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If a user makes a request for, or later uses, a photocopy or reproduction for purposes in excess of "fair use," that user may be liable for copyright The Columbia University Librari^ reserve the right to refuse to accept a copying order if, in its judgement, fulfillment of the order would involve violation of the copyright law. MASTER NEGATIVE « COLUMBIA UNIVERSITY LIBRARIES PRESERVATION DIVISION BIBLIOGRAPHIC MICROFORM TARGET ORIGINAL MATERIAL AS FILMED - EXISTING BIBLIOGRAPHIC RECORD ( 665 H55 Hillcoat, Charles H. Notes onjitewage of sHps. A handy book upon the stowage of cargoes, with wei^ts and measurements. New andenL ed. By Chas. H. HiUcoat ... London, Im- ray, Lanne, None & WUson, ltd., m&. 1919 • 2 p. 1., 237, ill p. 1 illus., 2 fold. col. plans (incl. front) 22i*». 1. ^towage. Libraiy of Gmgress VIC235.II5 l2i RESTRICTIONS ON USE: TECHNICAL MICROFORM DATA SIZE: REDUCTION RATIO: IMAGE PLACEMENT: lA IB IIB DATE RLMED: ^l/W^S" INITIALS: TRACKING # : FILMED BY PRESERVATION RESOURCES. BETHLEHEM. PA. ^^^^^ 5 O MC0 U1 oorsj o 'CP' o cr o %_# ^^^^ ^^^1^^^ ^^^^ IM s 'Ml 3 O 8 1.0 mm .^^^ *\ 1 ^ nnm ^ ~ ^ Xa%J llllll 2.0 mm ABCDEFGHIJKLMNOPQRSTUVWXYZ ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdef gh ij k I m n op q rsttivwxyz 1234567Bd0 45V •O II till ABCDEFGH I J KLMNOPQRSTUVWXYZ alMXiefghiiklmnopqrstuvwxyz It o ■o ju "o "D 30 3C u 7? O 09 Ol 3 IS 11 o 3 IT €8 1^ 00 IM 8 6^ "0^ 4^ r This book is due two weeks fro date stamped below, and if not returned or renewed at or fore that time a fine itf five cents a4ay will be incurred. 3 CJI HQ 1^ 3'lll^^l!l ^ 3D f4 CD' 00 IM 3 ^u^j^ ^^^^^ ^qlr ^^^^^ O PI (DO ^J^) jUjg^ jfcHlfc. 0>3 '3!' .X < X M CO ^^^^ '''WEllyiLiyirii Oi - io if 00 a. |. |g 1^ I III 1.0 mm ^ 1.5 mm 2.0 mm ABCOtfGHIJKLMNOPOHSTUWMiyZ ■■C*i|lNMnwwi«l«i lM iiiiw w l23«5t^ ^ ABCOEFGHUKLMNOPQRSTUVWXVZ ABCOEFGHIJKLMNOPQRSTUVWXYZ alxdefgh^klmnog^tuvwxyz ABCOEFGHIJKLMNOPQRSTUVWXYZ ^ _ alicclefghijklmnopqrstuvwxyz 2.5 mm 1234567890 6^ 1^ o •D m -D rn ■ 1 ^ S O 00 > O U1 3 3 IN) O 3 in I IN) « ^3 9 o ni Q.-fl \ CARGO PLAN OF ©(Dim WHEEL 1 HOUSE CALLCY ■MNWMi CHART HOUSE leO TON^ COAL AIjONCSIOC CftiS. CASING > IT • \ / ! \ssfmi I / \i i ea« GD iiriiiiiihk 01 o m CD Q HQ IV a ^^^^ m 'MM' ^^^^ X "NT 3 3 in o o 3 '3 ^iiiii Oi o is K p r 5;:: i.^ Ik^ 1.0 mm 1.5 mm __. ABCOEHIHIJKLMNOPQRSTUVWXYZ »luvw)tyil234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ abcdefghijklmnopqrstu\/wxyzl234567890 ABCDEFGHIJKLMNOPQRSTUVWXYZ ■ -.hi abcdefghijkl mnopqrstu vwxyz 1234567130 ABCDEFGHIJKLMNOPQRSTUVWXYZ a bcdef gh ij k I m nopq rstu vwxyz 2.5 mm 1234567890 4' ^^^^ q O n 30 ^ ^ > C M 1 ^ = o «» O (0 3D id- CJI in I o 3 §8 Is 30 o ^^^^ CARGO PLAN OF OfiTurtta dumber... .9C06S Oross Tonnage . ^ ^"^^ JfeOf Tame^e /tf-^tf SUM iWARY OFCOAL CUmCI TIgS Alan^stdeJ^&B Oui/i^ 7^ Tans (bai^ ZS3 Tom CARGO PLAN OF to bc'traastRpped 0ntn44l ytanitr. .9CO^^ Oross Tonn/M^e. - Z84'3 JTeOf Tonnage. 1iS4S SUil WAfiy OrCOAL cab^ci ties A1an^suU<£&3 (astng fSO Ibfm IkmmulheMossButUtmf*..^. fit p as NOTES STOWAGE OF SHIPS A liaiMljf Bmk unhi the Stmmm «f Caiiici, New and Enlarged Edition. BY Chas. H. HILIXOAT, Hiifff Marimr. COLONIAL PUBLISHING COMPANY 225 WEST BROADWAY NEW YOWC 1919 2,-3.- 2^ ^ G / 5" TO THE FIRST EDITION IT U nearly twenty years since the collection of these ■ notes was begun, as I found that a thoiooghly reliable, up-to-date, and handy manual on Stowage was much needed for all branches of the Merchant Navy. To make the work as complete and concise as possible, every effort has been made to include only such particulars as are absolutely essential, leaving out all unnecessary explanation and elaboration of detail, which every oflker should be thoroughly acquainted with in the usual course of his business. No excuse is needed further for the production of this little work, its utility being at once apparent, and in all likelihood will be its own apology. The Sicmd Edition hm been entirely revised and brought up-to-datp on the same concise principle as the original issue. Jmne^ 1904. The Third Edition has been carefully revised and brought up-to-date. Sufficient extracts from The Boatd of Trade Regulations have been inserted to give all the necessary information required of the Regulations for the carriage of Cattle, Grain, Explosives, and Dapgemis Goods. July, 1914. STOWAGE. ACETATE OF LIME is obtained from the Add Liquor produced Kls ioS^Mr I» bags aocwt«towin 80 feet. In ^^^!!:^fn^°^K ^ <»««rf in con- AnhvZ ^YT'^ ^ '^'^ Hydrated and Anhydrous Acds, according as tbey contain water or iJrt. There IS. however, a second group which do not contain Oxygen ; in them theelement Hydrogen isalways present, hence they are <^ Hydro- ^ul\ l^V""^* important Acids are Hydrochloric Acid (Spirits of Sdts), Hydrocyamc Acid (Prussic Acid). Nitric Acid (aqua fortis) Sulphuric Acid (Oil of Vitriol), Sulphu/ous Acid. Phosphoric Add' ^bonjc Add Acetic Acid. Citric Acid, Tartaric Acid, Ox^Sc Xdd' ''^"t"" °' ^"'P'"'"= Add. which formic hMBrf our chemicaJ manufactures. It was discovered about 400 rf^tri^? f7 ^.^'^"^^^ Basil Valentine, and was then called ofVitnol, from Its oily appearance. The brown Sulphuric Acid of ^^^^•}^y^^l-^^n^nres and manufacturing aerated vratns, is (rften shipped to different parts of the worid packed ^ fan* of acids are sometimes carried abroad MslMZt^^^^T^- ^ important, however. tC u!^to{h a /f '^^^^ °f ehmat Z arv t„ ^ ' om"softht vma ia which tbey are to be seat. It is custom, q^tit^"^r ^ securely stowed, in^S STc^t r^",?*?"'' '""^ ^ «««'P«s « partly neuSdl^ 7'""' '* P*'^'^"'' : °ff a white S'^^ not materially harm the others stowed ?Zdt «s« If possible, should be thrown overboard at oncT In sional Z^tf ^ P'^'' °' '° * clear of the rail. Occa- TW^n2^^°°f l^^* been taken abroad, dec?. Z A r°**y ""^ blodted oir, in one of the •t^reen S^mhrSt^r,"'?*'*""'^,^" whitlntag. ^ttt«r destmatwn a few j«s were fomid damaged, but other- ACIDS— -ALCOHOL. wise the consigiimeiit was in good order. When acids are earned on deck ttie? should he receipted for as « On deck at shipper s ndc ami expense." Acids should never be stowed in the same compart- nent with dry or valnable goods, the fumes alone ^r^^^^^^^ damage to certain other articles. When cargo of Am carrii in any quantity below the deck sufficient ventilatiOD sIioiiM be ensured before any one is allowed to fP'J^^^^^. ^ ^ Sulphuric Acid, 4 jais in one case p«:ked m whit«iling> flo cwt, "^Snl^lwttk a jara in one case packed in whitening, ao cwt stow in a8 feet* Carboys of Tiiriol carried only on im^ ao cwt stow in no feet. Sulphuric AM shipped in Japan, packed wiOimit iny chalk or whitening {dangimu in «arry), 20 cwt stow in 60 feet, [Su Dangerous Goods and Exptostves.] ALGOMOL.— A colourless liquid of burning taste and characteris- tic odour, ▼eiyinflainnable.lighter than watwr, and caimc^ befr^. Fermented liqpl^ contain from 10 to 50 per cent, of 4t, accoriUng fitthmr stienffth A» a medicine, Akoholic fluids are found useful . Men acaistomed 10 hard wo^ind they can do better mt^ thiawithit As cargo it rfioiild be tieited as liqaids. [Sa ^mm *"off?'Alcohirf weigh 336 lbs., measure 11 feet 8 inches each. • In casks, 20 cwt stow in 80 feet ALE A!«PBIK1.-Whenreoeiiringcargoof this nature in the first nlace that the packages are outwardly m good order ana lealriuT^ightly broken, or having bent staves ^SZZ received. Cases or casks which ^ave ^^^^^ aptled. or in the least degree marked by hammer Jthec fdiiaed altogether or opened m the P[f ^^^^^^f^.^f^ the cooteitt re-counted and examined. If y^^6^**^J^ far aidi packages the ship must bear the ^'^P^f that may result It is a common plan among ^^'^^^J^^^ «1 pass' off cases or casks which show X^^ZL^^S^ with^excuse that the Custom House o«k«»openedrtt»^^^ themselves before shippingjCtc^c^ ^S'^lT^ correct, should never be rehed on; « ^ •Sl^anSJoerwiU goods are deEvered at the port of ^^f^'-^t^^^lLw^^ List on having the packages opened andexanm^ ii^lm smA dfauQfftacewill certainly have to be paid for. Native mm womferfuUy e«p«rt in detecting a doubtful ALE AND BEER. 3 package; a inark or strange nail on a case is enough to arouse suspicion ; they are sure to refuse to take delivery unless opmed and examined. Therefore, the only safe way is to insist on the packages being in all respects identically the same as when they left the packer's hands, free from the least mark or sign of having been opened. The consignee has then no option but to receive the goods and grant a clean receipt for them. He has only a right to examine the contents when the outside of the package or case shows the smallest indication of its having been opened in transit, without his knowledge or consent. Barrels or hogsheads of ale should be carefully stowed with gdod soft wood beds, bung up and bilge free. For long voyages it is not wise to stow near large quantities of coal or sugar, as the heii or mmsture may cause damage to the contents. Always stow dry goods on top of, not under, hogsheads of ale, etc. Beer will receive damage from Tar, Bales of Musk, Essential Oil, Assafeetida, Sandal Wood, or other highly scented articles, if stowed aujrwhere near. Never allow the labourers to handle such packages roughly ; they should not be jerked or thrown down, or the bottles will be broken. Stevedores will sometimes use such goods to block off heavy articles. This should not be allowed ; use something more solid. Always have an officer, or some sober reliable person, in the hold when the men are working amongst Beer, Wine, or Spirits. Hogsheads of beer weigh 6 cwt., measure 16 feet each. 20 cwt. of bulk Beer stow in 54 feet. 20 cwt. of casks (Bottled Beer) stow in about 80 feet. ALOES. — Aloes have a dark resinous appearance and an exceed, ingly bitter taste, although free from smeM. They should not be stowed among dry or valuable goods. ^ Lign Aloes or Eagle Wood — Aquilaria Agallocham — is said to be the article referred to in Scripture : it is used by the Orientals for perfuming their temples on certain festive occasions. The leaves and roots of the Agave or American Aloe furnish a coarse but tough fibre known as Pita Flax or Macuay. The juice of the leaves is also used as a substitute for soap, and will lather in fresh or salt water. The finest known Aloes are supposed to come from the island of Socotra. They are packed in mats, generally in small quantities of 20 lbs. wh. Id cases, 20 cwt. stow in about 56 feet. ALMONDS.— Packed variously ; treat as choice freight. Hogsheads of 770 lbs, each, 20 cwt. stow in 120 feet. 4 Bales ol tiollMi.fl«:li,aocwt8lK»w in xoSfeet Cases III iiieiM A]iiioiid% JO cw^^ Bigs of sUled AIihoimIs, 20 cwt slow in 70 feel. ALUiC — ^Alam is a colourless crfstalline substance of very •atiiiVent add tasto. Largely used by dyers. It should not be stowed among dif or fierishable goods, as it causes condensation and damimess, especi% on long panages. Packed in casks, cases or bundles, ao cwt siowinabont 56 feet. AlfBUL— A baid and brittle substance, having a leiittotts lustre whicb varies in cokmr between a pale straw andaTeddish-orangeor brown.; usually transfiarent but often clouded and opaque. The commonest kinds of amber are used to nudm vandsh, and the more v^uablc kinds are employed for necklaces, pipe mouthpieces, and other purposes. The laigest European Amber deposits are Ibnnd on the Baltic shores of north-eastem Prussia. About 80 tons a year are dug up there, and the supply appears practically inexhaustible. To be treated as valuable cargo and safely stowed under lock and key. Packed generally in cases of various sizes. AMBERGRIS.— Usually called Gety Amber, a morbid seaeticiii of tie sperm wliafe. is found floating on the sea, and on tiie shorn of some countries. It has a peculiar, sweet, earthy odour, and is employed as a perfume. Being a valnalile article, it should be caie- fully looked after. AMBOYNA wood.— a valualii wood obtained from the Spice Mands, and used for inlaying, etc. Itmay beused as brokenstow- •§> or as dunnage for d^ cargoes. 20 cwt. stow in 50 feet. ANCHORS AND CHAINS, Etc.— ForSteam Vessels and Sailing ¥esfld8. Sm Tables at end of the book. AM If UNITION.— AliBlRITE.-5A; Gunpowiltr. [Sm Ai^ndix relating to the Carriage of Dangerous Goods, etc.] ANISEED.— A Mght seed in bags. 20 cwt. stow in 120 feet. ANISEED OIL.— In tins and cases. Weight, 70 lbs., measure 13 ins. X 18 ins. X 35 ins. equals cubic feet. (S^ Oil— Esaenlial on.) ANTIMONY ORE.— In receiving as cargo be careful that thebags are in good condition and not full of holes or perished, as they often are. Usually shipped in bags of 132 lbs each. 20 cwt. stow in about 20 feet, sometimes less. APPLES. — Barrels of American Apples are generally stowed in the 'tween decks, bilge-and-cantline, other light goods being used to choke them off. Care should be taken to give plenty of ventilation ARROWROOT 5 Be careful to put beds under the lower tiers. Barrels of Green Apples average from 145 lbs. to 155 lbs., measure 6 ft. 6 ins. each. Barrels of Dried Apples weigh 138 lbs. to 170 lbs., and measure 6 ft. 10 ins. each. Boxes of Evaporated Apples weigh 50 lbs., measure 7 ft. 6 ins. each. One ton of 20 cwt. stows in about 90 feet. APOTHECARY WARE.— To prevent any unforeseen difficulty or damage to other goods, it is always advisable to clearly ascertain the nature of any package shipped under this heading, and to stow them accordingly. APRICOTS (Preserved) . — Stow as dry goods if the contents are in tins. Boxes generally contain 2 dozen tins of 2^ lbs. each and weigh 67 lbs. to 70 lbs., measurement i ft. bins, to i ft. 7 ins. each! Oises of Apricots, 20 cwt. stow in about 50 c.f. Cases of Apricot Pulp, 20 cwt. stow in 55 feet. AREGA NUT.— Wdl known in the East as the Betel Nut." Natives use it mixed with pan leaf and chunam or lime as a masticator. It has the ^kct of dyeing the teeth and lips of the native womra a bri^t crimson, and is considoed to impart a fragrance to the buHith. When green and shipped in baskets and bags on l<»ig passages, it tiftoi causes damage to otiier articles in the bcddby its heating properties ; it alsogtues off a dangerous gas, faUA to ammal Ufe, Give ^enty of ventilation in stowim^ and ke^ the hatches off as mudi as possible on the voyage. Bags nsuaUy run 100 lbs. each. One ton of 20 cwt. stows in about 60 feet. ARNOTTO.ANNATTO*—lfeedfordymng purposes. Hin casks pickled should be treated as moist caigo. Casks wei|^ ^ cwt each. ARRACK.— A distiUed Mquor used in the Wast Tlie fermented |uiceorss^eztractedfromthe pahntiee is calM Toddy, and Arrack is distilled from it. Casks or kegs should be stowed tlie same as Brandy, Wldsky, etc. One ton, 20 cwt in bottles and cases, stows in about 75 feet. ARROWROOT.->This name is applied to the produce of varions plants from whicli a pure kind of starch is obtained ; being very digestible and nutritious it is largely used for dietary purposes. In stowmg it should be treated as dry goods, and kept free fiom smells and dampness. Shipped in bags, boxes, banels, or cases, sometimes in tins. One toQ of 20 cwt. in boxes stows in about 70 fett Oae ton of 20 cwt. in bags stows in about 52 feet A^Plf AT TIT ARSnHG^A bdttle cijmtalline substance of steel^gtey colour mmatimg omsidmlile netaUk liistit. It ocoussometiiiies in the mm ftKte^ but mom Irequentlf in conibiimtum wl^ sol^iir «ad the iiiitail ii8iia% called mmnkalme^ The coapoiiiidft of anenic are dangerous to animal hie. It sh^ild not bestowed near articles oi an edi^e nature. One ton of ao cwt. in cases stows in 22 feet. A ihroQS inconibiistiye nineial shi^iped in casks or cases» scnnetinies in bales. When dean has no objeetioiiahle S, OR FINE GOODS.^Shipped from al) parts of the wwld, vary in size and weight as in vahie. Scnne desoiptions sent from Manchester to Red Seat ports average quite one ton each. The stowage of fine goods requues time and attention. It is not an unusual thing to find two or three thousand tons shipped in about the time it would take to load as much coal. Goods of this description tumbled into thar places, and blocked ofi with any- thing that comes to hand» cannot be consideved as propedy stowed. When at sea, and subject to the contmued motion of the vessel. lO BALLAST. *^ destroy one another. Steam vtamhhmt a vibiation day and m^t when under wdgh. known as paniing. Goods, unleas well stowed, are consequently nihbing against each other even in cakn weather. Hooks should not be used by the stevedm's neii whilst working bale goods. NeveraUowabaie to be hoisted in or oot «~S«0 Woods. BRIMSTONE.— 50» Salpliiir. BRISTLES.— Hairs obtained chiefly from the backs of swine. Packed in barrels of 10 cwt. 20 cwt. in casks stow in about 96 feet. Bristles for Cliina, packed in cases, measuring 4 ft. 6 ins., generally weigh I picul nett. No. i— | 250. No. 2—1 125-150. No. 3—1 50. BULBS. — A vegetable root shipped in considerable quantities. Cases should be carefully handled, and stowed in a dry cool part 20 cwt. stow in 80 feet. BULLION.— S I f» 32 to 38 ^bB' „ 8 ins. Cases of Squash w&gh 76 lbs. md measure x ft. 8 ins. each. Hall box of Starch weighs 4B to 64 lbs. and measures i ft. 2 ins. to a ft. 7 Ins. 1 Barrel of Staicfa weiglis"23o to 250 lbs. and measures 5 ft. 6 ins. One case Flofida Water measures 2 ft. 10 ins. One Case Taseline measnres 9 ft. x in. 2 doK. Tins Apcicots ^ to 70 lbs. and measure x ft. 7 ins. 2 do2. lins of Aivples iweighr70 to 91 lbs, and measure x ft. 8 Ins* to 2 ft. xo ins. each. tiliriTlliiRlllAo* — ^Kimsii rly, or the ^istmng Beetle. Tne powder and tincture* of a hi^^poisonous nature, have a medicinal value. The strength of this poisoD may be estimated when it m Imown that the XiX>th part of a grain will leaire a lar^e blister on the ip of a human being. It has a disagreeable, slddy odour, and wliether in casks or cases should not be put amonf edible goods. Only shipped in smaU quantities. CABITON MATTlMG.~In tolls, 20 cwt. stowin about x6ofeet. CANITAS. — Sails, Awnings, Sail Goth, etc., should not be stowed where they can become damp or get stained by lion rust, as would result if stowed against stanchions, etc., in the holds. Loose news^ papers or pieces of blown packing paper should be spread about when mts are around, otherwise they wll destroy the canvas by eating holes in it. The length of canvas contained in a bolt is from 3X to 43^ yds. Bc^ts w^gh from 29 to 49 lbs., and measure 24108. by 9 ins. by 10 ins. 20 cwt in bales should stow in 47 feet. CSAOUTCMOUC— imiitt-niliber. CiAfSRS. — ^In kegs, 20 cwt. stowin about 70 feet. ClARTHAMUS SEED (sometimes called Surm 5««8.-~In bags 20 cwt. should stow in 60 feet. CARDAMOM S«--Iight. dry teeds, packed in bags, boxes, bundles, or lobins-^usuaUym boxes. They have a rather pleasant odour, but should not be stowed near tea, butter, etc. li cases, 20 cwt. stow in about 94 feet. CASKS, BARRELS. ETC. 28 GAROBS.-— Shipped in casks from Italian ports. 20 cwt should stow in 31 feet. CARPETS.— Persian Carpets are generally shipped in rolls. 20 cwt. stow in about 80 feet. Bales in 140 feet. GARTRIDG£S.-^00 Anunuiiitioii. CASHEW NUT.—Kidney shaped, the kernel oUy. but pleasant and wholesome. It is sometimes mixed with wine, and ateo mm chocolate. A kind of gum exudes from the bark, not unhla gum arabic. 20 cwt. in bags stow in 75 feet. CASKS, BARRELS, KEGS, and PUNCHEONS, etc.— Owners have often to pay large sums of money for the loss sustained by improper stowage of casks. It is usuaUy allowed to stow 3 heights of tripes 4 heights of puncheons, 6 heights of hogsheads, 6 heights ot tierctt of beef or pork, and 8 heights of flour or bread barrels. Authorities differ as to the best means of stowing large quantoties. Casks properly stowed either bilge-and-bilge, or bUge-and-canttoe. will under ordinary circumstances turn out in good order. The following is the opinion of " Stevens on Stowage." " In stowmg let them be carefully beddedand quoined ; use thesKcein Pr^^«ce to the crowbar ; see that the bung holes are all up, the bilge wee and the heads clear ; the beds should be thick enough to keep thebUee clear when placed near the heads, commonly called the ^P*'*®^' which is the proper position, being the strcmgest part of the caslL Let the chines meet, so that the chine of one cask shatt not work into the head of the next." Ainsley says: " Place them exactly fore-and-aft. bung up and bilge free. wiOl quoined with three inches of soft wood beds, andnottrustto hanging beds. AUUqmds should be bUge-and-cantEne for two reasons, ist.— When stowed in this way they are much safer ; in fact, they almost stow themselves. and. Because you only require ^ size of the head of the cask to stow each tier, thus economising space. Plenty of quoins should be used in stowing casks. The bilges should be free, not only from underneath, but from the cask also on either side ; they must be stowed ctose untU the longer is completed, and then wedged oft by driving quoins in each upper quarter. If the casks are not exactly in a fore-and-aft hne the chines will crack, and get broken in break- ing them out of their places. The space between casks should be filled up jist high enough for the beds to rest upon, that the strain from the upper heights may not fall entirely on the lower casks. * This IS good advice, especiaUy if little time is allowed for stowing 14 CASSIA AND BUDS t j in f loii fittini Qn ft vofftije tliaii casks stowed louglily bilge^ftiid.- AmM sicyiiiiig GaskB of oil or graase over casks of beer or wine, la stowng a iftise q^Miittty of casks m aiiyliola begin anudsbips, md slow tbe inl longer loiifr«nd^ ; then slofw each tier out towaiidB the wings, bei^ cai«fnl to see the wing casks wdl blocked oil, as they haw to stand against the weight of the rest when the shi^is wwddngat sea. Avoid lifting full casks with case-hooks. Caw containing liquids should never be stowed over casks containing diy articles. Care shonld be taken when receiving empty casks lor stowage below that they are kept bung up« so as not to damage other goods in the same hatch. This has'occnired, tsptdr ally on coasting vessels carrying empty oil casks. Empty pahn oi casks wtig^ about 270 lbs. each, ao cwt, stow in 400 feet I tun. 452 gallons I puncheon 84 »»* I hogshead % », DHIINSIOIIS AND GALLON CAPACITY OF CASKS. ili4i6BDl||||J||illl^^^ [Elli^VfliMliifc^l^ CiSOCXibC^ll^tiS IJQIi KL in. * It. in. i^Qoiis. i'brti. pipe 4 *** ^ *** iX5toxz6* Do*f hogshead..*. ••».••••••• 3 ^ ^ ^ ••• 5^ 5^* Sheiiyj butt 4 a ... a 11 ... aoS— 112. Sheiiy» hoyhead... ... . ... 3 2 ... 2 4 ... 54 5^* Ifuiala, pipe 5 5 ... 2 8 ... 90 — 96. Do.|, lio^jsheftd.«.»...t... 3" 5 ^ ^ 45 4^* fiks&dllff: 'pipe "4 4' ••• ^ ^® 114 ~~" Do., hogshead.... 3 4 ***' ^ 4 •*■ 57 59* iKiBi, 'pi M i C iieo n ............ 3 ^ **■ 3 ^ *■* '90*-— '9C^ CASSIA AND B1JDS.— Over one hundred species of this plant (Ki^hm FuMa) are known to exist. The bark and loots of several ffecies am used medidnaUy. Othen are used as substitutes for Coftee, and lor tanning purposes. Cassia bark or China Cinnamon is often used asa substitute for the true cinnamon. Cassia budsare ila doves and are used in confectionery. Slow in m diy part and away fmmany articles liable to damage. » CATTLE. 25 Gaaain Bndt from China packed in cases measuring 4 to 6 feet weigh I picid nett. Value $27 to $38 per ptcul. Cassia Lig^ea, shipped in China ports, is packed in cases measur- ing 5 ft. gins, to 6 feet and weigh 60 catties nett ; 4 ft. 6 ins. to 4 ft. 9 Ins., weight 50 catties nett. Frail cases^ Value $15 to $24 per picul. Broken GaMlft, in bales or bundles, average 3 feet measurement, 100 catties weight. Value I4 to $8 per picul. 20 cwt. of Cassia in cases should stow in 184 feet. Cassia Buds in cases, 20 cwt. stow in 130 feet. 20 cwt. of Cassia in bundles stow in 130 feet. Cassia is never put into a tea cargo for England ; for America cassia in mats is shipped without prejudice to the cargo ; the mats, which contain i lb. and 2 lbs. each, are stowed under the beams, etc., and where nothing else will go. CASTOR OIL.— S^tf OU. GAST(MK SEBD.~2o cwt. in bags stow in about 70 feet. CATTLE . — Large numbers of cattle are carried by steamers from America to the U.K. and Continent. The stalls are fitted by experienced carpenters and are strongly put up, the thwartship beams being 4 inches by 4 inches thick; they are carried across from side to side. A few planks are nailed between eveiy four animals. They are placed fedng amidships, to enable the attendants to feed and water them. Where cattle are carried between foreign ports, or between the U.K. and Continent, it is advisable fer the master and officers to obtain all informatMm necessary to pre- vent tnmble with the authorities. Every nation has some pariScular law or act regarding the ^pfMug and carrying of animals, and to enabled those on board to obs^ve and cany out such, full information should be sought and obtained. The Government of the United States having framed their Cattle and Grain laws as much as possible in confonnity with tiiose of Great Britain, there is no difficulty in understanding and canying them out. The U.S. Department of Agriculture, and the Govern- ment of Canada, have issued Orders with Regulations for the Transport of Animals to Foreign Countries, 'which are given in the foDowing pages. Use every precaution against fire. ABow no smdring about the decks or below during the voyage. Each animal has 6 gaUohs of fkesh water per 24 houis, and 14 Ibt. of hay. 2^ CATT I jE. />/»t>4TLi g^A*nrt'tt- ■TMaAT^iP lilts Ui/iS/iJN CAl 1I«IS IKAIIXL, In the report of the Departmental Committee of the Board of Trade atod Agriculture, to inquire into the Transatlantic Cattle Trade, a great many witnesses were examined, and recommendations were ejventually made by the Conunittee for the proper carrying on of the Cattle trade to the United Kingdom. The Board of Agriculture and Fisheries was accordingly authorised and exercises powers under the " Diseases of Animals Acts. 1894 to 1909/' ORDER or TUB BOARB OF AGRICULTURE AND FISHERIES. (Datsd 22NO Apkil, igto.) FOREIGN ANIMALS ORDER OF 1910. With Amendments to 1913. Imkrpretation. I. — ^In this Order, unless the context otherwise requires : — **. The Board " means the Board of Agriculture and Fisheries : " The Act of 1894 " means the Diseases of Animals Act, 1894 : " Cattle " means bulls, cows, oxen, heifers, and calves : **Aiwiiais" nwant cattle, sheep, and gottts. and all othw ruminating ^aiitMaii, aiid swine : '' CaroMt ** niians the carcase of an animal, and includes part of a carcase. smI fhi meftt, lloats. hide, skin, hoofs, horns, offal, or other part of an animal, separately or otherwise, or any portion thereof : ** Scheduled country " means a oymntry or part of a country included in the First Schedule to this Order : ** Foreign " applied to animals and things, means brought to the United Kingdom from any country out of the Unitad Kingdom* and "foreign conntry " includes any such country : '* Foreign Animals Wharf " means^ part of a port deined liy Spocial Order «{ the Board for the laadli^ of foreign animals snl^et to ilmightor at tit port of landing : ** Person ' ' includes a body corporate : *' Fort '* indades place : ••Superintendent of a Foreign Animals Wharf" includes a foreman or wharfinger or other person in charge of a Foreign Animals Wharf : " Market anthority *' means the person in occupation of a Foreign Animals Wharf, whether as owner, lessee, or otherwise : ** Reception-lair " means a lair adjacent or near to the place of landing which is set apart for the reception of any animals immediately after landing for the purpose of their examination : Lairage-men " means men specially appointed by the market authority for the purpose of landing animals at a Foreign Animals Wharf and feeding and watering and tending them in a reception-Iair : "Disease" means cattle-plague (that is to say, rinderpest, or the disease commonly called cattle-plague), contagious pleuro-pneumonia of cattle. foot-and-mouth disease, sheep-pox, sheep-scab, or swine-fever : fidd«r * * means hay or other siibitaiice commonly nsed for food of animals : " Litter ** means straw or other inhstance commooly need for bedding or otbarwiae for or about animals : Master ** includes a person having the charge or command of a vessel : Otiier terms have tht'SanM' meaning m in tlia Act of 1S94.' ' CATTLE. 27 Chapybb I.— Amimau ^iiov intbndbd to bb landed at a FoRBiGif Animals WHAKr. Prohibition of bringing Caiiti, Skmp, GMis» or Swim from Sckedulti QtwOrf into a Port in Great Britain. 2, — It shall not be lawful, except under the authority of a licence granted by the Board and subject to any conditions thereby imposed, to bring into a port in Great Britain any cattle, sheep, goats, or swine brought from a port in a scheduled country, but this Article shall not apply to any vessel not bound to a port in Great Britain vihidh comes into a port under stress of weather or for repa^ or for any purpose other than the aelivery or shipment of caigo. Conditions applicable to Vessels while in port. 3. — In the case of any cattle, sheep, goats, or swine brought into a port in Great Britain from a port in a scheduled country, the following oooditioaa shall apply while the vessel is in the port, namely : — (i) The animals shall not, except under the authority of a licence granted by the Board and subject to any conditions tb^by imposed, be removed from the vessel in which they are brought to Great Britain, and then only in accordance with the provisions of the Diseases of Animals Acts, 1894 to 1909, and this Ord^. (ii) Except where the licence otherwise provides, the animals shall aci be removed from the vessel until they have been examined by a Veterinary Surgeon on behalf of the Board, and any Inspector of the Board or Veterinary Sorgeon employed for that purpose by the Board shall be per- mitted to examine the animals at such time or times as he may require. (iii) No person, except Inspectors of the Board, Officers of Customs and Excise, and persons while actually engaged in tending the animals or cleansing or disinfecting the pens, shall enter a pen in which the animals are, or have recently been kept, until the pen has been cleansed and das- infected. (iv) Every person upon leaving a pen in which the animals are or lutye recently been kept shall thoroughly wash his hands with soap and watw and disinfect his boots with a live per cent, solution of carbolic acid, and every such person landing from the vessel in Great Britain shall tali» Boch other steps as may be necessary to disinfect his clothes. (v) The vessel shall, from time to time as .and when required by notice signed by an Inspector of the Board, be cleansed and disinfected aa f(^w8 : — {a) All parts of the vessel with which the animals or their dung have come in contact shall be scraped and swept and then thoroughly washed or scrubbed or scoured with water, and subsequently disinfected in the manner prescribed by this Order. (b) All fittings, pens, hurdles, or utensils used for or about the animals shall be scraped and then cleansed and disinfected in the same manner. (c) While any part of the vessel is being cleansed or disinfected all animals shall be temporarily removed therefrom. (vi) While the vessel remains in any port in Great Britain, all dung of the animals, and all litter, scrapings, and sweepings removed from the pens, shall at intervals not exceeding twenty-fonr hours be thoroughly mixed with quicklime and thereafter without delay either be destro\ ed by fire on board the vessel or be disposed of as an Inspector of the Board may direct. PrShibition of landing of Animals from certain Foreign Countries^ 4 — (i ) It shall not be lawful to land in Great Britain any animals brooMtt irora a port in a scheduled country. It shall not be laidnl to kuid in Great Britain any animal exported from the Cape Verde Islands, Madeira, the Asores or the Canary Islands. ProUi^ of Lm>mt i4 Smim, fnm m Vnm Sflu t/ Amnicm. J^nAMion ofLmmd^itg of Carcases, etc. It ahall HOC be lavfol to kuid in Great Britain— <>f ii*ich has died or been efam^tml on boud m 1^ ^ 5 scheduled country or dwSg StpwlieSiS (6) the dn^ oi ny each animal : or • ^*^^SiSf?T**'~^ '^"^ ^ ^ ""^^ to My wdi ^'JSLf ^^'k^'iI^^'**^*^' °' abo«ti^siA animal rS2.^iSi:*±S ^^'^^ thoroughly washed orS:^Sb^ SLSSTS •»« "J^^^tly disinfected in the manner pre- ££?f^*Si*1 ^l*^ permission of an Inspector ofZ I T^S^Sl ^* landing thereof has been obtained «» ««« '^l*ir^^^''^^ ^ _ <^,n firom the oi^Tor consignees m any court of competent jurisdiction (2 ) The animals shall after they have been taken charge of by the owners or consignees, be suppb«l by the o^mers or consignees with a pro^ and aent supply of food and water. ^ ^ shljl^bJ^?«l7I?r ^iti^K ^"^"^^ ^ accordance with this Artide snail oe gruel or milk or other proper food. ' (4 ) H an animal remains without a proper and sufficient supply of food or ^^ii^ei^l^^^^Ali.''^ ^^^'t' authority.^! the owner, and ^e consignee Mid the person in charge of the animal, shall, each according to and in respect of his own acts and defaults, be deemed guilty of ^offS^I iSS^r to th^* ' ■ ""1^' P«^«>" Hable^Spply^o^'and ot^J^i ammal when charged to prove the proper and suffident supply of food or water or both and the time when the ^ime was so suppUed. Movement of Carcases, Manure, etc. fromTpo JlT'^'i*'^ ^^^'^S' shall be removed oU^e^a^^ permission of an Inspector Jfei^^of^n'lS" as af irit?H^°*P*^ ?°*^ ^ s«ch carcase or thing S^t ^ ""^y introduce disease, the same shall be destroyed or othem^ aeait with m accordance with instructions given by the Inspector. Removal of Fittings, ete.» from FwigH AmimMs" Whmf. ab^uT'ji-^ Fittings, pens, hurdles, or utensils that have been used for or VWharfSSJ^^ ^""^ ^^""^^^ ^ vessel at a ForeignAm^S unle^T?^^ dismfected m the manner prescribed liy this Order and ^^l^T"" °' of the Soard «^ S I' an Inspector of the Board is of opinion that any such thing as alsre- 3a CATTU:. ■ail iii»y iuteoiiice disease, Hm same shall be destroyed or otherwise dealt Hill in amivdaiiGe with instmctknis given by the Injector. MmmfteHm «/ Pmmiim Ammmh Wkmf. tt . — An Inspector of the Board may give notice in writing to the marloet nnlfaiority or Superintendent of a Foreign Animals Wharf requiring the cleans- ing and disiniection of any portion of the Wharf by such market authority, and wiien such notice shall have been given, that portion of the ^^Oiarf shall not be nsed for animals unless and until it has been ^ V^ w fti l and diaialectid to tiM s a ti s facti on of an Inspector of the Board. .momiim m Urn of Fmmgn Animals Wkmf, 22 . — ( I .) No animals other than foreign animals shall at any timi be landed at or moved into or kept in a Foreign Animals Wharf. (3.) Any animal being in a Foreign Animals Wharf shall, without prejudice to the recovery of any pehalty lor the infringement of this Article, be deemed to be a foreign animal, and the provisions of this Older shall apjply to soch animal accordingly. (3.) A Foraign Animals Wharf shall not be nsed lor any purpose otiier than the purposes authorised by the Diseases of Animals Acts. 1894 to 1909, or any Order of the Board under tiie said Acts in relation thereto. CHAFian ^^"^Lmmm, Dmmwmmom, amd. BuffoaaL m "Dmm, Wtmomn, Lmsn. FmtMOs. amb 'Orasm Things. Lmtimg mO^mi lo CmHom R§gulaHms. 33. — ^All dung of aniwiate caitied firom a foreign oonntry. and all fodder, litter, fittings, pens, hurdles, or utensils used for or about such itnimn]ff^ and all other dung, fodder, or litter brought in the same vessel with such animals, shall, if landttl. be landed in such manner, it such times, at such places, and sobject to SDch supervision and control, as the Commissioners of Customs ann njcctae cuiecft JSifMlefions m to IjmMtii mid IHtmfsetum of *mmg, Mim, ife. 24. — (i.) Dung of animals carried from a foreign country, and partly con- sumied or broken fodder that has been supplied to such animals, and litter that has been nsed fof oc about such animals, shall not be landed at any place wittovt Hie ptntiiiiiirtttBiiBit in writing of the Local Antiiotlty of ttie'DistilGt in wiiicli tiie place is situate. (2.) AH other fodder and litter brought in the same vessel with animals carried from a foreign country may be landed witliout the previous consent of the Local Antiiorit>', but shall, when landed, remain under the charge of an Officer of Cnaloms and Excise, and such fodder and litter shall not be re- moved from tlie place of landmg except with the permission in writing of an Officer of Customs and Eimise. (3.) Fittings, pens, hurdles, or utensils used for or about animals carried Imin a* foreign countiy shall not be landed at any place without the previous consent in writing of the Local Anttiotity of tiie Dbtrict in whidx the place is situate unless they have been scraped and then thoroughly washed or scrubbed, or scoured with water, and subsequently disinfected in the manner prescribed by this Order. II landed with such consent without having been so previously cleansed and disinfected they shall be fa t Ut w tU i deanaed and Mirf tf.^ t d in ^e manner aforesaid by and at the ex|)en8e of the owner, and shall not be fsmoved or pennitted to come in contact with animals until so cleansed and lwWIBwswwTl?Hil ||.) All dung of animals carried firom a foraign conntiy. and all partly con- •■Md or biofcHi fodder liMt taaa bein aonpKe^ C3ATTLE. 33 that has been used for or about such animals, shall, when landed, be forth- with well mixed with quicklime and be effectually removed from contact fiith animals. (5.) Nothing in this Article shall apply to any such dung, fodder, litter, fitthigSi pens, hurdles, or utensils landed at a Foreign Animals Whttrf. . . Cbaftbr 5. — DisiMvncTiON or Vbssbls, Movabijc Gamgwats. and othbr AWAEATUS. Disinfection of Vessels. 25. — (i.) In the case of a vessel from which animals carried from a foreign country have been landed in Great Britain, each compartment of the vessel shall, after tiie landing of tile animals therefrom, and before any animal or cargo is placed in that compartment, be cleansed and disinfected as follows : (i.) All parts of the compartment with which the animals or their dung have come in contact shall be scraped and swept, and then thoroughly washed or scrubbed or scoured with water, and snbse^enlly di a infi eted in file manner prescribed by this Order ; (ii.) All fittings, pens, hurdles, or utensils used for or about the animals shall, if not removed from the vessel, be scraped, and then cleansed and disinfected in the same manner. (2.) Each part of the vessel with which the animals or their dung have come in contact, and all fittings, pens, hurdles, and utensils, used for or about animals, shall be cleansed anid disanlected in accordance with ilie provisions of this Article before any other aidmal or any cargo is allowed to come in contact therewith. (3.) The scrapings and sweepings of the vessel shall not be landed unless they have been wdl mixed with quicklime, and when landed Ihey shall be edctoaUy leoiovad from contact witi^i^iiaials. Dinnfee^om of MooobU Gmtgmays and other Apparatus. 26. — (i.) A movaMe gangway, passage-way, cage, or otiier appamtuis, nsed or intended foi;the loading or unloading on or from a vessel of animals carried from a foreign country, or otherwise used in connection with the transit of such animals, shall, so soon as practicable after being so used, be scraped and swept, and then thoroughly washed or scrubbed or scoured with water and subsequently disinfected in the maimer prescribed by this Article. (2.) The scrapings and swe^ings, and all dung. Utter, and other matter so removed shall fortliwith be well mixed with quiddime and be eiei^fcuaUy Ditinfoaion of VessOt amifing in Gf§m Britain aftor Diteharge of Amimais, 27. — In the caae of a veBSdftomwfaidi anim a ls carried from a foreign con n ti y have been landed elsewhere than in Great Britain, this Chapter sSall apply when the vessel arrives in a port in Great Britain, it and so for as its xeq,niie> ments have not already been comphed with. 'CBAmx 6.-^PBoracTioN or AmxAiA. Protection of AMmals. . tS^-^Tlus Chapter iliall- apply in the -dase evecy veastt'&i Swr' aia iHUdi foreign animals intended to be landed at a FbMign Animali 'Mitti are ciKifod fo a port in Great Britain. Parts of Vessel to be used, (i.) Animals shall niO!l lie canied on more than* three decks unless n lklliice from the Board has bCM l^leifioiialy obtained exenrotingithe Vessd Ironi lUi requirement. • '..^ • • Stowai^ D 34 CAT1UB. ill Aaiinmla shall not be cafriad on any batch above a compartment wher« iitar aaimals are canied, or on any hatch the oMuninga of ivhich eiceed e^pneen nwMa bi neipic. (iii.) Aninutb diaO not be carried in any part of the veMel where, in ordinary oonrae of navigation, they would interfere with the proper management or vwtilation of the veeael, or with the efficient working of the boats. Pens and Fittings of ffiv.) All animals shall be canded in pens. (V.) lib pSB shnB exeeed siswvn fsst in length and nine feet in bnadtti, and each pen shall be constmcted in such a manner, ahd with ■^f*^'f^ fll Mil character and strength as to be able to withstand the actiiMi ol tibt istliii^ and to resist the wd^t of the animals thrown against it (vi) SMp'a fittings Bkeiy to canse injury or iinnsnstffy iniiriag In aaiiBalt diall be properly and securely fenced off. fviU The floor of eadi yen shall, in order to prevent slipping, be fitted wttli •mne battens or ottier proper footholds which shall be tscuslT fMitwwd tn «he deck by an^e iron ptotes or otherwise, and shall ba ilmim iim n piopir quantity of sand or other suitaUe substance. (vxuL) Animals wliile on board a vessel shall be protected againit ininy or iRwi nadno eBt p oa ni a to IImi Space for Animals. i^) SnfGtiiBnt space shaU be allotted in every pen to enable the animals jpm^^Sjjjl^^BU'^^jjF'' ^bd^^ ^JSiMj^ijllji flHiBi^iillli' Jpmp^^ ^flU^^i^^JiiB^j^ ^fl^i^^ Overcrowding. P4 Hie v«Ml ipiall not biifVarerowded in any part or pen so as to CMise Busage-Ways. \mM»§ sMnraen vvny vwo rows oi amnisis, ana m none oi oveiy, sngie row o< aaniiBli^ thmshau be a passage-way of a minimum widtii of one loot and 'iiji iadMBk vldfeli fMMgo^iHiy sudl be kept free oi obstradkm.. ▼SBiiiaiioii. (si.) All parts of the vessel on which animals are carried shaU be sufficiently ii suitably ventilated. All such parts if below deck shall, in addition to ventilation obtained by msans of the hatchways, be provided with isBt and Milidile ventilators lor ti&e removal of % O m ifi r . Tfmdkipmmtt. 35. — The animals, if so required by an Inspector of the Board, shaU be tran- di^ped into vessels approved for such purpose by an Inspector of the Board . Amy i rsassl so used shall be cleansed and disinfected by the owner Hieieof in ■Kii MMwr siiall bo lief iiii«d bf an liispect^ X«iMftfi^. $te., M Spoe^ttd Pmt of Wktttf oniy, 36. — ^The animals shall be landed only at such part of the Foreign Animals Uliarf as an Inspector of the Board may direct, and when landed shall be 'dlffien by laliage-men specially appointed for the purpose to such lairs within ^ ^Ig ^ ttie Whwrf aa may be specially approved for that purpose by an Simu^^ of Amwmis. 37. — ^After such examination as may be required by an Inspector of the Boaid« the animals shall either be slaughtered immediately in the lairs in which Hhjc ^^ sue. or they may, with the permission of an Inspector of the Board, iM monred l o t ' tiiwIUi to a sliuighter-house in the Whaif spedallsr approved for Ifeatt puipoee by an Inspector oltha Boaid aad iliflreliiiaeiiiaUiyaiaii^tarad. SpmM ' ■ BmrnffOiom of Vmd m event of Foot-and~Montk Disease. 38. — ^If an Inspector of the Board certifies that there is, or during the voyage baa been, an animal <»i board the vessel affected with foot-and-mouth disease, ttan alter all animals iliall htm been landed tiie vessel shall, if instructions to snch effect be given b^ an Inspector of the Board, proeeed to sea for a pre- Bmiiiaiy cleansing and disinfection of the parts of the vessel used for animals, ■ablect to such snperyision as the Board may require, and in accordance with .aay'';iii a Ci ii ctiima ffmk' bf aa Inspector of the Boanl. • Diepomi of Fittings. 39. -^7 ittingsMd in oomMctioa with the animals shall, if so leqniied by an Inspector of ti^e Board, be landed and burnt at such timie and |%M?t and is sndi maoaer as an Injector of the Board may direct Disposal of Dung, Fodder, etc. 40. — The dung of the animals brought in the vessel, and any fodder or litter bfoii||it-ia tiio vsasil, and'liio fillings, pens, hurdles or utensils used for or about fb» animals, sliallaiif be landed in Great Britain, except at a Foreign Amm a ls Wharf, unless the Board for some exceptional cause by licence olte«ise permit. For the landing thereof at a Foreign Animals Wharf tho ptevioos omiaeiit of iiie Soperintaadent of tta Wharf ttall be obtained. CKAVISS ^•'■■-■AbBCBLLAIIBOlTS. P mM m k tM Mtetuter of DisinhMiam i^Ibe ignscribed mamr of dftrinfecCloii to lie adopted aadar tbia Oidar lba".aaf ^"'""^ CATTL£, 37 §} The place or thing, or the part thereof rnqnired to be disinfected, shafl be thoroughly washed with — (a) a one per cent, (minimum) solution of chloride of lime containing not less than thirty per cent, of avaflaMe dhlorine ; or (b) a five per cent, (minimum) solution of carbolic acid (containing not less than ninety-five per cent, of actual carbolic acid). foUo wed by a thcm>ugb j^rinkling witii limewash ; or (c) a disinfectant equal in disinfective efficiency to the above-mentioned solution ofcarbolic acid, followed by a thorough sprinkling withlimewaih* (ii) The application of limewash shall not be compulsory as regards such parts of a ve^el, as are used for passengers or the ciew. Animals dying on Voyage. 