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£82 of sea water the hull. would have to be considerable deeper in' the water, since sea water has greater density, and there- fore, has greater buoyancy. To deter- mine the approximate displacement of a vessel figure the number of cubic feet of that portion of the hull immersed..To | do this, simply take the mean of her depth for'ard and aft, and with her dver- age length and beam (what would be equal to an oblong figure with square ends and sides) multiply these three terms together, and divide as above. GENERAL RULES AFFECTING LIABILITY FOR INJURIES BY VESSELS. The one who sets up the defense of inevitable accident has the burden of showing that everything was done which could and ought to have been' done to avoid the collision. But a prima facie case of negligence and want of due seamanship must first be shown. held that the collision was not an in- evitable accident between steam ves- sels navigating in a dense fog under circumstances shown to be of gveat. danger where they failed to come to a standstill by a timely reversing; be- tween vessels going too fast in a fog; between a tug running at a speed of eight miles an hour in a fog and one, of the vessels in a large tow, whose tug was sighted at a distance of from 30 to 60 yards; between a drifting schooner and a'tow where the schoon- | er might have dropped her anchor; 'between a vessel moored at a wharf and another attempting to land in a high wind; between a vessel at an- chor and a steamboat whose stem was slewed around or running into a- well known eddy; in the case of a steamship whose patented steam steer- ing gear suddenly failed to act, it having also refused to act a few days Po oeevusly; in the case of a vessel which started out during a high wind which prevented her from being prop- erly steered; where a vessel dragging her anchor might have slipped her an- 'chor and set sail. The duty to stand by after collision ' to render such assistance as may be necessary, enforced by the early mari- time decisions, is now enforced by Statute. But these statutes: do not make absolutely liable for the collis- ion the vessel which, without suf- ficient excuse, fails to stand by, but merely put upon her the burden of showing that she was not responsible for the collision. And where the facts of the collision being shown, it does not appear that such vessel was in fault, and it does appear that the other vessel was guilty of a fault suf- ficient to account for the collision, In the following cases it was' - By seven TAE MARINE REVIEW the former cannot. be found guilty of. -contributory fault, mérely because of her failure to stand by. But a vessel has been held liable for a loss after collision caused by her inexcusable failure to render assistaiice.'"'The vés- sel'is, however, excused from the duty to stand by where it is apparent that, her assistance is not necessary, as where the vessel was near land. But it is no excuse that the erash was slight, or that the injured vessel did not call for assistance, or that other vessels were lying near by at anchor. So, also, the master is excused fram standing by where his own vessel would be endangered thereby. (Concluded.) NEW ALLAN LINER CORSICAN. The twin-screw steamer. Co"sican, the first of three vessels which are at present being built on the Clyde to the order of the Allan Line Steamship Co., Ltd., was launched from the ship- yard of Barelay, Curle. & Ca., Ltd., Whiteinch, on the. 29th ult: As. far back as 1861 the Whiteinch firm--but in their .old. works at Finnieston-- launched for the Allan fleet the steam- er St. Andrew, since which date it "has constructed upwards of a dozen ves- sels--both sailing and steam--to the same account. tended for the The Corsican is in- Liverpool - Canadian © Service, and: is 616 ft. long, 61 ft. 3 in, beam,'and 42 ft: 9 in. deep from bottom of keel to top of deck at cen- ter. In tonnage she will measure 12,- 000 tons gross, and her builders will fit her with triple-expansion engines of about 8,500 indicated horsepower, designed to give her a speed at sea of 16 knots. In her construction the vessel not only conforms to the high- est class in the British 'Corporation Register of Shipping, but possesses also considezable additional strength- ening in order to meet the owners' special requirements in the North At- lantic service. The hull is divided into separate water-tight compartments bulkheads, in. addition to which a complete inner bot- tom is. fitted, minutely into. «separate =Dallast tanks, having arrangements for filling and emp- tying each tank independently, so that the draught and trim of the ves- sel can be adjusted at any time to suit the conditions of service. There are four complete steel decks--orlop, lower, main, and shelter--and at the after end there is a long combined poop and bridge, sheathed with pitch pine, forming a promenade, which is assigned partly to second-class pas- sengers and partly to third-class. Above this is the promenade deck, sub-divided' which is reserved exclusively for first- class . passengers; and above _ this, again, is the upper bridge deck, on which are arranged the officers' quar- ters and the flying bridge for navi- gation purposes. Accommodation is provided for 300 first-class, 400. sec- ond-class, and 1,500 third-class pas- sengers. The first-class dining saloon is situated in the deck-house at the fore end of the bridge deck, and ex- tends right across, being lighted by large square windows on three sides. Other features of note in the first- class accommodation are music room, grand staircase, smoking room, etc., all being well designed, well lighted and ventilated. The second-class pas- sengers are provided for in a style differing but little from the first-class, and the accommodation - for 1,500 third-class passengers is on a scale at least equal to that- on any: other steamships in the same service. "The machinery of the Corsican con- sists of two sets of triple-expansion engines, with cylinders 28 in., 47 in., and 79 in. diameter by 54 in. stroke. Piston valves are fitted to the high- pressure and flat slide valves to the intermediate and low-pressure cylin- ders. Direct steam starting and revers- ing gear is fited, as are also steam and hand gear for turning the engines in port. While the designed sea speed is. 16 knots, it is estimated .that the machinery is of such power as to give the vessel on trial a speed of at least 17 knots.' A full outfit of auxiliary and deck machinery for steering the vessel, working anchors and cargo, etc., is, of course, installed. The.nam- ing ceremony, on the 29th ult. was performed by Miss Nita Allan, daugh- ter of Mr. Bryce Allan, of Wemyss Bay, The new vessel is due to pro- ceed on July 11th on her maiden voy- age to Quebec and Montreal. Nearly eighty years old, the sloop- of-war St. Louis has been sold by the government to a junk dealer of Phila- delphia for $4210. She was. con- demned by a board. of surveyors at League Island navy yard and her up- set price was -fixed at $3,300. The copper in her hulk, however, made her more than ,usually valuable. She was built at Washington in 1828 and was the vessel -with which Capt. Ingraham overawed a Hungarian squadron in the harbor of Smyrna. An American citizen was held prisoner on the Hun- garian flagship. Capt. Ingraham cleared for action amd served notice that he- would sink the entire Hun- garian fleet unless the prisoner was released up to a certain hour. When the hour came the prisoner was safely aboard the St. Louis.