The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

MARITIME LAW. ack TO CARGO—INSUFFICIENT PumP— OF VESSEL UNDER CHARTER. Court, Southern District of New York. was demised by her owner to charterers, who ered her. ‘The original characters undertook sport a cargo of sugar by the authority and with owner, and the master issued bills of he cargo was delivered damaged, the that part of the damage was caused in through deck openings in heavy due to a bad condition of the mp and valve, which condition had existed at commencement of the voyage. Reasonable care, was not taken to remove the water from the ship’s | Held, that under the bill of lading, or without any bill of lading whatever, tinder her implied contract to transport safely, the ship would be liable for the dan caused by her defective equipment, though not for the damage caused by water taken in through the deck openings, which was a peril of the sea.Brown, J. nce showing ater taken ather, and part was Taapmaty FOR MARINE INSURANCE ON SPECIAL VERDICT. ‘Tn an action on a marine insurance policy it appeared that the vessel insured was, in a storm, cut adrift from a propeller and lost. A special verdict was found that the vessel was cut adrift “to relieve the propeller and tow from a danger of navigation, and for the best inter- est of the property at risk.’ Here the insurer’s liabili- _ ty was not limited by such verdict to a general average loss, as it did not show the sacrifice was made as the sole means of averting an immediate, common danger to the property and crew. British-American Assurance Co. vs. Wilson, Supreme Court of Indiana, 31 N. l. Rep. 939. nS 7 Surpprinc—MastER—NEGLIGENCE— APPROACHING DAN- GEROUS COAST. District Court, S. D, New York, July 13, 1892. When a vessel is approaching a dangerous coast at night, amid uncertain currents and in a deceptive at- mosphere, it is the master’s duty to make use at the first opportunity of all his available means provided for correcting by observation the errors of dead reckon- ing; and for losses either to ship or cargo, resulting from his neglect to do so, the master is directly respon- sible to the persons injured. In this case the master was held negligent (1) for not making such change of course as the chart showed was necessary upon his own estimate of his position ; (2) not using the alidale in or- der to correct his erroneous estimate of his position. Fed. Rep., vol. 52, p. 152. SHipprinc—DaMAGE TO CARGO—INSUFFICIENT Fir- : TINGS—NEGLIGENCE. District Court, S.D, New York. July 11, 1892. A cargo of tea was delivered damaged by water which hhad been admitted to the hold of a vessel through an open bolt hole in the water ballast tank. The court found that the damage proceeded either from the orig- nal insufficiency of a stanchion, which the bolt had served to fasten, or its bad condition or bad fastening at the commencement of the voyage. Held, that the ship, not the cargo, took the risk of such defect. Fed. Rep., vol. 52, p. 155. SHIPPINGC—DELAY IN SAILING—CONTROVERSY BETWEEN OWNER AND CHARTERER—LIABILITY TO ¢ CARGO OWNER. District Court, S. D, New York. July 14, 1892. - The owners of a vessel chartered her for the purpose of procuring freight, and the master issued the usual bills of lading to a shipper, importing a delivery of the goods within a reasonable time. Thereafter a contro- versy arose between the owners and charterers, by rea- son of which the sailing of the vessel was unduly delayed. Held, that the vessel was liable to the shipper for the ex- cessive delay caused by such controversy. SamE— DeLay Dur To ATTACHMENT VESSEL—DutTy OF OWNER TO SHIPPER. When a vessel was attached after cargo had been put aboard, and could not be released until the end of an uncertain litigation, held, that the shipper’s goods should have been transferred to another vessel, or no- tice given the shipper of the liability to delay, with the privilege of reshipping. In default of this, the ship _ took on herself the risk of loss by delay, with the right of recourse for indemnity over to the person causing it. Fed. Rep., vol. 52, p. 156. a SurppIinc—DaMAGE To CAaRGO—INSUFFICIENT PumMp— s NEGLIGENCE. District Court, S. D. New York, June 11, 1892. * Where a vessel arrived with her cargo of sugar dam- aged both above and below by water in the hold, and the evidence indicated that the damage above had been caused by water taken in through the deck openings in heayy weather, but that the damage below was caused by a bad condition of the ship’s pump and