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1 

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■1 

^TFVENS  ON  STOW  A'" 

# 

FIFTH  EDITION 
WITH   APPENDIX . 

J 

^L^                Pricc^V/- 

■ 

1 

^^^^^H 

1 

■ 

f 

1 

^^1 

^^H 

H.M,   BOYAL    NAVY. 

A3IXIRALTT,  6tli  February,  1867 
Mr,  RoBKttT  Weiti  Stjivens,  Author  of  Stowage,  Plyiiiniuu 
mandod  bj  my  Lords  Cojoubsionkiis  of  the  Adm'iiulty,  to  acquaint^ 
they  have  given  orders  for  jour  work  entitled  "  InstructioQB  on  thai 
of  Ships  and  their  Cftfgoes/'  to  be  fumisbed  to  the  Libraries  of  eac 
Mjyeaty's  Dock  Yards.        Yo.  mo.  ob.  W.  G,  BOMAINE 

BOAED  OF  TBADE,  7tli  Febmaryi  1867, 
Wr.  R,  W.  Stbvens  is  requested  to  be  bo  good  as  to  forward  addresi 
Assistant  Secretary,  Mariae  Department,  Board  of  Trade,  a  copy  of  tl 
Edition  of  his  *•  Instructions  on  the  Stowage  of  Ships/*  Similar  oi 
been  received  from  Rear-Admiral  Halstead,  Secretary  at  Lloyd's,  Loi 
Qeneral  Shipowners*  Society,  Merchant  Banking  Co,  Home  and  Col 
Buranoe  Oo,  the  principal  Dock  Companies,  and  the  Underwriters' 
at  Liverpool,  Glasgow,  Cardiff,  Topshartf,  to.  &o. 

Capt.  HUGH  ItAXnOLIAK  ElUOT,  Boyal  ITaTy, 

Having  seen  the  book  and  approved  of  it,  courteously  opened  a 
deuce  with  the  author,  gave  him  the  advantage  of  his  esperiance,  an 
(September  20, 186C|)  any  further  assistanco. 

Yloe-Admiral  WnXIAM  OSIFFOT, 

Writes,  January  t3, 1867,  **  Your  valuable  book  does  you  inftnito 
wiU  be  a  lasting  monument  of  your  indomitable  spirit  and  deep  r& 
all  matters  relating  to  the  commerce  of  the  world.  This  work  will 
prized  by  the  Mercantile  Marine  of  all  nations,  and  even  by  their  1^ 
Naval  Officers  are  frequently  called  npon  to  a^iidicate  in  matters  r^ 
ships  of  commerce,  respecting  Freight,  Stowage,  &c.  That  this  worl 
may  prove  highly  advantageous  in  i  pecuniary  point  of  view,  ia  the  hi 
of  one  who  subscribes  himself  your  sincere  and  attached  friend,  &c/' 

^^o^-AdBiral  Sir  JOHH  KOTOCOIIBE,  E.C.B. 

Says,  January  27,  1867,  "  Thanks  for  the  perusal  of  yonr  book,  w 
doubt,  is  highly  Tdluable  and  appreciated  by  the  Mej^antile  comm' 
trust  you  may  be  well  rewarded  for  the  labour  and  talent  you  have 
on  it     With  best  wishes,  kc" 

From  Coxamandar  CHABLES  PABEY,  B.H, 
Deronport,  July,  1668,  Mr.  Rt.  Whitr  Stevens,  '*  Dear  Sir,  Your  ^ 
Stowage  is  a  first-rate  work,  as  useful  to  OlVicers  of  Ships  of  War  hh  tq 
Uj©  Merchant  Service,  so  much  so,  that  I  liave  purchased  a  dupUcutft  i 
sent  it  to  Commodore  Phiixtmohk,  who  takes  a  great  intero^t  in  Rtlch  \ 
I  hope  it  may  secure  the  circulation  which  it  deserves."  [Comniodon 
UMOHE  was  at  this  Lime  in  commind  of  the  Squadron  in  iho  West  In 


STEVENS    ON    STOWAGE. 

