The Seaman's Friend Part 31

By the master or owner's thus interesting himself for the crew, a great deal of misunderstanding, complaint, and ill-will may be avoided, and the beginning, at least, of the voyage be made under good auspices.

Unless the master is also supercargo, his duties, before sailing, are mostly confined to looking after the outfit of the vessel, and seeing that she is in sea order.

Everything being in readiness, the customhouse and other regulations complied with, and the crew on board, the vessel is put under the charge of the pilot to be carried out clear of the land. While the pilot is on board, the master has little else to do than to see that everything is in order, and that the commands of the pilot are executed. As soon as the pilot leaves the ship, the entire control and responsibility is thrown upon the master. When the vessel is well clear of the land, and things are put into some order, it is usual for the master to call all hands aft, and say something to them about the voyage upon which they have entered. After this, the crew are divided into watches. The watches are the divisions of the crew into two equal portions. The periods of time occupied by each part of the crew, while on duty, are also called watches.

There are two watches,--the larboard, commanded by the chief mate, and the starboard, by the second mate. The master himself stands no watch, but comes and goes at all times, as he chooses. The starboard is sometimes called the captain's watch, probably from the fact that in the early days of the service, when vessels were smaller, there was usually but one mate, and the master stood his own watch; and now, in vessels which have no second mate, the master keeps the starboard watch. In dividing into watches, the master usually allows the officers to choose the men, one by one, alternately; but sometimes makes the division himself, upon consulting with his officers. The men are divided as equally as possible, with reference to their qualities as able seamen, ordinary seamen, or boys, (as all green hands are called, whatever their age may be;) but if the number is unequal, the larboard watch has the odd one, since the chief mate does not go aloft and do other duty in his watch, as the second mate does in his. The cook always musters with the larboard watch, and the steward with the starboard. If there is a carpenter, and the larboard watch is the largest, he generally goes aloft with the starboard watch; otherwise, with the larboard.

As soon as the division is made, if the day's work is over, one watch is set, and the other is sent below. Among the numerous customs of the ocean, which can hardly be accounted for, it is one that on the first night of the outward pa.s.sage the starboard watch should take the first four hours on deck, and on the first night of the homeward pa.s.sage the larboard should do the same. The sailors explain this by the old phrase, that the master takes the ship out and the mate takes her home.

The master takes the bearing and distance of the last point of departure upon the land, and from that point the ship's reckoning begins, and is regularly kept in the log-book. The chief mate keeps the log-book, but the master examines and corrects the reckoning every day.

The master also attends to the chronometer, and takes all the observations, with the a.s.sistance of his officers, if necessary. Every day, a few minutes before noon, if there is any prospect of being able to get the sun, the master comes upon deck with his quadrant or s.e.xtant, and the chief mate also usually takes his. The second mate does not, except upon a Sunday, or when there is no work going forward.

As soon as the sun crosses the meridian, eight bells are struck, and a new sea day begins. The reckoning is then corrected by the observation, under the master's superintendence.

The master also takes the lunar observations, usually with the a.s.sistance of both his officers; in which case, the master takes the angle of the moon with the star or sun, the chief mate takes the alt.i.tude of the sun or star, and the second mate the alt.i.tude of the moon.

In regulating the hours of duty and sleep, the meal times, the food, &c., the master has absolute power; yet the customs are very nearly the same in all vessels. The hour of breakfast is seven bells in the morning, (half after seven,) dinner at noon, and supper whenever the day's work is over. If the voyage is a long one, the crew are usually put upon an allowance of bread, beef, and water. The dispensing of the stores and regulating of the allowance lies, of course, with the master, though the duty of opening the casks, weighing, measuring, &c., falls upon the second mate. The chief mate enters in the log-book every barrel or cask of provisions that is broached. The steward takes charge of all the provisions for the use of the cabin, and keeps them in the pantry, over which he has the direct control. The average of allowance, in merchant vessels, is six pounds of bread a week, and three quarts of water, and one pound and a half of beef, or one and a quarter of pork, a day, to each man.

The entire control of the navigation and working of the ship lies with the master. He gives the course and general directions to the officer of the watch, who enters upon a slate, at the end of the watch, the course made, and the number of knots, together with any other observations. The officer of the watch is at liberty to trim the yards, to make alterations in the upper sails, to take in and set royals, topgallant sails, &c.; but no important alteration can be made, as, for instance, reefing a topsail, without the special order of the master, who, in such cases, always comes upon deck and takes command in person.

