CHAPTER XVIII.

ORGANIZATION.

WHEN a ship goes into commission the proper and early organization of officers and crew calls for the earnest attention of the executive officer upon whom the duty chiefly devolves.

The duties of officers on board ship are defined by the regulations, and are known to most of them by actual experience at sea, and the special duties of midshipmen will be dwelt upon in detail further on. But the men supplied for the crew are many of them foreigners, or merchant sailors, unaccustomed to the routine of a man-of-war, or others totally ignorant of ship-life. These form a motley crowd which must be sorted out, and the work of the ship so distributed among them that, each one carrying out his part, the daily routine may be efficiently and promptly performed. The organization and routine, together with the drills and exercises which form their principal feature, all have for their ultimate object the preparation of the ship for battle.

That the machinery of a man-of-war, when once put in motion, may work properly, it should be perfected at the outset. A little well-directed industry then will save much subsequent confusion.

The number of men allowed to each vessel of the navy, exclusive of the engineer's force, is based upon the number and calibre of the guns composing her battery.

Tables for ascertaining the complement of any vessel in the service will be found in the Equipment Book of Allowances.

The following petty officers are commonly known as "appointed" petty officers, viz.:

The Master-at-Arms, Ship's Yeoman, Engineer's Yeoman, Apothecary, Pay Yeoman,

but the terms apply strictly only to the last named.

The petty officers are divided into two classes: petty officers of the line, and petty officers.
19

Carpenter's Mates, Machinists (2d class), Armorers, Sailmaker's Mates,

to rank next after Gunner's Mates.

Coppersmiths, Painters, Ship's Corporals, Captains of Hold, Ship's Cook,

to rank next after Captain of Afterguard.

The following are known as the rated men of the ship, Viz.:

Electricians, Blacksmiths, Lamplighters, Carpenters, Caulkers, Bugler, Jack-of-the-Dust, Baymen, Tailor, Officers' Cooks and Stewards.

Strictly speaking, all men above the rating of seamen

For the uniform of enlisted men and petty officers see U. S. Navy Regulations, page 195.

The Bureau of Equipment supplies to each vessel a printed Watch, Quarter and Station Bill, which is so arranged as to furnish a uniform system for all ships in the service.

With continuous service men the advantage of such a plan is apparent; for men transferred from one ship to another, or re-enlisting, carry with them a knowledge of the stations and duties which are similar in all vessels.

The Watch Bill is the first one made out, and is the basis of all the bills that follow.

The crew as a whole are equally divided into two watches, starboard and port. In ordinary types of cruising vessels the working force on deck is distributed as forecastlemen, fore, main and mizzen topmen, and afterguard.

In the Watch Bill the station numbers for these different "parts of the ship" are divided into hundreds, the corresponding number in each hundred representing a similar rate as far as possible and embracing similar duties.

Odd numbers are assigned to the starboard watch, even numbers to the port watch. Each watch is further divided into halves, called "quarter watches," the first half containing the first and second sections of the watch, and headed by the petty officer, captain of the part of the ship. The second quarter watch, comprising the third and fourth sections, headed by the second captain.

Thus, the forecastlemen, whose numbers run from 1 to 100, are divided as follows:

STARBOARD WATCH. (Odd Numbers.)	PORT WATCH. (Even Numbers.)
First Quarter Watch	First Quarter Watch.
1 to 23, First Section	2 to 24, First Section.
25 to 49, Second Section	26 to 50, Second Section.
Second Quarter Watch	Second Quarter Watch.
51 to 73, Third Section	52 to 74, Third Section.
75 to 99, Fourth Section	76 to 100, Fourth Section.

The leading numbers in each quarter watch are assigned to the petty officers, then the seamen, ordinary seamen and landsmen in the order named.

Thus, in the starboard watch of forecastlemen, 1 and 51 are first and second captains, 3, 25, 53, 75 are seamen.

To watch men by the Navy Watch Bill their names are written opposite the numbers, filling out first the leading

Each part of the ship is filled up in like manner. After all available men are entered in the watch bill, the remaining number of each part are vacant numbers.

Stations at loosing and furling are given in the watch bill. As these evolutions form the basis for all others, the men are assigned to such numbers and thereby placed in such stations as they seem best adapted to fill.

With the watch bill of the ship there is sent from the Bureau of Equipment the complement list, showing how many men of each rating will be supplied to the vessel. From this complement list is framed the Force bill, which serves as a guide in distributing the men of various ratings to the different parts of the ship.

We next proceed to the selection of the line petty officers. These men are appointed from among those seamen whose characters and capacities have entitled them to advancement to these stations, where they are intrusted with much responsibility and authority, and are expected to set an example to the rest of the crew, in their general deportment and attention to their duties. By ascertaining the length of time each man has been at sea and in the service, the stations they held in the last vessel to which they belonged, being governed also by their general bearing and appearance, a fair selection can be made in distributing these men to their stations. It is a good plan to fill the petty offices temporarily, so that obvious mistakes may be corrected, and to put the men upon their good behavior when their cooperation is most needed.

In this connection particular attention may be drawn to the value of the continuous service certificate in determining the positions which the bearers are best qualified to fill.

The seamen are distributed to fill the most important stations in a similar manner. The balance of the crew fill the remaining numbers allowed. Care must be observed in assigning to each watch an equal share of the strength and intelligence of the crew.

On the forecastle are stationed able seamen-men acquainted with all the duties of a sailor-together with a few ordinary seamen and apprentices.

In the tops are stationed seamen, ordinary seamen-active,

The afterguard contains comparatively few seamen from among the older seamen not otherwise stationed, also a few ordinary seamen, the balance being landsmen.

Apprentice boys should invariably be stationed in the tops or on the forecastle. They should in no case be employed as permanent messengers, &c., as they are sent to sea for the special purpose of learning a seaman's duties.

Mastmen, who attend the gear at their respective masts, may be elderly seamen who, though incapable of performing heavy work, can fill these stations well, but they must be sufficiently active to insure the prompt leading out and handling of the running rigging under their charge.

Quartermasters are selected from among the best helmsmen. They should be expert with the lead and at signals.

The boatswain's mates, being the leading men of the watch, should be thorough seamen and the men best qualified for the position of a seaman petty officer.

The foregoing remarks refer exclusively to what may be termed the working force on deck. A vessel of war contains in addition an engineer's force of first and second class firemen and coal heavers, with machinists as petty officers. This force is usually divided into three watches when steaming.

The marines of a ship are divided between the two. watches, and their work on deck is generally the same as that of the afterguard. They stand regular watch at sea.

The mechanics, musicians and servants are generally watched in the afterguard.

Idlers are such as stand no night watches, having day duties to perform of a peculiar nature, such as master-at-arms, yeomen, cooks, officers' servants, &c. These men, though not required to keep a regular watch, have stations allotted to them in all the evolutions.

There are a number of officers in all vessels who are termed idlers, viz.: The captain or commander, first lieutenant or executive officer, navigator, paymaster, surgeon, marine officer, chaplain, clerks, and the midshipmen who are stationed on the lower decks. They keep no watch, but are on duty during the day.

The watch bill should show, in addition to the man's number, &c., as above described, his boat, mess, gun or division, and company.

Boats' Crews should be taken equally from the different parts of the ship, so as not to weaken one part more than another, remembering that some boats are much more frequently used than others. Life-boat crews are always picked men. Coxswains are assigned to the usual running boats; other boats, launches, &c., are placed in charge of captains of tops or of the forecastle. The dingy is usually

Service boats are called away either to perform ordinary duties of transportation, to abandon ship in case of disaster, to carry an armed crew for service afloat, or to land their crews for operations on shore.

In making up boats' crews, if the boat is manned for ordinary duty exclusively from one or two guns' crews, the fighting crew and small-arm company will consist substantially of the same men, and by assigning the division officer to that boat the men will be under the same supervision in all operations. In this case, in "abandoning ship," the boat's crew remains as before, and the balance of the division, with other men not belonging to boats' crews, are added to the extent of the boat's capacity.

Should this system be objected to on the ground that the calling away of any one boat destroys the efficiency of one or more guns' crews, then there will have to be two "crew lists" made out-one for ordinary running boats, and the other for abandoning ship and for armed service afloat and ashore. The objection does not seem valid, but it holds good in many ships.

In making up the crews of gigs and barges it is well to remember the possible absence of these boats during port evolutions, and to avoid leaving important stations unfilled from this cause.

Berthing requires the earliest attention, and the operation may be facilitated by having a plan of the decks, showing the hammock hooks of every available berth. The watches should be distributed equally on each side of the ship, so that when one watch is piped up the other will not be left entirely on one side. Boatswains' mates and men liable to a call at any time of the night, should be placed near the hatchways; quartermasters, marines, and others who keep watch and sleep in the morning, placed where they will not be disturbed after all hands are called.

On board a frigate the berthing is generally as follows: Berth deck: servants and stewards, starboard side forward; balance of the starboard side, idlers (except carpenter's gang, ship's corporals and quartermasters); port side, forward, engineer's force; aft, marines. Gun deck: forward, forecastlemen; starboard side, main topmen and after-guards; port side, fore and mizzen topmen; or the numbers of the above parts of the ship may be run continuously athwartships, beginning forward, after having first selected billets for the men required in particular places.

Carpenters' mates and carpenters should be berthed near the pump, sail-makers' mates and captains of holds as near the hold or sail-room as possible, cook near the galley, &c.

At least one boat's crew should be so berthed in port, as to be readily called at a moment's notice.

On a tack over the forward hammock hook of each billet is hung the number corresponding to the hammock, neatly painted on a small tin plate. The hammock numbers correspond with the watch numbers. These numbers are stencilled on a piece of canvas, in black for starboard watch, red for port watch, and sewed on the outside of the hammock.

In a single-decked steamer, forecastlemen and fore-topmen are berthed under the topgallant forecastle.

A hammock should contain a mattress and mattress cover, and a pair of blankets.

The men should not be allowed to keep their oilskin jackets or hats in their hammocks. Temporary jack-stays along the gangways or between the launches at sea will afford a proper place for hanging these articles.

Hammocks are lashed up by taking seven marling turns with a manilla or white rope (untarred hemp) lashing. Every hammock should have three good nettle stops on the head, for stopping on the girtlines, and two on the foot. Some officers prefer having the stops put on the girtlines, but this is objectionable, as the line stretches.

As hammock girtlines are usually fitted to trice up alongside the masts, the rule for stopping on hammocks is with the numbers "up and out;" but any change in the manner of tricing up girtlines would change the rule.

A regular station-bill for stopping on hammocks, especially on board large ships, conduces to order and saves time and annoyance.

Bedding should be aired once a week. To air bedding the hammocks are unlashed, slung by the lashing and triced up in the lower rigging.

