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10 MARINE REVIEW. Thus, while the area of section is slightly less in the modified construction, the strain on the extreme top member is reduced 16.6 per cent., while the strain on bottom is only increased 8 per cent. and is still considerably smaller than the strain on top members. It will be observed by looking over the above calculations that the additional material placed on top becomes useful, not only by the increase in area, but also by raising the neutral axis of the section, thus decreas- ing the leverage of the strains on the top members. The increase 1n strength gained by the addition of the extra deep girder frames, the deep beams, fore-and-aft.stringers under beams, etc., in connection with the same, can hardly be given in exact figures, but there can be no doubt, judging from the effect of similar devices already in use, that these features will considerably increase the rigidity of the sides and afford a strong connection for the two sides, as stated above. The respective displacements and bending moments have been esti- 'mated, and may perhaps differ, according to lines and distribution of - weights in different vessels, but as the same figures have been used for both sections, the proportion of the results of the calculations will remain the same. For ocean ships approximate bending moments are generally obtained by multiplying the displacement by a certain part of the vessel's length. The figures usually taken are one-twenty- eighth to one-thirty-fifth of the vessel's length, but from some in- formation obtained from lake captains as to the usual length and depth 'of waves on the lakes, I have taken one-fortieth for 14 feet draft and one-forty-second for 18 feet draft in obtaining the bending moments quoted above. Moran-Grover Collision Case. ' The case against the Maurice B. Grover for colliding with the Moran on May 7, 1896, about 300 feet south of the light crib at Sailors' Encampment, Sault river, was decided by Judge Coxe, of the United States district court, northern district of New York, on March 26, the libel against the Grover being dismissed. The Moran grounded at this point about 5 o'clock in the afternoon; the Grover was bound down, and at the "Dark Hole" gave the bend signal, and came on. It was, just about sundown. The bow of the Moran, as she Jay aground, extended to or about to the range line. The Grover made the turn above with some difficulty, having to avoid a dredge, and straight- ened down when she discovered the Moran. The Moran's running lights were up, and she did not.at any time signal the Grover, but just after the Grover had straightened. upon the Encampment range, the Moran blew four blasts for a tug, which was mistaken on the Grover for a hurry-up signal. The Grover undertook to pass astern of the Moran, and failed. For this she was not to blame, although it appeared afterward that it would have been better to try to pass her bow. 7,..90me_parts of the opinion delivered in this case will interest ves- sel masters. The court said: 'When the Grover gave the bend sig- nal at : the "Dark Hole" it was clearly the duty of the Moran to an- swer it. This would be soin any case. The Grover hearing no re- sponse to her signal had the right, pursuant to the inspectors' rule, to consider the channel at the Encampment clear. But if this were a duty devolving upon the Moran when under way, how much more was it her duty when lying aground? Without doubt the Grover was entitled to notice of this fact. How was she to know that a vessel Ste lying below. the crib was aground? How could the Grover maneuver intelligently in ignorance of this fact? There was danger in the Moran's position. She should have given the danger signal in time. * * * Instead of doing this, the Moran remained silent when she should have spoken and spoke when she should have remained silent. When it was too late to give any signal which could avail, and just at the time when the situation was critical and becoming dangerous, the Moran gave four blasts upon her whistle. This was intended as a call for assistance from the tug. Butif the blasts were short, and they may. well have been curtailed in the excitement of the moment, the signal was an invitation to the Grover to "come on," to "hurry up." It was so understood by the master of the Grover. It is not important to inquire whether the Grover was justified in mistaking the signal. The Grover was so near at the time that it was impossible for the tug to render any assistance before the Grover passed. The Moran should have waited until the danger was over before complicating still further an