valve, which condition existed at the commencement of the voyage, and also that reasonable care had not been taken to re- move the water when it was found that the pumps were choked, it was held that the ship was liable for the lat- ter damage; not for the former. SaAME—CHARTERED VESSEL—LIABILITY OF SHIP. % he vessel was demised to charterers, who had sub- _ chartered her at the time of the damage by a charter of affreightment. Held, that the original charterers hay- _ ing undertaken to transport the goods under authority and consent of the ship owners, under a bill of lading signed by a duly-authorized agent, or without any bill of lading whatever, on her implied contract to trans- epee paps, the ship would be liable. Fed. Rep., vol. 52, p. 161. THE MarRINE RECORD. SALvAGE—WuHar Constitutes TOWAGE. Circuit Court, E. D, Pennsylvania. July 1, 1892. On towing into port a lightship which had broken adrift during a severe storm, and been carried out to sea, is not a salvage service, when the lightship was not in peril when she was taken into tow, and could, with a little delay, have reached a place of safety without as- sistance, TowaGk SERVICES—COMPENSATION. In determining the compensation for a towage ser- vice, the value of the towing vessel and cargo, the risk incurred, the fact that the vessel was not intended or adapted for towage service, the chance of endangering the towing vessel’s insurance, the time spent in and the danger incurred by lying by the vessel towed before the towing could commence, and the time spent in devi- ating from her course, may be considered, although the service rendered does not amount toa salvage service. Fed. Rep., vol. 52, p. 172. ————— rr TRIAL TRIP OF THE STEEL STEAMER PIONEER. Under date of September 19, 1892, the Detroit Dry Dock Co., builders of the new steel steamer Pioneer, had a most inclusive trial trip of this vessel, built to the order of the Cleveland Cliffs Iron Co., at a valu- ation computed for insurance purposes of $115,000. This trial was made for the purpose of ascertaining the maximum power that could be easily maintained for continuous trips, and the results of the Howden Forced Draught System, with which this ship is fitted. No at- tempt was made to force the machinery beyond this point. The trial was made on Lake Erie, from Bar Pointe Light to Buffalo Breakwater, a distance of 230 miles. Indicator cards were taken every two hours; also readings from the guages showing air pressure in ash pit, boiler pressure, vacuum, and revolutions. The fan was kept as nearly as possible at a uniform speed of 400 revolutions per minute. ‘The temperature of the chimney was taken every four hours by a pyrometer, at a point about 19 feet above the tubes, which was the only accessible place. The only means of ascertaining amount of coal used, was to measure amount left in bunkers at end of trial, and deduct this from amount on board at commence- ment of trial, so that results given are only approxi- mate. VESSEL. Length over all 241/ seo ikeel. 225 Breadth. oo 2 Depth......-. 17 6 Mean Draft at trial... ily ee St Displacement at trial, net tons . 2685 Cargo and fuel, net tons. , .. 1810 ENGINE. Cylinder’s diameter, inches Gs stroke.... Propeller diameter is pitch BOILERS—Fitted with Howden’s System of forced draft. Number. ee 2 Diameter - 12/ Length ........+.5-- At 6" No, of Furnaces, total 4 Diameter of Furnaces.. Sa7t Grate surface, square feet, total 164 Heating surface, square feet, total.... 6204 Ratio . 37.7 Diameter of Fan.... 48” Area of Air Main, square inches 576 Size of Fan Engine Hae Say PERFORMANCE.’ Boiler pressure, pounds 159.27 Vacuum, inches. . 21.86 Revolutions per min 87.90 Indicated horse power, H, P, Cylinder 300 “ “ ian hae “ 386 “ “ Te pe “ 421 Ag so Total 1107 Distance run during trial, mile rn 230 Running time, 17 hours and 40 minutes Speed of vessel, miles per hour...... 13,02 Slip of Propeller, per cent... rie 11.6 Coal, per hour, pounds...... 1867.8 ae as, I. H. P., per hour. lbs.. 1.68 st Af. per sq. feet of grate, * 22.68 Heating surface per I. H. P., sq. ft.- 2.79 I. H. P. per sq. ft. of grate.. 13.46 Air Pressure in Ash Pit, ins. of water. 563 Revolutions of Fan per minute....... 400 ae « « Wngine, per min. 182.8 ‘Temperature of Chimney, Fah....... 575° ut “ feed water, Fah...... 118° MAXIMUM PERFORMANCE, Boiler Pressure, pounds 165 Vacuum, inches 21.5 Revolutions per minute.. reg he) 90 Maximum power developed, H. P. Cyl, 317 “ rt “ sR 433 “ “ te Lae. # 473 iS om #8 otal sos .t 1223 I. H. P. per sq. ft. of grate surface... 