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| : May Io, Igoo. THE MARINE RECORD. LAKE COMMERCE AT DULUTH AND SUPERIOR FOR NAVIGATION SEASON OF 1899, WITH COM- PARISONS OF COMMERCE OF PREVIOUS YEARS. CONDENSED STATEMENT OF VESSELS RECORDED AT DULUTH-SUPERIOR HARBOR DURING NAVIGATION SEASONS OF 1895 TO 1899, BOTH INCLUSIVE. : j 1 Steam a aes Total Registered Steam eoeee Total Registered euch Total Year. vessels eskela vessels tonnage vessels Ceueals vessels tonnage entered Registered entered, entered entered. entered, departed. departed departed. departed. ~ and tounage. : : departed. SS RRS 4,630 875 5,505 | 5,665,752 4,571 gI0 548t | 5,768,520 | 10,986 11,434,272 T8960. 4,603 924 5,527 6,626, Ior 4,484 937 5,421 6,726,967 10,948 13,353,068 EOOy exes 3,957 907 4,864 | 6,342,118 3,956 938 4,894 | 6,503,747 9,758 12,845,865 T8982: 4,547 972 D919 7,014,924 4,354 997 55351 7,120,313 10,870 14,135,237 TSO9e soe: 4,726 1,090 5,816 7,235,288 4,588 i122 5,710 7,198,213 11,526 14,433,501 Totals.... | 22,463 4,768 27,231 | 32,884,183 21,953 4,904 26,857 | 33,317,760 54,088 66, 201,943 . RECEIPTS, SHIPMENTS AND VALUATIONS—DULUTH AND SUPERIOR COMBINED. ‘ : Total 5 ne Vent Receipts, Missok von Shipments, ear awe: faa a as nd ae : : pte ia aie itn aie LORS: receipts. met oor: shipments. shipments. Sieeate pastas Gear: POOR es ee ee 2,035,465 | $27,443,512 4,289,886 | $67,556,488 | 6,325,351 | 95,000,000]......,..... POGOe ere ees aves ee 2,407 880 27,717,561 | _ 5,478,953 | 83,959,339 | 7,886,833 | 111,676,900| $16,676,900 OQ]. rami ee 2,492,420 28,963,122 5,982,804 | 89,588,063 | 8,475,224 | 118,551,185 6,874,285 TSOGe uy Gae Mees oes 2,979,809 34,578,955 7,147,452 | 108,064,065 | 10,127,261 142,643,020 24,091,835 DOQQ eet tae eas 3,091,425 40,193,821 8,516,663 | 116,950,145 | 11,608,088 157,143,966 14,500,946 Motels oss era 13,006,999 $158,896,971 31,415,758 |$466,118, 100 | 44,422,757 |$625,015,071 Compiled from vessel reports made to the U. S. Engineer Office, Duluth, Minn., in compliance with the act of Con- gress, approved February 21, 1801. CLINTON B. SEARS, Major, Corps of Engineers, U.S. A. FORCED DRAFT. Of the various methods of forced draft, two have had the greatest vogue; that where the fire room is closed and the air forced into it, and that where the fire room is open but the ash pit is closed, either in the simple form or as part of the casing over the boiler front, the air in either case being forc- ed into the ash pit and into a casing around the furnace door and thence over the fire. A modification of this latter form, with considerable elaboration for the purpose of heat- ing the air forced in, isthe system of Mr. Howden, which has probably been used more extensively than any other in merchant vessels, and is used almost exclusively to-day in the express steamers of all the great mail lines, says the En- gineering Magazine. The system in which the fire room is closed and the air forced in—then acting just as in the case of natural draft—is the one which has been used most in the naval service, for the reason that it requires the fewest fittings and generally speaking is the simplest. In all war vessels the boilers are below the protective deck in any event, so that it requires very little additional structural work in the way of bulkheads to provide for placing the fire room under pressure. The system by induced draft or suction has been used to some extent, and quite successfully; but its use does not com- pare in extent with the other two already mentioned, and for the purpose of this article it need not be further consid- ered. rr oO or DULUTH HARBOR PIERS, Relative to the completion of the new ship canal piers at Duluth many of the best citizens at the head of the lake ports, viz. Duluth-Superior, are beginning to talk of taking some formal recognition of the improvement when that day shall have arrived. Senator F. B. Daugherty, of Duluth, says that the work is one of the grandest achievements in that line he has ever seen, and that the piers will be the noblest harbor entrance in the United States, if notinthe world. It is proposed to invite many notable people to witness the driving of the last spike, which will be done by Maj. Clinton B. Sears, United States Engineer, in charge of river and har- bor work on Lake