When on deck, the weather side of the quarter-deck belongs to him, and as soon as he appears, the officer of the watch will always leave it, and go over to leeward, or forward into the waist. If the alteration to be made is slight, the master usually tells the officer to take in or set such a sail, and leaves to him the particular ordering as to the braces, sheets, &c., and the seeing all things put in place. The princ.i.p.al manoeuvres of the vessel, as tacking, wearing, reefing topsails, getting under way, and coming to anchor, require all hands.

In these cases, the master takes command and gives his orders in person, standing upon the quarter-deck. The chief mate superintends the forward part of the vessel, under the master, and the second mate a.s.sists in the waist. The master never goes aloft, nor does any work with his hands, unless for his own pleasure. If the officer of the watch thinks it necessary to reef the topsails, he calls the master, who, upon coming on deck, takes command, and, if he thinks proper, orders all hands to be called. The crew, officers and all, then take their stations, and await the orders of the master, who works the ship in person, giving all the commands, even the most minute, and looks out for tr.i.m.m.i.n.g the yards and laying the ship for reefing. The chief mate commands upon the forecastle, under the master, and does not go aloft.

The second mate goes aloft with the crew.

In tacking and wearing, the master gives all the orders, as to tr.i.m.m.i.n.g the yards, &c., though the chief mate is expected to look out for the head yards. So, in getting under way, and in coming to anchor, the master takes the entire personal control of everything, the officers acting under him in their several stations.

In the ordinary day's work, however, which is carried on in a vessel, the state of things is somewhat different. This the master does not superintend personally; but gives general instructions to the chief mate, whose duty it is to see to their execution. To understand this distinction, the reader will bear in mind that there are two great divisions of duty and labor on shipboard. One, the _working and navigating of the vessel_: that is, the keeping and ascertaining the ship's position, and directing her course, the making and taking in sail, tr.i.m.m.i.n.g the sails to the wind, and the various nautical manoeuvres and evolutions of a vessel. The other branch is, the work done upon the hull and rigging, to keep it in order, such as the making and fitting of new rigging, repairing of old, &c.; all which, together with making of small stuffs to be used on board, const.i.tute the _day's work and jobs_ of the crew. As to the latter, the master usually converses with the chief mate upon the state of the vessel and rigging, and tells him, more or less particularly, what he wishes to have done.

It then becomes the duty of this officer to see the thing accomplished.

If, for instance, the master tells the chief mate to stay the topmasts more forward, the chief mate goes upon the forecastle, sets the men to work, one upon one thing and another upon another, sees that the stays and backstays are come up with, has tackles got upon the rigging, sights the mast, &c. If the master sees anything which he disapproves of, and has any preferences in the modes of doing the work, he should call the officer aft and speak to him; and if, instead of this, he were to go forward and give orders to the men, it would be considered an interference, and indeed an insult to the officer. So with any other work doing upon the ship or rigging, as rattling down, turning in and setting up rigging, bending and unbending sails, and all the knotting, splicing, serving, &c., and the making of small stuffs, which const.i.tute the _day's work and jobs_ of a vessel. If the chief officer is a competent man, the master is not expected to trouble himself with the details of any of these things; and, indeed, if he were to do so to a great extent, it would probably lead to difficulty.

Where there are pa.s.sengers, as in regular line of packet ships (or, as they are familiarly called, _liners_,) between New York and Liverpool or Havre, for instance, the master has even less to do with the day's work; since the navigation and working of the ship, with proper attention to his pa.s.sengers, is as much as can reasonably be required of him.

The master has the entire control of the cabin. The mates usually live in a state room by themselves, or, if they live in the cabin, they yet feel that the master is the head of the house, and are unwilling to interfere with his hours and occupations. The chief mate dines with the master, and the second mate looks out for the ship while they are below, and dines at the second table. In the _liners_, however, the mates usually dine together; the master looks out for the ship while they are at dinner, and dines with his pa.s.sengers at a later hour.

As the master stands no watch, he comes and goes as he pleases, and takes his own hours for rest. In fine weather, he is not necessarily much on deck, but should be ready at all times, especially in bad weather, to be up at a moment's notice.

Everything of importance that occurs, as the seeing a sail or land, or the like, must be immediately reported to the master. And in heaving-to for speaking, the master takes the entire charge of working the vessel, and speaks the other sail in person.

