HND Chief Mates

[Gerald Farr]

I must have been really lucky as I was still a third year Apprentice aged nineteen when I was pulled off one ship to join another as Third Mate. This ship was the Regent Leopard and the time was just prior to Christmas 1958 when anyone on leave would try to have Christmas at home. The ship already had two Apprentices of similar age to me but neither had been taught how to take sights or owned a sextant. The Second Mate wasn't a Company man, he'd been picked up from the pool for the Christmas trip. Once we got away and things settled down I taught the Apprentices how to take sights, work out distance run from noon the day before, and average speed, something that I had been taught from my very first trip by a very conscientious Senior Apprentice. Once the Second Mate found out that I was capable he began to miss more and more noon sights preferring to stay in the bar and then come to the Bridge and copy my workings. As to sailing Second Mate, as I explained previously in the thread (where were you on your 212st birthday) I completed my first trip as a Certificated Third Mate on the Bowring bulk carrier mv Knob Lake as I turned 21. Unfortunately our Chief Officer had to fly home from Amsterdam as his Mother was dying so First, Second, and Third mates all moved up one spot and a new Third Mate was flown out to join us. ( We carried four Mates for working on the American Coast, Chief, First, Second, and Third). So that was how I came to sail as Second Mate on a Second Mate's ticket right up until I got my Mate's ticket. ps The newly promoted First Officer was the Senior Apprentice who had taught me how to take sights about four and a bit years previously.

[Matthew Childs]

Hey, welcome to the forum! I’ve been through the process of upgrading my license, and from what I’ve seen, South Tyneside College and Warsash Maritime Academy are both solid options for HND Chief Mate. South Tyneside has great hands-on training and a strong reputation in the industry, while Warsash is known for its connections and job placement support. It ultimately comes down to what fits best for your budget and where you want to be located, but both are worth considering!

[j.sabourn]

A rider to certification as most of us oldies knew it. I gained a 2 mates cert.in 1957. The year I also met my future wife so my plans to go with Butterfield and Swires for 2=years was put on hold. The reason or one of the reasons why Swires was because they supplied you with a free sextant. The wages on contract for 3 mate certificated was 37 pounds 2/6d per month. If not on contract was about 32 pounds a month.A person on contract his wages were written in the Articles of Agreement as A.P A as per agreement and was considered a company servant.If supplied from the Pool your wages were written in as per the maritime year book. Seatime was a must have for advancement in the certificate structure which to this day I am in full agreeance with, its at the coal face where one learns his trade from others with the experience. I like many older ones can see the advantages and also the disadvantages of today’s training for the younger generations . I am sure some of the old examiners for masters and mates their toes must be curling up in their graves. Cheers JS

[Des Taff Jenkins]

Hi John.
Reading your post It shows how much the shipowner thought of its staff, if an uncontracted third only got 32pounds a month while I as an AB without his responsibility was on the same amount, that was in the 50s.
Cheers Des

[j.sabourn]

That’s right Des , My first wage Bridge wise as 3/mate with Runcimans with a 2 mates cert. was 37 pounds 7/6 a month , think An AB was on about 32 a month plus overtime. A pool 3 mate also got overtime, a company servant did not get. He got 12 weeks certificate leave for the next ticket only plus the extra 5;quid a month. In 1957 the dole was 37/- a week and only got this for 12 weeks after that it was back to sea with or without certificate. Cheers JS
Twice as mate once in the 60s and once in the 70s I had to step in for the master once in bringing the ship back from Dakar to Rotterdam , and again similar in taken the ship from South Korea to Japan . Superior certification was all tied up with the insurance of a vessel . The biggest claim for tax reasons was deterioration of hull and machinery , and insurance payments, all other claims such as wages food etc. was small fry to a ship owner , but the only thing he had total control over. Cheers JS…..