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

NOVEMBER 7, I9OI. THE MARINE RECORD. eee eeeew”w”wTmllD:: THE GRAND. TRUNK DEAL. 1ue projected spreading out of Port Huron as a lake’ terminal will be far reachine and will affect larger inter- ests than at first supposed by those who have not been on the inside of the transaction. ‘The eight new steamers which Messrs. Botsford, Jenks & Duncan will build at the new shipyard to be established at St. Clair will enable the Grand Trunk to enter into active competition with the New New York Central and Erie railroads’ lake connections. It will also enable them to go into the field for the through freight business of the Canadian-Atlantic lines, which operate through its connections at Owen Sound. For many years the lake connections of these railroads have been good paying properties for the railroads and were big feeders in the export grain trade. , ‘ne Grand Trunk is going after some of this business, and the announcement that Jenks, Botsford & Duncan of Port Huron had closed a long term contract to carry freight for the Grand Trunk to Port Huron began to open the eyes of the old lines. In connection with the new boats, the railroad will operate a 1,500,000 bushel elevator at Point Edward to receive the grain brought down by the new boats when they are in commission next summer. The new shipyard at St. Clair will be in operation by March 1, 1902, according to Mr. Jenks, and, while it will not be large, having berths for but two boats at a time, it will be up to date in every respect. ‘The first boat will be named the J. E. Botsford, will be 405 feet over all, 50 feet beam and 30 feet deep. Several entirelv new features will be added to the new vessels, chief among them a hopper bottom. Accommodations for a limited number of passen- gers will be made. The plans have been srepared under the supervision of Prof. W. F. Durant of Cornell University, who has been appointed consulting engineer. of the new concern. If the J. E. Botsford proves satisfactory three other vessels are to be built after her patterns, while the total number now projected is eight. rrr EXPERIMENTS ON BRONZE AT HIGH TEM- PERATURES.* ; Owing to the very general employment of superheated steam it has become a question of some importance to de- termine at what temperature bronze is reliable in engine construction. To this end the Verein Deutscher Ingen- ieuire instituted a series of experiments, under the direc- tion of Messrs. Habere and Menzel, with twenty-five bronze rods (supplied from the Imperial Dockyard at Kiel) 8.66 in. in length and 0.48672 sq. in. in section, and com- posed of 91 parts copper, 4 parts zinc, and 5 parts tin. A previous experiment with a set of five rods of similar di- mensions and composition gave the following average: Breaking weight per square inch, 8:47 tons; elongation at moment of rupture 36.7 per cent. on 7.874 in.; decrease in sectional area, 47.4 per cent. at a temperature of 20 degrees C. (68 degrees F.) This paper furnishes a precise account of each of the tests made (four at each temperature), and is furnished with elaborate tables and diagrams, the result of which are summarized as follows, taking the results obtained at - a temperature of 68 degrees F. as unitv: Relative Values at— 212° F. 392° F. 572° F, 752° F. 932° F. Breaking strain...,.. : 1.01 0.94 0.57 0.26 0,18 Hlongation:...3.... 6.065 0.98 0.96 0.32 5 puis Decrease in section 0.91 0.93 0.31 Bias 8 From this it is evident that bronze of the composition here experimented on may safely be employed for valve seats, pipes, etc., at a temperature of from 392 to 572 de- Ss F., but not above. Bronze of a different composition may perhaps differ in this respect; further experiments, in fact are at the present time being carried out: Meanwhile it seems evident that bronze cannot safely be used with superheated steam, which is never less than 572 degrees F. temperature. : “Inst. C. E.: Foreign Abstracts. oro Deputy Consur-Grenreral HANAUvER reports from Frank- fort, September 8, 1901: In consequence of the low rates for ocean freights (4s., or 96 cents, per ton on grain from United States ports to Europe), Hamburg steamship lines, is said, will import American coal. According to Ham- g papers, a shipment of American coke is now bound for that port. A Russian journal calls attention to the fact that a steamship laden with American coal has arrived at Cronstadt, which is all the more noteworthy as coal im- ports from England and Germany have declined consider- ably of late. Silty INSPECTOR OF HULLS, STEAMBOAT-INSPECTION SERVICE. DECEMBER 3-4, IQOT. The U. S. Civil Service Commission announces that on December 3-4, 1901, an examination will be held in any city in the United States where postal free delivery has been established, for the position of inspector of hulls, in the steamboat-inspection service. ; The examination will consist of the subjects mentioned below which will be weighted as follows: Subjects. Weights. re Letter‘ writing (third grade): .7.. 