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, : THE MARINE RECORD, —————e—eeee 4 Maritime Law. Cirewit Court of Appeals, Third Cirewit. June 21, 1892. 1. CoLLisioN—DAMAGES FOR DETENTION.—An ex- cursion steamer, colliding with a tug through the latter's fault, was so injured as to be delayed for repairs 21 days, during all but 1 of which she was under charter. Her owners hired another boat to fill her engagements dur- ing 8 of these days, at $110 per day, and during the rest of the time substituted other vessels of their own. Held that the proper measure of damages for the detention during the latter period was not the value of the chart- ers, but the cost of the substitution, and, in the absence of evidence, the cost would be presumed to be the same as in the case of the vessel hired, namely $110 per day. . SAME.—In the absence of any suggestion that the hired vessel was not competent for the purpose, it was immaterial that the other substituted vessels were larger than it; nor could the recovery ke affected by the fact that the substituted vessels would otherwise have been idle. 50 Fed. Rep. pp 845. District Court’D. Massachusetts. May 31, 1892 COLLISION—SAIL VESSELS BEATING—DuTY To RUN Our Tack.—Two schooners were sailing in the same general direction, close hauled on the port tack. ‘The Swifter vessel, the K., passed the other, the L., to lee~ ward, and then came about on the starboard tack, and was struck before she had fairly gathered headway. There was sea room enough for the K. to have continued further on her port tack. Held, that the L. had the right to assume that the other vessel would beat out her tack, and that for her failure to do so the K. was liable. The evidence on the part of the Lymburner is that the coming in stays by the King was immediately seen by those in charge of the Lymburner, and her helm was in- | stantly put hard up, and her main sheet let go, in the hope of causing her to fall off and go under the stern of the King, which was the only possible way of avoid- ing or lessening the force of the impending blow, and though the Lymburner fell of somewhat, yet there was not time or room to go clear. I am satisfied that this is a correct statement of what occurred, and that the claim of the King that there was sufficient room is wrong. The King further claims that she was then getting into shoal water, and was obliged to go about for her own safety. This belief of her master was undoubtedly the reason of his going about when he did, but he was mistaken. There was ample room for her to proceed much further towards the shore without danger. Her master lacked in experience and ‘was unacquainted with the naviga- tion at this point, and this accounts for the disaster. ‘The men on the Lymburner were familiar with the locality, and had the right to assume that-the King would run out her course. The change by the latter was sudden and unexpected, and was without excuse. The libel against the Lymburner is dismissed with costs, and in the libel against the King there is to be a decree for the libelants. Do a CAUTIONARY NOTICES TO MARINERS. The Canadian Deputy Minister of Marine gives the follow- jug cautionary notices to mariners: Wirk RESPECT TO LiGHTs.—The intrinsic power of a lightshould always be considered when expecting to make it in thick weather- A weak light is easily obscured by haze, and no dependence can be placed on its being seen. Colored lights are also inferior in power to bright or white lights, and are more quickly lost under unfavorable circumstances. UTS OK SECTORS.—1n some conditions of the atmosphere white lights may have a reddish hue, Vhe mariner should not {rast solely to color where there are sectors, but verify the position by taking a bearing of the light. On either side of the line of demarcation, between white and red, and also between white and green, there is always a small arc of un- certain cvlor. Wirt RESPECT TO FOG sIGNALS.—H ving in view the varying distances at which a fog signal can be heard at sea, and the frequent occurence of fogs near to, but not observable from, a fogsignal station, Mariners are cautioned that whilst they are entitled to assume that every endeavour will be made to start fog signals 2s soon as possible after signs of fog have been observed, they should not, when approachiug the land in a fog, rely implicitly upon these fog signals, but should always use the lead, which, in nearly all cuses, will give suf- ficient warning. Mariners are strongly cautioned that they must not judge their distance froma fog signal by the power of the sound, Under certain conditions of the atmosphere the sound may be lost at a very short distance from the station, and these con- ditions may vary at the same station within very short inter- vals of time. The expression ‘‘fogey weather’? means that the state of the atmosphere is such as to make objects indis- tinet. ri ee ee NEW TONNAGE, The H. W, Williams Transportation Co , of South Haven, Mich,, is