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JULY 26, 1900, THE MARINE RECORD. 2 SS, THE STARS AS TIMEKEEPERS. Probably the majority of people suppose that the observa- tories obtain the correct time from the sun. When the average man wishes to give his watch the highest praise, he says, ‘It regulates the sun,’ not being aware that a watch which would keep with the sun around the year would have to be nearly as bad as Sam Weller’s. The farmer may safely decide when to goin to dinner by the sun, but if the mari- ner was as confident that the sun marked always the correct time as the farmer is, he would be sure to be at times two or three hundred miles from where he thought he was. In other words, the sun—that is a sundial—is only correct on a few days in each year, and during the intervening times gets as far as a whole quarter hour fast or slow. These variations of the sun from uniform time caused no end of trouble between the astronomers and fine clock-mak- ers before it was discovered that sun time is subject to such irregularities. The better the clock, the worse it often seemed togo. But as the variations in the sun time are now accurately known, correct time might be obtained from the sun by making proper allowance, were it not for the difficulty of observing its position with sufficient exactness. The large disk of the sun cannot be located so perfectly as can the single point which a star makes. For this teason astronomers depend almost wholly upon the stars for ob- taining accurate time. It is the method of doing this which we propose to describe. There are several hundred stars whose positions have been established with the greatest accuracy by the most careful observations at a number of the principal observatories of the world. Ifa star’s exact position is known, it can readily be calculated when Jit"will pass the meridian of any given place—that is, the instant it will cross a (north-and-south line through the place. The data regarding these stars are all published in the nautical almanacs, which are got out by several different observatories for the use of navigators and all others who have uses for them. ‘These stars are known _as “‘clock stars.’’-—Appleton’s Popular Science Monthly for December. i oOo oe FAMOUS CLIPPER SHIPS. A writer in the London Shipping World speaks of a paint- ing of the famousclipper ship Red Jacket, of the Liverpool White Star Line of Australia packets. She was Amesican- built, which brings my memory back to the famous Aber- deen clippers which populated Australia, ‘‘I can see them now at the North Quay, in the London docks, the Ninevah, Jericho, Centurion, Jerusalem, Maid of Judea and Star of Bethlehem. Ahead of them was the Pioneer, Montreal and Quebec packets, the John Bull (true Briton), City of Ham- ilton, the ship I made my first voyage across the Atlantic with Capt. Hardy and David Dalycrimpe, both afterwards masters of ocean passenger steamships. Then astern of the White Star ships lay the American transom ships that brought two-thirds of Ireland to America, the Cornelius Grinnel, Concord, Hathaway, Congress and Northumber- land. She foundered on the west coast of Ireland, all hands lost. Memory takes me further back. I can see the high- pooped quarter galleried East Indiamen, fitted up like pal- aces, with their decks full of six-pounders and cannonades, bay windows on their stern, with flower pots, like an Ant- werp of Ostend packet. Further back can see the keels laid and launching of the famous China tea clippers, sharp as razors, narrow and deep, sparred like a two thousand ton ship, the Staghound, Greyhound, Robin Hood, Red Riding Hood, with full sized figure-heads.’’ SOS THE New York Journal of Commerce, referring to the activity in shipbuilding along the lakes, believes that when the current contracts are completed there will be a cessation of the present boom unless conditions of the market change marterially. A lake line manager is quoted as follows: ‘‘Vesselmen are waiting for a reduction in the cost of build- ing, which is sure to come when the present rush is over, if not before. It isa well known fact among vessel owners that shipbuilders are even now nibbling for contracts on boats to be completed the forepart of next season at a reduction of at least 20 per cent. from the present highest price. The lines are not actually forced to build, though nearly all of them feel the need of strengthening their fleets, and they will wait until prices get down something like a normal condition. WVesselmen confidently expect to beable to place contracts for new vessels at as low a price as they have ever been built for. They do not expect a long wait either.’’ LLOYD'S REGISTER SHIPBUILDING RETURNS. (FOR THE QUARTER ENDED 301TH JUNE, 1900. ) From the returns compiled by Lloyd’s Register of Ship- ping it appears that, excluding warships, there were 499 vessels of 1,265,313 tons gross under construction in the United Kingdom at the close of the quarter ended 30th June, 1900, The present return shows an increase in the tonnage under construction of about 5,000 tons, as compared with the figures for last quarter, but a reduction of about 135,coo tons as compared with the unprecedentedly high total which was reached in December, 1808, Of the vessels under construction in the United Kingdom at the end of June, 420 of 1,001,415 tons are under the super- vision of the surveyors of Lloyd’s Register with a view to classification. In addition, 55 vessels of 216,032 tons are building abroad with a view to classification. The total building at the present time under the supervision of Lloyd’s Register is thus, 475 vessels of 1,217,447 tons. Details of this total follow: No. Gross Ton. Building in United Kingdom for home ACCOUNT, for sale,-ctG, sees: aise 346 791,873 Building in United Kingdom for foreign and colonial account.,.............. 74 209,542 Building abroad for United Kingdom OWENS seis fans Sine ints ae erty: 3 638 Building abroad for foreign account..... 52 215,394 Total building on 30th June for classifica- tion in Lloyd’s Register book....... 475 1,217,447 The following table apportions the vessels now under construction in the United Kingdom to the countries for which they are being built: STEAM. SAIL, TOTAL. Toh Gneatee oe Nor] STOR. | NodaGt al No.| Seta United Kingdom. .|342) 937,849 18! 12,022 ||360] 949,871 British Colonies...| 18) 17,727 I 170 || 19] 17,897 Argentine. ....... I E30 ll eclen aces I 130 Austria-Hungary..| 15} 43,671 ||...]........ I5| 43,671 Belgium.......... 2 Tits} lek iiehird eeaanee te 2 5,820 Brazilyeee ewe as es 6 TPO Sava ews wce 6 I,720 CHUlie eS eure 2 3; SGOal save ranmncae, 2 3,560 Chinas sarees I DOO! || elect sontacs LAT 1,700 Denmark.......... 2 Bs OAOH opie lage steer 6 2 3,840 Poy ptinccus ss eon 3 200 || 1 270 3 470 PranGers ccs tee Gl SAE22Q50! lhimesio cates 6} 12,950 Germany ......... TQ) 2.85, ROG cle an casei 19] 85,128 Hawai oo. 30 vena aA eeean aig I| 1,400 f I,400 Holland . Sl AROS Hem ateaa se 8} 43,980. PA DAN es cers sera 4 Ti OZOE |e ta ccsnstarats a 4 1,630 Norway .......... I DOA al liepe sai onncsses aesis I 1,340 Portugal.......... I AOOEI eer tercen sare: a 460 RUSSIA ice cee oe BI relia GOs |e irs Wascntes = So Te TSO Spal isiec ness 2 (ci rico I eso ect 2 6,738 United States...... 2 3, I5Os|| el was caters 2 3,350 Foreign (country ee ee n) 2 GOO Niles: 2 goo For sale or Na- tionality of own- } 32| 64,995 || 5 613 || 37| 65,608 ers not stated Potala cs: 473|1, 250,838 26| 14,475 |!499|1,265,313 The following table shows the vessels under construction in the United Kingdom classified according to gross tonnage: NUMBER. TONNAGE, STEAM. SAIL. MUndereso toners seh cnG hal ectan lie neu nates 3 PROMO OO) TONS cress utig were cisielan takes 8 6 TOO UO ROO MOUS) a) encccsts sia eiaare deg cs ae 75 6 ZOO CO AQG NOUS css ceca ye tiot ss eis a 73 6 BOO TOrQgg ONS ere ete itewen eects « BA eal eircete sie T,000 10'T;0999 LONGI ci y eiaieie a ore ois wae Sus 42 =) Bs OOO O12: GOO MLOUS: sicieies « cistavcse/s sieiois ceacane BAe |ccsaersiacate 3000/0" 35090 LONG i ae ora s arerc ce ae ces os QI 2 A; OOOO A, O09AONG secs wcceuiaicst cace es BOT oe scree ls 5,000. €0°559909 CONS. cee cece wee es DQR Alrite en se, « 6:000 t0.6;9099 TONS: 586662 os esi cab re cies FO Veale wstcineees Fs OOO LO.7, OOO MOUS eis: siee/0i.e cies cie'p a's <iguecs ds OE RA NORE S,000 £09,099 TONS. ont ee sic cc ws hens ot PR EARS ot Si 9;000 1079;909 COUSH i cd ee ssc ee ae sie Teel Ae caee Io,coo tons and above.................. LS heats perme Aa ae nf Bo WE a co ae ee a 473 26 *Vessels of less than 100 tons are not included in Lloyd’s Register Shipbuilding Returns unless they are intended to be classified in the Society’s register book. SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD). Shipping—Bills of lading—Construction and Effect,—A bill of lading is both a receipt for goods anda contract to carry, and as a receipt it makes a prima facie case only, and is open to explanation. Planters’ Fertilizer Mfg. Co., Ltd. vs. Elder et al., ro1 Fd. Rep. (U. S.) 1001. Shipping Articles—Validity.—Shipping articles which provide for a voyage to one or more foreign ports, or for coasting voyage, at the option of the master, do not suffi- ciently state the nature of the voyage, as required by Rey. St. aie and are void. The Occidental, 1o1 Fed. Rep. (U. :) 997. Freight—Construction of Contract.