When all hands are called to work ship, as in reefing, tacking, wearing, getting under way, coming to anchor, &c., the second mate's place is aft, at the fore and main braces and main and mizzen rigging; and generally, in all ship's duty, the chief mate and larboard watch belong forward, and the second mate and starboard watch aft. In tacking ship, the second mate looks out for the lee fore and main braces, sees them belayed to one pin and clear for letting go, lets go the main braces at "Mainsail haul!" and the fore at "Let go and haul!" He also steadies the weather braces as the yards come up. He then sees to getting down the main tack, hauling out the main and mizzen bowlines, hauling aft the main sheet, and, in short, has charge of all the duty to be done upon the quarterdeck and in the waist.

In getting under way, the second mate takes a handspike at the windla.s.s with the men, the place which custom has a.s.signed him being the windla.s.s-end. If anything is to be done with the braces while the men are heaving at the windla.s.s, it is his duty to attend to it, as the chief mate must be looking out for the ground tackle.

In reefing, the second mate goes aloft with the men, and takes his place at the weather earing. This is his proper duty, and he will never give it up, unless he is a youngster, and not strong enough or sufficiently experienced to lead the men on the yard. As soon as the order is given to clew down for reefing, and the halyards are let go, if there are hands enough to haul out the reef-tackles, he should go aloft, see that the yard is well down by the lifts, and then lay out to the weather yard-arm, and get his earing rove by the time the men are upon the yard. He then hauls it out and makes fast. If both topsails are reefed at once, he goes to the main; but if one sail is reefed at a time, he goes with the men from one to the other, taking the weather earing of each. He also goes aloft to reef a course, and takes the weather earing of that, in the same manner. He is not expected to go upon the mizzen topsail yard, as the mizzen topsail is a small sail, and can be reefed by a few men, or by the light hands.

In furling sails, the second mate goes aloft to the topsails and courses, and takes the bunt, as that is the most important place in that duty. He is not expected to go upon the mizzen topsail yard for any service, and though in bad weather, and in case of necessity, he would do so, yet it would be out of the usual course. He might also, in heavy weather, a.s.sist in furling a large jib, or in taking the bonnet off; but he never furls a topgallantsail, royal, or flying jib. In short, the fore or main topsail and the courses are the only sails which the second mate is expected to handle, either in reefing or furling. And, as I said before, if the sails are reefed or furled by the watch, he leads the starboard watch on the main and maintopsail yards, and the best man in the larboard watch leads them at the fore.

Although the proper place for the second mate on a yard, is the bunt in furling, and the weather earing in reefing, and it is the custom to give him a chance at them at first, yet he cannot retain them by virtue of his office; and if he has not the necessary strength or skill for the stations, it is no breach of duty in a seaman to take them from him; on the contrary, he must always expect, in such a case, to give them up to a smarter man. If the second mate is a youngster, as is sometimes the case, being put forward early for the sake of promotion, or if he is not active and ambitious, he will not attempt to take the bunt or weather earing.

In the ordinary day's work done on shipboard, the second mate works with his hands like a common seaman. Indeed, he ought to be the best workman on board, and to be able to take upon himself the nicest and most difficult jobs, or to show the men how to do them. Among the various pieces of work constantly going forward on the vessel and rigging, there are some that require more skill and are less disagreeable than others. The a.s.signment of all the work belongs to the chief mate, and if the second mate is a good seaman, (by which sailors generally understand a good workman upon rigging,) he will have the best and most important of these allotted to him; as, for instance, fitting, turning in and setting up rigging, rattling down, and making the neater straps, coverings, graftings, pointings, &c.; but if he is not a good workman, he will have to employ himself upon the inferior jobs, such as are usually a.s.signed to ordinary seamen and boys.

Whatever may be his capacity, however, he 'carries on the work,' when his watch alone is on deck, under directions previously received from the chief mate.

It is a common saying among seamen that a man does not get his hands out of the tar bucket by becoming second mate. The meaning of this is, that as a great deal of tar is used in working upon rigging, and it is always put on by hand, the second mate is expected to put his hands to it as the others do. If the chief mate were to take hold upon a piece of work, and it should be necessary to put any tar on it, he might call some one to tar it for him, as all labor by hand is voluntary with him; but the second mate would be expected to do it for himself, as a part of his work. These matters, small in themselves, serve to show the different lights in which the duties of the officers are regarded by all sea-faring men. There are, however, some inferior services, such as slushing down masts, sweeping decks, &c., which the second mate takes no part in; and if he were ordered to do so, it would be considered as punishment, and might lead to a difficulty.

