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10 MARINE REVIEW. : Affairs in Admiralty. A decision from Judge Ross of the district court, northern district of California, indicates the disposition of the federal courts in salvage matters. The bark Don Carlos, worth $15,000, with a cargo of nitrate soda worth $34,000, stranded near San Francisco. ‘The libelant’s tug boat Alert went to the assistance of the stranded boat. There wasa rolling swell sufficient to swing the bark around broadside to the shore, when it was rea- sonably certain that she would soon become so banked with sand as to render her removal impossible. The captain of the Alert refused to render assistance, except on the master’s agree- ment to pay $8,000 for pulling him off, which, after trying to obtain better terms, he agreed todo. Thereupon a hawser was made fast, and the tug began pulling, and prevented the bark from swinging. Soon afterwards the Relief and the Reliance, two powerful tugs also owned by libelants, arrived, and the master of the bark agreed to pay $2,000 additional for their as- sistance. In about two and one-half hours they succeeded in pulling her off. The value of the tug Alert was $25,000, of the Reliance $30,000 and the Relief $50,000, and the ordinary ex- pense of maintaining the three in readiness for salvage service about $7,500 a month. None of the tugs were in any danger. The court held that the demand for $8,000 was exorbitant, and the agreement should be disregarded, and that $5,500 should be awarded for the services of the three tugs, to be apportioned among the ship, freight and cargo, according to value. Judge Simonton of the United States district court, South Carolina, decided a case a’short time ago, in which a schooner, the Anna, carrying freight, ran on a snag and sank in shallow water, near the landing for which she was destined, but, after part of the cargo had been taken off, she was raised and taken to the landing, and the balance of the cargo delivered. The court held that in ascertaining the owner’s liability under the statute providing that his liability for the loss of property shipped on the vessel shall not exceed the value of the interest in the vessel and her freight then pending, if the loss be occasioned without his privity or knowledge, the value of the vessel should be determined at the period when the voyage actually terminated, and that this was when she reached the landing, and not just after she had sunk. It was also held that in ascertaining the owner’s liability in such a case, he should be allowed a deduction for the expense incurred in raising the vessel. Points Worth Remembering. The British admiralty some time ago issued the following memorandum on the use of oil at sea for modifying the effect of breaking waves: : On free waves—i.e., waves in deep water—the effect is greatest. In a surf, or waves breaking on a bar, where a mass of liquid is in actual motion in shallow water, the effect of the oil is uncer- tain, as nothing can prevent the larger waves from breaking under such circumstances; but even here it is of some service. The heaviest and thickest oils are most effectual. Refined kerosene is of little use; crude petroleum is serviceable where nothing else is obtainable, but all animal and vegetable oil, such as waste oils from the engines, have great effect. A small quantity of oil suffices if applied in such a manner as to spread to windward. : In cold water the oil, being thickened by the lower tem- perature and not being able to spread freely, will have its effect much reduced. ‘This will vary with the description of oil used. The best method of application appears to be, hanging over the side, in such a manner as to be in the water, small canvas bags capable of holding from one to two gallons of oil,such bags being pricked with a sail needle to faciliate leakage of the oil. The position of these bags should vary with the circum- stances. Running before the wind they should be hung on either bow and allowed to tow in the water. With the wind on the quarter the effect seems to be less than in any other position, as the oil goes astern, while the waves come up on the quarter. Lying-to, the weather bow and another position farther aft seems the best places from which to hang the bags, with a suffici- ent length of line to permit them to draw to windward while the ship drifts. For boarding a wreck, it is recommended to pour oil over- board to windward of her before going alongside. The effect in this case must greatly depend upon the set of the current and the circumstances of the depth of water. For a boat riding in bad weather from a sea anchor, it is re- commended to fasten the bag to an endless line rove through a block on the sea anchor, by which means the oil is diffused well ahead of the boat, and the bag can be readily hauled on board for refilling if necessary. In General. In her overhang of bow and counter Herreshoft’s crack yacht Gloriana isa wonder. Over all she measures 70 feet while her. water line is only 45 feet. Her beam is about 13 feet and her draught 11 feet. Her masts and spars are enormous. It was given out after a meeting of the steel rail manu fact- - urers in New York last week that orders amounting to about 600,000 tons had been placed among the various mills of the country. This is about three times the amount ordered at this time last year. mers A five-masted auxiliary sailing ship is being built by Messrs. Russell & Co. on the Clyde. ‘The departure seems strange for the reason that sailing vessels with auxiliary steam power were built twenty years ago and were a complete failure from a finan- cial standpoint. . Production of pig iron again shows an increase according to figures prepared by the American Manufacturer of Pittsburgh. On Dec. 1, the production was 193,009 tons a week, as compared with 192,743 tons on. Nov. 1 and 181,818 tons on Oct. 1. The production since July r hag been at the rate of 181,234 tonsa week, against 173, 427 tons during the corresponding period im 1890. Collectors of customs are again calling attention to the law passed last winter, which requires that in case of. collision be- tween two vessels, it shall be the duty of the master or person in charge of each vessel to stay by the other vessel until he has ascertained whether she is in need of assistance or not and to render assistance if possible, giving also full information as to name, ownership, port of hail, etc. The Journal Industry of San Francisco says that Mr. George Dickie of the Union Iron Works of that city some years ago prepared at the request of the board of trade, a design for a type of cheap freight carrier, which he now proposes to resusci- tate, adding late improvements in steam power. The Journal advances the opinion that the new boat will prove superior to the McDougall whaleback. The popular belief that a vessel goes faster with the tide than against it is not borne out by facts. The Norwood steam launch made two runs recently with the tide and against it, and there was just one-fifth of one second difference in her speed: this might be owing to many causes. ‘The same results has been noticed in trials of foreign torpedo boats. The Norwood’s quickest mile on her recent trial trip was made in 2 minutes 12% seconds.— The Engineer, New York. : =i The Edison Phonograph tells a story about the captain of the schooner Maggie painting the name of the vessel on her bow while lying in port at Edison a short time ago. The captain could not reach high enough from the float, and did not feel like putting out a swinging stage, so he reached down over the sides to do the lettering. When he had finished the job he thought he had succeeded in doing a very artistic piece of work, and went ashore to viewit, and this is the monogram that met his gaze : ‘Tassey.’’—American Shipbuilder. “ig Those two foolhardy mariners, Captains Josiah W. Lawlor and Wm. A. Andrews, who started from Boston June 21, to race across the Atlantic in dories, have apparantly not had enough of it yet, though Andrews was reported when rescued to have pro- — mised the Lord if ever he got safely ashore not to tempt the fates again in such a manner. Both were in New York last week pro- specting for other boats in which to start nevertheless, and pro- pose now to cross in folding canvas sloop-rigged craft, 12 feet long, 44 inches beam, 14 inches deep amidship and 22 inches deep forward and aft. Capt. Lawlor will call his boat the Christopher Columbus and expects to start in May from St: John’s, Newfoundland. Capt. Andrews will christen his béat the Flying Dutchman and start from the Battery in New York.— Marine Journal. i ohn For the benefit of readers of the REVIEW wh s °o . lakes over half the year, a special rate of $1 for a oe subscription is made. The paper will be sent to any part of the United States or Canada at this rate and the address may be cha the winter, any time. Order by mail before leaving boat for