42. — (i.) If on a vessel arriving at a port in Great Britain from a foreign country an animal taken on board for Hhe purpose of importation has died or been slaughtered during the voyage, the master of the vessel shall, immediately on anival at the place of discharge, report the fact to the proper Officer of Customs and Excise at the port. (2.) trhe carcase shall not be landed or discharged from the vessd witlioat the permission in writing of the Officer. General Power of Detention. 43. — If it appears to the Principal Officer of Customs and Excise with respect to any fordgn animal, or with respect to any foreign carcase, fodder, lil^, dung, or other thing, tiiat disease may be thereby introdnced. he may seize and detain the same ; and he shall forthwitii rqtort tiie fsicts to tiie Commissioners of Customs and Excise, who may give such directions as they think fit. either for the sliiughter or destruction or the further detention thereof or for the delivery hereof to tbe imwx on sndi conditions, if any (including payment by the owner of expenses incaned by tbem in respect of detention thereof), as they think fit. Duties of Local Authority and Police. 44. — ^The Local Authority and their officers and all constables and police officers shaU assist Hie In^^ectors of the Board to carry into effect and enforce this Order, and shall do or cause to be done alltiih^pl iMeeawy lor timeBSCtaal execution of the same. Exemption of Certain AnitmUs. 45 —- (i-) This Order shall not, except where otherwise expressly stated, ^ply in relation to animals brought from the Channel Islands or the Isle of Man. (2.) Chapters i and 3 of this Order shall not apply to an animal the landing of which at a Foreign Animals Quarantine Station has been approved by the Board under the Foreign Animals (Quarantine) Order of 1896. Offences. 46. — (i.) If any animal, 'carcase, dung, fodder, litter, fittings, pens, hurdks. utensils, or ottier thing shall be brought into a port or transl^pped or landed or moved in contravention of this Order or of the conditions of a licence grai^t^under this Order, the owner thereof, and the owner* and .the lessee and tlie occupier of the place of landing or other place where or from which such ammal, carcase. Or other thing is landed or moved, and the person causing, directing, or permitting the brini;ing into port or transhipment or landing or movement, the owner and the charterer and the master of the vessel in which the same is brought or from whidi the same is tnmsbipped or landed, shall. «ch according to and in respect of his own acta and defiliUtB. be deemed gnUty of an offence against the Act of 1894. ' M M any ptnm wboae entry into a Foreign Animals Wliarf or any part of a wliaif it pcohibited enters or attempts to enter into sueh Wharf or part Hi a WlMif lie diall be deemed guilty of an oflEence against the Act of 1894. (3.) If anyliiiiig ia done or omitted to be done aa rmrds «^Ua««i«»g or dis- infection in contravention of this Order, the owner anotiie charterer and the and tlie CKXnipier of any other place or thing in respect of which, as case may be^ the same is done or omitted to be done, shall, each according to and in reipect of his oim aoli aad ddhnlto, be deeoied against ^e Just of 1894. (4.) II any peEBon wJa to cany ont or observe any direction aa regaids deaming or dMni w rli o B , vbidi he la by thia Older required to cany ont or oioerve. he shall be deemed giiilly of an otaoe against the Act of 1894. (5.) If any animal is not slaughtered in accordance with tiie inovfeions of WB Order, the person failing to cause such slaughter shall be deemed guilty m m o ig Mce a||iinif liie Act of 1894. (6.) If anythmg is done or omitted to be done wi^ mpect to any vessel or animals thereon in oontrav^tion of this Older, Umi nfmer and tbe char- aai fw master of the vessel in which ilie same ia done or omitted to be liil l l lS^ •^«>'^togio and in re^ct of.bii oim ads and defMdt% PIBSX SC HE DULE. widFmtBofCi Austria Himpiiy. CapeColoiiy. Ciule. Denmark (eaciiidiiiK Icetand and Faroe laiaad^. MHaaa (iiistHii). Guiana (Dutch). Guiana (ftaidi). Italy. ssaiuia Mexico. Bftontenegvo. Natal. Netherlands.. Norway. MCwman uimiinions. LIVE STOCK FROM CANADA. 39 Roumaaia. Rnsria . Sewia* Uruguay. VaBasnela. Except where otherwise provided a ooootiy incMetaay ooloiiy, dependancy, or protectorate of the oonntiy. Foreign Aniicals (Amendment) Order of 1912. Extension of Certain Provisions of the Foreign Animals Order. I. — (i.) Any provision of Chapter I. of the Foreign Animals Order of 1910 which relates to an animal brought from a port in a scheduled country shall ap^y m like maimer to a foreign animal brought from a port In a: conntiy which is not a scheduled count^, if the animal since it una taken tyn boanl at that part has entered a port in a scfaednled country. (t.) It ihaU not be lawiol to land in Gnat Britain, except under tbe antborfty and subject to the conditions of a lioeftoe ^[ranted by the Board, cattle, she^. Eats, or swine taken from the United Koifdom. the Channel Idanda, or m ie of Man into a |K}rt in a scheduled ooontay. Importation (Raw Tongubs) Ordxr of 1913. HiliMlMfjeii in coimseHom wOk ImporUiim of Rmm Tongues. I. — Any box or other receptacle and any packing matoial in which raw bovine tongues shaJl be brouc^t to Great Britain from any country ont of the Iliited B3i«dom wbldi is not meoAkmed bi tiie S(M after the tongues have been removed therefrom, forthwith be destroyed by fire by the owner of the tongues at the time of ranoval, and flhaU not be permitted to come in contact with any animal. ^ S CH i EP UUBi United States of America. Commonwealth of Australia. Dominion of Canada. Dominion of New Zealand. Union of South Afiica, Ide 1^ Mm* REGULATIONS (1904) Respecting the shipping of UYE STOCK FROK CllADl. Pursuant to the authority vested in the Governor in Council by the third section of the Act respecting the shipping of Live Stock, 54-55 Victoria, chapter 36. intitaled " An Act respecting the shipping of live Stodc." tbe foDowkM; r^ulations are prescribed for ships engaged in thetran^KHlatbn of live stow from any port or place in Canada to any port or place ont of Canada, not being aport or place in the United States of America, or in Newfovndland. |ir in St. Pierre, or Biiquelon. or in BifWida, or in any of He West bdia libnliai or in limioo. or in So«tb AflMca. LIVE STOCK FROM CANADA. iNTORPimmnmi r—Tlie caqmsssion " cattle " means bolls, oxm. cows, and Hcileis one Mid two years old, and the expressbn " hozses " includes mares. AFFUCATKM FOR IKSPECnON. The master, owner, or agent of every ship intending to take on board live stock for transportation from Canada shall, il such dup requires to be m^ted under the provisions of the Act hereinbefore mentioned rapply for in- to the Inspector of the poit at which the Uve stock is to be ^Sr:^^^^ the Jtaapector win tate Hie steps necessary to inspect the v^el. and determine whether she is a safe, seaworthy and suitable shipfortlie transportation of hve stock on the voyage intended. (2.) If the Inmector approves of the vessel he should notify the owner, master 2.J???L^L ^'f f^y^*"^ fit up the ship asnqnifed % iliese legulations.* but If the vessel has been previously fitted for the transportetion of Hve stock tea manner consistent witii th^ regulations, the Inspector shall require comphance with these reqnkanentiin aU respects before issuing his certificate. h.i^^'^^i^u ^ **™^ onanypart of ttie vemA where theywiU tntCTfere with the proper management of the ship, or with the efficient wv^Ung m tne necessary boats, or with the requisite ventilation of the vessel CATTLE AND SHEEP. SPACB. . *f :7"i? f ** "PP®** °' ^^^^ must be given a space of 2 feet 6 inches clear m width, by 8 feet clear in tength, and not 1^ tiian 6feet 3 *?J?!L"^ • "° ^ shaU more than four head of cattle be iSSlSi'? ^ * ^^^^^ 5 cattle may be allowed togetiier ; pfimded. however, tliat 5 cattle eadi i.ooo lbs. weight or undeT ST'^P^^ilTT stockers, may be carried in a pen instead of 4 fat cattle! 22"^ ^ J^^Jk^^^^^'^^o'^"'^^ ^ 4 fat cattle, the gOMflian not be less than 10 feet 8 mches cle^ Cows in calf are to lie given the same space as fat cattle arc given ^ ships fitted with permanent iron fittings with alley-ways not less than 3 iiet m width^and fitted with approved and sufficient means of ventilation, fe! cattle n^y be carried on the second deck in a space of 2 feet 6 inches in width, provided tiiat no cattle are carried on the hatches. If cattle are carried on tli^ Z^Sl *oifafJi animal in the compartment must be 2 feet 8 inches ?to^?incht i^c^to^Si*^^ """^^ in all cases have a space of ^ ,J*j United States catHe shipped from any port in Canada, carried on the •?S5L?K H^''*^ * ^P*^ 2 feet 6 inches in width by 8 feet toto^ per head, but 8n<^ thiited States cattle when so shipped between decks most be aUowed a space of a feet 8 inches iA width by 8 ieet & depth, except in the case of regular cattle ships with satisfactory ventilation, which may fit with !5inS:*^-fl°f L^^* t No more than four (4) head of cattle JS^T^r " ^ f"**P* the end of a row, where five may be «a JSffS^^^^'* however, that cattle nnder 1.000 lbs. in wdght may be aUowed a width of 2 feet 3 inches. ' mJtl^aaJSJl^ shall not be 1^ than 7 feet hi heirfit, divided into two emroompartni«ate. ^^not niore than 8 or 10 sheep i^be counted equal to «i» fcl OK. Mcoidinf to the di«aeto i«u q ui BlCKSb ^H^^^ not be canied on more than three decks : and cverv deck UVE STOCK FROM CANADA. 41 UFPERJ>ECK innUGS. i. — Simtckions, Wooden. — Stanchions must be of good soimd spmoe timber. not less than 3 by inches, placed at proper distances from centres, against ship's rail, and secured to the rail by a hook of not less than |-inch wrought iron wim nutscrew. If ^e bulwarks are open, the foot of staifchions must be secured by filling pieces 2x3 inches placed outside of rail stanchions, to which the outside plankings shall be nailed, and the whole secured by through bolts aud nuts. A piece of 2 x 3 inches or 2-inch plank shall be fastened to outside of stanchion and run up to underneath rail to chock stanchion down. Outside stanchion shall extend up sufficient height to form stanchions for ahaiid-ndl where necessary for the protection of the seamen. If the bulwarks are not open, the foot of tiie stanchion riiall be secured by a bracing of 2 x 3 inch sound lum* her from the back of each' stanchion . Outside stancl^GOS at top of pen shall be properly secured to fore and aft stringer beams or plate not less than 5J x 2 inqhes. Inside stanchions must be placed directly in line without board stan- chioiia, to be set up so th^t the 5|-indi way of the stanchions shall set fore and af^ SBmI properly secured at top to fore and aft stringer beams or plates not less than 5^ X 2 inches, firmly secured at foot to deck and flooring to keep from lifting. Stanchions, Iron. — These may be used in place of wooden stanchions and should be not less than 2 inches in diameter, set in iron sockets above and bdow and fastened with nut and bolt. Beams. — Beams or rafters must be of good sound lumber 2x6 inches, suit- ably placed, to ruij clear across the ship were practicable. Should any house or deck fittings be in the way . then butt up closely to same. These beams shall be shouldered on the stanchions and made secure with chocks nailed or other- wise properly fastened to stanchions. A ngle Ifm Frmnes, — ^Angle iron frames fitted from sl#fe to side on upper deck, 10 feet 8 inches apart, may be used instead of wooden stanchions and beams. Head or Breast Boards. — Head boards shall be not less than 1^x12 inches, of good sound lumber, and well secured on the pen side of the stanchions. A double stanchion to secure head board shall be set up at each end of pen. A bolt of iron 4-inch in diameter shall pass through the double stanchions and head board aecured by a nut and a screw. All headboards diallhave holm bored tirrotigh them at proper distances, to tie the animals. Foot Boards. — Foot boards shall be of the same material as head boards, properly nailed to stanchions on the inside of same. Division Boards. — Division boards shall be of inch x 12-inch sound lum- ber, fitted perpendicolariy and turanged so that they divide the animals into pens of four, or, at end of row, into pens of five. Flooring. — Flooring for the d/sck shall be of sound i -inch boards laid fore and aft on scantlings 2x3 inches laid athwart ship on the. deck at 18-inch centres, and the whole well secured. Where very heavy cattie kte stalled thicker floor- mg should be used. It is optional with the owners whether they use sheathing on their ships with wooden decks, or whether they secure the footlocksto the decks, but r on decks must in all cases be sheathed. Conent may be used instead of wood dbeathii^f with footlocks moulded in the same. Footlocks. — Footlocks shall be of good sound spruce or pine lumber, or hard wood, 1^x3 in^es, laid lore and aft of ship, properly serared to ihealhing or deck, placed 17, 16, 22 and 16 inches apart (the first one distant 17 inches from the trough), nailed when practicable with 4-inch nails through into deck strips «nd bra^d by similar locks placed athwart 18 inches apart and nailed through to deck strips. Outside Planking. — All the outside planking on open and closed rail ships must be properly laid fore and aft of ship and nailed to the backs of stanchions, and battened after the ist November. Nothing less than i^inch spmoe or pme i. to be need lor this pnfi»«». i 41 MVE STOCS FKOM CANADA. PimUdrng of SktMtr Mimk to b$ §r$cUd on upp» d§eks. — ^The planln or boaidi to ie nailed on this deck should be not less than i-inch sound lumber 12 inches «ide, laid on purlins, wiXk 4 inches of space between the boards ; the space to be ilAad with a block of 4 b]r 1 iaA at bacl: aiid teat platM or stringfers. aiid at 4^ purlins to give additional support to the second covering, which is to be of poaida of the same erience, abiUty, and general good conduct, and every such foreman and cattie attendant shall «gn the diip's articles of a gr ee m e n t before the diip clears on her intended voyage, and be subject to the authority of the master, and the Inspector shall see that the eating and sleeping accommodations for the cattle attenidants and foremen are as good as the same accommodations pro- vided for the crew of the ship. Every ship's articles of agreement signed by the foreman and attendants shall clearly state the wages to be paid to each. The foreman and attradants must report themselves to the Inspector at least six hours before the sailing of the diip. . 11. — Cattle will be tied with a vopo not less tiian ftodi to #anielsff. ullicli shall not be used more than once. 12. — False decks on which cattle have been loaded must be removed and the manure and dirt cleaned away before the ship receives another cargo of cattle. 13. — ^The Inspector may, in case he finds any of the fittings are worn, decayed or unsound, require the same to be replaced before he clears the vessel. He will also supervise tiie loadmg of cattle and see tiiat tiiey are properly stowed and tied and that all the requirements of these r^polations have been complied with. li.— Water condensers shall be on board in good working order and of sufficient, capacity to provide eight gallons every twenty-four hours of fresh cold water for each heafl of cattle carried, whether the ship Is fitted with water ballast tanks or not. 15. — ^Live stock shall not be taken on board until the loading of the cargo has been completed, unless the consent of the Inspector m writing to do otherwiacr is first obtained. • 16. — ^The backs of pens are to be lined with i-indi boards to the height of 4 feet, nailed to back stanchions on inside, making the backs of the pens flush and smooth, if tiie Inqiector deems it necessary. 17. — The work throughout must be wdl nailed and stnmi^ put togetiier, and to the satistoction of the Inspector. It. — ^If tiie shto is not lighted by electric lights, the Inspector should see that suffident di^'a toirtienis are pioviitod to lis^ between dec^ carried. — Passages must be left so toat the scuppers can be reached and kept clean. 20. — Any disputes arising under these Regulations in r^^rd to providing for the health, security and afo carriage of kve stock shall be referred to the 1 1 LIVE STOCK FROM U.S.A. Muster of Marine and Flaheries. who may decide the matter ; or the Minister may refer it to any person considered competent by him. and in either event the decision of the Minister or of such penon shall be final. It.— For the better protection of the health of the live stock no cattle or horses be t alcMi on board except cattle or horses which have been inspected and n^janla liealtli by a duly appointed Government Veterinary Inspector i^— (Fee. Abolished igoi). ^■1. — (i.) Horses shall not be taken on board until the loading of the cargo been completed, nnless the consent of the Inspector to do otherwise in writing is first obtained. (2.) Stalls for horses shaQ not be less than 2 feet 6 inches wide in the clear for horses weighing 1,200 lbs. or less. For horses over i .200 lbs. in weight the Stan aiiall nutlie lest than 2 feet 8 inches in the clear. In every case the stall must be S fast de;^. ^ (3.) The materials used in the construction of stalls and fittings shall be of a substantial character and of such dimensions as the Inspector deems necessary (4.) Inspector shall see tiiat a snffident supply of good food is placed on board ship for each horse and ^t suitable arrangements are made for a suffi- cient supply of fresh water, so that no condensed water shall be used. The food supply shall not be less than 15 pounds of hay. 7 pounds of bran, and 3 pounds m oats for each horse per day. and the Inspe^ may refuse to issue ^Certifi- cate rendered necessary under the Act above referred to until the Inspector is satisfied as to the quantity and quality of the food on board for horses (5.) Shippefs of horses will require to famish attendants to take charge of horses on board ship and there shall not be more than eighteen horses in dbAnte of one attendant. Shippers are required to notify the Inspector at least twelve hours before the sailing of the ship of the names of the attendants and must furnish the Inspector with mtisfactoryevideraMttidrsolM^ experience, ability and general good conduct, and every attendant Aall sign the ship's articles of agreement before the ship clears on her intended voyage and be ^ *^ anthorlty of the master, and the Inspector shall see that the eating and sleeping aooommocatifins lor the attendants axe as good as the same accommodations provided for the crew .of the ship. Every ship's articles of agreement signed by the attendants shall clearly state the wages to be paid to fidL Bie attendants mnst tepott themselves to the Inspector at least six ioiiB' 'beiofe: aapng' of tte 8h%>. F. GOURDEAU, Manm and Fisktries, 1M1IMTI018 GOYIEIUG THE IMSPECTION, HUMANE HANDLING Mm mm mmmmx or imimals gabried by ocean •niinit ram lu mmm tf atu m vomor oouitbies. U.S. Bepartmsmt of Agricultuss. Btc, 1906, mtd m fm§ 1913. GENEKAL PEOVISIONS. "- Itai^tlon 1.— No cattle, sheep, swine, or goats shall be exported from the Unlsd States to any foreign country unless and until the same have been inflected and found free from disease or exposure thereto by an inspector of the Bureau of Animal Industry of this Department ; and unless the Seoretacy of Agriculture shaU have waived the requirement of a certificate of inspection for the particular country to which such animals are to be •gforted no clearance shall be issued to any vessel canning such animals, niuilB and until a certificate of inspection showing freedom from disease UVE STOCK FROM U.S. A. 45 or e^qxwure thereto shall have been issued by the Department of Agricid- ture The requirement of a certificate for shipments of such animals to Cubat the'West Iiidles, liodoo. Central Ao«ecica. and the countries of Soutti Ameiioa. esoqiting Aii^ntiiui and Unigaay, is hen^ waived. PIACBS OP DfSPKCTIOM. The inspection provided for in this regulation will be made at any of the i(^wing-named stock yards : Chicago, 111. ; Kansas City, Mo. ; Omaha. Nebr. ; South St. Joseph, Mo. ; National Stock Yards. HI. ; Indianapolis, Ind. ; Buffalo, N. Y., and Pittsburg, Pa., and at the following ports of export : Fbrtland, Me. ; Boston, Mass. ; New York, N. Y. ; Philadelphia, Pa. ; Balti- more, Md. ; Norfolk and Newport News, Va. ; Port Royal, S. C. ; New Orleans, La., and Gadve^ton, Tex. All animals will be inspected at ports of export, Kgaidless of the fiict that Ihey may of may not have been m^iected at Hie above-named stock yaids. HORSES. Regulation a. — Moraes shall be entitled to the inspection provided lor in these regulations, and certificates* shall be issued whenever required by the country to which the horses are to be exported, but horses may be shipped without in^>ection and certification, at shipper's risk, to countries which do not demand such iaapectioii and certification as a proroqoistta to admissinii. DEFINITION OP TERM§. Regulation 3. — ^Whenever in these regulations the following words, names, or terms are used, they shall be construed as follows : Inspector of Port, Inspector, Assistant, Employee. — ^These terms shall mean, respectively, the inspector in charge of the Bureau of Animal Industry sta- tioned at tiie port from which ttke aninuds are to be exported, and mspectors, assistants, and employees of the Burealu of Animal Industry. Lumber. — ^This word, ualiss Otherwise stated, shall mean hard pine, qnnce, oak, or other hardwood. Animals.— This word refers to cattle, sheep, swine, and goats* also lioiBe^, unless it is inapplicable to them under Regulation 2. Horses. — ^This word shall include mules and asses. INSPECTION AND SHIPMENT. Regulation 4. — Only animals found to be he?ilthy and free from disease and shown not to have bfien exposed to the contagion of any disease shall be allowed shipment, and all animals inspected and passed shaU be loaded into dean and disinfected cars. All animals shall be inspected or reinspected at the port of export. Rail- road companies will be required to furnish clean and disinfected cars for the transportatkm of animals lor ezpprt, and the proprietors off the varlM stodc yards and stables located at the ports of export sl\^ll keep separate, clean, and diiMufc^rtrd stock yards and* pens or stables for the use of ej^rt animate. iDBitnvicaTioii ort animals from any port of the United States to a mreign country shall notify the Inspector in chaige of the port from which Mid vesaei is to dear of sacb fntanded shipment at kast two days in advance Hisnoi aad if fkt regulations prescribed liava been ooo^Ued niOi a cisanace HHHHHHa 'Bi^^P ^piiaB^aiaaR^Ha'a^^^^af a#jy wsi^wwaa AMa^^a^^^4#sA#M v SPACE OH ¥1 XI. — Export animals must not be caffied on any part of the wliere tiiey wiu interfere with the proper management of the vessel, or with efficient woildng of the neceasarv lifeboats, or with the reouisite fli flit and may lW' fi a i " ' f | [ Hl anitr aa hewinaftBr roecmeii. CATTLX. Regolalion 12.— Cattle most have 6 feet vertical space on all decks, free of al obilraelioas ; cattle may, iMMPever, be placed on liiMi iooia over pipes and other similar obstructions where the vertical space is 5 feet 6 inches. Cattle carried on the upper or other exposed decks must be allowed a space Oi a feet 6 inches in width by 8 feet in depth per head. Cattle loaded under dadB nmst ba aHonped a mca of 2 feet 8 inches in width by 8 feet in deptii, mmi^t in the case of reguuur cattle ships with satisfactory vaolilatlDil. imidi wtm it with an allowance of 2 feet 6 inches in width. . lib more tiiaa loor liaad of cattle will be allowed in each pen, except at tike «Bd8 of a row. nhere five may be allowed together. Cattle in single stalls Ml iia«]|oiiidsiHlliiiiMtiL Cattia atMdiin betwim atmcMoi^ ao—d- LIVE STOCK FROM U.S.A. 47 injr tubes, ventilators, and other obstructions, though hi continuous pens. mSst be aUowed 3 feet in width. Vessels will be aUowed to carry three deck loeds of cattle, but where it is deeired to carry cattle on the tower or steerage gBM deck must in all cases be fitted at 2 feet 8 inches and no animals allowed upon hatches. Special permission for carrying cattle on the steoage deck must be obtained from the Inspector, and will be granted in cases where aaid dech is pcovided with sufficient veataiatioii aa hitaiaaller pmcciMd. 8BBSP AMD GOATS. BMolation i3.--The space for eadi dieap or goat sbaU be 4 ieet tong by 14 jnfS wide, and lor laiBta or goata nadcr 100 poonds in to 13 inches. . Slwep pens daall not exceed 20 feet by 8 feet, where two tiers are caxnedu eadeaa tier duJl have a dear vertical space of not less than 3 feet. During the summer season sheep shall not be loaded in tiers under decks, but during the winter season two tiers may be placed in each wing and oii^oo» tiexwaiid* ships. One single deck of sheep may be carried upon tte flMter dadii for earae when sai^f decks are permanently built and are composed of tongued- and-giooved boards, provided such sheep fittings do not conflict with regular tion 12. Sben> pens on shelter deck shall not exceed 1 2 feet in width and must be sonnUad iM altertriiip partitkms mcy 14 feet. SmOi fittings riwll be eemd to Ite Mlir dei4 in tin maaaer pn^ SWIMS. Regulation 14. — The s]paoe for swine not exceeding 150 pounds in wdght shallbe the same as that specified for full-grown sheep and go ats, a nd ^for those under 100 pounds in weight the same as for lambs and m goati oi MB tiian 100 pooBda in weight. Additional space shall be raqnifed by the la- ipacter far mwwilly laige hogp. BOR8BS. UMiiiBlton 15. — All horses must have 6 feet 3 inches clear vertical i^Mkce fromoeams of deck overhead to deck underfoot, and. so far as possible, shall be placed between the overhead athwartship beams. Eadi horse most be alkmed a space of a foot 6 inches in widHi by 8 foot in depl^ aad addlliMal space shall be required by the Inspector for very large horses. Separate stalls must be erected for all horses. When horses are placed directly under athwartship beams, the beams must be gnaided by 4-incli sti^ of wood. A apace 8 by 10 feet S9nare must be reserved on each steamer carrying 22 or more horses for use m caring for horses becoming sick in transit. When placed in the same coo^kartment with cattle, horses must be separated by fore-and-aft aUey-um aad temporaxy athwartsh^ boOc- h«Mi% Ilia ]eni& of iriiif^h riiall not be UFF£IUDBCK FITTINGS. BegnMtiott 16.— No animals shall be allowed qn the poop deck or wiOin 20 feet of the breakwater on the spar deck, between the ist of October and the xst of April, except on ships jprovided with houses constructed of iron in each wing and of sufficient width and heig^it to protect the fittfaigs, wliea tiie fittings may be oonstructed to abut such houses. Horses shall not be allowed upon the bridge deck, except when this deck is watertight and completrfy covered in and fitted for horses. Horses shall not be allowed upon the s^r deck when temporary fitthigs are used. No cattie or horses shall be earned upon the upper decks where the outside rails are not of sufficient strength to hold fittings securely and measure less than 3 feet in height from the deck. When animals are carried upon the upper decks. Strong tareakwatem siiall be erected at eadi end and on both sides. Permanent fittings may be c oiKti octe d either of iron or wood, as hereinafter specified. UVE STOCK FROM U.S.A Blfiilatioti 17. — ^All stoftniflfB engaged in carrying animate for export will h& 98qiiiied to provide aile3r-m.fl m provided by this regulation. Alley-ways In front of and between pens need lor fnedlng and mrtering cattle most hmve a width of 3 feet, except at end of alley- ways in bow and stem of ship, and wtiem^^mctions leas than 3 feet in length occur the width may be reduced In n IH of x8 mtihes. Alley-ways in front of and between pens used ior Iseding and watering hotaee must have a minimum width of 3 feet. Two nv inore atiiwartship alley-ways at least 18 inches wide must be left on each •lit of Ujpper decks, so that the scuppers can be readily reached and kept eiear of nBitttetione. War iheep and goats atiiwartdiip alley-ways not'lees than 18 inches wide in the dear shall be left between pens and fore-and-aft alley-ways 3 feet wide in front of each pen, except that at obstructions and at ends of alley-ways, as provided lor cattle, there may be a minimum width of 18 Inches. Suilelent mem most be left at the sides of hatches to permit tt0 feed te tiie. to 09 leadily removed nitd. handled. WOODBM STAHCHI01I8 AMB Rtmp BO^kKDS. Regnlntion 18. — Standuons at least 4 mches higher than tiie feqniied Victlcal apace lor cattle and horses-most be of 4 by 6 inch dear hard pine or good sound wpnot, set 6 feet from centres against the ship's rail, and inside stanchions in their proper place must be directly in line with outboard stanchions and set np so lhat fhe 6-inch way of the stanchions shall set fore and aft. A proper tenon, not less than 4 inches in length, shall be cut on the head <0f tiie same to receive the athwartship beam. A piece 2 by 3 inches, or a-inch {dank, shall be fastened to tiie ootaule of the stanchion and run np to nndameath Ihe rail to diock down the stanchion and prevent lifting when the beam is qinmg to the crown of the deck. Open-rail ships shall be blocked ont on backs of stanchions fair with the outside of rails to receive the outside planldng. Where upper-deck fittings are not permanent, the heels of ontside ilMlchions shall be secured by a bracing of 2 by 3 inch lumber from the back ill each stanchion to sheer streak of watervray, the heete of inside stanchions being p ro per l y braced torn and to each other. Bulwark stanchions must ftlBo D0 ccxtx&t IsnROBd liv isyUbOii^f^ flftMSNPCMi ipuiiiiimiy dis^jj^oflOiftiU^r ft ix ynt ^i^p oiE iQmbc stanchions to the deck. Romp boards mnsi be provided on all decks, and when covering bitts, l|||ing, or other obetmdions locsfeed at a distance team ship s side, must haire fflings built 8 feet from said obstruction, with a solid partition built bdbind plt cattle, not less than 5 feet high from deck, to prevent injury to the animals ; jflii when necessary to extend fittings opposite bitts, etc., two or more cattle^ 9or hoKaes, wooden stanchions as aboirai" described most be i ^ ifi M l nt proper idistanosa Cw^m ttadi hocse* mOH STAMCBIOIIS* Kegulatka 19,-^1x0^ etilldliDna may be used in place of wooden stanchions- aad shall not be less tiian 2 indies in diameter, set in iron sockets above and below, and fastened with |-inch bolts* For horses the same number of iron HOOK BOLTS OR CLAMPS. Regnialion 90.— Hook bolts or clamps must be made of |-inch wrought iron, with hook on ontboaid end and thread and nnt on inboard end to pass over and under sail and through ontboard stanchion and set up on the inside of same with a nut. These bolts may be double or single. If double, no thread or nut is necessary, but the stanchion will lie shipped through it, thus double- LIVE STOCK FROM U.S.A. 49 hooking the rails. Thte will be founn 21. — Beams must be of good sound spruce or hard pine lumber, 4 by 6 inches, to run dear across the ship's beam where practicable Should any house or de^k fittings be in ^ way. the beams should butt up closely to the same. These beams shall have a 2 by 4 inch mortise to receive the tenon of each and every stanchion and to take the same crown as deck of ship by springing down to shoulder of outside stanchion and to be properly pinned or nailed to tenon and wedged tightiy afterwards. The mortises ibaU be cut not less than 6 inches from ontside ends of beams. Segidation 22.— Diagonal braces shaU be likened on cadi stanchion on liogi aides of same, running up to top side of beam and properly seemed by weffl aalUng to both stanchions and beam, *r r j j HEAD BOJIiili*. Regulation 23.— Head boards shall be not less than 2 by 10 or 2 J by 9 inches, good dear spruce or hard pine lumber, and secured at every stanchion by f-indi screw bolts passing through same and set up with nuts. Vihen 3 by 9 or 3 by 10 inch head boards are used, stanchions may be set at distances not earceeding 8 feet. Where head boards butt on the stanchions, a piece of iron one^narter of an indk thick and 3 inches square shall be placed over the boards Hke a butt strap. These head boards shall have i|-mdi holes bored trough them at proper distances for tying the animals ; provided, however, *™*on all ogen decks stanchk>ns must not be placed more than 6 feet from oentre to centre. HXAD PIPES. RegnlatioB 34.— In place of wooden head boards, two wrought-iron pipes not less than 2 mches m diameter may be used, placed 8 indies apart. Socfa hndpmes must be made continuous by having a wrought-iron threaded collar securely fastened on the end of each length of pipe into which the next lenirth mybehisertedorsecoied. Botti head pipes must be hdd m place by means ^having wroug^t-uon straps bolted to each standdon by four |-inch bolia. S fJ^? ^I!lf;i? ^ movable clamps, holding a ring of Mnahtoslae to wfakOi cattle may be tied; said clamps shaU be set at the proper distance apart, in aoooidaiioe lifi^ these regulatkms, and fastened to Ihe pipe with screws. ^ *^ VOOT BOAKOS. Regulation 25.— Foot boards diall be of wood and of the same ««i«i^ «i« yT t» Mhead boards, and shall be propeily nailed or b^ted to staadtos. DivnKM Boutoi. Regulation 26.— Division boards for cattle shall be 2 by 8 inch sound roruce or hard pme, and so arranged as to divide the animals into lots of four, ocept at w» ends of rows, thus making compartments for this number all over t£e "vmm. IhtiedividiMi boards diaQ be fitted perpendicnlarly. DIVISION PIPES. niS!?!^?^ 27 — In. place of wooden division boards, three wrought-iron a^wart*^, ••! im sociwlB aboiw and bel^ Stowafe. 2 LIVE STOCK FROM U SA DIVISION BOARDS FOR HORSES. Regulfttion 28. — ^Division boards for horses shall not be less than 2 by 9 inches bf 8 leet. and shall be of lonnd lumber, planed, and placed boriioittaUy Bi^gvlatioii 29.— Ships with iron decks shall be sheathed with i-indi or 2-tnch spruce or hard pine, but if i-inch lumber is used the foot locks shall be 3 by 4 inches and laid so that they will pn^eciy secure the i-inch boards, thus pteventiiig tbam iR»i Hiding and ftt wm mme time acting as footlockB by siiowiag a surface of s iy 4 inches. It is optional with the owners whether tiiey permit sheathing to be used on their ships with wooden decks, or whether tikey allow foot locks to be secured to the deck, but it is absolutely necessary to ibeatii Irhi deefct More putting down foot locks in order to fasten same. Cement, diagonally scored, |-inch deep, may be used on iron decks instead of vood sheathing, if the foot locks be moulded in the same and bolted to the due. If tiie flooring is raised on any of the decks, it diall not be Um tban 2 iMta Hikk. wiHi scantlings 2 by 3 inches, laid athwartships on the deck, not mm 18 indMs apaxt, wH^ 2-inch plank lor flooring nailed to then. lOOT LOCKS. Regnlntion 30. — Foot locks shall be of good sound spruce, hard pine, oak, or other hard wood. si«e 2 by 4 inches, laid flat down and fore-and-s^t, i»laced 12 incliai^ 14 indies. 2 leet 2 inches, and 14 indies apart, the first one distant 12 indies from the inside of foot-board. Where temporary fore-and-aft locks are used, they shall be filled in athwartships opposite each stanchion, properly ■ecured to sheathing or deck, and secured by a batten of spruce or hard pine 3 Igr 3 incheB Ihldi to go over all from stanchion to stanchion. Pieces of i bjf f inches must be nailed on stanchion over batten to prevent floor raising, ^^cve permanent foot locks, securely bolted to decks, are used, the athwart- ship braces between foot locks bom stanchion to sla&diion and batten may be Untied ifhen the standiion is securely fitted in iron socket bolted to the dltik. When troughs are used, fore-and-aft foot locks will be placed 17, 16, 22, and 16 inches apart. A space of 2 inches may be. left between the ends of attmartih^ loot kcks and lore-and-aft loot locks when the farmer are s e cm e i y boMed to th/t deck. When fore-and-aft foot locks are permanent, a 2-indi space shall be left between ends at end of each section. Vessels now fitted with 3 by 4 inch foot locks will not be required to use 2 by 4 inch loot locks ejGcept wlien the former are replaced. OtiTSIDB PLAMKIIIG* Regulation 31. — ^AU outside planMiig on open and ciosed ndl ships must be properly laid fore and aft of ship and nailed to the backs of stanchions as close as possible for the cold season, and for the warmer months the top-course planking shall be left off lore and aft of ship in order to allow a free circulation of air. lio^lestthAni|.inchs|^ 8IIBI.TBn-DBCK VLAMXING Regulation 32. — ^The planks to form the Adter dick, wfaidi must be erected indies vertical Sfaoa between the beams ovediead and Hie flooiing pbioed on Bigalation 48.— An vessels designated as cattle ships must ptovidtatajl •lectzic Ughts lor the proper attending of all animals. FEED AND WATER. Regulation 49. — All vessels not provided with pipes for watering a«iii8 composi- tions, but all may be smnmed up under three heads Cfydianiic and Stony. Asphaltic or Bitummous. Resinoiis and Oily, the fiist> named being that usually known to commerce. Wh^ working cement all artides round about the plaqe should be covered 1^ or removed, if liable to damage by the dust, whieb is unavmdabie. Steamers loading it as beJlast do not usually place dunnage below, but vesBds should not nei^ect this precaution, otherwise they mi^t be held respon^Ue for any damage that may take place. Casks of cement weigh 360 lbs. -each, and measure 6 feet 6 niches each. Ordinary, one ton of 20 cwt., in casks, stows in 46 feet. Portland, 20 cwt., in casks, 35 to 37 feet. The casks should be stowed so that the cross pieces on the heads M ap and down. CMALK.-'Generaly shipped in barrds, 20 cwt. stow in 38 feet. 5^ CII££S£. GHANK. — A shell, considered valuable. When dean, dfy, and fiee from smell can be stowed below. 20 cwt. Stow in about 120 feet CHARCOAL, CARBON.-~Ivory, bone black, animali and wood charcoal is not piopeily made under a tenqieiature of 500* Wi]low« Beech. Oak, Maple, and Chestnut famish the best descriptions oi Coal Charcoal kept dry for a day after being made, out of contact with the air, then ground down to powder andejq;M6ed, will i^te by qpontaneous combustion. Small vessels loading any quantity of this article should guard against the increase of wei^t. It is said to absorb 20 per cent, of mislQre on the voyage. Charcoal dust will damage other goods. It is estimated that 100 tons of ordinary charcoal will occupy the same space as 200 tons of coke. CHARTER PARTY.— There are no iied forms for such docu- ments, each trade having found it necessary to insert clauses to protect its own interests. Masters should never sign one without first consulting their owners, after which they should read over every word, and obliterate any objectionable clause. It is not possible to give any clear idea here of such intricate agreements. (Sf» Oliver's Shipping Law Manual, 1896.") CHEESE. — In stowing cheese do not allow any rough handling. If possible avoid moving them about after once being stowed in their place. Loose cheese should never be used for blocking off other goods of a heavy nature. If a large quantity be stowed to- gether, cheese boards should be used to keep undue pressure off those in the wings and underneath. When at sea and the ship roll- ing heavily, the under cheeses, if not in cases, are often found to be much damaged and crushed. This can generally be avoided by care in the stowing, and by supporting each height as above, with boards. Cheese win damage if carried near tar, tarpaulins, turpentine, etc. Bulch cheese is Uaiie to damage if stowed more than two deep. Cheddar cheeses are packed in boxes which contain 6 cheeses of abont la lbs. each. American boaM weigh inim 491^^ to8olbs..andnieasniei ft. xin. 10 tH. t ins. Ilie following measuiementsweie taken alongside the ilBinitr in Hew York Cheese box wdi^g j8 lbs. z6 by 16 by gahootx ft. 4 ins. 67 lbs. 16 by 15 by 12 „ 1 ft. 8 urn. 7$Ibs. 18 by 17 by 11 „ i ft.iiiiis. 80 lbs. 17 1^ 17 by 13 „ 2fL t ins. 20 cwt of cheese shooM slow in ahoni 70 loet. CHLORIDE OF LIME. 57 CHICORY. — Chicory may be divided into four kinds, viz., crude, dried, roasted, and ground. Dried Chicory is sometimes shipped in bulk in small vessels. Chicory will become mouldy in a damp place. Dried Chicory is not liable to damage other goods if carefully stowed. Roasted and ground chicory are generaUy packed in cases (contain- ing tins of 56 lbs. each) and weigh from i to 2 cwt. each; casks 7 cwt. each ; sacks i cwt. each. 20 cwt. of chicory, in sacks, stow in about 60 feet. CHILLIES. — In bags or robins. (keen chillies in baskets require lots of ventilatian, and may generaUy be treated much the same as gieen fruit. 20 cwt., in baskets, stow in 150 feet. CHINA CLAY^hipped m bulk and m casks. In bulk 40 cubic feet to a ton. Casks stow in 55 to 60 cubic feet to a ton. CHINA OIL. — In cases of 4 tins, 12 cases to a ton. One case contains 10 gallons and is valued at about $9. {See Oil.) CHIMA ROOT.— A kmd of Sarsapaiilla, packedin bags or casks. 20 cwt. stow in 95 feet. China Root from Canton, shipped in baskets (to &idia) vduch aeasure 5 to 8 feet. Nett weight i to i| picul. Value per picul ♦7 to $12. CHINA WARE. — Packed in crate?, barrels, and cases ; no fixed weight. Often shipped in rolls (packed in straw) about 2 feet per roll. Careful special stowage required to avoid extensive breakage when shipped in this way. CH IRETTA . — A plant used for medicinal purposes. It is packed variously in bales and bundles. 20 cwt. stow in 95 feet. CHLORIDB OF LIME.--Chlorinated lime, a oonqx>andof lime snd chbrine. Made by passing dibrine gas over ddoed lime. It is a dull white powder with a feeble odour of eUorine ; partial)^ soluble in water. Bleaches and disinfects, and is one of the most powerful dismlectants, deodkviiseis, and deootociseis known. nmch used to purify cabms. wash infected doQies, insh closets and drams, and disinfect the stoob of fever and chcdeia patients, etc. Chbride of Lime is usually packed in lead4ined cases. It shoidd never be stowed among dry gDods. {See Bleaching Powder.) One ton of 20 cwt. in casks stows in about 80 feet. 58 CHOCOLATB— CIDER.. CTOCOLATE^The seeds or nuts of the Cacao tree. Manu- factured and packed in casks, tins, etc.» which are stowed in cases or casks lor shipment. The Admiralty rate in Great Britain is 16 half-hogsheads, or a6 small casks, to a ton. The half -hogshead is about 108 lbs., and the small cask about 55 lbs. It may be stowed amongst other cargo, bat must be kept diy and fiee from strong-smelling articles. la casks, one ton of 20 cwt. stows in about 65 ca1»c leet. CIIOW-C390W.— Cases of Chinese preserve contain usually 6 to 24 jars. West Indian cases weigh 77 lbs. and measute I ft. 8 ins. Tliey generally contain two dozen jars. Chow-Cbow slioiild always be stowed mark up, or the syrup may nm or leak out and damage otlier articles. m cwt. or one ton stow in about 60 cntac feet. CHURRAH.— 'A peculiar resin, extracted from the hen^ plant ; shipped only in small quantities. (See Hemp.) GHUSSUM, or CHASSIAM.— Wild chussum packed in bales. 20 cwt. stow in about 90 feet, badly packed average 100 feet. CIDER. — A fermented Uquor made from t!)e juice of apples. Cider intended for shipment abroad should be in bottles, and at least one year old- Shipped in pipes' or hogsheads it should be stowed amongst articles not liable to damage should the cider burst the cask, which it will sometimes do in hot weather. 20 cwt., in casks, should stow in about 65 feet. CIGARS. — Cases of manufactured tobacco, such as cigars, require to be carefully stowed in a dry part of the ship. On long voyages they sliould not be placed near such articles as tea, sugar, etc. One ton in cases, 20 cwt., stows in about 180 feet. CINCHONA, or PERUVIAN BARK.— First brought to Europe in 1639 by the Countess del Cinchon, wife of the Viceroy of Peru. It is sometimes called Jesuit's Bark, China Bark. Quinine, Quinquina, etc. When gathered from the tree the bark is rolled, dried, and packed in bales, which measure about 7 ft. 4 ins. each. As cargo it has no objectionable quality, and can be stowed where desired ; it should, however, be kept away from damp or highly scented articles, as its quality may be injured, especially on long passages. 20 cwt., in bales, should stow in iji lb 150 feet. CINNABAR. — ^An ore, the chief source of the quicksilver or mer- cury' of conmierce. The well-known colour vermilion is extracted from this ore. CINNAMON AND CANELLA. 59 In bags, 20 cwt. stoW in about 20 feet, but it varies much accord-:- ing to quality. CINNAMON and CANELLA.