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Duties of Bosun (Boatswain) on a Ship The use of the Boatswains Call in English ships can be traced back with certainty to the days of the Crusades, AD In former days it was worn in English ships as an honoured badge of rank, probably because it had always been used for passing myboat044 boatplans Size: KB. Watchkeeping or watchstanding is the assignment of sailors to specific roles on a ship to operate it continuously. These assignments, also known as at sea watches are constantly active as they are considered essential to the safe operation of the vessel, and also allow the ship to respond to emergencies and other situations quickly. These watches are divided into work periods to ensure that. Feb 01, �� Mary McMahon Date: February 01, The bosun on a sailing ship was responsible for overseeing the vessel's rigging, cables, anchors, and sails.. A bosun is an officer on a ship who is responsible for the rigging, anchors, cables, sails, and other items that are used to keep a ship .
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Watchkeeping or watchstanding is the assignment of sailors to specific roles on a ship to operate it continuously. These assignments, also known as at sea watches are constantly active as they are considered essential to the safe operation of the vessel, and also allow the ship to respond to emergencies and other situations quickly. These Ships Boatswain Youtuber watches are divided into work periods to ensure that the roles are always occupied at all times, while those members of the crew who are assigned to a work during a watch are known as watch keepers.

On a typical seafaring vessel, be it naval or merchant, personnel "keep watch" in various locations and duties across the ship, such as the bridge and engine room. Typical bridge watchkeepers include a lookout and a deck officer who is responsible for the safe navigation of the ship; whereas in the engine room, an engine officer ensures that running machinery continues to operate within tolerances. A wide variety of types of watches have developed due to the different needs aboard merchant and naval vessels.

This table gives some examples:. A watch system, watch schedule, or watch bill is a method of assigning regular periods of watchkeeping duty aboard ships and some other areas of employment. A watch system allows the ship's crew to operate the ship 24 hours a day while also allowing individual personnel adequate time for rest and other duties.

Watch durations vary between vessels due to a number of reasons and restrictions; some watch systems aim to ensure that each team takes turns to work late at night, while other systems ensure the same team consistently works at the same hours every day. Many watch systems incorporate the concept of a dog watch , whereby one watch is split into two shorter watches so that there is an odd number each day.

The traditional watch system arose from sailing ships of the late 19th century and was used by the Royal Navy and many other Commonwealth navies. It consisted of 5 four-hour periods and 2 two-hour periods. Those members of the crew whose work must be done at all times of the day were assigned to one of two divisions: the Starboard or the Port division. These can be further divided into two parts, e. First Port, Second Starboard. The Royal Navy traditional submarine three watch system is 2 on 4 off during the day 8 a.

The same arrangement of watch times can Modern Wooden Sail Ships Journal also be used with a crew divided into three sections. This gives each sailor more time off-duty, sometimes allowing sleeping periods of over seven hours. Names for the three watches�instead of Port and Starboard�vary from ship to ship. The so-called "five-and-dime" arrangement splits the day into five-hour watches, with the exception of a four-hour watch from to The "Six-Hour-Shift" splits the day in four 6-hour watches, permitting a three section crew to maximize rest time in a 3-day working cycle.

Also, this watch system takes into better account the meal times of a 4 meal-a-day system , so that the ingoing team will be fed first, then keep watch, while the outgoing team will be relieved of watch, and then proceed to the messdeck.

Aboard United States submarines , the crew is typically divided into three sections, with each section keeping 8 hours of watch followed by 16 hours off-watch. This schedule has been a fairly recent change to submariner work and rest routines. Because of its high pitch, it could be heard over the activities of the crew and bad weather.

It is sometimes accompanied by other auditive features such as ruffles and flourishes , voice commands and announcements, or even a gun salute. From Wikipedia, the free encyclopedia. US Navy. International Yachting Fellowship of Rotarians.

Retrieved Whistles and whistling. Each man might be provided one or two blankets at best and was expected to bring his own "donkey's breakfast" � a sack cloth bag containing straw which was to serve as a mattress. Based on their own experience, abilities and hard work, any Able Seaman was eligible to progress from the most junior rating to firstly take the examination for a Second Mate certificate, then after sufficient sea-time, a First Mate and finally Master Mariner and it was not unusual for a former Deck Boy to become a master.

In order to obtain a Second Mate's certificate known as a "ticket" , a seaman would have had to have gained several years sea time experience either as an Apprentice a Cadet or as an Able Seaman, no matter what his background or educational qualifications, either route involved living and working with seamen.

There was very little class consciousness at sea, particularly aboard general cargo "tramp" steamers although the degree of regimentation necessary for maintenance of discipline amongst large crews and the adoption of naval-like uniforms aboard ocean liners did sometimes attract officers and others who were more comfortable in that environment.

Frequently certificated officers, both deck and engineering, built careers within specific shipping companies and only sailed aboard ships owned by that company. They were often able to progress on the basis of being requested by a master who had just gained his own command.

