James Craig Crew Handbook

Edition One April 2004

James Craig Crew Handbook

2004

1

“to build and maintain an internationally recognised centre of excellence in maritime heritage for the benefit of all Australians by presenting through research, acquisition, conservation, restoration and operation, our continuing maritime history�

We would like to thank to Peter Pole of the Spirit of Adventure Trust (NZ) for his development of the initial crew handbook (2000) from which this booklet has evolved.

We would also like to thank Indiah Johnston and Chris Heeks of OTEN (TAFE NSW). Thanks also, to James Parbery for several of the drawings in this handbook.

We would like to acknowledge the following texts used as reference sources: Square Rig Seamanship, Willoughby RM, Spirit of New Zealand Program Manual, Spirit of Adventure Trust, Elissa Seamanship, Galveston Historical Foundation, Square Rig Training Manual (Draft), Open Training & Education Network, NSW. Special thanks also to Captain Ken Edwards, Executive Master James Craig, for his valuable assistance.

Cover photograph by John Spiers. Inside photographs by Paul Harvey and John Spiers.

James Craig Crew Handbook Edition One - April 2004 ISBN: 0-646-43354-7 Produced by Paul Harvey and Peter Gregg.

Copyright - Australian Heritage Fleet Barque James Craig / Australian Heritage Fleet / Wharf 7 / Pyrmont NSW 2009 Australia 02 9298 3888 / info@austfleet.com / www.austfleet.com

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James Craig Crew Handbook

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AHF introduction

4

Handbook introduction

5

Ship organisation

8

Chain of command

8

Ship operations

8

Standing orders

9

Workplace safety

10

Emergency procedures & exercise drills

12

Special sea duties

19

Preparing for sea

21

Slipping

22

Anchor work

25

Knowing the ropes (ship’s rig, lines, pins, etc.)

41

Belaying

49

At a loose end (bends, knots, hitches, whippings, etc.)

55

Working aloft

57

Loosing sail

58

Setting fore & aft sails

60

Setting square sails

62

Setting mizzen sails

63

Bracing yards

65

Taking in sail

67

Furling sails

69

Berthing

70

Putting the ship to bed

72

Spreading & furling awnings

74

Maintenance

74

Crew rewards system

75

Crew uniforms

76

Crew communication

77

Hospitality

77

Guiding

78

Wharf 7 information

78

Ongoing adventure

79

Ship spaces & deck furniture

83

The ship’s flags

84

The ship’s bells

85

Tacking the ship

86

Wearing the ship

87

A maritime dictionary

92

Experience logs

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AHF introduction The Australian Heritage Fleet is based in Sydney, Australia and operates Australia’s largest fleet of operational historic vessels.

Our mission is “to build and maintain an internationally recognised centre of excellence in maritime heritage for the benefit of all Australians by presenting through research, acquisition, conservation, restoration and operation, our continuing maritime history”.

Being an equal opportunity organisation, we consider that all persons should be treated equally irrespective of race, gender, sexuality or religion, etc. You can find out more about the organisation by contacting your crew or watchleader representatives (see communication insert).

Handbook introduction The primary purpose of this James Craig crew handbook is to describe all those procedures put in place by the James Craig Ship’s Executive to ensure the safe and effective operation of the vessel. These procedures are to be adopted by all persons who sail on board as crew.

Thus, it establishes standardisation irrespective of changes in Masters, Mates and Watchleaders.

The handbook is to be used in conjunction with the James Craig Emergency and Operating Procedures manual. Should there be any difference between the two documents, the Operating Procedures manual will always take precedence over this handbook.

In this handbook the ship is referred to as “she”, and for simplicity, those who crew her are called “he”. Given this, it should be emphasised that gender is irrelevant when it comes to crewing roles on James Craig – from master down to the ship’s dog.

This handbook is not a training manual but does help ensure that you gain and log a wide range of experience in ship board operations.

It serves to describe your learning pathway from new entry to deck trainee to deckhand, then potentially to James Craig Able Seaman and/or Watchleader. In this regard, it plays a role in the wider James Craig learning and training framework: •

James Craig Fast Track Induction .. JC introduction for new entries

•

Waterways General Purpose Hand Rating (GPH) .. maritime industry qualification

•

James Craig Crew Handbook assessment .. JC experience & awareness log

•

OTEN Square Rig Certificate .. TAFE competency-based training/assessment

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Ship organisation James Craig is a surveyed and operational passenger vessel and our volunteer crew are ticketed, qualified seamen. The ship has a formal “organisation” (or crew structure). Of key importance in the organisation are the officers, Chief Engineer, Chief Steward and senior crew who play different roles within the ship’s organisation.

The Master Has overall command of the ship and crew, and carries the ultimate weight of responsibility for safety and care of the vessel and her complement (crew and passengers). The Master’s authority for all matters concerning the sailing of the ship and the management and discipline of the crew is absolute.

The First Mate Oversees the operation of the ship according to the overall wishes of the Master. He runs the deck while sailing and has responsibility for the management of the crew, making up the watch bill, establishing the daily routine, directing evolutions, etc. and assumes command if the Master is incapacitated.

The Second Mate Assists the Mate and is responsible for navigation, charts, all safety equipment and communication.

The Chief Engineer Is ultimately responsible for the safe operation and maintenance of the ship’s machinery, electrical equipment, pumps and anchor windlass. He is also responsible for the organisation, operation and training of the 2nd Engineer and the Engineering Department crew.

Officer of the Watch (OOW) This may be any one of the ship’s officers, nominated by the Master to take command of the vessel from time to time. His place of duty is the quarterdeck and when operating in the role of OOW is said to “have the con”, or “have the deck”, meaning he has charge of the ship at that time.

The Chief Steward Manages the ship’s manifest which lists all people on board the vessel. He supervises the hospitality crew and is responsible for the safety and comfort of passengers and crew.

The Ship’s Surgeon When sailing in open waters, we usually carry a medical doctor as a crew member who is on hand to attend to accidents involving crew or passengers, and to deal with serious cases of sea sickness.

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The Navigator’s Yeoman Assists the Second Mate and OOW with passage and pilotage planning, maintaining logs, communication with port authorities and other vessels and onboard communication.

The Watchleaders Supervise the ship’s deck crew and ensure that the officers’ orders and directions are safely and promptly carried out. James Craig operates three watches; one for each mast and each made up of 10-14 hands.

Deck crew Perform the work involved in safely sailing the ship. They act under the orders of their Watchleader and occasionally under direct orders of the officers. They are made up of Able Seamen (highly skilled hands), Efficient Deckhands (skilled hands), Ordinary Seamen (general hands), Deck Trainees (hands yet to attain their GPH tickets) and New Entries (new crew who are yet to complete their JC induction modules).

Stewards We carry 4-5 stewards whose primary role is the safety and care of passengers and crew.

They organise food, drink and sun protection for all persons on board and oversee passenger organisation in emergency situations. They support the Ship’s Surgeon in the case of injuries or sea sickness. Stewards are also responsible for serving of alcohol to passengers and take care of sales of ship merchandise. (For more information on hospitality, see page 77)

The Ship’s Bosun Together with the Mate, the Bosun is responsible for the ship’s rig while at sea, carrying out repairs and adjustments where necessary, and reporting other rig-related issues to the shore based maintenance team for later rectification. Also responsible for safe stowage of gear on board.

Ship’s Guides (Sailing Guides) Our guides greet passengers on their arrival aboard James Craig and act as ambassadors for the ship. They describe her history, restoration, sailing operations and provide answers to passenger’s questions about the ship and about the Australian Heritage Fleet in general.

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Watchbill and Daily Routine Watchbills list the crew in each watch. They also detail those crew who play a role in any special sea duties during the day. Daily Routines detail the timing of key events during the day; departure, rest breaks, lunchtime, arrival back at port, berthing, etc. These bills are posted on our deckhouse. Copies are also carried by Officers and Watchleaders.

Watch cards James Craig deck crew are detailed into three mast watches (Fore, Main, Mizzen). Once assigned to a watch, crew are issued a watchcard (fig 1) which lists duties for the day and identifies which life raft they report to in an abandon ship situation.

Fig 1 a&b. James Craig Watchcards 4-MAIN works aloft (dependent on his clearance and ability to climb).

He is in the berthing party and has tricks as MOB lookout and quartermaster (helm).

9-FORE is involved in emergency roles: launching of the ship’s sea boat and fire party. Consequently, he does not climb. He has a trick as Captain’s Runner.

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Chain of command Life onboard a ship is not a democracy. The Master has sole command of the vessel and delegates different aspects of shipboard operation within a chain of command: Master, Mate, Chief Engineer, 2nd Mate, Watchleaders.

The Master gives overall instructions to the Mate - who gives specific orders to the Watchleaders - who give direct orders to initiate operation of the rig, sail handling, shipboard emergency responses, etc.

Deck crew must be able to take a positive team approach and accept working under direct instruction from their watchleader.

Ship operations Because of her Survey, James Craig does not sail at sea overnight with fare paying passengers and operates primarily on a day-sail basis out of Sydney harbour. The crew complement for these operations is 45.

James Craig also does Port Jackson harbour cruises with a crew complement of 22. She is also used as a venue for events alongside Wharf 7 with around four crew on shipkeeping duty to safeguard the ship and ensure smooth operation of functions.

Standing orders The Standing Orders define those procedures that are to be followed by ALL crew on board the vessel. They are carefully planned and tested, and are the basis of safe ship operation.

They include the Ship’s Organisation, the structure of special sea duty roles, the procedures for launching, operation and recovery of the ship’s rescue boat, and our procedures and rules for working aloft, etc.

A key part of the ship’s standing orders is the James Craig Emergency & Operating Procedures – a document which is available to all crew and is located in the chart room and deckhouse.

You are expected to be familiar with all parts of the ship’s standing orders that relate to you.

If in doubt, ask your Watchleader.

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Workplace safety People who have worked a lifetime in an industry have fewer accidents than newcomers because they have awareness of their workplace hazards. Our existing crew have an obligation, therefore, to safeguard new crew, passengers and other visitors to the ship.

Safety is of prime importance to the Australian Heritage Fleet – whether in regard to sailing aboard James Craig or undertaking alongside maintenance work. It applies equally to working in the Fleet office, our Rozelle Bay workshop or in any other of our vessels.

You must have regard for your own safety and that of your crew mates, our passengers and other visitors to our work sites. You must work safely and obey all safety instructions, signs and notices.

There are safety manuals for the ship and other AHF work sites. You must familiarise yourself with these where appropriate. You must report all perceived hazards to your watchleader. Ensure that you leave a work place as you found it, if not in a cleaner, safer condition.

A safe approach to sailing in James Craig can be as detailed and specific as our working aloft rules (see page 55) or as simple as the proper use of our steep companionways and ladders (see right).

Safety is an attitude. We all love a joke and you will find that, as you work with other crew members, a rewarding comradeship develops. Skylarking or playing practical jokes is another matter, however, and will not be tolerated aboard James Craig or in other AHF workplaces.

Crew members who are affected by alcohol or recreational drugs will be discharged for that day and their case reviewed by the ship’s Executive Master.

Fig 2. Proper use of steep companionway (acending and decending).

Crew members taking prescribed or over-the-counter medications should always inform their watchleader as this can impair their senses when working aloft.

Fig 3. Improper use of steep companionway.

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Emergency procedures & exercise drills Fire Party As part of our Ship’s Organisation, we have a designated fire party. This group is made up of five hands, one of which is the I/C (leader). The fire party works with, and responds to, a direct line of radio or verbal communication with the OOW. In the event of a fire aboard, the alarm will be raised verbally or by sounding of the ship’s alarm. If you are a member of the fire party you will muster at the appropriate area and listen to the fire party leader’s instructions. You may be expected to: • Close doors, ventilation shafts and other openings so as to isolate the assumed fire from other parts of the vessel • Use extinguishers and hoses correctly (you will be trained with this equipment while doing your General Purpose Hand course).

• If you are not a member of the fire party, muster at your watch muster station and follow the orders from your watch leader.

M.O.B. The words “man overboard” carelessly used aboard can mistakenly instigate the launch of the sea boat. When discussing the drill or situation, always use the term “M.O.B.” Practice drills are usually carried out whenever the ship sails. They are initiated by the call “For exercise, for exercise, man overboard.”

In the event of a man overboard situation, the first to see it happen will call loudly, “man overboard, port/starboard side”. Three long blasts of the ship’s alarm may also be sounded and the call “man overboard” repeated through the ship so that all are aware.

If you are the M.O.B. lookout, you will immediately: •

deploy the M.O.B. safety gear (danbuoy, life ring, smoke float)

•

climb the weather mizzen shrouds and look for the man in the water

•

when you have sighted the person in the water, do not take your eyes off them. Point clearly towards them until they are retrieved and the rescue boat has returned to the ship. If the rescue boat were to capsize, you might be the only person to notice.

If you are the sea boat coxswain, you will immediately proceed to the sea boat and prepare to board it once it is lowered to the t’gallant rail. You must wear a sea boat lifejacket and soft sailing shoes.

If you are the sea boat crew member, you will immediatelyobtain the sea boat hand held VHF radio, proceed to the sea boat and prepare to board it once it is lowered to the t’gallant rail. You must wear a sea boat lifejacket and soft sailing shoes.

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If you are a member of the MOB launch party, you will immediatelyproceed to the sea boat and assist in its launch. Your watch card will detail which duties you are responsible for in the launch process.

Aside from two spare hands who should assist that hand tending the sea boat davit for’d guy, any crew not directly involved will muster: Fore watch hands - to the fore mast Main watch hands and Mizzen watch hands - to the quarterdeck and prepare for boxing (bracing) the main yards.

Abandon Ship In the event of an Abandon Ship emergency, the alarm “Stations to abandon ship,” will be raised, verbally, by the Master. Deck crew will muster at their appropriate life raft canister (as indicated on their watch cards) and follow directions from their watch leader and Officers. The call to actually start abandoning ship can only be given by the Master or delegated officer.

Safety Equipment Crew members must be familiar with the ship’s safety equipment, including: • fire extinguishers, fire hoses and galley fire blankets • engine room fire-smothering system and escape hatch, and the ship’s secondary fire pump (although these systems relate solely to engineering department).

