THE TURN-ROUND OF A SHIP IN PORT ’
obtaining a cargo for the return voyage. A journey,
loaded in one direction only, would not be so remunerative
an undertaking as one with a double service, though it
may, under certain circumstances, be acceptable. A
shipowner, weighing the prospect of a good homeward
freight, may be disposed to accept an outward cargo at
quite moderate, and even nominal, rates. Even a long
voyage to obtain this return cargo would not be a deterrent.
He would, for instance, be more disposed to send his ship
to a port in South America during the grain season, than
at that time of the year to a Mediterranean port, whence
the vessel might have to return in ballast. (See GLOSSARY.)
However, these points do not materially affect the * port
authority ”’ aspect of the matter.

ARRIVAL

The ship having been duly chartered and having com-
pleted her voyage, presents herself at the port of destination
—for our purposes, we will assume an English port. On
reaching the outer roads, the vessel will have received
instructions as to the berth which is assigned to her,
probably in one of the docks of the port, or, possibly, at a
riverside quay. These instructions are conveyed by the
shipbroker, who, prior to the vessel's arrival, has made
application to the dock superintendent for a discharging
berth. This is known as Stemming. If no berth is
available, the ship has to remain at moorings, until such
time as a berth is available. Apart from this, the vessel
may have to await the time of high water in order to be
able to enter the dock, because, owing to the considerable
range of tide, there may be insufficient depth of water over
the sill. It may, no doubt, be possible to lock in, but this
operation, being slow and wasteful of water, is restricted
in application as much as possible. The entrance gates
of a dock will generally be kept open for a couple of hours
or so on the top of high water, and it is during this period
that the majority of vessels pass in and out of the dock.

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