Measurement of Vessels for the Panama Canal By EMORY R. JOHNSON Special Commissioner on Panama Canal Traffic and Tolls WASHINGTON GOVERNMENT PRINTING OFFICE 1013 Measurement of Vessels for the Panama Canal Bv EMORY R. JOHNSON Special Commissioner on Panama Canal Traffic and Tolls WASHINGTON GOVERNMENT PRINTING OFFICE 1913 LETTER OF SUBMITTAL. Washington, D. C, October 2, 1913. Sir: I have the honor to submit herewith a report upon the Measurement of Vessels for the Panama Canal. The report is made pursuant to instructions received from the Secretary of War, September 1, 1911, "to formulate rules and regulations governing the measurement of ships going through the canal, and to make an investigation and recommendation regarding the tolls to be charged." A report upon Panama Canal Traffic and Tolls was submitted to the Secretary of War, August 7, 1912, and the rates of toU recommended ha that report were established by a proclamation of the President, issued November 13, 1912. The proclamation fixing tolls also announced that "The Secretary of War will prepare and prescribe such rules for the measurement of vessels and such regulations as may be necessary and proper to carry this proclamation into full force and effect." The report herewith submitted considers in detail the problems of tonnage and vessel measurement, and contains a set of rides which it is recommended be followed in determining the tonnage upon wliich Panama Canal tolls shaU be paid. The principles upon which the rules are based are discussed in the report, and reasons are given for each of the mam provisions con- tamed ha the code of rules recommended. The introductory chapter presents a short summary of the report and the concluding chapter coiatains a brief explanatioia of the main features of the proposed Panama measurement rules. In preparing this report I have been greatly aided by my assistant, Grover G. Huebner, Ph. D., of the Universit}" of Pennsylvania, whose cooperation has made possible the collection, analysis, aiad presentation of much of the detail embodied in the report. My thanks are due to Chief Constructor Richard Morgan Watt and other officers of the Bureau of Construction and Repair Department of the Navy, who have cooperated in drafting the rules to determine the tonnage upon which warships shall pay tolls; and I am also indebted to Mr. James H. Mancor, Principal Surveyor, United States and Canada, for Lloyd's Register of Shipping, and to Mr. Hugo P. Frear, Naval Architect, to both of whom the proposed meas- urement rules were submitted for criticism. Very respectfully, Emory R. Johnson, Special Commissioner on Panama Canal Traffic and Tolls. The Secretary of War. Digitized by the Internet Archive in 2011 with funding from Lyrasis Members and Sloan Foundation http://www.archive.org/details/measurementofvOOjohn CONTENTS. Part I.— TONNAGE AND MEASUREMENT RULES. Page. Chapter I. Introduction. Scope of the report 3 II. Types of vessels distinguished and illustrated 13 III. Cargo tonnage, displacement, and dead-weight tonnage 31 IV. Gross tonnage and its measurement 43 V. Net tonnage 71 Part II.— PRINCIPLES CONTROLLING PANAMA MEASUREMENT RULES. VI. Displacement tonnage the basis of tolls upon warships 97 VII. Net tonnage the basis of tolls on merchant ships 107 VIII. The necessity for special Panama measurement rules 115 IX. Deductions for propelling power; history and criticism of rules 125 X. Propelling power deductions for vessels equipped with oil and gas engines 143 XI. Rules concerning superstructures and "shelter" decks; history and criticism 163 XII. International uniformity in tonnage and measurement; past efforts, future possibilities 185 XIII. Comparison of the Panama and Suez measurement rules 199 XIV. Main features of the Panama measurement rules 207 Bibliographical note and list of principal works consulted 215 Part m.— RULES FOR THE MEASUREMENT OF VESSELS FOR THE PANAMA CANAL. Rules applying to vessels of commerce, Army and Navy transports, colliers, supply ships, and hospital ships. . 225 Deductions from the gross tonnage to ascertain the net tonnage 236 Rules applying to vessels of war, other than Army and Navy transports, colliers, supply ships, and hospital ships 241 FIGURES. 1. Midship section, showing beams and pillars for lower and main decks 16 2. Midship section of two-deck vessel 17 3. Midship section of web frame steamer having cellular double-bottom, lower deck dispensed with Face 17 4. Midship section of a steamer with three decks and a shelter deck, lower deck dispensed with 18 5. Profile of a two-deck snip with forecastle, bridge, and poop 19 6. Profile of a raised quarter-deck, well-deck steamer 19 7. Profile of a two-deck, "\jell "-deck steamer .' Face 20 8. Profile of a steamer having lower, main, and ' ' shelter " decks Face 20 9. Profile of a steamer with three decks and a "shelter" deck Face 20 10. Profile of vessel with shade deck 22 11. Midship section of freight and passenger vessel, Panama Canal service Face 23 12. Profiles of triple-screw steamship, designed for the Panama Canal service Face 23 13. Midship section of typical coastwise steamer for Panama Canal service Face 23 14. Profile of typical coastwise steamer for Panama Canal service Face 23 15. Midship section of freight steamer for Panama Canal service Face 24 16. Profile of freight steamer for Panama Canal service Face 24 17. Midship section of turret steamer with lower and main (harbor) decks 25 18. Hold view of self-trimming turret steamer Face 26 19. Midship section of trunk steamer 26 20. Hold view of self-trimming, three-deck steamer 27 21. Elevation and deck plan of an oil tank steamer Face 28 22. Midship section of an oil tank steamer Face 28 23. Section in way of fore hold of oil tank steamer Face 28 v VI MEASUREMENT OF VESSELS FOR PANAMA CANAL. Page. 24. Profile and upper deck plan of oil tank carrier with Diesel engine Face 28 25. Profile of cargo vessel with small passenger accommodations, Diesel engines Face 28 26. Profile of steam "schooner" for west coast United States lumber trade Face 28 27. Displacement curve and scale Face 37 28. Displacement curves, U. S. battleship South Carolina Face 104 FORMS. 1. British tonnage certificate 52 2. British tonnage formula Face 52 3. Suez Canal tonnage certificate Face 54 4. German tonnage certificate - 57 5. American tonnage certificate 59 Panama Canal tonnage certificate Face 242 TABLES. I. Measurement of gross tonnage under the measurement rules of Great Britain. Suez ( anal Co., Germany, and the United States 60 II. Gross tonnage of steamers measured by British, Suez, and American rules 62 III. Gross tonnage of two German steamers measured by Suez, German, and American rules 63 IV. Deductions other than for propelling power under the measurement rules of Great Britian, Suez (anal < !o., Germany, and the United States 80 V. Gross and net tonnage of eight steamers as determined by the British, American, and Suez measurement rules 83 VI. Gross and net tonnage of two German steamers as determined by the German, American, and Suez measurement rules 84 VII. Gross and net tonnages of the metal steam vessels of the world, 1890, 1900, 1910. and the percentage deducted from the gross in ascertaining the net 85 VIII. Gross and net tonnages of vessels that passed through the Suez Canal, 1891-1893 and 1903-1912 86 IX. Displacement, and gross and net tonnage, British and Suez measurements, of five British warships . .. 100 X. Normal displacement, and gross and net tonnage, Suez measurement, of different types of American warships 101 XI. Range of block coefficients of selected representatives of different types of American naval vessels. . . . 103 XII. Treatment (in 1913) of superstructures and shelter deck spaces under the measurement rules of Great Britain, the Suez Canal Co., Germany, and the United States 182 XIII. Nations that have adopted the Moorsom ton and the Moorsom measurement system 189 APPENDICES. I. American laws concerning the measurement of vessel- 247 II. Rules and regulations of the United States concerning the measurement of vessels 255 III. British laws concerning the measurement of vessels 269 IV. British Board of Trade instructions relating to the measurement of ships 281 V. The ship measurement ordinance of Germany 311 VI. Ship measurement instructions issued by the German Government March 26, 1895 329 VII. Technical directions issued December, 1908, by the German Government to the ship-measurement boards concerning the execution of the ship-measurement ordinance of March 1, 1895 347 VIII. Comparative analysis of the French, British, and German ship-measurement rules 355 IX. Comparative analysis of the provisions of the tonnage certificates issued to vessels in France, England, and Germany 375 X. Report of the International Tonnage Commission, signed at Constantinople December 18, 1873 383 XI. History of the measurement of tonnage of vessels using the Suez Canal 391 XII. Suez Canal Co. 's rules for the measurement of vessels 405 MEASUREMENT OF VESSELS FOR PANAMA CANAL. VTI Page. XIII. Memorandum by the Universal Maritime Canal Co. of Suez on the application of the^ rules of 1904 rela- tive to the measurement of superstructures, Paris, 1909 413 XIV. British Board of Trade instructions to surveryors concerning the measurement of vessels for the issue of Suez Canal certificates 419 XV. Instructions of the German Government for the application of the Suez rules to the measurement of vessels 427 XVI. Comparative analysis of the provisions applying the Suez rules for the measurement of vessels by French, English, and German surveyors 433 XVII. Instructions and regulations relating to the measurement of ships of the United States Navy for ton- nage certificates used in navigation of the Suez Maritime Canal 445 XVIII. Report of the British Royal Commission on Tonnage, 1881 475 XIX. Law, rules, and regulations for the government of St. Marys Falls Canal 493 XX. Regulations prescribed by the Secretary of War for the use, administration, and navigation of the Louis- ville & Portland Canal 499 XXI. Operating regulations and navigation charges of the Suez Maritime Canal, January, 1913 503 XXII. Traffic regulations and code of signals of the Kaiser Wilhelm Canal 515 XXIII. Regulations and by-laws and notices to mariners and pilots governing the use of the Manchester Canal. . 533 XXIV. General regulations governing the use of rivers and canals in the Netherlands 555 XXV. Special regulations relating to the North Sea (Amsterdam Canal) . .'. 569 Index 579 .: ■ PART I. TONNAGE AND MEASUREMENT RULES. _ L CHAPTER I. INTRODUCTION— SCOPE OF THE REPORT. .3 4 CHAPTER I. INTRODUCTION SCOPE OF THE REPORT. By proclamation, issued November 13, 1912, the President of the United States, acting upon the authority given him by the act of Congress approved August 24, 1912, prescribed the following schedule of tolls to be paid by vessels using the Panama Canal: 1. On merchant vessels carrying passengers or cargo one dollar and twenty cents ($1.20) per net vessel ton — each one hundred (100) cubic feet — of actual earning capacity. 2. On vessels in ballast, without passengers or cargo, forty (40) per cent less than the rate of tolls for vessels with passengers or cargo. 3. Upon naval vessels, other than transports, colliers, hospital ships, and supply ships, fifty (50) cents per displacement ton. 4. Upon Army and Navy transports, colliers, hospital ships, and supply ships one dollar and twenty cents (SI. 20) per net ton, the vessels to be measured by the same rules as are employed in determining the net tonnage of merchant vessels. By the act of August 24, 1912, Congress provided that — Tolls may be based upon gross or net registered tonnage, displacement tonnage, or otherwise, and may be based on one form of tonnage for warships and another for ships of commerce. The rate of tolls may be lower upon vessels in ballast than upon vessels carrying passengers or cargo. When based upon net registered tonnage for ships of com- merce the tolls shall not exceed $1.25 per net registered ton, nor be less, other than for vessels of the United States and its citizens, than the estimated proportionate cost of the actual maintenance and operation of the canal, subject, however, to the provisions of article nineteen of the convention between the United States and the Republic of Panama, entered into November eighteenth, nineteen hundred and three. If the tolls shall not be based upon net registered tonnage they shall not exceed the equivalent of $1.25 per net registered ton as nearly as the same may be determined, nor be less than the equivalent of 75 cents per net registered ton. The toll for each passenger shall not be more than $1.50. The President is authorized to make, and from time to time amend, regulations governing the operation of the Panama Canal, and the passage and control of vessels through the same or any part thereof, includ- ing the locks and approaches thereto, and all rules and regulations affecting pilots and pilotage in the canal or the approaches thereto through the adjacent waters. In his proclamation of November 13, 1912, the President directed the Secretary of War to "prepare and prescribe such rules for the measurement of vessels and such regulations as may be necessary to carry this proclamation into full force and effect." The primary purpose of this report is to present the facts to be considered in formulating rules for the measurement of vessels and to recommend a set of rules to be followed in deter- mining the tonnage upon which vessels using the Panama Canal shall pay tolls. The report includes a code of Panama measurement rules and a form of certificate to be issued to vessels measured for Panama Canal tonnage. The report is intended to explain the rules fully and to afford a guide to those whose duty it shall be to apply and interpret the rules. It is expected that the report will be consulted by the officials, American and foreign, who measure vessels and issue Panama tonnage certificates, by the administrative officials who pass upon those certificates when presented at the Panama Canal, and by those judges who may have to decide cases involving the interpretation that Panama Canal officials have given the rules. To carry out this purpose more effectively, an effort has been made so to write the report that it may readily be understood by those who do not have a technical knowledge of tonnage questions. Rules for the measurement of vessels must, if possible, be so framed as to be readily and accurately applicable to the vessels that are to be measured. The rules must fit the ships, and 5 6 MEASUREMENT OF VESSELS EOE PANAMA CANAL. ocean vessels of to-day are complicated structures of many types and designs. It thus seemed clear that this report upon the measurement of vessels ought to begin, as it does, with a brief illustrative description of the main types of ships whose tonnage will be determined by the rules to be formulated. The words "ton" and "tonnage" have so many meanings that it is difficult, even for the technical man, to use the terms with strict accuracy. It is necessary, first of all, in framing rules for the determination of the tonnage upon which Panama Canal charges shall be imposed, to decide which kind of ton shall be made the basis or unit of the charges. The report in Part I explains the different kinds of tons and analyzes the provisions of the rules by which the United States, Great Britain, Germany, and the Suez Canal Co. determine the gross and net tonnage of vessels. This survey and analysis of the vessel-measurement rules of three important com- merical countries and of the company operating the interoceanic waterway most comparable with the Panama Canal brings out the merits and defects of existing tonnage rules and makes clear what should be the main provisions of the Panama measurement code. Subsequent chapters of the report discuss the principles that should- control in framing rules to determine the tonnage upon which vessel charges should be imposed. The report, as a whole, may thus be regarded as a treatise on tonnage and vessel measurement prepared with reference to fram- ing rules to apply in determining the tonnage upon which Panama Canal charges shall be imposed. The question is often 'asked why charges for the use of ocean-ship canals, such as the Suez, Kiel, and Panama Canals, are imposed upon the tonnage of vessels instead of upon the tonnage of the cargo carried by the vessels. The report seeks to explain why the capacity of merchant vessels for the accommodation of passengers and the stowage of cargo, rather than the cargo and passengers carried, is the more equitable and more practicable basis of canal charges; and the report also states the reasons why warships should pay tolls upon their weight or displacement tonnage, and not upon the kind of tonnage that is made the basis of charges upon vessels of commerce. The President's proclamation fixing Panama Canal tolls makes displacement tonnage the basis of the charges upon warships, while the dues payable by vessels of commerce are to be imposed upon the earning capacity of ships. The Suez Canal Co. does not make this distinc- tion between warships and merchant vessels, but levies tolls upon the net tonnage of vessels of war as well as of vessels of commerce. The application of the Suez, or other, measurement rides to warships can, however, result only in an artificial net or capacity tonnage that but roughly indicates the size of different classes of war vessels. In fact, rules for the deter- mination of the gross and net tonnage of merchant vessels are not applicable to warships. Warships are fighting machines that have no earning capacity and can have no real net ton- nage. The size of vessels of war is more accurately indicated by their weight, or dis- placement, than by the capacity of their inclosed spaces. It may be otherwise with vessels that serve armed ships. Army and Navy transports, colliers, supply ships, and hospital ships are structurally similar to merchant vessels, and may, without much difficulty, be measured by rules applicable to passenger and freight carriers. Such auxiliary vessels of war may be readily and equitably charged tolls upon their net capacity or net tonnage, but charges upon fighting ships ought, for reasons that are set forth in the report, to be levied upon their displacement tonnage. The charges required of a vessel of commerce for the use of the Panama Canal might theo- retically be either upon the tonnage of the ship or upon the tons of cargo in the vessel; and, in either case, there might also be a toll charged upon each passenger carried. If the tolls were imposed upon the cargo, the charge might be upon the tons of the commodities in the ship without regard to differences in the kinds and values of the articles carried, or the tolls upon the cargo might, like railroad rates, be made to vary with commodities or with classes of articles. As a matter of fact, tolls upon cargo or upon commodities and classes of articles MEASUREMENT OF VESSELS FOR PANAMA CANAL. 7 are administratively impracticable. Fortunately, it is not necessary to make cargo the basis of canal tolls in order to realize equity in canal charges. If the canal tolls and other charges payable by merchant vessels are levied upon the ship and not upon the cargo carried, the charges may be either upon the weight of the ship or upon the size, or closed-in capacity, of the vessel. If the charges are placed upon the weight of the vessel — the displacement tonnage — the weight taken as the basis of the tolls would be the weight of the ship and its load. Tolls might also be levied upon the difference between the weight of vessels when loaded and when "light." In the latter case, the tolls woidd be levied upon the vessel's carrying ability or its "dead-weight capacity." If the canal charges are made such as to tax vessels of co mm erce according to their size or closed-in capacity, the charges may be upon the entire capacity of the vessel or upon only the closed-in space available for the stowage of cargo and stores and for the accommodation of passengers. The entire closed-in capacity of a ship, hi units of 100 cubic feet, is its gross ton- nage. The capacity of a vessel, in units of 100 cubit feet, for the transportation of cargo, and passengers is the vessel's net tonnage. In the report made in 1912 upon "Panama Canal Traffic and Tolls," the possible bases upon which the charges for the use of the Panama Canal might be imposed were necessarily con- sidered in a preliminary way; and it was recommended that the tolls payable by merchant vessels should be imposed upon their earning capacity, and that charges upon warships should be levied upon their displacement. The reasons for those conclusions are presented at length hi the following report; and the rules for the measurement of vessels, other than warships, have been so drafted that the net tonnage of vessels, as determined by the rules, will be as exact an expression as it is practicable to obtain of the capacity of vessels — which are of many types and designs — for the stowage of cargo and for the accommodation of passengers. It was necessary to have a special set of rides for the measurement of vessels of commerce to determine the tonnage upon which Panama Canal tolls shall be paid. The adoption of the rides followed by the United States hi measuring vessels for registry was inadvisable; and none of the national vessel measurement rides of foreign countries would have met the requirements. The Suez Canal Co.'s tonnage rules, having been formulated by an international tonnage com- mission with a view to establishing an equitable basis upon which to impose the charges for the use of a great interoceanic waterway, are more nearly like the rides required for the Panama Canal than is any one of the national measurement codes; but the Suez rules, drafted 40 years ago, contain some provisions that ought not to be included hi the Panama rides. The detaded analysis, hi this report, of the measurements rules of the United States, Great Britain, Germany, and the Suez Canal Co. makes clear why special Panama measurement rides are necessary. The main reasons why it is not advisable to adopt for the Panama Canal one of the existing measurement codes may be briefly summarized: None of the national measurement rules, neither those of the United States nor those of foreign countries, is framed with a view to making registered tonnage an accurate expression of the earning capacity of vessels. If any one of these sets of rides were adopted to determine the tonnage upon which Panama Canal charges shall be paid, the charges would not be relatively fair as among different types of ships, tolls would not be imposed as closely as is desirable in accordance with the ability of vessels to pay the charges, and the Government might be deprived of a portion of the revenues which it would be justly entitled to receive for the service of passing ships through the canal. Still less would it be possible to accept as the tonnage upon which Panama Canal charges shall be paid the tonnage of vessels as stated in their respective national certificates of registry. The measurement rules hi force in the several commercial countries differ in important par- ticulars both as regards the spaces included in gross tonnage and as regards the deductions made therefrom in determining the net tonnage upon which shipping charges are imposed. 8 MEASUREMENT OF VESSELS FOR PANAMA CANAL. There is, as the report shows, a surprising variation hi gross tonnage given the same vessel when measured by different rules, and there is even greater dissimilarity in the net tonnage of vessels as determined by different measurement rules. In some countries the net tonnage of vessels composing the merchant marine averages only 61 per cent of the gross tonnage, while in other countries the average is over 70 per cent; or, stated differently, some countries in cal- culating net toimage deduct 39 per cent and other countries less than 30 per cent of the space included in gross tonnage. Each country, some more zealously than others, seeks, by means of its laws and regulations concerning gross and net tonnage, to lighten the burdens to be borne by the vessels under its flag as compared with the shipping under other ensigns. In framing rules for the measurement of vessels for national registry, commercial countries do not seek to make net tonnage what it should be made by the Panama rules — the closest practicable approxi- mation of the earning capacity of vessels of different types. If it were advisable to adopt for the determination of Panama Canal tonnage one of the measurement codes now in force, the British rules should receive consideration, for the reason that nearly half of all the ships on the high seas are of British registry and thus carry British tonnage certificates. The British rules, however, make both the gross and net tonnage of most vessels especially low and do not apply with equal fairness to ships of different types. If the British rules were correct in basic principles and hi their mahi provisions, it might be well to make them the Panama rules, provided Great Britain would agree not to change her meas- urement rules except upon joint action taken by Great Britain and the United States to amend simultaneously the common British and Panama rules. Possibly neither country would favor such an arrangement. Indeed there seems more prospect of the ultimate unification of tonnage and measurement rules by harmonizing the Suez and Panama codes and making them the basis of international tonnage uniformity. The Suez measurement rules are based upon correct general principles — that gross tonnage should include and express the total capacity of vessels, and net tonnage the capacity available for passengers and cargo — but in various provisions of the rules these principles are not closely followed. As is explained in this report the Suez rules are not logical in their treatment of double-bottom spaces and of ballast tanks; nor arc the provisions satisfactory regarding the measurement and exemption of spaces hi superstructures. The most serious objection to the Suez rules is that the deductions from gross toimage allowable for crew and navigation spaces — all deductions other than for propelling machinery and fuel — are limited to 5 per cent of the gross tonnage. Such a limitation may have been justifiable in 1873 when the Suez rules were framed by the International Tonnage Commission, but any such restriction upon crew and navigation spaces would be indefensible in rules drafted at the present time. In formulating measurement rules to carry out the general principles that gross tonnage should be the equivalent of the entire closed-hi capacity, and net toimage of the earning capacity, of vessels, there were, hi addition to many questions of lesser importance, two large problems requiring careful solution. These were (1) the treatment to be accorded spaces above what is usually called the upper deck of vessels, and (2) the deductions to be allowed for propelling machinery and fuel. Upon the provisions concerning the measurement or exemption of the spaces between the "upper'' deck and the deck above — usually called the "shelter" deck — and of the spaces within the superstructures (the poop, forecastle, bridge, etc.) depends, most of all, the correctness of the gross tonnage accorded vessels; while the rule followed hi making deductions for propelling machinery and fuel does most to determine the accuracy of net tomiage as an expression of the earning capacity of vessels. Gross tonnage, as determined by the measurement rules of Great Britain and of Germany and such other countries as have gross tonnage rules like the British, is, for most freight vessels of recent construction, less than the tonnage according to the rules of the Suez Canal Co. or the rules followed by the United States in measuring ships for registry. The same vessel may have as much as 20 per cent less gross tomiage when measured by the British or German rules MEASUREMENT OF VESSELS FOE PANAMA CANAL. 9 than when* measured in accordance with the Suez or American rules. While this is an extreme variation, vessels often vary as much as 10 per cent in gross tonnage when measured by differ- ent rules. This is due partly to the fact that the rules of the Suez Canal Co. and of the United States measure certain superstructure spaces which the British and German rules exempt from measure- ment, but the variations in gross tonnage result mainly from the exemption by the British and German rules, and the measurement under the Suez and American rules, of the spaces between the uppermost full-length deck — which is called the "shelter" deck — and the deck next below, which is usually called the "upper" deck. Under a decision rendered in 1875 by the House of Lords, British admeasurers must exempt from measurement and gross tonnage the between-deck space under the "shelter" deck when that deck has a "tonnage opening," and when the bulkheads subdividing the between-deck space has the openings stipulated in the Board of Trade regulations. The "tonnage opening" by which exemption from measurement is secured for the large between-deck space is in reality a technical opening which can be so covered when the vessel is at sea as to protect the space under the "shelter" deck from the weather and the sea. Dry cargo can be, and is, carried in the between-deck space under the "shelter" deck. The Suez rales, and usually the American rules, include the space within gross tonnage. The Panama rules follow the Suez regulations in considering as closed-in, and thus to be included in gross tonnage, the space under so-called shelter decks. A history and criti- cism of existing rules concerning the measurement and exemption of spaces in superstructures and under "shelter" decks is presented in Chapter XI of the report. The larger part of the deduction made from gross tonnage to ascertain net tonnage is for the spaces occupied by propelling machinery and fuel. Under the Suez rules, deductions other than for power and fuel may amount to only 5 per cent of the gross tonnage. There are three rules or methods by which the space to be deducted for propelling machinery and fuel is deter- mined. One method is to measure the space actually occupied by the engine and boiler rooms (including designated portions of the spaces framed in around the funnels and for the admis- sion of light and air to those rooms), by the shaft trunks or tunnels (hi the case of screw-propelled vessels), and by the fixed bunkers or compartments set aside for fuel. This method is not readdy applicable to vessels that have coal bunkers with movable partitions. Another method of making propelling-power deduction is to allow for the space occupied by machinery and fuel a fixed percentage of the entire space included in gross tonnage. For most vessels— i. e., for vessels having screw propellers and having propelling-machinery spaces comprising more than 13 and less than 20 per cent of the space included in gross tonnage — the British rules allow a deduction for propelling power and for fuel of 32 per cent of the gross tonnage. The adherence of Great Britain to this percentage rule has caused most other coun- tries to adopt the rule. A third method of determining the space to be deducted for propelling machinery and fuel is to assume a percentage relationship between machinery and fuel spaces and to deduct for power and fuel the space occupied by propelling machinery increased by a fixed percentage. This is the method followed in the "Danube rule," which calls for the measurement of the spaces occupied by the engine and boiler rooms, including designated portions of the framed-in light- and-air and funnel spaces, and, in the case of screw-propelled vessels, of the shaft trunk or trunks. To the volume of the machinery spaces thus measured, there is added, to allow for fuel, 75 per cent for vessels with screws and 50 per cent for ships with paddle wheels. This method of making propelling-power deductions is equally applicable to vessels with or without fixed fuel compartments. The measurement rules of the European Commission of the Danube and those of the Suez Canal Co. follow the Danube rule in making propelling-power deductions; and give vessel owners the alternative, in the case of vessels having fixed fuel compartments, of having the spaces deducted that are actually occupied by or set aside for fuel bunkers or tanks and by propelling machinery. 61861°— 13 2 10 MEASUREMENT OF VESSELS FOE PANAMA CANAL. The major share of ocean vessels consists of freight steamers, and most freight vessels are so constructed that the engine and boiler rooms (including shaft trunks and air and funnel spaces) occupy spaces equal to slightly more than 13 per cent of the space included in gross tonnage. If the propelling machinery spaces in a freight steamer occupied 13.2 per cent of the gross tonnage, the deduction for machinery and fuel under the Danube rule would be 23.1 (13.2x1.75) per cent and under the British percentage rule 32 per cent. In the case of an average-sized modern freight steamer of 6,000 tons gross tonnage, the propelling power deduc- tion under the percentage rule would, if the engine room occupied 13.2 per cent of the space included in gross tonnage, be 534 tons more than under the Danube rule. The deductions allowed for fuel spaces by the Danube rule are liberal, experience showing that vessel owners seldom prefer to have deductions made by the actual measurement of fuel spaces. The Panama rules, for reasons given in detail in this report, have adopted with slight modification the rule for propelling power deductions contained in the measurement codes of the European Commission of the Danube and of the Suez Canal Co. — i. e., the Danube rule with the alternative of the actual measurement of spaces occupied by fixed bunkers or fuel tanks. Chapter IX of the report contains a history and criticism of rules concerning deductions for propelling power. During recent years numerous ocean vessels have been equipped with internal-combustion engines. Such engines are of different kinds, some of which occupy less space than is required by steam engines of like power, while all types of internal-combustion engines consume less fuel than do steam engines of equal power. It was necessary to decide whether the same rule as to propelling power deduction should be applied to vessels having internal-combustion engines as to vessels equipped with steam machinery. The question is discussed with some detail in Chapter X upon propelling power deductions for vessels equipped with oil and gas engines. It was decided that the development of marine internal-combustion engines had not yet proceeded far enough to warrant the application to vessels equipped with such engines of a special rule, for propelling power deduction, different from the rule applied to other vessels. Vessels will be measured for Panama tonnage certificates, not only by American admeas- urers at the several ports of the United States but also, and much more largely, by foreign admeasurers at foreign ports. In order to insure the fair treatment of all vessels and to protect the Panama Canal revenues against losses, it is important that admeasurers the world over shall give the Panama rules the same interpretation. To assist in bringing this about, the measurement rules have been made as definite and specific as possible, and the final chapter of the report is devoted to a brief explanation of the main features of the rules. The Suez Canal Co. and the governments whose officials measure vessels for Suez tonnage certificates have found it advisable to issue special directions for the guidance of admeasurers. In the documents appended to this report will be found the instructions of the British Board of Trade to surveyors who measure vessels for Suez Canal tonnage; also the instructions of the German Government for the application of the Suez rules; and the memorandum of the Suez Canal Co. on the application of the rules of 1904 relative to the measurement of superstructures. It is hoped that it may not be necessary either for the Panama Canal administration or for the vessel measurement authorities of foreign countries to issue special instructions for the guidance of admeasurers in applying the Panama rules and in issuing Panama tonnage certifi- cates. Should, however, experience in the application of the rules show the necessity for special instructions for the guidance of admeasurers, the discussion of the rules contained in the report should make the preparation of such instructions comparatively easy. It has long been realized that the international unification of vessel measurement rules would be of advantage to commerce and shipping. Uniformity in rules and in measurement practice would give a common meaning to tonnage as stated in the certificates of vessels under all flags, and the owners of vessels would not be burdened with the expense and possible delays connected with any measurement subsequent to that necessarily given ships at the time of their registry by the country whose flag they carry. Each vessel's tonnage as stated in its MEASUREMENT OF VESSELS FOR PANAMA CANAL. 11 certificate of registry could be accepted at all canals in collecting tolls and at all ports as a basis for tonnage taxes, towage, dockage, and other port charges. Any ship using the Suez Canal must carry both its national registry certificate and a Suez tonnage certificate. The use of the Panama Canal -will require another certificate. This requirement is, however, of minor consequence as compared with other results of the lack of international uniformity in measurement rules. If the tonnage of a vessel as stated in the national certificate is not accepted by the authorities of the foreign port entered by the ship and admeasurerers make additions to the vessel's tonnage, delays, bickerings, and appeals by the vessel's owners from decisions of the surveyor of the port may result; while, if the tonnage of registry is accepted without correction, the charges imposed upon shipping may be unfair as between different types of vessels, unjust as between the owners of vessels and the owners of docks, wharves, and other port facilities, and inequitable as between the different countries to which tonnage or "light dues" are paid. These disadvantages are to some extent, but only partly, overcome by agreements among the leading commercial countries to accept at each other's ports tonnage figures as stated in national certificates. When the tonnage of a vessel is much less than it would be under the laws of the country of a port the vessel may enter, it is usual for the measurement authorities to measure, and add to the tonnage, spaces that were exempted in measuring the vessel for registry. American admeasurers, for example, frequently make additions to the registered tonnage of British, German, and French vessels. This is done because our navigation laws include in the gross tonnage of some vessels spaces in superstructures and under the so-called "shelter" deck that may be exempted fr,om measurement under the rules of Great Britain and Germany. The desirability of unifying measurement rules was brought to the attention of the com- mercial powers of Europe as early as 1861 by the European Commission of the Danube — an international body that had been given charge, in 1856, of the improvement of the navigation of the mouth and lower course of the Danube River and had been given authority to collect tolls to meet the expenses of the improvements. This suggestion of the Commission of the Danube was followed in 1862 by a memorandum, prepared by the British Board of Trade, "pointing out the importance of the uniform system of tonnage measurement." This memo- randum was submitted by the British foreigu office to the French Government and negotiations followed, which, however, did not lead to any definite results before 1870, when the troublous decade of the sixties culminated in the Franco-Prussian "War, which temporarily brought com- mercial negotiations to an end. It was thought that the opening of the Suez Canal in the latter part of 1S69 might lead to the international unification of tonnage rules. A commission appointed in 1868 by de Lesseps to consider questions connected with the operation of the Suez Canal recommended that charges for the use of the canal should be levied upon the tonnage stated in each vessel's official papers (its net register tonnage) until uniform rules had been adopted by the maritime powers. The international unification of rules did not follow as expected. Moreover, the Suez Canal Co., findin g that its revenues were inadequate to meet its capital charges, decided to collect tolls from July 1, 1872, upon the gross instead of the net tonnage of vessels. The opposition which this aroused on the part of the shipping mterests and of the commercial countries of Europe led to the convening by the Sultan of Turkey of the International Tonnage Commission, which met at Constantinople in September, 1873. The international commission, though convened primarily to decide what tonnage should be the basis of Suez tolls and what rate of charges the Suez Canal Co. should impose, considered, and the following December reported upon, the "question of tonnage generally." It drafted rules which it expected would be adopted not only by the Suez Canal Co. but also by the maritime countries represented at Constantinople. As is explained in Chapter XII of this report, which discusses the past efforts for, and the future possibilities of, international uniformity in tonnage and measurement, it is probable that the expectation of the International Tonnage Commission of 1873 would have been realized had 12 MEASUREMENT OF VESSELS FOR PANAMA CANAL. not the efforts made by the British Board of Trade in 1874 and again in 1881 to secure the adop- tion by Parliament of the measurement rules framed at Constantinople been defeated by the opposition of the shipowners of Great Britain, who objected to the increase that would be made in the net tonnage of vessels — the tonnage upon which shipping charges of most kinds are levied. The opening of the Panama Canal might well be made the occasion of another earnest effort to secure the unification of tomiage rules. The Panama rules and those framed for the Suez Canal Co. by the International Tonnage Commission are based upon sound principles common to both sets of rules. It would not seem impossible for the leading commercial coun- tries to agree upon a single code of measurement rules carrying out the principles that underly the Panama and Suez rules and embodying the essential provisions common to those two codes. If that were done, there ought to be no great difficulty in harmonizing the minor differences in the Panama and Suez rules and in making the rules thus harmonized the single measurement code of the world. CHAPTER II. TYPES OF VESSELS DISTINGUISHED AND ILLUSTRATED. 13 CHAPTER II. TYPES OF VESSELS DISTINGUISHED AND ILLUSTRATED. Throughout the discussion of the measurement of vessels it is necessary to refer to different types of ships and to the structural parts of vessels. Frequent mention must also be made of the many spaces into which vessels are divided. Inasmuch as technical terms are used, which, though familiar to shipbuilders and seafaring men, are not a part of the vocabulary of those not connected with ships and shipping, it will be well to distinguish and illustrate the main types of ocean vessels and designate and locate both the mam structural parts and the prin- cipal spaces within such ships. It is desirable that this report and the measurement rules it contains should be understood bj' lawmakers and courts as well as by the technical officials who may apply and enforce the measurement rules. The rules may have to be interpreted by the courts from time to time in deciding cases brought by complainants appealing from decisions of the executive officers in charge of the interpretation and enforcement of the rules. It is also possible that vessel measurement may be the subject of future legislation. Congress has authorized the President to prescribe and to change the Panama rides, but the rules by which American vessels are measured for registration and enrollment and by which all ships entering the ports of the United States are, or may be, measured for the imposition of tonnage taxes are established by law. Moreover, the existing national rules, as will be pointed out in the following report, are incomplete in some particulars and not sufficiently specific in other regards. It has seemed best to run the risk of seeming to some readers to be unnecessarily elementary, and to prepare this report with a view to making its contents clear to the layman as well as to the engineer and the nautical expert. An ocean vessel's type is indicated by the number of its decks, by the characteristics of its structures above the main deck, by the fuel it uses, and by the kind of engines and the number of propellers with which it is equipped. There are many variations in the structural details of vessels, but the main types of ships may be designated by reference to the number of their decks, the nature of then decks, their above-deck structures, their fuel, and their engines and propellers. . Small freight vessels have two decks, medium-sized freight and passenger ships have three decks, while large freight vessels and those carrying both freight and passengers usually have four full decks, above which there may be one or more decks extending less than the full length of the vessel and inclosing successive tiers of superstructures. In vessels having more than one deck, the main deck (which, in measurement rules, is also called the tonnage deck) is the second deck from the bottom of the vessel. When there are three decks they are designated lower, main (or middle), and upper deck. If there are four full decks, the fourth deck is generally called the shelter deck, above which there may be a bridge deck and a promenade deck, or bridge, promenade, and boats decks. The decks above the shelter deck do not extend the full length of the hull. The sketches (Figs. 1, 2, 3, and 4) of half midship sections of vessels name and locate the several decks. The strength of a vessel depends, first of all, upon the weight and strength of its transverse framing, consisting of the floors and frames (see Fig. 3) to which the plates inclosing the hull are riveted. The minimum size of .frames for different types of vessels is prescribed by the rules established by Lloyd's Association and similar organizations which classify vessels and 15 16 MEASUREMENT OF VESSELS FOR PANAMA CANAL. give them the rating upon which insurance rates depend. The transverse frames are placed from 24 to 30 inches apart and the framing may be strengthened in various ways: (1) By "deep framing," i. e., by making the transverse frames deeper and stronger; (2) by substituting web frames or beams for each sixth to tenth transverse frame; and (3) by increasing the number and dimensions of the longitudinal beams or stringers that give longitudinal strength to the vessel. Practically every vessel is now constructed with a double bottom, the space between the inner and outer plating being used to carry water ballast. Certain compartments may be Main DecA Figure 1. — Midship section, showing beams and pillars for lower and main decks. used to carry fresh water for the boilers, and in the case of ships with oil-burning engines a portion of the tank space in the double bottom may be used to store fuel oil. The particular use to which the double-bottom compartments are devoted is an important consideration in vessel measurement and is the subject of special mention in all codes of tonnage rules. The prevailing method of constructing the double bottom of vessels is illustrated in figures 3 and 11. It is called the cellular double bottom. The floors, which are the transverse steel plates extending from the center longitudinal girder (keelson) to the margin plate or longi- Fig. 3 IDSHIP SECTION OF WEB FRAME STEAMER HAVING CELLULAR DOUBLE-BOTTOM, LOWER DECK DISPENSED WITH. / Keel; Side bar keel 2 Oarboard; Oarboard strake. 3 Center girder; Vertical center plate; Center through p/ate keel and keelson 4 Side girders 5 Wing girder; Margin plate. 6 Floors; Intercostal floors. 7 Brackets. 8 Inner bottom; Top of double bottom; Top of tank. 9 Bracket frames. ' 10 Web frames. 11 Side stringers 12 Diamond pistes 13 Hold. pillars, Hold stanchions. 14- Main deck beams. 15 Main deck stringer. 16 -Main deck plating 17 Main deck sheerstrake. 18 Topside strake 19 Upper deck sheerstrake 20 Upper deck pillars; Upper deck stanchions. 21 Upper deck beams 22 Upper deck. 23 Bulwark stay. 24 Bulwark plating 25 Main rail; f?o ugh tree rail. r.iMU -is. it., taw page it.i MEASUREMENT OF VESSELS FOR PANAMA CANAL. 17 tudinal wing girder at the upward bend of the frames, are crossed at right angles by the longi- tudinal side girders that parallel the keelson. The floors may be continuous from keelson to margin plate and the side girders intercostal between the floors; or, as in figure 3, the longi- tudinal girders may be continuous and the floors may be intercostal between the girders. Keet Figure 2. — Midship section of two s l*«: - pi&Ming tiptuaikl/l pe*ij//ng ^JBijj3KM UJ 1 I o —. VI 'J Fig. 8. PROFILE OF A STEAMER HAVING LOWER, MAIN, AND "SHELTER" DECKS. ■ ' ■ %e Opening W =g^=g ^smii •of -r/ate ir T 1 •5a toon and Cabins Temporary Moid | Cro j s _ fyf^fc. ' 'WT Door -i — i — t — i 1 r -Portab/e wood bhd -r- \ I ' ' 1 « ' "" Mll^lMlii: i!861 111 I |fm . ]..r:,' JIM No, 1 5 10 SCALE 20 30 40 50 so 70 80 90 100 FT. Fig. 9. PROFILE OF A STEAMER WITH THREE DECKS AND A "SHELTER" DECK. 10.) (Jo. "■ MEASUREMENT OF VESSELS FOE PANAMA CANAL. 21 deck opening is situated aft, there must be at least two openings in all the transverse bulk- heads in the 'tween deck on the fore side of it to entitle the space to exemption. As will be explained later, the regulations governing vessel measurement in some countries other than Great Britain, particularly in the United States, define closed-in and open spaces more rigidly; and the 'tween deck space under the "shelter deck" is usually included in the shelter-deck vessel's tonnage by American admeasurers. The British Board of Trade and its admeasurers are compelled by an unfortunate decision of the House of Lords rendered in 1875 to treat as "open" the spaces under the shelter deck (and also under the bridge deck) that fulfill certain stipulations which prevent spaces from being considered as technically closed-in spaces, which American admeasurers treat as capable of being closed-in and as avail- able for the stowage of dry cargo. As actually constructed at present, there is but little difference between three-decked vessels classified as awning-deck and shelter-deck ships. In the awning-deck vessel, the 'tween deck spaces under the awning deck have only hatch openings which can be made weather proof; while vessels, constructed to meet the requirements of the British Board of Trade regulations as to shelter-deck openings, must have a tonnage hatch that can not be tightly battened down; it must have the bulkhead openings aboye described, and there must be scuppers and water ports to carry off the water that may reach the main deck. The ports, however, may have back valves to prevent the sea from washing in, and the tonnage hatch may be so constructed as to enable it to be so covered as temporarily to keep the sea water .from invading the 'tween-deck space. In practice, British vessels which fulfill the Board of Trade requirements as to shelter-deck openings frequently carry dry cargo in the spaces under the shelter deck. When cargo is so carried, the British admeasurers add the space actually occupied by the cargo to the tonnage, upon which light dues and port charges are payable, but the 'tween-deck spaces are not added to the vessel's gross or net tonnage. In the United States and at the Suez Canal, on the contrary, the entire 'tween-deck space is included in the tonnage, if any dry cargo is or may be carried in the space. The shelter deck is not necessarily the third or "upper" deck. It may be the fourth deck, as in the ship illustrated by the profile in figure 9. That vessel has an upper and a middle (or mam) deck, the lower deck being dispensed with and compensated for by additional strength of framing. A ship budt according to the profile shown in figure 9 exceeds the minimum require- ments of the British rules as to open spaces, two tonnage openings being provided — one fore and one aft. If either one of these openings were kept permanently open and if the bulkheads between decks under the top deck were provided with permanent openings, there would be no question that all the space between the shelter and upper decks would be excluded from net tomiage by the British measurement rules ; but, as a matter of fact, there is no reason other than that of keeping the vessel's net tomiage at a low figure why the bulkheads between decks should have nonclosable openings. In a vessel with four decks, nearly all of the space under the "shelter deck" would naturally be used for accommodating passengers or for stowing miscellaneous cargo. The term "shelter deck" is sometimes applied to the fourth deck on large steamers (figs. 11, 12, 13, 14, 21, and 22), even though such deck has no tomiage openings whatever, but is a complete deck in every sense and is so regarded under the measurement rules of all nations. This terminology adds to the confusion concerning shelter decks, for such decks are so named merely for convenience. They are not shelter decks hi the meaning of measurement rules and as the term is ordinarily used. A modern shelter-deck ship is one which has a full-length deck fitted with one or more tonnage openings, with scuppers and ports, and with bulkhead open- ings as provided hi the measurement rules of Great Britain. The measurement or exemption of such shelter-deck spaces when fitted with tomiage openings, which are but technical openings, has been and is one of the mam differences between the measurement rules of the several nations. Passenger vessels are sometimes fitted with a so-called "shade deck" or lightly constructed covering over the uppermost deck to afford a shelter and to provide a promenade for passengers. Ordinarily such a deck is constructed with light deck beams supported on round iron stanchions, 22 MEASUREMENT OF VESSELS FOE PANAMA CANAL. frame angles, or tee bars. The sides of the spaces under such a light deck may be entirely open fore and aft, or they may be partly closed-in as shown hi figure 10. When partly closed-in the sides are fitted with side openings, the shade deck, therefore, affording no additional buoyancy to the ship. Its light construction renders it practically valueless as a contributor to the vessel's structural strength, and since the space below the shade deck is exposed to the sea and weather, it is nowhere regarded as a part of a vessel's gross or net capacity for carrying dry cargo or pas- sengers. The tonnage rules of the United States, Great Britain, Germany, and the Suez Canal Co. expressly exempt such spaces from tonnage measurement, excepting, of course, any closed-in structures which may be located under the shade deck. On a large passenger steamer the shade deck is sometimes called the promenade deck. Originally they were variously known as awning and shelter decks. Modern awning and shelter decks, however, though outgrowths of the shade deck, must be clearly distinguished, for modern awning-deck spaces are always closed-in and are distinctly parts of a vessel's closed-in capacity. Modern shelter-deck spaces, though fitted with a technical tonnage opening, are also, as a rule, available for the stowage of dry cargo. Both awning and shelter decks, moreover, add to a vessel's structural strength, and as neither has side openings they add to the ship's buoyancy. The larger class of ocean freight vessels in service at the present time have four full-length decks, and if constructed for the combined freight and passenger services there are two or three tiers of superstructures above the fourth deck. A midship section of a vessel designed with particular reference to the traffic between American ports through the Panama Canal (fig. 11) illustrates the arrangement of a typical combination freight and passenger steamer. The ves- sel's length is 500 feet, its beam 64 feet 6 mches, and its depth, to the shelter deck, 42 feet. The vessel whose midship section is shown in figure 11 has four full decks — the lower, main, upper, and shelter decks. The term "shelter deck" is applied to the fourth deck, as is customary, Figure 10.— Profile of vessel with shade deck. although the vessel is not of the shelter-deck type. Even in Great Britain, where shelter decks are exempted, the fourth deck space of this vessel would be measured. Thespace between the shelter and upper deck, as is shown in figure 12, is devoted to passenger accommodations and the stowage of stores and refrigerated cargo. It may be noted in passing, that this vessel, being intended to carry miscellaneous cargo and package freight, has lower deck beams and plating. (Fig. 11.) There is no necessity for keeping the hold without subdivision other than bulkheads below the main deck. For all decks below the boat deck there is a beam on every frame. The pillars are spaced 15 feet apart. The frames are spaced 24 inches apart at the peaks, 30 inches "between the forward peak and one-third forward," and 36 inches elsewhere. Below the main deck there are three web frames on each side of the engine room and two on each side of the boiler room. To strengthen the vessel amidships, web frames are introduced into the framing from the main deck up to the promenade deck. Outboard and inboard profiles of this vessel and a plan of its lower deck are shown in figure 12. The outboard profile of the vessel illustrated by figure 12 shows the superstructures usual for a combination freight and passenger steamer. There is a forecastle which is used for stowage purposes. The poop and the after part of the 'tween decks under the shelter deck are devoted to third-class passenger accommodations. There are no second-class rooms. The first-class passenger accommodations are amidships between the upper and shelter decks and above the shelter deck in the amidship superstructures, of which there are three tiers covered by the bridge, promenade, and boat decks. The wheelhouse and chart room are on a short deck one tier above the boat deck. The light and air hatches and the stack casing are. inclosed by the surrounding superstructures. It is seen at a glance that the number of superstructures on this FlG. 1 1 . MIDSHIP SECTION, FREIGHT AND PASSENGER VESSEL. PANAMA CANAL SERVICE. 01801*— in. (To r»" p Fig. 12. PROFILES OF TRIPLE-SCREW STEAMSHIP, DESIGNED FOR THE PANAMA CANAL SERVICE. OUTBOARD PPOE/LE IN80AP0 PPOF/LE LOWER DECK 1)1861"— 13. (To face page 28.) No. 2 Fig. 13. MIDSHIP SECTION, TYPICAL COASTWISE STEAMER FOR PANAMA CANAL SERVICE. 81881°— 18. (To face pace 28.1 No Fig. 14. PROFILE OF TYPICAL COASTWISE STEAMER FOR PANAMA CANAL SERVICE. * s\\ - H i i — i — » — -' Q.' v,: , 1 : I Sj ijj |q« or S ; : 81881' i.i. (TtfkMptgvM.) Nu.4 ; i i i : ' : ; ! ! ! i ' ' l , kLliJJltLilJJJJJ. i i i ' • \Oil i ar tSa/i Water .i_.l._i I L-.l i I i._J 1_ MEASUREMENT OF VESSELS FOE PANAMA CANAL. 23 vessel is much greater than in case of the ordinary two-deck well-deck steamer of figure 7. Every such increase in superstructures adds to the importance of the rules providing for their measurement or exemption. Measurement practices in this regard are widely different in the several nations, and, as is discussed in Chapter XI, superstructures have for many years given rise to serious measurement difficulties. The inboard profile in figure 12 shows the use to be made of each of the subdivisions of the above-deck and under-deck spaces. The plan of the lower deck shows the location of the several hatches. The vessel is to use fuel oil carried partly in the double bottom and partly in a large 'thwartships tank between the engine and boiler rooms. There are three propellers, the side propellers being driven by reciprocating engines, the center screw having a turbine engine. A type of the vessel illustrated by figures 11 and 12 has a speed of 15 or 16 knots, and has too high construction and operation costs for the transportation of heavy or low-grade freight. It is intended for the transportation of high-grade, miscellaneous, and express freight at such speed — 14 or 1.5 knots — as must be maintained by a vessel in the passenger service through the canal. In order to be profitable, a vessel of that type and speed must derive a relatively large share of its income from the third-class and first-class passenger fares. Experience will be required to determine whether a vessel of this type will prove profitable in the American coastwise service through the canal or in a service between the eastern seaboard of the United States and foreign Pacific countries. Figure 13 gives midship section and figure 14 a profile of one of the eight vessels consti- tuting the 1912 and 1913 additions to the fleet of the American-Hawaiian Steamship Co. The vessels of this type are designed solely for the transportation of freight. They can average 14 knots at sea, but are operated at 12 knots, and some of them are now profitably employed, together with the other vessels of the company's large fleet, in the services between New York and the Isthmus of Tehuantepec and between that isthmus and the ports of the Pacific coast of the United States and the Hawaiian Islands. Miscellaneous cargo is carried in both directions, and bulk cargo, especially Hawaiian sugar, is handled eastbound. The vessels are about 415 feet long between perpendiculars and are of 53 feet 6 inches beam. Their molded depth to the shelter deck is 39 feet 6 inches. Their gross tonnage, American measurement, is about 6,600 tons and their net tonnage about 4,200 tons. Each vessel will carry about 10.000 tons of cargo. The main structural features of these vessels are shown in figure 13. The ship is a four-deck vessel, with a cellular double bottom and a second, an "upper" and an uppermost deck which the builders term a shelter deck, but which is completely closed-in. The lower deck is dispensed with and compensating strength is given the hull in the framing up to the second (main) deck; but an orlop * deck takes the place of the lower deck in the forward part of the hold from the fore peak tank aft for about one-eighth the length of the ship. The vessel being of moderate beam and of strong side framing, there is but one row of hold pillars which rest upon the keelson at the center line of the ship. The left half of figure 13 is a midship section forward and aft of the engine room and boat deck; while the right half of the drawing gives the section through the engine room. The crown of the engine room is at the upper deck, above which the air hatch extends through the shelter and boat decks. In this vessel, as in that illustrated by figures 11 and 12, the shelter deck does not have a tonnage hatch or opening. The space below the shelter deck is perma- nently inclosed and can be used to stow dry cargo. They are not vessels of the "shelter deck" type. Figure 14 gives the profile of the vessel of which the midship section is shown in figure 13. The vessel is without forecastle. Above the shelter deck, however, there are two part-length decks — the boat and bridge decks. Crew accommodations are provided in a short poop and in 1 Orlop, according to the International Dictionary, is a contraction of over and leap or of over and loop, the orlop deck being defined as "the lowest deck of a vessel, especially of a ship of war, consisting of a platform laid over the beams in the hold, on which the cables are coiled." Appar- ently the term originated with warships, but it is now often applied to the lowest deck of a merchant ship having four or more decks. Passenger ships of exceptional depth may divide the hold below the lower deck by two orlop decks. The Lusitania, of the White Star Line, has the following decks, named in order from the lowest to the highest: Lower orlop, orlop, lower deck, main, upper, shelter, promenade, and boat decks — eight in all. 24 MEASUREMENT OF VESSELS FOB PANAMA CANAL. the 'tween decks under the boat deck. The officers' quarters are on the boat deck, and there is a bridge under a short open-bridge deck above the boat deck. Since this vessel is designed solely for the freight service the number of above-deck erections is far smaller than in the case of the combination freight and passenger steamer illustrated in figures 11 and 12 above, and the tonnage considerations are consequently less complex. The profile shows the location of the orlop deck and of those above, of the engine and boiler rooms, and of the deep tank. The vessel is a twin-screw steamer with oil-burning, reciprocating engines. Fuel oil is ordinarilv carried in the large, deep tank placed athwart ships forward of the boilers. The double-bottom and peak tanks are ordinarily usec'/&<- 61861 r. iTo face page 24.) No. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 25 hull is without obstructing pillars or decks. Such vessels require specially strong framing to afford the necessary strength of hull. A turret vessel constructed with lower and harbor decks, as shown in figure 17, is well adapted to the stowage of heavy bales and packages and of miscellaneous weight cargo; while lower Deck ^ o '--Trr^-s-'i 1 \.'. J .J * .—. IIP o ay to o ol r: Figure 17. — Midship section of turret steamer with lower and main (harbor) decks. a turret ship without pillars and without decks below the turret is well designed for the trans- portation of bulk cargoes of grain, lumber, and ore. A self-trimrnmg turret steamer is illustrated by figure IS, which gives a view of the hold of an ore ship in which the engines are placed aft and in which there is an unobstructed hold extending all the way from the collision bulkhead to the boiler-room bulkhead. The hatches 61861°— 13 3 26 MEASUREMENT OF VESSELS FOR PANAMA CANAL. are continuous over the entire length of the hold. Such a vessel may also be used to advantage for the shipment of coal, lumber, or other bulk cargoes. A type of vessel known as "whaleback" is in some respects similar to a turret-deck vessel, but the number of whalebacks likely to use the Panama Canal is too small to warrant the reproduction of deck plans, cross sections, or longitudinal profiles. Both whaleback and turret vessels dispense with fore and aft sheer, both" are designed for bulk cargo, and the gunwale Figube 19. — Midship section of trunk steamer. is of rounded form in each case. The whaleback steamer, however, differs from the turret- deck vessel in that it aims to provide absolutely clear decks without deck erections and with a rounded form which breaks the force of the sea. It was found that it is difficult for the crew to man such a deck in heavy seas, that the hatchways without coamings interfere with feeding the holds with bulk cargoes, and that the shape of. the bow and bottom "makes the hull spe- cially liable to damage when the vessel is pitching in a seaway, owing to the pounding action MEASUREMENT OF VESSELS FOR PANAMA CANAL. 27 produced as the vessel thumps against head seas." ' Relatively few whalebacks are in opera- tion while the turret steamers, on the contrary, are rapidly increasing in number. The trunk steamer is another special type of bulk carrier without a lower deck. Its general design is indicated by figure 19. There is above the upper deck a trunk erection which is 7 feet high and half the width of that deck. This trunk connects the forecastle with the bridge and the bridge with the poop. The hold is clear except for widely spaced pillars which extend from the floor of the hold to the angle formed by the upper deck beams and the frames of the sides of the trunk. One-half the pillar may be carried up the side of the trunk and be riveted to the plating. The upper deck beams do not extend across the ship; but strong crossbeams, in such number as the strength of the ship requires, are placed across the open portion of the upper deck. With the exception of the crossbeams the hold is clear below the hatchways which are in the trunk deck. Turret and trunk steamers, being especially intended for dead-weight and bulk cargoes, have a relatively small freeboard below the harbor and upper decks, but the turret and trunk LosdQraug ht Ballast Qnsuglrt. Figuee 20.— Hold view, self-trimming three-deck steamer. decks from which the ships are navigated are well above the water line. When the hold and the trunk are filled with grain or other bulk cargo that may come, by settling, to occupy less space, the cargo in the turret or trunk feeds into the hold, which is kept filled, and thus there is no danger that a shifting of the cargo may give the vessel a dangerous list. Lumber or other deck cargo not injured by the sea is sometimes carried upon the harbor deck of the turret steamer and upon the main (or upper) deck of the trunk steamer. There are other types of self-trimming steamers than the self-trimming turret and trunk steamers above mentioned. The principles of a clear hold without a lower deck, lower deck beams, pillars, or other hold obstructions, and with arrangements to facilitate the trimming of bulk freight are applied to vessels which have their walls carried to the upper deck without turret or trunk arrangement. Figure 20, for example, shows the hold view of a self-trimming vessel, which does not differ externally from any ordinary steamer. This particular vessel has water-ballast tanks between the self-trimming frames and the walls of the ship, which bring i Walton, Present-Day Shipbuilding, p. 69. 28 MEASUREMENT OF VESSELS FOR PANAMA CANAL. its water-ballast capacity to nearly a third of the total dead-weight carrying capacity ot the ship. It is essential that measurement rules should deal fairly with those water-ballast spaces which are not available for cargo; while, in case of turret and trunk steamers, the rules should ully account for the inclosed turret and trunk deck spaces which constitute parts of the cargo capacity. Tank steamers are largely used for the transportation in bulk of petroleum and of some other oils. The fluidity of oil in bulk and the danger of explosion from the gases formed of petroleum require a special construction of tank steamers to make them stable and safe. The part of the hold occupied by the oil in bulk is subdivided into small tanks; first, by a strong longitudinal bulkhead extending the entire length of the ship above the center hne of the vessel and rising to the uppermost deck; second, by transverse bulkheads spaced about 24 feet apart. The small tanks thus formed being filled with oil %dien the vessel is loaded, the fore-and-aft and side-to-side movement of the oil due to the pitching and rolling of the vessel at sea is reduced to a minimum. To provide for the expansion of petroleum, due to increase in temperature, and to prevent explosion, due to forming of gases, an expansion trunk or space is placed 'tween decks between each oil tank and the hatch opening into the tank. The general plan of a typical large oil tank steamer is shown in figures 21, 22, and 23. The plans of the oil steamer illustrated by figures 21, 22, and 23 show that the tanks are placed amidships with the engines aft. There is a small cargo hold forward of the tank. Be- tween the tanks and the cross bunker adjacent to the engine room are two water-tight bulk- heads spaced a few feet from each other to provide a cofferdam between the tanks and the engine room. A similar cofferdam is placed between the cargo hold and the oil tanks. These cofferdams may be filled with water or kept empty, their purpose being to prevent the escape of gases from the oil tanks to the engine room or to the cargo hold. Coal or fuel oil for the engines may be carried in the reserve bunkers located between the expansion trunk and the outer shell of the ship. The vessel has four decks — a lower, which is dispensed with, a main, an upper, and a "shelter'' deck. The "shelter" deck, however, is without tonnage openings and is a shelter deck only in name. The space between it and the upper deck, not occupied by expansion trunks, is available for fuel, freight, stores, crew quarters, and officers' accommodations. As indicated in figure 21, various superstructures, such as the galley, smoking room, chart room, and lamp room are located above the shelter deck. Some of the space between the main and upper deck is taken up by so-called "summer tanks," which are used for stowing oil during the warmer seasons. These summer tanks are constructed and tested as required for ordinary oil compartments and are likewise fitted with expansion trunks. Figure 24 contains the deck plan and longitudinal profile of an oil tank vessel equipped with Diesel oil engines. This vessel has but three decks — a lower deck, which is dispensed with, an upper deck, and a shelter deck: and it has no summer tanks. Above the "shelter" deck is a long poop surrounding the light and air casing above the engine room. The space in the poop is used for living quarters. The special feature of this vessel is the engine and fuel arrangement. There is no boiler room because Diesel engines are of the internal-combustion type. The engine room is larger than would be necessary to hold the engines, it being enlarged sufficiently to bring its volume somewhat over 13 per cent of the vessel's gross tonnage in order thereby to entitle it to a power deduction of 32 per cent of the gross tonnage under the measurement rules of Germany. The fuel oil is carried partly in fuel tanks and partly in double-bottom compartments below the engine room. The total fuel space is very much less in volume than it would be were the ship fitted with steam engines burning either oil or coal. Figure 25 illustrates a combination freight and passenger vessel fitted with Diesel engines. It is 370 feet long, of 53 feet beam, 9,800 tons displacement, and 7,400 tons cargo capacity. It js mainly a general cargo vessel, but has accommodations for 20 passengers, and has a speed of 11£ to 12 knots. Aside from the engine-room arrangement, which is similar to that shown in the preceding figure, and the absence of boilers, this vessel dlustrates various additional phases of ship construction and tonnage measurement. (1) The usual smoke funnels are dispensed Rg. 21. ELEVATION AND DECK PLAN OF AN OIL TANK STEAMER. 5HELTERDECK. 01801 IS ■ i . u.) No, 1 Fig. 22. MIDSHIP SECTION OF AN OIL TANK STEAMER. Hatch Shelter Deck 61861°— 13. (To face page 28.) No. 2 FIG. 23. SECTION IN WAY OF FOREHOLD OF AN OIL TANK STEAMER. Shelter Deck 61861°— 13. (To face page 28.) No. 3 FIG. 24. PROFILE AND UPPER DECK PLAN OF OIL TANK CARRIER WITH DIESEL ENGINE. 81861° — 18. (To face page 28.) No. < Fig. 25. PROFILE OF CARGO VESSEL WITH SMALL PASSENGER ACCOMMODATIONS, DIESEL ENGINES. (J j'i ! j | fj^r.rJlj" i I 31300 Cf Or -XfterHold- 28400 C/ Bs r -/,/UrMM- 2B400 Cf B, ; U ; ! "SrSM^H^MS^^: [" ; : ;; ;! 1 1 !S ! j ! « j 1 1 IS] ; ; ;$« <-'; ; : !! i'-—l L.jp..j l.j s l_.J L.JJ'..j '• ! i; ! 818C1 i i., r,.. ,.,,. 28 | s, r. Fig. 26. PROFILE OF "STEAM SCHOONER" FOR WEST COAST UNITED STATES LUMBER TRADE. ~ 5teerih q *3teef Deck Throughout IS ' Girder on Deck. ^> fore c sflfters tn J~J fctions „£L J/.o'rfg Door ^^ S-V* (To face page 28, < N<. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 29 with; (2) the crude fuel oil used to operate the engines is stowed in the double bottom; (3) two 12-ton working tanks are provided, sufficient oil for a 24-hour run at full power being pumped from the double bottom into these tanks for current use in the cylinders. The importance of internal-combustion engines in tonnage measurement is fully discussed in Chapter X. A type of bulk-cargo vessel which has become an important factor in the lumber trade on the Pacific coast of the United States is the so-called "steam schooner." Originally, these ves- sels were the outgrowth of sailing schooners, a number of schooners being fitted with engines. Indeed, some of the steam schooners now in service still carry sails for occasional use. The modern steam schooner, however, is a steamer, depending wholly upon its engines, the name being retained because of the vessel's origin and because of its general construction. In a paper by Mr. Frank W. Hibbs, read before the Association of Naval Architects and Marine Engineers, New York, steam schooners are described as follows : The vessels are built similarly to the sailing schooner, with greater proportionate beam than the ordinary steamer, with high freeboard, great sheer forward, a topgallant forecastle and raised quarter deck. There is a midship deckhouse over the machinery, with a very high bridge deck, leaving large clear gangways on the main deck, and a small deck house on the bridge deck, with a small passenger accommodation. They have low power and are built to very heavy scantlings, and are the stanchest vessels that are seen on the coast. They carry large deck cargoes of lum- ber, and are regarded as the most profitable type of coasting cargo vessel. Steam schooners are ordinarily fitted with low-powered od or coal burning steam engines. Figure 26 contains the longitudinal profile of a typical steam schooner used in the lumber trade of the Pacific coast. Its length is 235 feet, its beam 42 y 2 feet, and its molded depth 18 feet 8 inches. Its gross tonnage, American register, k 1,600 tons, and its net to image 915 tons. The net tonnage is small as compared with ordinary cargo steamers, because it is constructed to carry much cargo on the open deck. The engine room is constructed so as to be in excess of 13 per cent of the gross tonnage, thereby resulting in a deduction of 32 per cent for propel- ling power and fuel. Its engines are designed to burn oil, some of the oil being carried in the aft double-bottom compartment, and some in portable settling tanks on each side of the boilers. Should this vessel make long voyages through the canal, additional oil would be stowed in the forward double-bottom tanks and in the fore peak water ballast tank. The vessel has but one full-length deck, although there are two short decks aft, the spaces under which being occupied by officers' quarters, galley, saloon, pantry, light and air casings, funnel, etc. The entire fore part of the vessel, with the exception of the forecastle, is used to stow cargo, and the open deck between the forecastle and the short decks aft is used to carry great volumes of deck cargo, the vessel being designed to transport 1,500,000 feet of lumber. The advisability of measuring or exempting deck loads is of special importance in the measurement rules applicable to steam schooners, as it is not unlikely that some of them will pass through the Panama Canal with cargoes of Pacific coast lumber. The foregoing description includes the leading types* of vessels' that wUl use the Panama Canal. The plans and profiles locate most of the spaces referred to in the following discussion of tonnage and vessel measurement. In the report recently submitted in 1912, upon Panama Canal Traffic and Tolls, it was recommended that merchant vessels be required to pay Panama tolls upon then net tonnage and that the charges upon warships should be upon their dis- placement. The proclamation issued by the President November 13, 1912, fixed the tolls on merchant vessels at $1.20 per net ton — each 100 cubic feet — of actual earning capacity, and upon warships at 50 cents per displacement ton. The measurement rules embodied in the follow- ing report are drafted with a view to including in the net tonnage of vessel all spaces available for passengers or cargo — the tonnage of actual earning capacity. The plans and profiles presented in this chapter show what use is made of the several spaces within typical vessels, and thus indicate what spaces ought to be included in the net tonnage upon which the Panama charges shall be imposed. The words " ton " and " tonnage " have many meanings. Before considering the problems of vessel measurement and the rules by which merchant ships using the Panama Canal shall be meas- ured, it will be well briefly to define the several kinds of ton and tonnage and to explain why the Panama tolls should be levied upon the net tonnage of merchant vessels and upon the displace- ment tonnage of warships. CHAPTER III. CARGO TONNAGE, DISPLACEMENT, AND DEAD-WEIGHT TONNAGE. 31 CHAPTER III. CARGO TONNAGE, DISPLACEMENT, AND DEAD-WEIGHT TONNAGE. It is theoretically possible to make either the ships that use the canal or the cargo*and passengers carried by the vessels the basis of Panama tolls. It is thus necessary first of all to decide whether the dues shall be levied upon the vessels themselves or upon their contents, and whichever decision is reached the problem still remains of selecting the best unit of measurement. For, while both the size of vessels and the amount of cargo they carry are designated in tonnage units, a vessel ton is different from a ton of freight. Moreover, there are three kinds of vessel toimage and at least three meanings given to the word "ton" as a measure of ocean freight cargoes. The purpose of this chapter is to explain the several units employed to designate the tonnage of cargo carried by vessels and to consider the merits and disadvantages of each as a basis for Panama tolls. One kind of vessel tonnage — displacement — is also defined and discussed in this chapter; because, as will be explained, one method of expressing cargo tonnage involves the determination of the vessel's displacement tonnage. The other two kinds of vessel tonnage — gross and net tonnage — will be discussed in turn in the two succeeding chapters. Cargo tonnage may be of weight or of measurement. " Bulk" freight, like coal, ore, nitrate, gram, and heavy manufactures, is transported as weight cargo, a ton on the ocean being either the English long ton of 2,240 pounds (sometimes the short ton of 2,000 pounds) avoirdupois or the metric ton of 2,204 pounds. Package freight and commodities that are light in proportion to their bulk are often shipped as "measurement" cargo, 40 cubic feet usually being considered a ton. When possible, vessels are loaded partly with heavy bulk freight, which is placed lowest in the hold, and partly with light measurement cargo, which is stowed in available spaces above, as well as below, the main deck. The heavy commodities give the ship the draft necessary for stability, while the light package freight fills up the earning capacity of the ship without caus- ing the vessel to exceed its authorized draft. A vessel loaded only with coal, ore, gram, or heavy steel will be immersed to its deep load line before the space available for cargo has been filled with paying freight. On the other hand, if a ship be laden only with package freight and light cargo, it may ride so high in the water as to be unstable. If heavy cargo is not available, the ship must be given stability by means of ballast. It is a paradoxical fact that a vessel can be loaded with more "tons" of light freight than of heavy bulk commodities, the ideal lading of a ship being the combination of bulk and package freight. ADVANTAGES AND DISADVANTAGES OF CARGO TONNAGE AS A BASIS FOR CANAL TOLLS. In selecting a basis for the levy of Panama tolls choice must be made between the ship and its cargo contents. The transfer of a vessel from the Atlantic to the Pacific through the canal is the service rendered to carriers engaged in the transportation' of freight and passengers; but, as the revenues of the carrier are derived from the rates paid by shippers and the fares collected of the passengers, it seems to many persons logical that the charges exacted by the Government for the use of the canal should be placed upon passengers and cargo and not upon the ship. The advantages of making cargo the basis of canal dues may be summarized as follows: 1. It is claimed that canal tolls based upon the cargo and passengers carried in vessels will be in direct ratio to the carrier's ability to pay, because the charges will be levied upon the carrier's sources of income for the voyage that causes the carrier to make use of the canal. If the vessel making the trip through the canal is fully occupied by cargo and passengers, the income of the carrier will be large and the tolls he will pay for the use of the canal will be 33 34 MEASUREMENT OF VESSELS FOR PANAMA CANAL. proportional; while if the capacity of the vessel is but partially taken up, the revenues of the owners of the vessel will be small and the tolls required of them will be correspondingly less. 2. By placing canal tolls upon cargo and passengers, the levies wdl be put upon the same basis as are rail and ocean freight rates and passenger fares. The canal tolls will be a definite addition to the charges payable by the shipper and passenger for transportation from ports of shipment or departure to ports of destination. It should be stated, however, that this argu- ment in favor of basing tolls upon cargo and passengers assumes that ocean rates and fares are controlled by competitive commercial forces and that the canal tolls, whatever they may be, are«a burden which shippers and passengers will be required to bear. As a matter of fact, ocean rates and fares, like those charged for railroad transportation, are controlled by forces which are but partially competitive anil which are in a large degree monopolistic. In so far as ocean rates and fares are controlled by monopoly forces, they will be made with reference to what the traffic will bear and not with regard primarily to expenses incurred in performing the transportation services. If ocean rates and fares are monopoly charges, they will not be directly affected by canal tolls and the charges paid by carriers for the use of the canal will be an operating expense which the carriers and not the shippers and passengers will have to meet. 1 3. The third argument in favor of making cargo the basis of canal tolls is that the charges for the use of the canal would be, or could in theory be, graded according to the value of the different kinds of commodities, and that the charges could be made high on valuable articles and low on cheap bulky commodities. Concisely stated, the argument is that the tolls can be made what the different articles or classes of commodities can bear. By making commodities the basis of canal charges, the dues would be based upon the value of the service to the carriers, instead of being determined by the cost to the United States of performing the service of passing vessels through the canal. Tliis raises the broad and fundamental question whether the value of the service to those who use the canal or the cost of the service to the canal administration, which in this case will be the United States Government, should be the controlling consideration in fixing canal charges. It is generally assumed that the canal tolls, as in the case of other Government charges, are to be, and ought to be, levied for the purpose of meeting, first of all, the expenses incurred by the Government in operating and maintaining the canal. There may possibly be some difference of opinion as to the advisability of fixing the Panama tolls at rates high enough to yield revenues that will cover not only maintenance and operating expenses but also interest and amortization charges; but there has been no serious doubt as to the wisdom of securing from the Panama tolls the revenues necessary to cover the expenses of operating and main- taining the canal, of the sanitation and government of the Canal Zone, and of meeting the $250,000 annuity payable to the Republic of Panama. The tolls ought at least be sufficient to cover current expenses. Whether the fixed charges required to meet the interest upon, and the amortization of, the funds invested shall be secured from the current revenues from tolls is a question that must be decided in the light of experience obtained in the operation of the canal. The traffic of the canal fortunately promises to be large enough to enable the Government to maintain a schedule of tolls that will neither unwisely restrict the use of the canal nor unduly burden commerce, but which will yield revenues that will make the canal commercially self-supporting. The probable deficit during the early years of the canal's operation will, with the maintenance of reasonable rates of toll, be converted, by the growth of traffic during the first decade, into a slight surplus in excess of current expenses and fixed charges. The natural and logical basis of charges for Government services is the cost of performing the service, and unless some exceptional conditions make it desirable to fix Panama tolls upon some basis other than the expenses due to construction, operation, and maintenance of the canal, it would seem wise to give main consideration to cost of service, i. e., to outlay for cur- rent expenses and fixed charges in levying Panama Canal dues. However, while adhering to ' For fuller consideration of the incidence of canal tolls, see pp. 197-198 of the Report upon Panama Canal Traffic and Tolls, by Emory R. Johnson, Government Printing Office, Washington, 1912. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 35 the general principle of fixing Panama tolls with reference to operating and fixed charges, care should be taken so to adjust the charges that they shall not be higher than the traffic geo- graphically tributary to the Panama route will bear. The tolls should not be what the naturally tributary traffic will not bear. With this limitation as to the maximum within which the charges must be kept, primary consideration should be given to cost of service in adjusting Panama Canal charges. SEASONS FOR NOT BASING PANAMA TOLLS UPON CARGO TONNAGE. For the following reasons it is believed that cargo tonnage is neither a desirable nor a practicable unit upon which to levy Panama Canal tolls : 1. If tolls are to be fixed primarily with reference to the Government's canal expenses, the logical basis for the charges is the ship that uses the canal. The service performed by the Government is that of furnishing and operating a canal whose channel, locks, fights, buoys, and auxiliary appointments enable vessels to pass from one ocean to another. Each transit of a vessel through the canal represents the performance by the Government of a unit of service, and it is this service for which the Government makes charges. Vessel tonnage rather than the contents of the ship is the natural and logical basis for canal dues. 2. The primary purpose of making cargo the basis of canal tolls is to levy charges which vary according to the ability of different commodities to pay dues. The rates would neces- sarily vary with articles or classes of articles; for, if all commodities were charged the same rate of toll per ton the discrimination against coal and other minerals, nitrate, grain, lumber, and similar commodities, as compared with high-valued and relatively light package freight, would be so unjust as to be indefensible. The discrimination resulting from charging the same rate of toll upon each ton of all articles carried would be much greater than that resulting from tolls based upon vessel tonnage, i. e., the cubical contents of a vessel's earning capacity. In order to avoid unjust discriminations in levying tolls upon cargo it would be necessary carefuily to ' classify ocean freight and to work out a schedule of class rates relatively reasonable as between the several classes of commodities. Doubtless some commodities, as in the case of railway traffic, would be exempted from this classification and would be charged special, or commodity, tolls. The canal tolls would thus include class and commodity rates, and the tolls payable by each vessel would have to be determined by calculating from the ship's detailed manifest of cargo the tonnage of each class of goods contained in its lading. 3. The necessity of classifying ocean freight traffic and of collecting tolls in accordance with a schedule which includes both class and commodity rates suggests the controlling reason why the ship rather than the cargo should be made the basis of Panama tolls. Canal charges based upon cargo would be administratively impracticable: (a) The classification of ocean freight would be difficult to work out and would constitute a perennial problem. The railroads have found by experience that the classification of freight is second in difficulty only to the adjustment of rates, and this, too, under transportation condi- tions more stable than prevail upon the ocean. Classification of freight and the making of rates are inseparably connected, and without the stable rates resulting from the Government regula- tion of railroads and without the adjustment of the interrelations of railway companies made possible by the Government regulation of services and charges, the problems of the classifica- tion of railway traffic and of making railroad rates would be far more difficult than they now are. While it would not be impossible to classify ocean freight and to adjust canal charges with reference to classes and special commodities, the difficulties encountered would be so great as to overcome any theoretical advantages that might residt from making the cargo rather than the vessel the basis of canal charges. (6) The calculation of the tonnage of the cargo composing the lading of any particular vessel would have to be made from the ship's manifest, which, in the case of a vessel carrying several thousand tons of general freight, may contain many hundred entries, each entry ordi- narily representing an individual shipment of some particular commodity. ■ Over many ocean 36 MEASUREMENT OF VESSELS FOE PANAMA CANAL. routes the freight taken by the carrier is billed at carrier's option as weight or measurement cargo ; and oftentimes the charges are by article rather than by weight or measurement. Over some ocean routes freight is taken by weight and the calculation of the tonnage of different classes of freight and of special commodities would not require much time and labor; but, as regards most freight handled upon the ocean, the calculation involved in determining the ton- nage of the several classes and of the special, or "ex-class," commodities included in a ship's cargo would be expensive and time consuming. This tonnage calculation to determine the tolls payable would have to be made either before the ship cleared from its port of departure, or would have to be made while the vessel was en route between the port of clearance and the Panama Canal. A ship's personnel does not include a clerical force, and it is probable that the practice would be to detain the ship at the port of clearance until the tonnage upon which tolls are to be paid could be calculated in the office of the company or of the agents controlling the vessel's movements. As is well known, the ship's manifest, in its present form, is the last paper taken aboard the vessel, and in order not to delay a vessel's clearance it is customary for the steam- ship company's office force to work overtime for one or more days in order to have the ship's manifest ready as soon as possible after the vessel's cargo has been put aboard. To make a tonnage calculation for the purpose of preparing a statement of the tonnage of different classes of freight as a basis for canal charges would so delay vessel movements as seriously to burden ocean commerce. (c) From the Government's point of view, cargo would be an undesirable basis for Panama tolls, because it would be practically impossible to detect and prevent fraud. A vessel pre- senting itself at the Panama Canal loaded possibly with hundreds of different articles could not be so inspected by the collectors of tolls as to check up the company's statement of cargo with the commodities listed in the ship's manifest or tonnage statement. It would be neces- sary for the canal officials to accept the sworn statement of the owners or master of the ship, ■and this would open the' door to fraud. It is true that the Manchester Canal Co. derives most of its revenues from charges upon commodities, but this basis of charges is possible because the Manchester Canal includes the docks and warehouses at the ports of Manchester and other places along the waterway. In fact, the Manchester Canal Co. is both a canal and terminal company. Freight is loaded or discharged at Manchester and other canal ports, and the officials of the canal company can thus readily check the carriers' statements as to commod- ities loaded or discharged. In the case of such canals as the Kiel, the Suez, or the Panama, however, charges based upon commodities are administratively impracticable. The canals are merely transit routes where cargo is not transferred, loaded, or discharged. To prevent fraud in collecting tolls at transit canals, it is necessary to base the charges upon the ship rather than upon its cargo. DISPLACEMENT TONNAGE. Before discussing dead-weight tonnage, which is applied to the weight of cargo and fuel which vessels can carry, it will be best to explain displacement tonnage. The displacement ton is a unit applied to vessels and not to cargo, but in order to ascertain the dead-weight tonnage a vessel can carry it is first necessary to determine the vessel's displacement tonnage. The displacement tonnage of a vessel is its weight in tons of 2,240 pounds avoirdupois, and is equal to the weight of water displaced by the vessel when afloat. Unless the term is qualified, the displacement tonnage of a vessel is the weight of the ship with its crew and supplies on board, but without fuel, passengers, or cargo. This is a vessel's displacement "light." The weight of water displaced by a vessel when loaded to its "deep-load line" is its displacement "loaded." The difference between the displacement tonnage of a vessel when "light" and when loaded to its "deep-load line" is its dead-weight tonnage, which is the maximum weight of fuel, cargo, and passengers that a vessel can carry. A cubic foot of sea water weighs 64 pounds, or one-thirty fifth of an English long ton of 2,240 pounds avoirdupois. Thus the contents in cubic feet of that part of the vessel's hull MEASUREMENT OF VESSELS FOR PANAMA CANAL. 37 that is below the water line divided by 35 equal the vessel's displacement tonnage. If a ship were box-shaped — that is, if it were a parallelepiped — the product of its three dimensions in feet, its length, breadth, and its depth below the water line, divided by 35 would be the dis- placement tonnage; but, as vessel hulls are not parallelepipedons, the cubical contents of the hull of a ship have to be calculated by means of special mathematical rules, such as Simpson's rules or the trapezoidal rules. 1 The ratio of the actual contents of the submerged portion of a ship's hull to the contents of a parallelepiped having length, breadth, and depth corresponding to the length, breadth, and draft of the ship is the vessel's "block coefficient " or its "coefficient of fineness." A full- shaped, slow freight steamer has a " block coefficient " of about 0.8 — i. e., the submerged portion of the hull has a volume equal to 0.8 of the volume of a parallelepiped with equal dimensions. The "block coefficient" or "coefficient of fineness" of the average freight steamer varies from 0.7 to 0.75, while the coefficient of a combination freight and passenger steamer is about 0.65 ; that of a fast passenger steamer is about 0.6, while racing yachts may have a coefficient as low as 0.4. When the "coefficient of fineness" of a vessel is known, its displacement tonnage is determined by multiplying its length, breadth, and draft by its "coefficient of fineness" and dividing the product by 35. In commercial practice it is desirable to know a vessel's displacement tonnage at any given draft between its "light" and "loaded" lines, for the reason that the difference between the displacement of a vessel "light" and the tonnage of its actual displacement indicates the weight of what the ship contains other than a crew and supplies. The displacement tonnage or weight of any particular ship at any given draft is shown by the vessel's "displacement curve" and scale. Figure 27 reproduces a typical displacement curve. Figure 27 presents the displacement scale for a small vessel which draws but 7 feet of water when light, its displacement "light" being 550 tons. The vessel may load to a maxi- mum draft of 14 feet, at which draft its displacement is 1.400 tons. The deadweight capacity of the ship is thus 850 tons. It may be noted in passing that the ship is permitted to be loaded, so that it has but 2 feet of freeboard, the freeboard being the distance between the level of the upper deck and the "deep-load line." Vessels engaged in the oversea trade would not be per- mitted to have such a small freeboard. The figure also gives the ship's displacement curve. The curve is drawn as follows: At the left the draft of the vessel and its freeboard are given in a perpendicular scale, which may be assumed to have been drawn to a scale of 1 inch to 1 foot. From the top of this vertical scale, a horizontal scale is so constructed that 1 inch equals 100 tons of displacement. By drawing horizontal lines through the points indicating the draft of the vessel at different drafts from zero to 14 feet and by drawing vertical lines through the points in the horizontal scale • corresponding to the number of tons of displacement at various drafts from zero to 14 feet, and by drawing a curve through the points of the intersection of the horizontal and vertical lines, the curve of the ship's displacement is located. With this displacement curve known, the dis- placement of the vessel at any given point in its draft can be read off from the displacement scale. ADVANTAGES AND DISADVANTAGES OF DISPLACEMENT TONNAGE AS A BASIS OF PANAMA TOLLS. If displacement were made the basis of Panama tolls the charges might be placed either upon the vessel's displacement tonnage when loaded to the deep-load line, or upon its displace- ment tonnage at its actual draft, when applying at the canal for passage through the waterway. If the displacement of the vessel at its actual draft when passing through the canal were made the basis of the tolls, the charges would be levied upon the weight of the ship plus the weight of the cargo, passengers, and fuel it might have on board. The tolls would thus vary with the lading of the ship. 1 Mathematical rules for the calculation of the contents of the hulls of ships are explained, among other places, in Chapter X of the book Know Your Own Ship, by Thomas Walton, London. 1909. 38 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Displacement tonnage would have the following advantages as a basis for canal charges : 1. It would be easy to determine the tonnage upon which tolls were to be paid. The vessel's displacement scale states its displacement tonnage at any draft up to the deep-load line, which represents the vessel's maximum draft. The displacement scale would indicate the number of tons upon which the vessel applying for passage through the canal would have to pay tolls. 2. Tolls based upon the displacement of a vessel at its actual draft would vary with the ship's lading, and vessels without cargo or with a light load would pay less than the ship would pay when fully laden. In the case of low-powered cargo steamers, the weight of a vessel when "light " might be half or less than half the weight of the vessel when fully loaded, and the amount of tolls payable by such ships w^ould be largely affected by the extent to which the vessel's cargo capacity was occupied with freight. On the contrary, high-powered passenger steamers have relatively small capacity for carrying cargo. So much machinery and fuel are required to secure high speed that the weight of the vessel "light" will probably be at least three-fourths of its weight when loaded. In the case of fast passenger steamers, there is comparatively little difference in the weight of the vessel when its passenger and freight accommodations are Unoccu- pied and when they are rilled. Such steamers, however, constitute a relatively small share of the tonnage of the world's deep-sea marine. For most ships, tolls based upon the tonnage of actual displacement would vary materially with the lading of the vessels. 3. An advantage of minor importance which displacement tonnage would have as a basis for tolls would be that merchant vessels and warships would pay charges upon the same kind of tonnage. Displacement is the only logical basis for tolls upon warships, and if merchant vessels do not pay canal levies upon displacement, the charges must be levied upon two different bases. While the inconvenience resulting from this would be relatively slight, it obviously would be better to have a single rather than a dual basis for canal charges. The disadvantages resulting from the adoption of displacement as a basis for canal charges upon vessels of commerce outweigh the advantages, and may be briefly stated as follows: 1. Unless actual displacement were made the basis of canal charges, every vessel would be obliged to have marked upon its hull by official action of the appropriate authority its light line and its deep-load line, because the location of these lines would affect the amount of tolls payable. Freight ships under the British flag have the plimsoll mark placed upon the hull, indicating the draft to which the rules of the British Board of Trade and Lloyd's Association permit the vessel to be loaded. Passenger ships which carry comparatively little cargo, and which usually have several decks above the main deck, always have much more freeboard than the minimum requirements of the law, and thus there is no occasion for them to have a Plimsoll mark or a . load line upon then hulls. If, however, the maximum load displacement were made the basis of canal charges, it would be necessary for passenger ships to have their load line officially determined, although the action taken in locating this load line would have to follow rules largely artificial in character. Quite as much difficulty would be encountered in establishing officially any vessel's light draft, for the reason that the vessel's light line locates the ship's draft when equipped for a voyage with fittings, crew, and supplies. Vessels have their light line established without fuel on board, but an increasing number of vessels now use oil instead of coal for fuel and the oil thus used is often carried in tanks which, ha the case of coal-burning steamers, would probably be used for water ballast. An oil-burning steamer when light may have less water ballast than a coal- burning steamer. The draft of a vessel without cargo or passengers would not be the same at "all times or for all voyages. Thus the establishment of any vessel's light line would necessarily result from the application of arbitrary rules difficult to formulate and more difficult to apply. 2. If the actual displacement tonnage of a vessel at the time of its application for passage through the canal is made the basis of tolls, shipmasters may seek to lessen the vessel's draft temporarily by reducing the amount of water ballast to a minimum limit as the entrance to the canal is approached, in order that the vessel may thereby have less draft and be required to pay less tolls. When the vessel passes from the canal to the sea, the ballast tanks could MEASUREMENT OF VESSELS FOR PANAMA CANAL. 39 again readily be filled, and the ship's necessary ballast at sea could in this manner be easily replaced. It might also be possible for coal companies or even steamship companies to establish stations a slight distance from each entrance to the canal for the purpose of enabling vessels to replenish their bunkers or tanks after having passed through the canal and having paid the tolls. By entering the canal with a minimum amount of coal in the bunkers, and by coaling just after departing from the canal, a vessel would avoid the payment of tolls upon the weight of fuel it would normally carry. 3. The chief and conclusive reasons for basing tolls neither upon the actual displacement nor upon the deep-load line displacement of vessels are that such tolls would be unfair as between different types of ships, and would violate the fundamental principle of giving main consideration to earning capacity in levying canal charges. Tolls upon the weight or displacement of ships would be unfair as between different types of vessels, because fast passenger steamers have maximum weight in machinery, fittings, and fuel as compared with the weight of paying load, while slow cargo steamers have a maximum capacity for freight as compared with the weight of, and space occupied by, machinery, fittings, and fuel. In the case of the passenger steamer, the paying load is relatively light as compared with the nonpaying weight or "tare," while the freight steamer has an earning load heavy in relation to "tare." Otherwise stated, the fast ship of "fine" lines has a large displacement and small dead-weight capacity, while the ship with "full" fines has large carrying space in relation to light displacement. It is manifest that injustice as among different types of ships must result from taxing them upon the basis of their weight. In order to make tolls equitable for different classes of ships, it is necessary to base the charges primarily upon either what the ship is carrying or upon its earning capacity. One method of levying tolls upon what the ship is carrying is to make "dead-weight" tonnage the basis of the charges ; and, in order to determine whether that would be a desirable basis for Panama tolls, it is necessary to explain briefly what is meant by "dead-weight" tonnage and what would result from making it the basis of dues payable for the use of the canal. DEAD-WEIGHT TONNAGE. A vessel's dead-weight tonnage is the difference between the weight or displacement of the vessel when "fight" and when loaded to its maximum authorized draft. It is the number of tons avoirdupois that the ship can cany of fuel, cargo, and passengers; it is the vessel's dead-weight capability, its carrying power. The term dead-weight is also applied in commercial practice, to some extent, to the weight of coal and cargo actually aboard a ship at a given time. In this sense the dead-weight tonnage of a ship at any particular draft is the difference between its displacement "fight" and its displacement at its actual draft. Would it be wise to levy tolls either upon a ship's maximum dead-weight tonnage or upon the dead-weight of the fuel and lading actually aboard a vessel at the time of application for passage through the canal? As an argument in favor of tolls upon maximum dead-weight tonnage, it is urged that charges based upon the ship's carrying power are placed upon the weight from which the owners of the ship may derive traffic revenues. This argument is strengthened by the fact that the rates charged for the use of chartered vessels — i. e., charter rates— are upon dead-weight tonnage and that, inasmuch as a large share of ocean freight is transported in chartered vessels, the commercial world is accustomed to charges based upon dead-weight tonnage. The advantages to be derived from making maximum dead-weight tonnage the basis of canal tolls are, however, more than offset by the objections to making that tonnage the unit of canal charges : 1. Freight ships, especially those employed in the transportation of bulk cargoes, would be heavily taxed, because of their large carrying power, while passenger steamers having compara- tively little dead-weight capability would be but lightly burdened with canal tolls. Uidess the rates of toll were different for different types of ships, there woufd be relative injustice as among different classes of vessels. 40 MEASUREMENT OF VESSELS EOR PANAMA CANAL. 2. Even as between freight ships carrying different kinds of cargo the charges would be inequitable. The tolls payable would be largest for vessels loaded with the heaviest, and thus ordinarily the cheapest, commodities. Minerals, nitrate, lumber, grain, and other bulk com- modities have large weight in comparison with value, and the canal tolls would fall most heavily upon the classes of commodities that ought to be most favored by the tolls. If cargo were made the basis of tolls, articles which are shipped as package freight ought to be charged tolls not upon their weight but u pon their measurement tonnage — 40 cubic feet, instead of 2,240 pounds, being considered a ton. This would probably not be practicable, but unless it were done the discrimination against heavy bulk cargoes would be unjust to the shippers of " dead weight freight." Carriers, moreover, would find tolls upon weight of cargo less desira- ble than charges upon space occupied by freight. Would it be advisable to base Panama Canal tolls upon the actual weight carried by vessels using the canal? It would seem offhand that tolls upon the actual weight borne by the vessel would be on a proper and desirable basis. Ocean carriers would thus be called upon to pay charges for the use of the canal varying with the amounts transported through the waterway. The tolls would not be placed upon the vessel, but upon what is in the ship, and would be made to vary with the weight of the vessel's burden. Moreover, the tonnage upon which tolls were payable could theoretically be obtained without difficulty. It would be necessary only to read off from the vessel's displacement or dead-weight scale the difference between the ship's "light" displacement and its actual displacement at the time of passing through the canal. As a matter of fact, however, the objections to tolls based upon the actual weight carried by vessels are stronger than the merits of such a system of charges. There are the same prac- tical and equitable reasons against making actual dead-weight carried the basis of canal charges as there are against the maximum dead-weight tonnage as a basis for tolls. There would be the same difficulty encountered in deciding what should be considered the "light" draft of a vessel and thus what should be taken to be its "light" displacement. Likewise there would be the same inequity of charges as among different types of ships and as between similar ships carrying different kinds of cargo. "BLOCK DISPLACEMENT." A variation from the method of levying tolls upon a vessel's actual displacement at the time of passage through the canal would be to levy the charges upon the vessel's so-called "block displacement" or upon the cubical contents obtained by multiplying the length of a vessel's load water line by the vessel's breadth at the water line by its draft at any particular time. It would be the displacement of a parallelopipedon circumscribing the vessel, or of a block with dimensions equal to the length, beam, and draft of a vessel at the time of passage through the canal. The term "block displacement" is not generally used in tonnage literature, nor is the tonnage obtained by calculating the "block displacement" at present utilized for any purpose. 1 "Block displacement" has never been adopted as a basis for canal tolls, dock, or other port dues, or tonnage taxes, nor has it ever been used as the basis for registering ships. Yet the idea of making "block displacement" the basis of shipping charges is a very old one. It was proposed in France as a possible basis for dock charges by the French naval architect Bouguer as early as 1746. 2 It was not adopted as the basis for dock charges, and Bouguer did not propose it as a possible basis for registering vessels or for any other purpose. The tonnage determined by calculating the "block displacement" was also proposed to the Royal Commission on Tonnage of 1881, and was considered by that commission together with other possible bases for dock charges. 3 The majority of that commission rejected all ton- nage, bases, except net tonnage; one member of the commission favored dead-weight tonnage, 1 This system was proposed as the basis for canal tolls, and the term " block displacement " was coined by Capt. C A. McAllister, Engineer in Chief of the United States Revenue-Cutter Service. Hearings before HouseCommitteeonlnterstateand Foreign Commerce, Jan. 15, 1912,p. 436. 2 See White's Manual of Naval Architecture (5th Ed. J, pp. 51 and 71-72. 3 See Appendix XVIII. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 41 and another displacement tonnage; but the "block displacement" idea was unanimously rejected. Until suggested as a basis for Panama tolls, "block displacement" had been considered only as a tonnage upon which to impose dock charges. The tonnage obtained by multiplying a vessel's length by its breadth and draft would roughly indicate the water space occupied by a ship when in a dock, hence the suggestion that the space so occupied would be a fair basis for docK charges. Obviously, the "block displacement" of vessels of different types has little relation to their earning capacity. As is stated by the British naval architect, Sir W. H. White, the proposal that "block displacement" should be made the basis of shipping charges, "pro- ceeds upon the assumption that dock and harbor dues should be paid on service rendered, and not on the earning powers of ships; and this assumption, as has been shown, is not generally admitted. * * * In view of the full discussion of the subject in 1881, and the recommenda- tions of the Royal Commission, as well as the continuous extensions of international obligations, it is obvious that the Moorsom system ' is now more thoroughly established than ever, and that no change seems probable, except as regards improvement in details." 2 The advantages of "block displacement" as a basis for canal tolls would be those stated above in connection with actual displacement, with the additional advantage of greater sim- plicity. The tonnage or measurement officials of the Panama Canal could easily measure the length, breadth, and draft of a vessel applying for transit through the Canal, and there would be no necessity to consult the displacement curves and scales or other documents carried by the vessel. "Block displacement" would have the same objections that actual displacement has as a basis for Panama charges, with the additional objection that block displacement is not the measure of anything actually in existence. Vessels are not block shaped; their coefficients of fineness vary from 0.4 to 0.9. "Block displacement" would discriminate most unfairly against vessels with fine lines, the discrimination increasing with the extent to which a vessel varied from the shape of the blunt freight steamer and the barge. Tolls levied upon "block displacement " would violate the principle of basing canal charges upon the earning capacity of vessels. As will be explained in Chapters V and VII, net tonnage, accurately determined, represents the actual earning capacity of each vessel. If earning capacity is the proper basis upon which to levy Panama tolls, the charges can not be imposed upon "block displacement." i The Moorsom system of determining the tonnage of vessels is described in the following chapter. 2 Manual of Naval Architecture, p. 72. 61861°— 13 4 CHAPTER IV GROSS TONNAGE AND ITS MEASUREMENT. 43 CHAPTER IV. GROSS TONNAGE AND ITS MEASUREMENT. Gross and net tonnage are terms applied to vessels and not to commodities. One hundred cubic feet of space is a vessel ton, and the gross tonnage of a vessel is the number of tons of 100 cubic feet within the ship's closed-in spaces. The cubical contents of the closed-in spaces within any particular vessel would seem to be a fixed quantity definitely determinable, and would supposedly be the same whatever the flag of the ship or in whatever country the vessel is registered; but the several national rides for the measurement of vessels define closed-in spaces differently, and these rules vary as to what spaces shall be exempted from measurement, and thus from gross tonnage. Moreover, the Suez Canal Co.'s measurement rules are different from nearly all the national rules. The present rules or methods followed in measuring vessels to determine their gross tonnage originated with Mr. George Moorsom, of England, and were first embodied in law in the British tonnage act of 1854. The Moorsom rules for the measurement of vessels have since then been adopted by practically all countries of the world and are now everywhere followed, although, as will presently be pointed out, the practice of the several nations of the world as to the exemption and measurement of spaces within vessels is far from uniform. Prior to 1854 vessels were measured by brief rules which produced only approximately correct results. Those in force in England were established by the "new measurement" law of 1836. The need for improvement in the rules having become evident, the com- missioners of the admiralty, at the request of the Board of Trade, appointed a committee in 1849 to recommend changes in the rules. The following year this committee recommended that the contents of vessels should no longer be determined by internal, but by external, measurement. Mr. Moorsom was honorary secretary of this commission, but did not approve of its recommendation. When it became evident that the report of 1850 was not to be accepted, Mr. Moorsom formulated the measurement rides which now bear his name. These rules were approved by the Board of Trade and made law by act of Parliament. Mr. Moorsom worked out an exact mathematical method or formula for determining the cubical contents of vessels, and the ships then registered under the British flag were measured by these rules. It was found that the cubical contents of the entire British merchant marine was 363,412,456 cubic feet. At that time the total registered tonnage of the fleet was 3,700,000. The ratio of the number of cubic feet of contents to the number of tons register was 98.22 to 1. It was the desire of the British Government to make as little change as possible in the registered tonnage, and it was accordingly suggested by Mr. Moorsom that in order to simplify calculations 100 cubic feet instead of 98.22 should be'considered a gross ton. Tnis suggestion was adopted. Mr. Moorsom's recommendations regarding measurement rules and tonnage were embodied in Rules 1, 2, and 3 of the tonnage act of 1854. These rules, as now in force, are printed in full in Appendix III to this volume. Rule 1 prescribes a method for measuring empty vessels, Rule 2 states how laden vessels shall be measured, and Rule 3 prescribes the rules to be followed in measuring the space occupied by the engine and machinery of steamships. In their present form the rules differ only in minor respects from those originally formulated by Mr. Moorsom. The first country to follow England in the adoption of the Moorsom system of measuring spaces and the Moorsom ton was the United States, which embodied them without change in the act of 1864. The Suez Canal Co.'s measurement rules were formulated by the. International Tonnage Commission which met at Constantinople in 1873. These rules provided that the gross tonnage of vessels shall be determined by the Moorsom system and be expressed in 45 46 MEASUREMENT OF VESSELS FOK PANAMA CANAL. Moorsom tons. Thus, by the action of the International Tonnage Commission and by the laws of the United States and other countries, a vessel ton is everywhere 100 cubic feet, and the contents of vessels are determined by the Moorsom system of measurement. The rules, however, concerning the spaces that shall be included in gross tonnage vary with different coun- tries, and the regulations of the Suez Canal Co. are different from nearly all the national rules. Dissimilarity in the several measurement codes is due to the fact that some include spaces which are exempted by other rules. Thus the same ship would not have the same measured contents and would not have the same gross tonnage by British, American, and Suez rules. It is obvious that if gross tonnage were made the basis of Panama tolls it would not be possible to accept tbe gross register tonnage of vessels as stated in their national registry certificates, because ships of the same size having different gross register tonnage would not be treated "on terms of entire equality, so that there shall be no discrimination * * * in respect of the conditions .or charges of traffic." The Hay-Pauncefote treaty would be violated if Panama tolls were collected in accordance with the gross tonnage of vessels as stated in the ship's papers. In discussing the measurement of vessels to determine their gross and net tonnage it is necessary to keep in mind the distinction between "exemption" and "deduction" from measure- ment. Measurement rules stipulate what spaces shall be measured to determine a vessel's gross tonnage and what part of the vessel shall be exempted from measurement, while the rules governing the determination of net tonnage specify which of the spaces that have been measured shall be deducted. Net tonnage, as will be explained later in detail, is ascertained by deducting from the contents of the spaces that have been measured and included in gross tonnage the contents of such spaces as the rules designate shall not be included within the net tonnage of the vessel. The gross tonnage of a vessel depends upon the spaces exempted from and upon the spaces included within the measurement, while a ship's net tonnage is affected by the specifications of the rules as to the exemption of spaces from measurement and as to the deductions to be made from the spaces included within the gross tonnage. The rules regarding the measurement and exemption of vessels control the gross tonnage and indirectly determine the net tonnage of vessels. In order to collect the same Panama tolls from vessels of like size and capacity, it is neces- sary that the gross tonnage of the vessels shall be determined by the same rules. Although the tolls are levied upon net tonnage, it is none the less necessary that the measurement rules should stipulate what shall be included in gross tonnage as well as what shall be deducted therefrom in the calculation of net tonnage. Spaces of a surprising number are differently treated by the several rules for the measure- ment of vessels. As will be brought out later in this chapter, the leading national rules and those of the Suez Canal Co. have different provisions as to the exemption or measurement, in whole or in part, (1 ) of the light and air and funnel spaces above the engine and boiler room ; (2) of spaces within such superstructures as the forecastle, poop, bridge, wheelhouses, donkej'-engine house, the house or rooms in which charts and navigation instruments are kept, galleys, bakeries, cookhouses, toilets, bathrooms, crew quarters, lockers for anchor chain, and lookout houses; and (3) spaces under the uppermost full-length deck usually called the shelter deck. The location of these superstructures and spaces upon typical ships is indicated in the longitudinal profiles presented in Chapter II. The variations in the rules governing gross tonnage and in the regulations or instructions issued for the guidance of measurers in applying rules result mainly from the different inter- pretations that have been put by law and practice upon the terms "closed-in" and "open" spaces. The gross-measurement laws of practically all countries are based upon the British Merchant Shipping Act of 1854, which provided that — If there is a break, a poop, or any other permanent closed-in space on the upper deck available for cargo or stores, or for the berthing or accommodation of passengers or crew, the tonnage of such space shall be ascertained * * * and shall be added to its tonnage. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 47 The meaning of this law hinged upon the interpretation given to the words ''permanent closed-in space." It was the practice of the Board of Trade after the enactment of the law of 1854 to measure, and thus to. include in the gross tonnage, the closed-in spaces and super- structures above the uppermost deck and also all spaces under that deck. Within a few years, however, it came to be the practice of shipbuilders to leave one or more openings, other than the regular hatchways, in the uppermost, deck in the manner described above in Chapter II. These "tonnage" openings, while not constructed as hatchways, might be covered over with planks and tarpaulins at sea during rough weather. The owners of the vessels with these "tonnage" hatches or openings claimed exemption from measurement of the space between the uppermost deck and the deck below it, which at that time was the main deck of the vessel. The Board of Trade refused to exempt the space between what came to be called the shelter deck and the deck below it; but the Clyde Steam Navigation Co. of Glasgow, in 1875, in the case of the steamer Bear, secured a decision from the House of Lords, which required the Board of Trade to treat as "open," and thus to be exempted from measurement, the space under the uppermost continuous deck through which there were one or more openings other than the regular hatchways. Efforts to secure an amendment to the act of 1854 that would so define closed-in and open spaces as to enable the Board of Trade to enforce the law as it had been enforced before the decision of the House of Lords in the Bear case, proved ineffective; and in consequence the British rules still exempt from measurement large spaces actually used for the stowage of cargo. The present requirements of the Board of Trade regarding the exemption of spaces are as follows: The attention of the surveyors is called to the following points relating to the exemption from measurement of spaces situated above the upper deck: The minimum width and height of the permanent openings in the bulkheads is fixed at 3 feet and 4 feet, respec- tively, and if coamings are fitted thereto their height must not exceed 2 feet. This rule also applies when exemption from measurement is claimed for the space between the upper and shelter decks, when such spaces are subdivided by one or more transverse bulkheads. A single opening on one side of a bulkhead is not considered sufficient to entitle the space thus partitioned off to exemption, unless, in addition to this, there are a number of freeing ports and scuppers fitted on each side of the space claimed. In such cases the owner's application for exemption and also a sketch of the space drawn to scale must be forwarded to the principal surveyor for tonnage for examination, aDd exemption must not be allowed without the Board's approval. In shelter deck cases, when the permanent deck opening is situated aft, there must be at least two openings in all the transverse bulkheads in. the 'tween deck on the fore side of it to entitle the space to exemption. As regards the dimensions of the permanent middle line opening in the shelter deck, the length must not be less than 4 feet clear opening, and the width must at least be equal to that of the after cargo hatch upon the same deck. The distance between the after edge of the deck opening and the aft side of the sternpost must not be less than one- twentieth the registered length of the vessel, or if placed forward the fore side must not be less than one-fifth the length of the vessel from the stem. The builders of vessels engaged in the transportation of miscellaneous cargoes are careful so to construct the ships as to bring them within the technical requirements of the Board of Trade as to open spaces, although the larger part of the technically open spaces is actually used for stowing cargo. The Suez rules concerning both gross and net tonnage were formulated by the Interna- tional Tonnage Commission, which met at Constantinople in the autumn of 1873. The rules adopted by that commission concerning the spaces to be included in gross tonnage were and are as follows: The gross tonnage or total capacity of ships comprises the exact measurement of all spaces (without any exception) below the upper deck, as well as of all permanently covered and closed-in spaces on that deck. By permanently covered and closed-in spaces on the upper deck are to be understood all those which are separated off by decks or coverings, or fixed partitions, and therefore represent an increase of capacity which might be used for the stowage of merchandise, or for the berthing and accommodation of the passengers or of the officers and crew. Thus any one or more openings, either in the deck or coverings, or in the partitions, or a break in the deck, or the absence of a portion of the partition, will not prevent such spaces being comprised in the gross tonnage, if they can be easily closed in after admeasurement, and thus better fitted for the transport of goods and passengers. But the spaces under awning decks without other connections with the body of the ship than the props necessary for supporting them, which are not spaces, "separated off," and are permanently expcsed to the weather and the sea, 48 MEASUREMENT OF VESSELS FOR PANAMA CANAL. will not be comprised in the gross tonnage, although they may serve to shelter the ship's crew, the deck passengers, and even merchandise known as "deck loads." "Deck loads" are not comprised in the measurement. Closed spaces for the use or possible use of passengers will not be deducted from the gross tonnage. The above rules of the International Tonnage Commission were based upon the British Merchant Shipping Act of 1854, but closed-in and open spaces were carefully defined. The Bear case, which was decided by the House of Lords in 1875, had arisen in 1872, and thus it was understood hi 1873 to be necessary carefully to stipulate what should be considered open spaces and what closed ones in the measurement of vessels. In defining a space as closed-in when it represented ' ' an increase of capacity which might be used for the stowage of merchan- dise or for the berthing and accommodation of the passengers or the officers and crew," the International Tonnage Commission minimized the possibility of evading the measurement rules with a view to reducing tonnage. The International Tonnage Commission by this definition of a closed-in space established definitely the principle that gross tonnage should include the entire closed-in capacity of the ship. The adoption of this policy, it may be added, received the support of the representatives of Great Britain on the International Tonnage Commission. Minor changes were subsequently made by the Suez Canal Co. in the definition as given above of closed-in spaces, but the changes were found to improve neither the definition nor the measurement rides framed in accordance with the definition. For this reason the company in 1904 issued a memorandum stating precisely how its rules should be applied to the measure- ment of superstructures. The interpretation given the rules by the 1904 memorandum cor- responds closely with the definition given to closed-in spaces by the International Tonnage Commission in 1873. This memorandum, with illustrations, is reproduced as Appendix XIII to this volume. In 1902, to prevent the exemption from measurement of spaces used for the carrying of cargo, the Suez Canal Co. provided in its rules that — Should a vessel at any time transit with merchandise of any kind, or bunker coal or stores of any description, in any portion whatever of any exempted space, the whole of that space is added to the net tonnage and can nevermore be exempted from measurement. This stipulation was included in the memorandum of 1904, and it has simplified the enforce- ment of the Suez Canal Co.'s general principle, that the gross tonnage of a vessel shall include all closed-in spaces and that its net tonnage shall represent its actual earning capacity. The United States in 1864 adopted a law, effective in 1865, for the measurement of vessels, which incorporated the provisions of the British Merchant Shipping Act of 1854, and the stipu- lations of the law as regards open and closed spaces have been interpreted by the United States authorities as were the corresponding provisions of the British Merchant Shipping Act by the Board of Trade prior to the decision of the House of Lords in the Bear case, in 1875; that is to say, any space that is either actually closed-in or capable of being closed-in against the sea is included in the ship's measurement. There was one important and unwise exception made made to this principle by an act of February 28, 1865, which provided that — No part of any ship or vessel shall * * * be measured or registered for tonnage that is used for cabins or state- rooms, and constructed entirely above the first deck which is not a deck to the hull. This clause exempts from measurement the space in all tiers of superstructures above the first tier, if, as is customary, the spaces in the tiers of superstructures above the first tier are used for cabins or staterooms. With the growth in the size of passenger steamers and in the number of decks above the uppermost full-length deck, our laws have come to exclude from the tonnage of the larger passenger vessels a considerable share of their actual closed-in capacity. The amendment of 1865 seems to have been enacted for the purpose of favoring the steamers on our seaboard, lakes, and western rivers. Some of these steamboats had- cabins or staterooms above the promenade deck, whereas ocean steamers at that time had their passenger accommo- dations below the upper deck. The law of 1865 came, in course of time, to be applied to ocean steamers and is still in force, although it has no justification. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 49 The customs regulations of the United States, which interpret the laws regarding the meas- urement of vessels, define closed-in spaces as follows: By "closed-in spaces" is to be understood spaces which are sheltered from the action of the sea and weather even though openings be left in the inclosure. Measuring officers will exercise due vigilance that the intent of the law in this respect is not evaded. It should be borne in mind, however, that no closed-in spaces above the upper deck to the hull are to be admeasured unless available for cargo or stores or the berthing or accommodation of passengers or crew. The engine room, pilot house, galley, windlass house, and the like are, when so situated and used, exempt. Whether for the purpose of measurement a deck is to be regarded as an upper deck or as the shelter to an upper deck is to be determined in each instance both by the character and structural conditions of the erection and by the pur- pose to which the between-deck is devoted. Differences in construction are so numerous that no definition or rule on this subject has been formulated. If the deck is a continuous deck, fastened down and water-tight, sealing up the cyl- inder formed between the two decks and making it a fit place for the stowage of cargo, like a hold, the deck is to be treated as an upper deck, and the space between it and the deck below is to be measured. If, however, the cylinder is open to the shipment of seas, and the space is not reasonably fit for the carrying of dry cargo, but is used only for cargo generally classed as deck cargo, such as cattle, horses, chemicals, oil in barrels, etc., then, usually, the deck is to be regarded as a shelter deck, and the space as "sheltered space above the upper deck which is under cover and open to the weather, that is, not inclosed," and not to be included in the recorded tonnage. Specific as are the foregoing instructions, the admeasurers at the several ports of the United States are obliged to exercise their judgment as to what shall be considered open and what closed spaces. The practice of our admeasurers is not uniform at all ports. The surveyor of the port of New York, where most vessels are measured for tonnage taxes and where many of our ships are measured for registry and enrollment, reports the following regulations to be in force at that port: 1. Closed-in spaces above the upper deck. — If there be a break, poop, bridge, forecastle, deck house, hatchway, or any other permanent closed-in space above the upper deck available for cargo or stores, or for the berthing or accom- modation of passengers or crew, the tonnage of that space shall be ascertained and added to the gross tonnage. 2. Closed-in spaces defined. — By closed-in spaces is to be understood spaces which are sheltered from the action of the sea and weather, even though openings be left in the inclosure. Forecastles, bridges, poops, or any other permanent erection with one or more openings in the sides or ends fitted with doors or other permanently attached means of closing them should be measured and included in the gross tonnage. 3. Bulkhead openings. — When an opening in the bulkhead of a deck erection is closed either by a hinged door, or by a portable plate which is secured in place by nut and screw bolts so as to be water-tight, the opening may be regarded as completely closed. 4. Openings in front of bridge house or poop. — When there is an opening or openings in the bulkhead at the front of a bridge house or poop closed by hinged doors or by shifting boards when fitted into channel bars, which extend the full height of the opening, the space may be regarded as closed. 5. Openings in after end of bridge house or forecastle . — When there are openings in the bulkhead at the after end of a bridge house or forecastle, closed by portable plates secured in place by nut and screw bolts or closed by shifting boards, when fitted into channel bars which extend the full height of the openings, the space maybe regarded as com- pletely closed. 6. Open spaces. — Spaces under awning decks without other connection with the body of the ship than the stanch- ions necessary for supporting them, which are not spaces separated off and are permanently exposed to the weather and the sea, will not be comprised in the gross tonnage. 7. Exempted spaces. — It should be borne in mind, however, that no closed-in spaces above the upper deck to the hull are to be admeasured, unless available for cargo or stores or the berthing or accommodation of passengers or crew. The engine room, pilot house, galley, windlass house, and the like are, when so situated and used, exempt. 8. Exemption of cabins on decks above upper deck. — No part of any vessel will be admeasured or registered for tonnage that is used for cabins or staterooms and constructed entirely above the first deck which is not a deck to the hull. 9. A deck to the hull defined. — Any deck is a deck to the hull which has a direct bearing upon the frame timbers, even though lighter than other decks in the same vessel and though only a portion of the timbers extend to such deck. In iron vessels an upper deck supported by stanchions of wood or iron bolted to the angle irons or to the iron plating of the vessel is to be taken as a deck to the hull. The foregoing definitions given to open and closed spaces by the measurement authorities of Great Britain and the United States and by the regulations of the Suez Canal Co. show clearly the possibility of large variations in the gross tonnage of vessels of the same size and design. In order fully to explain the differences in the practice of measuring vessels to determine their gross tonnage, the British, Suez, German, and American rules are analyzed in turn and compared. 50 MEASUREMENT OF VESSELS FOE PANAMA CANAL. It will be seen that the rules and practice of these three countries and the Suez company, while agreeing as to the inclusion within gross tonnage of the principal spaces used or usable for the accommodation of passengers and crew (other than the spaces under the shelter deck which are usually exempted from measurement in Great Britain and Germany) , differ as to the inclusion within, or exemption from, gross tonnage of various minor spaces which taken together may appreciably affect the gross, and consequently the net, tonnage of the vessels measured by the several rules. great Britain's gross tonnage rules. The analysis of the measurement rules may best begin with those of Great Britain, because the British Merchant Shipping Act of 1854, in wliich the Moorsom measuring system was first incorporated, has been made the basis of the measurement laws and rules of the other countries. The British practice as to the measurement of vessels has largely influenced the rules adopted by other countries, because the British marine comprises nearly or quite hah the shipping engaged in international trade. Formerly the percentage was even higher than it is at the present time. The British Merchant Shipping Act of 1854 has been somewhat modified by the laws of 1867, 1876, 1889, 1894, 1906, and 1907. The present rules of the Board of Trade governing the measurement of vessels are in accordance with the Merchant Shipping Acts of 1894, 1906, and 1907; and, of course, are so drafted as to conform to the decisions rendered by the House of Lords and the British Courts in 1875 and later, defining what constitutes open spaces within the meaning of the Merchant Snipping Act of 1854. The measurement rules now in force in Great Britain include the following spaces within gross tonnage: 1. The space between the upper deck and the floor of the hold, with the exception of certain minor exempted spaces included within hatchways, companionways, domes and skylights and spaces between ribs and floor beams in the case of certain vessels. The exact spaces exempted are enumerated below. 2. Gross tonnage under the British rules includes the spaces within any "break, poop, or any permanent closed-in space on the upper deck available for cargo or stores or for the berthing or accommodation of passengers or crew." The meaning given to the words "permanent closed-in" by the British courts and consequently by the Board of Trade has been explained above. Whenever the poop, forecastle, or any superstructure is inclosed according to the requirements of the British rules, the space is measured and included within the gross tonnage. The space under a shelter deck is not included in the measurement, if the openings in the shelter deck and in the bulkheads subdividing the space between the shelter and upper decks fulfill the requirements of the regulations prescribed by the Board of Trade in accordance with the decision of the House of Lords in the Bear and other cases. If cargo is carried in spaces wliich have the openings stipulated by the rules and which are thus exempted from measurement, the actual space occupied by the cargo is measured. The space thus occupied by "deck cargo" is not added to the vessel's gross or net tonnage, but is added to the tonnage upon wliich light dues or other tonnage taxes are collected. 3. The space occupied by hatchways is measured and the part of this space in excess of one-half of 1 per cent of the vessel's gross tonnage exclusive of hatchways is added to the gross tonnage of a vessel. The following spaces are exempted from measurement and are thus not included in the gross tonnage under the British rules: 1. Superstructures not permanently inclosed; that is, superstructures having the openings prescribed by the rules. 2. Spaces under the shelter deck, provided the shelter deck and the bulkheads subdivid- ing the space between the shelter deck from the upper deck have the openings prescribed by the Board of Trade rules. 3. Any closed-in space or spaces solely appropriated to and fitted with machinery, and the wheelhouse for sheltering the man or men when at the wheel, if not larger than required for such purposes. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 51 4. Any erection on the upper deck of vessels fitted for the shelter of deck passengers on short voyages. The exemption of this space from measurement, however, is admissible only by special directions from the Board of Trade. When claim is made by the vessel owner for exemption of these spaces, the surveyors must apply to the Board of Trade for instructions. 5. The cook house and bakeries, when fitted with ovens and used entirely for their desig- nated purposes, and the condenser space, provided the cook house, bakeries, and condenser space are not larger than are required to shelter the cook when employed at his work and the engineer when engaged in condensing water for passengers and crew. 6. Toilets of reasonable size and number for officers and crew. In the case of passenger vessels, a toilet exempted from measurement is allowed for each 50 persons, but not more than 12 toilets are exempted. 7. The hght and air and funnel spaces above the machinery compartments are exempted from measurement unless the owner of the vessel, for reasons that will be explained later, requests the inclusion of these spaces within the measurement. 8. Of the space included within hatchways, one-half of 1 per cent of the gross tonnage of the vessel exclusive of hatchways is omitted from the gross tonnage. 9. The spaces within the double bottom used for water ballast are exempted from measure- ment. When such spaces are used for or are available for the carriage of cargo, stores, or fuel the} T are measured and included in the gross tonnage. 10. The spaces between the frames or ribs of a vessel and between the floor beams are not included in the measurement. The breadth of the vessel is its width between the inner edges of its frames or between the inner faces of the inner side plating. The depth of a vessel is measured upward from the upper side of the floor timber or beam ' ' at the inside of the limber strake"; that is, next to the keelson at the center line of the vessel. 11. Companion ways are exempted from measurement excepting such portions of them as are used for smoking rooms. Ladders and stairways in exempted spaces are excluded from measurement. 12. Domes and skylights are exempted from measurement. The "certificate of survey" issued by the surveyors of the Board of Trade to vessels meas- ured under the British rules is presented, reduced in size, in Form 1. It summarizes the spaces included within gross tonnage. The "tonnage formula," Form 2, used for calculating the ship's tonnage under the Merchant Shipping Acts of 1894 to 1907 indicates in detail the spaces that are measured. This "tonnage formula" also contains other entries that will later be considered in the discussion of net tonnage. 52 MEASUREMENT OF VESSELS FOR PANAMA CANAL. REGISTRY FORM No. 1 and Surveys 59. Prescribed by H. M. Customs |SEAL OF COM. OF COUNCIL FOE TRADE.] With the Consent of the Board of Trade. Form 1. — British Tonnage Certificate. [Certificate of survey.J Name of ship. Port of intended registry. Official number, if there has been any former registry. Whether Brit- ish or for- eign built. Whether a sailing or steam- ship; and if a steamship, how propelled. Where built. When built. Name and address of builders. Number of decks Number of masts Rigged Stern Build Galleries Head Framework and de- scription of vessel... Number of bulkheads. Number of water bal- last tanks and their capacity in tons Length from fore part of stem under the bowsprit to the aft side of the head of the sternpost Length at quarter of depth from top of weather deck at side amidships to bottom of keel Main breadth to outside of plank Depth in hold from tonnage deck to ceiling at midships Depth in hold from upper deck to ceiling at mid- ships in the case of three decks and upwards. . . Depth from top of.beam amidships to top of keel.. Depth from top of deck at side amidships to bot- tom of keel Round of beam Length of engine room (if any) Feet. Tenths. PARTICULARS OF DISPLACEMENT. Total to quarter the depth from weather deck at side amidships to bottom of keel Ditto per inch immersion at same \ depth / PARTICULARS OF ENGINES, ETC. (if any). No. of engines. Description. Engines. Boilers. Number Iron or steel Pressure when loaded Whether British or foreign made. When made. Engines. Name and address of makers. Engines. No. of and diameter of cylinders. Length of stroke. N.H.P. I.H. P. speed of ship. PARTICULARS OF TONNAGE. Gross tonnage. Under tonnage deck Closed-in spaces above the tonnage deck, if any: Space or spaces bet. decks Poop Forecastle Roundhouse Other closed-in spaces, if any, as follows: Spaces for machinery, and light and air, under sec. 78 (2) of the Merchant Shipping Act, 1894, if required. Gross tonnage Deductions as per contra. Registered tonnage., No. of tons. Deduction allowed. On account of space required for propelling power |. . . On account of spaces occupied by seamen or apprentices, and appropriated to their use, and kept free from goods or stores of every kind, not being the personal property of the crew , These spaces are the following, viz: Deductions under sec. 79 of the Merchant Shipping Act, 1S94, as follows: Cubic meters. Total. No. of tons. Note. — The only spaces above the upper deck not included in the cubical contents forming the ship's registered tonnage are - I, the undersigned , having surveyed the above-named ship, hereby certify that the above particulars are true, and that her name is marked on each o' her bows, and her name and the port of registry are properly marked on a conspicuous part of her stern, a scale of feet marked on each side of her stem and of her stern post, and lines permanently and conspicuously marked on each side amidships indicating the position of each deck which is above water, in manner directed by the Merchant Shipping Act, 1894. Dated at , this day of , 18—. Surveyor. Tonnage formula. Form 2. — British Tonnage Formula. Class 5,/ot lengths above 225 feet, to be used for calculating the ship's tonnage under the Merchant Shipping Acts, 1894 to 1907. Surveys 5x. [SEAL.] (Issned by the Board of Trade.) Bunders name and yard number. Intended service, whether passenger, cargo, towing, fishing, or pleasure yacht. Name and address of owner. Place and year of build. Name of ship. Areal. Area 2. Area 3. Area 4 Depths. Feel. Com. int. bet. bths. Feet. Feet. Fut. No. of bths. Multi- pliers Bibs. Ft Prod ucts. i com. Int. bet. bths. . Bths Ft. Bths Ft. Bths Ft. Official num- ber and port of registry. Whether new or re- measured. Area 5. Feet. Bths. Ft. Area 6. Feet. Bths Ft. Area 7. Feet. Bths. Ft. Whether sail, paddle, or screw. Area 8. Feet. Bths Ft. Area 9. Feet. Bths. Ft. Whether of wood, composite, iron, or steel Area 10. Area 11 Feet. Fat. Bths. Ft. Bths. Ft. Whether for Suez or British. Area 12 Area 13 Feet. Bths. Ft. Feet. Bths Ft. Length | on tonnage! deck. J Feet. Cubic content and register tonnage. No. of area. Multi- pliers. Areas brght. up. Prod ucts. i com. int.) bet. areas./ Where measured Date of measurement. Tons. Under deck. Between decks. Between decks. Forecastle. Bridge. Break. Poop. Roundhouses. Side houses. Chart house. Light and air spaces. Excess of hatchwavs. Cubic meters. Gross tonnage. (Allowance for \ propelling power /Allowance for — \ crew space.. /Deduction under \ section 79. Register tonnage . Between decks. Mean length ft. Com. int. bet. bths. No. of bths. Multi- pliers. Bths. Ft. Prod ucts. Ft. 1 Between decks. Mean length ft. Com. int. bet. bths No. of bths. Multi- pliers. Bths. Ft. Prod- ucts. Ft. 1 2 3 4 5 G 7 8 9 10 U 12 13 1 4 2 4 2 4 2 4 2 4 2 4 1 Forecastle. Mean length ft. Com. int. bet. bths No. of bths. Multi- pliers. Bths. Ft. Prod- ucts. Ft. 1 2 3 1 4 1 Break. Mean length ft. Com. int. bet. bths No. of bths. Multi- pliers. Bths. Ft. Prod- ucts. Ft. 1 2 3 4 1 j com. int. bet. bths. J com. int. bet. bths. Height. Height. i com. int. bet. bths. J com. int. bet. bths. Houses (naming them) Tons. Houses, brought forward . Tons. Houses, brought forward Tom. Height. Height. Bridge. Mean length ft. Com. int. bet. bths No. of bths. Multi- pliers. Bths. Ft. Prod- ucts. Ft. 1 2 3 1 1 1 Poop. Mean length ft. Com. int. bet. bths. No. of bths. Muiti pliers. Bths Ft. Prod ucts. Ft. 5 com. int. bet. bths. J com. int. bet. bths. Round of beam Height. Typeofship.and if cellularormacintyredouble bottom. == Height. Can-ied for- ward Hatchways . Carried for- ward Signature of surveyor. Signature of examiner. «18C>r— 13. (To face page 52.) [over] Identification dimensions. In the ease of steam vessels the engine-room measurements and the calculations for the allowance for propelling power are to be given in detail below. Position of engine room . . . Engine room bulkhead is feet (forward) (aft) of area . Boiler room bulkhead is feet (forward) (aft) of area. . Tons. Brought forward. Tom. Brought forward . Tons. Carried forward . Carried forward . Length. Breadth. Depth. Merchant Shipping Act, 1907. Tons. Gross tonnage Deductions under section 79, viz: To 1 . Crew space 2. Other deductions Remainder : Multiplier for percentage .55 Tons. Limit of allowance for propelling power Particulars of exempted spaces 91861" — 13. (To back form _'. ) measurement of vessels for panama canal. 53 Suez Gross Tonnage Rules. 1 The Suez Canal Co.'s rules for the measurement of vessels, as has been stated, were formu- lated by the International Tonnage Commission at Constantinople in 1873. That commission adopted the Moorsom system of measuring vessel spaces, and the rules of the commission state that there shall be included within the gross tonnage "all spaces, without any exception, below the upper deck," and "all permanently covered and closed-in spaces on that deck." In measuring the superstructures upon or above the uppermost full-length deck, the rules as amended in 1904 provide for the exemption from measurement of portions of certain closed- in spaces which are considered as open under the rules of the country of the ship's registry. The provisions of the rules are as follows: I. SHIPS WITH ONE TIER OF SUPERSTRUCTURES ONLY. 1. Poop, bridge, forecastle. — The following exemptions are allowed: (a) Such length of the poop measured from the inside of the stern timber, at half height of the said poop, as shall be equal to one-tenth of the full length of the ship. (&) The portion of the bridge in way of the air spaces of [spaces within and at the side of casings above] the engine and boiler spaces, it being understood that such air spaces are not considered to extend beyond the forward bulkhead of the stokehold' and the after bulkhead of the main engine room. [See figures accompanying Appendix XIII.] (c) Such length of the forecastle measured from the inside of the stem at half height of the said forecastle as shall be equal to one-eighth of the full length of the ship. (d) In each of the above three cases of superstructures such portions in the walls of the ships as are in way of openings not provided with any means of closing and corresponding to one another. 2. Poop and bridge combined, or forecastle and bridge combined. — In each of these combined spaces the following exemptions are allowed: (a) That length only which corresponds to the openings of the engine room and boiler spaces as specified in (b) above. (6) Such portions as are in way of openings not provided with any means of closing and corresponding to one another. 3. Shelter decks. — In the case of shelter decks the following exemptions are allowed: The portions in way of openings in the side plating of the ship not provided with any means of closing and corresponding to one another. Such air spaces as are situated within the shelter deck must be measured into the engine-room space and deducted, together with 75 per cent of their volume. II. SHIPS HAVING MORE THAN ONE TIER OF SUPERSTRUCTURES. (a) The exemptions prescribed in paragraphs 1, 2, and 3 above are applicable hi their entirety to the lower tier only. (6) Tiers above the lower tier are only allowed the exemption of such portions as are hi way of openings in the side plating of the ship not provided with any means of closing and correspond- ing to one another. The foregoing rules stipulate that when a vessel has one tier of superstructures, including detached poop, bridge, and forecastle, there shall be exempted from measurement and gross tonnage, when the spaces are considered as closed-in by the Suez rules and as open by the rules of the country of the ship's registry: (a) The space included hi the poop for a distance of one-tenth of the length of the ship measured from the inside of the stern timber; (b) the portion of the bridge or the combined poop and bridge within and at the side of and for the length of, the casings surrounding the air spaces above the engine and boiler room; (c) the space included in the forecastle for a distance equal to one-eighth of the length of the ship measured from the inside of the stem; and (d) in the case of all three of these superstructures, the space between opposite permanent openings hi the side walls of the ship. i See Appendixes XII and XIII for the Suez Canal Co.'s rules for the measurement of vessels and for the "memorandum "concerning the application of the rules to the measurement of superstructures. 54 MEASUREMENT. OF VESSELS FOR PANAMA CANAL. When the poop and bridge are united into a continuous structure, the space within the poop equal to one-tenth of the length of the ship is not exempted from measurement. Like- wise, when the forecastle and bridge are combined there is no exemption of the space within the forecastle equal to one-eighth of the length of the ship; but that portion of the bridge taken up by the light and air space above the engine and boiler room is exempted from meas- urement, as are also spaces between permanent opposite openings in the side walls of the ship. The memorandum issued by the Suez Maritime Canal Co. upon the application of its 1904 rules to the measurement of superstructures states that when the poop, bridge, and forecastle are united into one they constitute a shelter deck. In the case of the shelter deck thus formed, the only spaces exempted from measurement are "the portions in way of openings in the side plating of the ship not provided with any means of closing and corresponding to each other," and the rules further provide that "such air spaces as are situated within the shelter deck must be measured into the engine-room space and deducted together with 75 per cent of their volume." When a vessel has two or more tiers of superstructures, the foregoing exemptions regard- ing the spaces within the poop, bridge, and forecastle, when separated from each other and when combined, apply in their entirety only to the first tier of superstructures above the upper full- length deck of the ship. As the rules above quoted state, the tiers above the lower tier are allowed the exemption of only such spaces as are between permanent opposite openings in the sides of the ship. Steamers now in service may have numerous superstructures, such as roundhouses, side houses, galleys, cookhouses, bathrooms, wheel, chart and donkey-engine houses, and inclosures required for the working of the ship, for smoking rooms, and companion houses. All such spaces are measured and included in the vessel's gross tonnage. Hatches, also, as has been stated, are measured and their space in excess of one-half of 1 per cent of the gross tonnage of the vessel exclusive of hatchways is included in the ship's tonnage. The definitions given to closed-in and open spaces by the rules of the Suez Canal Co. are stated on page 47. These definitions, formulated by the International Tonnage Commis- sion upon the recommendation of the representatives of Great Britain, provide that all spaces capable of being so closed as to be usable "for the stowage of merchandise or for the berthing and accommodation of the passengers or of the officers and crew" shall be included in the measurement, and that openings in the deck or coverings of the spaces or in the parti- tions separating the spaces under the deck containing the openings shall not entitle spaces to exemption from measurement if the openings can be so closed, after the ship has been meas- ured, as to make the spaces available for the transportation of goods or passengers. In order to make this rule effective and to avoid the attempts that had been made to exempt shelter- deck spaces from measurement, 1 the Suez Canal Co. in 1902 adopted the rule still in force that "should a vessel at any time transit with merchandise of any kind, or bunker coal, or stores of any description, in any portion whatever of any exempted space, the whole of that space is added to the net tonnage and can nevermore be exempted from measurement." The enforcement of this principle has resulted in including in the gross tonnage of the vessels measured under the Suez rules their usable or earning capacity. Moreover, the determination of what is an open or a closed space does not rest with the measurers of vessels but with the officials of the canal company charged with the duty of collecting tolls and hence with checking up the tonnage of vessels. Briefly stated, the Suez rules as now enforced so measure the gross tonnage of vessels as to include in that tonnage the entire space (with the exception of designated exemptions enumerated below) under the tonnage deck and between the tonnage deck and the upper- most deck and the space (subject to the exemptions allowed some ships by the "memoran- dum" of 1904) in such superstructures as poop, forecastle, bridge, side and round houses, galleys, and bakeries. The term "permanent closed-in" is defined to mean spaces so fitted as to be capable of being so closed as to be used for the transportation of cargo, fuel, provisions, or passengers. • For an historical account of the treatment of the measurement of superstructures by the Sues Canal Co. consult Appendix XI. Form 3.— Suez Canal Tonnage Certificate. (SEAL. J (Issued by the Board of Trade.) Name of ship. Official number. Tonnage on certificate of registry. Port of registry. Details of Tonnage fob the Above-named Ship When Passing Through the Suez Canal. The spaces measured for gross tonnage in this ship comprise the following and no others, viz: 1. Space under the tonnage deck 2. Space or spaces between the tonnage deck and the uppermost deck 3. Closed-in spaces under or in permanent constructions above the uppermost deck, viz: Forecastle, Ac Bridge space Poop. Break or breaks. Turret Trunk. Round houses. Side houses. -tons— -tons— -tons- -tons- XH. -tons— -tons— — tons— -tons- -tons— -tons— -tons— -tons- tons. -Ions -tons -tons -tons — tons— —tons— — tons— — tons- Companion house, part of, used as smoking room. Ac, L. X B. fi alleys, cookhouses, water-closets, lavatories, and bathrooms Wheelhouses, chart house, house for donkey boiler, and other closed-in spaces used in working the ship . Hatchways tons tons tons tons tons tons tons " tons tons tons tons tons tons tons " tons tons tons tons tons tons tons Excess above one-half per cent of the gross tonnage Total of tonnage of closed-in spaces above the uppermost deck cubic feet. Cubic meters. Tons of 100 cubic feet each Gross register tonnage. Note. — For particulars of spaces not included in the measurement for gross tonnage, see over. DEDUCTIONS FROM GROSS TONNAGE. -tons: quartermasters., —tons; 1. Berthing accommodation of crew:' Seamen -tons; firemen - tons; - 2. Berthing of officers: x Chief officer — tons; 2nd officer . ..- tons; .. .- Chief engineer . . —tons; 2nd engineer. - .. tons; ...— Boatswain tons; carpenter — L. B. Doctors' cabins * X X Engineers' mess room <• X X Officers' bathroom « x X 3. Gallevs, cookhouses, water-closets, and lavatories," exclusively for the use of the officers and crew: —tons; 3rd officer tons; . —tons; tons; . -tons; 3rdengineer tons; . -tons; tons; . -tons; tons; . . Tons. = I Officers' mess room * = Petty officers' mess room » I Engineers' bathroom * . -tons; - —tons; - -tons; - —tons; - -tons; B. 1 —tons, —tons. —tons, —tons —tons —tons, —tons. Tons. L. B. D. Tons. B. B. X X X X D. Tons. 4. Closed-in spaces above the uppermost dock used in working the ship, as follows: L. B. L. B. D. Tons. Chart house 3 ... X X = Wheelhouse X X - D. Tons Lookout house X X = Steam-steering house X X = L. B. D.Tons Signal house... .. [Wireless telegraphy [ spaces 1 X X Searchlight spaces'.. X X culuc feet. Net Register Tonnage (if a sailing ship) . Further deductions for propelling power in the case of steamers: Either (1) applicable to ships with fixed bunkers— (a) Engine room as measured This includes water-tight shaft trunk and all spaces sot apart for the working of the machinery and boilers viz.: under Tonnage Deck Tons. In 'tween decks— Tons. In on tho uppermost deck Tons (ft) Permanent cxk\\ hunkers as measured Arts. 14 and 17 of Appendix B of the regulations. Total deduction for propelling power* Tons of 100 cubic feet. Net Register Tonnage of Steamer by Actual Me:isureinent Or (2) Danube rule— (a) Engine room as measured. This includes water-tight shaft trunk and all spaces set apart for the working ofthe machinery and boilers. (6) In a screw steamer +75 per cent of engine room as measured (c) In a paddle steamer+50] per cent of engine room as measured . B of the regulations. Arts. 14 and 16 of Appendix Total deduction for propelling power*. Net Register Tonnage of Steamer by Danube rule *This deduction Is not, except in the case of tugs, to exceed 50 per cent of the gross register tonnage of the ship. This is to certify that the British ship above named has been remeasured,and that the tonnage ascertained as above is in accordance with the rules adopted by the International Tonnage Commission at Constantinople. Given under my hand at tho Board of Trade, this —day of 191 . One of the Assistant Secretaries to the said Board. [over.) Full dimensions and tonnage of exempted and open spaces. Length from inside tho stem at half the height of tho forecastle to the inside of the stern" timber at half the height of the poop— feet. Notes referring to the particulars on page 1 of this cerlijiaii, (1) Stewards, cooks i:i passenger steamers, and passengers' servants are not part of the crew for whom space Is to be deducted. (2) The accommodation for the captain, purser, clerk, ifcc, is not to be included in this deduction. (3) When there is no separate chart room and the captain's accommodatiou comprises several rooms, one of which is used as the chart room, that room alone is deducted. In all cases it must be situated above the uppermost deck. (4) Tho deductiou of doctors' cabins is subject to tho condition that they must be actually occupied by the doctors. (5) Tho following spaces may be deducted: A mesa room, if there is any, for the exclusive use of the officers; a second mess room, if there Is any. for tho exclusive use of the engineers; and a third mess room, if there is any, for the exclusive use of the petty officers. No deduction is allowed for the officers' mess room in ships having passenger accommodation, which are not also provided with a passengers' mess room. (6) All spaces fitted as bathrooms or lavatories for tho exclusive use of the ship's officers, engineers, and crew may be deducted, with the exception of such of the said bathrooms as are available for passengers when no bathroom for their exclusive use is provided. (7) All spaces specially provided for the storage of electric searchlights and wireless telegraphy appliances may be deducted on condition that they are situated on the upper deck. N. B.