UC-NRLF B 3 113 255 STOWAGE ' ^H/Vl^gERQIJllcSRGO BY HARRY K:'bARR STOWAGE AND DANGEROUS CARGO BY HARRY K. BARR l\ AUTHOR OF 'CUBICAL STOWAGE," "TREATISE ON THE STOWAGE OF CHEMICALS," "ESSENTIAL OILS." "SEEDS," ETC. LONDON GEORGE PHILIP & SON, LIMITED 32 FLEET STREET, E.C. 4 e r r r f r r ' r e e ' '^ t re (1ccKantC5 L/epF B »:^ Library r PREFACE FOR a number of years, I have supplied to vari- ous shipping interests, of this and other cities, information as to the cubical stowage of various articles; the properties of chemical products from the point of view of their possible danger in transport; packing and marking; legal status of shippers and steamship companies on stowage, and other questions. In the course of this almost daily experience, it has become evident to me that many errors and misappre- hensions exist and that great need is felt for a book at once technical and popular, which can be consulted by those interested in the subject. For this reason, I have decided to present in this volume the fruits of my experience, together with data that I have been able to collect from various sources. As in the case with all articles, especially where figures and instructions pertaining to the subject are many, there is bound to be some objection made that I am placing obstacles in the way of many useful and necessary business transactions. I wish to deny this. Accustomed to regard commerce as one of the prin- cipal branches of our business life, I yield to no one in my belief that all merchandise must be regarded as a subject of transport. But, side by side with this right, there exists the urgent necessity of so regulating this transport as to avoid accidents. Also that it is of the utmost necessity for those loading vessels to know the exact stowage of the merchandise handled, and, for shippers, the proper methods of packing. I shall consider myself fortunate if, in however small a Wav, I assist in the attainment of this end. The Author. New York. CONTENTS Chapter I. — Cubical Stowage 7 Cubic feet per ton of 2240 lbs. of hundreds of ma- terials and commodities, arranged alphabetically by name. Chapter II. — Coal 21 Ventilation; methods of loading and stowing; re- sponsibility of ship owners. Chapter III. — Cattle 25 U. S. Government regulations on inspection, hu- mane handling and safe transport of animals. Chapter IV. — Grain 51 Capacity of vessels ; weights and cubical stowage of various grains; regulation of N. Y. Produce Exchange on carriage of grain; rules of N. Y. Board of Underwriters, of National Marine Under- writers of N. Y., of New Orleans Board of Under- writers, of Mobile Board of Underwriters, of Wheat Tariff Assn. of San Francisco; rules and by-laws of Port Warden of Montreal. Chapter V. — General Merchandise .... 79 Weights, cubical stowage and physical characteris- tics of the more common commodities of commerce; protection of vessel against effects of same. Chapter VI. — Dangerous and Hazardous Cargoes 91 Definitions and classifications; physical charac- teristics and possible effects upon mixed ship- ments; alphabetical list, with classification as hazards, of hundreds of articles. Chapter VII. — Specific Gravity 153 The relation of weight of hundreds of articles of merchandise compared with equal volumes of water. Chapter VIII. — Conversion Tables . . . .165 Pounds avoirdupois into kilograms, and kilograms into pounds avoirdupois. INTRODUCTION DURIXG the past year an increasing number of inquiries have come to the author for information as to the number of cubic feet this or that article of merchandise would stow in, and also as to the possible dangers arising from the shipment of various articles. These inquiries have come from steamship companies, stevedores, exporters, ship-brokers, insurance compa- nies and others. Owing to the fact that there is such a wide variety of articles being shipped and the difference in their stow- age, and that from 1904. to 1914 over 372 vessels were totally destroyed, and more than 3,548 partially de- stroyed, because of merchandise improperly stowed or improperly placed owning to their dangerous character, it is highly desirable that proper steps be taken to facilitate the stowing of various articles and the proper placing of others so as to reduce this great destruction and to open a way whereby the interests concerned may improve the conditions prevailing at present. As far as the author knows, or has been able to ascertain, there is no literature on this subject, unless there may possibly be some publication in a foreign language which has no circulation or authority here. In the following pages is given the stowage of a long list of articles on the basis of 2,240 lbs. and the number of cubic feet that weight will stow in. There is also given a complete list of dangerous and hazard- ous cargo, with chapters on the carriage of cattle, grain and other commodities. Heretofore the information which is given in this volume has been sought in encyclopedias of one kind INTRODUCTION or another but practically the only information these afford is of an interesting and technical character not related to the information sought for. The result being that such information as is obtained may be mis- leading in that while it classifies the merchandise under consideration it does not detail at all the properties that tend to make that merchandise dangerous under given circumstances. For example, no indication will be found in encyclopedias that substances like ether or collodion are dangerous and should be carefully guarded when shipped by boat. The publication best known to the commercial world is probably the B. E. Pamphlet No. 7, issued in 1914 b)^ the United States Bureau of Explosives. This Pamphlet contains much interesting information but is neither complete nor up-to-date. It pertains princi- pally to railroad transportation and the cases men- tioned therein are carefully examined and the reports of expert chemists are reproduced. But there is a great difference between transportation by rail and transportation by boat. In the former case the com- modities are to a great extent exposed to the open air and are in relatively small quantities, whereas aboard ships these commodities may have to be stowed in very close places along with a great variety of goods, often in large quantities, and are subject to the motion of the ship; all of which must be taken into consideration in considering the character of the merchandise and the manner of its stowage. Consequently the regulations of the United States Bureau of Explosives which is closely allied with the American Railway Association, while scientific and most complete in their way, have only a small relative value when used in connection with ocean shipping. 6 ' , ' > > . » CUBICAL STOWAGE Cubic feet to the ton of 2,240 lbs. A Acetate of lime (bags) 90 Acid, stearic (bags) 52 (( (bbls.)108 " sulphuric (car- boys) 54 " sulphuric (55-gal. drums) 28 " sulphuric (110- gal. drums).. . 30 " tartaric (kegs) . . 40 Albumen, egg (cases) 49 Alcohol (bbls.) 80 Almonds (hgds.) . . . .120 (bales) 108 (bags) 68 " shelled (cases) 70 Aloes 56 Alspice 80 (bbls.) 7- Alum, chrome (casks) 53 citric, powdered . j^^^^^ ^^ (bbls.) ... 64 ,, powdered (bbls.) 52 citric, powdered /I X ig Alumina sulphate, lump ^ ^^ ^ (bbls.) 64 Amboyna wood 56 Ammonia, alum 60 " anhydrous Acet( Due (drums) .... 60 Acid, , acetic (bbls.) . . . 60 (< " (carboys) . 72 (( boric 48 <( carbolic, crude (bbls.) 54 4( carbolic, crystals (destructible drums) 70 ■*( carbolic, crystals (55-gal. drums) 44 ■*( carbolic, crystals (110-gal. drums) 48 « citric, crystals cresylic (bbls.).. 54 muriatic ( c a r - boys) 72 nitric (carboys) . 61 oxalic (bbls.) ... 64 salicylic, Heyden (bbls.) ..* 120 salicylic, Solvay (bbls.) \ 94 « (large cylinder) . 42 anhydrous (standard cylinder) . 40 STOWAGE AND DANGEROUS CARGO Ammonia, anhydrous ( small cylinder) . 36 " sulphate (bags) . . 66 Aniline 30 " oil (110 -gal. drums ) .... 48 Animal feed (cases) . . 90 Aniseed 120 oil 75 Antimony, ore 20 " oxide (casks) 40 Apples, (bbls., boxes) . 90 waste 105 Apricots, canned (bxs.) 55 " pulp (cases) 52 Aqua ammonia (110- gal. drums) 54 B Bacon 65 Balsam, Canada 52 " copaiva 60 Barium, nitrate (casks) 32 sulphate (bbls.) 60 Barjari 54 Bark, coppice (bags) . 100 (hgds.). 80 " oak 54 Barley (bags) 60 " (bulk) 56 Barilla 40 Bath stone 17 Battens 50 Beans (bags) 68 8 Archil extract (casks) 40 Areca nuts 60 Arnotto 50 Arrack 75 Arrowroot (bags) ... 52 (boxes) .. 72 Arsenic 24 white (kegs).. 28 Asbestos, crude 40 fibre (E) ... 70 " (D) .. 90 " (C) ...112 sand 38 Ashes, bone (powder) 53 Asphalt 18 Asaf etida 40 Automobiles, Fords. . . 320 " Packards 480 " White trucks. 460 Beans (bulk) 48 " canned (cases) . 52 Beef, dressed 120 " preserved 46 " tierces cic> Beer (btls., cases).... 80 " (bbls.) 60 Beeswax (bbls.) 65 (cases) 69 Benzol (110-gal. drums) 53 Birch logs 80 Biscuits (bags) 140 (casks) 160 (cases) 156 Blackwood 65 CUBICAL STOWAGE Bladders "^^ Bleaching powder .... 80 Bleach (drums) 62 Blue vitriol (casks) ... 54 Bones, calcined 108 " crushed 60 " loose 90 " manure 72 Bone meal 45 Boracic acid 64 Borate of lime 54 Borax (bags) 42 Bottles (empty) 86 Boussic 60 Box shooks 80 Boxwood 68 Bran (bags) 115 " (bulk) 90 " compressed 80 Brandy (cases) 66 C Caen stone 17 Calcium chloride (drums) 30 Camphor 68 Camwood 80 Canada balsam 50 Canary seed 58 Candied fruit 82 Canes 125 Canoes 360 Canned apples 65 " goods, general. 75 " meats 70 Brandy (casks) 80 Brass rods 30^ " turnings 41 Brazil nuts (bbls.).... 90 Bread (bags) 140 " (cases) 156 (casks) 160 Bricks 24 Brimstone (bulk) .... 35 (cases) .... 40 (casks) .... 60 Bristles 96 Brooms (cases) 250 Broom root (bales).. 160 Buckwheat 65 Bulbs, Holland 82 Bunting 60 Butter (boxes) 70 " (tubs) 75 Buttocks 55 Candies 64 Candles (cases) 64 Canvas (bales) 47 Capers 70 Caraway seed 60 Cardamon 94 Carobs 31 Carpets (bales) 140 (rolls) 82 Carpet sweepers 220 Cashew nuts 75 Cassia (bales) 130 (cases) 184 STOWAGE AND DANGEEOUS CARGO Castor oil (casks) . . . . 66 " seed 70 Castings 90 Caustic soda (drums) . 30 Caviare 50 Cedar pencil slabs ... 80 Celery seed 76 Cement 40 Cement, Portland (casks) 37 Chair stock 120 " birch .... 80 Chalk (bbls.) 40 Chank 120 Cheese (boxes) 70 Chicory 60 Chillies 150 China clay (bulk) .... 40 " (casks) . .. 56 " oil 55 Chiretta 95 Chloride of lime 80 Chocolate (mfgd.) ... 65 Chow-chow bottles (cases) 60 Chussum 100 Cider 68 Cigars 180 Cinchona bark 135 Cinnabar ore 24 Cinnamon 100 Citrons 70 Clay 24 " with gravel 18 Closet seats 94 Clothes pins 290 Clover seed (bags) .... 59 Cloves (bales) 120 Clove stems (bags) . . . 132 Coal, American 47 Japanese 45 " Lancashire 44 " Newcastle 45 (anth.) 44 " Scotch 43 " Welsh (anth.) . . 40 " (bitum.). 43 Cocoa 82 powder 70 Cocoanut fibre 190 Cocoanuts 150 Coffee 80 " (bags) 90 Coffins 257 Coir yarn (bales) . . . .190 " fibre 200 Coke 87 Condensed milk 45 Conduits, vitrified .... 40 Confectionery 62 Cooperage stock 120 Copperas (casks) .... 54 Copi^er ore 20 " refined ... 18 sulphate (casks) 54 Copra 80 desiccated 65 Coquede perle 50 Coquillos 56 Coral 70 10 CUBICAL STOWAGE Coral, rough (bags).. . 90 Cord (bales) 75 Coriander 85 seed 120 Cork (bales) 440 " pressed (bales).. 200 " shavings 290 " wood 270 Corn (bulk) 60 Corned beef 52 Corrugated iron 36 Cotton, pressed 130 " unpressed .... 200 Cotton duck 62 Cottonseed 80 Cottonseed cakes 52 " meal (bags) 51 oil(bbls.).. 65 Cowries 42 Craigleith stone 16 Cranberries 80 Cream of tartar 60 Creosote 62 Cubebs 84 Cube Gambler 120 Cummin 70 seed 130 Currants (boxes) 50 Cutch 68 Cuttlefish 160 D Dammar Dates, drv " wet " special packed.. Deals Dholl Domestics (bales) . . . 85 46 40 87 50 50 70 Doors 120 Dressed beef 120 Drugs 85 Duck goods (bales)... 48 Dundee stone 14 Dyes 80 E Earth, loose 24 Earthenware 58 Eggs (cases) 95 " (crates) 105 Eggs (fillers) 112 Emery stone 30 Essential oils 50 Eucalyptus 45 Farina 56 Feed, Canton 100 Feathers (bdld.) 510 " Marsden 95 (pressed) ...400 " grinders (K.D.) 95 11 STOWAGE AND DANGEROUS CARGO Pennel seed 95 Pibre bristles 80 Pigs 45 Fir cones 48 Pish 90 " cod (bales) 73 " " (bbls.) 94 " manure 65 " maws 100 " oils 60 Plaked maize 200 Plax, pressed ( bulk ) . . 1 10 " (bales) 155 " meal 80 Plaxseed 52 Flax straw 325 G Galangal 90 Gall-nuts 80 Galvanized iron 36 Gambier (baskets) . . ,118 (bags) 102 Gamoge 68 Garlic 78 Gasoline 60 Gentian root 130 Ghee butter 60 Gingelly seed 56 Ginger 80 Glass 45 Glauber salts, crystals (bbls.) 60 Glauber salts, powder (bbls.) 54 Flour (bags) 48 " (bbls.) 60 Flourine 90 Forges 60 Formaldehyde (bbls.). 58 Heyden(bbls.) 54 Four-roll husker and shredder 150 Fuel, patent 32 Pur clippings 200 Furniture (cases), (K.D.) . .150 stock 150 Purs (cases & bales) . . 120 Fustic extract (bbls.) . 46 wood 105 Glucose (bbls.) 50 (boxes) 42 Glue (boxes) 100 " (bbls.) 125 Glycerine 44 (drums) ... 46 Goat hair in grease. . . 90 " skins (bales) . . . 104 Grain, brewers', dried . 90 barley (48-lb. bushels) .... 58 " buckwheat (45- Ib. bushels) . . 65 clover (63-lb. bushels) .... 69 corn (56-lb. bushels) .... 50 12 CUBICAL STOWAGE Grain, linseed (50-lb. bushels) . . . . 56 " oats {32-lb. bushels) . . . . 87 " rye (56-lb. bushels) ... . 50 " wheat (60-lb. bushels) ... . 47 Gram, grain . 50 Granite, dressed . . . . . . 16 Haddocks . 90 Hair, horse, pressed . .161 " " unpressed .350 " vegetable 175 Hams (bbls.) . 70 " (boxes) . 60 Handles (crates) . . . . 98 Hay, ordinary pressed .200 " compressed . . . .130 " rakes (K.D.) . . .110 " tidder (K.D.).. .115 Hematine, crystals (bbls.) . 72 Grass seeds 49 Grease 65 Grindstones 58 Groundnuts 58 Guano 42 Gum 52 " dragon 90 Gunnie sacks 58 Gutta 78 Gypsum 43 H Hemp, Calcutta 58 " Manila 73 " seed 70 " sisal (bales) . . .106 Herrings (bbls.) 60 " (cases) 45 " tins (cases) . 80 Hides, dry 90 salted (bbls.) . . 55 Hobnails 20 Honey (casks) 70 Hops 250 Horns, animal 100 Ice blocks 42 Immortelles 350 India rubber 65 Indigo 62 Iron ore 30 Iron, pig 15 corrugated ( sheets ) 35 Isinglass 90 Ivory, genuine 32 " imitation 38 Jaggery 34 Jute ( bales ) 55 Juniper berries 80 " cuttings 60 13 STOWAGE AND DANGEROUS CARGO K Kaolin 40 Kerosene 60 Lamb, frozen carcasses. 120 Lemons 86 Lampblack (bags) .. .140 Licorice 86 (bbls.) ... 120 Limestone 14 Lard (boxes) 75 Linseed 57 " (pails) 90 Liquem's (btls., cases) 74 Lawnmowers 80 Lithopone (bbls.) .... 52 Lead acetate (bbls.).. 45 Logwood, extract, solid " black (bbls.) 48 (cases) 38 " pig 12 Logwood, extract Leather (bales) 120 (bbls.) 48 (rolls) 224 Logwood (bdls.) 94 " scrap (bales) .200 Loose earth 24 Lemon peel 65 Lubricating oil 60 M Macaroni (cases) 110 Margarine (boxes) ... 70 Mace 80 " (tubs) 75 Machinery 65-390 JNIarjoram 220 Madder (bales) 75 Matches 120 Magnesium chloride Meat, frozen (boxes).. 90 (drums) 36 " canned 70 Maize 50 Meats 65 (cases) 58 Melons (boxes) 80 Malt 160 Mica (bags) 70 Malted milk 65, " scrap 120 Manure, mfd. (bags) . 40 Milk, powdered 150 Maple (blocks) 70 Millet 50 " (squares) 70 Mirabolams 68 Marble 13 Mohair 245 f\ *' slabs 17 Molasses (casks) .... 50 14 CUBICAL STOWAGE Monochlorbenzol (110- Moural seed 60 gal. drums) 49 ^lustard seed 84 N Naphthalene, flakes, Nitrobenzol (110-gal. (bbls.) 92 drums) 49 Naphthalene, balls Nutmegs 60 (bbls.) 88 Nuts, pistachio (cases) 74 Niger seed 65 " shelled (bbls.) . . 80 Nitrate of potash 38 " " (bags) . . 65 " " soda 35 Nux vomica 76 O Oak extract (bbls.) . . 50 " planks 40 Oatmeal 70 Oats (bags) 76 " (bulk) 70 " rolled (sacks) ... 75 " (cases) ... 90 Ochre 50 Oil (bbls.) 60 " (cases) 55 " (iron drums) 60 Oilcake (bags) 45 Oil, corn 75 " cottonseed 70 Oil, oleo 75 Okre (bbls.) 50 Oleomargarine (boxes) 70 (tubs) 75 Olives (cases) 68 Onions (crates) 80 " (bags) 78 Opium 96 Oranges 94 Ore 18 " beauxite (bulk) . 30 Organs 400 Orris root 80 Oysters (bbls.) 62 Paints (kegs) " (tins) 20 Paper (cases) 120 " (rolls) 70 " stock 250 Paraffine wax (bags) . 16 22 Peas (bags) 50 " (bulk) 45 Peat 35 Pencils 22 Pepper 80 Peppermint 70 15 STOWAGE AND DANGEEOUS CARGO Perfumes 80 Peruvian bark 135 Petroleum (cases) ... 64 Phenol (drums) 44 Phosphate of lime (bags) 42 Phosphate rock 32 Phosphorus 65 Pickets 90 Pimentos 80 Pine 80 Pineapples, canned (cases) 60 Pitch (bbls.) . 45 Plumbago 47 Poonac (bags) 80 Poppy seed 70 Pork (tierces) 55 Potash, bichromate (casks) .... 40 " chlorate (kegs) 55 " refined nitrate (bbls.) 40 " Prussian yellow (bbls.) .... 45 Potatoes (bags) 55 (bbls.) 60 Poultry (cases) 80 Pulleys (crates) 130 Printing ink 45 Prunes 54 Pulp board 100 " dry 65 " wet 50 Q Quebracho wood 60 R Rabbit skins (bales) . .250 Radiators 30 Rags (bales) 175 Raisins 49 Rape seed 62 Rice bran 90 " meal 60 Rolled wheat (bbls.).. 120 Rope 135 Rosin 60 Rat traps 78 Rubbers 160 Resin 60 Rhea fibre 60 Rhubarb roots 104 Rice 47 " (boxes) 62 Rum (cases) 66 " (hgds.) 70 Rye (bags) 54 " (bbls.) 60 " (bulk) 50 16 CUBICAL STOWAGE Safflower Saffron Sago (bags) " (boxes) Sal-ammoniac (bbls.) . Salmon (canned) .... Salol — Heyden (kegs) Salt (bulk) " (bags) Saltpetre Salts, epsom (kegs) . . " (bags) . . . Saltwater (bulk) .... Sand (coarse) " (fine) Sandpaper Schist Sealskins Seed (bags) Semolina Seneca root Senna leaves Sewing machines Sheep canvas (1 poyen) Sheepskins (pressed).. " (unpressed) Shells (bags) Shellac Shingle (ballast) . . . . Shooks (tea) Shuttle blocks Silk (bales) " (cases) S 72 Skewers 82 72 Skins, dried (bales).. 120 53 Slate 26 5Q " (Welsh) 13 70 " school 25 70 Sleepers, hardwood ... 55 44 " steel 38 40 Slot machines 230 48 Soap (boxes) 46 38 " (bags) 54 55 " (casks) 57 60 Soda (bags) 55 35 " (casks) 57 22 " acetate (bbls.) . . 40 19 " ash, dense (bags) 42 54 " " light 70 62 " bicarbonate 32 (bbls.) 45 55 " bichromate 61 (casks) 44 125 " bisulphate (bbls.) 42 225 " caustic (drums) . 30 81 " " solid (drums) . 28 112 " chlorate (kegs) . 54 80 " nitrate 36 150 " phosphate 50 70 " prussiate (bbls.) 63 86 " refined nitrate 22 (bbls.) 42 67 " salicylate (kegs) 76 71 " silicate (bbls.) . . 45 80 Spelter 8 110 Spermaceti 52 17 STOWAGE AND DANGEROUS CARGO Spokes (wooden) .... 69 Sugar (bags) 46 Sponges 200 " candy 54 Starch 70 " (hgds.) 54 (boxes) 80 " refined (hgds.). 48 Staves 100 Sulphate of soda 60 " tank (large).. 60 Sulphur (bulk) 35 Straw braid 275 " (cases) 40 Stearine 52 *' (kegs) 60 Steel billets 18 Suniac 75 Stone, granite 17 Superphosphate 42 " limestone 15 Surre seed 90 marble 15 Syrup (bbls.) 50 paving 17 " (hgds.) 44 Talc 60 Timber, gum 83 Tallow (tierces) 65 " mahogany .... 34 Tamarinds (cases) ... 45 " oak 39 (casks) ... 53 " pine 90 Tan extract 48 Tiles, clay 48 Tannin 50 " roofing 80 Tapioca 60 Timothy seed 110 Tar 54 Tincal 42 Tartaric acid 49 Tin plate 28 Tares 50 Tobacco (cases) 120 Tea 100 " (hgds.) 150 Tent poles 82 Toilet soap 75 Teel seed 64 Tomato paste 62 Threshers 200 Tortoise shells 160 Thyme 140 Toys 100-510 Timber,ash 39 Treacle (casks) 40 " beach 51 Trefoil seed 65 elm 60 Tumeric 72 " fir 65 Turpentine (bbls.) ... 60 " flooring boards 75 Type^vriters . . .110 greenheart ... 36 18 (( CUBICAL STOWAGE V Verdigris 58 Vinegar 85 Vermicelli 110 Vitriol 54 W Walnuts (bales) 182 White lead 20 Washing machines. . . . 200 Whitening 39 Washboards 240 Whiskey (casks) .... 71 Waste cotton 100 Wine (bbls.) 85 Water bottles (cases) . 70 " (boxes) 78 " fresh 36 Wire rods (coils) 45 " salt 35 Wood cotton 84 Wax Q5 " pulleys 100 " carnanba (bags). 66 " pulp 62 Wheat (bags) 52 Wool, pressed (bales). 100 " (bulk) 48 " waste, pressed Wheelbarrows (K.D.) 80 (bales) 80 Z Zinc dust (kegs) 22 Zinc oxide (bbls.) .... 65 Cubic Measurements. To obtain the cubic measurement of a commodity, multiply the length, breadth and height and the result is the number of cubic units in the package. Example; A case 4 ft. long by 3 ft. wide by 2 ft. high has (4x3x2) 24 cu. ft. Example: A slab 10 inches high by 4 ft. wide by 3 ft. long has (10x48x36) 17,280 cu. inches or dividing by 1,728 (No. of cu. inches in cu. ft.) 10 cu. ft. (al- ways reduce original measurements to the same de- nomination and then multiply). 19 COAL THE important question of ventilating coal car- goes has given rise, at different times, to much anxious inquiry. A step in the right direction seems to have been taken when the Coal Commission in New York stopped the through-and-through ven- tilation system and instructed shipmasters to continue surface ventilation only. It was pointed out that air, to do any good, would have to sweep continuously and freely through every part of the cargo, a condition not obtainable on board ship. Steam coal is said to absorb about twice its own volume of oxygen in ten days. The admission of small quantities of air through a shaft has been found suffi- cient to aid spontaneous ignition, but not to ventilate the cargo. The Commission recommended that the temperature in different parts of the hold should be tested daily, and a note of same made in the ship's book. A system of surface ventilation should be carried out which would be effective in all weathers, and afford continuous escape to the open air (independent of the hatchways) of gas, which is especially dangerous dur- ing the first part of the voyage. Before receiving a cargo of coal the shifting boards, limbers, sluices, strums, pump-wells, sounding pipes, etc., should be carefully inspected. In steamers espe- cially the sluices should be well oiled, opened and shut, and the limbers cleaned out. The cement directly under the sounding-rod pipe should be examined, and, if damaged, repaired; in- stances have occurred where from constant use the 21 STOWAGE AND DANGEROUS CARGO sounding-rod has worked its way through the bottom of the vessel and caused a leak. The side scuttles and ports, if open, should be whiteleaded and shut; all ven- tilators open and in good working order. Blocking up ventilators, to prevent the dust coming on deck, should never be allowed; it may lead to a serious disaster sooner or later. While loading, the vessel should be kept as near an even keel as possible, and the draught noted from time to time. Three per cent, excess on the B. L. weight should be obtained, otherwise the cargo will turn out short, especially if it be loaded during wet weather. When loading under the tips the officer should get the weight of each wagon load as it comes on board. If loading from barges alongside, the name of the boat and the total weight, as per boat, note and tally. Bunker coal is liable to spontaneous combustion, probably in a greater degree since the introduction of triple expansion engines and forced draught. Coal dust will damage most kinds of cargo, and the ship may be held liable. It is advisable to wash out and dry all holds after discharging coal, before taking in other goods. The following reported case affords some illustration of the dangers to be guarded against in carrying coal. The sailing vessel Gorken left Newport News with a cargo of 900 tons of coal. This coal, though highly anthracite, is stated, by the inspector of mines for this district, to give off considerable quantities of gas for some time after it has been worked. The loading oc- cupied two days, the coal being shot down the main and after hatches, and trimmed so as to slope down from aft forward, with a space between the cargo and the deck. As soon as the cargo had been taken in, the master closed the fore and main hatches. The next 22 COAL day the after hatches were closed and the fore hatch left open. This, however, was not done for the pur- pose of ventilation, but to enable the crew to get at the store-room, which was under the deck, just for- ward of the fore hatch. From the time the vessel left Newport News until the explosion occurred (about 36 hours) all the hatches were tightly battened down, and the accumulated gas in the hold had no means whatever of escape. A sail being required from the store-room, the master ordered the fore hatch to be taken off. One of the men went down through the hatch into the sail-room below, where he struck a match and caused the explosion. The master of the Gorhen, who was uncertificated, stated that he thought it un- necessary to ventilate the cargo, as he was not aware that coal of the description on board his ship gave off gas. He also stated that he had never heard of ven- tilating coal cargoes in vessels of under 900 tons. The owners of the colliery from which the coal was obtained did not appear to have given any warning as to the necessity for keeping off the hatches or pro- viding other means of ventilation. The master further stated that he could not de- tect the presence of gas by the smell, but the Wreck Commissioner pointed out that an analysis of this kind of coal had been made, which showed that the coal contained only a small quantity of sulphur, and that the gas would consequently be comparatively free from smell. The Court of Inquiry, in giving judgment, attrib- uted the explosion to the master closing his hatches, and not using any means of cargo ventilation; and the Wreck Commissioner stated that if another case came before him in which it was shown that an uncertificated master had left port with his hatches battened down, 23 STOWAGE AND DANGEROUS CARGO without providing any means of ventilation, and that an explosion occurred, a severe punishment would be inflicted. Coal taken on board during wet weather will turn out on delivery 2% to 3 per cent, short of original weight. The production of coal in 1913 in the principal coun- tries of the world was as follows: United States 595,562,400 tons United Kingdom 322,466,122 Germany 162,885,529 Austria 136,552,860 France 38,875,161 Russia 29,134,211 Belgium 27,516,121 Canada 17,425,362 Japan 15,935,261 British India 15,144,420 Australia 11,762,974 South Africa 6,974,168 New Zealand 2,926,135 (( (( (( II it it it it it it it tt 24 CATTLE THE exporting of cattle, horses and sheep from tlie United States can be classed among one of the large businesses of the country during this war. Since the beginning of the present great war, more horses and cattle have been exported than for the pre- vious ten years. Owing to the extreme care that must be taken ta keep down the mortality while aboard ship, the stalls should be fitted by experienced carpenters and strongly put up. The thwartship beams being 4 in. by 4 in. thick, and are carried across from side to side. A few planks are nailed between each four animals. They should be placed amidships to enable the attendants to feed and water them. Where cattle are carried between foreign ports or between the United States and the continent of Eu- rope, it is advisable for the master and officers to ob- tain all information necessary to prevent trouble with the port authorities. Every nation has its particular laws regarding the shipping and carrying of live stock, and those engaged in that business would do well to obtain the necessary information to enable them to observe and carry these laws and regulations. The United States Department of Agriculture has issued its own regulations for the transport of live stock to foreign countries which are given in the following pages. Great care should be taken in the handling of the fodder and hay so as to prevent fire. Signs should be posted, "Xo Smoking," as a precaution. Each animal should be allowed 6 gallons of water and 14 lbs. of hay every 24 hours. 