Superior. There will be speeches and a banquet, and the completion of the great work will be ap- propriately observed in every way. The new piers will cost between $500,000 and $600,000 when they are finished, and the canal will be widened to 300 feet. Maj. Sears takes an especial pride in the canal pierwork. The piers will be one of the enduring monuments to his reputation as an eminent military, as well as civil engineer. OO” THE wrought iron shaft which broke recently on the steamer Puritan of the New York, New Haven & Hartford R. R. Co.’s service, will be replaced by the Bethlehem Steel Co. with a hollow forged, steel shaft, to be turned out from their extensive works at South Bethlehem, Pa. VESSELS UNDER CONSTRUCTION. (WARSHIPS EXCLUDED). The following table apportions the vessels now under con- struction in the United Kingdom to the countries for which they are being built: STEAM. COuRTRE SAIL TOTAL. FO WaicH Intenpep. ||No.| ponesse, [No] GTS. vo] 4Gt058 United Kingdom.|/370| 960,049)| 30 7,028||400] 967,077 British Colonies..|} 22 20,987|| 3 650}| 25 21,637 Argentine....... 2 GOI cade wea ce Henn cas 2 260 Austria-Hungary || 13 BTV ISOs ee meee ase. 13 37,189 Belgium......... 2 5 OOO|l alae wees 2 5,800 Brazil, so ee Io 3,805 |[uleccs ceca 10 3,895 CHiiee iene, 2 BiB OO\| eles cetea vee 2 3,560 China sinc 2 BOO alee ear cs 2 3,600 Beyiptyass. ce. 5 500]] 1 270|| 6 770 Frances wea bf Siseoli este aan, sarera Nisis7/ 8,520 Germany ....... 18 SAROL|| lana pee ee. 18 84,011 await an6 2. es: ERAS eR PR oh I I,ooo|| 1 I,000 Holland. ..3.°.... 6 ZO; SOON alee ae 6 29,580 Japan. secs 3 G8 83 heal etnias 3 6,883 Norway......... 5 SiAGOlleeale os ae 5 8,400 Portugaliic ces on I AGON 25 la ge, nes I 460 RUUSSIa eee tes 4 BvGVOlliss Incas eres 4 3.870 Span ae I Teco etel|lera pha rerme ce ae I 1,938 Sweden.......... Re bast wei ate al aetna GSE United States....|| 2 3,350|| I I,400]] 3 4,750 Foreign (Country not| 3 TeAOOMe 5; liscascstes ests a 1,400 _ known)..... For Sale, or Na- Be ey sal oneal 9 975|| 40] 65,822 Stated ...... TOUPAT cas 511| 1,249,c99]| 43 1£,323]/554 1,260, 422 The total number of warships are 81, having a total dis- placement of 454,110 tons. This shows a combined tonnage of 1,714,532. Of this tonnage (excluding warships), 511 vessels of I 205,280 tons are for classification in Lloyd’s Register Book. oo or or MARINE PATENTS. Patents issued May 1, 1900. Reported specially for the MARINE RECORD. We furnish complete copies of patents at the rate of 10 cents each. 648,447. Bascule bridge. F. G. Vent, Chicago, III. 648,460. Vessel propelling mechanism. M. B. Hunter, Edwardsville, Kas., assignor of one-half to O. M. Schee, Kansas City, Mo. 648,467. Boat. J. C. Nichol, Montreal, Canada. 648,620. Portable adjustable vessel-loading device. H. C. Holmes, San Francisco, Cal., assignor to R. D. Chandler, same place. 648,697. Swimming hose. Paul Kurts, New York, N. Y. rr CHas. E. KREMER, Esoq., for Capt. James Davidson, has sued the Chicago drainage trustees for $6,483 for alleged unpaid repairs to the steamer Juliet. 9 SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD). Collision—Vessel Breaking from Moorings—Burden of Proof.—A vessel which breaks from her moorings and drifts against another, to relieve herself from liability for theinjury, _ has the*burden of proving that the breaking away and drift- ing were excusable. The Waterloo and Glenalvon, 100 Fed. Rep: (Us 5.) 332; é Collision— Security to Answer to Cross Libel—Suit by Master.—The fact that suit to recover damages for the sink- ing of a vessel by collision is instituted by the master, in- stead of the owners, does not withdraw the case from the application of the fifty-third admiralty rule, requiring the giving of security by the libelant to respond in damages as claimed in a cross libel; nor should the court be influenced, in requiring such security, by the fact that the libelant is individually unable to furnish it. Old Dominion §S.S. Co. vs. Kufahl, too Fed. Rep. (U. S.) 331. Admiralty—Proceeding for Limitation of Liability—Time for Filing Claims—In a proceeding by the owners of a vessel for the limitation of their liability for damages on account of a collision, and to contest their liability, where the vessel has been appraised, and a stipulation given by the petition- ers for her release, the court is not precluded, either by the statute or by the rules in admiralty, from permitting the fil- ing of claims after the time fixed by the monition therefor has expired, where the fund still remains in court undistrib- uted, and a proper showing is made, upon such terms as may appear equitable. The Argus, 1co Fed. Rep. (U. S.) 143. : Shipping—Injury to Cargo—Right of Consignee to Sue in Rem.