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36-549: Bylot was first mate on the Discovery during Henry Hudson 's 1610–1611 expedition into what is now known as Hudson Bay . In the spring of 1611, Hudson wanted to continue the expedition, but the crew wanted to return home. There was discontent between the captain and members of the crew, and was stripped of his rank. Later there was a mutiny in which Hudson, his son and several sailors were set adrift in an open boat in James Bay . It

72-477: A multi-lingual crew. At sea, the mate on watch has three fundamental duties: navigate the ship, safely avoid traffic, and respond to any emergencies that may arise. Mates generally stand watch with able seamen who act as helmsman and lookout . The helmsman executes turns and the lookout reports dangers such as approaching ships. These roles are often combined to a single helmsman/lookout and, under some circumstances, are eliminated. The ability to smartly handle

108-546: A ship , boat , or offshore platform may be subjected. They are recognized by classification societies such as Det Norske Veritas , Lloyd's Register and American Bureau of Shipping (ABS). Classification societies follow rules and guidelines laid down by International Convention for the Safety of Life at Sea (SOLAS) conventions, the International Maritime Organization and laws of the country under which

144-462: A cornerstone of safe watchkeeping. Safety requires that one live these rules and follows the principles of safe watchkeeping. Maximizing bridge teamwork, including the practice of Bridge Resource Management , is an emerging focus in watchkeeping. The main purpose for Radar and Automatic Radar Plotting Aids (ARPA) on a ship's bridge is to move safely among other vessels. These instruments help to accurately judge information about prominent objects in

180-451: A number of departmental functions. In modern cargo vessels, the Mate holds appointments like Head of Deck Department, Head of Cargo/Stowage Operations, Head of Safety/Fire Fighting, Head of On-Board Security (Ship Security Officer), Head of Environment and Quality, and so forth. As cargo officer, a chief mate oversees the loading, stowage, securing and unloading of cargoes. Moreover, the chief mate

216-442: A ship is key to safe watchstanding. A ship's draught , trim, speed and under-keel clearance all affect its turning radius and stopping distance. Other factors include the effects of wind and current, squat, shallow water and similar effects. Shiphandling is key when the need arises to rescue a man overboard , to anchor, or to moor the ship. The officer must also be able to transmit and receive signals by Morse light and to use

252-411: A traditional maritime college/academy to earn the officer license. A ship's hawsepipe is the pipe passing through the bow section of a ship that the anchor chain passes through. Hawsepiper refers to climbing up the hawsepipe, a nautical metaphor for climbing up the ship's rank structure. Hawsepiper is considered a positive term when said respectfully. Many hawsepipers are proud of their background and use

288-452: Is accountable for the care of cargo during the voyage. This includes a general responsibility for the ship's stability and special care for cargoes that are dangerous, hazardous or harmful. Even under the best of conditions, a ship is balanced precariously upon the water and is subject to a number of forces, such as wind, swells, and storms, which could capsize it. The cargo officer uses tools like ballasting and load balancing to optimize

324-477: Is also a constant concern. Knowing the classes and chemistry of fire, fire-fighting appliances, and systems prepares the officer to act fast in case of fire. An officer must be expert in the use of survival craft and rescue boats . Expertise includes the vessels' launching appliances and arrangements, and their equipment including radio life-saving appliances, satellite EPIRBs , SARTs , immersion suits and thermal protective aids. It's important to be expert in

360-525: Is at 100% capacity. This condition is normally used for range and speed calculations. Along with all the Lightship loads, the vessel has all systems charged meaning that all fresh water, cooling, lubricating, hydraulic and fuel service header tanks, piping and equipment systems are filled with their normal operating fluids. Crew and effects are at their normal values. Consumables (provisions, potable water and fuel) are at 10% full load. Ammunition and/or cargo

396-506: Is at maximum capacity. The vessel is at its limiting draft or legal load line . This is only for military vessels. Along with all the Lightship loads, the vessel has all systems charged meaning that all fresh water, cooling, lubricating, hydraulic and fuel service header tanks, piping and equipment systems are filled with their normal operating fluids. Crew and effects are at their normal values. Consumables (provisions, potable water and fuel) are at 50% capacity. Ammunition and/or cargo

