The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

OcroBER 18, 1900. THE MARINE RECORD. NOTICE TO MARINERS. LiGHT-Housk ESTaBLISHMENT, OFFICE OF THE LIGHT-HouSE INSPECTOR, IITH DIs‘., DETROIT, MicH., October 11, Ig00. PORTAGE RIVER, MicH. The keéper of the light recently established on the easterly side of Portage river at High Point, about five miles above the Houghton and Hancock bridge reports that it was destroyed by fire between 2 and 3 o’clock this morning. By authority of the Light-House Board. J. C. Wirson, Commander U. S. N. Inspector 11th Light-House District. UNITED STATES OF AMERICA—NORTHERN LAKES AND RIVERS— WISCONSIN. TREASURY DEPARTMENT, OFFICE OF THE LIGHT-HOUSE Boao, WASHINGTON D. C. October 13, 1900. KENOSHA BREAKWATER BEACON LIGHT STATION. —Notice is hereby given that, on or about October 20, 1900, a fixed red lens lantern light will be established at the southeasterly end of Kenosha Breakwater, Kenosha Harbor, westerly side of Lake Michigan. The light will be suspended froma brown iron post, at aheight of about 30 feet above mean lake level. Immediately in front of the lake side of the post there is a V-shapped timber protection 6 feethigh and 18 feet each way. : By order of the Light-House Board. FRANCIS J. HIGGINSON, Rear Admiral, U. S. Navy, Chairman. DOMINION OF CANADA—ONTARIO. STRIBLING POINT RANGH LIGHTS.—From and after the roth October instant, the Canadian Government proposes to maintain range lights at Stribling point, on the north end of St. Joseph Island, in the district of Algoma, Ontario, to re- place the priviate lights heretofore maintained by the Lake Carrier’s Association. cor The lights will be fixed white catoptric lights shown from lanterns placed in front of the day beacons already in exis- tence; that is the front light will stand where the back light of the private range is now maintained. — The targets of the day beacons are diamonds or lozenges, 6 feet square, painted white. The front target has a vertical black stripe through the middle of the diamond, It stand: just inside the shore line, on low land. The light will be elevated 11 feet above the water and should be visible 4 miles in the line of range. The back light is situated on the hillside, 1,446% feet S. 68° 17’ 40’ EK. true from the front light. It iselevated 44 feet above water, and should be visible 4 milesin the line of range. 4 The two lights in one, bearing S 68° 17’ 40” E. true, lead through the middle of the dredged channel of the’ Middle Neebish from its intersection with the alignment of the lower Hay Lake range lights to its intersection with the alignment of the Harwood point range lights. F. GOURDEAU, Deputy Minister of Marine and Fisheries. Department of Marine and Fisheries, Ottawa, Canada, 2nd October, 1900. Raq All bearings, unless otherwise noted, are magnetic and are given from seaward, miles are’nautical miles, heights are above high water, and all depths are at mean low water. Pilots, masters or others interested are earnestly requested to send information of dangers, changes in aids to navigation, notices of new shoals or channels, errorsin publications, or any other facts affect- ing the navigation of Canadian waters to the Chief Engineer, Depart- ment of Marine and Fisheries, Ottawa, Canada. 5.F HODGE &C Chas. E. & W. F. 58 William Street, New York City. g and 6 Billiter Avenue, E. C., . Insurance BROWN &CO., - - - J.G. KEITH & CO., - Royal Insurance Building, Chicago, Hil. C. T. BOWRING & CO. 202 Main Street, Buffalo, N. Y. A. A. & B. W. PARKER, 15 Atwater St., W. Detroit, Mich. 138 Rialto Building, Chicago, Ill. LA SALLE & CO., Board of Trade Building, Duluth, Minn. ‘ Are prepared to make rates on all classes of [Marine insurance on the Great Lakes, both CARGOES and HULLS. SHIPPING AND MARINE JUDICIAL DEGIS!IONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD.) Collision—Ferryboat and Anchored Vessel in Fog.—Evi- dence held insufficient to establish fault on the part of a steamship anchored in the Delaware river at Philadelphia for a collision between a ferryboat and such vessel in a fog. The City of Reading, 103 Fed. Rep. (U. S.) 696. Collision—Moving and Moored Vessels—Presumption of Fault.—A collision of a moving vessel and one moored raises a presumption of fault on the part of the moving ves- sel, which imposes upon her the necessity of explanation of the presumed culpability. The Dean Richmond, 103. Fed. Rep. (U. S.) 7o1. Sailing Vessels Crossing.—A schooner sailing free held in fault for a collision with one ona crossing course, sailing closehauled, because of her failure to maintain a proper lookout; and evidence to show contributory fault in the privileged vessel held insufficient. The William Churchill, 103 Fed. Rep. (U. S.) 690. } Admiralty—Recovery of Costs—Unnecessary Litigation.— Where litigation between a carrier and shipper over the pay- ment of freight was wholly unnecessary, and was caused by the unreasonable conduct of both parties, a court of admir- alty will require each party to pay its own costs. The Asiatic Prince, 103 Fed. Rep. (U. S.) 676. Shipping — Unseaworthiness of Lighter — Liability of Owner.—Evidence held to establish the unseaworthiness of a barge let by its owner to perform lighterage service, and to render its owner liable for the loss resulting to the hirer by its sinking at the dock after being loaded. Tygert-Allen Fertilizer Co. vs. Hagan, 103 Fed. Rep. (U. S.) 663. Collision—Overtaking Vessels.