C O N T E N TS

FOREWORD
CHAPTER I
1. ADMINSTRATION OF THE ROYAL NAVY.
The Cabinet, parliament and the Nation – The Board of Admiralty – Naval Estimates – The
Admiralty – The Fleet – Method of administration – Rank and Command

2. NAVAL RESERVES , ROYAL MARINES AND WOMEN‘S NAVAL SERVICES.

3. DIFFERENT BRANCHES OF THE ROYAL NAVY.

Executive Branch – Engineering Branch – Electrical Branch – Chaplain‘s Branch – Instructor
Branch – Medical Branch – Dental Branch – Supply and Secretariat Branch - Constructor
Branch.

4. OFFICERS – MARKS OF RANK.

Sleeve Stripes – Distinction Marks of Branch – Shoulder Straps.

5. RATINGS – DISTINGUISHING BADGES.

Cap Ribbons – Cap badges.

CHAPTER II
1. SALUTING
Historical – Object of saluting – To whom saluting – To whom salute are given – The hand
salute – When to take your cap off –Salutes by sentries – Remarks on saluting and marks of
respect.

2. CEREMONIAL.
Personal salutes – Some Naval customs and ceremonies

3. UNIFORM , CLOTHING AND BEDDINE.

History of uniform – Issue of uniform and kits – How to wear your uniform – Care of kit – Dress
– Bedding.

V
 CHAPTER III

1. LEAVE AND LIBERTY.

Leave at home – Leave abroad – Miscellaneous leave – Classification for leave – Leave
regulation

2. PAY , ALLOTMENTS AND RENITTANCES.

Main payment – Misusers payment – allotments – Remittances – Custody of cash.

3. DRAFTING AND ADVANCEMENT.

4. EDUCATION.
The Able Seaman‘s test – Educational Test , Part I ( E.T.I. ) – Educational Test , Part II ( E.T.II.)
– Higher Educational Test ( H.E.T.) – Further education

5. RELIGION.
The Church in the Navy – Some of the duties of the Chaplain.

6. WELFARE.
Administration – Recreational facilities – Family welfare – Trusts, funds and associations

CHAPTER IV
DISCIPLINE

CHAPTER V
GENERAL SEA TERMS
Seamanlike language – Terms for parts – of – ship – Terms describing position – Movements of
objects onboard – Movement of the ship.

CHAPTER VI
TYPE OF SHIP
Warships – Merchant ships.

`
VI
 CHAPTER VII
1. ELEMENTARY SEAMANSHIP.
Rigging – Wire rope and cordage – Bends and hitches – Splicing a rope – Blocks – Tackles –
Rigging of a derrick – Throwing a heaving line.

2. SHIP MAINTENANCE
Paint and painting – Cleaning ship.

CHAPTER VIII

1. ROUTINE
Time, and division of the day into ‗watches‘ – Daily harbour routine – Daily sea routine .

2. ORGANISATION
Command – Departments – Watches – Parts – of – ship- Divisions – Employment of the hands
– Quarters – Watch and station bill – Duty watches – Watch duties in harbour – Watch duties at
sea – Evolutions – Petty Officers‘ routine duties – Officers.

CHAPTER IX

ELECTRICAL INSTALLATIONS
Electrical equipment – Distribution of electric power – Emergency lanterns – Internal
communications – Radio – Electrical dangers – Electrical defects – Electrical fires.

CHAPTER X

BERTHING AND MESSING

Definitions – Organisation of messes – Duties of senior hand of the mess – Messing – Ration
allowance – Victualling and checking – The spirit ration – Soap and tobacco – Extra issues.

CHAPTER XI

FIRE PREVENTION AND FIRE FIGHTING.

Vii
 CHAPTER XII

1. SHIP SAFETY .
Damage control – Types of damage – Precautions against flooding – Fire – Damage to ship‘s
structure, machinery, equipment or stores – Casualties – Ship knowledge – Rules for ship safety
– Rules for Maintenance of fittings and equipment.

2. ABANDON SHIP
3.
CHAPTER XIII

HANDING OF SMALL ARMS

Safety rules for handing weapons – ammunition.

CHAPTER XIV

VOICE COMMUNICATION AND MESSENGER‘S DUTIES.

Passing orders verbally – General rules for voice communication – Methods of conveying voice
communications.

CHAPTER XV

RESCUE FROM DROWNING

Methods of release – How to carry a person – Methods of rescue – Hints to bathers.

CHAPTER XVI

1. FIRST AID.
Control of bleeding – Suffocation and artificial respiration – Relief from pain-Treatment of
shock – Burns and scalds – Treatment of broken bones.

2. PERSONAL HYGIENE AND PRESERVATION OF GOOD HEALTH

General remarks on keeping fit - Special rules to be observed in foreign countries – Animal
disease carriers.
APPENDIX. Useful tables for Simple Calculations.

Viii
 "The navy, whereon, under the good Providence of
God, the Wealth, Safety and strength of the
Kindom chiefly depends..."
(Extract from the preface to the "Article of War.")

CHAPTER I

1. ADMINISTRATION OF THE ROYAL NAVY

The Royal Navy is an organization which has been built up by centuries of experience to
achieve one object, which is to serve our Sovereign and our country in peace or war.
The administration of such an organization must necessarily be complicated, but it's
general principles should be understood by all members of the service.

The Cabinet, Parliament and the Nation

The Nation elects its representatives to parliament at the General Elections, and from these
members of Parliament a Government is formed. At the head of the Government is the Cabinet,
which consists of the Prime Minister and other Cabinet Ministers, e.g., the Minister of Defence.
Other Ministers are appointed as Heads of the Service and other Government Departments, e.g.,
the First Lord of the Admiralty. All the Armed Forces are represented in the Cabinet by the
Minister of Defence.

The Board of Admiralty

In the all days the government of the Royal Navy was entrusted to one person who was
called the Lord High Admiral, but this Office has for long been carried out by the "Board of
Admiralty", which is directly responsible to the Sovereign, and the through the Cabinet and
Parliament to the Nation, for the administration of the Royal Navy.

The Board of Admiralty (see Fig. 1 facing page 16) comprises the following members:-

The First Lord of the Admiralty, who is a Member of Parliament of ministerial rank. He
is responsible to the Sovereign, and through the Minister of Defense to the Cabinet and
Parliament, for the government of the Royal Navy.

1
The First, Second, Third, Fourth and Fifth Sea Lords, who are Senior Officers of Admiral's rank
appointed to assist and advice the First Sea Lords on all professional matters. The First Sea Lord
is the principle adviser, and each Sea Lord is allotted a certain sphere of responsibility in the
general administration of the Navy.
The Parliamentary and Financial Secretary, who is a Member of Parliament appointed in
the same manner as the First Lord. He is responsible for the proper expenditure of the monies
voted for the upkeep of the Navy, and for general Parliamentary duties.
The Civil Lord, who is also a Member of Parliament and is appointed in the same way as
the Parliamentary and Financial Secretary. He is responsible for works and civil establishments.
The Parliament Secretary who is a civilian and a high ranking Officer of the Civil
Service. He is responsible for the arrangement of the business of the board and for the Civil
Secretariat of the Admiralty.

Naval Estimates
The cost of the Royal Navy is paid from the revenues of the Country which in turn are
provided by the Nation in the form of direct and indirect taxation. The passing of the Navy
Estimates each year by Parliament determines the number of officers and men and ships and
shore establishments, and the pay and allowances for the Royal Navy for the next twelve months.

The Admiralty
The Admiralty consists of several Departments and Divisions, each under the directorship
of a senior Naval Officer of senior Civil Servant who is responsible to one of the Member of the
Board for the work his Department or Division. Departments and Divisions do not hold any
command or jurisdiction over the Fleet, but they advise and assist in the general operation and
administration of the Navy.

The Fleet
All the remainder of the Royal Navy, consisting of officers, men, ships and shore
establishments, is known under the general

2
term of "The Fleet". The High Seas are divided into various spheres of jurisdiction and
administration, each under the overall command of a Commander-in-Chief who is responsible to
the Board of Admiralty for all under his sphere of command. These spheres comprise all the
Home Ports and all fleets and stations at home and abroad.

Fleet, Stations and Squadrons. Under each Commander-in-Chief are the various
squadrons, flotillas, dockyards and shore establishments within his command, each of which is
under the command of its respective Flag or Senior Officer, who is responsible to his
Commander-in-Chief for the squadron, flotilla or establishments which he commands.

The Ship. Finally there is the ship which is under the command of her Captain. He is
responsible to his Flag or Senior Officer for the charge of his ship and for the conduct of all
serving in her.

Method of Administration

The method by which by the Royal Navy is governed consists of a series of regulation
and instructions issued from time to time and known under the general term of Naval Law.

PROVISIONS OF NAVAL LAW

Special provisions has to be made for the conduct of our ships and of the people in them
when they sail beyond the territorial limits of the Country. Any such regulations must not only
follow the laws of our Country, but they must also conform to International Law and allow for
the different situations in which a ship may find herself. Provisions has also to be made for the
safety of the ship and those in her, and for the general conduct of the crews in peace or war.

NAVAL REGULATIONS

That part of Naval Law which concerns the administrations of the Royal Navy is known
under the general term of Naval Regulations. These comprise the naval Discipline Act, the
King's Regulations and Admiralty Instructions, the Navy List, Admiralty Fleet Orders, and other
orders or instructions issued from time to time by the Board of Admiralty.

3
Extent of Naval Regulations. All persons in the Royal Navy are subject to the provisions of
Naval discipline, as also are any other persons embarked in H.M. Ships. Naval discipline also
covers those places ashore, at home and aboard, which come under Admiralty jurisdiction, such
as dockyards, Admiralty property, Naval canteens, Sailor Homes, etc.

The Naval Discipline Act is an Act of Parliament which lays down general rules for the
conduct and discipline of officers and men. Part I of this Act consists of The Article of War
which specify the various punishable offences and their respective penalties. The remaining parts
deal with the regulations for enforcing the provisions of the Act. A copy of the Articles of War is
posted, prominently, in every ship or shore establishment.
The King's Regulations and Admiralty Instructions (K.R. & A.I.) supplement at the
Naval Discipline Act and include all the various orders and instructions on a multitude of matters
concerning every detail involved in the general government of the Royal navy. They are
available for study in the reference libraries of every ship or shore establishment.
The Navy List shows all ships, shore establishments, dockyards, etc., under Admiralty
control and the names of all officers of the Royal Navy, and the Royal Naval Reserves, whether
on the Active List or retired. The Appendix to the Navy List gives details of pay, pensions,
gratuities, honours, decorations, medals, uniform regulations, etc. The Naval List and its
appendix are also available for reference in all ships' libraries.
Admiralty fleet orders (A.F.O.s) are published weekly in pamphlet form and are issued
to all ships and shore establishments. They provide the means for the rapid circulation of
instructions concerning current administration and technical equipment of the Royal Navy.
A.F.O.s of a general nature which affect the whole of a ship's company are reprinted in a special
form for posting on notice boards.
Customs of the service. It would not be practicable to lay down exact and detailed
instructions covering every method of interpreting all the various regulations; but these methods
have been regularised by custom, which has been built up from the experience gained through
the centuries in which the Royal Navy has been in existence. these customs strike the balance.

4
1. ADMINISTRATION OF THE ROYAL NAVY

between respect for authority , individuality and consideration for others. Thus they enable
officers and men of varying degrees of responsibility, and of many professions or trades, to live
happily together on board a ship and at the same time enable them to maintain the requisite
degree of discipline towards each other.

Rank and command

Officers and ratings take precedence in accordance with their rank or rate, and their
respective seniorities therein. The order of precedence between the various branches is given
below
EXECUTIVE ;
ENGINEERING;
ELECTRICAL;
CHAPLAINS;
INSTRUCTORS;
MEDICAL;
DENTAL;
"S" BRANCH.
Where seniority in rank or rate in any branch is equal, the order of precedence is:- for officers ,
that shown in the Navy List ; and for ratings, that shown in the Post division rosters.
The order of precedence between the fighting forces is Royal Navy ,Army ,Royal Air
force, and the relative ranks of the three services are shown in fig 2, following page 16 together
with the respective distinguishing badges, lace, ect.. of the various ranks.
Military command. this is defined as "the authority to command ships or boats, or to
direct any work or undertaking which requires the co- operation of different branches" and it is
vested fully only in officers of the executive branch and ratings of the seamen class.
Command. officers and ratings have command over the subordinates in their respective
branches according to their rank or rate. The term superior officers denotes any rank or rate of
and above that of petty officer.
Rating who are employed on regulating, patrol, or sentry duties are authorized in the
execution of those duties to give lawful orders to officer or ratings irrespective of rank or rate.

5
A rating below leading Rate may be detailed by superior authority to take charge of other ratings,
and when so detailed he is to exercise full command over them in the same manner as if he were
of leading rate.
Command of a ship. The command of a ship and her company is vested in the officer
appointed as Captain. In the absence of death of the captain the command of a ship devolves on
the executive officer next in seniority to the Captain. Thereafter the command devolves
successively on the senior surviving officer of the executive branch, and then on the senior rating
of the seaman class. the commanding officer of a ship at any given is define as the senior
executive officer on board.

2. NAVAL RESERVES, ROYAL MARINES AND WOMAN'S NAVAL SERVICES

Naval Reserves
These consist of the Royal Naval Reserve, the Royal Naval Volunteer Reserve, the Royal
Fleet Reserve and the Royal Naval Special reserve, the first two of which are placed under the
administration of the Admiral Commanding Reserve, and the last two under that of the
Commanders – in –Chief of the Home Ports. each of these Reserves is part of the Royal Navy
proper and each plays a most important part in the service of our Sovereign and the Country both
in peace and war. when so qualified the take precedence, rank and command equally with their
counterparts in the Royal Navy.

Royal Naval Reserve

The Royal Naval Reserve (General Service) consists of professional seaman of the
Merchant Navy who volunteer for duty in this reserve force and are enrolled as officers or ratings
in accordance with their professional status and proficiency. All members undergo set period of
training in peace time with the Royal Navy, for which they receive the same pay and allowances
as their counter parts in the Royal Navy. They also receive various emoluments such as training
fees, retainers, and uniform allowances. They hold themselves ready for immediate duty in the
event of and emergency or war and form an invaluable addition in such events.

6
NAVAL RESERVES, ROYAL MARINES, AND WOMAN'S NAVAL SERVICES.

Queen Alexandra's Royal Naval Nursing Servicewas formed in 1902 under

the patronage the Queen Alexandra.

On active service in the last two wars, as well as serving in hospitals at all stations at
home and abroad, they staffed our hospitals ships in every theatre of war.

Members of the Q.A.R.N.N.S. rank as officers, their grades being Matron – in – Chief,
Principal Matron Matron, Senior Sister, and Nursing sister, Corresponding to the inclusive ranks
from commodore to sub-lieutenant.

3. DIFFERENT BRANCHES OF THE ROYAL NAVY

Many branches of the Royal Navy can trace their origin for centuries past, but generally
speaking it was not until 1832 that they came under the direct control and administration of the
Board of Admiralty and were built up in the forms in which they are now known. With the
exception of the Executive branch the officers of the various branches wear cloth of different
colours between the rows of distinguishing lace of their rank. The rating are distinguished by
different badges worn on the right arm, or, in the case of Chief Petty Officers, on the collar.

Executive Branch

This is the oldest and most senior branch in the service and the only one to exercise full
military command. Officers of the executive branch fillall the appointments in command at sea
and solely responsible for the efficiency and well being of all ships, squadrons and fleets under
their command.

The branch is composed of officers and ratings whose Chief duties are connected with
organization and administration, navigating the ships and manning their armament. It includes
officers and ratings who have specialized in Navigation, Direction, Gunnery, Torpedo, Anti-
submarine warfare, Communications, Submarines and Naval Aviation.

Engineering Branch

This now forms the largest technical branch of the Royal Navy. May be said to have had
its birth in 1821, when the Admiralty

9
laid down the " Comet", a vessel of about 200 tons displacement, fitted with engines. the branch
is not, therefore, of reason growth though it was not formed as it is known today until 1883.

Engineer officers range in rank from Vice – Admiral (E) to Midshipman (E) and the
rating are divided into three classes, namely Stoker Mechanic Artificer, and Mechanician.
Engineer officers and rating of the Stoker Mechanic class exercise limited military command.

Electrical Branch

This branch was formed at the beginning of the 1946 as the result of experience over a
number of years, including those of the 1939 – 45 war, during which the electrical equipment of
ships and air craft became increasingly complicated and the previous system for its maintenance
became inadequate.

The branch consists of Electrical officers qualified in both general electric and radio
work, and artificers and ratings who are specialists in one of these subjects and who are further
subdivided in to ships and air categories. Electrical Branch ratings consist of Chief Electricians,
Chief Radio Electricians, Chief Electricians (Air) and Chief Radio Electricians (Air),who are the
Chief Petty Officer equivalent of the Seaman Branch, Electricians, Leading Electricians ' Mates
and Electricians ' Mates, with their Radio and Air counterparts, who correspond to petty Officers,
Leading Seamen and Able Seamen respectively.

Chaplain's Branch

The civilian clergyman ashore has had his opposite number serving in H.M ships from
very early days. Naval chaplains were regarded as civilians until about 100 years ago, when it
was decided that their status should be that commissioned officers, but that they "should not hold
any military rank, but are to be treated with the respect due to their sacred office" the spirit of
this most wise arrangement has been preserved ever since, the wearing of uniform being
optional and no badges rank being worn.

The head of the Chaplain's Branch has been known since 1879 as the "Chaplain of the
fleet". Since 1902, he has also held under the Archbishop Canterbury, the title of Archdeacon of
the Royal Navy. Until the Firs world war (1914-1918)

10
Chaplains belonged only to the church of England ,but since then Roman Catholic and Non-
Conformist Chaplains have been entered for service in the fleet. This has led to the appointment
of senior Chaplain for the church of Scotland and Free Churches and for the Roman Chatholics.

Instructor Branch

Education officers have been carried in ships since the 17th century. Their duty was to
instruct young officers. In 1837 they were called Naval instructors to distinguish them from a
new Petty officer rate – the seaman's schoolmaster – which was then introduced for the
instruction of ratings. In 1916 the seaman's schoolmasters were given warrant rank and in 1918
the two types of education officer- instructor officer and schoolmaster –remained until 1946,
when they became one under the general title of instructor officers.

Instructor officers are borne in all the larger ships and establishments and should be
consulted by all ratings who need helping educational matters. They range in rank from
instructor Sub-Lieutenant to instructor Rear-Admiral.

Medical Branch

From the days of Charles I, surgeons were carried in nearly all warships. They used to
comprise to classes- those of the higher class being graduated of the college of physicians, and
those of the lower being recruited from the company of Barber- Surgeons. They were regarded
generally as civilians and neither class wore uniform. They were assisted in their duties by
surgeon's mates and by men detailed from the ship's company. It was not until 1833 that men
were recruited and trained as Sick Berth Attendants and borne as such in ships.

In 1843 the branch was first established in its present from, with a Medical Department at
the Admiralty and Medical Officers replacing the physicians and surgeons. Medical officers rank
from Surgeon Vice-Admiral to Surgeon-Lieutenant. All are qualified medical practitioners and
many are specialist. The rates comprise Sick Berth Chief and Petty Officers, Leading Sick Berth
Attendants and Sick Berth Attendants, with specialist qualifications for each rate.

11
Dental Branch

Until the end of the last century little interest was taken in the dental condition of naval
personnel and dental disease and neglect were rife. Any emergency treatment necessary was
undertaken by the Medical Officer.

In 1904 a limited number of civilian dental surgeon were appointed for full time duty at
certain shore establishments. During the First world war (1914-18) a number of civilian dental
surgeons joined the navy for war service, those employed afloat being granted temporary
commissions in the R.N.V.R and wearing uniform similar to that of Medical Officers. In 1918
the present ranks of Surgeon –Lieutenant (D) , etc., and the distinguishing color orange were
introduced .

In 1920 a permanent dental branch was instituted from a nucleus of Dental officers who
had served in the First World war. This number has been gradually added to and dental officers
now rank from Surgeon – Captain (D) to surgeon –Lieutenant (D).

Supply and Secretariat Branch

From the earliest time a purser has been borne in H.M. ships. His duties used to be
concerned entirely with provisions and victuals , and it was not until about 100 years ago that he
became responsible for the payment of officers and ratings . In addition to the purser , the
captain of each ship was allowed a clerk to carry out the secretarial work involved in the general
correspondence of the ship .

At various times the duties of custody of monies and payment of wages ,custody
preparation and issue of provisions and victuals, custody and issue of stores, keeping of ledgers,
correspondence and secretarial work, were absorbed , grouped together under one heading and
became the responsibility of what is now known as the supply and secretariat branch.

officers rank from Vice Admiral (S) to Cadet (S).The distinguishing cloth between their strips is
white. The rating are divided into five classes, namely Writer, Stores, Cook (S), Cook (O), and
stewards.

Constructor Branch

The royal Crops of Naval Constructors is responsible for designing H.M. Ships,
superintending their construction in H.M.

12
Dockyards and commercial shipyards, and carrying out repairs and alterations and addition to
their hulls whilst in service. It is civilian crops and members only wear uniform when under
training or serving in one of H.M. Ships, or When on duty in a foreign country during war.

constructor officers normally only serve at sea at the very early stages of their career. for
training , and later on they serve on the staffs of certain commanders-in –chief to advice on
matters concerning Naval Construction.

They wear between their strips a distinctive coloured cloth of silver grey; this is also
worn by shipwright officers who are officers promoted from the rank of commissioned
shipwright officers.

4. OFFICERS - MARKS OF RANK

Sleeve Stripes

The rank of officers is indicated by stripes of gold lase on the cuff of each sleeve of the
coat (on the greatcoat and in white uniform the lase is worn on the shoulder straps).

Ranks and the lase worn are as follows (see fig .2, following page 16).

Admiral of the fleet ... 1 broad stripe and 4 stripes

Admiral ... ... ... 1 broad stripe and 3 stripes
Vice – Admiral ... ... 1 broad stripe and 2 stripes
Rear-Admiral and commodore 1st class 1 broad stripe and 1 stripes
Commodore 2nd Class .. 1 broad stripe
Captain ... ... ... 4 stripes
Commander ... ... ... 3 stripes
Lieutenant – Commander ... 2 stripes and 1 half –stripe, between
them
Lieutenant ... ... ... 2 stripes
Sub-Lieutenant ... ...
Senior Commissioned Branch Officer 1 stripes
Commissioned Branch Officer 1 half –stripe

13
Subordinate Officers do not wear distinguishing lace, but are indicated as follows :-

Midshipman On each side of the collar of the coat, a white patch with a buttonhole of
white twist and a corresponding button.

Naval Cadets On each side of the collar a buttonhole of white twist with a corresponding
button.

In all cases where gold lase is worn ,the topmost stripe is formed into a curl is affixed
immediately above, and touching the broad stripe.

Distinction Marks of Branch

The branch to which officers belong is indicated by coloured cloth worn between the
stripes , or in the case of single stripes, worn below the stripe. subordinate officers wear a half
stripe of the appropriate coloured cloth on their sleeves or shoulder straps. The various branches
to wich officers may belong, and the corresponding coloured cloth are as follows:-
Executive ( includes all no coloured cloth officers not mentioned below)

Engineer ... purple

Medical ... scarlet
Dental ... orange
Wardmaster ... maroon
supply and Secretariat ... white
Instructor ... light blue
Shipwright and Constructor ... silver grey
Electrical ... dark green
Ordnance ... dark blue

Shoulder straps
On the shoulder straps of greatcoats and white uniform Flag Officers and Commodores
st
1 Class and officers of non-executive branches ranking with them, wear the special badges
shown in Fig 2 following page 16. All other officer wear their

14
distinguishing rank stripes and branch cloth on their shoulder straps, except that Midshipmen and
Naval Cadets of the Executive Branch do not wear shoulder straps.
Officers of any branch serving on the personal staff of a Flag Officer or Commodore, and
Naval Attaches, wear aiguillettes (i.e., ropes of gold lace hung from the shoulder) on the left
shoulder.
Aides –de-camp to the Sovereign, Admirals of the Fleet and Honorary Physicians and
Surgeons to the Sovereign, wear aiguillettes on the right shoulder.

5. RATINGS- DISTINGUISHING BADGES

Petty Officers and ratings, whether dressed as seamen or not, wear the badges denoting
rating and conduct on the left arm and the badges denoting branch or specialist qualification on
the right arm.
Chief Petty Officers wear three large gilt buttons across each cuff and no other arm
badges. They wear the badges denoting their branch or specialist qualification on the collar of
their jackets.
Artificer Chief Petty Officers wear no collar badges.

Cap Ribbons
In peace, men dressed as seamen wear cap ribbons with the name of their ship on them in
gilt letters ; in war, the cap ribbons only bear the letters H.M.S

Cap Badges
Cap badges for men not dressed as seamen and arm badges re illustrated in fig
3,following page 16.

15
 ERRATA

FIG. 2-Cont. Last section

Royal Naval Reserve and Royal Naval volunteer reserve.- delete whole paragraph and the four
the illustrations.

FIG. 3- cont. BRANCH BADGES

Naval airmen (other than naval airmen S.A.M.). delete the words (other than naval airmen
S.A.M.).
Naval airmen (S.A.M.). delete badge and caption.

FIG. 3-cont. BADGES DENOTING SPECIAL DUTIES OR QUALIFICATIONS WITHIN

BRANCHES
T.D. 2 star badge. delete badge and two captions
Quartermaster coxswain. delete the word ''Quartermaster '' in two places

FIG. 3-cont. LETTERS INDICATING SPECIALIZATION WITHIN BRANCHES

Delete layer L
Anti-aircraft A
Stenographer ST

16
FIRST LORD OF THE ADMIRALTY

1st SEA LORD and CHIEF of NAVAL STAFF

VICE-CHIEF OF NAVAL STAFF

DEPUTY CHIEF OF NAVAL STAFF (AIR)

ASSISTANT CHIEF OF NAVAL STAFF

2nd SEA LORD CHIEF OF NAVAL PERSONNEL

3rd SEA LORD CONTROLLER

4th SEA LORD CHIEF OF SUPPLIES AND TRANSPORT

5th SEA LORD DEPUTY CHIEF OF NAVAL STAFF (AIR)

PARLIAMENTARY AND FINANCIAL SECRETARY

CIVIL LORD

PERMANENT SECRETARY

FIG. 1. BOARD OF ADMIRALTY.

 CHAPTER II

1. SALUTING

The personal salute for officers and men of the royal navy in it's present from is of comparatively
recent origin, having been introduced in 1890 to conform with the army.

The original method of saluting in the navy was to uncover the head , both when marking the
salute and acknowledging it, and among officers this was accompanied on ceremonial occasions
by a bow. on board ship, where many of the men often did not wear hart, the recognized salute
was to go through the motions of removing one's headgear , or just to touch the forehead, this
salute being acknowledged in the same manner. the original salute of removing the cap is still
retained in the navy on certain occasions detailed later, and this manner of saluting is a custom
which we honour as one of the tradition s of our service.

Object of saluting

Saluting is both an impersonal and a personal matter. First and foremost it is recognition of the
authority of our sovereign and his government, which may be vested in a person, in a place or in
an occasion. it is by no means a subservient act; it is an honest acknowledgment of our duty and
of the laws and discipline of our service, and as such it is observed by every person in the royal
navy , from an admiral of the fleet to a boy 2 nd class. Secondly it is an act of greeting meeting on
other members of our service, or members of other services, or our countrymen, our foreigners,
and is therefore expression of manners and courtesy, and a sense proportion on the part of the
individual

Failure to salute on the proper occasion can therefore be constructed as insubordination,

of manner, or and exaggerated idea of one's own importance. On the other hand a salute correctly
performed can show a proper sense of duty, courtesy and commonsense.

17
 1. SALUTING
The old saying that "anything worth doing at all is worth doing well‖ can well be applied
to the salute. A sloppy , half hearted or furtive salute reflects no credit whatever on the giver and
many law him in other peoples estimation . the salute should be given smartly and ungrudgingly ,
in good time for it to be observed and returned .

TO WHOM SALUTES ARE GIVEN.

(i) Their majestic and all members of the royal family .
(ii) All British Naval , military and air force officers in uniform, from midshipman upwards , and
their equivalent ranks in the army and royal air force .\
(iii) All such officers in plain clothes who are recognized .
(iv) all foreign Naval , military and air force officers in uniform.

THE HAND SALUTE

The correct attitude when saluting is shown in Fig. 4 .
When saluting always look the person you are saluting in the eye , because when you
salute you are not doing anything of which you are ashamed.

WHEN TO GIVE THE HAND SALUTE

(i) When addressing or reporting to an officer, or when being addressed by , or when
acknowledging the order of , and officer.
(ii) When about to pass or be passed by an officer within recognizable distance on shore .
(iii) Whenever the national anthem is played in public within sight or hearing caps are being
worn .
(iv) Whenever national anthems of other countries are played on ceremonial occasions within
sight and hearing .
(v) In ships and shore establishments . when the colours are hoisted in the morning and when
they are hauled down at sunset, and on all ceremonial occasions of hoisting the colours.
(vi) On entering a ship by the gangway .
(vii) On arriving on the quarter deck of a ship .
(viii) When the colours of the Royal Navy (King's colour or white ensign), or British Regimental
colours and standards , or Royal Air Force colours , are paraded uncased .

19
(ix) When the body passes in a funeral procession.
(x) When greeting relatives , civilian friends, or guests on social occasions.
(xi) Whenever in doubt whether who salute or not , it can never be wrong to salute .

WHEN NOT TO GIVE THE HAND SALUTE

(i) When wearing a cap . on occasions when the hand salute would otherwise be given , the
correct method of saluting is to stand to attention facing in the required direction , or , if on the
move , to turn the head and eyes smartly in the required direction.
(ii). When passing or being passed by an officer on board a ship (see" Remarks on saluting and
marks of respect" on page 22).
(iii) In narrow gangways or other confined spaces . Instead you should stand to attention.
(iv) When a member of a boat's crew or a passenger in a boat. Instead you should stand or sit at
attention as ordered.
(v) When actively engaged in work or when a member of a working party, unless you are
addressed by an officer .
(vi) Whenever in the ranks , either at the halt or on the march . on these occasions only the
officer or rating in charge gives the hand salute at the same time ordering the remained to
attention if at the halt giving the command "Eyes Right" or "Eyes Left" if on the march.
(vii) When riding in a vehicle or on a bicycle officers and ratings are not required to salute.
(viii) In messes or in recreation rooms , or when actively engaged in recreation.
(ix) When in plain clothes. The hat is raised instead.

When to take your cap off

(i) At Divine service and in places of public worship.
(ii) Whenever the articles of war of extracts from it are read publicly.
(iii) At inspections, When ordered .
(iv) If you are the individual concerned : at all official investigations, e.g ., at "Defaulters".

20
(v) If your rate is below that of patty officer at the pay table.
(vi) In civil courts of jurisdiction.
(vii) The entering a flag or commanding officer's quarters ,officers messes and cabins chiefs and
petty officers messes, mess rooms , messes , ship bay, administrative officers and private houses
or apartments .

Salutes by Sentries
A Sentry is to " present arms " to all officers of lieutenant commanders rank and above , and to
equivalent ranks in the other services , and in the armed services of foreign nations. A sentry is
also to " present arms " to the colours of the Royal Navy , The king's colour , Regimental
Colours and Royal Air Force Colours , when uncased; also to armed parties and to the body
when a funeral procession passes . The salute at the "slope"is to be made to unarmed parties.

during the period between dusk and dawn the salute at the "slope"
is to used, unless the sentry can clearly distinguish that and officer's rank is such that he is
entitled to the "present arms".

Remarks on Saluting and Marks of Respect

When a salute is made to two or more officers it is returned by the senior officer only. An
officer passing of being passed is not saluted when the rating is in the company of a more senior
officer. All individuals in company salute on passing or being passed by a more senior officer
(unless they are marching in the ranks).

When both hands are occupied in carrying anything, if practicable, the burden should be put
down and the hand salute given. If this is impracticable, the head and eyes should be turned
smartly in the direction required.

The salute which is given by everybody when stepping on board a ship is a salute to the ship and
her company, and it should always be given irrespective of place or means of entry.

The custom of saluting on arrival on the quarter deck derives from the mark of respect paid to the
authority of the Royal Navy as symbolised by the White Ensign which is usually hoisted on the
ensign staff at the after end of the quarter deck.

21
On board when and officer makes his way along the ship, a gangway should be cleared for him
and all ratings should stand to attention as he passes.

The cap is a symbol of the authority vested in the wearer and is therefore worn whenever he he
is exercising such authority. Caps are not removed by officers or men under arms and in the
execution of their duties.

The custom of removing your cap on entering a mess or living space, or a private house, is a
common courtesy in accordance with the manners of our country.

In some ships it is the custom for an officer to carry his cap under his arms should be wish his
presence to be disregarded (except for clearing the gangway) when making his way during silent
or recreational hours.

On board a ship, officers only salute their seniors on the first occasion of meeting them or
passing them on deck in daylight, and thereafter only when reporting to or being addressed by or
acknowledging the order of a senior officer.

Officers and guest entering or leaving a ship by the gangway are saluted by the Officer of the
Watch and the gangway staff.

Officers entering or leaving a boat are saluted only by the officer or coxswain of the boat. Other
ratings stand or sit at attention.

When an officer enters a compartment during an inspection, or to addressed collectively the

persons therein, all should stand to attention until given the order "Carry on".