In working ship, making and taking in sail, &c., the second mate pulls and hauls about decks with the rest of the men. Indeed, in all the work he is expected to join in, he should be the first man to take hold, both leading the men and working himself. In one thing, however, he differs from the seamen; that is, he never takes the helm. Neither master nor mates ever take the wheel, but it is left to the men, who steer the vessel under the direction of the master or officer of the deck. He is also not expected to go aloft to reeve and unreeve rigging, or rig in and out booms, when making or taking in sail, if there are men enough; but, as I have said, under ordinary circ.u.mstances, only goes aloft to reef or furl a topsail or course. In case, however, of any accident, as carrying away a mast or yard, or if any unusual work is going on aloft, as the sending up or down of topmasts or topsail yards, or getting rigging over the mast-head, sending down or bending a heavy sail in a gale of wind, or the like, then the second mate should be aloft to take charge of the work there, and to be the organ of communication between the men aloft and the chief mate, who should remain on deck, since he must superintend everything fore and aft, as well as a-low and aloft. Sending up or down royal and topgallant yards, being light work and done by one or two hands, does not call the second mate aloft; but if the topgallant masts are to be sent down, or a jib-boom rigged in bad weather, or any other work going on aloft of unusual importance or difficulty, the second mate should be there with the men, leading them in the work, and communicating with, and receiving the orders from the deck.

During his own watch, if the master is not on deck, the second mate commands the ship, gives his orders and sees to their execution, precisely as the chief mate does in his; but, at the same time, he is expected to lend a hand at every "all-hands rope."

There is another important part of the duties of a second mate; which is, the care of the spare rigging, blocks, sails, and small stuffs, and of the instruments for working upon rigging, as, marlinspikes, heavers, serving-boards, &c. It is the duty of the chief mate, as superintendent of the work, to see that these are on board, and to provide a constant supply of such as are made at sea; but when provided, it is the second mate's duty to look after them, to see them properly stowed away, and to have them at hand whenever they are called for. If, for instance, the chief mate orders a man to do a piece of work with certain instruments and certain kinds of stuff, the man will go to the second mate for them, and he must supply him. If there is no sailmaker on board, the second mate must also attend to the stowing away of the spare sails, and whenever one is called for, it is his duty to go below and find it. So with blocks, spare rigging, strands of yarns, and any part of a vessel's furniture, which an accident or emergency, as well as the ordinary course of duty, may bring into play.

So, also, with the stores. It is his duty to see to the stowing away of the water, bread, beef, pork, and all the provisions of the vessel; and whenever a new cask or barrel of water or provisions is to be opened, the second mate must do it. Indeed, the crew should never be sent into the hold or steerage, or to any part where there is cargo or stores, without an officer. He also measures out the allowance to the men, at the rate ordered by the master. These latter duties, of getting out the stores and weighing or measuring the allowance, fall upon the third mate, if there is one, which is seldom the case in merchant vessels.

While in port, when cargo is taking in or discharging, the second mate's place is in the hold; the chief mate standing at the gangway, to keep account, and to have a general supervision. If the vessel is lying at anchor, so that the cargo has to be brought on or off in boats, then the boating duty falls upon the second mate, who goes and comes in the boats, and looks after the landing and taking off of the goods. The chief mate seldom leaves the vessel when in port. The master is necessarily on sh.o.r.e a good deal, and the second mate must come and go in the boats, so that the chief mate is considered as the ship-keeper.

So, if a warp or kedge is to be carried out, or a boat is lowered at sea, as in boarding another vessel, or when a man has fallen overboard, in all such cases the second mate should take charge of the boat.

When in port, the second mate stands no anchor watch, but is expected to be on deck until eight o'clock, which is the hour at which the watch is usually set. If, however, the ship is short-handed, he would stand his watch; in which case it would probably be either the first or the morning watch.

The second mate lives aft, sleeping in the cabin, if there are no pa.s.sengers, or else in a state room in the steerage. He also eats in the cabin, but at a second table, taking charge of the vessel while the master and chief mate are at their meals. In packet ships the two mates generally eat together, by themselves, at an earlier hour than the master and pa.s.sengers.

