The Pacific commercial advertiser. [volume] (Honolulu, Hawaiian Islands) 1885-1921, 1898-08-19
MORE ON HARBOR.
Nauticus Further Discus
ses Front Business.
PHotage Fees Revised - Comparis-
ons Are Made-The Tug-Incident
of the Loss of a Vessel.

MR.. EDITOR-Dear Sir:-If the few
remarks and suggestions of mine about
Pilot and Harbor affairs which you had
the kindness to publish a few days ago
have been the means of starting dis
cussion on the subject-my object has
been attained. Pilot Lorenzen objects
that the rate mentioned for small yes
sells was too low. Well looking from
his point of view perhaps it is.
Let us say for instance, that a vessel
as small as 100 tons requires a pilot
and her piIotage bill both ways
amounts to SO and the pilot pays the
whole of that to his boats crew and
throws his own services in for love.
He nevertheless has had a nice trip
out in a WhalebOat and comes in as a
passenger on the vessel if she is tOwed
in, and now let us go to the other eX-
IRENE and take the ship Roanoke, for
instance, of 3,347 tons net Her pilot
age bill would be at the rates named
400 tons at 10 cents and 2,947 tons at
cents, amounting to $275.76 or with
% per cent off for employing a tug
S206.S2, which may and ought to be
considered a very fair remuneration
for a few hours time. There is many
a hard working man in Honolulu work
ing from daylight till dark that would
be/glad to receive that amount for
whole months work.
Pilot Lorenzen also objects that
pilots should be asked to perform
HarbOrmaster's duty, on the plea that
a vessel may be waiting outside for
pilot. If there are four pilots as L sug-
gested besides one as master of the
40
would all be employed berthing yes
sells at the same instant, l should
think the pilots would be glad of
chance to show that they are willing
TO do something for the handsome liV-
ing they would be able to make if the
pilotage rates were established at the
rates mentioned above In the
matter of keeping ships wait
ing for pilots outside, [ can
say that l have never yet had to
wait very long. But inside bound out,
l have several times had to wait,
though the pilot was always ready, but
under the mean and impecuniOus man
agement of the pilOtage business by
the late Government there were, ana
are but two boats for three pilots, and
we sometimes had to wait until one
of the boats returned from outside. If
the interests of the ships loss of time
in being kept waiting outside for lack
Of a pilot, it is something shipmasters
and shipOWners ought to feel grateful
for Most of the people having bust
ness to do with ships especially If they
are strangers, devote all the day and
lay awake a good part of the night,
devising ways and means and laying
schemes whereby they can make the
most out of ships.) The above state
ment does not apply here as much as
in some other parts. Ports OF CallfOr-
mia and Australia for instance. The
statement of the pilot about what the
underwriters require is evolved from
his own minds conscience, as their re
uuirements vary, and are governed by
custom. situation of the port, and cir
| cumstances of the case, and the nature
| of the risk | notice a disposition to
depreciate the value of the tugs SER
vice. But who is there on board a
sailing ship more helpless than the
pilot unless he either has a leading
wind or a tug ahead. q mean HO-
noluIu pilot.)
| The pilots reference to the necessity
| of having a pilot on board when in tow
1 of a tug is singularly unfortunate.
| happened to be a witness to the loss OF
| the ship Niagara on the west side OF
the entrance of this harbOr under the
exact circumstances that the pilot sup
| poses might occur. The hawser slip
ned or parted. and the ship was lost.
| The presence of the pilot might have
kept the master in cOuntenance. and
| relieved him of some responsibility,
but it failed to save the ship. | stood
on the end of the Pacific Mail wharf
and saw all that happened and assisted
in removing stores, rigging, etc, after
wards. and was a fellow passenger with
the master of the lost ship afterwards
on the steamship SueZ.
With YOUR kind permission, [ Will
offer some other suggestions for the
consideration Of those who may have
the reorganization of the harbOr and
pilot service:
1st. A Board of HarbOr and Pilot
| Commissioners to be appointed by the
Governor who shall have authority
over all matters connected with har-
bOrs and rOadsteads. The appointment
of pilots, harbOrmasters. whafingers
etc. with the approval of the Governor
2nd. Four pilots TO be appointed be-
sides the master Of the tug.
Pilots TO be on monthly salary, the
same at present and all pilots to gel
the same salary.
All property pertaining to the pres
ent pilot establishment to be vested II
the Board of Pilot Commissioners.
Pilots to be provided with boats anC
crews, one boat and crew for each
pilot.
No vessel if in tow of tug having {
licensed pilot as master, shall be com
PEELED to employ any other pilot or pa!
one-haIf pilotaga. Rate Of pilOtage t.
be as follows: 10 cents per ton up Il
400 tons net; 5 cents per ton for every
ton over 400. p per cent reduction
when tug is employed pilOtage Of
steamers to be the same as the rat
of sailing vessels under tow. Tn
maximum rate to be 5000.