SHIPS AND THE SEA

Evening Post, Volume LXXXIV, Issue 72, 21 September 1912, Page 12

SHIPS AND THE SEA

THE DEMAND FOR OIL TANKERS. That the demand for oil tank steamers exceeds the capacity of shipbuilder* to turn them out, nt least in the required time, is evidenced by tho fact that there are still enquiries for converting cargo boats into bulk oil carriers. (So writes a correspondent to Lloyd's Shipping Gazette) It is not the most satisfactory method of acquiring vessels for this purpose, for the conversion is a costly business, andis not always a complete success, but it is the only way lo got ready tonnage for the trade, and oil freights are so good that owners are willing to try any expedient. Enquiries are now circulating on the Tyne, nnd we may shortly hear of other vessels being converted, in addition to the Chatham aad Harport, which are in the hands of Smith's Dock Company for this purpose, the one at North Shields and the other at Middlesbrough. Both these vessels are intended for the Deutsche-Amerikan-ischo Petroleum Geseelschaft, of Hamburg, nnd the work is being carried out under the personal supervision of that company's principal inspector, Herr Eckmann. All told, there are now building and on order on the Tyne forty-four oil tankers. HENDERSON COLLAPSIBLE BOAT DESCRIBED. A collapsible boat which is coming into favour now is one known as the Henderson type, manufactured by Messrs. Charles Henderson ahd Company, of Glasgow. As considerable interest in these collapsibles is now being shown, a brief description will not be out of place. The topsides, bottom, and plat* form of the Henderson boat are of wood. The frames are tubular, and the covering between, the topsides and bottom is of specia-lly prepared canvas, which is both rat and water tot proof. A boat weighing 18icwt will hold 61 adults, and will measure 28ft in length by Bft 6in beam. Such a craft will have a freeboard of"2ft. The depth amidships, when collapsed, is 16in, and when "nested" one inside another three boats of the same dimensions, each with its outfit of oars, etc., only occupy about the same space as one when in form. The boats can be automatically formed and locked in three seconds, by the action of hoisting up by davit purchase, or, without the aid of davite, by simply drawing the heads of the hinged stem and stern posts asunder. The advantages claimed for the Henderson boat are:-— Simplicity and facility for repairing in case of damage; lightness, com- 1 I bined with gr^at strength; compactness ' iii stowage ;#; # expeditious forming a-nd launching without the aid of skilled labour; and reduction to a minimum of area of canvas covering. INSANITARY SHIPS. j Dr. Howard Jones, medic*) officer of the Newport Port Sanitary Authority, in his annual report, cays that although the Board of Trade has laid down certain minimum requirements in respect of cubio space and sanitary conveniences, new vessels frequently arrive at Newport which contravene even the inadequate requirements of the department. In the merchant service, he saye, every ship has ita own standard of hygiene. Dr. Jones adds:— > "In my a opinion there id no question as to the inadequacy and obsoleteness of the health-preserving regulation of the Board of Trade, which department is entrusted with the housing of the sailors. Other maritime nations are waking up in this matter. In particular, Norway and Denmark are ahead of us in respect to marine hygiene. Marine hygiene is an undeveloped science. The Board of Trade offioia.ls who are responsible for the construction and supervision of vessels are not required to possess any knowledge of hygiene." 1 SEAMEN AND CONSUMPTION. Dr. Herbert Williams, medical officer of health for the port of London, makes the following remarks in his annual report: — "The prevalence of pulmonary tuberculosis among seamen is much greater than is supposed. A sailor's life is supposed to be particularly healthy, but the conditions under which sailors live and to which attention has been drawn repeatedly in tny annual reports, are such a& to favourably pre-dispoaa to tho dissemination of this disease. It may be stated that the crew's quarters on ivessels are habitually overorowded, when judged by the lowest standard of accommodation which exists or is permitted on shore, which cubio capacity is, in the oase of common lodging-houses occupied by day and night 400 oubio feet, whereas seamen may only have 72 oubio feet per head. The conditions under which seamen on vessels live are particularly favourable for the dissemination of pulmonary tuberoulosis, and it would seem that until the legislature takes some more practical interest in the welfare of seamen, pulmonary tuberculosis will continue to be a cause of much mortality amongst this class of men. I have pointed out before that the conditions of life on vessels for seamen can be much improved, especially in new vessels, without much _ addition to the prime cost of construction. The crews' quarters should be situated above deck, preferably in the after part of the ship. This position will enable their quarters to be provided with skylights and adequate means of ventilation. Ventilation means the regular supply of fresh air to the inhabited spaces, without the creation of a draught, and the extraction of the foul air so that the carbonio aoid gas, eta, shall be constantly removed and the quantities not allowed to increase beyond a recognised low percentage, while the relative quantity of oxygen in the air may be as high as possible. The present regulations of the Board of Trade merely insist on the provision of a yentilator, whjoh is often situated over a berth, and is generally stopped up from below, or the external opening ip covered up with canvas." THE HUIA-A NOTABLE VESSEL. The sale of the auxiliary schooner Huia, as reported from New Zealand (says the Sydney Shipping List), reoalla the fact once again that the topsail schooner in both the Australian and New Zealand trade is fast disappearing. This little vessel, which was built about 20 yeatß ago at Kaipara, many years back was engaged in the intercolonial timber trade, but more recently has been a regular trader in the Kaipara-Lyttelton run She was formerly in command of Captain George M'Kenaie, but of late has been in the hands of Captain D. M'Ken«ie._ The Huia is fitted with a 75 h.p. Union oil engine. During her long oaTeer the Huia has always escaped serious mishap, and has been a most successful trader. She is a smart sailer, and has made some very fast passages. When in the intercolonial trade, it is asserted, ghe sailed from Newcastle to Kaipara in four days, which is better than ordinary steamboat time. She has made the run from Lyttalton to Kainara in under 48 hours, and on one occasion she made the round voyage, including the handling of two cargoes at Lyttelton and Kaipara, in 15 days. Captain M'Kenzie will probably take the Huia from Lyttelton to Whangarei and Auckland, but he has not yet decided whether he will procure another vessel for the trade to Kaipara. DEGENERACY OF SEAMEN. Complaints are made of the degeneracy of the seamen found on British ships. They oan, indeed, do little olse but degenerate under tho present, conditions. Persona who travel by steamer and are enabled to sleep in state-rooms below deck am often only 100 cognisant of tho imperfprt ventilation found m ordinary RTPnmers even under such favourable etr mlmstaneps where tho state-room is inhabited usually for only a fow hours at night. They can easily imagine the condition of the seamen shut up in quarters below deck which are practically in constant use (is a sleeping, living, and dining room, generally dark, dirty, damp, and phcumborecl with clothing. In some of tho smaller vessels the men have even to provide and to keep their food in their quarters. —Dr. Herbert Williams (medical officer of health for the Port of London), in his annual report.