THIRD MATE.--Merchant vessels bound on long voyages, upon which there are many vicissitudes to be antic.i.p.ated, sometimes carry a third mate; but this is unusual; so much so, that his duties have hardly become settled by custom. He does not command a watch, but belongs to the larboard watch, and a.s.sists the chief mate in his duties. He goes aloft with the larboard watch to reef and furl, as the second mate does with the starboard, and performs very nearly the same duties aloft and about decks. If he is a good seaman, he will take the earing and bunt on the head yards, as the second mate does on the after yards; and in the allotment of work he will be favored with the most important jobs, if a good workman, otherwise, he will be put upon the work of an ordinary seaman. He is not expected to handle the light sails. He stands no helm, lives aft, and will look out for the vessel at mealtimes, if the second mate dines with the master and chief mate. While in port, he will be in the hold or in the boats, as he may be needed, thus dividing the labor with the second mate. Perhaps his place would more properly be in the boats, as that is considered more in the light of fatigue duty. He also relieves the second mate of the charge of the stores, and sees to the weighing and measuring of the allowances; and in his watch on deck, he relieves the chief mate of the inferior parts of his duty, such as washing decks in the morning, and looking after the boys in clearing up the decks at night.

CHAPTER IV.

CARPENTER, COOK, STEWARD, &C.

CARPENTER.--Working ship. Seaman's work. Helm. Duty aloft. Work at his trade. Station. Berth and mess. Standing watch.

SAILMAKER.--Seaman's work. Work at trade. Duty aloft. Standing watch.

Berth and mess. Station.

STEWARD.--Duty in pa.s.senger-ships. Care of cabin-table--pa.s.sengers. In other vessels--Master--mate. Aloft. About decks. Working ship.

COOK.--Berth. Standing watch. Care of galley and furniture. Working ship. Duty aloft.

CARPENTER.--Almost every merchant vessel of a large cla.s.s, or bound upon a long voyage, carries a carpenter. His duty is to work at his trade under the direction of the master, and to a.s.sist in all-hands work according to his ability. He is stationed with the larboard or starboard watch, as he may be needed, though, if there is no third mate, usually with the larboard. In working ship, if he is an able seaman, (as well as carpenter,) he will be put in some more important place, as looking after the main tack and bowlines, or working the forecastle with the mate; and if capable of leading his watch aloft, he would naturally take the bunt or an earing. He is not expected to handle the light sails, nor to go above the topsail yards, except upon the work of his trade. If he ships for an able seaman as well as carpenter, he must be capable of doing seaman's work upon the rigging and taking his turn at the wheel, if called upon; though he would not be required to do it except in bad weather, or in case the vessel should be short-handed. If he does not expressly ship for seaman as well as carpenter, no nautical skill can be required of him; but he must still, when all hands are called, or if ordered by the master, pull and haul about decks, and go aloft in the work usual on such occasions, as reefing and furling. But the inferior duties of the crew, as sweeping decks, slushing, tarring, &c., would not be put upon him, nor would he be required to do any strictly seaman's work, except taking a helm in case of necessity, or such work as all hands join in.

The carpenter is not an officer, has no command, and cannot give an order even to the smallest boy; yet he is a privileged person. He lives in the steerage, with the steward, has charge of the ship's chest of tools, and in all things connected with his trade, is under the sole direction of the master. The chief mate has no authority over him, in his trade, unless it be in case of the master's absence or disability.

In all things pertaining to the working of the vessel, however, and as far as he acts in the capacity of a seaman, he must obey the orders of the officers as implicitly as any of the crew would; though, perhaps, an order from the second mate would come somewhat in the form of a request. Yet there is no doubt that he must obey the second mate in his proper place, as much as he would the master in his. Although he lives in the steerage, he gets his food from the galley, from the same mess with the men in the forecastle, having no better or different fare in any respect; and he has no right on the quarterdeck, but must take his place on the forecastle with the common seamen.

In many vessels, during fine weather, upon long voyages, the carpenter stands no watch, but "sleeps in" at night, is called at daylight, and works all day at his trade. But in this case, whenever all hands are called, he must come up with the rest. In bad weather, when he cannot well work at his trade, or if the vessel becomes short-handed, he is put in a watch, and does duty on deck, turning in and out with the rest. In many vessels, especially those bound on short voyages, the carpenter stands his watch, and, while on deck, works at his trade in the day-time, if the weather will permit, and at night, or in bad weather, does watch duty according to his ability.