25 STOWAGE AND DANGEROUS CARGO Regulations Governing the Inspection, Humane Handling and Safe Transport of Animals Carried by Ocean Steamers from the United States to Foreign Countries. U. S. Department of Agriculture, Dec. 1, 1906, and in force 1917. General Provisions. Regulation 1. — Xo cattle, sheep, swine, or goats shall be exported from the United States to any for- eign country unless and until the same have been in- spected and found free from disease or exposure there- to by an inspector of the Bureau of Animal Industry of this Department; and unless the Secretary of Agri- culture shall have waived the requirement of a certifi- cate of inspection for the particular country to which such animals are to be exported no clearance shall be issued to any vessel carrying such animals, unless and until a certificate of inspection showing freedom from disease or exposure thereto shall have been issued by the Department of Agriculture. The requirement of a certificate for shipments of such animals to Cuba, the West Indies, Mexico, Central America, and the coun- tries of South America, excepting Argentina and Uruguav, is herebv waived. Places of Inspection. The inspection provided for in this regulation will be made at any of the following-named stockyards: Chicago, 111.; Kansas City, Mo.; Omaha, Neb.; South St. Joseph, Mo.; National Stock Yards, 111.; Indian- apolis, Ind.; Buffalo, N. Y., and Pittsburg, Pa.; and 26 CATTLE at the following ports of export: Portland, Me.; Bos- ton, Mass. ; New York, N. Y. ; Philadelphia, Pa. ; Bal- timore, Md.; Norfolk and Newport News, Va.; Port Royal, S. C; New Orleans, La., and Galveston, Tex. All animals will be inspected at ports of export, re- gardless of the fact that they may or may not have been inspected at the above-named stock yards. Horses. Regulation 2. — Horses shall be entitled to the in- spection provided for in these regulations, and certifi- cates shall be issued whenever required by the country to which the horses are to be exported, but horses may be shipped without inspection and certification at ship- per's risk, to countries which do not demand such in- spection and certification as a prerequisite to ad- mission. Definition of Terms. Regulation 3. — Whenever in these regulations the following words, names, or terms are used, they shall be construed as follows: Inspector of Port, Inspector, Assistant, Employee: these terms shall mean, respect- ively, the inspector in charge of the Bureau of Animal Industry stationed at the port from w^hich the animals are to be exported, and inspectors, assistants and em- ployees of the Bureau of Animal Industry. Lumber. — This word, unless otherwise stated, shall mean hard pine, spruce, oak, or other hardwood. Animals.— This word refers to cattle, sheep, swine, and goats, also horses, unless it is inapplicable to them under Regulation 2. Horses. — This word shall include mules and asses. 27 STOWAGE AND DANGEROUS CARGO Inspection and Shipment. Regulation 4. — Only animals found to be healthy and free from disease and shown not to have been ex- posed to the contagion of any disease shall be allowed shipment, and all animals inspected and passed shall be loaded into clean and disinfected cars. All animals shall be inspected or reinspected at the port of export. Railroad companies will be required i;o furnish clean and disinfected cars for the trans- portation of animals for export, and the proprietors of the various stock yards and stables* located at the ports of export shall keep separate, clean, and disin- fected stock yards and pens or stables for the use of export animals. Identification of Animals and Notification of Shijjjrient. Regulation 5. — Shippers shall notify the Inspector in charge of the yards of intended shipments of ani- mals and the number and designation of cars in which they are to be shipped, and shall inform said Inspector of the locality from which said animals have been brought, and the name of the feeder of said animals, and shall furnish such other information as may be practicable for the proper identification of the place from which said animals have come. Regulation 6. — The Inspector after passing said ani- mals shall notify the Inspector in charge of the port of export, and Inspectors located at intermediate cities where the animals may be unloaded for feeding and watering, of the inspection and shipment of such ani- mals, the number and kind of animals shipped, and the numbers and designations of the cars containing them. 28 CATTLE Transportation from Yards to Steamers. Regulation 7. — Export animals shall not be unnec- essarily passed over any highway or removed to cars or boats which are used for conveying other animals. Boats transporting said animals to the ocean steamer must first be cleansed and disinfected with limewash under the supervision of the Inspector of the port, and the ocean steamer shall, before receiving said animals, be thoroughly cleansed or disinfected in accordance with the directions of said Inspector. When passage upon or across the public highway is unavoidable in the transportation of animals from the cars to the boat it shall be under such careful supervision and restric- tions as the Inspector may direct. Animals Not Allowed Shipment. Regulation 8. — Any animals that are offered for shipment to a foreign country w^hich have not been inspected and transported in accordance with these regulations, or which, having been inspected, are ad- judged to be infected or to have been exposed to in- fection so as to be dangerous to other animals or to be otherwise unfit for shipment, shall not be allowed upon any vessel for exportation. Superiyision to Steamers — Clearance Papers. Regulation 9. — The supervision of the movement of animals from cars, yards, and stables to the ocean steamer at the port of export will be in charge of the Inspector of the port. The Inspector at the port of export shall notify the Collector of the port, or his deputy, of the various shipments of animals that are entitled to clearance papers. 29 STOWAGE AND DANGEROUS CARGO Notification to Inspectors of Intended Shipments on Steamers. Regulation 10. — The exporters of animals or the owner, agent or master of any vessel desiring to trans- port animals from any port of the United States to a foreign country shall notify the Inspector in charge of the port from which said vessel is to clear of such in- tended shipment at least two days in advance thereof, and if the regulations prescribed have been complied with a clearance shall be authorized by such Inspector. Space on Vessels. Regulation 11. — Export animals must not be carried on any part of the vessel where they will interfere with the proper management of the vessel, or with efficient w^orking of the necessary lifeboats, or with the requi- site ventilation of the vessels, and may be carried only as hereinafter specified. Cattle. Regulation 12. — Cattle must have 6 feet vertical space on all decks, free of all obstructions; cattle may, however, be placed on raised floors over pipes and other similar obstructions where the vertical space is 5 feet 6 inches. Cattle carried on the upper or other exposed decks must be allowed a space of 2 feet 6 inches in width by 8 feet in depth per head. Cattle loaded un- der decks must be allowed a space of 2 feet 8 inches in width by 8 feet in depth, except in the case of regular cattle ships with satisfactory ventilation, which may fit with an allowance of 2 feet 6 inches in width. No more than four head of cattle will be allowed in each pen, except at the ends of a row, where five may 30 CATTLE be allowed together. Cattle in single stalls shall be allowed 3 feet in width. Cattle standing between stanchions, sounding tubes, ventilators, and other ob- structions, though in continuous pens, must be allowed 3 feet in width. Vessels will be allowed to carry three deck loads of cattle, but where it is desired to carry- cattle on the lower or steerage deck, said deck must in all cases be fitted at 2 feet 8 inches and no animals al- lowed upon hatches. Special permission for carrying cattle on the steerage deck must be obtained from the Inspector, and will be granted in cases where said deck is provided with sufficient ventilation as hereinafter prescribed. Sheep and Goats. Regulation 13. — The space for each sheep or goat shall be 4 feet long by 14 inches wide, and for lambs or goats under 100 pounds in weight 4 feet by 12 to 13 inches. Sheep pens shall not exceed 20 feet by 8 feet, where two tiers are carried, and each tier shall have a clear vertical space of not less than 3 feet. During the sum- mer season sheep shall not be loaded in tiers under decks, but during the winter season two tiers may be placed in each wing and only one tier amidships. One single deck of sheep may be carried upon the shelter decks for cattle when said decks are permanently built and are composed of tongued-and-grooved boards, pro- vided such sheep fittings do not conflict with Regula- tion 12. Sheep pens on shelter deck shall not exceed 12 feet in width and must be supplied with athwart- ship partitions every 14 feet. Such fittings shall be secured to the shelter deck in the manner provided by Regulation 41. 31 STOWAGE AND DANGEROUS CARGO Swine. Regulation 14. — The space for swine not exceeding 150 pounds in weight shall be the same as that specified for full-grown sheep and goats, and for those under 100 poinids in weight the same as for lambs and for goats of less than 100 pounds in weight. Additional space shall be required by the Inspector for* unusually large hogs. Horses. Regulation 15. — All horses must have 6 feet 3 inches clear vertical space from beams of deck overhead to deck underfoot, and, so far as possible, shall be placed between the overhead athwartship beams. Each horse must be allowed a space of 2 feet 6 inches in width by 8 feet in depth, and additional space shall be required by the Inspector for very large horses. Separate stalls must be erected for all horses. When horses are placed directly under athwartship beams, the beams must be reserved on each steamer carrying 22 or more horses for use in caring for horses becoming sick in transit. When placed in the same compartment with cattle, horses must be separated by fore-and-aft alley-ways and temporary athwartship bulkheads, the length of which shall not be less than the depth of the stalls. Upper-Deck Fittings. Regulation 16. — No animals shall be allowed on the poop deck or within 20 feet of the breakwater on the spar deck, between the 1st of October and the 1st of April, except on ships provided with houses constructed of iron in each wing and of sufficient width and height to protect the fittings. Horses shall not be allowed 32 CATTLE upon the bridge deck, except when this deck is water- tight and completely covered in and fitted for horses. Horses shall not be allowed upon the spar deck when temporary fittings are used. No cattle or horses shall be carried upon the upper decks where the outside rails are not of sufficient strength to hold fittings se- curely and measure less than 3 feet in height from the deck. When animals are carried upon the upper decks, strong breakwaters shall be erected at each end and on both sides. Permanent fittings may be con- structed either of iron or wood, as hereinafter specified. Alley-ways. Regulation 17. — All steamers engaged in carrying animals for export will be required to provide alley- w^ays as provided by this regulation. Alley-ways in front of and between pens used for feeding and water- ing horses must have a minimum w^idth of 3 feet except at end of alley-w^ays in bow and stern of ship, and where obstructions less than 3 feet in length occur the width may be reduced to a minimum of 18 inches. Alley-ways in front of and between pens used for feed- ing and w^atering horses must have a mininumi width of 3 feet. Two or more athwartship alley-ways at least 18 inches wide must be left on each side of upper decks, so that the scuppers can be readily reached and kept clear of obstructions. For sheep and goats athwartship alley- ways not less than 18 inches wide in the clear shall be left between pens and fore-and-aft allev-wavs 3 feet wide in front of each pen, except that at obstructions and at ends of alley-ways, as provided for cattle, there mav be a minimum width of 18 inches. Sufficient space must be left at the sides of hatches to permit the feed in the hold to be readily removed and handled. 33 STOWAGE AND DANGEROUS CARGO Wooden Stanchions and Rump Boards. Regulation 18. — Stanchions at least 4 inches higher than the required vertical space for cattle and horses must be of 4 by 6 inch clear hard pine or good sound spruce, set 6 feet from centers against the ship's rail, and inside stanchions in their proper places must be directly in line with outboard stanchions and set up so that the 6-inch way of the stanchions shall set fore and aft. A proper tenon, not less than 4 inches in length, shall be cut on the head of the same to receive the athwartship beam. A piece 2 by 3 inches, of 2-inch plank, shall be fastened to the outside of the stanchion, and run up to underneath the rail to chock down the stanchion and prevent lifting when the beam is sprung to the crown of the deck. Open-rail ships shall be blocked out on backs of stanchions, fair with the out- side of rails to receive the outside planking. Where upper-deck fittings are not permanent, the heels of outside stanchions shall be secured by a bracing of 2 by 3 inch lumber from the back of each stanchion to sheer strake of M^aterway, the heels of inside stanchions being properly braced from and to each other. Bul- wark stanchions must also be extra braced by raking shores rimning diagonally from the top of the stan- chions to the deck. Rump boards must be provided on all decks, and when covering bitts, rigging, or other obstructions lo- cated at a distance from ship's side, must have fittings built 8 feet from said obstruction, with a solid partition built behind the cattle, not less than 5 feet high from deck, to prevent injury to the animals, and when nec- essary to extend fittings opposite bitts, etc., two or more cattle must be brought forward. Rump boards in such cases shall be 1% inches thick. For horses, 34 CATTLE wooden stanchions as above described must be placed at proper distances from each horse. Iron Stanchions. Regulation 19. — Iron stanchions may be used in place of wooden stanchions and shall not be less than 2 inches in diameter, set in iron sockets above and below, and fastened with ^-inch bolts. For horses the same number of iron stanchions are required as when wooden stanchions are used. Hook Bolts or Clamps. Regulation 20. — Hook bolts or clamps must be made of ^-inch wrought iron, with hook on outboard end and thread and nut on inboard end to pass over and under rail and through outboard stanchion and set up on the inside of same with a nut. These bolts may be double or single. If double, no thread or nut is neces- sary, but the stanchion will lie shipped through it, thus double-hooking the rails. This will be found very use- ful where funnels or other deck fittings come in the way of beams passing from side to side of ship. Beams. Regulation 21. — Beams must be of good sound spruce or hard pine lumber, 4 by 6 inches, to run clear across the ship's beam where practicable. Should any house or deck fittings be in the way, the beams should butt up closely to the same. These beams shall have a 2 by 4 inch mortise 'to receive the tenon of each and every stanchion and to take the same crown as deck of ship by springing down to shoulder of outside stanchion 35 STOWAGE AND DANGEROUS CARGO and to be properly pinned or nailed to tenon and wedged tightly afterward. The mortises shall be cut not less than 6 inches from outside ends of beams. Braces. Regulation 22. — Diagonal braces shall be fastened on each stanchion on both sides of same, running up to top side of beam and properly secured by nailing to both stanchions and beam. \ Head Boards. Regulation 23. — Head boards shall be not less than 2 by 10 or 2^/^ by 9 inches, of good clear spruce or hard pine lumber, and secured at every stanchion by ^-inch screw bolts passing through same and set up with nuts. When 3 by 9- or 3 by 10-inch head boards are used, stanchions may be set at distances not exceeding 8 feet. Where head boards butt on the stanchions, a piece of iron 14 ^^^^^^ thick and 3 inches square shall be placed over the boards like a butt strap. These head boards shall have ll/4-inch holes bored through them at proper distances for tying the animals; provided, however, that on all open decks stanchions must not be placed more than 6 feet from center to center. Head Pipes. Regulation 24. — In place of wooden head boards, two wrought-iron pipes not less than 2 inches in diam- eter may be used, placed 8 inches apart. Such head pipes must be made continuous by having a wrought- iron threaded collar securely fastened on the end of each length of pipe into which the next length may be inserted or secured. Both head pipes must be held in 36 CATTLE place by means of having wrought-iron straps bolted to each stanchion by four %-inch bolts. The lower head pipe shall be fitted with movable clamps, molding a rino- of suitable size to which cattle may be tied; said clamps shall be set at the proper distance apart, in ac- cordance with these regulations, and fastened to the pipe with screws. Foot Boards. Regulation 25. — Foot boards shall be of wood and of the same dimensions as head boards, and shall be properly nailed or bolted to stanchions. Division Boards. Regulation 26. — Division boards for cattle shall be 2 by 8-inch spruce or hard pine, and so arranged as to divide the animals into lots of four, except at the ends of rows, thus making compartments for this number all over the vessel. These division boards shall be fitted perpendicularly. Division Pipes. Regulation 27. — In place of wooden division boards, three wrought-iron pipes not less than 2 inches in diam- eter may be used, placed 6 inches apart athwartship, set in iron sockets above and below, and fastened with %-inch bolts. Division Boards for Horses. Regulation 28. — Division boards for horses shall not be less than 2 by 9 inches by 8 feet, and shall be of sound lumber, planed, and placed horizontally between the horses. 37 STOWAGE AND DANGEROUS CARGO Flooring, Regulation 29. — Ships with iron decks shall be sheathed with 1-inch or 2-inch spruce or hard pine, but if 1-inch lumber is used the foot locks shall be 3 by 4! inches and laid so that they will properly secure the 1-inch boards, thus preventing them from slipping and at the same time acting as foot locks by showing a surface of 2 by 4 inches. It is optional with the owners whether they permit sheathing to be used on their ships with wooden decks, or whether thev allow foot locks to be secured to the deck, but it is absolutely necessary to sheath iron decks before putting down foot locks in order to fasten same. Cement, diagonally scored, %- inch deep, may be used on iron decks instead of wood sheathing, if the foot locks be molded in the same and bolted to the deck. If the flooring is raised on any of the decks, it shall not be less than 2 inches thick, with scantlings 2 by 3 inches, laid athwartships on the deck, not over 18 inches apart, with 2-inch plank for flooring nailed to them. Foot Lochs. Regulation 30. — Foot locks shall be of good sound spruce, hard pine, oak, or other hard wood, size 2 by -A inches, laid flat down and fore-and-aft, placed 12 inch- es, 14 inches, 2 feet 2 inches, and 14 inches apart, the first one distant 12 inches from the inside of foot- board. Where temporary fore-and-aft locks are used, they shall be filled in athwartships opposite each stan- chion, properly secured to sheathing or deck, and se- cured by a batten of spruce or hard pine 2 by 3 inches thick to go over all from stanchion to stanchion. Pieces of 2 by 3 inches must be nailed on stanchion over bat- ten to prevent floor raising. Where permanent foot 38 CATTLE locks, securely bolted to decks, are used, the athwart- ship braces between foot locks from stanchion to stan- chion and batten may be omitted when the stanchion is securely fitted in iron socket bolted to the deck. When troughs are used, fore-and-aft foot locks will be placed 17, 16, 22, and 16 inches apart. A space of 2 inches may be left betw^een the ends of athwartship foot locks and fore-and-aft foot locks when the former are se- curely bolted to the deck. When fore-and-aft foot locks are permanent, a 2-inch space shall be left be- tween ends at end of each section. Vessels now fitted with 3 by 4-inch foot locks will not be required to use 2 by 4-inch foot locks except when the former are replaced. O u tsidc PI a nking . Regulation 31. — All outside planking on open and closed rail ships must be properly laid fore and aft of ship and nailed to the backs of stanchions as close as possible for the cold season, and for the warmer months the top-course planking shall be left off fore and aft of ship in order to allow a free circulation of air. Noth- ing less than lV2-inch spruce or hard pine is to be used for this purpose. Shelter-dech Planking. Regulation 32. — The planks to form the shelter-deck, which must be erected on all exposed decks, shall be laid with lV2-inch sound spruce or hard pine lumber, sufficient to cover cattle. These planks shall be laid as closely as possible and shall be well nailed to the beams, thus making a good deck from which to work the ship's gear. 39 STOWAGE AND DANGEROUS CARGO Cattle Fittings Over Spar Deck. Regulation 33. — No cattle fittings shall be erected over permanent spar-deck fittings forward and aft of the midship section until permission has been obtained from the Chief of the Bureau of Animal Industry. Under-Deck Fittings. Alley-ucays. Regulation 34. — Allev-wavs on under decks shall be of the same dimensions as the alley-ways of the upper decks. Stanchions. Regulation 35. — Stanchions on under decks shall be of clear hard pine or good sound spruce, 4 by 6 inches, set 6 feet from centres, so that the 6-inch w^ay of same shall stand fore and aft, and jammed in tight between the two decks, securely braced with 2 by 3 rakina; shores from stanchion to stanchion and sides of ship. If upper and lower decks are wood, then the stanchions set up between decks may be secured by well cleating to each deck at heads and heels of same. Head Boards, etc. Regulation 36. — Head boards, foot boards, division boards, flooring and foot locks of the under decks shall be of the same dimensions and materials as those of upper decks and shall be fastened and arranged in the same manner. 40 CATTLE Troughs. Regulation 37. — Suitable troughs may be built on the foot boards about 12 inches wide, when required for cattle, on either deck by fastening foot boards on out- side of stanchions and fitting up on the inside. When it is desired to feed small grain or ground feed the trough shall be raised above the decks to prevent the feed from becoming wet. Removable troughs nmst be used for feeding horses. Suitable troughs for grain and water must be provided on three sides of each sheep, goat, or hog pen. Pens at Ends of Hatches. Regulation 38. — When pens run up to the ends of hatches, two athwartship planks must be so placed as to prevent cattle from getting out of such pens. Protection From Heat of Boilers. Regulation 39. — Xo animals shall be loaded along the alley-ways by engine and boiler rooms, unless the sides of said engine and boiler rooms are covered bv a tight sheathing, making a 3-inch air space. Casing for Steering Gear. Regulation 40. — Suitable casing must be placed over the ship's steering gear when found necessary. Sheep and Goat Pens. Shelter Deck. Regulation 41. — Only a single tier of sheep and goats may be carried on the shelter deck. Stanchions 41 STORAGE AND DAXGEROUS CARGO shall be not less than 4 by i-inch spruce or hard pine set .5 feet on centers, with llo-inch shoulder to be gained on stanchions to receive rafters. Rafters shall be 3 by 6-inch spruce or hard pine set on edge and bolted to stanchions with ^^-inoh bolts. Planking shall be not less than 114-inch tongued-and-grooved spruce or hard pine. Troughs must be constructed of tliree pieces of 1 by 6-inch lumber nailed together se- curelv. Ha\Tacks shall be made of 1 bv 2-inch lum- ber, and built in pens fore and aft and on athwartship partitions. Battens shall be nailed on the deck of the same dimensions as under deck, to act as foot locks. Battens on front and ends of pens shall be of 1 by 6- inch spruce or hard pine lumber and sufficient in num- ber to properly secure the sheep or goats in the pens. Upper Deck. Regulation 42. — Sheep and goat pens on upper deck shall be built with the same size and quality of lumber as cattle fittings upon upper deck. Flooring between tiers shall be of the same dimensions as under-deck fittings. Troughs and hayracks shall be the same as provided in Regulation 41. Under Deck. Regulation 43. — When the pens for sheep and goats on under deck are built for two tiers, joists not less than 3 by 4-inch spruce or hard pine must be used, supported in centers by 2 by 3-inch pieces run from deck to underside of joists securely nailed to same. The flooring shall be not less than ~s;-inch tongued- and-grooved spruce or hard pine, and 1 by 2-inch bat- tens shall be laid fore and aft on flooring, 18 inches apart, to act as foot locks. Stanchions may be made 42 CATTLE of 4 by 4-incli spruce or hard pine lumber. Troughs and hayracks shall be of the same dimensions as pro- vided in Regulation 41. Ventilation. Regulation 44. — Each under-deck compartment not exceeding .50 feet in length must have at least four bell-mouthed ventilators of not less than 18 inches in diameter and with tops exceeding 7 feet in height above shelter deck, two situated at each end of the compartment. Compartments over .50 feet long must have additional ventilators of the same dimensions or efficient fans. Spar Deck. Regulation 4.5. — When the fittings on the spar deck are permanent and hatches overhead are provided, the same regulations for ventilation shall apply as pro- vided for under decks. Third Deck. Regulation 46. — When it is desired to carry animals upon the third deck, written permission must be ob- tained from the Inspector of the port. The vessel nmst be fitted as hereinbefore specified, lighted with electric lights, and properly ventilated. One set of ventilators should be trimmed to the wind and another set in the opposite direction. The ventilators must be tested and kept in easy working order. Hatches. Regulation 47. — Xo cattle, swine, sheep, or goats shall be loaded upon hatches on decks above animals 43 STOWAGE AND DANGEROUS CARGO nor upon third deck hatches when animals are carried upon such deck, nor shall any merchandise, freight, or feed for animals be loaded upon said hatches; but said hatches shall at all times be kept clear. In loading animals upon upper decks, four of the hatches shall be kept free of animals, one forward and one aft, and the intervening hatches must be so fitted as to afford an -equalization of ventilation. Horses shall not be al- lowed upon any hatches under any circumstances. No cattle shall be loaded upon any hatch where the coamings exceed 18 inches in height in center of hatch. There shall be not less than 5 feet 6 inches