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FPS Seni) ot ee ee Eases SP THE MASTERY OF THE OCEAN. A representative of the Scientific American who crossed _ the ocean on the Deutschland on the oceasion of its: alleged _ face with the Kaiser Wilhelm, says: eat the invitation of Mr. A Bliedung, the chief engineer, our representative visited the engine and boiler rooms while the two vessels were abreast in the so-called race, and at a tine when the Deutschland’s engines were indicating be- tween 37,000 and 38,000 horse-power, and he was at once imfpressed with the quiet and orderliness with which the staff of engineers, firemen and coal-passers were doing their _ work. The tentperatureé’in the stokeholds and on the lower __ engineroom platfornts was but slightly above the normal of to classification by this society. _ 221,778 tons are building abroad with a view to classification. the atmiosphere, and this in spite of the fact that coal was being consumed in the 112 furnaces at the rate of 572 tuns pet day, and that steam at 213 pounds pressure was being expanded in the twelve cylinders of the twin, quadruple- expansion engines at the rate of 178tons per hour. No clearer proof of the fact that steamship designing, as carried out ina first-class establishment, is an exact science, and shipbuilding a perfected art, could be asked for than was presented by the utter absence of excitement or evidence of unwonted effort in the engine and fire rooms of this fine ves- sel under circuntstances where such excitement would have been expected and natural. That a 23,coo ton Deutschland with 37,000 horse-power would overtake and pass a 20,000 ton smaller edition of hefself with 28,000 horse-power was a foregone conclusion, provided, at least, that the safety valves were just lifting at the Board of Inspection pressure of 213 pounds to the square inch. “The total coal consumpton for twenty-four hours, includ- ing the auxiliaries, was 572 tons, which works out the highly eeonomical figure of 545 pounds per horse-power per hour. This high economy is due in general to the all-round excel- lettce of the boilers and engines, but particularly to the Howden’s forced draught, with which the boilers are fitted, in which the air supply to the furnaces is raised by the heat of the escaping furnace gases from 70 degrees to 270 degrees Fahrenheit before it enters the furnaces, the temperature of the uptake being lowered by a corresponding 200 degrees Fahrenheit. “Qn the return trip to America the Deutschland received the first real test of her capabilities in varying conditions of wind and sea, and the result proved that, given a vessel of sufficient strength, weight and power, the full strength of an Atlantic gale is powerless to stop her.’’ BRITISH SHIPBUILDING. From the returns compiled by Lloyd’s Register of Ship- ping, it appears that, excluding warships, there were 452 vessels of 1,204,008 tons gross under construction in the United Kingdom at the close of the quarter ended 3oth Sep- tember, 1900. The particulars of the vessels in question areas follows, similar details being given for the corres- ponding period in 1899 for the purpose of comparison: 30TH SEPT,, 1900. 30TH SEPT,, 1899. DESCRIPTION. No. |Gross Tonnage| No. |Gross Tonnage STEAM MECC Le iso cs 398 1,187,264 | 471 1,331,215 ILC) Sp a aR rea aan 23 4,363 61 II,060 Wood and Com- posites! ko: 2 785 r IIo PU OUR acai, ce 423 1,192,412 533 1,342,385 SAIL, ST SS a 9 9,280 9 3,620 ee el eae tee ee alec tec loehs oseie es Wood and Com- PAPOsite: . 2:65. .55. 20 2,316 16 1,544 BOAlc% 33s 29 11,596 25 5,164 Totalsteam and sail} 452 1,204,008 | 558 1,347,549 The present return shows a reduction in the tonnage “under construction of about 61,000 tons, as compared with the figures for last quarter. As compared with the return _for December, 1898, which is the highest on record, there is a reduction of 197,000 tons. Of the vessels under construction in the United Kingdom at the end of September, 379 of 938,595 tons are under the Supervision of the surveyors of Lloyd’s Register with a view In addition, 63 vessels of The total building at the present time under the supervision THE MARINE RECORD. of Lloyd’s Register is thus 442 vessels of 1,160,373 tons. Details of this total follow: Gross No. Tonnage Building in United Kingdom for home ac- count; for sale; ete) ee. ee 306 722,438 Building in United Kingdom for foreign and: colonial account. (0. 62.04.00. 73 216,157 Building abroad for United Kingdomowners 2 770 ditto for foreign account....... 