It is essential that all officers of the watch should be thoroughly acquainted with Article 1152 of the King's Regulations and Admiralty Instructions.

The duties and responsibilities of an officer of the watch at sea and in harbour will be dealt with separately.

At Sea.-On taking over the watch he should obtain the following information from the officer he relieves:-

On all occasions :
1. The course of the ship by gyro and standard compass.
2. The speed of the ship. i
3. The position of the ship on the chart.
4. What water-tight doors, gunports and scuttles are open. A list of these should be kept.
5. Whether leadsmen are in the chains.
6. Whether soundings are being taken with the sounding machine, and if so, last soundings obtained.
7. Whether the anchors and cables are cleared away.
8. What awnings are spread, sloped or furled.
9. Whether the captain has left any special orders.
10. What the barometer is doing. and the general appearance of the weather.
11. Whether any orders or signals remain unexecuted.
12. What rudder the ship is carrying.

By Day
1. Whether land is in sight or likely to be sighted.
2. The employment of the hands on deck.
3. Whether there are any ships in sight, and if they are closing or opening.

By Night
1. Whether any shore lights are in sight or expected to be sighted.
2. Whether any vessels' lights are in sight, and if so, what the vessels appear to be, and to be doing.
3. Whether all lights are burning brightly.

With a Fleet:
1. The formation of the fleet.
2. The position of the guide of the fleet and officer commanding the division to which his ship belongs.
3. Whether the ship is in station or position. [NOTE. If out of station or position the watch should not be taken over until the captain has been informed and his orders received to take charge.
4. What number of revolutions has been found necessary to keep the ship in station.
5. What rudder angle the flagship is using when turning.
6. The speed of the Fleet.
7. For what speed the ship has steam.

After taking over the watch, always:
1. Personally observe that the ship is on her course, and the revolution indicator at the correct number.
2. If any land or shore lights are in sight, verify the ship's position on the chart.
3. Check the ship's course on the chart, see that it is a safe one, and laid off correctly.

If in a Fog.-Whether a fog buoy has been streamed, the position of the fog buoy of the ship ahead, and whether any extra look-outs have been placed, and if so, where.'

Reports.-At night the following reports should be made to the officer of the watch at the commencement of the watch.

Watch present by whoever musters the watch.

Reliefs present by whoever musters the reliefs.

Sea boats' crew and lowerers present, boats correct, and off the pins, by, the coxswain of the sea boat.

NOTE.-The coxswain should also know whether the boat rope is on the boat's fall or on a stretcher, though in most ships it will be on the latter; and also whether the sea boats' falls are clear for running.

Wells dry and gunports and scuttles properly closed, by the shipwright of the watch.

Guns secured, and rocket tube correct, by seaman gunner of watch.

State of bow and steaming lights, and any lights in sight, by the lookouts when they are relieved.

The following reports should be made during a night watch :-Shipwright of watch makes his report twice in each watch. Sentry on lifebuoy hails " Lifebuoy " every time the bell strikes. Lookouts on all occasions of being relieved report the state of their lights and any lights in sight, and hail " Starboard, or port lookout " every time the bell strikes.

The midshipman of the watch should report rounds frequently, and the corporal of the watch every half hour.

Oil, bow and steaming, and not under control lights should be inspected by the officer of the watch at sunset, and occasionally at odd times during the dark hours. They should also occasionally be placed for exercise.

Officer of Watch, responsibility from Collision and Grounding.-The officer of the watch's chief responsibility is the safety of the ship, not only from collision but also from grounding and from damage due to weather conditions.

With regard to safety from collision, the rule of the road should always be strictly adhered to. On sighting a vessel by day or a light by night take a bearing of it, and if the bearing remains the same, remember you will have to give way, unless it is a steamer on the port hand. In getting out of the way of any ship do not wait till the last moment before altering course, and when you do alter, make a sufficiently large alteration so as to make it quite clear to the other vessel what you have done. Avoid using too much rudder, so as to avoid the necessity of altering back, and thereby confusing the other ship. It is generally advisable to order a definite alteration of course. On any occasion of altering course to avoid a vessel in sight, sound the prescribed signal on the syren. (See Chapter VII., Vol. 1.)

