considered, and there should be sufficient light to enable one to read ordinary newspaper type in all parts of the forecastle. The use of light coloured paints will assist towards this end and should not be overlooked.

Access to the fore-peak hatch is generally from the sailors' forecastle and there is much traffic to and from this place for ship's gear, boatswain's stores, cargo gear, and other materials stored in this part. Frequently cargo is stowed in forepeak and when this is the case, it must be worked through the fore-castle and the men have little chance of keeping their quarters clean. The remedy is not far to seek, as the communication to this place (the fore-peak) should be from the topgallant forecastle deck, or direct from the main deck by passage way. The only objection to the last method would be the fact of taking up too much of the crew space, Fig. 11, (c) (c). the case of the former method, in hot climates the trunkway formed by extending the batchway to the upper deck would, by having two trap doors in the upper part opening into forecastles, give more light and act as an air shaft.

In

Bunks or sleeping berths are capable of much improvement, being in nine cases out of ten overwooded, and built up in most inconceiveable places regardless of shape and dimensions.

The limited floor space 12 ft. is no doubt a drawback. Add to this the idea that because a place is certified for so many men, the same quantity of bunks are necessary, with the result that a number of sleeping berths are unoccupied. This will apply to a large number of vessels outside of the passenger trade.

Bunks should be built clear of the vessel's side or bulkhead to allow of a free current of air to surround the occupant. The length and width ought never to be less than 6 ft. 6 in. and 2 ft. 3 in. respectively. All the framework should be of iron.* The sides or rolling boards not deeper than 8 inches. To be divided off at foot and head by boarding to within 6 in. of the deck or bunk overhead. The height of the lower bunk from the floor should be calculated by the height of the forecastle, as a greater distance from the floor than the minimum 12 in. allowed by the Board of Trade is to be desired.

In Fig. 11, (d) (d), it will be seen that the food lockers in either forecastle are built up against the paint and lamp lockers respectively, a most objectionable arrangement, as the slightest flaw in the usually thin wooden partition will be sufficient to contaminate the food. These lockers should be placed near the doorway or inlet ventilator and not hidden away in a corner, where they are likely to receive the full benefit of tobacco smoke with which a forecastle is liberally fumigated.

In weekly boats, where the men bave to provide their own food, a good meat safe outside the forecastle should be provided, and the common practice of hanging up meat and fish in the forecastle ought not to be allowed.

"Practical Hits on the Hygiene of Ships," I y Dr. Collingridge, Medical Officer of Health, Port of London.

146

the

A

of

for

D

a

el

a

SANITATION IN THE MERCANTILE MARINE.

Another point is the position of lamp and paint lockers. Not only is the former place fitted with niches and lockers for all the various lamps in use, but it contains tanks in which oil is stored for daily consumption. The trimming and cleaning of the lamps is also carried on in here. If ordinary care be not taken in keeping the place clean it soon becomes foul, giving off a most unpleasant smell.

In most vessels paints are in constant use, and if the locker is situated as in Fig. 11, it will necessitate going into the forecastle, where the noxious smell of paint is under the circumstances hardly ever absent. It is therefore evident that such places should never adjoin living rooms, unless protected by an iron bulkhead. On no account should they be in crew spaces.

With the modern type of anchor, hawsepipes form an important feature in the topgallant forecastle, Fig. 10, (e). Owing to the heavy strain to which they are subjected they are liable to become defective and cause a serious nuisance, so that a certain amount of caution is necessary in fitting bunks near to them.

The Board of Trade instructions to Surveyors provide that, "If a privy adjoins a crew space the bulkhead should be doubled with felt between the doubling and the bulkhead."

Again, on the drainage of the forecastle "Where such drainage passes through a privy or other compartment, it will be necessary to have a pipe for the drainage to pass through such privy or compartment, with the pipe made perfectly tight through the cant or coaming of the forecastle." These are serious matters unfortunately too often overlooked at the time of building.

Greater attention should also be paid to the joint of the bulkhead
at the vessel's side, which, if not hermetically sealed, will be another
means of communication and one not to be ignored.
"Sweat-boards" are to be commended for the
iron over bunks as they are easily removed for cleansing and painting,
and are easily replaced, care being taken that they be of sufficient
purpose of insulating
width to overlap the bunk on either side.

Sailors' quarters should in all cases be fitted with a large oilskin
locker as near to doorway as possible.

Firemen and deckhands, owing in a measure to the different nature of their work, should never be located together. The unnecessary squabbling amongst them, with reference to the cleansing of the forecastle, and the neglect which follows, condemns a practice, which, however, may be said to be restricted to small vessels. A divisional bulkhead in most cases is the only remedy and it is inexpensive.

In large sailing vessels, it is always well to have the forecastle divided, one side for the port and the other for the starboard watch.

BERTHS NEAR ENGINE-ROOM AND STOKEHOLD.

