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NovEMBER 14, Igo. THE MARINE RECORD. THAT FAST ATLANTIC SERVICE. The Cork correspondent of the London Times gives further information with regard to the much talked of project for reducing to 4% days the time spent in the journey across the Atlantic. "These facts are supplied by Mr. E. Croker, manger of the Cork, Bandon, and South Coast Railway (a relative to the better known Tammany “Boss” of that name), who has been in New York for some weeks conferring with American capitalists on this subject. Mr. Croker states that the Ocean Rapid ‘Transit Co., with a capital of $30,c00,000, all of which is practically secured, has been formed with the object of constructing and operating fast ocean steamers, with suitable railway connections on both sides of the Atlantic. The first line to be undertaken will be a go-hour (334 days at sea) bi- weekly service from Narragansett Bay directly across the Atlantic to Castletown-Berehaven, whereby, in connection with American and European railways and steamers, mails and passengers will be conveyed as follows, including time for all stoppages and transfers en route. The times are calculated from postoffice to postoffice, and not, as is ustially the case, from lightship to lightshin: New York to London, under 4% days; New York to Paris, under five days; New York to Berlin under 5% days; from Boston two hours less; and from Chicago two hours more. From Castletown-Berehaven the vessels are to proceed via Bou- logne for Paris, Dover for London, on to Flushing for Germany and the Continent generally. The new steamers will be of the turbine class, oil will be used as fuel, and this will be stored in ballast tanks at the ship’s bottom. alt is pointed out that the existing trans-Atlantic liners, or such vessels as carry cargo, cannot be driven at greater speed than at present without such a sacrifice of space as would render the enterprise unremunerative. ‘Thus ‘in the steamship Deutschland, in order to secure a speed of 23 knots, the cargo space, which in the steamship Ivernia has a capacity of I1,coo tons, is entirely appropriated by the engines, coal bunkers, ete, which*go to make up a mo- tive equipment. of 37,coo horse-power capacity. So com- pletely does the motive power fill the hold that the cargo capacity. is reduced to 600 tons. ‘To drive such a vessel as ‘the Deutschland at 30 knots she should, for a single trip across the Atlantic, store ~~*o tons of coal in her bunkers. It is claimed that this speed can be attained without inter- fering unduly. with cargo-carrying capacity by the use of crude Texas oil, which costs but 5d per barrel. With the capital of the new company it is proposed to build six fast turbine steamers, a railway from :Castletown-Berehaven to connect with the Great Southern and Western system at Kenmare and the Cork and South Coast system at Bantry, also a landine pier at Berehaven, and certain works at Narragansett. It is also proposed to build later on a fleet of freight steamers, which will discharge American coal at Berehaven and Other British ports, thus bringing best American steam coal into competition with Welsh. If the Imperial Government subsidise for the carriage. of the mails the vessels will be built in England and carry the British flag; if not they will be constructed in America and. carry the United States flag. In the event of the London and North Western Railway Co. being unable ,or unwilling to accelerate their present mail service by 2% hours from Euston to Holyhead, the Great Western Rail- ‘way Company will be asked to-give a fast service when the Fishguard and Rosslare route is open. Mr. Croker adds that.the promoters not only hope, but urge, that the bridge across the Lee at Cork will be nroceeded with as quickly as possible, as the scheme is practically useless via Bantry: without this connection. On this point it may be stated that hitherto the Cork Corporation and Harbor Board have not looked with a very favorable eye upon the proposal .to bridge the Lee. They fear it would prove a ‘serious obstruction to the navigation of the river, and in- jure some vested interests connected with the carrying trade of the city. They are not likelv to look with more ‘avor upon it now that it is hoped by this means to set up ‘at Berehaven a rival port to Cork Harbor. ———— oo rr “Very high steam ‘pressures are used on some English launch engines. One shown at the Glasgow Exhibition ‘works under 375 pounds per square inch, and, as a conse- “quence, together with high rotative speed, gives great pow- er in a small space—r4o horse power at 1,200 revolutions per minute. This engine is of the four-crank, quadruple- _ stage expansion type, and has cylinders 334 inches for the high pressure, 5 inches, 7% and 11 inches for the other eylinders. ‘There is a feed ‘pump attached, which is driven by a worm on the main shaft. i