SHIPS AND SEAMEN.

Star (Christchurch), Issue 5803, 22 February 1897, Page 2

SHIPS AND SEAMEN.

During the last two or three sessions of Parliament some very radical amendments have been made in the measures affecting our mercantile marine. Many of these came into operation at the beginning of the present year, and it may be of interest to give some particulars of their scope and intention. In these days, when keen competition has reduced freig .ts to barely a remunerative figure, it is only what might be expected to find ship-owners resenting: innovations, that are at all likely to further lessen their profits. This resentment is all the more pronounced when the parties directly affected, who have not kept themselves fully acquainted -with the amendments to the law, are informed of their duties and responsibilities in the official and sometimes "stiff" manner begotten of "officialism." From this it is not to be assumed that the average official is wanting in courtesy. Far from it. But as it is nobody's duty to explain the law, the official is, naturally enough, perfectly satisfied to administer it as he finds it. Hence the trouble. Another point worth mentioning is tlie necessity that exists for a uniform code of regulations for the whole of the Australasian colonies. Our Premier evidently recognises this, for it , was one of tho matters" he suggested ■ for consideration at the Hobart Conference. To show its importance it is only necessary ; to mention a recent experience. The other day a barque from Australia waa lying in Lyttelton harbour. She was sailing under articles issued at an Australian port, and she was forced to carry only three able seamen. Now under New Zealand's amended shipping law this same vessel was required to carry six able seamen, one ordinary seaman and a boy. It is quite time the other colonies brought themselves into touch with the requirements of the merchant marine service. While on the subject of crews it may be as well to state that the law provides that sailing vessels over 30 tons and under 100 tons shall carry not less than 2 able seamen, over 100 tons and under 200, 4 able seamen, over 200 tons and under 300 tons, 5 able seamen and 1 ordinary seaman, and so on until a sailing ship over 1000 tons and not exceeding ICOO tons must carry 10 able seamen and 2 ordinary seamen, with 2 able seamen extra for every 500 tons or fraction of 500 tons that the vessel is above 1500. Another regulation that has needed a little firmness in putting into operation is the one providing for the annual adjustment of compasses. So much of the administration of the law is effected through that very convenient piece of legislative machinery known as the ■■" Governor-in-: Council," that there is a very grave danger of regulations being overlooked by the people immediately concerned. The law provides that from Jan. 1 of this year the masters of foreign-going sailing vessels and cargo steamers, other than intercolonial traders, may make their own adjustments upon satisfying the department of their ability to do so ; but the masters of intercolonial traders must submit their compasses to be adjusted by one of the officials appointed by the Government at the chief ports of the colony. Captain H. M'Lellan has been appdinted to do tho work at Lyttelton, and upon adjusting the compasses he issues a certificate which stands good for twelve months. Of course, in the case of steamers holding passenger certificates issued by the Board of Trade the regulations do not apply, as the possession of the certificate is accepted as evidence that their compasses have been adjusted in the United Kingdom. The regulations are vety comprehensive, and it is not intended to do more here than to simply remind shipowners, agents, and masters of their existence. While on this subject of regulations having for ' their object the increased security of those who go down to the sea in ships, it may be mentioned that, although much has recently been done by our Legislature, there are still many matters that require attention. The Government is extremely fortunate in having the assistance of so able a seaman as Captain G. Allman as nautical adviser, and we would rehiind that gentleman of the need for some better provision for the inspection of life-saving apparatus and gear. Those who are in the habit of visiting our ports frequently see some old wooden craft — through whose hull a fair percentage of the waters of the Tasman Sea would bo pumped on a voyage to an Australian port — provided with a couple of boats lying keel uppermost on a decfctfiouse and securely lashed down ; so securely, in. fact, as to suggest that they have occupied their present position for many months,, indeed years, and have come to be regarded by nil on board as much a permanent fixture as tho mast itself. A > closer inspection of these boats, which am carried ostensibly for live-saving purposes, too often reveals the fact that by constant exposure to the wind and sun their planking has " opened up," and it needs neither fi very strong imagination nor a great deal of knowledge to convince tho observer that they would float just about as long as an Ordinary sieve. What is wanted is periodical boat drill by the crews of every vessol, under the direction and supervision of an official. If any regulations for boat drill exist they aro a dead letter. This matter is one that affects the seamen doing duty in our passenger steamers, both intercolonial and Homo trade, more than it does those employed in sailing vessels. It is sometimes argued that the increase of steam vessels and the corresponding disappearance of sails as a propelling power have had much to do with the alleged decadence of tho British tar. Be that as it may, there is little doubt that the average steamship sailor knows considerably less about the management of an oar than he does about going aloft. When it is added that a boat's crew on our passenger steamers is usually mado up of an officer, a couple of firemen, one deck hand and two or three stewards, it is not difficult to understand its incompetence. The officer and the deck hand represent the whole of the nautical talent, and it is highly probable that in nine cases out of every ten the others iv tho boat havenever handled an oar in their lives. Here is one direction in which the safety of tho travelling public could be very materially increased by the active interference of the Nautical Adviser, backed up by the authority of tho Government.