Hammocks are scrubbed at least once a month; clean hammocks having been issued the evening before, so that they may be "slung" and the old ones prepared for scrubbing in the morning.

A complete set of clean hammocks should always be on hand. After scrubbing, they are turned in by guns' crews, each one carefully inspected by the officers of the divisions, to ascertain if all have been properly scrubbed, then rolled up, placed in a bag or case having the gun's number painted on it, and taken to the sail-room, where the sail-maker receives it. A torn or badly stained hammock should be left out and given to the sail-maker's mate, to be exchanged.

Hammocks stow in their own parts of the ship; a gauge to level them at the right height above the rail, and a hoop through which they are required to pass, being sometimes used.

Messing. The crew is divided into messes of twelve or fourteen members each. Each mess has its own cook appointed from among their number, who draws the provisions, takes care of the mess-gear, and cleans the berth deck.

Each part of the ship messes by itself, as far as possible.

Petty officers mess by themselves and employ steady cooks, that is, men of inferior rating, who for certain considerations (generally the value of a ration) take charge of the mess for an indefinite time.

The present complements only allow for each vessel a number of landsmen sufficient for servants, berth-deck cooks and landsmen of engineer's force. Hence the system of steady cooks throughout the messes may be considered as adopted, excepting only such changes as may be made between fire-room and berth-deck landsmen.

Steady cooks under a good master-at-arms soon become thoroughly drilled in their duties, keep the messes in good order, and the berth-deck dry and clean. In this respect they are desirable. If in addition they are kept up to the mark in personal neatness and in knowledge of their duties at drills, and in working ship, the most serious objections to their employment will be met.

The messes are usually arranged as follows:

Forward, the forecastle messes, followed by those of each part of the ship in succession-starboard watch, starboard side; port watch, port side. Aft on the starboard side, the mechanics' messes (for rated men), petty officers' messes and appointed officers' mess; master-at-arms, orderly sergeant, yeomen, apothecary, and machinists.

The after messes on the port side are those of the firemen and marines.

Mess bills or small store requisitions are made out once a month, by the mess cooks. They contain the list of minor articles, such as tobacco, soap, cap-ribbons, sewing-materials, and mess traps, that the men wish to draw. These are served out to the mess cooks in the presence of an officer, and distributed to the messes.

Each mess has its mess-chest, which contains, in addition to the mess-gear, canisters for coffee, sugar and other groceries.

Mess-chests are kept on the berth-deck.

Salt pork or beef, when issued, is marked with a skewer bearing a tag with the mess-number on it, and placed in the harness cask near the galley. Neither meat nor vegetables are allowed to be kept below.

The issue of provisions usually takes place in the afternoon watch, and should be witnessed by an officer. Any complaint concerning the quality of the ration, is made at the mast, by the mess cook.

That the men's meal hours should not be interfered with, excepting in cases of actual necessity, is an old established rule of the service, and a good one. There are few more justifiable causes of discontent than frequent calling away of unnecessary boats at meal time, or prolonging "all hands" work until the crew are sent below to a cold dinner. A little attention to minor matters of this kind will go a long way to securing the satisfied condition among the crew which ensures prompt and cheerful obedience to orders.

Clothing. Each man is expected to have the following clothing, viz.:

2 caps, one of which shall be a mustering cap. 2 cap-covers. 1 black silk handkerchief. 2 suits of blue, one of which shall be a mustering suit. 3 suits of working clothes. 2 undershirts. 2 pairs drawers. 2 pairs socks. 2 pairs shoes. Badges and watch-marks, as per regulations.

Also:
1 monkey jacket, or 2 suits white, according to the station or season of the year.

Oilskins are desirable, and should form a part of the uniform, provided a suitable place is made for their stowage, such as pigeon-hole racks under the topgallant forecastle (U.S.S. Vandalia), or jackstays between the boom boats.

Each piece of clothing should be marked with the owner's name, on the article itself; tape labels, sewed on, should not be allowed.

Division officers are responsible for the appearance of their men and the condition of their clothing.

When a division is formed, or men join it, a list of their clothing should be taken by the division officer to serve as a guide in making out clothing requisitions. The clothes list should be kept corrected to the date of the last requisition.

Clothing requisitions are made out once a month, and should be preceded by a bag inspection. The issue of the clothing should be witnessed by the division officer, and all new clothing marked as soon as received.

Habitual slovenliness, if tolerated, constitutes a direct

For petty officers' badges, see Navy Regulations.

Bags (containing the men's outfit). Each man is allowed two; one of white canvas, and one of painted canvas, the former being kept in the latter. They are marked on the side and bottom with the owner's "ship's number." A small grommet stitched on the bottom of the bag encircles the latter mark and keeps it from being rubbed off.

The ship number is used in marking bags so that when a man is shifted from one part of the ship to another his hammock number alone is changed.

The arrangements for stowing bags should engage the serious attention of the executive officer, for on it depends much of the comfort and health of the crew. They must be easy to get at, at any time, for the purpose of shifting in dry, working, or mustering clothes; stowed so that any one bag can be readily obtained, present a uniform and neat appearance, and be measurably secure from theft.

Bags are stowed in large ships in bag lockers, the key being kept by the mess cook. The bottoms of such lockers should be well clear of the deck on uprights, and the sides formed of slats to admit light and air; or the bags are hung on jackstays or stored in bag rooms, the latter a very poor plan.

When there are no peacoat lockers (in the nettings), there should be peacoat bags for each watch and part of the ship.

The crew dress for the day during the breakfast hour. It has been found very convenient to have a board arranged with slips, on each one of which is painted the name of an article of uniform, as "white frocks," "blue trousers," &c., and the slips arranged as the uniform for the day requires. The slips being properly arranged, the board is hung in some conspicuous part of the ship, as at the main-hatch or scuttle-butt, near the bulletin board.

Before "quarters for inspection," the bags should be neatly stowed, and not touched again until supper, when the crew shift in blue woollen clothes for the night. As a general rule, no one is allowed to have his bag out of the regular time but by permission of the officer of the deck.

The men should be allowed to have their bags at least once a week, for the purpose of overhauling, mending, marking, and airing their clothes. Saturday afternoon is generally devoted to this. When circumstances admit, bags are piped up twice a week, and Wednesday given for

Ditty-Boxes contribute much to the comfort of the men, and are allowed. That they may not become a nuisance, they are made of prescribed dimensions, and a definite place is assigned for their stowage.

DUTIES OF MEN IN DIFFERENT PARTS OF THE SHIP.

Boatswain's Mates, in working with the watch, pass all orders given by the officer of the deck, and give the signal by pipe for veering, hauling or belaying in accordance with these orders. Working at all hands, they are stationed at a mast or in the gangway, to communicate, by pipe, the orders of the officer in charge at that station.

Forecastle Men rig and unrig the bowsprit, jib-boom, flying jib-boom, fore-mast and fore-yard.

Bend and unbend, loose and furl the head-sails, fore-sail, lower, and topmast studding-sails.

Reeve and unreeve, overhaul and hook cat and fish; pass ring-stopper and shank-painter, lash cables for clearing hawse, and stow anchors.

Lash fore-runners and tackle; hook the top-tackle blocks to top-pendants and reeve fore-jeers.

Turn in fore-rigging, reeve laniards, set it up; spar and rattle it down; and set up futtock rigging.

Attend in lighters to sling stores, &c., and keep the upper deck clean from head to foremast. Take the weather wheel.

Take the starboard lead when working with the watch.

Fore-top Men, reeve and unreeve top-pendant; fit and reeve all standing and running rigging above the top.

Bend, unbend, loose, reef, and furl fore-top sail, topgallant sail, and royal; main top-mast and top-gallant stay-sails, set and take in fore-top-gallant studding-sail, and hook the burton for top-mast studding-sail.

Shift fore top-mast and top-gallant-mast, topsail, and top-gallant yards, and put whips on yards and stays. Set up top-mast and top-gallant and royal backstays.

Bitt, unbitt, or stopper when working the cables. Keep fore-top and fore-channels clean and in order, and clean port gangway. (Main-topmen clean starboard side.)

The duties of fore and main-topmen are much, the same

The peak of main-trysail belongs to the main-topmen.

The Mizzen-topmen have nearly the same duties. They loose and furl the peak of the spanker, clean and keep in order the port channels and port side of quarterdeck and poop.

The After-Guard have the care of the starboard side of quarter-deck and poop, and starboard mizzen channels.

Bend, unbend, loose, reef, furl, and shift the main-sail,* main-trysail, and spanker. Look out for the mizzen rigging and cross-jack yard. Hold the reel and haul in log-line.

The Quarter Gunners rig and unrig main mast and main yard; turn in, set up, spar and rattle down main and futtock rigging.

Bend, unbend, loose, reef, and furl main-sail, main-staysail, and main-topmast studding-sail; attend lower studding-sail out-haul and after-guy; the fore-topmast studding-sail tack, and broom-brace, main tack, and sheet.

Reeve main-jeers, hook main-top tackles. Look out for sheet anchors and attend at capstan when heaving in.

Look out for battery, ordnance stores, and life-buoys.

Quarter-Masters, being generally main-yard men, work on main yard and in main rigging. To them belongs everything appertaining to the sounding and steering gear, and signals.

At sea they always con ** the ship, and attend at the heaving of the deep-sea lead and the log.

Carpenter's Mate and Carpenter's Gang rig and unrig capstan and pumps, clean pumps and skylights.

Idlers, Firemen, Marines. In working with "all hands," cooks and stewards and firemen are generally stationed to assist forecastle men in manning gear; servants man gear of fore-top-sail; mechanics, gear of main-sail, and marines divide at the gear of main and mizzen top-sails.

Ready Men were at one time considered necessary aloft, to make preparations for the different evolutions, but their use has been greatly modified, and on many ships given up altogether.

The call for these men invariably sends more hands aloft than are allowed, and they mar the effect of drills by their efforts to "get ahead" of other tops or competing vessels.

The test of efficiency in performing an evolution is the time that the men require aloft to perform it properly, and

* This applies only to those of the after guard who are stationed on the main yard.

** Con-from conduire, to conduct. To direct the helmsman how to steer.

Top-keepers, &c. Each top has a top-keeper; it is his duty to keep the top and top-chest in order, to see the latter closed when not in use, and the cover stopped down, also to lay aloft and send down whips, &c., when required.

Each part of the ship supplies a chain-keeper, who keeps the chains clean and the wash-deck gear properly stowed in the chain-chest.

The Quarter Bill. For duty in action the men are distributed at the guns, or assigned to the Navigator's division as wreck clearers, &c., or to the powder division to provide ammunition.

