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RINE Pe Tees A rae Aeneas ee NST ET le THE MARINE REVIEW ruling at 90s, while corresponding strength is shown in the rate to the west coast of Italy and other Mediter- ranean ports. The trade in grain to the United Kingdom and other allied ports is practically dead, shipments being almost exclusively in the hands of the government and carried in requisitioned space on liners or requisitioned or char- ~ tered vessels fixed abroad. It was stated yesterday that the last rate on’ grain to the United Kingdom was lls 3d, but in view of a nominal berth rate of 12d HE consolidation of the Anchor | line and the Donaldson line is regarded by shipping men as substantiation of an opinion held for some time that the Cunard Co. is seeking world-wide influence. The acquisition of the Donaldson line will bring to the Cunard a fleet of 15 vessels and will strengthen the company in its Canadian relations. The line’s position in Canadian trade had already been im- proved through an agreement reached last spring with the Canadian Pacific, which gave it an additional service to the Dominion, its ships plying between Montreal and Avonmouth. The services of the Cunard Co., with recent extensions through the control of new interests, will form a network cover- ing all the most important trade routes of the world. The company regularly operates lines of ships between New York and Liverpool; New York, Fal- mouth and London; Boston and Liver- pool; Boston and London; Montreal and London, and Montreal and Avonmouth, besides services to the Mediterranean, which have been partly interrupted by the war. Recently the purchase of the Watson Steamship Co., in connection with the Ellerman lines, has given it an interest in a joint service from Man- chester to the Mediterranean and has in- dicated a community of interests be- tween these two lines. Through the Anchor and Anchor- Brocklebank lines, which have been un- der Cunard control for several years, the Cunard reaches out toward the Far East, these companies operating services to Gibraltar, Egypt, Bombay, Calcutta and Karachi. The Anchor line also maintains a New York-Glasgow service. The most important expansion of the Cunard that has recently taken place was the purchase last spring of the Common- wealth & Dominion line, comprising ser- vices between London and Australia and New Zealand, and New York and Aus- tralia and New Zealand. Twenty-four ships, many of recent construction, with an aggregate gross tonnage of about 180,000 tons, were secured in this deal. grain was naturally not moving at that rate now. A good demand for boats on. time charter for American and Mediterranean trading is reported, and rates have stif- fened somewhat. The rate for 12 months for the Mediterranean is firm, at from 42s 6d to 45s, while for Ameri- can trading 35s to 40s is the rule. Own- ers show a decided preference for the latter trade and, in many instances, are unwilling to allow their ships to engage in trade with Europe. Recently the establishment of a work- ing agreement between the Cunard and the Peninsular & Oriental lines was re- ported, but this has not been confirmed. The Donaldson line will give the Cunard a South American service, some- Submarine Causes Suit Charles C. Hardwick, acting for Burr & Hardwick, lace and veil dealers, has filed a swt im the supreme court of New York against the Oceanic Steam Navigation Co. for goods lost when the steamer ARABIC was sunk by a German sub- “marine. The complaint alleges that on Feb. 18, 1915 the German gov- ernment proclaimed the waters around the. British Isles within the war zone and that all vessels of hostile nations would be sunk on sight without notice. On Aug. 15, 1915, the plaintiff contracted with the defendant to ship goods worth $834.64 to this country from Liver- pool. ArRasic, on which the goods were shipped, was in the war zone off Fastnet when she was sunk by one or more torpedoes fired by a submarine. The complaint says that the sinking was,not due to the