vertical space between the beams overhead and the flooring placed on hatches underfoot. Lighting. Regulation 48. — All vessels designated as cattle ships must provide at all times electric lights for the proper attending of all animals. Feed and Water. Regulation 49. — All vessels not provided with pipes for watering animals shall carry casks or hogsheads of not less than 400 gallons total capacity for each 100 head of cattle and horses, and an additional amount in equal proportion shall also be carried for sheep, and these shall be filled with fresh water before sailing and refilled as emptied. All water tanks for use of ani- mals must be filled with good fresh water before sailing. Each vessel shall carry w^ater condensers which are in good working order and of sufiicient capacity to provide 8 gallons of fresh cold w^ater each twenty-four hours for each head of cattle, in addition to the amount 44 CATTLE required by other animals on board and for other purposes. Regulation 50. — Xot more than two days' feed for the animals shall be allowed to be carried on the shel- ter deck, and no feed shall be carried on the shelter deck when same interferes with the proper care of sheep; neither shall any feed be stored on top or inside of sheep pens. When feed as above provided is placed on the shelter deck, it must be properly covered and shall be the first feed used. All other feed shall be under hatches, and so far as possible shall be placed in the holds contiguous to the animals on board. Attendants. Employment and Character. Regulation 51. — The employment of all attendants shall be subject to the approval of the Inspector of the port, and men so employed shall be reliable and signed as a part of the ship's crew and under the control of the captain of the vessel. They shall be furnished with well-lighted and well- ventilated quarters and with bed- ding and table utensils. Experienced foremen shall be in charge of the animals, and not less than one-half of the attendants must be experienced men who have made previous trips with stock. The shippers of export animals, or their agents, shall make affidavits concerning the character of the attend- ants. The attendants shall be assembled a sufficient time before the sailing of the steamer for an employee of this Department to examine them. The examina- tion shall be made before the signing of the ship's articles by the attendants, and any man who fails to conform to the following conditions shall be rejected: 45 STOWAGE AND DANGEROUS CARGO ( 1 ) The men employed must be able to speak English sufficiently to make themselves understood, or to un- derstand orders given them; (2) they must know for what purpose they are employed and the duties that will be required of them; (3) they must be able-bodied and physically competent to perform the duties re- quired; (4) each man entitled to return passage shall be supplied with return transportation before accept- ance, unless he informs the Inspector that he does not wish to return. The Department has no control over the return of cattlemen. Inspectors in charge of the ports are directed to carefully enforce the above regu- lations. When attendants are found to be incompetent, in- temperate, or otherwise unfit to properly care for the animals, the captain of the vessel is requested to report the fact to the Inspector of the port. Cattle Attendants. Regulation 52. — There shall be one attendant for each 35 head of cattle, not including foremen, upon steamers having water pipes extending the entire length of both sides of compartments ; and upon steamers not so fitted there shall be one attendant for each 25 head of cattle shipped. Provided, however, that when all the attendants are experienced and capable men, there shall be one attendant for each 50 head of cattle upon steamers having water pipes extending the entire length of both sides of compartments, and not less than 3 feet in width of alley-ways, if a competent watchman for night duty for each shipper is furnished in addition; and upon steamers not so fitted there shall be one experienced attendant to each 35 head of cattle shipped, together with watchmen as provided above. 46 CATTLE Sheep and Goat Attendants. There shall be one man in charge of each 150 head of sheep and goats during the winter season (October 1 to April 1 ) , and one to each 200 sheep and goats dur- ing the summer season. Horse Attendants. For horses there shall be one attendant to each 22 head. Additional Help. There shall also be additional help furnished by the captain of the vessel when water has to be pumped by hand. Rest, Loading, Inspection, Certificates, Etc. Rest Before Eiiibarhation. Regulation 53. — No vessel shall be permitted to take on board any cattle, sheep, swine, or goats unless the same have been allowed at least five hours' actual rest in the yards at the port of embarkation before the vessel sails, not until the loading of the other cargo has been completed. The phrase "actual rest," as applied to live stock in transit for export, must not be interpreted to include any of the time occupied in unloading animals from the cars, or in their inspection, handling and roping, or in loading them on the cars again for transportation to steamer. All animals must remain a sufficient length of time in stables or yards during daylight at the port of em- barkation before the vessel sails, for the purpose of inspection. 47* STOWAGE AND DANGEROUS CARGO No vessel shall be permitted to take on board any horses which have been shipped over 500 miles unless the same have been allowed at least eighteen hours' actual rest in the stable or stables designated by the Inspector for export horses at the port of embarkation before the vessel sails. Horses shipped less than 500 miles shall remain in such stables or yards as the In- spector may designate not less than six hours for the purpose of inspection and rest. Horses shall not be placed upon steamers until the loading of the other cargo has been completed. Loading, Etc. Regulation 54. — The Inspector, or one of his assist- ants, shall supervise the loading of the animals and see that they are properly stowed, and, as far as practica- ble, tied; that a sufficient amount of good, wholesome feed is properly stowed; and that all the requirements of these regulations have been complied with. In case the regulations have not been complied with, he shall immediately notify the Chief of the Bureau of Animal Industry. In hot weather the tying of the cattle may, in the discretion of the Inspector, be in part omitted until after the steamer has cleared and is in motion. Certificates of Inspection. Regulation 55.— The Inspector at the port of ship- ment shall issue certificates of inspection for cattle, sheep, swine, and goats, which are to be exported to any foreign country, unless the Secretary of Agricul- ture shall have waived the requirement for such certifi- cate of inspection for export to the particular country to which such animals are to be shipped. Each certifi- cate shall cite the name of the shipper, the name of the 48 CATTLE consignee, and the destination. The certificates shall be issued in serial numbers ; only one certificate shall be issued for each consignment, unless otherwise directed by the Chief of the Bureau of Animal Industry. The certificates shall be delivered to the chief officer of the vessel upon which said consignment of live stock is to be transported after the loading and stowing is com- pleted, and continue with the shipment to destination, where it may be delivered to the consignee. Defective Fittings. Regulation 5Q. — The Inspector may, in case he finds that any of the fittings are worn, decayed, defective in construction, or appear to be unsound, require the same to be replaced before he authorizes the clearance of the vessel. Cleansing of False Decks and Temporary Troughs. Regulation 57. — False decks upon which cattle are loaded and temporary feed troughs must be removed, and the manure and dirt cleaned from underneath be- fore receiving another load of cattle. Head-Ropes, Etc. Regulation 58. — Cattle shall be tied with ^-inch rope, which shall not be used more than once, and must be either manila or sisal. All head-ropes, halters, blankets, stable utensils, feed bags and feed troughs, if returned to this country, must be disinfected under the supervision of the Inspector of the port, unless an affidavit is furnished by the cap- tain of the vessel that the same have been disinfected 49 STOWAGE AND DANGEKOUS CARGO describing the manner of disinfection, or unless such affidavit is furnished by the proper official at the port where the animals are unloaded. Injured Animals. Regulation 59. — Animals suffering from broken limbs or other serious injuries during the voyage shall be slaughtered by direction of the captain of the vessel. 50 GRAIN VESSELS carrying Iieavy cargoes should have one-third of the weight in the between decks, or above the beams. When bulk grain fills the lower holds, shifting boards and properly constructed feeders are necessary, and are required by Boards of Trade and Underwriters. Vessels carrying more than one-third of their net tonnage as registered are considered as ships laden with grain cargo. Grain is usually shipped through elevators; a single elevator will load 2,o00 tons in 24 hours. When grain has to be bagged the empty bags are generally filled in the hold from the elevator chutes, sewn up securely and stowed. Vessels will carry, on an average: of grain, about 7 quarters to one net register ton; of wheat, about 56 bushels to one net register ton; of corn, about 60 bushels to one net register ton; Steamers will carry about eight times, and sailing vessels about seven times, their net register tonnage, in quarters of 480 lbs. Grain in bulk will stow about 10 per cent, closer than if stowed in bags. Bags of grain should never be cut open when stowing in the holds; serious loss often falls to the shipowner by stevedores doing so without first obtaining permission. Such per- mission should be given in writing, and noted on the receipts and bills of lading. When ships are not re- sponsible for torn or burst bags, this should be inserted 51 STOWAGE AND DANGEROUS CARGO in the receipts. There shall not be carried between the main and upper decks any grain in bulk, except such as may be necessary for feeding the cargo in the hold in properly constructed feeders. Grain cargoes should have at all times ample ventilation. Grain, Standard Weight: Wheat 60 lbs. per bushel, 37^3 bushels per ton Corn 56 " " " 40 Rye 56 " " " 40 Barley 48 " " " 46% " Oats' 32 " " " 70 Buckwheat ... 45 " " " 50 Clover 63 " " " 551/2 " Beans 631/2 " " " 35I4 " Linseed 50 " " " 44% One ton of wheat, in bags, should stow in 52 feet. One ton of wheat, in bulk, should stow in 48 feet. One ton of corn, or maize, in bags, should stow in 52 feet ; heavier sorts, 49 feet. One ton of rye, in bags, should stow in 53 feet. One ton of barley, in bags, should stow in 60 feet. One ton of oats, in bags, should stow in 75 to 80 feet. One ton of beans or peas, in bags, should stow in 46 ft. One ton of buckwheat, in bags, should stow in Q5 feet. One ton of maize, in bulk, should stow in 50 feet. Tons in all cases are of 2,240 pounds. 52 GRAIN APPENDIX A. Regulations of the New York Produce Exchange ON THE Carriage of Grain. Carriage of Grain. ( 1 ) Where a grain cargo is laden on board any ship all necessary and reasonable precautions shall be taken in order to prevent the grain cargo from shifting. (2) If these precautions have not been taken in the case of any ship, the master of the ship and agent of the owner who was charged with the loading of the ship or the sending of her to sea, shall each be liable to a fine, and the owner of the ship shall also be liable to the same fine, unless he shows that he took all reasonable means to enforce the observance of this section, and was not privy to the breach thereof. A ( 1 ) Where a ship is laden with a grain cargo at any port in the United States, the precautions to prevent the grain cargo from shifting, set out in the eighteenth schedule to this act, shall be adopted, unless the ship is loaded in accordance with regulations for the time be- ing approved by the local Board of Trade, or is con- structed and loaded in accordance with any plan ap- proved by the local Board of Trade. (2) If this section is not complied with in the case of any ship, reasonable precautions to prevent the grain cargo of that ship from shifting shall be deemed not to have been taken, and the owner and master of the ship and any agent charged with loading her or sending her to sea shall be liable accordingly to a fine under this Part of this Act. 53 STOWAGE AND DANGEROUS CARGO (3) Nothing in this section shall exempt a person from any liability, civil or criminal, to which he would otherwise be subject for failing to adopt any reasonable precautions which, although not mentioned in this sec- tion, are reasonably required to prevent grain cargo from shifting. B (1) Before a ship laden with grain cargo at any port in the United States leaves her final port of load- ing, or within forty-eight hours after leaving that port the master shall deliver or cause to be delivered to the officer of the Customs at that port, a notice stating: (a) The draught of water and clear side, as de- fined by this part of this act, of the said ship after the loading of her cargo has been completed at the said final port of loading; and (b) The following particulars in respect to the grain cargo, namely: (i) The kind of grain and the quantity thereof, which quantity may be stated in cu- bic feet, or in quarters, or bushels or in tons weight, and (ii) The mode in which the grain cargo is stowed; and (iii) The precautions taken against shift- ing. (2) The master shall also deliver a similar notice to the proper officer of Customs at port of destination. (3) Every such notice shall be sent to the home Board of Trade, as soon as practicable, by the officer receiving same. (4) If the master fails to deliver any notice re- quired by this section, or if in any such notice he wil- 54 GRAIN fully makes a false statement or wilfully omits a mate- rial particular, he shall for each offence be liable to a fine. (5) The Board of Trade may, by published notice or in such other way as the Board may think expedient, exempt ships laden at any particular port or any class of these ships from this section. C. For securing the observance of the provisions of this part of this act with respect to grain cargo, any officer having authority in that behalf from the board in power, either general or special, shall have power to inspect any grain cargo, and the mode in which the same is stow^ed. D. For the purpose of the provisions of this part of this act wdth respect to grain cargo : The expression "grain" means corn, rice, seeds, beans, nuts, nut kernels. The expression "ship laden with grain cargo" means a ship carrying a cargo of which the portion consisting of grain is more than one-third of the net registered tonnage on the ship, and that third shall be computed where the grain is reckoned in measures of capacity, at the rate of one hundred cubic feet for each ton of regis- tered tonnage, and where the grain is reckoned in measures of w^eight, at the rate of two tons weight for each ton of registered tonnage. Precautions as to the Grain Cargo. (1) There shall not be carried between the decks, or, if the ship has more than two decks, between the main and upper decks, any grain in bulk, except such as may be necessary for feeding the cargo in the hold, and is carried in properly constructed feeders. 55 STOWAGE AND DANGEROUS CARGO (2) Where grain (except such as may be carried in properly constructed feeders) is carried in bulk in any hold or compartment, and proper provision for the filling up the same by feeders is not made, not less than one-fourth of the grain carried in the hold or com- partments (as the case may be) shall be in bags sup- ported on suitable platforms laid upon the grain in bulk. Provided, that this regulation with respect to bags shall not apply — (a) To oats, or cottonseed; nor (b) To a ship which is a sailing ship of less than four hundred tons registered tonnage, and is not engaged in Atlantic trade; nor (c) To a ship laden at a port in the Mediterra- nean or Black Sea if the ship is divided into com- partments which are formed by substantial trans- verse partitions, and are fitted with longitudinal bulkheads or such shifting boards as hereinafter mentioned, and if the ship does not carry more than one-fourth of the grain cargo, and not more than one thousand five hundred quarters in any one compartment, bin or division, and provided that each division of the lower hold is fitted with properly constructed feeders from the between decks; nor (d) To a ship in which the grain cargo does not exceed one-half of the whole cargo of the ship, and the rest of the cargo consists of cotton, wool, flax, barrels or sacks of flour, or other suitable cargo so stowed as to prevent the grain in any compart- ment, bin, or division from shifting. (3) Where grain is carried in the hold or between the decks, whether in bags or bulk, the hold or the space 56 GRAIN between the decks shall be divided by a longitudinal bulkhead or by sufficient shifting boards which extend from deck to deck or from the deck to the keelson and are properly secured, and if the grain is in bulk are fitted grain-tight with proper fillings between the beams. (4) In loading, the grain shall be properly stowed, trimmed and secured. 57 STOWAGE AND DANGEEOUS CARGO APPENDIX B. Regulations Accepted by All Countries. (1) Rules of the Board of Underwriters of New York. (2) Rules of the National Board of Marine Under- writers of New York. (3) Rules of the New Orleans Board of Under- writers. (4) Rules of the Mobile Board of Underwriters. (5 and 6) Rules adopted by the Wheat Tariff Asso- ciation, San Francisco. (7) Rules and by-laws of the Port Warden of JNIontreal. (1) The Board of Underwriters of New York (Marine). Rules for Loading Grain in Bags or Bulk. Vessels loading grain in bags or bulk on voyages from ports of the United States to ports of Europe w^ill be required to conform to the following rules adopted by the Board of Underwriters of New York, to enable the Surveyor to issue a proper certificate. Owners and masters of vessels intending to load grain are particularly requested to give early notice to the Surveyors when ready for fitting, and also w^hen ready to receive grain. Vessels loaded in conformity to the rules may have a certificate to that effect from the Surveyor appointed to the Board of Underwriters 58 GRAIN of New York, and the respective insurance companies composing the said Board will be duly notified thereof. General Regulations, 1. The draft of water, or free-board, to be regulated by a scale approved by the loading committee. Free- board shall be measured from top of deck at side of the vessel to the water's edge at the center of the load water-line; vessels having free-boards assigned by the rules of the Board of Trade (Marine Department), London, shall not be loaded deeper than permitted by those rules. 2. Shifting boards must extend from the upper deck to the keelson when grain is carried in bulk. When grain is carried in bags the shifting boards must extend from deck to deck in the between decks, and not less than four feet downward from the beams in the lower hold. 3. Shifting boards referred to in all rules shall be of two (2) inch yellow pine or of three (3) inch spruce (or equivalent). 4. All hatch feeders and end bulkheads must be boarded on the inside. 5. The grain must be well trimmed up between the Jbeams and in the wings, and the space between them completely filled. 6. No grain shall be carried in the fore and after peaks except in bags. 7. No coal shall be carried on deck of steamers sail- ing between the first of October and the first of April beyond such supply as will be consumed prior to ves- sel's reaching the ocean. 59 STOWAGE AND DANGEROUS CARGO 8. Care must be taken that when grain in bags or other cargo is stowed over bulk grain the bulk grain must be covered with two thicknesses of boards placed athwartships and fore and aft, with spaces between the lower boards of not more than four (4) feet; and be- tween the upper boards of not more than nine (9) inches. Care must be taken that all the bags are prop- erly stowed, in good order, and well filled, and that the tiers are laid close. Sailing Vessels. 9. Vessels being loaded with grain in bags shall be dunnaged from six to twelve inches on the floor and from six to fifteen inches on the bilges, according to the form of the ship's bottom; and two (2) inches at the sides. The between decks shall be dunnaged two (2) inches at the sides and decks. The dunnage in the hold must be laid over with boards and entirely covered with sails, or approved mats, so as to prevent any of the loose grain from run- ning down on to the floor of the vessel, and thence to the pump-well. If sails are used they must be of good quality and free from holes. The sails and mats must cover the keelsons. 10. Bulk or loose grain must be taken in bins pre- pared for that purpose. Materials for bins must be of well-seasoned stock; unseasoned lumber must not be used where it will come in contact with the grain. 11. The floor of the bin must be laid on sleepers of scantling 2^2 by 4 inches in size, sixteen inches apart from center to center, supported by studs of corre- sponding size, also sixteen inches from center to center. 60 GRAIN It must be raised from six to twelve inches over the floor of the vessel — in the bilge from six to fifteen inches, and in vessels that are very flat or sharp may be increased or diminished at the discretion of the Sur- veyor. In no case shall the floor of the bin be laid on loose dunnage. The floor is considered as extending from the keelson to the turn of the bilge. It must be laid with two thicknesses of one-inch boards, so that they will break joints at the edges and ends, and care must be taken that it be grain-tight. Vessels under three hundred (300) tons register may be permitted to have a single floor laid with one-inch boards placed edge and edge and seams covered with battens two by one (2x1) inch, or edges lapped one inch. 12. The studs for the forward and after bulkheads for vessels not exceeding fourteen (14) feet depth of hold must be equal to four by six (4x6) inches in size; for vessels of greater depth than fourteen (14) feet they must be equal to four by eight (4x8) inches. They must be set twenty (20) inches apart from center to center, firmly secured at the top and bottom, and properly braced in the center, also cleated on the ceiling to resist the pressure of the grain, and made grain- tight. 13. All air strakes and open seams must be closed and the sides of the vessel above the turn of the bilge must be sealed after the manner of clapboarding re- versed, and not furred where it can be avoided. When furring is used the ceiling must be made grain-tight at the bilges and sides. All lodging and bosom knees not fitted tight to the deck must be cleated grain-tight around the face of the knees. 61 STOWAGE AND DANGEROUS CARGO 14. Vessels with single deck or with one deck and beams carrying a full cargo of grain are required to have, in addition to the forward and after end bulk- heads, two trimming bulkheads (thus making a division of three compartments), to extend from the upper deck to within two feet from the bottom of the vessel; except where the between decks are laid aft, the after one may extend only to the lower deck and be so placed that in loading the middle compartment will be en- tirely filled and the end ones left to trim the vessel. If the end compartments are not entirely filled, care must be taken that the cargo be properly covered and secured on top to prevent shifting. The studs of the trimming bulkheads to be not less than three by six (3x6) inches and set twenty-two (22) inches from the centers, and all studs to be firmly secured at top and bottom and properly braced and cleated. 15. Vessels carrying bulk and bags must not carry bulk higher than to admit of the stowage of one-quarter of the cargo in bags or not less than five heights of bags over it (excepting the vessel be under five hun- dred (500) tons register) , when the height may be regu- lated by the Surveyor. 16. Vessels with two decks having bulk grain in hold as high as the between deck shall have strakes of between-deck plank opened on each side over the bulk in the wings and amidships, and have three or four feet of bulk grain in wing and amidship feeders, upon which sufficient grain in bags * or other cargo may be stored over board coverings, as provided for in Rule 8. When the hold is not filled with bulk grain to the be- tween deck, enough space must be left and sufficient cargo stowed over it to properly secure it, as provided for in Rule 8. 62 GRAIN 17. The pump-well must be sufficiently large to ad- mit of the passage of a man to the bottom of the hold, and with room to work conveniently when there, say not less than four (4) feet fore and aft, and five (5) feet athwartships (reference, however, must be had to the size of the keelson and assistant keelsons), and must be grain-tight and ceiled. 18. Access to the pump-well must be had either by a man-hole through the upper deck or by a clear pas- sage-way between decks from the after hatch. In no case must it be from the main hatch. 19. Masts, water-tanks and pumps, either of wood or iron, must be properly cased, to prevent damage from leakage, and mast coats must be strong and tight. 20. The between deck hatches must be kept off, and the scuppers safely plugged to prevent loose grain from running down the ship's timbers. Iron or Steel Sailing Vessels. 21. The foregoing rules are also to apply to iron or steel sailing vessels, excepting that in cases where the floor and ceiling are in such good condition as to war- rant it, the extra floor and ceiling may be dispensed with, and if the stanchions are not over four (4) feet apart and are double, two- or three-inch plank can be fitted between them for shifting plank. Vessels having iron or steel between decks without openings for wing feeders, the bulk grain in the lower hold must be secured by at least five heights of bags or its equivalent in other cargo laid over board coverings as provided in Rule 8. Steamers. 22. Steamers having water ballast tanks must have them covered with a grain-tight platform made of 2%- 63 STOWAGE AND DANGEROUS CARGO or 3-inch sound and dry planks, but this platform may- be dispensed with where the top of the tanks are of heavy plates and precautions are taken against over- flow from the bilges. 23. Steamships without ballast tanks, having a cargo platform in good order, will not be required to fit a grain floor over it, otherwise such grain floor will be required. 24. Vessels carrying small quantities of grain in bulk must have shifting boards to top of the grain, and the bulk must be properly covered with boards before any other cargo is stowed over it. 25. Single deck steamers with a continuous hold for- ward will be required to have a closed bulkhead to divide the same. This rule will also apply to the after hold. 26. Shifting planks must extend from deck to floor where grain is carried in bulk and be properly secured to stanchions, or shored every eight feet of length and every flve feet of depth of hold, including hatchways. Shores to be three by eight (3x8) inches or four by six (4x6) inches. 