• life rings, the Carley float and the ship’s three liferafts • safety gear stored in the fore deckhead – axe, crowbar, etc.

There is a schematic diagram of all this equipment on the port side of the ‘tween decks and at the engine room main hatch. Note that the ship’s wooden boats are not part of her formal safety equipment.

Your awareness and experience in emergency procedures is logged at page 92.

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Special sea duties Crew must know what is involved in these key roles. They must concentrate on the job. Idle chat with crewmates or passengers is to be avoided.

For’d lookout Within the harbour, the 2nd Mate or delegated hand takes on the For’d Lookout duties.

For’d Lookout post is on the focs’le, wearing a harness (beware of heads’l sheet blocks). As the eyes of the ship, his role is to radio the quarterdeck advising of anything affecting the safe navigation of the ship: other vessels, navigation markers or buoys, fishing net buoys, shoals & breaking water.

Reports are given using the “four D’s”, in the following order: Direction - given as “points” on the port or starboard bow. From dead ahead to abeam equals 8 points (90 degrees). A closed fist on the horizon at arm’s length approximately equals one point (11 degrees).

Distance - at sea, use general terms such as “very close” (within 100 metres), “close” (within 1 km), “far” (several kms), “distant” (on the horizon). In harbour, be more precise, eg. “150 metres”.

Description - clear and brief, eg. “a large ship”, “a yacht”, a small fishing boat”, a commercial fishing boat”, “a yellow floating buoy”.

Destination - ie. where the object is going - “stationary”, “closing” (heading towards us), “opening” (heading away from us), “moving from right to left”.

Establish radio contact by calling the station you require, then name your station. An example of a typical report would be: “Quarterdeck, this is focs’l.”

“Focs’l, quarterdeck.”

“Four points on the starboard bow and far, a small fishing boat, moving from right to left.”

“Romeo.”

When being relieved, you brief the incoming lookout on what objects are visible and whether or not they have been reported aft. The new lookout should then carry out a radio check with the quarterdeck: “Quarter deck, this is focs’l. Radio check.”

“Focs’l, quarterdeck loud and clear.”

“Romeo.”

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Captain’s runner The “runner” relays radio messages from the for’d lookout to the OOW. His station is on the quarterdeck. Prior to departure, the runner will obtain a VHF radio headset from the Second Mate or Navigator’s Yeoman in the chart room and verify which channel to use.

The runner should identify himself to the OOW and then stay near him as a communication link with the for’d lookout and for any errands required.

When being relieved, the new runner will report to the existing runner, take over the radio and then identify himself to the OOW. New runner should then carry out a radio check with focs’l: eg.

“Focs’l, this is quarterdeck; radio check.”

“Quarterdeck, focs’l, loud and clear.”

“Romeo.”

MOB sentry MOB lookout’s post is aft on the weatherside of the quarterdeck, near the steering box (see right). By standing in this area of the deck, he is clearly identifiable to watchleaders and the OOW. Standing anywhere else, he may be mistaken as having abandoned his post.

MOB lookout always wears a harness as his role includes climbing the mizzen shrouds.

The detail of this special sea duty is covered earlier in Emergency Procedures, (see page 10).

Fig 4. MOB sentry position (grey area)

Your awareness and experience in non-helming special sea duties is logged on page 93.

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Helmsman/quartermaster Whether navigating the harbour or at sea, steering James Craig is a complex and acquired skill. Under motor, the ship responds slowly to wheel movements and once turning, is slow to correct. Under sail, turning the ship involves a balance of wheel movements and sail handling. Keeping James Craig sailing on a straight course involves continual slight adjustments to the wheel in response to changes in the wind conditions and the buffeting effect of swell and sea.

The helmsman does not wear a harness as they contain metals which may interfere with the ship’s compass. He should beware of loose clothing that might foul on the wheel.

The helmsman must understand how the ship’s bow relates to wheel movements so as to be able to steer a straight course or head towards an object.

“Bring the ship around to port” Top spokes on wheel turned to port.

“Check her” (eg. if ship’s bow is turning to port) Top spokes on wheel turned to starb’d, Wheel taken to amidships as bow steadies up.

In “checking her,” the objective is to apply a sufficient number of opposing turns on the wheel to meet the existing movement of the ship. Too little wheel will not check her, and too much wheel held on for too long will lead to oversteering - necessitating a further correction.

Checking a slight meander of the bow might only necessitate half a turn, whereas straightening the ship after a 90 degree turn, eg. around Miller’s Point, might take six or more opposing turns, quickly applied, then taken off.

Steering in harbour Prior to departing the wharf, the harbour helmsman (termed the “mud pilot”) will inspect steering gear for obvious faults and turn the wheel through its full 14 turns, hard a-port to hard a-starboard.

Within enclosed waters, you steer to wheel orders or to visible headings as given by the OOW. Stand on the side of the wheel that provides best visibility for landmarks and for maintaining contact with the OOW. Upon being given an order, you must immediately and loudly repeat the order using the title, “Sir” so that the OOW knows it is the helmsman responding and that he has heard him correctly. Once the order has been executed, you report so, eg.

OOW: “Port, three turns” Helmsman: “Port, three turns, sir” Helmsman: “Three turns of port wheel on, sir” (when order has been executed)

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Common orders in the harbour include: “Hard a-port/starboard” “Hard a-port/starboard, sir” “Wheel’s hard a-port/starboard, sir” (when top spokes rotated 7 turns to port) “Midships” “Midships, sir” “Wheel’s amidships, sir” “Steady” “Steady, sir” “Ship’s head steady, sir”

(when wheel bought back to dead centre) (dead ahead sighting is taken) (when ship’s head is checked and bought back to initial sighting)

“Steady on (south pylon)” “Steady on (south pylon), sir” “Ship’s head steady on (south pylon), sir” (when ship’s head is bought to bear on south pylon) “Nothing to port” “Nothing to port, sir”

(ship’s head is kept as steady as possible and if anything, the helmsman may err to starboard but not to port. The ship may be in a narrow channel or in crowded waters).

Steering at sea. In open waters the helmsman stands at the weather side of wheel. He is given a compass course to steer to, or is told to steer as high into the wind as possible (“full and by”).

Steering to a compass heading, you must understand how the ship’s head relates to the compass binnacle lubber’s line. The lubber line (fig 5) is fixed to the compass housing and represents the ship’s head. If the line ‘drifts’ to left of your compass card course it means the ship has fallen off to port and must be bought back by turning the wheel’s top spokes to starboard. The skill of good steering is knowing how much wheel to put on - taking into account the wind and sea conditions - in order to bring the ship back on her course without oversteering.

Fig 5. The compass lubber’s line is fixed and represents the ship’s head, while the compass card floats and always points north.

Although our compass is marked “360” degrees, a compass starts at “zero zero zero” and finishes at “three five nine”.

The heading marked left is “zero zero two”.

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Changes to a compass course heading are made only by the OOW. Under no other circumstances is the helmsman to purposefully alter the ships course. The change of course will be given as: OOW: “Come to port and steer zero seven zero” Helmsman: “Come to port and steer zero seven zero, sir” Helmsman: “Ship’s head steady, zero seven zero, sir” (when on course)

Chasing the card is a common error made by inexperienced hands. The helmsman mistakenly believes he needs to bring the compass card course back to the lubber’s line, thus turning the wheel the wrong way. Within seconds the ship will be well off course and possibly taken aback.

Steering “Full and by” means steering the ship close to the wind but keeping the square sails full. The square sails will have been braced up sharp and if they are effectively trimmed in a spiral, you would keep the uppermost square sail just “off the luff”.

In “tacking” through the wind or “wearing” around with the wind, particular traditional wheel orders are used (see pages 85-86). These are given as if the ship is being steered with a tiller (helm) rather than the wheel. Thus, you need to understand our wheel in relation to an imaginary tiller on our rudder (see figs 6 & 7).

“Helm’s a-lee” In a small dinghy, tiller pushed across to leeward and dinghy’s head veers up into wind.

To veer James Craig up to wind, top spokes turned to windward.

“Helm down” In a small dinghy, heeled over, tiller pushed downwards (to lee) and dinghy’s head veers up to wind) To veer James Craig up to wind, top spokes turned to windward.

“Helm’s a-weather” In a small dinghy, tiller pulled to windward of centre and dinghy’s head falls away with wind.

To have James Craig fall away with wind, top spokes turned to lee.

“Helm up” In a small dinghy, heeled over, tiller pulled up (to windward) and dinghy’s head bears away with wind.

To have James Craig fall away with wind, top spokes turned to lee.

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Fig 6. Rudder as used on small boats and older ships.

The main parts are the tiller (handle) and rudder blade (protruding into the water).

When the tiller is pulled across to port, the rudder blade swings across to starboard. Boat’s stern will move to port. Boat’s head will move around to starboard.

The James Craig steering mechanism means if the head needs to come around to port, the wheel’s top spokes are simply turned to port.

Fig 7. Helming.

Left shows “helms a-lee” or “helm down”. This boat will veer up into the wind and tack.

Right shows “helms a-weather” or “helm up”. This boat will bear off with the wind.

Relieving the wheel The process of changing helmsman is an important and formal part of the ship’s routine which should be meticulously learnt and performed.

The oncoming relieving helmsman is to report to the wheel at least five minutes before the change of watch so that he can take note of the weather and sea conditions, the current course and steering conditions.

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On the change of watch bells, he should approach the OOW, introduce himself and seek permission to take over the wheel in the following terms: “Officer of the Watch, sir, I am Able Seaman Smith, permission to take the wheel?”

The OOW, taking into account such factors as the known steering skills of Able Seaman Smith, the possibility of an impending alteration of course or sailing evolution, the proximity of other ships and the time required for Able Seaman Smith to settle into the steering role will either approve the change by saying “Yes, please.”

Or if a delay is considered, he will say: “Please stand by.”

On receiving permission to take the wheel, the relieving helmsman will introduce himself to the outgoing helmsman, saying: “Able Seaman Smith to relieve the wheel.”

The outgoing helmsman will then inform Smith of the course to be steered, whether or not the ship is carrying any wheel and how the ship is handling. Two examples: “Course zero four five, carrying one turn of port wheel, difficult to keep on course.”

“Steering full and by on the main t’gallant luff, carrying two turns of starboard wheel, steering steady.”

The relieving helmsman will repeat the outgoing helmsman’s report (the outgoing helmsman is responsible for ensuring that the relieving helmsman has heard and understood his report).

The outgoing helmsman will then steady the ship on her course and hand the wheel over to the relieving helmsman, saying “Have you got the wheel?”

The relieving helmsman’s reply is, “Yes, I have the wheel.”

Once relieved, the outgoing helmsman should remain for a short while until he is satisfied that the new helmsman has the ship on course. He then reports to the OOW, introducing himself and reporting that the wheel has been relieved using the terms: “Officer of the Watch, sir, I am Able Seaman Jones, I have been relieved from the wheel, course is zero four five.”

It is only at this point that the change of helmsman has been formally and fully carried out.

Your awareness and experience in helming is logged on page 93.

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Preparing for sea Fore Watch •

display floodlights unrigged

•

stockless anchor a-ready

•

capstan operational

•

safety gear in deckhead accounted for

•

for’d lifeboat securely griped (lashed) down

•

fore running rigging ready for operation

•

running rigging including gantlines and flag halyards tensioned to safeguard against chafe

•

motor/sail cone ready for hoisting

•

for’d hatch opened and grating in place (dependent on weather)

•

number one life raft canister rigged for emergency deployment

•

safety life rings in place and operational.

All gear or other objects likely to move in heavy weather must be securely lashed – on foredeck, deck galley, deckhouse, ‘tween decks (for’d of fore mast), maintenance locker, all of lower hold (Bosun looks after his locker).

Main Watch •

display floodlights unrigged

•

aft lifeboat securely griped (lashed) down

•

sea boat secured and ready for operation

•

main running rigging ready for operation

•

running rigging including gantlines and flag halyards tensioned to safeguard against chafe

•

main hatch companionway and safety handrail secure

•

gangway tackle ready for operation

•

main awning unrigged and edge wires stowed in deckhouse

•

gangway stage ballast weight (drum of sand) lashed down

•

number two life raft canister rigged for emergency deployment

•

pilot ladder inspected and ready for rigging

•

safety life rings accounted for and operational.

All gear or other objects liable to move in heavy weather to be securely lashed down on main deck, ‘tween decks (abaft the fore mast), general purpose space, heads.

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Mizzen Watch •

mizzen awning unrigged and stowed under main hatch companionway

•

mizzen running rigging ready for operation

•

running rigging including gantlines and flag halyards tensioned to safeguard against chafe

•

MOB safety gear in place and operational

•

porthole glass scuttles closed and brass deadlights closed if expecting stormy weather (fig 82, p81)

•

number three life raft canister rigged for emergency deployment.

All gear or other objects likely to move in heavy weather to be securely lashed down on quarter deck and cabins, lockers and spaces below the quarter deck abaft the general purpose space and lower heads.

Mud pilot •

emergency tiller chains cast off and stowed in sail locker

•

steering gear tested to ensure fully operational (wheel turned from hard a-port to hard a-starb’d)

•

ensure that helm indicator has not been knocked out of alignment with rudder

•

ensure that emergency steering tackle is accounted for and operational.

1 I/C fire party •

ship’s fire fighting and safety equipment accounted for and operational

•

fire party members briefed on roles, muster points, etc.

•

fire fighting valves closed, tween decks and upper deck

Seaboat Coxswain •

sea boat is ready for launching (including all relevant lines)

•

outboard engine has been flushed and run

•

fuel tank checked for adequate fuel level (minimum 1/2 tank for day sails).

1 I/C shore party (slipping) •

gangway wheels are downturned for running

•

chains unlocked from berthing lines

•

shore party wearing inflatable life vests, standing by to cast off berthing lines.

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Slipping Before he takes the ship away from the wharf, the Master waits to hear the following reports: •

1st Mate “Ship is ready for sea, permission to single up.”

•

Chief Steward “Manifest complete.”

