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of ship and _ steve- accord- HE relation dore is a special relation, ing to a decision in a recent admir- alty case. The ship is a place of em- ployment and the ship’s tackle is used in the work of loading and un- loading, It is, therefore, the duty of the ship to use due care in pro- viding a reasonably safe place to do the stevedoring work and reasonably safe appliances for the doing of Tt. In the case referred to, it was found that the owner of the ship was negligent and liable to a longshore- man, injured by gas, in permitting the stevedore to load the ship before dissipation of the fumes of deadly hydrocyanide gas with which the ship had been fumigated. It was further found that the longshore- man was not contributorily negligent since this gas gives no evidences of its presence other than its effects; and further that $750 was adequate damages, it appearing that the in- jured workman was discharged from the hospital after four days. Where space is available, it is a wise precaution to keep a certain amount of excess dunnage on the pier, made up in drafts. If the oc easion arises when additional dun- nage is required in a hurry, these drafts can be lifted and brought to the shipside without delay. Having such dunnage available will eliminate loss of time in procuring more should an additional supply be required quickly. Claim for Cargo Damage CCORDING to a case in ad- miralty law where a cargo own- er’s agent, before removal of goods from a pier, gave to the vessel’s agent written notice unequivocally stating the cargo owner’s intention to hold the vessel responsible for all damages, such writing was sufficient, not only as notice, but as a “‘claim’’ within the meaning of the bill of lading. This is especially true where the shipowner, within the period fixed for filing claims, was, by joint report submitted by the surveyors for the shipowner and cargo inter- ests, apprised of the exact loss. Mere knowledge of an ocean Car- rier that goods have been damaged in transit is no excuse for failure to file notice of claim when required by the bill of lading, but substantial AUMUTUACU UAL UAETA EATEN 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. UOUVUSATATECTAUAVUOU COUT TEE TUU TEEN UTA compliance with the claim clause in an ocean bill of lading is sufficient, and notice of claim and a claim for cargo damage, required by a bill of lading, may be contained in one letter. Better Platform Slings HERE is much room for im- provement in the designing of platform slings. The author visited recently terminals in New York which were using slings which damaged the cargo. A better design of slings used successfully by many stevedores pro- tects the cargo adequately and re- duces stevedoring costs because less delay results in attaching the hook for hoisting. Most damage on the terminals vis- ited resulted from poor equipment and careless handling of cargo, rath- er than poor cases and other pack- ages. When packages are poor, a wide awake organization brings it to the attention of the shipper and works with him to improve the packing. On a terminal visited recently all tractors and caster wheel type trail- ers were equipped with rubber tires. At a coastwise terminal a tractor will haul two trailers loaded with 1000 to 1500 pounds of freight up a steep gangplank. The gangplank is sanded to prevent slipping. If the floor can carry the load, all pier capacity may be increased by piling cargo. Cargo-piling by ma- chine is cheaper in cost, also this method makes it possible to stack cargo, without the necessity of building ‘‘steps’’ from which men must work in piling freight. Ma- MARINE REVIEw—October, 1935 chines can therefore concentrate a greater amount of cargo in any given space. Keep Gear in Good Order N CONJUNCTION with simple dia- grams showing correct rigging with proper sizes of wire rope, shack- les, links, blocks and pad eyes for three-ton and five-ton booms, the safety department of lLykes Bros. Ripley Steamship Co, has issued the following instructions: A thorough examination of all cargo gear should be made at least twice each voyage. Booms should not be used below 30 dogrees from hori- zontal for heavy loads. No _ slings with broken strands should be used. The same applies to any worn shack- les, pins and rings where the diame- ters have been reduced below a safe working load. All wire rigging should be kept sufficiently well oiled so that the lubrication will penetrate to the inner strands. The pie plate sling (6 feet circular platform placed in a net sling) is more effective for handling barbed wire than net sling. Catching of barbs on the net which causes delay is avoided. Should Use Proper Gear N A RECENT paper presented. be- fore the greater New York Safety conference, Frank HE. Ames, manager of safety department, Lykes Bros., Ripley Steamship Co., calls attention among other things to the loss of time due to the failure of gear as well as injuries. Many accidents and costly delays are caused by not using the proper gear for the different com- modities handled. Careful attention should be given to the proper rigging of vessel’s derricks and other cargo gear. Safe gear and safety conscious longshoremen will handle a maxi- mum tonnage in a given period of time. Longshore labor is made up of men just as intelligent as those employed in other heavy industries. In order to train longshoremen jin the princi- ples of safety, it is suggested that the squad leader train the men of his squad, the supervisors train the squad leaders and the manager train the supervisors. 33