As will be found in the third part of this book, the master has the entire control of the discipline of the ship, and no subordinate officer has authority to punish a seaman, or to use force, without the master's order, except in cases of necessity not admitting of delay. He has also the complete direction of the internal arrangements and economy of the vessel, and upon his character, and upon the course of conduct he pursues, depend in a great measure the character of the ship and the conduct of both officers and men. He has a power and influence, both direct and indirect, which may be the means of much good or much evil. If he is profane, pa.s.sionate, tyrannical, indecent, or intemperate, more or less of the same qualities will spread themselves or break out among officers and men, which, perhaps would have been checked, if not in some degree removed, had the head of the ship been a man of high personal character. He may make his ship almost anything he chooses, and may render the lives and duties of his officers and men pleasant and profitable to them, or may introduce disagreements, discontent, tyranny, resistance, and, in fact, make the situation of all on board as uncomfortable as that in which any human beings can well be placed. Every master of a vessel who will lay this to heart, and consider his great responsibility, may not only be a benefactor to the numbers whom the course of many years will bring under his command, but may render a service to the whole cla.s.s, and do much to raise the character of the calling.

CHAPTER II.

THE CHIEF MATE.

Care of rigging and ship's furniture. Day's work. Working ship. Coming to anchor. Getting under way. Reefing. Furling. Duties in port. Account of cargo. Stowage. Station. Log-book. Navigation.

The chief mate, or, as he is familiarly called on board ship, _the mate_, is the active superintending officer. In the previous chapter, upon the duties of the master, it will be seen that, in all matters relating to the care of and work done upon the ship and rigging, the master gives general orders to the mate, who attends personally to their execution in detail. Indeed, in the _day's work_ on board ship, the chief mate is the only officer who appears in command. The second mate works like a common seaman, and the men seldom know what is to be done until they receive their orders in detail from the chief mate. It is his duty to carry on the work, to find every man something to do, and to see that it is done. He appoints the second mate his work, as well as the common seamen theirs; and if the master is dissatisfied with anything, or wishes a change, he should speak to the chief mate, and let him make the change, and not interfere with the men individually. It is also the duty of this officer to examine all parts of the rigging, report anything of importance to the master and take his orders, or, if it be a small and common matter, he will have the repairs or changes made at his own pleasure, as a thing of course. He must also see that there is a supply of small stuffs for the work, and have them made up when necessary, and also that there are instruments ready for every kind of labor, or for any emergency. In bad weather, he must have spare rope, blocks, tackles, sennit, earings, &c., on hand; or rather, see that they are provided, the more immediate care of these things, when provided, belonging to the second mate.

From this description of a chief mate's duty, it will be seen that he ought always to be not only a vigilant and active man, but also well acquainted with all kinds of seaman's work, and a good judge of rigging.

In the working of the ship, when all hands are called and the master is on deck, the chief mate's place is on the forecastle, where, under the general direction of the master, who never need leave the quarter-deck, he commands the forward part of the vessel, and is the organ of communication with the men aloft. In getting under way and coming to anchor, it is his duty to attend to the ground tackle, and see everything ready forward. The master, for instance, tells him to have the ship ready for getting under way, and to heave short on the cable.

He then goes forward, orders all hands to be called, sees everything secured about decks, tackles got up and boats hoisted in and lashed, fish and cat tackles, pennant, davit, &c., and spare hawsers and rope, in readiness, orders the men to the windla.s.s, (the second mate taking a handspike with the rest,) and stationing himself between the knight-heads, looks out for the cable, ordering and encouraging the men. When the cable is hove short, he informs the master, and, at the word from him, orders the men aloft to loose the sails, and gives particular directions to them when aloft, as to the sails, gaskets, overhauling rigging, &c. The sails being loosed, he awaits the order from the master, which would be addressed to him rather than to the men, and has the windla.s.s manned and the anchor hove up, giving notice to the master as soon as it is a-weigh. When the vessel is under way, the master begins to take more immediate control, ordering the yards to be braced and filled, sail to be set, and the like. The chief mate also sees to the catting and fishing of the anchors, to having the decks cleared up and everything secured.