Ratings do not exchange salutes except when meeting each other socially.

02. CEREMONIAL

Personal Salute

Salutes and marks of respect are accorded in different ways, examples being :- the hand salute ;
blowing of bugles ; piping the side; parading of guards and bands; playing of national anthems
and other musical salutes; lowering or dipping of colours. and the firing of guns.

22
HAND SALUTE

The hand salute is the personal salute of officers and men, and has been described and explained
in the previous section.

SALUTE ON THE BUGLE

The "General Salute" is a personal salute paid to rank. It is only sounded when no band is
available to play the appropriate anthems or musical salutes.

The alert sounded on the bugle is a mark of respect paid to the occasion or to rank, and, with
certain exceptions, it is only accorded to persons hoe are specifically entitled to it. When a bugle
is not available, the "Still" is piped on the boatswain's call or blown on a whistle instead of
sounding the "Alert". The Alert is sounded on the following occasions:-

at the hoisting and hauling down of colours;

between the hours of "Colours" and sunset, on the arrival or departure of Royalty, and
certain other persons specifically entitled to it;

between the hours of sunrise and sunset in warship not under way, when a boat or tender
passes which is wearing a standard of Royalty or the flags or emblems of other persons
entitled to it;

between the hours of sunrise and sunset when a warship in harbour or in an anchorage
passing or being passed by a flagship or a foreign man-of-war provided that one of the s
hips is at anchor.

Whenever the "Alert" is sounded all hands on deck stand to attention and face outboard until the
"Carry on" is sounded (except at the hoisting and lowering of colours when all hands on deck or
nearby stand to attention, face the Colours and salute, remaining at the salute a until the "Carry
on" is sounded).

PIPING THE SIDE

Piping the site is a mark of respect, which in the Royal Navy is reserved exclusively for the
Sovereign when in any uniform, a member of the Royal Family when in naval uniform, and for
Captains of H.M. ships and certain other naval officers of the Executive branch in naval uniform,
and for all foreign naval officers in uniform irrespective of branch; it is not accorded to any other
officers or dignitaries.

23
This mark of respect owes its origin to the days when captains of ships visited other ships when
at sea. On this occasions they were hoisted aboard from their boats in a chair slung on whip rope
from the lower yard arm. Such arrivals were accompanied by the pipes of the boatswains when
passing the necessary orders to the men manning the whip.

PARADING OF GUARD AND BANDS

Guards are only paraded for Royalty, foreign sovereigns and heads of stats or persons holding
military rank (i.e., those in command of armed forces). They are known as "Guards of Honour "
and vary in sized with the importance of the person for whom they are paraded.
Bands paraded for the playing of musicale salutes is of comparatively recent origin. Sovereigns
and Presidents of Republic are saluted with the National Anthem of their country. Other officers
and dignitaries are saluted by the playing of specified tunes.

Military Honors include the parading of guards and bands, and , except in the case of Royalty
and other dignitaries representing Royalty, are received for officers of military rank. In the Royal
Navy military honors are only accorded to Flag Officers, Commodores who are entitled to fly a
Board pendant and other officers of the Executive branch of the rank of Captain who are in
command of ships or shore establishments.

Dipping of Ensigns
As and act of courtesy and recognition merchant ships dip their ensigns on passing a war
ship. Whenever this salute is given the warship acknowledged it by lowering her ensigns and re –
hoisting it. On no other occasion (except when they are half-masted) are the colours of H. M.
ships lowered out of routine times. H.M. ships do not lower their colours to each other or to
foreign warship.

Gun Salutes
The firing of salutes in honor of a Royal or other personage, or of a country, is a very old
custom. Gun salute are always given in odd numbers; in the all base the even numbers were
reserved for occasions of mourning the Interval between successive guns in a salute is five
seconds.

24
 Court Martial Gun. The ship in which a court martial is to be held fires a gun when the
colors are hoisted , and at the same time hoists the Union Flag at the peak.

Some Naval Customs and Ceremonies

OFFICIAL VISITS
On the arrival of one of H.M. ships in a foreign port, visits are exchanged between the
flag or Commanding Officer of the ship, and various government, naval, military or civil
authorities in the port. The scope and rules for such visits are laid down in the " King's
Regulations and Admiralty Instructions" On some occasions they may take place over several
days.

OFFICER OF THE GUARD

On the arrival of a foreign man-of- war, merchantman, or yacht in a British port it is
customary for the Senior Officer to send the officer of the Guard( as detailed by the Guard Ship)
ton visit her and to offer her the usual courtesies and facilities of the port. On his return
the Officer of the guard makes out a report in writing of the details of his visit.

CEREMONY ASHORE
On all ceremonial occasions the Royal Navy, as the senior of the armed forces of the
Crown, is accorded the position of honor, i.e., on the right of the in review order, and in the van
in marching order. The Naval marches are "Heart of Oak" for the march past and "Nancy Lee"
for the advance in review order.
BADGES, TROPHIES, ETC.

The badge of the Royal Navy is the naval crown which consists of a circlet surmounted
by the sterns of four men –of – wear, each with three poop lanterns and for square sails, each sail
being spread on a mast and yard and fully filled and sheeted home; The ships and sails are
positioned alternately this badge, or the Royal Crown is often mounted on the truck of the
ensign and jack staff.
Each ship has a badge or crest with a motto, which is allotted to her on commissioning by
the College of Heralds after the approval of the Board of Admiralty. This badge is displayed
prominently on board and also on the bows of the ship's boats.

25
 CHAPTER II

Caps are always to be worn square and never ―flat-a-back‖ chin stays should always be
well secured. The number of caps for compulsory kits are :- Home service, 1st. October to 30th
April , two blue, one white ; 1st May to September, two white. Abroad, two white . Men
returning from service abroad between 1st October and 30th April are to provide themselves with
a blue cloth cap. White caps are not to be worn on leave at home when blue caps are the rig.\
Caps ribbon are issued free to every rating in class II uniform whenever he first joins a
ship. They are to be tied with a 2-inch bow over the left ear and worn with the centre of the
lettering over the nose.
Black silk scarves for wear with Class II uniform are worn under the collar with the ends
stitched together. They are secured by the jumper tapes so as to allow a bight one to two inches
long below the bow of the tapes.
Tapes should be 23 inches long. Secured on the bight to a becket fitted one inch above
the bottom of the ―v‖ of the jumper. The above of the tapes should be two to three inches a cross.
The ends should be fishtailed and not more than seven inches in length.
A lanyard is always worn with dresses no‘s 1,2,6 and 7. It is round the neck under the
collar so that the Turk ‗s head rests on the silk at a position just above the ―V‖ of the silk; the end
is passed under the silk from light to left and then stowed in the left pocket of the jumper.
Knives are to be worn by all seaman branch ratings.
Overcoats, waterproof coats or oilskins are always to be correctly buttoned up and collars
turned down (except in bad weather ).
White scarves may be worn by Chief and petty officers when in night clothing and when
not on duty (except in shore establishments), and by ratings in class I or class III uniform when
wearing overcoats or oilskins they may also be worn by all rating when on leave
Boots are never to have stood, tackets or metal on either soles or heels when worn
onboard ship.

30
Mourning bands of 2 inch wide double black crepe may be worn on the left arm.
Flags or favours sold by approved charities may, if specially approved, be worn on the lapel for
stuck in the bow of the cap ribbon on the day concerned.

None uniform clothing ( except authorized sport rig) may not be worn visibily with
uniform.

Beards and moustaches may be worn by permission of the captain. When permission is granted a
full set must be grown (ie, a moustache or a beard by itself is not allowed ) and shaving must be
discontinued ,the hairs being trimmed with scission only to achieve neatness and uniformity
―comic opera‖ facial adornments are forbidden . hair must be kept shot and the forelock should
not reach below the eyebrows.
Badge are of the three types
Badges of rate and command ,worn on the left arm.
Good conduct badges, worn on the left arm below the badge of rate
Badges de nothing branch or specialist qualification, worn on the Wright arm

Illustrations of the various badges are shown in fig three following page 16.

Decoration and medals, the more general decoration and medals which may be awarded
to officers and men of the royal navy are shown in the order in which they should be worn, in fig
5, following page 32. Medals are worn with number 1 and 6 dresses and ribbon only with
number 2 and 7 dress. Medals are worn on 1 ½ inches of ribbon with the head of the sovereign
showing. The ribbons are seven on a bar, fitted with a safety pin which passes through backets
seven on the left breast of the jacket or jumper two inches below the point of the shoulder. More
than three medals are worn overlapping each other. Medals ribbon without medals are seven
close together on a cloth backing which is seven to the jacket or jumper the ribbons

31
Should touch each other and a space of a quarter of and inch should be left between rows on
white uniform medal ribbon are worn on a detachable bar. decoration and medals are awarded to
particular individual for some specific service and it is and offence to sell or make away with
them .

Care of kit

Many ships are equipped with laundries but where such services are not available the
following hints will be of value for the washing , care and maintenance of kit.
When electric irons are provided they should be treated with the utmost care. Irons
should be repaired only by and authorized person of the electrical branch. Any defects resulting
from mis us are chargeable to the mess or rating responsible. If a flat iron is not available quite
good results can be obtain with the loom of an oar or a rolling pin.

The supply of fresh water onboard is strictly limited and to save water limiteand to save
water a good system of washing cloths is they are for essential. White clothes should be washed
first and blue or colored articles after never mixed them as the dyes from colored articles may
stain the whites. To prevent the blue dye of colors from staining the tapes, soft, the colors first in
cold water. Before washing white shoes remove all dust and tobacco shreds from the packets
otherwise the suits will be stain. Boiling water should only be used for linen or cotton materials
or drill suits. Never boil slick wool or coloured articles. Blue clothes should be turned inside out
to dry in the open because the sun and air fades the colour.

Do not stow clothes away when damp. Stow white clothing apart from the blue . Wrap up
white clothing in paper to prevent it picking up stains from the kit- bag.

To remove a small smear of paint from serge rub the paint while still wet with another
piece of serge. For grease stains turn the garment inside out, place it von brown paper and scrub
it hard with a cloth moistened with hot water ; the paper will

32
man on entry is issued with a " Type ". With this type he is to mark all his clothing as follows:—

blue clothes … … with white paint;

white clothes … … with marking ink or black paint;

woollen clothes … … with red worsted, or in ink on a white tape, and

sewn over with blue worsted;

overcoatsand oilskins… … with 1-inch type inside and across the shoulders;

trousers,drawers andshorts on the inside of the waistband at the back;

jumpers… … on the back inside and close up to the collar seam;

overalls… … on the back inside and close up to the collar;

flannels… … on the tail;

caps… … in the crown;

towels… … at both ends horizontally and in the centre;

scarves (black silk)… … diagonally across a corner;

boots and shoes… … with steel type along the top of the upper;

jerseys… … with red worsted on the bottom of the tabling;

brushes… … with steel type along the side.

The bedding of all ratings is to be marked with 1-inch type (block letters) with black paint or
marking ink in the following manner :—

beds (i.e., hammock mattresses) … on the foot with his name facing the foot;

blankets… … at the head with his name facing the foot;

bed-covers… … at the sewn-up end with his name facing the open end

34
 Hammocks are to be marked with the man's name, Port Division (abbreviated) and
official number with 1-inch block letters in black paint, in two positions as follows: -

(i) with letter centred and resting on a line 10 inches from the head of the hammock, the
top of the letters being towards the head;

(ii) with letters centred and resting on a line 10 inches from the foot of the hammock,
the top of the letters being towards the foot.

Note:—Clothes should be laid out flat for marking; see that the type is clean and the paint not too
thick.

Bedding markings, with the exception of those on hammocks, may be sewn over with
black worsted

Other personal gear should be marked as follows : —

cap boxes ... ......by a brass plate, ¾ - inch wide, stamped with the man's name;

kit bags ... ......on the bottom and side, in black or white paint, with the man's name and
official number.

KIT INSPECTION

All ratings below Leading rate may be ordered to lay out their kits for inspection by their
Divisional Officers. These inspections are laid down by regulations to ensure that a rating is fully
kitted up and that his kit is in good condition, particularly when he is drafted to sea, or abroad, or
to another ship. The method of laying out a seaman's kit for inspection is shown in Fig. 6. Kit
musters may also be ordered for ratings who, by slovenliness in dress or habits, show that their
kits are either incomplete, incorrect, or in poor condition. Leading rates and above are exempt
from kit muster.

OPTIONAL ARTICLES OF KIT

There are certain articles of uniform which a rating may ―take up‖ (i.e. by from the ships
clothing store) for his own

35
01 Oilskin 20 Sports Shorts 38 Blue jumper
02 Blue cap 21 White Sports jersey 39 Blue trousers
03 A/G Respirator 22 Blue Sports jersey 40 Seamanship Manual &
Naval Ratings Handbook
04 Tropical singlet 23 Collar 41 Call & chain
05 White tropical shorts 24 Stockings 42 Gym shoes
06 Towel 25 Socks 43 Brown canvas shoes or
black slippers
07 Flannel 26 Comforter 44 White canvas shoes
08 Drawers 27 Housewife 45 Scissors, shaving gear,
toothbrush, type hairbrush &
enamel mug
09 Singlet 28 Knife 46 Black boots or shoes
10 No.06 Jumper 29 Silk 47 Football boots r
11 No.06 Trousers 30 Cap Ribbon 48 Sandals
12 Linen Bag 31 Overcoat 49 Boot brushes &clothes
brush
13 Soap Bag 32 Life Belt 50 Attache case
14 Handkerchief 33 Overalls 51 Belt
15 Gloves 34 Action working shirt
16 Cap Box 35 Action working trousers
17 White cap 36 Blue Tropical Shorts
18 Lanyard 37 Jersey
19 Pyjamas

Fig. 6. Laying out kitf or inspection

36
 3. UNIFORM, CLOTHING AND BEDDING
use in addition to the standard kit. He may also " take -up " additional articles of the
standard kit, provided that his total kit. does not exceed the stowage space allowed to
him.

STOWAGE OF KIT

In a ship the amount of space allowed to each rating for the stowage of his kit is
strictly limited and its proper and neat stowage is1mportant. Each rating is
responsible for the stowage of his own kit ili and all kit is to be stowed correctly and not
left sculling about. Each man is provided with a kit locker for his ready-use clothing
and kit. In addition he is allowed an attaché case for his personal effects. Racks are
provided for the stowage of boots aril shoes and special lockers are provided for the
stowage of overcoats and oilskins. Towels in use should be hung on the doors of kit
lockers. All other clothing is to be stowed in kitbags or suitcases in the stowage provided.
Ratings dressed as seamen are allowed one kitbag each in addition to a cap box and an
attaché case. The size of the attache case is limited to 14 ins. 137 8 in. by 6 in. Suitcases
are allowed instead of kitbags for men not dressed as seamen. Men dressed as seamen
may take up suitcases when serving ashore, but they are not allowed them at sea, unless
stowage space permits.

KIT UPKEEP ALLOWANCE

Every rating is expected to maintain his kit in good condition and to replace P;vhen
necessary any unserviceable or worn article of . the free kit originally issued to him. For this
purpose he is allowed regularly a sum of money in addition to his pay, which is credited
to him quarterly in advance in the Ship's Ledger. The amount of this sum of money, which
varies with the current prices of articles of clothing, is published from time to time in
Admiralty Fleet Orders.

OTHER CLOTHING ALLOWANCES AND GRATUITIES

When advancement to a higher rating or rank involves a complete change of

uniform, e.g., to confirmed Petty Officer, a

37
 CHAPTER 1.1

gratuity is paid to enable the rating to effect the change. Allowances are also paid to
ratings whose clothing, by the nature of their duties, is subjected to more than ordinary wear
and tear. Compensation is made for clothing or kit lost or damaged in the execution of duty.
A plain clothes gratuity is also paid to ratings on leaving the Service to assist them in
providing themselves with " plain clothes ".

SLOPS

All articles of uniform which make up the various kits can be purchased from the ship's
clothing store for cash and are known under the general term of " slops ". Each article is
made to Admiralty specification and represents far better value than can be obtained from
civilian sources. The price of each article', which may vary from time to time, is
published in Admiralty Fleet Orders and price lists are on display at each clothing store.
Cash payments are made at the time and place of issue and are taken by a Supply Officer,
or a senior Stores rating detailed by him, and no money for the purchase of clothing is to
be given to any other person.

Demands for clothing are made out on Forms S.80 which, after approval by the
rating's Divisional Officer, are handed in to the clothing issue room. Here they are
examined to ensure that the amounts demanded are not excessive, after which the prices
are inserted for each article and the issue is made against cash payment.

Uniform suits can be supplied made to measure, and for thi. purpose self-
measurement forms are available at the clothing stores. Material to make up uniforms
can also be purchased; but when uniforms are made up by shore tailors the cut must
comply with the Uniform Regulations, otherwise the suit is liable to be confiscated.

In some cases (e.g., for Boys) the cost of slops can be debited agairist a rating's pay in the
ship's ledger.

38
 3. UNIFORM, CLOTHING AND BEDDING SEARCH OF KITS

AND EFFECTS

All ratings below Leading r are liable to personal search on entering or leaving a
ship. This is to guard against smuggling. Leading rates and above are exempt from
personal search, unless especially ordered to be searched by order of the Officer of the
Watch, the Executive Officer, or the Captain. All ratings are liable t9 a search of their
kits and effects by order of the Officer of the Watch, the Executive Officer or the Captain
for a specific reason. Such searches are most necessary to esta blish the innocence
of persons in cases of theft, to trace lost or stolen articles, and to 9atch thieves.
Whenever possible, such searches are carried out by the Regulating Staff under the
supervision of the rating's Divisional Officer and in the presence of the rating concerned.
SCRAN BAG
All articles of clothing found lying about or stowed in improper places are handed to a
member of the ship's Regulating Staff at the Regulating Office where, they are placed in the
" scran bag " Any such articles can be redeemed by the owner forfeit (by custom, one
inch of Service issue bar soap for each article claimed). Any unmarked articles, or
those not claimed within a reasonable period, are disposed of by order of the
Executive Officer.
DECLRED CLOTHING
' No article -of kit is to be sold, acquired, exchanged or given

away, unless the permission of the rating's Divisional Officer has

* first been obtained. Men leaving the Service or who have no further use for articles of
kit often dispose of them by permission; also, dead men's effects, unless willed otherwise,
are usually sold
' by public auction for the benefit of their dependants. Any such ,articles, so acquired by
permission should be taken to the .r" - .1g or Divisional Office, where the old
marking is defaced by a special stamp with the letters D.C. (Declared Clothing) and
the new owner's name substituted. Th.ls is a most necessary regulation in order to
check illegal p3ssession of other men's effects and to trace lost or stolen articles

39
LOAN CLOTHING
In addition to bedding, certain articles of equipment and clothing may be required by a
rating when carrying out special duties. Such articles are issued on permanent or temporary.
loan, as occasion demands, and are known as Loan Clothing. They include such articles as
oilskins, seaboots, watchcoats, and overalls for special parties. Articles issued on permanent loan
are logged in the Pay Book of the rating concerned, and they should be marked with his name.
Articles issued on temporary loan are signed for by the rating drawing them and may be marked
with his name, or with the part of ship or party to which they are issued. In the case of loss or
damage by neglect of any article a sum Is charged against the rating to whom it was issued, at the
rates laid down by regulations.

WASH CLOTHING
Regulations for " wash clothes " are most necessary for the preservation of health, to
prevent the loss or theft of clothing, to preserve orderliness and to provide for the general safety
of a ship in an emergency. Washed clothing is only allowed to be hung in certain places and at
certain times. It is not allowed to be hung in mess decks or other living spaces. A drying room is
usually available where clothing may be hung under lock and key. The times of opening and
closing the drying room are published in ship's orders. Other places between decks may also be
allotted for the drying of clothes.
In fine weather washed clothing is hung to dry on the clothes lines provided for the
purpose, and normally from after working hours until sunset. At the pipe `" Up washed clothes "
clothing is securely stopped to the lines with no " holidays " (i.e., gaps) The lines are then traced
up out of between separate articles. reach. On the pipe " Down washed clothes " the lines are
lowered and each rating is responsible for collecting his own I clothing.

Dress

The type of uniform which is worn at any time is known as the ―dress (or rig) of the day ". The
dress of the day for a number

40
 3. UNIFORM, CLOTHING AND BEDDING

Any ratings when going onboard, or leaving a ship, or in service boats. In shore establishments
Chief and Petty Officers may wear plain clothes when proceeding on or returning from short
leave.
Bedding
HAMMOCKS
The hammocks is made of canvas and has 16 holes in each and, usually fitted with
eyelets.
Clews (csee Fig.7).A set of clews for slinging the ends of the hammock consists of two lanyards,
each spliced to its metal ring, each carrying eight nettes (6- foot lengths of 3- strand white hemp,
5/8 – inch in circumference ). The nettles are first middle, and an eye is seized at the end of the
bight with a racking seizing ; The nettle is secured to the ring by passing the eye through the
ring and then reeving its two ends through its eye. As each nettle has two ends, sixteen ends are
thus provided, one for each eyelet hole in the end of the hammock. The ends of the lanyard are ―
pointed‖ and the ends of the nettles are ―double whipped‖.

Lashing.This consists of a length of sisal long enough to allow seven turns, each marline
hitched, to be taken round the hammock and the end thus secured to its own part. The lashing has
and eyesplice at one end and is ―pointed‖ at the other.

To sling the hammock (see Fig .7) , secure one lanyard to the hammock bar hook overhead so
that the ends of the nettles hang at the level of the chest. Pass the outer nettles through the outer
corner eyelet holes at one end of the hammock and secure each by a half – hitch, leaving about
six inches of the ends hanging down. Then take the two nettles nearest the center and secure
them to their corresponding eyelet holes in the center of the hammock – end, leaving about four
inches of the ends hanging down. Then secure the remaining nettles in like manner from the
center outwards, leaving increasing lengths of ends hanging

43
 CHAPTER 11

down. Repeat this operation with the other end of the hammock and the other lanyard. Plait the
ends of the nettles up in threes leaving them inside the hammock.

Sling the hammock between two hammock bars by passing the lanyard over the bar, up
through its own ring and form a sheet bend over the nettles. Then distribute the bedding evenly
over the length of the hammock and tauten up the slack nettles if necessary.

To keep the sides of the head of the hammock apart a stretcher can be used. It consists of a
length of wood about two feet long, with a notch cut out at each end These notches take over the
top two nettles on each side of the head. Pass the lashing over the hammock, reeve the end
through the eye. Coil up the lashing, secure the coil with a half hitch and stow it on the head
nettles of the hammock.

Hammocks should always be triced well up to the deck-head to allow passage way below.
Hammocks should never be slung in gangways.

To lash up a hammock(see Fig. 7), distribute the bedding evenly over the length of the
hammock leaving a space of about six inches at each end, to prevent bedding sticking out of the
ends when it is lashed.

Lower the hammock until it is breast high, and stand on the left side facing the head. Take the
coiled lashing from the head nettles of the hammock, adjust the first turn round the head of the
hammock and draw it taut.

The succeeding turns are taken as follows:-

Coil the lashing up and pass it up and over the hammock with the right hand and bring it under
the hammock into the left hand, then over its own standing part and haul taut by swinging back
on it; this hitch is called a marline hitch. Six turns are taken in this manner. The seventh and
final turn is taken round the neck of the hammock at the foot and is secured on its own part by a
half-hitch; the end is then passed neatly along the hammock under each turn. The clews are
stowed by twisting
 44

3, UNIFORM, CLOTHING AND BEDDING

the nettles round right-handed and tucking them with their lanyards under the tums of lashing
along the hammock.

Clean hammocks core slung every fortnight, usually on a Friday. Hammocks are washed with a
hand scrubber, soap and water. The markings are not scrubbed, but are washed by hand.

LAYING OUT BEDDING FOR INSPECTION

The periodical inspection of the bedding of all ratings below leading rate is carried out by
Divisional Officers for the same reason as kit inspection. The method of laying out bedding for
inspection is shown in Fig. 8.

AIRING BEDDING

Hammocks and bedding are aired once a week, weather and other circumstances permitting.
Each mess or division is allotted its own position on the weather decks. When air bedding is
piped(usually after ―Call the Hands‖), hammocks are brought up unlashed and placed(with no
holidays) over the guardrails, with the bedding exposed and clear of the deck. They are secured
in place with a few turns of the hammock lashing around the bedding and guardrails. At the pipe
―Hammock Stowers - Down Hammocks‖ each rating collects, lashes up and stows his
hammock.
 45

immage
 46

CHAPTER III

1.LEAVE AND LIBERTY

Leave with full pay and allowances is granted in accordance with the regulations
whenever possible, but always subject to the exigencies of the Service generally, the safety and
efficiency of the ship in particular, and to any local circumstances which may prevail.

Leave can also be curtailed or withheld on account of misconduct.

TYPES OF LEAVE

Leave is classified under the following headings:-

Liberty-Daily leave of under 24 hours duration.

Short Leave Leave of under 48 hours duration.
Long Leave Leave of over 48 hours duration.

PUBLIC HOLIDAYS

The following days are observed as far as possible as general holidays by ships in Home Waters
and shore establishments at home, except in Boys' Training Establishments, for which special
regulations are laid down.

The day announced annually in Admiralty Fleet orders for the celebration of the birth of the
Sovereign;

Good Friday;
Easter Monday;
Whit Monday
First Monday in August;
Christmas Day;
Boxing Day.

Leave at Home

ANNUAL OR SEASONAL LEAVE

This is Home waters at Christmas, Easter and in the granted in Summer.

 47

CHAPTER III

For sea-going ships of the Home Fleet and Training squadron it consists of 42 days in three equal
periods, each of 14 days For shore establishments and certain ships in Home Ports and the
Reserve of 30 days in three equal periods, each of 10 days.

WEEK-END LEAVE

Short week-end leave may be granted, in addition or seasonal leave, to shore establishments and
certain ships when lying in their Home Ports. Long week-end leave may similarly be granted,
but not more than twelve times per year. An addition of not more than four days may be granted
at each seasonal leave period to personnel who for any reason have been unable to take all their
long week- end leave.

Leave Abroad

Drafting Leave. Every endeavour is made to grant drafting leave to each rating before he is sent
on foreign service.

Local Leave up to a maximum of 14 days a year may be granted

Foreign Service Leave is granted, at the rate of two days leave for each month abroad, on return
from foreign service.

Miscellaneous

Compassionate Leave may be granted at the discretion of the Commander-in-Chief of the station
in urgent cases(e.g., serious illness of a wife or child, or imminent death or serious illness of
parent )

Sick Leave is granted in special circumstances on the advice of the Medical Authorities to help in
the recovery of a rating from an illness.

Watch keepers Leave. Short leave is granted outside the normal daily leave periods to
watchkeepers keep periods of watch, day and night, in harbour.
 48

1. LEAVE AND LIBERTY

Travelling leave. Extra leave,added to long leave ( but not long or short week-end leave), may
be granted to ratings who live at a long distance from the place where leave is being granted

Marriage Leave. Ratings should arrange for their wedding to take place during a seasonal or
other long leave period. If this is not possible long leave may be granted outside the seasonal
leave periods, but only if the rating's services can be spared. such leave will be deducted from
annual leave.

Re-engagement Leave. Twenty eight days leave is granted:- at the end of the first twelve years to
ratings who re-engage to complete time for pension.

to ratings who change from a Special Service to a Continuous Service engagement.

ratings who have completed their time for pension and who re-engage for a further period.

Twenty four days leave is granted to National Service ratings who change to either Special
Service or Continuous Service engagement.

Terminal Leave. Twenty-eight days leave is granted to ratings prior to discharge on completion
of a normal regular engagement to enable them to seek civil employment.

Classification for Leave

All ratings(except Boys) are divided for leave into the First or second Class. All ratings(except
Boys are entered in the First Class on joining(and Boys when they are rated Class for Seamen)
and are only reduced to the Second privileges misconduct. Men in the First Class enjoy the full
of leave allowed; but leave for those in the Second Class is very considerably curtailed.

Leave Regulations

Leave is granted by watches or parts of watches to all rates (except Chief Petty Officers, who
are granted leave irrespective of watch, whenever their duties allow ).

Daily leave is piped in the dinner hour, other leave being notified as circumstances demand.
Daily leave is restricted to
 49

CHAPTER III

within the precincts of the Port. Special permission is required to go outside the prescribed
precincts.

All Chief and Petty Officers request permission of the officer of the Watch before proceeding on
leave, and report to him on return from leave. Leading Rates and below are fallen in before they
go ashore, and when they return, and are inspected by the Officer of the watch.

In ships lying alongside and in shore establishments certain times are laid down between which
ratings are permitted to use a ―free gangway‖. When a ―free gangway‖ is in force ratings are
permitted to pass close by the Officer of the Watch and salute, instead of reporting or falling in
for inspection.

All ratings below the rate of Petty Officer are issued with leave cards which are surrendered
when going on leave from the ship or shore establishment and reclaimed on return. By this
method a check is kept of any rating who may be absent. It is a serious offence for a rating to
have in his possession the leave card of any other rating. Petty Officers and above personally
tick off their names on a board before proceeding on leave and personally initial a cross-tick on
their return.

All ratings proceeding on long leave are issued with a Leave Pass on which is entered the
details of leave granted. Leave Passes may also be issued for short leave. Instructions to be
followed in the event of sickness while on leave, or the loss of return tickets, are printed on the
back of the leave pass. Before proceeding on leave a rating should note the name and address of
the Admiralty Surgeon and Agent nearest to his leave address. All leave is granted subject to
recall, and before proceeding on leave ratings must furnish an address where messages may
reach them in 24 hours during their leave. Change of address while on or leave is to be notified
to the Commanding Officer of the ship,or shore establishment. Whenever possible the telephone
number of a rating's ship or shore establishment is noted on his leave pass so that he may
communicate with his Commanding Officer without delay in a case of emergency. Pay and
Identity Books should always be carried while on leave.
 50

1. LEAVE AND LIBERTY

RETURNING FROM LEAVE AND ABSENCE WITHOUT LEAVE

Each rating is himself responsible for returning from leave at the correct time. Excuses such
as failures of alarm clocks or just missing public transport are not accepted. Should there be,
however, a breakdown in public transport, or similar event beyond the control of the rating,
a certificate in confirmation of the event should be obtained from a recognized official of the
company or from the local police.

Absence over leave is an offence which is strictly dealt with and failure to make every
endeavour to return at the earliest possible time after the expiration of leave is regarded as
aggravating ofthe offence. Abcence over leave may be involuntarily prolonged by lack of
means of transport(e.g., missing the last boat back to a ship). In such cases a rating should
report immediately to the nearest Naval authority such as a ship, shore establishment, Naval
patrol or to the civil police, who will give him any necessary instructions and endorse his
leave ticket with the time of his reporting. This time may be taken into consideration in the
subsequent investigation of the case.

The offence of absence over leave is aggravated in times of emergency or war, and when a
ship is ―under sailing orders‖, and on other special occasions. All ratings are info such
occasions before they proceed on leave.

GENERAL RECALL

Whenever Flag"P", ―Blue Peter‖(see Fig. 9) is hoisted flag

in any ship, it is to be understood as recalling all
officers and men belonging to her who may be
on leave. As soon as a rating sees this flag hoisted he is
to return to the ship immediately.

The General Recall may also be promulgated through

the Naval or civil police, or by notices or announcements
in streets, canteens, cafés, or places of public
entertainment, etc. It must beobeyed immediately.
 51

CHAPTER III

PRIVILEGED LEAVE LIST

There may be certain occasions when it is possible to grant a limited amount of leave, but on
which leave- breaking would case cause great inconvenience. In these special circumstances
leave may be piped only to men who have not broken their leave since they joined the ship and
who can therefore be trusted to return of l from their leave. For this purpose a list of all men who
have not broken their leave is kept in all ships.

RESTRICTIONS ON PERSONS REFUSING INNOCULATION OR VACCINATION

All officers and men are vaccinated and inoculated on entry, and re-vaccinated, re-inoculated,
or inoculatedas occasion demands. Anyone may refuse to undergo these precautions; but should
he do so, permission for him to land may be withheld where there is a danger of contracting any
diseases concerned. This precaution is most necessary in order to safeguard the remainder of the
ship's company.

FREE TRAVEL

On home service each rating is issued with a number of free travel vouchers a year enabling him
to go home on leave and return free of cost. At present(1951) this number is three, but it may
be increased or decreased on instructions from the e Admiralty. A free travel voucher is also
issued for Drafting and Foreign Service leaves.

CONDUCT ON LEAVE

Any conduct while on leave which may bring discredit to the Service is punishable under Naval
Regulations and, for such officers, Naval penalties can be awarded in addition to any sentence
which may be passed by a Civil Court.

DRUNKENNESS

Any rating returning from leave who, through drinking too much alcoholic liquor is unfit to
carry out his duty, may be immediately placed under restraint, both for his own good and
 52

1.LEAVE AND LIBERTY

That of his messmates. Drunkenness is punishable by the mulct of one day‘s pay for each
offence, and in repeated or aggravated cases this may be accompanied by additional
punishments.

LEAVE BREAKING

Leave-breaking is punishable by a mulct of pay and forfeiture of leave under the scale of one
day's pay and one day's leave for each three hours or part of three hours for the first 36 hours of
improper absence, and one day's pay and one day's leave for every six hours in excess of 36
hours. Other punishments may be inflicted in addition for aggravated or repeated offences of
leave breaking. A subsequent leave-breaking offence is not regarded as ―repeated‖ if an interval
of more than six months has elapsed between the offences.

