Full resolution (JPEG) - On this page / på denna sida - Second part - XII. Shipping and Navigation - Navigation Schools, by Captain S. Björling, Manager of the Navigation School in Malmö - Maritime Legislation, by A. Berencreutz, Chamberlain, Swedish-Norwegian Consul General, Copenhagen
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MARITIME LEGISLATION.
967
For an engineer’s apprentice, at least one year’s practice in the managing of a steamer
engine is required and one in steam-engine work at mechanical works; for a
chief-engineer’s apprentice who has passed his engineer’s examination, at least half a year’s
engineering on board a sea-going steamer. Applicants for the mates’ or engineers’
class shall know the four rules of arithmetic in whole numbers and fractions.
The instruction begins, for a navigation division, on the first week-day in
September at four schools, after September 15 at three schools, and in October
at the remaining three, for an engineer’s division, also on the first week-day in
September at three of the complete schools, in October at the fourth, and proceeds 6
hours every week-day — with fifteen days’ recess at Christmas — up to the time
for examination, which in the navigation division is held between April 20 and
June 15, in the engineers’ division in the latter half of March.
The instruction includes in the mates’ class: arithmetic, geometry,
plane trigonometry, terrestrial and astronomical navigation, and laws;
in the sea-captains’ class: above mentioned subjects more completely,
as well as spherical trigonometry, nautical meteorology, mechanics,
shipbuilding, knowledge of steam-engines, and hygiene with bandaging;
in the engineers’ division: arithmetic, geometry, mechanics, knowledge
of steam-engines, and electricity.
The year of study 1902—1903, 98 passed their final examination as
sea-captains, as mates 155, as chief engineers 71, and as engineers 95,
besides which 54 ordinary and 22 private pupils passed their
examination in the knowledge of steam-engines.
Maritime Legislation.
On June 12, 1667, a general Swedish maritime law was instituted. Later
on, supplemented, among other things, with certain parts of the regulation for
merchantship-masters and sailors of March 30, 1748, and the insurance and
distress regulations of October 2, 1750, it did not lose its force till after two
hundred years. The maritime law then passed, of February 23, 1864, was founded
on the chief principles of the law it should replace, but was completed, according
to the requirements of the time, with a utilization of the more recent legislation
of foreign countries. It was followed on June 12, 1891 by the maritime law
valid now (from 1892 inclusive), which was compiled in collaboration with
Norwegian and Danish delegates, and this less for want of alterations in the law of
1864 than owing to a wish for community in the maritime legislation of the
Scandinavian countries. This community is also pincipally realized.
Swedish maritime legislation, at the side of the part principally or
exclusively belonging to civil law and contained in the maritime law, has, moreover,
found an expression in a multitude of by-laws, decreed by the administration.
A vessel is considered Swedish when either at least two thirds of it are
owned by Swedish subjects or by Swedish and Norwegian subjects in common, or
else belongs to a Swedish joint-stock company whose Board sits in Sweden, and
whose share-holders are Swedish subjects.
The right to fit ships for home as well as foreign shipping accrues to any
Swedish man or woman. When several persons are owners of a vessel, a chief
owner has to be selected among them, who always must be a Swedish subject
and domiciled in this country.
The oxener is personally responsible with all his property for the liabilities
he personally or through another person takes upon himself with respect to the
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