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JUNE 12, 1902, NOTICE TO MARINERS. LAKE Erti—Erm Harsor Enrtrance—Sanp Bar FormMrEp —Information dated April 30, 1902, has been received from the Branch Hydrographic Office, at Cleveland, that a sand bar has formed to the southward of outer gas buoy No. 2, and between that buoy and the east end of north pier at entrance to Erie Harbor. Vessels should keep well to the southward of outer gas buoy No. 2,, before turning to enter the harbor. LAKE Suprrior—Two Harpors—ALreRATION IN Licnts on BrREAKWATER.—With reference to Notice to Mariners No. 42 (1209) of roo1, further information has been re- ceived from the Branch Hydrographic Office at Duluth that the white light, formerly at outer end of extension of Iwo Harbors eastern breakwater, has been discontin- ued, and the fixed red light at the outer end of the old portion of the breakwater has been shifted to the outer end of the extension. A stake (natural color) has been placed about sixty feet from the end of the extended break- water, on the prolongation of the extension, to mark the safe distance to be kept by vessel of deep draft. LAKE Erré—Put-1n-BAy ApproacH—Wreck Sou'H oF RATILESNAKE IsLAnp.—Information dated May 2, 1902, has been received from the Branch Hydrographic Office at Cleveland that the wreck of the schooner Barkalow, sunk at anchor April 26, 1902. in the western annroach to Put- in-Bay, lies in about 30 feet of water about 85-100 (1) mile south of Rattlesnake Island and 1 1-10 (1%) miles west of Peach Orchard Point gas buoy. The wreck is in range with South Bass Island light-house dwelling and extreme west point of South Bass Island. It heads west with spars showing and is a little south of the general course through the channel. Lakk Huron—Canapa—Grorcran Bay—ContIncwoop ApproAcH—Drrections, Erc.—Information dated May 3, 1902, has been received from the Northern Navigation Co. of Ontaric, that in Collingwood dredged channel the black buoys are on the edge of the 20-foot channel which is 110 feet wide; the red buoys are con the west and south- west side of the 14-foot channel. Directions——When about 1 to 2 miles north by west from the breakwater light, steer for the elevatcr until off the buoys marking the dredged channel. Then haul in between the buoys, leav- ing black to port, red to starboard, and follow the black buoys to the elevator. Approaching Collingwood from the northwestward, the elevator kept open to the eastward ‘of Nottawasaga Island light the width of the island, leads clear of all dangers on the south shore. Laxr Supertor—Marguertr Harsor—SHoat Loca‘ep. —The following information dated May 15, 1902, relating to a shoal in Marquette harbor, has been received from the Thompson Towing and Wrecking Association, through the Branch Hydrographic Office at Duluth. The shoal on which the Choctaw struck is located directly in line with the L. S. & I. ore dock and with the smaller of the two detached rocks off the end of Presque Isle Point just opening clear of the end of the breakwater at Presaue Isle. There is about 18 feet of water over the shoal. Deep loaded vessels leaving that dock should -keep on a line with the dock until about 300 feet clear of it, then open the range of the dock a little to the southward and west- ward and keep it opened until the two detached rocks mentioned above show well out past the end of the break- water then they can safely haul down the lake. or or irr INSPECTOR OF HULLS. (STEAMBOAT INSPECTION SERVICE. ) The United States Civil Service Commission announces that on July 8-0, 1902, an examination will be held at the prominent cities and towns in the United States for the position of inspector of hulls in the Steamboat-Inspec- tion Service. Age limit, 25 to 55 years. : Pky eo From the eligibles resulting from this examination it is expected that certification will be made to the position of inspector of hulls in the Steamboat-Inspection Service at Evansville, Ind., at a salary of $1,200 per annum, and to other similar vacancies as they may. occur. : This examination is open to all citizens of the United States who comply with the requirements. Competitors will be rated without regard to any consideration other than the qualifications shown in their examination papers, and eligibles will be certified strictly in accordance with the civil service law and rules. Persons who desire to compete should at once apply either to the United States Civil Service Commission, Washington, D. C., or to the secretary of the local board of examiners at the places desired at the Custom House or postoffice, for a copy of the Manual of Examinations and application form 1087. The application should be properly executed and filed with the Commission at Wash- ington. Persons who are unable to file their applications, but whose requests are received at the commission in sufficient time to ship examination papers to the places “of examination selected, will be examined. Issued June 4, 1902. —_ oor or Rights of American Citizen—While a court of Admir- alty of the United States will not entertain a_ suit by foreign seamen against a British ship to determine their rights under shipping