The position of berths adjacent to engine-rooms and stokeholds, and in a place that cannot be at all times used for living purposes on account of heat, is a matter that requires serious attention. Unfortunately these faults are too common in our mercantile marine,

the trade of which is extensively both to and in hot climates, when berths in the vicinity of these places are rendered useless for obvious reasons. Living-rooms under these circumstances offer many objections and discomforts. Members of the crew find their wellearned repose is marred by these insalubrious quarters. This is a matter in which the Administration might interest themselves, because on this in a great measure depends the question, whether an officer or engineer, if he has not had the necessary rest, can keep a good watch, the only safeguard against "napping" when on duty.

The proverbial saying on board ship that "a hot engine-room and stokehold make a hot ship," should convey to the ordinary observer a palpable meaning-there being no effect without a cause. This to a very great extent exemplifies the connection there is between living rooms, and boiler and engine-room spaces through the medium of heat, a factor up to this not sufficiently considered in locating berths. The conductive properties of iron of which everything is constructed in these departments enters largely into the subject, as by these and other means heat is conveyed to the immediate surroundings by the heat given off by boilers, steampipes, funnels, &c., through the agency of stokehold bulkheads, bunker, boiler and engine-room casings, &c. Owing to this cause crew quarters situated over boilers (main and donkey) and within the range of conductivity are for these reasons in certain trades rendered uninhabitable.

To the sanitarian this will be an additional element to contend with on board ship, and one in which numerous difficulties will have to be overcome, but with care and a strict adherence to details, improvements can be effected. At the same time it must be remembered that there are certain untenable methods in vogue for locating berths which call for speedy remedy.

The prevailing system of berthing engineers in the immediate surroundings of their departments for the sake of convenience is decidedly wrong, and the sooner this gives way to a better method the better it will be for those whose work at the best of times is trying.

Berths in engine-room and stokeholds are exposed to sudden changes of temperature, deleterious emanations from bilges, the sickly smell of oils, the moist atmosphere always present besides the danger that may arise through a steam pipe bursting.*

Fig. 12 illustrates the position of the 1st and 2nd engineers' berths on either side of the cylinders, with doors opening out on to top platforms. These rooms are always damp. This is due to condensation. The only ventilation is by a circular lowered ventilator

Tide The accident which occurred on the S.S. Brigadier of Newcastle, offl. No. 7263, when at sea and about 40 miles from Hartlepool. On the 6th November, 1875, an explosion took place in the engine-room which resulted in the deaths of two firemen as follows:-The junk ring of the high pressed cylinder gave way, the cylinder cover in consequence being knocked off caused the steam to exhaust in engine-room. Two firemen asleep in their bunks at the time of the accident were found dead on the upper platform in endeavouring to escape from their quarters which was situated on the after part and in engine room.

in the door, and the side scuttle or port, which cannot always be opened.

Fig. 13 illustrates the crew quarters on a vessel employed in the coasting trade of this country. The seamen and firemen's quarters are over boiler tops and adjoining engine-room, the overhang of these places is about 2 ft. from boiler. The extreme width being 6 ft. The saddle back is sloped down to within 3 ft. of the vessel's side, leaving but a narrow passage abreast of it. On the starboard side in the seamen's quarters is a steam winch exhaust tank which, when the winches are at work, becomes hot and consequently a heat generator. This tank is only protected by half-inch boarding. On the after part and adjoining the firemen's quarters on the port side abreast of cylinders in engine-room, is the 1st and 2nd engineers' berth, access to which is from the top platform. The berth is 9 ft. in length, by 6 ft. in width, and is fitted as a mess room and sleeping room combined.

The space these quarters occupy is virtually what is termed the side bunkers, the cubical capacity of which has been deducted from the register tonnage. Could not these places be used as coal bunkers in lieu of the lower side bunkers, which as a rule take up so much room in the stokehold? This indeed would be a great improvement, besides there would be no difficulty in finding better quarters for the

crew.

For security and handiness, it must be admitted that berths in alleyways (Fig. 16) offer certain advantages. On the other hand there are many disadvantages, because in the typical vessel of to-day, the mode of construction and location of these berths cannot be commended. In most cases their position proves beyond a doubt a want of forethought in making allowance for local influences and climatic changes. As a matter of fact, berths are built up against stokehold and galley bulkheads. Officers and engineers' rooms and mess rooms will be found opposite to stokehold and galley doors, where also there will be closets, paint, lamp-lockers and store-rooms.

The ventilation and internal fittings of berths also shows a lack of care in the arrangements, this being frequently carried out in a most haphazard manner.

Fig. 14 represents the berths in the alleyway near the stokehold on a vessel which has been trading to the East for a number of years. The 2nd engineer's and the cook's berth amidships are adjoining the stokehold bulkhead, and immediately above the donkey boiler, Fig. 15.†

Captain A. G. Froud, Secretary Shipmasters' Society, in his paper entitled "Heating of Ships and Cargoes," states:-Cabins near the boiler-room, and especially if over or abreast of the boilers, are uncomfortable by reason of the heat. If used for passenger accommodation at all, these places are fit for bath rooms and lavatories only.

† Captain A. G. Froud, Secretary Shipmasters' Society, in his paper entitled "Heating of Ships and Cargoes," states:-"The overhead part of the donkeyboiler recess becomes very much heated when the boiler is in use. It has become a general practice with ship designers to place the donkey-boiler in a recess of the reserve bunks. The plan is common but without reasonable excuse."