— Obtained by stripping the bark of! the branches of the cinnamon tree. The smaller kinds are introduced within the roOs of the larger and then dried ia the sun, after whidi it is packedin bundles of 80 to 90 lbs. It sliould be kept away irom tea, sugar, or ofher edible ar&des. Bong dioioe aiid fahraelnfi^itdioiildbei^ (Si? CStaelki AHm.) Inbal8Sorbimdle8 9ocirl.siioiiid8tofriBX4o leet InnUcWne pwwed bales 20 cwt. dtonld stofrin xoo leel. CITRONS. — Candied or preserved, in cases oootaining losmaM boxes (average size 3 ft. 6 ins. by z ft. gins, by z ft. Sins.), measmed zo ft. 3 ins., weight aveiaged 300 to 3Z0 lbs. each. ao cwt. should stow in about 70 feet. Stow as dioioe freight. CLAY. — Seventeen cubic feet equal one ton. (See Ballast.) CLOCKS. — Packages containing fragile articles such as clocks, watches, etc., should be very carefully handledandstowedaschoice, valuable, and dry cargo. American cases measure from i ft z in. to 4 ft. 2 ins. each. CLOTH GOODS* or articles of a manufactured natnxe, such as jackets, trousers, great-coats, iannd, seige, stockings, blankets, shirts, palliasses, bobtms, sheets, towels, etc., should be kept dry and away from damp or oily articles ; generally packed in tin-lined cases. The heavier articles stow 20 cwt. in 85 to 90 feet. (Uncertain.) (See SpoBtwMons Gomlmation.) CLOTHES PINS.— -^pped in cases, 20 cwt. stow in 280 leet to 290 feet CLOVES.— The flower buds of a tree growing in the East ; they readily imUbe moisture if stowed near any liquid. In the Dutch Settleoients ifaey are made np, the best in cbests, mferiorin bags. In Colombo they are packed in sttnll bags of 50 lbs. eacli, and are eipoitedthenoe all the year Toond. lb Amboyna the harvest takes place in November itad Decwber. 1& ZanaibaT tli^ are packed and sfaqppedininegiilaiiy-sbaped mat bags, weighing about 120 lbs., and ahould be stowed in the 'tween decks. One bale of Qoves, Z43 lbs., measured 7 ft. z in. One bale weighed Z52 lbs., measmed 8 ft. 2 ins. 20 cwt. of Cloves in bales stow in Z20 ft. Bales of Indian Cloves Z43 to Z52 lbs.' measure 7 ft. i in. to 8 ft. 2 ins. each. (See Slices.) Clove stems in bags, 20 cwt. stow in Z30 feet. COAL. GLOIfllt SSSII.->W]iflii slmvcd i& a dtaxm puice wm heat ind IfMi i4o to i6o Ibi. ctfch meatiiit 3 fl i in. to 3 It 8 im COAL PRODUCTION OF THE WORLD. CXIAIi^Ilii froductloiiof coaliaigioiii tii piiiicipil coiiiitij«i It t * 2«MUAIld Germany Aofltria . FcaAce . Bdginm * • . 13,047,413 Il.4a5.457 9.758.994 2,197.362 6^596,067 152.881,509 137.739.851 38.570.473 •6,736,000 23.517.000 15.535.285 It tt In igio, 64,520,320 tons of coal were exported from Great Britain, Bristol Channel accounting for 26,457,855 tons, Tyne and N.£. ports 19,044,331. and Scotch ports 9,226,599 tons. The important question of ventilating coal cargoes has given rise at difierent times to much anxious inquiry. A step in the ti||lt linction seems to have been taken in 1875, when the subject Wis brought before the Royal Commission in London. After much ooosideimtioo liftt body decided to recommend tlv loaxd of Tiade to sloii tluoiif iMuid-thiough ventilation and to continue soflaoe vemiktifiiiaiily. itwasiwiatedoiittlptair, todoan]rfciod,woiild liav« tn wwm^ oontinnooaly and lieely tlifon^i every part of the ciljgo, a ooQilitlon not ontainaoie on ooara sinpb Steain coal is taid to abiorb abont twice its own voioiiie of •onM la ten davs. The ^ii f i iiaaiiin of tmall ontatitieii throoffh an ajf^ shaft has been ifiond snfikicnt lo^ aid spontaneous ignition, but .not to Ytttfibte tlie oamio. The Commission rooomninided that the tempeiatQie in difieient 'iMfls of 'the hold should be 'tested dailv.* and a note 'Of ' ♦ hfWffy made «the ship's book. A system of suifacae ventilation shouJd be cairied out which would li elDCtiveinall weatheis, and afiord continuous egness to the open air (indepndeatiy of the hatchways) of gas, wMich is especially 'CHwflKwTO' 'QlninB vUB mSC IiasC ox ' mB' vvvshS* COAL. Befoie leodving a cargo of coal the shifting boards, lunbeis, sluices, strums, pump-wells, sounding pipes, etc., should be caiefidly inspected, in steameis especially the sliiioes should be wdl o^ed, opened and shut, and the limbers deaned oat. The cement directly under the soonding-rod pipe should be examined, and, if damaged, repaired ; instances have occurred where from constant use the sounding-rod has worked its way through the bottom of the vessel and caused a leak. The side scuttles and ports if open should be whiteleaded and shut ; all ventilators open and in good working order. Blocking up ventilators to prevent the dost ocnning on deck should never be allowed ; it may lead to a serious disaster sooner or later. While loading, the vessel should be kept as near an even keel as possible, and the draught noted from time to time. Three per cent, excess on the B. L. weight should be obtained, otherwise the cargo will turn out short, especially if it be loaded during wet weather. When loading under the tips the officer should get the weight of each wagon load as it comes cm board. If loading from barges alongside, the name of the boat and the total weight, as per boat, note and tally. Bunker coal is liable to spontaneous combustion, probably in a greater degree since the introduction of triple expansion engines and forced draught. It is interesting to note the information contained in a paper Professor Lewis once read on this subject before the Institute of Naval Architects. He showed from experiments previously made on the H.M.S. "Crocodile," that while the tempera- ture of the stokehole was moderate, that of the bunkers did not differ greatly from it ; but when the stokehole became heated to loo" Fahr. action commenced in the bunkers, and this rapidly raised their temperature higher than that of the stokehole. Before stowing difinent kinds of coal in tiie bunkers they should be measured by those in chaige, and the total capacity carefully noted for future guidanoe. When supplementing fuel at ontports a tally should be kept by an engineer or officer. It is decidedly unsafe to leave such inqwrtant wmk eniifdy to derfcs, or other Jiresponable persons, probably sent by the agents supplying the coaL Steamers have often found themselves short in conseqnenoe of soch neglect li Newcastle, tJ.K, the master of every foreign-^ingsteamship most, under a penalty of withmsix days of dearing, dedare at the Custom Hoose to a certificate showing what quantity of bmilBer coal he has on board for ship's use. Coal dust will dainage most descriptions of cargo, and the sMp inay be held liable. It is advisable to wash out and dry all holiis ^fter dischaiging coal, before taking in other goodi. Hit loUoiiiiig footled caM afford tcxme iBmliiliciii of tbe dmpn to be gnaidid against in carrying ami. On Septemlieri^tlithe Inigantine ' Bonhk Dunkeld ' left Swan- m. liitiia caigo of 5x3 tons at ooal the ' Seven Sisters ' Colliery near Hmth. This omI, thoagh highly anthradtic, is stated by the Inspector of Mines for llie South Wales district to give of! consider- able quantities of gas lor some time after it has been worked. The loading occupied two days, the coal being shot down the main and after hatches, and trimmed so as to slope down from aft forwards, with a space between the cargo and the deck. As soon as the cargo had been taken in, the master closed the fore and main hatches ; the next day the after hatches were closed and the fore hatch left open. Hli% Ip i p 'ii Br, was not done for the purpose of ventilation, bat to 4lliiie fiie crew to get at the store-room, which was under the deck, just forward of the fore hatch. From the time the vesssl left Swansea until the explosion occurred (about 36 hours) all the hatches were tigfatfy battened down, and the accumulated gas in the hold had no means whatever of escape. A sail being required from the stoie- looni, tlie niastser ordei«d the lore hatch to be taken off, tlie mm went down through the hatch into the sail-room bdow, fiM^ li ^ ffii f^ir ft ffda#f f^ ii ^ 'fiiMWftd ^if pinminn Use master oltfae ' BmnilB BmvMW/ wiowatunoertificatod, stated that be thought itunneoeBsaif toiwntilate the caigo, as he was not aware that coalof tiiiii i ii ti ' . rittHAn..«in: imttMii .ii%'aiMi»ifn^ftff He also Stated that he iaiiiefw heard ofventibtingoodc^ of under 400 tons. "Hieownefs of the coMeryfroinii^iich the coal wasobtained did 'Hot ^ int HfUT to liaw.givim ^ao^ warning as to the necessity ..lor keepin g off file hatches or providing other means of ventilation. "The Court of Inquiry, in giving judgment, attributed the ex- floSMMl to the master closing his hatches, and not using any means of caigo fWlilation ; and the Wreck Commissioner stated that if another case came before him in which it was shown that a certificated master had left port with his hatches battened down, without pro- viding any means of ventilation, and that an explosion occurred, a severe punishment would be inflicted. " The master further stated that he could not detect the presence of gas by the smell, but the Wreck Commissioner pointed out that an analysis of this Mnd of coal had been made, which showed that the coal contained only a small quantity of sulphur, and that the ga.s would consequently be comparatively free from smell." " Tie • SuEVE More,' an iron ship, 1.668 tons nett, sailed from the Tyne on the 30th Maidi, iS8s bound for Bombay, with 2,543 tons of 'West Hartley Main' coal. The coal was shipped in fair coax«< 63 condition, and was kept free from water, the ship being perfectly dry. There was an efficient system of surface ventilation ; and a daily record of the temperature of the cargo was taken from a ther- mometer which was left lying on the coal. The vessel was fitted with iron masts open at the ends, and perforated more or less. The masts were stepped on to the keelson, from which they acted as perpendicular ventilators, a half -moon space being left on each side of the keelson. The mastheads were fitted with covers kept in their places by long legs which went inside the masts. " From the 8th to the 13th of June the vessel encountered veqr bad weather in the Indian Ocean, during which the hatches weie battened down. On the 14th vapour was seen issuing fmm the ventilator abaft the mainmast, but the theimcHBeter did not sliow any change of temperature until the ni^^of the X5tli» when it rose ao*" in the after hatchway* after four or five fieet of the coal had been taken out. Evety^ui^ was battened down, but during the monuag of the x6th t9m explosions took place, and foe was seen burning strongly in the lower hold In the ykmity of the mizen-mast, which at 445 a.m. had sunk three feet. At 6.30 a.m. flames issued from the oon^onion and cabin sk^ig^t, and everybody then left the ship. " The Court found that the spontaneous combustion from which the fife originated was probably caused by the hollow iron mast acting as a ventilator ; they attached blame to no one. " In the opinion of the Assessor the fixe originated at the heel of the mainmast, and burned slowly upwards." "The ' Repubuc * was a steel vessel, barque rigged, of 2,347 legisteied tonnage, built at Sunderland in 1891, and belonging to Liverpool. It appears from the evidence that she sailed from Newcastle, Australia, on or about the 22nd January, 1896, bound for San Francisco, with a cargo consisting of 3,770 tons of Wallsend coal, mined from the Co-operative Colliery, Newcastle, New South Wales, and a crew of 30 hands all told. After leaving Newcastle fair weather, but with unfavourable winds, was experienced, and the vessel in consequence made poor progress. The ventilators were kept open continually, and all the hatches were removed during the daytime, the temperature of the hold being taken each day with great regularity by the first mate. No indication of any heating of the cargo was discovered until the loth of April, when steam was found to be coming from No. 2 hatch. This subsided during the day, but increased in volume on the zxth. The master then ordered all the hatches to be removed, amd made an examination of the caigo, testing it with iron rods in several places. He jettisoned fiom ao to 30 tons of coal from No. a hatch. A very large quantity COAL. of water was tlieii pumped into the hold on this and the following days. The heat in the tuhes was found to be normal, and this continued to he the case until April i6th. Some of the crew were set to work to dig down, in order to get at the seat of the fire, but could not continue the work on account of the smoke and gas, which overpowered several of them. On April i6th a heavy explosion took place, blowing off several of the hatches. On the 17th a sail was sighted, which proved to be the British ship ' Hollinwood,' and in response to signals made by Captain Hughes, the master. Captain Kidd came on board and promised to stand by the • Republic' and take off the rrew in case she had to be abandoned. Finding it impossible to subdue the fire, which continued to spread despite all efforts made to control it, the vessel was finally abandoned on the 19th of April, and all hands were transferred to the ' Holun- wood/ the two iressds being at the time in latitude 34° 44' North and imfgitade 127" 15' W. When the crew left the ' Kspdbuc ' the foremast was settling down, and the deck had begun to sink ; flames wefe hoisting out of the hatches, and everyone on board, as wdl as :||||^^ of' the ' HoixiiiwooD,'a»i8idered it highly dangerous to lemun longer. Al hinds weie safely landed at the port of San Fiandsco l^thesMii'IiaxiNWOOD' on the 24th of ^pril. " 11i«Cf>iifl.iiairiiigoonadef«dthi^^c^ Rbpubuc' was wen found and seaworthy at the time ci hu d^Murtm from Ncwcastie. and wis Mty provided with an the appantus aeoesHury. lhatthe catfD wai w# tndpfoperiy stowed, that the ventilation was food and sniiciciit, and that the vessel was not oveikden. Hal the master. Seth Hughes, navigated the vessel in a pmper and tes'manlite manner, that every care was observed on board in attending to the vvntilation andin noting the tea^etalnee* , That the oflioers and crew behaved in an exemplary manner, and that feilect disdpline was maintained on hoard, and everything was done that could he done to get the fire under. In the opinion of the €o«t the master deserves great praise for the manner in which he performed his duty. The master and officers are therefore eionerated from all blame. The Court thinks that if the ' Republic ' had been provided with facilities for discharging steam into the hold, there would have been a possibility of saving the ship and cargo." ** The • Greece,' an iron screw steamer, of 3,242 tons nett register, London for New York, with a general cargo, was lying at the £ag^ Dock, Hoboken, New Jersey. Her bunker coal (originally consisting of 1,252 tons) was obtained from Cyfartha Collieries, and being semi-anthracite coal was of a veiy gaseous nature, and required O^^AL'i 65 free surface ventilation. Of the bunker coal 413 tons were stowed midships in the lower hold, beneath the orlop deck, which deck was also pajrtly filled with cargo. Above this another patch of coal was stowed upon the steerage or 'tween decks. The ventiktion of the lower hold had been entirely overboked or neglected when the vessel was loaded, although this hold is stated to have beenproperiy ventilated on previous voyages. When the 'Greece ' arrived at Hoboken, and while the vessel was being hauled alongside the wharf, four stevedore's men rushed on board, and after removing the hatches of the orlop deck, went into the main hold with a lamp, which was subsequently found on the upper deck smashed to pieces, thus clearly indicating the cause of the disaster. " The Court of Inquiry held the casualty was due to the stevedore's men taking a light into the hold, without the knowledge of the officers of the 'Greece,' and that the gas had accumulated owing to the absence of ventilation in the No. 3 lower hold. From the evidence adduced at the inquiry it appears that the ' Greece ' had been loaded and coaled nnde^r the supervision of the National Steamship Company, and that the captain had practically no knowiedge of the natnre of the cargo, or ventilation of the holds, when he took command of the ship. Three of the stevedoie's men were kiUed." Captahi H. Jameson of the SS. " India," i^teied tonnage 1.567 ; gross 3471, writmg on this subject, says " Loadmg coal, one o^oer should always he about the holds; my experience goes to show, ' Never put your trust in coal-trimmers, or yon win he sorrowful before you reach your destination.' On one occasion I had my ship neatly on her beam«ida thrnngh the coal shifting. Of courseit requires heavy weather to do this. " The most coal I have ever carried on this ship is 2,900 tons (honkers included). Mean draft of water leaving Cardiff was ^ feet 5 inches. "Coal requires plenty of ventilation, and no person should be allowed to enter the store-rooms with a naked light till the hatches have beenopensd, and every care taken to ascertain theie iSno loni gas below." Goal taken on board during wet weather will turn ont on ddiveiy 2} to 3 per cent, short of original weight. Welsh Steam Coal, 20 cwt. stow in about 40 cubic feet. Newcastle, Shields, and Lancashire Coal, ao cwt. stow in ahont 45 er vary in Hie and wa^t irom 20 to 60 lbs. each. Manufactured Copper, 20 cwt. stoW in xo feet. 20 cwt. of copper ore (uncertain) stow in about 10 to 20 feet COPPER MATTE.^One ton of 20 cwt. stows in 18 to 20 feet. COPPERAS, AND COPPER SULPHATE.--Shipped in casks and hogsheads. The steam or moisture arising from water getting at these articles will damage other goods. Consequently they should not be stowed over dry articles, especially of an edible nature . The hoops of casks used in packing invariably rot, or get adrift, even on short passages. Barrels of 3 cwt. each measure 32 ins. by I9|ins. by iQ^ins. each. Casks of Copper Sulphate, 20 cwt. stow in ao feet. Casks of Copperas, 20 cwt. should stow in 52 feet. COPRA.— The inside or pulpof the cocoa-nut, removed from the husk and dried in the sun. There is a stale oily smell about it that would damage food products if stowed near. In bags it often mildews and smells sour. Cases of Desiccated Copra shipped in Ceylon have been found to give out an oily secretion when heated; otherwise, when tin-lined, it should be free from smell or objection- able qualities. Cases of Desiccated Copra shipped from Colombo to New York, tin-lined, measure 24 ins. by 19 ins. by 19 ins. and wdgh 139 to 184 lbs. each. One ton of 20 cwt; Desiccated Copra in cases stows in about % cutnc feet. One ton of 20 cwt. of Copra in cases stows in abocit 80 to 90 feet. One ton of Copra in Ixiles stows m about 85 feet. CONFECT lONERY, or CONSERVES.— Packedin cases should be treated as choice cargo, and stowed in a part of the between decks apart from rough or objectionable articles. 20 cwt. of cases stow in about 62 feet. COQUE DE PERLE.— Bags, 20 cwt. stow in 50 feet, GOOUILHOS.— The seeds of the pahn are called Coquilla Nuts. The wood itself has a beautiful mottled appearance when polished. It is sometimes shipped in small quantities from South America for broken stowage. One ton of 20 cwt. stows in about 56 feet. CORAL.— The Red and Pink is geneially found in the llediter- ranean. Black in the Red Sea, and White Coral more or less ovar aU parts of the tropical world. Manufactured articles should be treated as valuable, and carefully stowed in a safe place. Choice rough pieces can be stowed where they will not get crushed or damaged ; not, however, among dry goods, such as sago, tea, flour, etc. Coral is generally pacified in boxes, bags, or bands. WmtMi io cwt., stow in about 60 to 80 leet. Rough Coral, in bags, shipped in Ceylon, 20 cwt. stow in 90 feet. CMIRIANDER.— A plant of which the aiomatic seed is used for iavonring and other purposes. 20 cwt. should stow in 85 feet. CORIANDER SEED and CUMMIN SEED.— In bags of 106 lbs. each. 20 cwt. stow in 120 feet to 130 feet. CORK. — Shipped principally from Spanish and Portuguefe ports. Being a light article, and never very tightly packed, it takes up a great deal of space. It can be stowed among any dry cargo. Pressed bales, containing 20 cwt. Cork, stow in about 200 cubic leet when wdl packed. Bales of Cork shipped tein France average 132 lbs. ; ao cwt. stow in 440 feet. Bales of Cork Wood average 154 lbs. each ; 20 cwt. stow in 270 leet. Bales of Cork Shaviags mm§t 275 lbs. each ; 20 cwt. stow in 290 €ORN, INDIAN. — ^Boxes of prepared Maize should be treated a* choice or light freight, and carefully stowed. Avmfe size 48 lbs., and measure i ft. 2 ins. each ; 20 cwt. in Imaiies stvyw in about 58 feet. CORNED AND PICKLED BB£P«^n the market a distinction is made between corned, and salted or pickled, beef. Corned beef intended for immediate use is very slightly salted. Merely rubbing Hie surface of the moat with ine salt, era nnxtiire of salt and sugar. It smfidcnl tio give 4BMl||lk«d degree of saltness. If consumers ike it extim salt, soiiiesllllll is forcedinto it with a foroe-pnmp. Curing Mmit» or Ftork.— To one gallon of water add lb. of Salt, I lb. Sugar, |oz. Saltpetre, ( oz. Potash. In this ratio the pickle can be increased to any quantity desired. Let these be boiled together Qiiti ai tlie dirt hom the sogartises to the top and is skimmed off. Hien thtmr it Into a tab to cod, and wbm cold pour it over your Beef or Boifc, to remain the usual time, say fouror five weeks. The meat most be neicovered mtb pickle, and should not be put down COTTON. 71 for at least two days after kiUing. during which time it ilioiild be slightly sprinkled with powdered Saltpetre, which removes att the surface blood, etc., leaving the meat fresh and dean. Some omit boiling the pickle, and find it to answer well, though the opeiatioii of boiling purifies the pickle by throwing the dirt always to be found in salt and sugar. If this redpe is properly tried itwill nev» be abandoned. There is none that surpasses it, if so good. {See Beef and Pork.) COTTON.— Cotton was known and used in the East 3,000 years ago. Cultivated in tropical and semi-tropical climates, it now takes rank in extent and value above other crops, excepting wheat and rice. There is daily an increasing demand for its manufacture. ^ Powerful hydraulic presses are employedfor reducing the size of the ' bales, which are then bound round with iron bands, or thick cords, weighed, measured, marked, and shipped to and from various parts of the world. ^ v ^ From the King's Speech at the opening of Parhament. Fel>.2n€. 1004, we extract the following:— ^ " The insufficiency of the supply of the raw material iqxm wtodi the great cotton industry of this country depends has inspired me with deep concern I trust that the efforts which are being made in various parts of my Empire to increase the areaimder cnltivatioii may be attended with a large measure of success." The Liverpool Cotton-brokers* Association arrange tbcir retnnis under various heads, viz. : iynerican .—This indudes the whole produce of the United States^ and is the most extensive and finest in the world. Bnxttittii* Turkish and Giedaii. West Indian . East Indian. Where it is possible, the bales shoidd be examined before bemg received on board, and should they show signs of having been wet or damaged they' ought to be refused, or else a remark made on the B.L. to that effect. When stowing cotton over grain, care should be taken to block right off to the deck, otherwise the grain may shift in heavy weather. Oil, grease turpentine, tar, etc., should not be stowed near cotUin. All smoking or naked lights should be strictly prohibited while loading or discharging cotton. At sea. on board steamers especially. COTTON ventikton or openings from the deck should be carefully guftided to pnevent spaxks of fire getting down to the cargo. To tocnnine approximately how many bales of cotton a vessel •boidd carry, take for sailing vessels 3} to 4 bales per ton, for steamers 4I per too, or 1.900 to 2,100 lbs. per nett ton register. tbt average wdght and measurement ol bales of cotton vaiy CfMllideiablv. SeaMaad »> 333 35 ** l^pland tff 391 tf ^22 It Mobile »t 500 (» 23 , *» Calcutta^. " fft 410 ft tt hard pressed. $$ 300 J* 12 •t ft »t 775 »* 20 tt tt West Ikidian >t 212 • f 25 • ft BmiMan f» tf 17 tt Bo. »» 1$ 10 tt nard pressed* Bales of cotton shipped at New York, pressed 480 lbs., measure 14 feet ; unpressed, 480 lbs., measure 37 to 45 feet each. Bales of cotton waste 500 lbs. measure, pressed, 37 feet. American. One ton of 2.240 lbs. pressed cotton stows m about American. Ope ton 3,240 lbs. unpressed cotton stows in about 200 feet. East Indian bales, 20 cwt., stow in about 57 feet ; othen 54 feet. QcMii'iiiilllli bales, 410 lbs. each, stow 20 cwt. in about 52 feet. (Miliary pressed, 275 lbs. each, 20 cwt. in 67 feet Cipliili Piiry, of the American ship " Cambria," stated at a trill In lifttffodl that if the bales in qnesfioa had been exposed to lain before shipment they would afterwanli diy irery qmddy on the out* ilie, and it wvNiM be difienit witboiit opening them t^ ascertain II the centre wwi dvy 'Or not. He had cairied 1**^^ of cotton, which were found rotten and decayed on arriving in poftf although the baiet were apparently sfai^yped in good oider «i?>d condition* In this case the shipcmner had to pay £193 lis. 6d. lor damage that appears 'tn have been done before the caigO' was received on board. Mr. wilhainM.L<^hiion that the men's death was due to absorption of carbolic acid through e skin, and found that the barrels containing the add. being what is known in the trade as second dass barrels, were not vp to tiie vsoal standard, and that, while stowed properly and in the usual manner, they were not sufficiently ■©cured from shifting by being tommed down from the upper deck. The vOort considered that special care should be taken in connection with add : that the casks in which it is shipped should be tboronghly sound and fitted to withstand the risk of bad weather : that care should be taken as to the manner and place of stowage, so that in the event of bad weather the danger •M risk may be minimiawl. and that aU those who are called upon to handle 8u(^ cargo should be niade awaie of the raecial danger incvfrodWabsofvite of the add throogh the ddn. DANGEROUS GOODS PttosrooBic Acid. There is no objection to the shipment of Phosphoric Acid under deck if it is contained in strong stoppered bottles packed with wool or sawdust in strong noodan cases, each containing not mem than six bottles. Picric Acid. The Board of Tnde have advised their Surveyors in November, 1910. that they need imise no objection to Picric Acid being carried under deck without a magazine in ships ot&«r Uttn emigmat ahips. il the lt>l]owiiig coodittoiis at* complied with, vis, : — (i.) The packages must be of sufficient strength not to allow any of their contents to escape when subjected to rough usage, (t.) It most be stowed away from boilers and strong nincml addti faiilts» etc., and not in contact with lead. (3.) Each package must be marked as follows " EspMves Class III., Division a. " Picric Acid. Of not crystals state percentage of water.) " To be slowed away from boilers, also strong mineral acids, paints, etc.. and not in contact wilii lead." I4.) Subject to these piiiviak>ns the total quantity of picric acid to be Stowed on board any one ship is limited by the proviso that not more Itian Ion tons may be carried in each separate hold or compartment. Nitre Cake. Nitre Cake is a by-product of the manufacture of nitric acid and contains free sulphuric acid and sulphate of soda, with a small percentage of free nitric acid, when dry it is harmless, but it absorbs moisture very readily from the air and when wet will corrode wood or iron. It will also, when in contact witii iron, cause hydrogen sas to be given ofi. Masters should always be ittlormed of these qualities of the substance. When shmped for abroad on long voyages it is advisable that it should be fncked perfectly dry in strong airtight vessels, or that other efficient means Slionld be taken to guard against the risk of corrosion and of evolution of gas. It should not be carried in bolli When carried coastwise nitre cake may be shipped in bulk^ provided it is sliipped dry. and kept dry, and that the hold is efficiently ventilated. The hold shooid be thoroughly cleansed after the discharge of the cargo. Chlorate of Potash. Chlorate of Potash, although by itself incombustible, is a far more intense supporter of combustion than saltpetre ; some of the mixtures of combustible ■n i att e ri and chlomte of potash are liable to spontaneous combustion, and all such mixtures are swisitive to percussion, especially when it is combined with friction. Moreover, some chemicals have a very violent action on this snbstance, and many mixtures of eombaitfbie substances and chlomte of potash are set on fiie if acted on by strong sulphuric acid. These properties render the following precautions necesmry to eniilie the safe carriage of this substance on board ship. (I.) The chlomte shooid be packed in iron drums, or If that is not possible, in paper-lined casks of sufficient strength not to allow any of their c o nte n t s , to escape when subjected to rough usage. (2.) Casks or drums containing the ddomte should not be stowed in the same hold with combustible mntariala, or should be sepaimted from such tnbttances by a partition. BAHGEIOUS GOODS 79 (3.) They should not be stowed in the neighbourhood of the strong mineral acids, especially sulphuric acid, in such a manner that any escaping add could feach the c3iomte. , , (4.) Not more than ten tons of chlomte of potash shouM be earned m one hokl. Amorphous Phosphorus. Amorphous, or Red, or Schiotter's Phosphorus, which is wholly distinct to its physical diaracteristics from ordmary or yellow phosphorus, is not liable to spontaneous combustion and does not take fire in air until it Is heated to 260"* C. or 500" F. ^ This,. although a low temperature as compared witii most other substances, is, nevertheless, consadecalriy above the temperature of the ignition of dynamite or similar explosives as well as that of most varieties of matches. It is a temperature which on board ship would not be reached except throu|;h fire. No objectk>n need be taken to its stowage below deck, provided it is packsd in tto. It may be added that shipments are usually made in 10 lb. tins, ten tms bemg stowed in a case, and that it is not necessary to preserve this i^o^horus under water. SuLPHXDB OR Sodium and Sux^btob of Potassiuii. The Sulphides of Sodium and Botassium m tiie dry or anhydrous form are liable to spontaneous oombnetion and should be packed in strong, air-tight vessels, such as steel drums. In the hydrated condition the sulphides of sodium l^ld potassium are not liable to spontaneous combustion, and no objection need be raised by an Officer of the Board of Trade to their shipment on this account. Pbroxiob of Sodium. Peroxide of Sodium by itself is not an explosive, but it becomes dangerous when it comes into contact with any combustible substance ; it should therefore be packed in iron or steel drums sufficiently strong to stand rough usage without alloMring any of their contents to escape, and not too large for ready handling. The drums shouki not be stowed In a space, containing combustible materials. Caustic Potash. Caustic Potash, i.e.. the solid hydrate of potash, when packed in iron or sted. drums, may be carried with safety below deck, provided the drums are so placed that no leakage from them can come toto direct contact witii crew or passengers. Bi-sdlphidb of Carbon. Bi-sulphide of Carbon, or Carbon Bi-sulphuret, is " Dangerous Goods *' within the meaning of section 446 of the Merchant Shipping Act, 1894, and should therefore be marleed as required by, that section. It is a ookmrlesB, heavy, mobile, volatile liquid, which evaporates very quickly. It produces a pressure in any closed vessel containing it. It easily passes through the smallest opening, and it is very difficult to keep the drums tight hi whidi it is stored. It is not liable to spontaneous combustion, but both the liquid and its vapour take fire at very low temperatures, the liquid at rather a lower tempera- ture than the vapour. The vapour has a tendency to travel, and if it finds its way to any surface sufficiently warm to ignite it, tiie flame will flash back and ignite the liquid. This is known to have occurred when the liquid was at a distance of 20 feet from the warm surface. The mere striking together of two pieces of iron within the toflammable atmosphere may cause ignituin. So DANGEROUS GOODS. MMoibies tliat of ionl vifttmbte matter. ^i— Bi-rolphide of carbon should be carried in strongly made and perfectly capacity each. The drums should 2Uf^2Jr?S^ by hydraulic pressure to at least 40 lbs. per square 5?!!rJi?* •/ef^,5»^ ** w P« cmt. Aonkf be l2it in 2?i^2J!!SrJf e3q)ansion of the hquid. Drums of the Uad employed by tte Goveminent of India for the shipment of ether are leoommended for th^ ^*'?^driims should be packed in ttfonf wooden caiee (ufaich diooM be perforated) with not more than two drums in each caae. eadi drum beiiur la a semiate compartment of the caae. * It should be niTied aa deck cargo only, the utmost care being taken ta protect It from the rays of the sun, or lights, or sparks ; sail cloth (not black S?*^^** suggested as a covering. It should be stowed apart from aU omer goods. Aether dangerous or not, and kept at a distance from all steam pipes, funnels, or other heated objects, and from aU hatchways or other 7?"^*— *^)^ V*^'^^^"' all living quarters of the vessel ; Mid sraoUnff m Its vicimty should be strictly prohibited. i-/i2.^^L*^°^**^*™^*^* J^™" examined at frequent intervals (at least twice m 24 hours), during dayhght, to ascertain tf there is any •3?fi ™ if any leakage is detected, even by the presence of the odour Wve d escribed m the vicinity of the packages, they should be immediately Unown overboard ; and it is ImiiortMit tiiat the peison making these examinations should know that leakages sufficiently large to be very dimgerona fm Hie ontsiae 01 the dmms to mdicate their presence. Sulphur Dioxide. X>ii%»hiir Dbxide Is nnther combustible nor explosive, is not corrosive (in aqnaiMtis aiid oi of vteM are), and is not " Dangeroua lioods ^ within the meanmg of section 446 of the Merchant Shtoptng Act Liquid Ammomu. Am m on ia c al gas c om p r cise d into liquid form dionM be classed witli Mgeious goods, not only on account of the danger of explosion involved ijeo It is not contained in vessels sufficiently strong to withstand the nmrou Jiiidi may be produced by a rise in temperature, but also on acooimt ol highly dangerous natuedE the gas. * I^e foUowingpieGautioiisshoaM be adopted v^ea tills board ship : — Itjlioifld only be packed in iron vessels which have been satisfactorily laM TO to a pressure of 675 lbs. per square indi. and dionld be itond in a pait of ^e ship beyond the influence of any heat Irom boHem or Mknaosi, and femote from the living quarters* The aqneons soteOMi of aimnonia, of a specific gravity of -880 at «o* F. be conveyed in drums not exceeding 13 gaUons in capacity, with la mwty space equal to 5.33 per cent, left in eaclidnifli. There is no oMedlS to flie nse of enamelled drnms. ii ior carriage on board iMp, drums should be cipabli of ttum mmmM^ a pressure of 66 lbs. per square inch, and should be packed in cases withnol mwe than four drums in a caae, the interstices being filled with sawdust. M for diort voyages, andk as to Ireland or theOmtinent. the drums need Mt be packed in cases. At a temperature above lao* F. the eiqNUiiioil of Vu^M llUBOIlin ii mid. and a nsk of explosion mndi mcreaaed. DANGEROUS GOODS. 81 Care should therafoie be tsim not to expose drums containing this liquid to the rays of the sun or to the influence of heat from boilers. It should be c yyd wel l awa y from the living quarters, as deck cargo only, and should not be oovcied wHh; black tarpaulin. Ammonia solution of a specific gravity of -959 and upwards is exempted from the' operation of the above instructions. Small^ quantities of liquid ammonia for pharmaceutical purposes may be carried in glass bottles, if stowed wiHi such precautions and in such places ftiwvtt deck as may be a^ioved by the BoaiA officers. DmmoBBMzoL. Dlnitrobenaol, aHhongh a constitnent of certain powerful expkisives, presents, when unmixed with other substances, no ^tures that may be d^cnbed as dangerous. It is unnecessary to lay down any special rules witii rsgasd to ite canisfe on board ship. Naphthaline. naphthaline is not an explosive and no special risk attaches to its con- LlQUBflBD CAMBOmC ActD. If cylinders of carbonic acid are carried aa cargo, it is recommended tet the shippers should be asked to produce a certificate to the effect that the recommendations of the Home Office Committee of 189s on comnrcased gas cylmders have been oompUed with. If carbonic acid is used in a bar on board a passenger steamer, the whole apparatus, including the cask containing the beer and the bottle containing the carbonic acid gas, should be enclosed in a cupboard made of stout material and provided wiHi a dose-fitting door, wdl secured ; the cupboard shoeld be ventilated to the open air by means of a pipe of not less than 2^ inches diameter, andthe upper end protected by a goose neck. The apparatus should not be fitted in or near to any sleeping accommodation under deck, and should be placed in as cool a posraon as possible. The pressure gauge, and the key for taming tiie vahre of tte botlie. shonld be out^e the cimboaid. It is assumed tnat oidy one cylinder wiQ be used at a time, that it does not contein more than 20 lbs. of gas, and that it complies both as to - ^ I 'ff t l r and test with the recommendations of the Home Office Conmiittoe. MATCBS8. Vestas may not be carried on emigrant ships. There is no objection to ^or shipment on other vessels, provided they are padted in tin-^ed tii^t eases. Safety matdies may be carried on emigrant ships if packed in or tim- lined hennatical]^ isslBd cases, and stowed in thaafnaiaolthe l M B te h n ay. OiLXD MatbAials. There is reason to believe that materials which have been dressed or soaked ]^ Mis, ei ther raw or boiled, sudi as oiled dothing. oUed silk or cotton goods, eued pi^Mr, etb., iHhelher in the piece used for r«^^««g purposes, are to spontaneous combustion, more espec&i^y if mt goods aia iuiiiIh aMsn- tactoied and have been insufficiently dried. -^tei containing oiled goods intended for exportatk>n as merchandise ftKni^id be perforated or otherwise ventilated? and shonld be nuM as xeqnired by " «e^n 446 of the Merchant Shipping Act. 1894. ^Whoi oiled materials are used for packing care should be taken to see that ^mfmift been properly dried, and that the various folds do not overlap in snch * ^'^Tf* to bciaii israal thldnenei oi lha sMteiiBl wwiwniPB. Q. DANGEROUS GOODS. where they can be wta0fy fot at. Oitod clothing is someliiiM pulDed in benaeticaUv seated qietal-lined cases utt Hie ol^iect of fm«lii subsequently agreed to mark prominently on eadi frame the Uncds '* Inodorous Felt," in red letters if inches long, Ibiodorous Fdt may not be carried at all on emicrant shhps. When carried on other vessels, it sbonld, if slowed under deck, be placed ^lere it is easily aceessibte ; it Aonid on ao aoooont be txeatsd as geoeial cargo and coveicd with otiher goods. Inodorous Felt should not be confounded with tarred roofing and sheaHiing leits, from wliiGii it can genecally be distinguished by its lighter colour. No definite rule is laid down with regard to sheathing and roofing felts, but it is advisable that they should, if carried under deck, be stowed in the square of the hatchway, and dioald be meotkmed in Hie Master's letter so tbmt tliey can be jettisoned in case of fire. In 1903 a file occurred on board a vessel which carried two consignments of felt, vis., ona of black sarking felt, made from fiax waste, coal tar. and r pitch, and Hm other of farown sheatiiing felt, made from jute waste, igel tar. and resin. The two consignments were stowed together, and was deariy due to spontaneous combustion. The Board were advised na was nothing in the ingredients of either fdt wfaidi would predispose 1 to i|M)iitaneons combustion ; that the black felt made from coal-tar a^d nifecli was quite safe : but that if the rolls of brown felt were packed in the Mtfal a ship before they had cooled to the temperature of the surrounding Lampblack. Spontaneous combustion in the case of Lampblack is extremely rare, but tiMKsis a possibility of it taking place, and it is thefefoce recommended that lampblack shoold ba stowed near Hie batdiways* and whefo it is protected from the wet« Bcinlsd pnper should not be used lor packing lampblack. If it is pot op in r pasmis and packed in casks, or in caskss imply lined with paper, or in I or dnunii H my ba eaiiisd pn boaid sh^ witti con^aiative siiiety. DANGEROUS GOODS «3 Carbon Papers. Carbon papers which contain fatty substances and findly-divided carbon, or compounds of carbon, are liable, under certain conditions, .to some risk of q>ontaneous ignition. If a limited number of sheets are packed in air-tight tins within a soitaUe case, no objection need be raised to their carriage as general cargo. If carrM in any quantity and not packed in sudi tins liiey sbonld be carried as deck cargo only. Tjrpewriting carbon papers, which do not contain free carbon, are not open to the same objection and, if the^ are interleaved with plain paper, and, when in large quantities, packed in tm-lined cases, there is no oDjectimi to tiisir carriage as gentfal cargo. Glux PntcBs. ' The Court of Inquiry which investigated the circumstances lattending tlie abandonment on fire of the ship " Hollinwood," laden with wool, tallow, g^ue pieces, etc., from Sydney, New South Wales, found that the fire broke out m the glue pieoes slowed in the 'twem decks, and that tiie fire mi|^t possibly have l^n due to spontaneous combustion. Dr. Dupr6 informed the Court that he had experimented with the specimens of various articles forming the vessel's cargo, and found that with a mixture of wool and glue pieces, at a temperature of 250° Fahrenheit, there was a tendency to spontaneous com- bustion. He deduced from these experiments that the fire on board the vessel probably resulted from hair being mixed with the glue pieces, such as might be adhering to tiie taxi and ^omm of hides of animals of mduch the bales of glue pieces were composed. Another case has since been brought to the notice of the Board of Trade in which a fire broke out in the centre of a consignment of glue pieces stowed in the 'tween decks, and tiie fire was attributed to ^omtaaeoos ooadMStkm Carbios of CALcnm. Carbide of Calcium being " dangerous goods " witiiin the meaning of Section 446 of the Merchant Shipping Act, 1894, should, in addition to being marked as required by that Section, be packed in hermetically sealed tins enclosed in strong wooden cases, or in air-ti^ht and damp-proof iron drums, and ^uld be stored in the most easily accessible part of iiiesii^, all ne ce ss ar y precautions being taken to keep it dry. In the event of such precautions not being taken the vessel is to be deemed to be improperly loaded and should be detained as unsafe if any attempt be made to proceed to sea. . The risks attendant on the conveyance of carbide of ealdnm aay be eipressed as follows : — When water is brought into contact willi carbide of caktom it gives rise to a rapid and copious evolution of acetylene gas. This gas. with air, forms a violently explosive mixture. Obviously, therefore, if carbide of calcium is not stowed in such a w^y and in packages of such a char- acter that water cannot possibly have access to it, a very grave risk may ensue ; and in the confined space of a ship's hold, or indeed, any- where on board ship, this risk might be of a most formidable character. In addition to the danger of ei^losion horn the resulting gas there is also a fire risk, inasmuch as when water in small quantities comes in contact with the carbide, there is a con^erable development of heat, and. under certain conditions, the temperature may rise to a dangerous degree. " Acetyloid " differs only in degreefrom carbide of cslciuni, aadahooid be packed and stowed in the same way. DEAD WEIGHT, DAraS.--The fruit of the date palm, which in some countries mmm tint diief food of the inhabitants, as weU as of animals. The hest ^Dds are those obtained from Maskat and Basorah Dates mmB^j^m m the Persian Gulf from August to September, which IS considcfed the hottest time of the year Rnc dfy dates may be stowed among other caigo. Wet dates shoiild h^hept away iwm goods liable to damage, as thev often Jam and evaporate huge quantities of moisture on the voyage ^♦3^1"^ New York frin Masfcat and the Persian Gulf. Fancy boxes id Dates fnan Marseilles, , each 14^ lbs 20 cwt stow in 88 feet. ' ^ Dates are generaUy packed in gunnies or boxes. Wet Dates in mat bags, or baskets. Never stow Wet over Diy Dates. ao cwt. of Dry Dates stow in about 45 cubic feet. ao cirt. of Wet Dates in 40 feet. DEAD FRBfGHT.— The damage payable by one who agrees to ship cargo, or engages to load a ship, and fails to do so. ^ J^Sl*?J?S^5^T^l^ ^PP^^ ^ ^ the cubical contents of which are less than 40 cubic feet to the ton weight It "^f^^"^ ^ Coal shall not be con- sidered dead weight. The Editor of "Faiiplay" states there is a very mixed notion of what constitiites dead weight. Some affirm that it means cargo only^ that bunker coal, etc.. is additional ; others ^l^r^ ^ ^ " ^ »ot stores. As the matter » one of great i«i|»itaioe I may as weft say in as few words ZIT^*^ depends . on two things-^place- ^t^^uTS^r^"^^' "^ ""^ Hie displacement at fii^w may be the diaugfat is equal to the weight of the ship and iTtf^' 5^PP^ 6f a vessel is the weight t^^^^^l^^T^' plus the weight of the machineiy, S^!?^ ?.^J?^'.!f ^ spwe as required by Lloyd's or I2Jr^ • Ai over and above this constitutes dead < f TfTP"®' ^ » ««ies 7,000 tons d.w. ^ ^^t2?^,!L?