articles, yet where one of the libel- ants is an American citizen, and the court is obliged to _ take jurisdiction to determine his rights, it will incidentally hear and decide the case as to his co-libelants. The Falls of Keltie, 114 Fed. Rep. (U. S.) 357. THE MARINE RECORD. PERE MARQUETTE CAR FERRY. The steel car ferry Pere Marquette 18, now under course of construction at Cleveland, will be the most powerful craft of her kind on the lakes, which means that in several ways she will be superior to the other ferries of the Pere Marquette now plying the waters of Lake Michigan. The new boat will cost $400,000 and aside from the Good- rich’ Liners Christopher Columbus and Vireinia, it is claimed that she will be the fastest boat on Lake Michigan. The “18” will have the finest of passenger accommoda- tions in addition to a large freight-carrying capacity, and will be well adapted for carrying excursions of any number of persons up to 5,000. Officials of the line and others familiar with transportation problems say that the “18” is but one of many similar steamers that will be built during ° the next few years. In constructing the vessel Superinten- dent Mercereau, who has practically entire charge of the undertaking, aimed at combining spéed, comfort and the greatest carrying capacity possible. The “18” will have four tracks on the main deck, which will hold thirty railroad cars. There will be fifty staterooms and additional berths, making sleeping accommodations for 350. : The measurements of the craft follow: Length over all, 350 feet; length on keel, 338 feet; beam, extreme, 56 feet 3 inches; beam, molded, 56 feet; depth, from keel to top of sheer strake, 20 feet 4 inches; height between decks, 16 feet 9 inches. The two engines will be triple compound, direct acting, vertical jet condensing, and will be equipped with air and cooler pumps. All the working parts of the main engines, incltiding shafts and propellers, will be made extra heavy for service in working through ice. The boilers will number six, each of which will have a working pressure of 175 pounds to the square inch. ‘They will be 13 feet in diameter, 12 feet long, and will have three corrugated furnaces, 3 feet 6 inches in diameter. The entire hull will be built of steel shell plates one inch thick. Running 75 feet from the bow these plates will be doubled from the keel to a line three feet above the water line as a protection against ice. The Pere Marquette 18 will make fifteen miles an hour in regular service, and will be placed on the Manitowoc- Ludington run, on which she will make two round trips every twenty-four hours. The car ferries Pere Marquette 15, 16 and 17 will all be placed on the Milwaukee-Ludington route. Heretofore only one of these boats has handled this business. rt CLERGUE STEEL RAILS CONTRACT. The Canadian Department of Railways and Canals has been notified that the Clergue Co., of Sault Ste. Marie, will commence to deliver steel rails this week. The com- pany had a contract with the department to supply 25,- ooo tons of steel rails, but unexpected difficulties occurred in connection with the installation of the plant, and the starting of the works, and 15,000 tons had to be obtained from England. The remaining 10,000 tons will now be delivered by the Sault Ste. Marie firm. or oor RECENT MARINE PATENTS. 701,329.--Automatic, self-inflating life-preserver. Jas. Graham, Carnoustie, and Robt. R. Tatlock, Stirling, Scot- land. 701,571.—Shifting topsails. Austin Keegan, San Fran- cisco, Cal. 701,595.—Featherine paddle-wheel. James Merkel, Weilersville, Ohio. 701,651:—FElectrical, ships’ log apparatus. Thomas F. Walker and Thomas’S. Walker, Birmingham, Eng. 701,054.—Grappling hook. David White, Kentwocd, La., assignor of one-half to George A. Kennon, same place. j : eS 701,746.—Boat stopping and holding device. Philip M. Maloney, Philadelphia, Pa. 701,758.—Oar lock. Edward F. McIntyre, Lake Phalen, Minn., assignor of one-half to Oscar Roslund, St. Paul, Minn. 701,759.—Oat. Knowlton C. McNeill, Chandlersville, Illinois. rr 8 STATEMENT OF THE VISIBLE SUPPLY OF GRAIN. As compiled by George F. Stone, Secretary Chicago Board of ‘T'rade Saturday, June 7, 1902. CITIES WHERE WHEAT.| CORN. OaTs. RYE. | BAkLEY STORED. Bushels, | Bushéls. | Bushels. | Bushels. | Bushels 756,000 338,000 227,000 33,000 220,000 4,119,000] 2,143,000 525,000 AGS O00 Sega. QAPOOO iin eens 1,000 Q}OO0} case 6,260,000 36,000 7,000 5,000 54,000 R{GOL{OOO) iv eee POle ey even dad vate Sede s pecacdetny We Milwaukee 83,000 8,000 91,000 9,000 15 000 Port Arthur, Ont.... TAS O00 ier aslo aid Caer as DS NTA CaN ag eee ote TORO 535 ict aes owdes 25,000 245,000 168,000 54,000 1,000 TOTOULO \0:6 255-0: 0'2 c:60% 6,000 9,000 14,009 Bg abi aleleeitaccien On Canals........... 855,000 129 000 306,000 85,000 20,c00 On TWekesiiicct cess 1,274,000 746,000 251,000 TR; O00) (ici? Scala atals Grand Total..... 26,091,000} 4,261,000] 2,483,000 699,000 400,00 Corresponding Date, LOE: th oe teceess te 35,292,200] 16 049.000] 10,588,000 698,000} 695,000 Increase for week..|.......... 34,000] ....... FS ra See Lion mAs Decrease ‘‘ Zs 2,513,0001.......... 