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Chief mate
The chief mate is customarily in charge of the ship's cargo and deck crew.
General
Other namesChief officer, first mate, first officer
DepartmentDeck department
Reports toCaptain
LicensedYes
DutiesCargo officer, Deck department head.
RequirementsChief Mate's License
Watchstanding
WatchstanderYes/Depends on shipboard manning requirements
Watch (at sea)Varies (0400-0800, 1600-2000)
Watch (in port)Varies (0800-1700)

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 is customarily a watchstander and is in charge of the ship's cargo and deck crew.[1] 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 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 mate on a fishing vessel may be called the second hand.

Epaulettes often worn by the chief officer on merchant ships (similar to those worn by a commander)

Senior onboard operations manager

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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 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.

Cargo officer

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As cargo officer, a chief mate oversees the loading, stowage, securing and unloading of cargoes. Moreover, the chief mate 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 the ship's performance for the expected type of environment.

Watchstanding

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Traditionally, the chief mate stands a "4-8" watch: from 4 AM until 8 AM and 4 PM until 8 PM,[2] 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, 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 a multi-lingual crew.

Sea watch

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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 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.[citation needed]

The officer must also be able to transmit and receive signals by Morse light and to use the International Code of Signals.

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Further information: Navigation
The conditions for navigating a ship can often be challenging.

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 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.

Traffic management

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The International Regulations for Preventing Collisions at Sea are 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 the vicinity, such as:

  • range, bearing, course and speed
  • time and distance of closest point of approach
  • course and speed changes

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 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 the use of operational warnings and system tests.

Emergencies

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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 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.

Controlling ship operations

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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 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 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.

Licensing

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United Kingdom

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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 the same way, a second officer usually holds a chief officer's certificate.[citation needed] Since the first half of the 20th century, the usual terminology in the British Merchant Navy has been "chief officer" rather than "chief mate". The chief officer may be colloquially referred to as the "first mate", but the term "chief mate" is rarely used.

United States

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A chief mate must have a number of qualifications, including a license.

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[3] and pass a series of examinations given by the United States Coast Guard.[4] 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 the United States: to attend a specialized training institution, or to accumulate "sea time" and take a series of training classes and examinations.[5]

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 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, 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,[specify] begin the application process for an unlimited third mate's license.[citation needed]

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 their career as an unlicensed merchant seaman and did not attend a traditional maritime college/academy to earn the officer license.[original research?]

Several[which?] 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[by whom?] that 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.[citation needed]

Notable first mates and chief mates

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Fictional characters

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See also

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Notes

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References

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Revisions and contributorsEdit on WikipediaRead on Wikipedia

Chief mate

View on Grokipedia
from Grokipedia
The chief mate, also known as the chief officer or first mate, is the officer next in rank to the master on a merchant vessel, upon whom the command of the ship devolves in the event of the master's incapacity. This position serves as the head of the , supervising deck crew including second and third mates, able seafarers, and deckhands, while ensuring the safe and efficient operation of the vessel. Key responsibilities of the chief mate include managing personnel, budgets, and maintenance activities; planning voyages and conducting to avoid collisions; overseeing operations such as loading, stowage, and discharge, with special attention to hazardous materials; and fulfilling specialized roles like medical officer, safety officer, coordinator, environmental compliance officer, and officer. The chief mate also stands navigational watches, coordinates deck operations, and directs the bridge team during their shift to maintain vessel and compliance with international maritime standards. Certification as a chief mate is governed by the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), which mandates holding a certificate as an officer in charge of a navigational watch on ships of 500 gross tonnage (GT) or more, completing at least 12 months of approved seagoing service in that role, and undergoing approved education and training that meets the competence standards outlined in STCW Regulation II/2 and section A-II/2 of the STCW Code. For ships of 3,000 GT or more, these requirements ensure proficiency in advanced navigation, cargo management, and emergency response at the management level. In jurisdictions like the United States, additional criteria under U.S. Coast Guard (USCG) regulations include at least 360 days of sea service as a second mate on vessels of 100 GT or more (with half on vessels of 1,600 GT or more), successful completion of 94 practical assessments, and passing a comprehensive examination covering nine modules on topics such as ship handling and maritime law. The role of the chief mate has evolved with modern shipping demands, emphasizing integrated bridge operations, environmental protection under conventions like MARPOL, and crew welfare, making it a pivotal position in ensuring maritime safety and regulatory adherence across global trade routes.

Role and Responsibilities

Overview and Authority

The chief mate, also known as the chief officer or first mate, is the deck officer next in rank to the master (captain) on a merchant vessel and assumes command in the event of the master's incapacity. This position serves as the second-in-command, directly reporting to the captain and exercising authority over the entire deck department, including all licensed and unlicensed deck crew members such as second and third mates, able seafarers, and deckhands. In this role, the chief mate oversees broad deck operations, including management, vessel stability, protocols, and , while ensuring compliance with international maritime regulations; they also act as the vessel's primary and officer. If the captain is unavailable, the chief mate takes interim charge of all shipboard operations, prioritizing the , safe functioning of the vessel, and welfare of the crew and any passengers. Historically, the title "mate" or "first mate" originated in ships, where the officer commanded in the master's absence and shared sea duties, evolving into "chief mate" or "chief officer" with the advent of and motor vessels to reflect the expanded departmental leadership. In contrast to merchant marine contexts, where the chief mate's focus is primarily on deck-specific authority, naval vessels typically designate an as with broader administrative and operational oversight across departments.