^ 5,000 tons of ^^h^J^ ^2^' «if ^50 tons of pioviskms, water, and any other ciects, making m aft 7A)oo tons. In saflfaiF shios the S ^^^^ ma AOMs swe|»l dean ; ai mm and abo^ Is dead weight, cargo, etc. DECK CARGO. 85 There is also measurement cargo, which depends wholly upon the nature of the goods carried, as to the number of cubic feet which constitute a ton. " It is very important that the sigmfication of the term * dead weight ' should be perfectly understood, as we have known of many disputes on the subject, more especially amongst foreigners, who stipulate that the vessel should cany so many tons dead weight on a fixed draught. Towards the completion the vessel they begin to load ha with stores of every description for a Imig voyage, and when at the last they fill up witli coal and find that she wiU not carry the dead weight on the arranged draught, they turn round on the builders , and threaten pains and penalties of every kind, and possibly sail at last with the firm conviction that they have been in some wa|y outwitted. In conclusion I can only once more try to make it thoroughly plain to those interested, that when they con- tract for a vessel to carry so many thousands of tons dead wei^t on a certain draught, they must understand that tttsre is included everything over and above the actual wdght of the vessdl ready for sea. with only the necessary spare gear requiried by tfie Board of Trade, and with the boilers filled." DECK GARGO.--Unless signed for in the B.L. as " On Deck ai dipper's risk/* owners are held liable for safe delivery, notwith- stamling any law or custom of the trade which may tend to the contrary. aB important point, and o«. that should never be over- looked by vesseb carrying deck loads. Deck cargo can generally be insured against loss at moderate rales, provided the risk is not very great or unusual Before receiving bratvy deck loads the upper deck beams shoukl be strengthened by stanchions or supports from below. In the event of the saloon and cabins being under the deck, stanchions should be placed at different intervals, as required. The main deck scuppers or waterways should be kept dear, and room enough left for anyone to get at them^o dear Out any rubbish which might accumulate and block them on the passage. All articles carried on deck should be well lashed down and secured before starting on a voyage, and while in smooth water: Chain lashifigR should be used to bind timber, etc., well together. They should be taken from side to side, the ends being secured to a permanent part, such as a bdlard or heavy ring-bolt, etc. This is especially necessary when the crew have to work the ship on top of it Temporaiyraibamd lifelines ^ould be constructed foresand-^^ DIAMONDS. Timber sbouM never be «iowed to bear any unequal strain on rhe endi ; the wdgiit should be equally borne along the entire length. It Is unsafe in the extreme to carry a heavy deck load. In smooth water it seems al rigfcrt, but in dirty weather, during dark, stormy nights at sea, it is a source of much danger to all on board. Sec 451 of the Merchant Shipping Act, 1894, enacts that— " Any vessel arriving at a' U.K. port between the last day of October and the i6th day of April, from any port out of the U.K., carrying a deck load mort than three feet high of deals, or light wood, may have to pay a penalty of £5 for every 100 cubic feet so carried. This does not apply to vessels in distress seeking shelter. " DEMURRAGE is a compensation payable for the improper detention of a vessel by the charterers or their agents. The word demurrage means the agreed additional payments (per day) fw an allowed detention beyond a period specified in the agreement. It has also a more general meaning* of ccnnpensation for undue delay or detention. DBAS, BRAWfiRSt «tc^-Cases received at New York gave the following results One case we%hed 505 lbs. and measured 51 ft. 4 ins. One case weighed 504 lbs. and measured 62 ft. 8 ins. One extra case weighed 515 lbs,, and measured 2 ft. 10 ins. by 3 ft 9 ins. by 4 ft. 10 ins. — 51 ft. 4 Ins. In stowing they should be kept 4ry and away torn articles of a damp or oiy nature. DHOiiL^2o cwt. in bags stow in about 50 cubic feet. DIAMONDS.— The Cape Cdony has exported, since the first discovery of diamonds in South Africa in 1867, more than 50,000,000 carats of the predous stone, representing a value of £70,000,000. This enonous quantity would weigh more than 10 tons, and if piled in a heap would form a pyramid 6 feet high with a ba^ of 9 feet 'S(]uare. The biggest diamond was found in Jagersfontein Mine and is named the " Jageistontetn Excelsior." This is now the largest and most valuable diamond in the world. It is of blue-white colour, vety fine quality, and measures 3 inches at the thickest part. The gross weight of this unique stone was no less than 969} carats, and the following are its recorded dimensions Length 2} inches, great- est width 2 inches, smallest width li inches, extreme girth iil width 5| inches, extreme girth in length 6| inches. (See GQld Specie.) DRAUGHT OF WATER. 87 DRAGON'S BLOOD, or GUM DRAGON.— A resinous exu- dation from trees of their fruits ; it is used for various purposes of mant^Mitaie. Should be stowed as a resin in a cool part of the vessel From Mia it is generally exported in cases, six of which go to a tmi of ao cwt., and stow in about 120 feet. Chinese boxes containing one picul measure 7 to 7 J feet. 20 cwt in go f^* DRAUGBTT Oi WATER.— Sec. 436 of the Merchant Shipping Act 1894, directs:— (3.) The master of every British sea-going ship shall, upon her leaving any dock, wharf, port, or harbour, for the purpose of proceeding to sea. record her draught of water and the extent of her dear side, in the Midal Log Book (if any), and shaU produce the record to any chief crfBcer of Customs whaiever required by him. and if he fails without reasonable cause to produce the record shall for each offence be liable to a fine not exceedingTwenty ^rr^The master of a sea-going ship shaU . upon the request of imy person appointed to record the ship's draught of water, permit that person to enter the ship and to make such inspections and take su<^ measurementsasmayberequisiteforthepurposeoftherecord : and if any master fails to do so. or impedes, or suffas any one under his control to impede, eny person so apptrinted in the execution of his duty, he shall for each offence be liable to a fine not exceeding tive pounds. u • (5 ) In this Section the expression " clear side means the heignt from the water to'the upper side of the plank on the deck from which the depth of hold as stated in the register is measured, and the measurement of the clear side is to be taken at the lowest part of the The Board of Ttade Regulations dated January 12th, 1899, repeal those dated June 22nd. i8g6. and prescribe the use of certain disks and lines for marking the load-line in the different seasons. A certificate of the Survey must be exhilnted on board. DRUMS, or CHINESE TOM-TOMS,— Packed in cases mea- sure 13 to 16 feet ; weight varies according to size, etc. DUNNAGE.— Before receiving cargo on board ship, the holds should be carefully provided with an adequate amount of dunnage, and this should be laid under the direct supervision of an officer of the vessel, and not left to irresponsible parties. An entry of the amount, etc., should be made in the Stowage Book. When selecting dunnage care should be taken to use good, sound. Hit DUNNAGE. dwn wood «dy. Any previoodv used for stowing oU erease or Jjerjjjj^ -ticl^ should never be used Juc^tin.^ tt^ " w *° unpractised eye *^ Ml nght, moisture may be present, and when the hM ^ *;?P««f " takf place, and may injure certain f sawdust remain in the hold on thU Mcomt. IWer rosewood to logwiod. or get redwood, as it is much " Stevens on Stowage " says :— "A^«. far as possible loose dmmage. such as faggots and V4u^ui iti.iciiiii]ii TO loe piilli|3S, Iceeping the hold clear of water " Tliere sem» to be no rale by which coal, cutch. horns, bones, gtcm baniboos, ot oilier artides of m like nature may not be used i» dipwi^ md tbongii it may be a common enough practice in certam teaiics to do so. yet should damage arise and a survey be OOW. tbe vessd nii^t be beld liable for improper stowage Rattans ^Miibom^ of leed make fairly gVod dunnlge for hght - cwllapse under a heavy pressure If used, an OT« tiudoaeas is desimble to compensate for want of strength and stabiMy No haid-and-fest rale can be laid down for dunnaging wssete of tlie present day. The foMowing is, however, about the araoimt requited Ibr general caigo :^ Ho less tiian 6 inches on the flocM-. From 8 to lo inches on the bilges. From I to if inches on the sides. From i| to 2| inches on the caulked 'twixt decks &cqit in certain parts, vessel b Hast ianfa or double bottoms, do not require any. Cargoes of jute or the deck to aMow the sweat to run down clear of the bales Mats only are of httle use between the bales and the ship's side they rather t^ to make matters worse by getting rotten and turning lAick, It IS mui^ better to have one to two inches of dunnage! «to:h will generaiy prevent serious damage in this respect If at the end of the voyage any cargo is found to be damaged, there IS n^ «^ ^ dificulty should it be found stowed without dunnage. Tic liability rests with the ship. Saihng ships re- ^T:!^'^^ steam vessels and tHey sliMid mcreaae the (mount round the masts, water-tanks, etc. DYNAMITE. 89 l>Y£S.— When coal Is heated in the manufacture of gas, benzine is one of the substances produced. From this an oily, colourless fluid, called AnOine, is made, and it forms the b^se of numerous dyes. The coburs i»oduced include every shade and tint. Aniline blacks are usually veiy intense Uues. Manufactured Dyes are generaUy shipped in bottles or jars packed in cases, but only in small quantities. {See Apothecary Ware.) 20 cwt. stow in about 80 feet. DYNAMITE.— It should be noted that extremes of temperature, such as intense heat or cold, render this article extremely sensitive and liable to explode. Detonators are generally packed in sawdust. Each tin contains about 100 caps. They should never be stowed with the dynamite, but be kept by themselves. Great care should be used in handUng cases of dynamite not to knock or throw them down roughly, or they may explode. It is thought that dynamite will not explode when fire is applied to it, but only by the action of a detonator. The crew of the Liverpool barque " British Monarch," which took fire while on a voyage from Hamburg to Sydney, were wise enough not to trust to this opinion. They had ten tons of dynamite on board the vessel, and when the crew discovered the fire they tried to get at the explosive to throw it overboard. Failing this, they wisely took to their boats, remaining near the ship. They put off from the vessel about 4 p.m., November 20th, 1889 ; at i a.m. the next day the fire reached the dynamite, and an explosion of a terrible kind followed. Pieces of burning ship were shot up in the air so high that the officers of the whaling barque " Canton," being 130 miles off, saw the burning wreckage droppmg through the air, which they at first thought were falling meteors. When lying at anchor in any port of the U.K. with explosives on board, it is necessary to have a continuous look-out on deck night and day. {See Explosives.) EARTHENWARE. — In bulk or crates requires careful stowage. 20 cwts. in bulk will average about 125 feet ; jars, in crates, in 47 feet. Earthenware retorts, loose, 20 cwt. stow in 58 feet. {Se^ General Cargo.) EBONY.— A hard, heavy, black wood, the centre of a tree shipped from the East Indies and East African ports. Used as dunnage and weight in many instances, and is easily handled. It is a valuaUe article, generally shipped in pieces from 4 to 6 feet long, weighing ^bout 50 to 70 lbs. Care should be tekwi in tallying it in and out EGGS. 5*' £9IPi4l8IVBS. JO. BBplosives shipped by Gowrnment are divided into thiee Gffliips, whkh are sub-divided into Divisions. -A label will be affixed to each packBga denoting the group and division to which the contents belong. SxpioBEvct lor Ifaval Service are subject to tlie same regiUations as those ftir Atnij Sirvioe. hat an to be ttowcd in separate magaaneB or partitioned-fltf tit Sh^iping Agents' Surveyor will sdect the position for the magaxines, aad, m^ien ma^iiiiies are not required, the i^aces where tlii''Bai|do^ires are to Hie magaxines. portable magaadnes or boxes, and partitioned-ofi spaces for Sa^iiottvea not requiring magasines are to be constructed by the Owners 4it their enpenae. . • . The construction is to be in accordance with the Specification, Appendix B , aad is to be subject to the approval of the Ordnance O&cer of the Department dipping ftepii. to whon Iht Oii^ EXPLOSIVES. 9i notice of the date on which the vessel will be ready to receive the Explosives. The port r^^lations for the shipment of Explosives are to be adhered to All ships with wooden masts, conveying any quantity of Explosive^ttSkf Group I., are to be fitted by the Owneis with a lightning Condodor at Hl^ Main, and with additional conductors if speciaUy ordered. In the case of ships built of iron or steel, and having iron or steel masts, with wire rigging Ipom Hie mast head makmg divert contact to the hull. Lightning Conductors are not required where the quantity of ExplosiveB to be carried is under 50 tons ; but when 50 tons or over are to be carried, one or more conductors aio to be fitted, as may be deemed necessary by the Surveyor. Lightning Condncton ace not required in the case of Exploaives of GroopIL or III. «l. — (a) The Explosives comprised in Group I. (except as provided in SscfioM (0) ) are to be placed in magazines to be built in accordance with the ^»eciacation, page 73 ; and the following dassification ddioleB how thBjr ato to he stowedin the aewal Bug»xin«8 : GROUP tHvition i,— Cordite in bulk Cordite cylinders without igniter ... W a lHw Ute .•« .•• ... Gunpowder, except that which has been wetted Cannon cartridges filled with gun- powder, ballistite, or cordite; ex- cept Q.F. cartridges but including all charges for Q.F. cartridges. Poftt powder ... ... Igniters, powder Cordite cylinders fitted with igniter Bags, primer, filled 4 Charges and primers, impolse torpedo Fuze, instantaneous ^uicl^ match ... 1 May be placed in one magazine and with Group HI., 3. It •t 3.— Guncotton. dry „ Dynamite Exploders, filled, for lyddite shell ... BItttiag gelatine Tonite ■ Gelignite 3.—- Picric acid May be placed in ••• - ••• ••■ Must be placed in a magazine by itself. % All the magazines are, ae fisr as practicable, to be placed so as to be approached by. and coDtiguous( to, the same hatchway; but they aro to be aa far aoart as possible an4 with suitable cargo between them.and no other efeona aie allowed to be placed with the Explosives in the magazines. (c) The magazines for Divisions 2 and 3. when in steam vessels are to be placed so thst there is a compartment with iron bulkheads between them and the engine-room or stoke-hold. or if there are not sufficient compartments to admit of this, though there aro two hatchways in the length of thehold. tfMy nay be placed adjacent to the hatchway furthest from the engine-room or ^ke-hold. but so that' no part of a magazine is less than 30 feet distant there- im : Hid in all ships^ magasineB fartbese BnAonves are to be placed 6fest aefhy BiMB the ship's side and contiguous to the hatchway. • Each packsge willbear a label having a fed diae iadicaling the Gam^ the amiibor of the Diviwm h|ii« ahowa inlU eaatie. EXPLOSIVES. (ivisi0B«i11 be placed in boxes, to be provided by the ship (at described m, the Spediartion. page 73). and placed in position in the vessel. m In sailing vessels engaged for the conveyance of explosives of Group I., the weight in tons of coal and patent fiiel alkmed to be shipped will not exceed one- ioiirth of the ship's registered tonaage whea Ilia f itntity ol aspiosive exceads that sppctfied in Section [e). , • 1 • tel The use of mineral oils for lighting purposes, except when special permip^ sioo has been gIveBfor the uscof a particuh» description of such oil (which must be in iron oaits or tanks, and stowed where approved by the Shipping Agents' Survevor), and the conveyance of petroleum ' or equally inflammable oils or spirits' as cargo, are prohibited in ships engaged for the conveyaaee of Explo- sives of Group I., except when the quantity of explosives does not exceed that specified in Section {e). Spirits, such as rum, brandy, etc., and 'vamishes, and similar articles in common use, are not. however, prommted ; bat when shipped they must be stowed with two water-tight bulkheads between them and the magattne or partitloaMMr space co nt a in i n g Explosives of this The explosives comprised in Groapa II. and IH. dojaot require to be plaoed in magazines, but must be stowed, whenever practicalBe. in a space pMidtioned off from the other cargo, divided, where necessary, mto compart- ments, or in boxes. * ji« j u it a - When, however, as may happen in the case off filled shells, and rames. the weight renders it necessary, either for proper stowage or for handling, that wa^ stores bo stowed in the square of the hatchway, they are to be partitioned off fcom other cargo in snch manner as may be fbond most convenient. (M The eaploeives of Groups II. and III. are sub-divided into the following Divisions, and are to be stowed in separate compartments of the partitioned- off spaces, as denoted against each Division GROUP BMaioa i.— Balls, light, parachute Bursters, segment shell Caps, percussion Carttridgea, small arm ) which are „ aiachine gun V safety aiming tube / cartridges. ,, signal, Very Cases, cartridge, quick-firing, capped and empty ••• ••• •♦• Composition, priming. .FnaeSt time ... ... ••• „ percussion ..• ••• ••• time and parcnaiion*** electric safety ■•• ••• ••• ••• Match, 'Slow •«•• ••• Ptortfirea.*. ••• ••• May be placed in mBm 'OiMnpartnieni. * BauApackagewiffibearalabelhavingaieddiami i n ^ the nainlier of the 'DiviiiDii^ litiiig ali^ E3CFL0SIVES. 95 BMaloii ij-JCwUwud. Primers, light G.S., and portfires life-saving. Prtmera, alaetric „ shtapnel shell vent *•• •*• Rockets (except war and liie-saving) Service lights of sorts... .*• ••• Tubes, electric friction ... •*• ••• **• percasiion ' «•» Division a.— Gunpowder, wetted ••• Mines and countermines, containing wet guncotton on be secured to a fir board i inch thick. The lining to nm from vp^t to vprii^ Oft Hie laMit of aag^aane, securely fastened with 3-inch anils, three to each board on eadi ttprigbt, extending from deck to deck, ck>se-jointed and fitting closely betireen the beams. A board 9 inches by i| inch to be securely fastened to Hie uprights at the nppcr and loww parts for Bmf| wg heads of shores. Thedoorway to be 3 feet 3 inches in width, with cant pieces 3 inches by 2 inches fitted and secured at the lower part to form a sill. The framing of doonmy to have if^ch lahbet on the inside fonned by the uprights and lininK. additional thicknesB of a inches being secured on each side for a Ml^ of 2 feet 3 inches for llie lower half door to run on. and chamfered at top on outside. Ike doois to be made in two parts, to fit Hie width of doorway, and formed of Wo Hikknesses of if-inch board, the upper half to be 2 feet 6 inches, the loner half to be 3 feet in height, and be shipped from the inside. The boards fonning the upper half door to be wdl fsteed together crosswise by nafls hftving their points tumed on the inside, and punched in. The ends of the outer thickness to extend 2 inches beyond the ends of the inner thickness, the ian« thickness to extend 4 inches beyond theouter at Ibeto]^ and a indMa «l Hie loner edge, forming reverse rabbets. The boards formmg the lower half to be secured to and kept apart 3 inches, by fir scantling 3 inches by 2 inches placed 6 inches in from each end. the inner thickness to extend inch «t Mbdiendbeyond the outer thickness. Two haad-holdt to be cut through lis putT ♦^''^■■M of each half door for lifting purposes. When both parts of m door are in place, the space between top of upper half and lower edge of bonid for sffm^i^g heads of shores to be filled in with i|-iBdi .hoards tad licaniyfMtBBedtote uprights. Both halves will then be aeeasediqr a atfOBf hanging lock, hasp and stapte, of metal or galvanized iron. V^en any quantity over 30 tons is placed in one M a y s i n e, uprights 3. inches wide by 2 inches thldrin addMoii to sibove are to he«llsd tarn dock ti> . ^Ifff ^ tMd so placed that not more than 20 tons, as near as can be inanaged without brealong stowage, is in one undivided space. When a Magazine runs ridht across the vessel, uprights must be placed 3 feet apart along the cmtee iSe Cfaie and aft), and tfflon Hit d«dt from ilda to side everv ia feet of the iMgHi. If considered MMMf ^ til* Sorvefon tteae vpdi^m dxndd be ttmnected by battens. ^ Should the height of the vtugmm^ magi fine eamsed 8 iiot» HMi ' nil he: .ifadaiar dp f ■ l a ii w Buvwyma, Pmtiiiontd^ Spmm. In partiliooed-ofi qiaces the uprights will be the same as for Hwyiria be botided up on the inside with li-inchbo^ — iwte teni i^right to and Mcarely aAd n^ EXPLOSIVES 97 Jf^fWfiMS m PmHHom^ Spm BuiU on Cmrgo. When it is necessary to build magazine or partitioned-off space on the cargo the selected space is to be levelled off. and the bottom formed of 3-inch by 3-inch quartering, placed 2 feet apart, co v ered with x|4ndi boardmg MCQiely naued. Uprights. 3 inches by 3 inches, 2 feet apart, running from the boards to the deck above, to fit taut and to be well driven in* cleated at the bottom and well tommed off at the top. Remainder of magazine or partitioned-off space to be as detsiled above. Box or Portable Magazine for any Quantities up to Two Tons. . (Size in accordance with the dimensions of the packages to go into it.) A frame to be made with 2-inch by 3-inch quartering.* floored and boarded up on tin hislde with x|-inch boarding. Lid to be fitted with cleats on the inside to keep it in its pkce when shaped, and with hanging lock, ha^, and staples, of metal or galvanized iron. FiUed Skglls. When not exceeding 168 lbs. weight each, and packed in boxes, the par- titioned-off space to be built as for other explosives of Group II. For shells exceeding 168 lbs. weight each packed in boxes, and for loose shdls, for any quantity over 5 tons the bulldieads to be of deals 3 inches thick by 9 inches wide, placed not more than 5 inches apart, to be cross-lined vertically with boards 9 inches wide by ij-inch thick, close jointed. For loose filled shells, in quantities of 2 to 5 tons, boxes to be made of s-inch deals, sides and bottom and cover of x^inch boards, properly secured. If oonsideBed necessary by the Surveyors, stronger scannings are to be used. When necessary to build partitioned-on space for shell on other caxgo, bottom to be of 3-indi deals placed doae tof^ther and cnaad wMi xi-lnch boards securely nailed. When stowed in the squares of hatches, the shells are to be entirely covered with x|-inch boards. No cargo to be stolrad on these boards. Stowage. Each division of Groups I., II. and III. of Explosives must be kept separate. No two divisions are to be placed in one m^azine or partition^-off space, eascmt Group I., Dhdion x. and Group III., vMatm 3. 6-pouxider and 3-poander amnmnstkm is never to be stored xnore than three boxes high. . , Barrels will.always be stowed on thdr bilges, never on their ends. FANS (not Ft^snkeail.^Vdxiked in paper boxes, in cases (siases vary) generaUy from 4 to 6 feet, wdgM accoirding to qoaUt^^ FARINA.— A glutinous articki iiindi should be treated as flour or starch, and kept away from moist or scented articles. Boxes average 56 to 64 lbs., and measure i ft. 5 ins. to 2 ft 3 ins. each. 20 cwt. of farina, in bags, stow in 54 ft. FEATHERS.— Packed in bales or bags. Bales weighing i picul each measure 6 ft. 9 ins. to 7 ft. 6 ins. per bale. FELT^A kind of .ioth or sheet manufactured from wool or other artidcs withoiit weaving, faduf^ m bales each 20 cwt fflLT (inodoroiw).— A substance which is prepared fn»ii the lofiiie cxf iax, tisated with a mixtiiie of resiii and oil. A very daogenms artick to ship on account oi its fiabOity to spontaneous comlMistlon. Itis%hterln coloiirthttitheov£naiy variety of felt fRMD ii^ikh It ninst he caidyiy distingaished, as the is known, has no tendency to spontaneous combustion. This anhstance can only be shipped by special anangement, and when- eier it is stowed under deck it should be placed wAmre it can easily be got at It should never be treated as general caigo« or covered with other goods. All bales of this kind of fj^ shodd have the words " Inodorous Felt " printed in laige red letters on the outside, so as to avoid all possibility of confounding it with the other article. The following are the particulars relating to a fire on board the SS- " Golf of Venice/' caused by spontaneous combustion of this '* On the 15th October, 1883. the vessel being in the Indian Ocean, the Chief Officer reported that smoke was coming out of the forward ventilator on starboard side No. i 'tween decks. At once directed the hatches to be taken off and had the fire-hose played in the part of the hold where the smoke was most dense ; after a few minutes, finding it had the desired effect, stopped playing water in the hold and began taking the cargo on deck ; after a short time came on the burning portion of the cargo, which was a bale of felt, and it was on fire right in the niiddle of one of the bolts of felt in a case. Had it removed on deck and thrown overboard. " On the 17th October, while examining the forehold where the fire had been on the 15th, found another bale of same mark as that on fife before, very much heated and commencing to let out smoke. Brought it on deck, with six more of the same quality, and having cut them open found ti|||^^ heated, over 210°. Deeming them not safe to store again with any other cargo, had them all hove over- board. "On the 24th October found that fire had again broken out in the forehold No. i. Got the cargo on deck from the lower hold, and got at the cause of the fire, a bale of felt. Got it on deck and hove it overboard. Stowed caigo on deck and covered it over with sails. ' ' FENNEL SEED, and Fenugarick or Fenugreek Seed.— The Trigonella FcBnum Grdcum, an emollient ; poultices are made of the flour for veterinary purposes, and the Arabs use it in fomentations. 20 cwt. stow in 95 feet. MBRE^A thread-like substance, obtained from various sources, generally shipped as light freight for broken stowage. 20 cwt. of biistle fibre, from Colombo, stowed in 80 feet. 20 cwt. of cocoanut fibre stowed in 120 feet. FIGS. — Baskets from the Mediterranean ports average 55 lbs. each. 20 cwt. stow in 45 feet. FINNON HADDOCKS. — Cases contain usually seventy-two 1 lb. tins, weighing in all 82 lbs. and measure 3 ft. 4 ins. each, ao cwt. should stow in about 91 feet. FIR CONES. — Kernels of this fruit shipped in cases. 20 cwt. stow in about 48 feet. FIRE. — Fire is one of the most formidable enemies that sailors have to contend with. There are few old hands sailing who have not had more or less experience of i/t at some time or other. Many have had a fierce struggle for life ; others have known shipmates lost in the conflict, or linger on to a worse end by starvation and thirst in open boats, far from land or means of succour. The writer, when an officer in the ship " Winchester," of London, had a narrow escape from such a fate. The remembrance of the terrible struggle for life of 500 men, women, and children will never be obUterated from his mind ; even after 25 years spent at sea it is as distinct as the day it happened. In May, 1865, the " Winxhester " encountered a heavy gale of wind near the Line when homeward bound, having about 500 souls on board, including the ship's company and the 48th Regiment. At 2 p.m. on the day of the accident, the purser had gone below to get up the beer and spirits for the soldiers. The lamp he used was held by one of the men employed to assist him, and whether he dropped it accidentally or not is unknown. The rum which was being pumped out of a cask suddenly took fire, and the cask burst instantaneously. The hquid fire ran over everything, other casks rapidly ignited, and in a ver}'^ short time the place was in flames. Volumes of smoke and flame poured out of the hatchway, rising almost to the height of the main top. In the square of the after hold were ten or fifteen tons of gunpowder in a large magazine, around which the fire spread with alarming rapidity. At the word " fire " all was terror and excite- ment on board, but in a short space of time everyone settled down to steady hard work. Pumps were rigged, water, wet blankets, etc., came regularly to hand, and after eight or ten hours of fierce combat the fire was got under and the ship saved. Without any doubt the FIRE. Aimlgiity wmtdiMl over tliat ship, for slie would never otherwise have been saved* Hie ointside of the magazine was burnt and chaired by the heat and flame, btit the inside K f iin g was found Intact. The cifplfss use of Incifer matches, gpuftM^g pipes or c%u?ttes in the holds bf men etnployed there, a common enoo|^ practice in all foreign ports, should not be allowed at any time. Boat and fire dfifl should be gone through by the entire ship's company at least once a week. It has the tSeck of showing the men itoe to go, what to do and how to do it, and of ieeping the boat's gear in working order, thereby preventing confusion in time of accident. Steam fire- extinguisher^ should be fitted if possible to each hold in vessels hav- ing steam cm- d(»ikeyboilers on board. This is especially required for those sailing out of the United States pcHrts with passengers. Applying water to a fire in a vessel's hold, especially if she be fully loaded, is not only very difiicult but (rften impossible. Attention is, therefore, particularly invited to the success oi the San Francisco underwriters in saving the barque " Winchester " and her cargo. This v^sel laden with general cargo' for Portland, Oregon, returned from sea on fire. The hatches had been battened down to smother the flames, but in vain. Two useless efforts, several weeks apart, were made to put out the fire with water by the city fire department, and the owner was on the point of scuttling her, when the insurers obtained his permission to try the effect of carbonic add gas. Half a dozen barrels of marble dust (a cheap material, but chalk or whitening would have done equally well) and three demijohns of muriatic acid were used by mixing them in water casks on deck, and conducting the resulting gas down the pump well by means of rubber hose fitted to the bungs of the casks ; in three days the hatches were opened, and every particle of the fire was found to be extinguished. Moreover, no further damage was done to the Oilfp.' The whole cost of this material was but a few pounds. lilllARM S^Badmges containing articles of this nature should be stowed in apart of the hold set aside fPacked in mat bags, or bundles tightly bound by grass rope : has a disagreeable odour, and breeds maggots, etc. Japanese bundles "average 224 lbs. and measure 6 feet each. 20 cwt. stow in about 65 feet. FISH MAWS. — In cases. 20 cwt. stow in 100 feet. There is an objectionable smell from tliis article. FISH OIL. — In casks ; weigh from 368 lbs. to 444 lbs. each, and measure 9 ft. 10 ins. to 11 feet each. Packed in tin-lined cases, 20 cwt. stow in about 57 feet. FLAGS, BUNTING, etc. — Average of packages containing these articles weighed 258 lbs., measured 5 ft. 8 ins, each. 20 cwt. should stow in aboijt 60 feet. (Uncertain.) FLAX. — In eastern countries flax is chiefly grown for the mi from its seed ; in colder climates the fibre is principally used. Flax, if damp, is said to be liable to spontaneous combustion. Stow as jute or hemp, away from articles of a greasy nature. Baltic Ports, 20 cwt. stow in 155 cubic feet. New York, 20 cwt. should stow in 108 feet. Bale weighs 380 lbs., measures 18 feet. Mats of Dutch Flax, 126 lbs. {See Hamp.) FLOUR. ILORIDA WATER— Cafo of Florida Water, ii bottks, %$ ins. ly 12 ins.* alxMit z it 3 ias. Bill iteCMogiMi'^Siiiallar cases, ol bottles, by 20 ]]is.by ^flii'':iiit», alxNit 2 It. 10 ins. FLOUR.— Articles of this nature wifl not stand rough handling nor slKrald they be stowed among any but dry goods. Banels run iipit heights, after which nothing of a weighty nature should be placed on them. Lower tkrs must have good beds and be bilge free ; afterwards bilge-and-cantline. Should a cask in the lower part be subject to any niiiiie pressure, cqjedally against the head, it will give way, break up, and start the idiole lot adriftr This is not unusual in badly stoWei caigoes in' lieavy weather. Floor is easily damaged by any scented or objectionable article. It should never be stowed near tar, turpentine, or goods of an dly or damp nature. American fiour in bag9 wii not stow as heavy as grain in bulk, but about the same- as grain in bags. Average weight of bags, 125 to 140 lbs., measure 3 ft. 3 ins. do. „ sacks, 224 to 280 lbs., measure about 5 ft. 7 ins. do. „ barrels, 217 to 219 lbs., m^asove 6 ft 6 ins. to 6 feet. II ins. to bamis, or one ton of 2,240 lbs., stow in about 60 feet, flo bags, or one ton of 2,240 lbs., stow in 44 to 50 feet. East Indian bags average 167 lbs., and measure 4 ft 2 ins. l^ieste in bags, 20 cwt. stow in abput 52 feet. FLUORINE.— A substance extracted from flint, and much used in the manufacture of glass. It has no smell or objectionable qualities. Cases weigh 56 to 63 lbs., and measure 2 ft. 3 ins. to 2 ft. 8 ins. each. One ton, of 20 cwt., stows in 82 to 108 cubic feet. aocf»ding to quality. FORGBS^FOftable, 20 cwt. stow in 60 feet when carefully ■inriBfil IREBBOARD^-nS^ Dramglit of Water . FREIGHT is the reward payable to the ship or owner for the safe carriage, rig^t and true deliver^' of certain goods, as per Charter Birty or Bill of Lading, at the port of destination. Sir R. Phillimore says : — '*The general rule that freight is due only when foiis are delivered at the port of destination is subject to exceptions, and FRurr. these exoeptioas or modifications may arise out of the terms of an express contract, out of an imphed contract, or out of the equity between the parties." {See Bill of Lading.) FROZEN MEAT.— Cold is one of the simplest and least objection- able antiseptics that can be used in the case of food, and must not be ccmfused with freezing, which deteriorates more or less the flavour of meat and game. In applying cold it is sufiicient to preserve exactly the amount of chill that will suspend the vitality of the putrefactive organisms. Meat that is brought from New Zealand and Australia is frozen owing to the distance it has to come, but meat brought from America is simply chilled. Great Cold-Storage Depots are now established at the docks for the reception of frozen and chilled meats, ppiding arrangements with the dealers. FRUIT.— The Italian, Spanish, and West Indian ports ship the most green fruit. Oranges and lemons are generally packed in boxes ; the latter bemg heavier are generally placed bdow oranges, which arc stowed on their sides. The ventilation of fruit is a most important point to consider when loading for long passages. Once on board, it will rapidly heat and become rotten and valueless if not well ventilated. In a full cargo a space should be left under each ventilator, and air-shafts built with the boxes fore-and-aft the holds. Windsails should be put down the open hatchways whenever practicable. A continuous current of fresh air passing down to the bottom of each hold should be ensured, as the only means of getting rid of the foul, damp, and heated gases generated by the fruit, thereby keeping it in a cool and dry condition. Stevedores and others employed should understand stowing fruit cargoes, and, under the supervision of the officers of the ship, give every attention to the dunnage and ventilation, also to the correct and careful tallying of each box, as it often turns out short on delivery. Boxes of oranges require loose stowage ; 20 cwt. should stow in 90 feet. Boxes of lemons are heavier than oranges ; 20 cwt. should stow in 85 feet. Boxes of melons, 20 cwt. stow in 80 feet. Boxes of onions, 20 cwt. stow in 78 feet. Boxes of raisins, 20 cwt. stow in 52 feet. Boxes of currants, 20 cwt. stow in 50 feet. (See Bananaa.) Captain Jamieson, on a voyage with fruit from the Mediterranean to New York, Apiil, 1891, writes as follows : — SS. " India," Naples, 1891. "GffttB iMt requires gieat care and attentioii, both v^ien loaid- ing and also during the passage^-that is, for a long voyage. " In the irst place, care must he talm what caigo ym have bdow, for some cargoes— vii., hides, rags, or coiee, etc.— will damage Iniit hf heating it. " For ballast, stixne, shingle, marhle, and snlitor, also iron ore, 9m good, ai being of a cod natnre. " When stowing the ship, keep fonr tmmels fore-and-aft m every other tier, at equal distance, say, about six bogus apart Make one huge shaft in centre ^ each hold, laig^ enough to aBow a man going fil^t down to the bottom. Secore the hoses with planks shoied across, and na|M,. then there is no danger cl diifti^ Of course' your for&^nd-aft tunnds lead into this shaft, and a windsail set down to the bottom wiU send a current (tf air all through your cargo. In bad weather, when a windsai cannot be set, open the hatch, if only a lew inches and if onfy for half an hour, but always avoid rain-water getting on fruit ; a littie salt water wiU not damage it much. "Also avoid having any ine dry goods in the hold, especially macaroni, because fruit throws of! a great quantity of steam, which 'Wffl damage such articles." FUEL (Patent):— A compound of small coal, tar, mtkk, and sawdust, etc., compressed into blocks like bricks. More used for locomotives and mills than marine work. It is dry, and easy to handle ; has a very strong odour, consequently should never be stowed near any article liable to be damaged by contact It^stows well in the hokis, but shouli liot be rotighly handled. 'FlimiFItME should be carefully handled, and when stowed loose, without bemg packed in cases, should not be subject to any undte' pressure. It varies so much in size and weight that only a poor idea can be got from measurements generally. Average of 35 tons, in cases, ^ves 20 cwt. in 204 feet. FURS, etc., should be treated very generally as valuable goods, and stowed in a dry, safe place. The Hudson's Bay Company ship their furs in boBEes bales. FUSTIC 105 New York bales about 3 ft. 11 ins., weight 70 lbs. „ „ 6 ft. 5 ins., various weights. „ „ 6 feet, various weights. The finest and most costly furs in Russia are said to be obtained IMincipally via London ; the commoner sort belong to Russia itsdf . 20 cwt. of skins, in cases, stow in about 130 feet. Many of the finer sorts go in tin-lined cases, ^nd are considered valuable and choice cargo. roSTIG^French andSpanish fusioe, fromS|Mmish/t«sfe, wood or timber— a name given to certain ydlow woods emf^yed in 1. Mtidum Mnekfrm, a large tree of the Mulbeny family, native <3i the West Indies aiid Central America. Cargoes ol iMic are sMpped froift'the F^uafic Coast and Nicaragua. It is in lengths varyinjg foom 3 to 6 feet, very heavy, but small and crooked, taking about 65 feet to the ton in stowing. 2. J&ms eoHnus, a bushy shrub of the Cashew mit family, native of Sontheni Europe. It is used in dyeing and is called in the trade Yoong F^istic to distinguish it ham the Madura. It. is oftoi stopped as broken stowage, also in bags, 20 cwt stowinig in 120 feet. GALANGAL. — species of aromatic root* something like ginger ; dry and free from objectionable qualities generally. Galangal, shipped from China, packed in bags, weighs 133 lbs. net, or 95 catties, and measures 7 to 10 feet. 20 cwt. should stow in about 90 feet. GALBANUM.— A resinous gum used in vami^, and also medir cinaUv. (SiB Gam*) GALL NUTS, or GAIXS,vary mudiin foim and compositioii, according to the plants cm which they are framed and the insects producing them. Some varieties.of Galls possess from 60 to 95 per cent, of Gallic and Tannic Add, aiwl are largely employed for manu- facturing and other purposes. When shipped dry and clean they may be stowed among other goods, but in large quantities they are liaUe to heat uideas wdl ventilated. 20 cwt. of Gall Nuts, in bags, should stow in 80 feet. GALVANISED IRON and Corrugated Iron, packed in skdeton cases, 24 bundles measured 75 ins. by 61 ins. by 40 ins. 20 cwt of above showed in about 36 feet (Se^ Iron.) io6 tGiiMBI£R.— 4 gum or extract prepared from the leaves of cer- tain tms in the East ; mudmsed as a dye and for tanning purposes. In stowing Ins artide be most careful, for it wiU not only stick tufeHer wbm in bags, bnt tbe moisture win diain into the timbers i and ciokc the ponps or any pipes round about. It will certainly damage other gioods if not wei protected by mats and dunnage. SiNiw in a piace by itself when possible ; otherwise put Gambier in the bottcm of the hdd with a good layer of sawdust over and under to prevent it sticking to the lining of the ship, and cover this over with mts and planks before stowing the most suitable cargo ^ between it and dry goods. Protected as above it should be s^e enough ; th«e is, however, a scMnewhat stale smell noticeable in i#M>iiftf^fig Other articles, which might have to be reckoned with. 1 in kxng voyages. {Sm Oalm Gwnbier ,) m cwt. Gambier in baskets stow in 120 feet. 20 cwt. Gambier in bags stow in xoo feet. GAMBOGE.— A gum or resin used in medidne, also as a dye. ao cwt. in cases stow in 68 feet. GARUG and ONIONS have a strong odour, considered by many h^hiy objectionable, but not injurious. Artides coming under this heading should be weU stowed as pmshable, and have plenty of ventilation. Cases of Spanish Onions, 20 cwt. stow hi 78 feet. GASoivm^See Nai^itha. j GENERAL CARGO-— Wdghty articles such as machinery should be stowed first, so that the various pieces may be made leoire, pkced in beds and properly attended to. Omi should be stowed in the bottom, levdled oi, and covered with boards, to prevent goods stowed on the top bdng soiled.or rotted by contact No dry goods should be stowed until all the coal is taken on board : the dust scttHng on them destroys their i appearance and market value. Coal shq^ped damp is liable to P< : damage iiy goods. SiMla Crystals, Washing Soda, Blaiching Powdttr* Ganstic Soda, Blue Vitriol and all Chemicals should be stowed by them- stives, and never on top or contiguous to other goods. Caustic Soda and Chloride of Lime, especially, should be kept at a distance from bales, which are sometimes eaten through and rotted by the above GENERAL CARGO. 107 Iron, whether in bars or in bundles, should be dunnaged in the bottcon. Siia«t and Plate Iron should be stowed in piles, not spuead, to avoid the damage which often arises ham sweat running from one plate to another, and damaging the whole. When ^read out, and cargo- placed on* the top, the {dates and sheets are buckied up and twisted, destroying their market value and affording <^)portnnities for litigation. When stowing iron keep the various marks separate by means of rope oc wood. The usual paint-marks become oblit- erated on a long passage, when it is impossible to distinguish one brand from another ; the iron has then to be separated, which causes gieat* expense to the ship. Bottled Beer in barrels, etc. — Care should be taken to prevent much weight, or many heights, being stowed one on the other ; the lower casks are invariably crushed if overloaded by other goods. (See Ale and Beer.) Balea should not be stowed on the top of bar iron, or allowed to come in contact with the beams or stanchions. The spring of the sMp causes bales to chafe wherever they touch. Grates. — Avoid stowing crates in the wings. Manufactured Goods and goods of Uke value should have suffi- cient dunnage at the sides to leave a free water-course, for sweat to drain off. On no account use slightly-made packages for Uoddng off heavier cargo, but stow separately or over the other caigo. The fumes of many kinds of cargo injure others, which will eadly be observed, and with care avoided. (See Bleaching Powda*.) Articles of value should be stowed in 'tween dedcs where prac- ticable. Weight should, as far as convenient, be kept amidship s, light cargo being reserved for the fore-and-aft holds. Caulked 'tween decks should have 2 J inches of dunnage, laid athwartships, not fore- and-aft. Mats can be used at the sides for tea, etc. Such articles as guano, superphosphate, turpentine, or bone-dust, etc., ought not to be shipped -with a general cargo, niore especially where a vessd has only one continuous hold, not divided by iron bulkheads. Endeavour to keep all your hquids, of whatever kmd, as much in one part of the ship as possible ; have good cross-beds at the quarters, wdl chocked with wood, and stow, if necessary, three heights of pipes or butts, four of puncheons, and six of hogsheads or half -puncheons. The practice with some masters is to trust entirely to the stevedore for the stowage of a g^eral cargo, subject to any special directions iram tf«»Mi to Hme tiuran^ tbe diief male. Rcnocmlber the Habflity Mk m tlw oinier of tlie iMp, fbt employiiieiit a stevedore under no ciivimislaiices tWilriiig the lesfpousibffity off. liasteis and Mates idi do wci to ail theinadves e^ employed, and send an officer into the hold to see that proper dnnnafe is laid and good stowage made. (Sm WIm ami Sflrlta, C3aattfiga, ornamental, 20 cwt. average 90 leet ; very uncertain. Bridgework.