942 THE NEW ZEALAND GAZETTE. [No. 66

therefrom the same deductions in respect of crew space and
for crew and engine space in steamships as would, if such ships were British, be made
from their gross tonnage under the laws relating to British
ships:

And whereas the Government of the said United States
of America have provided that, on and after the 5th day of
August, 1882, a deduction from the gross tonnage of every
vessel of the United States shall, on measurement or re-mea-
surement thereof, be made for crew space in sailing ships,
and for crew and engine space in steamships:

And whereas it has been made to appear to Her Majesty
that, in consequence of such last-recited provision, the rules
concerning the measurement of tonnage of merchant ships
have been adopted by the Government of the United States
of America, with the exception of a difference in the mode
in certain steamers of estimating the allowance for engine
room, and such rules are now in force in that country,
having come into operation on the 5th day of August, 1882,
and that it is desirable that the ships of the said United
States, measured or re-measured as aforesaid on or after the
said 5th day of August, 1882, shall, instead of requiring
re-measurement in the United Kingdom for crew space in
sailing ships, or for crew and engine space in steam ships, be
deemed to be of the tonnage denoted in their certificates of
registry or other national papers:

Now, therefore, Her Majesty is hereby pleased, by and with
the advice of her Privy Council, to direct as follows:—

1. As regards Sailing Ships: That merchant sailing ships
   of the said United States of America the measurement
   whereof, after the said 5th day of August, 1882, has been
   ascertained and denoted in the registers and other national
   papers of such sailing ships, testified by the date thereof,
   shall be deemed to be of the tonnage denoted in such
   registers and other national papers, in the same manner,
   and to the same extent, and for the same purpose in, to,
   and for which the tonnage denoted in the certificate of registry
   of British sailing ships is deemed to be the tonnage of
   such ships.

2. As regards Steam Ships: That merchant ships belong-
   ing to the said United States of America which are propelled
   by steam or any other power requiring engine room the
   measurement whereof shall, after the said 5th day of August,
   1882, have been ascertained and denoted in the registers and
   other national papers of such steam ships, testified by the
   dates thereof, shall be deemed to be of the tonnage denoted
   in such registers or other national papers in the same manner,
   and to the same extent, and for the same purpose, in, to,
   and for which the tonnage denoted in the certificates of
   registry of British ships is deemed to be the tonnage of such
   ships. Provided, nevertheless, that if the owner or master
   of any such American steam ship desires the deduction for
   engine room in his ships to be estimated under the rules for
   measurement and deduction applicable to British ships,
   instead of under the American rule, the engine room shall be
   measured and the deduction calculated according to the British rules.

C. L. PEEL.

Notice to Mariners, No. 24 of 1883.

Marine Department,
Wellington, 6th July, 1883.

THE following Notices to Mariners, received from the
President of the Marine Board, Sydney, and the Port-
master, Brisbane, are published for general information.

H. A. ATKINSON.

Red Buoy on the S.E. End of the Sow and Pigs Shoal.

IT is hereby notified that a red buoy has been moored in 5
fathoms at the S.E. end of the Sow and Pigs Shoal, for the
convenience of heavy draught vessels navigating the Eastern
Channel to Port Jackson.

FRANCIS HIXSON,
President.

Office of the Marine Board of New South Wales,
Sydney, 22nd June, 1883.

New Lights at Point Archer and Rocky Islet.

NOTICE is hereby given that, on and after this date, two new
lights will be exhibited from Point Archer and Rocky Islet
respectively. The former, which stands on the highest part
of the point, at an elevation of 220 feet above high-water,
consists of a 4th order holophotal condensing apparatus
exhibited from a circular tower 45 feet in height.

The light is seen from the southward, from Cape Tribulation
round to S.W. 1/4 S., but is intensified on a N.W. by N. 1/4 N.
bearing, when it is in line with the light on Rocky Islet. It
is obscured between the bearings of S.W. 1/4 S. and S. by E.
Southerly when it is seen as a green light until it bears S. by
E. 1/4 E. Between that bearing and S.S.E. it is seen as a white
light, and again as a red light from the latter bearing to S.E.
by S. 1/2 S.

