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THE MARINE RECORD. WORLD’S FAIR NOTES. According to the Liverpool ‘Journal of Commerce’’ the English railways will carry World’s Fair exhibits at half rates from any station to the port of embarkation, and most of the Atlantic steamship lines will transport them at a uni- form rate of 11s [$2.67] per ton. An association has been formed in Germany to organize ex- eursion parties to visit the World’s Fair and incidently Niagara Falls, and a number of the larger cities. It is pro- posed to accomplish this within a period of sixty days at an expense of between $250 and $300. Visitors to the Exposition will be able to go comfortably and expeditiously from one part of the grounds to another and obtain advantageous views of the buildings. They may do this either in electric boats through the lagoons, or by the intramural elevated electric railway. The contract for the latter has been awarded. ‘here will be five miles of double track and stations at convenient points, The route, as mapped out, runs from one end to the other of thegrounds in a sinuous course, The fare will be five cents, and the capacity of the road about 20,000 an hour. Many relics of the Cabots, the early English voyagers to America, will be exhibited at the Exposition by a committee formed for that purpose in Bristol, England, where the Cabots lived. The Bristol ‘Times and Mirror,” of recent date, states that the committee held a meeting to complete arrange- ments for collecting the material for the exhibit; that the mayor of the city presided; that there was a very large attend- ance, representing especially the leading mercantile houses and the various archaeological associations of the city, and that it was apparent from the proceedings that there was ayailable an abundance of relics from which to select a very interesting exhibit. The reproduction of Columbus’ carayel, the Santa Maria, is being built by the Spanish government at Varraca yard at Cadiz. The keel was laid on March 1, The caravel’s dimen- sions are: length at keel, 62 feet 4 inches; length between perpendiculars, 75 feet Sinches; beam, 22 feet; draught, 14 feet 8inches. Great care is being taken with details, and the instruments and appliances of the time of Columbus will be in their places aboard the caraval. The Pinta and Nina, it is announced, are being reproduced by American capital, so visitors lo the exposition will be able to see the Columbus fleet complete. The Spanish government will provide crews for the three caravels, dressed as were Columbus’ sailors, and the trip across the Atlantic will be made under escort of a Spanish man-of-war. After participating in the naval review in New York Harbor the caravels will proceed to Chicago, After the Fair closes they will remain the property of the United States- Among the many ncvtable features that will lend interest to the marine section of the transportation exhibits, will be seen many new forms of naval degign and construction and im- proved appliances, together with recently adopted devices, which, in not a few instances, may challenge for the first time the attention of ship owners and builders, Among reversible life-boats, one model will show the method of interior ventil- ation during a gale of wind, also one showing how the boat can be dropped fnto the sea in the darkest night from a sink- ing ship with all hands on board, also a model of triangular raft with tent to protect its occupants from exposure, also various other life-boats and ratts of large and small sizes. An interesting and useful device isan automatic ship log and speed indicator which will show in actual operation the speed in miles per hour that a vessel is travelling, by means ‘of a dial and pointer. It will also record automatically on paper the speed and give the day and the hour the bearings are taken. An automatic. steam steering apparatus, aspur geared hoisting engine with friction drum, anda frictional geared hoisting engine will be shown all working. ‘To illustrate a marine brake for instantly stopping vessels when under full headway, a water space or route inthe lake basin is asked for, the steam yacht or boatto carry a large or small number of passengers, charging a small fee for transportation, The exhibit of facilities by the Inman Line of Trans-Atlantic steamers, and of models of the Inman Line illustrating the progress gained in speed of steamships in the past fifty years, also that of the White Star Line in their pavilion fronting the lagoon comprising large-sized models of steamships’ exteriors and interiors, have already been made the subject of exten- sive comment, Occupying wall and floor space will be seeu dummy signals, framed sample boards, and signal code arts, the whole forming a complete exhibition of the invention known as the Coston Light Signal, covering the entire deyel— opement of the same with improvements from 1840 to date. Among materials that enter into naval construction and equipment will beshown complete length battle ship shaftings, army trunnions, jackets for wire-wound guns, armor bolts, caps and washers, Steam-hammers of different sizes will be displayed; alsoa triple expansion engine requiring twe nty feet spuce, in the rear of which on the wall will be placed various models of,iron and steel bouts constructed at all lake ports in the past forty years. [nteresting varieties of modern naval invention and construction will include marine blowers for ventilating and forced draft, naphtha launches, electric gas engine launches, skiffs, shells or racing gigs, sail