Nautical Anomalies

John,

Ref your experience in the lakes.

Was their any preferred system you employed for 'trimming'? Some bulk carriers had trimming lights (Green, White and Red) atop the wheelhouse. Others ( I believe ) used the spirit level on the Magnetic Compass...Yeah right!.

I used to rig up a clear plastic tube pipe amidships which extended up graduated supports at the ships rail (about 2m high). The pipe was filled with water and 'Hey presto'. Ideal subs for reading the offshore midships draught mark when there was a big sea.

Bill

Bill assume you are referring to drafts when you mention trimming. The max. draft was 25ft.6ins coming out of the Lakes down the Welland Canal and other parts as well. Our loaded draft was about 34 ft. so came out with slack holds. Trim had to be adjusted often to allow for burnout etc. as draft was monitiored continuously by shore personnel in Welland canal. As maxinum cargo was desired out of Lakes due to the higher freight rates there was literally nothing to spare. I had argument one time that vessel was hogging and sagging continuousll when accosted by inspector and got away with it, this was for one inch of draft. As regards signals in lakes cant really remember what they were, maybe come back to me when not trying to remember such. Cheers John Sabourn

John,

I was referring to 'Trimming lights' with respect to heel.

Bill

Just used the inclinometer in the wheelhouse. Know what you mean as only a fraction of a degree list will vasly increase the draft especially if the beam of some of these vessels were quite large. This was another argument when accosted and said to have exceeded the max. draft. Cheers John Sabourn.

It could be a big problem John.
If you were loading Stbd side to and finishing off with a big swell running reading the Port midship draught mark could be a real nightmare. My regard for the Japanese mates is well recorded elsewhere and it was nothing for the Mate and Second Mate to alternated spending at least 5 minutes each hanging off the pilot ladder trying to establish the correct (ish) reading ( the hire of a small launch at the loading port was not on the table). The tube referred to above went some way to remove this error but, being old fashioned we used to 'make sure' by going through the acrobatics described above.
Have just remembered one incident where we were loading at Sepitiba Bay, Brazil. The Mate was holding things up as he was perched on the jetty like a little elf totally focussed on reading the after draught. He could not decide whether it was 57' 07" or 57' 08.5"!!!!. As you know even when oscillating between say 54' and 60' you will, patience prevailing reach a point where it 'Stands'. On this occasion even the standing 'fluttered' between 57/58'. I called it a day (from my office) at 57' 07.5". It all comes out in the wash when using the 'Mean of Means. Mate did not appreciate my casual approach.

Brgds

Bill

Bill no doubt what you say is correct. However I must have been lucky as the times I was up the Lakes on completion weather was ok. Another problem was that the loading up there might be between 2 or 3 different ports. As previous posts re. loading a bulk carrier as against a cargo ship comes to the fore here as was on both types up the lakes. The cargo ship you had to bear in mind fitting out etc. etc, etc. Also the free surface affect as the Grain Regulations still applied. The cargo ship was not fitted out for the Lakes and the wires (not ropes) that you tied up in the locks with had to be passed through the derrick heel blocks and to the hatch winches. Needless to say they used to part left right and centre as the speed that the ship went up (or down ) in the locks was very fast and the winch driver had to be on his toes. The Bulk carrier was fitted out with tension winches and wasnt so bad. You had to have seamen who could splice in those days also a ready supply of ready made up wires. However that is getting away from it, and people who have traded up there will know the custom of the port so to speak. I wont say it was by guess and by God that you loaded up there for maxinum out cargo as a lot of thought, theory and paperwork had to go into it, no computers then. However it was done and ships were never fined or otherwise that I was on. Best Regards John Sabourn

Quote:

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Originally Posted by Capt Bill Davies

Well Brian,

The M class, McGregor hatches and all.
BF got it wrong again 6 years later with the so called 'Super Ps' (Priam Class). Built with no provision for these new fangled things called containers (which will never catch on). Out of date as they came down the slip.
Unbelievable incompetence.

Bill

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Just considering a previous statement highlighted above in the context of the Directors of BF. Bought a house in Gayton, Wirral from one of the Directors of Blue Funnel in 1970. I hadn't a clue who the owner was until I enquired of his wife, on noting the 'Lloyds List' beside the phone in the hallway, who had an interest in ships? Always remembered his 'aloof/rude manner' and completely beside himself when a mere Shipmaster was even considering the purchase of his house. His comments about FOC are not worth recording.

Brgds

Bill