27. No bulk grain (or seeds in bulk, except oats, as hereinafter provided in Rules 35, 36 and 37) to be car- ried in between decks, nor, where a ship has more than two decks, between the two upper decks, unless in properly constructed feeders to fill the orlop and lower hold. Bulk grain may be carried on orlop or third deck below, provided said orlop has wing openings and amidship feeders to feed same. All amidship feeders to have properly constructed shifting boards to top of coamings. 64 GRAIN 28. Steamers with two or more decks not having suf- ficient and properly constructed wing and amidship feeders will be required to leave sufficient space above the bulk in lower hold not less than 5^ feet, to prop- erlj^ secure it with bags or other cargo; the bulk to be covered with boards as in Rule 8. If an orlop deck has sufficient openings to the lower hold, the orlop and lower hold may be considered as one hold and loaded accordingly. 29. Steamers having one deck and beams may carry bulk to such a height as will permit the stowage over it of not less than five tiers of bags, except in the extreme ends, where four tiers of bags may be sufficient. All bags to be stowed on two tiers of boards as provided for in Rule 8. Single deck steamers with high hatch coamings load- ing full or part cargoes of grain in bulk — 1st — The coamings of the hatch or hatches of the hold which is to be filled with bulk grain must be at least three (3) feet six (6) inches in height; 2nd — The hatchways must be of sufficient size to admit of not less than four (4) per cent, of the total grain in the hold being stowed within the coamings ; 3rd — The hatchways must be properly supported by heavy iron cross beams and fitted with fore- and-aft shifting boards; and 4th — The hatchways must be so placed that they are capable of feeding the center and both ends of the hold. 30. Steamers with laid between decks must have hatchway feeders, and if the distance in the lower holds, between the forward bulkhead in said holds and the 65 STOWAGE AND DANGEROUS CARGO nearest end of hatchway feeders, exceeds twelve (12) feet, then vessel must have a wing feeder on each side provided in the between decks to feed this space. If there are no openings in the between decks for wing feeders, five heights of bags must be put on top of the bulk grain from the bulkhead to within twelve (12) feet of the feeders. The same rule applies when the distance between the after end of the hatchway feeders and the after bulk- head in lower holds exceeds twelve (12) feet. 31. Bags stowed or laid between decks must be dunnaged. 32. Steamers carrying grain in poop or under bridge deck must have such grain in bags and have j^roper dunnage and shifting boards. 33. Steamers of the type known as "Turret," with single deck or single deck and beams, may load full cargoes of grain in bulk, but must have shifting boards as required in Rules 2 and 3, and if required by the Surveyors, trimming bulkheads forward and aft ex- tending from deck to floor, or if coming under hatches to top of coaming as directed by the Surveyors, and substantially fitted under their supervision. The loose grain in the end compartments to be secured by not less than four tiers of bags on boards properly laid. 34. Steamers that are partly single deck and partly double deck, known as "switchback" and as "part awning deck" steamers, may load all bulk grain in the lower holds of their double deck compartments, pro- viding proper midship feeders and wing feeders are fitted, but the space in the between decks around the feeders must be filled with bagged grain or general cargo; but if the vessel is too deep to carry any grain or other cargo on the between decks the feeders are to 66 GRAIN be shored or properly secured to the satisfaction of the Surveyor. If there are no openings in between decks for wing feeders and the bulkheads are more than twelve (12) feet away from the nearest end of the midship feeders, five (5) heights of bags must be put on top of the bulk grain from the bulkheads to within twelve (12) feet of the feeders. All hatchways used as feeders to have properly con- structed shifting boards to the top of the coamings. 35. Full Cargo Oats. — Steamers with double bot- toms for water ballast may carry a full cargo of oats in bulk; but if with two or more decks must have tight wing and hatch feeders to feed the lower holds and orlop, as provided in Rule 30. 36. Part Cargo of Oats. — When the quantity of oats carried in bulk between the two upper decks exceeds 60 per cent, of the capacity of said deck, the excess over 50 per cent, may be stowed in bulk in compart- ments fitted with wing shifting boards extending from bulkheads at each end of hold to within four (4) feet of the hatches, one of such compartments shall be the largest between deck compartments; or where a steamer has four or more compartments in between decks, oats may be loaded in bulk in all of these com- partments if they are provided with wing feeders of increased size to reach from the forward and after bulkhead to within four feet of hatches. The hatch feeders or feeders for lower hold must be capped boxed feeders, five or six feet in depth. All holds are to be so fitted. 37. In single deck steamers oats in bulk may be loaded over heavy grain with proper separation in two 67 STOWAGE AND DANGEROUS CARGO compartments, but the grain in all other compart- ments must be properly secured with bagged grain or other cargo easily handled. This rule applies also to steamers where some compartments are double and some single deck. 38. If owing to unusual construction of vessels which may necessitate deviation from the foregoing rules, the Surveyor must ol)tain the approval of the Loading Committee of the Board. (2) Rules of the National Board of Marine Underwriters of Ne^v York. « (The rules of the National Board of JNIarine Under- writers, Xew York, are similar to the rules of the Board of Underwriters of Xew York.) (3) Regulations of the Board of Underwriters OF New Orleans, for Preparation and Stow^age of Grain-Loaded Vessels. Steamers. 1. Steamers, with or without water ballast tanksy must have floors planked with 2l/^- or 3-inch planks (the same being sound, dry and grain-tight), and not less than 18 inches above cementing. 2. Steamers with a continuous hold forward will require a close bulkhead in the same, and also aft if deemed necessary by the Surveyor. 3. Two (2) to three (3) inch shifting planks, or equivalent, at the discretion of the Surveyor, must be properly secured to stanchions and shored every 8 feet of length and every 5 feet of depth of hold; shores to be 3 by 8 or 4 by 6 ; 4 by 6 at the discretion of the Sur- veyor. 68 GRAIN 4. The shifting boards must extend from upper deck to keelson where grain is carried in bulk, with secure beam fillings ; when grain is carried in bags, the shifting boards must extend from deck to deck in the 'tween decks, and not less than 4 feet downward from the beams in the lower holds. 5. No bulk grain to be carried in the between decks or (where a ship has more than tw^o decks) between the two upper decks, unless in properly constructed feed- ers to feed the hold; feeders amidships to have center shifting boards. 6. All grain carried in bulk must be supplied by proper feeders or sufficient space left to properly se- cure it with bags of grain or other cargo. 7. Steamers not having properly constructed feeders will be required to leave sufficient space above the bulk, not less than 5l/^ feet, to properly secure it with bags or other cargo; the bulk to be boarded. 8. Steamers having one deck and beams may carry bulk to such a height as will permit the stowage over it of not less than five heights of bags stowed over boards laid fore and aft (excepting at the extreme ends, where four heights will be sufficient), and so placed that each bottom bag shall be supported by two boards with athwartship bearing boards sufficient to prevent the bags from settling into the bulk grain. 9. The grain must be well trimmed up between the beams and wings, and the space between the beams and wings completely filled. 10. The class of steamers known as "switchback" or "web frame" are allowed to carry all bulk grain in No. 2 hold only. The feeding hatch must have shifting planks as high as the hatch covers. 69 STOWAGE AND DANGEROUS CAEGO 11. Steamers which have long bridge decks, same being double deck at No. 2 and/or 3 holds, may carry all bulk grain in said holds, only same must be fitted with properly constructed feeders with shifting boards extending up to the top of hatch covers. No bulk grain will be allowed outside the feeders and between the decks. 12. Bunker hatches within any hold in which they are fitted are to be utilized for feeders when possible. A bulkhead is required between Nos. 1 and 2 holds. 13. Oats may be shipped in bulk in steamers fitted for grain excepting that feeders will not be required, but they must be well trodden down to the satisfac- tion of the Surveyor while being loaded, or space left for at least five heights of bags. 14. Flaxseed is to be shipped in the same manner as wheat, excepting that the boards covering the bulk seed shall be placed close together. Part Cargoes. 15. Vessels loading part cargoes of grain will con- form to above rules, except where there is seven feet or more height between the grain in lower holds and decks above, and said grain secured by cotton screwed in over one tier placed on it flat, in which case no platform of boards will be required between grain and cotton. (4) Mobile Board of Underwriters. Regulations for Preparation and Towage of Grain- Loaded Vessels. The only differences in these rules to those of the Board of Underwriters of New Orleans are contained in Rule 10 and Part Cargoes. 70 GRAIN 10. The class of steamers known as "switchback" or "web frame" are allowed to carry all bulk grain in No. 2 hold only. The feeding hatch must have shifting planks as high as the hatch covers. Steamers which have long bridge decks, same being double deck at Nos. 2 and/or 3 holds, may carry all bulk grain in said holds, only same must be fitted with properly constructed feeders with shifting boards ex- tending up to the top of hatch covers. No bulk grain -will be allowed outside the feeders and between the decks. Bunker hatches in No. 3 hold are to be utilized for feeders when possible. A bulkhead is required between Nos. 1 and 2 holds. Part Cargoes. Vessels loading part cargoes of grain will conform to above rules except where there is 7 feet or more height between grain in lower holds and decks above and said grain secured by cotton screwed in over one tier placed on it flat, in which case no platform of boards will be required between grain and cotton. (5) Rules adopted by the Wheat Tariff Association, San Feancisco for loading iron or steel ships with one-third of cargo of wheat in bulk from Pacific Coast to Europe. 1. The pump-well must be sufficiently large to ad- mit of the passage of a man to the bottom of the hold and have room to work conveniently there, and must be grain-tight and cased if required. 71 STOWAGE AND DANGEROUS CARGO Access to the pump-well must be either by a manhole through the upper deck or by a clear passageway be- tween decks from the after hatch ; in no case must it be from the main hatch. (2) Bulk or loose grain must be taken in bins pre- pared for that purpose. jNIaterial for bins must be of well-seasoned spruce or pine stock. Unseasoned lum- ber must not be used where it will come in contact with the grain. (3) The floor of bin must be laid on sleepers of scantling 3 by 4 inches in size, 16 inches apart from center to center, supported by studs in the bilges of corresponding size, also 16 inches from center to center. It should be raised 6 inches over the floor of the vessel; in the bilge, 9 inches. All defects in the ceiling of the ship must be made good before the floors of the bin are laid, and care must be taken that the casing round the iron keelson be made grain-tight. The sides of the vessel above the turn of the bilge must be ceiled after the manner of clapboarding, so as to shed grain, and the boards must be lapped not less than 2 inches and securely nailed with steel wire nails. In no case should the floor of the bin be laid on loose dunnage. The floor is considered as extending from the keelson to the turn of the bilge. It must be taken that it be perfectly tight. The bins to be lined with burlaps or sails to the height of the bulk grain. (4) The studs for the forward and after bulkheads must be equal to 4 by 8 inches. They must be set 20 inches apart from center to center, firmly secured at 72 GRAIN the top and bottom and properly braced and cleated on the ceiling to resist the pressure of the grain. (5) Shifting boards 2 inches thick must extend from the keelson to the deck on each side of the stanchions, fitted tight to the beams, with battens over the seams, and care must be taken that the stanchions are well secured at both ends and not more than 7 feet apart. Two thicknesses of 1-inch board may be substituted for the 2-inch boards, provided they are fixed to break joints at the edges and ends. Shifting boards to be shored off to sides of ship in wake of hatches. Wooden stanchions of same thickness as the iron stanchions to be put in and driven tight from beams to keelson, to which the shifting boards are to be secured. Exceptions may be made in cases where permanent shifting j^lanks are satisfactorily fitted. (6) Masts and water tanks, either of wood or iron, must be properly cased to prevent damage from leak- age. INIast coats must be strong and tight. (7) Vessels being loaded with over 12,000 bushels (360 short tons) of grain in bulk must have interme- diate athwartship partitions or bulkheads. (8) Vessels carrying bulk and bags should not carry the bulk higher than to admit of the stowage of not less than 6 heights of bags over it, stowed as customary, on a platform of 1-inch boards, not more than 6 inches apart, supported on and nailed to 1-inch boards not more than 5 feet apart, so as to prevent the bags from settling into the bulk grain. 73 STOWAGE AND DANGEROUS CARGO Each bottom bag to be so placed that it shall be supported by two boards running crosswise to the bags. Two tiers of bags to be stowed from the bottom 'of the bins to the top of the bulk wheat, around the masts, pump-well and tank. ^(6) Regulations Adopted by the Wheat Tariff Association, San Francisco, for the Loading OF Cargoes of Grain in Bags at Pacific Coast Ports. Iron Ships. Dunnage in the bottom to be not less than 6 inches on the floor and 10 inches at the bilge. Lower hold to be lined with boards from the keelson to the lower -deck beams. The sides of the 'tween decks is fore-and-aft bat- tened only, the space between the battens to be filled with boards. Where vertical battens are fitted over the fore-and- aft ones, thick mats may be used in lieu of the boards before mentioned, but in the absence of mats additional vertical battens are to be fitted between the original ones. Where the 'tween deck is laid and caulked, with coamings fitted round hatchways, the deck to be dun- naged with strip and board two inches high; but where the deck is open the gutter waterway only will require to be covered with a fore-and-aft board. In all cases where a vessel has carried salt or other cargo which leaves a permanent dampness in the deck, it is to be dunnaged in the same manner as a laid deck. 74 GRAIN Sufficient covering to be laid over the bottom as high as the upper turn of the bilge, all fore and aft, to pre- vent the loose grain getting to the pumps. Shifting boards 2 inches thick, placed on each side of the stanchions, abreast of each other, must extend from deck to deck in the 'tween decks, and must extend not less than 4 feet downward from the beams in the lower hold, and be secured to the satisfaction of the. Surveyors. In vessels where no manhole is fitted to get to the pumps, a proper communication is to be left through the cargo to get access to the pump-well. (7) Extract from the Revised Rules and Regu- lations OF the Port Warden of the Harbor OF Montreal, Sanctioned by the Council of the ]Montreal Board of Trade. Regulations Affecting Vessels Outward. The master of any vessel intending to load grain for any port not within the limits of inland navigation shall notify the Port Warden, who shall ascertain whether such vessel is in a fit state and condition to receive and carry her cargo in safety to its destination, and if in his opinion she is unfit he shall declare what repairs are necessary. While the different holds are being prepared the master shall notify the Port War- den from time to time, who shall see that each hold is in a fit and proper state and condition to receive grain, and shall enter in the books of his office all particulars connected with these surveys and grant necessary cer- tificates. 75 STOWAGE AND DANGEROUS CAtRGO Limbers. — The limber boards to be lifted and lim- bers and watercourses to the ship's pumps to be cleaned where necessary. Ceiling. — The seams of ceiling over water ballast tanks will require to be made grain-tight by nailing 1/2- and 2-inch battens over them. Flooring. — Steamships without ballast tanks having a cargo platform 18 'inches or higher above the cement in the bottom will not be required to fit a grain floor over it, otherwise such grain floor will be required; but in all cases the cement between the frames above the ceiling must be examined and repaired if necessary, pump and other casings, where passing through the ship's ceiling, to be made grain-tight. When there is not the necessary depth of floor a grain flooring will be required extending from the keelson to the turn of the bilge of 3x4-inch scantling close boarded, edge to edge, with two 1-inch boards, breaking joints and made grain-tight. In vessels having water ballast tanks in Nos. 2 and 3 holds the Port Warden may also at his discretion, in the case of vessels of modern construction with spe- cially heavy ballast, grant a certificate and permit bulk grain to be loaded in Nos. 1 and 4 holds, provided that on examination the ship's ceiling in these holds is found to be dry and in good order, the seams caulked and made grain-tight. The Port Warden may also at his discretion, in the case of vessels of modern construction with special ballast tank tops without wooden ceiling, grant cer- tificates to load bulk grain provided the bilges and watercourses in the wings are sufficiently deep. Shifting boards must extend from the upper deck to the keelson when grain is carried in bulk; when grain 76 GRAIN is carried in bags the shifting boards must extend from deck to deck in the 'tween decks, and not less than 4 feet downward from the beams in the lower holds. Shifting boards to be built of 2- or 3-inch planks laid close on edge properly secured to the hold pillars or shored every 8 feet of length and 5 feet of height of hold; the shores and braces to be 3x6 inches or 4x6 inches, according to length, and firmly secured at both ends in the hatchways of the shores not to be further apart than 5 feet of length of hatch. Filling pieces to be fitted between the beams where bulk grain is car- ried. Shifting boards to be fitted in the between decks when grain or flour in bags is carried. A bulkhead is to be built if the forward hold is con- tinuous between No. 1 and No. 2 hatches. Feeders. — Grain carried in bulk must be supplied by proper feeders or else secured by bags of grain or other carffo. Feeders to be constructed of 3x6-inch stud- ding fitted inside of hatch coamings if possible, cleated at head and foot, boarded with 1 1/2-inch boards. On the inside of studding, shifting boards in center to ex- tend above bulk grain and shored from side to feeders or hatch coamings, between deck scuttles to be used as supplementary feeders when practicable, the size of the box to be regulated by the Port Warden. Bunker hatches to be utilized as feeders when feasible. The quantity of bulk grain in the feeders must be at least 3 per cent, of the quantity of the contents of the hold they feed. The Port Warden may also at his discretion permit vessels that have specially constructed high hatch coam- ings, the capacity of which is not less than 3 per cent, of the contents of the hold or bin, to use said hatch coamings as grain feeders, but such permission shall 77 STOWAGE AND DANGEROUS CARGO not be given before the first day of May or after the first day of October. Stowage. — Steamers having one deck and beams may carry bulk grain to such a height as will permit the stowage over it of four heights of bagged grain, and where bagged grain or other cargo is used for securing the bulk grain, boards 1 inch thickness must be laid close edge to edge on athwartship bearers not more than 4 feet apart on the bulk grain to prevent it shifting. The bulk grain must be well trimmed up between the beams and in the wings and all spaces completely filled. There shall not be carried between the decks, or if the ship has more than two decks, between the main and upper decks, any heavy grain in bulk, except such as may be necessary for feeding the cargo in the hold and is carried in properly constructed feeders. No vessel over 400 tons register shall be permitted to load an entire cargo of grain in bulk, oats excepted. Oats may be carried in bulk to any extent irrespective of the tonnage of the ship, but subject to such regula- tions with reference to dunnage lining and shifting boards as the Port Warden may prescribe. The master shall inform the Port Warden of the quantity of bunker coal his vessel may require to take in after leaving this port, so that due allowance may be made when the freeboard is given. The freeboard of all vessels to be regulated by the Port Warden, but the freeboard is never to be less than that assigned under the provisions of this act. 78 MEMORANDA RELATING TO GENERAL MERCHANDISE Bark. This article may generally be stowed with dry goods when free from smell or objectionable qualities. How- ever, care should be taken to keep articles subject to damage by smell or odors away from strong smelling barks. Peruvian bark, sewn up in dry hides, must have careful stowage. Angostina, bayberry, black haw, buck- thorn, calisaya, cascara, canelia (used as a tonic and sometimes as a spice), cinchona (red and yellow), con- durango, cotton root, cramp, dogwood (which comes principally from Jamaica), elia, loxa (of very dull color), sassafras, simaruba, Persian ash, soap, tonga, wahoo, white pine, white poplar, white cherry, Peru- vian bark (sometimes called quinine China), are of great necessity to the pharmaceutical trade. They are handled by a large number of concerns and are not packed under standard methods. Care should be taken that the salt water is not allowed to soak into the bark. Bags average 113 to 134 lbs., and measure 6 ft. 3 ins. Bales measure 8 ft. 9 ins. ; casks about 32 ft. 7 ins. Hogsheads weigh 2,148 to 2,653 lbs., measure 72 ft. 3 ins. to 78 ft. 2 ins. each. Beef and Pork, Tierces of American salt beef usually measure 11 ft., and weigh about 504 lbs., and contain 304 lbs. of beef. 79 STOWAGE AND DANGEROUS CARGO Barrels measure 7 ft. 8 ins., and weigh 360 lbs. each. Half barrels measure 5 feet and weigh 216 lbs. each. Barrels of pork measure 7 ft. 5 ins., weigh from 320 to 360 lbs., average 340 lbs., and contain 200 lbs. of pork. Tierces of buttocks measure 11 ft., and weigh 491 lbs. each. Tierces of beef fat weigh from 385 lbs. to 491 lbs., and measure 10 ft. 8 ins. to 11 ft. 2 ins. each. Butter. Packages containing this article are generally suffi- ciently strong to carry the contents with safety, but when roughly handled, or if heavy articles are stowed upon them, they are liable to give way and cause trouble. The coolest part of the ship should always be preferred for goods of a greasy nature. It is hardly necessary to point out the advisability of keeping such articles by themselves, and away from anything liable to damage them by contact. Turpentine, tar, oily ropes, bones, or other smelling articles, will destroy the value of butter if stowed in the same hold. Kegs of butter weigh 63 to 70 lbs., and measure 1 ft. 10 ins. each. Tubs of butter weigh 73 to 85 lbs., and measure 2 ft. 1 in. each. Firkins of butter weigh 112 to 120 lbs., and measure 3 ft. 3 ins. each. Cases containing tins of butter measure 4 ft. 1 in. each. 80 GENERAL IMERCHANDISE Canned Meats, Jams, Fruits, etc. Cases of condensed milk average 5Q to 60 lbs., and measure 1 ft. 2 ins. each. Cases of preserved beef, weight 32 lbs., measure 7 ins. each. Cases of preserved beef, weight 60 lbs., measure 1 ft. 1 in. each. Cases of preserved beef, weight 97 lbs., measure 2 ft. I in. each. Cases of preserved beef, weight 113 lbs., measure 2 ft. 4 ins. each. Box containing 2 doz. bottles chow-chow, weight 77 lbs., measures 1 ft. 8 ins. Barrels of cranberries, weight 130 to 135 lbs. each, measure 6 ft. 6 ins. each. Boxes of preserved Indian corn, weight 48 lbs., meas- ure 1 ft. 2 ins. Boxes of farina, weight 56 to 64 lbs., measure 1 ft. 5 ins. to 2 ft. 3 ins. each. Boxes of fancy figs, weight 56 to 63 lbs., measure 2 ft. 3 ins. to 2 ft. 8 ins. each. Drums of figs w^eigh 24 lbs. each. Boxes of gelatine, weight 12 to 16 lbs., measure 1 ft. 1 in. to 2 ft. 2 ins. each. Barrels of gelatine measure 7 ft. 5 ins. each. Cases of hominy measure 1 ft. 6 ins. each. Barrels of hominy weigh 220 lbs. and measure 6 ft. II ins. each. Cases of honey measure 1 ft. 6 ins. each. 81 STOWAGE AND DANGEROUS CARGO Barrels of maizena weigh 243 to 262 lbs., and meas- ure 6 ft. 9 ins. to 6 ft. 10 ins. Barrels of maltine measure 9 ft. 10 ins. each. Barrels of oysters containing 4 doz. tins, weigh 58 to 60 lbs., and measure 1 ft. 4 ins. 10 barrels of oysters equal one ton, or 2,240 lbs. Cases of preserved peaches, weight 49 to 51 lbs., measure 1 ft. 2 ins. to 1 ft. 3 ins. Cases of preserved pears, weight 68 lbs., measure 1 ft. 6 ins. each. Cases of peppermint weigh 79 lbs. and measure 3 ft. 2 ins. each. Cases of raisins, ^4 box, weigh ly^ lbs. and measure 3 ins. Cases of raisins, 1/2 box, weigh 161/4 lbs. and meas- ure 5 ins. Cases of raisins, 1 box, weigh 32 to 38 lbs. and meas- ure 8 ins. Cases of squash weigh 76 lbs. and measure 1 ft. 8 ins. each. Half-box of starch weighs 48 to 64 lbs. and measures 1 ft. 2 ins. to 2 ft. 7 ins. One barrel of starch weighs 230 to 250 lbs. and measures 5 ft. 6 ins. One case florida water measures 2 ft. 10 ins. One case vaseline measures 9 ft. 1 in. One case, 2 doz. tins, apricots weigh 67 to 70 lbs. and measure 1 ft. 7 ins. each. One case, 2 doz. tins of apples weigh 70 to 91 lbs. and measure 1 ft. 8 ins. to 2 ft. 10 ins. each. 82 GENERAL MERCHANDISE Cotton. To determine approximately how many bales of cot- ton a vessel should carry, take for sailing vessels 3I/2 to 4 bales per ton, for steamers 4I/2 per ton, or 1,900 to 2,100 lbs. per net ton register. The weight and measurement of bales of cotton vary considerably. New Orleans, per bale about 470 lbs., or 33 feet each. Sea Island, per bale about 333 lbs., or 35 feet each. Upland, per bale about 391 lbs., or 22 feet each. JNIobile, per bale about 500 lbs., or 23 feet each. Calcutta, per bale about 410 lbs., or 11 feet each, hard pressed. Madras, per bale about 300 lbs., or 12 feet each. Egyptian, per bale about 775 lbs., or 20 feet each, hard pressed. West Indian, per bale about 212 lbs., or 25 feet each. Brazilian, per bale about 182 lbs., or 17 feet each. Brazilian, per bale about 462 lbs., or 10 feet each, hard pressed. Bales of cotton, pressed, 480 lbs., measure 24 feet; unpressed, 480 lbs., measure 37 to 43 feet each. Bales of cotton waste, pressed, 500 lbs., measure 37 feet. 83 STOWAGE AND DANGEROUS CARGO Dimensions and Gallon Capacity of Casks. Length Breadth Contents ft. in. ft. in. in gallons Pipe 4 10 2 10 113—116 Hogshead 3 1 2 6 56— 58 Butt 4 2 2 11 108—112 Hogshead 3 2 2 4 54— 56 Pipe 5 5 2 8 90— 96 Hogshead 3 5 2 1 45— 48 Pipe 4 4 2 10 114—118 Hogshead 3 4 2 4 57— 59 Puncheon 3 6 3 90— 96 Number of Gallons. 