and paddle canoes, canvas lined row boats, combination row and sail boats, and single scull shells with rowing appliances complete, weighing in all about twenty-five pounds. DEMURRAGE, AVERAGE AND LOSS. Demurrage is a compensation or allowance to be paid by the freighter to the owner of a vessel, in case she is obliged to wait beyond her lay or running days to receive or un- load her cargo either béfore or after the voyage. ‘The time allowed for demurrage is generally stipulated in the charter party, or bill of luding, but where no time is fixed, but the stipulation is that the freighter shall be allowed the usual and customary time, the period allowed for the lading or discharging of the cargo, regulated according to the custom of the port, Demurrage is due, though the vessel is detained in the port of lading or delivery by the port regulations or custom house restraints, or the unlawful seizure of the goods by the custom house officers, or the want of any necessary papers which it is the duty of the freighter to provide; it being a general rule that the freighter is liable for damages for all delays arising in the port occasioned by any cause whatever, provided that the vessel is ready to receive or deliver the cargo, But when the condition of the charter party is that the ship shall be un- loaded and discharged within the usual and customary time of vessels in the port of delivery and discharge, or within a reas- onable time, the freight is not liable for any delay, which may arise from the ordinary course of business in the port or cus: tom house in the place of discharge, whether such delay be occasioned either from the crowded state of the port, or from the routine or ordinary course of business in the bonded ware- house or the port or custom honse of the place of discharge. Ifa chartered vessel is detained beyond her days of demur- rage prima facie$ unpayable for those days is also the measure for compensation for the extended time. Butitisopen for the ship owner to show that more damage has been sus- tained, and to the freighter that there has been less than would be compensated. By the usage and customs of merchants the words ‘days’ used alone in a clause of derurrage means working days and not running days; and working days do not comprehend Sun- days or custom house days, Freighters under, or holders of bills of lading, are liable for damage pro rata, that isin proportion to their share of the cargo. GENERAL AVERAGE. General average signifies the contributioa to which the owners of the vessel, goods and freight, become liable one to another on the sacrifice of a purt of the vessel or cargo, for the preservation of the whole, in a case of general danger. The principles of general average oughtZto be examined in a work on insurance because the underwriters are liable to pay the insured the proportion of the eontribution assessed upon the amount insured, in cases where the loss is occasioned by some peril insured against. To contribute a claim to general average there must be voluntary and premeditated sucaifice of part for the preser- vation of the whole, in which case, all who are benefited by the sacrifice must contributeto the loss in proportion to these sey- eral interests. The ordinary instances of this species of sacri- fice are the throwing overboard of part of the cargo, or the ship’s stores, the cutting away of the ship’s masts, cables, boats or rigging, or other desigued and voluntary sacrifice. The sacrifice must be voluntary, and made on an occasion of im- minent danger. It must not be the result of a panic, terror, but an act of prudence to avoid areal danger; it is not indeed necessary, for prudence generally will not permit, that the master should wait till the last extremity. The most usual foundation of general average is the case of jettison when goods are thrown overboard to lighten the ship, which may be necessary in a case of storm or has accidentally run aground etc. un approaching danger and there is time to deliberate whether the jettison ought to be made, in what manner, and of what things it is best for the captain to take advice of the other offi- cers, and perhaps the crew. Of course this cannot be done where the danger is imminent and requiring immediate action. Where jettison is made for the purpose of preventing oF AND ABANDONMEN'?, Losses are of two kinds, total and partial, The insured may recover as for a total loss, not only when there has been an ab- solute destruction of the thing insured, but when by the hap- pening of any of the misfortunes or perils insured against, the voyage is lost or not worth pursuing, und the projected adyen- ture is frustrated; or, when the thing insured is so changed and spoiled as to be of little or no value to the owner, or, when the salvage is very high; or, when further expense is yecessary and the insurer will not undertake to pay the expense. But in such cases, where any part of the property remains, the insured, in order to be entitled to a claim upon the insur— ance company for a total loss, must, in the first place abandon that is, he must renounce and yield up the insurers all his right, tille and claim to what may be saved, and leave it to them to make the most of it for their own benefit. ‘The insurer then stands in the place of the insured, and becomes legally entitled to all that can be rescued from destruction. The ob- ject, therefore, of an abandonment is to turn that into a total loss which otherwise would not be; for the very idea of aban- donment presupposes a constructive total loss merely, and im- plies that