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THE MARINE RECORD. 7Z hip is under one year old from date of origina the time of accident, no deduction new for old eriod a deduction of one-third shall be made, wing exceptions:— rs shall be allowed in full. Chain cables shall be eduction of one-sixth only. shall be made in respect of provisions and not been in use. eathing shall be dealt with, by allowing in full the weight equal to the gross weight of metul sheathing , minus the proceeds of the old metal. Nails, felt metalling are subject to a deduction of one third, e of ships generally :— case of all ships. the expense of straightening bent ork, including labor of taking out and replacing it, all be allowed in full. Graving dock dues, including expenses of removals, car- ¢, use of shears, stages, and graving dock materials shall lowed in full. RULE XIV.—TEMPORARY REPAIRS. No deductions ‘‘new from old” shall be made from the cost temporary repairs of damage allowable as general average. obs RULE XV.—LOSS OF FREIGHT. Loss of freight arising from damage to or loss of carzo shall be made good as general average either when caused by a gen- eral ayerage act, or when the damage to or loss of cargo is so ade good. . RULE XVI.—AMOUNT TO BE MADE GOOD FOR CARGO LOST OR DAMAGED BY SACRIFICE. The amount to be made good as general average for dam— to or loss which the owner of the goods sacrificed shall be the loss which the owner of the goods has sustained thereby, based on the market values at the date of the arrival of the _ yessel or at the termination of the adventure. be '. RULE XVII.—CONTRIBUTORY VALUES. The contribution to a general average shall be made upon _ the actual values of the property at the termination of the adventure, to which shall be added the amount made good as general average for property sacrificed; deduction being made from the shipowner’s freight and passage money at risk, of such port charges and crew’s wages as would not have been _ ineurred had the ship and cargo been totally lost at the date of the general average act or sacrifice, and have not been allowed as general average. Passengers’ luggage and personal effects not shipped under bill of lading, shall not contribute to general average. RULE XVIII.— ADJUSTMENT. Except as provided in the foregoing rules, the adjustment shall be drawn up in accordance with the law and practice _ that would have governed the adjustment had the contract of affrightment not contained a clause,to pay general average ac- cording to these Rules. OEP oe ee THE CRUISER BALTIMORE. The acccmpanying illustration, for which we are indebted _ to the ‘Railroad and Engineering Journal,” is from a photo- _ Yograph of the cruiser Baltimore, one of the same yeneral _ class of which the Newark, the Charleston and the Philadel- phia are types, although the ship in question differs scme- -what from the others in detail, She is a twin-screw, steel-pro- > tected cruiser, 335 ft. Jong over all, 48 ft. 6 in. beam, 19 ft. 6 in. mean druft, and 4,400 tons dis- placement, She was built by the William Cramp & Sons Ship and - Engine Buildiug Co. in Phila- delphia. The ship has a complete double bottom, and is divided into nu- merous water-tight compart- ‘ments. There is a complete pro- _tective deck varying from 214 in. _to4in. in thickness, The engine ‘and boiler space is completely surrounded and protected by the coal bunkers. All the guns are protected by heavy steel shields. _ The ship is provided with an electric light plant, hoisting en- -gines, ventilators and all the modern conversiences, Each screw is driven by an independent horizontal triple-expansion engine. These en. -gines have developed 10,750 H. P., and have given a speed of 20.2 knots. There are eight double-ended cylindrical boilers nged in groups of four. The full coal capacity is 900 tons, ving a radius of movement of 3,400 knots at full speed, and ; 12,000 knots at a 10-knot speed. e The armament consists of four 8-inch breech-loading rifles ee on either side of the poop and forecastle; six 6-in, breech—Iloa ding rifles in sponsons on the spar deck; six 6-pdr. ‘apid-fire guns, six Hotchkiss revolving cannon and four Gat- guns. There are also five torpedo-tubes. Baltimore has done considerable cruising since she went )commission, She was the ship chosen to carry Captain on’s body to Sweden. For some time past she has been ific Coast, and at latest dates was reported in Puget side ghy timore has a heavy ram bow, and a projecting stern and protects the steering apparatus, She is a ship, although it must