20 JAN. THE NEW ZEALAND GAZETTE 47

3. In any submarine accident time is the most vital factor
   affecting the chances of rescue of survivors, and as the sighting
   of an indicator buoy may be the first intimation that an
   accident has in fact occurred, it is vital that no time should
   be lost in taking action.

4. The sighting of any buoy answering the attached description
   should at once be reported by the quickest available
   means. When practicable the name of the submarine should be
   included in the report.

5. Indicator buoys are attached to the submarine with 600
   feet of wire. If a buoy is sighted in depths of water greater
   than 100 fathoms therefore it is certain to be adrift and this
   fact should also be reported as soon as possible. It is, however,
   quite possible for indicator buoys to break adrift accidentally
   even though the parent submarine may not have sunk. In
   any case, it is therefore important to establish by the most
   seamanlike practicable means whether or not the buoy is
   adrift. In this connection it should be noted that the mooring
   wire is ¼ inch galvanised acid grade steel wire rope with a
   nominal breaking strain of 1 ton. Its total weight in water is
   26 lbs. Although, if no other means is available, the lowering
   of a boat and the weighing of the wire by hand is permissible,
   very great care should be exercised in this operation since it
   is absolutely vital not to part the wire. In no circumstances
   should the boat be secured to the buoy or turns taken on the
   wire once it has been established that the latter is not adrift.
   If the buoy is found to be adrift this is not necessarily an
   indication that all is well since it may have broken adrift
   after being deliberately released following a submarine
   accident.

6. At any time after a submarine accident survivors may
   start attempting to escape. Conditions inside are likely to
   deteriorate rapidly and postponement of escapes will only be
   made in order to allow rescue ships time to reach the scene. Any
   ship finding a moored submarine indicator buoy should not
   therefore leave the position but should stand by well clear
   ready to pick up survivors. The latter will ascend nearly vertically,
   and it is plainly important plenty of sea room is given
   to enable them to do so in safety. On arrival on the surface
   men may be exhausted or ill, and if circumstances are favourable
   therefore the presence of a boat already lowered is very
   desirable. Some men may require recompression chamber, and
   it will therefore be the aim of the Naval authorities to get
   such a chamber to the scene as soon as possible.

7. In order that those trapped in the submarine shall be
   made aware that help is at hand Naval vessels drop small
   charges into the sea which can be heard from inside the submarine.
   There is no objection to the use of small charges for
   this purpose; but it is vital that they are not dropped too
   close since men in the process of making ascents are particularly
   vulnerable to under water explosions, and may easily
   receive fatal injuries. A distance of a quarter of a mile is
   considered to be safe. If no small charges are available, the
   running of an echo sounder or the banging of the outer skin
   of the ship’s hull with a hammer from a position below the
   water-line is likely to be heard in the submarine, and such
   banging and/or sounding should therefore be carried out at
   frequent intervals.

8. Submarines may at any time release pyrotechnic floats
   which on reaching the surface burn with flame and/or smoke
   thus serving to mark the position of the wreck. They are
   likely to acknowledge sound signals by this means.

9. To sum up, the aims of a submarine rescue operation are—
   (a) To fix the exact position of the submarine.
   (b) To get a ship standing by to pick up survivors, if
   practicable with boats already lowered.
   (c) To get medical assistance to survivors picked up.
   (d) To get a diver’s recompression chamber to the scene in
   case this is required by those seriously ill after
   being exposed to great pressure.
   (e) To inform the trapped men that help is at hand.

10. There is a large Naval organisation designed to fulfil
    these aims, which is always kept at instant readiness for
    action. It is clear, however, that any ship may at any time
    find evidence of a submarine disaster, and if she takes prompt
    and correct action as described above she may be in a position
    to play a vital part.

11. Description of Submarine Indicator Buoy.

Modern submarine indicator buoys are made of aluminium
and are cylindrical in shape. They are 2 ft. 3 in. in diameter
and 18½ in. deep, and there is a cylindrical projection on the
bottom about 6 in. deep. On the sides are two fittings which
carry a stirrup, from which is suspended 600 ft. of ¼ in.
circumference steel mooring wire. The buoys float end up
with a freeboard of about 6 in.