— One span, shipped per SS. " Mount Lebanon/' lieigiied altogether 222 tons, measured iii tons. GEIATINB (Btastiiig).^Dimensl(ms of boies 27I ins. by ipi ps. by 8i ins. Net weight of eiiilosive 50 lbs. Gioss weight of paclGigie about 70 lbs. {Sm Ixiiloolvoa.) GBNTIAN EOCyr^Packed in bales. 20 cwt. stow in about ijo cubic feet iSliS'^ — ^An oily kind of butter, prepared and used principally in the East. It should be treated as an oil, but stowed apart from articles of a scented nature, otherwise the flavour of the ghee will get injured and its value destroyed. Generally packed in second- hand casks or tins^ which often leak on the passage. In such cases it-is often difficult to know where to stow it. A safe place on deck might be resorted to. 20 cwt in cases stow in about 60 feet. GINGER.— The root of a plant, preserved in syrup and shipped in cases, which weigh H2 lbs., and measure 4 feet. The cases generally contain six jais> sometimes more. When stowmg, espedaXLy among other goods, leases shooM be placed mark uppemiost, or the jars wiQ leak and* cause damace. Biy g^ager roots are shipped in small bags, often as broken atomge, and we^ fiom 1x2 to 140 Ihs. each. One ton of cases, 20 cwt, stows in about 80 Iset. GINGER, dry .—From Chinese ports, pai^ in bag^, measure 6 to 7 feet weight I i»cul net, 15 to lioperpicol. GINGER, wet.— Packed in baskets shipped to India, weighing 50 to 70 catties each, measuring 3 to 5 feet Value from |2-2o to I3 per picul. GINGSLLY SEED.— Sesame, Sesamum, or Gii^^, the 5A sweet liquid extracted from a fatty substance, packed generally in iron drums or tanks, often in bottles or jars. GOLD AND SJLVtR SPECIE. SlmiiM be tmted as mdst caip, and not stowed amonf dry articles. 20 cwt. slKMld stow in 40 feet. GOLD AND SILVER SPECIE, etc.— In the present day it is usual to ship specie by special agreement only, at a rate per cent, on the declared value, consequently in the event of loss through neglect m caidessness^the ship cannot be held hable for more than the actual dedaied value on whldi freight has been paid at time of shipment. In mail steamers, where specie is often carried in large quantities, the Chief Officer has usually charge of the department, and he alone has chaiige of the safe or strong room. The following routine is generally adopted : — Say £10,000 worth of specie and \ aluables are to be sfcdpped afloat ; the specie nets are got on deck and carefully examined. To each net a 2-inch buoy-rope of the required length (depth of water) is securely attached. The nets are so made that the moutll closes when hove tight after the specie is in. The buoy- rope has nothing to do with the hoisting in, further than being attached in case of accident to close the net and mark the spot. When the specie boat arrives alongside, certain trustworthy persons are told off to receive it, and get it on board. The specie, checked off as it comes to hand, is carried and stacked just over the specie- room* hatch, mark and number uppermost. An officer stands sentry over it, and when it is all there, the actual checking begins. The chief officer then examines every package separately in the presence of the shipper, especially the wrappers and seals, which must be in perfect order, entering the mark and number in his specie book as he passes them down below. When all has been received, the doors of the specie-room are closed ; the officer locks it carefully and tries the door several times to see if it is secured. The purser then makes the receipts out from the officer's notes, who again checks same with his books, and signs them, upon which B. L. are granted by the office. It should never be fotgotten that all receipts given for valuable packages should be woided " Said to contain" or " Said to value.*' Never sign for a certain value in such cases. It is usual to grant receipts on board for ** contents and value unknown," it being impossible for an officer or anyone else to say what is in a package into which he cannot look. One thing, however, he can do, and it is of the first importance, viz., to see that the seals and covering of each package are intact and in perfect order. Again, on getting his receipts for the different parcels on delivery, the ||||ds " seals and packages in perfect order and condition, marks ani iiimbers as per GOLD AND SILVER SPECIE. in receipt " should always be insisted upon. Never take a doubtful receipt. Never take over the specie-room key from an officer or anyone else without numbering and examining every package for yourself. Do not allow the key of the specie-room out of your possession, nor leave it lying abput your cabin. Always make a point of putting valuable parcels or articles away in the strong-room at once, without any delay, on receiving them. Always obtain a clean receipt for any packages before letting them leave the specie-room. It is your only safeguard. Far better keep the packet and have it examined than deliver it on anything but a pertectly clean receipt. Avoid receiving specie or valuable packets when other work or cargo is Ukely to interfere or distract attention. Never allow anyone to enter the specie-room, especially if small parcels are lying about, unless you are there yourself. Questions relating to the gold robbery which occurred at sea on board the P. & O. steamer " Oceana," during one of its voyages from Australia to London, came before the Court of Appeal. The Queensland National Bank (Limited) shipped ten boxes, each containing 5,000 sovereigns, on board the " Ocean a " at Port Jackson, for Lloyd's Bank, in London. During the voyage thieves got into the bulUonjroom, broke open one of the chests, and stole the money. An action was brought by the Queensland Bank against the P. & 0. Company to recover damages for breach of duty, whereby the £5,000 was lost. On the pleadings a preliminary question of law was raised — whether the Bill of Lading implied a warranty that the specie-room on board ship was so constructed as to be reasonably fit to resist thieves. This point Mr. J ustice Mathew decided in favour of the Bank, and the P. & O. Company appealed. Lords Justices Smith, Chitty, and Collins upheld that decision, and dismissed the appeal. Gold, fine, 1,228 lbs. equal i cubic foot. Standard gold, i,iSo lbs. equal i cubic foot. APPROXIMATE VALUE OF FOREIGN MONIES IN BRITISH CURRENCY, 1913. C indicates Gold ; S. indicates Silver ; P. indicates that Paper is the Standard Currency. (Nominal) G. ARGENTINE REPUBLIC— i Gold Peso = 4s. od. (Actual) P. „ I Peso = 100 Centavos = IS. 9d. (fluctuates). G. AUSTRALIA.— Same as Great Britam. m GOLD AND SILVER SPECIE. G. AUSTRIA.HUNGARY.-x Kn»e - n» Heller . zod. G. BELGIUM.— Latin Convention. (Nominal) G. BRAZIL.— i Gold Milreis = 2S. 3d. (Actual) P. „ I Milreis = 1,000 Reis = is. 4jd. (fluctuates). G, CANADA.— I Dollar = loo Cents = 4s. ijd. (Nominal) G. CHILI.— i Gold Peso = is. 6d. (Actual) P. „ I Peso = 100 Centavos = lod. (fluctuates). S. CHINA.— I Silver Yuan or Dollar « 100 Cents mm 2s. od. (about). G. DENMARK.— I Krone = 100 Ore =» is. Xjd. S. KAST INDIES.— T Rupee = 16 Annas = is. 4d. ECUADOR. — I Silver Sucr6 = 100 Centavos =» 2s. od G. EGYPT.— £E of 100 Piastres = £1 os. 3|d. G. FRANCE.— Se« Latin Convention. G.-GERMAN EMPIRE.— i Mark = iifd. (Noiiiiiial) G. GREECE.— Drachma « 100 Lepta = gjd. G. HOLLAND.— I Florin or Guilder =- lOO cents ■« IB. 8d. G. fiALY.—See Latin Conventi5n. G» JAPAN.— I Gold Yen = 100 Sen = 2S. o^d. G. LATIN CONVENTION.— I Franc == 100 Centsa» 9|d to Jl|d. ; about 25 Francs to the £. Bon. Gn Act. S. MixlC0.—i Dollar 100 Centavos » 2s.oid. G. NORWAY.-^iSfim m Dehmark. G. PERU.— X libfm «■ 10 Soles; zSole a 100 Centavos sss 2s. od. (Noininal) G* PORTUGAL^— -z Gold Mikeis » 4^ 5|d. (ActnaQ P. i Mflreis =» 1,000 Reis « 3s. lod. (about). ROUMANIA.— 5«e Latin Convention. G. RUSSIA.—! Gold Rouble at 100 Kopecks 28. lid* (Ni. -iiiial) S. SPASQI.— I Silver Peseta — 9*$X3d. (Aiftml) P. 1 Paper Peseta - 8f d. (aboa^. G. SWEDEN.— S«ifM MS Denmabx. G. TURKEY.-i TnrWsli Gold £ - 100 PSastzes * i8s. od. ; I Piastre «■ 40 Fms. G. UMITED STATES OF AMERICA.—! Ikiki 100 Caits 48. z*3d. l4*86 to the £. (NomlnaQ G. URUGUAY.— z Gdd P^ » 48. 3d. (ActnaQ S. „ z Siver Peso !oo Caitesioiioi 4S» 90* laoouii. GRAIN. 113 INTEREST TABLE. Without an elaborate series of tables it is impossible to show the amount of Interest due upon any given sum at 2J, 3, 5, or any other rate per cent., but for ordinary purposes it may be ea^y calculated by a very simple process. At 5 per cent, per annum the amount of interest upon one pound for every month is one penny ; having ascertained what this amounts to, other rates may be reckoned by adding to or dividing it. 2j per cent, is one-half. 3 per cent, is six-tenths. 3i per cent, is seven-tenths. 4 per cent, is four-fifths. Thus, 5 per cent, upon £60 for 10 months would be £2 los. ; at 2 J per cent. £1 5s. ; at 3 per cent., £1 los. ; at 3J per cent., £1 15s. ; at 4 per cent., £2. If the rate of Interest be more than 5 per cent., then the addition must be made. Thus, to reckon at 6J per cent., add one-fourth ; for 7 J per cent. , add one-half. Bankers and money- dealers calculate the Interest for every day, and they have volumes of tables constructed specially for the purpose, the Five per Cent; Tables alone extending to nearly 400 pages. GONGS.— Packed in cases, to Europe, measuring 4 to 6 feet, weights and value various and uncertain. GRAIN.— Vessel carrying heavy caigoes should have one-third of the weight in the between decks, or above the beams. When bulk grain fills the lower holds, shifting boards and properly constructed feeders are necessary, and arc required by the Board of Trade. Vessels carrying more than one-third of their net register tonnage are considered as ships laden with Grain Caigo. American grain is usually shipped through elevators. A single elevator will load 2,500 tons in 24 hours. When grain has to be bagged the empty bags are generaUy fiUed in the hold from the elevator shoots, sewn up securely and stowed in their pla^oes. Vessels will carry, on an avera^. Of Grain, about 7 quarters to one net register ton ; Of Wheat, about 56 bushels to one net register ton ; Of Com, about 60 bushels to one net register ton ; or in other words, steamers will carry about eight times, and sailing ships about seven times, their net register tommge, in quarters of 4^ lbs. Grain in bulk will stov^ about zo per cent, closer than if stowed in bags. Bags of grain should never be cut open (or bled) when stowing in the holds ; senoos loss often falls on the shipowner' Stowage I CARRIAGE OF GRAIN liy stevedores doing so witlMmt first olitaiiiiiig pemussion in writing, tiid noting it on the receipts and Bills of Ijuliiig. When ships are not responsible far torn or burst bags, this dioald be inserted iii the rMpts. There shall not be carried between the decks, or,' if the ship has more than two decks, between the main and upper decks, any grain in bulk, except such as may be necessary for feeding the cargo in the hold in properiy-c«Jilstnicted feedm. Grain cargoes siliould have at all times ample ventilation. CARRAIGE OF GRAIN. CoFY wUcincB Issued by the Board of Trade. August 1913- FOREIGN-GOING SHIPS. The owners and masten of vessels engaged in the foreign trade and loading gimin cargoes at foreign ports, other than those in the Mediterranean and ^/>fc Sea, or on the coast of Nbrtfk AHwrka, are inlaniied that in an inqniry fi tW recently into the loss of a vessel laden with wheat, chiefly in bulk, at a Franch port in the Bay of Biscay, it was found that the precautions taken to pravait the grain caiso from shifting were not sufficient. AMkni^ llie pradie caiite of the low ol the vewel could not be determined, ftl, in view of th«Ei|i|nr weather she encountered, the shifting of the cargo and liie consequent ''*|ii#"F of the vessel were considered by the Court to be Uiepiobable causes ol'*!! disaster. Tm law raqiiirai, in Hie case of vessels laden with grain cargoes, that all necessary and reasonable precautions must be taken in order to prevent the grain cargo from shifting ; and, if these precautions have not been taken, the master of the ship and any agent €»f the Ofwiier wlio was diarged with the loading of the ship or tiic sending of her to sea, are each liable to a fine not easoeeding three hundred pounds, and the owner of the ship is also liable to the me fine, unless he shows that He took all reasonable means tD enforce the olieiiiiiiwsiiff of the leqniieaMiits, and was not privy to the breach thereof. Hie Board of Trade are not prepared to advise in general terms as to what pracaations shall be taken m the case of vessels loading grain at foreign ports. ofiMr Hian Meditenaaean. Black Sea. or Mdrtii AflMriam ports lor which ■pecial requirements are laid down in Sections 453 and 454 of the Merchant Snipping Act, 1894. . a. ^ Owners and masters of such vessels are however hereby warned not to assnine Hiat tiie abseaceof soch r eg u lattOM afioids any warrant for neglecting to take all necessary and reasonable precautions, and the responsibility for taking such precautions is placed by the law on the owners, and their agents, and on the masters of the vessels referred to. Mtfiaa DcputtaMBl, Boaid. oi Tnia. GiAiK, Stamlard Weight Wlieat .... 60 lbs. per biisM,37i bushels €<«i. 56 5 56 2,240 lbs. (I toi^' If CARRIAGE OF GRAIN. "5 fi t» tf »* ft ft tf ft ft t» Wmky 481bs.perbiiitid.46{bi]Bhd5s 2,24olbs. (iton). Oats .32., „ „ 70 Buekwlieat 45 „ At tt Clfyver......63 „ „ 55| Beans 63} „ „ 35} linseed ..50,, „ 44} 20 cwt. of Wheat, in bags, should stow in 52 feet 20 cwt. of Wheat, in bulk, should stow in 48 feet on ah average. 20 cwt. of Com or Maize, in bags, should stow in 52 feet ; heavier sorts 49 feet. 20 cwt. of Rye, in bags, should stow in 53 feet. 20 cwt. of Barley, in bags, should stow in 60 feet. 20 cwt. of Oats, in bags, should stow in 75 to 80 feet. 20 cwt of Beans or Peas, in bags, should stow in 46 to 47 feet. 20 cwt. of Buckwheat, in bags, should stow in 65 feet. 20 cwt. at liaise, in bulk, should stow in 50 feet. CARRIAGE OF GRAIN. Copied from the Memorandum relating to the Carriage of Grain. ISSUED BY THE BOARD OF TrADE IN I907 AND REPRINTED I9I3- The law relating to the carriage of grain in ships is contained in Sections 452 to 456 of the Merchant Shipping Act, 1894, and in Sections 3 and 11 of ilie Merdhaiit Shipping Act, 1906. {See Appoidix A.) Whenever a grain cargo is laden on board any British ship all necessary and reasonable pcecaations n^u^ be tal^ to prevent the grain cargo ixom shifting. - Speaal requirements are laid down in Sectkma 453 and 454 of the Merchant Shipping Act, 1894, for British ships loading grain at ports in the Mediter- ranean and Black Sea and on the' coast of North America, it being required hf Section 453 that these veMds flunt be loaded ia acootdance wiHi eilber : — (1) The Eighteenth Schedule to the Meichant Shipping Act. 1894. (5^ Appendix A.) Or, (2) Regulations for the time being approved by the Board of Trade. {See Appenduc B.) Or. (3) The vessel rtiust be constructed and loaded in accordance vdtb. a phut for that particular vessel approved Iff the Board of Trade. The conditions under which plans of loading are appwvcd are indicated in Appendix C. The provisions of the Merchant Shipping Act, 1894, respectine the damage of grain in British ships, are, to a limited extent, applied to Foreign ships loading, or arriving with, grain in ^e United Kingdom, by Section 3 of the Merchant Shipping Act, 1906. {See Appendix A.) Under this section : — (1) Foreign ships loading grain in the United Kingdom must comply with Section 452 of the Merchant Shipping Act, 1894, while they are within a port ia the United Klngdam. Ii6 CARRIAGE OF GRAIN. (1) Poraiiii airiving in the Uiifled Kingdom with gnun muit in every case comply with Section 452, and ships arriving with grain laden at any port in the Mediterranean. Black Sea, or on the coast of Hofftii America mmt oonraly wHli Section 453. Muten of tlMse vessels must also deliver the Notice required by Section 454 to the proper Officer ol Customs at their port of aixival in the United IGngdom. (H Foiami mpt loading or discharging grain at any pott in the United Kingdom may be inflected, as regards thdr graiB cticii, by Snr- wyors of the Board of Tiade, vhile they are ifittiin a port in tiw United Klnfdom. Mmekmtt Shipping M, 1894. iltewiMis 452 TO 456. Cmfitg$ ofGraim, 451.— {1 J Whete a grain cargo is laden on board any British ship aU neces- sary and nfiisonable precautions (whether mentioned in tiite Witxt of this Act or not) shall be taken in order to prevent the grain cargo from shifting. (2.) If those precautions have not been taken in the case of any British ship, the master of tiie ship and any agent of the owner who was charged with Htm loading of the ship or me sending of her to sea, aliall eadi be liable to a fine not exceeding three hundred pounds, and the owner of the ship shall also be liable to the same fine, unkas h^ shows that he took all reafx>nable means to cnl6«ce tlie tiUmmvmm of Hiis selDiioii, and was not privy to tiie|breach thereof. 453- — (I-) Where a British riiip laden with a grain cargo at any port in the Mediterranean or Black Sea is bound to ports outside the Straits of Gibraltar, or where a British ship is laden with a grain cargo on the coast of North America' the precautions to prevent the grain cargo from shifting, set out in the Eighteenth Schedule to this Act. shaU bt Mqptad, rnilfithe ship is loaded in accordance with regulations for the time bong approved by the Board of Trade, or is constructed and loaded in accordance wHOi any plan approved by Hie Board of Trade. ' (t.) If this section is not wm^SM vith in the case of any diki, « precautions to prevent the gram cargo of that ship from shifting shall be deemed not to have been taken, and the owner and master of the ship and any agent charged with loadiaK hm or sending her to sea sfaaU be liable accordingly to a line under this Part of this Act. (3.) Nothing in this section shall exempt a person from any liability, dvil ^or criminal, to which he would otherwise be subject for fitiUng to adopt any iiaaonabie precantiona wliidi. amKWgh aoe mentkmed in this section are waaonably required to prevent gnrinotfio fnm ddfling. 454. — (i.) Before a British ship laden with grain cargo at any port in the M«iiterraaean or Black Sea and bound to ports outside the Straits of Gib- BlMar, or laden vilii grain cargo on the coast of North America, leaves her final poft of loading, or wmiin forty-eight hours after leaving that port. 4ha iBMfear Anil deliver or cauat to be delivered to the British consular officer, or. if the pWiMBion. to tiie chief officer of Customs at that port, a («.) Ilie dmu^t of water and dear iid« as defined by Hiii fiit of Hiii Act, Sfi^faSl^ f uTti Am '"'^ ^ ^ hmlmm mmpUm r frooi Hie deck to lia keelson and are properly secured, and if the fiain Is in balk ai« fitted gnin*tikht«iHi proper filttngs between the beams. (4.) In kuding* Ilia grtin ikAll oe p ro p e rly sto 'wedt trimnied» and iscared. Sections 3 and ii. J. — (i) Alter the first dav ol October one thousand nine hundred and seven, sections lour hnndrad ina fifty-two and low ksndred snd fifty-fivo of tliii' pfiiicipal Act shaU apply to a lorei^ ship which loads a grain cargo in the IJnited Kingdom so long as Hie ship is within a port in the United Kingdom. (2) If. alter the first day ol Octoba: one thousand nine hundred and seven, •imitt ship kulen wilk grain cargo airivas at any port ftMAig the grain cargo so landed that the master of the ship, if the ship were n Bli^ih ship, would be liable to a penalty under the provisions of Paxt V. of the pdndpal Act relating tothe caniageof grain, the master olthatloreign Aip shall be liable to a fins not tnrfieeding Hiree hundred pounds. (3) After the first day of October one thousand nine hundred and seven, section four hundred and fifty-five of the principal Act shall apply to a foreign ii^ laden ttiHijmfaiiftaidialsdiarges all or any part of her cargo at any port in the United ^ngdom so king as the diip is wiHiin a port m Hie United Kingdom. (4) The provisions of section four hundred and fifty-four of the principal Act. so Isr as Hiat section provides for the delivery of the notice mentioned therdn to the proper officer of Customs in the United Kingdom, shall apply to all fi>reign Miips laden with grain cai^ arriving at a port in the United IDngdoin after the date albreMid* and Hie master of the ship shall be liaMe nooordingiy. 1 1 . Any offence for which a person is liable to a fine under subsection (2) of section four hundred and fifty-two of the principal Act (which relates to the obi^Hon to take ptecanHbos to prevent grain cargo firom shifting) ornnder piy provision of this Act which relates to the lading of grain cargoes on foreign dlips may be prosecuted summarily ; but the fine to which a person is liable ior any snch offence shall not, if the offence is prosecnted summarily, exceed n^kondved ponndsn APPENDIX B. REGULATIONS APPROVED BY THE BOARD OF TRADE. fl.) Rules of the Board of Underwriters of New York. ft.) Roles of the National Board .of Marine Underwriters of New York. {$.} Roles of the New Orleans Board of Underwriters. 14.1 Rules ol the Mobile Board of Underwriters. If.) Rnles adopted by the Wheat Tariff Association, San Fimndsoo, Wheat Cargoes one-third in bulk. CARRIAGE OF GRAIN. 119 Regulations adopted by the Wheat Tariff Assodatton. San Fiandsco, lor Grain Cargoes in bags. ^ * 1 (7 ) Rules and Byclaws of the Port Warden of Montreal. (J:} liediterraneii and Black Sea. R^ulations approved by Hie Board of Trade. (I,) Thb BoanD of Underwriters of New York. (Marine.) RULES for Lo.\DiNG GRAIN in Bags or BULK. Stored ^»2^«rfof UnderwAem ol New York, to eoaUe the Sar- York, and the respective Insnrance Companies composmg the said Boam wiu be dnly notiM &aEeot GBHBitAL Regulations. f The draft of water, or free-board, to be regulated by a scale apP/o^ t'eiet S'SSW^ .S^^ mis Board o«.mde (Mj™e D^?S^«f S^7*«B ^ beUded deq>er th«. penmtted by those "f Shifting boards must extend torn the upper deck *» wh^ «rS«d in bulk When grain is earned in bags the shifting board* SSS ^!rt^om deck to deck iHie between decks, and not less than fo« feet downwards from the beams m the lower hoW. «-Ji«-. ni.. 3 Shifting boards lefcned to in aU Rules shaft be of two (2) fellow pno or of three l\) inch spruce (or equivalent). 4 In ha ch feeder? and end b<>lkhead» m»rtteboax^^ 5 The grain must be well trimmed up between Uie beam* and m Hie wtng^ ^T:e'^e:tZ.^en grain ba^J^ other^o^^ not mo?^^nfo^(T^^^ and between the upper boards of not ^^tii^ "^nch^^^ Care must taken that all ^^^'^^'^^'^^ ^ good order, and well filled and that the tiers are laid dose. Sailing Vessels. Q Vessels being loaded with grain in bags shaU be dunnag.ed from twelve I^hL on the floor and from ^J^^^.^^^^^^^' "^^^ to the form of the ship's bottom : and ^0 (2) "^^les at th^srf«. The between decta shaU be dunnaged two {2) mches from ttic sidfls ana '^'rhe dunnage in the hold must be laid over with '^^'^^f ^ e^J^^.!!!? with s^, or approved mate, m 9B to prevent any of the loose giain from im CARRIAGE OF GRAIN. mmiiig down on to the floor of the vessel and thence to the pump-well. If mim m naed they must be of good quality and free from h5m.. Hie ulli mod mats must cover the keelsons. m, ^rain must be taken in bins prepared for that purpose. Matienals for bins must be of well-seasoned stock ; unseasoned lumber must Bfyt be need wbmm H'will come in contact witii ^ giaia. II. The floor of the bfn must be laid on sleepers of scantling 2I hw 4 indies in sixteen inches apart from centre to centre, supported by cMs of oom^wnding slae, also sixteen inches from centre to centre. It must be raised from six to twelve ladiea over the floor of the vcaedr— in the bilge from six to fifteen inches, and in vessels that are very flat c»' dwxp, may be increased or diminished at the discretion of the Surveyor In no case shal the floor of the bin be laid on kxMe dwmage. ^Jhe floor is considered as extending from the keelson to the turn of the MlB^It must be laid with two thicknesses of one-inch boards, so that they iw bceak joints at the edges and ends, and care must be! taken that it be grain- tii^t. Yeneb under three hundred (300) tons register may be per mi t te d tti«ve a single floor laid with one-inch boards placed edge and edge and aeaiDs entered with battens two by one {2 x 1) inch, or edges lapped one inch. la. Th e stndt lor the forward and after bulkheads for vessels not exceeding fawtem (14) feet dipHi of hoki must be equal to four by six (4 x 6) indies In slae; for vessdt of a greater depth than fourteen (14) feet, they must be equal i ?.!?"' ^ ^ ®^ inches. They must be set twenty (20) inches apart 'mm cwie to centre, firmly secured at the top and bottom, and propedy braced, in the centre, also cleaM on tlie ceiling to resist ma pressure of tlie grain and made grain-tight. 13- All air stnkesand open seams must be closed and the sides of the vesse* above 1M tarn of the bilge must be sealed after the manner of clapboardin'' reversed, and not furred where it can be avoided. When furring is used the ceiUng must be made grain-tight at the bilges and sides. All lodjrine and bosom kneee not fitted tight to lie deck mn^ cleated grain-tight around the lace of the knees. 14- Vessels with single deck or with one deck and beams carrying a full ttrao ol grain are required to have, in addition to the forward and after end MMieads, two trimming bnlkheads (thus making a division of three compart- aitnts), to extend fron lie upper deck to within two feet from tiie bottom of • flig v essel ; except where the between decks are laid aft, the after one may •Ulend only to the lower deck, and be so placed that in loading the middle oompartmeiit wffl be entirely filled and the end ones left to trim the vessel. If the end compartments are not entirely filled care must be taken that the cam be properly covered and secured on top to prevent shifting. The studs of ^tian nrfng b nlkhe ad s to be not less than three by six (3 x 6) mches and •el IvMily-two (22) inches from the centres, and all stnds to be firmly secured it tlljl aSMi bottom and properly braced and cleated. ^^15. Veasel s carry ing bulk and bags must not carry bulk higher than to •dmit feeders to feed same. All amidship feeders to have propeHy constructed shifting boards to top of coamings. - . ' . , 23. Steamers with two or more decks not having flnfiicient and p»*#y«iy c o ngtm cl e d wing and 'midship feeders will be required to leave sufficient space above the bulk in lower hold, not less than 5 J feet, to properly secure it with bags or other cargo : the bulk to be covered with boards as m Rule 8. Han ortop deck has sufficient openmgs ,to the k>wer hold the otiop. and tower hold may be considered aa one hoM and loaded accordingly. ^ . . ^ 39. Steamers havmg one deck and beams may carry bulk to such a heig ht as wiU pennit the stowage over it of not less than five ttaiaof taiga, einept in CARRIAGE OF GRAIN fbe extreme ends where four tiers of bags may be so£Eicient. All bags to be •towed on two tiers of boards as providad for in Rale 8. Soigte 40ck StoaaiAfs with bigh batdi ooamiag* loadtng foil or part cargoes of Giaiii in bulk — isC. Hic ooamings of the hatch or hatches of the hold which is to be filled with bulk grain must be at least three (3) feet six (6) indies in height ; 'Of 'increaaed-siae to reach, from the fomnnl CARRIAGE OF GRAIN. 123 and after bulkhead to within four feet of h«^es. The feeders for lower hokl must be capped boned feeders, tve or msL mt in migm. All holds are to be so fitted. . 37. In single deck steamers oats in bulk may be loaded oyer hwivy gram with proper separatwn in two compartments, but Hie gnan to aD oltier oom- mrtmente mustbe properly secured with bagged grain or other »rgo ^dy handled. This Rule applies also to steamers where some compartments are double and some single deck. . . • u ^8. If owing to unnsnal oonstructfon of vessels which inay necwntate deviation from the foregomg Rules, the Surveyor ninst obtam the appiovnl of the Loading Committee of the Board. New York, September i. 1899. (2.) Rules of the National Board York. [The rules of the Natkinal Board of similar to the rules of the Board of Marine Unoerwriters, of New Marine Underwriters. New Yo*. mm of Uoderwfiters of New York] (3.) Regulations of the Board of Underwriters of New Orleans, Ioc Preparation and Stowaoe of Grain-Loaded Vessels. STEAMERSt I. Steamers, with or without water ballast tanks, must have flwrs with 2| or 3 inch planks (the same being sound, dry and gram-tig^ty.ana not lew than 1 8 inches above cementing. . , . j 2 steamers with a continuous hold forward wiH require a close bulkhead in «ie same, and also aft if deemed necessary by the Surveyor 3 Two (2) to three (3) inch shifting planks, or equivalent, at the discretion of the Surveyor, must be properly secured to stanchwns and ^red eve^r 8 feet of length, and every 5 feet of deptti of hold : shores tobc3by8or4by6. at the discretion of the Surveyor. 4 The shifting boards must extend from upper deck to keelson where gram is carried in bulk, with secure beam fiUings ; when grain is carried m ba« the shifting boards miist extend from deck to deck in the tween decks and not less than 4 feet downward from the beams in the lower holds. 5. No bulk grain to be carried in the between decks or (where a shiphas more than two decks) between the two upper deda, nnleas fapr^Pgy constructed feeders to feed the hold ; feeders amidships to have centre ataittng ^^ol^^AU grain carried in bulk must be suppUed by proper feeders or sufficient space left to properly secure it with bags of grain or other cargo. 7. Steamers not having properly constructed feeders will be required to leave sufficient space above the bulk, not less than 5^ feet, to properly secure it with bags or other cargo ; the bulk to be boarded. 8. Steamers having one deck and beams may carry bulk to such a height as will permit the stowage over it of not less than five heights of bags jtow^ over b cation is to be left through the cargo to get access to the pump-weU. November, 1896. (7.) Extract horn ^e Bwmm Bmjm and BMamoLrums of the Offjce of Hie POBT Wakobn of the Hambour of Montreal stnctioned -liy tha CMci of the MbntnalBoaid of Tilde, March. 1898. Rbgiilatioiis JkwwMctmo ifmrntm OurwAmos. The master of any vessel intending to load grain for any port not within tJie limits of inland navigation shaH notify the Pbrt Warden who shall ascer> tain whether such vessel is in a fit state ai^ condition to receive and carry her cargo in safety to its destittatioii. and if in his opinion she is unfit he fllia9 dedare what repairs are necessary. While the different holds are being piepaied the master shall notify the Port Warden from time to time, who shall see that each hold is in a fit and proper state sad oaodilioii to receive grain and #f " cntsf* in tiia books of his office all particalan oonnected witb these snrvmrs and giant necessary certificates. LMsrf.--11ie limber boards to be lifted and limbers and water oouises to the iliip'sfainpe to be deaned wiiere necessary. CmHng.—'nm seams of ceOing over water ballast tanks will cequire to be made grain-tight by nailing | x 2 inch battens over them. F/oortfig.— Steamships wiHiout ballast tanks having a cargo platform 18 iaciiss or higher above the cement in the bottom will not be required to fit a giainikior over it, otherwise such grain floor will be required, but in all cases Hie cement between the frames above the ceiling must be examined and lepaiied if neoessaiy. pump and other casings where passing thiouf^ the ship s to be made grain-tight. When there is not the necessary depth of floor a grain flooring will be required extending from the keelson to the turn of the l5ge of 3x4 mch scantling ctoseboaided edge to edge wilii twoi-indi boards breaking joints and made grain-tight. _^ In vessels having water ballast tanks in No. 2 and 3 holds, the Port Ward« in his discretion may giant a certificate and permit bulk grain to be loaded in No. I and No, 4 proirided iliat on mimn a t i ^ these holds is lowid to ba diy and is food oid«, iBaiBa caaUssd and made ■^1^ W»den may also U Id. diac^tio. » tfa. c» { ..»d» eoostmction wilii specially heavy ballast tank tm witlwul wooden ceilmg. giant certificates to load bulk gnin pfovidad tbe bilsss aad watsr courses in Hie wings are sufficiently de^. CARRIAGE OF GRAIN, 127 Skiftmg Boarrfi.-Shifting boaids nrast exiMd 1mm lammer deck to the toeten when grain is carried in bulk : when gram is earned m bags the sh.ft- ingboards must extend from deck to deck in the 'tween decks and not less than A leet downwards from the beams in the lower holds. Shifting boaids to be boilt of a or 3 inch planks laid close on edge properly gecured to the hold pillars or shored every 8 feet of length and 5 feet of height of hold : the shores or braces to be 3 x 6 inches or 4 x 6 mch^ according to length and firmly secured at botii ends in the hatdiways. ^hor^not to be ludier apart tbixi 5 feet of length.of hatch. FUUng pieces to be ft^fd between S^nWhere bulk grain I carried. Shifting boards to befittedm^ between decks when grain or flour in bags is earned. bulkhe^w to be built if the forward hold is continuous between No i and No. 2 totthej. Feeders — Grain carried in bulk must be supplied by proper feeders or eise secured by bags of grain or other cargo. . u^*.«w Feeders to be constructed of 3 x 6 mdi studding fitted coamings if possible, deated at head and foot, boarded with i i mch boards^ On thefnsidiofstudding, shifting boards in centre to extend above bulk gram and shored from side of feeders or hatch coamings, between deck scu«M» to be used as supplementary feeders when practicable, the size of thebox. to be regulated by the POrt Warden. Bunker hatches to be vitilised as feeder when fusible. The quantity of bulk grain in the feeders must be at least 3 per cent, of the quantity of the contents of the hoW they leea. ^ Port Waidei may also at his discretfoi; permit vessels that have spea- ally OOOStnicted high hatch coamings the capacity of which is not less than 3 pcf cent, of the contents of the hokl or bin. to use sajdhat^C0Mun£ ss min feeders, but such pennission diall not be given before the first day of May or after tiia first day of October. . siowog*.— Steamers having one deck and beams may 2f^*5^LS!ili? such a height as will pennit the stowage over it of four heights of ^"f • and wh«S bagged irain or other cargo is used for secunng the bulk gram boardTof i^di tWckness must be laid close edge to edge on athwartehip bearers not more than 4 feet apart on thebuUc gram to^ The bulk grain must be well trimmed up between the beams and m the wmgs and an spaces completdy filled. . , , ^ . . . , ^here^ha^ not le ca^ed between the decks, or if the ship bas more th^ two decks between the main and upper decks, any h^vy ? .f**^^ such as may be necessary for feedmg the cargo m the hold and is earned in ^Tt^r^^'^re^ter shaU be pennittod to load an entire ^o of grain^ bulk, its excepted. Oats may be carried m bulk to any extent iR^^ve ofttp tomia^ of the ship, but subject ^ ^^^h regn^tions ^ jSe^e to dunnage iSig and shifting boards as the Port Warden may ''^^ter shall inform the Port Warden of the quantity of bunker coal his vessd may require to take in after leaving this port, so that due a lowance may be S when the freeboard is given. The freeboard of all vessel to be regulated by the Port Warden but the freeboard is never to be less thsn SaV *3™dunder tiie pioviskms of Jhe Imperial Me«iiant Shq>fang Act. 1894. April, 1903. (8.) Mxoitbrranban and Black Sea. Regulations APPRoyto by the Board op Trade. Whereas it is provided by swrtion 453 of the Merchant aipjang Act. 1894. that " WheIC a British ship laden with a gram cargo at any port in tne Mediterranean or Black Sea is bound to ports outside the Staaits of Gibi^t^ or where a British ship is laden with a grain cargo on the oosst^ NOTtt America, the precantioas to prevent the gram cargo from shiftmg set ont m CARRIAGE OF GRAIN. atHp Eaghtoenth Sdiedule to this Ad diaU be adopted. unliSB tlie ihip it loaded in mmtdrnm with mgnktiofui for the time beiuf mnmA hw Hie. BoaidofTmdtt." Now Hieieioie. the Boud of Tkide approve the following ivgulations, I. In. the case of single-decked ships loading a gnun cargo at a port in the Mediterranean or Black Sea, where no provision is made for feeding the hold, and where, according to the requirements of the Eighteenth Schedule of the •■id Act,- ooe-foiirth of the grttn canied in any one connartment, bin, or l|ivision must be in bags, the Board of Trade have approved a rq;uIation that flhe whole fourth, or any part of the fourth, of the compartment, bin, or division which would, aoooiding to the requirements aforesaid, be stowed with grain in bags, may in Men tlMveof be stowed wkOi bales of cotton, bales of grass, or be^gs of flour, or other suitable cargo ; provided always that the substituted cargo be supported on suitable platforms laid on the grain in bulk and. be so stoiied aS' to pfweot Hiie gnin from shifting. 3. In the case of sli%s hairing two decks, oats, cotton seed, or barley may |m canied in bolk in the 'tween decks, pfovided tiuit — (•) Grain-tight feeders be fitted from the lower hold through the hatchet to the uppermost deck : such feeders to contain not more than 6 per tent, and not leas than 3 per cent, of the quantity carried in the hoM or compaitment tiiey feed. These leeders must not interfere with or deoeate in any way the 2 per cent, wliich is required' to lesd the grain carried in the 'tween decks. Or (in lieu of the rcpfulation contained in the paragraph (a) above) may be tnbstitnted the following : — (6) That the between deck hatches shall not at any time be put on ; and (c) That strakes of the deck be lifted, or if the deck is an iron deck, sufficioit openings be made through the deck in the wings, which with the open hatdies shall adinit oi tiie cargo In iitub b t i wee a decks feeding Hie lower hold. The regulations contained below shall also be observed whether the ship is loaded under the regulation contained in paragraph (a) above, or in acooxd- aace wi&k tlie vtgnlalioiit containwi in paiagrt^ (6) and (4 wbofm^t fiMt .it (d) There shall be longitudinal grain-tight shifting boards in accordance with Clause 3 of the Eighteenth Schedule of the said Act, and the grain iball be p ro pef lj stowed, trimmed, and secored. as required by C&nte 4 of the said Schedule. {ill' Feeders shall be fitted to feed the grain carried in the between decks, such feeders to contain not less than 2 per cent, of the compartments they feed. If strakes of the deck be lifted, or sufficient opeaingt ivs left to enable the grain in the /tween decks to feed the lower hold, then it is obvious ^at tiie feeders must contain at least 2 per cent, of tike compartments they feed. i,e., tite tween decks, plus the lower hold. (/) The BpdiCt in i3tt» 'tween decks in which tiie gada in Dalklt ettiied simll be bounded at each end by grain-ti^t tfiatveiie towlMietds or fftrti- tions extending from deck to deck. I^lllll'lll 'St'IimDI' flflfeUHp^ fllflbUB^QIi iHMDIl^ti' 43W^^lBHrS0flk^l^B^I 3. If at any time it siMmld i^pear to the Board of Trade that Hie above regulations or any of tiiem insufficiently provide for the safety of the ship, ai^ should ther^ore in their opinion be revoked and withdrawn ; or that they aped alteratioa ; the Board of Trade will revoke, withdraw, or altor Hheti' tippoB^f^ng^y CARRIAGE OF GRAIN 129 APPENDIX C. IiiSTSvcTroifs RBLATiirG TO Pl&ms or LoanniG ion Ybsssls Loaonia Gkaim at Forts m mm Mxoitbrkaiixam Aiio Black Sba« AppUeaiitms fm Emm^lkitu 1. Ail appUcaHons whidi may be received from owners or builders for exemption, under Sec. 453 of the Merchant Shipping Act. 1894, from certain of the provisions of the Eighteenth Schedule, and subsequent reports thereon, should be forwarded direct, together with the accompan3ring drawings in dufdicitte and Ite Sorveyor's report, to the P r incipa l Ship Surveyor, for Uie consideration of the Grain Committee. The duplicate drawing for the master's use should in all cases be forwarded to the Grain Committee so that it may be stamped for identification. S u r veyors dionld, before forwarding the draw- ings showing the proposed arrangements for the stowage of grain, be caretel to see that the information embodied upon them as r^^ards shifting boanis, feeders, bins for bulk grain, etc., is complete and de^nite, so that in uie event of an approved pfain of loading being issoed. tiie master's drawing itself, independenj: of the printed plan of loading, would loim a.definite and leiialde guide to the master in loading the vessel. 2. In all cases the owners' intentions with r^;axd to the stowage of grain in the deck erections should be clearly indicated on the drawing, and all spaces that are intended to be stowed with bagged grain should be cleaxly SO marked. This will save subsequent inconvenience, for if the drawing bears a note that no grain wiH be earned above the upper deck suod it afii^wazds appears that the owner desires to carry grain there, the plan of loffd«"g will have to be withdrawn and an amended one issued. Surveyors should, as opportunity arises, point out verbally to builders that the carnage of grain above deck is not objected to in vessels of ordinary proportions, on the following conditions : — (a) Grain all in bags, provided shifting boards are fitted. (ft) Barley, oats or cotton seed, in bulk, if shifting boards are fitted gratn- tig^t, and efficient feeders provided. (c) In single-decked vessels of ordinary proportions, grain of any description, otiier than barley, oats or cotton seed, in bulk, not exceeding one-sixth of the total carg^ carried below deck, provided the diifting boards are fitted grain-tight and the bulk grain is carried in bins with proper feeders. The bins should not be of greater capacity than that specified in clause 17. 3. The drawings received from builders are frequently " sun-prints," on a material which is < not sufficiently durable. While Surveyors cannot refuse to accept such sun-prints, they should point out to builders or owners that tradofs on tracing cloth or linen-backed sun-prints are mc»e snitaMe fM^ tiie use of the master. It is preferred that the drawings should be on a scale of one-eighth of an inch to the foot, as a scale of one-sixteenth of an indh to the foot is too small to show clearly the necessary details. 4. The builders should in all cases (unless the vessd is close ceiled) add a note to the drawings that the figures denote the capacities of the holds, ete., as measured out to the skin plating and to the top of the beams. 5. In ^e case of single-deck vessels a note must be added as to lifting boards to the same effect as clause 2 of the printed form A {see Appendix D). and it must clearly show that when bulk grain is carried the shifting boards are to extend, grain-tight, in the hatchways and trunk feeders (if any), up to the undar side of ttie hatches or fore and aftere. Notes must also be added to the same effect as clauses 3 and 4 of the form A. In the case of vessels having a 'tween decks for the whole or part of the length, the notes should follow dn* W use of wood, (b) if iio|. whether the wood filUngs have been effiden^ bolted m CARRIAGE OF GRAIN. In radi CMM a Um scale yketch dKraM be shown on the drawing* clearly the beam fillings and the bolts for securing them in place. 19. Wi& reference to clause 2 of Regulations No. 8 {vide Appendix B) ngu&an the caniage of oats, barley, or cotton seed, all in bulk, in vessels of liM tiio-declMl tfpa, S ux vt ff i m siioold note tiiat the Boaid hare dfldded that a uniiorm minimum feeder capacity of 2 per cent, may be accepted for all flans of loading provided the disposition of the feeders is such as properly to wmi the different parts of the holds or compartments. SH. Wtfa regard to davise 3 of the form B. and to daiiae 3 of the form C (•iif Anpendix D), it is to be understood that the conditions stated are intended m whiffy to a cargo partly or entirely of heavy grain. The conditions which §omm. iHm carriage of oats, baiiey . and cotton seed in vessels having two decis are contained in regulations approved by tlie Board under section 453 of the Merchant Shipping Act, 1894 {vide Appoidiz B. Regulations No. 8. clause 2), and light grain may be carried in bulk in the 'tween decks under these regula- tiiiiHl iiilliout sefeience to an a|yproved plan of loading. When, however, it is desived to carry heavy grain m bulk in the 'tween decks equal to one-sixth of the wiiole cargo below deck, and to fill the remainder of the 'tween deck •IMUse wi^ light grain in bnH. the aggregate capacity of the bint for heavy bulk grain must not be omMhdth. of the whole space for grain below deck, but must be reduced so that Hie weight of heavy bulk grain in the 'tween decks does not exceed one-sixth the w§igki of the entire cargo carried below deck, ' iwns of the vessel should, in all cases, be reported, and II a plan of kiading has been approved lor a sifter vessel ^e name and official nwber sbonM be stated 12. Surveyors should carefully ascertain and report whether all the par- ticulars set forth on the drawings are in order, whether the dimensions of the h/Mknmy* as marked, repieoent the mean internal dimensions of the feedera correspond with their own measurements at the ship ; or, if it is not ible to take such measurements, th^ should report whether the on the drawings oorresposd irfft the measofements of liie hatch- as taken v^ien computing the vessel's tonnage. The heights of all should be meaMmd from tbe nnder .side of the deck to the under aide of tiie hatch coven. •3. Sofveyoi i aieinallcaaeatofeportwhofberliielBederorieedeiitoeadi hold or compartment in which bulk g'-ain is to be carried have a capacity at least 2 per cent, of the leepect iv e compartments. The feeder capacities should be their actual capadtiea after dednction* have been made for all obstructions. When the leeders aie tnuikld in a 'tween decks, bridge house or poop, the lieight of those spaces from beam to baun in vidnity of the feeders is to be navfced upon tiie drawingp. ^ S4. Hie ligQiea marked on inmiogii n|Meeenting the capacities of holds Off OOittpartments, in whidl It Is intended to stow bulk grain, should in all Qiiea rei^esent the actual ipaoe which the bulk grain would fill if carefully iHliied. Thus in iron andnM vcHels of mdinary construction, the measure- :Bient8 diooM be talM #le of tiie wood or steel deck. It Is not considered necessary, in ordidary cases, that Surveyors should neraonally meaanie the cantdtiir of the lower hokis in order to verify the Igviei on the drawings, nnless n||p||ive some reason to doubt their correct- ness : it is, however, desirable tet occasi on al check measurements ^uld be taken of one of the holds. In Hie case of vessels having a 'tween decks for the ciiole or part of thejr CARRIAGE OF GRAIN 133 ships should be measured, and the Surveyor shoukl satisfy himself that the capacity of the bin marked on the drawings agrees with his measurements, and should report accordingly. 