The apparatus at Rocky Islet is a holophote, showing a
beam of light S.E. by S. 1/2 S. The light is exhibited from a
tower 20 feet high, standing on the western slope of the islet,
at an elevation of 90 feet above high-water.

The lights can be seen at a distance of 20 and 14 miles
respectively.

The two lights in line give nearly a mid-channel course
between a reef and Point Thomas.

While the light on Point Archer is visible to the westward
of S.W. 1/4 S. vessels are clear of c and e reefs.

The eastern edge of the green sector cuts the western edge
of d reef.

While in the white sector vessels are clear of d reef on the
one hand and the Blackbird Patch on the other.

In working to the southward, after passing Monk-house
Point, vessels may stand into Walker Bay as far as the
western edge of the red sector, which leads clear of the
rocky ground in the bay.

Directions :—Vessels from the northward leaving the
Endeavour River will, by night, when steering to the south-
eastward, pass through the red sector; and those rounding
Cape Bedford, and steering for Monk-house Point, will pass
through the green sector and into the white sector of the
light on Point Archer, steering for it until nearly abreast the
southern end of Walker Bay. They will then cross the green
and obscured sectors, rounding Walker and Archer Points
and Rocky Islet at a safe distance. After passing the latter
the two lights should be brought into line on a N.W. by
N. 1/4 N. bearing, and kept in that position until a reef is
passed.

Similarly vessels from the southwards steering to clear a
reef with the lights in line will, after rounding Rocky Islet
and passing Walker Point, cross the obscured and green
sectors, and keep within the white sector until d reef and
the Blackbird Patch are passed.

C. P. HEATH, Commander R.N.,
Portmaster.

Department of Ports and Harbours,
Brisbane, 9th June, 1883.

Report on Stranding of S.S. “Hawea” confirmed.

Marine Department,
Wellington, 5th June, 1883.

HIS Excellency the Governor has been pleased, in pur-
suance of the provisions of section 244 of “The
Shipping and Seamen’s Act, 1877,” to confirm the following
decision of the Court of Inquiry into the stranding of the
s.s. “Hawea,” by which the Board of Trade Certificate of Com-
petency, No. 22,036, of Francis Holmes is suspended for four
calendar months from the 19th ultimo. The “Hawea”
stranded at the entrance to the Waitara River, at two a.m.
on the 9th May last, while on her way from Manukau to
New Plymouth.

H. A. ATKINSON.

THAT Francis Holmes, the master of the “Hawea,” was guilty
of great carelessness—

1. In giving a course S. 1/4 E. by both the standard- and
   steering-compasses, without having previously compared the
   two compasses, in which case he would have ascertained that
   the steering-compass indicated about a quarter of a point more
   to the South than the standard-compass, and would take the
   vessel so much nearer the shore by steering S. 1/4 E.

2. That, on observing the land on the starboard bow, he did
   not examine and lay off the position of the vessel on the
   chart.

3. That, when he saw a red light, he did not examine the
   log to ascertain the distance the vessel had run, or the
   engine-room revolutions for the same purpose, but altered
   the course more in shore, without having first ascertained
   the position of the vessel, through which means the vessel’s
   course was directed towards the Waitara River.

4. That he showed gross neglect and inattention to his
   duty in being absent from the deck after the course was
   altered in shore to S.E. by S., and especially after being
   twice warned by the second officer that the vessel was close
   in shore.

That the chief officer, George Dun Alexander, is guilty of
carelessness, in that, after ascertaining, as he said that he did,
at nine o’clock p.m. of the 8th May, that the compass the ship
was being steered by differed by about a quarter point from the
standard-compass, and therefore was taking the vessel further
in shore than the proper course, did not immediately make
the same known to the master, whose order-book gave the
same course by both compasses; and further, he did not
report o the second mate the difference he had observed in
the compasses.

That the second officer, Lewis Cameron Noble, although
evidently anxious that the vessel should be steered a safe
course, showed a want of promptitude in that he did not stop