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432-664: Is complete and ready for service in every respect, including permanent ballast , spare parts, lubricating oil, and working stores but is without fuel, cargo, drinking or washing water, officers, crew, passengers, their effects, temporary ballast or any other variable load. Along with all the Lightship loads, the vessel has all systems charged meaning that all fresh water, cooling, lubricating, hydraulic and fuel service header tanks, piping and equipment systems are filled with their normal operating fluids. Crew and effects are at their normal values. Consumables (provisions, potable water and fuel) are at 100% capacity. Ammunition and/or cargo

468-457: Is customarily a watchstander and is in charge of the ship's cargo and deck crew. The actual title used will vary by ship's employment, by type of ship, by nationality, and by trade: for instance, chief mate is not usually used in the Commonwealth , although chief officer and first mate are; on passenger ships, the first officer may be a separate position from that of the chief officer that

504-610: Is in charge of the firefighting and damage control teams. He is scene leader and reports via radio to the Captain who is in command and coordinates the larger response from the bridge. The officer must understand distress signals and know the IMO Merchant Ship Search and Rescue Manual. Understanding ship's stability, trim, stress, and the basics of ship's construction is a key to keeping a ship seaworthy. The mate must know what to do in cases of flooding and loss of buoyancy. Fire

540-401: Is junior to the latter. The chief mate answers to the captain for the safety and security of the ship. Responsibilities include the crew's welfare and training in areas such as safety, firefighting, search and rescue. The Chief Mate, who is the second in command of the vessel, is often equated, in corporate terms, to a senior manager for the operations on board, as the Mate is in charge of

576-676: Is now called Baffin Bay . Second was the discovery of Smith Sound , by which the North Pole would eventually be reached. Third was the discovery of Lancaster Sound , through which the Northwest Passage would eventually be found three centuries later. Bylot and Baffin's work in Baffin Bay was doubted by cartographers back in England. As late as 1812, some charts of the area only showed a dotted bulge with

612-544: The International Code of Signals . Celestial , terrestrial , electronic , and coastal navigation techniques are used to fix a ship's position on a navigational chart . The officer directs the helmsman to keep to track, accounting for effects of winds, tides , currents and estimated speed. The officer uses supplemental information from nautical publications , such as Sailing Directions , tide tables , Notices to Mariners , and radio navigational warnings to keep

648-604: The Muscovy Company hired Bylot to find the Northwest Passage as captain of Discovery . William Baffin was the pilot. They sailed west from Hudson Strait and were blocked by ice at Frozen Strait . The following year, the Muscovy Company again hired Bylot and Baffin to continue to search for the Northwest Passage. The voyage resulted in several notable achievements. First was the circumnavigation and mapping of what

684-490: The United States Coast Guard. Similarly, one must have worked as a third mate for 365 days to have become a second mate. There are many special cases in license upgrades at the individual level, as licensing regulations change from time to time. A sizable portion of mates still working received their licenses before current laws went into effect. There are two methods to attain an unlimited third mate's license in

720-474: The United States: to attend a specialized training institution, or to accumulate "sea time" and take a series of training classes and examinations. Training institutions that can lead to a third mate's license include the U.S. Merchant Marine Academy (deck curriculum), the U.S. Coast Guard Academy and U.S. Naval Academy with qualification as an underway officer in charge of a navigational watch , any of

756-498: The hawsepiper progression path has been made too difficult because of the cost in time and money to meet formal classroom training requirements. These critics assert that the newer requirements will eventually lead to a shortage of qualified mariners, especially in places like the United States. Stability conditions (watercraft) The stability conditions of watercraft are the various standard loading configurations to which

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792-457: The limitations of the radar/ARPA suite. Under the best conditions, the radar operator must be able to optimize system settings and detect divergences between an ARPA system and actual conditions. Information obtained from radar and ARPA must be treated with scrutiny: over reliance on these systems has sunk ships. The officer must understand system performance, limitations and accuracy, tracking capabilities and limitations, and processing delays, and

828-572: The mariner can apply to the United States Coast Guard for a Third Mate's license. A master of 1,600 ton vessels can, under certain circumstances, begin the application process for an unlimited third mate's license. If approved the applicant must then successfully pass a comprehensive license examination before being issued the license. Hawsepiper is an informal maritime industry term used to refer to an officer who began his or her career as an unlicensed merchant seaman and did not attend

864-513: The mutiny during Hudson's expedition. Bylot Island , off the northern end of Baffin Island and one of the more dramatic of the Canadian Arctic islands , was named after him. First mate A chief mate ( C/M ) or chief officer , usually also synonymous with the first mate or first officer , is a licensed mariner and head of the deck department of a merchant ship . The chief mate