SAILMAKER.--Some ships of the largest cla.s.s carry a sailmaker, though usually the older seamen are sufficiently skilled in the trade to make and mend sails, and the master or chief mate should know how to cut them out. As to the sailmaker's duty on board, the same remarks will apply to him that were made upon the carpenter. If he ships for seaman as well as sailmaker, he must do an able seaman's duty, if called upon; and if he does not so ship, he will still be required to a.s.sist in all-hands work, such as working ship, taking in and making sail, &c., according to his ability; and in bad weather, or a case of necessity, he may be put with a watch and required to do ship's duty with the rest. In all-hands work he is mustered with either watch, according to circ.u.mstances, and the station allotted to him will depend upon his qualities as a seaman; and, as with the carpenter, if he is a good seaman, he would naturally have some more important post a.s.signed to him. He is not expected to handle the light sails, nor to go above the topsail yards. Nor would the inferior duties of the crew, such as tarring, slushing, and sweeping decks, be put upon him. In bad weather, or in case of necessity, he may be mustered in a watch, and must do duty as one of the crew, according to his ability. Sometimes he stands no watch, and works at his trade all day, and at others he stands his watch, and when on deck in the day time, and during good weather, works at his trade, and at night, or in bad weather, does duty with the watch. He usually lives in the steerage with the carpenter, and always takes his food from the galley. He has no command, and when on deck, belongs on the forecastle with the rest of the crew. In the work of his trade, he is under the sole direction of the master, or of the chief mate in the master's absence; but in ship's work he is as strictly under the command of the mates, as a common seaman is.

STEWARD.--The duties of the steward are very different in packet ships, carrying a large number of pa.s.sengers, from those which are required of him in other vessels. In the New York _liners_, for instance, he has waiters or under-stewards, who do most of the labor, he himself having the general superintendence of the department. It is his duty to see that the cabin and state-rooms are kept in order; to see to the laying and clearing of the tables; to take care of the dishes, and other furniture belonging to them; to provide the meals, under the master's direction, preparing the nicer dishes himself; to keep the general charge of the pantry and stores for the cabin; to look after the cook in his department; and, lastly, which is as important a part of his duty as any other, to attend to the comfort and convenience of the pa.s.sengers. These duties, where there are many pa.s.sengers, require all his time and attention, and he is not called upon for any ship's duty.

In vessels which are not pa.s.senger-ships, he does the work which falls to the under-stewards of the large packets: cleans the cabin and state rooms, sets, tends and clears away the table, provides everything for the cook, and has charge of the pantry, where all the table furniture and the small stores are kept. He is also the body servant of the master. His relation to the chief mate is somewhat doubtful; but the general understanding is, that, although he waits upon him when at table and must obey him in all matters relating to the ship's work, yet he is not in any respect his servant. If the mate wishes any personal service done, he would ask it, or make some compensation.

In these vessels, the steward must come on deck whenever all hands are called, and in working ship, pulls and hauls about decks with the men.

The main sheet is called the steward's rope, and this he lets go and hauls aft in tacking and wearing. In reefing and furling, he is expected to go upon the lower and topsail yards, and especially the mizzen topsail yard of a ship. No seamanship is expected of him, and he stands no watch, sleeping in at night and turning out at daylight; yet he must do ship's duty according to his ability when all hands are called for working ship or for taking in or making sail. In these things he must obey the mates in the same way that a common seaman would, and is punishable for disobedience. The amount of ship's duty required of him depends, as I have said, upon the number of pa.s.sengers.

COOK.--The cook almost always lives in the forecastle, though sometimes in the steerage with the steward. He stands no watch, sleeping in at night, and working at his business throughout the day. He spends his time mostly in the cook-house, which is called the 'galley,' where he cooks both for the cabin and forecastle. This, with keeping the galley, boilers, pans, kids, &c., clean and in order, occupies him during the day. He is called with all hands, and in tacking and wearing, works the fore sheet. He is also expected to pull and haul about decks in all-hands work, and is occasionally called from his galley to give a pull at a tackle or halyards. No seamanship can be required of him, but he is usually expected to go upon a lower or topsail yard in reefing or furling, and to a.s.sist according to his ability in working ship. In regular pa.s.senger-ships, however, as he is more exclusively employed in cooking, he is not required to do any duty about decks, except in a case of necessity or of common danger. In some other vessels, too, if strongly manned, neither the cook nor steward are sent upon the yards.

Yet it can, without doubt, be required of them, by the custom and understanding of the service, to go upon a lower or topsail yard to reef or furl.