25. In the case of two deck vessels, when it is intended to carry heavy bulk grain in the 'tween decks, a report is to be forwarded that the aggregate capacity of the bins set apart for heavy bulk grain does not exceed one-sixth of the vessel's total capacity for grain below the upper deck. A similar report is required when it is proposed to carry heavy bulk grain in iMns in a bndge house or poop, and abo m the case of part awning deck vessels and well decked vessels. The capacity of the bins should, as a rule, be limited to one- eighth of the whole space for grain forward of the engine room in the case of part awning deck vessels, and to onenievaith of that spaice in the case of well- deck vessels. 26. If the builder or owner is unwilling to fit the portable wooden shifting boards, bins and feeders, etc., in place at ttie time of the Surveyor's inspectkm, his report need not on that account be withheld, but he should check at the ship the depth of all such portable trunk feeders, which is usually determined by the height in 'tween decks plus depth of upper deck hatchways, and should satisfy himself that when the portable fittings in question are in place, as indicated by figured dimensions on the drawing, the provisions of the printed " plan of loading " will be comphed with, and report accordingly. When the drawing, however, indicates that iron and steel bulkheads or trunks are to be fitted, and such permanent fittings are found neither to be fitted in {dace, nor to be on board and capable of being erected by the ship's conq^any, ttie Surveyor should call attention to the matter in his report. 27. In tile case of vnsels having a 'tween decks for the vrhole or part of their length, when determining the maximum aggregate capacity to be allowed for the bins in such 'tween decks, para. 3 of the form marked B should be held to mean that the heavy grain carried in bulk in the bins, ejcdusivc of Hiat carried in tlie trunk feeders for feeding the lower holds, may be one-sixth of the entire cargo carried under deck, and similarly in the case of para. 2 of the form mark^ C. 28. In the event of a vessel being at sea or o^erwise inaccessible wiien an application for exemption from bagging is received, the Surveyor's report need not as a rule be delayed until the vessel's arrival. In such cases ttie report regarding the capacity of the feeders, as required by clause 21, and regarding the capacMy of the bins, as required by clauses 22 and 23, may be based on the measurements which appear on the tonnage formula, which in such cases should be obtained from the Principal Surveyor for Tonnage, unless the Surveyor is alr^tdy in possession of the details of tbt measumnteta. The Grain Dmimittee will then be in a position to decide whether it is necessary for the vessel to be. visited by a Surveyor before the plan of k>ading can be approved. 29. Snrveyon tittnUd be careful to call attention in their repents to any fittings or arrangements of an unusual character. In the case of shifting boards and their beam fillings especially, attention should be directed to any fittings which appear less strong or leas efficient than usual. It, A UOU mTiT Y Tl AtrMrMMMJl/k. MJ. SKELETON FORMS OF APPROVED PLANS OF LOADING. Form A. — Single Deck Vessel. I. The feeders to the holds (and also to the compartments of the br idge house and poop) are to contain not less than two per cent, of tiie oonqmrtmenti which they feed. The feeders to the holds Nos. are to be tnodBed iqp to the bfidge (or poop) deck as shown on the drawing. CARRIAGE OF GRAIN. 2. A tliBtl grain-tight bulkhead or sliifting boards of suffident stren^ mfe to cjctend fm tiie ^tire length of the hold or compartment in which grain is carried, and vertically from the keelson to the deck (and from the main deck to the bridge deck and poop deck). Shifting boards are also to be fitted In the httfediwsys aad tmnk feeders np to the bottom of the batch Imie and afters. These uufting boards, when grain is carried in bulk, are to be fitted grain-tight with grain-tight fillings between the beams. (Shifting boards are also to be fitted in the bridge house and poop when bagged grain ia carried in these ^acet.) Ibe ateet kmgitiidiiial bulkhead is tobe made grain -tight by fitting a wood in each beam tp906 in tbe manner shown by a detail shetch on the attached drawing. 3. No grain (whether in bags or) In baUc, to be carried above Ibe upper deck except in the feeders (except oats» cotton seed or badey, ubicb may be carried in bulk in the bridge house and poop) . 4. When the bulk grain stowed in one or more of the compartments is not ■Dfficiciit to entirdy 111 Ibe oompaftmeat and Ha feeder, not lew Iban ooe- iourth of the grain carried in such compartments is to be in bags supported on suitable platforms laid upon the grain in bulk. The cargo is to b« carefully trimmed and so loaded as to give the ship sufficient stability. The vessel is mot to be overladeii. 5. The doorways in the wooden bulkhead at the end of No. hold axe to be left open, otherwise not less than one-fourtii of the grain carried la No. bold is to be in bags supported on suitable platforms laid upon the grain in bulk. 6. In the event of a lower deck being laid upon a tier of hold beams, the conditions of exemption from bagging will cease to apply, and this approved flan of k>ading should be returned for canc eB atton. 7. Any grain or other cargo which may be carried in any deck erection, which bas been exempted from measurement for tonnage, will be chargeable with dues on the space so occupied in accordance with the provisions of Section 85 of the Merchant Shipping Act, 1894. 8. This plan is approved only when the vessel is loading grain in the Mediterranean or Black Sea ports, and on the distinct understanding that a copy of Ibis plan of loading, together with the accompanying drawing, will at aU times be kept on boaid the vessel. ~ 9. The Board of Trade reserve to themselves power to withdraw this approval at any time. FoKM B^Two Buck Vmsskl. 1. The feeders to the 'tween decks are to oonl^un not less Iban two per OMit. of the entire compartments which they feed. 2. The feeders to the lower holds are to be trunked in the 'tween decks, and are to contain not less than two per cent, of Ibe compartments wbidi fhey feed. 3. All grain, except barley, oats and cotton seed, carried in the 'tween decks, e»:eeding in weight one-sixth of the entire cargo carried below deck, Is to be in bans, and the heavy bulk grain is to be carried in bins arranged as shown by the figured dimensions on the accompanying drawing with proper arrangements for feeding them. The capacity of the bins may be reduced if desired, but in no case is the capacity of any bin for bulk grain to be larger Iban shown on the drawing. 4. A steel grain-tight bulkhead or shifting boards of sufficient strength aie to extend longitudinally for the entire length of the hold or compartment in which grain Is cafried, and vertically from tkke keelson to the deck, and from the 'tween decks to the upper deck. Shifting boards are also to be fitted in the hatdhways and trunk feeders up to the bottom of the hatch fore and afters. These Shifting boards, when grain is carried in biiiC mm to be itted CARRIAGE OF GRAIN 135 Umln-tight, with grain-tight fillings between the b^ms. (S^i^Jboards K^ls^to be fitt^ in the bridge house and poop when bag g««^;«™* fa^these spaces.) The ttod kmgitodfaial bigAead is to be made g^^ ^ fitting Vwood in each beam Qwce m tbe mwmer shown by a detail sketch on the attached drawing. 5. No grain (whether in bags or) in bulk, to be earned above «i« «pptrdec»» except In ^be leedeis. _ ....4^An4» 6. When the bulk gram stowed in one or more of the bins or compfrtm^te i& not sufficient to entirely fill the oom^rtment and its feeder, not lew ^ one-fourth of the grain carried m snch W or compartments is ^^^^ supported on soitoble platforms laid upon the gram m to be carefully trimmed and so loaded as to give the ship sufficient stabihty. The vessel is not to be overladen. . 7 Any grain or otfier cargo whidi may be earned m •ay,leck «recti«i. which has been exempted from measurement for tonnage^ will be chargeable with dues on the space so occupied in accordance with the provisions of Section 85 of the Merchant Shipping Act, 1894. . g This lihm of k»ding is approved only when Ibe vessel is loading grain to 4e SSmanean or Black Sea ports, and on the distmct understand^ that a copy thereof, together with the accompanymg drawmg. will at all tunes be kept on board the vessel. _ . *uu 9 tbe Board of Tmde reserve to tbemselves poww to withdraw tins a^piml at any time. Form C— Partial Awning Deck Vassal, am Watt. PiGK Vpaiai- 1. The feeders to aU the lower holds and to tiic'twwn (Jf^^*?^ (at tomt of bridge boose) are to contain not l^than Pf ionpMtments which they feed, and the ^^J^^^, are to be trunked in the 'tween decks as diown on Ibe ™™«« 2. All grain, except barley, oats, and cotton seed, earned to.^e tween dedtsTeileedbig in weight lone^hth of the entire cargo earned forwa^ en^ne^m. is tobe in bags, and the heavy, bulk gr«n >f tobe^med in bins arranged as shown by the figured dumsnsionson Ibe aofw^y^ drawing with|roper ammgeiints for feeding tiiem. ^^-^J^'X^^^r^ may be reduced Sdesired. but in no case is the capMxty of any bm for bulk nain to be larger than shown on the drawing. ^ . . ^-- i.^f _i .tii ^Ta steel CTain-tight bulkhead or shifting boards of snflSdent s^engtb arlto eS^lwM!itudmally for the entire length of the hold or compartment tolS^SSan is^rried. and verticaUy from the keelson to the dedc i^^^ the 'twe^ decks to the (upper) bridge deck). Shifting boards awslw t^^ fitted in the hatdiways inSTtomk feeders up to the bottom of the l^tch fore and afters. These shifting boards, when gram is carried in bulk, are to be fitted grain-tight, with gram-tight fillings between the beams. The ste« longitudinal bulkhead is to be made grain-Ught by fittoig ajjcjd^ ineadibeam^aoetotbemannerahownbyadetailArtdionthe **t*Wh^fSfbulk grain stowed in one or more of Jiebinsor compwtaie^ is iot sufficient to entirely fiU tiie mpartment mid to feeder, not 1«»^ one-fonrlb of the grain carried in such bins or compartments isto supported on suitable platforms laid upon the gr^ m bulk. S^cfully trimmed and so loaded as to give the sh^ snfficknt stabflity. ^'rSte'^JSLrofl fo^S^^ being laid upon a tier of ^old beai^^ conditions of exemption from bagging ^^^seto apply, and this approved plan of loading should be returned for cancwtion. whidi bas been eaempted faom meaMtrement for tonnage. wiU be chargeable CARRIAGE OF GRAIN. iiiilii does on the space so occupied in accordance itiHi tlw fiovuioiis of Stoc- tioii 85 of the Merchant Shipping Act, 1894. . 7. TWs plaaof iMidiiigigapmv^ m tiie Mediteirancan or Black Sea ports, and on the diitilif^ undentending 2f* * together with the acoomiNuiyiiif dimwinf. niB »ti3 tiiBei be kntoa Ixwid the vessel. S^The HoMi of Tnuie nnrve to tbemeeivei power to' witlidmw nils apoioval «t any time. II^^Tlift «K»ds contained in bxackets on the above lonns aie alternative, and aiM* of %ein aa do not apply to the particalar case aie to b^ AUSTRALIA. Vessels loading Grain in Australian ports have to amply with the va^ous Marine ITnderwriters' Associations. The following are the Ruies of The Marine Umlen^Titers' Asso- ciation of Victoria. SiltlLEItS* Grain (which means wheat, barley, oats, peas and cargo of a lilie nature) , whether full or part cargoes, to be duijnaged as follows : — Iron vessels, six (6) inches in floor, and nine (9) inches in bilges, the upper ratface to be flat ipood laid not more than six (6) inches apart, so as to iMm a fairly flat floor, and covered with old sails oar burlap above the turn of the bilge. Vertical dunnage at the sides to be one (i) inch in thickness, and spaced not more than twelve (12) inches. Etouble shifting boards of not Im than two (2) inches thickneM, deals or planks, placed abreast of each oilier and securely lashed to each stanchion, not more than six (6) inches iwartjaaid boards to extend from foremast to mizzenmast, or, in the case of a four-masted venel, to Ihe jiggermast ; in the 'tween decks from deck to deck, and in the lower hold to six (6) feet from below the beams. In vessels tovtog a less depth of lower hold than twelve (12) feet, the shifting boards 2P»^"«^aced to one half of the depth of the tower hold. Ventilators jwiere ne cessa r y, ete. On no oonaideratkm must the standuons under the Muns be removed. No cargo to be taken in until the Association's Surveyor baa inspected the limbers and the dunnage in floor and tOlges, and the bnrlap eraaflaflierBon have been passed by him. .J^tjF^r^^^^^^^PP^^^^ Bi^bagtmnrtnotbcaitorthegiain ■carted m stowmg or loadmg cargo. The use of hooks is absolutely prohibited . steamers with ballast tanks to have not less than one (i) inch dunnage on the ceiling, continued up over the turn of the bilge on the tank tops This dianage may. however, on tbm auHiority of the Association's Surveyor be dimensed with p the oeffinf or platform is of a duuactar suitable lor the cam to be caziied. SiMmeis without ballast tanks to have not less than six (6) inches dunnage M tte floor, and not less than nine (9) inches in Hie bilge. On laid 'tween decks not less than two (2) inches dunnage for bales or ba^. and not less than one (i) inch for cases and other wooden packages : alsonot leBS tiian one (i) inch vertical side dunnage. The fore and aft oattens are not to be reckoned as dunnage. (^^ ch means wheat, barley, oats, peas, and cargo of a like nature), flour, oompreswd fodder, hay, bran and the like, to be subject to the foregoing GRASS SEEDS. 137 dunnage r^ulations and «« mp ttons, whether part or full cargo, and to have such shifting boards as may be required by the Association's Surveyor. Steamers without 'tween decks to have, when the construction permits, shifting boards fitted aHematdy from main deck beams to 6 test down. Burlap or sails to be laid over dunnage in floor and bilges. Mats may be used m place of burlap or sails^if approved by the Association's Surveyor. No cargo to be taken in until the Association's Surveyor has inspected the limbers and the dunnage in floor and bilges, and Hie burlap, saus or mats Uiereon have been passed by him. All erain must be shipped in bags. The bags must not be cut, or the grain itartad in stowing or loading cargo. The vae of iknmb is absointdy pucfliibiled. TURRBT AND TrUNK StBAMBRS LOADINti FULL CaRGOBS OF GitAIil AND/OR Flour. AUemate shifting boards to be fitted at each side of the hatchway from line of harbour dedc to 'tween de^ ; and on mid-«h^ or wing stanchions between the hatchways ; where there are no 'tween decks alternate shifting boards to be fitted 6 feet down on each side of the hatchways from line of harbour deck. No coal or other caigo to be carried on tiie Tunet or Harbour deds. April 4, 1910. GlLAiil. — An Indian grain. 20 cwt. in bags stow in about 50 cubic feet. GRANITE. — In cases, 20 cwt. should stow in 19 feet. 20 cwt. of diessed granite in block stow in 16 feet. GRASS SEEDS. — ^Dutch and Continental clover and other seeds usuilly in bags ; American in casks or bags. They are susceptilde to damage by water. The grains are generally hard, glassy, and very liaUe to run from the packages. In sacks 2} to 3} cwt^ 20 cwt stow in 49 feet. (See Gk»w Seed.) WimoA^* — A fine grass seed, usually imported from Molknd or America, is small and requires strong and tight packages. It pro- duces a fine small grass. 20 cwt. in bags stow in 60 feet to iio feet, and acc(»dii% to quality. Trefoil, — ^A description of clover seed. It is distii^[uished from clover by its laiger size and yellower colour. 20 cwt. should stow in 56 feet. % Other descriptions of grass seed, in bags, 20 cwt. stow in from ^o to 90 feet. GREASE. — In stowing such oleaginous cargo care should be taken to keep it away from any goods liable to be damaged. Avoid stowing it in the centre of the vessel, as it will damage by heat. (5^^ Lard, Tallow.) A hogshead of American grease weighs 1,318 lbs., and measures 37 It. I in. A tierce wdgfas 420 and measures 11 ft. 7 ins. A barrel weighs 370 His., and measures 10 ft. 8 ins. A pail weighs 32 to 38 lbs., and measures i ft. 2 ios. Tierces of beef fat weigh from 385 to 419 lbs., and measure from 10 ft. 8 ins. to II ft. 7 ins. each. One ton of 20 cwt., or 2,240 lbs., stows in about 65 feet. GRINDlfroillS---In awes 20 cwt shooM stow in (Uncertain.) GROUND NUTS.— A kind of nut much used in commerce. When ^iidOed and diy tb^may be stowedamong other goods. In coilectiQg an Indian caigo together for a vessel, owners try to get a I f'fy pfopQftiaii of sheQed ground nuts. It is considered not only choice carso,lNitsiicli as will give the best results in stowing with a certain proportion of wei^t This article, especiaUy if new or stowed near moisl artides, will heat and damage by sweat. In bags 20 cwt of MBkd ground nuts stow in 58 feet GUANO-— The best guano is tl^e excrement of sea-birds, dead seals, biids. fish, etc.. accumulating in certain dry climates for centuries past. Good samples will be found to contain 85 per cent, of lime phosphates ; the remainder ammonia, chloride of potassium, sodium, water, and sand. •* Stevens on Stowage " says that guano cargoes injure the iron- mvck of a ship. The Boston Commercial points out that several ilslHciass ships between three and six years old have required ex- tensive repairs. Not only have their ceilings and planking been de- esftd, but many of their timbers also, particularly their cants, while Ute keelson and first futtocks have generally been sound. A few Wife planked with yellow pine, which in some instances was not affected, though the timbers were decayed, whilst in others the rot penetrated both pine and oak. As nearly all these ships were built under inspection they were considered good for ten years at least. As att had carried guano shortly after they were built it has been assnmed that guano affects new timber injuriously. Guano is injued by contact with salt, nitrate soda, etc., and it injures almost every articlB ol human consumption, on account of the large proportion of ammonia which it contains ; itwiMtumnuts, liftiiMsr, etc, almosi biai^. Vessds often require ^m^ ; they ■ '.-4 '.,-«.'^^--lMHL. GUM. 139 must carefully avoid stowing general goods in the same hdd. par- ticulariy delicate articles sudi as tea. coiee, choodate, etc 20 cwt. of guano stow m about 42 feet. GUM . — An exudation obtained from numerous plants. The name is applied to several classes of substances distinct from each other, both chemically and physically. True gum is soluble in water, in which condition it becomes a strongly adhesive mucilage. Stow in a cool part and keep clear of damp and oily articles as much as possible, especially on long voyages in hot climates. Shipped in chests of 100 to 300 lbs. each. 20 cwt. stow in about 50 feet (Uncertain.) (See Dammar.) GUNCOTTON.— (Wet) Dimenslonsof boxes 24 ins. by 11 ms. by 8i ins., net weight of explosive 25 lbs., gross wdght of package about 52 lbs. (See Bxploaives.) GUNJA. — A drug or preparation from the hemp plant, extensively nsed as a narcotic in the East ; the raw material is also smoked, mixed with tobacco leaf. Shipped in bundles, but only in small quantities. There is a duty on Gunja, when manufactured, similar to that levied on opium. {See Hemp.) GUNNIES.^The manufacture and export of gunnies from India has largely increased of late years. Each bale contains about 250 bags, pressed by powerful hydraulic machinery and boond with iron bands. Shipped to all parts of the world. Have no objectionable quaUties and can be stowed where required. The measurement of three bales of pressed guimies alongside in Calcntta was 31 ins. by 29 ins. by 29 ins., about 14 ft. 6 ins. ; 30 ms. by 29 ms. by 27 ins., about 13 ft. 7 ins, ; 31 ins. by 29 has. by 28 ins., about 13 ft. 10 ins. ; average weight of each bale, 9 cwt. 20 cwt. of gunnies, pressed by hydraulic machinery in Calcutta, will stow in about 48 feet ; 20 cwt. of ordinary pressed bales in 57 "feet. GUNPOWDER.— A shipmaster is hable to a fine of £20, and two shillings for every lb. of powder not dehvered into a magazine on arrival at any home port. Vessels carrying gunpowder in large quantities require properly-fitted magazines, lined with some non- conducting material, which should be fitted near a hatchway for convenience of access. When entering a port with powder as cargo the powder flag should be kept fl}ang and the pilot and Custom House authorities duly informed of its being on board. The vessel GUNPOWDEJl to be anduired in the place assigned for such goods to be landed and stored. (S«e Explosiyts.) When lecdving or discharging explosives all smoMng should be ftiictly prohibited, fires put out, and every cane taken to prevent momaat. Amberite Sportiiig Boiidar. Dimensions Gross Weight Ckses «v>nt||ming :_ ©f Boxes. of Package. 35 lbs. in 5 lb. canisters...23j ins. by io| ins. by 9 u» about 41 lbs. as .. „ 1 Ih. < „ 30 ins. by 13I his. by 7! ins. ..49 .» ft i lb. S4I im liy i9| im* hy 71 iB** >* S* »• Ckses containing : — 90 lbs. in zo canisteiB.. . .15 ins. by ii| ins. by io| ins. • 33 lbs. Gues containing 10 Ibt. in 5 lb. canisteis. io| ins. by lol ins. by 9 ins- • • • • » if «* ,. ilh. „ hit. by ^ioa.hy jihrn, « 27 „ ^ ^fib. „ iffiiifcby ioJin8.by 7thi«- » 35 The dimensions of boxes for Ambeiite RMe Powder are slightly teas than lor the Sporthig P^der, and the gross weights rather less also. A cabic foot of piywder weighs 58 lbs. Specific gravity of Iwise powder, 0-836 to o-goo. One ton of 2,240 lbs. stows in 50 cubic feet. Hie C^ytain of the " Loch Ranza" had to appear at the liver- pod Police Court upon a dikige of Mnging into the Stanley Dock 28 lbs. of gmpowder on board his ship. He stated that the master of the ship had died abroad and he had to take charge of her, and was not aware of the quantity of powder on board for ship's use. The Magistrates imposed a smal fine of 5s. and costs. GUTTA.— A somewhat damp article in baskets ; conveyed as gunnies ; considered valuable cargo. 20 cwt. shoukl stow in 78 feet GUTTA PBRCm.^-S^ Iniift RnMior. GYPSUM.—^ cwl in bags should stow in about 43 feet. IlAIE^- of haps weigh about 2i cwt. ; pockets, say li cwt Bales wdgh 187 lbs., and measure about 19 ft. i in. ' Bales we^ 177 lbs.. 56 in& by 30 ins. by 21 ins., and measure about 20 ft. 5 ins. Bales wcigli 203 lbs., 35 ins. by 31 ios. by 19 ins., and measure about iS ft. 9 Ins. QORSES 145 Average of American bales 177 to 205 Ibsi, and measure 20 ft. 5 ins., and 21 ft. 12 bales of hops, one ton of 2,240 lbs. Hops are sometimes carried in iron tanks. 20 cwt. of hops in bales stow in about 260 feet. HORNS, SHAVINGS, HOOF TIPS, etc.— Loose horns mt shipped from ahnost all parts of the world, generally as dunnage, broken stowage, and beam fillings ; some particular kinds, being un- suitable for such work, are done up in bags and bundles, but in this way make bad stowage. ' When shipping loose horns try and avoid signing for any fixed quantity, and use the word " about," or " said to be," etc. Wheri shipping large quantities in steamers at a low rate of freight, it is often out of the question to give the time necessary for counting them over. The difficulty with India shippers is that each merchant thinks his particular shipment better than that of his neighbours, and will not allow them to be mixed at all. Care must be taken in such cases to keep them separate if possiUe, e^iedally if shipped and receipted for as distinct lots. Hped to different consignees the packages should be kq?t separate, or there will be disputes about the delivery. Insert in the Bills of Lading the words " Not responsible for damage due to rottenness Oi the bags." KAYU-PUTCH.— Malay White Wood CM, but more conunonly called Eucalyptus Oil. Has a strong pungent smdl ; should not be stowed among goods liable to damage, such as fk)ur, tea, flake tobacco, etc. Packed in kerosene tins. {See Essentiai OUs.) KERNELS OF FIR CONES.— In cases of 400 lbs. each. 20 cwt stow in 48 feet. KIPPERED HERRINGS.— In tins and boxes. 20 cwt should stow in 85 feet. ILOJLiA' '"'XmACUS* KOLA.— A nut said to contain many excdknt piviperties. Shipped in bags, each about 120 lbs. It is said that in cases of intoxication the eating of a Jcok iiiit wiU icstoi^ the affiectfid pe^ to his senses. On a cup of chocolate and kola paste in the early morning a work- man can go all day without food. This article has only lately be- come known, consequently it may not be all it is desaibed. It has no objectionable properties as cargo in smaU lots. In laige slup- ments it shouM be weU ventilated for long pumaea, othisrwise it will heat. LAC, tm Dft.— A lesinous substance obtained from certain ticra in the East Consists parity of an esoidation from the tree itself arising from indstonsmade in its branches by the female insect Cmus Lmm» when depositing her eggs, and by a secretion from her own body, in wfaidi the eggs are nltiniateiy hatched. The insects tlianselm and many ondevdoped eggs remain adherent to the nriwNis mass, and are gathered frcim the twigs twice Inits cmdc atateit iscalhsd" StkkLac" This is afterwards crushed into «nan pieces and all dirt or other impurities removed. It is then carefii% washed with a weak sohition of carbonate of soda to iqwmte the cdboiing matter contained in the Di^ theresin ii liien known as Seed lac From the sodic solntifin a valuable red dye-stulT is precipitated • this is dried and pressed into smkU cakes and called lac Bye. (Sir 8hallnc4 LACE.~A deicate fabric of considerable value. The ihres used m making it are Flax, Cotton; - and Silk, golfl and silver threads being sometimes introduced. ) Lace is divided into two classes, real or hand-made, and imita- tion or machine-made. The principal varieties of hand-made lace are Point d'Alengon, Brussels, Honiton, Maltese, Point de Galle. etc. Lace and Embroider}^ nearly approach each other, and may be considered in the same light as regards stowage. Packed in tin-lined cases of various size and weight. Stow where they cannot be eastty got at, coolies and other laboureis being very clever at pilfering such goods. lAlIP BiiACX^A soot prepared by burning in furnaces the coatser parts of tar. It is said to be liable to spontaneous combus- tion, i^pedaiy if newly made. Packages shouM not be worked or •tttwei over, as other goods are Hable to damage by dust stains. One ton of ao cwt in hogsheads «t0ws in 120 feet. One ton in bags stows in almt 140 ieet LANG^ln bags, cmsbed. LAPIS LAZULI.— In cases, 20 cwt. stow in 30 feet. LARD. — In steamers avoid stowing near the centre of the vessd. It is essentially a delicate article, unless in casks or tierces, when it may be stowed with casks of beef and pork, etc. It is always desirable to keep such cargo away from dry or choice goods. Tierces weigh 394 lbs. to 404 lbs. each, and measure 10 ft. 8 ins. to II feet. Pails weigh 32 lbs., measure i ft. lin. ; loewt. Should stow in 70 ft. Racks weigh 136 lbs., and measure 5 ft. 5 ins. The f oMowing measurements were taken alongside the ship at New York: — ' One tierce weighed 394 lbs. and measured 32 by 24 by 24 indies, about 10 ft. 8 ms. One case weighed 76 lbs., and raeasiued 26 by x6 by iz inches, about 2 ft 8 ins.. Racks of four pails wd|^ 145 lbs., and roeasnred 48 by 15 by 14 Inches, about 5 ft loins. eadi. Six tierces, one ton of 2,240 lbs. of lard, stow in ^ Ieet. 20 cwt. of lard shoold stow in about 70 feet 20 cwt of stearine in bags stow in 52 feet This artide has a disagreeable, siddy odour. LEAD.— Stowing lead piping requkes care, for if not properly handled it gets bent and dented, etc., and has then to be cot and straightened before using. Among general cargoes it should be coiled in a space by itself and free from other artides of any weiglit Sheet lead should be stowed on its flat. Pigs ol lead, when carried as cargo in large quantities, should be built iq> in the bold like pig uron or copper. Among general cargo, when stowing pigs lead, it is desirable to spread out the kwer tiers so as to equalise the stiain or weight, otherwise damage may result tan excessive pressure on a ttnall surf ace. Pig lead shouM stow 20 cwt. in 8 ieet ; lead piping in 12 feet or more, according to size. LEATHER.— The most costly leather in the world is known as piano leather, the secret of tanmng which is known only to a family of tanners in Thuringia, Germany. TWs leather has but one use, the -covering of piano-keys. The skins from which it is tanned are procured almost entirdy in America. It is a peculiar kind of 134 LEATH£R-~LI£N. Inde-sldn, the skin of a common red or Virginia deer, and a species Cl fie uiimal knoim as tiie grey deer, found only in the vicinity of the great northern lakes. The German tanners have an agency in Detroit which collects the skins from the Indian and half-breed hunters, who supply the market. Cases weigh 135 lbs., and measure 3 ft. 5 ins. each. leathers of the ordinary sorts are shipped sometimes in cases. --*£Aini>l!'.K. 155 LIMB, GHllNiUMIt •tc^--Calciimtioii ol any limesliiie prodnoeB lime. For ei^ort it is genefally shipped in casks, bags, or in bulk. In the East it is ctdM Chmiam. It AoM be stowed ^ apart ftom any damp artidea and be kept perfecUy dry. LIME (Borate of) is shipped in small quantities aU the year round at Iquique, Mexillones, and Pisagua. LINSEED.— The seed of the flax plant ; contains a very great proportion of oD. Being a smooth seed it is more liable to shift than grain, requires more care in stowing, and when in bulk shifting boards are necessary. Large quantities in bulk pay less freight than in bags. Great care should be taken to secure ventilation. American Unseed sent to Ireland for seed purposes is generally in hogsheads. Linseed in bags should stow 20 cwt in about 57 feet. LIQUBURSk-A coRiial, in bottles, which shqcM be treated in mncfa the tme manner as wines, etc. 20 cwt m ciaes stow in 72 feet MQUORIGE, or Licorice.— In casks of juice, i| cwt. neaily. A case of roots shipped at Naples weighs about 2 cwt., and measures nearlv 10 cubic feet. 20 cwt. of roots should stow in 86 feet LOAD-LINE.— S^S^ Railway Material. LOCUST BBANS«— Shipped from Ifedilefiantei and ^lanish ports. Slow t^ iame as gram. ^naUvesseis win stow about their register tonnage of 'beans ; tliey require plenty of ventilation. 20 cwt beans in bulk stow in about 48 feet LOGWOOD.— Bales or bundles of 236 lbs. each, from the West Indies. 20 cwt. stow in 92 feet. LUCIFER MATCHES, in cases, are considered inflammable and should not be stowed below among other goods ; Bryant and May's safety matches are, however, carried in the 'twixt decks near a hatch, as they are considered safe under ordinary circumstances. 20 cwt of Bryant and May's, in cases, stow in about 120 feet LUMBER.-~Ca]:goes of lumber, and especially long lumber on deck, should never be allowed to bear any unequal strain on the ends. The wei^ should be eqaa% borne along the entire lei^th. This cargo should be carefoUy wedged off and well secured to prevent the possibility d it shifting in bad weather. {See Dade Load.) ISA^V MAI T' Vessels will generally stow of lumber, induding deck loid, alMNit 75,000 running feet to each 100 tons net register; uttlioitt deck load* 10 per cent, km, (Sm Wood.) STAVES* «te., COMPARED WITIi BARREIS. In loading vessels, etc.^with lumber, the following calculations may be useful : — 1,000 Barrel staves will require the room of 15 barrels. 1,000 Hogshead staves will require the room of 20 barrels. 1,000 Pipe iHlves will require the room of 30 barrels. 1,000 feet of Boards will require the room of 20 barrels. 400 leet ol Boards are rated at a ton. MAGAROltl^-^ Vermiodll. IfACB^—* A ifiioe st^pfwd fom the Straits Settksn^ts, generally in bogs or caies. It sliould be stowed as diy choice caigo apart Cases of mace averages about i| cwt. each. Bagji awiage about 100 to 105 lbs. each, 90 'Cwt. in cises sboold. stow in. 80 leet. * MACHINERY.— 5^ General Cargo. MADDER. — The root of a plant which yields a bright red dye. Compressed bales average 4 cwt. each. 20 cwt. stow in 75 feet. Casks of ground madder vary much in weight and size. Average oi Dutch madders weigh 15 cwt., and measure 48 it 10 ins. Mediterranean pmaed bales average 51 feet, and weigh about 6| cwt. each. It absorbs moisture, and ground madder will deteriorate in value if damp. MAGNESIA.— Shipped only in smaU quantities in chests or bottles. DokMnite, or Magnet fimestcne, obtained in Indin» yields about 46 per cent of Magnesia. Salt water or damp air Witt damage this article uglm wel packed Common magnesia, cases, 2 doien to 3 doien bottles in each. Puked in dbcats ol i cwt. MAItfT«r-4jcrai :sleeped in water and made to germinate. It is tiien dfiod in a kiln and packed. When in bulk and going long voyageik stow in lins ined with tin, or in iion tanks, and exdnde ■ pP ■if if immibir'. MANIFEST. 157 New York barrels Maltine 3a ins. by 23 ins. by 23 ins., about 9 ft 10 ins. each. Malt stowed in a hold with dry goods will cause damage. MANIFEST.— The Ship's Manifest must clearly state the name and tonnage of the vessel, and the place to which she belongs, also the master's name ; a full description of all packages on board, with the marks and quantity of the goods contained in each package, and their destination ; names of the respective shippers and consignees, so far as such particulars are known. It should be made out, dated and signed by the master, and is usuaUy signed also by the Ship Broker who clears the vessel out at the Custom House. There is a penalty for being unprovided with a proper manifest, and for con- venience there should be two copies ; one is required by the Customs authorities on arrival. Ships are also required to add a list of stores. A separate manifest is necessary for tobacco if there is much of it on board. ' . The master of a vessel sailing with a cargo for any of the Spamsh ports ought to bring two copies, exacUy aUke. which jnust contain the nationality, name, description, and tonnage of the vessel ; the master's name, with the date, and the port where he took the cargo on board ; the port or ports said cargo is bound to ; the marks, counter-marks, num er of packages, and their description, such as bales, boxes, chests, pipes, half-pipes, barrels, tierces, etc.; a declaration of the quantity and quaUty of the merchandise in each package, as near as possible (especially tobacco); the names of the shippers and consignees, or whether they are to order. Everythmg to be written in words at length, except the numbers of packages, and on sheets of paper or proper manifest forms. When a vessel has taken cargo at more than one port, she ought to have a separate manifest from each port where she has received a shipment. At the end of the manifests the master should attach a Store List and List of Passengers, both cabin and steerage, making all other declarations he may deem necessary ; he should then sign his fufl name, etc. (See Stores.) HANURES-— When possible manures should go in a hold by themselves, apart from other goods. The vapour from superphos- phates will attack articles of an edible nature, rendering them unfit for use. Before receiving any shipments of this nature full mfor- mation shookL be obtained as to its UabiUty to putrefy, decompose, or damaiee other goods. MARBlnR—MATS fiili maniiie, guano, gltw, refuse, wool, and cytbor mamires htm SenmOy a most offensive odour and slKmld nol be stowed among otiier cargo. Mannftctiited cheniical mmam may «ninftoqi be canied below, provided tbey bave no dbjecdooable properties be- ymi a Mabifity to beat wben in tbe bifli. fbis can. bowever, be ascertained beforehand. M^AflUr Mmum Mpptd at Antweip, jo cwt pied in a heap, neasorod 4 ^ 4 »». by 2 ft. lo ins. by 2 ft i in., square 25 ft. 90 cwt of manafutand mannies dMNdd stonr in 40 feet in as stiffening marble should be laid * y*^ ^^ ^ ^ bottom, and not subject to any unequal ■tnin tram above. Be careful in seeing it well blocked off and secured against tbe possibility of shifting in heavy weather. Marble win readiy damage if stowed near oil, grease, iron, etc. In small sMpments of maiixie slabs it is usual to stow them on Hwir edfles. 20 cwt of mailile should stow in 14 feet 20 cwt of ^abs stow in 17 feet, often more. IHEGARIIIE.— Oleo-margarine, or artificial butter, generally pidied In tubs m firkins. Stow the same as butter or lard. IWn a:verage 73 lbs. each, and measure 2 feet each, 20 cwt. should stow in 65 to 70 feet. MARJORAM.— Fbu±ed in bales of 220 lbs. each. 20 cwt. stow In 220 feet. MASTIG^A gum car resm which exudes fram the Lentisktree. used m varnish. Has a imOmcy when heated to run, and mi^t 4iuiii«e other goods if stowed over, or too near. (S^ Gum.) MATGHBSr-^About 40,000,000 feet of timber are annually made into nalGlin In Ameilca. (Sm Ladfer Mstchea.) MATS^— --illJI Ur FtSiUCL diilSiXb. IfllXirr, or Morn ainimoii nwic for sarei^ ^es of anaU seed. In bogs, 90 cwt. stow in from 44 to 51 feet. M iraBAL WAimS-'-Cases contain xadB to difvide the bottles and loeeii them in their plaoe. Care should be talcen to fc^^**** sodi padcafes carefnOy ; avoid moving aboat afta having once bem stovped. Soda-wi|ter bottles sometimes explode in hot weather. Casks and cases average 220 lbs. each, but are uncertain. 20 cwt shoidd stow in 70 feet i^ien in cases. liIRABOI<41fS«~-A wild berry about the size of a walnut exported from Eaplem ports. Being a light article it is generally shipped, with otflir goods of a heavier natuie. It is not easily damaged, has no smell, and stows with ahnost any dry article. ladiet^ or half-bags of mirabolams make excellent biokeii ao cwt. stpw in. 67 feet. MOHAIR. — In bags, 20 cwt. stow in 240 feet. MOLASSBS. — In casks, puncheons, and hogsheads, requires no dminage. The ground tier must be straight fore-and-aft, eacK side of Ihe keelson, the heads about an inch apart. In placing the gronnd tier, the breakage caused by the mast is filled up with wood, and each cask should be carefully bedded and chocked. The casks must rest fairly on the ground tier, to equalise the weight all over and prevent springing. Four heights are usually taken, the third being placed empty, bedded and chocked, and filled by a hose. {Sec Syrup.) In casks 20 cwt. stow in 70 feet. Molasses is now generally carried in tank steamers. The average specific gravity being 1-340, it runs about 27 cubic feet to the ton in bulk. MOTHER OF PEARL SHELLS.— Mother of Pearl Shell-fishing ts one of the principal industries of Northern Australia. Between Cossack and King George's Sound there are a number of small craft varying from 10 to 140 tons employing 400 to 500 men of various nationalities at the work. The diving dress is much used among them ; although in shoal water it is oftrn dispensed with. Depths of 20 to 22 fathoms are, however, reached by its aid. Anything beyond this is injurious to the divers, who are sometimes paralysed by the too great pressure or weight of water. The smaller boats, caDed luggers, gather the shells into the schooner, where they are opened under supervision, f itini wi . and packed in cases for tlie I^Nodon ma rket ■ MUSICAL INSTRUMENTS. Pearls are sometimes found, but thes' are rare and not of great value. When properly cleaned and well packed M. O. P. shells can be stowed among general cargo. Cases of shells weigh about 3 cwt. each, and are worth about £170 per ton. Shells are also shipped from Bunder Abbas, Linga, and other ports in the Persian Gulf. Clean shells have no smell and as a rule are free from objectionable qualities. Well packed they stow rather heavy, 20 cwt. in 45 ft. (uncertain). Mother of Pearl shipped generally in cases ; if declared of value should be put under lock and key. Cases weigh 350 lbs., and measure 17 ft. 2 ins. each. MOWRAH FLOWERS.— A moist, damp article giving off vapour, and should be stowed accordingly. One ton of 20 cwt. stows in about 37 to 40 feet. MOWRAii SEEDS.— In bags, 20 cwt. stow in 60 feet. MUNGO.— Se£: Rags. MUNJEET. — A part of a plant cultivated in Asia, and used as a red dye-stuff. Shipped in bales, casks, and cases. {See Madder.) 20 cwt. should stow in 90 feet. MUNSELLS.— From China ports shipped to India in wooden tubs. Net weight 90 to 95 catties, measuring 2 feet to 3 feet, value I87 to $9*50 per ptouL MUSICAL INSTRUMENTS.— These should be packed in tin- lined cases to prevent damage from sweat or rust, etc. Stow in a part of the hold away from moist or heavy articles, and keep the marked side uppermost. Handle the packages gently to prevent jar or injury to the internal parts, which are fragile and easily displaced by rough usage. Average weight of American Oigans in cases 353 to 365 lbs., measuring 44 ft. 6 ins. to 59 ft. 5 ins. 20 cwt. should stow in 400 feet. MUSK. — The odour of this article is very pungent and lasting. It will penetrate and damage articles such as tea. coffee, sugar, flour, etc., if stowed in the same hold. {See Perfumes.) MUSTARD can be treated as dry cargo when properly packed. Generally in' kegs, tins, bottles, etc. MUSTARD SBSD, or Suraoe, or Sarsoa.— Indian names for varietite of mustard seed, as Simp is N^fm, S. ScMmM, In bags 20 cwt. should stow in 60 feet. Stowage 11 NAPHTHA, and Infaininalite ArtldlM t*ii«raUy-'~'niere are many volatile liquids such as brandies, rum, gin, whisky, ether, •pints of wine, and other alcoholic liquors, etc., which are well lamm to be b^ily inianunable, but it is not so wdl known that time giw aH an invisible ps ^i^iich is as inflanunabk, and much mote dangeioiis, on account of its not being seen. The greatest care dbooM be taken to eive fiee ventilatioii wlieire sodi caiso is stowed and on no aoconnt allow anymie to enter such places with a naked ivnc* Jtceniemoer lO aeep kOOCm oi cdis «rriiwf * sepaiaxe itouI an cargo Of an edible nature. H^tha m mocttiy earned in tank steamers. Spedic gravity •698. (Sie Bmi§mm Goods.) RggiikUwns of the Board of UnierwrUers af New York. Gmotmm may be shipped under deck in quantities not to exceed 1,000 cases in any one vessel at one time, in drums not exceeding ten pidiis each, haidng an excess capacity varying in ratio from 15 per cent on ten gallons, to 5 per ooit. w, bemg at all times a dangerous and uncertain article, where other goods are concerned. An old experienced ship-master writes " I never trust oil packed in any shape or form among dry goods, having found from experience that unless it is well stowed in the bottom of the ship, and dear of all other articles, one is sure to hear of some damage, for which the ship has to pay." Cocoa-nut and Castor Oils are often shipped from India in second- hand casks or tins. On one occasion, when objecting to a shipment of castor oil in old kerosene packages, at Bombay, the shipper said that he expected a loss of about 10 per cent, from leakage on the voyage. It is therefore the duty of the ship 's officers to note clearly in their receipts any casks or cases that are second-hand or inferior, to prevent claims for short deUvery. In stowing the lower holds, care should be taken to put as little weight of other cargo over case oil as possible. Oil cargoes do not require dunnage ; in fact, they stow bett^ without it. Casks are OILCAKE. stowed bilge-and-cantline; this mode can be adopted when economy of i^iaoe is an obf ect. Some recommend casks to be dotdde-bedded anddoidite-qQoined, asoilfttiOttt bed Is reoonmieiided to meet this liability. {See Qasks.) The best Olive 03 is made up at Ijc^mn in haH-diests contain- ing 30 flasks, of two gallons nearly. Seville Oil is packed in three sizes: pipes, export casks, and quarter casks. Oil must be kept at a distance from marble. ^naU parods of oil in cases, and bottles of salad oil in wooden boxes, ought to be placed separately and apart from rough goods. Paraffin, kerosene, petro- leum, and other oils considered inflammable should be approached with care by anyone having a light ; in fact, lamps or other lights should never be allowed where it is bemg worked in any quantity, especially in the holds or stcxe-rooms. {See Petroleum.) Fish Oil in cases, such as old kerosene tins, etc., 20 cwt. stow in about 55 to 60 feet. Barrel of Fish Oil weighs 445 lbs., and measures 11 feet. Barrel of Lard Oil weighs 450 lbs., and measures 11 feet 10 ins. Barrel of Lubricating Oil weighs 400 lbs., and measures 11 ft. Lubricating Oil sent to India, casks 1,442 lbs., measure 37 feet each. 20 cwt. stow in 60 feet. Five barrels of sperm, and six barreb of neatsfoot oil, one ton id 2,240 lbs. One ton of 2,240 lbs. oil stows in 60 cubic feet generally. In casks, 20 cwt. of oil manufactured from seeds stow in 66 feet Cases of oil in tins, 20 cwt. should stow in 55 feet Baskets containing bottles, 20 cwt. stow in 96 feet Cases of bottles, 20 cwt. should stow in 75 feet. Drums, or tins of oil, 20 cwt. should stow in 49 feet. Large-sized iron drums, 4 cwt. 3 qrs. 7 lbs. eadi, measure 9 feet 5 ins. each. 20 cwt. stow in 40 feet. OIL-CAKE, and Poonac. — After the oil has been extracted from seeds, the material remaining is pressed into Oil-Cake, which makes an excellent food for cattle, and is largely exported from seed- growing countries to different parts of the world. It is usually packed in bags or barrels. Cake in bags or sacks should not be stowed where bad ventilation, inherent vice, or the neighbourhood of a heating cargo will cause damage to the oil-cake or other goods in the same hold. Rape-seed cake has an oily smell, looks hard and dry at first, but OILCLOTH. after being in tht ship some time often gets mildewed and heated, cepedally if new. Some ship-masters think it depmds on the nature of the cake, but consider it generaUy safe to stow with other goods if well ventilated. Turpentine, tar^or other higWy^scented articlea ans said to render oil-cake unfit for use. Pahnlst cake has a bad odour, which niight cause damage to other goods if not gnanW against. New York bags weigh 226 to 242 lbs. mck, and measiiro 5 ft. o ins. to 6 feet. Barrels weigh 237 lbs. each. Nine to ten barrels of oil-cake, one ton. Eglit to ten sacks of oil-cake, one ton. One ton of 2,240 lbs. of oil-cake, in bags, stows in about 46 oibic usee East Indian oil-cake, in bags, 20 cwt. stow in 60 feet. Mediterranean cotton, linseed, ground-nnt; and other cake, 20 cwt. stow m 54 feet. Niger-seed cake, in bags, 20 cwt. stow in 53 feet. Wmist-seed cake, in bags, 20 cwt. stow in about 56 feet. OIL-CLOTH, Watprproogs, M acMa j aiii, ate.