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M A Be fF oF he R E V ] E W 17 TS aaaiaiaiienmaeantietae 7 a oe LR sufficient number of experienced officers and engineers to man all American and foreign built ships operating under American registry, we would deem it advisable that the priv- ilege should be granted of employing alien officers and en- gineers, at least for a term of years after the passage of any legislation granting American registry to foreign built vessels.' Mr. John A. Donald, of the Donald Steamship Co., Inc., of New York, replies: "rt. I beg to state that on my own behalf as official presi- dent of this company, without consulting my directors, that I would not feel inclined to transfer our foreign built ships to American registry without some inducement for doing so. "2. I think onthe conditions indicated in your question that we would be willing to transfer our foreign built ships te American registry, to be confined to the foreign trade. "3. I believe we would not be willing to transfer our for- eigii built ships to American registry in order to participate in the benefits of the coasting trade, as we believe that if a general transfer of other firms' property was put in that trade it would be as much depressed as the foreign trade for Ameri- can ships. "4. JI am not prepared to state that we would transfer our foreign built ships to the American flag for foreign trade alone, if we were required to build an equivalent tonnage in this country. "5. Iam not prepared to state that we would desire to have the privilege of employing alien officers for our foreign built ships if they were admitted to American registry." CASE OF THE PROGRESO DECIDED An interesting and important decision in regard to marine matters has just been delivered by United States District Judge de Haven, of San Francisco, Cal. The opinion de- livered by Judge de Haven should be of much interest to all marine corporations owning steam vessels; and it was re- garding the limiting of the liability of companies under cer- tain circumstances. On Dec. 3, 1902, the large iron steamship Progreso blew up while that vessel was lying at the Fulton Iron Works of San Francisco, undergoing some minor repairs. The accident was a frightful one, resulting in the awful death of several persons, the injury of many more, and involved the almost total destruction of the vessel. The Progreso belonged to the Michigan Steamship Co. Claims to the amount of $100,000 had been filed by heirs of the deceased against the company. 'The decision of Judge de Haven limits the liability of the steamship company to $15,020, the appraised value of the wreck. Heirs of the crew of the Progreso killed by the explosion will be entitled to damages, but the suits brought by heirs of employes of the Fulton Iron Works are dismissed. Judge de Haven holds that the steamship company is liable for the damages claimed by the heirs of the seamen employed by it, and is entitled to limit its lability as to such damages; but it is not responsible for.the damages claimed by the em- ployes of the Fulton Iron Works. The court holds that the fearful explosion was directly caused by a Fulton Iron Works employe named McGinley, holding a lighted candle within a few inches of the hole that he had drilled in the immense oil tank, thereby igniting the escaping gas. The negligence of the Michigan Steamship Co. in placing oil on board the Progreso which would flash at the low temperature of 85 degrees in a tank not properly supplied with ventilators, was not the proximate cause of the explosion, in the court's opinion. The Progreso was an oil-fuel vessel. She was an old steamer and had been built in New York, but been in Pacific waters for some time. The damage suits have been in litigation ever since the explosion. The five-masted schooner Dorothy O. Barrett was launched from the yard of G. G. Deering, Bath, Me., last week. LAUNCH OF ARMORED CRUISER TENNESSEE The armored cruiser Tennessee was launched on Saturday last at Cramps, Philadelphia, in the presence of distinguished guests from the state after which the vessel is named and a number of navy and army officials. The christening party included Gov. Frazier, his staff, Mrs. Frazier, and their daughter, Annie Keith Frazier, who was sponsor for the ship. They were accompanied to the stand by Charles H. Cramp, Edwin S. Cramp, Courtland Cramp and Secretary Taylor of the Cramp company. Up to almost the moment when the big warship started down the ways a drizzle of sleet and rain fell continuously, but during the actual launching the sun shone through the clouds, the sky again becoming over- cast shortly after the ship took the water. Miss Frazier carried a huge bouquet of American Beauty roses, on which was attached a bottle of champagne, and as the vessel quivered as it was about to take its initial dip Miss Frazier struck the prow two resounding blows, at the same time pronouncing the baptismal words in a clear voice. As the Tennessee glided into the Delaware river there was a great cheer from the spectators, and the various craft in the stream gave many shrill and prolonged blasts from their whistles. Driven by a stiff northeast wind, the river was rapidly running down, and the vessel was launched immediately upon the arrival of the christening party, ten minutes before 11 o'clock, the hour scheduled. Immediately after the launch luncheon was served in the mold loft. The official party from Washington included Admiral M. T. Endicott, chief of the bureau of yards and docks; Com'dr Reeves of the bureau of inspection, and Mrs. Reaves Lieut. . Com'dr Bryan, bureau of engineering; Lieut. V. O. Chase. bureau of equipment; Com'dr A. B. Canaga and Lieut. Com'dr Parks, bureau of engineering; Pickers Neagle, judge advocate-general; E. P. Hanna, judge advocate-general ; John Biddis, S. L. Besselmire, W. T. Powell and Mr. Brewer of the bureau of construction; J. B. K. Lee, Mr. Lynch and Mrs. Robinson, from the navy yard; Lieut. Crawford of Admiral Dewey's staff; Capt. Boutakoff, wife and two children, and Col. Raspopoff of Russia; Com'dr Lar, Argentine naval at- tache, and Mr. and Mrs. George B. Williams. John Nord- house, Admiral Capps, chief of construction; Lieut. Com'dr Takashita, Japanese naval attache, and Chekib Bey, Turkish minister, were also present. These members of the Nashville chamber of commerce, which sought to have the cruiser named in honor of their state, were present: William C. Collier, E. R. Eastman, J. W. Judd, George R. Knix, and Ben Lee Brock. Of 14,500 tons displacement, the Tennessee will be one of two of the most powerful cruisers constructed. The other, the Washington, now being built at the yards of the New York Ship Building Co., is a sister ship in every respect. She will probably slide from the ways on Washington's birthday. Congress recently appropriated money for the building of two more of the class of the Tennessee, and the Cramp company is among the firms who have sent proposals. The armor of the Tennessee is of sufficient thickness to withstand the impact of projectiles fired at fighting range from vessels carrying guns of the same caliber as hers. Required to speed 22 knots an hour for four consecutive hours, her en- gines are designed to develop a collective horse power of 23,000. The coal capacity, normal, is goo tons. The maximum bunker capacity 2,000 tons. At the most economical speed her steaming radius is estimated to be about 12,000 miles. The armament of the Tennessee will be: Main battery, four 1o-in. breech-loading rifles, 45-caliber in length; sixteen 6-in. rapid-iire, 50-caliber in length; secondary battery, eighteen 3-in. breech-loading rifles, twelve 3-pounder rapid-fire guns, eight 1-pounder, rapid-fire guns, two 3-in. field guns, eight machine guns.