 Tonnage. 
 
 Description of voy 
 employment. 
 
 Name of seaman. 
 
 Place of birth. 
 
 Date of birth. 
 
 Character. 
 
 Declines to give st 
 of character. 
 
 Capacity. 
 
 Date of entry. 
 
 Date of discharge. 
 
 Place of discharge. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 I certify that the above particulars are correct, and that the above- 
 named seaman was discharged accordingly. 
 
 Dated day of , eighteen hundred and . 
 
 (Signed) , Master. 
 
 (Countersigned) 
 
 , Seaman. 
 
 Given to the above-named seaman in my presence this 
 day of , eighteen hundred and . 
 
 (Signed) 
 
 Shipping-Commissioner. 
 
 (R. S., 4612.) 
 
 Naturalization and citizenship of seamen. 
 
 Every seaman, being a foreigner, who declares his intention of 
 becoming a citizen of the United States in any competent court, and 
 shall have served three years on board of a merchant vessel of the 
 United States subsequent to the date of such declaration, may, on 
 his application to any competent court, and the production of his 
 certificate of discharge and good conduct during that time, together 
 with the certificate of his declaration of intention to become a citizen, 
 be admitted a citizen of the United States; and every seaman, being 
 a foreigner, shall, after his declaration of intention to become a citizen 
 of the United States, and after he shall have served such three 
 years, be deemed a citizen of the United States for the purpose of 
 manning and serving on board any merchant-vessel of the United 
 
246 THE MEN ON DECK 
 
 States, anything to the contrary in any act of Congress notwithstand- 
 ing; but such seaman shall, for all purposes of protection as an 
 American citizen, be deemed such, after the filing of his declaration 
 of intention to become such citizen. (R. S., 2174.) 
 
 The collector of every district shall keep a book or books, in 
 which, at the request of any seaman, being a citizen of the United 
 States of America, and producing proof of his citizenship, authenti- 
 cated in the manner hereinafter directed, he shall enter the name of 
 such seaman, and shall deliver to him a certificate, in the following 
 form, that is to say: " I, A. B., collector of the district of D., do hereby 
 certify, that E. F., an American seaman, aged years, or there- 
 abouts, of the height of feet inches, (describing the 
 
 said seaman as particularly as may be,) has, this day, produced to 
 me proof in the manner directed by law; and I do hereby certify 
 that the said E. F. is a citizen of the United States of America. 
 In witness whereof, I have hereunto set my hand and seal of office, 
 
 this day of ." It shall be the duty of the collectors 
 
 to file and preserve the proofs of citizenship so produced." (R. S., 
 4588; June 19, 1886.) 
 
 The collector of every port of entry in the United States shall 
 send a list of the seaman to whom certificates of citizenship have been 
 granted, once every three months, to the Secretary of State [together 
 with an account of such impressments or detentions, as shall appear, 
 by the protests of the masters, to have taken place.] (R. S., 4591.) 
 
 Shipping officers. 
 
 The general duties of a shipping-commissioner shall be: 
 
 First. To afford facilities for engaging seamen by keeping a regis- 
 ter of their names and characters. 
 
 Second. To superintend their engagement and discharge, in 
 manner prescribed by law. 
 
 Third. To provide means for securing the presence on board at 
 the proper times of men who are so engaged. 
 
 Fourth. To facilitate the making of apprenticeships to the sea 
 service. 
 
 Fifth. To perform such other duties relating to merchant seamen 
 or merchant ships as are now or may hereafter be required by law. 
 
 In any port in which no shipping-commissioner shall have been 
 appointed, the whole or any part of the business of a shipping-corn- 
 
LAWS RELATING TO MERCHANT SEAMEN 247 
 
 missioner shall be conducted by the collector or deputy collector of 
 customs of such port; and in respect of such business such custom- 
 house shall be deemed a shipping-office, and the collector or deputy 
 collector of customs to whom such business shall be committed, 
 shall, for all purposes, be deemed a shipping-commissioner within 
 the meaning of this Title [R. S., 4501-4613]. (R. S., 4503.) 
 
 Every shipping-commissioner, and every clerk or employe in any 
 shipping-office, who demands or receives any remuneration whatever, 
 either directly or indirectly, for hiring or supplying any seaman for 
 any merchant-vessels, excepting the lawful fees payable under this 
 Title [R. S., 4501-4613], shall, for every such offense, be liable to a 
 penalty of not more than two hundred dollars. [Fees payable by 
 individuals abolished June 19, 1886.] (R. S., 4595; Mar. 4, 1911; 
 June 19, 1886; R. S., 4508.) 
 
 Illegal shipments. 
 
 Whoever, with intent that any person shall perform service or 
 labor of any kind on board of any vessel engaged in trade and com- 
 merce among the several States or with foreign nations, or on board 
 of any vessel of the United States engaged in navigating the high 
 seas or any navigable water of the United States, shall procure or 
 induce, or attempt to procure or induce, another, by force or threats 
 or by representations which he knows or believes to be untrue, or 
 while the person so procured or induced is intoxicated or under the 
 influence of any drug, to go on board of any such vessel, or to sign or in 
 anywise enter into any agreement to go on board of any such vessel 
 to perform service or labor thereon; or whoever shall knowingly 
 detain on board of any such vessel any person so procured or induced 
 to go on board thereof, or to enter into any agreement to go on board 
 thereof, by any means herein defined; or whoever shall knowingly 
 aid or abet in the doing of any of the things herein made unlawful, 
 shall be fined not more than one thousand dollars, or imprisoned not 
 more than one year, or both. (Mar. 4, 1909; sec. 82; Repeals act 
 of Mar. 2, 1907.) 
 
 All shipments of seamen made contrary to the provisions of any 
 act of Congress shall be void; and any seaman so shipped may leave 
 the service at any time, and shall be entitled to recover the highest 
 rate of wages of the port from which the seaman was shipped, or the 
 sum agreed to be given him at his shipment. (R. S., 4523.) 
 
248 THE MEN ON DECK 
 
 Owners or masters may ship seamen in certain cases. 
 
 Any person other than a commissioner under this Title [R. S., 
 4501-4613], who shall perform or attempt to perform, either directly 
 or indirectly, the duties which are by this Title set forth as pertain- 
 ing to a shipping-commissioner, shall be liable to a penalty of not 
 more than five hundred dollars. 
 
 Nothing in this Title [R. S., 4501-4613], however, shall prevent 
 the owner, or consignee, or master of any vessel except vessels bound 
 from a port in the United States to any foreign port, other than vessels 
 engaged in trade between the United States and the British North 
 American possessions, or the West India Islands, or the republic of 
 Mexico, and vessels of the burden of seventy-five tons or upward 
 bound from a port on the Atlantic to a port on the Pacific, or vice 
 versa, from performing, himself, so far as his vessel is concerned, the 
 duties of shipping-commissioner under this Title. Whenever the 
 master of any vessel shall engage his crew, or any part of the same, in 
 any collection-district where no shipping-commissioner shall have been 
 appointed, he may perform for himself the duties of such commissioner. 
 (R. S., 4504.) 
 
 Apprentices. 
 
 Every shipping-commissioner appointed under this Title [R. S., 
 4501-4613] shall, if applied to for the purpose of apprenticing boys 
 to the sea-service, by any master or owner of a vessel, or by any 
 person legally qualified, give such assistance as is in his power for 
 facilitating the making of such apprenticeships; but the shipping- 
 commissioner shall ascertain that the boy has voluntarily consented 
 to be bound, and that the parents or guardian of such boy have con- 
 sented to such apprenticeship, and that he has attained the age of 
 twelve years, and is of sufficient health and strength, and that the 
 master to whom such boy is to be bound is a proper person for the 
 purpose. Such apprenticeship shall terminate when the apprentice 
 becomes eighteen years of age. The shipping-commissioner shall 
 keep a register of all indentures of apprenticeship made before him. 
 (R. S, 4509.) 
 
 The master of every foreign-going vessel shall, before carrying 
 any apprentice to sea from any place in the United States, cause such 
 apprentice to appear before the shipping-commissioner before whom 
 the crew is engaged, and shall produce to him J:he indenture by which 
 
LAWS RELATING TO MERCHANT SEAMEN 249 
 
 such apprentice is bound, and the assignment or assignments thereof, 
 if any; and the name of the apprentice, with the date of the indenture 
 and of the assignment or assignments thereof, if any, shall be entered 
 on the agreement; which shall be in the form, as near as may be, 
 given in the table marked " A " in the schedule annexed to this Title 
 [R. S., 4501-4613]; and no such assignment shall be made with- 
 out the approval of a commissioner, of the apprentice, and of his 
 parents or his guardian. For any violation of this section, the master 
 shall be liable to a penalty of not more than one hundred dollars. 
 (R. S., 4510.) 
 
 Agreement to ship in foreign trade. 
 
 The master of every vessel bound from a port in the United 
 States to any foreign port other than vessels engaged in trade between 
 the United States and the British North American possessions, or 
 the West India Islands, or the republic of Mexico, or of any vessel 
 of the burden of seventy-five tons or upward, bound from a port on 
 the Atlantic to a port on the Pacific, or vice versa, shall, before he 
 proceeds oh such voyage, make an agreement, in writing or in print, 
 with every seaman whom he carries to sea as one of the crew, in the 
 manner hereinafter mentioned; and every such agreement shall be, 
 as near as may be, in the form given in the table Marked A, in the 
 schedule annexed to this Title [R. S., 4501-4613], and shall be dated 
 at the time of the first signature thereof, and shall be signed by the 
 master before any seaman signs the same, and shall contain the 
 following particulars: 
 
 First. The nature and, as far as practicable, the duration of the 
 intended voyage or engagement, and the port or country at which 
 the voyage is to terminate. 
 
 Second. The number and description of the crew, specifying their 
 respective employments. 
 
 Third. The time at which each seaman is to be on board, to begin 
 work. 
 
 Fourth. The capacity in which each seaman is to serve. 
 
 Fifth. The amount of wages which each seaman is to receive. 
 
 Sixth. A scale of the provisions which are to be furnished to each 
 seaman. 
 
 Seventh. Any regulations as to conduct on board and as to fines, 
 short allowances of provisions, or other lawful punishments for mis- 
 conduct, which may be sanctioned by Congress or authorized by the 
 
250 THE MEN ON DECK 
 
 Secretary of Commerce and Labor not contrary to or not otherwise 
 provided for by law, which the parties agree to adopt. 
 
 Eighth. Any stipulations in reference to allotment of wages, 
 or other matters not contrary to law. [Repealed so far as relates 
 to allotments in trade between the United States, Dominion of 
 Canada, Newfoundland, the West Indies and Mexico, and coasting 
 trade of the United States, except between Atlantic and Pacific ports, 
 by sec. 25 of Act of December 21, 1898.] (R. S., 4511; Mar. 3, 1897; 
 sec. 19; Feb. 14, 1903; sec. 10; June 26, 1884; sec. 10; Dec. 21, 
 1898; sec. 25.) 
 
 The following rules shall be observed with respect to agree- 
 ments: 
 
 First. Every agreement except such as are otherwise specially 
 provided for, shall be signed by each seaman in the presence of a 
 shipping-commissioner. 
 
 Second. When the crew is first engaged the agreement shall be 
 signed in duplicate, and one part shall be retained by the shipping- 
 commissioner, and the other part shall contain a special place or 
 form for the description and signatures of persons engaged subse- 
 quently to the first departure of the ship, and shall be delivered to 
 the master. 
 
 Third. Every agreement entered into before a shipping-commis- 
 sioner shall be acknowledged and certified under the hand and 
 official seal of such commissioner. The certificate of acknowledg- 
 ment shall be indorsed on or annexed to the agreement; and shall 
 be in the following form: 
 " State of , County of : 
 
 " On this day of , personally appeared before me, 
 
 a shipping-commissioner in and for the said county, A. B., C. D., 
 and E. F., severally known to me to be the same persons who ex- 
 ecuted the foregoing instrument, who each for himself acknowledged 
 to me that he had read or had heard read the same; that he was 
 by me made acquainted with the conditions thereof, and understood 
 the same; and that, while sober and not in a state of intoxication, 
 he signed it freely and voluntarily, for the uses and purposes therein 
 mentioned." (R. S., 4512.) 
 
 Section 4511 shall not apply to masters of vessels where the sea- 
 men are by custom or agreement entitled to participate in the profits 
 
LAWS RELATING TO MERCHANT SEAMEN 251 
 
 or result of a cruise or voyage, nor to masters of coastwise nor to 
 masters of lake-going vessels that touch at foreign ports; but seamen 
 may, by agreement, serve on board such vessels a definite time, or, 
 on the return of any vessel to a port in the United States, may reship 
 and sail in the same vessel on another voyage, without the payment 
 of additional fees to the shipping-commissioner. 
 
 [NOTE. Sec. 4511, however, does apply in part to masters of 
 coastwise vessels whose crews are shipped under provisions of the 
 act of Feb. 18, 1895.] (R. S., 4513; Feb. 18, 1895; June 19, 1886.) 
 
 The master shall, at the commencement of every voyage or 
 engagement, cause a legible copy of the agreement, omitting signa- 
 tures, to be placed or posted up in such part of the vessel as to be 
 accessible to the crew; and on default shall be liable to a penalty 
 of not more than one hundred dollars. (R. S., 4519.) 
 
 Period of engagement. 
 
 A master of a vessel in the foreign trade may engage a seaman at 
 any port in the United States, in the manner provided by law, to 
 serve on a voyage to any port, or for the round trip from and to the 
 port of departure, or for a definite time, whatever the destination. 
 The master of a vessel making regular and stated trips between the 
 United States and a foreign country may engage a seaman for one 
 or more round trips, or for a definite time, or on the return of said 
 vessel to the United States may reship such seamen for another 
 voyage in the same vessel, in the manner provided by law, without 
 the payment of additional fees to any officer for such reshipment or 
 re-engagement. (June 26, 1884; sec. 19.) 
 
 Penalty for shipment without agreement. 
 
 If any person shall be carried to sea, as one of the crew on board 
 of any vessel making a voyage as hereinbefore specified, without 
 entering into an agreement with the master of such vessel, in the form 
 and manner, and at the place and times in such cases required, the 
 vessel shall be held liable for each such offense to a penalty of not 
 more than two hundred dollars. But the vessel shall not be held 
 liable for any person carried to sea, who shall have secretly stowed 
 away himself without the knowledge of the master, mate, or of any 
 of the officers of the vessel, or who shall have falsely personated him- 
 
252 THE MEN ON DECK 
 
 self to the master, mate, or officers of the vessel, for the purpose of 
 being carried to sea. (R. S., 4514.) 
 
 If any master, mate, or other officer of a vessel knowingly re- 
 ceives, or accepts, to be entered on board of any merchant-vessel, 
 any seaman who has been engaged or supplied contrary to the pro- 
 visions of this Title [R. S., 4501-4613], the vessel on board of which 
 such seaman shall be found shall, for every such seaman, be liable to 
 a penalty of not more than two hundred dollars. (R. S., 4515.) 
 
 Shipment in foreign ports before consuls. 
 
 Every master of a merchant-vessel who engages any seaman at 
 a place out of the United States, in which there is a consular officer 
 or commercial agent, shall, before carrying such seaman to sea, 
 procure the sanction of such officer, and shall engage seamen in his 
 presence; and the rules governing the engagement of seamen before 
 a shipping-commissioner in the United States, shall apply to such 
 engagements made before a consular officer or commercial agent; 
 and upon every such engagement the consular officer or commercial 
 agent shall indorse upon the agreement his sanction thereof, and an 
 attestation to the effect that the same has been signed in his presence, 
 and otherwise duly made. (R. S., 4517.) 
 
 Every master who engages any seaman in any place in which 
 there is a consular officer or commercial agent, otherwise than as 
 required by the preceding section, shall incur a penalty of not more 
 than one hundred dollars, for which penalty the vessel shall be held 
 liable. 
 
 Every master of a vessel in the foreign trade may engage any 
 seaman at any port out of the United States, in the manner pro- 
 vided by law, to serve for one or more round trips from and to the 
 port of departure, or for a definite time, whatever the destination; 
 and the master of a vessel clearing from a port of the United States 
 with one or more seamen engaged in a foreign port as herein provided 
 shall not be required to reship in a port of the United States the sea- 
 men so engaged. (R. S., 4518; June 26, 1884; sec. 20; Mar. 3, 
 1897; sec. 3.) 
 
 Crew list. 
 
 Before a clearance is granted to any vessel bound on a foreign 
 
LAWS RELATING TO MERCHANT SEAMEN 253 
 
 voyage or engaged in the whale-fishery, the master thereof shall 
 deliver to the collector of the customs a list containing the names, 
 places of birth and residence, and description of the persons who 
 compose his ship's company; to which list the oath of the captain 
 shall be annexed, that the list contains the names of his crew, 
 together with the places of their birth and residence, as far as he can 
 ascertain them; and the collector shall deliver him a certified copy 
 thereof. (R. S., 4573; June 19, 1886.) 
 
 In all cases of private vessels of the United States sailing from a 
 port in the United States to a foreign port, the list of the crew shall 
 be examined by the collector for the district from which the vessel 
 shall clear, and if approved of by him, shall be certified accordingly. 
 No person shall be admitted or employed on board of any such 
 vessel unless his name shall have been entered in the list of the crew, 
 approved and certified by the collector for the district from which 
 the vessel shall clear. The collector, before he delivers the list of 
 the crew, approved and certified, to the master or proper officer of 
 the vessel to which the same belongs, shall cause the same to be re- 
 corded in a book by him for that purpose to be provided, and the 
 record shall be open for the inspection of all persons, and a certified 
 copy thereof shall be admitted in evidence in any court in which any 
 question may arise under any of the provisions of this Title [R. S., 
 4501-4613.] (R. S., 4574.) 
 
 Failure to produce crew. 
 
 The master of every vessel bound on a foreign voyage or engaged 
 in the whale fishery shall exhibit the certified copy of the list of the 
 crew to the first boarding officer at the first port in the United States 
 at which he shall arrive on his return, and also produce the persons 
 named therein to the boarding officer, whose duty it shall be to ex- 
 amine the men with such list and to report the same to the col- 
 lector; and it shall be the duty of the collector at the port of arrival, 
 where the same is different from the port from which the vessel origin- 
 ally sailed, to transmit a copy of the list so reported to him to the 
 collector of the port from which such vessel originally sailed. For 
 each failure to produce any person on the certified copy of the list 
 of the crew the master and owner shall be severally liable to a penalty 
 of four hundred dollars, to be sued for, prosecuted, and disposed of in 
 such manner as penalties and forfeitures which may be incurred for 
 
254 THE MEN ON DECK 
 
 offenses against the laws relating to the collection of duties; but such 
 penalties shall not be incurred on account of the master not produc- 
 ing to the first boarding officer any of the persons contained in the 
 list who may have been discharged in a foreign country with the con- 
 sent of the consul, vice-consul, commercial agent, or vice-commercial 
 agent there residing, certified in writing, under the hand and official 
 seal, to be produced to the collector with the other persons composing 
 the crew, nor on account of any such person dying or absconding 
 or being forcibly impressed into other service of which satisfactory 
 proof shall also be exhibited to the collector. (R. S., 4576; Mar. 3, 
 1897; sec. 3.) 
 
 Papers relating to crew. 
 
 The following rules shall be observed with reference to vessels 
 bound on any foreign voyage: 
 
 First. The duplicate list of the ship's company, required to be 
 made out by the master and delivered to the collector of the customs, 
 under section forty-five hundred and seventy-three, shall be a fair 
 copy in one uniform handwriting, without erasure or interlineation. 
 
 Second. It shall be the duty of the owners of every such vessel 
 to obtain from the collector of the customs of the district from which 
 the clearance is made, a true and certified copy of the shipping- 
 articles, containing the names of the crew, which shall be written 
 in a uniform hand, without erasures or interlineations. 
 
 Third. These documents, which shall be deemed to contain all 
 the conditions of contract with the crew as to their service, pay, 
 voyage, and all other things, shall be produced by the master, and 
 laid before any consul, or other commercial agent of the United States, 
 whenever he may deem their contents necessary to enable him to 
 discharge the duties imposed upon him by law toward any mariner 
 applying to him for his aid or assistance. 
 
 Fourth. All interlineations, erasures, or writing in a hand dif- 
 ferent from that in which such duplicates were originally made, shall 
 be deemed fraudulent alterations, working no change in such papers, 
 unless satisfactorily explained in a manner consistent with innocent 
 purposes and the provisions of law which guard the rights of mari- 
 ners. 
 
 Fifth. If any master of a vessel shall proceed on a foreign voyage 
 without the documents herein required, or refuse to produce them 
 when required, or to perform the duties imposed by this section, or 
 
LAWS "RELATING TO MERCHANT SEAMEN 255 
 
 shall violate the provisions thereof, he shall be liable to each and 
 every individual injured thereby in damages, to be recovered in any 
 court of the United States in the district where such delinquent may 
 reside or be found, and in addition thereto be punishable by a fine 
 of one hundred dollars for each offense. 
 
 Sixth. It shall be the duty of the boarding-officer to report all 
 violations of this section to the collector of the port where any 
 vessel may arrive, and the collector shall report the same to the 
 Secretary of Commerce and to the United States attorney in his 
 district. (R. S., 4575; Feb. 14. 1903; sec. 10.) 
 