— Artictes of this nature should be kept ina part of the vmd where they can be readily got at, being liable to spontaneous combustion. (See Dangeroiis Goods, Inodorous Fait, OIL PAPER GOODS^-Chineae lans, nmbrdlas, etc., ate not very infianiTn a ble bnt liable to spontaneous combustion con- ^nently mndi caie is leqmied in stowing. Rwdced in c^ or bales. Sue and wdii^ imkras. OILING THE nA^The use of oil in smoothing the breaking WW is not quite within the subject of this wo* it is, however of so mniii importance to aaikxs generally that a few words may not be out of place ; peillap some unbdieving mariner may be induced to try its magical elect in the hour of need. The best oil for this IMspose is undoubtedly iah oil; other kinds, such as oUve oil have inni^ the same efe:t, hot are not so reliable. The surest mekns of i^^icafoiis throa^ a pipe on tiie weather side, such as a W.C. Bags may also be hung out fore and aft as required, but to be of aervice they reqoiria piickinf ton time to time. Hie White Star " steamen enjoyed carrying cattle from New Y«t imm propeily itted pipes from the engine-room leading over •adi bow, tiiroui^ wiidt oil is antomatically pumped in bad weather. This often enables them to cross the Atlantic even in the winter iMiitlls with tlieir hatches oi. Bwry ship, and each boat in such OILING THE SEA. 169 ship, should have a store of oil and canvas bags itted in their place, ready for use at a moment's notice. The foUowing infonnatkm, supplied by the United States Metew- ©logical Department, was collected and verified by Mr. Evmtt Hayden, U.S.N., after the great storm, known as " the Bhzaani," off that coast, March iith to 14th, 1888 " To cross a bar in heavy weather, after battening down all hatches, etc., take two pieces of india-rubber pipe about 20 feet loiig and one inch in diameter. Put these through the hawse pipes, one on each side, and let their ends trail in the sea. On the upper end Of each piece of tube lash a good-sized funnel, secure it to a stanchion, in a vertical position, and station a man at each with a three-galkm tin of colza oil. When the vessel enters the outermost sea that breaks on the bar, let each man gently poor the oil down the pipes. This will smooth the bar immensely and your vessel will steer much better. Ahnost any oil of animal or vegetable origin will do, but petroleum is not of much service, excepting to mix with and thin the other if necessary. '* When lying-to in a gale; head to wind and drifting stowiy, a little oil bag hung over the weather side, or oil poured down a pipe well forward, is of great service in preventing the sea from breaking aboard. To round-to, prepare a sea anchor, watch for a smooth spell and then put the hehn down, heave overboard a few galkms of oil and float the sea anchor. Keep pouring the oil on the sea, down a weather pipe or scupper, while the ship is oon^ iq> to the 'wind. " A weU-equipped saiUng ship, even if deeply laden, will lie-to under a closely-reefed topsail, or tarpaulin in the riggmg, and weather ahnost any gale so long as she is not taken aback. Sailing vessds under these circumstances nowadays often use an oil bag paid out to windward to smooth the sea still more. This is the ideal position of a laden vessel in a dangerous storm. Whils t towing a disabled slii|i over a bar, or where the sea is very wicked, a ixmph of oil bags over the stem will ease the sea on the tow. " In a good steamer, to take a shipwrecked crew off a wreck, run to windward of the wreck, lower the lee boat, put your vessel head to sea and dead to windward, and let the boat drop down towards the wrecks veering out on the line, and constantly pouring considerable oil into the sea, which will keep the sea smooth between your ship and the wreck. In using dl bags in heavy weather they should be weighted if hung over the side, in order to keep them down. When scudding it is best to pour the oU down the oloeet pipes." OILING THE SEA. Great Storm off tb£ Atlantic Coast. Nav York plot-lMMit " CHiiUES H. Mjhsiiall (Na 3) and lilllB* ..yCao C Ia* (Rqiort iwniniiiiicatei iijr Butt-loeqier Boliiiisoii, on behalf of the pilots of No^ 3.) Match lolA, x88&— " Left Staten Island on a cndse to the soath- iiavd, modciate bnoe fnnn the E.N.E., vUch continued all day ; 7 pjn, hove to. with the Hfpind Light In sight, bearing N.N.W. distant zS nlks ; 8 p.ni. the wind began to increase and it com- menoed to lain ; dooiil^mied.the sails and lay hove-to all night. On the zxthy as the weather looked threatening, two more reefs were put in the sails and the sdiooner was headed to the northward, intending to ran into port for shelter. Dnrin^ the afternoon the mtitxt mcieaseci to a strong gale ami sail was reonceci still iiurcaer. When aboat x8 nules SJE. from the li^^tdnp a dense log shut vi, and It was deciiieci to remam outside ana iMia out tne stoixn. " The wind hanled to the eastward toward midnid^ ; at 3 a.ni. it looked so threatening in the N;W. that a fonfthxeef was taken in the •mainsail, and the foiesail was txeble-reefed. In half an hoar the wind died out ccMnpletely. and the vessd lay in the trough dt a heavy sea that was threatening ewiy moment to engulf her. She was then about twdve mUes E.S.E. from Sandy Hook lightship. In twenty mimttes the gale strnck her with such force from N.W. that she was tittown on her beam end& She instantly righted again, however, bat in two hours was so covered with ice that she looked like a small " % 8 a.m. the wind had increased to a Imticane, the little vessel pitching and tossing in a terrific cross-sea, and only by the wiited eJbrts of the entire, crew was it possible to partially lower and la^ down the foresail and f ocestaysaiL No one but those on board can realise the danger ^ was in ton the huge lM:eaking seas that rolled down npon her. The snow and rain came with soch force that it was impossible to look to windward, and the vessel was lying broadside to windand sea. A drag was r^ged with a heavy qiar, anchor and hawser, to keep her head to sea and break the force of the waves, bat it had Mttle elect, and it was evident that something most be done to save the vesseL " Three oi bags were made of dock, half illed with oal^ satn- rnted with oi, and hong over the side focwaid, amiiships, and on the weather qnarter. It is admitted that this is what saved the vessel and ^ ives of alon boaid, for the oil prevmted the seas from OILING THE SEA. 171 Iweaking, and they swept past as heavy rolling swells. Another drag was rigged and launched, although not without great exertion and danger, and tins helped a little. Iron bolts had to be put in the oil bags to l^p them in the water ; and there the little vessel lay, fighting for life agahist the storm, refilling the oil bags every half hour, and fearing every instant that some passing vessel would run her down, as it was. impossible to see a hundred feet in any direction. The boat looked like a wreck ; she was covered with ice and it seemed impossible for her to remain afloat until daylight The oil bags were refdenlshed every half-hour during the night^ all hands taking tam-aboot to go on deck and fill them, crawling along the deck (m hands and knees and secured with a rope in case of being washed overboard. Just before midnight a heavj^ sea struck the boat and sent her over on her side ; everything movable was thrown to leeward, and the water rushed down the forward hatch. But again she righted, and the fight went on. The morning of the 13th it was still blowing with hurricane force, the wind shrieking past in terrific squalls. It cleared up a little toward evening, and she wore arodikd to the northward and eastward, but not without having her deck swept by a heavy sea. . " It moderated and cleared up the next day, and after five honrs' hard work the vessd was cleared of ice and sail set for home. She had been driven 100 miles before the storm, fighting every inch of the way ; her crew, without a chance to sleep, frost-bitten, clothes drendled and no dry ones to pat on, food and fad giving oat, brought her back to her station on the bar as asaal. " In the ^qierience of the yacht ' Iroquois,' off Henlopen, the special feature <^ the report recdved from her sailing master. Captain Norton, is that rdating to the use of oiL At i a.m. on the Z2th idien it was blowing a most terrific gale, he found the vessd was making too mnch headway for safety ; he took in the reefed forestaysail and f oietrysal, and pat over a patent sea^, but the hawser carried away and he lost it. " He then thought of a case o! oQ on board, containing four 5-gallon cans ; made three bags of No. 5 cotton, large enough to hold about two gallons apiece ; put two quarts in each, and hung them over the weather bow, but the oil congealed and would not run oat through holes he had made with a safl-needle. Then tried the ml throagfa the pipes the doset in the forecastle, near the bow, put- ting a few taUespoonfuls in the bowl and then pumping it out. It was truly wondkfal to see the effect it had on the sea. A hnge combar would come down upon the vessd, threatening to bury her ip OILING THE SSA. 20 feet deep. The comb would strike a patch of oil no larger than a crnnmon dining-table, and in an instant the top of the sea was smooth and round, without even a wind ripple, and the litDe ichooncr would pop up on top of it as easy as a gull. He stood On more than an hour watching the effect and then went bdofw, Hiilig that so far as breaking waves were concerned he was perfectly as long as the oil held out *• The oil used in this case was a soft, greasy oil, which he thinks is the bfst. The yacht rode out the storm in perfect safety, without may damage, although both topmasts were up and jib-boom out. Used fifteen gallons of oil in thirty-six hours. Captain Norton had followed the sea for thirty years, seventeen of them as master, but never experienced a worse gale than this." Captam Trim, of the American schooner " Isaac Orbeton," was caught in the huiiicane off Absecon ; foresail blown away ; sea very high and irregular ; rain, sleet, and snow ; wind from W.N.W. The vessel was heavily laden with sugar, and Captain Trim hove-to and prepared to use oil to prevent the sea from breaking over her. Rj^ed six oil bags, as follows : — From the weather cat-head, from each weather chain, on the boat davits, and on a buoy to windward (a heavy piece of timber secured to the vessel by a lanyard) ; filled the bags with oakum, pricking the canvas weU with a sail-needle, and used equal parts of fish oil and kerosene, refilUng the bags about every two hours. No water came on board during the thirty hours the oil was used. The vessel was very deep and must otherwise have been greatly damaged by the heavy seas, which, though very high and inegnlar, were reduced by the oil to long roUing swells. Me had never tried the experiment before, but regards the use of oil as a most valuable thing the bags are attended to and not allowed to get empty. Used about lo, gallons each of fish oil and kerosene. Captain Falker, of the ** Messenger," made use of oil for the first Jime in this storm. He was thoroughly converted and is now a firm jMiever in the great advantages to be gained. Not having any tegular appliances, he piit a can of porpoise oil, with a small hole in the bottom for the oil to drip through, in the after closet, thus allowing the oil to drip slowly into the sea. The result was astonish- ing. The oil cut the combers completely from the running seas, and made the water so smooth about the vessel that little or no water came on board. The vessel was hove-to for hfty-two hours and mly fiipe gallons of oil expended. lina%». Captain Meyer, of the "Johanna/' ynhrn he found it OILING THE SEA— OPIUM. m necessary to abandon his vessel, in a sinking condition, was lying-to on the starboard tack, a strong north-west gale blowing, the seas running very high and breaking. The German barge " Weses " lan down to leeward and hove-to. Got two boats ready, hove two cans of rape-seed oil over to windward, punctured so that the oil could run out, and manned the boats, each of which was'saj^ed with fish oil in cans. Pulled to the Weser/' all the time pouring oil over the stem of the boats. The boats were half-full of water when they got alongside, but they would never have reached her at all had they not iisedotL A recent case is that of the SS. ** Volturno," which was destroyed by fire in mid-Atlantic during heavy weather on October 9th, 19 13, whilst on a passage from Rotterdam to New York,, having on board in all 654 persons, passengers and crew. The fire started forward and made such rapid headway that it was thought advisable to launch the boats. The sea was so heavy that the attempt met with disaster and cons'derable loss of Ufe. The SS. " Carmania " then came up in response to the wireless calls for assistance, and succeeded in launching a boat safely, but it failed to reach the " Volturno " and had great difficulty in returning. Several other steamers arrived on the scene, but the sea was so heavy that their attempts at rescue were imavaiUng. Then fortunately the oil-tank steamer " Narragansett," loaded with lubricating oil, came to the rescue, and, steaming rbund the " Vol- turno," pumped oil on to the water, which had a marvellous effect in smoothing the sea, thus enabUng the waiting steamers to effect the rescue of the remaining people on board ; 520 lives in all were saved. Such accounts need little or no comment. The mere pubhcation of the facts is enough to convince anyone. OLIVES.— In casks, should be treated as moist goods. Cases containing bottles average 220 lbs. each. 20 cwt. stow in about 68 feet. ONIONS^^Iases, 20 cwt. stow in 7S feet. Bags, 20 cwt. shoukl stow in 75 feet. (See Fruit.) OPIUM4— This drug is mentioned by Pyres, a writer In the eatly part of the sixteoith century, as a jwoduct d the Kingdom of Cooch Behar, in Boigal, and lisiiwa. Its introduction iirbo Qiina is asaibed to the Arabs, during the leign of TaHsa,i28o-X996. Long before the Indian drug waseiqiorled to China the indlge^ OPIUM. In India the spread of Islam appears to have been connected with the cultivation of the poppy, which is mentioned as a staple crop in some of the writings of the sixteenth century, and we know that dming the ascendancy of the Moguls the manufactiu-e of opium was an Imperial monopoly, farmed out year by year at a just rent. This monopoly seems to have fallen into abeyance with the decline of the Mogul power, and we find the trade in the early part of the eighteenth century unrestricted and in the hands of a body of native merchants at Patna, who advanced money to the ryots of Behar for the cultivation ol the plant and the produce therefrom, selling the latter for export to the local representative of the different European trading companies. The history of the traffic during the following fifty or sixty years is a series of violent fluctuations, the tendency of which appears to have been towards the adulteration of the drug, and its deterioration in the market. The trade became, in fact, tho- roughly disorganised, and after the English had, through the victory oi Give at Plassey, gained the sovereignty of Bengal, the problem Wts solved and all difficulties put an end to by Warren Hastings, who, in 1773, as Governor of Bengal, revived the monopoly and assumed it on behalf of the East India Company. Hie revenue derived from the opum exported from India is levied in two ways. In Bengal the drug is manufactured in state lapctoiies inMii the poppy cultivated under the supervision of the Government and it is eventually sold at Calcutta on account of the State to mer- chants who export it chiefly to China. On the other side of India, however, opium is produced by private enterprise, froiti plants grown ill native states, and the revenue is raised by means of an export dtttf levied upon it by the Government. China isnof dependent upon India for the sup{dy of the drug con- sumed by the masses in that country ; a sinj^ province ol the Celestial Empire produces annually more qiium, although df an Inlerior quality, than the whole of India in the most fmspmm of Seasons. India^f. however, places in the marloet the luxury ol a si^ierior and ea^Knsive article ^idiich is much appreciated, and pur- ctesed by the ckher classes through the usual commerdal chaimds. The halls or lumps of opium are packed in Hned cases covered with gunnie, carefully marled and numbered m the outside. The greatest care shouM be talcen both in receiving, stowing, and ddiver- ing this article ; it is decidedly one of the most valual^ that seamen have to deal wilh. Each case should be duly examined, the outside covering* seals, marks and numbers, etc., not»d4icywn In a taEy book. OPIUM—ORES, 175 If the seals are not intact the contents have probably^been tampered with, in which case the packages should be returned to the shipper at once. A careful tally should be taken by an officer in charge of the hatch, and another officer or responsible person should be in the hold with tibe cases while the coolies are worldng there. Natives abroad wiU broach and steal the opium if they get the least opportunity of dding so unobserved. Vessels carrying opium between the Persian Gulf and China are lia^e to be seized and charged a royalty or duty if they call at an Indian port en route. Opium cannot be taken via such ports with- out payment of the usual dues, which are very heavy. Masters with even a chest of opium on board should make full enquiries before entering any Indian port, even for coal or provisions, whilst working to China. Chests of Opium 3 ft. i in. by 2 ft. 3 ins. by i ft. 3 ins. measure 8 ft. 8 ins. and weigh 208 lbs. each. 20 cwt. should stow in 96 feet. Freight usually at per chest. ORGHILLA WEED.— Shipped in bales of various sizes and weight Damp or moist goods wiU damage this article. ORSS«— Ships loading cargo of this.naturo often have propedy constructed trunkways, wludi rdieve any undue pressure b^ow, and tend to make the vessd easy in a seaway. The bulk of weight should in aU cases be kept amidships. The SS. " Okingham," 1,321 tons net register, loaded 2,600 tons of ore at Benisaf , Mediterranean. The stuff resembled dark heav^ sand. The lidds were protected as for grain cargoes in bHiii Captain Thomas says : " I put about 200 tons in No. i hold, 400 in No. 4, and the balance was then i»led up in Nos. 2 and 3. The vessel was fitted with shifting boards, but no trunkway or platform. She was loaded to her marks, and proved easy in a seaway." Spanish and American ores are heavier than Mediterranean, and should be kept higher in the middle if po^ible. Some ores are said to be liable to spontaneous combusrion* Articles of a dry and perish- able nature should not be stowed near ores likely to damage them. Silver ore is generally packed in bags of from 90 to 100 lbs. each. It is also carried in bulk from Port Pirie, Australia. ORRIS ROOT.— 20 cwt. stows in 80 feet. O YSTERS^hipped in bags and barrels «eighii^ about 263 lbs. ^ni iiiiisariiig about 6 ft. 6 ins. each. They dioidd be carried in a cod part of the sMp, or mi the ui^ deidc in the open air if possible^ PAINTS-^PEPPER. and looM ujioii 41s penshable aiticies. Tbey shoaM never he 9imM among diy goods. 10 liaivds of oyvleis, one ton (ao cwt.). stow in about 60 feet. PADDY.— Mce with the husk on, as it comes from the paddy fields. (See Rice.) PAINTS.— Tins or kegs containing paints should receive much care and attention in stowing on end, being easily damaged by other goods in bad weather at sea. When any quantity is to be carried a space should be set apart in the between decks, and each height should be well blocked off to prevent it shifting. Articles of this kind stowed among general cargo should not be subject to outside fwessure. or the heads will burst, and the contents be lost or damaged. my cwt. of lead paint, in tins, should stow in about 16 feet. 20 cwt. of lead paint, in kegs, stow in 20 feet. 20 cwt. of oxide and other sorts, in tins, shoiiki stow in 16 feet. 20 cwt. of zinc-white stow in 16 feet. White Lead in tins of 28 lbs. each, 80 tins equal one ton weight, measured on deck 26 ins. by 32 ins. by 32 ins., stowed in 15 ft. 5 ins. led oxide, and green paint/ 20 cwt. stow in ft. 10 ins. PAOfLBAf fAHSd— In cases, 7 to 10 feet. To be kept dry. . PAPlRi^-Over fifty kinds of bark besides wood-pulp, rags, and frais mt mm used in the mannlactare of paper. Even banana skins, fca-liaiilm, coooa-nut fibre, hay, straw, weeds, leaves, shavings, ootn-liusks, and ho|>-l»ne are used for the same purpose. {See Booka.) Paper, in rolls, shipped to Bombay from Liverpool. One roll 27 ins. by 20 ins. by ao ins. 6 ft. 3 ins., weight 117 lbs. 20 cwt. stow in 120 feet. PATCHOULI.— A perennial herb found in the East and from which a powerful scent is extracted. The odour is pungent, f^wfii^ damage to articles such as tea, flour, etc., when stowed near. P£AS.~In bags, 20 cwt. stow in 50 feet. {See Grain.) PBA-IiUTS.'— In bags wd^iing aboat IQ5 lbs., and measiuing 7 It. 6 ins. each. PEPPER. Piiiiiliit Allspice, Jamaica Pepper, etc.— From andent writexs we kam that pepper was held in high esteem, and for a long time was considered one of the most costly of spices. At praent itisa necessary of daily use and forms a valuable article of cQumwm, Hie taini pepper is applied to numerous vegetai>fe PEPPER— PETROLEUM. 177 products, such as bird pepper, bell pepper, etc. The most im- portant, however, is that which yields the househdd condiment. Pepper sweats very much at times and gives off pungent fumes ; it should therefore be kept well ventilated. It should be stowed with dry articles, but not amongst such as wouM be damaged by contact with it. When loading or discharging single bags, not more than six shoukl be put in a sUng at one time, or they will burst, and the damage and loss fall on the ship. It is generally shipped in double bags of 100 lbs. each. 20 cwt. ill bags stow in about 80 leet. PBPPKRMlNT.~€ases weigh 79 lbs., measure 3 ft. 2 ins. each. One ton, 20 cwt., stows in about 70 cuWc feet. PEPPERMINT FLOUR.— From China. Put up in tins or bottles packed in wooden cases measuring 7 to 8 cubic feet. Weight half-picul net. Value, from $300 to $700 per picul. Stowage required in a cool dry place, being melted by heat. PERFUMKY.~The ordinary perfumes of commerce are sundry bouqn^ or mixed scents prepared by compounding varioos eaames, or essential mis, etc. Packed in small cases, Miiich require to be carefoUy stowed in a safe place. Average wd^^t 40 cases was 329 lbs., and measured ii ft. 4 ins. each. 20 cwt shooM stow in 80 feet (uncertain). {See EaaeatM Qfla.) PimOLEUM. — A brown liquid bitumen found in many parts of the world, and, when refined, used for hghting and other purposes. It is a question whether the demand for this article will not eventu- aiy exceed the supply. Within recent years it has been brought into daily use by ahnost all nations in the world. In 1909 the United States produced about 7,500,000,000 gallons, and Russia about 4,000,000,000, these being the largest oil-producing countries. The petroleum trade of the world of late years has been character- ised by a great development of the system of transport in bulk, and by the introduction of tank v^sels, built and fitted expre sly for the triMie. Sailors are now called upon to carry t housands of t ons across the ocean in one shipment, and, as much has yet to be learned in regard to the business, it is highly necessary that every precaution that experience and common sense can dictate should be brought to bear in warding off and reducing the dangers incidental to the traffic Stowage. n FiTROL£Ull. Hmt tlim is a seiious element of risk in transportiiig sadi an hMmtmtm^ artiriii k ft lai^t tiMit has madft ilaiif appaiiMll feom time to time bf tenible diaasteis and loss of Mle. Tim odour imm oils of tiiis nature wiU damage any article liable to be Imiiiegnated bv ¥eMls aboaM be thotoiiiPy Sailing vessels cairy about 6| round bends* or say 8 payable bands of 40 Ameiican pUons to tlie net ton register. €mm OiL--S«iling sliii» should cany, of China and Japan cases, about 39 to the register ton ; oi Java cases, say about 32 to 35 per tmi legbter. Each cane contains tivo tins of 5 American gallons RULES FOR STOWAGE OF PETROLEUM IN AMERICAN PORTS. Owners, masters, or agents of vessels loading Petroleum and its products are required to observe the following rules in preparing and loading their vessels in order to obtain a certificate from the Sur- veyors appointed by the Board of Marine Underv/riters : — 1st.— Vessels with cabin or forecastle entirely under deck will not be permitted to load naphtha, benzine, or ^arits of petroleum under inspection. 2nd.— Ballast must be of stone, shingle, or dross. All vessels intended to load petroleum, and before taking in any oil, must be sufficiently stiff to change berths in all kinds of weather when tugs can safely tow them. Ballast of any description must be covered with boards, and the barrels kept clear in the wings, or where ballast is trinuned against them, by boards or planks. jui. — Stowage. — All barrels and cases must be stowed in straight tiers, fore-and-aft ; in no case will it be permitted to stow with the sheer of the vessels (rounded off) ; all breakages must be made pedectly soUd with ballast (cased in) or suitable dunnage wood ; no banging beds will be permitted under any circumstances ; the bands must be stowed bilge-and-cantline, and every barrel properly bedded and well chocked. In the ground tier, each barrel must rest on two soft wood beds, of about 2 in. thickness, placed by the quarter hoops, leaving the bilge of the barrel about one inch free. No banels to be stowed athwartship without special permission of the Injector, and in no case will it be permitted where the barrel is subject to any pressure. PETROLEUlt m 4th,— Single deck /oze^^r ieoiws.— Single deck vessels with be- tween-deck beams not Inore than 8 feet apart from centre to centre taking, six heights of barrels, must lay a temporary between-deck, wth 3-indi planks, not less than 9 inches in width, directly under the bilge of the barrds fore-and-aft ; planks to be securely blocked from side to side ; if the beams are closer than 8 feet, then 2 or 2 J inches, laid dose together on the beams, may be used, to be secured from side to side. Where the beams are further apart than 8 feet, heavier materials in proportion must be used, aU to be regulated' by the Inspector. A standiion. well secured at both ends, must be under eadi between-^eck beam. Vessds with between-deck beams, if over 13 feet hold, loading ml in cases, will also be required to lay a between-deck of planks as above. * 5th.— Fe}f/i/at the stokdiold and galley were aUawed during the PETROLEUM. voyage, and eventually she arrived safely at Rouen. During the voyage the vapour from the oil was described by the chief officer as b^ig so powerful that it made him feel sick and dizzy, and that five or six minutes was.the longest time he could remain in the hold, not- withstanding that the ventilators were open and the man-hole covers off the hatches nearly the whole of the voyage. He also stated that there were signs of weeping and leaking from some of the tanks. The vessel commenced to discharge at Rouen on the 14th December, 1887, steam being supplied from the shore for the donkey engines and dynamo, and no fires, naked lights, or smoking were allowed on board dming the discharge. While the tanks were being Hiiiaiged it was necessary to constantly use ^he portable lamps in the holds, to examine the suction pumps, etc. On the iTtli, the third cngimeer, having been oidmd to inspect the f Ofe-hilge, went down into the f i»e-hold and found the portable lamp iisccxnnected. He therefore got the tankman to connect caie of them, and. while this was bring done, noticed that a spark was emitted directly the unprotected wires were moved or came in contact. He reported this to the chief engineer, stating that the lamps were daagetous and emitted ^larls. but nothing was dr6, it appears that when poured on tiie water this oil spneads rapidly, one gallon ahnost inunematdy covering rather more than two square yards, when the fihn has a thickness of one-sixteentii of an inch, and this will readily take fire cither by a match, electric spark, or a red-hot rivet. It, however, oontinues ipreading, and as it becomes thinner will not ignite easily ejccept another body of burning oil meets it, when it will burn Up a0i s|»ead rapidly. Whatever may have been the cause of the outbreak, it is, as the r PfTTROLEUM. 183 Inspector points out, " manifest that the practice of emptying tanks whidi have beeu iaden with crude petroleum intoharbmusror places in whicli there is shipping is an exceedingly dangerous one." bye laws of the River Wear ConmaseioBers did not appear to tm- teniplate the discharging of petrcdeum cargoes in bulk, the regula- tions only referring to barrels, ' heavy, about 33 feet to the ton, it is so crooked that it takes about 60 fe^t to the ton for stowing. OmCKSILVBR^Mercnry is the heaviest of all fluids. One mm bottle weighed 75 lis., measured 14 ins. by 6 ins. by 6 ins. 875 lbs. equal i cubic foot. RAGS, and SHODDY. — Shipped in bales and bundles. Should never be stowed near oil or greasy articles, being liable to spon- taneous combustion. The objection to such articles is that they are supposed to convey contagion and vermin from port to port. This can, of course, be provided against by a thorough system of disinfec- tion, or heating to a high temperature vrill destroy any objectionable quahties. When this is done there is nothing that requires more than ordinary care. In stowing, owing to the liability to spontane- ous combustion, it is always advisable to keep such goods as near the hatchways as possible. During the prevalence of cholera, plague m other epidemics abroad, rags should not be received as cargo without enquiries being made as to liabiUty at port of discharge, otherwise the vessel may have to undergo extra quarantine and expense befcMre getting rid of such goods. In Italian and Spanish OT other foreign ports it is es|iedally liable to cause trouble. RAILWAY MATERIAL should, as soon as possible, be carefully examined by |he officer or engineer of the ship when it arrives along- side previous to shipment ; should any flaw or injury, however sM^ht, be detected it iiould at once be pointed out, and noted in the receipt and B.L. In the East a very unfair custom prevails among railway consignees of having aD goods landed and afterwards examined, instead of granting a receipt as it leaves the ship, where the ship owners' Uatnlity should cease. WiBiiHi-W«vlc varies much in relative we%ht and measurement. „ «*|f- 432 tons weight, measured 785 tons of 40 feet. 149 tons weight, measured 361 tons of 40 feet. 106 tons weight, measured 279 tons of 40 feet. »* It 270 tons weight, measured 441 tons of jo feet. », „ 160 tons weight, measured 230 tons of 40 feet. „ Packages weighed 160 tons, measured 220 tons of 40 RAPE SEED. 187 Wagons (Tipping) .—20 weighed 5 tonsi6 cwt. 2 qrs., measured 689 cubic feet. 24 packages weighed 3 tons 18 cwt., measured 569 cubic feet. Locomotives (complete) measure about twice and a half limes their weight ; thus, one weighing 28 tons 19 cwt 14 lbs. measured 71 tons (of 40 cubic feet) and 18 ft. 10 ins., or 2,868 ft 10 ins. Boiler and frame, 11 tons i cwt. 2 qrs., measuied 1,156 ft. i in. Tank and frame ccmnected, 4 tons 2 cwt.. measuied 653 feet. Locomodve shipped for the Bengal and Nagpur Railway Co. consisted of 34 laige parcels, including engine and tender, total weight 72 tons 19 cwt. 3 qrs. RAIN-WATER GOODS. — Sometimes packed in cases or casks, but are mostly carried loose. The best -mode of stowing is on end, but this is only practicable when the 'tween decks of vessels are specially fitted for the purpose with movable fittings. 20 cwt. should stow in 68 feet. RAMIE.— Ramie is a grass peculiar to Borneo and parts of the Malay Peninsula. It is noted for its strong fibrous stem, which, when decorticated, produces a superior kind of flax, of a silky appearance. This material is capable of being spun into strong, fine, hnens, supposed to be equal to and much cheaper than anytlling of the kind yet produced. Shipped in bales Uke hemp. RAPE SEED is produced in ahnost every part of Europe, but that in the eastern portions, as Hungary and the j^ack Sea &tricts, isusually very inferior, and goesby the name of wild lapeseed. East India seed is shippM in bags ; European seed generally in bulk. The finest rape seed is produced in Holland, Belgium, aiid Germany. Much of it is crushed on the spot, but caigoes are often sent to England. If new it is liable to heat, consequently should have plenty of ventilation. 20 cwt. stow in about 61 feet. (See Heinfi.} responsible for damage to cargo on board his vessel by vermin. This is a loss not peculiar to navigation only, but to articles on land in wardtouses, stores, etc. The presence of cats, dogs, or other pre- cautions to prevent injury from rats is often insufficient to remove liability. It is necessary, however, in all cases for the shipmaster to mxm that he has protected his owners* interest by exercising every i88 RATS— RATTANS. precaution to guard agai 11:^1 uaiiiage by " vermin." Bills of Lading should always contain the vermin clause. An iron plate on upper part of mocMring cables prevents access frm the water by rats. Ml inr Mats. An interesting, not to say valuable, discovery lias tieen made by Captain Weedin, in chaige of the animals at tlu^ Zoo. The building is infested by rats, and how to get rid of them has long been a perplexing question. Traps were used, but nothing would tempt the rodents to tiiter. In a store-room drawer was placed a quantity of sunflower-seeds used as a food for some of the birds. Into this drawer the rats gnawed their way, a fact which led the captain to experiment with them for bait in the traps. The result was iiat the rats could not be kept out A trap was found some oiomingB to hold fifteen. They were turned into cages containing weaicit md minks. The latter will kOl a rat absdatdy afanost iefufti one can see it, so rapid are its movements. The weifids are a trifle slower, but none of the rats escape them. (Washington Corr., ** Cincinnati Commercial.") RAT TRAPS.— Packed in casks, 2 ft. 4 ins. by 2 ft. 4 ins. by 3 ft. equal to 16 ft. 4 ins., weigh about 507 lbs. each. 20 cwt. stow in about 75 feet. RATTANS, or RATTAN CANES.— Rattans are the long, flexible stems of the genus Calamus, chiefly found in the East Indies. On an average, in their ripe state they vary from 100 to 500 feet in length. In countries where the rattan grows the inhabitants make use of them for a great variety of purposes. Not only do they furnish the interior of their homes with articles of daily use. but country vessels are lined, moored, and fitted with ropes and lines made from this leed. It holds aloft the graceful suspension bridges over otherwise impassable rivers, and hauls the trunks of fallen trees to market. European nations use it chiefly for chair-bottoms, couches, window- blinds, and other domestic purposes. On its way to market, in ships, sailors use it for dunnage and broken stowage. When skilfully placed it is of considerable value, especially down the sides and between decks of vessels where moisture accumulates. Full cargoes of rattans are often carried by small vessels, and they require ballast for stiffening purposes. RATTAN SHAVINGS^Fbckedin bales 6 to; ft, weigh I33 IBCBIPTS^It is the custom lor the mate to give Receipts for Goods when tendered for shipment : but the mate being responsible ■pisT'imyrc lOSL'JSiJr id. 189 for taiy, and the correct delivery of the cargo, should never give a receipt until the goods are actually on board. He cannot be com- pdled to give a receipt for goods alongside ; if he does so be may render liimsdf IkUe to a crinunal indictnient, should Bills ol Lading be obtained on bis receipts and fraud be practised. If the mate gives recdpts f <»: goods, or accepts the custody of them whilst they are in the lig^ter» on the quay or wharf, the muter and owners of the vessel are reqxmsible for any loss or damage ^hich may happen to t^ goods before they are actually placed on board the vessd. lutes' receipts are, in fact, negotiable documents, and may pass from hand to hand. A B.L. granted without prckluction of the mate's receipt would undoubtedly lead the shipowner mto serious tnmUe, should it be afterwards produced and B.L. be called for in exdiange. When a recent has mice been given for goods on board, the master oa^t to be most careful not to sign tiBg on the sh4>'s or company's fonn ; they sb9uki dearly and distinctly state the purpose for which they are given, with the marks, numbers, and quantity written in full, not m figures. It is not sufficient to state " packages in bad order," whidi may mean anything or nothing ; state exactly what the damage is. REDWOOD* — ^A heavy wood sometimes used for dunnage. Being crooked, it is ill adapted for good stowage. REGULUS.— 5tf« Ores. RESIDUUM.— 45 to 48 gallons gross in a band ; w^^ 7I lbs. per gallon ; barrd itseif wd^ about 60 lbs. ; gross weight about 420 lbs. 190 RESIN— RICE. ItESIN, or ROSIH^A substance obtained from the disttllation of turpentiiie. Resin, a vegetable substance exuding horn certain trees, inflammable, and hard when cool, visdd when heated, in- soluMe in water, bot soluble in alcohol. Packed in kegs or banel& Should not be stowed among other goods, but kept separate and, if possible, in a cod place- New York barrels weigh 340 lbs. to 426 lbs. each, measure 9 ft 6 ins. to II feet each. 20 cwt. in barrels should stow in 58 feet. RETORTS. — Fire-clay retorts, 20 cwt. stow in 50 feet. 8c retorts weighed 31 tons, and measured 1,464 cubic feet. RHEA FIBRE. — ^This is one of the best fibres produced by the vegetable kingdom. It is soft and fine, with a beautiful silky gloss aad remarkably strong. The exquisite textures known as China gi«8s cloth are made from it. It is, however, difficult to prepare and consequently the consumption remains at a limited scale. In Calcutta 5 bales go to a ton.» 20 cwt. should stow in 60 feet. RHUBARB and other Roots.— Roots of plants well dried may be^ stowed with dry .articles. Powdered, in bags, 20 cwt. stow in 104 feet. RIG£.~The stowage of rice is mudPlllsame as that of other cereals, but more attention is required in the ventilation of the holds. Bags should be well protected from the sides and ironwork of the vessel, otherwise they may rot and damage. A free course of at least 1 1 inches down the lining of the ship should be ensured for the sweat to run free of the cargo, aiid for air to diculate. Rice is shipped as weight by steamers from Calcutta and other ports. When carried among general goods- it should not be brought in contact with badly dried skins, horns, saltpetre, or other articles liable to damage by smell or contact. Hides stowed in the same lioid should be free from smell or moisture. Captain J. McKirdy says : — Rice exported from Rangoon is grown in the districts intersected by the Irrawaddy and its tributaries, the padd}^ being mostly brought down in native boats. It is sold to the highest bidder, then milled to suit the market for which it is destined, and shipped off. The season generally commences about the 15 th or 17th January, and work goes on incessantly, milling and loading up to about the 15th April, about which date the hardest of the work may be said to RICEk. be past, and the mills are then employed turning out white rice for the Continental markets. The boats which bring the paddy down are placed alongside a mill, and a standard basket is passed in and filled, its contents levelled down with a stick, then emptied into a big basket and trotted off to the mill on the head of a coolie. The proprietor and broker keep tally, and on the boat being emptied the cash is paid down ; this goes on incessantly until all the boats are emptied. After the paddy is husked, the husk is run into the river, and the rice is mixed with paddy in the proportions of 80 per cent, rice to 20 per cent, paddy, and is then bagged and stitched up preparatory to shipment. A single thick gunny bag is all that is used, and when it is filled wiU turn the scale at 220 lbs. The name given to this mixture is cargo rice." ' The reason why paddy is mixed with the rough rice is to keep the piles apart from each other, and thus secure better ventilaticm. Experience has proved that a> bag of this *' cargo rice " will reach home in much better order than a bag of pure rough rice would, more particulariy at the b^;inning of the season, when the grain is comparatively soft. A bag which leaves Rangoon for London, via the Suez Canal, weighing 220 lbs., will not turn out more than 216 lbs, at its destination. When the cargo gets home it passes into the hands of the miller again, who runs it through the mill and husks all the paddy in it ; then it is put through again and again, until all the purplish cuticle which covers the kernel is removed. It is then polished and becomes the white rice we are accustomed to. The refuse is worked up into various uses, as food for cattle, and bill stickers' paste ; what grains are broken in the milling are' con- verted into starch, so that nothing is wasted which pays freight. . The master of a steamer arriving in Rangoon for a rice cargo, and with a day or two to spare, could not do better than make a careful inspection of his holds. If coal has been stowed in them and they want washing out, do it on the last of the ebb, for then the river water will be almost fresh. Make a careful survey of all coal-Dunker bulkheads, to, see that there are no rivet-holes unfilled in them, as an empty one may be productive of much evil. A rice cargo gives off so much heat and moisture that the rush for the air-shafts and ventilators is naturally great ; a craving for air to supply the vacuum thus generated is con- 192 RICE» stantly gmng on in lie iMiii, tnd I have known one case in which aimosl ifty bags of rice weie da& ed " coal stained," all caused by one empty riiret-hde in a coal-bnnker bulkhead. See that tbwe is not a drop of wal«r left in any of the corners, or <» tiyp of tbe stringers, as rice is a most peculiar cargo to handle. iC«i|l it dry, and it will not cost you one anxious thought, but get a iBCOmposition sets in rapidly ; a most intolerable , wbkk wii search through every comer of the t-worit wil become blackened bv the gases set ffCC l>y It ; besides, tiiere » vesry great danger that fire from spontan- mm combiistion may be the sequel to wet biigs. Beat is generated wy q^akMy after xioe and water have come in contact. If iie iooffs oi your cabin, f ord:astle. and store-iwims are of wood, see that tbey are weU cauilxd, so as to prevent as much as possible ingress from the damp and steamy air from the rice. If it does get access, not only will tie beaitb of all suffer, but your stores will go bad, and ropes and sails perish hmg before their time. In dunnaging the bottom oi the ship, whether with teak blocks, planks, or your own dunnage wood, keep it wdl apart for the sake of ventilation, and wherever you can thrust a stick of wood in betwixt inm and the mats, do it, as the air ^es left at the sides of the wood win al help to conduct the heat upwards. Bear in mind that the object to be aimed at in stowing a rice cargo is to induce all the heat oi the holds to come up the hatches, air-shafts, and ventilators, when Hie temperature bdow does not dif ^ much from that of the air on deek ; but when cold lieather sets in, use aH endeavours to induce tie steam to fly to the ship's side, where it wiQ be speedily condensed, and run back into ^ bilges. East of the Suez Gmal, by keeping the hatches off and the yentHatOffs trimmed, tie heat ascends ; west of the Canal great care is leipiisite. On warm, sunny days the hatches may be taken off with advantage ; on cokl. gloomy ones ti^ are better on. Put good mats and pienty of them in tie bottom of the holds, as, no matter how carefully you take your lice in, some bags are sure to burst, and the mats at the bottom pick up al the loose lioe, and psmnt it ultimately gettii^ into the bilges. As to matting the sides, opinions differ. I think vertical sparring nailad to tie f ore-and-^ilers, with little or no matting, will be found tie best, empting at tie edges of tie upper wing tiers. liese cannot be dispensed witi, unless we can Mt upon some sort of com- podtion to coat tie under side of tie won deck and stringen witi, wUci wii act as a non-conductor of ieat. RICE. The principal trouble with rice is that on getting into coW weather a quantity of the steam condenses on the under side of the irt>n deck and beams This graduaUy gathers tiU it forms into great drx»ps he ship rolls and the drops, still clinging to the iron, nm downTo leeward and fall off, some on to the ship's side, the rest on the bags iuid mats Mats up m the sides soon get wet through and rot)^ If this continues long, and it generaUy happens that tie bulk of tie damage done to a ship s cargo is in the ippper wing tiers, under the deck, and under the stringer plates. f ^ I have tried folded blankets in one portion of the sim. but ticv were worse than the mats ; they certainly sopped all tii water up! wooden deck will not retain ipwsture like an iron one. The system of loading a caifo in Rangoon is to lay down five heights of bags fore-and-aft the hold, parallel to the keel and then midway betwixt the centre line and the sides, to place wooden venti- lators on edge (supphed by the shippers, as weU as ventilator boards) at nght angles to them, and about five paces apart • others are laid ^^k'"^"' the fore-and-aft ones.'and aU opemng into each other ; then vertical ones are placed, having thei^W ends resting on top on one of the junctions, and their uimer ends placed insKie the ship's iron ventilators ; others are placTat tie four corners of aU hatchways. Then, up and down the midship stanchions, f ore-and af t tie sMn ventilator boards are lashed, one on either side, and kept a apart, so that when the ship is loaded you can stand in the UDoer kelli^r^ ^""^ '"^^ ^"""^ ^^"""""^^ ^""^ After the first tier of ventilators are in. work goes on again until n f ni ^T.!