THE LIFE-BOAT, OR JOURNAL OF THE NATIONAL LIFE-BOAT INSTITUTION. (ISSUED QUABTBBLT.) VOL. XL—No. 123.] FEBEUAEY 1, 1882. [PBICK 3d- TONNAGE ADMEASUREMENT. (Continued.) IN the article on this subject in oar last abolition of the existing alternative rule whereby number we stated that nine out of the steamers obtain a deduction of 32 per cent, when the actual space is a little over 13, and twelve members of the Boyal Commission not exceeding 20 per cent, of the Gross Ton- on Tonnage were unanimous in their nage." recommendations; that three of their number objected to sign the Beport, viz., Mr. GLOTKE, it appears, only objected to Messrs. GLOVKB, WAYMOUTH, and BOTHBBY, some of the above modifications of the present system, preferring a closer ad- and that only the last two differed in principle, the others all advocating the herence to it. The practical difference between the present system of roomage, or internal general body of the Commissioners and cubical capacity available for stowage of the two last-named dissentients is, that cargo, represented by a roomage or space the former advocate internal and the latter ton of 100 cubic feet. external measurement of a ship for ton- " From the Gross Tonnage as ascertained by nage ; the former that the same should be the measurement of the internal capacity of the expressed in roomage or space tons of 100 hull of the ship and of closed-in spaces avail- cubical feet; whilst, of the latter, Mr. able for cargo, stores, &c., the Report recom- mends that the deduction for crew space be WA.YMOUTH proposes that the tonnage continued, and that the captain's cabin and the should be expressed in weight tons of 20 sail room be also deducted; and to meet the cwt. each, ascertained by the calculated case of ships baring double bottom water-ballast weight of the water displaced by the ship, arrangements, it proposes that the measured between the light and load water-lines. depth of all ships shall be so taken as not to include (within reasonable limits to be fixed On the other hand, Mr. EOTHBET ad- hereafter) the space beneath the floors which vocates a displacement tonnage system cannot be used for cargo, but which may be which seeks to base the tonnage upon the used for ballast. In short, it allows a liberal cubical contents or displacement of the deduction for water-ballast, subject only to a vessel below a maximum fixed water-line. check being put to deductions for abnormally deep floor-plates. In the case of steamers, it The whole question is undoubtedly a recommends further that the owners shall elect complicated and difficult one, and has either to deduct the actual engine and boiler become still more so since the introduction spaces, and the actual fixed bunker space; or of steam as a propelling power, in which the actual engine and boiler spaces plus 75 per cent, as an allowance for fuel, with a limit (of so large an amount of space has to be 33 per cent.) to these •deductions in the case of occupied by machinery, fuel, &c., and (screw) steamers. The Report recommends the passenger accommodation. As a set off, LIFK-BOAT JOURNAL.—Voi. XL—No. 123. 2 D 434 THE LIFE-BOAT. [FEBRUARY 1,1882. however, to those disadvantages, as com- they were influenced in making them, but pared with the greater stowage room for only to touch on some uf the questions of goods cargo in sailing vessels, the quicker most interest to the general reader. time in which steam vessels perform their One of these questions is that arising voyages and realise their freightage, and from the comparatively novel adoption of the proportionally high receipts for the water ballast. On it the Commissioners conveyance of passengers over goods, have j remark, under Clause 19— to be taken into consideration in the cal- " Many shipowners urged that this space culation of the payments of all dues and should bo entirely excluded from measurement, taxes, so that they may not fall more for such reasons as the following:—That it is heavily on one class of vessels compared not freight-earning space; that cargo cannot be with others, as profitable investments of carried in it; that the double bottom is a source the capital and enterprise of their owners. of strength and safety; that vessels have been saved from foundering through being so built; A further complication has arisen from that in the wise of heavy cargoes it is found the adoption of double bottoms for water advantageous by raising the weight; and that ballast, which, although a source of safety, vessels so constructed do not require dock or of course diminish the available cargo harbour facilities for loading or unloading space. ballast." The Commissioners have, without ex- Then, in Clause 45, they give their ception, realised the importance of equal reasons for deciding not to exempt water- treatment, as far as possible, between ship ballast spaces from tonnage. and ship, the law not giving any preference " As regards provision for water-ballast, it to, nor inflicting prejudice against, any seems to us that although double bottom spaces class or type of ship whatever. may not be used for the stowage of cargo, they As before stated, the majority of them often practically contribute to freight earning, consider this can be best attained by inasmuch as the entire hold in such cases is adherence to the present system, with available for light cargo, whereas a portion of certain modifications. the hold in a ship not fitted with water-ballast would be unremuneratively occupied by stone They report, moreover, that they have or other material for ballast. It is also manifest received no complaints from the owners of that a ship fitted with a double bottom on the wooden vessels as to the manner in which bracket or cellular system is externally a larger the measurements for gross and net ton- ship, and is capable of carrying more dead- nage have been taken under the Board of weight cargo, with a given freeboard, than a ship of the same internal dimensions, and of Trade, but that it has been represented to precisely the same tonnage, constructed without them "that the great changes of late a double bottom, or with double bottom water- years in the design and methods of con- ballast on the Mclntyre system. It is therefore struction, and in the dimensions of iron our opinion, notwithstanding the statements vessels, render it necessary that special referred to in section 19 of this Report, that, whilst on the one hand ships constructed to rules should be enacted, denning more carry water as ballast should not have undue distinctly the points to and from which advantage in the admeasurement of tonnage measurements should be taken, and per- over ships carrying other sorts of ballast, on mitting greater discretion and elasticity in the other hand, they should not he placed at a fixing the number of areas and ordinates, disadvantage. We would leave owners at liberty to make such water-ballast arrangements as so as to ascertain the contents with greater they please in each case, but we do not think accuracy." that any water-ballast spaces which may be As shipowners, insurers, and others situated above the floor-plates, or above the personally interested in the question will point indicated by the limitation as to the depth, of course study the Keport of the Com- of the floor-plates, should be exempted from measurement into tonnage." missioners itself for full information, we do not propose to discuss in detail their Another interesting and most important propositions and the reasons by which question is as to whether or not the FEBEUABT 1, 1882.] THE LITE-BOAT. 435 present tonnage laws operate against sea- words, to build the most burthensome vessels, worthiness. On this head the Commis- subject to the least possible amount of taxation. " The rule of the ' old law,' as our inquiries missioners observe—Clause 20— have shown us, being eminently calculated to " The operation of the law of tonnage, as it assist in this object, the whole commercial navy affects the seaworthiness of ships, has occupied of this country soon became tainted, more or much of our attention. The decided preponder- less, with its baneful influences. And conse- ance of evidence is to the effect that considera- quently at the conclusion of the war was to be tions of a saving of tonnage dues do not operate found a horde of vessels totally unfit for general with shipowners in the building of a ship in the commercial purposes, and still more so for that form and of the dimensions most suitable to general international competition which sooner their purpose, and we have no distinct instance or later, in the natural course of events, would adduced to us to the contrary. But whether have to be contended with. this he so or not, we have received abundant "Finally, the extent to which this analysis and unanimous testimony that in construction, of the old law has been carried, and the having design, speed, economy and safety, the British dwelt, also, so long on the injurious effects of merchant ship of the present day is not only its operations have been in some measure in- vastly superior to the British ship of a date duced by the fact that there are still to be prior to the present law of tonnage, but that found those who not only use the old rule on great improvements have been effected within certain occasions, notwithstanding its abroga- the last ten years.