To secure the ability of the watch on deck to prepare and work half the guns at night while the watch below are stowing hammocks or doing other necessary work, all odd-numbered broadside guns are manned by men of the starboard watch, even-numbered guns by the port watch; pivot gun crews usually half from each watch.

A gun's crew is formed of about one-third petty officers and seamen, one-third ordinary seamen, and one-third landsmen or apprentices.

The gun captains are selected from those in whose skill and judgment the greatest reliance can be placed, and with good eyesight; second captains are selected upon the same principle; spongers and loaders rank next in importance, and should be strong, active men.

In distributing the petty officers and men to guns and other stations, those stationed at the same gun or near each other at quarters are drawn from different stations in working ship, so that a great loss at any one gun will not fall too heavily on any watch station.

Exception to this rule may be made where the duties of men require their habitual presence on particular decks. In such cases it will be generally advisable to station them at quarters near the places of their ordinary duties.

For the first division of boarders will be wanted the most effective men; for sail-trimmers, men stationed on the spar deck; at the wheel, the best helmsman in the vessel; at the relieving tackles, an officer or quartermaster, with a few men to steer the vessel in case the wheel or tiller-ropes are shot away. In the magazine is stationed the gunner and his mates, and the cooper. Select for the stations below, for passing powder, shot, &c., those who may be least effective on deck, but with a quota of reliable men sufficient to insure a prompt and full supply of ammunition.

Have in the navigator's division, to attend the stoppers and to remain in the tops, active topmen.

The first lieutenant, under the direction of the commander, works the batteries, while the navigator, under

In the Ordnance Manual, to which the student is referred, may be found the most carefully arranged quarter bills, and full instructions for quartering a crew. In this volume will be found (page 257, Arts. 935 and 936) the method of manning boats when the crews are to be disembarked under arms. This plan has for its great advantage the fact that the same men are always associated in the division and company, and under the same officer.

The Station Bills as supplied by the bureau are arranged for working either with the watch or with all hands, and their scope renders them available for any full crew in the service on board ordinary vessels, whatever their size. Should the ship's crew be materially below the complement allowed, some modifications may be required in the stations.

Stations for work aloft are so arranged as to give each man about the same amount of canvas to handle. Each station is filled by an equal number from each watch, so that with but one watch on deck the vessel may be worked and all stations manned. This divides the force, and there are an equal number of men on each side of the deck at the gear or aloft.

As it is of the greatest importance that the ropes on deck, other than those tended by mastmen, should be tended by intelligent men, the coxswains or second captains of tops are retained on deck except at bending and reefing, to attend the gear at the sides and point out ropes to be manned. This does away with much calling from aloft, which should always be avoided.

Combination station bills show the duties of each man at all evolutions, and copies of the same are posted up in conspicuous parts of the ship.

The Fire Bill should be prepared as soon as the organization of the crew is completed by the assignment of their duties on the watch, quarter, and station bills. It is necessarily a work whose features must be adapted to the particular arrangement of the ship, but it should, as far as possible, conform to the arrangement for extinguishing fire during exercise at quarters. Much confusion will arise from requiring different duties from the same person at ordinary "fire quarters," and in case of fire when at general quarters.

Directions for stationing the crew as firemen, pumpmen,

Blank forms of billets are filled out for each member of the crew, and show his station at all evolutions, also his boat, gun and mess. These billets are printed on strong paper, so that the men can keep them in their caps without wearing out too soon.

FORM OF BILLET GIVEN TO EACH ONE OF THE CREW WHEN
ABOUT TO COME ON BOARD.

203		MAIN TOPMAN.
	STATION BILLET.
Name, JOHN BROWN;		Rate, SEA;
Division, 2;	Gun, 5;	No. at Gun, 3;
Boat, 1st Cutter;	Company, 2;	Mess, 6.

EVOLUTION	STATIONS AND DUTIES.
Loosing sail	Loose topsail.
Furling sail	Furl topsail.
Bending sail	Topsail-yard, overhaul gear, bend topsail.
Up and down topgallant and royal yards	Topsail-yard, rig lower topgallant yard-arm.
Up and down topgallant-masts	In top, come up and set up rigging.
House and fid topmasts	Fid and unfid mast
Shifting topsail yards	Topsail-yard, unbend and bend topsail, unrig and rig yard aloft.
Up and down lower yards	In top, lash upper jeer-block.
Out and in boats	In top, and receive and hook triatic-stay.
Mooring and unmooring	Tend stoppers; bitt and unbitt cable.
Making sail and getting underway	Loose topsail, then on deck to halliards.
Bracing up and setting courses	Man main-topsail and upper braces.
Tacking and wearing	Man weather main-topsail and upper braces.
Reefing topsails	Topsail buntlines, reef topsail, on deck to halliards.
Shortening sail and coming to anchor	Man topsail clewlines, veer and stopper cable.
Clear ship for action	In top, send down light spars, snake down back-stays.

RECEIVING THE CREW ON BOARD.

Under the present system, the men are kept on board the Receiving Ship until the vessel fitting out is so far

The executive officer can have his crew mustered on board the Receiving Ship at pleasure; he therefore should lose no time in selecting his petty officers and making out the watch-bill, berthing and messing the crew. Mess cooks should be selected, and the master-at-arms and ship's cook should go on board to see if all the galley arrangements and mess-chests are complete. It is found convenient to take the men from the Receiving Ship after dinner, as it is easier to have supper the first meal to be prepared on board their own ship. When the watch-bill is complete, it will take a good clerk but a few hours to fill up the billets. If these are given to the men before leaving the Receiving Ship, they can shoulder their bags and hammocks, march on board their own ship, stow their hammocks in their proper netting, their bags in their own mess, and go to "general quarters" the next moment, if need be.

Watches, Look-outs, &c. The twenty-four hours are divided into seven watches, as follows: mid-watch, midnight to 4 A.M.; morning watch, 4 to 8 A.M.; forenoon watch, 8 A.M. to noon; afternoon watch, noon to 4 P.M.; first dog, 4 to 6; second dog, 6 to 8; first watch, 8 P.M. to midnight.

The division of the time from 4 to 8 P.M. into two watches makes the total number of watches an odd number. By this arrangement the men (who stand watch and watch at sea) are given eight hours out on one night and only four on the next night.

In port, the crew are all available for duty throughout the day, and an "anchor watch" of one or two hands from each part of the ship is kept at night.

At sea, between sunrise and sunset, there is a look-out kept at the fore topmast-head, relieved every two hours and taken in turn by a hand from each part of the ship.

Between sunset and sunrise the look-outs are generally as follows:

Starboard cat-head, a forecastleman, Port cat-head, a fore-topman, Starboard gangway, a main-topman, Port gangway, an afterguard, Starboard quarter, an afterguard, or marine, Port quarter, a mizzen-topman.

In passing the hail, which is done every half hour, the look-outs call the name of the station in regular succession.

When a quarter-watch is aloft (with stunsails set), one hand in each top keeps a look-out and passes the

Men may also be stationed on the main and main-topsail yards to guard against sparks from the smoke-hack.

The look-outs on the quarters are also responsible for the life-buoys, and should know how to light and detach them.

When under square sail, there is a hand stationed at each of the halliards of the loftiest sail carried; in squally weather one stationed also at the main sheet. These men pass the hail at night with the other look-outs.

Wheel and look-outs are relieved every two hours; in bad weather it is well to reduce this to one hour.

At night the watch below is called fifteen minutes before the hour when they should "lash and carry," bringing their hammocks on deck and stowing them. When the wheel and look-outs have been relieved, the other watch get their hammocks and are sent below.

In stormy weather, or when otherwise unavoidable, all hammocks are sent below, or the objectionable practice must be tolerated of "turning in and out."

Conduct Books, &c. In regulating the privileges of the men, a set of books are kept under the direction of the executive officer. In the report book are entered the names of the men, offences committed, the name of the person Making the report, and the punishment inflicted by the commanding officer after the matter has been investigated "at the mast."

The conduct book contains the division of men into four classes, in accordance with their behavior while on board ship and ashore.

From their standing on this record, the men's names are placed more or less frequently in the liberty book, which shows the length of liberty allowed, the time of returning and the condition in which the man returned. The remarks are to be filled in by the officer of the deck.

The routine of the ship is based upon the amount of cleaning or other work that is daily required; it sets apart the meal hours, and periods of exercise.

The form of daily, weekly, and monthly routine adopted in the service, will be found in Appendix G.

It necessarily varies in port and at sea, and also to a certain extent for the different seasons of the year.

A form of routine for divisional and other drills will be found in Appendix G.

While it is eminently desirable for each person on board ship to know what he has to do, and when it is to be done, the peculiar nature of a seaman's duties make any routine objectionable which cannot be modified when necessary. Bad weather or unusual and exhaustive work may require
20

On the other hand, unless the executive is methodical in conducting the duties of his ship, whatever may be the routine adopted, a want of system on his part will neutralize any efforts for the maintenance of proper discipline.

Besides organization proper, there are certain other essentials which belong to every well-ordered ship.

Cleanliness, for example, is absolutely indispensable, and as it bears directly upon health, should receive every attention.

Lord Collingwood says, in one of his letters, "I have been long at sea ... Yet, with all this sea-work, never getting fresh beef nor a vegetable, I have not one sick man in my ship." And his memoirist adds; "Lord Collingwood carried his system of arrangement and care to such a degree of perfection, that perhaps no society in the world, of equal extent, was so healthy as the crew of his flag-ship. She had usually eight hundred men; was, on one occasion, more than a year and a half without going into port, and during the whole of that time never had more than six, and generally only four on her sick list. This result was occasioned by his attention to dryness (for he rarely permitted washing between decks), to the frequent ventilation of the hammocks and clothes, to the creating of as much circulation of air below as possible, to the diet and amusement of the men; but above all, by the contented spirits of the sailors, who loved their commander as their protector and friend, well assured that at his hands they would ever receive justice and kindness, and that of their own comforts he was more jealous than of his own."

These few sentences contain a fund of good advice, and are commended to the attention of those destined to command our ships.

Silence is one of the evidences of good discipline, and the crew soon acquire the habit, if properly instructed by the precept and example of the officers. Hailing the deck from aloft, giving orders in an unnecessarily loud tone, and useless repetitions of commands, should not be tolerated.

There is no reason why the pipe and signs should not be substituted for the shouting that unfortunately distinguishes some men-of-war.

In this connection it may be observed that at the bugle call for "silence" every soul on board should obey the order thus conveyed, standing fast and keeping silent until the call to "carry on."

If the imperative nature of the "silence" call is to be impressed on the minds of the men, the officers and petty officers must be the first to obey it.

* For Notes on Preparing Ship for Sea, see Appendix G. They are to a great extent a repetition of points dwelt upon in previous chapters, but classified in a different form.

CHAPTER XIX.

