exceedingly interesting if it should be found that south of the equator the rocks slope down to the left, and thus that the mountains there had had a rotatory movement against watch hands. It would follow as a necessary consequence of this ancient rotation of the mountains that, in the northern hemisphere, the left bank of rivers should have a more precipitous character than the right, for on the right side of the valley the line of strike would be generally sloping in the same direction as the flowing stream, but on the left side in a contrary direction. This indicates a test of easy applicability everywhere; of course, in the southern hemisphere the right bank should be the more precipitous. If M. Buys Ballot's law of the winds should in this way be found prevailing among the rocks, a proof would be furnished of so irresistible a nature as to enforce conviction. January 11, 1879. Yours truly, D. D. THE CASE OF THE "RICHMOND." To the Editor of the "Nautical Magazine." SIR,-An official inquiry was held some short time since at Swansea respecting the loss of the screw steamer Richmond, the result of which, as it regards the finding of the Court, has given rise to much discussion, and must be a sore puzzle to those who are unacquainted with the subtleties of law. The Richmond, on the 19th of November last, left Penarth Docks with a cargo of 1,233 tons of steam coal, bound to Malta. There were three hatchways on the upper deck-two before the bridge, and one aft-which it appeared were kept partially open for ventilation. All went well until the 22nd, when in crossing the Bay of Biscay, the weather became bad, and much water was shipped, and eventually it became necessary to batten down the hatches and cover them with tarpaulin. On the 24th, owing to an accumulation of gas, two explosions occurred, which so much damaged the ship that after making every effort to keep her afloat, but without success, the master and crew abandoned her, and shortly afterwards the Richmond was seen to go down. It was proved at the investigation that the coal shipped in the Richmond was of a fiery nature, and evolved gas which, when mixed with atmospheric air, becomes explosive and terribly destructive. It was said that printed cautions as to the ventilation of coal ships had been posted up at the tips at Penarth, but that such caution had not been served upon the captain of the Richmond, nor had his attention been directed to it. Nevertheless, the captain was charged at the inquiry with having caused the loss of the vessel by his "wrongful act and default" in not seeing that the after-hold of his ship was properly ventilated, and the Court was invited to deal with his certificate. This jurisdiction was assumed by the Wreck Commissioner apparently without hesitation, and the certificate of the master of the Richmond was suspended for a period of six months, the Commissioner intimating that if it had been proved that a copy of the caution respecting ventilation had been served on the captain, a much more severe sentence would have been passed upon him. But further, the Commissioner appears to have founded his decision to deal with the master's certificate upon that provision of the 4th Section of the Merchant Shipping Act, 1876, which makes a master responsible for knowingly taking a ship to sea in an unseaworthy state. Looking to that section, I find that the master so offending is guilty of misdemeanour-this would be properly the subject of a prosecution in a criminal court, but I cannot understand how it could be dealt with by a Court of Inquiry, and still less, how the section can be cited as giving authority to deal with a master's certificate. Looking then to the Merchant Shipping Act, 1854, under which these Courts of Inquiry into wrecks and casualties have been instituted, I find sec. 242 provides that, "if upon any investigation conducted under the provisions contained in the Eighth Part of this Act, or upon any investigation made by a Naval Court, constituted as hereinafter mentioned, it is reported that the loss or abandonment of, or serious damage to, any ship has been caused by his wrongful act or default," i.e., of the master or mate, his certificate may be dealt with by the Board of Trade, or as it is now settled by the Court investigating the case. But surely the "wrongful act or default " here mentioned is an act or default connected with the navigation of the ship, and was never intended by the framers of the Act to apply to the stowage of the ship or the management of the cargo. Explosions of gas and the combustion of coal cargoes were not twenty-five years ago of frequent occurrence, and certainly were not then regarded as sources of unseaworthiness, for inattention to which a shipmaster should be held responsible. If my view of the law is correct, then neither under the Act of 1854, nor under any subsequent statute (that of 1876 inclusive) has a Court of Inquiry power to deal with a master's certificate in such a case as that of the loss of the Richmond. If I am in error in my interpretation of the law I shall be thankful to be set right by one of your numerous and competent readers; but if I am right, it is clear that the Court of Inquiry in this case of the Richmond has exceeded its powers. I, for one, attach much importance to the operations of these courts and to their decisions, and I am therefore anxious that these decisions should be at all times beyond question. London, January 16, 1879. Yours faithfully, A LOOK-OUT. SHIPS' LIGHTS AND HELM SIGNALS. [We have received a great number of letters on the subject of ships' lights and signals for indicating the position of a vessel's helm or head, for which we beg to thank our correspondents. But in these communications many different plans are advocated, and if we published them all it is more than probable that we should receive a great number of criticisms and a great number of fresh suggestions, which the space at our command would not permit us to publish. We have therefore thought it desirable to forward the letters already received by us to the Secretary of the Thames Traffic Committee, the members of which are desirous of giving earnest consideration to any suggestions or opinions which may throw light upon the questions with which they are now engaged.-ED. N.M.] |