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Us eful fjint RON, steel and other metals should be stowed away in such a way as to bring the weight of the cargo as high up in the ship as necessary, SO as not to make the ship unduly stiff. About one-third of the weight of the shipment should be placed in the ‘tween decks. If the ship has no ‘tween decks, the cargo should be built up either by the use of planks laid between different tiers, or by stowing grate bar fashion, that is, with one tier fore and aft, on top of the ceiling, the next rails diagonally with rails fore and aft on each side to guard the ship’s sides, continuing stowage in this manner until the desired height has been reached. The upper tiers should be laid fore and aft and the uppermost locked, that is, to insert the upper rail to fill in between the underlying tier in order to get a flat solid top. If no other cargo is to be stowed on top of shipments of iron, they must be se- curely shored down against ‘tween deck, or the main deck beams in hatch corners. If the length of the pieces in the cargo is such that it cannot be stowed in that way, it should be brought up pyramidically from the ends of the ship, and stowed in such a way that one tier binds the next one. When dunnaging for iron in ships, where there is no ceiling, the dunnage must be laid either athwartships on every second bottom span or planks can be laid diagonally so as to rest on several spans. If this is not done, the tanktop may be dented and may become leaky. Cargoes of steel, tin and other metals, must not be stowed on top of barrel goods, general cargo or cargo that is liable to damage on account of the weight of such ship- ments. Duty of Ship’s Officers N THIS issue, the ship’s mate pre- | sents his point of view of the dif- ficulties of the deck officer in con- nection with cargo handling and stow- ing. Anyone familiar with opera- tions realizes the practical force of the statements made in his article. Nevertheless, good ship operation, as for all other activities in life, de- pends for its ultimate efficiency on the experience, intelligence, energy and conscientiousness of all indi- viduals participating. It is necessary for every ship’s officer to demonstrate under difficult conditions all of these qualifications if he is to do his job in the right way. He must remem- ber, and all others must, that the CUTTER ULLAL LOLOL UCHAULAAU CLO UCOAAROOO COAT COO TCGHAT CTH HIS page is being devoted to short items on all matters having to do with the more efficient turn- around of ships. These items are in- tended to be of a helpful nature. We will welcome for this page brief descriptions, illustrated if possible, of any better or safer way of perform- ing any function in cargo handling. Also, any questions submitted will be answered by the editor. MTT UGLUO CO LUAUUO UCU UOO OOO LOM OG LOGO UDHA OOH COTT COTTE road to success is not one of conven- ience and ease. The story goes that when one of Napoleon’s marshals re- ported a victorious engagement, the little corporal wanted to know what he had done after the victory. This may seem thankless, but efficiency is a stern taskmaster, and insists on following through until the job is successfully completed. The ship’s officer, like any other in- dividual, should first look to his own shortcomings. When he has mas- tered these, he can and should insist on maximum co-operation on the part of all others affecting the suc- cess or failure of the work in hand. It might well be worthwhile for the shore officials of steamship companies to see to it that all officers on their ships be given the best possible train- ing in their duties in connection with cargo handling and stowage. Fur- ther, shore officials should give seri- ous hearing to all just complaints from deck officers as to the manner in which cargo is being handled and stowed on their ships to the end that the operation be improved. Proper Hull Lighting NE of the suggested minimum safety standards submitted by the Pacific coast marine safety code committee refers to proper lighting of ships in connection with cargo handling. Where longshoremen are required to work or travel, lighting of ships shall not be less than the following minimum standard. In addition to the required intensity of illumina- tion, injurious glare should be avoided. 1. Cargo handling machinery in use on deck spaces where work is being done shall have a minimum in- tensity of illumination of 2 foot candles. Pa Cargo holds, ’tween decks, tanks and compartments, where long- shoremen are required to work, shall MARINE Review—January, 1933 son (argo [Jandling have a minimum mination of 2 foot candles provided, that when the loading is to ’tween decks through side ports, the mini- mum should be 3 foot candles. intensity of illu- 3. <All gear aloft, while in use, shall be illuminated with a minimum intensity of % foot candle. 4. All places where employes are required to travel, but work is not required to be done, shall be illu- minated by a minimum of % foot candle. Note: Unit of light intensity in foot candles means that produced at a point on a surface one-foot distant from the light source of one candle power, the surface being at right angles to the light rays. For permanent lighting fixtures, 100-watt, frosted globe lamps are recommended as the least intensity desirable. For portable lights, a single 300-watt, white globe lamp in a symmetrical angle type of re- flector is recommended. After Jan. 1, 1934, the minimum standards for illumination of decks, holds and cargo handling gear aloft should be the equivalent of those adopted by the Pacific coast marine safety code for new ship construction. Ropes, Slings, Pendants HE American marine standards B Lee in its compilation for standards for platform slings for car- go handling also gives the following information on ropes, slings or pend- ants: The slings or pendants may be made either of wire or manila rope, the choice of which depends upon the service which the platform is to ren- der and the character of the cargo to be handled. They are generally made of wire rope if they are not subject to kinks, especially if they are de- tachable from the platform as part of the hoisting gear. Manila rope is preferable where the slings are to be permanently attached to each plat- form; also where the ropes are to press on the load without protected shields. Wire rope for pendants may be of any one of the four steel grades de- fined in standard specifications, or of other equally suitable higher grade metal, which may be specified or ac- cepted by the purchaser. Manila rope slings or pendants shall be of three strand medium lay or equivalent rope of pure manila fiber of standard marine or stevedore grade or better and not less than 4 inches in circumference. 31