 Shipment of seamen in the coasting or near-by foreign trade. 
 
 None of the provisions of an act entitled " An act to authorize 
 the appointment of shipping commissioners by the several circuit 
 courts of the United States to superintend the shipping and discharge 
 of seamen engaged in merchant ships belonging to the United States, 
 and for the further protection of seamen " shall apply to sail or 
 steam vessels engaged in the coastwise trade, (except the coast- 
 wise trade between the Atlantic and Pacific coasts,) or in the lake- 
 going trade touching at foreign ports or otherwise, or in the trade 
 between the United States and the British North American posses- 
 sions, or in any case where the seamen are by custom or agreement 
 entitled to participate in the profits or result of a cruise, or voyage. 
 (June 9, 1874; June 19, 1886; Feb. 18, 1895.) 
 
 Shipping commissioners may ship and discharge crews for any 
 vessel engaged in the coastwise trade, or the trade between the 
 United States and the Dominion of Canada, or Newfoundland, or 
 the West Indies, or the Republic of Mexico, at the request of the mas- 
 ter or owner of such vessel, the shipping and discharging fees in such 
 cases to be one-half that prescribed by section forty-six hundred 
 and twelve of the Revised Statutes, for the purpose of determining 
 the compensation of shipping commissioners. (June 19, 1886; 
 sec. 2.) 
 
 When a crew is shipped by a shipping commissioner for any 
 American vessel in the coastwise trade, or the trade between the 
 United States and the Dominion of Canada, or New Foundland, 
 or the West Indies, or Mexico, as authorized by section two of an 
 Act approved June nineteenth, eighteen hundred and eighty-six, 
 entitled " An Act to abolish certain fees for official services to Ameri- 
 
256 THE MEN ON DECK 
 
 can vessels, and to amend the laws relating to shipping commission- 
 ers, seamen, and owners of vessels, and for other purposes," an agree- 
 ment shall be made with each seaman engaged as one of such crew in 
 the same manner as is provided by Sections four thousand five hundred 
 and eleven and four thousand five hundred and twelve of the Revised 
 Statutes, not however including the sixth and eighth items of Sec- 
 tion four thousand five hundred and eleven; and such agreement 
 shall be posted as provided in Section four thousand five hundred 
 and nineteen, and such seamen shall be discharged and receive their 
 wages as provided by the first clause of Section four thousand five 
 hundred and twenty-nine and also by Sections four thousand five 
 hundred and twenty-six, four thousand five hundred and twenty- 
 seven, four thousand five hundred and twenty-eight, four thousand 
 five hundred and thirty, four thousand five hundred and thirty- 
 five, four thousand fine hundred and thirty-six, four thousand five 
 hundred and forty-two, four thousand five hundred and forty- 
 three, four thousand five hundred and forty-four, four thousand 
 five hundred and forty-five, four thousand five hundred and forty- 
 six, four thousand five hundred and forty-seven, four thousand five 
 hundred and forty-nine, four thousand five hundred and fifty, four 
 thousand five hundred and fifty-one, four thousand five hundred and 
 fifty-two, four thousand five hundred and fifty-three, four thousand 
 five hundred and fifty-four and four thousand six hundred and two 
 of the Revised Statutes; but in all other respects such shipments 
 of seamen and such shipping agreement shall be regarded as if both 
 shipment and agreement had been entered into between the master 
 of a vessel and a seaman without going before a shipping commis- 
 sioner. (Feb. 18, 1895; Mar. 3, 1897; sec. 8; Dec. 21, 1898; sec. 25; 
 Mar. 3, 1897; sec. 8.) 
 
 Agreement in coasting trade not before commissioner. 
 
 Every master of any vessel of the burden of fifty tons or upward, 
 bound from a port in one State to a port in any other than an adjoin- 
 ing State, except vessels of the burden of seventy-five tons or upward, 
 bound from a port on the Atlantic to a port on the Pacific, or vice 
 versa, shall, before he proceeds on such voyage, make an agree- 
 ment in writing or in print, with every seaman on board such vessel 
 except such as shall be apprentice or servant to himself or owners, 
 declaring the voyage or term of time for which such seaman shall be 
 shipped. (R. S., 4520.) 
 
LAWS RELATING TO MERCHANT SEAMEN 257 
 
 If any master of such vessel of the burden of fifty tons or upward 
 shall carry out any seaman or mariner, except apprentices or servants, 
 without such contract or agreement being first made and signed by 
 the seamen, such master shall pay to every such seaman the highest 
 price or wages which shall have been given at the port or place 
 where such seaman was shipped, for a similar voyage, within three 
 months next before the time of such shipping, if such seaman shall 
 perform such voyage; or if not, then for such time as he shall continue 
 to do duty on board such vessel; and shall moreover be liable to a 
 penalty of twenty dollars for every such seaman, recoverable, 
 one-half to the use of the person prosecuting for the same, and the 
 other half to the use of the United States. Any seaman who has 
 not signed such a contract shall not be bound by the regulations nor 
 subject to the penalties and forfeitures contained in this Title [R. S., 
 4501-4613]. (R. S., 4521.) 
 
 At the foot of every such contract to ship upon such a vessel of 
 the burden of fifty tons or upward there shall be a memorandum in 
 writing of the day and the hour when such seamen who shipped and 
 subscribed shall render himself on board to begin the voyage agreed 
 upon. If any seaman shall neglect to render himself on board the 
 vessel for which he has shipped at the time mentioned in such memo- 
 randum without giving twenty-four hours' notice of his inability to 
 do so, and if the master of the vessel shall, on the day in which such 
 neglect happened, make an entry in the log book of such vessel of 
 the name of such seaman, and shall in like manner note the time 
 that he so neglected to render himself after the time appointed, then 
 every such seaman shall forfeit for every hour which he shall so neglect 
 to render himself one-half of one day's pay, according to the rate of 
 wages agreed upon, to be deducted out of the wages. If any such sea- 
 man shall wholly neglect to render himself on board of such vessel, 
 or having rendered himself on board shall afterwards desert, he shall 
 forfeit all of his wages or emoluments which he has then earned. 
 [This section shall not apply to fishing or whaling vessels or yachts, 
 Dec. 21, 1898, sec. 26.] (R. S., 4522; Dec. 21, 1898; sec. 2.) 
 
 Discharge in foreign trade. 
 
 All seamen discharged in the United States from merchant vessels 
 engaged in voyages from a port in the United States to any foreign 
 port, or, being of the burden of seventy-five tons or upward, from a 
 
258 THE MEN ON DECK 
 
 port on the Atlantic to a port on the Pacific, or vice versa, shall be 
 discharged and receive their wages in the presence of a duly authorized 
 shipping-commissioner under this Title [R. S., 4501-4613], except in 
 cases where some competent court otherwise directs; and any master 
 or owner of any such vessel who discharges any such seaman belong- 
 ing thereto, or pays his wages within the United States in any other 
 manner, shall be liable to a penalty of not more than fifty dollars. 
 (R. S., 4549.) 
 
 Every master shall, not less than forty-eight hours before paying 
 off or discharging any seaman, deliver to him, or, if he is to be dis- 
 charged before a shipping-commissioner, to such shipping-commis- 
 sioner, a full and true account of his wages, and all deductions to 
 be made therefrom on any account whatsoever; and in default 
 shall, for each offense, be liable to a penalty of not more than fifty 
 dollars. No deduction from the wages of any seaman except in 
 respect of some matter happening after such delivery shall be allowed, 
 unless it is included in the account delivered; and the master shall, 
 during the voyage, enter the various matters in respect to which such 
 deductions are made, with the amounts of the respective deductions 
 as they occur, in the official log-book, and shall, if required, produce 
 such book at the time of the payment of wages, and, also, upon the 
 hearing, before any competent authority, of any complaint or ques- 
 tion relating to such payment. (R. S., 4550.) 
 
 Upon the discharge of any seaman, or upon payment of his 
 wages, the master shall sign and give him a certificate of discharge, 
 specifying the period of his service and the time and place of his 
 oUscharge, in the form marked Table B in the schedule annexed to 
 this Title [R. S., 4501-4613]; and every master who fails to sign and 
 give to such seaman such certificate and discharge, shall, for each 
 such offense, incur a penalty not exceeding fifty dollars. But when- 
 ever the master shall discharge his crew or any part thereof in any 
 collection-district where no shipping-commissioner has been appointed, 
 he may perform for himself the duties of such commissioner. (R. S., 
 455I-) 
 
 Discharge in foreign ports. 
 
 Upon the application of the master of any vessel to a consular 
 officer to discharge a seaman, or upon the application of any seaman 
 for his own discharge, if it appears to such officer that said seaman 
 
LAWS RELATING TO MERCHANT SEAMEN 259 
 
 has completed his shipping agreement, or is entitled to his discharge 
 under any act of Congress or according to the general principles or 
 usages of maritime law as recognized in the United States, such 
 officer shall discharge said seaman, and require from the master of 
 said vessel, before such discharge shall be made, payment of the wages 
 which may then be due said seaman; but no payment of extra wages 
 shall be required by any consular officer upon such discharge of 
 any seaman except as provided in this act. (R. S., 4580; June 26, 
 1884; sec. 2.) 
 
 If any consular officer, when discharging any seaman, shall neglect 
 to require the payment of and collect the arrears of wages and extra 
 wages required to be paid in the case of the discharge of any seaman, 
 he shall be accountable to the United States for the full amount 
 thereof. The master shall provide any seaman so discharged with 
 employment on a vessel agreed to by the seaman, or shall provide 
 him with one month's extra wages, if it shall be shown to the satis- 
 faction of the consul that such seaman was not discharged for neglect 
 of duty, incompetency, or injury incurred on the vessel. If the 
 seaman is discharged by voluntary consent before the consul, he shall 
 be entitled to his wages up to the time of his discharge, but not for 
 any further period. If the seaman is discharged on account of injury 
 or illness, incapacitating him for service, the expenses of his main- 
 tenance and return to the United States shall be paid from the fund 
 for the maintenance and transportation of destitute American 
 seamen: Provided, That at the discretion of the Secretary of Com- 
 merce, and under such regulations as he may prescribe, if any seaman 
 incapacitated from service by injury or illness is on board a vessel so 
 situated that a prompt discharge requiring the personal appearance of 
 the master of the vessel before an American consul or consular agent 
 is impracticable, such seaman may be sent to a consul or consular 
 agent, who shall care for him and defray the cost of his maintenance 
 and transportation, as provided in this paragraph. (R. S., 4581; 
 Dec. 21, 1898; sec. 16; Mar. 4, 1915; sec. 19.) (Effective begin- 
 ning Nov. 4, 1915.) 
 
 Whenever a vessel of the United States is sold in a foreign country 
 and her company discharged, it shall be the duty of the master to 
 produce to the consular officer a certified list of the ship's company, 
 and also the shipping articles, and besides paying to each seaman or 
 apprentice the wages due him, he, shall either provide him with ade^ 
 
260 THE MEN ON DECK 
 
 quate employment on board some other vessel bound to the port at 
 which he was originally shipped, or to such other port as may be agreed 
 upon by him, or furnish the means of sending him to such port, or 
 provide him with a passage home, or deposit with the consular officer 
 such a sum of money as is by the officer deemed sufficient to de- 
 fray the expenses of his maintenance and passage home; and the 
 consular officer shall indorse upon the agreement with the crew of the 
 ship which the seaman or apprentice is leaving the particulars of 
 any payment, provision, or deposit made under this section. A fail- 
 ure to comply with the provisions of this section shall render the 
 owner liable to a fine of not exceeding fifty dollars. (R. S., 4582, 
 Dec. 21, 1898; sec. 17.) 
 
 Whenever on the discharge of a seaman in a foreign country by a 
 consular officer on his complaint that the voyage is continued con- 
 trary to agreement, or that the vessel is badly provisioned or unsea- 
 worthy, or against the officers for cruel treatment, it shall be the duty 
 of the consul or consular agent to institute a proper inquiry into the 
 matter, and, upon his being satisfied of the truth and justice of such 
 complaint, he shall require the master to pay to such seaman one 
 month's wages over and above the wages due at the time of dis- 
 charge, and to provide him with adequate employment on board 
 some other vessel, or provide him with a passage on board some other 
 vessel bound to the port from which he was originally shipped, 
 or to the most convenient port of entry in the United States, or to 
 a port agreed to by the seaman. (R. S., 4583; Dec. 21, 1898; 
 sec. 1 8.) 
 
 Wages. 
 
 No seaman shall, by any agreement other than is provided by 
 this Title [R. S., 4501-4613], forfeit his lien upon the ship, or be de- 
 prived of any remedy for the recovery of his wages to which he would 
 otherwise have been entitled; and every stipulation in any agree- 
 ment inconsistent with any provision of this Title, and every stipula- 
 tion by which any seaman consents to abandon his right to his 
 wages in the case of the loss of the ship, or to abandon any right 
 which he may have or obtain in the nature of salvage, shall be wholly 
 inoperative. (R. S., 4535.) 
 
 The following rules shall be observed with respect to the settle- 
 ment of wages: 
 
LAWS RELATING TO MERCHANT SEAMEN 261 
 
 First. Upon the completion, before a shipping-commissioner, of 
 any discharge and settlement, the master or owner and each seaman, 
 respectively, in the presence of the shipping-commissioner, shall sign 
 a mutual release of all claims for wages in respect of the past voyage 
 or engagement, and the shipping-commissioner shall also sign and 
 attest it, and shall retain it in a book to be kept for that purpose, 
 provided both the master and seaman assent to such settlement, or 
 the settlement has been adjusted by the shipping-commissioner. 
 
 Second. Such release, so signed and attested, shall operate as a 
 mutual discharge and settlement of all demands for wages between 
 the parties thereto, on account of wages, in respect to the past voyage 
 or engagement. 
 
 Third. A copy of such release, certified under the hand and seal 
 of such shipping-commissioner to be a true copy, shall be given 
 by him to any party thereto requiring the same, and such copy shall 
 be receivable in evidence upon any future question touching such 
 claims, and shall have all the effect of the original of which it purports 
 to be a copy. 
 
 Fourth. In cases in which discharge and settlement before a ship- 
 ping-commissioner are required, no payment, receipt, settlement, 
 or discharge otherwise made shall operate as evidence of the release 
 or satisfaction of any claim. 
 
 Fifth. Upon payment being made by a master before a shipping- 
 commissioner, the shipping-commissioner shall, if required, sign and 
 give to such master a statement of the whole amount so paid; and 
 such statement shall, between the master and his employer, be re- 
 ceived as evidence that he has made the payments therein mentioned. 
 (R. S., 4552.) 
 
 Upon every discharge effected before a shipping-commissioner, 
 the master shall make and sign, in the form given in the table marked 
 " B," in the schedule annexed to this Title [R. S., 4501-4613], a 
 report of the conduct, character, and qualifications of the persons 
 discharged; or may state in such form, that he declines to give any 
 opinion upon such particulars, or upon any of them; and the com- 
 missioner shall keep a register of the same, and shall, if desired so to 
 do by any seaman, give to him or indorse on his certificate of dis- 
 charge a copy of so much of such report as concerns him. (R. S., 
 45S3-) 
 
 A seaman's right to wages and provisions shall be taken to com- 
 
262 THE MEN ON DECK 
 
 mence either at the time at which he commences work, or at the time 
 specified in the agreement for his commencement of work or presence 
 on board, whichever first happens. (R. S., 4524.) 
 
 No right to wages shall be dependent on the earning of freight 
 by the vessel; but every seaman or apprentice who would be en- 
 titled to demand and receive any wages if the vessel on which he has 
 served had earned freight, shall, subject to all other rules of law and 
 conditions applicable to the case, be entitled to claim and recover 
 the same of the master or owner in personam, notwithstanding that 
 freight has not been earned. But in all cases of wreck or loss of 
 vessel, proof that any seaman or apprentice has not exerted himself 
 to the utmost to save the vessel, cargo, and stores, shall bar his 
 claim. (R. S., 4525.) 
 
 In cases where the service of any seaman terminates before the 
 period contemplated in the agreement, by reason of the loss or 
 wreck of the vessel, such seaman shall be entitled to wages for the 
 time of service prior to such termination, but not for any further 
 period. Such seaman shall be considered as a destitute seaman and 
 shall be treated and transported to port of shipment as provided 
 in sections forty-five hundred and seventy-seven, forty-five hundred 
 and seventy-eight, and forty-five hundred and seventy-nine of the 
 Revised Statutes of the United States. [This section shall not apply 
 to fishing or whaling vessels or yachts Dec. 21, 1898, sec. 26.] 
 (R. S., 4526; Dec. 21, 1898; sec. 3.) 
 
 Any seaman who has signed an agreement and is afterward dis- 
 charged before the commencement of the voyage or before one 
 month's wages are earned, without fault on his part justifying such 
 discharge, and without his consent, shall be entitled to receive from 
 the master or owner, in addition to any wages he may have earned, 
 a sum equal in amount to one month's wages as compensation, and 
 may, on adducing evidence satisfactory to the court hearing the 
 case, of having been improperly discharged, recover such compensa- 
 tion as if it were wages duly earned. (R. S., 4527.) 
 
 No seaman or apprentice shall be entitled to wages for any period 
 during which he unlawfully refuses or neglects to work when re- 
 quired, after the time fixed by the agreement for him to begin work, 
 nor, unless the court hearing the case otherwise directs, for any 
 
LAWS RELATING TO MERCHANT SEAMEN 263 
 
 period during which he is lawfully imprisoned for any offense com- 
 mitted by him. (R. S., 4528.) 
 
 The master or owner or any vessel making coasting voyages shall 
 pay to every seaman his wages within two days after the termination 
 of the agreement under which he was shipped, or at the time such 
 seaman is discharged, whichever first happens; and in case of vessels 
 making foreign voyages, or from a port on the Atlantic to a port 
 on the Pacific, or vice versa, within twenty-four hours after the cargo 
 has been discharged, or within four days after the seaman has been dis- 
 charged, whichever first happens; and in all cases the seaman shall 
 be entitled to be paid at the time of his discharge on account of wages 
 a sum equal to one-third part of the balance due him. Every master 
 or owner who refuses or neglects to make payment in the manner 
 hereinbefore mentioned without sufficient cause shall pay to the sea- 
 man a sum equal to two days' pay for each and every day during 
 which payment is delayed beyond the respective periods, which 
 sum shall be recoverable as wages in any claim made before the court; 
 but this section shall not apply to masters or owners of any vessel 
 the seamen of which are entitled to share in the profits of the cruise 
 or voyage. [This section shall not apply to fishing or whaling 
 vessels or yachts Dec. 21, 1898, sec. 26 but this section shall 
 apply to all vessels engaged in the taking of oysters June 28, 1906, 
 sec. 4.] (R. S. 4529; Dec. 21, 1898; sec. 4; June 28, 1906; sec. 4. 
 Mar. 4, 1915; sec. 3.) (Effective beginning Nov. 4, 1915.) 
 
 Every seaman on a vessel of the United States shall be entitled 
 to receive on demand from the master of the vessel to which he belongs 
 one-half part of the wages which he shall have then earned at every 
 port where such vessel, after the voyage has been commenced, shall 
 load or deliver cargo before the voyage is ended and all stipulations 
 in the contract to the contrary shall be void: Provided, Such a demand 
 shall not be made before the expiration of, nor oftener than once in 
 five days. Any failure on the part of the master to comply with 
 this demand shall release the seaman from his contract and he shall 
 be entitled to full payment of wages earned. And when the voyage 
 is ended every such seaman shall be entitled to the remainder of the 
 wages which shall then be due him, as provided in section forty- 
 five hundred and twenty-nine of the Revised Statutes: Provided 
 further, That notwithstanding any release signed by any seaman 
 under section forty-five hundred and fifty-two of the Revised Statutes 
 
264 THE MEN ON DECK 
 
 any court having jurisdiction may upon good cause shown set aside 
 such release and take such action as justice shall require: And pro- 
 vided further, That this section shall apply to seamen on foreign 
 vessels while in harbors of the United States, and the courts of the 
 United States shall be open to such seamen for its enforcement. 
 [This section shall not apply to fishing or whaling vessels or yachts 
 -Dec. 21, 1898, sec. 26.] (R. S., 4530; Dec. 21, 1898; sec. 5; 
 Mar. 4, 1915, sec. 4.) (Effective on American vessels beginning 
 Nov. 4, 1915; on vessels of foreign nations not covered by treaties 
 Mar. 4, 1916; on vessels of other foreign nations after termination 
 of treaties.) 
 
 * Whenever the wages of any seaman are not paid withing ten days 
 after the time when the same ought to be paid according to the pro- 
 visions of this Title [R. S., 4501-4613], or any dispute arises between 
 the master and seamen touching wages, the district judge for the 
 judicial district where the vessel is, or in case his residence be more 
 than three miles from the place, or he be absent from the place 
 of his residence, then, any judge or justice of the peace, or any 
 commissioner of a district court, may summon the master of such 
 vessel to appear before him, to show cause why process should not 
 issue against such vessel, her tackle, apparel, and furniture, accord- 
 ing to the course of admiralty courts, to answer for the wages. (R. 
 S., 4546; May 28, 1896.) 
 