— The deduction of the spaces mentioned above is subject to the condition that they are clearly and permanently marked so as to show the purpose to which they are exclusively appropriated. (8) This deduction is in no case to exceed 5 per cent of tho entire gross tonnage of the ship, and so soon as any stores or cargo are carried in or passengers are berthed or accommodated in any of the spaces deducted the whole deduction ceases. 61861" — 13. (To face page 54.) MEASUKEMENT OF VESSELS FOR PANAMA CANAL. 55 The spaces exempted from measurement under the Suez rules as amended in 1904 are the following : 1. Spaces in the double bottom. Also, the spaces between the frames and the floor beams are not measured. 2. That part of a bridge or of a combined bridge and poop that is in way of the light and air and framed-in funnel spaces above the engine and boiler rooms. As is shown by figure 18 accompanying Appendix XIII, the present Suez rules exempt the bridge space, in the first or lowest tier of superstructures from side to side of the ship for the length of the framed-in funnel spaces and the light and air casings, but not beyond the limits of the forward and aft bulkheads of the engine and boiler room. In order to be exempted this bridge space must be closed-in under the Suez rules and open under the rules of the country of the vessel's registry. In the superstructures above the first tier, the spaces framed-in around the funnels and the space within the light and air casings, being open, are not measured; but the bridge spaces alongside the framed-in funnels and the light and air casings are measured. The space within the entire light and air casing and framed-in funnels above the first tier of erections, if any, upon the upper deck is exempt unless the shipowner desires to forego some other specified exemptions and to have some of the exempted light and air and funnel spaces measured into the engine and boiler room for deduction under the Danube rule. 1 3. The space within the poop for one-tenth of the length of the ship measured from the inner side of the sternpost and the space within the forecastle for one-eighth of the length of the ship measured from the inside of the stem, provided the poop and forecastle are not con- nected with the bridge. This exemption is granted only when the spaces are open under the national rules of the country of the ship's registry, but closed-in under the Suez rules. 4. All superstructures not permanently inclosed, under the Suez rules. Of the spaces under the " shelter" deck, only those between permanent opposite openings in the side plating of the ship are exempted. 5. Companionways except such portions of them as may be used as a smoking room, and the ladders and stairways located in exempted spaces. 6. The space occupied by hatchways up to one-half of 1 per cent of the ship's gross tonnage exclusive of the hatchways. 7. The space occupied by domes and skylights. 8. The space occupied by cargo carried upon the open deck, i. e., by deck loads, is not measured. The tonnage certificate that is issued by the British Board of Trade to "vessels measured in accordance with the Suez rules is reproduced in Form 3. The certificate states what spaces are included in gross tonnage and what spaces are deducted therefrom to determine the net tonnage. Vessels are measured for the Suez Canal Co. by the appropriate authorities in the several commercial nations. In Great Britain the Moorsom system is applied to the measured spaces strictly in accordance with the general measurement rules of the Suez Canal Co. In Germany and France, however, the Moorsom system is applied in the measurement of vessels for Suez Canal certificates, the same as the Moorsom system is applied in measuring vessels for French or German registry. The results are not quite the same in the several countries, but the differences are so slight that the Suez Canal Co. accepts the result without correction. This is done in order to simplify the administrative work. The history of the difficulties encountered by the Suez Canal Co. in maintaining uniform practice as to the inclusion of spaces for, or their exemption from, measurement is recited in Appendix XL Since 1904 the company has made no change in its rules affecting the gross tonnage other than to make the concession that superstructures erected, and used solely, for the safety of navigation may be exempted from measurement, unless such spaces are included in the vessel's tonnage under the national rules of the country in which the ship is registered. • For explanation of the application ol the Danube rule see pp. 74. Also consult Appendix XIII. 56 measurement of vessels for panama canal. Germany's gross measurement rules. The rules in force in Germany for the measurement of vessels were established by the imperial statute of January 5, 1872. Previous to that time different German States had dis- similar rules, and none of them had the Moorsom system of measurement that was adopted by the imperial law of 1872. The provisions of the act of 1S72 have been modified from time to time. The law as it now stands stipulates that gross tonnage shall "include the spaces located under the uppermost deck of the ship and the permanent superstructures on or above the uppermost deck." Otherwise stated the German law provides for the measurement and inclusion in gross tonnage of: (1) The spaces under the tonnage deck and between the tonnage and upper decks; (2) "the space occupied by all covered and inclosed superstructures perma- nently erected on or above the first deck which are inclosed by substantial bulkheads and coverings suitable for the stowage of freight or merchandise or for quarters or other accommo- dations of the crew and passengers;" and (3) hatches intexcess of one-half of 1 per cent of the gross tonnage. The German rules exempt from measurement the same spaces that are excluded from measurement in England. The provisions of the law as to the exemption of spaces in super- structures are as follows: 1. All covered and inclosed spaces which are used exclusively for the operation of the auxiliary machinery, and also the pilot house for the protection of the men at the steering wheel, provided these spaces are not larger than necessary for the purpose specified. 2. Any structure necessary on short voyages for the protection of deck passengers against storm and waves, if the measurement board is authorized by the Bureau of Registry to exempt it. 3. The kitchen (galley) and the place for the distilling apparatus, provided they are not larger than actually necessary for the preparing of meals, at the same time affording sufficient shelter to the machinist while distilling water for the passengers and the crew. 4. Toilets for the officers and crew of the ship, provided they do not exceed the proper number and size. 5. On ships designed for the transportation of passengers, a toilet for every 50 persons can be omitted from the calculation provided the total number exempted does not exceed twelve. In addition to the above spaces, the German rules exempt from measurement: 6. Double-bottom water ballast tanks and spaces between the frames and floor beams. 7. Companionways located between decks; ladders and stairways in exempted spaces; domes and skylights. 8. Hatches up to one-half of 1 per cent of the gross tonnage exclusive of hatchways. 9. Light and air spaces over the engine and boiler rooms are exempted, above the upper deck, unless this space needs to be added to the cubical contents of the engine and boiler rooms to bring the power space up to that percentage of the gross tonnage of the vessel that will permit the application of the Board of Trade percentage rule controlling deductions for power spaces. The interpretation which the German measurement authorities now give to open and inclosed spaces is practically the same as the definition given those terms by the Board of Trade in Great Britain. The technical directions issued by the German Government (see Appendix VII) to its sur- veyors of ships as to the measurement of closed-in and open spaces under the shelter deck and in superstructures are more detailed and specific than the instructions given by the Board of Trade to British surveyors ; but the German rules seem to be applied in such a way as to produce practically the same results as are secured by the British surveyors in applying their rules. In one particular the German rules are more lenient toward shipping than are the British rules. Deck cargoes are not measured in Germany as they are in Great Britain. In neither country are deck loads included in the registered tonnage; but in Great Britain the space occupied by deck cargo is measured and added to the tonnage upon which light dues and other port charges are levied. At the end of Appendix VI reprints will be found of the three forms of German measurement certificates — the certificates issued for decked vessels, for open vessels, and for vessels measured MEASUREMENT OF VESSELS FOR PANAMA CANAL. 57 by the abbreviated method. Each certificate states what spaces are included in gross tonnage and what spaces shall be deducted therefrom in the calculation of net tonnage. The certificate issued to decked vessels is the one most frequently used. It is printed here as form 4. For Decked Vessels. Form 4. — German" Tonnage Certificate, german empire. Kind of vessel. Name of vessel. Distinctive signal. Nationality home port. SHIP'S MEASUREMENT CERTIFICATE. Description of Vessel. Number of water-tight transverse bulkheads Number of water ballast tanks with hatches.. Rigging Standard Dimensions. 1. Length of vessel from the rear face of the prowpost to the rear face of sternpost on the uppermost perma- nent deck (in vessels with patent rudder, measure to middle of rudder post) 2. Greatest beam of vessel between outer surfaces of planking or of the wales 3. Depth of hold from lower surface of the upper permanent deck to the upper surface of lower transoms next to the keelson, or to upper surface of the inner iron double bottom, if there is one, at middle of length as found in 1 4. Greatest length of engine room, including any permanent coal bunkers, between the limiting bulkheads extending from side to side Results of Measurement. Meters. Gross tonnage. 1. Space under tonnage deck 2. Space between tonnage deck and the one above 3. Space between first and second decks above tonnage dec 4. Quarter-deck cabin or poop 5. Forecastle 6. Space under bridge deck 7. Break or breaks 8. Otherspaces 9. Excess of hatchways Cubic meters. Gross tonnage. Deductions. Cubic meters. I. On account of space required for propelling power II. Crew, navigation, etc.: 1. Spaces for sailors, firemen, deck officers, cooks. stewards, etc. 2. Spaces for officers, engineers, etc 3. "Wheelhouses, chart house, etc 4. Sail room 5. Ship's stores 6. Spaces for water ballast III. Spaces for the master Total deductions Cubic meters. Gross tonnage. Deductions... Net tonnage. Regis- tered tons. Cubic meters. Final result ol measurement: Gross tonnage Net tonnage Regis- tered tons. In accordance with the ship measurement ordinance of March 1, 1895, this measurement certificate is made out from the measurement completed on day of , 19.., by the measurement board at by the complete method. Note. — The following constructions on or above the upper deck are considered open spaces, and are, therefore, not included in the above measurements of gross and net tonnage: 61861°— 13 5 58 MEASUREMENT OF VESSELS FOR PANAMA CANAL. AMERICAN GROSS TONNAGE RULES. In 1864, by the law approved May 6, the United States adopted the Moorsom system of measuring vessels to determine their gross tonnage. The measurement system then adopted by the United States was practically the same as Great Britain had established by the Merchant Shipping Act of 1S54. The act of 1S64, however, made provision only for the determination of gross tonnage, which until 1882 was the tonnage upon winch tonnage taxes and other ship charges were levied at American ports. The spaces included in measurement and the spaces exempted therefrom by the law of 1864, as interpreted by the measurement authorities in the United States, were the same as the spaces measured and exempted under the rules of the British Board of Trade prior to the modification of those rules made necessary by the decision of the House of Lords hi the Bear case in 1875. Large spaces which the Board of Trade rules consider open and thus not subject to measurement are properly included in measurement and gross tonnage under the American regulations. The act of May 6, 1864, was amended by a law passed February 28, 1865, which provided that — No part of any ship or vessel shall be measured or registered for tonnage that is used for cabins or staterooms and constructed entirely above the first deck, which is not a deck to the hull. The Customs Regulations of the United States (see Appendix II, p. — , to this volume) state that this amendment — Was designed merely to exclude cabins and staterooms above the "promenade" deck of the steamers of the sea- coast and lakes, or above a "boiler" deck as used on the western rivers. It does not have the effect to exempt from admeasurement any closed -in place, even if so situated, if used for cargo or stores. Although the amendment of February 28, 1865, was enacted with reference to coastwise, lake, and river steamers, it was also applied to ocean steamers. Thus in the case of modern passenger steamers which have several tiers of passenger accommodations above the upper deck only the first tier is measured. This rule regarding upper tiers of superstructures prevails in no other country and is without justification. The measurement rules of the United States provide in general that the gross tonnage of a vessel shall include "the entire internal cubical capacity" ascertained by the Moorsom system in a manner prescribed by statute. Specifically stated, the spaces included in the measurement, and thus in the gross tonnage, are the following: 1. The entire space under the tonnage deck and between the tonnage and upper decks. 2. The space occupied by hatchways in excess of one-half of 1 per cent of the vessel's gross tonnage exclusive of the tonnage of hatchways. 3. Any "break, poop, or any other permanently closed-in space on the upper deck avail- able for cargo or stores or for the berthing or accommodation of passengers or crew." What constitutes a closed-in space is defined in the manner explained above. Moreover, the law of 1865 provides that the passenger accommodations in the tiers of superstructures over the first tier above the upper deck shall be exempted from measurement. The gross tonnage rules of the United States exempt the following spaces from measurement: 1. Double bottom water ballast spaces not available for cargo, stores, or fuel and the spaces between the frames and the floor beams. 2. Spaces under the shelter deck and in the poop, forecastle, and bridge, when not per- manently closed in. 3. Passenger accommodations in tiers of superstructures over the first tier above the upper deck. 4. Hatchways up to one-half of 1 per cent of the vessel's gross tonnage. 5. Galleys, bakeries, toilets, and bathhouses above decks. 6. Spaces above decks occupied by the ship's machinery or for the working of the vessel. 7. Light and air and funnel space over the engine and boiler room to the extent that such space is above the upper deck or the "shelter deck" when that is taken as the uppermost full- length deck, except when special request is made by the shipowner to have the space measured. 8. Domes and skylights, companionways (except portion used as smoking room), and ladders and stairways located in exempted spaces. 9. Open spaces occupied by deck loads are not measured under the American rules. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 59 The inclusion in or exemption from measurement of particular superstructures depends, under the American rules, upon the judgment of the individuals who measure the ship as to whether the spaces are closed-in or open. The practice of admeasurers has not been entirely uniform. The definition of closed-in spaces, as given in the customs regulations and as formu- lated by the surveyor of the port of New York, were stated above. In general, the American treatment of the shelter-deck spaces is the same as that given such spaces by the Suez Canal Co. The American regulations, however, do not provide that when a shelter deck has once been used for cargo it shall always thereafter be considered a closed-in space; but if an American admras- urer finds that dry cargo is carried in any space he takes that fact as evidence that the space is closed-in. The Suez and American practice in this regard, as has been explained, differs from that of Great Britain and Germany, where the character of the openings and the devices for closing the openings, rather than the use made of the spaces, determine whether the admeasurers shall consider the spaces as open or closed-in. Form 5 reproduces the American certificate of admeasurement issued under the authority of the Bureau of Navigation, in the Department of Commerce. The certificate indicates in general what spaces are included in measurement, and thus in gross tonnage, and states what spaces shall be deducted therefrom in calculating net tonnage. Cat. No. 1414. Form 5. — American Tonnage Certificate. Certificate of admeasurement of - Always present this certificate when entering at an American port. vessel. (Insert "American"or "Foreign.") (Sec. 4149, Revised Statutes, and Art. 84, Customs Regulations of 1908.) Department of Commerce, Bureau of Navigation, Port of of Customs, ,19—. I certify that an admeasurement has been made of the - of , that she has a head, a - called the - -re feet, her register breadth is - and that her tonnage is as follows: stern, - T,, feet, her register depth is - -decks, - , built in the year 19 — , at - - masts, and that her register length is - - „ feet, her height under spar deck is - ,feet Capacity under tonnage deck Capacity between decks, above tonnage deck Capacity of inclosures on the upper deck, viz (describe each inclosure) Gross tonnage Deductions under Sec. 4133, Revised Statutes, as amended by act of Mar. 2. 1895. (To be made only as provided for by law and regulations.) Crew space ; master's cabin Steering gear (below deck), ; anchor gear (below deck). ; boatswain's stores. Chart house, ; donkey engine and boiler (below deck), Storage of sails, ; propelling power (below deck or by permission of Commissioner of Navigation) Total deductions Net tonnage Net tonnage is carried on main beam, and name and port are marked as required by law. 1 I agree to the above description and admeasurement. 3 Tons. lOOths. of Customs. (Indorsement on back:) Cat. No. 1414. Department of Commerce. Bureau of Navigation. District of- of Customs. Certificate of admeasurement of the , called the of Port of - -, 191- 1 If a foreign vessel, this may be erased. a To be signed by the master, owner, or other person who may attend the admeasurement for the vessel. 60 MEASUREMENT OF VESSELS FOR PANAMA CANAL. COMPARISON OF THE GROSS TONNAGE RULES OF GREAT BRITAIN, THE SUEZ CANAL CO., GERMANY, AND THE UNITED STATES. The foregoing account of gross tonnage attempts to explain the leading characteristics of the measurement rules of Great Britain, the Suez Canal Co., German y, and the United States. The spaces included within gross tonnage and those exempted from measurement are enumer- ated, and the different treatment given to above-deck spaces is explained. To facilitate com- parison of these four codes of rules, their differences and similarities may well be set forth by textual and tabular enumeration. The provisions of the several rules regarding spaces included hi measurement are as follows: 1. In each set of rides gross tonnage is assumed to include all parts of a vessel that are permanently inclosed. The capacity of such spaces is determined by Moorsom's measurement system applied with but slight variation by the several rules. 2. In each case the spaces under the tonnage deck and between the tonnage and upper decks are included in gross tonnage. 3. Hatchways in excess of one-half of 1 per cent of the gross tonnage, exclusive of hatch- ways, are included in the tonnage. 4. In theory closed-in spaces above the upper deck are included in the measurement and tonnage and open spaces are exempted. Measurement rules and practice, however, vary as regards these spaces. The treatment accorded superstructures and "shelter-deck" spaces in the measurement rules of Great Britain, the Suez Canal Co., Germany, and the United States are compared in detail below in Table I. The provisions in the four sets of gross tonnage rules under consideration in regard to spaces exempted from measurement may be compared as follows: 1. Double-bottom spaces used for water ballast are exempted from measurement, unless (in the case of the national but not of the Suez Rules) they are available for cargo, stores, or fuel. The methods of measurement are such as to exempt spaces between the ship's frames and its floor beams. 2. The same below-deck spaces are included hi all four codes of measurement rules. 3. The application of the Moorsom system of measurement varies slightly with the different rides, and the under deck tonnage of the same vessel might be slightly different when measured by different rules. The treatment accorded each of the several above-deck structures and the below-deck spaces is shown for each of the four sets of rides in Table 1. Table I. — Measurement of gross tonnage under the measurement rules of Great Britain, the Suez Canal Co., Germany, and the United States. Portion of vessel. United Kingdom. Suez Canal. Germany. United States. Measured if "closed-in" and available for cargo, pas- Measured if "closed-in" under national and Suez Same as United Kingdom. Same as United Kingdom. but with stricter defini- sengers, crew, cr stores; rules; partly exempted tion of "closed-in." exempted if "open" or if "open" under national not available for cargo. rules, but closed-in under passengers, crew, or stores. Suez rules. Suez defini- tion of "closed-in" spaces stricter than in United Kingdom and Germany. do do ...do Do. do do do Do. do Measured if "closed-in" under Suez rules. .. do Do. do do do Do. Spaces for anchor gear, steering gear, and capstan. Exempted if above decks; measured if below decks. do Same as United Kingdom. do Exempted. Chart, lookout, and signal houses. .. ..do do do do Do. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 61 Table I. — Measurement of gross tonnage under the measurement rules of Great Britain, the Suez Canal Co., Germany, and the United States — Continued. Portion of vessel. United Kingdom. Suez Canal. Germany. United States. Donkey engine and boiler rooms. Same as United Kingdom . Same as United Kingdom. Measured if above decks and connected with en- gine room; exempted if not so connected. Exempted up to one-half per cent of gross tonnage; do Do. excess is measured. Sail room of sailing vessel . . Galleys, cookhouses, con- denser spaces, and bak- Exempted if above decks; measured if below decks. do Same as United Kingdom. Same as United Kingdom. eries. Skylights and domes Light and air spaces above Exempted. Owner given option for Owner given option for por- Owner given option under Same as United Kingdom. engine room. tion of space above up- Danube rule, but if meas- entire space above up- per deck. ured he forfeits certain exemptions; if German rule is applied they are measured. per deck. do Same as United Kingdom. ing room or for other special purpose; otherwise exempted. ..do do Do. measured spaces. Above decks 1 toilet for every 50 passengers, not do Do. bathrooms. exceeding a total of 12, and those used by the crew and officers are ex- empted. Those below decks are measured. Crew and officers' quarters. . Superstructures above first do Treated the same as the first Measured if "closed - in" Same as United Kingdom. Cabins and staterooms are deck that is not a deck tier of superstructures. under the national and exempted. to the hull. Suez rules; portions in way of side openings are exempted if "open" un- der the national rules, but "closed-in" under Suez rules. Shelters for deck passen- Exempted with consent of Exempted if "open" Exempted with consent Exempted with consent of gers on short voyages. Board of Trade. of Bureau of Registry. Commissioner of Naviga- tion. " Shelter deck " spaces Exempted if " open ' ' ac- Measured if "closed-in" Same as United Kingdom. Measured unless "open" cording to court decision under national and Suez according to rules of and Board of Trade in- rules; portions in way of Commissioner of Naviga- structions. Shelter decks side openings are ex- tion. are ordinarily exempted. empted if "open" under the national rules, but " dosed-in " under Suez rules. The presence of cargo requires measure- ment forever thereafter. Added to net tonnage for tonnage taxation. Exempted. Water ballast tanks (not double bottoms). Exempted if used exclu- sively for water ballast. Same as United Kingdom. Same as United Kingdom. Spaces under tonnage deck do do . ..do Do. , 62 MEASUREMENT OF VESSELS FOR PANAMA CANAL. By applying the several sets of rules described in this chapter to the measurement of the same vessel, the results obtained indicate the main differences in the rules. In the latter part of 1911 the surveyor at the port of New York, at the request of the Commissioner of Navigation, had the British, Suez, and American rules applied to each of eight vessels, and the American, German, and Suez rules were applied to two other vessels. In the note appended to this chapter the details of the measurement of each of these vessels are presented. The following summary table compares the gross tonnage of the eight vessels whose tonnage was determined by British, Suez, and American rules: Table II. — Gross tonnage of steamers measured by British. Suez, and American rules. Name of steamer. British rules. Suez Canal rules. American rules. 6.514.59 8.617.65 4, 434. 84 5,409.43 4.731.63 4,322.39 3,825.27 3,869.40 6,568.61 8,776.56 5, 477. 70 5, 580. 17 5, 100. 73 4,317.19 3, 778. 76 4.110.83 6,515.52 5 833 97 5,352.47 Ikala 3,939.63 4, 234. 19 5.215.65 5, 463. 82 5,581.09 The first vessel mentioned in Table II, the Kentuckian, is an American ship with three decks, and the second vessel, the Voltaire, is an English steamer, also with three decks. In measuring both vessels all three rules included in the measurement all spaces under the upper deck. In other words, the space under the upper deck was not treated as a shelter-deck space. The third ship mentioned, the Stephen, is a British vessel with two decks and a third deck treated by the British measures as a shelter deck. Under the Suez and American rules, however, the space under this deck was considered to be closed-in and for this reason, mainly, the gross ton- nage under the British rules is a thousand tons less than under the Suez and American rules. The Santa Rosalia is a British well-deck cargo steamer, to which the same below-deck tonnage is given by all three measurements. The differences in gross tonnage are due to the spaces exempted by the several rules as applied to superstructures. The Kirkdale and Ikala are two- decked British steamers, the gross tonnage of which, under the Suez and American rules, exceeds the tonnage under the British rules mainly because the Suez and American rules consider as closed large bridge spaces which are held under the British rules to be open. The Tunstall is a one- deck turret steamer built in Great Britain. Its under deck and turret tonnage by the three rules is nearly the same, but the gross tonnage of the vessel is made appreciably larger by the American rules than by the other two measurements because of the inclusion in the American measurement of large bridge spaces exempted by the other rules. The Benwood is a British freight steamer with one deck. Its tonnage under the Suez and American rules is greater than as measured by the British rules, because of the inclusion of superstructures which under the British rules were considered open. For most of the eight vessels listed in the preceding table the gross tonnage is made least by the British rules and highest by the American rules. The lower tonnage figures under the British rules are due mainly to the exemption of above-deck spaces which the American and Suez rules consider closed, and thus subject to measurement. The Suez gross tonnage is somewhat less than the American, because the Suez rules consider open, and thus exempt from measurement, certain above-deck spaces that are not exempted by the American rules. The following table compares the gross tonnage of two German vessels as determined by the application of the Suez, German, and American rules. The Patricia mentioned in the table is a relatively large freight and passenger steamer with four decks. The Duisburg is a medium-sized two-deck cargo steamer. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 63 Table III. — Gross tonnage of two German steamers measured by Suez. German, and American rules. Name of steamer. Suez Canal German rules. rules. American rules. Patricia. .. Duisburg . 14.453 5.255 14,466 4.496 14,466 5,156 The measurements of the steamer Patricia under the German rules were accepted by the American admeasurers at New York without change. The Suez rules exempted portions of superstructures that were included in the German and American measurements. The wide discrepancy between the gross tonnage of the Duisburg, as measured by the German rules and as determined by the American and Suez rules, is due to the exemption, under the German rules, of large spaces which the other rules considered as "closed-in" and subject to measure- ment. The German definition of open and closed superstructures follows the English definition and practice, whereas the Suez and American rules, as has been explained, consider super- structures as closed-in whenever they are or may be used for the accommodation of passengers and cargo. The effect of the definition of closed and open spaces upon the tonnage of vessels is well illustrated by the Duisburg. Under the German and British law the bridge house and poop of this ship were considered as open spaces above the upper deck. The surveyor of New York, however, considered the bridge and a part of the poop as permanent closed-in spaces, and added 1,817 cubic meters, equal to 642 tons, to the vessel's gross tonnage. When measured by the Suez rules, the entire poop and bridge, were treated as closed-in, and 2,173 cubic meters, equiva- lent to 767 tons, were added to the vessel's gross tonnage. Other variations in the measured spaces account for the difference in the Duisburg' s tonnage as determined by the Suez, German, and American rules. Details of the Measurement and Tonnage of Vessels to which the British, Suez, American, and German Measurement Rules were Applied in the Determination of Gross Tonnage. 1 vessels to which the measurement rules were applied. The steamship Kentuchian is an American steamship, representative of the fleet of the American-Hawaiian Steam- ship Co., the largest American fleet which will make use of the canal. She is described as a three-decked ship, but Lloyd's Register describes her as a two-decked ship with deep framing and a shelter deck. The ship is a freight steamer with accommodations, however, for a number of cabin passengers. She carries 280,000 gallons of oil as fuel, the daily consumption being 10,000 gallons at a speed of about 11} knots. The British steamship Voltaire is a passenger and freight steamer belonging to the Lamport & Holt Line, of the type in trade between New York and Rio Janeiro. She is a three-decked ship with 1,200 tons coal capacity, and, on an average daily consumption of 60 tons, steams at a speed of about 12 knots. The British steamship Stephen is a freight steamer, with accommodations for some passengers, of the type in trade between New York and the River Amazon, owned by the Booth Steamship Co. She has two decks and a shelter deck, with a coal capacity of 1,100 tons, and, on 32 tons consumption per day, has an average speed of about 11 knots. The steamship Santa Rosalia is a modern British well-deck cargo carrier, steaming 10 knots, on a daily coal con- sumption of 33 tons, and has 1,896 tons coal capacity. The British steamship KirMale is a two-decked ship (spar decki cargo steamer, steaming 10 knots, on a daily coal consumption of 30 tons, with a coal capacity of 1,800 tons. The British steamship Ihala is a two-decked ship to which at New York the surveyor of customs appears to have added the bridge space, making substantially the difference between the American and British measurement. This bridge space was not included in the Suez Canal certificate issued in 1901. If, however, cargo should be carried in that space hereafter it would be added to the Suez measurement. The steamship Ihala is being converted into an oil-burning steamer. The British steamship Tunstall is a one-decked (turret) steamer. The British steamship Benwood is a one-decked freighter. The bridge and poop were added to the gross tonnage at New York on the ground that they were permanent closed-in spaces. The German steamship Patricia, of the Hamburg-American Line, was built in 1899, and is a four-decked passenger and freight steamer, steaming from 12 to 13 knots, on a daily coal consumption of 96 tons, and has a coal capacity of 1,620 tons. 1 These details are copied with certain changes and abbreviations from the statement submitted by the Commissioner of Navigation to the Committee on Interstate and Foreign Commerce of the House of Representatives, Jan. 20, 1912. Consult Hearings before Committee on Interstate and Foreign Commerce, House Doc. No. 6S0, 62d Cong., 2d sess., pp. 857-S72. 64 MEASUREMENT OF VESSELS FOR PANAMA CANAL. The German steamship Duisburg is a cargo vessel of 12 knots; daily coal consumption, 40 tons; coal capacity, 1,000 tons; built for trade between Germany and Australia. Under the German and British laws the bridge house and poop are reckoned as shelter spaces above the upper deck not permanently closed-in. The surveyor at New York, in November, 1910, treated the bridge and part of the poop as permanent closed-in spaces, adding 1,817 cubic meters to the vessel's gross tonnage. At Suez the entire poop and bridge are treated as closed-in with a consequent addition of 2,173 cubic meters. AMERICAN-HAWAIIAN STEAMSHIP " KENTUCKIAN." [Measured at New York, Nov. 22, 1911. Built at Sparrows Point, Md., 1910.] Description and dimensions. — Register length, 403.2 feet; register breadth, 53.7; register depth, 28.1; height under spar deck, 7.5; tonnage length, 415.4; number of divisions of length, 16; tonnage depth amidships, 27.7; number of divisions of depth, 6; number of decks, 3; number of masts, 2; head, plain; stern, elliptic. Tonnage under the measurement rules of the United States. Tons. Under tonnage deck (including feed-water tank) 4, 908. 20 Between deck 1, 441. 44 Deck houses 104. 24 Side houses 47. 16 Skylight .08 Companionway .48 Excess of hatchways 13. 92 Gross tonnage 6, 515. 52 Tonnage under the laics of Great Britain. Tons. Under tonnage deck (including feed-water tankl 4, 825. 77 Between decks 1, 450. 24 Deck houses 104. 24 Side houses , 47. 16 Second tier: Roundhouses 65. 17 Chart room 7. 52 Skylight .08 Companionway .48 Excess of hatches 13. 93 Gross tonnage 6, 514. 59 Tonnage under the Suez rules. Tons. Under tonnage deck (including feed-water tank under boiler and engine) 4, 825. 77 Between decks 1, 450. 24 Deck houses 104. 24 Side houses 47. 16 Roundhouses 65. 17 Skylight and companionway .56 Galley, cookhouses, water-closets, and lavatories, exclusively used for officers and crew 15. 77 Chart house, lookout house, signal house, wheelhouse, and steam stearing gear 45. 90 Excess of hatchways 13. 65 Gross tonnage 6, 568. 61 BRITISH STEAMSHIP "VOLTAIRE," OF LIVERPOOL. 1 [Built of steel, at Portick, 1907.) Descriptions and dimensions. — Number of decks, 3; number of masts, 2; head, straight; stern, elliptic; register length, 485.3 feet; register breadth. 58.25 feet; register depth, 26.2 feet. Tonnage stated in the British register issued at Liverpool, Mar. IS, 1907. Tons. Under tonnage deck 6, 023. 52 Between decks 1, 956. 91 Deck houses 560. 31 Side houses 30. 02 Chart house 6. 10 Light and air 40. 79 Gross tonnage 8, 617. 65 1 There being no omissions not authorized by the laws of the United States, the British tonnage was accepted by the New York surveyor. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 65 Tonnage stated in the Suez Canal certificate issued by the British Board of Trade, Mar. 30, 1911. Tons. Under tonnage deck 6, 064. 00 Between decks 1, 956. 91 Roundhouses 605. 30 Side houses 30. 02 Galleys, cookhouses, water-closets, lavatories, and bathrooms 93. 14 Wheelhouse, chart house, etc ■ 27.19 Gross tonnage 8, 776. 56 THE BRITISH STEAMSHIP "STEPHEN." [Built of steel, in 1910, on the Tyne.J Dimensions. — Registered length, 376.5 feet; registered breadth, 50.3 feet; registered depth, 23.6 feet. Tonnage under measurement rules of the United States. Tons. Under tonnage deck 3, 607. 36 Forecastle 84. 92 Bridge space 303. 10 Poop 177. 78 Side houses 7. 62 Deck houses 196. 78 Light and air 57. 28 Upper between decks added 968. 94 Light and air added 54. 99 Excess hatchways added 11. 55 Gross tonnage 5, 470. 32 Tonnage stated in British certificate. Tons. Under tonnage deck 3, 607. 36 Forecastle 84. 92 Bridge space 303. 10 Poop 177. 78 Side houses 7. 62 Deck houses 196. 78 Light and air 57. 28 Gross tonnage 4. 434. 84 Tonnage stated in Suez Canal certificate. Tons. Under tonnage deck 3, 607. 36 Between decks 1, 256. 41 Bridge space 347. 07 Roundhouses 115. 26 Side houses 2. 52 Galley, cookhouses, water-closet, and bath 70. 53 Chart house, wheelhouse, etc 46. 68 Excess hatchways 31. 87 Gross tonnage 5, 477. 70 BRITISH STEAMSHIP "SANTA ROSALIA," OF LONDON. [Built of steel at port Glasgow, 1911.] Description and dimensions. — Number of decks, 2; number of masts, 2; head, plain; stern, elliptic; register length, 406 feet; register breadth, 52.6 feet; register depth, 27.7 feet. Tonnage stated in the British register, issued at London, Oct. 11, 1911 . Tons. Under tonnage deck 4, 969. 98 Houses under bridge 50. 16 Side houses under forecastle 68. 22 Houses under poop 10. 85 Side houses 34.00 Deck houses 96. 75 Chart house 3.99 Light and air 138. 67 Excess hatchways 36. 81 Gross tonnage 5, 409. 43 66 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Tonnage under the measurement rules of the United Slates. Tons. Under tonnage deck 4, 969. 98 Houses under bridge 50. 16 Side houses under forecastle 68. 22 Houses under poop 10. So Side houses 34. 00 Deck houses ' 96. 75 Chart house 3. 99 Light and air 137. 24 Excess hatchways 32. 76 Bridge space added 323. 27 Poop added 106. 75 Gross tonnage 5, 833. 97 Tonnage stated in the Suez Canal certificate, issued by the British Board of Trade, Oct. S3, 1911. Tons. Under tonnage deck 4, 969. 98 Forecastle. . .'. 64. 13 Bridge space 324. 26 Poop 16. 48 Roundhouses 81. 15 Galleys, cookhouses, water-closets, lavatories, and bathrooms 32. 36 Wheelhouses, chart house, house for donkey boiler, and other closed-in spaces used for working the ship. ... 54. 27 Hatchways 37. 54 Gross tonnage 5, 580. 17 BRITISH STEAMSHIP "KIRKDALE," OF GLASGOW. [Built of steel at port Glasgow, 1909.) Description and dimensions. — Number of decks, 2; number of masts, 2; head, plain; stern, elliptic; register length 400 feet; register breadth, 51.85 feet; register depth, 26.9 feet. Tonnage stated in British register, issued at Glasgow, Dec. 16, 1909. Tons. Under tonnage deck 4, 491. 77 Forecastle and sides 60. 15 Side houses 43. 72 Deck houses 53. 85 Chart house 4. 85 Light and air 34. 49 Excess hatches 36. 80 Gross tonnage 4, 731. 63 Tonnage Under the measurement rules of the United Stales. Tons. Under tonnage deck 4, 491. 77 Forecastle 66. 15 Side houses 43. 72 Deck houses 53. S5 ( 'hurt house 4. 85 Light and air 34. 49 Excess hatches 25. 77 Bridge space added 388. 31 Poop space added 165. 45 Light and air added 7s. 11 Gross tonnage 5, 352. 47 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 67 Tonnage stated in Suez Canal certificate, issued by the British Board of Trade, Jan. 8, 1910. T Under tonnage deck 4, 491. 77 Forecastle 66. 21 Bridge space 271. 50 Poop 4S. 90 Roundhouses 158. 28 Galleys, cookhouses, water-closets, lavatories, and bathrooms \ 22. 74 Wheelhouse, chart house, and steering house 14. 37 Hatchways 26. 96 Gross tonnage 5, 100. 73 BRITISH STEAMSHIP "IKALA," OF LIVERPOOL. [Built of steel at Yoker, 1901.] Description and dimensions. — Number of decks, 2; number of masts, 2; head, plain; stern, elliptic; register length, 385.1 feet; register breadth, 48.7 feet; register depth, 27.05 feet. Tonnage stated in British register, issued at Liverpool, July 8, 1901. T Under tonnage deck 4, 036. 82 Poop 109. 94 Roundhouses 85. 24 Forecastle 34. 44 Excess hatchways 26. 93 Light and air 29. 02 Gross tonnage 4, 322. 39 Tonnage as amended by application of the measxirement rules of the United States at Neic York, May 18, 1910. Tons. Under tonnage deck 4, 036. 82 Poop 109. 94 Roundhouses 85. 24 Forecastle 34. 44 Excess hatchways 26. 93 Light and air 29. 02 Light and air added 93. 96 Bridge added 268. 62 Gross tonnage 4, 684. 97 Tonnage stated in the Suez certificate, issved by the British Board of Trade, July 11, 1901. Tons Under tonnage deck 4, 036. 82 Poop 109. 94 Forecastle 34. 44 Roundhouses 77. 94 Galleys, cookhouses, water-closets, and bath 17. 42 Wheelhouse, chart house, etc 13. 67 Hatches 26. 96 Gross tonnage 4, 317. 19 BRITISH STEAMSHIP " TUN'STALL." OF WEST HARTLEPOOL. [Built of steel at Sunderland, 1907.] Description aivl dimensions . — Number of decks. 1; number of masts, 2; head, plain; stern, elliptic; register length 350 feet; register breadth. 50.1 feet; register depth, 22.4 feet. Tonnage stated in British register, issued at West Hartlepool, Feb. _'/. 7907. Tons Under tonnage deck 3. 127. 77 Turret 467. 26 House in bridge 7. 40 Poop 65. 31 Forecastle (houses in) 4. 98 Roundhouses 66. 54 Side houses .84 Excess hatches 27. 68 Light and air 57. 49 Gross tonnage 3, 825. 27 68 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Tonnage as amended by application of the measurement rules of the United States, at Tampa, Fla., Nov. 27, 1907. Tons. Under tonnage deck, including turret 3, 595. 03 Poop 65. 31 Forecastle 4. 98 Excess hatchways 27. 68 Bridge 240. 28 Less space above engine 20. 22 Less donkey boiler and stack casing 30. 16 Less hatch wavs 18. 05 68.43 ' 171. 85 Bridge house , 7. 40 Roundhouses 66. ">4 Side houses .84 Gross tonnage 3. 939. 63 Tonnage stated in the Suez Canal certificate, issued by the British Board of Trade. Feb. 87, 1907. Tons Under tonnage deck 2. 995. 71 Forecastle 5. 20 Poop 65. 31 Turret 526. 90 Roundhouses 67. 41 Side houses .84 Galleys, cookhouses, water-closets, lavatory, and bath 22. 04 Wheelhouse, chart house, etc 67. 66 Hatches 27. 69 Gross tonnage 3, 778. 76 BRITISH STEAMSHIP "BENWOOD," OF LIVERPOOL. [Built of steel at Stockton-on-Tees, 1910.] Description and dimensions. — Number of deck.'', 1 : number of masts, L': head, plain'etern, elliptic: register length, 345 feet: register breadth. 51.2 feet: register depth, 25.4 feet. Tonnage stated in the British register, issued at Liverpool Jan. 12, 1910. Tons Under tonnage deck ! 3, 671. 83 Poop 28. 90 Side houses 30. 62 Deck houses 92. 46 Trunk hatch .24 Excess hatches 45.35 Gross tonnage 3. 869. 40 Tonnage as amended by application if the lairs if tin United States at Xeir Yuri:. Nov. 9, 1911. Tons Under tonnage deck 3, 671. 83 Poop 28. 90 Side houses 30. 62 Deck houses , 92. 46 Trunk hatch .24 Bridge, added 253. 08 Poop, added 109. 68 Excess hatches 47. 38 Gross tonnage 4. 234. 19 Tonnage staled in the Sue: f'anal certificate, issued by the British Board of Trade, at. Liverpool, 1910. Tons Under tonnage deck 3, 671. 83 Forecastle .07 Bridge space 194. 99 Poop 84. 58 Roundhouses • 83. 79 Galleys, cookhouse, water-closets, etc 17. 26 Wheelhouse, chart house, etc 13. 20 Excess hatches 45. 11 Gross tonnage 4, 110. 83 MEASUREMENT OF VESSELS FOE PANAMA CANAL. 69 GERMAN STEAMSHIP " PATRICIA. " OF HAMBURG. 1 [Built at Stettin, of steel, 1S99.] Description and dimensions. — Number of decks, 4; number of masts, 4: head, plain: stern, round; register length, 560.12 feet; register breadth, 62.25 feet; register depth. 44.96 feet. Tonnage stated in the German register, issued at Hamburg Oct. SO, 1910. Cubic meters. Tons. Under tonnage deck 22, 938. 9 Between deck 6, 700. 3 Between decks 1 and 2 6, 828. 7 Under bridge deck 1, 868. 6 Other spaces 2. 645. Gross tonnage 40. 981. 5 14, 466. 48 Tannage, stated in the Suez Canal certificate, issued at Hamburg Oct. 2, 1910. Cubic meters. Tons. Under tonnage deck 22, 938. 9 Between deck 6, 700. 3 Between decks 1 and 2 6, 82S. 6 Bridge houses 2, 120. 1 Houses 2, 189. 2 Steering gear, navigation rooms, chart, etc 167. 1 Gross tonnage : 40, 944. 2 14, 453. 3 GERMAN' STEAMSHIP "DUISBtTRG," OF HAMBURG. [Built at Flensburg, of steel, 1900.) Description and dimensions. — Number of decks, 2; number of masts, 2; head, plain: stern, round; register length, 118.66 meters=389.2 feet: register breadth, 14.63 meters=48 feet; register depth. 8.67 meters=28.43 feet. Tonnage stated in the German register, issued at Hamburg. July 1. 1907. Culric meters. Tons. Under tonnage deck 12, 079. 742 Poop 117. 674 Forecastle 210. 176 Other spaces 311. 936 Excess hatches 17. 852 Gross tonnage 12. 737. 380 4, 496. 295 Tonnage under measurement rules of the United States. Cubic meters. Tons Under tonnage deck 12. 079. 742 Poop * 117. 674 Forecastle 210. 176 Other spaces 311. 936 Excess hatches as measured 69. 460 Bridge and part of poop (added i 1, 817. 861 Gross toniL.ge 14. 606. 849 5, 156. 21 Tonnage stated in the Suez Canal certificate, issued at Hamburg July 9. 1907. Cubic meters. Tons. Under tonnage deck 12, 079. 700 Poop and bridge 2, 173. 579 Forecastle 202. 296 Roundhouses 274. 921 Galley, cookhouse, water-closets, and bath 59. 723 Wheelnouse, chart house, etc 58. 243 Hatches 40. 233 Gross tonnage 14. 888. 7 5, 255 71 1 There being no omissions not authorized by the laws of the United States, the German tonnage was accepted by the New York surveyor. CHAPTER V. NET TONNAGE. 71 CHAPTER V. NET TONNAGE. The gross tonnage of a vessel includes its entire closed-in capacity; the net tonnage is, approximately, a vessel's capacity available for cargo and passengers. The gross tonnage, as has been explained, is obtained by measuring the contents of the closed-in spaces above and below the upper deck and by dividing the contents thus obtained by 100, if in cubic feet, or by 2.83, if in cubic meters. The net tonnage is ascertained by deducting from the spaces included within the gross tonnage the spaces required for the crew, for the navigation of the ship and for propelling power. A vessel ton, net or gross, is 100 cubic feet, or 2.83 cubic meters. A vessel's net tonnage is its earning capacity in units of 100 cubic feet or 2.83 cubic meters. These definitions state what gross and net tonnage theoretically are and what they would be in practice, if uniform and exact measurement rules were applied in the same manner in all countries. As a matter of fact, however, the rules for the measurement of vessels to determine their gross and net tonnage are not the same, and the interpretation and application of the rules are not uniform. Vessels of identical construction may vary widely as to gross tonnage, and especially as to net tonnage, when measured and registered in different countries. It is to be hoped that this may not always be the case. It is highly desirable that there should be uniform practice the world over as regards the vessel spaces to be included in gross tonnage, and as regards the spaces to be deducted therefrom in calculating net tonnage. If international unity in vessel measurement and tonnage is ever secured, it wdl presumably be brought about by the general adoption by all countries of a set of measurement rules based upon the two principles that must underlie any logical or consistent code of rules; i. e., that gross tonnage shall include the vessel's entire closed-in capacity, and that net tonnage shall include the actual space available for the stowage of cargo and the accommodation of passengers ; or, stated differently, that gross tonnage shall represent the entire closed-in volume, and net tonnage the actual earning capacity. These principles were the basis of the measurement rules formulated for the Suez Canal Co. by the International Tonnage Commission at Constantinople in 1873, and have since been maintained by the company in interpreting and enforcing the rules. The Panama measure- ment rules recommended in this report are believed to carry out, even more fully than the Suez rules do, the principles that gross tonnage shall equal the entire closed-in volume of vessels and net tonnage the actual earning capacity. The Suez rules and those recommended for Panama, though varying in certain details, are not so dissimilar as to make their unification seem especially difficult. Should future events harmonize these two sets of rules so that either a Suez or a Panama tonnage certificate will be accepted at either of the canals, a strong reason, and possibly a con- trolling reason, will exist for the complete international unification of vessel measurement and tonnage. The problems to be dealt with in bringing about common rules and common practice are indicated by the discussion of gross tonnage in the preceding chapter and of net tonnage in the following pages. The spaces deducted from those included in gross tonnage to ascertain a vessel's net tonnage are of two general categories: (1) Those required for propelling power, and (2) those required to house other machinery, to accommodate the ship's personnel, and, in general, the non-exempted spaces, other than those occupied by the engines and fuel, required for the navigation of the ship. The deducted spaces of the second category may be either in the hull of the vessel below the 61861°— 13 6 73 74 MEASUREMENT OF VESSELS FOE PANAMA CANAL. uppermost full-length deck or may be in "permanently covered and closed-in spaces" on or above that deck. The space deducted for propelling power — the space occupied by the engine room, fuel, and the shaft tunnel — is determined by the application of one or more of three rules: 1. The British Board of Trade percentage rule provides that the deduction for pro- pelling power shall be 32 per cent of the gross tonnage in the case of vessels with screw pro- pellers, when the space occupied by engine and boiler rooms is more than 13 and less than 20 per cent of the gross tonnage of the vessel; and shall be 37 per cent of the gross tonnage in the case of vessels with paddle wheels when the space occupied by the engine and boiler rooms is more than 20 and less than 30 per cent of the gross tonnage. To screw-propelled vessels whose actual engine-room space does not come between 13 and 20 per cent of the space included within gross tonnage, and to vessels propelled with paddle wheels whose engine-room space does not come between 20 and 30 per cent of the space included in gross tonnage, the following rule is applied to determine the tonnage to be deducted for propelling power. 2. The Danube rule stipulates that the deduction for propelling power shall be the actual volume or space occupied by the engine and boiler rooms, with the addition of 75 per cent in the case of screw-propelled vessels and with the addition of 50 per cent in the case of vessels propelled by paddle wheels. This is the rule enforced by the Suez Canal Co. for all vessels having movable coal bunkers. In the case of vessels having fixed bunkers the Suez rules allow vessel owners to choose between the Danube rule and the following rule. 3. The actual-volume, or the so-called German, rule provides that the deduction for pro- pelling power shall, in the case of vessels with fixed bunkers, be the tonnage of the space actually occupied by the engine and boiler rooms and fixed bunkers. This ride originated in England and not in Germany, and does not now prevail in Germany. It was, however, in force for a while in Germany and came to be called the German rule in contrast to the British or per- centage ride. In all cases the engine and boiler rooms include the spaces actually occupied by the engines and bofiers and by the shaft tunnel or tunnels when the vessel is screw-propelled and the spaces framed-in around the funnels and within the light and air casings above the engine and boiler rooms. It will be explained later, however, that the measurement rides prevading in different countries treat the light and air and funnel spaces above the engine rooms differently, some rules including more of those spaces than do other rides. The history and a critical discussion of the rules concerning the deduction of propelling power spaces are presented in Chapter IX of this report. An analysis and comparison of the British, Suez, German, and American measurement rules as regards the provisions concerning the deductions for propelling power and the deduc- tions allowed for the housings and spaces required for machinery other than propelling power, and for officers' and crew's quarters — i. e., the spaces occupied by the men, stores, appliances, facilities, and machinery required for the operation and navigation of the ship — will reveal the factors to be considered in formulating rules for the measurement of vessels using the Panama Canal, and wdl show to what extent the four sets of rules compared adhere to, and to what extent they disregard, the principle that net tonnage should include and accurately express the actual earning capacity of merchant vessels. The Panama rules will thus be framed with knowledge of the main provisions of existing rules, and may be formulated with a view to avoiding those provisions of the existing rules that do not tally with the principle that net tonnage should accurately state the merchant vessel's earning capacity. BRITISH NET-TONNAGE RULES. The largest deductions from gross tonnage to determine net tonnage are for the spaces occupied by the engines, the ship's fuel, the shaft tunnels, and the light and air and framed-in funnel spaces above the engine room. For most freight vessels under the British flag, the deduction for propelling power is 32 per cent of the gross tonnage, such vessels being for the MEASUEEMENT OP VESSELS FOE PANAMA CANAL. 75 most part screw steamers so constructed as to bring the engine-room space somewhat above 13 per cent and somewhat under 20 per cent of the entire space included in gross tonnage. For the comparatively small tonnage of paddle-wheel steamers, the deduction for propelling power is 37 per cent of the gross tonnage when the engine and boiler room spaces come between 20 and 30 per cent of the entire space included in gross tonnage. The British meas- urement rules provide that, as regards screw steamers whose engine-room space does not come between the 13 to 20 per cent limits and paddle-wheel steamers whose engine-room space does not come between the 20 to 30 per cent limits: The deduction shall, if the Board of Trade and the owner both agree thereto, be estimated in the same manner, but either they or he may. in their or his discretion, require the space to be measured and the deduction estimated accordingly; and whenever the measurement is so required the deduction shall consist of the tonnage of the space actually occupied by or required to be inclosed for the proper working of the boilers and machinery, with the addition in the case of ships propelled by paddle wheels of one-half, and in the case of ships propelled by screws of three-fourths, of the tonnage of the space; in the case of ships propelled by screws the contents of the shaft trunk shall be added to and deemed to form part of the space. In actual practice, the Board of Trade applies the Danube ride in deducting propelling power spaces in the case of screw-pro polled vessels whose engine-room space does not exceed 13 per cent of the entire space included in the gross tonnage and in the case of paddle-wheel vessels whose engine-room space does not exceed 20 per cent of the entire space included within gross tonnage. The deduction for propelling power space in vessels of relatively high power whose engine-room space, for screw-propelled ships, is 20 per cent or more of the space included in gross tonnage, or (for paddle-wheel steamers) 30 per cent or more of the space included in gross tonnage, is determined by applying the Danube rule. The owner of high-powered vessels being given the choice between the Board of Trade or percentage rule and the Danube rule for determining the space deductions for propelling power would naturally prefer the latter, because the Danube rule would secure a larger deduction. The British act of 1907, however, provides that the total deduction for propelling power space shall, beginning with the 1st of January, 1914, not exceed 55 per cent of the vessel's tonnage remaining after other deductions than those for propelling power have been made. The British or percentage rule for the deduction of propelling power space is favorable to ordinary freight ships which constitute the major share of the merchant marine under the British flag. Most freight vessels are so constructed that the actual space occupied by the engine and boiler rooms, shaft trunks, and the light and air and framed-in funnel spaces below the upper deck but slightly exceeds 13 per cent of the entire space included within gross tonnage. In the case of a vessel of 6,000 tons gross, whose engine and boiler rooms (including shaft tunnel and measured light and air and funnel spaces) equal 14 per cent of the entire space included in gross tonnage, the deduction for propelling power would be 1,920 tons (32 per cent of 6,000). The deduction for propelling power which this vessel would secure under the Danube rule would be 24£ per cent of the gross tonnage (14 per cent multiplied by If), or 1,470 tons. In addition to the allowances made for propelling power under the British rules the fol- lowing spaces are deducted from gross tonnage in determining net tonnage: 1. Crew spaces. The law requires that vessels shall provide at least 120 cubic feet and at least 15 superficial feet of space per man. The space per man in the sleeping quarters shall not be less than 72 cubic feet and 12 square feet of floor area. The spaces may be above or below deck. 2. The master's cabin, when used exclusively by him, and the engineers and officers' accom- modations, mcluding berths, mess rooms, and reasonable toilet facilities for then - exclusive use. 3. The space occupied by boatswains' stores. 4. The space occupied by the helm, capstan, and anchor gear, and the space required for storing charts, signals, and other instruments of navigation. When these spaces are above deck, however, they are not included in gross tonnage and consequently are not deducted therefrom. 76 MEASUREMENT OF VESSELS FOE PANAMA CANAL. 5. The space occupied by the donkey engine and boiler when they are connected with the pumps. When the donkey engine and boiler are housed above deck, the space is not included in the gross tonnage and accordingly is not deducted; when connected with the engine room they are deducted as part of the machinery space. 6. Water ballast tanks such as after, peak, and deep tanks. Double-bottom ballast spaces are exempted from gross tonnage. 7. Galleys, bakeries, toilets, and bathrooms for the accommodation and use of the officers, engineers, and crew are deducted if below decks. When such spaces are above decks they are omitted from measurement. 8. In the case of sailing vessels, a space not exceeding 2\ per cent of the vessel's gross tonnage maj' be deducted when the space is set apart for the storage of sails. As was stated in the discussion of gross tonnage, the British rules provide that spaces- occupied by deck loads are not included within gross tonnage. The space occupied by deck cargoes are, however, measured and added to the net tonnage upon which dues are payable. Deck cargo spaces are not a part of net tonnage, but are merely added to the tonnage upon which dues or taxes are payable. The "Certificate of Survey," or toimage certificate issued by the surveyors of the British Board of Trade, is reproduced as Form 1, page 52. The certificate enumerates the spaces that the British acts stipulate may be deducted from gross tonnage in the calculation of net tonnage. THE SUEZ NET-TONXAGE RULES. The Suez Canal Co.'s measurement rules, which were formulated by the International Tonnage Commission that met in Constantinople in 1873, apply the Danube instead of the percentage rule in the deduction of spaces for propelling power. The Suez rules also differ from those in force in Great Britain and other countries regarding the deductions for other spaces than those occupied by propelling power. The Suez rules stipulate, in general, that the following deductions shall be made for the spaces devoted to propelling power: The spaces occupied by the engines, boilers, coal bunkers, shaft trunks of screw steamers, and the spaces between decks and in the covered and closed-in erections on the upper deck surrounding the funnels and required for the intro- duction of air and light into the engine rooms and for the proper working of the engines themselves. Such deductions shall not exceed 50 per cent of the gross tonnage. In the case of tugs, however, the propelling-power deductions are not limited to 50 per cent of the gross tonnage. The deductions made for the above-named spaces are always determined, in the case of ships having coal bunkers with movable partitions, by applying the Danube rule; that is, the space actually occupied by the engine room, the boiler room, shaft tunnels in screw-propelled vessels, and the spaces framed in between decks for the funnels and for the admission of air and light into the engine room are measured, and the volume of the spaces thus found by measurement is increased by 75 per cent, in the case of screw-propelled vessels, and by 50 per cent, in the case of ships with paddle wheels. The Suez regulations provide that the owner of vessels with fixed coal bunkers may decide whether the deductions for propelling power shall be made by applying the Danube rule or by measuring the actual space occupied by machinery and fuel. If the actual space is measured for deduction, the deductions include the entire spaces framed in around the funnels and the entire spaces required for the admission of light and air into the engine rooms, above as well as below the upper deck. The rule as to the deduction of light and air and framed-in funnel spaces under the Danube rule has, since 1904, been somewhat flexible. Such spaces located between decks and below a "shelter deck" which the Suez rules treat as closed-in are always included in the engine room, but such spaces when located in inclosed deck erections above the first tier may or may not be included, as the owner may elect; but if the owner elects to have them included in the engine-room space, he thereby forfeits certain exemptions otherwise granted by the rules of 1904. This question is discussed and fully explained in Chapter IX upon the Deductions for Propelling Power. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 77 The deductions other than those for propelling power provided for by the Suez measurement rules include: 1. Spaces for the accommodation of the crew. The accommodations for clerk, purser, stewards, and for the passengers' servants are not included in the deduction. 2. Quarters occupied by the officers. The captain's cabin is not deducted. The cabins occupied by the ship's doctors are deducted when actually occupied by the doctors. 3. Spaces above and below deck occupied by the cookhouses, galleys and bakeries that are exclusively for the use of the officers, engineers, and crew. 4. Spaces for the anchor gear and the capstan and for working the helm if above decks. 5. Rooms for keeping the charts, signals, and other instruments of navigation if above decks. 6. The mess room or rooms for the exclusive use of the officers and engineers, but no deduc- tion is allowed for officers' mess rooms upon ships that carry passengers without providing a mess room for passengers. 7. Bathrooms and lavatories, latrines and closets for the exclusive use of the ship's officers, engineers, and crew. 8. Spaces especially provided for the storage of electric searchlights and wireless-teleg- raphy appliances, provided these spaces are upon the upper deck. The total space allowed for deductions other than for propelling power shall not exceed 5 per cent of the entire space included within gross tonnage. The Suez Canal tonnage certificate reproduced in the preceding chapter, Form 3, enumerates the spaces which the Suez measure- ment rules allow to be deducted from gross tonnage to determine net tonnage. NET TONNAGE RULES OF GERMANY. The measurement rules prevading in Germany are practically the same as the British rules. As is customary in other countries, the deductions allowable in determining net tonnage are divided into two classes — spaces required for propelling power, and spaces for the accom- modation of the crew and for the navigation of the ship. The German measurement rules apply the British Board of Trade rule for propelling- power deductions in such a way as to produce the same results that British admeasurers secure when they apply the rule. When the engine-room space of screw-propelled vessels does not exceed 13 per cent, and when the engine-room space of paddle-wheel vessels is not in excess of 20 per cent of the space included within gross tonnage, the measurement boards in Germany must make the propelling-power deductions according to the Danube rule, unless the Bureau of Registry requires the application of the Board of Trade rule. The law in Germany gives the owner of the vessel no option as to the rule to be applied in making propelling-power deduc- tions for vessels whose engine-room spaces come under the 13 and 20 per cent limits. The British Board of Trade has the right to, and in practice does, require the propelling-power deductions in the case of such vessels to be made according to the Danube rule. Indeed, the practice of applying the Danube rule in such cases prevails in Germany as in Great Britain. When the engine-room space is 20 per cent or more of the space included in gross tonnage in the case of screw-propelled vessels and is 30 per cent or more in the case of vessels with paddle wheels, the owners of the vessels may choose whether the deductions for propelling power shall be in accordance with the Danube rule or the Board of Trade percentage rule. The Ger- man regulations are the same in this regard as the British. As indicated above, the treatment of light and air and funnel spaces above the engine room is slightly different under the German rules from the treatment under the British rules. Under the British rules — such portion of the space above the crown of the engine room and above the upper deck as is framed in for the machinery or for the admission of light and air shall not be included in the measurement of the space occupied by the propelling power except in pursuance of a request in writing to the Board of Trade by the owner of the ship; 78 MEASUREMENT OF VESSELS FOE PANAMA CANAL. whereas the German regulation is that — the cubic contents of the spaces above this deck (deck above the engine room) which are intended for lighting and ventilating the engine room are measured; and the total contents of these spaces is then added to the contents of the engine room. In other words, the German rules regularly include the entire light and air and funnel spaces in the measured engine-room spaces, whereas under the British rules the light and air and funnel spaces above the upper deck are included hi the measured engine-room spaces only upon consent of the Board of Trade granted upon the written request of the owner of the vessel. Such a request of the Board of Trade is made by the owner of a vessel when it is necessary to increase the space included hi the engine room slightly for the purpose of making the engine-room space of screw-propelled ships more than 13 per cent, and of paddle-wheel vessels more than 20 per cent, of the total space included in the vessel's gross tonnage. The measurement rules or regulations of Germany allow the following deductions of spaces required for the accommodation of the crew and for the navigation of the ship: 1. The spaces used exclusively by the crew whether above or below decks, i. e., sleeping, bathing, lavatory, and toilet rooms, except toilet rooms above decks, which are exempted from measurement. 2. The captain's cabin when used exclusively by the captain. 3. Galleys, cookhouses, and bakeries if below deck; if above deck, they are exempted. 4. Spaces, when located below decks, required for the steering wheel, gong signals, anchor, auxiliary or donkey engines and boilers. If they are above deck, the spaces are exempted from measurement. 5. Spaces used for storage of charts, signal devices, and other navigation instruments. 6. Spaces required for boatswains' stores. 7. Spaces used solely for water ballast. This does not include double bottoms for water ballast, which are exempted from measurement. 8. In the case of sailing vessels a space not in excess of 2i per cent of the gross tonnage may be deducted when the space is used exclusively for the storage of sails. As a part of Appendix VI, the three standard forms of German measurement certificates are reprinted in reduced size. Each certificate states what spaces shall be deducted from gross tonnage hi the calculation of net tonnage. The first of these certificates, that issued to decked vessels, is also printed as Form 4, page 57. THE AMERICAN NET-TONNAGE RULES. It was pointed out in Chapter IV that the American rules concerning gross tonnage differ materially from those in Great Britain. The American rules in the case of so-called shelter- deck vessels often include large spaces which the British rules exempt from measurement. As regards deductions from gross tonnage to ascertain net tonnage, however, the American rules are practically the same as the British. The differences between the net tonnage of a vessel measured under the British and American rules is due mainly to the different treatment of spaces included hi or exempted from gross tonnage. The deductions for propelling power provided for by the American rules are substantially the same as the deductions authorized by the British rules, the only difference between the British and American rules hi this regard being that the British rules permit, when the owner of the vessels and the Board of Trade agree thereto, the application of the percentage rule to the deduction of propelling-power spaces for screw-propelled vessels whose engine rooms occupy not to exceed 13 per cent of the space included withhi gross tonnage (or not to exceed 20 per cent in the case of vessels with paddle wheels). The American regulations require the applica- tion of the Danube rule to vessels whose engine-room space does not exceed 13 per cent for screw steamers and 20 per cent for paddle-wheel steamers. As a matter of fact, the Danube rule is MEASUREMENT OF VESSELS FOR PANAMA CANAL. 79 applied in England as in the United States in determining the propelling-power deductions for vessels of this class. The treatment of light and air and framed-in funnel spaces above the engine room is slightly different in the United States from the treatment in Great Britain. The engine-room space under the American and British rules includes the light and air and funnel spaces below the upper deck, but, if it is necessary to include in gross and net tonnage those spaces above the upper deck in order to bring the vessel within the 13-20 per cent or 20-30 per cent limits, the owner of an American vessel may request the Commissioner of Navigation to include in gross tonnage and in the engine-room space the entire light and ah- and funnel space above the engine room. Under these conditions, the owner of a British vessel would request the Board of Trade to include in the engine-room space only such portion of the light and air and funnel space above the upper deck as may be needed to make the engine-room space large enough to entitle the vessel to deductions for propelling power under the 32 (for paddle-wheel steamers 37) per cent rule. The deductions from gross tonnage other than for propelling power allowed under the American rules include the following spaces: 1. Spaces or compartments occupied by or appropriated to the use of the crew. The minimum space per seaman on steamers is 72 cubic feet, with at least 12 square feet per man of floor or deck space. The minimum space upon sailing vessels is 100 cubic feet with 16 square feet of floor or deck space. 2. Any spaces exclusively for the use of the master and reasonable in extent. 3. Spaces used exclusively for the working of the helm, the capstan, and the anchor gear. If such spaces are above deck, they are exempted from gross tonnage and thus are not deducted. 4. Spaces used for keeping charts, signals, and other instruments of navigation. 5. Spaces occupied by donkey engine and boiler if connected with the main pumps of the ship and are below deck. 6. Spaces required for boatswains' stores. 7. Galleys, bakeries, toilets, bathrooms for the accommodation of the officers, engineers, and crew when such spaces are below deck. If above deck, the spaces are exempted from measurement. 8. Water-ballast tanks other than double-bottom ballast spaces. Double-bottom spaces are exempted from measurement, except when they are used to store feed water or are availa- ble for cargo, stores, or fuel. 9. Spaces on sailing vessels for the storing of sails not exceeding 2 h per cent of the gross tonnage. In the preceding chapter, a blank American certificate of admeasurement is reproduced, Form 5, p. 59. The certificate states what spaces shall be deducted from gross tonnage in calculating net tonnage. COMPARISON OF THE BRITISH, SUEZ, GERMAN, AND AMERICAN NET-TONNAGE RULES. A brief comparison of the net-tonnage rules above analyzed will bring out the main differ- ences between the British, Suez, German, and American rules. In making this comparison, it should be borne in mind that in determining net tonnage no spaces are deducted that have not been previously included in gross tonnage. The four sets of rules above analyzed vary largely as to the inclusion and exemption of spaces within gross tonnage. This affects the spaces that may be deducted to determine net tonnage. If the deductions were the same under all the rules, the resulting net tonnages would be dissimilar, because of the wide variance in the rules as to gross tonnage. The provision contained in the four sets of rules regarding deductions for propelling power may be compared as follows: 1. In the United States, Germany, and Great Britain the deductions for engine-room and fuel spaces are made in accordance with the percentage rule for screw-propelled vessels whose 80 MEASUREMENT OF VESSELS FOE PANAMA CANAL. engine-room space is between 13 and 20 per cent — and for paddle-wheel steamers whose engine- room space is between 20 and 30 per cent — of the entire space included within gross tonnage. The deductions for propelling power in the case of screw and paddle-wheel steamers whose engine-room space does not exceed the 13 or 20 per cent limits are determined by the Danube rule in Great Britain, unless the owner and Board of Trade agree to apply the percentage rule. It is the practice of the Board of Trade to require the application of the Danube rule in such cases. In the United States the law requires the deductions for propelling power to be made in accordance with the Danube rule in the case of low-powered steamers under the 13 and 20 per cent limits. In Germany such steamers have their propelling power deductions made in accordance with the Danube rule, unless the Bureau of Registry orders the measure- ment boards to apply the percentage rule. It is the practice of the German authorities to apply the same rule that the Board of Trade adheres to. In all three countries the deduction for propelling power, in the case of vessels whose engine-room space is 20 per cent or more (in the case of paddle-wheel steamers 30 per cent or more) of the space included in gross tonnage, is determined by the application of the percentage rule or Danube rule, as the owner of the vessel may prefer. The measurement rules of the Suez Canal Co. require propelling power deductions to be made hi accordance with the Danube rule in the case of all vessels with movable bunkers. The owners of vessels with fixed bunkers may choose whether the propelling power deduction shall be made by applying the Danube rule or by measuring the actual space occupied by the engine room and bunkers. In practice the Danube rule is almost always applied. It is somewhat more favorable to the shipowner than the actual measurement rule would be. The Suez Canal Co. never makes propelling power deductions in accordance with the percentage rule. The maximum deduction for propelling power, except in the case of tugs, is limited by the Suez rules to 50 per cent of the gross tonnage. In Great Britain, on and after January 1, 1914, the maximum deduction allowed, except for tugs, will be 55 per cent of the tonnage remaining after deductions other than those for propelling power have been made. The American and German rules contain no limitations as to the maximum amount that may be deducted from gross tonnage in the calculation of net tonnage. The British, Suez, German, and American rules concerning deductions for navigation spaces other than for propelling power contain so many details that the provisions of the several laws may best be compared by summarizing the provisions in tabular form. Table IV states how the several spaces used for navigation, for the accommodation of the crew, and for stores are dealt with in each of the measurement rules under consideration. Table IV. — Deductions other than/or propelling- power under the measurement rules of Great Britain, the Suez Canal Co., Germany, and the United States. Portion of vessel. United Kingdom. Suez Canal. i Germany. United State?. Spaces for anchor gear, Not deducted if above decks, Deducted if above decks; not Same as United Kingdom. Same as United Kingdom. steering gear, and capstan. as they are exempted from measurement. Deducted if below decks. deducted if below decks. Not deducted if above decks, as it is exempted from do do Do. measurement. Deducted if below decks. Chart, lookout, and signal houses. do Sail room on sailing vessels. Deducted up to 2£ per cent of gross tonnage. Same as United Kingdom. Same as United Kingdom. Boatswain's stores do Deducted Deducted. i The following and all other general deductions may not in the aggregate exceed 5 per cent of the gross tonnage for Suez navigation. The 5 per cent does not include the light and air spaces above the engine room. In the United Kingdom, Germany, and the United States the national rules provide no maximum limit other than that the spaces deducted shall be reasonable in size for their intended purposes. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 81 Table IV. — Deductions other than for propelling power under the measurement rules of Gnat Britain, the Suez Canal Co., Germany, and the United States — Continued. Portion of vessel. United Kingdom. Suez Canal. Germany. United States. Donkey-engine and boiler room. Galleys, cookhouses, and bakeries. Light and air spaces above engine room. Toilets or lavatories and bathrooms. Crew and officers' quarters Master's cabin . Doctor's cabin. Deck loads . Water-ballast tanks (not double bottoms). Double bottoms If connected with engine room , i t is deduc ted as part of the machinery space; if above decks and not so connected, it is not meas- ured; in all other cases if connected with main pumps of ship it is de- ducted. Not deducted if above decks, as they are exempted from measurement; deducted if below decks. Portions above decks de- ducted as part of ma- chinery space if owner de- sires. Spaces below decks are deducted as part of machinery space. Deducted when serving de- ducted spaces exclusively. Above decks 1 toilet for every 50 passengers, not exceeding a totalof 12, and those used exclusively by crew and officers are ex- empted from measure- ment. Deducted if below decks and for exclusive use of crew and officers. Deducted (minimum of 120 cubic feet and 15 super- ficial feet). Deducted . do.... Added to net tonnage in special memorandum for tonnage taxation. Deducted if usedexclusively for water ballast. Not deducted if used exclu- sively for water ballast, as they are then exempted from measurement. De- ducted as part of ma- chinery space if used for fuel oil. If connected with engine room, it is deducted as part of the machinery space; if connected with pumps, steering gear, anchor gear, or other auxiliaries, it is deducted, but it is not de- ducted if used for hoisting cargo. Deducted when used exclu- sively for crew and officers. Spaces above decks are de- ducted in entirety under Danube rule as part of machinery space if owner desires, and are always deducted if German rule is applied. Spaces below decks are deducted as part of machinery space. Not deducted unless fitted with lockers, hammocks, etc., for use of crew or offi- cers, and serving crew or officers' quarters. Those used exclusively by crew and officers are de- ducted. Same as United Kingdom. .do. Deducted in entirety as part of machinery space. Deducted when serving crew or officers' quarters exclusively'. Same as in United King- dom. Deducted, with exception of those of master, purser, clerk, stewards, and cooks in passengersteamers,etc. Not deducted Deducted if actually occu- do pird by doctor. Not measured ! Not measured Deducted (minimum 3.5 cubic meters and 1.5 superficial meters). Deducted Not deducted ' Same as United Kingdom. Not deducted, as they are exempted from measure- ment. .do. Same as United Kingdom, Do. Spaces above decks are de- ducted in entirety as part of engine room if owner desires. Spaces below decks are deducted as part of engine room. Deducted when serving deducted spaces exclu- sively. Same as in United King- dom. Deducted (minimum 72 to 100 cubic feet and 12 to 16 superficial feet). Deducted. Do. Not measured. Same as United Kingdom, Do. Table IV indicates that crew spaces are deducted by all four sets of measurement rules, but the several rules differ as to the minimum amount of space that must be given each member of the crew. The Suez rules, it will be noted, limit the deductions for spaces, other than those required for propelling power, to 5 per cent of the space included within gross tonnage. 82 MEASUREMENT OF VESSELS FOR PANAMA CANAL. AU rules provide for the deduction of officers' and engineers' accommodations, including cabins, berths, and mess rooms. The Suez rules, however, are less liberal than the others in this regard. The cabins occupied by the master, purser, clerk, and, in the case of passenger steamers, by the stewards and cooks, are not deducted in calculating net tonnage. The Suez rules permit the doctor's cabin to be deducted only when the cabin is actually occupied by the doctor. The spaces occupied by galleys, bakeries, todets and bathrooms for the accommodation of the crew, officers, and engineers, are not included in net tonnage. Under the Suez rules such spaces are deducted whether situated above or below deck, but under the British, German, and American rules these spaces are deducted only when located below deck, for the reason that when such spaces are above deck they are not included in the gross tonnage. Spaces occupied by the steering gear, chain locker, houses for charts, signals, and other instruments of navigation, lookout houses, houses for donkey boder and engine connected with the main pumps are deducted from gross tonnage by the British, German, and American rules when such spaces are below decks. If the spaces are above decks they are exempted from measurement under the three national rules. The Suez rules deduct these spaces whether located above or below deck. The space occupied by the donkey engine and boiler when connected with the engine room is by the British, German, and American rules deducted as a part of the engine room space. When the donkey engine and boiler are not connected with the engine room the space occupied by them is not measured if it is above deck. Under the Suez rules, however, the donkey engine and boder, when located above deck, are measured into gross tonnage and deducted therefrom, if they are connected with the pumps, steering gear, or anchor gear, and are not used for hoisting cargo. Spaces required for boatswains' stores are deducted by the British, German, and American rules, but not by the Suez rules. The rules regarding the deductions for light and air and funnel spaces above the engine room are confusing. The British and German rules agree in deducting those spaces below the upper deck and in deducting a part of those spaces above the upper deck upon request of the owner of the vessel. The American rules provide for the deduction of the entire light and air and funnel space above the upper deck when the owner requests that space to be included in the engine room. The Suez rules provide for the deduction of the entire light and air and funnel space if the owner of the vessel desires to accept the conditions that accompany such deduction. When the deductions are made by the measurement of actual engine room and fuel spaces, the entire light and air and funnel spaces are included in the deductions under the Suez rules. The British and American rules deduct passageways when they serve deducted spaces exclu- sively. The German rules deduct passageways serving crew, engineers' or officers' quarters, while the Suez rules do not deduct passageways unless they are fitted with lockers, hammocks, etc., for the use of the ship's personnel, nor unless they serve the quarters occupied by the personnel. In the three national rules sailing vessels are allowed to deduct 2\ per cent of the gross tonnage for spaces in which to stow the sails, but this deduction is not permitted by the Suez regulations. Water-ballast spaces, other than double-bottom tanks, are deducted under the British, German, and American rules, but not under the Suez regulations. Double-bottom ballast spaces not available for freight, stores, or tuel are exempted by the three national rules. The Suez rules exempt double-bottom spaces from measurement. The foregoing comparisons of the provisions of the British, Suez, German, and American rules show very clearly that the deductions allowed by the Suez rules are less than those provided for in the three national rules. This, together with the fact that the Suez rules include within gross tonnage more spaces than are included by the British and German rules, accounts for the higher net tonnage given vessels by the Suez than by British or German measurement rules. Moreover, the net tonnage of most vessels when measured by the Suez rides will be larger than when measured by the American rules. By applying to the same vessel each of the four rules, the differences in the results can be clearly shown. In 1911, the United States Commissioner of Navigation had the admeasurers MEASUREMENT OF VESSELS FOE PANAMA CANAL. 83 at New York apply to eight vessels the British, Suez, and American rules. To two other vessels having German certificates, the Suez and American rules were applied. The note appended to this chapter gives the details of the deductions made from gross tonnage by applying to ei^ht vessels the British, Suez, and American rules and by applying to two vessels the German, Suez, and American rules. Table V states the gross and net tonnage as determined by the British, American, and Suez rules of the eight vessels to which those rules were applied: Table V. — Gross and net tonnage of eight steamers as determined by the British, American, and Sue: measurement rules. British rules. American rules. Suez rules. Gross. Net. ( I n i - Net. Gross. Net. 6,514.39 8, 617. 65 4.434.S4 5,409.43 4.731.63 4.322.39 3, 825. 27 3, 869. 40 4,085.95 5,532.46 2.807.85 3,488.43 3.047.03 2, 821. 29 2, 438. 27 2, 412. SO 6,515.52 8,617.65 5.470.32 5.S33.97 5.352.47 4,684.97 3,939.63 4.2i4. 19 4, 116. 88 5. 532. 46 3,511.98 4,392.10 3,469.20 3.067.S4 2,516.04 3,077.68 6,368.61 8,776.56 5. 477. 70 5,580.17 5. 100. 73 4.317.19 3,778.76 4,110.83 4,875.31 6, 544. 15 4,203.30 4,452.16 3.928.91 3.299.99 2, 745. 44 3,088.54 Ikala Tunstall 5. 215. 65 3.329.26 5,581.09 3. 710. 52 5.463.82 4,142.23 The first of the eight ships mentioned in Table V, the Kentuckian, is of American build and registry, and is one of the fleet that will be operated by the American-Hawaiian Steamship Co. through the Panama Canal. The gross tonnage of this vessel is practically the same under all three rules, British, American, and Suez, and the deductions made from gross tonnage to determine net tonnage are nearly the same under the British and American rules. The Suez net tonnage is greater than the British or American, mainly because of the larger deduc- tion for propelling power authorized by the American and British rules. The 32 per cent rule makes the propelling power deduction in Great Britain and the United States 2,084 tons, as compared with a deduction of 1,496 tons resulting under the Suez regulations from the appli- cation of the Danube rule. The seven vessels other than the Kentuckian listed in Table V are all of British registry. * The Voltaire has the same gross and net tonnage under the British and American rules. The Suez rules give the vessel a somewhat greater gross tonnage and a much larger net tonnage. The propelling power deduction under the 32 per cent rule is 2,757 tons, as compared with a deduction of 2,035 tons under the Danube rule. The British steamship Stephen, mentioned in the table, affords a good illustration of the extent to which different definitions of open and closed spaces may affect gross and net tonnage. The tonnage openings in the uppermost or so-called shelter deck of the Stephen caused the space between that deck and the main deck of the vessel to be considered open under the British rules and thus exempted from measurement, whereas under the American and Suez rules this large space between the two decks is included within gross and thus within the net tonnage. The gross tonnage of the Stephen under British measurement is 4,434 tons, while under the American rules the tonnage is 5,470, and under the Suez rules 5,477. If this vessel had the same gross tonnage under the British and American rules, it would have the same net tonnage under those two rules. The Suez net tonnage of the Stephen is higher than the British or American, because in determining the Suez tonnage the propelling power space is deducted by applying the Danube rule. The details regarding the measurement of the Santa Rosalia give another illustration of the effect which gross tonnage may have upon the net tonnage. Gross tonnage being 424 tons less by the British rules than by the American rules, the engine-room space is equal to over 13 per cent of the entire space included in gross tonnage under the British rules, whereas under 84 MEASUREMENT OF VESSELS FOE PANAMA CANAL. the American rules, the gross tonnage being larger, the engine-room space is less than 13 per cent of the gross tonnage and the propelling power deduction is made under the Danube rule. The note appended to the end of this chapter, which states in detail the deductions made from gross tonnage, may be consulted for an explanation of the differences in the net tonnage as determined by the British, American, and Suez rules in the case of the Kirkdale, IJcala, Tunstall, and Benwood, listed in Table V. The average gross tonnage of the eight vessels listed in Table V is lowest under the British rules and highest under the American rules. The average net tonnage as determined by the American rules is about midway between the average under the British and Suez measurements. The gross and net tonnage of two German steamers, the Patricia and Duisburg, as deter- mined by the German, American, and Suez rules are compared in Table VI. Table VI. — Gross and net tonnage of tuo German steamers as determined by the German, American, and Suez measurement rules. Vessel. German rules. Gross. Net. American rules. Gross. Net. Suez rules. Gross. Net. Patricia . . Duisburg. 14.466.48 4.496.295 9.059.54 2,854.276 14,666.48 5,156.21 9,059.54 3. 303. 02 14.453.3 5,255.71 10,909.1 3,729.38 It will be seen by studying the details in the note appended to this chapter that the German and American rules authorize much larger deductions than do the Suez rules both for pro- pelling power and crew space in the case of the steamer Patricia mentioned in Table VI. Under the Suez rules, the deductions for the space occupied by the crew, officers, and engineers was 234 tons (697 cubic meters) less than the deduction made under the German and Ameri- can rules. The propelling power deduction under the percentage rule was 1,600 tons greater than under the Danube or Suez rule. The other German steamer mentioned in Table VI, the Duisburg, is given a larger gross tonnage under the American and Suez rules than under the German, because the German rules treat as "open" certain spaces under the so-called shelter deck — spaces that are included in the American and Suez gross tonnage. The net tonnage of the Duisburg under the American rules is less than under the Suez rules, mainly because of the different deductions made for propelling power. The 32 per cent rule-was applied by the American rules, whereas the Suez deductions were made in accordance with the Danube rule. The dissimilarity in the ratio of gross and net tonnage of vessels as measured and registered under the laws of different countries is brought out by Table VII, which states the aggregate gross and net tonnage of the metal steam vessels of each of the several commercial nations of the world for the years 1S90, 1900, and 1910. 1 For convenience of comparison, the gross and net tonnages of the Suez Canal for the three years are added to the table. 1 This table is taken from the report of the United States Commissioner of Navigation for the year 1911. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 85 Table VII. — Gross and net tonnages of the metal steam vessels of the world, 1S90, 1900. and 1910. and the percentage deducted from the gross in ascertaining the net. Flag. Net. Per cent deducted. Gross. Net. Per cent deducted 1910 Gross. Net. Per cent deducted. United States (excluding northern lakes) Argentinian Austro-Hungarian Belgian Brazilian British Chilean Chinese Cuban Danish Dutch French German Greek Haitian Italian Japanese Mexican Norwegian Peruvian Portuguese Roumanian Russian Sarawak Siamese Spanish Swedish Turkish Uruguayan Venezuelan C ther flags Philippine Total (national). Suez Canal 357, 743 20,973 149,648 106, 128 62,257 1, 125, 195 30, 934 40,247 246,024 12,901 86,036 71,896 37,859 5,086,427 20,503 25,276 156,902 214,232 808,351 927, 804 82,143 3,139 300, 205 109,460 7,462 214.S16 2,188 44,582 529 152,371 2,269 644 403,586 154, 8SO 68, 472 8,737 2,635 23,943 97, 195 145,393 494,380 637,265 53,243 1,863 190,001 69,854 4,826 155,777 1,478 29, 122 270 103, 597 1,406 408 262,676 116,278 44,260 5,493 1,553 14,489 12,582,475 8,019,749 710,324 56,324 3S7, 103 162, 1.57 129, 963 ,050,777 62,872 62,910 20,022 410,085 465, 975 ,050,008 :, 158, 717 177,222 918 539,243 427,958 M. sa,y tolls, to report their tonnage according to the rules; and if foreign warships are required to report net tonnage, American naval vessels would need to report the same kind of tonnage. Moreover, the trouble and expense of ascertaining gross and net tonnage of warships would be incurred to obtain figures for a tonnage that would not be a satisfactory basis upon which to levy Panama tolls. DEFECTS OF NET TONNAGE AS THE BASIS OF TOLLS ON WARSHIPS. All rules for the measurement and registry of vessels are formulated with reference to vessels of commerce and not with regard to warships. To apply the rules to warships is an arbitrary and cumbersome process, producing tonnage figures that have little significance. It is a misuse of terms to speak of the net tonnage of a warship, because the net tonnage of a vessel is the measure of its earning capacity, i. e., of the space within the vessel that can be used to stow cargo or accommodate passengers. Warships are not built for the transportation of cargoes and passengers. They are fighting machines, the entire capacity of the vessel being used for the purposes of the vessel as an instrument of war. The results obtained by British admeasurers in applying the British and Suez measurement rules to five representative warships are summarized in the following table. The normal dis- placement of a British vessel, as is explained on page 104, is the displacement of the warships with "legend" or designated weights of stores, coal, fuel oil, and water aboard. A vessel's normal displacement is the weight of a ship when equipped for the ordinary purposes for which the vessel is intended. It is a somewhat arbitrary statement of the vessel's displacement, but is an approximate expression of the ship's displacement when at sea. Table IX. — Displacement, and gross and net tonnage, British and Suez measurements, of Jive British warships. 1 Type of ship. Xormal displace- ment. Gross tonnage. Net tonnage. Ratio of net ton- nage to normal displacement. Ratio of net tonnage to gross tonnage. British. Suez. British. Suez. British. 1' Suez. British. Suez. 16,500 14,900 11,000 5,600 2,135 9,509 8,523 7,069 3,770 1,492 9,529 8,609 7,123 3,812 1,520 6, 155 5,796 3,610 1,919 713 5,699 5,269 3,307 1,770 684 Pit ci nt. 37.30 38.90 32.82 34.27 33.39 Per cent. 34.54 35.36 30.06 31.61 32.03 Per ceni. 64.73 68.00 51.07 50.90 47.79 Per cent. 59.81 Do 61.20 46.43 46.43 45.00 1 Adapted from E. L. Attwood, Warships, p. 1*7. Table IX states the percentage which net tonnage. British and Suez measurements, is of the normal displacement of the two battleships and the three cruisers for which figures are given. The percentage which net tonnage is of gross tonnage is also stated. It will be observed that the Suez rules make net tonnage a lower percentage of normal displacement and also of gross tonnage than do the British rules, whereas in the case of merchant vessels the Suez rules make the net tonnage a higher percentage of the gross tonnage than do the British rules. This indicates that the application of gross and net tonnage rules to warships is artificial and arbitrary. Some years since, it became necessary for the Bureau of Construction and Repair of the Navy Department of the United States Government to apply the Suez measurement rules to a number of ships in the American Navy. The experience of the bureau in calculating the net tonnage, Suez measurement, of our naval vessels illustrates the difficulty of making such measurements. So many questions arose as to the definition of spaces and as to the applica- tion of the rules to particular portions of warships that the bureau was obliged to compile a detailed book of instructions for the guidance of the draftsmen who were assigned the task of MEASUREMENT OF VESSELS FOE PANAMA CANAL. 101 calculating the net tonnage, Suez measurement, of American warships. 1 The book of instruc- tions that was compiled is printed as Appendix XVII of this report. Table X compares the normal displacement of 22 American naval vessels of different types with their gross and net tonnage as determined by applying the Suez rules to their measurement. The table is especially instructive. It shows a very wide range in the ratio of net tonnage to normal displacement, the net tonnage of the gunboat Helena being over 66 per cent of its normal displacement, while for the armored cruiser Maryland the percentage is less than 29 and for the monitor Monadnock less than 25. The ratio of gross tonnage to net tonnage, as shown in Table X for warships of different types, has such a wide range as to indi- cate that the net tonnage of a warship is a very arbitrary expression of the size or capacity of the vessel. It will be noted, for instance, that the net tonnage of one of the cruisers of the third class is but 45 per cent of the gross tonnage, whereas for one of the other cruisers of this class the net tonnage is nearly 63 per cent of the gross. For one of the gunboats the net tonnage is 58 per cent of the gross, while for another it is more than 67 per cent. The details contained in Tables IX and X are a strong argument in favor of basing Panama tolls on warships upon their displacement tonnage. Table X. — Normal displacement . and gross and net tonnage, Suez measurement, of different types of American warships. Name of ship. Wisconsin... Ohio ' Connecticut. Maryland . . . Montana Brooklyn . . . Saratoga Columbia... Newark Olympia Albany Cincinnati... Marblehead . Tacoma Bainbridge.. Monadnock. Farragut Shubrick Annapolis. . . Dubuque Helena Petrel Type of ship. Battleship ....do do Armored cruiser do Cruiser, first class do Cruiser, second class do do Cruiser, third class do do do Torpedo-boat destroyer. Monitor Torpedo boat do Gunboat do do do Normal displace- ment. 11,552 12,500 16,000 13,680 14,500 9,215 8,150 7,350 4,083 5,865 3,430 3,183 2,072 3,200 420 3,990 279 200 1,010 1,085 1,392 890 Suez gross tonnage. 6,911 8,081 10,350 8,785 9,769 6,387 6,007 5,635 2,766 4,122 2,256 2,076 1,391 2,475 509 1,618 355 231 858 885 1.374 624 Suez net tonnage 4,257 4,810 5,877 3,953 4,509 3,368 2,838 2,536 1,438 1,896 1,166 934 626 1,554 229 988 160 104 560 568 921 362 Per cent which net tonnage is of— Normal displace- ment. 36.85 38.48 36.73 28.90 31.10 36.55 34.82 34.50 35.22 32.33 33.99 29.34 30.21 48.56 54.52 24.76 57.35 52.00 55.45 52.35 66.16 40.67 Gross tonnage. 61.60 59.53 56.78 45.00 46.16 52.73 47.24 45.00 51.99 46.00 51.68 44.99 45.00 62.79 44.99 61.06 45.07 45.02 65.27 64.18 67.03 58.01 Unless there are special reasons why the tolls upon warships should be levied upon net tonnage, it is desirable to avoid the large amount of labor required to apply gross and net tonnage rules to the measurement of warships. As a matter of fact, the calculation of gross and net tonnage of warships would require a great deal of labor to secure results that are not satisfactory. 1 In testifying before the Committee on Interstate and Foreign Commerce of the House of Representatives. January, 1912. Mr. R. II. M. Robin- son, Naval Constructor then connected with the Bureau of Construction and Repair in the Department of the Navy, made the following statement in regard to the "instructions and regulations" prepared by the bureau for a guide in applying the Suez rules to American ships: "I attempted to formulate a set of definite instructions that I could hand to the draftsman and tell him how to do these things, and I found that there was an enormous number of questions that might be considered a dozen different ways, so we wrote a letter, through the Secretary of the Navy, to the Suez Canal authorities, in order to get their ruling on these questions. About a year and a half later we found that we still had a lot of questions we did not understand, and we wrote again, and, as a result of that, we have gotten up a book that would be of assistance to us in calculating the registered tonnage of a warship. It was a huge job." (H. R. Doc. 680, 62d Cong., 2d sess., p. 4S4.) 102 MEASUREMENT OF VESSELS FOR PANAMA CANAL. ADVANTAGES OF DISPLACEMENT TONNAGE AS A BASIS OF TOLLS UPON WARSHIPS. The first reason why Panama tolls on warships should be based upon displacement tonnage is that the size of warships is everywhere officially stated in units of displacement tonnage. This practice has prevailed since 1872, when displacement became the legal tonnage of British warships. In all countries the tonnage of naval vessels is their displacement. Originally the British Navy measured warships by the rules that were employed in measuring merchant vessels, but the purpose of the early laws was to ascertain the dead-weight tonnage which vessels were able to carry. When the more primitive measurement rules were supplanted in Great Britain by the "builders' old measurement" rules, which were applied to British vessels from 1713 to 1835, the purpose of measurement was still to determine the dead-weight tonnage of vessels, and the same rules were applied to merchantmen and to warships. The British measurement acts of 1836 and 1854 substituted for the rules that had been used to deter- mine the dead-weight tonnage other rules formulated with a view to ascertaining the cubical capacity of vessels. The capacity ton instead of the dead-weight ton came to be the unit for merchant vessels. The acts of 1836 and 1854, however, were not applied to the measurement of warships for the purpose of giving them their official tonnage rating in the Royal Navy List, but inasmuch as warships were not constructed to carry dead-weights, it was recognized that the b. o. m. tonnage was an inaccurate unit for the rating of warships. It was the custom of British marine architects in designing warships to indicate the size of the ships by their displacement tonnage. This was also the practice of the continental European countries. The practice that had thus for some time prevailed caused the British Government in 1872 to make displace- ment the legal tonnage of British warships, although for a few years thereafter the Royal Navy List gave for each vessel both its b. o. m. and its displacement tonnage. This practice, however, was soon abandoned, and for many years the official tonnage of the naval fleets of Great Britain and all other nations has been the displacement tonnage of the vessels. British warships, it is true, carry certificates stating their gross and net tonnage, according to the British measurement rules, and warships, when commissioned, are provided with a Suez Canal tonnage certificate, but these certificates are furnished the warships solely as a basis of tonnage payments at foreign ports and at the Suez Canal. The warship's displacement scale and curves are its real tonnage certificate, and the tonnage as read from the displacement scale and curves carried by every warship may readily be taken as the basis upon which Panama Canal tolls shall be paid. A second advantage that will result from making displacement tonnage the basis for Panama Canal charges is the approximate fairness of that tonnage as between different classes of war vessels. Vessels of war as well as those of commerce are of many different classes; some are of high and others of low speed; some are heavily armored to resist attack and others are of light construction to give them great mobility. No single tonnage unit can be adopted that will enable warships to be closely compared on a basis of tonnage. In the case of naval vessels, as well as in the case of merchant ships, the most that can be done is to adopt a tonnage unit that will treat different classes of vessels as fairly as it is possible to treat them. The mam types of warships to which the Panama rules must apply are indicated by the following descriptive classification: ' (1) First-class battleships, which are characterized by heavy armor, complete armament, moderate speed as compared with fast cruisers, and maximum size. Until recently their normal or official displacement tonnage ranged from 10,288 to 26,000 tons, but battleships are now being built in Great Britain with a tonnage of 30,000. The American battleship Pennsylvania is to have a displacement of 31,000 tons. (2) Armored cruisers, which are generally of somewhat greater speed and less armor and armament than battleships. Their displacement tonnage is about the same as that of battle- ships, ranging, until recently, from 9,000 to 19,000. Recent development has so reduced the distinction that it is difficult, in some cases, to distinguish between armored cruisers and battle- ' R. H. M. Robinson, Naval Construction, chs. 9 and 11. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 103 ships. Several British and German armored cruisers have recently been constructed with displacements about as great as those of the largest battleships — 28,000 and 28,800 tons. The terms "battle cruiser" and "cruiser of the line" are, moreover, being applied to some warships, and in some cases it is largely arbitrary whether the vessels are classed as cruisers or as battleships. (3) Monitors, which are used especially for harbor and coast defense. They are armored vessels which have from 3,000 to 6,000 tons normal displacement. (4) Unarmored cruisers, including protected cruisers, which are used chiefly for scouting purposes. They have medium offensive qualities and small defensive ability, but are of maxi- mum speed. They are generally smaller than armored cruisers and battleships, and have a normal displacement of 3,000 to 10,000 tons. (5) Gunboats, which are-used for patrol and police duty and are small vessels of 100 to 1,700 tons normal displacement. (6) Torpedo boats, which have a normal displacement of 30 to 340 tons. (7) Torpedo-boat destroyers, which are built for maximum speed. Their weight is reduced to the minimum consistent with strength, their normal displacement ranging from 200 to 1 ,073 tons. (8) Submarines, which are small vessels of from 40 to 400 tons normal displacement. The speed qualities and, to some extent, the other characteristics, both of merchant vessels and of warships, are indicated by their coefficients of fineness or block coefficients. Vessels are often compared with reference to their coefficients of fineness. The coefficients of merchant .vessels range from 0.4 for fine-lined yachts to 0.8 for freight steamers. The main classes of vessels in the British Navy have coefficients ranging from 0.4 to 0.65, as is well shown by the following statement of the " average values of the coefficient of fineness," contained in Attwood's "Warships": Battleships 0. 6 to 0. 65 Cruisers 5 to .55 Destroyers 4 to .45 The range of the coefficient of fineness or the block coefficients of selected representatives of different types of vessels in the United States Navy is stated hi Table XI. The vessels in the American Navy have practically the same block coefficients as do vessels of corresponding types in the British Navy. Table XI. — Range of block coefficients of selected representatives of different types of American naval vessels. Battleships 0. 65 to 0. 66 Armored cruisers 55 to .57 Cruisers 47 to .55 Torpedo boats and destroyers 37 to .44 Gunboats 48 to .54 The coefficient of fineness, as is shown by the facts regarding British and American war- ships, is less for battleships than for ordinary freight vessels. Moreover, the difference between the coefficient of cruisers and the coefficient of battlesliips is less than the difference between the coefficients of fast passenger steamers and heavy freight ships. The range in the coefficients of fineness is somewhat narrower for naval vessels than for merchant ships. Absolute equality of treatment of all ships can not be attained by any single basis of tolls, but approximate fairness can be secured for warships by basing the charges upon displacement tonnage. This is the opinion of such naval experts as Mr. R. H. M. Robinson, who has already been quoted in this chapter. In his testimony before the House Committee on Interstate and Foreign Commerce he stated that — The displacement of a warship is the most accurate means of estimating the value of that warship or the power of that warship. It is not an absolutely accurate measurement, but it is the most accurate measure you could name. If a ship has 20,000 tons displacement, it is reasonable to presume that it is twice as valuable from the military standpoint as a 10,000-ton ship or a ship of 10,000 tons displacement. 1 1 Hearings on the Panama Canal, Committee on Interstate and Foreign Commerce, H. R. Doe. No. 680, 62d Cong., 2d sess. 104 MEASUREMENT OF VESSELS FOE PANAMA CANAL. In reply to the question whether tolls charged upon displacement tonnage will he fair as between different types of warships, the Chief of the Bureau of Construction and Repair of the Navy Department stated (in a letter dated Mar. 24, 1913) that — In view of the services performed and the general status of ownership, etc., of war vessels, the bureau believes that there should be no question that tolls based upon displacement will be fair and equitable, both from the point of view of the canal authorities and the owner of the vessel. A third advantage which displacement tonnage has as the basis of tolls on warships is the ease and certainty with which the tonnage may be determined. Displacement tonnage can be ascertained for any vessel at any given draft by reading the tonnage from the document showing the displacement scale and curves, which is carried by every warship as one of its necessary papers. Figure 28 reproduces the displacement curves and scale of a representative battleship. To ascertain the displacement tonnage of a warship the draft of tbe vessel forward and aft is read and the mean draft is found. The displacement curve and the corresponding scale of tons show what the ship's displacement tonnage is at the vessel's mean draft. In case there is a difference between the draft forward and aft a slight correction must be made, and for that purpose curves of "addition to displacement for 1 foot change of trim" by head or stern are given on each scale. Ordinarily, a warship rides on even keel and the correction, if any, amounts to but a few tons. In any event, the determination of a warship's displace- ment tonnage from its displacement curves and scale is a simple problem whose solution depends neither upon detailed measurements nor upon arbitrary definitions and rules, as does" the problem of ascertaining the gross or net tonnage of a warship. THE FOUR MEANINGS GIVEN DISPLACEMENT TONNAGE OF WARSHIPS. The draft of any particular warship, and hence its displacement, depends upon its lading, whether it is light or is partially or fully loaded with supplies, fuel, water, and other weights. Displacement as applied to warships may have the four following meanings: 1. Normal displacement, which is the tonnage officially assigned to a warship as its per- manent tonnage rating. In the United States Navy normal displacement means the weight of a ship completely equipped with a full complement of officers and men and their belongings, and with all general equipment, armament and machinery, and having on board two-tliirds of its full allowance of stores, coal, fuel oil, and water. When each warship is designed it is given an official load line or normal displacement draft. The normal displacement is intended to represent the usual or normal weight of the ship, and, if the same rules and practice prevailed in all countries and at all times, normal displacement might be made the basis of canal tolls. Normal displacement, however, does not have the same meaning everywhere. It depends upon the rules prevailing in different countries with respect to the amount of stores, coal, fuel oil, and water which a ship shall have on board when its displacement is "normal." The rules may also be changed from time to time by any given country, and new rules may be adopted to apply only to new vessels. A warship always retains the normal displacement originally as- signed to it, and thus inequalities between old and new vessels are certain to result from altera- tions in the regulations. The British practice hi determining normal displacement differs from the American. In the United States the general rule is that the normal displacement of a warship is its displace- ment when the vessel has on board two-thirds of its fuel, stores, and supplies, whereas in Great Britain certain legend weights of stores, coal, fuel oil, and water are assigned to each warship. The weights thus assigned vary according to the special purposes and services of the vessel. Ordinarily these "legend" weights are considerably less than two-thirds of the maximum amounts that may be put aboard vessels. In most British battleships the maximum coal capacity is over 2,000 tons, but the legend weight of coal in many cases is as low as 1,000 tons or 900 tons, and is sometimes even less. Ordinarily the normal weight of coal on a British war- ship is less than one-half the maximum coal stowage capacity. Similar variations prevail hi FIG. 28. DISPLACEMENT CURVES U. S. BATTLESHIP SOUTH CAROLINA. scal£ or roA/s - o /ooo adoo 3000 j fooo sooo eooo 7000 sooo 9000 foooo //ooo /^ctw ^cjco /*r * |! ^-r*- - ss - S3 M ■ § - ^ J *r J 1^ y s ?s U S V yS 24 Of/ a? n 1 J ■■ ■ u r* ss 24 J& 8 S & d # , e re J /^ 23 A -1* t X,*'-,*' ~22 k 1, 22 .W 1 ft \\/< k' -it R t&ZZfi* 2f | a \y ,k ^ A*P XW\ S J -J;' ;> r l X^'-r 20 Q *> ^ S' r ^^.^ 1 J±' i & ^^1^2 V f9 19 P 2t ^S r\^\ +w at** _,^ ifl^ # /e 1 ta ,$? ? h ^ -f^ ^ ( M ?J l l jC^-*:^ 3 f3L g tr sy S 1" ii* ^S^ 1 ^0/ $iii -Ucyfc #- le k| f6 ,./ jr F p>r^ t* ^ M v ti 5 -ij 2$ c fS >o fS nS *ffc /* ^ kj d £is ,^' [ 1 1± * f<9 V 54$ s/ iOoHlUCTOa U. S. N. If // V m%^ J^ w /o ia 5v ttr S' 4^1 5 ^ ** it ' ^ // ~e e 4T U. ^ it ~r r ?* 1 ^_ !i £_ 6 ^ tr Jl ~S S j? it A ~* 4 / 4 A / L 7 3_ /* / y J. V ~2 * A ft f ' / J^ f ^^- 1 O JL f ZZx~Z* 61861 •— 13. (To face page 104.) MEASUREMENT OF VESSELS FOR PANAMA CANAL. 105 other countries, and normal displacement is thus not a standard by which vessels of different countries can be compared. Panama tolls upon normal displacement would not be fair as between different countries and different warships. 2. Light displacement, which, in the United States, means the displacement of a warship with complete battery and outfit, but without having on board the officers, the crew and their effects, the ammunition and stores, the water for drinking purposes and for machinery, the fuel of every kind, and the reserve feed water for machinery. 1 Light displacement has a dif- ferent meaning from tins in the case of British warships, in that one-half the carpenters', boat- swains' and engineers' stores are assumed to have been consumed, and the remainder to be on board. 2 The difference between the light displacement rules of the various countries are not so great as are the variations in the regulations concerning normal displacement, but light dis- placement has unlike meanings in different countries. The lack of uniformity would make light displacement an unfair basis of Panama tolls on warships. Light displacement under- states the real tonnage or weight of warships. The toll upon the net tonnage of merchant vessels is a charge upon their earning capacity; the tolls upon warships should be upon fighting machines equipped for service. The actual, rather than the light, displacement indicates the military value of a warship. To exempt from toUs the weight of coal, water, provisions, officers, crew, etc., would be to exempt a necessary part of a warship considered as a fighting machine. There is an inherent difference between merchant vessels and warships. The earning capacity of the vessel of commerce is its space available for cargo and passengers, while the military power of the warship depends upon the entire vessel considered as a unit. The tolls upon a merchant ship are charges upon the vessel as a carrier, and the tolls are logically based upon net tonnage — its earning. capacity; the tonnage unit is large and the rate of toll is relatively high. The toll upon the warship is a charge upon its weight as a fighting machine; the tonnage unit (as compared with the net ton) is small, and the rate of toll is made relatively low. 3. Full-load displacement, which, in the case of an American warship, is "the displacement of the ship complete in every respect and ready for sea, the vessel having on board her full complement of officers and men, together with their belongings, bunkers and fuel-oil tanks full, reserve feed water tanks full, and all stores and consumables of full aUowance in accord- ance with the allowance books." 1 There is substantial uniformity throughout the world in the calculation of full-load displacement of the ship when equipped and with its maximum capacity of coal, stores, oil, and water. The objection to full-load displacement as a toll basis is that warships are seldom loaded to their deep-load draft. It is only when beginning unusually long voyages that they attain their maximum displacement, and on such voyages the actual draft upon arrival at the Panama Canal would be less than the full-load draft. Full-load displacement would give too large a tonnage and light displacement too small a tonnage for tolls upon warships. 4. Actual-displacement tonnage at the time the warship applied for passage through the Panama Canal. This is the most equitable and practicable basis for the tolls upon vessels of war. The actual displacement of a vessel varies according to the size of the ship and the weight of what it carries. When on a cruise or voyage, its actual displacement is seldom the same as its light, normal, or full-load displacement. REASONS FOR BASING WARSHIP TOLLS UPON ACTUAL DISPLACEMENT TONNAGE. A warship's actual displacement at any given draft can be readily determined from its displacement scale and curves, every warship having among its papers a displacement scale and curves such as are reproduced above in Figure 28. Actual displacement of warships at the i Robinson. Naval Construction, p. 350. * Attwood, Warships, p. 185. 61861°— 13 8 106 MEASUREMENT OF VESSELS FOE PANAMA CANAL. time of applying for passage through the canal is the logical tonnage upon which to levy Pan- ama tolls. The reasons for making that tonnage the basis may be summarized as follows: 1. Actual displacement will not discriminate between the warships of different countries nor between ships of different types and ages belonging to the same country. Actual-displace- ment tonnage is not determined by, nor is it at all dependent upon, arbitrary rules, as are light and normal displacement tonnages; it is read off from mathematical scales and curves that are accurate and uniform throughout the world. As the Chief of the Bureau of Construction and Repair of the Navy Department states (letter of Mar. 24, 1913): Due to differences in design classification as adopted in different countries and for different types of war vessels, the terms light, full-load, and normal displacement do not represent fixed and similar definitions for different vessels. For this reason the bureau believes that the displacement upon -which the tolls are based should be the actual dis- placement of the vessel at the time of its application for passage through the canal. The requirement of the Hay-Pauncefote treaty that vessels of all nations shall be given equality of treatment makes unwise the adoption of either light or normal displacement as the basis for Panama tolls, but, quite aside from the obligations arising from the treaty, it is desirable that the United States should treat the vessels of all nations with equality. 2. For administrative and other reasons it would be inadvisable to levy warship or other tolls upon a toimage determined by the several national rules. The United States should adhere to the principle of determining the tonnage upon which tolls shall be paid, instead of accepting the tonnage stated in national papers or documents. A vessel's light, normal, or full-load dis- placement is determined by rules formulated and applied by foreign countries, whereas actual displacement tonnage would be ascertained by the Panama Canal authorities. 3. Tolls upon the tonnage of actual displacement will be charges on the weight of the war- ships under conditions of actual service. Instead of requiring the vessel to pay tolls upon an arbitrary tonnage, it will be required to pay charges upon its actual weight at the time it is making a voyage that takes it through the canal. 4. The levy of Panama tolls upon the actual displacement of warships will minimize ad- ministrative difficulties. The tonnage being readily ascertained from the ship's displacement scale and curves, no code of rules will be needed to check up the accuracy of the light, normal, or full-load lines, or of the tonnages as fixed and determined by the various national rules of the several countries. No quibbles can arise as to the inclusion or exclusion of certain weights. Nor will it be necessary for warships to carry special certificates showing their hght, normal, or full-load displacements calculated according to rules prescribed by the Panama Canal authori- ties. Neither will warships using the Panama Canal have to be specially measured, as is the case with vessels passing through the Suez Canal. The commander of a warship upon applying for passage through the Panama Canal will need merely to present his vessel's official displace- ment scale and curves, and the tonnage upon which tolls are payable can be determined without delaying the ship. For the reasons set forth in this chapter, it is recommended that the Panama tolls imposed upon warships by the President's proclamation of November 13, 1912, be levied upon the ton- nage of actual displacement of the vessels at the time they apply for passage through the canal. Provisions for giving effect to this recommendation are included in the Panama Measurement Rules embodied in this report. CHAPTER VII. NET TONNAGE THE BASIS OF TOLLS ON MERCHANT SHIPS. 107 CHAPTER VII. NET TONNAGE THE BASIS OF TOLLS ON MERCHANT SHIPS. The report upon Panama Canal Traffic and Tolls, submitted in August, 1912, recommended that the charges upon merchant vessels should be levied upon net tonnage, and the President's proclamation of November 13, 1912, made the charges "on merchant vessels carrying passen- gers or cargo $1.20 per net vessel ton — each 100 cubic feet — of actual earning capacity," with the proviso that vessels hi ballast without passengers or cargo should pay tolls 40 per cent less than were charged loaded vessels. The proclamation also stipulated that tolls of $1.20 per net ton should be paid by Army and Navy transports, colliers, hospital ships, and supply ships. Upon naval vessels, other than transports, colliers, hospital ships, and supply ships, tolls were fixed at 50 cents per displacement ton. In selecting a basis of canal charges upon vessels of commerce the choice lay between dis- placement, dead-weight, cargo, net, and gross tonnages. Each of these tonnages was briefly denned and explained in the report upon Panama Canal Traffic and Tolls, and thej T are discussed critically and in detail in Chapters III, IV, and V of this report. The data presented in those chapters make clear the factors involved in selecting any one of these five different kinds of tonnage as the basis upon which Panama tolls shall be levied. It is especially important that the charges for the use of the Panama Canal shall be hi accordance with sound principles, that the tonnage upon which the tolls are paid shall be fair both to the owners of ships and to the United States Government as the owner and manager of the canal, and that the measurement rules employed hi determining the tonnage shall be specific, exact, and capable of being easily administered. Moreover, the rules should, if possi- ble, be so formulated as not to require frequent change; for it will be to the advantage of ship- ping and will make the administration and operation of the canal easier if the measurement and tonnage rules can be made permanent by being so formulated as to be applicable with equal fairness to vessels as they are changed in type and design by the future progress of marine architecture. » The experience of the Suez Canal Co., an account of which is given in Chapters IX, XI, and XII, and Appendix XI of this report, hi securing satisfactory tonnage rules and in maintaining and administering the rules that have been in force since 1873, illustrates the administrative difficulties to which measurement rules may give rise. Likewise, the efforts of the British Board of Trade; — largely unsuccessful — to bring about the adoption of scientific rules for the determination of gross and net tonnage, shows the importance of seeking to base the Panama rules upon sound and permanent principles and of endeavoring so to frame the rules that they will apply with relative, if not complete, fairness and accuracy to vessels of widely variant types. The general principle laid down in the President's proclamation is that the Panama tolls upon vessels of commerce shall be levied upon actual capacity, upon the space available for passengers and cargo. This bases Panama tolls upon net tonnage and requires the rules for the measurement of vessels and for the calculation of tonnage to be such that net tonnage will be an exact expression of the space that may be used to accommodate passengers or to stow cargo. In drafting the rules this principle has been adhered to and an effort has been made so to frame the rules that they will apply with accuracy to different classes and types of commercial vessels. SPECIAL PRINCIPLES TO BE OBSERVED IN DETERMINING THE TONNAGE BASIS OF PANAMA TOLLS. Vessels being of many types, each of which may vary in design with reference, to different classes of service, special care must be taken in formulating a general set or code of measure- ment and tonnage rules, so to frame the rules that they will, if possible, apply with approximate 109 110 i MEASUREMENT OF VESSELS FOE PANAMA CANAL. fairness to the several kinds of ships. It is desirable not only to adhere to the general and major principle that tolls should be based upon a tonnage that accurately expresses earning capacity, but also to frame the rules so as to meet several additional requirements and conditions. Some of these requirements have been referred to in the preceding paragraphs and are considered in other parts of this report. It will be well, however, to state them in order and to call attention to the significance of each of them : 1. It is essential, first of all, that there shall be one definite set of measurement rules applied to the vessels of all nationalities. If all countries had the same measurement rules and net tonnage had the same significance whatever the nationality of the vessel, it would not be absolutely necessary to have a special set of rules for the measurement of vessels using the Panama Canal. However, tonnage (both gross and net) has different meanings in different conntries, and the registered tonnage of vessels, as stated in their certificates of national registry, could not be made the basis of tolls without discriminating unfairly against those countries whose measurement rules make the net tonnage of their vessels relatively large. The commercial treaties of the United States with the leading nations of the world would be vio- lated by international discriminations in charges for the use of the Panama Canal. Moreover, the Hay-Pauncefote treaty between the United States and Great Britain specifically provides that there shall be no discrimination in respect of the conditions of or charges for the use of the Panama Canal. If there were no treaties, it would unquestionably be the policy of the United States to treat the vessels of all nations equally as regards Panama tolls. 2. The tonnage upon which the tolls are collected should be high enough to enable the United States to secure from the Panama Canal the revenue to which the Government is entitled. A reasonable rate of tolls has been fixed by the President's proclamation, which stipulates that the tonnage upon which tolls shall be paid shall be equal to earning capacity in the case of merchant vessels. It would be improper for the United States Government to make the tonnage larger than the earning capacity of merchant vessels, and if net tonnage is made the basis of the charges, it would be unwise to levy tolls upon a tonnage that was appreciably lower than earning capacity. National registry rules that make net tonnage low for the purpose of aiding the national marine may possibly be justified, although it would be better if the measurement rules of all nations were such as to make the net tonnage of ships the world over an exact expression of earning capacity, and gross tonnage the equivalent of the entire closed-in capacity of vessels. Of course, if gross tonnage were made the basis of Panama charges, it would be logical to make the rate of tolls as much lower than a rate based upon net tonnage as gross tonnage is greater than the earning capacity, or net tonnage. 3. The measurement of vessels to determine the tonnage upon which Panama tolls shall be paid must not hamper nor needlessly burden international and intercoastal commerce. The owners of vessels must not be put to unnecessary expense in securing Panama tonnage certifi- cates. The rules incorporated in this report differ from any of the national rules and from those of the Suez Canal Co., but vessels may have their tonnage determined in accordance with the Panama rules by the admeasurers not only at American but at foreign ports at the time vessels are put into service or when they are at their home port preparing for a voyage that will take the vessel through the Panama Canal. It will seldom be necessary to measure vessels at the canal, and although the determination of the Panama Canal tonnage will require careful calculation by official admeasurers, there should be little expense to the owners of vessels, and the passage through the canal need not be delayed by the determination of the tonnage upon which the tolls are to be paid. 4. The administration of the Panama measurement rules should be easy and simple. If the rules shall prove to be so exact and specific as to be applied and interpreted in the same way by admeasurers in different coiintries, the officials at the canal charged with the collection of tolls will merely need to check up in a general way the figures contained in the tonnage certificates. There will be no need for measuring vessels that arrive at the canal with Panama tonnage certificates. Only a small force of admeasurers wall be required at the canal, and the administration of the rules as formulated will be simple and inexpensive. MEASUREMENT OF VESSELS FOR PANAMA CANAL. Ill 5. It is desirable that the measurement rules should be as permanent as possible. Frequent changes are to be avoided and should be unnecessary. Accordingly, the rules should be so framed as to apply satisfactorily to the various types of ships that are now in service or that may be constructed in the future. It is hardly to be expected that radical modifications in ship designs -wall not call for some changes in the Panama measurement rales in order to main- tain the principle of charging tolls upon actual cargo and passenger capacity, but if the rales, at the start, are based upon the principle of including within gross tonnage the entire closed-in capacity of merchant vessels and of including in net tonnage the actual earning capacity, and if the rales are made both general in phraseology and specific in their application to spaces, changes in the design of vessels ought to require only infrequent and slight amendments to the rales. Of course, any desired increase or decrease in the revenues from the canal will be made by raising or lowering the rates of toll, and not by changing the measurement rales for the purpose of adding to or lessening the tonnage upon which the charges are payable. 6. The rules adopted for the determination of the tonnage upon which Panama tolls are paid should treat vessels of different types of construction as fairly as possible. Discriminations between vessels should be reduced to a minimum and each ship should bear its fair share of the total amount collected from vessels using the canal. In Chapter II of this report the main classes of freight vessels are briefly described and illustrated by profiles and cross sections. There is such great variation in coefficients of fineness, in engine design and power, in super- structures, and in the general design of vessels as a whole, that Panama tolls can be made approxi- mately fair as between different vessels only by adhering closely to rules based upon accurate general principles. 7. The tonnage selected for the basis of Panama tolls and the rules adopted for the measure- ment of vessels ought not to place any restrictions upon the size of spaces set aside for the accommodation of the crew, nor in any way to limit provisions that may be made to increase the safety and comfort of crew and passengers. The laws of most nations stipulate the mini- mum spaces that shall be allowed for the accommodation of the crew. The laws of some nations are more considerate of the comfort of the crews of vessels than are the laws of other countries, and many ships are so constructed as to provide much more than the minimum crew spaces. Whatever spaces are set aside for the use of the crew ought to be deducted from th« tonnage upon which tolls are paid. In so far as the Panama rules may afford an inducement to owners of vessels to increase the crew spaces, the rules should be liberal, at least to the extent of exempt- ing such spaces from tolls. The Suez rules limit the deductions for crew spaces and for naviga- tion purposes, i. e., all spaces other than those deducted for propelling power, to 5 per cent of the gross tonnage. Such a restriction is unwise and has not been included in the Panama rules as formulated. 8. The measurement rules should not hinder the construction and use of the best types of ships. The rules should not be such as to dissuade the designers and builders of ships from adopting the latest improvements or from substituting better and more economical engines, or from introducing any other changes that may make vessels safer, more comfortable, and more efficient. It should be the purpose of the United States Government to levy its Panama Canal revenues ha such a way as to impose no check upon the technical evolution of ships. If the measurement rules include in the toimage upon which tolls are paid only the spaces actually available for passengers and cargo, no restrictions will be placed upon the improvement of vessels. Tolls upon the gross tonnage, or entire closed-in capacity, of all vessels would favor slow vessels of low engine power and maximum cargo capacity; but, as regards vessels of any particular type, tolls upon gross tonnage would impose no restraint upon the introduction of more efficient engines. Likewise, as has been pointed out in Chapter III, tolls upon displace- ment tonnage would be unfair for passenger steamers and for fast freight steamers as compared with slow freight steamers. Similarly, tolls upon the dead-weight tonnage of vessels would unduly burden slow freight steamers — vessels that will make lasge use of the Panama Canal. Neither gross tonnage, displacement, nor dead-weight tonnage, as a basis for Panama tolls 112 MEASUREMENT OF VESSELS FOE PANAMA CANAL. would be as favorable, as would net tonnage, to the introduction of high-powered, and other- wise more desirable, ships into the service through the canal. 9. Unless there are controlling reasons to the contrary, the kind of tonnage upon which vessels ordinarily pay charges should be the basis of the Panama tolls. As has been pointed out, it would be desirable to levy vessel charges upon the same tonnage in all ports of the world and at all canals; but this is impossible for the present and probably will be for some time to come. International uniformity in measurement and tonnage rules has yet to be worked out. In the meantime, however, it will be possible to impose Panama tolls on the same general kind of tonnage — net tonnage — that is made the basis of other charges and taxes on shipping. Light dues, tonnage taxes, charges for the use of ports, docks, and wharves, and in fact prac- tically all charges upon shipping, except for pilotage, whether levied by Governments or cor- porations, are based upon net tonnage. In most cases the net tonnage upon which these charges are imposed is that stated in the vessel's certificate of registry. It has been shown that it would be inadvisable, and probably impossible on account of our treaty obligations, to collect Panama tolls upon the net tonnage of vessels as stated in their several certificates of registry; but the fact that the charges paid by shipping the world over are imposed upon net tonnage is a strong argument in favor of making net tonnage, accurately and uniformly deter- mined for all shipping, the basis of Panama tolls. SUMMARY OF REASONS FOR ADOPTING NET INSTEAD OF GROSS TONNAGE AS THE BASIS OF PANAMA TOLLS. In deciding what tonnage should be made the basis of Panama tolls upon vessels of com- merce, the choice lay between gross and net tonnage, and the decision was in favor of net ton- nage. Gross tonnage has some advocates, and it will be well to set forth briefly the reasons for basing the tolls upon net tonnage. By applying the foregoing controlling principles or requirements to gross and net tonnage, it will be seen that of the two possible bases of tolls net tonnage is preferable. It might be said that this analysis of the relative merits of gross and net tonnage as bases of Panama Canal charges has been made unnecessary by the Executive proclamation of Novem- ber 13, 1912, which fixes rates of toll payable upon net tonnage. Net tonnage was selected as the basis for canal charges after careful consideration of the factors involved; but, in the report upon Panama Canal Traffic and Tolls, the reasons for recommending that tolls be levied upon net tonnage were but briefly presented, and a more complete enumeration of the reasons in this report on measurement and. tonnage rules seems appropriate. The President's proclamation of November 13, 1912, is based upon the general principle that vessels of commerce should pay Panama tolls upon their actual earning capacity — upon the space that may be used to accommodate passengers or to stow cargo. This is, of course, basing tolls upon net tonnage, and hi order to justify charging canal tolls upon another basis, such as gross tonnage — the entire closed-in capacity of vessels — it must be shown either that the principle of tolls upon earning capacity, or net tonnage, is not correct and controlling, or that substantially similar treatment can be given vessels of various types and class by charging a lower rate of tolls based upon gross tonnage. The main arguments favoring gross tonnage are that it can be determined more readdy than net tonnage, and that there can be no question or quibble as to what spaces shall be deducted from the tonnage, because there will be no deductions to make. The only uncertainty that can arise in measuring vessels to determine their gross tonnage is as to what spaces shall be exempted from measurement. The several national measurement rides now in force differ as to the spaces exempted from measurement and admeasurers of different countries, the United States and Great Britain, for instance, do not give the same interpretation to identical rules. Thus, whde gross tonnage is more readdy and definitely determinable than is net tonnage, the application of gross-tonnage rules is not without difficulties, and gross tonnage is not necessardy nor indeed usually a definite and satisfactory statement of the closed-in capacity of a vessel. MEASUBEMENT OF VESSELS FOE PANAMA CANAL. 113 If gross and net tonnage be compared with reference to the above list of nine requirements and conditions that must be met by satisfactory measurement rides, it will be found that, in the case of the first five of the nine conditions, gross and net tonnage are on a par, net tonnage having no marked advantage over gross as a basis of Panama tolls upon vessels of commerce. 1 . The first essential of any set of measurement rules — that there shall be one definite set of rules applied at Panama to vessels of all nationalities — would be met equally well by making either gross or net tonnage the basis of the canal charges. Whichever tonnage is selected as the basis, it will be necessary to apply one single set of rides to all ships. It will not be possible to accept either the gross or net tonnage of vessels as stated in their certificates of national registry. Indeed, it will be necessary, for reasons that are set forth in the succeeding chapter, to have a special set of Panama rules differing from any now in force. 2. The Government of the United States could secure such revenues as it may desire to obtain from the vessels using the Panama Canal with equal facility and certainty by adopting either gross or net tonnage as a basis of tolls. The one precaution that would need to be taken would be to adopt measurement rules that would make gross tonnage, if that were the basis, equivalent to the closed-in capacity of vessels, or rules that would make net tonnage, were that the basis, an exact expression of the earning capacity of the ships upon which tolls were levied. 3. Panama tolls may be levied either upon gross or net tonnage without interfering with or burdening the commerce using the canal. Panama certificates of gross or net tonnage would be secured by vessels when constructed or when at their home ports, and the certificates woidd be prepared for the owners of the vessels by official admeasurers without trouble and prob- ably without expense to the owners of the ships. Gross tonnage as well as net tonnage would need to be checked up by canal officials at the Isthmus of Panama and the work of checking up the certificates would be practically the same whether the tolls were levied upon gross or upon net tonnage. 4. The work of administering the Panama measurement rules would be practically the same if tolls were levied upon gross tonnage as they would be if the charges were based upon . net tonnage. In either case the administrative problem woidd be easy and simple. 5. Gross-tonnage rules so formulated as to include within the tonnage the entire closed-in capacity of vessels might be relatively permanent. They would possibly require less frequent change than would be necessary in the case of rules for the determination of net tonnage. Changes in the design of vessels, however, might require amendments in the rules as to what spaces shall be exempted from measurement and what spaces included within gross tonnage. When tested by the last four of the nine requirements, enumerated above, that must be met by a satisfactory basis for Panama Canal tolls upon vessels of commerce, it is found that net tonnage is so much preferable to gross tonnage as to make the adoption of net tonnage imperative. 6. It is necessary that the Panama tolls be levied without discrimination against any important type of vessels. The basis of tolls should be such as to treat vessels of different classes equitably. For reasons that have been stated with sufficient detad in other parts of this report, it is clear that tolls based upon net tonnage, or the actual earning capacity, of vessels of commerce is the fairest as between different types of ships. Gross tonnage, like displace- ment, takes no account of differences in the construction of vessels and the use to which they are put in actual service. Tolls upon earning capacity take as full account of both these factors as it is practicable to take. 7. Tolls based upon net tonnage place no tax upon spaces set aside for the accommodation of the crew and for navigation purposes. It is true that the Suez Canal Co., by limiting deduc- tions for spaces other than those occupied by propelling power to 5 per cent of the gross ton- nage of the vessel, may not exempt aU crew and navigation spaces. This 5 per cent limit of the Suez Canal Co. is, however, without justification. Rules for the determination of net tonnage should permit the deduction from gross tonnage of spaces actually devoted to the accommoda- tion of the crew and of such spaces, reasonable in extent, as are needed for navigation pur- 114 MEASUREMENT OF VESSELS FOR PANAMA CANAL. poses. Tolls based upon the entire closed-in capacity of the ship are an inducement to builders and owners of ships to restrict crew spaces to a minimum. 8. Panama tolls upon gross tonnage would be so much more favorable to slow steamers with low engine power, as compared with faster and better types of ships, as possibly to dissuade steamship companies from introducing into their services through the canal the best type of ships at as early a date as they would introduce such vessels were the measurement rules such as to treat ships of all classes with equal fairness. It is, of course, desirable that the Panama Canal shall always be used by the most modern types of vessels. 9. The fact that light dues, tonnage taxes, and all charges, except for pilotage, now paid by vessels for the entry and use of ports, docks, and wharves, are based upon net tonnage is a strong reason for charging Panama tolls upon net rather than upon gross tonnage. In so far as it is possible without violating the general principle of basing Panama charges upon the earning capacity of vessels, it should be the policy of the United States to conform to the commercial practice of the world as regards charges upon shipping. CONCLUSION. Gross tonnage has only one point of superiority over net tonnage as a basis for Panama tolls and other charges, and that is the fact that gross tonnage may be determined somewhat more simply than net tonnage can be calculated. This, however, does not justify basing Panama tolls upon gross tonnage. Net rather than gross tonnage is to be recommended, because (1) tolls based upon gross tonnage would violate the fundamental principle that charges paid by vessels for the use of the canal should be based upon the earning capacity of ships; (2) gross tonnage f ulfills none of the requirements and conditions that should be met in formulating rules to determine the tonnage upon which Panama tolls are to be paid more fully than those conditions are met by net tonnage; while (3) gross tonnage fails to meet satisfactorily at least four important tests that are met by net tonnage. CHAPTER VIII. THE NECESSITY FOR SPECIAL PANAMA MEASUREMENT RULES. 115 CHAPTER VIII. THE NECESSITY FOR SPECIAL PANAMA MEASUREMENT RULES. One question to be decided in recommending rules for the measurement of vessels for the Panama Canal is whether to select one of the sets of rules now in force — the American, the British, or the Suez rules — or to formulate a special code of rules to determine the tonnage upon which the Panama tolls shall be paid. If it were practicable to select for Panama the American, the British, or the Suez measurement rules, it would be desirable to do so. The shipping of the world is already subject to an unfortunately large number of measurements, and the unification of existing rules rather than an increase in their number is needed. If a special measurement code is adopted for Panama, the reasons should be clear and conclusive, and consideration should also be given to the effect which a special set of Panama rules may have upon the ultimate unification of all measurement and tonnage rules. GENERAL REASONS FOR HAVING A SPECIAL SET OF PANAMA MEASUREMENT RULES. In the preceding chapter and elsewhere in this report, attention has been called to the fact that the necessity of treating the vessels of all nations with entire equality requires the appli- cation of the same measurement and tonnage rules to all merchant vessels using the Panama Canal. It has also been pointed out that the dissimilarity in the measurement and tonnage laws of different countries precludes the levying of Panama Canal toUs upon the tonnage of vessels as stated in their certificates of national registry. The lack of uniformity hi the meas- urement rules and practices of different countries would, if tolls were paid upon the tonnage stated in certificates of registry, cause the United States to violate the provisions of the Hay- Pauncefote treaty, which stipulate that there shall be no discrimination among nations or their citizens or subjects in respect of the conditions of, or charges for, the use of the Panama Canal. There must not only be one set of rules for all vessels, but the rules must be such as to be fan as between countries and as between ships of different types. It has been decided that Panama tolls shall be levied upon net tonnage and that the net tonnage upon which charges are paid shall accurately express the earning capacity of vessels. If any one of the existing sets of rules is to be adopted, a code must be found that provides for the measurement of vessels and the calculation of net tonnage in such a maimer as to make the net tonnage closely approximate, if it does not exactly equal, the earning capacity of the vessel. The British, German, and American rules do not make net tonnage a close equivalent of earning capacity, and it is believed that the Suez rules would not be entirely satisfactory for Panama. The provisions of these various measurement rules have been so fully analyzed in Chapters IV and V that this chapter need only correlate and summarize the facts that make the adoption of any one of the existing measurement rules inadvisable. The Suez Canal Co. levies tolls solely for the purpose of securing revenues. It has been the pohcy of the company to keep its tolls low enough to permit the growth of traffic. Moreover the tolls and other charges are levied upon the earning capacity of vessels, the rates of charges being adjusted from time to time with the growth of traffic and revenue. As far as tolls and tonnage rules are concerned, the same general pohcy may wisely be followed by the United States Government in the management of the Panama Canal. In the long run a canal owned and operated by the Government may justifiably have lower tolls than a private corporation would charge if it owned the same waterway, but the proper basis for the charge would be the same whether the canal were owned by a Government or by a coqioration, i. e., the charges, whatever they are, should be levied upon the earning capacity of the vessels served by the waterway. 117 118 MEASUREMENT OF VESSELS FOR PANAMA CANAL. The analysis that has been given in previous chapters of the measurement rules of Great Britain, Germany, and the United States shows that none of these national rules meets the requirement that net tonnage shall be the equivalent of actual earning capacity; indeed, the national rules are purposely framed with a view to making net tonnage low — less than the equivalent of the available cargo and passenger capacity of vessels. The owners of British ships naturally favor low net tonnage for vessels under the British flag. Nearly half of the shipping engaged in international trade is of British registry. These, sliips are required to pay, on the basis of their net tonnage, light dues or tonnage taxes and charges for wharfage, dockage, and, usually, for towing, not only in British ports but in foreign ports the world over. Ordi- narily, a vessel having low net tonnage will have less to pay as port charges of various kinds than would have to be paid if the vessel's official net tonnage were higher. In order to compete with Great Britain on equal terms, Germany and some other countries have framed or interpreted their laws for the measurement of vessels in such a way as to make the net tonnage of their sliips practically equal to the tonnage which the same vessels would have if registered in Great Britain. The measurement laws of different countries are unlike in many particulars and the practice of admeasurers is not uniform, but the policy of Great Britain has a large influence upon measurement practice. The result of this is that in Germany, and in the case of most countries, net tonnage as stated in certificates of registry does not include all of the actual earning capacity of vessels. The United States Government is under less incentive to make net tonnage low than are foreign shipowners or the shipping authorities of foreign countries, for the reason that most of the shipping under the American flag is engaged in the coastwise trade and has no tonnage taxes to pay. A comparatively small tonnage of American shipping is engaged in the over-sea international trade. Nevertheless, net tonnage, American registry, fails to include all of the space available for cargo and passengers. The deductions for propelling power is, by the Ameri- can regulations, made in accordance with the percentage rule, 32 per cent being allowed for engine and fuel space in the case of screw-driven vessels whose engine-room space comes between 13 and 20 per cent of the gross tonnage of the vessel. Most freight steamers have engine rooms occupying only a little over 13 per cent of gross tonnage, and the propelling-power deduction is frequently from 6 to 9 per cent of the gross tonnage in excess of the percentage of gross ton- nage that would be deducted if the allowance were equal only to the actual space occupied by the machinery and fuel. Moreover, the American measurement rules, as has been pointed out, contain a provision that should long since have been repealed, exempting from measure- ment, in the case of passenger ships, all tiers of superstructures except the lowest. This pro- vision excludes from gross and net tonnage the large spaces included in the second and third tiers of superstructures regularly found upon the large transoceanic passenger steamers. Although the owners of vessels will always desire measurement rules that make net tomiage as low as possible, and although Governments desirous of promoting the development of the merchant marine under their respective flags may deem it wise to keep the registered tonnage of national shipping lower than it would be if it accurately expressed the capacity of vessels for the transportation of passengers and cargo, there are no special reasons why the Panama measurement rules should make net tonnage less than the actual earning capacity of the vessels measured. The charges imposed upon ships that use the canal and the revenue derived by the Government from the management of the canal will be influenced both by the rules followed hi determining tonnage upon which tolls are paid and by the rate of tolls charged. Of these two factors the measurement rules should be the constant and the rate of tolls the variable. Net tonnage should be an accurate, expression of the earning capacity of vessels. The rate of tolls can be made as high or as low as may be deemed wise, and the rate of charges can be, and ought to be, changed from tune to time with reference to the growth of traffic and revenue. If it be desired to try to promote the commerce of the world by keeping the canal revenues at a low figure, it will be necessary merely to adjust the rate of tolls accordingly. The tomiage upon which the charges are imposed can be kept equal to the earning capacity of vessels MEASUREMENT OF VESSELS FOR PANAMA CANAL. 119 Whatever tonnage rules are enforced at Panama, they must apply to all vessels using the canal, American as well as foreign. It would not be permissible, even if it were desirable, to have one set of rules giving ships under the flag of the United States a low net tonnage and another set of rules giving foreign vessels a higher tonnage. Its treaties and its traditions require the United States to treat the vessels of all nations with entire equality. Thus nothing is to be gained for the owners of American ships by making the tonnage of vessels upon which canal charges are levied less than the equivalent of the earning capacity of ships, nor would low net tonnage for all ships, American and foreign, at Panama in any way affect the charges payable by American-owned ships at foreign ports. The charges payable by vessels at the ports of the world are, with few exceptions, based upon the registered tonnage of the vessels. OBJECTIONS TO ADOPTING THE BRITISH OR GERMAN MEASUREMENT RULES FOR THE PANAMA CANAL. It is to be regretted that the British measurement rules are not such as to give the ships measured by those rules a net tonnage closely corresponding to the earning capacity of vessels. Nearly half of the shipping of the world engaged in international trade has British registry, and the measurement rules of Germany, and to a less extent of some other countries, are so interpreted by national admeasurers as to give vessels registered in Germany and elsewhere a net tonnage roughly corresponding to the tonnage vessels would have if registered in Great Britain. Because of international competition, the British precedent as to measurement has a large influence in other countries, but the rules of different countries are not uniform, and may be interpreted by national admeasurers with a view to lightening the burdens of the owners of ships. The lack of uniformity in international rules, the tendency on the part of national admeasurers to interpret rules in such a way as to aid the shipping of their particular countries, and, most of all, the fact that the British and other national measurement rules fail to make net tonnage an exact expression of the passenger and cargo capacity of vessels, are the general reasons which make necessary special Panama measurement rules. The specific objections to adopting the present British or German measurement rules for the determination of the tonnage upon which Panama Canal tolls shall be paid may be stated in summary form as follows: 1. The British and German rules exempt from measurement large spaces under the so- called shelter deck — spaces which in actual practice are used regularly for the stowage of cargo. The shelter deck, it will be recalled, is the uppermost full-length deck provided with one or more "tonnage openings," which, while technically permanent openings, are in reality capable of being temporarily so closed as to keep out the sea. By no means all vessels have a shelter deck, but the large freight steamers for the transportation of general cargo are now usually of the shelter deck type. If the Panama rules were made the same as the British, as regards the treatment of shelter deck spaces, the vessels of different types would be treated unfairly and the United States Government would lose a part of the canal revenues to which it would be justly entitled. 2. The British, and likewise the German, measurement rules may cause admeasurers to exempt relatively large spaces in inclosed superstructures — spaces available for cargo or pas- sengers — because of the lenient or loose interpretation given to the phrase "permanent closed-in spaces on the upper deck available for cargo or stores, or for the berthing or accommodation of passengers or crew." British and German admeasurers may exempt large bridge spaces which under the American and Suez rules are properly regarded as closed-in. These different definitions of closed-in spaces result in discriminations among vessels of different types and make the net tonnage of registry less than real net tonnage. The British and German practice, past as well as present, regarding the exemption of spaces under shelter decks and within super- structures generally is fully discussed in Chapter XL 3. The Board of Trade percentage ride regarding deductions for propelling-power and fuel spaces, the rule which is applied in Great Britain, Germany, and also in the United States, discriminates largely in favor of vessels of low speed and power, and also deducts from gross 120 MEASUREMENT OF VESSELS FOE PANAMA CANAL. tonnage more space than is actually occupied by machinery and fuel. This percentage ride makes net tonnage for the majority of vessels appreciably less than their earning capacity. In Chapter IX will be found a full discussion of the origin of the percentage rule, of the efforts that have been made by the British Board of Trade to change the rule, and of the reasons why it is not deemed advisable to apply this rule at Panama. 4. The measurement rules of Great Britain and Germany, as applied to most ships, exempt large spaces that should be included in measurement, and thus make gross as well as net tonnage unduly low. The tolls at Panama are to be based upon net tonnage, but it is none the less important that the measurement rules should be such as to include in gross tonnage the entire closed-in capacity of the vessel. Spaces exempted from gross tonnage are thereby excluded from net tonnage, and unless gross tonnage includes the entire closed-in capacity of vessels, the net tonnage is almost sure to be an incorrect expression of earning capacity. The British and German rules are such as to exclude from gross tonnage not only spaces under a "shelter deck" fitted with a "tonnage opening" and spaces within superstructures provided with openings which make the spaces inclosed come within the technical definition of "open spaces," but the British and German rules also exempt numerous structures above the upper deck used for the navigation of the ship. The logical procedure, and the only one by which an acciuate net tonnage can be calculated, is to include in gross tonnage the entire closed-in capacity of a vessel and to deduct therefrom, in calculating net tonnage, such navigation and other spaces as are not avadable for the accommodation of passengers or for the stowage of cargo. 5. The measurement rides of Germany exempt deck cargo from measurement, and thus exclude from the net tonnage upon which vessels pay charges large spaces used for carrying cargo and for earning freight revenue. Under the rules of Great Britain, deck loads are measured and the tonnage of the space occupied by deck cargo is added to the tonnage upon which light dues are paid. The objection to the British practice, however, is that cargo carried under a so-called "shelter deck" provided with a "tonnage opening" is treated as deck cargo and only such portion of the entire space under the "shelter deck" is measured as is actually occupied by the "deck" cargo. The practice of treating as deck loads the cargo carried under the "shelter deck" goes far to explain why the measurement rules of Great Britain are not so amended as to include within gross and net tonnage the spaces under the "shelter deck" — spaces which are quite regularly used for the stowage of dry as well as "wet" cargo. OBJECTIONS TO ADOPTING THE EXISTING AMERICAN MEASUREMENT RULES FOR THE PANAMA CANAL. The measurement rules of the United States give freight vessels and some passenger ships of American registry a larger gross and net tonnage than the same vessels would ordinarily have if registered in Great Britain or Germany, but the net tonnage of American vessels is in many cases less than the actual cargo and passenger capacity of the ship; and the rules are such as to discriminate largely between different types of vessels. The reasons why it would not be advisable to determine the tonnage upon which Panama tolls shall be paid by applying the American rules to the measurement of vessels using the canal may be briefly summarized as follows: 1. The provisions of the American rules winch exempt from measurement the portions of a ship "used for cabins or staterooms and constructed entirely above the first deck, winch is not a deck to the hull," would, if apphed at Panama, unjustifiably exclude from the tonnage upon which tolls are paid relatively large spaces upon most steamers having passenger accom- modations. Passenger steamers with more than one tier of passenger accommodations would be unduly favored as compared with other passenger vessels and with freight steamers. The exemption from measurement of the cabins and staterooms in the superstructures above the first tier is a defect in our tonnage rules that ought to be cured by the amendment of our navi- gation laws. The inclusion of such a provision in the Panama measurement rules would be inexcusable. