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HARTLE- G. F. Berry, 63, Church-st., W. Hartlepool. In Dock available or at sea

POOLS. A. Willings & Co., 5, George-st.,
HUMBER B. Cooke & Son, 35. Paragon-street, Hull. In River, White Boote Rds.
DISTRICT. Castle & Co., Commercial-road,

Grimsby Rds., or at sea.
W. Hakes, Commercial road,

Weather or ship's draught
Newton Brothers, Prince Dock,

renders tug necessary.
W. T. Parrott, St. Andrew's Dock,
F.H. Cousens, 11, Waterhouse-lane,
E. Greeley, 29, Humber Dock-street, ,,

Newton Bros., Prince's Dock-street,
LIVERPOOL Thomas Bassnett, jo, Bath-street, Liverpool. In River or any Dock avail
J. Bruce & Son, 60, South Castle-street

able. The outer walls of
Chadburn & Son, Waterloo road,

the Docks were marked Frodsham & Keen, 31, South Castle-st.,

abou! 1868 with the de. 1. Parkes & Sons, 11, St. George's-cres, grees for vessels adjusting W. Gerrard, 49, South Castle-street,

in the River Allowance D. M'Gregor & Co., 39,

now to be made for the
J. W. Kay & Co., 8. Caming-place

ditierence in variation.
J. Sewill, 61, South Castle-street,
LONDON Henry Hughes & Son,59, Fenchurch-st., London Al Greenhithe. Three sets
THAMES Lilley & Son, 10, London street,

of Buoys placed by the DISTRICT), Imray & Son, Lid., Nore & Wilson, 156, Thames Gonservancy.

Minories, London. No charge for Buoys.
J. D. Potter, King-street, Tuwer-hill, Tug usually employed, but
Reynolds & Son, 14, Lundun-strect,

not always necessary.
F.Wiggins & Sons, 10, King-st., Tower-hill)
MIODLESBRO' Constantine Pickering & Co., Ltd., Docks, Mid- In River or at Sea.

dlesbro'.
J. Dardin, Dock-s'reet, Middlesbro'.

Harris, Thomas & Co., Liv., Docks, Middlesbro'.
NEWPORT. E. E. Williams, 94, Dock-st., Newport, Mon. In Dock or in Newport Rds.

W. Stenton, 54, Alexandra-road,
PLYMOUTH. J. Blowey, 23, South-side-street, Plymouth. in the Sound or in Dock
SOUTH- J. B. Thomas, Empress-cbambers, Southampton In River, at Sea, or any
AMPTON.J. Fay & Co, 80, High-street,

place available.
F. Smith & Son, 23, Oxford-street
SUNDERLAND Hutchinson & Jackson, Norfolk-st., Sunderland. Generally at Sea, or in Dock
J. Morton, Villiers-street,

when weather is too heavy
Moss & Muir, 21, Bedford-street,

J. J. Wilson & Son, 19, Hudson-road,
SWANSEA. B. R. Cousens, 20, Wind-street, Swansea.

In any Dock available or in
F. Martin, 2, Prospect-place,

the Bay Nocharges in Dock
Webber & Son, Lid., 87, Oxford-st., ,,
THE CLYDE 1. Dobbie & Son, Lid., 45.Clyde-place, Glasgow. In Gourock Bay or Tail of
DISTRICT. D. M Gregor & Co., 37, Clyde-place

the Bank. Usually done
Whyte Thomson & tv., 144, Brvomielaw, ". at Garelochhead, where
R. Love, 17, West Blackhall-street, Greenock. Buoys are placed by Clyde
D. M'Gregor & Co., 37. Clyde-place,

Trustees, Charge for use
A. Dobbic & Co., Lid., 28, Cathcart-st., of Buoys. Tug usually.
THE FORTH. J. Grant, 191, Great Junction-street, Leith. In Granton Harb, or Leith
James Hogg, 5, Dock-place,

Roads. Power on board.
D. Stalker, 6, Commercial-street.

Christensen & Co., Grange-sl., Grangemouth.
THE TAY. P. A. Feathers & Son, 43, Duck-st., Dundee. In any Dk.available. Notug
THE TYNE. T. L. Ainsley, Mill Dam, South Shields. At sea off Tyne entrance.
A. Dobbie & Son, Ltd., Mill Dam,

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Bearings from objects on T. Morton. Mill Dam,

shore, or by sun. Wilson & Gillie, New Quay,

North Shields. W. H. Moralee, Union-street,

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TABLE, Showing the dimensions of the Common Links, Weights and Scale

of Proofs for Chain Cables supplied for Her Majesty's Navy.