—The consignee of a cargo may maintain an action in admiralty against the vessel for an injury to his interest therein, and, when he is vested with the legal ownership by an assignment of the bill of lading, he may recover for any breach of the contract made by such bill of lading; but where there was no bill of lading, and he has no interest in the cargo, if he is, in any event, authorized to recover against the vessel on behalf of the consignor, it can only be such damages as result from a breach of the contract between shipper and carrier, and arising after the cargo has been received on board. The Habil, 1co Fed. Rep. (U. S.) 120. Collision—Evidence.—A steam tug, with two barges—the tow being about half a mile long—was entering the roads at Fortress Monroe, before daylight, for the purpose of an- choring, when the barges struck and sunk a schooner at anchor, The wind was blowing 20 miles per hour, the tide was in flood, and a snowstorm had been raging. The mas- ter of the tug saw the schooner when about 400 feet abeam, but did not change his course. The schooner was in the usual anchoring place for vessels seeking shelter from storms. The tug had passed several places where it could have safely anchored and shortened its hawsers. Held, that the tug was in fault. The Minnie, 100 Fed. Rep. (U. S.) 128. Collision—Drifting of Vessel from Anchorage—Inevitable Accident.—The schooner Robbins was forced by stress of weather to put into an anchorage, where she cast two an- chors, one of which was attached to a chain, and the other to a new hawser of ample strength. In some unknown man- ner the hawser became cut, and the schooner, dragging the other anchor, drifted during the storm against another ves- sel which had subsequently anchored tothe leeward, and in- jured her. Held, that in the absence of evidence of any negligence on the part of her crew, the injury must be held to have been due to inevitable accident, for which the schoon- er was not responsible. The Mary J. Robbins, 1oo Fed. Rep. (U. S) 141. Repairs under Contract with Equitable Owner—Massachu- setts Statute.—Where a vessel is sold, and, after part pay- ment of the purchase price, is delivered to the purchaser under an agreement by which he is authorized to make al- terations and repairs at his own expense, the purchaser be-: comes the equitable owner, and may charge the vessel with liens, under Pub. St. Mass. c. 192, 4 14, which gives a lien to one furnishing labor or materials for the repair ef a ves- sel under a contract with the owner. It is not essential to the right to a lien under such statute that the repairs should have been under a mutual understanding between the con- tracting parties that credit was given to the vessel. The Iris, 100 Fed. Rep. (U. S.) 104. Shipping—Breach of Charter Party—Right of Action for Damage.—Ljibelant hired the libeled vessel under a time charter, and engaged herin voyages to a foreign port for bananas. It filed the libel to recover damages for breach of the charter party, alleging that, by reason of the defective con- dition of her boilers, more time was consumed in the voy- ages than should have been, whereby it was required to pay for the time so lost, and the fruit became damaged, and large quanties were lost, while waiting shipment and on the voy- ages. The evidence showed that the fruit was not owned by libelant, but by a company at the port of loading, which shipped it to libelant, to be sold on commission, libelant re- taining from the proceeds the freight, all advances, and its commissions, and that libelant had been reimbursed in such manner forall freight and advances on account of the ship- ments in question. Held that, conceding the breach of con- tract alleged to have been proven, libelant had sustained no damage therefrom which would sustain theaction. The Ha- bil, 100 Fed. Rep. (U. $.) 120. See ee