Useful hints for
sea-going engineers

	This is not an engine room the well-intentioned and finical author would like to see. ILLUSTRATION: JOHN E. PERSSON

In a book published by Thomas Reed & Co many, many years ago, we can learn about the hard life of the sea-going engineers. The life of an engineer has never been easy, I know that; but today it is luckily not the way it once was. The job might be more stress-related today with hardly any crew at all, no time in port and irregular working hours with round-the-clock duty. But still, it seems to me to be far more agreeable than it was during the time of coal-fired boilers and steam engines.
Let’s begin by having a look at what was expected of the young engineer who had just finished his apprenticeship and was thinking of going to sea. There were many things for the young man to consider before he took that important step. To be able to undertake the duties allotted to him when he joins as Fourth or Third Engineer he is strongly advised, if possible, to: “let his four or five years of apprenticeship include at least six months’ experience in each of the following departments: the erecting shop, and the fitting of engines into vessels (usually called outside work), and after the apprenticeship is finished to have six months in the drawing office”.
That was a good start. Then what happened when the young man came on board? Well, he was expected to “work for and obey his superior officers and work willingly, cheerfully and without grumbling”. “A grumbler,” says the author, “is about as popular on board ship as a sea lawyer”.
He had to keep two watches a day for four hours each, that is, fifty-six hours a week. A piece of cake – we have all gone through that. That wasn’t the whole truth, however. “He may consider himself lucky if he never exceeds an average of sixty-eight hours per week.” The author is also raising a warning finger: “Don’t go to sea with the idea that you are going to have a really good time and to see the world as a Cook’s tourist.” No, the engineer must be aware of the fact that he is about to “join the ranks of one of the hardest worked body of men in existence”. That was plain enough language. The author alleviated his words slightly further down the page. “We do not wish to frighten him, he will also have time for recreation.” But still a warning: “We warn him against indulging in the excesses which are too often the form of amusement in foreign ports.” In other words, no girls and no booze.
If the Engineer-to-be was still interested after the well-intentioned writer had divested the profession of a sea-going Engineer of its romance, the bag was to be packed. What would he need for a couple of months on board?
1 mattress, 1 uniform cap for deck, 1 blanket, 2 boiler suits, 1 pillow, 4 pairs of dungares, 4 pillowcases, 2 dungaree or Serge Jackets, 5 rough towels, 1 pair of good boots, 3 pairs of pyjamas, 2 pairs of Engine room shoes, 2 white suits for hot climates, 1 pair of slippers, 4 flannel shirts, 1 toothbrush and gear, 6 singlets, 1 nail brush, 6 pairs of pants, 1 razor, shaving brush, 6 pairs of socks, 1 brush and comb, 6 white handkerchiefs, 1 clothe’s brush, 6 red handkerchiefs, needles, thread, buttons, 2 celluloid collars, boot laces, scissors etc., 2 engine room caps, 1 box of Sunlight soap, 1 box of Scott’s or Cockle’s pills, writing material, ink, etc.

With all this in the trunk, the Engineer-to-be was well prepared if he also packed a few useful books such as Reed’s Engineer’s Handbook and other good books on mechanics. He also needed some tools such as a centre punch, inside- and outside callipers and a foot rule. “A hand drill and a set of small drills are very useful,” writes the author, “but not absolutely necessary”. What should be necessary, though, is a pile of underpants, but that wasn’t mentioned in the list.
Before the Engineer walked up the gangway, he got one more admonition: “Don’t wear your clothes until they are in a condition resembling the bilges of an ill cared for vessel.”

When the day arrived, he had to be there “punctual to time, before if possible, and to go provided with a boiler suit so that he will be in a position to start at once. Although he may not be told to do so, a man always creates a better impression if he goes prepared to work instead of being dressed up and with a cigarette in his mouth.” It’s so true; the first impression lasts. Then what? “He should report at once to the Chief who will introduce him to the Second who will tell him what to do, and he must be prepared to do it promptly without asking the why or wherefore. Most likely the second will tell him to have a ‘a look round’.”
Another word of warning: “Now this does not mean that he is to go below and gape about with his hands in his pockets, but he should proceed somewhat as follows. On entering the engine room a glance at the cylinder tops will give him a good idea as to the size and arrangement of the cylinders, and whether flat slide or piston valves are fitted, and if there are tail rods let him remember that these require attention when under way. Should there be any stop valves or handles on this platform, examine and find out what they are there for.

“He should now descend to the middle platform and make a careful examination of the different engines, noting all valves and pipes; why they are there and for what purpose, also the parts that will require lubrication.”
According to the well-informed writer: “He now reaches the bottom or main platform and should begin at the thrust block, noting its construction and method of lubrication, and in the same manner go along the whole engine. Then he should devote his attention to the pumps and follow each pipe to its source.” Then its time for the boiler, the tunnel, the stokehold, boiler top and steering engine.
When the young and promising man is familiar with the engine room, it is time to take a watch and meet the crew. “He will be called at ‘one bell’, which is a quarter of an hour before his watch begins, and he should get up at once so as to be ready to appear in the engine room on the ringing of ‘eight bells’. We caution him against the bad habit of lying in bed until the last minute and rushing down the ladder five or ten minutes late and telling an impossible story to excuse his laziness.”
The author thinks that a light job on watch is often a good thing. “If the engines are going all right, a small job at tinkering or some other light work will often keep a man from dreaming, or perhaps going to sleep, especially during the twelve to four in the morning watch when everything is quiet except the engines.
Often one does not feel in the humour to do any work on watch, and in such a case any leisure time may be pleasantly occupied by making sketches on the log board, and theorising as to the quickest and best manner of repairing breakdowns of the machinery.”
What about discipline? Well, “the junior Engineer must be particular in upholding his position and dignity with the donkeymen and firemen, and let them see from first joining the ship, that he is their master, and means to continue so. He must be firm and just with the men under him, and give his orders in a direct and decisive manner, and see that they are carried out promptly. Never argue with the men, and any signs of rebellion or refusal of duty must be strictly dealt with. He should study his men and note their good and bad points, and the man who gives the most satisfaction should be rewarded with the most responsible jobs. The one proving the most stubborn and lazy can often be brought to a tractable condition by a good dose of bilge cleaning, or some such dirty work.”

He should also be prepared to learn from his men. “He should note which fireman keeps the best steam, and study his method of doing so, and compare it with the system of the others. He is then in a position to be able to direct others in the method.”
“He should also practice using the shovel, slice, pricker and rake, and learn for himself how to work the fires. And he must not think that it is beneath his dignity to handle a shovel”.
Sooner or later, the ship reached a port and maybe our young friend was tempted to go ashore, leaving all duties and admonitory addresses on board and behind him. But he didn’t get off that easily. Oh no, in the chapter Going Ashore, he could learn that he “should never be in a hurry to buy the many tempting articles offered for sale, but if wishing to buy, it is best to assume an indifferent air and casually offer about one-fourth of the price asked”.

And finally, the author assumed that the young Engineer was an Englishman, and told him to “conduct himself in the same manner as he would do in his native town”.
And then some more words of warning: “It is a great mistake to imagine that because he is an Englishman he can do just as he likes in a foreign country, a mistake that many novices in foreign travel have had very forcibly brought home to them. Foreigners as a rule, are more affable and polite than we are, and it should be every Englishman’s endeavour to return their courteousness.”
With such wise words, the young Engineer was prepared to meet the difficulties on board as well as ashore.

//Robert Hermansson

Back to SSG 10, November 15

Latest update 18-10-2006 8:49

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