4072. ee LTO ay Arithmetie’ var x2. yi de ss UME SUEPe eh Piper sect Sic ache ARE eR Oke 10 37 Hulleconstructiony.. ai. cage en ee ee 20 3. - Pilot rules and inland navigation. 3 ..).....5.. 0 20 5... Maiteboatsiand literatism ce ee eee ere 10 On Sea Navigation 4301s Gk Oeste ok, se Te en 10 FcR penIENCel eon. ach awe ME. wee RE 20 SPH 9S ae 8 Wr IG Dela Soc hie areca ae ge 100 Information relative to the scope of this examination may be found in section 158 of the Manual of Examina- tions revised to January 1, 1901. Age limit, 25 to 55 years. The examination will be divided as follows: First day, seven hours; second day, four hours. _ From the eligibles resulting from this examination it is expected that certification will be made to the position of inspector of hulls, Steamboat-Inspection Service, Norfolk, Virginia, at a salary of $2,000 per annum, and to other similar vacancies as they may occur. 4 This examination is open to all citizens of the United States who comply with the requirements and desire to en- ter the service. All such persons are invited to apply and applicants will be examined, graded and certified with en- time impartiality and wholly without regard to any consider- ation save their ability as shown by the grade attained in the examination. Preferences will be given to eligibles who are residents of the steamboat-inspection district in which the vacancy exists, and in the absence of such eli- gibles who have license for the waters of the district in which the vacancy exists, regardless of the local residence of the eligibles. Persons who desire to compete should at once apply to the U. S. Civil Service Commission, Washington, D. C., for a copy of form 1087 and a copy of the Manual of Ex- aminations. ‘The application should be properlv executed and promptly forwarded to the commission. The regula- tion requiring that applications be filed at least ten days prior to the date of the examination will be waived in ac- cepting applications for this examination. October 30, 190T. a STATEMENT OF THE VISIBLE SUPPLY OF GRAIN. As compiled by George F. Stone, Secretary Chicago Board of Trade, November 2. CITIES WHERE | WHEAT.| CORN. Oats. RYE, | BaRLEY ‘STORED. | Bushels, | Bushels. | Bushels. | Bushels. | Bushels. Buffalo.............. 2,806,000} 1,027,000} 791,000}, 19,000] + —_ 432,000 (Oy 1 (ol: (0 eRe 5,172,000] 7,069,000} 1,607,000 734,000 21,000 DStTOlt oh ccc een 623,006 284,000 23,000 129,000 24,000 Duluth............... 5,494,900] 488,000 306,000 270,000 857,000 Fort william, Ont::.\|):1,;386:000|/0 cies enelotecpas ccs lisss eek leo hock. Milwaukee.......... 135.000 74,000 472,000 41,000 140,000 Port Arthur, Ont.... BBG OOO isis veeieks | vopO5 bs x Gh elie at lee RSG eee TOIL@AG, si ckesces ce sies 521,000 532,00! 1,042,000 363,000 9,000 TOrOntgs . ibis ctines « AB OOS cine biv biiae Too Ge 42,000 On Canals... ceca: 448,000 77,000 554,000].........- 235,000 On Takes. 3.0.5.0. 1,194,000 491,000 505,000].....:.... 185,000 Olt Miss) Rivers co (5) sis. Feces) Sele ae Parieahes sete etnlemeacen ee alive pea. 2 Grand Total..... 41,192,000] 12,900,000) 8,099,000} 2,044,000] 2,386,000 Corresponding Date, TQOO i's v'syersse dares visie 60,032,090]. 7,983,000] 12,986,000] 1,100,000 3,61 ',003 Increase for week.. 558,000]...... Uiettallesmacces QUO esis. <s Decrease .‘ etal | Sieiaie aidioticd 736,000 148/000]. ..'.5....5 434,000 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. rrr Marine Insurance—Petroleum Average.—Certificate for marine insurance contained an exception of “particular average unless vessel be stranded,’ etc. The policy. pro- vided that the insurer should not be liable for leakage of liquids, unless occasioned bv stranding. ‘The vessél con- taining the petroleum became disabled at sea, and in being towed to the nearest harbor became stranded and nounded for half an hour on a coral reef, causing excessive damage to the bottom. Its cargo on the first warehousing, pending the renairing of the vessel, appeared to be in good condi- tion, and experienced witnesses testified that the damage was caused by contact with sea water, detention in a trop- ical climate, and frequent handling. Held, that the loss by leakage was caused by stranding, within the policy. De Farconnet et al. vs. Western Ins. Co., 110 Fed. Rep. (U. S.) 405. SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD.) - Towage—Liabilitv of Tug for Injury of Tow—Striking Drawbridge.—A tug held in fault and liable for an in- jury to a schooner by striking against the abutment of a bridge while the tug was towing her through the draw.