2. PAY, ALLOTMENTS AND REMITTANCES

The pay and allowances of officers and men of the Royal Navy and Royal Marines are set out in
the ―Pay and Allowance‖. On the 1st July, 1946, new rates of pay and allowances were
introduced, and were known as the ―New Pay Code‖, and on the 1st September, 1950, these
rates were further increased under the ―1950 Pay Code‖. The result of the new code ensures that
as far as possible the pay and allowances of the"Royal Navy, the Army and the Royal Air Force
are the same.

Pay accounts of officers and men are kept in what is known as ―The Ledger‖. The Supply
officer is responsible for the maintenance and correctness of the ledger, which is actually written
up by ratings of the Writer branch. In order to make certain that errors do not occur the ledger is
kept in duplicate; The one copy is known the ―Rough Ledger‖ and one copy as the ―Fair
Ledger‖ and each copy is kept independently and concurrently by each of two Writer ratings.

In addition to details regarding pay and allowances, advances of pay, income tax, allotments,
etc., the ledger contains a great deal of information concerning a man's career generally it the
ledger that the Admiralty is able to reconstruct a man career should his Service documents be
lost or destroyed.
 53

CHAPTER I

In cruisers and above the ledgers are kept on board. In small ships, the ledgers are kept at a base
on shore, the base taking the necessary steps to provide Commanding Officers with all the
necessary information to enable them to pay the ship's company and to provide him with the
service they would receive if the ledgers were kept on board.

Main Payment

Payment of wages to ratings is made fortnightly at home and monthly abroad. In the latter case,
a mid-monthly payment is usually authorized for men who require it.

―Paying the Hands‖ is a function that by long custom has become standardized and precise.

Hands are piped to payment at the time stated and the pay table is prepared while the hands are
falling in. The pay table accommodates the Writer rating with his ledger and the Paying Officer
with his tray of pay envelopes, each containing a man's pay. An executive officer stands behind
the pay table and witnesses all payments made When all is ready, the ledger keeper calls out the
name of the first man in the ledger; the man replies by calling out his ship's book number,
saluting and stepping forward to the pay table showing his pay book. The writer rating then calls
out the wages due, the Paying Officer pays the wages, and the man doubles away.

leading ratings and below take off their caps on reaching the pay table, and lay them flat on the
table so that the Paying officer can place the wages on the cap. Chief Petty Officers and petty
officers keep their caps on, salute and take the money in the left hand.

Mismuster Payment

It is necessary to provide for the payment of men who are unable to attend main payment owing
to their being on watch, etc. A suitable time is fixed to meet this need and the payment is
known as ―Mismuster Payment‖ and the men concerned are referred to as ―Mismusters‖
 54

2. PAY, ALLOTMENTS AND REMITTANCES

Allotments

Offiers and men can make regular payments to wives, relatives, tradesmen, etc., by means of
―allotments‖. The payments can be weekly or monthly. An allotment declaration is made out in
the Pay office and is signed by the man. The Pay Office then makes the necessary notations in
the ledger which will result in the amounts being deducted from pay, and the form sent to the
Director of Navy Accounts, who pays the and money regularly to the persons concerned on
behalf of the officer or man who has made out the allotment.

It is compulsory for all married men to allot a certain amount to their wives in order to qualify
the wife to receive an additional sum known as Marriage Allowance. It is important to Pay
Office at once of any change in domestic circumstances which may affect the amount of
allowances payable; otherwise overpay- ment will take place and recovery later become
necessary.

Remittances

and occasions frequently arise when an officer or man wishes to send a sum of money to a wife,
relative, friend, tradesman, etc.. and when the regular fixed weekly or monthly amount of an
and allotment is not suitable to meet the requirement. In this case, such can be remitted and this
also is arranged through the"pay office. The necessary particulars are furnished to the Payoffice
and a list is prepared. The cash is then handed to the Supply officer,* who gives a receipt for it.
The list is sent to the Director of Navy Accounts who forwards the money to the person for
whom it is intended.

Custody of Cash

Money may always be handed to the Supply Officer* for safe keeping. A receipt for it will be
given and it may be obtained when required.

* Cash for remittance, for custody or for deposit in the Post Office Savings Bank must always
be handed to an officer and never to a rating.
 55

CHAPTER 111

3. DRAFTING AND ADVANCEMENT

Drafting

Drafting of General Service ratings is controlled by the Commodores of the Depot, of

Naval Aviation ratings by the Commodore, Lee-on-Solent, and of Submarine ratings by the
Flag Officer, Submarines, These authorities are responsible for manning the ships and
establishments allocated to them in accordance with the schemes of complement authorized by th
Admiralty.

For drafting purposes, service is divided into three categories:

Foreign service afloat or ashore;
Home sea service;
Port service, which includes service in shore establishments in the United
Kingdom and in ships and tenders operating locally from bases in the United Kingdom.
These categories are purely for drafting purposes, and have nothing to do with the term
―sea service‖ as used in the “Advancement Regulations”

DRAFTING ROSTERS

These are kept on a card index system to ensure that a man‘s whole service is spread
fairly between the three categories above and men are taken for foreign draft strictly in
accordance with their position on the roster, which depends on the amount of foreign and home
sea service they have done separate rosters are kept for each rate, divided again for each
specialist qualification, e.g, the Leading Seamen's roster‘s are made up of separate rosters for
Q.R.2, U.W.2, R.P.2, etc. The names of all men on port service appear on the drafting rosters,

ROSTER DATES

The position of a man on the drafting roster is determined by his ―Roster Date‖On
leaving the New Entry Training Establishment a man is given a basic date obtained by
subtracting two years from his date of entry. This does not necessarily control his position on the
roster because, for most

56
 3. DRAFTING AND ADVANCEMENT

rates the Admiralty have ordered that New Entries should go straight to sea, but it provides the
basic date from which subsequent service is calculated,
When a man returns from a normal 'foreign commission of over two years, his roster date
becomes the' date of his arrival in the United Kingdom, but if he has been abroad for less than
two years, his roster date is ante-dated .By the difference between two years and the number of
completed calendar months actually spent on foreign service.

Example 1. "A" is drafted "to the Mediterranean station on 1st March 1947. and
returns to.the united Kingdom on 12th Mav, 1949. His roster date is 12th May
1949

Example 2. "B" is drafted -to the Mediterranean .Station on 1st March, 1947, and
returns to the United Kingdom on 10th December, 1948. His roster .date is
10th September.1948, being his date of .return, ante-dated 'by the difference
between two years and the .. number of months actually served.
If a man does a very short period of foreign service, his, roster date, calculated as
above, might be earlier than if he had staved at home.To prevent this. .instead of ante-dating by
the difference between two years and the time served. The actual number of completed months is
added to his original roster date.
Example 3. "C' s " original roster date is 1 Oth August 1946.He serves two
months
abroad 1946. He serves two months abroad, returning on 24th February 1948.His
roster
date,calculated as in Example 2 above, would be 24th April, 1946. Instead of this
his
two months foreign service are added to his original date, which becomes 10th
October,
1946

HOME SEA SERVICE

At the end of a period of Home Sea Services a Man‘s Original roster date is
post – dated by the number of completed month of such service.
Example 4. ―D s‖ Original roster dated is 20th March 1947.He serves in
Home Fleet ship from 10 th June 1947 to 23rd October 1948.His new
roster date will be 20 th july 1948.
 57

CHAPTER III

VOLUNTEERING

Any man may volunteer for a particular ship, station or for foreign draft. If the request can be
granted, he will be drafted without regard to his position on the roster.

Requests to remain on a foreign station beyond the normal tour of duty are submitted to
the Commander-in-Chief concerned, and volunteers are required to sign a declaration that they
understand that they will not necessarily remain in the same ship or establishment or on that
station.

COURSES

Courses for higher specialist qualification can be taken at any time, but priority is given
to men who have just returned from abroad. It is important, therefore, that ratings should put
heir name in, and obtain a recommendation from the Commanding Officer, before leaving a sea-
going ship.

LEAVE

Before being drafted abroad, every man is granted fourteen days Foreign Service Draft Leave,
when circumstances permit.

Before taking up a draft for home sea service or port service(if his home is away from the
port), a man can request up to seven days leave, If circumstances permit of this being granted it
will come out of the total number of days' leave allowed for the year.

COMPASSIONATE DRAFTs

Any man who considers he has compassionate grounds for draft to a special area, or for
cancellation of a draft for which he has been detailed, may request to see the Drafting
Commander. He. should be prepared to produce written evidence in support of his application
e.g., doctor's certificates reports from welfare authorities, etc.

Advancement

By advancement is meant promotion to a higher rate. Such promotion involves the

acceptance of greater responsibility and
 58

8, DRAFTING AND ADVANCEMENT

Increased duties, for which compensation is given in the form of increased privileges and
higher pay which in due course result in an increased pension. To be advanced two main
conditions must be full filled. Firstly the rating must be qualified for such advancement, and
secondly he must be recommended as being in all respects suitable to carry out the duties
required in the higher rate.

To become fully qualified a rating must satisfy certain provisions of which the principal
are :-

(i) that he hass passed the requisite educational examination;

(ii) that he has passed professionally for the higher rate

(iii) that he has served the prescribed time in the rate at present held

Advancement to ―Able Seaman‖ is governed by the time served in the lower rate and is
subject to the man being qualified and recommended. Such advancement may be accelerated by
a few months, as a result of reaching a high standard of marks while under training, or of
having passed the Educational Test Part II(E.T.II.). The numbers of higher ratings in the Navy
fixed and it follows that advancement is dependent on there being a vacancy.

Men who are qualified and recommended have their names laced on a roster, kept
independently by each Port Division, and are advanced when their names reach the top of this
roster provided that they are still recommended. Names are added to the roster half yearly and
men qualified for advancement continue to have their names reported half yearly, as long as
they are recommended. If for any reason, a man should cease to be recommended his name is
removed from the roster until again recommended when he is replaced on the roster with his
original basic date.

Men of outstanding ability have their recommendations forwarded in red ink. Each such
―red recommend ―given has the effect of giving additional seniority and entitles a man move up
the roster to a higher place than he would otherwise occupy and can thus result in earlier
advancement.
 59

CHAPTER III

In some cases advancement is on an acting basis in the first instance, a man so advanced
being required to serve for one year before being confirmed in the rate. The probationary period
is arranged to ensure that men are capable of performing the duties of the higher rate before
being confirmed.

The details of the qualifications required for advancement vary to some degree in different
branches of the Navy These details may vary from time to time, and ratings are advised to
themselves informed of the conditions governing the next step in advancement by referring to
their Divisional officer.

4.EDUCATION

Educational facilities exist in all ships and establishments and every opportunity is given
to those who are keen to avail themselves of these facilities.

In all but the smaller units, Instructor Officers are borne to give all possible help to those
requiring educational assistance The Instructor Officer or the Divisional Officer will always be
available to tell you all about the educational examinations which you have to pass before you
can become eligible advancement or promotion, and how best to set about preparing for these
examinations. Some of the educational tests which must be passed before a man is eligible for
advancement are given below.

The Able Seaman's Test

A simple test in arithmetic and dictation, instruction for which is given in working hours.
It is, of course, the qualification for ―Able‖ rate.

Educational Test Part I(E.T.I)

A slightly harder test in arithmetic and English. It is the qualification for Leading Rate
Compulsory school prepares most boys for this examination. E.T.I. classes for other ratings are
generally arranged in the dog watches.

60
 4. EDUCATION

Educational Test Part II(E.T.II)

Taken instead of E.T.I. by selected boys, who, by passing it may gain accelerated
advancement.

Higher Educational Test(H.E.T)

By attending voluntary school in the dog watches ratings can work for the H.E.T. This is
a much harder examination divided into nine subjects, each of which may be taken separately.
It is the qualifying examination for selection for promotion to Acting sub-Lieutenant (Executive
or(S) Branch) from the lower deck, and for promotion to Acting Commissioned rank (Branch
List). If there is no Instructor Officer in the ship, application can be made to study for H.E.T.
by correspondence courses.

The Instructor Officer will also be able to help ratings to study for other Service
examinations, such as those for promotion to Acting Sub-Lieutenant(E) or(L); or for non-
service examinations such as the Forces Preliminary Examination, the City and Guilds
Examination, or those held by the various professional bodies, such as the Institute of Electrical
Engineers.

Further Education

Apart from meeting Service requirements there are educational opportunities for men to
make good use of their spare time. Education Centres exist at Portsmouth,Devonport, Chatham,
Malta and at some of the Naval Bases abroad. At these centres reading rooms, libraries, and
courses on various subjects, are ways available. Information rooms, which are supplied with
literature on matters of current interest, are maintained in the larger ships and in most shore
establishments. A large number of libraries called Ships Reference Libraries are kept in ships
and establishments, and in the Command Reference Libraries; each of these contains over 6,000
books,and wide range of subjects is coverd.There are also some hundreds of correspondence
courses to enable men to study subjects in which they are interested.

61
 CHAPTER III

For those who are skilful with their hands, handicraft material and equipment can be supplied.
The most popular forms of this activity are rug making, leather work and woodwork.

The scope of Further Education has lately(1961) been widened to include visits to places of
interest, and cultural pursuits such as play-reading circles and music listening groups; and
where possible, opportunities are provided to ensure that men can follow the more important
aspects of current, national and world affairs

5. RELIGION

The Church in The Navy

When you join the Navy you are asked to state your religion You are not compelled to profess
a religion; you can as an alternative declare yourself an Agnostic(i.e., one who holds that
nothing is known or likely to be known of the existence of God) or as having no religion. If,
however, you do state that you have a religion and belong to a certain Church, it is expected
that you are sincere about it and that you understand, or at least are willing to learn, what that
profession means and the obligations it demands.

Your Church in the Navy welcomes you, looks forward to your fellowship and is ready to
help you at all times, The Christia Church ordains ministers to present the duty of obedience to
God and bring it to expression in worship and conduct. The Navy appoints Chaplains to provide
or your spiritual and moral welfare, and to whatever Church you belong you will find facilities
provided to enable you to continue the practice of your religion. Your Church afloat is part of
your Church ashore and not something separate or distinct. There is an age-old custom and
regulation in the Navy that Prayers should be said daily; it is a good one and draws everyone
together in a family, and a good ship is one where there is this family spirit and feeling of
comradeship

62
 5. RELIGION

Some of the duties of the Chaplain

One is to lead in worship
worship is the public acknowledgement of God's supremacy. Church attendance is
voluntary but, needless to say, it is the natural duty of believers to practise their religion and
take part in corporate worship. Another is to instruct in the Christian faith.
There will be many men who will wish to know more about their religion wherever men
foregather religion comes in for discussion and the Mess Deck is no exception. Difficulties may
arise which require an explanation. Do not hesitate to ask the Chaplain; he is ready and willing
to help you in this matter to the best on his ability, just as he is ready at all times to help and
advise you in other matters of a more personal or domestic nature You on your part also have
responsibilities to the Church to which you belong. Be faithful to it and give it your support by
your personal conduct and by your presence at its acts of worship.

6. WELFARE
Administration
A man can give of his best for his ship and the Service when he is content with his
surroundings and his mind is at rest about is family affairs at home and about his future.

DIVISIONAL OFFICER
A Divisional Officer is instructed to study his men's interests so as to be well acquainted
with their conditions of life both on board and ashore. He keeps in close touch with his men and
ready at all times to advise and help them to the best of his ability.

CHAPLAIN
The Chaplain is concerned primarily with spiritual welfare, but his experience enables
him to advise men in many private matters.
 63
CHAPTER III
COMMANDING OFFICER
The Captain is concerned with the welfare of the entire ships company, and any man may
ask, through his Divisional Officer , to see his Captain for advice on private matters.

THE WELFARE COMMITTEE

Welfare Committees in ships and shore establishments enable free discussion to take
place between officers and man on items of welfare and general amenities within the ship or
establishment.
The items which the Welfare Committees discuss include living conditions in the ship or
establishment, messing arrangements, composition of meals, recreational activities and any
suggestions for the welfare of the ship company. Responsibility for the administration of the
Ship's Fund is also undertaken by this Committee. General conditions of naval service, i.e.,
discipline, working hours, pay, allowances, leave scales, etc., are outside the scope of
Welfare Committees Questions of welfare and amenities not directly connected with the
particular ship or establishment are also outside their scope so are such matters as cooking and
serving food from the galleys.
The institution of these committees does not in any way interfere with or prejudice the
right of an individual rating put forward suggestions or complaints through his Divisional
Officer, or affect the responsibility of the Divisional Officer for looking after the interests of his
men.
Each ship or establishment with a complement of 50 or more has its own Welfare
Committee. Ships and craft whose compliments are under 50 form Flotilla Welfare Committees.
The Committee consists of a number of officers detailed by Commanding Officer,
including the Executive Officer as ex- officio chairman of the committee, and a number of lower
deck representatives chosen by ballot by the ratings whom they would be representing. Leading
rates and below represent their respective divisions. C.P.O s and P.O s are represented by
messes in cruisers and larger ships and by their respective branches in smaller ships.
 64

6. WELFARE

SHIP‘S FUND
The main source of income of the Ship's Fund is a rebate on the value of the canteen sales
in the ship or establishment. It is primarily intended to meet the cost of recreation for the ship's
company and to be used for benevolent purposes connected with the ship, and the Captain
satisfies himself that a sufficient allowance is made for these objects with due regard to the
proportion of the ship's company who are able to take part in any particular form of recreation.In
all other respects the Welfare committee has full discretion as regards expenditure; subject only
to the right of veto on the part of the Captain of any purpose expenditure which appears to him
subversive of discipline or otherwise improper. The accumulation of a large surplus is not
permitted, and any balance remaining after making allowance for probable current expenses is
either returned to the messes periodically in proportion to their canteen bills, or dispose of as
donations to charitable funds or institutions.
Loans to individuals from the Ship's Fund are only permitted in very exceptional
circumstances. Any such loan must ordinarily be repaid while the borrower is serving in the ship
in which the loan is made.

Recreational Facilities
CANTEENS
The navy, Army and Air Force Institutes (N.A.A F.1.) is the organization used by the
Service to provide canteens in H.M ships and establishments Although it caters for the three
services, the Naval accounts are kept entirely separate from the Army and Royal Air Force
accounts so that the profits or losses of one service cannot be diverted to another.
The N.A.A.F.I, makes no profit and has no shareholders. A rebate of per sent.on all sales
is paid back to the ships Fund, 1/5th of this rebate being subscribed to the Royal Naval
Benevolent trust by all ships and establishment. At the end of each financial year any surplus
revenue is handed back to the Royal be spent on welfare purposes.
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CHAPTER III

Canteen Committee. The affairs of the canteen in ships and establishments are administered by
the Welfare Committee, or by a standing sub-committee call the Canteen Committee appointed
by the Welfare Committee from its members.
The duties of the Canteen Committee are to investigate any questions and complaints that
may arise in regard to prices and quality of canteen goods, weights and measures, and the
general working of the canteen.
At each of the Home Ports a committee, consisting of representatives from ships and
establishments at the ports, meet periodically to discuss canteen matters affecting the port.
Similarly Fleet, Squadron and Divisional meetings are held from time to time for the purpose of
discussing all canteen matters affecting the respective Fleets, Squadrons and Royal Marine
Divisions. In addition Lower Deck Representatives are elected annually to represent the point of
view of the Fleet, Establishments and Royal Marines at N.A.A.F.I. Headquarters.

Voluntary Canteens. In many places at home and abroad canteens are provided for all service
men by voluntary bodies
such as :-
Y.M.C.A … … … Army Scripture Readers
Y.W.C.A … … … Salvation Army
Church Army … … Catholic Women's League
Church of Scotland … … Toc H
Methodist and United Board Church of England Soldiers,
Soldiers and sailors Christian Sailors and Airmen Institute
Association

These bodies are co-ordinated by the Council of voluntary Welfare.

In addition seamen's Societies provide canteens for men Royal Navy, Merchant Navy and
Fishing Fleet. Larges The of these organizations are the British Sailors' Society and the Mission
to Seamen.
 66

6. WELFARE

HOSTELS AND CLUBS

Hostels and clubs are provided at many of the naval ports and centres.
In London there is the Union Jack Club, near Waterloo station, for Servicemen and the
Union Jack Hostel for Service men and their families. There is also the Soldiers, Sailors and Air
Force Association Married Families Club near Earls Court.
Each of the Home Ports has its clubs and hostels, details of which are given in local
orders.

CINEMAS

The Navy is fortunate in the supply of recreational films, Specially for sea-going ships.
Due to the generosity of the film industry the Royal Naval Film Corporation can distribute good
films cheaply to ships when not in dockyard hands or alongside the small regular payment for
these films depends on the number of men in the ship (however many see the show) and the
number of films shown. It is often paid out of the Ship's Fund. Officers messes pay separately.
The Admiralty Shore Establishments Cinema Fund operates similarly, but shows must
not cut across the legitimate trade of local cinemas. Payment in this case depends on the number
of admissions to each performance. It is 6d. for each rating and 1S. for each officer.

SPORTS AND GAMES

The Navy pays officially for sports grounds and their upkeep the Ship's Fund is intended
to help provide the gear and equipment required.
The R N. and R.M. Sports Control Board helps to encourage orts and games. It makes
grants and loans to ships and establishments, on commissioning, to buy sports gear, before any
money has been collected in the ship's fund.

Family Welfare
C.S.N. Telegrams. These are provided to enable officers and men to receive
communications from their families, and to send messages to them, on urgent personal affairs.

67
 CHAPTER III

Next – of- kin, and one other nominated person, can obtain the special forms by application to a
rating‘s depot, on which messages can be sent through the Post Office at inland rates. Messages
can be sent home to the next – of- kin or second nominated person, for a penny a word.

married quarters. A certain number of married quarters will be provided abroad, and isolated
establishment at home, for families. It will be many years before this scheme is complete.

Family Passages. Free passages are provided for the families fo ratings serving in certain billets
abroad, where suitable accommodation is available.

Family Welfare Section. A Family Welfare Section works under the supervision of the
Commodore of each manning depot.

Any man, wherever he is serving, who has cause for anxiety about his family, should
consult his Divisional Officer or chaplain and may request to see his Commanding Officer
privately. The letter will, if the circumstances of the case demand, communicate by signal in the
shortest possible time with the Commodore of the port division to which the man belongs. At
Portsmouth, Chatham, Devonport and Lee-on-Solent there are Family Welfare officers, who,
with their staffs, are employed on a civilian basis.

The signals sent to the Depots by Commanding Officers no behalf of any man in trouble are
dealt with by these Family Welfare Sections. When necessary, Welfare Workers visit the
families if they are living in the vicinity of the Ports. Families living further afield, to whom a
visit may be necessary, have their problems referred to specially selected workers in the area
concerned. The Soldiers', Sailors' and Airmen's Families associations (S.S.A.F.A.) play a great
part in this work outside the ports.

In the same way, wives or dependants of serving men who are in need of help or advice can
visit or write to the Port Welfare Section and discuss difficulties or troubles with the Welfare
Officer.

68
 6.WELFARE

A point that must is that Naval welfare workers are highly trained specialists; cases of distress,
hardship and domestic difficulties are dealt with sympathetically quickly , and no matter is too
trivial and no work too great for them.

Should it not be practicable for the wife or dependant of a serving man to get in touch with the
Depot Family Welfare Sections to seek advice or help, she or he can go to the local to branch of
the Soldiers, Sailors and Airmen's Families Association who work in close co-operation with the
Welfare Sections.

Home Helps. A wife with young children who is ill and temporarily incapacitated presents a
difficult problem. The voluntary assistance of neighbours may be the solution in some cases, but
in general it has been found desirable to institute a scheme enabling paid local help to deal with
the difficulty. Welfare workers, who are Wren Chief P.O.s, investigate the local conditions and
have authority to pay for such help as they obtain. The scheme is financed by the Royal Naval
Benevolent Trust. In cases where the illness of the mother is likely to be permanent or of
considerable duration, arrangements can be made for the children to be transferred either on a
temporary or permanent basis to one of the Children's Homes set up for the care of children of
Service personnel.

Trusts, Funds and Associations

The Royal Naval Benevolent Trust(R.N.B T.) has been established since 1922 as the
Central Benevolent Organisation for past, present and future Chief P.O.s, P.0.s, N.C.0.s and
men of the R.N., R.M., R.N.R., and R.N.V.R. It is controlled and administered by a Central
Committee and local committees at Portsmouth, Devonport and Chatham. There are a few
officers on the Central and Local Committees to help and advice, but there is a large majority on
every Committee of men who have served or are serving on the Lower Deck, and the allocation
of funds is entirely in their hands. One or more ratings on board every ship in the Royal Navy
act as Corresponding Representatives of the Trust, who are links between the men afloat and.
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CHAPTER III

the committees of the Trust at home. The primary beneficial objects as laid down by the
Royal Charter are:-

(i) to provide relief in cases of necessity or distress to those ratings mentioned above;

(ii) to make provision of training for such persons for civil life, and to give them
assistance in order that they may obtain suitable employment after leaving the service,

(iii) to make contributions, either directly or through the agency of other benevolent or
educational institutions, for the care, training, maintenance and welfare of the families and
dependants of such persons in cases of necessity or distress.

The Forces Help Society and Lord Roberts Workshops helps men and women during
their service and after their discharge. There are representatives in most districts.

Royal Naval Old Comrades Association is an association of ex-naval men who help each
other. There are branches in most districts.

The National Association for the Employment of Regular Sailors, Soldiers and Airmen
is the principal organisation for helping a man to find employment on return to civil life, its
object being to recommend to employers selected men of steady character and of the necessary
qualification or calling. Men aregiven cards on leaving the Service to enable them to register in
their own district. The Association provides ‘job-finders‘ in most districts.

King George's Fund for Sailors is a centre for information about all nautical charities as
well as the principal distributing medium for them.
 70

CHAPTER IV

DISCIPLINE

‖Nothing is achieved without Order and Discipline." This saying of Admiral Lord St.
Vincent is as true to-day as when he wrote these words in 1798. The word "Order‖ is the easier
one to understand; on board a ship, in cramped quarters, life would be intolerable without order
in everything. It is also well-known and easy to under -stand that an orderly mind, whatever the
duty of a rating may be, greatly assists in doing a job thoroughly and efficiently. Order with its
fuller meanings of tidiness, neatness and having everything shipshape, has been for centuries
one of the first principles in the Royal Navy .

The real meaning and object of „discipline‟ is not so easy to understand fully. Take, as
an example, a football team, the discipline of which is fairly simple. Each member of the team
knows his own job and also knows a great deal about the jobs of the rest of the team. Mistakes
are evident to all. Under the leadership of their captain each man plays for the good of the team;
but only if they follow their instructions and play well together as a team, will they win matches.

Compare a large fighting ship with this football team and you will find that the principle
of discipline is the same, but, of course, far more complicated.

There are many men in a ship with a great number of different jobs, and many men will
know little of other men's jobs. The Stocker Mechanics, Aircraft handlers artificers ,Gunlayers
,ship- wrights and Cooks, besides numerous other trades, are all vitally important to the ship,
and the abilities and personalities of each(perhaps numbering 1,500 individuals) must be welded
together to make a fighting team.
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CHAPTER iv

How is our famous British Naval Discipline achieved? First of all by habit. From the moment a
man joins the Royal Navy he is being taught the habit of obedience , so that one day he can play
his full part as a member of fighting ship‘s company. But implicit obedience is only the most
primitive explanation of discipline. The blind and dull- witted carrying out of oders may be
implicit obedience, but it is also bad discipline. Discipline demands the intelligent and quick-
witted understanding of orders , and, in its highest form, an intelligent anticipation of what is to
be done; or in other words the carrying out of orders in the spirit much more than the letter. To
achieve this a man must know his own job thoroughly and also know the jobs of those around
him. Another important habit is neatness which has already been mentioned. The moment a man
joins the Navy he is taught to be tidy in his appearance , his clothes and his work. Discipline is
also achieved by leadership. Officers, Petty Officers and all those in authority are taught to lead
well, so getting the best out of each man and organising his talents to the best advantagee of the
ship.

Ceremonial drills and functions of all descriptions play a very great part in building up
discipline. To regard as unnecessary and a waste of time such matters as Sunday divisions,
guard an band for colours, strict ceremonial for entering and leaving harbour, gangway drill,
smart boat drill, falling in and moving at the double, is a very grave mistake. Their
psychological effect in producing discipline is of the greatest value.

It is our proud boast that, whatever the emergency may be, The Royal Navy is able to
cope with any situation. Each man must therefore be able to adapt himself quickly to a new
situation, which, in itself, is one of the severest tests of good discipline.

A happy ship is one in which the discipline is good, because this is the chief factor which
enables a ship‘s company to get along happily together, living for long periods and in trying
climates in a ship designed primarily for fighting
 72

DISCIPLINE

Good discipline ensures that men will normally do the right thing instinctively , or by
habit. Discipline is built up on the good points in a man's make-up, but because no man is
perfect, some rules are necessary to protect the efficiency and well-being of a ship from the
weakness, lack of training, ignorance or bad leadership of individuals. These rules must be
enforced by a code of punishments, some of them severe, as the safety of the ship may be at
stake . But good discipline is not created by the threat of punishment; it is built up by many
individuals working together voluntarily as a team under fine leadership.

A well disciplined and therefore efficient ship's company must have faith, confidence
and pride in their ship and the Service, knowledge of their jobs and trained and willing
obedience to their leaders .

Discipline in Battle. In conclusion, the most important aspect of discipline must be

appreciated. At the supreme test in battle, it is usual and natural for officers and men to feel a
little afraid, a little anxious, slightly dazed and abnormal, and this is par-ticularly the case when
damage and fires occur and men are killed or wounded. It is then that disciplined officers and
men reap the great benefit of their training. Instinctively and almost without conscious effort,
they turn to and do all those duties which they have been taught and trained to do in the past.
The extent of the discipline and order under which men have lived in the past will then be
apparent to all involved. This great truth has been proved in many sea, land and air battles, both
recently and in the past.

73
 74

CHAPTER V

GENERAL SEA TERMS

seamanlike Language

Every profession, art, business or trade has a vocabulary of its own to describe the
specialised nature of its work, and such vocabularies include many technical terms seldom used
in common speech. Among dialects the speech of the British seaman is unique in that much of
it forms part of our everyday language. The reasons for this are twofold – because the seaman
avoids the use of technical terms whenever possible and uses his mother tongue colloquially to
describe the methods and ger peculiar to sea-going life, and because we are a seafaring nation
by environment and necessity, and most of us are born and bred near the sea and have close
association with seamen.

The main qualities of seafaring speech are its simplicity pithiness, and accuracy of
description, all essential to a mode of life in which events may be too varied and rapid to allow
of long, leisurely or detailed instructions or discussion. Orders must be simple, short and
accurate, and they must be obeyed instantly and exactly.

The young sailor must first learn the language of his profession, therefore in this chapter
some elementary sea terms are explained.

ACKNOWLEDGEMENT OF ORDERS

An order should be acknowledged with words ―Aye, Aye Sir‖ and the purport of the
order should be immediately carried out.

Terms for Parts of Ship

The different parts of ships must be distinguished clearly from one another, and the
relative position of objects in or outside the ship, and the directions in which they lie, must also
be described. There are also expressions describing the movement of objects on board and the
movement of the ship herself.
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CHAPTER V

THE HULL

The main body of the ship is called the hull. The length of the hull is divided into three
parts- the ―for‖ part,the ―amid ship‖ part and the‖ after‖ part. The fore part ends in the ―stern‖
and the after part in the ―stern‖(see fig.10).

When standing anywhere inside the hull, bear in mind that towords the stem is
―forward‖ and towards the stern is ―aft‖.

Parts of the hull

Any line which runs length ways in the ship is said to run ―fore- and-aft‖, the line which
joins the stem to the stern is called the ―for –and-aft midship line‖, because it runs forward and
aft and is equidistant from either side of the ship(see Fig. 11).

The for –and-aft midship line divides the ship into two equal parts. When looking towards the
stem the right – hand part is the‖ starboard‖ half of the ship, and the left-hand part is the ―port‖
half. It will usually be found that objects lying in the port half of the ship are given even
numbers, while those on the starboard side are given odd numbers.(see fig.12).

HULL SURFACES
The hull has a port side and a starboard side .This sides meet underneath in the keel ,in the fore
part at the stem and in the after part at the stern.

76

GENERAL SEA TERMS

when the ship is afloat the sides above the waterline round the hull are called the ―ship's
side‖, and the sides below the water line are called the ―bottom‖.

Fig. 13. Hull surfaces

The hull surfaces of the fore part which curve to meet the stem, are called the ―bows‖ (port bow
and starboard bow). The corresponding surfaces of the after part are called the ―quarters‖ (port
and starboard quarters).

DECKS

Continuous horizontal walking surfaces are called ―decks‖. Those which are not continuous are
called ―flats‖. Decks which are exposed to the weather are called ―weather decks‖.

Fig. I4. Decks

Any part of the hull, which is built above the upper deck is called a ―superstructure‖. The
highest complete deck is known as the ―upper Deck‖ and the lowest space is known as the
―hold‖ .The names of the intermediate decks vary in accord- ance with their number, Which in
turn varies with the size of the ship.
Parts of Decks. An any of these decks may also have a separate name. Such areas between
decks are called ―flats‖

77
 78

GENERAL SEA TERMS

or ―lobbies‖ Strictly speaking, a flat is a platform which does not run the length and breadth of
a ship, and a lobby is a space giving access to one or more compartments. The flats and lobbies
are named individually according to the principal adjacent compartment; e.g., Captain's Lobby;
Gunroom Flat.