•

Chief Engineer “Shore power cable clear and engineering department standing by.”

When these reports have been received, the mate will ask for lines for’d and aft to be singled up. This order will be conveyed to the focs’l along the deck by voice and by radio. Singling up involves taking in the breastlines leaving just the springs, the headline and the sternline (fig 67, p69). It is important that all passengers be cleared from line working areas and that such areas be roped off.

On hearing the initial orders to single up, the watchleaders will acknowledge loudly, “Single up for’d/aft, aye” and on completion of the task, report back loudly, “Lines singled up, for’d/ aft, sir.”

The next order will be to clear the gangway. The main watchleader will acknowledge the mate’s order by calling “Clear the gangway, aye.” The gangway is raised and disengaged from its stage. The shipboard end is then lowered whilst the shore party haul the gangway clear of the ship’s side to avoid damaging paintwork.

While the rest of the shore party ballast the wharfside end of the gangway, one hand slips the gangway tackle. Once fully clear, the watchleader loudy reports, “Gangway cleared sir.”

The shore party then haul the gangway back on to the wharf, stowing it so as to avoid inconvenience to the public.

The Master will then call for the remaining berthing lines – headline, sternline, fore and aft springs to be let go as required. The sequence depends on how he wants to manoeuvre the ship off the wharf. Hands who are detailed by Watchleaders to work lines must wait for a clear unambiguous order from their Watchleader in working their line.

Your awareness and experience in preparing for sea and slipping is logged on page 93.

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Anchor work Our stockless anchor is the ship’s primary working anchor. It is a requirement that we have it ready to let go (fig 8) when navigating the harbour in the event of steering gear or engine failure. When at sea, the anchor is hove into the hawspipe and secured with the Blake Screw Slip (fig 12).

The Mate (or delegated Watchleader) oversees these operations. He directs the Engineer (or delegated hand) at the windlass controls and the brake hand.

Working the anchor is noisy and hands may not hear verbal orders. Thus, the Mate should place himself so that he has a direct line of sight of the anchor and hawse, and of the Engineer and brake hand. He must give loud and clear verbal orders in addition to visual hand signals (see figs 911). In response, the Engineer and brake hand should acknowledge his orders loudly and clearly as they carry them out (there is no time to both acknowledge and report).

Fig 8. Anchor Aready Note the sacrificial strop

The Engineer and brake hand should be briefed so that they work together. On the call “Heave away”, the Engineer begins to haul just after the brake hand has eased the brake (both will call their actions loudly “Easing the brake” and “Heave in”).

Likewise, when the Mate calls “Well”, the Engineer ceases hauling as the brake operator applies the brake, consecutively reporting (“Well” and “Brake on”).

Fig 9. “Heave away”

Fig 10. “Well!”

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Fig 11. “Ease away”

Walking out the anchor The anchor freeing-line hook is connected to a sacrificial strop that is cow-hitched to the anchor flukes (fig 8). If the strop is missing, spares can be found in the deck boxes.

The working end of the freeing-line is then led back to the windlass warping drum and prepared for working by an Efficient Deckhand or Able Seaman.

1.

The Mate will order “Brake on, cast off the Blake Screw Slip”.

2.

He will then order “Disengage both windlass dogs” (fig 13).

3

He will then order, “Cast the freeing-line around the warping drum”.

3.

He will then order “Port side brake off” followed by, “Heave away on the freeing-line”.

4.

The freeing-line hand must work his line so that the anchor is hauled out of the hawsepipe in a stop-start manner, 6” - 12” at a time. This helps ensure that the full weight of the anchor (drawn out of the hawse pipe) does not end up being taken by the freeing line.

Fig 12. The Blake Screw Slip.

Fig 13. Windlass portside dog disengaged.

Positioned for paying out cable.

4.

When the anchor shank swivel has been drawn just clear of the hawse, he will order “Well at that”, then, “Brake on”.

5.

He will then order “Easing the freeing-line, lower away”. This is done by driving the warping drum in the opposing direction.

6.

When the anchor is hanging vertically, he will order “Well, the freeing-line, pass the Blake Screw Slip”.

7.

Hands will then clear and stow the freeing line.

NB: In an emergency, if the anchor windlass is inoperational, the anchor can be drawn out of the hawse pipe using the anchor deck capstan.

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Heaving in the anchor At the harbour heads, prior to the ship entering open water, the anchor is hove into its hawse and made fast.

1.

The Mate will order “Brake on, cast off the Blake Screw Slip”.

2.

The Mate will order “Engage the port side dog, disengage the starb’d dog”.

3.

He will then order “Bring the dog to the spline”.

4.

When the dog is near as possible to the spline, he will call “Heave in on the anchor”.

5.

When the anchor has been drawn in just short of touching the ship’s hull, he will order “Avast heaving”.

6.

The Mate will then order “On brake, pass the Blake Screw Slip and screw up taut”, followed by “Disengage port side dog”.

Fig 14. Windlass portside dog engaged.

Positioned for heaving in cable.

When these last orders have been confirmed, the fore watchleader can order hands to stand down.

Fig 15. A chain pyramid forms when heaving in the cable after anchoring.

This is best avoided by having a hand stationed next to the chain locker, spreading the chain as it exits the spurling pipe (also see fig 89, p82).

Your awareness and experience in anchor work is logged on page 94.

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Knowing the ropes Overview It is essential that crew members know where to find each and every line, without any hesitation in daylight or in the dark. The safety of crewmates and the ship can be put at serious risk if an avoidable delay in dealing with a risk situation occurs through crew being slow to identify the correct line or choosing the wrong line. Someone could be seriously hurt if the wrong line is cast off.

If the ship is suddenly laid over (“knocked down”) or taken aback in a severe squall, her recovery may depend on immediate action to ease the wind’s pressure on the ship.

Ordinary Seamen, Able Seamen and Watchleaders MUST know every line and pin, from stem to stern.

Knowing and understanding the logic of the positioning of the lines assists in the learning process.

But being able to work out where to find a line is not enough on its own – we MUST know them by heart.

In order to understand where the pins lie, you need to know the masts, yards, spars, standing rigging, sails and lines.

Working alongside experienced hands and getting practical learning on board the ship is priceless in learning lines. To assist we have provided the ship’s sail plan, rigging and pin rail diagrams, followed by some conventions on line and pin placement aboard square rig sailing ships.

In summarising the James Craig induction modules: to set sails we generally haul on halyards, sheets and outhauls, and to reduce sail, we haul on downhauls, clewlines, buntlines, leechlines, inhauls and brails.

To “know the ropes,” you must have a sound understanding of the ship’s rig and sails (see following pages).

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Fig 16. James Craig masts The yards are named after the sails that they carry (see the sail plan on page 32.

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jib er n In

jib ter u O

y sta

y sta

r Fo

e

y Ro

to pm ’st st ay

Fo re

al

ay st

F

ng lyi

re Fo

jib

ay st

y sta

n ai M

n ai M

y ta ts n la al t’g

ay st l ya ro

Fig 17. James Craig fore stays

y sta in a M

M ai n

to pm ’ s t st ay

y sta

ay st

p ca

y ta ts n a all t’g

en izz M

en izz M

en izz M

en izz M

y sta al y ro

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Fore topm’st backstays

Fore t’gall backstay

7&8

9

Fore royal backstay

Fore cap backstay

6

10

Fore mast shrouds

1-5

Fore mast

1 2 3 4 5 6 7 8 9 10

Fig 18. James Craig back stays

1 2 3 4 5 6 7 8 9 10

Mirrors the fore mast

Main mast

Mizzen t’gall backstay

Mizzen topm’st backstay

Mizzen shrouds

Mizzen topm’st guys

Mizzen shrouds

1 2 3 4 5 6 7

7

6

4&5

3

1&2

Mizzen mast

T’gallant shrouds

The cross trees T’gallant futtock shrouds

Topm’st shrouds

The tops Topm’st futtock shrouds

Lower shrouds

Fig 19. James Craig shrouds (Fore & Main)

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tg topm’s zen Miz

Mizzen cross trees

uys s oud shr zen Miz

Fig 20. James Craig shrouds (Mizzen)

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inner jib boom guy

outer jib boom guy

Fig 21. Jib boom rig (Similar vessel)

bobstay

martingale backstays (P&S)

martingale

inner martingale stay

outer martingale stay

Fig 22. James Craig sail plan 32

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Fig 23. James Craig course sail

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Fig 24. James Craig staysail

A pattern used when describing parts of the rig begins with the side of the ship, the relevant mast, how high up it is, then what it actually is.

As an example, we could talk about the “portside, main, upper tops’l, brace pendant”.

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Fig . Mizzen mast.

Note that the Gaff Tops’l is set to leeward of the span but to windward of the spanker.

Fig 25. James Craig mizzen sails

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Fore LT sheets

Fore TG sheets Main TM stays’l clew & downhaul

Fore TG sheets

Fore TM stays’l downhaul Inner jib downhaul

Main TG stays’l clew/downhaul

Outer jib downhaul Flying jib downhaul

Fore tacks Topm’st stays’l sheets Flying jib sheets Outer jib sheets Inner jib sheets

Clew garnet

Course leech Course bunts LT clew LT bunts UT downhaul UT bunts TG clew TG bunts Royal sheet Royal clew

Fig 26. Fore deck pins

Royal bunt

UT downhaul UT bunts TG clew TG bunts Royal sheet Royal clew Royal bunt

UT halyard Inner jib halyard

Outer jib halyard Gantline

Fore course sheets or main course tacks

2004

LT bunts

Topm’st stays’l halyard

Royal halyard Truck flag halyard

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Course leech Course bunts LT clew

Halyard stopper

Flying jib halyard

36

Clew garnet

TG halyard Truck flag halyard

Fore course sheets or main course tacks

Davit falls

Davit falls

Mizz TG stays’l sheet

Mizz TG stays’l sheet

Mizz TM stays’l sheet

Mizz TM stays’l sheet

Mizz cap stays’l sheet

Mizz cap stays’l sheet Gaff TS outhaul

Spanker head inhaul Mizz cap stays’l halyard Main TG brace Main royal brace Spanker head outhaul Mizz TG stays’l halyard Main course brace Main LT brace Main UT brace Boom preventer

Gaff TS inhaul Gaff TS downhaul Main TG brace Main royal brace Mizz TM stays’l halyard Gaff TS halyard Main course brace Main LT brace Main UT brace Boom preventer

Berthing lines & spanker sheets

Berthing lines & spanker sheets

Gaff vang

Gaff vang

Fig 28. Quarterdeck pins

Spanker brails (P&S)

Gaff TS tack

Spanker foot outhaul

Gaff TS tack

Spanker foot inhaul

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Main LT sheets

Mizz cap stays’l downhaul & clew Main TG sheet

Mizz TG stays’l downhaul

Fore Royal brace Fore TG brace

Main TG sheet Mizz TM stays’l clew/downhaul

Fore Royal brace Fore TG brace

Fig 27. Main deck pins

“Rusty” James Craig Ship’s Dog since recommissioning in 2001

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Fore course brace

Fore course brace

Fore LT brace

Fore LT brace

Fore UT brace

Fore UT brace

Main tack (at rest)

Main tack (at rest)

Main TG stays’l sheet

Main TG stays’l sheet

Main TM stays’l sheet

Main TM stays’l sheet

Clew garnet

Clew garnet

Course leech Course bunts LT clew

Course leech Course bunts LT clew

LT bunts

LT bunts Davit for’d guy UT downhaul

UT downhaul UT bunts TG clew TG bunts Royal sheet Royal clew Royal bunt

Main TM stays’l halyard Main gantline TG halyard Main truck flag halyard Seaboat lifting falls

UT bunts TG clew TG bunts Royal sheet Royal clew Royal bunt

Halyard stopper UT halyard Main TG stays’l halyard Royal halyard Truck flag halyard Davit lifting falls

Main course sheets

Main course sheets

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Rig conventions Here are some of the internationally-accepted conventions that govern the positioning of lines and their belaying pins.

1.

The higher the sail, the further aft its lines belay (see note #1, opposite). This provides the fairest lead for lines and avoids chafe, the sailing ship’s greatest enemy.

2.

Sheets for the square sails belay around the mast. In accordance with convention 1, the lower tops’I sheets will be on the for’d side of the mast, followed by t’gallant sheets and royal sheets being aftermost (see note #2). The reasoning is that a ship on its beam ends (knocked down) in a squall will need to let go sheets to reduce the pressure of wind on the sails. In such a situation, if the sheets were belayed to the main rails, the lee ones may be underwater.

3.

Clew garnets, clewlines, leechlines, buntlines and upper tops’l downhauls (the “gear”) are belayed at the main rail amongst the shrouds. Lines controlling the course are grouped together, next aft is the group of lines controlling the lower tops’l, then the upper tops’I and so on. Aloft, the further inboard the source of the line, the further aft in the group on deck it will be found. This is why the leechlines and buntlines belay aftwards of the clew garnets, clewlines and downhauls.

4.

Halyards belay at the main rail. Convention 1 still applies. In addition, the square sail halyards belay on opposite sides when you compare fore and main masts. This is a custom that almost certainly comes from the days of fighting sailing ships with large crews. The same sails on each mast could be hoisted at the same time, by large numbers of crew running along the decks with the halyard falls. Alternating the halyards from side to side ensured better use of deck working space. The reasoning still holds good.

5.

The headsail halyards also alternate from port to starboard. These halyards compete with the square sails for space at the mainrail. The lowest headsail is the fore topm’st stays’l. Its halyard belays at the starboard mainrail just abaft of the fore royal lines. The inner jib is next, being on the port mainrail, and so on.

6.

Main t’gallant sheets belay at the main fife rail. Although the main lower tops’l sheets belay at the base of the mast to the spider band, the t’gallant sheets belay at the main fife rail which provides greater working access.

7.

Jib and stays’l downhauls belay midships (on the ship’s centre line) and so will be found at focs’l fife rail, fore mast spiderband and the main mast fife rail.

