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In anticipation of the Regulations and the expected basic demands, a considerable amount of
preparatory work has been done, including conferences between the Authority and other interested
representatives, personal contacts with shipping supervisors and the P.L.A., while every opportunity
has been taken to abate current smoke offences and make known the principles of smoke
control among the actual operators. Generally, this advanced attitude has paid very satisfactory
dividends and has contributed substantially towards giving the Regulations a fair chance of
success in this Port. Improvements have incurred effort and expense, but the increased efficiency
of combustion should bring its reward to all concerned.
Pressure will be continued in connection with harbour vessels and port installations, some of
which are old and burning bituminous coal without yet effecting any improvements in furnace
design. However, the trend is to avoid the limitations of the hand-fired furnace and unsuitable
coal by installing diesel engines wherever possible with the result that the majority of the tugs
in the Port are now motor driven and this change has been supplemented by other tugs converting
from coal to oil-firing. Of the remainder, it is clear that the supply of suitable fuel is vital and
much will depend on the availability and acceptance of hard steam coal.
Progress can also be reported ashore where railway locomotives are steadily being replaced by
diesel locomotives and installations converted to electricity.
Those exemptions which involve lighting up from cold, installations, and quality of available
fuel, together with allowances for soot blowing are bound to create difficulties, but it is hoped to
press forward with such determination that the principles of smoke control will be fully appreciated
by the maritime industry as a whole in time for the 'appointed day' and dark emission will
be kept to a minimum. It would be unwise to minimise the strain that will probably be imposed
on the strictly limited resources of the Authority in carrying through the obligations to be imposed,
particularly in relation to vessels under way and outward bound, but nothing will be
gained by a pessimistic attitude and, meanwhile, every effort will be made to reduce the possible
obstacles to success.
LIGHTERAGE OF REFUSE
From time to time complaints have been received from the Port Health Inspectors, the River
Police, and the Port of London Authority about the failure of lighterage companies to conform
with the Byelaws made by the Port Health Authority of the Port of London in 1948 relating to the
transport by barge of refuse and other offensive cargo. These complaints have in all cases been
taken up by the Port Health Authority with both the management and the personnel of the lighterage
companies concerned.
Towards the end of 1956 it was felt that the lighterage industry might welcome the opportunity
of a round-table discussion on the subject and at a meeting with members of the Association of
Master Lightermen and Barge Owners, the body which represents the principal lighterage firms
using the Port of London, a most frank and cordial survey was made of the problems confronting
all parties.
The Association admitted that there had been justifiable complaints by the Port Health Authority
but such complaints had been comparatively rare and had always received prompt attention.
This particular industry faced many difficulties. For example, refuse trimming, covering hatches
and cleaning of the deck is the responsibility of the loading wharf employees and not the lightermen.
In the circumstances, the lightermen who take over the loaded craft disregard these aspects
while in transit. Indeed, any attempt by them to man-handle wooden hatch covers or tarpaulins
while in transit during stormy weather could be dangerous to limb and property. It was stated that
the material losses involved through misadventure and carelessness on the part of employees
has been considerable and, although spare wooden hatches, canvas sheeting and fastening were
usually forthcoming, adequate equipment was often not maintained owing to the human factor.
It was emphasised by the representatives of the lighterage side that the method of covering
refuse as prescribed in the Byelaws is not reasonable in practice, even to the extent that it is
almost impossible to comply with the requirements.
It was eventually decided to investigate a suggestion that a lighter with suitable coaming
fittings be loaded and trimmed to a height of four feet above coaming level to allow for subsidence
over a period of forty-eight hours, during which time it would be properly sheeted with
tarpaulins and the refuse barge left to weather the elements. This experiment was undertaken by
Messrs. Cory & Son, Ltd. early in 1957 on behalf of the Association of Master Lightermen and
Barge Owners, and your Medical Officer and Chief Port Health Inspector were present at the
demonstration.
After the forty-eight hours, the refuse had subsided to one foot above the coaming level along
the centre line of the craft and six inches below at the coaming. The tarpaulins were secure and
had an overlap on each other of three feet. The overlap at the coaming was not less than nine
inches and the numerous fastenings were spaced at intervals of two feet. A special feature of
the arrangements was the provision of a "tying rail" right round the coamings instead of rings at
intervals, so that the tarpaulin cords can be tied to the rail just where they lie without any
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