With regard to safety from grounding :-Personally fix the ship's position when opportunity occurs, and do not trust only to the fixes of other officers ; also on any alteration of course, personally lay the new course off on the chart. A clerical error on a chit to the officer of the watch has been the cause of a ship going aground, which would have been avoided had the course been laid off independently by the officer of the watch.

In this respect also see that a steady course is steered, and frequently check the course by the standard. compass.

The officer of the watch is responsible for everything that takes place, and should therefore satisfy himself that everything on board is as it should be ; as he is unable at sea to leave the bridge, he should direct that rounds are gone at such times, and such places visited, as to prevent irregularities below.

With regard to safety from damage due to weather conditions :-If the sea gets up he should ascertain that everything is secured below as well as on deck, and that all the necessary gunports and scuttles are closed and tight.

Battening down is a very simple affair now that all hatches are watertight, but it should be done in time, especially on the forecastle, and not be left until a large sea has gone below on to the mess deck,

Conversely, if the sea goes down, think of the ventilation of the mess decks, etc., on which- the men's health depends, and order hatches that have had to be closed owing to previous bad weather to be opened, ventilating cowls, etc., replaced.

Although the ship may be quite comfortable and dry on one course, this may not be the case should a large alteration of course be ordered. Under such circumstances the necessary steps should be taken to close hatches, etc., before such alteration is made. In small cruisers and destroyers the upper deck should be cleared of men before altering course in bad weather.

Securing gear is an important duty, and it is not sufficient to wait until some locker or other gear has broken adrift before securing it.

Sea boats should be carefully watched as they frequently work loose, and they want griping to as soon as there is any play.

If possible do not allow a man over the ship's side when the ship is under way, but if it should be necessary, make sure that the man has a bowline on, and that it is well attended, under the supervision of a P.O. or L.S.

With regard to the routine in the day time, though the officer of the watch cannot have much to do with it in a modem ship, at the same time he should know how the hands are employed, and do all in his power to assist the executive officer. This he can do in many small ways, such as seeing that, when A.B.s are not in the chains, ordinary seamen and boys are put in for training; when any small work requires to be done during working hours, by taking the hands that can be best spared, etc., etc.

The watch should also close W.T. doors each watch at night, the doors in the engine room and stokeholds being closed at the same time; this latter should not be omitted, as if not done always as a matter of routine, it would probably be left undone when the time of necessity arose.

At night, the sea boat's crew should be exercised falling in and occasionally man their boat so as to get into the way of getting on their proper thwarts and putting on their belts smartly.

Entries in the Log.-A record of what takes place is kept in the log, the following particulars being inserted in it :
1. Lighting fires; weighing and proceeding; letting fires die out or banking fires, and raising steam in steamboats.
2. The arrivals, departures, the meeting at sea, or finding at anchor of all His Majesty's ships, and ships of roar of all nations, transports and fleet auxiliaries-Salutes and ceremonies; half masting and rehoisting colours ; dressing ship, the occasion being stated.
3. Every occurrence connected with the navigation of the ship and with discovered dangers ; the set and velocity of the currents or tides ; the result of all observations made, and angles or bearings taken to ascertain the ship's position ; besides the currents between noon and noon when at sea, those experienced on leaving and making the land, or when running along the land, are to be recorded, the numbers of hours between the observations being given.
4. Peculiarities of the weather, sea, and other atmospheric and natural phenomena, and other circumstances worthy of note. The height of the barometer and thermometer every four hours, at 0400, 0800, etc. In stormy weather the barometer is noted every hour. Occasional notation of roll. Whenever the clocks are altered, the fact is to be recorded, and a notation of the zone time being kept is to be made daily at noon.
5. In fleet sailing, the position of the leading ships and the necessary particulars as to the ship herself and the other ships if out of station, especially at night.
6. The anchoring or mooring the ship, giving depth of water, amount of cable, and position by bearings, or the securing the ship to a wharf or buoy. The draught of water, fore and aft, before sailing and on arrival in harbour.
7. Evolutions, exercises, landings or service or drill; closing of water-tight doors.
8. The employment of the crew.
9. The embarkation and disembarkation of all passengers.
10. The entry and discharge of officers and ratings, the number only of the latter being given.
11. Details and times of any accidents occurring on board or injury to important store articles or fitments ; any damage caused by or to vessels berthing alongside. The circumstances of the loss of all important stores. It will be sufficient to specify in the log only the description of the important articles, making reference to the complete list kept with the store accounts where alone the details need be shown.
12. The names of colliers, oilers and fleet auxiliaries and also the names and descriptions of lighters, etc., berthing alongside, with the times of arrival and departure and the purpose for which brought alongside.
13. The particulars of the hire of any vessel, boat, wharf or building for the service of the ship.
14. All general payments.
15. All punishments requiring warrants, the serial numbers being noted.
16. Births and deaths on board.