ICr.E.J.BEES,  Chief  Conitrnetor  of  tlia  BOTAL  NAVY, 
In  the  course  of  a  Lecture  on  th?  suhject  of  Arm  our -Plated  Sliipi^  delivered 
nt  rivraouth  in  DeeemV>er,  1860,  said  *'  It  was  supposed  that  by  the  applicfttioa 
of  armour  plates  to  ships  their  rolling  at  sea  would  be  greatly  increased,  but 
the  very  reverse  was  the  font.  Tliis  arose  througb  raising  the  centre  of  gravity 
by  tlie  introduction  of  tbe  upper  weights.  Now,  in  all  cases,  the  higher  tbe 
centre  of  gravi!y  in  reason,  tbe  better  i\  ship  will  behave  at  sea,  whether  for 
navai  or  mercantile  purposes.  On  the  latter  subject  I  need  not  say  much  to  the 
inhabitants  of  Plymouth,  for  one  of  their  number,  Mr  Eobeet  Wuite  Steveks» 
had  produced  the  best  work  extant  on  the  Stowage  of  Ships  and  their  Cargoes/* 


MERCHANT   NAVY — SHIPOWNERS. 

ICr.  wnXIAH  B017AB,  Sdoretary  id  the  General  Shipawners'  Society, 
Of  12,  St  Micha?rs  Alley,  GoruhiU,  writes,  August  2.  IHG5»  **  We  are  well 
acquainted  with  your  valuiible  work  and  with  many  other  good  servicca  yon 
have  rendered  to  the  Shipping  Interest  by  your  pen.'' 

Keurs.  JAMES  BAIKES  ft  Go.  (Black  Ball  Line,) 
In  a  letter  dated  1,  Leadenhall  Street,  26  March,  WiUS,  say  **  Enclosed  we  re- 
turn the  excellent  a^ldiuons  you  propose  to  make  in  your  already  invaluable 
work  on  Stowage,  which  we  always  keep  by  us  and  often  find  useful." 

IffMin.  OEOEOE  THOMPSON  &  Co,  of  ABEEBEEIT, 

la  addtessing  the  author,  July  7»  J  860,  say  **  We  now  return  your  article  on  tl 
Stowage  of  Tea,  which  we  think  is  very  much  to  the  pt^iiit,  and  so  far  as  v 
know,  is  correct  as  to  the  Queen  of  Nations,     To  show  our  appreciation  of  yc 
work  on  Stowage  we  may  mention  U^hat  we  give  a  copy  to  each  of  our  capta' 
twenty  of  them — besides  having  recourse  to  it  here  and  at  our  office  in  Lont' 

Metirs.  HAIX  ft  Co.  Bmlders,  of  ABEEBEEH, 
Bay*  8  October,  1860^  "Your  description  of  the  Murnttf  is  quite  correc 
of  the  Sinr  of  Tasmania,  both  of  which  we  built     We  consider  yoiur  wot 
be  id  great  service  to  ship-owners  and  to  ship-builders  also/' 

Mesiis,  JOKES,  BE0THEE8,  SMpownera,  NEWPOBT,  (Mon.) 
Write  Kov.  29,  1860,  "  Please  send  us  two  copies  your  Stowage.     W 
glad  to  be  informed  when  another  edition  is  published.     It  may 
you  to  know  that  we  place  your  book  on  board  all  our  vessels. '"    D 
1800,  *'  Please  send  httlf  a  doaieu  copies  new  Edition/'     May  20. 
you  propose  a  new  Edition  soon  ?    We  will  take  six  of  them."     Ii 
Co<le  of  Instructions  to  their  Masters,  this  flim  adds  at  foot,  "  A  ' 
VENB  OS  Stowage  is  placed  on  board,  and  much  us*.'ful  inform' 
obtained  hy  a  careful  peruaal,  to  enable  you  to  dischai'ge  your 
owners,  shippers,  consignees,  officers^  and  crew," 


I 


STEVENS    ON    STOWAGE. 

Kmiti.  BAJfI£L  LB  YESCOHTE  it  Co»  of  JERSEY, 

State*  Jnnuaiy  17,  1867,  **  One  of  our  masters  had  shewn  us  your  third  edition, 
and  we  must  say  tbat  we  have  been  well  pleased  by  its  pemsal.  Knowiug 
t]iat  auother  edillou  was  iu  comiae  of  preparation,  we  have  wailed  for  the  same 
and  now  order  one  for  the  use  of  our  office.  We  presume  that  the  21s  book 
incltjdea  tbat  contained  in  the  Europe  and  Grain  books*  We  are,  Bir,  Yours 
respectfully,  .fee." 