Deck Department Management

The chief mate serves as the head of the , overseeing the daily supervision of able seamen, ordinary seamen, and the bosun to ensure the safe and efficient execution of routine operations such as , anchoring, and line handling. This involves assigning tasks to the deck crew, monitoring their performance during these activities, and coordinating with the bosun to distribute workloads effectively, thereby maintaining operational readiness. The chief mate also participates in navigational as per the vessel's watch schedule. In addition to crew oversight, the chief mate coordinates comprehensive deck maintenance schedules, directing activities like painting the hull and superstructure, repairing rigging and lifeboat davits, and conducting regular inventories of deck equipment to prevent operational disruptions. These responsibilities extend to planning preventive maintenance programs and ensuring that all deck machinery, such as winches and cranes, remains in optimal condition through scheduled inspections and repairs. The chief mate also plays a key role in managing crew welfare, enforcing discipline, and conducting performance evaluations within the deck department, including providing recommendations for promotions based on observed competencies and adherence to shipboard protocols. This leadership fosters a productive environment by addressing personal concerns, resolving conflicts, and promoting , all while upholding standards of conduct to support overall departmental efficiency. Furthermore, the chief mate manages deck stores and supplies, including ordering ropes, paints, tools, and safety gear, while tracking levels to guarantee availability throughout voyages and compliance with budgetary constraints. This logistical oversight ensures that essential materials are replenished during port calls and stored securely to avoid shortages that could impact deck operations. Management practices vary by vessel type; on bulk carriers, the focus is on supervising hold cleaning and bulk cargo residue removal, whereas on container ships, greater emphasis is placed on directing the deck crew in lashing and securing containers to maintain stability during transit.

Cargo Handling and Stability

The chief mate holds primary responsibility for overseeing all aspects of cargo loading and unloading operations on board a vessel, ensuring that these processes are conducted safely and efficiently to minimize risks to the ship, , and . This includes directing deck in the use of handling , such as cranes and winches, while coordinating with shore personnel to align with schedules and terminal requirements. A key element of this oversight is the development and execution of detailed stowage plans, which specify the placement, securing, and of to prevent shifting during transit that could lead to or damage. For instance, on container vessels, the chief mate must verify that containers are lashed and braced according to load line regulations to withstand sea conditions. Vessel stability is a core concern under the chief mate's purview, requiring continuous monitoring and adjustment throughout operations to maintain safe trim and . The chief mate utilizes the vessel's approved trim and stability booklet—a prepared by the shipbuilder containing hydrostatic , capacity plans, and loading conditions—to perform calculations that assess the ship's equilibrium. Central to these assessments is the concept of metacentric height (GM), which measures the vessel's initial transverse stability by representing the distance between the center of (G) and the metacenter (); a positive GM value indicates righting ability against heeling forces, with typical operational ranges of 0.3 to 1.0 meters depending on vessel type to balance stability against excessive rolling. water management is integral here, as the chief mate adjusts tanks to counteract -induced changes in draft and trim, ensuring compliance with intact and damage stability criteria under international conventions. For cargoes involving hazardous materials, the chief mate ensures strict adherence to the International Maritime Dangerous Goods (IMDG) Code, a mandatory regulation under the International Convention for the Safety of Life at Sea (SOLAS). This involves verifying proper , , labeling, and segregation of to prevent reactions or spills, such as isolating incompatible substances like flammables and oxidizers in separate holds. The chief mate supervises the preparation of cargo manifests detailing IMDG compliance and conducts pre-loading inspections to confirm that ventilation, temperature controls, and emergency response measures are in place, thereby safeguarding against environmental hazards and crew exposure. In addition to operational oversight, the chief mate plays a vital role in , issuing the upon loading to acknowledge the quantity, condition, and apparent order of received, which serves as evidence for subsequent bills of lading prepared by the ship's agent or master. This notes any discrepancies, such as damage or short shipment, to protect the carrier from liability claims, and it forms the basis for the bill of lading, which acts as a and title document. Accurate is essential for clearance and purposes, with the chief mate cross-verifying details against the to ensure . Challenges in cargo handling vary significantly by vessel type, demanding specialized attention from the chief mate. On dry bulk carriers, managing the trimming of cargoes like or is critical to avoid free surface effects that reduce GM and increase liquefaction risks, requiring even distribution across holds to maintain during voyages. In contrast, on container ships with reefer units, the chief mate must monitor refrigerated for consistent and control—often set between -30°C and +30°C—to prevent spoilage of perishables like fruits, involving regular plug-in checks and alarm verifications to mitigate issues such as power failures or airflow blockages. These vessel-specific demands underscore the chief mate's need for adaptive planning to uphold integrity and vessel safety.

