Compiled by Peter Monks

Example: Packet ships.  Sturdy construction, making trips across the Atlantic to schedule, from the 1820's onwards.  Crewed by three officers, a Captain, 1st and 2nd Mate.  Ships company consisted of a carpenter, a cook, a boatswain (who had charge of general maintenance) a few ship’s boys for general odd jobs, able seamen and ordinary seamen, total about two to three dozen.  Advancement was possible, through all positions, depending on ability.

Now this is a generalization, the smaller the vessel, the easier the promotion and duties, maybe no exams required. The crew, of most ships, were expected to 'make good' anything that carries away while at sea. New sails were cut and hand stitched, old ones repaired. The blacksmith, if carried, made any steel/iron fittings as needed. Rigging set up and replaced as required.

The carpenter made and repaired the ships boats, plus anything as it arose.  Fabricating jury masts, or rudders, or yards, plugging leaks, making good furniture as needed.

Medical knowledge was basic and crude, bones broken were set as best as possible. One tough Captain's injury consisted of a severe scalp wound that laid the flesh open from front to back and his knee cap being knocked out of place. He instructed the bosun to knock the knee cap back into place with a belaying pin (something like a baton) and 'pull the edges of the scalp skin together and sew it with sailmakers needle and twine', shortly afterwards he was directing the saving of his ship.

Many ships carried a small ‘medicine’ chest with say 10 small bottles of various chemicals or herbs, with  general descriptions of their use and symptoms for prescription.  Should the Captain run out of, say, #7, he might give a dose from #5 + #2, anything that made up #7–‘Kill or Cure’.  The diseases most common being cholera, smallpox and typhus.

Captain, Master or ‘Old Man’, was responsible for crew, cargo, insurance, negotiation of contracts while abroad, provisioning the ship, the owners/shareholders eyes and ears with strict instructions to make safe, speedy and profitable trips. Any hazards to the vessel, the master was held accountable. (The mates to a lesser degree, depending on their actions or re-actions during the crisis.)  The majority of Captains were good seamen, most of whom had advanced through the ranks by proof of their ability and skills.  Pushing a ship hard, and keeping to a schedule, regardless of the weather, was his responsibility.  Equally was the negative effect if he sustained much damage due to storms.

The 1st mate was second in command, he directed one of the watches, was the eyes and ears of the captain. His abilities towards seamanship and navigation were second only to those of the master. He was also required to pass examinations for the qualification as Captain, which he would be assigned to depending on his abilities and skills demonstrated, as vacancies became available.  His primary responsibility was cargo, he supervised its stowage at the point of embarkation and its custody during the voyage.  One out of three became a Captain.

 2nd Mate, he learnt his duties basically under the direction of the 1st mate, how to control the crew, the watches being divided between the first and second mate. In general, he had to pass examinations to get his chance at a 1st mates job.  He had few privileges, he had to go aloft with the men, in fact all the sails, masts and rigging where his responsibility.  He got to be called “mister”, he lived aft with the Captain and 1st mate, but was the ‘junior’.

A merchant seaman is a man of independence of mind and character.  Discipline was generally ‘free and easy’ not the ‘spit-and-polish’ of the big liners.  Often he wore what he liked on the ship, and ashore.  Whether his shoes were black or yellow, his faced shaved or unshaved, his trousers dungarees or serge, his shirt ragged or starched, was generally his affair.  I would say that this does NOT apply to liners and cruise ships of today!

Merchant Navy statistics around June 1942, 120,000 men.  Comprising of: 4,550 Masters, 12,950 deck officers, 19,800 engineers, 35,400 deck ratings, 29,900 engine-room ratings, 17,400 stewards.

An ordinary seaman did the tedious work of hauling ropes and running aloft to furl and reef sails, he also took his trick at the wheel.  An able seaman was the master of many arts.  He had to know the working of every sail and rope, and the yards, he also helped the carpenter in an emergency.  He also was required to go aloft but know ‘how and why’ they were there.

O.S.   Ordinary Seaman.  Three years as O.S. is the qualifying time for A.B.’s rating.
A.B.   Able-bodied, or fully qualified seaman.
Greaser  An oiler in the engine room of steam ships, or any machinery.
Trimmer
Donkeymen  The man who operated the boiler which supplied steam to the windlass etc.
Stokers  Once people who fired/stoked the boilers on steam ships.
Carpenters  Responsible for all wood fabricated repairs or boat building and repair.
Quartermasters Petty officer whose principal duties are to steer and look after the chart room.

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Last updated 20.04.02ef