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JANUARY 2, Ig02. THE MARINE RECORD. . 9 a a nn A CANADIAN MERCHANT MARINE. Some reasons why Canada should have her own fast Atlantic steamship service and why the country should be a factor in the building of steel vessels were emphasized by George H. Dobson, Secretary of the North Sydney, N. S., Board of Trade, who was in ‘Toronto on a visit last week. Mr. Dobson had been in Montreal, looking into marine in- surance rates there, and to the position that the Lloyds companies occupy, and in ‘Toronto came in touch with the shipping interests, particularly as to the possibilities for shib building on the upper lakes. In conversation with a representative of the ‘Toronto Globe upon the proposed fast Atlantic line, Mr. Dobson remarked that Canada was too dependent on foreign coun- tries in the important matter of transit. ‘The period of dependence on foreign transportation, he thought, should end. Canada’s growth had been retarded, and the country was losing by it. ‘There was no longer any reason why we should use foreign channels and be dependent on for- eign merchant navies for the despatch of our ocean mail service. ‘Ihe establishment of Canadian ocean mail ser- vices on the lines of the great national mail services of Great Britain, France, Germany, Japan and other coun- tries,’ Mr. Dobson remarked, “would in itself furnish a backbone for a Canadian merchant marine. ‘The influence of those great merchant navies, the growth of which from the first has been by the use of liberal state aid to lines of home-built ships, has been far-reaching in promoting ship- building, employment, markets, national growth and pros- perity in the respective countries. “Considering the splendid results of the policies of those nations, and the growing need in Canada for similar em- ployments and commercial expansion, we cannot too soon change our subsidy policy. We should begin the twentieth century where Great Britain began in the ‘forties, France in the ‘fifties,’ and Germany and Japan in the ‘eighties,’ of subsidizing only Canadian lines, and the development of a Canadian merchant marine would soon follow. “Tt may be necessary, in addition to the mail subsidies, to adopt a system of graded bounties for a few years, owing to present conditions, but that will not long be re- quired, from the fact that Canada can produce shipbuilding materials at the lowest cost. ‘he reason why assistance in the way of bounties is needed at the beginning are: First, the expense of equipping the modern shipyard, and, sec- ondly, the lack of immediate and pressing inducement to make the outlay by private individuals. “The United States and other countries prohibit any for- eign-built vessels sailing under a foreign flag from engag- ing in their coasting trade, and the new subsidy bills now being considered at Washington and Paris will exclude all foreign-built vessels from the benefit of state subsidies. In the Canadian coasting trade alone, which has increased from 14,000,000 to 34,000,000 tons in the past two decades, there is an inducement to encourage shipbuilding, if con- served to Canadians. “The wise policy of other countries, coupled with the sound practice of governments ordering warships, etc., from private shipyards, has exerted a powerful influence in the development of shipbuilding industries abroad. “Bounties are employed by France, Austria, Italy, and Japan, but the relatively small results of the system in those countries throw no light on the probable results of the system in Canada. ‘The naval program of France employs about all of the shipbuilding resources of that nation; Italy pays import duty on coal, and imposes shipping taxes, and rapid as has been Japan’s development, the complica- ted industries of modern shipbuilding are as yet young in that country. “Canada stands well for primacy in shipbuilding. Her position can only be understood by a comparison of the cost of her pig iron the basic industry in steel shipbuilding, with that of other countries. With the development of the iron works at the Sydneys, Toronto and lake ports, On- tario, Quebec and the Maritime Provinces should regain their former prosperity in the shipbuilding industry. In regard to Quebec and the Atlantic ports, the Sydneys are most convenient for the distribution of products between St. John and Quebec at a mere nominal cost of transpor- tation, only about 60 cents per ton, Jess than a quarter of the cost from most of the American and European fur- naces to the seaboard, while the cost of production in the Sydneys is from 25 to 50 per cent lower than at the great shipbuilding centers of the world. The time is opportune, the conditions are favorable and the country greatly needs the upbuilding of our merchant marine. ; “Our power to produce has grown so fast beyond our power to consume that the problem of a market for the continuous