INSTRUCTIONS FOR USING THE MORTAR AND ROCKET LINES 253 the whole apparatus should be kept ready for use in some easily accessible part of the ship. (3) In the case of small vessels, the Committee suggest that communication could in many cases be effected at a distance of 200 yards by means of a 2 lb. or 4 lb. rocket, with 500 yards of strong line about the size of an ordinary cod or mackerel line. A stronger line could then be made fast to the end of this line, and an ordinary life-buoy or a life-buoy fitted with breeches could be fastened on the bight of this stronger line. BOARD OF TRADE INSTRUCTIONS FOR USING THE MORTAR AND ROCKET LINES. In the event of your vessel stranding on the coasts of the United Kingdom, and the lives of the crew being placed in danger, assistance will, if possible, be rendered from the shore in the following manner: 1.-A rocket or shot, with a thin line attached, will be fired across your vessel. Get hold of this line with all speed; and when you have secured it, let one of the crew be separated from the rest, and signal to those on shore as follows:-If in the daytime, wave his hat or his hand, or a flag or handkerchief; or, if at night, let a rocket, blue light, or a gun be fired, or let a light be shown over the side of the ship, and be again concealed. 2.-When you see one of the men on shore separated from the rest, wave a red flag; or, if at night, show a red light, and then conceal it, you are to haul upon the rocket line until you get a tailed block with an endless fall rove through it. 3.-Make the tail of the block fast to the mast about 15 ft. above the deck, or if your masts are gone, to the highest secure part of the vessel; and when the tail block is made fast, and the rocket line unbent from the whip, let one of the crew, separated from the rest, make the signal required by Article 1 above. 4.-As soon as the signal is seen on shore, a hawser will be bent to the whip line, and will be hauled off to the ship by those on shore. 5.-When the hawser is got on board, the crew should at once make it fast to the same part of the ship as the tailed block is made fast to, only about 18 inches higher, taking care that there are no turns of the whip line round the hawser. 6.-When the hawser has been made fast on board, the signal directed by Article I above is to be repeated. 7.-The men on shore will then pull the hawser taut; and, by means of the whip line, will haul off to the ship a sling, cot, or life-buoy, into which the person to be hauled ashore is to get and be made fast. When he is in and secure, one of the crew must be separated from the rest, and again signal to the shore as directed in Article I above. The people on shore will then haul the person in the sling to the shore; and, when he has landed, will haul back the empty sling to the ship for others. This operation will be repeated to and fro until all persons are hauled ashore. 8.-It may sometimes happen that the state of the weather and the condition of the ship will not admit of a hawser being set up; in such cases a sling or life-buoy will be hauled off instead; and the persons to be rescued will be hauled through the surf instead of along the hawser. The system of signalling must be strictly adhered to; and all women, children, passengers, and helpless persons, should be landed before the crew of the ship. SHIPPING WORLD OIL ON ROUGH SEAS. The Board of Trade desire to call attention to the following information published by the Admiralty in their Sailing Directions, on the Use of Oil at Sea for modifying the effect of Breaking Waves:-- A very small quantity of oil, skilfully applied, may prevent much damage both to ships (especially the smaller classes) and to boats, by modifying the action of breaking seas. The principal facts as to the use of oil are as follow: 1. On free waves, i.e., waves in deep water, the effect is greatest. 2. In a surf, or waves breaking on a bar, where a mass of liquid is in actual motion in shallow water, the effect of the oil is uncertain; as nothing can prevent the larger waves from breaking under such circumstances; but even here it is of some service. 3. The heaviest and thickest oils are most effectual. Refined kerosene is of little use; crude petroleum is serviceable when nothing else is obtainable; but all animal and vegetable oils, such as waste oil from the engines, have great effect. 4. A small quantity of oil suffices, if applied in such manner as to spread to windward. 5. It is useful in a ship or boat, both when running or lying to, or in wearing. 