1 tun 452 gallons 1 pipe 126 1 puncheon 84 1 hogshead 63 Essential Oils. Essential oils or "ethereal oils" are substances which in their chemical composition differ from the common oils, but are allied to resins, into which they insensibly merge at ordinary temperatures. Sparily soluble in water, they dissolve readily in alcohol, common oil, etc. The following is a list of the principal essential oils: Anise, Bitter Almond, Bergamot, Carraway, Caja- put. Cassia, Cinnamon, Cloves, Citronelle, Cedar Wood, Calamus Dromiticus, Geranium, Orange, Ne- rori. Lemon, Lime, Petit Grain, Lavender, Rose, Pep- permint, Mint, Rosemary, Marjoram, Thyme, Sweet Fennel, Sassafras, Pimento, Nutmeg, Sandalwood, 84 GENERAL MERCHANDISE Rosewood, Wintergreen, Patcliouli, Vetiver, Juniper, Mustard, Lemon Grass, Amber, Birch Tar, Carda- mon, Carvol, Copaiva, Coriander, Croton, Cubeb, Cummin, Eucalyptus, Ginger, Hemlock, Mace, Spear- mint, Wormwood." . ' When packing essential oils for export, they should be put up in as strong a container as possible. When put up in glass bottles, the case containing same should be well-padded. It is desirable both for protection of shippers and steamship companies that packages be marked "Handle with Care, Valuable Cargo." Greases. Hogsheads weighing 1,285 lbs. measure 37 ft. 10 ins. Tierces weighing 535 lbs. measure 13 ft. 4 ins. Barrels weighing 270 lbs. measure 6 ft. 9 ins. IMetals. Alloy is a certain proportion of baser metal mixed with a purer, such as* copper mixed with gold. Amalgam is a soft alloj^ a mixture of mercury and metal. Solder is an alloy used for making joints between metals. It must be more fusible than the metals it is designated to unite, and is hard or soft accordingly. Bronze, or gun metal, is an alloy of copper and tin; it is harder, stronger, and more fusible than copper. A high temperature in melting injures gun metal. Aluminium bronze contains about 95 per cent, of cop- per and 5 per cent, of aluminium. 85 STOWAGE AND DANGEEOUS CARGO Phosphor bronze contains copper, tin, and a small proportion of phosphorus. There are many varieties of cast iron: the two prin- cipal are gray and white. Cast iron often retains a portion of foreign ingredients from the ore, such as earth or oxides of other metals, sulphur and phos- phorus, which are all injurious to its quality and value. Cast iron expands at the moment of becoming solid, and cast iron is now made malleable by subjecting a casting to a process of annealing. Wrought iron is made from pig iron by treatment in a puddling furnace, then hammered and rolled. Steel is a compound of iron and carbon. There are many varieties of steel, such as Bessemer, Siemens, Whitworth, and Homogeneous. It is not easily broken, welds easily, does not split or crack, bears a very high heat, and has greater elasticity than iron. Ships loading cargoes of iron should have at least one-third of the weight in the 'tween-decks. Railway iron should be stowed fore-and-aft until level with the keelson, then diagonally — that is, grating fashion — keeping the rails well apart so that the weight will be raised to make the ship easy in a seaway. Protect the ship's side with bars laid fore-and-aft on top of each other, where the stowing is diagonal. Use rough-sawn battens between the tiers when necessary. Finish by stowing fore-and-aft, locking the two top tiers or so by inverting the upper rail ; then lay 3-inch planks across the cargo under the beams and tomb them well down, placing the tombs about five feet 86 GENERAL MERCHANDISE apart; also wedge the upper tiers at the sides by driv- ing large wedges down on the planks put up and down before stowing for the purpose. The 'tween-deck cargo is stowed fore-and-aft and is well tombed down, like the lower hold. The end tiers have also to be lashed with chains to keep them from fetching away when the ship is pitch- ing heavily, a space being left about a third of the distance from the midship stanchions, between them and the side, for the purpose. Bars are laid across the top and the lashing passed round them and the 'tween- deck beam. With a laid 'tween-deck, rails will have to be laid across the first tier on the deck to lash down to. The lashings are wedged up tight and will require attending to at sea. Bar iron measures about one-third of its weight. Pig iron well stowed runs about 10 cubic feet per ton of 2,240 lbs. There is generally a loss of 1 to 2 per cent, on delivery, owing to the amount of sand and grit that falls out in receiving and discharging. Bar iron, if possible, should be stowed so as to avoid mixing the different consignments or marks; otherwise a charge may be made for sorting at the port of delivery. Galvanized corrugated iron sheets, six in one bundle, measuring 61 ins. by 75 ins. by 2 ins., weigh 220 lbs. each bundle. 87 STOWAGE AND DANGEROUS CARGO • SuGAE AND Syrup. Porto Rico — Hogsheads 1,300 lbs. Tierces 800 to 900 Barrels 200 Havana — Hogsheads 1,300 Tierces 850 Matanzas — Hogsheads 1,200 Tierces 800 Boxes 400 Barrels 200 Cuba — Hogsheads 1,200 Tierces 850 Bags 200 Barrels 200 Jamaica — Hogsheads 2,000 Tierces 1,200 Barrels 200 Bags 200 Barbados — Hogsheads 1,600 Tierces 1,000 Bags 200 Martinique — Hogsheads 1,400 Tierces 700 Barrels 200 Bags 200 Granulated sugar, barrel of 350 lbs. measures 9 ft. 2 in. Loaf sugar, weighing 260 lbs., measures 9 ft. 2 in. 88'' GENERAL IM E R C H A N D I S E Syrup. Hogsheads, weighing 1,900 lbs., measure 36 ft. Puncheon, weighing 1,466 lbs., measures 27 ft. 5 ins. Barrel, weighing 660 lbs., measures 12 ft. 9 ins. Tobacco. Tobacco, when packed for export, stows as follows: Kentucky — Hogsheads, weighing 1,700 lbs. each, measure 75 cu. ft. Tierces, weighing 1,000 lbs. each, measure 50 cu. ft. Virginia — Hogsheads, weighing 1,500 lbs. each, measure 60 cu. ft. Tierces, weighing 750 lbs. each, measure 40 cu. ft. Weights and Measurements of Boxes of Cheese. Box, weighing 48 lbs., 16 by 16 by 9, about 1 ft. 4 in. Box, weighing 67 lbs., 16 by 15 by 12, about 1 ft. 8 in. Box, weighing 75 lbs., 18 by 17 by 11, about 1 ft. 11 in. Box, weighing 80 lbs., 17 by 17 by 13, about 2 ft. 2 in. 89 DANGEROUS AND HAZARDOUS CARGOES Definition and Classification. The first matter to be considered, and which must be examined, however briefly, is as to what is to be under- stood by dangerous merchandise. The term dangerous is used here in its widest possible signification. It could be more closely defined to mean those goods which of themselves or by reason of chance circumstances may give rise to difficulties or cause accidents during trans- portation by boat. Thus understood, dangerous mer- chandise may be divided into five principal classes, viz. :. ( 1 ) Inflammable. (2) Poisonous. (3) Explosive. (4) Odorous or evil-smelling. (5) Corrosive or caustic. One must not confuse combustible with inflammable. Combustible means capable of burning; that is, of be- ing consumed with or without flame when heat is applied. Thus, all organic matter, i.e., that which contains carbon, such as wood, coal, paper, etc., is combustible. By inflammable, on the other hand, is understood a substance which, at a more or less high temperature, gives off gases which, in the presence of a naked flame, ignite or explode. The temperature at which this phenomenon occurs is cafled flashing point or flash point. It is determined by sj)ecial apparatus for this purpose. It is clear that 91 STOWAGE AND DANGEROUS CARGO the lower the flashing point of a liquid, the greater the danger. The flashing points of different substances vary very much: Thus, ether and bisulphide of car- bon ignite at 4 degrees F., alcohol at the ordinary tem})erature of 57 to 68 degrees F., olive oil at above 419 degrees F. There is only a comparatively small number of liquids whose flashing points have been ascertained. It would be useful to determine this, at least in the case of all products frequently met with in commerce. Where the flashing point is not known, some indica- tion of the degree of danger may be found in the boil- ing point. If this is low, for example under 118 de- grees F., caution is very necessary, for it is evident that even if the gases given off by the liquid when boiling are not inflammable, their emission must in- jure the packing material and the goods around the liquid. Inflammable. Inflammable bodies are those that may be fired by sparks, such as straw, hay, turf, pulp, etc. These are of the least dangerous class. They can be rendered almost harmless by being transported in packages, or at least by being subjected to hydraulic pressure, in such a way as to give no chance to flame or sparks. Substances capable of gathering heat and of igniting by reason of the organic bodies which they impregnate, such as fats and oils packed in cotton waste. Mention may here be made of substances such as the bichromates of potassium and sodium, which, though presenting no difficulties so far as they themselves are 92 DANGEROUS CARGO concerned, render paper, for instance, very readily in- flammable when impregnated with them. One in- stance where goods were damaged by sea water was of some barrels containing bichromate of sodium. These barrels had been made a little damp by the sea water, with the result that the packing paper with which the interiors of the casks were lined had become impreg- nated with the bichromate. Xow this paper, thus im- pregnated, was much more inflammable than ordinary paper, and constituted a greater danger by reason of this secondary cause. A few words may here be said regarding nitrate of soda, a chemical manure which to-day gives rise to very important transactions. Despite a rather wide- spread idea to the contrary, nitrate in itself presents no danger. It will not even take fire, and one may plunge hot iron into it without harmful results. But since nitrate is always more or less damp, and, further, since it absorbs moisture from the air, it impregnates the bags in which it is packed, and these bags when they become dry again are very inflammable. Substances the dust of tchich is inflammable, as colo- phony and naphthalene. Substances tchich under normal conditions present no difficulties, but which under certain circumstances may give off combustible or explosive gases. Of such I may name iron filings or granulated iron, which by reason of dampness may give off hydrogen, a combustible and explosive gas; calcium carbide, which by the same medium produces acetylene, which is both poisonous and explosive; chloride of lime, which may become dangerous when closely confined. Substances which are inflammable at or below ordi- nary temperatures in the presence of a flame. 93 STOWAGE AND DANGEROUS CARGO It is not practical to state what temperature may be regarded as a limit, but it is not exaggerating, prob- ably, to say that all substances that ignite at below 120 degrees F. in the presence of a flame are more or less dangerous. As far as the author is aware, the temperature has never been methodically taken in the holds and hottest parts of ships. It is certain that these temperatures, especially in tropical regions (and in the absence or in- sufficiency of ventilation), often rise in a wholly abnor- mal manner. A serious study of this question of temperatures on board ship, and especially in the holds, would seem to be eminently desirable. Substances which ignite when heated to a certain temperature without the presence of a naked flame. Substances spontaneously inflammable, i.e., inflam- mable in themselves and without the presence of a naked flame. Such are, for instance, white phosphorus when not kept under water and soot freshly prepared. These substances are the most dangerous in this class. Even more, perhaps, than in the case of evil-smelling merchandise will the term "dangerous," as applied to poisonous merchandise, seem an exaggeration when- ever there is no question of gaseous emissions; but the reader will be able to judge for himself. Poisonous Merchandise. The most dangerous goods are, of course, those that give off poisonous gases. Ferro-silicon, for example, which, when acted on by shock and dampness, gives off phosphoretted and arseniuretted hydrogen. Since 94 DANGEROUS CARGO we have had to regret its numerous victims, the dan- gers of ferro-silicon have been made fully known, and most people are now aware of the fact that this sub- stance is capable of giving off poisonous, inflammable and explosive gases. It is, however, interesting to note that after the first accidents, several years passed before the public was made fully acquainted with the causes. Poisonous substances, whether solid or liquid, are dangerous only in so far as they get loose from their packing and impregnate other products, or come into contact with humans. Not infrequent are the cases in which aniline dyes taint products intended for con- sumption, as, for instance, grain. Special mention should be made of products which are poisonous when absorbed by the skin ; for example, carbolic acid. Fatal accidents have been caused by this property. (See U. S. Government Reports.) Explosive Bodies. Substances in themselves explosive; i.e., spontane- ously explosive. These are, of course, the most dan- gerous. Some examples are, the copper and silver salts of acetylene. Substances explosive by reason of decomposition, such as picric acid and nitro-compounds. Substances which are explosive when mixed with others; i.e., iodine mixed with ammonia. Substances explosive when subjected to fire, to fric- tion, shocks or blows. Examples: "Bengal fireworks, and nitroglycerine." 95 STOWAGE AND DANGEROUS CARGO Odorous or Evil-smellixg Merchandise. Here, as in the case of corrosive products, the de- gree of danger depends on the packing. The word dangerous when used in connection with strong smells may seem an exaggeration, and should be replaced by the word troublesome; it must be ob- served, however, that besides merchandise which has a disagreeable or even a nauseating smell, there are sub- stances which emit asphyxiating or anesthetic gases, as, for instance, bromine and chloroform. Others, again, such as chloride of lime, give off discoloring gases. As in the former case, the degree of danger is conditioned to a very considerable extent on the same factors, heat and water. In general, it may be said that high temperatures favor the emission of gases. Corrosive or Caustic Merchandise. The extent to which these products are dangerous clearly depends on the manner in which they are packed. If this gives a complete security against re- sistance, the danger is nil. We know, however, to what risks merchandise on board ship is liable, even when packed mider the best of conditions. It is obvious, also, that corrosive solid products, such as hydrates of potassium and sodium, are much less dangerous than the liquid products such as the mineral acids. The corrosive or caustic products in the solid state work their full effects only when they come in contact with water. Several of them under these circumstances become strongly heated, and thus present another dan- gerous side. As examples, I will name quicklime, phosphoric anhydride and anhydrous sulphuric acid. Others when in contact with water give off corrosive acid vapors; this is the case with chloride of benzol. 96 'DANGEROUS CARGO The following is a summary in tabular form of the classification of Dangerous Cargo. The numbers in brackets answer to the numbers in brackets appearing in the list of substances on page 91 and following. (1) Inflammable: (a) Spontaneously; (b) Taking fire by sparks; (c) Generating heat when impregnating or- ganic products; (d) Whose dust is inflammable; (e) Giving off combustible or explosive gas; (f) In the presence of flame; (g) When heated without the presence of flame. (2) Poisonous Merchandise: (3) Explosive: (a) By decomposition; (b) By fire, friction, blows, shock, etc.; j (c) Spontaneously; (d) When mixed with other bodies. (4) Odorous or Evil-smelling ISIerchandise. (5) Corrosive or Caustic Merchandise. It is obvious, however, that apart from this classifi- cation there may be substances which deserve attention, although they may present less danger and be met with less frequently than those described above. For exam- ple, merchandise capable of tainting the goods in its immediate neighborhood, such as aniline oil; merchan- dise that is hygroscopic (attracting water) or deli- quescent, as calcium chloride and nitrate of lime, and 97 S TOWAGE AND DANGEROUS CARGO which may therefore come out of its receptacle if the latter is not very tight. There are also substances whose fusing points are low, and which must, therefore, be kept in cool places, or at least not at high temperatures; i.e., oleic acid, which melts at 57 degrees F. Lastly, we must consider products which are danger- ous in case of a conflagration; these include all those that feed the flames and which, without being in them- selves troublesome, may become the secondary cause of a disaster. Example: Fire breaks out in a barrel of benzine in the neighborhood of which steel rails have been placed; the flames find no food, and danger is easily averted. But if, instead of rails, the barrel of benzine is sur- rounded by nitro-compounds — straw, wood, or some- thing similar — there will be such a fire as it will be very difficult to overcome. Basic Principles. Before deciding to publish this book, the Author hesitated not a little. What should be done to give the maximum of satisfaction to all? How could this book be made complete without being too long? What means were there to render it at once popular and scientific ? The first idea was to name all negotiable products, i.e., those which are the subjects of trade of some im- portance, and to say of each whether it is or is not in any way troublesome, and whether it is or is not dan- gerous. Business practice, indeed, always asks for a short and categorical reply, and needs only to know whether there is danger or not. It was soon necessary to give up this idea of naming all products, for, if not 98 DANGEROUS CARGO entirely unattainable, it presents difficulties almost im- possible to surmount, because of the immense number of products, which, moreover, increase daily, especially on account of the present war. Therefore the list was limited solely to dangerous merchandise. A product which does not occur upon this list probably presents no danger, but of this one cannot be absolutely certain, for no one will ever be able to know the result of plac- ing one substance in close proximity to some other un- til taught by experience. After these words, it will perhaps seem surprising that the following list contains certain products which are not the subjects of regular commercial transactions, and which have, so to speak, only a scientific interest. As to this, it is only necessary to say that many of these products have, to the Author's knowledge, been forwarded as samples, and it seems proper that, when one is concerned with very dangerous products, the in- formation should be as complete as possible. For the most part, these articles belong in the cate- gory of chemical products, but some exceptions have been made in the case of important articles, on the subject of which it is extremely necessary to have information. As far as possible, collective names, such as alkaloids, pharmaceutical products, chemical manures, aniline dyes, etc., have been avoided. If, however, the list contains a few of those most frequently used, it is prin- cipally because it is desirable to repeat several times in the text that this grouping seemed too indefinite and that an exact and complete terminology must always be required. A word as to terminology and orthography: It was necessary to use as many synonyms as possible, and the 99 STOWAGE AND DANGEKOUS CARGO mention of names entirely chemical and non-commer- cial, such as dimethyl-ketone for acetone, dioxide of carbon for carbonic acid, may seem unnecessary, but experience has shown that the latter terms are some- times used to conceal the real nature of a product. Desiring to have the synonyms as complete as pos- sible, some double names with their inversions have been included, as sulphate of copper and copper sul- phate, to facilitate the use of the index. Conclusion. Before closing, the reader's indulgence is asked in pointing out that it is not sufficient to read the notes in which the various articles of merchandise are de- scribed; they must also be interpreted, for it should not be forgotten that this book is intended for very different categories of persons concerned with the subject and no responsibility must attach; where the Author might appear too strict to one, another might think him too lenient. The three points essential above all things to be con- sidered are the following: (a) The physical state of the product (liquid, solid or gas). (b) How it is packed; in glass, barrel, can, etc. (it is scarcely necessary to say that iron drums must always be open to suspicion). (c) How it is stowed. It is obvious that this latter may be done carefully or not; the goods may be packed level or otherwise; they may be isolated or not; dangerous contact may 100 DANGEROUS CARG'O be avoided or not; the temperature may or may not be considered, and so forth. One cannot be too strict with regard to the declara- tions to be made by the producers or shippers, both as regards to exact terminology and as to the nature and characteristics of the product. No one, of course, can be better informed on the subject than the producer, and it is on him that the final responsibility should always fall. On the other hand, the decisions of the law courts have proved that if the producer has concealed nothing as to the nature of his merchandise, no responsibility can be imputed to him, but all must rest on the trans- porter. Hence, in many cases, it is recommended that the producer be required to furnish a declaration cer- tifying that the goods are not dangerous. It is true that this certificate w^ill not prevent acci- dents, but it will often serve to cover losses caused by imprudence of those concerned, and will tend to make the producer exceedingly careful in his statements. 101 i^TCWAGE AND DANGEROUS CAEGO DANGEROUS MERCHANDISE The numbers in parentheses indicate the classes as defined on page 91. Acetaldehyde (1) Acetate ethyl (1) Acetate of lead (3) Acetate methyl (1) Acetate of sodium (3) Acetic acid (3-4-5) Acetic acid, glacial (5) Acetic aldehyde (1) Acetic anhydride (3-4-5) Acetic ether (1) Acetone (1) Acetyl chloride (1-5) Acetyl dioxide (3) Acetylene gas (1) Acetylene (2) Acetyl oxide (3-4-5) Acetyloid (3) Acetyl peroxide (3) Acid, carbolic (5) Acid, formic (5) Acid, hydrocyanic (5) Acid, hydrofluoric (5) Acid, mixed (5) Acid, muriatic (5) Acid, nitrating (5) Acid, pot. chromate (2) Acid, nitric (5) Acid, oxalic (5) Acid, phosphoric (5) Acid, picric (5) Acid, sulphuric (5) Acid, valerianic (5) Albo-carbon (1-4) Alcarsin (1) Alcohol (1) Aldehyde (1) Alcohol, grain (1) Alcohol of sulphur (1) Alcohol, wood (1) Alkaloids (2) Alphanaphthylamine ( 4 ) Aluminium chloride (5) Aluminium carbide (3) Aluminum paint (1) Aluminium triethyl (1) Aluminium trimethyl (1) Aluminium tripropyl (1) Amidobenzene (2) Amidotoluene (1) Amidonaphthalene (4) Ammonia, anhydrous (3) Ammonia (4-5) Ammonia gas (3) Ammonium carbonate (4) 102 DANGEROUS CAEGO Ammonium hydroxide (4-5) _ Ammonium nitrate (3) Ammonium perchlorate (3) Ammonium perman- ganate (3) Ammonium picrate (3) Ammonium sulphydrate (5) Ammoniumsulphides ( 5 ) Axnmorphous phosphorus (1) Ammunition ( 3 ) Amorces (3) Amyl acetate (1) Amyl alcohol (1-4) Amyl nitrate (3) Anhydrous acetic acid (3-4-5) Anhydrous alcohol (1) Anhydrous vinegar (3-4-5) Anhydrous phosphoric acid (5) Aniline (2) Antimony Antimony Antimony Antimony (3) Antimony Antimony Antimony ashes (2) chlorides (5) fluoride (5) perchlorate salts (5) triethyl (1) trimethyl (1) Aqua anmionia (4-5) Aquafortis (5) Arcanson (1) Arsenic (2) Arsenic acids (2-5) Arsenic anhydride (2) Arsenic chloride (5) Arsenic disulphide (2) Arsenic trioxide (2) Arsenic trisulphide (2) Arsenious acid (2) Arsenious anhydride (2) Arsenious sesquioxide (2) ; . Artificial amber (1) Assafetida (4) Atropine (2) B Barium chlorate (3) Barium hydrate (5) Barium nitrate (5) Barium perchlorate (3) Bengal flames (3) Bengal fireworks (3) Benzaldehyde (1-4) Benzene chloride (1) Benzene dichloride (1) Benzene phenol (3-4-5) Benzol (1) Benzine (1) Benzine oil (1) Benzol chloride (1) 103 STOWAGE AND DANGEROUS CARGO Benzoline (1) Benzoliodide (1) Benzol trinitrol (3) Benzylene chloride (1) Betanaphthol (4) Beryllium ethyl (1) Bichrome (2) Bichloride of mercury (2) Bichloride of tin (5) Bicromate of potassium (2) Bismuth ethylchloride ( 1 ) Bismuth triethyl (1) Bisulphide of carbon (1-4)^ Bisulphite of calcium (4-5)^ Bisulphite of sodium _(4_-5) Bitnitrotoluol (3) Bitter almond oil (1-4) Bituminous mastic (1) Black carbon ( 1 ) Blacking (1) Black powder (3) Blasting caps (3) Blau gass ( 1 ) Bleaching powder (5) Bleaching lime (4-5) Blood, dried (4) Blue billy (4) Blue copperas (2) Bluestone (2) Blue vitriol (2) Boron, amorphous (1) Boron triethyl (1) Brimstone (1) Bromates (3) Bromide of hydrogen (4-5) Bromine (5) Brown resin (1) Brownstone (5) Bronzing liquids (1) Bronze powders (3) Butyric acid (4-5) Butyric ether (1) Cacodyl dioxide (1) Cacodyl sulphide (1) Cadmium chlorate (3) Canadol (1) Calcium (1) Calcium carbide (3) Calcium hypochlorite (4-5) Calcium muriate (4) Calcium oxide (5) Calcium phosphide (1) Calcium silicate (1-3) Calicium bisulphite (4-5) Calicium hydroxide (5) Calicium sulphite (4) Calomel (2) Carbolic acid (3-4-5) Carbolineum (4) 104 DANGEROUS CARGO Carbonate of ammonia Carbon bisulphide (1-4) Carbon bisulphuret (1-4) Carbon black (1) Carbonic anhydride (3) Carbonitric acid (3) Carbides (4) Carbide of calcium (3) Carbide of copper (2) Carbide of gold (3) Carbide of iron (1) Carbide of potassium (3) Carbide of sodium (2) Carbide of uranium (3) Carbonate of potassium (5) Carbonyl chloride (3) Carburets (4) Carburet of calcium (3) Carburetted hydrogen (3) Carburet of iron (1) Caustic ammonia (4-5) Caustic potash (5) Caustic soda (5) Cellulose hexanitrate (3) Celloidin (1) Celluloid (scrap) (1) Celluloid (1) Cement (rubber) (1) Ceruse (2) Charcoal (loose) (1) Chile saltpetre (5) Chloracetic acid (5) Chlorates (general) (3) Chlorate of barium (3) Chlorate of magnesium (3) Chlorate of mercury (2-3) Chlorate of strontium (3) Chloride acetyl (1-5) Chloride of arsenic (5) Chloride of benzojd (4) Chloride of calcium (4) Chloride of carbon (4) Chloride of hydrogen (5) Chloride of lime (4-5) Chloride nitrosyl (3) Chloride of phosphorus (4) Chloride of silicon (4) Chloride of sulphur (4-5) Chloride of tin (5) Chloride of zinc (2-5) Chloroform spirit (4) Chlorobenzene (1-4) Chloroethyl (1) Chlorotuolene (4) Chloric acid (1-5) Chlorine gas (3) Chlorsulphonic acid (5) Chromates (1) Chromic acid (5) Chromic anhydride (5) Chromium trioxide (5) Cinnabar (2) Coal tar camphor (1) Coal tar naphtha (1-3) 105 STOWAGE AND DANGEROUS CARGO Coal tar oil (1) Cobalt (powder) (1) Collodium (1) Colloxylin (1) Colophony (dust) (1) Cotton powder (3) Colored fires (3) Copper carburet (2) Copper chlorate (3) Copper pigments (2) Copper pyrite (1) Corrosive sublimate (2) Crampdrop (1) Creoline (4) Cresols (4) Creosote (3-4-5) Creosote oil (1-4-5) Creosote sulphite (1-4-5) Crude oil (1) Cumene (1) Cyanides (2) Cyanamide of calcium (1) Cyanide of potassium (2) Cyanide of sodium (2) Cymogen (1) D Denatured alcohol (1) Dichlorbenzene (1) Dichlorbenzol (1) Dimethylbenzenes (1) Dimethoxystrychnine (2) Dinitrobenzol (1) Dinitrocresol (1) Dinitronaphthalene ( 1 ) Dinitraniline ( 1 ) Dinitrotoluene (1) Dinitrophenols (1) Dioxide of acetyl (3) Dioxide of carbon (3) Dioxide of potassium (1) Dioxide of sodium (1) Dioxide of sulphur (3) Dipropargyl (4) Disulphide arsenic (2) Disulphide of carbon (1-4)^ Disulphide of iron (1) Dissolved rubber (1) Dross (lead) (1) Dynamite (3) E Erythrite nitric ether (1-3) Essence of mirbane (4) Essence, petrol (1) Essence of resin (1) Ether (1) Ethereal oils (1) Ether petroleum (1) Ether of vinegar (1) Ethidene diethyl ether (1) Ethidene lactic acid (5) 106 DANGEROUS CARGO Ethyl alcohol (1) Ethyl aldehyde (1) Ethvlchloride of bismuth (i) Ethyl ether (1) Ethyl hydroxide (1) Ethyl mucaptare (4) Ethyl niythylketone (1) Ethyl nitrate (1) Ethyl of beryllium (1) Ethyl of magnesium (1) Ethyl of zinc (1) Ethyl sulphuric acid (5) Explosives (3) Fatty oils (1) Ferric chloride (5) Ferric nitrate (o) Ferric sulj^hate (5) Ferric sulphide (1) Ferrosilicon (1-3) Firedamp (4) Fireworks (3) Fish guano (4) Fluoride of antimony (5) Fluoride of hydrogen ( 5 ) Formaldehyde (4-5) Formalin (4-5) Formic acid (5) Formicaldehyde ( 4-5 ) Formic ether (1) Formol (4-5) French polish (1) Fulminate of gold (3) Fulminate of mercury Fulminate of silver (3) Fusel oil (1) G Gas, ammonia (3) Gasolene (1) Glacial acetic acid (3-4-5) Glycerine nitrate (3) Glyceroltrinitrate (3) Gold carbide (1) Gold carburet (1) Gold fulminate (3) Green hides (4) Guncotton (3) Gunpowder (3) H Hexanitrate of cellulose Hexanitrate of mannite (3) (3) 107 STOWAGE AND DANGEROUS CARGO Hexanitrodiphenylamine (1) Hydrate of barium (5) Hydrate of potassium (5) Hydrobromic acid (4-5) Hydrochloric acid (5) Hydrofluoric acid (5) Hydrogen (3) Hydrogen bromide (4-5) Hydrogen chloride (5) Hydrogen dioxide (3) Hydrogen fluoride (5) Hydrogen iodide (5) Hydrogen peroxide (3) Hydrogen silicofluoride (5) Hydrogen sulphate (5) Hydroiodic acid (5) Hydrosulphide of ammo- nium (5) Hydrosulphide of sodium (5) Hydroxide of ammonium (4-5) ^ Hydroxide of calcium (5) Hydroxide of potassium (5) Hydroxide of sodium (5) Hypochlorite of calcium (4-5) Hyponitrous oxide (3) Hypophosphite of calcium (1) Hypophosphite of sodium (1) Inactive amyl alcohol (1-4) Iodide of hydrogen (5) Iodine (4) Iodoform (4) lodovosogen (3) Iron carbide (1) Iron carburet (1) Iron chloride (5) Iron disulphide (1) Iron in powder (1) Iron nitrate (5) Keroselene (1) Iron perchloride (5) Iron phosphide (1) Iron sulphide (1) Isoamyl nitrate (3) Isoamyl of zinc (1) Isobutyl carbinol (1-4) Isobutyl carbolic acid (4) Isobutyl of zinc (1) Isopentyl alcohol (1) Isopropyl acetic acid (4) Isopropyl benzene (1) Isovaleric acid (4) K Kerosene (1) 108 DANGEROUS CARGO Lactic acid (5) Lacquer varnish (1) Lampblack (1) Laughing gas (3) Lead acetate (2) Lead oxide (2) Lead picrate (3) Lead pigments (2) Lead salts (2) Lepone (1) Ligrain (1) Lignite oil (1) Liquid air (3) Liquid ammonia (4-5)] Liquefied gases (3) Litharge (2) Liver of sulphur (4)^ Lycopodium (1) Lythene (1) M Magnesium ( 1 ) Magnesium chlorate (3) Magnesium ethyl (1) Magnesium methyl (1) Magnesium nitrate (5) Manganese (5) Manganese peroxide (5) Maize straw (1) Mannite hexanitrite (3) Mannite nitric ether (3) Marcasite (1) Marsh gas (3) Metaphosphoric acid (5) Methane (3) ]Methyl aldehyde (4-5) JMethyl alcohol (1) Methylated alcohol (1) jMethyl aniline (1) JNIethyl chloride (1) jNIethylcarbinol ( 1 ) Methyl hydroxide (1) Methyl hydryde (3) JMethyl of magnesium: INIethyl nitrate (3) Methyl of zinc (1) Methylbenzenes (1) Methylbenzol (1) Methylphenols (4) Mercuric sulphide (2) Mercurous chlorate (3) JNIercurous chloride (2) Mercury chloride (2) Mercury fulminate (3) ISIercury monochloride (2) " Mercury subchloride (2) Mercury sulphide (2) Mercury sulphuret (2) Mercury perchloride (3) Mild muriate of mercury; (2) Mineral acids (5) Mineral naphtha (1) 109 STOWAGE AND DANGEROUS CARGO Monochlorbenzene (1) Monochlorbenzol (1) Monochlorethane (1) Monochloride of mercury (2) Monochlormethane (1) Monoiodbenzene (1) Monoiodbenzol (1) Morphine (2) Motor spirit (1) Muriatic acid (5) Muriate of aniline (2) Muriate of calcium (1) Muriate of zinc (2-5) N Naphthalene (1-4) Naphtha (1) Naphthaline (1-4) Naphthtylamine (4) Natural asphalt (1) Nitranihne (1) Nitrate of barium (barji;a) (5) Nitrate of calcium (lime) (5) Nitrate of ethyl (1) Nitrate of glycerine (3) Nitrate of iron (5) Nitrate of lead (5) Nitrate of magnesium (magnesia) (5) Nitrate of methyl (3) Nitrate of potassium (potash) (3) Nitrate of soda (1) Nitrate of sodium (soda) (5) Nitrate of strontium (strontia) (5) Nitrating acid (5) Nitrating liquid (5) Nitre (3) Nitre cake (5) Nitric acid (5) Nitric methylester (5) Nitride of silver (3) Nitrite of methyl (1) Nitrite of potassium (potash) (3) Nitrite of sodium (soda) (3) Nitrobenzol (1-4) Nitrocellulose (3) Nitrochlorbenzene ( 1 ) Nitro compounds (1) Nitro compounds of starch (3) Nitrocresol (1) Nitrodimethylbenzene ( 1 ) Nitroerythrite (1-3) Nitroerythroglucin (1-3) Nitroerythrol (1-3) Nitroform (1) Nitrogen (3) Nitrogen monoxide (3) Nitroglycerine (3) Nitroguanidine (1) 110 DANGEROUS CARGO Nitrolim (1) Xitromannite (3) Xitromannitol (3) Nitromuriatic acid (5) Nitronaphthalene ( 1 ) Xitronaphthols (3) Xitrophenesic acid (3) XitroiDhenols (1) Xitrophycite (1-3) Xitrosaccharose (3) Xitrosophenol (3) Xitrosugar (3) Xitrosylchloride (5) Xitrotoluene ( 1 ) Nitrous amylester (3) Nitrous ether (1) Nitrous ethylester (1) Nitrous niethylester (1) X^itrous oxide (3) X'itroxylene (1) Nordhausen sulphuric acid (5) Nottingham white (2) O Oil of mirbane (2-4) Oil of mustard (volatile) (4-5) Oil of turpentine (4-5) Oil of vitriol (5) Ordinary lactic acid of fermentation (5) Ordinary phosphorus (1) Orpiment (2) Orthophosphoric acid (5) Oxalate of silver (3) Oxalic acid (2-4) Oxide of calcium (5) Oxide of lead (2) Oxidirtes salzaures natrim Oxyalic acid (2) Oxydirtes salzsaures kalium (kali) (3) Oxygen (3) Oxygenized water (3) Oxymethylene (5) Oxy propionic acid (5) Oxytoluenes (4) Paint, aluminum (1) Palmitric acid (3) Paper chips (1) Paper vestas (1) Paraffin (1) Paraffin matches (1) Paraffin oil (1) Paraformaldehyde (4) Paraldehyde (1) Pearlash (5) Pear oil (1) Peat tar (1) Pentabromide of phos- phorus (4) 111 STOWAGE AND DANGEROUS CARGO Pentachloride of antimony (5) Pentachloride of phos- phorus (4) Perchlorate of ammonium (ammonia) (3) Perchlorate of antimony (3) Perchlorate of barium (baryta) (3) Perchlorate of mercury (3) Perchlorate of potassium (potash) (3) Perchlorate of sodium (soda) (3) Perchlorates (3) Perchloric acid (3-5) Per chloride of antimony (5) Perchloride of ethylidene (1) Perchloride of iron (5) Perchloride of mercury (3) Perchloride of tin (5) Percussion caps (3) Permanganate of ammo- nium (ammonia) (3) Peroxide of acetyl (3) Peroxide of hydrogen (3) Peroxide of manganese (5) Peroxide of potassium (potash) (1) Peroxide of sodiimi (soda) (1) Persulfate (5) Petroleum ( 1 ) Petroleum ether (1) Petroleum naphtha (1) Petroleum spirit (1) Petroline matches (1) Phenol (3-4-5) Phosgene (3) Phosphamines (1) Phosphide of calcium (1) Phosphide of strontium Phosphide of iron (1) Phosphide of zinc (1) Phosphines (1) Phosphoric acids (5) Phosphoric anhydride (5) Phosphoric bromide (4) Phosphoric chloride (4) Phosphoric syrup (5) Phosphorus acid (5) Phosphorus bases (1) Phosphorus chloride (4) Phosphorus oxychloride (5) Phosphorus pentabromide (4) Phosphorus pentachloride (4) Phosphorus pentoxide(5) 112 DANGEROUS CARGO Phosphorus preparations (1) Phosphorus trichloride (4) Phosphorus, yellow ( 1 ) Photogene (1) Picrate of ammonium (anmionia) (3) Picrate of lead (3) Picrate of potassium (potash) (3) Picrate of sodium (3) Picrates (3) Picric acid (3) Picryl chloride (1) Playing matches (1) Potash (5) Potash lye (5) Potassium ( 1 ) Potassium bichromate (2)_ Potassium carbide (3) Potassium carbonate (5) Potassium carburet (1) Potassium chlorate (1) Potassium chloride (3) Potasshim cyanide (1) Potassium cynide (2) Potassium dichromate (2) Potassium dioxide (1) Potassium hydrate (potash) (5) Potassium hydride (1) Potassium hydroxide (5) Potassium, metallic ( 1 ) Potassium nitrate (3) Potassium perchlorate (3) Potassium permanganate Potassium peroxide (1) Potassium picrate (3) Potassium sulphides (4) Powdered iron (1) Powdered zinc (1) Preparations of lead (2) Propyl of zinc (1) Prussic acid (5) Pyridine (•!) Pyrite (1) Pyro-acetic spirit (1) Pyroligneous acid (3-4-5) Pyroligneous spirit (1) Pyrophosphoric acid (5) Pyroxolo (3) Pyroxylin ( 3 ) Pyroxylin, plastic (3) Pyroxylin solutions (3) Quicksilver perchlorate (8) . Quicklime (5) Q Quicksilver fulminate (3) Quinoline (4) 113 STOWAGE AND DANGEROUS CARGO R Realgar (2) Red chromate of potash (2) Red lead (2) Red sulphide of mercury (2) Red sulphuret of mer- cury (2) Resin oil (1) Rhigolene (1) Rockets (3) Rocket signals (3) Roman candles (3) Safety matches (1) Saltpetre (3) Salts of atropine (2) Salts of brucine (2) Salts of daturine (2) Salts of dinitronaphthol (3) Salts of lead (2) Salts of mercury (2) Salts of morphine (2) Salts of strychnine (2) Sawdust (loose) (1) Schrotter's phosphorus ( 1 ) Sesquicarbonate of ammo- nium (ammonia) (4) Sesquichloride of iron (5) Shale oil (1) Shale tar (1) Shellac (1) Sherewood oil (1) Shoddy (1) Signal lights (3) Silicon chloride (4) Silk waste (loose) (1) Silver fulminate (3) Silver nitride (3) Silver oxalate (3) Slaked lime (5) Soda (5) Soda ash (5) Soda lye (5) Sodium acetate (3) Sodium bichromate (2-5) Sodium bisulphite (4-5) Sodium carbide (3) Sodium carbonate (5) Sodium carburet (5) Sodium chlorate (3) Sodium cyanide (2) Sodium dichromate (2-5) Sodium dioxide (1) Sodium hydrate (5) Sodium hydrosulphide (5) Sodium hydroxide (5) Sodium hypophosphite .(1) Sodium perchlorate (3) 114 DANGEROUS CARGO Sodium peroxide (1) Sodium picrate (3) Sodium sulphhydrate (5) Sodium sulphides (4) Solar oil ( 1 ) Solution of caustic potash (5) Solution of caustic soda (5) Solution of gutta-percha (1) Solution of India rubber (1) Sparklets (3) Spirit (1) Spiritine (1) Spirit of nitre (5) Spirit of nitrous ether (1-3) Spirit of petroleum (1) Spirit of salammoniac (4-5) Spirits of salt (5) Spirit of turpentine (1) Spirit of wine (1) Spirit of varnish (1) Stannic chloride (5) Star rain matches ( 1 ) Stearic acid (5) Sterisol (4-5) Strong acids (5) Strontia (5) Strontium chlorate (3) Strontium nitrate (5) Strontium phosphide (1) Stove naphtha (1) Subchloride of mercury (2) Sublimate (2) Sugar of lead (2) Superol (3) Sulphate of hydrogen (5) Sulphhydrate of ammo- nium (5) Sulphhvdrate of sodium (5) " Sulphide of cacodyl (1) Sulphide of carbon (1-4) Sulphide of iron (1) Sulphide of potassium (4) Sulphides of calcium (lime), (4) Sulphur chloride (4-5) Sulphur dioxide (3) Sulphuric acid (5) Sulphuric acid (anhy- drous) (5) Sulphuric acid (crystal- lized) (5) Sulphuric anhydride (5) Sulphuric ether (1) Sulphur monochloride Sulphurous acid (4-5) Sulphur trioxide (5) Sulphuryl chloride (5) Sulphuryl hydroxychlo- ride (5) 115 STOWAGE AND DANGEROUS CARGO Sun powder (3) Swedish black (1) Sweet spirit of nitre ( 1 ) Syrian bitumen (1) Tar oil (1) Tar pitch (1) Terebenes (1) Terpene hydrate (4) Tetrachloride carbon (1-4) Tetranitronaphthalene (1) Tetranitrosaccharose (3) Tin butter (5) Tin chloride (5) Tinders (3) Tin dust (1) Tin perchloride (5) Tin powder (1) Tin tetrachloride (5) Toluene (1) Toluidine (ortho.) (1) Toy caps (3) Tribromide of phosphorus (4) Trichloride of antimony (5) Trichloride of arsenic (5) Trichloride of phosphorus (4) Trichlormethane (4) Triethyl of aluminum (1) Triethyl of antimony (1) Triethyl of bismuth (1) Triethyl of boron (1) Triethylstibine (1) Trimethyl of aluminum (1) Trimethyl of antimony (1) Trimethylstibine ( 1 ) Trinitraniline ( 1 ) Trinitrocarbolic acid (3) Trinitrocellulose (3) Trinitrochlorbenzene ( 1 ) Trinitrocresol (1) Trinitromesitylene ( 1 ) Trinitromethane ( 1 ) Trinitronaphthalene ( 1 ) Trinitrophenol (3) Trinitrophloroglucin (1-3) Trinitropseudocumene (1) Trinitrotoluene (1) Trinitroxylene (1) Trioxymethylene ( 4 ) Tripropyl of aluminum (1) True lacquer (1) Turpentine (1) Turpentine oil (1) Turpentine spirit (1) Twist (1) 116 DANGEROUS CARGO Unslaked lime (5) Uranium carbide (3) U Uranium carburet (3) Valeric acid (4) Varnish (1) Varnish colors (1) Vegetable sulphur (1) Venetian turpentine (1) Verdigris (2) Vermilion (2) Waste of celluloid (1) Wax vestas ( 1 ) Westrumite (4) White arsenic (2) White phosphorus (1) Xylenes ( 1 ) Xylidine (1) Xyloidin (3) Vestas (1) Vesuvians (1) Vinegar from wood (3-4-5) Visconte (3) Vitriol (5) W Wire powder (3) Wood naphtha (1) Wood spirit (1) Wood vinegar (3-4-5) Wool waste (loose), (1) X Xylols (1) Xylonite (1-3) Zinc chloride (4-5) Zinc dust (1) Zinc ethyl (1) Zinc filings (1) Zinc powder (1) Zinc muriate (4-5) Zinc phosphide (1) Zinc jDropyle (1) Zirconium (1) 117 EXPLOSIVES A CARGO coming under this heading is only- received by steamship companies under special arrangements, then firmly stowed in its allotted space. Explosives shipped by the Government are divided into three groups, which are sub-divided into divisions. A label will be affixed to each package denoting the group and division to which the contents belong. Explosives for naval service are subject to the same regulations as those for army service, but are to be stowed in separate magazines or partitioned-off spaces. The Shipping Agents' Surveyor will select the posi- • tion for the magazines, and, when magazines are not required, the places where the explosives are to be stowed. The magazines, portable magazines or boxes, and partitioned-off spaces for explosives not requiring magazines, are to be constructed by the owners at their expense. The construction is to be in accordance with the specifications given, and is to be subject to the approval of the Ordnance Officer of the Department shipping the store, to whom the owners are to give two clear working days' notice of the date on which the vessel will be ready to receive the explosives. The port regu- lations for the shipment of explosives are to be ad- hered to. All ships with wooden masts, conveying any quan- tity of explosives of Group I, are to be fitted by the owners with a lightning conductor at the main, and 119 STOWAGE AND DANGEROUS CARGO with additional conductors if specially ordered. In the case of ships built of iron or steel, and having iron or steel masts, with wire rigging from the mast head making direct contact to tlie hull, lightning conductors are not required where the quantity of explosives to be carried is under 50 tons; but when 50 tons or over are to be carried, one or more conductors are to be fitted, as may be deemed necessary by the Surveyor. Lightning conductors are not required in the case of explosives of Groups II or III. GROUP I. (a) The explosives comprised in Group I — except as provided in Section (e) — are to be placed in maga- zines to be built in accordance with the specification, and the following classification denotes how they are to be stowed in the several magazines: Division 1. — May be placed in one magazine and with Group III, Division 3: Cordite in bulk. Cordite cvlinders without igniter. Ballistite. Gunpowder, except that which has been wetted. Cannon cartridges filled with gunpowder, ballis- tite, or cordite, except quick-firing cartridges, but including all charges for quick-firing cartridges. Puffs, powder. Cordite cylinders fitted with igniter. Bags, primer, filled. Charges and primers, impulse torpedo. Fuse, instantaneous. Quick match. Stars, incendiary. 120 EXPLOSIVES Division 2. — May be placed in one magazine: Giincotton, dry. Dynamite. Exploders, filled, for lyddite shell. Blasting gelatine. Tonite. Gelignite. Division .3. — Must be placed in a magazine by itself. Picric acid. (b) All the magazines are, as far as practicable, to be placed so as to be approached by, and contiguous to, the same hatchway; but they are to be as far apart as possible and with suitable cargo between them, and no other stores are allow^ed to be placed with the ex- plosives in the magazines. (c) The magazines for Divisions 2 and 3, when in steam vessels, are to be placed so that there is a com- partment with iron bulkheads between them and the engine-room or stoke-hold, or if there are not sufficient compartments to admit of this, though there are two hatchways in the length of the hold, they may be placed adjacent to the hatchway furthest from the engine- room or stoke-hold, but so that no part of a magazine is less than 30 feet distant therefrom; and in all ships the magazines for these explosives are to be placed 6 feet away from the ship's side and contiguous to the hatchway. (d) Before explosives comprised in Group I are shipped on board steam vessels, the furnace fires must be properly banked, and all other fires and lights ex- tinguished. The shipments will be made under the personal direction of the officers of the Ordnance De- partment shipping the stores, by whom the key of the magazine scuttle will be delivered to the master. 121 STOWAGE AND DANGEROUS CARGO (e) A magazine will not be required for quantities not exceeding 20 feet of Division 1, and 15 feet of Divisions 2 and 3, which quantities are to be stowed, cas}^ of access, in a place of security to be approved by the Ordnance Officer of the Department shipping the stores. The packages of explosives of each divi- sion will be placed in boxes to be provided by the ship and placed in position in the vessel. (f) In sailing vessels engaged for the conveyance of explosives of Group I, the weight in tons of coal and patent fuel allowed to be shipped will not exceed one-fourth of the ship's registered tonnage when the quantity of explosive exceeds that specified in Section (e). (g) The use of mineral oils for lighting purposes, except when special permission has been given for the use of a particular description of such oil (which must be in iron casks or tanks, and stowed where approved by the Shipping Agent's Surveyor), and the convey- ance of petroleum or equally inflammable oils or spirits as cargo are prohibited in ships engaged for the con- veyance of explosives of Group I, except when the quantity of explosives does not exceed that specified in Section (e). Spirits, such as rum, brandy, etc., and turpentine, varnishes, and similar articles in common use, are not, however, prohibited; but when shipped they must be stowed with two water-tight bulkheads between them and the magazine or partitioned-off space containing explosives of this group. GROUP II. (a) The explosives comprised in Groups II and III do not require to be placed in magazines, but they must be stowed, whenever practicable, in a space par- titioned off from the other cargo, divided, where neces- sary, into compartments, or in boxes. 122 EXPLOSIVES When, however, as may happen in the case of filled shells and mines, the weight renders it necessary, either for proper stowage or for handling, that such stores be stowed in the square of the hatchway, they are to be partitioned off from other cargo in such manner as may be found most convenient. (b) The explosives of Groups II and III are sub- divided into the follow^ing divisions, and are to be stowed in separate compartments of the partitioned-off spaces, as denoted against each division: Division 1. — ^lay be placed in one compartment: Balls, light, parachute. Bursters, segment shell. Caps, percussion. Cartridges, small arm. Cartridges, machine gun. Cartridges, aiming tube. Cartridges, signal, Very (which are safety cartridges ) . Cases, cartridge, quick-firing, capped and empty. Composition, priming. Fuses, time. Fuses, percussion. Fuses, time and percussion. Fuses, electric. Fuses, safety. JSIatch, slow. Portfires. Primers, electric. Primers, shrapnel shell. Primers, vent. Rockets (except war and life-saving). Service lights of all sorts. 123 STOWAGE AND DANGEROUS CARGO Tubes, electric. Tubes, friction. Tubes, percussion. Division 2. — May be placed in one compartment: Gunpowder, wetted. Mines and countermines, containing wet gun- cotton only. Division 3. — May be placed in one compartment: Shells, filled and fused. Rockets, war and life-saving. Division 4. — May be placed in one compartment: Detonators. Matches, Vesuvian. GROUP III. Division 1. — Must be placed in a compartment by itself: Guncotton, wet (except in mines). Division 2. — Must be placed in a compartment by themselves : Filled quick-firing cartridges, containing a cap or percussion primer. Division 3. — May be placed in one compartment and with Group I, Division 1. Filled quick-firing cartridges, fitted with elec- tric primers or adapters. Cartridges, impulse torpedo. (c) When the quantity of any division does not exceed 2 tons weight or measurement it will be placed in boxes, to be provided by the ship, and placed in a position in the vessel selected by the Shipping Agent's Surveyor. 124 EXPLOSIVES The shipment on private account of anj' explosives other than those of Division 1, viz., safety cartridges, safety fuses for blasting, railway fog signals, and per- cussion caps, is prohibited in vessels conveying Gov- ernment stores, without the permission of the Director of Transports. When the shipment is allowed, the ex- plosives are to be stowed to the approval of the Gov- ernment officers in the same manner as directed for Government explosives, and the precautions and re- strictions therein laid down are to be observed; but it will be sufficient if the packages and the magazines comply with all the requirements of the Port Authori- ties from which the goods are shipped. Specification for Building Magazines, Portable ^Magazines, and Partitioned-off Spaces for Powder, Ammunition, etc.. Carried as Cargo. Magazines and partitioned-off spaces are always to be built on 'tween decks if possible, and must be so placed that their doors are easily accessible from a hatchway. ]\Iagazines for gunpowder in barrels, and for picric acid or picric powder in barrels, should have all iron- work inside carefully covered with wood, and all nails should be of copper or metal. For other explosives wood covering will not be required, and galvanized iron nails may be used. If required by the Surveyors, all ironwork inside to be effectively painted to their satisfaction. Iron decks are to be covered with feather-boarding, w^hich is to be an inch on one edge and 14 of an inch on the other, and to lap over 2 inches. 