Xatirs*  WILLIAMSON,  MUIIDAH,  4  Co*  of  LIVERPOOL, 

Write,  35,  South  John  Street,  1 1  Fehnmry,  1867.  **  Please  send  ub  six  copies 
of  your  work  (full  edition  2U.)  and  back  the  books  with  the  namea  of  the 
followiug  ships: — Wavehley»    Bed  Gauntlet,   Guy  Maknfjuno,  Mahmion, 

c»ED  OF  THE  IsL£s,  Olid  Knight  OF  Sf^owDouN.    Pleaso  Bcnd  MAaaiioN  at  onoe, 

t  ahe  sails  at  the  end  of  this  week/' 

Mr*  CHARLES  CAPFEB,  of  9,  Minciag  Lane,  LOKBOir, 

SayR»  February  12,  1R67.  **1  am  mucli  pleased  with  Uie  new  edition  of  your 
work»  whitih  is  invaluable  to  Shipowners,  and  I  shall  have  pleasure  in  re* 
^commending  it.*' 

Mesiri.  SMITH  ft  FRT,  of  dS,  Foaolioroh  Street,  LOHDOF, 

When  writing  Februaiy  12,  1807,  say,  **  We  believe  your  book  would  be  ex* 
ceedingly  useful  to  ttU  conaected  vvjih  Hliipping  as  a  work  of  reference.  We 
tiall  have  much  pleabiure  in  recommending  it  to  our  fiienda  whenever  we  have 
|au  opportunity/' 

Metirs.  GEORGE  BESLAJTDEB  A  SON,  of  JERSEY, 

Write,  February  20,  lb67»  *'  Enclosed  we  send  you  our  cheque  on  the  London 
Joint  Stock  Bank,  value  ^1  1*,  for  your  yalunble  edition  on  Stowage,  which 
ibe  of  great  service  to  us  for  reference/* 

Mr.  JOBS  B.  PALMER  (PALMER'S  Shipboildins  Go.)  NEWCASTLE, 

Says,  June  19,  18(17,  *'  I  bave  looked  over  your  book  and  beg  to  offer  you  my 
compliments  on  its  uaefulueas/' 


Mr.  THOS.  B.  WALKER,  owner  of  tho  liaraQO  FUGITIVE, 

Writes^  July  30, 1867,  **  I  heartiJy  wish  fiuccesa  to  your  eflbrt  in  bringiug  out 

a  work,  which  if  attended  to  by  Shipmasters  and  their  Ofilccrs,  must  in  my 

opinion,  be  productive  of  great  good.     Pray,  Sir,  receive  the  assurenc©  tbat  if 

here  is  any  information  I  can  procure  for  you  from  Masters  in  my  service,  or 

''  there  is  any  1  can  give  you  myself,  as  a  practical  Shipowner,  it  will  a0brd 

!  pleasure  to  do  so/' 


STEVENS   ON    STOWAGE. 


Mmrs.  &EOEGE  W.  JOVES,  *  Co.  Bhipowneri,  TCWPOBT,  (Moil) 

Order,  August  6^  1867,  the  Litest  edition  of  Stowage.    August  S,  1867.  ' 
hiive  your  fiivor  of  yesterday  and  book.    We  shall  oot  fail  io  recorameud 
jmblicfttion  to  our  clients,  as  it  contaiDa  much  inforamtian  that  is  unkc 
to  shipmasters  generally/'    November  10. 1B67,  "  Please  send  us  five  copi 
your  last  edition  of  Stbvkns  ok  Stowage,  cost  of  same  we  enclose.    We  pu 
sending  them  out  to  friends  in  Kova  Scotia  and  Now  Brunswick,  wh 
highly  appreciate  the  uaeftilncss  of  the  work. "  September  12,  1B68,  *^0| 
World  21*/'    December  4,  18(^0,  "  Pkase  send  Stowage  by  retuni  of  pd| 
have  parted  witJi  our  copy  to  a  Master  of  a  Ship  in  Liverpool,  who  was  j 
to  procme  it  there."  " 

IKeflsra.  OELLATLY,  HAHSET,  8EWBLL,  4  Co.  of  LeadenltaU  St.  LOHl 

Write,  May  1,  190B,  "We  note  your  work  on  Stowage  is  now  in  its 
edition,  and  we  sljall  be  glad  if  you  will  put  ouriiames  down  for  a  copy, 
have  no  suggestion  to  otier  with  regard  to  its  improvement   As  you  havi 
so  fully  into  details,  you  must  be  more  ac^juainted  with  tlie  subject  thai 
selves." 

Meitrf .  A.  ft  J.  IHGUS,  SMpbuilderi,  GLAB&OW,  f 

Bay,  September  16,  1&C8,  "  ^our  book  on  Stowage  we  got  tlirough  yo«; 
bere»  and  we  shall  try  to  recommend  it  wherever  we  can."  ' 


MERCHANT   NAVY— SHIPMASTEKS, 


Gapt  BOBEBT  BCYET,  of  the  brig  £17QEinE, 

Writes,  14  April,  1904,  •*  I  have  a  copy  of  your  work  and  iiave  often  fc 
valuable  for  reference.** 

Capt.  0ALE,  of  tbe  thip  ETELTN, 

From  Adelaide,  April  4, 1806,  says,  *'  Allow  me  to  tell  you  that  your  boo* 
Stevens  on  Stowage,  is  one  of  the  finest  publications  that  was  ever  in 
to  the  British  Mercantile  Marine,     I  have  known  many  little  knotty  q 
decided  by  it,  and  Bfttisfactoiily  proved." 

