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Hs irs 3 Fi Fe FEBRUARY 20, I902. AMENDED STEAMBOAT RULES AND REG- ULATIONS. ta e TREASURY D&rPARTMEN’, STEAMBOAT-INSPECTION SERVICE, Orrick of Supervisor-[Nsprcror-GENERAL, Wasuincton, D.C Feb. 7,. 1902. To supervising and local inspectors of steamboats and others: At the regular meeting of the Board of Supervising In- spectors of Steamboats, held in the Lenman Building, Washington, D. C., January, 1902, in pursuance of sec- tion 4405, revised statutes of the United States, amend- ments were made to sections 6,, 9,'26, 38, and 39, Rule II; sections 12 and 23,-Rule III; sections 2, 14. 25, and. 26, Rule V; section 7, Rule VI; section 1, Rule IX; and to the Appendix, General Rules and Regulations; to Rule XI, Pilot Rules for Atlantic and Pacific Coast Inland Waters; and to Rules III and X, Pilot Rules for the Great Lakes. These amendments to the rules, having received the ap- proval of the Secretary of the Treasury, have now the force of law, as provided in section 4405, revised statutes, and must be observed accordingly. The following resolution, relating to renewal of licenses to officers of vessels, contained in section 2 of the act of Congress approved May 28, 1806, viz., “That all licenses issued to such officers shall be for a term of five years, but the holder of a liscense may have the same renewed for another five years at any time before its: expiration, was adopted by the board, and has received the approval of the. Secretary of the Treasury: Resolved, That the board interprets the law quoted to ° mean that any such license may be renewed at any time within ninety days prior to the date of its expiration. The board adopted the following rule for determining the carrying capacity of the Carlev life float: The Carley float shall be allowed a bouyancy of 145.5 pounds on the ocean for every person allowed, and 121 pounds on the lakes for every person allowed. The board withdrew its approvals of the Bailey, Davis’s and Buddenburg and Shaffer’s fusible plugs. The following-named device was approved by the board, and has also received the approval of the Secretary of the Treasury, as required by section 4491, revised statutes:. The Kapok. life-preserver, presented by H. S.. Mackaye, New York, N. Y. The board, under the authority conferred upon it by sec- tion 4429, revised statutes, approved coil and pipe boilers presented by the following-named persons and firms, when such boilers are constructed in all their parts of wrought iron, steel, or cast steel, in the manner as provided in the. general rules of the board: Charles D. Casad, Seattle, Wash.; C. B. Clark, South Brewer, Maine; Clonbrock Steam Boiler Co., Brooklyn, N. Y., (Thomas F. Morrin’s improved boiler); B. F. Cook, Fort Pierce, Fla.; Detroit ,/ater-Tube Boiler Co., Detroit, Mich., (The “Acme” boiler); W. E. Dickey. New York, N. Y. (Porcupine boiler) ; Gorden H. Hardie, Vic- toria, British Columbia; Charles H. Kimball,, Plattsburg, N. Y. (“Kaelma” boiler); New York Ship Building Co., Camden, N. J.; James E. Orme and Henry H. Orme, St. Paul, Minn.; A. L. Rhodes, West Superior, Wis.; The Schaffer Machine and Manufacturing Co., Baltimore, Md.; George W. Swartz, Decatur, Ala. (porcupine boiler) ; John Trasher, New Orleans, La.; J. E. Vincent, Palatka, Fla. (a’ water-tube boiler and a porcupine), and George Warrington, Chicago, Il. Jas. A. Dumont, SUPERVISING INSPECTOR-GENERAL, PRESIDENT OF ‘HE Boarp of SuPERVISING INSPECTORS. Approved February 7, 1902: 2 L. M. Suaw, Secretary of the Treasury. Engineers of lake, bay, and sound steamers who have actually performed the duties of engineers for a period of three years shall be entitled to examination for engineer of ocean steamers, applicant to be examined in the use of salt water, method employed in regulating the density of the water in boilers, the application of the hydrometer in de- termining the density of sea water, and the ‘principle of constructing the instrument, and shall be granted such grade as the inspectors having jurisdiction on the Great Lakes may find him competent to fill. ‘ Provided, That any first-class seaman who has had three years’ experience on the deck of a sail vessel and one year’s experience in the deck department of a steam vessel will be eligible for an examination for license as second mate of ocean and coastwise steamers of 5c0 gross tons and under. And it is further provided that where any person has served as (a licensed) third officer of ocean passenger steamers of 3,500 gross tons and upward for five years in actual service, such service may be accepted as a substitute for the one year’s service required as chief mate and second mate of such vessels, of all tonnage. Applicants for license as third mate of ocean or coastwise steam vessel must have had at least three years’ experience on such vessels as a marriner or quartermaster. It is pro- vided, however, that persons whose experience at sea has been on ocean sail vessels of over (700) 300 gross. tons may be licensed on the following conditions, namely: . Master.—Any person who has had five years’ experience on such sail vessels, two years of which (must) have been THE MARINE RECORD. as master of such sail vessels, may be licensed as master of ocean and coastwise steam vessels; Chief mate.