 If the master against whom such summons is issued neglects 
 to appear, or, appearing, does not show that the wages are paid or 
 otherwise satisfied or forfeited, and if the matter in dispute is not 
 forthwith settled, the judge or justice or commissioner shall certify 
 to the clerk of the district court that there is sufficient cause of com- 
 plaint whereon to found admiralty process; and thereupon the 
 clerk of such court shall issue process against the vessel. In all cases 
 where the matter in demand does not exceed one hundred dollars 
 the return day of the monition or citation shall be the first day of a 
 stated or special session of court next succeeding the third day after 
 the service of the monition or citation, and on the return of process 
 in open court, duly served, either party may proceed therein to proofs 
 and hearing without other notice, and final judgment shall be given 
 according to the usual course of admiralty courts in such cases. In 
 such suits all the seamen having cause of complaint of the like kind 
 against the same vessel may be joined as complainants, and it shall 
 
LAWS RELATING TO MERCHANT SEAMEN 265 
 
 be incumbent on the master to produce the contract and log book, 
 if required to ascertain any matter in dispute; otherwise the com- 
 plainants shall be permitted to state the contents thereof, and the 
 burden of proof of the contrary shall be on the master. But nothing 
 herein contained shall prevent any seaman from maintaining any 
 action at common law for the recovery of his wages, or having imme- 
 diate process gut of any court having admiralty jurisdiction wherever 
 any vessel may be found, in case she shall have left the port of delivery 
 where her voyage ended before payment of the wages, or in case she 
 shall be about to proceed to sea before the end of the ten days next 
 after the day when such wages are due, in accordance with section 
 forty-five hundred and twenty-nine of the Revised Statutes. [This 
 section shall} not apply to fishing or whaling vessels or yachts 
 Dec. 21, 1898, sec. 26 but this section shall apply to all vessels 
 engaged in the taking of oysters June 28, 1906, sec. 4.] (R. S., 
 4547; Dec. 21,^1898; sec. 6; June 28, 1906; sec. 4.) 
 
 Moneys paid under the laws of the United States, by direction of 
 consular officers or agents, at any foreign port or place, as wages, 
 extra or otherwise, due American seamen, shall be paid in gold or 
 its equivalent, without any deduction whatever any contract to the 
 contrary notwithstanding. (R. S., 4548.) 
 
 Any question concerning the forfeiture of, or deductions from, 
 the wages of any seaman or apprentice, may be determined in any 
 proceeding lawfully instituted with respect to such wages, notwith- 
 standing the offense in respect of which such question arises, though 
 hereby made punishable by imprisonment as well as forfeiture, has 
 not been made the subject of any criminal proceeding. (R. S., 
 4603.) 
 
 Whenever in any proceeding relating to seamen's wages it is shown 
 that any seaman or apprentice has, in the course of the voyage, been 
 convicted of any offense by any competent tribunal, and right- 
 fully punished therefor, by imprisonment or otherwise, the court 
 hearing the case may direct a part of the wages due to such seaman 
 not exceeding fifteen dollars, to be applied in reimbursing any costs 
 properly incurred by the master in procuring such conviction and 
 punishment. (R. S., 4605.) 
 
 Advances and allotments of wages. 
 
 (a) It shall be, and is hereby, made unlawful in any case to pay 
 
266 THE MEN ON DECK 
 
 any seaman wages in advance of the time when he has actually earned 
 the same, or to pay such advance wages, or to make any order, or 
 note, or other evidence of indebtedness therefor to any other person, 
 or to pay any person, for the shipment of seamen when payment is 
 deducted or to be deducted from a seaman's wages. Any person 
 violating any of the foregoing provisions of this section shall be deemed 
 guilty of a misdemeanor, and upon conviction shall be punished by a 
 fine of not less than $25 nor more than $100, and may also be impris- 
 oned for a period of not exceeding six months, at the discretion of 
 the court. The payment of such advance wages or allotment shall 
 in no case except as herein provided absolve the vessel or the master 
 or the owner thereof from the full payment of wages after the same 
 shall have been actually earned, and shall be no defense to a libel 
 suit or action of the recovery of such wages. 11 any person shall 
 demand or receive, either directly or indirectly, from any seaman or 
 other person seeking employment, as seaman, or from any person 
 on his behalf, any remuneration whatever for providing him with 
 employment, he shall for every such offense be deemed guilty of a 
 misdemeanor and shall be imprisoned not more than six months or 
 fined not more than $500. 
 
 (b) It shall be lawful for any seaman to stipulate in his shipping 
 agreement for an allotment of any portion of the wages he may earn 
 to his grandparents, parents, wife, sister, or children. 
 
 (c) No allotment shall be valid unless in writing and signed by 
 and approved by the shipping-commissioner. It shall be the duty 
 of the said commissioner to examine such allotments and the parties 
 to them and enforce compliance with the law. All stipulations for 
 the allotment of any part of the wages of a seaman during his absence 
 which are made at the commencement of the voyage shall be inserted 
 in the agreement and shall state the amounts and times of the pay- 
 ments to be made and the persons to whom the payments are to be 
 made. 
 
 (d) No allotment except as provided for in this section shall be 
 lawful. Any person who shall falsely claim to be such relation, as 
 above described, of a seaman under this section shall for every such 
 offense be punished by a fine not exceeding $500 or imprisonment not 
 exceeding six months, at the discretion of the court. 
 
 (e) This section shall apply as well to foreign vessels while in 
 waters of the United States, as to vessels of tha United States, and 
 any master, owner, consignee, or agent of any foreign vessel who 
 
LAWS RELATING TO MERCHANT SEAMEN 267 
 
 has violated its provisions shall be liable to the same penalty that 
 the master, owner, or agent of a vessel of the United States would 
 be for similar violation. 
 
 The master, owner, consignee, or agent of any vessel of the United 
 States, or of any foreign vessel seeking clearance from a port of the 
 United States, shall present his shipping articles at the office of clear- 
 ance, and no clearance shall be granted any such vessel unless the 
 provisions of this section have been complied with. 
 
 (/) Under the direction of the Secretary of Commerce the Com- 
 missioner of Navigation shall make regulations to carry out this 
 section. [This section shall not apply to fishing or whaling vessels 
 or yachts Dec. 21, 1898, sec. 26 but this section shall apply to 
 all vessels engaged in the taking of oysters June 28, 1906, sec. 4.] 
 (Dec. 21, 1898; sec. 24; Apr. 26, 1904; June 28, 1906; sec. 4; 
 Mar. 4, 1915; sec. n.) (Effective on American vessels beginning 
 Nov. 4, 1915; on vessels of foreign nations not covered by treaties 
 Mar. 4, 1916; on vessels of other foreign nations after termination 
 of treaties.) 
 
 Wages and clothing exempt from attachment. 
 
 * No wages due or accruing to any seaman or apprentice shall be 
 subject to attachment or arrestment from any court, and every pay- 
 ment of wages to a seaman or apprentice shall be valid in law, not- 
 withstanding any previous sale or assignment of wages or of any 
 attachment, encumbrance, or arrestment thereon; and no assign- 
 ment or sale of wages or of salvage made prior to the accruing thereof 
 shall bind the party making the same, except such allotments as are 
 authorized by this title. This section shall apply to fishermen em- 
 ployed on fishing vessels as well as to seamen: Provided, That nothing 
 contained in this or any preceding section shall interfere with the 
 order by any court regarding the payment by any seaman of any 
 part of his wages for the support and maintenance of his wife and 
 minor children. (Mar. 4, 1915; sec. 12.) (Effective beginning Nov. 
 4, 
 
 The clothing of any seaman shall be exempt from attachment, 
 and any person who shall detain such clothing when demanded 
 by the owner shall be deemed guilty of a misdemeanor, and shall be 
 imprisoned not more than six months or fined not more than five 
 hundred dollars, or both. (Feb. 18, 1895; Apr. n, 1904.) 
 
268 THE MEN ON DECK 
 
 No sum exceeding one dollar shall be recoverable from any sea- 
 man, by any one person, for any debt contracted during the time such 
 seaman shall actually belong to any vessel, until the voyage for which 
 such seaman engaged shall be ended. (R. S., 4537.) 
 
 Desertion of seamen abroad. 
 
 It shall be the duty of all consular officers to discountenance 
 insubordination by every means in their power and, where the local 
 authorities can be usefully employed for that purpose, to lend their 
 aid and use their exertions to that end in the most effectual manner. 
 In all cases where seamen or officers are accused, the consular officer 
 shall inquire into the facts and proceed as provided in section forty- 
 five hundred and eighty-three of the Revised Statutes; and the officer 
 discharging such seaman shall enter upon the crew list and shipping 
 articles and official log the cause of such discharge and the particulars 
 in which the cruel or unusual treatment consisted and subscribe his 
 name thereto officially. He shall read the entry made in the official 
 log to the master, and his reply thereto, if any, shall likewise be 
 entered and subscribed hi the same manner. (R. S., 4600; Dec. 21, 
 1898; sec. 21 ; Mar. 4, 1915; sec. 8.) (Effective beginning Nov. 4, 
 
 Desertion of foreign seamen in the United States. 
 
 On application of a consul or vice-consul of any foreign govern- 
 ment having a treaty with the United States stipulating for the res- 
 toration of seamen deserting, made in writing, stating that the person 
 therein named has deserted from a vessel of any such government, 
 while in any port of the United States, and on proof by the exhibition 
 of the register of the vessel, ship's roll, or other official document, 
 that the person named belonged, at the time of desertion, to the crew 
 of such vessel, it shall be the duty of any court, judge, commissioner 
 of any circuit court, justice, or other magistrate, having competent 
 power, to issue warrants to cause such person to be arrested for 
 examination. If, on examination, the facts stated are found to be 
 true, the person arrested not being a citizen of the United States, 
 shall be delivered up to the consul or vice-consul, to be sent back to 
 the dominions of any such government, or, on the request and at the 
 expense of the consul or vice-consul, shall be detained until the con- 
 sul or vice-consul finds an opportunity to send him back to the 
 dominions of any such government. No person so arrested shall be 
 
LAWS RELATING TO MERCHANT SEAMEN 269 
 
 detained more than two months after his arrest; but at the end of 
 that time shall be set at liberty, and shall not be again molested for 
 the same cause. If any such deserter shall be found to have com- 
 mitted any crime or offense, his surrender may be delayed until 
 the tribunal before which the case shall be depending, or may be 
 cognizable, shall have pronounced its sentence, and such sentence 
 shall have been carried into effect. (R. S., 5280.) 
 
 Repeal of treaties and conventions. 
 
 In the judgment of Congress articles in treaties and conven- 
 tions of the United States, in so far as they provide for the arrest and 
 imprisonment of officers and seamen deserting or charged with de- 
 sertion from merchant vessels of the United States in foreign coun- 
 tries, and for the arrest and imprisonment of officers and seamen 
 deserting or charged with desertion from merchant vessels of foreign 
 nations in the United States and the Territories and 'possessions 
 thereof, and for the cooperation, aid, and protection of competent 
 legal authorities in effecting such arrest or imprisonment and any 
 other treaty provision in conflict with the provisions of this Act, 
 ought to be terminated, and to this end the President be, and he is 
 hereby, requested and directed, within ninety days after the passage 
 of this Act, to give notice to the several Governments, respectively, 
 that so much as hereinbefore described of all such treaties and con- 
 ventions between the United States and foreign Governments will 
 terminate on the expiration of such periods after notices have been 
 given as may be required in such treaties and conventions. (Mar. 4, 
 1915; sec. 16.) 
 
 Upon the expiration after notice of the periods required, respec- 
 tively, by said treaties and conventions and of one year in the case 
 of the independent State of the Kongo, so much as hereinbefore 
 described in each and every one of said articles shall be deemed 
 and held to have expired and to be of no force and effect, and there- 
 upon section fifty-two hundred and eighty and so much of section 
 four thousand and eighty-one of the Revised Statutes as relates to 
 the arrest or imprisonment of officers and seamen deserting or charged 
 with desertion from merchant vessels of foreign nations in the United 
 States and Territories and possessions thereof, and for the coopera- 
 tion, aid, and protection of competent legal authorities in effecting 
 such arrest or imprisonment, shall be, and is hereby, repealed, 
 (Sec. 17.) 
 
270 THE MEN ON DECK 
 
 Arbitration before shipping commissioner. 
 
 Every shipping-commissioner shall hear and decide any question 
 whatsoever between a master, consignee, agent, or owner, and any 
 of his crew, which both parties agree in writing to submit to him; 
 and every award so made by him shall be binding on both parties, 
 and shall, in any legal proceedings which may be taken in the matter, 
 before any court of justice, be deemed to be conclusive as to the rights 
 of parties. And any document under the hand and official seal of a 
 commissioner purporting to be such submission or award, shall be 
 prima-facie evidence thereof. (R. S., 4554; Aug. 19, 1890.) 
 
 In any proceeding relating to the wages, claims, or discharge of 
 a seaman, carried on before any shipping-commissioner, under the 
 provisions of this Title [R. S., 4501-4613], such shipping-commissioner 
 may call upon the owner, or his agent, or upon the master, or any 
 mate, or any other member of the crew, to produce any log-books, 
 papers, or other documents in their possession or power, respectively, 
 relating to any matter in question in such proceedings, and may call 
 before him and examine any of such persons, being then at or near 
 the place, on any such matter; and every owner, agent, master, mate, 
 or other member of the crew who, when called upon by the shipping- 
 commissioner, does not produce any such books, papers, or documents, 
 if in his possession or power, or does not appear and give evidence, 
 shall, unless he shows some reasonable cause for such a default, be 
 liable to a penalty of not more than one hundred dollars for each 
 offense; and, on application made by the shipping-commissioner, shall 
 be further punished, in the discretion of the court, as in other cases 
 of contempt of the process of the court. (R. S., 4555.) 
 
 Soliciting lodgers. 
 
 If, within twenty-four hours after the arrival of any vessel at any 
 port in the United States, any person, then being on board such vessel, 
 solicits any seaman to become a lodger at the house of any person let- 
 ting lodgings for hire, or takes out of such vessel any effects of any 
 seaman, except under his personal direction, and with the permis- 
 sion of the master, he shall, for every such offense, be punishable 
 by a fine of not more than fifty dollars, or by imprisonment for not 
 more than three months. This section shall apply to vessels of the 
 United States engaged in the foreign trade and to foreign vessels. 
 (R. 5.^4607; Apr. 13, 1904.) 
 
LAWS RELATING TO MERCHANT SEAMEN 271 
 
 Return of seamen from foreign ports, Alaska, and insular ports. 
 
 It shall be the duty of the consuls, vice-consuls, commercial 
 agents, and vice-commercial agents, from time to time, to provide 
 for the seamen of the United States, who may be found destitute 
 within their districts, respectively, sufficient subsistence and passages 
 to some port in the United States, in the most reasonable manner, at 
 the expense of the United States, subject to such instructions as 
 the Secretary of State shall give. The seamen shall, if able, be bound 
 to do duty on board the vessels in which they may be transported, 
 according to their several abilities. (R. S., 4577.) 
 
 Relief and protection of American seamen in foreign countries, 
 and shipwrecked American seamen in the Territory of Alaska, in the 
 Hawaiian Islands, Porto Rico, the Panama Canal Zone, and the 
 Philippine Islands, $20,000. (Mar. 4, 1915.) 
 
 All masters of vessels of the United States, and bound to some 
 port of the same, are required to take such destitute seamen on board 
 their vessels, at the request of consular officers, and to transport 
 them to the port in the United States to which such vessel may be 
 bound, on such terms, not exceeding ten dollars for each person for 
 voyages of not more than thirty days, and not exceeding twenty 
 dollars for each person for longer voyages, as may be agreed between 
 the master and the consular officer, when the transportation is by a 
 sailing vessel; and the regular steerage passenger rate not to exceed 
 two cents per mile when the transportation is by steamer; and said 
 consular officer shall issue certificates for such transportation, which 
 certificates shall be assignable for collection. If any such destitute 
 seaman is so disabled or ill as to be unable to perform duty, the 
 consular officer shall so certify in the certificate of transportation, 
 and such additional compensation shall be paid as the Comptroller of 
 the Treasury shall deem proper. Every such master who refuses 
 to receive and transport such seamen on the request or order of 
 such consular officer shall be liable to the United States in a penalty 
 of one hundred dollars for each seaman so refused. The certificate 
 of any such consular officer, given under his hand and official seal, 
 shall be presumptive evidence of such refusal in any court of law having 
 jurisdiction for the recovery of the penalty. No master of any vessel 
 shall, however, be obliged to take a greater number than one man to 
 every one hundred tons burden of the vessel on any one voyage, or 
 
272 THE MEN ON DECK 
 
 to take any seaman [having a contagious disease. (R. S., 4578; 
 June 26, 1884; sec. 9; June 19, 1886; sec. 18.) 
 
 Whenever distressed seamen of the United States are transported 
 from foreign ports where there is no consular officer of the United 
 States, to ports of the United States, there shall be allowed to the mas- 
 ter or owner of each vessel, in which they are transported, such 
 reasonable compensation, in addition to the allowance now fixed by 
 law, as shall be deemed equitable by the Comptroller of the Treasury. 
 (R. S., 4579-) 
 
 Effects of deceased seamen. 
 
 Whenever any seaman or apprentice belonging to or sent home 
 on any merchant vessel, whether a foreign-going or domestic vessel, 
 employed on a voyage which is to terminate in the United States, 
 dies during such voyage, the master shall take charge of all moneys, 
 clothes, and effects which he leaves on board, and shall, if he thinks 
 fit, cause all or any of such clothes and effects to be sold by auction 
 at the mast or other public auction, and shall thereupon sign an entry 
 in the official log-book, and cause it to be attested by the mate and 
 one of the crew, containing the following particulars: 
 
 First. A statement of the amount of money so left by the de- 
 ceased. 
 
 Second. In case of a sale, a description of each article sold, and 
 the sum received for each. 
 
 Third. A statement of the sum due to deceased as wages, and 
 the total amount of deductions, if any, to be made therefrom. (R. S., 
 45380 
 
 In cases embraced by the preceding section, the following rules 
 shall be observed: 
 
 First. If the vessel proceeds at once to any port in the United 
 States, the master shall, within forty-eight hours after his arrival, 
 deliver any such effects remaining unsold, and pay any money 
 which he has taken charge of, or received from such sale, and the 
 balance of wages due to the deceased, to the shipping-commissioner 
 at the port of destination in the United States. 
 
 Second. If the vessel touches and remains at some foreign port 
 before coming to any port in the United States, the master shall 
 report the case to the United States consular officer there, and shall 
 give to such officer any information he requires as to the destina- 
 
LAWS RELATING TO MERCHANT SEAMEN 273 
 
 tion of the vessel and probable length of the voyage; and such officer 
 may, if he considers it expedient so to do, require the effects, 
 money, and wages to be delivered and paid to him, and shall, 
 upon such delivery and payment, give to the master a receipt; 
 and the master shall within forty-eight hou~s after his arrival at his 
 port of destination in the United States produce the same to the 
 shipping-commissioner there. Such consular officer shall, in any such 
 case, indorse and certify upon the agreement with the crew the par- 
 ticulars with respect to such delivery and payment. 
 
 Third. If the consular officer does not require such payment and 
 delivery to be made to him, the master shall take charge of the effects, 
 money, and wages, and shall, within forty-eight hours after his 
 arrival at his port of destination in the United States, deliver and pay 
 the same to the shipping-commissioner there. 
 
 Fourth. The master shall, in all cases in which any seaman or 
 apprentice dies during the voyage or engagement, give to such 
 officer or shipping-commissioner an account, in such form as they 
 may respectively require, of the effects, money, nd wages so to be 
 delivered and paid; and no deductions claimed in such account 
 shall be allowed unless verified by an entry in the official log-book, 
 if there be any; and by such other vouchers, if any, as may be reason- 
 ably required by the officer or shipping-commissioner to whom the 
 account is rendered. 
 
 Fifth. Upon due compliance with such of the provisions of this 
 section as relate to acts to be done at the port of destination in the 
 United States, the shipping-commissioner shall grant to the master 
 a certificate to that effect. No officer of customs shall clear any 
 foreign-going vessel without the production of such certificate. 
 (R. S., 4S39-) 
 
 Whenever any master fails to take such charge of the money or 
 other effects of a seaman or apprentice during a voyage, or to make 
 such entries in respect thereof, or to procure such attestation to such 
 entries, or to make such payment or delivery of any money, wages, 
 or effects of any seaman or apprentice dying during a voyage, or to 
 give such account in respect thereof as is above directed, he shall be 
 accountable for the money, wages, and effects of the seaman or 
 apprentice to the district court in whose jurisdiction such port of 
 destination is situate, and shall pay and deliver the same accordingly; 
 and he shall, in addition, for every such offense, be liable to a penalty 
 
274 THE MEN ON DECK 
 
 of not more than treble the value of the money or effects, or, if such 
 value is not ascertained, not more than two hundred dollars; and 
 if any such money, wages, or effects are not duly paid, delivered 
 and accounted for by the master, the owner of the vessel shall pay, 
 deliver, and account for the same, and such money and wages and 
 the value of such effects shall be recoverable from him accordingly; 
 and if he fails to account for and pay the same, he shall, in addition 
 to his liability for the money and value, be liable to the same penalty 
 which is incurred by the master for a like offense; and all money, 
 wages, and effects of any seaman or apprentice dying during a voyage 
 shall be recoverable in the courts and by the modes of proceeding 
 by which seaman are enabled to recover wages due to them. (R. S., 
 4540.) 
 