61 221,008 Total building on 30th Sept. for classifica- —— — tion in Lloyd’s Register book.......... 442 1,160,373 OTHER DETAILS. (WARSHIPS EXCLUDED. ) The following details concerning the shipbuilding work of the United Kingdom during the past three months, may be added: DURING QUARTER STEAM, SAIL. ENDED 30TH SEPT., @ ms Igoo, Toss Toss : No. Tonnage. Ho, Tonnage. Vessels commenced........... 120] 311,834 | Io} 2,878 — Vessels previously commenced, but on which no further prog- ress has been made.......... I 120| 6 536 Vessels launched.............. I7I} 347,444 | 6) 3,337 SIZE OF VESSHLS UNDER CONSTRUCTION. (WARSHIPS HXCLUDED. ) The following table shows the vessels under construction in the United Kingdom classified according to gross ton- nage: NUMBER. TONNAGE. Steam | Sail. *Under 50 tons......... URE Reet tohe a LEO aN 3 4 5040.99 CONG. be HOP ie Shee. Bi 6 TOO PO) POO*AONS ss Fic c ial. veiabials crete aterwncvers «use 61 IL ZOO EO, A909 LONG: ico ciniggs cuacniala.ciansis Oo curate oh 54 5 BOONG' O99 LOUS icici tate cu nities oc letaains wraloiere timb 6 29. ie ceece 1,000: CO TF, OGQMONS 450 te cic sec tore ses ete eels bs 44 I 2.G00 tO*2;Q99 TONS ye Nae 2625 Se 3000; COP3,,990 TOMS iii ii) aie seve rets’ saree Goliorers sider 90 2 A;OGO:tO 45999; TONS: fa carci ed cce diets winera aie 55. lees eee 5,000:40'5,909 tOnS 6. ete aes Succes ales «elas TO cia wore 6,000 to 6,999 tons.............405. pasesaaleyerne 2 Fats Nie FOO COT) 990) TONS! ti FS Sad io ct ete isc eats 5S sta BN B;e00ito 8/999 tONnsis ii. see Seen sear Ql sae cele 9,000'tO 9,999 TONS... i eee doe eee Ase Aiboellis unans TO;000 tons: and above. 8. i. cs ee cues ome Ti Hare ceo Oba Loitss seca tah) ties ce bre Sie bey eres 423 29 *Vessels of less than Ioo tons are not included in Lloyd’s Register Shipbuilding Returns unless they are intended to be classed in the Society’s Register Book. ————_———— ee OS VISIBLE SUPPLY OF GRAIN. As compiled for THE MARINE RECORD, by George F. Stone, Secretary Chicago Board of Trade. CITIES WHERE WHEAT.| CORN. Oats. RYE. | BARLEY STORED. Bushels. | Bushels. | Bushels. | Bushels. | Bushels, 3,854,000 356,000 300,000 71,000 716,000 -| 13,163,000] 2,814,000] 3,927,000 515,000 9,000 472,000 40,000 173,000 86,000 2,000 6,709,000 122,000 95,000 87,000 610,000; Fort William, Ont.. SASIOOO | oi ern scws cd cillekisicraeamiall Dardis atanulee ein utes Milwaukee.......... 725,000 145,000 373,000 4,000 48,000: Port Arthur, Ont.... OQ PSOOO|taracetnies caves [is crareaa tera aie lear e aetna | oe ea Toledo. 1,289,000 381,000] ,618,000 25,000 1,000: Toronto 55,000]... Ae § 0/00) BAN pet 165,000: On Canals 249,000 516,000 LA OOORS OT. 175,000: On Lakes 983,000] 2,204,000) 245,000 10,000 290,000: On Miss. River......] ........ ReMee EN URE ee ey hin [aero can | ee Grand Total..... 58,313,000] 8,914,000] 12,310,000] 1 017,000] 2,595,000: Corresponding Date, RROD Kat si gicalacsicle ated 48,555,000] 14,099,000] 6,742,000) 1,063,000} 2,510,000. Increase,... CaIEP EA SSR OOO g cians dialer 75,000 31,000 247,000 DeCTCABER cis sac wce elias see oe ie SPL SOOO Nias aravient| te sins sara atgicncr| co giatesaloctale: 6 While the stock of grain at lake ports only is here given, the total shows the figures for the entire country except the Pacific Slope. —_—_—<—<—<—<—<—— ODO THE eighth annual meeting of the Society of Naval Ar- chitects and Marine Engineers will take place in New York at Ioa. m., Thursday, November 15. The meeting will be held at No. 12 West 31st street, the sessions continuing through Thursday and Friday, November 15 and 16. There will be a banquet at Delmonico’s at 7 p. m. Friday, Nov. 16, to which members and their guests are, cordially invited. Tickets can be obtained at the society’s office on November 14, 15 and 16. SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD. ) Negligence—Collision—Evidence.—It appearing that the hawser by which the C. was towed was comparatively new;, that it had been. thoroughly tested, and found sufficient to. sustain a strain many times greater than that required to: tow the C.; that aside from the fact that the towline broke, there was an entire failure of proof of any fault on the part of the tug in furnishing a defective hawser—the owners of the tug are not liable for damages sustained by the C. ina collision with another vessel being towed by the same tug, which occurred through the breaking of the hawser. The Ravenscourt, 103 Fed. Rep. (U. S:) 668. Towage—Implied Contract—The captaim of the C., having applied to the manager of a tug for the towage of his ves- sel to sea, was informed that the tug was under contract to: tow the vessel R. the next day, and that, if the latter was not ready, it would take the C., but that if the two vessels were ready it would tow both. The next day, the R. being ready, the captain of the C. was informed of tL\e orders of the tug to take both vessels, and, although he exp,'essed dis- satisfaction, he signed an order for the payment of ‘the tow- age money, and voluntarily took on board the tug’s tawser, and made it fast to the C.’s foremast. Held, that the."e was an implied agreement that the C. was to be towed in com- pany with the R. The Ravenscourt, 103 Fed. Rep. (U. S ) 668. ee Shipping—Injury to Stevedore—Liability of Ship.