DUTIES OF MIDSHIPMEN.*

STEERAGE officers (of the line) on board ship are generally assigned to duty as officers of the forecastle, midshipmen of the quarterdeck and tops, mates of the decks, hull and hold, boat officers and junior officers of the divisions.

A midshipman may also be detailed as assistant to the navigator, or as clerk to the commanding officer; in one of the latter capacities he will probably also act as signal officer.

All junior line officers who perform the above-mentioned duties are allowed such practice in charge of the deck and in the engine room as their numbers and the nature of the cruise permits. The Navy Department defines the amount of such practice and the nature of the reports made upon the subject by commanding officers.

For navigation work required of midshipmen, see Navy Regulations.

Duties of Forecastle Officer in Port. Salute the officer to be relieved, who will return the salute. Pay strict attention while receiving any orders that may have to be passed, and after receiving all instructions, announce your willingness to relieve.

The forecastle watch is generally stood on the topgallant forecastle, if there is one; and the forecastle officer is usually held responsible for work going on, and neatness, as far aft as the main hatch.

As officer of the forecastle you must see the forward part of the ship kept clean and in good order. Do not permit the men to sit on hatch coamings, in the ports or on gun-carriages, or rest their feet on the paint-work. Do not allow wearing apparel, to lie about the deck or be stowed in improper places. Do not allow bags on deck without the permission of the officer of the deck. Do not allow the sweepers to sweep dirt down the scuppers or throw it over the ship's side; it must be emptied in the ash chutes, or in the head. Keep shore boats clear of the forward part of the ship. Preserve order amongst the crew without interfering in their proper amusements. Do not allow any man on the forecastle after colors who is not in proper uniform;

* Present official titles, Naval Cadets and Ensigns (Junior Grade).

Duties in Regard to Boat Beepers. See that they sit up properly in their boats; that they rise and salute all officers in passing boats; that they keep their boats from fouling each other and the ship's side; and that they are in uniform. Do not allow them to wash clothes in their boats, nor to converse with men on board ship.

Duties in the Morning Watch. Just before all hands are called, see that the forward part of anchor watch trice up forward hammock cloths. Do not allow hammocks to be brought on deck until they are piped up. See the forward hammock stowers are in their nettings when "all hands" are called. (Hammock stowers called ten minutes before reveille.)

Have the men under topgallant forecastle turn out and lash their hammocks promptly. All hammocks must be properly lashed, clews twisted and tucked snugly under the lashing. Do not allow hammocks to be thrown on deck or on the guns. Keep a sufficient number of men on deck to haul over the hammock cloths. Take the numbers of all late hammocks and enter the names on the report book.

When Hands are Turned-to after Coffee. Have all smoking stopped and smoking lamp extinguished by the corporal of the guard; the rigging laid up and wash-deck gear gotten up. Put the sweepers promptly to work sweeping down preparatory to scrubbing clothes or the deck.

Scrub and Wash Clothes. See the order promptly obeyed, giving to the officer of the deck the names of those men who state they have no clothes to scrub. Have the white clothes scrubbed first so there may be no delay in filling the upper lines, and hurry the clothes aft when the word is passed to stop them on the line.

Duties during Cleaning Deck. See that it is thoroughly done forward, all bright wood work scrubbed, and such other parts of the ship as may be ordered. See that the galley cooks scrub the funnel; that the foretopmen clean the channels; that the forecastlemen fill the tanks, and that the captain of the head always keeps the head clean. After the deck is dried down see all the paint work, hatch coamings, port sills, &c., wiped off: Have the port lids squared by the quarter gunners, and

Squaring Yards. See that the men lay aft promptly to the braces. When the order is given see the proper men in the fore rigging ready to lay aloft. When they are aloft see the lift jiggers put on and the hauling part of topsail jiggers sent on deck. Be particular that no ropes are hanging over the ship's side. See that deck swabs (if used) are well wrung and hung in the head to dry before stowing away. See the scupper-valve laniards hauled taut, plugs put in, and the wash-deck gear stowed away. Have all running rigging hauled taut and neatly coiled up on the pins (if not to be flemished down). See that all gaskets on sails are square; that no Irish pennants are hanging from aloft; and that all ropes in the top are coiled down neatly so as not to show above the top rim. Have the eyes of the topgallant and royal lifts and braces (yards not crossed) stopped close in to forward part of eyes of topmast and topgallant rigging so that they will not be visible from aft, and the braces stopped along the forward horns of cross-trees and jack. The stun'-sail booms must be rigged out alike, heels square, the foretop-bowlines stopped down in the top, all buntlines and leechlines stopped down, and bunt jiggers hauled taut up. See the top chest closed. See the fore and aft tackles of awnings hauled taut and no stops hanging down. When the boatswain returns and pipes down, see that the men lay down promptly together.

Clearing up Deck for Quarters. See that everything forward is clean and in perfect order. Do not allow ditty bags, boxes or wearing apparel to lie about or be stowed in improper places. Inspect about the manger, between the beams, over the knees, on top of capstan bars and all such places. Have the master-at-arms with you in this inspection to gather up all articles of private property and put them in the lucky bag. The inspection should be thorough, so that the executive officer following after may find everything in order.

During Meal Hours. See that the mess cooks keep the deck clean around their cloths. They are responsible if the deck is soiled, and should be made to clean it unless the real offender is known. See that the mess cooks fold their cloths once before rolling them away.

Much of the above applies to vessels with topgallant forecastles.

Spreading Awnings. See the fore and aft tackles lowered and hauled out together, and the earings hauled out together. When the men lay up and bring-to, see the awning out flat and the ends of the stops expended so that they cannot get adrift and hang down. Do not permit the practice of expending part of the stop and

Cleaning, Bright Work. See that tarpaulins are spread and the bright work cleaned on them, that the deck may not be soiled. Send the men to their divisions. At the sound of the retreat stop all cleaning forward, and see that quarter gunners put away the cleaning gear.

ADDITIONAL DUTIES OF THE OFFICER OF THE FORE-CASTLE AT SEA.

He is responsible that the men forward remain on deck during their watch, and must see that the lookouts are vigilant, a bright lookout being always kept. When land, vessels, lights arid other objects of importance are seen he must promptly report them to the officer of the deck. He must see that the running lights are kept burning brightly. (The captains of the forecastle, fore and main tops attend respectively to the mast-head, port and starboard lights). He must see the head yards and sheets are kept properly trimmed, the sails well set. He must see the gear coiled down clear for running and everything in readiness to shorten sail at an instant's notice. He should always have on watch with him a pocket station bill of the forecastlemen and fore-topmen, to become familiar with every man and his station in both those parts of the ship. He musters the whole watch when there is no midshipman of the quarterdeck, otherwise he musters only the forward part. The duty of heaving the log and filling up the columns of the log-book hourly is performed by the officer of the forecastle when there is no midshipman of the quarter-deck.

DUTIES OF MIDSHIPMAN OF THE QUARTER-DECK IN PORT.

He stands his watch on the port side of the quarter-deck. He receives and attends at the departure of all appointed and warranted officers, and attends with the officer of the deck at the reception and departure of all commanding officers. He sees that all orders of the officer of the deck connected with the of after-part of the ship are promptly executed. He must attend to the manning of all boats, being careful to observe that the crews are dressed neatly in the uniform of the day, having on their knife laniards, shoes, and cap ribbons, and that the boats are clean and in good order. He must report

ADDITIONAL DUTIES OF THE MIDSHIPMAN OF THE QUARTER-DECK AT SEA.

He musters the watch, petty officers and life-boats' crews. He sees the gear clear and promptly manned when ordered. He must see that the lookouts are vigilant, and that the man stationed at the life-buoys thoroughly understands his duties. He should see that the after-part of the watch keep on deck. He should learn as soon as possible the names and stations of the men in the after-part of his watch. He musters the men at the ash whip.

Log-Book. The midshipman keeping the columns of the log-book has an important duty to perform. He must never trust to his own judgment as to the course and speed of the ship; the officer of the deck will specially direct him what to record in both these cases. The other columns shall be filled as follows: Wind-the average direction for the hour to the nearest point. Force-the average for the hour except when wishing to show the force of passing squalls; for instance, when a gentle breeze has been blowing with "moderate squalls," it should be entered 3-7. In the column for weather symbols, every symbol must be used required to express all the changes of the weather for the hour. The various forms of clouds and the average amount of clear sky for the hour must be entered in their respective

For other information in regard to keeping the log-book it is necessary to study carefully the pamphlet on the subject issued by the Bureau of Navigation. The meteorological data contained in log books is compiled at the Hydrographic Office for the construction of weather charts, hence the great importance that it should be correct.

DUTIES OF A MIDSHIPMAN OF A TOP.

He must go in the top when all hands are called for any exercise or duty aloft. He must preserve silence and good order aloft, and never permit any one to hail the deck. He must never hail the deck himself unless unavoidable. As soon as possible after being assigned to the top he should make himself perfectly familiar with the names, stations and qualities of each man in the top; the necessity of this is obvious. He is responsible that the men go to their stations as per Station Bill. He should never allow any changes without the authority of the executive officer, except for the time being when any important station is vacant, or for the purpose of equalizing the men on the yard arms. He must keep the men in the slings until the order "lay out," and keep them out until the order "lay in." When the order to man or attend the boom tricing lines is given he sees it obeyed immediately, so that all the booms shall go up or down together. When loosing sails he must see that the sails are kept well up until the order "let fall."

When making sail he must see the gear well overhauled and lighted up.

When furling he must see that the sails are not gathered up until the order "furl." He must see them neatly furled, gaskets passed square and gasket laniards tucked away securely. He must see that no ropes or Irish pennants are hanging from anywhere aloft.

When crossing light yards he must see the lifts and braces overhauled and properly put on, the slack of the

When sending down light yards he must see the bunts secure, the clews stowed in or stopped to the quarter-block eye-bolts, the lizards hauled close down and well secured against slipping, and the lifts attended if they set up in the top. In bending, reefing, and all exercises aloft, he is responsible for the details. He should inspect the top every morning at 7:30 and report its condition to the executive officer. He must see that only such articles are kept there as belong in the top, the ropes neatly coiled down so as not to show above the top rim or over the lubber's-hole, and everything trim aloft. He must see the top chest is kept closed except when sails are loosed to dry, and that it contains heavers, marlingspikes, rope and spun yarn, straps, and grease pots. If there is to be an exercise at colors he must have everything in readiness.

DUTIES OF THE MATE OF THE GUN-DECK.

He must turn out in port ten minutes before reveille, and at sea ten minutes before the idlers are called. He must get on deck at once, hurry up the hammock stowers, and see the men turn out promptly when "all hands" are called. The deck should be cleared of all but six bell hammocks in ten minutes. Directly the hammocks are up he must report the same to the officer of the deck and receive from him the morning orders for the gun-deck.