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Oz.

cwt. qr. Ib.

in. 16'2 14'4

318 937

Tons. 2187

972

o

768

126

in.
27
24
21
194
18
165
15

2016 1764 1616

224
1509
120-148
94'5
72 789
5469
475

17
108
99
go

55
81

1458

588 oo
507
432
363 0
300
270 3
243 0

23

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6 75

33 584
280
230
1876
15

631

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55$

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ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܘ ܪ ܘ 8 ܘ

II 81

63
5*85
54
495
4'5
4'05
36
315
27
2'475
2'25

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192 168 147 126 108 90 75 60 48 36 27 22 18 15 12 9

6.836 4983 35 2'344 1473 I'137

18 13 10 84 7

854

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622 437 *293

I'575

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ADMIRALTY CRANE CHAIN. Close linked for Rigging, Cranes, &c., extieme length of link not to

exceed 5 diam., and to be proved by a Proving Machine. in.

in. 14 diam. 31% tons. 1 diam. 9 tons. ya diam.

21 tons.

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FORMULA FOR SAFE LOAD ON CHAINS (WORKING

LOAD).
D = Diam. in Iths of an inch.

D=

8x W
W = Safe Load in tons.

D'
Thus in in. Chain, D=6

6:36
Then

W=ž -- =4f tons.
D= V 8xW= V8x43 - ✓ 36
That is D=six-eighths of an inch=.

REMOVAL OF WRECKS. The “Merchant Shipping Act,” 1894, secs. 530 to 534, gives powers to the Local Harbour Authority at every port to clear away any wreck forming an obstruction, in default of the owner's proceeding to do so, and to re-imburse itself from the sale of any materials recovered, either of the ship or of its cargo. Where there is no local authority, the lighting and buoying authority is to have jurisdiction, and the same powers of removal, re-imbursing itself in the same manner.

As, however, the expenses of recovery of the materials of an iron ship greatly exceed the value of the materials when recovered, certain of the principal harbour authorities have applied for, and have obtained, further powers, and the Thames and Humber Conservancics, the Mersey Harbour Board, the Clyde Lighthouse Trust, and the Commissioners of Cork and of Waterford Harbours, have, with some others, power to enforce payment by the owners of a wrecked ship of all expenses incurred in the removal of the obstruction.

In France, the measws of liability is now limited to the value of the ship and cargo. P, abandonment of these the owner of a vessel wrecked in French waters escapes all further liability to the Government.

STANDING RULES FOR STEAM VESSELS AT SEA.

Officer of the Watch to keep his look-out on the Bridge, not leaving it excepi when necessary. At night he will be careful to see, from time to time, that the side and masthead lights are burning brightly, and kept irimmed ; that the look-out man is at his post, and that the Ship is steered her course. Where an order book is not kept, the couise given to be marked on the Log-slate (which shoull always be kept in the Chart-room), the Officer relieving to examine same before taking charge. The bearing of the North Star to be noted frequently and entered in the Log, with the direction of the Ship’s head at the time of observation. Amplitudes never to be neglected. All courses given are by the Bridge or Standard Compass. The Officer in charge of the Deck to observe is any change or difference takes place between any or either of the Compasses, 1,6., more than usual, if so, call the Master. Log to be love every WO hours, if Patent Log is towing it should be verified by common log: Barometer registered every four hours, and to be frequenuly noted during unsetiled weather. Masters and Officers are respectfully re. quested NEVEK to forget the three L's--LATITUDE, LOOK-OUT, and

No Chart-room ought to be without Celestial Maps hung up. The Master, when leaving the Deck for rest, shall see that Chart is on the table for the use of the Officer in charge, with instructions to be called on all occasions of doubt,

Pump wells to be sounded by Carpenter at 8 a.m. and at 8 p.m., and to be reported to Chief Officer who reports same tc Captain previous to making eight bells; and wells to be sounded not less than once in four hours during bad weather, any unusual quantity of water to be reported to Captain and Engineer of watch. Carpenter to rote soundings on the board (where one is kept) in addition to verbal report. Officer of the waich to report changes of weather, particularly so in casos of fog, heavy rains and hazc, a large number of Ships, or anythira unesual connected with the Ship, such as thick volumes of smöke going righ' ahead, so that the course may be altered is prudent to do ou.

LEAD.

Watch on deck to be kept round the wheel-house, so as to be ready for Officer's orders, and save him from leaving the Bridge to look for the hands.

Master, Officers, and Carpenter to see that all Steering Gear is in working order.