Despite these conventions, in nearly every ship you will find a few lines belayed in non conforming places. This may be because the lead is such that the line chafes in its conventional place, or the way the pin rails were constructed is not strictly traditional. # 1. The order of our heads’l sheets, where they belay at the main rail, does not conform to standard practice. This is a result of the cut of the sails and our direct lead to the pins rather than via a lead block set on the anchor deck (which was common on similar ships).

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# 2. Our royal sheets belay at the main rail rather than at the base of each mast. This was due to the mainstay crowding the fore mast spider band, making it virtually impossible to belay the fore royal sheet. It was decided to belay this line at the main rail for’d of the royal clewline. In order to preserve consistency, the main royal sheet was also belayed at the main rail. # 3. The order of our main and mizzen stays’l sheets has been reversed as they lead more cleanly. This lessens the possibility of the sheets fouling each other as the stays’ls are set one at a time.

Your awareness of the ship’s rig is logged on page 94.

Belaying There are several ‘correct’ techniques for belaying (fastening) a line to a pin.

To quickly and safely work the ship’s many lines, it is important that we have a consistency for the types of belay employed for our various lines.

To pins Begin the belay leading the line to the nearest side of the pin – whether the line leads from above or from the deck (figs 29-30 ). If a line is vertical it should be taken around the for’d side of the pin. As soon as possible, lay two figure eight turns clockwise around the top of the pin.

Fig 29 a&b. Pins, belaying from aloft, left & right.

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Fig 30 a&b. Pins, belaying from deck, left & right.

To spider bands Take a full clockwise turn around the dog (see below) which helps clear the working part of the line away from the pin. As soon as possible, begin at least three figure of eights clockwise around the top of the pin (see below).

Fig 31 a&b. Spiderband, belaying from aloft.

Initial round turn, followed by starting figure of eight turns clockwise around the top of the pin.

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Fig 32 a&b. Spiderband, belaying from deck.

Initial round turn, followed by starting figure of eight turns anti-clockwise around the bottom of the pin.

To posts and single bitts Use the bollard hitch (see below) when belaying to the samson post or to a single bitt, as with spanker sheets.

Note, that with square posts (such as our windlass carrick posts), 3-4 turns followed by a single bollard hitch would suffice.

a

b

c

d

e

f

Fig 33 a-f. Bollard hitch.

Also known as lighterman’s hitch or tugboat hitch.

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To staghorn bollard If line leads horizontally across the deck, take a full turn around the base and then lay at least two figure of eights around the arms.

If line leads from above, take a full turn around one of the arms followed by at least two figure of eights

Fig 34 a&b. Staghorn bollard.

Line from across the deck.

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Fig 35 a&b. Staghorn bollard.

Line from aloft.

2004

To bitts Whether belaying heavy berthing lines to deck bitts or tacks and sheets to main rail bitts, haul taut any slack, then take the line outboard behind both bitts then bring it around inboard to begin the figure of eight turns.

Berthing lines are worked (surged and eased) from the layout shown fig 36. Crew must maintain a safe distance from bitts when working berthing lines. Surging, easing, adding turns or taking turns off can all be done while remaining several feet away from the bitts (see fig 37). This ensures hands and feet are kept safe.

In some cases, taking up slack is best done by taking line off the bitts and hauling directly from the fairlead. To avoid confusion, one hand should be detailed to make fast the line back onto the bitts once the slack has been hauled taut.

To make fast, five or more figure of eights are thrown on. When lines are doubled up on one set of bitts, the first line (underneath) will only require four figure of eights.

Fig 37. Working a berthing line at a safe distance from bitts

Fig 36. Initial turn on bitts. The line is worked from this layout.

To make fast, three or four figure of eight turns are thrown on.

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Coiling lines We use a particular method of coiling practically all our lines (see right), the exception being lower tops’l sheets and fore tacks which are draped over their pin and windlass carrick posts, respectively.

In belaying to a pin, after the third figure-of-eight turn, a capturing bight is looped over the top of the pin (fig 38). The line is then coiled on deck starting from the standing end, finishing with the tail.

All lines should be coiled so that they hang at least 6 inches (15cm) off the deck. It is better to do the coils smaller rather than larger. If done too big, the coil will not effectively clear the deck. Such lines will chafe and at greater risk of rot.

The coil is lifted up off the deck and ‘turned around’ so the line leads neatly off the pin and into the coil. While holding the coil with one arm, the other hand reaches through to the capturing bight which is bought through the coil and around up and over the top of the pin.

If the capturing bight is belayed simply at the top of the pin, the chances are it will easily flip off and the coil will be lost. Thus the capturing bight should be belayed not just on the top of the pin, but jammed down behind the figure of eights as close as possible to the base of the pin (fig 39).

Fig 38. The capturing bight.

Fig 39. Securing the coil.

Fig 40. Lines coiled well above the deck.

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Safe line handling Injuries can easily happen while working lines. These include rope burn, being flicked in the face, bruises, broken bones and crushed fingers and limbs.

The key rules to avoid injuries when handling lines are: •

good line preparation (figs 63-64, p 66)

•

keeping the work area ordered

•

staying clear of the danger zone – this being the point where lines lead into sheaves, through fairleads or onto pins and bitts, or where bights of lines lie along the deck

Critical danger zones include tug boat lines or berthing lines under strain, and the arc they would sweep if they were to part.

NB: When hauling on the braces for the lower three fore yards be wary not to let the braces ride up off the top of the pin (figs 41-43).

Fig 41. WARNING Fore braces lead from whip blocks aft, then for’d to the pins.

(Photo shows portside fore braces, stern to left, bow to the right).

Fig 42. DANGER! It is easy for any of these brace to ride up off the top of its pin, sending crew and passengers spilling to the deck.

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Fig 43. SOLUTION To avoid this danger, the first hand on these lines (always a James Craig hand) should just push the line downwards to the deck, letting those hands behind him do the hauling on the line.

Effective line handling Good line handling involves working a line effectively and safely. There are some cardinal rules to good line handling.

•

Few lines can be effectively worked by one person. In nearly all cases, two hands are required – one for ‘sweating’ and one for ‘tailing’ (covered within induction modules).

•

If additional crew are added, they should be assisting in the sweating. Aside from specific lines we haul along the deck (eg. square sail halyards and braces) few lines require more than one hand tailing.

•

Sweating quickly gets most of the job done, but for final tensioning, three burly hands should together work, jerking the line directly downwards towards the pin. For additional tensioning, a handy billy is employed, eg. spanker foot outhaul or main tack (see fig 59, p 61).

Your awareness of knowing the ropes is logged on page 95.

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At a loose end Efficient Deckhands, Able Seamen and Watchleaders need to know a range of knots, bends, hitches, splices and whippings (see OTEN Square Rig Training manual). New Entries, Deck Trainees and Ordinary Seamen sailing in James Craig need to be familiar with the following common and useful ropework (also see James Craig FastTrack Induction Modules).

Before making fast a line, hands should ask themselves, what is it for, how tight will it become and will I easily be able to release it when ordered.

Stoppers A stopper is a line ‘passed’ to temporarily hold a line under load. We have dedicated stopper lines rigged for our upper tops’l halyards and fore tacks.

You must ensure temporary stoppers are strong enough to take the load, eg. it would be unacceptable to use 15mm line as a stopper to hold a 50mm berthing line under load.

Stoppers can be used to hold any line whether it leads up from the deck or down from aloft or if it runs horizontally along the deck. With stoppers used for our upper tops’l halyards, a protocol is employed for safety: 1.

The Mate or Watch Leader will order “Well the upper tops’l” or “Yard home” when satisfied with the set of the sail.

2.

The first hand on the line (called the pin hand) orders “Pass the stopper”.

3.

A hand (called the stopper hand) who has been hauling down on the halyard fall passes the stopper (see figs 44-45). When complete, he orders “Ease to the stopper”, whereby all hands on the halyard allow the line to ease forward, but retain their grip in readiness to resume the strain if the stopper doesn’t hold.

5.

If satisfied that his stopper is secure, the stopper hand orders “COME UP!”, whereby except for the pin hand, all others immediately let go, fleeting the line towards the pin hand who makes the belay.

7.

On the pin hand’s call of “Turns on”, the stopper hand clears the stopper.

The stopper hand and pin hand must be experienced and capable. Additionally, the Watchleader or Mate should ensure everyone involved is briefed on the procedure as there may be inexperienced hands hauling on the line.

For temporary stoppers, the following procedure should be generally applied: 1.

A Watchleader or AB will order “Pass the stopper”.

2.

An ordinary seaman will pass it then order “Ease to the stopper”. If he is satisfied that the stopper is holding, he will then call “Stopper is holding”.

3.

Work will be done to the line (eg. transferring the fore tack to the capstan) and eventually it will be made fast again.

4.

The stopper hand will then clear the stopper, but only on the clear unambiguous order from the Watchleader or AB, “Clear the stopper”.

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Fig 44. Upper tops’l halyard stopper.

A wide shot showing the halyard ‘fall’ stoppered together with one ‘part’ of the halyard tackle arrangement.

This shares the load and reduces the strain on the actual stopper.

Fig 45 a-d. Upper tops’l halyard stopper.

Start with one half hitch around the halyard ‘fall’ and one ‘part’ of the tackle arrangement (a).

The tail then continues around and above the hitch until it comes back around, when it is fed below and under the standing end (b).

a

b

The tail is then jerked upwards away from the standing end (c).

A single half hitch is passed then the tail is wound back and around the lines two or three times, ideally with the lay of the rope, and then held firmly (d).

c

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Bowline The Bowline is the preferred option for securing the tail of a line while the line is not under load. It is easy to make up, won’t slip and is easy to cast off, even after bearing a heavy load.

Two bowlines are recommended for joining two lines; where such lines are to have a heavy load applied.

Fig 46. The Bowline

Common whipping Occasionally crew will come across lines with ends that are starting to unravel. The common whipping can be done quickly and without the need for needles and palms.

Your common whipping should be reported to the bosun who will have a more secure and permanent sailmaker whipping applied.

Fig 47. Common whipping (a represents one end, b represents a long working tail).

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Round turns & half hitches When making fast a line that is already under load, the round turn and two half hitches is recommended. Your round turns around a solid object enable you to work the line if needed before or after the half hitches are taken off.

The round turn and two half hitches can jam under load if considerable strain will be placed on the line. If you know this is going to be the case, apply a full round turn to a staunchion or post then lead the tail off to another post or stanchion and make fast with the traditional round turn and two half hitches. When applying the round turn and two half hitches, use a bight for the half hitches (see fig 48). If you must use a very long line, apply your round turn and start your hitches using a bight (see fig 49). Apply your hitches as in fig 48. It may look bulky but will take a fraction of the time to apply and undo.

a

b

c

Fig 48 a-c. The round turn and two half hitches.

When undoing, after the outside half hitch (c) is undone, a tug on the tail (b) will release the remaining inner one. The line can now be worked or cast right off (a).

Fig 49. Round turn and two half hitches using a bight.

Start your half hitches from this position when working a long line.

You will need a generous working bight to do your half hitches.

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Sheet bend Traditionally, sheets were bent onto the clew of a sail rather than spliced onto it (a bight in the boltrope would protrude out at the clew in the form of a loop and this was the belaying point). On board the ship, sheet bends are used to join two lines, where such lines won’t come under excess stress.

Fig 50. Sheetbend, left.

Double sheetbend, right.

Stowing hitch This hitch (left) is used for stowing heaving lines and spare lines that are hung up for storage.

Lines stored in deck boxes should be coiled then gasket hitched (fig 52).

NB: if wet or damp, lines must be hung to dry. They should never be stowed away in a deck box or deckhead when still damp.

Fig 51. Line stowing hitch Used for hanging heaving lines.

Fig 52. Gasket hitch.

Used for storing spare lines & tackle tails in the deck boxes.

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Pearce purchase hitch This hitch is used to tension awning side wires, or any similar arrangement that involves two eyes and a lanyard. By keeping friction to a minimum, it enables a surprising amount of purchase.

a

b

Small bight through hard eye, b.

Second small bight through hard eye, a.

Tail led through first small bight.

Tail led through second small bight and haul taut.

Fig 53. Pearce purchase hitch.

Your awareness of ropework (“at a loose end�) is logged at page 95.

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Working aloft No one is to climb aloft until he has completed the appropriate induction modules and provided a doctor’s certificate. At all times crew climbing aloft must be doing so either in response to an order (as to furl a sail) or after obtaining the approval of the OOW. At no time are passengers or visitors to climb aloft. This contravenes our insurance cover and places the ongoing operation of the fleet at risk.

Rules for working aloft Crew must remain familiar with the following rules. Please note they are rules and not guidelines.

1.

Do not lay aloft without the express permission of your watchleader (or maintenance supervisor on maintenance days when ship is alongside).

2.

Crew climbing aloft, working 2 metres above the deck or working from the t’gallant (uppermost) rail MUST wear a ship’s safety harness.

3.

Buddy checks must be performed prior to leaving the deck.

4.

No climbing aloft in bare feet. Shoes or boots that enclose the feet must be worn (preferably with a heel to assist when standing on footropes).

5.

Use shrouds as handholds when climbing as opposed to ratlines. Do not use running rigging as a hand hold.

When you are working aloft and reach the grey safety static wires, YOU MUST CLIP ON. If you wish to ‘clip on’ when not at a safety static wire, use standing rigging or strong fixed items. Do not hook onto running rigging.

6.

7.

Do not lay out onto a yard without checking that braces are taut and that the yard is either fully down in its lifts or set taut. In the later case, permission to lay out on the yard must be obtained from the Mate.

8.

When stepping onto or off a footrope, call a warning to other crew on that footrope, ie. “stepping-on, port t’gallant” or “stepping-off, starboard royal”. Hands already working the yard will acknowledge, “stepping on, aye.”

9.

Do not climb down directly from the upper to lower tops’l yards without double checking that you are clipped on.

10.

Do not begin loosing upper tops’ls into their gear, if there are hands still working the lower tops’l yard on your side (ie. port/starboard).

11.

No walking on top of yards or sliding down backstays and forestays.

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Wise advice for working aloft 12.

Drink lots of water before and after working aloft. Keep hydrated.

13.

Work safely when aloft. Do not fool around, show off or push yourself beyond your capacity to work safely.