The ―quarter deck‖ is the after part of the upper deck; the ― forecastle‖ the foremost part of the
forecastle deck; the ―waist‖ the midship portion on either side of the upper deck, and the
―booms‖ the midship portion of the forecastle deck, where the ―boom boats‖ are stowed
underneath the crane,

COMPARTMENTS

Ships are divided into compartment (see Fig. 15) by walls called ―bulkheads‖ Access to
these compartments is by doors and hatches, designed, when closed, to keep the compartment
watertight.

The household terms ceiling and floor are known as decks in a ship. Underfoot is the
―deck‖ and overhead is the ― deck head‖, and its supporting ―beams‖ Some decks are given
additional support by pillars, known as ―stanchions‖. Light is admitted through holes cut in the
ship's side, called ―scuttles‖. made watertight by hinged ―side lights‖ of thick glass, and re-
inforced by ―dead lights‖ for darkening ship, and to keep the compartment watertight, if the
scuttle glass should be broken.

HULL TERMS

Freeboard is the height of the highest continuous watertight deck(usually known as the
upper deck) above the waterline.

Fig. 16. Hull terms

 The Draught of a ship is the depth of the lowest part of the ship below the waterline.
―Draught marks‖ showing the

79

CHAPTER V

draught in feet are ―cut-in‖ by chisel, or centre punch and painted, usually in Roman
numerals, at the bows and stern.

The Beam of a ship is the greatest width of her hull, measured athwartships.

Sheer is the fore and aft curve of the surface of the upper deck at the side of a vessel.

Camber is the athwartships curve of the surface of a deck. It allows for drainage.

The Bilge of a ship is that part of the bottom, either side of the keel, which meets the
sides. Tumble Home. The sides are said to ―tumble home‖ when they slope or curve inboard
above the waterline. Flare. When a ship's sides curve outboard above the waterline they are
said to be ―flared‖.

Flush-decked. A ship is said to be ―flush-decked‖ when the uppermost deck of her hull
runs continuously from stem to stern, unbroken by any raised or sunken portion(except for
upperworks or superstructure).

Terms describing position

A landsman speaks of living IN a house, not ON a house, and naturally the seaman
speaks of serving IN a ship, not ON a ship When he joins her he goes ―on board‖. He ascends
the ship‘s side by a ladder which is rigged ―outboard‖( i.e., projecting beyond and outside the
hull). When he steps ―inboard‖ (i.e.,within theguard rails round the ship‘s side) he findshimself
―on deck‖. He is given a berth ―between decks‖(inside the ship) and to reach it he goes ―below‖.
A landsman would say ―indoors‖ and ―downstairs‖.

In a ship ―ladders‖ give access to the decks below, through ―hatches‖ (rectangular
openings in the deck)

Positions in a ship are always reckoned in two directions:-

(i) Fore-and-aft-i e., relative to the ends of the ship.

(ii) Athwartships-ie, across the ship, relative to the sides of the ship.
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GENERAL SEA TERMS

POSITIONS FORE AND AFT

In Fig. 17 the ―mast‖ is forward, and the ―bridge‖ and ―funnel‖ are aft. The ―ensign staff
is right aft, and right forward is a ―jackstaff‖. A man is standing ―amidships‖.

Fig. 17. Positions fore and aft

Comparing positions of objects one with another, the funnel is ―abaft‖ the bridge, the
bridge is ―abaft‖ the mast and ―before‖ the funnel .

POSITION ATHWARTSHIPS

―Midships‖ describes the position of an object which is equidistant from the sides of the
hull, or equidistant from the stem and stern.

The term ―amidships‖ describes the position of an object which lies in the amidship
portion of the hull, as distinct from the fore and after parts
 Fig. 18. Positions athwartships

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CHAPTER V

Objects on either side of the fore-and-aft line are described as lying to port or starboard . In Fig.
18above a ship is carrying three boats, one of which is swung outboard to port. She carries two
boats tostarboard. Comparing the relative position of the two boats, when both lie on the same
side of the deck the black boat lies ‗‘inboard‘‘ of the white boat, and the white boat is said to lie
‗‘nearer the ship's side‗‘.

The position of an object can be clearly described by combing the two methods of
reckoning as in Fig. 19.

Fig. 19. How positions are described

Position Of Outside Objects Relative To The Ship

Alongside: side by side, and touching.

Abreast: on the same course and level with.
A beam: directly at right angles to the fore-and-aft line.
Ahead: directly in advance of the ship.
Astern: directly in rear of the ship.

A beam, ahead, and astern are relative bearings that is, the point to definite directions as
viewed from a ship(see Fig 20). In addition, when an object is midway between ahead and abeam
it is said to bear ‗‘on the bow‘‘ , and when midway between abeam and astern it is said to bear
‗‘on the quarter‘‘. These
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GENERAL SEA TERMS

terms are often used to indicate the approximate direction of an object

Fig. 20. Position relative to the ship

More accurate relative bearings are obtained by expressing them in terms of degrees from
ahead to astern on either side of the ship. The horizon is divided in degrees from zero,
rightahead, to 180, right astern, on either side of the ship. All bearings to starboard are
called ‗‘green‘‘ and all bearings to port are called"red''. Thus in Fig. 21, the sailing
vessel would be said to bear red 40 deg. and the steamship green 130 deg.

Fig. 21. Positions relative to the ship in degrees

Movements of objects onboard

A seaman speaks of going ‗‘forward‘‘ , ‗‘below‘‘ , ‗‘on deck‘‘ , and ‗‘aloft‘‘(i.e,

anywherein the rigging of a mast. He uses the same expressions for shifting and object,
always reckoning in terms of the ship; thus, he may shift an object
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CHAPTER v

‗‘aft‘‘ or ‗‘further forward‘‘, or‗‘inboard‘‘ or ‗‘nearer the ship's side‘‘.

To launch is to drag or heave an object along.
To lift and launch is to lift the weight clear before each heave.
To ship is to place an object in position.
To unship is to remove an object from its position.
To fend off a boat, is to prevent her striking against anything that might endanger her;
hence,‗‘boat's fender‘‘

To feet is to shift an object a short distance.

Movement of the ship

A vessel is ‗‘under way‘‘ when she is not at anchor or made fast to a buoy, or to the shore, or
aground.
when actually moving through the water she has ‗‘way‘‘ on her; if moving too fast she is
said to have ‗‘tomuch way on‘‘. When she is moving ahead she is said to be making
‗‘headway‘‘;when she is moving is stern she is said to be making ‗‘sternway‘‘. She is said to
‗‘gather way‘‘ when she begins to move through the water. She has ‗‘steerage way‘‘ when her
speed is sufficient for the rudder to take effect.
A vessel moving sideways is said to be moving ‗‘broadside on‘‘, to port or starboard; if
she is moving ahead and is also being blown sideways by the wind she is said to be making
‗‘leeway‘‘.
‗‘How is the ship's head ?‘‘ means in what direction are her bows pointing at the moment.
The course is the direction, by compass, in which the ship is being steered.
The weather side is the side of the ship facing the wind.
The lee side is the sheltered side of the ship.
A drift. A ship is described as ‗‘adrift‘‘ when broken away from her moorings and
without means of propulsion. The term also describes any floating object driven at random by
wind and tide.
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CHAPTER VI

TYPES OF SHIP

ships, both warships and merchant ships, can be classified under ―type‘‘ and ‗‘class‘‘.
The term ‗‘type‘‘ is used to distinguish between ships built for different purposes, e.g.,
battleships, cruisers, liners, freighters, tankers, etc.
The term‗‘class‘‘ is used to distinguish between different ships of the same type, e.g.,
Colony class cruisers, engine-aft freighters, etc.
Different types of ships can be recognised by certain distinctive features in their general
appearance, because the general design of a ship depends mainly on the work she is required to
perform. For example, to compare a freighter with a cruiser: the chief considerations in the
design of a freighter are maximum carrying capacity, easy handling of cargo and low running
costs; but speed, manoeuvrability and maximum hitting power govern the design of a cruiser.
In this chapter the various types of ship are discussed. A glossary of the more common
terms used to describe the structure of a ship and her equipment is included to assist the novice in
recognising the general features of any ship. These terms can in general beapplied to all ships,
and they should not be read as referring only to the particular type of ship by which they
areillustrated or under which they are explained.

Warships

THE BATTLESHIP

Battleships carry the heaviest guns, and combine hitting power with fairly high speed,
strong armour and powerful offensive weapons. They can be recognised by their great size, and
by
 85

CHAPTER VI

Their upper works which are concentrated amidships round the funnels so as to leave a clear
field of fire for the turret guns. They displace from 30,000 to 50,000 tons and are from 600 to
900 feet long .

Fig. 22. Battleship

Capital ship … Term denoting a battle ship or battle cruiser.

Blister or Bulge A bulging part of the sides of some ships , to protect the inner
hull from mine or torpedo damage.

Bridge structure A high superstructure from which the ship is navigated and her
armament largely controlled .

Tripod mast … A mast which is supported by two steel struts, instead of rigging.

Director control tower. Protected revolving tower in which gunnery control

instruments are situated.

Armament … guns , torpedoes and other weapons carried by a warship.

Turret … Revolving ,box – like structure housing one , two, three or four
guns.

Barbette … circular armoured structure ,sur-rounding gun machinery and

surmounted by a turret.
Flagship … Ship of a fleet or squadron , which carries an admiral and wears
his flag.

86

TYPES OF SHIP

TEE FLEET CARRIER

Fleet carriers provide offensive power at very long range in the form of bombs, rockets,
torpedoes and mines from their aircraft. Their aircraft also intercept and destroy enemy air
attack and air reconnaissance, and provide long range recon naissance for their own fleet. The
ships carry defensive armament, but rely on other ships for protection against enemy surface
craft and submarines.
carriers may be recognised by the ‗‘flat-top‘‘ flight deck. They displace from 20,000 to
50,000 tons and are from 700 to,1000 feet long.

Fig. 23, Fleet Carrier

Flight deck … Long flush upper deck, used by air- craft for taking-off and
landing.

Island super-structure. Compact mass of superstructure (bridge, funnel, etc.)

on the flight deck usually standing on the star- board side.

Sponson …. projection from the ship's side, usually for guns.

Wireless Aerial masts. Light masts Provided solely to support wireless aerials.usually placed at
the sides of the flight deck and lowered outboard when flying is in
progress.

Windscreens … Collapsible or portable screens to shield aircraft on flight deck from the
weather.
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CHAPTER VI

Floats and Rafts Life saving equipment carried in con- spicuous and readily
accessible positions.

Aircraft Lift … Power-operated platform for carrying aircraft up and down

between the flight deck and the hangars below.

Hangars … Accommodation for aircraft, below the flight deck.

THE CRUISER

Cruisers are general purpose fighting ships. They combine hitting power with speed and
manoeuvrability. Their turrets carry moderately powerful guns which can be used, effectivelyin
all weathers. Recognised by long and conspicuous upper works. They displays from 4,000 to
16,000 tons and are from 450 to 700 feet long.

Fig. 24. Cruiser

Pole Mast … Vertical or raked tubular mast, in the form of a single pore.
Raked … … Inclined from vertical.

Funnel cowl … Cowl on the top of funnel to deflect smoke and fumes away from
the bridge and control positions.
Breakwater … Low barrier on the forecastle, which prevents water sweeping aft
along the deck in heavy weather.
Crane … … Lifting apparatus for handling air-craft, boats and other heavy
weights.
Battery … A particular group of guns.
 88

TYPES OF SHIP

Superimposed turret. A turret placed above another Turret ,so that its guns can
fire over the top of the lower turret.

Squadron … A number of warships(cruisers or larger) grouped into a

unit under one command.

THE FLEET DESTROYER

Fleet destroyers, besides giving anti-submarine protection to the larger ships of the feet,
operate offensively in attacking the enemy with torpedoes. They are also the ‗‘messengers‘‘ of
the fleet. In normal weather they can achieve a high maximum speed, but their comparatively
small size may necessitate a con-siderable reduction of speed in heavy weather. Recognised by
long, high forecastle, and low upper deck with long superstructureforward and aft. Their
displacement is about 2,500 tons and their length about 350 feet.

Fig. 25. Fleet Destroyer

Torpedo Tubes Tubes for firing torpedoes. They are mounted singly or in sets
up to five. Normally placed on the centre line and able to be revolved.

Gun house … Steel house, enclosing the mounting and mechanisms of a gun, and large
enough to accommodate the gun's crew.

Blast screen … Lip-shaped projection of a super – structure mounting guns, which

protects the deck or other guns below it from the blast of the upper guns.
(96645) 89

CHAPTER VI

Davits … Curved steel supports fitted in pairs at the ship's side for carrying,
launching and hoisting boats.

Flotilla … A number of destroyers ,or other small vessels, under one

command.

flotilla Leader A destroyer equipped to carry the Senior Officer of the flotilla.

THE SUBMARINE

Submarines attack the enemy's warships and seaborne trade ,and even penetrate into his
harbours, but they do not usually operate in company with the fleet. They also reconnoitre far in
advance of the battle fleet, or off the enemy coasts, reporting his movements. They may
displace from 250 tons to as much as 4000 tons and they vary in length from about 140 feet to
over 300 feet.

Fig. 26. Submarine

Conning Towerstructure. A prominent superstructure pro- jecting above the main

hull.

Periscope … Long vertical tube enclosing a system of lenses and mirrors

which give a surface view to an observer in a submerged
submarine. It can be raised or lowered at will.
Fre- quently two periscopes are fitted, projecting from the
conning tower structure.

Periscope standards. Fixed guides for the periscopes.

Pressure Hull … The inner hull, which is constructed to withstand the
pressure of water at the greatest depth for which the
submarine is designed.

90

TYPES OF SHIP

Net Cutter … hard steel structure, fitted on the bow of a submarine, to enable
her to cut through underwater nets and similar defences.

jumping wires Wire ropes, leading from the periscope standards to bow and
stern, to pre-vent the submarine from fouling nets, hawsers
mines and other obstructions underwater.

ESCORTS

Where the enemy can be expected to attack our merchant ships transports, these ships are
sailed together in convoys, under the protection of escort vessels specially designed for this
purpose. when necessary, these escort vessels are supported by other ships from the fleet. They
guard the convoy from attack by subbmarines, aircraft or surface raiders.

Fig. 27. Escort Carrier

 Fig, 28. Escort vessel

91

CHAPTER VI

Under the classification of ‗‘escorts‘‘ may be included small destroyers frigates, corvettes and
sloops which hunt down and destroy enemy submarines in the path or vicinity of the convoy,
also provide gun defence against air attack. In coastal waters, their duties are often taken over
by armed trawlers an motor launches. These destroyers, frigates, corvettes and sloop usually
displace from 500 to 2,000 tons and their length varies from 230 to 320 feet.

Crows Nest … Barrel-shaped fitting on the foremast to protect from the weather the rating
keeping look-out.

Depth Charge thrower Mortar-like apparatus on the quarter deck, which fires
depth charges well clear of the ship.other depth charges
are carried on rails an released from over the stern. Sweep …
… Device towed astern for cutting min from their moorings.

Knot … … Measure of speed, calculated nautical miles(6,080 ft.) per hour and
expressed as 1 knot, 10 knot etc. (per hour should never be added) .

LANDING CRAFT

Special craft of many types designed for landing assault forcestogether with their heavy
guns, stores and subsequent re-inforcements. These craft vary widely in displacement a length,
the largest displacing about 600 tons.

L.C.M, Fig. 29
 92

TYPES OF SHIP

COASTAL FORCES

These consist of large number and variety of small vessels designed to operate in narrow waters
off our own and the enemy‘scoast(see Fig. 30). They harass enemy coastal trade, or raid his
coastal defences and harbours. They are also used to protect own coastal shipping and harbours.
They are very fast, highly manoeuvrable craft, of small size.

Fig. 30. Motor Torpedo Boat

MINE LAYERS

A few ships are specially constructed for laying mines. Mines can also be laid by aircraft, or by
specially equipped submarines, destroyers and coastal craft.

Fig. 3 Minelayer

MINESWEEPERS
 Fleet minesweepers are responsible for clearing mines ah the battle fleet. In wartime,
theapproaches to our commercial ports and naval bases are constantly swept by specially fitted
trawlers and motor minesweepers working from local bases. They

93

CHAPTER VI

Vary in size from the 1,200 tons displacement, 225 feet long fleet sweeper to the 750 ton, 150
ft. long trawler.

Fig. 32. Minesweeper

HARBOUR CRAFT

As their name implies, these are small craft designed to operate in sheltered waters. they
include a variety of craft such as tugs, barges, launches, lighters, mooring lighters and tenders.

FLEET AUXILIARIES

In an ocean war the fleet may remain at sea for long period and working many thousands
of miles from its main base. fleet auxiliaries include depot and repair ships, tankers, store ships
hospital ships and other ships, equipped to supply the needs of the feet at advanced anchorages
and bases, and to replenish it at sea when necessary. When a number of auxiliaries is combine
for the purpose of supplying the needs of a fleet, they are know collectively as a ‗‘fleet train‘‘.

Merchant Ships

Merchant vessels are more difficult to classify by type than warships, because their
duties are more numerous and varied and, very often, one type of ship may be used for many
different purposes. Three of the main types are described below.

THE LINER
 Liners are designed for the passenger carrying trade betweenthe principal ports of the
world. They vary in size from about15,000 tons gross to the 84,000 tons gross of the Queen
Elizabeth. They carry comparatively little cargo because most of their capacity is devoted to
accommodation for passengers a their baggage, food, etc. Their speed varies from about 14 to
over 30 knots, and, for this reason, they often carry mails as well.

94

TYPES OF SHIP

They can be distinguished by their size, their long and high upper works, and, at night, in
peace time, by the blaze of lights shining from their hulls and superstructures.

Fig- 33. Liner

THE FREIGERTER
Freighters are of many classes and their variety is infinite. Their gross tonnage varies from
about 2,000 to 10,000 and their speed from 8 to 15 knots. They are designed to carry all types of
cargo, a few carrying a small number of passengers as well. They ply between all the ports of the
world, large and small, and are therefore often known by the term tramps ―tramps‖. They can
usually be distinguished by the small extent of their upper works and by their numerous masts
and derricks.

Fig- 34 Freighter
THE TANKER
Tankers are built to carry liquids of all kinds, from petrol or oil fuel to molasses. Their gross
tonnage varies from 2,000 to as much as 20,000 and their speed from 10 to 20 knots. Owing to
the nature of their trade, they are a very specialised type, and normally ply only on certain ocean
routes between a limited number of ports. Their propelling machinery is usually right aft,
 095

CHAPTER VI
because their cargoes are highly inflammable. They can be recognised by their small island
superstructure and funnel aft and by the absence of cargo derricks.

Fig. 35. Tanker

FISHING VESSELS
Steam or motor fishing vessels may be encountered in northern waters on the fishing
grounds around the coasts and in the open sea.They are small vessels of from 70 to over 500 tons
gross, and can be recognised by their tall narrow funnels and sometimes by a small sail set aft.
Their speed rarely exceeds 10knt, and when engaged in fishing they are either stopped or
proceeding at very low speed. The nets of trawlers and drifters may extend astern and ahead,
respectively, for considerable distances under water from these vessels.

Fig. 36, l) Trawler (2) Drifter

Trawler A small, deep - sea fishing vessel, which tows and trawl astern and has her and
boilers placed aft.
Drifter A small steam or motor-driven vessel which drifts with a line of float- supported
nets ahead of her when fishing.
Craft A term used to describe small vessels.
 096

CHAPTER VII

1. ELEMENTARY SEAMANSHIP

rigging
―top hamper ―, ―Necessary weight carried on deck or afloft but which is an encumberance at
times‖.
weight aloft increases the rolling motion of a vessel. Too much weight aloft, as when too
many men stand up together in a boat, will capsize her in a rough sea The masts, spars, blocks
and cordage which form the rigging of a warship are the minimum required to provide masts for
wireless and flag signalling purposes and to carry navigation lights. Masts are supported by
"standing rigging ie. shrouds stays permanently setup in place. The ropes and blocks provided for
termed running rigging.

GEAR USED IN RIGGING

Standing Rigging always stand permanently in place to support the masts and yards of a ship.
Strong steel wire rope is used , of a type which does not stretch or bend easily. Each length of
rigging wire rope is fitted to the exact length required, with an eye spliced in each end holding a
―thimble‖ or iron ring grooved on the out side ,to take the rope. The object of the thimble is to
prevent the wire from being bent round too sharply and to protect the iron connecting link called
eye from chafe , thise eyes can be connected wherever required by ―shackles‖ a shackle is u
shape and its mouth is closed by a ―bolt‖ , which is screwed in place through the ends, or ―lugs‖.
The wire ropes supporting a mast forward and aft are called ―stays‖ and those supporting it
athwartships are called ―shrouds‖ . the stays before the mast are called ―fore- stays‖ and those
abaft the mast are called ―back stays‖.
 097

098

1. ELEMENTARY SEAMANSHIP
The stays and shrouds are shackled to the deck and set up taut by battle screws.

Running Rigging includes all ropes, of wire or fibre, which are used aloft and work through
blocks, or which are used to shift the positon of spars or other gear.

SPARS
Masts. When a mast is small enough to be made in one piece it is called a ―pole mast‖,
otherwise a ―top mast‖, and if necessary , a ―top gallant mast‖ at the head of the top mast. The
shrouds support the lower mast at a point below its top or ―cap‖ tha part between this point and
the cap is the lower ―mast head‖. The highest point of the mast is covered by a round wooden
disc called the ‗truck‖.
The rigging of a mast is shown diagrammatically in Fig. 37 A modern warship's foremast is
usually of trellis or tripod structure .
―Yards‖ are placed a cross a mast for flag signalling purposes or to spread wireless aerials.
The weight of a yard on the mast is taken by a sling; the yard arms are held up level by ―lifts‖
and squared back by ―braces‖. Signal ―halliards‖ for hoisting flags are rove through small blocks
along the yard; they are made of special fibre rope.
The ―gaffe‖ is the short spar that carries the ensign halliards, its lower end, the ―throat‖, is
pivoted on the after side of the mast, and its upper end called the ‗peak‖ is triced up at and angle
to the mast. The ensign is hoisted at the gaif only when the ship is at sea; in harbour it is hoisted
at an ―ensign staff ―right aft on the quarter deck.
―A boom‖ is a horizontal spar, one end of which is pivoted to the ship's side or to a mast and
the other held level by a ―topping lift‖. A boom may be rigged out board for ships' boats
alongside, clear of the ship, or to hold clear the wire of a sounding machine. The ropes holding it
in position are called ‗guys‖
 099

CHAPTER VII
EXPRESSIONS USED IN HANDLING ROPES
To heave: to throw a rope or pull on a rope.

Heave!'' an order to give a strong pull together.

Heaving line: a length of light line, having its outer end a heavy knot and used to establish
connection between ship and shore or ship and ship.
To haul, to pull on a rope by hand.
―Avast hauling", an order to stop hauling.
To haul taust, to take down slack in a rope and to take the strain
―Haul away" an order to haul steadily until further orders.
To check: the reverse of to ‗haul‖. The rope is steadily eased out, but held under control,
keeping the strain on it.
To snub : suddenly to restrain a rope that is being checked.
―Well" An order to stop hauling or checking.
To hoist: to haul on a rope when a weight is to be lifted.
―Hoist away" an order to hoist steadily until further orders.
―High enough‖ the order to stop hoisting.
―Lower away" the order to lower steadily until further orders
―Avast lowering‖ an order to stop lowering.
{―avast = hold fast‖ }
―Walk back‖ an order to check by walking back with rope in hand.
Handsomely: slowly, with care, e.g. ―Lower handsomely".
Roundly: smartly, rapidly.
Hand over hand: hauling a rope quickly with alternate hands.
To take a lurn, to pass a turn round fixture so that it e takes the strain so long as the end is
held, or ―backed up‖.
To back up: to haul taut on the free end of rope which is round a capstan or bollard. To assist
those already detailed in performing some evolution.
 100

1. ELEMANTARY SEAMANSHIP

To surge; to check a rope, easing the strain steadily, by letting the turns slip round the
bollard, or capstan.
To belay: to secure a rope to a cleat or bollard.
To make fast : to secure a rope to a ring or to the eye of a lizard·
―cast off ! an order to let go and free a rope which is belayed or made fast.
―Light to: an order to fleet a heavy rope back along the deck to provide enough slack to
belay it.
To marry: to join two ropes together side by side so that they are handled as one.

Wire Rope and land Cordage

The length of a rope is measured in fathoms (1 fathom = 6 feet). The size of a rope is
measured by its circumference in inches.
A rope is kept in a ―coil‖ when not in use .The part of a rope between the ends is called ―bight‖
,most service cordage is hawser – laid and is formed as shown in Fig.38.
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CHAPTER VII

To coil a rope (figs.39 and 40), because of the twist or ―lay‖of the strands of a rope, kinks and
turns will form if the rope is coiled the wrong way, A rope must always be coiled down
clockwise.
 102
1.ELEMENTARY SEAMANSHIP

The same care must be taken when coiling a small line in the hand.When the coil
is held in the left hand and formed with the right , always take hold of the rope with the left
thumb to wards the bight. With the coil held in the right hand and formed with the left, the
right thumb points towards the end.

Whipping a rope's end. When a length of rope is cut from the coil the strands tend to fly
apart or unlay. All ropes' ends are therefore kept bound with twine to prevent them from
un1aying. This binding is called a ―whipping". The alternative to a whipping is a back splice, but
a back splice will not reeve through a block.

TYPES OF CORDAGE
―Sisal‖rope is used for all general purposes in a ship, ―manila‖rope is used for boat‘s falls.‖coir‖
rope (usually called ―grass‖) is the weakest type of rope ,and is unsuitable for use with blocks
and tackles,but it is light enough to float ,and is very elastic.

ADVANTAGE OF CORDAGE OVER WIRE ROPE

Cordage is fairly elastic and so yields to sudden jerking strains and absorbs the shock.As it is not
so easily damaged by kinks
 103
CHAPTER VII

and sharp turns it lends itself to bends and hitches, which would be impossible with wire rope.
The same rope can be used for many purposes in turn because it is easily secured at any part
of its length.

ADVANTAGES OF WIRE ROPE

Wire rope is much stronger than cordage of the same size and lasts much longer. It does not
stretch and is less easily chafed, but it can be seriously injured if it is subjected to ―bad nip ",
i.e., too sharp a bend.

PRECAUTIONS WHEN HANDLING CORDAGE AND WIRE ROPE

Never allow a rope to chafe on a sharp edge. "Fairleads" are provided at the ship's side to
protect hawsers from chafe,and all fittings to which ropes are secured. such as bollards and
cleats, are suitably rounded for the same reason. If a rope is likely to rub against part of the
ship's structure, provide a "leading block" to hold the lead of the rope clear of the obstacle.

Never step inside a rope which is coiled or flaked down on deck.

Remember that a leading block may carry away, so stand on the right side of it. .
Never stand in the bight of a rope.

"Stand from under". Never stand underneath a heavy weight that is being hoisted.
 104
Bends and Hitches

With a few exceptions the tern knot usually refers to a permanent stopper made on a rope
such as the .Turk's head. Bends may describe ties made in large ropes, or ties of a fairly
permanent character. Hitches are ties of a temporary character, quickly made and quickly
cast off.Numerous methods have been evoived by the seaman for making fast a rope
or joining ropes together in such a way that the rope holds under strain, and yet can be
quickly cast off when the strain is removed.A few examples are given below.

This knot is used for bending together two ropes of about equal size.

The ropes are first crossed against the lay and then with the lay. Unless the ends are
crossed opposite ways the result will be a " granny", which will either slip or jam.
 106
SHEET BEND

This is used for securing a rope's end to a small ring such as the ring of a hammock,
or the bight of another rope, or to the eye of a rope of larger size. Pass the end through the
loop in the bight, back round both parts of the bight and then across the loop under its own
part. .

A double sheet bend is more secure. It is made by taking one or two turns round
both, parts of the bight before the end is brought across the loop under its own part.

ROUND TURN AND TWO HALF HITCHES

This is use for securing a rope to a large ring , such as the ring of a buoy,or to a spar
overhead(see Fig.44). A full turn is taken round the ring or spar to the right of the
bight.the end is then passed upover the bight from right to left and half hiched round
the bight twice.
 107
CHAPTER VII

This is for quickly putting a' temporary eye in the end of a rope, such. as a hawser, or a line
passed round a .man working over the side. Both hands arc required for making a bowline (see
Figs. 4'5 and 46).

1. Left hand takes weight of rope at the required distance from the end,thumb towards the beight.

Right hand takes rope a few inches from the end thumb towards the end.
 108
1.ELEMENTARY SEAMANSHIP

Right hand lays the end a cross the bight ,holding the crossed parts together and taking the
weight off the left hand.

2. Left hand makes a loop over the end,holding the loop and releasing the right hand,which is
now free to slip the end further to the through the loop.
3. and 4 Right hand pulls the end further through the loop held in the left hand, dips it under
the bight and back through the loop along its own part.

RUNNING BOWLINE

This is used to secure a rope‘s end temporarily to a rail,etc.,and is used to make fast the inboard
end of a heaving line ,or the hand lead line or the line on a bucket, etc.

Take the bight in the left hand ,through the end over the rail with the right hand,catch the end
under the rail ,pull it inboard to the right of the bight (1ST half hitch ),(see fig 47).

Past it over round the rail again to the left of the bight and back outboard over the rail again
under its own part (2 nd half hitch) (see fig 48).
 109
BELAYING A ROPE

When a rope is taking the weight it is usually necessary to secure it taut with the strain
on it and prevent it from easing back. When a rope is belayed round a cleat, belaying pin, or
bollard, it is therefore necessary to hold the strain while it is being belayed.
To belay a small rope to a cleat, keep the strain on the rope with the left hand while the right
hand takes a turn under both arms of the cleat. Follow up the round turn by crossing further
turns about alternative arms of the cleat in the form of a figureof-eight. At least three turns
are required. On no account should the rope be half hitched round the cleat, or it will jam.
To belay a rope round a single bollard (Fig. 49) take several turns round the bollard, then
dip a loop of the bight under the standing part of the rope, throw this loop over the bollard,
and haul taut.

To belay a rope round twin botlard (Fig. 5O) pass the rope from outboard inboard round the
bollard farthest from the source of strain. Then take it between the bollards and round the
second bollard. Complete the figure-of-eight by again passing the rope between the bollards
and round the first bollard. Pass
 110

1.ELEMENTARY SEAMANSHIP

as many turns of figures-of-eight as are required to hold the strain, then rack the turns
together with a light line.

Cleats and belaying pins are unsuitable for wire rope because the wire Will be forced into
sharp bends or "nips" when belayed, and the rope will thus be damaged.

PASSING A STOPPER
The strain on a large rope or hawser may be too great to be held by hand whilst the rope is
being belayed. In these circumstances a rope stopper for cordage, or a chain stopper for wire
rope, is used to take the strain.

Splicing a Rope
Splicing a rope means joining two ropes end to end by perm anent1y interlocking the strands. A"
short splice" is the usual method employed.
 111
SHORT SPLICE

To make a short splice in cordage whip each rope at a distance from its end equal to five
times the size. of the rope. Unlay the strands to the whipping and whip their ends. Marry
the two ropes so that one strand of each lies between two strands of the other, and,
having ensured a close marry, whip the strands strongly round the join to prevent them
slipping. Now cut the whipping on one rope and tuck each strand of the other rope over
in the following manner (see Fig: 52): _

Take the left-hand strand over the first strand next to it against the lay, tuck it underneath the
second strand and haul it into the lay of the rope; then tuck the right hand strand in a similar
manner, and lastly the middle strand in the same way. Now cut the whipping of the rope whose
strands have just been tucked, and tuck the strands of the other rope in a similar manner. Heave
all six strands well taut, and repeat the operation twice more with the strands of each rope. Finish
off by " dogging" the strands, i.e., halving each strand and whipping one half
 112
1. ELEMENTARY SEAMANSHIP ,

`To the half of the strand next to it, then cut off the ends of the strands just above the dogging.

EYE SPLICE " .

To make an eye splice in cordage, whip the rope at a distancee from its end
equal to five times the SIze of the rope, then unlay it to the whipping and whip the end
of each strand. Form the eye to the required size and tuck the middle strand through the
top strand of the rope (see Fig. 53(1)). Then tuck the left strand tover the top strand and
under the next strand (see Fig. 53(2)).

Now turn the work over and tuck the right hand strand und the unoccupied strand (see
Fig. 53(3) and (4))·
 113

CHAPTER VII

Heave each strand taut, and tuck them twice more in a similar manner, Finish off by
dogging the strands.

Blocks

A block was originally a block of wood with a hole in it for a rope to reeve through. To
save friction the hole was enlarged to take a ―sheave‖, i.e., a small wheel with its rim grooved to
take a rope; then the surplus wood was cut away from the outside of the block, leaving a
wooden ―shell‖ which was grooved to take a rope strop for securing the block in place. A
modern block consists of a fork-shaped piece of metal with an eye at each end, in which is
mounted a brass sheave, the whole being enclosed in a wooden shell. Large blocks are made
entirely of metal. Blocks may have one or more sheaves; a single block has one sheave, a double
block two, a triple block three, and so on. A rope rove through a single block and used for
hoisting purposes is called a ―whip‖.