already hazardous situation by a premature and mislead- ing signal, The problem confronting the Grover was difficult enough without-adding a new element of uncertainty. To give an unneces- -the Wisconsin Central Railroad at Ashland. sary signal at such a time, which might be construed into a request to do the worst thing possible, was a grave fault." : As to the navigation of the Grover, the court said: 'It ig Mani. festly unfair to judge the Grover in the light of the situation as itis now developed. The judge should endeavor, as far as possible, to place himself in the position of the master of the Grover and pass judgment upon his action in the light of what was known at the time, * * * The question is not whether the Grover adopted the best Pos: sible course , but whether she adopted the best course in the sudden exigency which confronted her. Did the master of the Grover do what a prudent mariner in like circumstances might have done? By reason of the seemingly inexcusable fault of the Moran, he found him. self face to face with a sudden peril. He had to choose in a moment whether to turn to the right or to the left. He decided to take the usual course and go to the right. This course seemed to him at the time to present fewer obstacles than the other. There was danger no matter which course he adopted. There was no time for nice caleylg. tions. The dilemma was made by the Moran; he was not responsible for it; he did what seemed to him best. Assume that he was Wrong: the rule is clear that a vessel can not be held liable for mistakes com. mitted in such exigencies."' It was conceded at the trial that it was a case of bad seamanship on the part of one or the other. The court found that the fault lay with the Moran, and dismissed her libel. Norris Morey of Buffalo appeared for the Moran, and Harvey D. Goulder of. Cleveland for the Grover. Around the Lakes. Capt. James B. Watts has been appointed to command of the Menominee line steamer Briton. The vacancy filled by Capt. Watts was caused by Capt. S. Stratton going to the steamer J. J. McWilliams, S. F. Hodge & Co. of Detroit will build a new boiler for the light house steamer Warrington and will also make other repairs on the vessel, costing in all $6,800. Mr.Wm. M. Kay, secretary at Hodge & Co's, was congratulated by friends in Cleveland, a few days ago, during a short visit while returning from a wedding trip. The Jaunching of the Bessemer Steamship Co's schooner Sidney G. Thomas at the yard of the Globe company, Cleveland, on Saturday last will be followed shortly by one of the two other steel tow barges building at that yard, and berths will then be clear for the two first- class revenue cutters that are to be built for the government. Improvements aggregating $50,000 will be made on the docks of This work, together with twenty miles of double track on the Duluth, Missabi & Northern, and short extensions of the Ishpeming & Lake Superior will comprise about all the additions to be made this year by the iron ore roads in the Lake Superior region. Asaresult of changes in Great Northern Railway affairs that have caused the removal of offices of the steamship company to Buffalo, Mr. W. C. Farrington will hereafter be in full charge of the com- pany's passenger and freight steamers, giving his entire attention to them, with Mr. I. M. Bortle as general passenger agent and Mr. Stewart Murray general freight agent. Names selected for the two steamers which the Chicago com- pany is building for R. R. Rhodes of Cleveland are Minneapolis and St. Paul. These names are suited to the Minneapolis, St. Paul & Buffalo Steamship Co., or Soo line, in which the vessels will be en- gaged between Gladstone and Buffalo. The launching of these ves- sels at South Chicago has been delayed somewhat, on account of labor difficulties, but they will be in commission shortly after the opening of navigation. Contracts have been awarded for some parts of the Cleveland Ship Building Co.'s new plant at Lorain. The main. steel house for the ship yard will be 250 feet long and 100 feet wide and will be erected by the New Columbus Bridge Co. Two seven-ton ship cranes, electrically driven and of 58 feet span, will be furnished by the Brown Hoisting & Conveying ©o., and two seven-ton shop cranes, 40 feet span and electrically driven, by the Morgan Engineering Co. of Alliance, 0. A Scotch boiler 11 by 12 feet and a return tubular boiler 6 by 16 feet will be built by the owners of the plant at their Cleveland works. Two centrifugal pumps for the new dry dock, each of 26,000 gallons capacity, will be furnished by the Southwark Foundry & Machine Co. of Philadelphia. coe . Lé b