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292 | | Liner Officers Blamed for Colli sion The steamship West Hartanp col- lided with and sank the American coast- wise steamship GoverNor off Port Townsend, Wash., early on the morning of April 1, with the loss of eight lives. The Governor with her cargo was val- ued at $1,500,000. She is a total loss as salvage is not believed possible. The West HartLaAnpd was outward bound for Bombay, India, with a cargo of 3,000,000 feet of railroad ties and 1,000,000 feet of lumber. The terrific force of the collision is evidenced by. the extensive damage done to the steamer's stem. The GOVERNOR' was practically cut in two and sank in less than half an hour. The West HartLanpD is being surveyed in dock at Todd Dry Docks, Inc., Seattle. It is esti- mated that repairs will cost $150,009. Charges of "inattention to the duties of their stations" have been preferred against Pilot H. H. Marden, Second Officer Ernest Kellenberger and Third Officer Arne Hage, of the express liner GOVERNOR. While holding the three officers of the GoveRNoR responsible for the acci- . disregard by the prudent seamanship and a willful viola- MARINE REVIEW dent, the inspectors have cleared the West HartLanp, which had the right of way, of- all blame. Both vessels were operated by the Pacific Steamship Co., the West HartTLaNnD under alloca- tion from the shipping board. The decision holds that the three officers charged were derelict in their duties in not leaving the pilot house, the windows of which were closed, and making an investigation when the men on watch reported the approaching lights of the other vessel. Capt. John Alwen, of the Wesr HartTLanp, is said to have have acted properly in maintaining his speed and course, until he saw a col- lision was inevitable when he reversed. However, the impetus of the loaded freighter was so great that she almost cut the GovERNOR in two, the latter sink- ing in less than 30 minutes. The trials of the accused officers and the litigation sure to follow are ex- pected to be bitterly fought. In an action for damages for $353 for loss of cargo aboard the Governor, the Aubrey- Becker Co. alleges that the West HartTLAND was to blame because of a latter's officers of tion of the regulations to prevent col- June, 192] lision, this charge being in direct con- tradiction of the findings of the inspect- ors. The GovERNoR was built in 1907 by the New York Shipbuilding Co. for the old Pacific Coast Steamship (Co. and has since been operated coastwise out of Seattle. J. S. W. Hotton, for 18 consecutive terms president of the Philadelphia Maritime Exchange, has been re-elected. WaLTeR F. Hacar_ was elected vice president for a third. term, W. W. FRAzIER treasurer for a fifth term, JAMES T. KERNAN secretary for a fifth term and JoHn F. Lewis solicitor for his twenty-ninth term. Epwarp S. WatsH has been elected president of the Maritime Association of the Port of New York. CHartes H. Porter, who resigned as a director, was elected vice president and Frepericx E. Hasster was elected a director to succeed him. S. J. STEERS, assistant general agent of the Judson Freight Forwarding Co., New York, for several years, has re- signed. He will take a rest before re- entering business. | What the British Are Doing Short Surveys of Important Activities in Maritime STIFF fight for wages in the A shipbuilding trade has been in progress for more than a month. The struggle follows a notice by the shipbuilding employers to withdraw the advance of 6 shillings per week to time workers and 15 per cent to piece work- ers, granted by the industrial court a year ago on account of the boom in ship- building. Two or three conferences have since taken place when the shipbuilding firms were able to produce plenty of evi- dence of the severity of the slump which has taken place. But on behalf of the men it was still contended that there was ample work and that the trade condi- tions have not justified the reduction. The men appealed for the matter to be settled: by arbitration, but this was re- fused by the shipbuilding trades, who pointed out that this particular advance was not based upon the cost of living, but merely to allow the men to share in the temporary prosperity. The em- ployers gave formal notice that the re- duction was to operate at the end of April. It is hoped that the representa- Centers of Island Empire tives of the men will reach the conclu- sion that the reduction is more than justified by the prevailing business and economic conditions. 2K *K 2K HE British shipping industry is se- verely affected by the coal crisis-- first and foremost by the fact that the stoppage of the mines not only puts an end for the time being to coal exports, but inflicts a disastrous blow upon in- dustries all of which contribute more or less to shipping prosperity. One of the most remarkable effects is the drastic power taken under the emergency powers act in regard to shipping. The govern- ment can requisition transport, control ports and commandeer ships to any ex- feut + (his means that a port may be closed to traffic; the government. will decide with reference to anybody the nature of the trades in which ships may be employed; vessels may be directed to certain ports either to load, discharge or to take passengers, and in fact the ecvernment may take possession of any ship at any time-for any purpose what- soever. Naturally this is regarded seri- cusly by the shipping industry, but not one word of protest has yet been ut- tered aud the utmost loyalty is being manifestel by shipowners everywhere. The owners, while they regret the ne- cessity for such drastic measures, are ready to co-operate to the utmost in dealing with an unfortunate and difficult situation. SS NE of the best examples of the slump in shipping rates is the drop in the time charter rate to 6 shillings a ton deadweight per month. It is un- derstood that some British steamers have been chartered at this rate for the trans- port of American coal. Early last year the rate was 25 and 30 shillings per ton, but for some time the figure has been 7 shillings. Some of the contracts taken are for as much as six months and the readiness of British owners to under- take this work is eloquent as to the state of the shipping industries. Ship- ping authorities state that the figure prob- eA kt