900-400: The same way, a second officer usually holds a chief officer's certificate. To become a chief mate (unlimited) in the United States, one must first accumulate at least 365 days of service while holding a second mate 's license. Then, the candidate must attend approximately 13 weeks of classes or complete the assessments from NMC Policy Letter 04-02 and pass a series of examinations given by

936-604: The ship clear of danger in transit. Safety demands the mate be able to quickly solve steering control problems and to calibrate the system for optimum performance. Since magnetic and gyrocompasses show the course to steer, the officer must be able to determine and correct for compass errors. Weather 's profound effect on ships requires the officer be able to interpret and apply meteorological information from all available sources. This requires expertise in weather systems, reporting procedures and recording systems. The International Regulations for Preventing Collisions at Sea are

972-501: The ship's performance for the expected type of environment. Traditionally, the chief mate stands a "4-8" watch : from 4 AM until 8 AM and 4 PM until 8 PM, in port and at sea, the chief mate is responsible to the captain for keeping the ship, crew, and cargo safe. On watch, the mate must enforce all applicable regulations, such as the International Convention for the Safety of Life at Sea and pollution regulations . In port,

1008-603: The state maritime colleges, the Great Lakes Maritime Academy , or a three-year apprentice mate training program approved by the Commandant of the U.S. Coast Guard. A seaman may start the process of attaining a license after three years of service in the deck department on ocean steam or motor vessels, at least six months of which as able seaman , boatswain , or quartermaster . Then the seaman takes required training courses, and completes on-board assessments. Finally,

1044-414: The techniques for survival at sea techniques in case it's necessary to abandon ship. Officers are trained to perform medical tasks, and follow instructions given by radio or obtained from guides. This training includes what to do in case of common shipboard accidents and illnesses. It is usual for a chief/first officer to hold a master's certificate so that he can take over from the master if necessary. In

1080-399: The term to describe themselves. Several merchant seamen's unions offer their membership the required training for career advancement. Similarly, some employers offer financial assistance to pay for the training for their employees. Otherwise, the mariner is responsible for the cost of the required training. Since the requirements of STCW '95 have been enacted, there have been complaints that

1116-466: The use of operational warnings and system tests. Emergencies can happen at any time. The officer must be equipped to safeguard passengers and crew. The officer must be able to take initial action after a collision or a grounding. Responsibilities include performing damage assessment and control, understanding the procedures for rescuing persons from the sea, assisting ships in distress, and responding to any emergency which may arise in port. The Chief Mate

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1152-519: The vessel is flagged, such as the Code of Federal Regulations . Stability is normally broken into two distinct types: intact and damaged . The vessel is in normal operational configuration. The hull is not breached in any compartment. The vessel will be expected to meet various stability criteria such as GMt (metacentric height), area under the GZ (righting lever) curve, range of stability, trim, etc. The vessel

1188-593: The vicinity, such as: These factors help the officer apply the COLREGS to safely maneuver in the vicinity of obstructions and other ships. Unfortunately, radar has a number of limitations, and ARPA inherits those limitations and adds a number of its own. Factors such as rain, high seas, and dense clouds can prevent radar from detecting other vessels. Further, dense traffic and course and speed changes can confuse ARPA units. Finally, human errors such as inaccurate speed inputs and confusion between true and relative vectors add to

1224-487: The watch focuses on duties such as cargo operations, fire and security watches, monitoring communications and the anchor or mooring lines. IMO regulations require the officer be fluent in English. This is required for a number of reasons, such as ability to use nautical charts and nautical publications , to understand weather and safety messages, communicate with other ships and coast stations, and to be able to work with

1260-556: The words: "Baffin's Bay according to the relation of W. Baffin in 1616, but not now believed." When the bay was "rediscovered" by Sir John Ross in 1818, the records of the Bylot–Baffin voyage proved extremely accurate. In England, almost total credit for the discovery was given to Baffin, and Bylot was virtually ignored. Historian Farley Mowat speculated two possible reasons for this: Bylot's lack of education and lower position relative to Baffin in English society, and his involvement in

1296-567: Was due to Bylot's navigational skills that Discovery was able to return from the Arctic safely; Hudson and his party were never seen again. Upon return to England, Bylot was tried as a mutineer but was pardoned. Bylot returned to Hudson Bay in 1612 with Sir Thomas Button . They wintered over at the mouth of the Nelson River , and in the spring of 1613, continued north. They were able to reach [[65th parallel north|], then returned to England. In 1615,

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