572,000 53,000 185,coo While the stock of grain at lake ports only is here given, the total shows the figure for the entire country except the Pacific Slope. SHIPPING AND MARINE JUDICIAL DECISIONS (COLLABORATED SPECIALLY FOR THE MARINE RECORD.) Pleading—Sufficiency of Libel——A libel in rem should state the nationality of the vessel proceeded against, but such allegation is not indispensable when jurisdiction is in- voked by a libelant who alleges that he is a citizen of the gee States. The Falls of Keltie, 114 Fed. Rep. (U. +) 357. Misjoinder—A claim by seamen for damages on ac- count of alleged assaults by the -master cannot be liti- gated in a suit in rem, but, where the libel contains other allegations stating a cause for action in rem, those relat- ing to such claim may be disregarded, as surplusage, and tue misjoinder will not be fatal. The Falls of Keltie, 114 Fed. Rep. (U. S.). 357. : ; Shipping—Breach of Charter—Damages.—The owner is 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 cargo was not in proper condition, or that the ship was Icaded at a place where she could’ not “always lie afloat,’ as required by the charter. Carbon Slate Co. vs. Ennis, 114 Fed. Rep. (U. S.) 260. Towage—Care Required of Tug—Injury of Tow on Sunken Rock.—The master of a tug, taking his tow into a harbor and to a dock with which he is unfamiliar, is bound to exercise the highest care to protect her from in- jury, and his failure to either take a pilot or to inquire from persons competent to give him information renders the tug liable for an injury to the tow from striking on a sunken rock, the existence of which was known to naviga- tors familiar with the locality. The Mabel S., 113 Fed. Rep, -CU--S:)-071 Admiralty Jurisdiction—Suit by Citizen Against Foreign Ship—Rule of Comity.—An admiralty court of the United States has no right to refuse its process when demanded by a citizen of the United States against a foreign ship for the surpose of having the rights of the narties de- termined under a maritime contract, such as shipping articles, and to remit the controversy to the determination of the consular representative of the country to which the ship belongs. The right to invoke such jurisdiction is one which belongs to every citizen, and of which he can- not be deprived even by treaty or legislation. ‘The Falls of Keltie, 114 Fed. Rep. (U. S.) 357. ; : Seamen—Construction of Shipping Articles—Termina- tion of Term of Service—Shipping articles described the voyage for which the seamen became bound as from New York to Shanghai; “thence, if required, to any ports and places within the limits of seventy-five degrees north and sixty-five degrees south latitude, trading to and fro for a period not to exceed three years; voyage to end at a port in the United States, the United Kingdom or the conti- nent of Europe.” Held, that the contract was for a voy- age, and not for a term of three years, and that such voy- age terminated, and the seamen were entitled to discharge on the return of the ship to a port of the United States. - The Falls of Keltie, 114 Fed. Rep. (U. S.) 357. Construction of Charter—-Commencement of Lay Days. —A provision in a charter, “Lay days not to commence to count until 12 o’clock noon after the steamer is entered at the custom house and in every respect ready to load,” ” though negative in form, is positive in effect, and means that the lay days shall commence to count at that time; and where, by a further clause, the ship was required to load “when, where, and as directed” by the charterer, and she was ready on her part, and her master had given the required notice, the lay days commenced to count from the succeeding noon, and the responsibility for a further delay in commencing to load rests upon the charterer, although caused by a custom of the port which compelled her to . await her turn to get to the berth assigned her. Carbon Slate Co. vs. Ennis, 114 Fed. Rep. (U. S.) 260. Negligence—Safe Appliances.—In an action for a ship- carnenter’s death owing to the breaking down of a staging on which he was at work. assisting to place cant timbers in position, as a result of a cant timber striking it, it ap- peared that, in order to adjust the cant timbers, it was necessary to hoist and lower them by means of an engine, blocks of tackle, a rope, derrick, and other appliances. The testimony tended to show that the cant timber, after it had been hoisted, would not come down; that, after it had been lowered a little, the rope ceased to pay out, but the engineer, pursuant to signals from the foreman, con- tinued to slack the rope, and finally allowed it all to go; that, after the cant timber failed to come down, the fore- man took hold of the rope, and threw his weight upon it, pulling it down, and causing the timber to break the staging on which decedent was at work. ‘There was a knot in the rope, which was tied at the order of the foreman, who, after the accident, stated that the knot might have fouled or caught something. There was. also evidence tending to show that it was negligence to use a rope with a knot in it. Held, that the question of defendant's negligence was for the jury. Sroufe et al. vs. Moran Bros. Co., 68 Pac. Rep. (Wash.) 806.