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JUNE 13, Igor. THE MARINE RECORD. eee MILWAUKEE HARBOR IMPROVEMENTS. Citizens of Milwaukee have been asked to meet at the city hall this week to consider the needs of improvements in Milwaukee’s harbor. Mayor Rose has issued the call for the meeting, and it is probable that some organization will be decided upon to take up the subject and look after the interests of the shipping of the city. One of the most significant developments on the subject is a report which has been made by Harbor Master John McCoy to the Board of Public Works regarding the needs of the Milwaukee harbor. In his report the Harbor Master gives a concise statement of the condition of the harbor at the present time, and the probable demands upon it in the future, with some suggestions regarding the best manner of overcoming the difficulties which exist. Harbor Master McCoy does not agree with the alarmists who have pictured Milwaukee’s harbor as fatally defective in accommodations for the larger class of boats, and he does not indicate that there will be any necessity for the ex- tensive improvements which have been advocated by many. The report states that vessels of 20 feet draft can reach all the merchandise and railroad docks, that the largest boats on the lakes can reach all the elevators except two, and that short turns in the channel, and not the depth of water are the reason these two cannot be reached. The report also states that all the coal docks except those in the South Menominee canal can be reached by boats of 1834 feet draft, and that they could reach the docks in the South Menominee canal except for short turns in the channel. Bascule bridges at West Water street and Muskego avenue are needed, according to the-report, the docks on the Menominee river between the Muskego avenue bridge and the shipyards should be rebuilt and the channel dredged, “the docks of the Beck Lumber Co., east of Sixth street bridge, and the corner of A slip should also be rebuilt end the channel dredged and the corner of the slip cut to allow mote room to turn. On the Kinnickinnic river, the report endorses the plan to have the group of bridges in the neighborhood of Kinnickinnic avenue changed to bascule structures, and further suggests the cutting off of corners to make the channel accessible to the larger boats. Harbor Master McCoy believes that with these improve- ments the harbor would accommodate the lake traffic for many years tocome. He states his opinion that lake boats have reached the maximum in size for a long time to come. The final part of the report says : ‘‘Out of forty of the largest modern vessels built on the lakes within the last two or'three years, there are only six that exceed 50 feet beam, five are of 57 feet and one 52 feet, so that the draws of our bridges are wide enough with the exception of Muskego avenue, which is only 50 feet. “The longest vessel now afloat on the lakes is 478 feet keel and 50 feet beam. The average length of the forty largest boats built recently runs between 400 and 425 feet keel and 50 feet beam, and when loaded to their full capacity would probably draw about 20 or 25 feet. The narrowness of our canals in the Menominee valley would always be a drawback to the utility of the docks in that part of the harbor, especially the North Menominee canal. If it were possible to widen them it would greatly increase our harbor facilities. The lower Kinnickinnic has a large area of un- improved dock property that could be utilized if our business should ever demand it.” TREASURY DECISION. Bond of Port Huron and Duluth Steamship Co. for trans- portation of appraised merchandise. TREASURY DEPARTMENT, June 3, Igor. Sir: The Department has received your letter of the 29th ultimo, transmitting the bond, in duplicate, of the Port Huron and Duluth Steamship Co. as a common carrier for the transportation of dutiable appraised merchandise. The bond is hereby approved, and one copy thereof enclosed, to be placed upon the files of your office. Under its bond, the company named is authorized to trans- port appraised merchandise in bond between the ports of Port Huron, Mich., and Duluth, Minn., in the steamers W. C. Rhodes and Spokane and other vessels owned or con- trolled by said company and plying on Lakes Huron and - Superior and waters tributary thereto. In all instances where other vessels than those owned by the company named are