Watchkeeping Duties

Sea Watch Schedules

The structured watchkeeping system on merchant vessels ensures continuous oversight of navigation and operations, typically organized into a three-watch rotation to provide 24-hour coverage while complying with international standards. Under U.S. regulations implementing STCW, merchant vessels of 100 gross tons or more at sea must operate on a three-watch system, with licensed officers and crew assigned to successive watches not exceeding 8 hours per day in total. The standard rotation divides the day into six 4-hour periods, such as 0000-0400, 0400-0800, 0800-1200, 1200-1600, 1600-2000, and 2000-0000, allowing each watchkeeper 4 hours on duty followed by 8 hours off. The chief mate, as the principal deck officer, commonly assumes the 0400-0800 and 1600-2000 watches, enabling coordination of daytime cargo and maintenance activities during off-watch periods. Watch changes follow established protocols to maintain seamless handover, including the use of the ship's bell system for timekeeping and signaling transitions. The bell is rung every half-hour during a watch, progressing from one to eight bells to mark time intervals, with eight bells signifying the end of a 4-hour watch. Upon relief, the chief mate provides or receives a comprehensive brief covering the ship's position, course, speed, weather conditions, outstanding orders, and any hazards or equipment issues, as required under STCW guidelines for the officer in charge of the navigational watch. This handover ensures the relieving officer assumes full responsibility only after verifying fitness for duty and understanding the situation. Adjustments to sea watch schedules occur in port or at anchor to reflect reduced operational demands, often involving fewer personnel while maintaining . In port, focuses on operations, security, and , with arrangements tailored to the master's assessment of risks, potentially reducing the full bridge compared to open-sea requirements. At anchor, the chief mate oversees a simplified navigational watch, consulting with the master on composition based on , traffic, and weather; this may involve a single qualified officer and lookout rather than a full . All schedules prioritize prevention per the , mandating a minimum of 10 hours of rest in any 24-hour period for watchkeepers, which may be split into no more than two periods (one at least 6 hours), with records maintained to verify compliance. Variations in watch schedules arise based on vessel size, , and environmental factors, ensuring adaptability to specific risks. On smaller vessels under 500 gross tons, rotations may consolidate duties among fewer officers, while larger ships maintain distinct roles. In polar regions, the Polar Code supplements STCW by requiring enhanced training and manning levels for masters and chief mates to address ice, low visibility, and extreme conditions, potentially leading to adjusted watch compositions or durations to sustain vigilance without violating rest requirements. The chief mate, serving as the officer in charge of a navigational watch, utilizes advanced electronic systems such as the Electronic Chart Display and Information System (ECDIS), , and (AIS) to maintain precise position fixing and monitor the ship's course. ECDIS provides real-time digital charting for route tracking and hazard avoidance, requiring competency in its operation as mandated by STCW standards for safe navigation. enables detection of nearby vessels and obstacles, particularly in reduced visibility, while AIS supplements this by transmitting and receiving vessel identification, position, and speed data to assess collision risks dynamically. These tools collectively ensure continuous during , with the chief mate verifying positions at regular intervals to align with the voyage plan. In managing maritime , the chief mate applies the International Regulations for Preventing Collisions at Sea (COLREGS), overseeing compliance with rules on separation schemes, right-of-way determinations, and actions to avoid close-quarters situations. For instance, in separation zones, the chief mate ensures the vessel adheres to designated lanes and monitors crossing using and AIS to execute early course or speed alterations as per COLREGS Rule 10. This involves systematic plotting of relative motion vectors to predict collision courses and coordinating with the bridge team— including the and lookout—for timely maneuvers, thereby preventing incidents through proactive assessment. The chief mate plots and adjusts courses during the watch, accounting for environmental factors like currents and tides to maintain the intended track. This includes calculating tidal stream effects and under-keel clearance using tide tables and current predictions, then communicating adjustments to the bridge team for implementation via gyrocompass or GPS inputs. In coordination with the master, the chief mate ensures these real-time corrections support the overall passage plan without deviating into hazards. Weather monitoring forms a critical aspect of the chief mate's navigational duties, involving the use of , barometers, and forecasts to detect approaching storms and initiate course alterations. The chief mate reviews meteorological data hourly, adjusting speed or heading to avoid adverse conditions like tropical revolving storms, as outlined in weather routing procedures that prioritize vessel and efficiency. These actions are logged and reported to the master to integrate with broader voyage decisions. During port approaches, the chief mate assumes a key role in pilotage, assisting the pilot by monitoring the vessel's position and movement while coordinating via VHF radio for berthing instructions and traffic updates. This includes preparing charts, echo sounder readings, and engine controls in advance, ensuring seamless handover and compliance with local navigational aids. The chief mate maintains an independent check on the pilot's actions to safeguard the vessel through confined waters.