building a steamer for their South Hayen and Chi- eago route, She will be 175 feet in length, 31 feet beam, and 18 feet depth of hold. Henry Bloecker & Co,, of Grand Haven will buildjthe engine, which is to be 26 x 30 inches condensing with independent pump. Steam will be furnished by a Scotch boiler 11 x 11 feet, with three 36-inch furnaces. The boiler to be built by Johnson Bros,, will be allowed 130 pounds pressure. THE COCHRANE SEPARATOR. Separators for live and exhaust steam are now so well known, and their importance so generally appreciated for the separa” tion and removal of solid or fluid matter from gaseous or vap- orous currents that a short description of one of the latest developments in appli- ances of this kind may be of interest to our readers, The Cochrane Sepa- rator for horizontal pipes, as herewith illus trated, consists of a cast- iron casing, having op- posite lateral openings near the top for the in- gress and egress of the steam, The upper sec- tion is divided by a baf- fle plate, having parallel corrugations or ribs ex- tending vertically from top to bottom, with two equal openings, one on each side next to the casing, of a combined area 25 per cent, greater than the area of the en- tering pipe. Surrounding and guarding that portion of the baflle which is cut away on each side for the steam passage is a special deep rib to pre- vent water from flowing or being driven through by the current of steam, The inside of the casing is also provided with vertical ribs. Forming the bottom of the Separator proper, the sides pitch in toward the centre from all directions, and lead directly to the receiving well or reservoir, the mouth of which is specially protected from the current of steam to prevent any interfer- ence with the contents, either during passage thereto, or after coming to rest. A suitable gauge glass and valve in drip pipe com- pletes the equip- at ment. I The Separator as illustrated, dif- fers from the hori- zontul form in hav- | ing openings at the i] for Vertical Pipes, top and bottom for the ingress and G egress of steam, and in using the i angular bafile plate | which plate is also | provided with ribs i i i 1 to break up and / divert the entrain— ALUN ed water and oil NSS z from the current of steam, on the same general prin- ciples as those em- ployed in the hori- zontal style. The well is formed by casting on the bottom piece of the Separator a pipe proj-ction, which rises to the lower edge of the bafile plate. The principle of action in both Separators embody all the best points of upproved methcds for obtaining the most com— plete separation, and give, by a straight, downward course, the most rapid flow to the well. Release side openings for the purified current to pass out, of sufficient area to prevent back pressure, are so placed and protected tbat there is no possibil— ity of any of the separated oil or water being picked up again and carried past the Separator. These Separators, in sizes from 11g inches upwards, are manufactured by the Harrison Safety Boiler Works, Phila- delphia, Pa,, under patente granted February 4th, 1890, and May 3d, 1892. Drip <a> + <> + THEY WANT GOVERNMENT CONTROL, The Secretary of Wur will be asked to take formal charge of Chicago River from Rush street bridge to the limits of nav igation in both North and South branches by the Lake Line Agents’ Association. As a second means of stopping the con- struction of South Halsted street bridge until the city has ob- tained possession of the land for widening the river at that point; a complaint has been lodged with Collector of Customs {Clark. This was decided at a meeting of the association, By the River and Harbor bill, under which the War Department took action on Canal street bridge and other unreasonable ob- structions to navigation, it is made the duty of the United States engineers or customs officials to report unreasonable ob- structions to the United States District attorney. There being some doubt as to whether the South Halsted street bridge came within the jurisdiction of Capt. Marshall or Collector Clark, the liae agents took both courses, as they considered one or the other must be right. If Secretary Elkins is to take a fatherly interest in Chicago River then the customs officials drop out altogether. Thus far the city has made no move towards consulting with the War Department about securing its approval of the plans to the bridge. Vesselmen believe that the city has decided to ignore government control over the river entirely, and they are doubly anxious on that ac- count to secure action by the Secretary of War, Both com- plaints were forwarded by Secretary Evans, i 9 ae a Henry J. Foornanper has again started shipbuilding at Benton Harbor, Mich., and will have a fine staunch tug com pleted in about sixty days. Notes. On one of her recent runs, the Virginia averaged forty-nine miles an hour for four hours, carrying 150 pounds of steam. She is called the greyhound of the lakes.