used they must be distinctly marked ‘‘Port Huron and Duluth Steamship Co.” Respectfully, O. L.. SPAULDING, Assistant Secretary. Collector of Customs, Port Huron, Mich. STANDARD AUTOMATIC RELEASING HOOK. FOR USE ON THE LOWER BLOCKS OF BOAT’S DAVIT TACKLES. (Illustrated. ) The automatic releasing hook, as now placed on the mar- ket by the manufacturers, the Standard Automatic Releasing Hook Co., New York, is fast becoming one of the necessi- ties for all well equipped vessels. These hooks, while not being compulsorily placed in use by the steamboat inspectors for the passenger and freight trade, are provided for in each of the government departments having tonnage in commis- sion. : From personal observation of several tests, we have no hesitancy in saying that they are the best hooks for the pur- pose now on the market and their automatic action is safe, prompt and in every way reliable. The following testimonial; forwarded us from New York, bears ample witness to the efficiency and worthiness with which they are regarded in the U. S. Transport Service and it may be as well to state that the hooks are also in use in the Navy. TRANSPORT SEDGWICK, NEw YORK, June I, Igor. Capt. Jas. R. Raymond, Standard Automatic Releasing Hook Co., 17 State St., New York. Dear Sir:—Replying to your inquiry, just received, regard- ing the rescue of Hospital Steward Mathew M. Campbell, who jumped overboard from the transport Sedgwick on the 28th ult., while entering this port, an account of which was given in the evening Sun and Mail and Express of that date, I take pleasure in saying that the account as given is cor- rect in every particular. The boat was lowered while the ship was under three-quarters speed and the promptness with which it detached when striking the water, made it possible to perform what I regard as one of the quickest rescues I ever witnessed. I wish to bear testimony to the reliable qualities of your releasing hooks, which have never failed us on occasions when called for. I have seen them work under most diffi- cult circumstances and have never witnessed their failure. With the hope that this letter may be of advantage in bringing about their universal adoption by all steamers, I am Very respectfully yours, (Signed) H. J. Byrn, Master. —_—_—_ ee ore VISIBLE SUPPLY OF GRAIN. As compiled for THE MARINE RECORD, by George F. Stone, Secretary Chicago Board of Trade. OFFICE OF QUARTERMASTER, } CITIES WHERE WHEAT.| CORN. OaTs. RYE. BARLEY STORED. Bushels. | Bushels. | Bushels. | Bushels. | Bushels. 2,394,000 454,000 942,000 29,000 196,000 *'6,493.000| 6,637,000] 3,309,000 170,000] 88,000 Ble: 249.000] 145,000]..........|. 1,000 ° r,c00 5,383,900] 3,045,000} 1,040,000 259 000 44,000 MortiWilliame Ont. gosooolweres alee alee aa pei as Milwaukee.......... 442,00¢ 598,000 369,000 3,000 16,0co ENGHOR ES sidan rican ep etait clears ator ce | ctacis re cetler os cieme tecoraltea aoe tee Port Arthur, Ont... LA OOO Hiatt cri eialics «str deialiisameseonal t= Smee y Toledo cS 201,000) 697,000) —_ 160,000 CR) a) Meine ag be are bate: ee gSOLOCO| Pht maa. 1,000].... 58,000 301,0°0 173,000 66,000 37,000 88,000 132,000 OGi000 eis are e eels Sahods Hated Be Nahe Weick Bs yek« caine’ Grand Total..... 35 292,000| 16,049,000) 10,588,000 698,000 695,000 Corresponding Date, TQ00. ect cnscecsenes 44 407,000} 11,228,000] 6,135 000 899,000 761,000 IMICTERBE i oi sie cean |e set sien Cuan try ; cay ag Rei eR ORE Decrease ...........- 1,640,000 364,000 630,000 45,000 127,000 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. SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD.) Collision—A ppraisal.—The value of the vessel and freight for the purposes of limitation of liability is to be assessed at no later period than the termination of the voyage during which the collision happened. The Geo. L, Garlick, 107 Fed. Rep. (U. S.) 542. Shipping—Landing Cargoes—Building Wharf—Where plaintiff agreed to transport a cargo of goods and deliver them at a certain wharf, and on arrival at the designated place no wharf existed, the refusal of plaintiff to build one constituted no defence to an action for the freight. Mc- Caughn vs. Milliot, 29 So. Rep. ( Miss.) 818. Shipping—Demurrage—Delay Due to Negligence of Char- terers.