Emergency Response at Sea

The chief mate, as the second-in-command and primary deck officer, assumes critical leadership in managing onboard during navigation watches, ensuring swift implementation of protocols to safeguard , vessel, and environment. This role involves immediate assessment, delegation of tasks, and coordination with the master to mitigate risks in crises such as incidents, fires, or personnel losses. Under international maritime conventions, the chief mate directs on-scene responses, drawing on established emergency plans to minimize escalation and facilitate operations. In cases of oil spills or potential pollution from fires involving fuel, the chief mate activates the Shipboard Oil Pollution Emergency Plan (SOPEP), a mandatory requirement under MARPOL Annex I, to contain and report the incident. This includes directing deck crew to deploy containment booms, absorbents, or chemical dispersants while assessing spill volume and environmental impact, often serving as the initial on-scene coordinator before external authorities arrive. For fires that risk oil ignition, SOPEP procedures integrate with fire response plans to prevent secondary pollution, emphasizing rapid shutdown of fuel systems and ventilation to avoid explosion hazards. The chief mate coordinates muster lists, lifeboat drills, and abandon ship procedures in accordance with the International Convention for the Safety of Life at Sea (SOLAS) Chapter III, ensuring all are familiar with assigned stations and equipment. Muster lists detail specific duties for each emergency type, with the chief mate verifying crew attendance and performance during monthly drills, including lowering and recovering lifeboats to simulate evacuation. In an actual abandon ship scenario, the chief mate leads lifeboat operations, mustering personnel at designated points, conducting headcounts, and supervising embarkation while the master oversees overall command from the bridge. For man-overboard incidents, the chief mate, often the officer on watch, initiates the first response by sounding , marking the position with a datum , and executing the Williamson turn maneuver to return the vessel to the approximate location of the casualty. This 180-degree turn involves altering course by 60 degrees toward the side of the fall, followed by a reciprocal course adjustment after stabilization, allowing the ship to approach from downwind for safe rescue boat deployment. The chief mate then directs the rescue team, monitors the casualty via lookout and , and prepares medical assistance upon recovery. During emergencies, the chief mate facilitates distress communications through the Global Maritime Distress and Safety System (GMDSS), activating devices like the Emergency Position-Indicating Radio Beacon (EPIRB) to transmit satellite alerts with GPS coordinates to rescue coordination centers. The Search and Rescue Transponder (SART) is deployed on lifeboats or survival craft to provide homing signals for approaching vessels. As watchkeeper, the chief mate ensures voice distress calls via VHF or are issued with precise details of the situation, position, and assistance needed, complying with SOLAS Chapter IV requirements for automated and manual alerting. Following resolution of an , the chief mate conducts initial investigations, documenting events in the deck log with timestamps, actions taken, and witness statements to support formal reporting to authorities or the IMO. This includes preparing near-miss or incident reports under the ISM Code, analyzing root causes to prevent recurrence, and updating plans as needed, while briefly referencing general compliance for ongoing integration.

Ship Operations and Safety

Maintenance and Inspections

The chief mate plays a pivotal role in overseeing the ship's and inspections to maintain seaworthiness, ensuring compliance with international standards such as the International Safety Management (ISM) Code, which mandates systematic upkeep of hull structures, deck machinery, and . This involves coordinating routine checks and major surveys to prevent structural degradation and operational failures, with the chief mate delegating tasks within the while reporting directly to the master. As the head of the , the chief mate prioritizes preventative measures to minimize downtime and ensure safety during voyages. A key responsibility is scheduling preparations for dry-docking, a periodic process required every 2.5 to 5 years depending on the vessel's age and class rules, where the ship is lifted out of for comprehensive hull and underwater inspections. The chief mate compiles repair lists, cleans tanks and bilges, secures loose gear, and verifies stability calculations to facilitate safe docking, while coordinating with classification societies such as for surveys that assess structural integrity and renew class certificates. During the process, the chief mate oversees deck operations, including communicating draft and trim to dock managers and inspecting completed repairs before undocking to confirm watertight integrity. Under the ISM Code, the chief mate conducts regular inspections of the hull, decks, and to identify , cracks, or wastage that could compromise safety. Hull inspections involve visual checks and hammering tests on plating, bulkheads, and frames in ballast and cargo tanks, ensuring no excessive degradation per class society guidelines. Deck inspections focus on hatch covers, coamings, ventilators, and for watertightness and , with the chief mate verifying securing devices and air pipes to prevent flooding risks. For , monthly checks include lifeboat hull integrity, functionality, and release gear operation, alongside annual servicing of liferafts and hydrostatic release units, all documented to comply with SOLAS regulations integrated into the ISM framework. The chief mate manages the planned maintenance system (PMS) for deck equipment, scheduling tasks based on manufacturer recommendations and class intervals to ensure reliability of items such as winches, anchors, and gear. This involves , overdue task tracking, and integration with digital tools like ShipManager Technical for lifecycle records and spare parts inventory, preventing breakdowns through counter-based and calendar-driven routines. In relation to handling, the chief mate briefly oversees upkeep of associated deck fittings to support stability. Record-keeping is essential, with the chief mate maintaining detailed maintenance logs in computerized systems like CMMS to track inspections, repairs, and compliance evidence for audits. Defects are reported promptly to the master via defect lists or emails, including photos and timelines for corrective actions, ensuring non-conformities are addressed per ISM procedures and escalating critical issues like equipment inoperability. The chief mate supervises crew involvement in these tasks, providing training to execute them safely. Post-2020 advancements have integrated modern technologies like drones into inspections, allowing the chief mate to assess hard-to-reach areas such as high masts, hull sides, and tank interiors without scaffolding or confined space entry. Equipped with ultrasonic thickness measurement (UTM) and LiDAR for 3D mapping, these drones enable remote visual and non-destructive testing, reducing risks and costs while providing high-resolution data for PMS updates and class surveys.