14.86 The electric light engine was running for six hours, and steering engine constantly during trial. The last may seem unimportant, but owing to slack in trick gear and tiller chains, the engine had to make a considerable number of revolutions. _may be determined first, this decision also being refer- decrease of fuel expenditure. pound engine. : Meier AsHLAND, Wis., comes to the front again this as a Lake Superior ore shipping point with a son shipment of 2,220,000 tons. The comple are not yet compiled, but this approximate is very to the actual figures. f The first of the series of papers by Past Engineer Hollis, on the coal consumption, steam radius and engine efficiency of the new naval ships. appear in the November issue of the Journal of Soci of American Naval Engineers, Washington, D. C. ‘Tur Conneaut Terminal Railway Co., controlling th new ore and coal dock at Conneaut, Lake Erie. was incorporated a few days ago. The capital is fixed at $1,600,000, and the incorporators are Samuel B. Dick and A. C. Heidekoper, of Meadville, Pa.; Allen W. Cox, : of Cincinnati; Thos. M. Weller, of Youngstown, O., and F, &. Rittman, of Cleveland. x Be’ Mark W. Harrincron, chief of weather bureau, has sent out notice that the display of wind signals will be discontinued on the lakes, except at Milwaukee, Grand Haven, Manistee and Ludington, on the following dates: On Lakes Pepin and Superior, including Sault Ste- Marie, December 1, 1892, and on Lakes Ontario, Erie, St. Claiz, Huron and Michigan, December 10, 1892. a E. Platt Stratton, engineer surveyor t6 the Record of © American and Foreign Shipping, says he saw the whale- — back steamer now building by the American Steel Barge Co., intended for the World’s Fair. She gives) « evidence of great speed. She will have 2,600 horse power and 1,700 tons displacement, or nearly 14 horse power to every ton of displacement. The Atlantic grey- hounds, says Mr. Stratton, have only two to the same displacement, so that she will come close'to them in respect of power. : pict Mr. W. F. Kinc, chief astronomer of the Interior — Department and Canadian, commissioner to determine, in conjunction with Prof. Mendenhall, of the United States coast and geodetic survey, the international boundary between Alaska and Canada, will be detained at Ottawa for some time, as it is out of the question for © him to proceed to Alaska at this period of the year. The international boundary in, Passamaquoddy Bay red to the able scientists Messrs. Mendenhall and King. EMINENT’ astronomers say that meteoric showers are of cometary origin, yet, the present display has no connec tion with the mysterious cometary visitor in the — heavens. Professor Walter H. Smith, of Montreal, declares that the alleged collision of the earth with the comet, as reported by Prof. Snyder, at Philadelphia, was simply the advance guard of Biela meteors, which precipitate themselves in considerable numbers every seven years. The last display occurred here in 1885 and was due again last Saturday night. The meteors radiate from the constellation Andromeda. rs rr a PROPOSALS. U. S. ENGINEER OFFICER, HICKOX Building, 185 Euclid avenue, Cleveland, Ohio, November 22nd, 1892. Sealed pro- posals for extending BRast and West Piers at Fairport Harbor, Ohio, will be — received at this office until 2 p.m. of ‘Thursday, December 22nd, 1892, and then publicly opened, Specifications, blank — forms and all available information will be furnished on application to this office. JArED A. Smiru, Corps. of Engineers, U.S.A. 1-15 U. S. ENGINEER OFFICE, 34 WEST Congress st., Detroit, Mich., November 9, 1892, Sealed proposals for furnishing all labor, materials, and appliances, and excavating a ship channel 20 and 21 feet deep between Chicago, Duluth and Buf-— falo will be recived at this office until 2 p. m., standard time, on the following dates, and then publicly opened: For third section, Sailors’ Encampment, on : December 9, 1892; for seventh section, | Grossepoint Flats, on December 10, 1892; _ for sixth section, St. Clair Flats, December 12, 1892; for eighth section, mouth of Detroit River, on December 13, 1892; for second section, Little Mud Lake, on December 14, 1892; for fifth section, foot of Lake Huron, on Decem- ber 15, 1892; for fourth section, Mud Lake Shoal, on December 16, 1892; for first section, Round Island shoals, on blank December 17. will be furnished on application office. O. M. Pox, Colne Corps gineers, Bvt. Brig.-General, U.