—Any person who has had five years’ experi- ence on such sail vessels, two yeats of which (he has served) have been in the capacity of chief mate, may be licensed as chief mate of ocean and coastwise steam vessels. Third mate.—Any person who has had three years’ ex- perience on such sail vessels as mariner may be licensed as third mate of ocean and coastwise steam vessels. * * * PILOT RULES FOR THE GREAT LAKES. Rule III. If, when steamers are approaching each other, the pilot of either vessel fails to understand the course or intention of the other, whether from signals being given or answered erroneously, or from other causes, the pilot so _in doubt shall immediately signify the same by giving sev- eral (five or more) short and rapid blasts of the whistle. Barges, “barge consorts,’ or canal boats in tow of a steamer shall carry the red and green side lights, which shall be placed in the same manner as required on other vessels being towed; and a “barge consort” not having her own anchor down, but hanging on a hawser astern of a towing steamer at anchor shall carry, in additionto the red and green side lights, a red light at the foremast head and a red light at end of main peak, or in equivalent positions at bow . and stern. le I STEAM TURBINES. An interesting paper was read recently at a meeting of engineers and shipbuilders in Great Britain, in which the following was said: Single-disc turbines must revolve at enormous speed and ‘be geared down for driving ordinary - machinery. For example, a ro in. De Laval turbine work- ingat 70lb. pressure revolves 14,000times per minute, Geared motors are avoided like the plasue by most engineers, and so the multiple-step steam turbine was devised as a means for reducing the speed of rotation and driving machinery direct. _1his was first developed into a marketable commo- dity by Parsons during 1884-7. The modern Parsons-tur- bines from which such notably economical steaming results have been obtained, differ from the earliest (apart from im- provements in mechanical and constructional detail) only in the alteration of the contour of the steam passages or, noz- zels from a zigzig to a. sinuous shape. ‘ Professor Curtis, of New York, has designed large steam turbines which follow Parsons very closely in theory, but are differently worked out mechanicallv. Professor A. Rateau, in conjunction with Messrs. Sautter, Harle and Co., of Paris, has worked outa multiple-step impulse steam turbine consistine of a num- ber of Pelton or Laval wheels arranged in series on a shaft, each wheel revolving in a separate chamber. Distributing nozzles convey the steam to the wheel vanes, and the whole of the expansion is accomplished within the fixed nozzles. The steam leaves the chambers at almost the same pressure at which it entered, the wheel .vanes merely receiving the impulse due to the velocity of its particles; there is, there- fore, in this case no tendency to leakage and no necessity for fine fits or clearance. A machine of this type has been built of 1,200 B. H. P., and one is now in hand of 1,800 B. H. P., from which a steam consumption of 12% lb. B. H. P. per hour is expected. oe or or AN ODD CRAFT. One of the most unique features in the line of “steam- boating” is one that it is said will be launched next sum- mer. It seems to-be a combination of a steamboat, a ball room, a cafe, a merry-go-round, ice cream parlor and a hotel. The following articles appearing in the Davenport Republican gives an idea of this peculiar craft, which is said to be a possible acquisition to the flotilla, which will plough through the “Father of Waters” next season: If his present plans do not miscarry, one of these times Col. H. P. Pierce of merry-go-round fame, will launch a craft so unique that it will be the wonder of the river from St. Paul to New Orleans, says the Muscatine Journal. Col Pierce’s plan is to build a couple of long flat boats, and placing them fourteen feet apart, secured by sub- stantial framework, make an enormous catamaran. Upon this double hull he will mount his merry-go-round, which will ride as steadily in all weathers as on solid ground. On bow and stern of each section of the craft he will build booths, one to be used as.a lunch room, one as an ice cream parlor, one for cigars and the other for confection- ery. An upper deck will be constructed overhead, which will be fitted up with stateroon:s, dining and living rooms, etc. The outfit will be handsomely decorated, gorgeous with flags and banners at night, brilliantly illuminated with electric lights. Furthermore, the center will be so ar- rangd that it can be quickly cleared for a dancing floor to accommodate private dancing parties, using the musical instrument which at other times does service to cheer the hearts of the merry-makers in the merry-go-round. The craft in this way can be run the year round, in sum- mer and early fall on the upper river and during the win- ter from Cairo to New Orleans. She can tie up at any town, or at a plantation down south, and wherever she stops her very novelty can hardly fail to attract crowds, who will naturally patronize one or aJl of the departments. The scheme is a decidedly novel one and should be a reg- ular mint for its proprietors. Col. Pierce has his plans pret- ty well completed and if he can interest sufficient capital says he will surely pull it through. SHIPPING AND MARINE JUDICIAL DECIS (COLLABORATED SPECIALLY FOR ‘THE MARINE RECORD. Theft of Goods.