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 121 2. The deductions for propelling-power and fuel spaces under the American rules have, since 1895, been practically the same as the deductions made in Great Britain and Germany. The Board of Trade percentage rule is followed, and the deductions made thereby cause the net tonnage of most vessels to be less than their earning capacity. 3. The gross tonnage of vessels, as determined by the American rules, does not include the entire closed-in capacity of vessels, because of the exemption of cabins and staterooms situated "above the first deck which is not a deck to the hull," and because of the exemption from measurement of various navigation spaces located above the upper deck. The navigation spaces exempted under the American rules are designated and described in Chapters IV and XL 4. The American rules exempt deck loads from measurement. In certain kinds of coast- wise traffic the owners of vessels are tempted to put such large deck loads upon vessels as to endanger the safety of the ship and thus to place the hves of the crew in peril. To exempt the space occupied by deck cargo from the payment of Panama toUs would further strengthen the tendency to make vessels top-heavy. Deck cargoes need to be regulated by law, and there are special reasons why the spaces occupied by such cargo should not be exempted from canal tolls and other charges payable by vessels. SPECIAL LEGAL AND POLITICAL REASONS AGAINST ADOPTING ANY ONE OF THE CODES OF NATIONAL MEASUREMENT RULES FOR THE PANAMA CANAL. In addition to the above-mentioned specific objections to the adoption of the British, German, or American rules for the measurement of vessels to determine the tonnage upon which Panama tolls shall be paid, there is a legal reason calling for the adoption of special Panama measurement rules. The President's proclamation of November 13, 1912, provides that the tolls on merchant ships shall be "$1.20 per net vessel ton — each 100 cubic feet — of actual earning capacity"; and the Hay-Pauncefote treaty further provides "that there shall be no discrimination against any nation or its citizens or subjects." The President's proclamation makes it necessary that the Panama rules shall be such as to cause the tolls to be paid upon "actual earning capacity"; and the treaty, by prohibiting any discriminations against the citizens or subjects of any nation, practically prohibits unfair discriminations as between the owners of different types of vessels. Of course it will be understood that the United States could not adopt for the measure- ment of vessels using the Panama Canal the national rules as such of Great Britain or any other foreign country and accept for the payment of Panama tolls the tonnage stated in British or other national registry certificates. If the United States were to adopt the British rules for Panama, they might not long remain the same as the existing British rules. The present British measurement laws first enacted in 1854 were amended in 1867, 1876, 1889, 1906, and 1907. In order to keep the Panama rules and those of Great Britain identical, it would probably be necessary for the United States from time to time to adopt the changes made by Great Britain in her rides. If the United States were to adopt the definite policy of keeping the Panama measurement rules the same as those prevailing in Great Britain, the United States would thereby give Great Britain an indirect control over the Panama Canal revenues. Naturally, the United States would not care to adopt such a policy. REASONS AGAINST MAKING THE PANAMA MEASUREMENT RULES THE SAME AS THE SUEZ RULES. While there would be strong and controlling reasons against adopting for the measurement of vessels using the Panama Canal either the British, German, or American rides, there would be much less objection to making the Panama rules practically the same as those of the Suez Canal Co. The adoption of the Suez rules at Panama and the acceptance of Suez tonnage certificates at Panama and of Panama certificates at the Suez Canal, would be of advantage to commerce, and, if practicable, the tonnage rules of the Suez and Panama Canals ought, ultimately if not immediately, to be made identical. It would seem that the Suez and Panama measurement rules might, without great difficulty, be made substantially the same, and the great desideratum of international unity in vessel measurement and tonnage be thus brought 61861°— 13 9 122 MEASUKEMENT OF VESSELS FOE PANAMA CANAL. nearer realization. The Suez and Panama rules are certain to have the following points in common: 1. The Suez rules are applied to vessels to determine the tonnage upon which tolls shall be paid for the use of an interoceanic canal whose services to the world's commerce are similar to those that will be performed by the Panama Canal. Measurement and tonnage rules that experience has proven to be satisfactory at Suez ought to prove satisfactory at Panama. The fact that the Suez Canal is owned and operated by a corporation and that the Panama Canal will be a Government enterprise will not necessarily affect the principles that should control in the formulation of rules for the determination of the tonnage upon which charges shall be imposed. 2. The Suez rules are applied to the measurement of vessels solely to determine a tonnage that may equitably be made the basis of charges for the use of the canal. Unlike the several national rules for the measurement of vessels, those of the Suez Canal Co. are not, and naturally would not be, formulated with a view to promoting the shipping of any one nation or to favor any particular class of vessels. The Suez Canal Co. would have the same reasons for basing its measurement rules upon accurate principles as the United States would have in deciding upon the regulations to be followed in determining the tonnage upon which Panama charges shall be levied. 3. The Suez Canal toll is levied upon the "ton of capacity" as defined in 1873 by the International Tonnage Commission that met in Constantinople. This body, made up of delegates from the leading commercial nations of Europe, formulated the Suez Canal Co.'s measurement rules with a view to making gross tonnage, as determined by those rules, approxi- mate the closed-in capacity of vessels, and net tonnage the capacity available for the accom- modation of passengers and the stowage of cargo. The Suez rules include within gross tonnage several spaces which the national rules improperly exempt from measurement, and, with few exceptions, the Suez rules exempt only such spaces as are not actually inclosed. Moreover, the Suez rides, as is fully explained in Chapters IX and XI, are more accurate than any of the national rides as regards deductions made from gross tonnage to determine net tonnage. The largest single deduction made from gross tonnage is the space allowed for propelling power and fuel and as regards this deduction, the Suez rules are much more accurate than the percentage rule, the one followed in Great Britain, Germany, and the United States. The Suez regulations, as has been explained, give the owners of many vessels — ships that have fixed coal bunkers — the choice between having the propelling-power deductions made according to the German or actual-measurement rule or according to the Danube rule, which, in the case of screw-propelled vessels provides for a total propelling-power deduction of a space equal to one and three-fourths the space occupied by the engine room. In Chapter IX the objections to the percentage rule for propelling-power deductions are discussed at length. However, the Suez rules, though based upon sound principles, do not fully realize the ideal of making gross tonnage the equivalent of the entire closed-in capacity and of making net ton- nage synonymous with actual earning capacity. Some compromises were necessary in the formu- lation of rules framed by a commission composed of delegates representing rival commercial nations, and the practices then prevailing, especially in Great Britain, as to exemptions and deductions of particular spaces within vessels, naturally influenced the provisions of the rules as adopted. Moreover, the steamship companies and navigation interests affected by the Suez rules have from time to time sought to bring about the amendment of the rules in such a way as to reduce the tonnage upon which tolls are paid. The amendments made to the rules by the canal company in 1904 were brought about by the interested navigation companies. The provisions of the Suez measurement rules, as they were formulated in 1873 and as the rules are to-day after amendment, are fully analyzed and explained in other portions of this report. It is sufficient in this connection to say that the Suez rules as they stand to-day are not entirely logical. They fail, in several particulars, to observe the fundamental principles upon which the rules as a whole are based, and it would not be advisable to adopt, without MEASUKEMENT OF VESSELS FOR PANAMA CANAL. 123 certain relatively important changes, the present Suez rules for the measurement of vessels to determine the tonnage upon which Panama tolls shall he paid. The gross-tonnage rules of the Suez Canal Co., while providing for the measurement of the gross capacity of vessels more completely than do any of the several national rules, are open to criticism as regards the following particulars: 1. The Suez rules, as amended in 1904, exempt from measurement the poop up to one- tenth of the length of the vessel and the forecastle up to one-eighth of the vessel's length (see Chap. IV, p. 53), provided the spaces in the poop and forecastle are considered "open" by the measurement rules of the country in which the vessel is registered. The general principles of the Suez rules would provide for the measurement of the entire space within poop and fore- castle, and it was, up to 1904, the practice of the company to include the entire poop and fore- castle spaces of all vessels in gross tonnage. The concession made in 1904 is objectionable because it exempts from measurement spaces which may, in fact, be available for cargo, supplies, passengers, or crew. The rule of 1904 is also to be criticized because it makes the Suez Canal tonnage dependent to some extent upon national measurement rules. In the formulation and application of measurement rules, the principle should be adhered to of including all closed-in spaces within gross tonnage. 2. The Suez rules always exempt double bottom spaces from measurement. Double bottom spaces should be exempted when they are used or can be. used only for water ballast, but the double bottom compartments that are or may be used to carry fuel or anything other than water ballast should be measured and included in gross tonnage. Double bottom spaces used for fuel oil, feed water, or cargo are a part of a vessel's usable contents, and the several national registry rules properly provide for the measurement of such spaces. 3. A third minor objection to the Suez gross tonnage rules is that, as amended in 1904, they do not provide for the exemption under all circumstances of the spaces within the light and air casings and the spaces framed hi around the smoke funnels to the extent that such spaces are located above the first tier of erections above the upper deck or an inclosed "shelter" deck with "tonnage openings." The spaces above the first tier of erections within the light and air casings and within the casings surrounding the smoke funnels form no real part of a vessel's closed-in capacity. It has long been the practice in Great Britain, Germany, and the United States to include within the engine room light and air and funnel spaces above the upper deck, or a portion of such spaces, when necessary to make the engine-room space more than 13 per cent of the entire space included in gross tonnage. The privilege thus given shipowners has resulted in the manipulation or juggling of engine-room space for the purpose of securing maxi- mum deductions for propelling power. The amendments which the Suez Canal Co. made in its rules in 1904 permit a similar practice in the case of vessels measured under the Suez rules. It would have been better for the Suez Canal Co. not to have made this change in its rules. (See Chap. XI, p. 176.) The net tonnage of vessels measured by the Suez rules is more nearly equivalent to the earning capacity of vessels than is the net tonnage as determined by any of the national rules; but, in the following particulars, the Suez rules fail to adhere to the tonnage principles which were adopted by the International Tonnage Commission of 1873, and which it is recommended should be adhered to in the formulation and administration of the Panama measurement rules: 1 . The Suez rules arbitrarily limit to 5 per cent of the gross tonnage the total deductions that may be made for crew spaces and for all spaces other than those occupied by machinery and fuel. This 5 per cent limit should not be included in the Panama measurement rules, because it puts a premium upon limiting crew spaces to the legal minimum. The Panama measurement rules should permit the actual spaces occupied by the crew to be deducted from gross tonnage. 124 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 2. The Suez rules deduct from gross tonnage the spaces used for the working and naviga- tion of the ship only when those spaces are located above decks. This is not correct in principle. Whenever such spaces are not available for passengers or cargo they should be deducted from gross tonnage whether located above or below deck. They are obviously not a part of the vessel's net capacity. 3. The Suez rules do not deduct water-ballast tanks such as side or peak tanks. When such tanks are not available for stowing oil or cargo they should be deducted from gross tonnage as is provided for in the various national measurement rules. Tanks that can be used solely for carrying ballast are not a part of a vessel's net capacity. 4. The room or rooms occupied by boatswain's stores are not deducted under the Suez rules, which thereby include in net tonnage certain spaces not available for the stowage of cargo or for the accommodation of passengers. 5. Probably for the reason that the Suez Canal is not used by sailing vessels, the Suez measurement rules do not provide for the deduction of spaces used for the stowing of sails on sailing vessels. Ordinary sailing vessels will not use the Panama Canal, but in all probability the canal will be used by a considerable number of large sailing vessels equipped with auxiliary engines. Such vessels are now used to some extent. The Panama rules should allow deduc- tions to be made of spaces occupied by sails upon sailing vessels. The national measurement rules provide for the deduction of the actual space set aside for the stowage of sails upon vessels propelled solely by sails up to a maximum of 2i per cent of the gross tonnage. The Panama rules may well allow the deduction of the space occupied by sails up to 2t per cent of the gross tonnage, in the case of vessels propelled wholly by sails. 6. The Suez rules exempt from measurement and from the payment of canal tolls spaces occupied by deck loads. For reasons stated above the spaces occupied bj r lumber and other freight carried on open decks should be regarded as a part of a vessel's earning capacity, and the volume of such space should be added to the tonnage upon which tolls and other canal charges are paid. It should not be the policy of the United States to offer a premium upon deck cargo by exempting from tonnage and tolls the spaces occupied by such cargo. CONCLUSION. The analysis of the measurement rules of Great Britain, Germany, and the United States (and, also, of the French rules in Appendices VIII and IX) shows that the gross tonnage and net tonnage of vessels, as determined by the navigation laws of the leading commercial nations, do not accurately express tbe closed-in capacity ami the net, or earning, capacity of vessels. Great Britain and, because of her action, other countries have purposely sacrificed accuracy in order to make tonnage low, and thus to lighten the port and other charges paid by shipping. The Suez rules are based upon sound principles and would be more satisfactory than would any of the national rules for determination of the tonnage upon which Panama tolls shall be paid. If the Suez Canal Co. should find it possible and advisable to bring about the modification of their measurement rules as to correct the defects noted in this chapter — and most of the changes required would affect provisions of relatively minor importance — the Panama and Suez rules can doubtless be made identical, and a long step can be taken toward the goal of complete international unification of tonnage and measurement rules; but unless, or until, the Suez rules can be so modified that gross tonnage according to those rules will accurately express the entire closed-in space and net tonnage the net, or earning, capacity of vessels, it will be well to have different rules for the measurement of vessels to ascertain the tonnage upon which Panama tolls shall be paid. The Panama measurement rules should be based on correct principles and the several pro- visions of the rules should be made to accord as closely as possible with those principles. The Panama rules should be accurate to start with and should be permanent, except for such minor changes as may be required on account of the introduction of new types of vessels or new kinds of engines. It is possible that, by making the Panama rules correct in principle and in detail, they may, because of their accuracy, help bring about greater unit}- in measurement rules and practice. CHAPTER IX. DEDUCTIONS FOR PROPELLING POWER; HISTORY AND CRITICISM OF RULES. 125 CHAPTER IX. DEDUCTIONS FOR PROPELLING POWER, HISTORY AND CRITICISM OF RULES. I. Introduction. The rules recommended for the determination of the net tonnage upon which Panama Canal tolls payable by vessels of commerce shall be levied provide that the deduction from gross tonnage to allow for the space occupied by propelling power — machinery and fuel — shall be made according to the Suez rule, to which reference has been made in earlier chapters of this report. This is not the rule by which propelling-power deductions are made in the United States, Great Britain, and Germany to determine the net registered tonnage of vessels, but is a part of the Suez Canal Co.'s present regulations. It was formulated for the Suez Canal Co. by the International Tonnage Commission which met in Constantinople in 1873. The decision in favor of incorporating in the Panama measurement rules the Suez rule regarding propelling-power deductions has been reached after a careful consideration of the principles involved. The so-called percentage rule by which propelling-power deductions are made by most countries, when vessels are measured to determine their registry tonnage, origi- nated in Great Britain. The history of the origin of the percentage rule and of its practical working in Great Britain and other countries that have followed the precedent established by Great Britain has also strengthened the conviction that the Suez instead of the percentage rule regarding propelling-power deductions should be incorporated in the rules applied to vessels to determine the tonnage upon which Panama Canal tolls shall be paid. The most important provision of any code of tonnage rules is the one governing deductions made to allow for the space occupied by machinery and fuel. The propelling-power deductions include from three-fourths to five-sixths of the total reduction made from gross to determine net tonnage. In Great Britain, the deductions now made for crew and navigation spaces (all allowances other than for propelling power and fuel) amount to 4 J to 12 per cent of the gross tonnage of merchant steamers. The total deductions from gross tonnage, including those for propelling power, crew spaces, and navigation purposes, average 39 per cent for the entire British merchant fleet. The Suez Canal Co. limits deductions, other than for propelling power and fuel, to 5 per cent of the gross tonnage, and this same rule is adhered to by Austria- Hungary, Italy, Sweden, and Greece. Japan allows maximum deductions other than for propelling power and fuel amounting to 6 per cent of the gross tonnage. It is thus evident that the amount of tolls paid by the owners of vessels for the use of the canal and the revenues received by the United States Government in the operation of the canal may be appreciably affected by the ride governing propelling-power deductions. It is important that those deductions should be fair to the owners of ships and to the owners of the canal. The three methods by which propelling-power deductions are determined were explained in Chapter V. Those methods or rules are as follows: 1. The percentage method, which provides for a deduction of 32 per cent of the gross tonnage of screw-propelled steamers, the actual volume of whose engine room is above 13 and under 20 per cent of the space included in gross tonnage, and for a deduction of 37 per cent of the gross tonnage of paddle-wheel steamers, the actual volume of whose engine room is above 20 and under 30 per cent of the space included in gross tonnage. 2. The so-called Danube rule, which provides for the deduction of the actual volume of the engine room increased by § in the case of screw steamers and of the actual volume of the engine room increased by \ in the case of paddle-wheel vessels. 127 128 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 3. The actual measurement or so-called German rule, which provides for the deduction of the space actually occupied by the engine room and by fixed bunkers or oil compartments. Engine rooms or machinery spaces as used in all the above rules include the spaces actually occupied by and necessary for the operation of the engines and boilers; also the space occupied by the shaft tunnel and the spaces above the engine and boiler rooms required for the admission of light and air. As has been explained, however, the rules are not uniform as to the portion of the total light and air and funnel spaces that shall be included within engine and boiler rooms. But few countries apply to all steamships any one of the above methods of determining the deductions that shall be made for propelling power. Austria-Hungary, Sweden, and Belgium adhere to the third rule and allow for propelling power the space actually occupied by machinery and fuel. The more general practice is to make propelling-power deductions according to the British tonnage rules, which provide for deductions of 32 per cent and 37 per cent in the case of steamers which come within the percentage limits above stated. The British tonnage rules provide that, in the case of screw-propelling steamers whose engine and boiler rooms occupy 13 per cent or less or 20 per cent or more, of the space included in gross tonnage, the deductions for propelling power shall be made either in accordance with the percentage rule or the Danube rule, as may be determined by the Board of Trade and the owners of vessels. The practice is to make the deductions according to the Danube rule when the engine and boiler rooms occupy 13 per cent or less of the entire space, and, also, according to the Danube rule when the machinery spaces amount to 20 per cent or more of the gross tonnage. The British rule regarding paddle-wheel steamers is the same as that concerning screw-propelled vessels, except the Danube rule is applied to paddle-wheel steamers whose engine and boiler rooms occupy 20 per cent or less, or 30 per cent or more, of the space included in gross tonnage. The American rules do not give vessel owners the option of the Danube or percentage rule; when the space occupied by the engine room is 13 per cent or less (for paddle-wheel steamers, 20 per cent or less) of the space included in gross tonnage, the deduction must be made by the Danube rule. The American rules, like those of Great Britain, give the shipowner the option of the Danube or percentage rule when the engine-room space exceeds the 20 or 30 per cent limits. Germany, France, Denmark, Italy, the Netherlands, Norway, Russia, Japan, and Spain follow the British practice. The Suez regulations (and also the registiy laws of Greece) as to propelling-power deductions combine the Danube and actual-measurement rules. The propelling-power deductions in the case of vessels with fixed bunkers may, if the owners of the vessels prefer, be the space actually occupied by machinery and fuel. The Suez Canal Co. and some countries limit propelling power deductions to a fixed maximum percentage of gross tonnage. The Suez regulations (and also those of the Danube Commission, of Denmark, Sweden, Greece, and of Austria-Hungary) limit the deductions to 50 per cent of the gross tonnage. The tonnage laws of Great Britain as amended in 1907 provide that propelling power deductions shall not exceed 55 per cent of the gross tonnage remaining after crew and navigation spaces have been deducted. The measurement rules of the United States, Germany, and France fix no maximum limit to deductions for propelling power. In the preceding chapters emphasis has been placed upon the necessity of adhering to the two general principles that gross tonnage should include the entire closed-in volume of vessels and that net tonnage should accurately express earning capacity — the space available for accommodating passengers and stowing cargo. If net tonnage is to be an accurate expression of passenger and cargo capacity, the deductions for propelling power must at least approximate the space occupied by machinery and fuel. Ships vary so greatly in design and service as to complicate the problem of formulating a general rule for propelling power deductions that will be correct in principle and will apply with fairness to vessels which are equipped with very different types of engines. It is usually wise to act in the present and for the future with reference to what the past has taught. The percentage rule for making propelling power deductions has been followed by Great Britain since 1854. The Suez Co.'s rule for determining those deductions has been MEASUREMENT OF VESSELS FOR PANAMA CANAL. 129 applied by the company since 1874, the rule having been adopted by an international tonnage commission. Which rule, in the light of experience, shall be followed in calculating the tonnage upon which Panama tolls shall be paid ? It is the purpose of -this chapter to answer that question. II. The British Board of Trade Rule Concerning Propelling Power Deductions. The British Merchant Shipping Act of 1854, in which the so-called Board of Trade rule governing propelling power deductions first made its appearance, was preceded by the acts of 1819 and 1836, each of which provided a method for determining the deductions to be madefrom gross tonnage to allow for the space occupied by machinery and fuel. The act of 1819 (59 George III, chap. 5) provided that the vessel's length for tonnage computations should be considered to be the difference between the length of the engine room and the entire length of the keel. This seems like providing for a very liberal deduction for propelling power, but it should be remembered that vessels of that date usually had but two or three decks, and it is possible that this method of determining engine-room space, though crude, may have been roughly accurate. It was soon, however, considered unsatisfactory and the "new measure- ment" law of 1836 provided that the actual space occupied by the engine room as calculated by a prescribed formula should be deducted from the space included in gross tonnage. The act of 1836 provided that the volume of the engine room should be determined by multiplying its length, in feet, between its foremost and aftermost bulkheads by the depth of the vessel below the upper deck at amidships, by the inside breadth of the ship at the midship division, and by dividing the product of these three dimensions by 92.4. This formula for determining the divi- sions for propelling power included in those deductions only the side bunkers. Any bunkers forward of the forward bulkhead or aft of the rear bulkhead of the engine room were not included in the deductions. Transverse bunkers were, however, probably not a regular part of vessels as they now are. The rule of 1836 seemed to provide for the deduction from gross tonnage of the entire underdeck space, between the forward and after bulkheads bounding the engine and boiler rooms, and this led to the construction of some vessels with engine and boiler rooms separate from each other. The space between the two rooms was not used for machin- ery or fuel, but was included in the deductions for propelling power. In 1849 a royal commission on tonnage was appointed to report upon the entire subject of measurement rules and tonnage. This commission reported the following year in favor of determining the closed-in capacity of vessels and also the space taken up by machinery and fuel by a system of external measurements. It was thus recommended that the long-established principle of determining the cubical contents of vessels by internal measurement should be superseded by rules for measuring vessels externally. This would have been a step backward, and fortunately Parliament did not not adopt the recommendation of the royal commission. It is worthy of note that this commission was doubtful as to the advisability of making any deduc- tion from gross tonnage to allow for the space occupied by propelling power. The commis- sion was evidently influenced by the contention of the sailing-vessel owners that the steamship might prove a dangerous competitor of the sailing vessel. In determining the net tonnage of sailing vessels, but small deductions were made from gross tonnage, and it was contended that the deductions for propelling power gave steamers an undue advantage over sailing vessels. The secretary of the Royal Commission of 1849-50 was Mr. George Moorsom. 1 Parliament having wisely declined, in 1850, to adopt the recommendation of the Royal Commission providing for the external measurement of vessels, Mr. Moorson worked out what has ever since been known as the Moorsom system of measuring the contents of spaces in vessels. The Moorsom rules for determining the closed-in capacity of vessels were incorporated in the Merchant Ship- ping Act of 1854, and since then they have become a part of the measurement rules of all coun- tries and of the Suez Canal Co. i Mr. Moorsom was a member of the Royal School of Naval Architecture, honorary secretary of the Royal Commission of 1S49, surveyor general of tonnage for 10 years, member of Special Committee on Tonnage of the British Association for Advancement of Science in 1857, author of a book on tonnage, and the originator of Moorsom's system of measurement. 130 MEASUEEMENT OF VESSELS FOE PANAMA CANAL. Moorsom's method of measuring the closed-in capacity of vessels was incorporated in the act of 1854, but his recommendation as to deductions for propelling power was not adopted and did not become a part of the law. Mr. Moorsom was in favor of continuing to make propelling- power deductions according to the method provided for by the act of 1836 with certain amend- ments and improvements calculated to provide for a more exact measurement of the spaces actually occupied by machinery and fuel. Instead of accepting Mr. Moorsom's recommendation in this regard, an entirely new rule, formulated by Admiral Beachey, nautical adviser to the Board of Trade, was made a part of the act of 1854. The only change that has since been made in the rule as adopted in 1854 has been to substitute "Board of Trade" for "Commissioners of Customs," a change that was made necessary in 1872 when the Board of Trade was intrusted with the measurement and registry of vessels. The rule adopted in 1854 was as follows: As regards ships propelled by paddle wheels in which the tonnage of the space solely occupied by and necessary for the proper working of the boilers and machinery is above 20 per cent and under 30 per cent of the gross tonnage of ship, such deduction shall be 0.37 of such gross tonnage, and in ships propelled by screws, in which the tonnage of such space is above 13 per cent and under 20 per cent of such gross tonnage, such deduction shall be 0.32 of such gross tonnage. As regards all other ships, the deduction shall, if the Commissioners of Customs and the owner both agree thereto, be estimated in the same manner; but either they or he may, in their or his discretion, require the space to be measured and the deduction estimated accordingly; and whenever such measurement is so required the deduction shall consist of the tonnage of the space actually occupied by or required to be inclosed for the proper working of the boilers and machinery, with the addition in the case of ships propelled by paddle wheels of one-half, and in the case of ships pro- pelled by screws of three-fourths of the tonnage of such space. Mr. Moorsom's objection to the percentage rule for determining propelling power deductions is evidenced both by his long-continued efforts to have the law changed and by the testimony of officials of the Board of Trade who were familiar with the origin of the percentage rule. In 1874, Mr. Thomas H. Farrer, who was then permanent secretary of the Board of Trade, and who had been connected with the Board of Trade since 1850, testified before the Parliamentary select committee, to whom the merchant shipping bill then under consideration had been referred, that the rule for propelling power deduction contained in the act of 1854 was "forced upon Mr. Moorsom," who "from the beginning was as discontented with the working of that rule as he had been with it in its inception. 1 Similar testimony was submitted to the Royal Commission on Tonnage of 1881 by Mr. Thomas Gray, assistant secretary of the Board of Trade, who stated that Mr. Moorsom "who knew more about tonnage than anybody living * * * was always violently opposed to the allowance for engine room hi steamships contained in the act of 1854. It was done against his advice altogether. It was settled by Admiral Beachey and the steamship owners, much to the chagrin of Mr. Moorsom." 2 The percentage rule for propelling power deduction which was incorporated in the Merchant Shipping Act of 1854 through the influence of the owners of steamships, was apparently intended to provide for the deduction of approximately the actual space occupied by machinery and permanent bunkers; but experience soon showed that the allowance for propelling power, under the percentage rule, was greater than the space occupied by the engine and by both fixed and movable bunkers. For many steamers the percentage rule operated as a bounty that assisted them in competing with sailing vessels, which for more than two decades after i The following quotation from Mr. Farrer's testimony of 1S74 is illuminating: "That space (space occupied by machinery and coal) was measured before 1854 by a very rough rule; it measured the section of the ship at the extremities of whatever space or spaces were occupied by the engine room, and then took the whole slice of the ship between those two sections; the consequence was extreme evasions of the law, so that a ship of nearly 2,000 tons would sometimes measure only 300 or 400, because, of course, if the engine rooms were placed as they were, in order to evade the law, at a little distance from one another, you might get almost the whole ship included in the section that was excepted on account of engine space. There was a great discussion in 1853 as to how this should be remedied; Mr. Moorsom himself always wished to retain the actual measure- ment of the engine room, but to amend it and make it more accurate; the then chief nautical adviser to the Board of Trade, Admiral Beachey, forced upon Mr. Moorsom a different plan, and I wish particuialrly to call attention to this, because something has been said about the employment of civilians in these matters; Mr. Moorsom was a civilian; he was a man who had given great attention to this subject; he was perfectly impartial upon it; he had a scientific interest in it, and all that he wished was to make as accurate a system as possible; the consequence of that was, that, taking his advice, we have, as regards gross tonnage, got a perfectly good rule, or at least so good a rule that all nations are adopting it. but Admiral Beachey, the sailor, forced upon Mr. Moorsom this plan of percentage deductions for engine room, of which the committee have heard so much, and into which I will not go. I will leave the inequalities and the injustices of that rule to be enforced by others. * * * To go on with the history of the engine room, I may say that Mr. Moorsom, from the beginning, was as discontented with the working of that rule as he had been with it in its inception; he perpetually called the attention of the Board of Trade to the extreme injustices and inequalities that were caused by it." (Report of Select Committee on Measurement of Tonnage of 1S74, pp. 142-143.) 2 Report of Royal Commission on Tonnage, 1881, p. 4. MEASUBEMENT OF VESSELS FOE PANAMA CANAL. 131 the enactment of the Merchant Shipping Act of 1S54 were the chief deep-sea carriers of heavy freight. 1 The percentage rule being satisfactory neither to the Commissioners of Customs nor to the Board of Trade, 2 efforts were soon made to have the act of 1854 amended. The initiative was taken by Mr. Moorsom, who from the start had the support of the Com- missioners of Customs. In 1859 the Board of Trade invited the opinion of various bodies repre- senting shipping, and in I860 Mr. Moorsom, in a carefully prepared paper, urged the Board of Trade to return to the method of making propelling-power deductions that had been provided for in the act of 1836, and he suggested that if this should be impossible, that the so-called Danube rule should be applied to all steamers to determine propelling-power deductions. No action having been taken by Parliament, the Commissioners of Customs and the Board of Trade decided to act upon the authority which they believed had been granted them by section 29 of the act of 1854, which provided that — The Commissioners of Customs ( later changed to the Board of Trade ) may , with the sanction of the Treasury , appoint such persons to superintend the survey and admeasurement of ships as they think fit; and may, with the approval of the Board of Trade, make such regulations for that purpose as may be necessary; and also, with the like approval, make such modifications and alterations as from time to time become necessary in the tonnage rules hereby prescribed, in order to the more accurate and uniform application thereof, and the effectual carrying out of the principle of admeas- urement therein adopted. Acting upon the theory that the foregoing grant of power to "make such modifications and alterations as from time to time become necessary in the tonnage rules'' permitted them to change the rules for propelling-power deductions, the Board of Trade suspended the percentage rule and substituted for it the rule of 1836, as revised by Mr. Moorsom with a view to prevent- ing the evasions and frauds that had been possible under the original rule of 1836. This ride, it will be remembered, provided for the deduction from gross tonnage of the entire underdeck space between the forward and aft bulkheads inclosing the engine and boiler rooms. Longi- tudinal coal bunkers between the bulkheads bounding the engine and boiler rooms were included in the space deducted, but athwartship coal bunkers were not deducted. Mr. Moorsom con- sidered that the deduction of the space included in the below-deck section of the ship between forward and aft engine and boiler room bulkheads made a liberal allowance for propelling power. 3 1 A large shipbuilder of West Hartlepool made the following statement in his testimony before the Royal Commission of 1881: "Do you know at all what led to these allowances being made for steamers originally?" "Yes, I think it was to encourage the people of this country to invest their capital in steam. There is a very large amount of money buried in the engine room, perhaps one-third of the whole value of the ship." "Do you still think that the steam shipping trade of this country requires encouragement?" "I think it does require encouragement, or if it does not require encouragement it ought not to be subjected to oppression in the face of bounties and other things that are creeping up. I believe the law is passed now that the French will subsidize their mercantile marine, and the Americans and Germans will follow without a doubt." (Royal Commission Report, 1881, p. 93.) 2 The objections to the percentage rule for propelling power deductions contained in the act of 1S54, and the extent to which the deductions favored steamships as compared with sailing vessels, were concisely summarized as follows in a book on rules for engine-room deductions published in 1867 by Mr. Thomas Gray, who was for many years an assistant secretary of the Board of Trade in charge of the marine department: First. That the 1S54 rules are unfair as between steamship and steamship; Second. That therefore one steamship owner has to pay dues for another; Third. That they offer a premium for certain peculiar forms of ships; Fourth. That they are objected to by the sailing ship owner and the dock owner as unfairly reducing the registered tonnage of high -class ships; Fifth. That under the act of 1854 the register tonnage of sailing ships was reduced 7 per cent on the tonnage of 1836, while the registered tonnage of steamships was reduced 14 per cent, or double the amount of reduction of sailing ships: and Sixth. That since a certain sum must be paid every year for dues, the sailing ship owner pays more than his share, and the steamship owner less # » The rule of I860 as issued by the Board of Trade was as follows: " In every ship propelled by steam or other power requiring engine room, an allowance of space or tonnage shall be made for the space occupied by the propelling power, and the amount so allowed shall be deducted from the gross tonnage of the ship, ascertained as aforesaid, and the remain- der shall be deemed to be the register tonnage of such ship: and such deduction shall be estimated as follows, that is to say: "1. Measure the mean length of the engine room between the foremost and aftermost bulkheads or limits of its length, excluding such parts of the said length, if any, as are not actually occupied by or required for the proper working of the machinery; then measure the depth of the ship at the middle point of this length, from the ceiling at the limber strake to the upper deck in ships of three decks and under, and to the third deck, or deck above the tonnage deck, in all other ships; also the inside breadth of the ship clear of sponsing, if any, at the middle of the depth; multiply together these three dimensions of length, depth, and breadth for cubical contents; divide this product by 100, and the quotient shall be deemed to be the tonnage of the engine room, or allowance to be deducted from the gross tonnage on account of the propelling power. " 2. In the case of ships having more than three decks, the tonnage of the space or spaces betwixt decks, if any, above the third deck, which are framed in for the machinery, or for the admission of light and air, found by multiplying together the length, breadth, and depth thereof, and dividing the product by 100, shall be added to the tonnage of such space. " 3. In the case of screw steamers, the tonnage of the shaft trunk shall be deemed to form parts of and be added to such spaces, and shall be ascer- tained by multiplying together the mean length, breadth, and depth of the trunk, and dividing the product by 100. " 4. In any ship in which the machinery may be fitted in separate compartments, the tonnage of such compartment shall be measured, severally, in like manner according to the above rules, and the sum of their results shall be deemed to be the tonnage of the said space. " 132 MEASUREMENT OF VESSELS FOR PANAMA CANAL. This rule governed propelling-power deductions from 1860 to 1866, when the City of Dublin Steam Packet Co. convinced the courts that the Board of Trade had exceeded its authority in promulgating the rule of 1860. In the case before the courts the merits of the 1854 and 1860 rides were not under consideration. The question was solely that of the power of the Board of Trade under the law. Following the decision of the courts in the City of Dublin Steam Packet Co. v. Thompson, in 1866, the percentage rule of the act of 1854 again became effective, and it has remained in force ever since. The Board of Trade at once requested that the act of 1854 be amended by the substitution of the "Danube" rule for the determination of propelling-power deductions, and that the deductions in the case of any steamer be limited to 50 per cent of the gross tonnage. No action was taken upon this recommendation, consequently the Board of Trade the following year proposed that the rules of the act of 1854 governing propelling-power deductions be repealed and that a law be enacted requiring propelling-power deductions to be determined by the meas- urement of machinery spaces and fixed coal bunkers; but the proposal of the board in 1867, like that made in 1866, was ignored. However, it may be noted in passing that the rule recom- mended by the Board of Trade in 1866 was in 1871 adopted by the European Commission of the Danube, and thereby came to be called the Danube rule, while the suggestion made by the Board of Trade in 1867 was in 1S73 adopted by Germany, and is thus often called the German rule. , The decision of the European Commission of the Danube not to adopt the percentage rule for the determination of propelling-power deductions is significant. This commission, made up of representatives of the commercial powers of Europe, had been established in 1856 to improve navigation at Sulina, at the mouth of the Danube, and to collect charges upon vessels entering and clearing the mouth of the river. In 1860 the European Commission of the Danube decided to base shipping charges upon net tonnage as determined by the British act of 1854, and a scale of percentages was worked out to be applied to the net tonnage of the vessels of other countries than Great Britain for the purpose of reducing to common terms all tonnage upon which tolls were levied. This plan did not work satisfactory, and in 1871 the commission adopted the so-called Danube rule, which had originated in England in 1854, and was the rule by which propelling-power deductions were made by the act of 1854 for screw-propelled steamers whose engine-room space did not come between 13 and 20 per cent of the gross tonnage, and for paddle- wheel steamers whose engine-room space did not come between 20 and 30 per cent of the gross tonnage. In other words, the rule which the British act applied to smaller and larger vessels but not to ships of medium size was by the Danube commission applied to all vessels, with the additional provision that the total deduction for propelling power should not exceed 50 per cent of the gross tonnage. This action of the European Commission of the Danube was taken largely through the influence of Sir John Stokes, a man of great ability, who was the repre- sentative of Great Britain on the European Commission of the Danube for 15 years, from 1856 to 1871. » Though the Board of Trade was unsuccessful in the efforts made in 1866 and 1867 to eliminate the percentage rule concerning propelling-power deductions from the Merchant Shipping Act of 1854, further efforts were made in 1871, 1872, 1874, and 1881. In 1871 the Board of Trade had a bill introduced into Parliament providing for propelling-power deductions according to actual measurement. The following year the Board of Trade again proposed the adoption of the Danube rule and the same proposition was made two years later. This last bill, that of 1874, was referred to a select committee of the House of Commons. The principal witnesses that appeared before the select committee' were Sir (then Colonel) John Stokes ; Mr. Thomas Gray, assistant secretary at the head of the marine department of the Board of Trade; Mr. Thomas H. Farrer, the perma- nent secretary to the Board of Trade, and representatives of the large steamship companies and of certain dock companies and harbor boards. Sir John Stokes stated to the select committee i Sir John Stokes may properly be ranked next to Mr. George Moorsom as an authority upon tonnage and measurement rules. In addition torepresenting the British Government on the European Commission of the Danube for 15 years, Sir John Stokes was one of the two delegates of the British Government to the International Tonnage Commission of Constantinople in 1873. He was a very influential member of that body. Later he served for some time as the representative for the British Government on the council of administration of the Suez Canal Co. MEASUREMENT OP VESSELS FOR PANAMA CANAL. 133 that "the object of the Constantinople commission was to arrive at a single method of measuring tonnage by all nations * * * and to remedy the defects of the law of 1854, both as regards the deductions for engine and crew spaces and the definition of covered-in spaces above the uppermost deck." Sir John Stokes also expressed the opinion that the adoption by Parliament of the provisions of the bill of 1874 "would give entire effect to the recommendations of the international commission (of Constantinople) . My private opinion is that it would be followed eventually, perhaps not immediately, by the adoption of the same rule by all nations as regards net tonnage." The representatives of the big steamship companies opposed the abandonment of the percentage rule, and inasmuch as no action was taken by Parliament it is probable that the influence of the steamship companies was stronger than the recommendations of the Board of Trade. The final effort made by the Board of Trade to bring about the determination of propelling power deductions for all vessels by applying the Danube rule instead of by applying the per- centage rule to most ships, was made in 1881, when the subject of the measurement of tonnage was investigated and reported upon by a royal commission consisting of 12 members, of whom 2 were Sir John Stokes and Mr. Thomas Gray. 1 This report, which is reproduced as Appendix XVIII to this volume, was an exceptionally able presentation of the reasons for substituting for the rules in the act of 1854 governing propelling-power deductions rules substantially the same as had been formulated at Constantinople for the Suez Canal Co. The Suez rule, it will be recalled, made propelling-power deductions of If the engine-room space in screw-propelled vessels and 1^ the engine-room space in paddle-wheel steamers, with the proviso that the deduc- tions for propelling power in the case of steamers with fixed coal bunkers might, if the owner of the vessel preferred, be determined by the actual measurement of the space occupied by machin- ery and fuel. Again, however, the opposition of the owners and builders of ships prevailed and recommendations of the Board of Trade were not adopted by Parliament. After 1881 the Board of Trade made no further attempt to eliminate the percentage rule from the act of 1854, but it has secured one important amendment to the rules governing propelling-power deductions. This was in 1907. Prior to that tune the law did not limit deductions for propelling power to any maximum percentage of gross tonnage. A high-powered steamer might, under the Danube rule, which determines the deduction authorized by the British act of 1854 for vessels whose engine-room space is 20 per cent or more (for screw steamers), or 30 per cent or more (for paddle-wheel vessels), of the gross tonnage, have a very low or even a negative net tonnage. The Suez rules have always limited propelling-power deductions to 50 per cent of the gross tonnage, except in the case of tugs. The dock companies finding that their charges based upon net tonnage were bringing in but small revenue from large passenger ships, sought to have a limit placed upon deductions from gross tonnage, and in 1906 the Board of Trade appointed a select committee to investigate and report upon the question of limiting propelling-power deductions to a certain percentage of gross tonnage. The majority of the committee adopted the views of the shipowners and reported as follows: We think that it is undesirable to make any change unless strong reasons can be shown for its necessity, and after carefully considering all the evidence we are of opinion, having regard to the fact that relatively low tonnages are to be found only in a very small percentage of the total tonnage of British shipping, and also the serious objections on international grounds to changes in the tonnage law, sufficiently strong reasons for making a change do not exist at the present time. We are therefore not prepared to recommend any change in the present law. 2 The expert members of the committee did not concur in the majority report. In 1907 the Board of Trade brought about the appointment of a parliamentary "select committee on tonnage deduction for propelling power," which, after considering much tne same evidence as had been presented the previous year to the special committee appointed by the Board of Trade, recom- mended 3 that propelling-power deductions be limited to 55 per cent of the gross tonnage alter ' Report by Her Majesty's commissioners to inquire into the present operation of the law for the measurement of tonnage, 1881. This is volume 49 of the Reports from Commissioners, Inspectors, and Others, Session January G to August 27, 1881. 2 Report of Special Committee Appointed by Board of Trade, 1906 (Cd. 3045), p. 2. 3 Report of Select Committee on Tonnage Deduction for Propelling Power, 1907 (C. 256), p. IV. 134 MEASUREMENT OF VESSELS FOR PANAMA CANAL. all other deductions (for crew and navigation spaces) bave been made. A law fixing this limit was enacted to become effective on January 1, 1914. ' Though tbe British dock companies, harbor authorities, and Government departments interested in levying upon shipping reasonable charges for services rendered, and charges so imposed as to be as fair as possible to all types of ships, have been prevented by the opposition of the shipowners from bringing about the abandonment of the percentage rule concerning propelling-power deductions, the reasons for changing the rule are stronger to-day than they formerly were. The deduction for propelling power of an arbitrary percentage of the total closed-in capacity of the vessel, instead of making the deduction vary with the space required for machinery and used for fuel, causes the difference between power space deducted and power space occupied to increase with every advance in the efficiency and compactness of engines, with every reduction in the space required for fuel, and with every addition made to the number of decks, and thus to the closed-m capacity of vessels. The main objections to the percentage rule may be briefly enumerated as follows: 1. Propelling-power deductions under the percentage rule usually exceed the space occupied by machinery and fuel, and the rule thus operates to subsidize certain classes of vessels. 2. The percentage rule often causes space to be wasted 2 for the purpose of making the engine room include somewhat more than 13 per cent of the space included in gross tonnage. The economy due to compactness of engines is thus partly destroyed. Freight vessels now being put into service, equipped with internal-combustion engines, are built, by stipulation of the owners, with engine-room space above 13 per cent of the gross tonnage, in order that the vessels may secure propelling-power deductions equal to 32 per cent of the gross tonnage. 3. The percentage rule is responsible for the indefensible practice of increasing the volume of light and air spaces included in the engine room when an increase is necessary to bring the engine-room space above 13 per cent of the gross tonnage. If the engine room of a freight steamer contains over 13 per cent of the space included in gross tonnage, without including, either in gross tonnage or in the engine room, the light and air space above the upper deck, then the light and air space above the upper deck is not included; but if the extra light and air space is needed to bring the vessel under the percentage rule as to power deduction the additional light and air space above the upper deck may, in pursuance of a request in writing to the Board of Trade by the owner of the ship, be included in gross tonnage and the engine room. The rule is such that the size of the engine room may vary with regard to the ratio between the engine-room space and gross tonnage and not solely with regard to the space occupied by the machinery. 3 If a vessel, measured for registry in Great Britain, has an engine room too small or too large to bring the vessel under the percentage rule as to propelling-power deductions, the owner of the ship may request the entire light and air space to be included in the engine room, in order that the power deductions under the Danube rule (the rule that the law applies to such vessels) may be as large as possible. i See Appendix III for act of 1907. 2 The testimony of Sir James Flannery, a shipbuilder of London, Liverpool, and Rotterdam of 40 years' experience in ship construction, before the Parliamentary Select Committee of 1907, is typical. The following colloquy occurred: "Q. And further, there is an artificial increase of propelling space. How much, from your experience, does that come to? "A. The propelling power in dead-weight carrying vessels is practically always 14 per cent, and whether your vessel has engines that will drive her 8 or 10 or 12 knots, your dead-weight vessel has always got practically the same percentage from 13J to 14, so as to qualify for this bonus. " Q. As little above 13 per cent as they can get, I suppose. "A. Exactly. I have known it so little above 13 per cent that the engineer's storeroom has had to be broken down, a partial bulkhead and a grating put in front of it, so as to allow just a little more space in the engine room to qualify for the 32 per cent." (Report of Select Committee on Tonnage Deduction for Propelling Power, 1907, p. 262.) 3 Through an oversight in drafting the act of 1854 it was not specifically stated that a space not included in the gross tonnage may not be deducted. The Board of Trade assumed that to be the intention of the law, and therefore included light and air spaces below the upper deck as part of the engine room, but refused to include in the engine room (and thus in the space deducted) the light and air space above the upper deck. In the case of the Isabella (High Court of Justice, Queen's Bench Division, London & North Western Ry. v. William Fraser, Apr. 3, 1879), the High Court of Justice held, in 1879, that light and air spaces above the upper deck must be deducted with the engine room, even though they have not been included in the gross tonnage. The gross injustice of this ruling was remedied in the Merchant Shipping Act of 1889, which prohibited the deduction of any space which had not been included in the gross tonnage. This act, however, still made it possible to juggle with light and air spaces by stipulating that such spaces, if located above the upper deck, shall ordinarily not be measured into the space occupied by the pro- pelling power, but that they may be so included upon request of the owner to the Board of Trade. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 135 It is not necessary to argue that the spaces included in the engine room — the spaces occu- pied by propelling machinery — ought to be definitely defined by the measurement rules, and that the size of the engine room should depend upon the space occupied by the machinery and required for its working. The manipulation of rules concerning engine-room space with a view to lightening tonnage charges ought not to be possible. The rules governing power deductions should be fair and should be the same at all times for all vessels of the same type. 4. The application of the percentage rule to some vessels and the Danube rule to others may treat vessels of practically the same size unfairly. If a screw steamer of 6,000 tons gross has an engine-room space equal to 13.2 per cent of the space included in gross tonnage the propelling-power deduction will be 1,920 tons (6,000 by 0.32). If the engine-room space in a ship of the same gross tonnage is only 13 per cent of the space included in gross tonnage, the deduction would be 1,365 tons (6,000 by 0.13 by 1.75). A difference of but 12 tons in the capacities of the engine rooms of the two vessels would produce a difference of 555 tons in deductions for propelling power. On the contrary, if the engine room of a screw steamer of 6,000 tons gross occupied 20 per cent of the closed-in space the propelling-power deduction would be according to the Danube rule, and would amount to 35 per cent, or to 2,100 tons; whereas if the engine-room space was 19.8 per cent of space included in gross tonnage the deduction for power would be 32 per cent, or 1,920 tons. The difference of 12 tons in the capacity of the two engine rooms, in this instance, makes a difference of 180 tons in the deduction for propelling power. These illustrations suffice to show that to treat vessels fairly as regards propelling-power deductions the same rule should be applied to all ships of the same type. 5. Under the percentage rule the excess of the space included in power deductions over the space actually occupied by machinery and fuel becomes increasingly larger. There are several reasons for this: (a) The increase in the number of decks, and thus of the volume of closed-in space above the "upper" deck, has caused the total closed-in volume and the gross tonnage of vessels to enlarge so rapidly that the engine room tends to become a smaller percentage of the total capacity of vessels. Otherwise stated, freight vessels of a given engine power have an increasing per- centage of their total capacity available for cargo — a smaller percentage of the total closed-in volume being occupied by machinery and fuel. (6) Marine engines tend to become more efficient, to develop greater power per unit of size, to become more compact. Moreover, internal-combustion engines, the use of which has already begun, may occupy less space than steam engines do. (c) The increasingly efficient marine engines consume less coal or oil per unit of power generated or of work done. The coal space required per unit of engine power tends to decline, and the use of oil instead of coal in many ocean vessels is further reducing the space that is required for fuel. Diesel engines and gas engines consume much less fuel than steam engines do, and should engines that consume the fuel in the cylinders become of general use, as is quite possible, there will be a still further reduction made in the space required for fuel. (d) Stations at which vessels may obtain coal or fuel oil are becoming more numerous, and vessels being able to secure coal or oil more frequently en route are able to reduce the size of coal bunkers and fuel tanks and thus to give more space to cargo. From these facts it must be evident that there can be no permanent general ratio between the size of the engine room and the gross tonnage of vessels. If the percentage rule for pro- pelling power deduction had been accurate in 1854, it could not have long remained accurate. As a matter of fact the percentage rule, as Mr. Moorsom and the Board of Tiade officials promptly pointed out, provided at the outset for propelling power deductions in excess of the spaces occupied by machinery and fuel. 6. The deduction for propelling power of more space than is used for machinery and fuel, i. e., the exemption from net tonnage and thus from the various charges on shipping, discrimi- nates in favor of the steamer and against the sailing vessel. When the act of 1854 was passed the steamship was in the early stages of its development. It had not become a profitable 136 MEASUREMENT OF VESSELS FOE PANAMA CANAL. carrier of general freight, much less of bulk cargoes. The sailing vessel was the principal freight carrier. Special favors to steamships might be excused if not justified in 1854, but hardly at the present time. It is unjust to the sailing vessel as well as an unwise public policy to make net tonnage of sailing vessels — the tonnage upon which charges are levied — their entire earning capacity and to make the net tonnage of steamships much less than their earning capacity. When it became evident that the British Government was to adhere to the percentage rule for propelling power deductions, instead of accepting the rule that had been adopted by the International Tonnage Commission at Constantinople, other nations incorporated the percentage rule in then - measurement laws. It was not to be expected that the commercial nations would adhere to a rule different from that enforced by the country whose marine comprises nearly half the world's ocean shipping. The United States and Germany adopted the percentage rule in 1895. Had the Suez rules for power space deduction been adopted by Great Britain hi 1874 or in 1881, when efforts were made to amend the act of 1854, it is certain that the commercial countries of the world would also have taken similar action. III. The Danube Rule. The so-called Danube rule was first adopted as the sole rule governing propelling-power deductions by the European Commission of the Danube. This action was taken in 1871 upon the recommendation of the British Board of Trade and through the influence of Sir John Stokes, Great Britain's representative on the commission of the Danube. 1 The rule adopted by the commission of the Danube in 1871 was taken, with changes in phraseology, from the British Merchant Shipping Act of 1854, the commission of the Danube limiting the total deduction for propelling power to 50 per cent of the gross tonnage. The Danube rule was of British origin and first appeared as a part of the act of 1854, at which time, as has been explained, the present Board of Trade rule as to propelling-power deductions was adopted. That rule, it will be recalled, applied the percentage method of determining propelling- power deductions to screw steamers whose engine-room space came within 13 and 20 per cent of the space included in gross tonnage and to paddle-wheel steamers whose engine rooms occupy between 20 and 30 per cent of the space included hi gross tonnage, and provided that — As regards all other ships the deduction shall, if the Board of Trade and the owner both agree thereto, be estimated in the same manner; but either they or he may, in their or his discretion, require the space to be measured and the deduction estimated accordingly, and whenever the measurement is so required the deduction shall consist of the tonnage of the space actually occupied by or required to be inclosed for the proper working of the boilers and machinery, with the addition in the case of ships propelled by paddle wheels of one-half and in the case of ships propelled by screws of three-fourths of the tonnage of such space. 2 The owners of vessels with low-engine power — i. e., steamers whose engine room occupies 13 per cent or less, and paddle-wheel steamers whose engine room occupies 20 per cent or less of the space included in gross tonnage — would prefer to have the deduction made by the per- centage rule; but the Board of Trade requires the application of the Danube rule in order to avoid making excessive deductions for propelling power. In the case of vessels whose engine rooms are too large, to bring the vessels within the percentage limits, vessel owners, having an 1 In 1S74 Mr. Thomas H. Fairer, permanent secretary of the Board of Trade, testified before the Select Committee on Tonnage (p. 146): "The Danube commission adopted, with the help and advice of the Board of Trade, the rules * * * for the measurement of engine room." In 1911 Mr. Kuhl, the consulting engineer of the European Commission of the Danube, stated in a letter written March 25 to the resident engineer of the commission at Sulina: "About 1ST0 the tonnage measurement officers of the European Commission of the Danube, in verifying the tonnage certificates of steamers based on the Moorsom system, found a great many anomalies resulting from the deduction of engine room, bunkers, etc. These results were com- municated to the Board of Trade. Mr. Thomas Gray was the chief man, if I remember correctly. With the consent of the Board of Trade new rules were elaborated and put into force by the European commission. Sit John Stokes, the British commissioner, was the moving spirit in this as in all other matters concerning the commission." 8 The rule as adopted in 1871 by the European Commission of the Danube was phrased as follows: " Th3 allowance to be made for the space occupied by engine room and coal spaces shall be etsimated as follows, that is to say: The allowance shall consist of the tonnage of the space occupied by or required to be inclosed for the proper working of the machinery and boilers, with the addi- tion foi coal space of 75 per cent thereof in the case of ships propelled by screws and 50 per cent thereof in the case of ships propelled by paddle wheels, pi ovided that, except in the case of steamers used exclusively for the purpose of towing, the whole allowance made for the propelling power on account of engine-room and coal space together shall not exceed one-half of the gross tonnage of the ship. (For copy of Danube tariff and com- plete measurement rules see British Accounts and Papers, 1874, vol. 6S, Commercial No. 7, pp. 20-25.) MEASUREMENT OF VESSELS FOR PAXAMA CANAL. 137 option between the percentage and Danube rules, choose the Danube rule for propelling-power deductions, because a larger deduction in tonnage can thereby be secured. The Danube rule not only originated in Great Britain, in the Merchant Shipping Act of 1854, but, as has been explained, successive efforts were made in 1866, 1872, 1874, and 1881 to secure parliamentary action making that rule the sole one for the determination of propelling- power deductions. It is true that Mr. Moorsom, the tonnage expert of the Board of Trade, favored the actual measurement of spaces occupied by machinery and fuel, and that from 1860 till estopped therefrom, in 1866, by the decision of the High Court of Justice, the Board of Trade deducted the space actually occupied by power and fuel as determined by the rule of 1836 amended and improved; but Mr. Moorsom, in 1860, suggested to the Board of Trade that if it could not adopt the actual-measurement rule, it would be well to apply to — All vessels, indiscriminately, that part of the present system, based on the size of the actual engine room, which at present is applied only to vessels in which the said engine rooms are beyond the limits of the prescribed percentages; that is, by taking 1$ the actual engine room for the allowance of all paddle vessels and If for the allowance of all screw vessels. This modification of eliminating altogether the percentages from the system removes its great and unjust anomalies; but still admits of unfair advantages to the extreme power coasters, a defect which could, however, be arrested in its further progress without risk of prejudice to the longer-voyage steamers, by limiting the allowance in the most extreme case, as suggested by the local marine board of Glasgow, to one-half of the entire tonnage of the ship. 1 When, in 1866, the Board of Trade was required to resume the enforcement of the rule for propelling-power deductions as formulated by the Merchant Shipping Act of 1854, it at once recommended the enactment of a law eliminating the percentage rule and providing for the application of the "Danube" rule to all vessels. In adopting the "Danube" rule for propelling-power deductions, the European Commission of the Danube chose that rule after experimenting with the Board of Trade rule. The eight members of this commission 2 represented most of the principal powers of Europe — Great Britain, France, Germany, Austria-Hungary, Italy, Roumania, Russia, and Turkey. As stated n an earlier part of this chapter, the commission was established by the treaty of Paris in 1856, and it promptly undertook the deepening and correction of the channel of the Danube below Braila and along the Sulina Branch. The minimum depth at Sulina was increased from 9 to 24 feet, and the depth of the Sulina Branch from 8 to 18J feet. When the commission's first tariff was issued, the charges upon shipping were based upon the net tonnage of vessels as determined by the British Merchant Shipping Act of 1854; and, as has been explained, the net tonnage of vessels under other flags was multiplied by such a factor as would make the product equal to what the vessel's tonnage would have been under the British flag. This plan was adopted as a temporary expedient, it being the hope and expectation of the commission that the commercial powers of the world would unify tonnage rules and vessel measurements. As early as 1861 the commission formally announced its desire that a "uni- versal system of tonnage be adopted in order to establish a real equality between ship and ship and between flag and flag." 3 From time to time the Commission of the Danube repeated this expression of its hope for the international unification of tonnage; but, as no action was taken by the powers, the commission requested the British Board of Trade for advice as to the tonnage rules to be permanently adopted by the commission. The Board of Trade advised the Commission of the Danube to adopt the rule for propelling- power deduction which the board had, in 1866, sought to have Parliament adopt in place of the rule established by the act of 1854. The Commission of the Danube adopted the rule exactly as it was phrased in the memorandum submitted by the Board of Trade. This was in 1871, and thus it was that the name "Danube" was given to that part of the British rule of 1854 that applied to screw steamers whose engine-room tonnage did not come between 13 and 20 per cent 1 The report and documents submitted to the Board of Trade by Mr. Moorsom in I860 have been printed several times. They may be found in the appendix to the Report of the Merchant Shipping Committee of 1862; Report of Select Committee on Tonnage of 1S74, Appendix 4, pp. 22S-231; and the Report of the Royal Commissioners of 1SS1, Appendix 22, pp. 659-662. Mr. Moorsom makes the same points in a paper " On the new ton- nage law as established in the Merchant Shipping Act of 1854" in the Transactions of the Institution of Naval Architects (1860), Vol. I, pp. 128-144. 2 The commission is still in existence. Since 1904 it has been continued for successive periods of three years and will so continue, unless the powers represented on the commission give a year's notice of withdrawal from representation on the commission. 3 Statement of Sir John Stokes, Report of Select Committee on Tonnage, 1874, p. 3. 61861°— 13 10 138 MEASUREMENT OF VESSELS FOE PANAMA CANAL. of the gross tonnage and to paddle-wheel vessels whose engine rooms did not occupy more than 20 per cent, nor less than 30 per cent, of the space included in gross tonnage. The Commission of the Danube abolished the percentage rule and did not give vessel owners the option of having the actual space occupied by machinery and fuel deducted. The single rule of deducting for propelling power If the engine-room space in screw steamers and 1£ the engine-room space in paddle-wheel vessels was applied to all vessels subject to the charges imposed by the commission. The total allowance for propelling power was limited to 50 per cent of the gross tonnage. IV. The Suez Rules. The concession which the Suez Canal Co. received from the Ottoman Government author- ized the company to charge tolls of 10 francs per ton of capacity. The concession did not define "ton of capacity," and during the construction of the canal no consideration was given to the meaning of the words. In 1868, the year before the Suez Canal was finished, the company appointed a special commission to consider questions connected with the construction of the canal. This commission the following year recommended that "in the absence of any inter- national rules for the determination of the tonnage of vessels it would be best to base the toll to be charged upon the net tonnage of ships as stated in the ship's papers without discrimina- tion as to the flag of vessels." 1 This first commission did not attempt to define "ton of capac- ity" nor did it formulate rules for the measurement of vessels to determine the tonnage upon which the Suez tolls should be levied. It was expected in 1869 that the commercial powers of Europe would agree upon uniform tonnage and vessel measurement rules, but this expectation was not realized. From the opening of the Suez Canal in 1869 to the 1st of July, 1872, the tolls were levied upon the net tonnage of vessels as stated in their certificates of registry. The revenues derived by the company from the tolls levied upon this basis did not enable the company to meet its fixed charges, and as the rate of tolls could not be increased the company, in 1871, appointed a second commission to investigate and report upon the question of the tonnage basis of the compan} r 's tolls and other charges. This second commission recommended that the tolls be levied upon the gross tonnage of vessels, and this recommendation was adopted to take effect July 1, 1872. This action of the company increased the tolls for vessels of different classes from 30 to 50 per cent, and the shipping interests in different countries protested to their several Govern- ments which brought pressure to bear both upon the Suez Canal Co. and upon the Ottoman Porte to compel the company to base the tolls upon net tonnage. The Porte, being unable to decide whether the canal company or the protesting Governments had properly denned "ton of capacity," assembled the International Tonnage Commission at Constantinople in September, 1873. The question submitted to the commission was "the determination of a standard ton which will serve both as a unit for commercial transactions and also as a unit on which to collect the tolls to which navigation is subject." Thirteen Governments — Germany, Great Britain, Austria-Hungary, Belgium, Spam, France, Greece, Italy, Holland, Russia, Norway, Sweden, and Turkey — sent delegates. The principal powers instructed their delegates to limit their deliberations to the consideration of tonnage with reference to the tolls payable for the use of the Suez Canal. The international co m mi ssion was thus not to consider the problem of the international unification of tonnage rules; but, as a matter of fact, the conference did devote itself to the formulation of measurement rules which, it was expected, would be adopted by the countries represented at the conference as well as by the Suez Canal Co. The report of the international commission and the measurement rides which it formulated are contained in Appendices X and XII to this volume. The International Tonnage Commission gave full consideration to the respective merits of the three rules for propelling power deductions — the British rule of the act of 1854, the German i Consult Appendix XI, which contains a history of the measurement of tonnage of vessels using the Suez Canal written by Lieut. V. Beret. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 139 (or actual measurement) rule, and the Danube rule. The percentage rule was not favored by the international commission and was not supported by the British delegates. Sir John Stokes was one of the two representatives of Great Britain and one of the most influential men in the international commission. The instructions given by the colonial secretary, Earl Granville, to the British represent- atives at Constantinople stated that "with regard to measurement for tonnage dues, it is probable that the commission may not adopt the English net or register tonnage, which is in some respects admitted to be defective." During the deliberations of the tonnage commission, Sir John Stokes discussed at length the different rules for propelling power deduction and advo- cated the adoption of the rule which the Danube commission had put in force in 1871. Other members of the co mmi ssion advocated the actual measurement rule which had just been adopted by Germany, Austria, and Italy. The international commission adopted the Danube rule, with an additional provision giving the owners of ships with fixed bunkers the option between the Danube and actual measurement rules. The report of the commission upon this subject was as follows: It is recognized : * * . * That as regards the net tonnage of steamships the enactments of the English law of 1854 are not all that could be desired, inasmuch as for a class of vessels whose engines occupy a certain proportion of the total capacity, the deduc- tion is one of a percentage of the gross tonnage, while in other ships the deduction is derived only from the space occu- pied by the engines. That there exist two other systems under which deductions are made, and the difference between these two con- sists in the mode of dealing with the coal bunkers. The first regards movable bunkers, and is governed by the Danube rule; the other regards fixed bunkers, and is adopted in Germany, Austria, France, and Italy. Under the first of these systems a shipowner is free to employ his ships for commerce generally throughout the world, increasing or dimin- ishing the space applicable for coals according to the requirements of each voyage, while by the other system he is obliged to adopt fixed bunkers inapplicable for cargo, and which can only hold coals for a certain duration of voyage. Considering that the opinions are divided upon the respective advantages of these systems, the commission recom- mends for the acceptance of the maritime powers the modes of procedure hereinafter contained, and the rules of meas- urement annexed to the present report. The principles of the report were followed out by the commission hi formulating the rules for propelling-power deduction that were incorporated in the tonnage rules prepared for the Suez Canal Co.; i. e., propelling-power deductions in the case of vessels with movable bunkers were to be by the Danube rule, and the deductions for vessels with fixed bunkers were to be made either in accordance with the Danube rule or the actual measurement rule, as the owner of the vessel might elect. The total deductions for propelling power were not to exceed 50 per cent of the gross tonnage except in the case of tugs. 1 The international commission had framed its rules with a view to their being accepted and put in force by the powers represented at Constantinople; but the expectation of the Inter- national Tonnage Commission that the rules formulated at Const ant mople would be generally adopted by the commercial countries of the world was not realized. The Board of Trade, as has been explained, sought to have the rules adopted by Parliament. In testifying before the 1 The rules adopted by the International Tonnage Commission for propelling-power deductions have not since been changed. They comprise articles 14, 16, 17, and IS of the present Suez rules. As originally adopted and as they now stand the rules read as follows: "Article 14. For vessels propelled by steam or other mechanical power deduct — " (2) The spaces occupied by the engines, boilers, coal bunkers, shaft trunks of screw steamers, and the spaces occupied between decks and in the covered and closed-in erections on the upper deck surrounding the funnels, and required for the introduction of air and light into the engine rooms and for the proper working of the engines themselves. Such deductions can not exceed 50 per cent of the gross tonnage. "Akt. 16. In ships that do not have fixed bunkers but transverse bunkers with movable partitions, with or without lateral bunkers, measure the space occupied by the engine room, and add to it, for screw steamers 75 per cent and for paddle steamers 50 per cent of such space. By the space occupied by the engine room is to be understood that occupied by the engine room itself and by the boiler room, together with the spaces strictly required for their working, with the addition of the space taken up by the shaft trunk in screw steamers and the spaces between decks which inclose the funnels and are necessary for the admission of air and light into the engine rooms. "Art. 17. In ships with fixed coal bunkers, measure the mean length of the engine and boiler room, including the coal bunkers. Ascertain the area of three transverse sections of the ship (as set forth in the rules given in arts. 3 and 4 for the calculation of the gross tonnage) to the deck which covers tha engine. * * * The tonnage of the following spaces between decks, and in the covered and closed-in erections on the upper deck, is ascertained by the same method, viz: (a) The spaces framed in round the funnels, (o) the spaces required for the admission of light and air into the engine rooms, and (c) the spaces, if any, necessary for the proper working of the engines. "Art. 18. Instead of the measurement of fixed bunkers, the rules for bunkers with movable partitions as set forth in article 16 may be applied." (See Appendix XII to this volume, pp. 410-411.) 140 MEASUREMENT OF VESSELS FOR PANAMA CANAL. select committee to which this bill of 1S74 was referred, Sir John Stokes said in favor of the bill pending in Parliament: This bill would give entire effect to the recommendation of the international commission. * * *' The recom- mendations of the international commission have been embodied in the bill now before the House of Commons. If it becomes a law in England there can be no doubt but other nations will speedily on their parts also adopt the recommendations of the commission, and thus a uniform system of tonnage for the whole world will shortly be recog- nized. As has been pointed out, the bill of 1874 failed because of the opposition of the steamship owners, as did also the bill of 1881, although the Royal Commission on Tonnage of 1881 sub- mitted a strong report in favor of the Danube rule. 1 It is most unfortunate that Parliament did not adopt the Suez rules for propelling-power deductions as contamed in the bill of 1881. At that time the British rule as contamed in the act of 1854 had been adopted by only two other countries — Denmark and Sweden — and those countries had improved the rule by limiting the propelling-power deduction to 50 per cent of the gross tonnage. At that time France gave vessel owners the choice between the British rule and actual measurement. The actual-measure- ment rule was then hi force in Germany, Norway, Portugal, Italy, Austria-Hungary, and Belgium. Holland, Spain, Turkey, the Suez Canal Co., and the European Commission of the Danube were making propelling-power deductions according to the Suez rules. The following year, 1882, the United States adopted the Danube rule. It is thus clear that had the British Parlia- ment, in 1881, adopted the Suez rules as to propelling-power deduction the action of Great Britain would have soon been followed by the principal countries of the world. When, however, Great Britain refused to change the rule contained in the act of 1854, other nations in the course of time felt obliged to adopt the British rule. Japan acted in 1884, Norway in 1893, the United States and Germany in 1895, Holland in 1899, Russia in 1900, Spain in 1902, and France in 1904. V. Superiority op the Suez Rules over the Percentage Rule for Propelling-Power Deduction. The Suez rules as to propelling-power deduction give the owners of ships the option between the deduction of the space actually occupied by machinery and fixed fuel compartments and the deduction of the space occupied by the engine room (including the space occupied by the engines, boilers, shaft tunnel, and designated light and ah spaces) increased by 50 per cent for paddle-wheel vessels and by 75 per cent for screw-propelled ships. The deduction of the space actually occupied by machinery and fuel is not practicable in the case of vessels that do not have fixed bunkers. The deductions for such vessels, and hence their net tonnage, would have to be determined by making an arbitraiy allowance for fuel, and that would be satisfactory neither to the payer nor to the recipient of shipping charges. It would give rise to serious administrative difficulties and would invite fraudulent practices. It would be necessary to combine with the actual-measurement rule either some such percentage rule as that in the British Merchant Shipping Act of 1854 or some rule like the Danube rule. The Danube rule, with the option of the actual measurement of machinery and fuel space, is much preferable to the present Board of Trade ruie, which is the percentage rule (supplemented by the Danube rule for exceptional vessels). Although no method can be devised of making propelling-power deductions other than by the actual measurement of the spaces occupied by machinery and fuel — which in the case of vessels with movable bunkers is impracticable — that will automatically cause the deductions to correspond exactly with the space used for power purposes hi vessels of many' different types, the Danube rule works with approximate accuracy, because for vessels of different size and speed there is a rough average relationship between the space occupied by machinery and the space required for fuel. Although the Danube rule can be claimed to secure only approximately accurate propelling-power deductions, it is much more accurate than the deduction of a fixed percentage 1 See Appendix X VIII for the text of the report of the Royal Commission on Tonnage, 1881. MEASUEEMENT OF VESSELS FOE PANAMA CANAL. 141 of gross tonnage, for there is no fixed or general relationship between the space occupied by machinery and fuel and the space included within gross tonnage. The Suez rule, for the following reasons, is superior to the present Board of Trade rule regarding propelling-power deductions: 1. The Danube rule is based upon the general principle that there is an average rela- tionship between the space occupied by machinery and the space required for fuel, whereas the percentage rule is based upon the inaccurate assumption of a general relationship between propelling-power space and gross tonnage. In previous chapters of this report it has been pointed out that there has been a much larger increase in gross tonnage than in the size of the engine room. Additional decks and superstructures have increased gross tonnage without correspondingly affecting the space required for propelling power. Engines of the same power, because of increased efficiency, tend to occupy less space, and thus further to distort the per- centage relationship between power space and gross tonnage. The increasing efficiency and greater compactness of the marine engine has not as yet very greatly altered the relation between machinery space and fuel space. The marine engine of to-day requires less fuel per unit of power result than engines formerly required. The more compact engine requires smaller fuel space than was formerly needed. 2. The percentage deductions for propelling power authorized by the present Board of Trade rule are largely in excess of the space occupied by machinery and fuel in the majority of ocean vessels. The 32 per cent rule at the beginning provided for unduly large propelling- power deductions, and the discrepancy between power space occupied and space deducted has, for the reasons just stated, grown steadily greater. Indeed, the percentage rule is maintained for the very purpose of keeping net toimage, and thus charges payable upon shipping, as low as possible. It is not claimed that the percentage rule brings about a fair average deduction for propelling power. The Danube rule, as the experience of the Suez Canal Co. shows, provides for a liberal, but not excessive, deduction for propelling power. The fact that the owners of vessels prefer to have the deductions made in accordance with the Danube rule, rather than by the actual measurement of machinery and fuel spaces, shows that the Danube rule is sufficiently liberal. Both the Board of Trade and the Suez rules allow propelling-power deductions for screw steamers whose engine-room space equals or exceeds 20 per cent and for paddle-wheel vessels whose engine-room space equals or exceeds 30 per cent of the gross tonnage, to be made according to the Danube rule. In the case of vessels with the highest powered engines it is necessary, in order to keep the deduction for machinery and fuel within reasonable bounds, to limit the deductions within a stipulated maximum. The Suez rules limit power deductions to 50 per cent of the gross tonnage and the Board of Trade rules, effective January 1, 1914, to 55 per cent of the gross tonnage after the deductions, other than those for power spaces, have been made. The limits placed by the two sets of rules are practically the same. 3. The percentage rule is now causing vessels to be built with larger engine rooms than are needed. Space is being wasted in order to make the engine room large enough to enable the owner of the vessel to secure propelling-power deductions of 32 per cent of the gross tonnage. Even vessels now being fitted with Diesel engines, are given engine rooms slightly hi excess of 13 per cent of the entire space included in gross tonnage. In this way the economy that should result from the use of the more compact engines now being constructed is partly nullified. When the Danube rule is applied in making propelling-power deductions, shipbuilders and shipowners have no incentive to increase the size of the engine room above the space required for the convenient operation of the machinery. 4. The present Board of Trade rule allows some vessels the advantages of a deduction of 32 per cent for propelling power and denies that favor to other vessels. Screw-propelled steamers within the 13 to 20 per cent limit and paddle-wheel vessels within the 20 to 30 per cent limi t, are unfairly favored as contrasted with vessels with smaller engine rooms. The Danube rule, on the contrary, is relatively fan as between ships. The same rule is applied to all vessels, whatever the size of their engine room. The possibility of dealing unjustly with any particular vessel 142 MEASUREMENT OF VESSELS FOR PANAMA CANAL. having fixed bunkers is minimized by the option which the Suez rules give the owners of such vessels to choose whether the deduction shall be made by the Danube rule or by actual measure- ment of machinery and fuel spaces. Likewise, the possibility of reducing unduly the net tonnage of, and the charges payable by, fast steamers with exceptionally high-powered engines is prevented by limiting propelling-power deductions under the Suez rules to 50 per cent of the gross tonnage. This limitation prevents unf ah discrimination between ordinary freight vessels and fast passenger steamers. VI. Conclusion. The general conclusion or lesson to which the history of the rules for propelling-power deduction points is that the Suez rule — the Danube rule with the option, when practicable, of the actual measurement of machinery and fuel spaces — is the one that should be incorporated in the code of rules to be followed in determining the tonnage upon which Panama Canal tolls and other charges shall be paid. The percentage rule is not to be recommended ; it is not based upon correct principles, and it would not treat vessels with relative fairness. If it were applied to vessels ushig the Panama Canal, the tonnage upon which tolls were paid would not approximate the earning capacity of vessels as closely as is desirable. The Danube rule is recommended. Ships of different classes will be treated with approxi- mate fairness absolutely and relatively, if propelling-power deductions are made by applying the Danube rule supplemented by the three provisions : 1 . That the owners of vessels with fixed fuel compartments may, if they choose, have the deductions determined by the measurement of the space actually occupied by machinery and fixed fuel spaces. 2. That the total deduction for propelling power shall not exceed 50 per cent of the gross tonnage. 3. That the light and ah and funnel spaces to be included in the engine room and to be excluded from measurement and gross tonnage shall be definitely defined, and that the same rule as to the inclusion and exclusion of light and ah and funnel spaces shall be applied to all vessels without variation and without the exercise of any option on the part of vessel owners. It is believed that the adoption for Panama of the Suez rule as to propelling-power deduc- tion will prove to be a step toward the ultimate international unification of tomiage rules. The Suez rule is not only right in principle, but is made permanent by having been formulated for the company by an international commission. The same rule is followed by another interna- tional commission — the European Commission of the Danube. The incorporation, by the United States Government, of the Suez power-deduction rule in the Panama Canal measurement code will give the Danube rule added prestige. Whether the precedent thus established will prove strong enough to cause the leading commercial nations to amend then tonnage rules, time alone can determine; but should Great Britain and other countries decline to modify then rules as to propelling-power deductions, the enforcement of the same, or approximately the same, rules at the world's two great interoceanic highways will be of no small advantage to shipping and commerce. CHAPTER X. PROPELLING-POWER DEDUCTIONS FOR VESSELS EQUIPPED WITH OIL AND GAS ENGINES. 143 CHAPTER X. PROPELLING-POWER DEDUCTIONS FOR VESSELS EQUIPPED WITH OIL AND GAS ENGINES. The general principle upon which the Panama measurement rules accompanying this report are based is that net tonnage should express, as nearly as practicable, the actual earning capacity of vessels — their space available for passengers and cargo. To give effect to this principle it is necessary that deductions made from gross tonnage in determining net tonnage should correspond as closely as is feasible with the spaces required for the crew, for navigation purposes, and for propelling power. The largest deduction from gross tonnage is for the space occupied by the engine and fuel, and it is especially important that the deduction for propelling power should be made by apply- ing a correct rule. This is not an easy problem to solve. Vessels are of many types, employed in widely different services. Moreover, vessels of the same size and speed and employed in the same service may be equipped with different kinds of engines, varying as regards the space they occupy and the kind and quantity of fuel used. The marine engine is having a rapid development at the present time. The standard type of reciprocating steam engine is being improved; oil instead of coal is being used to generate steam; the turbine engine is being tried out in service; and new types of engines, such as the internal-combustion oil and gas engines, are being successfully employed hi marine service. The substitution of oil for coal in the furnaces of steam engines lessens the space required for fuel, while the use of internal-combustion instead of steam engines largely reduces the fuel consumed and may somewhat reduce the size of the engine room. In view of these facts it seems desirable to study the effects of oil fuel upon fuel space and the effects of internal-combustion engines upon the size and location of fuel compartments and upon the size of the engine room for the purpose of deciding whether the same rule for propelling- power deduction may properly be applied to vessels equipped with all types of engines. Con- sideration is first given to the relative fuel spaces required by coal-burning and oil-burning engines of like power. In order to make the discussion of internal-combustion engines clear to nontechnical readers, a brief description is given of the main kinds of oil and gas engines now in use for marine service. The kinds of fuel that may be used in internal-combustion engines determine the sources of the supply of fuel for such engines, and the sources of supply may affect the location of the stations at which fuel may be secured and the amount that vessels must carry in actual service. Moreover, the nature of the fuel oil may determine whether it may or may not be stored in the double bottom or other portions of the ship that are not available for the stowage of cargo. It has accordingly been deemed necessary to present a short discussion of fuel oils used hi internal-combustion engines. The purpose of this chapter is to consider the relative space required for propelling power (including engine room and fuel compartments) by steam marine engines and by internal combustion marine engines, to ascertain the net saving in cargo space that results from equip- ping a vessel with an internal-combustion engine instead of with one driven by steam power, and to decide whether it is or is not advisable to make propelling power deductions from gross tonnage, in the case of vessels with internal-combustion engines, in accordance with a differ- ent rule than is applied in the case of ships with steam engines — to decide whether the use of oil and gas marine engines makes it desirable to supplement the Danube rule with a special rule applying only to the internal-combustion engines. The chapter also considers whether the substitution of oil for coal as the fuel for steam engines calls for a special rule for propelling power deduction. 145 146 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Vessels using oil for fuel may be broadly classified as (1) oil-burning steamships; (2) ves- sels fitted with internal-combustion oU engines; and (3) vessels equipped with internal-com- bustion gas engines. Each of these groups includes different types; but, from the standpoint of tonnage measurement as well as from the point of view of the principles of engine construc- tion, the threefold classification indicates the essential differences. These three types of oil- burning marine engines will be considered in turn. I. OIL-BURNING STEAMSHIPS. The number of steamships equipped with oil-burning engines is increasing rapidly. The latest vessels added to the American-Hawaiian Co.'s fleet, for instance, are equipped to burn oil; likewise the Pacific Mail Steamship Co. has equipped the four largest vessels of its fleet with facilities for using oil fuel, these vessels being used in the trans-Pacific service. Oil as a fuel is especially favored by the owners of tank steamers and in general it is to be expected that oil instead of coal will be used by a steadily growing share of ocean steamers. All three of the rules applied in making deductions for propelling power were formulated with reference to engines using coal for fuel and no modification has been made in these rules because of the substitution of fuel oil for coal in the furnaces of a relatively large number of ocean vessels. Whether the same rules may fairly be applied hi making propelling-power deductions for both oil-burning and coal-burning steamers ought to be carefully considered. The deductions for propelling power ought to approximate the space required for machinery and fuel in order that the net tonnage of vessels may correspond as nearly as practicable to the capacity of vessels for the accommodation of passengers and cargo. The space occupied by the engines and boilers is practically the same whether coal or oil be used for fuel; indeed, some steamers are equipped to burn either coal or ofl in the furnaces. Mr. R. P. Schwerin, the vice president of the Pacific Mad Steamship Co., which operates both oil-burning and coal-burning steamers, states that " the space required for engine and propelling machinery would very rarely be affected by the kind of fuel used, as practically the same machinery would be used in either case." ' Unless there is a material difference in the relative volume of the spaces required for coal and fuel oil, the deductions for propelling power may be made by applying the same rule both to oil-burning and coal-burning engines. The space occupied by engines and boilers being the same in the. case of both kinds of steam engines, the question to determine is whether the application of the Danube rule to propelling power deductions hi the case of oil-burning engines will unduly favor vessels equipped with such engines. In considering this question, it is especially important to bear in mind that the fairness of the application of the Danube rule for propelling power deductions — the deduction of actual propelling machinery space plus 75 per cent — is in no way affected by the fact that the fuel oil is carried in double-bottom compartments while coal is carried in bunkers. When double- bottom compartments are used to stow oil, such compartments are included hi gross tonnage, just as blinker spaces used for coal are included. Propelling-power deductions made under the Danube rule, it will be recalled, are hi nowise affected by any increase or decrease in gross tonnage, the Danube rule being superior to the Board of Trade percentage rule in this regard. The fairness of the deductions made under the Danube rule depends solely upon the relation of the volume of the spaces occupied by fuel and the volume of the spaces occupied by ma- chinery. The specific question, and the only one to be considered in determining whether the Danube rule should be applied to propelling power deductions in the case of oil-burning steamers, is whether the space occupied by fuel ofl is so much less than the space required for coal as to call for a modification of the Danube rule. Regarding the relative spaces actually occupied by fuel on coal and oil burning steamers, Mr. Schwerhi states that: Theoretically, oil fuel would occupy approximately 5ft per cent of the space required for coal fuel. On this coast (the Pacific) we usually allow 4 barrels of oil per ton of coal. Taking coal at 42 cubic feet per ton and oil at 5.61 cubic feet per barrel, the actual space occupied would be as 42 is to 22.44. In other words, the oil would occupy 53.4 per i From letter dated Apr. 4, 1913. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 147 cent of the space occupied by the coal. On the Atlantic coast, where better coal is obtained, 4J ban-els of oil per ton of coal would probably be more accurate. On this basis the oil fuel would occupy 60 per cent of the space required for coal. On the other hand, with oil the entire space is filled, while with coal certain pockets are naturally void and the space between the floors of the ship is not filled with coal. Therefore it would be fair to assume that even with the best quality of coal the actual space required for oil would amount to about one-half the space required for coal. The secretary of Lloyd's Register of British and Foreign Shipping, in a letter written June 28, 1913, estimates that "steam-engine vessels using oil" require, for similar voyages, fuel spaces of about 62 per cent of the fuel spaces needed by "steam-engine vessels using coal." Inasmuch as the space occupied by fuel oil need not be more than about 60 per cent of the space required for coal, it is evident that the application of the same power-deduction rule to both oil-burning and coal-burning steamers favors the oil-burning vessel to an appreciable extent. It should be noted, however, that the Danube rule favors the oil-burning vessel less than does the Board of Trade percentage rule, because of the fact that the stowing ol fuel oil in double-bottom compartments causes those compartments to be included in gross tonnage. A vessel of the same size would have a comparatively greater tonnage under the British meas- urement rules if equipped with oil-burning steam engines than if equipped with coal-burning engines. The 32 per cent deduction for propelling power when made by the percentage rule is thus greater for vessels having smaller fuel compartments. Under the Danube rule the relatively favorable treatment accorded oil-burning, as com- pared with coal-burning, steamers is frequently less than would appear to result from the difference in the spaces required for oil and coal fuel. When all or a portion of the fuel oil is carried in the double-bottom compartments, the net tonnage of the oil-burning steamer is increased by the tonnage of the space occupied by fuel-oil compartments. Theo- retically, the vessel's cargo capacity would be increased by the number of tons added to the net tonnage of the vessel by the stowage of oil in double-bottom compartments instead of hi tanks taking up a part of the vessel's hold. In actual practice, however, the increase in cargo capacity does not equal the space added to the net tonnage by including in the tonnage the volume of the double-bottom compartments used for oil. Ordinarily there is some gam in cargo space, but in some instances there is none. This is due to the fact that the space occupied by coal bunkers — space not required when od is used for fuel — is not always usable for cargo. II. VESSELS WITH INTERNAL-COMBUSTION OIL ENGINES PRINCIPAL TYPES OF ENGINES. The oil-burning engine differs from the coal-burning engine merely hi the use of oil instead of coal to develop steam in its boders. Both are steam engines of the same type quite unlike the internal-combustion od engine which consumes the fuel in the cylinders, its power being derived not from steam generated in boders but from the combustion of oil upon its injection into the cylinders. The type of internal-combustion od engine at present most widely hi use is the Diesel engine, which was first put into practical service in Germany in 1897. ' Dr. Rudolf Diesel, the inventor of the engine, had been experimenting for some time, an experimental engine having been completed in 1893. He had, indeed, applied for a patent hi the United States in 1891, and one was granted July 16, 1895. 2 The first Diesel engines were for stationary service, but marine engines were constructed in 1902-3. Since 1903, thousands of stationary Diesel engines have been constructed and sold throughout the world; and in November, 1911, there were, according to Mr. Diesel, 365 vessels equipped with Diesel marine engines. The number of vessels fitted with these engines is increasing. The Diesel od engine differs in principle from a gas engine, it being an internal-combustion engine, while the gas engine is an internal-explosion engine. The Diesel principle is to burn the od hi the cylinder; whde the principle of the gas engine is to convert the fuel oil or coal into gas which explodes in the cylinder. 1 R. Diesel, Present Status of the Diesel Engine in Europe, pp. 1 and 7. ' Power, Mar. 11, 1913, p. 338. 148 MEASUREMENT OF VESSELS FOR PANAMA CANAL. As first constructed the Diesel engine was of the four-stroke cycle type. This type works as follows :' On the first stroke of the piston, air is sucked into the cylinder from the atmosphere, the cylinder being full of air at atmospheric pressure at the end of the stroke. The second or return stroke compresses the air in the cylinder to about 500 pounds per square inch, thus raising its temperature to between 1,000° and 1,100° F. During the third stroke fuel oil in the form of a fine spray is injected into that part of the cylinder that contains the compressed air by a blast of air at higher pressure than that in the cylinder, i. e., at about 800 pounds per square inch; and, as the temperature of the air in the cylinder has by compression been raised above the burning point of fuel oil, combustion takes place. The burning of the oil causes expansion and "work is done on the piston for the rest of the stroke." "In the final [or second return] stroke the exhaust valve remains open, the burnt gases are expelled from the cylinder into the exhaust pipe, and the cycle of operations begins once more, the cylinder being ready to receive a further charge of air on the next out stroke of the piston." 2 The oil is injected directly into the cylinder in a fine spray but still in liquid form. To convert the oil into a spray and to start the engine by means of compressed air an air com- pressor is required. There is no electric spark or other artificial ignition necessary, the com- pression of air hi the cylinder producing the temperature required to cause the combustion of the oil. The burning of the oil directly in the cylinder causes a very high temperature, although not so high as the temperature reached in gas engines, and necessitates cooling appliances. The valves and bearings of the piston are ordinarily cooled by circulating water or oil. The "foregoing description applies to the four-cycle type of Diesel engine. There are, however, two other types of Diesel engines, the two-cycle single-acting and the two-cycle double-acting engines. Two-cycle engines are distinctive in that they perform the various operations above outlined in two instead of four strokes. The first stroke of the two-cycle single-acting engine (the engine being started by com- pressed air) compresses the air which has been forced hi to the cylinder by a scavenge pump. Fuel oil is injected by an air compressor into the cylinder, where it is ignited by the high tem- perature of the compressed air in the cylinder. The second stroke is caused by the expansion due to combustion and is the working stroke. Durhig the second stroke also the scavenge pump expels the burnt gases through the exhaust and refills the cylinder with fresh air. The two-cycle double-acting engines differ from single-acting engines chiefly hi that each stroke is a working stroke. The cylinders of the double-acting enghie are really double. Oil is injected alternately at each of the ends of the cylinder — i. e., alternately above and below the piston — thereby causing each stroke to be a working stroke. The two-cycle double-acting engine is described by Mr. A. P. Chalkley as follows: Consider the piston in its bottom position when it is fully uncovering the exhaust valves in the center and the space above the piston is full of pure air which has been injected by the scavenge pump, while below the piston in the cylinder is the air which has been compressed to a high pressure in the last downward stroke. The upward stroke is then a combination of the two Btrokes in the two-cycle single-acting engine already described. Above the piston the air is compressed, while below the piston there is first fuel injection and combustion, then expansion, and finally opening of the scavenge valves, admission of scavenge air and the consequent expulsion of the burnt gases to the exhaust through the exhaust ports which are uncovered as before as the piston reaches the end of its stroke. 3 The engines here described are vertical stationary engines, but the principles are the same in horizontal engines and are the same in marine as in stationary engines. Structurally, four-cycle engines differ from those of the two-cycle type in the arrangement of valves and in the necessity of having a scavenge pump. In the four-cycle engine the piston itself removes the burnt gases and fills the cylinder with fresh air. Two strokes are eliminated in the two-cycle engine; but this necessitates a scavenge pump, which is separate from the air compressor. The function of the scavenge pump is to force the exhaust gases out of the cyl- inder through the exhaust ports and to leave the cylinder at the end of the stroke full of fresh air, all valves being closed. Each of the three types of Diesel engines is used for marine work; but at present there seems to be a tendency to favor the two-cycle engines. The four-cycle engine is of the highest 1 See A. P. Chalkley, Diesel Engines for Land and Marine Work, p. 27-28. ! Ibid., p. 28. > Ibid., p. 34. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 149 efficiency, although its two extra piston strokes per cycle consume some energy. Moreover, it requires no scavenge pumps, the energy required to drive which, in the case of the two-cycle engine, gives that type of engine a somewhat lower mechanical efficiency. The four-cycle engine having been in use longer than the two-cycle engines, its builders have had more expe- rience. Presumably, the technical development of the four-cycle engine is more advanced. In spite of the higher efficiency of the four-cycle engine, however, there are various con- siderations which have caused some of the more recently built vessels to be equipped with two-cycle single-acting engines. The considerations may be summarized as follows: (1) The two-cycle single-acting engine requires, to produce the same power, only half the number of cylinders needed in a four-cycle engine. The space required by the two-cycle type and the weight are therefore less than for the four-cycle, even though the latter engine requires no scavenge pump. (2) The two-cycle engine is more easily reversed than the four-cycle, its valve mechanism being less complicated. (3) The two-cycle engine has no exhaust valves, but has ports which the scavenge pump keeps free from foul accumulations, no cleaning being necessary. The two-cycle double-acting Diesel marine engine requires fewer cylinders than the two- cycle single-acting type. The difficulties ' encountered in operating the two-cycle double- acting engine have been due to the greater complexity in valve arrangements, to the difficulties with piston-rod stuffiing boxes, to the difficulty of cooling the pistons and rods, and to the inaccessibility of parts for overhauling. Very large scavenge pumps are required in double- acting engines, the saving in space and weight due to fewer cylinders being thereby partly counterbalanced. Much less has thus far been accomplished in perfecting the double-acting as compared with the single-acting engine, and it is uncertain whether the two-cycle double- acting or the two-cycle single-acting engine will prevail in the future. Indeed, it is not certain that the four-cycle marine engine will be displaced. Each of the three types of Diesel engines is at present in use, and it is problematical what the future developments will be. In fact, engines of the same type when manufactured, as they are, by many different companies, differ in matters of construction details. 2 Mr. Diesel believes that the two-cycle type will prevail. He states that "The Diesel engine is really predestined for the two-stroke cycle; it is the born two-cycle engine, and this for the following reasons: (1) Because the scavenging is made with pure air only and not,, as in the gas engine, with a mixture of air and gas, so that there is no possibility of fuel losses by scavenging; (2) because there can be given a very great quantity of scavenging air, which insures a perfect scavenging of all the combustion gases. For these reasons there is no doubt to-day that the marine Diesel engine of the future will be of the two-stroke type." 3 There is, however, no consensus of opinion in favor of the two-cycle engine. 4 Various manufacturers are constructing internal-combustion oil engines on a somewhat different principle than that of the Diesel engine. The so-called "vaporizer oil engines" are a compromise between the Diesel and the gas engine. As above explained, the Diesel engine obtains power from the combustion or burning of oil sprayed into the cylinder, the heat neces- sary to cause ignition being obtained by the compression of air, while the gas engine obtains power from the explosion of gas in the cylinder, the heat necessary to cause ignition being produced locally by an electric spark or other appliance. Vaporizer oil engines obtain their power from the combustion of oil vapor in the cylinder and the vapor is locally ignited as in a gas engine. They differ from the Diesel engine in that they vaporize the oil and ignite it locally and from the gas engine in that they do not depend upon the explosion of gas. They are equipped with vaporizers which convert the oil into a thin vapor, the more volatile parts of which approximate gas and explode when ignited, while the less volatile parts remain in liquid form and burn as does the sprayed oil in the Diesel engine. 5 i J. T. Milton, Diesel Engines for Sea-Going Vessels, in Transactions of the Institution of Naval Architects of Great Britain, 1911, p. 61. « E. Shackleton, Modern Developments in British and Continental Oil Engine Practice. Proceedings of the British Institute of Marine Engineers, 1911-12, pp. 53-84, 162; J. T. Milton, ibid., pp. 170-174. a Transactions of Institution of Naval Architects, 1911, p. 81. < International Marine Engineering, March, 1913, pp. 102-104. ' W. P. Durtnall, The Internal Combustion Engine. Proceedings of the British Institute of Marino Engineers, 1910-11, p. 391. 150 MEASUREMENT OF VESSELS FOE PANAMA CANAL. There are different makes of vaporizer engines, the variations being mainly in the kind of vaporizer employed, and in the apparatus used for igniting the vapor. 1 Bulb-shaped ignition lamps, igniter balls heated by blow lamps, electric sparks, and other igniting devices are provided to ignite the vapor. Vaporizer engines like those of the Diesel type may be 4-cycle or 2-cycle. The advantages claimed for vaporizer engines are that they do not require powerful and expensive air compressors, and that they have a cheaper initial cost. In one type of vaporizer engine, for example, the air in the cylinder is compressed to about 150 pounds per square inch instead of to 500 pounds or more, as in the Diesel engine, and the fuel is injected at a pressure of about 400 pounds per square inch instead of at 800 pounds or more, as is required by the Diesel. The high air pressures in the cylinder are avoided by the use of an ignition chamber and by a bulb-shaped ignition lamp. The disadvantages of the vaporizer, as compared with the Diesel engine, are higher fuel consumption and lower efficiency. There is no universally accepted opinion as to the relative merits of Diesel and vaporizer engines. Both are in actual use, but the Diesel is more widely used and more actively pushed in marine circles. At present it has the lead. Some engines have recently been constructed with an apparatus for heating the incoming air before compression, thus avoiding the necessity for high air pressures. 2 In other respects these engines are built on the Diesel plan. It is not certain that such engines are sufficiently different from the Diesel to require separate classification, nor have they as yet been con- structed in sufficient numbers to warrant discussion in a paper on tonnage measurement III. FUEL OILS IN INTERNAL COMBUSTION OIL ENGINES. Many kinds of fuel oil are used in internal-combustion oil engines, indeed, Mr. Diesel has stated that the ordinary Diesel engine can be operated with any kind of oil except tar oils which require a special arrangement, and that "with this arrangement, the engine is universal for any kind of fuel." 3 As a matter of fact, however, not all kinds of oil can be used in actual practice, because the cost of oil, the danger of fire and explosion, and the presence of trouble- some chemicals and gases must be considered in the choice of fuel. Gasoline (petrol), naphtha, kerosene (paraffin od), and other natural oils which have gone through a refining process can be used, but their excessive cost and their deficiency in safety qualities at present prohibit their extensive use in large marine oil engines. Diesel engines can be operated with alcohol, and vegetable and animal oils of various kinds; 4 but in practice these fuels are not extensively used at present, because of being costly or dangerous or of inferior qualities. Tar or creosote oils, the by-products of the distillation of coal and of the manufacture of coke, are beginning to be used in Diesel engines and may be more extensively used in the future, 5 but such oils require special alterations in the design of the engine. Mr. Paul Rieppel, of the Machinenfabrik Augsburg-Nurnberg, after experiments with many oils, has concluded that — The various hydrocarbon oils which occur either as natural products or as the result of distillation either of brown coal, ordinary coal, or crude oils, may be divided into two classes, which differ very much in their behavior when raised to a higher temperature. Those of one class, when raised to such a temperature as is obtained by the compression in Diesel engines, readily decompose into free hydrogen and heavier hydrocarbons; those of the other class at first only vaporize, or partially vaporize, and require much higher temperature than that due to the compression for their decom- position. In those of the first class the hydrogen, because of its easy ignition, burns first, and the resulting heat enables the remainder of the hydrocarbons to become completely burnt, the total combustion taking an appreciable though small amount of time. In the second, a very high temperature is required to initiate combustion, which when com- menced approximates to an explosion, owing to part of the oil having been made gaseous becoming mixed with the compressed air and so constituting an explosive mixture. The latter oils, therefore, may be either not properly con- sumed or they may be burned with explosive violence. 6 1 E. Shackleton, Modern Developments in British and Continental Oil Engine Practice, Ibid. 1911-12, pp, 71-74. ' "Power," Mar. 11, 1913, p. 338; International Marine Engineering, April, 1913, vol. 18, p. 173 et seq. 8 Transactions of Institution of Naval Architects, 1911, p. 81. « R. Diesel, Introduction to Chalkley's Diesel Engines for Land and Marine Work, p. 5. ' Ibid., p. 3. 6 Transactions of Institution Naval Architects, 1911, p. 55. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 151 Mr. J. T. Milton, Lloyd's chief engineer surveyor, quotes with approval the statement of Mr. Rieppel that — Even these oils [of the second class] can be used in the Diesel engine by means of special alterations in design, but it would appear that they could not be used in an engine adjusted for the more suitable oils. In general, the oils which are not suitable appear to be the result of distillation of ordinary coal, so that this matter is of more importance to the users of land engines, whilst the oils made from brown coal or from natural crude oils appear to be well suited for Diesel engines. 1 The oils at present most widely used in internal-combustion marine engines are the heavy crude and residual mineral oils. As compared with gasoline, naphtha, and kerosene they have the advantages of lower cost, greater safety in handling and storing, and greater heat and power efficiency per pound of fuel. Tar oil distilled from coal and brown coal (lignite) is much used, especially in Germany, the distillation from ordinary coal being supplemented with smaller amounts of crude mineral oil to reduce the high flash point. In oil-producing countries and in countries without import duties on mineral oil Diesel engines are usually run with residual oil, crude oil being also used to some extent. Residual oil, which is heavy mineral oil remaining after the lighter oils such as benzine, gasoline, and kerosene have been distilled, was often wasted as a useless by-product of oil refineries until it began to be used in Diesel engines. Residual oil will continue to be used, but should internal-combustion marine engines come to be widely used, there is no doubt that the crude mineral oil as it comes from the wells will be more widely utilized than at present. The extensive oil fields of California and parts of those in Texas and in the Kansas-Oklahoma field produce heavy fuel oil not so largely used for refining purposes as for fuel in oil-burning steam engines. Diesel marine engines can be operated with the heaviest crude oils, and such oils, although having a rather low flash point, can be used with safety in Diesel engines. Lloyd's Society has not yet deemed it necessary to establish special rides as to the permissible flash point of fuel oil nor as to the location of fuel tanks on vessels equipped with Diesel engines; but the society's chief engineer surveyor, as the result of an investigation, has stated that — Considerations of safety render it necessary to use in ship's boiler furnaces only fuel oils having a comparatively high flash point. This practically shuts out from marine boiler use those crude oils which do not contain sufficient of the lighter hydrocarbons to make it profitable to distil them, but which contain sufficient to give them a comparatively low flash point. If the oils are to be used in closed cylinders instead of in ordinary boiler furnaces there is not the same necessity- for demanding a high flash point. Experience has shown that even the extremely volatile petrol (gasoline) can be safely carried in bulk on board ship. 2 The location of oil fields and the supply of oil which vessels can obtain in different parts of the world will necessarily affect the space that vessels must devote to the storage of oil. Fuel oil is sold at a wide range of ocean fuel stations, and should internal-combustion oil marine engines become more common, the number of oil stations may be expected gradually to increase. Just as the multiplication of coaling stations has reduced the space occupied by coal bunkers, so will the increase in the number of oil stations permit the space required for fuel oil to be smaller on vessels equipped with oil engines. Fuel oil carried in the double bottom occupies spaces not available for cargo, but when oil is stored in deep tanks, it takes up a part of the hold that ordinarily might be used for cargo. The use of different kinds of oil having a low flash point may influence the location of fuel oil spaces, thereby affecting the relative spaces available for cargo. While Lloyd's Society permits the carriage of oil with a minimum flash point of 150° F. in double bottoms under cargo holds, it is not certain that oils with much lower flash points can be safely carried in that way. Lloyd's chief engineer surveyor expresses the opinion — That extended experience has shown that the requirements of Lloyd's rule for oil-fuel bunkers, etc., have proved their sufficiency for safely dealing with heavy oils suitable for boiler fuel having a flash point of not less than 150° F. * * * If, however, oils are to be used for engine fuel which have a low flash point, or which give off a perceptible amount of gas, it will be undesirable to cany them in double bottoms under cargo holds or in spaces from which a ' Transactions Institution Naval Architects, 1911, p. 56. > Ibid., p. 55. 152 MEASUREMENT OF VESSELS FOE PANAMA CANAL. leakage would permit of vapors or gas penetrating into cargo holds or other closed spaces where they would be a source of danger. 1 It is evident from the foregoing statement of Lloyd's chief engineer surveyor that the use of double-bottom compartments for fuel oil must depend upon the kinds of oil consumed. If deep tanks instead of the double-bottom spaces must be used to stow fuel oil, one of the advantages of oil over coal as a fuel is lessened. It may probably be assumed, however, that experience will demonstrate the possibility of carrying the cheaper fuel oils safely in the double bottoms of vessels. IV. EFFECT OF THE INTERNAL-COMBUSTION ENGINE UPON PROPELLING-POWER SPACES AND SPACES AVAILABLE FOR CARGO. The evidence presented in the following paragraphs shows clearly that the use of internal- combustion engines reduces the space occupied by propelling power machinery and fuel. The reduction in propelling machinery space results mainly from three facts, that there are no boil- ers, that there are no light and air shafts leading to the boiler room, and that no smoke funnels are required. The practice as to the construction of spaces to admit light and air to the engine room and the practice as to construction of funnels to carry off the gases from the engine room are not yet uniform, and there are, moreover, various plans followed as regards the kind of auxiliary machinery 2 used for navigation purposes. When the auxiliary engines are con- nected with the main engine room, they form a part of the machinery space which is made the basis of calculating propelling power deductions. At the present time, some ships equipped with Diesel engines for propelling power have donkey engines with steam boilers, while other vessels have donkey engines driven by compressed air or by electric motors with dynamos driven by auxiliary Diesel engines or by steam engines having boilers in which steam is gener- ated by exhaust gases. There is, moreover, as was stated above, no uniformity in the type of engine used on vessels equipped with internal-combustion engines — four-cycle, two-cycle single-acting, and two-cycle double-acting engines being in service. As has been explained, the four-cycle engine, which is largely used for marine service, requires more space than does the two-cycle single-acting engine, which in turn is larger than the two-cycle double-acting engine. In considering rules for propelling power deductions, the facts just stated must be given consideration. It is evident that the percentage of reduction in engine-room space resulting from the use of internal-combustion, instead of steam, engines is not uniform for all ships. Regarding the relative spaces occupied by propelling machinery in vessels with steam engines and vessels having Diesel engines of like power, the secretary of Lloyd's Register of British and Foreign Shipping states that, "upon a comparison of the existing Diesel-engined vessels with steamers of somewhat similar dimensions, it would appear that the machinery space in the former works out at about 18.75 per cent of the gross tonnage, as compared with 19.85 per cent in the latter type of vessel on the average. In some individual cases the disparity is very much greater." 3 In order to ascertain the saving in engine-room space that may be effected by the use of internal-combustion engines, letters were addressed to several builders of such engines in the United States and Europe. The information secured from them, which is here summarized, shows that the possible saving in engine-room space varies from 20 to 33 per cent. That this is probably a conservative statement on the part of engine builders is indicated by the fact that when the polar ship Fram was equipped with Diesel engines a saving of 45 per cent was effected in the volume of the engine room. According to Mr. Diesel, various small warships have reduced engine-room space 50 per cent by means of Diesel engines. 4 The Nederlandsche Fabriek van Werktuigen en Spoorwegmateriee of Amsterdam writes that "the engine-room space required by a Diesel engine is two- thirds of the space required for 1 Transactions Institution Naval Architects, 1911, p. 56. 2 W. R. Cummings, Auxiliary Machinery for Internal Combustion Engined Vessels, Proceedings of the British Institute of Marine Engineers, 1911-12, p. 394; J. T. Milton, Transactions of tho Institution of Naval Architects, 1911, p. 66; A. P. Chalkley, Diesel Engines, etc., p. 157. • From a letter dated June 28, 1913. 1 R. Diesel, The Present Status, etc., p. 36. MEASUKEMENT OF VESSELS FOR PANAMA CANAL. 153 coal or oil burning steam engines of the same power." ' The statement of Usines Carels Freres of Ghent, Belgium, is that ' ' the space required by Deisel engines of equivalent power to steam is at least 20 per cent less." 2 The Great Lakes Engineering Works at Detroit writes that 'the engine and boiler room space required by a Diesel engine is 80 per cent of the space for coal or oil burning machinery of the same power." 3 George Clark (Ltd.), South wick Engine Works, Sunderland, England, states that the space required for the main and auxiliary machin- ery of Diesel engines is about two-thirds that required for steani engines. 4 It should be noted, however, that the reduction in engine-room space made possible by the use of Diesel engines is not always effected, because shipowners desire the volume of the engine-room to be slightly more than 13 per cent of the entire space included hi gross tonnage, in order thereby to entitle the ship to a propelling power deduction of 32 per cent of the gross tomiage. The percentage rule as to propelling power deduction may thus cause the engine- room to be unnecessarily large — may cause space to be wasted. The evidence of this fact, furnished by engine builders, is instructive. In describing the Selandia, a large Danish vessel of the East Asiatic Co., the vessel's builder stated that 5 " One condition on which the contract for the vessel was made was that the propor- tion of the engine-room space should be at least the 13 per cent which was required by the tomiage laws, and the engine-room space has accordingly been made 13.2 per cent." The following statement was made by a large British builder of Diesel engines in describing a merchant vessel equipped with Diesel engines : We found that we could reduce the engine room very materially, and so we reduced it as much as possible con- sistent with getting the 32 per cent reduction in tonnage, which of course we must have. That really fixed the size of our engine room. 6 Burmeister & Wain, Diesel engine builders of Copenhagen, write as follows: The engine-room space required for a Diesel engine can be smaller than that required for engines and boilers in a steamer. In the motor liners we have built up to date we have always been obliged to guarantee that the Diesel engine space was 13.2 per cent of the total cubic space in order to obtain a reduction of 32 per cent; with new rules the space can be a great deal reduced. 7 Sulzer Bros., of Winterthur, Switzerland, write as follows: In consequence of the small number of ocean-going motor boats in service up to the present date it appears rather difficult to give you reliable figures for the purpose in question. In accordance with the international rules for the tonnage measurement of ships, the builders of motor boats in Europe have made use of the provision that 32 per cent may be deducted from the gross tonnage if the engine-room tonnage exceeds 13 per cent of the gross tonnage. To obtain this advantage with motor-driven boats the size of the space for the motor, including all auxiliary appliances, spaces of scavenging air, ventilation, etc., has been made just as large as that used for steam propulsion, in spite of a smaller space being sufficient for motors. Of course the increase of the motor-room space above that required is not solely owing to the reason explained above, but also to the necessity of providing for a donkey boiler space, which in most large steam-propelled boats is avoided by using the main boilers alternately for driving the winches, etc. * * * The engine-room space required by a Diesel motor ship of, say, about 10,000 tons dead weight and less equals that of a boat of the same size and engine power propelled by steam and will probably remain so as long as the present measurement rules are valid. 8 On merchant ships equipped with internal-combustion oil engines the actual reduction of the machinery space depends, as is indicated by the above quotations, largely upon the tonnage laws, and is frequently much less than it might be hi the absence of such laws. The reduction is, moreover, less in some cases than in others, depending upon the type of vessel and the general relation between its machinery spaces and gross tonnage. This influence of national tonnage laws will doubtless continue even though the Board of Trade rule regarding propelling power deductions is not applied at Panama, because all merchant vessels will continue to pay port dues, tomiage taxes, and commercial charges of various kinds on the basis of then national net register tomiage. The owners of the Selandia, for example, which is used for trade through the Suez Canal, where the Danube instead of the Board of Trade rule is applied in making i Letter of Apr. 7, 1913. 2 Letter of May 1, 1913. » Letter of May 12, 1913. • Letter of May 15, 1913. 61861°— 13 11 5 Transactions of the Institution of Naval Architects, 1912, p. 80. • Transactions of the Institution of Naval Architects, 1911, p. 89. ' Letter of Apr. 8, 1913. » Letter of May 6, 1913. 154 MEASTJKEMENT OF VESSELS FOB PANAMA CANAL. propelling power deduction, thought it necessary to have the ship's engine-room space exceed 13 per cent of the gross tonnage, in order to bring the vessel under the 32 per cent rule when being measured for national registry. The reduction in fuel space on merchant vessels with internal-combustion oil engines as compared with steamships is of greater importance than any saving resulting from reduced machinery space. Statements as to the relative space required for fuel in a vessel equipped with internal-combustion oil engines, as compared with a vessel having steam engines of like power burning either coal or fuel oil, vary considerably; but the evidence indicates that vessels with internal-combustion engines ordinarily require but 20 to 30 per cent of the volume of the fuel needed by steamers of like engine power. The Secretary for Lloyd's Register, in the letter quoted above, estimates the fuel spaces for Diesel engines to be 26 per cent of the fuel spaces in coal-burning steam engines of like power. Lloyd's chief engineer surveyor states that ordinarily the weight of fuel needed by the Diesel engine is 28 per cent of that required by the steam engine. 1 In discussing this statement, Mr. Diesel asserted that — This statement is based only on the figures of consumption per brake horsepower. In practice the proportion is much more advantageous, because the boilers use a good deal of coal by being kept under fire even when there is no work or much less work to do, whilst the Diesel engine only consumes fuel when there is work to do, and the consump- tion is nearly proportional to the work done * * * In fact the proportion of fuel to be carried with the Diesel engine is only one-fifth, or even in special cases one-sixth, compared with the amount of coal necessary for steam engines. 2 Usines Carels Freres write as follows: The space required for fuel for a Diesel engine as compared with a steam engine of equivalent capacity is not to exceed 25 per cent of that of steam. In the majority of cases the storage space for the oil is provided in the double bottoms and in the ballast-tank space fore and aft of the ship, and does not occupy a single cubic foot of space that is available for cargo. 3 Burmeister and Warn state that — The Diesel engine consumes of oil one-fourth to one-fifth of the quantity of coal to be consumed in a steamer, weight against weight.' 1 The Nederlandsche Fabriek states that — The space required for fuel for a Diesel engine is one-fourth of the space required for the oil for an oil-burning engine of like power. 6 The agent for Lloyd's Register at Philadelphia writes that — Dr. Diesel estimates 20 per cent only in weight of oil or one-fifth that required for coal, but the conservative estimate is 30 per cent. 6 Sulzer Bros, state that — The space required for fuel for a Diesel engine is approximately 25 to 30 per cent of that required for coal-burning engines of the same power. 7 The Great Lakes Engineering Works state that — The space required for fuel for Diesel machinery is 25 per cent of the space required for coal-burning machinery of like power. 8 George Clark (Ltd.), Southwick Engine Works, Sunderland, England, states that — The fuel space for the Diesel engine is 75 per cent less than that of the steam engine burning coal or oil, based on a radius of 3,000 nautical miles. 9 In considering the spaces occupied by fuel on vessels with internal-combustion engines, and in reasoning concerning the present and probable future ratio of the spaces required for fuel by internal-combustion engines and steam engines of like power, the fact must be kept in mind that the internal combustion engine is probably still in the early stages of its development. Conditions may so change as .largely to alter present ratios. Moreover, it is to be expected that i Transactions of the Institution of Naval Architects, 1911, p. 57. « Letter of Apr. 10, 1913. » Ibid., p. 81. » Letter of May 6, 1913. » Letter of May 1, 1913. 8 Letter of May 12, 1913. < Letter of Apr. 8, 1913. » Letter of May 15, 1913. » Letter of Apr. 7, 1913. MEASUKEMENT OF VESSELS FOE PANAMA CANAL. 155 the number of oil stations will largely increase if the internal-combustion engine should come into general use. This would enable ship owners to approach the minimum fuel space necessary for the operation of vessels equipped with internal-combustion engines; but it is at present impossible to forecast how extensively the internal-combustion oil engine will be used or how rapidly the number of oil stations will increase. Further uncertainty arises from the fact that four-cycle and two-cycle engines, both of which are in actual use, require unlike quantities of oil. Two-cycle engines at present are said to consume from 20 to 25 per cent more oil than do four-cycle engines of the same power. Whether in the future the two-cycle marine engine will displace the four-cycle, or whether both will continue to be used, is uncertain. The two-cycle Diesel engine is being continually improved ; and, if it should supplant the four-cycle engine, the change would require more space for fuel oil. An increase in the dead-weight capacity of vessels results from the saving in machinery and fuel spaces effected by fitting vessels with internal-combustion oil engines. Of two British cargo vessels of the same dimensions and type, it was found that the vessel with Diesel engines gained 200 tons in dead-weight capacity because of weight of fuel saved by having a Diesel instead of a coal-burning engine. In fact, the total saving in dead-weight capacity due to the Diesel engines and fuel oil was 300 tons as compared with the coal-burning steamship. The manufacturer of the Diesel engines used in this vessel made the following statement: Our oil engines * * * are heavy, but still we shall save nearly 100 tons as compared with steam engines and boilers of the same power. The difference in weight between coal and oil burned will show a saving of nearly 9 tons per day in the ordinary work of the trade we are considering. Take it, if you like, at only 8 tons per day; these par- ticular ships bunker at the commencement of their voyage for 25 days' steaming, so that you have a saving of 200 tons, that is, 200 tons of additional paying cargo that can be carried owing to having less weight of fuel, besides 100 tons due to the saving in the weight of the engines. 1 National tonnage laws influence the volume of the engine room, but they do not affect the weight of the engines nor the gain in dead-weight carrying ability due to the use of lighter engines. Mr. Chalkley makes the following comparison between the weight of a Diesel and a steam engine of relatively low power: Considering only the slow-speed Diesel engine of the ordinary type as adapted for marine work (e.g., cargo vessels) it has been found that the approximate saving in weight for a 1,500 shaft H. P. installation is somewhere in the neigh- borhood of 150 tons in favor of the Diesel engine as compared with the steam equipment, and approximately the same ratio applies for larger powers. 2 The possibility of saving from 70 to 80 per cent in weight of fuel by using the internal- combustion instead of the steam engine is of special importance for freight vessels used to carry heavy bulk cargo. With such ships dead-weight carrying ability is of first moment, whereas, in the case of other merchant vessels, the main consideration is the space or capacity available for cargo. The use of internal-combustion engines, which are smaller than steam engines (including the boilers) and which require less fuel, increases the space available for cargo, and the saving thus secured may be increased by the stowage of fuel oil in spaces that could not be used to carry the coal consumed by coal-burning engines. The net saving actually obtained by sub- stituting internal-combustion oil engines for steam engines depends upon various construction details and upon the influence upon engine-room space exerted by the percentage rule for propelling power deductions. It is, however, the opinion of Mr. Chalkley that — Allowing for all the economies effected, namely, in weight of fuel carried, weight of machinery, and in engine-room space, it may be taken as a safe estimate that with almost any class of vessel, an extra cargo can be carried equivalent to about 15 per cent of the displacement of the vessel. This fact makes it apparent that the question of the saving effected in its fuel bill, important though it is, should by no means be the determining factor, and from the shipowner's point of view, the increased earning capacity must be seriously considered. 3 Vessels are designed for varying services and conditions, and shipowners take advantage in different ways of the economies derived from the internal-combustion oil engine. The Jut- 1 Transactions of the Institution of Naval Architects, 1911, p. 89. 2 Diesel Engines for Marine Work, p. 143. 3 Diesel Engines for Land and Marine Work, p. 143. Though the saving due to stowage of oil in places not available for coal is not mentioned in this statement, Mr. Chalkley's book on Diesel engines shows that the author had it in mind. 156 MEASUREMENT OF VESSELS FOE PANAMA CANAL. landia, of 5,000 tons displacement, shows a gain of 20 per cent in freight and passenger space. The Selandia, of 10,000 tons displacement, carries 1,000 tons of cargo in excess of what would be carried in case she were fitted with coal-burning steam engines. The Toiler, with 3,000 tons cargo capacity, gains but 60 tons. A cargo vessel with a gross tonnage of 5,550 tons, fitted with Diesel engines, was found to have an extra freight-carrying capacity of 280 tons as compared with a sister steamship of the same dimensions. Bush-Sulzer Bros., of St. Louis, make the following statement: The available cargo space of the Diesel ship is equal to that of a steamer of the same size plus the space occupied by the steamer's bunkers, boilers, and a portion, at least, of its auxiliary equipment. A ship designed by E. L. Orde will carry 7,880 tons if steam engined and 8,530 tons if Diesel engined. Orde, therefore, shows that the Diesel ship will carry 7.6 per cent more freight or cargo than a steamer of equal size and power equipped and fueled for the same length of voyage to be made at the same speed in each case. Others have placed this percentage in favor of the Diesel as high as 10 per cent. 1 Usines Carels Freres state the saving obtained as follows: The available space for cargo in a Diesel engined ship is considerably more than that of a steam engined ship. Some designs of Diesel engined ships are shown at 10 per cent and some at 15 per cent increase in cargo carrying capacity, which is due to the space saved and the weight saved of the fuel. 2 The Great Lakes Engineering Works writes that — In a ship of given dimensions equipped with Diesel engines, the available cargo space is 10 per cent more than in a ship equipped with coal-burning machinery. 3 George Clark (Ltd.) Southwick Engine Works, Sunderland, England, states that — The extra cargo capacity available in a Diesel-engined ship is about 10 per cent of the dead-weight carrying capacity. 4 Inasmuch as some steam engines use oil and others coal for fuel, the Diesel engine needs to "be compared with both coal-burning and oil-burning steam engines as regards economies in available cargo space. The oil-burning steamship, which can cany much of its fuel in double- bottom compartments not available for stowing coal, usually has the advantage of the coal- burning steamer in the percentage of the total closed-in capacity of the ship that can be used for cargo. However, the saving in cargo space effected by using internal-combustion engines is greater than can be secured by using oil-steam instead of coal-steam engines. It has been estimated that oil-burning steam engines make a 25 per cent smaller saving in available cargo space than can be secured by using internal-combustion engines instead of coal-burning steam machinery. 5 Others place a higher estimate than this upon the advantages of the internal- combustion engine over the oil-burning steam engine, as regards economy in available cargo space. V. PRESENT USE OF MARINE INTERNAL-COMBUSTION OIL ENGINES. The only information as to the number of vessels equipped with internal-combustion oil engines is the statement made by Mr. Diesel, in November, 1911, that there were then 365 such ships hi service. About 50 or 60 per cent of these vessels were merchant ships, most of them being vessels of small tonnage. Since 1911 several relatively large freight ships and tank ships with Diesel engines have been put into service, and the prediction of the builders of internal- combustion engines is that such engines will be constructed in the future in large numbers for ocean service. One important use of Diesel engines is in submarine warships for which internal-combustion engines are, for obvious reasons, peculiarly adapted. Diesel engines have also been installed in some cruisers, gunboats, and mine-laying boats, and it is probable that the internal-combustion engine will find increasing favor with the designers of warships. It is natural that the builders of tank vessels should give special consideration to the advantages of internal-combustion engines. Many of the oil carriers on the Caspian Sea, the i Letter of Apr. 19, 1913. * Letter of May 1, 1913. s Letter of May 12, 1913. * Letter of May 15, 1913. 6 E.Shackleton, Modern Developments in British and Continental Oil Engine Practice. Proceedings of the British Institute of Marine Engineers, 1911-12, p. 63. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 157 Volga, and other Russian rivers have been equipped with internal-combustion engines. Some large tank vessels in service on the ocean also are equipped with Diesel engines. The largest ship with Diesel engines in service in the early part of the year 1913 was a tank steamer of 15,000 tons carrying capacity. This vessel constitutes one of the fleet of the German- American Petroleum Co. It is predicted by Mr. Diesel and others interested in the internal-combustion engine that large sailing vessels will be constructed with auxiliary engines of the internal-combustion type. Some such vessels are now in service, and it is claimed that this type of vessel will be found to be an economical carrier of freight over long ocean routes where fuel is scarce and expensive. Whether this shall prove to be true future experience will determine. While the use of the internal-combustion oil engines in general cargo and passenger vessels must still be considered to be in the early stages of development, the prospect seems favorable for the internal-combustion engine. Several vessels ranging from 5,000 to 10,000 tons dis- placement are now operated successfully with such engines and more vessels of that size and type are now being constructed. Some much larger are in service. VI. THE INTERNAL-COMBUSTION GAS ENGINE. Description of the gas engine. — The gas engine, like the Diesel engine, consumes the fuel in the cylinder, the general difference being, as has been pointed out, that the oil sprayed into the cylinder of the Diesel engine burns, while the fuel forced into the cylinder of the gas engine, being in gaseous form, explodes upon ignition. Mr. William T. Durtnall differentiates the internal-combustion oil and gas engines in the following concise manner: A clear distinction should be made between engines which use fixed gases, forming, when intimately mixed with air, an explosive mixture, which can be ignited by a purely local application of heat (such as that given by an electric spark), and engines of the Diesel type, in which the fuel, in a very divided state, but still in liquid, and not gaseous, form, is distributed throughout the body of air necessary for combustion, such air being heated throughout its mass to a temperature sufficiently high to bum the hyrdocarbon. This process of combustion is certainly not of the nature of an explosion, whereas the ignition of fixed gases by electric spark or hot tube approximates to a true explosion. 1 Gas engines may be divided with reference to the fuel used into two classes: (1) Engines operated with gasified gasoline, naphtha, kerosene, or other light refined oils, and (2) engines operated with producer gas usually made from coal. The engines of the first class are well adapted to use upon small vessels, such as yachts, pleasure launches, and river boats: while engines of the second class, for reasons that will be explained later, are preferable for the machinery of large vessels. Gas engines using producer gas must have a producer plant, which consists of three prin- cipal parts — a producer, in which coal is heated; a scrubber, in which the gas that has been driven off from the coal is cooled and washed; and a drier, hi which the gas is dried and from which it is fed into the cylinders of the engine. In some instances gas producers are also classified as suction producers and pressure or down-draft producers, the latter type being successfully used with a greater variety of low-grade fuels. 2 The cylinders of the gas engine driven with producer gas are larger than those in which gasoline gas is used. Producer gas is weaker than gasoline gas and larger valve areas are required; and, in order to enable the engine to obtain high efficiency, greater compression in the cylinders must be provided for when producer gas is used. The gas engine, like the internal- combustion oil engine, may be of the four-cycle or two-cycle single-acting or the two-cycle double-acting types. Advantages and disadvantages of the gas engine. — The chief merit of the producer-gas engine is the cheapness of the gas used for power. Producer gas can be made from "practically all grades of fuels of any commercial value without reference to the proportion of sulphur or tarry compounds that they contain. Several of the poorest grades of bituminous coal show remark- able efficiency in the gas producer, and lignite and peat are used with great facility." 3 ' Wm. P. Durtnall, The Internal Combustion Engine, Proceedings of the British Institute of Marine Engineers, 1910-11, p. 390. 2 U. S. Bureau of Mines, Technical Paper 9, pp. 17-22 (1912). 3 Ibid., pp. 20-21. 158 MEASUREMENT OF VESSELS FOR PANAMA CANAL. As compared with the internal-combustion oil engine, the gas engine has certain marked limitations, among which may be enumerated the following: (1) The producer-gas engine, which is the one best adapted to marine service, must be equipped with a gas-producer plant and provision must be made for stowing coal from which to manufacture the gas. There is, consequently, little saving in engine space or weight to be secured by using the gas engine instead of a steam engine, while as compared with Diesel machinery, gas engines require a greater weight of fuel and more space for the stowage of the fuel. Furthermore, on account of the operation of the gas producer, a larger labor force is required to operate the gas engine than is needed for the Diesel engine. (2) In order to economize in fuel cost, it is necessary for producer gas used in marine engines to be manufactured from bituminous, lignite, or other inexpensive coals. Anthracite is too expensive. It is possible to use low-grade coals in manufacturing producer gas, but the trouble resulting from the formation of tar in the production of gas has not yet been overcome. (3) The use of light refined oils for marine gas engines is not commercially practicable, because of the high cost of such oil and because of the danger of carrying such fuel on vessels. By providing special arrangements to insure safety, oils of a low flash point can be carried, but they can not be carried in the double bottom and other portions of the vessel not available for cargo. It is generally agreed that the successful gas engine is one using gas produced from bituminous or lignite coals. (4) It is more difficult to reverse the gas engine than the Diesel engine. Mr. Chalkley stated, in a volume published in 1912, that "A satisfactorily reversible gas engine is at present hardly an accomplished fact, and speed variation is a difficult problem." 1 Other engineers believe that a mechanism by which the gas engine may readily be reversed will be developed without serious difficulty. 2 Extent to which gas engines are used. — At the present time gas engines are used mainly as stationary engines. According to the United States Bureau of Mines, there were in 1912 between 900 and 1,000 producer gas plants in the United States. The engines using the gas thus made had a total horsepower of 187,140. According to the Bureau of Mines, there was an increase of 6S per cent in the horsepower of these engines during the period from 1909 to 1912. 3 Gas engines operated with gasified gasoline or other light refined oils have been installed in large numbers in yachts and small boats, and a small number of such engines are in use in coast- wise and lake vessels and are employed as auxiliary engines in a few sailing vessels. For marine service, the internal-combustion oil engine is preferable to* the gas engine, but the fact that there are no petroleum fields hi Great Britain and that good bituminous coal is cheap in that country causes English engineers to take a special interest in the possibility of developing the gas engine for marine work. Thus, while the Diesel engine seems to be preferred to the gas engine, it is possible that inventors may yet enable the marine gas engine to compete successfully with inter- nal-combustion oil engines. However, the chief engineer surveyor of Lloyd's Society is not hopeful regarding the future development of the marine gas engine. His opinion is that: I think the first of these engines that will be successful at sea will not be gas engines, they will be oil engines. With oil fuel we save the whole of the space occupied by the gas-making plant. If oil can be got fairly cheap, and in many parts of the world it can be obtained cheap, it will be found that oil fuel for internal-combustion engines will have a great advantage over any coal whatever. When we come to long-distance ships, the question of the cost of fuel is only one item. The question of space occupied by it is a very important matter * * *. There can be no doubt that oil fuel will have the advantage there, not only because it will give more heat per ton, but also because it does away with all gas-producing plants. 4 Comparison of gas engines with steam, and Diesel engines as regards weight of machinery and space occupied by machinery and fuel. — The gas engine, has little advantage over the steam engine either in weight of machinery or in the space occupied by the engine. The steam engine has boilers, which the gas engine does not have, but in place of the boilers there must be the gas 1 Diesel Engines for Land and Marine Use, p. 136. 2 A. C. Holzapfel, Gas Power for Ship Propulsion. Transactions of the Institution of Naval Architects (1912), pp. 89-90. 3 U. S. Bureau of Mines, Bulletin 55, pp. 5S-60. * Proceedings of the British Institute of Marine Engineers, 1910-11, p. 132. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 159 producers. The gas engines require less coal-bunker space than steam engines do, and thus there is some space saved by using gas instead of steam power. The space required for the stowing of fuel is less for the Diesel than for the gas engine, mainly because much of the fuel oil used by the Diesel engine can be stowed in the double bottom and other portions of the ship not available for cargo. The statement of the Holzapfel Marine Gas Power Syndicate (Ltd.), of London, however, indicates that the marine gas engine can be so constructed as to be as economical of engine space, exclusive of space required for fuel, as a Diesel engine. The statement is quoted not only to present the opinion just stated but also to show that the application of the 32 per cent rule for propelling power deductions prevents shipowners from securing the space economies that might be obtained from the substitution of internal combustion for steam engines: For gas-driven vessels about the same space is required as for oil-driven vessels, provided that the producer gas plant is placed on deck, which we found is the only suitable place for this purpose. In this country (England) the tonnage laws are such that, unless at least 13 per cent of the total imder-deck space is occupied by machinery, the usual reduction of 32 per cent for machinery space from gross tonnage to net tonnage is not allowed. * * * For this reason, and until such time as the British Board of Trade modifies the law or practice in regard to measuring net tonnage of power-driven vessels, it is not likely that vessels driven by oil or gas engines will have less than 13 per cent of the total under-deck tonnage in engine space. As soon, however, as this law has been altered, we consider that 9 or 10 per cent of the under-deck tonnage would be about sufficient space for a tramp ship of the usual speed of 8 to 10 knots. 1 VII. CONCLUSION. The specific tonnage question, to which the use of the marine internal combustion engine gives rise, is whether the same rule as to propelling power deduction shall be applied to vessels equipped with internal combustion engines as to vessels having steam engines. Two questions are, hi fact, involved; one being whether vessels of different power equipment — vessels with coal-burning and oil-burning steam engines and with internal combustion oil and gas engines of different types — will be treated with relative fairness if the Danube ride is applied to all ships in making tonnage reduction for propelling power. The other question is whether the appli- cation to all types of vessels of a single rule for propelling-power deductions will seriously violate the principle that the spaces not deducted from gross tonnage, i. e., the net tonnage, shall approximate the earning capacity of vessels. In reaching a conclusion upon these questions, it is important to keep in mind two facts as to the effect upon gross and net tonnage of using double-bottom compartments to stow fuel oil: (a) When double-bottom compartments are used to stow fuel oil, the space thus used is added to gross tonnage by the tonnage rules of most countries and by the Panama measurement rules contained in this report. When the Danube rule is followed in making propelling power deduction, the spaces occupied by fuel, whether hi the double bottom or elsewhere, are not specifically deducted, the allowance for fuel spaces being a percentage of the space occupied by machinery. From this, it follows that the equipment of a vessel with engines that use oil instead ol coal for fuel, and that stow all or a part of the fuel oil hi double-bottom compartments, increases both the gross and net tonnage and the theoretical cargo capacity of vessels thus equipped. (6) The Board of Trade percentage rule and the Danube rule affect differently the net tonnage of vessels that use double-bottom spaces to stow fuel oil. The gross tomiage of a vessel being increased by the stowing of fuel hi the double bottom, the deduction tor propelling power, when made under the 32 per cent rule, is larger because ol the use of the double bottom. Thus the percentage rule for propelling power deduction is more inaccurate when applied to vessels having internal combustion oil engines than when applied to steamships — the sub- stitution of Diesel engines for steam machinery would, under the British measurement rules, allow a larger deduction for smaller space occupied by machinery and fuel. This error is avoided by applying the Danube rule to propelling-power deductions. An increase in the gross tonnage of any particular vessel has no effect upon the tonnage deducted i Letter of Apr. 7, 1913. In this quotation, " under-deck " tonnage is used in the sense of gross tonnage. 