Sometimes senior ratings such as Carpenters, Boatswains, Quarter Masters, Donkeymen and particularly Chief Stewards also preferred this career path and like their officers could even remain aboard a favoured ship for a decade or more. When a seaman paid off at the end of their engagement they would receive in addition to their pay, a detailed payslip showing hours worked at basic and overtime rates and monies paid in subs during the voyage or while in port.

There was a Discharge Slip which specified the name of the ship on which they had served, the rating in which they sailed e-g-. It also gave indication of their ability at work and their conduct during that period. If the seaman held a Discharge Book a Continuous Certificate of Discharge which was effectively an ongoing record of their career at sea, the same details would be entered into that book.

A seaman taking his final discharge from the Merchant Navy at the end of the war was not released until approval could be gained unless it was a discharge due to him being unfit to sail any longer. A large number of seamen continued to sail as it was their usual occupation. The majority of seamen manning ships of the British Merchant Navy were British. A review of a typical crew sailing aboard a typical British coal burning general cargo steamer in May revealed:- The deck officers came from northern Scotland, South Wales, Portsmouth and Liverpool.

The engineer officers were from Jarrow, Hull, Liverpool and the Netherlands. The engineroom crew were mainly South Shields resident Somali Arabs. The chief steward was from Cardiff; the cook and two galley boys were from Liverpool. The oldest member of the crew was the year-old cook and the youngest was the year-old galley boy.

Records show that men from all British Commonwealth countries and most Scandinavian, Baltic and European countries served aboard British registered vessels and until the December attack on Pearl Harbor there were Japanese seamen amongst crews, several of whom were killed in U-boat attacks serving beside British colleagues, [58] and others such as Kenji Takaki were captured and interned with British seamen at Marlag-Milag.

Merchant ships were quickly fitted with defensive armament and their crews trained to use the World War I surplus pounder, Hotchkiss or Lewis machine guns and even. Gunnery courses were held regularly in the major ports such as Liverpool, Bristol and Newcastle, with Naval and Royal Marine instructors and certificates awarded to those seamen who completed them and so were able to return fire if attacked.

Merchant seamen were dying within nine hours of the outbreak of war on 3 September when U torpedoed the passenger carrying ocean liner SS Athenia and then surfaced to attack the sinking ship with gunfire, destroying her radio room, she sank with the loss of lives including women and children, some being US Citizens.

Amongst the dead were 19 of her crew, including 5 females, stewardesses and a year-old Bell Boy, [60] and a year-old Watchman. The author John Slader survived three sinkings and was not unusual amongst seamen.

Once torpedoed, merchant ships behaved very differently, a tanker carrying high octane aviation fuel might explode into flame, spreading a film of burning fuel across the sea all around the ship as it sank, [64] a ship loaded with timber might.

Sometimes there might be time to launch the ship's boats, but other times seamen could be struggling to survive in the water trying to hang onto any floating debris. It is difficult to estimate the total number of merchant seamen who lost their lives during World War II because the government of the time did not grant them the automatic right of commemoration by the Commonwealth War Graves Commission.

Unlike the Armed Services in which every wartime death by whatever means was recorded and commemorated, the seamen of the Merchant Navy could only be remembered if their death could be proven to be attributable to enemy action. In March Sir William Elderton statistical advisor to the Ministry of War Transport , reported 34, deaths aboard British registered vessels or ashore abroad. He divided this total into 27, who died by enemy action and 6, who died by other causes including those aboard ships which disappeared or died as the result of ships being sunk by friendly sea mines or being lost overboard in storms.

He advised adjustments to his war deaths figure to 28,, but did not account for an estimated 4, men missing aboard small vessels in the Far East. Up to the end of , the Ministry of Pensions knew of 1, merchant seamen who had died ashore "at home" from wounds, the effects of exposure while awaiting rescue in open boats and so on. In reply to a question in the House of Commons the then Prime Minister, Clement Attlee , cited 30, deaths by enemy action and it was acknowledged that 5, seamen were still listed as missing, this was to update a previously quoted total of 30, killed and 4, missing.

At least South Africans and 72 possibly up to New Zealanders died, [70] probably being counted within the British Merchant Navy total in the same way that the Chinese dead are. Potentially there are up to 6, more Merchant Seamen who died but are not commemorated.

Following the sinking of a ship, merchant seamen hoped to get out of the water into lifeboats or onto life rafts the construction of which was similar to several wooden pallets joined together and to await rescue; they lived from any supply of biscuits and fresh water which had been prepared. Large numbers of wounded or exhausted survivors did not manage this and died in the sea which could be covered in thick oil, which was sometimes burning.

Survivors of ships sunk in Arctic waters did not fare as well as those in the North Atlantic. Lifeboats were often up-turned in heavy seas and had to be righted before survivors could get inside them. Some had a sail, others would merely drift with the ocean currents. Some survivors were rescued within hours, some were adrift for many weeks and some boats or rafts packed with survivors were never seen again. Some convoys were accompanied by "Rescue Ships" which literally steamed with the convoy to stop and rescue surviving merchant seamen from the water.

Britannia which sailed 1, miles to make land. During 23 days adrift 44 of the survivors died from wounds and exposure to the weather. Benlomond was rescued after days adrift, the record however was days, by two torpedoed Indian seamen, Mohamed Aftab and Thakur Miah of the SS.