In coming to anchor, very nearly the same duty falls upon the chief officer. He must see the anchors and cables ready for letting go, the master ordering how much chain is to be overhauled. He must look out that the boats are ready for lowering, the rigging clear for letting go, hauling and clewing, and that spare hawsers, kedges, warps, &c., are at hand. If anything goes wrong forward, he alone is looked to for an explanation. As the vessel draws in toward her anchoring ground, the master gives all the orders as to tr.i.m.m.i.n.g the yards and taking in sail; and at all times, when on deck, has the entire charge of the man at the helm, it being the mate's duty only to see that a good seaman is there, and that the helm is relieved. As to the sails, the master will, for instance, order--"Clew up the fore and main topsails!" The chief mate then gives the particular orders as to lowering and letting go the halyards, clewing down and up, overhauling rigging, &c. If both topsails were taken in at once, the second mate would attend to the main, unless the master should choose to look out for it himself. All being ready for letting go, the master gives the order--"Let go the anchor!" and the chief mate sees that it is done, has the chain payed out, reports how much is out, sees that the buoys _watch_, and the like. In furling the sails, the whole superintendence comes upon the mate, as the master would probably only tell him to have them furled.

He has the rigging hauled taut, sends the men aloft, and, remaining on deck and forward, he gives his orders to them while on the yards, as to the manner of furling, and has the ropes hauled taut or let go on deck, as may be necessary.

These instances may serve to show the distinctions between the duties of master and mate in the princ.i.p.al evolutions of a vessel. While in port, the chief mate has much more the control of the vessel than when at sea. As there is no navigating or working of the vessel to be done, the master has little to engage him, except transactions with merchants and others on sh.o.r.e, and the necessary general directions to the mate, as to the care of the ship. Beside the work upon the ship and rigging while in port, the chief mate has the charge of receiving, discharging, stowing and breaking out the cargo. In this he has the entire control, under the general directions of the master. It is his duty to keep an account of all the cargo, as it goes in and comes out of the vessel, and, as he generally gives receipts, he is bound to great care and accuracy. When cargo is coming in and going out, the chief mate will stand in the gangway, to keep an account, and the second mate will be down in the hold with some of the crew, breaking out, or stowing. The stowage, however, should still be somewhat under the chief mate's directions. While the master is on sh.o.r.e, the chief mate is necessarily commander of the ship, for the time, and though the law will extend his power proportionably for cases of necessity, yet, except in instances which will not admit of delay, he must not attempt to exercise any unusual powers, but should refer everything to the master's decision.

It will be seen, by the laws, that the mate has no right to punish a man during the master's absence, unless it be a case in which delay would lead to serious consequences.

While in port, the chief mate stands no watch at night, but he should always be the first to be called in the morning, and should be up early and order the calling of all hands. In cleaning the ship, as washing down decks, &c., which is done the first thing in the morning, each mate, while at sea, takes charge of it in his watch, in turn, as one or the other has the morning watch; but in port, the second mate oversees the washing down of the decks, under the chief mate's general orders.

While at sea, in tacking, wearing, reefing topsails, &c., and in every kind of "all hands work," when the master is on deck, the chief mate's place, as I have said, is forward. To give a further notion of the manner of dividing the command, I will describe the evolution of tacking ship. The master finds that the ship will not lay her course, and tells the chief mate to 'see all clear for stays,' or 'ready about.' Upon this, the chief mate goes forward, sends all hands to their stations, and sees everything clear and ready on the forecastle.

The master asks, "All ready forward?" and being answered, "Ay, ay, sir!" motions the man at the helm to put the wheel down, and calls out, "Helm's a-lee!" The mate, answering immediately, "Helm's a-lee," to let the master know he is heard and understood, sees that the head sheets are let go. At "Raise tacks and sheets!" from the master, the mate, and the men with him, let go the fore tack, while he looks after the overhauling of the other tack and sheet. He also sees to letting go the bowlines for "Let go and haul," and to getting down the head sheets when the ship is about, and trims the head yards, calling out to the men at the braces the usual orders, "Well the fore yard!" "Topsail yard, a small pull!" "Topgallant yard, well!" &c. The master usually trims the after yards.

In reefing topsails, the chief mate should not go aloft, but should keep his place forward, and look out for the men on the yards. I am aware that it has been the custom in some cla.s.ses of vessels, as in the New York liners, for the chief mate to take the weather earing of a course, especially if a topsail or the other course were reefing at the same time; yet this practice has never generally prevailed, and is now going out of date. I think I may say it is the opinion of all, masters, officers, and men, that it is better for the chief mate to remain on deck. There is always a good deal to be looked after, ropes to be let go or hauled, rigging to be cleared, and the like, beside the importance of having some one to oversee the men on the different yards; which the mate, standing at a little distance, can easily do. He is also the organ of communication between the yards and the deck, and can look after the reefing to more advantage than the master can upon the quarter-deck, where he must stay to watch the helm and sails.