The details (c)-except such observations as are made by the officer of the watch himself-and (f) are usually inserted by the navigating officer, but the officer of the watch should cause the remaining information to be inserted, and it should be initialled by him before being relieved of his watch.

Man Overboard.

This important item in an officer of the watch's duty will be dealt with separately; first the general case of a man overboard in fine weather, and not with a fleet; then such alterations in procedure as are necessary in particular cases.

After taking over the watch, one of the first duties should be to look round and consider what should be done if a man fell overboard. The particular points to notice are whether it is too rough to man a boat, and if not, which boat to man, and other similar points. It is a good thing to train a ship's company that when they call out " Man overboard," they should add the words " starboard " or " port," to inform the officer of the watch which side the man has fallen.

In the present case we will imagine that the cry is " Man overboard port."

" Stop both."

" Port (left) 30�."

" Let go the lifebuoy."

" Away lifeboat's crew, man the boat " (name the side, port or starboard).

(NOTE.- Never call away a " lifeboat " at sea except for the purpose of saving life ; on all other occasions call away the " sea boat.")

When sure the man is clear of the propellers

" Full speed astern both."

If the man has fallen overboard right forward in our longest ship and the ship steaming 12 knots, this order could safely be given 45 seconds after the man falls, but it should be remembered that giving the order 10 seconds too late makes very little difference, whereas, if the order is, given too soon, the man is almost certain to be caught by the swirl of the propellers.

Next see that a signalman has gone aloft to keep an eye on the man, and that the captain has been informed.

The lifeboat is now lowered and slipped. It is not necessary to wait till the ship has stopped to do this, though if steaming any speed, it is necessary to check her speed before doing so.

In daylight have M, N, and Q flags ready for directing the boat.

(Details of lowering a sea boat are dealt with in Vol. I., Chap. VIII.)

The next order is to reeve sea boats' falls. Send down to the medical officer so that he may be ready. If necessary close nearer the boat by working the screws and make a good lee ready for hoisting the boat.

At Night.-The only difference that need be made is that searchlights should be got ready.

With a Fleet.-In addition to the other things mentioned see that the necessary signals are made, i.e., by day a church pendant above the netting and by night fire a rocket.

With regard to the engines, you should not mind the ship astern of you, as the fact of putting your wheel over takes you clear of the line, and so you can go astern, when. you wish, being governed only by the fact of the man being clear of your stern. But although the next astern is responsible that he keeps clear of you, great care must be taken to see that you let him know what you are doing. This can be done by lowering your flag and cone by day. As soon as the engine room telegraphs are put to astern sound. S's on the syren ; when you haul out of line, switch on position lights. If the columns are at manoeuvring distance there is no harm in altering towards a column; in any other case you must alter out, being careful if you are obliged to turn away from the man not to put the wheel over till he is clear of the stern.

If you happen to have a column on each side and at two cables' distance, which sometimes occurs on entering or leaving harbour, be careful then only to use sufficient rudder to take you clear of your own line without endangering the other lines.

