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cargo spaces should be strictly prohibited and “No Smoking” signs should be posted prominently around the deck, forward and_ aft. Smoking on dock, in cars or adjacent to docks should not be permitted. Op- en lights or torches should not be used on deck, while loading, or in any com- partment where cotton is stowed. Spark arresters (wire netting) should be fitted on main, donkey boiler, and galley stacks. Tug boats whose stacks are not screened not to be allowed alongside the vessel while the cotton hatches are open. All ventilators leading to cotton car- go spaces should be closed or protect- ed against entrance of sparks. Wet cotton should not be loaded nor should any cotton be loaded during rainy weather, except by special permission. Cotton that has been damaged by fire or oil should not be stowed under deck. Fire hose and nozzles should be kept attached to fire plugs forward and aft; hose to be racked or laid out ready for quick service, and to be of sufficient lengths to reach all parts of vessel. Casks of water and fire pails should be provided and distributed. One cask and two pails opposite each hatch, forward and aft. All steam, oil or water pipes passing through cargo spaces should be secure- ly protected against damage and thoroughly tested before loading cotton in any compartment where such pipes are installed. After loading has been completed for the day, one corner of the tarpaulin on the hatch to be left loose for a period of approximately two hours, at which time it is to be lifted by the ship’s officer for the pur- pose of determining whether fire of any nature has been left in the cot- ton. This is so that should such a fire occur it can be extinguished with little difficulty, whereas, if it is allow- ed to smolder and burn away for a greater length of time, much damage will probably result. Gee on deck, or in cotton Sorting Made Easier HE principle difficulty in dis- charging coffee is sorting the bags according to the marks. This slows down the operation as the sorting must be done on the pier while dis- charging, and makes it less con- venient to use mechanical equipment in transferring the bags from the CUMULUUNUEUTENAUUAU EEUU EECA EATEN ETAT ERATE HIS page is being devoted to short items on all matters having to do with the more efficient turn- around of ships. These items are in- tended to be of a helpful nature. We will welcome for this page brief descriptions, illustrated if possible, of any better or safer way of perform ing any function in cargo handling. Also, any questions submitted will be answered by the editor. MADEDREVUTDEGANDATALTANORAGAUUNTTTUDLRERARSUULAETA TOMO ALUU AEN apron to the pile in the shed. An experienced pier superinten- dent suggests that the shipper be given numbers, to be placed on the bags at the time he books his freight. Under the present system, if a shipper has a number of bills of lading it is rather difficult to dis- tinguish the marks due to their slight variations. If consignor A had 1000 bags of coffee to ship to ten consignees, consignee A would be given numbers 1-100, consignee B would be given numbers 1-200, ete. This plan would reduce to a mini- mum the mistakes in sorting and speed up the operation considerably. Sorting sheets may be eliminated. This plan has been operating suc- cessfully in shipping tomatoes from Florida to New York. Deviation Insurance EVIATION insurance on the cargo D on board should be obtained when a ship leaves her regular route to call at a port to load or discharge. To avoid failure to obtain insurance be- cause of decision to cause a deviation after office hours or for any other reason, it is wise to endeavor to ar- range to obtain a blanket policy for the line to cover any deviation that may be made. A company in New York sells a chemical which mixed with water makes an effective snow and ice re- moving compound. Removal of snow and ice is necessary to safe and effective working of the men. Many fleets of trailers could be equipped with the new type industrial rubber tires to advantage. The new compound used in tires for trailers MARINE Review—April, 1934 reduces the power necessary to move a load and reduces maintenance. Eastern Steamship Co. carried keg beer last summer in one of the lower hold compartments of the SAINT JOHN and the AcapiA at a temperature of around 45 degrees without refrigera- tion of any kind. The compartments are small and just over the tank tops so that even in warm weather they were cool and suitable for beer stowage. Keeping Men Posted HE following from Capt. Liddell Hart’s military book Real War is applicable to a Shipping organization: “Secrecy leads to rigidity of tactics; open discussion and criticism, to flexi- bility and well tuned initiative of subordinates when confronted with the unexpected, “Students of military history know that attempts to keep tactics secret defeats its own end—and its own employer. “Only a matchless harmony of execution, through practice and un- derstanding, which gave them the advantage no rival or imitator could overtake.”’ A fine new German ship was re- cently in New York. This ship ap- peared to be modern in every respect but for one thing—there were only single booms at the forward and after hatches. It is difficult to under- stand why shipowners cannot see that saving the cost of an extra boom at each hatch is not an economy in the long run. Handling of Fertilizer ARGE bags of fertilizer, weigh- a ing 125 pounds are stacked in small net slings in the hold. Nets are 6 x 6 feet and hold twenty bags each. These are hoisted by burton fall and landed on platform slings, which have been laid on boxes on the apron or on trailers. Platforms are lifted by power lift trucks and the trailers are towed to cars which have been spotted in the depressed track in transit shed. Trailers and platforms are taken di- rectly on the flat cars and the bags are discharged by hand and stacked six high on cars. 51