^ ^ ^^'"^ ventiK. md so on till the ship is full. Some of the rice shippers at their own expease mat the torn of tbe Mgs fore and aft to prevent them getting sofled «.l!^fin!? n ' °^ *" ''""^y- as they are netty t«htly fiUed It wil settle down considerably; so mih so thS ^ough s owed close up to the beams in Rangoon, a smaU bov ooaM «awl fore and aft the cargo in the Channel ; therefore yZ ^^t ^ 1 1°""' '^"^"8 a press of sail coming acr«s ' ^ N«th-East Monsoon, the cargo will settle to port, and if your th^ 1 ^^'^ » codskieiaHe list wtt way by the time you reach Aden. ^a^^e"* ^^''^ "ft" a«t it gets 194 RICE. slower, and if yim liave light winds at the commencement of the viiy^ge it niAy not amount to much afterwards. I inoir one Steam Company which makes it a rule for each of its vmsM to liave a maigin of loo tons of coal above the estimated etmmm^aik to reach the various ports. The comfort conveyed to ai oiilMMi^ must be incalculable, for with plenty of coal in the ship ym can trim her any way you like. Wliat anxiety the man must have nearing home whose ship has a ttnii^ list to port, while a gale of wind is blowing on the starboard beam, and all the coal in the starboard bunker ! If the ship were itted witb water-ballast tanks, of which the port and starboard ones ««re independent of each other, you could easily M one on the weather side. With a ship divided into three cargo compartments, two large and one small, and with four ventilators in each of the large ones, the llfialfid air will always be found struggling to windward. Going liead to wind, if the two foremost ventilators be turned with their mouths facing the wind and the two at the rear of the hold turned ton it, heat wiE be found coming up the after ones ; reverse the process, and yon will be astonished at the rush which will come up the focward ones. In like manner, if the wind be off the starboard side, th© heat will all cling to that side ; this will be the more percep- tible in cdhi weather, as you will find drops of sweat cling to the deck and h^m ^ on the weather side, while down to leeward will be dry. Be wy careful in taking off hatches in cold weather, as you are lilcely to do more harm than good. The moment the hatch is off a Imist of heat comes up, but this is succeeded by a rush of coUl air down, and if there has been any sweat gathering on the under side of the , placing bamboos, lattice fashion, up and down ; this has the extnt idviiitage of not only keeping the bags off the ^e, but of allowing a free current of air to pass along, and the sweat to drain off. In every third tier a small ventilating shaft was left fore-and-aft, and crasways amidships. Ventilating shafts, up and down from the bottom in each hatchway, were connected with those in the side, and thence carried to the top of the cargo ; this allowed a free ctirrent of air to pass fore- and-af t , and prevented the cargo from heating. The vessel was well su}^ied with deck ventilators, and the hatches were tatei.off in fine weather. m cwt. of rice shoiiM stow in 45 feet. Bigs of " cargo rice " weigh 220 lbs. each. Rice with the husk on is odled *' paddy." ' MCE BOWLS, and PLATES — GeneraUy packed away in casks wtfgiung 7 cwt., and measuring 28 feet each. ao cwt. stow in about 83 feet. Plates measure about their own weight. ROCKETS, and BLUE LIGHTS, etc.>-^S^ Gunpowder. ROra, etc. (Slilp'8 StUTM) .—A ship may carry a complete set of spars and all necessary ropes, etc., as stores. Europe, manila, wire and hemp rope are generally shipped in coils, covered with tarred cloth. Stow in a dry part away from damp articles. The smell of rope will often damage lea» macaroni, flotir» sugar, etc., if stowed near each other. White manila is about 20 per cent., and coir about 90 per cent, lighter than tarred hemp rope, size for size. Bundles of the old rope often avoage 165 lbs. each. 20 cwt. should stow in 135 feet. RUM. — ^Exported from South America and the West Indies in puncheons, hogsheadsr «lc* Sugar and rum are often shipped together in the same hold. The following is the method of stowage usually adopted by sailing vessels in the tiade. To allow the free drainage of the molasses wooden spars are laid athwartships, and spars <^ lancewood fore- andi-aft. The ground tier is commenced with a row along the keel- son on both sides, fore-and-aft. Next place a row Burton-fashion behind these, and fill up with another row fore-and-aft. Second tier il fore-and-aft ; third tier, end up ; fourth tier, Burton form, the after part of the main hatch to the after part of the fore hatchway, and the rest fore-and-aft. in the 'tween decks place the rum puncheons, all the wing casks Bbrton fonn, others lore-and-a^, with pimento or ginger on tq>. SA'GO. 197 All the casks (which must be bedded and chocked) should be bilge free and bungs up. 20 cwt. of rum in hogsheads stow in 70 feet. 20 cwt. of rum in.bottles and cases stow in 66 feet. RY£«— In bags, 20 cwt. stow in 58 feet. Stow as seed. SAFFLOWER, or BASTARD SAFFRON.-A rather handsome annual herb, reaching 2 or 3 feet in height, cultivated in the East for its flowers and seed. The fonner are picked and pressed into cakes, then carefully dried. It is used as a dye, and sometimes to adulterate saffron, which is more valuable. From the seed a lifrht yellow transparent oil is pressed which is supposed to be the principal ingredient of Macassar Oil. Packed in bales and boxes, and may* be stowed as general cargo. One ton of 20 cwt. stows in about 55 cubic feet. One ton, roughly packed, stows in about 71 feet. SAFFRON.— The dried orange-coloured bud of the crocus sativui. It is an article of considerable value, and should be carefully stowed. 20 cwt. requires 71 feet. SAGO.— A variety of starch extracted from the celluiartiaBue of the sago pahn {Sagus Rumphii). The inside or pith of the tree i$ scooped out and beaten in water to separate the starchy gnumles. which is used as food. To prepare the round pellets known in Europe, the starch is spread out and dried in the sun. then brolm and pounded. It is usually packed in boxes, bags, or casks, and should only be stowed among dry goods, free fwwn any decaded odour. It is considered choice freight abroad. Bags weigh about 112 lbs. each. Boxes about 200 lbs. each. One ton of 20 cwt. stows in about 55 cubic feet SAL.AMMONIAG.^S«r Ammonia. SALT.— Salt, in bulk, requires no dunnage, if the ceilings are high and say 18 inches off the bottom of the ship. Small vessels carrying caigoes of store salt require dunnage. Common salt stows heavien than table salt. A small vessel capable of carrying, say, 3o(» ton^ erf the fbrmer will be full with 275 tons of the latter. The deprecia- tion to be provided for in the B.L. to protect the ship should, for coastmg voyages, be 5 per cent. ; foreign voyages, 5 1 to 7 per cent. The evaporation caused by salt in a hold is great, and other goods of a perishable nature will often get damaged thereby. Casks of salt stowed in a generalcaigo will cause the articles next to become damp. It is considered that salt, like grain in bulk should have shifting 19S InmviIs pmpeu^ itted. Care should be taken to stow this article away fmm iron, or any caiigio iidy to sustain damage by rust or damp. In Afiilt 1891, the SS. " Holyrood," Captain Reet, loaded 4,100 tuns of conmion salt in Aden to Calcutta. The cargo wiui^owed wilhout dunnage, but mats were used to cover all ironwork. She 4tm 23.7 mean, and had 300 tons of coal in the bunkers to ship's use. Subsequently, with a f uU cargo of 3,800 tons of wheat and 300 tons of coal, she left Calcutta, drawing 23.7 niean. A bushel of salt weighs 56 lbs. The ordinary barrel wdighs 280 lbs., measures 6 ft. 6 ins. One ton of bulk salt slows in about 37 cul»c feet. SALT, CMoriiio of Sodium (Gommon Salt), is an extremely abundant substance in nature. It is found ^ rocky deposits, biine springs, and extensive beds. The waters of the ocean, and some inland seas, hold it in solution. From these various sources it is prepared for use as a condiment in food, and the raw material is extensively used in chemical manufactures/ Salts in chemistry include a great variety of c(»npound substances, concerning which no general statement can be made here. SALTPETRE, Nitrate of Potash.— The stowage of saltpetre requires care, and it should not be near inflammable articles. When mixed with oil, tallow, grease, etc., it has some of the properties of gunpowder, only requiring a light to blow the bottom out of the ship, or do other serious damage below. From its weight this article should be stowed low down. If other dr^^ goods are put over it there should be single or double mats and a layer of dunnage to separate both, or the moisture caused by the nitre may cause damage. Before stowing saltpetre in a hold where oil has been previously carried, the bilges should be thoroughly washed out ; the mixed drainage from oil and saltpetre is said to form a highly dangerous compound. " Stevens on Stowage " says : — " Saltpetre is considered one of the most risky articles to deal with on the long list of imported goods, owing to its liabiUty to be washed away by sea water, while other goods are often more or less damaged by it." Saltpetre should not be stowed over sugar ; its specific gravity is greater, and it is liable to less injury from sugar than sugar is from it. Sugar will alter the colour of saltpetre, and it is better for both that they should not be stowed together. One ton of 20 cwt. stows in about 36 feet. SALT WATER. SALTS, EPSOM — Packed in casks, kegs, etc. 20 cwt. in casks stow in 60 feet. 20 cwt. in kegs stow in 55 feet. SALT WATER. — ^A cubic foot of sea-water weighs 64 lbs., and 35 cubic feet of sea-water weigh one ton S^— Small consignments of vegetable and flower seeds should be packed in air-ti#t mm cases when required to pass the mm impk&, or tlieir genninatiiig powers will be destroyed. When iteodving seeds of any kind of grain or ci coSee in bags, care should be taken to prevent any bags bursting in the slings or in lowering them down the hatch. Damage is often caused by putting too great a number in one hoist. Some seeds require special care in stowing, and to be kept free from moisture ; if possible, nc damp or mdst cargo should be placed near them, as they are very liable to become heated. Seeds generally occupy more space than calculated on, and sometimes lose considerable weight on board ship ; they are affected much the same as grain. Bags for broken stowage, beam-fillings, hdes, corners, etc.. are usually taken at less freight. Oil se^ds are a most important article of freight from the East. They are usually stowed, being light, in the 'tween decks, and are shipped all the year round. With an entire cargo of seed, ships require ballast. In the Black Sea and the Sea of Azof whole cargoes are frequently shipped in bulk, when strong shifting boards are absolutely necessary. One Ion, m cwt. or 2,240 lbs., rape seed stows in 60 feet. „ „ mustard seed stows in 60 feet. „ „ „ castor seed stows in 84 feet. „ ,, „ poppy seed stows in 70 feet. 20 cwt. of linseed stow in about 58 cubic feet. 20 cwt. of canary seed stow in about 60 cubic feet. SBiiOLIliA^-^ kind 0f flour. 20 cwt. in bags stow in 60 feet. SENNA LEAVES.— The dried leaiets of various species of the large leguminous genus. Cassia ; packed in bags and casks. Should be stowed among dry goods and away from highly-scented articles likely to impregnate it with their odour. 20 cwt. in bales stow in 125 feet. SESAMUM SEEDS.~In bags, measure 8 cubic feet. (100 catties of tea make i picul = 133 lbs., but the catty vaiies.) In cases, measure 4 cubic feet, weight about 50 catties. SEWING ]iAGiIIN£S«--Piicked in cases, average weight of se!vei»l slupiiients 245 lbs., measuiement 8 ft 11 ins. each. Other cases of 279 lbs. miitiiiie 9 ft 5 ins. each. 20 cwt. stow in Si feel. SHARKS^The shark is becoming a prominent element in the oxnmeice of the Pkdfic. Years ago the fins and tails only were taken, cut of, dried, and sold to local traders, but now German houses buy the whole skins as wdi. They^iiie shipped direct l« SHARKS. 201 Germany, to be tanned by a new process. Fins and tails, bought for five cents a pound in trade goods at the Line Islands, fetch from ^50 to £60 per ton in Sydney, where they are bought by Chinese merchants for shipment to China. Ocean Island in o** 25' S. lat. is the headquarters of the industry ; the sea is infested by swarms of sharks. The people catch them with rude but serviceable tackle, and sell about 30 tons of fins and tails a year. They are a boisterous] intractable race, allied in race and speech to the Kingsmill Islanders, and they number about 300. Midway Island, in the North Pacific, is another centre, and is resorted to by shark-catchers from Honolulu. Whaleships now find it profitable to take all the sharks they can catch. SHARKS' FINS, etc.— This article has a disagreeable odour, and consequently should not be stowed with anything liable to be damaged thereby. 20 cwt., in bales, stow in about 135 feet. SHELLAC is formed by melting seed-lac, straining tl thiviagii a cotton bag, and while still viscous pressing it oot between flat stones or leaves into thin scales. Chemically lac is a mixliiie of several resins, but as a whole it is soluble in a solution of bomx. It constitutes the principal ingredient in ordmaiy s^tling>wax. . A varnish is also prepared from it much used.by hatter for sti£fenin£ silk and telt hats. It is generaUy packed in cases lined with cloth or fine mats, and can then be stowed as general cargo. In stowing, keep the cases on their edges, if possible, as it prevents the sheets of lac adhering to each other and becoming one solid block, especially in hot weather in the Ked Sea. {See Lac.) Cases of shellac alongside at Calcutta ready for shipment to Ignited Kingdom averaged 37 ins., by 24 ms., by 20 ins., about 10 ft 4 ms., covered with gunny cloths, marked and numbered. 20 cwt. stow in about 83 feet. Average weight 2 J cwt. each ; of other sorts. 20 cwt in 85 feet. SHELLS,— In bags, 20 cwt. stow in 65 to 80 feet. (SeeGowries.) SHIFTING BOAlU>S.~(5«i; Grain). " Stevens on Stowage " giving extracts from the report of S. F. Mackie, Esq.. Lloyd's Agent at New York, upon the seaworthiness of vessels with grain cargoes, say^s i~- " Bulk grain is a semi-flmd who^ angle of repose is 30**. This 11^ is determined for perfectly still masses of grain on shore ; while the same grain when afloat, from the roUing and pitching 202 SHIFTING BOARDS. motion of the vessel, would only have a repose angle of 15 and as soon as the list of the vessel exceeds the angle of repose the grain will commence to move ; as it is certain that a vessel will roll through a greater angle than 15°, it is almost certain that bulk grain will move more or less every voyage. The effect of shifting boards is veiy great, and no vessel is seaworthy without them ; if their inimber is increased the seaworthiness is rapidly increased, and by using several sets the shifting uf thr cargo is practically reduced to an insignificant quantity. W ith one set of shifting boards it is quite possible that many vessels aro hardly seaworthy, but there can b( no doubt that any vessel is seaworthy when she has two or throe sets. If it were possible to keep the hold full of grain there could be no shifting, but as grain settles tliis is impossible. Men of great experience say that with careful trimming this settlement will be from 5 to 7j per cent, of the depth of the hold, and with slack trimming of course it will be much more. It is unquf stionable that grain moves under shifting boards which do not extend from deck to ceiling. The. value of good shifting boards can hardly be over- estimated. If they are not strong enoiigli and give way, th<' vessel is utteriy at the mercy of the waves, and only requires to meet with suliidently bad weather to go to the bottom. Once she gets a bad Hst no seamanship can save her, as once on her beam-ends she must infallibly go. It would be idle to cut away the masts in the vairi Impe of saving her ; yet until the wave came which gave that one too-deep roll, and before which there was no sign to . betray her instability, she would act as if she were a stiff seaworthy ship. ' (Feeders, see CSfsin.) SHOE P£GS^G<»ierally packed in tMurels, containing 4 J bushels each ; measurement about 7 cubic feet. Weight im to 125 lbs. each barrel. Stow as dry goods. SHOYU, OR SOYUR. — A sauce much used for cooking, etc.. m China and Japan. Packed in tubs and casks. (See Soy.) SILK.^Usually packed in boxes or bales and considered choice freight ; to be caiefally stowed in a part of the hold where it will be secure from damage. Silk should not be stowed near dl, tar. grease, iron, or ii«ir the combings of the hatches, where it might get injured by leakage from above. Being a valimble article, it should be taken in and tallied caiefuiy by an officer. Provision should also be made to prevent the stevedore's men from broadiiiig the packages when SILK. 203 Fine 5fl^— (Cantoii).~In bales. Weight 115 lbs. gross, 107 lbs. net. Eight bales stow in 40 cubic feet. Wiute Silk — One bale measures 8 cubic feet, and weighs 138 to 142 lbs. gross, net weight i picul ; 5 bales to a ton measurement. Value I50 to $75 per bale. Japanese waste silk (the combings aft^ the silk is drawn) emits an offensive esdialationi injurious to tea. PunptmSilk — ^Packed in cases measuring 8 cubic feet, and weighing i picul net. Value $130 to $140 per picul. YeUow SUk. — ^In cases 8 cubic feet each, and weighing i picul net. Value I350 to $400 per picul. Silk Piece Gbor^s.— Backed in tin-lined cases ; measurement and weight vary accoiding to size of packages. To India, generally the cases measure from 9 to 20 cubic feet, and weigh from 2 to 3 piculs gross. Floss SUk, — In cases measuring 5 to 6 cubic feet and weighing i picul net. Sometunes put lip in cases weighing half-picul net. Value $400 to $500 per picul. 20 cwt.. in bales, slbuld stow in 65 feet ; 20 cwt. silk waste m 130 feet (uncertain). A catty of silk equah.2f lbs. Bales of silk. 20 cwt. should stow in xoo feet. Cases ot silk piece giMs are said to stow 20 cwt. in 112 feet. SILVER.— Fme. 6ij3 lbs. equal one cubic foot. Standard. 658 lbs. equal one cubic foot. {See Gold, etc.) SKINS. — Bales of skins, or dried hides, shipped at Sicihan and other Mediterranean ports, often apparently free from objectionable qualities when alongside, should not be stowed in a hold or compart- ment with macaroni, flour, or any article liable to damage by the strong, pungent, creosote smell, which they are sure to cause when confined below on the voyage. {See Hides.) SLATES. --When shipped loose, roofing slates stow on their edges. School slates are generally packed in cases, and are awkward to move, being heavy. Avoid rough handling. Cases 500 to too lbs. each, measure 6 ft. 8 ins. 20 cwt. stow in 24 feet. SLEEPERS. — Wood, steel, or iron pot sleepers are generally carried in a part of the hold among machinery or heavy goods. When made of wood, they are often painted or impregnated with tar or creosote {see Creosote), and consequently emit a strong odour. It is not unknown to have whole caxf oes of foodstuffs mined by being stowed in the hold which has recently contained creosoted 204 SOAP. goods, 90 that the utmost cane must be taken to have the holds thofoni^y cleaiiaed alter they are dischaii^ed. 20 cwi steel sleepers stour in 22 feet. Cast iron pot sleepers, 20 art. in 37 feet. Steel hioad-gatige sleepers, 20 cwt. in 38 feet Hard wood sleepers. 20 cwt. stow in 50 feet. SOAP.— Manufactured soaps, packed in cases, etc. , generally free fttun objectionable qualities, may be stowed in any safe place below. Soft soap, however, should be kept apart from dry or perishable articles, as in hot weather it will often run and damage other goods. When stowed in kegs it often gets entirely adrift. Large shipments of manufactured soap are made between Mar- seiUes and U.K. Marseilles boxes weigh on an average 25 lbs. Admiralty allows 11 half-hog^ds, or 24 smaU casks, to a ton. Boxes from U.K. weigh about 112 lbs., measure 24 by 16 by 12 Inches. Boies from U.K. weigh about 336 lbs., measure 45 by 16 by 16 inches. New York boxes weigh 500 lbs., measure 14 cubic feet. Crates weigh 400 lbs., measm:e 7 cubic feet ; one ton of 20 cwt. manuiu^ured soap in boxes stems in 46 feet. ^ * SOUA. — Casks of soda should not be stowed with dry goods, for in the hold it will, like salt, cause a dampness all round about. When carried with general cargo, in large quantities, a part of the shq> should be used specially for such articles. 20 cwt. or 1 ton of soda, in casks, stows in about 54 cubic feet. One bag of soda measured 3 ft. 2 ins. by i ft il ins. by 11 ins. 5 ft. 7 ins., and weighed 2 cwt. 20 cwt. should stow in 57 feet. SOY (in €a8ln)«_A sauce used in China and Japan. Measure 12 feet, weight i picul net. Stowage required on bottom of hdd. Treat as moist goods. [ SPECJE.— The following are legal tender up to and including the annexed amounts : — ' G<^ coins . . . up loany amount Silver coins . . . „ ^2. Id. and )d. corns . „ 'm Vp. coins (farthiog^) . 64 Of the British Royal WtoL -II SPECIFIC GRAVITY. 205 Bank of England notes are legal tender in England ind Wales (except by the Bank of England itself). A creditor cannot be com- pelled to give change. If a debtor requires a receipt, he must prepare it, stamp it, and offer it for signatm-e to his creditor, who by refusal to sign renders himself liable to a penalty. The actual notes or coins must be produced by the debtor, and offered in pay- ment, otherwise " legal tender " has not been made. (See Gold and Silver.) SPECIFIC GRAVITY.— The weight or sp. gr. of a body is the proportion it bears to the weight of another body of known density or of equal volume, and which is adopted as a standard. Water is well suited for such a purpose, and a cubic foot of fresh water at 60* F. weighs approxmiately 1,000 ounces = 62.321 lbs. ; a gallon of water = 10 lbs. Its weight is taken as the unit for com- parison in the following Tables, whkh give the specific gravity for most of the articles named in " Notes on Stowage, etc," SOIilBS. Substances. Aluminium, cast Antimony Ajtscsqic • • hi. • Barium Bismutii Boron .... BkiM. sheets, cop. 75. anc 25 „ yellow, „ 66, 34 muntz, cop. 60, zinc 40 plate cast ,, wire Bromine Bronze, gun metal „ ordinary mean „ cop. 84, tin 16 • tf >* 81, 19 • small bells.cop. as.tin 65 8060 ., copper^6, tin 74 • 739© Cadmium . . 8650 Calcium . • . 1580 Chromium . . 5900 Cinnabar i . . . 8098 Cobalt . 8600 Cohunbtnm * . . 6000 METALS. Sp, Gf. 2560 2670 2700 6712 5763 470 9823 2000 8450 8300 8200 8380 8100 8214 3000 8750 8317 8832 8700 Sub^nces. Sp. Gk Copper, cast 8788 „ plates 8698 „ wire and bolts 8880 ordinary mean 8880 Gold, pure cast . 19258^ hammered 1 9361 22 carats, fine . 17486 15709 Iridium .... X8680 hammered 23000 Iron, cast, gun metal 7308 minimum 6900 maximum 7500 „ ordinary mean . 7207 „ mean, Eng. 7217 cast, hot blast . 7065 cast, cold blast . 7218 ,, wrought bars 7788 wire . 7774 rolled {dates 7704 „ avwage 7698 Eng. rails . ,. Lowmoor . pnrc . 8x40 ordinary mean . 7744 Lead, cast . ; . 1 1352 rolled • • - "3^ II I SPECIFIC GRAVITY Sp. 'Iff. SitbManm$. Lifhium Magnesium »»(8» below „|i^(flr^-ffit) Molytideiiiiiii Osminai • I^Uadium . Piatiinim, hiifBif ift f ifi Botaawanm .99* Redlead Rhodiuin RnbidiiMii RutiMBiuiii SilWt pmV' cast Alde^ 590 1750 8000 Ztro) 15632 13598 13569 . 13370 8600 8800 8279 10000 1 1350 ■ 20337 iGooo 22069 865 8940 10650 . . 1520 8600 ^ 5500 . 10474 10511 India Bojcwood, Brazil France Bnilet-'ipood fiNitteruat ichy pine • ff umn DQViies oak soft wood . CClVlinMMI . Cork CjffMnest, Spanish Dogwood...' Ebony, AnwfiGBn liidlui ^£lder Sodium Steel, mininnim nuudmiun plates, soft tempered and hardened Wftlv • • • blistered . crucible ordinary mean Strontium Tellnrivm Thalium Tin. Cornish hammffred ,f pur© Titanium . Tungsten Uranium Wolfram Zinc, cast ,, rolled WOODS (Dfy), 970 7700 7900 7806 7833 7818 7847 7823 7842 7848 785a 7»34 2540 61 10 I i8jo 7390 7291 5300 17000 18330 71 19 6861 7191 800 Elm - 570 -'>7 1 793 •800 690-845 Erroul. India 10 14 400 Filbert 600 822 Fir. Norway SfHTUCB . 512 690-852 t, £)antzic 582 567-720 Ftostic 970 898 Greenheart, or S^iifi f055 Gum. blue 843 1328 ,, water 1000 912 Hackmatack 592 Hawthom 910 Hazel 860 913 • Homlodc . 368 561 HBckoiy, pig-nut 792 1315 shell-bark 690 441 HoUy 760 380 Ironwood . 990 1573 Jasmine 770 280 Juniper khair, India 566 1380 1171 715 Lancewood, WWn 790 610 Larch • S44-560 '726 Lemon 703 1040 '9410 Iigniini*vitao . ■ 650-1333 Lime . . . 804 644 Linden 604 756 Locust 728 1331 Logwood 913 1209 Mahogany 720-1063 695 M Honduras • 560 iirtlAVlI » . Sub'itayces. 5^- Gf. Sub^ances. « Mahogany, Spanish 852 Pine, white Maple ' . 7SO vellow Bird's Eye 576 Norway Mastic 849 Pomegranate Mulberry . 561-807 Poon Oak. African 823 Poplar Canadian . 872 ,. white ,, Dantzic 759 Quince ., English 858-93^ Rosewood M grecin 1 146 Sandalwood (sinks) ,. heart, 60 years . 1170 Sassafras .. live, green 1260 Satinwood seasoned . 1068 Spruce 860 Sycamore Olive 680 Tamarack Orange ' . r^5 Teak (African oak) Pear . . 661 VValnut Persimmon 710 ,. black Plum 785 Willow Pine, pitch 660 Yew. Dutch red • • • 590 .. Spanish (Well-seasoned Woods.) Cherry Cypress Hickory, red Mahogany, St. Domingo 722 624 6<)0 441 838 720 Pine, white yellow Poplar White oak, upland „ „ James River STONES, EARTHS, E/c. Alabaster, white yellow . Alum Amlier Anil>ergris Asbestos, starry Asphalt Barytes, sulphate Beton, N.Y. St. Con'g Co Basalt Bitumen, red „ brown Borax Brick pressed ., tire work in cement ft •» »» mortar Cailion C«ment, Portland Roman Chalk with gravel 2730 2699 1714 1078 866 3073 2250 40Q0-4865 2305 2740-2864 1160 830 1714 1367-1900 2400 2201 1800 1600-2000 3500 {300 1560 1520-2784 1930 2480 Coal, Anthracite Borneo .. Cannel „ Caking „ Cherry ChiU Derbyshire „ Lancaster „ Maryland „ Newcastle ,, Rive de Gira* ,, Scotch . t ,. Splint Welsh, mean Coke . , .. Nat '1. m Concrete, in cement . mean Earth, common soil, dry looso . » moist sand mould, fresh . „ rammed rough sand 207 Sp. Gr. 554 461 740 1354 580 383 529 705 728 482 885 500 623 383 657-980 671 500 486-585 788 807 473 541 587 687 759 1350-1640 1290 I 238-1 318 1277 1276 1290 1292 1273 1355 1270 1300 ^^59-1330 1302 1315 rooo 746 2200 2000 r2i6 1500 20'^«» 2050 r6oo 1920 SPECIFIC 'GRAVITY, 4 Xirtli, with girnvd 'potteiB* .. mdit vesetmbla' Peldspar Flint, black 1900 1400 4000 * m„. J ■frXQOIKlllc FM, Warlich's lignite „ crown flint 1320 1150 1300 •» umite window solnlile C^eiss, common dmaite, Egyptian rod Butnpeoo ,« Qnincy •f Scotch . Susqiiebaiuui t» ft guy Giapltite Giavel. oommon Grindstone GyiMom. opaque Hone. wbxt9, imior Hornblende Iodine Ijivm. V«tuviitt Lias .... Lime, quick bfdiBiiliC: gveen lia. carbonate . ore . . .Mtilile, Adelaide Airican Biscayan, Utck Carrara common . . Egyptian jmian Vemant, while t> tonipi "^^^^^^'^WWe^lW pi mm 'll^WiPIWIpr „ granite ,« limestone 2487 2642 3450 2892 2642 1250 270 2640 2652 jjjlllHQjlljll^ 2800 2aoO' 1749 2ii| 20^70 2540 4940 1710-2810 1350 174s •400 S^^94 2715 2708 2695 2710 2666 2668 s » Mine Oyster-shell Paving-stone Peat, Irish; light very dense ., black Hioqihorus tt t* n dry Plumbago Porcebdn. China Porphyry, red . Pumice-^tone Quarts Red lead . Resin Rock crystal 'lipcten-stone Salt, common Saltpetre Sand, icoafiif' oommon .. danm and loose ^rtar. Ft. Richm'd Brooklyn siikMos Sandstone, mean „ Sydney . . Schorl Scoria, Sewer Shale Slate Smalt Soapstone Spar, calcareous ,. iekl. bine ., flnor Specular on Stalactite 5^. Gf. 2160 2240 1600 2800 2484 1260 1384-1750 1630 1782 1920 1900 2416 278 675 I058-I329 1770 II 76-3400 1400 2^00 23PO 2765 915 %0 1089 1981 2130 2200 2090 1800 1670 139a 1420 1659 1 716 1 701 2200 2237 3170 830 2250 2600 2672>2900 2784 a440 2730 2735 2693 2704 34»> A SPECIFIC GRAVITY. Substances. Stone, Bath (English) Blue HiU BInestone (basalt) „ Breakneck, N.Y. . ,. Bristol (Engl.) „ Caen, Normandy common .. Craigleith (Scotland) „ Kentish rag „ JpEp's Bay, N.Y. . Sp.Qf, Sutstmces. 1961 2640 2625 2704 2510 20'76' 2320. 2316 2651 «759 Stone, Norfolk (Parliament House) Portland (Engl.) Stat en Isl'd. N.Y. . Sullivan Co. „ Sulphur, native Terra Cotta Tile Trap Sp. Gr. 2304 2368 2976 2688 2033 1952 1815 2720 Dnlnth. Minn., dark . Fan JUver, Mass., gre>».- Garrison's, N.Y. lersey City, N. I., soap Keene, NiH., bluish grey Maine Millstone Pt., Conn. . GRANITE. {G$m't Gillmore. U.S.A.) 2780 2635 2580 3030 2656 2706 New London Quincy. Mass.. light Ricdunond, Va . grey St^ten Island, N.Y. Westdiester Co.. N.Y Westerly, R. I., grey 2660 2695 2727 2630 2861 2655 2670 LIMESTONE. (Gm'l GiUmore, US. A.) Baidstown, Ky., dark Caen. France Canajoharie. N.Y. Cooper Co.. Mo., d'k diab Erie Co., N.Y.. blue . Garrison's, N.Y. Glens' Falls ., 2670 1900 2685 2320 2640 a635 2^700' Joliet. lU.. white Kingston, N.Y. Lake Cham plain. N.Y. Lime Island, Mich., drab Marblefaead, Ohu>, white Hsrqnette, MiVhen shipped for broken stowage, staves may be used for dunnage, but this should be stated clearly in the receipt and B. L, In signing for large quantities it is better to state about or said toU soaMsyon board.allon board to be delivered Sometimes shippers will not take this receipt, in which case extra care in countinf shouM be arranged for if possible. iSee Timber.) Slav«a.--Pipe, length 4} feet. Exira heavy, weigh 7 to 8 tons per gross mille of i,ano pieces ; measure 5| feet each. Heavy, weigh 6 to 7 tons per gross mille of i,aoo pieces. LigH, weigh 5 to 6 tons par grots nulle of i,aoo pieces. Hogdiaad, length 5I leet. Exi^m Jmvy, weigh 5 to 6 tons pet gross mine of i,aoo pieces. Memy^ wci^ 4 to 5 tons per gross mine of i,aoo piMes. weig^i 3 J to 4 tons par gross mille of . Lioopiacw. Banal, :leiigth 32 'inches. Bxlfm kemy, waigh 4-lons per grots STORES, PROVISIONS, ETC, 213 mille of i«aoo pieces. Heavy, weigh 3 to 4 tons p^ gross mille of 1 .200 pieces. Light, weigh 2 to 3 terns per gross mille of i,aoo pieces. Bundles of sagar cask staves, 20 cwt stow in 96 feet. STSARINE.~S«r Lard. STEEL.— 5^^ Iron and Steel. STEVEDORE. — The Stevedore is the ofi&cer or the person who may be engaged for the loading or unloading of the ship. (See General Cargo.) STICK LAQ^See Lac. STICKS.— Bags of sticks, or handles, etc., each no lbs., 20 cwt. stow in 125 feet. (See Canes.) STONE GARGO£S.~-Goods of this description when ^pped in any large quantity should be kept fairly high to prevent labouring in heavy weather. (5«eMarbla.) The following Table is approximately correct : . 20 cwt. — , cub. ft. I 20 cwt. — cub. ft. Bath Stone . . 16 or 17 1 Guernsey, blocks . . i3i Caen Stone . .17 ' Limestone, Flymontii 13^ Craigleith .. . 15 ; Ifaiiile, white . .13! ^nndee . . ijf „ Carrara . . 13! Granite. Dartmoor . 15 Paving Stone . .15 Aberdeen . 15 Pbrphyiy (ted) . . 12 J • , „ Penrhyn . 15 Purbeck . . . . 13J , Pen/ance 15 Portland Stone .17 Slate, Welsh .13 STORES, PROVISIONS, etc. -The Ships Stores should be kept in properly fitted storc-rooiii- Ha\ang such articles contin- ually moved about in the holds, which is often the case where insufficient room is allowed, has been found an objectionable and expensive plan. The remo\ al each time the cargo is worked damages the quality of the articles, besides which, labomeis and others often broach and steal the contents of such packages, which go against the ship's consumption for the voyage. The amngement of the different articles for the voyage also requires care and attention. For instance, provisions left over from a previous voyage ^cniM be placed so as to be used first. Damp or moist articles, such as beef, pork, suet, lime-juice, etc., should be s^Ofwed under dry articles, such as tea, flour, bread, oatmeal, sugar, etc, or kept separate from them in other ways. Passenger ships should be so stowed that the consumption re from drainage. Owing to the drainage of sc^ sugars they must be stowed with free spaces for the running off of the syrups, keeping them dear of dry pan sugar, otherwise the damage will have to he made good by the vessel. When theoitiie cargo consists of sugar in hogsheads, they should be stowed fore-and-aft. with strips of board between, and the hogs- heads bedded and chocked with bk>cks of wood, tiie second tier being treated in a similar manner. Over these tmy he stowed bags, boxes, etc., to make up. When signing BOls ol lading lor any " wood used as dunnage/' and carried at a bw rate, be careful to see that the words are duly inserted in same to avoid liability in case of damage. Weights of Packages, and Shipping Seasons. WEST INDIES—BRITISH. Jamaica. — Hogshead 18 cwt. to 22 cwt., tierce 12 cwt., barrel 2 cwt., bags 2 cwt. ; season of shipment, February to August. Trinidad. — ^Hogsheads, large, truss 40 to 42 inches; season of shipment. March to end of August. 2I(> SUGAR. h.^T^'^^'^^lf to ao cwt.; tierce lo to 12 cwt., ^ 9 cwt ; season of slupment, Ifaich to end of August drngm mi r«Jjs©.--Hoplwid 16 cwt.. tierce lo cwt., bairel 2 cwt. ; season of sUmient Miicli to end of August A^^,!?^""^ '^^^ • aypment. Maich to end of August. a cwt. ; season of slHpnent, MsLttk to«nd August ^^/wfiwi^—Hogrfieadaotoajcwt; to end of August. ««^u i^^i^."^^"^!^*^ ^ *^ ' « to It cwt. AiJ^ * * Mpsam^, MaicH in end of yJiLi^^^"^ iVm5.--Hog5liead 15 to 18 cwt., tieice 8 to la cwt.. Danel 2 cwt. ; season of shipnent, Maicb to end of August. FRENCH. Mm^mi^,^mogsbead 14 cwt., tierce 7 cwt.. barrel 2 cwt.. baes 2 cwt. ; season of sMpment, March to end of August. <3^««Wiwij^.— .Hogsliead 14 ,cwt., barrel a cwt., bags a cwt • wswon of sMpnent, li^h to end of August. . UNITED STATES. Ci*to.— Hogshead 12 to 14 cwt., tierce 8 to 9 cwt., barrels a cwt. bags 2 cwt. ; season of shipment. December to Augi»t; chief nontiis ofslipnent. April to September. »^ . um U9m%a Hmmmmk.-^Hog^he^d 1.300 lbs., five boxes about a ton : "f m n of shipment, Becember to August. Matomas.— -Hogshead 12 cwt., tierce 8 cwt.. baird 2 cwt, box 4 cwt. ; season of shipment, March to July. Pom ^.—Hogshead 12 to 14 cwt.. tierce 8 to cwt. barrel Marchto July; chief months of ship- ^ „ SOUTH AMERICA-BRITISH. .^^ar^''^''^^^' 42 inches ; season of to ^ • shipment, December i-ff?^~"^**^/l*'' ^ ' *° ^2 cwt., btnels and bftgs a cwt. ; season of shipment, nearly all the year. DUTCH. Siiniiflffi.-~Hogshead 17 to 20 cwt., bags 2 cwt; season of ship- ment nearly ail the ymt ; chief months of ailment. October to December. SUGAR. 217 BRAZIL. B«Ini, Mmm, Mammm, PuMiiiiieo.— ^Chests z5to a^cwt., cases 8 to 10 cwt., and twilled caMoobags i^mt, ;sea9on of shqwient, October to May ;cfaief montittof shipmeiit, January to March. PmMba—Ba^ i|€wt. ; seasonof sMpment, November to Much ; diM months of shipment, January and February. EAST INDIES— BRITISH. Pmang, — ^Double grass mats J to | cwt., also baskets 3 cwt. ; season of shipment, October to March ; cluef mcmths of shipment, December to February. Bengal. — Cane, Date. Low, mats and bags if cwt.. 20 cwt. stoW in 39 cubic feet ; season of shipment, October to January ; chief months of shipment. December to February. GmrpaUak, bags 1} to 2 cwt. ; season of shipment, March to August. Cossipore, Benares. — Bags ijcwt.; season of shipment, March to August ; chief months of shipment, December to February. Madras. — Low, mats and gunny bags ij cwt.. chief months of shipment, N.E. monsoon. Bimlipakm. — Double gunnies 163 lbs. ; season of shipment, N.E. monsoon. Sif^a^or^.— Double mats 115 lbs. gross, 112 lbs. nett ; season of shipment, January to September. Mauritius, — ^Heroes 7 to 9 cwt., mats or vacas 1.36 cwt. gross, bags a cwt. ; season of shipment, October to March ; chiefly shipped in bags. Poft Large bags i| to 2 cwt.: season <^ shipment, Koyember to February. CHINA, SUM, ETC. CMm, Smw.— Bags about i to 1} cwt. (bags and mats, not wood); season of shipment, October to March. IWi^MM/sftMMis.-^Bags 56 to iia lbs; season of shipment, October to August. Maufk.— -Sh^ipedin begs, bundles, bogheads, boxes; miday$d,m inSats and bags. Sandwich Islands. Bags and banels 2 to 4 cwt. ; chiefiy shipped to West Coast of North America. DUTCH EAST INDIES. Bo^avM.— Baskets 3 to 6 cwt.; also mats and bags about }to one cwt.. and in canisters ; seascm of shipment, nearly all the year round. SUGAR. Jmm, SmmOmytL-^B^sSBt^ 3 to 6 cwt./tti« a8 to 45 lbs ; season of sb^iiiimt, nearfy aU tlie year. A»«rJ 5750 ^ 3037 619 58*68 Shipment of timber from Burmah requires small gf^nthi^ for broken stowage, such as bundles of tea boards. Staws and railway pegs are often shipped for this purpose. Padouk or m^h mm objectionable, as they take up so much room and sometimes require 25 per cent, of broken stowage. Officers shouW be careful in re- ceivii^ timber alongside to note such pieces as aie marked " Dead Logs,'' for if they cast them adrift from the others until «i»«r tfiey will sink and be lost, in which case the ship will be liable. It would be out of the question in such a short work as this t0 enter mto a full description as to the different kinds of timber caoied and the way in which it is stowed ; each country has its own pecnli- arities, and all ports where vessels are loaded are generally well suppUed with experienced stevedores. Care should be taken to secure a good man, especially when loading for the first time With his assistance and a seaman's knowledge and experience there ia no fear of My senous mistake occuirii^ in loading timber. iSee^Mi Gargou) ^ stowage 226 TUoAvCaI. 90 cwt. of flocning hmxdi slMmld stow in about 75 feet. Mahogany, i ton 20 cvrt. stows in 39 tMc ieet Oak, I ton of 20 cwt. stows in 39 eoUc feet Msk, I ton of 20 cwt. stows in 39 cubfc leet Beech, i ton of 20 cwt. stows in 51 cubic feet film, I ton of 20 cwt. stows in 60 culnc feet Fir, I ton of 20 cwt stows in ^ cnbk leet. Gieenbeart, 20 cwt. stows in 34 feet. One load of Baltic sqoained ir shooki stow in feet One load ol North America squared fir should stow in 51 feet. 20 cwt of deals or battens should stow in 50 feet. TIMOTHY SEED.— See Grass Seed. TOBACCO.— Ships loading full cargoes of either '.Kentucky or Viiginia hogsheads require ballast or D.W. The loss of space in stowing tiie lower hoMs being great, many vessels require more ballast for such cargoes than for cotton. Raw or leaf tobacco is often shipped in bundles cm* bales, and this article requires plenty of ventilation when stowed ; heat is said to detract from its quality and value. Raw tobacco, if stowed among other goods of a moist nature, will damage by sniat and mildew. Sevanl cases of spontaneous combustion are reported of vessels having cargoes of raw leaf tobacco, and it certainly is of a heating nature. Manufactured tobacco and cigars should not be stowed near moist or highly-scented articles. Masters and agents should be most careful in having all ship's papers, such as manifest, 6. L., Custom House documents, Consul's certificates, etc., in order before the ship leaves the port of loading. A shipmaster in the trade writes : " This is a cargo which you must be most particular about, if bound to Spanish or Italian ports. There should be no discrepancies in the manifest, and the correct wi»ght of each hogshead or package must be given. Also when finished discharging, and previous to final search by Customs' Ofi&cers, make sure there arc no loose leaves among the ballast. Should any be found a heavy hne will result." Kentucky hogsheads weigh 1,700 lbs. each, measure 75 feet Kentucky tierces weigh 1,000 lbs., measure 50 feet. Viiginia hogsheads weigh 1,500 lbs., measure 60 feet. Virginia tierces weigh 750 lbs., measure 40 feet each. At Bahia 20 cwt. in rolls, or 40 cubic feet of cigars, go to one ton. At Yokohama the bales average 25) to 270 lbs. each. 20 cwt. slow in 74 feet TONNAGE. 227 East Indian tobacco in bundles, about 60 lbs. each. Turkish tobacco shipped in small bales. It is a choice, article^ and should be carefully stowed. 20 cwt. stow in about 150 feet. TOMATO PASTE*-- In casks 3 ft. 11 ins. by 2 ft. 5 ins. by 2 ft 5 ins. measure 22 ft. 10 ins., weight about 780 lbs. each. 20 cwt sboukl stow in about 60 feet TONNAGB.--^A cubic foot of cUslilkd water weighing 62} Ibft. was assumed as a general standard for liquids. This cnbic loot multiplied by 32 gives 2,000 as the original weight of a ton. Hence eight cul»c feet of water makes a hogshead, and four hogafaeads a tim in o^Mcity and deoomination, as well as wei^^t. A tim equals 20 cwt, equal to 2,240 lbs. A vessel should be so loaded as to carry her maximum tiumage ; it should at the same time occupy ^ entire available space in her holds. When thus kiaded there is a probability clrealisii^ the best freight. For example, it is desiraUe that a vessd capable Malaga • • m§ .- 115 Sherry, or Tlrast il », or f* ft •I •t tt •t •t AmnofHock - - jtf»llmit. HBBWir 01 FOtn 3m Butt of Cadis • . to8 ciShmrf • " . 1 08 Vats of Sherry. ai6 or 218 gallons, soMBtiMMijo Tan, toar hhds. of ^ gallons, or two lMlli iMIBIflinf VBlW WlM htlf-hbd. a* kilderkin xS 'HMdl CMk xo it #• • » *t •I It tt tt Cases of I taliaii Wsm, contitmg froni z to 3 down botitt Mdi, cwt. stow in 85 feet. Demijohiis of Wine, in cases. 20 cwt. ill 85 feet. mUm cmSvSfy ptckedt otherwise omMmiBf more. WSHB 1US#— In lugs of ai6 Ibs.^ 90 cwt. shoidd Q 3D 7 -L > c o2 ^ O » O oi 3 3 to o 31 P li fi r U1 o do X OS X -< ^4 om^udm ^illMm J.enfflh' .M$ • B » m * • rg IT - M S' I y Y Y Y CARGO PLAN OF ^^^^^ T -r T T Zvtseed f9 f' X /J ▼ T T T T 1 — r •ROSS SUMMMIV OP HOUk CMACITV TOM9 CA S65 239 ' M JS9J9 SS9 y?3 Tiffmt nedm 376 sre ^4 7lffeewJ?ecks m J/?5 2iifeenJ)0cks ins Cremr ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■M RATIO 1 9'1 I mm ■ I 3 ^3 at 11 IS I - o ^3 o 3 *3 01 cr 11 Is oorsi ^^^^ CARGO PLAN OF 66 CARGO PLAN OF 46 GROSS SUMMARY OF HOLD CAPACITY 7^ 7 HveefLDeeks ZFold j¥? Z JbmmDetsks Z39 31^ S7S Jf?5 TipeenDecks TotaL S(fSO Tans Cargo "I N III I II mini II luiiiiiinnTTT t 1 1 I I I I I I 1 1 I I 1 1 I I II I I 1 1 I I I I I I I II 111 II I I I II I I I II II I II II M J llllill* COLUMBIA UNIVERSITY LIBRARIES Tkia book is due on the date indicated beloir, or at tbe expiration of a definite period after the date of borrowing, as provided by the library rules or by special arrangement witn the Librarian in charge. OATS BORROWKO OATK DUK DATE BOIUIOWKD DATE OUB 111 t PBS '4IIL 1 ft IIQ /^*«^>tV MOn 71994 Hillooat Sote. on stoirage of uhLps i