Chief Officer to see that the Forecastle is cleaned out at proper times; also to see the Winches are always in working order.

Carpenter to work all Sluice Valves once a week, and as a rule keep then closed at sea, except when wanted to run water to Engine-room,

Carpenter to look after all Tarpaulins and Wedges for Hatchway Battens, and during fine weather the ventilator covers are to be taken off, and one hatch from each hatchway, and to be closed again before dark. Chief Officer to see that the coal trimmers keep the grating on bunker holes, and put covers on every evening coming in dark; any neglect of this to be reported to the Chief Engineer. The Ash Shoot is to be used for the purpose of keeping the Ship clean. 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 lelt without a look-out.

Chief Officer has general charge, and will see that a proper account of Cargo and Stores is kept both in taking in and discharging, and also see 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 to see the Shackles of Chain Cables are in working order (White Lead will be found the best thing for this purpose). Wood Pins (American Elm is good for pins).

Second Officer, and also Third, will be under directions of Chiet, 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 Ilarbour 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 appreciaied.
JAS. HENDERSON, 45, West Sunnyside, Sunderland,

British Shipmasters' & Officers' Protection Society.

AIDS TO MEMORY, IN RHYME.
By Thomas GRAY, late Assistant Secretary, Board of Trade.
Two Steamships , When all three lights I see ahead,

Meeting. II port my helm and show my RED.
Two Steamships(Green to GREEN or RED to Red-
Passing Clear. (Perfect safety-go ahead !

Two Steamships Crossing. Note.- This is the position of greatest danger; there is nothing for it but good look-out, cation and judgment, with prompt action.

All ships must keep a good look-out, and steamships must stop and go astern if necessary.

If to my Starboard Red appear,
It is my duty to keep clear-
To act as judgment says is proper-
To Portor Starboard ---Back-

(-or Stop her.
But when upon my Port is seen
A Steamer's Starboard light of GREEN,
There's naught for me to do but see
That GREEN to Port keeps clear of me.

1.

2.

TABLES OF FREEBOARD. THE MODIFICATIONS RECOMMENDED BY THE LOADLINE

COMMITTEE OF 1898, WITH BOARD OF TRADE Notes ON THE APPLICATION OF THE TABLES AND RULES FOR THE AssIGNMENT OF FREEBOARDS TO TURRET DECK AND SHELTER DECK VESSELS, ARE EMBODIED IN THE FOLLOWING PAGES.

REPORT OF THE LOADLINE COMMITTEE EXTRACT.]
To His Grace the Duke of Richmond and Gordun, K.G., &c.,

President of the Board of Trade.
My LORD DUKE. The questions put to us were--

“1. Whether it is now practicable to frame any general rules concerning freeboard which will prevent dangerous over• loading without unduly interferring with trade.

"2. If so, whether any, and which of the existing tables, with any, and what alterations, or any other, and what tables should be adopted.

* 3. low far any such tables can be adopted as fixed rules, and what amount of discretion must be left to the Officers who

have to see that they are complied with.” We have unanimously arrived at the following replies, viz. :

We are of opinion that it is now practicable to frame general rules concerning freeboard which will prevent dangerous over. loading without unduly interferring with trade.

We have the pleasure to submit herewith tables which we consider should be adopted.

3. We are of opinion that these tables can be adopted, at least for all existing types of cargo vessels, and for some years to come, without the exercise of any other discretion on the part of the otticers who have to see that they are comp ied with, than that which concerns the quality and condition of the ship. The free boards assigned by the tables herewith are suitable for vessels of the highest class in Lloyd's Register or of strength equivalent thereto, and should be increased for ships of inferior strength.

To the responsible authorities a large discretion must be allowed, viz. : that of applying the tables themselves with reasonable modifi. cations to any very exceptional vessels which may now exist or may hereafter be constructed.

For, careful as we have been to give full consideration to all actual types and sizes of vessels, we cannot but admit that undue interference with trar e inight occasionally arise were the tables tų be applied henceforth to all ships, present and future, without any exception whatcver. We are well aware that the discretion which we thus regard as necessary is such as should be exercised with very grcal skill, care and judgment.

The tables submitted herewith are of the same general form as those litherto adopted by Lloyd's Register Office, and, like them, involve the reservation above water of a regulated minimum percentage of the

total buoyancy. These tables sufficient height of deck above water. The views of the Loard of Trade advisers concerning the value of forecastles, poops, and like deck

erections, and the necessity for Liberal amount of freeboard in flush decked vessels which are

secure

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