As soon as the hammocks are up and the cloths hauled over, the men are allowed fifteen minutes for coffee and smoking, after which the hands are turned-to and the corporal of the guard extinguishes the smoking-lamp.

The first thing to be done is to have the deck swept down, then the morning orders executed. If the deck is to be holystoned or scrubbed, he should have everything possible triced up clear of the deck, while a couple of hands from each part of the ship are getting up the wash deck gear. He should start the water, sand down, holystone around the guns, run them in and holystone underneath them.

The guns are run in by the different parts of the ship. The gun gear is scrubbed by those detailed in the divisional cleaning bill. The scuttle butt and harness casks by the berth deck cooks.* The galley platform, tables and chests by the galley cooks. The water-closets by the forecastle-

* Or the scuttle butt may be cleaned by the part of the ship in which it stands, and the harness cask by the jack-of-the-dust.

The mate of the deck must be sure that all corners and out-of-the-way places are thoroughly cleaned, particularly about the galley and manger. He must look carefully around the capstan, and deck and stopper bolts, see the hatch gratings removed and the rabbit of the hatch coamings cleaned. Everything movable should be moved and cleaned underneath. He should search the corners and hidden places. When the order is given to pump the ship out, the carpenter rigs the pump and the mate of the deck musters the men at it.

If the crew messes on the gun deck, when mess gear is piped he must keep the men clear of the tables or cloths until meals are piped. It is a common practice for the firemen as well as marines who have the following watch to get their meals half an hour earlier. If this system is followed he should allow the privilege only to those entitled to it, being particularly careful at sea that none of the watch on deck are below without permission. The better system is to have the firemen and marines get their meals with the deck watches at sea, and when in port for the reliefs to go on duty half an hour later.

After meals he will see mess gear cleared away. At proper time the hands will be turned-to and the smoking lamp must be extinguished.

At gun bright work he must be about to see that the deck is not soiled. After bright work he should clear the deck of everybody but cooks and sweepers, when he, assisted by the boatswain's mate, must see the deck cleared up for inspection before quarters. He must see the deck swept down and everything put in order. Before reporting to the executive he must make a thorough inspection himself. He should examine over the knees, capstan bars, gun gear and all other articles triced up to the beams to see that those places are not used as stow holes. He must see the port lids square, the ports clean and dry, the scuppers clean, the scupper valve laniards hauled taut and all plugs in. He must see that no clothing or other articles are hanging about the deck, and have all ditty bags or boxes stowed in their proper places. He must see the battery in order, all tackles made up. He must see all chests in order and that nothing is stowed behind them, chest lids raised. He must have the gratings stowed neatly on the hatches. He must have all chairs sent below. While the executive officer is

The deck should be kept clean, spitting on it strictly prohibited. The port side, after quarters, should be kept clear except of such men as the executive officer may permit between the guns.

The mate of the deck attends at the serving out of provisions and sees that a petty officer is also in attendance. He must also attend to the clearing out of the lucky bag, the paymaster's clerk and ship's writer being also present. He must every evening report the deck ready for hammocks to the officer of the deck. His daily duty extends to tattoo in port and to 8 P.M. at sea.

DUTIES OF THE MATE OF BERTH DECK AND HOLD.

Many of the duties laid down for mate of gun deck are applicable to the mate of the berth deck. The deck is kept clean and in order by the berth deck cooks under the master-at-arms. If the crew messes only on the berth deck the work of the cooks is confined exclusively to, deck. The mate should turn out at the same time as he mate of gun deck. His duties in regard to hammocks are the same. The berth deck is seldom holystoned or scrubbed with sand; it is either wiped up or scrubbed with soap and water, the deck being either painted or shellacked as a sanitary measure. It should never be more than wiped up before breakfast. The duties of the mate when cleaning the deck are the same as those of mate, of gun deck.

He must make the same preliminary inspection and have the deck ready for the inspection of the executive officer by 9:15 A.M. at the latest. He must never permit smoking on the deck. He must not allow the men to go to their bags without proper authority. When the men are called on deck he must see the deck promptly cleared and report it to the officer of the deck.

When getting underway or coming-to he must muster the berth deck cooks at the compressors. At sea he must never allow the air ports to be opened without the authority of the executive officer and the knowledge of the officer of the deck. He should never allow wet clothing to be hung about or kept on the deck.

As mate of the hold lie is responsible that the hold is kept clean and properly stowed. All barrels must be stowed on their bilges, bungs up, well chocked and with chime pieces between the heads of those that do not match. He must see that wet provisions are not stowed over dry. He must see that the old provisions are stowed over the new and nearest the hatches. He must see that the gear in frequent use, such as cat and fish, yard and stay purchases,

The condensing tank should be cleaned after the other tanks are filled.

He must see the holds locked and the keys turned in to the executive officer, and report the holds locked to him at 8 P.M.

The mate of the hold is generally also given charge of the hull while in port, and should satisfy himself by frequent inspections throughout the day of the proper appearance of the ship outside, notably after drills, or the reception of stores, or after bumboats have been alongside.

DUTIES OF A MIDSHIPMAN OF A DIVISION.

He assists the officer of the division in instructing the men in all duties of the different stations, and in keeping the guns properly equipped, the supply and reserve boxes complete. He should especially see to the bright work. He should always, when not on duty, go promptly to his division at the roll and see that every one is present who is not properly excused, and that they remain until he has inspected and approved of their bright work. He must see that those detailed in the cleaning bill to clean absentees' bright work perform the duty.

At quarters he receives the reports of the gun captains and reports the absentees to the divisional officer. He accompanies the latter in his divisional inspection, being always provided with pencil and paper to note any reports. He should also accompany him after the drill in his inspection to see that everything is properly secured and that all articles are returned to their proper places. While the divisional officer is absent making his reports he is responsible that order and silence are maintained in the division. During drills he must be active and observant that all the details are promptly and properly executed. He must keep a duplicate clothing bill carefully corrected at every monthly inspection of bags. He makes out the clothing requisition under the direction of the officer of the division. He must be present at the issuing of clothing.

DUTIES OF A MIDSHIPMAN OF A BOAT (ARMED AND EQUIPPED).

Obtain from the officer of the boat a list of the boat's crew, with the duties of each man for arming and equipping,

If the boat to which he is assigned is a davit boat, he should take pride in her condition, and report immediately to the officer of the boat any injury she may have sustained or loss or damage to her fitments.

When boats are called away armed and equipped, he should endeavor to get his boat away first, completely ready for the intended service.

The duties of a boat officer in running boats have been given elsewhere. (SEE BOATS.)

Remarks. In the absence of quarter-deck midshipmen, the officer of the forecastle is generally ordered to inspect below during night watches at sea, to write up the columns of the log, muster the watches, and in general to perform the more important duties mentioned as belonging to the quarter-deck detail.

When a light is sighted forward, the forecastle officer should be prompt in ascertaining its position and reporting its bearing and color. When a sail is sighted by day he-receives and transmits the report of its bearing and character, if made out.

In mustering the watch the men toe a seam in their own parts of the ship, weather side, and each man answers his name to his number when called, falling out and passing the mustering officer. Unless important work is going on, captains of parts of ship are sent to look up their absentees and bring them to the mast. The names of men sick or excused from watch are borne on the binnacle list, kept at the wheel.

The watch being mustered, proceed to muster the lifeboat's crew abreast of the lee boat, the coxswain inspects both boats and falls, and reports "clear and ready for lowering."

The result of the muster (absentees, &c.) is reported to the officer of the deck.

The marines of the watch are mustered by the non-commissioned officer of the guard.

All officers keeping watch are called at night ten minutes before the hour, usually by the quartermaster on duty, and they should be ready to relieve on the stroke of the bell.

Make it a rule not to turn over your duty to another until you have passed all orders and instructions required, and similarly not to relieve until you are furnished with all the information which ought to be given. Few things reflect more discredit upon a young officer than ignorance on any point of the instructions generally turned over in relieving.

When stationed in a top, lay aloft as soon as you come on deck and before the light yardmen are sent into the, rigging.

On board large ships midshipmen are required to attend at hammocks, to preserve order.

HINTS FOR NAVAL CADETS.

Correspondence. An order from the Navy Department must be acknowledged immediately on its receipt and as per form A.

When granted "leave" or placed on "waiting orders," the post-office address of the officer must be forwarded immediately to the Chief of the Bureau of Navigation and Office of Detail.

All communications to a bureau officer should be addressed by his rank and bureau title.

When an order specifies that it shall be obeyed "immediately," the officer receiving it must proceed to obey it within twelve (12) hours after its receipt. When it directs "without delay," he must proceed within forty-eight (48) hours. When no time is specified or expression of haste used, he must proceed within four (4) days.

All official communications must be written on official paper. The navy regulation paper is thirteen and a half (13 1/2) inches by sixteen and a half (16 1/2) inches when open, made of linen stock, is stop ruled with twenty-four blue lines on the first and third pages only, one inch margin back and front, top and bottom.

Envelopes must also be white and of proper size to receive the paper when folded as per regulation.

In all correspondence, if the subject-matter can be completed on one page, and no communications or papers are enclosed, a half sheet only will be used; but if there are enclosures, a whole sheet is to be used and the enclosures placed between the leaves, separately numbered and referred to accordingly. Both sides of a sheet must never be written upon.

An official communication must be folded twice, parallel with the ruling. It must be endorsed on the top of the back with name and rank of the writer, place or vessel, date, and brief statement of contents, as follows:

A______ B______,

Naval Cadet, U. S. Navy,

New York, N. Y., Aug. 1, 188_.

Application for duty on Asiatic station.

When off duty, they will be sent direct to the department.

When an officer is on sick leave in consequence of medical survey, he must report the state of his health to the department every fifteen days.

The uniform to be worn when reporting for duty at a naval station or on board of a vessel, and when a vessel is being placed in commission, is service dress, white gloves and sword.

THE MANNER OF REPORTING FOR DUTY ON BOARD SHIP.

He salutes the quarter-deck on reaching it. Reports to the officer of the deck that he has come on board to report for duty. The officer of the deck directs the orderly to announce him to the commanding officer. The latter directs that he be shown in the cabin. He then reports for duty, at the same time handing his orders to the commanding officer to be endorsed.

Immediately after reporting to the commanding officer, he shows his orders to the officer of the deck, who records them in the log book.

He must then report to the executive officer, who will assign him to a watch, division, boat, and station at "all hands."

He will then write to the department that he has reported for duty in obedience to its order. The letter should be written as per form B, and forwarded through his commanding officer. Forms A and B usually accompany all orders.

FIRST DUTIES AFTER REPORTING.