160 MEASUREMENT OF VESSELS FOR PANAMA CANAL. for propelling power, and it is unnecessary to consider whether fuel is carried in bunkers, tanks, or double-bottom spaces. For the purpose of illustration, it may be assumed that a vessel having a gross tonnage of 5,000 tons, not including any double-bottom spaces, is fitted with oil-burning engines, and that arrangements are made to carry fuel oil in 20,000 cubic feet (200 tons) of double-bottom compartments. If it be assumed that the machinery of this vessel occupies a space equivalent to 600 tons, the deduction for propelling power would be 1,050 tons (600 by 1.75), and an increase of 200 tons in the gross tonnage will not increase the pro- pelling-power deduction. Thus the tonnage of the vessel, less propelling-power deductions, when no double-bottom compartments were used for fuel would be 3,950 tons, and when the double-bottom compartments were used, 4,150 tons. The increase in net tonnage would be the same as the addition to gross tonnage. Presumably this addition to net tonnage would be accompanied by a greater or less increase in available cargo space. The fact that the sub- stitution of internal combustion for coal-burning steam engines increases both the gross and net tonnage of vessels without increasing the propelling-power deduction when made under the Danube rule should be given much weight in deciding whether it is or is not necessary to apply to vessels equipped with internal-combustion engines a rule for propelling-power deduc- tions different from the rule applied to vessels having steam engines. If the Danube rule for propelling-power deduction be applied to vessels equipped with internal-combustion oil and gas engines — i. e., if the deduction be made one and three-fourths the space occupied by machinery — vessels having Diesel and gas engines will be treated more liberally than will ships equipped with steam machinery. The facts presented in this chapter show that the machinery spaces required by marine internal-combustion engines average from one-fifth to one-third less than the spaces occupied by marine steam engines of like power. There is some, but at the present time not a large, variation in the spaces required for internal- combustion engines of different types. Vaporizer engines and gas engines using gasoline or other refined oils for fuel are somewhat less in volume than are Diesel engines of corresponding efficiency, while gas engines using coal-producer gas require somewhat more space than do Diesel engines. This theoretical saving hi space is, however, largely offset at the present time by the general application of the 32 per cent ride in making propelling-power deductions, and oil and gas engines have thus far had comparatively little effect upon the size of engine rooms. The fuel spaces required by Diesel and gas engines are much less than the spaces needed for the coal or oil consumed by steam engines of the same power. Diesel engines require but 20 to 30 per cent of the weight of fuel used by coal-burning steam engines, and it is claimed that the actual fuel economy of Diesel engines is greater than this, because fuel consumption stops completely when the engines are not running. Vaporizer engines require somewhat more fuel space than is necessary for Diesel engines. Gas engines operated with refined oils consume a larger volume of fuel than do Diesel engines, while gas engines operated with coal producer- gas need more space for fuel than do other internal-combustion engines. The amount of fuel actually carried by vessels equipped with internal-combustion engines depends upon such vari- able factors as the number of stations at which fuel oil can be obtained, the prices of oil at different stations, and the length or shortness of the routes over which the vessels are operated. Some of the factors which determine the space used for fuel by vessels having internal-combus- tion engines are changing, but it is certain that the application of the same rule for propelling- power deductions to all types of vessels will favor those having internal-combustion oil and gas engines much more than those equipped with coal or oil-burning steam engines. If the Danube rule, is followed in making propelling-power deductions in the case of vessels equipped with internal-combustion engines, the owners of such vessels should be given the option of having the deductions made by the actual measurement of machinery and fuel spaces. Vessels operated over short routes carry a comparatively small amount of fuel as compared with vessels in service over long routes. The Danube rule takes this fact into account and provides for a deduction that approximates the space occupied by coal on vessels of different classes employed in various services. Coal-burning steamers, when coaled for voyages of maxi- mum length, may devote to the stowage of fuel spaces hi excess of three-quarters the volume of & MEASUREMENT OF VESSELS FOB PANAMA CANAL. 161 the engine room. Such vessels may, if only fixed bunkers are used, under the Suez rules, have the actual spaces occupied by machinery and fuel deducted for propelling power. It might possibly, although it probably would not, happen that some vessels equipped with internal- combustion engines might, when dispatched upon exceptionally long voyages, carry fuel occupying spaces exceeding three-quarters of the volume of the engine room. To meet this possible contingency, a Danube rule for propelling-power deduction should always be accom- panied by the alternative of deduction according to actual measurement. If any modification of the Danube rule is to be made to apply to vessels equipped with internal- combustion engines, it would probably be advisable to base such modification upon a division of such vessels into two, or possibly three, classes. If the grouping were into two classes, the first group would include coal and oil burning steamships and vessels equipped with coal producer gas engines; and the second class would contain vessels having internal-combustion oil engines and gas engines using refined oil for fuel. If a threefold division were made, the third class would include oil-burning steamers and vessels equipped with coal producer gas engines. This threefold grouping would leave in the first class only coal-burning steamships, to which the Danube rule without modification would, of course, be applied. It does not seem advisable, however, at the present time, to make any modification in the Danube rule and it is recommended, for the following reasons, that the same rule for propelling- power deductions be applied to vessels with oil-burning steam engines, internal-combustion oil and gas engines, and coal-burning steam machinery: (1) While there is a relatively large number of oil-burning steamers now in service, and while it is probable that the number will increase, it is not deemed necessary to make any modifica- tion in the Danube rule because of the use of such vessels. Their machinery space is the same as the. space required for coal-burning steam engines, and the difference in the volume of the spaces occupied by fuel oil and by coal, while relatively large, is not deemed great enough to necessitate the immediate adoption of a special rule applying only to the comparatively small number of vessels now equipped with oil-burning steam engines. (2) The number of large deep-sea merchant vessels equipped with internal-combustion engines is still comparatively small. Moreover, the internal-combustion engine is still in such an early stage of development that it is impossible to predict with certainty what the future changes will be in the type of engine used and in the structural details of vessels equipped with such engines. At present, the Diesel engine is in favor, but it may possibly happen that the vaporizer or the oil-gas or the producer-gas engine may yet be found to be superior. It is like- wise uncertain whether the four-cycle, two-cycle single-acting, or the two-cycle double-acting engine will eventually become the prevailing type. The type of internal-combustion engine used, as has been explained, affects the volume of machinery and fuel spaces required; and, for different types of engines, different structural plans are followed in providing for light and air, for exhaust funnels, and for auxiliary machinery. (3) It would be difficult, at the present time, to arrive at a general average ratio of fuel space to machinery space for internal combustion engines of different types. As the Secretary of Lloyd's Register of British and Foreign Shipping states in the letter previously quoted in this chapter, "there are comparatively few vessels which are fitted with Diesel engines, and it is therefore hnpossible to make a complete and exhaustive comparison between such vessels and those fitted with steam engines." If it were practicable to decide upon a ratio that was fairly accurate at present, it is not probable that that ratio would remain accurate for any con- siderable period of time. As has been pointed out, the fuel carried by vessels with jnternal- combustion engines is influenced not only by the type of engine used, but also by the number of oil stations and the price of fuel oil at different stations. It has also been pointed out that numerous varieties of oils are now used by internal-combustion engines. Future inventions may increase or lessen the number of commercially useful fuel oils. Much will depend upon the possibility of using oils with relatively low flash points, for the reason that the flash point affects the risk incurred in carrying fuel oil. In brief, there are so many factors of uncertainty 162 MEASUREMENT OF VESSELS FOK PANAMA CANAL. as regards the future developments of the internal-combustion engine that it seems best not to decide at the present time upon a ratio between engine-room and fuel spaces different from the Danube rule ratio to be followed in making propelling-power deductions in the case of vessels equipped with other than coaLburning steam engines. Lloyd's Register of Shipping has thus far not provided special rules governing the spaces that may be devoted to stowing oil in vessels equipped with internal-combustion engines. The present rules of Lloyd's Society provide that "in the cases of Diesel or other engines in which very high initial pressures are employed, particulars should be submitted for special consideration." The chief engineer surveyor of the society reported in 1912 that certain regu- lations regarding the stowage of oil and the minimum flash point might become necessary in the future, but in the society's annual report for that year the statement is made that "it is felt that the time has hardly yet arrived for the provisions of rules on the subject." * It is recognized that the application to all vessels of the same rule for propelling-power deduction will treat ships with internal-combustion engines more liberally than other vessels are treated and will make the net tonnage of vessels with internal-combustion engines some- what less than their earning capacity. This exceptional treatment of vessels with internal- combustion engines is thought to be partially justifiable by the fact that the use of double- bottom compartments to cany fuel oil increases net tonnage and that the Danube rule, unlike the Board of Trade percentage rule, applies with equal fairness to vessels of any given type whether fuel is or is not stored hi double-bottom compartments. To accord liberal propelling- power deductions to vessels equipped with internal-combustion engines while such engines are in the early stages of their development will result in but slight loss of Panama Canal revenues and may be of some assistance in bringing more promptly into the service of the world's com- merce marine engines of the greatest efficiency and economy. 1 Lloyd's Register of British and Foreign Shipping, Report of the Society's Operations, 1911-12, p. 5. CHAPTER XI. RULES CONCERNING SUPERSTRUCTURES AND " SHEL- TER" DECKS: HISTORY AND CRITICISM. 163 CHAPTER XI. RULES CONCERNING SUPERSTRUCTURES AND "SHELTER" DECKS: HISTORY AND CRITICISM. INTRODUCTION. The provisions of the several measurement rules now in force differ largely as regards the exemption, measurement, and deduction of spaces within superstructures above the uppermost full-length deck. The same is true of the spaces between the upper and so-called "shelter" deck. The treatment accorded superstructures and especially the 'tween deck, "shelter" deck spaces may largely affect the gross and net tonnage of a vessel. It is as necessary that the rules regarding the exclusion or inclusion of spaces above the upper deck should be specific and exact as that a correct rule should be followed in making deductions for propelling power. Indeed, it was made clear by the facts presented in Chapters IV and V that greater inaccuracy in tonnage may, in the case of a vessel having what the British and German rules consider to be a shelter deck, result from exempting from measurement the entire space between the upper and "shelter" deck than from applying the 32 per cent rule to the deductions made for spaces occupied by propelling power. The term "superstructure" as used in this chapter, refers to all erections on or above the uppermost full-length deck — such as poop, forecastle, bridge houses, round houses, and side houses. By "shelter" deck spaces are meant those under an uppermost full-length deck pro- vided with such tonnage openings as will cause the space between the "shelter" and upper decks to be exempted from measurement by the British and German rules. In the several measurement rules, the spaces under an uppermost deck with tonnage openings are sometimes spoken of as "shelter" deck spaces and sometimes as awning deck spaces. The dissimilarity in the provisions of the measurement rules as regards the inclusion or exclusion of superstruc- ture and "shelter" deck spaces is due mainly to the different definitions given to "uppermost closed-in " deck and " open " spaces. The measurement rules of the United States, Great Britain, and Germany stipulate that spaces permanently closed-in and " available for cargo or stores or for the berthing or accommodation of passengers or crew" shall be measured, and that spaces which are open or not available for cargo or stores or for the berthing or accommodation of passengers or crew shall be exempted from measurement. The phraseology of the three measurement codes as regards the treatment to be accorded "shelter" deck spaces and the first tier of superstructures above the uppermost full-length deck is practically identical, but the rules are interpreted dif- ferently in Great Britain and Germany than in the United States, with the result that the same vessel would be accorded different gross and net tonnages by the American rules. The tonnage rules of the Suez Canal Co., like those of Great Britain, Germany, and the United States, exempt from measurement open superstructures and include in measurement and tonnage "per- manently covered and closed-in spaces on the upper deck" ; but the Suez rules differ in numerous details from the national rules as to the treatment of superstructures. In a word, there is great lack of uniformity among the several measurement codes as to the exclusion from tonnage, and as to the inclusion therein and deduction therefrom of spaces above the upper deck. The rules recommended for the measurement of vessels to determine the tonnage upon which the Panama Canal tolls shall be levied adhere strictly to the principle that the gross ton- nage of a vessel shall include its entire closed-in capacity. Only spaces which are actually open and not available for passengers or cargo are exempted from measurement and only such measured spaces are deducted from gross tonnage to determine net tonnage as are required for the operation and navigation of the vessel. The spaces to be deducted from gross tonnage are enumerated in the rules and t he deductions from gross tonnage are to be only the enumerated spaces. In carrying out these principles, the Panama measurement rules differ from those of Great Britain, Germany, the United States, and the Suez Canal Co. as regards the measurement and 165 166 MEASUREMENT OF VESSELS FOE PANAMA CANAL. deduction of spaces in superstructures. The spaces between the "shelter" deck and the upper deck are treated as are all other spaces, that is, if they are closed-in they are included in gross tonnage and if available for cargo or passengers they are included in net tonnage. The reasons for the variation of the Panama rules from the more important measurement rules now in force will be made clear, and it is believed the force of the reasons will also be made apparent, by a brief presentation of the history of the treatment accorded spaces under "shelter" decks and within superstructures by the measurement rules of Great Britain, the Suez Canal Co., Germany, and the United States. The historical background thus given to the rules recommended for Panama will, it is believed, show that the proposed rules are based upon correct principles and represent an advance over the tonnage rules now in effect. HISTORY OF THE TREATMENT OF SPACES IN SUPERSTRUCTURES AND UNDER " SHELTER" DECKS IN THE MEASUREMENT RULES OF GREAT BRITAIN. The first British statute that included within gross tonnage 1 any spaces above the upper deck was the act of 1S35, which provided for the measurement of "a poop or half deck or a 1 Rules for the measurement of vessels first appeared in laws imposing customs duties upon articles of commerce. One of the earliest imports taxed was wine from the Continent, which was imported in tuns. The dues imposed by Parliament upon each tun of wine led to the use of the word tunnage as an expression of the capacity of the open or partial-decked boats used in transporting the casks of wine. By the act of Parliament of 1423 a tun of wine was to measure not less than 2-52 gallons, old English measurement; and, although the gallon was not an exact unit, a tun of wine weighed approximately 2,240 pounds and the tunnage of one of these wine vessels would- be practically equivalent to its deadweight capacity or tonnage. Other commodities than wine were charged dues based upon weight or "poundage." Another article of commerce that was early taxed was coal. The act of Parliament of 1422 imposed a duty of 2 pence per caldron upon coals carried in the "keels" employed at Newcastle-on-Tyne. The caldron contained about 53 hundredweight of coal and a standard load for the "keels" then used at Newcastle was 10 caldrons, or 26$ tons. In 1679, the duty that had been imposed upon "keels" at Newcastle was placed upon ves- sels employed upon the Wear. In 1694, Parliament changed the duty upon coal to a tax upon the deadweight of the coal instead of upon each caldron of coal. The coal barges or boats when empty were loaded with actual weights of iron or lead until the maximum load of 26$ tons had been placed in the boat. Then the load-water line was marked upon the boat by nails driven in the hull at the stem, at the stern, and at each side amidships. By an act of 1775, this law which had previously applied to coal carried on the Tyne and on the Wear was applied to vessels loading coal in all parts of the United King- dom. The act applied to coal and only to boats used within the country; it did not apply to sea-going ships. The first customs act of Parliament that required sea-going and coasting ships generally to be measured was enacted in 1694. This act im- posed duties upon the tonnage of vessels and the tonnage was to be determined by multiplying the length of the keel by the breadth of the vessel amidships and by multiplying this product by the depth of the hold below the upper deck. The duties imposed by the act of 1694 were repealed in 1696. An act passed that year provided for the registry of shipping, but no rules for the measurement of vessels were contained in the act which, as far as tonnage was concerned, simply required the owners of vessels to declare upon oath the tons burden of the vessel's registry. From 1696 until 1773 there was no general rule for the measurement of vessels applied to shipping generally. In 1720, an act was passed pro- hibiting the importation of spirits in vessels of less than "30 tons burden and under" and " for the preventing of disputes that may arise concern- ing the admeasurement of ships laden with brandy and other spirits." The law contained the following rule to be applied to the measurement of such vessels as it was necessary to measure in order to enforce the act of 1720: " Take the length of the keel within board (so much as she treads on the ground ) and the breadth within board by the midship beam, from plank to plank, and half the breadth for the depth, then multiply the length by the breadth, and that product by the depth, and divide the whole by 94; the quotient will give the true contents of the tonnage." In 1773 the formula of 1720, by which only a comparatively few vessels employed in one kind of trade had been measured, was applied in a modified form to all merchant vessels. The tonnage resulting from the application of the act of 1773 is spoken of as "British Old Measurement " (B. O. M.J tonnage. The measurement formula was as follows: (L-3/5B)XBx| Tonnage B. O. M.= gj L in the formula is the length of the vessel along the rabbet of the keel from the back of the main stem post to a perpendicular line on the fore- part of the main stem under the bowsprit. B in the formula is the breadth from the outside of the planking at the broadest part of the ship. It will be noted that the act of 1773 substituted one-half the breadth for the depth in the factors to be multiplied together to determine the con- tents of a vessel. At that time the breadth was approximately twice the depth and the formula was fairly accurate. This feature of the tonnage formula of 1773, however, soon caused vessels to be built with depth disproportionate to their breadth and length and the law had a bad influence upon ship designs. In 17S6 the B. O. M. tonnage formula was changed by requiring the length of the vessel to be taken not along the keel but along the load-water line, and the length of the vessel for tonnage measurement was taken from the back of the stern post to the front of the main stem with a deduction therefrom of 3 inches for each foot of the load-water draft. This deduction was to account for the rake of the stern abaft. The only other important change made prior to 1835 in the act of 1773 was contained in the law of 1S19, which provided that in measuring steam vessels the length of the engine room should be deducted from the vessel's length in calculating tonnage. This provision led to the abuse of con- structing the engine-room in two parts, one well forward and the other aft, with an intervening space between the two parts of the engine-room. The distance between the forward bulkhead and the after bulkhead of the engine room thus was made to include the greater part of the length of the vessel. The abuses that developed under the act of 1773 led to the appointment by the Admiralty of a committee to investigate the subject of tonnage in 1821. The report made by this committee was not acted upon and another committee was appointed by the Admiralty in 1833. The report of this committee led to the enactment of the law of 1835— the "new measurement" law— which provided for a much more accurate system of meas- urement than had previously prevailed. The depth of empty vessels was taken at three points and the breadth also at three points, and a com- plicated scheme of breadth and depth factors was included in the tonnage formula. The tonnage of loaded vessels was ascertained by dividing the product of the length, breadth, and depth by 130. The tonnage of the spaces in poops and under decks raised above the upper deck was ascer- tained by dividing the product of the mean inside length, breadth, and depth by 92.4. The tonnage allowance for engine-room space was the prod- uct of the length of the engine room between the forward and aft bulkheads, of the depth of the vessel amidships and of the breadth of the ship amidships at two-fifths the depth from the deck divided by 92.4. This "new measurement" rule remained in force until it was superseded by the Merchant Shipping Act of 1854. For the history of British tonnage rules consult Report of Royal Commission on Tonnage, 1881, Appendixes 1 to 9, for the statutes; Lloyd's Calendar, 1911, pp. 277 et seq.; White, W. H., Manual of Naval Architecture, 5th edition, 1900, Chapter II; Holms, Sir George C. V., Ancient and Modem Ships, Part II, Appendix 2, 1906; The Nautical Gazette, Vol. LVIII (1S89), pp. 1, 89, and 173. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 167 break in the upper deck," and for the inclusion of the spaces thus measured in the gross ton- nage. The formula by which tonnage was determined under the act of 1835 — the so-called "New Measurement" law — was to multiply together the mean length, breadth, and height of measured spaces and to divide the product by 92.4. The "New Measurement" law of 1835 proved unsatisfactory because the tomiage formula was inaccurate; and, also, because the law was so worded that excessive deductions were made for propelling power. Nor did the law take into account all superstructures. The dissatisfaction with the act of 1835 led to the appointment by the Admiralty of a tonnage commission in 1850, which, as has been explained, w } aa'. E = space exempted. M = space measured. bb' > J aa'. E = space exempted. M' = closed-in houses, measured. M = space measured. bb' > J aa'. E = space exempted. M' = closed-in houses, measured. M — space measured. bb' < } aa'. E = space exempted. M' = closed houses, measured. M = space measured. 228 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Fig. 6.— Forecastle. bb' > J aa'. cc' < J aa'. E = space exempted. M = space measured. bb' < J aa'. E = space exempted. M = space measured. Fig. 7.— Bridge. bb' > i aa'. od < j aa'. e'd' < J aa'. ff < J ee\ E = space exempted. E' = light and air and funnel space in lowest tier of erections, measured under Art. IV, Sec. 3. M = space measured. M' = closed house, measured. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 229 Fig. 8.— Poop and Bridge with interval less than J the least half breadth of the Deck in way of Interval. JfeCC' Poop ac< Jaa'. a'c'< Jaa'. bb'>£aa'. dd' > J cc'. M=spaces measured. E=spaee exempted. E'=light and air and funnel space in lowest tier of erections, measured under Art. IV, Sec. 3. cc' and dd'=side openings under deck covering. E=space exempted. bb'< i aa'. H=spaces measured. 230 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Fig. 10.— Bridge. c' L__L-_! lb J a' bb'>£aa'. cc' and dd'=side openings. E=spaces exempted. M=space measured. E'=light and air and funnel space, in lowest tier of erections, measured under Art IV, Sec. 3. Fig. 11.— Continuous deck with opposite side openings. c d e e' (aa') (bb') (cc') (dd') (ee') (ff) = side openings. E = spaces exempted opposite side openings below continuous deck. M = spaces measured. E' = light and air and funnel space, measured under Art. IV, Sec. 3. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 231 (c) In a poop, forecastle, side-to-side bridge house, or other "permanently covered and closed-in" superstructure or side-to-side erection the space directly in way of opposite openings, the height of which is at least 3 feet, in the side walls of the ship not provided with means of closing and corresponding to each other in the opposite walls of the ship shall be exempted. (See Figs. 9 and 10.) Sec. 2. Spaces in way of opposite side openings at least 3 feet in height not provided with means of closing shall be exempted. In the case of a con- tinuous deck with one or more deck openings (usually designated as tomiage openings) that may be so closed as to permit cargo or stores to be carried in the space under the deck, or under portions thereof, only the spaces under such a deck that are exactly in way of opposite openings at least 3 feet in height in the side walls of the ship not provided with means of closing and correspond- ing to each other in the opposite walls of the ship shall be exempted ; and the remaining spaces under such a deck shall be measured and included in gross toimage. In case the openings in the side walls of the ship are provided with means of closing, no portion of the space under such a deck shall be exempted. (Fig. 11.) Sec. 3. The spaces framed in round the funnels and the spaces required for the admission of light and air into the engine rooms shall be exempted from measurement to the extent that such spaces are above the deck or covering of the first or lowest tier of side-to-side erections, if any, on the upper deck. A deck with one or more deck openings (usually designated as tonnage open- ings) that may be so closed as to permit cargo or stores to be carried in the space under the deck or portions thereof is to be considered as the upper deck, provided that no space beneath it abreast side openings is exempted under the provisions of section 2. There shall, however, be measured and included within gross tonnage the spaces situated within closed-in side-to-side erections on the upper deck, spaces framed in round the funnels and those required for the admission of light and air to the extent that such light and air and funnel spaces are below the deck or covering of the first or lowest tier of such side- to-side erections on the upper deck. There shall be exempted from the measure- ment of any superstructure or erection situated above the first or lowest tier of side-to-side erections on the upper deck such portion or portions thereof as are occupied by the spaces framed in round the funnels or by the spaces required for the admission of light and air into the engine rooms. Such exempted spaces must not be used for any other than their designated purpose and must be reasonable hi extent. Sec. 4. Space or spaces between the inner and outer plating of the double bottom of a vessel that are so inclosed and that have such openings as to make them usable only for water ballast shall be exempted from measurement; but such spaces within the double bottom as are or may be used for carrying cargo, stores, feed water, coal, or other fuel shall be measured and included in the gross tonnage. Sec. 5. The cubical contents of hatchways shall be obtained by multi- plying the length and breadth together and the product by the mean depth taken from the top of beam to the underside of the hatch. From the aggregate tonnage of the hatchways there shall be deducted one-half of 1 per cent of the vessel's gross tonnage, exclusive of hatchways, and only the remainder shall be added to the gross tonnage of the ship, exclusive of the tonnage of the hatchways. Sec. 6. Companionways and companion houses shall be exempted when used solely as companionways or companion houses. When used as smoking rooms or for any other purposes than companionways or companion houses, the parts so used shall be measured and included in gross tonnage. 232 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Sec. 7. Domes and skylights shall be exempt from measurement. When there is an opening in the floor of a superstructure immediately below a skylight, the exemption shall include the space between the skylight and the opening in the floor of the superstructure immediately under the skylight. The remainder of the superstructure shall be included in the measurement. The space, in addition to the skylight, that may be exempted by this rule is that indicated by A, B, C, D in the following drawing: Room receiving light from Skylight^ Fig. 12. — Open space under skylight. us^mustbe^ddTd to ■^ RT - V. Should a vessel at any time stow cargo of any kind, bunker coal gross tonnage. or t ner f ue l ; or stores of any description in any portion whatever of any exempted space, except spaces exempted under Art. IV, Sec. 1, Par. (b) and spaces on open decks not permanently covered, or upon decks as defined in Art. IV, Sec. 1, Par. (a), of these rules, the whole of that space shall be measured and added to the gross tonnage, and the space shall not thereafter be exempted from measurement. pj£mgere aT not ab to be ^ RT - VI. Spaces for the use or possible use of passengers shall not be exempted. exempted from measurement except as stated in Article IV, section 1, para- graph (a). In case of Army and Navy transports, colliers, supply ships, and hospital ships as defined in Article I, the term "passengers" shall include all officers, enlisted men, and other persons who are not assigned to duty and who are not duly inscribed on the ship's rolls. ehI?g I S ase are pon p^y b i bie ^ RT - Vil. If any ship carries stores, timber, cattle, or other cargo in any spire oceuSedbytJgo s P ace u pon an open deck not permanently covered or in spaces exempted sp^noTSennSenti? under Art - IV > Sec - ] > Pars - ( a ) and ( b ) of tliese rules > all tolls and other covered and closed in. CQ arges payable on the vessel's net toimage shall be payable upon the vessel's net tonnage (as defined below in Articles X and XII) increased by the tonnage of the space occupied (at the time at which the tolls or other charges become payable) by the goods carried upon deck and not permanently covered or closed-in. The deck space occupied by the goods thus carried shall be deter- mined at the time of the application of the vessel for passage through the canal and shall be deemed to be the space limited by the area occupied by the goods and by straight lines inclosing a rectangular space sufficient to include the goods. The tonnage of the space occupied by the goods shall be ascertained in the manner prescribed below by Article IX, Rule I, for the measurement of poops or other closed-in spaces. Nothing in this article shall hi any manner affect the provisions of Articles II, III, and IV. Measurement of the Art. VIII. The cubical contents of the spaces included, bv these rules, in cubical contents of . . , ,-- - spaces may be by the gross tonnage mav, ui any country where the Moorsom system ot measurement Moorsom system in each , ijii i-ii^i t j • country, or by the Moor- has been adopted, be ascertained under that system as applied m measurmg scribed y in e these ruies 1 ^ vessels for national registry, provided that system is substantially similar to the Moorsom system of measurement as set forth in Article IX of these rules. MEASUREMENT OP VESSELS FOR PANAMA CANAL. 233 Art. IX. In countries that have not adopted the Moorsom system of n^f^SSSSTS measuring spaces within vessels, the cubical contents of any of the spaces spaces - included in gross tonnage shall be ascertained according to the Moorsom system as set forth in the following rules: Rule I for the measurement of empty vessels; Rule II for laden vessels; Rule III for open vessels. Rule I. — For measuring the gross tonnage of empty vessels. ni^uf"y°S.' Section 1. The length for the admeasurement of ships having one or more decks is taken on the tonnage deck, which is — (a) The upper deck for vessels having one or two decks. (b) The second deck from below for vessels having more than two decks. Measure the length of the ship in a straight line along the upper side of the tonnage deck from the inside of the inner plank (average thickness) at the side of the stem to the inside of the midship stern timber or plank there, as the case may be (average thickness), deducting from this length what is due to the rake of the bow in the thickness of the deck and what is due to the rake of the stern timber in the thickness of the deck, and also what is due to the rake of the stern timber in one-third of the round of the beam; divide the length so taken into the number of equal parts required by the following table, according to the class in such table to which the ship belongs : Class 1 : Ships of which the tonnage deck is, according to the above measure- ment, 50 feet long or under, into 4 equal parts. Class 2 : Ships of which the tonnage deck is, according to the above measure- ment, above 50 feet long and not exceeding 120 feet, into 6 equal parts. Class 3 : Ships of which the tonnage deck is, according to the above measure- ment, above 120 feet long and not exceeding 180 feet, into 8 equal parts. Class 4 : Ships of which the tonnage deck is, according to the above measure- ment, above 180 feet long and not exceeding 225 feet, into 10 equal parts. Class 5 : Ships of which the tonnage deck is, according to the above measure- ment, above 225 feet long, into 12 equal parts. 1 In the case of a break or breaks in a double-bottom for water ballast, the length of the vessel is to be taken in parts according to the number of breaks, and each part divided into a number of equal parts according to the class in the above table to which such length belongs. Sec. 2. Then the hold being first sufficiently cleared to admit of the required depths and breadths being properly taken, find the transverse area of the ship at each point of division of the length or each point of division of the parts of the length, as the case may require, as follows: Measure the depth at each point of division, from a point at a distance of one-third of the round of the beam below the tonnage deck, or, in case of a break, below a line stretched in continuation thereof, to the upper side of the floor timber (upper side of the inner plating of the double bottom) at the inside of the limber strake, after deducting the average thickness of the ceiling which is between the bilge planks and the limber strake, subject, however, to the provisions of these rules, Article IV, section 4, regarding the measurement or exemption of double- bottom spaces. In the case of a ship constructed with a double-bottom for water ballast if the space between the inner and outer plating thereof is not available for the carriage of cargo, stores, feed-water, coal, or other fuel, then the depth shall be taken to be the upper side of the inner plating of the double- bottom, and that upper side shall, for the purposes of measurement, be deemed to represent the floor timber of the vessel. This rule for measuring the depth of the hold applies to double-bottom ships having top of double bottom not horizontal. i A greater number of divisions is permissible provided there be an even number of divisions. 61861°— 13 16 234 MEASUREMENT OF VESSELS FOB PANAMA CANAL. If the depth at the midship division of the length does not exceed 16 feet, divide each depth into 5 equal parts; then measure the inside horizontal breadth at each of the four points of division, and also at the upper point of the depth, extending each measurement to the average thickness in that part of the ceiling which is between the points of measurement. Number these breadths from above (i. e., numbering the upper breadth 1, and so on down to the fifth breadth); multiply the second and fourth by 4, and the third by 2; add these products together, and to the sum add the first breadth and the fifth. Multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the trans- verse area of the upper part of the section; then find the area between the fifth and lower point of the depth by dividing the depth between such points into four equal parts, and measure the horizontal breadths at the three points of division and. also at the upper and lower points, and proceed as before, and the sum of two parts shall be deemed to be the transverse area; but if the midship depth exceed 16 feet, divide each depth into 7 equal parts instead of 5, and measure, as before directed, the horizontal breadths at the six points of division, and also at the upper point of the depth; number them from above, as before; multiply the second, fourth, and sixth by 4, and the third and fifth by 2; add these products together, and to the sum add the first breadth and the seventh. Multiply the quantity thus obtained by one-third of the common interval between the breadths, and the products shall be deemed the transverse area of the upper part of the section; then find the lower part of the area as before directed, and add the two parts together, and the sum shall be deemed to be the transverse area. This section applies to vessels with double bottoms, the tops of which have a rise from the middle line to each side. In vessels in which the top of the double bottom is horizontal, or in which there is no double bottom, the depths are to be divided by 4 or 6 (instead of 5 or 7), according as their midship depths do not or do exceed 16 feet respectively. In such cases no subdivision of the lower part is to be made. Sec. 3. Number the transverse sections or areas respectively 1, 2, 3, etc., No. 1 being at the extreme limit of the length at the bow, or of each part of the length, and the last number at the extreme limit of the length at the stern or the extreme limit at the after end of each part of the length; then, whether the length be divided according to the table into 4 or 12 parts, as in classes 1 and 5, or any intermediate number, as in classes 2, 3, and 4, multiply the second and every even-numbered area by 4, and the third and every odd-numbered area (except the first and last) by 2 ; add these products together, and to the sum add the first and last, if they yield anything; multiply the quantity thus obtained by one-third of the common interval between the areas, and the product will be the cubical contents of the space, or cubical contents of each part if the ship is measured in parts under the tonnage deck. The tonnage of this volume is obtained by dividing it by 100, if the measurements are taken in English feet, and by 2. S3 if the measurements are taken in meters. The multiplier 0.353 may be used instead of the divisor 2.83. Sec. 4. If the ship has a third deck the tonnage of the space between it and the tonnage deck shall be ascertained as follows: Measure in feet the inside length of the space at the middle of its height from the plank at the side of the stem to the lining on the timbers at the stern, and divide the length into the same number of equal parts into which the length of the tonnage deck is divided, as above directed; measure (also at the middle of its height) the inside breadth of the space at each of the points of division, also the breadth at MEASUREMENT OF VESSELS FOB PANAMA CANAL. 235 the stem and the breadth at the stern; number them successively 1, 2, 3, etc., commencing at the stem ; multiply the second and all the other even-numbered breadths by 4, and the third and all the other odd-numbered breadths (except the first and last) by 2; to the sum of these products add the first and last breadths ; multiply the whole sum by one-third of the common interval between the breadths, and the result will give in superficial feet the mean horizontal area of the space; measure the mean height of the space, and multiply by it the mean horizontal area, and the product will be the cubical contents of the space; divide this product by 100 (or by 2.83 if the measurements are taken in meters) and the quotient shall be deemed to be the tonnage of the space, and shall be added to the tonnage of the ship ascertained as aforesaid ; and if the ship has more than three decks, the tonnage of each space between decks above the tonnage deck shall be severally ascertained in the manner above described, and shall be added to the tonnage of the ship ascertained as aforesaid. Sec. 5. If there be a break, a poop, or any other permanently covered or closed-in space on or above the upper deck (as defined above in Article III) the tonnage of such space shall be ascertained as follows: Measure the internal mean length of the space in feet, and divide it into two equal parts ; measure at the middle of its height three inside breadths, namely, one at each end and the other at the middle of the length; then to the sum of the end breadths add four times the middle breadth, and multiply the whole sum by one-third of the common interval between the breadths; the product will give the mean hori- zontal area of the space; then measure the mean height and multiply by it the mean horizontal area; divide the product by 100 (or by 2.83 if the measure- ments are taken in meters) and the quotient shall be deemed to be the tonnage of the space. Sec. 6. In measuring the length, breadth, and height of the general volume of the ship or that of the other spaces, reduce to the mean thickness the parts of the ceiling which exceed the mean thickness. When the ceiling is absent, or when it is not permanently fixed, the length and breadth shall be reckoned from the main frames of the ship, not from the web or belt frames. The same principle is to hold in the case of deck erections, that is, the breadth is to be reckoned from the main framing or stiffeners of the same, when ceiling is not fitted. When the main framing of the ship is curved or carried upward and inboard so as to permit the building of topside tanks or compart- ments outboard of the main framing, the breadth of the ship shall be reckoned from the outboard framing of such outboard tanks, thus including these tanks in the measurement. Rule II. — For measuring the gross tonnage of laden ships. Sec. 7. When ships have cargo on board, or when for any other reason Rule for the measare- their tonnage can not be ascertained by means of Rule I, proceed in the fol- lowing maimer: Measure the length on the uppermost full-length deck from the outside of the outer plank at the stem to the aft side of the sternpost, deducting there- from the distance between the aft side of the sternpost and the rabbet of the sternpost at the point where the counterplank crosses it. Measure also the greatest breadth of the ship to the outside, of the outer planking or wales at the middle perpendicular. Then, having first marked on the outside of the ship on both sides thereof the height of the uppermost full-length deck at the ship's sides, girt the ship at the middle perpendicular in a direction perpen- dicular to the keel from the height so marked on the outside of the ship, on the one side, to the height so marked on the other side, by passing a chain under 236 MEASUREMENT OF VESSELS FOR PANAMA CANAL. the keel; to half the girth thus taken add half the main breadth; square the sum, multiply the result by the length of the ship taken as aforesaid, then multiply this product by the factor 0.17 in the case of ships built of wood, and by the factor 0.18 in the case of ships built of iron or steel. The product will give approximately the cubical contents of the ship, and the tonnage can be ascer- tained by dividing by 100 or by 2.83, according as the measurements are taken in English feet or in meters. Sec. 8. If there be a break, a poop, or other permanently covered and closed- in spaces (as denned above in Article III) on or above the uppermost full- length deck, the tonnage of such spaces shall be ascertained by multiplying together the mean inside length, breadth, and depth of such spaces and dividing the product by 100, or 2.83, according as the measurements are taken in English feet or meters, and the quotient so obtained shall be deemed to be the tonnage of the spaces, and shall be added to the other tonnage in order to determine the gross tonnage or total capacity of the ship. Rule III. — For measurement of open vessels. mentVt'open " Sec. 9 - ^ n ascertaining the tonnage of open ships, the upper edge of the upper strake of the shell plating is to form the boundary line of measurement, and the depths shall be taken from an athwartship line, extended from upper edge to upper edge of the said strake at each division of the length. DEDUCTIONS FROM THE GROSS TONNAGE TO ASCERTAD* THE NET TONNAGE. (a) DEDUCTIONS FOR VESSELS NOT PROPELLED BY ENGINES. Art. X. The following spaces (enumerated below in sees. 1 to 10 of this article) shall be deducted from the gross tonnage in order to ascertain the net tonnage of vessels not propelled, iy engines, and no other spaces shall be deducted. Unless otherwise expressly stipulated, these spaces shall be deducted whether located above or below the upper deck. The volume or cubical contents of deducted spaces shall be ascertained in the manner specified in Article VIII or Article IX of these rules. The remainder, resulting from deducting from the total space included in gross tonnage the sum of the cubical contents of the spaces whose deduction from gross tonnage is permitted by these rules, shall be the net or register tonnage of vessels not propelled by engines and unrigged craft upon which tolls and other charges based upon tonnage shall be paid by vessels of commerce, Army and Navy transports, colliers, supply ships, and hospital ships (as denned in Art. I) for passage through the Panama Canal. One hundred cubic feet, or 2.83 cubic meters, shall constitute one gross or net ton. Spaces for the use, or possible use, of passengers (as denned in Art. VI) shall not be deducted from the gross tonnage, except in so far as their deduc- tion may be specifically provided for in the following sections (1 to 10) of this article of these rules. and e raJgo n carr f ied ra Spaces available f or the stowage of stores (other than boatswain's stores) or por™s a °om>R! y sippiy cai 'g° SQau not be deducted from gross tonnage. In case of Army and Navy shipsl and hospital transports, colliers, supply ships, and hospital ships, as defined in Article I, the term "stores (other than boatswain's stores) or cargo" shall include, in addition to goods or cargo ordinarily carried as freight on vessels of commerce, the following articles : On transports, food, stores, luggage, accouterments, and equipment for passengers. On colliers, coal, coaling gear, and fuel oil not for the use of the. colliers. MEASUREMENT OP VESSELS FOR PANAMA CANAL. 237 On supply ships, stores, supplies of all kinds, distilling machinery and dis- tilled water (other than feed water stored in double-bottom compartments), machines, tools and material for repair work, mines and mining material, tor- pedoes, arms, and ammunition. On hospital ships, food stores for pasengers, medical stores, and hospital equipment. Guns mounted on transports and supply ships, for defense of the ships, and ammunition required for use in such guns shall not be classed as cargo. ~ , mi . . .1 , ■ • i i_ Deductions from gross Section 1. Ihe tonnage oi the spaces or compartments occupied by, or tonnage allowed vessels appropriated to the use of, the officers and crew of the vessel shall be deducted. gines? rope e The term "officers and crew" shall include the personnel inscribed on the ship's rolls, i. e., the ship's officers, engineers, doctors, apothecary, sick attendants, sailors, apprentices, firemen, mechanics, and wireless operators; but shall not include clerks, pursers, stewards, and other members of the personnel provided by the ship for the care of the passengers. The spaces or compartments occupied by the officers and crew shall include their berthing accommoda- tions, spaces provided for medical attention, mess rooms, ward and dressing rooms, bath and wash rooms, water-closets, latrines, lavatories, or privies for then exclusive use, and passageways exclusively serving these spaces. Sec. 2. On hospital ships the spaces or compartments occupied by doctors, apothecary, and sick attendants duly inscribed on the ship's rolls, shall form part of the deduction under section 1 of this article. Spaces provided for the medical attention of the officers and crew of a hospital ship shall likewise be deducted; but spaces fitted for the transportation, or for the medical attention, of other persons than those duly listed in the ship's rolls shall not be deducted. Sec. 3. The space occupied by the master's cabin shall be deducted. Sec. 4. Cook houses, galleys, bakeries, laundries, and rooms for ice machines, when used exclusively to serve the officers and crew, and the con- denser space, and distilling rooms, when used exclusively for condensing and distilling the water for the officers and crew, shall be deducted. Sec. 5. Spaces used for the anchor gear, steering gear, and capstan; the wheel house, the dynamo rooms; the chart room used exclusively for keeping charts, signals, and other instruments of navigation; lookout houses; spaces for keeping electric searchlights and wireless telegraph appliances ; and other spaces actually used in the navigation of the ship, shall be deducted. Such spaces upon vessels of commerce as may be devoted to the mounting of guns and to the stowage of ammunition for the guns thus mounted shall be deducted. The deduction of all spaces, other than those devoted to the mounting of guns, enumerated in this section must be reasonable in extent and be subject to the limitations stipulated below in Article XI. Sec. 6. In case of a ship propelled wholly by sails, any space, not exceed- ing 2\ per cent of the gross tonnage, used exclusively for storage of sails shall be deducted. Sec. 7. Spaces used exclusively for boatswain's stores shall be deducted. The deduction is not, however, to exceed 1 per cent of the gross tonnage in ships of 1,000 tons gross and upwards, nor more than 75 tons in any ship however large. In vessels from 500 to 1 ,000 tons gross the limit is fixed at 10 tons and in vessels from 150 to 500 tons at not more than 2 per cent of the gross tonnage. In vessels under 150 tons at not more than 3 tons. Sec. 8. The space occupied by donkey engine and boiler shall be deducted if the donkey engine and boiler are connected with the mam pumps of the ship, or if they are located in a permanently covered or closed-in structure on or above the upper deck. Sec. 9. Passages and passageways shall be deducted if they serve deducted spaces exclusively for the officers and crew. 238 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Sec. 10. Water-ballast spaces, other than spaces in the vessel's double bottom, shall be deducted if they are adapted only for water ballast, have only ordinary manholes for access and are not available for the carriage of cargo, stores, or fuel. If used to carry oil or other fuel, these spaces shall be regarded as part of the vessel's fuel space and shall not be subject to separate deduction. us Jof e ex^pM S spaces Art. ^- Each of the spaces enumerated in Article X, sections 1 to 10, unless natiinanaws° rding t0 otherwise specifically stated, shall be subject to such conditions and require- ments as to marking or designation and use or purpose as are contained in the navigation or registry laws of the several countries, but no space, other than fuel spaces deducted under Article XIII of these rules, shall be deducted unless the use to which it is to be exclusively devoted has been appropriately desig- nated by official marking. In no case, however, shall an arbitrary maximum limit be fixed to the aggregate deduction made under Article X. (B) DEDUCTIONS FOR VESSELS PROPELLED BY ENGINES. Art. XII. The net or register tonnage upon which tolls and other charges based upon tomiage shall be paid by vessels of commerce, Army and Navy transports, colliers, supply ships, and hospital ships, as defined in Article I, pro- pelled by engines, for passage through the Panama Canal, shall be the tonnage remaining after the following deductions have been made from the gross tonnage. One hundred cubic feet, or 2.83 cubic meters, shall constitute 1 gross or net ton. Vessels propelled partly by sails and partly by engines shall be classed as "vessels propelled by engines:" ton^aUowed^SIs Section 1 . The spaces specified above in Article X shall be deducted from propelled by engines, j^g S p ace included in gross tonnage to ascertain net tonnage in the case of vessels propelled by engines as in the case of vessels not propelled by engines. Sec. 2. The space occupied by the engines, boilers, coal bunkers, fuel-oil tanks, double-bottom fuel and feed-water compartments, shaft trunks of vessels with screw propellers, spaces, within a closed-in side-to-side erection, that are framed in around the funnels or that are required for the introduction of fight and air to the engine room to the extent that the framed-m spaces around the funnels and the light and air casings are located below the deck or covering of the first or lowest tier of such erections, if any, on the upper deck, as defined in Article IV, section 3, and are contained in closed-in side-to-side erections, spaces necessary for the proper working of the engines, and spaces occupied by the donkey engine and boiler when situated within the boundary of the engine room or within the fight and air cashigs above the engine room and when used in connection with the main machinery for propelling the vessel. When the shafts of screw propellers pass through open spaces not inclosed within tun- nels, the spaces allowed in lieu of the tunnels must be of reasonable dimen- sions suitable for the vessel in question. When any portion of the engine or boiler rooms is occupied by a tank for fresh water, the space thus taken up shall not be deducted. Donkey-engine and boiler spaces, when deducted according to Article XIV below, shall not be made a separate deduction. The portion of the framed-in spaces around the funnels and of the light and air casings that extend above the deck or covering of the first or lowest tier of side-to-side erections, if any, on the upper deck, as denned in Article IV, section 3, and surrounding the said space or spaces are exempted from measurement and form no part of the space deducted under this section. Sec. 3. The deductions made for propelling power, including all those provided for in section 2 of this article, shall in no case exceed 50 per cent of the gross tonnage, except in case of tugs employed exclusively as tugs. In MEASUREMENT OF VESSELS FOB PANAMA CANAL. 239 other respects the spaces enumerated in section 2 shall, except as otherwise specifically stated, be subject to the requirements as to designation or marking and use or purpose contained in the navigation or registry laws of the several countries. Sec. 4. The deductions made for propelling power provided form section 2 of this article shall be made according to the provisions of Article XIII or of Article XIV, as the owner of the vessel may elect. Sec. 5. Double-bottom compartments that are set aside to be used exclu- sively for the stowage of feed water for the ship's boilers shall be deducted. Art. XIII. In ships that do not have fixed bunkers, but transverse dJS^TS'Jtt bunkers with movable partitions, with or without lateral bunkers, and in ships abi^pStittoS^or'Sw- with fuel tanks or double-bottom fuel compartments which may be used to mlntsthat maybeS stow cargo or stores, measure the space occupied by the engine rooms, and add t0 stow carg0 or stores - to it for vessels with screw propellers 75 per cent and for vessels with paddle wheels 50 per cent of such space. By the space occupied by the engine rooms is to be understood that occupied by the engine room itself and the boiler room, together with the spaces strictly required for the working of the engines and boilers, with the addition of the spaces taken up by shaft trunks (in vessels with screw propellers) , the spaces which inclose the funnels and the casings necessary for the admission of light and air into the engine room to the extent that such spaces are located below the upper deck or below a deck with openings (usually designated as tonnage openings) which may be so closed as to permit the carriage of cargo or stores under the deck or a portion thereof, and donkey-engine and boiler spaces when the donkey engine and boiler are situated within the boundary of the main engine room or of the light and air casing above it and when they are used in connection with the main machinery for propelling the vessel. When the shafts of screw propellers pass through open spaces not inclosed within tun- nels, the spaces allowed in lieu of tunnels must be of reasonable dimensions suitable for the vessel in question. When a portion of the space within the boundary of the engine or boiler rooms is occupied by a tank or tanks for fuel oil or fresh water, the space considered to be within the engine room shall be reduced by the space taken up by the tank or tanks for fuel oil or fresh water. The cubical contents of the above-named spaces occupied by the engine room shall be ascertained in the following manner: Measure the mean depth of the space occupied by the engines and boilers from its crown to the ceiling at the limber strake; measure also three, or, if necessary, more than three, breadths of the space at the middle of its depth, taking one of such measure- ments at each end and another at the middle of the length; take the mean of such breadths; measure also the mean length of the space between the fore- most and aftermost bulkheads or limits of its length, excluding such parts, if any, as are not actually occupied by or required for the proper working of the engines and boilers. Multiply together these three dimensions of length, breadth, and depth, and the product will be the cubical contents of the space below the crown. Then, by multiplying together the length, breadth, and depth, find the cubical contents of the space or spaces, if any, which are framed in for the machinery, for inclosing the funnels, or for the admission of light and air, and which are located between the crown of the engine room and the upper- most deck or covering of the first or lowest tier of side-to-side erections, if any, on the upper deck, as defined in Art. IV, section 3. Add such contents, as well as those of the space occupied by the shaft trunk and by any donkey engine and boiler located within the boundary of the engine room or of the light and air casing above the engine room and used in connection with the main 240 MEASUREMENT OF VESSELS FOB PANAMA CANAL. engines for propelling the ship, to the cubical contents of the space below the crown of the engine room; divide the sum by 100 or by 2.83, according as the measurements are taken in feet or meters, and the result shall be deemed to be the tomiage of the engine and boiler room and shall be the tonnage taken as the basis for calculating the deduction for propelling power. If in any ship in which the space for propelling power is to be measured the engines and boilers are in separate compartments, the contents of each compartment shall be measured separately in like manner, according to the above method; and the sum of the tonnage of the spaces included in the several compartments shall be deemed to be the tonnage of the engine and boiler rooms, anil shall be the tonnage taken as the basis for calculating the deduction for propelling power. du^t?on'iOT B vSs er wftS Art. XIV. When vessels are fitted with fixed coal bunkers or with fuel-oil fue1iu un eompa r rtmra n ts tanks or double-bottom fuel compartments which can not be used to stow stow C ca n rgo or b |tores' '° cargo or stores, and when such bunkers, tanks, and fuel compartments have been certified by official marking to be spaces for the vessel's fuel, the deduc- tion for propelling power may either be in accordance with the provisions of Article XIII above, or by deducting the actual tonnage of the spaces enu- merated in Art. XII, Sec. 2 as measured in accordance with the following provisions, as the owner of the vessel may elect: Measure the mean length of the engine and boiler room, including the coal bunkers. Ascertain the area of three transverse sections of the ship (as set forth in the rules given in Articles VIII or IX for the calculation of the gross tonnage) to the deck which covers the engine. One of these three sections must pass through the middle of the aforesaid length, and the two others through the two extremities. Add to the sum of the two extreme sections four times the middle one, and multiply the sum thus obtained by the third of the distance between the sections. This product divided by 100 if the measurements are taken in English feet, or by 2.83 if they are taken in meters, gives the tonnage of the space measured. If the engines, boilers, and bunkers are in separate compartments, measure each compartment, as above set forth, and add together the results of the several measurements. The bunkers measured for fuel deduction shall include only those bunkers that are absolutely permanent, from which the coal can be trimmed directly into the engine room or stokehole, and into which access can be obtained only through the ordinary coal chutes on deck and from doors opening into the engine room or stokehole. Thwartship bunkers that can be in any way extended are not to be included in the measurements for deduc- tions. When any portion of the engine or boiler rooms is occupied by a tank for fresh water, the space considered to be within the engine and boiler rooms shall be reduced by the space taken up by the tank for fresh water. The contents of the shaft trunk shall be measured by ascertaining, and multiplying together, the mean length, breadth, and height. The product divided by 100, or 2.83, according as the measurements are taken in English feet or in meters, gives the tonnage of such space. When the shafts of screw propellers pass through open spaces not inclosed within tunnels, the spaces allowed in lieu of tunnels must be of reasonable dimensions suitable for the vessel in question. The tonnage of the following spaces below the deck or covering of the first or lowest tier of side-to-side erections, if any, on the upper deck, as defined by Art. IV, section 3, is ascertained by the same method, viz: (a) The spaces framed in around the funnels, (b) The spaces required for the admission of light and air into the engine room, (c) The spaces, if any, necessary for the proper working of the engines, (d) Spaces occupied by the donkey engine and MEASUREMENT OF VESSELS FOR PANAMA CANAL. • 241 boiler when used in connection with the main engines for propelling the ship and when situated within the boundary of the engine room or of the casing above the engine room, (.e) Fuel-oil tanks and double-bottom compartments fitted for the stowage of fuel oil. Art. XV. Under no circumstances shall any space which has not been du^°ed P unte™ a mduded included in the gross tonnage be deducted from gross tonnage. to & oss t° nn age. The use of the whole or any portion of a deducted space, other than fuel use ^ ed m^ d be S adde S d to spaces deducted under Article XIII, to stow cargo of any kind or stores other net tonnage. than boatswain's stores, or to provide passenger accommodations, shall be evi- dence that the entire space thus wholly or partially occupied is a part of the actual earning capacity of the ship, and the entire space shall be added to, and become a permanent part of, the net tonnage upon which Panama Canal tolls shall be collected. Art. XVI. Only such officials as are authorized in the several foreign officials that may . . , TT . . - i , • measure vessels and countries and m the United states to measure vessels and to issue tonnage issue certificates, certificates for purposes of national registry, and such other officials as are authorized by the President of the United States, or by those acting for him, to measure vessels and to issue Panama Canal tonnage certificates, shall have authority to measure vessels for Panama navigation or to issue Panama ton- nage certificates. Art. XVII. Tonnage certificates presented at the Panama Canal shall be jJJXinder tl^raiS subject to correction by the official or officials authorized by the President of the o^ciais^tn^Panaml United States, or by those acting for him, to administer these measurement Canal - rules, in so far as may be necessary to make the certificates conform to these rules. t Art. XVIII. The Panama Canal tonnage certificates issued by the meas- nage n c a erSnca?es al ton " urement authorities of the United States and the several foreign countries shall correspond in substance and form to the sample certificate appended to these rules. Blank certificates in English will be furnished by the Secretary of War or the Governor of the Panama Canal upon request of the measure- ment authorities of foreign countries. The measurement authorities of any foreign country may also provide themselves with Panama Canal measure- ment certificates printed in English or in the language of the foreign country, provided such certificates strictly correspond in substance and form to the sample certificate appended to these rules. RULES APPLYING TO VESSELS OF WAR, OTHER THAN ARMY AND NAVY TRANS- PORTS, COLLIERS, SUPPLY SHIPS, AND HOSPITAL SHIPS. Art. XIX. The toll on warships, other than Army and Navv transports, Tolls u P° n warships ... • i i • i i • ]■ sna " be levied upon colliers, supply ships, and hospital slups, shall be based upon their tonnage of actual displacement ,. , . , . ,. . r , upon arrival at canal. actual displacement at the time oi their apphcation tor passage through the canal. The displacement tonnage of such warships shall be their displacement before the vessels have taken on such coal, fuel oil, stores, or supplies as may be purchased and taken on board after arrival at the canal for transit through the same. Art. XX. "Warships" in the meaning of Articles XIX to XXIV shall "Warships" denned. be considered to be all vessels of war, other than Army and Navy transports, colliers, hospital ships, and supply ships, as defined in Article I. Warships are vessels of Government ownership that are being employed by then - owners for military or naval purposes. 242 MEASUREMENT OF VESSELS FOR PANAMA CANAL. draft' de w™hips on to Akt- X ^ 1 - Evei T warship, other than Army and Navy transports, r^d r by S ^^mr Si oi colliers, supply ships, and hospital ships (as defined in Art. I) upon applying Panama canai. f or p assa g e through the Panama Canal shall, in order to facilitate the ascer- tainment of its mean draft, be anchored or placed at such station or location as shall be designated by the Governor of the Panama Canal or by the officials authorized to act for him. warsrfi m to d exiiib f it each Art. XXII. The commander of every warship, other than Army and Navy iSdrar?ffi Cement sca ' e transports, colliers, supply ships, and hospital ships (as denned in Art. I), applying for passage through the Panama Canal shall exhibit for examination by the Governor of the Panama Canal or by the officials authorized to act for the Governor of the Panama Canal an official document containing the vessel's curve of displacement, its curves for addition to displacement for change of trim, and a scale so arranged that the displacement at any given mean draft is shown. Such document or documents shall be issued and be certified as correct by competent authorities of the Government to which the vessel belongs. tobedS'erniQFed^ndto Art - XXHL The actual displacement of warships shall be determined 2 2«?ounds *" tons ° f fr° m their official displacement scale and curves, and shall be expressed in tons of 2,240 pounds. Should the displacement scale and curves of a warship show or state the vessel's displacement tonnage in metric tons of 2,204.62 pounds, the tonnage so expressed shall be multiplied by 0.9842 for the purpose of converting the tonnage into tons of 2,240 pounds. dil.'iacementoT^r 5 - Akt. XXIV. Should any warship, other than Army and Navy transports, d^pia^ement^caie^and colliers, supply ships, and hospital ships (as defined in Article I) apply for ^f™- passage through the Panama Canal and, for reasons satisfactory to the Gov- ernor of the Panama Canal, not have on board the duly certified document or documents specified in Article XXII, the Governor of the Panama Canal, or the officials authorized to act for him, shall then determine the displacement of the vessel, using such reliable data as may be available, or by taking such dimensions of the vessel and using such approximate methods as may be con- sidered necessary and practicable. The displacement tonnage so determined shall be considered to be the displacement of the vessel. PANAMA CANAL TONNAGE CERTIFICATE FOR THE Ship 0I801-— 13. (To [ace page 242.) Name of Ship. Official Number oi Signal. Port of Registry. Tonnage on Certificate of National Regiitry. Register Breadth. Register Depth. Grot*. Net. i DETAILS OF PANAMA CANAL GROSS TONNAGE. The spaces measured for gross tonnage in this ship comprise the following and no others, viz : 1. Space or spaces under the tonnage deck, viz : Ton* of 100 Cubic feel or cubic .jubic feet. meters. Torn of 100 cubic feet. 3. Closed-in spaces under or in permanent constructions on or above the uppermost full length deck, viz : Tons of 100 cubic feet. (g) Round houses ._. tons, tons, tons tons, _. . tons, tons " tons, tons, tons, .tons, _ . tons, _ tons| (h) Side houses tons, tons, tons, tons, " " tons, „ tons .tons, tons, . tons, . tons, tons ) tons | (i) Companion house or companionway (dimensions and tonnage of part used as smoking room or for other special purposes) (j) Passageways serving measured spaces _ (k) Cookhouses, galleys, bakeries, and condenser spaces __ (1) Lavatories, water-closets, latrines, privies, toilets, wash and bath rooms .. (m) Wheelhouses, chart house, house for donkey engine and boiler, spaces for anchor gear, steering gea houses, and other closed-m spaces used in working the ship and capstan, lookout (n) Sail room . . ., (o) Boatswain's stores _ _ (p) Hatchways. „ tons, tons, tons tons, ... .. tons, tons; - tons, tons, _ tons, tons, .. tons, tons* Excess above one-half per cent of the gross tonnage as figured above ---1 Total closed-in spaces on or above the uppermost full length deck PANAMA CANAL GROSS TONNAGE* .. * For spaces not included in Gross and Nel Tonnage, see page A of this Certificate. DEDUCTIONS FROM GROSS TONNAGE* 1. Crew accommodations, viz: (a) Berthing accommodations and passageways serving them (name them): — Seamen tons, firemen tons, quartermasters tons, tons, tons, tons. (b) Mess rooms, ward and dressing rooms, bath and wash rooms, medical attention rooms, etc., if separate from berthing accommodations - 2. Officers' accommodations and passageways serving them. (State dimensions and tonnage.) (a) Berthing accommodations: (Name them) : Chief officer tons, 2d officer - — tons, tons, chief engineer tons, 2d engineer ... tons, 3d engineer tons, . tons, boatswain .. ... tons, carpenter. _ _ tons, - tons tons. (b) Mess rooms: Officers tons, tons, Engineers tons, petty officers tons. (c) Bath and wash rooms: Officers .... Ions, tons. Engineers tons, petty officers. tons. (d) Doctor's cabin - (e) Master's cabin - .. 3. Cookhouses, galleys, bakeries, and condenser spaces for exclusive use of officers, engineers, and crew (state dimensions and tonnage): Ton* of 100 cubic feel. 4. Lavatories, water-closets, latrines, privies, and toilets, for exclusive use of officers, engineers, and crew, and passageways serving them (state dimensions and tonnage) viz : Crew tons, tons, J tons, tons.f ton*, tons,] 5. Closed-in spaces used in working the ship, and passageways serving them (state dimensions and tonnage) viz: Chart house tons. Lookout house tons Signal house tons. Wheelhouse tons Space for steering gear tons, space for capstan tons, donkey engine and boiler room. as under Article X, Sec. 8 f tons, tons tons tons, tons, tons 6. Sailroom as limited in Article X, Sec. 6 (dimensions and tonnage) .... _ ._ 7. Boatswain's store-rooms (dimensions and tonnage) _ 6. Water-ballast spaces other than double-bottom compartments, under conditions provided in Article X, Sec. 10 9. Double-bottom feed-water compartments as under Article XII, Sec. 5 Total deduction, other than for propelling power PANAMA CANAL NET TONNAGE (without deduct.on for propelling power) FURTHER DEDUCTIONS FOR PROPELLING POWER IN CASE OF VESSELS PROPELLED BY ENGINES: Either ( I ) applicable to ships with fixed bunkers or with fuel-oil tanks or double-bottom compartments which can not be used to stow cargo or stores : i Tonnage below deck . (a) Engine room as measured (as defined in Article XIV) I Tonnage bftwen decks ... _ (b) Fixed coal bunkers or fuel-oil tanks and double-bottom compartments fitted for stowage of fuel oil Total deduction for propelling power . _ PANAMA CANAL NET TONNACE, POWER DEDUCTION BY ACTUAL MEASURE- MENT (Arts. XII and XIV > (Limited except for tugs to 50 per cent of gross tonnage) Ton* of 100 cubic feel. Or (2) Danube rule as defined in Articles XII and XIII: Tonnage below deck . (a) Engine room as measured (as defined in Article XIII) I Tonnage between decks (b) In a vessel with screw propellers + 75 per cent of engine room as measured. . - (c) In a vessel with paddle wheels + 50 per cent of engine room as measured- . . Total deduction for propelling power. (Limited except for tugs to 50 per cent of gross tonnage) . PANAMA CANAL NET TONNAGE. POWER DEDUCTION BY DANUBE RULE (Arts. XII and XIII) Tom of 100 cul'K feel. Cubic feet or cubic meter*. Tom of 100 cubic feet. * No space, olher than fuel spaces deducted under Article Xill of ihe Panama Measurement Rules, shall be deducted unless ihe use to which it is to be exclusively devoted has been appropnalely designated by official marking, t Reference* to articles and section* are lo the "Rule* for ihe Measurement of Vessels for the Panama Canal." 4 SPACES NOT INCLUDED IN GROSS TONNAGE. INFORMATION MUST BE GIVEN CONCERNING ALL SPACES EXEMPTED FROM MEASUREMENT. 1. Exemptions under Article IV. Sec. 1 (a)— (Name or otherwise identify) . 2. Exemptions under Article IV. Sec. 1 (b)— (Name and state separately the dimensions and tonnage of the parts exempted) : Poop Forecastle Bridge ' 3. Exemptions under Article IV, Sec. I (c)— (Name and state separately the dimensions and tonnage of the parts exempted) : Poop ..._ - --- Forecastle - Bridge 4. Exemptions under Article IV, Sec. 2.— (Name the deck and state separately the dimensions and tonnage of the parts exempted) : 5. Exemptions under Article IV, Sec. 3.— (Name spaces exempted) : Spaces framed in round funnels Spaces framed in round light and air casings _ 6. Exemptions under Article IV, Sec. 4.— (Name or give number of double-bottom compartments exempted): 7. Exemptions under Article IV. Sec. 6. — (Name or otherwise identify spaces exempted) : 8. Exemptions under Article IV, Sec. 7.- — (Name or otherwise identify spaces exempted) : 9. Particulars as to hatchways (Article IV, Sec. 5) need not be restated if fully given on second page of this certificate. 10. State any other particulars of exempted spaces: THIS IS TO CERTIFY thai the .ship above named has been measured in accordance with the Rules for the Measurement of (Naliunalily) Vessels for the Panama Canal, and that the particulars of tonnage contained in this Certificate are correct. Given under my hand at , this , 191 (Signature.) .- __ (Official position.) APPENDICES. DOCUMENTS UPON THE MEASURE- MENT OF VESSELS AND THE OPERATION OF CANALS. 243 CONTENTS OF APPENDICES. Page. Appendix I. — American laws concerning the measurement of vessels 247 II. — Rules and regulations of the United States concerning the measurement of vessel? 255 III. — British laws concerning the measurement of vessels 269 IV. — British Board of Trade instructions relating to the measurement of ships 281 V. — The ship measurement ordinance of Germany 311 VI. — Ship measurement instructions issued by the German Government March 26, 1S95 329 VII. — Technical directions issued December, 1908, by the German Government to the ship measure- ment boards concerning the execution of the ship-measurement ordinance of March 1, 1895.. 347 VIII. — Comparative analysis of the French, British, and German ship measurement rules 355 IX. — Comparative analysis of the provisions of the tonnage certificates issued to vessels in France, England, and Germany 375 X. — Report of the International Tonnage Commission, signed at Constantinople, December 18, 1873. 383 XI. — History of the measurement of tonnage of vessels using the Suez Canal 391 XII. — Suez Canal Company's rules for the measurement of vessels 405 XIII. — Memorandum by the Universal Maritime Canal Company of Suez on the application of the rules of 1904 relative to the measurement of superstructures. — Paris, 1909 413 XIV. — British Board of Trade instructions to surveyors concerning the measurement of vessels for the issue of Suez Canal certificates 419 XV. — Instructions of the German Government for the application of the Suez rules to the measure- ment of vessels 427 XVI. — Comparative analysis of the provisions applying the Suez rules for the measurement of vessels by French, English, and German surveyors 433 XVII. — Instructions and regulations relating to the measurement of ships of the United States Navy for tonnage certificates used in navigation of the Suez Maritime Canal 445 XVIII. — Report of the British Royal Commission on tonnage. — 1S81 475 XIX. — Law, rules, and regulations for the government of St. Marys Falls Canal 493 XX. — Regulations prescribed by the Secretary of War for the use, administration, and navigation of the Louisville and Portland Canal 499 XXI. — Operating regulations and navigation charges of the Suez Maritime Canal, January, 1913 503 XXII. — Traffic regulations and code of signals of the Kaiser Wilbelm Canal 515 XXIII. — Regulations and by-laws and notices to mariners and pilots governing the use of the Manchester Canal 533 XXIV. — General regulations governing the use of rivers and canals in the Netherlands 555 XXV. — Special regulations relating to the North Sea (Amsterdam Canal) 569 245 APPENDIX I. AMERICAN LAWS CONCERNING THE MEASUREMENT OF VESSELS. [SECTIONS 13 TO 27 OF "NAVIGATION LAWS OF THE UNITED STATES." EDITION OF 1911.] 247 APPENDIX I. NAVIGATION LAWS OF THE UNITED STATES. Part II. — Measurement. 13. Measurement. — Before any vessel shall be registered she shall be measured by a sur- veyor, if there be one, or by the person he shall appoint, at the port or place where the vessel may be, and if there be none, by such person as the collector of the district within which she may be shall appoint. But in all cases where a vessel has before been registered as a vessel of the United States, it shall not be necessary to measure her anew, for the purpose of obtain- ing another register, unless such vessel has undergone some alternation as to her burden, sub- sequent to the time of her former registry. — (R. S., 4148.) The officer or person by whom such measurement is made shall, for the information of and as a voucher to the officer by whom the registry is to be made, grant a certificate, specifying the build of the vessel, her number of decks and masts, her length, breadth, depth, the number of tons she measures, and such other particulars as are usually descriptive of the identity of a vessel, and that her name, and the place to which she belongs, are painted on her stern in man- ner required by this title [R. S., 4131-4305]; which certificate shall be countersigned by an owner, or by the master of such vessel, or by some other person who shall attend her admeasure- ment, on behalf of her owner or owners, in testimony of the truth of the particulars therein con- tained; without which the certificate shall not be valid. — (R. S., 4149.) The registry of every vessel shall express her length and breadth, together with her depth and the height under the third or spar deck, which shall be ascertained in the following manner: The tonnage deck, in vessels having three or more decks to the hull, shall be the second deck from below; in all other cases the upper deck of the hull is to be the tonnage deck. The length from the fore part of the outer planking on the side of the stem to the after part of the main sternpost of screw steamers, and to the after part of the rudderpost of all other vessels measured on the top of the tonnage deck, shall be accounted the vessel's length. The breadth of the broadest part on the outside of the vessel shall be accounted the vessel's breadth of beam. A measure from the underside of the tonnage-deck plank, amidships, to the ceiling of the hold (average thickness) shall be accounted the depth of hold. If the vessel has a third deck, then the height from the top of the tonnage-deck plank to the underside of the upper-deck plank shall be accounted as the height under the spar deck. All measurement to be taken in feet and fractions of feet, and all fractions of feet shall be expressed in decimals. — (R. S., 4150.) No part of any vessel shall be required by the preceding section to be measured or registered for tonnage that is used for cabins or staterooms, and constructed entirely above the first deck, which is not a deck to the hull. — (R. S., 4151.) 14. Gross tonnage. — The register tonnage of every vessel built within the United States or owned by a citizen or citizens thereof shall be her entire internal cubical capacity in tons of 100 cubic feet each, to be ascertained as follows: Measure the length of the vessel in a straight line along the upper side of the tonnage deck, from the inside of the inner plank, average thick- ness, at the side of the stem to the inside of the plank on the stern timbers, average thickness, deducting from this length what is due to the rake of the bow in the thickness of the deck, and what is due to the rake of the stern timber in the thickness of the deck, and also what is due to the rake of the stern timber in one-third of the round of the beam; divide the length so 61861°— 13 17 249 250 MEASUREMENT OF VESSELS FOR PANAMA CANAL. taken into the number of equal parts required by the following table, according to the class in such table to which the vessel belongs: Class 1. Vessels of which the tonnage length according to the above measurement is 50 feet or under — into 6 equal parts. Class 2. Vessels of which the tonnage length according to the above measurement is above 50 feet and not exceeding 100 feet — into 8 equal parts. Class 3. Vessels of which the tonnage length according to the above measurement is above 100 feet and not exceeding 150 feet — into 10 equal parts. Class 4. Vessels of which the tonnage length according to the above measurement is above 150 feet and not exceeding 200 feet — into 12 equal parts. Class 5. Vessels of which the tonnage length according to the above measurement is above 200 feet and not exceeding 250 feet — into 14 equal parts. Class 6. Vessels of which the tonnage length according to the above measurement is above 250 feet — into 16 equal parts. Then, the hold being sufficiently cleared to admit of the required depths and breadths being properly taken, find the transverse area of such vessel at each point of division of the length as follows: Measure the depth at each point of division from a point at a distance of one-third of the round of the beam below such deck; or, in case of a break, below a line stretched in continua- tion thereof, to the upper side of the floor timber, at the inside of the limber strake, after deduct- ing the average thickness of the ceiling, which is between the bdge planks and Umber strake; then, if the depth at midship division of the length do not exceed 16 feet, divide each depth into 4 equal parts; then measure the inside horizontal breadth, at each of the tliree points of division, and also at the upper and lower points of the depth, extending each measurement to the average thickness of that part of the ceiling which is between the points of measurement ; number these breadths from above, numbering the upper breadth 1, and so on down to the lowest breadth; multiply the second and fourth by 4, and the third by 2; add these products together, and to the sum add the first breadth and the last, or fifth; multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area; but if the midship depth exceed 16 feet, divide each depth into 6 equal parts instead of 4, and measure as before directed, the horizontal breadths at the five points of divi- sion, and also at the upper and lower points of the depth; number them from above as before; multiply the second, fourth, and sixth bj- 4, and the third and fifth by 2; add these products together, and to the sum add the first breadth and the last, or seventh; multiply the quantities thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area. Having thus ascertained the transverse area at each point of division of the length of the vessel, as required above, proceed to ascertain the register tonnage of the vessel hi the following manner: Number the areas successively 1, 2, 3, etc., number 1 being at the extreme limit of the length at the bow, and the last number at the extreme limit of the length at the stern; then, whether the length be divided according to the table into 6 or 16 parts, as in classes 1 and 6, or any intermediate number, as in classes 2, 3, 4, and 5, multiply the second, and every even- numbered area by 4, and the third, and every odd-numbered area, except the first and last, by 2; add these products together, and to the sum add the first and last if they yield anything; multiply the quantities thus obtained by one-third of the common interval between the areas, and the product will be the cubical contents of the space under the tonnage deck; divide this product by 100 and the quotient, being the tonnage under the tonnage deck, shall be deemed to be the register tonnage of the vessel subject to the additions hereinafter mentioned. — (R. S., 4153.) 15. Deck houses, breaks, etc. — If there be a break, a poop, or any other permanent closed- in space on the upper deck, available for cargo, or stores, or for the berthing or accommodation MEASUREMENT OF VESSELS FOR PANAMA CANAL. 251 of passengers or crew, the tonnage of that space shall be ascertained as follows and added to the gross tonnage : Measure the internal mean length of such space in feet, and divide it into an even number of equal parts of which the distance asunder shall be most nearly equal to those into which the length of the tonnage deck has been divided ; measure at the middle of its height the inside breadths, namely, one at each end and at each of the points of division, numbering them suc- cessively 1, 2, 3, etc.; then to the sum of the end breadths add four times the sum of the even- numbered breadths and twice the sum of the odd-numbered breadths, except the first and last, and multiply the whole sum by one-third of the common interval between the breadths; the product will give the mean horizontal area of such space; then measure the mean height between the planks of the decks, and multiply by it the mean horizontal area; divide the product by 100 and the quotient shall be deemed to be the tonnage of such space, and shall be added to the tonnage under the tonnage decks, ascertained as aforesaid: Provided, That nothing shall be added to the gross tonnage for any sheltered space above the upper deck which is under cover and open to the weather; that is, not inclosed. — (R. S., 4153. Mar. 2, 1895, sec. lh.) 16. Hatchways. — The cubical contents of the hatchways shall be obtained by multiplying the length and breadth together and the product by the mean depth taken from the top of beam to the underside of the hatch. From the aggregate tonnage of the hatchways there shall be deducted one-half of 1 per cent of the gross toimage, and the remainder only shall be added to the gross tonnage of the ship exclusive of the tonnage of the hatchways. (Feb. 6, 1909.) 17. Between decks. — If a vessel has a third deck, or spar deck, the tonnage of the space between it and the tonnage deck shall be ascertained as follows: Measure in feet the inside length of the space, at the middle of its height, from the plank at the side of the stem to the plank on the timbers at the stern, and divide the length into the same number of equal parts into which the length of the tonnage deck is divided; measure, also at the middle of its height, the inside breadth of the space at each of the points of division, also the breadth of the stem and the breadth at the stern; number them successively 1, 2, 3, etc., commencing at the stem; multiply the second and all other even-numbered breadths by 4, and the third, and all the other odd-numbered breadths, except the first and last, by 2; to the sum of these products add the first and last breadths; multiply the whole sum by one- third of the common interval between the breadths, and the result will give, in superficial feet, the mean horizontal area of such space; measure the mean height between the plank of the two decks, and multiply by it the mean horizontal area and the product will be the cubical contents of the space; divide this product by 100, and the quotient shall be deemed to be the tonnage of such space and shall be added to the other tonnage of the vessel ascertained as above directed. And if the vessel has more than three decks the tonnage of each space between decks above the tonnage deck shall be severally ascertained in the manner above described, and shall be added to the tonnage of the vessel, ascertained as above directed. (R. S. 4153.) 18. Open vessels. — In ascertaining the tonnage of open vessels the upper edge of the upper strake is to form the boundary line of measurement, and the depth shall be taken from an athwartship line, extending from the upper edge of such strake at each division of the length. (R. S. 4153.) 19. Water ballast. — In the case of a ship constructed with a double bottom for water bal- last, if the space between the inner and outer plating thereof is certified by the collector to be not available for the carriage of cargo, stores, or fuel, then the depth of the vessel shall be taken to be the upper side of the inner plating of the double bottom, and that upper side shall for the purposes of measurement be deemed to represent the floor timber. (Mar. 2, 1895.) From the gross tonnage there shall be deducted any other space adapted only for water ballast certified by the collector not to be available for the carriage of cargo, stores, supplies, or fuel. (Feb. 6, 1909, sec. 2.) 20. Net tonnage. — From the gross tonnage of every vessel of the United States there shall be deducted (Aug. 5, 1882)— 252 MEASUREMENT OF VESSELS FOB PANAMA CANAL. 21. Grew accommodations. — (a) The tonnage of the spaces or compartments occupied by or appropriated to the use of the crew of the vessel. Every place appropriated to the crew of the vessel shall have a space of not less than 72 cubic feet and not less than 12 superficial feet, measured on the deck or floor of that place, for each seaman or apprentice lodged therein. The provisions of this act requiring a crew space of 72 cubic feet per man shall apply only to vessels the construction of which shall be begun after June 30, 1895. Such place shall be securely con- structed, properly lighted, drained and ventilated, properly protected from weather and sea, and as far as practicable properly shut off and protected from the effluvium of cargo or bilge water; and failure to comply with this provision shall subject the owner to a penalty of $500. Eveiy place so occupied shall be kept free from goods or stores of any kind not being the per- sonal property of the crew in use during the voyage; and if any such place is not so kept free the master shall forfeit and pay to each seaman or apprentice lodged in that place the sum of 50 cents a day for each day during which any goods or stores as aforesaid are kept or stored in the place after complaint has been made to him by any 2 or more of the seamen so lodged. No deduc- tion from tonnage as aforesaid shall be made unless there is permanently cut in a beam and over the doorway of every such place the number of men it is allowed to accommodate with these words, "Certified to accommodate seamen." (Mar. 2, 1895 ) Every place appropriated to the crew of a seagoing vessel of the United States, except a fishing vessel, yacht, a pilot boat, and all vessels under 200 tons register, shall havea space of not less than 72 cubic feet and not less than 12 square feet measured on the deck or floor of that place for each seaman or apprentice lodged therein: Provided, That any such seagoing sailing vessel built or rebuilt after June 30, 1898, shall have a space of not less than 100 cubic feet and not less than 16 square feet measured on the deck or floor of that space for each sea- man or apprentice lodged therein. Such place shall be securety constructed, properly lighted, drained, heated, and ventilated, properly protected from weather and sea, and, as far as prac- ticable, properly shut off and protected from the effluvium of cargo or bilge water. Fishing vessels, yachts, and pilot boats are hereby exempted from the provisions of sec- tion 1 of chapter 173 of the laws of 1895, entitled "An act to amend section 1 of chapter 398 of the laws of 1882, entitled 'An act to provide for deductions from the gross tonnage of vessels of the United States,'" so far as said section prescribes the amount of space which shall be appropriated to the crew and provides that said space shall be kept free from goods or stores not being the personal property of the crew in use during the voyage. Every steamboat of the United States plying upon the Mississippi River or its tributaries shall furnish an appropriate place for the crew, which shall conform to the requirements of this section so far as they shall be applicable thereto by providing sleeping room in the engine room of the steamboats properly protected from the cold, winds, and ram by means of suitable awn- ings or screens on either side of the guards or sides and forward, reaching from the boiler deck to the lower or main deck, under the direction and approval of the Supervising Inspector Gen- eral of Steam Vessels, and shall be properly heated. Any failure to comply with this section shall subject the owner or owners to a penalty of $500. (Mar. 3, 1897, sec. 2.) 22. Deductions for other purposes. — (b) Any space exclusively for the use of the master certified by the collector to be reasonable in extent and properly constructed and the words "Certified for the accommodation of master" to be permanently cut in a beam and over the door of such space. (c) Any space used exclusively for the working of the helm, the capstan, and the anchor gear, or for keeping the charts, signals, and other instruments of navigation and boatswain's stores, and the words "Certified for steering gear," or "Certified for boatswain's stores," or "Certified chart house," as the case may be, to be permanently cut in the beam and over the doorway of each of such spaces. (d) The space occupied by the donkey engine and boiler, if connected with the main pumps of the ship. (e ) In the case of a ship propelled wholly by sails any space, not exceeding 2 J per centum of the gross tonnage, used exclusively for storage of sails: Provided, That spaces deducted MEASUREMENT OF VESSELS FOR PANAMA CANAL. 253 shall bo certified by the collector to be reasonable in extent and properly and efficiently con- structed for the purposes for which they are intended, and the words "Certified for storage of sails" to be cut on the beam and over the doorway of such space. (Mar. 2, 1895.) ' 23. Deductions for propelling power. — (f) In the case of a ship propelled by steam or other power requiring engine room, a deduction for the space occupied by the propelling power shall be made as follows: In ships propelled by paddle wheels in which the tomiage of the space occupied by and necessary for the proper working of the boilers and machinery is above 20 per centum and under 30 per centum of the gross tonnage, the deduction shall be 37 per centum of the gross tonnage; and in ships propelled by screws in which the tonnage of the space is above 13 per centum and under 20 per centum of the gross tonnage, the deduction shall be 32 per centum of the gross tonnage. In the case of screw steamers the contents of the trunk shaft shall be deemed spaces necessary for the proper working of the machinery. (g) In the case of other vessels in which the actual space occupied by the propelling ma- chinery amounts in the case of paddle vessels to 20 per centum or under and in the case of screw vessels to 13 per centum or under of the gross tonnage of the ship, the deduction shall consist in the case of paddle vessels of once and a half the tomiage of the actual machinery space and in the case of screw vessels of once and three-fourths the tonnage of the actual machinery space. But if the actual machinery space is so large as to amount in the case of paddle vessels to 30 per centum or above and in the case of screw vessels to 20 per centum or above of the gross tonnage of the ship the deduction shall consist of 37 per centum of the gross tonnage of the ship in the case of a paddle vessel and 32 per centum of the gross tonnage in the case of a screw vessel; or if the owner prefers there shall be deducted from the gross tonnage of the vessel the tonnage of the space or spaces actually occupied by or required to be inclosed for the proper working of the boilers and machinery, including the trunk shaft or alley in screw steamers, with the addition in the case of vessels propelled with paddle wheels of 50 per centum, and in the case of vessels propelled by screws of 75 per centum of the tonnage of such space. 1 (i) On a request in writing to the Commissioner of Navigation by the owners of a ship the tonnage of such portion of the space or spaces above the crown of the engine room and above the upper deck as is framed in for the machinery or for the admission of light and air and not required to be added to gross tonnage shall, for the purpose of ascertaining the tonnage of the space occupied by the propelling power, be added to the tonnage of the engine space, but it shall then be included in the gross tonnage; such space or spaces must be reasonable in extent, safe, and seaworthy, and can not be used for any purpose other than the machinery or for the admission of light and air to the machinery or boilers of the ship. (March 2, 1895.) 24. Register tonnage. — And the proper deduction from the gross tonnage having been made, the remainder shall be deemed the net or register tonnage of such vessels. (Aug. 5, 1882.) The register of the vessel shall express the number of decks, the tonnage under the tonnage deck, that of the between-decks, above the tonnage deck, also that of the poop or other inclosed spaces above the deck, each separately. (R. S., 4153.) The register or other official certificate of the tonnage or nationality of a vessel of the United States, in addition to what is now required by law to be expressed therein, shall state separately the deductions made from the gross tonnage, and shall also state the net or register tonnage of the vessel. But the outstanding registers or enrollments of vessels of the United States shall not be rendered void by the addition of such new statement of her tonnage unless voluntarily sur- rendered; but the same may be added to the outstanding document or by an appendix thereto, with a certificate of a collector of customs that the original estimate of tonnage is amended. (Aug. 5, 1882.) In every vessel documented as a vessel of the United States the number denoting her net tonnage shall be deeply carved or otherwise permanently marked on her main beam, and shall be so continued; and if the number at any time cease to be continued such vessel shall ' For paragraph (ft) see article 15 above. 254 MEASUREMENT OF VESSELS FOB PANAMA CANAL. be subject to a fine of $30 on every arrival in a port of tbe United States if she have not her tonnage number legally carved or permanently marked. (R. S., 4153, June 19, 1886, sec. 5.) Under the direction of the Secretary of Commerce and Labor the Commissioner of Navi- gation shall make regulations needful to give effect to the provisions of this act. The Secre- tary of Commerce and Labor shall establish and promulgate a proper scale of fees to be paid for the readmeasurement of the spaces to be deducted from the gross tonnage of a vessel on the basis of the last sentence of section 4186 of the Revised Statutes, beginning with the words "But the charge for the measurement." (Mar. 2, 1895, sec. 4; Feb. 14, 1903, sec. 10; Aug. 5, 1882, sec. 3.) 25. Appendix of measurement. — Upon application by the owner or master of an American vessel in foreign trade, collectors of customs, under regulations to be approved by the Sec- retary of Commerce and Labor, are authorized to attach to the register of such vessel an appendix stating separately, for use in foreign ports, the measurement of such space or spaces as are permitted to be deducted from gross tonnage by the rules of other nations and are not per- mitted by the laws of the United States. (Mar. 2, 1895; Feb. 14, 1903, sec. 10.) This act shall not be construed to require the remeasurement of any American vessel duly measured before April 1, 1895, but upon application by the owner of any such vessel collectors of customs shall cause such vessel, or the spaces to be deducted, to be measured according to the provisions of this act, and if a new register is not issued the statement of such remeasure- ment shall be attached by an appendix to the outstanding register or enrollment with a cer- tificate of the collector of customs that the original estimate of tonnage is amended pursuant to this act. (^lar. 2, 1895, sec. 2.) 26. Vessels exempt from measurement. — The provisions foregoing relating to the measure- ment of vessels shall not be deemed to apply to any vessel not required by law to be registered or enrolled or licensed, unless otherwise specially provided. (R. S., 4152.) 27. Measurement of foreign vessels. — Whenever it is made to appear to the Secretaiy of Commerce and Labor that the rules concerning the measurement for tonnage of vessels of the United States have been substantially adopted by the Government of any foreign country he may direct that the vessels of such foreign country be deemed to be of the tonnage denoted in their certificates of register or other national papers, and thereupon it shall not be necessary for such vessels to be remeasured at any port in the United States ; and when it shall be neces- sary to ascertain the tonnage of any vessel not a vessel of the United States, the said tonnage shall be ascertained in the manner provided by law for the measurement of vessels of the United States. (R. S., 4154, Aug. 5, 1882, sec. 2; Feb. 14, 1903, sec. 10.) APPENDIX II. RULES AND REGULATIONS OF THE UNITED STATES CONCERNING THE MEASUREMENT OF VESSELS. [ARTICLES 71-87 "CUSTOMS REGULATIONS OF THE UNITED STATES, 1908."] 255 APPENDIX II. RULES AND REGULATIONS OF THE UNITED STATES CONCEENING THE MEASURE- MENT OF VESSELS. Articles 71-87 "Customs Regulations of the United States, 1908." Article 71. Method of measurement. — The document of every vessel shall express her length, breadth, and depth, and the height under the third or spar deck, which shall be ascertained in the following manner: The tonnage deck, in vessels having three or more decks to the hull, shall be the second deck from below; in all other cases the upper deck of the hull is to be the tonnage deck. The length from the fore part of the outer planking, on the side of the stem, to the after part of the main sternpost of screw steamers, and to the after part of the rudderpost of all other vessels, measured on the top of the tonnage deck, shall be accounted the vessel's length. The breadth of the broadest part on the outside of the vessel shall be accounted the vessel's breadth of beam. A measure from the underside of tonnage deck plank, amidships, to the ceiling of the hold, average thickness, shall be accounted the depth of hold. If the vessel has a third deck, then the height from the top of the tonnage deck plank to the underside of the upper deck plank shall be accounted as the height under the spar deck. All measurements to be taken in feet and fractions of feet; and all fractions of feet shall be expressed in decimals. (R. S., 4150.) Art. 72. Definition of tonnage. — The legal tonnage of a vessel shall be her entire internal cubical capacity, exclusive of the spaces hereinafter directed to be deducted, expressed in tons of 100 cubic feet each, to be ascertained as follows: Measure the length of the vessel in a straight line along the upper side of the tonnage deck, from the inside of the inner plank, average thick- ness, at the side of the stem to the inside of the plank on the stern timbers, average thickness, deducting from this length what is due to the rake of the bow in the thickness of the deck and what is due to the rake of the stern timber in the thickness of the deck, and also what is due to the rake of the stern timber in one-third of the round of the beam; divide the length so taken into the number of equal parts required by the following table, according to the class in such table to which the vessel belongs. (R. S., 4153.) Art. 73. Tonnage classes. — The classes shall be arranged as follows: Class 1. Vessels of which the tonnage length according to the above measurement is 50 feet, or under, into 6 equal parts. Class 2. Vessels of which the tonnage length according to the above measurement is above 50 feet, and not exceeding 100 feet long, into 8 equal parts. Class 3. Vessels of which the tonnage length according to the above measurement is above 100 feet long, and not exceeding 150 feet long, into 10 equal parts. Class 4. Vessels of which the tonnage length according to the above measurement is above 150 feet, and not exceeding 200 feet long, into 12 equal parts. Class 5. Vessels of which the tonnage length according to the above measurement is above 200 feet, and not exceeding 250 feet long, into 14 equal parts. Class 6. Vessels of which the tonnage length according to the above measurement is above 250 feet long, into 16 equal parts. Art. 74. Transverse areas. — Then, the hold being sufficiently cleared to admit of the required depths and breadths being properly taken, find the transverse area of such vessel at each point of division of the length as follows: 257 258 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Measure the depth at each point of division from a point at a distance of one-third of the round of the beam below such deck, or, in case of a break, below a line stretched in continua- tion thereof, to the upper side of the floor timber, at the inside of the limber strake, after de- ducting the average thickness of the ceiling, which is between the bilge planks and limber strake; then if the depth of the midship division of the length does not exceed 16 feet, divide each depth into 4 equal parts; then measure the inside horizontal breadth at each of the three points of division, and also at the upper and lower points of the depths, extending each measure- ment to the average thickness of that part of the ceiling which is between the points of measure- ment, or, should there be no ceiling between these points, to an allowance of one-tenth of a foot on each side of the vessel in lieu thereof; number these breadths from above, numbering the upper breadth 1, and so on down to the lowest breadth; multiply the second and fourth by 4, and the third by 2; add these products together and to the sum add the first breadth and the last, or fifth; multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area; but if the midship depth exceeds 16 feet, divide each depth into 6 equal parts instead of 4, and measure, as before directed, the horizontal breadths at the five points of division and also at the upper and lower points of the depth; number them from above as before; multiply the second, fourth, and sixth by 4, and the third and fifth by 2; add these products together and to the sum add the first breadth and the last, or seventh; multiply the quantities thus obtained by one-third of the common interval between the breadths and the product shall be deemed the transverse area. Art. 75. Cubical contents. — Having thus ascertained the transverse area at each point of division of the length of the vessel, as required above, proceed to ascertain the register tonnage of the vessel in the following manner: Number the areas, successively, 1, 2, 3, etc., No. 1 being at the extreme limit of the length at the bow and the last number at the extreme limit of the length at the stern; then, whether the length be divided according to table into 6 or 16 parts, as in classes 1 and 6, or any inter- mediate number, as hi classes 2, 3, 4, 5, multiply the second and every even-numbered area by 4, and the third and every odd-numbered area, except the first and last, by 2; add these prod- ucts together and to the sum add the first and last, if they yield anything; multiply the quan- tities thus obtained by one-third of the common interval between the areas, and the product will be the cubical contents of the space under the tonnage deck; divide this product by 100, and the quotient, being the tonnage under the tonnage deck, shall be deemed to be the register tonnage of the vessel, subject to the additions hereinafter mentioned. Art. 76. Deck houses. — If there be a break, a poop, or any other permanent closed-in space on the upper decks or on the spar deck available for cargo or stores or for the berthing or accommodation of passengers or crew the tonnage of such space shall be ascertained as follows: Measure the internal mean length of such space in feet and divide it into an even number of equal parts, of which the distance asunder shall be most nearly equal to those into which the length of the tonnage deck has been divided ; measure, at the middle of its height, the inside breadths, namely, one at each end and at each of the points of division, numbering them, suc- cessively, 1, 2, 3, etc.; then to the sum of the end breadths add four tunes the sum of the even- numbered breadths and twice the sum of the odd-numbered breadths, except the first and last, and multiply the whole sum by one-third of the common interval between the breadths; the product will give the mean horizontal area of each space; then measure the mean height between the plank of the decks, and multiply by it the mean horizontal area; divide the product by 100, and the quotient shall be deemed to be the tonnage of such space, and shall be added to the tonnage under the tonnage decks ascertained as aforesaid. Art. 77. Between decks. 1 — If a vessel has a third deck or spar deck the tonnage of the space between it and the tonnage deck shall be ascertained as follows: 1 The act of Congress of Feb. 6, 1909, contained the following clause relative to hatchways: " The cubical contents of the hatchways shall be obtained by multiplying the length and breadth together and the product by the mean depth taken from the top of beam to the under side of the hatch. From the aggregate tonnage of the hatchways there shall be deducted ono-haif of one per cent of the gross tonnage and the remainder shall be added to the gross tonnage of the ship exclusive of the tonnage of the hatchways." MEASUREMENT OF VESSELS FOE PANAMA CANAL. 259 Measure, in feet, the inside length of the space, at the middle of its height, from the plank at the side of the stem to the plank on the timbers at the stern and divide the length into the same number of equal parts into which the length of the tonnage deck is divided; measure also at the middle of its height the inside breadth of the space at each of the points of division, also the breadth of the stem and the breadth of the stern; number them, successively, 1, 2, 3, etc., commencing at the stem; multiply the second and all other even-numbered breadths by 4, and the third and all other odd-numbered breadths, except the first and last, by 2; to the sum of these products add the first and last breadths; multiply the whole sum by one-third of the common interval between the breadths and the result will give, in superficial feet, the mean horizontal area of such space; measure the mean height between the plank of the two decks and multiply by it the mean horizontal area and the product will be the cubical contents of the space; divide this product by 100, and the quotient shall be deemed to be the tonnage of such space and shall be added to the other tonnage of the vessel ascertained as aforesaid. And if the vessel has more than three decks, the tonnage of each space between decks above the tonnage deck shall be severally ascertained in the manner above described, and shall be added to the tonnage of the vessel, ascertained as aforesaid. Art. 78. Open vessels — Measuring instruments. — In ascertaining the tonnage of open vessels, the upper edge of the upper strake is to form the boundary line of measurement, and the depth shall be taken from an athwartship line extending from upper edge of said strake at each division of the length. The marine document of the vessel shall express the number of decks, the tonnage under the tonnage deck, that of the between decks above the tonnage deck; also that of the inclosed spaces above the tonnage deck, each separately. The measurements should be made with a waterproof tape, graduated into feet and tenths of a foot, and as nearly inelastic as possible; Chesterman's metallic tape is recommended. A pair of sliding rods should be provided for taking the depths, with a guide and a clamp, so that they may be secured in a perpendicular position between the keelson and deck. A 2-foot rule, with a hinge joint, is required for taking the rake of the bow and stern, and for other purposes. A carpenter's square will be found useful for setting the sliding rod perpendicular to the keelson. For taking the breadths in the hold which are beyond the reach of the measuring officers 2 rods will be needed, each about 8 feet long, one having a slot or wheel at the top, through which the tape may be passed; and the other a hook, to which the ring at the end of the tape may be attached. Art. 79. Register length, breadth, and depth. — The register length, breadth, and depth are the external dimensions of vessels, and are taken for the purpose of describing them in their marine documents. (See Diagram 1, fig. 2, and Diagram 2, in Appendix.) The length may be taken at such a parallel distance from the middle line of the ship as may be necessary in order to clear hatchways and other obstacles, and the ends determined by squaring out from the proper points on the middle line. The register breadth (Diagram 1, fig. 2) is the outside breadth of the vessel at the broadest part, and is to be taken by means of plumb lines let fall so as to touch the sides of the vessel. The register depth (Diagram 1, fig. 2) is to be taken from the underside of the tonnage deck plank, amidships, to the ceiling in the hold — average thickness — at the side of the keelson, in a direction perpendicular to the keel, by means of a square placed upon the upper side of the keelson. Art. 80. Processes of measurement. — Admeasurers of vessels will not proceed to ascertain tonnage until the vessel is sufficiently cleared to comply with Revised Statutes 4153. The ton- nage measurements are taken for the purpose of ascertaining the internal capacity of vessels in tons of 100 cubic feet each. It may, however, sometimes be impracticable to ascertain either of the terminal points of the tonnage length on the upper side of the deck. In such cases the same result may be more 260 MEASUREMENT OF VESSELS FOE PANAMA CANAL. conveniently reached by taking the length below the tonnage deck, from the inner planking under the deck hook, at the side of the stem, to the inner planking on the stern timbers, under the deck timbers; adding the rake of the bow in the thickness of the deck hook and the rake of the stern in the thickness of the deck timbers. (See Diagram 1, fig. 4.) The round or spring of the beam is the perpendicular distance from the crown of the under- side of the tonnage deck plank, at the center, to a line stretched athwart the vessel from end to end of the top of the beam, and is to be ascertained at every place where it is to be used in the measurement. If necessary, the round of the beam may also be taken above the deck by stretching a line horizontally across the top of the deck athwartships, touching the deck at the middle; the height of the line above the deck at the side of the vessel will then be the round of the beam. This method is, however, less accurate, and should be used only when the other method is impracticable. The tonnage length having been thus determined, and the number of sections to be meas- ured and the interval between them ascertained, a line is then to be extended down the main hatchway, at the middle line of the ship, hi a direction perpendicular to the keel, by means of a square placed on the upper side of the keelson; the distance of the midship section from this line at the tonnage deck is then to be set off from the line in the same direction on the keelson, which gives the position of the midship section on the keelson; and the positions of the other sections are obtained on the keelson by setting off afore and abaft the midship one the common interval between them as already determined. The points so fixed should be marked with chalk and numbered consecutively from bow to stern, No. 1 being at the bow. (See Diagram 2.) Art. 81. Processes of measurement, continued. — So much having been accomplished, fix, by means of the clamps, the sliding rod in a direction perpendicular to the keel, at one of the points so numbered, firmly between the underside of the deck and the upper side of the floor timber at the inside of the limber strake, keeping the measuring staff square to the keel in both directions by means of a square placed on the upper side of the keelson; measure the depth from the underside of the tonnage-deck plank to the ceiling in the hold, average thick- ness, deducting one-third of the round of the beam. Divide the depth into 4 equal parts if the midship depth does not exceed 16 feet, and into 6 equal parts if it exceeds 16 feet. Then mark with white chalk on the rod the divisional points of the depth, No. 1 being at the top of the tonnage depth, i. e., at a distance below the deck plank equal to one-third the round of the beam at that point. At each point so marked measure the breadth from ceiling to ceiling, square athwartships, and at right angles to the rod. The bottom widths are to be taken only so far as the apparent flat of floor extends. Where there is perceptible rise immediately from the keelson, the bottom widths should be taken equal to the width of the keelson. This process will be repeated at every section. Care should be taken in all measurements to bring them to the average thickness of the ceiling to avoid any device to lessen the admeas- urement by making the ceiling thicker at the point cut by the sections. Care must also be taken that the sections shall be parallel to each other and at right angles to the axis of the vessel. The intervals and one-third intervals of the breadths are to be carried to the nearest hundredth of a foot, and the interval and one-third interval of the length to the nearest thou- sandth of a foot. No part of any vessel will be admeasured or registered for tonnage that is used for cabins or staterooms, and constructed entirely above the first deck, which is not a deck to the hull. (R. S., 4151.) Any deck is a deck to the hull which has a direct bearing upon the frame timbers, even though lighter than other decks in the same vessel, and though only a portion of the timbers extend to such deck. In iron vessels an upper deck supported by stanchions of wood or iron bolted to the angle irons or to the iron plating of the vessel is to be taken as a deck to the hull. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 261 In consequence of the diversity of modes of construction, much in this particular must necessarily be confided to the judgment of the measuring officer, but in case of doubt the facts should be submitted to the Commissioner of Navigation. The law above referred to was designed merely to exclude cabins and staterooms above the ''promenade" deck of the steamers of the seacoast and lakes or above a "boiler" deck as used on the western rivers. It does not have the effect to exempt from admeasurement any closed-in place, even if so situated, if used for cargo or stores. A lack of uniformity has existed in the admeasurement of stem-wheel steamboats, espe- cially of the type plying on western rivers, with engines and freight space above the first deck and not having a second deck which can properly be considered such a deck to the hull within the definition given above as to constitute it a "tonnage deck." Such vessels shall be so admeasured under article 82 as to include only in the gross tonnage the space under the first deck, and also the space or spaces above such deck available for cargo or stores or for the berthing or accommodation of passengers or crew, as mentioned above, exclusive of spaces used for cabins or staterooms, and constructed entirely "above the first deck, which is not a deck to the hull." Freight space and boiler space on the mam deck of a stem-wheel steamer (such as are used on western rivers), open at the sides and forward, and roofed over or covered by a canopy, awning, or shade deck, supported by stanchions not having a direct bearing upon the frames, being open to the sea and weather, and the deck above not being a deck to the hull within the meaning of the regulations, will not be measured or included in the vessel's tonnage. Art. 82. Special rules and definitions. — If the second deck from the keel consists of several partial decks extending with breaks from stem to stern, the line of that course of decks must be taken as the tonnage deck; and if the partial decks are at different heights the line of the lowest will be taken as the tonnage deck, and the head room above such line under the higher will be measured. By "closed-in spaces" is to be understood spaces which are sheltered from the action of the sea and weather, even though openings be left in the inclosure. Measuring officers will exercise due vigilance that the intent of the law in this respect is not evaded. It should be borne in mind, however, that no closed-in spaces above the upper deck to the hull are to be admeasured unless available for cargo or stores or the berthing or accommo- dation of passengers or crew. The engine room, pilothouse, galley, windlass house, and the like are, when so situated and used, exempt. Spaces having angular recesses in their sides, as the freight room in figure 2, plate 4, are to be admeasured in parts. (R. S., 4150, 4153.) On side-wheel steamers of the western rivers the space between the "doctor" and the first stanchion aft is to be allowed for gangway. But if the first stanchion be more than 6 feet aft of the "doctor," then an allowance of 6 feet only is to be made for gangway. Allow also at the sides of the engine frame the width of the footboard of the engineer. (See Diagram 5.) On stern-wheel steamers of the western rivers make the same allowance for gangway aft the boders as is made for gangway aft the "doctor" on side- wheel steamers. The freight room is to be measured from the gangway aft to the "doctor." If any portion of the space aft the "doctor" of stern- wheel steamers be available for cargo, stores, passengers, or crew, it also must be admeasured. Art. 83. Marking and recording of tonnage. — The tonnage (omitting fractions) must be marked on the face of the beam under the forward side of the main hatch of seagoing vessels and lake vessels, and on the face of the beam under the after side of the starboard forward ha tch of western river steamers. On river steamers of the coast which carry passengers both above and below main deck, where there is no hatch to the main deck, the tonnage mark should be made on one of the deck beams in a conspicuous place, and as near as possible to the middle of the vessel. It should be in plain Arabic numerals, thus 825, and not less than 3 inches high and not less than three-eighths of an inch deep. 262 MEASUREMENT OF VESSELS FOR PANAMA CANAL. On vessels whose main beam is of wood, it should be deeply carved or branded, and on ves- sels whose main beam is of steel or iron it should be plainly cut, or marked in oil paint, white when the beam is black, and black when the beam is of any light color. The measurement and calculations being complete, and the tonnage duly marked on the main beam, the surveyor or measuring officer will certify the result to the collector, and such certificate form (catalogue No. 1322) will be preserved as a permanent record in the custom- house. Blanks of this form should be furnished to the measuring officer, and the measurements should be inserted therein as they are taken, and the computations carried out on the same sheet. Great care will be requisite to insure accuracy in measurements and calculations. They should be verified at least twice, and for those competent to construct it the line of areas shown in diagram 3 will be found of great use for that purpose. Art. 84. Change of tonnage. — The tonnage of any documented vessel of the United States expressed in her marine papers in pursuance of a measurement purporting to be in conformity to this rule can be changed or set aside only by the Commissioner of Navigation, so long as the vessel remains unchanged in form or burden. Applications from any quarter for amendment or revision in such cases must be submitted to the Commissioner of Navigation, with precise statements of the errors supposed to exist. Art. 85. Measurement of foreign vessels. — The tonnage of foreign vessels is to be ascertained when necessary for the assessment of tonnage tax, by the same rides, and a like certificate filed in the customhouse. On request, the collector will furnish to the master of the foreign vessel an abstract on catalogue No. 1414 of the admeasurement of his vessel, which will be accepted at other ports as denoting the correct tonnage of the vessel, unless she shall have undergone alteration. A sinfilar mode of admeasurement having been adopted by Great Britain, Belgium, Den- mark, Austria-Hungary, the German Empire, Italy, Sweden, Norway, Spain, the Netherlands, Russia, Finland, Portugal, and Japan, and the like courtesy having been extended to vessels of the United States, it is directed that vessels of those countries whose registers indicate their gross and net tonnage under their present law shall be taken in ports of the United States to be of the tonnage so expressed in their documents, with the addition of the amount of the deductions and omissions made under such law not authorized by the admeasurement law of the United States. Usually the gross and net tonnage may be ascertained from the register. In such cases the vessel will be entirely exempt from admeasurement. When vessels of France are provided with a special certificate of admeasurement, showing the tonnage as ascertained in accordance with the admeasurement laws of the United States, the tonnage shall be accepted in ports of the United States, but in cases of doubt the matter should be submitted to the Commissioner of Navigation. Art. 86. Deductions from gross tonnage. — The marine document of a vessel of the United States shall state separately the deductions made from the gross tonnage and shall also state the net or register tonnage of the vessel. The excepted spaces will not be divided into sections, but each space will be admeasured as a whole. For certificate of admeasurement, see catalogue Nos. 1410, 1410a, 1410b. From the gross tonnage of every vessel of the United States there shall be deducted — (a) The tonnage of the spaces or compartments occupied by or appropriated to the use of the crew of the vessel. Even' place so occupied shall be kept free from goods or stores of any kind not being the personal property of the crew in use during the voyage; and if any such place is not so kept free the master shall forfeit and pay to each seaman or apprentice lodged in that place the sum of 50 cents a day for each day during which any goods or stores as aforesaid are kept or stored in the place after complaint has been made to him by any two or more of the seamen so lodged. No deduction from tonnage as aforesaid shall be made unless there is per- manently cut in a beam and over the doorway of every such place the number of men it is allowed to accommodate, with these words: "Certified to accommodate - - seamen." MEASUEEMENT -OP VESSELS FOR PANAMA CANAL. 263 Every place appropriated to the crew of a seagoing vessel of the United States, except a fishing vessel, yacht, a pilot boat, and all vessels under 200 tons register, shall have a space of not less than 72 cubic feet and not less than 12 square feet measured on the deck or floor of that place for each seaman or apprentice lodged therein: Provided, That any such seagoing sailing vessel, built or rebuilt after June 30, 1898, shall have a space of not less than 100 cubic feet, and not less than 16 square feet measured on the deck or floor of that space for each seaman or apprentice lodged therein. Such place shall be securely constructed, properly lighted, drained, heated, and ventilated, properly protected from weather and sea, and, as far as practicable, properly shut off and protected from the effluvium of cargo or bilge water. (Cir. Apr. 1, 1897.) . Fishing vessels, yachts, and pilot boats are specifically exempted from the provision of sec- tion 1 of the act of March 2, 1895, so far as regards the amount of space which shall be appro- priated to the crew, and from the provision that said space shall be kept free from goods or stores not being the personal property of the crew in use during the voyage. (Act of Mar. 3, 1897.) Every steamboat of the United States plying upon the Mississippi River or its tributaries shall furnish an appropriate place for the crew, which shall conform to the requirements of this section, so far as they shall be applicable thereto, by providing sleeping room in the engine room of the steamboats properly protected from the cold, winds, and rain by means of suitable awnings or screens on either side of the guards or sides and forward, reaching from the boiler deck to the lower or main deck, under the direction and approval of the Supervising Inspector General of Steam Vessels, and shall be properly heated. (b) Any space exclusively for the use of the master certified by the collector to be reason- able in extent and properly constructed, and the words "Certified for the accommodation of master" to be permanently cut in a beam and over the door of such space. (c) Any space used exclusively for the working of the helm, the capstan, and the anchor gear, or for keeping the charts, signals, and other instruments of navigation and boatswain's stores, and the words "Certified for steering gear," or "Certified for boatswain's stores," or "Certified chart house," as the case may be, to be permanently cut in the beam and over the doorway of each of such spaces. (d) The space occupied by the donkey engine and boiler, if connected with the main pumps of the ship. (e) In the case of a ship propelled wholly by sails any space, not exceeding 2\ per cent of the gross tonnage, used exclusively for the storage of sails: Provided, That spaces deducted shall be certified by the collector to be reasonable in extent and properly and efficiently con- structed for the purposes for which they are intended, and the words "Certified for storage of sails" to be cut on the beam and over the doorway of such space. (/) In the case of a ship propelled by steam or other power requiring engine room, a deduc- tion for the space occupied by the propelling power shall be made as follows : In ships propelled by paddle wheels in which the tonnage of the space occupied by and necessary for the proper working of the boilers and machinery is above 20 per cent and under 30 per cent of the gross tonnage, the deduction shall be 37 per cent of the gross tonnage; and in ships propelled by screws in which the tonnage of the space is above 13 per cent and under 20 per cent of the gross tonnage, the deduction shall be 32 per cent of the gross tonnage. In the case of screw steamers the contents of the trunk shaft shall be deemed spaces necessary for the proper working of the machinery. () Space between the crown and the upper deck framed in for the machinery or for the admission of light and air; (c) Space similarly framed in above the upper deck; and (d) The contents of the shaft trunk or trunks in screw vessels. 52. Directions for measurement. — The measurement of the engine-room space is to be made in accordance with Rule III in the second schedule. SPACE BENEATH THE CROWN. 53. Meaning of "crown." — The crown or top of the main space of the actual engine room, from which the depth of the main space is to be taken, will either be at the underside of a deck or, if the side bulkheads are curved, at the point or height at which the curve terminates. 54. Measurement in parts. — In the case of engine rooms of irregular form, the space is to be measured in parts with a view to obtaining the correct cubic contents. 55. Length. — As regards the length of the actual engine room, that length only is to be measured which is requisite for containing the boilers and machinery, with the addition, when the fire grates are in a fore and aft direction, of such length as is necessary for the stoking or working of the fires in a fore and aft direction clear of the machinery. The additional length on this account may be about 1 foot more than the length of the fire grates. This length will be found, generally speaking, to be from about 5 feet to 9 feet, and hi any case where it may appear to the surveyor that a greater length should be allowed, he must submit all particulars, with plans, to the principal surveyor for tonnage for consideration. No such additional length is, however, required when the boilers are placed with the fire grates athwartships, as in such a case the stoking or working of the fires in an athwartship direction does not interfere with the position of the engines. The clear central space required between the boilers when the stoking is athwartships is from about 8 to 11 feet. The point to which the after boundary of the length of the engine room is to be measured should be no farther aft of the after cylinder, or of its valve casing, than is necessary for safe working; but in no case without special instructions should the actual point of measurement be more than 4 feet from such cylinder or valve casing. With regard to the length to be allowed between the engines and boilers, the surveyor should in no case allow more than may appear to him necessary for the safe working of the machinery. 56. The restrictions of the main engine and boiler space referred to in the foregoing para- graph are not to be applied to trawlers, tugs, or yachts, nor to the ordinary screw or paddle steamers obtaining the allowance of 32 or 37 per cent of the gross tonnage respectively. If in any other case a -departure from either of the above rules as to length appears to be necessary, owing to the high power of the engines, or to any peculiarity in the arrangement of the machinery, the surveyor should, before fixing the length to be allowed, forward all particulars with plans to the principal surveyor for tonnage for consideration. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 295 57. Form surveys 128. — Particulars of the engine and boiler space should be recorded on the form surveys 128, which should be attached to the formula when the latter is submitted with the engine spaces inserted. SPACES BETWEEN CROWN AND UPPER DECK. 58. The engine spaces between the crown and the upper deck, if any, are to be measured separately, and their cubical contents added to the mam space. SPACES ABOVE THE UPPER DECK. 59. On the request of the owner in writing, engine spaces above the upper deck may be measured under section 78 (2) and their contents added to the gross tonnage, as well as to the actual engine room, if they are (a) reasonable in extent, (b) safe and seaworthy, and (c) so con- structed that they can not be used for any purpose other than the machinery, or for admission of light and air to the machinery and boilers of the ship. In dealing with these cases the surveyor should in each instance submit a detailed description and measurement of the spaces anil a form surveys 117, together with sketches or tracings, to the principal surveyor for tonnage, and should not in any case complete the measurement until he receives instructions in respect thereof. In construing the words "reasonable in extent" the surveyor should note that — (i) The length should not exceed the length of the propelling space, and if any portion is plated over, the length of the plated part should be deducted from the full length; and (h) Whatever the breadth of the casing may be, no greater breadth is to be allowed for the purpose of propelling space deduction than one-half the extreme inside breadth of the ship amidships. These erections have in the past in some cases greatly exceeded all reasonable requirements for the admission of light and air. The surveyor should be careful to report whether the extra erections are necessary at all, and whether light and air could not be safely admitted to the engine space and boiler space without these erections being carried up above the "crown," and, if such is the case, he should not regard them as "reasonable in extent" within the meaning of this section, and should not allow their contents to contribute to the deductions from gross tonnage. The surveyor will say in his report whether, in his judgment, the spaces are safe and sea- worthy, but if in any case he has any doubt on these points he should state it in his report on form surveys 117. When approved, each such space must be permanently marked on the inside thereof, "cer- tified as part of the engine room." SHAFT TRUNKS. 60. When there is no built tunnel, the following rules should be observed in the case of a vessel with a single screw. The thrust block space should be taken of such length and breadth as will admit of a man getting round it to remove the holding-down nut, and the height need not exceed 7 feet. The tunnel allowed should be of ordinary dimensions suitable for the vessel. When the vessel is a twin screw, and the space aft of the engines is open from side to side, the space should not be included in the engine-room measurement for a greater height than 6 feet mean, and any space therein appropriated for stores, or for any purpose other than the propelling power, should be deducted from the space to be included in the engine room. 61. Escape ladder-ways from trunk sliaft. — When a trunked ladderway is fitted from the deck to the after part of the shaft trunk, the trunkway is to be measured and its cubical capacity included with that of the shaft trunk in estimating the allowance for propelling power, provided that it is no larger than is necessary for the purposes of access to and escape from the tunnel. 62. Spaces not to be included. — The cubical contents of the engine space having been ascer- tained as described above, the cubical capacity of any cabins or storerooms which may be fitted in the engine room, and also any space occupied by, and necessary for, the safe working of machinery not used in propelling the ship, must be deducted, and the remainder being divided by 100 will be the net tonnage of the actual engine room. 296 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 63. Mode of calculating allowance for propelling power. — The net tonnage of the actual engine room having been ascertained according to the rules in the act, and to the foregoing directions, the method of estimating the allowance to be deducted for the. propeUing power under section 78 (1) and the act of 1907 remains to be considered; and in proceeding to ascertain this allowance the following are the principal points for the measurer to consider. 64. Engine rooms of usual size. — When the tonnage of the actual engine room, as above ascertained, amounts, in the case of paddle vessels, to between 20 and 30 per cent, and in the case of screw vessels to between 13 and 20 per cent of the gross tonnage of the vessel, the allowance is to be, in the case of paddle vessels, 37 per cent (tV^), and in the case of screw vessels 32 per cent Cnftj), of such gross tonnage. If the tonnage of the actual engine room does not lie between the above-mentioned limits for paddle and screw steamers respectively, the act provides that the allowance for propelling power maj r be calculated in the same manner, or as an alternative the Board of Trade or the owners may require the allowance to consist of 1J times the tonnage of the actual engine room in paddle vessels and If times the tonnage of the actual engine room in screw vessels. 65. Small engine rooms. — In all cases where the actual engine room is not greater than 20 per cent, or 13 per cent of the gross tonnage, according as the vessel is a paddle or a screw steamer, the board requires the last-mentioned scale to be adopted, unless express directions to the con- trary are given in any particular case. 66. Large engine rooms. — If the tonnage of the actual engine room is not less than 30 per cent, or 20 per cent of the gross tonnage, according as the vessel is a paddle or a screw steamer, the allowance is to be calculated in the manner explained in the first part of paragraph 64 above, unless the owner exercises his option of having it calculated by the alternative method explained in paragraph 65, in which case the provisions of the Merchant Shipping Act, 1907, must be taken into consideration. 67. Restriction on allowance for propelling power. — The Merchant Shipping Act, 1907, provides that in all steamships, except tugs exclusively used in towing, the deduction for pro- pelling power is not to exceed 55 per cent of that portion of the tonnage which remains after deducting from the gross tonnage any crew space and other deductions allowed under section 79 of the Merchant Shipping Act, 1894, and when preparing the tonnage formula the surveyor should be careful that the deduction to be allowed does not exceed this limit. It should be. carefully noted, however, that the act does not come into operation until January 1, 1914, in the case of ships either contracted for, commenced, or built before May 1, 1907. Whenever a tonnage formula is forwarded for a new steamship intended to be employed as a tug, the surveyor should also furnish a report stating whether or not the vessel is to have a passenger certificate or is to be used for the carriage of cargoes, as it is only in tugs constructed and used exclusively for towing that the 55 per cent limit for propelling space deduction is not to be applied. The surveyor should note that the foregoing instruction does not supersede any of the pro- visions of Rule III or of paragraphs 50 to 62 of these instructions. 68. Worked example. — The following worked example, shows the calculation of the allowance for propelling power in the case of the vessel referred to in paragraph 42 above: MEASUREMENT OF VESSELS FOR PANAMA CANAL. 297 EXAMPLE OF CALCULATION FOR ENGINE-ROOM DEDUCTION. SCREW STEAMER. Measurement of actual engine room. Ft. Breadth, fore end 12. 1 Ditto middle 12. 2 Ditto after end 12 3)36. 3 Shaft trunk Ft. 36 long. 2 broad. 72 3 deep. Tons. 216 -5-100 = 2. 16 12. 1 mean breadth. 11. 85 mean depth. 143. 38 25 length. Tons. 3584. 5-f-100 = 35. 85 engine room. 2. 16 shaft trunk. 38. 01 actual engine room. The actual engine room being thus 38.01 tons and the gross tonnage being 206.51 tons (see par. 42), the percentage is 38.01X100-5-206.51 = 18.4 per cent. As the actual engine room is thus between 13 and 20 per cent of the gross tonnage, the allowance for propelling power in accordance with the act is 32 per cent of the gross tonnage, i. e., 206.51 X .32 = 66.08 tons. If, however, the actual engine room did not exceed 13 per cent of the gross tonnage — if, for instance, it had amounted to only 26.8 tons (which is barely 13 per cent of 206.51) — the allow- ance would then be one and three-quarters times 26.8 tons, i. e., 26.8 + 26.8 X .75 = 46.9 tons. But if, on the other hand, the actual engine room amounted to 20 per cent or more of the gross tonnage; if, for instance, it measured 59.89 tons, which is 28 per cent of 206.51 tons, the allowance would then have been one and three-quarters of 59.89 tons, or 104.81 tons, and if the vessel be a tug this would be the amount of the engine-room deduction from gross tonnage. If, however, the vessel is not a tug, the allowance is subject to restriction under the pro- visions of the Merchant Shipping Act, 1907. For example, if the deductions under section 79 amount to 23.15 tons, the allowance would be restricted to 55 per cent of (206.51—23.15) tons= 100.85 tons. 69. Allowance for propelling power the same under Rules I and II. — The method of measuring the engine room and computing the allowance for propelling power is the same whether the gross tonnage of the vessel has been computed under Rule I or Rule II. DEDUCTIONS UNDER SECTION 79. 70. The surveyors should note the.' following instructions relating to the various deduc- tions from tonnage authorized by section 79 of the Merchant Shipping Act, 1894, as amended by section 54 of the act of 1906. 71. Master's and crew's spaces. — Whenever practicable, the inspection of the master's and crew's spaces should be performed at the same time as the measurement of tonnage, and in considering whether these spaces are eligible for deduction from tonnage the surveyor should be guided by the provisions of the Merchant Shipping Acts and the board's "Instructions as to the Surve) r of Master's and Crew Spaces." 61861°— 13 20 298 MEASUKEMENT OF VESSELS FOB PANAMA CANAL. 72. General conditions for deductions. — As regards the deduction of the spaces referred to in the following four paragraphs, the act provides that the space deducted must be reasonable in extent and properly and efficiently constructed for the purpose for which it is intended, and that it must be marked in the manner prescribed. It should also be noted that no deduction can be allowed in respect of any space which has not been first included in the gross tonnage. 73. Sail room. — The sail room, deducted only in the case of a ship wholly propelled by sails, must be set apart and used exclusively for the storage of sails, and the space deducted must not exceed 2\ per cent of the gross tonnage of the ship. It must be efficiently constructed, and the words: "Certified sail room tons," should be permanently cut in a beam within but near the entrance, and also cut in or painted on or over the doorway or hatchway. 74. Spaces used exclusively for the working of the helm, capstan, and anchor gear. — When sit- uated above the upper deck these spaces are not included in the measurement, 1 and therefore will not be deductions under this section, but when situated below the upper deck such spaces are to be deducted from the tonnage if the requirements of the act are complied with. 75. Chart room and boatswain s store. — The chart room, used exclusively for keeping the charts, signals, and other instruments of navigation, and boatswain's store space are, under the provisions of the second schedule, added to the tonnage, and are, therefore, to be deducted wherever situated, subject to compliance with the requirements of the act. In small vessels where the cabin or saloon is the only space available for chart purposes, and the surveyor is satisfied that charts are required, one-half the cabin or saloon, but not more than 3 tons, may be allowed for this purpose. The boatswain's store space to be allowed should not, as a rule, exceed 1 per cent of the gross tonnage in vessels of 1,000 tons gross and upward, but not more than 75 tons should be allowed in any ship, however large. In vessels from 500 to 1,000 tons gross the reasonable limit is about 10 tons, and in vessels of 150 to 500 tons 2 per cent of the gross tonnage may be allowed. In small vessels under 150 tons the allowance should not, as a rule, exceed 3 tons, and in fishing vessels that have no separate boatswain's storeroom this amount may be allowed for the boatswain's stores carried in the net room. 76. Donkey engine and boiler space. — (1) If situated within the boundary of the engine room or the casing above it, and if the machinery is used in connection with the main machinery for propelling the vessel, the space forms part of the actual engine room, and therefore should not be the subject of a separate allowance. (2) When the donkey boiler is in a house above the upper deck and not connected with the main machinery as described above, it is not subject to measurement in the gross tonnage of the ship, 2 and therefore must not form a deduction. (3) In all other cases the space occupied by the donkey engine and boiler, if connected with the main pumps of the ship, is to be allowed as a deduction from the tonnage, if reasonable in extent and properly and efficiently constructed. 77. Marking. — All the above-mentioned spaces, if deducted from the tonnage, must be marked similarly to the sail room, their proper designation being stated in each case. 78. Water-baUast spaces othtr than double bottoms. — These spaces include all water-ballast spaces (other than double bottoms), wherever situated, including forward and after peak tank spaces above the top of the double bottom or floors, and the surveyor must see that all such water-ballast spaces, whether situated above or below the upper deck, are first included in the gross tonnage whether deduction is claimed or not. Application for the deduction of the water-ballast spaces named above must be made in writing by the builders or owners, and the spaces must comply with the following conditions: (1) That they are adapted only for water ballast; (2) That they are entered by an ordinary sized oval manhole only ; and (3) That they are marked as required by section 79. ' See par. 38 (a) and (6J. ' See par. 38 (a). MEASUREMENT OF VESSELS FOR PANAMA CANAL. 299 In every case in which these deductions are claimed the surveyor, when forwarding the formula to the principal surveyor for tonnage for examination, must report on form surveys 129 whether or not the foregoing conditions are fulfilled, and forward scale drawings of the spaces in question. 79. Mode of measurement. — "When spaces for water ballast are of rectangular form the tonnage may be ascertained by multiplying together the mean length, breadth, and depth of the space, and dividing the product by 100; but the tonnage of peak tanks, and all other water- ballast spaces bounded by one or more curved surfaces must be ascertained in the manner provided for in the second schedule, Rule I, of the act. 80. All the particulars and measurements of the spaces deducted under section 79, includ- ing the computation relating to the deduction of spaces for water ballast, must be shown upon the back of form surveys 63. 81. Use of forms and submission of measurements to principal surveyor. — A list of the forms used in connection with tonnage measurement is here given. Reference has already been made, in the course of these instructions, to the use of certain of these forms. List of forms used in connection with tonnage measurement. Name of form. Application for tonnage measurement Memorandum of measurements, for use at ship Formula 1 of measurement under Rule I: Class 1. For vessels 50 feet long and under Class 2. From 50 to 120 feet, and midship depth not exceeding 16 feet Class 2A. From 50 to 120 feet, and midship depth exceeding 16 feet Class 3. From 120 to ISO feet, and midship depth not exceeding 16 feet Class 3A. From 120 to ISO feet, and midship depth exceeding 16 feet Class 4. From ISO to 225 feet, and midship depth not exceeding 16 feet Class 4A. From ISO to 225 feet, and midship depth exceeding 16 feet Class 5. For vessels over 225 feet long For vessels with double bottom for water ballast Form for computing the tonnage of spaces Particulars of engine and boiler space Surveyor's certificate as to light and air spaces Surveyor's report on deductions under sec. 79 Surveyor's certificate as to water-ballast spaces Sketch for use when builder's drawings are not obtainable Certificate of survey for registry under Part I of the act Letter advising owner of completion of tonnage measurement Report of marking of net tonnage, etc., on ship Certificate of British tonnage for issue to foreign ship Suez Canal special tonnage certificate Letter forwarding draft Suez Canal certificate to tonnage department Letter to owners notifying invalidity of Suez Canal certificate Sketches for use in connection with Suez Canal tonnage measurement: Vessel with forecastle, bridge, and poop all separate Vessel with forecastle and bridge combined, and poop Vessel with bridge and poop combined, and forecastle Report of measurement of sea-fishing vessel for registry under Part IV of the act Report of measurement of Scottish sea-fishing vessel for registry under Part IV of the act Half-yearly return of implements Surveys 6 Surveys 58A . Surveys 51 . . . Surveys 52. .. Surveys 53 . - . Surveys 54 . . . Surveys 55 . . . Surveys 56... Surveys 57. . . Surveys 5S. .. Surveys 50. . . Surveys 50A . Surveys 128. . Surveys 117. . Surveys 63... Surveys 129.. Surveys 131. . Surveys 59. . . Surveys 59C.. Surveys SOB. Surveys 60. . . Surveys 60A . Surveys 60D . Surveys 140. . Survey 131 A. Survey 131 B. Survey 131C Survey 59A . . Survey 59B . . Survey 135... 2.115 11,83 11,26,42, 81-3 26 57 .59 so, 81. S3 78 134 82 105, 107 114,134,154 134 94 99 The formula of measurement should be forwarded to the principal surveyor for tonnage for test and examination as soon as the measurement of the gross tonnage is completed. In the case of the removal of any steam vessel before the engine room is fitted, from the port at which she has been built to some other port, for the. purpose of taking in and fitting her machinery, the surveyor at the latter port will, if it is intended that the vessel shall not return to the previous port before sailing on her voyage, be directed to measure the engine room when sufficiently fitted, and the details of this measurement will then be transmitted to the port to which the vessel belongs, for the completion of her registry. Before the formula can be finally signed by the examiner in the tonnage department, it must be accompanied by form surveys 63, but to save time and to facilitate the work, this form 300 MEASUREMENT OF VESSELS FOR PANAMA CANAL. REGISTRY FORM No. 1. and Surveys 59. Prescribed by H. M. Customs [SEAL OF COM. OF COUNCIL FOE TRADE. J With the Consent of the Board of Trade. MERCHANT SHIPPING ACT, 1894. [Certificate of survey.] Name of ship. Port of intended registry. Official number, if there has been any former registry. Whether Brit- ish or for- eign built. Whether a sailing or steam- ship; and if a steamship, how propelled. Where built. When built. Name and address of builders. Number of decks Number of masts Rigged Stern Build Galleries Head Framework and de- scription of vessel . . . Number of bulkheads . Number of water-bal- last tanks and their capacity in tons Length from fore part of stem under the bowsprit to the aft side of the head of the sternpost Length at quarter of depth from top of weather deck at side amidships to bottom of keel Main breadth to outside of plank Depth in hold from tonnage deck to ceiling at midships Depth in hold from upper deck to ceiling at mid- ships in the case of three decks and upward. . . Depth from top of beam amidships to top of keel . Depth from top of deck at side amidships to bot- tom of keel Round of beam Length of engine room (if any) Feet. Tenths. PARTICULARS OF DISPLACEMENT. Total to quarter the depth from weather deck at side amidships to bottom of keel , Ditto per inch immersion at same \ depth / PARTICULARS OF ENGINES, ETC. (if any). No. of engines. Description. Engines. Boilers. Number Iron or steel Pressure when loaded Whether British or foreign made. When made. Engines. Boilers. Name and address of makers. No. of and diameter of cylinders. Engines. Length stroke. N.H.P. I.H. P. speed of ship. PARTICULARS OF TONNAGE. Gross tonnage. Under tonnage deck Closed-in spaces above the tonnage deck, if any: Space or spaces bet. decks. Poop Forecastle Roundhouse Other closed-in spaces, if any, as follows: Spaces for machinery, and light and air, under sec. 78 (2) of the Merchant Shipping Act, 1894, if required. Gross tonnage Deductions as per contra. Registered tonnage. No. of tons. Deduction allowed. On account of space required for propelling power On account of spaces occupied by seamen or apprentices, and appropriated to their use, and kept free from goods or stores of every kind, not being the personal property of the crew These spaces are the following, via: Deductions under sec. 79 of the Merchant Shipping Act, 1894, as follows: Cubic meters. Total. No. of tons. Note.— The only spaces above the upper deck not included in the cubical contents forming the ship's registered tonnage are , I, the undersigned , having surveyed the above-named ship, hereby certify that the above particulars are true, and that her name is marked on each of her bows, and her name and the port of registry are properly marked on a conspicuous part of her stern, a scale of feet marked on each side of her stem and of her sternpost, and lines permanently and conspicuously marked on each side amidships indicating the position of each deck which is above water, in manner directed by the Merchant Shipping Act, 1894. Dated at , this" day of , 18—. Surveyor. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 301 need not then contain more than a statement of the appropriation and dimensions of the spaces to be deducted from the gross tonnage of the vessel and the number of water-closets set apart for the crew and officers, respectively. The form will be returned to the surveyor for comple- tion in due course. 82. When the forms have been completed and finally approved, the particulars of tonnage are to be entered on the form surveys 59, which is the certificate of survey referred to in section 6 of the act. On completion of this form in other respects, it is to be sent, together with the approved formula and the necessary certificate as to crew space, 1 to the registrar of shipping at the port of intended registry, and the form surveys 59 C should at the same time be sent to the owner informing him that the papers have, been forwarded to the registrar. 83. As soon as the vessel has been registered, the official number should be inserted in the various forms, and the form surveys 63 should be forwarded to the principal surveyor for ton- nage to be recorded and filed. The form surveys 58 A should be retained in the surveyor's office. 84. Registry of alterations. — Whenever it comes to the knowledge of the surveyors that a ship has been so altered as to cause an alteration in her tonnage, they should see that the necessary action is taken to have the vessel remeasured as far as necessary, and the alteration in tonnage registered under section 48. 85. In such cases the surveyor should apply to the principal surveyor for tonnage for the formula and papers of the previous measurement of the ship. No marks or alterations are to be made on these papers, but on completing the remeasurement the surveyor should prepare fresh papers showing the alterations and forward them for approval to the principal surveyor; at the same time the previous papers should be returned. 86. Tonnage measurement of motor ioats. — Section 743 of the act provides that the pro- visions of the acts relating to steamers shall apply to ships propelled by electricity or other mechanical power, with such modifications as the Board of Trade may prescribe for the purpose of adaptation. Vessels fitted with oil engines or other motors for propelling purposes (whether auxiliary or otherwise) must therefore be regarded as steamers for the purposes of registry and tonnage measurement. The allowance for propelling power should, in accordance with section 78, be calculated in the same manner as for vessels propelled by steam power, but the space occu- pied by storage batteries or oil fuel must not in any case be included in the engine-room meas- usement on which the allowance is based. As the vessels in question are not wholly propelled by sails, no deduction can be made for sad room under section 79 (1) (b) of the act. 87. Vessels of special type. — If the surveyors are called on to measure vessels to which the tonnage regulations of the act and the directions contained in these instructions are not readdy applicable owing to the manner in which the vessels are constructed or fitted, or for any other reason, full particulars of the case accompanied with the necessary drawings should be forwarded to the principal surveyor for tonnage for consideration and submission to the board if necessary, and the points on which instructions are desired should be clearly stated in the surveyor's report. 88. Deck cargo spaces. — The measurement of spaces occupied by deck cargo is performed by officers of customs and excise. 89. Measurement of Admiralty ships. — Provision is made, by section 80 of the act of 1906 and the order in councU of March 22, 1911, for the registry of ships owned by the Admiralty but not forming part of the Royal Navy, viz, royal fleet auxiliaries such as oil carriers and hospital ships. If any such vessels are submitted for measurement with a view to registry, they should for the present be dealt with in accordance with the tonnage regulations of the Merchant Shipping Acts. 1 See par. 34 of the "Instructions as to the Survey of Master's and Crew Spaces." 302 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 90. Verification of draft of water marks. — Before a vessel can be registered or reregistered the draft of water marks must be verified, unless the vessel has been exempted from this mark- ing under section 7 (2). c' x d' b d 'c e e 1 a In verifying the draft of water marks the surveyor must take proper means to test whether the keel is straight. This may be done by fixing three level sights or battens, one at each end (a a' on sketch), the other at the middle of the length of the vessel (b) ; the end ones should be below the line of sight (s s'), the middle one above. A ram line or baseboard (e e') should then be placed at the stem in position of this line of sight, and also at the stern, and the several heights or figures tested square or perpendicular to such line or board. If the keel is not practi- cally straight, but droops at the ends, the points for guidance will be c c', and if low in the middle, b will be the point, with a parallel distance below at d d' or at any points equidistant from b, the greatest care being taken that the marks represent the depths from the lowest part or parts of the keel. In the case of new vessels, opportunity should be taken of testing the marks at the time the builders are setting them off, when the necessary appliances will be at hand, and the builders will doubtless render every assistance. 91. Official number. — The official number of a British ship is never changed, and in the case of a vessel which is transferred to a foreign flag and is subsequently reregistered as a British ship, the original official number is reallotted to her on registry. If the surveyors, when surveying a vessel for registry, should have any reason to suppose that she has at any time been registered as a British ship, they are to make a special report of the circumstances to the registrar, and furnish him with the particulars of any official number marked on the main beam, in order that in all cases of reregistry the official number first given to the vessel may be retained as a permanent mark of the vessel's identity. 92. Number of decks. — When entering on the form surveys 59 the particulars as to " number of decks," the surveyors should enumerate as "decks" only those which are without such open- ings as exempt the spaces beneath from being included in the under-deck tonnage. In the case of vessels having other decks which contain such openings as exempt the spaces beneath from being included in the under-deck tonnage, these should be described separately after setting forth the number of decks proper. For instance, in the case of a vessel having two decks the spaces under which are included in the under-deck tonnage, and in addition a third deck con- taining such openings as exempt the space beneath from inclusion in such tonnage, the descrip- tion should be as follows: "Two decks and shade deck." 93. Description of vessel to be distinguished from description of rig. — In dealing with barges, flats, trows, dumb barges, and other similar vessels, the surveyors should, in filling up the form surveys 59, be careful not to confuse the description of the rig with the description of the vessel. The terms "schooner," "brig," "barque," etc., describe the rig. The terms "barge," "billy-boy," "trow," "keel," "lighter," "lump," "wherry," "mud- flat," "dumb barge," "monkey boat," "canal boat," etc., on the other hand, describe the vessel and not the rig: e. g., what is known as a barge may be rigged in various ways, or not at all, and the rig of all the other vessels mentioned above is various. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 303 In the case of barges and craft not rigged for sailing outside smooth water, the words " dumb barge," "dumb flat," "canal boat," etc., should be written in the form surveys 59 for description of vessel, and under the heading rig the words not rigged should be written. Example. Number of decks Number of masts Nil. Rigged Not. Stern s Build Galleries Head Framework and description of vessel (dumb barge or "canal boat" or "lighter." etc., as Wood. the case may be). Number of bulkheads Number of water-ballast tanks, and their capacity in tons In cases where they are rigged for sailing, e. g., in the case of certain sading barges on the Thames, the words "barge, sailing," should be written to describe the vessels, and "spritsail," or "topsail," as the case may be, to denote the rig. Example. Number of decks Number of masts Rigged Spritsail. Stern Build Galleries Head Framework and description of vessel '. Wood. Barge sailing. Number of bulkheads Number of water-ballast tanks, and their capacity in tons 94. Measurement of sea-fishing boats. — The surveyors should be guided, as regards the meas- urement of sea-fishing boats, by the instructions contained in Circular 1503, issued in March, 1911, and Circular 1356, issued in October, 1903. MISCELLANEOUS RULES AND TABLES. 