If there are on board armorers, coopers, or persons following any other trades, they take the same place and follow the same rules as to duty that govern the carpenter and sailmaker. In the merchant service, when 'all hands' are called, it literally calls every one on board but the pa.s.sengers; excepting, as I have said, in the case of the cook and steward of strictly pa.s.senger-ships. Those persons of whom any duty can be required, who do not stand a watch, but sleep in at night and work during the day, are called _idlers_. Beside turning out with 'all hands,' the idlers are sometimes called up at night to help the watch on deck in any heavy or difficult duty, when it is not desirable to call the other watch, who may have had severe service. This is allowable, if practised only in cases of necessity, and not carried to an extreme.

CHAPTER V.

ABLE SEAMEN.

Grades of sea-faring persons. Able seamen. Ordinary seamen. Boys.

Shipping and rating. Over-rating. Requisites of an able seaman. Hand, reef and steer. Work upon rigging. Sailmaking. Day's work. Working ship. Reefing and furling. Watch duty. Coasters and small vessels.

Sea-faring persons before the mast are divided into three cla.s.ses,--able seamen, ordinary seamen, and boys or green hands. And it may be remarked here that all green hands in the merchant service are termed _boys_, and rated as such, whatever may be their age or size. In the United States navy, an able seaman receives twelve dollars per month, an ordinary seaman ten, and the boys, or green hands, from four to eight, according to their strength and experience. In the merchant service, wages are about the same on long voyages; but on voyages to Europe, the West Indies, and the southern ports, they are considerably higher, and very fluctuating. Still, the same proportion between the cla.s.ses is preserved, an ordinary seaman getting about two dollars less than an able seaman, and the boys, from nothing up to two dollars less than ordinary seamen, according to circ.u.mstances. A full-grown man must ship for boy's wages upon his first voyage. It is not unusual to see a man receiving boy's wages and rated as a boy, who is older and larger than many of the able seamen.

The crews are not rated by the officers after they get to sea, but, both in the merchant service and in the navy, each man rates himself when he ships. The shipping articles, in the merchant service, are prepared for so many of each cla.s.s, and a man puts his name down and contracts for the wages and duty of a seaman, ordinary seaman, or boy, at his pleasure. Notwithstanding this license, there are very few instances of its being abused; for every man knows that if he is found incompetent to perform the duty he contracts for, his wages can not only be reduced to the grade for which he is fitted, but that something additional will be deducted for the deception practised upon all concerned, and for the loss of service and the numerous difficulties incurred, in case the fraud is not discovered until the vessel has got to sea. But, still more than this, the rest of the crew consider it a fraud upon themselves; as they are thus deprived of a man of the cla.s.s the vessel required, which makes her short-handed for the voyage, and increases the duty put upon themselves. If, for instance, the articles provide for six able seamen, the men expect as many, and if one of the six turns out not to be a seaman, and is put upon inferior work, the duties which would commonly be done by seamen will fall upon the five.

The difficulty is felt still more in the watches; as, in the case I have supposed, there would be in one watch only two able seamen instead of three, and if the delinquent was not a capable helmsman, the increased duty at the wheel alone would be, of itself, a serious evil.

The officers also feel at liberty to punish a man who has so imposed upon all hands, and accordingly every kind of inferior and disagreeable duty is put upon him; and, as he finds no sympathy from the crew, his situation on board is made very unpleasant. Indeed, there is nothing a man can be guilty of, short of a felony, to which so little mercy is shown on board ship; for it is a deliberate act of deception, and one to which there is no temptation, except the gain of a few dollars.

The common saying that to hand, reef and steer makes a sailor, is a mistake. It is true that no man is a sailor until he can do these things; yet to ship for an able seaman he must, in addition to these, be a good workman upon rigging. The rigging of a ship requires constant mending, covering and working upon in a mult.i.tude of ways; and whenever any of the ropes or yards are chafing or wearing upon it, it must be protected by 'chafing gear.' This chafing gear consists of worming, parcelling, serving, rounding, &c.; which requires a constant supply of small stuffs, such as foxes, sennit, spunyarn, marline, and the like, all which is made on board from condemned rigging and old junk. There is also a great deal of new rigging to be cut and fitted, on board, which requires neat knots, splices, seizings, coverings, and turnings in. It is also frequently necessary to set up the rigging in one part of the vessel or another; in which case it must be seized or turned in afresh. It is upon labor of this kind that the crew is employed in the 'day's work' and jobs which are constantly carried forward on board. A man's skill in this work is the chief test of his seamanship; a competent knowledge of steering, reefing, furling, and the like, being taken for granted, and being no more than is expected of an ordinary seaman. To put a marlinspike in a man's hand and set him to work upon a piece of rigging, is considered a fair trial of his qualities as an able seaman.

