SHIPS AND THE SEA.

Gisborne Times, Volume XXX, Issue 3510, 29 April 1912, Page 5

SHIPS AND THE SEA.

BOARD OF TRADE REQUIREMENTS 'No. 3. PREPARING FOR SEA. (Specially Written for the Gisborne Times by T. 0. Randles.) In my last two articles I dwelt upon the cubic capacity of lifeboats, and the provisioning of same. I also showed that these lifeboats on survey day —which is generally two days prior to the ship’s departure—are handled by shoremen or riggers, the crew—which mean sailors and firemen—not joining the sliiii till a few hours before sailing. We come now to sailing day and up goes the Blue Peter. On this day everything is hustle and bustle to get tilings in order. The crew is now on board the ship and the vessel glides into the river to receive her third-class passengers, who are the first to embark on the steamer. About 11 o’clock all hands are told off to get ready for muster, which means that every man, with the exception of the firemen, must put on their good uniform and make himself presentable to pass the Board of Trade doctor. The bugle has now sounded for muster, and the men assemble on the promenade or boat- deck to answer the roll call, the officers of each department calling the names in rotation from the ship’s articles. Board of Trade Inspection.

After this performance has been gone through, the officials of the Board of Trade have arrived, accompanied by the superintendents of the shipping company. After a walk around the ship viewing the passenger accommodation, medicine supplies, etc.-—but usually forgetting the crew’s quarters—there is a general roll call, and every man must answer his name and pass the Board of Trade doctor. I may mention that the shipping companies, oil account of the “Compensation Act,” employ a shore doctor to examine the crew 'before signing the ship’s articles. Should a man be defective in any way, another is put in his place. The bugle sounds again for boat muster, and each man, having received a boat badge, makes for his boat. The Board of Trade officer, accompanied by ship’s captain and Marine superintendent, view each boat’s crew as they stand at attention, and after a. march past- request the chief officer to swing one or two of the lifeboats. The Board of Trade officer watches tin's operation, which at times ' takes five to seven minutes, more or less, on -account of the crew not being intimate with -the intricate workings of the lifeboat.

Atfer this formality has been, gone through; the bugle sounds again to dismiss, and that is the finish of the Board of Trade lifeboat drill and muster on board our modern liners.

I may mention that, even before the launching out of these two lifeboats, the stewards and firemen liavo been dismissed from their respective duties.

So this dot falls to the seamen of the boat chosen, with the help of others whose boats have not to be swung out, to carry on the operation. So you see things are in a deplorable condition. The lifeboats are not provisioned, and the men who must face the perils of the sea have had no practicable boatdrill. What do you think of a crew ranging from 400 to 500 men, and only 20 out of that number, or a little more, have helped to swing the lifeboats out?

Are not things in a had state? I see that the Gisborne Chamber of Commerce has been touching upon this vexed question, with the remark, “Let sleeping dogs lie.” But I say wake them up from their lethargy. It is no use looking for a remedy when the disaster comes, because we have been forewarnedand we should prepare ourselves so that we may be forearmed. Can We Learn a Lesson ?

Even to-day around N.Z. wharves there is a dearth of lifebuoys, and something should be done in this direction for the safety of citizens and the outgoing and incoming passengers. Supposing there was a disaster outside our harbor to-night. Have we got an equipped lifeboat and rescuing crew we could send to give assistance?

But. to continue: The boatmaster, the Board of Trade officer, and marine superintendent of the shipping company adjourn to the saloon, where all papers relating to passenger accommodation, lifeboat capacity, the number of passengers and crew, and other detail, are gone through. If everything satisfies the Board of Trade officer he signs the clearance for the vessel’s departure. Each passenger steamer of the Home and foreign service must have a certificate furnished by the Board of Trade giving details of the number of passengers and crew such vessel is allowed to carry. This certificate must he framed and placed in a conspicuous part of the ship. The certificate stands good for twelve calendar months. At its expiration the steamer must he dry-docked and undergo a general survey. Should any passengers he carried over the amount scheduled for such steamer, the master of that steamer is liable to a heavy fineThe same applies to coasting steamers, and the master who takes more passengers than scheduled to carrj runs a very great risk, which is punishable by law. (To be continued.)