'l 
Capt.  H.  B.  AH(}EL|  of  tlie  tMp  TEBirLEM, 

Of  Wisbeoch,  from  King  George's  Sound,  May  28,  IB6(\,  says  "  I  have  i 
for  half  a  dozen  copies  of  your  work ;  please  send  them  to  the  London 


Capt.  W.  H,  BISHOP,  f London  4  Mod.  Steam  Floet.) 
Brixham,  May  20,  IseT,  **  Stevbns  on  Stowaoi  is  the  text  book  of  tl 


STEVENS    ON    STOWAGE. 


Ctpt.  W.  B.  BAEWOOB,  of  the  barque  FUaiTIVE, 

Writes,  July  12,  1B67,  *•  Your  truly  valuable  work,  Stevens  on  Stowage,  I 
have  been  in  poeaeaaion  of  for  several  years,  and  really  I  consider  it  a  moat  i 
valuable  book,  and  one  tbat  certainly  no  master  should  be  witbout,    I  raust  I 
troJy  acknowledge  having  obtained  mucb  useful  information  from  it,  and  have 
thus  been  enabled    to    give  my  friends  a   'wrinkle'  on  several  occasions. 
Hoping  you  may  be  enabled  to  compile  a  further  edition ,  I  am,  with  kind  I 
respects,  &o." 

Capt.  THO«*  TTmiKKLL,  of  the  barque  STORMY  PETREL,  

After  kindly  pointing  out  an  error  in  one  of  the  early  editions,  says,  GlasgowJ 
August  S,  1867,  **  As  your  work  is  taken  by  (at  least  all  my  friends)  as  an. 
authority,  I  trust  you  will  excuse  my  thus  troubling  you ;  at  the  same  time  I 
shall  be  glad  to  give  you  any  information  I  possess  in  connection  with  matter* 
such  as  you  require  for  your  book." 

Capt.  J.  WTVILL,  of  the  tarqae  VELOCIBADE, 

W.  L  Bocks,  August  31,  1867,  *'  Dear  Sir,  1  am  in  possession  of  your  work  on 
Stowage,  and  find  it  very  useful.  I  have  met  with  it  in  Merchants'  OlHces  la 
OAifMi,  and  have  no  doubt  it  is  well  and  deservedly  appreciated.    1  am,  kc,' 

Oapt.  JOSEPH  GIHBER,  barbae  EAGI.ET, 

Writes,  November  22,  1B07,  **  1  have  just  gone  through  your  book.     It  is 
most  valuable  work,  not  only  on  StowagOi  but  on  so  many  poiuts  which  bav< 
been  referred  to  in  Oourta  of  Law,  &o" 


Capt.  ROBERT  JOSS,  of  Regent  Flaoe,  Commeroial  Road  East, 

Says,  January  28,  1868,  "  I  have  lately  heard  of  your  work  on  Stowage,  an^ 
have  aeon  one  of  your  examples — a  Tea  Ciu'go  in  tbe  John  Tnnpirleif ;  I  havd 
b«en  a  few  voyages  in  the  Tea  Trade  myself,  and  consider  the  drawing  perfectll 
correct.*' 


Oapt.  AIEXR.  LOCKE,  of  the  ship  BELTED  WILL,  from  Canton, 

Writes^  off  Falmouth,  September  3,  1868,  ''  1  will  tbiiuk  you  to  seud  me  a  co|ij 
of  your  book  on  the  Stowage  of  Cargoes ;  1  have  heard  u  spoken  well  of." 

Capt  R.  B.  MerARLAlTE,  of  the  ship  WARRIOR^ 

From  Melbourne,  December  H.  says.  Qravesend,  March  4,  180U.     **  I  Liavo 
copy  of  your  book  called  St£v£ms  on  Stowaok,  and  consider  it  Uie  best  worl 
of  the  kind  1  ba?e  ever  seen.     My  owners,  Moeart*  JAJtits  Hsnty  &  Co, 
MilbouTM^  have  several  copies  Id  their  othoe.*' 


STEVENS    ON   STOWAGE.* 


TESTIMONIALS  — VARIODS. 