neg- lect of the plaintiff, but to the reck- lessness, imprudence and wanton conduct of the defendant. The plaintiff alleges that the reck- lessness .and imprudence consisted — of the following: The _ steamer didn’t follow a prudent course, but one known to be infested with sub- marines; she didn’t go at proper speed, but reduced speed, making her an easy target for hostile sub-. marines; she proceeded through the war gone by daylight instead of under cover of darkness; she had not sufficient lookouts to warn her of the approach of submarines, and she failed to mount one or two small cannon for defensive purposes. The plaintiff swes for the value of the goods. thing that had previously been lacking in the Cunard group. The full effects of the additions to the Cunard control will probably not be felt until peace is restored, it is said. Many of the. vessels owned by the com- pany are under requisition to the December, 1916 British admiralty and the services will not be normal until after the war. The view generally held is that the expansion of the Cunard is part of a broad move- ment toward consolidation of British shipping, but the possibility is recog- nized that it may be merely an evidence of war prosperity. The following vessels are listed in Lloyds Register for 1916-17 as _ be- longing to the Anchor line: Steamer— Built. Gross tons. Galatia ois yies eve Sec gatos 1901 4,376 Caledonia. oS oe niece eee eee 1904 9,223 Caliioriia ceed eataw es cee 1907 8,669 @ametonia sacs ohne eo bier 1911 10,963 Gastalia ees ol ae ae aotenes 1906 6,396 CirGassiag bo ea pun te ote 1903 6,732 Coluimbelias eins sce ee 1902 8,292 Piliy Stat eectaoa eta aio Swe cece 1908 6,397 WEATPA Lace ince rich anoreae earn easter ate 1903 4,806 WMarssitlian conc ain Ce ee 1902 pa aA] Obvinpitac eric. ose uigpte vere ora 1902 5,138 Po pleritiesentisueiacieer one eccae aeeee 1913 326 Pentyw la ater tc awa in tee anaes 1901 4,348 Policastria = vat ews hew oma meee 1907 4,594 DCs isi eas caro e ese one es 1900 5,106 MneiraMibla: sinc ee cclacen wauew na 1911 4,754 ETE ilar seen eee een iy a are eat 1913 4,880 nani sydyanias ee sock cee okie aie a 1914 14,315 TEMISCAMA Ms arses cae vedio i eiecere ease 1914 14,348 The fleet of the Donaldson line in- cludes the following vessels: Steamer— Built. Gross tons. PNET ie Ce ae oes es Cae waite 1904 8,668 Cabotian socom sitr il here 1900 4,309 Cassamatiay ec oieans acess woe 1906 8,135 Olisthhat eis eee is Alenia 1891 3,420 MSY fon alike ese Varios rts elat a Somer mer Es 1899 4,686 ASTI wo eee accra tee eave et reins 1912 8,991 INGA riiies aio cain, ee ee LS 1900 5,204 IM er etnias iti. ween acl. chk 1899 3,092 Oxrmidale ce. 3 0 Vos Saw ein we 1893 3,560 Osh ee we tac ans ore 1896 4,225 POR OMIA sta ghee are tewe oa soles 1901 5,160 Patties ate: oc alemen emer en yh en, 1910 8,611 i Birevop aut go die AN aS REA Oo at ag aA aN 1905 4,445 PATCONC A ve ok oaks eae ee aie wake 1906 4,298 AIST D ULE Wali as sists wre ais s eleligee sie 1903 4,644 * Ships belong to the Anglo-Newfoundland Development ‘Co., Ltd., owned by the Donald- son line. In addition to the ships belonging di- rectly to the Anchor line, a fleet of 15 vessels, averaging more than 5,000 gross tons, owned by the Anchor-Brockle- bank line, is associated with it, as are also the five ships of the Erie & West- ern Transportation Co., with head- quarters in Philadelphia. Adding to Ship Yards Excavations have been started on improvements to the Cleveland and Lorain yards of the American Ship Building Co. A one-story addition, 60 x 120 feet, will be added to the ma- chine shop at the Cleveland plant. In Lorain, additions of 60 x 120 feet and 40 ,x 110 feet will be made to the forge and boiler shops. It is ex- pected that all three buildings will be ready for occupation by the early part of January. The Crowell-Lun- doff-Little Co. Cleveland, drew up the plans and has been awarded the contract. It will be recalled that the American Ship Building Co. recently completed an extensive construction program in Cleveland. 3 ; P. q