Tackles

A tackle consists of a rope called the ―fall‖ which runs through two blocks in such a way
that any pull applied to its hauling part is multiplied by an amount depending upon the number of
sheaves in the blocks and the manner in which the rope is rove through them. This amount is
called the ―mechanical advantage‖ of the tackle, and if friction is disregarded it is equal to the
number of parts of the fall at the moving block. Friction in the sheaves, however, considerably
reduces the mechanical advantage of a tackle, the amount of the reduction depending upon the
number of sheaves in the tackle.
DOUBLE WHIP

This is the simplest form of tackle where the fall is rove through two single blocks, the
end of the fall being secured to the upper block. The mechanical advantage is 2.

The purchases commonly used in a ship for general purposes are the ―luff‖, the ―jigger‖,
and the ―handy billy‖. Each consists of one single and one double block with the standing part
the fall secured to the single block. The mechanical advantage is either 3 or 4, depending upon
whether the single or double block is the moving block.

114

1. ELEMENTARY SEAMANSHIP

LUFF

This is used wherever a heavy pull is required; it is rove with a 3-inch or larger fall, A
jigger rove with a 2-inch or a 2 ½-inch fall, and the handy billy with a fall of less than 2 inches
in size.

―Two blocks‖; a purchase is said to be two blocks when both blocks are hauled up
together and touching.

To ―Overhaul‖; a purchase is said to be ―overhauled‖ when the two blocks are separated
further apart.

To ―Round up‖; is the opposite to ―overhaul‖

Rigging of a Derrick

A derrick is a swinging boom pivoted at its heel so that it can swing both horizontally and
vertically. The head of the derrick s is fitted with a ―topping lift‖ to raise or lower it, and with
―guys‖ to swing it sideways, it is usually fitted with a single block at the head and the heel
through which is rove a single.
 115

CHAPTER VII

whip with a hook on the end; the hauling part of the whip is usually led to a ―motor bollard‖
or ―a winch‖.

Throwing a Heaving Line

The normal use of a heaving line is for making the first connection with a jetty, or another
ship, when going alongside, so that heavy hawsers may be hauled across.

The proper and intelligent use of a heaving line may, however, save the life of a man who has
fallen overboard, or prevent a boat that has broken down from drifting past the ship and so into
danger.

All ratings should therefore know the correct way to throw heaving line(see Fig 56). Fig.
56.
 116

1. ELEMENTARY SEAMANSHIP

The line is made up in two coils. One small coil of a few turns, in ―loop‖ fashion 12
inches to 18 inches in diameter, is held in the right hand (left hand for left-handers). The
other coil, made up of larger loops, should be held in the other hand. Ample bight should be
left between the coils to allow for plenty of slack when both arms are fully outstretched.

The first end of the line is weighted with a knot, either the monkey's fist or the ―heaving
line knot‖. The other end is back-spliced.

The man throwing the line should take up a convenient position which will give him a
clear swing in all directions when both arms are fully stretched.

To throw the line the man takes a firm stance, roughly at right angles to his objective,
and :-

(i) sees the knot outside and clear of the small loops in his right hand;
(ii) sees line from larger loops clear to run off his other hand, with the last end (back-
splice) held firmly or secured to rail;
(iii) takes a free swing with the body and arms to obtain maximum force and, allowing
for the force and direction of the wind, throws the small coil in roughly the same
way as for round arm bowling at cricket, the small coil being released before the
right hand reaches the top of the swing.
The line is usually of 1 ¾-inch cordage about 17 fathoms long.

1. SHIP MAINTENANCE
 The maintenance of a ship and her equipment in a state of seaworthiness, efficiency and
cleanliness is one of the most important tasks, and ratings must possess a general knowledge of
the various materials provided for these purposes and the manner of their use. Some of this
knowledge is set out below.

Paint and Painting

Paint is used to give a protective coat to materials, such as steel and wood, which would soon
corrode or rot if their surfaces were left bare to the corrosive action of air and water.

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CHAPTER VII

For a coating of paint to be effective and not merely decorative it must be of the correct type
for the job in hand. It must also be properly applied over a specially prepared surface to provide
as far as possible a water proof, damp-proof, corrosion-proof covering for the material.

All paint is more or less porous and to achieve a practically water-tight covering it must be
applied with two or more layers of different types of paints. Each coat of paint must be applied
not too thick (or it will not dry ―set‖) and not too thin (or it will not cover well and will let in
damp). Also the paint must be brushed or sprayed well into the surface.

The first layer of paint put on any material is called the primary coat and the paint is usually
called the ―primer‖; red lead, red oxide, red zinc chromate and aluminium paint are examples.

Over this another coat of paint called the ―undercoat‖ may be applied, and finally ―finishing
coat‖ is applied.

The finishing coat is a glossy or semi-glossy paint which sets with a hard, smooth surface to
which moisture will not cling or penetrate and which will stand up well to the wear and tear of
traffic and cleaning.

Paint is heavy and the total weight carried on the exterior and interior surfaces of a ship is
very considerable. Therefore, no more than the specified number of coats of paint should be
applied, and, as far as possible, old coats should be removed before new ones are put on.

TYPES OF PAINT
 Oil paints and enamels are inflammable and are therefore seldom used for painting inside a
ship in the Royal Navy.

Synthetic resin paints are more fire resistant after application and are largely used as top
coats for interior painting. In bulk; in the tin, they are inflammable.

Priming paints commonly used are red zinc chromate or red lead for exterior work and
aluminium paint for interior work.

Flatting is chiefly used for interior surfaces such as deckheads, and especially over cork
granulated surfaces as it is porous and will allow the cork to absorb moisture.

118

2. SHIP MAINTENANCE

Distempers such as ―Duresco‖ are termed ―water paints‖. They are used for painting such
material as the lagging of steam pipes and the blast bags of guns, and also the lagging of the
ship‘s side and deck heads in living spaces when it is cement covered. They are not as durable as
oil paints but are not so liable to crack or peel due to any expansion or contraction of the surfaces
on which they are applied.

PAINT BRUSHES

The choice, use and care of paint brushes play an important part in painting. Some of the
brushes provided in the Royal Navy are illustrated in Fig. 57, and they are supplied in various
sizes.

Flat brushes are general purpose brushes; a three inch flat brush is the most suitable for
painting large areas.

Sash-tools are used for intricate or delicate work, and for corners or crevices, where the flat
brush would not reach.

Fitches or Liners are used for cutting in lines.

Efficient painting cannot be carried out with a brush whose bristles are distorted or splayed
out. Therefore never allow a
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CHAPTER VII

brush to rest on its bristles; but hang it up by its handle when not in use. Every brush drawn
from the store should have a hole bored in its handle for this purpose.

After use, a brush should be cleaned by working out the paint in a solvent, such as white
spirit. It should then be suspended with its bristles covered in raw linseed oil, or, if this is
impracticable, in clean fresh water.

On no account should paint pots or brushes be kept out of the store overnight.

PREPARING A SURFACE FOR PAINTING

The preparation of a surface for painting is of the utmost importance. It must be clean and
dry, therefore all rust, scale, loose paint, oil, grease, moisture, salt deposits and any other
corrosive agents should be removed before paint is applied. Failure to eliminate any of these will
result in a coating which will crack, peel off, or blister, and under which corrosion will spread
unseen and therefore unchecked.

APPLYING THE PAINT

 Paint rots cordage and rubber and these should never be painted over; nor should the
following items be painted:- wire rope, working parts of rigging, joints in rod gearing, aerials and
insulators, tallies, polished fittings, corticene, glass, leather and similar materials, wire gauzes for
loud speakers and strainers. This list is by no means complete and common sense should be used
before an article is painted over.

All painting should start from the top and continue down wards. When painting an interior
compartment it should first be swept clean, deck cloths laid down and furniture oor fittings not
required to be painted should be covered over. The deck head should then be painted, followed
by the bulk heads working from the farthest corner towards the door. The use of ―long-toms‖
(paint brushes lashed to broom handles) should be reduced to a minimum, as the paint cannot be
effectively worked in with such tools. When painting near fittings which are not themselves to be
painted, a piece of cotton waste should be carried to wipe off mistakes in brush work while they
are still

120
2. SHIP MAINTENANCE

wet. When painting intricate work, such as water-tight doors, a piece of cardboard should be
used to cover those parts which are not to be painted.

Brush Work, Painting is a job which requires skill. intelligence and the correct technique.
The brush should be held correctly between the thumb and the first three fingers, as illustrated in
Fig. 58

The paint pot should never be more than two-thirds full, and a stick should be provided to
keep the paint well stirred. The bristles should never be dipped more than halfway in to the paint
and should be tapped gently against the inside of the pot to remove excess paint. The paint
should be applied firmly with smooth, even strokes of the brush, backwards and forwards across
the surface, with the brush held at an angle of 45 deg. to the work. The initial strokes, called
―laying-on‖, should be made horizontally over an area of about 4 square feet, and then crossed
by vertical strokes, called ―laying-off‖, the last strokes being made upwards. Paint should be
brushed on thinly. If it is applied too thickly it will not dry properly and will have a poor
appearance.

Cleaning Ship

Bright Work. Where practicable brightwork fittings should be removed for cleaning; if this is
impracticable a stencil should be made for the fitting to prevent the metal polish from staining
the surrounds. Emery paper should only be used to smooth down rough castings or to remove a
heavy accumulation of rust. Brass should be cleaned with metal polish rubbed in vigorously and
polished with a rag or paper. Steel and very dirty brass, or

121
CHAPTER VII

brass covered with verdigris, should be cleaned with powdered bath brick and metal polish,
rubbed on with a piece of canvas. Metal mess traps are best cleaned in soapy water with a wad of
wire wool; caustic soda or similar strong solutions will eat into and destroy the ―bloom‖ on the
surface of tinned mess traps.

Canvas. Heavy canvas should be scrubbed with salt water. Light canvas should be washed
with soap and fresh water. Paint can be removed from canvas by rubbing in hard soap on the
place while the paint is still wet. The paint will disappear at the next scrubbing.

Glazed Surfaces of china, earthenware, tiles and enamel ware should be cleaned with soap
and fresh water. On no account should abrasives be used, as these will destroy the glazed
surface. Stains may be removed with bath brick, cleansing powder or careful application of
caustic soda.

Corticene and Linoleum are best kept polished with floor polish. When this is not practicable
they should be cleaned by washing with soap and a little warm fresh water, great care being
taken to prevent the water from getting underneath the corticene and also to preserve intact the
upper slated surface. If water is allowed to get into corticene, either from below or through a hole
in the sealed surface, the material will soon rot. The surface should therefore not be scraped or
rubbed with harsh abrasives. Paint marks can be removed with turpentine or shale oil.

Glass should be cleaned with warm fresh water and soap and polished with newspaper. Paint
can be removed from glass by wetting it and then rubbing it with a copper coin, laid flat.

Lagging and Insulation should be brushed with a soft brushed washed with a damp cloth
rinsed in fresh water, and re-painted with distemper.

Leather, Hide and Oilcloth should be washed with warm fresh water and soap. Dubbin or
neats foot oil should rubbed well into leatherwork exposed to the weather.

Perspex should be cleaned with a soft cloth and ―Sinex‖.

Painted surfaces should be cleaned with fresh water and clean cloths. Hard soap may be used
except on enamel. Soda, cleaning powder, soft soap or caustic soda should never e used to clean
paintwork, as these agents destroy the paint. Stains

122
 2. SHIP MAINTENANCE

may be removed by careful application of powdered bath brick on a damp cloth.

Rubber should be cleaned with soap and fresh water and then thoroughly dried. Powdered
chalk should be applied to the sealing strips of water-tight fittings to prevent the rubber from
getting sticky. Paint splashes can be removed with pumice stone. Paint, oil or grease should not
be allowed to come into contact with rubber.

Salt is the curse of the storekeeper. Nothing which has been soaked in salt water will keep
dry until all traces of salt have been removed. Such articles should, if practicable, be thoroughly
washed in fresh water before being dried out.

Woodwork. Undressed woodwork should be scrubbed either with salt water or sand and salt
water, or with sharkskin. Soap should not be used on woodwork as it is liable to turn it yellow
and may produce a greasy surface. Polished wood should be washed with fresh water and
thoroughly dried; an occasional rub with a cloth moistened with linseed oil will keep the surface
fresh. Polished furniture should be treated with furniture polish. Old varnish can be removed
with a coating of lime or strong caustic soda; the surface should then be washed with fresh water
and thoroughly dried, before it is re-varnished.

123
CHAPTER VIII

1. ROUTINE

Time, and Division of the Day into ―Watches‖

The day is divided into 24 hours, and into seven periods called ―watches‖. The day starts at
midnight and the time of the day is recorded by four figures, of which the first two denote the
hour and the last two the minutes. The following table shows at a glance the difference in the
recording of time by civil and naval methods.

CIVIL TIME NAVAL TIME WATCH

Midnight to 4 a.m. 0000 to 0400 Middle
4 a.m. to 8 p.m. 0400 to 0800 Morning
8 a.m. to Noon 0800 to 1200 Forenoon
Noon to 4 p.m. 1200 to 1600 Afternoon
4 p.m. to 6 p.m. 1600 to 1800 First Dog
6 p.m. to 8 p.m. 1800 to 2000 Last Dog
8 p.m. to Midnight 2000 to 2400 First

The purpose of dividing the period between 1600 to 2000 into the two ―dog watches‖ is to
provide an odd number of watches the 24 hours, so that the Port Watch and the Starboard Watch
will keep a different watch each day.
The periods of the day are denoted by their respective watches; for instance the morning,
afternoon and evening, are referred to as the ―morning‖, ―forenoon‖, ―afternoon‖, ―first dog
watch‖, and ―last dog watch‖.
Striking the Hours. Time is indicated by striking the hours and half hours on the ship‘s bell
throughout each watch in the following manner:-
First half hour 1 bell Second hour and a half 5 bells
First hour 2 bells Third hour 6 bells
First hour and a half 3 bells Third hour and a half 7 bells
Second hour 4 bells Last hour 8 bells

This sequence is repeated for each successive watch, except in the case of the last dog watch.
Hence seven bells can indicate 0330, 0730, 1130, 1530, or 2330. Therefore, when describing by
the time by this method, the number of bells is qualified by the

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CHAPTER VIII

watch; thus 1030 would be described as ―five bells in the forenoon‖. In the last dog watch, 1830
is marked by one bell, 1900 by two bells, 1930 by three bells, and 2000 by eight bells.

Silent Hours. The term ―silent hours‖ denotes the period of the night watches, between the
times of ―pipe down‖ and calling the hands, when it is the custom not to mark the time by the
bell in order to avoid disturbing those of the crew who are asleep below. During the silent hours

the watch next on deck is called by the pipe; ―All the (required) watch‖, spoken less loudly
than in daytime.

THE SHIP's BELL

Except for marking the hours, the bell is only struck to indicate the position of the ship when
at anchor in a fog or to sound the general alarm in the event of fire or other emergency. The fog
signal is the rapid ringing of the bell for about five seconds at intervals of one minute. The
general alarm on the bell is the rapid ringing of the bell for a longer period than five seconds,
which is usually followed by a bugle call or a pipe indicating the nature of the emergency
together with orders to deal with it.

Routine

The normal every-day life of a ship is run in accordance with a time-table known as the
―Routine‖. A routine must cover the general activities of a ship and her crew wherever she may
be; thus there are routines for harbour and sea, for week-days and Sundays, for the Home and
foreign Stations, for shore establishments, and for winter and summer.

Routines must vary considerably with the type of ship and her situation, but the principles on
which any routine is based are governed by King‟s Regulations and Admiralty Instructions and
there are therefore certain main features which are common to all of them. Examples of typical
Daily Harbour and Daily Sea routines are shown on pages 130 to 133, and from these it can be
seen that the day is divided into three main periods, the first from 0535 to 0900, the second from
0900 to 1600, and the third from 1600 to 2200. In the first period hands are called and the ship is
cleaned inside and out and made generally shipshape for her day‘s work. The second period,
comprising the forenoon and afternoon watches, is devoted to the maintenance and repair of the
ship and her equipment, and to the training and instruction of her crew. In the third period
facilities are given to the crew for leisure and recreation, and shore leave if in harbour, and the
ship and her equipment are prepared for the night.

126
1. ROUTINE

MAKE AND MEND

Originally known as ―Make and Mend Clothes‖ this was a half holiday set aside weekly
(usually on Thursdays) for the Ship's Company to repair and replace their kit. In those days few
articles of clothing were supplied from store, and men usually made most of their own clothing.
Nowadays make –and- mends are usually granted on every Saturday when circumstances permit,
and in addition an extra make-and-mend may be granted occasionally for organized recreation
when the ship is in harbour.

GUARD AND STEERAGE

The steerage used to be right aft by the rudder head, and near or around this flat were
berthed the officers, who, together with the guard and any passengers, were allowed to lie in
later than the remainder of the hands and were roused by the call ―Guard and Steerage‖.

Nowadays ―Guard and Steerage‖ may apply to gunroom and junior officers who sling their
hammocks, chief petty officers, watch keepers, excused daymen, bandsmen, officers'
servants on duty after 2200 on the previous evening, and boats' crews off duty.

PIPING AND THE BOATSWAIN's CALL.

Piping is a method of passing orders, especially routine orders, in ships of the Royal
Navy.

The expression ―to pipe‖ describes generally the sound of the boatswain's call, together
with the spoken order which may qualify it. Some pipes are orders in themselves and do not
require any verbal additions, e.g., ―Pipe Down‖.

BUGLE CALLS

The more important routine orders are passed by the bugle in ships which carry a bugler.
Most of these bugle calls are an order in themselves and require no qualification by pipe. It is
the duty of all hands to learn and recognise the standard bugle calls and pipes.

DAILY ROUTINE

The normal routine work of the ship's company is regulated by a detailed ―Daily
Routine‖, that carried out at sea differing from that in harbour, as shown in the typical example
of each on pages 130 and 132.

127
DAILY HARBOUR ROUTINE

0505 Call men under punishment.

0515 Call duty R.P.O., disciplinary P.O and bugler.
0530 Call the hands; lash up and stow hammocks men under punishment to muster.
0550 * ―G‖.
0555 out pipes.
0600 Hands fall in; clean ship and lower boats ; duty boat crews scrub out and fuel boats; off
boat ropes
0630 Up guard and steerage hammocks.
0650 Cooks to the galley; uncover guns; respread awnings.
0700 Hands to breakfast and clean.
0745 Guard and band; (Summer).
0750 out pipes; duty boys of the forenoon watch muster for inspection.
0800 Colours(Summer); both watches for exercise, stand fast cooks and sweepers; hands to
brightwork stations ; clean messdecks and flats
0820 Commander's requestmen and defaulters
0835 Quarters clean guns.
0845 Guard and band(Winter)
0855 G return rags; morning watchmen out pipes
0900 Colours(Winter); both watches of the hands, or Divisions,
1030 Stand Easy.
1040 out pipes, hands carry on with work.
1100 Up spirits.
1130 Afternoon watchmen and relief boats' crews to dinner.
1150 Cooks to the galley; grog call.
1200 Hands to dinner; pipe leave and any general orders.
1230 Men under punishment to muster (1315 on make-and- mend days).
1305 ―G‖
128
The note"G" sounded on the bugle as a warning call
1310 out pipes.
1315 Both watches of the hands fall in.
1420 Stand Easy.
1430 out pipes; hands carry on with work.
1530 First on dog watchmen to tea; (make-and-mend days, men under punishment secure). 1540
clear up days; ; (make-and-mend days, both watches for exercise fall in).
1550 Cooks to the galley; emergency party to muster.
1600 Hands to tea, or evening quarters; clean into night clothing; libertymen to clean(libertymen
―fall in accordance with boat routines).
1630 men under punishment to muster.
1700 Engine-room department to evening quarters. (in deck-yard- emergency party to muster;
exercise Fire Stations)
1800 Duty part of the watch fall in; hoist boats; on boat ropes and stern fasts; rig cinema; cover
guns (at Sutset if earlier )
1830 Hands to supper; men under secure ; duy boats' crews clean into night clothing.
2015 cooks and sweepers clear up mess decks and flats; duty part of the watch of the hands fall in,
clear up decks, slope awnings, close watertight openings.
2040 Night boats crew, and men under punishment and stoppage of leave to muster; ―First Post‖. 2045
Rounds.
2100 *‖ Last Post.
2110 Boys turn in.
2145 Duty hands fall in, unrig cinema.
2200 Pipe Down.
2230 chief and Petty officers pipe down.

129
DAILY SEA ROUTINE
0340 Call morning watchmen.
0350 Morning watchmen to muster.
0505 Call men under punishment.
0515 Call duty R.P.O., disciplinary Petty officer and bugler.
0530 Call the hands (stand fast middle watchmen); lash up and stow hammocks; men
under punishment to muster.
0545 Morning, watchmen to muster; sweep down decks, place wash deck gear,
0550 ―G‖
0555 Out pipes.
0600 Hands fall in; clean ship.
0630 Up guard and steerage hammocks; open watertight openings (as ordered by O.O.W) 0650
Cooks to the galley; watchkeepers of forenoon watch to breakfast and clean.
0700 Hands to breakfast and clean.
0755 out pipes; seaboats crew and lowerers of forenoon watch to muster.
0800 Both watches for exercise, stand fast cooks and sweepers; hands to brightwork
stations; clean messdecks and flats.
0820 Commander's requestmen and defaulters.
0835 Quarters clean guns.
0855 ―G‖; return rags; morning watchmen out pipes.
0900 Both watches of the hands, or Divisions.
1030 Stand Easy.
1040 Out pipes, hands carry on with work.
1100 Up Spirits.
1130 Watchkeepers of the afternoon watch to dinner.

130
1150 Cooks to the galley; grog call.
1200 Hands to dinner
1225 Seaboats crew and lowerers of afternoon watch to muster.
1230 Men under punishment to muster (1315 on make- and - mend days).
1305 ―G‖
1310 out pipes.
1315 Both watches of the hands fall in; stand fast watchkeepers of the forenoon watch.
1345 Watchkeepers of the forenoon watch to muster.
1430 Stand Easy.
1440 out pipes, hands carry on with work.
1530 First dogwatchmen to tea (make-and-mend days, men under punishment secure).
1540 Clear up decks (make-and-mend days, both watches for exercise fall in).
1600 Hands to tea or evening quarters; clean into night clothing.
1630 Men under punishment to muster.
1820 Cooks to the galley.
1830 Hands to supper; men under punishment secure.
1950 First watchmen to muster.
2015 watch to muster; duty part clear up decks, non-duty part close watertight openings;
cooks and sweepers clear up mess decks and flats for rounds.
2040 Men under punishment to muster.
2045 Rounds; boys turn in. .
2130 pipe down; seaboats crew and lowerers unrig cinema.
2200 Chief and Petty Officers pipe down.
2340 Call middle watchmen.
2350 Middlewatchmen to muster.

131
 2. ORGANISATION

Command
A warship is commanded by an officer of the executive branch who is known as ―commanding
officer‖ or the ―captain‖ .He may be of any rank from Captain to lieutenant , depending upon the size
and type of the ship he commands.
Next in importance to the captain is the ―Executive Officers‖ who may be of any rank from
commander sub-lieutenant. He is especially appointed to carryout executive duties in the ship, and he is
responsible to the Captain for the fighting efficiency of the ship, the general organisation and routine of
her ship's company, and the discipline, morale and welfare of everyone on board her. In ships where the
Executive Officer is of Commander's rank he is known as ―the Commander‖, otherwise he is known as
the ―First lieutenant; in ships where the Executive Officer is a Commander the officer of the executive
branch next in seniority to him is known as the First Lieutenant.
In the event of death or incapacity of the Captain the command of the ship devolves upon the
senior surviving executive officer or rating of the seaman branch.
In the temporary absence on leave or duty of the Captain the command of the ship for the time
being is vested in the senior Executive Officer On board.

Departments
The men who man a warship are known collectively as her ―ship's company‖ and for
administrative purposes the ship's company is divided into ―departments with correspond with the
various branches of the Service. The departmental organisation of a cruiser is shown in Fig 59.
the senior officers in department is known as the ― head‖ of his department, and he is responsible
to the captain for the efficiency of his department and the work carried out therein.

Watches
A continuous watch must be kept in a ship, both by day and keep night, at sea or in harbour, to
ensure her safety and to keep her in working trim. A proportion of her complement of officers and men
must therefore always be on watch, either actively engaged or standing by at immediate notice. The size
of the portion on watch depends upon the type of ship, whether she

133
 CHAPTER VIII

is at sea or in harbour, and the duties on which she is engaged. In order to provide a continuous
watch of varying size to suit the occasion, and to allow adequate periods for the rest and
recreation of the men, a ship‘s company is divided into watches and parts of watches in each of
which there are sufficient men, of the various branches and which the necessary technical
qualifications, to carry out any duty which the watch, or part of watch, may be called upon to
perform.
In the Royal Navy there are two types of watch organisation known, respectively, as the
―Two-watch‖ and the ―three watch‖ systems. In either system each watch is divided into two
parts, and in large ships each part may be divided into two ―sub-divisions‖. A part of a watch,
or a sub-division, is the smallest body of men that is used to work or fight the ship.
In the Two-watch system the men are equally divided into the ―starboard‖ and ―port
watches‖ and each watch is equally divided into the ―first‖ and ―second parts‖ With this system
the men can be worked ―watch and watch‖ (i e, four hours on and four hours off at sea, or one
day on and one day off in harbour), or in ―four watches‖(i.e, four hours on and 12 hours off at
sea, or one day on and three days off in harbour). In general ship work and for manning the
armament in wartime, this system provides for three-quarters, a half, or a quarter of the total
number of men available to be used at any time.
In the Three-watch system the men are divided into the ―red‖, ―white‖ and ―blue‖
watches, and each watch may be divided into its first and second parts. With this system the men
can be worked in ―three watches‖ ( i.e, four hours on and eight hours off at sea, or one day on
and two days off in harbour). The system provides for two-thirds, one-third, or one- sixth of the
total number of men available to be used for any work or duty required.
In either system the men off watch carry out their general ship's duties during working
hours in accordance with the routine in force at the time. Whether the seamen work in two or
three watches depends upon the type of ship and the arrangement of her armament, and they may
be changed from the one two the other according to the duties she has to carry out. The engine
room department usually work in three watches except when steaming at full power prolonged
periods; other departments usually conform to the system adopted for the seamen.

134
 2. ORGANISATION

Parts -of – Ship

For purposes of cleaning, maintenance and general shipwork a warship is divided in to

what are known as ―parts of the ship‖. The number a names of these part of the ship depend
upon the type and size of the ship (see Fig.60). In a battleship there will usually be four, i.e.,
―Forecastle‖ (F.X .), ―Foretop‖ (F.T.), ―Maintop‖ (M.T.) and ―Quarterdeck‖(A.X.); in a cruiser
three, i.e. ―Forecastle‖(F.X.), ―Top‖ (T), and ―quarterdeck‖ (A.X.); a small ship may be
divided into three parts, i .e., ―Forecastle‖(F.X.), ―waist‖(W) and ―quarterdeck‖ (A.X.),or in to
only two parts i .e., ―Fore Part‖(F), ―After Part‖(A);(the abbreviations shown in brackets are
those used for marking the gear belonging to each part).

FORECASTLE F.X

TOP FOREPART

AFTER PART

QUARTERDECK AX

DESTROYERS AND ABOVE SMALL. CRAFT

Fig. 60. Parts of ship

Seaman, petty officers and men are detailed in approximately equal numbers from each
part of the watch to each part of the ship, and they are then known as forecastlemen,
foretopmen, maintopmen, topmen, quarterdeckmen, etc., according to which part they are
allocated.

Each part of the ship is thus composed of approximately equal numbers from each watch
or part of a watch, and conversely, each watch or part of a watch is composed of approximately
equal numbers from each part of the ship. Care is taken that equal part of the ship and each part
of a watch contains and equal number of men of each different rate and qualification, and that

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 CHAPTER VIII

They are equally balanced as regards seniority and experience each part of a ship
is under the charge of two or three petty officers (one to each watch) known as the First,
Second, or third ―Captain of the Top "*.

Divisions
For general administrative and welfare purposes, the whole ship's company is divided into
a number of "divisions" which correspond with the departments of the ship (e.g., " Supply
Division ", Electrical Division‖ , Communication Division "). The number of seamen in a
ship of any size, however, is too large for them to be grouped in a single division and they
may therefore be divided into divisions which correspond with their parts of ship (i.e.,
Forecastle, Top, and Quarterdeck Divisions) or their watches (e.g., Starboard and Port, or
Red, White and Blue Divisions). The engine-room department is also too numerous to be
grouped in a single division, and engine room ratings are usually divided into four divisions,
one for artificers and mechanicians, .and the remaining three for stokers, one for each watch.
"
The main principle of the divisional system is that each division is composed of a body of,
men" who- normally work and mess together and who therefore know each other- well. Each
division is under the charge of an officer of the department concerned, who is responsible for
the administration, training, instruction, advancement, welfare, and' general efficiency of
everyone in it.

* The term ―top" originated in the days of sail, when the crew of a " Ship-of-the-Line "
with three masts, would be divided into fo'c' slemen, foretopmen, maintopmen,
mizzentopmen, quarterdeckmen, waisters, and idlers or daymen. The topmen were able-
bodied and ordinary seamen whO, with a small number of boys, worked aloft on the masts
and yards and where regarded as being the cream of the seaman complement. The older
and less active able seamen and ordinary seamen, also supplemented by boys, were allocated
to the forecastle and quarterdeck. The waisters were made up of old or infirm seamen,
and landsmen or " greenhorns‖; they worked in the waist of the ship, " and had little else of
duty than hauling. Swabbing decks, picking oakum and other menial tasks‖ and were
looked down upon by all on board. The daymen or ―idlers" comprised the artisans,
Such as the carpenter and sailmakers, and others such as the cooks: they were not allocated to
watches or parts of the ship, worked regular hours during the day and had "every night in
", but they had to turn to at the order ―all hands‖.

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 2• ORGANISATION

Employment of the hand

For general harbour duties the watch and part systems allow for the muster or
employment of varying numbers of the hands, as explained below: _ '
―Clear Lower, Deck:", This calls all men of all branches except those actually on
watch.
" All the Hands " .. Formerly this call meant the same as the present day ―Clear
Lower Deck". Nowadays it calls all seamen and 'marines except those actually on watch.
" Watch of the H ands”‟ or “Part of the Watch of the Hands ". This calls all seamen
and marines of the watch or part concerned except those actually on watch.
“Both Watches for Exercise ",‖ A Watch for Exercise”, "A Part of Watch for Exercise”
or “A Sub-Division for Exercise" . This calls all seamen and marines of the watches or
parts of watches concerned except those on watch and those special parties shown on the
" Excused list ".
The call ―Clear Lower Deck” completely disturbs the work of the ship and is
usually reserved for emergencies, “divisions ", ―general musters and payment.
The calls ―All (or a Watch, or, a Part of a Watch) of the Hands” are usually reserved
for the main musters of the day, for drills or evolutions, and for work where the normal
watch or part ―for exercise " is insufficient. In working hours these calls disturb the work
of the special dutymen and training classes .
The call “Hands Working on the Upper Deck " is usually piped, in preference to a
watch or part of a watch, if comparatively few hands are required unexpectedly during
working hours, because it is desirable to disturb the work of the ship and the training
classes as little as possible.

Quarters
In war different circumstances require that the whole. or only portion, of the
armament of. a warship be kept manned and ready for instant action. This manning of her
armament is therefore based on the watch system, so that the whole or only portions of
the ship‘s company are at their quarters according to the ―degree of readiness‖ required
by the existing circumstances.

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There are four degrees of readiness, and these are described in the table below; all hands, a
watch, two watches or a part of a watch may be closed up at their action stations according to
the degree of readiness in force.

PROPORTION OF CREW
DEGREE CLOSED UP AT THEIR CIRCUMSTANCES
STATION
OF QUARTERS
READINESS

First Action station All hands Action with enemy forces

Second Action stations relaxed. All hands except a small
proportion 0 from c
each quarter who-are
alloweded to fall out for
meals or. relaxation.
imminent
Action with enemy less
imminent, or a lull in an
engagement.

Third Defence Stations One watch or a part of a"
watch, according to the
proportion of the
armament required to be
manned, which in turn is
governed by ''the degree
of threat from the enemy
surface forces, aircraft, or
submarines.
Action .with enemy poss-
ible, but not imminent.
The watch not closed up
carry out normal routine
duties with their parts of
ship.

Fourth Cruising Stations A part of the watch or a Action with enemy poss-
Proportion of one. ible, but fairly remote.
Normal ships duties are
carried out by men not
closed up at quarters,
hands working with their
parts of ship.

A man's action station or ―quarter", is that part of the armament of a ship to which he is
detailed, and it may vary with the degree of readiness in force.

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 2.ORGANISATION

A watch or a part of watch includes not only a balanced proportion of petty oficers and
men from each part of ship, but also a balanced proportion of the hands necessary for
manning and fighting portion of the armament.

Watch and Station Bill

Every member of the crew, in addition to being detailed for specific routine duties and
shipwork, is allocated to specific quarters for fighting the ship, and to special stations for
certain emergencies.
Every man is detailed in a " Watch and Station Bill" for his station for quarters and for
certain general evolutions. The Watch and Station Bill is a printed broadsheet, ruled in
columns, in which is entered the name of every member of the ship's company, together
with his." Ship‘s book number " , his quarters for each degree of readiness, his
emergency boat station, his special duty (if any) and his watch, part of watch, sub-division
(if any) and part of ship.
Copies of the Watch and Station -Bill are posted on the main notice boards of the ship"
'and from it man can tell at a glance his more important stations. Detailed orders for other
evolutions are usually included in a separate' station bill, issued by the Executive Officer
in which men are detailed by watch or part of ship.