95. Number of decimal places necessary. — The act prescribes that all measurements shall be taken in "feet and decimals of feet." As the usual measure, or scale, is divided only into feet, tenths, and hundredths, the simple linear measurements taken thereby can never contain more than two places of decimals. But, as in the arithmetical division and subdivision of these measurements any number of decimals may arise, it becomes necessary, in such a practical operation as the measurement of tonnage, to reduce this number to the fewest possible, consistent with practical correctness. This practical correctness, except in the division and subdivision of the length and depths for ascertaining the "one-third of the common intervals," may be attained without employing more than two places of decimals, by simply taking care to increase the second decimal by one whenever the third amounts to the figure 5 or any higher number. Therefore, with this quali- fication, and the above exception, two places of decimals only may be used throughout the whole of the computation, as the discrepancy arising therefrom in the tonnage of a vessel of 1,500 tons amounts only to a fraction of a ton. 304 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Example. — Suppose the measured length of a vessel to be 153.29 feet. This being divided by 8 in accordance with Rule I, gives 19.1612 feet for the common interval between the areas, which, being subdivided by 3, gives 6.387 for one-third of the common interval. Up to this point three decimals must be retained; but when using this last multiplier in the subsequent computation for tonnage, we need only take 6.39, instead of 6.387. If the third decimal had been under the figure 5, instead of above it, 6.38 simply would have to be taken. The same applies also to the computation of the areas. 96. Decimal equivalents of inches. — The following table of inches, or twelfths of a foot, expressed in their equivalents of tenths or decimals of a foot, with the adjustment to two places of decimals, as set forth in paragraph 95, wdl be found useful: 1 foot, or 12 inches, the integer. In. Equivalents in In. Equivalents in decimals of a foot. decimals of a foot. 11 0.92 4 0.33 10 .83 3 .25 9 .75 2 .17 8 .67 1 .08 7 .58 a .06 6 .5 1 .04 5 .42 1 .02 97. Usual thickness of ceiling, etc. — The following table of the usual thickness of ceiling, etc., may be useful for occasional reference: Tonnage. Average thickness of ceil- ing between decks Average thickness of ceil- ing below hold beams Average thickness of bilge plank and limber strake.. Average thickness of ton- nage deck 50 150 250 350 500 700 1,000 1,350 Above 1,350 In. In. In. In. In. In. In. In. In. H 2 21 2i 21 2 2i 3 31 11 2 21 2i 3 31 3* 4 41 2} 3 3i 35 4 ■>! 51 61 61 21 21 21 3 31 31 4 4 4 98. Reduction of tons to cubic meters. — The gross tonnage, gross deductions, and net tonnage are to be reduced to cubic meters, and the result entered in the form surveys 59. The factor for conversion is 2. S3, and the following table of equivalents will be found useful: Tons. Meters. Tons. Meters. Tons. Meters. Tons. Meters. 1 2.83 26 73.58 51 144.33 76 215. 08 2 5.66 27 76.41 52 147.16 77 217.91 3 8.49 28 79.24 53 149.99 78 220. 74 4 11.32 29 82.07 54 152. 82 79 223.57 5 14.15 30 84.90 55 155.65 80 226. 40 6 16.98 31 87.73 56 158. 48 81 229.23 7 19.81 32 90.56 57 161.31 82 232.06 S 22.64 33 93.39 58 164.14 83 234.89 9 25.47 34 96.22 59 166. 97 84 237.72 10 28.30 35 99.05 60 169. 80 85 240. 55 11 31.13 36 101. ss 61 172.63 86 243.38 12 33.96 37 104.71 62 175. 46 87 246.21 13 36.79 38 107.54 63 178.29 88 249.04 14 39.62 39 110.37 64 181.12 89 251.87 15 42.45 40 113.20 65 183.95 90 254. 70 16 45.28 41 116.03 66 186.78 91 257.53 17 48.11 42 118.86 67 189.61 92 260.36 18 50.94 43 121.69 68 192.44 93 263.19 19 53.77 44 124.52 69 195.27 94 266. 02 20 56.60 45 127.35 70 198. 10 95 268.85 21 59.43 46 130.18 71 200.93 96 271.68 22 62.26 47 133. 01 72 203. 76 97 274. 51 23 65.09 48 135.84 73 206.59 98 277. 34 24 67.92 49 138. 67 74 209.42 99 280. 17 25 70.75 50 141.50 75 212.25 100 283.00 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 305 99. Measuring tapes. — Tapes should be frequently tested as to their accuracy, and they must be tested each time they are used during damp weather, one standard, as accurately laid down as practicable, being used for the test. At the principal port of the district a suit- able stock of tapes with or without cases should be kept (together with other implements), from which the surveyors can draw from time to time on application to the principal officer, and at the end of every half year one report from each port should be sent to the board giving an account on the form surveys 135 of the number and condition of the implements in stock and those in use. Whenever a tape has been exposed to the wet, it should be carefully hung up, dried, cleaned, and afterwards lightly rubbed with a piece of old cloth moistened with a little oil, and the sur- veyors should see that the tape holders do this and preserve the tapes clean and dry. 100. Girting chain for Rule II. — For girting ships in all cases of measurement by Rule II a curb chain of about 4£ ounces to the foot and 70 feet long is supplied. A few feet of water-laid lanyard can be added at each end in the case of the larger class of vessels. The chain is marked as follows: A ring about 1 inch diameter is infixed at the middle of the length, and from the center of this ring the chain is tallied each way with small metal tallies 2 feet apart, having the figures 2, 4, 6, 8, etc., successively stamped on them. In girting a vessel it is only necessary to add together the two quantities shown by the tallies at each side of the deck to obtain the whole girth of the vessel. In all cases the length of the chain should be frequently tested and the talhes readjusted when necessary. When not galvanized the chain should be kept, when out of use, in a bag of sawdust and whitening. 101. Moorsom's measuring apparatus. — The stanchion, which is for taking depths, is formed of a couplet of rods A andB, of equal lengths (see Fig. IV, p. 306); the upper or movable one, A, is termed the index rod, having an index between o and n traversing a scale, decimally divided, on the lower fixed rod B; the scale is not shown in the diagram, in order to avoid confusion. The lift rods G, G, have one end of each fitted with plates having notches in them for the purpose of lifting the tape into position when the breadths are out of a man's reach and no ladder is at hand for the purpose. Each lift rod is provided with a scale on it, decimally divided, for occasional convenience. The short lift rods of No. 1 stanchion are found very useful in taking the main external breadths of ships, by placing a rod on the rough-tree rail and suspending the plumb line between the plates, moving the rod inward or outward till the line just touches the body of the ship. The scale on the lift rods is also found useful in setting off the position of the breadths on the stanchions. Apparatus or stanchion No. 1 : Rods of stanchion, 7 feet long, able to take all depths from 7 feet to 13 feet. Two lift rods, 5 feet long. Apparatus or stanchion No. 2: Rods of stanchion, 11 feet long, able to take all depths from 11 feet to 21 feet. Two lift rods, 10 feet long. It may first be observed that the divisions of feet on the scale rod B commence at the place of the index, when the ends of the rods are well together, and show at that point the constant length of the fixed rod B; by which arrangement it is manifest that the movable index will always show the number of feet, or depth, contained between the upper and lower points of the stanchion. At the station of the area to be measured the stanchion is to be placed at the inside of the limber strake perpendicular, or square, to the line of the keel or keelson, and also parallel to the middle longitudinal plane of the ship, and forced up firmly under the deck and fixed in such position by the compressor n; from the depth thus shown by the index is then to be made the 306 MEASUREMENT OF VESSELS FOB PANAMA CANAL. necessary allowance, as prescribed by the act, for one-third of the round of the beam, and the average thickness of the ceiling (the head of the stanchion being supposed to be in contact with the underside of the deck and the heel on the floor timber), and the remainder is the depth of the area. The depth of an area being taken as above is to be divided into the required number of equal parts. And supposing the stanchion as above fixed to be still in position, set off on it, above the average thickness of the ceiling, the said equal division, which gives the position, or Figure IV. — Description of Moorsom's measuring apparatus. [The diagram, being merely descriptive, is not drawn to scale.] Tonnage Deck of a Single - Deck Vessel Lift Rods Wl e General references to figure. The diagram represents the midship section or area of a ship, with the measuring apparatus in position at the inside of the limber strake. A B, is termed the stanchion. G, G, are termed the two lift rods. height, of the first breadth above the limber strake; and from this, when the stanchion is taken down, the heights of the remaining breadths are to be set off successively at equal distances. The heights of all the breadths being thus severally marked on the stanchion, it is then set up again and firmly fixed in the position as aforementioned, and the breadths may be readily and correctly measured by means of the tape held at right angles across the stanchion at each of the heights marked thereon. In case any of the breadths required are out of a man's reach, and no ladder is at hand, the tape is to be lifted into position by means of the lift rods. Part II. — Measurement of Foreign Ships. 102. Acceptance of foreign tonnage certificates. — Section 84 of the act provides that, if the tonnage regulations of the Merchant Shipping Acts are adopted and put in force by any foreign MEASUREMENT OF VESSELS FOR PANAMA CANAL. 307 country, an order in council may be issued providing that the tonnage denoted in the certificates of registry of vessels belonging to that country shall be accepted, with or without qualifications. 103. The various orders in council which have been issued under the section referred to are printed separately for the surveyors' information, 1 but the following summary is given for con- venience of reference. 104. The tonnage denoted on certificates of registry or other national papers issued after the date mentioned in the second column is to be accepted in the United Kingdom subject to the remarks contained in the third column. Name. Date. Remarks. Austria-Hungary Belgium Denmark Finland France Germany Greece Haiti Italy Japan Netherlands Norway Russia Spain Sweden United States Sept. Jan. 1,1871 1.1S84 Oct. 1,1867 June 1,1877 July 1,1904 Jan. 1,1873 July 14,1909 (O.S.July 1, 1909.) Jan. 26,1882 Feb. 10,1906 July 1.1S84 Jan. 1.1S76 Oct. 1,1893 Dec. 20,1879 Apr. 1, 1910 Apr. 1, 1875 (sailing ships) Apr. 1,1881 (steamships) Jan. 1, 1865 Steamers may be remeasured in the United Kingdom for engine-room allowance, unless the tonnage has been estimated under British rules and denoted on a national certificate of registry, issued after Jan. 1, 1898. Steamships having certificates issued between Oct. 1, 1878, and Apr. 1, 1895, may be remeasured in the United Kingdom for engine-room allowance, unless in the case of national certificates issued between Sept. 1, 1S82, and Apr. 1, 1895, the net tonnage has been estimated under British rules and denoted on the certificate. Steamships having certificates issued between Jan. 1, 1873, and July 1, 1S95, may be remeasured in the United Kingdom for engine-room allowance unless, in the case of national certificates issued between June 20, 1888, and July 1, 1895, the net tonnage has been estimated under British rules and denoted on the certificate. Greek vessels unprovided with a national certificate dated on or after July 14, 1909, or a valid certificate of British tonnage, are subject to remeasurement in the United Kingdom. Steamships having certificates issued between Jan. 1, 1876, and Sept. 18, 1899, may be remeasured in the United Kingdom for engine-room allowance, unless the net tonnage has been estimated under British rules and denoted on a separate national certificate, issued between Jan. 6, 1888, and Sept. 18, 1899. Steamships having certificates issued between Dec. 20, 1879, and Mar. 2, 1900, may be remeasured in the United Kingdom for engine-room allowance. If the certificate does not bear a note 2 stating that the measurements have been made in accordance with the Board of Trade rules, instructions should be sought as to the remeasurement of the vessel. Steamships having certificates dated after Apr. 1, 1881, may be remeasured in the United Kingdom for engine-room allowance, unless the net tonnage has been estimated under British rules and denoted on a separate national certificate. Steamships having certificates issued before Apr. 1, engine-room allowance. 1895, may be remeasured in the United Kingdom for 105. When British tonnage certificates are compulsory. — Vessels belonging to any country not mentioned above, or vessels which, though belonging to one of the countries mentioned, hold certificates issued before the respective dates given above, are subject to measurement for tonnage in ports of the United Kingdom, and must obtain a certificate of British tonnage (form surveys 60). For this purpose they must be measured by the board's surveyors in accordance with the requirements of the acts and these instructions, and the surveyor should note that, if the vessel has cargo on board, or if the holds are so lumbered with stores, dunnage, or ballast, or so fitted with bulkheads or cabins, as -to prevent the prescribed measurements by Rule I being correctly taken, she may be measured by Rule II subject to the approval of the Board of Trade. In such case the reasons for adopting Rule II should be stated in the space provided in the certificate. 1 See Circulars 1297, 1386, and 1523. 1 In Spanish: " El calculo de arqueos y los descuentos en este certincado insertos se han llevado a cabo con sujeccion a las reglas dictadas por el Board of Trade." 308 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Foreign ships measured by Rule II may at any subsequent, period be remeasured under Rule I, on the master making application and paying the prescribed fees. The .formula of measurement together with form surveys 60 in duplicate is to be sent to the office of the principal surveyor for tonnage for test and examination before the certificate is issued. 106. The certificate remains in force for three years from the date of issue, unless altera- tions affecting the tonnage of the vessel are made, in which case a new certificate must be obtained. At the end of three years, a fresh form bearing the date of the last survey may be issued, if the principal dimensions of the vessel, on being tried, are found to agree with those stated in the certificate, and if the surveyor has no reason to doubt the accuracy of the tonnage. 107. When certificates are optional. — Vessels measured under foreign regulations which agree with the tonnage regulations of the Merchant Shipping Acts, except as regards the allowance for propelling power, may, if desired, be remeasured in the United Kingdom for engine-room allowance, as indicated in the list above, and may be supplied with certificates of British ton- nage, indicating the allowance for propelling power as ascertained by the British rules. In all such cases the registered dimensions and gross tonnage are to be accepted as they appear upon the national certificate of registry and the deductions for propelling power only are to be dealt with in the manner applicable to British ships. The surveyors must be careful not to include the engine and boiler casings above the upper deck in the measurement of the actual engine room unless they are clearly indicated upon the national certificate of registry as being included in the gross tonnage. No alterations whatever are to be made in such other deductions as may be shown upon the national certificate of registry in arriving at the net register tonnage upon the form surveys 60. Whenever practicable the surveyor, when forwarding the formula and form surveys 60 to the principal surveyor for tonnage for examination, should accompany these with a copy of the respective items forming the gross tonnage and the deductions, as shown upon the national certificate of registry. 108. In order to make it clear that the certificates of British tonnage issued in these cases do not attest the gross tonnage or any of the deductions except the allowance for propelling power, the form surveys 60 must, before issue, be altered to read as follows: "I hereby certify that I have measured the engine and boiler spaces of the . . . , of . . . , in accordance with rule , as prescribed by the Merchant Shipping Acts, 1894 to 1907, and, by this rule, the gross tonnage according to her national papers being . . . , the net register tonnage is . ." On the back of the certificate the words "According to British rules" should be inserted against the propelling power allowance, and the words "According to national papers" inserted against the gross tonnage and other deductions. 109. In the case of new vessels constructed in the United Kingdom for foreign owners, whether belonging to a country in respect of which an order in council has been issued or not, certificates of British tonnage may be issued if desired, calculated in the usual manner, but they will only remain in force until the national certificate of registry has been granted, and a note to this effect will in such cases be inserted on the certificate before it is issued. 110. Certificates of British tonnage may be issued on similar conditions to British vessels transferred in the United Kingdom to foreign owners. If in such cases the ship, on being sur- veyed is found to agree with the tonnage set forth in the copy of the certificate of British regis- try, which is to be furnished by the owner, a certificate of tonnage is to be issued in accordance with the tonnage set forth therein. 111. When certificates are not to be given. — Except as stated above, certificates of British tonnage are not to be issued to vessels belonging to countries which have adopted the tonnage regulations of the Merchant Shipping Acts, and in respect of which an order in council has been issued as explained above; but if at any time there is reason to believe that the national cer- MEASUREMENT OF VESSELS FOR PANAMA CANAL. 309 tificate of registry of any such vessel does not correctly set forth the tonnage, the surveyor should report full particulars of the case to the Board of Trade. 112. General. — The surveyors should note that collectors of customs are instructed that if, owing to the language in which the national certificate is issued, difficulty is experienced in ascertaining the tonnage of a vessel belonging to a country in respect of which an order in council has been issued, the master or agent of such vessel is to be required to furnish all neces- sary information as to the contents of the certificate. 113. It will be understood that, in all cases, fees must be paid for the issue or renewal of certificates of British tonnage in accordance with the printed list of fees and expenses. The fee for a copy of a certificate of British tonnage is two shillings and 6 pence. APPENDIX V. THE SHIP MEASUREMENT ORDINANCE OF GERMANY. 311 APPENDIX V. THE SHIP MEASUREMENT ORDINANCE OF GERMANY, MARCH 1, 1895, 1908 EDITION, INCLUDING ALL REVISIONS UP TO APRIL 12, 1908. AUTHORIZED BY THE IMPERIAL DEPARTMENT OF THE INTERIOR. BERLIN, 1908. 1 The Regulations for the Measurement of Seagoing Ships have been modified since 1895 by the following ordinances and enactments: Federal enactment publications of the chancellor of May 22, 1899, in the Imperial Legal Gazette, page 310. May 7, 1906, in the "Zentralblatt Fuer das Deutsche Reich," page 564. April 12, 1908, in the "Zentralblatt Fuer das Deutsche Reich," page 156. April 12, 1908, in the Imperial Legal Gazette, page 149, and ordinances of the secre- tary of state of the department of the interior of March 26, 1901, III, 1247; June 10, 1905, IIIA, 2351; December 18, 1907, IIIA, 7287. 1 Translated by Second Lieut. Edward B. Dennis, Coast Artillery Corps. 61861°— 13 21 313 TABLE OF CONTENTS. I. The ship measurement, ordinance of Mar. 1, 1895: Notice regarding the interpretation of the ordinance for the measurement of seagoing ships of Mar. , 1, 1895 Page 316 Article. General considerations 1-3 II. Complete procedure for the method of measurement: Tonnage deck 4 Measurement of space under the tonnage deck 5 Measurement lengths, and division of same '. 6 Measurement of the depth and width of cross sections 7 Calculation of the surface contents of the cross sections 7 Calculation of the cubic contents of the space under the tonnage deck 8 Measurement of the space between decks 10-11 Establishment of the space occupied by the superstructure 12 Designation of the spaces which are included in the gross tonnage 13A Designations of the spaces which are exempted from the calculation of the gross tonnage 13B III. Deductions from gross tonnage: Spaces for the use of the crew and for navigating and working the ship 14A Deductions for engine rooms, etc 14B Measurements of engine and boiler rooms 15 Use of space deducted from gross tonnage for other purposes than mentioned in article 14 16 IV. Abbreviated measuring procedure 18-19 V. Measurement of vessels without decks 20 VI. Measurement authorities and preparation of certificates: Measurement boards 21 Bureau of registry 22-24 Authorities who have the power to issue measurement certificates 24 Identification procedures 25 Issue of measurement certificates 26-28 Recording of issued measurement certificates 29 VII. Requirements made of the builder, owner, and captain regarding measurement: Notification of ship for measurement 30-33-34 Delivery of drawings 31 Assistance of the owner and master during measurement ' 32 Control of measurements 35 Revocation of certificates .• 35A VIII. Measurement charges 36 IX. Concluding instructions 37-39 Notes Pages 324-327 315 I. Ship measurement ordinance. Announcement concerning the interpretation of the ship meas- urement ordinance of March 1, 1895. As Article IV of the regulations of March 1, 1895, amends the ship measurement ordinance of June 20, 1888, the ship measurement ordinance with these revisions is published in the fol- lowing submitted text. VON BOETTICHER, Acting Imperial Chancellor. Berlin, March 1, 1895. GENERAL, CONSIDERATIONS. Article 1. The following regulations are applicable to all ships, vessels, and boats which, in the meaning of the promulgation of November 10, 1899 (" Zentralblatt" of the German Empire, p. 380), concerning the execution of article 25 of the marine law of June 22, 1899, are intended exclusively or mainly for sea voyages. It is left to the discretion of the government of a State to determine whether and to what extent vessels of less than 50 cubic meters gross tonnage, which are not provided with perma- nent crew quarters, may be excluded from measurements. Art. 2. To ascertain the capacity of a ship its tonnage is established by measurements. The measurements, subject to the limitations hereafter specified, include the spaces located under the uppermost deck of the ship and the permanent superstructures on or above the uppermost deck. The result of these measurements expressed in cubic measure is called the gross tonnage, and after deduction of the spaces more accurately defined in article 14, the net tonnage of the ship. Art. 3. The measurements are determined by the complete method of procedure as pre- scribed in articles 4 to 16. In exceptional cases, however, the abbreviated method of articles 18 and 19 may be applied when the ship is entirely or partly loaded or when various other circumstances prevent its measurement by the complete method. II. Complete method of measurement. Art. 4. (See Appendix 7 to this report, "Technical Directions," Art. I.) That deck,, which is the upper in ships having less than three decks, and which is the second from below in ships having three or more decks, is called the tonnage deck. The hold under the tonnage deck is to be measured as a separate entity. The spaces situated over the tonnage deck, which may be created by decks or by super- structures erected on or above the upper deck, are individually measured. Art. 5, The measuring of the cubic contents of the ship below the tonnage deck is made by spacing lengths, dividing each one of these lengths proportionately into a different number of cross sections, and by a calculation according to the rules given in articles 6, 7, and S. Art. 6. The lengths are measured on the tonnage deck in straight lines, from the middle surface of the inner planking (middle thickness) next the stem to the inner surface of the central stern stay, or to the sheeting (middle thickness) situated amidships at the stern. From these lengths a deduction is made, consisting in the drop of the bow, of the thick- ness of the deck; in the drop of the stern stays, of the thickness of the deck; and in the drop of the stern stays, of a third of the deck curvature. 316 MEASUREMENT OF VESSELS FOE PANAMA CANAL. 317 A length determined in this manner is divided into a number of equal parts: (1) A length up to 15 meters into 4 equal parts. (2) A length up to 37 meters into 6 equal parts. (3) A length up to 55 meters into 8 equal parts. (4) A length up to 69 meters into 10 equal parts. (5) A length over 69 meters into 12 equal parts. Art. 7. At each of these dividing points a cross section of the space situated below the tonnage deck is measured in the following manner: The depth of each cross section is taken as the normal distance between two points which he in a longitudinal plane, one of which lies in the under surface of the tonnage deck or its con- tinuation, the other in the upper surface of the bottom covering or its continuation next to the keelson, deducting a third of the deck curvature, in this cross section and the middle thick- ness of the attached or permanently located covering. In ships with a double bottom for water ballast, in which, according to the above-estab- lished rules of the Bureau of Registry, the room situated between the inner and outer bottom not being used for the storage of freight, stores, or fuel, the height of each cross section is meas- ured from the under surface of the tonnage deck or its continuation to the upper side of the upper plates of the double bottom, deducting a third of the deck curvature (round of the deck) of the tonnage deck and the middle thickness of the covering located on the double bottom. If the depth of the cross section located at the central dividing point amounts to not more than 5 meters, then the depth of each cross section will be divided into four equal parts. Through each of the three middle dividing points, as well as through the top and bottom terminal points of the depth, the distance is measured so that the internal width of each cross section is perpendicular to the longitudinal dividing plane, each measurement being taken to the inner continuation of that part of the inner planking which lies between the two measuring points. For the purpose of calculating the surface contents of the cross sections, the widths of each cross section as measured are so numbered that the upper width is designated by 1 and the following widths by 2, 3, 4, and the lowest width by 5. The resulting sum, which is obtained when the second and fourth widths are multiplied by 4 and the third width by 2, and the prod- ucts are added to the first and fifth widths is separately multiplied by a third of the whole height of the widths. The product represents the surface contents of the cross section. If the depth of the cross section through the central dividing point amounts to more than 5 meters, then the depth of each cross section is divided into 6 parts instead of 4, so that instead of five widths seven widths are measured. The measuring and calculating are done in the same manner; that is, the second, fourth, and sixth widths are multiplied by 4, the third and fifth by 2, and to the sum of these products are added the first and seventh widths. This total is multiplied separately by a third of the whole height of the width and the result represents the surface contents of the cross section. Art. 8. From the surface contents of all the individual cross sections determined according to. the rule of article 7, the cubic contents of the space situated below the tonnage deck are calcu- lated in the following manner : The cross sections are numbered consecutively 1, 2, 3, etc., in such a way that the cross section denoted by 1 is plotted through the starting point of the bow length and the one denoted by the last number through the terminal point of the stern length. The figure resulting, when each even numbered cross section is multiplied by 4 and each odd numbered cross section with the exception of the first and last by 2, and to the sum of these products are added the first and last cross section, so far as these are shown to have a surface contents, is separately multiplied by a third of the common height of the cross section. The product gives the cubic contents of the space situated below the tonnage deck. Art. 9. (Rescinded.) 318 MEASUREMENT OF VESSELS FOB PANAMA CANAL. Art. 10. (See Appendix 7 to this report, " Technical directions," Art. I.) If the ship has a third deck, one above the tonnage deck, the cubic contents of the space between the third and the tonnage deck (between decks) is estimated in the following manner: The inner length of the space is measured from the inner surface of the covering next the stem to the inner surface of the stern covering. Tliis length is divided into the same number of equal parts as the length of the tonnage deck (art. 6). At each of these division points the^ normal distance of the lower surface of the third deck is first measured from the upper surface of the tonnage deck or its continuation, and the arithmetical mean of these measurements is the average height of that space. At each of these imaginary division points and also at the terminal points of the stem and stern lengths the internal widths are measured according to article 7 at half height. In the case of compartments whose side walls are intersected by the curve of the upper deck, instead of measuring the widths from the half height they are measured at a third of the height of the curvature. These widths are successively denoted in such a maimer by 1, 2, 3 that the width of the stem is No. 1 . All designated by equal numbers are multiplied by 4, and all widths designated by odd numbers, with the exception of the first and last, are multiplied by 2. The sum of these products and that of the first and last widths are multiplied separately by a third of the common distance of the widths from each other. The product gives the surface area of the middle horizontal cross section, and this multiplied by the height of the space as defined in the second article gives the contents of the measured space. Art. 11. If the ship has more than three decks, spaces between decks located over the tonnage deck are measured separately according to the rule in article 10. Art. 12. The cubic contents of the permanent and closed-in structures on or above the upper deck, which should be added to the gross tonnage of the ship, are computed in the following manner : The inner middle length is measured and divided into two equal parts. The three inner widths are measured at half the height of the space, one through each terminal point and one through the middle of the measured length. To the sum of both the end widths is added four tunes the middle width, and the total is separately multiplied by a third of the common dis- tance of the widths from each other. The product gives the surface area of the middle hori- zontal cross section, and this multiplied by the half heights of the space gives its cubic contents. Those points at which the middle length and the rear width of the superstructure are to be measured and whose rear wall is built through a round stern are measured according to the more exact rule of the Bureau of Registry. In spaces the side walls of which are rounded, the widths are not measured at the half height of the space but at a third of the rounded height from below. In case of rooms which are bounded by quadrilaterals, the inner middle length, width, and height are multiplied together. The product gives the cubic contents of the space. Art. 13. A. The following spaces are included in the gross tonnage: (a) The space occu- pied by all covered and inclosed superstructures permanently erected on or above the first deck which are inclosed by substantial bulkheads and coverings, suitable for the storage of freight or merchandise, or for quarters or other accommodation of the crew and passengers (see Appendix 7 to this report, "Technical directions," Art. II); (b) hatches in excess of one- half of 1 per cent of the gross tonnage. B. Exceptions to Aa are as follows, so far as the following designated spaces are located in that kind of a superstructure: (a) All covered and inclosed spaces winch are used exclusively for the operation of the auxiliary machinery, and also the pilot house for the protection of the men at the steering wheel, provided these spaces are not larger than necessary for the purpose specified; (b) each structure necessary on short voyages for the protection of deck passengers against storm and waves, if the measurement board is authorized to exempt it by the bureau of registry; (c) the kitchen (galley) and the place for the distilling apparatus, provided they are not larger than actually necessary for the preparing of meals, at the same time affording sufficient shelter to the machinist while distilling water for the passengers and the crew (see Appendix 7 MEASUREMENT OF VESSELS FOB PANAMA CANAL. 319 to this report, "Technical directions," Art. Ill) ; (d) toilets for the officers and crew of the ship, provided they do not exceed the proper number and size. On ships designed for the transportation of passengers a toilet for every 50 persons can be omitted from the calculation. The number of toilets excluded from measurement shall not exceed 12 in all. III. — Deduction from gross tonnage. Art. 14. In determining the net tonnage the following deductions are made from gross tonnage, but no spaces are deducted from the gross tonnage which were not first included in the gross tonnage: A. Spaces used for the ship's crew and for the navigation of the ship — that is: (1) All separated spaces above and below the upper deck which are used exclusively by the ship's crew, such as sleeping, bathing, wash and toilet rooms, so long as they are considered by the authorities as conforming to the regulations of July 2, 1905. (Imperial Law Bull., p. 563.) (2) Every room which is used exclusively by the captain of the ship. (3) AH rooms which are used for the following purposes: (a) For handling the steering wheel, gong signals, and anchor. (b) Spaces used for storage of charts, signal devices, and other navigation instruments and provisions. (4) Auxiliary engine and boiler rooms containing machinery to assist in operating the ship's main pump. (5) Spaces used for water ballast only, but not double bottoms, which are exempted under section 7, paragraph 3. (See Appendix 7 to this report, "Technical directions," Art. IV.) (6) In case of ships which are navigated by means of sails only, the space for storage of sails is deducted, but the deduction shall not exceed 2^ per cent of the gross tonnage. Each space named above shall, when a deduction is to be made, be large enough for the purpose for which it is intended. It must be appropriately constructed and fitted out and be marked in a conspicuous place to indicate the purpose for which it is used. The rule given in article 12 should be followed in the measurement. B. In ships which are navigated by steam or other artificial power, further deduction must be made from the gross tonnage for the space occupied by the propelling machinery. The amount of the deduction is ascertained in the following manner: {a) In side-wheel steamers, if the engine room, containing only the engine and boilers and such space as is necessary for efficient handling of the same, occupies more than 20 per cent and less than 30 per cent of the gross tonnage, 37 per cent shall be deducted from the gross tonnage. In screw-propeller steamers, if the engine-room space is more than 13 per cent and less than 20 per cent of the gross tonnage, 32 per cent shall be deducted from the gross tonnage. (b) If the size of the engine room is not within the proportions laid down in section (a), the deduction in case of side-wheel steamers may be made by adding 50 per cent and in propelling steamers 75 per cent to the engine room. In making the choice indicated in section (&), the following rules shall be observed: If the size of the engine room in side-wheel steamers does not exceed 20 per cent and in screw-propeller steamers 13 per cent of the gross tonnage, the measurement boards shall make the deduction according to the rules in section (6), provided they are not required by the bureau of registry to act according to the rule in section (a). If the size of the engine room of side-wheel steamers is 30 per cent or more and hi screw- propelling steamers 20 per cent or more of the gross tonnage, the owner is at liberty to choose either of the two rules in making the deduction. If he does not avail hinself of this privilege, then the measurement boards must proceed as described in the foregoing paragraph. Art. 15. The measuring of the spaces actually occupied by the engine and boilers and those which are necessary for efficient operation and proper service is to be carried out as follows: 1. The middle depth of the space is measured from the under surface of the deck over the engine to the upper surface of the flooring or its continuance next to the keelson or to the upper 320 MEASUREMENT OF VESSELS FOB PANAMA CANAL. surface of the inner double bottom. At half height of the space at least three widths are measured. The arithmetical mean is taken of the widths measured. Then the middle length of the space is measured between tire fore and aft, limiting bulkheads or other limiting objects. However, it is to be noted that such portions of the space as are not actually occupied by the engine and boilers, or are not necessary for the efficient running and proper service of the same, are not included in the measurement. The principal measurements of the engine room thus deter- mined are multiplied together. The product represents the cubic contents of the engine room under the deck lying immediately above. Next the cubic contents of the spaces above this deck, which are intended for lighting and ventilating the engine room, are measured in such a manner that the product for each is obtained from its middle length, breadth, and depth. The total contents of these spaces is then added to the contents of the engine room. 2. In case the engine and boilers are contained in separate bulkhead compartments, the cubic contents of each compartment will be obtained according to the foregoing rules. The sum of their cubic contents is taken as the cubic contents of the engine room. 3. In screw-propelling steamers the space occupied by the shaft is considered as part of the engine room. To determine the cubic contents of the tunnel the product of its average length, breadth, and thickness is taken. If the tunnel consists of more than one compartment each is separately measured. (See Appendix 7 to this report, "Technical directions," Art. V.) 4. The spaces situated above the upper deck, which are intended exclusively for the engines or for light or air, may be added to the engine and boiler rooms and to the gross tonnage of the ship, only if each space is of suitable size, is so constructed as to be safe and seaworthy and can not be used for any other purpose than for the machinery or for the admittance of light and air to the engine and boilers. (See Appendix 7 to this report, "Technical directions," Art. VI.) Art. 16. If the spaces of a ship in conformity to article 14 are deducted from the gross tonnage and later used for other purposes than described in article 14, they shall be added to the net tonnage. The measuring boards will decide whether or not in such case a new measure- ment is necessary. Art. 17. (Rescinded.) IV. — Abbreviated measurement method. Art. 18. The length is measured on the upper deck from the inner surface of the inner planking next to the stem, to the rear edge of the back stay, and in ships with a patent rudder to the center of the rudder. The greatest width of the ship is measured between the outer surfaces of the outer covering or between the main beams. The height of the upper deck is marked externally on both sides at the greatest width; and, by means of a chain drawn tight around the ship at right angles to and under the keel, the length of the line passing under the keel which connects one of the designated points with the opposite point is measured. To half of this external circumference is added half of the greatest width. The resulting sum is multiplied by itself, and by the length of the ship ascertained according to paragraph 1 ; and the product is once more multiplied by 0.18, if the ship is principally constructed of iron, and by 0.17, if chiefly built of wood. The result represents the contents of the ship's space, which is located under the upper deck, in cubic meters. Art. 19. The measuring of covered and inclosed spaces in the permanent ship structure on or above the upper deck follows the rule of article 12, and the deductions from the gross tonnage are made according to the rules laid down in articles 14 and 15. V. — Measuring of vessels without decks. Art. 20. In calculating the gross tonnage of vessels without decks, a horizontal surface passing through the upper edge of the permanent strake is regarded as the lower surface of the tonnage deck. The depths are measured from the crosslines, which are drawn from upper edge to upper edge of the highest strakes through the dividing points of the length. The rules of Sections II and III are applied in all other instances. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 321 VI. — Measuring authorities and the preparation of measurement certificates. Art. 21. The measuring is conducted by measurement boards appointed by the State governments. A marine engineer must be appointed as one of the members of each board. Art. 22. The supervision over the measuring of ships, including the revision of the meas- urements, is performed by the Bureau of Registry, which has its headquarters at Berlin. The bureau is subordinate to the imperial chancellor. Art. 23. The Bureau of Registry is authorized to provide the measurement boards with technical instructions for the administration of the measurement ordinance, to inspect the drawings and calculations of the boards, to discover any defects, to determine the manner in which the measurements shall be made in the case of ships to which, because of their construc- tion, some of the present rules of the ordinance are not applicable, and to instruct the boards in the taking of new measurements according to articles 16 and 35. The members of the bureau are permitted to be present at the taking of the measurements. All measurement forms with technical notations must be forwarded by the measurement boards to the Bureau of Registry. Art. 24. The preparation of the measurement certificates is executed solely by the meas- urement boards from then- own measurements in case of the following vessels : (a) Those German ships which are not registered according to the law regarding the national- ity of merchantmen enacted June 22, 1899. (Imperial Legal Bull., p. 319. )' (b) Those foreign ships which were remeasured after the .determination of the net tonnage. (c) Those ships measured according to the abbreviated method. When an objection arises egarding the measurement certificate, the Bureau of Registry is authorized to order the issue of a new one. The measurements and calculations taken by the measurement boards for the following ships measured according to the complete rules, are checked up by the Bureau of Registry: (a) Vessels which are registered according to the law of the nationality of merchantmen, enacted June 22, 1899. (Imperial Legal Bull., p. 319.) (b) Vessels registered under foreign flags, in so far as their measurement does not require a remeasuring. (Sec. lb.) The execution of the certificate for these ships is accomplished through boards appointed by the State governments, according to the regulations of the Bureau of Registry. These officials are required to report the certificates which they issue to German ships to the respective measurement boards, and also the tests and adjustments made to verify the instruments used by them in taking the measurements. At the request of any of the German States, the Imperial Chancellor may transfer to the Bureau of Registry the duty of the State under sections 4 and 5 as to the measurement of vessels. Art. 25. In order to establish the identity of the ship, the measurement boards will take the following principal measurements before issuing the certificate: 1. In case of ships with decks: (a) The length from the rear surface of the stem to the rear surface of the stern stay, in case of ships equipped with patent rudders to the center of the rudder, measuring along the upper permanent deck. (6) The greatest width of the ship between the external surfaces of the outer sheathing, or between those of the main beams. (c) The depth between the lower surface of the highest permanent deck and the upper surface of the flooring near the keelson, or the upper surface of the inner iron bottom (if there is a double bottom) at the middle of the length found in la. (d) On steamers, the greatest length of the engine room, including the compartments for the storage of fuel, extending from side to side and between the bulkheads. If the measurements have been found by the abbreviated method, the external circum- ference determined according to article 18 is substituted for the depth described under lc. 1 Note 4, p. 327. 322 MEASUREMENT OF VESSELS EOR PANAMA CANAL. 2. In case of vessels without decks: (a) The length from the rear surface of the stem to the rear surface of the stern stay, at the height of the upper edge of the uppermost strake. (b) The width between the external surface of the sheathing at the middle point of the length found in A2. (c) The depth from the point given in the second paragraph of article 20 to the upper surface of the flooring in the middle of the length found in 2a. Art. 26. Before beginning each set of measurements the measurement boards must determine whether or not the ship in its present condition has already been measured by a German measurement board, according to the complete method described in articles 4 to 17. If such is the case, the application for measurement is refused. Before issuing the certificate the board must satisfy itself — 1. In case the measuring of the ship has become necessary through reconstruction, that the structure is finished and that all superstructures on the upper deck and all internal arrange- ments are completed. 2. In case the ship is provided with an old German certificate, that it be returned (article 29) or its loss be credibly established. Art. 27. A certificate is issued for each measurement. On this certificate, next to the figures indicating in cubic meters the gross and net tonnage, is shown the corresponding number of British registered tons. For the conversion of cubic meters into British registered tons, one cubic meter is taken as the equivalent of 0.353 British registered tons. If the measuring was performed by the abbreviated method, the reason for not using the complete method must be stated in the certificate. When the reason for using the abbreviated method no longer exists, a new measurement according to the complete method must be made as soon as the ship arrives at a German port, Art. 28. In case the measuring takes place because of structural changes, and a certificate is subsequently issued, the dimensions of those parts which were not changed by the recon- struction are transferred to the new certificate without being remeasured. This likewise apphes in article 27, paragraph 3, in case of the new measurements of any spaces which are already measured according to article 19. Art. 29. The boards intrusted with the preparation of certificates (art. 24) must keep a record, in which a copy of each completed certificate is entered according to the date of issue. They must preserve all the data and calculations, and all returned certificates. (Art. 26, No. 2.) VII. — Duties of the builder, owner, and master of a ship relative to measurement. Art. 30. The space under the tonnage deck of a ship in the course of construction is measured as soon as the deck is laid. The builders are required to send a written notice of this occurrence to the proper board within a reasonable time. Art. 31. In case of ships which are built for German registry, including those ordered in foreign countries, two copies of each of the following designated drawings, which must corre- spond to the condition of the ship at the time the drawing was made, must be submitted to the board by the owner at least four weeks before the measurement : 1 . A drawing of the cross section on which is shown the construction of the double bottom, if there is one, and the strength of the material. 2. A view of the longitudinal section, on which are shown the dimensions of the double bottom (if there be one), the position of the watertight bulkheads, the compartments for water ballast, the superstructure, hatchways, and other arrangements. 3. Deck plans, on which arc shown the arrangement and use of the different compartments. 4. Drawings showing the arrangement of the engine, boiler, and fuel compartments. The drawings must contain the prescribed specifications in such degree of finish as in the opinion of the Bureau of Registry is required for the revision of the measurements, and they must be made to the scale generally used for marine drawings. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 323 If changes are later made, the revised plans must be delivered as soon as possible. Art. 32. During the measurement operations the owner and the master of a ship, either personally or through their representatives, are required to give any aid or information to the board which is necessary in order to take the measurements. Likewise they must comply with any contingent request to clear the ship for the purpose of measuring which the board may make of them. The cargo or ballast can not be loaded before the termination of the measuring without the consent of the board. Art. 33. If changes in space occur by reason of a reconstruction which is not considered in the preparation of the certificate, then whoever causes the reconstruction is required to give a written notification of it to the proper board, or if the reconstruction is accomplished in a foreign land the master of the ship is required to give tnis notification to the board at the first domestic port at which he touches. The board decides whether or not new measurements are to be taken of the reconstruction. The owner or the master of the ship is required to give a similar notice as soon as the cause which has determined the measurement by the abbreviated method no longer exists. Art. 34. The duties mentioned in articles 32 and 33 apply also to all changes in the use of those compartments which have been deducted from the gross tonnage under article 14. Art. 35. In order to retain control of the measuring operation, the measurement boards are authorized to measure a ship without being requested. In such case the rules of article 32 respecting the duties of the owner and of the master are also applicable. Charges for such a measurement are made only when it is found that notice regarding changes in the vessel's construction or in the use of the compartments, deducted according to article 14, has not been given. Art. 35a. If it is shown that the specifications of the certificate no longer apply to the conditions in articles 33, 34, and 35, the certificate must be surrendered to the measurement board. If the owner or master neglects to do this, the certificate is revoked on recommendation of the board. VIII. — Measurement fees. Art. 36. The fees for measurement and for the execution of the certificate, including the cost of the stamp, amount to — 1. If the measuring was carried out according to the complete method, 5 pfennigs for each original cubic meter of the gross tonnage, but at least 2 marks. 2. If the measurements were taken according to the abbreviated method or were taken for vessels without decks, one-half the amount required under No. 1. 3. If the measurements relate to individual spaces only, 5 pfennigs for each original cubic meter of the measured space, but at least 2 marks. 4. If the builders, owner, or master of the ship fail to perform the duties required of them by articles 30 to 34 or do not give notice at the proper time, doublo the fee fixed under No. 1. If through neglect the owner fails to give notice of the alterations mentioned in articles 33 and 34, a measuring subsequently requested by him is noted as being too late to perform. 5. If under the conditions mentioned in article 35, paragraph 2, no request for a subsequent measurement has been made, ten times the amount which is required in paragraph l. 1 1 For the repeated issue of the certificate according to formula A without previous measurements the fee for vessels up to 200 cubic meters gross tonnage amounts to 4 marks, and for larger vessels 5 marks. When according to formulas B and C, 1 mark. Decision of July 19, 1890, and of Sept 21, 1900. "Zentralblatt" for the German Empire, pp. 281 to 523. 324 MEASUREMENT OF VESSELS FOK PANAMA CANAL. IX. — Concluding instructions. Art. 37. The necessary regulations for the enforcement of these ordinances are published by the Imperial Chancellor with the advice of the marine and commercial committees of the Imperial Council. Art. 38. The alterations of the ordinance of June 20, 1888 (Imperial Legal Bull., p. 190), contained in tbis enactment take effect on July 1, 1895. However, the measuring can be done according to the revised ordinances after April 1, 1S95. Art. 39. The certificates issued before January 1, 1889, become void on January 1, 1900. Those issued from January 1, 1889, to July 1, 1895, still retain then* validity. The certificates issued from July 1, 1895, to January 1, 1900, conforming with article 17, paragraph 1, of the ordinance of June 20, 1888, regarding the custom in foreign ports of deduct- ing the cubic contents of the engine and fuel compartments according to British rules are held to be valid in German ports. Notes. 1. The maritime statutes of June 22, 1899, and of May 29, 1901, concerning the nationality of merchant vessels, apply to : (1) Ships (merchantmen) which make ocean trips for commercial purposes, including pilot boats, deep-sea fishermen, salvage boats, and tugs. (Art. 1, statute of June 22, 1899.) (2) Seagoing pleasure yachts, vessels (training ships) used exclusively for the training of seamen; also to such native-built boats as are constructed for foreign States or their citizens. If, however, such boats make use of the right to carry the imperial flag, they must conform to the authorized rules for merchantmen. By imperial enactment given with the consent of the Imperial Diet the statute of June 22, 1899, may extend to other vessels not commercially engaged in ocean voyages. It also applies to lake boats which trade exclusively in foreign waters. (Arts. 26 and 26a of the statute of May 29, 1901.) 2. A "sea voyage" in the sense of article 1 of the statute of June 22, 1899, is considered to be a voyage in the following established districts: (The determination of the boundaries for the protective district of all voyages is left to the chancellor or to officers authorized by him. Seventeen districts are at present defined.) 3. Regulation of July 2, 1905, concerning the sleeping, wash, bath, and toilet rooms for the crews on merchant ships. According to article 56, paragraph 2, of the Marine Ordinance of June 2, 1902 (Imperial Legal Bull., p. 175), the imperial council has enacted the following rules concerning the size and arrangement of the sleeping rooms and the arrangement of the wash, bath, and toilet rooms for the crew. SIZE AND ARRANGEMENT OF THE SLEEPING ROOM FOR THE CREW. Art. 1. For merchant ships of more than 400 cubic meters gross tonnage, with the exclu- sion of deep-sea fishing vessels, the following rides govern : 1. The size of the sleeping rooms must be so apportioned that for each person accommodated therein there will be an ah space of at least 3.5 cubic meters. In the rooms which lie on the upper deck or have good ventilation an ah space of at least 3 cubic meters is required for each sador. By "ah space" is meant the cubic contents after the deduction of the structural parts of the ship which are contained in the sleeping room. There must be at least 1.5 square meters floor space in each sleeping room for every person quartered therein. This floor space can be decreased to 1.25 square meters if a special eating MEASUREMENT OF VESSELS FOE PANAMA CANAL. 325 place is furnished for the occupants of these rooms. In figuring the surface it is only necessary to measure to the inner edge of the frame. In sleeping rooms sloping outward at the top the estimate is based on the middle horizontal section of the room. 2. The average clear height of the cabin must be at least 2 meters, and in ships of not more than 2,000 cubic meters gross tonnage at least 1.8 meters. 3. The cabin must be effectively protected against dampness, foul odors, the heat of neigh- boring rooms, and other offensive agents. 4. Entrances leadiug to the freight hold must not lead through the sleeping rooms. Pro- vision rooms, with the exception of the cable hole, must not be entered through the sleeping rooms during tbe night except in case of necessity. 5. A sufficient amount of daylight must enter each sleeping room. In cloudy weather and at night it must be sufficiently illuminated by artificial means. 6. The middle of the sleeping rooms must be completely free of shafts, tunnels, ventilating pipes and other conduits. 7. The floor of the sleeping rooms must be finished in wood or be furnished with a thick covering which can be easily cleansed, and which is a nonconductor of heat. The walls and decks of the sleeping rooms must be coated with a bright oil paint; iron ceilings must be covered with a protective coating for the prevention of condensation. 8. One bunk for his individual use is allowed each sailor. Double bunks without partition walls are not permitted. The length of a bunk can not be less than 1.83 meters, the width not less than 0.6 meters. The distance between the floor and the lower bunk must be at ieast 25 centimeters. It can be reduced to 15 centimeters when three bunks lie over each other, are made of iron, and can easily be removed. The distance between each two bunks located above each other and the distance between the bottom of the upper bunk and the ceding of the sleeping room must amount to at least 75 centimeters. More than three bunks located over each other are not permitted. The bedding must frequently be thoroughly aired and cleaned, and disinfected when necessary. 9. Besides the natural ventdation through the windows and doors, devices must be pro- vided in each sleeping room, by winch a sufficient renewal and circulation of the air is made possible. If fans are provided their lower end may not be so placed that a cold current. of air shall strike directly upon the berths. 10. In cold weather care must be taken to heat the sleeping rooms sufficiently. Iron stoves should be surrounded with iron castings which must be at least 5 centimeters from the stove, and provided at the base with several large openings. The stoves may not be furnished with movable lids or the chimneys nor the stovepipes be equipped with dampers. 11. The furnishings of the quarters with tables, benches, cupboards and simflar furniture must correspond to reasonable requirements. Each cabin must be provided with tables and have sufficient seating capacity for at least half the persons quartered there, unless there is existing, and accessible to the sleeping rooms, a special eating room or other place which can be occupied at meal times. At least one cuspidor must be placed in each cabin and be dady cleaned. 12. Over the door of each stateroom must plainly appear the permissible number of occupants. 13. The staterooms must be kept clean. Art. 2. On merchant ships if not more than 400 cubic meters gross tonnage, and likewise on all deep sea-fishing vessels, the quarters for the crew, as required in article 55, paragraph 1, of the marine ordinance (see the conclusion of No. 3) should be as well taken care of as possible. 326 MEASUREMmX OF VESSELS EQE PANAMA CANAL. ARRANGEMENT OF THE WASH AND BATH ROOMS FOR THE CREW. Art. 3. On all merchant ships every facility must be furnished the crew for washing clothes and for personal cleanliness. Art. 4. On all steamships, on which the crew numbers more than 20, there must be at least one bright, clean wash room, furnished with bathing facilities at least sufficient for every second man of one watch, provided there are no special accommodations for individual members of the crew. The wash rooms must have heating facilities. However, this rule can be waived on freight boats which are not furnished with steam heat. The washing facilities can be situated in the toilet rooms, provided arrangements for the preservation of property and for the cleansing of the bowls are made. Art. 5. There must be a special wash room for the engine-room force if tbey number over 10 persons, and must be so located that it can be reacbed on the way from the stokehold and coal bins before the quarters are entered. These wash rooms must be so large that at least one- sixth of the engine-room force can wash there at one time. They must be furnished with suffi- cient plumbing and shower baths (one for every four persons who wash at the same time) and with a sufficient number of washbasins. Furthermore, an arrangement for the drawing of warm water must be provided in these wash rooms. Art. 6. On all steamers which have warm shower baths for passengers, such comforts also must be provided for the crew; at the same time precaution must be taken to prevent the bather from being scalded. Art. 7. On steamers bound on a more or less extended voyage fresh water for bathing must be provided for the use of the crew at least twice each week. Deep sea-fishing vessels bound on voyages in northern European waters are exempted from this rule. Art. 8. The wash and bath rooms must be cleaned daily. ARRANGEMENT OF TOILET ROOMS FOR THE CREW. Art. 9. On merchant ships, with the exception of sailing ships, of not more than 400 cubic meters gross tonnage, the toilet conveniences must be located in separate rooms; the urinals may be placed in the toilet rooms. On ocean lighters a well-built toilet closet will suffice. If the number of deck hands exceeds 10, a special toilet room is provided. Art. 10. The toilet rooms must be at such an elevation that the seats are above water. They must be separated from the adjoining sleeping rooms by one or more rooms or at least by an odor-proof bulkhead without doors. They must be provided with an effective ventilating system and with sufficient light. Ceil- ings and walls must be painted with a coat of bright oil paint. The floor must be so constructed that it is impervious to air and water. Art. 11. The toilet must be furnished with such a number of 50 centimeter wide seats that for a crew of not more than 100 there will be at least 1 seat for every 25, and for a crew of from 1 to 200 an additional seat for each 33 men. And for a crew of more than 200 at least 1 seat for every 50 additional men. The seats can be dispensed with in the case of non-European crews who are not accustomed to their use. Art. 12. On sailing ships of not more than 400 cubic meters gross tonnage, there must be one removable seat. Art. 13. The toilets and urinals must be cleaned daily. GENERAL REGULATIONS. Art. 14. The rules contained in articles numbered 1, 2, 4, 5, sentence 1, and those regarding the use of bunks and the measure of the dimensions according to the calculation of article 1, No. 8, and the rules contained in articles 4 to 6, article 9, paragraph 2, article 10, paragraph 1, MEASUREMENT OF VESSELS FOR PANAMA CANAL. 327 and article 11, paragraph 1, hold good only for ships which were commissioned after October 1, 1905. Art. 15. The owner is responsible for the prescribed construction of the rooms and arrange- ments provided for in these stipulations, and the master for their prescribed management and use. Art. 16. The plans, arrangement, and repair of the sleeping, wash, and bath rooms and of the toilets for the crew are subject, while in German ports, to regular inspection by the boards appointed by the State government. Art. 17. The Imperial Chancellor is empowered, acting in concert with the State govern- ment, to permit exceptions to the foregoing rides. Art. IS. These rules take effect on January 1, 1906. Article 55, section 1, of the seamen's ordinance of June 2, 1902, reads as follows: From the time their service starts until they are discharged, the crew can claim one well-kept and ventilated sleeping room intended for them and their use only, provided the termination of their term of service does not delay the journey. The room corresponds to the size of the crew and of the boat. Ships of not more than 50 cubic meters gross tonnage, though not registered and without a certificate, still have the right to fly the imperial flag. (Art. 16 of the statute, concerning the nationality of merchant ships of June 22, 1899.) A ship's register must be kept by the delegated authorities for the merchant ships author- ized to carry the flag of the Empire, whether they are at sea or in port. The ship's registers are kept by the district courts. By order of the judicial administration of the State, the ship's registers for several judicial districts may be kept by one district court. (Art. 4 of the statute, concerning the nationality of merchant ships of June 22, 1899.) APPENDIX VI. SHIP MEASUREMENT INSTRUCTIONS ISSUED BY THE GERMAN GOVERNMENT MARCH 26, 1895. 61861°— 13 22 329 APPENDIX VI. SHIP MEASUREMENT INSTRUCTIONS ISSUED BY THE GERMAN GOVERNMENT MARCH 26, 1895. 1 TABLE OF CONTENTS. Article. I. Measurement instruments 1 Testing and stamping of instruments 2 Standard measures 3 Authorized deviations in measurement instruments 4 Periodical test of measurement instruments 4-5 Method of conducting tests 5 II. General regulations: Method of rounding off measurements 6 Entering of measurements in measurement forms 7 Taking measurements in case of obstacles 8 Inner planking or sheathing 9 Mean dimensions of limited spaces bounded by straight surfaces 10 Decks, breaks in the same 11 Deductions from tonnage deck 12 Superstructures for shelter of deck passengers 13 Spaces used for navigation of the ship 14 Vessels without decks 15 Machinery spaces t - 16 III. Obtaining the measurements: Measuring the length of the tonnage deck 17 Determining the position of the cross section below the tonnage deck (including procedure in case of interruptions in the double bottom) 18 Measuring the depths of cross sections below the tonnage deck 19 Determining beam curvature below the tonnage deck 20 Measuring the widths of cross sections below the tonnage deck 21 Measuring between deck spaces above the tonnage deck 22 Measuring superstructures, and of spaces to be deducted from gross tonnage 23 Abbreviated method 24 Measuring the standard dimensions 25 IV. Calculating the tonnage: Making up the measurement forms 26 Carrying out of calculations in the measurement forms 27 Control curves and measurement scales for the same 28 Construction of the half cross section curves : 28 Construction of the area curve for the entire cross section 28 Rounding off final entries in the measurement certificate 29 V. Concluding regulations: Procedure in individual cases where the provisions of the instructions are not applicable 30 Submitting the drawings of the measurement forms and filing of the same 31 Execution of measurement certificates and filing of the same 32 Certificate formulas (A, B, and C) 32 Listing of certificates 33 Forms of the measurement certificates (A, B, and C) Page 343 VI. Plates Page 346 i Translated from the German by First Lieut. H. O. Olson, Eighteenth Infantry, United States Army. 331 I, — The measuring instruments. Article 1 . The following instruments are used for purposes of measurement : (1) Two 3-meter rods, with solid brass shoes at each end. Also three steel implements, which can be screwed to the ends of the rods, namely: (a) A steel implement for the fastening of the ring of a plumb line or the ring of a tapeline. (6) A steel implement for the clasping of a plumb line or a tapeline. (c) A steel implement with two short points, for the setting up of the meter rod in measuring breadths. (2) Two 2-meter rods, like those described under No. 1 ; of these, one should have a beveled brass shoe at one end. (3) One 2-meter rod, each end provided with a solid brass shoe, and one end with a firm thinner rod that telescopes. The apparatus has, when the sliding rod is entirely extended, a length of 3.8 meters. (4) One 1-meter rod, like the one described under No. 3, with the telescope rod attachment (up to 1.9 meters length). (5) One 1-meter rod, folding hinged, and in the middle as well as at each end fitted with brass mountings. (6) A tapeline, 15 to 20 millimeters wide, and 20 meters long, fitted to roll up around a cylinder,- and at one end provided with a brass ring, the beginning point of the linear measure- ment division lying at the outer edge of the ring. If, in case of the larger ships, a length of 20 meters will not suffice, a tapeline of 25 or even 30 meters in length is employed. In case of the smaller ships a tapeline of 15 meters may be used. (7) A gunters chain of galvanized iron, provided with a tag at every 10-meter interval, and a thin line 3 meters long at each end. This chain is 30 meters long. (8) A steel square, on the outer edge of each leg of which is constructed a linear measurement of 20-centimeter divisions, so arranged that the beginning point of each lies at the outer point of the right angle of the square. (9) A line of from 15 to 20 millimeters circumference and 50 meters long, provided with means for rolling up. (10) Two lines of from 8 to 10 mniimeters circumference and 25 meters long, each pro- vided with a plummet bob and a contrivance for rolling up. On each line at about 0.2 meter from the plummet bob a brass ring is fastened. (11) An attachment by which, in case of need, the two rods described under sections 1 to 4 can be joined together. (12) A brass roller, in addition to an iron weight of 2.5 kilograms, with hooks, for testing the tape described under No. 6. (13) A steel meterstick with calculations for the testing of the linear measurements. Art. 2. The measuring instruments described in article 1, under Nos. 1 to 8 and 13, are to be tested by the imperial standard gauge commission and the date of the test stamped on the instruments. Art. 3. Each measurement board (art. 21 of the ship measurement ordinance), as well as each official intrusted with the preparation of measurement certificates (art. 24, par. 4, of the ship measurement ordinance), must be provided with at least one set of the instruments de- scribed in article 1 . The approved measuring instruments of the last-mentioned officials shall be accepted as standard. 332 MEASUREMENT OF VESSELS FOK PANAMA CANAL. 333 Art. 4. The officials mentioned in article 24, paragraph 4 of the ship measurement ordi- nance have, as one of their duties, according to paragraph 5 of the same article, the official testing and correcting of all the measuring instruments used by the measurement boards, at least once a year, according to test specimens. In the instruments mentioned in article 1, under 1 to 7, no greater deviation from accuracy when in use should be allowed than the following: In No. 1, the greatest permissible deviation for the entire length 3 millimeters. In No. 2, the greatest permissible deviation for the entire length 2 millimeters. In No. 3, the greatest permissible deviation for the entire length, rod not extended 2 millimeters. Extension rod 2 millimeters. In No. 4, the greatest permissible deviation for the entire length, rod not extended 1.5 millimeters. Extension rod 1.5 millimeters. In No. 5, the greatest permissible deviation for the entire length 1.5 millimeters. In No. 6, the greatest permissible deviation for each meter in the division 5 millimeters. In No. 7, the greatest permissible deviation for the entire length 10 centimeters. When the aforementioned measuring instruments come to have a greater deviation than that authorized, their use shall be immediately discontinued and before again being used they shall be restamped (art. 2). Art. 5. At regular intervals, at least once every quarter, the measurement boards will test the meter rods (art. 1, Nos. 1 to 5) by means of the steel meter measure with the valuations (art. 1, No. 13), and the tapeline and chain (art. 1, Nos. 6 and 7) by means of the meter rod. The testing of the 3-meter rod by means of the steel stand ardmeter measures hall be as fol- lows: One places first one, then the other end, of the 3-meter rod against the scale of the meter measure, then reads off from the meter measure the variation in millimeters of the nearest or next meter mark from the end of the meter measure, and then compares the length of the middle meter interval (of the 3-meter rod) likewise with the length of the meter measure, this being so done that one places the 3-meter rod along that side of the meter measure on which there is no scale but opposite to or corresponding with the face of the meter measure across which the lines of the scale are drawn. The sum of the errors of the 3-meter intervals gives the total error of the meter stick. The test of the 2-meter and 1-meter sticks follows under the proper application of the foregoing rules. The testing of the tapeline is performed as follows: With a screw clamp, one end of the tape is fastened to a rigid object and then a suitable distance is unwound and fastened to another clamp connected with the brass roll and weight piece (art. 1, No. 12); when the tape is suffi- ciently tight, the steel meter measure is applied and it is determined whether the meter lengths of the tape do or do not exceed the permissible deviation (art. 4, sec. 2, and art. 1, No. 13). The testing of the chain is performed by stretching it along an even level surface and measuring it by the tested meter rod, as given under section 2 of this article. All measuring instruments found by this test to be inaccurate will be disposed of as directed in article 4, paragraph 3. II. — General regulations. Art. 6. The measurements to be determined are rounded off to centimeters in such a way that the fraction of one-half or more is reckoned as a whole centimeter, but a fraction smaller than one-half is disregarded. Art. -7. The measurements are, after they are accepted, entered in the measurement forms in such a way that fractional meters are entered after the number of whole meters as decimals (i. e., 10.75 m., 0.6 m.). Art. 8. If a length, breadth, height, or depth of the spaces described in the ship meas- urement ordinance strikes projecting plank works, knee timbers, or similar projecting parts, that measure is taken wliich would result if at the point in question the projecting part of the interior planking or deck surface did not exist, and such interior planking or deck surface were of the same thickness as that which prevails between the points to be measured on the interior planking or deck. 334 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Art. 9. By interior planking is meant only such coating as is fixed firmly or enduringly in the framework of the ship or to the ship's double bottom, but is not such as is designed for the protection of the separately constructed parts of the ship or for the temporary protection of the cargo. A durable, fixed lathing is to be considered as interior planking only in case the distance between the single laths is not more than 0.3 meters. In every case, therefore, before taking the measurement, it must be determined how far the interior planking conforms to the foregoing demands. (See fig. 9.) 1 If after such investigation no such interior planking is found to exist, the measure must be taken to the interior surface of the beams or their vanishing lines, respectively, to the upper surface of the double bottom; if no beams are present, then the measure must extend up to the inner surface of the exterior planking or its vanishing line. Art. 10. As the mean length, breadth, height, or depth of a limited space bounded by straight surfaces, the arithmetical means of at least 3 consecutively obtained measurements is taken. Art. 11. In the meaning of article 4 of the ship measurement ordinance, only such are deemed decks as run continuously from aft forward and whose beams are rigidly attached to the framework of the ship's body and durably covered. Openings or bulkheads for engine and boiler rooms, as well as hatchways, are not regarded as interruptions in the deck. Breaks, even when the entire breadth of the ship is taken, are not considered if they do not equal half the length of the deck concerned. If the amount of the deeper lying part of the deck exceeds half the length of the deck, the part up to the base fine will be regarded as deck. (See figs. 1 and 2.) Art. 12. Uncovered breaks arising from breaks in the tonnage deck should be measured separately and their extent deducted from the ascertained material contents of the space under the tonnage deck. (See fig. 21.) Art. 13. If the ship has structures of the nature considered in article 13Bb of the ship measurement ordinance, such structures may, upon application of the ship owners or ship- builders to the bureau of registry, be excluded by the measurement boards from the gross tonnage, in which case a full explanation of all essential points bearing on the case, as well as a sketch of the structures, their mode of attachment, etc., will be submitted. Art. 14. Spaces intended to contain rudders, capstans, anchor-raising apparatus, etc., when on or above the upper deck, are not surveyed as a part of the gross tonnage (art. 13Ba, ship measurement ordinance), and thus are not deducted from the gross tonnage. If, on the other hand, such spaces are located below the upper deck, their contents will be deducted from the gross tonnage. (See art. 14A3a, ship measurement ordinance.) Rooms intended for the safekeeping of charts, signal apparatus, and navigation instru- ments, as well as boatswains' supplies, are, regardless of their location, always calculated as part of the gross tonnage, but are also deducted in every case. (Art. 14A3b, ship measurement ordinance.) Auxiliary engines and boilers located inside of the engine and boiler rooms, and connected with the main engine and serving as means of propulsion to the ship, are, from the nature of their location, considered part of the main engine and boiler rooms, numbered with them, and not separately deducted from the gross tonnage. If the auxiliary boiler is located in a closed structure on or above the deck (upper), the contents of these structures is not, according to article 13Bb of the ship measurement ordinance, measured as part of the gross tonnage, and consequently are likewise not deducted. In all other cases in which the requirements of article 14A4 of the ship measurement ordinance are fulfilled, all auxiliary-boiler room spaces included in gross tonnage are again deducted. Art. 15. In the meaning of article 20 of the ship measurement ordinance, open vessels are considered to be such craft as are only partly covered and the cargo rooms of which are not closed by hatches. 1 See figures at end of this appendix. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 335 Art. 16. In the meaning of the ship measurement ordinance, the engine room is meant to include not only the space for the engine itself, but also all spaces occupied by apparatus for the generation of propelling power (boilers, etc.). If the engine room is not inclosed by two bulkheads, then, in measuring the length of the room, it should include the space intended for the absent bulkhead necessary to bring the engine room up to an efficient inclosing. This space is to be ascertained in each individual case, and its position clearly defined on the surface curve. (See art. 28.) In the measurement of the engine room, as well as in the computation of the gross tonnage of the ship and of deductions from the same, the following rules will be observed: (1) The gross tonnage of the ship is ascertained without reference to the engine room; the measurement of the latter should then be undertaken independently of the other. (2) A measurement of the engine room is, under all circumstances required, even when the deduction from gross tonnage is a percentage of the latter, as the method of computing the deduction depends upon the size of the engine room. (3) In the execution of the measurement the following points should always be observed: In ascertaining the depth it is either the distance from the highest point on the under surface of the deck directly over the engine room, or in case the walls of the engine room are curved, from a point in the horizontal plane passing through the point at which the curvature ends. In finding the length of the engine room proper, it is only necessary to measure and con- sider the portion actually occupied by the engine and boilers. In case firing is done from a longitudinal direction of the ship, an additional space is required for the handling of stoking tools. In such case a distance of about 30 centimeters in addition to the actual firing grates is con- sidered sufficient. If the stoking and firing are done cross ships, this additional distance is not required. In this case, the room between the boilers will serve for stoking facilities, and should be measured as about 3.5 meters in the room space of the engine room. (See Appendix 7 in this report, "Technical directions," Art. VII.) (4) If the engine room has an irregular form, it must be divided into parts, and each part measured separately. While the cubical contents of the engine room is ascertained by the previously described method, in order to fix the authorized deductions from the gross tonnage of the ship, the con- tents of any cabin or store rooms located within the engine room itself must be ascertained and deducted from the total contents of the engine room. III. — Obtaining the measurements. (a) MEASURING THE LENGTH OF THE TONNAGE DECK. Art. 17. The measuring of the distances between the points described in article 6, para- graph 1, of the ship-measurement ordinance, is executed in the following manner: The 50-meter line is stretched taut from aft forward, as near as possible to the median line of the ship, parallel to the chord of the arc of the tonnage deck, and at such distance above the deck as to be free from all obstructions and still allow a convenient measuring. The points between which the length is to be measured are ascertained by the aid of a plummet or a T square, or are in some other convenient manner projected upon the line. If the line is stretched taut, the measuring is done with the meter rods described in article 1, Nos. 1 and 2, while the meter rods are interchangeably applied from one end of the line to the other, and in such a way that the first rod and the line are clasped in both hands while the other rod is applied along the line so as to touch the end of the first rod. After the second rod is firmly clasped to the line, the first rod is removed and applied beyond the second, and in this manner the measuring is continued to the end of the line. If, on account of superstructures or other obstacles, it is impracticable to stretch out the line in the manner described above, or the line, on account of the great length of the ship, is not 336 MEASUREMENT OF VESSELS FOE PANAMA CANAL. long enough, the entire length must be divided into sections and each part measured separately. In this way the use of the line can be dispensed with and the measuring on the deck itself can be continued by means of the measuring staff and the tape, respectively. It is to be observed that the use of the plumb line in placing the end of the tape directly above the points on the deck can be accurate only when the ship lies at an even or almost even keel. If this is not the case, as for example when the ship is lying in the stocks, then the projection must be done by means of the T square, or must follow in some other convenient manner. (See fig. 4.) In order to determine the location of the forward end point for making the proper deduc- tions for the rake of the bow in the thickness of the deck, the f ollowing must be ascertained : The meter rod described in article 1, under 5, is placed so that one leg rests on the upper surface of the upper deck and the other leg as nearly as possible is held parallel to the inner surface of the bow. The angle thus formed (ABC) is marked with chalk on the deck surface, and then above the line BC the measure of the thickness of the deck is set off and through the obtained point parallel to BC the line DE is drawn. If at the vertex B, a right angle be set off, the resulting line DF will be the deduction to be made for the rake of the bow in the thickness of the deck. (See fig. 8.) In a similar way, in case of ships with rounded sterns, by determining the aft end point, the required deduction which arises from the rake of the sternpost can be ascertained (where no such post exists, at the middle of the stern). In regard to ships with flat sterns, the rake of the sternpost in one-third of the deck-beam arch will be deducted. (See fig. 7.) If, at the terminal points of the length, there are superstructures on the tonnage deck, the length of the latter may be ascertained either by measuring through the superstructures, or, if this can not be done, by going above them. In the latter case, points are to be determined which he directly above the terminal points and at right angles to the plane of the keel. The location of these points must be determined by the use of two measuring rods and the T square (Art. 1, Nos. 1 and 8) applied to the vertical height of the superstructure and the angle of inclination of the stern or of the bow, in the same way as in figure 4 and in figure 20. (b) DETERMINING THE POSITION OF THE CROSS SECTION BELOW DECKS. Art. IS. After the length of the tonnage deck has been measured in conformity with the methods of article 17, the half length of the deck is laid off from the aft end forward and thus the middle point of the length is established. A check is established by laying off the half length of the line from the forward end aft ; in case this does not coincide with the first estab- lished middle point, the entire length as well as each half must be remeasured (art. 17, sees. 4 and 5) as often as necessary until the exact middle point is established. Through the middle point of the line thus established a line is drawn at right angles to the keelson and this will determine the position of the middle cross section. In projecting this the edge of the balk can be used as support. If the middle point of the length does not fall opposite an opening in the deck, so that it can not be projected directly to the room below, another point on the line, situated opposite an opening in the deck, is chosen, and the line is projected down to the floor of the next deck, proper ordinates being set off for the location on this deck of the middle cross section. From the determined point the remaining parts mentioned in article 6, paragraph 3, of the ship-measurement ordinance, are laid off on the floor plates, in straight lines from the keelson, forward and aft, and the positions of the other cross sections are similarly determined. (See fig. 23.) The determined cross-section points shall be numbered hi conformity with the require- ments of article 8, paragraph 3, of the ship-measurement ordinance, in which connection it is to be observed that in craft of unusual shape, as barges, scows, etc., the cross sections at the forward and aft terminal points can be located on the surface only. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 337 In case of interruptions in the double bottom (Art. 7, par. 3, of the ship-measurement ordi- nance), or changeable height of the same, the measurement of the ship below the tonnage deck is accomplished by dividing it into separate sections corresponding to a uniform height of the double bottom. The length of each of these parts of the ship is again divided into an equal number of parts and these measured, as prescribed in article 6 of the ship-measurement ordi- nance. (c) MEASURING THE DEPTH OF THE CROSS SECTIONS UNDER THE TONNAGE DECK. Art. 19. The measuring of the depth is performed by means of the meter rods described in article 1, Nos. 1 to 4, which rods can, when necessary, be joined together. (Art. 1, No. 11.) First of all the entire depth is to be measured, from the undersurface of the tonnage deck to the uppersurface of the bottom transom on the inner side of the passageway, or up to the uppersurface of the inner double bottom, at right angles to the horizontal and parallel to the vertical plane of the keel. If the lining can not be removed then the measure of the depth can be taken up to the uppersurface of the inner lining below the keelson or, in case this does not give the greatest depth of the cross section, up to the inner lining on whatever side the depth of the cross section is the greatest. (Compare figs. 9 to 11.) If there is a deck through which the depths must be ascertained, then they must be taken piecemeal, by measuring from the undersurface of the tonnage deck to the upper surface of the intervening deck, and from the undersurface of this to the deepest point as above determined. The sum of the two measurements augmented by the thickness of the intervening deck is, in this case, the depth sought. Proceed in a similar way if under this second deck there are several half decks, platforms, etc. (Compare fig. 12.) If on a raised platform in the under portion of the ship there is still a covering, the thick- ness of this can be ascertained from the measured depth. If the depth falls in an opening in the deck, then it is marked on the nearest convenient place, either on the forward or aft side of the opening, due consideration being given the vanish- ing line of the deck. (d) DETERMINING THE CURVATURE OF THE DECK BEAM UNDER THE TONNAGE DECK. Art. 20. The deck-beam curvature should be ascertained at each of the measured cross sections. In order to determine the exact curvature the line described in article 1, No. 10, must be held at that place on each cross section, where the undersurface of the deck intersects with the inner surface of the inner planking. Thereupon the line must be stretched taut to the corresponding point on the other side of the ship; the vertical distance of the cross line from the undersurface of the tonnage deck in the middle of the cross section is then the measure for the deck-beam curvature and can be taken by means of one of the meter rods described in article 1 under 3, 4, and 5. If the above-described point can not be reached with the hand, the ring of one of the plum- met lines described in article 1, No. 10, should be fastened to the end of the aforementioned meter rod by means of its steel attachment (art. 1, Nos. 1 and 2) and the end of the rod placed at the point marked; then the plummet line should be fastened in the groove of the other meter rod with its steel attachment, and the end of the rod likewise placed at the point marked at the other side of the cross section, and the line held taut so that it forms a straight line. The vertical distance of the taut line from the undersurface of the surveying deck is then, as above, the measure of the beam curvature. In case hatches or framework under the deck planks prevent the stretching of the cord in a straight line at the place in the cross section referred to, the determining of the deck-beam curvature must be made beyond the cross section, far enough either forward or aft, to permit the stretching of the cord in a straight line. 338 MEASUREMENT OF VESSELS FOB PANAMA CANAL. If the determining of the deck-beam curvature can not be made under the deck, as above described, it is done above the cross section on the deck in such a manner that one of the plummet lines (art. 1, No. 10) is stretched across the deck and the vertical distance of this line from the deck surface is measured in the middle of the ship as well as at one side of the deck. The difference in the two distances for decks without protruding fish shows the deck-beam curvature. For decks with protruding fish, it will be necessary to add to the distance of the line from the deck surface, at the middle of the ship, the projection of the fishes. (e) MEASURING THE BREADTH OF THE CROSS SECTION UNDER THE TONNAGE DECK. Art. 21. The breadth is measured by means of the tape or the meter rod. To measure the breadth of the cross section a meter rod is erected at the middle or as near as possible to the middle of the cross section and parallel to the longitudinal plane, so that the under end of the rod touches the bottom of the ship and the upper end the tonnage deck, and on the rod thus placed there are marked off the division points into which it has been separated in calcu- lating the depth of the cross section according to the regulations in article 7, paragraphs 4 to 6 of the ship measurement ordinance (compare fig. 10). If the tonnage deck is not the lowest deck of the ship, and if the depth does not strike an opening in the intervening deck, then in the prolongation of the rod placed between the bottom of the ship and the under deck a second rod will be erected between this deck and the tonnage deck and both of them divided in the manner described above (compare fig. 12). Through these division points the breadth measure is then laid off at right angles to the longitudinal plane of the ship. In ships having no between-deck beams and in which, for this reason, it is difficult to reach the terminal points of the upper breadth with the hand, the measuring is thus performed: The tape is laid over the steel rods with which the meter rods are provided and the steel rods are placed at the end points of the breadth; then the tape is drawn taut, the loose end of it laid on the rod and across this and the tape a chalk mark is made ; after that the tape and the steel rods are taken down and the length of the tape between the above-mentioned rods is read. In case the tape should be displaced during the taking down, its length may be corrected with reference to the chalk line, after which the reading may continue. The breadth to be measured through the upper end point of the depth at a distance of one-third of the deck-beam curvature under the tonnage deck can not be taken at that point, because its direction, at right angles to the vertical plane of the keel, as a rule, extends through the deck. This breadth of the cross section is therefore to be ascertained at another nearby point in the cross section, to which the tape can be tightly stretched in a straight line, and the required deductions or additions can be made upward on the inner surface of the inner planking. The breadth to be measured through the lower end of the depth is in every case the breadth of the floor, so far as the floor is in a straight line or is flat. In ships with entirely flat bottoms the whole breadth of the flat bottom must be taken (compare fig. 24), and in ships with rounded bottoms the breadth between the points on the bottom where the slope in the surface begins to change (compare figs. 10 and 12). In regard to ships with double bottoms, in which the inner bottom rises toward the sides, the surface area of the descending cross section in the region of such double bottoms can be estimated as follows: If the depth of the cross section laid through the middle division point of the length does not amount to more than 5 meters, the depth of each of the cross sections will be divided into five equal parts. The inner breadth of each cross section, at right angles to the longitudinal nlane up to the inner vanishing line of the interior lining, will then be measured through each of the four middle division points as well as through the upper end point of the depth. If these breadths, taken from the upper row, are designated. as 1, 2, 3, etc., the second and the fourth breadths are multiplied by 4, and the third by 2, and the products are added to the sum of the first and fifth breadths. This number is multiplied by the third part of the common differences MEASUREMENT OF VESSELS FOR PANAMA CANAL. 339 of the breadths. The product represents the surface area of the upper part of the cross section. To find the surface area of the lower part of the cross section located between the fifth and the lowest division point of the depth of the cross section, the distance between the two division points is to be divided into four equal parts. The required breadths are to be measured at these division points. The computation of the lower surface part is made in the manner prescribed in article 7, paragraph 5, of the ship measurement ordinance. The sum of both surface areas represents the contents of the whole cross section. If the depth through the middle point of the length of a cross section is more than 5 meters, the depth of each cross section is divided into seven instead of five equal parts. Accordingly, there are now six middle and upper breadths to be measured. If these breadths from the top row down are designated as 1, 2, 3, etc., then the second, fourth, and sixth breadths are multi- plied by 4, the third and fifth by 2, and to the sum of these products the sum of the first and seventh breadths is added. The total sum is multiplied by one-third of the total distance of the breadths from each other and the product represents the surface area of the upper part of the cross section. The surface area of the lower part is obtained in the manner just described. The sum of both surface areas is therefore the contents of the entire cross section. If a deck beam is located at the point where the measuring of a breadth should occur, the measuring is done at the nearest convenient point, forward or aft, of the deck beam. If the measuring of a single breadth is obstructed by the bulkhead or binding timbers at the designated place, the measuring of the breadth can be similarly performed at another point as near as possible to the given point. In such a case a correction of the obtained measure must be made in accordance with the form of the ship. If the measuring of the breadth is obstructed by a longitudinal bulkhead in the median line of the ship the division points of the depth in which the breadth should have been measured will be set off on both sides of the bulkhead. From each of these division points the breadth is set off, by measure, toward each side and at right angles to the bulkhead. The sum of both measurements, augmented by the thickness of the bulkhead, gives in such case the total breadth of the cross section within the division points referred to. If a breadth is to be measured through an interve nin g space bounded by lathing, which in article 9 is regarded as permanent inner planking, the measure must be taken to the inner vanishing line of the lathing. (Compare fig. 9.) (/) MEASUREMENT OF BETWEEX-DECK SPACE ABOVE THE TONNAGE DECK. Art. 22. The inner length of between-deck spaces will be ascertained in the following manner: At the points designated in article 6, paragraph 1, of the ship measurement ordinance (end points of the tonnage deck), the meter rod is placed in such a way that its under end rests on the tonnage deck, and its upper end touches the under surface of the deck above. From the fore and aft edges, respectively, of the meter rod the distance is measured to the inner surface near the bow and to the inner surface of the rib covering at the stern, at right angles to the meter rod. (Compare fig. 3.) The sum of these distances added to the length of the tonnage deck gives the total length of the between-deck space at half height. This' length will be divided into such a number of equal parts as is prescribed in article 6 of the ship measurement ordinance with reference to the length of the tonnage deck. At each of these division points the height and breadth are measured according to the ship measurement ordinance. 340 MEASUKE.MENT OF VESSELS FOB PA NAMA CANAL. (g) MEASURING OF SUPERSTRUCTURES AND OF SPACES TO BE DEDUCTED FROM GROSS TONNAGE. Art. 23. Whether a permanently fixed superstructure on the upper deck is or is not to be surveyed will be determined according to the provisions of article 13 of the ship measurement ordinance. If the interior arrangements of the superstructure do not permit the taking of the measure- ments on the inner side, the same are taken on the outside, due deductions being made for the thickness of walls and cover. In the case of permanently fixed superstructures in the form of raised hatchways or parti- tions, which connect with spaces below decks, the measurement of their heights is taken from the under surface of the hatchway cover to the under deck surface, or to the corresponding surface of the space below decks. For the mean height of these spaces the arithmetical mean of the heights at the middle and one end of the hatchway sill will be taken. (Compare fig. IS.) Superstructures of irregular form or such form as will not enable the surveyor to ascer- tain their contents hi one operation will be divided into divisions and each division measured separately. (Compare figs. 13 to 16.) (h) MEASURING BY THE ABBREVIATED METHOD. Art. 24. In measuring the length of the ship between the points mentioned in article 18, paragraph 1, of the ship measurement ordinance, the process prescribed for obtaining the length of the tonnage deck (art. 17) will be followed. In order to measure the greatest breadth of the ship both plummet lines are so hung along the outside of the boards £iat their perpendicularly stretched cords touch the outer surface of the exterior covering or the wales at opposite points of a cross section of the ship. The normal distance between the lines, which is measured either with the tape (art. 1, No. 6) or with the meter rod (art. 1, No. 1), gives a breadth of the ship. This method of obtaining the breadth of the ship is used for the remaining cross sections of the ship and is retained as long as the result of the measuring is of equal or greater value. The greatest result thus obtained is then the ascertained greatest breadth of the ship. For this measuring, if the ship has a list, it must be brought to an even keel by removing the cargo. The perimeter of the ship at the outer surface of the exterior covering will be ascertained by means of the chain, described in article 1, No. 7, and the meter rods (art. 1, Nos. 1 to 5), according to the instructions in article 18, paragraph 2, of the ship measurement ordinance. (i) MEASURING THE STANDARD DIMENSIONS. Art. 25. The measuring of the length of a ship between the points designated in article 25, la and 2a of the ship measurement ordinance (compare figs. 5 and 6) is proceeded with in the same manner as in obtaining the length of the tonnage deck. (Art. 17.) The measuring of the breadth between the points designated hi article 25, lb of the ship measurement ordinance, is performed with the meter rod referred to in article 1, 1 to 4 (com- pare fig. 12), the meter rod being applied at right angles to the longitudinal plane of the ship. The measuring of the depth is proceeded with hi a manner similar to that of obtaining the depth of the cross section (art. 19). (Compare figs. 10 and 12.) If a lowered cabin is located hi the middle of the length, two depths are measured, one to the under edge of the lowered deck, the other to the under edge of the cabin roof. In such cases both depths, each hi fractional form, will be entered in the measurement certificate as well as in the measurement forms. (Compare figs. 1 and 2.) S1EASUKEMENT OF VESSELS FOE PANAMA CANAL. 341 IV. — Calculating the tonnage. Art. 26. The making up of the measurement forms is done in accordance with the formulas given under D to G. After all computations, drawings, etc., have been entered, each form should be counter- signed by at least two members of the measurement board, including the shipbuilding engineer. Art. 27. All calculations are carried out to the third decimal place, and when the fourth decimal is five or more the third is increased by 1. Art. 28. As the check on the complete method in the foregoing measurements and com- putations of the under deck tonnage of a ship or of the gross tonnage of a vessel without decks the following-described drawings, to a convenient scale at least as small as centimeters, will be carefully entered in the measurement forms. (a) CONSTRUCTION OF THE HALF CROSS-SECTION CURVES. On the horizontal line for curve constructions in the measurement forms, the distance of the cross section is set off from the middle point of the line, so that the horizontal line repre- sents the length of the tonnage deck with its division points. The division points are numbered according to the numbers of their corresponding cross sections on board, and in each one a normal should be attained. From these normals the calculated depths of the respective cross sections are set off and agree in each case with the depths obtained on board. Through the division points of the depths thus obtained, half of the distance of the ascertained breadths of the cross sections is set off to the right from the normal and parallel to the horizontal line. The end points of the breadth of each cross section are then connected by a curved line, which line establishes the outer limit of the half cross section. For the distance between cross sections (par. 1) the scale in the appendix of the register which corresponds to the entire length of the particular deck is to be selected, and this should be set off on the horizontal line. For the drawing of the cross section (par. 2) the scale is also to be selected from the appendix, and must be so large that half of the maximum breadth of the greatest cross section approaches, but does not exceed, the distance between the normals. (b) CONSTRUCTION OF THE AREA CURVE FOR THE ENTIRE CROSS SECTION. The computed numbers representing the surface of the cross section in square meters should be divided by 10 or some other suitable divisor, and the quotient, in linear measurement, set off on the normal constructed toward ''a," which represents the middle line of the apper- taining cross section. Thereafter the determined points should be connected by a curve. If the course of the curves to ''a" and '"b" is irregular, or if the curves to "a" have a remarkable discrepancy, the figures and calculations are again tested, and if the error is not one of mathematical calculation, the measurements are repeated and a correction attained. If the irregularity in the drawn curve is found to be due to unusual forms of the measured ship space, this fact will be entered in the measurement form, below the drawing, in the nature of a short description of the ship's unusual form. In this drawing will also be entered: (1) In red, the location of the solid bulkhead bordering on the engine room, as well as the distance of this bulkhead from the nearest cross section, which is the place from which the length of the engine room shoidd be measured in case it is not inclosed by two solid bulkheads. (Art. 16, sec. 2.) (2) In blue, in a similar manner, the location of the limiting bulkheads of the double bottoms. Art. 29. The final entries to be made in the ship's measurement certificate, in cubic meters, will be so reduced that the first decimal is increased by 1 if the seccnd decimal is 5 or more. In converting cubic meters into British registry tons the result is reduced to two decimals by increasing the second bv 1 when the third decimal is 5 or more. 342 MEASUREMENT OP VESSELS FOR PANAMA CANAL. V. — Concluding regulations. Art. 30. If it should be found that certain directions herein contained are not applicable on account of the nature of construction, or that evidently erroneous results in the measure- ment would follow, the determination of the way in which the measurement should be con- ducted rests with the Bureau of Registry. Art. 31. The ship measurement boards are required always to submit to the Bureau of Registry (art. 24, par. 3 of the ship measurement ordinance) a copy of the measurement forms with the exhaustive drawings, etc., as per article 31 of the ship measurement ordinance. If, after the inspection of the drawings by the measurement boards, doubt should arise as to the manner of performing the measurement, the copies of the drawings, etc., in the office of the Bureau of Registry will be referred to for decision as to the method of measurement. These drawings, as well as the measurement forms, from which the measurement certifi- cates are later transcribed by the Bureau of Registry, are filed and kept by the latter bureau. A transcript of the measurement forms is retained by the measurement boards, and any alter- ations made in the main set of forms are always transmitted to the Bureau of Registry for entry on its copy. Art. 32. The measurement certificates (art. 27, ship measurement ordinance) are exe- cuted in duplicate, and after being registered in the office of the register authorities (art. 24, par. 5, of the ship measurement ordinance), and by them entered in the ship's papers, one copy is furnished the shipowners or their deputies, and the other copy is retained by the issuing board. A certified copy, executed according to the proper form, is furnished by the issuing board free of charge to the register authorities for their files. The measurement certificates should be executed in accordance with the specified forms A, B, C. Art. 33. The records to be made by the boards intrusted with the execution of measure- ment certificates, according to article 29, ship measurement ordinance, should be made out in the form prescribed under H. On the first of February of every year a transcript of these records should be submitted to the Bureau of Registry. Berlin, March 26, 1895. By the deputy to the Imperial Chancellor, VON BOETTICHER MEASUREMENT OF VESSELS FOE PANAMA CANAL. 343 GERMAN MEASUREMENT CERTIFICATES FOR DECKED VESSELS (FORM A), FOR OPEN VESSELS (FORM B), AND FOR VESSELS MEASURED BY THE ABBREVIATED METHOD (FORM C). For Decked Vessels. GERMAN EMPIRE. Form A. Kind of vessel. Xame of vessel. Distinctive signal. Nationality home port. SHIP'S MEASUREMENT CERTIFICATE. Description op Vessel. Builder Year built Place built Material Kind of construction . Number of decks Character of upper deck. Number of water-tight transverse bulkheads below and above the tonnage deck Number of water ballast tanks with hatches.. Planking Shape of bow Shape of stern Number of funnels . Number of masts . . Rigging Standard Dimensions. 1. Length of vessel from the rear face of the prowpost to the rear face of sternpost on the uppermost perma- nent deck (in vessels with patent rudder, measure to middle of rudder post) 2. Greatest beam of vessel between outer surfaces of planking or of the wales 3. Depth of hold from lower surface of the upper permanent deck to the upper surface of lower transoms next to the keelson, or to upper surface of the inner iron double bottom, if there is one, at middle of length as found in 1 4. Greatest length of engine room, including any permanent coal bunkers, between the limiting bulkneads extending from side to side Results op Measurement. Meters. Gross tonnage. Cubic meters. Deductions. Cubic meters. 1 . Space under tonnage deck 2. Space between tonnage deck and the one above 3. Space between first and second decks above tonnage deck . 4. Quarter-deck cabin or poop 5. Forecastle 6. Space under bridge deck 7. Break or breaks 8. Other spaces 9. Excess of hatchways I. On account of space required for propelling power II. Crew, navigation, etc.: 1. Spaces for sailors, firemen, deck officers, cooks, stewards, etc. 2. Spaces for officers, engineers, etc 3. Wheelhouses, chart house, etc 4. Sail room 5. Ship's stores 6. Spaces for water ballast III. Spaces for the master Gross tonnage . Total deductions. Cubic meters. Regis- tered tons. Cubic meters. Regis- tered tons. Gross tonnage. Deductions Net tonnage. Final result of measurement: Gross tonnage Net tonnage In accordance with the ship measurement ordinance of March 1, 1895, this measurement certificate is made out from the measurement completed on day of , 19 . . , by the measurement board at by the complete method. Note. — The following constructions on or above the upper deck are considered open spaces, and are, therefore, not included in the above measurements of gross and net tonnage: 344 MEASUREMENT OF VESSELS FOE PANAMA CANAL. For Open Vessels. GERMAN EMPIRE. Form B. Kind of vessel. Name of vessel. Distinctive signal. Nationality home port. SHIP'S MEASUREMENT CERTIFICATE. Description op Vessel. Builder Year built Place built Material Kind of construction . Number of water-fight transverse bulkheads under covered space Planking Shape of bow . Shape of stem Number of funnels . Number of masts. . Rigging Standard Dimensions. 1. Length of vessel between rear face of prowpost to rear face of sternpost at height of the upper surface of the upper strake 2. Width of vessel between outer surfaces of wales at the middle of length as found in 1 3. Depth of vessel from point given in section 2, article 20, ship measurement ordinance, to the upper sur- face of the lower transoms at the middle of length as found in 1 Results op Measurement. Meters. Gross tonnage. Cubic meters. Deductions. Cubic meters. 1. Space under the uppermost permanent strake (in place of tonnage deck indicated). 2. Break or breaks (half deck ) 3. Forecastle 4. Other spaces I. On account of space required for propelling power. II. Crew, navigation, etc.: 1. Space for sailors, firemen, etc 2. Ship's stores, sail room, etc 3. Spaces for water ballast III. Spaces for master Gross tonnage. Total deductions . Cubic meters. Regis- tered tons. Cubic meters. I'ens- tered tons. Gross tonnage. Deductions . . . Net tonnage. Final result of measurement : Gross tonnage Net tonnage In accordance with ship measurement ordinance of March 1, 1895, this measurement certificate is made out from the measurement completed this day of , 19 . . , by the measurement board at by the complete method. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 345 For Steam and Sailing Vessels Measured by the Abbreviated Method. german empire. Form C. Kind of vessel. Name of vessel. Distinctive signal. Nationality home port. PROVISIONAL MEASUREMENT CERTIFICATE. Description of Vessel. Number of water-tight transverse bulkheads. Number of water-ballast tanks with hatches. Standard Dimensions. 1. Length of vessel from the rear face of prow post to rear face of sternpost i in vessels with patent rudder to middle of rudder post) measured along uppermost permanent deck 2. Greatest beam of vessel between outer surface of planking or wales 3. Perimeter of vessel found according to article IS, ship measurement ordinance, around outer surface of hull. . 4. Greatest length of engine room including any permanent coal bunkers between limiting bulkheads extending from side to side Measurement Results. Meters. Gross tonnage. Cubic meters. Deductions. Cubic meters. 1. Space under upper deck 2. Quarter-deck cabin or poop. 3. Forecastle 4. Spaces under bridge deck. .. 5. Break or breaks 6. Other spaces 7. Excess of hatchways I. On account ot space required for propelling power II. Crew, navigation, etc.: 1. Spaces for sailors, firemen, deck officers, cooks, steward, etc 2. Spaces for officers, engineers, etc 3. Wheelhouses, chart houses, etc 4. Sail room 5. Ship's stores 6. Spaces for water ballast III. Spaces for the master Gross tonnage . Total deductions . Gross tonnage. Deductions Net tonnage . Cubic meters. Regis- tered tons. Final result of measurement: Gross tonnage Net tonnage Cubic meters. Regis- tered tons. In accordance with ship measurement ordinance of March 1, 1895, this measurement certificate is made out from the measurement completed this day of , 19 , by the measurement board at by the abbreviated method. 61861°— 13 23 •OuO en L. .0 ii •<* i CO V rrf ItD L ■v.' •5 i <0 4= •oub r^- -s CO CO iH CO u/g 2? ^"V7 3-tom ^vefffff -aO O •ob ^^■si-bv ^5E^g 6» a a "GO CO -aO Jl.._ oo -ab 00 to 0> -cub -ojO V) ■8 o S 1) I o -oub -a Q) -C in ' ~" CO o J3 CNJ (0 ob CM L_ CJ /l _1 _j , ^3=. l_- i— wsx>/, , /sy//s/////.'//////.'ssss* ^55^^ H| 1 ^ J L ^# ^X) f 00 •ob < h\\^yA\ww^mw\\Y<^^ -ob r j^^^\w^^\\\n^^^ i ' i u/zzi i#f?uj/jej/3 wnu//a/fl I ii i I <3 r-- i ( APPENDIX VIII. COMPARATIVE ANALYSIS OF THE FRENCH, BRITISH, AND GERMAN SHIP MEASUREMENT RULES. 355 APPENDIX VIII. COMPARATIVE ANALYSIS OF THE FRENCH, BRITISH, AND GERMAN SHIP MEAS- UREMENT RULES. 1 FRANCE. i. — Methods of measurement. The Tonnage Deck. ENGLAND. I GERMANY. The tonnge deck is the second deck from the bottom. The only difficulty that arises comes from the omission of the first or lower deck, which is sometimes replaced simply by beams, and is sometimes entirely omitted, as, for example, in web-frame ships. In such cases the tonnage deck is the first or lower deck. THE MEASUREMENT AND DIVISION OF THE LENGTH. 2 The length of deck is determined in the same way in all three countries. In the case of ships with regular bottom lines the deck is divided up into sublengths in the three countries in accordance with the following tables: Ships 15 m. or less in length, 4 divisions. Ships 15 m. to 37 m. in length, 6 divisions. Ships 37 m. to 55 m. in length, 8 divisions. Ships 55 m. to 69 m. in length, 10 divisions. Ships 69 m. to 85 m. in length, 12 divisions. Ships 85 m. to 103 m. in length, 14 divisions. Ships 103 m. to 122 m. in length, 16 divisions. Ships 122 m. to 144 m. in length, 18 divisions. Ships more than 144 m. in length, 20 divisions. Ships 50 feet or less in length, 4 divisions. Ships 50 feet to 120 feet in length, 6 divisions. Ships 120 feet to 180 feet in length, 8 divisions. Ships 180 feet to 225 feet in length, 10 divisions. Ships more than 225 feet in length, 12 divisions. Ships 15 m. or less in length, 4 divisions. 2 Ships 15 m. to 35 m. in length, 6 divisions. Ships 35 m. to 55 m. in length, 8 divisions. Ships 55 m. to 75 m. in length, 10 divisions. Ships 75 m. to 95 m. in length, 12 divisions. Ships 95 m. to 115 m. in length, 14 divisions. Ships more than 115 m. in length, 16 divisions. When a ship has an irregular bottom line, the ship is first divided up into several longitudinal sections by erecting ver- tical planes at the points where there are abrupt changes in the bottom line. The length of the various sections of the i Translated by Capt. J. H. Slattery, C. E., and Lieut. C. Garlington, C. E., from "Etude Sur le Juageage," by V. Beret, Controleur-Adjointde la Navigation de la Compagnie Universelle dit Canal Maritime de Suez, 1903. Additions and changes have been made in English and German rules to bring thorn up to date. 2 The measurement and division of the length. The present division in Germany (ship measurement ordinance, art. 6): Ships of 15 meters or less in length 4 divisions. Ships of 15 meters to 37 meters in length 6 divisions. Ships of 37 meters to 55 meters in length S divisions. Ships of 55 meters to 69 meters in length 12 divisions. 357 358 MEASUREMENT OF VESSELS FOE PANAMA CANAL. FRANCE. When a ship has an irregular bottom line, the division into lengths is made in the same way. ENGLAND. GERMANY. deck are then determined in accordance with the above tables, just as if each section were the deck of a separate ship. -r- - ■*--»! V i i : i ^N Re* i i ! Rak AVJ Ifflfcr- ballast | 1 Water- baf/ast Fig. When the length of a sec- tion is equal to or less than 30 feet, it is divided into only two parts. In the case of very short sections the measurement is frequently performed by means of horizontal planes. Sometimes also very short sections at the ends are avoided by neglecting the breaks at the peaks fore and aft. Afterwards the peak spaces thus included in the measurement are deducted from the principal volume. MEASUREMENT OF THE DEPTH. In ships of regular bottom lines the depth is measured in the same way in all three countries, to wit: From a point at a distance below the deck equal to one-third of the rise of the deck above the right line joining its edges, to the top of the frames, or to the inner sheathing of the double bottom when there is one. In every case where there is an inner sheathing or ceiling, the average thickness of this sheathing is deducted. When the inner bottom sheathing is built on scantlings the thickness of these scantlings is not deducted in either England or Germany. When there is a double bottom with a roof-like inner sheath- ing, as indicated in fig. 2, there is added to the depth a correc- tion A, B, equal to one-half of A, C. When the inner sheathing is built upon scantbngs the thick- ness of these scantlings is also deducted. Fig. 2. Fig. 8. MEAStjKEMENT OF VESSELS FOE PANAMA CANAL. 359 FRANCE. Where the bottom line is irregular, they substitute for it, in France, an imaginary bot- tom Line formed by prolonging the highest line of the double bottom until it intersects the line of the frames at the ex- tremities of the ship. ENGLAND. GERMANY. Mane ae /end /ir/ jvr Fig. 4. The depths are taken to the bottom line thus foimed. The depth is divided up in accordance with the following table: Depth of 5 m. or less, 4 parts. Depth of more than 5 m., 6 parts. When the inner sheathing of the double bottom is curved, as in fig. 3, the correction added is sometimes equal to one- half of the rise A, B, and sometimes one-third of this distance. The practice is not uniform on this point. The practice of adding a third, as is done to allow for the curvature of the deck, seems the most correct. When the bottom line is irregular, the depths are measured in every one of the several sections of the ship formed by erecting vertical planes through the points where there are abrupt changes in lines — just as in ships with regular bottom lines. DIVISION OF DEPTH. Where there is no double bottom or where the double bottom is such that the lowest width measured would be zero, or a very small figure, the depth is divided up in accordance with the following table: Depth of 16 feet or less, 4 parts. Depth of more than 16 feet, 6 parts. Depth of 5 m. or less, 4 parts. Depth greater than 5 m., 6 parts. Where there is a double bottom such that the lowest width would be zero, or very small, the depth is divided into a num- ber of parts greater by one than those given above (making 5 or 7 parts, according to circumstances), and the lowest part is again subdivided into 4 more part*. (Fig. 5.) 2 A . 4 5 6 ^^ ^^^_ - - _ n 8 ^-^^ Fig. 5. 360 MEASUREMENT OF VESSELS FOR PANAMA CANAL. FRANCE. ENGLAND. MEASUREMENT OF THE WIDTH. GERMANY. The depth having been subdivided into several parts, as explained, the width of the ship between the inside faces of the ribs is measured at the several points of division. If there is an inner sheathing, the widths are measured between the inner faces of this sheathing reduced to its mean thickness. In the case of refrigerator compartments, the width is ta'ken between the inner faces of the sheathing in direct con- tact with the ribs. In the case of refrigerator compartments, a thickness of 3 inches on each side of the ship is allowed for the thick- ness of the sheathing. Any excess of thickness of the sides over this amount is included in the measurement of the width. When there are water-ballast spaces in the sides, the inner sheathing of which rests directly on the ribs, the widths are taken between the inner faces of the inner sheathing. In the case of refrigerator compartments, the widths are, at the present time, taken between the inner faces of ribs without any deductions. It is probable that the Germans will soon conform to the Eng- lish practice on this point. France they have not yet treated the case of an interior sheathing of a water-ballast space not resting immediately upon the ribs. They seem in- clined in such case to measure the width only to the face of the inner sheathing, subject to the condition that the water-ballast space can not be used for the transportation of merchandise, provisions, or fuel. This case never arises in France. The English practice would probably be followed. If the inner sheathing of a water -ballast tank does not rest directly upon the ribs, the widths are taken between the inner faces of the inner sheath- ing, subject to the condition that the Water-ballast space may not be used for merchan- dise, provisions, or fuel. 1 The measurement of the first or upper width presents some peculiarities in certain special English ships. In the case of a turret ship (fig. 6), the sides are assumed to continue up to the top of the turret, M, M', M", M'", and the tonnage deck becomes A B between these walls. The upper width is measured along the line C D, which lies at a distance below the highest If the inner sheathing of a water- ballast tank does not rest directly upon the ribs, the widths are taken between the mterior faces of the inner sheathing, if the water-ballast space can not be used, and is not separated from the water ballast in the double bottom. But if it forms a water-ballast space separated from the double bottom, the widths are taken to the inner faces of the ribs. It is probable that the German practice will even- tually follow the English prac- tice. 2 The German practice con- forms to the English practice in case of turret ships. 1 Merchant Shipping Act of 1906 requires that all water-ballast tanks, except double bottoms, be measured, and if used only for water ballast, be deducted from gross tonnage. - Technical directions, Art. IV, applies the same provision in Germany. FRANCE. MEASUREMENT OF VESSELS FOR PANAMA CANAL. ENGLAND. point of the curved deck equal to one-third of the rise of tliis deck above the line A B. 361 Fig. 6. In the case illustrated by fig. 7 (a self-trimming trunk vessel), where there are sharp angles between the sides and deck, as at A and B, instead of curves as in fig. 6, and where the sides forming the trunk join the deck at a sharp angle, as at F and G, the tonnage deck is taken to be A B, and the upper width is taken along the line C D, which lies at a distance equal to one-third of the rise of the arc (A E B) be- low E, between the points where C D intersects the walls M A and N B prolonged. This case is never met with in Germany. The custom would probably conform to the English custom if it did arise. Fig. 7. SUBDIVISION OF THE DEPTH AND MEASUREMENT OF THE WIDTH. In a new case which just arose in England (May, 1905) a method of measuring differ- ing somewhat from that pre- viously employed was fol- lowed. The case was that of a new type of ship, a half sec- tion of which is represented in the figure below. (Fig. S.) The section was divided into three parts CC'B'D, BB'A'A, AA'D'D, the divid- 61861°— 13 362 MEASUREMENT OF VESSELS FOE PANAMA CANAL. FRANCE. ENGLAND. ing lines between the parts being taken at points where abrupt bends occurred in the frames of the ship. The area of the portion of the section corresponding to water -bal- last space AHCB was not measured, this space being considered as not available for merchandise, provisions, or fuel. H 3 .D' W-b TJ Fig. 8. In part AA'D'D the widths were taken between the inner faces of the ribs, but in parts CC'B'B and BB'A'A they were taken to the interior face of the sheathing, forming the inner partition of the water- ballast sjiace. In part BB'A'A, therefore, the space corresponding to the depth of the ribs was included in the measurement. GERMANY. CALCULATION OF AREAS. In all three countries the areas of the sections are calculated in accordance with the Moorsom system, which is simply an application of the parabolic rule. When the depth has been subdivided into an odd number of subdivisions (5 or 7) the area of the section is the sum of two parts which are calculated separately in the same way. The first part comprises the upper four or six subdivisions, the second part comprises the lower part which has been itself divided into four new subdivisions. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 363 FBANCE. ENGLAND. GERMANY. CALCULATION OF THE PRINCIPAL VOLUME. The volumes are calculated When, because of irregular- ity of bottom lines, a fictitious bottom line is assumed, it is necessary to add to the princi- pal volume thus calculated, the volume of the neglected spaces lying below the fictitious bot- tom line, and to deduct the vol- ume of the water-ballast spaces above this line, that are not de- ducted by the method of taking the measures (peaks and deep tanks), and are not suitable for carrying merchandise, provi- sions, or fuel. The volumes of these spaces are calculated by the formula of the Moorsom system tor spaces bounded by curved sur- faces. in accordance with the rules of the Moorsom system. When, because of the irregularity of the bottom lines, the principal volume has been divided up into several sections, the A T olume of each section is calculated independently, and their sum gives the total volume. This method of measurement, itself, eliminates the spaces between the ribs and frames, as well as the water-ballast spaces (peaks, deep tanks, and side-water ballast), which have been recognized as useless for the transportation of merchandise, provisions, or fuel. 1 MEASUREMENT OF BREAKS. When there is a break in the tonnage deck, the volume of this break is measured in accord- ance with the rules of the Moorsom system. MEASUREMENT OF BETWEEN-DECK SPACES. The length of a between-deck space is measured at half height and is divided into equal parts, in accordance with the tables which in each country regulate the subdivisions of the length of the tonnage deck. At each point of division the width of the space is measured at half height. These measure- ments of the width are subject in each country to the same special rules that regulate the meas- urement of widths in determining the principal volumes. By applying these widths in the parabolic formula, the area of the between-deck spaces is obtained, and the product of this area multiplied by the mean height gives the volume of the space. MEASUREMENT OF SUPERSTRUCTURES. When the superstructures are of any geometrical form, the corresponding geometrical rules are applied in their measurement. When the superstructures are bounded by curved surfaces, the same procedure is followed as is followed in measuring between-deck spaces, but the length is divided into only two subdivisions. The width is therefore measured at only three points. 1 Calculation of the principal volume.— Great Britain: The Merchant Shipping Act of 1906 provides that any water-ballast tanks other than double bottoms be deducted from gross tonnage if used only for water ballast. This means that such water-ballast spaces are first included in gross tonnage. Germany: Provision the same as in England. (Technical Directions, Art. IV.) 364 MEASUBEMENT OF VESSELS FOB. PANAMA CANAL. FRANCE. When the length is such that the measurement of the width at three points is not sufficient to give a reasonably close ap- proximation, a greater number of subdivisions is made. This matter is left to the judgment of the surveyors. In the case of a poop round at the after end, the width measured nearest the stern is zero or very small. The width is therefore measured at a greater number of points in or- der to secure a sufficiently close approximation. ENGLAND. In England only three widths are taken no matter what may be the length of the space to be measured. ■x GERMANY. In Germany the practice is the same as in England. Fig. 9. In the case of a poop round at the after end, the width at the stern is zero or very small. In lieu of this value of the width the width of the poop at the height of the sternpost or at the rudder chock is used. (Fig. 9.) In the case of a very short poop aft round at the after end, where the width, if taken as above across the sternpost, would be taken on almost the same line that the middle width is measured on, the width nearest the stern is measured midway between the sternpost and after end of the poop, as in Germany. (Fig. 10.) ENGLAND. In England a special rule is followed in measuring the turret of a turret ship. Although this deck space extends over the entire length of the ship, it is not measured as a between-deck space, but as an ordinary deck space. Fig. 10. In the case of a poop round at the after end, they take for the width at the stern the width midway between the sternpost or rudder chock and the after end of the poop. (Fig. 10.) In Hamburg they take the sternmost measurement across the sternpost, and in the case of a very short poop, where this measurement would be on almost the same line as that on which the middle width is taken, they take two-thirds of this value for the sternmost width. Fig. 11. The width at the bow is frequently zero, and the width at the stern is also frequently the same. Instead of applying the rules given hereinbefore for the measurement of poops round at the after end the procedure is as follows: The width is measured along the line AB, which, measuring from the stern, is one-third of the distance of the line through D from the stern. From the line through D the turret commences to diminish in width toward the stern. The width so determined is used as the width at the stern. Thus, instead of measuring the exact surface of the turret only the portion that is hatched in the figure, which is noticeably small, is measured. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 365 FRANCE. | ENGLAND. GERMANY. In France there has as yet been no occasion to measure turret ships. In Germany the English custom has been adopted. Whenever it is necessary superstructures are subdivided into parts which are measured independently, either by the proper geometrical ride or by the special rules prescribed for the measurement of spaces bounded by curved surfaces. II. — Spaces exempt from measurement. 1. Spaces Located below the Tonnage Deck. The spaces below the tonnage deck exempt from measurement are: First, spaces between the ribs and floor beams, which are always exempt no matter what their purpose may be; second, water ballast spaces ' ; the water ballast spaces which are not exempt under the preceding category are exempted only under certain conditions; these spaces must be available exclusively for their intended purpose. They must not be suitable for cargo, fuel, or provisions. Peaks and deep tanks for water ballast must not have openings in them larger than an ordinary sized man- hole, and their tops or cedings nmst not rise more than a foot above the water line. These various spaces are exempted by the methods used in taking measurements, as already explained. There is some little uncertainty in the matter of side water ballast spaces, but these will doubtless be treated in the same way as bottom water ballast spaces, as they become more general. 2. Spaces Above the Tonnage Deck. (a) spaces exempt on account of not being closed-in spaces. It is necessary to distinguish between two classes of openings — those in the decks covering a space, that is, hatches; and openings in the partitions and sides. In France the matter is of small importance, since under the law all superstructures are regarded as closed. No limit is placed on the dimensions. Strakes of a height of 0.15 m. are allowed. There must not be any fixed and permanent means of clos- ing. hatches. 2 In England no dimensions have been definitely laid dowTi for hatches to give a space the character of an open space. In practice the length must be at least 4 feet. The width must be equal to half the width of the ship, or to the width of the nearest freight hatch. Strakes of a height of 12 inches are allow i . These hatches rmist not have any visible means of be- ing closed, such as exterior cleats to which a tarpaulin might be fastened in order to cover ch£3e openings. Ex- terior angle irons such as AA (fig. 12) to support modern hatch covers are authorized; and likewise an arrangement such as shown in fig. 13, In Germany a hatch must be at least 6£ sq. m. ; where it is double, each hatch must be at least 5 sq. m. Strakes of a height of 0.15 m. are allowed. There must be no visible means of closing, although the arrangement shown in fig. 13, as allowed in England, is also permitted in Germany. 1 Water ballast snatss; See note 1, p. 363, for provisions in England and Germany. 2 Hatches: In Germany (Technical directions, Art. I) the distance of the alt side of the opening in the aft part of the shelter deck from the after surface of the stempost must not be less than one-twentieth and the distance of the fore side of an opening in the forward part of the shelter deck must not be 'ess than one-fifth of the standard length of the ship. The clear breadth of the openings must be at least equal to the breadth of the aft normal loading hatch on the shelter deck. The clear length must not be less than 1.22 meters (4 feet). No coaming should be higher than the surface of the iron or the wooden deck by more than 0.3 meter (12 inches). Openings must be only provisional or temporary. They may be fas- tened by means of eyebolts and rope lashings in the interior of the deck openings, but clamps screwed or riveted on the coamings are prohibited, as also are iron or wooden hangers. Covers may not be battened down, and rail supports riveted to the coaming may not be placed so as to be available for battening purposes. The size of openings in the outer sheathing is not specified, but is decided in particular instances. 366 MEASUREMENT OF VESSELS FOB PANAMA CANAL. FRANCE. ENGLAND. where the deck extends be- yond the edges of the hatch so as to provide supports for hatch covers. Scuppers are required but there are no exact rules as to their size or number. There must be at least one on each side situated at the most advantageous point for carrying off the water. > Fig. 12. Fig. 13. There must also be in the space considered at least one scupper, on each side, 2 by 2 feet, or 18 b}^ 12 inches. Ordinary scuppers are re- quired, but in practice they are always of the kind that can be closed. 1 OPENINGS IN THE SIDES. 3 These openings, when no means of closing them are pro- vided, give a space the character of an open space, provided there are scuppers in it. OPENINGS IN PARTITIONS. 4 U-shaped irons are the only permissible method of closing. A binding strake must not exceed 0.45 m. In order to make a space an open space, there must be one opening in the axis, or two in the sides. One lateral opening is sufficient if scuppers exist. U-shaped irons are the only permissible method of closing. At times, however, the pres- ence of holes for closing bolts in the partitions around the circumference of openings is overlooked. A 2-foot binding strake is allowed. Two lateral openings, each 3 feet wide, classify a space as open; or one middle opening 4 feet wide. If there are scuppers, one lateral opening is sufficient. GERMANY. A sufficient number of scup- pers are required (opening to be not less than 0.08 m.) They can not be obturating scuppers. 2 There are no definite rules on this point. 3 The only means of closing partitions are U-shaped irons.* Binding strakes of 0.5 m. are allowed. A space is not classified as open unless there are two openings at least 1.42 m. in length and 0.72 m. wide. 1 A single hatch fulfilling these conditions suffices to exempt all of the between-deck space of a shelter deck, provided the openings in the par- titions in this between-deck space fulfill the prescribed requirements. In accordance with the latest English instructions to surveyors (September, 1905) this single tonnage hatch in a shelter deck ought, also, to fulfill the following requirements: Minimum length inside, 4 feet; width at least equal to that of the cargo hatch on the same deck; distance of the after side of this hatch from the sternpost, at least one-twentieth the length of the ship, as given in the ship's papers. ! Scuppers and ports: On each side there must be at least one water port of not less than 0.38 by o.ol meter (1.5 by 20 inches). For fixing the trapdoor swinging outward, a ring bolt with rope gasket is allowed; and a single cross in the opening to prevent objects from falling through is per- mitted. There must be at least one scupper with cross section not less than that of a circular surface of 9 centimeters diameter. Arrangements for closing scuppers are not permitted; but in case of larger scuppers, back valves are permitted. (Technical directions, art. I.) 3 Openings in the sides: The regulations in Germany are as in case of shelter-deck openings, except that iron plates are permitted as provisional covers for openings in bulkheads. Scuppers and ports are necessary. (Technical directions, art. II. ) 4 Openings in partitions: In Germany there must be at least one opening in one of the end bulkheads on each side of the ship. Its clear width must be at least 0.91 meter (3 feet); clear height at least 1.22 meters (4 feet); sill, if present, not over 0.61 meter (2 feet) above deck, it may be pro- visionally closed, but no permanent doors or other permanent means such as bolt holes, door hinges, etc., are permitted. Provisional covers may be held down by means of hook bolts which encircle angle irons, or iron cross pieces laid loosely across the opening. No battening material may be used. If only one opening is provided, then a sufficient number of scuppers and ports, of the kind defined for shelter decks, are necessary on each side. (Technical directions, art. II.) MEASUREMENT OF VESSELS FOE PANAMA CANAL. 367 FRANCE. | ENGLAND. GERMANY. (b) CLOSED SPACES EXEMPT BECAUSE OF THEIR PURPOSE — WATER BALLAST. Spaces for water ballast above the tonnage deck are very unusual. They are always included in measuring the tonnage. One case, however, has arisen in England, to which a special rule has been applied. CASE IN WHICH WATER-BAL- LAST SPACE ABOVE THE TONNAGE DECK IS EXEMPT. At the point A the rib bends toward the interior. The sec- tion is divided into three parts. (Fig. 14.) C'CBB', B'BAA', A' ADD'. MM ! £ i J hi Fig. 14. In the lowest part the measurements are taken to the inner faces of the ribs; hi the middle part to the face of the inner sheathing of the water-ballast space; and simi- larly in the upper part. As a consequence, the water-bal- last space is exempted. All other spaces above the tonnage deck exempted because of their purpose must also be above the upper deck. MACHINERY SPACES. All spaces for machinery above the upper deck are always exempted subject to the following conditions : (1) AUXILIARY BOILER SPACE. This is exempt when on the upper deck; but if the auxiliary boiler is in any way connected with the working of the propelling machinery the shipowner may have it included in the gross tonnage, and then deducted as part of the engine-room space. 368 MEASUREMENT OF VESSELS FOE PANAMA CANAL. FRANCE. | ENGLAND. | (2) SPACES FOR VENTILATING ENGINE ROOM. GERMANY. If located on the upper deck, even on a closed bridge, they are exempt, unless the ship- owner demands that they be included entirety or partly in the gross tonnage, and then deducted as engine-room space. In England and France the measurement is subject to certain conditions. (See later under "Deductions for machinery"). 1 SPACES USED IN NAVIGATING. They are all exempt, except the chart room, which is always measured and then deducted. They include the pilot's room, the turrets for standing lights, shelters for lookouts (they some- times include the lockers for running lights), the wheel room, and the spaces for the capstan and hoisting machinery. SHELTERS FOR PASSENGERS ON SHORT VOYAGES. 2 Same practice as in France. 3 The use to be made of these spaces is not considered. The only question is whether they are closed or open. Exempted after examina- tion. TOILETS. If located on the upper deck, they are exempt. Those for the use of passengers are exempt at the rate of 1 for every 50 passengers, provided the total does not exceed 12. KITCHENS AND DISTILLING APPARATUS. Exempt from measurement in all three countries, if they are located on the upper decks. BAKERY. Not exempt, unless it is in the same place as the galley. Exempt in England since 1905, if it is located on the up- per deck and furnished with ovens. Not exempt. 3 COMPANIONWAYS. Exempt in all three countries. Any part of the space used as a smoking room is not exempt. The entire volume of the cir- cumscribed parallelopipedon is exempt. Any portion used for any other purpose is not. Nothing is exempted for them in between-deck spaces. One-half of the circum- scribed parallelopipedon is ex- empted, provided no portion is used for any other special purpose. England appears to extend this exemption to com- panion ladders in the between- deck space next below the up- per deck. The companionways are not exempt unless situated be- tween decks. At Bremen they must also be inclosed by par- titions, in order not to violate the principle that no deduc- tion nor exemption is to be made for any space lying with- in a measured space, unless it is itself effectively separated. 1 Spaces for ventilating engine room: Measurement is now also subject to restrictions in Germany. (See note, p. 373.) a Shelters for passengers on short voyages: In Germany (Ship measurement ordinance, art. 13Bb) they may be exempted upon authorization of the Bureau of Registry. Same practice as in England. s Bakery: In Germany (Technical directions, Art. Ill) bakeries equipped with ovens are now exempted. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 369 FRANCE. ENGLAND. SKYLIGHTS AND DOMES. GERMANY. These are exempt in all three countries. Quite frequently, as shown in the figure, an opening is left in the floor of a superstructure below a skylight in order to ventilate and light the dining saloon. Fig. 15. In this case they exempt not only the skylight, but also all of the space ABCD, on the ground that it is essential for lighting and ventilating the dining saloon. At Bremen, however, this is not done, by reason of the principle laid down in connection with companionways. HATCHES. They are exempt up to one-half per cent of the gross tonnage in all three countries. III. — Deductions. The general principle is that nothing is deducted unless it has been previously measured in determining the gross tonnage. There are two classes of deductions: First, general deductions, exact volume of the spaces considered under this heading being deducted. Second, deductions for machinery, to a reason- able extent. 1. General Deductions. 1 These deductions are not subject in France to the same conditions as in England and Germany. The custom of in- dicating by inscriptions the purpose for which spaces to be deducted are intended to be used is recommended. All these deductions in England and Germany are subject to the condition that deducted spaces must be exactly appropriate to the purpose for which they are intended, and of reasonable size, and must bear an inscription stating for what they are to be used. (a) CREW SPACE. 2 The term "crew" includes the entire personnel on the ship's rolls — sailors, firemen, mechan- ics, petty officers, officers, doctors, stewards, and other personnel for the care of passengers. The spaces for the use of crew are the rooms, lavatories, bathrooms, toilets, wardrooms, and passages exclusively serving these spaces. In England the deductions of rooms for the crew spaces are conditioned upon their having certain dimensions, in the interests of hygiene and ventilation. Certain hygienic conditions similar to those in England will probably be laid down in the near future, and the de- ductions for crew space will be subject to these conditions. 1 General deductions: Water ballast tanks, other than double bottom, used solely for water ballast, are deducted in England and Germany. (See note 1, p. 363.) 2 Crew space: Regulation of July 2, 1905, fixes the minimum dimensions of sleeping rooms on German vessels, and regulates ventilation, light, heat, dampness, foul odors, entrances, and other matters concerning the hygiene and comfort of the crew. 370 MEASUREMENT OF VESSELS FOR PANAMA CANAL. FRANCE. | ENGLAND. | GERMANY. TOILETS FOE CREW. 1 These are subject to certain similar hygienic rules. In all three countries they are deducted only when located below the tonnage deck. If above, they are exempted. PASSAGEWAYS. In France and England they are deducted only when they exclusively serve only deducted spaces. CREW'S GALLEY. In Germany the treatment is the same; but when they serve deducted spaces other than crew spaces they are not deducted. Same rules as in France. The galley intended solely I The galley, even when in- for the crew, below the upper I tended for the exclusive use of deck is deducted. the crew, is not deducted when below the upper deck. Above this deck it is ex- ' When above, it is exempted, enipted. The distilling apparatus when below the upper deck is not deducted in any of the three countries. CAPTAIN'S QUARTERS. In all three countries they are deducted, except such portion as could also be used by pas- sengers. (b) SPACES USED IN NAVIGATING THE SHIP. It has already been stated that those located above the upper deck are exempted, except the chart room. Those that are deducted are the following: SPACE FOR THE STEERING MECHANISM. If located below the upper deck there is deducted: The space actually occupied by the steering gear and necessary for its operation. In Bremen, however, pursuant to the principle heretofore noted, this space must be inclosed. SPACE OCCUPIED BY THE CAPSTAN AND HOISTING MACHINERY. It is deducted when located below the upper deck, which is very unusual. At Bremen the same rule is applied as mentioned above. CHART ROOM. The room for charts and navigation instruments is not exempted when above the deck, but is deducted wherever it is located. When it does not exist, and the charts are kept in some measured space, a deduction of 3 Moorsom tons is allowed. i Toilets for crew: Regulation ot July 2. 1905, regulates the hygienic conditions of toilets, bath, and wash rooms on German vessels. FRANCE. MEASUREMENT OF VESSELS FOR PANAMA CANAL. | ENGLAND. 371 GERMANY. A deduction up to 1 per cent of the gross tonnage, but not more than 75 tons, is allowed. The storeroom, as in Eng- land, may be divided into sev- eral rooms, or there may be several storerooms in different parts of the ship. BOATSWAINS STOREROOM. The deduction in England must not exceed 1 per cent of the gross tonnage for large ships — ships of more than about 1,000 tons— or 2 to 2 J per cent for others. In the case of ships of about 1,000 tons, a percentage between 1 per cent and 2 per cent is taken in order to allow for the change. There may be several differ- ent storerooms. The limits are not fixed. They are about three-fourths of 1 per cent of the gross ton- nage; a little more for small ships. Only one storeroom is deducted. At Hamburg the percentage varies in accord- ance with the following table : J per cent for a ship of 4,000 tons or more. 1 per cent for a ship of from 1,000 to 4,000 tons. 2 J per cent for a ship of from 500 to 1,000 tons. 4 per cent for a ship of from 50 to 500 tons. 6 per cent for a ship of 50 tons or less. ATTXILIARY BOILER. It is deducted if situated below the upper deck and is used to operate the principal pumps of the vessel. SAIL ROOM. In each of the three countries it is deducted in sailing vessels with a maximum of 2J per cent of the gross tonnage. 2. Deductions for Propelling Machinery. When the volume of the propelling machinery is between 13 and 20 per cent of the gross tonnage for vessels with propellers and between 20 and 30 per cent for vessels with paddle wheels, a fixed deduction of 32 and 37 per cent, respectively, of the gross tonnage is allowed as the deduction for propelling machinery. When the volume of the propelling machinery is above these limits, 75 per cent of its volume for vessels with propellers and 50 per cent for vessels with paddle wheels is added to the actual volume to obtain the deduction. 1 In France the owners can de- However, in England and Germany the deduction of 32 or mand the actual deduction, 37 per cent may be allowed even in case of vessels whose ma- comprising both the A'olume of chinery spaces are less than 13 or 20 per cent of the gross ton- the machinery and that of the nage. In fact, that never occurs, bunkers, with a maximum of 50 per cent of the gross tonnage. The process of measuring is the same in the three countries. The volume of the propelling machinery is measured under several heads: Principal volume (machinery and boilers), volume of ventilating spaces and of the shaft tunnel. 1 In England and Germany the vessel owner is given a choice between the Danube rule and the Board of Trade rule for vessels the volume of whose machinery space is above these limits. In case of vessels whose machinery space is below these limits the Danube rule is applied unless the Board of Trade or Bureau of Registry, respectively, permit the application of the Board of Trade rule. 372 MEASUREMENT OF VESSELS FOE PANAMA CANAL. FRANCE. ENGLAND. PRINCIPAL VOLUME. GERMANY. It is measured from the ceiling, which is usually formed by a deck. When the ceiling is curved the depth is taken from the point A, at the height where the curve stops (fig. 16). In France the principal vol- ume can not rise above the Fig. 17. upper deck. The portion in excess is treated like the ven- tilation spaces. In fig. 17 the space ABCD is treated like the space EFGH. When the principal volume In France there are no re- strictions as to the dimensions of the engines or boilers. Fig. 16. In England and in Germany the principal volume can, on the contrary, rise above the upper deck, consists of several distinct parts, they are measured separately. The dimensions of the en- gines and boder rooms are subjected to rather strict lim- its in England. When the boilers are placed longitudinally, the length of the space left for handling the fires can not exceed the length of the grates plus 1 foot. When the boilers are placed transversely on each side of the vessel, the stoking space being in the middle, the width of the space should not exceed 11 feet. In either case the remaining space of the boiler room should not exceed what is necessary for the accommo- dation of the boilers. The engine and the boilers should be separated from each other only by the distance necessary for the proper op- eration of the former. Finally, the rear bulkhead of the engine room should not be more than 4 feet from the rear cylinder or its valve chest. In Germany there are no such restrictions. It is merely prescribed that only the space necessary for the operation of the engine and the boilers will be measured. 1 1 Dimensions of engine and boiler rooms: Instructions to the ship survey, art. 16, sec. 3, provide that if firing is done longitudinally the length of space for handling can not exceed the length of the grates plus 30 centimeters. When firing is done transversely, the width of the stoking places should not exceed 3.5 meters. Technical directions, Art. VII, limits the engine room and boiler rooms to what is exclusively occupied and necessary for effective operation. The rear bulkhead of the engine room should not be over 4 feet from the rear cylinder or its valve chest unless the bureau of registry permits a greater space. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 373 FRANCE. ENGLAND. GERMANY. Certain auxiliary machinery, which forms no part of the motive machineiy, is often situated in the engine room. The same is true of the machine shop. In France the volume of the machine shop is considered as engine-room space, and is added to the latter even when it is situated in a separate place. Auxiliary machines — dyna- mos, distilling apparatus, re- frigerating machinery — are not theoretically regarded as part of the engine volume; but, in fact, when there is no real sepa- ration they are often included in the engine volume. In England the shop is in no case considered as part of the volume of the propelling ma- chinery. Auxiliary machines are con- sidered as part of the engines when there is no real separa- tion. In Germany shop and auxil- iary machinery are included in the engine volume when there is no real separation. An open bulkhead does not con- stitute real separation. VOLUME OF VENTILATING SPACES. The part of the ventdators space. The part situated abo^ demands it ; the surplus, if any. The addition, in whole, or in engine space is, in France and rules. In France, the width must not exceed half of the greatest interior .width of the vessel. The excess is not measured. under the upper deck is always considered part of the engine e is wholly, or partially, added thereto only when the owner is exempted. part, of the ventdators to the hi England, subject to special In Germany, the rule re- quires that this space be reasonable in extent. In prac- tice no attention is paid to this restriction. 1 In England, the ventdators must be necessary for the operation of the machinery, and must protect the ma- chinery openings against the sea, and be reasonable in size. By reasonable in size is meant that their width must not exceed half of the greatest interior width of the vessel and that their length must not extend beyond the for- ward and rear bulkheads of the engine room. Lacking these conditions the space would be simply exempted. VOLUME OF THE SHAFT TUNNEL. 2 It is everywhere and always understood that in the engine space there is included one or more tunnels. In France no made therefor. provision is The English instructions provide for the very rare case where the shaft is not in- Xo provision is made there- for in Germany. 2 1 The length of light and air shafts on German ships (Technical directions, Art. VI) must not exceed the length of the engine and boiler spaces. If a part of the deck-plated over reaches into the air shaft, the length of this part is deducted from the length of the shaft which lies in this deck. The width of the air shafts must not exceed one-half of the largest interior breadth of the ship. This limitation does not hold in the case of small ships requiring greater widths. 2 Provisions in Germany are now the same as in England. (Technical directions, Art. V.) 374 MEASUREMENT OF VESSELS FOR PANAMA CANAL. FRANCE. ENGLAND. closed in a tunnel. A space would be deducted, corre- sponding to the normal sized tunnel on a vessel of the same dimensions. In particular, allowance would be made for tunnel space around the thrust block, of space suffi- cient for a man to remove the thrust block cap, not exceed- ing 7 feet in height. In the case of twin-screw vessels there would be included as tunnel space all the space about the shafts for a height not exceeding 6 feet, not in- eluding • any portion that might be used for another purpose. The appearance of a new kind of marine engine — turbines — raises the question as to whether the deductions for engine space should not be modified. Although exact information on this space is still lacking, it seems that, for equal power, the volume of turbine engines does not differ materially from that of ordinary engines. The coal consumption also seems to be about the same. Therefore, a change in making deductions for the machinery seems scarcely probable. Moreover, potent reasons tie the hands of Governments and prevent their remedying the anomalies, recognized by ail and platonically condemned for a long time, that encumber the measurement rules. GERMANY. APPENDIX IX. COMPARATIVE ANALYSIS OF THE PROVISIONS OF THE TONNAGE CERTIFICATES ISSUED TO VESSELS IN FRANCE, ENGLAND, AND GERMANY. 375 APPENDIX IX. COMPARATIVE ANALYSIS OF THE PROVISIONS OF THE TONNAGE CERTIFICATES ISSUED TO VESSELS IN FRANCE, ENGLAND. AND GERMANY. 1 FRANCE. The French tonnage certifi- cates give in detail the gross tonnage, the deductions, the net tonnage, and the spaces exempted from measurement. The details of the gross ton- nage comprise the principal volume, the volumes of the 'tween decks and the various superstructures measured. The details of the deductions comprise the volume of the propelling machinery and the related deductions, the volumes of the various spaces for the crew and officers, the spaces used in handling the vessel, and the volume of the captain's accommodations. The details of the exemp- tions comprise an enumeration of the deck spaces exempted because of their special uses, and also the deck spaces ex- empted because of being open. This certificate lacks to be complete and to permit a ready check in every case, the details of the volume of the propelling machinery, and mention of the exempted water ballasfc spaces. Tonnage Certificates. 2 ENGLAND. The certificates of the Brit- ish registry give in detail the gross tonnage, the deductions, the net tonnage, and the spaces exempted from meas- urement. The details of the gross ton- nage comprise the principal volume under the tonnage deck, the volumes of the 'tween decks, and the various superstructures measured. The details of the deduc- tions comprise "the volume of the propelling machinery and the related deductions, the volumes of the various spaces for the crew and officers, the spaces used in handling the vessel, and the volume of the captain's accommodations. The details of the exemp- tions comprise an enumera- tion of the inclosed deck spaces exempted because of their special uses, and also, on the back of the certificate, the deck spaces not measured because of being open. This certificate lacks to be complete and to permit a ready check in every case, the details of the volume of the propelling machinery, and mention of the exempted water ballast spaces. 4 GERMANY. The German tonnage certifi- cates give in detail the gross tonnage, the deductions, and the net tonnage. The details of the gross ton- nage comprise the principal volume, the volume of the 'tween decks, and the various superstructures measured. The details of the deduc- tions comprise the volume of the propelling machinery and the related deductions, the volumes of the various spaces for the crew and officers, the spaces used in handling the vessel, and the volume of the captain's accommodations. At present no exemption is mentioned. However, a deci- sion has apparently been reached to mention the deck spaces exempted because of being open. 3 This certificate lacks to be complete and to permit a ready check in every case, the details of the volume of the propelling machinery, and mention of the exempted water ballast spaces. 4 i Translated in 19H by Lieut. C. Garlington, C. E., from "Etude Sur le Juageage," by V. Beret, Controleur- Adjoint de la Navigation de la Com- pagnie Universelle des Canal Maritime de Suez. Paris, 1905. * Tonnage certificates: German certificates now show the spaces on or above the upper deck considered open and therefore exempted from measurement. The exempted spaces detailed in the British certificate are only those above the upper deck, but include closed as well as open ices. 3 The latest German certificates mention these spaces. * Since 1906 and 1908, respectively, no water ballast spaces, except double bottoms, are exempted in England and Germany. 618G1°— 13 377 378 MEASUREMENT OF VESSELS FOE PANAMA CANAL. FRANCE. Tonnage certificates made according to the English rules are accepted without verifica- tion. Those made according to other rules are verified. ENGLAND. INTERNATIONAL TONNAGE. 1 The tonnage given in the papers of the vessels of the following countries: United States, Germany, Norwaj^, France, and Denmark are ac- cepted in England as con- formable to English tonnage hi all its details. Spanish vessels are remeas- ured in England. Italian, Swedish, and Dutch certificates often mention, in addition to the national ton- nage, the tonnage calculated according to the English rules, and this is then accepted as correct. The tonnage in Russia, Fin- land, Belgium, Greece, Swe- den, and Holland differs from English tonnage only in the method of calculating the de- duction for propelling ma- chinery. Captains of vessels of these nations can ask for the measurement of the pro- pelling machinery according to the English rules; and the national tonnage, modi- fied accordingly, is then ac- cepted in England. 2 GERMANY. In spite of certain existing differences the tonnage of the following countries are accepted without reserva- tions : England, France, Austria-Hungary, Norway, Denmark, Holland, Russia, and the United States. The tonnage certificates of Italy, Sweden, and Belgium are different, but the ship's papers on board the vessels of these powers often men- tion their tonnage calculated according to the English rules by the officials of their own country. The tonnage so cal- culated is accepted in Ger- many. ACCURACY OF TONNAGE MEASUREMENTS. The personnel that makes the tonnage measurements in France is not, as a rule, spe- cialized in the service. In ad- dition, it is small and poorly organized. For lack of per- sonnel the central administra- tion in Paris has had to give up the graphical verification of ;he tonnage measurements. All dimensions are measured to the nearest centimeter. In England and Germany the personnel charged with ton- nage measurements is specialized in this service. It is well organized and of sufficient numbers. In England all measure- ments are made in feet and decimal fractions of a foot to the nearest hundredth. All dimensions are taken to the nearest centimeter. ' International tonnage: Italian certificates have been accepted in Great Britain since May 11, 1906. 2 The British Board of Trade rule for deducting power space was adopted in Holland in 1899 and in Russia in 1900. FRANCE. MEASUREMENT OF VESSELS FOE PANAMA CANAL. ENGLAND. GERMANY. 379 The subdivisions of lengths and depths are calculated to the nearest millimeter. All tonnage calculations are carried out to the third decimal and the results stated to the nearest second decimal. The subdivisions of the lengths and depths are calcu- lated to the third decimal. Results are stated to the nearest second decimal place. APPROXIMATION OF TONNAGE MEASUREMENTS TO ACTUAL CUBICAL CONTENTS. 2 The method of measuring the principal volume in France gives in certain cases a closer approximation than in England and Germany because of the greater number of subdivisions of the length. Moreover, the method of the fictitious bottom line is a more delicate refine- ment than the method followed in England and Germany, in case the bottom line is irregu- lar. In the case of the ceiling of a concave double bottom where the lowest width is zero the French method is inferior to the English method. The error that results may attain 5 per cent below the real area of the corresponding cross section. (English Commission of 18S1.) The French method ex- empts the volume correspond- ing to the thickness of the floor joists on which the bottom sheathing sometimes rests. This thickness may reach from 15 to 20 cm. In case of refrigerating walls the deduction of the sheathing from the measurement is gen- erally less than the deduction of the 3 inches allowed, in this case, in England. Because of the number of subdivisions of the length, the approximation of the German tonnage is intermediate be- tween that of the French and that of the English tonnages. 2 In this regard, because of the smaller number of subdi- visions of the length, the Eng- lish tonnage gives, in certain cases, an approximation not so close as that of the German and French methods. The method of subdividing the principal volume at each point of a break in the bottom line is easy and practical to handle. In the case of the ceiling of a concave double bottom the approximation of the English and German methods is better than that of the French methods. This method of measuring the areas of cross section in sepa- rate parts in all cases where the old method seems insufficient is apparently becoming more general. The volume corresponding to the thickness of the floor joists on which the bottom sheathing sometimes rests is not exempted from measurement. The deduction of 3 inches from the width in case of re- frigerating walls is greater than what is generally allowed in France in this case. The special method of meas- uring the first width of the principal volume of turret ships is characterized by a 1 Accuracy of tonnage measurements: In Germany all calculations are carried out to the third decimal place, and when the fourth decimal is five or more the third is increased by one. (Instructions to ship survey, art. 26.) 