employment of operatives is already engaging the consideration of producers. "The home market is lim- ited from the comparatively small increase in population, only 25 per cent. in the last two decades, while the pro- duction has risen to over roo per cent. during the same period. “Rapid transit would enable us to divide ocean travel with New York. The revival of the shipbuilding indus- try would insure an increase of population, the merchant marine would enlarge the home and improve transporta- tion to foreign markets. One great drawback has been in paying subsidies to foreign-built shipping, without any policy looking to purely national Canadian lines. “No other country negluects its does Canada, and its encouragement greater importance, to the inland than to the seaboard communities. shipping industry as is of equal, if not of producing Provinces There should be no delay on the part of our commercial and industrial associa- ‘tions in a united effort for the necessary legislation de- signed to promote national shipbuilding and modern trans- portation.” CORPS OF ENGINEERS. Major Clinton B. Sears, C. E., in addition to his other duties is assigned to the command of the 2d Battalion of Engineers. (Dec. 23, H. Q. A.) The following changes in the stations and duties of officers of the Corps of Engineers are ordered: Col. Gar- rett J. Lydecker will take station at Cincinnati, Ohio, not later than January 15, 1902, and relieve Lieutenant Colonel Thomas H. Handbury of his duties as division engineer of the Central Division, and Major William H. Bixby of the works in his charge, and for duty as engineer of the Four- teenth Light-House District, to relieve Major Bixby of that duty. Lieut. Col. Thomas H. Handbury will take station at San Francisco, Cal., and relieve Lieut. Col. Charles E. L,. B. Davis not later than Feb. 1. Lieut. Col. Davis upon being relieved will proceed to Manila for duty as engineer officer on his staff and for duty as senior mem- ber of the board of officers appointed to consider the sub- ject of the defense of the important harbors of the Philip- pine Islands, relieving Major Clinton B. Sears, of those duties. Major William H. Bixby upon being relieved will proceed to and take station at Detroit, Mich., and as- sume charge of the works in charge of Col. Garrett J. Lydecker. (Dec. 23, H. Q. A.) > ~<a GAS LIGHTING BUOYS’ COMPANY. At a meeting of the board of directors of the Safety Car Heating and Lighting Co., held at the office of the company, 1060 Broadway, New York. Col. Robt. Andrews, hereto- fore the vice-president of the company, was elected to the presidency of the company. vice Arthur W. Soper, deceased. ‘he vacancy in the board of directors was filled by the election of Mr. A. C. Soper to serve on the board. Mr. A. C. Soper is a brother of the late Arthur W. Soper. COL ROBERT ANDREWS. Col. Robt. Andrews is well known in railroad circles, and has a host of warm friends. He was born in Wilming- ton, Del. He attended school at the Episcopal Academy, at Cheshire, Conn., from which he was graduated in 1849. After leaving the Academy, he entered Trinity College at Hartford, where he was graduated in 1853. He then took a course in the Polytechnic College at Philadelphia, graduating in 1854. His first position was that of assist- ant engineer of the State Canals of Pennsylvania, in which capacity he served from 1854 to 1857, his next ap- pointment being that of principal assistant engineer of the Sunbury and Erie railroad, and he served the company for the three years from 1857 to 1860. From 1861 to 1864 he was staff officer in the army during the civil war. From 1864 to 1865 he was chief engineer of the Saratoga & Hudson River railroad, and for the twenty years from 1865 to 1885 he served the Wabash railroad as division superin- tendent. From 1885 to 1888 he was general superintendent and engineer of the Virginia Midland railroad, and from 1889 to roor vice-president of the Safety Car Heating & Lighting Co., and the Pintsch Compressing Co. This brings his record up to the time of his election to the presi- dency of both the last named campanies. ———$$ or er John B. Heckendorn has been appointed agent of the Canada-Atlantic line in Milwaukee, vice D. Howard, deceased. Mr. Heckendorn has been with the company for several years and since Mr. Howard’s death has been acting agent. His appointment takes effect January I. SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLABORATED SPECIALLY FOR THE MARINE RECORD.) Collision—Sailing Vessels Crossing—Review of Find- ings on Appeal.—Findings of fact made by a court of ad- miralty, which were determinative of the question of fault for a collision at sea, between two sailing vessels, con- sidered and affirmed on appeal. The Margaret B. Roper, 111 Fed. Rep. (U. S.) 623. Collision—Total Loss of Vessel—Measure of Dam- ages.