6. No experiences are related of its use when hoisting a boat up in a sea-way at sea, but it is highly probable that much time and injury to the boat would be saved by its application on such occasions. 7. In cold water, the oil, being thickened by the lower temperature, and not being able to spread freely, will have its effect much reduced. This will vary with the description of oil used. 8. The best method of application in a ship at sea appears to be: hanging over the side, in such a manner as to be in the water, small canvas bags, capable of holding from one to two gallons of oil, such bags being pricked with a sail needle to facilitate leakage of the oil. The position of these bags should vary with the circumstances. Running before the wind they should be hung on either bow-e.g., from the cathead and allowed to tow in the water. With the wind on the quarter the effect seems to be less than in any other position, as the oil goes astern while the waves come up on the quarter. Lying to, the weather bow and another position farther aft seem the best places from which to hang the bags, with a sufficient length of line to permit them to draw to windward, while the ship drifts. 9. Crossing a bar with a flood tide, oil poured overhead and allowed to float in ahead of the boat, which would follow with a bag towing astern, would appear to be the best plan. On a bar with the ebb tide t would seem to be useless to try oil for the purpose of entering. 10. For boarding a wreck, it is recommended to pour oil overboard to windward of her before going alongside. The effect in this case must greatly depend upon the set of the current, and the circumstances of the depth of water. 11. For a boat riding in bad weather from a sea anchor, it is recommended to fasten the bag to an endless line rove through a block on the sea anchor, by which means the oil is diffused well ahead of the boat, and the bag can be readily hauled on board for refilling if necessary. STANDING RULES FOR STEAM VESSELS AT SEA. The Officer of the Watch to keep his look-out on the bridge. The bridge never to be left without a certified officer in charge. The Lookout Man to be stationed on the forecastle head when practicable. The Officer in charge at night will be careful to see that the regulation lights are burning brightly and kept trimmed; that the Look-out Man is at his post; and that the course set is made good. The course steered to be entered in the Night Order Book, and the Officer relieving to examine and sign same before taking charge of bridge. The Helmsman to report his course to the Officer in charge every time he is relieved, and the Look-out Man to report the lights briskly thus-" All's well! Lights burning bright." Sighting Land, Ice, Wreckage, Leading Lights, Fog, or Snow to be reported immediately to the Master. The bearing of the North Star to be noted frequently and entered in the Order Book, with the position of the ship's head by compass at the time of observation. Amplitudes never to be neglected. The Master must see that the Log Book is properly kept, and that the Chief Officer keeps the vessel and crew's quarters clean, and see that the food is properly cooked and served at regular meal times. All cases of disobedience or insubordination on the part of any of the crew to be reported at once to the Master. Boat stations should be assigned to the crew, and boat-drill should be practised. The Master, when leaving the deck for rest, should see the Chart on the table for the use of the Officer in charge, the position of ship pointed out and course being steered, with instructions to be called on all occasions of doubt. GENERAL RULES TO BE OBSERVED ON BOARD SHIP IN PORT OR AT ANCHOR. The Officer to see that the Anchor Lamp is burning brightly before leaving the deck. Deck never to be left without a look-out. The Chief Officer has general charge, and should see that a proper account of cargo and stores is kept both in taking in and discharging, and also that the Carpenter looks at limbers, and sees that the pumps are all clean and tank cocks in working order, and all scuppers clear in 'tween decks before cargo is stowed there. The Chief Officer should also see that the shackles of chain cables are in working order (white lead will be found the best thing for this purpose) and wood pins (American elm is good for pins). The Second Officer, and also the Third, will be under directions of the Chief, either to tally cargo or to look after holds, and, if necessary to keep a hold book. Ship never to be left without an Officer on board except in Harbour or Dock, and not then until the Watchman takes charge, and Watchman not to leave until one of the Officers comes. *** Any suggestions for further information will be appreciated. Capt. ALLISON WOOD, Secretary, British Shipmasters' and Officers' Protection Society, 32, West Sunniside, Sunderland. TERMS AND ABBREVIATIONS USED IN SHIPPING. f.o.w. First open water. p.p.