The chief mate is not required to work with his hands, like the second mate and the seamen. He will, of course, let go and belay ropes, and occasionally pull and haul with the men when working ship; but if there is much work to be done, his time and attention are sufficiently taken up with superintending and giving orders.

As to his duties as a watch-officer, it will be necessary to repeat the explanations partly given in the chapter upon the master's duties. The crew are divided equally into two watches, the larboard and starboard; the larboard commanded by the chief mate, and the starboard by the second mate. These watches divide the day between them, being on and off duty every other four hours. This is the theory of the time, but in fact, in nearly all merchant vessels, all hands are kept on deck and at work throughout the afternoon, from one o'clock until sundown; and sometimes, if there is a great deal to be done, as immediately before making port, or after an accident, all hands may be kept throughout the day. This is, however, justly considered hard usage, if long continued, since it gives the men but little time for sleep, and none for reading, or taking care of their clothes. Although all hands may be on deck and at work during a day or a half day, yet the division of time is still kept up. For instance, if it is the mate's watch from 8 A.M. to 12; although all hands should be up from 12 to 5 or 6, yet from 12 to 4 the starboard watch would be considered as 'the watch on deck,' and the larboard again after 4; and so on; and during those hours the wheel will always be taken by men belonging to the watch on deck, and if any particular duty is ordered to be done by 'the watch,' that watch which has a man at the helm, and which would have been the only one on deck had not all hands been kept, would do the duty. But though this division is kept up as to the crew and the helmsman, it is not so as to the officers; for when all hands are on deck, the chief mate is always the officer in command, to whichever watch the hour may properly belong. He accordingly looks out for the ship, takes in and makes sail, and trims the yards, when all hands are on deck at work, as much in the hours of one watch as in those of the other, and he generally calls upon the men of either watch indifferently to pull and haul. But if only the starboard watch is on deck, though the chief mate should be on deck also, yet he will not interfere with the duties of that watch, but would leave the command of the vessel, and the weather side of the quarter-deck, to the second mate. Of course, whenever the master comes on deck, as I have said, in whosever watch it may be, or if all hands are up, he takes the weather side of the quarter-deck, and is considered as having charge of the ship; and the officer of the watch would then give no order with reference to the helm, tr.i.m.m.i.n.g the yards, making sail, or the like, without a direction from the master.

It will be necessary to make some explanations as to the stations of the chief and second mate. I have said that when all hands are called, the chief mate's place is the forecastle, and the second mate's amidships, or at the braces on the quarter-deck. This is only in working ship with all hands; that is, in tacking, wearing, reefing, coming to anchor, getting under way, &c. Whenever the work is done, and the necessity for the officers' presence at these parts of the vessel ceases, they return to their proper places on the quarter-deck. In a man-of-war there is always a lieutenant of the watch on the weather side of the quarter-deck, whatever work may be going forward, except in the single case of all hands being called to work ship; but it is not so in the merchant service. When the ordinary day's work is going forward, the mates must be about the decks or aloft, like the petty officers of a man-of-war; and it is only while no work is going forward, as in bad weather, on Sundays, or at night, that the officer of the watch keeps the quarter-deck. At these times he does so, and, if the master is not on deck, does not leave it, except for a short time, and for some necessary duty forward.

It will be seen in the third part of this book, that the law looks upon the chief mate as standing in a different relation to the master from that of the second mate or the men. He is considered a confidential person, to whom the owners, shippers and insurers look, in some measure, for special duties and qualifications. The master, therefore, cannot remove him from office, except under very peculiar circ.u.mstances, and then must be able to prove a justifiable cause. One of these duties which the law throws upon him, is keeping the log-book.