—Whoere a vessel is sunk in collision, and damages are awarded the owner on the basis of her total loss, he ?s not entitled to recover in addition for the loss of earn- ings under an unexpired time charter. The George W. Roby, 111 Fed. Rep. (U. S.) 601. Failure to Maintain Lookout.—To exonorate a vessel from fault for a collision where she failed to maintain a lookout, although she was navigating in a dense fog, and with knowledge that another vessel was approaching ahead, the burden rests heavily upon her to show that the presence of a lookout could not have guarded against the colli- sion. The George W. Roby, 111 Fed. Rep. (U. S.) 601. Shipping—Limitation of J,iability for Collision—Negli-. gence of Master—A vessel owner is not to be deprived of the right to a limitation of liability for damages caused by collision, under Rey. St. Sec. 4283, for the misconduct of the officers or men of the vessel, to which he was not privy; and where a steamer was supplied with two watch- men, whose duty it was to serve as lookouts, the negligence of the master in failing to have a lookout properly sta- tioned is not chargeable to the owners. The George W. Roby, 111 Fed. Rep. (U. S.) 6or. Distribution of Damage Between Vessel and Cargo— Effects of Harter Act.—The sole purpose of the Harter act is to modify the relations previously existing be- tween the vessel and her cargo, arising from the contract of carriage; and the provision of section 3 exempting the owner from liability for faults or errors in navigation where his vessel was properly manned, supplied, and equipped does not affect the operation of the equitable rule, which gives priority to the claim of the innocent cargo owners over that of the vessel owner against the fund available for the payment of damages sustained through a collision for which both vessels have been ad- ieee in fault. The George W. Roby, 111 Fed. Rep. (U. .) 601. Shipping—Demurrage—Extra Expense of Loading and Discharging.—A steamer was chartered to carry a cargo of iron shot. “consisting of pieces averaging in weight about 100 pounds;” the cargo to be “received and deliy- ered alongside of the vessel, where she can load and dis- charge always safely afloat, within reach of her tackles; and lighterage, if any, to be at the risk and expense of the cargo.” It was also provided that the cargo should be furnished as fast is she could load the same, and that in discharging it should be received as fast as she could de- liver it. The cargo furnished consisted of miscellaneous scrap iron; the pieces varying from small shot to cannon. balls weighing 250 to 300 pounds, and broken beams and gun carriages weighing up to 1,600 pounds. She was unable to lie safely at the wharf where she was required to load. because of insufficient depth of water, and a consid- erable delay occurred in obtaining lighters. Delay was also caused in both loading and discharging by reason of the variation in the character of the cargo from that specified in the charter. Held, that her owners were en- titled to demurrage at the charter rate for all delay so caused. McCaldin et al. vs. Cargo of Scrap Iron, 111 Fed. Rep. (U. §S.) 411. Shipping—Charter Demising Ship for Term—Liability for Wrongful Act of Officers—By a time charter the owner agreed to let and hire to the charterer the whole of a steam- ship, with her tackle, apparel, furniture, etc, for the term of four months, at a stated rental, to be employed by the charterer between the port of Seattle and Alaskan: ports. She was to be delivered to the charterer at Seattle in good order and repair, and re-delivered to the owner there at the end of the term in the same good condition, with certain exceptions of usual wear and tear and damages arising from sea perils and inevitable casualties. The charterer was to have “full charge of the vessel during the continuance of the charter party,” to pay all bills and expenses incurred in her operation, including the wages of the master, officers, and crew; to protect her from all Yahilities, and to have all her earnings of whatever de- scription. The master, chief engineer, and steward were to be appointed by the owner, but “to be in all respects under the orders and direction of the charterer,” and subject to removal on his complaint, if found to be justified. It was further provided that, in case the charterer should fail to pay the rental at the time specified, or the operating expenses, including wages, the owner should have the right to retake possession, and that on his request the master should hold possession of the ship as his representa- tive. Held. that such charter constituted a demise of the vessel, which placed the charterer in possession, as owner, for the voyage made during the term, and that he could not . hold the vessel liable by a proceeding in rem for loss or damages occasioned hv the malfeasence or wrongful acts of the master or steward while so in his service. The Del Norte, 111 Fed. Rep. (U. 8.) 542.