Crew Supervision and Training

The chief mate plays a pivotal role in conducting onboard drills to ensure deck crew proficiency in Standards of Training, Certification and Watchkeeping (STCW) competencies, such as line handling during operations and techniques in simulated emergencies. These drills are mandated under the , as amended by the 2010 Manila Amendments, requiring regular exercises to maintain crew readiness for safe ship operations, with refresher training conducted at least every five years for basic and advanced skills. The chief mate organizes and leads these sessions, evaluating participant performance to verify compliance with international standards and addressing any skill gaps through targeted follow-up instruction. In addition to drill oversight, the chief mate mentors junior officers, including second and third mates, in essential deck operations like cargo securing, maintenance routines, and navigational support, fostering their professional development through hands-on guidance and performance feedback. This mentoring is integral to the hierarchical structure of the , where the chief mate acts as a direct , imparting practical to prepare juniors for higher responsibilities while ensuring adherence to safety protocols. Such training emphasizes and , aligning with STCW requirements for management-level officers to develop subordinate competencies. The chief mate also evaluates crew certifications, verifying that deck personnel hold valid STCW endorsements and other required qualifications before assigning duties, while ensuring compliance with the (MLC) 2006 regarding working hours to prevent fatigue-related risks. Under MLC Regulation 2.3, the chief mate monitors work/rest records, ensuring no more than 14 hours of work in any 24-hour period or 72 hours in any seven-day period, and reports any deviations to the master for corrective action. This oversight includes routine audits of hours-of-work logs to maintain ' health and operational safety. Handling disciplinary actions and among deck personnel falls within the chief mate's supervisory duties, involving fair application of shipboard policies to address performance issues or interpersonal disputes, often through documented counseling or escalation to the master as per company procedures. This process promotes a cohesive environment, drawing on MLC 2006 guidelines for onboard complaint mechanisms to resolve grievances without retaliation, ensuring equitable treatment and minimal disruption to operations. Structured interventions, such as sessions, help de-escalate tensions arising from high-stress conditions at sea. Recent updates in training reflect the shift toward green shipping, with the chief mate incorporating instruction on (LNG) handling following the of the IGF Code in 2017, which mandates specialized training for personnel on ships using low-flashpoint fuels to mitigate environmental and safety risks. These sessions cover LNG bunkering procedures, gas detection, and emergency response, aligning with IMO's decarbonization goals post-2020 to reduce . The chief mate ensures crew updates through onboard simulations, verifying competence to handle alternative fuels safely.

Safety and Environmental Compliance

The chief mate, often serving as the ship's designated Ship Security Officer (SSO) under the International Ship and Port Facility (ISPS) Code, is responsible for implementing and maintaining the Vessel Security Plan (VSP) to enhance . This includes conducting regular security assessments and audits to identify vulnerabilities, such as potential threats from unauthorized access or , and ensuring appropriate measures are in place. is a key aspect, involving the verification of identification for all persons boarding the vessel, monitoring restricted areas, and coordinating with port facilities to prevent unauthorized entry. Threat assessments are performed routinely and in response to heightened risk levels, with the chief mate reporting findings to the master and company security officer to adjust security protocols accordingly. In compliance with the International Convention for the Prevention of Pollution from Ships (MARPOL), the chief mate oversees the monitoring and enforcement of Annexes related to waste management and emissions control. For Annex V on garbage prevention, this entails supervising the ship's Garbage Management Plan, ensuring proper segregation, storage, and disposal of waste to avoid illegal discharges, with records maintained in the Garbage Record Book. Under Annex VI for , the chief mate verifies adherence to sulfur oxide () emission limits, including the global 0.50% sulfur content cap for implemented since January 1, 2020, by checking bunker delivery notes, fuel changeover procedures, and sampling for compliance during port calls. These duties extend to coordinating with the to maintain emission control equipment and log operational data to demonstrate regulatory adherence. The chief mate conducts risk assessments for high-hazard operations, such as issuing hot work permits for , cutting, or grinding activities that could ignite flammable materials. This involves evaluating site-specific hazards like gas pockets or nearby combustibles, implementing controls such as gas testing, watches, and ventilation, and documenting the assessment to ensure all crew are briefed via toolbox talks. Permits are issued only after confirming the area is safe or mitigated, with post-work monitoring for at least two hours to detect smoldering s, aligning with the ship's under the International Safety Management (ISM) Code. Incident reporting falls under the chief mate's purview as the safety officer, where they initiate of near-misses, accidents, or non-conformities and assist the master in notifying the administration and relevant port within required timelines as per requirements and international conventions, such as prompt notification for serious casualties under SOLAS Chapter I, Regulation 21 and national laws. Reports include details on causes, corrective actions, and incidents per MARPOL requirements, ensuring submission via official channels like the 's maritime portal. This process supports continuous improvement in the ship's and prevents recurrence. Regarding energy efficiency, the chief mate contributes to the implementation of the Energy Efficiency Design Index (EEDI) through operational oversight in the Ship Energy Efficiency Management Plan (SEEMP). This includes managing deck-related measures like optimizing and trim for reduced hydrodynamic resistance, scheduling hull and cleanings to minimize drag, and monitoring voyage data for fuel-efficient routing and speed adjustments. By integrating these practices, the chief mate helps achieve the required attained EEDI for newbuilds and supports ongoing Carbon Intensity Indicator (CII) ratings for existing vessels.