—When a bill of lading presented by the shipper, and signed by the agent of the ship, recites a shipment in bulk as so many tons, at so much freight per ton, it will be construed asa contract tor car- riage in bulk, and the freight is not subject to reduction because the cargo when delivered does not weigh out the quantity stated. Planters’ Fertilizer Mfg. Co., Ltd. vs. Elder et al., ror Fed. Rep. (U. S.) 1oor. Shipping—Suit for Damage to Cargo—Burden of Proof.— Where a bill of lading fora shipment of sugar recited the receipt of the sugar in apparent good order and condition, and stipulated for its delivery in like good condition, proot that it was delivered in a damaged condition casts upon the vessel the burden of showing either that it was notin good order when received, or that it was damaged through one of the perils excepted in the contract. Argo Steamship Co. vs. Seago et al., ror Fed. Rep. (U. S.) 999. Seamen—Serving Without Valid Contract—Right to Leave Vessel—Seamen who go on board a vessel, and enter upon _the work as mariners voluntarily, but without any valid contract, may be required by the master to perform such services as are necessary to the navigation of the vessel while at sea, but they are not bound to continue with the vessel through the voyage, and may leave it at any port without forfeiting the wages earned, although they cannot in such case require the owner to return them to the port of shipment. The Occidental, tor Fed. Rep. (U. S.) 997. Shortage in Cargo Delivered—Burden of Proof.—Where bills of lading for cargoes of phosphate specified the quantity but contained the further statements, ‘Weight and quantity unknown,”’ or ‘“‘Weight unknown,”’ the burden resis upon the ship owners to account for any discrepancy between the quantity delivered and that specified; but this is met by proof that the full quantity loaded was delivered, and this may be shown as against a consignee who has paid drafts drawn by the shippers for the full qnantity specified, where the bills of lading were attached to the drafts. Planters’ Fertilizer Mfg. Co., Ltd., vs. Elder et al., ror Fed. Rep. (U. S.) oor. i Contracts—Construction.—Where the United States char- ters a steam-tug for attendance on other vessels, not posses- ing the power of self-propulsion, engaged in government work at Cross Ledge Lightin Delaware Bay, in order to re- move them to a place of safety in case of stress of weather or accident, not furnishing the crew or pilot of such steam- tug, competent knowledge is required on the part of those having the tug in charge of the waters of that portion of the bay including the depth of water and channels between Cross Ledge Light and Morris River which is the most con- venient and accessible haveu of refuge, and the United States in engaging the services of the steam-tug had a right to assume that her master or pilot possessed such knowledge or at least that she was provided with a suitable chart of the bay from which such knowledge might be derived. Chas, Warner Co., vs. United States, ror Fed. Rep. (U. S.) 884. Sufficiency of Appliances.—The owner of a barge, not self-propelling, in contracting with the United States for the chartering or hiring of such barge by the latter, under- took that she should be ‘‘in first-class condition, fully equip- ped, with allthe necessary anchors, lines, pumps, etc.,’’ and that she should be ‘‘in charge of a competent man to be selected and paid’’ by the owner; the contract also provided for an inspection of the vessel by the United States before it should enter the service of the latter. Held, on the facts, that the provision for inspection wasa stipulation on the part of the United States reserving to itthe right to decline to permit the vessel to enter its service should the United States be dissatisfied with her condition, and was not in- tended to nor did it directly or indirectly operate to relieve the owner of his obligation that the vessel should be in proper condition, with sufficient equipment and in charge of a competent man. Chas. Warner Co, vs. United States, ror Fed. Rep. (U. S.) 884. a or A three-masted wooden schooner, known at the shipyard as No. 94, will be launched from James Davidson’s shipyard at West Bay City in about two weeks. The vessel is 350 feet in length, 45%4 feet beam and 27 feet deep. She will havea carrying capacity of 5,000 tons, will be équipped with steam windlass, deck hoists, pumps and siphons, have stockless anchors and be steered by hydraulic power. A wooden steamer is also well under way at the Davidson yard, and will be ready for launching in September. She will be of Canadian canal dimensions, 237 feet long, 42 feet beam and 24 feet deep. —