As soon as he has been assigned to a watch, division, &c., by the executive officer, he must make a neat pocket copy of the watch and quarter bills complete; a cleaning and fire bill for his own division; a boat bill for his boat, with stations for the crew for arming and equipping; a general station bill for "all hands" for that part of the ship where he is stationed. This enables him promptly to muster the men at their stations in his part of the ship at any evolution.

PAY ACCOUNTS AND TRAVELING EXPENSES.

On being detached from the Academy, get copy of pay accounts from the paymaster.

You are ordered to proceed to your home, and after

If while on "leave," or "waiting orders," you require your pay, you must send your accounts and a copy of your orders with all endorsements, certified to as follows:

I certify that this is a true copy.

_____ ______, Naval Cadet.

to the paymaster of the nearest navy-yard, and request him to take up your accounts and send you a few blank receipts. When you wish a month's pay or the sum due you, sign the receipt in blank; the paymaster will fill it out and send you a check for the amount.

Immediately on receiving orders to duty, write to the paymaster having your accounts and request him to send them to you. Accompanying your letter must be a certified copy of your last order. After reporting on board the vessel to which you are ordered, and the commanding officer has endorsed your orders, you turn them and your accounts over to the paymaster, who takes your accounts up on his books and returns you your orders after he has had a copy of them made.

FORM A.

NEW YORK,

Sept.___, 188_.

Sir:- I have the honor to acknowledge the receipt of the Bureau's order of the ______ for duty and will proceed in obedience thereto. I am, very respectfully, Your obedient servant, Naval Cadet, U. S. Navy. To

U. S. Navy, Chief of the Bureau of Navigation and Office of Detail.

21

CHAPTER XX.

PORT DRILLS WITH SAILS AND SPARS, AND MISCELLANEOUS PORT EVOLUTIONS.

The Trumpet.* The preceding chapters contain the prominent features of fitting out a ship for sea. We have now arrived at that part of the course where the young officer may be supposed to take charge of the deck; to conduct the usual port exercises.

The regularity and precision of military movements are not suited to a ship's decks, nor are the commands to be laid down with the exactness given in works on military tactics; but those officers who give their orders in accordance with the customs of the service, and in a tone and manner which command attention and inspire respect, will, all else being equal, get more work out of a ship's company than those who coin expressions for the occasion, and issue their orders as if obedience were doubtful or indifferent to them.

Commands. The commands are of three kinds: first, the preparatory command, which indicates what is to be done; as Ready about! Get the starboard stun'-sails ready for setting! &c. Second, the command of caution, which elicits immediate attention, and which is quickly followed by the third-the order of EXECUTION; as Haul well taut! LET GO AND HAUL! in tacking; Set taut! HOIST AWAY! when setting studding-sails, hoisting boats, &c. Stand by! LET FALL! in loosing sail. (The first or cautionary order is printed in italics; the latter, or order of execution, in SMALL CAPITALS.)

When using the trumpet, place it so that the least concave arc of the mouth-piece may rest against the upper lip, while the greater is below and gives room for the play of the lower lip.

The commands of caution, haul taut, and stand by, are absolutely essential when working a number of men (as a watch, or all hands, for instance), for it is not possible with-

* It is customary at sea for the officer of the watch to carry a speaking-trumpet. This is done, not only that he may have an auxiliary, often necessary to the voice, but also that he may be readily distinguished as the one, for the time being, responsible for the safety of the ship.

In port the distinctive mark, sanctioned by a recent order, is a binocular, or the spy-glass.

The preparatory order, if given deliberately, will be better understood, though it should not be uttered without due energy. The cautionary order should be sharp, quick, and full of energy, while that of execution should be distinct and emphatic.

PORT EXERCISES.

The following forms of port exercises are based upon the idea:

1st. That the drills are carried on under nearly the same conditions as in actual practice at sea;

2d. That "ready men" are superfluous;

3d. That the light yardmen start from the tops in working their yards, sails or topgallant masts. *

The exercises designated as COLOR EVOLUTIONS are those commonly performed at the hoisting or hauling down of colors; such as crossing the light yards or loosing sail in the morning, and sending down masts and yards at sunset.

When exercising in obedience to signal, the squadron orders will show the time allowed between the preparatory signal and signal of execution. That allowance is usually as follows: Crossing or sending down light yards, loosing or furling sail, the preparatory is hoisted six (6) minutes before the moment of execution, and the execution signal three (3) minutes before it is hauled down.

In sending up and down topgallant-masts and yards, the preparatory signal is made ten (10) minutes before, and the signal of execution is hoisted five (5) minutes before the time.

In bending sail the preparatory is hoisted fifteen (15) minutes before the time of execution; left up five (5) minutes and hauled down. The execution signal is hoisted three (3) minutes before the time of hauling down. **

In color evolutions, if not exercising in obedience to signal, give the order of execution at the third roll of the drum.

If obeying signals, always give the order of execution the instant the execution signal starts from the truck.

* The practice of sending seamen on the run from the sheer-pole to the cross-trees has frequently resulted in permanent injury to the individual. It is said to induce heart disease. The light yardmen should not only be sent into the tops in advance, but in sufficient time to allow them to regain their wind before going further.-S. B. L.

** In the Training Squadron, it has been customary, after hoisting a preparatory signal, to unbend the signal part and hoist the preparatory pennant, as a signal of execution. This is convenient and saves the bunting.

No exercise aloft is completed while a single straggler remains above the rail; the order to lay down from aloft should therefore not usually be given until all can obey it. There are one or two cases (as in crossing yards and loosing sail) where a certain number of men must remain aloft after the rest. In such instances, these men perform their duty promptly, lay down into the tops and remain there until piped down.

In all port evolutions, as soon as the crew are ordered to their stations, the men who are to go aloft place themselves inboard at the foot of the rigging ladders on their respective sides by watches. Men stationed on the head booms place themselves inboard of the head rail.

When about to lay aloft from the tops, the light yardmen place themselves at the foot of the topmast rigging outside of the tops. If going aloft to send down yards, they carry with them the bending ends of their respective tripping lines. Once bent, these are often left permanently aloft during drills, and lie in a loose coil at the foot of the respective masts.

When the men reach the yards, they should remain at the slings until ordered out. This rule is general.

Substitute signs for verbal orders whenever practicable. Commands can be frequently omitted with good effect. For example, in crossing yards or loosing sails, beating the "call" by the drum (or sounding it by bugle) is a sufficient signal for the men to lay aloft. So also the third roll indicates the moment of letting fall, and dispenses with a certain amount of unnecessary noise.

Should the bugle be used at colors instead of the drum, give the orders "sound the call" and "sound off."

At the first note of the bugle the light yardmen lay aloft from the tops, or the yards are swayed across, sails let fall, &c., as the case may be.

EXERCISES WITH SAILS.

General Directions. In all routine exercises with sails, as soon as the lower yardmen are on the lower yards, the two out-board men lay out quickly and unclamp the quarter-irons of the topmast stun'-sail booms. The two out-board men on the topsail-yards lay out to stop out the royal and topgallant yard-ropes to the topsail lifts in case

At the end of an exercise the same men on topsail-yards cast adrift the yard-ropes, and those on the lower yards remain out to clamp the boom-irons after the booms are lowered, then lay in quickly and down from aloft together.

In loosing, furling, bending, &c., the captain of the top, or man in charge at the slings of the yard, raises his right hand, as a signal to his officer on deck, the moment when the sail is ready for letting fall, as the case may be. No hailing from aloft is needed, and none should be tolerated.

If there are midshipmen in charge of the tops they should receive and transmit reports in a similar way, and the officers in charge of the respective masts on deck should also signify their readiness by signal of the hand to the executive officer.

For frequent port drills topsail-sheets may be singled and secured together with the clewlines by means of a short pendant fitted with sister-hooks connecting sheet and clewline to the clew of the sail.

The tacks and sheets may also be singled, or you may reeve one piece of half-worn rope, long enough for both tack and sheet, form a cuckold's neck in the middle, lead one end aft and the other forward. In the place of the regular clew-garnet reeve a rope through the clew-garnet block, half-hitch it to the cuckold-neck in the tack and sheet, leaving enough to splice in a pair of sister-hooks, which hook into the clew, thus connecting tack, sheet and clew-garnet to the sail.

These single tacks and sheets answer all purposes for drilling, and preserve the regular ones.

Use single ropes' ends for trysail sheets.

TO LOOSE SAIL TO THE BUNTLINES.
(Color Evolution.)

The preparatory signal being made, direct the boatswain to call:

LOOSE SAIL!

When the men are up:

Man the clew jiggers and buntlines!*

This order shows How the sails are to be loosed. Let go and overhaul leechlines, reef tackles, brails and bowlines; also tacks, sheets, clew-garnets and clewlines, if hooked.

When preparatory signal is hauled down:

* If clew-jiggers are not used the clewlines should be kept fast and the buntlines hauled up square with the yard.

As execution signal is hoisted:

Beat the call! ALOFT SAIL LOOSERS!

Man the boom tricing-lines!

TRICE UP; LAY OUT; LOOSE

Keep fast topgallant and royal clewlines.

If the light yards are not aloft, the yard-ropes should be overhauled. The light sails are loosed in the rigging.

If ship has fires lighted, cast off forward stops of the covers of the main-sail and main-topsail, so that the sails will drop clear. Sail covers are taken off the fore and aft sails and head sails.

The officers having signalled their readiness: Stand by!

To the drummer: Roll off! At the third roll, or when execution signal leaves the truck:

LET FALL!

LAY IN! LAY DOWN FROM ALOFT!

The clew-jiggers and buntlines are hauled up alike, about two-thirds up the topmast. Topgallant-sails and royals hang down, their clews hauled up snug. The head sails are spread on the booms, heads of fore and aft sails hauled about half-way out.

The booms remain triced up.

Do not allow the leeches to be stopped in along the yards.

When loosing, if the sails are reefed, first let fall, shake out the reefs and then pull up the buntlines or haul out the bowlines, as the case may be.

If boats are to be lowered at colors, give the order in season:

Boat-keepers aft to lower your boats! and lower at the third roll. The falls should be hooked in their beckets and hauled taut, boat stoppers passed inboard and the boats hauled out to the booms, with their colors set, awnings spread, or sails loosed, as may the example of the flagship. In addition to the boat-keepers of the day, their reliefs lay aft to tend the boats' falls.

TO FURL SAIL.
(Loosed to the buntlines.)

The preparatory signal being made, direct the boatswain to call:

FURL SAIL!

If the light yards are across, on hauling down the preparatory signal:

TOPGALLANT AND ROYAL YARDMEN IN THE TOPS!

Have hands by the clew-jiggers and buntlines, man the buntwhips, spanker and trysail brails.

ALOFT TOPMEN! Lower yardmen on the sheer pole!