125 STOWAGE AND DANGEROUS CARGO Magazines. The bulkheads to Be formed of 114-inch fir boards secured to fir uprights 3 inches square, placed 2 feet apart, running from deck to deck and firmly secured top and bottom. When on iron decks the heels of the uprights to step on and be secured to a fir board 1 inch thick. The lining to run from upright to upright, on the inside of magazine, securely fastened with 3-inch nails, three to each board on each upright, extending from deck to deck, close- jointed and fitting closely between the beams. A board of 9 inches by II4 inches to be securely fastened to the uprights at the upper and lower parts for securing heads of shores. The doorway to be 3 feet 3 inches in width, with pieces 3 inches by 2 inches fitted and secured at the lower part to form a sill. The framing of doorway to have a l^^-inch rabbet on the inside formed by the uprights and lining, an additional thickness of 2 inches being secured on each side for a height of 2 feet 3 inches for the lower half-door to run on, and cham- fered at top on outside. The doors to be made in two parts, to fit the width of doorway, and formed of two thicknesses of 114-inch board, the upper half to be 2 feet 6 inches, the lower half to be 3 feet in height, and to be shipped from the inside. The boards forming the upper half-door to be well fastened together crosswise by nails having their points turned on the inside, and punched in. The ends of the outer thickness to extend 2 inches beyond the ends of the inner thickness, and the inner thickness to extend 4 inches beyond the outer at the top and two inches at the lower edge, forming reverse rabbets. The boards forming the lower half to be secured to and kept apart 3 inches by fir scantling 3 inches by 2 inches 126 EXPLOSIVES placed 6 inches in from each end, the inner thickness to extend 1^/^ inches at each end beyond the outer thickness. Two hand-holds to be cut through the outer thickness for lifting purposes. When both parts of the door are in place, the space between top of upper half and lower edge of board for securing heads of shores to be filled in with ll/^-inch boards and securely fastened to the uprights. Both halves will then be secured by a strong hanging lock, hasp and staples, of metal or galvanized iron. When any quantity over 30 tons is placed in one magazine, uprights 3 inches wide by 2 inches thick, in addition to above, are to be fitted from deck to deck, and so placed that not more than 20 tons, as near as can be managed without breaking stowage, is in one undivided space. When a magazine runs right across the vessel, uprights must be placed 3 feet apart along the center line (fore-and-aft), and across the deck from side to side every 12 feet of the length. If con- sidered necessary by the Surveyors these uprights should be connected by battens. Should the height of the proposed magazine exceed 8 feet, the construction will be specially determined by the Surveyors. Partitioned- off Spaces. In partitioned-off spaces, the uprights will be the same as for magazines; they will be boarded up on the inside with ll/^-inch boards placed close together, run- ning from upright to upright, and securely nailed with 3-inch nails to each board to each upright. Door to be the same as for magazine. Magazine or Partitioned-off Space Built on Cargo, When it is necessary to build a magazine or par- titioned-off space on the cargo the selected space is 127 STOWAGE AND DANGEROUS CARGO to be leveled off, and the bottom formed of 3-inch by 3-inch quartering, placed 2 feet apart, covered with 114-inch boarding securely nailed. Uprights, 3 inches by 3 inches, 2 feet apart, running from the boards to the deck above, to fit taut and to be well driven in, cleated at the bottom and well trimmed off at the top. Remainder of magazine or partitioned-off space to be as detailed above. Box or Portable Magazine for Any Quantities Up to Two Tons. (Size in accordance with the dimensions of the packages to go into it.) ■ A frame to be made with 2-inch by 3-inch quarter- ing, floored and boarded up on the inside with 114-iiich boarding. Lid to be fitted with cleats on the inside to keep it in its place when shipped, and with hanging lock, hasp, and staples, of metal or galvanized iron. Filled Shells. When not exceeding 168 lbs. weight each, and packed in boxes, the partitioned-off space to be built as for other explosives of Group II. For shells exceeding 168 lbs. weight each, packed in boxes, and for loose shells, for any quantity over 5 tons, the bulkheads to be of deals 3 inches thick by 9 inches wide, placed not more than 5 inches apart, to be crosslined vertically with boards 9 inches wide by II4 inches thick, close jointed. For loose filled shells, in quantities of 2 to 5 tons, boxes to be made of 3-inch deals, sides and bottom and cover of 1^- inch boards, properly secured. If considered necessary by the Surveyors, stronger scantlings are to be used. 128 EXPLOSIVES When necessary to build partitioned-off space for shell on other cargo, bottom to be of 3-inch deals placed close together and crossed with ll/4-inch boards se- curely nailed. When stowed in the squares of hatches, the shells are to be entirely covered with ll/^-inch boards. No carffo to be stowed on these boards. Stowage. Each division of Groups I, II, and III of explosives must be kept separate. No two divisions are to be placed in one magazine or partitioned-off space, except Group I, Division 1, and Group III, Division 3. Six-pounder and 3-pounder ammunition is never to be stored more than three boxes high. Barrels will always be stowed on their bilges; never on their ends. The reader will note that vmder Group I, Division 3, picric acid must be placed in a magazine by itself. Since this article has been written, there has been a ruling made by the British Board of Trade wherein they advise their surveyors that they need raise no objection to picric acid being carried under deck with- out a magazine in ships, other than immigrant ships, if the following conditions are complied with, viz. : (1) The packages must be of sufficient strength not to allow any of their contents to escape when subjected to rough usage. (2) It must be stowed away from boilers and strong mineral acids, etc., and not in contact with lead. 129 STOWAGE AND DANGEROUS CARGO (3) Each package must be marked as follows: "Explosives, Class III, Division 2." Picric Acid. (If not crystals, state percentage of water.) To be stowed away from boilers, also strong mineral acids, paints, etc., and not in contact with lead. (4) Subject to these provisions, the total quantity of picric acid to be stowed on board any one ship is limited by the proviso that not more than ten tons may be carried in each separate hold or compartment. In Group I, Division 2, It Is noted that dynamite may be placed with other articles as specified in one magazine. It, however, must be very carefully noted that, under no consideration, should dynamite be stowed in the same magazine with detonators. It should be noted that extremes of temperature, such as intense heat or cold, render dynamite extremely sensitive and liable to explode; also that great care should be used in handling the cases not to knock or throw them down roughly. Boxes containing dynamite should always be marked so in large red letters. It is thought that dynamite will not explode when fire is brought near it and only by the action of the detonators. A steamer which left the port of New York caught fire while en route to China. There were twenty tons of dynamite on board the vessel. After the fire had burned for about 48 hours it reached the dynamite and an explosion occurred which blew the steamer to atoms. 130 EXTRACTS FROM MEMORANDA RELATING TO THE CARRIAGE OF DANGEROUS CARGO ACETYLOID, Carbide of Calcium, Carbon Papers, Lampblack, Inodorous and Other Felts, Oiled Materials, Matches, Liquified Carbonic Acid, Naphthaline, Dinitrobenzol, Liquid Ammonia, Sulphur Dioxide, Bisulphide of Carbon, Caustic Pot- ash, Peroxide of Sodium, Sulphides of Sodium and Potassium, Amorphous Phosphorous, Chlorate of Pot- ash, Xitre Cake, Picric Acid, Phosphoric Acid, Car- bolic Acid, Sulphuric Acid. Carbide of Calcium. Carbide of calcium, being "dangerous goods," should, in addition to being marked as required by the country from which shipped, be placed in hermetically sealed tins, enclosed in strong wooden cases, or in air-tight and damp-proof iron drums, and should be stored in the most easily accessible part of the ship, all necessary precautions being taken to keep it dry. In the event of such precautions not being taken, the vessel is to be deemed improperly loaded and should be detained as unsafe if any attempt be made to pro- ceed to sea. The risks attendant on the conveyance of carbide of calcium may be expressed as follows: When water is brought into contact with carbide of calcium it gives rise to a rapid and copious evolution of acetylene gas. This gas, with air, forms a violently 131 STOWAGE AND DANGEROUS CARGO explosive mixture. Obviously, therefore, if carbide of calcium is not stowed in such a way and in packages of such a character that water cannot possibly have access to it, a very grave risk maj^ ensue, and in the confined space of a ship's hold, or, indeed, anywhere on board ship, this risk might be of a most formidable character. In addition to the danger of explosion from the re- sulting gas there is also a fire risk, inasmuch as when water in small quantities comes in contact with the carbide, there is a considerable development of heat, and, under certain conditions, the temperature may rise to a dangerous degree. "Acetyloid" differs only in degi'ee from carbide of calcium, and should be packed and stowed in the same way. Carbon Papers. Carbon papers which contain fatty substances and finely divided carbon, or compounds of carbon, are liable, under certain conditions, to som.e risk of spon- taneous combustion. If a limited number of sheets are packed in air-tight tins within a suitable case, no objection need be raised to their carriage as general cargo. If carried in any quantity and not packed in such tins, they should be carried as deck cargo only. Typewriting carbon papers which do not contain free carbon are not open to the same objection, and if they are interleaved with plain paper, and, when in large quantities, packed in tin-lined cases, there is no objection to their carriage as general cargo. Lamphlach. Spontaneous combustion in the case of lampblack is very rare, but there is a possibility of it taking place, 132 DANGEROUS CARGO and it is therefore recommended that lampblack should be stowed near the hatchways, where it is protected from the water. Printed paper should not be used for packing lampblack. If it is put up in paper parcels and packed in casks, or in casks simply lined with paper, or in cases or drums, it may be carried on board ship with comparative safety. Inodorous and Other Felts. Inodorous felt is generally made from the refuse of flax or jute treated with resin previously moistened by mixture with oils of various descriptions, including paraffin. At a special meeting of the Felt ^lakers Association, held in London in January, 1885, atten- tion was called to the frequent occurrence of spontane- ous combustion in inodorous felt on board ship, and the following resolutions were unanimously adopted: 1. That inasmuch as Inodorous Felt is liable to spontaneous combustion, in future no Inodorous Felt be shipped to foreign ports. 2. That the following notice shall be placed on all letters relative to Inodorous Felt for shipments abroad: "Inodorous Felt being liable to spontane- ous combustion, should not be shipped for trans- mission abroad." This notice to be printed in red and pasted on the invoice of all orders where there is the slightest sus- picion that it is intended for transmission abroad. It was also subsequently agreed to mark promi- nently on each frame the words "Inodorous Felt" in red letters 1% inches long. Inodorous felt may not be carried at all on emigrant ships. When carried on other vessels, it should, if 133 STOWAGE AND DANGEROUS CARGO stowed under deck, be placed where it is easily acces- sible; it should on no account be treated as general cargo and covered with other goods. Inodorous felt should not be confounded with tarred roofing and sheathing felts, from which it can generally be distin- guished by its lighter color. No definite rule is laid do\\Ti with regard to sheath- ing and roofing felts, but it is advisable that they should, if carried under deck, be stowed in the square of the hatchway and should be mentioned in the mas- ter's letter so that they can be jettisoned in case of fii-e. In 1913 a fire occurred on board a vessel which car- ried two consignments of felt, viz., one of black sark- ing felt, made from flax waste, coal tar, and coal-tar pitch, and the other of brown sheathing felt, made from jute waste. Archangel tar and resin. The two con- sigmnents were stowed together and the fire was clearly due to spontaneous combustion. The Board were ad- vised that there was nothing in the ingredients of either felt which would predispose them to spontaneous com- bustion; that the black felt made from coal tar and pitch was quite safe; but that if the rolls of brown felt were packed in the hold of the ship before they had cooled to the temperature of the surrounding air, there would be risk of spontaneous firing. Oiled Materials. There is reason to believe that materials which have been dressed or soaked with oils, either raw or boiled, such as oiled clothing, oiled silk or cotton goods, oiled paper, etc., whether in the piece or used for packing purposes, are liable to spontaneous combustion, more especially if the goods are newly manufactured and 134 DANGEROUS CARGO have been insufficiently dried. Cases containing oiled goods intended for exportation as merchandise should be perforated or otherwise ventilated, and should be marked as required by the country from which shipped. When oiled materials are used for packing, care should be taken to see that they have been properly dried, and that the various folds do not overlap in such a way as to bring several thicknesses of the material together. If oiled goods are carried under deck, they should be stowed in a cool place, and where they can be readily got at. Oiled clothing is sometimes packed in hermeti- cally sealed metal-lined tin cases with the object of excluding air from the goods. If the soldering is carefully attended to, and if the goods have been sea- soned for at least a month after manufacture, it is believed that there will be no risk of spontaneous com- bustion. Matches. Vestas may not be carried on emigrant ships. There is no objection to their shipment on other vessels, pro- vided they are packed in tin-lined air-tight cases. Safety matches may be carried on emigrant ships if packed in zinc or tin-lined hermeticallv sealed cases, and stowed in the square of the hatchway. Liquefied Carbonic Acid If cylinders of carbonic acid are carried as cargo, it is recommended that the shippers should be asked to produce a certificate to the effect that the regulations of the Xew York Fire Exchange on compressed gas cylinders have been complied with. If carbonic acid is used in a bar on board a passenger steamer, the whole apparatus, including the cask containing the beer and the bottle containing the carbonic acid gas, should 135 STOWAGE AND DANGEROUS CARGO be enclosed in a cupboard made of stout material and provided with a close-fitting door, well secured. The cupboard should be ventilated to the open air by means of a pipe of not less than two and a half inches in diameter, and the upper end protected by a goose neck. The apparatus should not be fitted in or near to any sleeping accommodation under deck, and should be placed in as cool a place as possible. The pressure gauge, and the key for turning the valve of the bottle should be outside the cupboard. It is assumed that onlv one cvlinder will be used at a time, that it does not contain more than 20 lbs. of gas. Naphthaline. Naphthaline is not an explosive and no special risk attaches to its conveyance. Dinitrohenzol. Dinitrobenzol, although a constituent of certain pow- erful explosives, presents, when unmixed with other substances, no featiu'es that may be described as dan- gerous. It is unnecessary to lay do^\Ti any special rules with regard to its carriage on board ship. Liquid Ammonia. Ammoniacal gas compressed into liquid form should be classed with dangerous goods, not only on account of the danger of explosion involved when it is not con- tained in vessels sufficiently strong to withstand the pressure which may be produced by a rise in tempera- tiu'e, but also on account of the highly dangerous nature of the gas. 136 DANGEROUS CARGO The following precautions should be adopted when this liquid is carried on board ship: It should only be placed in iron vessels which have been satisfactorily tested up to a pressure of 675 pounds per square inch, and should be stored in a part of the ship beyond the influence of any heat from boilers or furnaces and re- mote from living quarters. The aqueous solution of ammonia of a specific gravity of 880 at 60 degrees F. should be conveyed in drums not exceeding 12 gallons capacity, with an empty space equal to 5.38 per cent, left in each drum. There is no objection to the use of enameled drums. If for carriage on board ship, the drums should be capable of withstanding a pressure of 66 pounds per square inch, and should be packed in cases with not more than four drums in a case, the interstices being filled with sawdust. But for short voyages, such as to Boston or New Orleans, the drums need not be packed in cases. At a temperature above 130 degrees F. the expansion of liquid ammonia is rapid, and a risk of explosion much increased. Care should be taken, therefore, not to expose drums con- taining tjiis liquid to the rays of the sun or to the influence of heat from boilers. It should be carried well away from living quarters, as deck cargo only, and should not be covered with black tarpaulin. Am- monia solution of a specific gravity of 959 and up- w^ard is exempted from the operation of the above instructions. Small quantities of liquid ammonia for pharmaceutical purposes may be carried in glass bot- tles. If stowed with such precautions and in such places above deck as may be approved by the ship's master. Sulphur Dioxide. Sulphur dioxide is neither combustible nor explo- sive, is not corrosive in the sense in which aquafortis 137 STOWAGE AND DANGEROUS CARGO and oil of vitriol are, and is not "Dangerous Goods" when compared with some of the other articles men- tioned herewith, but as it would j^roduce suffocation in a confined space, it should be carried on deck. Bisulphide of Carbon. Bisulphide of carbon, or carbon bisulphide, is of a very dangerous character and should, therefore, be marked according to the instructions laid down by the New York Fire Exchange. It is a colorless, heavy, mobile, volatile liquid which evaporates very quickly. It produces a pressure in any closed vessel containing it. It easily passes through the smallest opening, and it is very difficult to keep the drums tight in which it is stored. It is not liable to spontaneous combustion, but both the liquid and its vapor take fire at very low temperatures, the liquid at rather a lower temperature than the vapor. The vapor has a tendency to travel, and if it finds its way to any surface sufficiently warm to ignite it, the flame will flash back and ignite the liquid. This is known to have occurred when the liquid was at a distance of 20 feet from the warm surface. The mere striking together of two pieces of iron within the inflammable atmosphere may cause ignition. It has a very powerful and penetrating odor, which in small quantities resembles that of foul vege- table matter. Bisulphide of carbon should be carried in strongly made and perfectly tight drums of not more than 10 gallons capacity each. The drums should be satisfactorily tested by hydraulic pressure to at least 40 pounds per square inch before being used, and a space of at least 10 per cent, should be left in each to allow for expansion of the liquid. The drums should be placed in strong wooden cases, which should be per- forated, with not more than two drums in each case, 138 DANGEROUS CARGO each drum being in a separate compartment of the case. It should be stowed apart from all other goods, Avhether dangerous or not, and kept at a distance from all steam pipes, funnels or other heated objects, and from all hatchways or other openings in the deck; also from all living quarters of the vessel; and smoking in its vicinity should be strictly prohibited. It should be carried as deck cargo only, the utmost care being taken to protect it from the rays of the sun, or lights, or sparks; sail cloth (not black tarpaulin) is suggested as a covering. The cases containing the drums should be examined at frequent intervals (at least twice in 24 hours) during daylight, to ascertain if there is any escape; and if any leakage is detected even by the presence of the odor above described in the vicinity of the packages, they should be immediately thrown over- board. It is important that the person making these examinations should know that leakages sufficiently larffe to be very dangerous may exist without its being possible to see anything in the nature of moisture on the outside of the drums to indicate its presence. Caustic Potash. Caustic potash, i.e., the solid hydrate of potash, when packed in u-on or steel drums, may be carried w4th safety below deck, provided the drums are so placed that no leakage from them can come into direct contact with crew or passengers. Pei'oxide of Sodium. Peroxide of sodium by itself is not an explosive, but it becomes dangerous when it comes into contact with any combustible substance; it should therefore be packed in iron or steel drums sufficiently strong to 139 STOWAGE AND DANGEROUS CARGO stand rough usage without allowing any of their con- tents to escape, and not too large for ready handling. The drums should not be stowed in a space containing •combustible materials. Sulphide of Sodium and Sulphide of Potassium. The sulphides of sodium and potassium, in the dry or anhydrous form, are liable to spontaneous combus- tion, and should be packed in strong, air-tight vessels, such as steel drums. In the hydrated condition, the sulphides of sodium and potassium are not liable to spontaneous combustion. Amorphous Phosphorus. Amorphous, or red or Schrotter's phosphorus, which is wholly distinct in its physical characteristics from ordinary or yellow phosphorus, is not liable to spon- taneous combustion, and does not take fire in air until it is heated to 260 degrees C, or 500 degrees F. This, although a low temperature compared with most other substances, is, nevertheless, considerably above the temperature of the ignition of dynamite or similar explosives as well as that of most varieties of matches. It is a temperature which, on board ship, would not be reached except through fire. No objection need be taken to its stowage below deck, provided it is packed in tin. It may be added that shipments are usually made in 10-pound tins, ten tins being stowed in a case, and that it is not necessary to preserve this phosphorus under water. Chlorate of Potash. Chlorate of potash, although by itself incombustible, is a far more intense supporter of combustion than saltpeter; some of the mixtures of combustible matters 140 DANGEROUS CARGO and chlorate of potash are liable to spontaneous com- bustion and all such mixtures are sensitive to percus- sion, especially when it is combined with friction. Moreover, some chemicals have a very violent action on this substance, and many mixtures of combustibles and chlorate of potash are set on fire if acted on by strong sulphuric acid. These properties render the following precautions necessary to insure the safe carriage of this substance on board ship. ( 1 ) The chlorate should be placed in iron drums, or, if that is not possible, in paper-lined casks of sufficient strength not to allow any of their contents to escape when subjected to rough usage. (2) Casks or drums containing the chlorate should not be stowed in the same hold with combustible mate- rials, should be separated from such materials by a partition. (3) They should not be stowed in the neighborhood of the strong mineral acids, especially sulphuric acid, in such a manner that any escaping acid could reach the chlorate. (4) Xot more than ten tons of chlorate of potash should be carried in one hold. Nitre Cake. Nitre cake is a by-product of the manufacture of nitric acid and contains free sulphuric acid and sul- phate of soda, with a small percentage of free nitric acid. When dry it is harmless, but it absorbs moisture very readily from the air, and when wet will corrode wood or iron. It will also, when in contact with iron, cause hydrogen gas to be given off. jNIasters should always be informed of these qualities of the substance. When shipped for abroad on long voyages, it is ad- visable that it should be packed perfectly dry in strong 141 STOWAGE AND DANGEROUS CARGO air-tight vessels, or that other efficient means should be taken to guard against the risk of corrosion and of evolution of gas. Nitre cake should not be carried in bulk. When carried coastwise, nitre cake may be shipped in bulk, provided it is shipped dry and kept dry, and that the hold is efficiently ventilated. The hold should be thoroughly cleansed after the discharge of the cargo. Picric Acid. The New York Fire Exchange have advised their surveyors that they need raise no objection to picric acid being carried under deck without a magazine in ships other than those carrying a large number of passengers, provided the following conditions are com- plied with, viz.: (1) The packages must be of sufficient strength not to allow any of their contents to escape when subjected to rough usage. (2) It must be stowed away from boilers and strong mineral acids, paints, etc., and not in contact with lead. (3) Each package must be marked as follows: "PiCEic Acid. ( If not crystals, state percentage of water. ) To be stowed away from boilers, also strong mineral acids, paints, etc., and not in con- tact with lead." (4) Subject to these provisions the total quantity of picric acid to be stowed on board any one ship is limited by the proviso that not more than ten tons may be carried in each separate hold or compartment. 142 DANGEROUS CARGO Phosphoric Acid. There is no objection to the shipment of phosphoric acid under deck if it is contained in strong stoppered bottles packed with wool or sawdust in strong wooden cases, each containing not more than six bottles. Carbolic Acid. When loading carbolic acid, the officer in charge should be careful that the men handling it do not spend too much time on this article, as carbolic acid has been known to seep through the skin, thereby causing death. Care should also be taken as to the manner of placing and stowage. If not properly stowed the container may become damaged and thereby cause considerable loss of life. Sulphuric Acid. The question having arisen as to the conditions un- der which strong sulphuric acid contained in electrically- welded steel drums — holding about half a ton each — could, with proper regard to safety, be carried on board ship and stowed under deck, two steel drums were tested to destruction; the ends were flat and flanged at the periphery and electrically welded to the body. The results showed that they are strong enough to withstand rough usage when filled with sulphuric acid. The acid can be carried with safety under deck if the drums are imbedded in coal to a depth of not less than three-fourths the diameter of the drum, it being, of course, understood that the quantity of coal must be sufficient to absorb any leakage from the drums, and for this purpose a depth of one foot of coal for every 143 STOWAGE AND DANGEROUS CARGO hundredweight of acid contained in the largest drum in the shipment, but with a minimum depth of six feet, may be deemed sufficient. In the event of leakage, coal even in powdered state will not evolve heat by- reason of the presence of sulphuric acid, and the mar- ketable condition of only so much of the coal as is wetted by the sulphuric acid is affected. The possible results that may be anticipated as regards spontaneous combustion in a cargo of coal on the surface of which drums of sulphuric acid have been embedded are: (1) If the sulphuric acid escapes into the coal, spontaneous combustion will not take place within the region of the leakage. (2) If the spontaneous combustion takes place first, then the rupture of the drums and conse- quent escape of sulphuric acid will retard or extinguish the fire by the production of sul- phurous acid vapor, in which combustion can- not be sustained. This gas has a pungent odor and a strongly suffocating effect, so that great care should be taken to keep away from it. Any coal that has been wetted with sulphuric acid should not afterward be used. It is the practice at some ports to stow sulphuric acid in a compartment by itself on a layer of chalk, but the leakage of sul- phuric acid onto the chalk would produce carbonic acid gas, a heavy colorless gas which is dangerous to inhale, and which gives no warning of its presence. For these reasons, the ventilation of a space where this practice is followed should be carefully attended to be- fore any person is allowed to enter the compartment, the down cast being carried as low as possible. It is recommended that whenever sulphuric acid is carried 144 DANGEROUS CARGO under deck, the precautions indicated above should be observed, but it is, of course, to be understood that drums of sulphuric acid should not be stowed on coal known to be specially liable to spontaneous combustion. If sulphuric acid is carried as deck cargo, the drums containing the acid should be stowed as to be safe and secure, and readily jettisoned in case of danger, and so that neither the stability of the ship nor the free communication of the crew on deck is dangerously in- terfered with. Regulations of the Board of Underavriters of New York. Gasoline. Gasoline may be shipped under deck in quantities not to exceed 1,000 cases in any one vessel at one time, in drums not exceeding ten gallons each, having an excess capacity varying in ratio from 15 per cent. on 10 gallons to 5 per cent, on 5 gallons, and which are to be made of sheet iron, tinned, calcined, or gal- vanized, of a thickness not less than No. 20 Bir- mingham gauge. To be of drum shape, with body riv- eted and soldered, and having convex heads, and to be tested to a pressure of 150 pounds per square inch. Twenty per cent, of the drums to be tested. Drums to be packed in cases of 1-inch stuff, con- taining not more than 10 gallons each, to be stowed so as to be readily accessible from the vessel's hatches, and in lots of not over 350 cases at either hatch (Sept., 1882). 