ICr.  J,  A.  EABPEE,  8eCT«taT7  at  LLOYD'S 
To  tlie  Association  for  the  protection  of  Commercial  Interest?,  say^ 
lember,  IH5fl,  *•  I  shnll  l»e  much  obliged  if  you  would  favor  m©  with  th^ 
of  tlie  latent  edition  of  your  work  on  Stowogo  for  the  use  of  this  Co^ 
And,  July  30,  16BC^  '*  I  have  much  pleasure  iu  acknowledging  the  > 
your  letter  of  the  2fU.h,  and  in  forwarding  copies  of  Report  on  the  Spool 
Combustion  of  Coal  ktely  issued  by  the  OommiLtee,  I  beg  to  assure  yi 
your  work  on  Stowage  is  as  great  tin  authority  in  this  place  as  it  flo  dese 
is  in  Livorjmol,  and  I  am  very  glad  to  hear  tiiitt  a  new  eiiition  is  in  tb6 
On  its  issue  1  shall  reqiure  several  copies  for  this  office/* 

Ui,  JOES  V.O£E60BY,  (with  JOHN  BOWES,  £iq  )  NEWCASTLE, 

Btys»  January  26,  1867,  **  I  have  received  your  work  on  Stowage.  A  pi 
nary  glance  through  it  is  sufficient  to  show  that  ii  is  a  very  vahiable  Im 
Shipowners.*' 

Mr.ABTHUE  YOITKG,  Aathor  of  the  Naaticil  Dictionary. 
Writes,  January  21,  1807,  *'  Your  most  useful  book  on  the  Stowage  of  Ci 
came  under  my  attention  but  recently,  and  I  was  not  aware  of  its  exj 
until  1  learned  its  value  through  Messrs.  T^mp^blby,  Cabtee,  &  Dabb 

Capt.  Wm.  WALKS  Bp  of  the  Patent  Office,  LIYEEFOOL.  I 
Writes,  September  3,  18G7,  *'  Has  the  Second  ICdition  of  youi-  book  < 
^towage  of  Vessels  been  yet  ptiblished ?  If  not,  please  inform  me  w 
will  be  so,  aa  1  have  found  the  work  so  exceedingly  usefid,  and  have  boi 
a  copy  of  it  from  a  friend  so  often,  that  I  am  aghamed  to  continue  tt 
practice." 

Mr.  BEEHAED  E.  MATHEWS,  LLOYD'S  Agent,  MHLBOimNE, 
Writes,  under  date  March  3,  1808,  *'  I  have  not  had  time  to  look  throu 
work,  but  from  a  glance  I  think  it  will  do  you  much  credit,  and  will  1 
considered  au  authority,  for  we  have  had  many  disputes  over  dama( 
slowBge — the  cargoes  being  so  mixed." 

From  Mr.  CLIFTOirr  a  gentleman  of  muck  experience  in  Shippings 
Royal  Western  Yacht  Club,  Plymouth,  March  23,  1868,  *'Dear  Sir,  At 
say  i&.  that  bad  your  book  appeared  Forty  years  ago,  many  a  young 
would  have  made  his  fortune,  because  he  would  not  have  returned  afl 
first  gale,  through  bad  stowage,  and  so  lost  his  voyage;  in  those  days  the 
no  steam  awd  tie  masters  left  their  ports  to  meet  trade  winds.  Under 
would  have  saved  millions.  I  think  you  ought  to  push  it  with  the  Admiri 
there  is  a  screw  loose  some  where  upon  the  Stowage  of  H.  M.  Ships,  * 
ahoidd  they  labour  so  dreadfully.  I  really  eompliment  yott  ujwii  the  p 
tiou  of  such  a  very  able  work,  and  I  know  a  little  about  ship^." 


STEVENS    ON    STOWAGE. 


les 


mt 


loe 


The  SHIPPIKO  GAZETTE  (18tlL  Uftroli,  1S670 

th^r  "  ^y  tbia  time  the  work  of  Mr.  Robert  White  Stkvens,  of  Plymoi 
on'tlie  Stowage  of  Ships  and  their  Cargoes,  must  be  toiertibly  well  known, 
it  has  passed  tlirough  three  editions.  A  fresh  issue  for  1hG7,  bringing 
fonuatiou  of  new  Cargoes  and  Freightage  generally,  to  the  latest  date,  is  i 
before  us.  This  revised  and  much  extended  edition,  embraces  many  poi 
that  were  not  before  touched  upon*  Mr  Stevens,  in  a  word,  appears  to  hi 
devotod  much  time,  care,  and  knowledge,  in  making  tho  new  volume  a  gi 
for  loading,  stowing,  ballasting,  aud  diiDUwgiDg  Skips.  It  also  conti 
DUtneroua  tables  useful  to  all  who  have  to  charter  or  load  vessels." 