 Whenever any such seaman or apprentice dies at any place out 
 of the United States, leaving any money or effects not on board of 
 his vessel, the consular officer of the United States at or nearest the 
 place shall claim and take charge of such money and effects, and shall, 
 if he thinks fit, sell all or any of such effects, or any effects of any 
 deceased seaman or apprentice delivered to him under the pro- 
 visions of this Title [R. S v 4501-4613], and shall quarterly remit 
 to the district court for the district embracing the port from which 
 such vessel sailed, or the port where the voyage terminates, all moneys 
 belonging to or arising from the sale of the effects or paid as the wages 
 of any deceased seamen or apprentices which have come to his 
 hands; and shall render such accounts thereof as the circuit court 
 requires. (R. S., 4541; Mar. 3, 1897; sec. 4.) 
 
 Whenever any seaman or apprentice dies in the United States, 
 and is, at the time of his death, entitled to claim from the master 
 or owner of any vessel in which he has served, any unpaid wages 
 or effects, such master or owner shall pay and deliver, or account for 
 the same, to the shipping-commissioner at the port where the seaman 
 or apprentice was discharged, or was to have been discharged, or 
 where he died. (R. S., 4542; Mar. 3, 1897; sec. 6.) 
 
 Every shipping-commissioner in the United States shall, within 
 one week from the date of receiving any such money, wages, or effects 
 of any deceased seaman or apprentice, pay, remit, or deliver to the 
 district court of the district in which he resides, the money, wages, 
 or effects, subject to such deductions as may t>e allowed by the dis- 
 
LAWS RELATING TO MERCHANT SEAMEN 275 
 
 trict court for expenses incurred in respect to such money and effects; 
 and should any commissioner fail to pay, remit, and deliver the same 
 to the district court, within the time hereinbefore mentioned, he shall 
 incur a penalty of not more than treble the value of such money and 
 effects. (R. S., 4543-) 
 
 If the money and effects of any seaman or apprentice paid, 
 remitted, or delivered to the district court, including the moneys 
 received for any part of his effects which have been sold, either before 
 delivery to the district court, or by its directions, do not exceed in 
 value the sum of three hundred dollars, then, subject to the provisions 
 hereinafter contained, and to all such deductions for expenses in- 
 curred in respect to the seaman or apprentice, or of his money and 
 effects, as the said court thinks fit to allow, the court may pay and 
 deliver the said money and effects to any claimants who can prove 
 themselves either to be his widow or children, or to be entitled to 
 the effects of the deceased under his will, or under any statute, or at 
 common law, or to be entitled to procure probate, or take out letters 
 of administration or confirmation, although no probate or letters of 
 administration or confirmation have been taken out, and shall be 
 thereby discharged from all further liability in respect of the money 
 and effects so paid and delivered; or may, if he thinks fit so to do, 
 require probate, or letters of administration or confirmation, to be 
 taken out, and thereupon pay and deliver the said money and effects 
 to the legal personal representatives of the deceased; and if such 
 money and effects exceed in value the sum of three hundred dollars, 
 then, subject to deduction for expenses, the court shall pay and 
 deliver the same to the legal personal representatives of the de- 
 ceased. (R. S., 4544-) 
 
 A district court, in its discretion, may at any time direct the sale 
 of the whole or any part of the effects of a deceased seaman or appren- 
 tice, which it has received or may hereafter receive, and shall hold 
 the proceeds of such sale as the wages of deceased seamen are held. 
 When no claim to the wages or effects or proceeds of the sale of the 
 effects of a deceased seaman or apprentice, received by a district 
 court, is substantiated within six years after the receipt thereof by 
 the court, it shall be in the absolute discretion of the court, if any sub- 
 sequent claim is made, either to allow or refuse the same. Such 
 courts shall, from time to time, pay any moneys arising from the un- 
 claimed wages and effects of deceased seamen, which in their opinion 
 
276 THE MEN ON DECK 
 
 it is not necessary to retain for the purpose of satisfying claims, 
 into the Treasury of the United States, and such moneys shall form 
 a fund for, and be appropriated to, the relief of sick and disabled 
 and destitute seamen belonging to the United States merchant marine 
 service. (R. S., 4545; Mar. 3, 1897; sec. 7.) 
 
 Sick and disabled seamen. 
 
 The President is authorized to receive donations of real or per- 
 sonal property, in the name of the United States, for the erection or 
 support of hospitals for sick and disabled seamen. (R. S., 4801.) 
 
 The term " seaman," wherever employed in legislation relating 
 to the marine-hospital service, shall be held to include any person 
 employed on board in the care, preservation, or navigation of any 
 vessel, or in the service, on board, of those engaged in such care, 
 preservation, or navigation. (Mar. 3, 1875; sec. 3.) 
 
 No person employed in or connected with the navigation, man- 
 agement, or use of canal-boats engaged in the coasting-trade shall 
 by reason thereof be entitled to any benefit or relief from the marine- 
 hospital fund. (R. S., 4804.) 
 
 Sick and disabled seamen of foreign vessels and of vessels [not 
 subject to hospital-dues] may be cared for by the marine-hospital 
 service at such rates and under such regulations as the Secretary of 
 the Treasury may prescribe. (Mar. 3, 1875; sec - 6.) 
 
 Sick foreign seamen may be admitted to the marine hospitals 
 within the United States, if it can with convenience be done, on the 
 application of the master of any foreign vessel to which any such 
 seaman may belong. Each seaman so admitted shall be subject 
 to a charge of [seventy-five cents] per day for each day he may remain 
 in the hospital, which shall be paid by the master of such foreign 
 vessel to the collector of the collection-district in which such hospital 
 is situated. And the collector shall not grant a clearance to any 
 foreign vessel until the money so due from her master shall be paid. 
 The officer in charge of each hospital is hereby directed, under pen- 
 alty of fifty dollars, to make out the accounts' against each foreign 
 seaman that may be placed in the hospital under his direction, and 
 render the same to the collector. (R. S., 4805; Mar. 3, 1875; 
 sec. 6.) 
 
 
LAWS RELATING TO MERCHANT SEAMEN 277 
 
 Insane patients of said [marine hospital] service shall be admitted 
 into the Government Hospital for the Insane upon the order of the 
 Secretary of the Treasury, and shall be cared for therein until cured 
 or until removed by the same authority; and the charge for each such 
 patient shall not exceed four dollars and fifty cents a week, which 
 charge shall be paid out of the marine-hospital fund. (Mar. 3, 1875; 
 sec. 5.) 
 
 The privilege of admission to and temporary treatment in the 
 marine hospitals under the control of the Government of the United 
 States be, and is hereby, extended to the keepers and crews of the 
 Life-Saving Service under the same rules and regulations as those 
 governing sailors and seamen, and for the purposes of this Act mem- 
 bers of the Life-Saving Service shall be received in said hospitals 
 and treated therein, and at the dispensaries thereof, as are seamen 
 of American registered vessels; but this Act shall not be so con- 
 strued as to compel the establishment of hospitals or dispensaries 
 for the benefit of said keepers and crews, nor as establishing a home 
 for the same when permanently disabled. (Aug. 4, 1894.) 
 
 Jurisdiction over American seamen in foreign ports and foreign 
 seamen in American ports. 
 
 Whenever it is stipulated by treaty or convention between the 
 United States and any foreign nation that the consul-general, con- 
 suls, vice-consuls, or consular or commercial agents of each nation, 
 shall have exclusive jurisdiction of controversies, difficulties, or dis- 
 orders arising at sea or in the waters or ports of the other nation, 
 between the master or officers and any of the crew, or between 
 any of the crew themselves, of any vessel belonging to the nation 
 represented by such consular officer, such stipulations shall be ex- 
 ecuted and enforced within the jurisdiction of the United States 
 as hereinafter declared. But before this section shall take effect 
 as to the vessels of any particular nation having such treaty with the 
 United States, the President shall be satisfied that similar provi- 
 sions have been made for the execution of such treaty by the other 
 contracting party, and shall issue his proclamation to that effect, 
 declaring this section to be in force as to such nation. (R. S., 4079.) 
 
 In all cases within the purview of the preceding section the consul- 
 general, consul, or other consular or commercial authority of such 
 foreign nation charged with the appropriate duty in the particular 
 
278 THE MEN ON DECK 
 
 case, may make application to any court of record of the United 
 States, or to any judge thereof, or to any commissioner of a district 
 court, setting forth that such controversy, difficulty, or disorder has 
 arisen, briefly stating the nature thereof, and when and where the 
 same occurred, and exhibiting a certified copy or abstract of the ship- 
 ping-articles, roll, or other proper paper of the vessel, to the effect 
 that the person in question is of the crew or ship's company of such 
 vessel; and further stating and certifying that such person has 
 withdrawn himself, or is believed to be about to withdraw himself, 
 from the control and discipline of the master and officers of the vessel, 
 or that he has refused, or is about to refuse, to submit to and obey 
 the lawful jurisdiction of such consular or commercial authority 
 in the premises; and further stating and certifying that, to the 
 best of the knowledge and belief of the officer certifying, such person 
 is not a citizen of the United States. Such application shall be in 
 writing and duly authenticated by the consular or other sufficient 
 official seal. Thereupon such court, judge, or commissioner shall 
 issue his warrant for the arrest of the person so complained of, di- 
 rected to the marshal of the United States for the appropriate dis- 
 trict, or in his discretion to any person, being a citizen of the United 
 States, whom he may specially depute for the purpose, requiring 
 such person to be brought before him for examination at a certain 
 time and place. (R. S., 4080; May 28, 1896.) 
 
 If, on such examination, it is made to appear that the person so 
 arrested is a citizen of the United States, he shall be forthwith dis- 
 charged from arrest, and shall be left to the ordinary course of law. 
 But if this is not made to appear, and such court, judge, or commis- 
 sioner finds, upon the papers hereinbefore referred to, a sufficient 
 prima-facie case that the matter concerns only the internal order 
 and discipline of such foreign vessels, or, whether in its nature civil 
 or criminal, does not affect directly the execution of the laws of the 
 United States, or the rights and duties of any citizen of the United 
 States, he shall forthwith, by his warrant, commit such person to 
 prison, where prisoners under sentence of a court of the United 
 States may be lawfully committed, or, in his discretion, to the 
 master or chief officer of such foreign vessel, to be subject to the law- 
 ful orders, control, and discipline of such master or chief officer, and 
 to the jurisdiction of the consular or commercial authority of the 
 nation to which such vessel belongs, to the exclusion of any authority 
 
LAWS RELATING TO MERCHANT SEAMEN 279 
 
 or jurisdiction in the premises of the United States or any State 
 thereof. No person shall be detained more than two months after 
 his arrest, but at the end of that time shall be set at liberty and shall 
 not again be arrested for the same cause. The expenses of the arrest 
 and the detention of the person so arrested shall be paid by the 
 consular officer making the application. (R. S., 4081.) (See 
 R. S., 5280 as amended Mar. 4, 1915.) 
 
 The district courts, and the United States commissioners, shall 
 have power to carry into effect, according to the true intent and mean- 
 ing thereof, the award, or arbitration, or decree of any consul, vice- 
 consul, or commercial agent of any foreign nation, made or rendered 
 by virtue of authority conferred on him as such consul, vice-consul, 
 or commercial agent, to sit as judge or arbitrator in such differences 
 as may arise between the captains and crews of the vessels belonging 
 to the nation whose interests are committed to his charge, application 
 for the exercise of such power being first made to such court or 
 commissioner by petition of such consul, vice-consul, or commercial 
 agent. And said courts and commissioners may issue all proper 
 remedial process, mesne and final, to carry into full effect such award, 
 arbitration, or decree, and to enforce obedience thereto, by imprison- 
 ment in the jail or other place of confinement in the district in which 
 the United States may lawfully imprison any person arrested under 
 the authority of the United States, until such award, arbitration, or 
 decree is complied with, or the parties are otherwise discharged there- 
 from, by the consent in writing of such consul, vice-consul, or com- 
 mercial agent, or his successor in office, or by the authority of the 
 foreign government appointing such consul, vice-consul, or commer- 
 , cial agent: Provided, however, That the expenses of the said imprison- 
 ment, and maintenance of the prisoners, and the cost of the proceed- 
 ings, shall be borne by such foreign government, or by its consul, 
 vice-consul, or commercial agent requiring such imprisonment. The 
 marshals of the United States shall serve all such process, and do all 
 other acts necessary and proper to carry into effect the premises, 
 under the authority of the said courts and commissioners. (R. S., 
 728; Mar. 3, 1911; sec. 271.) 
 
 Seamen's witness fees. 
 
 There shall be paid to each seaman or other person who is sent 
 to the United States from any foreign port, station, sea, or ocean, 
 
280 THE MEN ON DECK 
 
 by any United States minister, charge d'affaires, consul, captain, or 
 commander, to give testimony in any criminal case depending in 
 any court of the United States, such compensation, exclusive of sub- 
 sistence and transportation, as such court may adjudge to be proper, 
 not exceeding one dollar for each day necessarily employed in such 
 voyage, and in arriving at the place of examination or trial. In 
 fixing such compensation, the court shall take into consideration the 
 condition of said seaman or witness, and whether his voyage has been 
 broken up, to his injury, by his being sent to the United States. 
 When such seaman or person is transported in an armed vessel of 
 the United States no charge for subsistence or transportation shall 
 be allowed. When he is transported in any other vessel, the compen- 
 sation for his transportation and subsistence, not exceeding in any 
 case fifty cents a day, may be fixed by the court, and shall be paid 
 to the captain of said vessel accordingly. (R. S. 851.) 
 
 Manning of merchant vessels. 
 
 In all merchant vessels of the United States of more than one 
 hundred tons gross, excepting those navigating rivers, harbors, bays, 
 or sounds exclusively, the sailors shall, while at sea, be divided into 
 at least two, and the firemen, oilers, and water tenders into at least 
 three watches, which shall be kept on duty successively for the 
 performance of ordinary work incident to the sailing and manage- 
 ment of the vessel. The seamen shall not be shipped to work 
 alternately in the fireroom and on deck, nor shall those shipped for 
 deck duty be required to work in the fireroom, or vice versa; but 
 these provisions shall not limit either the authority of the master 
 or other officer or the obedience of the seamen when, in the judgment 
 of the master or other officer, the whole or any part of the crew are 
 needed for the maneuvering of the vessel or the performance of work 
 necessary for the safety of the vessel or her cargo, or for the saving 
 of life aboard other vessels in jeopardy, or when in port or at sea 
 from requiring the whole or any part of the crew to participate in the 
 performance of fire, lifeboat, and other drills. While such vessel 
 is in a safe harbor no seaman shall be required to do any unnecessary 
 work on Sundays or the following-named days: New Year's Day, 
 the Fourth of July, Labor Day, Thanksgiving Day and Christmas 
 Day, but this shall not prevent the dispatch of a vessel on regular 
 schedule or when ready to proceed on her voyage. And at all times 
 while such vessel is in a safe harbor, nine hours, inclusive of the anchor 
 
LAWS RELATING TO MERCHANT SEAMEN 281 
 
 watch, shall constitute a May's work. Whenever the master of any 
 vessel shall fail to comply with this section, the seamen shall be 
 entitled to discharge from such vessel and to receive the wages earned. 
 But this section shall not apply to fishing or whaling vessels, or yachts. 
 (Mar. 4, 1915; sec. 2.) (Effective beginning Nov. 4, 1915.) 
 
 No vessel of one hundred tons gross and upward, except those 
 navigating rivers exclusively and the smaller inland lakes and except 
 as provided in section one of this Act, shall be permitted to depart 
 from any port of the United States unless she has on board a crew not 
 less than seventy-five per centum of which, in each department 
 thereof, are able to understand any order given by the officers of such 
 vessel, nor unless forty per centum in the first year, forty-five per 
 centum in the second year, fifty per centum in the third year, fifty- 
 five per centum in the fourth year after the passage of this Act, and 
 thereafter sixty-five per centum of her deck crew, exclusive of licensed 
 officers and apprentices, are of a rating not less than able seaman. 
 Every person shall be rated an able seaman, and qualified for service 
 as such on the seas, who is nineteen years of age or upward, and 
 has had at least three years' service on deck at sea or on the Great 
 Lakes, on a vessel or vessels to which this section applies, including 
 decked fishing vessels, naval vessels or coast guard vessels; and every 
 person shall be rated an able seaman, and qualified to serve as such 
 on the Great Lakes and on the smaller lakes, bays or sounds, who is 
 nineteen years of age or upward and has had at least eighteen months' 
 service on deck at sea or on the Great Lakes or on the smaller lakes, 
 bays, or sounds, on a vessel or vessels to which this section applies, 
 including decked fishing vessels, naval vessels, or coast guard vessels; 
 and graduates of school ships approved by and conducted under 
 rules prescribed by the Secretary of Commerce may be rated able 
 seamen after twelve months' service at sea: Provided, That upon ex- 
 amination, under rules prescribed by the Department of Commerce 
 as to eyesight, hearing, and physical condition, such persons or 
 graduates are found to be competent: Provided further, That upon 
 examination, under rules prescribed by the Department of Commerce 
 as to eyesight, hearing, physical condition, and knowledge of the 
 duties of seamanship a person found competent may be rated as able 
 seaman after having served on deck twelve months at sea, or on the 
 Great Lakes; but seamen examined and rated able seamen under 
 this proviso shall not in any case compose more than one-fourth of 
 
282 THE MEN ON DECK 
 
 the number of able seamen required by this section to be shipped 
 or employed upon any vessel. 
 
 Any person may make application to any board of local inspectors 
 for a certificate of service as able seaman, and upon proof being made 
 to said board by affidavit and examination, under rules approved by 
 the Secretary of Commerce, showing the nationality and age of the 
 applicant and the vessel or vessels on which he has had service 
 and that he is entitled to such certificate under the provisions of 
 this section, the board of local inspectors shall issue to said applicant 
 a certificate of service, which shall be retained by him and be accepted 
 as prima facie evidence of his rating as an able seaman. 
 
 Each board of local inspectors shall keep a complete record of 
 all certificates of service issued by them and to whom issued and 
 shall keep on file the affidavits upon which said certificates are 
 issued. 
 
 The collector of customs may, upon his own motion, and shall, 
 upon the sworn information of any reputable citizen of the United 
 States setting forth that this section is not being complied with 
 cause a muster of the crew of any vessel to be made to determine 
 the fact; and no clearance shall be given to any vessel failing to 
 comply with the provisions of this section: Provided, That the col- 
 lector of customs shall not be required to cause such muster of the 
 crew to be made unless said sworn information has been filed with 
 him for at least six hours before the vessel departs, or is scheduled 
 to depart: Provided further, That any person that shall knowingly 
 make a false affidavit for such purpose shall be deemed guilty of per- 
 jury and upon conviction thereof shall be punished by a fine not 
 exceeding $500 or by imprisonment not exceeding one year, or by 
 both such fine and imprisonment, within the discretion of the court. 
 Any violation of any provision of this section by the owner, master, 
 or officer in charge of the vessel shall subject the owner of such vessel 
 to a penalty of not less than $100 and not more than $500: And 
 Provided further, That the Secretary of Commerce shall make such 
 rules and regulations as may be necessary to carry out the provisions 
 of this section, and nothing herein shall be held or construed to pre- 
 vent the Board of Supervising Inspectors, with the approval of the 
 Secretary of Commerce, from making rules and regulations authorized 
 by law as to vessels excluded from the operation of this section. 
 (Mar. 4, 1915; sec. 13.) (Effective on American vessels beginning 
 Nov. 4, 1915; on vessels of foreign nations not covered by treaties 
 
LAWS RELATING TO MERCHANT SEAMEN 283 
 
 Mar. 4, 1916; on vessels of other foreign nations after termination 
 of treaties.) 
 
 Undermanning. 
 
 In case of desertion or casualty resulting in the loss of one or more 
 of the seamen, the master must ship, if obtainable, a number equal 
 to the number of those whose services he has been deprived of by 
 desertion or casualty, who must be of the same or higher grade or 
 rating with those whose places they fill, and report the same to the 
 United States consul at the first port at which he shall arrive, without 
 incurring the penalty prescribed by the two preceding sections. 
 This section shall not apply to fishing or whaling vessels or yachts. 
 (R. S., 4516; Dec. 21, 1898; sec. i; Mar. 4, 1915; sec. i.) (Effec- 
 tive beginning Nov. 4, 1915.) 
 
 Fellow-servant clause. 
 
 In any suit to recover damages for any injury sustained on board 
 vessel or in its service seamen having command shall not be held to 
 be fellow-servants with those under their authority. (Mar. 4, 1915; 
 sec. 20.) (Effective beginning Nov. 4, 1915.) 
 
 Unseaworthy vessels. 
 
