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JANUARY 2, 1902, ay THE MARINE RECORD. oe at least three months in any one fiscal year, two dollars per gross ton per annum: Provided, That at least one-third of the crew shall be citizens of the United States, or suck persons as shall be within the provisions of section twenty- one hundred and seventy-four of the Revised Statutes. (b.) ‘To a citizen of the United States serving as a mem- ber of a necessary and proper crew of a vessel of the United States documented and engaged in deep-sea fisheries for at least three months during any one fiscal year, one dollar per month during the time necessarily employed in the v. ages‘of such vessel. TILES EV. GENERAL PROVISIONS. Sec. 13. That a vessel shall not be entitled to com- pensation under two or more titles of this Act at the same time. Sec. 14. That a vessel which has at any time received compensation pursuant to any of the provisions of this Act shall not be sold, except by the consent of the Secre- tary of the Treasury, to a citizen or subject of a foreign power, under penalty of forfeiture. Sec. 15. That the President of the United States shall from time to time cause to be made, by the proper heads of departments, regulations for the due execution of the provisions of this Act. _—_——— OO Seo oe * NOT RESPONSIBLE FOR STOWAWAYS. A. decision of interest to shipping men was handed down by Judge Hanford in the United States Court at Tacoma recently, defining the attitude and responsibility of a ship in relation to stowawavs. ‘The case decided was that of Doctors J. William Scammel and G. W. Overmeyer, of Aberdeen, Wash., who libeled the schooner Laura Mad- sen to enforce payment for their services as physicians in treating a stowaway who was injured on board the schooner. Judge Hanford finds for the schooner and dismissed the suit at the cost of the libelants. In its decision, the court states that the schooner was employed in the lumber trade between Gray’s Harbor and San Diego when one day at sea on a return voyage from San Diego, a stowaway was discovered aboard. The cap- tain required the stowaway to sign the ship’s articles to serve as a member of the crew to the end of the voyage and he was marked on the articles as a stowaway. He was not required to do a seaman’s work, but was willing to lend a helping hand whenever he found an opportunity, and while he was voluntarily hauling on the braces he fell on the deck and was severely injured. On arrival at Aberdeen Doctors Scammel and Overmeyer removed him to the hospital and treated him. There was a question whether the captain induced the libelants to undertake the cure of the stowaway by promising that the-ship would be responsible for their bill, but, according to the court’s opinion, it is immaterial whether there was such a ques- tion or not. Judge Hanford in his decision adds: “Tt is a principle of maritime law that a ship is liable for necessary medical treatment and expenses incident to the cure of seamen who become ill or suffer injuries in its service, but in this case the man who was injured im- posed himself upon the vessel and neither the vessel, her owners nor master owed him any duty, except to give him humane treatment while he necessarily remained on board. He came to Aberdeen as a waif from the sea, helpless and destitute, and having no claim upon any particular individ- ual, and was necessarily a public charge or an object of private charity. The captain of the ship, however, was not authorized to pledge the ship for the expenses of his cure or maintenance as an act of charity. The authority of the captain of a ship to pledge the credit of the ship is limited by necessity. In procuring thines that are nec- essary to preserve the ship and enable her to proceed upon her voyage, his authority is ample, but he has no authority to enter into any contract which can be enforced by suit when not required to make his ship seaworthy, or to meet his obligations as a carrier or to her crew. The act of signing a ship’s articles at sea under compul- sion did not attach the stowaway to the vessel, nor create any obligation different from what necessarily arose from the fact of his being aboard by his own voluntary and wrongful act.” 5.F.HODGE &C THE —_~ Mion) SS] Lin © Bliss BUILDING THE BIGGEST SHIPS. THE GREAT PACIFIC LINER FOR THE ORIENT. 2 The carrying capacity of each of these boats will equal. that of half a dozen steamers of common size on the Pacific combined. Forty-five cargo winches will feed its maw through twice as many hatches as the Celtic contains. Each boat can carry 400 head of cattle, 5,000 tons of coal, and 8,000 tons of water. An entire locomotive can be shipped ready to run ont on some Oriental railway; 1,500 passengers can be accommodated —150 first class, 150 second class, 200 third class and 1,000 steerage—besides a crew of 300. The arrangemens of classes, will in a measure divide the Amer- ican passengers from the Asiatics. ‘Turned into an army transport each ship could carry ten full regiments and guns, from an 8-inch down. ‘They will be 30 per cent. stronger than any boats now afloat, encased as they are in a hull everywhere three inches thick of steel. They are being built for stability rather than for speed, but their triple expansion engines, taking steam from water-tube boilers aggregating 12,000 horse power, will drive them through fog or fair weather at an average speed of four- teen knots. Any three of their four boiler rooms, each containing four boilers, will give adequate propelling power so that the disabling of a boiler or two will not in any way retard the ship’s speed. ‘I‘he preparations that are heing made to care for both passengers and freight are extended to the smallest details. All the staterooms of the boats will be on the outside, and will be perfectly venti- , Jated. The air will be thoroughly cooled in the summer and heated in winter. ‘The furnishings of the parts of the’ boats occupied by the passengers will rank with those of the fast Atlantic passenger ships. ‘I‘wenty-five miles of electric wiring will furnish all the power used except ‘that of the main engines, as well as the lighting. ‘There’ are thirty-three miles of temporary wiring in the hulls now. Refrigerating machinery will make it possible to deliver fruit in Japan or Hong Kong in the condition it: was in ‘ when it was shipped.