— Milwaukee Journal. “Quite a number of foreign yachts are likely so be in Chi- cago at the time of the World’s Fair, RobertS. McCormick, representative of the Exposition in England, makes announce ment to that effect, All depends on how fayorsble are the facilities for getting through the Canadian canals and for safe anchorage in Chicago, At his roquest full particulars on these points will be furnished. Tue dimensions of the steel stesmer Samuel Mitchell a photogravure supplement of which was sent to all subscribers with the issue of Tue Recorp for July 28th are as follows; 308 feet, 6 inches overall, 292 feet, 6 inches keel, 40 feet beam and 24 feet 6 inches depth of hold; her engines are of the triple expansion type, cylinders 20, 32 and 52 by 42 inch stroke, two boilers 14 feet in diameter by 12 feet 6 inches long. She has carried 2757 gross tons on a mean draft of 16 feet 1} inches. Her speed is 15 miles an hour light and 13 loaded. Tue new steamer Desmond, built by the Jenks Ship Build ing Co., Port Huron, Mich., is now on her maiden trip, and her builders have received a very complimentary account of her ability. The Desmond is a wooden propeller of the following dimensions: 148 feet keel, 30 feet beam, and 9} feet depth of hold; hull diagonal, strapped and corded, tonnage, 456 gross and 355 net, classed Al*. Her engine is 16, 32 by 26, boiler 8 by 12, allowed 125 pounds steam. She will carry 500 M feet Jumber, Capt. OC. S. Geal and Chief Engineer Charles Home are the ducat earners in the new boat. In is but honest to note that all classes of labor in English shipyards are not paid pauper wages. An eminent shipbuilder gives some particulars of two or three cases illustrative of the exceptional wages often earned by certain classes of shipyard workmen in shipyards on the Tyne. ‘‘One workman for years never received less than £10 per week, equal to about $50, another had retired with accumulated savings to the tune of £7,000, say $35,000, and a third, a skilful workman, but ad- dicted to drink, had been persuaded to take an interest in flowers and vegetables, gave up his drinking habits, and be- came a wealthy man. Employers do not grudge the workmen these high rates of pay, provided they will only work steadily; but the difficulty is to get these extravagantly paid workers to comeregularly to work.’’ Tue feat of the Inman liner City of Paris in making her voyage across the Atlantic in five days, 15 minutes, and 58 seconds, which is 38 minutes faster than the Teutonic’s time in August, 1891, is notable on several accounts. She made 519 miles in one day and 520 on another, the best previous record for a single day being the Majestic’s 515. She covered over 500 miles for four days in succession, and her sister ship, the City of New York, is the only other vessel that ever did that. In those four days she travelled 2,044 miles. It was the 26th western trip of the steamer. In 1889 she beat the record in 5 days, 19 hours, and 18 minutes, but in March, 189Q, she broke her shaft and nearly sank, and since that accident she has not been able to regain her old speed until this trip. In _ the meantime the Majestic, as well as the Teutonic, had made better time than her former best. Tue ‘Coast Seamen’s Journal”, San Francisco, announces the arrival of the whaleback steamer Charles Wetmore at San Francisco from Nanaimo with coal, ‘While at Everett, Wash., she received an overhauling. Five masts, each 48 feet high, have been set up on the whaleback’s deck, The lower ends of the masts do not go through the upper deck, but are keyed into turrets. which rise about 5 feet from the deck. The turrets are painted red, which gives them a comical ap- pearance. The masts were put in to satisfy the insurance people in the event of the machinery breaking down while at sea. The sails were not bent onthe trip down. Another change has been made in the Wetmore by the fixing amid- — ships of a water tank of 500 tons capacity, When this recep- tacle is exhausted of water it is filled with coal. er NOTICE TO MARINERS, UNITED STATES OF AMERICA--NORTHERN AND NORTH- WESTERN LAKES, Kalamazoo Mich. Notice is hereby given that on or about August 16, 1892, Kalamazoo Light (near the outer end of the 8. Pier) will be discontinued as a pierhead light and re-established without change of order or characteristic as a coast light in the old light-tower surmounting the keeper’s dwelling on the N. side of the mouth of the Kalamazoo river, Michigan. The height of the focal plane is 35 feet above the hase of the tower and 53 feet above lake level. The light should be visible in clear weather, the observer's eye 15 feet above lake level, 14% statute miles. The approximate geographical position of the lighthouse as taken from chart No. 58 (coast chart No. 7 Lake Michigan) of the U.S. Survey of the Northern and Northwestern Lakes Latitude, north 42° 40/ (00’), Longitude, west, 86° 12” By order of the Lighthouse Board, James A. Greer, Admiral U.S. Navy, chairman,