Duty Watches
Depending on their size and general arrangements, ships work in 2, 3 or 4 duty watches,
or sometimes in a combination of them.
At sea the duty, part of the watch changes each watch, i.e., every four hours (2 hours in
the dog' watches), but in harbour the duty part changes every 24 hours only, at 1230.
whichever watch system is adopted, it is convenient to maintain a regular sequence-of
watches, and for this a roster IS useful. ,An example of a roster which caters for each system
is shown on page 142.

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 CHAPTER VIII

SEA WATCH KEEPING TABLE

MIDDLE MORN FORE AFTER 1ST LAST FIRST

ING NOON NOON DOG DOG
Aug.24 Sept.5 1P 1S 2P 2S 1P 1S 2P
Red White Blue Red White Blue Red
25 6 2S 1P 1S 2P 2S 1P 1S
White Blue Red White Blue Red White
26 7 2 P 2S 1P 1S 2P 2S 1P
Blue Red White Blue Red White Blue
27 8 1S 2P 2S 1P 1S 2P 2S
Red White Blue Red White Blue Red
28 9 1P 1S 2P 2S 1P 1S 2P
White Blue Red White Blue Red White
29 10 2S 1P 1S 2P 2S 1P 1S
Blue Red White Blue Red White Blue
30 11 2P 2S 1P 1S 2P 2 S 1P
Red White Blue Red White Blue Red
31 12 1S 2 |P 2S 1P 1S 2P 2S
White Blue Red White Blue Red White
Sept.1 13 1P 1S 2P 2S 1P 1S 2 P
Blue Red White Blue Red White Blue
2 14 2S 1P 1S 2P 2S 1P 1S
Red White Blue Red White Blue Red
3 15 2P 2S 1P 1S 2P 2S 1P
White Blue Red White Blue Red White
4 16 1S 2P 2S 1P 1S 2P 2S
Blue Red White Blue Red White Blue

Watch Duties in Harbour

Out of working hours, both by day and night, the "Watch On Board‖ and more
particularly the ―Duty Part ", must be ready at all times to turn for any work or to compete
With any emergency which may arise. In addition, the duty part provides parties for the
specific duties indicated below.

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 2.ORGANISATION

Duty Hands. The duty hands are usually employed for all work out of working hours
for which only a small party is required.

Fire Party. This consists of a composite body of men of all branches competent to deal
in the first instance with any fire. A special sleeping space is set apart for this party.

Damage Control Party. This is similar in composition to the fire party and . is responsible
for the routine closing and opening of water-tight-openings the last thing at night and the first
thing in the morning, and for going rounds between decks during the silent hours to ensure that
the watertight integrity of the ship is maintained.
Night Boat's Crew and Lowerers. Out of working hours, day and night, a boat is kept ready
for immediate use in the event of any emergency. A special space is set apart for the night
boat's. Crew and lowerers to sleep at night.

Anchor Watch. In heavy weather, or when the ship is anchored in a strong tideway, an
anchor watch is detailed to watch the cable or to veer or heave it in, let go a second anchor, slip
the cable, or weigh anchor, as may be necessary.

Watch Duties at Sea

At sea it is usual for all hands to be ―on deck‖ and to work the normal daily routine from
the time of ―hands fall in‖ to the end of working hours, men being detailed from watches or
parts of watches for specific watch keeping duties and ―tricks‖.

After working hours, the First Dog watchmen (or the Afternoon Watchmen on make-and-
mend days) take over the Watch on Deck, and the watch system in force is then continued until
the time of ―hands fall in‖ on the following morning.

The Watch on Deck of seamen is not usually allowed below decks, but may, out of
working hour sit in the shelters set aside for them, from which they can be called immediately if
required.

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Men for the following duties are detailed from the watch on deck by the petty officer in
charge.
Seaboats Crew And Lowerers.Their number varies with the type and size of seaboat in use.
Look outs. The number of these varies according to whether war or peace routine is in
force at the time. Lookouts work in tricks, usually of one hour in peace, which may be reduced
to 20 minutes in war.
Helmsman and Telegraphman.A helmsman is detailed to steer the ship for a trick usually of
two hours duration. A tele- graphman is detailed to work the engine-room telegraphs for the
duration of the watch. Both work under the supervision of the quartermaster.
Bridge Messenger. A seaman or boy detailed for the period of the watch to work under the
orders of the Officer of the Watch.
Evolutions
In addition to her normal tasks a ship must be prepared to deal immediately and efficiently with
any emergency or eventuality which may come her way. It would not be possible to issue
detailed orders to meet every situation which might arise, but it is possible to issue such orders
for certain duties or emergencies which it is known from pas experience are likely to be
encountered, and these are known generally as evolutions.
Each evolution requires a certain number of men for its efficient execution in the shortest
possible time. It is therefore usual to make out stations for evolutions on the watch system,
employing a sub-division, a part of watch, a watch or all watches, according to the nature of the
evolution, and to apportion the provision and working of the necessary gear among the parts of
ship in the watch or part of the watch concerned.

The Station Bill

Detailed orders for evolutions are issued as a Station Bill this bill is quite separate from the main
Watch and Station Bill the latter being chiefly concerned with

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2. ORGANISATION
‗Quarters‖ The principal evolutions included in a Station Quarters Bill are shown in the table
below.

For all Hands For the Watch or Watches For a part of a watch

Damage Control Damage Control prepare Damage Control Darken and

Landing parties for sea undarken

Muster by open list Store and Provision Ship Out and in paravanes

Payment
Divisions and quarters
Entering or Leaving Replenishment at Sea Out kedge Anchor
Harbor
Muster for Drill Prepare for Towing Dress for ship
Main ship Out Bower or Stream Rig Church or Cinema
Air Bedding anchors
Paint Ship

Damage Control stations include stations for fire, flooding, collision or structural damage, and
the routine for closing and opening of all watertight fittings.
Landing Parties consist mainly of seamen, stokers and marines with a small proportion
of officers and men from other branches Each ship carries a sufficient number of small arms and
minor weapons to arm its landing party for active service ashore, or to act in aid of a civil power
to maintain order.
Muster by Open List, when the whole ship's company is assembled in the order in which
their names appear in the ship's ledgers, is carried out once a quarter. Each man steps before the
Captain, salutes and states his rate, his name and the sources from which his pay and allowances
are computed, e.g., Stoker Mechanic Brown, sir, two good conduct badges The object of this
muster is to check the details in the ship's ledger of each man's pay and allowances.
Divisions and Evening Quarters may be held daily, or occasionally, as ordered by the
Captain
The chief purposes of Divisions are
i) to muster the ship's company,
ii) to ensure that each man is fit, alert and smartly turned out;
iii) to enable the men to see their officers and the officers their men

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 CHAPTER VIII
The purpose of ‗Evening Quarters‖ is to muster the ship's company when work is
finished and to allow of the mess decks , flats, and other living spaces between decks being clean
and ship shape. At evening quarters the duty part of the watch may be ordered to carry out one
of the minor evolutions,
At both these musters the ship's company is fallen in by divisions, each in its allocated
position on the weather decks.
Entering or Leaving Harbour. When a ship enters or leaves a harborthe ship company is
fallen in by divisions on the weather decks. On these occasions the ship and her company are
critically watched, not only by other war ships, but by merchant ships, longshoremen, and
civilians. The ship should therefore look as smart as possible, and particular care should be taken
that everyone is correctly dressed in the ―Rig of the day‖that scuttles and weather doors are
closed and no one looking out of them, and that everything is ship-shape.
Muster for Drill. In harbour, one day a week is usually set aside for ―General Drill‖ when
the ships present compete with each other in carrying out various evolutions ordered by signal
from the Senior Officer.
Prepare for Sea. Before a ship leaves harbour, she is prepared for sea.this preparation
includes equipping and ringing the sea board, testing the main engines, steering gear, sirens, sea
communications, and the compasses; singling up the berthing hawsers if alongside reeving the
slip rope unshackling the bridle of the cable if at a buoy, shortening in the cable if at single
anchor, and unmooring if moored: setting up the guard: covering and securing all movable gear,
covering and securing boats. Closingcertain doors, hatches and water tipe opening.
Darken and Undarken Ship. In war and during fleet exercises a ship is darkened at dusk
and undarkened at dawn, as ordered by the Officer of the Watch or the Captain. Stations for
darken-ship must be organised in detail to ensure that no scuttle or aperture is missed through
which artificial light can be seen out board.
Petty officers' routing Duties Petty officers are detailed in turn to carry out the
following duties for a period of 24 hours at a time.

144
2. ORGANISATION
The Duty Petty Officer attends all main issues of spirits, meat and provisions to check
that they conform to the regulations concerning their and quantity, reporting any queries or
complaints to the Officer of the Watch
The Duty Disciplinary Petty Officer calls the in the morning, musters men under
punishment at the times laid down, and takes charge of the men under punishment for extra work
or drill.
The Duty Regulating Petty Officer calls the hands in the morning musters and checks
―liberty men ‖ goes the rounds between decks after the return of the last liberty boat, takes
offenders before the officer of the Watch after working hours, is responsible to the master at
Arms for any cell offenders, required.
The Duty Mess Deck Petty Officer supervises mess decks, flats bathrooms and drying
rooms after working hours and sees that they are cleared up at the regulation times
The Duty Gunnery Instructor goes the rounds in compartments adjacent to magazines
once in each watch during working hours. He is responsible to the Officer of the Watch for
covering and uncovering and security generally of the armament

Offices
The general organization and administration of a warship is directed through several
offices, the more important of which are briefly described below.
The Captain's Office deals with questions of general policy in the administration of the
ship, with the records and documents relating to all her officers and men, and with all secret and
confidential matters. All official mail is delivered to this office.
The Commander's Office administers the internal organisation the ship; and is
responsible for the issue of routines, daily orders and similar matters
The Gunnery office deals with everything relating to the use maintenance and repair of
the ship's gun armament, the allocation of Quarters, with the maintenance of the Watch and
Station bill and with training the crew in handling the gun armament.

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 CHAPTER VIII
The Regulating Office is concerned with the discipline, liberty and leave of the ship's
company, and with ―checking‖ officers and men in and out of the ship
The Pay Office, in which are kept the ship's ledgers, deals with the pay and allowances of
her officers and men.

The Victualing Office administers the victualling of officers and men, the stowage and
issue of provisions and clothing, and the preparation, cooking and serving of the meals.

The Naval Store Office is concerned with the stowage, issue and return of naval stores,
except the Boatswain's, Gunner's and other departmental stores

Main Naval Store. In all but the smallest ships there is a main naval store, manned by
stores ratings and under the control of the supply officer where one is borne. Except for food,
clothing and ammunition, almost every kind of article, from nuts and bolts to lifebelts, from paint
to radar spares, from mosquito nets to aircraft tailplanes, is issued from this store and from
smaller naval storerooms about the ship.

The Engineer's Office organises and administers the engine room department

The Main Signal office deals with all communications other than official mail, and it
routes and distributes them

The Mail office handles the despatch, receipt, collection and internal distribution of all
mail, both official and private.

DAILY ORDERS

Particulars of the work and duties of the ship's company especially those for the seaman branch,
are published and issued by the Commander's or First Lieutenant's office as ―Daily Orders‖
usually the evening before they are to be carried out. These orders include the of those officers
and men detailed to carry out routine duties, and also any orders or instructions required for
duties of a non routine nature. They are posted on the mess deck and other notice boards, and it is
the duty of every individual in the ship to read them. Lack of knowledge of such orders is not
accepted as an excuse for any failure carry them out.

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 CHAPTER IX

ELECTRICAL INSTALLATIONS

Electrical Equipment
Electricity is as important to a modern warship as the main machinery, And the correct
functioning of the electrical equipment is essential for the fighting efficiency of the ship, her
safety and the comfort of her crew.

The maintenance of the electrical equipment is the responsibility the electrical branch and
in no circumstances should it be interfered with by unauthorized persons. Any defects should be
reported at once to the electrical office where the necessary steps will be taken for their repair.
All electrical machinery is marked with tallies; these are for the information of the electricians
and must never be removed or painted over

Distribution of Electric Power

In most ships electricity is produced at 220 volts D.C. and is conducted round ship by
main electric cables, running as far as possible below the waterline or behind armour, from
which it is tapped by leads to feed the various electrical appliances and machines. in small ships
the supply of power is distributed from one or more centralized switchboards, but in larger ships
it is distributed from a ring main system. This consists of heavy armoured cables led round the
ship, inside the armour, in the form of a ring, which is fed through suitable switch gear from all
dynamos. By means of various types of switches, electrically, mechanically, or hand operated,
electrical power can be distributed to or withheld from any part of the ship. This degree of
control of the electrical power system is most useful in the event of failure or damage to the
dynamos or cables, because it enables the repair parties to repair or replace damaged circuits
with speed and in safety from the dangers of electric shock.

147
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CHAPTER IX

Emergency Lanterns
These are small battery-operated lights fitted throughout the ship, and their main function
is to illuminate gangways and ladders in the event of a failure of the main lighting

Internal Communications
Internal communications refer to the telephone and broadcasting systems in a ship. Radio,
lamp and flag signaling come under the heading of external communications.

TELEPHONE SYSTEMS
In a ship telephone systems may be divided under three broad headings
(i) direct telephones;
(ii) exchange systems;
(iii) grouped telephones.

DIRECT TELEPHONES are two telephones connected together so that a call may be made from
one to the other, but to no others. They are the normal means of communication in small ships

EXCHANGESYSTEM consist of a number of outlying telephones connected to an exchange,

where, by means of plugs on flexible leads, any telephone in the system can be connected to any
other.

Most cruisers and larger ships have three telephone exchanges

(i) Main Exchange,
(ii) Engine Room Exchange;
(iii) Fire Control Exchange.

Main Exchange are used for the normal routine of the ship. The main exchange is kept
manned continuously and can be connected to a show exchange when the ship is lying in
harbor at a berth to which leads from the shore system have been run.

The engine room exchange is a small exchange used in the communication system between
the engine rooms and boiler rooms.

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ELECTRICAL INSTALLATIONS

Fire control exchange. Telephones connected to the Fire Control Exchange are used for ―action‖
communications.

This exchange is wired to allow the operator to pass orders to a number of outlying stations
simultaneously.

GROUPED TELEPHONES. In many cases a number of tele- phones are connected in groups,
whereby a control telephone can past orders simultaneously to a number of outlying once
Type of telephones. Several types of telephones will be found in ships these include
(i) telephones with hand sets, similar to those found on shore but more robust; lifting the
hand set automatically calls the other end
(ii) head sets, carrying earphones, usually fitted with transmitters; they are generally
used for action purposes.
(iii) telephones with hand sets but having a call up worked by turning a handle.

BROADCAST SYSTEMS
Examples of broadcast systems are:
(i) the Warning Telephone System; and
(ii) the ament Broadcast System
In these systems microphones situated in selected positions are connected, through amplifiers,
to loud speakers throughout the ship.

In the case of the Warning Telephone System the loud speakers are fitted in living and
working spaces. In the Armament Broadcast System they are fitted in various action positions.

How to use a telephone and care in its handling are describe Chapter 13 under Voice
Communications

Radio
The modern warship carries a large number of radio equipment‘s of many kinds including
wireless telegraphy, radio telephony and radar sets. As far as possible they are placed in
offices where they are protected from the weather, dirt and shock, but certain parts have to be
in exposed positions in other parts of the ship. Unless care is used these parts can very easily.

149
 CHAPTER IX
Be damaged with the most serious results. Such items of radio for which ratings must keep a
look out are
(i) aerials and their feeders (or leads)
(ii) radar indicator units (on the bridge, in gun directors target indicating rooms, gunnery
calculating positions, action information spaces, etc.);
(iii) radio telephone microphones and small transmitters (in spaces like the aircraft
direction room)

MAINTENANCE o RADIO EQUIPMENT

The three greatest enemies of all radio equipment are water (especially salt water), dirt
and rough treatment, for the following reasons.

Water Most of these sets use high voltages (400 to 20,000 volts). Insulators are used to
keep these high voltages in the right channels. Water conducts electricity specially salt water
and if it reaches radio gear the insulators will be useless and the high voltages will flash
over", causing burning and serious damage throughout the equipment. Even when salt-water
is dried out the troubles are not over because the salt itself remains and gets damp again,
starting the trouble all over again. So remember:
(i) don't use hoses near radio equipment, or near the ventilation to radio rooms; as
(ii) when scrubbing decks near radio equipment use little water as possible, don't
splash it about, and wipe as dry as possible with a wrung out cloth,
(iii) keep ventilation fans running (and radiators switched on when necessary) to keep
the air warm and dry Dirt

This is harmful for the same reasons and in the same way as water. Dust consists of tiny
particles of metal, carbon and other conductors of electricity. So a film of dust over
insulators allows the high voltage to discharge through it So remember:
(i) in the vicinity of radio gear put four cigarette ash and ends in a tin (a good
seaman never throws them the deck anyway)
(ii) use a moist cloth for dusting a dry duster only scatter the dust into the air and so
into the radio equipment

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ELECTRICAL INSTALLATIONs

Rough treatment Radio gear is extremely delicate, and will not stand being knocked about
serious damage can be done to it by inexpert persons. For this reason no unauthorized person is
allowed to interfere with any radio equipment Care must be taken not to break, crush, dent, bend
or chafe the leads to any from aerials, as they are very delicate Never paint any part of any aerial
unless expressly ordered to do so. Ordinary paint contains metal and the high voltagesof many
aerials will case leakages over painted insulators.

Electrical Dangers
The operation of all devices depends upon supplies of power which are carried in
conductors inside the wires and cables, and these run through every To every compartment to
prevent leaks of power conductors have to be insulated from the metal parts of the ship, and this
is insulation is provided by layers of insolent between the current carrying conductor and the
protective water-tight cover of cable water or dam in any form is harmful to electrical apparatus,
and this means that the utmost care must be taken to prevent damage to cables and to replace the
caps on plug sockets after use. Rubber-covered cable should not be painted because the oil in the
paint will ruin the rubber Electric cables never be chipped or scraped, and nothing must be hung
from the cables over head.
just as hoses are more likely to leak than the ship's fire mains, so flexible electric cables
on portable apparatus are more likely to leak than the ship's permanent wiring, and a leak of
electricity at 220 volts can be lethal. Never attempt to repair electric irons portable drills, electric
chipping hammers, wandering leads, or any other portable aspirators because such repairs by
inexpert persons may lead to serious injury or loss of life
Aerials specially radar aerials often carry very high voltages and it is therefore advisable
to keep clear of all aerials. An additional reason for keeping clear of aerials is that many of them
are liable to train without warning
Permission should invariably be obtain from the officer of the Watch before a man goes
aloft or works near an aerial. Before on is granted the necessary precautions are taken to

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ensure that all aerials are safe. In order to prevent a radio set being kept out of action
unnecessarily a report should be made to the Officer of the Watch as soon as the man has
returned from aloft.

Electrical Defects
The Electrical Department has running machinery throughout the ship, and it is
impossible to watch all of it all the time. Any person who notices anything amiss with an
electrical device should report it at once to the duty electrician or to the Electrical Office. Prompt
reporting of defects may save a lot of work and may add to your own comfort

Electrical Fires
Electrical fires are usually caused by the heat generated by short circuits which occur
when bare current-carrying conductors make contact with other conductors or with the metal of
the ship They differ from ordinary fires because, even after any burning material has been dealt
with, the source of heat still remains to start another fire immediately if the current is not
switched off. If a solid jet branch pipe is used anywhere in the vicinity of live electrical circuits
the jet of water will act as a conductor and the holder of the branch pipe may receive a lethal
electric shock.
So whenever time and circumstances permit, switch off the current before tackling a fire
involving electrical apparatus and remember that rubber gloves give a false sense of security and
should not be worn

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BIRTHING AND MEESSING

Definitions
A birth is a space in a ship, enclosed or otherwise, which is allotted to a person or a number of
persons and in which they can eat and sleep and enjoy their leisure hours.
Berthing is the allotting of such places among the ship‘s company. Berthing varies considerably
in different classes of ships, the general rule being that enclosed messes are occupied by Chief
and petty officers of all branches, cooks and stewards, the remainder of a ship‘s company being
berthed in broadside messes.
A Mess is a term describing a particular company of officers men of a ship who live together.
Enclosed messes are either compartments or spaces enclosed by dwarf bulkheads and curtains.
Others are called broadside messes.
A Mess deck is compartment in a ship in which there are a number of broadside messes.
Messing is the provision of meals. There are three different systems of messing, namely general
messing Victualing allowance, and cash victualing. These systems are described later in this
chapter.

Organization of messes.
President of mess. In chief and petty officers messes the president is responsible for the conduct
and general running of the mess, assisted as necessary by a small committee formed from among
the members. The president is always the senior rating of the mess, except in the case of mixed
messes where the senior rating of the Seaman Branch is the president.

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Senior hand of Mess. In other messes the senior rating (or in mixed messes, the senior rating of
the seaman branch) is in charge of the conduct and general running of his mess.
Messmen. Chief and petty officers messes are allowed messmen detailed from the ship‘s
company to act as ―cooks of the mess‖.
Cooks of the messes. The duties of cook of the mess may include preparing the meals for the
mess and taking them to the galley to be cooked ; fetching cooked meals from the galley;
dishing up after meals; disposing of the remnants of the meal in accordance with the rules in
force; cleaning mess utensils and returning them to the galley at the correct times ; clearing up
the mess and its precincts at the times laid down, attending the issue of gorg and collecting gog
ration of the mess, making the tea, attending provision issues and collecting the ration or
purchases of the mess.
These duties vary according to the type of messing in force.
Mess Caterers. Each mess appoints a caterer, who, under the direction of the senior hand of the
mess, is responsible for the purchase and supply of any extra supplies from the ship‖s stores or
the canteen. His duties include the ordering of provisions, soap, tobacco, canteen stores, etc., for
his mess and keeping the mess accounts.
These duties vary according to the type of messing in force
Messdeck Sweepers. One or more sweepers are detailed to each mess deck. They are responsible
for the general cleanliness of their mess decks outside the immediate precincts of the messes, and
they work under the the mess deck petty officer and mess deck officer.
Duties of senior hand of the mess
The senior hand of the mess is responsible for the general conduct of the mess. He is to
check any irregularities in his mess and, if necessary, to report them to the officer of the watch or
other superior authority.

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His chief duties are enumerated below.

(i).detailing cooks of the mess daily by roster and ensuring that there is always a cook of the
mess of the watch onboard.

(ii).sharing the food equally among the members of the mess at meal times.

(iii).issuing the grog ration in the correct quantity to each member of the mess who is entitled to
it. He is to ensure that person not entitled to the grog ration do not receive any portion of it , and
he is to check any improper disposal, trafficking, or bartering of the grog ration.

(iv). Ensuring that the mess its precincts are cleared up to the times laid down.

(v). representing any complaints about food to the supply staff or to the officer of the watch
through the duty petty officer.

(vi). Ensuring that the mess accounts are kept correctly, collecting all monies due to the mess,
and due from members of the mess, and settling all mess debts at the end of each month.

(vii). Ensuring that the correct numbers are victualled in his mess and reporting any
discrepancies to the victualling office.

(viii). Notifying the regulating office if any members of his mess have not returned from leave
or duty by the correct time , and reporting any members who may be absent or whose a absents
can not be accunted for.

(ix).notifying the regulating office of members who will be absent on duty during the dinner hour
and whose spirit ration should be set aside.

The duties of senior hand of messes vary accordeing to the type of messing in force.

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Messing
All officers and men are entitled to be fed free, part of their wages. The various systems
of messing are explained in the following paragraphs.

GENERAL MESSING
The large modern warships are now (19490 messed on the ―general messing‖ system.
Under this system the supply officer is allowed to spend up to the authorized daily money
allowance for each member of the ship‘s company, plus a small additional allowance for each
boy borne on the ships book. Within the limits of these allowances the supply officer provides
for the whole ships company a daily menu which is desingned to include a sufficient proportion
of the various dietary needs such as meat , bread and for , vegetables and fish. Adjustment of
expenditure may be made for one day to another menus are varied as much as possible.
Considerable economy in expenditure is effected by this system, adequate meals are
provided without additional mess bills being incorrect by the men, and any wastage of fat bones
and bread is almost eliminated and all the food purchased is utilized to the full.

Modified general messing

Modern destroyers are now victualled on what is known as the ―Modified general
messing‖ system. As the ships carries no supply officer she is treated as a tender to a depot ship
or base, whose supply officer is responsible for administering the messing, and it is in this
respect that the ―General messing‖ system is modified.
A supply rating in the destroyer is detailed to keep a special provision account in which
are recorded the quantities of all foodstuffs to be carried each month the supply officer of the
parent ship or base sends a new provision account to the tender, together with menus for each
day of the month and a scale showing the quantities of provisions to be issued. Some alternative
menus are also provided show that if obtainable, fresh provisions can be used instead of
prescribed provisions. In this

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 BEATHING AND MESSING
System there is a daily per capita money allowance ,and a scale of allowances of rationed
foodstuffs , neither of which of should be exceeded.
The advantages of these general messing system are that :-
(i). A complete dietary is provided without cost to the individual, whereas under the old ―
standard ration and other victualling systems the cost of messing was often greater than the
authorized allowance , so that the difference had to be mate out of man sown pocket.
(ii). The food is prepared and the cooked in bulk by qualified cooks , whereas under the ald
systems, the food was prepared separately in each mess by its own unofficial caterer ,who
usually had little or no culinary knowledge.
(iii). The food is purchased in bulk so that large quantities can be stowed in store rooms and
refrigerators, the menu can be more varied than under the old system ,and the cost is much less
through buying at wholesale rates.
In both the general messing and the modified general messing systems the food can be
served under either of to systems , known as ― bradside messing ― and ― cafeteria messing ―.
In broadside messing the food for each mess is drawn from the galley in dishes by duty
―cook of the mess‖ and served out by them in there own mess. after each meal they also do the
washing up.
In cafeteria messing the food is served on plates to each man and eaten in a common
dining hall, the serving and washing up being done by a special working party. this system is
further subdivided in to.
― self service‖ in which the rating helps himself to a plate of food and
―teams service‖ in which he sits at a table and the food is served to him.

VICTUALLING ALLOWANCE
Small ships which are not fitted with modern electric galleys and not other wise
equipped for messing by the modified general messing system are messed on what is known as
victualling allowance.

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Under this system the food for officers' and men's messes is drawn from the victualling stores, as
required. The value of these issues, called ―issues on repayment‖, is charged at the end of the
month against a monetary allowance known as Victualling Allowance, and any credit balance is
used to pay any outstanding bills incurred by the messes for goods purchased during the month,
from N.A.F.I. for example.

CASH VICTUALLING

This system was introduced in 1940 for the benefit of small vessels when operating away
from their parent ships or bases. The whole crew obtain a standard monthly cash advance from
the Supply officer of their parent ship or base, and are messed as one mess which obtains its
supplies where and when it can by paying cash at the time of purchase. To prevent the crew
being out of pocket through having to purchase their requirements from more expensive sources
than those of the Service, the mess is reimbursed with the difference between the shore prices
and the Service issuing prices.

COMPLAINTS

Immediate complaints about food may be made in the first place to the senior cook rating
in the galley under the General Mess system, and to the rating in charge of the dining hall under
Centralized Messing. Failing redress they may be taken to the Officer of the Watch in either
case.

MESS UTENSILS

When a ship commissions each mess is issued free with a complete set of mess utensils
on the scale laid down in the Manual of Victualling. Worn or damaged articles are replaced
within reason, free of charge, but the mess or individual may have to pay for articles lost or
damaged by negligence. Breakable articles are replaced free in accordance with a regulation
scale; utensils required in excess of the scale have to be paid for. All mess utensils are mustered
monthly by divisional officers and senior hands of messes.

Ration Allowance

Officers and men on leave, or who by reason of their duties cannot be victualled from
Service sources, are paid Ration

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Allowance (the rate, varies from time to time) to enable them to victual themselves. Also,
married men in shore establishments, or in the reserve Fleet, or in ships refitting at Home Ports,
whose homes are in the vicinity can, if they wish , be placed on ration allowance to help them to
pay for their meals at home. Ration allowance is intended to cover not only the price of food but
of the use of pots and pans, fuel for cooking, etc., so if a man can not obtain Service provisions
but has the use of Service equipment, etc., he does not receive Ration Allowance but a Special
Victualling Allowance.

Victualling and Checking

Victualling and Checking are the terms used to denote a man being ―entered‖in to a ship
or mess for meals or being ―stopped‖ for meals. A ―noon rule‖ is always used: a man who joins a
ship after noon is not victualled until the following day, while a man who leaves a ship after
noon is counted as victualled for the whole of that day.

The Spirit Ration

Every rating over the age of twenty is entitled to be issued with a tot (one-eighth of a
pint) of rum each day, or be given a cash allowance (― grog money‖) instead. The symbols ―G‖
(grog) ―T‖ (temperance) or ― U.A.‖ ( under age) are entered against each man's name in the
ledger and mess books. A man can exercise the option of receiving the ration or the money from
the first day of the month following his twentieth birthday, and provision is made for him to be
able to change from one to the other subsequently.

The rate of grog money is one guinea a quarter, or three pence a day for broken periods

A man who draws the ration may have it stopped if he is sick or for punishment: grog
money, however, is payable continuously. (it is not of course payable men on leave and in
receipt of ration allowance ( which includes the grog money ), or to deserters , or to men in
imprisonment or detention).

Issues are made as follows. The duty petty officer has to attend, as he must all issues of
provisions, as witness to quality and quantity. When ― up Spirits ― is piped (usually about 1100) ,
and officer detailed by the Captain draws the keys and he,

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the Duty Petty Officer and a member of the Regulating staff (who must always be present when
the spirit room is opened ) go to the spirit room with the duty stores rating , who measures out
the total quantity of spirit required for the issue.

Chief and Petty Officers are allowed to draw neat spirit , so their messmen attend to
collect the issues for their messes.

The remainder of the spirit is put into a barricoe which is fadlocked and put under the
sentry's charge.

At a time fixed by the Captain, usually just before dinner, the barricoe is drawn from the
sentry and taken to the tub. the spirit ration for leading rates and below may only be issued
diluted with two parts of water to one part of rum( the mixture being called grog ). The issue has
to be witnessed by an officer detailed by the Captain, and by the duty Petty Officer. Under their
supervision , the duty stores rating first takes out of the barricoe the rations for the men (if any)
who are temporarily absent on duty , these are kept to one side and issued, mixed as necessary ,
when the men return onboard. Next, the proper quantity of water is put into the tub, the spirit
from the barricoe added , and the whole well mixed. Then the issue is made to the cooks of
messes. At the end of the issue the remains of grog are poured down the scupper.

CAUTION. It must be understood that the spirit ration is issued solely for consumption
by the individual entitled to it, and that it must not be given away, bartered or otherwise disposed
of. Quite apart from any infringement of the regulations, if too much naval rum is drunk it is
dangerous. Naval rum is only 4.5 under proof, whereas spirits sold on shore are 30 under proof;
an overdose of Naval rum may therefore kill a man by suffocation.

Note for Cooks of Messes: when drawing grog (or soup) do not hold the mess – kettle
over the tub; there may be dirt on the bottom which will fall into the tub. Hold the mess-kettle
against the edge of the tub, tilted so that the lip is within the tub's rim but the bottom is safely
outside.

Soap and Tobacco

Service Tobacco may be taken up by officers and men on an individual monthly scale
fromulgated by Admiralty Fleet Order. It is issued, in the forms of pipe tobacco, in ½ - 1b . tins,
or as made-up cigarettes, or as leaf tobacco, sold loose.

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 BER THING AND MESSING

Service tobacco is duty-free, as are also manufactured tobaccos and cigarettes in sea-
going ships, and it must be understood quite clearly that this is a very valuable concession which
may be withdrawn if abused. The value of this concession has increased enormously of recent
years and every single case of evasion of duty is another argument for its withdrawal. It cannot
therefore be emphasized too strongly that duty-free tobacco is for the personal consumption of
those to whom it is issued, and it is not allowed to be disposed of to any other person, nor is it
allowed to be landed in excess of the quantities allowed by regulations unless duty has been paid.

The quantities allowed to be landed duty-free are:

i oz. tobacco (or 25 cigarettes) for each night of leave up to six

8 oz. tobacco (or 200 cigarettes) for seven or more nights of leave.

Service soap may be taken up by officers and men in quantities (to a maximum usually
stated in local orders) necessary for their personal use and comfort.

Extra Issues

Lemonade (formerly lime-juice) may be issued daily to officers and men in very hot
weather on the advice of the Medical Officer.

oatmeal. officers and men in the engine room or in other very hot compartments may,
under certain conditions, receive a second ration of lemonade or an issue of oatmeal and sugar,
made into a drink

Cocoa. Men on duty at night may be given an issue of cocoa.

Food. Men exposed to unusually severe weather or engaged on particularly hard work
may be given extra meals.

Spirit. In very exceptional circumstances the Captain may authorise an extra issue of a tot
of rum to men who have been subjected to particularly arduous conditions.

Splicing the main brace means an extra issue of a tot of rum (or an issue of lemonade to
officers and men under twenty and any who prefer it). This is only authorised on some special
occasion of celebration.

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162
 CHAPTER XI

FIRE PREVENTION AND FIRE FIGHTING

It is essential to the safety of the ship that every man should have a working knowledge
of the causes of accidental fires, and how to prevent, control and extinguish them.