With a strong following Wind and Sea.-In this case it would be better to go round and get to windward of the man before lowering the boat ; for instance, if the man has gone overboard port side, stop port screw and put the wheel hard a port (left). Particular care has to be taken in going round after a man not to lose sight of him.

Sea too Rough to Lower a Boat.-The man's only chance in this case is for you to get to windward of him with the wind on the beam and endeavour to drift down on to the man. Before getting to your position veer a grass hawser astern, so that if you get ahead of the man he may still be able to get hold of the hawser.

Man Overboard in the Ship ahead of you.-Look out carefully for the man, and keep clear of him.

Put the wheel hard over the opposite way to the ship ahead of you, and go full speed astern both at once, of course, making the necessary signals.

Call away your lifeboat's crew, and lower the boat as near to the man as possible.

See that the sentry drops the lifebuoy as near to the man as possible without dropping it on his head. A lifebuoy may also, with advantage, be thrown from the bridge.

Precautions on approaching Land.

Place leadsmen in the chains, and remember that once they are in they must not be taken out without asking the Captain.

Clear away anchors and cables.

If it is necessary to locate a bank, or any sudden alteration of depth indicating proximity of the land, the sounding machine should be started; any material change being reported as necessary to the captain and navigating officer.

In fine weather, at night, the glare of a light can often be seen several miles outside its limit, as given in the light list, therefore send a Signalman aloft some time before you expect to see it.

Precautions to be taken if a Fog comes on.

If not with a Fleet, inform the captain at once, but do not hesitate to reduce speed immediately if you think it advisable.

Close water-tight doors.

Start the prescribed signals on the syren.

Place extra lookouts-one at each end of the bridge, one aloft, and one low down right forward should be sufficient. Have a searchlight ready for use on any bearing. Remember that you can frequently see under or over a fog.

The direction from which sound comes in a fog is extremely deceptive ; it is, therefore, wise to take a second opinion as to the locality of any fog-signal you may hear.

When in doubt stop, and then navigate with caution.

Do not put too much reliance on hearing the fog-signal of a lighthouse or lightship.

If in the vicinity of a submarine bell this should be listened for on the microphone apparatus, the midshipman of the watch or some responsible-person being detailed to do this in the absence of the navigating officer.

If with a Fleet.-In addition to the precautions when not in company-

Stream a fog-buoy and have a second one ready. The buoy should be veered sufficiently far astern that the next astern can keep it in sight when in close order.

Burn a searchlight on the next astern or if at night a yard-arm group. Show a second set of speed flags aft but in sight of the bridge. In a large ship station an officer or reliable petty officer forward and aft with megaphones. Station a signalman aft with a foghorn for signalling his number to the next ship.

Watch your next ahead carefully, or his fog-buoy; close on him till in close order, and observe carefully for any alteration of course.

Do not reduce speed without signal, and remember that if you are in any but a leading division it is probable that you will have to increase at first ; so be ready, and do not drop astern.

Reports to the Captain.

What reports are made to the captain at sea depend largely on the captain's orders, and the following is only given as a rough guide:-

0800, noon, sunset and 2000. Any land, lighthouse, or light-vessel sighted. Fog coming on, or any material change of weather. Sighting any man-of-war, wreckage, etc.

If the course is altered for any reason, and also when the course is resumed.

Generally speaking, if anything of importance or interest occurs.

With the Fleet.-All evolutionary and alter-course signals.

Any movement of Commander-in-Chief or leader of your column.

If the next ahead is much out of station, and the action you are taking.

Lowering and Hoisting a Sea Boat.

See the boat's crew seated on their proper thwarts, belts on, oars clear, and no one before the foremost or abaft the after fall.

The orders then are :

" Slip the gripes."

" Start the falls."

" Lower away."

" Out pins."

" Slip."

It should not be necessary to hold on to the falls whilst taking the pins out, but if one jams, be careful the boat does not touch the water till the pins are out.