be confessed that her e is somewhat marred by the large ventila- ve the deck, She is a good cruiser, and is ortable sex bost. U. 8. SURVEY OF NIAGARA RIVER. A survey of Niagara river has just been completed by Major Ruffner, Corps of Engineers, in charge of the Buffalo district, and the following circular of interest to those trading to Tonawanda has been issued : “The United States sounding machine was lashed to the tug and four sounding rods were adjusted s> as to show all ob- structions met at a less depth than 151 feet, The Buffalo guage read 5-10 below mean lake level at starting and the gauge at the Tonawanda bridge read thesame. Consequently the soundings taken show 16 feet depth when the siage of water is that of the mean lake level, “It was shown that the shoal at the lower end of the Horse Shoe Reef Channel, which has been worked on by the dredge since the first week of May, has been removed excepting a few loose rocks, Vessels drawing not over 15 feet on that day, or 1514 feet at mean lake level, would not have struck when on the ranges. “Tt was shown that after a vessel had passed this channel she can go fully four hundred feet to the west of the Inlet Pier without striking with 16 feet draft. Vessels have a channel 400 feet wide on the western side of the Inlet Pier, and can begin to shape for that “channel immediately after passing through the Horse Shoe Reef Channel. The channel to the east of the Inlet Pier is narrow and must be carefully fol- lowed and has a depth of 151g feet at mean lake level. “The dug channel at Strawberry Island has some loose rocks in it yet. Vessels drawing 15 feet of water would have rubbed over these on Tuesday. Vessels drawing 1414 feet August 1, or 15 feet at mean lake level should have struck nothing from the Jake to the Harbor of Tonawanda. Where dredging has been done at Tonawanda there is a full depth, 16 feet at mean lake level, excepting a few lumps left by the dredge.’”” en ee RAILROAD TRANSFER FERRY STEAMERS. Besides the large railroad transfer ferry steamer building at the yards of the Detroit Dry Dock Co. tor service in the Straits of Mackinac, there is under construction at the yards of the Craig Ship Building Co., Toledo, O., a transter steamer 260 feet long 52 feet beam and 19 feet depth of © hold for service on Lake Michigan to ply between Frankfort, Mich., and Kewaunee, Wis., for the Toledo Ann Arbor & Northern Michigan railroad, and it is expected that a second steamer for the same line will also be built ata cost of about $180,000 each. ea TUGBOATS CHANGE HANDS. Henry Lay & Co,, of Sandusky, have sold the tug Welcome to Williams, Upham & Daugherty, of Duluth, consideration, $12,000. Capt. Jay Hursley, of Sunlt Ste. Marie, bought the tug Lorenzo Dimick, of Hand & Johnson’s Line, Buffalo, N. Y. The consideration is said to be about $8,000. The Dimick was built in Buffalo in 1883, and is rated A 1} in the Inland Lloyds, with a valuation of $8,000 Capt. Hursley is in the towing business at the Soo and owns the tugs O. W. Cheney and Mary Virginia. AN IMPORTANT SALVAGE CASE On the morning of Tuesday, Dec. 8, 1891, the Charles W. Wetmore, an iron screw steamer of the whaleback type, being of 1,750 tons register, 174 feet draft, when loaded, and valued, with her cargo, at $409,219.06, while on a voyage from Phil- adelphia to Puget Sound, was lying four or five miles from the shore in the Pacific Ocean, a short distance south of Tilla- mook Rock and about thirty miles south {of the Columbia River, disabled by the toss of her rudder plates. A strong sea was running to the northwest, the result of a violent blow onthe 6th and 7th of the month. An attempt had been made on the morning of the 8th to rig a drag as a jury rudder, composed of a lot of rope and chains, but it proved of no use, and she was unable to steer and was drift- ing slowly toward the shore in six or seven fathoms of water. The Zambesi, an iron screw steamer, of 1,654 tons register, valued ‘ut $220,000, and lightly loaded, was on a voyage from Victoria, B, ©., to Portland, when she discovered the Wet more, flying a signal of distress and bore down on her, got out a hawser and after considerable difficulty it was made fast to the Wetmore and they proceeded on to Columbia River. When some three and a half miles off McKenzie’s head, an in six or seven fathoms of water, the hawser parted in the chocks of the Wetmore. The master of the latter then sent his mate in a boat to the Zambesi for her hawser; the master of the latter offered his hawser, but the mate replied, he was ordered to get nis