Licensing and Qualifications

International Standards

The International Convention on Standards of Training, Certification and for (STCW), adopted in 1978 and significantly amended in in 2010, establishes the global baseline for certifying deck officers, including chief mates, at the level. Under STCW Regulation II/2 and associated Code Section A-II/2, chief mate certification requires demonstrating competence in , handling, , procedures, and through approved modules and minimum service of at least 12 months as an officer in charge of a navigational watch (operational level) on vessels of 500 or more. These requirements ensure chief mates can perform duties such as supervising deck operations, ensuring vessel safety, and coordinating with the master, with endorsements mandatory for on international voyages. The STCW framework harmonizes licensing into three levels of responsibility: support (ratings), operational (e.g., officers in charge of a watch), and (e.g., chief mates and masters), promoting uniformity across flag states while allowing national variations in implementation. At the level, chief mates must meet standards outlined in STCW Tables A-II/1 and A-II/2, covering advanced knowledge in ship handling, maritime law, and resource , verified through examinations and practical assessments. Additionally, candidates must be at least 18 years of age, hold a valid attesting to physical and mental fitness equivalent to international standards (e.g., vision, hearing, and no disqualifying conditions), and demonstrate proficiency in the for operational communication and safety procedures. At MSC 110 (June 2025), the IMO approved STCW.7/Circ.25, providing generic interim guidelines on training for , including management-level officers, on ships using alternative fuels and new technologies. As of June 2025, IMO MSC 110 considered proposals for developing specialized cybersecurity training for STCW management-level officers, including and incident response, but no mandatory amendments were adopted.

United Kingdom Requirements

In the , the certification process for chief mates is regulated by the (MCA), which issues Certificates of Competency (CoCs) compliant with the International Convention on Standards of , and Watchkeeping for Seafarers (STCW). To qualify for the Chief Mate (Unlimited) CoC under STCW II/2, candidates must first hold a valid of the Watch (OOW) Unlimited CoC (STCW II/1). Following this, applicants are required to complete at least 12 months of qualifying watchkeeping sea service while serving as an OOW on vessels of 500 or more. This sea service must be evidenced through discharge books, certificates of discharge, or employer testimonials submitted to the MCA. Candidates must also complete an MCA-approved education and program that meets STCW Code Section A-II/2 standards, typically delivered through nautical colleges or approved training providers. This includes SQA/MCA-approved courses covering advanced , , and and managerial skills, such as those outlined in the MCA's approved training schemes (e.g., HND in Nautical or equivalent). To demonstrate competence, applicants must pass written examinations administered by the (SQA) in Navigation and & Structure, which address UK-specific tonnage limitations for unlimited certification and flag state implementation of international rules. Additionally, an MCA oral examination (Syllabus B) is required, focusing on practical application of UK maritime law, tonnage limits, and flag state obligations, such as those under the Merchant Shipping Act 1995. Both written and oral exams must be passed within three years prior to CoC issuance, and candidates need a valid ENG1 medical fitness certificate. The Chief Mate (Unlimited) CoC is valid for five years and requires revalidation to maintain. Revalidation can be achieved through at least 12 months of seagoing service in the past five years or by completing approved refresher training courses, including updates on STCW basic safety training, advanced firefighting, and proficiency in survival craft. Following from January 2021, the UK operates an independent certification regime under the MCA, continuing to align with international STCW standards while no longer recognizing automatic EU mutual endorsements. Applications for initial issuance or revalidation are submitted via Form MSF 4274 to an MCA Marine Office, accompanied by fees and supporting documentation.