145 STOWAGE AND DANGEKOUS CARGO Naphtha may be shipped under deck in quantities not to exceed 1,000 cases in any one vessel at one time, in drums not exceeding ten gallons each, having an excess capacity varying in ratio of from 10 per cent, on 10 gallons to 5 per cent, on 5 gallons, and which are to be made of sheet iron, tinned, calcined, or gal- vanized, of thickness of not less than No. 27 Birming- ham gauge. Having convex heads, and to be tested to a pressure of 80 pounds to the square inch. Twenty per cent, of the drums to be. tested. Drums to be securely packed in cases containing not more than ten gallons each, to be stowed so as to be readily accessible from the vessel's hatches, and in lots of not over 350 cases at either hatch. When gasoline and naphtha are shipped in the same vessel, the number of drums of both must not exceed 1,000 and not more than 350 must be stowed in either hatch. Notification where and when shipments are to be made to be furnished one day in advance to the sur- veyor authorized to issue certificates of approval on naphtha and gasoline shipments. (Subject to the requirements of the U. S. Statutes, Feb., 1897.) Remember to keep goods of this class separate from all cargo of an edible nature. Naphtha is mostly car- ried in tank steamers. Specific gravity 698. A recent headline in the New York Journal of Commerce reads as follows: "Gasoline Explosion on Schooner Injures Crew. "Callao, Peru, Aug. 7. — Fire resulting from an ex- plosion of gasoline broke out last night on board the 146 DANGEROUS CARGO motor schooner Alfred Nohel. Several members of the crew suffered injuries. "Shipping records list a Norwegian schooner-rigged steamer of the name Alfred Nobel. This vessel registers 4,769 tons gross, and was built at Newcastle in 1912." After investigating this fire, I found that this vessel carried over 2,500 cases of gasoline, improperly stowed and carelessly handled. As to whom the responsibility for this loss should be put on, I do not care to say, but it certainly seems to me that the owner of the vessel should see that those concerned with the loading and the handling of this class of merchandise are thor- oughly aware of the danger. Petroleum. Petroleum is a brown liquid bitumen found in many parts of the world, and, when refined, used for lighting and other purposes. It is a question wliether the de- mand for this article will not eventually exceed the supply. Within recent years it has been brought into daily use by almost all nations in the world. In 1913 the United States produced about 8,459,000,000 gal- lons, and Russia about 4,840,000,000, these being the largest oil-producing countries. The petroleum trade of the world of late years has been characterized by a great development of the sys- tem of transport in bulk, and by the introduction of tank vessels, built and fitted expressly for the trade. Sailors are now called upon to carry thousands of tons across the ocean in one shipment, and as much has yet to be learned in regard to the business it is highly necessary that every precaution that experience and cormnon sense can dictate should be brought to bear 147 STOWAGE AND DANGEROUS CARGO in warding off and reducing the dangers incidental to the traffic. That there is a serious element of risk in transport- ing such an inflammable article is a fact that has made itself apparent from time to time by terrible disasters and loss of life. The odor from oils of this nature will damage any article liable to be impregnated by it. Vessels should be thoroughly disinfected before taking in other cargoes. Sailing vessels carry about six round barrels, or say eight payable barrels of 40 gallons to the net register ton. F errosilicon. The following article appeared in Shipping Illus- trated, August, 1917: Transport of Ferrosilicon. — The British Board of Trade are informed that, after prolonged inquiry, no facts have been ascertained indicating that low grade ferrosilicon made in a blast furnace is dangerous, and they are not aware of any reason why it may not be safely carried on board ship as ordinary cargo without any special precautions, excepting that a certificate be produced with each shipment stating that the ferro- silicon does not contain more than 15 per cent, of silicon, and has been made in a blast furnace. The Board are also advised that ferrosilicon pro- duced in the electric furnace and containing not more than 30 per cent, of silicon and the grade produced by the same method containing not less than 70 per cent, of silicon may be shipped under deck either in foreign- going cargo vessels or passenger vessels other than emigrant ships, but subject to the following conditions: 148 DANGEROUS CARGO (1) Each consignment must be accompanied by a certificate from the maker or shipper stating the percentage of silicon it contains, and that, after manufacture, it was either broken into pieces of a size in which it is usually sold (about 2 in. to 3 in. square), or crushed to fine powder, and so stored under cover, but exposed to the air for not less than 10 days before being dispatched from the works. (2) It must be packed either in strong wooden cases or barrels, or, if finely powdered, m terne plate iron or steel drums of 6 mm. thickness, the drums being enclosed in wooden cases of % in. thickness in the sides and % in. in the tops and bottoms. (3) The packages must be clearly marked with painted or branded letters, with the word "Ferrosilicon," the percentage of silicon, the words "To be stowed in a dry, well- ventilated space." (4) Ferrosilicon must not be stowed under deck immediately beneath a living space, or in any compartment which is not separated by a water-tight bulkhead from parts of the ves- sel occupied by passengers or crew, or con- taining explosives, or foodstuff, or other cargo liable to damage by poisonous gases. In wooden vessels and small vessels, where the con- ditions of Clause 4 cannot be carried out, the package containing ferrosilicon must be carried on deck. Shipowners are warned that the carriage of ferro- silicon with a percentage of more than 30 and less than 70 per cent, (i.e., of grades between 30 per cent. 149 STOWAGE AND DANGEROUS CARGO and 70 per cent.) of silicon is dangerous, and they should take steps to insure the accurate marking and description of the ferrosilicon sent for shipment. (See Introduction for further remarks.) Acids. Most acids contain oxygen, and are called in conse- quence oxy-acids. These again are divided into hy- drated and anhydrous acids, according as they contain water or not. There is, however, a second group which do not contain oxygen; in them the element hydrogen is always present; hence they are called hydro-acids. The most important acids are Hydrochloric Acid ( Spir- its of Salts), Hydrocyanic Acid (Prussic Acid), Nitric Acid (Aqua Fortis), Sulphuric Acid (Oil of Vitriol), Sulphurous Acid, Phosphoric Acid, Carbonic Acid, Acetic Acid, Citric Acid, Tartaric Acid, Oxalic Acid, etc. The most valuable of these is sulphuric acid, which forms the basis of our chemical manufactures. It was discovered about 400 years ago by the alchemist, Basil Valentine, and was then called oil of vitriol, from its oily appearance. The brown sulphuric acid of commerce, largely used for making manures and manufacturing aerated waters, is often shipped to different parts of the world packed in jars, which are again placed in cases and surrounded by whitening, sand or chalk. Sul- phuric acid is sometimes shipped in carboys, and when it is not packed in chalk or whitening is very dangerous to carry. The other kinds of acids are sometimes car- ried abroad packed in a similar manner. It is very important, however, that all shipments under this head- ing should be considered as dangerous, and due no- tice of the nature and contents of such packages should be given at the time to the officers of the vessel in ■yvhich they are to be sent. It is customary to carry 150 DANGEROUS CARGO such cases on deck, and when securely stowed In small quantities they give little or no trouble or anxiety. Sometimes a case gets injured and the acid as it es- capes is partly neutralized by the chalk in which it is packed; it then gives off a white vaporlike steam, but does not materially harm the others stowed round it. Such cases, if possible, should be thrown overboard at once. In doing so it is advisable not to touch the package with the hands, but to lift it on a small plank or in a sling, clear of the rail. Occasional shipments of 300 to 400 tons in cases are taken abroad. They should be packed closely and well blocked off, in one of the 'tween decks, and surrounded by 20 or 30 tons of chalk or whitening. On arrival at their destination, a few jars may be found damaged, but otherwise the consignment will be found in good order. When acids are carried on deck they are generally receipted for as "On deck at shipper's risk and expense." Acids should never be stowed in the same compartment with dry or valuable goods; the fumes alone may cause serious damage to certain other articles. When cargo of this nature is carried in any quantity below the deck, suffi- cient ventilation should be insured before any one is allowed to go near it. 151 SPECIFIC GRAVITY THE weight or specific gravity of a body is the proportion it bears to the weight of another body of known density or of equal volume, and which is adopted as a standard. Fresh water is the generally accepted standard and a cubic foot at 60° F. weighs approximately 1,000 ounces (62.321 lbs.), and a gallon equals 10 lbs. The former weight is taken as the unit for comparison in the following table which gives the specific gravity for most of the articles mentioned in "Stowage and Dangerous Cargo." SOLIDS. Metals. SUBSTAXCES SP. GR. SUBSTANCES SP. GR. Aluminium, cast . . " wrought " bronze. . Antimonv Arsenic Barium , , . . . Bismuth Boron Brass, sheets (cop- per, .75 ; zinc, .25) " yellow (cop- per, .66 ; zinc, .34) 2.560 Brass, Muntz (cop- 2.670 2.700 6.712 5.763 .470 9.823 2.000 8.450 8.300 per, .60 ; zinc, .40) 8.200 " plate " cast 8.380 8.100 " wire 8.214 Bromine 3.000 Bronze, gunmetal . . 8.750 " ord'ry mean 8.217 " (copper, .84 tin, .16) . . . 8.832 " (copper, .81 tin, .19) ... • 8.700 153 STOWAGE AND DANGEROUS CARGO SXTBSTANCES SP. GR. SUBSTAXCES SP. GR. Bronze, small bells (copper, .35; tin, .65) . . . 8.060 " (copper, .26; tin, .74) . . . 7.390 Cadmium 8.650 Calcium 1.580 Chromium 5.900 Cinnabar 8.098 Cobalt 8.600 Colimibium 6.000 Copper, cast 8.788 plates 8.698 wire & bolts 8.880 ord'ry mean 8.880 4( Iron, wr'ght, English rails. 7.540 low- moor 7.808 pure . 8.140 ordin'y mean 7.744 Lead, cast 11.352 " rolled 11.388 Lithium 590 Magnesium 1.750 Mercury, 40° (8° be- low freez- ing 15.632 32° (freez- ing) ...13.598 60° 13.569 212° 13.370 Molybdenum 8.600 Nickel 8.800 cast 8.279 Osmium 10.000 Palladium 11.350 Platinum, ham'er'd 20.337 native . . 16.000 rolled ..22.069 Potassium, 59° 865 cast, hot blast 7.065 Red lead 8.940 cast, cold blast 7.218 Rhodium 10.650 wr'ght, bars . . 7.788 Rubidium 1.520 wire . 7.774 Ruthenium 8.600 " rolled Selenium 5.500 plates 7.704 Silver, pure, cast . . 10.474 aver- " " ham- age . 7.698 mered. 10.511 154 Gold , pure cast . . . 19.258 << hammered ..19.361 (( 22-k. fine . . .17.486 (C 20-k. fine ...15.709 Iridii jm 18.680 ii hammered . 23.000 Iron, cast, gunmetal 7.308 (( minimum . . . 6.900 (( maximum . . . 7.500 (( ordinary mean 7.207 a mean, English 7.217 « SPECIFIC GRAVITY SUBSTANCES SP. GR. Sodium 970 Steel, minimum . . . 7.700 " maximum . . . 7.900 " plates, mean. 7.806 " soft 7.833 " tempered and hardened . . 7.818 " wire 7.847 " blistered 7.823 " crucible 7.842 " cast 7.848 " Bessemer .... 7.852 " ordinr'y mean 7.834 SUBSTANCES 8P. OR. Strontium 2.540 Tellurium 6.110 Thalium 11.850 Tin, Cornish, ham- mered, pure. 7.390 " Cornish, pure. 7.291 Titanium 5.300 Tungsten 17.000 Uranium 18.330 Wolfram 7.119 Zinc, cast 6.861 " rolled 7.191 Alder Apple Ash Bamboo Baytree Beech Birch Blackwood, India. Boxwood, Brazil . . " France Holland Bulletwood Butternut Campeachy Cedar " Indian . . . . Charcoal, pine . . . fresh- burned. Woods (Dry). .800 Charcoal, oak 1.573 .793 " soft wood. .280 .690 " triturated. 1.380 .400 Cherry 715 .822 Chestnut, sweet 610 .690 Citron 726 .720 Cocoa 1.040 .898 Cork 240 1.031 Cypress, Spanish. . . .644 1.328 Dogwood 756 .912 Ebony, American . . 1.331 .928 " Indian 1.209 .376 Elder 695 .913 Elm 671 .561 " rock 800 1.315 Erroul, Indian 1.014 .441 Filbert 600 Fir, Norwegian .380 Spruce 512 155 STOWAGE AND DANGEROUS CARGO SUBSTANCES Fir, Dantzic Fustic GreenheartjOr Sipiri Gum, blue water Hackmatack Hawthorn Hazel Hemlock Hickory, pig-nut . . shell-bark. Holly Ironwood Jasmine Juniper Khair, Indian Lancewood, mean. . Larch Lemon Lignum- vitse Lime Linden Locust Logwood JNIahogany Honduras Spanish. . Maple Bird's-eye . . . Mastic Mulberry Oak, African Canadian .... Dantzic SP. GR. .582 .970 1.055 .843 1.000 .592 .910 .860 .368 .792 .690 .760 .990 .770 .566 1.171 .720 .544 .703 .1333 .804 .604 .728 .913 .720 .560 .852 .750 SUBSTAXCES SP. GB. Oak, English 932 green 1.146 heart, 60 years. 1.170 live, green 1.260 seasoned . 1.068 white 860 Olive 680 Orange 705 Fear 661 Persimmon 710 Flum 785 Pine, pitch 660 red 590 white 554 yellow 461 Norwegian . . .740 Pomegranate 1.354 Foon 580 Poplar 383 white 529 Quince 705 Rosewood 728 Sandalwood (Sinks) Sassafras 482 Satinwood 885 Spruce 500 Sycamore 623 Tamarack 383 .576 Teak (African oak), .980 Walnut 671 black 500, Willow 585 Yew, Dutch 788 Spanish 807 .849 .561 .823 .872 .759 156 SPECIFIC GRAVITY Woods ( Well- Seasoned ) . SUBSTANCES SP. OR. SUBSTANCES Ash 722 Pine, white Beech 624 " yellow Cherry 606 Poplar Cypress 441 White oak, upland. Hickory, red 838 " " James Mahogany, St. Do- River, mingo 720 SP. GR. .473 .541 .587 .687 .759 Stones, Earths, etc. Alabaster, white . . . 2.730 yellow .. 2.699 Alum 1.714 Amber 1.078 Ambergris 866 Asbestos, starry . . . 3.073 Asphalt 2.250 Barytes, sulphate . . 4.865 Basalt 2.740 Bitumen, red 1.160 brown . . . .830 Borax 1.714 Brick 1.900 " pressed 2.400 " fire 2.201 ** work, in ce- ment ..... 1.800 " work, in mor- tar 2.000 Carbon 3.500 Cement, Portland . . 1.300 Roman . . . 1,560 Chalk 2.784 Clay 1.930 157 Clay , with gravel . . 2.480 Coal, , anthra . .1.350-1.640 Borneo 1.290 cannel ..1.238-1.318 caking 1.277 cherry 1.276 Chile 1.290 Derbyshire . . 1.292 Lancaster . . . 1.273 Maryland . . . 1.355 Newcastle . . . .1.270 Rive de Gier. 1.300 Scotch ..1.259-1.330 splint 1.302 Welsh, mean. 1.315 Coke k 1.000 (( natural Va. . . .746 Concrete, in cement. 2.200 " mean .. . . 2.000 Earth, common soil, dry 1.216 (( loose 1.500 <( moist sand . . 2.050 (( mould, fresh. 2.050 STOWAGE AND DANGEROUS CARGO SUBSTANCES Earth, rammed . . . rough sand . with gravel . " potters " light vege- table Emery Feldspar Flint, black " white Fluorine Fuel, Warlich's . . . lignite Glass, bottle *' crown " flint " green optical " white window " soluble Gneiss, common . . . Granite, Egyptian, red " Patapsco . " Quincy . . . '* Scotch . . . " Susque- hanna . . " Susquehan- na, grey. Graphite Gravel, common . . . Grindstone Gypsum, opaque . . SP. GH. SUBSTANCES SP. GR. 1.600 Hone, white razor.. 2.876 1.920 Hornblende 2.540 2.020 Iodine 4.940 1.900 Lava, Vesuvius ... . 2.810 Lias 1.350 1.400 Lime, quick 804 4.000 " hydraulic . . . 2.745 2.600 Limestone, white . . 3.156 2.582 " gi-een . . 3.180 2.594 JMagnesia, carbonate 2.400 1.320 INIagnetic ore 5.094 1.150 Marble, Adelaide .. 2.715 1.300 " African... 2.708 2.732 " Biscayan, 2.487 black . . . 2.695 3.200 " Carrara... 2.716 2.642 " common . . 2.686 3.450 " Egyptian . 2.668 2.892 " French . . . 2.649 2.642 " Italian, 1.250 white . . . 2.708 .270 " Parian . . . 2.838 Vermont, 2.654 white . . . 2.650 2.640 " Silesian . . . 2.730 2.652 Marl, mean . 1.750 2.625 " tough 2.340 Masonry, rubble . . .050 2.704 " granite .. 2.640 " limestone 2.640 2.800 " sandstone 2.160 2.200 Mica 2.800 1.749 Millstone 2.484 2.143 " Quartz . . 1.260 2.168 Mortar 1.750 158 SPECIFIC GRAVITY SUBSTAXCES Mud " wet and fluid. " wet and fluid, pressed .... Nitre Oystershell Pavingstone Peat, Irish, light . . . " dense . . " very dense. . " black .. Phosphorus Plaster of Paris. . . " " dry Plumbago Porcelain, China..! . Porphyry, red .... Pumicestone Quartz Red lead Resin Rock crystal Rottenstone Salt, common " rock Saltpetre Sand, coarse " common .... " damp & loose " dried " dry " mortar. Fort Richmond . SP. GR. srnSTANCES 8P. GB. 1.630 Sand, mortar, Brook- 1.782 lyn 1.716 " silicious 1.701 1.920 Sandstone, mean . . 2.200 1.900 Sydney. 2.237 2.092 Schorl 3.170 2.416 Scoria, volcanic . . . .830 .278 Sewer pipe, mean. . 2.250 .562 Shale 2.600 Slate 2.900 .675 " purple 2.784 1.058 Smalt 2.440 1-770 Soapstone 2.730 3.400 Spar, calcareous . . . 2.735 1.400 " feid, blue .... 2.693 2.100 " " green .. . 2.704 2.300 " fluor 3.400 2.76o Specular ore 5.251 •^^^ Stalactite 2.415 2-^^^ Stone, Bath (Eng.) 1.961 8.940 " Blue Hill . . 2.640 1.089 " blue (basalt) 2.625 2.735 " Breakneck, 1.981 ^Y 2.704 2.130 " Bristol 2.200 (Eng.) . . . 2.510 2.090 " Caen (Xor- 1.800 mandy) .. . 2.076 1.670 " common .... 2.520 1.392 " Craigleith, 1.560 (Scotland). 2.316 1.420 " Kentish rag. 2.651 " Kip's Bay, 1.659 X. Y 2.759 159 STOWAGE AND DANGEROUS CAEGO SUBSTAXCES SP. OE. SUBSTAXCES SP. GU. Stone, Norfolk Stone, Sullivan Co., (Parliament N. Y 2.688 House) . . . 2.304 Sulphur, native . . . 2.033 " Portland Terra cotta 1.952 (Eng.) ... 2.368 Tile 1.815 " Staten Island, Trap 2.720 N. Y 2.976 Granite. Duluth, Minn., dk. 2.780 New London 2.660 Fall River, Mass., Quincy, Mass., light 2.695 grey 2.635 Richmond, Va 2.727 Garrison's, N. Y. . . 2.580 " " grey 2.630 Jersey City, N. J., Staten Is., N. Y. . . 2.861 soap 3.030 Westchester County, Keene, X.H., bluish- N. Y 2.655 grey 2.656 Westerly, R. I., Maine 2.635 grey 2.670 Millstone Pt., Conn. 2.706 Limestone. Bardstown, Ky., Kingston, N. Y. . . 2.690 dark 2.670 Lake Champlain, Caen, France 1.900 N. Y 2.750 Canajoharie, N. Y.. 2.685 Lime Island, Mich., Cooper County, Mo., drab 2.500 dark drab 2.320 IMarblehead, Ohio, Erie County, N. Y., white 2.400 blue 2.640 Marquette, jNIich., Garrison's, N. Y. . . 2.635 drab 2.340 Glen's Falls 2.700 Sturgeon Bay, Wis., Joliet, 111., Avhite . . 2.540 bluish-drab 2.780 160 SPECIFIC GRAVITY Marble. SCBSTAXCES SP. on. SUBSTANCES SP. GR. Dorset, Vt 2.635 Mill Creek, 111., East Chester, N. Y. 2.875 drab Italian, common . . 2.690 North Bay, Wis. Sandstones. Albion, N. Y., brown 2.420 Belleville, N. J., grey 2.259 Berea, Ohio, drab . . 2.110 Cleveland, Ohio, olive green 2.240 Edinburgh, Scotland, Craigleith 2.260 Fond du Lac, Wis., purple 2.220 Fontenac, JMinn., light buff 2.325 Haver straw, N. Y., red 2.130 Kasota, Minn., pink Little Falls, N. Y., brown JNIarquette, JNIich., purple JNIasillon, Ohio, yel- low drab Medina, N. Y., pink INIiddletown, Conn., brown Seneca, Ohio, red. . Vermilion, Ohio, drab Warrensburgh, JNIo. 2.570 2.800 2.630 2.250 2.285 2.110 2.410 2.360 2.390 2.160 2.140 Precious Stones. Agate 2.590 Jet 1.300 Amethyst 3.920 Lapis lazuli 2.960 Carnelian 2.613 Malachite 4.020 Chrysolite 2.782 Onyx 2.700 Diamond, oriental . 3.521 Opal 2.090 Brazilian. 3.444 Pearl, oriental 2.650 pure 3.520 Ruby 3.980 Emerald 3.950 Sapphire 3.994 aquamarine 2.730 Topaz 3.500 Garnet 4.189 Tourmaline 3.070 " black 3.750 Turquoise 2.750 Jasper 2.610 161 STOWAGE AND DANGEROUS CARGO Miscellaneous. SUBSTANCES Amber Atmospheric air Beeswax Bone Butter Camphor Caoutchouc . . . . Cotton Dynamite '^gg Fat of beef . . . . " " hogs " " mutton .... Flax Gamboge Glycerine, 60° .... Grain, barley " wheat " oats Gum Arabic Gunpowder, loose . " shaken, solid .. (< sp. on. 1.090 .001 .965 1.900 .942 .988 .930 .950 1.650 1.090 .923 .936 .923 1.790 1.222 1.261 .590 .750 .500 1.452 .900 1.000 1.800 SUBSTANCES Gutta-percha . . . . Ha}^ old, compact Horn Human body Ice at 32° Indigo Isinglass Ivory Lard Leather JNIastic INlyrrh Nitroglycerine Opium Potash Resin Soap, castile . . Spermaceti . . . Starch Sugar 66^ Tallow Wax . SP. en. .980 1.288 1.689 1.070 .922 1.006 1.111 1.825 .947 .960 1.074 1.360 1.600 1.336 2.100 1.089 1.071 .943 .950 1.606 1.326 .941 .970 LIQUIDS. Acid, acetic 1.062 Acid, phosphoric . .. 1.558 " benzoic 667 " " solid 2.800 citric 1.034 " sulphuric .. . . concentrated . 1.521 Alcohol, pure, 60° . fluoric 1.500 " 95 per cent muriatic 1.200 " 80 " " nitric 1.217 " 50 " " nitrous 1.550 " 40 " " 1.849 .794 .816 .863 .934 .951 162 SPECIFIC GRAVITY si'hstaxces sp. c.k. Alcohol, 25 per cent. .970 10 " " . .986 5 " " . .992 " proof spirit, 50%, 60° .934 " proof spirit, 50%, 80° .875 Ammonia 891 Aquafortis, double. 1.300 single.. 1.200 Beer 1.034 Benzine 850 Bitumen, liquid . . . .848 Blood, human 1.045 Brandy, 83 or 85 p. c. of spirit 924 Bromine 2.966 Cider 1.018 Ether, acetic 668 " muriatic . . . .845 " nitric 1.110 " sulphuric . . . .715 Honey 1.450 Milk 1.032 Oil, aniseed 986 " codfish 923 " whale 923 " linseed 940 " naphtha 850 SUBSTANCES SP. en. Oil, olive .915 palm .969 " paraffin at 60°. .800 " petrol .700 " 2^etroleum . . . . .880 " rape .914 " sunflower .926 " turpentine .... .870 Spirit, rectified . . . .824 Steam, at 212°.. . .00061 Tar 1.015 Vinegar 1.080 Water at 32° .9987 " 39° . . . . .9988 " " ^90 .9977 " 212° .9564 " distilled, at 39° .998 " Dead Sea ... 1.240 " JNIediterra- nean 1.020 " sea : 1.027 " Black Sea . . 1.016 " rain 1.000 Wine, burgundy . . . .992 " champagne .. .997 madeira . . . . 1.038 " port .997 163 WEIGHTS Salt Water. A cubic foot of sea-water weighs 64 lbs., and 35 cubic feet of sea-water weigh one ton of 20 cwt. At the bot- tom of the ocean the water is only a few degrees above freezing point. The following table represents the pressure in lbs. on the square inch at various depths of salt water: 10 feet -1 20 30 40 50 60 70 80 81/2 100 12% 110 1714 120 2134 130 261/4 140 30I/2 150 3434 200 90 feet 39 431/2 4734 52% 561/2 603/4 6514 86 Table for Conversion of Pounds Avoirdupois INTO Kilograms. To find the weight in kilos of a shipment of merchan- dise weighing, say, 10,471 lbs., find the number of lbs. in the columns marked "Lbs." The equivalent number of kilos is in the following column — thus: Lbs., 10,000 = Kilos, 4,536.00 Lbs., 400 = Kilos, 181.44 Lbs., 71 = Kilos, 32.206 Lbs., 10,471 = Kilos, 4,749.646 165 STOWAGE AND DANGEROUS CARGO To find the weight in kilos of Lbs., 100,000, take the kilo equivalent of Lbs., 10,000 — i.e.. Kilos, 4,536.00 — and move the decimal point one figure to the right — thus : Lbs., 100,000 = Kilos, 45,360.00 XBS. 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 a KILOS LBS 0.4536 29 0.9072 30 1.3608 31 1.8144 32 2.2680 33 2.7216 34 3.1752 35 3.6288 36 4.0824 37 4.5360 38 4.990 39 5.443 40 5.897 41 6.350 42 6.804 43 7.258 44 7.711 45 8.165 46 8.618 47 9.072 48 9.526 49 9.979 50 10.433 51 10.886 52 11.340 53 11.794 54 12.247 55 12.701 56 KILOS equal 13.154 13.608 14.062 14.515 14.969 15.422 15.876 16.330 16.783 17.237 17.690 18.144 18.598 19.051 19.505 19.958 20.412 20.886 21.319 21.773 22.226 22.680 23.134 23.587 24.041 24.494 24.948 25.402 166 WEIGHTS LBS. KII.OS 57 equal 25.855 26.309 26.762 27.216 27.670 28.123 28.577 29.030 29.484 29.938 30.391 30.845 31.298 31.752 32.206 32.659 33.113 33.566 34.020 34.474 34.927 35.381 35.834 36.288 36.742 37.195 37.649 38.102 38.556 39.010 39.463 39.917 40.370 40.824 MIS. 91 equal 92 93 94 95 96 97 98 99 100 200 300 400 500 600 700 800 900 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12,000 13,000 14,000 15,000 16,000 KILOS 41.278 41.731 42.185 42.638 43.092 43.546 43.999 44.453 44.906 45.36 90.72 136.08 181.44 226.80 272.16 317.52 362.88 408.24 453.60 907.20 1,360.80 1,814.40 2,268.00 2,721.60 3,175.20 3,628.80 4,082.40 4,536.00 4,990.00 5,443.00 5,897.00 6,350.00 6,804.00 7,258.00' 167 STOWAGE AND DANGEROUS CARGO LBS. KILOS LBS. KILOS 17,000 equal . 7,711.00 40,000 equal. .18,144.00 18,000 . 8,165.00 50,000 " ..22,680.00 19,000 . 8,618.00 60,000 " ..27,216.00 20,000 . 9,072.00 70,000 " ..31,752.00 25,000 .11,340.00 80,000 " ..36,288.00 30,000 .13,608.00 90,000 " ..40,824.00 Table for Conversion of Kilograms into Pounds Avoirdupois. To find the weight in lbs. of a shipment of merchan- dise weighing, say, 10,000 kilos, find the number of kilos in the columns marked "Kilos." The equivalent number of lbs. is in the following column — thus : Kilos, 10,000 = Lbs., 22,046.22 KILOS LBS. KILOS LBS. 1 eqi Lials 2.2046 17 equal . . . . . 37.4786 2 equal 4.4092 18 . . 39.6832 3 ' ' 6.6139 19 . . 41.8878 4 ' ' 8.8185 20 . . 44.0924 5 ' ' 11.0231 21 . . 46.2971 6 ' ' 13.2277 22 . . 48.5017 7 ' ' 15.4324 23 " • . . 50.7063 8 ' ' 17.6370 24 . . 52.9109 9 ' ' 19.8416 25 55.1156 10 ' ' 22.0462 26 . . 57.3202 11 ' ' 24.2.508 27 . . 59.5248 12 ' 26.4555 28 . . 61.7294 13 ' ' 28.6601 29 . . 63.9340 14 ' * 30.8647 30 . . 66.1387 15 ' ' 33.0693 31 . . 68.3433 16 ' ' 35.2740 32 . . 70.5479 168 AV E I a TT T S KILOS LBS. KILOS LB9. 33 equal . . . . . 72.7525 67 equal . . . . . 147.7097 34 (( . . 74.9572 68 . . 149.9143 35 (( . . 77.1618 69 . . 152.1189 36 (( . . 79.3664 70 . . 154.3236 37 << .. 81.5710 71 . . 156.5282 38 (( . . 83.7756 72 . . 158.7328 39 a . . 85.9803 73 . . 160.9374 40 k( . . 88.1849 74 . . 163.1421 41 a 90.3895 75 . . 165.3467 42 (( . . 92.5941 76 . . 167.5513 43 (( . . 94.7988 77 . . 169.7559 44 <( . . 97.0034 78 . . 171.9605 45 a . . 99.2080 79 . . 174.1652 46 << . . 101.4126 80 . . 176.3698 47 (( . . 103.6172 81 . . 178.5744 48 (( . . 105.8219 82 . . 180.7790 49 C( . . 108.0265 83 . . 182.9837 50 (( .. 110.2311 84 . . 185.1883 51 << . . 112.4357 85 . . 187.3929 52 a . . 114.6404 86 . . 189.5975 53 li . . 116.8450 87 . . 191.8021 54 << . . 119.0496 88 , . 194.0068 55 a . . 121.2542 89 . . 196.2011 56 i( . . 123.4589 90 . . 198.4160 57 i( . . 125.6635 91 . . 200.6206 58 a . . 127.8681 92 . . 202.8253 59 (( . . 130.0727 93 . . 205.0299 60 a . . 132.2773 94 . . 207.2345 61 a . . 134.4820 95 . . 209.4391 62 a . . 136.6866 96 . . 211.6437 63 li . . 138.8912 97 . . 213.8484 64 li . . 141.0958 98 . . 216.0530 65 C( . . 143.3005 99 . . 218.2576 66 <( . . 145.5051 100 . . 220.4622 169 STOWAGE AND DANGEROUS CARGO KILOS LBS. KILOS LBS. 200 equal 440.9244 11,000 equal 24,250.8420 300 ' 661.3866 12,000 ' 26,455.4640 400 ' 881.8488 13,000 ' 28,660.0860 500 ' 1,102.3110 14,000 ' 30,864.7080 600 ' 1,322.7732 15,000 ' 33,069.3300 700 ' 1,543.2354 16,000 ' 35,273.9520 800 ' 1,763.6976 17,000 ' 37,478.5740 900 ' 1,984.1595 18,000 ' 39,683.1960 1,000 ' 2,204.6220 19,000 ' 41,887.8180 2,000 ' 4,409.2440 20,000 ' 44,092.4400 3,000 ' 6,613.8660 25,000 ' 55,115.5500 4,000 ' 8,818.4880 30,000 ' 66,138.6600 5,000 ' 11,023.1100 40,000 ' 88,184.8800 6,000 ' 13,227.7320 50,000 ' 110,231.1000 7,000 ' 15,432.3540 60,000 ' ' 132,277.3200 8,000 ' 17,636.9760 70,000 ' ' 154,323.5400 9,000 ' 19,841.5980 80,000 ' ' 176,369.7600 10,000 ' 22,046.2200 90,000 ' 198,415.9800 170 MEMORANDA 171 MEMORANDA 172 MEMORANDA 173 MEMORANDA 174 THIS BOOK IS DUE ON THE LAST DATE STAMPED BELOW AN INITIAL FINE OF 25 CENTS WILL BE ASSESSED FOR FAILURE TO RETURN THIS BOOK ON THE DATE DUE. THE PENALTY WILL INCREASE TO 50 CENTS ON THE FOURTH DAY AND TO Sl.OO ON THE SEVENTH DAY OVERDUE. ENGINEERIi^ JG L BRARY - - LD 21-100m-7, '40 (6936s) yC 34168 Engineering Liljrary UNIVERSITY OF CALIFORNIA LIBRARY