14.

When loosing gaskets or casting off gasket coils, loudly call “rope below” before letting the line drop. This ensures crewmates below can take precautions.

15.

When laying aloft and laying alow, use the weather side, where one exists (eg. close hauled or reaching).

16.

Take no unnecessary gear aloft. Anything taken a-loft must be secured by a lanyard.

17.

When working the upper tops’l in its lifts, stand on the upper tops’l footropes rather than on the lower tops’I yard.

18.

Before climbing the mizzen mast, check with your Watchleader that there is no danger from radar or high voltage radio transmissions.

19.

Avoid working alone on footropes. Having a shipmate near you, on your side of the yard even doing nothing, helps to keep you up higher against the yard and makes your work position more comfortable. If working alone is unavoidable, try to stand near the footrope stirrups as this will lift you to a more comfortable working position.

20.

If you need to spend time aloft waiting for crew mates, preserve your energy: climb in to the shrouds to hang on more safely, climb to the tops or cross trees, or lay out to the yardarm where you can swing up and sit on the yard.

Your awareness and experience in working aloft is logged at page 96.

Fig 54. Sheet, downhaul and clew blocks are attached to the yards (left) while bunt blocks are attached to shrouds (right).

When yards are braced around, buntlines are either slackened or stretched as the yard moves towards or away from the shrouds. On the other hand, sheets, downhauls and clewlines travel with their yard and are not significantly affected.

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Loosing sail “A better sailor thee shall be, furl from windward, loose from lee.”

Loosing sails into their gear involves hands laying aloft to cast off the gaskets securing the furled sails. The sails do not fully hang down because their clewlines, leechlines and buntlines still hold the sail up to the yard. When the sails are thus, “in their gear”, they are ready to be set from deck.

It is advisable to have two hands working on one side of a yard at a time. This is because the footropes are tensioned for several hands working together and one hand alone will usually find himself too low on the yard to work comfortably.

Four hands can accomplish the job working in pairs each side of the mast. In this case, they should work in the order that sails are generally set: lower tops’l, upper tops’l, t’gallant, royal then course, or as otherwise ordered by their Watchleader.

In light winds the hands should commence casting off gaskets from the yardarms and work in to the mast. In moderate or windy conditions, the square sails should be loosed starting from the leeward yardarm, working to windward (fig 55). Thus the leeward pair would start and be working 4-5 minutes ahead of the windward pair. All hands loosing sail at any time should be wary of the possibility of the sail blowing back at them.

If the Watchleader does not lay aloft, he should designate one hand to lead the others. This hand should check that all gaskets have been cast off, and that they have all been properly coiled. Before sending all hands alow to deck, he should call down to check with his Watchleader whether sails are to be set and two overhauling hands be kept aloft.

wind Fig 55. Do not loose sail from windward.

In moderate to windy weather, this creates a dangerous flogging parachute.

Your awareness and experience of loosing sail is logged on page 96.

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Setting fore & aft sails Sails are set on the order of Watchleaders, who are acting on the instructions of the OOW. Although hands may hear the OOW’s orders over the loud speaker or conveyed up the deck they must wait for the clear unambiguous order from their Watchleader; hands may still be aloft, important lines may be unmanned or passengers may still be crowding our work areas.

Before giving the order, as a reminder to new crew, Watchleaders may summarise actions required (eg. “easing downhauls and buntlines, hauling the halyard, tending braces”) but this should not be mistaken for a call to start working lines. The order for action will be easily identifiable by a simple description of the overall action, then the words “haul away” – eg. “Setting the main upper tops’l, haul away!” or “Sheeting home the fore t’gallant, haul away”.

Once sails are set and trimmed, lines that were eased (downhauls, clewlines, spanker inhauls, etc.) should be slightly tensioned to prevent them from flogging and chafing.

Fore & aft sail basics • cast off gaskets • cross the loosed sail to leeward • haul taut on leeward sheet to take out unnecessary slack • cast off weather sheet for running • cast off and flake the downhaul for running “Raising the inner jib, haul away” • heave away smartly on the halyard • control flog with working sheet but don’t haul taut • sweat up the halyard till luff is taut • sweat up the working sheet to trim • haul taut and make fast on downhaul • overhaul the weather sheet down and bowse it to the base of the stay with “rotten cotton” to prevent it chafing.

Fore & aft tips Beware the main and mizzen lowermost stays’ls as they have joint clewline/downhauls. No matter how quickly halyard hands haul away, if the down haul is cast off (as we rightly do with other sails), the clew and sheet blocks plummet to the deck. Thus, on these sails, the downhaul must be eased carefully so as to keep the bullet blocks well above head height.

When tacking or wearing the ship, the best time to cross fore & aft sails across is when the ship is head to wind, or when your sails are sheltered by the square sails.

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Fig 56. Marrying of sheets.

A light weather practice.

Fig 57. Stays’l sheet stopper line.

In moderate or windy conditions, a stopper is rigged from a pin rail stanchion.

When weathering fore & aft sails across in light conditions, the lee sheets can be eased and then cast off before hauling on the weather sheets. In moderate or windy conditions, hands must firstly haul taut the (loose) weather sheet. Hands on the lee sheets ease their lines while weather sheet hands haul away. This ensures that control of the sail is maintained as it is worked across to lee. This is especially important if the head-to-wind opportunity has been missed and the sails are aback.

When retensioning sheets, turns must be taken off the pin. In light weather, the working sheets can be “married” (fig 56). In moderate or windy conditions, a temporary stopper line must be employed as no number of hands can safely hold the married sheets without being ropeburned (fig 57).

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Setting square sails We have five types of square sails. You must be able to understand the mechanics of these sails so that you can anticipate and understand what lines need to be tended when orders to work the sails are given.

The basics in setting these sails are:

Lower tops’l •

cast off buntlines

•

ease away clewlines

•

haul away on sheets

Sheet (from aloft)

Upper tops’l •

give t’gallant sheets two feet of slack

•

cast off buntlines

•

ease downhauls

•

haul away halyard

•

ease lee brace

Brace pendant (heading aft)

T’gallant •

give royal sheets two feet of slack

•

cast off buntlines

•

ease away clewlines

•

sheet home to the marks (if sheets are over-tensioned, t’gallant foot will chafe on royal braces)

•

haul away halyard

•

ease lee brace

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Fig 58. Casting off a clewline often results in the chain sheet draping over the yardarm below.

Above photo shows the t’gallant sheet leading draping down over the upper tops’l lift and brace pendant.

The sheet would be almost impossible to work.

Royal •

cast off buntlines

•

ease away clewlines

•

sheet home securely

•

haul away halyard

•

ease lee brace.

Course •

cast off buntlines and leech lines

•

ease away clew garnets

•

haul away windward tack

•

haul away lee sheet.

Fig 59. Main tack handy billy.

Note it is rigged to disadvantage which enables twice the number of haulers to join in on the fall (hauling line).

Square sail tips: On all square sails – it is necessary to have two hands already aloft overhauling buntlines as the sails are being set, each working one side of the mast from the shroud buntline blocks.

Laying alow, they should check with their watchleader whether particular buntlines need further tending. If necessary, they may need to secure a buntline at its shroud bunt block with rotten cotton after overhauling through the required amount of slack.

Lower tops’l – sheeting down requires several hands on the line hauling from the deck sheave aft and under the mainstay.

Upper tops’l – should not be set with yard braced around sharp up. As the yard is raised the halyard chain leading into mast sheave severely chafes the mast timber (fig 62, p64).

T’gallant – the first order in setting this sail has to be “Sheeting home the t’gallant, haul away”. If the t’gallant is not firmly sheeted home, the yard will rise too high and damage the parrel and/or mast timber (fig 62, p64).

Royals – same as above. Also, do not over-tension the royal halyard or braces. The royal yard is a light-medium weather spar. It can be damaged if stressed. Buntlines should be overhauled before the yard is raised.

Courses – tension up the weather tack before hauling aft the lee sheet. The fore tack is tensioned using the capstan while the main tack is tensioned using a handy billy, applied temporarily then cleared (fig 59). This tackle is rigged to disadvantage to enable a greater number of hands to haul horizontally along the deck.

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Setting mizzen sails Spanker This sail is hauled outwards from the mizzen mast. The lee gaff vang should be triced (hauled) for’d before setting the spanker, although the sail can still be set if this is not done.

•

cast off the brails and head inhaul

•

haul away on the head outhaul

•

when head is about half way out, begin hauling also on the foot outhaul (while carefully easing away the foot inhaul)

•

sweat up head outhaul

•

tension the foot outhaul using the handy billy

•

overhaul slack on the brails using a boathook

Gaff tops’l This is a fair weather sail that is hauled upwards, outwards and downwards.

•

ease the head downhaul

•

haul away on halyard (but not taut)

•

ease the clew inhaul, haul away on outhaul (but not taut)

•

tend foot of sail so it will set to lee of the gaff span (chain)

•

tend the tack so that it leads down to windward of spanker.

•

tension tack (moderately) and make fast.

•

tension halyard, sweating it up for a taut leading edge and make fast

•

tension outhaul and make fast

Mizzen sail tips Always ensure with Watchleader or OOW that radar and HF radio are not operating before laying aloft.

The spanker boom should be sheeted to leeward before setting the sail. This prevents the outhaul and inhaul lines flogging around the helmsman. When sheeting the spanker boom across to port, ensure that the MOB danbuoy is unrigged.

The spanker boom and gaff spar are connected by the topping lift and will not travel independently of each other. When sheeting the spanker outwards or hauling it amidships the gaff must follow the spanker boom. If short handed, cast off the appropriate gaff vang so it can run.

The braided spanker foot inhaul and outhaul beckets should be removed before boom is sheeted out over the water. To stow, they are toggled around engine control stand.

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In setting the spanker, the foot inhaul must be eased carefully so as to prevent flogging.

Tension the spanker foot outhaul using handy billy rigged to disadvantage. The loss of advantage is outweighed by a greater number of hands on the line being able to haul more steadily out from the mast.

In setting the gaff tops’l, if the foot does not already lay to leeward of the gaff span, haul on downhaul while halyard is made fast. This will lift the foot up and make it easier to manhandle the sail across to lee.

Your awareness and experience of setting sail is logged on page 97.

Bracing yards Quick and coordinated bracing of yards is more than just a pretty sight. There are times when the OOW will demand immediate bracing of the yards: when the ship has to be turned or stopped quickly.

Effective bracing reduces unnecessary work for the crew as there is no overshoot and the resulting need to brace the yards back against the wind. This is important if hands are needed elsewhere to work other lines.

The Watchleader’s call will clearly identify the mast they are working and what they want to achieve, eg. “Bracing to the marks, sharp on a port tack, let go and haul!” (for fore yards) or “Bracing to the marks, sharp on a port tack, mains’l haul!” (for main yards).

Brace easing hands play the key role in effective bracing. They will be controlling the movement of the yards, whether bracing square, sharp up or some point in between. In all cases, the course yard will always lead the other yards. All the way upwards, a higher yard will always follow those below it. Thus the yards come around in a spiral formation.

Fig 60. A healthy catenary while easing a course brace.

If this is done neatly the Watchleader should ideally be able to give one call, “well all yards” and they would stop, already spiralled to take best advantage of the apparent wind.

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Bracing tips • As yards are braced around, particular buntlines and clew garnets will tension up, either port or starboard. The relevant lines should be eased before bracing.

• The Watchleader will let hands know what is happening when he gives an order to brace yards, eg. “Bracing three points on a port tack .. let go and haul” (for fore yards), (“mains’l haul“ for main yards). This enables the easing hands to pay out generously at first and then to tighten up their braces when they approach their target. Too much slack would allow the yard to travel past where it was meant to stop.

• Until a point or two off the desired yard angle, the course easing brace should have a healthy sag (called catenary,fig 60, p63). There is no sense in holding back the course as its rate of travel determines the overall bracing exercise.

Fig 61. Easing brace “on the marks”.

• The following yards should have enough catenary that allows them to maintain their ordered position as the yards travel around.

• Watchleaders should detail an Efficient Deckhand or Able Seaman to ease the upper tops’l brace. He can oversee the other easers in front of him, “whispering” and guiding them as their yards are braced around.

When bracing the fore yards, he also needs to call directions back to the fore t’gallant and royal hands at the main fife rail as their view is often blocked by the main square sails.

• On the Watchleader’s call “Well”, the relevant easing hand makes fast. On the Watchleader’s order “Haul taut and make fast”, two hands on each hauling brace haul taut and make fast. Braces should be taut but not bartight.

• When the fore braces are hauled taut, it is important that the fore upper tops’l braces are as tight or tighter than the fore lower tops’l. If not, the braces lie across each other and cause chafe.

Fig 62. Mast damage caused by hoisting a yard too high whilst braced up sharp.

Repairing this damage is very difficult and time consuming.

We must avoid such damage at all cost.

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• In bracing to marks (sharp up or square), when the easing hand has reached his mark and made fast, he should call across the deck, eg. “Fore, t’gallant on the mark”. Two hauling hands can then haul taut and make fast. Confirmation should come from their return call, “Fore t’gallant on the mark and made fast.” When making such calls across the deck, shout loudly and clearly, and you should only need to shout once.

• When bracing bare yards (with no sails set) be careful not to brace sharp up. The hoisting yards will be sitting lower and will come up against the shrouds sooner than when hoisted and sails are set.

Your awareness and experience of bracing yards is logged on page 97.

Taking in sail “It’s not too difficult to set a sail. The trick is in knowing how to take it in smartly when required.”

Reducing sail (ie. “taking in”, “lowering”, “handing” or “brailing”) generally involves the opposite steps to setting sail. As with setting sail, it is done on the clear unambiguous order from your Watchleader.

Sometimes a squall might hit the ship unexpectedly. In preparing for such situations, every routine taking-in of sail provides an opportunity to practise rapid sail reduction.

In addition to effective “clewing up”, a key aspect of rapid sail reduction is the safe and effective handling of halyards. Whether for squares or fore & aft sails, halyards should be well prepared for running. Depending on deck space and weather conditions, the best options are neat figure-of-eight flaking, a clover leaf flake (figs 63-64, p66) or a neatly capsized coil.