When to give the order slip depends on the state of the sea and other circumstances, but do not give the boat a bigger drop than necessary, and give the order " Slip " over the hollow of the waves. The boat should then drop with the bows on the crest of the next wave.

Before the boat comes back, have the falls rove, well manned and well overhauled ; this last is most necessary, and often forgotten. The falls should never be hauled taut until the actual hoisting of the boat tautens them. The boat rope should, if not secured to the foremost lower block, be under run and got ready for passing into the boat. If it is secured to the foremost fall a second boat rope should be provided ready to haul the boat ahead ; a boat rope should also be ready to pass into the boat from aft.

As soon as the boat rope is secured, falls hooked on, pins in, and the crew between the falls, double the boat right up. As soon as the boat is up, secure her for sea.

NOTE.-If there is any sea the falls should not be " married " until the boat is clear of the water.

Hints for Station Keeping when forming Part of a Fleet or Squadron.

In keeping station ; as regards your own ship your first duty is her safety.

Always remember the ship astern.

Avoid causing constant alterations in the number of revolutions of the engines (either of your own ship or the ships astern).

This can be largely done by care and attention on the part of the officer of the watch.

Thus, if officer of the watch in the flagship or in the guide of the fleet, it can be done by frequently checking the revolutions to ensure that the revolutions ordered are being uniformly maintained; if in any other ship, particularly the ships nearest the " guide," on any alteration of speed being ordered, by increasing or decreasing with the " guide." This materially helps the ships astern.

If speed has been increased for a turn don't forget to reduce again when steadied.

(NOTE.-Remember the engine room, give timely warning if possible of large variations of speed.)

If taking up station, or regaining station, reduce to the normal number of revolutions in sufficient time so that the extra way will just take the ship into station without having to reduce below the normal.

Never pass through a line or. between columns without orders to do so from the captain.

When in station (in close order) a variation of J or a knot should be sufficient to maintain station.

To assist the rear ships of the line, it is imperative to avoid getting outside distance from the next ahead.

If the ship ahead is outside distance, keep inside the distance ordered, so far as safety admits. If she drops completely out of her station for a considerable time close up and occupy it, allowing her to resume it when she is able to do so.

In ordinary weather close station is quite safe when in line ahead, as a turn of the wheel can always keep a ship clear of the next ahead, it is usually best to sheer out on the weather quarter, but if the ship is carrying any rudder, ease the wheel and let the ship turn in the direction that she is inclined to go.

With a following sea beware of running up unexpectedly on the ship ahead.

When using cones and flags, if a large decrease of speed has to be made, in order to warn the next astern, always lower the cone and show the change of revolutions by the flag before moving the telegraph; vice versa if increasing speed considerably.

Use the station keeper or sextant as a check for keeping station, but it is most important to train the eye to notice if a ship is closing or opening. The eye can be assisted by noticing, when in correct station, the positions of some particular objects on the ship ahead relative to each other and keeping them in that position. An instrument need then only be used as a check. A range finder distance of the leader of your column will be found invaluable in this connection.

A most important duty is to pay great attention to good steering, for if a steady course is not maintained by the leading ship of the line, the whole line is thrown out.

A glance astern gives a clear indication either by the wake or the position of ships astern whether an accurate course is being made.

At sunset it is advisable to check the truck angle with the angle between the lights, the latter angle being so small as compared with the former that a small sextant error may make a considerable difference.

When cruising without lights it is essential to keep clear of all vessels showing navigation lights.

Train your mind to act correctly in emergencies, and avoid having to change it, particularly when meeting ships at sea. Many collisions are due to this cause.

Be ready to haul out of line to avoid a collision.

In line ahead endeavour to turn so that your stem is just inside the wake of the next ahead. If the wake catches the bow, it prevents the ship turning, and more rudder must be given and revolutions therefore increased.

Remember if you turn outside, speed must be increased, and vice versa.

Much practice is required to turn exactly, but it is preferable to be a little inside.

If ordered to turn together when on the beam or on a bearing, watch the bearing of the guide and work the wheel to turn with her, arriving on the new course together.