 If any person knowingly sends or attempts to send or is party to 
 the sending or attempting to send an American ship to sea, in the 
 foreign or coastwise trade, in such an unseaworthy state that the life 
 of any person is likely to be thereby endangered, he shall, in respect 
 of each offense, be guilty of a misdemeanor, and shall be punished 
 by a fine not to exceed one thousand dollars or by imprisonment not 
 to exceed five years, or both, at the discretion of the court, unless he 
 proves that either he used all reasonable means to insure her being 
 sent to sea in a seaworthy state, or that her going to sea in an unsea- 
 worthy state was, under circumstances, reasonable and justifiable, 
 and for the purposes of giving that proof he may give evidence in 
 the same manner as any other witness. [This section shall not apply 
 to fishing or whaling vessels or yachts. Dec. 21, 1898, sec. 26; Dec. 
 2i, 1898; sec. ii.] 
 
 War risk insurance. 
 
 " SEC. 30. That whenever it shall appear to the Secretary of the 
 Treasury that the effecting of such insurance is desirable in the 
 
284 THE MEN ON DECK 
 
 national interest in the case of vessels engaged in any trade, the owner 
 of every American merchant vessel engaged in such trade shall insure 
 the master, officers, and crew of such vessel against loss of life or 
 personal injury from war risks as well as for compensation during 
 detention by an enemy of the United States following capture. 
 
 " Such insurance shall be effected either with the Bureau of War 
 Risk Insurance or in insurance companies, and on terms satisfactory 
 to the Secretary of the Treasury. 
 
 " Such insurance shall provide, and the Bureau of War Risk 
 Insurance is authorized to write policies so providing 
 
 " (a) In case of death, permanent disability which prevents 
 the person injured from performing any and every kind of duty per- 
 taining to his occupation, or the loss of both hands, both arms, 
 both feet, both legs, or both eyes, or any two thereof, for the payment 
 of an amount equivalent to one year's earnings, or to twelve times 
 the monthly earnings of the insured, as fixed in the articles for the 
 voyage (hereinafter referred to as the principal sum), but in no case 
 shall such amount be more than $5000 or less than $1500; 
 
 " (b) In case of any of the following losses, for the payment of 
 the percentage of the principal sum indicated in the following tables: 
 
 1 One hand, fifty per centum; 
 
 ' One arm, sixty-five per centum; 
 
 1 One foot, fifty per centum; 
 
 ' One leg, sixty-five per centum; 
 
 1 One eye, forty-five per centum; 
 
 1 Total destruction of hearing, fifty per centum; 
 
 'That the Bureau of War Risk Insurance may include in its 
 policy undertakings to pay specified percentages of the principal sum 
 for other losses or disabilities; and 
 
 " (c) In case of detention by an enemy of the United States, 
 following capture, for the payment during the continuance of such 
 detention of compensation at the same rate as the earnings of the 
 insured immediately preceding such detention, to be determined in 
 substantially the same manner as provided in subdivision (a) of 
 this section. 
 
 " The aggregate payments under this section in respect to any 
 one person shall not exceed the amount of the principal sum. 
 
 " Payments provided for in this section shall be made only to 
 the master, officer, or member of the crew concerned, except that a 
 payment for loss of life shall be made to the estate of the insured for 
 
LAWS RELATING TO MERCHANT SEAMEN 285 
 
 distribution to his family free from liability of debt, and payment 
 on account of detention by an enemy following capture shall be 
 made to dependents of the person detained, if designated by him. 
 
 " No claim under this section shall be valid unless made by the 
 master, officer, or member of the crew concerned, or his estate, or a 
 person designated under this section, within two years after the date 
 on which the President suspends the operations of this Act in so 
 far as it authorizes insurance by the United States." 
 
 " SEC. 36. That in the event of failure of the owner of any vessel 
 to effect insurance of the master, officers, and crew of such vessel 
 prior to sailing, in accordance with section three a of this Act, the 
 Secretary of the Treasury is hereby authorized to effect such insurance 
 with the Bureau of War Risk Insurance at the expense of the owner 
 of such vessel, and the latter shall be liable for such expense, and, 
 in addition, to a penalty of not exceeding $1000. The amount of 
 such premium, with interest and of the penalty and of all costs, 
 shall be a lien on the vessel." (June 12, 1917.) 
 
CHAPTER XXV 
 DISCIPLINE AT SEA 
 
 Authority, to some minds, means oppression and injustice; 
 people so constituted should stay ashore; a ship has no 
 use for them they simply cannot get along. 
 
 The orderly man lives his life aboard ship with the greatest 
 freedom. 
 
 Discipline at sea is largely a matter of common sense. 
 Officers who know their business have very little trouble in 
 achieving perfect discipline. The laws governing lack of 
 ability bear hard on the man who has shipped to do work 
 he is not qualified for. The disturber has a hard time when 
 handled by a Master who knows the law and his authority. 
 
 The laws relating to offenses on board ship are appended, 
 not as guide to crime, but to inform the seaman of the fact 
 that the flag and the laws of the land follow the ship out 
 beyond the three-mile limit. 
 
 Some officers have a way with them that carries along 
 the work of the vessel without friction and with the utmost 
 amount of dispatch. These officers know their business 
 thoroughly. They are absolutely just, which means that 
 the slacker and malingerer are given the full brunt of dis- 
 approval. The " coming down " on a loafer, good and hard, 
 helps more to bring forth respect for an officer than anything 
 else. When this is coupled by even-handed justice, and a 
 human way of doing things, such as looking out for the com- 
 fort of their men, a happy vessel is bound to be the result. 
 
 Seamen like nothing better than to know that they are 
 under officers who will run things on the level. It is like 
 being under a decent government that helps the weak and 
 
 286 
 
DISCIPLINE AT SEA 287 
 
 curbs the strong there is a fascination to running things 
 right that merchant officers should cultivate. 
 
 Below are the punishments meted out to those that believe 
 in individual license, and who think that the individual can 
 do as he pleases without consulting the rest of us. They 
 are wrong, of course, but most of all, they are most often, 
 simply ignorant. 
 
 Offenses and punishments. 
 
 Whenever any seaman who has been lawfully engaged or any 
 apprentice to the sea service commits any of the following offenses, 
 he shall be punished as follows: 
 
 First. For desertion, by forfeiture of all or any part of the clothes 
 or effects he leaves on board and of all or any part of the wages or 
 emoluments which he has then earned. 
 
 Second. For neglecting or refusing without reasonable cause to 
 join his vessel or to proceed to sea in his vessel, or for absence without 
 leave at any time within twenty-four hours of the vessel's sailing 
 from any port, either at the commencement or during the progress 
 of the voyage, or for absence at any time without leave and without 
 sufficient reason from his vessel and from his duty, not amounting 
 to desertion, by forfeiture from his wages of not more than two days' 
 pay or sufficient to defray any expenses which shall have been properly 
 incurred in hiring a substitute. 
 
 Third. For quitting the vessel without leave, after her arrival 
 at the port of her delivery and before she is placed in security, 
 by forfeiture from his wages of not more than one month's 
 pay. 
 
 Fourth. For willful disobedience to any lawful command at sea, 
 by being, at the option of the master, placed in irons until such dis- 
 obedience shall cease, and upon arrival in port by forfeiture from his 
 wages of not more than four days' pay, or, at the discretion of the 
 court, by imprisonment for not more than one month. 
 
 Fifth. For continued willful disobedience to lawful command or 
 continued willful neglect of duty at sea, by being, at the option of 
 the master, placed in irons, on bread and water, with full rations 
 every fifth day, until such disobedience shall cease, and upon arrival 
 in port by forfeiture, for every twenty-four hours' continuance of 
 such disobedience or neglect, of a sum of not more than twelve days' 
 
288 THE MEN ON DECK 
 
 pay, or by imprisonment for not more than three months, at the dis- 
 cretion of the court. 
 
 Sixth. For assaulting any master or mate, by imprisonment for 
 not more than two years. 
 
 Seventh. For willfully damaging the vessel, or embezzling or will- 
 fully damaging any of the stores or cargo, by forfeiture out of his 
 wages of a sum equal in amount to the loss thereby sustained, and 
 also, at the discretion of the court, by imprisonment for not more 
 than twelve months. 
 
 Eighth. For any act of smuggling for which he is convicted and 
 whereby loss or damage is occasioned to the master or owner, he shall 
 be liable to pay such master or owner such a sum as is sufficient to 
 reimburse the master or owner for such loss or damage, and the whole 
 or any part of his wages may be retained in satisfaction or on account 
 of such liability, and he shall be liable to imprisonment for a period 
 of not more than twelve months. (R. S., 4596; Dec. 21, 1898; 
 sec. 19; Mar. 4, 1915; sec. 7.) (Effective beginning Nov. 4, 1915.) 
 
 Upon the commission of any of the offenses enumerated in the 
 preceding section an entry thereof shall be made in the official log 
 book on the day on which the offense was committed, and shall be 
 signed by the master and by the mate or one of the crew; and the 
 offender, if still in the vessel, shall, before her next arrival at any 
 port, or, if she is at the time in port, before her departure therefrom, 
 be furnished with a copy of such entry, and have the same read over 
 distinctly and audibly to him, and may thereupon make such a reply 
 thereto as he thinks fit; and a statement that a copy of the entry 
 has been so furnished, or the same has been so read over, together 
 with his reply, if any, made by the offender, shall likewise be entered 
 and signed in the same manner. In any subsequent legal proceedings 
 the entries hereinbefore required shall, if practicable, be produced 
 or proved, and in default of such production of proof the court 
 hearing the case may, at its discretion, refuse to receive evidence of 
 the offense. (R. S., 4597; Dec. 21, 1898; sec. 20.) 
 
 All clothes, effects, and wages which, under the provisions of this 
 Title [R. S., 4501-4613], are forfeited for desertion, shall be applied, 
 in the first instance, in payment of the expenses occasioned by such 
 desertion, to the master or owner of the vessel from which the deser- 
 tion has taken place, and the balance, if any, shall be paid by the 
 
DISCIPLINE AT SEA 289 
 
 master or owner to any shipping-commissioner resident at the port 
 at which the voyage of such vessel terminates; and the shipping- 
 commissioner shall account for and pay over such balance to the judge 
 of the district court within one month after the commissioner receives 
 the same, to be disposed of by him in the same manner as is pre- 
 scribed for the disposal of the money, effects, and wages of deceased 
 seamen. Whenever any master or owner neglects or refuses to pay 
 over to the shipping-commissioner such balance, he shall be liable 
 to a penalty of double the amount thereof, recoverable by the com- 
 missioner in the same manner that seamen's wages are recovered. 
 In all other cases of forfeiture of wages, the forfeiture shall be for 
 the benefit of the master or owner by whom the wages are payable. 
 (R. S, 4604.) 
 
 Any master of, or any seaman or apprentice belonging to, any 
 merchant vessel, who, by willful breach of duty, or by reason of drunk- 
 enness, does any act tending to the immediate loss or destruction 
 of, or serious damage to such vessel, or tending immediately to en- 
 danger the life or limb of any person belonging to or on board of such 
 vessel; or who, by willful breach of duty, or by neglect of duty, or 
 by reason of drunkenness, refuses or omits to do any lawful act proper 
 and requisite to be done by him for preserving such vessel from im- 
 mediate loss, destruction, or serious damage, or for preserving any 
 person belonging to or on board of such ship from immediate danger 
 to life or limb, shall, for every such offense, be deemed guilty of a 
 misdemeanor, punishable by imprisonment for not more than twelve 
 months. (R. S., 4602.) 
 
 Sheath knives not allowed. 
 
 No seaman in the merchant-service shall wear any sheath-knife on 
 shipboard. It shall be the duty of the master of any vessel regis- 
 tered, enrolled, or licensed under the laws of the United States, and 
 of the person entering into contract for the employment of a seaman 
 upon any such vessel, to inform every person offering to ship himself 
 of the provisions of this section, and to require his compliance there- 
 with, under a penalty of fifty dollars for each omission, to be sued 
 for and recovered in the name of the United States, under the direc- 
 tion of the Secretary of Commerce; one half for the benefit of the 
 informer, and the other half for the benefit of the fund for the relief 
 of sick and disabled seamen. (R. S. 4608; Feb. 14, 1903; sec. 10.) 
 
290 THE MEN ON DECK 
 
 Corporal punishment prohibited. 
 
 Flogging and all other forms of corporal punishment are hereby 
 prohibited on board of any vessel, and no form of corporal punish- 
 ment on board of any vessel shall be deemed justifiable, and any 
 master or other officer thereof who shall violate the aforesaid pro- 
 visions of this section, or either thereof, shall be deemed guilty of a 
 misdemeanor, punishable by imprisonment for not less than three 
 months nor more than two years. Whenever any officer other than 
 the master of such vessel shall violate any provision of this section, 
 it shall be the duty of such master to surrender such officer to the 
 proper authorities as soon as practicable, provided he has actual 
 knowledge of the misdemeanor, or complaint thereof is made within 
 three days after reaching port. Any failure on the part of such 
 master to use due diligence to comply herewith, which failure shall 
 result in the escape of such officer, shall render the master or vessel 
 or the owner of the vessel liable in damages for such flogging or cor- 
 poral punishment to the person illegally punished by such officer. 
 (R. S., 4611; Dec. 21, 1898; sec. 22; Mar. 4, 1915; sec. 9.) (Effec- 
 tive beginning Nov. 4, 1915.) 
 
 Procedure. 
 
 All penalties and forfeitures imposed by this Title [R. S., 4501- 
 4613], for the recovery whereof no specific mode is hereinbefore pro- 
 vided, may be recovered, with costs, in any district court of the 
 United States, at the suit of any district attorney of the United States, 
 or at the suit of any person by information to any district attorney 
 in any port of the United States, where or near to where the offense is 
 committed or the offender is found; and if a conviction is had, and 
 the sum imposed as a penalty by the court is not paid either imme- 
 diately after the conviction, or within such period as the court at the 
 time of the conviction appoints, it shall be lawful for the court to 
 commit the offender to prison, there to be imprisoned for the term 
 hereinbefore provided in case of such offense, the commitment to be 
 terminable upon payment of the amount and costs; and all penalties 
 and forfeitures mentioned in this Title for which no special applica- 
 tion is provided, shall, when recovered, be paid and applied in 
 manner following: So much as the court shall determine, and the 
 residue shall be paid to the court and be remitted from time to time, 
 by order of the judge, to the Treasury of the United States, and 
 appropriated as provided for in section forty-five hundred and forty- 
 
DISCIPLINE AT SEA 291 
 
 five: Provided always, That it shall be lawful for the court before 
 which any proceeding shall be instituted for the recovery of any 
 pecuniary penalty imposed by this act, to mitigate or reduce such 
 penalty as to such court shall appear just and reasonable; but no 
 such penalty shall be reduced to less than one-third of its original 
 amount: Provided also, That all proceedings so to be instituted shall 
 be commenced within two years next after the commission of the 
 offense, if the same shall have been committed at or beyond the 
 Cape of Good Hope or Cape Horn, or within one year if committed 
 elsewhere, or within two months after the return of the offender and 
 the complaining party to the United States; and there shall be no 
 appeal from any decision of any of the district courts, unless the 
 amount sued for exceeds the sum of five hundred dollars. (R. S., 
 4610.) 
 
 CRIMES 
 Place of trial. 
 
 The trial of all offenses committed upon the high seas or else- 
 where, out of the jurisdiction of any particular State or district, shall 
 be in the district where the offender is found, or into which he is first 
 brought. 
 
 When any offense against the United States is begun in one 
 judicial district and completed in another, it shall be deemed to have 
 been committed in either, and may be dealt with, inquired of, tried, 
 determined, and punished in either district, in the same manner as 
 if it had been actually and wholly committed therein. 
 
 All pecuniary penalties and forfeitures may be used for and 
 recovered either in the district where they accrue or in the district 
 where the offender is found. 
 
 The crimes and offenses defined in this chapter shall be punished 
 as herein prescribed: 
 
 First. When committed upon the high seas, or on any other 
 waters within the admiralty and maritime jurisdiction of the United 
 States and out of the jurisdiction of any particular State, or when 
 committed within the admiralty and maritime jurisdiction of the 
 United States and out of the jurisdiction of any particular State on 
 board any vessel belonging in whole or in part to the United States 
 or any citizen thereof, or to any corporation created by or under the 
 laws of the United States, or of any State, Territory, or District 
 thereof. 
 
292 THE MEN ON DECK 
 
 Second. When committed upon any vessel registered, licensed, 
 or enrolled under the laws of the United States, and being on a voyage 
 upon the waters of any of the Great Lakes, namely: Lake Superior, 
 Lake Michigan, Lake Huron, Lake Saint Clair, Lake Erie, Lake 
 Ontario, or any of the waters connecting any of said lakes, or upon 
 the River Saint Lawrence where the same constitutes the Inter- 
 national boundary line. 
 
 Third. When committed within or on any lands reserved or 
 acquired for the exclusive use of the United States, and under the 
 exclusive jurisdiction thereof, or any place purchased or otherwise 
 acquired by the United States by consent of the legislature of the 
 State in which the same shall be, for the erection of a fort, magazine, 
 arsenal, dockyard, or other needful building. 
 
 Fourth. On any island, rock, or key, containing deposits of guano, 
 which may, at the discretion of the President, be considered as 
 appertaining to the United States. (R. S., 730; Mar. 3, 1911; sec. 
 42; sec. 43; Mar. 4, 1909; sec. 272; Repeals R. S., 5339.) 
 
 Murder. 
 
 Murder is the unlawful killing of a human being with malice 
 aforethought. Every murder prepetrated by poison, lying in wait, 
 or any other kind of willful, deliberate, malicious, and premeditated 
 killing; or committed hi the perpetration of, or attempt to perpetrate, 
 any arson, rape, burglary, or robbery; or perpetrated from a pre- 
 meditated design unlawfully and maliciously to effect the death of 
 any human being other than him who is killed, is murder in the first 
 degree. Any other murder is murder in the second degree. (Sec. 
 273-) 
 
 Manslaughter. 
 
 Manslaughter is the unlawful killing of a human being without 
 malice. It is of two kinds: 
 
 First. Voluntary Upon a sudden quarrel or heat of passion. 
 
 Second. Involuntary In the commission of an unlawful act 
 not amounting to a felony, or in the commission of a lawful act 
 which might produce death, in an unlawful manner, or without due 
 caution and circumspection. 
 
 Every person guilty of murder in the first degree shall suffer 
 death. Every person guilty of murder in the second degree shall be 
 imprisoned not less than ten years and may be imprisoned for life. 
 
 
DISCIPLINE AT SEA 293 
 
 Every person guilty of voluntary manslaughter shall be imprisoned 
 not more than ten years. Every person guilty of involuntary man- 
 slaughter shall be imprisoned not more than three years, or fined 
 not exceeding one thousand dollars, or both. (Sec. 274; Repeals 
 R. S., 5341; sec. 275; Repeals R. S., 5340, 5343.) 
 
 Assault. . 
 
 Whoever shall assault another with intent to commit murder, 
 or rape, shall be imprisoned not more than twenty years. Whoever 
 shall assault another with intent to commit any felony, except murder, 
 or rape, shall be fined not more than three thousand dollars, or 
 imprisoned not more than ten years, or both. Whoever, with intent 
 to do bodily harm, and without just cause or excuse, shall assault 
 another with a dangerous weapon, instrument, or other thing, shall 
 be fined not more than one thousand dollars, or imprisoned not more 
 than five years, or both. Whoever shall unlawfully strike, beat, 
 or wound another, shall be fined not more than five hundred dollars, 
 or imprisoned not more than six months, or both. Whoever shall 
 unlawfully assault another, shall be fined not more than three hundred 
 dollars, or imprisoned not more than three months, or both. 
 
 Whoever shall attempt to commit murder or manslaughter, 
 except as provided in the preceding section, shall be fined not more 
 than one thousand dollars and imprisoned not more than three years. 
 (Sec. 276; Repeals R. S., 5345, 5346; sec. 277; Repeals R. S., 5342.) 
 
 Rape. . 
 
 Whoever shall commit the crime of rape shall suffer death. 
 
 Whoever shall carnally and unlawfully know any female under 
 the age of sixteen years, or shall be accessory to such carnal and 
 unlawful knowledge before the fact, shall, for a first offense, be im- 
 prisoned not more than fifteen years, and for a subsequent offense 
 be imprisoned not more than thirty years. (Sec. 278; Repeals R. S., 
 5345; sec. 279.) 
 
 Seduction. 
 
 Every master, officer, seaman, or other person employed on board 
 of any American vessel who, during the voyage under promise of 
 marriage, or by threats, or the exercise of authority, or solicitation, 
 or the making of gifts or presents, seduces and has illicit connection 
 with any female passenger, shall be fined not more than one thousand 
 
294 THE MEN ON DECK 
 
 dollars, or imprisoned not more than one year, or both; but sub- 
 sequent intermarriage of the parties may be pleaded in bar of con- 
 viction. 
 
 When a person is convicted of a violation of the section last 
 preceding, the court may, in its discretion, direct that the amount 
 of the fine, when paid, be paid for the use of the female seduced, or 
 her child, if she have any; but no conviction shall be had on the testi- 
 mony of the female seduced, without other evidence, nor unless the 
 indictment is found within one year after the arrival of the vessel 
 on which the offense was committed at the port of its destination. 
 (Sec. 280; Repeals R. S,, 5349; sec. 281; Repeals R. S., 5350, 5351.) 
 