A RUSSIAN FLOATING DRY DOCK. I have been informed by the acting counsular agent at Fiume, Hungary, that the Societa Fiumana di Costruzione Navale Howaldt Co has just finished one of the best and strongest floating dry docks ever built on the Continent, says United States Consul Chester of Budapest. It is for the Russian Steam Navigation and Trading Co. of Odessa, and is now on its way, being towed by two steamers. ‘The voyage is expected to take at least thirty days. It has a lifting power of 4,8co tons, and can raise a ves- sel of this weight in two and one-fourth hours. Con- structed in two parts, it has the advantage of putting only one-half into action, in case a smaller vessel is to be lifted. One part is built on four pontoons, each 11 feet 1 3-16 inches high and 53 feet long, having a lifting power of 2,740 tons. The other part is built on three pontoons, each of the same dimensions, having a lifting power .of 2,000 tons. The total length is 381 feet; width 63 feet; width of walls, 8 feet 434 inchés. It is fitted with electric light and acommodations for office and cabin for crew. The construction was begun December 12, 1900, and finished August 18, 1901, employing 600 men a day. The laborers received from 60 to 80 cents a day, and the mechanics from $1 to $2. The exact contract price is unknown, but ‘the dock is valued at about $403,000. oe RELATIVE COST OF BUILDING STEAMERS. ‘the following letter recently addressed to the Com- missioner of Navigation by Mr. B. N. Baker, president and »rincipal owner of the Atlantic Transport, Line, shows the present difference in the cost of building ocean screw steel steamers in the United States and Great Britain: ATLANTIC ‘TRANSPORT LINE, OFFICE OF THE PRESIDEN’, _ Bavrimors, 17th Oct., ror. Drar Mr. CHAMBERLAIN: Referring to my letter of March 16, 1901, and replying to vour request with regard to relative difference in cost of ships, our company at present have a contract for two ships with Messrs. Harland & Wolff, Limited, Belfast (one of which will be completed very early in the spring, and the other a little later, say during the summer) of exactly the same size, dimensions and all particulars as two ships we have contracted for with the New York Ship Building Co. of Camden. The cost of the English-built ship, as near as possible (we havin~ just completed two of exactly the same size, dimensions and speed) will be about £202,000 ($1,419,120). ‘The same identical ship built at the works of the New York Ship Building Co. will cost us a little over £380,000 ($1,846,800. ) In addition to this we are building two steamers with the New York Ship Building Co. of smaller dimensions, for which we have a contract at £150,000 each ($729,000). Also two ships’ of exactly the same dimensions, with the Mary- land Steel Co., Sparrow’s Point, for £150,000 each ($720,- 000). We have two ships of identically the same detail, delivered to us in the last twelve months, built by Messrs. Harland & Wolff, Belfast, one of which cost me £110,000 ($534,600) and the other £100,000 ($486,000). Yours very truly, Ldsiened ) _ B.N. Baxer, President. or SO STATEMENT OF THE VISIBLE SUPPLY OF GRAIN. As compiled by George F. Stone, Secretary Chicago Board of. Trade, November 9. CITIES WHERE WHEAT.| CORN. Oats. RYE. | BARLEY STORED, Bushels. | Bushels. | Bushels. | Bushels. | Bushels. 2,474,000] 1,258,000 854,000 28,000 68,000 5.643.000] 6,926,000} 1.531,000 797,000 21,000 607,006 288,000 43,000 131,000 28,000 5,785,900} 489,000 317,000 296,000 694,000 Hore wiviiaw Ones 1G0,000l5 <class sel een eee bee cee Milwaukee. ........ 166 000 97,000] . 453,000 4 4,000 291,000 Port Arthur, Ont... 225 O00) S43) cse es Ailey Whales Meapevarg KN uen eee ee Toledonieis. 4.3 535.000 479 00C! 1,020,000 367,006 9,000 WOTOUED HS sk 2 a BRAWN eee ot eae T000|. v3. acne &0,000 On‘ Canals ices. 2'6,000 172 0°70 515,000] /......... 225 000 One EARGS i ccs: : 1,375,0CO 337,000 BISO00| cine 291,000 On Miss; Rivers 6 ics. vues Ba 41 959,900] 12,641 000] 7 790 000} 2,132,000) 2,689,000 Grand Total ... Correspo 1ding Date. NQOO' cirivies Paver tiotsie win 60,703,0 0] 6,785.co¢e} 12,842,000] 1,186,000] 3,509,00) Increise for week.. TOT,000! 8: cieicls sa5 ‘ 88,000 303,000 Decrease ‘ Ue Teas | ec Cnn 259.000 BOOIOOD |i igis sicie exe seisilntsels Scales 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. Ee ee The steel schooner Loyalty,’ which ‘changed hands last week, has left for the coast. She will be placed in the oil trade. The schooner Liberty will start for the coast in a few days. SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD.) _ Mutual Fault—Damages.—A close and literal compliance with the requirements of the regulations for preventing col- lisions is imperatively demanded, and: the use by a’ vessel at anchor, and not in extremis, of a passing signal is a gross fault. The Maling, 110 Fed. Rep. (U. S.) 227. Defense.