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Affairs in Admiralty. The case of the Vermont Central Railway Company against Parker & Millen, of Detroit, in which testimony and arguments were submitted to the referee in Buffalo last week, is on hearing before Judge Coxe in the United States circuit court, New York. The hearing before a referee was by mutual agreement, and either party may appeal from this decision to the court according to the stipulations between them. Several years ago plaintiff leased the propeller B. W. Blanchard from the defendants to run between Chicago and Ogdensburg. Some time later het boiler was found to need considerable repair. ‘The railroad people claimed that the boiler was defective when they chartered her, and under their contract the owners ought to pay for repairs. The suit was brought to settle this point. H. D. Goulder, of Cleveland, is representing the defendant and H. C. Wisner, of Detroit, the plaintiff. In August, 1889, the propeller F. & P. M., No. 1, on leaving her dock in Milwaukee to go out into the lake found two other propellers aground at the mouth of the pier, while the schooner Odd Fellow was moored to the pier near by. She was caused to sheer and collide with the schooner by the current created by the wheel of one of the grounded vessels, which was suddenly started. “Although neither the grounded propellers nor the tugs which were assisting them were at work when the moving vessel approached,” said District Judge Jenkins in deciding the case, “still, the appearance of the water indicated that they had just stopped working and there was every reason to believe that the efforts would be presently renewed. _It is held accordingly that the sudden movement of the grounded vessel should have been anticipated, and the propeller was in fault in passing so near as to be effected by it.” In a case recently heard before Judge Brown, in the district court, southern district of New York, where a mate of a vessel, working with a seaman and stevedores in discharging cargo, the captain of the vessel being absent, continued to unload the cargo in a dangerous mauner, after his attention had been called to the danger and complaints had been made, and the cargo sub- sequently fell and injured the sailor, the vessel was held liable for the injury. ‘‘Ship owners are bound,” said the court, ‘ot provide seamen with reasonable security against dangers to life and limb by the usual means, when such dangers are brought home to the knowledge of the proper officer.” Under the circum- stances of this case, the mate of the vessel and the sailor were not fellow servants in respect to making safe the means of dis- charging the cargo. Lake vessel masters can not be too careful about describing the voyage in shipping articles. Judge Reed, of the district Commercial Union Assurance Company, Limited, OF LONDON. INLAND MARINE DEPARTMENT. DAVID VANCE & CO., General Agents, MILWAUKEE, WIS. Local Agents at all Lake Ports. INSURES HULLS, CARGOES.“ FREIGHT. court, Pennsylvania, decided a case a short time ago in which several .deck-hands had shipped on a steamboat at Cincinnati, without any agreement as to the duration of the voyage, the port of its termination or their discharge. ‘The court held that the legal presumption in such a case is that the men are to be returned to the port of shipment. Upon their arrival at Pitts- burgh they were discharged and they were accordingly all en- titled, except one, whose residence was at Pittsburg, to com- pensation for their time and expense in returning to Cincinnati, eo of the fact that Pittsburgh was the home port of the oat. Crude Oil for Steamboat Fuel. An interesting test has been made with crude oil as fuel on the canal steamer George W. Dimmers during a trip from Buf- falo to New York. A representative of the REVIEW came across the information on a recent trip to Buffalo and it is given publi- city on account of its value as news matter, the cut appearing on page 1, having been secured to further illustrate the manner of using the oil. The Dimmers left Buffalo about May 13 with three consorts, all grain laden. T'wo mechanical engineers of Buffalo furnished a blank, which was spaced for detailed informa- tion, to be filled out daily. This included the amoynt of oil used, the pressure obtained, revolutions, etc. For several days reports showed unsatisfactory results, giving but equal returns with coal. The trouble was discovered by the fireman, who found that he was using too much oil and regulated the burner accordingly. Nothwithstanding the loss from inexperienced regulation, the re- sults, compared with a trip when coal was used on the same boat with cwo consorts, were: Oil burned, 55 barrels as against 40 tons of coal on a former trip; 90 revolutions with oil, 70 with coal; 18 pounds vacuum with oil, 10 with coal. The time used le for the trip with oil was 36 hours less than with coal, notwith-_ standing that an extra consort was towed when the trip was made with oil. The saving in expense was $60. ‘The trip has been watched with interest and crude oil is the coming fuel for use on canal boats. The difference of weight of the fuel being less than half, is of itself a recommendation on account of saving ca1- go space. The only objection to the use of oil on our large lale steamers is that made by insurance companies. During the summer, trials will be made on larger boats, and there is no reason why economical results will not obtain on large steamers as well as small. A few days agoa monster ship arrived at New York from Calcutta, 310 feet long at the water line, 42% feet beam and 24 feet 7 inches depth of hold. She is built of steel throughout, having a steel hull, steel decks, steel houses, steel masts aid spars ‘Three of her four masts are 153 feet high, and the after, or jigger mast, is a single casting of steel, 146 feet long from heel to head, being the longest piece of steel ever put on board a ship. There are 700 yards of canvas in her mainsail alone, 600 in the cross-jack and 520 on the foresail. With all sail set, on her recent passage, she covered 308 miles in one day, which means a sustained speed of 13 milesan hour. She only carries a crew of 34 men, but below presents an immense sweep of hold, in which*s,ooo tons of cargo may be stored. The MARINE REVIEW and the MARINE ENGINEER, London, one year for $4. Write the MARINE REVIEW. ma Fish tug for sale—62 feet long, 14 feet beam and 7 feet 6inches deep. Enquire of MARINE REVIEW. ‘ THE O’CONNELL GREASER, ivi A RS inf ST EA Ww P U Vi p 5 sa sain beret ae acereenia Absolute Actuation and Regulation Without Use of Tappets, Levers or other Mechanical Connections. FOR MARINE AND STATIONARY BOILERS. Smaller Sizes With or Without Hand Pumping se nan ese ‘xhaust Returne iler sats Fee ater Forty to Fifty Degrees, accord- ing Bs ee art: Me foley ot te University i Michigan. . Steam Valves Actuated by Direct Boiler Pressure, Has Fewer Wearing Parts than ANY OTHER Steam Pump. For Circulars and Prices, address STRONG, CARLISLE & TURNEY, Cleveland, 0. : ASS WORKS, Detroit, Mich. : DET RON STILE CREEK BTACHINERY CO., Manufacturers, Battle Creek, Mich. Marine Engines, RESULTS: : Sure control of Crank in. Stoppage of Lard Oil account, Perfectly clean Engine Manistee, Mich. it Dark lines indicate ap- STANNARD & DILLON, Chicago, III. H. P. TO a 3 tT paratus, BEY. Toledo, 0. O'Connell & Cahill,