United States Requirements

In the , the (USCG) oversees the certification of chief mates through the National Maritime Center (NMC), issuing endorsements on the Merchant Mariner Credential (MMC) for service on U.S.-flagged vessels. The pathway begins with obtaining a endorsement, which requires at least 1,080 days of deck service, including 180 days of bridge watchkeeping, followed by progression to after 360 days of service as a licensed or equivalent Officer in Charge of a Navigational Watch (OICNW). To qualify for Chief Mate, applicants must then complete an additional 360 days of service as OICNW while holding a endorsement, with at least 50% of total service on vessels of 1,600 gross register tons (GRT) or greater to achieve unlimited ; service primarily on smaller vessels results in tonnage limitations, such as for inland waters or near-coastal operations. Applicants must pass USCG-approved examinations covering key topics, including deck general (encompassing marlinspike seamanship, cargo handling, and vessel stability), (such as celestial and electronic navigation, plotting, and rules of the road), and procedures (including fighting, abandon ship drills, and operations). These exams align with Standards of Training, Certification, and Watchkeeping (STCW) management-level competencies under 46 CFR 11.903, ensuring chief mates are prepared for supervisory roles in navigation and operations. Additional prerequisites include U.S. citizenship, a minimum age of 21, a valid , completion of basic and advanced firefighting training, , and CPR certification, as well as a (TWIC) card for access to secure maritime facilities. Drug testing compliance is mandatory within six months of application, verified through a program under 46 CFR 10.235, and failure to comply results in denial of the endorsement. For vessels equipped with automatic radar plotting aids (ARPA), chief mates must hold an ARPA endorsement, obtained via a USCG-approved course demonstrating proficiency in -based collision avoidance, valid for five years or based on prior qualification with demonstrated competencies. USCG provides regulatory guidance for endorsements on offshore supply vessels (OSVs) supporting non-mineral energy activities, including offshore wind, under existing frameworks (as of 2025).

Variations in Other Countries

In the , a major supplier of maritime officers, the (MARINA) oversees the issuance of the Chief Mate Certificate of Competency (CoC), which aligns with STCW standards but incorporates locally approved training programs often vetted by the (POEA) for seafarer deployment. To upgrade from Officer in Charge of a Navigational Watch (OICNW), candidates must complete at least 12 months of approved seagoing service in that capacity on ships of 500 or more, alongside passing the licensure examination and relevant competency courses. In , the (DG Shipping) requires candidates for the Chief Mate (Foreign Going) CoC to hold a CoC and accumulate 18 months of sea service as a deck officer, with divided into Phase I and Phase II competency courses that emphasize navigational and handling skills, including specialized modules on tropical operations due to regional patterns. Norway's Norwegian Maritime Authority (NMA, now Sjøfartsdirektoratet) mandates for the Deck Officer Class 2 CoC (equivalent to Chief Mate) a minimum age of 20, completion of approved maritime education, and documented seagoing service, with mandatory integrated bridge to handle advanced systems on high-tech vessels. For operations in waters, chief mates must additionally complete advanced polar operations under the Polar , focusing on , environmental risks, and cold-weather protocols. Flag-of-convenience states like impose minimal local licensing requirements for chief mates, primarily relying on internationally recognized STCW CoCs with a simple endorsement process that verifies the holder's qualifications through submission of originals or certified copies, alongside basic documentation such as certificates and passports, to facilitate global crewing flexibility. As of 2025, discussions in , including by the Maritime Safety Administration (MSA), explore adaptations for chief mate roles in autonomous shipping, aligning with the forthcoming IMO Maritime Autonomous Surface Ships () Code expected in 2026.

History and Notable Figures

Historical Evolution

The role of the chief mate, originally known as the first mate, emerged prominently in the on sailing ships, where the position was essential for managing complex sail-handling operations and maintaining crew discipline during long voyages. On merchant and naval vessels of the era, the first mate served as the captain's primary deputy, overseeing the , yards, and sails to ensure efficient , while also conducting daily inspections of tackle and to prevent failures at sea. Discipline was a core duty, with the first mate enforcing order, addressing crew welfare issues like provisioning and health, and stepping in to command if the was incapacitated, reflecting the hierarchical structure of maritime life where and authority were intertwined. The marked a significant transition for the chief mate's role as steamships began to supplant sailing vessels, shifting responsibilities from sail management to oversight of operations and emerging mechanical systems like boilers. With the advent of steam propulsion in the and , deck officers, including the chief mate, adapted to supervise loading and stowing of more systematically, ensuring stability and amid the reduced reliance on sails by the . On early steam merchant ships, the chief mate often coordinated deckhands who assisted in stokeholds for firing boilers, bridging the gap between traditional deck duties and the new engine-room demands, though primary engineering fell to specialized roles. This evolution underscored the chief mate's growing administrative focus, as steam technology demanded precise handling to balance the vessel's weight against heavier machinery. In the , the chief mate's position was formalized through international conventions that standardized and operational protocols, beginning with the 1914 International Convention for the Safety of Life at Sea (SOLAS), enacted in response to the Titanic disaster of 1912. SOLAS introduced mandatory requirements for and procedures, implicitly elevating the chief mate's responsibilities in drills, , and deck oversight on passenger and cargo ships. Further standardization came with the 1978 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), which established minimum competency requirements for chief mates, including navigation, cargo handling, and response, ensuring global uniformity in officer qualifications. These treaties transformed the role from an ad-hoc deputy to a regulated position integral to maritime . The introduction of in the revolutionized shipping and refocused the chief mate's duties toward efficient cargo management rather than manual handling. Pioneered by Malcolm McLean's standardized containers in 1956, this innovation streamlined loading and unloading, reducing labor-intensive tasks and allowing chief mates to emphasize planning, securing containers for stability, and coordinating with port facilities to minimize turnaround times. By the , as containerships proliferated, the role shifted to logistical oversight, including inventory tracking and compliance with intermodal transport standards, which boosted global trade efficiency but demanded greater attention to and hazard segregation in container stacks. Entering the , and technological advancements have reduced crew sizes on modern vessels, amplifying the chief mate's supervisory and compliance-oriented responsibilities. Digital systems for , engine monitoring, and cargo tracking, adopted widely since the , have minimized manual interventions, enabling smaller crews—often under 20 personnel on large containerships—while requiring chief mates to manage integrated bridge operations and cybersecurity protocols. The 2010 disaster prompted heightened emphasis on environmental compliance, with subsequent regulations like the U.S. Reforms mandating rigorous safety management systems, positioning the chief mate as a key enforcer of pollution prevention, risk assessments, and audit preparations across international fleets. These changes have elevated the role's strategic importance in an era of unmanned technologies and stricter global standards.