—Evidence considered and held to show that a collision between. two steamships, one of which was attempting to pass the other, was due to the fault of the overtaking vessel, which, after passing, relying © upon her greater speed, attempted too soon to cross the bows of the other. The Wilkommen, 103 Fed. Rep. (U. S.) 699. Collision—Steam Vessels in Fog—Evidence Considered.— Evidence. in support of a libel and cross libel for collision considered, and held insufficient to show that a collision between two steamers in Hast river during a fog was due to negligent navigation on the part of either vessel, and both the libel and cross libel dismissed. The West Brooklyn, 103 Fed. Rep. (U. S.) 691. Liability of Carrier for Injury to Cargo—Negligence in Handling.--The breaking of a greatly unusual number of bags, in which a cargo of sugar was shipped, in discharging, raises a presumption of negligence on the part of the ship in handling, and, if unexplained, renders the carrier liable to the shipper for the loss and expense resulting. The Asiatic * Prince, 103 Fed. Rep. (U. S.) 676. Salvage—Amount of Recovery.—A steamer of the value of £40,000, being without rudder, and aground in shoal water in a rough sea, was towed by libelants’ tug to a place of safety ; but neither the tug nor any of her crew was ex- posed to the slightest danger in performing such service, and the ordinary ‘charge for the towing of the vessel would have been $175. Held, that the libelants were entitled to re- cover $1,000 as salvage, three-fourths of which sum should go to the tug, and the balance to her master and crew, in proportion to their wages. The Grace Dollar, 103 Fep. Rep. (U. S..) 665. ' Peck, Victor Signal, London, England. Marine Valve Oil, Eldorado Engine Oil, Shipping—Ljien for Freight.—Where the consignee and ownér of a cargo fails to pay or tender the freight,dne.on the discharge of the cargo, the carrier to pteserve its’ en is, authorized to retain and store sufficient of the cargo to pay such freight, and the expense of storage and loss of.use of the commodity must be borne by the owner. The «Asiatic Prince, 103 Fed. Rep. (U. S.) 676. : : Sp ree Collision—Contributory Fault—Burden of Proof.—Where.. the fault of the burdened vessel was the primary cause of: a, collision, she must produce reasonably clear evidence to sustain a plea of contributory fault on the part of the privi- leged vessel on the ground that the latter, in trying to avoid the threatened collision, departed from her course. The William Churchill, 103 Fed. Rep. (U. S.) 690. zeta Collision—Improper Anchorage—Fault of Pilot.— An ocean steamship, brought up the Delaware river to Phila- delphia at night by a pilot, and anchored, cannot be held in fault for a collision while at her anchorage because the pilot placed her outside the anchorage grounds set apart by the regulations of the port, which fact was unknown to her officers. The City of Reading, 103 Fed. Rep. (U. S.) 696. Reducing Speed and. Changing Course Excused.—A », steamship cannot be held in fault for reducing her speed arid 7 changing her course where another vessel, after overtaking | and passing her, turns to cross her bows, and collision is certain if she maintains her speed and course, and where her action, although it doés not prevent, in fact lessens the force of the collision. The Wilkommen, 103 Fed. Rep. (U. S.) 699. ie Vessel Lying at End of Pier—New York Charter Provis, | ‘ sion.—Section 879 of the New York City charter, relating to the mooring of vessels at the ends of piers, does not re- lieve a moving vessel from liability for collision with a ves-’ ' sel so moored, which did not unduly obstruct navigation,~’ and where the moving vessel was not seeking entrance to an adjoining slip. The Dean Richmond, 103 Fed. Rep. (U. S.) 7or. Admiralty—Appeal—Requiring Amendment of Pleadings. —Where the pleadings in a suit in admiralty are so deficient that the court on an appeal cannot properly apply the evi- dence in the record, or justly determine the rights of the parties, but there is apparently no design to suppress the facts, the decree below will be set aside, and the case re-... manded for the filing of new pleadings. Smith et al. vs. Elmer E. Wood Transp. Co., 103 Fed. Rep. (U. S.) 685. Navigable Waters—Obstructions—Liability of City.—A city, though charged by statute with the duty of keeping the channels of navigable streams within its limits free from obstructions, cannot be held liable for injuries caused by -asunken wreck, on the ground of negligence, where the owners had contracted with a wrecking company to raise the vessel, and it is not shown that such company was not prosecuting the work with ordinary diligence and reasonable efficiency. McCaulley vs. City of Philadelphia, 103 Fed. Rep. (U. S.) 661. Pilots—Negligent Service—Liability of Pilots’ Associ- ation.—The Pilots’ Association of the bay and river Delaware, which is an uncorporated association of pilots, intended to further the interests of its members in various ways, but having no power to make contracts for pilotage service, its members acting individually in that matter, does not stand in the relation of principal as to such contracts, and is not liable for the negligence or fault of one of its members’ in the performance of a contract for his service. The City of Reading, 103 Fed. Rep. (U. S.) 696. Pe MARINE ENGINES, [fe PROPELLER WHEELS, | DECK HOISTERS, MARINE REPAIRS... @ 312 ATWATER STREET, DETROIT, MICH. ~ Renown Engine Oil, Atlantic Red Engine Oil, Mineral Seal Oil, Arctic Cup Greases, are trade mark brands manufactured by the The best goods are most economical. Standard Oil Company and found on sale at all lake ports. Remember the names.