In all cases, the hand easing the halyard should maintain a balance between easing away smartly and maintaining control over the line.

Before giving the call for action, Watchleaders may summarise actions required (eg. “hauling on downhauls and buntlines, easing on the halyard, tending braces”) but this should not be mistaken as a call to commence action. Their order for action should be easily identifiable by its simple description of the overall action, then the words ‘haul away’, eg. “Lowering the main upper tops’l, haul away”.

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Fig 63. Figure of eight deck flaking.

A good all-round flake suitable for long or short lines, leading upwards or along the deck.

Fig 64. Clover leaf flaking.

A good flake for short-medium length lines, especially where they leads upwards. Because this flake doesn’t take up much deck space, it can be positioned almost directly under its pin.

Fore & aft tips Easing away on leeward sheets eases the pressure on the sail making it easier to run down its stay. Sheets should be cast off to run by the time the head of the sail is down near the base of the stay.

Square sail tips Before taking in sail on a yard braced sharp up, to avoid damage to the mast or lee shrouds, two hands should be sent aft to brace the yard back (more square). Three or four fathoms of slack can be led into the lee brace, then hauled through via the weather brace. Even two points will help avoid damage to the mast sheave hole. Afterwards, when the yard is in its lifts, ensure that the braces are taut and made fast.

Clew up square sails before hauling away on bunts. After a sail has been clewed up and the clewing hands gone on to the next sail, other hands can follow, bunting up.

Mizzen tips Bring in the spanker foot halfway then additionally bring in the head. Although the head outhaul can be cast off to run, the spanker foot outhaul must be eased in a controlled manner so as to avoid the foot flogging about.

As the spanker is brought in, haul away on the lee brails so as to spill the wind in the sail (but also take up slack on weather brails so that they do not get captured inside the furled sail).

Your awareness and experience of reducing sail is logged on page 98.

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Furling sails “A better sailor thee shall be, furl from windward, loose from lee.”

Squares The leech is initially brought inboard and on top of the yard so that hands can lean over and temporarily secure it under their stomachs. On the course, lower tops’l and t’gallant, the clew is captured and lifted up to the yardarm temporarily, using the outboard gasket. The foot boltrope is then brought up on top of the yard, again being secured by as many stomachs as possible. Hands then reach down and gather up a couple of feet of sail at a time eventually coming to the last half metre: the skin that will cover the sail as it is rolled on top of the yard. Sail that has been flaked up is dropped and pummelled inside the skin and the taut “sausage” is rolled up on top of the yard ready for gasketing. If the sail is furled tightly, there will be less of a ‘bundle’ on top of the yard and it will be easier for hands to move along the footropes. To the trained eye, it will also look much smarter.

Many gaskets can be done single-handed but the yardarm hand benefits greatly with assistance for the outboard gasket. This one is always difficult due either to heavy clews (see above paragraph) or in the case of the upper tops’l, the taut foot boltrope not wanting to lay up along the yard.

NB: Before hands lay out to furl the lower tops’l yard, it should be adjusted so that it is parallel to the upper tops’l yard. Also note that if the yards are braced sharp-up, the ‘sausaged’ fore and main course sails will not clear the fore and main stays when attempting to roll the sails on top of the yards.

Heads’ls The sheets should be cast off. Hands on the downhauls should take up slack as the furling hands work the hanks down to the base of the stay.

Once taut the downhaul should be made fast. The furling hands then identify the mitre seam (or a fold that runs perpendicularly out from the leading edge to the clew). A half fathom of sailcloth either side of this seam will form the skin that covers the sail as it is gasketed. The sail is gathered as well as possible, wrapped inside the skin and a marling hitch (blanket hitch) run down the sail from the head to the clew. The final hitch is made through the clew cringle (eye) then the furled sail is made fast. Heads’ls are made fast aftwards curving out to the jib boom outer guys.

Fore/aft sails aloft Hoist the excess bunt of the sail upwards and within the mass of sail hanging from hanks.

Find the dirty outer skin and working from high to low, work the mass of the sail into the skin. Pass your marling hitches as you work downwards and secure the furl by belaying the gasket tail to the mast.

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Spanker The brails form the uppermost gaskets, with a spare length of line forming a temporary gasket capturing the bunt of the sail, just above the spanker boom.

Gaff tops’l This sail is difficult to furl due to limited working space and lack of handholds at the mizzen mast doubling. Confident climbers are required to furl it.

A short line (3-4 fathoms), is cow-hitched around the lowermost bunt of the sail as it hangs in its gear. This captured bunt is then hauled upwards and inside and belayed so that this lower part of the sail can be captured inside the skin. Find the fathom-wide dirty skin among the outer aftmost folds of hanging sail. This captures the rest of the sail, which is folded and punched in as well as possible.

wind

Fig 65. In moderate to windy weather, do not furl sail from leeward.

This creates a dangerous flogging parachute.

Your awareness and experience of furling sail is logged on page 96.

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Berthing Preparation for berthing begins well before the ship nears the wharf. After ascertaining whether she is berthing “port side to” or “starboard side to”, the berthing lines are flaked out along the deck with eyes led through appropriate fairleads and heaving lines bent on using a simple generous bowline (with no round turns).

Head line

The gangway stage should be carried for’d to its appropriate place and awning wires rigged.

Our berthing party of six hands wearing life vests will muster at the ship’s pilot ladder, rigged by main watch hands (see pilot ladder photo, fig 80, p 80). The harbour tug will take them to the wharf to prepare the gangway and to take the ship’s berthing lines.

Fore spring & for’d breast line

When the ship is in range of the wharf and when berthing party hands are in place to take them, the heaving lines are thrown ashore. The first priority is the for’d spring followed by the stern line, and then all other lines.

It would be poor seamanship to have no chafing gear but it looks worse to have chaffing gear out halfway towards the wharf instead of at the fairlead. Thus, care should be taken when the ship is berthing that the canvas chafing gear does not end up out of the fairleads beyond reach. Keeping chafing gear well inboard when the berthing lines are sent ashore ensures they can be correctly positioned once the ship has settled at her berth.

Aft spring

Aft breast line Fig 66. Safe working of berthing lines.

The key thing is to keep feet and arms well clear of the bitts.

Stern line

Fig 67. Lines prepared for berthing ‘portside-to’.

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Putting the ship to bed Certain tasks need be completed before crew sit down to post-sail drinks: • two hands to assist stewards empty the rubbish bins and clean the general purpose space and the heads • awnings need to be spread • floodlights need to be set up (on focs’l, pointing up to for’d side of fore yards; and on top of aft deckhouse and in the aft ship’s boat, both pointing up to aftwards side of main yards) • two hands to assist the engineer connect the shore power cable • ensign, ship’s flag, captain’s pennant and signal flags struck

• boom centred and preventers unrigged • sails furled and yards squared • harnesses stowed away • all lines coiled so they are up off the deck • porthole scuttles opened (fig 82, p81) • watch cards collected by Watchleaders and stowed in the chart room • chafe gear needs to be applied to the berthing lines. If this was not possible when the ship was berthing, the relevant berthing lines can usually be loosed one at a time to enable repositioning of the canvas chafe gear. In windy weather this may not be possible.

If in doubt, Watchleaders should check with the Mate.

Fig 68. On our curved decks, set up athwartships (left), your ladder is sturdy.

Set up in a fore & aft line (right), your ladder becomes an accident waiting to happen.

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Fig 69 a-d. Belaying the spanker boom sheets when squaring ship for alongside.

This basically involves a bollard hitch on the roller fairlead centre post.

Whilst sailing, the belay is a bollard hitch on the aftmost quarterdeck bitts, port and starboard.

a

b

c

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Spreading & furling awnings A taut awning looks pretty but more importantly, it will flog less, catch less water, stretch less and last longer.

The rigging of ridge wires and edge wires can begin once the ship has entered sheltered water.

Main awning

Mizzen awning

While steaming up the harbour

While steaming up the harbour

• Ensure ridge wire is taut.

• Rig the awning stanchions, hauling them out as

• Shackle the throat together and make fast close to the fore mast.

• Rig edge wires using a Pearce Hitch (fig 53, p54) to ensure they are taut.

taut as possible to bumpkin doublers.

• Belay the shackle ends of ridge and edge wires aft to the spanker boom topping lift (ridge wire as high as possible, edge wires as low as possible and in between the inner and two outer falls of the gaff vangs).

• Bowse the edge wire up to the gangway gallows above head height (to enable safe departure of passengers once the ship is alongside).

• Belay for’d end of ridge wire to the tensioning tackle using double sheet bend.

• Haul the bunt of the awning aftwards on the deckhouse.

• Attach ridge wire lifting bridle to mizzen truck

When alongside and the deck is cleared of passengers

• Belay the edge wires (inside gaff vangs) forward

• Tension ridge wire so as to hang a foot above the spanker boom. flag halyard and lightly take up slack. to the mizzen swifter (for’d shroud) using the Pearce purchase hitch (fig 53, p54).

• Haul the bunt of the awning aftwards to the main mast.

When alongside and engines shut down

• Make fast and haul taut the ridge aft lanyard.

• When the quarter deck is clear, spread the awning along the deck, port side.

• Smartly lace the throat together, gathering it to the ridge wire, working from under the awning.

• Haul the starb’d edge of the awning over the boom so that the ridge lizards lie upwards and are centred on the boom.

• Haul taut and make fast the for’d clews (corners).

• Lower the ridge wire and make fast all the shackles.

• Haul taut and make fast the aft clews.

• Take up on the ridge wire using spanker foot outhaul handy billy and several hands to tension ridge wire as taut as possible.

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• Release the bowsing line between edge wire and gallows.

• Secure the gusset snug around the spanker sail and mizzen mast.

• Haul taut and make fast all the side lanyards using awning hitches. Start by making fast the middle lanyards, port and starboard. Then start from the aft end working forwards, port and starboard (this provides more time for the hands lacing the throat to complete their task).

• Haul taut the awning aftwards and make fast.

• Haul taut and make fast the for’d clews.

Furling the awning generally involves reversing the sequence of the above steps.

• Apply chafe gear to the gaff vangs.

• Take up on the gaff dressing halyard.

• Haul taut and make fast the edge lanyards each side of the awning stanchions.

• Make fast all other edge lanyards.

Furling the awning generally involves reversing the sequence of the above steps.

Fig 70. The Awning Hitch Note, that it incorporates a slippery hitch.

Tugging the tail enables release under load - important if the awning was rigged slack and has collected water.

Your awareness and experience of awning work is logged on page 99.

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Maintenance Sailing on board James Craig is a wonderfully rewarding experience. But the ship does offer more. With regard to maintenance, we have a unique opportunity to learn the skills that keep these grand dames of the sea afloat and operational.

Getting involved in maintenance gives you a more intimate relationship with your ship.

Shimmying through the crawl-space under our ballast blocks, over and around the fine lines of her frames and stringers; hand sanding woodwork prior to the first coat of varnish that magically brings out the fine wood grain; hanging like a monkey, blacking down the royal footropes; these are the experiences that enrich our relationship with our ship.

Crew also need to acknowledge our individual responsibilities to our ship. There is a saying among dinghy sailors, a week in the workshop for one day on the water. If we sail on the James Craig, we must be prepared to put in maintenance or similar support activity: guiding, shipkeeping, inducting New Entries, etc.

Such hours are logged and go towards the determining of sailing watch bills. They also go towards our rewards system.

Crew rewards system Every six months crew members will be entitled to two free day cruise passes each time they have accumulated a total of five cruises crewed PLUS thirty hours of maintenance work or shipkeeping, ie. to qualify for a free pass you need to have done a total of five cruises PLUS 30 hours maintenance or shipkeeping duties within six months.

Maintenance hours and cruising credits not availed in any six-month period may be carried forward into the following six-month period provided at least one free pass has already been earned in the period.

Free passes can be used during the ensuing six-month period, redeemable on the basis that space is available after 4pm on the Thursday but no later than 10am on the Friday prior to the desired sailing day.

Passes will not be available for use on Premium Cruises such as Boxing Day, New Year’s Eve and similar occasions nor on private charters. On Premium Cruises crew will be able to purchase, once again on a standby basis, discounted tickets on and the cost of these tickets will be advised to crew beforehand and preference will be given to guests of crew working on the day/night.

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Crew uniforms All crew regularly rostered for duty in James Craig are to wear the prescribed uniform whenever passengers are embarked. The wearing of uniform not only presents a favourable image of the ship and the Heritage Fleet which she represents, but also encourages individuals to strive for professional competence and to have pride in their ship and in themselves.

The fact that crew and passengers can readily be distinguished one from the other is also a significant factor in the efficient handling of emergencies, particularly if external assistance is involved.

Indigo shirt (long or short sleeves) with logo; navy blue cotton drill trousers or shorts; navy blue socks (long with shorts). Authorised headwear includes navy blue or bone hats or caps, and red or navy blue beanies, all with approved logos.

Deck crew shoes may be black, dark brown, or dark blue. They should have non-skid soles, and should cover the toes. For working aloft the shoes must also have a proper instep. Boat’s crew are to wear soft deck shoes, choice of colours as above.

A uniform sweater, a James Craig crew fleecy top, or a sleeveless vest (all in navy blue) may be added if desired.

Deck crew should wear a standard knife and spike set (fig 71).

Note, that when crew are travelling to and from the ship, the carrying of the knife set in public is allowable under state law (under the valid recreational pursuit clause).

Fig 71. Standard knife and spike set.

Note the strands of ‘rotten cotton’ used to make fast buntlines and weather (lazy) sheets.

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Crew communication ActiveCrew – is our crew email communication list. By joining the list, you automatically receive updates from our Operations Manager. Individuals can use ActiveCrew to raise issues among the crew.

JCSE – the James Craig Ship’s Executive is made up of Executive Master, Chief Engineer, Chief Steward, Training Officer, Watchleader representative and crew representative. This group oversees the onboard operation, crew training and handles decisions relating to the overall running of the ship.

Operations manager – oversees all alongside operations including maintenance alterations, supply and other operations pertaining to the ship. He also oversees crew organisation, administration and support.