— The Belle, 110 Fed. Rep. (U. S.) 451. Abandonment of Ship—Interest of Insurers.—'. he aban- donment of a ship to the insurers for a constructive total loss vests the insurers with the entire ownership, together with all its incidents, notwithstanding the insurance may not have been for its full value. Mason et al. vs. Marine ‘Ins. Co. et al., 110 Fed. Rep.( U. S.) 452. _ Marine Insurance—Limitations of Actions—Waiver.— Any conduct of an insurer which tends to mislead the. in- ‘sured, and cause delay in prosecuting his claim beyond the time limited in the policy, amounts to a waiver of the ‘conditon. De Farconnet et al. vs. Western Ins. Co., 110 Fed. Rep. (U. S.) 4os. : Requirements of Insurer—Waiver of Limitation —Subse- “quent dealings with the insured, in which the insurer tre- ' cognizes the continued validity of the policy, and requires further action on the part of the insured, involving labor and expense, amount to a waiver of the conditon in the policy limiting the time for prosecuting claims. De Far- connet et al. vs. Western Ins. Co., 110 Fed. Rep. (U. S.) 405. hoe ShippingBreach of Charter—Damages Recoverable.— The ownervis-entitled. to recover from a charterer the amount necessarily expended by the master in trimming a cargo after loading, made necessary by the fact that the ship was loaded at a place where she could not “always be afloat,” as required by the charter. Bacon vs. Ennis, 110 Fed. Rep. (U. S.) 404. Formal Abandonment—Waiver.—Where the insured un- der a marine policy wrote the insurer, inquiring “whether we must make an abandonment by judicial act, or if our present letter, expressing an intent to abandon, will do?’ the latter’s answer, ignoring the informal tender, and de nying any liability under the policy, excuses a delay in mak- ing the formal tender. De Farconnet et al. vs. Western Ins. Co., 110 Fed. Rep. (U. S.) 4os. Risks Covered—General Average.—Lieblants shipped pe- troleum, covered by marine insurance against sea perils, on board a bark which became disabled at sea. Held, that the general average charges assessable on the oil; and for which, the insure was liable under the policy, included the decree for salvage, with costs and expenses, inward pilot- age, towage, ship’s new material used up in the salvage work, etc. De Farconnet et al. vs. Western Ins. Co., 110 Fed. Rep. (U. S.) 4os. Law Governing Contract—Stipulation for Exemption from Liability for Negligence——A provision in a ticket, issued by an English steamship company to a passenger in the United States, for passage from an American to an English port, that the contract shall be goverened by an English law, is ineffectual to render valid a stipulation ex- empting the company from liability for the negligence of its servants in respect to the passenger’s baggage, which is contrary to the public policy of the United States. ‘The New England, 110 Fed. Rep. (U. S.) 4rs. Liability for Loss of Baggage—Validity of Limitation.—— Conceding the right of a carrier to stipulate for a reason- able restriction of its liability for loss of a passenger’s bag- gage, a provision limiting such liability to-$50.00, in a ticket for first-cabin passage across the Atlantic, in a first-class steamship, is not reasonable, and will not be enforced, especially where the provision was not called to the at- tention of the passenger, and the loss resulted from theft or conversion by the carrier’s servants. The New England, 110 Fed. Rep. (U.S) 4r15. Carriers of Passengers—Loss of Baggage—Evidence.— Wherea passenger’s trunk, which when delivered by her to a steamship company contained her wearing apparel, could not be found at the end of the voyage, and when afterwards forwarded to her was empty, and the company refused to give any explanation, and when sued for the loss introduced evidence as to its care or treatment of the trunk while in its possession, the court is justified in find- ing that it was broken. open and rifled by the company’s servants. The New England, 110 Fed. Rep. (U. S.) 415. Seamen—Act for Protection of American Seamen—Con- struction and Scope.—Section 24 of the act of December oT: 1808, “to amend the laws relating to American seamen, for the protection of such seamen, and promote commerce” (30 Stat. 763), which forbids the payment of a seamen’s wages in advance to himself or to any other person, not- withstanding its further provision that “this section shall apply as well to foreign vessels as to vessels of the United States, * * * provided that treaties in force between the United States and foreign nations do not conflict,” does not apply to seamen, although American by birth or natur- alization, who regularly ship upon a British vessel and thereby become, for the time being, British seamen. ‘The Eudora, 110 Fed. Rep. (U. S.) 430.