—Where consignee of‘ goods allo to remain in the carrier’s warehouse for three days, they are stolen, without fault of the carrier, at the end of 1 period, the consignee cannot recover their value of the ca rier. King vs. New Brunswick, A. & N. Y. Steam Co), 73 NY. Supp. ogg, 7 Admiralty—Review on Appeal—Questions of When two courts have considered the facts, and reached same conclusion as to the fault for a collision, the b den rests upon the appellant to show that such decisio were manifestly wrong before the judgment of the lo court will be reversed. Wilder’s S. S. et al., vs. Low et 112 Fed. Rep. (U.S). 161. ‘ Stipulation for release of Vessel—Liability of Sureties A stipulation given for the release of a libeled vessel tak the place of the released property, and the sureties becoz parties to the cause, and are bound by orders subsequenti; made therein to the same extent as the claimant. A de cree rendered upon an amended libel, which the court ha power to permit to be filed, is as binding upon the sur ties as upon their principal. Fairgrieve et al., vs. Marin Ins. Co., Limited, of London, 112 Fed. Rep. (U. S.) 36. Carriers—Liability as Warehouseman.—Where the wife of the consignee of goods, in charge of his place of busi ness in his absence, is notified by a carrier that the goods for him have arrived, and she requests the carrier to leav them on its local dock, as her husband is not ready for them, the carrier, after a reasonable time in which the husband — could remove them, becomes liable as‘a warehouseman only in case of negligence. King vs. New Brunswick, A. & N Y. Steamboat Co., 73 N. Y. Supp. 999. ot Approaching Vessels--Fluctuating Lights.--Under the set- tled rule of the admiralty courts it is the duty of a steamer, when the lights of an approaching vessel are fluctuating, or for any reason there appears to be uncertainty as to her course, to slacken speed, and, if necessary, stop, neither proceeding nor changing course until the course of the other vessel has been ascertained; and this duty is specifi- cally imposed by article 23 of the navigation rules upon a steam vessel which is required to keep out of the way of another vessel, Wilder's S. S. Co., et al., vs. Low et al., 112 Fed. Rep. (U. S.) 161. = Snes Collision—!nternational Rules—Duty of Steam Vessels.— The suggestion in the preliminary note to article 17 of the international navigation rules (26 Stat. 320), relating to sailing vessels approaching one another, that, if the com- pas bearing of an aproaching vessel does not appreciably change as. the two vessels draw nearer together, there should be deemed to be risk of collision, is not a rule of © navigation, but merely a suggestion: of one circumstance which denotes that there is. danger of collision; and a steamer is not justified in assuming that there is no risk — because there is an appreciable change in the compass © bearing of the light¢ of a sailing vessel’ seen at night, which should manifestly be an unwarranted assumption under some circumstances. Wilder’s S. S. Co., et al., vs. Low et al..r12 Fed Rep. U. S.), 161. Shipping—Suit for Injury to Vesssel—Award of Dam- © ages.—Where the insurer of a vessel pays a loss occa- sioned by her injury through the fault of another vessei only after the damage has been appraised by a commis- — sion, and the ordinary steps nave been taken to verify such appraisement, there is a strong presumption that the damage was equal to the amount paid; and the estimate of witnesses who made an examination of the vessel five or six years later for the express purpose of minimizing the damages does not justify an appellate court in re- versing a decree for damages. against the offending vessel equal +o the amount of the original appraisal, and which is also supported by other evidence. Fairgrieve et al., vs. Ma- rine Ins. Co., Limited, of London, 112 Fed. Rep. (U S.) 364. Steamer and Sailing Vessel Crossing—Evidence Consid- ered.—In an action against a steamer for collision with — a barkentine in the night, in which the latter was sunk, the weight of evidence sustained the claim of the barkentine that she kept her course, and carried proper lights, which were burning brightly. On the other hand, it appeared that the steamer had no lookout; that the officer in charge saw the lights of the barkentire some ten minutes before the collision, and when they were probably two miles dis- tant, was unable to make out the character or course of the other vessel; that he took no steps to ascertain, and con- tinued at full speed of ten knots, keeping his course, until about two minutes before the collision, when it was changed a few points: to starboard, in which direction the barkentine .was moving. Held, that the steamer was in against her arising from the rule requiring her to keep out of the way, but because. the evidence showed that her navigation was improper. and negligent. Wilder’s S. S. Co, et.al.,.vs. Low. et al., 112 Fed Rep. (U. 8.) 161... 4 Sige Bee ‘eta hy eh