Topgallant and royal yardmen start at this order from the tops.

ALOFT LOWER YARDMEN! LAY OUT! The men all get in their places, the sails not to be handed until the execution signal is hauled down, then:

FURL AWAY!

The leeches are passed in rapidly, the sail gathered up snugly, and the gaskets passed square. When ready, the clew-jiggers and buntlines are eased down and buntwhips hauled up. Haul taut clew-lines and topsail sheets, clew-garnets, bowlines, leech-lines and brails. Put covers on fore and aft sails.

When ready aloft:

LAY IN! Stand by the booms!

DOWN BOOMS! LAY DOWN FROM ALOFT!

And then:

SQUARE YARDS!

Haul taut the rigging, square yards as described further on, clear up the decks and pipe down.

If the light yards are in the rigging, the sails are furled there-the light yardmen laying up in the lower rigging after the men have been sent aloft.

It will be noticed that the time of giving the orders to LAY ALOFT and to FURL differ from the instructions given in the signal book; but the method adopted is the best to insure the working together of other ships with the flagship. This is presumed to be the object of port drills in squadron.

If the drills are to be competitive in their character, an easy method of attaining the object is to hoist a general signal without preceding it by the preparatory.

Remarks on Furling. To furl a sail well, every cloth must be gathered up in handfuls, and each handful stowed. When this is done, let all hands lay hold of the skin; shake the slack canvas into it, and then toss the sail up, bringing the skin as a covering over the upper side of it. The bunt in this way will be low and round. The outside only will be wetted in the event of rain, and will dry without even being loosed.

High and Low Bunts. Low, or rolling bunts, require bunt-gaskets, and are tedious to stow, and secure snugly high. or French bunts require no gaskets, but secure to the topsail-tye by a becket and stop. Being larger, and more open abaft, the slack sail is more easily stowed in them than in low bunts; neither is any time or labor lost about bunt-gaskets, a circumstance not to be overlooked, in competing with other vessels.

The look is a matter of taste; in foreign navies topsail yards are thought neatest, with first or second-reef earings

The proper place for the bunt-whip glut is two-thirds the depth of the first reef.

TO LOOSE SAIL TO A BOWLINE.
(Color Evolution.)

Preparatory signal being made, the boatswain and his mates give the call:

LOOSE SAIL!

The men being up, Lead along and man the bowlines and halliards! This indicates the manner in which the sails are loosed.

As preparatory signal is hauled down:

LOOSERS OF TOPGALLANT SAILS AND ROYALS IN THE TOPS!

Let go and overhaul clew-jiggers, buntlines, leechlines, down-hauls, reef-tackles, brails, and royal and topgallant clew-lines. Lead out and man bowlines, head halliards and sheets and spanker and trysail out-hauls and sheets; but a turn is kept on the pins till the men are ready aloft.

On hoisting of execution signal:

Beat the call! ALOFT SAIL LOOSERS!

Man the boom-tricing lines! TRICE UP!

LAY OUT! LOOSE! Toggle the bowlines!

At this order the men in the bunt toggle the bowlines to the buntline toggles. Unhook tacks and sheets if fitted for exercise, also topsail sheets and clewlines; or, overhaul the latter roundly.

The sails being ready and gear manned:

Stand by!

To the drummer: Roll of!

At the third roll (or when execution signal leaves the truck):

LET FALL! HAUL OUT! HOIST AWAY!

LAY IN! LAY DOWN FROM ALOFT!

The men on deck run away with the bowlines and head halliards. The bowlines are hauled out square, the courses let fall so as to hang square, head sails hoisted, and sheets hauled aft, fore-and-aft sails hauled out, and trysail sheets and spanker out-haul hauled aft.

Overhaul roundly the topgallant and royal clew-lines.

In foreign navies the topgallant and royal sheets are hauled taut-the plan is not generally followed in our own service. The booms remain traced up.

Observe remarks about reefed sails under LOOSING TO THE BUNTLINES.

TO FURL SAIL FROM A BOWLINE.

The preparatory signal being made, call:

FURL SAIL!

When preparatory signal is hauled down,

TOPGALLANT AND ROYAL YARDMEN IN THE TOPS!

Man the clew-jiggers and buntlines; head down hauls; spanker and trysail brails!

Man the above-named gear, also the leechlines, topgallant and royal clew-lines, and spanker and trysail head down hauls and clew ropes. Tend the head sheets and halliards, trysail and spanker outhauls and top bowlines.

Signal of execution being hoisted:

ALOFT TOPMEN! Lower yardmen on the sheer pole!

ALOFT LOWER YARDMEN!

The topgallant and royal yardmen start from the tops as the topmen start from the deck.

Haul taut! SHORTEN SAIL!

The men on deck let go the gear tended, and haul on the gear manned.

LAY OUT!

The men take their stations on the yards.

As the signal of execution is hauled down

FURL AWAY!

The bunt-jiggers are hauled taut as soon as practicable and bunt roused up, top bowlines untoggled and hitched to the neck of the topsail tye-blocks, bights overhauled down and stopped to the forward part of the top. Unhook clew-jiggers and hook them in the top, hook clew-lines and sheets and tacks, if unhooked before loosing.

The head and fore-and-aft sails are stowed and covers put on.

When ready:

LAY IN!

Stand by the booms! DOWN BOOMS!

LAY DOWN FROM ALOFT!

Then square yards, clear up the decks, and pipe down.

HAVING LOOSED TO A BOWLINE TO SHORTEN SAIL.

If the sails are sufficiently dry, it is usual to furl at seven bells in the forenoon watch; before furling, however, it may become necessary to shorten sail. When a fresh breeze springs up, a ship with so much canvas gets uneasy at her anchor; or, there may be indications of rain. For whatever reason, if it becomes desirable, call

SHORTEN SAIL!

And when the people are up,

ALOFT TOP-GALLANT AND ROYAL YARDMEN!

Man and tend the gear named under FURLING FROM A BOWLINE.

Haul taut! SHORTEN SAIL!

FURL THE TOPGALLANT SAILS AND ROYALS! STOW THE FLYING JIB!

Furling the light sails before the rest is a common practice, particularly when short handed. It is entirely optional, however, and if preferred to furl all together, the orders relating to them will be omitted. The same applies to them when in the rigging. At the order, SHORTEN SAIL, the bowlines and halliards are let go, the head sails are hauled close down, the square sails are hauled up by the clew-jiggers and buntlines, and the trysails and spanker brailed up.

TO MEND SAIL.

If the sails have been badly furled, or for any other reason require restowing, the preparatory signal will be made. Call:

MEND SAIL!

When the men are up, as the preparatory signal is hauled down:

LOOSERS OF THE TOPGALLANT-SAILS AND ROYALS IN THE TOPS!

On hoisting of execution signal:

ALOFT SAIL LOOSERS!

Man the boom tricing-lines!

TRICE UP! LAY OUT!

On hauling down of execution signal,

MEND THE FURL!

The gaskets are cast off and the sails are restowed, with a fresh skin outside, the gaskets secured afresh.

When completed,

LAY IN! Stand by the booms!

DOWN BOOMS! LAY DOWN FROM ALOFT!

If the sails are very badly furled, send aloft the FURLERS instead of the loosers, and LET FALL! then FURL AWAY!

The clew-jiggers and buntlines are usually run up a few feet while mending the furl, lowering as the bunt is stowed.

BENDING SAIL.

In the chapter on SAILS will be found a description of the method of bending sails made up for stowage, as received from the Navy Yard. In practice, however, square

Preparations for Bending. All square sails are fitted with gaskets, stitched on the head at equal distances.

Seize the sail straps to the heads of all three of the topsails at the middle eyelet holes; let them always remain there, and when using them, after the sail is rolled up, carry the foremost leg round the after one, and seize its bight to its own parts. Topmen are very apt to cut this seizing too soon; but by having the strap fast to the head, their mistake may be partly remedied by a pull on the sail burton, which is always hooked to the after leg.

Topsails. Haul the head of the topsail along the deck, after side downward; gather all the slack canvas back from the head; lay the second reef-band along the head, and haul this and the head taut fore and aft by the earings. Bring the leeches as far as the reef-tackle cringles along the head; knot the fourth reef-earing into the third reef-cringle, and the third into the second; carry the clews into the quarters about six feet over the head; bring the buntline toggles about a foot over the head between the clews: coil all the remainder of the roping, so as not to ride, leaving the bowline cringles out; face the foot and gather up; then face the head and roll up, pass the gaskets taut; stop the clews up abaft the head, after having passed them over the fore part of the bunt; seize the strap; hook the sail tackle; knot the second reef-earing into the first reef-cringle, the first into the head, unless bull-earings are used on the yards; and secure the head-earings along the top of the sail on each side.

Fig. 373 and Fig. 375, Plate 71, show the mode of passing sail straps. The latter with single legs is preferable for permanent straps, as it is easier to stow away aloft. Each leg should be seized to the head of the sail.

Courses. Place, open out and stretch the heads of the courses taut along the deck well amidships, after sides down; the foresail on the starboard side of the forecastle, port head-earing well forward; the mainsail in the port gangway, bunt abreast the mainmast, starboard head-earing forward; gather the sail back from the head, making a smooth surface; stop the first reef-cringles to those of the head-earing; pass the leeches taut until within six feet of the clews, leaving the leechline cringles out. If the leeches are too short to allow the clews to reach to the bunt by taking the first reef-cringle to the head-earing cringle, a bending cringle must be worked on the leech about a foot under the head-earing cringle; in which case, make the sail up without seizing the first reef-cringle to the head-earing. (The yard-arm jiggers will hook to the bending cringle.) Haul the clews and the remainder of the leeches out clear of

In bending courses and topsails together, the topsails are placed fore and aft forward of their respective masts, fore and mizzen on the port side, main on the starboard side. The courses are athwartships under their respective yards.

Gear for Bending Topsails. The sail burton, hooked before the sail leaves the deck; yard-arm jiggers, hooked when sail is aloft.

1st. The sail burton is the top burton of the side on which the topsail is swayed aloft. The upper block is hooked into a strap at the crotch of the topmast-stay; the lower block and fall are sent on deck forward of all. To the hook of the lower block secure a tail-block, through which reeve the fall, leading it thence through a snatch-block hooked to a bolt well forward. This arrangement guys the sail clear as it goes aloft. The fall leads aft for the fore and main, forward for the mizzen. The lower block of the sail burton hooks into the sail strap. Fig. 266, Plate 35, also Figs. 373 and 375, Plate 71.

2d. The yard-arm jiggers-the upper blocks hooked to straps on the pacific-irons of the topsail-yards, the lower blocks hooked at the forward side of the top rim, ready for hooking into the second reef-cringles of the topsail as soon as they are high enough.