Fire is dependent upon three elements, namely:

(i) fuel, such as paper, oil, petrol and wood.

(ii) heat, and
(iii) oxygen, which, together with heat, ignites the fuel.

These three elements may be represented by the three sides of a triangle; the triangle is
only complete and fire will only occur or continue when all three are present (see Fig. 61)

Fig. 61. The three elements of fire

Fire prevention consists of keeping those three elements separated by paying careful
attention to the stowage of inflammable substances and liquids and to their protection from
sparks, and by observing the necessary precautions in the disposal of burning material such as
smouldering cigarette ends or matches.

Fire fighting consists of the elimination of one or more of these three elements. This is
done by removing the inflammable material or preventing more of it from becoming ignited; or
by cooling the inflammable material and the surrounding air in its

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 CHAPTER X1

vicinity to a temperature below ignition point; by or smothering or blanketing the flames to

prevent sufficient oxygen from reaching the seat of the fire; or by shutting off or sealing all
ventilation in the vicinity.

Fire Prevention

Most fires on board ship, with the exception of those caused by enemy action, can be
prevented by keeping things in their proper place, maintaining cleanliness and tidiness, and
obeying the regulations. The following notes on fire prevention are divided under the three
headings, Inflammable Matter, Heat and Oxygen.

INFLAMMABLE MATTER

Inflammable matter has been eliminated from H.M. ships as much as possible, but if
ships are to steam, fight and yet be habitable, they must carry and incorporate materials which
will burn or explode. Precautions which must be taken in regard to such materials are given in
the following paragraphs.

Petrol. This constitutes one of the greatest fire dangers on board ships, and every effort
has been made to reduce the amount carried. Its use is however, essential in aircraft carriers and
in small petrol driven craft such M.T.B.s.

Petrol should always be kept in the authorised stowages. No unauthorised stocks such as
cigarette lighter fuel should be allowed on board.

Stringent precautions are laid down and must be observed. When petrol is being
embarked or transferred; the most important are

(i) no smoking or burning of naked lights is to be allowed e vicinity

(ii) fires such as galley and incinerator fires must be extinguished
(iii) wireless transmission is not to be permitted because of the danger of sparking.

(iv) ports in the ship's side adjacent to petrol tankers must kept closed

(v) sentries must be posted;

(vi) ships must fly the approved danger signals.

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 FIRE PREVENTION AND FIRE FIGHTING

Furnace Fuel and Diesel oil. While every precaution is taken in designing ships to
confine these inflammable liquids to positions of safety, there is always the possibility of
leakage, especially when the ship is damaged. Every man must look out for such leaks and report
them immediately. Any escaped oil must be cleared up at once , and the cause of the leak dealt
with , cotton waste and rags used for this purpose are particularly inflammable and must not be
left lying about.

Wood has been replaced in ships by metal wherever possible, but some is still necessary.

Timber should not be stowed near hot surfaces, or where it can become saturated with
inflammable liquids.

Paints should be stowed in the paint store; keeping pots of paint in other parts of the ship
for ―touching up‖ constitutes a highly dangerous fire risk. Coats of paint, especially oil paints
should be kept to a minimum.

Clothing, Hammocks and other kit must be stowed in their correct places. Kit lockers
must be clipped shut to prevent their contents spilling out thus being exposed to the danger of a
fire in the event of action damage.

Cooking Fat must be stowed in a cool place, and when being used in the galley must not
be left unattended owing to the danger of its boiling over and catching fire.

Paper must stowed where it cannot be spread about the ship by an explosion. Scrap paper
must be collected and disposed of. Books and papers must be stowed away, and not tucked over
head near sleeping billets.

Explosives and Fireworks obviously constitute a grave fire risk and regulations for their
safety are the result of past experiences. These regulations are laid down in the Naval Magazine
Regulations and are also published in ship's orders and prominently displayed as posters in
danger areas. Every man onboard must observe these and other regulations concerning
explosives.

Cotton Waste and Rags supplied for cleaning purposes must not be left lying about; they
must be placed in metal bins and

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disposed of regularly by taking them to the boiler room to be burnt. They should not be thrown
over the side as they foul boats propellers. Such materials are particularly dangerous when
soaked with oil or petrol as they are liable to catch fire if they are heated. Chemical action
between the oil and the fibres of the material can itself generate sufficient heat to start a fire. and
this is known as ―spontaneous combustion‖.

HEAT.

Combustible materials should not be stowed near hot surfaces.

Smoking has been the cause of numerous fires, and failure to observe the smoking regulations or
to see that cigarettes ,matches, or tobacco from a pipe are properly extinguished, may result in a
fire just as damaging as one caused by enemy shells. Cigarette ends should never be thrown out
of scuttles, or over side; they may fall into boats or lighters lying alongside or be blown back on
board by the wind and start a fire.

it Sparks from incinerators and galley funnels can start fires so is important to keep the funnels
swept clean.

Where heat is expected, in galleys and boiler rooms, for example, extra care must be taken to
keep them clean and avoid collections of grease or rubbish. A typical example is afforded by
galley hoods, where grease is most likely to collect in the exhaust trunks, and this may easily be
set alight by sparks from the galley range or by flames from a ―boil-over‖ of cooking fat.

Sparking of electrical apparatus and shorting of electric leads also causes dangerous generation
of heat, and great care must be exercised in the maintenance and use of such equipment,
particular attention being paid to wandering leads and temporary connections.

OXYGEN

Where air is present there must be oxygen, and it is impossible to eliminate it. Keeping
water-tight doors and hatches closed when not in use, however, prevents the spreading of fire as
well as flooding, but in fire it is as important to close the doors and opening above the water ling
as it is to close those below it. The control of circulation in the vicinity of a fire is most
important.

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 FIRE FIGHTING FIRE PREVENTION

Principles of Fire Fighting

Once a fire has started it will probably spread very rapidly and so one of the first
principles of fire fighting is to tackle a fire immediately it is discovered with whatever means are
at hand. Many a potentially dangerous fire has been extinguished at by the resolute initiative of
one man alone. It must be remembered, however, that a fire may quickly get beyond the control
of the man or men in the vicinity and therefore at the same time that a fire is tackled a warning of
its outbreak should be given by shouting ―FIRE‖ and by informing the Officer of the Watch by
telephone or messenger. This will not only ensure speedy assistance, but will also ensure that the
necessary precautions are taken to prevent the fire from spreading.

FIRE FIGHTER's OBJECTIVE

The fire fighter's objective is to remove from the fire one or more of the elements upon
which combustion depends, he must therefore strive to starve inflammable material, cool the
material and its surroundings to below their ignition temperature, or smother the fire by
preventing air, and therefore oxygen, from reaching it.

Starving is effected by removing inflammable materials from the vicinity of the fire and
cutting off all liquid fuel supplies in the area.

Cooling is effected by water, which should if possible be applied to the burning material
and not the flames. When the flames have died out it is essential thoroughly to cool everything
that was and its surroundings, to prevent it from re-igniting.it must be borne in mind, however,
that although an unlimited supply of sea water is usually available to a ship for fire-fighting it
excessive use may endanger the ship for the reasons given below.

(i) Water is heavy and if used in sufficient quantities may the ship and even capsize
her

(ii) All water used at the fire will eventually have to be pumped out of the ship

(ii) Liquid fuels are lighter than water and will float on its surface, and the use of too
much water may therefore cause burning fuel to overflow from the tanks and so
spread the fire

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(iv) Sea water is particularly harmful to electrical equipment and its use on such equipment
should therefore be avoided if possible.

(v) It is dangerous to direct a jet of sea water at live electrical apparatus, owing to the danger of
an electric shock; the danger of a shock with fresh water is not nearly so great.

(vi) Though water will prevent explosives from catching fire it will not necessarily stop them
burning once they are alight, because explosives contain their own oxygen.

(vii) Water applied to some substances produces inflammable gases; an example is the
production of acetylene gas when water makes contact with calcium carbide contained in
some smoke floats and sea markers.

(viii)If water makes contact with certain light metals when they g burning it decomposes them
and accelerates their burning; this applies to magnesium alloys, which are so widely used in
the construction of aircraft as are aluminum alloys.

All ship fire fighting appliances are therefore designed not only to use water effectively, but
to use it sparingly. To cool everything adjacent to a burning compartment is most important. A
compartment in a ship is like a metal box; it has four sides, a top, and a bottom, all of which will
become heated if fire breaks out in it, and this heating may spread the fire. The decks and
bulkheads of adjacent compartments must therefore be cooled by spraying them with water, but
it must be used sparingly.

Smothering. The object of smothering a fire is to prevent oxygen reaching it; smothering
alone may extinguish it, but other methods will often have to be used as well. Smothering
includes the use of steam, carbon dioxide, or methyl bromide, all of which repel oxygen and so
have a smothering effect.

Whenever practicable, ventilation in the vicinity of a fire should be shut down, but if there is
a large amount of smoke it may be necessary to have an outlet open so that it can escape.

It is possible to extinguish a fire involving inflammable liquids by sealing the compartment

in which it is situated. It may not be possible to effect a complete seal, but as long as there are no

168
 openings low down through which air can reach the seat of the fire this method has been
found successful; it is essential, however, to keep adjacent compartments and structures cool
with water spray.

RE-IGNITION

Once a fire has been extinguishes there is always a danger of it lighting up again,
particularly if it was extinguished by smothering.

SMOKE

Unless the fire is attacked in its very early stages the compartment will be filled with smoke
and it will be almost impossible to see the actual seat of the fire. If the fire-fighter then
approaches the fire by crawling or crouching he will be able to breathe the clearer air near the
deck and see the seat of the fire more easily; by keeping low down he will also find the heat
given off by the fire much less intense. Be prepared therefore for the hazard of smoke by
knowing your own ship so well that you can find your way about in the dark.

Fire often gives off poisonous gases as well as smoke, and it also uses up oxygen so rapidly
that there may be insufficient air for breathing. Therefore, get to know how to use the breathing
apparatus provided and where it is stowed.

THE SERVICE ANTI-GAS RESPIRATOR MUST NOT BE WORN FOR FIRE

FIGHTING, EXCEPT AS A MEANS OF ESCAPE IN EXTREME EMERGENCY.
ALTHOUGH IT GIVES LIMITED PROTECTION AGAINST MOST POISONOUS
GASES IT DOES NOT PROVIDE THE WEARER WITH OXYGEN, OF WHICH
THERE IS OFTEN A LACK IN THE FIRE AREA. PARTICULARLY NEAR A FIRE
WHICH INTERMITTENTLY GIVES OFF DENSE VOLUMES OF SMOKE.

TYPES OF FIRE AND EXTINGUISHERS USED

The following is a summary of the more common types of fires and the equipment supplied
to deal with them.

Oil Fuel. Sand, water spray (Nuswift or Gas-water extinguisher) of spray nozzles, steam
drenching, foam.

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Diesel Oil. Sand, foam, large spray nozzles (not Nuswift).

Electrical. Pyrene, sand, water spray. Never a solid jet or foam. Note: -- The fumes given off
by ventilated as soon as a fire has been put out by this type of extinguisher.

Petrol. Foam, pyrene, methyl bromide. Not water.

Paintwork, Woodwork, Bedding, etc. Water, preferably spray.

More detailed instructions on the use of the various appliances will be found in B.R. 1257,
Ship Fire Fighting Manual.

IMMEDIATE ACTION IS VITAL

Remember, in its initial stage, fire is a matter for immediate action by the man on the spot,
no matter who he may be. There is only one way of making sure that you do the right thing in an
emergency and that is—know your ship, know your own job and learn as much about the other
man‘s job as you can.

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 CHAPTER XII

1. SHIP SAFETY

The term ― ship safety ‖ describes the normal precautions which are taken on board a man-
of-water to guard against fire, collision, stranding, and enemy action. These precautions, which
directly concern every person on board, involve rules for smoking, traffic, the opening and
closing of doors and hatches, and routines for the inspection and maintenance of equipment,
which must be strictly observed by everyone, both in the letter and the spirit.

Damage Control

The term ―damage control‖ defines the organization for maintaining ship safety which is
always ready to deal at a moment‘s notice with any damage which a ship may sustain. The main
functions of this organization are:--

(i) to control the damage, e.g., to extinguish a fire, stop a leak or flooding, or counter a
list;

(ii) to limit the damage to a minimum, e.g., to prevent a fire or flood from spreading or
damaging other parts of the ship;

(iii) to repair the damage and minimize its effects, e.g., by the provision of secondary
electric power when the main service has failed.

Damage control is carried out by a number of highly trained teams who work under the
direction of a Control Centre whose sole object is to maintain the fighting efficiency of the ship.

Types of Damage

Damage which a ship is liable to suffer may be summarized under these four headings:--
(i) flooding;
(ii) fire;
(iii) damage to the ship‟s structure, machinery, equipment or stores; and
(iv) casualties.

The general precautions taken against each are explained in the following paragraphs.

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Precautions against Flooding

Every ship is divided by water-tight decks and bulkheads into a number of water-tight
spaces, each of which may be subdivided into water-tight compartments. Any flooding from
damage to the hull below the waterline can be confined by this water-tight sub-division to a
small portion of the ship. Each compartment, however, has to be provided with an entry and exit
(by doors, manholes or hatches), means of ventilation (through ports, scuttles, skylights, fans,
trunks, cowls, doors, or hatches), and success to light (through ports, scuttles, skylights, deck
lights, and electricity); in addition it usually has pipes, scuppers, shafts and rod gearing passing
through it; (see Fig. 62). These fittings and the places where they penetrate the decks or sides of
the compartments must be made water-tight, and rules must be laid down for the opening and
closing of all such openings, these rules being adapted to the use of each compartment and to its
liability to flooding.

Fig. 62 .typical W.T. compapartment showing fittings, openings and control markings.

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 The degree of risk involved in leaving open a door, hatch or other water-tight fitting is
indicated by the colour redor blue, but compartments in the superstructure above the hull need
only to be weather-tight and not water-tight, and so their fittings are not marked with a colour.

CLOSING COMPARTMENTS IN EMERGENCY

Doors, hatches and valves with red and blue markings must be closed when an emergrncy
arises.

Red openings are closed first, and then blue openings.

The Pipe ―Close red and blue openings‖ indicates that there is an emergency.

CLASSIFICATION OF OPENINGS

The priority in importance of the various openings having been decided, it is necessary to
classifiy them further in accordance with the use to which they are put. The basic principles of
this classifiation must be to ensure:--
(i) the safety of the ship;
(ii) the maintenance of habitability and the free flow of ship traffic;
(iii) the provision of access for inspection, routine and otherwise.

For these purposes all doors.hatches and water-tight fittings which bear a Red or Blue
marking also bear one of the letters X, Y, Z or O, or the world ROUTINE (see Fig. 62). These
are called ―Control markings‖.

The following table gives the basic rules for openings and closing (Red or Blue) water-tight
doors, hatches, scuttles, ventilaton valves, scupper vaives, heads valves, drain cocks, etc.

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 BASIC RULES FOR CLOSING AND OPENINGS (RED AND BLUE) WATERTIGHT
OPENINGS

CONTROL MARKETING
ON DOOR, HATCH,
VALVE, OR OTHER SIGNIFICATION
WATER-TIGHT
OPENING

X Premission to open when at sea must be obtained from the Damage

Control Headquarters (D.C.H.Q.), and when in harbour from the
D.C.H.Q. or the O.O.W., and it should be closed again and secured
immediately after passing trough. If permission has been obtained for it
to remain open, provision must be made for it to be closed again
immediately in an emergency; and when reclosed the fact must be
reported to the D.C.H.Q. or the O.O.W.

Y May be opened for passage without permission, but must be closed and
secured again immediately after passage. If desired to keep it open,
even for a short time, permission must first be obtained from the
D.C.H.Q. or the O.O.W., and its subsequent reclosing must be reported
to the D.C.H.Q. or the O.O.W.

Z Left open except when in Batte State or in an emergency. It may be

closed by special order, and when so closed it must be treated as a ―Y‖
opening.

O Always left open. But may be closed by special order and when so
closed it must be treated as a ―Y‖ opening.

ROUTINE This marking is used to indicate an opening which though classified as

an ―X‖ or a ―Y‖ opening has to be opened for inspection purposes at
certain routine times. Instructions for its opening and closing are also
posted alongside the opening.

QUALIFYING SYMBOLS (Fig. 62).

In some cases it is necessary to qualify the X, Y, Z or O marking with ceratin other

markings called Qualifying Symbols. These are self evident and modify, but do not alter, the
basic X, J, Z or O rules. They are explained in the following table.

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 APPLICABLE
SYMBOL SIGNIFICATION
OPENING
Used where it is not practicable to keep a door or hatch
fully clipped (e.g. main traffic door through transverse
bulkhead). Two clips only are to be used, except
Y or Z
whenthe ship is in the “Battle State” or in times of
2 CLIPS DOOR or
emergency, when all clips are to be used. The two
HATCH
clips to be used are those on the opposite side to the
hinges and should be indicated by a double black line
painted on door or hatch.
Indicates that for action purposes the opening may be
X, Y, or Z
ACTION opened for special periods in accordance with the
OPENINGS
ship‘s orders.
When the ―Battle State‖ is assumed these doors are
1st GUN Z DOORS kept open until the crew are at their action stations,
when they should be closed and secured.
O TWO Openings closed at ―Gas Alarm‖. They are not to be
O DOORS
INCH opened without permission until the order is passed
AND GAS
YELLOW ―Gas Clear‖.
FLAPS
DISC
When magazines are in the venting condition the hatch
is closed and secured with two clips only. The two
VENT
X, Y or Z clips to be used are those nearest the hinges but not on
TWO
HATCHES the hinged side. They areinducated by a double black
CLIPS
line painted on the hatch is fully clipped in accordance
with its X,Y or Z marking.
When magazines are in the venting condition the hatch
VENT
X, Y or Z is closed but not clipped. At other times the hatch is
NO
HATCHES fully clipped in accordance with its X,Y or Z marking.
CLIPS

SCUPPERS AND DRAINS

Scuppers are provided to drain off sea water from the weather decks, and sullage and waste
from compartments above the waterline such as bathrooms, galleys and heads. The scupper pipes
usually lead close within the ship‘s side to a position just

175
 above the waterline. As they constitute a serious flooding danger if damaged each is fitted
with a non-return valve or flap, and can also be closed by water-tight valves. Drain pipes are also
provided for draining some compartments to the bilges, and it is amportant when closing water-
tight openings of any compartment to remember its scupper and drain pipes.

VENTILATION

The ventilating systems can seriously compromisethe water-tight integrity of a ship and her
fire-fighting and counter-flooding measures, especially the forced ventilation system which takes
air from the upper deck and distributes it by means of fans and trunking to compartments on their
decks, some of which may be below the waterline. The natural vantilation system, which
involves the natural circulation of fresh air, is effected by means of special inlets and exhaust
openings, and ports, doors, hatches, skylights, etc. A typical ventilating unit consisting of Supply
and Exhaust is shown in Fig. 63.

Fig.63 typical ventilation unit

Each unit is usually confined to ventilating the space between two main athwartships
buikheads. The trunking can be shut off by water-tight sluice-valves at the source or exit (e.g., at
the

176
 mushroom heads on deck) and sometimes where it passes through a deck or water-tight
bulkhead. Each of these valves is indicated by a Red or a Blue mark, and also with the
appropriate water-tight marking and symbol. Some valves can be remotely controlled by rod
gearing.

It is important that everybody should know the principles of the ventilation system of his
ship, and the methods and regulations governing its opening and closing, both in the event of
emergency (such as flooding or fire) and in the course of normal routine.

Living and working spaces in fairly constant use, some storerooms such as flour stores, and
all magazines are ventilated as continuously as possible. Other compartments are fitted with
ventilation systems which are normally closed down, and are opened up only when the
compartments are in use or to conform to a special routine. There may, however, be some
compartments in the ship which are not ventilated, the double bottoms and the water-tight
compartments before the collision bulkheads for example, and these may contain poisonous and
inflammable or explosive gases, or the air in them may lack sufficient oxygen to support life.
Certain precautions which are allowed to enter such compartments or work in them.

Precautions when opening Unventilated Compartments. The presence of inflammable,

explosive, or noxious gases, or the lack of oxygen, may be due to the liquid formerly in the
compartment, or to the stores stowed in it, or to the paint with which it has been coated.
Unventilated compartments are usually marked by a notice which is painted on the door, hatch or
manhole cover and reads:

―WARNING –Unventilated Compartment. Test Air before Entering‖

Safety lamps are provided in all ships for testing the air of a compartment to ensure that it is
safe for a man to enter and work in the compartment; they are usually issued to the Engine Room
Department. This lamp will not indicate the nature of any gas in the compartment, but it will
indicate whether it needs ventilating before entry.

177
 The lamp is oil-burning and its flame is protected from contact with explosive or
inflammable gases by a gauze cylinder; the cylinder can be locked in position by a key to ensure
against the flame coming in contact with the gases accidentally. Before using the lamp the
protecting gauze should be inspected to see that it fits correctly and is undamaged, and the wick
must be correctly trimmed so that the lamp burns with a clear and steady flame in a normal
draught-free atmosphere. When the lamp has been lit and correctly adjusted it should be locked,
and the key should be retained by the man who issues the lamp and not the user. This ensures
that if the lamp is extinguished in a dangerous atmosphere the user cannot relight it. When
carrying the lamp to the compartment its flame should be protected from draughts.

When testing a space for dangerous gases or lack of oxygen the flame of the lamp should be
kept in sight and watched for changes in its appearance. If it burns dimly or unsteadily, or
increases in size and is drawn upwards to a fine point, or if it is extinguished, or if a " cap "
forms over the top of the flame, then the space is dangerous and must be thoroughly ventilated.

Before entering the compartment the lamp should be held first at the entrance; then at arm's
length from the entrance; then as high as possible, on a stave if necessary; and finally as low as
possible on the end of a line if necessary.

If the flame burns steadily in these positions the compartment may be entered, and the lamp
should then be tried in the upper and lower corners of the compartment, and in each of its bays
(if any). During these tests communication should be maintained with someone outside the
compartment, and, should the lamp indicate the presence of a dangerous gas, the compartment
should be evacuated, thoroughly ventilated, and then tested again before entering it. Should it be
necessary before first testing its atmos-phere to enter an unventilated compartment, to rescue
someone inside for example, a breathing apparatus which provides its own oxygen or air, such as
the Salvus or Pattern 230 breathing i apparatus, should always be worn. The Service gas mask is
useless. for this purpose because the noxious gases m all unventilated compartment usually lack
oxygen, and the gas mask does not provide oxygen but merely acts as a filter.

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PUMPING

Immediately a compartment becomes flooded every endeavour must be made first to

confine the flooding to that compartment and then to prevent any more water entering it. Both
these objectives having been accomplished, the water must then be removed by pumping,
draining or baling.

Baling being a long job requiring a good many men it is usually employed only for getting
the last few inches of water out of a compartment.

Draining should be done cautiously because the water may be drained into yet another
compartment through an undiscovered fracture of the scupper or drain pipe, and water from
outside the ship or from another flooded compartment may be admitted when the scupper valve
or drain, cock is opened.

Some important compartments such as the engine and boiler rooms have their own pumps
and pumping systems, and many other compartments are connected by piping to the main
suction system of the ship and can be pumped out by the ship's main pumps. Most other
compartments Can be pumped out by portable pumps and hoses which are transported to the
nearest convenient position.

The most important point to remember is that the pumping systems cannot compete with
solid objects such as articles of clothing. All kit, cleaning gear, stores and other movable
equipment must therefore be correctly and securely stowed to prevent it from coming adrift and
choking the pump suctions.

COUNTER FLOODING

Sometimes it may not be possible to stop further entry of i water, but only to confine it to a
certain compartment or portion of the ship. If a large amount of water enters, the ship may take
on a list; in this case it may be necessary purposely to flood another compartment on the opposite
side of the ship in order to correct the list, or even to give her a list the opposite way in order to
get at and repair the original damage so that the flooded compartment can be pumped out.
Certain compartments in the ship are therefore provided with flooding arrangements, either
direct from the sea or by means of the main pumping system of the ship.

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STABILITY

Ships are designed with a very large degree of stability; when undamaged they can roll to
angles up to 80 degrees and yet retain enough righting moment to return them to the upright.
Even when damaged they can take up a steady heel of up to 40 degrees without fear of capsizing.
This stability, coupled with water-tight compartmentation and an effective Damage Control
organisation, makes a ship very difficult to sink.

Fire

A ship is specially equipped for dealing with fires of every type, and it is essential that every
man on board should know how to fight a fire and how to use all her fire-fighting appliances.
Fire-fighting equipment, and fire-fighting are described in Chapter 10.

Damage to Ship's Structure, Machinery, Equipment or Stores

STRUCTURAL DAMAGE

Though the repair of damage to the structure of a ship, such as buckled or leaking bulkheads
and decks, or fractured beams and supports, is the concern of the ship's Repair Parties, the i
primary object in dealing with such damage is to confine its results (such as flooding or fire) to
the immediate vicinity .of. the damage. This can be achieved by anyone in the vicinity promptly
sealing off the compartments concerned.

The most certain insurance against the consequences of structural damage, however, is the
strict compliance by every-body at all times with the regulations for opening and closing water-
tight openings. Good water-tight discipline is the surest means of controlling the results of any
damage.

EQUIPMENT

Duplication and dispersal of essential equipment and its pro-vision at various focal positions
throughout the ship is essential to ship safety and Damage Control. In the event of a breakdown
of the main lighting system secondary lighting is provided by portable battery lamps They should
therefore never be switched on which light up when power is off the main circuit. These lamps
are battery operated and their burning time is therefore limitew n except in emergency.

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 1.SHIP SAFETY

other repair equipment, such as fire-fighting appliances, pumps, lamps and torches, some of it in
special ―repair lockers‖, is distributed in special stowages through out the ship to ensure their
immediate availability in emergency it is essential that every such item should be kept in its
correct slowage and not be tampered with.

STORES

To ensure their accessibility in the event of damage to the ship important stores are
distributed between two or more store rooms.there are , for example, two flour rooms in the
larger ships, one forward and one aft. When a ship is in one of the higher degrees of readiness
for action, emergency dumps of rations are provided in different sections of the ship.

It is most important that stores should always be kept correctly stowed to ensure, as far as
possible, that they will not be displaced by the movement of the ship in heavy weather or by the
shock of an explosion; also, that in the event of flooding they will not break adrift and choke the
pump suctions. All whose duties are connected with store rooms should therefore pay particular
attention to the correct stowage of stores; when possible they should also keep the ship's side,
decks and bulkheads clear so that they will be accessible to repair and fire parties for leak
stopping, shoreing, and cooling in the event of fire in an adjacent compartment.

Casualties
Prevention. ―Prevetion is better than cure‖, and in the higher States of Readiness the
following common sense rule should be followed by everybody.
(i) Flash from explosion is more widespread than are splinters, and it can travel through
pipes or trunking topositions far from the of the actual scene of the explosion. Flash
is, however, of very short duration, and even thin clothing will afford some
protection In action, there for, or when action is imminent, it is most important that
everyone should be completely clothed, leaving no ― holidays‖, and that anti-flash
gear be worn.

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 CHAPTER XII

(ii) Stock from violent explosion, such as results from mine or torpedo hits, may be so severe
that men are thrown upwards resulting in broken heads, necks or ankles . in action, therefore,
everyone not actively employed should lie down on his back with his hands behind his head.

(iii) Splinters travel horizontally rather than vertically, so lying down athwart ships with the feet
outboard affords the best protection.

(iv) The gas mask provides a certain degree of protection from poisonous fumes, so it should
always be at hand in action. It should be remembered, however, that the gas mask only acts as a
filter and does not provide oxygen. Therefore when attacking fires, all of which consume oxygen,
one of the special breathing apparatus supplied should be worn.
(v) Every sailor should know how to tie a bowline and a reef knot, and should always carry a
knife even in the accidents of peace-time this may well enable him to save a man from injury or
loss of life.
Cure. Everyone should know the principles of First Aid and how to apply them (see Chapter 15).
This is a duty and a service to one‘s shipmates.

Safeguards. In the larger ships, in action, there are usually two or more main Dressing Stations
and several First Aid post with stretcher Parties. Everyone should know where these are situated.

Ship Knowledge
It is most important that every rating shuld possess thorough knowledge of the ship in which
he serves. He should know not only where compartments or rooms are situated; but also what
purposes they serve, and he should possess a good idea of the stowage of the general items of
equipment,paticuarly those for Damage Control.

Rules for Ship Safety

It was stated in the opening paragraph of this chapter that ship safty is everybody‘s business,
as explanation of the dangers to which a ship may be exposed and

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 1 SHIP SAFETY

the steps taken to cope with them. Now it only remains to show in detail how everyone can
contribute individually towards lessen- ing or averting these hazards, and this is best done by
observing the following rules.

(i) Report flooding, fire, or any untoward incident, immediately to Damage Control
Headquarters when at sea, and to the officer of the Watch when in harbor.
(ii) Tackle flooding immediately and stop it spreading by closing all water-tight openings in the
vicinity.

(iii) Know the rules for opening and closing water-tight openings and see that they are
obeyed.Ensure that closed doors and hatches are securely fastened.

(iv) Tackle a fire immediately and close all ventilation in the vicinity. Study the methods of fire
fighting and know thoroughly the correct use of all fire fighting appliances.

(v) Know the smoking regulations and see that they are obeyed. Ensure that especially
inflammable articles, such as paint pots, are returned to their correct stowage immediately after
use.

(vi) Know your ship thoroughly from stem to stern and from truck to keel; you should be able to
find your way to any part of her in the dark.

(vii) Keep your personal kit correctly and securely stowed, your hammock tautly lashed and
correctly stowed and your locker door securely shut. See that no loose gear is left sculling about
the mess-decks. Don't hang gear on valves, rod-gearing, or clips, and don't sling hammocks in
the wake of doors or operating gear.

(viii) See that all stores and equipment are correctly and securely stowed. Before leaving a store-
room or compartment see that any radiators, or heating appliances, and the lights are switched off.
See that the ventilation and any water-tight openings are closed and that those which should by
regulation be left open are correctly adjusted. Ensure that no litter or unsowed gear is left in the
compartment .

(ix) Never allow any Damage Control equipment, particularly secondary lighting lamps, torches
and special- tools, to be used for any other purpose.

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 CHAPTER XII

(x) Ensure that all life lines, and jumping ladders at hatchways, are correctly rigged

(xi) When at sea under war conditions do not allow any unauthorised lights or smoking above
decks between the times of darkening and ―undarkening‖ ship. A lighted match can be seen in
the dark from a distance of three miles and a burning cigarette at one mile

(xii) When at sea, under war conditions, do not throw anything overboard except at the times
ordered, a trail of gash in the wake of a ship will give away hef position and course

(xiii) You must be able to swim, otherwise you will be a burden on your shipmates. At sea in war,
always carry your lifebelt with you and test it daily. Have your anti- flash gear and gas mask
always handy for action stations Always carry a knife, in peace or war, and learn how to make
the simple knots.

(xiv) At sea, in war, sleep with your clothes near to so that you can be ready at a moment's
notice for any emergency

(xv) Learn first aid thoroughly; the lives of your mess mates may depend on your knowledge of
it
(xvi) Keep Damage Control equipment in good order, and learn the maintenance rules and
routine
Rules for Maintenance of Fittings and Equipment

(i) Report any defects at once, in accordance with local orders.

(ii) Keep the bearing surfaces of water-tight fittings clean and free from paint.
(iii)Keep door clips, hatch nuts and hinges, cleaned, greased and free from paint.
(iv) Lower hatch covers and close doors, gently; careless handling may distort them
and render them ineffective.
(v) Don't remove door clips for cleaning; their re- assembly and refitting is a skilled job
(vi) Don't hammer door clips or hatch nuts into place securing them hand-taut is sufficient.