own hawser. The people on the Zambesi then drew in the hawser, and making fast a line, passed it to the people in the boat, who carried it to the Wetmore and made it fast. Considera- ble time was lost in this operation, while the vessels by force of the heavy sea which was setting to the northwest, were drifting towards the shore. Before the hawser was made fast to the Wetmore, the master of the Zambesi sung out: “If you don’t make that hawser fast quickly I must leave you and seek safety,’’ to which the master of Wetmore replied: “For God’s sake hold on to me, don’t let me go.” The Zambesi held on a few minutes longer, the hawser was made fast, and the Zambesi proceeded with the Wetmore in tow inthe direction of the mouth of the river, where they took a pilot, and came over the bar and up to Astoria by nightfall. Owing to the weight of the Wetmore and the fact that she could not be steered, but yawed from side to side, it was ab- solutely necessary for the Zambesi to go slowly. The tide was flood and the heavy seas traveled faster than the vessel, so that they beat upon her and swept over her all the way across the bar, thereby straining her decks, breaking in her house and otherwise injuring her and imperiling her safety.. In render- ing this service to the Wetmore the Zambesi did not incur any serious risk to the yessel or crew, except in crossing the’ bar, while the Wetmore was rescued from a position of great. dan- ger when the Zambesi took hold of her near Tillamook Rock and preserved her from like danger until she was brought to Astoria. On the argument, counsel for the libelant claimed that the compensation should not be less than $50,000, while counsel for claimants insisted that no greater sum should be allowed than $10,000. After much consideration Judge Deady fixed the sum at $20,000—a little less than five per cent of the value of the Wetmore and cargo; and this amount was appor- tioned as follows: $5,000 divided equally among the crew, $5,000 to the master, $1,000 to the mates, $2,000 to the pilot, and $7,000 to the Zambesi, ee ACCORDING to advices from Uanada the 20 cent a ton’ canal toll will now be exacted from all vessels, and no rebate allowed Thus is discriminatiou dispensed with ! ; seem» <> + A GREAT TRANSPORT ATION LINE, That the Great Northern Railway under the presidency of J.J. Hill means to enter the lists for trans-continental traffic, is now a foregone conclusion, and eyery liuk in the vast plan of tran- portation will be thoroughly connected, The two handsome twenty mile an hour steamers now about being contracted for with the Globe Tron Works Co., will take care of the tourist and commercial tray- elers over the Great Lakes, and the half dozen steel steamers al- ready making schedule time, will prove a great feeder to the railroad system, Tt has been said that it would be a premature vyenture to place costly and speedy steamers on the line exclusively for passen- gers, especially as the season lastg for only abont four months in the year. This assertion, however, is not borne out by figurés on the transportation of passengers; and even if kept at work ‘for only a third of the year, the’ boats ‘would leave ‘a handsome dividend’ each season, and if allowed to enter the Chicago trade during the World’s Columbian Exposition, their earn- ings would no doubt ‘nearly, if not quite cover their entire cost. s ie The Great Northern Railway is, perhaps, the shrewdest campetitors for transportation favors and facilities that the northwest has ever encouraged, and it has been given to few men to grasp the situation in its entirety in so eminent a de— gree as J, J. Hill has done, It is now learned that no time is peing lost by the management of the Gréat Northern Rail- way to establish itself as a competitor for Pacific’ coast traffic. Its line has been completed to Spokane, but it will take ten months yet to reach the coast.’ In view of this -un— avoidable delay efforts are being made'to perfect'a traffic ar_ rangement with the Union Paeific whereby a through passen. ger service may at once be established. Sharp competition between the Great Northern and the Northern Pacifie on northern transcontinental traffic would naturally be the result vay - of such an arrangement, and it, is believed that the'Great = Northern Railway will begin operations by announcing a reduction in both freight and passenger rates. © Tue Lighthouse Board has made the: fol!ow! ments for htship No. 57, stationed at Gray’ Michigan: Keeper, M. 8. Corlett, first Remiiiine second assissant, Wilson Wright. he aie Bae