Aug. 2.] THE NEW ZEALAND GAZETTE. 3105

its south or blue end uppermost if to leeward, or to the low side of ship, moving the magnet to or from the compass until the heeling error is corrected.

NOTE.—The heeling error due to the permanent part of the magnetism varies inversely as the earth’s horizontal force, and consequently is greatest in high latitudes, diminishes as the ship approaches the magnetic equator, and increases again, still retaining the same name, as the ship recedes from the magnetic equator in the Southern Hemisphere. The heeling error due to transverse and vertical soft iron decreases as the ship approaches the magnetic equator, where it is zero, and is of a contrary name in the Southern Hemisphere. It is probable that the poles of the vertical magnet may require to be reversed in high southern latitudes.

A divided scale should be marked or fitted outside the tube or some other convenient place, so as to show the proper position for the correcting magnet as found in any given magnetic latitude, and the same recorded as a guide for approximately placing the magnet in position on any subsequent voyage in the same locality, and especially on the return of the ship to the United Kingdom.

Candidates should understand that the object of tentative adjustment is to bring the deviations within manageable limits, and also to equalise the directive force of the needle so far as is practicable on all courses; but no system of adjustment whatever is sufficiently reliable in character to absolve the navigator from the necessity of using every precaution, and especially of ascertaining the deviation on every available opportunity by observations of the sun by day and the other heavenly bodies by night.

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APPENDIX N.

EXAMINATION OF A MASTER OR MATE IN STEAM.

The regulations under which these examinations are conducted are printed at pages to .

A candidate for this examination is required to have a thorough grasp of the construction of the steam-engine and boiler to enable him to understand the nature and importance of any defect which may be reported to him by the engineer, and work in harmony with the engineer in affording time and facilities for disconnections, inspections, adjustments, and repairs.

To have a knowledge of what the principal repairs are which are needed in engines, and boilers, and pipes, and how these repairs are usually accomplished.

To be able to form an independent opinion as to a breakdown, and the consequent propriety or impropriety of proceeding under reduced steam with temporarily repaired or defective machinery.

To understand how to estimate approximately the reduction of fuel required for reduced speed, and consequently to sanction such reduction of speed as may seem to him to be warranted by the report of the engineer, and to satisfy himself before leaving port that there is sufficient coal for the voyage.

To have an intelligent grasp of the general run of pipes and connections in the engine-room, and marking of cocks, the opening and closing of cocks and valves, how mistakes of importance may be made in the confusion of an accident, and how best to guard against such mistakes.

To be capable of being left in charge of the feeding of a set of boilers, to understand the working of the water-gauge, and to be able to guard against being misled by false indications of the gauge-glass.

To understand about blowing-down and surfacing, the reasons for doing so, and the danger which may result from the neglect of these under certain circumstances. A master or mate presenting himself for examination in steam must be understood to have made up for his want of practical experience by reading up about the steam-engine. He ought, therefore, to show that he has given his mind to intelligently understanding the rationale of the action of the steam-engine. Under this head he should therefore be able to state approximately the quantity of heat required in the formation of steam, the remarkable relation of “latent” heat to “sensible” heat, how much steam can be raised by the combustion of one pound of coal, what horsepower measure is, what indicated horse-power is, what is the action of the slide-valve, the course of the steam through the engine, and the advantage of working expansively, and how the expansive action is shown by the indicator diagram. To known the uses of the various parts of the engines and dynamos used for electric-lighting, and how they and the cables are fitted in the hull; how wires are joined, insulated, and cased; why it is desirable that they should be led along places which are dry and accessible; what is “sparking,” and what are the causes which produce it; what is its danger in coal-bunkers and petroleum-carrying steamers; what are the uses of switches and cut-outs, and why it is so important to prevent short-circuiting taking place.

The candidate has to answer in writing sixteen out of twenty questions selected from the book of Elementary Questions. Selections for this examination are given of the alphabetic sheet for “Steam.” Generally, these answers are given by candidates as learned by rote from a book; the candidates should therefore be asked such viva voce* questions as will necessitate his giving his answers in different words, so as to discover whether he has the root of the matter in him.

The principal part of the viva voce is the examination on board a steamer, preferably one with which he is unacquainted. He is told to look about and try to find out the run of the machinery without the assistance of any one; the Examiner to be in the engine-room to see that this independent examination is properly carried out. When the candidate reports that he thinks he knows the whole arrangement of the machinery, the Examiner will then question him on the uses of the parts, get him to point out the different cylinders, pumps, valves, condenser, &c.; also the dynamo, its field-magnets, armature, commutators, brushes, cables, &c. He must show that he understands the run of the pipes in the bilges, not necessarily that he has gone over every one of them, but he ought to be directed to trace, at least, one important range of pipes, and to thoroughly satisfy the Examiner that he could be safely trusted to manipulate the valves or cocks in connection therewith. It will not often be practicable for the candidate to be asked to actually work engines under steam, but he must satisfy the Examiner that he knows how to do so, and that he is aware what precautions have to be taken in regard to water in the cylinder, &c. It is most important that a candidate should show that, in the event of an accident depriving him of the assistance of engineers, he knows what to do to safely take his vessel to an anchorage, or to stop the engines and proceed under sail alone.

The examination of a mate in steam is the same as that of a master. The knowledge required has no reference to the mate’s position. A mate may be examined, but such examination implies that the mate will one day be a master, when the possession of the knowledge will be an advantage to him in the discharge of his duties as master.

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• Printed at end of the Regulations relating to the Examinations of Engineers, Exn. 1a.