THE UNDER WAITERS' ASSOCIATION.

Evening Star, Issue 8775, 16 March 1892, Page 1

THE UNDER WAITERS' ASSOCIATION.

The annual general meeting of the Otago Branch of the New Zealand Marine Underwriters’ Association, established in 1876, was held on the 29 th January ult., Mr P. Mallard being in the chair, when the officers for the present year were elected, and the reports of the Committee and the Surveyor for the eighteen months ended December 31 were read and adopted. A good deal of useful, practical work would appear to be done by the Association, who exercise an intelligent, general, and close supervision over all matters connected with shipping. Committee meetings have been held weekly, general meetings monthly, and correspondence has been maintained with the London and other associations.

The reports above referred to, although in the main dealing with subjects either technical or of direct concern only to underwriters and the shipping trade, contain information on certain points which is, we think, of general interest, especially as showing the functions of the Association and how they are excercised, with the object of securing, so far as is practicable, the safety of vessels and cargoes from the ordinary risks to which they are open. Careful attention is, for instance, we find by the report of the Committee, given in every instance to shipments of wool and flax—articles, under certain conditions, liable to spontaneous combustion. Bales having the least appearance of damp or stains are examined, and, if at all suspicious in appearance, are not allowed to be put on board. It is seen also that proper tarpaulins are furnished for railway trucks, and the trucks swept thoroughly clean before taking in bales. The Committee state that one or two cases of ballasting between timbers had been brought under their notice—a practice most reprehensible and fraught with serious danger; since, in the event of a ship making water through straining in heavy weather, or otherwise, there are no clear channels to the pump wells. Communications were at once entered into with Loudon and Australia, and in the end the whole matter was referred to the chairman of the New Zealand Underwriters’ Association, with a view to united action being taken. This system of stowing ballast in order to economise freight space, particularly in vessels laden with grain and wool, is believed by competent authorities to be responsible for the louh of tunny a good ohip whose actual fate has never transpired. A new risk from fire is now introduced by the installation of electric light on board ships. The Committee, considering the imminent danger from any defect in the apparatus, recommend that “ the electric light on ships should be “ carefully examined by competent “ persons.” They think that this duty may be undertaken by the Marine Department at the time of the usual periodical survey. The Committee draw special attention to the quality of the iron used in rings for mooring buoys, and suggest that breaking tests of efficiency should in all cases be applied. It may be remembered that quite recently at Oamaru H.M.S. Eingarooma carried away the ring of the buoy to which she was fast in quite smooth water. Captain W. Thomson is the surveyor for the Otago branch of the Association, who have been fortunate in securing his services as their executive officer. In his report, under date January 12, 1892, Captain Thomson describes the present condition of the several harbors of the provincial district, relates the casualties during the eighteen months, and deals with other matters of more or less importance. In regard to Otago Harbor, he states that the full advantage of the engineering works at the entrance has now been obtained. What was formerly known as the bar has, he says, disappeared, and vessels drawing 25ft can come and go with perfect safety. “ The elbow in the “ channel at the Maori Kaik,thatwas so “ risky for large vessels, has been taken » out by dredging, thereby rendering the “ navigation of such vessels through the “ same very safe and easy. The Upper ‘ ‘ Harbor remains in statu quo, and is safe “ for vessels drawing 19ft.” Local casualties were limited to the s.s. Industry when proceeding out of the Bluff Harbor striking on a rock in the narrows, which necessitated docking for permanent repairs; and the p.s. Theodore sinking at her moorings in Lake Wanaka, but successfully raised under the direction of Captain Thomson himself. There is unhappily, however, a long list of total losses of vessels trading to this port, missing or wrecked. Notable among these are the s.s. Kakanui, missing since January, 1891; the barque Compadre, wrecked at the Auckland Islands, March, 1891; the s.s. Wanaka, wrecked at Taranaki April, 1891 ; and the Rose M,, barque, missing since January, 1891. The inward cargoes, it is stated, have, on the whole, been delivered in good order, excepting an occasional package stained from leaks at the masts and corners of deck houses, and “ which in “ some vessels partake of neglect to “keep mast coats in good order.” In respect to outward cargoes, Captain Thomson reports that careful attention has been given to the shipment of wool, grain, dairy produce, etc., at Dunedin, Oamaru, and the Bluff. More than the usual quantity of wool, he says, has come into Port Chalmers dumping sheds this season, wet and stained, but was all sent back dried, and rebaled before shipment. “ Regular traders

“ comply with ballast and dunnage “ rules without any trouble, but with “ outsiders there is a difficulty, as they “ come from ports where, it would appear, our rules do not obtain. A “ system full of danger is attempted to “be introduced—viz., stowing ballast “in the timbers—for which the shipbuilder has made no provision in “ the construction of the vessel." Captain Thomson is so strong in his condemnation of this that he declares his opinion that a master who would sanction such stowage is unfit to have charge of a ship. It is, indeed, difficult to understand that, for the sake of a little extra freight, those responsible should be willing to run the risk of loss of life and property by such foolhardy conduct. In conclusion, Captain Thomson refers to the establishment of a light on the Snares Island agreed upon by the Governments of New South Wales, Victoria, and New Zealand as a most important work. He suggests as most desirable that Cape Howe should be lighted up by an international arrangement, “as “ vessels in those latitudes have fre- “ quently to be run on dead reckoning, “ which is wide of the truth sometimes “ with many navigators, because of “ the varying set and rate of currents “ and absence of observations to deter- “ mine the error of the compass, which “is always greatest when the ship’s “ head is east or west.”