In a fog, keep the fog buoy of the ship ahead close aboard, and take extra care in avoiding large alterations of revolutions. This also applies when cruising without lights.

In a fog the quartermaster should always steer a course as generally he will not be able to see the fog buoy.

You will always turn quicker to windward, and slower to leeward. The reason being the ship pivots near the fore bridge, therefore, abaft the pivot is the larger area of the ship, and funnels, for the wind to act on.

For the same reason when the ship has stern way she will pivot aft, the rudder therefore is of little use, and nearly all ships will turn bow away from the wind. It is useful to remember this when picking up targets, or should the steering go wrong when with the fleet.

Keeping Station on a Bearing.

Avoid, if possible, altering course and revolutions together, as it will only confuse you ; if you are ahead or astern of bearing when the distance is correct you -will be incorrect when the bearing is right.

It should never be necessary to alter course more than a degree or two.

Correct the bearing by revolutions, and distance by altering course.

Make yourself acquainted with the Battenberg and mooring board ; a knowledge of these will show you the quickest way to regain station.

IN HARBOUR

In harbour, as at sea, the most important duty is the safety of the ship.

Obtain the following information on taking over a watch:
1. Whether secured to a buoy, at single anchor, of moored and, in each _ case, the amount of cable out.
2. Whether another anchor is ready for letting go.
3. Anchor bearings, especially the bearing of an object on the beam.
4. What boats are lowered.
5. What boats are away, and their orders; also if they are under sail.
6. The employment of the hands, and what routine is being carried out.
7. What awnings, wind-sails, and wash-clothes, if any, are up.
8. Whether the captain is on board ; if not, who the commanding officer is, and who is carrying out the executive officer's duty.
9. Any special orders respecting boats or other matters.
10. The appearance of the weather and what the barometer is doing.

The safety of the ship being the officer of the watch's most important duty, he should immediately satisfy himself that the ship has enough cable, that she is not dragging, and that she has a clear billet, i.e., swinging room. If it is blowing hard, or in a strong tideway, he should watch the bearing of an object on the beam.

If it is necessary to veer more cable to avoid dragging it should be veered slowly, gradually and evenly, never allowing the weight of the ship to get off the cable. To veer even a moderate amount jerkily is liable to cause dragging instead of preventing it. This is especially the case if the ship's head is allowed to pay off from the wind. One of the greatest factors against dragging is the hold the anchor has made on the ground. A jerk may loosen this hold.

The other duties are :

Boats.-See that all boats are manned smartly, that the boat is pulled to the gangway and not dropped astern, the crew properly dressed, i.e., in uniform, and oil-skins all off, or all on, etc. ; that the midshipman or coxswain of the boat knows his orders.

Never overcrowd a boat, and remember that the officer of the watch is entirely responsible for this. Orders may be given that the whaler is to land liberty men, but that order will not exonerate the officer of the watch if he sends her away overloaded and she is swamped.

Always make boats sail if it is to the advantage of the Service that they should do so. If it is blowing, see that they take in sufficient reefs and are properly ballasted, and do not leave it entirely to the midshipman of the boat, who may be inexperienced; this in no way prevents the midshipman using his own discretion. when away from the ship, if the wind increases or drops considerably.

Keep an eye on boats away from the ship, see that they pull properly, that the fenders are in ; if under sail, that the sails are set properly, that the boat is not carrying too much sail, and that the poppets are shipped.

Do not let shore boats crowd around the gangways. If permission has been given for their use be particularly careful that they are not overcrowded.

If there is s any sea, keep a boat rope ready at the gangway to pass into boats coming alongside. In the same way, if in any sea you want to hoist a boat, have a boat rope passed in to her, led through a block on the lower boom; the boat will then remain under the falls for hooking on, instead of getting under the chutes, etc., and smashing her gunwale in.

Never be in doubt whether a boat should be hoisted or not ; get rid of the doubt by hoisting her. The proper place for a boat is at the davits; being lowered is only a matter of convenience. It is easier to lower a boat if weather moderates than to hoist her if weather gets worse.