 Death from negligence, misconduct, etc. 
 
 Every captain, engineer, pilot, or other person employed on any 
 steamboat or vessel, by whose misconduct, negligence, or inattention 
 to his duties on such vessel the life of any person is destroyed, and 
 every owner, charterer, inspector, or other public officer, through 
 whose fraud, neglect, connivance, misconduct, or violation of law the 
 life of any person is destroyed, shall be fined not more than ten thou- 
 sand dollars, or imprisoned not more than ten years, or both: Pro- 
 vided, That when the owner or charterer of any steamboat or vessel 
 shall be a corporation, any executive officer of such corporation, 
 for the time being actually charged with the control and manage- 
 ment of the operation, equipment, or navigation of such steam- 
 boat or vessel, who has knowingly and willfully caused or allowed 
 such fraud, neglect, connivance, misconduct, or violation of law, by 
 which the life of any person is destroyed, shall be fined not more than 
 ten thousand dollars, or imprisoned not more than ten years, or 
 both. (Sec. 282; Repeals R. S., 5344, and act Mar. 3, 1905; sec. 5.) 
 
 Mayhem. 
 
 Whoever, with intent to maim or disfigure, shall cut, bite, or 
 slit, the nose, ear, or lip, or cut out or disable the tongue, or put 
 out or destroy an eye, or cut off or disable a limb or any member of 
 another person; or whoever, with like intent, shall throw or pour 
 upon another person, any scalding hot water, vitriol, or other corrosive 
 acid, or caustic substance whatever, shall be fined not more than 
 one thousand dollars, or imprisoned not more than seven years, 
 or both. (Sec. 283; Repeals R. S., 5348.) 
 
DISCIPLINE AT SEA 295 
 
 Robbery. 
 
 Whoever, by force and violence, or by putting in fear, shall 
 feloniously take from the person or presence of another anything 
 of value, shall be imprisoned not more than fifteen years. (Sec. 284; 
 Repeals R. S., 5370.) 
 
 Arson. 
 
 Whoever shall maliciously set fire to, burn, or attempt to burn, 
 or by any means destroy or injure, or attempt to destroy or injure, 
 any arsenal, armory, magazine, rope-walk, ship house, warehouse, 
 blockhouse, or barrack, or any storehouse, barn, or stable, not parcel 
 of a dwelling house, or any other building not mentioned in the sec- 
 tion last preceding, or any vessel built, building, or undergoing repair, 
 or any light-house, or beacon, or any machinery, timber, cables, rig- 
 ging, or other materials or appliances for building, repairing, or 
 fitting out vessels, or any pile of wood, boards, or other lumber, or 
 any military, naval, or victualing stores, arms, or other munitions 
 of war, shall be fined not more than five thousand dollars and im- 
 prisoned not more than twenty years. (Sec. 286; Repeals R. S., 
 5386.) 
 
 Larceny. 
 
 Whoever shall take and carry away, with intent to steal or pur- 
 loin, any personal property of another, shall be punished as follows: 
 If the property taken is of a value exceeding fifty dollars, or is taken 
 from the person of another, by a fine of not more than ten thousand 
 dollars, or imprisonment for not more than ten years, or both; 
 in all other cases, by a fine of not more than one thousand dollars, 
 or by imprisonment not more than one year, or both. If the property 
 stolen consists of any evidence of debt, or other written instrument, 
 the amount of money due thereon, or secured to be paid thereby, 
 and remaining unsatisfied, or which in any contingency might be 
 collected thereon, or the value of the property the title to which is 
 shown thereby, or the sum which might be recovered in the absence 
 thereof, shall be deemed to be the value of the property stolen. 
 (Sec. 287; Repeals R. S., 5356.) 
 
 Receiver of stolen property. 
 
 Whoever shall buy, receive, or conceal, any money, goods, bank 
 notes, or other thing which may be the subject of larceny, which has 
 
296 THE MEN ON DECK 
 
 been feloniously taken, stolen, or embezzled, from any other person, 
 knowing the same to have been so taken, stolen, or embezzled, shall 
 be fined not more than one thousand dollars and imprisoned not 
 more than three yeafs; and such person may be tried either before 
 or after the conviction of the principal offender. (Sec. 288; Repeals 
 R. S., 5357-) 
 
 Miscellaneous offenses. 
 
 Whoever, within the territorial limits of any State, organized 
 Territory, or District, but within or upon any of the places now 
 existing or hereafter reserved or acquired, described in section two 
 hundred and seventy-two of this Act, shall do or omit the doing of 
 any act or thing which is not made penal by any law of Congress, but 
 which if committed or omitted within the jurisdiction of the State, 
 Territory, or District in which such place is situated, by the laws 
 thereof now in force would be penal, shall be deemed guilty of a like 
 offense and be subject to a like punishment; and every such State, 
 Territorial, or District law shall, for the purposes of this section, 
 continue in force, notwithstanding any subsequent repeal or amend- 
 ment thereof by any such State, Territory, or District. (Sec. 289; 
 Repeals R. S., 5891.) 
 
 Forgery. 
 
 Whoever shall falsely make, forge, counterfeit, or alter any in- 
 strument in imitation of, or purporting to be, an abstract or official 
 copy or certificate of the recording, registry, or enrollment of any 
 vessel, in the office of any collector of the customs, or a license to 
 any vessel for carrying on the coasting trade or fisheries of the United 
 States, or a certificate of ownership, pass, passport, sea letter, or 
 clearance, granted for any vessel, under the authority of the United 
 States, or a permit, debenture, or other official document granted 
 by any collector or other officer of the customs by virtue of his office; 
 or whoever shall utter, publish, or pass, or attempt to utter, publish, 
 or pass, as true, any such false, forged, counterfeited, or falsely altered 
 instrument, abstract, official copy, certificate, license, pass, passport, 
 sea letter, clearance, permit, debenture, or other official document 
 herein specified, knowing the same to be false, forged, counterfeited, 
 or falsely altered, with an intent to defraud, shall be fined not more 
 than one thousand dollars and imprisoned not more than three 
 years. (Sec. 72; Repeals R. S., 5423.) 
 
DISCIPLINE AT SEA 297 
 
 111 treatment of crew. 
 
 Whoever, being the master or officer of a vessel of the United 
 States, on the high seas, or on any other waters within the admiralty 
 and maritime jurisdiction of the United States, beats, wounds, or 
 without justifiable cause, imprisons any of the crew of such vessel, 
 or withholds from them suitable food and nourishment, or inflicts 
 upon them any cruel and unusual punishment, shall be fined not 
 more than one thousand dollars, or imprisoned not more than five 
 years, or both. Nothing herein contained shall be construed to repeal 
 or modify section forty-six hundred and eleven of the Revised 
 Statutes. (Sec. 291; Repeals R. S., 5347.) 
 
 Mutiny. 
 
 Whoever, being of the crew of a vessel of the United States, on 
 the high seas, or on any other waters within the admiralty and mari- 
 time jurisdiction of the United States, endeavors to make a revolt 
 or mutiny on board such vessel, or combines, conspires, or con- 
 federates with any other person on board to make such revolt or 
 mutiny, or solicits, incites, or stirs up any other of the crew to dis- 
 obey or resist the lawful orders of the master or other officer of such 
 vessel, or to refuse or neglect their proper duty on board thereof, 
 or to betray their proper trust, or assembles with others in a tumultu- 
 ous and mutinous manner, or makes a riot on board thereof, or 
 unlawfully confines the master or other commanding officer thereof, 
 shall be fined not more than one thousand dollars, or imprisoned 
 not more than five years or both. (Sec. 292; Repeals R. S., 5359.) 
 
 Whoever, being of the crew of a vessel of the United States, on 
 the high seas, or on any other waters within the admiralty and mari- 
 time jurisdiction of the United States, unlawfully and with force, 
 or by fraud, or intimidation, usurps the command of such vessel 
 from the master or other lawful officer in command thereof, or 
 deprives him of authority and command on board, or resists or pre- 
 vents him in the free and lawful exercise thereof, or transfers such 
 authority and command to another not lawfully entitled thereto, 
 is guilty of a revolt and mutiny, and shall be fined not more than two 
 thousand dollars and imprisoned not more than ten years. (Sec. 
 293; Repeals R. S., 5360.) 
 
 Abandonment of seamen. 
 
 Whoever, being master or commander of a vessel of the United 
 
298 THF MEN ON DECK 
 
 States, while abroad, maliciously and without justifiable cause forces 
 any officer or mariner of such vessel on shore, in order to leave him 
 behind in any foreign port or place, or refuses to bring home again 
 all such officers and mariners of such vessel whom he carried out 
 with him, as are in a condition to return and willing to return, when he 
 is ready to proceed on his homeward voyage, shall be fined not more 
 than five hundred dollars, or imprisoned not more than six months, 
 or both. (Sec. 295; Repeals R. S., 5363.) 
 
 Barratry. 
 
 Whoever, on the high seas, or within the United States, willfully 
 and corruptly conspires, combines, and confederates with any other 
 person, such other person being either within or without the United 
 States, to cast away or otherwise destroy any vessel, with intent to 
 injure any person that may have underwritten or may thereafter 
 underwrite any policy of insurance thereon or on goods on board 
 thereof, or with intent to injure any person that has lent or advanced, 
 or may lend or advance, any money on such vessel on bottomry or 
 respondentia; or whoever, within the United States, builds, or 
 fits out, or aids in building or fitting out, any vessel with intent that 
 the same be cast away or destroyed, with the intent hereinbefore 
 mentioned, shall be fined not more than ten thousand dollars and 
 imprisoned not more than ten years. (Sec. 296; Repeals R. S., 
 5364.) 
 
 Wrecking. 
 
 Whoever plunders, steals, or destroys any money, goods, merchan- 
 dise, or other effects, from or belonging to any vessel in distress, 
 or wrecked, lost, stranded, or cast away, upon the sea, or upon any 
 reef, shoal, bank, or rocks of the sea, or in any other place within 
 the admiralty and maritime jurisdiction of the United States, shall 
 be fined not more than five thousand dollars and imprisoned not 
 more than ten years; and whoever willfully obstructs the escape of 
 any person endeavoring to save his life from such vessel, or the wreck 
 thereof; or whoever holds out or shows any false light, or extinguishes 
 any true light, with intent to bring any vessel sailing upon the sea 
 into danger, or distress, or shipwreck, shall be imprisoned not less 
 than ten years and may be imprisoned for life. (Sec. 297; Repeals 
 R. S., 5358.) 
 
DISCIPLINE AT SEA 299 
 
 Plundering vessel. 
 
 Whoever, upon the high seas or OE any other waters within the 
 admiralty and maritime jurisdiction of the United States, by surprise 
 or by open force, maliciously attacks or sets upon any vessel belonging 
 to another, with an intent unlawfully to plunder the same, or to 
 despoil any owner thereof of any moneys, goods, or merchandise 
 laden on board thereof, shall be fined not more than five thousand 
 dollars and imprisoned not more than ten years. (Sec. 298; Repeals 
 R. S., 5361.) 
 
 Whoever, upon the high seas or on any other waters within the 
 admiralty and maritime jurisdiction of the United States, and out 
 of the jurisdiction of any particular State, breaks or enters any 
 vessel, with intent to commit any felony, or maliciously cuts, spoils, 
 or destroys any cordage, cable, buoys, buoy-rope, head-fast, or 
 other fast, fixed to the anchor or moorings, belonging to any vessel 
 shall be fined not more than one thousand dollars and imprisoned 
 not more than five years. 
 
 Casting away vessel. 
 
 Whoever, upon the high seas or on any other waters within the 
 admiralty and maritime jurisdiction of the United States, willfully 
 and corruptly casts away or otherwise destroys any vessel, of which 
 he is owner, in whole or in part, with intent to prejudice any person 
 that' may underwrite any policy of insurance thereon, or any merchant 
 that may have goods thereon, or any other owner of such vessel, 
 shall be imprisoned for life or for any term of years. 
 
 Whoever, not being an owner, upon the high seas or on any other 
 waters within the admiralty and maritime jurisdiction of the United 
 States, willfully and corruptly casts away or otherwise destroys any 
 vessel of the United States to which he belongs, or, willfully, with 
 intent to destroy the same, sets fire to any such vessel, or otherwise 
 attempts the destruction thereof, shall be imprisoned not more than 
 ten years. 
 
 The words " vessel of the United States," wherever they occur 
 hi this chapter, shall be construed to mean a vessel belonging in 
 whole or in part to the United States, or any citizen thereof, or any 
 corporation created by or under the laws of the United States, or of 
 any State, Territory, or District thereof. (Sec. 298; Repeals R. S., 
 
300 THE MEN ON DECK 
 
 5361; sec. 299; Repeals R. S., 5362; sec. 300; Repeals R. S., 5365; 
 sec. 301; Repeals R. S., 5366, 5367; sec. 310.) 
 
 Crimes on the Great Lakes. 
 
 Every person who shall, upon any vessel registered or enrolled 
 under the laws of the United States, and being on a voyage upon the 
 waters of any of the Great Lakes, namely, Lake Superior, Lake 
 Michigan, Lake Huron, Lake Saint Clair, Lake Erie, Lake Ontario, 
 or any of the waters connecting any of the said lakes, commit or be 
 guilty of any of the acts, neglects, or omissions, respectively, men- 
 tioned in chapter three [R. S., 5339-5391] of title seventy of the Re- 
 vised Statutes of the United States shall, upon conviction thereof, 
 be punished with the same punishments in the said title and chapter, 
 respectively affixed to the same offenses therein mentioned, respec- 
 tively. (Sept. 4, 1890.) 
 
 The circuit and district courts of the United States, respectively, 
 are hereby vested with the same jurisdiction in respect to the offenses 
 mentioned in the first section of this act that they by law have and 
 possess in respect of the offenses in said chapter and title in the first 
 section of this act mentioned, and said courts, respectively, are also 
 for the purpose of this act vested with all and the same jurisdiction 
 they, respectively, have by force of title thirteen, chapter three 
 [R. S., 563-571], and title thirteen, chapter seven [R. S., 629-657], 
 of the Revised Statutes of the United States. [See act Mar. 4, 1909, 
 sec. 272, par. 2, p. 468.] (Sec. 2.) 
 
 PIRACY 
 
 Piracy. 
 
 The President is authorized to employ so many of the public 
 armed vessels as in his judgment the service may require, with 
 suitable instructions to the commanders thereof in protecting the 
 merchant vessels of the United States and their crews from piratical 
 aggressions and depredations. (R. S., 4293-) 
 
 The President is authorized to instruct the commanders of the 
 public armed vessels of the United States to subdue, seize, take, and 
 send into any port of the United States, any armed vessel or boat, 
 or any vessel or boat, the crew whereof shall be armed, and which 
 shall have attempted or committed any piratical aggression, search, 
 restraint, depredation, or seizure, upon any vessel of the United 
 
DISCIPLINE AT SEA 301 
 
 States, or of the citizens thereof, or upon any other vessel; and also 
 to retake any vessel of the United States, or its citizens, which may 
 have been unlawfully captured upon the high seas. (R. S., 4294.) 
 
 The commander and crew of any merchant-vessel of the United 
 States, owned wholly, or in part, by a citizen thereof, may oppose 
 and defend against any aggression, search, restraint, depredation, 
 or seizure, which shall be attempted upon such vessel, or upon any 
 other vessel so owned, by the commander or crew of any armed vessel 
 whatsoever, not being a public armed vessel of some nation in amity 
 with the United States, and may subdue and capture the same; 
 and may also retake any vessel so owned which may have been 
 captured by the commander or crew of any such armed vessel, and 
 send the same into any port of the United States. (R. S., 4295.) 
 
 Whenever any vessel, which shall have been built, purchased, 
 fitted out in whole or in part, or held for the purpose of being em- 
 ployed in the commission of any piratical aggression, search, restraint, 
 depredation, or seizure, or in the commission of any other act of 
 piracy as defined by the law of nations, or from which any piratical 
 aggression, search, restraint, depredation, or seizure shall have 
 been first attempted or made, is captured and brought into or cap- 
 tured in any port of the United States, the same shall be adjudged and 
 condemned to their use, and that of the captors after due process and 
 trial in any court having admiralty jurisdiction, and which shall be 
 holden for the district into which such captured vessel shall be 
 brought; and the same court shall thereupon order a sale and dis- 
 tribution thereof accordingly, and at its discretion. (R. S., 4296.) 
 
 Any vessel built, purchased, fitted out in whole or in part, or 
 held for the purpose of being employed in the commission of any 
 piratical aggression, search, restraint, depredation, or seizure, or in 
 the commission of any other act of piracy, as defined by the law 
 of nations, shall be liable to be captured and brought into any port 
 of the United States if found upon the high seas, or to be seized if 
 found in port or place within the United States, whether the same 
 shall have actually sailed upon any piratical expedition or not, and 
 whether any act of piracy shall have been committed or attempted 
 upon or from such vessel or not; and any such vessel may be adjudged 
 and condemned, if captured by a vessel authorized as hereinafter 
 mentioned, to the use of the United States and to that of the captors, 
 
302 THE MEN ON DECK 
 
 and if seized by a collector, surveyor, or marshal, then to the use of 
 the United States. (R. S., 4297.) 
 
 The President is authorized to instruct the commanders of the 
 public armed vessels of the United States, and to authorize the com- 
 manders of any other armed vessels sailing under the authority of 
 any letters of marque and reprisal granted by Congress, or the com- 
 manders of any other suitable vessels, to subdue, seize, take, and, 
 if on the high seas, to send into any port of the United States, any 
 vessel or boat built, purchased, fitted, out or held as mentioned in 
 the preceding section. (R. S., 4298.) 
 
 The collectors of the several ports of entry, the surveyors of the 
 several ports of delivery, and the marshals of the several judicial 
 districts within the United States, shall seize any vessel or boat 
 built, purchased, fitted out, or held as mentioned in section forty- 
 two hundred and ninety-seven, which may be found within their 
 respective ports or districts, and to cause the same to be proceeded 
 against and disposed of as provided by that section. (R. S., 4299.) 
 
 Crimes deemed piracy. 
 
 Whoever, on the high seas, commits the crime of piracy as defined 
 by the law of nations, and is afterwards brought into or found in the 
 United States, shall be imprisoned for life. 
 
 Whoever, being a seaman, lays violent hands upon his commander, 
 thereby to hinder and prevent his fighting in defense of his vessel or 
 the goods intrusted to him, is a pirate, and shall be imprisoned for 
 life. 
 
 Whoever, being engaged in any piratical cruise, or enterprise, 
 or being of the crew of any piratical vessel, lands from such vessel, 
 and on shore commits robbery, is a pirate, and shall be imprisoned 
 for life. 
 
 Whoever, being a citizen of the United States, commits any 
 murder or robbery, or any act or hostility against the United States, 
 or against any citizen thereof, on the high seas, under color of any 
 commission from any foreign prince, or state, or on pretense of 
 authority from any person, is, notwithstanding the pretense of such 
 authority, a pirate, and shall be imprisoned for Life. 
 
 Whoever, being a citizen or subject of any foreign state, is found 
 and taken on the sea making war upon the United States, or cruising 
 against the vessels and property thereof, or of the citizens of the same, 
 
DISCIPLINE AT SEA 303 
 
 contrary to the provisions of any treaty existing between the United 
 States and the state of which the offender is a citizen or subject, 
 when by such treaty such acts are declared to be piracy, is guilty 
 of piracy, and shall be imprisoned for life. 
 
 Whoever, being a captain or other officer or mariner of a vessel 
 upon the high seas or on any other waters within the admiralty and 
 maritime jurisdiction of the United States, piratically or feloniously 
 runs away with such vessel, or with any goods or merchandise thereof, 
 to the value of fifty dollars, or who yields up such vessel voluntarily 
 to any pirate, shall be fined not more than ten thousand dollars, or 
 imprisoned not more than ten years, or both. 
 
 Whoever attempts or endeavors to corrupt any commander, 
 master, officer, or mariner to yield up or to run away with any vessel, 
 or with any goods, wares, or merchandise, or to turn pirate, or to go 
 over to or confederate with pirates, or in any wise to trade with any 
 pirate, knowing him to be such, or furnishes such pirate with any 
 ammunition, stores, or provisions of any kind, or fits out any vessel 
 knowingly and, with a design to trade with, supply, or correspond 
 with any pirate or robber upon the seas; or whoever consults, com- 
 bines, confederates, or corresponds with any pirate or robber upon the 
 seas, knowing him to be guilty of any piracy or robbery; or whoever, 
 being a seaman, confines the master of any vessel, shall be fined not 
 more than one thousand dollars and imprisoned not more than three 
 years. 
 
 The words "vessel of the United States," wherever they occur 
 in this chapter, shall be construed to mean a vessel belonging in 
 whole or in part to the United States, or any citizen thereof, or any 
 corporation created by or under the laws of the United States, or 
 of any State, Territory, or District thereof. (Mar. 4, 1909; sec. 290; 
 Repeals R. S., 5368; sec. 294; Repeals R. S., 5369; sec. 302; Repeals 
 R. S., 5371; sec. 304; Repeals R. S., 5373; sec. 305; Repeals R. S., 
 5374; sec. 506; Repeals R. S., 5383; sec. 307; Repeals R. S., 5384; 
 sec. 310.) 
 