The  8HIPPIN0  GAZETTE,  (August  6,  1868.) 

•*  Many  of  our  readers  are  aware  that  this  work,  Stevens  on  Stowage,  is  mi 
appreciated  by  all  wlio  ore  interested  in  Shipping,  and  it  is  not  surprisiu] 
learn  that  its  merits  are  also  esteemed  !>y  other  classes.  The  Scieneo  and 
Department  of  the  Committee  of  Cotmcil  of  Education,  South  Konsingf 
have  placed  Mr.  Stevens's  book  among  tho  Queen's  Prizes  offered  to  Sttid^ 
connected  with  that  valuable  Institution.  This  selection  shows  that  the  x 
possesses,  in  the  estimation  of  tho  Committee,  information  wliich  may  be 
viceable  to  the  gt3neral  scientific  reader*  The  Lords  of  the  Admiralty,  s( 
time  since,  sent  copies  to  all  the  Schools  in  the  Public  Arsenals.*'  [Sim 
notices  appeai'cd  in  the  Wmsm  Mercury ^  Morning  Newt,  and  other  pape] 

Tlie  WESTEEN  BAHiT  STAHDAED,  March  6,  1869. 

**  The  Author  of  this  work,  (Stevens  on  Stowage)  who  as  most  of  our  rfian 
are  aware,  is  the  Plymouth  Conespondent  of  The  Ttme$^  has  just  receive^ 
iiuexjiectcd  compliraenL  Capt.  M'Faulane,  of  tho  ship  Warrior^  belougini 
Messre.  Ja]ues  Hekty  &  Co,  extensive  Shipowners  in  Melbourne,  has  recei 
brought  home  a  cargo  of  colonial  produce,  and  in  sending  an  account  of 
passage,  he  says,  *  I  have  seen  a  copy  of  your  book  called  Stevens  on  Sh 
AOB,  and  I  consider  it  the  best  work  of  its  kind  ever  seen.  My  owners  It 
several  copies  in  their  office.'  Voluntary  approbation  like  the  above  mui 
verj  gi-atifying  to  the  author*  It  appears  that  Captain  MI^arlane's  opti 
and  that  of  bis  owners,  prevails  in  other  ports  besides  Melbourne,  for  tho 
sent  edition  of  the  book  is  nearly  disposed  ot  A  Fifth  and  larger  Edition 
we  understand,  soon  appear/*  ~ 


Prom  the  SUB-EDITOK  ol  a  DAILY  NEWSPAPER. 

February  I,  1809,  "Dear  Sir,  I  return  you  your  book  on  Stowage,  fori 
opportunity  of  looking  through  which  I  have  to  thank  you  very  sincerely, 
would  properly  regard  as  impertinent  any  attempt  of  mine  to  appraisel 
Talue;  in  truth  I  can  only  marreb  witii  an  almost  ignorant  admiration 
the  knowledge,  industry,  and  care  which  have  been  employed  to  produ 
work  whose  worth  I  can  recognize,  though  I  caoDot  render  it  the  justice  ol 
adequate  criticism." 


I 


STEVENS    ON   STOWAGE. 

THE  WOBLD— FULL  editiok,  720  pages,  with  16  Illastrations    21/-  cl 

EUROPE  oiiLT,  368  pages,  (6  niastratioiuO  containing  all^ 

that  portion  connected  with  Eubopb,  with  all  the  Coasts  V      5/-  ho 
iniide  the  Straits  of  Gibbaltab     j 

GRAIN  OKLT,  60  pages,  One  Illastration — ^Nbw  Yobk  Elevator      !,'•  st 

Bent  post  free  on  receipt  of  puhlished  price  in  a  cheque,  p.  o.  order,  or  p.st 

Address— Ifr.  R.  White  Stevens,  Flymoath. 


ngines  dO  B 


L 


^  /^  lie 


i 


t 


ON 


THE  STOWAGE  OF  SHIPS 


THEIR  CARGOES 


SsformatioQ  ngmitiog  ^igjite,  €^takt-l^it^i, 


&o,  &c. 


ROBERT  WHITE   STEVENS. 

Associate  Member  of  the  ItuHtute  of  Naval  Architects, 


FIFTH    EDITION — WITH    APPENDIX. 


LONDON: 
LONGMANS,  GREEN.  READER,  &  DYER. 

PLYMOUTH:  B.  WHITE   STEVENS. 
1871* 


PREFACE. 