2 Approximation of tonnage measurements: German measurement practice now divides the length into the same number of subdivisions as in England. (Ship-measurement ordinance, art. 6.) No deduction is made in this case. The German meth- od is therefore, on this point, the strictest of the three. 380 MEASUREMENT OF VESSELS FOR PANAMA CANAL. FRANCE. ENGLAND. diminution of the calculated area of the cross section that may reach nearly 5 per cent of the actual area. In the case of long vessels, the approximation of the English method for the meas- urement of the 'tween decks is less close than that ob- tained in Germany or in France. GERMANY. In the case of long vessels, the approximation of the measurement of the 'tween decks is closer than in Eng- land and less close than in France. 1 In the case of long vessels, the French method, because of the greater number of subdi- visions of the length is of a closer approximation than the English and German methods for the measurements of the 'tween decks. The approximation of the measurement of the super- structures is closer than in Eng- land or Germany, because of the measurement of a greater number of widths, whenever the length is at all considerable, or when the first width is zero. The exemptions from measurement of the water ballast spaces are. governed by the same rules in the three countries. The approximations of the tonnage measurements are therefore, on this point, in very close accord. 2 The exemptions from measurement of the inclosed spaces on the upper deck likewise conform to the same rules in the three countries. Therefore there -can result, on this point, no difference in the approximations of the tonnage measurements. As regards superstructures, the English and German approx- imations are less close than that of the French method whenever the length is at all considerable, or when the first width is zero, or very small. The definitions of the open- deck spaces are a little stricter than in England. Some dif- ferences might result there- from. But it must be ob- served that with the present subsidy laws an effort is made to avoid open spaces rather than otherwise. Crew space is deducted with- out any restrictions. The exemption from meas- urement of the deck spaces considered open is subject to less strict rules in England than in Germany or in France. This greater indulgence may, in some cases, have as its con- sequence supplementary ex- emptions. The deductions for crew space are subject to hygienic conditions. As it never occurs that these are not fulfilled, no difference results. The deductions for spaces used in handling the vessel are subject to the condition that these spaces be reasonable in extent and exactly appropriate to their purpose. There re- sults practically no difference from the French rule. The definitions of the open- deck spaces are more strict than in England. From this there may result, in some cases, less importance in these exemptions. It is proposed to subject the deductions for crew to hy- gienic conditions. 3 The deductions for spaces used in handling the vessel are subject to restriction only as regards the boatswain's storeroom and the sail room, with practically no difference from the English and German rule. 1 See note 2, p. 379. 2 Since 1900, and 1908, respectively, water ballast spaces other than double bottom are not exempted in England and Germany. They are measured, and, if used only for water ballast, are deducted. 3 Deductions for crew space in Germany are subject to detailed provisions as to hygienic conditions. (Regulations of July 2, 1905.) MEASUREMENT OF VESSELS FOR PANAMA CANAL. 381 FRANCE. The deductions for propel- ling machinery are subject to the same restrictions as in England only as far as ventila- tion spaces are concerned. The absence of precise restrictions for the other machinery vol- umes might, in certain cases, allow their being enlarged be- yond what is necessary and thus obtaining, by the applica- tion of the "Danubian incre- ment ride," machinery de- ductions greatly in excess of the real needs of the case. 1 The deduction of the actual volume of the coal bunkers might, in certain very rare cases, constitute an important advantage for the French ton- nage rules. ENGLAND. The deductions for propel- ling machinery are subject to several restrictions, having as their object the prevention of the enlargement of the ma- chinery spaces beyond what is reasonable, and also the pre- vention of thus obtaining, by the application of the " Danu- bian increment rule," deduc- tions greatly in excess of the real needs of the case. 1 GERMANY. The deductions for propel- ling machinery are subject to no precise restrictions. In certain cases considerable ex- aggeration in the machinery spaces may result from the application of the "Danubian increment rule," causing machinery deductions much greater than is necessary. 1 However, these restrictions seem to only partially fulfill their object. A commission appointed by the Board of Trade is at present examining the whole question of ma- chinery deductions. Possibly the result will be the estab- lishment of a maximum. 2 The deduction of the actual volume of the coal bunkers not being applied in England or in Germany, there might result, in certain very rare cases, a considerable disadvantage as com- pared with the French tonnage rules 1 It should be added that in the absence of restrictions equally great exaggeration may result from the application of the Board of Trade percentage rule. Ordinarily the Danube rule deducts less than the Board of Trade rule. ' The Merchant Shipping Act of 1907 fixed a maximum of 55 per cent of the gross tonnage remaining after the general deductions are made. APPENDIX X. REPORT OF THE INTERNATIONAL TONNAGE COMMISSION, SIGNED AT CONSTANTINOPLE, DECEMBER 18, 1873 383 APPENDIX X. THE REPORT OF THE INTERNATIONAL TONNAGE COMMISSION ASSEMBLED AT CONSTANTINOPLE IN 1873. The international commission which has met at Constantinople, in pursuance of the invi- tation addressed by the Government of his imperial majesty the Sultan to the maritime powers, has taken for its guidance the circular dispatches of the imperial Government to their agents abroad, dated, respectively, January 1 and August 13, 1873, and the vizirial letters addressed to his highness the Khedive of Egypt of July 12 and 30, 1873, as well as the instructions of the Sublime Porte to their delegates. It has devoted 21 sittings to the discussion of the questions submitted to it, and has followed the rules of discussion which it had previously laid down, as shown in the proces verbaux annexed to this report. In fixing the order of its labors the commission has thought it advisable to abide by the suggestions of his imperial majesty's Government, contained in the letters addressed to the powers and in the instructions given to the Ottoman delegates. These documents recommended the investigation in the first place of the best mode of ascer- taining: First, the total and the utilizable capacity of a ship; and second, as a consequence thereof, the examination of the scale of dues as now levied by the company on the Suez Canal. The commission, following this order of ideas, divided its work into two distinct parts, viz: 1. Question of tonnage generally. 2. The question of the tolls on the Suez Canal. Taking the first point, and considering it in all its aspects, the commission classified it under two principal headings — gross tonnage, net tonnage. The commission presents as follows the reasons which determined its opinion on that part of its labors: It is a traditional usage of all maritime countries to submit merchant vessels to a measurement, the result whereof, known under the general name of "tonnage," serves as the basis of the taxation to which a ship is or can be made liable everywhere and under any circum- stances. The fixing of tonnage appertains in every country to the sovereign power as one of the attributes of public authority. Although this was originally determined in every state according to local convenience, yet the different systems of the various maritime countries tended toward a common rule, and gradually, as maritime commerce increased, the special privileges reserved to vessels of individual nations under their navigation laws gave way to inter- national competition. "Displacement," with a unit of weight and the supposed equivalent in volume, was the main principle of the old rules of tonnage for determining what a ship could carry or contain. But experience has shown everywhere the impossibility of determining by a fixed and invariable rule, in a constant manner, the carrying power of a ship, which necessarily varies according to the nature, the form, and density of each of the component parts of a cargo, as well as according to the season, state of the weather, and the respective length of voyages. It is, on the contrary, always possible to measure exactly the internal capacity of a ship, and to deduct therefrom, in a practical way, the spaces which manifestly can not be utilized for carrying freight. The differ- ent enactments on this subject, after passing through analogous stages of experiments and study, have all arrived at this result. Happily, in spite of the variety of the processes employed, the 385 386 MEASUREMENT OF VESSELS FOE PANAMA CANAL. efforts to establish, under nearly similar conditions, a comparative statistic of the maritime tonnage of the different nations have at last proved successful. If the same rules of measurement are everywhere adopted, just comparison between ship and ship will be effected satisfactorily, and shipping will be everywhere taxed after an uniform and equitable mode. This unification of tonnage may be realized by adopting a formula combining the three following conditions, viz: 1. That of causing the internal capacity of a ship to be measured with all the precision that geometrical science is practically capable of. 2. That of expressing this capacity in tons the unit of which is obtained by a common divisor which best embodies for all maritime countries the ancient traditions of their common expe- rience, and which gives as quotient a mean of all the varying conditions under which ships are employed. 3. That of disallowing, in determining the net tonnage which is to be the basis of taxation, any other deduction of space but that which can not be used for earning freight by being employed for carrying passengers or merchandise. The commission has considered whether it would not be better to suppress the name of "ton of measurement" in order to avoid the continual confusion between this ton and the different tons of weight or volume employed in trade, but, after patient deliberation, it has formed the opinion that the time has not yet come when such a change in the usages of the commercial and maritime world can be recommended, and it has decided to adopt as unit of measurement the ton of capacity of Moorsom's system, viz, of 100 English cubic feet or 2.83 cubic meters. The international commission, after laying down these principles, acknowledged that the process of measuring the capacity of ships established in the United Kingdom by the Merchant Shipping Act of 1854, under 'he name of Moorsom's system, realizes best the conditions required to determine gross tonnage, and agreed that no other system can better secure the application of the precise rules of deduction which are to determine the net tonnage, nor lend itself with greater advantage to the unification of tonnage at which the commission is seeking to arrive. It is further recognized: 1. That such is the opinion of the maritime powers, inasmuch as Germany, Austria-Hungary, Denmark, the United States of America, France, Italy, Norway, and Turkey have successively adopted Moorsom's system, with slight variations in its application, and Belgium, Spain, Holland, and Sweden intend, as it has been declared by their respective delegates, shortly to adopt it. 2. That as regards the net tonnage of steamships the enactments of the English law of 1854 are not all that could be desired, inasmuch as for a class of vessels whose engines occupy a certain proportion of the total capacity the deduction is one of a percentage of the gross tonnage, whilst in other ships the deduction is derived only from the space occupied by the engines. 3. That there exists two other systems under which deductions are made, and that the difference between these two consists in the mode of dealing with the coal bunkers. The first regards movable bunkers, and is governed by the Danube rule ; the other regards fixed bunkers, and is adopted in Germany, Austria, France, and Italy. Under the first of these systems a shipowner is free to employ his ships for commerce generally throughout the world, increasing or diminishing the space applicable for coals according to the requirements of each voyage, whilst by the other system he is obliged to adopt fixed bunkers inapplicable for cargo, and which can only hold coals for a certain duration of voyage. Considering that the opinions are divided upon the respective advantages of these systems, the commission recommends for the accept- ance of the maritime powers the modes of procedure hereinafter contained, and the rules of measurement annexed to the present report. If these recommendations be adopted, it would be desirable that ships' papers should con- tain all details of measurement, the calculation by which gross tonnage has been found, and the deductions for determining net tonnage allowed. In any case where, in the measurement of the total capacity of a ship, any exceptions have been allowed, such exceptions ought to be mentioned in her papers. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 387 In discussing and fixing the rules of measurement annexed to this report, the commission has been guided by the following considerations, which it also submits to the approbation of maritime powers. Section 1. Every trading ship, whatever may be her nationality, ought to be furnished with a certificate of registry declaring (a) the gross tonnage, expressing her total capacity, and (b) the net tonnage, giving her capacity after the deduction made of space recognized as unavailable for earning freight. Sec. 2. This certificate of registry delivered by the competent Government authorities filled in from measurements effected in accordance with the rules proposed by the international com- mission shall be officially recognized in every country as the true basis for the application of ship's dues and taxes. These dues and taxes shall invariably be applied to the net tonnage of a ship. Sec. 3. Gross tonnage is best arrived at by Moorsom's system, as defined by the rules of measurement adopted by the commission and annexed to this report. Sec. 4. Gross tonnage comprehends the measurement of the whole space below the upper deck, as well as all spaces comprised within permanent constructions above that deck, which are covered and closed in. (For the definition see the annexed rules of measurement.) Sec. 5. To determine net tonnage the deductions from gross tonnage are: (1) General deductions applicable alike to sailing and steam vessels; (2) special deductions applicable to steamers only. Sec. 6. General deductions refer (a) to the accommodation of the crew (stewards and pas- sengers' servants are not to be considered as part of the crew) ; (b) to officers' cabins (the captains' not included therein) ; (c) to cook houses and closets exclusively for the use of the crew, situated either above or below the upper deck; and (d) to covered and closed-in spaces, if there are any, on the upper deck, employed for working the ship. These spaces are to be measured separately, and the sum of them deducted. The sum total of these deductions is, however, in no case to exceed 5 per cent of the gross tonnage, but this percentage may be distributed among the several spaces according to the practice and requirements of different countries. Besides the above-named spaces it was proposed in the commission to deduct further spaces occupied by the captain's cabin, the sail room, and other places used for stowing ropes and other gear; but these latter deductions were not approved by an absolute majority of votes. Sec. 7. The commission recommends the abolition of any system by which the net ton- nage of a steamer would be derived from a percentage on her total capacity. Sec. 8. Deductions special to steamers relate (a) to the engine room and boilers; (b) to the shaft trunk in a screw ship; and (c) to permanent coal bunkers. The spaces a, b, and c to be accurately measured. Sec. 9. If the ship has not permanent bunkers, or if she has only lateral bunkers, and her coal is stowed in bunkers shut off from the hold by movable partitions, then the spaces of these lateral and temporary bunkers are not to be measured. In this case the rule to be applied is that in force on the Danube, namely, an allowance is made for the coal space by giving 50 per cent of the space occupied by the engine in a paddle-wheel steamer, and 75 per cent in a screw steamer. (See art. 16 of the rules annexed.) Sec. 10. Ships furnished with permanent bunkers may nevertheless be measured under the Danube rule. In this latter case the net tonnage will be fixed according to the rules of the above paragraph. Sec. 11. In no case (except that of tugs) shall the total of these special deductions of steamships exceed 50 per cent of the gross tonnage. Sec. 12. For tugs when used exclusively as tugs, the special deductions may be made without any limit for space actually occupied by the engine room and coal bunkers. Sec. 13. Provisionally, and until all the Governments have adopted uniform rules for net tonnage, and with the object of attaining in the meantime a certain uniformity of practice, a 388 MEASUREMENT OF VESSELS FOR PANAMA CANAL. special certificate may be delivered to any steamer by the competent authority of the country to which she belongs, which certificate shall be recognized officially in foreign ports as estab- lishing the net tonnage upon which dues are to be paid. Sec. 14. In those countries which have adopted Moorsom's system, the above-named special certificate shall be prepared at pleasure either according to the rule applicable to ships with fixed bunkers, or according to the Danube rule. Sec. 15. In countries where Moorsom's system has not yet been, but will be adopted, steamers may be measured under rule 2 of the Merchant Shipping Act of 1854, with the factors 0.0017 and 0.0018. From the gross tonnage thus found the special deductions given by the above sections 6 to 12 shall be made. The annexed special certificate as specified in section 13 shall state the gross tonnage and the net tonnage of the ship, such net tonnage to be determined at pleasure either according to the rule applicable to ships with fixed bunkers, or according to the Danube rule. Sec. 16. Open vessels are not comprised within the proposed international rules of meas- urement. Sec. 17. It is recommended that a penal provision shall be enacted to the effect that if any of the permanent spaces which have been deducted shall be employed either for the use of merchandise or passengers, or in any way profitably employed for earning freight, that space shall be added to the net tonnage, and never more be allowed as a deduction. The provisions of the above paragraphs embrace the principles which have guided the commission throughout its labors, and it now desires to express the wish that in order to guar- antee in all countries the identical application of those principles, the rules of measurement proposed by it should be adopted either by diplomatic action or by commissioners furnished with full powers, who should come to an understanding upon the means to be employed for putting those rules into execution, and on all necessary details. The co mmis sion in approaching the second part of its duties has had, in accordance with the terms employed by the Ottoman Government in their instructions to their delegates, to resolve the following question: Is the system now actually being applied for the levying of dues in the Suez Canal in harmony with the provisions of the act of concession and of the imperial firman according to the interpretation given to those documents by the two vizirial letters addressed to his highness the Khedive ? After having examined the act of concession and the documents above mentioned, the commission opened the discussion thereon, and having successively listened to the observations of the delegates of Germany, Austria, Spain, Great Britain, Greece, Italy, Holland, Russia, and Turkey, was called upon to deliberate upon a form of resolution presented by the delegates of Great Britain (see the proces verbaux, Nos. 13 to 16). But before taking a vote on this resolu- tion the commission received in its sitting of December 9, through its president, communication of a letter of the same date addressed to him by his excellency Raschid Pasha, minister for foreign affairs. In deference to the recommendation contained in that letter the commission discussed and adopted officially an opinion in the following form, which was accepted unani- mously, and which the co mmis sion hopes is in harmony with the desire expressed by the Sub- lime Porte. OPINION. Being invited by the Sublime Porte to express an opinion upon the system of levying dues on the Suez Canal under the concession, the firman of 1866, and the vizirial letters of the 17th Djemazi-ul-Ewel and 6th Djemazi-ul-Ahir 1290, and in conformity with the desire expressed in his excellency Raschid Pasha's letter of December 9, 1873, referring on the one hand to the act of concession of the Suez Canal, which concession is to remain untouched, and on the other hand referring, with a view to the application of the provisions of that act, to the general prin- ciples and rules of measurement already laid down by the international commission, the com- mission is of opinion that the dues to be levied in the canal may be regulated by an arrangement upon the following bases: MEASUREMENT OF VESSELS FOE PANAMA CANAL. 389 SHIPS MEASURED ACCORDING TO MOORSOM's SYSTEM. 1. A surtax of 4 francs, in addition to the tax of 10 francs, shall be levied per net register ton on steamers whenever the deductions due to engines have been determined under section a of Clause XXIII of the Merchant Shipping Act of 1854 defining Rule III. 2. This surtax shall be reduced to 3 francs for every vessel which shall have inscribed upon her papers or annexed to these papers the net tonnage based on the system recommended by the international commission, which shall form the basis for the levying of the tax and the surtax. 3. It is to be understood that ships already measured according to the alternative system suggested by the commission, and particularly those under paragraph b of the above-named clause of the Merchant Shipping Act of 1854, shall be liable from the present time to only a surtax of 3 francs per ton of net register, provided always that the deductions for engines and fuel shall not exceed 50 per cent of the gross tonnage. VESSELS MEASURED UNDER ANT SYSTEM OTHER THAN THAT OF MOORSOM. 4. Gross tonnage of ships not measured under Moorsom's system shall be brought into accordance with that system by the application of the Danube scale of factors, and their net tonnage shall be determined according to section a of the above-named Clause XXIII of the Merchant Shipping Act. These vessels shall pay, over and above the tax of 10 francs, a surtax of 4 francs per ton on then - net tonnage. PROVISION COMMON TO ALL SHIPS. 5. The surtax of 3 francs per net register ton shall be progressively reduced in the pro- portions hereinafter specified according to the development of the annual tonnage of ships passing through the canal, and shall cease altogether so soon as the said tonnage shall have reached in any one year 2,600,000 net register tons, when the original maximum tax of 10 francs per ton only shall become applicable. The above-named diminution of the surtax shall be on the following scale: So soon as the net tonnage shall reach 2,100,000 tons within one year the company shall levy in the following years the surtax of 2i francs only. When the net tonnage shall have reached 2,200,000 tons within one year, the year fol- lowing the surtax shall not exceed 2 francs per ton, and so on; so that each successive annual increase of 100,000 tons shall entail a successive diminution of 50 centimes of the surtax for the year following, and when during any one year the net tonnage shall have arrived at 2,600,000 tons the surtax shall be entirely abolished, and the original tax not exceeding 10 francs per ton shall be reverted to. It is further to be understood (a) that whenever the increase of net tonnage within any one year shall exceed 100,000 tons the surtax during the year following shall be diminished by 50 centimes per ton in respect of each excess of 100,000 tons; (b) that once the surtax shall have been diminished or abolished as provided above no increase or reimposition shall be allowed even if the amount of net tonnage passing through the canal should fall off; and (c) that January 1 (new style) shall be taken as the commencement of each year for the purposes of the surtax. TRANSPORTS, VESSELS OF WAR, AND VESSELS IN BALLAST. 6. Vessels of war, vessels constructed or chartered for the transport of troops, and vessels in ballast shall be exempted from all surtax; these shall pay no higher dues than the maximum tax of 10 francs per net register ton. After the commission had expressed the above opinion in its nineteenth meeting, the first delegate of Turkey made the two following declarations, having been thereto authorized by his Government : 390 MEASUREMENT OF VESSELS FOB PANAMA CANAL. 1 . That the authority to levy a surtax of 1 franc given to the company in 1871 for a special puipose is withdrawn; and 2. That no modification for the future, of the conditions for the passage through the canal shall be permitted, whether in regard to the navigation toll or the dues for towage, anchorage, pilotage, etc., except with the consent of the Sublime Porte, which will not take any decision on this subject without previously corning to an understanding with the principal powers interested therein. The delegates of Great Britain, Italy, Spain, Belgium, Austria-Hungary, Germany, Turkey, France, Greece, and Russia declared at the twentieth meeting of the commission that they were authorized by their Governments to accept the provisions of the arrangement hereinbefore contained. The delegates of Holland declared that they were likewise so authorized by their Government, but under the reserves which they have already made on certain points. This report is drawn up and signed at Constantinople this day, December 18, 1873 (28th Chewal 1290). (Signed) For Germany — Gillet. Hargreaves. For Austria-Hungary — G. DE KOSJEK. L. Zamara. E. F. Nicolich. For Belgium — Cam. Janssen. For Spain — Joachim Togores. A. Ruata. For France — A. D'Avril. RUMEATT. For Great Britain — J. Stokes. Philip, Francis. For Greece — A. A. H. Anargtros. For Italy — E. Cova. F. Mattel Alex. Vernoni. For Holland— Jansen. Richard S. Keun. For Russia — B. E. Steiger. KORCHIKOFF. For Sweden and Norway — O. von Heidenstam. For Turkey — Edhem. M. Salih. H. Madrilly. The Secretary, Cabatheodory. APPENDIX XL HISTORY OF THE MEASUREMENT OF TONNAGE OF VESSELS USING THE SUEZ CANAL. 391 APPENDIX XI. HISTORY OF THE MEASUREMENT OF TONNAGE OF VESSELS USING THE SUEZ CANAL. 1 The franchise of the Suez Canal Co. authorized it to collect a maximum toll of 10 francs ($1.93) per "ton of capacity" from all vessels passing through the canal. This toll was to be the same for every class of ship and was to apply without discrimination to vessels of all nations. The exact meaning of the expression "ton of capacity" was not denned. During the construc- tion period of the canal no one gave any consideration to this question. First period {1869-1872). — In 1S68, when the canal was to be opened to navigation, the canal company appointed a special commission to decide upon the various questions arising in the actual operation of the canal. This commission decided that, in the absence of any international rule for the determination of the tonnage of vessels, it would be best to base the toll to be charged on the net tonnage of ships as given by the ship's papers, without discrimi- nation as to the flag of ships. The heart of the question relative to the ton of capacity and ton of official measurement of the various nations was not examined into. Second period (1872-1874)- — The canal company first charged tolls upon this basis. The receipts proved less than the financial necessities of the company required. An examination was then made to see if this method of charging tolls complied with the terms of the franchise. General inquiries were made and a new commission, made up of well-known and able men, was formed to go to the bottom of the matter, and to decide what standard should be used in determining the tonnage of ships. As a result of its studies, the commission decided that the English gross tonnage of ships, expressed in terms of the English standard capacity ton (100 cubic feet) was the best measure of the usable capacity of ships. In accordance with this opinion, a new tariff was put in force for the collection of canal tolls July 1, 1872. Preliminaries to the International Commission of Constantinople. — This action gave rise to lively recriminations throughout the maritime world. The interpretation thus placed by the canal company on the terms of its franchise was violently attacked. Some Governments took up the matter in behalf of their citizens and addressed the sovereign power that had granted the franchise, with a view to obtaining an exact definition of what had been meant by "ton of capacity." The question ceased to be a scientific one, and became a diplomatic one. It is unnecessary to go into the pressure that was brought to bear on the Ottoman Porte, on both sides. Urged first one way and then the other way, the Porte decided, after a fruitless effort to settle the question himself, to refer it to an international commission to be assembled at Constantinople. In the invitation to participate addressed to the other powers, the Porte treated the meas- urement of tonnage in the Suez Canal merely as a particular case of the more general problem to be submitted to the deliberations of the commission. The problem before the commission was to be "the determination of a standard ton which would serve both as a unit for commercial transactions and also as a unit on which to collect the tolls to which navigation is subject." The principal powers made explicit reservation in taking up the program thus outlined. The delegates were instructed that the commission should limit itself to the consideration of the case as it applied to the canal company. The English Government claimed that the ques- 1 This is Part II of a monograph on " The Measurement of Vessels," by Lieut. V. Beret, published at Paris in 1905 by the Societe Anonyme de Publications Periodiques. Part I of the monograph contains a history of vessel measurement. The translation of Part II was made by Capt J. E. Slattery, Corps of Engineers, United States Army, Nov. 10, 1911. 61861°— 13 26 393 394 MEASUBEMENT OE VESSELS FOE PANAMA CANAL. tion of an international method of measuring the tonnage of ships could be properly studied only by a conference held in a great maritime center, such as London, and could not be properly studied in Constantinople, where the necessary sources of information for the solution of the problem would not be available. Other nations, France, Germany, Italy, and Austria-Hun- gary, had just recently adopted rules for the measuring of tonnage, based on the Moorsom system, and were not disposed to change them. International Commission of Constantinople. — Nevertheless the records of the meetings showed all the delegates, except those representing the canal company, engaged in the very work which their Government had at first refused to consider; that is, the search for an inter- national system of measuring tonnage. This sudden reversal of attitude is somewhat surprising, but the causes are easily discov- ered by a little study. It was evident that the only international system of measurement possible would be one based on the Moorsom system, as the measurement laws of all the greatest maritime nations of the world were based on this system. The program of the Porte could not be carried out if all previous ideas were ignored. Recognizing this, there was only one possible solution, i. e., a system based on the Moorsom system, freed, if necessary, from some of the imperfections which discredited it in several countries. By treating the measurement of tonnage at Suez as the first application of the general solution, the powers would gain just the point at issue with the canal company. This plan was accordingly followed without hesitation by the delegates, who totally disregarded the con- trary instructions of their Governments. The French delegates, who in the conference, were the natural representatives of the canal company, foresaw this danger and made every effort to limit the discussion to the interpreta- tion of the contested clauses of the franchise. In discussing this question they were able to show without difficulty that net tonnage determined according to the Moorsom system expressed only very approximately the usable capacity of ships, and that the ton which served as a measurement unit in the Moorsom system bore but little relation to the standard ton which ought to be used in measuring the usable capacity of a ship. In the beginning the English tonnage had expressed accurately the freight-carrying capacity of the ship. For some considerable time before the Moorsom system was adopted in place of the former method, English tonnage had ceased to do this, and the change was made so as not to change in any way the total tonnage of the British fleet. The prime consideration in select- ing the value of the new ton to be used as the unit in determining the tonnage of ships was to select one that would be sure to fulfill this condition. It had no relation whatsoever to the capacity ton, nor to the ton commonly used in commercial transactions, and the tonnage which it expressed did not at all closely correspond with the usable capacity of the ships. Despite their efforts, the commission refused to follow the French delegates in the study of the question thus raised. Faithful to their instructions which required them to restrict themselves to a search for a method of determining the usable capacity of ships, they withdrew and the conference proceeded in peace to the elaboration of rules for an international system of measurement. It would be unjust to question the sincerity of the commission in its belief as to the value of such a work. They undertook it not only because it was the best way of defending the inter- ests which they had to uphold, but also because they thought they were laying the foundation for a highly desirable and long desired understanding. It is nevertheless true that, from this point of view, their failure was complete, and that the International Commission of Constanti- nople succeeded in fixing units which apply only on the Suez Canal. After having decided to this extent on an international system for determining tonnage, they then took up its application to the canal. The extension of the system to this special case was in their eyes the first practical application; and, according to then belief, it was going to obligate all the governments in the reasonably near future to conform to the system thus estab- lished. The commission did not hesitate to declare hi a series of recitals that "by the usable MEASUREMENT OF VESSELS FOR PANAMA CANAL. 395 capacity of a ship, a capacity different from the net tonnage of the ship determined in accord- ance with the rules of the commission could not be understood," and that "the words of the franchise ' capacity tons ' could not apply to a measure in pounds as the words ' of ships ' excluded merchandise as a basis for collection; thus limited, the only basis left on which to collect tolls was the tonnage of the vessel." The conclusions resulting from the recitals, had they been voted on, would have been a formal denial of the claims of the canal company. Just at this time a measure was adopted which saved the canal company from the difficulties that would have been involved in refunding the excess tolls collected under its last tariff, to wit, authority was granted the canal company to collect a surtax over and above the regular tolls authorized by the franchise, such surtax to be reduced in proportion as receipts increased. The measure which authorized the surtax provided that tolls should be collected on the basis of net tonnage as defined by the rules just promulgated for international use in measuring tonnage. This brought about just what the conclusions of the conference would have effected had they been voted on. The recitals outlined above retained all their force, although they were not repeated in the final document which was the fruit of the commission's labor's. In 1874 the company was compelled by military force to apply the new rules. In 1S76 the rules promulgated in 1873 were finally accepted with slight modifications relat- ing to the gradual reduction of extra charges. The interpretation of the terms of its franchise given by these rules thus acquired all the force of law. We shall now look into the conse- quences which followed without referring further to a case tried so long ago, and from the finding in which there is no appeal. THE PRINCIPLES OF THE CONSTANTINOPLE RULES. The terms of the franchise remained unchanged. Net tonnage became the lawful measure of the usable capacity. Net tonnage is calculated from gross tonnage by making certain deductions. Gross tonnage includes the entire space below the upper deck, and likewise all covered and closed-in spaces above this deck. The commission formally decided against any exceptions. The measurement of these spaces was to be made according to a geometrical process laid down by the rules. The commission, although accepting the principle of deductions, recognized very clearly the dangers which would result. It was recognized that there would be a tendency to increase the number and the amount of deductions to be made, and that frauds might be perpetrated to this end. It endeavored to guard against this double danger by establishing fixed maxima, which could not be exceeded, and by limiting and exactly specifying the spaces that could be deducted. It recognized that in doing this it did not authorize the deduction of a number of spaces manifestly useless for carrying cargo, but it thought that the employment of such a liberal unit of measurement, as the ton adopted, would sufficiently compensate for the spaces not deducted. The commission did not formally vote on this proposition, but a number of delegates expressed this view, and it was not disputed. Net tonnage therefore represents a capacity, part of which is not avadable for cargo. It is nevertheless this volume, expressed hi terms of a unit equal to 100 cubic feet or 2.83 cubic meters, which gives the "usable capacity" upon which the Suez Co. is authorized to collect tolls. Every change in the rules established by the commission for determining net tonnage tends to change the relation of equivalence between this tonnage and usable capacity. It is needless to insist upon this point, since we have seen that these rules include hi the net tonnage a num- ber of spaces that manifestly can not be used. The tendency of national legislation, on the other hand, has been to exclude in the deter- mination of net tonnage all spaces that can not be used. In each country the net tonnage forms the basis on which navigation taxes are assessed. Each country can modify net tonnage at pleasure within limits oermissible under international agreements. With the canal company 396 MEASUREMENT OF VESSELS FOB PANAMA CANAL. it is different. In accordance with its franchise, which remains unchanged, the usable capacity constitutes the basis for the collection of tolls. This usable capacity is expressed by the same number as the net tonnage, as long as the latter is determined in accordance with the rules laid down by the com m i s sion. The company can not make any change in these rules whatever without violating the terms of its franchise, which is its chart and compass. In the determination of gross tonnage, no spaces can be exempted, and, in the determina- tion of net tonnage, only the spaces specified and those only to the extent laid down by the rules can be deducted. This rule is the result of the labors of the International Commission of Constantinople. Despite its strictness it is nevertheless subject to interpretation. It should not be lost sight of that the Constantinople rules are more than 30 years old. The progress in naval construction since 1873 has greatly modified certain characteristics of ships. Certain features designed espe- cially to improve tbe seaworthiness of ships have been introduced. It has also been necessary to introduce certain reforms intended to increase the comfort of the crew. The necessity of adjusting the Constantinople rules to new conditions has resulted in an evolution, the steps of which we shall trace. EVOLUTION OF TONNAGE MEASUREMENTS AT SUEZ. Rules for measurement. — The practical procedure in measurement, decided upon in 1873, has become somewhat out of date in certain cases. The number of measurements prescribed to be taken should be increased proportionately to the increase in the size of ships. Here we see one disadvantage of the inflexibility of those rules, and it is not the only one. The adoption of water ballast has resulted in the frequent appearance of ships with irregular bottom lines. Ships have also been built in which the dimensions of the hulls vary rapidly. Here again we have to acknowledge a certain failure of the rules for measurement. The application of the parabolic formula, which is the only one it is practicable to use, necessitates a sufficient number of measurements and a uniform variation in the various dimensions between points where they are taken. This applies equally to ships having irregular bottom lines and to ships varying rapidly in dimensions in certain parts. It is probable that the Constantinople commission might have provided some special rules for special cases. In fact, most nations have already intro- duced such into their system of measuring, and have taken it upon themselves to improve upon the Suez method of measuring. England, although she has corrected in certain particulars the methods employed in determining her own tonnage, continues nevertheless to apply strictly the Constantinople rules in measuring the tonnage for Suez navigation. Only a very approximate result is obtained in the case of rather long ships, with irregular bottom lines, or with hulls that vary rapidly in cross section at certain points. Certain types of ships profit largely as a result of this faulty approximation, particularly turret ships. Summing up all the advantages that it reaps, a turret ship of 2,500 tons net tonnage would measure up nearly 150 tons less than it would if it were measured by methods better adapted to its special case. This is an 'advantage amounting to nearly 6 per cent. In this matter, however, the company is absolutely bound by the letter of the Constantinople rules. These evils, which arise only in a limited number of cases, have already been eliminated by certain nations on their own accord and are of small importance. Appearance of new usable spaces. — The general substitution of iron for wood in ships has brought with it other consequences that follow as a result of the Suez rules for the determination of tonnage. The measurements to determine tonnage are taken on the inside of a ship along the inner faces of the frames. The volumes thus excluded, which correspond to the depth of the frames and the thickness of the decks, were formerly very small and really not usable. To-day, however, it is no longer so. The reduction in the size of scantling which the employment of steel has permitted has given to these volumes a very considerable value. Nevertheless in the great majority of cases no use is made of these spaces for commercial purposes. If, how- ever, liquid cargoes became more frequent, or if liquid fuel came into general use, the matter MEASUREMENT OP VESSELS FOE PANAMA CANAL. 397 would become of considerable importance. The volumes thus excluded from measurement would become entirely available for use, and designers could increase them at will by increasing the depth of the frames and the thickness of the decks. There is not much doubt but that according to the spirit of the Constantinople rules these spaces could not be taxed. As a rule no use is yet made of these spaces except for water ballast. This is not really a commercial use and the company has never made any objection to their use in this manner. In accordance with its customary liberal policy it has even approved this use of such spaces. Spaces for water ballast. — Water ballast is not always carried in the space between decks. Certain compartments are sometimes especially provided for this purpose. The company, however, can not except any of these spaces unless they are excluded regularly under the rules. One exception has been made in favor of double-bottom vessels. This type was more or less in favor for a time because the system of double bottoms could be readily applied to all ships. The cellular method of carrying water ballast which has now supplanted it is entitled to the exemption of the water-ballast spaces in the double bottoms by the rules themselves. The measures taken by the company for water ballast carried, according to the Maclntyre system, were inspired by the desire not to place at a disadvantage one type of ship as compared with another. It is not possible, however, to go further in this matter and exempt or deduct from meas- urement such water-ballast spaces as the peak or deep water ballast tanks, which are not excluded by the rules themselves, on the theory that they are not available for carrying merchandise, provisions, or fuel. National systems of measurement have all tended more or less to exclude such spaces. The Suez Co. can not do so. Water ballast is merely the modern substitute for the old solid ballast which ships had to take when their cargo was light, and the commission of 1873 intentionally did not exempt from measurement the space occupied by this ballast. It is one of the many spaces not capable of being used for cargo that was not excluded, but was intended to be adequately compensated for by the adoption of such a liberal unit as the Moorsom ton. This was the opinion of Sir John Stokes, who was perhaps the most influential member of the International Commission of Constantinople. In a memorandum which he addressed to the board of trade in 1879 he thus expressed himself: I have no hesitation in saying that the exemption of water-ballast spaces would raise a storm of opposition from the Suez Canal direction and I think that they would find no justification in the Constantinople rules which now regulate the question. This storm of opposition which Sir John Stokes predicted did not burst, for there has never been any effort made to have exempted in the Suez measurements water-ballast spaces which are exempted under national measurement rules. The water-ballast spaces exempted under the Suez rules are exempted only because of their location. They are exempted because they are comprised within the depths of the frames or of the decks. The Suez rules absolutely cover this point. Unhappily, limits are not so well denned on some other points. Deck spaces. — The commission of Constantinople declared that the measurements should include all spaces without any exemptions. In 1878, in the course of negotiations with the company, the English Government succeeded in having allowed a practice which practically amounted to the exemption of certain deck spac'es. Skylights, companionways, and hatch- ways to the extent of one-half of 1 per cent of the gross tonnage were exempted from meas- urement. The importance of these spaces is slight hi comparison with the violation of the principle of nonexemption, caused by the exemption of these spaces from the measurement for gross tonnage. It was the forerunner of a conflict which nearly destroyed this fixed principle. The controversy over deck spaces was foreseen at the beginning of the Suez system of measure- ment. It was in the very nature of things that it should arise. It was endeavored at Constan- tinople to foresee it and provide for it by the strictness of the text — a hope which was not realized. The controversy was postponed but not avoided. It arose first in the national systems of measurements, and it may be said without great error that the solutions reached in national systems were largely responsible for the raising of this question at Suez. Shipowners 398 MEASUREMENT OF VESSELS FOR PANAMA CANAL. encouraged by these decisions naturally wished to obtain similar concessions from the Suez Co., but were always refused. The obligations imposed upon the company by its franchise made it absolutely impossible for it to consent. To have yielded upon this point would have resulted in one special type of ship being favored. Though the controversy would probably have arisen anyway, the exactness of the defini- tions which should have prevented it is not above criticism. Certainly the intention of the definitions is not doubtful, but hi such matters intention is not always sufficient. Even the strictness of the text of the Constantinople conference failed to go far enough. It gave two definitions — one for open spaces and the other for closed spaces. It failed because these were exactly complementary to each other, while as a matter of fact there is a middle ground. It might have been sufficient for one of them, say open spaces, which are more clear and less subject to dispute. The company has always held that this definition represented most faith- fully the intention of the Constantinople rules, and has always considered it as the exact limits of its right. The company, however, could not disregard the other definition, bound as it is by the text which is its law and guaranty, and had to take it into consideration. The definition of closed spaces is, unfortunately, much less precise, and it is in regard to its rights concerning this that all the discussions have come up. The whole question resolves itself into the estab- lishment of a definite criterion for facility in closing the openings of the deck spaces after meas- urement. It is to be noted that the presence of merchandise is not sufficient exactly to deter- mine the character of these deck spaces. The transportation of cargo on deck or deck loads in open spaces was authorized by the commission, and it has always been extremely difficult to define exactly what was meant by deck cargo. To attempt to lay down an exact criterion in this matter is to be between Charybdis and Scylla. The question did not become acute until some time after the promulgation of the rules. This is to be regretted. The solution which would have been reached when the discussions of the Constantinople commission were still fresh in everyone's memory would have been much more in accordance with the spirit of this commission. For a number of years, however, ships had but few or no deck spaces. The evolution in naval construction, which increased more and more the importance of these structures, took place slowly. The concessions made in national systems of measurement helped to accelerate this evolution. Nevertheless, for a long time the company was called upon to consider only isolated cases and it did not treat these first cases with the strictness which it should have done. Such were the cases of the Puttalo in 1875, of the Aeolus in 1880, and of the Penang in 1881. Its action during this initial period was influenced by the attitude of the English Government. In the course of the negotiations which resulted in the arrangement of 1878, the board of trade claimed the right of those Governments which had participated in drawing up the rules of 1873 to apply them as they saw fit, without regard to the company's interpretation. In a measure it claimed infallibility in this matter. It did not admit that the company could tax spaces not included in the special Suez certificate as long as these spaces had not been changed nor then- use modified, simply because the company interpreted the Constantinople rules differently from the board of trade, and placed a different meaning on the words "easirv closed." If all other Governments had made the same pretense as the English Government a condition of chaos would have followed in the application of the rules, since each would have had the right to interpret them in its own fashion. This would have been absolutely incom- patible with the primary obligation imposed on the company by its franchise to deal equally with all flags. The situation practically carried with it the obligation of recognizing the com- pany to a greater or lesser extent as the judge and arbitrator of the interpretation which might be made of the Constantinople rules. The Suez Co. endeavored to exercise this r61e only so far as necessary in order to maintain as complete harmony as possible with the nations which are its principal patrons. Seven-tenths of the traffic which passes through the canal sails under the English flag. An understanding with the board of trade is thus essential, and other nations must sooner or later accept the conditions to which the strongest patron of the company subscribed. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 399 The Board of Trade seems to have recognized the danger of leaving the application of the rules of 1S,7S to the individual interpretation of the nations. In 1S97 it even pointed out to the company certain abuses in the matter of interpretation in the case of 11 Dutch ships. Even at this time the isolated cases of disagreement which marked the beginning of the controversv over deck spaces were beginning to increase in number. The evolution in naval construction became more marked, and the importance of these deck spaces increased. As early as 1S95 the operating department of the canal noted the number of poops, bridges, and fore- castles which it had found practically inclosed, although they had not been measured. In 1S96 the number of these cases increased. In one of them — that of the Baron Glamis — the Board of Trade sought the opinion of the company. In order to do away with the friction the Board of Trade hi 1S97 gave new instructions to its surveyors. It laid down exactly what arrangements for closing were necessary in order to make a space a closed one. The company soon discovered that these instructions were insufficient. It began to under- stand that the ingeniousness of shipowners and constructors would always find some way to get around the obstacles which they might try to impose on them in this way. Therefore the difficulties continued. The arrangement of 1899. — In 1899, upon the advice of Sir John Stokes, one of the three representatives of the British Government in the council of administration of the Suez Canal, the operating department tried to reach a solution by laying down a rule similar to that which for a long time had existed in the English law. All the spaces excluded from measurement in accordance with the instructions of the Board of Trade of 1897 would be taxed whenever they were used for carrying merchandise. This measure was well suited to lead to the satisfactory solution sought for, but it was absolutely contrary to the company's franchise. It substituted taxation of capacity used for taxation of capacity usable. The obligation of the company to maintain inviolate the principles of its franchise and of the Constantinople rules, which merely complement the former, com- pelled it to revoke this concession, which the shipowners immediately endeavored to profit by to the utmost, and was leading to manifest abuses. One of the most serious was the use of isolated deck spaces under the upper deck as a sheltered deck space without a continuous deck (case of the South America). Sir John Stokes himself presented evidence of the facts. The company never sanctioned the arrangement known as that of 1899, and in reality the practice was introduced without its formal consent. The experiences of the last few years have compelled it to recognize that the ingeniousness of the shipowners and constructors would always twist and distort the definitions which it might give to closed and open spaces. It therefore insisted that no further effort in this direction should be attempted. From its point of view the only practical way of solving the difficulty was to judge whether as a matter of actual fact or not the deck spaces, under the terms of the Constantinople rules, represented an increase of carrying capacity which could be utfiized for the transportation of merchandise other than deck loads. The position of the company was so sound that the Board of Trade could not fail to recognize it. Sir John Stokes, the author of the arrangement of 1899, forced them to recognize it, and the arrangement of 1902 was the fruit of his efforts. The arrangement of 1902. — The shelter deck spaces, which had been one of the principal causes of recent disagreement, received a special treatment. The company consented to exempt from tolls those portions of shelter-deck spaces which were entitled to it because of their openings. The character of isolated deck spaces was to be judged by the company's former rules; that is, those of 1897. In the case of those which would thus be declared open, a declaration was to be obtained from the shipowners as to the use for which they were intended, and then, depending upon the use to be made of them, they were to be added to or omitted from the tonnage. But it was understood that every space not measured would always there- after be subject to tolls if it were ever found in use. This very important arrangement marked the return to the principles of its franchise, which the company considered to be' indispensable, but it was not able to obtain those fair decisions which it regards as the only way to decide the question of deck spaces. The sur- 400 MEASUREMENT OF VESSELS FOB PANAMA CANAL. veyors left it to the declaration of the shipowners when a space was judged open according to the rules agreed to by the Board of Trade. This clause contained the seed of new difficulties. It placed a premium on dishonesty among the shipowners. The company did not have to wait long to see the effects. Some ships arrived at the canal (Poplar Branch, City of Edinburgh, Oanfa, Fullwell) with enormous deck spaces not measured. These deck spaces had been judged open because of the arrange- ment of their openings, and the shipowners declared that they did not expect to make any use of them. It was a manifest abuse, but was only a temporary one, since it was only necessary that these spaces should be used a single time for them to be always thereafter taxed. The company decided, however, that it would not tolerate it, even for the time being, and the Board of Trade recognized the evil of the arrangement of 1902. The arrangement of 1904- — A new study resulted in the elaboration of the rules of 1904, which were accepted by the Board of Trade, and were not promulgated by the company until after a conference with the French department of taxes and the German bureau of registry. Under the rules of 1904 nothing was changed in regard to the treatment of shelter-deck spaces, but the company finally obtained the suppression of the 1897 instructions, which determined whether a space was open or closed. This matter was to be left to the fair judgment of the surveyors. It was for them to decide in the light of experience and good sense whether or not a deck space could be used for transporting merchandise other than deck loads. This was what the company had always claimed, but it had to make a concession in order to accomplish this. The arrangement of 1902 had caused rather lively recriminations in parts of the maritime world. Among the arguments made to attack this arrangement was the claim that poops, bridges, and forecastles had no other use than to contribute to the safety of the ship, and were not intended for commercial purposes. The concession agreed to by the company in order to get back to the true application of the Constantinople rules was made in order to satisfy these claims. The company agreed to exempt from .tolls such poops, bridges, and forecastle spaces as were deemed necessary for the security of the ship. The surplus which could not be justly exempted for this reason was to remain subject to tolls. One consideration entirely beyond the concern of the canal company turned up to limit its liberality. The spaces which were to be exempted from tolls at Suez would have continued to be subject to tonnage taxes everywhere else, because they were closed in accordance with the English measurement. Shipowners would have had good reason to claim a similar concession from the Board of Trade. This the Board of Trade would not have been willing to grant, since it had already gone far enough in the way of concessions, although along different lines; thus it was understood that the exemption agreed to by the company in the rules of 1904 would not extend to the spaces or portions of spaces which according to the English measurement rules would be considered closed. A few other provisions will now complete the rules of 1904 and the details of their appli- cation. The most important were intended to bring about a correspondence between the exemption agreed to in the matter of deck spaces which took the form of shelter-deck spaces and those granted in the matter of isolated deck spaces. The object of this was to avoid favor- ing one type of ship at the expense of another. It was with this same idea in view that the benefit of the exemption of 1904 was not granted to deck spaces which were located under those which had already profited by these rules. The concessions thus made by the company would have been contrary to the principles of its franchise and the Constantinople rules if care had not been taken to subordinate them to one restrictive clause, to wit, that eveiy space exempted bj' the rules of 1904 would always be subject to tolls from the day on which it was found in actual use for transporting merchandise or supplies. Thanks to this precaution the position taken by the company was not contrary to the principles which must always remain inviolate. The exemption of shelter-deck spaces could be regarded as questionable exemptions. The Constantinople definitions did not clearly define the nature of a shelter-deck space nor cover openings of a certain class. In the absence of an exact criterion, a special treatment was followed, which was a compromise between the claims of the shipowners and the company. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 401 The exemption on account of safety granted to poops, bridges, and forecastles appeared at first view the most difficult to decide. One might consider it a regular deduction by slightly enlarging the category of these "closed and covered spaces on the deck intended for use in working the ship," which the Constantinople rules permitted to be deducted, provided that they did not exceed the specified limit of 5 per cent to which all these general deductions are subjected. One must, however, place these spaces outside of this category. They are spaces which the Constantinople commission did not foresee. In fact, in 1873 the existing ideas were based to a great extent upon experience with sailing vessels, and it was an admitted fact that such deck, spaces were opposed to the security of the ships. To-day we are better informed upon this point, and the laws relating to the load water line, which have only the safety of the ship in view, consider certain amount of these spaces as favorable and take them into consideration. This is, then, a new case, and the Constantinople rules can not apply to it. In order to recog- nize the new conditions the company has had to consent not to a modification but to an addition to these rules. Following the promulgation of the 1904 rides, deck spaces in England received a treatment the principal features of which may be summed up as follows : Deck spaces are divided into three classes: (a) Spaces closed in accordance with the British rules for determining tonnage; (6) Spaces open under the British rules and closed under the Suez rules; (c) Spaces open under the Suez rules. The first are in every case added to the gross tonnage and not entitled to the benefits of any special exemption. It is left entirely to the surveyors to determine the character of these spaces. The spaces of the second class are added to the Suez tonnage and are entitled to the exemption of the 1904 rules under the conditions laid down. The surveyors decide whether a space belongs to the second or third class according to the following principles: Every space merely under a sheltering roof conforms to the Constantinople definition of an open space, and belongs to the third class. All other spaces are judged by the character of their openings. An opening in a bulkhead less than one-half the width of the space is con- sidered easy to close. An opening in a bulkhead greater than one-half the width of the space is not considered easy to close, unless special arrangements for closing it are provided. Deck hatchways are not considered. Spaces in the third class, so determined, are entitled to exemption as a matter of right under the Constantinople rules. It seems that the English practice rather exceeds what the rules of 1904 permitted, but the precedence which this practice created during a period of 10 months has sufficed to give it a sort of official sanction. However, these measures lead to grave abuses. The most certain abuse would be the exaggeration of poops, bridges, and forecastles provided with openings greater than one-half their width, for which, because of this fact, an exemption from tolls would be claimed. It is essential, therefore, to immediately provide an interpretation of the rules of 1904. It is possible to do this without rejecting the English practice, which has already in a way acquired the force of an established custom, by supple- menting it and imposing restrictions. It is supremely important that these principles remain inviolate, to wit, that every deck space which is not a space under a simple sheltering roof may always, in accordance with the Constantinople definition of open spaces, be added to the tonnage whatever may be the nature of its openings, if, as a matter of fact, it increases the usable capacity of the ship; and if in the beginning it is not thus considered, the fact of its being used a single time for carrying merchandise is sufficient to establish its true character and to subject it to tolls. Whatever practice is followed in the treatment of deck spaces, this prin- ciple must necessarily dominate it under penalty of* returning to the era of difficulties which the company has just passed through during recent years. (See Appendix XIV for British appli- cation of Suez rules in 1911.) 402 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Deductions. — We have just seen that certain exemptions allowed by the 1904 rules must be considered as in reality deductions. The Constantinople commission classed deductions under two different headings: General deductions common to all classes of ships, and special deductions for machinery space on steamships. The application of these Constantinople rules has not caused any serious difficulties since their adoption by the company. Arrangement of 1878. — Nevertheless, in the beginning it appeared to the English Govern- ment that the enumeration of spaces to be deducted as being exclusively intended for the crew and officers was incomplete. This question was looked into in the course of negotiations which we have already referred to in describing the right claimed by the Board of Trade to interpret the rules. The result was the agreement of 1878, by which the company agreed to allow deduc- tions in the case of rooms for officers and petty officers, bathrooms, chart rooms, and doctor's cabin. This arrangement was merely an addition to the Constantinople rules, but did not , alter any of its principles. It is in accordance with the liberal spirit which the company has always shown whenever it has been able to do so without violating the terms of its franchise or the provisions of the rules of 1873. Deductions for crew spaces. — It has recently appeared that the agreement of 1878 imposed too low limits upon the deductions for rooms and for bathrooms. The limits correspond to the conditions then existing, but are too strict for the present day. Considerable changes have taken place since that time. The greater comforts provided for the crew have led to installations which neither the commission of 1873 nor the agreement of 1878 mentioned as among those that might be deducted. But if the text of these rules does not specify them, it, nevertheless, can not be doubted but that the deductions of these spaces conform to the spirit which inspired these rules. The time would, therefore, appear to be ripe to increase the number of spaces to be deducted as spaces intended for the crew and for the officers, and to increase the limits which the agreement of 1878 placed on some of them. The limit which the commission imposed so formally and precisely upon the total of all these general deductions must, however, remain unchanged. A study of this question shows that in a great majority of cases the per- missible limit of 5 per cent of gross tonnage will not be reached by permitting the deduction of all the rooms for officers and petty officers and of all bathrooms and lavatories for the ex- clusive use of the crew and officers. There would, therefore, be no trouble in adopting this liberal measure, which is clearly in accordance with the spirit of the rules. It should be under- stood, however, that the maximum limit of 5 per cent can not in any case be exceeded. Deductions for machinery. — The Constantinople rules have left to the shipowners the choice between two methods of deducting motive-power spaces. The commission intended not only to deduct the volume of the engine room and fireroom but also the space occupied by the fuel. This space not always being fixed, the commission permitted deductions to be deter- mined either by measuring existing structures or by basing them upon the volume of the machinery space as indicating the volume of space to be used for carrying fuel. This is called the Danube rule of excess allowance. It is to be remarked that fuel might he considered with some justice as true merchandise. By taking on a great quantity of fuel ships avoid the necessity of purchasing it from ports of call, and thus establish its true nature as merchandise and provisions. This point of view could not be admitted, and was not even presented before the commission, the principal care of which was to keep in harmony with the principal features of the Moorsom system, according to which such a deduction was permissible. The application of the rules for the deduction of spaces occupied by the machinery has never caused serious difficulties. The maritime world has never attacked them. In the great majority of cases the Danube rule is applied, and one might sa} 7 without exaggeration that the deduction that it permits generally considerably exceeds the space really occupied bj r the fuel. This possibly explains why this rule enjoys the favor of shipowners. It is possible that the more general employment of liquid fuel may considerably change the position in this matter. The heavy petroleum oils employed for firing can be easily stored in the spaces between the frames, spaces which are exempted in accordance with the method MEASUREMENT OF VESSELS FOR PANAMA CANAL. 403 prescribed for measurement. To apply the Danube rule in such a case would result in deduct- ing from the gross tonnage a volume representing spaces which did not exist — namely, spaces for fuel — and this would be manifestly absurd. The absurdity, distinctly contrary to the Constantinople rules, would result in favoritism being shown to ships using this method of filing. It would violate the essential principle of the franchise, which is equal treatment to all ships. It would not be possible to avoid this difficulty without violating one of the Constanti- nople rules, and it is probable that such action would have serious consequences. It is well known that in certain countries one is bound by the letter of the law in spite of the absurd consequences which might result. An example of this is the case of the Isabella in the history of Engbsh measurement. This contingency has happily not yet come up. The general use of liquid fuel, which has been predicted for some years, has not yet materialized. Nevertheless, it would be imprudent not to admit that this method of firing may be used much more in the future than at present. The company, therefore, must move with great prudence in this matter, and refrain from making any decision which might establish a precedent to be used against it if ever the question assumes a real importance. During the last few years a new type of marine engine, namely, the steam turbine, has made its appearance, and promises a successful future. This brings up the question of deter- mining whether or not the Danube rule will fit to this new case. Will the proportion of the volume of the engine allowed in determining the space occupied by fuel apply to this new class of engine? The exact information necessary in order to give a definite opinion is at present lacking, but it seems probable that the Danube rule will in this case remain sufficiently sat- isfactory. Furthermore, it is to be remarked that since 1873 the ordinary type of engine has been greatly perfected; although their dimensions have been increased, the space occupied per horsepower has been decreased. The consumption of coal is proportionate to the power of the engine, and not to the space occupied by it. This evolution would have run great risk of upset- ting any empirical rule such as the Danube rule, if it had not been accompanied by a corre- sponding reduction in the fuel consumption per horsepower. A horsepower requires much less space, but it also requires much less coal. The Danube rule is, therefore, still applicable at the present time. • Actual Suez measurement. — The study of Suez measurement from its beginning up to the present time shows that it has obeyed the law of evolution which no human institution can hope to escape; but this evolution has taken place without sensibly passing bej'ond the rigid limits which the franchise of the company and the Constantinople rules imposed upon the company. Thus the differences between the original system and its present application are very slight. The principle of measuring all the spaces, which had at one time been lost sight of, has been affirmed anew, and remains practically unchanged. The method of measurement con- tinues to give a sufficiently accurate approximation in the great majority of cases, and when- ever it has failed here and there the several nations have made the necessary corrections on their own initiative. The method of measurement naturally excludes certain spaces which have become more important than formerly, but up to the present time these spaces have not been used in practice except to carry water ballast. The deductions remain within the maximum limits laid down, and these limits have proven sufficiently large to enable greater deductions to be made for crew space and to allow for the new conditions which have arisen, without departing from the spirit of the rules. The method of calculating the deductions for machinery is still satisfactory from even- point of view. The method of deter minin g the net Suez tonnage is practically the same as that established by the International Commission of Constantinople. The legal maxim which it proclaimed, namely, that the net tonnage so determined was the best expression of the usable capacit}', remains true. It may be asked if the evolution of the Suez system might not have been altogether different if the company had been left to its 404 MEASUREMENT OF VESSELS FOE PANAMA CANAL. own resources to resist the powerful influences which during the same time have so largely modified national systems of measurement. The Suez system of measurement, in consequence of its application solely in the canal, is in a peculiar situation. The combined influences of the entire maritime world oppose the lone interest of one company. The struggle would not have been equal if the international agreement had not given it the force and the power, which it otherwise certainly would have lacked. This is one consequence, as beneficial as unforeseen, at the Constantinople conference, the decisions of which had to be forced upon the Suez Co. by military force. En resume, despite some imperfections, the Suez system of measurement is certainly the most sane of all those in existence. It has the faults common to all systems, which base tonnage on volumes obtained by making certain deductions. It fully taxes the facilities for trans- porting volumes, and taxes the facilities for transporting weights in a more or less uncertain and generally more indulgent fashion. The limits, which have been placed upon the total extent of deductions permissible, prevent the advantage which ships especially designed for the trans- portation of heavy cargoes would enjoy, if their tonnage were based solely on volumes from acquiring an excessive and scandalous value. And it is impossible to obtain net Suez tonnages of zero or negative value as happens in the British registry to the great disadvantage of the companies and private corporations, whose revenues are thus collected upon a basis which is about as poor a measure as possible for the services which such enterprises render the ships. It is impossible to give an idea of the excesses to which volume measurement badly established, such as that of England, may lead. Mr. Isakson, surveyor for Lloyd's and member of the Institution of Naval Architects, prepared three plans of a ship capable of carrying 4,000 tons of heavy cargo. According to the first plan the net tonnage, British register, is 100 tons. According to the second, it is zero, and according to the third, it is negative and equal to 100 tons minus. It is fitting to recall the words of one of the administrators of the company at the second commission of investigation in 1871. If, as said by a noted diplomat, speech has been given man in order to disguise his thoughts, one would be tempted to believe from the results obtained that the methods prescribed for measuring tonnage have been created in order to disguise the true tonnage. The wisdom of the Constantinople rules and their maintenance intact, in spite of the vicis- situdes of time, protects the Suez method of determining tonnage, in a great measure, from the burden of this reproach. APPENDIX XII. SUEZ CANAL COMPANY'S RULES FOR THE MEASUREMENT OF VESSELS. 405 APPENDIX XII. SUEZ CANAL COMPANY'S RULES FOE THE MEASUREMENT OF VESSELS. 1 General Principles. 1. The gross tonnage or total capacity of ships comprises the exact measurement of all spaces (without any exception) below the upper deck, as well as of all permanently covered and closed-in spaces on that deck. Note. — By "permanently covered and closed-in spaces on the upper deck " are to be understood all those which are separated off by decks or coverings, or fixed partitions, and therefore represent an increase of capacity which might be used for the stowage of merchandise, or for the berthing and accommodation of the passengers or of the officers and crew. Thus any one or more openings, either in the deck or coverings, or in the partitions, or a break in the deck, or the absence of a portion of the partition, will not prevent such spaces being comprised in the gross tonnage, if they can be easily closed in after admeasurement, and thus better fitted for the transport of goods and passengers. But the spaces under awning decks without other connection with the body of the ship than the props necessary for supporting them, which are not spaces "separated off" and are permanently exposed to the weather and the sea, will not be comprised in the gross tonnage, although they may serve to shelter the ship's crew, the deck passengers, and even merchandise known as "deck loads." 2. "Deck loads" are not comprised in the measurement. 3. Closed spaces for the use or possible use of passengers will not be deducted from the gross tonnage. 4. The determination of deductions for coal spaces may be effected either by the rules of the European Danube Commission of 1871 or by the exact measurement of fixed bunkers. Rule I. — For measuring the gross tonnage of empty vessels. Article 1. The length for the admeasurement of ships having one or more decks is taken on the tonnage deck, which is — (a) The upper deck for vessels having one or two decks. (6) The second deck from below for vessels having more than two decks. Measure the length of the ship in a straight line along the upper side of the tonnage deck from the inside of the inner plank (average thickness) at the side of the stem to the inside of the midship stern timber or plank there, as the case may be (average thickness), deducting from this length what is due to the rake of the bow in the thickness of the deck, and what is due to the rake of the stern timber in the thickness of the deck, and also what is due to the rake of the stern timber in one-third of the round of the beam; divide the length so taken into the number of equal parts required by the following table, according to the class in such table to which the ship belongs. Art. 2. Class 1. Ships of which the tonnage deck is, according to the above measurement, 50 feet long or under, into 4 equal parts. Class 2. Ships of which the tonnage deck is, according to the above measurement, above 50 feet long and not exceeding 120 feet, into 6 equal parts. Class 3. Ships of which the tonnage deck is, according to the above measurement, above 120 feet long and not exceeding 180 feet, into 8 equal parts. Class 4. Ships of which the toimage deck is, according to the above measurement, above 180 feet long and not exceeding 225 feet, into 10 equal parts. 1 The Suez Company's measurement rules are the regulations for the measurement of tonnage recommended by the International Tonnage Commission which assembled at Constantinople, in 1873. 407 408 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Class 5. Ships of which the tonnage deck is, according to the above measurement, above 225 feet long, into 12 equal parts. 1 Art. 3. Then, the hold being first sufficiently cleared to admit of the required depths and breadths being properly taken, find the transverse area of such ship to each point of division of the length as follows: Measure the depth at each point of division, from a point at a distance of one-third of the round of the beam below such deck, or, in case of a break, below a line stretched in continuation thereof, to the upper side of the floor timber at the inside of the limber strake, after deducting the average thickness of the ceiling which is between the bilge planks and the limber strake. Then, if the depth at the midship division of the length do not exceed 16 feet, divide each depth into four equal parts; then measure the inside horizontal breadth at each of the three points of division, and also at the upper and lower points of the depth, extending each measurement to the average thickness of that part of the ceiling which is between the points of measurement. Number these breadths from above (i. e., numbering the upper breadth 1, and so on down to the lowest breadth). Multiply the second and fourth by four, and the third by two ; add these products together, and to the sum add the first breadth and the fifth. Multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area; but if the midship depth exceed 16 feet, divide each depth into 6 equal parts instead of 4, and measure, as before directed, the horizontal breadths at the five points of division, and also at the upper and lower points of the depth; number them from above, as before; multiply the second, fourth, and sixth by 4, and the third and fifth by 2; add these products together, and to the sum add the first breadth and the seventh. Multiply the quantity thus obtained by one-third of the common interval between the breadths, and the product shall be deemed the transverse area. Art. 4. The area of the transverse sections can also be measured with the same precision by the following method of polar coordinates: Divide each transverse half section into five angular sectors, having the same angle at the apex (this angle is equal to -^ of a degree = 18°), and take for the area of each of these sectors the area of the sector of the circle comprised between its extreme radii, and described by the mean radius. In making the measurement, measure the mean radius of each sector, of which the two extreme radii would make, the one with the horizontal line and the other with the vertical line, an angle of 9°, while the others are uniformly 18° apart. In order to obtain their directions, place on the plane of the section a semicircle properly divided, and turned so that its horizontal diameter may pass through the third of the round of the beam, and that its center may be found in the central longitudinal vertical plane of the ship; the radii are to be measured by means of a tape fixed in the center of the semicircle. In order to calculate the area of the section, square the mean radh thus measured, add them together, and the sum multiplied by 0.31416 shall be deemed to be the area of the section. Art. 5. Number the transverse sections measured by one of these methods successively 1, 2, 3, etc., giving No. 1 to the extreme limit of the length at the bow, and the last number to the extreme limit of the length at the stern; then, whether the length be divided according to the table into 4 or 12 parts, as in classes 1 and 5, or any intermediate number, as in classes 2, 3, and 4, multiply the second and every even-numbered area by 4, and the third and every odd- numbered area (except the first and last) by 2; add these products together, and to the sum add the first and last, if they yield anything; multiply the quantity thus obtained by one-third of the common interval between the areas, and the product will be the cubical contents of the space under the tonnage deck. The tonnage of this volume is obtained by dividing it by 100, if the measurements are taken in English feet; and by 2.83 if the measurements are taken in meters. 3 Art. 6. If the ship has a third deck, commonly called a spar deck, the tonnage of the space between it and the tonnage deck shall be ascertained as follows: Measure in feet the inside length of the space at the middle of its height from the plank at the side of. the stem to the 1 A greater number of divisions is not prohibited so long as they are an even number. 2 In these rules the multiplier 0.353 may be used instead of the divisor 2.83 to give meters. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 409 lining on the timbers at the stern, and divide the length into the same number of equal parts into which the length of the tonnage deck is divided, as above directed; measure (also at the middle of its height) the inside breadth of its space at each of the points of division, also the breadth of the stem and the breadth at the stern; number them successively 1, 2, 3, etc., com- mencing at the stem; multiply the second and all the other even-numbered breadths by 4, and the third and all the other odd-numbered breadths (except the first and last)" by 2; to the sum of these products add the first and last breadths; multiply the whole sum by one-third of the common interval between the breadths, and the result will give in superficial feet the mean horizontal area of such space; measure the mean height of such space, and multiply by it the mean horizontal area, and the product will be the cubical contents of the space; divide this product by 100, or by 2.83 if the measurements are taken in meters, and the quotient shall be deemed' to be the tonnage of such space,- and shall be added to the other tonnage of the ship ascertained as aforesaid; and if the ship has more than three decks, the tonnage of each space between decks above the tonnage deck shall be severally ascertained in manner above described, and shall be added to the tonnage of the ship ascertained as aforesaid. Art. 7. If there be a break, a poop, or any other permanent closed-in space on the upper deck available for cargo or stores, or for the berthing or accommodation of passengers or crew, the tonnage of such space shall be ascertained as follows: Measure the internal mean length of such space in feet, and divide it into two equal parts; measure at the middle of its height three inside breadths, namely, one at each end and the other at the middle of the length; then to the sum of the end breadths add four times the middle breadth, and multiply the whole sum by one-third of the common interval between the breadths; the product will give the mean hori- zontal area of such space; then measure the mean height, and multiply by it the mean horizontal area; divide the product by 100, or by 2.83 if the measurements are taken in meters, in order to obtain the-tonnage of such space. Art. 8. In measuring the length, breadth, and height of the general volume of the ship or that of the other spaces, reduce to the mean thickness the parts of the ceiling which exceed it. When the ceiling is wanting, or when it is not permanently fixed, the length and breadth are reckoned from the frame of the ship. Rule II. — For measuring the gross tonnage of laden ships. Art. 9. When ships have their cargo on board, or when for any other reason their tonnage cannot be ascertained by means of Rule I, proceed in the following manner: Measure the length on the upper deck from the outside of the outer plank at the stem to the aftside of the sternpost, deducting therefrom the distance between the aftside of the stern- post and the rabbet of the sternpost at the point where the counterplank crosses it. Measure also the greatest breadth of the ship to the outside of the outer planking or wales. Then, having first marked on the outside of the ship on both sides thereof, the height of the upper deck at the ship's sides, girt the ship at the greatest breadth in a direction perpen- dicular to the keel from the height so marked on the outside of the ship, on the one side, to the height so marked on the other side, by passing a chain under the keel; to half the girth thus taken add half the main breadth; square the sum, multiply the result by the length of the ship taken as aforesaid; then multiply this product by the factor 0.17 in the case of ships built of wood, and by the factor 0.18 in the case of ships built of iron. The" product will give approxi- mately the cubical contents of the ship, and the general tonnage can be ascertained by divid- ing by 100 or by 2.83, according as the measurements are taken in English feet or in meters. Art. 10. If there be a break, a poop, or other permanent covered and closed-in spaces (as denned in the general principles) on the upper deck, the tonnage of such spaces shall be ascertained by multiplying together the mean length, breadth, and depth of such spaces, and dividing the product by 100 or 2.83, according as the measurements are taken in English feet or meters, and the quotient so obtained shall be deemed to be the tonnage of such space, and shall be added to the other tonnage in order to determine the gross tonnage or total capacity of the ship. 61861°— 13 27 410 measurement of vessels foe panama canal. Deductions to be Made from the Gross Tonnage in Order to Ascertain the Net Tonnage. 1 Art. 1 1 . To find from the gross tonnage of vessels as above set forth the official, or net register tonnage, either for sailing vessels or for steamships, the following mode of operation must be resorted to : sailing vessels. Art. 12. For sailing vessels deduct the spaces exclusively and entirely occupied by the crew and the ship's officers, those taken up by the cookhouse and latrines exclusively used by the ship's officers and crew, whether they be situated above or below the upper deck; the covered and closed-in spaces, if there be any situated on the upper deck, and used for working the helm, the capstan, the anchor gear, and for keeping the charts, signals, and other instru- ments of navigation. Each of the spaces deducted as above may be limited according to the requirements and customs of each country, but the deductions must never exceed in the aggregate 5 per cent of the gross tonnage. Art. 13. The measurement of these spaces is to be effected according to the rules set forth for the measurement of covered and closed-in spaces on the upper deck; the result, obtained by deducting the total of such allowances from the gross tonnage, represents the net or register tonnage of sailing vessels. steamships. Art. 14. For vessels propelled by steam or any other mechanical power deduct: 1. The same spaces as for sailing vessels (art. 12) with the limitation to 5 per cent of the gross tonnage. 2. The spaces occupied by the engines, boilers, coal bunkers, shaft trunks of screw steamers, and the spaces between decks and in the covered and closed-in erections on the upper deck surrounding the funnels, and required for the introduction of air and light into the engine rooms, and for the proper working of the engines themselves. Such deductions can not exceed 50 per cent of the gross tonnage. Art. 1 5. The measurement of the spaces allowed for, both in sailing vessels and in steam- ships (sec. 1 of art. 14), is to be effected according to the rules set forth in articles 12 and 13 for sailing vessels. Spaces for which allowances are made in steamships only (sec. 2 of art. 14) are measured according to the following rules : ships having coal bunkers with movable partitions. Art. 16. In ships that do not have fixed bunkers, but transverse bunkers with movable partitions, with or without lateral bunkers, measure the space occupied by the engine rooms, and add to it, for screw steamers 75 per cent, and for paddle steamers, 50 per cent of such space. By the space occupied by the engine rooms is to be understood that occupied by the engine room itself and by the boiler room together with the spaces strictly required for their working, with the addition of the space taken up by the shaft trunk in screw steamers and the spaces between decks which inclose the funnels and are necessary for the admission of air and light into the engine rooms. These spaces are measured in the following manner: Measure the mean depth of the space occupied by the engines and boilers from its crown to the ceiling at the limber strake; measure also three, or, if necessary, more than three breadths of the space at the middle of its depth, taking one of such measurements at each end and another at the middle of the length; take 1 Extract from the final report of the International Tonnage Commission assembled at Constantinople in 1873. Sec. 17. It is recommended that a penal provision shall be enacted to the effect that if any of the permanent spaces which have been deducied shall be employed either for the use of merchandise or passengers, or in any way profitably employed for earning freight, that space shall be added to the net tonnage, and never more be allowed as a deduction. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 411 the mean of such breadths; measure also the mean length of the space between the foremost and aftermost bulkheads or limits of its length, excluding such parts, if any, as are not actually- occupied by or required for the proper working of the engines and boilers. Multiply together these three dimensions of length, breadth, and depth, and the product will be the cubical con- tents of the space below the crown. Then find the cubical contents of the space or spaces, if any, between the crown aforesaid and the uppermost or poop deck, as the case may be, which are framed in for the machinery or for the admission of light and air, by multiplying together the length, depth, and breadth thereof. Add such contents as well as those of the space occupied by the shaft trunk to the cubical contents of the space below the crown; divide the sum by 100 or by 2.83, according as the measures are taken in feet or meters and the result shall be deemed to be the tonnage corresponding to the engine and boiler room which serves as basis for the deductions referred to. If in any ship in which the space aforesaid is to be measured, the engines and boilers are fitted in separate compartments, the contents of each shall be measured separately in like manner, according to the above rules, and the sum of their several results shall be deemed to be the tonnage of the engine rooms which serves, as aforesaid, as basis for the total deductions. SHIPS WITH FIXED COAL BUNKERS. Art. 17. In ships with fixed coal bunkers, measure the mean length of the engine and boiler room, including the coal bunkers. Ascertain the area of three transverse sections of the ship (as set forth in the rules given in arts. 3 and 4 for the calculation of the gross tonnage) to the deck which covers the engine. One of these three sections must pass through the middle of the aforesaid length, and the two others through the two extremities. Add to the sum of the two extreme sections four times the middle one, and multiply the sum thus obtained by the third of the distance between the sections. This product divided by 100, if the measurements are taken in English feet, or by 2.83 if they are taken in meters, gives the tonnage of the space in question. If the engines, boilers, and bunkers are in separate compartments, they are separately measured, as above set forth, and the results are added together. In screw steamers the contents of the shaft trunk are measured by ascertaining the mean length, breadth, and heighth, and the product of the multiplication of these three dimensions divided by 100 or 2.83, according as the measurements are taken in English feet or in meters, gives the tonnage of such space. The tonnage of the following spaces between decks, and in the coVered and closed-in erections on the upper deck, is ascertained by the same method, viz: (a) The spaces framed in round the funnels, (b) The spaces required for the admission of fight and air into the engine rooms, (c) The spaces, if any, necessary for the proper working of the engines. Art. 18. Instead of the measurement of fixed bunkers, the rules for bunkers with movable partitions as set forth in article 16 may be applied. Art. 19. In the case of tugs the allowances are not limited to 50 per cent of the gross tonnage; all the spaces occupied by machinery, boilers, and coal bunkers may be deducted. Nevertheless, if such vessels are not exclusively employed as tugs, the deductions in question can not exceed 50 per cent of the gross tonnage. ADDITIONAL DEDUCTIONS ALLOWED BY THE SUEZ CANAL COMPANY. The company allows the following spaces to be included in the deductions specified at article 12 of the regulations for the measurement of tonnage, provided the deductions do not, in the aggregate, exceed 5 per cent of the gross tonnage: (a) The chart room, even when also used as the captain's cabin. When, however, the captain's accommodation comprises several rooms, one of which is the chart room, that room alone is deducted; but, in all cases, the room used as the chart room, must, if it is to be deducted, be situated on the upper deck. (b) Cabins of the ship's doctors, if actually occupied by them. 412 MEASUREMENT OF VESSELS FOE PANAMA CANAL. (c) A mess room, if there is one, for the exclusive use of the officers and engineers; or, if they exist, two mess rooms, one of them for the exclusive use of the officers, the other one for the exclusive use of the engineers. A mess room, if there is one, for the exclusive use of the petty officers. No deduction is allowed for the officers' mess room in ships having passenger accommodation, which are not also provided with a passengers' mess room. (d) All spaces fitted as bathrooms, or lavatories, for the exclusive use of the ship's officers, engineers, and crew, with the exception of such of the said bathrooms as is available for passengers when no bathroom for their exclusive use is provided. (e) All spaces specially provided for the storage of electric searchlights and wireless telegraphy appliances, on condition that they are situated on the upper deck. The above specified spaces can only be deducted if they bear a distinctly visible and permanent indication of their exclusive appropriation. MEASUREMENT OF DECK SPACES. For vessels fitted with superstructure the following rules, 1 which concern only such spaces as are excluded from the national tonnage, are applied: I. — Ships with one tier of superstructures only. 1. Poop, bridge, forecastle. — The following exemptions are allowed: (a) Such length of the poop measured from the inside of the stern timber, at half height of the said poop, as shall be equal to one-tenth of the full length of the ship (b) The portion of the bridge in way of the air spaces of the engine and boiler spaces, it being understood that such air spaces are not considered to extend beyond the forward bulk- head of the stokehold and the after bulkhead of the main engine room. (c) Sue*h length of the forecastle measured from the inside of the stem at half height of the said forecastle, as shall be equal to one-eighth of the full length of the ship. (d) In each of the above three cases of superstructures, such portions in the walls of the ships as are in way of openings not provided with any means of closing and corresponding to one another. 2. Poop and bridge combined, or forecastle and bridge combined. — In each of these combined spaces the following exemptions are allowed: (a) That length only which corresponds to the openings of the engine room and boiler spaces as specified in (b) above. (b) Such portions as are in way of openings not provided with any means of closing and corresponding to one another. 3. Shelter decks. — In the case of shelter decks the portions in way of openings not provided with any means of closing and corresponding to one another. Such air spaces as are situated within the shelter deck must be measured into the engine-room space and deducted together with 75 per cent of their volume. II. — Ships having more than one tier of superstructures. (a) The exemptions prescribed in paragraphs 1, 2, and 3, above, are applicable in their entirety to the lower tier only. (b) Tiers above the lower tier are only allowed the exemption of such portions as are in way of openings in the side plating of the ship not provided with any means of closing and corresponding to one another. REMARK. Should a vessel at any tune transit with merchandise of any kind, or bunker coal, or stores of any description, in any portion whatever of any exempted space, the whole of that space is added to the net tonnage and can nevermore be exempted from measurement. ' Supplementary rules added In 1904. APPENDIX XIII. MEMORANDUM BY THE UNIVERSAL MARITIME CANAL COMPANY OF SUEZ ON THE APPLICATION OF THE RULES OF 1904 RELATIVE TO THE MEASUREMENT OF SUPERSTRUCTURES —PARIS, 1909. 413 APPENDIX XIII. MEMORANDUM BY THE UNIVERSAL MARITIME CANAI CO. OF SUEZ ON THE APPLICATION OF THE RULES OF 1904 RELATIVE TO THE MEASUREMENT OF SUPERSTRUCTURES. Paris, 1909. A. Definition of the Various Spaces Above Deck. In making out the special tonnage certificate of the Suez Canal, the superstructures to be considered are the following: 1. Isolated spaces. — Poop, bridge, and forecastle. 2. Combined spaces. — Extended poop and extended forecastle. If the poop and forecastle are united by a continuous roof or deck and by walls likewise continuous to the bridge, the spaces thus united constitute, according to definition, a combined space — extended poop in the first case, and extended forecastle in the second case. A complete break either in the roof or walls reverts the case to the categorj T of isolated spaces. 3. Shelter deck. — The three spaces united into one constitute a shelter deck. The superstructures may have a single tier or several tiers. The treatment applicable to the first tier is not the same as that applied to the others, and each tier is to be measured separately. B. Determination of the Deck Spaces to Which the Rules of 1904 Apply. Under the Rules of 1904, for the determination of Suez tonnage, the spaces hereunder defined are divided into three categories: First category: Spaces or portions of spaces closed in according to national measurement rules. These spaces are always included in Suez tonnage; the Rules of 1904 are not applicable to them. In determining whether or not a space is in this category the Suez Canal Co. accepts the judgment of the national surveyors. Since the Rules adopted in the different countries for the determination of national tonnage are considered as practically identical, the treatment of a space is the same for Suez tonnage whatever may be the flag of the ship. Second category: Spaces or portions of spaces open according to Suez measurement rules and national measurement rules. These spaces are not included in the special tonnage certificate of the Suez Canal Co.; the Rules of 1904 are not applicable to them. According to the Rules of the Commission of Constantinople, the spaces of the second category are: The spaces under awning decks without other connection with the body of the ship than the props necessary for supporting them, which are not spaces "separated off" and are perma- nently exposed to the weather and the sea, will not be comprised in the gross tonnage, although they may serve to shelter the ship's crew, the deck passengers, and even merchandise known as "deck loads." 415 416 MEASUREMENT OF VESSELS FOR PANAMA CANAL. The Suez Canal Co. recognizes in the meantime that a space may be considered as open, and consequently excluded from tonnage, if there is an opening not provided with means of closing, the breadth of which is equal to or greater than half the breadth of the deck opposite the opening, and if the space can not be used to shelter other merchandise than deck cargo. In order to make this last restriction exact, the company recognizes that the space between the open face and a line drawn parallel to this face at a distance equal to half the width of the deck opposite the opening can not be used to shelter merchandise other than deck cargo, and that the remainder of the space may be used to shelter merchandise other than deck cargo and is not to be considered as open. On the other hand, if, in the interior of the superstructure, because of any arrangement whatever and at a distance from the open face less than one-half the width of the deck, the opening becomes less than one-half the width of the deck (above indicated), only that portion of the space comprised between the open face and this point is to be considered as belonging to the second category; the remainder of the space falls within the third category. Furthermore, in order that a space may be considered as open beyond a distance equal to one-half the width of the deck it is necessary that it be actually isolated from the other superstructures. This condition is not to be considered as fulfilled unless the space is separated from the superstructure immediately adjacent by a break (interval) in the roof and in the walls equal to at least half the width of the deck; if the widths of the deck opposite the openings of two adjoining superstructures are different, the smaller width is to be taken. Third category: Spaces or portions of spaces open according to the national measurement rules, but which are closed-in according to the Suez rules, because they do not fulfill the con- ditions defined above for the second category. It is to these spaces that the Rules of 1904 are applicable. C. Nature of the Exemptions Permitted by the Rules of 1904. The Rules of 1904 define the portions of the spaces comprised in the third category that may be exempted. In these definitions the length of the ship indicated is the total length comprised between the interior face of the stem and the Ulterior face of the rear sternpost, the measurement being taken at the half height of the superstructures. It is, moreover, to be understood, in everything that follows, that in no case shall the exemptions include closed-in spaces or portions of closed-in spaces situated within exemptable parts. I. SHIPS WITH ONE TIER OF SUPERSTRUCTURES. 1 . Isolated spaces. The exemptions permitted are as follows: (a) Poop. — The portion of this space situated at the stern equal in length to one-tenth of the length of the ship measured from the interior face of the rear sternpost and at half the height of the poop. (Figs. 1 to 4.) 1 (b) Bridge. — The portion of this space situated in way of the air spaces above the engine room and the boilers, it being understood that such air spaces are not considered to extend beyond the forward bulkhead of the stokehold or the after bulkhead of the main engine room. (Figs. 5 to 8.) When the air spaces above the engine room and boilers are separated by an interval, the portion of the bridge in way of this interval is exempted. (Figs. 7 and 8.) The exemption of the portions of the bridge in way of air spaces has the effect of excluding the volume of these air spaces from the tonnage of the ship and therefore from the measure- ment of the engine room. 1 See plates at end of this appendix. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 417 (c) Forecastle. — The portion of this space situated at the prow equal in length to one- eighth the length of the ship as measured from the interior face of the stem at half height of the forecastle. (Figs. 9 to 12.) (d) In each of these three types of superstructures, the parts situated exactly opposite the openings not - provided with means of closing and corresponding to each other in the walls of the ship. (Figs. 4, 8, and 11.) 2. Combined spaces. (a) Extended poop. — The extended poop is subject to exemption in the same way as a bridge (portion in way of air funnels), but is not subject to the exemption of one-tenth as is an ordinary poop. (Fig. 13.) The forecastle, separated from the extended poop, is granted the exemp- tion of one-eighth. It sometimes happens that, in ships with isolated spaces, the air funnels of the engine, instead of being situated in the bridge, are located hi the poop. In this case the poop is treated the same as an extended poop and is in consequence measured; the bridge alone bene- fits from the exemption permitted in paragraph Id above (parts opposite the openings in the walls of the ship). The forecastle is granted the exemption of one-eighth. (Fig. 14.) (b) Extended forecastle. — The extended forecastle is granted the exemption accorded to a bridge (portion situated in way of air funnels), but it is not granted the exemption of one- eighth as in case of an ordinary forecastle. (Fig. 13.) The poop, isolated from the extended forecastle, is granted the exemption of one-tenth. (c) In every combined space the portions situated exactly opposite openings not provided with means of closing and corresponding to each other in the sides of the ship are exempted. (Figs. 13 and 14.) 3. Shelter deck. In the case of shelter decks, the following exemptions are allowed: The portions situated exactly opposite openings in the side plating of the ship not provided with means of closing and corresponding to each other in the opposite walls of the ship are exempted. (Figs. 15 and 16.) The air spaces situated within a shelter deck should be measured with the remainder of the volume of the engine room and deducted with the 75 per cent increment. (Figs. 15 and 16.) II: SHIPS WITH MORE THAN ONE TIER OF SUPERSTRUCTURES. (a) The lower tier alone is granted all the exemptions provided for hi paragraphs 1, 2, and 3 above, for ships with a single tier of superstructures. (Figs. 17 and 18.) In order that the air spaces above the engine and boilers existing in the lower tier of spaces defined in paragraphs 1 and 2 above (isolated spaces and combined spaces) may be comprised in the volume of space occupied by the machinery and then deducted with the 75 per cent incre- ment (Fig. 19), the shipowner must forego the exemption of the space situated in way of air spaces (see above i, p. 174) and forego the exemption of open parts which may exist in the ex- tremities of the space (see above, second category, pp. 415 and 416), as well as the exemption of parts situated opposite openings corresponding to each other in the walls of the ship. (See above, Id and 2c.) (b) The upper tiers may not benefit by the exemption of portions situated exactly opposite openings not provided with means of closing and corresponding to each other in the walls of the ship. (Figs. 17 and 18.) The air spaces above the engine and boiler located in an upper tier may not be included in the volume of the engine and then be deducted with the 75 per cent increment (Fig. 19), unless the shipowner foregoes the exemption of open parts which may exist in the extremities of the space (see above, second category, pp. 415 and 416), and unless all the tiers below the tier under consideration are themselves measured the same as between decks. (c) All the rules other than those which the company recognises as in any category apper- taining to a deck space (see above, pp. 415 and 416) are equally applicable to all the tiers. 418 MEASUREMENT OF VESSELS FOE PANAMA CANAL. D. Conditions for. the Application of Exemptions Provided for by the Rules of 1904. In order that the exemptions permitted may apply, there must be neither merchandise nor supplies of any kind in the portions of spaces which are entitled to benefit by exemption. If a ship, but a single time, during her transit carries any merchandise of whatever nature, or coal for bunker purposes, or supplies in whatever amount, in any part of an exempted space, the entire space is added to the net tonnage and may never again be exempted. E. Explanatory Sketches. The sketches below illustrate the treatment applicable to deck spaces in some characteristic cases. The spaces or portions of spaces of the first category are drawn in red; they are designated by the letter F. The spaces or portions of spaces of the second category are indicated in white; they are designated by the letter C. The spaces or portions of spaces of the third category are drawn: 1. In blue, when they are exempted; they are then designated by the letters: A, for the poop and forecastle. M (air funnels of engines) and m (in way of air funnels), for the bridge. 0, for the openings in the walls. 2. In brown 1 hatchings whenever they are measured; they are in this case designated by the letter B. ' In the original, French, edition of this memorandum, the spaces here shown in brown hatchings were shown by red and black hatchings. -J S El, a a* o o Pi "on 93 © a. n 73 ■* -c » C 3 C E - O c 0J ^ # -4 V HS «« la *■ let A V J ** tf. s V — to :. A\ ' 's a •S "3 S .3 •3 C. o » -3 53 Si. ~ e "B -a 3 ©& l.s c S I g — E £ 0> fc. e A *« s 3 ? 0.-2 °{ft ~M ^J 5T ■« c -5 .* .*8 as o *> *° •= »> -i e ©T | c c -- '^ «c -r «j -i c — — 3 3 ^ 5> 5 gl ii V Q ~ c fc * 1 *» a: ^ u: i- 43 d 22_\_ ^> cp g OQ J? rc J 0> '_C «£ £ of ill 4. 'l« cj <0 33 53 4, •a § = wit v 43 e o c © 43 *it if »|» Ha A V 8 *« 43 3 .« -< en CTC © 13 CP <2 K aa s ^3" o ■a s S -3 fz: 13 B s s .0 'in -s O 'S _^ ^5 . 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B u £ a E 05 £ a. s od ■o ■S -o .— * | © 3 E = _ a. ■s v «h — o. *— ai ° — a ■3 f-l t •S 4s R o I S a 5 S c © « a e 5 a a a '•a in C S S C Q s a •3 3 c ^ i?' 2 c- 'JO 6 9ft to "3 3 g Ed U = d 3 •*; :3 «5 in C a K M It; OJ ct OQ _> E S CG I CO 5T 1 i c u 3 — x> bo -1 o -1- ■03 "J3 V 2P 9 £ > -O X 0) a „ K] = C3 ■a o ■z 01 -i« > E -:: a\ a rn X *cu e CJ Jm *g o ;_ a cd r 7c -ed 6C c 3 a> -K * *J S« « « ■£ - - 03 zi 9 S "- = C 5 I en t 03 3- "rri 03' dQ £ G- 3D 1 p^ TO P3 CQ cn s I 5 3J Hi 3 "3 -? 9 -s ^5 o C a Co -4) •9 it - c tie 3 -a u -£ Ed 9 ai U nr> Ed a B C4 i 5" 3 c « - a ^ ■H C) e* b- =: c "B M ^s m :f B & a a< 2 3 B S O" F'a. a a APPENDIX XIV. BRITISH BOARD OF TRADE INSTRUCTIONS TO SURVEYORS CONCERNING THE MEASURE- MENT OF VESSELS FOR THE ISSUE OF SUEZ CANAL CERTIFICATES, 1913. 419 APPENDIX XIV. BRITISH BOARD OF TRADE INSTRUCTIONS TO SURVEYORS CONCERNING THE MEAS- UREMENT OF VESSELS FOR THE ISSUE OF SUEZ CANAL CERTIFICATES. 1 114. General. — The transit dues of the Suez Canal are charged on the basis of the net tonnage ascertained in accordance with the system of measurement- recommended by the International Commission which assembled at Constantinople in 1873. Extracts from the report of the commission, 2 including the regulations for tonnage measure- ment, are printed on pages 385 to 390 and 407 to 412, and in accordance with the recommenda- tions of the commission, the Board of Trade are prepared to issue certificates (form surveys 60A) of the tonnage of vessels calculated in the manner prescribed by the rules in question. 115. When a shipowner wishes a ship to be measured for a special certificate under the rules applicable to the Suez Cantd, application should be made on the form surveys 6, and the fee 3 should be paid to the superintendent of a mercantile marine office. In the case of unreg- istered structures of special types, e. g., floating docks, etc., the applicants should be referred to the London office of the Suez Canal Co. 116. The surveyor should, on receipt of the application, apply to the principal surveyor for tonnage in London for the formula and papers of the previous measurement of the ship. GROSS TONNAGE. 117. JJnder-deck measurement. — For the purpose of the special certificate it. will be the duty of the measuring surveyor to include in the gross measurement the entire cubic contents of the ship under the uppermost deck, except the space (if any) between the inner and outer plating (upon whatever system constructed) known as a double bottom for water ballast, which can be certified as not available for the carriage of cargo, stores, or fuel. The deep- water ballast tanks known as fore or after peak tanks are to be included in the tonnage measure- ment. 118. In the case of vessels which have already been measured for British tonnage, it will not be necessary to remeasure the tonnage under the uppermost deck, unless the Surveyor finds that some space has formerly been exempted that must, under the Suez Canal Rules, be included, or vice versa, or unless the British under-deck tonnage is measured under the modified rule set out on pages 276 to 278. 119. Spaces above deck. — For the purpose of the special certificate the surveyor must also include in the gross tonnage the entire cubic contents of every covered and closed-in space above the uppermost deck, and with regard to such spaces he should be guided by paragraph 1 of the regulations, page 407, and by the instructions contained in the following 11 para- graphs (120 to 130) which relate only to spaces entitled to exemption from British tonnage measurement. It should be noted that spaces covered only by planks separated from one another by intervals exceeding 1 inch in breadth are not to be included in the gross tonnage. 120. Open spaces. — If the permanent opening measured at the end of the erection (fore- castle, bridge space, or poop) is equal to or greater than one-half the breadth of the deck in way of it, and is not fitted with a coaming, the portion of the erection measured from the open end, and not exceeding in length such half breadth, is (subject to the following paragraph) ' The paragraph numbers are those in the Board of Trade's official publication. The numbers are retained to facilitate reference to the official document. The references in the text to paragraph numbers are to the numbers of the paragraphs reprinted in Appendix IV of this report. • The report is printed as a Parliamentary Paper (C— 943], 1874. 8 See par. 2, p. 2S3. 421 422 MEASUREMENT OF VESSELS FOR PANAMA CANAL. to be regarded as an " open space " and described as such on the back of the Suez Canal certificate. When, however, a coaming is fitted to such an opening the space within it is to be included in the gross tonnage in every case, and only the exemptions provided for in paragraphs 123 to 130 are to be allowed. > 121. If in the interior of an erection, in consequence of any arrangement whatever, and at a distance from the open end less than half the breadth of the deck as above defined, the opening is at this point less than the said half breadth, only the length of the space between that point and the open end of the erection is to be regarded as an "open space" and described as such on the back of the Suez Canal certificate. 122. The above instructions respecting "open spaces" apply to deck erections extending from side to side, whether situated in the lowest or any other tier, but in all cases where the openings in these erections are less than the half breadth of the deck in way of them they are to be measured in the gross tonnage and only the exemptions provided for in paragraphs 123 to 130 are to be allowed. When, however, two side-to-side erections are separated by an interval, the length of which is less than the least half breadth of the deck in way of such interval, then, whatever be the breadth of the permanent openings, the erections less the interval are to be measured in the gross tonnage, and only the exemptions provided for in paragraphs 123 to 130 are to be allowed. 123. Exempted spaces. 1 — In the case of shelter-deck spaces with one or more openings in the shelter deck and sides of the vessel the whole of the space under the shelter deck should be included in the tonnage measurement with the exception of that part of the space which is immediately abreast the openings (if any) in the sides of the ship. 124. In all cases where a vessel is fitted with forecastle, bridge space and poop, there shall be exempted from measurement (a) such length of the forecastle, measured from the inside of the stem at half height of the said forecastle, as shall be equal to one-eighth of the full length of the ship; (b) such length of the poop measured from the inside of the stern timber at half height of the said poop as shall be equal to one-tenth of the full length of the ship; (c) such length of the bridge as is equal to the length of the actual deck openings to engine and boiler spaces, it being understood that such openings shall not be considered to extend beyond the forward bulkhead of the stokehold and the after bulkhead of the main engine room. 125. In all cases where the poop and bridge, or forecastle and bridge, are combined and continuous, then only that length in each case which is due to the openings of engine and boiler spaces as denned under 124 (c) above shall be exempted from measurement. 126. From the side-to-side erections referred to in the foregoing paragraphs 124 and 125 further exemptions may also be allowed for the portions of the spaces abreast of the permanent openings (if any) in the side plating, and also for the "open spaces" referred to in paragraphs 120-122 above. 127. When the engines are aft and the light and air casings are situated in an ordinary poop, the space is to be dealt with as for a combined poop and bridge, but the bridge space is to benefit only by the exemption of the portion abreast the permanent openings (if any) in the side plating or "open spaces" at the ends. 128. By "full length of the ship" shall be understood, in all cases, such length as is com- prised between the inside of stem at half height of the forecastle to the inside of the stern timber at half height of the poop. 129. The exemptions provided for in paragraphs 124 and 125 above apply, in their entirety, only to deck erections situated in the lowest tier; the only exemptions to be made in side-to-side erections situated above this tier, and besides the "open spaces" (if any), are those portions immediately abreast of any permanent openings which may exist in the side plating. 130. In the case of shelter-deck spaces, the exemptions provided for may be allowed on the written request of the owners, either in the shelter-deck space as provided for in paragraph i These exemptions were agreed on between the Board of Trade and the Suez Canal Co. in 1904 and were embodied in what were known as "the 1904 rules." MEASUREMENT OF VESSELS FOR PANAMA CANAL. 423 123 above, or in the erections on the shelter deck as provided for in paragraphs 124 and 125, but in no case are exemptions to be allowed under paragraph 123 in addition to exemptions under paragraphs 124 and 125. 131. Light and air casings over engines and boilers. — The engine and boiler casings in the shelter-deck spaces are to be included in the gross tonnage and in the engine-room measure- ment, even if situated in part within an otherwise exempted space abreast permanent side openings. 132. In the case of side-to-side erections above the lowest tier the light and air casings may be included in the gross tonnage and actual engine room provided the owner makes a written application for same, and also on condition that the side-to-side spaces beneath it have been similarly treated. When, however, the spaces are so dealt with no exemption is to be made from such spaces for any other portion whatever, either in the tier in question or in those beneath it. 133. Subject to the foregoing the light and ah casings in all erections above the first tier are to be exempted from measurement. 134. Full particulars to be sent to principal surveyor. — In every case the surveyors when sending the formula and form surveys 60a to the principal surveyor for tonnage for examination should also forward a scale plan of the deck spaces showing the dimensions of the "open spaces, " the position and width of the openings in the bulkheads and sides, and the termination of the deck or covering of the space, as well as all other necessary particulars. If a plan is unobtain- able the particulars should be inserted on form surveys 131, 131a, 131b, or 131c as the case may require. The dimensions and tonnage of the exempted spaces should be shown in the columns provided for the purpose in the form surveys 60a. 135. Marking of exempted spaces. — All exempted spaces must be permanently and con- spicuously marked by a plate securely fixed to each side of the vessel to indicate the limits and length allowed, corresponding with the particulars shown upon the back of the Suez Canal certificate; the center of such plates should be marked thus * and the inscription upon them should be as follows: istem ) or > at the half height stern timber ) of the space to this mark is exempted from Suez Canal tonnage upon the ground that no cargo or stores are earned therein." 136. Access. — The surveyors must see that some satisfactory means are provided either by manhole or hatchway for gaining access to the exempted parts, in the event of the parts adjacent being filled with cargo. It would be well in all cases for the manhole Or other opening to terminate at the point to which the exempted space extends. 137. The regulations of the Suez Canal Co. provide that if at any time a vessel shall per- form transit with cargo or stores carried in any portion of any exempted space, then the whole of that space shall be added to the net tonnage, and can only be again exempted from measure- ment after a bona-fide change in the ownership of the vessel. NET TONNAGE. 138. Allowance for propelling power. — Having ascertained the gross tonnage in the man- ner described above, the measuring surveyor will then proceed to measure the engine room, boiler space, and shaft trunk as for a certificate of British registry, and note in the proper place in the survey form and on the certificate the cubic contents of each. 139. In cases where the owners elect not to use the "Danube rule" (see p. 387), but to have the actual bunker space as well as the actual engine space measured and deducted, the surveyor will measure separately the bunkers, and record the cubic capacity of each in the proper place in the form. In doing this he is not to include any bunkers that are not absolutely permanent, or from which the coals can not be directly trimmed into the engine room or stoke- 424 MEASUREMENT OF VESSELS FOR PANAMA CANAL. hold, or into which any access can be obtained otherwise than through the ordinary coal shoots on deck and from the doors opening into the engine room or stokehold. He is to be specially careful that thwartship bunkers which can be in anyway extended are not included in the meas- urements for deductions. 140. In no case, except in the case of tugs, is the engine-room allowance to exceed 50 per cent of the gross tonnage of the ship. 141. Crew-space deductions. — In measuring the deductions for crew space the surveyor will be careful to ascertain the cubic contents of each space as at present, but he must bear in mind that no deduction is to be made for the accommodation of the captain, purser, clerk, etc., or for the berths of stewards, cooks, in passenger steamers, or passengers' servants. Pas- sages exclusively for access to deducted crew spaces may themselves be included in the deduc- tions. 142. The following special deductions in respect of accommodation spaces are allowed: (a) Doctors' cabins, if actually occupied by the doctors. (6) All spaces fitted as bathrooms, or lavatories, for the exclusive use of the ship's officers, engineers, and crew, with the exception of such of the said bathrooms as are available for pas- sengeis when no bathroom for their exclusive use is provided. (c) A mess room, if there is any, for the exclusive use of the officers; a second mess room, if there is any, for the exclusive use of the engineers; and a third mess room, if there is any, for the exclusive use of the petty officers. No deduction is allowed for the officers' mess room in ships having passenger accommo- dation, which are not also provided with a passengers' mess room. 143. No deduction is to be allowed for crew space or for officers' cabins, unless the regu- lations as to fighting, sea worthiness, and ventilation are complied with, nor unless the words "certified to accommodate seamen," "certified to accommodate officer or officers," as the case may be, are cut in or painted on or over the doorway of each deducted space. 144. All water-closets having been included in the first place in the gross tonnage, those that are to be included in the deduction from tonnage are to have the words "certified for the use of crew" cut in or painted on or over the door. 145. In the case of passenger steamers on which there is only one galley, neither the gal- ley nor the space occupied by the cook should be included in the deductions from the gross tonnage. When there are two or more galleys, however, the space occupied by the galley or galleys exclusively used for the crew should be included in the deductions, and the words "certified for the use of the crew" should be cut in or painted on or over each doorway of the space. 146. Navigation-space deductions. — Articles 12 and 14 of the regulations (p. 410) allow the deduction of any covered and closed-in spaces on the upper deck used for working the helm, the capstan, the anchor gear, and for keeping the charts, signals, and other instruments of navigation. Under this rule the wheel house, chart room, winch house, lookout house, signal house, steam-steering house, and the spaces provided for the storage of electric search- lights and wireless-telegraphy appliances on the upper deck are to be deducted from the gross tonnage, in which, however, they are in every case first to be included. 147. The chart room may be deducted, even if it is also used as the captain's cabin. When, however, the captain's accommodation comprises several rooms, one of which is the chart room, that room alone is deducted ; but in all cases the room used as a chart room must, if it is to be deducted, be situated on the upper deck. 148. When the donkey boiler in a closed-in space on the upper deck is not exclusively used for the working of the helm, the capstan, and anchor gear, or any of them, but is also available for hoisting the cargo, the space is not to be included in the deductions from the gross tonnage. Tins instruction does not apply to the donkey boiler house on the upper deck of men-of-war and troop ships. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 425 149. Marking of deducted spaces. — In granting deduction for the chart house, winch house, and wheel house, or any other covered and closed-in space on the uppermost deck used for navigating the ship, the surveyor must see that the words "certified for use in navigating the ship" are cut in or painted on or over the doorway of the space, and in like manner all spaces deducted from the gross tonnage are to have cut over them or painted on them a notice stating the purpose for which they are certified. 150. General. — In no case is any space to be deducted from the tonnage that is not first included in the gross tonnage, and in no case is the sum total of the deductions (other than the allowance for propelling power) to exceed 5 per cent of the gross tonnage of the ship. 151. No deduction is to be made for passenger accommodation, captains' or passengers' water-closets or lavatories, etc., passengers' cooking houses, or luggage storerooms, or for any other purpose than those indicated above. 152. It may happen that there are in certain ships some awnings or other constructions used merely for shelter (see p. 407), the space under which is not to be included in the gross tonnage, and is therefore not to be deducted afterwards. When this is so the surveyor should make a careful note of the particulars in the proper place in the forms. 153. When the surveyor is in any doubt whether any space should be exempted or deducted he should apply for instructions to the principal surveyor for tonnage. 154. A formula and certificate showing the dimensions and computations are to be sent to the principal surveyor for tonnage for the purpose of test and examination a few days before the vessel is expected to sail, so that any question which may arise regarding the spaces shown therein may be dealt with before the vessel leaves the port of survey. 61861°— 13 28 APPENDIX XV. INSTRUCTIONS OF THE GERMAN GOVERNMENT FOR THE APPLICATION OF THE SUEZ RULES TO THE MEASUREMENT OF VESSELS. 427 APPENDIX XV. INSTRUCTIONS OF THE GERMAN GOVERNMENT FOR THE APPLICATION OF THE SUEZ RULES TO THE MEASUREMENT OF VESSELS. CONTENTS. Section. Request for measurement under these rulea 1 Determining the gross tonnage 2 Deduction of spaces for use of crew and for navigation purposes 31 Deductions of engine, boiler, and bunker spaces in steamers 311 Preparation of Suez Canal measurement certificates 4 Measurement fees 5 Recording of measurement certificates 6 Application of ship measurement ordinance 7 INSTRUCTIONS FOR MEASUREMENT OF VESSELS FOR PASSAGE THROUGH SUEZ CANAL. Section 1. Vessels destined for passage through the Suez Canal may be measured at the request of owners or masters, according to the following requirements: Sec. 2. The ascertaining of the gross tonnage is governed by sections 4 to 12 of the ship- measurement ordinance. I. In the measurement for gross tonnage the following spaces will be included: (a) The tonnage of all covered and closed-in spaces, or spaces arranged so that they may be closed, in the permanent superstructures on or above the upper deck that are closed in with roofing and permanent bulkheads, so that they may serve as spaces for storing cargo or provide shelter and other comfort for passengers or crew, including the captain (excluding the exceptions that are permitted under the provisions of Par. II below). (6) The tonnage of all decked and closed spaces, or spaces arranged so that they may be closed, in permanent superstructures on or above the upper deck intended for navigation and service of the vessel. (c) The tonnage of all spaces intended for the admission of light and air to the engine room or for the actual efficiency of the engines, when these spaces are in superstructures that may be closed in, and which extend from side to side entirely across the ship. This type of superstruc- ture must not be treated according to No. II below. (d) The tonnage of all hatches and hatch covers up to one-half of one per cent of the gross tonnage. II. From gross tonnage the following spaces will be exempted: (a) In vessels with forecastle, bridge house, and poop — (1) That part of the forecastle measured at half height from the rear surface of the prow post equal in length to one-eighth of ship's length. (2) That part of the poop measured at half height from the front surface of the center stern timber equal in length to one-tenth of the ship's length. The ship's length will be reckoned from the rear face of the prow post at half height of the quarter deck to the front face of the center stern timber at half height of the poop. (3) That part of the bridge house in way of the deck openings to engine and boiler space (under restrictions of Ic). 429 430 MEASUKEMENT OF VESSELS FOB PANAMA CANAL. For the purpose of fixing the limits of this excluded part only those deck openings are con- sidered which do not extend over the front bulkhead of the boiler room and the rear bulkhead of the main engine room. (&) In vessels with a combination poop and bridge or a combination quarter deck and bridge, the space in way of the deck openings to engine and boiler room as given under (a) for bridge houses. The above spaces exempted from measurement must be given singly, not only by name, and entered in the measurement certificate with measurements and tonnage. If a vessel at any time during the passage through the Suez Canal carries cargo or stores in any part of these spaces, the whole space in question will be included in the net tonnage and will not again be exempted from measurement. III. The following spaces are always exempted from gross tonnage: All shelter-deck spaces not inclosed and permanently arranged for shelter during stress of weather or sea, but joined to the vessel merely by stanchions, even when these spaces are used for protection of the crew and deck passengers or afford shelter for the deck cargo. Sec. 3. To determine net tonnage, the following spaces are deducted from gross tonnage: I. The tonnage of those covered and closed-in spaces in permanent superstructures on the upper deck, used for the service of the rudder, capstan, and anchor, also those for protection of the charts, signal apparatus, and other nautical instruments, as well as the spaces for use of the crew (art. 14 A-l of the ship measurement ordinance); not, however, the space for the captain (art. 14 A-2, same), under the following conditions: (1) Every space, for which such a deduction has been made, must be provided in a con- picuous place with a notice showing for what purpose such a space is exclusively used. The kind of notice is fixed by the Bureau of Registry. Spaces not so posted can not be included in the deductions. (2) Every deduction is canceled as soon as one of the posted spaces entitled to deduction is used for the reception of stores or freight, or for shelter or other comfort of passengers. (3) In other respects the following rules pertaining to deductions from gross tonnage will govern: (a) Deductions will be made for a surgeon's cabin only when there is a surgeon on board. (&) The following may also be deducted: A dining room, in case it is used exclusively for the ship's officers and engineers. The deduction, however, is not allowed on passenger vessels on which there is no dining room, especially for passengers. A second dining room in case it is used exclusively by the boatswain, carpenter, etc. (c) A space arranged for bathroom will be deducted, if there are no passengers on board and the bathroom is used exclusively by officers and engineers. A space arranged for bathroom will be deducted, although passengers are on board, in case there are several permanent bathrooms on board the vessel. In this case one of the bath- rooms provided will be considered for the use of officers and engineers. (d) Stewards and cooks on passenger steamships, and passengers' servants are not regarded as members of the crew for whom deduction can be made. (4) The total deduction per I may not exceed one-twentieth of the gross tonnage. II. The tonnage of engine and boiler rooms and coal bunkers will be deducted either accord- ing to actual measurement or according to the Danube rule. (1) The following will govern in case of deduction by actual measurement: (a) The length of the engine room, as well as the permanent coal bunkers, will be measured between the limiting permanent bulkheads. Then according to requirement of article 7, ship measurement ordinance, three cross sections are measured to the height of the engine-room deck or the deck directly over the engine room; that is, a cross section at each of the two ends and a cross section in the middle of the length. To the sum of the end sections four times MEASUREMENT OF VESSELS FOR PANAMA CANAL. 431 the area of the middle section is added, and this sum is multiplied by one-third of the distance between the cross sections. The product represents the contents of the room. (b) If the deck mentioned in (a) over the engine-room deck is not the upper deck of the vessel the tonnage of the space between the deck mentioned and the upper deck (if not con- nected with the engine or is not used for entrance of light and air) will be found by multiplying together the length, breadth, and depth taken at the middle. The contents of this space will then be added to the contents of the other engine-room spaces. The same rule holds with regard to the contents of the permanent coal bunkers and other fuel compartments, which extend through two or more decks. (c) If the engines, boilers, or the fuel bunkers are in separate compartments they will be separately measured in the manner prescribed in (a) and (b). (d) To ascertain the contents of the space taken up by the shaft tunnel or tunnels of screw steamers, the mean lengths, breadths, and depths of the tunnel are multiplied together. If the tunnel has several divisions, each must be measured separately. For measurement of closed-in and covered spaces on or above the upper deck, intended for admission of light and air to the engine room or for the actual working of the engine, the in- structions in article 12, ship measurement ordinance, will apply. (2) In using the Danube rule the following method controls: (a) The tonnage of engine and boiler rooms, exclusive of coal space, is measured as foUows: Measure the middle depth of the space between the under edge of the deck above the engine to the planking next to the keelson. At half height of the space three widths are measured, one at each end and one in the middle of the length. When necessary more than three widths are measured. The mean of the widths is then taken. The mean length of the space between the front and rear bulkheads is then taken, excluding, however, that part of the former which is not actually taken up by the engine and boilers or necessary to their working. The dimensions thus found, length, breadth, and depth, are multiplied together and the result is the cubical contents of the space under the deck above the engine room. If the deck men- tioned is not the upper deck of the vessel, the volume of the space or spaces between the deck already measured and the upper deck (if not connected with the engine or used for the admis- sion of light and air) are ascertained by taking the mean dimensions, length, breadth, and depth of each and multiplying them together. The total contents of these spaces will then be added to the other engine-room space. By upper deck in these instructions is meant the deck containing permanent superstructures capable of being closed in and extending from side to side across the entire breadth of the vessel. Spaces for admission of light and air, or for the actual working of the engine, are to be considered as properly to be deducted as part of the engine-room space only when they are under the upper deck (that is, the deck extending over the entire length and breadth of the vessel), or are contained in superstructures that may be closed in and which extend from side to side across the entire width of the vessel. If the engine and boilers ara in separate compartments, the contents of each compartment will be ascertained according to the above rules and the sum of their contents taken as the contents of the entire space. In screw steamers the space occupied by the shaft-tunnel must be added to the engine- room space. The volume of this is obtained according to instructions in this paragraph under II Id. (6) The tonnage of coal bunkers is not measured, but in screw steamers is taken at 75 per cent and in paddle-wheel steamers at 50 per cent of the engine and boiler space, as found in (a). (3) The total deduction for engine, boiler, and coal-bunker spaces must not exceed half of the gross tonnage of the ship, except in the case of steam tugs. Sec. 4. The measurement certificate is made out according to article 24, paragraphs 3 and 4, of the ship measurement ordinance and the accompanying forms. 1 Sec. 5. The fees for the application of the complete method and for making out the meas- urement certificate, including stamp costs, when the space under the tonnage deck does not require to be remeasured, are 2\ pfennigs, for each cubic meter or fraction of gross capacity of ' See Form 3, In Chapter IV, facing p. 54, lor the English form of the Suez certificate. The German form is substantially similar. 432 MEASUREMENT OF VESSELS FOB PANAMA CANAL. the vessel. If under article 7, paragraph 2, a new measurement of the space under the tonnage deck is made 2\ pfennigs for each cubic meter or fraction of the space under the tonnage deck must be added to the fees mentioned. Partial measurements due to repairs or a change in utilization of space, including making out a new measurement certificate, and stamp dues, are charged at 2\ pfennigs for each cubic meter or fraction, whether the new calculation is based on actual measurement or on the acceptance of an earlier measurement. The minimum fees are 2 marks. Note. — For making out additional measurement certificates without previous measurement the dues are 2 marks, according to notice of July 19, 1S90, Zentral-Blatt, German Empire, page 281. Sec. 6. The contents of "the measurement certificate according to article 29 of the ship measurement ordinance must be recorded in the record indicated. All notes relating to the measurements and calculations made must be preserved in the manner there shown. When a measurement certificate is made out a copy must be sent to the bureau of registry. Sec. 7. In other respects the principles and provisions of the ship measurement ordinance and the accompanying instructions will also apply. The methods prescribed in the last paragraph of article IS and in paragraphs 6 to 9 of article 21, Instructions for Ship Measurement, will, at the request of the owner, not be applied in the measurement for passage through the Suez Canal. In place thereof the general method given in article 6 and paragraphs 4 to 6 of article 7, ship measurement ordinance, will be used. APPENDIX XVI. COMPARATIVE ANALYSIS OF THE PROVISIONS APPLY- ING THE SUEZ RULES FOR THE MEASUREMENT OF VESSELS BY FRENCH, ENGLISH, AND GERMAN SURVEYORS. 433 APPENDIX XVI. COMPARATIVE ANALYSIS OF THE PROVISIONS APPLYING THE SUEZ RULES FOR THE MEASUREMENT OF VESSELS BY FRENCH, ENGLISH, AND GERMAN SURVEYORS. 1 FRANCE. /. — Method of Talcing Measurements. I ENGLAND. | GERMANY. CALCULATION OF THE PRINCIPAL VOLUME. In France and in Germany the Constantinople rules are not strictly applied. For Suez tonnage the principal volume is measured in the same way as for the national tonnage; but the necessary correction is made to keep or to add th volume of peaks and tanks for water ballast that are not ex- empted by the (Constanti- nople) rules of 1S73, but are exempted in the national ton- nage rules. 2 In England the Constanti- nople rules are strictly con- formed to. LENGTH. The number of subdivi- sions of the length is given in the following table: Fust. 15 meters, at least (50 feet) ... = 4 Second. 15 to 37 meters (50 to 120 feet) = 6 Third. 37 to 55 me- ters (120 to 180 feet) = 8 Fourth. 55 to 69 meters (180 to 225 feet) =10 Fifth. Longer than 69 meters (longer than 225 feet) .. . =12 In the case of vessels with irregular bottom lines the vessel is not divided into sev- eral segments to be considered separately. DEPTH. It is taken at each point of subdivision of the length from one-third the rise of the ton- nage deck to the top of the i Translated In 1911 by Lieut. C. Garlington, C E.,from " Etude surle Juageage," by V. Beret. CorUroleur-Adjoint dela Navigation de la Com- pagnie Unirerselle du Canal Maritime de Suez. Pari*, 1905. 2 National rules of Germany now include all water-ballast tanks other than double bottoms in gross tonnage. In ascertaining net tonnage for German registry they are deducted if used solely for water ballast. 435 As in France, the volume found in calculating the na- tional tonnage is taken as a basis, the necessary correc- tions being applied thereto. 436 MEASUREMENT OF VESSELS FOR PANAMA CANAL. FRANCE. ENGLAND. keelson, deduction being made for the average thickness of the sheathing. In case there is a double bottom water-bal- last space with convex or con- cave ceiling, no correction is made. WIDTH. To measure it, the height is divided into a certain number of equal parts: Four, if the middle section is less than 16 feet; six, if it is more than 16 feet. The width at each point of division is measured as for the national tonnage. In the case of lateral water- ballast tanks the widths are measured to the interior of the ribs. These water-ballast spaces are thus exempted only when they are less in thick- ness than the thickness of the ribs. In the case of refrigerator walls, 3 inches is allowed as the average thickness of the sheathing, as in the national tonnage rules. GERMANY. CALCULATION OF THE AREA OF CROSS SECTIONS. This is carried out rigorously according to the provisions of the Constantinople rules: Except in Germany; and there also except in the case where the depth has been di- vided into one part in excess of what the Constantinople rules prescribe. (See Appen- dix 8.) A new case arose (May, 1905) which has received a special solution. As the fig- ure indicates, the rib BAD was bent back into the inte- rior of the vessel. Above and outside of the rib there was a water-ballast compartment. MEASUREMENT OF VESSELS FOB PANAMA CANAL. ENGLAND. GERMANY. The cross section was di- vided into three parts, which were considered separately: A 'ADD'— B'BAA'— C'CBB'. H 437 Fig. 1. The lower part was meas- ured to the interior face of the rib, the intermediate part to the interior face of the water- ballast tank, and the upper part likewise. The water-ballast tank was thus exempted, and in the part BB'A'A the volume cor- responding to the thickness of the rib was measured. The Suez Co. approved this method proposed by the board of trade. BREAKS. They are treated in the three countries as in the national tonnage rules. The line passing through a point one- third the rise of the tonnage deck above the chord joining the ends of the deck curve is prolonged, and the depths for the principal volume are measured from this imagi- nary line. The space in the break above this line is measured according to the formula for spaces limited by curved surfaces. c SPECIAL TYPES OF VESSELS. The peculiarities of turret vessels are treated in the same manner for Suez tonnage as for national tonnage. MEASUREMENT OF 'TWEEN DECKS. In the three countries the volume of the 'tween decks is measured in the same manner as for national tonnage. (See Appendix 8.) 438 MEASUKEMENT OF VESSELS FOR PANAMA CANAL. FRANCE. ENGLAND. GERMANY. MEASUKEMENT OF THE TURRET OF A TURRET SHIP. The treatment applied to the turret of a turret ship is the same for Suez tonnage as for national tonnage. (See Appendix 8.) MEASUREMENT OF SUPERSTRUCTURES. 1 It is carried out everywhere in the same way as for national toimage. II. — Exemptions. Spaces Exempted Below the Tonnage Deck. Under the Constantinople rules the space between the frames (floor timbers) or between the ribs are exempt from dues, whatever the height of these frames or the thickness of the ribs. Water-ballast compartments situated in this space are thus exempt. The benefit of this exemp- tion (letter of the president of the Suez Co., of June 11, 1897) has been extended to that portion of double bottoms for water ballast above the frames when these double bottoms are con- structed according to the Maclntyre system — a system almost abandoned to-day — which does not carry the frames up to the ceiling of the water-ballast compartment. All other spaces are included in the gross tonnage for Suez, even if incapable of use for cargo, fuel, or provi- sions, as, for instance, the forward and after peaks and water-ballast tanks. Spaces Exempted Above the Tonnage Deck. water ballast. Up to the present all water-ballast space above the tonnage deck has been measured. A case has just arisen in England, however, in which a water-ballast space above the ton- nage deck has been exempted for Suez tonnage. The rib BAD, at the point A, was bent in toward the inside of the vessel. Above and outside this rib there was a water- ballast compartment. The cross section was divided into three parts, considered separately. CC'B'B— BB'A'A— AA'D'D. Fig. 2. The lower part was measured to the inside face of the rib. The intermediate part to the inside face of tbe water ballast tank. The upper part in the same way. Tbe water-ballast tank was thus excluded. The Suez Co. approved this treatment, which was proposed by the board of trade. All other exemptions of space above the tonnage deck refer to spaces situated above the highest deck. These exemptions, as in the national tonnage rules, are divided into two categories: (1) Those resulting from the special purpose of the space; (2) those resulting from the uninclosed character of the space. 1 The measurement of superstructures is at present not carried out as for national tonnage. of Appendix XI. See p. 440 of this appendix, and pp. 400-401 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 439 FRANCE. ENGLAND. GERMANY. SPACES EXEMPTED BECAUSE OF THEIE PURPOSES. 1 1. In each of the tliree countries, the hatchways, with a maximum of one-half per cent of the gross tonnage, as in the national tonnage rules. In France the companion- ways, domes, and skylights are theoretically measured. As a matter of fact, they are often exempted. 2. In England and Germany: The companionways ; also the part of the. poop giving access to a stairway. 3. The volumes of ladders and stairways when they are lo- cated in space which is itself exempted. 4. The volumes of domes and skylights. In the case of an opening made in the floor of a superstructure immediately un- der a skylight to light and ventilate a dining saloon the ex- emption is extended to the entire space ABCD, of the figure below, which is considered necessary for the admission of air and light into the lower part. At Bremen this exemption is not made. Flunoir JC flu- Salh-a -manger Fig. 3. 5. The volume of the engine-room ventdation, with the two following exceptions: 2 (a) In France and Germany in the ease of real deduction this volume is first measured and then deducted at its actual value. (6) In England when the engine-room ventdation shafts are inclosed, wholly or in part, in inclosed superstructures, the uninclosed part alone is exempted from measurement. The inclosed part is added to the volume of the propelling machinery and deducted with an increase of 75 per cent. This is an unjustifiable prac- tice. Aerations end&ve'es Fig. 4. 1 Double bottoms used solely for water ballast are exempted from measurement. 3 EDgine-room ventilation: In each country the spaces intended for entrance of light and air to the engine room are included in gross tonnage if below decks or in inclosed superstructures which extend from side to side. Spaces in open superstructures are exempted. In case of fixed bunkers, actually measured, the light and air spaces in each country which were included in gross tonnage are deducted at their actual value as a part of the engine-room and bunker space. In case the Danube rule is applied in Germany only the light and air spaces between decks and under the bridge are included in the 75 per cent increment. Those in inclosed superstructures extending from side to side are not deducted. In England the light and air spaces between decks and under the bridge (if inclosed) are included in the 75 per cent increment. In addition, how- ever, those in inclosed side-to-side superstructures above the first tier may upon written request of the owner be included in the increment, provided that the side-to-side spaces beneath it have been similarly treated and that the spaces so dealt with are not exempted for any other portion whatever. (Board of Trade instructions to surveyors August 1911.) 440 MEASUREMENT OF VESSELS FOE PANAMA CANAL FRANCE. ENGLAND. A ventilating shaft is con- sidered totally or partially inclosed when it is bounded on the whole or part of three sides by a closed construction. Pari u enclave* Fig. 5. EXEMPTIONS BY REASON OF THE OPEN CHARACTER OF SPACES ABOVE THE UPPER DECK. 1 Up to the present the new rules of 1904 have had no practical application except in England. Therefore, English practice only wdl be indicated. According to the arrangement of 1904, which governs the treatment of deck spaces, the space is divided into three categories: 1. The spaces considered inclosed in the national tonnage. (See Appendix 8.) They are likewise considered inclosed for the Suez and have no right to any exemption. 2. The spaces considered open for national tonnage and inclosed for Suez tonnage, to which the 1904 rules are applied. 3. The spaces considered open for the national tonnage and open for Suez tonnage. They are always exempted. The dividing line between the first and second category is determined by the rules of the British registry. (See Appendix 8.) The dividing line between the second and third will be defined : (a) In case of space on a shelter deck — that is to say, under a continuous deck from end to end of the vessel — the openings in the deck are not considered. Only the openings in the sides are considered, and the space is exempt because of these openings by virtue of the 1904 arrange- ment, but under condition that this space be not occupied by cargo. If it were, it would be added once for all to the tonnage. Exemption under this head can not exceed nine-fortieths of the length of the vessel. (b) The forecastle space is exempted to the extent of one-eighth of the length of the vessel when there is in the afterface of the forecastle an opening of less than one-half the width of this face, the opening being considered easy to close. Exception to this special rule is, of course, made of spaces considered inclosed under the general English ton- nage rules, and the same con- dition of no commercial use also obtains (fig. 6). ab < I cd. FFF, closed spaces in English tonnage, measured and taxed, A, the space of one-eighth exempt, under restrictions. B , measured space. Fig. 6. i Exemptions of portions of poop, forecastle, and bridge are allowed in Germany as denned in the Suez regulations. If the measurement boards judge shelter decks and superstructures to be permanently inclosed, such spaces are included, otherwise they are exempted. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 441 FRANCE. ENGLAND. GERMANY. a ef > t gh and having no means of being closed, ab < £ cd. FF, inclosed spaces in English tonnage measured and taxed. A, space of one-eighth, exempted under restrictions. B, measured space. C, exempted space. Fig. 7. M B (c) The treatment in case of a poop is exactly analogous : When the forward face of the poop has an opening smaller than one-half of this face one-tenth of the length of the vessel is exempted, under condition of nonuse. In case of the forecastle and poop, if the partition which has an opening of less than one-half the width of the space is located inside the end of the forecastle proper, the outer space would be exempt "by- rights" (fig. 7) on condition that the opening of this space is greater than one-half the width of the space and has no means of being closed. In case of a bridge: (a) When each of the ends has an opening equal at least to one-half of the width of the end and not having any means of being closed, the en- tire space under the bridge is considered as open and is ex- empt "by rights" (fig. 8). (b) When neither end has an opening equal at least to one-half its width the entire space is considered closed for the Suez. In this case, under the 1904 arrangement the part of the space under the bridge belonging to the engine-room ventilators is exempted (fig 9). (c) When only one end has an openmg at least one-half the width of the end and without means of being in- closed, the space under the bridge is divided into three parts (fig. 10). (See follow- ing paragraph.) Ja Fig. 8. ab > $ cd | and wjthout means a'b' > I c'd'/ of being closed; whole space cc'd'd considered open and ex- empt except F and F', which are inclosed constructions ac- cording to the English rule and are measured and taxed. ab < j cd. a'b' < J c'd'. A, B, portions considered closed, measured and taxed. M, m, m' spaces belonging to engine room ventilators exempted by 1904 rules, except F, F', which are inclosed constructions according to the English rule and are measured and taxed. Fig. 9. Fig. 10. ab > i cd without means of being closed. a'b'.<§ c'd'. M, m, m', spaces belonging to the engine-room ventilators, ex- empt under 1904 rules, except F, F', which are closed constructions under British registry and are measured and taxed. A, space considered open, and thus exempted "by rights." B, space considered closed, meas- ured and taxed. 1. The part belonging to the engine-room ventilators exempted under the 1904 arrange- ment. 2. The part between the above part and the closed end is considered inclosed and is measured. 3. The part between the first part and the open end is considered open and exempted "by rights" from dues. The portion of the space under a bridge outside of the partition would be, as in the case of forecastle or poop, exempt " by rights." In a general wa} T , then, the English practice admits that any opening greater than one-half the width of the space concerned gives this space an open character, but under condition that this openmg has no means of being closed. A grating or a plate of sheet iron may be considered such a means. On this subject 61861°— 13 29 442 MEASUREMENT OF VESSELS FOR PANAMA CANAL. FRANCE. I ENGLAND. GERMANY. there are no precise rules; it is a question of good will on the part of the officials doing the measuring. Moreover, it is admitted, as a principle, that there can be no exemption of a space situated above another space that has already benefited under the 1904 rules. Finally, these exemptions of the 1904 rules are subject to the nonuse of the exempted spaces for commercial purposes. Such as it is, this English practice does not seem to be complete. There should be added the necessary restrictions to prevent the exaggeration of the exemptions that are called, often wrongfully, "by rights" (hard and fast). III. — Deductions . A. General Deductions. The total general deductions should not exceed 5 per cent of the gross tonnage. crew space. In England deduction is allowed only if the conditions required in the national ton- nage rules are fulfilled. In the term crew are included all the vessel's personnel, officers, petty officers, seamen, engineers, and stokers; but not the personnel of the passenger department, nor the steward. The doctor is included when there is one on board. The spaces deducted as crew space in all three countries are: 1. The quarters themselves. (The cabin for a doctor, only when there is actually a doctor on board.) 2. The toilets for the exclusive use of the crew, whatever be their location. The wash rooms of the crew are not deducted unless they form part of a toilet that is deducted. 3. The wardrooms of the officers, with a limit of 4 tons, and of the petty officers with a limit of 2\ tons. 4. Bathrooms for officers and engineers with a limit of 2 tons. 5. The crew's galley. Note. — There are often two galleys deducted, one of them being reserved for the native portion of the crew. The passageways are not deducted in France or England. In England, all spaces de- ducted as crew space must be marked with a sign indicating their exclusive use for this purpose. In Germany, they are de- ducted when they are used exclusively for access to the crews' quarters or other de- ducted spaces, and when used as dressing room for the crew. In Germany, the spaces de- ducted as crew space must bear a sign indicating their capacity. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 443 FRANCE. I ENGLAND. SPACES USED IN NAVIGATION. GERMANY. In the three countries the spaces deducted for navigation are: Wheelhouse. Lookout house. Signal house. Towers for running lights. In Hamburg, towers for running lights are somethnes exempted instead of being de- ducted. In Hamburg, the lamp locker, if reserved for running lights only, is also deducted, it being considered a signal house. 5. Room for charts and navigation instruments (chart room). When the captain is quartered in this room, 3 tons only are deducted on account of the charts. This should not be confused with the supplementary deduction of 3 tons, allowed by the national rules, when the charts are kept in a space that is not deducted. 6. Capstan or windlass space, when it is on the upper deck. In the very rare case when the capstan or windlass is situated in a space not exclusively reserved for it deduction would in France be made only of the space occupied by the apparatus and necessary for its operation. (SeeABCD,fig. 11.) In Hamburg, there is a strong tendency to consider the entire space EFG as cap- stan space and deduct the CD. space necessary for its operation. ^^ (gee -g^ fig j j } Flg.ll. 7. Steam steering-gear space (same remarks as for the capstan). S. Auxiliary-boiler space, when this boiler is situated in an inclosed space on the upper deck and is used only to operate the capstan, windlass, or the steering gear. Note. — In practice the auxiliary boiler is almost always used in the operation of the derricks for handling mer- chandise and therefore is almost never deducted except on war vessels. B. Deductions for Propelling Machinery. On vessels with coal bunkers with movable partitions, deduction is made according to the Danubian rule (i. e., 1.75 or 1.50 the actual machinery volume). On vessels with fixed coal bunkers, the actual volume of the machinery and bunkers is deducted, if the owner so desires. PRINCIPAL VOLUME. The measurements are made in the same way as for the national tonnage. The Suez tonnage is thus indirectly benefited by the restrictions imposed on the dimensions by the rules of the different countries. SPACES TO BE INCLUDED. The spaces occupied by dynamos, distilling apparatus, refrigerating apparatus, machine shops, etc., are treated in the three countries as in the national tonnage rules. VENTILATION SPACES. In case the actual volume of the machinery and bunkers is deducted the engine-room ventilators in the 'tween decks and in inclosed superstructures are deducted at their actual value. The surplus is exempted. Nevertheless, in Germany all these spaces are, sometimes, 444 MEASUREMENT OF VESSELS FOR PANAMA CANAL. FRANCE. ENGLAND. I GERMANY. measured (for the gross tonnage) and then deducted instead of being exempted. As a matter of fact there is no difference. In the case of deduction according to the Danubian rule, all engine-room ventilators situated in a 'tween decks space are considered as part of the machinery space and have a right to the increment. Shelter-deck spaces and spaces under a bridge considered as closed under the national rules are, in this respect, considered as 'tween decks. In England, in addition, and wrongly, there is in- cluded in the volume of the machinery, with right to the increment, such part of the ventilators as he outside of the 'tween decks and are in- closed on at least three sides in inclosed constructions. 