—A ship» which was being navigated by the owners under a time char-- ter entered port, and was taken possession of by the charter-- ers, to be by them discharged and reloaded. She was dis-- charged by employes of the charterers, and was directed to' proceed to another wharf at no great distance for reloading. While on the way, libelant, who was a stevedore in the em- ploy of the charterers, with others, was directed by them to wash the holds preparatory to reloading. In removing the cover from a hatchway, libelant stepped upon another part of the cover, which gave way by reason of its having beem improperly replaced by the stevedores after discharging, and libelant fell through the hatchway, and was injured.. The hatch cover was in sufficiently good condition, and was: safe to stand upon if properly placed. Held, that the ship,. being, under the charter, under the'sole control of the ehar-- terers while in port, for the purpose of being discharged andl reloaded, was under no duty with respect to the placing of’ the hatch covers during such time, and could not be heldt eve for the injury. The Wilowdene, 103 Fed. Rep. (U- S.) 678. Salvage—Conduct of Salvors—Proximate Cause of Dan- ger—Hvidence.—As the claimant was crossing the bar at the entrance of a harbor she received a signal of one whistle from libelant’s tug, responded with a single whistle, imme- diately ported her helm, and, after proceeding two or three minutes on her course, struck a shoal in rough water, by reason of which her rudder post was broken, and she sig- naled for assistance. After getting cff the bar, the claimant, being in a helpless condition, was washed on the bara second time, before the tug went to her assistance, and the latter even then did not come nearer than 400 feet, because of the shallowness of the water. Thereupon the claimant launched her own boat, and carried a line to the tug, whereby the latter was able to give her hawser to the claimant, and to tow her to a place of safety, and for repairs; the service last- ing about two hours. Held, that the channel being wide enough for two vessels to pass, and the claimant, in any event, having the right of way, because of her having com- menced to cross the bar first, her deviation from her course was an error of navigation, which, rather than the signal of the tug, was the proximate cause of her strauding, and that therefore, the service rendered by the tug was a salvage ser- vice, for which the libelants were entitled to compensation. The Grace Dollar, 103 Fed. Rep. (U. S.) 655. Admiralty—Claim for Sinking Vessel—Neglect to Display Lights.—In a channel from 400 to 450 feet wide, eight ves- sels were moored abreast off a coal dock on a dark and foggy night, occupying nearly 190 feet of the channel, at a distance _ of 350 feet from a steamboat dock. The masters of the ves- sels went to bed, knowing of the fog, and, if any lights at: all were displayed outside the cabin, they were only those oft ordinary lanterns. When about five-eighths of a mile from: the coal dock, the claimant, which was approaching the: steamboat dock, reduced her speed to one bell, blew fog: signals, and, before the collision in question, had stopped! her engines, so that the vessel was being carried by the tide. The pilot in charge of the wheel of the claimant was a man of long experience, and the compass course pursued by him carried his steamer about 100 feet off the face of the coal dock, which course was approved by previous experience. Although three men besides the captain were in the bow of the claimant on the lookout, the vessels at the coal dock were not discovered until within about 50 feet, when the pilot gave the signa] to back, but the forward movement was not stopped before the steamboat struck a barge belonging to the libelant, which was driven forward up the river and sunk, and for which damages are claimed. Held, that com- mon prudence demanded that vessels appropriating so large a portion of the channel should employ adequate means to make their presence known, and that, the course of the claimant’s pilot being a fair navigation of the channel, in the absence of any warning apprising him of interruption the libel should be dismissed. The Kennebec, 103 Fed. Rep. (U, S,) 68x.