Fort Longueuil. The submariners would right up-turned life boats, provide food and drink and often give the best course to steer to land. Assistance to survivors reduced dramatically after the bombing attack by a USN B maritime patrol aircraft on U under Werner Hartenstein which had broadcast on open radio frequencies for assistance and was flying Red Cross flags after rescuing survivors of the liner Laconia and towing a chain of lifeboats towards land aided by U and U See the Laconia Incident.

Very few merchant seamen were taken prisoner aboard German or Italian submarines due to the limited space available. Occasionally the ship's master or an officer might be taken aboard and would be sent to a prisoner of war camp when the U-boat returned to its base on the coast of occupied France or Norway. Several captured merchant seamen were killed as prisoners of war aboard U-boats, when they were sunk by Allied anti-submarine escorts. Yorkwood , [84] and Captain D.

MacCallum of the SS. St Usk , [86] was lost aboard U when she was sunk. Most of the merchant seamen taken prisoner were seized by German "Raiders"- heavily armed merchant ships disguised as neutral or friendly vessels which would capture Allied merchant vessels and seize their cargo for the Axis powers.

Vessels might be converted to prison ships to accommodate the merchant seamen captured aboard the seized vessels or they might be sailed by a German prize crew to a home port. They were held prisoner aboard the SS. Portland to be transported back to Germany.

Led by Able Seaman Alfred Fry, a merchant seaman, an attempt was made to set the ship on fire and take her over. It was defeated in a gun battle and the Germans retained control. The merchant seamen involved were charged with "Mutiny" by German authorities, many received long prison sentences and Fry was sentenced to death, although badly beaten and with his health broken, he did survive.

Others broke out from their prison camps, on journeys to or from hospitals, or from railways while being transported between camps. In the Far East, any merchant seamen held by the Japanese in prison camps fared as poorly as the other prisoners of war, particularly those held at Penang , Java or in the Japanese homeland where deaths due to disease or starvation were not unusual.

Crews of several other ships, including Tweed, Samso, Delftshaven , Despite wartime propaganda which fostered the concept of German U-boats surfacing to machine gun helpless survivors, building a myth, this was not correct. On the occasion of the sinking of the Greek SS Peleus 13 March by U in what became known as the Peleus 'incident', three or four members of the U-boat crew did follow the order of the submarine commander Heinz-Wilhelm Eck to machine gun wreckage and survivors in the water.

A trial took place post-war � the commander and his officers were shot. This is the only proven instance. However the U-boat was sunk in action shortly afterwards and as such nothing could be proven. A substantial number of documented cases of U-boat men aiding survivors are however proven and are clearly reported in Admiralty files Adm series at the National Archives, London.

In the Far East it was not at all unusual for merchant seamen who survived ships which had been sunk by submarines of the Imperial Japanese Navy to be machine-gunned in the water, some Japanese submarines such as I made a practice of this.

See SS British Chivalry for the fate of the crew although even after a determined effort to kill survivors 38 seamen managed to stay alive for 37 more days in open boats until they were rescued. Sutlej and SS Ascot".

On other occasions in the Far East, survivors were brought aboard the Japanese submarine or warship to be shot or beheaded by sword. Following the sinking of the British merchant ship Behar in March , prisoners were taken by the Japanese Navy who beheaded 69 of them in what became known as the Behar massacre.

Several trials were held post-war and any of the Japanese Naval officers who had survived were tried for their crimes. At other times seamen might receive one of the grades of the Civil Division of the Order of the British Empire awards often presented for diligent work in the office by conscientious civil servants or the altruism of members of charitable organizations. It was recognized in Parliament that insufficient recognition was available for the seamen of the Merchant Navy and raised unsuccessfully in the House of Commons on 8 September, 29 September and 7 October for the institution of a Merchant Navy Cross for Gallantry.

In one peculiar case the great bravery of Captain Dudley Mason of SS Ohio transporting vital fuel to besieged Malta in Operation Pedestal was recognized with a George Cross which is awarded for acts of greatest bravery "not in the face of the enemy" and "away from the frontline", the Victoria Cross would have been correct recognition but for some reason was not awarded. Mason could not have been awarded the VC since he was a civilian.

Mason brought his tanker to Malta burning, due to leaking fuel, after being torpedoed by Vintage Wooden Model Ships 66 an Italian submarine which blew a hole 28 feet by 24 feet in her hull, after being bombed by Italian and German bombers, including the infamous Stuka , during which they shot down a Ju 87 Stuka which crashed on the deck of Ohio , being machine gunned by enemy aircraft and attacked by Italian motor torpedo boats. Summary table of awards at right per John Slader.

An example is the award to Edward Gordon Elliott, Seaman. Some seamen received multiple Commendations, for example Captain E. Martin, O. Recognizing the inadequate recognition of the bravery of merchant seamen the London-based shipping insurers Lloyd's of London, privately produced a decoration for gallantry which became known as Lloyds War Medal for Bravery and quickly became a very highly respected award. From Wikipedia, the free encyclopedia.

The London Gazette Supplement. Archived from the original on 4 March Retrieved 17 October

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