something remains which may be saved, and which may be given up, or abandoned to the insurers, The Pacifle Const Marine Record, in a recent issue, treats the point of abandonment or total loss, in the followin tinent manner: “The law recognizes an actual and a construction total An actual total loss being the absolute destruction of the prop: erty requires no notice of abandonment, for there is noth to abandon; but a construction total loss takes place when the property is so damaged or situated that its recovery is very — doubtful, or the expense of the recovery is too great to war. rant the attempt. ‘The effect of an abandonment is to conyert what would otherwise be a partial loss into a claim for total loss, and a cession to the underwriter of all rights of owner. ship to the property so abandoned. Notice of abandonment must be made in good season, and should be made as soon as the preliminary proofs are in, or sufficient data regarding the loss showing that'an abandonment is justifiable are at hand, The justice of this is obvious;for should the abyndonment be ac cepted, the underwriter becomes owner of the property and should have the same chances as the original owner to save ny _ much as possible. If the abandonment be sot accepted the owner must, by the terms of his insurance contract do all in his power to preserve and save the property, and if the witi- mate result shows that the abandonment was justifiable the original notice holds good and the abandonment stands, ByZthe law of the United States in order to justify an aban- donment the property must be damaged to at least one-half its value. The question of the amount of damage is determined by the terms of the insurance policy. For example on a ves- sel insured under the ordinary American form of policy the usual deductions provided for, viz: one-third new for old, and the usual deductions made on the caniking and metaling must be made from the gross cost of repairs, and the net result ob- tained must amount to at least half the value as « xpressed in the policy. On cargo the same general rule holds good, but each case must be considered with reference to the .e ms of the insurance policy. By accepting the abandonment the underwriter becomes owner of the property insured; but if subsequent ev ns show that the acceptunce was obtained by mis-statements or iraud, it is void. The abandonment whenever accented refers buck to the time of the loss, and expenses which may have been in~ curred for the preservation of the property fall upon the un-: derwriter. If the abandonment is not made in good season the loss is settled on the principle of partial loss only, eventhough the result shows that an abandonment would have been justified. See MIRACULOUS ESCAPE FROM A WATERY GRAVE. Andrew Hanson, a seaman on the schooner H. Taber, had a miraculous escape from drowning on Lake Michigan after being adrift on a raft of cedar ties for forty hours. Hanson was one of the crew of the H. Taber, bound for Chicago from Cheboygan, Mich. Last Thursday night when fifteen miles off Milwaukee the Taber was struck by a squall and went over ou her beam ends. She lost her deckload of cedar ties, and with it Hanson went into the lnke. At3 o'clock Saturday afternoon he was picked up by the schooner Newland twenty five miles northeast of Racine, His arms and legs are badly swollen from his long exposure to the chilly waves of Lake Michigan. The schooner H, Taber on her arrival in Chicago reported the loss of Hansen overboard, with a large portion of the ves- sel’s deck load. Two of the men had been washed overboard, It was blowing hard at the time, and the Taber was being roughly handled, but she was soon brought to, and the boat lowered with two men in it, The boat rolled around among the floating ties, which had been scattered by this time until they covered un area of more than a mile, Olaf Peterson was found floating with a tie under each arm, and was dragged into the boat. He was overcome with freezing water and the biting winds, and was about to let go his hold and give up the struggle when one of his shipmates grasped him by the hair. The boat’s crew imagined they heard Hansen calling, and rowed a long distance in the direction from which the voice seemed to come, but they found nothing more than floating ties. Again one of the men insisted that he heard ayvo'cein _ Se -| an opposite direction, and the boat was pulled a long distance but with no better success, x After cruising about for some time, listening for the fain ery or groan, the boat was pulled back to the schooner. The captain and all hands agreed that Hansen had been stunned or crushed by the ties when he was swept overboard, and had immediately sunk. When the vessel arrived in port the mas: ter reported Hansen as lost overboard and drowned, which was a reasonable conclusion to arrive at under the cirew stances, Hansen’s escape from death has seldom been equal the lakes, He is warm in his praise of Captain ©, C. Nali an of the schooner Newland, which finally came to his rescue. _ nn a A bill has been introduced in the House by Mr. | providing for a survey of a route for a ship canal to the waters of Lake Erie and the Ohio river in the n hood of Pittsburg. Ten thousand dollars has been mended as an appropriation for the survey, the ot ameunt asked for being $40,000. It is said that th ‘ needs of the iron-producing trade demand a shorter oheaper transportation route. .. The schooner Bavaria, which went ash 2 shore near Ont., \ast fall, has been floated, and is now harbor, the hull apparently in fair condition, —