-Picked ports. C.P.-Charter party. N.C.-New charter. O.C.-Old charter. G.F.-Government form. B.C.-Bristol Channel. d.b.-Deal boards. c.o.-Case oil. c.s.-Cotton seed. L. H. A. R.-London, Hull, Antwerp, Rotterdam. Н. Н. - Havre to Hamburg В. Н. - Brest to Hamburg Adjustment.-The settlement of a loss incurred by the insured. Adventure. Goods consigned to a party to be made the most of. inferior. Appraise. To value goods imported. Assets. A term for property and money in contradistinction to liabilities. Assurance. - See Insurance. Average. A sacrifice made to prevent the total loss of a ship or cargo; an average of the loss insured for the benefit of all concerned, to be made good proportionately. Award. The decision in arbitration. Banco. A continental term for bank money at Hamburg and other places. Barratry. A fraudulent act on the part of the master or crew of a vessel, against the interest of the owners. Insurances are effected against barratry. Bill of Health. - A certificate granted by Consuls and Customs Bill of Lading. -A master's acknowledgment and undertaking as to Bottomry. Money borrowed on a ship's bottom or hull, to be repaid with interest if the ship return in safety, but if not to be lost or forfeited. Sometimes it is raised on the lading and master's personal security; see Respondentia. Officers as to health of port. receipt and delivery of goods or cargo. Brokerage. The commission charged by merchants and brokers for securing and transacting business for ships. Charter Party. --A contract with the owner, agent, or master for the service of his vessel. Consul. The commercial representative of one country residing officially in another. Credit, Letter of. - A letter written by one party to another, requesting the party addressed to advance the bearer of person named a certain sum of money. Days of Grace. --Days allowed by law or custom for payment of Bills of Exchange (except those payable at sight or on demand) after specified day of payment; thus, when three days are allowed, as usual in England, a bill due on the 5th of the month is payable on the 8th. fully, and fails so to do. Dead Freight. - The damage payable by one who engages to load a ship Debenture. An instrument of the nature of a bill or bond, by which a debt is claimable. May bear interest or confer some peculiar advantage. It is given at the Custom House to claim a drawback. Derelict. Goods cast away or relinquished by wreck or otherwise. Reductions in duty are also made proportionate to the damage on them. Deviation is a divergence from the voyage insured which may release the underwriter from his risk. Drawback. An allowance granted by Government to encourage exportation of an article, or a return of duties paid upon certain articles on exportation. Discount.-An allowance made for money paid before it is due. To discount a Bill is to buy from the holder the right to receive the money upon it when due. Dunnage.-Articles used in stowing a cargo or trimming a ship. Embargo. An order issued by Government to prevent vessels sailing. Flotsam.-Goods floating after a wreck. Jetsam are those sunk. Logan are those sunk but secured by a buoy. Groundage. Money paid in some parts for permission to anchor. Insurance. A contract whereby, for a stipulated consideration, called a premium, one party undertakes to indemnify the other against certain risks. Invoice. A document enumerating goods sold from A to B. Where the goods are exported by A to be sold on his own account, the document is a specification, and not, strictly speaking an invoice. Lay Days.-Days allowed by charter for loading or unloading ships. master of a ship. Policy. A document containing the contract of insurance. A Valued Policy is when the interest insured is valued. An Open Policy is one in which the amount is left for subsequent proof. In an open policy, where the value shipped does not equal the value insured, the difference is termed over insurance; and the proportionate amount of premium returnable to the insurer is called a return for short interest. Primage. A small allowance for the shipmaster's care of goods now generally included in the freight. Pro rata. Payment in proportion to the interests concerned. cated to the lender, as in bottomry. Super Cargo.-- A person sent with a vessel to dispose of its cargo to the best advantage. K |