Training Officer - appointed by the Fleet Commodore to oversee James Craig crew learning (induction modules, crew grading and Watchleader training).

Watchleader representative – appointed by the Fleet Commodore to represent Watchleaders and crew at a JCSE level and to promote communication among crew.

Crew representative – appointed by the Fleet Commodore to represent crew at a JCSE level and to promote communication among crew.

Crew noticeboard – a cork board situated in the bosun’s locker where messages, meeting minutes and other communication can be posted. Managed by the crew communication representative.

Crew suggestion box – a simple suggestion box enabling crew to easily pass on comments and suggestions. Managed by the Watchleader representative.

Crew meetings – these chaired meetings are generally held every 3-6 months. They allow face-to-face discussion.

Crew surveys – these are instigated on a semi-regular basis. Results are directed to the JCSE and Operations Manager.

Crew contact listing – this hardcopy printout of crew phone numbers and addresses, is available for those of us who want to keep in contact on ship business or for social reasons.

Because of privacy considerations, the list is “opt-on”. Contact the Watchleader or crew representative if you want to be included in the next printout, or if your contact details have changed recently.

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Hospitality Under the Chief Steward a team of up to four stewards looks after the safety, security, and wellbeing of the passengers with the aim of ensuring that, as far as possible, they have an enjoyable experience sailing in James Craig.

The stewards are the main point of contact between passengers and crew, and in carrying out their duties they must take particular care that passengers are kept out of harm’s way and do not hinder the safe and efficient working of the ship.

Hospitality crew are trained in emergency procedures, and in the event of any shipboard emergency, they have a direct responsibility for the welfare of the passengers.

In addition, the stewards arrange the victualling of passengers and crew, operate as bar staff (being qualified in the responsible service of alcohol), handle the sale of merchandise, and play a para-nursing role that supplements the work of the Ship’s Surgeon.

Stewarding is a rewarding duty, especially for those who enjoy dealing with the public.

Crew can train both as stewards and in other fields, for example, deck crew, and serve in one or other capacity as desired.

Guiding James Craig is open to the public six days a week. Our guides direct groups of guests around the ship, showing her off and explaining her history. These tours are important and return much valuable income for the fleet.

On board guides play a similar hosting and ambassador role during our day sails for what is a captive audience. Guiding at sea, on our working ship, adds another dimension to this rewarding experience. Indeed, several volunteers are trained up in both roles and each day sail sees them serving either as deck crew or as guides.

Being a guide can be an incredibly rewarding and enjoyable experience. Guiding hours also count towards our volunteer rewards system. For more information contact the Fleet Education Officer.

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Wharf 7 information Wharf 7 is a public wharf and we need to ensure the safety and enjoyment of people passing by. This is of special importance in regard to ship maintenance work being carried out on the wharf. Please ensure you get clear instructions and guidance from supervisors before operating power tools or undertaking any work that passers-by might find objectionable (eg. noise, sparks or fumes).

All crew who spend time at Wharf 7 doing maintenance or shipkeeping are advised to obtain their own keycard for the onshore amenities. Please contact the Fleet Operations Manager for more information (see key contact listing).

Crew car parking is available on the wharf and in the Australian National Maritime Museum car park but on a very limited basis; during the week from early evening onwards, on weekends in the car park. If parking is unavailable, an alternative is the Casino car park.

Wharf 7 is well served with public transport. Ferries run regularly from Circular Quay to the Pyrmont Bay wharf. Light rail runs from Central Station to Darling Harbour, stopping near the Pyrmont Bridge Hotel. The monorail picks up from the city and stops at Harbourside at our end of the old Pyrmont Bridge. Some “Victoria Rd� buses also service the Pyrmont area.

Ongoing adventure The James Craig day sailing calendar does not enable us to sample the day-to-day experience and learning opportunities of longer blue water voyaging. Those of us who are looking to gain the fuller experience of square rig sailing should consider a sailing calendar that hinges on James Craig but involves other ships that offer extended voyage time, many of which may offer paid or unpaid crew positions: Svanen www.svanen.com.au/index.htm South Passage www.staq.org.au/ship.html Windeward Bound www.windbound.com/ Soren Larsen www.sorenlarsen.co.nz/ Enterprize www.enterprize.com.au/ R. Tucker Thompson www.tucker.co.nz/ Spirit of New Zealand www.newzeal.com/steve/Ships/spiritNZ.htm Leeuwin www.leeuwin.com/

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Ship spaces and deck furniture

Fig 73. Focs’l Showing anchor deck (a), capstan (b), catheads (c), anchor windlass (d) and foredeck head (e).

Fig 74. Focs’l detail fife rail (a) and knightheads (b).

Fig 75. Fore fife rail (also known as samson posts).

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Fig 77. Helm indicator Currently shows 1 turn port wheel on.

Fig 76. Main fife rail

Fig 78. Quarterdeck brightwork.

Looking forwards from aft, showing saloon skylight (a), coachhouse companionway (b) and sail hatch (c).

Ideally, the coachhouse companionway is used by personnel, while the sail hatch is used for moving materials below or onto deck.

c

b

a

Fig 79. Rigging the pilot ladder.

The pilot ladder has several settings, eg ‘tug’, ‘sea boat’, ‘sea level’, etc.

When rigging the ladder, your mark straddles the t’gallant rail just inboard (as shown left).

Belay lines should take a half hitch capturing the ladder side ropes to the manrope stanchions before being led down under the main rail to the two fixed bulwark eyebolts for final belay.

NB: do not use the floating ring on the main rail stanchion as a belay point for the pilot ladder.

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Fig 80. Lower hold (showing backup firefighting & bilge pump).

Fig 81. Maintenance locker (beneath Bosun’s locker).

Fig 82. Portholes.

Includes a glass window called a scuttle and a brass door called a deadlight.

Scuttles are closed at sea, deadlights are closed in a storm.

Fig 83. Cleaning gear locker (adjacent to ship’s heads).

Fig 84. Sail locker.

Note the emergency steering gear hanging behind the companionway.

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Fig 85. Yards are supported by a truss (a) and halyard tye (b).

The wire tye (c) in this photo is used to balance the yard so that the parrel (d) sits vertically.

Fig 86. Rails The t’gallant rail forms the top of the bulwarks (that part of the hull that extends up above the deck).

The main rail, below it, is supported by staunchions and studded with pins for belaying lines.

b c

a

d

Fig 87. The valves (taps) for our fire fighting hydrants must be closed when not in use.

It is dangerous to have them unknowingly open when the fire pumps are activated.

Fig 88. Engine room lazarette, viewed from for’d.

Note the engine room emergency escape ladder.

Fig 89. Chain locker (lower hold) portside, viewed from aft.

Note, the tools for spreading chain as the cable is heaved in after anchoring.

DANGER: crew should never climb into the actual chain locker. If working the anchor chain, a hand stands on a ladder rigged up against the outside of the locker.

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The ship’s flags a

b c

d

Fig 90. James Craig flag points (masts and gaff).

e

port

f

g

a - spare

e - Ship’s identification flags (above, right)

b - AHF house flag

f - spare

c - Ship’s flag

g - spare

d - Australian Red Ensign

h - Master’s pennant (Captain Edwards)

h

starboard

Fig 91. James Craig flag points (mizzen mast spreaders).

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The ship’s bells James Craig has a focs’l bell, set above the anchor windlass, and a quarterdeck bell, set on the mizzen mast.

Ship’s time The bells are rung to mark the ship’s time, with the quarterdeck bell being rung first and the focs’l bell answering it. The mizzen Watchleader is responsible for ensuring the aft bell is rung on time. The fore Watchleader is responsible for ensuring the for’d bell is rung promptly in answer.

The beginning and end of each four hour watch is marked by eight bells. With bells being rung on a half-hourly basis, each watch is made up of At beginning, at 1/2 hr, at 1 hr, at 1 1/2 hr, at 2 hr, at 2 1/2 hr, at 3 hr, at 3 1/2 hr, at 4 hr (end),

8 bells 1 bell 2 bells 3 bells 4 bells 5 bells 6 bells 7 bells 8 bells

Our four-hour watches run 0000-0400, 0400-0800, 0800-1200, 1200-1600, 1600-2000, 2000-2400.

On voyages, our 1600-2000 watch is divided into two smaller watches (of 2 hours) which gives us an uneven number of watches.

This ensures the same hands do not work the same hours day in, day out. These split watches are called the dog watches (ie, they are curtailed).

Anchoring When walking out anchor cable, bells are rung on the focs’l bell, indicating the number of shackles that have been paid out, eg. one bell would indicate that one shackle (90 foot of chain) has been reached at the windlass. Two bells, two shackles, and so on.

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Tacking the ship

Fig 92. Tacking the ship through the wind. a

“Stand by to come about” Helmsman bears off a point to gather way

b

“Helms a-lee” (helm eased down) Spanker hauled amidships

c

“Lee ho” Helm eased across to lee Let flog the heads’ls Strike main & mizzen stays’ls Rise tacks & sheets on the main and fore Prepare to brace main yards

Crew may be ordered to “Brace-to the fore yards”, ie. to brace the fore yards back so that they are a-shiver.

d

Back the heads’ls “Mains’l haul” (brace main sharp on starb’d tack, possibly “bracing by the wind”, (see page *) If ship loses way then makes sternway, “Helms hard a-weather”

e

Weather heads’ls across for new tack

f

“Let go & haul” (brace fore sharp on starb’d tack, once main fills) Sheet the spanker to lee Set mizzen and main stays’ls Harden up heads’l sheets Trim all sails for new tack “Steer full & by”

Vessel should come up to wind rapidly from approximately seven points to two points.

Depending on the Master, and crew competence and numbers.

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Wearing the ship

Fig 93. Wearing the ship around with the wind. a

“Stand by to wear ship” Begin brailing spanker Begin handing mizzen and main stays’ls Harden up heads’l sheets

b

“Helm’s a-weather” Prepare to brace main yards Rise tacks and sheets on main

c

“Mains’l haul” (brace main yards square) Sheet spanker boom across to weather Prepare to brace fore yards

d

“Let go and haul” (brace fore sharp on starb’d tack) Weather heads’ls for new tack Rise tacks & sheets on fore Rise tacks & sheets on the main

e

“Mains’l haul” (brace main sharp on starb’d tack) Set the spanker Set mizzen and main stays’ls Trim heads’l loose, just off the flog

f

Harden up heads’l sheets

g

“Steer full & by” Trim all sails for new tack

Your awareness of sailing evolutions is logged on page 98.

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A maritime dictionary Aback: sailing; when the wind shifts onto the ‘back’ side of a sail (eg. for’d side of a square sail, lee side of a fore/aft sail).

A-cockbill: anchoring; an admiralty anchor hanging from its cat head ready to let go.

Adrift: slang; late, absent.

Ahoy: order; standard hailing cry to attract attention.

All in the wind: sailing; said of a vessel’s sails when going from one tack to the other and the luffs are shaking. Can also be due to poor steering when sailing close to the wind.

Anchor’s aweigh: anchoring; cry indicating that the anchor has broken clear of the bottom.

A-shiver: sailing; a sail that has the wind blowing directly across it, and if anything, is slightly aback.

Avast: order; to stop or pause in any operation.

Back: sailing; to purposefully trim the square sails so that the wind is on their fore side – or with fore/aft sails, so that the weather sheet is working.

Beam ends: sailing; state of a vessel that has listed to such an angle where her deck beams are almost vertical and she is unable to right herself. This may be caused by heavy seas or squalls or by her cargo shifting.

Bear a hand: order; exclamation generally meaning to assist.

Belay: order; meaning stop or to secure a line around a belaying pin.

Billboard: anchoring; steel or iron plate or timber board fitted to receive the flukes of a stocked anchor when it is hoisted and secured.

Bitter end: anchoring; inboard end of the anchor cable. To pay out a rope until the bitter end is to pay it out till there is no more to let go.

Black down: rigging; to apply a coating of tar to the rigging in order to preserve it.

Board: order; to haul taut on the course weather tack when close hauling, eg.

‘Board the main tack’.

Bone: sailing; the foam at the stem of a ship caused by her motion through the water.

When foam is very heavy the ship is said to have a “bone in her teeth.”

Bowsprit cap: rigging; iron fitting at the end of the bowsprit, with a hoop or ring to take the jib boom.

Box off: sailing; when the ship has come up into the wind due to windshift or poor helming, to purposefully back the headsails and fore mast sails so that the ship’s head bears off with the wind.

Brace in: (brace back) sailing; to brace a yard so that it lies more athwartships.

Brace pendant: rigging; length of chain attached to yardarm to which a yardarm brace block is attached.

Brace to: sailing; in tacking or wearing, to brace a yard around so that the sail is marginally aback, the wind partly striking its forward side.

Brace up: (brace sharp) sailing; to brace a yardarm so that it lies closer to the fore and aft line of a ship.

Bristol fashion: slang; very efficient, neat and seamanlike.

Bucko mate: slang; the brutal mates of American merchant ships of the late 1800s, early 1900s, renowned for driving their crews hard.

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Bumpkin: rigging; small boom or outrigger projecting either side of the ship to take the brace blocks.

By the wind: slang; penniless.

Cross-trees: rigging; timbers laid athwartships at the top of a mast. Supported by the cheeks and trestle trees, they carry the framework of the top and increase the span of the shrouds.

Cap: rigging; the fitting that holds an upper mast running through one hole, firmly against the top of a lower mast which fits in the other hole.

Crossed hawse: anchoring; condition caused when a vessel lying to two anchors is swung around by wind or tide so that the anchor cables become crossed.

Cape Horn fever: slang; a malingerer’s feigned illness in bad weather.

Cut of his jib: slang; the characteristic manners of a crew member.

Cat: anchoring; to hoist an anchor by its ring from the hawse up to the cat-head so that it hangs there ready to let go or for fishing it inboard and onto the anchor bed.

Donkey’s breakfast: slang; a mess, something very badly performed.

Chafing board: rigging; piece of timber positioned to prevent chafing.

Chapelling: sailing; putting the ship’s head through the wind without bracing her yards, through careless steering or a sudden change of wind.