In  tbo  preface  to  the  First  Edition  of  this  work,  communications  were 
solicited  from  shipowners,  masters,  merchants,  and  manufacturers. 
That  request  has  been  complied  with  most  fully,  and  in  gratefully 
acknowledging  the  favoi's  of  his  correspondents,  the  author  begs  for 
a  continuance,  especially  on  the  subject  of  those  freights  which  may 
require  fuilher  explanation,  on  the  new  commodities  which  are  acca- 
sionally  coming  into  notice,  and  on  the  trade  of  those  ports  which  have 
been  but  recently  opened.  Ho  has  also  much  pleasiue  in  acknow- 
ledging the  assistance  received  from  several  scientific  friends,  from  the 
Boaid  of  Trade,  the  Board  of  Admiralty,  the  Victualling  and  Transport 
Boards,  the  Commissioners  of  Emigration,  and  the  Underwriters  at 
Lloyd's  in  London  Hudin  Liverpool,  and  from  various  other  public 
departments. 


In  preparing  this  work  the  following  authorities  have  been  con 

M^'Culloch's  Dictionary  of  Commerce. 

Harrison's  Freighter's  Guide. 

Gordon's  Charterer's  Companion. 

Baltic  Shipmaster's  Guide. 

Sedgwick's  Golden  Hints  to  Young  Mariners. 

Lorimer's  Letters  to  a  Master  Mai'iner. 

Murphy's  Nautical  Routine. 

Brady's  Kedge  Anchor, 

The  Mate  and  his  Duties. 

Lee's  Laws  of  Shipping. 

Manley  Hopkins  on  Average. 

Capt.  Y.  Feenstra's  Hand  Book  of  the  Uivcr  Pin 

Mercantile  Magazine. 

The  Times. 

Shipping  and  Mercantile  Gazette. 


ted: 


SiiiSBXSMSasaBm 


PAGB 

INDEX,  GENEBAL     11  to  17 

VESSELS  NAMED  IN  THE  CONTENTS    18 

POBT  CHAEGES 20 

COAL  OABGOES  21 

LAW  CASES   22 

INDEX  TO  TABLES    23 


'                    Tbe  flgitreB  in  ike  Inde 

INBEX. 

re,  pfl,  orpU  snnexed,            ^^^B 

There  ore  aeparalG  Indexes  for  Shipa,  Law  Cftses,  Port  Clmrgeft,  &c.  at  the  end  of  tbifi  tAble.  ^^^M 

1           Abbott  1169 

Anenie  23  213 

Biscnit  bags  p  32                 ^^^H 

^m     Accident  78G 

Ashes  24  473 

Bitnmen  57                           ^^^H 

^m     Accra  29 

Asphalte  25  57 

Black  lead  58                                ^M 

^     Acetic  acid  212 

AssafteUda  26  1155 

Black  sea  232  325  p41               ^M 

"           Acids  I  210,1  &c 

Australia  62,4   70  112,44     \ 

Black  wood  59                              ^M 

AdehydeplSl,  8  3B3  1223 

ail,30  684 

Bleaching  powder  60  122     ^^^H 

Adminaiy  shell  p  78 

Anxcayes  p602 
Average  27  478  1073 

Blowing  up  545                    _^^^^H 

Admiralty  tablea  of  freight 

Blubber  538                          ^^^M 

^^         p.  28,  iron  pigi  35,  M*k» 
K        p28,  powder   pudtagea 
H        4S7,  iron   balLytt  pSO, 

Asof,  sea  of  325  880  991 

Boards  p611                         ^^^H 

[1208 
BaeoQ  28 

Boats  741                             ^^^H 
Boilers  586  639                   ^^^H 

^         timber  p  616,  tanlts  p  81, 
Adult  741 

Baggage,  narsl  and  mili- 

Boltfl 618,24  lOOO                ^^^M 

tary  officers  p  652.3 

Bombay  p  55  s  53  191  614          ^H 

AfricJi  S18  434,96  613,80 

Babia  p  62  e  144  978  976 

882                                              ■ 

692  1044 

1072,5 

Bones  62,3  107  465                    ^M 

African  duIa  2  680 

Bile  29  to  31,  45   46    61 

Bone  Ash  24  106,7  472               ^M 

Africim  timber  1044 

pl45  s300  642 
Bidklogs  p610 

Bone  d^st  305                        ^^^1 

Akyab  419  820 

Bone  black  106                    ^^^H 

Alo  and   beer  3  to  7.  98 

BallAst  32  to   35,  75  157 

Bonny  river  692                   ^^^^H 

62H  632  794 

192  449  p30l 

Books  64                               ^^^H 

Alexandi-ia  195  825  p236 

BsUast  ports  1044,56 

Boots  aod  shoes  66              ^^^^| 

Algeria  254 

Bal&am  capixi  36 

Borax  67                                ^^^H 

AlKoa  Bay  45  1208,81 

Baltic   56   232  324  371^ 

Bothnia  1038                               ^H 

Alicante  155  286 

447  p244  530  iilOS9          ! 