—When permission of inspector was obtained to crowd a vessel beyond the limit of accommodation provided for passengers, such permission is not a defense to an. ac- tion for damages to passengers sustained by reason of such overcrowding. ‘The Valencia, 110 Fed. Rep. (U. S.) 221, Contract—Landing—Public Policy—A provision in: a. contract between a ship and its passengers that the landing shall not be deemed a part of the voyage is contrary to public policy and void, and does not relieve the carrier from liability for loss of baggage or delay in delivery. The Valencia, 110 Fed. Rep. (U. S.)-22r. Towage—Injury of Tow—Liability of Tug—The owner of a tug is not an insurer against marine perils, and is liable only for the want of reasonable diligence and skill in the towing service; nor is an error of judgment on the. The E.. part of the master equivalent to negligence. Luckenbach, tog Fed. Rep. (U. S.) 487. Inspectors Certificate—Evidence—An indorsement on an inspector’s certificate that a steamship had been pro- vided with accommodations for additional passengers should be rejected as evidence of the fact that such accom- modations had been proyided, when all the testimony shows conclusively that there were no such accommodations on the ship. The Valencia, 110 Fed. Rep. (U. S.) 221. Wrongful Death—Statutory Right of Action —A cause of. action founded on a statute of one state, conferring a right of action to recover damages for wrongful death, may be enforced in a court of the United States sitting in an- other state, when it is not.inconsistent with the statutes or public policy of the state in which the action is brought. Burrell et al. vs. Fleming, 1og Fed. Rep. (U. S.) 480. - Contributory Negligence—A stevedore injured while re- moving tne covers of a,hatch by the falline in of a section thereof because of an athwartship being sprung out of line, so that when one of the covers was taken off it failed to sunport the other covers, is not chargeable with contribu- tory negligence, though ne had an opportunity to notice the defect during the three days preceding the accident, when he assisted in removing or replacing the covers, or was present while it was being done; he in fact not having’ noticed the defect. The Red Jacket, 110 Fed. Rep. (U. Ss.) 224. Rigging on Ship—Notice of Defect.—Plaintiff, a long- shoreman, was injured while attempting to pass from the defendant’s ship to the dock. The vessel was about two feet from the dock, and the dock of the vessel was about five feet below the level of the wharf. Plaintiff; in going to the wharf for dinner, climbed to a point from the rail of the ship to:a point high on the mast, and across. which were fastened ratlines, and, in attempting to reach the wharf, stepped from a ratline which broke, precipitating him into the water between the boat and the wharf. Plain- tiff had not. asked for a gang plank, but had used the rig- ging as a means of reaching the wharf for three days, and all on board had used this means. Held, that plaintiff was not guilty of contributory negligence, as he had a right to presume that the rigging, being commonly used for that purpose, was a safe means of’exit from the ship. The fact that a gang plank had been nut out from a vessel to the wharf on two different occasions for the purpose of trans- ferring the captain’s daughters to the wharf does not con- stitute notice to a workman that the rigging is an unsafe means of exit. McDonald vs. Svenson et al., 65 Pac. Rep. (Wash.), 7809. eo Shipping—Injury to Stevedore—Liability of Ship—A ship, after discharging her cargo, was turned over to steve- dores to be cleaned, repaired, and loaded with grain. In a coal bunker on the lower deck were three trimming holes about four feet across, without coamings or covers. The bunker, which extended across the ship, was lighted only by two doors on one side, which were open when the ship was turned over, but which did not afford sufficient light so that the holes in the deckcould be seen. Lieblant’s intes- tate, who was a carpenter employed by the stevedores in making repairs on the ship, with other workmen, and in ac- cordance with their custom, left his clothes in such bunker while at work, and, on going to get them about 6 o’clock in the evening, fell through one of the trimming holes, and was killed. Held that, while the openings were properly. constructed for their required use, and the owners were not in fault in that respect, it was negligence for the offi- cers to turn the vessel over to the stevedores in that condi- tion, with the doors open, and with knowledge of the dangerous openings in a place where the workmen would naturally go, without giving warning of the ‘danger, and that such negligence rendered the owners liable for the in- jury; the deceased, under the circumstances not being, guilty of contributory negligence. Burrell et al. vs. Flem- ing, 109 Fed Rep. (U. S.) 480.