1 In a space under a bridge considered inclosed, in the national rules, the ventilators receive the same treatment as in 'tween decks. In a space under a bridge considered open, in the Suez rules, the ventilators are simply, and rightly, entitled to exemption. In a space under a bridge considered open under national rules, and not open under the Suez rules, the 1904 rules exempt the engine-room ventilators and also the space appertaining thereto. In England, the exemption of engine-room ventilators at any stage entails their exemp- tion at all stages above. A deck space above another deck space is never treated as a 'tween-deck space. In Germany, there is a tendency to consider an open space under a bridge as a 'tween deck space, and there- fore to apply the Danubian increment to the ventdators therein. VOLUME OF THE SHAFT TUNNEL. In the three countries, it is treated as in the national rules. (See Appendix 8.) ' See note 2, p. 439, for present application in England. APPENDIX XVII. INSTRUCTIONS AND REGULATIONS RELATING TO THE MEASUREMENT OF SHIPS OF THE UNITED STATES NAVY FOR TONNAGE CERTIFICATES USED IN NAVIGATION OF THE SUEZ MARITIME CANAL. 445 APPENDIX XVII. INSTRUCTIONS AND REGULATIONS RELATING TO THE MEASUREMENT OF SHIPS OF THE UNITED STATES NAVY FOR TONNAGE CERTIFICATES USED IN NAVIGA- TION OF THE SUEZ MARITIME CANAL. [Compiled and prepared by the scientific and computing branch of the Bureau of Construction and Repair, Department of the Navy, 1909.] TABLE OF CONTENTS. Page. References 447 General instructions 447 Gross tonnage 449 Instructions and definitions (gross tonnage) 453 Net tonnage 455 Instructions and definitions (net tonnage) 458 Method of procedure 462 Classification of items on certificate 463 Resume 463 Index 467 REFERENCES. For reference in connection with the question of tonnage, see: (a) United States Statutes at Large, Revised Statutes United States, Nos. 4150 to 4154, pages 803 to 806. (6) Supplement, Revised Statutes, United States, volume 1, act of August 5, 1882, page 378, chapter 398, act of June 19, 18S6, page 494, chapter 421, section 5. (c) Supplement, Revised Statutes, United States, volume 2, act of March 2, 1895, page 407, chapter 173. (d) United States Statutes at Large, volume 35, part 1, Public Laws, act of February 6, 1909, page 613, chapter 82, section 1. (e) Customs Regulations, 1908. (Treasury Department.) (/) Navigation Laws, United States, 1907 (corrected). (Department of Commerce and Labor.) (reign certificates 448 Remeasurement under Rule 1 448 Requirements for lighting, ventilation, and seaworthiness, fulfilment of 449 Retaining original figures, desirability of 448 Rise of floors, breadths on 453 Roundhouses 463 Rule I .' 448, 450 Rule I, remeasurement under 448 Rule II 44S, 452 Rules, addition of new 448 Rules for laden ships, use of 448, 452 Rules for unladen ships .' 448, 450 Rules, new 448 S. Sail rooms 460 Screw steamers, propelling-power deduction 460 Sculleries 459 Searchlight 456 Sections, area of , 450 Sections, division of length for 450 Sections of irregular form 453 Shaft alleys 454, 457 Shaft alleys, extent of 462 Shaft alleys, open 462 Shaft alleys, raised flat under 462 Shelter decks 449, 454, 455 472 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Page. Sheltered space 455 Shelter for deck loads 449 Showers 459 Sick bay 459, 463 Side houses 463 Signal spaces 460 Signal towers 455, 456, 4C0 Sister ships, measurement, of 448 Skylights 455 Spaces, certification of 449 Spaces, closed in 451, 456, 463 Spaces exempt from measurement 463, 464 Spaces for working ship 455, 456, 460 Spaces not forming part of deduction 465 Spaces not inclosed 451 Spaces reasonable in extent 449 Spat ceiling 453 Spare parts for machinery 460 Spring of beam 453 Steamers, paddle, propelling-power deduction 460 Steamers, screw, propelling-power deduction , 460 Steering-engine space 460 Steering-gear house 455, 456 Steering-gear space 460 Stewards 459 Stewards, passengers' 459 Storerooms •. 460 Storerooms, navigator's 460 Storerooms, signal 460 Stores, boatswain's .' 460 Stores in machinery spaces 460 Stuffing-box space, shaft tunnel 460 T. Tanks, ballast 454, 460 Tanks, feed water 454 Tanks, fuel oil 462 Tanks, peak 454, 460 Tanks, topside 454, 460 Ton of measurement 449 Tonnage between decks 451 Tonnage deck, definition of 449, 453 Tonnage, gross, spaces included under 463 Tonnage, net 455, 456, 458 Tonnage, net, deductable spaces 464 Tonnage, register 455, 456 Tonnage sections, division of length for 450 Tonnage under deck 450, 451 Tons to cubic meters, ratio of 449 Tools for machinery 461 Topside tanks 454, 460 Trunks, access 455 Trunks, coal 461 Tugs, machinery allowance for 458 Turrets 455, 463 U. Under deck tonnage 450, 451 Under deck tonnage figures, use of old 448 Uniformity of measurement 447 Unladen ships, rule for 448 Upper decks 451 Urinals 459 MEASUREMENT OF VESSELS FOK PANAMA CANAL. 473 Page. Use of compartments, designation of 449 Use of exempted spaces for profit. - 452 Use of figures from previous calculations 448 Use of formula best adapted 449 V. Ventilation of machinery compartments 461 Vents 455 W. Water-closets 459, 463 Web frame ships 453 Windlass engine space 460 Windlass house 455, 456, 460 Wireless room 456, 460 Workshop, engineers' 461 61861°— 13 31 APPENDIX XVIII. REPORT OF THE BRITISH ROYAL COMMISSION ON TONNAGE —1881. 475 APPENDIX XVIII. REPORT BY HER MAJESTY'S COMMISSIONERS APPOINTED TO INQUIRE INTO THE PRESENT OPERATION OF THE LAW FOR THE MEASUREMENT OF TONNAGE. [Presented to both Houses of Parliament by command of Her Majesty, August, 1881.] COMMISSION ISSUED BY QUEEN VICTORIA APPOINTING THE MEMBERS OF THE ROYAL COMMISSION ON TONNAGE. Victoria R. Victoria, by the grace of God of the United Kingdom of Great Britain and Ireland Queen, Defender of the Faith. To our trusty and well-beloved Charles Morgan Norwood, Esq.; our trusty and well-beloved Sir John Stokes, knight commander of our most honorable Order of the Bath, colonel in our Corps of Royal Engineers; our trusty and well-beloved Sir Edward James Reed, knight commander of our most honorable Order of the Bath; our trusty and well-beloved Henry Cadogan Rothery, Esq.; our trusty and well-beloved Thomas Gray, Esq.; our trusty and well-beloved James Porter Corry, Esq.; our trusty and well-beloved Robert Capper, Esq.; our trusty and well-beloved John Glover, Esq.; our trusty and well-beloved Thomas Dyson Hornby, Esq.; our trusty and well-beloved William Pearce, Esq.; our trusty and well- beloved Thomas Bland Royden, Esq.; and our trusty and well-beloved Barnard Waymouth, Esq., greeting: Whereas we have deemed it expedient that a commission should forthwith issue to inquire into the present operation of the law for the measurement of tonnage, and to report to us whether the principle of the present law is fully and properly carried into effect, and whether the terms of the present-rules are suitable to the present state of shipbuilding, and to report whether the law is fair in its operation as between those who pay and those who receive dues on shipping, and as between the different classes of those who pay such dues; and to report whether, having regard to the great changes which have taken place in the character of mer- chant ships, there are any defects in the form, the build, or the user of such ships which can be traced to the present law of tonnage, or which any amendment of that law would remedy; and to report whether, having regard to just principles of taxation, to the convenience and furtherance of trade, to international arrangements, and above all to safety, it is desirable to make any and what alteration in such law: Now know ye, that we, reposing great trust and confidence in your ability and discretion, have nominated, constituted, and appointed, and do by these presents nominate, constitute, and appoint you, the said Charles Morgan Norwood, Sir John Stokes, Sir Edward James Reed, Henry Cadogan Rothery, Thomas Gray, James Corry, Robert Capper, John Glover, Thomas Dyson Hornby, William Pearce, Thomas Bland Royden, and Barnard Waymouth to be our commissioners for the purposes of the said inquiry. And for the purpose of enabling you, our commissioners, to make the said inquiries we do hereby authorize you and empower you, or any three or more of you, to invite all such persons as you may judge most competent, by reason of their situation, knowledge, or experience, to 477 478 MEASUREMENT OF VESSELS FOE PANAMA CANAL. afford you correct information on the subject of this inquiry; to attend before you and bring with them all such books, documents, papers, accounts, etc., as may appear to you, or any three or more of you, calculated to assist you in the execution of the trust hereby reposed in you. And we will and command that this our commission shall continue in full force and virtue, and that you, the said commissioners, or any three or more of you, may from time to time proceed in the execution thereof and of every matter and thing therein contained, although the same be not continued from time to time by adjournment. And for your assistance in the execution of these presents we do hereby authorize and empower you to appoint a secretary to this our commission to attend you, whose services and assistance we require you to use from time to time as occasion may require. Given at our Court at St. James, the 11th day of October, 1880, in the forty-fourth year of our reign. By Her Majesty's command: W. V. Harcourt. REPORT. To the Queen's Most Excellent Majesty: We, Your Majesty's commissioners appointed to inquire into the present operation of the law for the measurement of tonnage, humbly beg leave to pre- sent to Your Majesty the following report on the several matters referred to us: nael^a^pifed 011 ton ~ *• The tonnage inscribed on the certificate of registry of a British ship constitutes the measure of her contribution to light dues, and to harbor and dock charges in British and many foreign ports. It is the measure of the amount to which a shipowner may become liable for any damage caused by his ship. It also has most important mercantile uses in connection with the purchase, sale, hire, and chartering of ships, considerations in- 2. An inquiry into the principle of the law on which the admeasurement volved in inquiry. . .... of ships is founded, into the manner in which it is carried into effect, and into its bearing on the seaworthiness of ships, therefore involves considerations of great pecuniary interest to the large number of persons who receive dues on shipping, as well as to the general body of shipowners who pay them. It also involves the more difficult considerations affecting the manner in and extent to which the payment of tonnage dues by the various descriptions and classes of vessels of our mercantile marine shall be regulated, so as to insure equality of treatment between ship and ship. opportunities af 3 Bearing these considerations in mind, it has been our special care to forded for full expres- & 7 r behalf °ot inter'°ts a? an?0I- d ample opportunity for full expression of opinion on the part of all parties fe° ted - affected ; and in response to our invitation, representatives of various interests from the ports of London, Newcastle, North and South Shields, Sunderland, Hartlepool, Hull, Southampton, Bristol, Cardiff, Newport, Holyhead, Dublin, Belfast, and Cork, have attended our sittings in London, and have tendered themselves for examination. We also deemed it desirable to visit the great shipowning and shipbuilding industries on the Mersey and the Clyde, and we held meetings for the reception of evidence and the inspection of the docks and shipping at Liverpool and Glasgow, at which latter port representatives from Greenock and Leith also attended. We have further invited and received the opinions and suggestions of persons of official and scientific authority upon the subject matter of our inquiry. Present basis for ton- 4 f^g statute under which tonnage is admeasured is an act passed in nape measurement. (17 ° x & is vict.,c. 104.) Your Majesty's reign, known as "The Merchant Shipping Act of 1854," and the basis for tonnage adopted therein is a roomage or space ton of 100 cubic feet; and the tonnage is the roomage or the internal cubical capacity of the ship MEASUREMENT OF VESSELS FOR PANAMA CANAL. 479 below her uppermost deck, and of permanent elosed-in spaces on her uppermost deck, available for cargo, stores, passengers, or crew, ascertained by the formula known as "Sterling's rule." The aggregate cubic space in the ship thus ascer- tained (designated in units of 100 cubic feet) constitutes her gross tonnage. This system was adopted in 1S54, after much discussion, under the advice of Mr. Moorsom, who was also its first administrator. 5. The net or registered tonnage, upon which (with slight exceptions) all na g e e L°certameTbVae- tonnage dues and charges on ships are levied, is ascertained in the case of sailing ' t ' u D e nage S ( fo m &^°3i vessels by deducting from the gross tonnage the tonnage of spaces exclusively ducttom to'crewspw* appropriated to the accommodation and use of the crew. The provisions in u ' n™? T t e ^eis. descriI> ' the act of 1854 in respect of crew spaces have been modified and extended by the merchant shipping amendment act, 1867, which provides that crew spaces may be deducted from tonnage wherever situated, provided certain conditions as to space, light, ventilation, and other sanitary arrangements be complied with to the satisfaction of a surveyor of the Board of Trade and that the spaces be kept free from goods and stores of any kind, not being the personal property of the crew in use during the voyage. We may remark here that there is no fixed limit by our law on the amount of crew space, whereas other maritime countries, as a rule, adopt the maximum limit of 5 percent on the gross tonnage of the ship. 6. In addition to the deduction for crew space (allowed to all descriptions Allowances to steam- r * r ers for propelling of vessels), the gross tonnage of steamers is further reduced by an allowance for p° wer - spaces occupied by and necessary for propelling power. The deductions for propelling power which the owner of a steam vessel is entitled to claim are specified under section 23 of the act of 1854, as follows: (a) As regards ships propelled by paddle wheels in which the tonnage of the space solely occupied by and necessary for the proper working of the boilers and machinery is above 20 per cent and under 30 per cent of the gross tonnage of the ship, such deduction shall be thirty-seven one-hundredths of such gross tonnage; and in ships propelled by screws, in which the tonnage of such space is above 13 per cent and under 20 per cent of such gross tonnage, such deduction shall be thirty-two one-hundredths of such gross tonnage. (6) As regards all other ships, the deduction shall, if the commissioners of customs and the owner both agree thereto, be estimated in the same manner; but either they or he may in their or his discretion require the space to be measured and the deduction estimated accordingly; and whenever such measurement is so required the deduction shall consist of the tonnage of the space actually occupied by or required to be inclosed for the proper working of the boilers and machinery, with the addition in the case of ships propelled by paddle wheels of one-half, and in the case of ships propelled by screws of three-fourths, of the tonnage of such space. After deducting from gross tonnage the allowance for crew space, and the allowance for space occupied by propelling power, the remainder is the register tonnage of a steam vessel. 7. The duty of taking the prescribed measurements for gross and net By whom measure- ^-* incut Lin^cii. tonnage devolved, under the act of 1854, upon the commissioners of Your Majesty's customs, but by the Merchant Shipping Act, 1872, it was transferred to the Board of Trade. 8. We have received no complaint whatever as to the manner in which No complaint as to . . . . . . . _ , mode of application of those departments haA T e applied the rules lor taking the prescribed measure- present rules but which . • i i i ii are appropriate to ments; but representations have been made to us that the wording of the rules wooden vessels only. themselves (the measurements being described as from or to floor timbers, limber strakes, bilge planks, etc.) is appropriate only to vessels constructed of wood; and although the rules with their obsolete wording have been applied to iron ships, with results that have been sufficiently accurate for general purposes, yet the great changes of late years in the design and methods of construction 480 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Difficulty of apply- ing present rules to modern shipbuilding. Water-ballast double- bottom systems. Development of steam power. Increase of steam ves- sels between 1854 and 1880. and in the dimensions of iron vessels render it necessary that special rules be enacted, defining more distinctly the points to and from which measurements should be taken and permitting greater discretion and elasticity in fixing the number of areas, and ordinates, so as to ascertain the contents with greater accuracy. 9. As an instance of the difficulty of applying the present rules to the progress of modern shipbuilding our attention has been called to the novel principle of construction of water-ballast double bottoms, as exemplified in the steamship GhiJka. Under the mode which prevailed until recently, known as the Mclntyre system, the water-ballast space extended above the floor plates (held to be identical with the floor timbers in wooden ships), and therefore was partly included in the internal space in the ship and measured in the tonnage, in conformity with section 21, subsection 2, of the act of 1854; but on another system of construction, called the bracket or longitudinal, the floor plates are carried to the top of the double-bottom space, and the depth of the hold of the ship, as measured, only extends to the top of that structure. Hence arises the anomaly that under the wording of the rules the double-bottom water- ballast space in a ship constructed under what is called the Mclntyre system is in part measured and the contents added to the tonnage of a ship, whilst a water-ballast space of similar dimensions under the bracket system of con- struction, as adopted in the CTiilka and other modern ships, is not measured nor included in either gross or register tonnage. 10. It is proper when adverting to the great changes since 1854 in the dimensions and forms of ships and of the material used in their construction that we should also notice the rapid development in the application of steam power to merchant vessels consequent on the general adoption of the screw propeller, and the great economy in the consumption of fuel and in the space necessary for carrying it, effected by the use of steam at greatly increased pressure, and oi the high and low pressure cylinders in what are called "com- pound engines." The progress in the production and use of steam vessels is shown by the following statement of the number and tonnage of sailing and steam vessels above 50 tons, registered under the Merchant Shipping Acts, which belonged to the United Kingdom (exclusive of the Isle of Man and Channel Islands), 1854 and 1880: Deduction of crew spaces approved and further exemption sug- gested. Steam. Sailing. Total. Number. Tonnage. Number. Tonnage. Number. Tonnage. 937 I 290,239 3,786 2,688,769 15,553 11,51.9 3,609,294 3,545,528 16,490 15,355 3,899,583 6,234,287 11. The exemption of crew spaces from the register tonnage, and conse- quently from payment of dues, is generally acknowledged to have been attended with beneficial results, inasmuch as many shipowners have been encouraged to set apart for the use of the crew accommodation much superior to that pre- viously given; and a suggestion has now been made that the master's cabin (if not used for passengers or cargo) should also be included in the crew space, and the contents deducted from gross tonnage. On the other hand, we have it in evidence that the increased deduction for crew space under the Merchant Shipping Amendment Act, 1867, sensibly affected the revenue of dock companies derived from dues on shipping. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 481 12. As regards the operation of the law in respect of the deduction, of peuf n d g u ™wer instead space in steamers for propelling power we find a general concurrence of opinion ers - that the existing allowances are neither equal in their operation nor based on any sound principle discernible under the present conditions of steam navi- gation. Harbor and dock authorities lay much stress upon the fact that the deduc- r Representations of 17 -I i / \ ■ harbor and dock tion of 32 per cent on the gross tonnage, under rule (a), now generally claimed authorities respecting r , i • i i i • i ■ pi tnis deduction. by screw cargo steamers of recent build and with engines of moderate power, frequently gives to propelling space an allowance greatly in excess of that actu- ally occupied by the engines, boilers, and fuel; and, further, that the space allotted by the shipbuilders to the engines and boiler is regulated so as to con- form, with great nicety, to the condition of cutting off a space something just above 13 per cent of the gross tonnage in order to secure the deduction of 32 per cent from the gross tonnage. Numerous instances are given to us of such steam vessels discharging grain and other dead-weight cargo from distant ports largely in excess of the cargo that could be discharged by sailing vessels of the same register tonnage; and we are informed that when most dock acts were obtained steamers either did not exist or formed a much less proportion of the entire shipping tonnage than at present. According to the evidence of the representatives of some of the dock companies the register ton then repre- sented about 27 hundredweight of cargo, and now indicates hi the case of some steamers as much as 40 hundredweight. The conclusion urged upon us is that the 32 per cent allowance operates in many cases to the disadvantage of the receivers of dues on shipping and to the owners of sailing vessels, and of the many steamers, hi which the size of the engine and boiler rooms has been regu- lated by the space necessary for the proper working of the machinery, and not by the arbitrary standard of 13 per cent on gross tonnage. 13. It is pointed out to us that the allowances for propelling power apply all „^^ £r rat r o n \' to steamers irrespectively of the trade in which they are employed and the dura- t^f m ^ wer t0 screw tion of the voyage. A screw steamer engaged in a coasting trade and making her passage in a few hours (provided she has an engine and boiler space exceed- ing by a small fraction 13 per cent of her gross tonnage) claims and receives, under rule (a), the same deductions for propelling power (32 per cent) as she would be entitled to were she trading with ports in the China Seas or on the west coast of America. In the former instance her allowance for fuel space of nearly 19 per cent of her gross register is very greatly in excess of the bunker needs for a voyage of a few hours, whereas in the latter case her allowance may not give a deduction equivalent to the space necessary to contain sufficient fuel to propel her halfway to her destination. The inequality of the allowance under the alternative rule (b), which applies to screw vessels in which the actual space occupied by the engine and boilers is less than 13 per cent and more than 20 per cent, is stated to be equally objectionable, though in a less degree, both in principle and practice. 14. As respects paddle steamers, although from the small number of these Topaddie steamers, vessels now in existence the inequalities in the deductions to which they are entitled under the rules (a) and (b) are less important to the receivers of dues, yet they are even more extreme and anomalous in the results. Instances appear in the appendix to the evidence annexed to this report of the register tonnage of paddle cargo and passenger steamers being less than one-fourth of then gross tonnage, and in the case of the steam tug Clyde, of Greendck, her tonnage is reg- istered as minus 4.64, her gross tonnage being 87.72 tons, and her deductions 92.36. We have it in evidence that this vessel occupies space in harbors and 482 MEASUREMENT OF VESSELS FOR PANAMA CANAL. docks without the authorities being able to levy any dues whatever upon her for the accommodation she enjoys. Anomalous results of 15. The following; table, based on rules (a) and (b) of section 23 of the act such deductions. . i of 1S54, will show the unequal and anomalous result of the working of these rules for the deduction of space in steamers for propelling power: [For every 100 tons gross register.] Engine room as measured. Tons. 10 20 21 29 30 67 10 13 14 19 20 58 Allowance (tons). PADDLE STEAMERS. 10+5=15 20+10=30 37 per cent do 30+15=45 67+33.5=100.5 SCREW STEAMERS. 10+7.5=17.5 13+9.75=22.75 32 per cent do 20+15=35 58+43.5=101.5 Net register tonnage. Tons. 85 70 63 63 55 Nil. 83.5 78.25 68 68 65 Nil. Case of the Isabella. Principle on which law administered prior to case of the Isabella. 16. There is a further and quite novel deduction from the gross tonnage of steam vessels which it is necessary for us to notice. The London and North-western Railway Co., who are the owners of steam vessels employed in the conveyance of passengers, cattle, and goods between Holyhead and Ireland, in applying in 1879 for a register for their new paddle steamship Isabella, claimed, in addition to the contents of engine and boiler spaces measured, plus 50 per cent (under subsection (&), sec. 23, of the act 1854), a further deduction of the contents of engine-room skylights and boiler casings above the deck, plus 50 per cent thereon, notwithstanding that such contents had not previously been measured and included in the gross tonnage. The Board of Trade resisted this construction of the law as being contrary to the spirit of the acts of 1854 and 1867, but agreed to refer the matter, as a special case, to the High Court of Justice. The claim of the owners of the Isabella was confirmed, and her net register tonnage now stands at 337.90 tons against gross 842.40 tons, and the tonnage of the Lily and the Violet, two more recent steamers belonging to the same company, are, respectivery, gross 1,035 tons and register 230 tons. 17. The principle on which the tonnage laws were administered, until the case of the steamship Isabella arose, was that in making deductions from the gross tonnage the contents of spaces never included in the gross should not be measured for the purpose of being deducted from it. From 1854 to 1879 this principle appears to have been asserted by Your Majesty's Government, acquiesced in by the British shipowner, and adopted by every maritime country of importance, and hi accordance therewith the board of customs first, and the Board of Trade afterwards, instructed then- surveyors that spaces above the uppermost deck, such as cabin and engine- room skylights, cabin companions, funnel casings, and ventilating spaces, being places which are not suitable for the bertliing or accommodation of passengers or crew or the carriage of stores or cargo, should be disregarded altogether, in the same way that the funnel is disregarded, and is not included in either the gross or the register tonnage. Acting, however, on the decision in the Isabella case, certain spaces above the uppermost deck, though not included in the gross tonnage, are now measured so that their contents may form a deduction MEASUREMENT OF VESSELS FOR PANAMA CANAL. 483 from the tonnage arrived at by the measurement of underdeck spaces; and that is not all, as in the case of the engine-room skylights, air boxes, and ventilating spaces not only the contents of the space itself but half as much again is deducted from gross tonnage. We are satisfied that such a construction of the acts is due oidy to defects in expression, and that it is inconsistent with the principle and intention of the law, as well as with justice and convenience. 18. It is however urged by some shipowners, in reply to the complaint by mf^^ nl support Ii o H f the receivers of dues as to the excessive deductions for the propelling power prop^m D g e pwer! ns f ° r referred to in the four preceding paragraphs, that there has been a large exten- sion of dock accommodation at our principal ports in recent years, and that it has not been alleged that the operation of the tonnage law has in any case prevented the construction of docks or the obtaining of capital for that purpose; that the keen competition that has been shown to exist between dock and dock in some cases, and between port and port in other cases is the chief cause of some dock and harbor authorities receiving less revenue than they could wish; that the basis for dock charges should include the element of the time during which water and quay space is occupied by the ship; that steam vessels on an average remain in harbor or dock for a much shorter period than do sailing vessels, and that measured by this standard they contribute more than sailing vessels to the revenue of docks, and that steamer business is preferred by dock authorities. It is further urged that steamers like the Isabella, making short passages and frequent visits to a port, pay very largely in dues, notwithstanding their reduced tonnage. It is alleged that it was the intention of the legislature, by the liberal exemption of propelling space in the act of 1854, to foster and encourage steam vessels; that the same necessity exists at present, and that the heavy costs attendant upon their working renders any addition to port charges at home and abroad, by an increase of tonnage, undesirable and oppres- sive; and that large investments of capital, both in construction of steamships and of dock accommodation, have been made on the strength of the law as it now operates. It is further alleged that the 32 per cent deduction being conditional upon the engine room measuring more than 13 per cent of the gross tonnage leads in many cases to the construction of large engine rooms, which conduce to the health of the engine-room hands and to the safety of the ship. Admitting these statements as fair arguments in favor of the existing deductions for propelling space, we do not think they are valid reasons in favor of an extension of these deductions, which goes beA^ond the intention of the settlement of 1854 nor against a revision of such settlement, rendered necessary by the great alteration of late years in the form, dimensions, and construction of ships and of marine engines, and by the great economy effected in the con- sumption of fuel. 19. The case of the steamer ChilJca, in which the water-ballast space is . iu support of exempt- ' ir mg -water-ballast space constructed on the bracket floor or cellular system, raised the question whether in double bottoms. the water-ballast space in the double bottom should or should not be exempted in all cases, however it may be constructed. Many shipowners urged that this space should be entirely excluded from measurement, for such reasons as the following: That it is not freight-earning space; that cargo can not be carried in it; that the double bottom is a source of strength and safety; that vessels have been saved from foundering through being so built; that in the case of heavy cargoes it is found advantageous by raising the weight; and that vessels so constructed do not require dock or harbor faculties for loading or unloading ballast. ers. 484 MEASUREMENT OF VESSELS FOE PANAMA CANAL. rto^ioTo^ate^lifnlt 20 - Tlie operation of the law of tonnage, as it affects the seaworthiness of seaworthiness. ships, has occupied much of our attention. The decided preponderance of evidence is to the effect that considerations of a saving of tonnage dues do not operate with shipowners in the building a ship in the form and of the dimen- sions most suitable to their purpose, and we have no distinct instance adduced to us to the contrary. But whether this be so or not, we have received abundant and unanimous testimony that in construction, design, speed, economy, and safety, the British merchant ship of the present day is not only vastly superior to the British ship of a date prior to the present law of tonnage, but that great improvements have been effected within the last 10 years. We have before us the fact that under the old tonnage law, by which the depth of a ship was not measured but was assumed to be about half the breadth, ships were made abnormally deep; and if not actually made dangerous thereby, were a very bad type of ship, open spaces on decks 21. It has, however, been represented to us by persons whose opinions on considered. ; L ... . „ the subject are well entitled to respectful consideration, that greater safety at sea would be secured if open spaces on the mam deck of ships were covered in, which they assert would be done were not the owners discouraged by the operation of the law, which requires that such covered-in spaces be measured into and increase the tonnage of and consequently the charges upon the ship. weii-deck" steam- 22. One type of steamship, of which the number is very large, has on the after part of the upper deck one of either of the following arrangements, viz: (a) A short poop or break. (6) A long poop or break extending to the bridge house, and constituting a continuous erection. On the fore part of the deck there is a topgallant forecastle, and the space on deck between these erections is uncovered. Thio type of ship is commonly known as the "well-deck" ship; and whenever in the evidence the "well-deck" ship is referred to this type of ship is meant. It has been urged by those who advocate that covered-in spaces on deck should be exempted from measurement of tonnage, that the covering in of the "well" would greatly add to the seaworthiness of the ship by increasing the free- board and preventing the lodgment of water on the main deck, now uncovered; but repeated evidence has been given us by owners, builders, and masters of "well-deck" ships that experience proves them to be specially adapted for the safe conveyance of cargo, and that the losses at sea of such ships have been below the average. It is asserted that they are sailed with a larger proportion- ate surplus buoyancy than most "three-deck" ships, and that should the well be covered in a large cargo space would be created and utilized, and the vessel would be liable to be immersed beyond her former depth, and her average free- board might be no greater than before the alteration. The step found necessary by Lloyd's Registry in fixing a load line for awn- ing-deck ships, which without that load line were often found to be too deeply laden, supports this assertion. We are of opinion that the exemption of any closed-in space from measure- ment into tonnage, as an inducement to owners to increase the safety of ships, is unsound in principle, and if adopted would have to be followed by new restrictions, upon which fresh complaints would be founded. me V rs Diagdeck ' ^ The proposal made to us that special encouragement should be given to the construction of vessels with an awning or shelter deck, and to the cover- ing in of spaces on the main deck, such as exist in ' ' well-deck" ships, by an entire or partial exclusion of the spaces thus made from tonnage, and consequently from payment of dues, is not one in which we are able to concur. steamers. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 485 A ship with an awning or light upper deck, provided her draft is fixed so as to insure that the main deck be sufficiently out of the water, and that she is properly stowed, is unquestionably a specially safe and, in some trades, a spe- cially profitable type of ship. She has, as a rule, a satisfactory amount of free- board, and if fitted with open bulwarks and secure deck fastenings, no consider- able amount of water can obtain a lodgment upon her deck or penetrate into her hold. At the same time it must be admitted that this type of ship is not so suitable and profitable for shallow harbors and heavy cargo as the single or the "well-deck" skip, and certainly is not so stoutly built as a ship known as a "three-deck" ship. We are of opinion that all these types of ships have their special uses and advantages, and if properly constructed, loaded, and handled are to all intents and purposes seaworthy ships. 24. It seems to us that the law for admeasurements of tonnage was not Tonnage laws not ... . intended to influence mtended to raise, and should not raise or determine ui itself, any question of construction of snips. seaworthiness or fitness, nor favor any particular arrangement, construction, form, or design of a ship. It was meant to be a system whereby the cubic con- tents of a ship should be ascertained accurately, and properly recorded, and the act of 1854 merely provides for the measurement of a ship when it is built, and leaves it to the owner to build his ship as he pleases. 25. We do not conceive that owners are deterred by considerations of owners not influ- , , ...... . eaced by tonnage dues increased tonnage and pavment ot dues from making their ships suitable lor in construction of suit- i- i-ii i • ■ able ships. the trade in which they are to be engaged; and we are of opunon that the increased roomage obtamed by givhig a ship an awning deck, or its equivalent,, can, and in many instances would, be utilized for passengers, cattle, or other cargo, with profit to the owner. To exempt such spaces from payment of tonnage dues would be to give one type or class of ship a considerable advan- tage in competition with another equally seaworthy type, and that at the expense of the harbor and dock proprietors. It might also happen that under reckless or incompetent management such a space would be filled with heavy cargo; and in that case the exemption which was intended to prevent danger might be found to have led to it. 26. In fine, we are of opinion that on the one hand the law for the admeas- Tonnage laws should urement of tonnage should not operate to produce a faulty or unseaworthy operation as regards ship nor on the other hand to foster or encourage any one type of ship to the disadvantage of another. 27. Proposals have been made to us by persons of experience and author- Proposals and sug- ... i-ii -jii • j> , gestions for change in lty lor a radical change m tlie basis of tonnage. the basis of tonnage These proposals come to us in several forms: (1) That it should be the amount of dead-weight cargo (in tons of 20 hundredweight) which a ship could carry on a fixed load line. (2) That it should be the weight of the displaced water between a fixed light line and a fixed load line (which is practically equivalent to the above); the tons of weight (or the equivalent in cubic feet, calculated at 35 cubic feet to 20 hundredweight) being reduced by a divisor so as to give a result approxi- mating to present register tonnage, adding thereto, in the case of passenger ships, a proportion of contents of the space used by them. (3) That it should be the cubical contents or the displacement of the hull of the ship below a fixed load line. A suggestion has also been made that tonnage as a basis on which to measure the contribution by ships for harbor and dock accommodation is unnecessary, and that the simple and more equitable basis on which to levy those dues would be the extent of water and quay space occupied, as shown by system. 486 MEASUBEMENT OF VESSELS FOE PANAMA CANAL. the length, breadth, and depth of the ship, and the time the spaces and accom- modation are occupied by her. ba^oftSoo! ^ a 28 ' Another suggestion is that gross tonnage (under the present system of measurement), without any deductions whatever, should be the basis of taxation, and that dues on steamers should be levied at a lower rate per ton than on sailing vessels. in D /i^m ! ry e comSit™d 2 9. Before considering these proposed new sj^stems, as well as the sugges- ts commissioners, tions for the amendment of the existing law, we would advert to the wide scope of the inquiry committed to us and to the great difficulties winch surround the subject arising from the variety of types of ships, their many differences in form, construction, dimensions, and material, the varied uses and employment to which ships are put, the specialities of the ports to wnich they trade and of the seas which they traverse, the diversity of the cargoes, animate and inani- mate, which they carry, and. lastly, the inequalities arising out of the mode of propulsion. and lte 87. But a dead-weight or a displacement basis for tonnage would, it appears equally - to us, operate so unequally in respect of ships engaged in the conveyance of passengers and of light and valuable cargoes as to produce anomalies even greater than those at present complained of. A cargo steamer with a displacement of 1,000 tons between her light and load lines would possess a tonnage and contribute to dues and charges to an extent ten times greater than a passenger steamer of similar dimensions with a displacement of only 100 tons and which might not only be the more valua- ble, but the more profitable of the two vessels. Gradations would exist between the two extremes just instanced in respect to ships engaged in conveyance of metals and heavy grain and those trading with ports where cotton, tea, wood, and other light freight are the staple articles of export, ing "Inequality "by^a 38. It is urged that this inequality might be rectified by a load line on all load ime. ships, based on their utmost dead- weight carrying capacity consistent with safety under the most favorable circumstances; but this suggestion would not meet the difficulty in respect to ships designed to sad on a fixed draft. To resort to MEASUREMENT OF VESSELS FOR PANAMA CANAL. 4&9 this scheme of placing a load line to be employed solely for the purpose of giving a tonnage for taxation would, it seems to us, oidy introduce a new, useless, and vexatious complication, as no passenger ship would ever be loaded to that point. It has been further suggested that a proportion of space in the hull above the load line should be added to the displacement tonnage in respect of ships engaged in the passenger or light cargo trades, but this is open to the objection that it would call into operation two distinct principles in assessing the tonnage of one ship. 39. A dead-weight or a displacement tonnage based on a load line neces- b^t^umoritotife sitates the fixing, by authority, and for this purpose only, of such a line upon luadlme - the 39,000 vessels which constitute the mercantile marine of the British Empire, inasmuch as we conceive that it would be manifestly objectionable that an owner should Airtually assess the tonnage of his ship by permitting him to fix Ms own load line for that purpose. In short, such a system would introduce into what is now a pure question of tonnage all the varied considerations as to seaworthi- ness and safety that can possibly arise concerning the build, form, equipment, loading, and employment of ships, points on which there are grave differences of opinion in this country, and on which it would be impossible to expect acquies- cence or unanimity amongst foreign Governments. The question as to whether a compulsory load line fixed by authority is rel ^?jf?° r ! J e 1 t oa ^a n t desirable or practicable involves weighty considerations both of, principle and t0 "tonnage." of detail. It is not directly referred to us by Your Majesty's warrant, and we therefore have not deemed ourselves authorized to do more than to elicit opinions thereon in connection with tonnage from some of the persons who have tendered themselves for examination. We, however, are of opinion that if adopted at all such a load hue should be dealt with in reference to what is its real object, viz, safety. It should not be mixed up with a question of tonnage. 40. The suggestion that dues should be paid on gross tonnage arrived at as Gross tonnage as at present, 'with a reduction of rate in favor of steamers, woidd not solve the sidered. difficulties arising out of the present system. What that reduction should be would raise a diilicult subject of controversy, and there would still remain the questions as to the treatment of water-ballast double bottoms and of awning- deck and other erections, and a virtual deduction for propelling space would have to be made, though in another form, involving a remodeling of all dock, harbor, Suez Canal, and Danube dues. 41. There remains to be considered the suggestion that a tonnage for ships suggestion that ton- is unnecessary, and that payment of dues and charges should be based on the and other basis of taxa- dimensions of a ship (in the opinion of some persons the length and breadth only, and in that of others with the addition of depth also), and the time during which she occupies the water and quay accommodation. The reply of dock authorities and others is that such a system would be an uncertain, complicated, and troublesome one to all parties concerned; that the accommodation required and afforded varies in respect to classes of ships and cargoes; that facilities for rapid discharge necessitate costly appliances, and are highly valued and readily paid for, in addition to ordinary dock rates, by ships under special circumstances; and, finally, that as quickness of discharge is more especially desired in respect to the most valuable ships and cargoes, payment by time would greatly favor one class of ship to the disadvantage of others less valuable. 42. After carefully weighing all the considerations surrounding this com- . Principle on which , ii-rrii ,i- ^""* tonnage is, at present, plex and difficult subject, and having special regard to the following facts: ascertained, affirmed „. _,. i -i ky commissioners. Fust. That the 39,000 ships, of all descriptions and size, constituting the British mercantile marine are now admeasured under a system 6186;°— 13 32 i'dU MEASUKEMENT OF VESSELS FOR PANAMA CANAL. based on internal cubical capacity, with deductions for crew and propelling space, and that the mercantile and shipping community are familiar therewith and base then transactions thereon; Second. That all the chief maritime countries of Europe, the United States, the Suez Canal Co., and the Danubian Commission have adopted our system, and that it is very desirable for statistical purposes and uniformity of taxation that an international tonnage should be established; Third. That the dues levied in British and many foreign ports, and by the commissioners of lights, are on our present tonnage, and that great confusion, expense, and difficulty would arise on their adjustment to any other system; Fourth. That many important financial engagements are based on dues levied under the present system; Fifth. That anomalies and inequalities would exist in any alternative scheme that has been suggested to us; and Lastly. That one of the merits claimed for those alternative sj^stems is that they practically arrive at the present tonnage by other means ; we have come to the conclusion that we can not recommend a change in the law which would affect the principle on which tonnage is ascertained, viz, the contents of the internal capacity of a ship represented by a roomage or space ton of 100 cubic feet, with deductions for propelling space. Present law requires 43, We, however, are of opinion that the law is defective, and requires to be amendment in several . .... particulars. amended in several particulars, and we report that its principle is not fully and properly carried into effect; that the terms of the rules require amendment, so as to make them suitable to the present state of shipbuilding; and that in certain particulars, to which we proceed to call attention, it is not altogether fair in its operation as between those who pay and those who receive dues on shipping, and as between the different classes of those who pay such dues. Recommendations. 44. T carry into effect these conclusions we recommend — Rules tor admeasure- ( a ) That the rules for admeasurement now in force should be amended so ment now in force to be ^ ' amended. as ^ gj ve greater freedom to the authority charged with the duty of carrying them into effect and to insure the utmost accuracy in ascertaining the contents of spaces. abKkon^ssds 512 "" d>) That special rules, suitable to the present state of shipbuiltUng, be framed for the admeasurement of iron vessels. menTo^ronswp^ 1116 " ( c ) That the depth for the measurement of tonnage of iron ships should be from the tonnage deck to the top of the floor plates, subject to a limitation as to the depth of the floor plates to be allowed in the measurement. In fixing this limitation regard should be had to the breadth as well as to the depth of the ship. We append a list of vessels at present registered having a bracket or cellular double bottom, showing the proportion which the depth of the double bottom bears to the breadth and depth of the ship; which, taken in connection with established practice as to depth of floor plates in vessels of various types, will furnish data on which equitable detailed rules can be framed for the pur- poses of legislation. should indude. tonnase (d) That gross tonnage should be made to include all permanently covered and closed-in spaces above the uppermost deck; and that erections with open- ings either on deck, or coverings, or partitions that can readily be closed in, should also be included in gross tonnage, but that skylights of saloons booby hatches for the crew, light and air spaces for the boiler and engine rooms when MEASUREMENT OF VESSELS FOR PANAMA CANAL. 491 situated above the uppermost deck, as well as erections for the purposes of shelter, such as turtle-backs, open at one end, and light decks supported on pillars and uninclosed, should not be measured for the purpose of their contents forming part either of the gross or register tonnage. Cargo carried under such erections should continue to be measured for dues under the act of 1876, the same as if stowed on the open deck. (e) That for the purpose of arriving at a register tonnage that shall, as How register tannage ^ ' tr 1 ° " . ° should be arrived at. nearly as is practicable, represent the actual space m a ship avanable for cargo, there should be added to the deduction at present made for crew space the con- tents of the master's cabin, provided it be used solely by the master and crew; and, further, that there be deducted the contents of spaces used for the working of the helm, the capstan, the anchor gear, and for keeping the charts, signals, and other instruments of navigation and boatswain's stores, and also the spaces occupied by donkey engine and boiler if connected with the main pumps of the ship. (f) That sailing vessels be further allowed a deduction for the space occu- Further allowance to y y o r sauing vessels for sail- pied by the sail rooms, this deduction not to exceed 2 \ per cent on the gross room space. tonnage. (a) That the deduction for propelling space in steamers should be the actual Deduction for pro- v J y r r _ o r ^ ^ ^ pelling space in st am- space set apart by the owner, at his discretion, for the engine and boiler room ers - and permanent bunkers, provided that such space be inclosed and separated from the hold of the ship by permanent bulkheads, and that the bunkers be so constructed that no access can be obtained thereto otherwise than through the ordinary coal chutes on deck, or in the ship's side, or from the openings in the engine room or stoke hold; but that to meet the varying requirements as to fuel of steamers engaged in long voyages, and to encourage ample ven- tilation to boiler and engine rooms in hot climates, owners of steamers should have the option to claim as deduction for propelling space the actual con- tents of engine and boiler space plus 75 per cent thereon in the case of screw steamers and 50 per cent in the case of paddle steamers, without restriction as to extent, construction, and use of bunkers: Provided always, That the deduction for propelling space shall not exceed 33 per cent of the gross tonnage of any screw steamer and shall not exceed 50 per cent of the gross tonnage of any paddle steamer. (h) That there shall not be deducted from the gross tonnage the contents no V on a^ ts inc / ud | d ac fn of any spaces that have not first been included therein. Sucted nage not t0 ^ (i) That the spaces above the uppermost deck that are measured into certain spaces above v ' r rr uppermost deck to be gross tonnage should be specified with then contents on the certificate of ^ eoi ^ in certiflcate registry of British ships and that the spaces whose contents are deducted from gross tonnage should in like manner be specified on the certificate of registry; and, further, that the carrying of passengers and cargo (including live stock) carriage of passen- in spaces deducted from gross tonnage be prohibited under penalties except duC hf{?-t e S ci iaces t0 ^ under the second rule for deduction of propelling space. 45. As regards provision for water ballast it seems to us that although water ballast, double-bottom spaces may not be used for the stowage of cargo they often practically contribute to freight earning, inasmuch as the entire hold in such cases is avadable for light cargo, whereas a portion of the hold in a ship not fitted with water ballast would be unremuneratively occupied by stone or other material for ballast. It is also manifest that a ship fitted with a double bottom on the bracket or cellular system is externally a larger ship and is cap- able of carrying more dead-weight cargo, with a given freeboaTd, than a ship of the same internal dimensions and of precisely the same tonnage, con- 492 MEASUREMENT OF VESSELS FOR PANAMA CANAL. structed without a double bottom, or with double-bottom water ballast on the Mclntyre system. It is, therefore, our opinion, notwithstanding the statements referred to in section 19 of this report, that whilst, on the one hand, ships constructed to carry water as ballast should not have undue advantage in the admeasurement of tonnage over ships carrying other sorts of ballast; on the other hand, they should not be placed at a disadvantage. We would leave owners at liberty to make such water-ballast arrangements as they please in each case, but we do not think that any water-ballast spaces which may be situated above the floor plates, or above the point indicated by the limita- tion as to the depth of the floor plates, should be exempted from measure- ment into tonnage. Board of trade should 46. The determination of all the details of tonnage admeasurement bv have power to modifv ° ^ details of admeasure- ac ts of Parliament, without possibility of modification, seems to us m some ment. r " ... degree to hinder the free development of naval construction, and it would be for the advantage of the mercantile marine if the board of trade were empowered to modify these details to meet special and unforeseen alterations in the designs of ships, a return of such modifications to be laid upon the table of the House of Commons within 40 days of their introduction or of the sitting of the House. Legislation not to be 47, We are of opinion that legislation to carrv into effect these recommenda- made retrospective. r ... . tions should not be retrospective m its operation. All which we humbly submit to Your Majesty's gracious consideration. C. M. Norwood. Robert Capper. J. Stokes. T. D. Hornby. E. J. Reed. Wm. Pearce. Thomas Gray. T. B. Royden. James P. Corry. J. Edward Wilkins, Secretary. August 25, 1881. APPENDIX XIX. LAW, RULES, AND REGULATIONS FOR THE GOVERN- MENT OF ST. MARYS FALLS CANAL. 493 APPENDIX XIX. LAW, RULES, AND REGULATIONS FOR THE GOVERNMENT OF ST. MARYS FALLS CANAL, MICH. The Law. [Extract from act of Congress, Aug. 17, 1894.] Sec. 4. That it shall be the duty of the Secretary of War to prescribe such rules and regu- lations for the use, administration, and navigation of any or all canals and similar works of navigation that now are, or that hereafter may be, owned, operated, or maintained by the United States as in his judgment the. public necessity may require. Such rules and regulations shall be posted in conspicuous and appropriate places, for the information of the public, and every person and every corporation which shall knowingly and willfully violate such rules and regulations shall be deemed guilty of a misdemeanor, and on conviction thereof in any district court in the United States within whose territorial jurisdic- tion such offense may have been committed shall be punished by a fine not exceeding five hun- dred dollars, or by imprisonment (in the case of a natural person) not exceeding six months, in the discretion of the court. Rules and Regulations, administration. 1. The canal and all its appurtenances shall be in charge of the officer of the Corps of Engineers, United States Army, detailed for that duty by the, Secretary of War. His repre- sentative at the locality shall be the assistant engineer in local charge of the works of river and harbor improvement, who, for canal purposes, shall be styled general superintendent. Except in case of emergency all orders and instructions from the engineer officer in charge shall be communicated to the canal force through the general superintendent. In case of emergency, however, he is authorized to take such steps as may be immediately necessary without waiting for instructions from the engineer officer in charge. 2. The canal force shall consist of one superintendent, one clerk, three assistant superin- tendents, and such engineers, watchmen, foremen, lockmen, and laborers as may be necessary to the efficient operation of the canal and care of grounds and other public property per- taining to the canal. 3. The superintendent shall be charged with the immediate control and management of the entire force. He shall see that all members perform their respective duties, and that all rules and regulations for use of the canal and grounds are duly enforced, to which end he is authorized to give all necessary orders and directions in accordance with said rules and regula- tions, both to employees of the Government and to any or every person within the limits of the canal or the grounds pertaining thereto, whether navigating the canal or not. In case of his absence or disability his duties shall be performed on their respective watches by the assistant superintendents. 495 496 MEASUREMENT OF VESSELS FOE PANAMA CANAL. 4. The clerk shall keep the books and records pertaining to the canal and grounds. He shall see to the collections of all required statistical information relating to the business of the canal. He shall prepare all vouchers and perform all other duties that may arise of a similar character. 5. The remainder of the canal force shall be divided into three watches, each consisting of one assistant superintendent and the necessary enginemen, watchmen, foremen, lockmen, and laborers. The duration of each watch shall be eight hours, and the watches shall be kept in rotation, but in case of emergency the superintendent may vary the duration of the watches, the ordinary routine to be resumed as soon as the emergency has passed. 6. Under the personal direction of its assistant superintendent the individual members of each watch during its tour of duty will be employed in passing vessels through the canal, in the care and protection of the canal and grounds, as well as of all other property belonging to the United States. They are enjoined to be diligent and attentive in the performance of their duties, courteous but firm to all with whom they come in contact, and to never lose sight of the fact that the purpose of their employment is to facilitate the use of the canal. USE AND NAVIGATION OF THE CANAL. 7. The "canal grounds" when used in these rules will mean all of these grounds which have been set aside for the use of the canal or occupied in its construction and including the area covered by its riparian rights: Therefore the western limit is the end of the pier on which the lighthouse stands, and the eastern limit is the northeastern corner of Old Fort Brady Reser- vation. The "canal" is the water lying between these two points and the bed and banks containing the same. 8. The movement of all vessels, boats, or other floating things in the canal shall be under the direction of the superintendent and his assistants, whose orders and instructions must be obeyed. 9. All steamers desiring to use the locks shall signal for the same by two long and two short blasts of the whistle. 10. No tow shall enter or pass through the canal with a towline more than 400 feet in length. 11. In passing the canal vessels or boats belonging to the United States Government shall have precedence over all others. All registered merchant vessels must pass through the' canal and locks in the order of their arrival at the canal, unless otherwise directed by the superin- tendent or his assistant in charge. The time of arrival at the canal w T ill be the time of crossing the straight lines which join the extremes of the piers at the eastern and western ends of the canal, respectively. Unregistered craft will not be locked separately unless specially per- mitted by the superintendent or by one of the assistant superintendents of the canal. 12. No person in charge of a boat coming from above shall bring it within 400 feet of the upper gates until they are made ready for it to enter, and no person in charge of a boat coming from below shall bring it within 200 feet of the lower gates untd they are ready for entrance. 13. Upon each passage through the canal masters or clerks of vessels or boats shall report to the canal office, upon prescribed forms, a statement of passengers, freight, and registered tonnage, and such other statistical information as may be required by the blank forms which are issued to them for the purpose. 14. No business, trading, or landing of freight or baggage will be allowed on or over the canal piers or lock walls, nor over the piers or grounds forming a part of the canal or its appur- tenances, except such small articles as may be readily carried in the hand. All persons in charge of or employed on any ferryboat are prohibited landing such boat at any of the canal piers. 15. No person in charge of or employed on any vessel or boat shall moor it to the piers except when specially permitted by the superintendent, and then only in such places and for such times as he may direct. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 497 16. No person shall throw any material of any kind into the canal, nor shall any person clean flues in the locks. 17. All persons, whether in charge of vessels or not, are prohibited from willfully or care- lessly damaging the canal grounds, the canal, or any part thereof. 18. No person shall enter or navigate the canal with a boat which when entering, or while navigating the canal, shall have an iron or irons projecting from it or rough surface or surfaces on it which would be liable to damage the lock walls or canal piers. 19. No person shall cause or permit any vessel or boat of which he is in charge, or on which he is employed, to in any way obstruct the canal or delay hi passing through it, unless he is permitted to do so by the superintendent or one of the assistant superintendents of the canal. 20. In case of any vessel, boat, or other craft or raft sinking or grounding in the canal or otherwise obstructing it the general superintendent, or in his absence the superintendent of the canal or the assistant superintendent for the time being, acting as superintendent, shall have the right to take possession of such vessel, boat, or other craft or raft, as shall be necessary for the purpose, and remove it and clear the canal of the obstruction caused by it, and no one shall interfere with or prohibit him from doing so or do anything that will tend to interfere with or prohibit him from doing so. 21. On the canal being obstructed by a vessel or boat or other craft, or a raft, by sinking, grounding, or otherwise, the general superintendent of the canal, the superintendent, or one of the assistant superintendents, in the contingency and in the sequence named in the preceding paragraph, may give notice in writing. The foregoing rules and regulations for the government of St. Mary's Falls Canal, Mich., shall be of force and effect upon the opening of navigation for the season of 1895. 1 Daniel S. Lamont. Secretary of War. 1 These rules were in force unamended in 1912. APPENDIX XX. REGULATIONS PRESCRIBED BY THE SECRETARY OF WAR FOR THE USE, ADMINISTRATION, AND NAVIGATION OF THE LOUISVILLE AND PORTLAND CANAL. 499 Appendix XX. UNITED STATES REGULATIONS PRESCRIBED BY THE SECRETARY OF WAR FOR THE USE, ADMINISTRATION, AND NAVIGATION OF THE LOUISVILLE AND PORTLAND CANAL. 1 AUTHORITY AND PENALTIES. The river and harbor act of August IS, 1S94, contains the following sections: "Sec. 4. That it shall be the duty of the Secretary of War to prescribe such rules and regulations for the use, administration, and navigation of any or all canals and similar works of navigation that now are or that hereafter may be owned, operated, or maintained by the United States as in his judgment the public necessity may require. "Such rules and regulations shall be posted, in conspicuous and appropriate places, for the information of the public; and every person and every corporation which shall knowingly and wilfully violate such rules and regulations shall be deemed guilty of a misdemeanor and, on conviction thereof in any district court of the United States within whose territorial jurisdiction such offense may have been committed, shall be punished by a fine not exceeding five hundred dollars, or by imprisonment (in the case of a natural person) not exceeding six months, in the discretion of the court." 1. Authority of canal officers. — The movement of all boats and floating craft of every kind, while in the canal, shall be strictly governed by the orders of the canal officers. 2. Entrance to canal. — No boat or floating craft shall enter the canal from either direction without permission. In case two or more boats or tows wish to enter at the same time, their order of entry shall be determined by the superintendent of the canal, or his authorized agent. 3. Draft of boats. — No boat, barge, or vessel of any kind shall enter the canal drawing more water than is shown by the canal gauges. If.. Handling of tows. — Tows must be strung out no more than three wide for passage through the canal before entering. While thus engaged in preparing for passage they must always leave room for packets to enter or leave the canal. The size of a single tow must in no case exceed the following: (1) Twelve coal boats and four fuel boats. (2) Ten model barges and four fuel bouts. (3) Twenty square barges. 5. Boats meeting in canal. — Boats meeting in the canal shall pass to starboard; if unable to pass in the canal proper, the boat nearest to a turn-out basin shall take it; in case of doubt, the ascending boat shall enter the basin. 6. Management of boats in canal. — No boat shall attempt to run ahead of another while in the canal. The boat that enters first shall have precedence, except as provided hereinafter. 7. Unnecessary delay in canal. — Boats or barges must not obstruct navigation by unneces- sary delay in entering or passing through the canal or the locks. After passing through the locks, ascending barges must be so arranged in the basin as to leave the passage clear; descending barges, as soon as locked through, must be removed to some point below the lower end of the guiding wall. Masters and pilots will be held to a strict accountability that the approaches to the locks are not at any time obstructed by barges that have passed through. 8. Station wliile waiting for loelcage. — Descending boats and tows will wait for lockage in the basin above the locks; ascending boats and tows, waiting for the new locks, will remain below the lower end of the guiding wall. In all cases a free passage to and from the locks must be left. i Rules of Oct. 12, 1S94, as amended Sept. 16, 1898 and Feb. 21, 1911. 501 502 MEASUREMENT OF VESSELS FOK PANAMA CANAL. 9. Signals. — Boats will signal for drawbridges by three short and distinct whistles ; for locks by four simdar whistles. 10. Precedence at loclcs. — Ordinarily, the boat arriving first at a lock will be the first to be locked through; but where many boats are to be passed, precedence shall be given, firstly, to boats belonging to the United States, and, secondly, to boats carrying the United States mad. Passenger boats shall also have precedence over tows, and loaded tows over empty ones. 11. Loss of turn. — Boats that fad to enter a lock with reasonable promptness, after being authorized to do so, shall lose their turn. 12. Moorings in locks. — Steamboats when in the locks shall be moored by bow and stern lines to the snubbing posts provided for that purpose. 13. Protection of loci" gates. — Boats will not be permitted to enter or leave the locks untd the lock gates are fully in the gate recesses, and the lockmaster has ordered the boat to start. H. Use of coital as ice harbor. — Boats will be permitted to use the canal as an ice harbor whenever danger from ice is imminent, but all such craft must leave the canal as soon as naviga- tion is resumed. 15. Commercial statistics. — Masters or clerks of boats shall furnish m writing to the superin- tendent of the canal such statistics of passengers and cargo as may be required. 16. Handling gates. — No one not employed by the United States for that purpose wdl be allowed to move any gate or valve belonging to the canal. 17. Damages to walls or fixtures. — The sides of aU craft passing through the canal must be free from projections of any kind that might injure the walls. Steamboats must be provided with suitable fenders. 18. Refuse in canal. — The placing of any ashes, refuse, or obstruction in the canal, or in the locks, or on the walls thereof, is prohibited. 19. Trespass on canal property. — Trespass on canal property, or injury to the canal banks, locks, fences, trees, houses, shops, or any other property of the United States pertaining to the canal, is strictly forbidden. 20. Sunken or wrecked boats, vessels, craft, etc. — In case of any boat, vessel, or other craft, or raft sinking or grounding in the canal, or otherwise obstructing it, the officer, or agent, of the United States in charge of the canal, shall have the right to take such possession of such vessel, boat, or other craft, or raft, as shall be necessary for the purpose, and remove it, and clear the canal of the obstruction caused by it, and no one shall interfere with or prohibit him from doing so; or do anything that will tend to interfere with or prohibit him from doing so: Provided, That the officer or agent of the United States may, in his discretion, give notice in writing to the owners of any vessel, boat, or other craft, or raft, obstructing the canal as aforesaid. 21. Fishing from dams or appurtenant structures. — No person shall fish from the dams or appurtenant structures without proper authority from the officer or agent in charge, nor use such structures in connection with any mode of fishing that may be forbidden by the laws of the State of Kentucky. APPENDIX XXI. OPERATING RULES AND NAVIGATION CHARGES OF THE SUEZ MARITIME CANAL, JANUARY, 1913. 503 APPENDIX XXI. OPERATING RULES AND NAVIGATION CHARGES OF THE SUEZ MARITIME CANAL, JANUARY, 1913. [Extract from the act of concession dated 5th January, 1856.] Article 14. "We hereby solemnly declare for ourselves, and for our successors under reserve of rati- fication by H. I. M. the Sultan, the great maritime canal from Suez to Pelushim and ports belonging to it henceforth and forever open, as neutral passages to any merchant vessel crossing from sea to sea without any distinction, exclusion, or preference whatever for persons or nationalities, against the payment of dues and execution of regulations established by the said universal company grantee for the working of the said canal and its dependencies. Article 17. "To indemnify the company for the expenses of construction, maintenance, and working devolving upon them by these presents, we authorize the company henceforth, and during the whole term of their lease as determined by clauses 1 and 3 of the preceding article, to establish and levy for the passage through the canals and ports thereunto appertaining navigation, pilotage, towage, tracking, or berthing dues according to tariffs which they shall be at liberty to modify at all times upon the following express conditions: "1st. That these dues be collected without exception or favor from all ships under like conditions. "2nd. That the tariffs be published three months before they come into force, in the capitals and principal commercial ports of all nations whom they may concern. "3rd. That for the special navigation due the maximum toll shall not exceed 10 francs per ton of capacity on vessels and per head of passenger." RULES OF NAVIGATION. GENERAL. Article 1. obligation to comply with the regulations. Section 1. Transit through the Suez Canal is open to ships of all nations, subject to their complying with the conditions hereinafter stated. On receiving a copy of these regulations, captains of ships bind themselves to abide by and conform with them in all points, to comply with any requisition made in view of their due carrying out, and obey all signals prescribed in the special book of signals, of which a copy is placed at their disposal. 1 Sec. 2. Mad steamers, ships carrying petroleum in bulk, or notified as having explosives on board, and ships under quarantine, must show the signals prescribed in the special book of signals. 1 Sec. 3. Ships carrying petroleum in bulk must comply with these regulations and also with special regulations, a copy of which is given to captains on their arrival in one of the canal ports. Sec. 4. The navigation of undecked vessels is governed by special regulations, a copy of which is handed to the masters before enterinsr the canal. 1 See page 514 for the particulars of roads and harbor pilot signals. 618r>l°— 13 - 33 505 506 measurement of vessels fob panama canal. Article 2. draft of water. proper trim of the ship. The maximum draft of water authorized is at present 8 meters 53 centimeters (28 feet English) . Ships are not permitted to transit until it has been ascertained by the company's officials that their draft of water does not exceed the maximum and that they are well found in every respect for navigation in the canal. Article 3. the responsibility of captains. the pilot's functions. All ships measuring more than 100 tons gross must take, either for entering or leaving the harbors of Port Said and Port Thewfik, or for transit through the canal, a pilot of the company, who will furnish all particulars as to the course to be steered. Captains are held responsible for all groundings or accidents of whatsoever kind resulting from the navigating or handling of their ships by day or by night. The pilots place at the disposal of the captains their experience and practical knowledge of the canal, but as they can not be acquainted with the defects and peculiarities of individual steamers and their machinery whether in navigating, stopping, steering, etc., the responsi- bility of handling the ship devolves solely Upon the captain. The functions of pdots commence, or cease, at the exterior buoys of Port Said and Port Thewfik Harbors. Article 4. mail ships. distinctive character. Mail steamers are all steamers performing a regular mad service under contract with a Government, at fixed dates appointed in advance. The contract must have been duly exhibited to the company by the owners. Article 5. ships in ballast. distinctive character. Ships are considered as being in ballast when they carry no passengers, no mails, and do not carry either coals or merchandise of any description in whatever quantity, except bunker coal or fuel. In order to be entitled to claim the ballast rate, 1 the volume of the bunker coal or fuel must not exceed in volume the allowance specified on the special certificate as the deduction for bunker space. 2 tonnage and dues. Article 6. suez canal tonnage. Section 1. The tonnage on which all dues and charges to be paid by ships, as specified in these regulations, are assessed, is the net tonnage resulting from the system of measurement laid down by the International Commission held at Constantinople in 1873, 3 and duly entered on the special certificates issued by the competent authorities in each country. i See art. 7. 2 See arts. 16 and 17 of the regulations for the measurement of tonnage. Bunker coal or fuel should, primarily, be contained in the ship's fixed or movable bunkers. It may, in certain cases, on application by the captain, bestowed on deck or in the ship's holds, provided the total quantity carried can be easily ascertained. 3 See Appendix XII, pp. 411-412. Regulations for the Measurement of Tonnage. — Additional deductions allowed by the Suez Canal Company and rules for the measurement of deck spaces. MEASUKEMENT OF VESSELS FOR PANAMA CANAL. 507 In assessing the dues, any alteration of net tonnage subsequent to the delivery of the above-mentioned certificates is taken into account. Sec. 2. The company's officials are empowered to ascertain whether cargo or passengers are carried in any space not included in the net tonnage entered on the ship's special certificate; and, generally may verify whether all spaces which ought to be included in the tonnage are entered on the certificate and are correctly determined therein. Sec. 3. Every ship not provided with the special certificate showing the net tonnage prescribed by the Constantinople Commission, is measured by the company's officials in confor- mity with the rules laid down by the Constantinople Commission. The net tonnage thus arrived at is provisionally availed of for the assessing of the dues until such time as the ship tenders a special certificate duly drawn up by the competent authorities. Article 7. transit dues. Section 1. The rate of tonnage dues is, at present, 6 francs 25 centimes per ton. Sec. 2. Ships in ballast are allowed a reduction of 2 francs 50 centimes per ton on the full rate. 1 Article 8. passenger dues. Section 1. In addition to the tonnage dues mentioned in article 7, transit dues are charged on all passengers at the rate of 10 francs per passenger above 12 years of age, and 5 francs per passenger between 3 and 12. Children under 3 years of age pay no dues. Sec. 2. Sailors occasionally taken on board of ships passing through the Suez Canal are considered as passengers and are charged for as such, unless they are duly entered on the ship's muster roll and certified as being intended for ships belonging to the same owners. Article 9. berthing dues. The rate of berthing dues at Port Said, Ismaiha and off the company's embankment at Port Thewfik, is 2 centimes per ton, per day, whatever be the duration of the ship's stay, but the first 24 hours are not included. These dues are payable every 10 days. Article 10. pilotage dues. Pilotage in the canal itself is free of charge. The payment of dues for pilotage in or out of Port Said is compulsory on all ships above 100 tons gross measurement. 2 Pilotage in or out of the harbor is charged for as follows: 1. For ships not going through the canal: By day, steamers, 25 francs; sailing vessels, 10 francs. By night (between sunset and sunrise), steamers, 50 francs; sailing vessels, 20 francs. 2. For ships going through the canal: By day, free. By night, steamers, 25 francs; sailing vessels, 10 francs. Pilotage in or out of Port Thewfik, whether by day or by night, is not charged for. When the pilot is kept on board beyond the time required for pilotage proper, a charge of 20 francs per day is due. 1 See art. 5. ' See art. 3. 508 measurement of vessels fob panama canal. Article 11. half-transit. A reduction of one-half of the tonnage and passenger dues is allowed to ships and pas- sengers using the canal only as far as Ismailia, whether from Port Said or Port Thewfik, oT inversely. Article 12. local traffic between port said and ismailia. The rate of tonnage dues charged to ships effecting a complete return journey between Ismailia and Port Said, one half in ballast and the other half with cargo, is 2 francs 60 centimes per ton, only, for the whole journey. Payment must be made previous to the commencement of the journey. Over and above this, the ships are subject to the same incidental charges as other ships. Article 13. mode of payment of dues. Section 1. All charges, of whatever nature, prescribed in these regulations must be paid in cash. Payments may be tendered either at the company's offices in Egypt, at the head office in Paris, or to any duly appointed agent of the company. Sec. 2. The tonnage dues and the passenger dues are payable in advance. Sec. 3. In the case of amounts tendered otherwise than at the company's offices in the Isthmus, receipts are delivered to shipowners or their representatives, which the captain hands as cash to the company's officials in Egypt appointed to collect the dues. In the case of payments tendered too late for receipts to be handed to the captain, the com- pany wire out to their Port Said office, at owner's cost, duo notice of the payment. Whenever amounts thus paid in advance are insufficient for the discharge in full of all charges and incidental expenses due by the ship, the balance must be paid in Egypt at the company's offices. Sec. 4. Claims for errors in the declaration of tonnage or in the levying of the dues must be sent in within a month after the ship's passage through the canal. CONDITIONS OF TRANSIT. Article 14. formalities to be fulfilled. When a ship intending to proceed through the canal has taken her moorings, the captain must enter his ship at the transit office and pay the transit dues, as well as, when there is occa- sion, the dues for pilotage, towage, and berthing. A receipt is delivered to him, which serves as a voucher in case of need. The folio whig written information must be handed in by him: Name and nationality of the ship, authenticated by exhibiting the ship's papers respective thereto. Name of the captain. Names of the owners and charterers. Port of sailing. Port of destination. Draft of water. Length. Breadth. Number of passengers as shown by the passenger list. Statement of crew as shown by the ship's articles. Capacity of the ship authenticated by producing her special certificate. The captain must also exhibit his bill of health. measurement of vessels for panama canal 509 Article 15. preparations for entering the canal. Section 1. All ships ready to enter the canal must have their yards braced forward, their ladders and jib booms run in, and their boats swung in. Sec. 2. The hawsers required to tie up in the canal must be in readiness at suitable points on deck, and every arrangement made for their rapid handling. A boat must be in constant readiness for lowering in order to carry the hawsers to the mooring posts without any delay. Sec. 3. The bow anchors must be ready to let go. The steering gear and the engine-room telegraph must be ascertained to be in good working order before entering the canal. Sec. 4. Captains must, before entering the canal, ascertain that deck loads, if any, are stowed in such manner as not to affect the ship's stability or impede the crew. Sec. 5. The captains of ships in ballast must fill all spaces intended to be used for carrying water ballast in such proportion as the officials of the company may direct. Sec. G. Steamers intending to go through the canal by night ' must first satisfy the officials of the company in Port Said or Port Thewfik, that they are provided — 1. With an electric projector (searchlight) showing the channel 1 ,200 meters ahead (roughly, 1,300 yards) and so constructed as to admit of rapid splitting up of the beam of rays into two separate segments of 5° each, with a dark sector in the middle also of 5°. 2. With electric overhead lights powerful enough to light up a circular area of about 200 meters diameter (roughly, 650 feet English) around the ship. The officials of the company decide whether the appliances fulfill the requirements of the regulations in order to insure safe navigation of the canal at night. Special insistence will be exercised on care being taken that the escape of steam from the dynamo engine does not obstruct the light. Night transit may be suspended in case of damage to, or imperfection in, the electrical appliances. MOVEMENTS OF SHIPS ACCIDENTS. Article 10. mooring in canal ports. Ships take their moorings at Port Said or Port Thewfik at such berth as the officials of the company may direct. Ships moored in the canal ports must show by night the lights prescribed by Article II of the international regulations for preventing collisions at sea. Nevertheless, at Port Said, ships moored at right angles with the banks must carry the forward white light at the extreme bows, at a sufficient height for it to be clearly visible. Article 17. hours of departure and movements under way. Section 1. The company prescribe the hour of departure of each ship and all her movements in the canal in such manner as to give full security to navigation, as well as to insure as far as possible the rapid passage of mail steamers. Consequently no ship can demand as a right immediate passage through the canal, neither will any claim be admitted in consequence of any delay arising from the foregoing causes. Sec. 2. The captain must set a watch both by day and by night. Sec. 3. All steamships, tugs included, must stop whenever there is not a clear passage ahead. ' See, regarding night transit, art. 19, pars. 2, 3, and 4. 510 MEASUREMENT OF VESSELS FOB PANAMA CANAL. They must also slow down in passing sidings, sections of the bank being stone-faced or cut back, as well as all ships in sidings or under way, hoppers, dredgers, and other floating plant. Sec. 4. As soon as a ship has tied up, whether in or out of a siding, she must hoist the signals prescribed in the special book of signals. Ships must slack down any hawsers they may have had to run across the canal so as to give free passage to tugs, steam launches, hopper barges, and any other light-draft craft that may have to pass them. Men must be constantly at hand ready to slack down the hawsers or cut them in case of need. The ship's engines must always be under steam ready to be started. Sec. 5. Ships proceeding in the same direction are not allowed to overtake one another under way in the canal. In the case of a ship being allowed to pass another one ahead of her, this must be done conformably with the indications given by the company's officials. Sec. 6. Captains are forbidden to anchor in the canal, except in case of absolute necessity. Article 18. speed. The maximum speed of ships passing through the canal is fixed at 10 kilometers (5$ nau- tical miles) per hour. Exceptionally, ships may be allowed to exceed the 10 kilometers maximum under the entire responsibilit}' of captains. Article 19. night transit. Section 1. Navigation of sailing craft of every description by night is entirety forbidden. Sec. 2. During night transit ships must keep their electric projector alight. 1 They must show their regulation lights and keep a man on the lookout forward. Sec. 3. When a ship under transit at night is about to tie up, whether in or out of a siding, she must at once extinguish her electric projector and turn on her electric overhead lights. 1 When she has completed tying up she must extinguish her electric overhead lights and her navigating lights and hoist the lights prescribed in the special book of signals. Sec. 4. Ships navigating at night in the Large Bitter Lake must extinguish their electric projector except hi the portions immediately adjoining the outlets of the canal into the lake where the channel continues to run between two lines of buoys. Sec. 5. Ships not provided with electric light are only allowed to transit at night under exceptional circumstances, the captain being entirely responsible for any delay, mishap, or damage of any description that may happen to his own ship, as well as for any similar accidents he may cause to other ships in the canal or to the company's craft and plant. Ships going through the canal under these conditions are subject to all the other rules for night transit. Article 20. prohibitions. The folio whig prohibitions are hereby notified to captains: 1 . Throwing overboard hi the ports of the canal or at any point during transit from sea to sea earth, ashes, cinders, or articles of any kind. 2. Picking up, without the direct intervention of the company's officials, any object that may have fallen into the canal. Whenever any object whatsoever falls overboard, the cir- cumstance must be immediately brought under the notice of the pilot, who is instructed to report same to the company's officials at the nearest station. The salvage, by whatever means, 1 See art. 15, par. 6. MEASUREMENT OF VESSELS EOE PANAMA CANAL. 511 of articles that may have fallen overboard is always at the captain's charge. Articles shall be handed to him on payment of any such expense incurred. 3. Allowing any gunshots to be fired. 4. Sounding their steam whistle in the ports of the canal, except as an alarm signal hi case of serious danger. 5. Burial iu the banks of the canal. Article 21. accidents. Section 1. Whenever a collision appears probable, ships must not hesitate to run aground, should this be necessary to avoid it. Sec 2. Whenever a ship is accidentally stopped on her way, she must, if other ships are following her, attract their attention by sounding her steam whistle sharply four or five times in close succession, repeating this several times at a few moments' interval until the ship fol- lowing her repeats this signal, which must be taken as an order to slacken speed at once with a view to stopping, if need be. Ships stopped accidentally at night must immediately replace their white stern light by a red light. In case of grounding the captain must also immediately signal to that effect conformably with the indications in the book of signals. Sec. 3. When a ship gets aground, the officials of the company alone are empowered to prescribe and supervise all operations required to get her off, including unloading and towing if necessary, captains placing at their disposal all available means. All attempts on the part of other ships to get off a ship aground are strictly prohibited. Sec. 4. When a ship grounds or stops in the canal in consequence of an accident other than a collision, the company, in order to remove the obstruction in the fairway with aU possible speed and to hasten the restarting of the ship, does not claim any reimbursement whatsoever of expenses incurred in getting off the ship or towing her, if necessary, as far as the next siding. If from such siding the ship continues her journey in tow, she must pay towage charges as scheduled in the present regulations. It is moreover well understood that ships bear all expenses incurred in repairs, or putting into condition, necessary to remedy such damage as might interfere with their restarting, whatever be the moment at which the damage may have taken place, and that they remain responsible for all damage which may be the consequence of the grounding. Sec. 5. When a ship grounds or stops in the roads, or ports, from whatever cause, or in the canal itself in consequence of collision, all charges of getting the ship off, towing, unloading, reloading, etc., are charged to the ship and must be paid, as per statement drawn up by the company, before leaving Port Thewfik or Port Said. TOWAGE AND CONVOYING. Article 22. cases where towage is compulsory. Towage is compulsory in the case of — 1 . Sailing ships above 50 tons gross. 2. Any ship not considered by the officials of the company as fulfilling the conditions necessary for safe navigation. 3. Ships carrying hi bulk any quantity whatever of petroleum having a flash point below 23° C. (73° F.). In all cases other than the above ships may demand to be towed or convoyed through the canal, subject to the conditions hereinafter specified. In such cases towing, or convoying, is 512 MEASUREMENT OF VESSELS FOR PANAMA CANAL. not compulsory on the company, who undertake it only in so far as they have any tugboats disengaged. Ships in tow transit by day only. They must supply their own towropes. Article 23. towage dues in the canal. Section 1. The charge for towage over the whole length of the canal is as follows: 1. When towage is compulsory (see art. 22) : For steamers, 50 centimes per ton, subject to keeping their engines going or in readiness; the maximum charge being 2,500 francs. For steamers unable to give the assistance of their propelling power, or not desiring to do so, and for sailing ships above 400 tons, 1 franc per ton; the maximum charge being 5,000 francs. 2. When towage is not compulsory, but takes place at the captain's request: For steamers using their engines or holding them in readiness, 1 franc per ton, 1,200 francs being a minimum charge. For steamers not desiring to assist the tug with their propelling power, 2 francs per ton, 2,000 francs being a minimum charge. Sec. 2. When a tug tows a ship one-half of the length of the canal only, one-half only of the dues above specified for towage over the whole length is charged. No other division than one-half of the length of the canal is admitted in charging for towage, from Ismailia to Port Said being considered one-half, and from Ismalia to Port Thewfik the other half, or inversely. Sec. 3. By way of exception to the above scale of charges, a rate or charge is fixed by private agreement for the towage, whether compulsory or optional, of lighters, dredgers, and floating appliances of any description. The towage charge for sailing ships of 400 tons or under, is likewise fixed by private agreement. Article 24. towage dues in the roads. The charge to ships applying for towage to or from the roads by the company's tugs is fixed at 10 centimes per ton; at Port Said, for the distance between the inner docks and the exterior buoys and conversely; at Port Thewfik, for the distance between the docks and the roads, and conversely, the minimum charge being 25 francs. For towage over a greater distance the charge is fixed by private agreement. Article 25. dues for convoying. Section 1 . When a ship requires a tug to act as a tender, the charge for convoying is 1 ,200 francs per day if a tug of the first class be employed, and 800 francs per day for a tug of the second class. In the event of stoppages the tug renders assistance in getting the ship under way as often as may be necessary. Sec. 2. When a ship is convoyed over one-half of the canal only the charge is only one- half of that stated above for the whole length of the canal. Article 26. hire of togs. In all other cases tug hire is invoiced at the tariff rates annexed to the present regulations. measurement of vessels for panama canal. 513 Article 27. use of private tugs. Section 1. Shipowners are authorized to have their ships towed or convoyed by their own tugs, or tugs belonging to third parties, under their entire responsibility. Such tugs must be approved of by the canal company. Sec. 2. Ships towed or convoyed by approved tugs pay 50 centimes towage dues per ton. Sec. 3. Approved tugs towing or convoying ships belonging to their owners are free of any charge. When they go through the canal either for the purpose of meeting ships of their owners which they are about to tow or convoy, or in order to return to their home berth after having towed or convoyed the said ships, tugs are not liable to payment of the tonnage dues, but they must take a pilot on board. They must carry neither goods nor passengers ; the fact of having on board passengers or goods renders them liable to the payment of all dues and charges to which ships in transit are subject. Sec. 4. Approved tugs employed in towing or convoying ships not belonging to their owners pay the same dues and charges as ships in transit for every passage through the canal. Sec. 5. Notwithstanding the special treatment above stipulated, tugs belonging to private owners are subject to the strict observance of all other articles of the regulations relative to ships under way or berthed. TARIFF FOR THE HIRE OF PLANT. A tugboat: Francs. First class per hour. . 92 Second class do 55 Third class do 27 Fourth class do 18 A lighter: First category per day . . 37 Second category do. ... 19 Third category do 12 A sheer hulk of 60 tons: First hour 60 For each consecutive hour after the first — At work .' 30 ■While shifting position or waiting in port 30 While shifting position or waiting -out of port 15 A sheer hulk of 25 to 40 tons or a floating self-propelling crane of 12 tons: First hour 50 For each consecutive hour after the first — At work 25 While shifting position or waiting in port 25 While shifting position or waiting out of port 12. 50 A sheer hulk of 8 tons: First hour 35 For each consecutive hour after the first — At work 17 While shifting position or waiting in port. 17 While shifting position or waiting out of port 8. 50 Greindl exhausting pump: Hire of whatever duration 500 Plus per hour of working 50 Plus per hour of waiting at rest 40 Ordinary lighter pump per hour. . 15 Diving appliances: Hire do 8 Plus, per hour of diving proper, reckoned from the moment the diver enters the water to the moment he leaves it 6. 25 Note. — For tugboats, hire is reckoned from the time of first firing; for the other appliances, from the time they leave the depot. Hire ceases when they reenter the depot. The charges for towage of the appliances have to be paid over and above the amount for hire. 514 MEASUREMENT OF VESSELS FOE PANAMA CANAL. ROADS AND HARBOR PILOT SIGNALS. 1. Port Said. signals to be made use of in the roads. By day: Flag S of the International Code or national pilot flag Send me a pilot to enter the harbor. By night: Lights hoisted at the foremast head followed by rockets or blue lights. Do. SIGNALS TO BE MADE BY THE HARBOR. A. If the weather outside does not prevent the pilot boat from going out: By day: Flag S of the International Code at masthead of the pilot boat.. .The pilot is going out to you. By night: A white rocket Do. N. B. — In a rough sea preventing the pilot from coming aboard, the pilot boat must make the following signals on nearing the ship: By day: Signal N G S of the International Code Follow the pilot boat. The pilot will come aboard under the lee of the breakwater. By night: A blue light Do. B. If the weather outside prevents the pilot boat from going out: By day: Signal T J P of the International Code (hoisted at the Port Said electric lighthouse) The pilot boat can not go out. By night: A red rocket Do. SIGNALS TO BE MADE USE OF IN THE HARBOR. By day: Flag S of the International Code or national pilot flag Send me a pilot. By night: Three white lights at the foremast head on the same halliard Do. N. B. — Pilots for navigation in the canal are due on board only 1 hour and 30 minutes after the signal has been hoisted. 2. Port Thewfik. signals to be made use of in the roads. Flag S of the International Code Send me a pilot, as I wish to moor at the dock buoys in Port Thewfik. Flag T of the International Code I give up my intention of mooring at the dock buoys in Port Thewfik. N. B. — Ships made fast on the buoys of the dock are not allowed to get underway for the roads before having received a verbal order from the company's officials. APPENDIX XXII. TRAFFIC REGULATIONS AND CODE OF SIGNALS OF THE KAISER WILHELM CANAL. 515 Appendix XXII. TRAFFIC REGULATIONS AND CODE OF SIGNALS OF THE KAISER WILHELM CANAL. 1 [Issued by the Imperial Canal Administration. 1 Section 1. — General rules. 1. Every master of a vessel using the canal must keep on board a copy of these regulations, which are obtainable on request. They govern the relations between the canal office and the master or owner of the vessel. The master is responsible for the exact compliance with these regulations, as well as with the customhouse regulations on the part of the entire personnel of his vessel. Differences arising between the canal office and the master or owner or part owner of a vessel passing through the canal are adjudicated in the first instance by the "Landgericht" at Kiel, unless the case comes within the jurisdiction of an inland court. 2. Passage through the canal by day or night is granted to vessels of all nations on payment of the authorized fees tabulated at the end of these regulations, or on presentation of a passage ticket. (See Appendix IV in Report on Panama Canal Traffic and Tolls.) Vessels must not exceed the following dimensions : Draft 8 meters, or 26.24 feet. Beam 20 meters, or 65.60 feet. Length 135 meters, or 443.00 feet. Masthead above water line 40 meters, or 131.20 feet. Foreign war ships and other military vessels must obtain permission through diplomatic channels before entering the canal. 3. The canal office reserves the right to refuse passage entirely, or to grant it only under certain conditions (see also No. 5), in the following cases: (a) Open or not fully decked vessels of less than 0.50 meters freeboard. (b) Vessels carrying a deck load impairing their stability or ability to maneuver. (c) Vessels known to have poor steering ability in the canal or objectionable on account of their condition or crew. 4. Floating devices differing from the ordinary form of a ship are not allowed to use the canal without being granted a special permit on each trip by the imperial canal office, and not without adhering strictly to rules and directions. Rafts are not admitted under any circum- stances. 5. Steamers ordinarily pass under their own power, but in some cases, especially if the steamer's velocity averages less than S kilometers per hour, the management (traffic manager, harbor masters) can order towing, or can send one or more tugboats to the vessel's assistance. In such event the authorized towage fees must be paid. The term "steamer" hi these regulations includes all machine-propelled vessels, electric, gasoline, petroleum, etc. 2 6. The following classes of sailing vessels are subject to towage: (a) Those of any size going through the entire canal. (6) Those of more than 35 gross register tons going to or coming from stations on the canal or communicating water routes. i Translated by Chaplain Franz J. Feinler, First Infantry, U. S. Army. * Special rules for the towing of vessels through the canalare given in Section VIII, Nos. 46-00. of this Appendix. See also Appendix IV in the Report on Panama Traffic and Tolls. 517 518 MEASUREMENT OF VESSELS FOR PANAMA CANAL. . 7. Sailing vessels not subject to towage, can use their sails only under more than half wind; otherwise they must be towed. They must always allow steamers to pass, keeping to star- board. Sailing at night 1 and in dark weather, and cruising in the canal or in the channels of the canal harbors is prohibited, and towing is allowed oidy when done by hand power. 8. All vessels navigating the canal are subject to pilotage, unless exempted by section 9. The canal office decides whether a vessel in tow requires a special pilot besides the tug's captain or her pilot. 9. Only such sailing vessels are exempt from pilotage as are not subject to towage, and small, open, or half-decked steam, motor, or row boats. The traffic manager can, however, allow further revocable exemptions.. The masters of vessels exempt from pilotage must, without waiting for signal, keep out of the way as much as possible of all larger boats and tows approaching or overtaking them. They must also obey promptly and exactly orders and directions of the canal police, and especially of the canal master and pilots. 10. Canal pilot stations have been established: (1) At Brunsbuettel, (2) at Holtenau, at the two canal ends; (3) at Nuebbel (kilometer 57.2), where pilots ordinarily change when vessels pass through the entire canal. The canal pilots usually come on board: (1) At Brunsbuettel, on the Elbe outside the canal harbor; (2) at Holtenau, between the lighthouse, near Friedrichsort, and the canal entrance, or in the harbor of Holtenau, for vessels coming from Kiel. 11. When a vessel requires a canal pilot she shall, in the daytime, as soon as possible, hoist at the foremast the national pilot flag with the answer pennant of the International Signal Code underneath. During the nighttime there are to be displayed at the bow two lights, side by side, and at least 1 meter apart. Counter signals "understood," namely, signal No. 40, are given only in the nighttime from the pilot stations Holtenau and Brunsbuettel. It will be extinguished as soon as the pilot starts for the vessel. If for some reason a pilot is not available, then the pilot stations at both canal ends display: (a) In the daytime pennant D of the International Signal Code under the imperial service flag. (b) At night three red lights in a vertical line. 12. The vessels subject to pilotage are the following: (a) Those approaching the canal from the lower Eider River may take their pilots on board at the station of Nuebbel, but the pilot is only as a passenger to the canal zone limits at kilometer 65. (6) Vessels coming from Kiel Bay can obtain their pilot before starting for the canal if their request with exact time and place of departure is presented to the harbormaster at Holtenau early enough, and they either provide or pay for the pilot's transportation from Holtenau. (c) Vessels starting from an anchorage on the canal or near Rendsburg must make an early request at the nearest pilot station, giving exact time and place of departure. (This request can be transmitted free from the nearest telephone of the canal office.) The pdots must be paid the authorized fee at their arrival on board. (For schedule of pilotage charges see Appendix IV in Report on Panama Canal Traffic and Tolls.) An equal pdotage charge is authorized on vessels terminating their trip at places named in (c), or leaving the canal at kilometer 65. On demand, the pilots must acknowledge receipt of fees. 13. On boarding the vessel the captain must acquaint the pdot of any peculiar steering qualities of the ship, and, if requested, full information concerning the vessel, crew, cargo, etc. 14. After assuming his duties on board, the pilot is responsible for the steering of the vessel through the canal. He also acts as revenue officer, and within certain limits as police officer on board. i" Night" in the regulations means the time during which the canal lights are in use; "day," the rest of time. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 519 The master and all members of the crew must obey strictly each and every order and direction given by the pilot in the exercise of his duties, as mentioned above. The master must direct his crew accordingly, and is responsible for their compliance. 15. The master or other suitable representative (helmsman, officer) must, if the pilot so desires, stay on the bridge as an assistant (that is, by operating the machine telegraph, paying special attention to the steering, etc.). 16. All vessels using the canal are obliged to give free transportation to pilots who are directed by the harbormasters or the chief pilot to go to certain places along the canal. These pilots and also the canal pilots entrusted with the guiding and superintendence of the vessel must be admitted on their request while on board to the regular meals of the captain or master, for which the pilot must pay directly at standard prices. If necessary, the pilot shall also receive gratis proper shelter and sleeping accommodations on board. When unable to supply such, the master must pay a compensation of 1.50 marks to the pilot on duty who is obliged to find a sleeping place ashore. The master must supply the pilot in charge of the vessel on request at a proper price, with light refreshments (coffee, tea, broth, sandwiches, etc., but never intoxicants). The higher officials of the canal office have free passage on all vessels using the canal. On request they shall receive board and lodging according to rank and at proper prices. Section II. — Preparation for the canal trip. 17. Every master who wants to use the canal must fill out accurately the application blank in duplicate, according to the prescribed model. (See Appendix IV in the Report on Panama Canal Traffic and Tolls.) These blanks, together with the ship's papers and other documents necessary for computing the canal fees, must be kept ready at the canal entrance, unless an agent on land attends to this duty. 1 18. The revenue signals (pennants and lights according to Nos. 2 and 5 of the customs regulations) are to be kept ready; tenders (see No. 28) shall also have a green globe light. If necessary, the pilot is to give notice that they are to be rented from the canal office. 2 19. Sailing vessels must fasten all their sails, brace the yards sharp to larboard in line with the keel, reef the bowsprit, and keep a sufficiently strong tug hawser ready; in short, they must keep themselves ready to be towed. 20. In addition, the following preparations shall be made: (1) Vessels of more than 50 tons gross register must have a bow anchor and a sufficiently strong stern anchor ready for use. (See No. 22, par. 3, and No. 3S.) (2) All of the ship's boats must be swung in or placed upright, with the exception of one for the carrying of cables and for use in distress. This boat must be either swung out on the starboard side or be in tow. (3) The mastheads must be lowered, if more than 40 meters above water. (4) The foremast must carry a halyard for the hoisting of lights and signal balls. (5) On both sides of bow and stern must be kept cables with throw lines for entering and passing through the locks, and side fenders of unsinkable material without protruding metal parts. (6) Steamers must keep their fire engine ready and sufficient hose for immediate use in case of fire. (7) Ammunition must be removed from firearms. (8) The steam whistle or siren must be inspected so as to be available for instant use. Every vessel must have at hand and ready for use: (a) On daj T trips: Two black balls or bodies of 65 centimeters each in diameter, strung at least 2 meters apart. 1 The blank is supplied gratis by the pilot, who also assists in filling it out, and verifies the same. > The rent for revenue signals is 2 marks, and for the green light 1 mark for each trip. Revenue signals and lights must be returned to the lock master on leaving the lock, and damage or loss of the rented utensils must be paid for at rates authorized by the canal office. 520 MEASUREMENT OF VESSELS FOB PANAMA CANAL. (&) On night trips : Two red lights of at least 25 centimeters diameter each, also at least 2 meters apart, and several white lights. All lights must be fitted with inboard screens, so as to prevent them from being seen across the bow. Section III. — Entering and passing through the locks. 21. Steamers subject to pilotage and all tow trains are allowed to enter the canal police district only when in command of canal pilots. Tugboats arriving at the outer harbors with a train in tow for the canal trip need not pay the fees if they leave the locks immediately after bringing their train to the inner harbor. Sailing vessels of any description, not in tow of steamers and wishing to enter the outer harbor, must stop at the anchorage till a canal office steamer tows them in. They must signify their intention to enter by displaying the national flag on the forward stay of the mainmast or on the corresponding rope. The outer harbor may be entered only when signal 5a is shown. Steamers not subject to pilotage are allowed to enter only when permitted to do so by signal, and then exclusively in the fairway of the harbor and into the lock designated by signal. All directions given by officers of the canal office are to be promptly followed. They must under all circumstances either keep out of the way of larger vessels entering or clearing and trains of tows, or drop astern. 22. The order of admission to the canal generally depends on the time of arrival at the har- bor; the authorities, however, have the right to make different arrangements. The steamers of the canal office assist in entering and leaving, and no special charge is made for this. On entering the outer harbors, bow and stern anchors must be mamied and ready for instant use. 23. Every vessel passmg through the canal must stop at the locks or at any other place indicated by the canal police officer in order to make out and verify the fees for passage and towage, and to attend to the customs declaration. 23a. The vessel must leave the lock chamber promptly, but only after being authorized to do so by the master on duty. The propeller should start easily, with slow acceleration, and passage through a chamber open at both ends should be very slow. Section IV. — The passage through the canal. 24. The passing of vessels, arrangements of lights, etc., are governed by the Navigation Rules of February 5, 1906 (Imp. Law Gazette, p. 120 et seq.) somewhat modified by these traffic regulations, and the further rule that the second light prescribed in article 2 of the Navi- gation Rules should, on the canal trip, be carried at the masthead, notwithstanding the vertical arrangement indicated in (a) and (e) of that article. 25. No vessel shall exceed a speed of 15 kilometers, or 8.1 nautical miles, per hour, and vessels of over 2,000 tons gross register and drawing more than 5 meters (16 feet 5 inches) shall not exceed the speed of 12 kilometers, or 6.5 nautical miles, per hour. In a tortuous channel between high banks obstructing the view, a vessel must move still-slower. The management (traffic manager, harbor master) may also order a vessel to slow down, or the pilot may give such order, if in his judgment it is necessary to avoid danger to the canal works or the vessel. 26. In addition to the preceding cases (No. 25, par. 2) a vessel must slacken her speed or stop when passing: (1) Vessels approaching head and head. (2) Vessels swinging at their moorings. (3) Dredges and loaded dredge scows. (4) Gas scows engaged in filling the buoys, and diver's boats moored for diving operations (indicated by a green flag). MEASUREMENT OF VESSELS FOE PANAMA CANAL. 521 (5) Sections indicated by labor and danger signals. (G) Ferries, viz, from the white painted poles of the electric light line until the ferry is reached. (7) Lay-bys. (8) When changing pilots at Nuebbel. (9) When hailed by revenue officers. (10) When the general signal (No. 35) to stop is given by a canal officer, a red flag being waved by day, a red light at night. (11) When a lay-by tender gives the signals 25 or 32. (12) When and as long as a ferry displays signal 33. Slowing down in cases (2) to (G) means moving in such a manner as to avoid dangerous wave action or suction. In the sections included b} r the outside signals of the swinging and pontoon bridges, the speed must never exceed 4 knots per hour. 27. The canal trip must be started and completed without delay, unless for urgent reasons or by order of the canal officials. All expenses arising for revenue service, overtime of the pilot and towboat, etc., from unjustified delay are charged to the vessel's master or owner. (For overtime tariff see Appendix IV in the Keport on Panama Canal Traffic and Tolls.) The canal office is especially empowered to cause vessels to be towed out if they remain in the canal without proper reason and to charge the authorized fees to master or owner. Delays arising from her own or another vessel's foundering, from waiting at swinging bridges or at lay-bys, or through other measures necessary in the interest of safe traffic, do no"t justify a claim for damages on account of lost time. 28. All vessels using the canal must by day display then national flag and at night a white light at the stern, besides the regulation lights, unless they are sailing under revenue light. In tow trains oidy the last boat shall exhibit the light at the stern. Vessels which for size or draft or other reasons pass and are passed (lay-by vessels) at lay- bys only, after approaching vessels or they themselves have moored there, display at the masthead : (a) In the daytime, a black ball or body of 1 meter least diameter. (b) At night, a green light instead of the second white top-light. (See sec. 24.) In lay-by tow trains the tugboat shall carry the ball and green light. 29. Unless the pilot directs differently for special reasons, vessels pass each other by keeping to starboard; smaller vessels shall, in so far as their draft allow, leave the midchannel to the larger vessels of greater draft. Dredges at work shall be passed only on the side signaled as "free." If for some reason a vessel can not be allowed to pass, the dredge shall distinctly exhibit signal 54, in such manner as her structural character requires, and she shall give several short blasts with the steam whistle at the approach of a vessel, till the channel is clear. 30. A proper lookout must be kept at all times fore and aft. 31. At the passing stations (lay-bys) vessels have to moor in compliance with No. 42 when the lay-by semaphore displays "stop" (signal Nos. 19, 23, 26, 30, or 33), and shall wait till they are signaled to proceed (signals Nos. 24, 31). No vessel has the right of way through a lay-by at night, unless signal 24 or 31 is shown. If no signal can be seen at night when approaching a lay-by, the vessel shall slacken her speed or stop. She shall at the same time continue to give short blasts with the steam whistle, until she is signaled proper directions from the station. 32. Rules for the passing of the railroad swinging bridges at Osterroenfeld and Taterpf ahl : (1) If the outer semaphore on the south bank, placed 600 meters from the drawbridge, at the approach of a vessel and up to the moment when the vessel's bridge is just opposite said semaphore, displays the signal for "clear channel," the vessel must continue her course through the piers regardless of the fact that the other semaphore on the south bank, 150 meters from the 61861°- 13 34 522 MEASUREMENT OF VESSELS FOR PANAMA CANAL. draw, should display the signal "stop." Having understood the outer signal as for "clear channel," the vessel shall signify her intention to pass through by a long blast (6 seconds) of the steam whistle. (2) If the outer signal at the approach of a vessel reads "stop," or if it should be changed to "stop," before the vessel's bridge has passed the semaphore, then the vessel shall twice give three short blasts (1 second each) of the whistle (signal for "understood"), shall stop and make fast at the mooring posts near the semaphore, unless the signal is meanwhile changed to "clear channel. " The vessel shall proceed only after "clear channel" is signaled. 33. Rules for the passing of the highway drawbridge at Rendsburg and of the pontoon bridge at Holtenau : A vessel approaching the semaphore erected 900 meters from the bridges gives three long blasts of the steam whistle (6 seconds each) as a signal to open the bridge. The vessel or tow train shall stop, and if necessary shall make fast at the moorings before the bridge — (1) If the semaphore or the bridge exhibits the general signal to stop (signal No. 35) ; (2) If before passing, the semaphores of the highway drawbridge display by day a red ball or a red round disk, and at night a red light. Vessels and tugboats shall indicate with three short blasts of the steam whistle that they have understood these signals. They shall not proceed till the signals at the outer semaphores of the highway bridge are changed or the waving of a green flag or lantern gives them the right of way. (Signal No. 36.) The above signal shall be given also by steamers starting west from the inner harbor of Holtenau. 34. Rowboats and other vessels exempt from pilotage (see No. 9) can not demand that the bridges (No. 33) be specially opened for them; they shall stop and if necessary make fast at the moorings before the bridge, according to the direction of the bridge tender or master, until the waving of a green flag on their side of the bridge gives them the right of way. 35. Vessels whose height permits them to pass through the closed draw need not comply with the preceding rules (32-34). 36. Rules for the overtaking of vessels ahead: (1) The overtaking vessel shall signify her intention by four short blasts of the steam whistle. (2) After this signal — (a) Towed vessels and sailing vessels shall keep as much as possible to starboard. (6) A tow train, believing that the vessel astern can pass her in the canal prism without danger to either of them shall also keep as far as possible to starboard (only on special direction of the pilot to larboard); she shall make fast, if convenient, at the posts on the bank, and by giving three blasts of the whistle (long — short — long), permit the overtaking vessel to pass. Else she shall give five short blasts, proceed to the next passing station, and there under much reduced speed keep to starboard or stop, moor, and signify her willmgness to let the vessel astern pass her by three blasts of the whistle Gong — short — long). (3) Single steamers shall not be passed by others except after an exchange of the above- mentioned signals 1 and 26. Steamers of more than 2 meters draft shall overtake and pass others only at the passing stations; in this case also the steamer ahead may signify her willing- ness to let the steamer astern pass her by five short blasts. (4) The overtaking of tow trains by other tow trams or by lay-by vessels (No. 28) is also restricted to passing stations. (5) In all cases shall the overtaking vessel in passing reduce her speed so as to avoid dangerous suction. Also overtaken vessels and tow trains must slow up as much as possible. Vessels of the canal office and of the revenue service, drawing not more than 2 meters are not bound by the preceding rules; they shall always be allowed to pass, if they signify their intention to do so by the signal mentioned in 1 above; and the overtaken vessel shall keep as far as possible to starboard and slacken her speed. (6) In general, overtaking shall be permitted only where a good view ahead avoids all danger of collision, and where vessels approaching each other are as yet so far away that the MEASUREMENT OF VESSELS FOR PANAMA CANAL. 523 overtaking vessel is sure to complete her first maneuver before meeting the other vessel and to attain the interval between the overtaken vessel as prescribed in No. 39. No overtaking at all shall take place on 1,000 meter curves. The preoeding rules do not apply to rowboats and small open or half-decked steam or motor boats and sailing craft. (See No. 9, par. 2.) 36a. A vessel foundered in the canal shall not be passed until signals for doing so with safety are made and understood (three blasts, long — short — long). If the foundered vessel answers with five short blasts, she can not be passed. But after giving her assent she must stop temporarily all maneuvers likely to impede the other's movement. 37. Besides the siren signals of Nos. 31, 32, 33, 36, 36a, and 45, when going west one long blast, when going east two long blasts in rapid succession, are prescribed in the following three cases : (1) In fog and dark weather, at intervals of one minute. (2) When approaching dredges at work, exhibiting danger signals No. 26 Par. 5, and ferries beginning at the white poles of the electric light line. 1 (3) On entering each of the curves, that between kilometers 27-31 and that between kilo- meters 72-97. Steamers, not subject to pilotage, may by the preceding signals indicate their intention to enter the locks at Holtenau. 38. Vessels approaching one another head on and coming within sight of each other or vessels entering lay-bys, approaching draws and the pontoon bridge, or putting into inner harbors shall man and clear bow and stern anchors for instant use. 39. The interval between two vessels under way shall not be less than 1,000 meters. If the distance becomes less without the intention of the vessel astern, it must be reestablished as soon as possible by slowing down or at the worst by stopping. 40. Vessels and tow trains going west through parts of the channel narrowed by dredges at work or other causes shall ordinarily pass first, but if at such places an east-bound vessel before a strong wind and current should judge it dangerous to pass a vessel or a tow tram head on, which in this case could easily keep out of the way or stop, then she shall give the danger signal No. 54 with the steam whistle or siren. The west-bound vessel shall answer, with three short blasts, stop, or keep out of the way and let the east-bound vessel pass first. Section V. — General prohibitions. 41. (1) Casting anchor in the fairway of the canal except in unavoidable cases by order of the pilot. (2) Throwing overboard ballast, coal, ashes, or other things befouling or obstructing the channel. If such things have fallen overboard, the place and quantity must be immediately reported to the pilot. Trying while under way to regain objects fallen overboard will not be permitted, but the canal office can order the salvage at the expense of the party requesting it. (3) Scouring the vessel and using or discharging the water-closets on board while in the locks or inner harbors of Brunsbuettel and Holtenau. (4) Shooting, hunting, fishing, 2 and bathing anywhere in the canal police district without previous permission of the canal office. (5) Making fast at ihe poles of the telegraph and electric lights. (6) Sticking hooks or pole propellers into the banks above or under water. (7) Using the steam whistle or siren except upon the occasions and in the manner pre- scribed by the management. 1 Vessels going east shall not sound the signal for the ferry at Kudensee (kilometer 6.3) till the vessel's bridge passes the piers of the railroad bridge near Taterpfahl. 2 This restriction does not apply to the exercise of private fishing privileges in the public waters along the canal. These are subject to the execu- tive order No. IS of the fishing law in the Province of Sehleswig-Holstein, Aug. 8, 1887 (G. S., p. 376). 524 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Section VI. — Special provisions. 42. Landing and tying up. (1 ) As a rule, mooring is allowed only in the lay-bys, at the guide walls of the locks, at the posts before the drawbridges as far as the danger signal unless the red painted heads mark them as not to be used for mooring, at quays and docks, and the moorings of the inner harbors and the canal docks. (2) In cases of necessity, or as specified in No. 36 (26), vessels may also make fast at the posts placed alongside the entire canal. (3) As a rule, vessels shall moor at larboard; it should not be done at starboard unless a strong wind blows at right angles to the canal from that side, or when the larboard side is already fully occupied. (4) Mooring with steel cables, except at the inner harbors, shoidd as much as possible be avoided. (5) At the lay-bys steamers and tow trains shall always moor at the farthest posts ahead, unless the station master expressly directs differently; his orders shall be promptly obeyed in the zone between the outer semaphores. (6) Vessels which wish to or are obliged to make fast in the lay-bys (from the red painted lightpole on their side), or in the canal prism, shall display the same signal as when foundering (No. 45). The signal should not be taken in, unless they are fast in such a way that other ves- sels can pass without danger. At night the side lights should be extinguished, and one white light ahead and one abaft in the direction of the channel should be exhibited as low down as possible. In tow trams the tugboat displays the signal. For tow trains of more than one tow barge it is sufficient if each vessel on the channel side exhibits one white light on that side, the vessel ahead at the bow, the hindmost vessel at the stern, and the others amidships. 43. Lying at anchor. (1) Men and tools shall be kept ready on every vessel at anchor to take down or cut the cables when other vessels are passing. (2) Cables obstructing the channel must, as soon as possible, be removed if another vessel desires to pass. (3) Trying out the ship's engines at the docks is permitted only with the least amount of steam power for a few minutes just before starting. (4) Vessels at anchor hi the lakes of the upper Eider (from kilometer 65-70.8) shall dis- play under their anchor light another red light. 44. Getting under way. The rule is that the vessels ahead start first; orders of the station master deviating from this rule must be promptly obeyed. If vessels have at the same time moored at both sides of the drawbridges, then the west- bound vessels start first, and the east-bound wait until the others have passed. 45. Foundering and distress. (1) If a vessel is aground and suffers such an injury to her hull or engine, as to require immediate stopping, she shall indicate this fact to approaching vessels by short blasts of her whistle in rapid succession, and shall without delay hoist these signals. (a) By day: 2 black balls or bodies 2 meters apart in vertical line above each other and hoisted at the foremast. (b) At night: 2 red lights 2 meters apart in vertical fine above each other at the foremast. The balls or lights shall be so constructed and so fitted, that they can be seen distinctly forward and abaft. The side lights, and upon steamers the white top lights also shall be extinguished or screened. Also, after this signal has been displayed, the vessel shall continue to sound short blasts of the steam whistle at the approach of other vessels. (2) Only the officials of the canal office are authorized to take the necessary measures to assist Vessels run aground, or for the salvage of sunken vessels, and they alone may requisition help. The expense incurred are charged to the vessel. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 525 (3) Assistance by other than canal office vessels is allowed only by special approval of the officials. Any requisitions of the officials shall be complied with by other vessels. (4) For the passing of other vessels see No. 36a. Section VII. — Leaving the canal. 45a. Rules for leaving the canal. (1) It is necessary to enter the lock at which signal 6 or 7 is exhibited, and at much reduced speed. (2) In the absence of a signal a vessel shall promptly stop and, if so directed, shall make fast. (3) The rulings of Nos. 23 and 23a are here also strictly applicable; in no case shall a vessel leave the lock, before presenting its application blank. Section VIII. — Rules for towing vessels. 46. For towing sailing vessels through the canal, and others not provided with sufficient motive power of their own, the canal office keeps ready at both entrances a number of tug- boats which are available upon payment of towage charge. 1 But no responsibility is assumed that always and under all circumstances a sufficient number of tugboats will be available. . Vessels having previous^ ordered a tugboat are served before other vessels in the order of application; but they shall pay demurrage for every hour or fraction thereof, according to the demurrage tariff, if they are not cleared for towing within two hours after the starting time announced. The masters and helmsmen of these tugboats exercise simultaneously the functions of customs officers, and within proper authority also of police officers on all vessels of their tow trains. 47. If a vessel does not require a special tugboat for herself alone, or if the authorities at the entrance harbor decide that a vessel on accoimt of size or insufficient maneuvering in the canal requires individual towing, as lighters, praams, and clumsy barges generally do, then the vessel shall be attached to a tow train of a regular tugboat of the canal office, or of one put temporarily into the canal service. 48. No tow trains, as a rule, are started on Sundays, the two Christmas holidays, Easter, and Pentecost Mondays, New Year, Good Friday, Ascension Day, the Day of General Penance and Prayer, Emperor's birthday, and on specially authorized holidays. Special tugboats are furnished only as an exception and for sufficiently strong reasons. The tow trains of the canal office always make fast at night. *49. The master who wants to tow his vessel in a tow train of the canal office, must report to the harbor master on duty, by whom he will be promptly told, at what time to start and to what tow train his vessel will be attached. The master shall see to it that his vessel is clear at the time set for towing and that the towage is paid. The vessels to be towed must possess towing cables that come up to requirements. 50. The tow trams are made up at the inner harbors of Brunsbuettel and Holtenau by the harbormaster on duty, whose orders shall be promptly obeyed. The harbormaster also decides, on what vessels the pilots of the tow tram shall be stationed. 51. Masters who want to attach their vessels at anchorages along the canal or in the lakes of the upper Eider (kilometer 65-70.8), to a tow of the canal office, shall make their request from the nearest canal telephone, giving exact name of vessel and master, places of departure and destination, gross tonnage (in register tons), and statement as to whether fully or partially loaded or empty. The application is to be made only after the vessel is cleared for towing. The vessel shall be ready for towing at the tune set (No. 19), and shall signify her readi- ness by hoisting the national flag at the stay of the mainmast on the channel side. At the approach of the respective tow train the tugboat gives one prolonged and one short blast of the steam whistle; the vessel to be towed then holds the towing cable ready for throw- i For towage and demurrage tariffs see Appendix V in the Report on Panama Canal Traffic and Tolls. 526 MEASUREMENT OF VESSELS FOB PANAMA CANAL. ing over, keeping close to the fairway in order to save the tugboat from leaving her course, but not so close as to obstruct other traffic in the canal. Vessels not reported according to regulations shall not be attached to tows of the canal office. 52. The tugboats of the canal office as a rule do not go outside the canal proper. Vessels destined for locks on the Eider can be towed only as far as the channel buoy in the lake of Audorf, at kilometer 65. Vessels coming from there and wishing to join a tow of the canal office must do so at the same buoy. 53. A vessel which is not ready to get under way with her tow at the place of departure, or which after having made application for towing from a harbor along the canal misses her train through her master's or her crew's fault, or which has not in proper time withdrawn her application, loses thereby her claim for abatement of accrued or return or already paid towage, and she can thereafter be attached to a tow of the canal office only after making another application and paying the charges specified in the towage tariff. 54. If possible, the tow trains of the canal office are run through without stop. The wishes of individual masters for stops can not be noticed. If a vessel intentionally leaves her train short of her destination she can not claim a return of the proportional towage paid or partial abatement of the towage payable according to the application. 55. If the tow tram does not start or arrive on schedule time to take vessels along, or if delays happen from any cause during the trip, no claim for indemnity can on that account be made upon the canal office. The Imperial Government, moreover, will not pay damages to a vessel towed by a tug of the canal office on account of injury caused through carelessness on the part of the tug's crew or other personnel of the canal office engaged in the towing of the vessel inside of the canal police district. 56. Vessels going beyond Brunsbuettel or Holtenau, on the Elbe or Keil Bay, are towed as far as the respective ports. For leaving the tow tram here as well as inside the canal they shall await the order of the tugboat master or the pilot, and shall maneuver as directed by him until clear of the tow. 57. The rules of Nos. 49, 51-56 call for analogous application to the towing of single boats or other vessels by steamers of the canal office. 58. In addition to the tugboats of the canal office, steamers owned by the Imperial, State, or city governments or by private parties, etc., may also be employed in the towing service of the canal, if their construction, airangement, engines, etc., qualify them for such work according to the authoritative judgment of the canal office. 59. Special rules for this auxiliary towing service: (1) The tugboats are obliged to pay the regular canal tolls. (2) The length of the train — from the stem of the tug to the stern of the last vessel — must not exceed 125 meters, and its width 20 meters. (3) More than two vessels shall not be hi a tier. (4) Towing alongside requires special permission and must be conducted according to specified conditions. (5) On entering the mouth of the canal or the locks the tram must, upon demand, be divided as directed by the authorities. (6) Tow trains may run 12 kilometers per hour, but this speed should be reached only hi sections with a good view ahead. On the other hand, the tugboat must be so powerful that she can pull her tram with a speed of at least 9 kilometers per hour, else the canal office may divide the train and, if necessary, may tow the separated part with a canal tug at the tariff rate, or if this can not be done the tug may, at her own expense, be given an auxiliary steamer of sufficient power. (7) A vessel of more than 400 tons gross register must have a tug of its own. (8) Tow trams are not run at night nor hi dark or stormy weather. Trains under way must therefore arrange their schedule so that they can make fast in a lay-by before nightfall. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 527 If caught iii bad weather before reaching a lay-by, they may moor at the posts on the bank. (See also No. 42.) 60. All towboats in a train must during the trip be steered by an adult expert, and the wheel must be exactly hi the position required by the tugmaster or pilot. Section IX. — General police regulations. 61. Vessels carrying explosives weighing more than 35 kilograms shall distinctly display a black flag with a white P. These vessels are, moreover, subject to the existing regulations for the traffic of explosives and combustibles. Vessels of a cargo of this kind shall be completely isolated and, if necessary, they shah be towed through by a special tug without any stop. This rule does not apply to the ammunition of warships. 62. Vessels carrying cattle from countries against which the Province of Schleswig-Holstein has established import and transit embargoes or restrictions may pass through the Kaiser Wilhelm Canal under the following conditions: (1) Animal waste shall not be removed from the vessels nor shall it be thrown into the water during the canal trip. (2) Persons engaged in the care and feeding of the animals on board, or who come hi contact with them, shall not go ashore during the canal trip. (3) An officer of the canal office shall accompany every cattle ship to see that these rules are complied with, and a fee of 13 marks is charged therefor, payable hi addition to the other charges. For vessels entering or leaving the canal at kilometer 65 this fee is 8 marks. 63. Every vessel passing through the canal is subject to surveillance by the board of health: (1) If she had on board at the port of departure or during the voyage, or at any time during the last six weeks, Asiatic cholera, spotted fever, yellow fever, oriental plague, or smallpox. (2) If rat pest or any unusual mortality among rats was noticed on board, either in the port of departure or during the voyage. (3) If the vessel comes from or touches at a port whose commerce is subject to inspection at the time of her arrival and which she has left within six weeks. (4) If, in other cases, existing or proposed regulations or considerations of duty on the part of the president of the imperial canal office, as the royal Prussian police representative having jurisdiction hi the premises, require surveillance of the vessel hi the interests of the public health. The inspection takes place at the quaranthie stations at Vossbrook or Groden, near Cux- haven, as directed by the proper authorities. The canal office has power to require special precautions, viz, health watch, locking of water-closets, etc. The expenses are charged to the vessel. These vessels are admitted to the canal only after this supervision is hi force. The mas- ters of the vessels are obliged to comply strictly with the precautions ordered and to promptly obey the directions of the pilot or canal officer accompanying the vessel. The latter's fees are the same as those of the special watch on a cattle ship, as prescribed in No. 62. Section X. — Complaints. 64. Any complaints against the officials or about the faculties of the canal are to be pre- sented hi writing at the canal office to the traffic manager, or the harbor masters at Holtenau and Brunsbuettel. At the latter places they are to be recorded in a book of complaints. Kiel, February 23, 1911. The President of the Imperial Canal Office. 528 MEASUBEMENT OF VESSELS FOR PANAMA CANAL. CODE OF SIGNALS— KAISER WILHELM CANAL. FROM SHORE TO VESSELS. A. — From Harbor Semaphores. No. of signal. Meaning of signal. Signal by day. Signal by night. 1 On a mast 20 meters high, north of entrance, 2 yards slanting upward. On a mast 20 meters high, north of entrance; 2 red lights side by side. Liko No. 1, 2 green lights side by side. Like No. 2, adding 1 to 3 red or white or red and white lights under the 2 green lights. No signal. 4 red lights in square above the entrance. 4 green lights in square above the exit gate. On the nearest chamber head, 1 green light. 2 3 3a That vessel can enter whose pilot holds the pennant or night signal. Like No. 2, but one or more flags of the Interna- tional Signal Code on the cross arm. Like No. 1, with pennant F of International Sig- nal Code at the cross arm. 5 do 6 6a You are ordered to enter the chamber to your left. The chamber to your left is set ready for the vessel waiting in the inner harbor. Tow trains and dredges are permitted to enter the left chamber. You are ordered to enter the chamber to your right. The chamber to your right is set ready for the vessel waiting in the inner harbor. Tow trains, dredges and dredge praams are permitted to enter the right chamber. At the cross of the nearest chamber head, 1 green ball at the upper left. i 6b 7a i?b Like No. 6, but pennant F of International Sig- nal Code in the place of the green ball. At the cross of the nearest chamber head; 1 red ball at the upper right. Like No. 7, but only on the inner chamber head is the ball at half-mast. Like No. 7, but pennant F of the International Signal Code in the place of the red ball. light above the green. On the nearest chamber head; 1 white light to the left of the green. On the nearest chamber head; 1 red light. On the inner chamber head; 1 white light to the right of the red. On the nearest chamber head; 1 white light to the right of the red. B. — From Railway Drawbridges. 8 Same, with green light. bank; 2 arms slanting downward. 9 do Cautionary signal: 10-meter semaphore on the south bank 150 meters from the bridges; hori- zontally lying square shape. Do. 10 ..do Do. shape in line of canal axis. 11 Outer signal: Stop till signals Nos. 8 and 9 appear. Same as No. 8, with arms slanting upwards Same as No. S, with red light. 12 Cautionary signal: Stop till signals Nos. 8 and Same as No. 9, red square shape crossed to the Same as No. 9, red light. 9 appear. canal. 13 Bridge signal: Stop till signals Nos. 8 and 9 Same as No. 10, a round red shape crossed to the Same as No. 10, red light. appear. canal. C. — Signals from the Wagon Drawbridge at Rendsburg and from the Praam DRAWBRfDGE at Holtenau. 14 14a Outer signal: You should give signal No. 48 with siren. Outer signal for the wagon draw: Stop till sig- nal is taken down. On 5-meter semaphore 900 meters from bridge; red round shape. Same, green light above red. 15 Semaphore on pivot pier; red shape in line of canal axis. 16 Red light. Green light on the opened bridge span. 17 Bridge signal on the praam draw at Holtenau: Bridge is open. 18 1 Only for Brunsbuettelkoog. MEASUREMENT OF VESSELS FOR PANAMA CANAL. CODE OF SIGNALS— KAISER WILHELM CANAL— Continued. FROM SHORE TO VESSELS— Continued. D. — SIGNALS FROM THE PASSING STATIONS TO THE VESSELS. (1) FOR WEST-BOUND VESSELS (EAST SIGNALS) ON NORTH ARM. 529 No. of signal. Meaning of signal. Signal by day. Signal by night. 19 A red light. A red light above a white. A white light above a red. No signal. Do. and make fast. 21 All vessels stop and make fast (blockade) Tow trains only stop and make fast in the pass- ing station. Tow trains stop and make fast in the next dock . 22 23 24 25 25a Go slow or stay where you are till the passing station is clear. Switch vessels shall go slow 2 red balls.. 2 red balls above a red flag. A green light above a white. 2 white lights, one above the other. (2) Signals to east-bound vessels (west signals) on the south arm of the semaphore. 26 27 28 29 30 31 32 32a Vessels of more than 2 m. draft stop and make fast. Switch vessels stop and make fast All stop and make fast (blockade) Only tow trains stop and make fast in the pass- ing stations. Tow trains stop and make fast in the next dock . Right of way clear Go slow or wait till the passing station is clear. . Switch vessels slow down , A red cone 1 red light. 3 red cones 1 red light above a white. 4 red cones J 1 white light above a red. A red cone above a red flag j No signal. A red flag above a red cone Taking down the signal or no signal. 2 red cones 2 red cones above a red flag Do. 1 green light. 1 green light above a white. 2 white lights, one above the other. E. — Signals from Ferries to Vessels in Both Directions. 33 On a semaphore near the ferry, 2 red balls, one above the other. Same place, a red light. F. — Places of Danger and Work. 34 White shapes, marked "A" for the beginning and "E" for the end. Same, with a green light above. G. — General Signals for Stopping. 35 36 Stop; there is an unforseen obstruction Waving of a red flag from the bank or the bridges. Waving a red light. The obstruction is removed; proceed * Waving a green flag Waving a green light. H. — Signals from Dredges. 37 Green light. 38 (Blank space in the original.) I. — Wreck Signals. 39 Wreck A white light above the barrel and broom. 1 The voice may be substituted for the signal. 530 MEASUREMENT OF VESSELS FOE PANAMA CANAL. CODE OF SIGNALS— KAISER WILHELM CANAL— Continued. FROM SHORE TO VESSELS— Continued. K. — Signals from Pilot Stations. 43 No. of signal. Meaning of signal. Signal by day. Signal by night. 40 3 white lights, one under the other on the entrance semaphore, beneath the signals Nos. 1 and 3. 3 red lights, one above the other. A white top light, 2* meters beneath a red; both lights are visible over the whole horizon. 41 42 Pilot flag SIGNALS FROM VESSELS TO PILOT STATIONS. National pilot flag or signal FT, International Signal Code, both with answer pennant be- neath. 2 white lights side by side at the bow. SIGNALS FROM VESSELS ON THE CANAL. A. — Signals to the Passing Stations. Switch vessel ' A black ball or shape hoisted to top of main mast. I am waiting outside the passing station be- Continuous short blasts with the whistle or siren cause I saw no signal displayed. till a signal appears. A green light in place of the second white top light. Same as day signal. B. — Signals to the Railway Draws. I found outer signal "clear" and am passing the bridge. I have found outer signal "stop." I stop and make fast. At the cautionary signal (confer No. 8), 1 long blast with the whistle or siren. 1 Same place, twice 3 short blasts Same as day signal. Same signal. C. — Signals to Highway Drawbridge at Rendsburg to the Pontoon Drawbridge at Holtenau. 48 Open the bridge, I want to pass I have understood the signal to stop No. 16 (or No. 18). I stop and make fast. At the outer signal (confer No. 14), 3 long blasts. Twice 3 short blasts Like day signal. Do. D. — Signal: "Attention." 50 In fog and dark weather, passing through the curves between kilometers 27 and 31 and kilometers 72 to 97, when approaching ves- sels, dredges, dredge and diver praams, places marked with signal No. 35, boats, fer- ries, and passing stations. Long blasts; west bound, 1 each time; bound, 2. Same signal. E. — Signals When Overtaking. I want to overtake your vessel. I am ready to let you pass I can not let you pass now 4 short blasts Same signal. 3 blasts, long— short— long Do. 5 short blasts Do. ' Long blasts last 6 seconds; short, 1 second; intervals between blasts are 6 seconds. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 531 CODE OF SIGNALS— KAISER WILHELM CANAL— Continued. SIGNALS FROM VESSELS ON THE CANAL— Continued. F. — Distress Signals. No.ol signal. Meaning of signal. Signal by day. Signal by night. 54 I am aground or I am unable to maneuver 2 black balls or shapes at least 2 meters apart, at 2 red lights in place of balls. The side the mainmast or at another place, where they lights, and on steamers also the white can be best seen from ahead and astern. Con- top-lights, shall be extinguished or tinuous short blasts are sounded till balls are screened when the vessel is aground. displayed. Continuous short blasts are sounded till lights are displayed. 55 Had an accident on vessel or engine; must stop immediately. Continuous short blasts of the whistle or siren. . . Same signal. G. — Fog Signals. Vessel Is west bound . Vessel is east bound Vessel is not under way . Every minute, 1 long blast of the steam whistle ] Same, or siren; sailing vessels with the foghorn. Every minute, 2 long blasts Striking the vessel's bell at least every 2 minutes Do. Do, SIGNAL OF THE TUGBOAT TO VESSELS TO BE TOWED. 59 DIRECTION OF CURRENT. 60 61 APPENDIX XXIII. REGULATIONS AND BY-LAWS AND NOTICES TO MARINERS AND PILOTS GOVERNING THE USE OF THE MANCHESTER CANAL. 533 Appendix XXIII. REGULATIONS AND BY-LAWS AND NOTICES TO MARINERS AND PILOTS GOVERNING THE USE OF THE MANCHESTER SHIP CANAL. TABLE OF DISTANCES. *Eastham Locks (6 miles from Prince's Landing Stage, Liverpool, 19 miles from Bar Lightship). Eastham Lay-by and Sheer Legs Bankfield Wharf Hooton Wharf Mount Manisty Pool Hall Wharf Ellesmere Port Stuart Wharf Pontoon and ship-repairing yard Stanlow Wharf Inee Rock Cutting— Lay-by for large vessels Ince Ferry Ince Wharf Weaver Sluice Weston Point Weston Mersey Lock Delamere Dock Salt Union (Ltd.) Works Bridgewater jetties and coal tip ♦Runcorn Lay-by Bridgewater Lock Runcorn Docks Runcorn Railway Bridge (fixed) Runcorn (old quay) Lock Old Quay Lock Wall Lay-by Runcorn (old quay) Swing Bridge United Alkali Co., Wigg's Works Turnbridge Ferry Stone Delph Lay-by Old Randies Sluices Pumping station Moss Lane Wharves Moore Lane Swing Bridge Haydock Coal Wharf and Lay-by L. & N. W. and G. W. Railway Viaduct (fixed) Walton Wharf Stag Inn Swing Bridge Warrington Wharf and Walton Lock North wich Road ( Wildersp'l) Swing Bridge 20-Steps Lock (junction with Runcorn and Latchford Canal) Latchford High Level Bridge— Chester Road (fixed) Knutsford Road Swing Bridge Lay-by for large vessels L. & N. W. Railway Viaduct (fixed) •Latchford Locks (rise 14 feet 6 Inches) * Fresh water may be obtained at these places. Side of canal. S. S. S. N. S. s. s. s. s. s. N. s. N. S. s. s. s. N. s. N. N. S. N. N. N. & S. N. S. N. N. Canal sectional number. 1 1-3 3-4 6 8-9 11 16-17 18 19 21 31 31-32 34 43-44 48-49 48 49-50 SI 52 53-54 54-55 59 61 62 65-66 67-68 69-70 74-75 76 77-78 77-78 80-81 80-81 81 81-82 81-82 81-82 84 84 89 89-90 90 90 90-91 Distance from- Eastham Locks. Miles. % % 1% i% 2% 3% 3% 3% 3% 6 6% 6% 10 10% 10% n% 11% 11% n% 11% 12 12% 13 13 J3% 13% 14 15% 15% 16% 16% 17% 17% 17% 18H 18% 19 19% 19% 20% 20% 20% 20% 21 535 Man- chester. Miles. 36 35% 35% 34% 34% 33% 32% 32% 32% 32% 30 29% 29% 26 25% 25% 24% 24% 24% 24% 24% 24 23% 23 23 22% 22% 22 20% 20% 19% 19% 18% 18% 18% 17% 17% 17 16% 16% 15% 15% 15% 15% 15 536 MEASUREMENT OF VESSELS FOR PANAMA CANAL. TABLE OF DISTANCES— Continued. Perrin's (Ltd.) Works Thelwall Ferry Statham Wharf Statham Brickyard Rixton Junction (junction with Mersey and Irwell navigation) . . Warburton Wharf Warburton High Level Bridge (fixed) Warburton Wharf Hollins Ferry Millbank Wharf Lancashire Patent Fuel Co. (Ltd. ) Wharf Cadishead Wharf Cheshire Lines Viaduct (fixed) ^ . Partington Coal Basin and Lay-by Peaksnook Wharf Carrington Wharf (Manchester Corporation) Manchester and Salford Corporation Wharves Mersey Weir Cheshire Lines Viaduct— Liverpool & Manchester (fixed) Irlam Wharf Irlam Locks (rise 1G feet) Irlam Ferry Flix ton Wharf Boysnope Wharf (Manchester Corporation) Hulnie's Bridge Ferry Barton Locks (rise 15 feet) Stickens Wharf, Davyhulme (Manchester Corporation) Bromyhurst Wharf Eccles Wharf Barton Road Swing Bridge Barton Swing Aqueduct Coastwise Cattle Wharf Barton Wharf, South *Irwell Park Wharf and Lay-by ♦Eccles Oil Wharf Eccles Landing Stage TralTord Park, private wharves Coaling crane (25 tons) Jetty Coastwise cattle wharf Weaste Wharf Wharf (frozen meat) Oil wharves Foreign animals wharf Mode Wheel Locks (rise 13 feet) Pontoon and dry docks ♦Grain elevator ♦Salford Quay ♦Trafford Wharf Thirty-ton crane ♦Docks Nos. 9, 8, 7, 6 Dock Railway Swing Bridge Cooperative Wholesale Society's Wharf. Ferry Landing Stage Trafford Road Swing Bridge Dock office (temporary) Throstle Nest Whar ♦Docks Nos. 4, 3, 2, 1 Cornbrook Wharf Woden Street Foot Bridge (fixed) Side of canal. S. N. N. S. N. N. . &S. s. S. N. S. X. s. N. S. S. N. N. S. N. N. N. S. N. N. N. N. N. S. s. s. s. N. S. N. N. Canal sectional number. 93 96-97 96 99 102 102-103 102-103 102-103 104 107 10S 109-110 111-112 112 113 114 11.5 115-116 116 117-118 119 119 122 122 125-126 127 127- 12S 129 129-130 130 130 131 133 134 135 136-137 136-137 136-137 137 137-138 137-138 138 138 138-139 138-139 139 139 139-140 139-140 139-140 139-140 140 140 140 140 140 142 142 Distance from- Eastham Man- Locks. Chester. Miles. MiUs. 21% 141-1 21' 4 UH 22% 13H 23 13 24 12 24' . 11'.. 25% iok 25K 10% 25K 10J-S 26 10 26H 9H 265* 9% 26% 9% 2~% SH 21% s% 27% «% 28 8 28H 7% 2S% -Vs 28% 1% 2&% m 29?i 6% 30^ b% 30^ 5H 31 5 31M H4 WA 4% 31% iH 21H 4% 32 4 32H 3% 32H 3% 32^ 3% 33 3 33H 2% 33% 2% 33% 2% 33)^ 2% 33% 2% 33« 2% 33^ 2% 33% 2% 34 2 34M 1% 34-34^ 2-1% 1V4rZi% !%-!% 34H 1% 34%-3i% !%-!% 34% 1% 35 1 1 35 1 35J4-3594 0%-0Ji 3SH 0% 36 ♦Fresh water niay be obtained at these places. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 537 REGULATIONS AND BY-LAWS. [Revised to Nov. 1, 1903.] NAVIGATION AND DOCK REGULATIONS. Upon receiving a copy of these regulations the captains and owners of all vessels navigating the canal must abide by and conform to them in all respects, and also satisfy all requirements of the company's officers made in conformity therewith. Captains and owners will be held responsible for all consequences that may ensue from any failure on their part to comply with these regulations. The expression "canal" in these regulations shall be held to include the ship canal, approach channels, locks, and docks. The expression "navigating the canal " shall be held to include entering, leaving, and mooring in, the ship canal, ap- proach channels, locks, and docks. 1. The Manchester Ship Canal Co. do not take any charge of or assume any responsibility whatever in respect of any vessel, boat, barge, lighter, or other craft navigating the canal, all craft under such circumstances being at the sole risk ol the owners, who alone are responsible for the safety and security of their vessels and moorings, and also for any damage done by their vessels or servants to the premises or property of the company, or to vessels or goods in or upon any part of the company's premises. 2. All vessels navigating the canal must have their anchors properly stowed and a strong kedge aft ready for use in case of emergency, their sails furled, all boats swung inboard, flying jib boom and jib boom rigged in, all outriggers unshipped, and yards braced fore and aft or cockbilled, so that nothing projects over the ship's side, except fenders. 3. The captain or other person in charge of every vessel must, on entering the canal, declare the particulars of the vessel and cargo, draft of water, and any other information required by the company's officers. 4. The maximum speed in the canal must not exceed 6 miles an hour, unless a special permit has been obtained from the company's general superintendent. 5. Sails must not under any circumstances be used in the canal without the permission of the dockmaster or canal superintendent. 6. Vessels must at all times be navigated with care and caution, and in such manner as will not involve risk of collision, or endanger the safety of other vessels or their moorings, or cause damage thereto, or to the banks of the canal, or to any other part of the company's property. Special care and caution must be used when approaching the locks, where the banks of the canal are under or waiting repair, when passing vessels moored or employed in dredging or other work, small craft, or workmen engaged in repairs or otherwise, under which circumstances vessels must reduce their speed to dead slow, or if necessary stop altogether. 7. If the safety of any vessels or their moorings is endangered, or if damage is caused thereto or to the banks of the canal by a passing vessel, the onus shall he upon the master of such vessel to show that she was navigated with care and caution, and at such a speed and in such a manner as directed by these regulations. 8. All vessels navigating the canal must provide and use good and sufficient ropes or warps of their own, which must be kept ready to send ashore when required. When ropes are sent on board by the company's officers they are only intended to be used in aid of the ship's own ropes, and the company do not hold themselves liable for any damage in the event of ropes breaking. Such fenders as may be necessary must be provided by the ship, and must be of such material as will not sink if lost overboard. 9. All vessels navigating the canal must carry and use proper signals in accordance with the schedule attached hereto. 10. The signals at the swing bridges consist of a black ball hoisted on a mast near the center of the bridges by day, and at night a red light is shown from the bridges midway across the canal when closed, and a green light at the side when open. If, when approaching any swing bridge, the ball signal is seen to be hoisted that will signify that the bridge is being got ready to be swung, but unless the bridge is completely open, or by night a green light is shown, no vessel must attempt to pass through. All vessels must approach the swing bridges at mod- 61861°— 13 35 538 MEASUREMENT OF VESSELS FOE PANAMA CANAL. erate speed in case any accident should occur to the machinery whilst swinging. If the ball is not hoisted, or having been hoisted is lowered, or a red light is shown, any vessel approaching such bridge must immediately stop. If the ball should be lowered, or a red light be shown, while two vessels are approaching a swing bridge from the same direction at the same time, the bridge being open, that will indicate that the bridge is being closed against the second vessel, which must stop until the ball is again hoisted, or a green light shown. f LOCK ENGACED LOCK AVAILABLE \*Jfr,N*ir«.'niwf the things specified in the said section; but that a by-law so made shall not take effect until it is submitted to Her Majesty in council and con- firmed by order in council; and Whereas, the Manchester Ship Canal Co., being the pilotage authority for the port of Man- chester, have made and submitted for confirmation by Her Majesty certain by-laws as set forth in the schedule hereto annexed; and Whereas, it has been made to appear to Her Majesty that the proposed by-laws are proper and reasonable; and Whereas, the provisions of section 1 of the Rides Publication Act of 1893 have been com- plied with: Now, therefore, Her Majesty, by virtue of the powers vested in her by the Merchant Shipping Act of 1894, and by and with the advice of her privy council, is pleased to approve of and confirm the said by-laws as set forth in the schedide hereto annexed. C. L. Peel. SCHEDULE. BY-LAWS. 1. The following by-laws shall commence and take effect on the 1st day of December, 1895. 2. In the construction of these by-laws "the company" shall mean the Manchester Ship Canal Co., the expression "the directors" shall mean the directors for the time being of the Manchester Ship Canal Co., and "the canal" shall mean the Manchester Ship Canal. 3. Pilotage upon the canal is not compulsory, but no pilot, except qualified and licensed as hereinafter mentioned, shall be permitted to navigate, conduct, or move any vessel within the canal, docks, and basins of the company. 4. The company may, if they deem it expedient so to do, examine any person (or persons) who shall be desirous to act as a pilot; and every person who shall be approved of by the com- pany shall receive a license in writing, signed by the company's secretarj 7 , stating that he is duly qualified to act as a pilot on the canal, and also setting forth the name, age, stature, com- plexion, and place of abode of the person so licensed. 5. Every license granted by the company shall expire on the first day of the month of September which shall first happen after the granting thereof; and for the license which shall be granted to an} 7 person upon his first admission as a pilot, there shall be paid to the company the sum of £2 2s., and for the second and every subsequent license which shall be granted to such person the sum of £1 Is. 6. Every licensed pilot shall exhibit his license to the master of the vessel, and give his name and address and behave with strict sobriety and respect, and use his utmost care and dili- gence to conduct the vessel to her destination safely, and without damage to any vessel or other property; and he shall obey and execute all lawful orders given by the company's super- intendents, dock masters, and officials relative to the locking, towing, transporting, or removing of any vessel under his charge, and he shall not, when the signal is against him, bring or attempt to bring any vessel into any lock, dock, or basin without an order in writing from an authorized official of the company. 7. Every pilot to whom a license has been granted shall provide himself with a flag of the usual dimensions and of two colors, the upper horizontal half red and the lower horizontal half white, and on taking charge as pilot of any vessel, and so long as he remains in charge, he shall cause his flag to be hoisted on board such vessel where it may be most conspicuously seen, and shall keep this flag continually flying until he is discharged or relieved by another pilot. 544 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 8. Every pilot shall, when on duty, always have with him a good watch, a tide table, copy of the company's by-laws, his license, and his flag. 9. Every licensed pilot shall, before leaving any vessel piloted by him either inward or outward, obtain from the officer in command of such vessel a certificate 1 of his services, and shall, upon landing, report himself to the company's superintendent or official in charge at such landing, and deliver up to such superintendent or official every such certificate and all moneys received by him. 10. No person to whom a pilotage license shall be granted by the company shall add to or hi any way alter such license or make or alter any indorsement thereon, nor shall at any time lend such license. 11. A licensed pilot shall not, without the company's consent, demand or receive in respect of any services any payment either in excess of or less than the amount which he shall under any resolution or regidation of the company for the tune being in force be entitled to receive. 12. Whenever any licensed pilot shall observe any alteration in any of the banks or the depth of water in the canal, or that any buoys, beacons, or lights have been driven away, broken down, damaged, or are out of place, or any circumstances affecting the safety of the 1 The certificate referred to is No. 397, which is filled out by the pilot, signed by the master of the vessel, and is delivered or posted to the proper canal official. Certificate No. 398 is filled out and signed by the master of the vessel and is retained by the pilot as a record. The two certificates are as follows: Note. — This Certificate must be filled up by the Pilot, and the total amount of Pilotage inserted therein before it is signed by the Master and Pilot of the Vessel. It must afterwards be stamped and posted by the Pilot, or given up by him at any Lock or Station of the Company for transmission to the Dock Office. SHIP < \ -V % 1, PILOTAGE. Vessel's Name Nationality Reg. Tonnage Loaded or Ballasted Draught feet inches. Date of service 191. Piloted from to Total amount of Pilotage due, £ Detention) (If any, 1 state reasorA thereof and | time occu- _,. , . pied.) J Time. . . .hrs. Amount, £ Owner or Agent liable for Pilotage Signed Master. Pilot. Charges for Pilotage outside of the Canal must not be included in this Certificate. FULL PARTICULARS OF ANY CHARGE FOR DETENTION MUST ALWAYS BE STATED. Gratuities must not be given or received, as this would be an Infringement of the Company's Pilotage Bye-law No. 11 and render the Pilot liable to a heavy penalty. Note. — This Certificate is to be filled up and signed by the Master of the Vessel, and returned to the Pilot. II VS< III SI IK SHIP CANAL PILOTAGK. ■ Of. VesseVs Name Draught feet inches. Reg. Tonnage Loaded or Ballasted. Bound from To Piloted from To Extra Services Date 191 Pilot's Name Total amount of Pilotage due, £ Owner or Agent Master of Vessel Piloted. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 545 navigation of the canal, he shall forthwith send correct written information thereof to the manager of the company. 13. Whenever any accident shall have happened to or been caused by any vessel while in charge of a licensed pilot, such pilot shall, immediately after leaving the vessel, report the facts of such accident, so far as he knows them, to the nearest canal superintendent. 14. Any licensed pilot losing his license shall forthwith give notice thereof to the com- pany's secretary, stating the circumstances under which the license was lost, and the company's secretary shall, unless he shall be satisfied that the loss has been caused by the pilot's miscon- duct, cause to be issued to such pilot a duplicate license in a form to be approved by the com- pany. For a duplicate license a licensed pilot shall pay to the company such a sum, not exceed- ing £2 2s., as the company may direct in each case. 15. All pilotage rates 1 shall be collected by the company and paid to the pilots who earn the same, less a reasonable deduction for the cost of collection. Such pilotage rates shall be as follows : An initial fee shall be paid for each vessel when requiring pilotage service entering or leaving the canal, according to the net registered tonnage. £ s. d. 300 tons and under 10 600 tons and under 1 1,200 tons and under 1 10 All over 1,200 tons 2 and in addition thereto a sum at the rate of 1 shilling per mile or portion of a mile for the dis- tance navigated. Vessels in ballast shall pay the full initial fee, but only half of the mileage rate. 16. When pilotage service is rendered to a vessel in the canal, but when not entering or leaving the canal, one-half the above-named initial fee is to be charged in addition to the mile- age rate of 1 shilling per mile. 17. In case any licensed pilot shall refuse to pilot any inward or outward bound vessel upon the request of the master thereof, or in case it shall be proved to the satisfaction of the company's directors that any pilot shall in any manner have failed in or neglected his duty as a pilot, or in any manner acted contrary to any of these by-laws, or if any pilot shall refuse to obey any summons of the company's directors to appear before them, or to obey any order of the directors, the company may recall the license granted to such pilot, and declare the same to be void, or may suspend the same for such time as they shall think proper. 18. Every person offending against or contravening any of the preceding by-laws shall, for every such offense, forfeit and pay a sum not exceeding £5. 19. If any person other than the master or mate shall pilot any vessel into, or out of, or along the canal, docks, or basins of the company without having been first duly licensed by the company to act as a pilot, or after the expiration of his license, and before the same shall have been renewed, he shall for every such offense be liable to a penalty of not exceeding £20. REGULATIONS FOR THE USE OF FIRES AND NAKED LIGHTS FOR THE REPATR OF VESSELS IN THE DOCKS. 1. No person shall use any fire for heating iron or smith's work on board any vessels in any of the docks without the written permission of the dock master being previously obtained, and unless such fire shall be used or kept at all times in a portable iron forge on the upper deck and away from the hatches of the vessel, but under special conditions it may be allowed on the 'tween decks of an iron vessel; the fire and forge are to be well and sufficiently secured under the supervision and to the satisfaction of one of the company's police officers, and for whose attendance a charge shall be made, but the company will be in no way responsible for such fire or any damage caused thereby. i See also " Schedule of ships' dues and other charges," Appendix VI of report upon Panama Traffic and Tolls. 