APPENDIX A 
 
 CUSTOMS DISTRICTS, PORTS, AND SUB-PORTS 
 OF UNITED STATES 
 
 Names oFDISTRICTS are shown in BOLD FACE CAPITALS fol- 
 lowed by the district Headquarters in Capitals and small letters. The 
 District Boundary follows immediately below with the Ports of Entry 
 following. 
 
 MAINE AND NEW HAMPSHIRE Portland 
 
 State of Maine and all of New Hampshire except county of Coos 
 
 Portland, Houlton, Fort Fairfield, Mars Hill, Van Buren, Mad- 
 awaska, Monticello, Machias, Lubec, Bath, Boothbay, Limestone, 
 Fort Kent, Bridgewater, Eastport, Calais, Bangor, Ellsworth, 
 Rockland, Vanceboro, Lowelltown (or Holeb), Belfast, Rockport, 
 Castine, Vinalhaven, South West Harbor, Portsmouth, N. H. (in- 
 cluding Kittery). 
 
 VERMONT St. Albans 
 
 All of the State of Vermont; and the County of Coos in the State of 
 New Hampshire 
 
 Newport, North Troy, Derbyline, Island Pond, Bleecher Falls, 
 St. Albans, Richford, Burlington, Alburg, Swanton, Highgate. 
 
 MASSACHUSETTS Boston 
 
 All of the State of Massachusetts 
 
 Boston, Gloucester, Salem (including Beverly, Marblehead, and 
 Lynn), Provincetown, Plymouth, Barnstable, Vineyard Haven, 
 Fall River, New Bedford, Worcester, Springfield, Holyoke. 
 
 305 
 
306 THE MEN ON DECK 
 
 RHODE ISLAND Providence 
 
 All of the State of Rhode Island 
 Providence, Newport. 
 
 CONNECTICUT Bridgeport 
 
 All of the State of Connecticvti 
 
 Hartford, New Haven, New London, Stonington, Middletown, 
 South Manchester, Bridgeport, Stamford, Greenwich, Norwalk. 
 
 ST. LAWRENCE Ogdensburg 
 
 State of New York, to include all of the counties of Clinton, Essex, 
 Franklin, St. Lawrence, Jefferson, and Lewis 
 
 Ogdensburg, Nyando, Morristown, Rouses Point, Malone, Fort 
 Covington, Plattsburg, Champlain, Chateaugay, Moores Junction, 
 Waddington, Cape Vincent, Alexandria Bay, Chaumont, Clayton. 
 
 ROCHESTER Rochester 
 
 All of the counties of Oswego, Oneida, Onondaga, Cayuga, Seneca, 
 
 Wayne, Broome, Tompkins, Chenango, Madison, Cortland, Hamilton, 
 
 Schuyler, Chemung, Herkimer, Monroe, Ontario, Livingston, Yates, 
 
 Steuben, Orleans, Genesee, and Wyoming 
 
 Rochester, Oswego, Utica, Syracuse, Charlotte, Fair Haven, 
 Sodus Point. 
 
 BUFFALO Buffalo 
 
 All of the counties of Niagara, Erie, Cattaraugus, and Chautauqua 
 
 Buffalo, Niagara Falls, North Tonawanda (including Tonawanda), 
 Dunkirk, Lewiston. 
 
APPENDIX A 307 
 
 NEW YORK New York 
 
 To include all that part of the State of New York not expressly in- 
 cluded in the districts of St. Lawrence, Rochester, and Buffalo, and 
 also to include the counties of Sussex, Passaic, Hudson, Bergen, Essex, 
 Union, Middlesex, and Monmouth, in the State of New Jersey 
 
 New York, Newark, Perth Amboy, Patchogue, Greenport, 
 Albany. 
 
 PHILADELPHIA Philadelphia 
 
 To include all that part of the State of Pennsylvania lying east of 79 
 
 west longitude, all of the State of Delaware, and all of that part of 
 
 the State of New Jersey not included in the district of New York 
 
 Philadelphia (to include Camden and Gloucester City, N. J.), 
 Somers Point, Thompsons Point, Tuckerton, Chester, Wilmington, 
 Lewes. 
 
 PITTSBURGH Pittsburgh 
 
 To include all of the State of West Virginia and all of the State of 
 Pennsylvania lying west of 79 west longitude, except the county of 
 
 Erie 
 Pittsburgh, Wheeling, 
 
 MARYLAND Baltimore 
 
 To include all of the State of Maryland, the District of Columbia, 
 and the county of Alexandria in the State of Virginia 
 
 Baltimore, Washington, Crisfield, Annapolis, Alexandria. 
 
 VIRGINIA Norfolk 
 
 To include all of the State of Virginia, except the county of Alexandria 
 
 (The port of Norfolk shall include both of said cities and the waters 
 and shores of Hampton Roads) 
 
 Norfolk, Newport News, Richmond, Petersburg, Cape Charles 
 City, Chincoteague, Reedville. 
 
308 THE MEN ON DECK 
 
 NORTH CAROLINA Wilmington 
 
 To include all of the State of North Carolina 
 Wilmington, Elizabeth City, Newbern, Manteo, Beaufort. 
 
 SOUTH CAROLINA Charleston 
 
 All of the State of South Carolina 
 Charleston, Georgetown, Beaufort. 
 
 GEORGIA Savannah 
 
 All of the State of Georgia except the north shore of the St. Marys River 
 and the city of St. Marys 
 
 Savannah, Brunswick, Darien, Atlanta. 
 
 FLORIDA Tampa 
 
 All of the State of Florida and the north bank of the St. Marys River 
 and the city of St. Marys, Ga. 
 
 Tampa (including Port Tampa), Key West, Punta Gorda, Boca 
 Grande, Miami, Jacksonville, Pensacola, St. Andrews, St. Augustine, 
 Fernandina (including St. Marys, Ga.), Cedar Keys, Port Inglis, 
 Apalachicola, Carrabelle. 
 
 MOBILE Mobile 
 
 All of the State of Alabama and all that part of the State of Mississippi 
 lying south 0/31 north latitude 
 
 Mobile, Birmingham, Gulfport, Scranton. 
 
 NEW ORLEANS New Orleans 
 
 All of the State of Louisiana and all that part of the State of Mississippi 
 lying north of 31 north latitude 
 
 New Orleans, Morgan City. 
 
APPENDIX A 309 
 
 SABINE Port Arthur 
 
 To include the following territory; Beginning on the Gulf of Mexico 
 at the center of the stream of Sabine Pass; thence north with the center 
 of the stream of Sabine Pass to Sabine Lake; thence with the center 
 of the stream of Sabine Lake to a point directly opposite to the Sabine 
 River; thence north with the east shore of the Sabine River to the north 
 boundary line of Shelby County, Tex.; thence west to the Neches River; 
 thence down said river with its west shore to a north boundary line 
 of Jefferson County, thence in a westerly direction with the said north 
 boundary line to the east boundary line of Liberty County, Tex.; thence 
 south to the Gulf of Mexico; thence in an easterly direction along the 
 Gulf shores to the place of beginning 
 
 Port Arthur, Sabine, 
 
 GALVESTON Galveston 
 
 All of the State of Texas except the territory included in the districts 
 of Sabine, Laredo, El Paso, and Eagle Pass 
 
 Galveston (including Port Bolivar and Texas City), San Antonio, 
 Dallas, Houston, Port Lavaca. 
 
 LAREDO Laredo 
 
 All of t the counties of Cameron, Hidalgo, Starr, Nueces, Zapata, Duval, 
 Brooks, Willacy, Jim Wells, Aransas, Webb, La Salle, Dimmit, 
 McMullen, Live Oak, Bee, Refugio, and San Patricio in the State of 
 
 % Texas 
 
 Laredo, Brownsville, Rio Grande City, Corpus Christi, Roma, 
 Santa Maria. 
 
 EL PASO El Paso 
 
 All the counties of El Paso and Culberson in the State of Texas and 
 all of the State of New Mexico 
 
 El Paso, Columbus, New Mexico. 
 
310 THE MEN ON DECK 
 
 EAGLE PASS Eagle Pass 
 
 All of the counties in the State of Texas lying along and contiguous 
 to the Rio Grande River not included in the districts of Laredo and 
 
 El Paso 
 
 Eagle Pass, Boquillas, Del Rio, Presidio. 
 
 ARIZONA Nogales 
 
 All of the State of Arizona 
 Nogales, Naco, Yuma, Douglas. 
 
 SOUTHERN CALIFORNIA Los Angeles 
 
 All thai part of the State of California , lying south of 35 north 
 
 latitude 
 
 Los Angeles, San Pedro, San Diego, Calexico, Campo, Tia Juana. 
 
 SAN FRANCISCO San Francisco 
 
 All that part of the State of California lying north of 35 north 
 
 latitude 
 
 San Francisco (including Oakland), Eureka, Port Harford. 
 
 OREGON Portland 
 
 All of the State of Oregon 
 Portland, Astoria, Newport, Empire. 
 
 WASHINGTON Seattle 
 
 All of the State of Washington 
 
 Seattle, Port Townsend, Aberdeen, Anacortes, Bellingham, 
 Elaine, Chopaka, Danville, Everett, Ferry, Friday Harbor, Laurier, 
 Molson, Northport, Port Angeles, Roche Harbor, South Bend, 
 Spokane, Somas, Tacoma. 
 
APPENDIX A 311 
 
 ALASKA Juneau 
 
 All of the Territory of Alaska 
 
 Juneau, Eagle, Ketchikan, Cordova, Sulzer, St. Michael, Skag- 
 way, Unalaska, Wrangell, Fortymile, Fairbanks, Nome. 
 
 HAWAII Honolulu 
 
 All of the territory of Hawaii 
 Honolulu, Hilo, Kahului, Kaloa, Mahukona. 
 
 MONTANA AND IDAHO Great Falls 
 
 All of the States of Montana and Idaho 
 Great Falls, Eastport, Port Hill, Plentywood, Sweetgrass, Gateway. 
 
 DAKOTA Pembina 
 
 All of the States of North and South Dakota and the county of Kittsen 
 in the State of Minnesota 
 
 Pembina, Noyes, St. Vincent, Portal, St. John, Hannah, Neche, 
 Ambrose, Souris, Walhalla, Sarles, Sherwood, Hansboro, Crosby, 
 Antler. 
 
 MINNESOTA St. Paul, Minneapolis 
 
 State of Minnesota, lying south of 46 north latitude 
 St. Paul, Minneapolis. 
 
 DULUTH AND SUPERIOR Duluth and Superior 
 
 All of the State of Minnesota, except the county of Kittsen, lying north 
 
 of 46 north latitude and all of the State of Wisconsin lying north of 
 
 said latitude, and the island of Isle Royal, in the State of Michigan 
 
 (The port of Duluth and Superior shall include both of said cities 
 and West Superior) 
 
 Duluth, Superior, International Falls, Warroad, Ranier, /Two 
 Harbors, Ashland, Isle Royal. 
 
312 THE MEN ON DECK 
 
 WISCONSIN Milwaukee 
 Att of the State of Wisconsin lying south of 46 north latitude 
 
 Milwaukee, Green Bay, Kenosha, Kewaunee, Manitowoc, Marin- 
 ette (including Menominee), Racine, Sheboygan, Sturgeon Bay. 
 
 MICHIGAN Detroit 
 
 All of the State of Michigan 
 
 Detroit, Port Huron, Saginaw, Alpena, Bay City, Marine City, 
 St. Clair, Grand Rapids, Grand Haven, Charlevoix, Ludington, 
 Manistee, Manistique, Muskegon, St. Joseph, Petoskey, Sault 
 Ste. Marie, Cheboygan, Mackinaw, Detour, Escanaba, Gladstone, 
 Houghton, Marquette. 
 
 CHICAGO Chicago 
 
 All of the State of Illinois lying north of 39 north latitude and all 
 that part of the State of Indiana lying north of 41 north latitude 
 
 Chicago, Peoria, Michigan City. 
 
 INDIANA Indianapolis 
 
 All of the State of Indiana lying south of 41 of north latitude 
 Indianapolis, Evansville. 
 
 OHIO Cleveland 
 
 All of the State of Ohio and the county of Erie in the State of Pennsylvania 
 
 Cleveland, Conneaut, Ashtabula, Fairport, Lorain, Sandusky, 
 Put-in-Bay, Toledo, Cincinnati, Columbus, Dayton and Erie, Corry, 
 Pa. 
 
 KENTUCKY Louisville 
 
 All of the State of Kentucky 
 Louisville, Paducah. 
 
APPENDIX A 313 
 
 TENNESSEE Memphis 
 
 All of the State of Tennessee 
 Memphis, Nashville, Chattanooga, Knoxville. 
 
 IOWA Des Moines 
 All oj the State of Iowa 
 
 Des Moines, Sioux City, Dubuque. 
 
 x 
 
 ST. LOUIS St. Louis 
 
 All of the States of Missouri, Kansas, Arkansas, and Oklahoma, and 
 all that part of the State of Illinois lying south of 39 north latitude # 
 
 St. Louis (including East St. Louis), Kansas City, Cairo, 111., 
 St. Joseph, Mo. 
 
 OMAHA Omaha 
 
 All of the States of Nebraska and Wyoming 
 Omaha, Lincoln. 
 
 COLORADO Denver 
 
 All of the State of Colorado 
 Denver. 
 
 UTAH AND NEVADA Salt Lake City 
 
 All of the States of Utah and Nevada 
 Salt Lake City. 
 
314 THE MEN ON DECK 
 
 PORTO RICO San Juan 
 
 The island of Porto Rico 
 
 San Juan, Humacao, Aguadilla, Mayaguez, Arecibo, Arroyo, 
 Fajardo, Ponce, Guanica. 
 
 The use of the terms "port of delivery" and "subport of entry" 
 has been discontinued, and all ports of entry, subports of entry, and 
 ports of delivery not above specifically mentioned as ports of entry, 
 abolished. 
 
 The privileges of the first and seventh sections of the act of June 
 10, 1880, commonly known as the "immediate transportation act," 
 remain as heretofore existing with respect to the ports of entry. 
 
 Ports at which merchandise may be entered for transportation to other 
 ports without appraisement under the act of June 10, 1880 
 
 Alburg, Vt. Everett, Wash. 
 
 Astoria, Ore. Fernandina, Fla. 
 
 Baltimore, Md. Calves ton, Tex. 
 
 Bangor, Me. Gladstone, Mich. 
 
 Bath, Me. Honolulu, T. H. 
 
 Bay City, Mich. Island Pond, Vt. 
 
 Beecher Falls, Vt Key West, Fla. 
 
 Blaine, Wash. Knights Key, Fla. 
 
 Boston, Mass. Laredo, Tex. 
 
 Brownsville, Tex. Los Angeles, Cal. 
 
 Brunswick, Ga. Malone, N. Y. 
 
 Buffalo, N. Y. Marquette, Mich. 
 
 Burlington, Vt. Miami, Fla. 
 
 Calais, Me. Milwaukee, Wis. 
 
 Charleston, S. C. Mobile, Ala. 
 
 Chicago, 111. New London, Conn. 
 
 Cleveland, Ohio. New Orleans, La. 
 
 Detroit, Mich. Newport, Vt. 
 
 Duluth, Minn. Newport News, Va. 
 
 Eagle Pass, Tex. New York, N. Y. 
 
 Eastport, Idaho. Niagara Falls, N. Y. 
 
 Eastport, Me. Nogales, Ariz. 
 
 El Paso, Tex. Norfolk, Va. 
 
APPENDIX A 315 
 
 Nyando, N. Y. St. Albans, Vt. 
 
 Ogdensburg, N. Y. St. Vincent, Minn. 
 
 Pembina, N. Dak. San Diego, Cal. 
 
 Pensacola, Fla. San Francisco, Cal. 
 
 Philadelphia, Pa. Sault Ste. Marie, Mich. 
 
 Port Arthur, Tex. Savannah, Ga. 
 
 Port Huron, Mich. Seattle, Wash. 
 
 Portal, N. Dak. Sioux City, Iowa. 
 
 Portland, Me. Sumas, Wash. 
 
 Portland, Ore. Tacoma, Wash. 
 
 Port Townsend, Wash. Tampa, Fla. 
 
 Providence, R. I. Texas City, Tex. 
 
 Ranier, Minn. Toledo, Ohio. 
 
 Richford, Vt. Van Buren, Me. 
 
 Rochester, N. Y. Vanceboro, Me. 
 
 Rouses Point, N. Y. Wilmington, N. C. 
 
 Ports to which merchandise may be transported without appraisement 
 under the act of June 10, 1880 
 
 Albany, N. Y. Corry, Pa. 
 
 Astoria, Ore. Council Bluffs, Iowa. 
 
 Atlanta, Ga. DaUas, Tex. 
 
 Baltimore, Md. Dayton, Ohio. 
 
 Bangor, Me. Denver, Colo. 
 
 Bath, Me. Des Moines, Iowa. 
 
 Bellingham, Wash. Detroit, Mich. 
 
 Birmingham, Ala. Dubuque, Iowa. 
 
 Boston, Mass. Duluth, Minn. 
 
 Bridgeport, Conn. Dunkirk, N. Y. 
 
 Buffalo, N. Y. Durango, Colo. 
 
 Burlington, Vt. Durham, N. C. 
 
 Calais, Me. Eagle Pass, Tex. 
 
 Charleston, S. C. Eastport, Me. 
 
 Chattanooga, Tenn. El Paso, Tex. 
 
 Chicago, 111. Enfield, Conn. 
 
 Cincinnati, Ohio. Erie, Pa. 
 
 Cleveland, Ohio. Evansville, Ind. 
 
 Coal City, 111. Everett, Wash. 
 
 Columbus, Ohio. Fall River, Mass. 
 
316 
 
 THE MEN ON DECK 
 
 Galveston, Tex. 
 Gladstone, Mich. 
 Gloucester, Mass. 
 Grand Haven, Mich. 
 Grand Rapids, Mich. 
 Green Bay, Wis. 
 Greenwich, Conn. 
 Hartford, Conn. 
 Honolulu, Hawaii. 
 Houston, Tex. 
 Indianapolis, Ind. 
 Jacksonville, Fla> 
 Kansas City, Mo. 
 Key West, Fla. 
 Knoxvile, Tenn. 
 Laredo, Tex. 
 Leadville, Colo. 
 Lincoln, Nebr. 
 Los Angeles, Cal. 
 Louisville, Ky. 
 Marquette, Mich. 
 Memphis, Tenn. 
 Middletown, Conn. 
 Milwaukee, Wis. 
 Minneapolis, Minn. 
 Mobile, Ala. 
 Nashville, Tenn. 
 Newark, N. J. 
 New Bedford, Mass. 
 New Haven, Conn. 
 New Orleans, La. 
 Newport, R. I. 
 Newport News, Va. 
 New York, N. Y. 
 Niagara Falls, N. Y. 
 Nogales, Ariz. 
 Norfolk, Va. 
 Norwalk, Conn. 
 Oakland, Cal. 
 Ocala, Fla. 
 
 Ogdensburg, N. Y. 
 Omaha, Nebr. 
 Peoria, 111. 
 Perth Amboy, N. J. 
 Petersburg, Va. 
 Petoskey, Mich. 
 Philadelphia, Pa. 
 Pittsburgh, Pa. 
 Port Arthur, Tex. 
 Port Huron, Mich. 
 Portland, Me. 
 Portland, Ore. 
 Portsmouth, N. H. 
 Port Townsend, Wash. 
 Providence, R. I. 
 Pueblo, Colo. 
 Richmond, Va. 
 Rochester, N. Y. 
 St. Augustine, Fla. 
 St. Joseph, Mo. 
 St. Louis, Mo. 
 St. Paul, Minn. 
 Sabine Pass, Tex. 
 Saginaw, Mich. 
 Salt Lake City, Utah. 
 San Antonio, Tex. 
 San Diego, Cal. 
 Sandusky, Ohio. 
 San Francisco, Cal. 
 Sault Ste. Marie, Mich. 
 Savannah, Ga. 
 Seattle, Wash. 
 Sioux City, Iowa. 
 South Manchester, Conn. 
 Spokane, Wash. 
 Springfield, Mass. 
 Stamford, Conn. 
 Superior, Wis. 
 Syracuse, N. Y. 
 Tacoma, Wash. 
 
APPENDIX A 
 
 317 
 
 Tampa, Fla. 
 Titusville, Pa. 
 Toledo, Ohio. 
 Utica, N. Y. 
 Vanceboro, Me. 
 
 Vernon (Rockville), Conn. 
 Washington, D. C. 
 Wilmington, Del. 
 Wilmington, N. C. 
 Worcester, Mass. 
 