Do not let any boats that are waiting, lie alongside. If the weather is too bad for them to lay off, they should make fast astern or to the lower boom.

In a strong tideway do not let boats, especially Steamboats, get ahead of the gangway. If they get their bows alongside the gangway it should be quite sufficient. A grass line, with a breaker attached, should always be ready to veer astern to a boat in case of necessity.

Boat keepers should always be in their boats unless called in by the officer of the watch in bad weather, in which case they should remain on the upper deck in sight of their boats. See that boat keepers salute officers passing.

Find out in plenty of time if the steamboat wants coal, oil or water in the dog watches, and if she does, send down and warn them in the engineer's office, otherwise there will be delay, and the boat kept alongside unnecessarily long.

In mooring a boat at night, in a tideway, or if there is the slightest chance of any wind or sea getting up, always use two boat ropes, one led through the block on the lower boom as usual, and the other led straight from the forecastle to the boat. This second boat rope will also enable a boat to be dropped alongside without the crew, should it come on to blow.

A boat's crew (called the night boat's crew) should always be kept handy at night.

Avoid, as far as possible, having boats away in meal hours but, when unavoidable, see that those meals are kept hot.

Work on Deck.-See the routine ordered by the executive officer is carried out correctly, and up to time by all concerned.

See all men on deck are properly dressed, trousers turned down, jumpers on, etc. If it is necessary to send men aloft, inform the W/T office and make certain the necessary precautions are taken first. No marline spikes, etc., are allowed to be used aloft without being properly secured by lanyards.

See that all men working over the side, when the ship is lying in a tideway or in dry dock, have a bowline on.

See the awnings properly spread, wind-sails trimmed, clotheslines hauled taut. If the weather shows signs of changing to rain take the clothes and wind-sails down in good time, and do not wait till they are all wet again. If necessary to slope awnings, do it in time, so as not to get the watch wet through unnecessarily.

When hoisting boats, see that they are doubled up and before commencing to hoist a boat see that there are sufficient hands on the falls to enable this to be done, and that the falls are properly led and clear ; also see that they are hoisted immediately the hands who are to hoist them are present.

See the quarter-deck cleared up, no ropes hanging down, and, in fact, everything on deck shipshape.

Have the guard up for any man-of-war passing (unless there are station orders against it), or flag officer passing in a boat, with his flag flying, between the hours laid down in the station orders. At the same time be careful that all men on the upper deck stand to attention properly when the attention bugle sounds. Be well acquainted with the station orders on the subject of guards.

In the case of a tug, lighter, etc., coming alongside, see that fenders are got over in time, and that hands are stationed in readiness for securing the hawsers.

Receiving Officers.-The officer of the watch should receive all foreign officers, Army and Air Force officers, also all officers of equal, or senior, rank belonging to the Royal Navy. This is in accordance with the traditions of the Service, and should be adhered to as strictly as is possible without it interfering with any other more important duties.

Flag officers with their flag flying are received with an officer's guard and band; captains with their pendant flying and . commanders at courts martial are received with a sergeant's guard.

Note that generals, governors, etc., are also received with guard and band.

Piping the Side.-Between the hours of sunrise and sunset the side is piped to the following officers coming on board or leaving a ship in uniform:-

(a) The King when in uniform.

(b) Members of the Royal Family when in naval uniform of the rank of captain and above.

(c) All flag officers.

(d) Commodores, if authorised to wear a broad pennant. (A commodore chief of the staff is not piped.)

(e) Other executive commissioned officers holding an appointment in command of a ship or sea-going tender.

(f) Members of a court-martial attending or leaving a court, and the officer of the guard, when flying a pendant.

The side is piped at all hours for all foreign executive naval officers coming on board or leaving a ship.

On arrival the first pipe should be given as the bow. oar is tossed in, or in a steamboat when the boathooks are got up, and the second pipe on coming over the side ; the reverse on leaving the ship.

