Time Marches On.

I suppose different Companies may have had different standing orders. During my time on general cargo vessels it was the 3rd. Mate who was in charge of the fore deck, 2nd. Mate the after Deck, this was in reference to Derricks and running gear winches and general overseeing that all was correct. Also in port it was the second mates job to strip down the Gyro, clean the mercury rings and renew, this required a steady hand so was usually done before going ashore. Radar if had, any maintainance was usually done in conjunction with the Radio Officer. We had what we called Black and Red time sheets. The 3rd. Mate was the keeper of the Red that was all times numbers of gangs hatches worked, stoppages etc. The 2nd Mate the Black sheets, from the red sheets had to fill in, Time of notice being tended, Time... Time started, Demurrage, Way time, Time losses etc etc. This was to go straight to owners. As regards deck watch this entailed up and down hatches especially in certain parts of the world for broached and damaged cargo, all to be reported on. No wonder we were so fit. At sea 2nd. Mate was in charge of Chart Corrections, this was a full time job as Charts were world coverage, the 3rd. Mate corrections for all Light Lists and Pilot Books and all publications. The 3rd. Mate was responsible for the lifeboats and all LSA gear. I think if you ever saw the officer of the watch lounging around in the middle of the Ocean, you knew one of his chores was not being done. Nowadays you see none of this, at least I never did latterly. For a start the manpower was not there and suppose that covers a multitude of sins. Regards John Sabourn.

Well John your post will ring a bell with many of ex tramp and liner men, seems it was an unwritten format and as you say certainly kept us fit and ready for anything. Our fitness was certainly appreciated by the ladies when/if we did get ashore......................................memori es, don't you just love dreaming

Add to all those duties the countless meal reliefs, late noon sights, and unpaid nights on board as duty officer in foreign ports, aand you realise how much overtime was not remunerated. As it was the norm, and part of progressing in rank, it was tolerated. It was all superceded on gaining command, however, when the hours were increased to 18 or 20 per day, and sometimes more with fog in the English Channel, from Ushant to Rotterdam. The salary as master was well earned: a reward for the formative years.

In view of the reference earlier to ship's terms and equipment I thought I would remind you all of a book which was recommended to me a couple of years ago. Written by Capt. Barry Thompson "All Hands and the Cook" published by The Bush Press isbn 0-908608-72-1 in hard back it contains " the customs and language of the Britsh Merchant Seaman 1875 - 1975.".HERE IS AN EXAMPLE. A CURRY AND RICE TICKET. Slang for an officer's certificate of competency issued in India, Hong Kong or sometimes Singapore. I found it invaluable when researching for my first novel and now for my second. Worth every penny just for the memories it brings back of those halcyon days. Cheers lads "sun's over the yardarm."

I remember one time I was home on leave and the company asked be to go as extra 2nd. Mate around the coast on another of their vessels which was discharging and loading general. This job lasted about a fortnight and of course I was doing more than my fair share of N.O.B. to release others who were not taking their leave as such. In those days in the UK you were paid 1 pound a night for doing so, and I was paid accordingly. On returning home I was called into the office and told I was not entitled to this money and asked to return, which I did. The MNAOA on hearing of this went up in the air and stated I was not a port relief officer as such, and again the NMB book was being misquoted. Being a good company servant and not wishing to make waves I told them to forget it. Again on reflection on looking back a lot of us were taken for a ride by the Shipowner who had no feelings of guilt on getting rid of long serving members of sea staff at later dates. Best Regards John Sabourn