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 1, SHIP SAFETY

(vii) keep the rubbers of doors, hatches, ports, dead lights, and other such fittings clean and free
from paint.
(viii) keep the moving parts of valves, rod-operating gear and other such equipment clean, free
from paint or dirt , and lightly greased.
(ix) Keep the lettering of tallies readable; never paint them over. When necessary to paint over
directions, symbols and markings, ensure they are re-painted with the least delay. All markings
should be centre popped or cut in, to facilitate repainting them correctly.
(x) Fire hoses should always be stowed ready for running out. Ensure that the rubbers in the hose
and hydrant con place, are in place, and inspect the hoses carefully for cracks or tears. Handle
hoses with care, especially over decks with sharp projections.
(xi) Handle hose connections, nozzles, and branch pipes carefully and ensure that they function
correctly.
(xii) Never replace an empty fire extinguisher in its stowage and ensure that all extinguishers in
place are loaded and ready for functioning Never paint over fire extinguishers.
2. ABANDON SHIP
If, after being seriously damaged, all measures taken to save the ship are unsuccessful,
preparations will be made to abandon her in an orderly manner and with the least possible loss of
life
To abandon ship in a heavy sea, or when fire for example, on will be a severe test of good
discipline, steadiness, and sometimes self sacrifice. Strict obedience to orders is essential and
strict silence must be maintained. Any signs of panic or loss of self control must be suppressed.
No one should leave his post until ordered to do so. Before abandoning a compartment all
water-tight openings should be closed, and all machinery stopped and current switched off.after
leaving, the hatch or doorway leading to the compartnuent should be closed and clipped. After
abandoning a compartment, report the fact to Damage Control Headquarters and then go to the
upper deck and report to the nearest offcer for orders.
Emergency Stations. The object of the order ‗Hands to Emergency Stations‘ is to clear the
ship between decks of all

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 CHAPTER XII

hands not employed on Damage Control duties. This will ensure the maintenance of water-tight
integrity and at the same time give the Damage Control parties room to carry out their work.
At this order, all hands not employed with the damage control parties should fall in on the
upper deck at their appointed station and maintain silence. Here they will be available if required
for assisting the Damage Control Parties or clearing away boats and rafts and preparing to
abandon ship.
Lowering boats. boats and rafts are lowered or launched by order , and then men are
detailed to man each boat or raft by means of folls, life lines, Jacob's ladders or scramble nets.
special provision is made for evacuating sick and wounded together with the medical staff.
Each boat and raft is tended while lying alongside the ship by means of boat ropes and lines
until, when it has its full complement, it pulls clear of the ship. The final order is then given to
abandon ship to any who may still be remaining on boats.
When rafts or boats have pulled clear of the ship they should secure to each other in groups
by their painters or tow ropes this facilitates the adjustment of crews and transfer of wounded
and stores, and enables orders to be passed easily
Leaving a sinking ship. When leaving a sinking ship it is advisable to swim well clear as
soon as possible to avoid air bubbles and wreckage which may rise to the surface with con-
siderable force. If the ship is drifting it is better to leave her over the weather side, otherwise it
may be difficult to swim clear her. On the other hand oil fuel may extend for a con siderable
distance from the weather side of a drifting ship, and when ever possible, fuel should be
avoided swimming below or if necessary to clear water. If you are unable to reach a boat a raft
any floating wreckage will afford a support .
If the ship has a list when you leave her, bear in mind that.
(i) If you leave her by the low side you may be struck by you masts, funnels or
superstructure if the ship capsizes before you can swim clear
(ii) jumping from the high side involves a risk of hitting if bilge keel or other projections
such as the propellers, and if the under water part of the hull is exposed barnacles
may injure your feet and hand
(iii) it is there for preferable to leave by the bows or stern possible

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 CHAPTER XIII

HANDLING OF SMALL ARMS

All Officers and ratings must thoroughly understand the safe handling of small arms.
The greatest single cause of accident is the issue of loaded pistols to sentries in circumstances
where a cosh or side arms would be a better selection.
Sentries should be posted in an orthodox manner by a responsible rating. If sentries relieve
each other at their own convenience and without supervision an accident will occur sooner or
later.
Foreign pistols or other arms are a common cause of accident. Nobody should have in his
possession foreign makes of small arms or foreign ammunition.
Safety Rules for Handling weapons
The following elementary rules apply to all weapons
(i) never point a gun at a friend
(ii) don't stand in front of the muzzle;
(iii) when you pick up a gun don't assume it is unloaded make sure
(iv) don't leave a loaded gun lying about
(iv) don't middle with a gun you don't understand; if you have to handle one, keep it
pointing in a direction;
(v) never skylark with arms or ammunition;
(vi) remember, more accidents are caused by pistols than by any other weapon.
Pistols. As stated above more accidents are caused by a pistol than by any other weapon and
the following rules apply perticularly to this weapon.
(i) Never trust a lordeb pistol in the hands of an untrained man.the pistol in the hand of
a careless or ignorant man is the most dangerous weapon in the Service.

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 CHAPTER XIII

(ii) Never take a pistol out of its holster unnecessarily.

(iii) A loaded pistol should have an empty clamber in the with the hammer ( and barrel). This
loading will
Prevent the pistol firing from an accidental blow on the hammer ; but it will not
prevent the pistol being fired if the trigger is pulled.
(iv) Wear a lanyard attached to the pistol. It a pistol falls but first it may go off and hit your or
your friend.
Rifles. The following rules apply particularly to the rifle.
(i) After lording the rifle, always apply the safety catch.
(ii) If the rifle is fitted with a cut – off, close it over the rounds in the magazine until you
want to use
the rile. If a cut-off is not fitted, make sure that you do not load a rounds when
you closethe bolt.
(iii) A rifle loaded with blank ammunition can kill or wound up to at least 10 yards range.
Treat it as a
loaded rifle.
(iv) Keep your finger off the trigger until you want to the rifle.
(v) Don‘t use a rifle to lean on, it is not meant for this purpose. Be particularly careful not
to get any
mud in the barrel.
Automatic Weapons . The following rules apply particularly to these weapons :-
(i) The most common accident with this weapon is in drop it on its base when loaded; if
the bolt is
forward it will probably go off.
(ii) Another common accident occurs when clearing the mechanism of a gun which has
jammed and stopped firing. Always keep a gun in this state pointing in a safe
direction.
Ammunition
The following points must be borne in mind :-
(i) Ammunition not used must be returned.
(ii) Ammunition must be a accounted should ted for. Clear orders should be in force to
ensure that this
is done
(iii) Live ammunition and Dummy ammunition should never be mixed.
(iv) Blank ammunition is dangerous up to at least 10 yards and may kill or blind a friend
at short range.

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 CHAPTER XIV
VOICE COMMUNICATION AND
MESSENGER‘S DUTIES

Passing Orders Verbally

It is most important that all verbal orders should be passed clearly and quickly and to
achieve brevity and to minimize misunderstandings a standard method of speech has been
introduced throughout the Service for this purpose.

. One of the first things to learn, therefore, is the Phonetic Alphabet and general procedure
for voice communication.
THE PHONETIC ALPHABET
LETTERS
A able J jig S sugar
B baker K king T tare
C charlie L love U uncle
D dog M mike V victor
E easy N nan W willism
F fox O oboe X x-ray
G George P peter Y yoke
H how Q queen Z zebra
I item R roger

NUMBERS
0 zero 4 fow-er 7 seven
1 wun 5 fiyiv 8 ate
2 too 6 six 9 niner
3 thuh –ree

General Rules for Voice Communication

The following rules should be followed when using any of the systems of voice
communication such as telephone, voicepipes, broadcast, loud – hailer , etc :-
(i) Speak up
(ii) Don‘t drop the voice at the end of words or phrases
(iii) Speak clearly and deliberately

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 CHAPTER XIV

(iv) make up your mind what you are going to say before you say it
(v) read over written message to yourself before repeating it in speech
(vi) spell proper names by the phonetic alphabet if there is any doubt about
correct reception
(vii) transmit important groups of numbers singly and phonetically.
(viii) always make your message as brief as possible

Methods of Conveying Voice Communications

The principle means of conveying verbal orders and information within a ship or
establishment are by:-

(i) messenger
(ii) telephone
(iii) voice pipe: warning telephone (Wa/ t) broadcast system

MESSENGER‘S DUTIES

A messengers should know all the officers and senior ratings name or title, and he should
know the layout of his ship.

He should deliver his messages as quickly as possible by the shortest mute,. When
delivering a message he has right of anywhere for example, he should not hesitate to enter the
quarters of a senior officer when he has a message for him.

When given an important verbal message as be ordered to repeat it back as a means of

checking that he is deliver is correctly. It a messenger does not clearly understand the message
he is to deliver he must at once ask for it to his repeated a smart ―get away‖ will in no way
redound to credit when he is reported for delivering a message incorrectly and incorrect
messages may have serious result in naval life.

On receiving a written message the messenger must make that he understands to whom it
is to be delivered and where or not he is to bring back reply.

On first approaching an officer a messenger should address by his official little or by his
rank and name ― Commander (E) ‗ Sir‖ ‗ or ― Lieutenant James , Sir should wait until the officer
is ready to receive the message

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deliver it, and then wait for a reply, an acknowledgment, or his dismissal, before carrying on.

If for any reason a messenger is unable to deliver his message, he must report the fact to the
originator of the message without delay.

How TO USE THE TELEPHONE

The telephone is a delicate instrument, and it should always be handled and replaced with
care. When using a telephone speak directly into, and close to, the mouthpiece, and do not shout;
speak slowly and finish every word before starting the next. When using a sound-powered
telephone, speech should be louder than when using an ordinary telephone. Other points to bear
in mind are given below.

(i) When calling an exchange ask the operator whenever possible for the number
required and not the person.

(ii) When connected, state who you are and with whom you wish to speak—Do not
say " Hullo ".

(iii) When replying state who you are and from where you are speaking—Do not say
" Hullo ".

(iv) When replying identify the caller before continuing the conversation.

(v) When using a shore circuit, make sure you are connected with the right person
before discussing any Service matters.

(vi) Remember that a telephone system is never safe from eavesdroppers, so do not
discuss confidential matters over the telephone.

(vii) If you are disconnected in the middle of a conversation, it is the responsibility of

the caller to re-establish conversation; the person called should.wait for half a
minute before abandoning the call and replacing his receiver.

(viii) To transfer a call to another number on the same exchange, recall the operator
by depressing the receiver rest every two seconds.

(ix) Wait fifteen seconds before making a fresh call.

When using grout telephones first state the position you wish to speak to and then the position
from which you are speaking; for example:-
When T.S. calls all guns on the main armament :-
The group telephone calls
" All guns-T.S.‖
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The turrets reply
― T.S.-―A‖ turret‘‘
― T.S.-―B‖ turret‘‘
When using direct telephones the caller lifts the receiver or turns the handle ;the operator at the
other end lifts the receiver and states the position from which he is speaking and who he is ; for
examples :-
Bridge calls engine room;
Bridge operator lifts receiver;
Light burns in engine room, engine room operator lifts receiver and says ―engine room
E.R.A. of the watch speaking‖.
How to use the voice pipe
When using a voice pipe:-
( i) press the call push (when provided ) to make a call ;
(ii) speak loudly and directly in to the mouthpiece ;
(iii) when calling ,first state the position you wish to speak to and then the position from which
you are speaking ; e.g., bridge calling low power room calls ―low power room- bridge‖.,
(iv) When answering ,in the example above ,low power room would reply ‗bride – low power
room;
(v) make your conversation as brief as possible
Warning Telephone Broadcasting System
The warning telephone (abbreviation Wa/T) Broadcast is the normal method of transmitting
general orders and intelligence with in a ship or establishment by the medium of loud speakers
operated from a ‗control‘ position. Where this system is not fitted , ‗pipes‘ must be relayed
throughout the ship by boatswain‘s mates and call boys . the Wa / t operators also provides for an
alarm signal to be transmitted in an emergency, such as afire or an attack .
When speaking in to a microphone the same rules apply as when using a telephone , except that
the operator should speak across the microphone instead of directly into it , and the lips should
be three or four inches from the microphone instead of close to it .

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 CHAPTER XV
RESCUE FROM DROWNING

It is the duty of every sailor to learn to swim, not only to save himself, but to enable him to save
other in danger of drowning.

A drowning man will really clutch at a straw, and his grip is frenzied and abnormally strong .If a
would –be-rescuer has not learnt the methods of release he will endanger his own life as well,
because he may be unable to free himself from that grip. On seeing a man in danger of drowning
the rescuer must act at once.

Clothing impedes a swimmer‘s movements and eventually becomes saturated , so it is advisable

to remove as much as time permites ,and see boots and heavy garments should always be thrown
off .

To be a proficient rescuer you must know how to dive and flot ,and specially how to dive from te
serface of the water. Before diving a deep breath should be taken, and staying under the serface
for long periods should be avoided as it exhausts your powers for fresh efforts.

If the rescuer does not know the depth of the water he should drop in feet first.from a moving
ship it is best to leap as far as possible from the ship‘s side to avoid the propellers.

The clutch of a drowning man may be very dangerous,so it is inadvisable to approach from the
front. If this is unavoidable, however, the man in distress should be grasped firmly and then
towed on his back by one of the methods of rescuer described later.

The rescuer may find that the drowning man will seize him and probably not release his grip
until forced to do so; if so, the rescuer must not hesitate to free himself by any means possible.it
is essential that the rescuer should keep uppermost.

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Methods of Release
Three methods of release are explained bellow.
Held by the wrists (Fig.64).
If the rescuer is grasped by the wrists he must straighten and raise them sharply above his head
,then bring them down together in front of his boddy to hip level and simultaneously force

Them against the drowning man‘s thumbs by bringing his own arms up at right angles to his own
body; this will dislocate the man‘s thumbs if he does not release his grip voluntarily. the
rescuer‘s arms must be kept straight throughout all these actions.
Held by the neck(Fig.65).
If clutched round the neck the rescuer must take a deep breath , lean well over the
drawning man , place one hand in the small of the man‘s back and then raise his other arm in
line with his shoulders ,pass it over the drowning man‘s arm and pinch his nostrils close with the
fingers; then , with the palm of the hand on the man‘s chin, he should push him down with all his
might and at the same time pull the man towards him with his left hand. Holding the man‘s nose
will make him open his mouth to breathe and being under water he will choke, his grip will relax
and the rescuer will gain complete control.

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Rescue from drowning

Clutched round the body and arms(Fig.66).

Should the drowning man be behind he will usually grasp his rescuer round the neck, and the
rescuer should at once Endeavour.

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To prevent his throat being clutched by bringing his chin smartly down to his chest. To free him
self from this grasp, the rescuer should seize the man‘s lower wrist, twist it downwards and
inwards , and simultaneously push up the elbow of the same arm with his other hand; the rescuer
should than slip under the man‘s arm, which will bring them both under water. Then while still
pulling on the man‘s wrist and pushing on his elbow , the rescuer should brig that wrist to the
small of man‘s back which will give the rescuer control. Finally the rescuer should take his other
hand from man‘s elbow, place it under the man‘s chin, raise him to the surface and bring him to
land by the appropriate.

How to carry a person.

When carrying a man in the water it will be found advantageous to keep the man‘s leg will up to
the surface and his whole body as nearly horizontal as possible, thus avoiding the drag which
results from and inclined position.
The rescuer must always remember to keep the man‘s face above the surface of the water, even if
his own at times should be immersed. He should avoid all jerking, struggling, or tugging , and
should swim with a regular well-timed stroke of the legs whilst husbanding his strength for
continued effort. If properly carried the man will be able to breathe freely, and feeling confident
that he is in safe hands he may than cease to struggle.

Method of rescue.
The six recognized methods of rescue are described bellow.
If not Struggling(Fig 67).

196
 Rescue from drowning
If the drowning man is not struggling the rescuer should turn him on his back and place his own
hands one each side of the man‘s face so that palms cover the man‘s ears. The rescuer must keep
the upper part of his arms against his sides, and his fingers in with his forearms, and he should
rest the man‘s head on his own chest as his chin as possible. The rescuer should then swim
backstroke with his legs.

When struggling
In this case the rescuer should tread water just out of reach of the drowning man and wait until
exhaustion has lessened his energy and afforded a favorable opportunity of grasping him by one
of the two following methods. Care must be taken, however, to prevent the drowning man
suddenly sinking.
The arm grip (fig.68). the drowning man should be turned on his back as for the method, and
arms be gripped

Firmly just above the elbows. The rescuer‘s thumbs should be uppermost, his fingers below the
man ‗s and his upper arms and elbows as in the method. The man‘s arms should then be drawn
upwards at right angles to his body.
This hold will put the man under the rescuers control and prevent from turning or struggling. The
rescuer then swims backstroke with his legs as in the first method.
Arms difficult to hold (fig.69 ). When the arms are difficult to hold because the man is
struggling, the rescuers arms should be passed under the man‘s armpits and hands should be
placed on the man‘s chest with the apart and the thumbs

197
On the collar bone. The rescuer should then raise his arms sideways until the man‘s upper arms
are at least at right angles to the man‘s body.

The rescuer then swims backstroke with his legs, keeping the man‘s head up hard to the level of
his own chin.

Help when passive (fig.70 )

A swimmer sometimes needs help because of exhaustion or cramp. In such a case the rescuer
should tell the man to place his hands on his (the rescuer‘s ) shoulders. Then the rescuer should
tell him to straighten out his arms, throw his head back and be quite still on his back with his legs
stretched out under

198
 Rescue from drowning

The rescuer on each side of him. The rescuer should then swim breast stroke. This is much the
easiest way of rescuing anyone who is passive and obedient, and a man can be carried a much
longer distance than by any other method.

Rescue by use of the side strike ( fig.71 )

Another method of rescuing a passive man is for the rescuer to approach from the rear,place his
arm over one of the man‘s shoulders and then hold him by his clothes, or with his hand onder the
opposite armpit. This leaves the rescuer‘s other arm free to swim side stroke.

Mc Gorges Williams‘ method of rescuer ( fig.72 )

This simple and effective method rescue leaves one arms of the rescuer free for swimming.

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The rescuer should approach the man from one side, pass the left arms over the man‘s shoulder,
and hold the man‘s chin in his cupped left hand. Then he should press the man‘s left shoulder
against his chest by bending his left arm at right angles from the elbow, grip the man‘s right
shoulder with his right hand and draw it to his chest with the man‘s head resting on his left
shoulder. the rescuer should then swim backstroke, and if the man is not struggling he can
release his grip on the man‘s right shoulder and use his right arm for swimming.

If the man struggles the rescuer should place his right hand at the back of the man‘s head and
force it forward sharply into the water this is will soon tire the man so that he can again tow him
as described above.

Hints to bathers

If you are not a strong swimmer do not bath alone. Do not bath when there is a heavy swell, surf
or large breakers as there is then usually a very strong undertow which will carry you away from
the shore.

Do not bath from steeply shelving beaches without first finding out whether it is safe to do so.

If not certain of the depth of the water jump in rather then dive. Do not bathe in muddy or weedy
rivers or where there is a strong current.

Bathers unaccustomed to cold water should not stay in long. People subject to giddiness,
palpitations, or ear trouble should not bath. do not bath until at least and hour after a good meal.

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 01.First aid

Apart from contributing to the comfort of the sick or injured, intelligent first aid may often save a
man‘s life.

If a man is seriously injured, you should immediately:-

i. Stop bleeding if serious;

ii. Relive suffocation, and apply artificial respiration if required;
iii. Relieve severe pain;
iv. Treat him for shock;

In that order.

Control bleeding;

i. expose the wound, cutting clothing if necessary.

ii. do not touch the wound with the fingers unless blood is spurting out.
iii. do not attempt to clean the wound.
iv. apply a dressing, preferably a fielg or shell dressing which consists of a pad of
medicated gauze with lint and a bandage. If there is serious bleeding, cover the gauze
with cotton wool before bandaging firmly.
v. If the wound is in a limb keep it raised and supported if bleeding.
vi. If a large artery is damaged a pad and bandage may not be sufficient to stop bleeding.
In that case the bleeding must be stopped by pressing with the artery is nearest the
surface of the body. The more important of these pressure points are shown in

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 Fig 73.main arteries and pressure points

202
To make a tourniquet, tie a triangular bandage or handkerchief round the limb so that the knot is
over the selected spot, then take a rigid bar, such as a stick, a ruler, a clasp knife, and tie it down
with the loose ends of the knot; then twist it, thus tightening the bandage and pressing the knot
down on the artery so that it seals off the artery. As soon as the bleeding stopping, the bar should
be fixed with a fresh bandage in its twisted position and the limb be raised. Sealing off the flow
of blood helps the blood to clot in the wound and thus form its own seal. The time of applying a
tourniquet should be noted on a label tied to the patient.

NAVER APPLY A TOURNIQUET UNLESS IT IS REALLY NECESSARY. Permanent harm

may be caused if it is left on for too long a period. After half an hour it must be loosened for half
minute, during which the bleeding should be controlled by direct pressure over dressing. If the
bleeding continues, the tourniquet may be tightened again for another half hour. If the bleeding
ceases when the tourniquet is removed the tourniquet should be left loose but ready to tighten ay
ones if the bleeding starts again.

Suffocation and artificial Respiration

Some of the causes of the Suffocation are listed bellow.

i. Drowning, when the air passages become waterlogged.

ii. Breathing foul air, or air in confined spaces which does not contain enough oxygen.
iii. Choking when the air passages become blocked. To clear choking, lay the man on his
face with his head to one side, pass your fingers over the back of his tongue and
remove any obstruction.
iv. Pressure on the chest or abdomen which prevents normal respiration.
v. Electric shock, which may have paralysed the breathing muscles.

If a man is found suffering from asphyxia whose breathing has already stopped, he may not be
dead. Artificial respiration may save his life, because hi will recover if he can be made to breath
naturally again. To method of artificial respiration

203
are recommended. Before either is used loosen anything tight round the neck, chest and
abdomen, sweep a finger round back of the throat to remove anything blocking the windpipe,
and then pull the tongue forward a little. If asphyxia is due to drowning, the patient must be held
up by the waist with his head and chest hanging downwards, so that as much water as possible
may be drained out of his mouth and lunges.

SCHAFER‘S METHOD OF ARTIFICIAL RESPIRATION

Lay the man face downwards on the nearest flat surface with his head turned to one side and his
armed laid forward. Then start artificial respiration as directed below and continue it until normal
breathing begins, remembering that life has been restored after three hours of unceasing work.

Position of operation. Take up a kneeling position on one side of the patient, facing his head and
with your knees and hips bent. Put your hands on the small of the patient‘s back, with your wrists
nearly touching, your thumbs as close together as possible without straining then and your
fingers over the ribs on either side but not spread out ( see fig 74 ).

Expiration ( pushing air out of lungs ). Swing slowly forward from the knees so that your weight
bears down on the patient ( see fig 75 ) no exertion is required, the necessary pressure will be
applied by the wait of the body. This is presses the patient‘s abdomen against the ground and
forces its contents up against

204
The diaphragm, which there for rises and drives the air out of the lungs, and any water or mucus
out of the air passages and mouth

Inspiration ( sucking air into the lungs ). Then swing your body slowly backwards to its frist
position ( see fig 74 ),thus removing its wait from your hands (which are left in place ) and
relaxing the pressure on the patient‘s abdomen, the contents of which now return to their former
position so that his diaphragm descends, his chest is enlarged and air passes in to his lungs.

Timing. Repeat this is double process of expiration and inspiration at a regular rate of about
twelve times a minute, swinging the body alternatively forward and backward from the knees.
Every such double movement should occupy about five seconds, two of which should be taken
up by pressure (expiration ) and three by relaxation ( inspiration ). Keep your arms straight the
whole time, not bent at the elbow. Continue this is procedure until there are signs of natural
breathing, if these tend again to cease you must resume artificial respiration once.

Use of helpers. While the operator is thus trying to restore natural breathing, others may of the
opportunity occurs, assist in trying to restore the patient‘s circulation by applying hot water
bottles and hot flannels to his legs and feet. Nothing, however, must be allowed to interfere with
the artificial respiration, and on no account should the patient be turned on his back, or given any
restoratives by the mouth, until his natural

205
Breathing is re-established and he is fully conscious; to change his position may easily block the
air passages and cause fatal suffocation.

Firther first aid. When the patient is completely restored and his ability to swallow has been
tested by a teaspoons of warm water, one or two teaspoons of warm brandy and water may be
given. He may then be laid on his side in a warm bed and be encouraged to sleep, but he must
watched carefully for some time to see that his breathing does not fail again.

EVE‘S METHOD OF ARTIFICIAL RESPIRATION

This method has certain advantages over schafer‘s and should be used whenever possible
because it draws air in to the lungs more efficiently. It is easier to use and less tiring, does not
depend on the natural contractions of the diaphragm, and is practicable (though less efficient )
with the patient on his back; also, there is no danger of injury through rough handling.

Eve‘s method depends on the facts that when a man is held head downward the contents of his
abdomen fall against his diaphragm and force it against the chest so that it pushes some air out of
the lungs,and that when he is turned the right way up the contents of his abdomen fall away from
his diaphragm which then descends and so causes air to be sucked into the lungs.

Instruction for applying artificial respiration by Eve‘s method are given below.one or two helpers
are required, also certain apparatus, which if not readily available can be easily improvised.

i. Begin schafer‘s method at once.

ii. Send for a stretcher with a blanket on it, quickly put the man face downwards on the
stretcher and take him to the nearest mess deck.
iii. Immediately the man is below decks continue schafer‘s method, securing him
meanwhile to the stretcher to prevent him slipping as he is rocked. This is best done
by bandaging his wrists and ankles to the handles of the stretcher over plenty of
padding as shown in fig.76, but ropes encircling his body and the stretcher just bellow
and above the buttocks can be used instead.
iv. Meanwhile send for a light rope, secure one end to a hammock hook below which
the deck is clear,lift the stretcher waist high, and pass the rope under the center of

206
The stretcher and secure it to the next hook,so that the stretcher rests on the bight of the rope. As
an alternative, place the stretcher across a trestle, as illustrated in figs, 76 and 77.

Fig 76

Fig,77

Eve‘s method of artificial respiration

207
 v. Now see-saw the stretcher up and down, changing the direction of each swing with a
slight jerk and swinging each end through at least 30, and 45 if there is sufficient, as
shown in fig. 77.
vi. Cover the patient with warm blankets.
vii. Continue the see-saw motion twelve times a minute until normal breathing returns.
This has been known after eight hours, and the only sign of death sufficiently certain
to warrant stopping artificial respiration is rigor mortis, i.e., the stiffening of the
muscles of the body which occurs after death. See-sawing must be continued for eight
hours, or until rigor mortis sets in, or until a medical officer confirms that the man is
dead.

Relief of pain

Drugs for reliving pain are supplied in first aid kits carried in most life saving applicants. They
include :-

Aspirin tables ( compound codeine tables may be carried instead );

Tables of morphine hydrochloride, 1/2 grain;

Monopon 2/3 grain;

Self injecting ampoules of morphine, 1/3 grain.

Aspirin or codeine tables will be sufficient for pain which is not severe; two tables of aspirin or
one of codeine may be given every four hours.

If the pain is more severe, a morphine tables may be given, it may be either crunched in the
mouth and swallowed, or allowed to dissolve under the tongue. Never more then three tables of
morphine should be given in 24 hours, and on no account should morphine be given if the patient
is drowsy.

Injection of omonopon are given under the skin; instructions will be found on packages.

If morphine in any form is given, a lable must be attached to the patient‘s clothing ststing the
amount of the does and the time that it was given.

208
Shock is likely to occur after any severe wound, burn, scaled, blast, or breaking of a bone, or
after recovery from any form of suffocation. A patient suffering from shock will look pale and be
cold; hi pulse be fast ( more than a hundred a minute ), he may breathe in sighs and restless,
unconscious. Or abnormally cheerful.

Immediate treatment is to stop any bleeding, keep him warm and at rest, and relieve his pain as
follows :-

Lay him flat on a blanket and do not raise his head;

Raise his legs and keep them supported on something comfortable; this allows the blood
to run to his heart and head where if is most needed;

Keep him warm by covering him with blankets or coats;

Give him a table, or an injection of morphine.

After this, give him a drink, warm and sweet if possible, but if he has a penetrating wound of the
abdomen he must not eat or drink anything. If the air is cold, Place hot water bottles round him,
but see that they are not in contact with his body and not hot enough to cause discomfort. Give
him a cigarette if he wants one and try to keep him cheerful.

Burns and scalds

Burns may vary in severity from a reddening of the skin to a charring of the flesh or bond.
Remember that the severity of the shock depends on the extent of the burn, and not upon is
depth.

Treatment. If an anti-burn ointment is included in the first aid kit, smear some over apiece of
gauze and cover the burnt surface with it; then cover it with cotton wool. If no ointment is
available apply a clean dry dressing without interfering with the burnt surface in any way.

Finally treat the patient for shock and give morphine if necessary.

Treatment of broken bones

If a man falls it is though that has broken a bone he should first be for shock.

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 CHAPTER XVI

When all possible information has been obtained the site of the injury should be
examined. It may be necessary to cut some clothing to expose the injury.

If a bone is broken it may be possible to feel an irregularity, an unnatural movement, or

the bone ends grating together. The last two signs must not be intentionally looked for as they
cause much pain, but they are proof that the bone is broken. If there is doubt it is safer to treat a
bone as if it had been broken. If there is an open wound the bleeding should be stopped and a
dressing put on it. If a piece of bone is sticking out no attempt should be made to replace it.

The broken bone should be supported and kept still by means of splints. No attempt
should be made to set the limb and it should be fixed as it is. Gooch splinting, a flexible wood
cover-ing similar to corrugated paper, is best and may be found in the First Aid kit. A piece large
enough to go round the limb should be selected. The splint should be placed outside the clothes
and with the canvas side inwards. The limb should be protected from pressure of the hard splint
by padding any gaps with cotton wool.

The splint should be kept in place by means of bandages, which should not be tied round
the exact spot where the bone is broken. They must be tightenough to keep the splint in place,
but not tight enough to hinder the blood stream circulating through the limb. The parts of the
limb below the splint should be watched; if there is a swelling of the hand or foot the bandage
must be loosened.

If there is no Gooch splinting anything straight will do, but it should be long enough to
pass beyond the joint at each end of the bone. The board, or whatever is used, should be placed
along" side the broken limb and separated from it by a thick layer of cotton wool; it should then
be fixed to the limb as before.

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2. PERSONAL HYGIENE AND PRESERVATION OF GOOD HEALTH

In the Navy it is important that a high standard of personal hygiene should be maintained
at all times.

General Remarks on Keeping Fit

Lice and other vermin flourish on unclean bodies and clothing, and may cause diseases
such as typhus fever, trench fever and scabies. The body should be washed frequently and
particular attention should be paid to such parts as under the armpits, genitals, anus and between
the toes.

The hair should be kept short, brushed and combed daily, and washed weekly. Hair
brushes should be washed frequently.

Hands should always be washed before meals, and the nails be kept short and clean.

The feet should be washed daily with soap and water, and the toe nails should be kept
short.

Dental decay leads to food being improperly masticated, and indigestion and ill-health
follow. The prevention of these con-ditions depends on keeping the teeth brushed regularly and
properly. This should be done morning and evening. A visit to the dentist should be made at least
once a year.

Constipation prevents the body from properly getting rid of waste matter and results in
the digestive system becoming clogged and poisoned.

Clothing should be adapted to the climate and the following rules should always be
observed.

(i) Keep the stomach covered at night, and do not expose the body to the direct draught
of a fan.

(ii) Change damp clothing as soon as possible.

(iii) Change socks for clean ones frequently.

(iv) Boots should be well-fitting and in good repair, and water-tight.

(v) After strenuous exercise have a shower and a good rub down with a towel.

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 No. 8s, Action Working Dress t .e provided for this purpose. Anti-flash gloves and
helmets should be worn by everyone.

Special Rules to be observed in Foreign Countries

In foreign countries medical supervision in the production of food and the manufacture
of mineral waters, etc., is. not always carried out satisfactorily, For Instance, It is. the
practice in many countries to use human excreta for fertilizing the soil, and certain
infections may therefore be contracted from raw vegetables. Similarly, mineral water
manufacturers have used impure water in their preparations.
Drinking water in a foreign country should not be drunk ashore unless it has been boiled,
and water taken from lighters in a foreign port should be suitably chlorinated.
Vegetables. Raw vegetables, such as lettuce, radishes, water cress and spring onions,
should not be eaten in foreign countries except when authorized by the Medical Officer.
Fruit. Only thick-skinned fruit should be eaten raw. Water melons are particularly
dangerous.
Food. Mincemeat, sausages, meat pies, etc., should never be eaten unless the source of
production has been checked by a Medical Officer.
Preparation of Food. All persons handling food must have clean habits; no person who
has suffered from typhoid or dysentery should be allowed in the galley until the Medical
Officer gives permission,
Mineral Waters should not be drunk unless the source of production has been approved
by the Medical Officer.
Ice. Only ice which has been prepared on board should be used.
Milk. No local milk or milk products should be used unless they are known to be
efficiently pasteurized.
Shell Fish. The consumption of raw shell fish such as oysters from unknown breeding
grounds is forbidden, but recently' cooked fresh shell fish such as lobsters and prawns may
be eaten.

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 2. PERSONAL HYGIENE AND PRESERVATION OF GOOD HEALTH

Preventio",.of Chills. Do not sit in wet bathing costumes or in any .

Damp clothing after exercise. adequate clothing should be put on after sunset, and however hot
the weather, no risk should . be run by sleeping uncovered. Sunbathing. Over-exposure to the sun
is particularly harmful. On the firs occasion, the arms should be exposed, then arms and legs,
then arms legs and chest, and only finally the whole body ....
Sea bathing .It is important after bathing to have a shower under fresh water.
Foot-rot and Dhobie Itch. In order to prevent these diseases see that the skin between the toes, and
in the groins and armpits, is kept dry. Socks should be changed frequently, and on no account
should other peoples towels be used. When frequenting public bathing places wear shoes, and
use the antiseptic footbath, if provided. When allowed in !he "rig of the day", sandals, without
socks, should be worn in order to keep the feet cool and well ventilated

Animal Disease Carriers

Many insects carry disease. They can be prevented from doing harm m four ways.
They can be killed.
Their breeding can be prevented.
They can be prevented from reaching infected matter.
They can be prevented from reaching clean food or water,
or from fouling eating utensils.
Houseflies breed very quickly and carry typhoid fever and many other intestinal diseases.
Food should be kept covered to protect it from flies, and galleys must be screened.
Mosquitoes spread malaria, yellow fever and other diseases.
Mosquitoes can be kept away by various means. Nets are valuable but must be kept in good
repair; they must be let down before dark, and tucked under mattresses so as to be on the
stretch. Mosquito repellents issued in the Service are effective for seven or eight hours.
Mosquitoes can be killed by spraying with one
or other of the Service insecticides.

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 Sandflies cause sandfly fever. They may be killed by spraying and by fumigation, or be
excluded by specially fine netting. In shore bases undergrowth near living accommodation
should be cleared, as it provides breeding places for these insects.

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