The side boy should never wait at the bottom of a ladder but should go down when the bow oar is tossed in.

In the event of the captain being out of the ship when a boat conveying an admiral or captain arrives alongside, the officer of the watch should, himself, go to the bottom of the ladder and so inform the visiting officer. This is an old custom and a courtesy which should always be paid on such occasions.

Liberty Men.-Chief petty officers and petty officers should report themselves to the officer of the watch on going on and returning from leave.

Ratings below petty officer should fall in and be inspected by the officer of the watch on going on and returning from leave.

In inspecting liberty men care should, be taken that all men are properly dressed in uniform.

On the return of liberty men steps should be taken to prevent smuggling, as laid down in the King's Regulations and Admiralty Instructions.

Defaulters.-All men that commit themselves should be brought before the officer of the watch by one of the regulating branch or the corporal of the watch.

In the case of a petty officer the M.A.A. should be in attendance.

Complaints.-In the event of a man falling in with a complaint, hear all he has to say and go into the case carefully. If the complaint is about the victuals or cooking, send and inform the paymaster so that he can either attend himself at the investigation or send one of his staff ; the petty officer of the day should also be present on these occasions.

Duties at Night.

If fine, there is little to be done ; see that rounds are gone once in half an hour in accordance with the regulations ; occasionally walk round the upper deck and -boat deck and see that everything is correct. Look out for signals, etc., and occasionally read the barometer.

Keep a careful eye on any boats that are down.

If it comes on to blow during the night watch there is plenty to do. Call the captain and executive officer at once. The following things have to be borne in mind, and whether you do any or all of them either on your own responsibility or by orders from the captain or executive officer depends entirely upon the circumstances of each case.

Under ordinary circumstances anchors will not be let go or cable veered as quickly at night as by day. An anchor watch should therefore be set, that is to say sufficient hands should be kept out of their hammocks and stationed near the anchors and cables to carry out quickly any necessary anchor work. Chain lockers should be cleared away and everything seen clear for veering cable, and letting go another anchor, particular attention being given to any hammocks near the cable. Get steam on the Capstan engine.

Switch on the light in the compass and watch carefully the bearing of an object on the beam.

Put a lead and line over the side.

Hoist any small boats, and if necessary boom boats also.

Put on double boat ropes to all boats moored if not already on.

Hoist accommodation ladder clear of the water.

Slope or if necessary furl awnings.

Watch the barometer carefully.

Lower deck scuttles may require closing.

Let. go another anchor or veer cable.

Raise steam by order of the captain only.

When steam is raised keep watch on the bridge.

If it comes on to blow by day, the same items require to be attended to, though some things which are necessary at night can be omitted by day, such as setting an anchor watch.

Signals.-The officer of the watch by Admiralty Instructions is generally responsible for all signalling in connection with his ship, and no signal except from the captain or executive officer should be made without his sanction in harbour.

The officer of the watch should inspect all signal books at the end of each watch and initial the signal log that they are correct.

Bathing.-Never allow any body of men to bathe unless attended by a boat. The boat should always have a lifebuoy in her.

Never allow men to get to leeward in a tideway or strong wind, or too far from the ship.

Never allow any individual officer or man to bathe without arranging for prompt attendance of a boat in case of accident.

General Remarks.- Read and know your station orders, as many points arise as to when guards should be paraded, etc. Allow no one to lounge about on the quarterdeck. Keep men from looking out of ports and scuttles when other ships are passing.

See that boats going to the flagship take any letters there may be for her, and remember that you are responsible that service letters arriving on board are safely delivered to the captain.

Reports to the Captain.- What reports are made to the captain in harbour depend largely on the captain's orders and the following are only meant as a guide:-

Colours hoisted (0800 or 0900) noon, sunset.

If senior officer, five minutes to these hours to be reported instead.

Any marked change in the weather, or if it comes on to blow.

The arrival or getting under way of any man-of-war.

Any flag officer under way in a boat with his flag flying.

Any captain coming on board.

Any other matter of interest or importance.

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