546 MEASUREMENT OF VESSELS FOR PANAMA CANAL. 2. No person shall use any fire for heating bent plate, or stem, or any part of the vessel's hull or structure without the written permission 1 of the dock master is previously obtained, and stating in which part of the docks such repairs are to be proceeded with. Such fires are to be under continued supervision of the company's police, for whose services a charge shall be made, but the company will not be responsible for such fires or any damage caused thereby. 3. No master, mate, or other person in charge of a vessel, barge, lighter, or craft loading or unloading any cotton, tar, pitch, resin, hemp, jute, turpentine, oil, ha}', straw, shavings, faggots, or other combustible goods shall, without previous permission in writing of the dock master, permit or suffer any person to have, nor shall any person without such permission have, a fire or naked light on deck when the hatches are off, or have any other thing near to or amongst such combustible goods, whereby the security of the same is endangered. 4. No person shah use any fire on board any vessels for fumigating or drying the vessels, or drying the bread tanks, or tor burning off paint, without permission of the dock master, and every such fire shall be placed, secured, and used to the satisfaction of the company's police officer, who shall remain on board the vessel whilst the fire is being used, and for whose attend- ' Application for a permit to use a fire is made on form No. 1166 by the master of the vessel. Permission is given by the dockmaster on form No. 1497. They are as follows: MANCHESTER SHIP CANAL. Manchester, 190 Application for Permit for Fire. To the Dockmaster, Manchester. Sir: For the purpose of repairs on board .- viz: I shall be glad if you will grant a permit for a forge-fire or any other safe means placed in for heating iron necessary for repairs. I will take every precaution, and make every provision necessary against the spread of such fire; and hold myself and owners responsible for any loss or damage that may arise, directly or indirectly, from such fire, and undertake to strictly comply with the Ship Canal Company's Fire Regulations. Yours truly, Master or Officer in charge, S.S MANCHESTER SHIP CANAL. Fire Permit. Dock Office, Manchester, 190 To the master or officer in charge of S.S In reply to your ■. . request of for permission for a fire to be used on your steamer, for the purpose of effecting the undermentioned repairs, viz: such permission is hereby granted on condition that every precaution is taken by you or some one on your behalf, to prevent the spread of such fire, and that the portable forge, or other safe means used for containing the fire, shall be kept as far as possible from hatchways, cargo, or any inflammable material, and that ample means are, during the use of such fire, kept at hand, available for instant use in extinguishing a fire. Itis also hereby understood that this permit is granted on the understanding that the owners of the steamer named herein accept all risk and responsibility in respect of the use of the fire, and that the canal company do not accept any risk whatever in regard thereto. Dockmaster. Note. — The company's regulations provide that fires used both on the dock premises, and on board vessels in the docks in connection with repairs to vessels, are to be under the supervision of one of the company's police officers for whose attendance a charge will be made. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 547 ance a charge shall be made, but the company will not be responsible for such fire or any dam- age caused thereby. 5. No person shall use any fire in any shed on the docks for heating rivets, water, tar, or for melting lead for vessel's purposes, but the same can be used on an open quay, and at a reasonable distance from the edge of the quay and from combustible goods, after permission has been obtained from the dock master. The fire is to be put under the supervision of the company's police officer, for whose attendance a charge will be made, but the company will not be responsible for such fire or any damage caused thereby. 6. Whenever there is fire permitted for special purposes there should be provision made to extinguish same by having a water hose laid ready, or buckets and water in them at hand, etc. 7. No person shall use naked lights in any part of a vessel, except the engine room, stoke hold, or shaft funnel, without permission from the company. REGULATIONS FOR THE NAVIGATION OF THE SHIP CANAL BY VESSELS CARRYING PETROLEUM IN BULK, AND FOR THE DISCHARGE OF PETROLEUM IN BULK IN THE SHIP CANAL. 1. Previous to the discharge of any petroleum a declaration 1 must be signed by the owners or the captain of the vessel stating that the oil does not flash under 73° F. 2. An application 1 in writing must be made by the importer to the harbor master for per- mission to pump the oil from the vessel into the pipes leading to the storage tanks, and the applicant must indemnify the Manchester Ship Canal Co. against all losses, damages, costs, or expenses which they may incur or become liable for by reason of the granting of any such permission. No oil must be allowed under any circumstances to leak or flow into the canal or on to the quay. 3. No fires or lights shall be allowed on board the vessel during the time of discharging, except such necessary fires in the engine room for generating steam for pumping the oil as the harbor master may from time to time permit; no smoking shall be allowed on board the vessel or any lighter lying alongside or on the quay during such time, and no matches except safety matches shall be on board. 4. Every possible precaution must be taken, both by the master of the vessel and by the importer to prevent risk of fire or explosion. Notice in writing must be given by the master of the vessel to the harbor master previous to water being pumped into the tanks of the vessel. 5. The vessel shall not, whilst in the canal, be left without a sufficient crew on board. No persons, other than the crew and such other persons as shall be employed or engaged by the importer or bj r the master or owner of the vessel in connection with the discharge of the cargo, shall be allowed on board the vessel or on the quay alongside. 6. An officer may be sent by the harbor master to watch the carrying into effect of these regulations, and may remain in attendance until the cargo has been duly discharged. 7. Notices in writing must be given to the harbor master when it is proposed to ventilate the tanks after the oU has been pumped therefrom, and such notice shall state the mode in which it is proposed to effect such ventilation. 8. No lighter or other craft shall, except with the permission of the harbor master, lie alongside any vessel during the discharge of her cargo, and if such permission is given no lights 2 or fires shall be allowed on board such craft. 9. Every vessel having petroleum on board shall keep conspicuously exhibited, from sunrise to sunset, a red flag. > See page 552. ' See pages 553-554. 548 MEASUREMENT OF VESSELS FOE PANAMA CANAL. BY-LAWS MADE BY THE MANCHESTER SHIP CANAL CO. FOR REGULATING THE FOREIGN-ANIMALS TRAFFIC IN THE HARBOR AND PORT OF MANCHESTER. 1. Prior to the entry into the ship canal of any vessel carrying foreign animals a printed copy of these regulations shall be given to the master of such vessel by the pilot of the ship, and also by the lock master at Eastham. 2. So long as any vessel carrying foreign animals remains in the ship canal, and until such animals have been discharged, such vessel shall fly, as a distinguishing flag, the code flag "K"' immediately below the pilot flag. 3. During the passage through the ship canal or locks of any vessel carrying foreign ani- mals, and until the arrival of such vessel at the foreign-animals wharf, no person shall leave such vessel. 4. A vessel carrying foreign animals shall not be permitted to enter or use any lock so long as the same is occupied by any other vessel other than a tugboat engaged in assisting the vessel carrying foreign animals to her destination; and so long as any vessel carrying foreign animals is in any lock, no other vessel shall be permitted to enter or use the same. 5. A vessel carrying foreign animals shall not be permitted to enter or use any lock so long as any vessel carrying animals other than foreign animals is in one of the same set of locks; and so long as any vessel carrying foreign animals is in any lock no vessel carrying animals other than foreign animals shall be permitted to enter or use one of the same set of locks. 6. If any pilot, lock master, or other servant of the company infringe any of these regu- lations, or fail to enforce the same, he will be liable to immediate suspension and to be dismissed from the company's service. 7. The expression "foreign animals" in these regulations means cattle, sheep, or swine imported from an} r country or place out of the United Kingdom. The Manchester Ship Canal Company. A. H. Whitworth, Secretary. December 4, 1893. The Board of Trade hereby signify then confirmation of the above by-laws. By order of the Board of Trade this Sth day of December, 1S93. . C. Cecil Trevor, Assistant Secretary. NOTICES TO MARINERS AND PILOTS ISSUED BY MANCHESTER SHIP CANAL COMPANY 1902-1911. REGULATIONS FOR THE USE OF THE LOCKS. 1 Eveiy steamer navigating the ship canal must strictly obey the following regulation when entering any lock: Every steamer using a lock must be brought up in the manner described below, and is hereby prohibited from again using her engines after being brought up until the gates in front of her are open and the lockmaster gives the order for the steamer to proceed out of the lock. When a vessel has a tug ahead it may assist her in proceeding along the lock after being brought up but when a steamer has no tug ahead she must be warped into position along the lock from the position in which she has been brought up. Large locks. — When a steamer uses one of the large locks either in going up or down the the canal she must be brought up so that her bows shall not be more than 300 feet beyond the pierhead which she passed on entering the lock. Small locks. — When a steamer going up the canal uses one of the small locks she must be brought up so that her bows shall not be more than 200 feet beyond the large island pier- head which she passed on entering the lock. ' See notices of Feb. 1, 1904; Apr. 13, 1905; and Nov. 25, 1905. MEASUREMENT OF VESSELS FOE PANAMA CANAL. 549 When a steamer going down the canal uses one of the small locks she must be brought up alongside the pier on the starboard side of the lock so that her bows shall not be more than 200 feet beyond the large .island pierhead which she passed on entering the lock. By Order of the Board of Directors. Manchester, December 19, 1902. TRANSMISSION OF ORDERS TO ENGINE ROOM. Whenever a steamer is navigating any portion of the ship canal or docks, every order telegraphed to the engine room must be at the same moment conveyed verbally to the engine room. For this purpose a man must always be stationed below the steamer's bridge, and every order must be given to him simultaneously with the telegraphic order loud enough for the man to hear, and he must instantly repeat the order in a voice loud enough to be distinctly heard in the engine room. No infringement of this regulation can be permitted for any reason whatsoever. By Order. Dock Office, Manchester. December IS, 1902. LEADING LIGHTS ON THE CANAL. Please note that with a view to assisting vessels regularly navigating the canal at night time, the canal company have provided lamps showing white lights to act as leading lights to enable those in charge of steamers passing both up and down the waterway on and after the 1st proximo, to pick up the various points along the canal. The points at which the lights have been fixed are as follows: One on south side of canal between Nos. 68 and 69 per chart, opposite Wiggs's Works, Runcorn. One on north side of canal at No. 76 per chart (Randle's Sluices). One on south side of canal between Nos. 100 and 101 per chart, near Rixton Junction. One on north side of canal at No. 104 per chart near to Mill Bank. By order. E. Latimer, General Superintendent. Dock Office, Manchester, November 30, 1903. NEW JETTY — BARTON LOCKS. Notice is hereby given that a leading jetty, 200 feet in length, has now been erected on the north side of the canal at the upper end of the 65-foot lock at Barton, alongside which all outward-bound vessels must be brought up, and the steamer's engines must not be again set in motion until the vessel is ready to leave Barton after having been lowered down in the lock and the lower gates opened. All vessels after having been so brought up at the jetty must be warped into the lock, or, if assisted by tugs, be towed into the lock, but only at such a speed as will enable the vessels to be brought up at any moment with the ship's own ropes. This notice cancels the notice given on the 19th of December, 1902, so far as regards the use of the 65-foot lock at Barton by vessels outward bound. By Order of the Board of Directors. Manchester, February 1. 1904- 550 MEASUREMENT OF VESSELS FOE PANAMA CANAL. NEW JETTY IRLAM LOCKS. Notice is hereby given that a leading jetty, 264 ieet in length, has now been erected on the north side of the canal at the upper end of the 65-foot lock at Irlam, alongside which all out- ward-bound vessels must be brought up, and the steamer's engines must not be again set in motion until the vessel is ready to leave Irlam after having been lowered down in the lock and the lower gates opened. All vessels alter having been so brought up at the jetty must be warped into the lock, or, if assisted by tugs, be towed into the lock, but only at such a speed as will enable the vessels to be brought up at any moment with the ship's own ropes. This notice cancels the notice given on the 19th oi December, 1902, so far as regards the use of the 65-foot lock at Irlam by vessels outward bound. By Order of the Board of Directors. Manchester, April IS, 1905. NEW JETTY LATCHFORD LOCKS. Notice is hereby given that a leading jetty, 264 feet in length, has now been erected on the north side of the canal at the upper end of the 65-foot lock at Latchford, alongside which all outward-bound vessels must be brought up, and the steamer's engines must not be again set in motion until the vessel is ready to leave Latchford after having been lowered down in the lock and the lower gates opened. All vessels after having been so brought up at the jetty must be warped into the lock, or, it assisted by tugs, be towed into the lock, but only at such a speed as will enable the vessels to be brought up at any moment with the ship's own ropes. This notice cancels the notice given on the 19th of December, 1902, so far as regards the use of the 65-foot lock at Latchford by vessels outward bound. By Order of the Board of Directors. Manchester, November 25, 1905. NEW SIGNALS AT EASTHAM LOCKS TO INDICATE WHEN THE WATER IN THE RIVER MERSEY AND IN THE SHIP CANAL IS ON THE SAME LEVEL. Notice is hereby given that on and after the 8th of January, 1907, whenever the water in the River Mersey and in the ship canal is on the same level and the lock gates are open the following signals will be exhibited : At night a fixed green light placed between the present signal lights, but 6 feet higher than those lights, will be exhibited on both the north and the south ends of the Eastham locks. By daylight a disk will be exhibited instead of the green hght in the same position on both the north and south ends of the locks. These additional signals will in no way affect or interfere with the working of the present semaphore signals, which will be operated as hitherto. By order: E. Latimer, General Superintendent. Dock Office, Manchester, January 2, 1907. SIGNALS AT EASTHAM SHEER LEGS. Notice is hereby given that on and after the 12th of April, 1909, the following signals will be exhibited at the sheer legs at Eastham whenever it is working, viz: MEASUREMENT OF VESSELS FOE PANAMA CANAL. 551 By clay, three balls one over the other, 3 feet apart ; and by night, three red lights in similar position. "Whenever either 01 these signals is shown all vessels approaching ths sheer legs must reduce their speed and pass the vessel lying at the sheer legs at dead slow speed, or, if ordered verbally to do so, stop altogether. By order: E. Latimer, General Superintendent. Dock Office, Manchester, April 8, 1909. GUIDING LIGHTS OX THE CANAL. Notice is hereby given that the canal company have provided two beacon lamps showing white guiding lights to assist those in charge of steamers passing up and down the waterway after dark to pick up the various points along the canal between Eastham and Ellesmere Port, and such lights will come into use on the 9th instant. The points at which the lights have been fixed are as follows: On the west side of canal near to No. 6, per chart at Hooton Wharf. On the east side of canal near to No. 9, per chart at Mount Manisty. By order: E. Latimer. General Superintendent. Dock Office, Manchester, October 8, 1909. notice to mariners. Light on No. 14 Dolphin, West Side of Entrance Channel at Eastham Locks. Notice is hereby given that owing to the reconstruction of No. 14 dolphin, situate on the west side of the approach channel to the Eastham Locks, the white fight now exhibited on such dolphin will, from and after the 16th July instant, be placed and exhibited on No. 15 dolphin until further notice. By order: E. Latimer, General Superintendent. Dock Office, Old Trafford, July 12, 1910. notice to vessels loading or discharging at the united alkali co.'s wigg works, old quay, runcorn. Attention is directed to clause No. 46 in the book of regulations and by-laws of the Man- chester Ship Canal Co., which reads as follows: The master or other person in charge must give reasonable notice to the dock master or canal superintendent of the time when his vessel is intended to leave her berth. And notice is hereby given that the captain, pilot, or other officer in charge of any vessel lying at this wharf must not leave her berth for the purpose of turning round or proceeding either up or down the canal without first advising the company's canal superintendent at Runcorn or the company's official at the Old Quay Swing Bridge. By order: E. Latimer, General Superintendent. Dock Office, Manchester, March, 1911. 552 MEASUREMENT OF VESSELS FOR PANAMA CANAL. NOTICES REGARDING THE HANDLING OF PETROLEUM. Regulations for the Navigation of the Ship Canal by Vessels Carrying Petroleum in Bulk, and for the Discharge of Petroleum in Bulk in the Ship Canal. 1. Previous to the discharge of any petroleum, a declaration must be signed by the owners or the captain of the vessel stating that the oil does not flash under 73° F. 2. An application in writing must be made by the importer to the harbor master for per- mission to pump the oil from the vessel into the pipes leading to the storage tanks, and the applicant must indemnify the Manchester Ship Canal Co. against all losses, damages, costs, or expenses which they may incur or become liable for by reason of the granting of any such permission. No oil must be allowed under any circumstances to leak or flow into the canal or on to the quay. 3. No fires or lights shall be allowed on board the vessel during the time of discharging, except such necessary fires in the engine room for generating steam for pumping the oil as the harbormaster may from time to time permit; no smoking shall be allowed on board the vessel or any lighter lying alongside or on the quay during such time, and no matches except safety matches shall be on board. 4. Every possible precaution must be taken, both by the master of the vessel and by the importer, to prevent risk of fire or explosion. Notice in writing must be given by the master of the vessel to the harbormaster previous to water being pumped into the tanks of the vessel. 5. The vessel shall not, whilst in the canal, be left without a sufficient crew on board. No persons, other than the crew and such other persons as shall be employed or engaged by the importer, or by the master or owner of the vessel in connection with the discharge of the cargo, shall be allowed on board the vessel or on the quay alongside. 6. An officer may be sent by the harbor master to watch the carrying into effect of these regulations, and may remain in attendance until the cargo has been duly discharged. 7. Notice in writing must be given to the harbor master when it is proposed to ventilate the tanks after the oil has been pumped therefrom, and such notice shall state the mode in which it is proposed to effect such ventilation. 8. No lighter or other craft shall, except with the permission of the harbor master, lie alongside any vessel during the discharge of her cargo, and if such permission is given no lights or fires shall be allowed on board such craft. 9. Every vessel having petroleum on board shall keep conspicuously exhibited from sunrise to sunset a red flag. By order of the board of directors. E. Latimer, General Superintendent. Dock Office, Manchester, July, 1897. , 190 Messrs. The Manchester Ship Canal Co., Dock Office, Manchester. Gentlemen : We hereby apply for permission to pump the oil from steamer lying in the Ship Canal opposite into the pipes leading into Storage Tanks and we agree to indemnify you against all losses, damages, costs, or expenses which you may incur or become liable for by reason of the granting of such permission. We note your regulation regarding the leakage of oil into the canal or on to the quay and will take every precaution to prevent such leakage. Yours truly, measurement of vessels for panama canal. 553 Manchester Ship (anal. hereby certify that the cargo of the master , register tonnage, consists of tons of the product of petroleum, from and that none of such product of petroleum gives off an inflammable vapor at a temperature of less than 73° of Fahrenheit's thermometer when tested in the manner prescribed by the acts of Parliament in force in that behalf. Signature Address Date. Manchester Ship Canal. Dock Office, Manchester ,1.9 . Rules to be observed in respect of tank steamer laden with common petroleum. 1. The accompanying notice sanctioning the use of fires and lights in certain parts of the vessel under the conditions mentioned therein is issued subject to there being no dangerous petroleum in the vicinity of the vessel. 2. During the discharge the tank lids must not be raised more than is absolutely neces- sary for the working of the pumps, and then only whilst the tank is being pumped. 3. All fires and lights must be put out on board and in the vicinity of the vessel whilst the tanks (after being emptied) are being ventilated, except in cases where the tanks are being steamed or otherwise cleansed under the supervision of an analyst. 4. Under no circumstances must any oil or water mingled with oil be pumped into the canal. 5. In the event of these rides not being strictly observed, the permission to use fires and fights during the discharge of the vessel will be withdrawn. Harbor Master. Manchester Ship Canal. Dock Office, Manchester , 1,9 . To the owner, master, or other officer or person hi charge of the ship vessel called the whilst lying in the Manchester Ship Canal : I, the undersigned, E. Latimer, harbor master of the port of Manchester, in exercise of the power for this purpose reserved to me by No. 3 of the regulations for the navigation of the ship canal by vessels carrying petroleum in bulk and for the discharge of petroleum in bulk in the ship canal, do by this notice under my hand authorize the use of the following fires or ■ lights on board the above steamer. DURING DISCHARGE ONLY. (Before naked lights are used written notice must be given to the harbor master and arrange- ments made for the attendance of a police officer.) (a) Fires and covered lights in the cabin, forecastle, galley, and engine and boiler rooms of the vessel subject to the provisions of the regulations. (b) Naked lights in the engine and boiler rooms only for inspection or repairs subject to the provisions of the regulations for the use of fires and naked lights and to special super- vision by a police officer at the expense of the owners of the vessel. 61861°— 13 36 554 MEASUKEMENT OF VESSELS FOB PANAMA CANAL. And I give notice that no fires or lights, other than those above mentioned, can be used on board such vessel. AFTER DISCHARGE. No fires or lights whatever shall be used on board the vessel except upon the production of a certificate from a properly recognized analyst that fires and fights may safely be used on board; but this condition shall not be deemed to apply if the tank lids are screwed down imme- diately the tanks are emptied, and the vessel leaves the canal on the tide following the com- pletion of her discharge or coaling. Attached to this notice is a copy of the rules made in respect of tank steamers carrying common petroleum, which must be strictly observed. Dated this day of ,19 . , Harbor Master. APPENDIX XXIV. GENERAL REGULATIONS GOVERNING THE USE OF RIVERS AND CANALS IN THE NETHERLANDS. 555 Appendix XXIV- GENERAL REGULATIONS GOVERNING THE USE OF RIVERS AND CANALS IN THE NETHERLANDS. General police regulations concerning rivers, canals, harbors, locks, bridges, and works belonging thereto, under Government superintendence established by royal order of the 13th of August, 1891 {Official Gazette No. 158) , and revised by royal orders of the 17th of April, 18.94 (Official Gazette No. 57), the 23d of April, 1897 (Official Gazette No. 105), the 8th of July, 1897 (Official Gazette No. 174), the 24th of June, 1905 (Official Gazette No. 217), the 6th of November, 1905 (Official Gazette No. 297), the 17th of December, 1906 (Official Gazette No. 329), the 23d of July, 1907 (Official Gazette No. 229), the 24th of December, 1908 (Official Gazette No. 421), and of the 25th of November, 1909 (Official Gazette No. 379). Title I. — General provisions. Article 1. These regulations apply: (1) To the hereafter-mentioned rivers and Government canals, inclusive of their banks, harbors, natural and artificial works, plantations, buildings and whatever may belong thereto. (2) To the hereafter-mentioned harbors, docks, bridges and works connected therewith. In so far as those waters and works are under Government superintendence and in so far as these regulations are not contrary to special regulations. The rivers referred to under (1) are: The Ijssel with its outlets into the Zuyder Zee; the Nieuwe Merwede, the Wantij, the Mallegat, the Dordtsche Kil, the Krabbe, the Maas, inclusive of the separate part thereof between the Weleind and the Waal near to Woudriehem; the Bergsche Maas, the Heusdensch Canal, the Oude Maasje, the Donge from the point on the left bank at which it separates from the Gravemoersche Channel to its outlet into the Amer ; the Amer, the Killen (creeks) in the Bergsche Veld, the Hollandsch Diep, the Koningshaven, the Oude Maas, the Nieuwe Maas within the commune of Rotterdam, the rivers below Rotterdam to the sea, the Spui inclusive of the Bee- rengat, the Hartelsche Gat, the Hollandsche Ijssel inclusive of the Sliksloot, the Zwarte Water and the Zwolsche Diep. The dispersed works referred to under (2) are: (a) The harbors of Moerdijk, Breskens, Veere, and Delfzijl, the outer harbor at Scheveningen, the outer harbor at Middelharnis, in so far as it is under Government superintendence, and the harbors of the islands Terschelhng, Vlieland, Wieringen, Urk, and Marken. (b) The Government locks and movable bridges in the Province of Friesland. (c) The Government locks and bridges in the waterway from Amsterdam to Rotterdam. (d) The locks at St. Andries and in the closed creeks (killen) of the Bergsche Vela, with their harbors. (e) The swing bridge at Raamsdonk, and the rolling bridge at Geertruidenberg, both across the river Donge, the opening bridge across the Oude Maas at Cappelle and the rolling bridge at Besoyen. (/) The movable bridges across the river "de Mark" and ''Dintel" at Standdaarbuiten and near Dinteloord. Art. 2. In these regulations, as in the special regulations, are designated by: Sailing vessel, all vessels under sail and not under steam; steamers, all vessels under steam no matter whether 557 §58 MEASUREMENT OP VESSELS FOR PANAMA CANAL. carrying sail or not; captains, those who are in command of ships or timber floats, or whoever act in their stead; day, the time between sunrise and sunset; night, the time between sunset and sunrise; minister, the minister intrusted with the execution hereof; our commissary, the Queen's commissary for the Province in which the river, the canal, the part of the river, the canal or the works referred to are situated; chief engineer and engineer, the chief engineer, director and engineer, charged with the superintendence of the river, the canal, the part of the river, the canal or the works referred to; waterstaat officers, the chief engineers, directors, engineer, assistant engineers, surveyors and assistant surveyors of waterstaat (the Department of Public Works), and the Government beacon masters; canal officers, the harbor masters, head and assistant lockmasters, head and assistant lockmen, stowing men, bridgemen, ferrymen, canal men and dyke men, lock, bridge, and harbor hands in Government service. Art. 3. These regulations shall be printed in the Dutch, English, German, French, and Norwegian languages and, like the special regulations, shall be procurable generally. Any captain navigating any of the waterways named in article 1 , or making use of the therein designated works, must be provided with a copy of these regulations, and of the special regu- lations, as well as the provisions for preventing collisions on public waterways within the Kingdom. He is bound to produce them, if required, to the officers and officials mentioned in article 88. Title II.- — Provisions respecting the use of rivers, canals, and harbors. Art. 4. All ships of more than 1 meter draft must be provided at their sterns with a scale on which the draft may be easily read. Neither the screw nor any other part of a steamer may project below the keel, unless the scale of draft is counted from the underside of that part. Art. 5. Vessels with no fixed deck and of a larger tonnage than 10 tons, must be provided with water-tight planks, boards or sides reaching at least 0.25 meter, above the surface of the water. Art. 6. The name of the vessel and in the case of nonseagoing vessels, the name and resi- dence mus^ be clearly indicated in a conspicuous place on the outside of the vessel. This provision only applies to vessels of more than 10 tons tonnage. Art. 7. Without leave or express orders of a waterstaat officer or canal officer no vessels are allowed to take up berths in any canal or harbor other than those appointed for that pur- pose or when abreast to navigate any canal or harbor. Ships are also forbidden to he or be adrift athwart the fairway. Art. 8. Any sea ship in any Governmental water or its harbors is to keep the colors of the nation to which she belongs, hoisted from sunrise to sunset. Ice-bound ships are excepted. Ships whose draft exceeds 4 meters have to hoist a small foremast flag besides. Ships of less draft are forbidden to do so. No merchant ship is allowed to hoist a pennant on any account whatever. Art. 9. Any captain leaving his ship shall appoint a capable person as his substitute. This provision does not apply to ships of less than 10 tons tonnage, or those propelled from the shore by means of poles. No ship of 10 tons and more tonnage may lie without any hands aboard on a Government water without leave of the harbormaster or a waterstaat officer. Nor may a ship having no one on board in charge be allowed to drift on any Government water. Art. 10. The captain of a ship overloaded, or in the opinion of the harbormaster or any waterstaat officer insufficiently manned or rigged, shall on the intimation of the said officers stop her course and cause her to be removed according to the directions of the said officers. The captain of a vessel in a foundering state shall, as soon as possible, remove her out of the fairway. Art. 11. The captains of nonseagoing ships shall have their jib booms topped before reach- ing: the locks. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 559 When ships are discharging their cargoes entirely or partly, the harbormaster, the lock- master, or the waterstaat officers may direct their topgallant yards and topgallant mast to be taken down. Art. 12. It is forbidden to place a ship in such a way as to obstruct the passage into or out of a harbor or through a lock or a bridge. The captain of such a ship shall remove her immediately on the intimation of a waterstaat officer or a canal officer. Art. 13. No ship shall enter a harbor or port when during the day a red flag is hoisted or during the night a red light is placed on one of the piers of the same, as a sign of the entrance being obstructed by ships or other causes. Art. 14. The opening of a lock to let the water through is announced at least one hour before during the day by a blue flag, bearing the word "spuien" in white letters, and during the night by three red lights placed in the angles of an equilateral triangle with the top upwards. This signal being displayed, or the opening of the lock for letting the water through having been given notice of by one of the canal officers, captains whose ships are in a canal or harbor shall see that they are firmly moored and, if necessary, anchored, to prevent their running aground. In this case the canal officers are qualified to assign berths to the captains of the ships and to direct them as to the manner of mooring their ships. No fit berths being available, laden ships are to be accommodated first. Art. 15. On approaching a lock or a bridge, captains shall slacken the speed of their ships in such a way that in case of need they may be stopped at 100 meters distance from the lock or bridge. At the signs of posts fixed for that purpose the sails shall be lowered or clewed. The lock or bridge men must be warned either by means of the steam whistle, ship bell, or foghorn, or by shouting. The captain shall stop his vessel if, by day, the red cylinder is covered by a half ball or a red board or a red flag; and if, by night, a red light is displayed on the lock or bridge. The lockmasters and bridgemen, if necessary, according to the judgment of the minister, shall indicate the exact place of passing the bridge or lock during the night by green lights. Art. 16. When two or more ships at the same time approach lock or bridge, the lock or bridge man regulates the order of approaching, and the distance to be kept between them. Art. 17. Each ship is to pass the lock in turn according to the order of arrival, saving the stipulations in the next article. Any ship whose crew are found guilty of cutting the towlines or ropes of another's ship shall pass the lock oidy after the ship whose towlines or ropes have been cut. When ships wanting to be let through approach the sluice from opposite directions, they pass by turns from either side, beginning with the ship approaching from that side where the water is on a level with that within the lock. When there are many ships wanting to be let through, the lockmen, for the sake of order, are authorized to distribute tickets, indicating the turn of each ship to be let through the lock. Art. 18. The right to be let through the lock first is granted in the following order to ships hoisting a pennant; Government ships and ships serving for the conveyance of waterstaat officers and canal officers on duty; ships serving for the regular conveyance of persons; ships loaded with fresh fish; ships serving for the regular conveyance of goods or cattle, with their lighters and barges. Vessels loaded with gunpowder, fireworks, guncotton, nitroglycerine, or other explosive or easily inflammable substances are to pass, if possible, before all other ships, no other ship being allowed to come within the lock at the same time. Art. 19. Every ship within the lock, or in its proximity, must be duly moored fore and aft, at the place indicated by the canal officers. Ships that are to pass or be let through shall not approach the bridge or lock until the canal officer gives the sign thereto. If, in the opinion of the canal officers, the ship whose turn it is does not approach promptly enough he is qualified to make another ship pass first. 560 MEASUREMENT OF VESSELS FOK PANAMA CANAL. When a ship in passing a lock or a bridge is not made to do so with sufficient speed, in the judgment of the canal officer, he is qualified to take the necessary steps. Art. 20. On ships passing a lock all sails should be lowered and fastened; on those passing a bridge all sails should be clewed. The hauling, the winding in and out, and the mooring of ships may only be performed by means of the contrivances placed there for that purpose. In passing the locks or bridges the ships are not allowed more speed than is needed to steer them. No ropes or chains are allowed to be dragged along when passing the locks and bridges, crossing telegraph cables and ferries, and passing working dredging machines. It is, saving the stipulations in the second clause, forbidden to stick hooks or poles into the works, or to fasten to them any vessel or timber float without leave of the lockmaster or bridgeman. Art. 21. In case the passage through a lock or a bridge is inexpedient on account of stormy weather or on account of the water being let through the locks, drawn off from the canal, or let into it, the lockman or bridgeman may refuse it. It is forbidden to pass a lock or a movable bridge that must be opened for the passing of ships during the absence of the concerned canal officer or in opposition to his orders. Art. 22. Every time two ships consecutively have passed a bridge, the bridge, if neces- sary, shall be closed in behalf of the foot and vehicular traffic. Several ships tugged by the same steamer may pass together. In passing a bridge ships going downstream have the preference above those going upstream. When there is no stream, vessels going before the wind have the preference above those that are tugged or towed by horses. Art. 23. Should any ship in a canal or a harbor become icebound, the captain is bound to cause a space of at least half a meter in width to be made in the ice around the ship and have this kept open. The navigation on a canal, when the waters are frozen up, may be prohibited by our commissary. Art. 24. Frosty weather setting in or contrary winds blowing steadily, any ship lying in the outer harbor shall, on the intimation of the harbor master, either be hauled out to the roadstead or passed through the lock into the inner port. In this case, and also when, the water being frozen over in the canal, vessels are let through the locks into the inner basin, any vessel in the canal shall, if necessary, tow farther up accord- ing to the directions of the canal officers. Art. 25. In transporting, taking in, and discharging easily inflammable or explosive goods or quicklime, captains, besides being subject to the laws and prescriptions on this head, shall observe the special precautionary 7 measures prescribed to him by the waterstaat officers and canal officers. Art. 26. If a ship has lost any object which, floating or sunk, might be dangerous or obstructive to the navigation, the captain is bound immediately to give notice thereof to the waterstaat officer or to the canal officers to whose district the fairway belongs. The place where such a sunken object is lying shall immediately be marked by the captain by means of a buoy. The captains shall take care that no lighters, floats, or beams used by their vessels shall be found loose or unmoored. . Art. 27. In case any ship runs aground and her cargo has to be discharged in order to get her afloat, in the opinion of the waterstaat officers or canal officers, her captain shall do the same without delay. Art. 28. The captain of any ship that has sunk or run aground shall immediately inform the nearest canal officer of the accident. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 561 Art. 29. As long as the authorities have not proceeded with the removal of the ship, in virtue of the law of July 23, 1885 (Gazette, No. 151), the parties concerned may have the sunken ship raised or float the ship run aground. Art. 30. On passing deep-laden vessels, dredging machines, vessels that are taking in or discharging, timberfloats, orother floating contrivances, for which the swell might he dangerous, notice of which is given by displaying a red flag by day and two bright-burning red lights at night, perpendicularly hoisted one above the other with a space between them of no less than 0.5 meter and no more than 1 meter, steamers shall slacken their speed to such a rate as is necessary to prevent a dangerous swell. They shall do the same in those parts of rivers or canals where by order of the qualified waterstaat officers or the boards of inspection of the dikes (dijkbesturen), the above-mentioned signals indicate that any danger or damage might be caused by the swell. Art. 31. Steamships carrying high-pressure engines must let out their exhausted steam by an escape pipe outside the funnel, unless the funnel be covered with a partition of wire netting of- meshes not exceeding 5 millimeters in width. Such partition must be found in all steamers whose boilers are heated by means of coke, peat, or wood. Art. 32. Timber floats must be fastened and joined at both ends in such a way that they can not obstruct the navigation nor cause damage to other ships and timber floats or the works. The beams are not to be fastened crosswise, but in such a way that they may easily be counted. The laths for fastening the beams may not project beyond the float. Any timber float shall be provided with a white board placed along the ship, on both sides of which board the name and residence of the captain or the owner are to be read, painted in black letters of no less than 30 centimeters' height and 5 centimeters'' width. Art. 33. No ship shall discharge her cargo of timber into the water in order to convert the same into floats unless the officer whom it concerns has given leave thereto. In no case is it allowed to discharge more beams at a time from any ship than can be formed immediately into one or more floats, a sufficient number of hands being on the spot. These stipulations also apply when beams to be formed into floats are launched from the shore into the water. Art. 34. Captains with their timber floats shall not leave their berths earlier than one hour before sunrise. They are not allowed to continue their voyage later than one hour after sunset, unless peculiar circumstances may prevent them from reaching the landing place before that time. In the case of fog, snowdrift, storm, drift ice. and the ice breaking up, timber floats are not allowed to be transported. If they are overtaken by them on their way they must be brought to anchor or moored at the first available landing place. No timber float may stay in a harbor without the harbor master's leave thereto. Art. 35. Timber floats are only allowed to pass locks and bridges after the ships present, unless they, fastened to a ship, can be let through together with the ship. Art. 36. No timber float shall approach a preceding float within a distance of 500 meters. Art. 37. The articles 7, 9, 10, 12, 14-17, 19, 22-26, 28, and 29 of these regulations apply to timber floats as well as to vessels. Art. 38. Saving the stipulations laid down in the special regulations, anyone is permitted to tow with horses. Art. 39. The drivers must, as far as possible, be careful to keep the lines tight while towing across any ship or timber float and to slip the same in due time when not crossing above it. They are bound to slip the line at the fixed signs, to slacken their speed on approaching any lock or bridge, and in everything to comply with the injunctions of the waterstaat officers or canal officers. They shall warn the captain of everything calculated to obstruct the navigation. The captains of vessels moored at a towpath shall, as far as possible, lower their masts and assist the passing ships and timber floats in carrying over their towlines. 562 MEASUREMENT OF VESSELS FOB PANAMA CANAL. Art. 40. Any driver, punished for the infringement of any of the stipulations of these regulations, or being found drunk, may be refused the right of towing by the waterstaat officers or the canal officers. Art. 41. Any captain of a ship being towed is bound to comply with the orders of the captain of the steam tug in respect to the towing of his ship. In case of his refusing or neglecting to veer or haul in the ropes, the captain of the steam tug has the right to drop the ropes. Art. 42. The towropes of ships being towed are to be dropped by their captains only by turns, and in such a way that the hindmost ship drops first and the foremost ship last. In each case the captain of the steam tug shall give the sign for dropping the ropes by striking the bell. Art. 43. Anyone doing duty as a pilot on board a ship navigating a river, a canal, or in a harbor shall, with respect to the police ordinances for the said waters, comply with the direc- tions of the waterstaat officers or the canal officers. Art. 44. Anyone doing duty as a pilot on board a ship is bound to have with him a printed copy of these regulations, of the special regulations for the water on which he is navigating, and of the "Regulations for preventing collisions." Art. 45. Any person doing duty as a pilot, being found drunk, may be removed from office by the waterstaat officers or the canal officers. Art. 46. In the case of any ship having caused damage to any of the works, or any infringement having been made of these regulations or of the special regulations for the water on which she is navigating, the pilot shall as speedily as possible give notice thereof to the harbor master or the nearest waterstaat officer or canal officer. Art. 47. Except with the permission of the waterstaat officer, no captains, unless in case of necessity, shall cast anchor or moor or lie at anchor or moorage (1) in places where navi- gation would be obstructed; (2) during salmon fishing in any part of the river at 190 meters above the place where the drag nets of the salmon fishery are attached by means of a fixed winch, and 100 meters below the lowest point for drawing in such nets. The prohibition mentioned under (2) is only of effect in the parts of the river and during the period in which salmon fishing is actually carried on. Art. 48. The captains of ships and timber floats, staying in a canal or a harbor shall be bound to haul them out to the berths, assigned to them by the waterstaat officers or canal officers, which berths, if necessary, may be shifted according to their directions. Art. 49. No ships are allowed to lie nearer to the locks or the bridges than the signposts for stopping indicate, unless with leave of a waterstaat officer or a canal officer. Art. 50. Except in case of accident and the cases in which it is prescribed, no bells may be tolled on board any ship or timber float during the night. Art. 51. Any captain on board of whose ship a fire bursts out, shall immediately cause the bell to be tolled, or a similar sound to be made, and the ship to be hauled out of the neighbor- hood of other ships. Art. 52. On board any ship or timber float in a canal or a harbor no easily flaming or, when inflamed, foul burning articles may be melted, cooked, or warmed without leave of a waterstaat officer or a canal officer. It is also forbidden, unless it be prescribed or allowed by the competent authority for a special purpose, to fire off cannon, guns, or pistols, explode gunpowder, or let off fireworks on board any ship or timber float. Art. 53. Captains wisbing to leave a harbor with their ships shall give notice thereof to the harbor master, who, if necessary, shall decide the order in which the ships and timber floats are to haul out. Art. 54. It is forbidden without leave of the minister (1) to settle with a ship or timber float in any river, canal, or harbor for the purpose of carrying on a trade, keeping inns or lodging places or fixed domicile; (2) to break up ships in any canal or harbor. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 563 The engineer, charged with the execution of a work, may allow a lodging place to be kept aboard a vessel for the accommodation of &uch persons as are employed at the said work. Title III. — Special provisions relative to the use of rivers. Art. 55. It is forbidden to navigate any part of a river with a ship of more draft than the lowest depth of the channel of the river allows, as indicated at low water. Captains of ships navigating parts of rivers marked out for navigation by buoys, beacons, and other signs — namely, parts whose little depth or breadth or even temporary shallowing may call for special care in the navigation thereof — shall comply with the directions and orders of the waterstaat officers and canal officers with respect to the navigation in these parts. Captains shall observe the orders of the authorities, waterstaat officers, or the canal officers made known by public announcement or by fixed warnings on posts, where (a) in the parts of the river referred to in the second clause of the article, navigation at night is forbidden; (b) in the parts of the river where, after obtaining the permission of the proper civil authorities, military practice is taking place, and navigation is temporarily determined or forbidden. Such a prohibition will in due time be publicly announced to all concerned in the navigation of ships and timber floats. It is forbidden to act contrary to such a prohibition. Art. 56. "When a steamer, going up stream without towing any ship, has approached the last of a convoy of ships towed below a narrow passage within a distance of 120 meters, this convoy may not enter the narrow passage until they have been passed by the former steamer. Art. 56bis. On every ship there shall always be a capable steersman of at least 17 years of age at the wheel during navigation. To ships without motor power of less than 150 tons tonnage this provision does not apply. Art. 57. Timber floats must have at least a crew of two hands for each 75 cubic meters of hardwood and two hands for each 150 cubic meters of softwood. As hardwoods are considered, among others, oak, beech, elm, ash, cherry, pear, apple, and dogwood; as soft woods, among others, poplar, alder, fir, pine, and larch wood, and other resinous woods. Art. 58. For timber floats towed by steamers, half the number of the obligatory crew named in article 57 is sufficient, provided the timber float at the foreside be furnished with a suitable arrangement for steering and the steam tug have the following power: (1) With timber floats, of which the obligatory crew number no more than 50 hands, at least 25 actual horse- power; (2) with timber floats, of which the obligatory crew number more than 50 hands till SO included, at least 35 actual horsepower; (3) with timber floats, of which the obligator} 7 crew number more than 80 hands, at least 45 actual horsepower. Art. 59. No timber float is allowed to have a crew of less than three hands, the captain of the float included. 564 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Art. 60. Floats, of which the obligatory crew number more than four hands, must be provided with the following implements: For floats of which the obligatory crew number — 5 to 9 men . 10 to 13 men . 14 to 25 men . 26 to 35 men. 36 to 40 men . 41 to 45 men . 46 to 50 men . 51 to 60 men . 61 to 70 men. 71 to 80 men . SI to 90 men . 91 to 100 men. 101 to 110 men. Ill to 120 men. 121 to 130 men. 131 to 140 men. 141 to 150 men . 151 to 160 men. 161 to 170 men. 171 to ISO men. 1S1 to 190 men. Large anchor boats. Small anchor boats. Large cables. Small cables. Anchors. Chains. OBSERVATIONS. 1. Large anchor boats are those that can carry a freight of more than 1,750 kilograms; small anchor boats, those that can carry a freight of 1.750 kilograms or less. 2. Timber floats of which the obligatory crew number no more than seven hands, may have, instead of the small anchor boat, a little boat, so called " Dreibord," of S meters length and of from 1 to 1 .4 meters breadth at the upper side. The boat of the warner (waarschuwer) is not included in the above-mentioned number of boats. Art. 61. The passage openings of the floating bridges shall be indicated according to the following stipulations: (1) As soon as the separate parts of the bridge have swung out and a passage can be made, each of both sides of the opening must be indicated during the day by a red-white flag, during the night by two red lanterns, placed above each other. The lanterns may throw their light only toward that side where the ship is that is first allowed to pass. (2) If a bridge on account of some obstacle, storm, damage, etc.. temporarily can not be opened, this circumstance is to be made known to the ships wanting to pass, during the day by a blue-white flag, during the night by two green lanterns, placed above each other. (3) The following warning signals must be given to inform approaching vessels at a greater distance that they can pass the bridge: (a) As a sign that the bridge may be passed down stream, during the day a red flag, during the night a red lantern ; (b) as a sign that the bridge may be passed up stream, during the day a white flag, during the night two red lanterns. (4) The lanterns must burn sufficiently bright, and the flags, in order that they might stream the better, be only so large that they are easily to be distinguished at the required dis- tance. The breadth of the flags must be at least equal to their height, but may exceed the latter only by one-half of it. The flags must be hung to slanting or horizontal staffs or ropes, or partly stretched upon a frame. Two-colored flags must be divided horizontally ; the lower part must be white, the upper part red, or when using blue-white flags, blue. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 565 If through fog or other causes, the above-mentioned signals can not be clearly distinguished or aie not visible, ships may not pass before having obtained leave from the bridgemaster in another way. Art. 62. Fishing tackle shall not be fastened or remain fastened to or in the bottom or to the bank with anchor or any other articles: (1) in the fairway, except with the permission of the minister; (2) outside the fairway, unless its site during the day is indicated by clearly visible buoys; during the night by a bright white light, and placed perpendicularly above it, at a dis- tance of at least 0.50 meters and at the most 1 meter, a red light, both of which must be clearly visible from all sides. This prohibition does not apply to fixed fishing tackle (ankerkuilen) fastened to a boat. In the use thereof the boat must be so placed however that together with its fishing tackle it does not interfere with the navigation. Title IV. — Special jwovisions for the use of canals and harbors. Art. 63. The special regulations fix for each canaJ the maximum of the allowed dimensions of the ships. In the case of temporary shallows or low water the waterstaat officers or the canal officers may limit the draft allowed by the special regulations. No ship of larger dimensions than those allowed by the first and second clause of this article is permitted to navigate a canal, except by a written permit of the chief engineer. Art. 63bis. On every ship of more than 10 and not exceeding 150 tons tonnage there shall always during navigation be one person of at least 17 years old on deck, while on every ship of 1 50 and more tons tonnage there shall always during navigation be a competent steersman, of at least 17 years of age, at the wheel. This provision does not apply to ships propelled by a pole from the shore. Deviation from the provision of the first clause is allowed in regard to open boats (bakken) , lighters (zolderschuiten), or similar vessels not exceeding 75 tons tonnage, which are attached in such a way that they form one whole, provided only the written permit of the harbor master has been given and with due observance of his stipulations. In the issue of such written permit and the stipulations therein laid down, there shall be no deviation from what the special regulations for any canal may eventually prescribe in devia- tion from article 7 of these regulations. Art. 64. Except in outer ports, opening on rivers, floods, roads, sea harbors, or other fair- ways, where anchoring is allowed, no anchors may hang overboard, unless leave is granted to the captain by the lockmaster or the harbormaster. • On the cleats along the wales or the fore ends of the leeboards no protruding iron spikes or points may be fixed. Art. 65. In passing a canal no square or studding sails may be set. On square-rigged ships, whether navigating or moored in a canal or a harbor, the captains must cause the yards as far as possible to be braced on larboard along the ship. On ships going out, the yards must be topped on larboard; on ships going in on starboard. The jibboom and the flying jibboom must be hauled in or taken in if necessary. Art. 66. It is forbidden, wherever canal banks serve as a high road, to have the main boom, bowsprit, or other rigging projecting over the canal boards, and either to lower the sails or make them fall over at that side of the canal. Art. 67. The special regulations fix the maximum of speed at which steamers are allowed to proceed. In behalf of the navigation or the works the waterstaat officers or canal officers may limit, the rate of this speed for a time. Without a written permit of the chief engineer no ship shall proceed at a greater rate of speed than allowed in the first and second clause of this article. 566 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Akt. 68. Steamers are not allowed to proceed at a rate exceeding 75 meters in a minute: (1) When navigating between the fixed post or signs near the locks, bridges, and ferryboats; (2) on passing steamers navigating in a contrary direction. In case of need the canal officers are qualified to order the captains to slacken even the speed designated above. Art. 69. The special regulations will specify for each canal the dimensions allowed to timber floats and the rate of speed at which they may be towed. It is forbidden to navigate the canal with timber floats of larger dimensions, or to tow timber floats at a greater rate of speed than the preceding clause allows, unless with a written permit of the chief engineer. Art. 70. On the completion of a timber float it must immediately leave the canal, or, if the place of its destination is situated on the canal, be towed to that place, where within 48 hours it must be taken to pieces and cleared out of tbe canal. Except in the case of the insurmountable, timber floats are allowed to stay only at such places as are indicated by the special regulations, and those assigned to them by the canal officers. Art. 71. A timber float of no more than 25 beams may be fastened to a ship, provided one man is on it to steer it. Any other timber float shall be towed separately. When not fastened to a ship any timber float of 25 meters long and less shall have at least two able-bodied men on it for the purpose of steering it. For each 20 meters more of length, or part thereof, one man more shall be present for the purpose of steering it. Timber floats fastened to one another are considered to be one float. Art. 72. The masts or towing poles on timber floats may not be higher than 4 meters above the water. Art. 73. It is forbidden to put more than two horses abreast to the towlines. Art. 74. The largest number of ships to be towed by a steam tug is fixed by special regu- lations. It is forbidden to tug a larger number of ships than is stipulated in virtue of the first clause of this article. Art. 75. No ships being towed in a canal are allowed to carry any sail. During their navi- gation all their sails must be lowered or taken in. Art. 76. Ships and timber floats staying at any place must be moored, if possible, to the mooring poles, or posts placed for that purpose. On any ship approaching, if needed, all chains and ropes must be slipped in time and to such an extent that the passage be free. Art. 77. In no canal or harbor may anchors be brought out from any ship unless in the case of heavy currents, when the water is being let through the locks, and in necessary cases. The captains of nonseagoing ships, however, if no mooring poles or posts are found, may use kedge anchors wholly stuck in the ground and near the canal board. Art. 78. Ships shall take in or discharge cargo only at the spots designed for that purpose or assigned by the canal officers. It is forbidden to deposit or discharge any object on the banks of the canal without leave of a waterstaat officer or a canal officer. Art. 79. In loading or discharging any ship no obstruction of the roads or berms may take place. The captains of ships lying close to each other are obliged, for their common convenience, to allow the necessary space, for the use of lighters and for hauling out. Art. 80. The captain of a ship lying at a landing place must allow another ship to he along- side Ms ship and to communicate across her with the shore, provided this be not for the purpose of taking in or discharging cargo. Art. 81. Any ship having completed or discharged her cargo shall immediately make room for any other ship wanting to take in or discharge her cargo at the same place. MEASUREMENT OF VESSELS FOB PANAMA CANAL. 567 In case of want of room, several ships arriving at the same time, those coming to take in their cargoes have the preference over those coming to discharge. Art. 82. The chief engineer, and in case of need the engineer, is qualified to raise or to lower the level of the canal. Title V. — Provisions for the conservation of the canals and whatever belongs thereto. Art. 83. Except in cases of acquired rights, it is forbidden, without leave of the minister (1) to draw off water from any canal or water course belonging to it; and (2) to effect any works in, on, under, or across a canal, its harbors, bermditchcs, berms, dikes, towpaths, roads, or other grounds belonging to the canal. In deviation herefrom our commissary, however, may sanction the alteration or removal of any stairs, steps, footpath, horse path, railings, or outlet along the canal dike or road, the necessary works in the bermditch included. Art. 84. It is forbidden (1) to obstruct or prevent the use of the works; (2) to throw or drop into a canal or on the grounds belonging to it solid matter unless with a written permit of the chief engineer; (3) to walk or drive across any bridge before it is duly closed and fastened, or to cross the lock doors before they are quite closed; (4) to drive over a bridge otherwise than at a walking pace; (5) to open the barrier before a bridge without leave of the bridgeman; (6) to carry across a bridge a load of which the weight, in the opinion of the bridgeman, might damage the bridge; (7) to enter the ferryboats or take anything into them contrary to the prohibition of the ferryman; (8) to enter any work to which the access is prohibited in a way conspicuous to every one; (9) unless at the positive request of the canal officers, to tUt, turn, open, or close a bridge; to open or shut lock doors, to draw or shut bolts, to raise the flood gates; or perform other duties of the canal officers; (10) to deposit on any of the places of embarkation or discharge any goods not destined to be shipped or discharged, or to let goods lie beyond the time fixed by the canal officers for embarking or lemoving the same. Art. 85. Except in cases of contract rights, it is forbidden, without leave of the minister, to drive or ride on any grounds not pubhc roads belonging to a canal. This prohibition does not apply to the vehicles of the waterstaat officers or canal officers and to tow horses, as far as relates to towpaths. Art. 86. Unless permission has been granted by contract provisions, it is forbidden, without leave of our commissary, to graze horses or cattle on any of the canal grounds. Unattended cattle found on any of the canal gi ounds may be removed by the canal officers. Title VI. — Provisions respecting dispersed Government works. Art. 87. Respecting the passage and further use of the works mentioned in article 1, third clause, under (6), (c), (d), (e), and(/), the provisions mentioned under Titles II, III, and IV of these regulations respecting the use of locks, bridges, and further works shall apply. To the works named in the first clause, and also to the harbors mentioned in article 1, third clause under (a) the provisions mentioned under Title V, in regard to the maintenance of the locks, bridges, and other works belonging to the canals shall apply. Title VII. — Provisions relating to the enforcement of these regulations and the special regulations and penalties. Art. 88. The enforcement of these general regulations and the special regulations is intrusted to the governmental and local police, the waterstaat officers, the officers of the pilotage, of the revenue cruisers (ambulante recherche te water) the superintendence of fisheries, and the canal officers. The officers and officials designated in the first clause are qualified to the actions detailed in article 6 of the law of February 28, 1891 (Gazette No. 69). The reports drawn up by them are forwarded to the legal officer charged with prosecution thereof at the district court (kantongerecht), and copies are sent to the chief engineer. 568 MEASUKEMENT OF VESSELS FOB PANAMA CANAL. Art. 89. The waterstaat officers and the harbor masters are qualified to the actions detailed in article 3 of the law of February 28, 1891 (Gazette No. 69). Art. 90. The captains are bound to comply with all injunctions given them by the water- staat officers and the canal officers in behalf of the navigation or of the works. They may appeal from the injunctions of the officers named in the first clause to our com- missary, immediate submission, however, to those injunctions being obligatory. Art. 91. Of all damage caused to the works referred to in these regulations and the special regulations, a report is to be drawn up by the waterstaat officer or the canal officer who discovers or is informed thereof. This report shall state the condition of the damaged part before the accident; the circum- stances attending it; the probable costs of repairing the damage; the person held responsible for the payment, and the sum he is bound to refund. In fixing this sum the state of the works before the damage caused shall be taken into account. This report shall be forwarded to the chief engineer by intermediary of the engineer, and, if possible, a copy of it shall be served on the captain concerned. In pursuance of article 4 of the law of February, 1891 (Gazette No. 69), appeal may be made to the chief engineer. Art. 92. Infringements of these general regulations, insofar as they are not provided against by the law, are punished as follows: (a) By imprisonment for a period not exceeding 60 days or a fine not exceeding 300 guilders, in case of the infringement of articles 10, first clause, 12, 13, 55 second and third clause, 67 third clause, and 68 first clause, if the infringement is made with respect to a river, canal, or harbor, destined to be navigated by sea ships. (b) By imprisonment for a period not exceeding 30 days or a fine not exceeding 150 guilders in case of (1) the infringement of the stipulations named under (a), if it is made with respect to any water not destined to be navigated by sea ships; (2) the infringement of articles 15 second clause, 25, 27, 48, 51, and 83 (1). (c) By a fine not exceeding 100 guilders, in case of the infringement of articles 7, 8, 10 second clause, 14 second clause, 15 third clause, 19 first clause, 21 second clause, 24, 30, 34 second clause, 42, 43, 47 (1) and (2), 54, 55 first clause, 56, 56 bis. 61, 62, 63 third clause, 63 bis., 69 second clause, 77, 83 (2), 84 (1), and 90 first clause. (d) By a fine not exceeding 75 guilders, in case of the infringement of articles 28, 31, 32, 34 first clause, 46, 49, 57, 58, 59, 60, 66, 70, 71, 81, and 84 (5). (e) By a fine of not exceeding 50 guilders, in case of the infringement of articles 4, 5, 6, 9, 15 first clause, 19 second clause, 20,26, 39 second and fourth clause, 52 first clause, 64, 65, 76,79, 80, and 84 (2) and (9). (/) By a fine not exceeding 25 guilders, in case of the infringement of article 3 second clause, 11 first clause, 23 first clause, 33, 34 third clause, 36, 39 first and third clause, 44, 50, 52 second clause, 53, 72, 73, 75, 78, 84 (3), (4), (6), (7), (8), and (10), 85 and 86. Infringements of articles 7. 9, 10, 12, 13, 14 second clause, 15, 19 first and second clause, 20, 21 second clause, 23 first clause, 24, 25, and 26 by timber floats are punished with the penalties fixed hercabove for the infringement of those stipulations. The infringement of the prohibition, issued in virtue of article 23 secona clause, is punished by a fine not exceeding 75 guilders. Final Stipulations. Art. 93. The mmister is qualified to allow or to order a deviation from the stipulations of the articles 4, 5, 6, 8, 18, 31, 32 third clause, 47, 58, 59, 61, 73, 75, 79, and 84 of these regula- tions. Art. 94. To ships already navigating at the time these regulations enter into operation, a term of two years is granted for complying with the prescription of article 4 first clause. APPENDIX XXV. SPECIAL REGULATIONS RELATING TO THE NORTH SEA (AMSTERDAM) CANAL, 61861°— 13 37 569 Appendix XXV. SPECIAL REGULATIONS RELATING TO THE NORTH SEA (AMSTERDAM) CANAL. Special police regulations relating to the North Sea. Canal {Noord-Zeelianaal), determined by Royal order of July 21, 1908 {Official Gazette No. 233) and of the 25th of November, 1909, {Official Gazette, No. 373). Article 1. These regulations apply to: (a) The outer port on the North Sea. [See map of North Sea Canal. 1 ] (6) The outer canal with the outer canals leading to the North Sea Locks. (c) The North Sea Locks, viz, the new or large lock and the old North Sea Locks, consisting of the middle lock, the small lock, and the discharging sluice. {d) The inner canal leading to the North Sea Locks and the main canal to the boundary of the waterway under the control of the community of Amsterdam, which boundary is indicated by two posts on the southern bank. (e) The side canals — to Beverwijk (side canal A), to a distance of S90 meters from the center of the main canal; to Spaarndam (side canals B and C); to Nauerna (side canal D); to Westzaan (side canal E); to Halfweg (side canal F); to Zaandam (side canal G); to a distance of 1,000 meters measured from the axis of the main canal; to the Molen sluice (Barndegat) (side canal H); to Oostzaan (side canal I); to Nieuwendam (side canal K). (/) A strip of water in the shut-off IJ, 100 meters wide, adjoining the grounds between the mouth of the side canal to Nieuwendam (side canal K) and the Oranje Locks, with the fairway within those locks to a distance of 500 meters measured along the axis of the canal. {g) A strip of the water in the shut-off IJ, 100 meters wide, west of the boundary dike to Schellingwoude, from the mouth of the Merwede Canal to the Oranje Locks. (h) the Oranje Locks. (i) The fairway hi the open IJ outside the Oranje Locks, viz, a strip of water to the length of 4,300 meters and of a breadth of 315 meters, measured from the edge of the bordering dam, together with that dam. The parts to which these regulations apply are indicated on the subjoined map by a blue color. Aet. 2. These regulations shall be printed and be generally obtainable. An English, a German, and a French translation shall also be printed and be generally obtainable. Art. 3. The minimum depth in the outer port, the outer canal, and the outer canal leading to the large locks at Ijmuiden shall, in accordance with the tide, be indicated by signals at the mouth of the outer canal. In accordance with the tide, the depth in decimeters shall be signaled in ciphers at the large locks at which ships may be able to pass through, provided the signals permit of entrance. Skippers of vessels of a draft exceeding 80 decimeters, on their approach to the locks shall assure themselves of the exact draft of their vessel, and shall not be allowed to pass the lock should that draft exceed that indicated by the depth signal at the lock, even though the signals for entrance to the sluice permit entrance thereto. i Plate 10, Report on Panama Canal Traffic and Tolls. 571 572 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Only such vessels shall be admitted to the canal as, wherever measured, have no greater draft in regard to the main canal than 9.20 meters, the height of the water in the canal being 0.50 meters or thereabouts, N. A. P. (Amsterdam gauge), and proportionately more or less as the height of the water in the canal is higher or lower than the height mentioned. In regard to the side canal to Zaandam (side canal G), 8 meters, the height of water in the canal being 0.50 meters or thereabouts, N. A. P., and proportionately more or less as the height of the water in the canal is higher or lower than the height mentioned; in regard to the inner canal leading to the North Sea gates, 7.10 meters, the height of the water in the canal being 0.56 meters or thereabouts, N. A. P., and proportionately more or less as the height of the water in the canal is higher or lower than the height mentioned; in regard to the fairway east of Amsterdam and above theOranje Locks, 3.50 meters; in regard to the side canals to Spaarndam, to Nauerna, and to Halfweg, to a distance -of 1,100 meters north of the lock, 3 meters at that point; in regard to the side canal to Nieuwendam, 2. SO meters; in regard to the side canal to Westzaan, 2.20 meters, with the exception of the mooring place for sea vessels in tins channel, where, according to the actual depth of water, sea vessels are admitted with a draft of from 5.50 meters at the beginning to a depth of 3 meters at the end; in the side canal to Oostzaan, 2 meters; in the side canal to Beverwijk, 2 meters; in the side canal to the Molen sluis (mill sluice) part of the side canal to Halfweg, 1.30 meters. The drafts given in regard to the main canal apply in respect to the height of water to the west of Amsterdam, as read on the gauges at the North Sea locks; to the east of Amsterdam hi respect to the height of water, as read on the gauges there or at the Oranje Lock. As an indication of the draft of vessels entering the canal at Ijmuiden, their draft in the outer port or the outer canal shall be taken, increased by 1 decimeter. The draft given in regard to the side canals shall all apply at a height of water of 0.50 meter or thereabouts, N. A. P., and higher, as read on the gauges at Amsterdam or at the Oranje Locks. The maximum breadth of the vessels shall be: For the North Sea Locks at Ijmuiden, 24 meters; for the Oranje Locks, 17.75 meters; for the eastern side canal to Spaarndam (side canal C), on passing through the western passage of the revolving bridge across the mouth of the side canal, 11.75 meters; for the eastern passage of the revolving bridge across the mouth of the side canal C, 9.50 meters. The maximum length of the vessels shall be : For the North Sea Locks at Ijmuiden, 220 meters; for the Oranje Locks, 90 meters. The western side canal to Spaarndam (side canal B) may only be entered by vessels with their mast lowered, which are not more than 1.50 meters above the level of the water. Under special circumstances the harbor master is empowered to detain ships, should he deem it necessary in the interest of the navigation. Art. 4. Of the side canal to Halfweg (side canal F), the northern part thereof as far as 2,500 meters, south of the axis of the main canal is fitted up as a mooring place for fishing torpedoes. Whenever the side canal is being used as such, the navigation may temporarily be suspended and captains, desirous of using the side canal, will have to act according to the directions of the marine authorities on the spot, and if necessary remove their vessels at their orders. Art. 5. Ships coming from the sea ami sailing or moored in the outer port shall, whenever the harbor master may deem necessary, get his orders by means of signals according to the general international signal book, those signals to be hoisted on the semaphore post at the mouth of the outer canal. In deviation from article 13 of the general regulations, the there indicated signals, noti- fying that entrance to the harbor is blocked, shall not be hoisted in front of the outer harbor in the North Sea on one of the pierheads, but on the aforementioned semaphore post. As long as those signals are hoisted, no depth, current, or other signals shall be shown on the semaphore post. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 573 Art. 6. Captains, obliged or wishing to stay with their vessels in the outer canal or the outer canals leading to North Sea gates, must give notice thereof at the harbor master's office and subsequently proceed to their mooring place, which shall be assigned them by the harbor master or his substitute. Art. 7. Supplementary to article 77 of the general regulations, it is forbidden to anchor in the walled-in fairway of the outer port at Ijmuiden, and in the fairway in the open IJ, outside the Oranje locks, except with the permission of the lock keeper of the gates. It is also forbidden to anchor in the canal within 25 meters of the places near which there is a warning that there is a cable across the canal at that spot, as also within 50 meters of the ferry crossing. Art. S. Article 7 of the general regulations as far as the outer canal and the main canal are concerned, does not apply to ships towed abroad, measuring together no more than 10 meters, that are properly attached fore and aft, and in the judgment of the harbor master are suffi- ciently manned to remove, with a view to the state of the weather, all obstacles to navigation and all causes that might lead to collision and damage. Art. 9. Article 8, second clause, of the general regulations, is to read for this canal as follows : Vessels of 6 meters or greater draft shall, moreover, carry flag P of the international signal book at the foremast and at night three red lighls hoisted one below the other at a distance from each other of not less than 0.50 meters. Moored vessels shall lower these signals half way. In the case of vessels of less than 6 meters draft the carrying of these signals is forbidden. Sea vessels shall constantly carry at night the white stern light, mentioned in article 10 of the provisions for the prevention of collisions at sea, decreed by royal order of the 24th of April, 1S97 (Official Gazette Xo. 107). Art. 10. Article G5 of the general regulations does not apply to vessels in the outer port. All sailing vessels under sail shall, on the approach of a sea vessel under steam or in tow, leave the fairway clear, that is to say, give way or, if necessary, lower sail. Article 26, second clause, of the regulations for the prevention of collisions or drifting in public waters in the king- dom, does not apply to sea vessels under steam or the tugs having sea vessels in tow. Art. 11. Whenever, in the main canal, in the case of ice, a narrow channel has been made, it is forbidden to navigate outside this channel, except w r ith the special authorization of the harbor master or his substitute. Art. 12. All vessels on passing steam dredging vessels shall keep to the shore which, during the day, is indicated by a blue flag, at night by two green lights hoisted one above the other. Moreover, on approaching a steam dredging vessel a warning shall be given from the ship by the ship's bell, the steam whistle, or the foghorn, or even by shouting. Art. 13. Vessels shall not be allowed to drift or, generally, stop at or near the ferry crossing. On approaching the steam ferry at Velsen, captains shall, on reaching the distance signal poles at about 600 meters on either side thereof, give warning of their approach by a prolonged blast on the steam whistle or the foghorn, or by ringing the ship's bell. Art. 14. Sea vessels proceeding in the same direction may not pass each other. In addition to the case of sea vessels mutually, the passing of any vessels proceeding in the same direction is only allowed, w T hen the outlook ahead is clear, or approaching vessels are at such a distance that the overtaking vessel is certain that the passing of the overtaken vessel will be effected before the first approaching vessel is met. Art. 15. In deviation from the. provision of article 14 of the general regulations, three red lights at an equal height or the sluicing flag at half mast shall be hoisted in due time, if possible one hour prior to the commencement of the opening of the floodgates. On opening the flood- gates the fights shall be placed triangularly or the flag raised to the top. After having opened the flood gates of the North Sea Locks the sluicing flag shall be exhib- ited at the semaphore post at Ijmuiden, at the steam ferry at Velsen, and at the ferry east of the Hembi-ug. 574 MEASUREMENT OF VESSELS FOR PANAMA CANAL. Should more than one flood gate be opened, the signals prescribed for each gate opened shall be hoisted separately and at the semaphore post at Ijmuiden the floodgate signal shall be doubled. Vessels of a draft of more than 65 decimeters coming from sea may request that the outlet of water through the North Sea gates be tempered or stopped by hoisting flag N of the inter- national signal book during the day and by showing a red light at night ; in the case of a steam vessel to be hoisted above the top light. By entirely or almost entirely or partially lowering the sluicing signal at the semaphore post a reply shall be given as to whether the request is granted or not. After the hoisthig of the sluicing signals at the North Sea Locks it is forbidden, without the permission of the sluice master, to approach the opened locks nearer than the place marked by a board put up at a distance of 300 meters from the said locks. Whenever water is being let in through the Oranje Locks warning thereof shall be given by a white flag bearmg in black letters the word "inlaten" during the day and at night by three red lights placed in the shape of an equilateral triangle with the point downward. After the hoisting of the sluicing signal or the water iidet signal the lock or locks at which those signals are exhibited shall be carefully avoided, and if necessary the vessels shall promptly cast anchor. Art. 16. As soon as the outer water has reached a height of 1.50 meters or thereabouts, N. A. P., the large lock at Ijmuiden shall no longer be opened. The middle and little lock there, as well as the Oranje Locks, shall not be opened as long as the outer water has reached a height of 1.25 meters or thereabouts, N. A. P. The large lock and the small lock at Ijmuiden shall not be opened whenever more than 1.25 meters of water has to be kept back by the ebb gates. The middle lock at Ijmuiden and the Oranje Lock shall not be opened whenever more than 1 meter of water has to be kept back by the ebb gates. Art. 17. If on the North Sea Lock the red cylinder covered by a half ball, mentioned in article 15 of the general police regulations, is hoisted by day and by night the red light is dis- played, the captain shall stop his vessel at 100 meters distance from the lock. The inlet lock shall be indicated by the covered cylinder above mentioned by day and by night by a green light on either side. Whenever over the Oranje Locks the red signal board mentioned in article 15 of the gen- eral regulations is exhibited by day and the red light at night the captain must stop his vessel at a distance of 100 meters from the lock. The lock to be passed shall be indicated by a white board during the day on either side and at night by a green light on either side. Whenever a white flag with a white circular space in the middle is hoisted over the Oranje Locks the approaching vessel shall immediately cast anchor. At night instead of the flag two red lights shall be placed the one above the other. Whenever the said signals are shown at the North Sea Locks any approaching vessel shall not pass the board put up at a distance of 300 meters, but shall be safely moored, in doing which, except for a counter order from or in the name of the harbor master, the first arrival shall moor closest to the lock, and so on in succession. In foggy weather at the outermost lighthouse at Ijmuiden signals shall be given with a foghorn, and at the Oranje Locks a bell shall be sounded as guide for the vessels navigating in the neighborhood. Art. 18. The rule indicated in article 16 of the general regulations shall be given by the harbor master or the sluice master at the North Sea Locks. On approaching the North Sea locks, when no other signal is given, all vessels of 100 meters in length and upward and of a draft of 6 meters or more shall proceed toward the large lock and the rest toward the other North Sea locks. In case of deviation from this general ride notice hereof shall be given on the signal poles situated at the extremities of the land projection which separates the large locks from the North Sea locks. MEASUREMENT OE VESSELS FOB PANAMA CANAL. 575 During the clay this signal shall be given by a red signal arm on these poles placed hori- zontally and pointing toward the sluice that is to be passed. At night the signal shall be given by a flickering light on the signal pole, and that hi the following manner: If the light on the projection flickers red within or to the east of the sluices, all outgoing vessels shall proceed toward the large lock; if it flickers green, all outgoing vessels must go toward the old North Sea locks. If the light on the projection flickers green outside or to the west of the sluices, all incoming vessels must proceed toward the large lock; if it flickers red, all incoming vessels must go toward the old North Sea locks. In respect of night signals the rule shall be as follows, applying to vessels passing each other, namely, color to color. If no signals are given and therefore the general rule is to be followed, the signal arm hangs vertically and at night the white lights shall flicker. Art. 19. In passing the drawbridge across the mouth of the eastern side canal to Spaarn- dam (side channel C) all vessels and flat-bottom boats must pass the opening on the starboard side unless the bridgeman allows or orders them to make use of the other opening. The day signal, mentioned in article 15, second clause of the general regulations, shall be given at this bridge by means of a red ball. Art. 20. Article 17, first clause of the general regulations, shall read for this canal as follows : The passing shall be regulated by the acting sluice master, in which attention, as far as possible, shall be given to the order of arrival. Captains shall, on receipt of the order thereto from the officiating sluice master, leave the lock with their vessels immediately after passing through. If at Ijmuiden, in that case the clearing of the vessel, whether in or out, is not completed, the captain shall moor the vessel in or outside the sluice at the spot given him by the harbor master or the officiating sluice master until the clearing has been effected. Art. 21. In deviation from article 18 of the general regulations the order in which ships are to be let through the North Sea locks shall be fixed as follows : (1) Vessels carrying a pennant. (2) Government vessels and vessels serving for the conveyance of the waterstaat officials or canal servants on duty. (3) Steam vessels sailing in regular service for the ports on the Dutch, Belgium, or British coast, for French ports north of Brest, for the ports of Norway, Sweden, and Denmark, or for those on the Baltic or the Danish ports on the North Sea. (4) Steamers carrying Dutch mails or chiefly accommodated for passengers in regular service for ports out of Europe. (5) Vessels loaded with fresh fish. Vessels loaded with gunpowder, fireworks, guncotton, nitroglycerine, quicklime, or other explosives or easily inflammable goods shall be let through before all other vessels as far as possible and always separately. Steamers sailing in regular service for ports in Europe, not mentioned sub (3) and steamers not carrying Dutch mads and not accommodated chiefly for passengers, but sailing in regular service for ports out of Europe, may be granted the same rights, respectively, as the steamers mentioned subs (3) and (4) by a revocable order of the minister on a petition stating reasons for the request. The time-tables of vessels sailing in regular service must be made known to the harbor master by special notice of the manager of the service and to the public by advertising the time-tables in at least two Dutch newspapers. Deviations in the days of departure from Amsterdam or other places on the North Sea Canal or any of the side canals should at least one week in advance be made known to the harbor master and to the public in the same way. 576 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Whenever such notice has not been made or any deviation in the dates of departures takes place, the right of precedence in being let through the locks is forfeited. Art. 22. Captains shall see that on entering the locks the necessary mooring cables are ready; moreover, captains of sea vessels shall provide that the necessary staff of men be on the spot ashore to take hold of those cables and make them fast. Captains of sea vessels before leaving the lock shall give to the officiating sluice master a written statement, or see that such be done, of the length, breadth, draft, net tonnage, place of origin, and destination of the vessel, as well as the name and residence of the captain. In case of noncompliance with these orders the sluice master may refuse to allow the ship to pass. Akt. 23. Sea vessels may not moor to State wharfs and load and unload at such place except with the permission of the harbor master. In loading or discharging sand, ballast, grain, coal, and similar cargoes the skippers shall spread a sail or cloth from the shore to the ship's deck or from the one ship to the other. From one hour after sunset till one hour before sunrise no sand, ballast, or cargo shall be loaded or discharged without a written license of the harbor master, observing the directions of the said harbor master and under such superintendence as shall be ordered by him and kept up at the expense of the skippers. The removal of sand, mud, or other goods by means of mud boats, except with a written license from the harbor master, observing the directions of the said harbor master and under such superintendence as shall be ordered by him and kept up at the expense of the skipper, is prohibited. Loaded mud boats not provided with such a license shall not be let through the locks at Ijmuiden or the Oranje locks. In the discharging of mud on or across the quay care shall be taken that no slime or other solid matter be flung into the water in the canal or permitted to float back into the adjoining waters, failing which the discharging may be stopped by the harbor master ox the waterstaat official. The provisions of the two preceding clauses of this article do not apply to the execution of Government waterworks in o.r along the canal. Akt. 24. The second clause of article 23 of the general regulations is not enforced for this canal, the first clause being applied only to ships of 10 meters and more. Art. 25. Supplementary to article 10 of the general regulations the towing of vessels which are overladen or not properly laden and which, in the opinion of the harbor master or the water- staat official, threaten to be swamped or sink, is forbidden. The skipper of the vessel towing such vessel shall stop at the first call from the harbor master or the waterstaat official and convey the said vessel to the place indicated by him. Art. 26. Vessels loaded with gunpowder, fireworks, guncotton, nitroglycerine, quicklime, or other explosive or easily inflammable goods or similar goods are not allowed, except in press- ing need, as the harbor master shall decide, during the night to lie in or take up their berths except in the parts of the main canal between Buitenhuizen and the western side canal to Spaarndam (side canal B) or at such other places as the minister shall indicate. These vessels shall remain moored to the upper shore of said length of canal. Art. 27. Sea vessels loaded with gunpowder, other explosives, or inflammable goods, so long as they are in the waters mentioned in article 1, in deviation from article 48 of the pro- visions established by royal order of the 15th of October, 1885 (-Official Gazette No. 87), last revised by royal order of the 7th of March, 1907 (Official Gazette No. 60), shall carry flag B of the international signal book at the top by day and at night two red lights at a distance from each other of at least 1 meter equally high and at least 6 meters from the deck. These red lights, hoisted at least 3 meters above the deck, shall be shown at night on river vessels loaded with gunpowder, other explosives, or easily inflammable goods. MEASUREMENT OF VESSELS FOR PANAMA CANAL. 577 When the weather is foggy or hazy, no vessel carrying gunpowder, other explosives, or easily inflammable goods is allowed to proceed through the waters mentioned in article 1 unless her colors or lights may easily be distinguished at a distance of at least 500 meters. . Art. 28. On board of every sea vessel on the canal or in the harbors the skipper shall cause a regular watch to be kept on deck at night. Fishing vessels are exempted from the above. Art. 29. On board of every vessel according to the judgment of the harbormaster the necessary number of hands and contrivances must always be found, to prevent obstruction of navigation and the causing of damage to other ships. Art. 30. In case of a fire breaking out on board any vessel in any of the harbors or in the canals, the skippers of other vessels, not threatened by the fire shall, at the demand of the har- bormaster or other canal officials, immediately lend half the number of their crews present to assist in controlling the fire and to do everything that the harbormaster or other canal officials may judge requisite for the prevention of further accidents. Art. 31. The maximum of speed at which steam vessels are allowed to proceed is per minute: In the main canals: For steam vessels having a draft of 6 meters and more, 175 meters; if less than 6 meters and more than 4 meters, 200 meters; of 4 meters and less, 250 meters. In the side canals: For steam vessels having a draft exceeding 2 meters, 150 meters; not exceeding 2 meters, 200 meters; not exceeding 1.50 meters, 250 meters. Except in the cases mentioned in articles 30 and 6S of the general regulations the speed in passing ferries shall be reduced as much as is necessray to prevent damage from the wash or from suction. Art. 32. The greatest speed at which a vessel may be towed shall not exceed 150 meters a minute. From one hour after sunset to one hour before sunrise this speed hi any of the side canals shall not exceed 100 meters a minute. Art. 33. Not more than two sea vessels at a time shall be towed by the same steam tug. Fishing vessels, however, are excepted. The total tonnage of the vessels in tow may not exceed 2,000 cubic meters (700 registered tons). If the tonnage of a sea vessel exceeds 1,400 cubic meters (500 registered tons) it may not be towed together with another sea vessel by the same steam tug. The .number of nonseagoing vessels or fighters or of fishing vessels towed at a time may not exceed ten, in which a vessel of 150 cubic meters and more tonnage in the train shall be counted as two vessels. In the outer canal and the main canal the entire length of the train, measured from the stern of the tug to the stern of the last boat tugged, shall not exceed 150 meters. The chief engineer is empowered to lim\t the number of boats to be towed at a time. Art. 34. The maximum length of the raft shall be 100 meters, provided they be so con- structed that they can be divided into parts of no more than 50 meters in length. The maximum breadth allowed is 7.50 meters; maximum draft, 1 meter. The rate at which they are permitted to proceed is not to exceed 80 meters per minute. Art. 35. Any steam tug, towing a raft, on meeting an approaching sailing or sea steamer or sea vessels and convoys of more than three vessels in tow, is bound to stop, and, if necessary, to moor to the shore with the raft, until the vessel or the convoy shall have passed. The same shall be done whenever a similar vessel or convoy in tow overtakes the towed raft and wishes to pass it. Art. 36. At night the raft shall he at the side of the canal, where there is no towing path, or on the side where the least towing on the towing path takes place. Art. 37. Supplementary to the provision in article 76 of the general regulations, vessels or rafts lying-to shall in no case be moored to poles to which electric wires are attached. 578 MEASUREMENT OF VESSELS FOE PANAMA CANAL. Art. 38. The provisions laid down in these regulations and the general regulations for steamers, shall, as far as this canal is concerned, apply to motor vessels, inclusive of all vessels which are propelled by means of any mechanism in the vessel. Art. 39. Supplementary to article 91, second clause, oi the general regulations, it is pro- vided that the written report respecting damage done to the canal works shall be made known by sending a copy thereof to : (a) In the case ot damage to the works under the control of the Marine Department, to the director and commander of the marine service at Amsterdam. (b) For damage to the works under the control of the Department of War, to the interested nearest officer of the engineers. fc) For damage to the works under the control of the Finance Department, to the interested inspector of customs and excise. (d) For damage to the works of special boards or persons, to those boards or persons. Art. 40. The penalties for infringement of these special regulations, when not otherwise provided for by statute or by the general regulations, are as follows: (a) For a breach of articles 4, 6, 7, 10 second clause, 13, 26, 27, 30, and 33, first, third, fourth, fifth, and sixth clause, imprisonment for a period not exceeding 30 days or a fine not exceeding 150 guilders. (&) For a breach of articles 3 second clause, 11, 12, 14, 15 sixth and eighth clause, 17 first, second, third, and fourth clause, 28, 29, 31 last clause, 32, 35, 36, and 37, a fine not exceed- ing 100 guilders. (c) For a breach of article 9 last clause but one and last clause, 19 first clause, 20 second clause, 23 first, second, third, and fourth clause, and 25- a fine not exceeding 25 guilders. INDEX, Page. Accidents, regulations regarding, on the Suez Canal.. 511 Admeasurers: Interpretation of measurement rules by 119 Practice of, in the United States, not uniform regarding measurement of closed -in spaces. . . 49 Who may apply Panama certificate rules. . . . 213, 241 Administration of canals. (See Canals.) Admiralty ships, measurement of 279, 301 American: British, Suez and German net tonnage rules, comparison of 79-84 Certificate of admeasurement 59 Gross tonnage rules 58-59, 249-251 Measurement rules for the Panama Canal, ob- jections to adopting the 120-121 Net tonnage rules 78-79, 252-254 Registry, discrepancy in net tonnage Tinder 118 Rules regarding propelling-power space de- ductions 128 (See also United States.) American-Hawaiian Steamship Co.: Latest vessels of, equipped to burn oil 146 Vessels, structural features of 23 American Navy, application of Suez measurement rules to different types of warships in the 101 Amsterdam Canal. (See North Sea ( anal, i Animal traffic on the Manchester Canal, regulations concerning the 548 Areas, comparative analysis of rules for calculation of 362 Army and Navy transports: Panama tolls on • -5 "Passengers" on 232 Stores and cargo carried on 236 Austria-Hungary : Limits of deductions in 127. 128 Method for allowance for propelling power in . . 128 Awning-deck ship 20 Origin of the term 167 Beachey, Admiral, measurement rule formulated by 130 Bear case, decision in the 47, 48, 168 Belgian Government: Proposition submitted by, regarding uniform measurement rules 195 Rule for determination of propelling power space 128 Between-deck spaces, comparative analysis of measurement rules for 363 Bibliographical note and list of principal works consulted 215-221 Bismarck, Prince, instructions from, to German ambassador concerning International Tonnage Commission 192 Page. Block coefficient of vessels 37 Block displacement, not a basis for Panama Canal tolls 40-41 Board of Trade, British. (See British Board of Trade.) Boatswain's storeroom, comparative analysis of the . rules for 371 British Board of Trade instructions relating to the measurement of ships, 1913 281-309 Measurement of British vessels 283-306 Directions for completing form surveys 59 . . 302 Forms, etc 299 Gross tonnage 284-293 Measurement by Rule 1 284-292 Between decks 289 Excess of hatchways 289 Spaces on upper deck 289-291 Under tonnage deck 284-288 Worked example 291-292 Measurement by Rule II 292-293 Measurement of — Admiralty ships 301 Deck cargo spaces 301 Motor boats and vessels of special type. . 301 Sea fishing boats 303 Miscellaneous rules and tables 303-306 Register (net) tonnage 294-299 Allowance for propelling power 294-297 Deductions under section 79 297-299 Registry of alterations 301 Verification of draft of water marks 302 Measurement of foreign vessels 306-309 International tonnage 306 Issue of certificates of British tonnage. . . . 307 British Board of Trade instructions to surveyors con- cerning the measurement of vessels for the issue of Suez Canal certificates, 1913 419-425 General 421 Gross tonnage 421^23 Exempted spaces 422 Light and air casings over engines and boilers 423 Open spaces 42L422 Spaces above deck 421 Under-deck measurement 421 Net tonnage 423^25 Allowance for propelling power 42:3-424 Crew space deductions 424 Navigation space deductions 424 British, German, and French ship measurement rules, comparative analysis of 355-374 British Government: Embarassment of, regarding efforts for inter- national tonnage rules 189 Instructions to delegates of, to International Tonnage Commission 192 579 580 INDEX. British laws concerning - the measurement of page. vessels : . . 269-279 Allowance for engine-room space in steam- ships 272,273 Application of act to ships propelled by elec- tricity 276 Computation from areas 277 Deductions for ascertaining tonnage 274 Marking of ship 271 Measurement of — Allowance for engine room in steamships. 278, 279 Open ships 279 Ships not requiring registry with cargo on board, and ships which can not be meas- ured under Rule 1 278 Ships to be registered, and other ships of which the hold is clear 276 Ships with double bottoms for water ballast. 274 Space.in case of decks above the tonnage deck 277 Poop, deck house, forecastle, and any other closed-in space 278 Power to register Government ships under the Merchant Shipping Acts 275, 276 Provisions as to ships already registered 273,274 Restriction on deduction for space occupied by propelling power 273 Registry of alterations 271, 272 Rules for ascertaining register tonnage 272 Space occupied by deck cargo to be liable to dues 275 Survey and measurement of ship 271 Surveyors and regulations for measurement of ships 275 Tonnage — Classes 276 Measurement of Government ships 279 Of ships of foreign countries adopting ton- nage regulations 275 Once ascertained to be the tonnage of ship. 274 Transverse areas 276, 277 British measurement rules, objections to adopting the, for the Panama Canal 119-120 British Merchant Shipping Act of 1854: Embodies Moorsom system 45 Modifications in 50 Propelling-power deduction rules in acts pre- ceding : 129 British Merchant Shipping Acts, 1894-1907, provi- sions of the, relating to measurement of ves- sels 269-279 British net-tonnage rules 74-76 British old measurement formula 166 Abuse of engine-room construction under 166 British Royal Commission on Tonnage, report of the 475-492 Advantages of an international system 487 Arguments of shipowners in support of existing deductions for propelling power 483 Board of Trade should have power to modify de- tails of admeasurement 492 Carriage of passengers and cargo in deducted spaces to be prohibited 491 British Royal Commission on Tonnage — Continued. Page. Case of the Isabella 482 Considerations involved in inquiry 478 Contents of spaces not first included in gross ton- nage not to be deducted 491 Deduction for propelling space in steamers 481, 491 Gross tonnage as basis of taxation considered 489 How register tonnage should be arrived at 491 Increase of steam vessels between 1854 and 1880 480 Open spaces on decks considered 484 Present basis for tonnage measurement 478 Proposals and suggestions for change in the basis of tonnage system 485 Recommendations 490 Representations of harbor and dock authorities respecting propelling-power deduction 481 System on which tonnage is, at present, as- certained, affirmed by commission 489 Systems of tonnage discussed 488 Tonnage laws not intended to influence con- struction of ships 485 Water ballast 491 What gross tonnage should include 490 British rules: Allowances for determination of net tonnage under, discussion of 74-76 For gross tonnage, discussion of 50-51 Undesirability of adopting, for Panama 121 (See also British Board of Trade and British Laws.) British ships, treatment of, regarding tonnage cer- tificate, when sold to foreign owners 304 British, Suez, German, and American net-tonnage rules, comparison of, 79-84 British tonnage: Certificate of 303 Formula of facing 52 Rules, bibliography on history of 166 (See also British Board of Trade, England and United Kingdom.) British vessels, British Board of Trade instructions for measurement of 283-307 Builders' old measurement rules in Great Britain. . 102 Bulk-cargo vessel 29 Burmeister & Wain, statement of, regarding Diesel engines 153, 154 Bush-Sulzer Bros., statement by, regarding cargo space in Diesel engined ship 156 Canals : Administration, navigation, operating rules of, etc. (See below.) Amsterdam Canal, special regulations relating to the 569-578 Kaiser Wilhelm Canal, traffic regulations and code of signals of the 515-531 Louisville & Portland Canal, regulations pre- scribed by the Secretary of War for the use, administration, and navigation of the 499-502 Manchester Canal, regulations and by-laws and notices to mariners and pilots governing the use of the 533-554 Netherlands, general regulations governing the use of rivers and canals in the 555-568 INDEX. 581 Canals — Continued. Page. North Sea (Amsterdam) Canal, special regula- tions relating to the 5C9-578 St. Marys Falls Canal, law, rules, and regula- tions for the government of 493^497 Suez Maritime Canal, operating rules and navi- gation charges of the (January, 1913) 503-514 Captains, responsibility of, on the Suez Canal 500 Carels Freres Usines, statement by, regarding space of Diesel-engined ship 154, 150 Cargo, bulk, special ships for 24 Cargo spaces, effect of the internal-combustion en- gine upon 152-150 Cargo tonnage: Advantages and disadvantages of, as a basis for canal tolls 33-35 An undesirable basis 30 Calculation of, not practicable as a basis for Panama tolls 35 Displacement, and dead-weight tonnage 31-41 Explained 33 Certificate of measurement: American 59, 249 British 52, 300, 306, 308 German 57, 321, 431, 432 Officials who may issue Panama 241 Panama 241, facing 242 Suez facing 54 Certificates, tonnage, issued to vessels in France, England, and Germany, comparative analysis of the provisions of the 375-381 Chalkley, A. P., comparison by, between weight of Diesel and steam engines 155 Chamberlain, E. T., acknowledgment to 217 Chart, room, comparative analysis of rules for 370 Chartered ship 24 City of Dublin Steam Packet Co. v. Thompson 132 Clark, George (Ltd.), statement by, regarding cargo space of Diesel-engined ship 154, 150 Closed-in spaces: Defined by Customs Regulations of the United States 49, 180, 181 Difficult to define, under national rules 210 Measurement of (British) 289. 290 Variations in rules governing 40, 47 (See also Shelter decks and Superstructures.) Clyde Steam Navigation Co., case of, regarding the Bear 168 Coal bunkers, deductions for: Space occupied by, not always usable for cargo. 147 Suez rules regarding measurement of. . 76, 407, 410-411 Coaling stations, effect of increase of 151 Coastwise steamer, illustrations of, for Panama Canal service following 23 Coastwise trade of the United States, no tonnage taxes payable by 118 Coefficients of fineness: Comparison of vessels with reference to 103 Ratios of 37 Collision compartments, how measured on German vessels 353 Commissioners of Customs, antecedent of British Board of Trade 130, 131 Companion ways: Page. And companion houses, exemption of, under ■ Panama Canal rules 231 Comparative analysis of rules for 308 Comparison of: Gross tonnage rules of Great Britain, the Suez Canal Co., Germany, and the United States . . 00-69 Net tonnage rules 79-84 Constantinople: Principles of the, rules 395 Report of the International Tonnage Commis- sion at 383-390 Crew spaces: Comparative analysis of rules for 309 Deductions for, under — American rules '. 79 British rules 75 German rules 78 Panama rules 237 Suez rules 77 History of deductions for, in Suez measure- ments 402 Net tonnage basis of tolls, no restriction upon. . 113 No restriction upon, in Panama rules Ill Problems regarding, in Merchant Shipping Act of 1854 109 Cubic meters: Conversion of, into British registered tons in Ger- many 322, 341 Tonnage equivalents for 304 Danube. (See Danube rule and European Com- mission of the Danube.) Danube rule: Action of Board of Trade regarding, in 1866 132 Adopted by International Tonnage Commis- sion 139 Adopted by the United States in 1882 140 Application of — In Germany 77 In United States, Germany, Great Britain, and on the Suez Canal 80 Under American regulations 78 Applied by British Board of Trade in deduc- tions for propelling power 75 Brief history of 402 British origin of 136, 137 Comparison of, with the percentage rule 135 Deductions allowed by, liberal 10 Fairness of, regarding propelling-power deduc- tions 146 Followed in Panama and Suez rules 203 Less favorable than percentage rule to oil- burning vessel 147 Method followed in 9 Much preferable to present Board of Trade rule 140 No modification needed in, for vessels equipped with oil and gas engines 161 Optional use of, for certain vessels under Suez rules 76 Origin of 132 Recommended for Panama 142 Relatively fair as between ships 141 Slightly different in Panama rule 203 582 INDEX. Danube rule — Continued. Page. Somewhat flexible since 1904 76 Three provisionssupplementingthe, for Panama. 142 (See also 74, 136-138.) Danzig case, decision in the 170 Dead-weight: Capacity of vessels, increase in, by use of inter- nal-combustion engines 155 Cargo and displacement tonnage 31-41 Tonnage — Advantages and disadvantages of, as a basis for Panama Canal tolls 39 Designated 36 Discussion of 39-40 Decimal equivalents of inches 304 Deck cargo spaces: Not measured in Germany as in Great Britain. 56 Objection to British practice 120 Provisions of the British act of 1876 regarding. . 168 Treatment of, under Panama Canal rules. 212, 214, 232 Deck cargoes act of 1876, enactment of, in England . 171 Deck loads: Exempted under American rules 121 Panama rule for 232 , Treatment of, under British rules 76 Deck spaces, history of the measurement of, by the Suez Canal Co 397^01 Deck to the hull, defined 180, 181 Decks: Comparative analysis of the measurement rules for breaks in 363 Description of (British) 302 Designation of 15-21 Orlop • 23 Promenade, on passenger steamers 22 Shade, on passenger steamers 21. 22 Shelter 15. 21. 22 Turret 24 Well 20 (Sec also Ships, types of, and Tonnage deck.) Deductions: Allowed vessels not propelled by engines under Panama Canal rules 236-23S As discussed in report of International Tonnage Commission 387 Comparative analysis of the provisions applying the Suez rules for 442-444 For— Crew and navigation of ship under German rules 78 Navigation spaces, summary of laws for..j 80-S2 Net tonnage — By United States Navy for Suez Canal tonnage certificates 456-462 Comparative analysis of rules for. . . 369-374 Two classes of 73. 77 (See also Net tonnage rules.) Propelling power — History and criticism of rules for. . . . 125-142 In. Great Britain on and after Jan- uary 1.1914 80 In Panama Canal rules 238-240 Three methods of 9 (See also Machinery and Propelling power.) Deductions — Continued. page. History of, in Suez measurements 402 Limit to, under Panama rules 213 Xo space to be deducted unless included in gross tonnage under Panama Canal rules 241 Of above-deck spaces under United States act of 1895 179,180 Other than for propelling power under — American rules 79 British rules 75, 76 German rules 78 Panama rules 236-238 Suez rules 77 (See also Net tonnage rules.) Principle of, not consistently carried out, under Suez rules 174 To determine net tonnage, similarity of Panama and Suez rules regarding 202 To determine the net tonnage of vessels to which the British, Suez, American, and German measurement rules were applied, de- tails of the 86-94 Under Panama Canal rules 236-241 Deep-load line 36 De Lesseps, commission appointed by, to recom- mend tonnage basis 11, 189, 191 Denmark : Limitations of deductions in 128 Rule of , regarding propelling-power deduction. 140 Depth, comparative analysis of measurement rules for 358, 359, 361 Diesel engine: As applied to warships 152 As auxiliary engines 152, 157 Compared with — Gas engine 147 Gas and steam engines 158 Comparison of — Saving in space by use of 155 Weight of, and space occupied by, with steam engines 152-153, 155 With vaporizer oil engines 149 Fuel spaces required by 160 Important use of 156 Instructive material on 217 No special rules established by Lloyd's Regis- try for 151 Number of vessels fitted with 147 Oils used in 150, 151 Prevailing type of 149 Principles of, same in marine and stationary. . . 148 Reduction in engine room space not always ef- fected by 153 Ships now using 156 Type of, favored for marine work 148 When first put in service 147 Working of the, explained 148 Diesel, Rudolf: Inventor of the Diesel engine 147 On reduced fuel space 154 Displacement: Curve of vessels, how drawn 37 Curves of U. S. battleship South Carolina .opposite 104 INDEX. 583 Displacement — Continued. Page. Tonnage — Actual .' 105 Advantages and disadvantages of, as a basis for Panama tolls 37-39 Advantages of, as a basis of tolls upon war- ships 102-104 Approximate fairness of, as a basis for tolls. 103 Argument for, as a basis of tolls upon war- ships 100, 101 Basis of tolls upon warships 97-106 Cargo and dead- weight tonnage 31-41 Discussed in report of International Ton- nage Commission 385 Ease and certainty in the determination of. 104 Explained 36, 37 Full load 105 How to obtain 37 Legal tonnage of British warships 102 Light 36,105 Normal 101, 104-105 Reasons for basing warship tolls upon ac- tual 105-106 Reasons for making it the basis of tolls upon warships 99 Tolls based upon, unfair as between differ- ent types of merchant ships 39 Dock companies of England, activities of, regarding propelling-power deduction rules 133 Dock regulations on the Manchester Canal 537-541 Double-bottom compartments: Effect upon tonnage of using, for stowage of fuel oil 159-160 Fuel oil in 147 (See also Water ballast.) Double-bottom spaces: How constructed 16 Treatment of, in measurement under Panama rules ! 211 Dues on the Suez Canal 507 Engine: Builders, information from, regarding saving in engine-room space by use of internal-combus- tion engines 152-154 Rooms, location of, on German vessels 354 (See also Machinery and Propelling power.) Engines: Principal types of internal-combustion 147-150 (■See also Internal-combustion marine and oil engines, Diesel engines, Gas engines, Oil- burning engines, Vaporizer oil engines.) England : Comparative analysis of the provisions of ton- nage certificates issued to vessels in France, Germany, and 375-381 (See also British, Great Britain, and United Kingdom.) European Commission of the Danube: Abolishes the percentage rule 138 Adopts the Board of Trade rule 132, 136 Desire of, for a universal system of tonnage. . . . 137 Efforts of the, to bring about international tonnage uniformity 187-188 European Commission of the Danube — Continued, page. Membership of .... '_ 137 Practice of, regarding measurement of vessels. . 188 Suez rules adopted by 188 Tariff issued by 137, 188 Unification of measurement rules brought to attention of \\ Work of 132, 137 (See also Danube rule.) Exempted spaces: If used, must be added to gross tonnage under Panama Canal rules 232 Exemptions: Above upper deck, under British rules, enu- meration of 172 British Board of Trade requirements for 47, 169 Comparative analysis of the provisions apply- ing the Suez rules for 438-442 From measurement — Under — American rules 58, 462 British rules 50-51 German rules 56 Panama Canal rules 226-232 Suez rules 53-55, 176, 412 Variance in, by different rules 46 (See also Gross tonnage, Shelter decks, and Superstructures. ) Farrer, Thomas H., testimony of, regarding ship measurements 130, 136 Fees: Measurement, in Germany 323, 431 Foreign registry of British vessels, provision for.. . . 302 Foreign ships: " Measurement of (British) 306-309 United States law regarding the measurement of 254,262 Formula: British tonnage facing 52, 291 German measurement 343-345 France : Adoption by, of the British-measurement rule of propelling-power deduction 140 Commissions appointed by, on tonnage 188 Comparative analysis of the provisions of ton- nage certificates issued to vessels in Eng- land, Germany, and 375-381 No maximum limit to deductions in 128 Regulation of United States concerning meas- urement of vessels from 262 Freight vessels: British, deduction for propelling power in 74 Percentage rule most favorable to, for propel- ling-power deduction 75 Standard type of, for Panama Canal service ... 24 French, British, and German ship-measurement rules, comparative analysis of 355-374 French Government: Appeal to, by Great Britain for uniform ton- nage rules 188 Unification of measurement rules brought to attention of 11 French surveyors, comparative analysis of the provisions applying the Suez rules for the meas- urement of vessels by English, German, and... 433^444 584 INDEX. Fuel: Page. Determining factors of, for internal-combustion engines 145 Relative spaces for coal and oil 147 Fuel oil compartments, treatment of, under Panama Canal rules 239, 241 Fuel oils: Conclusions of Paul Rieppel regarding 150 Effect upon gross and net tonnage of using double bottoms to stow 159-160 Factors controlling, in vessels equipped with internal-combustion engines 160 In internal-combustion oil engines 150-152 Sold at a wide range of ocean fuel stations 151 Space for 151 Statement of J. T. Milton regarding 151 ■Where carried 24 Fuel spaces: Comparison of rules for 134-136. 140-142 Deductions for, under — American rules 78. 79 British rules 74, 75 German rules 77 Panama rules 211. 213 Suez rules 76 Diesel engine requirements for 160 Reduction of, on merchant vessels 154 (See also Machinery and Propelling power.) Gas and oil engines, propelling-power deductions for vessels equipped with 14:3-162 Gas engines: Advantages and disadvantages of 157 Classification of 157 Comparison of, with — Internal-combustion oil engines 158 Steam and Diesel engines as regards weight of machinery and space occupied by machinery and fuel 158 Extent to which used 158 Must have a producer plant on large ships 157 No modification advisable at present in Dan- ube rule for vessels equipped with 161 Require less coal -bunker space 159 Special interest of English engineers in the con- struction of 158 German, French, and British ship-measurement rules, comparative analysis of 355-374 German Government: Instructions to delegates of, to International Tonnage Commission 192 Technical directions issued December, 1908, by the, to the ship-measurement boards concern- ing the execution of the ship-measurement ordinance of March 1, 1895 347-354 German Government, instructions of the, for the application of the Suez rules to the measurement of vessels 427-432 Engine and boiler rooms, deductions for, in Germany, for Suez Canal certificates 430—131 Measurement certificates and fees 431, 432 Net tonnage, determination of 430 Spaces to be included in and exempted from gross tonnage 429-430 German Government, ship measurement instruc- page. tions issued by, March 26, 1895 329-346 Certificates of measurement, formula for 343-345 Cubic meters, conversion of, into British reg- istry tons 341 Gross tonnage, measuring of superstructures and of spaces to be deducted from 340 Measurement — Certificates, illustration of 343-345 Forms to be submitted to the Bureau of Registry 342 Instruments used by the German Govern- ment 332, 333 Of vessels, plates illustrating following 345 Regulations, general 333 Tonnage — Calculating the 341 Deck, measurement of 337-339 German rule, why so called 132 German rules: Deduction of space for propelling power in the. 74 History of the treatment of spaces in super- structures and under shelter decks in the. . 176-178 Objections to adopting the, for the Panama Canal 119-120 German, Suez, British, and American neHonnage rules, comparison of , 79-84 German surveyors, comparative analysis of the pro- visions applying the Suez rules for the measure- ment of vessels by English, French, and 433-444 German tonnage certificate 57 (See also Germany.) Germany : Adoption of present measurement rules in 177 Adopts the British measurement rule of pro- pelling-power deduction 140 Application of Danube rule in. 1 77 Certificates of registry in, do not include actual earning capacity of vessels 118 Comparative analysis of the provisions of ton- nage certificates issued to vessels in France, England, and 375-381 Comparison between, and the Suez Canal Co., United Kingdom, and the United States re- garding treatment of superstructures and shel- ter-deck spaces 182-183 Establishment of uniform tonnage rules in 177 Great Britain, the Suez Canal Co., and the United States, comparison of the gross ton- nage' rules of 60-69 Gross measurement rules 56-57 Illustrations for the measurement of ships following 354 Measurement rules of, similarity of, with those of Great Britain 176,178 Net-tonnage rules of 77-78 Germany, the ship measurement ordinance of.. . 311-327 Closed-in spaces, measurement of 318 Crew, arrangements for 319, 324-327 Gross tonnage — Deduction from 319 Spaces included in 318 INDEX. 585 Germany, the ship measurement ordinance of — Con . page. Measurement — Abbreviated method of 320 Certificates, preparation of 321 Complete method of 316-319 Fees 323 Measuring authorities 321 Propelling power, deduction for 319 Vessels without decks, measuring of 320 Water-ballast spaces 317-319 (See'also German Government.) Government of canals. (See Canals.) Gray, Thomas, testimony and activities of, regard- ing ship measurement 130-133 Great Britain: Enters into reciprocal tonnage agreements with other nations 190-191 Gross tonnage rules of 50, 51 History of the treatment of spaces in super- structures and under shelter decks in the measurement rules of 166-172 Negotiations concerning uniform tonnage rules between, France, and other countries, 1862- 1870 188-189 No petroleum fields in 158 Refuses to amend her Merchant Shipping Act of 1854 193 Suez Canal Co., Germany, and the United States, comparison of the gross tonnage rules of 60-69 (See also British Board of Trade, United King- dom, and England.) Great Lakes Engineering Works, statement by, re- garding Diesel machinery 154, 156 Greece: Limitation of deductions in 127 Propelling-power deductions in 128 Gross and net tonnage: Dissimilarity of ratio of, under laws of different countries 84-85 Of eight steamers as determined by British, American, and Suez measurement rules 83 Of two German steamers as determined by the German, American, and Suez measurement rules 84 Gross tonnage: Additional allowances for, under British rules. 75 And its measurement 43-69 As a measurement basis, effect of Ill As the basis of Panama tolls, main arguments favoring 112 Does not include entire closed-in capacity un- der American rules 121 Laden ships — .British rule 278 German rule 340 Panama Canal rule 235, 236 Suez rule 409 United States Navy's method 452 Largest deduction from 145 Largest deductions for, under British rules. ... 74 Measurement laws, general basis for 46 Steamers measured by British, Suez, and Amer- ican rules for 60-62 61861°— 13 38 Gross tonnage — Continued. pag e . Two German steamers measured by Suez, Ger- man, and American rules for 63 Should include entire closed-in capacity 120 Spaces included in, by the Suez rules 54 Spaces included in, for Suez Canal certificate, as prescribed by the United States Navy. . . 54, 463 Two general categories of deductions for 73 Variance as to, for vessels of identical construc- tion 73 Variation in, when measured by different rules. 8, 9 Gross tonnage rules: Basis of present, in the United States 179 Of— Germany 56, 57 Great Britain 50, 51, 284-293 Great Britain, the Suez Canal Co., Ger- many, and the United States, comparison of the 60-69 Panama 225-236 Suez 47, 53-55, 407-409, 421-123 United States 58, 59, 249 Harbors, rivers, and canals, regulations governing the use of, in the Netherlands 558-567 Hatches, comparative analysis of rules for exemption of 365,369 Hatchways: Cubical contents of, under Panama Canal rules. 231 Exemption of, in United States act of 1909 180 Measurement rules regarding, identical 171 Treatment of, under Merchant Shipping Act of 1854 171 Hay-Pauncefote treaty: Discrimination among nations not allowed by the provisions of the 117 Prevents tolls upon tonnage in national registry certificates 112 (See also 46, 86, 106, 110, 119, 121.) Hibbs, Frank W., steam schooners described by . . . 29 Holland, adoption of the British measurement rule of propelling-power deduction by 140 Holzapfel Marine Gas Power Syndicate (Ltd.), state- ment of, regarding the marine gas engine 159 Imperial Bureau of Registry, interpretation of rules by 178 Internal-combustion gas engine, the 157-159 Internal-combustion marine engines: Bibliography on 220 Compared with gas engines 158 Effect of the, upon propelling-power spaces and spaces available for cargo 152-156 In early stages of development 154 Less space required by, than marine steam engines 160 Many factors of uncertainty in future develop- ments of 162 More liberal treatment of vessels equipped with, justifiable 162 No extended use of, on large deep-sea vessels. . 161 No modification advisable in Danube rule for vessels equipped with 161 Reduce propelling-power and fuel spaces 152-154 586 INDEX. Internal-combustion marine engines — Continued. page. Saving in weight of fuel by the use of 155 Specific tonnage question applicable to use of. 159 Use of, increases available cargo space 155 (See also Diesel engine.) Internal-combustion oil engines: Fuel oils in 150-152 Preferable to gas engine for marine service 158 Vessels with 147-150 International Conference at Constantinople, pre- liminaries to the 393 International Institute of Statistics, action by, 1889-1891, regarding statistics of international vessel movements 194 International rules for measurement, lack of uni- formity in 119 International system of measuring tonnage, brief history of 394 International tonnage : British memorandum regarding 304, 305 Comparative analysis of the provisions for cer- tificates of 378 International Tonnage Commission: Commercial countries of the world do not adopt the rules prescribed by the 139 Difference in rules formulated by, regarding superstructures and above-deck spaces 173 Efforts of, toward international uniformity in tonnage and measurement 191-193 Governments represented in 138 Leading member of 193 Panama rules to carry out the principles announced by 197 Report of the 383-390 Why convened 11. 191 International tonnage uniformity: A basis for 196-197 And measurement: past efforts, future possi- bilities 185-197 Desirable 10, 11, 12 Importance of 187 Most effective method of inaugurating 197 Necessary steps for 19C Suez and Panama principles the bases for 196 Isabella case, decision in the 14, 134, 169-170 Italy, limitation of deductions in 127 Japan: Adopts the British measurement rule of pro- pelling-power deduction 140 Limitation of deductions in 127 Kaiser Wilhelm Canal, traffic regulations and code of signals of the 515-531 Code of signals 518-531 Complaints 527 Entering and passing through the locks 520 General police regulations 527 General prohibitions 523 General rules 517-519 Leaving the canal 525 Passage through the canal 520-523 Preparation for the canal trip 519-520 Kaiser Wilhelm Canal— Continued. p ag e. Rules for towing vessels. 525-527 Special provisions 524 Kuhl, Mr., statement of, regarding Danube rule 136 Last, original unit of tonnage in Germany 176 Length: Comparative analysis of the measurement and division of 357 How taken oil British vessels 276, 288 Light and air shafts: Calculation of length of. on German vessels 353 Comparison of laws for deductions of 82 Computation of (U. S.) 267 No manipulation of, under Panama rules 203 Responsibility of percentage rule for increasing volume of 134 Treatment of, under — American rules 79 British rules 170-171 German rules 77-78 Panama Canal rules 203,211,212,231 Suez rules 174, 176, 203 Lloyd's Soci?ty: Chief engineer surveyor of — On future development of the marine gas engine 158 Statement of, regarding Diesel engines 151 No rules established by, regarding fuel tanks on vessels equipped with Diesel engines 151 London and North Western Railway Co., conten- tion of, in the Isabella case 169 Louisville and Portland Canal, regulations pre- scribed by the Secretary of War for the use, ad- ministration, and navigation of the 499-502 Lumber trade, Pacific, vessels for 29 Lusitania, decks on 23 McAllister, C. A., system of toll basis proposed by . . 40 Machinery: Comparative analysis of rules for 367, 36S, 370 History and criticism of rules for deduction of spaces fur 125-142 (See also Propelling power.) Manchester Ship Canal, regulations and by-laws and notices to mariners and pilots governing the use of the 533-554 By-laws for regulating the passage of vessels through the estuary locks, and across the canal 541-542 Foreign-animal traffic in the harbor and port of Manchester 548 Navigation and dock regulations 537-541 Notices to mariners and pilots 548-554 Permit for the use of fire on vessels 546 Pilotage by-laws and certificate 543-545 Regulations for the use of fires and naked lights for the repair of vessels in the docks 545-547 Regulations for vessels carrying petroleum 547 552-554 Schedule of signals 541 Table of distances 535-536 INDEX. 587 Marine engines: Page. Fuel requirements of 141 Internal combustion, bibliography on 220, 221 Present rapid development of 145 (See also Internal-combustion marine and oil engines, Oil burning engines, Vaporizer oil engines, Diesel engines, and Gas engines.) Marine internal-combustion oil engines, present use of 156-157 Mariners and pilots, notices to, issued by Manchester Ship Canal 533-554 Measurement: Abbreviated method of, in Germany 340 And tonnage — International uniformity in: past efforts, future possibilities 185-197 Of vessels to which the British, Suez, Amer- ican, and German measurement rules were applied in the determination of gross tonnage, details of the 63-69 British Board of Trade regulations regarding exemption from . 290 Certificates — British 52, 300, 306, 308 Germany 57, 321, 431, 432 Panama Canal 241 Suez Canal : facing 54 United States 59, 249 Codes, dissimilarity in 46 Comparative analysis of methods of 357-364 Decimal equivalents for inches 304 Fees in Germany for Suez Canal certificates. . . 429 Formula for recording (British) 291, 292 Instructions issued by German Government, March 26, 1895 329-346 Instruments used in British measurement. .. . 291 International unity of, basis of 73 Ordinance of Germany -. . . . 311-327 Spaces exempt from, comparative analysis of rules for 365-369 Tonnage equivalents for cubic meters 304 Unit, original, in Germany 176-177 (See also British laws, Germany, Measurement laws, Navigation laws of the United States, Suez Canal Co.) Measurement of vessels: British Board of Trade — Instructions concerning application of Suez rules 419-425 Instructions relating to the 281-310 British laws concerning the 269-279 Comparative analysis of the provisions applying the Suez rules for the, by French, English, and German surveyors 433-444 Distinction between exemption and deduction in the 46 First customs act of Parliament regarding 166 German instructions for 329-346 Illustrations for, in Germany following 354 Instructions of the German Government for the application of the Suez rules to the 427-432 Of the United States Navy for tonnage certifi- cates used in navigation of the Suez Maritime Canal, instructions and regulations relating to the 44.5-473 Measurement of vessels — Continued. page. Prior to 1854 45 Purpose of report on 5 Regulations of the United States concerning the 255-268 Suez Canal Company's rules for the 405-412 Technical directions for, in Germany 347-354 United States rules and regulations concern- ing 255-268 Using Suez Canal, history of the 391-404 Measurement rules: A chief difference in 21 As discussed in report of the International Ton- nage Commission 387 Cause of dissimilarity in 165 Difference in, regarding deductions 165 First appearance of 166 Lack of uniformity in .• 165 Originated by G. Moorsom 129 Panama Canal 223-242 Formulation of, two large problems con- nected with 8 General principle adhered to in drafting. . 109 Main features of the 207-214 Necessity for special 7, 115-124 Not to hamper commerce 110 Requirements for 110 Unification of, needed 117 Merchant marine, how favored in determination of net tonnage 85 Merchant vessels: German maritime statutes concerning nation- ality of 324 Net tonnage the basis of Panama tolls on. . . 107-114 To provide themselves with Panama Canal certificates 209 (-See also Ships and Vessels.) Milton, J. T., statement of, regarding fuel oils 151 Moorsom, G.: Measurement system originated by 129, 130 Originator of rules for determining gross ton- nage 45 Moorsom's measuring apparatus, description of.. 305,306' Moorsom system: Adopted by the United States 58 Adoption of, and acceptance of tonnage certifi- cates 189-191 As applied in Great Britain and Germany 55 For measuring vessels, American statute regard- ing 190 Panama rules regarding measurement by 212 Prescribed for Panama Canal 232 Moorsom ton: Adopted as unit of measurement by Interna- tional Tonnage Commission 386 And the Moorsom measurement system, nations that have adopted the 189 The first step toward international unification of tonnage rules and practices 190 Universality of, in vessel measurement 202 Motor boats, tonnage measurement of (British). . .. 301 National registry of tonnage, not possible to accept certificates of, for Panama measurement 113 588 INDEX. National registry rules, desirability of uniformity Pa s e - in 110 (See also International tonnage uniformity and Uniformity.) Nations, method followed for propelling-power deductions in various 128 Naval vessels: American, range of block coefficients of selected representatives of different types of 103 Displacement tonnage for, a basis in all coun- tries 102 No general measurement of, by the United States Navy Department 99 Tolls on, using the Panama Canal 5 Navigating, comparative analysis of rules for spaces used in 368, 370 Navigation: Charges and regulations of canals. (See Canals.) Deduction of spaces used for. (See Deductions.) Exemption of spaces used for. (See Exemp- tions.) Spaces, net tonnage basis of tolls, no restriction upon 113 Summary of laws for deductions for 80, 82 Navigation laws of the United States 247-254 Crew accommodations, designation of 252 Deck houses 250 Decks, tonnage of 251 Fishing vessels 252,263 Hatchways 251 Measurement of foreign vessels 254 Net tonnage, deductions for 251-253 Open vessels 251 Pilot boats 252, 263 Propelling power, deductions for 253, 263 Sailing vessels, deduction for net tonnage in. 252, 263 Steamboats upon the Mississippi River 252, 263 Tonnage, gross 249 Vessel, registry of, how determined 249 Vessels exempt from measurement 254 Water ballast, measurement of space for 251 Yachts 252 (See also American, Measurement of vessels, and United States.) Net and gross tonnage : Dissimilarity of ratio of, under laws of different countries 84-85 Of eight steamers as determined by the British, American, and Suez measurement rules 83 Of two German steamers as determined by the German, American, and Suez measurement rules 84 Net tonnage: A world-wide basis for charges upon shipping.. 114 As the basis of Panama tolls, summary of rea- sons for adopting 112-114 Deductions for, as prescribed by United States Navy for Suez Canal certificates 464 Defects of, as the basis of tolw upon warships. 100-102 Definition of 73 Determination of, under Panama rules 212 Difference in, under British and American rules 78 Net tonnage — Continued. Page. Figures at foreign ports, method for facilitating. 190 How ascertained 73 Imperative as a basis for Panama tolls 113 Justification of, as a basis for Panama tolls 114 Larger by Suez than by American rules 82 The basis of — Charges and taxes upon shipping 112 Charges in United States since 1882 179 Panama tolls on merchant ships 107 Variance in, for vessels passing through the Suez Canal 86 Variation in, under different measurement rules 8 (See also pp. 71-94.) Net-tonnage rules: American 78-79, 251-254, 262-268 British 74-76, 274, 275, 278-279, 294-299 British, Suez, German, and American, com- parison of 79-84 German 77-78, 319-320, 340, 352-354 Panama 236-241 Suez Canal Co.... 47, 76-77, 410-412, 423-425, 430-431 Netherlands, general regulations governing the use of rivers and canals in the 555-568 Canals and harbors, special provisions for the use of 565-567 Conservation of the canals and whatever be- longs thereto, provisions for the 567 Enforcement of these regulations and the special regulations and penalties, provisions relating to the 567-568 Final stipulations 568 General provisions 557 Government works, provisions respecting 567 Rivers, canals, and harbors, provisions respect- ing the use of 558-562 Rivers, special provisions relative to the use of 563-565 New measurement law of England 166, 167 New York, port of, practice at, regarding closed-in spaces 49 Night transit on the Suez Canal 510 North Sea (Amsterdam) Canal, special regulations relating to the 569-578 Captains, instructions to 573, 575, 576 Damage to canal works 578 Inflammable goods, regulations regarding trans- portation of 576 Loading and unloading regulations 576 Order of vessels passing through canal 575 Penalties for infringement of regulations 578 Signals 574-575 Speed of vessels 577 Towage 577 Vessels that may use canal 572 Waters to which regulations apply 571 Ocean freight steamers: Early development, of Number of decks on Ocean freight traffic, difficult to work out classifica- tion of 19 35 INDEX. 589 Oil: Page. Advantage of, over coal lessened 152 For fuel, classification of vessels using 146 Substitution of, for coal 145 Oil and gas engines, propelling-power deductions for vessels equipped with 143-162 (See also Diesel engines. Internal-combustion oil engines, and Internal-combustion marine engines. ) Oil-burning marine steam engines: , Bibliography on 220 Compared with coal-burning engine 147 No modification advisable in Danube rule in vessels equipped with 161 Oil-burning steamship: Advantage of, over coal-buming steamship. . . . 156 Less favored by the Danube rule 147 Relation of fuel space in, to application of Danube rule 146 Relative fuel space in 147 Oil-carrying steamers 24 Oil stations, probable increase of 155 Open spaces: Definition given to, by Suez Canal Co 53-54 Variations in rules governing 46 Open vessels: Decision regarding, by high court of justice ... 9, 21 German designation of 334 Openings, comparative analysis of rules for 366 Ottoman Government: Call of Tonnage Commission by 138 Concession by, to the Suez Canal Co 138 International Tonnage Commission called by. . 192 Pacific Mail Steamship Co., latest vessels of, equipped to burn oil 146 Paddle-wheel steamers, British rule regarding pro- pelling-power space in 128 Pan American Conference, 1890, consideration of tonnage and shipping charges by ' 194 Panama, annuity payable to Republic of 34 Panama and Suez measurement rules, comparison of the 199-206 Based upon the same general principles 201 Differences in the 203-206 Similarities of the 201-203 Variations in, cause of 201 Panama Canal: Administrative problem regarding measure- ment rules 113 Brief summary why existing measurement codes should not be adopted for the 7 Importance of sound principles in fixing tolls for use of 109 Influences controlling the charges upon and revenues from 118 National and Suez measurement rules not satis- factory for 117 No delay at, for measurement of vessels 110 Objections to adopting the — British or German measurement rules for the 119-120 Existing American measurement rules for the : 120-121 Panama Canal — Continued. page. Opening of, favorable time for efforts toward unification of tonnage and measurement rules. 187 Operation of, made easier by permanent bases of measurement and tonnage rules 109 Provision for measurement of vessels at the 214 Reasons for not making measurement rules for, the same as the Suez rules 121-124 Special legal and political reasons against adopting any one of the codes of national measurement rules for the 121 Tonnage certificates, measurement officials au- thorized to issue 213 Tonnage rules of, and Suez Canal ought to be identical 121 Panama Canal, rules for the measurement of vessels for the 223-242 Actual displacement of warships to be deter- mined, and to be expressed in tons of 2,240 pounds 242 All vessels to present tonnage document at canal 225 Army and Navy transports, definition of — "Passengers" on 232 Stores and cargo carried on 236 Boatswain's stores 237 Certificate 241 Commander of each warship to exhibit vessel's displacement scale and curves 242 Companionways and companion houses, ex- emption of 231 Crew spaces, deductions for 237 Deck cargo spaces, treatment of : 232 Deducted spaces, if used, must be added to net tonnage .' 241 Deductions — For vessels not propelled by engines 23H-238 For vessels propelled by engines 23S-241 From the gross tonnage to ascertain the net tonnage 236-241 Donkey engine and boiler spaces 237, 238 Double-bottom compartments 238, 239 Empty vessels 233-235 Engine room, designation of space occupied by, and cubical a mtents of 239 Exempted spaces, if used, must be added to gross tonnage 232 Exemptions 226-232 Gross tonnage 225-236 Of empty vessels, rules for measuring the ... ." 233-235 Of laden ships, rule for measurement of. . 235-236 What shall be included in 225 Hatchways, cubical contents of 231 Hospital ships 237 Laden vessels 235, 236 Light and air spaces, exemption of 231 Marking, and use of exempted spaces 238 Measurement of cubical contents to be by Moor- som system 232 Moorsom system prescribed 232 Navigation of ship, spaces for 237 No arbitrary maximum limit to be fixed for general deductions 238 590 INDEX. Panama Canal, etc. — Continued. Page. No space may be deducted unless included in gross tonnage 241 Officials that may measure vessels and issue cer- tificates 241 Open vessels, rule for measurement of 236 Passageways, deduction for 237 Passengers, spaces available for, not to be ex- empted 232 Permanently covered and closed-in spaces, what shall be considered as 225 Propelling power, deductions for 238-240 Rule for determining displacement of a warship not supplied with displacement scale and curves 242 Rules applying to vessels of — Commerce, Army and Navy transports, col- liers, supply ships, and hospital ships. 225-236 War other than Army and Navy transports, colliers, supply ships, and hospital ships 241-242 Shaft trunk, measurement of 240 Shelter decks, treatment of 225, 226, 230-232 Skylights, exemption of 232 Spaces exempted from measurement, and gross tonnage ., 226-232 Superstructures, treatment of 225, 226-232 Tolls upon warships shall be levied upon actual displacement upon arrival at canal 241 Tonnage certificates — Issuance of 241 May be corrected 241 Tonnage classes 233 Tonnage openings 231, 239 Transverse area, how determined 234 Vessels — Designated as ''supply ships" and "col- liers " 225 With a "trunk" or "turret" 225 With fixed bunkers 240 Without fixed bunkers 239 War ships — Actual displacement of 242 Defined 241 Measurement rules for 241-242 To anchor at station designated for deter- mination of draft 242 To present duly authenticated displace- ment scale and curves 242 Water-ballast spaces 231, 238 Panama measurement rules: Administration of, easy and simple 110 An advance over present tonnage rules 166 As compared with national and Suez rules 165 Basic principles of 73 Construction of best types of ships not hindered by Ill Designation of permanently covered or closed- in spaces in 22S-231 Desirability of permanency of Ill Discriminations between vessels reduced to a minimum in Ill Factors controlling the formulation of 74 Foreign instructions regarding, not necessary. . 10 Importance of universal interpretation of 10 Panama measurement rules — Continued. Page. Main features of 207-214 Measurement officials authorized to issue Panama Canal tonnage certificates 213 Principles upon which the rules are based . 209 Rules for determining the actual displace- ment of vessels of war other than Army and Navy transports, colliers, supply ships, and hospital ships 214 Spaces — Deducted from gross tonnage 212 Exempted from, and included in, measurement 210 Specific guidance to admeasurers by 210 Vessels to which the rules apply 209 Necessity for special 115, 124 Principle adhered to, in 165 Principles controlling 95-214 Unification of, with Suez rules, not difficult. . 73, 124 Panama tolls: National registry figures of vessels not a correct measurement basis for 86 Natural and logical basis for 34 Necessity of levying, without discrimination.. 113 On merchant ships, net tonnage the basis of. . 107-114 Ought to be sufficient to cover current expenses. 34 Rate of 5 Special principles to be observed in determin- ing the tonnage basis of 109 Summary of reasons for adopting net instead of gross tonnage as the basis of 112-114 Theoretical basis for 6 Variableness of 118 (See also Tolls.) Parliament- Friendly to shipowners in keeping tonnage low. 168 Rejection by, of Constantinople-Suez tonnage rules 195 Passageways: Comparative analysis of rules for deduction of. . 370 Exemption of, under Panama Canal rules 231 Passenger dues on the Suez Canal 507 Passengers, spaces available for, not exempted under Panama Canal rules 232 Peak tanks, use of 24 Percentage rule: Comparison of, with the Danube rule 135 Discriminations under 119 Engine-room space unnecessarily increased by. 141 Excess of power-deduction spaces under 135 Followed by Great Britain since 1854 128 How incorporated into the Merchant Shipping Act of 1854 130 Main objections to, enumerated 134 Most favorable to freight ships 75 No fair average deduction for propelling power by 141 Nonuse of, by Suez Canal Co. in propelling- power deductions 80 Not favored by the International Tonnage Com- mission 139 Not recommended for Panama 142 Operated as a bounty to steamships 130 Origin of 127 INDEX. 591 Percentage rule — Continued. page. Strong reasnos for changing 134 Superiority of the Suez rules over the, for pro- pelling-power deduction 140-142 Suspension of, by Board of Trade 131 Permanently covered and closed-in spaces: As defined in the Panama rules 210 Similarity of Panama and Suez rules relating to. 202 Petroleum, regulations concerning the transporta- tion of, on the Manchester Canal 547.552-554 Pilotage: By-laws issued by Manchester Ship Canal. . . 543-545 Certificate used on the Manchester Ship Canal. 544 Dues on the Suez Canal 507 Pilots and mariners, notices to, issued by Manches- ter Ship Canal 533-554 Plimsoll mark , what it indicates 38 Police regulations on the Kaiser VTilhelm Canal. . . 527 Poundage, old English use of term 166 President of the United States, proclamation issued by, prescribing schedule of tolls on Panama Canal. 5, 209 Propelling-power deductions: British Board of Trade rule concerning. . 74. 129-136 Comparative analysis of rules for 371-374 Comparison of provisions in rules for 79-SO Danube rule for 74, 136-138 Deductions for, must approximate machinery and fuel spaces 12S Discriminations under 135 Effect of internal-combustion engine upon.. 152-156 Example of calculation for (British) 297 For vessels equipped with oil and gas engines. 143-162 German rule for 74, 128 History and criticism of rules for deductions for 125-142 Panama and Suez rules practically identical for. 213 Revenues of Panama Canal affected by 127 Rules adopted by the International Tonnage Commission for 138-140 Rules, application of, for the determination of the deductions for 74, 127-128 Spaces enumerated by United States Navy for Suez Canal certificate 465 Suez rules more accurate for, than percentage rule 122 Superiority of the Suez rules over the percent- age rule for 140-142 Three methods for the determination of 127, 128 Under — American rules 78, 253, 265 British rules 75, 129-136, 273, 278, 294-297 German rules 74, 77, 319. 335, 353, 354 Panama Canal rules 203, 212-213, 23S-240 Suez rules 76,410,411,423,424,430,431 Various methods for 9, 127-128 Registry of shipping, first act of Parliament regard- ing 166 Regulations governing the use of canals. (See Canals.) Rieppel, Paul, statement of, regarding fuel oils 150 Rivers and canals in the Netherlands, general regu- lations governing the use of 555-568 Royal Commission on Tonnage, report of 475-492 Page. Royal navy list in Great Britain 102 Rules for the measurement of vessels for the Panama Canal 223-242 (.Sec also Panama Canal rules.) Russia, adoption of the British measurement rule of propelling-power deduction by 140 St. Marys Fall Canal, law. rules, and regulations for the government of 493-197 Administration 495 The law 495 Use and navigation of the canal 496-497 Sail room, comparative analysis of the rules for 371 Sailing vessels: And unrigged craft, deductions allowed, under Panama Canal rules 236, 237 Deductions for sail space under — American rules 79 British rules 76, 298 German rules 78 Panama rules 124, 237 Discriminated against under excess propelling- power deduction in steamers 135 May be equipped with auxiliary engines of internal-combustion type 157 Panama and Suez rules regarding spaces for sails on 124 (See also Deductions.) Schwerin, R. P., statement of, regarding propelling- power space 146 Screw-propelled vessels, British rule regarding pro- pelling-power space in 128 Seamen: Accommodations for on — American vessels 252 German vessels 319, 324-327 Deduction for space occupied by. (See Crew space.) Sea water, weight of cubic foot of 36 Select Committee on Tonnage Deduction for Pro- pelling Power, appointment of 133 Shelter deck: Application of term on large steamers 21 History of the treatment of spaces under. 166-182 Meaning of term 165 Rules concerning; and history and criticism. 163-183 Rules for, interpreted and applied differently. . 165 Significance of, explained 19 Steamer, illustrations of... facing 20; follow- ing 21 Treatment of, under — American rules 59, 180. 181, 261, 266. 267 British rules 50, 167-169, 289 German rules 56. 177, 178, 349, 350, 354 Panama rules 202, 204, 210. 225, 226, 230-232 Suez rules 53-55, 174-176, 202. 204. 210, 397-400, 407. 412, 417, 418. 421, 422 Use of term confusing 20, 21 Ship construction, bibliography on 220 Ship-measurement ordinance of March 1, 1895, tech- nical directions issued December, 1908, by Ger- man Government to the ship measurement boards concerning the execution of the 347-354 592 INDEX. Page. Ship-measurement rules, French, British, and Ger- man, comparative analysis of 355-374 Shipowuers: Of Great Britain — Mainly responsible for changes in Suez rules 176 Opposition of — To Board of Trade's rules 168 To Constantinople measurement rules. 12 To net tonnage increase in vessels, etc . 193 Ships: Measurement of. (See Measurement, Measure- ment of vessels, and Measurement rules.) Types of — Awning-deck, difference between, and shelter-deck 21 Four-deck 22 Raised fore-deckers 19 Shelter-deck 21 Spar-deck, definite meaning given to, un- der British act of 1854 167 Three-deck 17, 20 Two-deck 19 Well-deck 20 Whaleback 26 (See also Vessels and Steamships.) Signals: Code of, on the Kaiser Wilhelm Canal 527-531 For pilots (Suez Canal) 514 On North Sea Canal 574-575 Schedule of, for the Manchester Canal 541 Skylights: Comparative analysis of rules for exemption of. 369 Exemption of, under Panama Canal rules 231 South America, type of ship for west coast of 24 Spain, adoption by, of the British measurement rule of propelling-power deduction 140 Speed of vessels using the: North Sea Canal 577 Suez Canal 510 Statistics of international vessel movement, present diversity in methods governing 194-195 Steam schooner described 29 Steam vessels, increase of, between 1854 and 1880. 480 Steamships: Deductions on. (See Deductions.) Oil-burning 146-147 Self-trimming, types of 27 Special favors to, not justified 136 Typical ocean 20 (See also Ships.) Stokes, Sir John, an authority upon tonnage and measurement rules 132, 133, 136, 139, 140, 175, 188 Stores, definition of, carried on Army and Navy transports, under Panama Canal rules 236 Suez, Universal Maritime Canal Co. of, memoran- dum by, on the application of the rules of 1904 relative to the measurement of superstructures. . 413—118 Suez Canal: Dues on, as set forth in report of International Tonnage Commission 388-390 Early tolls upon , not sufficient for fixed charges . 138 Page. Suez Canal — -Continued. History of deductions allowed in measurement of vessels using the 402 History of the measurement of tonnage of ves- sels using the 391-^404 Military force used for enforcement of Con- stantinople rules on 395 Net tonnage of vessels passing through, in 1891- 1893; 1903-1912 85 Original basis of rate of toll on 393 Tolls and measurement rules alike upon, to war ships and merchant vessels 99 Tonnage rules of, and Panama Canal ought to be identical 121 Transit dues 507 Suez Canal Co.: Basis of the measurement rules formulated for. . 73 Concessions by, in measurement rules 175 Great Britain, Germany, and the United States, comparison of — Gross tonnage rules of 60-69 Net tonnage rules of 79-84 Measurement rules 405-412 Based upon correct general principles. . 8. 122, 124 Comparative analysis of the provisions ap- plying the, by French, English, and Ger- man surveyors 433^44 Comparison of Panama and 199-206 Deck spaces, history of measurement of. 397—401 Deductions from gross tonnage to ascertain net tonnage in 410-412 Deductions in 442—144 Difference between, and British rules 76 Distinct from all others 403-404 Exemptions in 438—442 Gross tonnage 53-55 History of the treatment of spaces in super- structures and under shelter decks in the 172-176 Instructions of the British and German Governments for the application of the, to the measurement of vessels 419^432 Less liberal than national rules for deduc- tions 82 Net tonnage 76-77 Propelling-power deductions in, history and criticism of 138-142 Reasons for not making the Panama meas- urement rules the same as 121-124 Specific application of, regarding super- structures 174 Superiority of, over the percentage rule for propelling-power deduction 140-142 Unification of, with Panama, not difficult. 73, 124 Unwisdom of limitation of crew and naviga- tion spaces in Ill Vessels divided into two classes by 204 (See also Measurement, Measurement of vessels, and Measurement rules.) Moorsom system as applied by the 202 Right claimed by, to interpret its measurement rules 175 INDEX. 593 Suez Canal Co. — Continued. Page. Substitutes gross for net tonnage as basis for' charges 192 Policy of, regarding tolls 117 Propelling-power deductions by 128 Rate of toll authorized by the franchise of 393 Tolls on 507 Suez certificates: British Board of Trade instructions to survey- ors concerning the measurement of vessels for the issue of 419-425 Issued by the Board of Trade facing 54 Measurement fees for, in Germany 431 Method of procedure for, as prescribed by the United States Navy 462 Suez Maritime Canal, instructions and regulations relating to the measurement of ships of the United States Navy for tonnage certificates used in navi- gation of the 445-473 Suez Maritime Canal, operating rules and naviga- tion charges of the (January, 1913) 503-514 Conditions of transit — Formalities to be fulfilled 508 Preparations for entering the canal 509 Extract from act of concession, January 5, 1856. 505 General — Draft of water; proper trim of the ship .... 506 Mail ships, distinctive character of 506 Obligation to comply with the regulations. 505 Responsibility of captains; the pilot's functions 506 Ships in ballast, distinctive character of. . . 506 Movements of ships' — Accidents 511 Hours of departure and movements under way 509 Mooring in canal ports 509 Night transit 510 Prohibitions 510 Speed 510 Roads and harbor pilot signals 514 Tariff for the hire of plant 513 Tonnage and dues — Berthing dues 507 Half -transit 508 Local traffic between Port Said and Ismailia 50S Mode of payment of dues 508 Passenger dues 507 Pilotage dues 507 Suez Canal tonnage 506 Tolls on vessels *507 Towage and convoying — Cases where towage is compulsory 511 Dues for convoying 512 Hire of tugs 512 Towage dues in the canal 512 Towage dues in the roads 512 Use of private tugs 513 Sulzer Bros., statement of, regarding Diesel en- gines 153, 154 Summer tanks on vessels 28 Superstructures: page, American rules regarding 58 Comparative analysis of measurement rules for. 363 Defect in American tonnage laws regarding 120 Defined by the German authorities 351, 352 Exemption of, nations obliged to follow the lead of Great Britain 193 For typical combination freight and passenger steamer 22 Form of request for the exemption of (Germany) 354 Meaning of term 165 Measuring of, for deduction from gross tonnage, on German vessels 340 Objection to present rules regarding, for Panama rules 119 Provision for measurement of, under the British act of 1854 167 Relatively small and unimportant in 1854 172 Rules concerning, and history and criticism . . 163-183 Spaces in, history of the treatment of, in the measurement rules of — Germany 176-178 Great Britain 166-172 Suez 172-176 United States 178-182 Treatment of, under — American rules , 249, 250, 251, 258 British rules 278, 289-293 German rules 318, 340, 351, 352 Panama rules. 204, 210, 211, 2-25, 226-232, 234-236 Suez rules 397-400, 407, 409, 415-418, 421, 422, 428, 430 Unwisdom of exemption of, under American rules 118 Superstructures, memorandum by the Universal Maritime Canal Co. of Suez on the application of the rules of 1904 relative to the measurement of (Paris, 1909) 413-118 Conditions for the application of exemptions. . . 418 Deck spaces, explanatory sketches of following 418 Definition of the various spaces above deck. . . . 415 Determination of deck spaces to which rules apply 415 Nature of the exemptions permitted 416 Shelter deck 417 Ships with one and more than one tier of super- structures 416, 417 Sweden : Limits of deductions in 127, 128 Rule of, regarding propelling-power deduction . 140 Tank steamers, use and plans of 28 Tariff for the hire of plant on the Suez Canal 513 Tolls, Panama Canal: Act of Congress, August 24, 1912, limit set by, for 5 Basis for, discussed 33—41 Block displacement tonnage 40-41 Cargo tonnage 33-36 Dead-weight tonnage 39—10 Displacement tonnage 36-39 Gross tonnage 45-69 Net tonnage 71-94 594 INDEX. Tolls, Panama Canal — Continued. Rate of, for — Army and Navy transports. Merchant vessels Naval vessels Vessels in ballast Page. 5 5 5 5 Summary of reasons for adopting net instead of gross as the basis of 112-114 Unwise to levy, upon tonnage appreciably lower than earning capacity HO Upon warships, displacement tonnage the basis of 97-106 Various methods of levying 7 Tolls, Suez Canal. (See Suez Canal.) Ton, three meanings given to, in measuring ocean cargoes - 33 Tons, reduction of, to cubic meters 304 Tonnage: Basis of Panama tolls, special principles to be observed in determining the 109 Cargo, displacement, and dead weight 31—11 Certificates — American 50. 249 British 52, 300. 30G, 308 German 57,321,431,432 Issued to vessels in France, England, and Germany, comparative analysis of the provisions of the 375-381 Of vessels of foreign registry, general practice regarding 191 Panama 241, facing 242 Panama, measurement officials authorized to issue 213 Suez, issued by the Board of Trade facing 54 Used in navigation of the Suez Maritime Canal, instructions and regulations re- lating to the measurement of ships of the United States Navy for 445^173 Classes — As arranged by United States Navy for Suez Canal tonnage certificates 450 As prescribed by the Suez Canal Co 407 For German vessels 317 In Merchant Shipping Act. 1894 276, 288 Under Panama Canal rules 233 Commission, International, signed at Constan- tinople December 18, 1873, report of the. . 383-390 Deck- Comparative analysis of measurement rules for 357 Defined 15, 249, 272 Spaces above and below the. comparative analysis of rules for 365 (See also Decks, i Displacement, the basis of tolls upon warships. 97-106 Dues on the Suez Canal 506-507 Equivalents for cubic meters 304 Formula. British facing 52 Gross, and its measurement 43-69 International, comparative analysis of the pro- visions for certificates of 378 Law, enactmentof the first, in the United States 178 Tonnage — Continued. page. Measurement — At Suez, evolution of 396 British forms used in connection with 29S Comparative analysis of accuracy of 378. 381 Rules, the present diversity in national . . 195-196 Net, and its 71-94 Of vessels using the Suez Canal, history of the measurement of 391—104 Opening — Classification of, by Board of Trade 20 Easily covered 47 Treatment of, under the Panama rule 210-211 (See also Shelter deck.) Original units of, in Germany 176, 177 Register, rules for ascertaining i British) 271 Report of the British Royal Commission on. . 475—492 Rules, most important provision of any code of 127 Uniformity, a basis for international 196-197 Tonnage and measurement, international unifor- mity in; past efforts, future possibilities 185-197 Tonnage and vessel measurement , bibliography on 218-219 Towage : Dues on the Suez Canal 512 On North Sea Canal 577 Rules for. on the Kaiser Wilhelm canal 525-527 Traffic regulations of canals. (See Canals. 1 Trunk steamer: A bulk carrier 27 Illustration of 26 Tugs: . Deduction for propelling power in, under Suez rules 76 Use of private, on the Suez Canal 512 Tunnage, early use of word, as applied to vessel measurement 166 Turbine engine being tried out 145 Turret ship: Described 24-25 Illustration of 25; facing 26 Measurement of, in England 364 Unification of tonnage rules, important step to- ward 142 Uniformity: In tonnage and measurement, international — past efforts, future possibilities 185-197 Of measurement rules desirable 124 United Kingdom: Comparison between, and Suez Canal Co., Ger- • many and the United States regarding treat- ment of superstructures and shelter-deck spaces 182-183 (See also British Board of Trade, Great Britain and England.) United States: Adopts the — British measurement rule of propelling- power deduction 140 Danube rule in 1882 140 Moorsom svstem in 1865 45 INDEX. 595 United States — Continued. Page. Comparison between, and the Suez Canal Co., United Kingdom and Germany, regarding treatment of superstructures and shelter- deck spaces 182-1S3 Comparison of — Gross tonnage rules of Great Britain, the Suez Canal Co., Germany, and the 60-69 Net tonnage rules 79-84 Differences between, and Suez Canal Co. re- garding treatment of superstructures and spaces under shelter decks 182 Exemptions from measurement in the law of 1864 48 Government of canals in the. (See Canals.) Gross tonnage rules of the 58-59 Navigation laws of the 247-254 Net tonnage rules of the 78-79 Reciprocal arrangements of, with other coun- tries regarding net-tonnage figures of vessels. . 191 Rules, history of the treatment of spaces in superstructures and under shelter decks in the 178-182 Treaties and traditions of, require equality of treatment for vessels of all flags 119 (See also American, Measurement, Measure- ment of vessels, Measurement rules, and Navigation laws of the United States.) United States, customs regulations of the, 190S, con- cerning the measurement of vessels 255-268 Admeasurement of vessels, none to be made ex- cept by authority of the Commissioner of Nav- igation 265 Admeasurers, instructions to 259-261 Closed-in spaces — Designation of 261 Determination of tonnage of 258 Crew space, deduction for 265 Cubical contents of a vessel, how determined. . 258 Deck houses, how ascertain the tonnage of 258 Gross tonnage, deductions from 262-266 Marine document of a vessel, what it should con- tain 259 Measurement — Of foreign vessels 262 Method of 257, 259-260 Measuring instruments named 259 Remeasurement of a vessel to accord with the act of March 2, 1895 266 Shelter deck?, treatment of, in measurement.. 266 Tonnage — Definition of 257 Marking and recording of 261 Water-ballast spaces, measurement of 264 United States Navy, instructions and regulations relating to the measurement of ships of the, for tonnage certificates used in navigation of the Suez Maritime Canal 445-473 Below tonnage deck, measurement of 450 Between decks, measurement of 451 Classification of items under their proper head- ings in the certificate ". 463 Deck houses, breaks, etc., measurement of . . . . 451 United States Navy, etc. — Continued. page. Deductions to be made from gross tonnage in order to ascertain net tonnage 456-462 General instructions 447 Gross tonnage 447 Index 467^173 Instructions and definitions: Gross tonnage 453-455 Net tonnage 458 Method of procedure 462 Net tonnage 455 References 447 Resume 463-465 Rule for measuring laden ships 452 Vaporizer oil engines : Advantages claimed for 150 Compared with Diesel engines 149 Disadvantages of, as compared with Diesel en- gines 150 Explained 149 Variations in make of 150 Ventilating spaces, comparative analysis of rules for 373 (See also Light and air shafts.) Vessel: Measurement, bibliography on 218-219 Tonnage, three kinds of 33 Vessels: ( lassifiration of, using oil for fuel 146 Description of, to be distinguished from descrip- tion of rig under British rules 302, 303 Designed for varying services and conditions... 155 Marking and recording of tonnage on, in the United States 261 Measurement of. (See Measurement, and Meas- urement of vessels.) Of many types 145 Steam, how indicated 15 Strength of, upon what dependent 15 Types of — Bibliography on 220 Distinguished and illustrated 13-29 Water ballast section of 16 (See also Ships and Steamships. ) Warships: Actual displacement indicates military value of 105 Advantages of displacement tonnage as a basis of tolls upon 102-104 Application of Suez measurement rules to American 100-101 Approximate fairness of displacement tonnage of, as a basis for tolls 102 Ascertainment of actual displacement of, at Panama Canal 214 Defects of net tonnage as the basis of tolls upon 100-102 Defined under Panama Canal rules 241 Displacement, and gross and net tonnage, British and Suez measurements, of five British 100 596 INDEX. Warships — Continued. Page. Displacement tonnage the basis of tolls upon. . 97-106 Engine-room space in, reduced by use of Diesel engines 152 Infrequent use by, of the Suez Canal 99 Labor entailed to ascertain gross and net ton- nage of 101 Main types of, to which Panama rules must apply 102, 103 Meaning of, in the Panama rules 214 Merchant vessel measurement rules not appli- cable to 6 Net tonnage of, a very arbitrary expression of size or capacity 101 Reasons for bating tolls upon actual displace- ment tonnage of 105-106 Rules applying to, on Panama Canal 241-242 Same tolls and measurement rules for, as for merchant vessels on the Suez Canal 99 Size of, indicated by their weight 6 Water ballast: p age . Brief history regarding spaces for, in Suez rules 397 Comparative analysis of rules for 367 Comparative analysis of the provisions apply- ing the Suez rules for 438 National and Suez rules for deductions for. ... 82 Treatment of, under — American rules 251, 264 British rules 274, 286, 287, 288, 298 German rules 317, 319, 334, 352-353 Panama rules 204, 205, 231, 238 Suez rules 205, 397, 452, 462 Well-deck steamer, illustrations of 19 and facing 20 Width, comparative analysis of measurement rules for. 360-361 Windsor case, decision in the 170 Whaleback vessel 26 White, Sir. W. H.: On block displacement tonnage 41 On international tonnage rules 196 o «iiil