Cheeks: rigging; flat timbers or iron plates bolted either side towards the top of a mast and projected forward to form a bracket to support the heel of an upper mast.

Clear hawse: anchoring; when a ship is lying to two anchors and the cables lead away to their anchors without crossing or fouling.

Clew iron: (spectacles) rigging; fitting consisting of 3 or 4 metal rings used at the clew of a sail to take the sheets, clew lines and other ropes.

Close-hauled: sailing; when the ship is sailing close into the wind – ie. with weather tacks boarded as far forward on the weather side of the ship.

Doubling: rigging; the overlap where two masts join, ie. the top of the lower mast and the bottom of the upper mast.

Drip: slang; a complainer, usually with no just cause.

Ease away: order; slacken a rope or tackle gradually.

Every inch of it: order; to hands hauling on a rope to take up any vestige of slack.

Fid: rigging; square section of wood or iron inserted through a hole in the heel of the topmast and which rests on the trestle tree supporting the mast.

Fish: anchoring; to hoist the flukes of an anchor aft and upwards after it has been catted in preparation to stowing it.

Gooseneck: rigging; the connecting truss between yard to parrel that allows multidirectional movement.

Gunnels under: slang; overloaded with work or with drink (drunk).

Come up: order; for hands to drop the line they have been holding, fleeting it towards the hand at the pin.

Hand-over-hand: order; to hands to haul in continuous and rapid motion, by alternating one hand in front of the other along the rope.

Cross his bows: slang; to interrupt and annoy someone.

Handsomely: order; to do something carefully and gradually.

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Haul taut: order; for hands to take up the slack on a rope.

Let go and haul: order; given for the fore yards to be braced around.

Haul: order; for hands to begin heaving on a particular rope.

Let go: order; cast off a berthing line or other rope, eg. ‘Let go the brails’.

Hauling: sailing; to sail with the wind before the beam.

List: sailing; when a vessel leans over to port or starboard due to shifting cargo or ballast.

Heave and hold: order; pull vigorously and hold onto any gain.

Heaving ahead: anchoring; advancing the ship by heaving in on a cable secured to an anchor some distance ahead.

Heel: rigging; the lower end of a mast. The lower mast heel rests on a step, but that of a top mast stands on a fid.

Heel: sailing; when a vessel leans over to port or starboard due to wind pressure.

Hounds band: rigging; metal band round the upper part of a mast to which the shrouds are attached.

Hounds: rigging; projections on either side the head of an upper mast In irons: sailing; said of a vessel when her head is to the wind and she will not pay off on either tack.

In stays: sailing; situation of a vessel under sail with her head to the wind as she is going about from one tack to the other.

Lay aloft: order; for hands to climb aloft, usually to loose or furl sail.

Lay alow: order; for hands to climb back down, to lower yards or to the deck.

Lay in: order; when working on the yards, to move inwards along the footrope towards the mast.

Lay out: order; when working on the yards, to move outwards towards the yardarms.

Lee ‘fore’ brace: order; to haul on the leeward fore braces to sharpen up the sails and sail closer into the wind.

Long stay: anchoring; when the anchor is well away from the bows and the cable leads away from the hawse angling out towards the anchor.

Luffed: slang; caught or detailed for an unpleasant task.

Made mast: rigging; mast made up of two or more poles slotted together.

Mainsail haul: order; given for the main yards to be braced around.

Make fast: order; to secure a line.

Martingale: (dolphin striker) rigging; short iron spar pointing downwards from the end of the bowsprit, spreading the martingale stays and countering the upward pull by the forestays on the jib boom end.

Mast bands: rigging; metal bands round a mast fitted with lugs to take blocks.

Missing stays: sailing; said of a vessel when it is tacking and fails to complete the manoeuvre, often because of too light a wind.

Money for old rope: slang; very easy job.

Old man: slang; affectionate nickname for the master of a merchant ship irrespective of his age.

On a bowline: sailing; close-hauled and with the leeches as taut as possible.

On the right tack: slang; taking the right approach.

Paddy’s purchase: slang; derogatory term for a rope lead that increases work rather than saves it.

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Parrel: rigging; a leather-lined metal collar which slides up and down the mast. It forms part of the truss which attaches a yard to its mast.

Shackle: (shaykil) anchoring; a standard length of anchor cable – 15 fathoms (or 90 feet). A joining link indicates the end of each “shackle”.

Pay off: sailing; said of a ship’s head falls away with the wind when tacking or wearing ship.

Sharp up: sailing; when the yards are braced as far forward as they will go. The ship is then ‘sharp up’ by the wind.

Peggy: slang; nickname for a seaman detailed to clean the mess.

Sheerpoles: rigging; metal bars lashed horizontally across the shrouds just above the dead eye blocks to prevent twisting.

Pipe down: slang; keep quiet.

Raise tacks and sheets: order; given when tacking to raise the course clews, thus allowing that yard to be more easily braced around.

Rally on: order; encouragement to heave well and heartily.

Ranging cable: anchoring; laying out an anchor cable in order to examine it for weak links, rust or other defects.

Reach: sailing; to sail with the wind on the beam.

Roundly: order; to carry out an order quickly.

Sheet home: order; haul on the sheets and fully extend a sail.

Shellback: slang; old sailor who spins wellembroidered yarns of his sea experiences.

Short stay: anchoring; when the anchor is relatively close to the ship and the cable leads downwards towards it.

Shorten sail: sailing; to reduce the sail area of a vessel underway by reefing or furling, or both.

Spreaders: rigging; extensions on each side of the cross-trees to spread the t’gallant and royal backstays.

Running: sailing; to sail with the wind abaft the beam.

Stand on: sailing; to continue on course towards the land, or towards any other destination.

Sail close to the wind: slang; to take a chance, especially with authority or accepted shipboard standards.

Swallow: rigging; the slot cut out of a mast or spar to take a sheave.

Scandalise: sailing; to deliberately set a ship’s yards in disarray with sails hanging in their gear. It was a traditional way of mourning the dead.

Scope: anchoring; the length of cable run out when a ship rides to anchor.

Scotchman: rigging; piece of leather or wooden batten placed over standing rigging to prevent chafing.

Scuppered: slang; frustrated or defeated.

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Swing: anchoring; movement of a ship from side-to-side at anchor due to wind or tide.

Tail on: order; lend a hand in hauling on a line.

Take in: sailing; to lower or reduce sail.

Three sheets in the wind: slang; drunk.

Tide rode: anchoring; when a ship is swung to her anchor by the tidal current, thus with her head pointing into the tide.

Trend: anchoring; the angle (from the ship’s centre line) at which an anchor cable runs away from the ship

Walk back: order; walk back towards a pulley or tackle while holding onto its fall thus easing the load.

Trestle trees: rigging; two strong pieces of timber place fore and aft, resting on the cheeks at the head of a mast. Those on the lower mast support the cross-trees, top and topmast. Those on the topmast support the cross-trees and t’gallant mast.

Weather ‘fore’ brace: order; to haul on the weather fore braces (eg. in order to square up the yards).

Trice up: order; to haul blocks or tackle out of the way and secure them temporarily while performing a particular operation, eg.

‘Trice up the vang tackle’, (while setting the spanker).

Tricks: slang; watches on duty.

Truss: rigging; (“aka goose-neck”) the metal arm that secures the yard to the mast.

Course yard is trussed and supported by a chain sling. Lower tops’l is trussed and supported by an iron stay. Raising yards are trussed and supported by halyard tyes.

Up and down: anchoring; condition of the cable when it is vertical and the anchor is directly under the bows of the ship.

Veer: anchoring; to slacken a cable so that it may run out.

Weather anchor: anchoring; in a ship coming in to anchor, the anchor on its weather bow.

Whisker booms: rigging; iron spars which project from the cat heads in order to spread the jib boom rigging.

Whistle up a wind: slang; to indulge in vain hopes of achieving something.

Wind rode: anchoring; when a ship is swung to her anchor by the wind, thus with her head pointing into the wind.

Wrung: rigging; term used to describe a mast bent or strained out of its natural position by badly set up rigging.

Yardarms: rigging; the outer ends of a yard.

(Yard) quarters: rigging; the distance between the middle of a yard and the halfway point out towards the yardarm.

Walk away: order; haul on a rope by holding onto it and walking away with it.

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Experience logs The following experience logs contain activities in black, blue and red text.

•

Ordinary Seamen are expected to be signed off on all black text activities.

•

Efficient Deckhands, Able Seamen and Watchleaders are expected to be signed off on all black items and all blue text activities.

•

Deck trainees, Ordinary Seamen, Able Seamen or Watchleaders who are additionally signed off on all red text activities contained in the Working Aloft and Maintenance logs will be given the additional classification of Topman.

WARNING: Deck Trainees and Ordinary Seamen must not attempt any blue text activities unless supervised by OOW, Watchleader or a properly delegated hand.

NAME Number

QUALIFICATIONS General Purpose Hand (GPH) - required for Ordinary Seam an, Efficient Deckhand, Able Seam an and Watchleader.

Boat licence (or Coxwain or Master V or higher) - -required for Seaboat Coxwain.

EMERGENCY PROCEDURES Activity

Signed by Mate

Describe MOB process Describe seaboat launch Lead fire drill W/L Describe outboard engine prep Participate in sea boat launch Participate as boat coxswain Participate as boat crew Participate in fire drill Describe MOB lookout role Describe abandon ship drill Describe manual and automatic launch of life rafts

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Date

Name

SPECIAL SEA DUTIES (excluding helm) Activity

Signed by

Date

Mate For'd lookout (in harbour) Captain's runner W/L For'd lookout (at sea) MOB lookout

HELMING Activity

1st hr

2nd hr

3rd hr

4th hr

Signed by OOW

Mud pilot (lazy) Mud pilot Steer to compass course Steer full & by Steer through tack ship Steer through wear ship

PREPARING FOR SEA / SLIPPING Activity

Signed by

Date

W/L Describe forewatch pre-sea duties Describe mainwatch pre-sea duties Describe mizzen pre-sea duties Slipping - describe shore party duties Slipping - lead shore party Slipping - handle berthing lines Slipping - describe gangway procedures

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Name

ANCHOR WORK Activity

Signed by

Date

Mate Prepare windlass for heaving in the anchor Prepare windlass for walking out the anchor Operate brake Release Blake screw slip Apply Blake screw slip Rig anchor-release line for working Work the anchor-release line on warping drum

THE SHIP'S RIG Activity

Signed by W/L

Name the ship's masts & spars Name the ship's sails Name the jib boom standing rigging Name the foremast standing rigging Name the mainmast standing rigging Name the mizzen mast standing rigging

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Date

Name

KNOWING THE ROPES Activity

Signed by

Date

W/L Describe rigging conventions Name the pins Immediately put your hand to any named pin Demonstrate belaying to pins Demonstrate belaying to spider bands Demonstrate belaying to staghorn bollard Demonstrate belaying to posts Demonstrate coiling of lines Demonstrate stowing of loose lines Describe awareness of effective line-handling Describe awareness of safe line-handling

AT A LOOSE END Activity

Signed by

Date

W/L Demonstrate passing a stopper Demonstrate bowline (facing to) Demonstrate Bowline (facing away) Demonstrate round turn 2 half hitches Demonstrate round turn 2 half hitches on bight Demonstrate line stowing hitch Demonstrate Pearce purchace hitch Demonstrate sheet bend Demonstrate common whipping

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Name

WORKING ALOFT Activity

Signed by

Activities in red are additional requirements for Topmen

W/L

Date

Name working aloft rules Comfortable on course Comfortable on topsails Comfortable on t'gallants Comfortable on royals Comfortable on miz z en Climb from upper to low er tops'l and vice versa Climb from one side of each yard to the other, across gooseneck/truss

LOOSING & FURLING Activity

Signed by W/L

Demonstrate stowing a gasket (gasket hitch) Demonstrate passing a gasket Describe the process of loosing all sails Describe the process of furling all fore/aft sails Describe the process of furling all square sails Describe the issues in working lower & upper topsails

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Date

Name

SETTING SAIL Activity

Signed by

Date

W/L Describe the process of setting fore/aft sails Describe the process of setting square sails Describe the process of setting spanker Describe the process of setting gaff tops'l Describe & demonstrate the setting of fore/aft sails Describe & demonstrate the setting of square sails Describe & demonstrate the setting of the spanker Describe & demonstrate the setting of the gaff tops'l

BRACING YARDS Activity

Signed by

Date

W/L Prepare braces for working Prepare yards for bracing Lead easing hands Describe & demonstrate bracing of yards to marks Describe & demonstrate bracing of yards between marks OOW Spiral the yards as requested by OOW

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Name

SAIL EVOLUTIONS Activity

Signed by

Date

WL Describe traditional wheel orders OOW Describe steps and orders in wearing ship Describe steps and orders in tacking ship Describe steps in recovering from aback

REDUCING SAIL Activity

Signed by W/L

Describe taking in of heads'ls & stays'ls Describe brailing of spanker Describe handing of gaff tops'l Describe lowering of royal Describe lowering of t'gallant Describe lowering of upper tops'l Describe handing of lower tops'l Describe handing of course Describe and demonstrate taking in of heads'ls & stays'ls Describe and demonstrate brailing of spanker Describe and demonstrate handing of gaff tops'l Describe and demonstrate lowering of royal Describe and demonstrate lowering of t'gallant Describe and demonstrate lowering of upper tops'l Describe and demonstrate handing lower tops'l Describe and demonstrate handing course OOW Describe and demonstrate emergency rapid reduction of sail

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Date

Name

AWNING WORK Activity

Signed by

Date

W/L Describe the furling & spreading of mizzen awning Describe the furling & spreading of main awning Describe the furling & spreading of main after awning Describe the furling & spreading of for'd awning Demonstrate the awning hitch Demonstrate the Pearce purchase hitch

MAINTENANCE WORK Activity

Signed by

These items in red are required for Topmen

Bosun

Date

Blacking dow n of running rigging, above t'gallant futtock shrouds Sending dow n & bending sail, from above t'gallant futtock shrouds Work comfortably & safely in the Bosun's chair

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