A light which flashes approximately twice every second for
at least 40 hours is mounted in the centre of the top surface.
In darkness, and during good weather, the visibility of the
light without binoculars is 3,500 yards. A ring carrying
“cat’s-eye” reflectors is fitted around the base of the light,
the reflectors being for the purpose of reflecting searchlight
beams from the search ships.

The buoys carry a mast, to which is attached a red nylon
flag. Each buoy is coated with a high visibility paint. The
forward buoy is quartered red and yellow, and the after buoy
is yellow. For identification purposes, the following inscription
is carried on each buoy around the top surface: “H.M.S.
(submarine’s name). Finder inform Navy, Coastguard or Police. Do not secure to or touch”. The lettering on the forward buoy is white, and black on the after buoy.

(Note.—Later models of the buoy will be fitted with an
automatic transmitting radio unit but these are unlikely to
be in service until 1956. These buoys will be similar in
appearance to the present buoys but the flag mast will be
replaced by a vertical whip aerial.)

Authority: The Lords Commissioners of the Admiralty
(H. 6054/53).

Wellington, N.Z., 12 January 1955. W. C. SMITH, Secretary for Marine.
(M. 6/1/197)

New Zealand Notice to Mariners No. 11 (Temporary) of 1955

NEW ZEALAND—SOUTH ISLAND—DOUBTFUL SOUND

Omapere Rock Buoy

OMAPERE Rock buoy in a position 45° 19′0″ S., 166°
59′2″ E., has disappeared from its mooring and is to be
temporarily expunged from the chart.

Charts temporarily affected: 768, 2589.

Authority: Marine Department.

Wellington, N.Z., 13 January 1955. W. C. SMITH, Secretary for Marine.
(M. 3/3/242)

Notice to Mariners No. 12 of 1955

CANCELLATION OF ADMIRALTY CHART

THE following chart has been cancelled by a large correction:

Chart 2588—New Zealand—Wanganui Harbour.

Authority: Admiralty.

Wellington, N.Z., 18 January 1955. W. C. SMITH, Secretary for Marine.
(M. 19/2/8)

Sale of Unclaimed Property

IT is hereby notified that unclaimed property in the hands of the Police at Auckland, Hamilton, Gisborne, Palmerston North, Wellington, Christchurch, Dunedin, and Invercargill Stations will, if not claimed before Saturday, 5 February 1955, be sold thereafter by public auction.

Particulars as to the time and place of sale may be obtained from the Superintendent or Inspector of Police in charge of the District.

Dated at Wellington this 29th day of December 1954.

E. H. COMPTON, Commissioner of Police.

BANKRUPTCY NOTICES

In Bankruptcy

NOTICE is hereby given that dividends are now payable in the undermentioned estates on all proved claims:

Sylvia May Oliver, Edgecumbe, Married Woman. First and final dividend of 2s.d. in the pound.

Walter Osborne, Sandringham, Bitumastic Asphalt Contractor. Second and final dividend of 6d. in the pound.

Horace Clark, Opotiki, Agent. First and final dividend of 11¾d. in the pound.

Leonard John Bergman, Birkenhead, Painter. Second and final dividend of 11¾d. in the pound.

R. B. Reid, Epsom, Builder. First and final dividend of 2s. 1¾d. in the pound.

T. C. DOUGLAS, Official Assignee.

Fourth Floor, Dilworth Building, Customs Street East, Auckland C.1.

In Bankruptcy—Supreme Court

RAYMOND WILLIAM HEARSEY, of 11 Lincoln Street, Frankton, Plumber, was adjudged bankrupt on 18 January 1955. Creditors’ meeting will be held at my office, Courthouse, Hamilton, on Tuesday, 1 February 1955, at 11 a.m.

C. P. SIMMONDS, Official Assignee.

P.O. Box 472, Hamilton, 18 January 1955.

In Bankruptcy—Supreme Court

KINGI NEWTON, of Bridge Pah, Hastings, Shearing Contractor, was adjudged bankrupt on 20 October 1954. Creditors’ meeting will be held at the Courthouse, Napier, on 27 January 1955, at 11 a.m.

P. MARTIN, Official Assignee.

Courthouse, Napier.