—Arthur Goodrich in The World’s Work. or rr SPANISH ORE—STEEL MAKING. The leading industrial journal of Spain, commenting on the fact that a steamship had taken a load of iron ore to the United States and had just returned with a cargo . of steel rails, deplores the almost entire lack of steel works in Spain and the consequent necessity of importing steel into a country that is very rich in iron ore of the best steel- making quality. Spain has been the classic land of the mining industry since the time of the Phoenicians, and yet the main use the country makes of its rich supply of metal is to sell them to other countries. ‘The splendid iron ore among the mountains of the north coast is hematite of the best steel grade. ‘here is plenty of coal with which to reduce the iron ore, the coal output in some years being worth as much as $30,000,000; but though Spain has every facility for making all the iron and steel the people need most of the commodities are imported. In recent vears, to be sure, considerable industrial activ- ity has developed in Basque province among the mountains where the iron ore is dug out of the crust of the earth, and also if Catalonia, in the extreme northeast of the king- dom, mainly at the city of Barcelona and around it. ‘The chief industry is the manufacture of iron and machinery, but not nearly enough are made to supply the demands of the country. So Spain continues to ship from Bay of Biscay ports thousands of tons of her fine ore to Great Britain, Germany, France, and Belgium, where it is used for steel making. Great Britain buys more than one half of the ore and most of it is smelted in South Wales, the chief seat of the Bessemer steel industry. There is only one other country that is a great pro- ducer of iron ore and yet depends upon other lands to turn this raw material into pig iron and steel. ‘That coun- try is Sweden, which, however, has a good excuse for selling its ore instead of making iron and steel of it. Sweden has practically no coal, and therefore it is at a great disadvantage, for it is without fuel to smelt its ore, while Spain has both ore and fuel in abundance. LIQUID (iri) COMPASS pass NOTICE TO MARINERS. Unitrep States o- AmERICA—NorTHERN LAKES AND Rivers—MIcHIGAN. TREASURY DEPARTMENT, Orrick oF ‘tut LicHt-Houst Boarp, Wasuincton, D. C., December 26, 1901. HoLttaAnp PisrRHAKD (Brack Laker) Lacutr-Srarion.— Notice is hereby given that, on or about January 4, 1902, . the fifth-order fixed red light at this station will be moved to and re-established in the new steel structure re- cently erected on the south pier, 76 feet nearer its outer end, entrance to Black ‘Lake, Holland Harbor, easterly side of Lake Michigan. The focal plane of the light will be 45 feet above mean lake level. The structure is a white, square, pyramidal, steel tower, the lower half open, the upper half inclosed, sur- mounted by a black, ten-sided lantern. On the same date the present fixed red post-lantern light, on the outer end «f the south pier, will be discon= tinued. aie By order of the ight-House Board: i N. H. Farouwar, Rear-Admiral, U. $. Navy, Chairman. eee THE WINTER QUARTERS AT OWEN SOUND. The vessels now wintering at Owen Sound, Ont., are the C. P. R. steamships, Manitoba, Alberta and Atha- basca;*tug Maitland; Chicago and St. Lawrence T'rans- portation Co.’s steel carriers Rosedale and Algonquin; . tugs Metamora and Magnolia, and the ferry Mazeppa; the» Trudeau,, Agnes, and the dredge, the steamer Milton lies in'the drydcock. and south of the drydock the Melvina, Lillie Smith and her consort, the Cyrenian. The Donna- cona and Strathcona, Hiram R. Dixon, the steam yacht Viola, D. G. S. Bayfield, steamers City of Windsor, and City of Owen Sound, the tug Heather Belle, and the steam -yacht Venetta. WANTED—MACHINERY FOR A FIRE BOAT. Orricr oF tHE Boarp of Pusric Works, : Milwaukee, December 10, 1901. Sealed proposals will be received at this office until Friday, January 10, 1902, at 10:30 o'clock a. m., for furnishing the propell- “ing engine and its appurtenances, the steam fire pumps and the Scotch marine boilers for a new steel fire boat for the city of Milwaukee, according to plans and specifi- cations on file in this office. Bidders de- siring plans and specifications will be re- quired to deposit the sum of $50.00 as a ssuarantee for the safe return of the same. For further particulars apply to the Board of Public Works, Milwaukee, Wis., or to W. J. Wood, Naval Architect, 269 Fifth : Avenue, Chicago, Ill. 52-1 Pree GS Oe wt 3 THE NEW BAUSCH & LOMB-ZEISS STERE Binocular Glasses. Used by the Armies and Navies of the World. Invaluable for Tourists, Sportsmen and Every-day Use. Booklet Free. Bausch & Lomb Optical Co., Rochester, N. Y. New York. Chicago. For sale by all dealers. 2 OST shoe. noattond) wd == DE sr Be oe ' MARINE ENGINES, PROPELLER WHEELS, ‘ DECK HOISTERS, MARINE REPAIRS... a @ sie ATWATER STREET, DETROIT, MICH. Made in seven sizes by JOHN BLISS & CO., 128 Front Street, New York, is finely finished sensitive, accurate and durable. and is extremely steady. Is the best Liquid Com- Moves quickly ever made in this or any country. For sale by ship chandlers generally.