The topsail reef-tackles are used for this purpose, if practicable. Should their lead not permit of it, other jiggers must be substituted.

Gear for Bending Courses. Buntlines, leechlines, and yard-arm jiggers; all bent (or hooked) before the sail leaves the deck.

Toggle the buntlines to the sail; pass them abaft, under and up forward around the bunt of the sail, around their standing parts, and stop to their own parts.

Leechlines are clinched to their cringles and stopped to their marks at the head of the sail.

The yard-arm jiggers are the clew-jiggers; upper blocks carried out to straps on the pacific-irons, lower blocks hooking to the first reef-cringle, head-earings hitched to standing parts of the jiggers. If regular reef-tackles are fitted, use them for yardarm-jiggers.

Gear for the Jib. The down-haul and halliards, and a

Gear for the Spanker. If the gaff is not lowered, a whip from under the top to hook into a strap around the head of the sail. The detail does not differ from the description of bending spanker given under SAILS.

The courses, topsails, jib and spanker are generally bent together. To perform the evolution, at the preparatory signal the boatswain will be ordered to call "BEND SAIL."

Loosers of topsails and courses, and men stationed at boom tricing-lines, stand by to lay aloft.

The balance of the men in each part of the ship go below and rouse up the sails, or if the hatches open fair to the sail-room, clear these hatches away to rouse up the sails from below with the spare main-top burton, overhauled down abaft the top, or with the trysail vangs.

On hauling down of preparatory:

ALOFT SAIL LOOSERS! Loosers of courses go on the lower yards, overhaul lower blocks of clew-jiggers to the deck, stand by to carry out upper blocks, cast adrift bunt-whips, overhaul buntlines and leechlines to the deck.

Loosers of topsails; shift upper block of sail-burton to strap on stay, send down lower block and fall, forward; hook lower blocks of yardarm-jiggers to top rim, stand by to carry out upper ones, secure back cloths, unless these are sewn on the sail, cast adrift buntlines and bunt-jiggers.

Loosers of jib lay out and bring in jib halliards and end of down-haul, place centipedes.

On deck, let go and lead out sail-burtons, buntlines, leechlines and jib down-haul, lower spanker gaff and prepare sails for going aloft as before directed.

CARRY OUT YARDARM-JIGGERS! The men lay out with the upper blocks and hook them, unclamp the booms, and if the light yards are in the rigging stop their yard-ropes out of the way.

LAY IN ON THE YARDS! The men aloft lay in and stand by to receive the sail!

MAN THE SAIL-BURTONS AND BUNTLINES; JIB-HALLIARDS!

As the signal of execution is hoisted:

Haul taut! SWAY ALOFT! Pull up on the jib-halliards, raising jib well clear of the rail; run away with the sail burtons and jib down-haul. When the bunt of the topsail reaches the lower yard, start up the courses.

The yardarm-jiggers and leechlines should not be touched, the sails hanging up and down the masts by the burtons and buntlines. When high enough, with the second reef cringle of the top-sails above the tops and the bunt of the course abreast of its yard:

A turn with the burtons! The men in the tops slew turns. out of the sails and hook the yardarm-jiggers.

ALOFT TOPMEN! Lower yardmen on the sheer pole!

ALOFT LOWER YARDMEN!

Man the boom tricing-lines, yardarm-jiggers and leech-lines!

TRICE UP! HAUL OUT! LAY OUT! AND BRING TO! as the signal starts from the truck.

At the order HAUL OUT:

Top-sails are hauled out taut along the yard by the yardarm-jiggers, the burtons slacked until the middle bending hole is abreast the jackstay.

Courses are hauled out by the yardarm-jiggers and leechlines; jib is swayed out by the down-haul.

At the order "BRING TO:

1st. Secure the midship stop and two robands of a side.*

2d. Pass two turns of the head-earings through their respective eye-bolts and four turns through the thimble of the backer and head-earing cringle.

3d. Secure the balance of the robands.

4th. Cut adrift the buntlines, leechlines and sail-strap, and haul the former up clear.

Let go on deck and cast off the yardarm-jiggers, stand by to carry in their upper blocks, hook the topsail reef-tackles to their proper cringles; hook the reef pendants to the courses; hook and haul taut buntwhips, toggle top-bowlines and topsail buntlines; hook sheets and clew-lines to the clews; shackle tacks and sheets and hook clew-garnets to clews of courses; shift upper block of sail-burton to masthead pendant; round up the burton on deck, shift its lower block and fall abaft the topsail yard to its place.

The jib is swayed out by its down-haul at the order "sway aloft," tending the halliards; land the tack on the boom, hook the tack, shackle the sheets, shift the down-haul and halliards to their proper places, take off sail-strap, hoist the sail as the hanks are being secured. Then haul down and stow it, and put the cover on, unless sail is to be made.

While the sails are being bent, the signal will probably be made, MAKE SAIL! Order:

Stand by to let fall: Man the topsail sheets and halliards!

* A metallic roband consists of a galvanized iron hook which hooks upon the bending jackstay and which has, on its forward side, a projecting lug, like a button. The head of this button is pierced with a thwartship hole. In bending, the roband eyelet on the sail is put over the head of the lug, and when all the robands have been attached, a piece of ratline stuff is rove through the heads of all the lugs, forward of the sail, as a preventer. The hooks traverse on the jackstay, so that the head of the sail may be stretched at any time by hauling on the head earings without unbending the sail. Fitted to the sails of the Trenton and Galena, and in many merchant ships.

Stand by! LET FALL!

SHEET HOME!

LAY IN! Stand by the booms!

DOWN BOOMS! LAY DOWN FROM ALOFT!

and proceed as in MAKING SAIL.

It is always advisable to proceed as above in bending new sails or preparing for sea, to see if the gear is properly bent and the sail sets well.

Should there be no signal for making sail after bending, then, the sails being bent and the furl "mended," as necessary, order:

LAY IN! Stand by the booms!

DOWN BOOMS! LAY DOWN FROM ALOFT!

The booms are lowered and clamped, and all the men lay down from aloft, without straggling.

To Bend the Light Sails. The light sails are generally bent immediately after the others, to do which, give the order:

Stand by to bend the light sails! At this the yards are prepared for getting out of the rigging, and the flying-jib for going out, on the port side, owing to the lead of the downhaul; when ready

Man the topgallant and royal-yard ropes! flying jib halliards!

Haul taut! SWAY OUT OF THE CHAINS! Pull up on the flying-jib halliards, and then haul out the flying-jib by the down-haul at the same time that the yards are swayed inboard. The yards being clear of the hammock nettings-

LOWER AWAY TOGETHER!

The sails are bent and neatly furled, with the clews in; the yard-ropes hooked and manned; the flying-jib being bent at the same time. Then, order:

Man the yard-ropes!

Haul taut! SWAY OUT TOGETHER!

When placed in the rigging the bunts of the light sails should be slewed outboard.

On board large ships, it is convenient to get these yards in and out of the rigging with the lower clew-jiggers.

TO UNBEND SAIL.
(Port Routine-Light Yards in the Rigging.)

At preparatory signal, call:

UNBEND SAIL!

On hoisting of execution signal:

ALOFT SAIL LOOSERS!

The loosers of courses, topsails, jib, flying-jib, spanker and trysails go to their stations.

TRICE UP! LAY OUT AND UNBEND!

Cast gaskets adrift from the yard and pass them around sail.

On Topsail-Yard. Cast off midship stop, unhook the bunt-whip and secure it to the tye, secure the buntlines around the body of the sail, take the bight of the buntline on the side opposite to the one on which the sail is lowered, and stop this bight snugly to the head-earing cringle. Hitch bowlines to tyes, unhook clews and stop them to the buntlines, unhook reef-tackles and pass the lower blocks into the top; pass slip stops if necessary to hold up the sail, single the head-earings for easing away, cut robands.

Make similar preparations on the lower yards, except that the leechlines are secured to the slings and the reef. pendants stopped along the yard to the jack-stay.

Head Sails. Cast adrift sail covers, secure them with the sails, unshackle sheets, stopping them to the stays, cap or wythe, as the case may be, pass stops around the sails, cast off gaskets, unhook the tacks, hook the halliards and secure the down-haul to a strap around the body of the sail, cut adrift the hanks, or untoggle them.

Trysails, &c. Let the covers fall on deck, hook whip under top and to strap around head of sail, unbend head out-haul and down-haul and throat lashing, cut adrift stops on hoops of gaff and mast, cast off tack lashing.

Man the head halliards, tend buntlines, trysail whips, brails and clew-rope and head down-hauls.

Stand by!

When execution signal is hauled down-

EASE AWAY!

Ease away the earings, let go the slip stops on the yards, run away with the topsail buntline of the opposite side, tricing up the upper earing of the topsail. Run the head sails up by their halliards some ten or twelve feet.

LOWER TOGETHER!

The men aloft see the yards clear of stops and yarns, and if so ordered strip them of reefing beckets and back cloths, unless the latter are stitched to the sail. Ease in the head sails by their down-hauls.

When ready

LAY IN! Stand by the booms!

DOWN BOOMS! LAY DOWN FROM ALOFT!

Then square yards, haul taut the gear and pipe down.

If the light yards are in the rigging, sails bent, the sails may be unbent in the rigging, but it is decidedly more shipshape to sway out of the chains and unbend inboard after the evolution aloft has been performed.

If the light yards are aloft, sails bent, see UNBEND SAIL AND SEND DOWN TOPGALLANT AND ROYAL YARDS.
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At order "lower away," lower the buntlines, keep fast the light line and head-earing for a moment, to fully decide the sail's lowering well clear of the lower stay, top rim, lower braces, &c., then lower rapidly together.

TO MAKE SAIL.

Preparatory signal will be hoisted ten (10) minutes beforehand.

Direct boatswain to call:

MAKE SAIL!

As soon as the signal is made out, get the lower booms alongside and unhook topping-lifts; cast adrift ridge-rope and top up spanker boom. The crew go to their stations as in "loosing sails." In addition, hook leaders and snatch topsail halliards and lead the halliards and sheets out; lead jib halliards through a leader hooked forward, and close amidships, clear of the topsail halliards; lead out spanker outhaul; lay down on deck, tacks, sheets, buntlines, clew-lines, clew-garnets, leechlines, reef-tackles, down-hauls, brails, braces, lifts and bowlines.

Signal of execution will be hoisted three (3) minutes beforehand.

LOOSERS OF THE TOPGALLANT-SAILS AND ROYALS IN THE TOPS!

Will be given as soon as the signal of execution reaches the truck.

As the signal is hauled down:

ALOFT SAIL LOOSERS!

Man the topsail sheets and halliards; jib halliards and spanker outhaul!

The starboard fore and port main topsail halliards are manned by a few hands, and a good strain is kept upon them, while the topsail