 List of ports at which bonded warehouses are established 
 
 Apalachicola, Fla. 
 Atlanta, Ga. 
 Baltimore, Md. 
 Bangor, Me. 
 Bath, Me. 
 Belfast, Me. 
 Bonners Ferry, Mont. 
 Boothbay, Me. 
 Boston, Mass. 
 Bridgeport, Conn. 
 Brownsville, Tex. 
 Buffalo, N. Y. 
 Burlington, Vt. 
 Cape Vincent, N. Y. 
 Castine, Me. 
 Chattanooga, Tenn. 
 Chicago, 111. 
 Cincinnati, Ohio. 
 Denver, Colo. 
 Detroit, Mich. 
 Duluth, Minn. 
 Durham, N. C. 
 Eagle Pass, Tex. 
 Eastport, Me. 
 El Paso, Tex. 
 Erie, Pa. 
 Evansville, Ind. 
 Everett, Wash. 
 Fall River, Mass. 
 Galveston, Tex. 
 Gloucester, Mass. 
 Grand Rapids, Mich. 
 
 Great Falls, Mont. 
 Green Bay, Wis. 
 Hartford, Conn. 
 Honolulu, Hawaii. 
 Indianapolis, Ind. 
 Kansas City, Mo. 
 Key West, Fla. 
 Laredo, Tex. 
 Lincoln, Nebr. 
 Los Angeles, Cal. 
 Louisville, Ky. 
 Minneapolis, Minn. 
 New Haven, Conn. 
 New London, Conn. 
 New Orleans, La. 
 Newport News, Va. 
 Newark, N. J. 
 New York. 
 Niagara Falls, N. Y. 
 Nogales, Ariz. 
 Ogdensburg, N. Y. 
 Omaha, Nebr. 
 Oswego, N. Y. 
 Pensacola, Fla. 
 Perth Amboy, N. J. 
 Petersburg, Va. 
 Philadelphia, Pa. 
 Pittsburgh, Pa. 
 Plattsburg, N. Y. 
 Port Huron, Mich. 
 Portland, Me. 
 Portland, Ore. 
 
318 THE MEN ON DECK 
 
 Portsmouth, N. H. San Diego, Cal. 
 
 Port Townsend, Wash. San Francisco, Cal. 
 
 Providence, R. I. San Juan, P. R. 
 
 Provincetown, Mass. Savannah, Ga. 
 
 Richmond, Va. Seattle, Wash. 
 
 Rochester, N. Y. Sioux City, Iowa. 
 
 St. Joseph, Mo. Skagway, Alaska. 
 
 St. Louis, Mo. Spokane, Wash. 
 
 St. Michael, Alaska. Syracuse, N. Y. 
 
 St. Paul, Minn. Tacoma, Wash. 
 
 Saginaw, Mich. Tampa, Fla. 
 
 Salem, Mass. Toledo, Ohio. 
 
 San Antonio, Tex. Utica, N. Y. 
 
 List of ports where the custom-house premises are used for the storage. 
 of imported goods in bond 
 
 Albany, N. Y. Memphis, Tenn. 
 
 Aguadilla, P. R. Milwaukee, Wis. 
 
 Arecibo, P. R. Nashville, Tenn. 
 
 Arroyo, P. R. Norfolk, Va. 
 
 Bangor, Me. Peoria, 111. * 
 
 Charleston, S. C. Ponce, P. R. 
 
 Cleveland, Ohio. Providence, R. I. 
 
 Columbus, Ohio. Rochester, N. Y. 
 
 Fajardo, P. R. St. Augustine, Fla. 
 
 Guanica, P. R. Sandusky, Ohio. 
 
 Humacao, P. R. San Juan, P. R. 
 
 Jacksonville, Fla. Springfield, Mass. 
 
 Marquette, Mich. Washington, D. C. (Georgetown) 
 
 Mayaguez, P. R. Wilmington, Del. 
 
APPENDIX B 
 
 THE SEA LIBRARY 
 The books an officer should have, and study, are appended. 
 
 Bowditch's American Practical Navigator. 
 The Navigator's Bible. 
 
 Lecky's Wrinkles in Practical Navigation. 
 
 No comment needed. An officer who does not know this book 
 well, he is simply not all there as an officer. 
 
 Bradford's Whys and Wherefores of Navigation. 
 
 An American book, of intimate and interesting information on 
 the subject of navigation. If you want to know " why," own 
 and study Bradford, it is a book for the man who likes to 
 thoroughly understand his subject simple, clear, complete. 
 
 Jacoby's Navigation. 
 
 A good book for the beginner. 
 
 Knight's Seamanship. 
 
 The best American work on seamanship, naval and merchant 
 service. The chapters on ship handling and the higher problems 
 of seamanship are exceptionally good. 
 
 Todd and WhalPs Seamanship. 
 
 The best book to date for the merchantman. 
 
 Walton's Know Your Own Ship. 
 
 Information about vessels that every officer aboard ship should 
 possess. 
 
 White's Oil Tank Steamers. 
 
 An excellent work by an officer who knows his subject. 
 
 Allingham's Weather Signs and How to Read Them. 
 
 319 
 
Index 
 
 Page numbers in bold-face type indicate reference to the Navigation Laws. 
 
 Abandonment of seamen, 297 
 
 Able seamen, duties, 236-240 
 
 Advance, 265 
 
 Agreement, form of, 241-242 
 in coasting trade, 256 
 in foreign trade, 249, 250 
 
 Allingham, 304 
 
 Allotment of wages, 265, 266, 267 
 
 Alongside, 96 
 
 Amendments to Rule V, 155 
 
 Amplitudes, 181 
 
 Anchor watch, 74 
 
 Anchorage data, 73 
 
 Anchoring, 95 
 
 Application for register, 9 
 
 Apprentices, 244, 248, 249 
 
 Arbitration, 270 
 
 Arms, export to American coun- 
 tries, 61 
 sale of, 62 
 
 Arson, 295 
 
 Assault, 293 
 
 Assistance at sea, 62, 63 , 
 
 Average, general, 51, 52 
 
 Awnings, 77 
 
 B 
 
 Baggage, 129 
 Barratry, 298 
 Berth, fair or foul, 75 
 Bills of lading, 75, 84 
 Boarding, 24, 25, 26 
 
 Boat covers, 77 
 
 falls, 108 
 
 handling, 105 
 Boatswain, 78 
 
 duties, 234, 235 
 Boatswain's stores, 77 
 Bond, general libel, 57, 58 
 Books, 304 
 Bowditch, 304 
 Bradford, 304 
 Bribery, 50, 51 
 
 Bridge, persons allowed on, 170 
 Bullion and coin, 21 
 Buoys, in 
 
 Cadets, laws, duties, 145 
 Captain, call, 179 
 Cargo, battens, 79 
 
 care of, 82 
 
 chilled beef, 87 
 
 comparison of cargo and mani- 
 fest, 39 
 
 clusters, 74, 75 
 
 coal-trimming, 85 
 
 coal-ventilation, 85 
 
 cotton, 86 
 
 damage to, 83 
 
 delivery in various districts, 
 
 33,34 
 
 diagrams, 75, 84 
 duty to, 82 
 
 explosive, 65, 66, 67, 68, 69, 
 70,71 
 
 321 
 
322 
 
 INDEX 
 
 Cargo, frozen, 87 
 
 gear, 75, 80 
 
 general, 87, 88 
 
 grain, 86 
 
 in bulk, 31 
 
 inflammable, 65, 66, 67, 68, 69, 
 70,71 
 
 kinds, 84 
 
 munitions, 89 
 
 ore, 85 
 
 pilfering, 83 
 
 re-export, 31 
 
 returns of unlading, 47, 48 
 
 special, 88 
 
 stowage, 83 
 
 ventilation, 84 
 
 wet coal, 85 
 Carpenter, 73, 78 
 
 duties, 231-232, 233 
 
 stores, 77 
 Cask fenders, 74 
 Casting away vessels, 299 
 Ceiling, 79 
 Chafe, 74 
 Chief Mate, the, 72 
 
 coastwise, 162 
 
 duties, 73, 74, 75 
 
 duties at sea, 100, 101, 102 
 
 duties in port, 78 
 
 examination, 161 
 
 License, 149 
 
 qualifications, 72 
 
 reports for duty, 72 
 
 service, 159 
 
 Vessel in stream, 73 
 Charts, pilot, 181 
 Clearance, form of, 20 
 Clothing, exempt from attach- 
 ment, 267 
 Coal, 35 
 Coaling, 97 
 
 gear, 77 
 
 Cork fenders, 74 
 Cost data, 89 
 
 Collision, 175 
 Coming alongside, 96 
 
 to anchor, 95 
 
 Complaints re provisions, 12 
 Construction, future, 105 
 Conventions, 269 
 Corporal punishment, 290 
 Crew, 76 
 
 failure to produce, 253 
 
 ill treatment of, 297 
 
 papers relating to, 254 
 
 quarters, inspection, 75 
 Crimes, 291-300 
 
 D 
 
 Dangerous conditions, 176 
 Davits, test of, 106, 107 
 Death from negligence, 169 
 
 negligence, misconduct, 294 
 Deck, 178 
 
 crew, 78 
 
 engineer, 73 
 
 room, 115 
 
 Delivery, ports of, 29, App. A 
 Desertion, abroad, 268 
 
 of foreign seamen in U. S., 268 
 Discharge, 245 
 Discharging, 75 
 Discharge in foreign ports, 258 
 
 in foreign trade, 257 
 Discipline at sea, 286-287 
 Distress, vessels in, 48, 49 
 Docking, notes on, 99, 100 
 Docking plan, 98 
 Dodgers, 77 
 Draft, 75 
 Drift lead, 74 
 Dry dock, entering, 98 
 
 blue prints, 98 
 
 Engagement, period of, 251 
 Engineer Ylicense, 150 
 
INDEX 
 
 323 
 
 Entry and clearance, 18 
 
 of merchandise, 27, 38 
 
 Ports of, 28, App. A 
 
 post, 47 
 
 Examinations, Chief and second 
 mate coastwise, 164 
 
 master, 156 
 
 original license, 153 
 
 Third mate coastwise, 165 
 Exemption, militia duty, 241 
 
 of private property at sea, 62 
 Export of arms, 61 
 merchandise laden for, 32 
 
 transfer of imported merchan- 
 dise, 32 
 
 Fees, 21 
 
 Fellow-servant clause, 283 
 
 Fire-fighting equipment, 92 
 
 Fire lines, 75 
 
 Fire, protection against, 63, 64, 65 
 
 Flogging, 290 
 
 Forgery, 296 
 
 Freeboard, 83 
 
 Gangway, 74 
 General average, 51-52 
 General libel bond, 57, 58 
 Great Lakes, licenses, 166 
 
 crimes on, 300 
 Ground tackle, 94 
 Gun, drill with line carrying, 113 
 
 line carrying, 112 
 
 tests, 112 
 
 Harbor defenses, 61 
 
 regulations, 92 
 Barter Act, 55, 56, 57 
 Hatch battens, 76 
 covers, 76 
 
 Hawsers, 77 
 Heaving in, 95 
 
 lines, 74 
 Holds, 75 
 
 preparation to receive cargo, 
 
 78, 79, 80 
 Hose, on focVle, 73 
 
 Ice, 176 
 
 obstruction by, 49 
 Illegal boarding, 24 
 unlading, 39, 40 
 Inland licenses, 165 
 Rules of road, 185-222 
 waters limits, 222-228 
 Inspection of inward manifests 
 by boarding officers, 35, 36, 
 37, 38 
 Instructions for gun and rocket 
 
 apparatus, 113 
 
 Insurance, war risk, 283, 284, 285 
 International Rules of Road, 
 
 184-220 
 Inventories, 76 
 Invoices, 84 
 
 Jacoby, navigation, 304 
 Junior officers, duties, 133 
 Jurisdiction over seamen, 277, 
 278, 279 
 
 Keys, 92 
 
 Keys, master, 92 
 
 Knight, 304 
 
 Larceny, 295 
 
 Laws effecting duties of master, 9 
 
 Lecky, 304 
 
 Log books, 15, 16, 17 
 
324 
 
 INDEX 
 
 Look out, 176 
 
 Liability of owners, masters, ship- 
 pers, 53, 54, 55 
 Libel bond, general, 57, 58 
 Licenses, duration of, 147 
 
 renewal of, 154 
 
 Liens for freight or general aver- 
 age, 51, 52 
 
 Lifeboats, care of, 108 
 equipment, 103 
 how carried, 105 
 launching, 108 
 manning, 108-109 
 marking of, 107 
 men, certificated, 108-109 
 provisions, 104 
 Life buoys, ring, in 
 preservers, in 
 rafts, equipment, no 
 care of, no 
 manning, 109 
 marking, no 
 
 saving equipment, 77, 94 105 
 Lighters, 73 
 Lights, running, 179 
 Live stock, oo 
 Lodgers, 270 
 Luminous buoys, in 
 
 M 
 
 Mail, 129 
 
 Manifest, 18, 19, 20, 27, 28, 30, 31 
 
 Manning of merchant vessels, 280, 
 
 281, 282 
 
 Manslaughter, 292 
 Mast covers, 77 
 Master, the, i 
 
 acting as pilot, 151 
 
 always in command, 4 
 
 articles, 2 
 i authority over pilot, 4 
 
 authority to protect lives and 
 property, 8 
 
 Master, authority to suspend offi- 
 cers, 8 
 
 cannot delegate responsibility, 4 
 certificate of inspection, 7 
 change of, 9 
 charter, 4 
 coaling, 2 
 coastwise, 15? 
 correct lading, 3 
 course of vessel, 7 
 declaration of, 29, 30 
 delivery of specie and cargo, 3 
 departure, 7 
 disaster, 8 
 drills, 7 
 
 duties, 2, 3, 4, 5, 6, 7, 8 
 enters and clears, 3 
 examination, 156 
 general management of vessel, 2 
 insurance, 3 
 keeps official log, 2 
 keeps wage account, 4 
 last to leave ship, 8 
 laws, must be familiar with, 3 
 
 of port, 5 
 
 liability, 53, 54, 55, 169 
 license, 149 
 licensed engineer officer on 
 
 duty, 3 
 licensed officer always in charge, 
 
 4 
 
 live stock, 5 
 maneuvering vessel, 3 
 medicine chest, 3 
 navigator, 5 
 navigation laws, 8 
 oath-manifest, 18 
 oath of citizenship, 9 
 official log book, 5 
 passengers, 4, 7 
 
 property of deceased persons, 7 
 punishments to crew, 5 
 qualifications, 2 
 removal of, 152 
 
INDEX 
 
 325 
 
 Master, report to U. S. Local In- 
 spectors, 7 
 
 represents owner, 4 
 
 report on accidents, 7 
 
 responsibilities, I, 2, 4 
 
 rules of road, 5 
 
 safe carrying of mail, 4 
 navigation, 2 
 
 sail, 158 
 
 scale of provisions, 3 
 
 service required, 155 
 
 ship's log book, 7 
 
 ship must be well found, 2 
 
 skill, 8 
 slop chest, 3 
 
 smuggling, 5 
 
 Mate, acting as pilot, 151 
 Mayhem, 294 
 
 Medicines and anti-scarbutics, 14 
 Merchandise, fraudulent impor- 
 tation, 50 
 
 salvage of, 49, 55 
 
 vessels, manning, 280, 282, 282 
 Mines, 61, 62 
 Miscellaneous laws, 59 
 Mooring lines, 73, 74 
 Murder, 292 
 
 Muster-list roll and drill, 114-115 
 Mutiny, 297 
 
 N 
 
 Navigation, 304 
 Navigating gear, 77 
 
 officer, 129-130 
 Navy ration, 60, 61 
 Night orders, 176, 177, 178 
 
 Oath of officer, 151 
 Offenses, 287, 288, 289 
 Offenses against registry law, 9 
 miscellaneous, 296 ^ 
 
 Officer's citizenship, 146 
 
 license, 148, 149 
 
 serving during war, 148 
 Orders, night, 178 
 
 standing, 177 
 Owner's liability, 53, 54, 55 
 
 may ship seamen, 248 
 
 Pacific Islanders, sale of arms to, 
 
 62 
 
 Painting, bottom, 99 
 Paints, 77 
 
 Papers, deposit of, 21 
 Passengers, 90 
 
 Passenger accommodations, 116 
 117, 118, 119 
 
 Act of 1882, 116 
 
 vessel, boarding, 124 
 
 steamer, cattle on board, 123 
 
 carriage of, 126 
 
 cleanliness, 122 
 
 death of, 125 
 
 discipline, 122 
 
 embarkation in boats and rafts, 
 1 08 
 
 steamer, explosives on board, 
 
 123 
 inspection, 125 
 
 light and air, 119, 120 
 
 list, 124 
 
 medical attendance, 121, 122 
 
 act, penalties, 125-126 
 
 privacy, 122-123 
 
 provisions, 121 
 Passports, 22-23 
 Permit to unlade by night, 40, 
 
 41,42 
 
 Pilot's license, 151 
 Piracy, 300, 301, 302, 303 
 Plundering vessel, 299 
 Pilot, must yield to master, 4 
 Ports of entry, 29, App. A 
 
326 
 
 INDEX 
 
 Post entry, 47 
 Provisions, scale of, 243 
 Provisions and water, n 
 Private property, exemption at 
 
 sea, 62 
 
 Procedure, 290 
 Projectiles, line carrying, 113 
 Propeller signs, 74 
 Protection against fire, 63, 64, 65 
 Punishments, 287, 288, 289 
 
 Quartermasters, 78, 182 
 duties, 229-230 
 
 Rafts, handling, 105 
 
 Rape, 293 
 
 Rat guards, 75, 97 
 
 Ration, navy, 60, 61 
 
 Reduction of allowance, 13 
 
 Responsibility, watch officers, 172 
 
 Riding lights, 74 
 
 Robbery, 295 
 
 Rockets, 112 
 
 Rose boxes, 79 
 
 Rules of roa'd, 173, 184-221 
 
 Rule, unwritten, 174 
 
 Sails, 77 
 
 Sale of arms to Pacific Islanders, 
 
 62 
 
 Salvage at sea, 62, 63 
 Salvage of merchandise, 49, 50 
 School ships, 59, 60 
 Sea letters, 22, 23 
 Sea library, 304 
 Seamen, abandonment of, 297 
 
 effects of deceased, 272-276 
 
 naturalization of, 245 
 
 Seamen, rescuing shipwrecked 
 American, 59 
 
 return of, 271 
 
 shipment in coasting trade, 255 
 
 sick and disabled, 276, 277 
 
 witness fees, 279 
 Search, 24, 25, 26 
 Sea stores, 34, 35 
 Second mate, 78, 128, 129, 160, 
 
 161, 163 
 Seduction, 293 
 Service, substituting, 155 
 Sheath knives, 289 
 Shipment, before consul, 252 
 Shipment without agreement, 
 
 penalty, 251 
 Shipments, illegal, 247 
 Shipper's liability, 53, 54, 55 
 Shipping commissioner, 270 
 Shipping officers, 246 
 Ship's register, 9 
 
 school, 59, 60 
 Shipwrecked American searnen 
 
 rescuing, 59 
 Side ladders, 74 
 
 screens, 77 
 Signal gear, 77 
 Skids, 74 
 Slop chest, 14 
 Smoke helmets, 87 
 Smothering lines, 79 
 Solicitation of bribes, 50, 51 
 Soliciting lodgers, 270 
 Sounding pipes, 76 
 Stairways, 115 
 State inspection laws, 20 
 Station bill, 75, 76 
 Steamer's name on equipment, 
 
 114 
 
 Steel strongbacks, 76 
 Stevedores, 82 
 Stolen property, 295 
 Stores, receiving, 92 
 Storm oil, 113 
 
INDEX 
 
 327 
 
 Supervising Inspector General, 
 Recommendations, 180 
 
 Tank steamers, 90-91 
 
 Tarpaulins, 76, 77 
 
 Telegraph, 73 
 
 Third mate, 78, 131, 132, 161, 
 
 162, 164 
 
 Todd and Whall, 304 
 Torpedoes, 61 
 Treaties, 269 
 Trial, place of, 291 
 Turning to, 92, 93 
 Twin screws, 74 
 
 U 
 
 Undermanning, 283 
 Unloading by day, 42, 43 
 
 by night, 40 
 
 supervision of, 43, 44, 45 
 
 time limit for, 46 
 Upkeep, 93 
 
 Unsea worthy vessels, 283 
 U. S. Local Inspectors, 7 
 
 Supervising Inspectors, rules 
 relating to life saving, 103 
 
 . Ventilator covers, 77 
 Vessel alongside, 74 
 casting away, 299 
 Vessels, different types, 76 
 exempt from entry, 34 
 in distress, 48, 49 
 
 Vessels, overtaken, 179 
 plundering, 299 
 unsea worthy, 283 
 
 W 
 
 Wages, 260-265 
 
 exempt from attachment, 267 
 Walton, 304. 
 War documents, 22, 23 
 Warmth and clothing, 15 
 War risk insurance, 283, 284, 285 
 War zone, 179 
 
 precautions, 105 
 Waterline, striking, 100 
 Water plugs, 75 
 Watch officer, 167 
 
 duty, 167 
 in port, 183 
 not citizens, 147 
 Watch-relieving, 170 
 
 rest before going on, 169 
 Watches, three, 168 
 Wedges, 76 
 Weights and measures, 13 
 
 of persons, 107 
 Whistle signals, 81 
 White, 304 
 Windlass notes, 73 
 Wooden steamers, 86 
 
 warehouse, 74 
 Working boat, 74 
 
 cargo, 8 1 
 
 Work of Chief mate, 76 
 Wrecking, 298 
 
 Zig-zag, 180 
 
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