There is, of course, a great deal of difference in the skill and neatness of the work of different men; but I believe I am safe in saying that no man will pa.s.s for an able seaman in a square-rigged vessel, who cannot make a long and short splice in a large rope, fit a block-strap, pa.s.s seizings to lower rigging, and make the ordinary knots, in a fair, workmanlike manner. This working upon rigging is the last thing to which a lad training up to the sea is put, and always supposes a competent acquaintance with all those kinds of work that are required of an ordinary seaman or boy. A seaman is generally expected to be able to sew upon a sail, and few men ship for seamen who cannot do it; yet, if he is competent in other respects, no fault can be found with an able seaman for want of skill in sailmaking.

In allotting the jobs among the crew, reference is always had to a man's rate and capacity; and it is considered a decided imputation upon a man to put him upon inferior work. The most difficult jobs, and those requiring the neatest work, will be given to the older and more experienced among the seamen; and of this none will complain; but to single out an able seaman and keep him at turning the spunyarn winch, knotting yarns or picking oak.u.m, while there are boys on board, and other properly seaman's work going forward at the same time, would be looked upon as punishment, unless it were temporarily, or from necessity, or while other seaman were employed in the same manner.

Also, in consideration of the superior grade of an able seaman, he is not required to sweep down the decks at night, slush the masts, &c., if there are boys on board and at hand. Not that a seaman is not obliged to do these things. There is no question but that he is, just as much as to do any other ship's work; and if there are no boys on board or at hand at the time, or from any other cause it is reasonably required of him, no good seaman would object, and it would be a refusal of duty to do so, yet if an officer were deliberately, and without necessity for it, when there were boys about decks at the time, who could do the work as well, to order an able seaman to leave his work and sweep down the decks, or slush a mast, it would be considered as punishment.

In working ship, the able seamen are stationed variously; though, for the most part, upon the forecastle, at the main tack or fore and main lower and topsail braces; the light hands being placed at the cross-jack and fore and main topgallant and royal braces. In taking in and making sail, and in all things connected with the working of a ship, there is no duty which may not be required of an able seaman; yet there are certain things requiring more skill or strength, to which he is always put, and others which are as invariably a.s.signed to ordinary seamen and boys. In reefing, the men go out to the yard-arms, and the light hands stand in toward the slings; while in furling, the bunt and quarters belong to the able seamen, and the yard-arms to the boys. The light hands are expected to loose and furl the light sails, as royals, flying jib and mizzen topgallant sail, and the men seldom go above the cross-trees, except to work upon the rigging, or to send a mast or yard up or down. The fore and main topgallant sails, and sometimes the flying jib of large vessels, require one or more able seamen for furling, but are loosed by light hands. In short, as to everything connected with working ship, making and taking in sail, &c., one general rule may be laid down. A seaman is obliged to obey the order of the master or officer, asking no questions and making no objection, whether the duty to which he is ordered be that which properly belongs to an able seaman or not; yet as able seamen alone can do the more nice and difficult work, the light hands, in their turn, are expected to do that which requires less skill and strength. In the watch on deck at night, for instance, the able and ordinary seamen steer the ship, and are depended upon in case of any accident, or if heavy sails are to be taken in or set, or ropes to be knotted or spliced; and in consideration of this, if there is light work to be done, as coiling up rigging about decks, holding the log-reel, loosing or furling a light sail, or the like, the boys are expected to do it, and should properly be called upon by the officer, unless from some circ.u.mstance it should be necessary to call upon a man. Yet, as I have said before, if ordered, the seaman must do the thing, under any circ.u.mstances, and a refusal would be a refusal of his duty.

No man is ent.i.tled to the rate or wages of an able seaman, who is not a good helmsman. There is always a difference in a ship's company as to this duty, some men being more steady, careful, and expert helmsmen than others; and the best quality cannot be required of every able seaman; yet if, upon fair trial, in bad weather, a man is found incapable of steering the ship, under circ.u.mstances not extraordinary, he would be considered by all on board to have failed of his duty. It should be remembered, however, that there are times when the very best helmsman is hardly able to steer a ship, and if a vessel is out of trim or slow in her motions, no skill can keep her close to her course.

An able seaman is also expected to do all the work necessary for reefing, furling, and setting sail, to be able to take a bunt or earing, to send yards and masts up and down, to rig in and out booms, to know how to reeve all the running rigging of a ship, and to steer, or pull an oar in a boat.