—Where charterers neglected to advise their agents at the port of destination of their agreement to attend to the entering of the ship at the custom house upon her arrival, by reasun of which such agents refused to act, and a delay of three days was caused in having the ship entered, the owners were entitled to include such daysin the lay days allowed by the charter for discharging. Hagar et al. vs. Elmslie, 107 Fed. Rep..(U. S.) 511. Shipping—Proceedings for Limitation of Liability—When Maintainable.—A proceeding by the owner of a tug may te maintained, under Rev. St. U. S. 3 4285, for a limitation of liability growing out of the loss of a tow, where the petition shows that separate actions have been ins.ituted against the tug, the charterer, and the petitioner in personam by the owner of the tow on account of such loss, and that other claims are likely to be presented by other parties affected. The M. Morgan, 107 Fed. Rep. (U. S.) 526. : Shipping—Cargo Damage-—Negligent Discharge.—It is the duty of a ship to pay attention to any extraordinary cir- cumstances that evidently affect her stability while discharg- ing, and to regulate her mode of discharge accordingly, so as not to endanger the cargo. Negligence in such regard, which results in damage to cargo, is not a fault in the ‘‘man- agement of the ship,”’ within the exemption of the third sec- tion of the Harter act, but rather in the care of proper deliv- ery of the cargo, within the meaning of the first section, from which she is not exempt from liability. The Germanic, 107 Fed. Rep. (U.S.) 294. Suit for Demurrage—Defences.—A provision of a charter allowing the charterer acertain number of lay days for load- ing and discharging, and requiring the payment of demur- rage for any additional time taken, is an absolute and un- conditional engagement on the part of the charterer, who cannot be relieved therefrom except on the ground that the delay was due to the fault or negligence of the owner or those for whom he is responsible, and such fault or negligence is an affirmative defence in a suit to recover the stipulated de- murrage, the burden of pleading and proving which rests ~ upon the charterer. Hager et al. vs. Elmslie, 107 Fed. Rep. (U. S.) 511. Finding of Unseaworthiness—Harter Act—Ljiability for Failure to Close Portholes.—Negligence in failing to have the portholes in a compartment of a vessel closed when the voyage begins, whereby the vessel is rendered unseaworthy and in consequence injury is sustained to cargo by water coming through such portholes during the voyage, renders the shipowner liable under the Harter act of February 13, 1893 (27 State. at L 445, chap. ¥o5), since the negligence is not a mere fault or error in navigation or in the management of the vessel, but amounts to a failure to exercise due diligence to make the vessel seaworthy. International Navigation Co., Petitioner, vs., Farr & Bailey Manufacturing Co., 21 Sup. Ct. Rep. (U.S.) 591. International Law—Arrest of Deserters from Army or Navy of Foreign Country.—The rules of international comity do not require the authorities of the United States to appre- hend and surrender deserters from the army or navy of a foreign government unless at the time of their desertion they formed part of an organized force within the United States by the express authority of the executive department of our government; and an order by the Treasury Depart- ment, made on request of an ambassador, that a detail of men from the navy of a foreign government, coming to this country for a temporary purpose, should be permitted to enter without examination or the payment of head money as immigrants, does not constitute such authority. Mother- well et al. vs. United States ex rel. Alexandroff, 107 Fed. Rep. (U.S ) 437. Collision—Steam Vessels Meeting in Channel—Simultan- eous Passing of Two Vessels.—A transfer tug passing down Kast river with a car float on either side, held in fault fora collision with a schooner coming up in tow, which occurred as she was rounding Horn’s Hook between the shore and the center of the channel, on the ground that, being ina position where careful navigation was required, owing to the number of vessels passing and the flood tide, after hav- ing agreed to allow the tug and schooner to pass ahead of her, she also assented to the signal of another tug coming up nearby, abreast of the schooner, with a tow on each side, to permit the latter to pass across her stern, and thereby placed herself in a situation where she was unable to avoid collision with one of the two passing vessels. The Transfer No. 9, 107 Fed. Rep. (U. S.) 533.