This is a very important trust, as the log-book is the depository of the evidence of everything that may occur during the voyage; and the position of the ship, the sail she was under, the wind, &c., at any one moment, may become matters of great consequence to all concerned. So it is with reference to anything that may occur between the master or officers and the crew. As to the manner of keeping the log, it is the custom for each officer at the end of his watch to enter upon the log-slate, which usually lies on the cabin table, the courses, distances, wind and weather during his watch, and anything worthy of note that may have occurred. Once in twenty-four hours the mate copies from this slate into the log-book; the master, however, first seeing the slate, examining it, and making any corrections or observations he may choose. This practice of copying from the slate, which is first submitted to the master, has led, in too many instances, to the mate's becoming the mere clerk of the master, to enter on the log-book whatever the latter may dictate. This is wrong. It is very proper that the master should examine the slate, and suggest alterations as to the ship's reckoning, &c., if necessary, but it is important to all concerned, both to the owners, shippers and insurers, on sh.o.r.e, and the crew of the vessel, that the independence of the mate, as the journalist of the voyage, should be preserved. The master, from the power of his office, can at all times make the situation of a mate who has displeased him extremely disagreeable, and from this cause has great indirect influence over him; the law and the custom should therefore be strictly adhered to which rightly make the chief officer, in this respect, in a manner the umpire between the master and the crew, as well as between all on board and the parties interested on sh.o.r.e.

The law also makes the chief mate the successor to the master, in case the latter should die, or be unable to perform the duties of his office; and this without any action on the part of the crew. It is always important, therefore, that, to the practical seamanship and activity necessary for the discharge of the proper duties of his office, the mate should add a sufficient knowledge of navigation to be able to carry the ship on her voyage in case anything should happen to the master. Indeed, it has been doubted whether a vessel of the largest cla.s.s, upon a long voyage, would be seaworthy with no navigator on board but the master.

Both the chief and second mates are always addressed by their surnames, with _Mr._ prefixed, and are answered with the addition of _Sir_. This is a requirement of ship's duty, and an intentional omission of it is an offence against the rules and understanding of the service.

CHAPTER III.

SECOND AND THIRD MATES.

SECOND MATE.--Navigation. Station. Watch duties. Day's work. Working ship. Reefing. Furling. Duties aloft. Care of ship's furniture. Stores.

Duties in port.

THIRD MATE.--Working ship. Day's work. Duties aloft--in port. Boating.

Stores.

The duties of the second mate are, to command the starboard watch when the master is not on deck, and to lead the crew in their work. It is not necessary that he should be a navigator, or even be able to keep a journal, though he should know enough of navigation to keep the courses and distances during his watch, and to report them correctly on the slate. There are also many advantages in his being acquainted with navigation and able to keep the log, as, in case of the chief mate's meeting with any accident, or being removed from office. The second mate, however, does not, by law, necessarily succeed to the office of chief mate, as the chief mate does to that of master; but it lies with the master for the time being to appoint whom he chooses to the office of chief mate: yet, if the second mate is capable of performing the duties of the office, he would ordinarily be appointed, as a matter of course.

When the starboard watch alone is on deck, and the master is below, the second mate has charge of the ship. When both watches are on deck, the chief mate is officer of the deck, to whichever watch the time may belong, according to the division of the hours. When the master is on deck, he commands, in one watch as well as in the other. But the second mate does not give up the charge of the vessel to the chief mate, if he should happen to be on deck during the starboard watch, unless all hands are up. While he has charge of the vessel in his watch, his duties are the common ones of a watch officer; that is, to have an eye to the helm, watch the weather, keep a general lookout round the horizon, see to the tr.i.m.m.i.n.g of the yards and making and taking in of the light sails, give the master notice of anything important that occurs, heave the log and keep an account of the winds, courses, rate of sailing, &c., and enter the same on the slate at the end of the watch. In these things the chief mate has no right to interfere, when it is not his watch on deck. But in all matters connected with the day's work and jobs, the second mate acts under the chief mate in his own watch, as that department belongs peculiarly to the chief mate. In working days, when the crew are employed about the ship and rigging, it is usual for the chief mate to tell the second mate what to do in his watch, and sometimes he remains on deck a few minutes to see to the commencement of the work. And while day's work is going forward, during the time that the chief mate has a watch below, as the second mate is expected to do jobs like a common seaman, it is the custom for the master to be on deck a good deal in the starboard watch and look after the vessel. While work is going forward, the second mate is about decks and aloft; but at other times, as at night, or on Sunday, or during bad weather, when day's work cannot be kept up, his place is on the quarter-deck; though still, he leaves it whenever anything is to be done forward or aloft which requires the presence of a whole watch, as, setting or taking in a lower or topmast studding-sail, or any of the heavy sails.