Real-World Notable Chief Mates

served as the acting lieutenant and master's mate on during the famous of 1789, a role equivalent to that of a chief mate in merchant service, where he was second-in-command to Captain and responsible for deck operations and navigation. Leading the against Bligh, Christian's actions highlighted the tensions in shipboard hierarchy and discipline during long voyages, ultimately resulting in the seizure of the vessel and Bligh's open-boat survival journey. On Sir Ernest Shackleton's (1914-1917), Lionel Greenstreet acted as first officer, or chief mate, aboard the , overseeing the deck crew and contributing to the ship's navigation through treacherous waters before it was crushed by pack ice. Greenstreet played a key role in the crew's survival efforts, including the arduous boat journey to after the ship's loss, demonstrating the critical leadership of chief mates in extreme polar conditions. In the modern era, stands out as a notable chief mate who advanced through the ranks to become the first to a mega with in 2015, marking a significant diversity milestone in the male-dominated maritime industry. Having earned her chief mate license via the Chief Mate to Master Program in 2009, McCue's career progression from to on vessels like emphasized inclusive opportunities for women in officer roles. During the Exxon Valdez oil spill disaster on March 24, 1989, with Gregory Cousins on watch, James Kunkel responded immediately after the tanker grounded on in , , assessing damage to eight cargo tanks and initiating emergency measures amid the release of approximately 11 million gallons of crude oil. Kunkel's actions, including coordination with the , underscored the chief mate's pivotal role in response, though the incident led to major environmental reforms and heightened scrutiny of tanker operations. Chief mates have also made enduring contributions to maritime labor through leadership in unions like the Seafarers International Union (SIU), which advocated for improved wages, training, and safety standards that benefited deck officers including chief mates. The SIU's efforts in the 1947 and subsequent organizing drives established it as a powerful for professional mariners, enhancing the profession's recognition and protections.

Fictional Chief Mates

In maritime fiction, chief mates often serve as pivotal characters embodying the tension between duty and moral conflict, frequently acting as the rational counterpoint to a more erratic captain. These portrayals highlight the chief mate's role in maintaining ship operations while navigating interpersonal and ethical dilemmas at sea. One of the most iconic fictional chief mates is Starbuck from Herman Melville's (1851), depicted as the principled first mate of the whaling ship Pequod under the obsessive . Starbuck represents practicality and ethical restraint, repeatedly challenging Ahab's vengeful pursuit of the white whale , which he views as a suicidal folly that endangers the crew and the vessel's mission. His Quaker background underscores his conscientious nature, positioning him as a voice of reason amid escalating madness, though he ultimately fails to avert disaster. In film adaptations of Mutiny on the Bounty, Fletcher Christian is portrayed as the chief mate leading the 1789 revolt against the tyrannical Captain William Bligh, a role that emphasizes themes of rebellion against abusive authority. Beginning with the 1935 Metro-Goldwyn-Mayer production directed by Frank Lloyd, Clark Gable's Christian embodies the archetype of the loyal officer pushed to mutiny by Bligh's cruelty, a depiction repeated in the 1962 remake with Marlon Brando and the 1984 film The Bounty with Mel Gibson, where Christian's master's mate status is elevated to first mate for dramatic effect. These portrayals, while dramatized, draw loose inspiration from historical naval hierarchies but prioritize narrative conflict over strict accuracy. Science fiction offers modern takes on the chief mate, such as Commander Will Decker in Star Trek II: The Wrath of Khan (1982), who serves as first officer and science officer aboard the USS Enterprise under Admiral James T. Kirk during a crisis involving the genetically enhanced villain Khan Noonien Singh. Decker's tactical acumen and willingness to assume command in high-stakes scenarios exemplify the chief mate's operational leadership, particularly in coordinating the ship's defenses against Khan's attacks. Contemporary television series like The Last Ship (2014–2018) feature chief mate equivalents in naval settings, with Mike Slattery (played by ) handling tactical and command duties on the destroyer USS Nathan James amid a global . Slattery's role stresses , crew morale, and strategic decision-making, often stepping into during the captain's absences to combat threats from infected zones and hostile forces. Common tropes in fictional depictions of chief mates include intense loyalty conflicts with the captain, as seen in Starbuck's internal struggle and Christian's , and the assumption of command during emergencies, where the mate must balance protocol with survival imperatives. These elements underscore the position's inherent drama in maritime narratives across and .

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  108. https://www.themoviedb.org/tv/60802-the-last-ship/cast?language=en-US
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