Bottomry  and  respondent          ^^| 

AUiaM  8  SB  239 

Baltimore  p61  476 

tia  68                                ,^^^1 

Almonda  261  p  184 

Bamboo  reeds  37 

Bottles  318                           ^^^M 

AloeiQ 

Bangor  229 
Bankrupt  49  110 

Boxwood  69                          ^^^^H 

Allmpp'b  ales  7 

BoTP,  Cnpt.  J.  M.  1118              ^H 

Alnm  10  52 

Barilla  38 

Bordeaux  154                              ^H 

Alston,  Lieat.  95 

Bark  39  40 

Bone  manure  p  839               ^^^^H 

Ambrr  fft^s^e  11 

Barley  362,81 

Boiler  platei»  089                 ^^^H 

Amidfihipfl  p2H4 

Barrack  stores  p29 

Bradt  98  1187                    ^^^M 

^^nmaoition  12  to  16  431 
Aiuoy  826 

BasseiH  820 

Bran  TO                               ^^^H 

Battens  p  611^2 
Bad  oondttct  643 

Brandy  911                           ^^^H 

Amitcrdnm  116 

Brazils  604  830                    ^^^H 

Ancona  1043 

BdelHnm  41 

Brarii  nnts  71                     ^^^^| 

Animals  102  368  742  1137 

Beads  236 

Brazilwood  72                      ^^^H 

Aniseed  p498  1162 

Beam  fillings  42  1031 

Bread    73  to  77    89    794    ^^M 

Annotto  17 

Beans  822  578  p  234 

1132                                           ^M 

Antimtiny  18  210 

Bm«'  wax  48 

Breast  books  p284               ^^^H 

AnU  1164 

Beetles  1168 

Bricks  78  588  p49fl           ^^H 

Anlircrp  479 

Beliie  1052 

Brimstone  79                      ^^^^H 

Apotheeary  wares  215 

Belginm  162 

Brtob<ane  866                       ^^H 

Apples  19  757 

Bengal  882  821 

BriitiM  eo                         ^M 

Aqoafortis  217 

Banxine  219  705 

Bristol  Ohaitm»l  141  p  124    __^M 

Arangoes  20 

Berth  741  1126 

^^M 

Arbitrmtlan  225 

Betel  nut  44 

Briton  ferry  pl24                 ^^^H 

Archangel  324 

Bilges  p284  s&07 

British  Onyanm  1053             ^^^M 

Arekm  nat  31 

Bilge  water  386  507.8,14 

Broken  backed  p  284                   ^M 

Army  regulaiions  1136 

516  828  1005 

Broken  siowsge  231  1041          ^M 

Armstrong  i^ans  p7d 

Bills  of  lading  7  45  to  56 
165  200,27.89  820,60,54 

Broker  108                                    ^M 

Arracan  823 

BroMhiug  Uqtiids  646                 ^M 

Arrow  root  22 

862,68,70  613,88   p350 

Bmabwood  244                            H 

Arroyo  972 

1992 

Buenos  Ayres  475  p  288             ^H 

I 

I^JIH^I 

INDEX, 

1 

^m         Boffiblo  honu  91 

Ceylon  stones  lu4 

Colombo  root  172 

■          Bugs  1166 
^B          Bohr  stone  35 

Cbafe  29  74  BOS 

Com1nng»  337  6.i5 

Ohftin  631 

Combustion  Uponianooos) 
146,73  to  i7y,f*.>,97  292 

■          Bulk  MH  623 

'     Chain  bolU  p285 

^__    BulkUeiid  p  284  853^ 

\                Chain  pUtes  pS85 

716,33  885  1075  1237,8 

^^K   Builion  815 

Chain  u  topper  626 

Comma,  a  56 

^^H  BunNsrrti  fluid  1005 

Chaldron  p  122 

CommerGial  terms  842 

^^^   Buihol 

Chalk  105 

Commissionjs  pl31  708 
Compaaftes  524 

V         Batter  82  799 

Champagne  915 

Champhering  p612 

Consols  158 

H           Cadii  852 

CfaumeU  285 

Continental  ports  158 

■           CAon  154 

ChartKHLl  106,7,43 

CooHes  180 

■           C«lEre  com  905 

Charter  party  103  to  114 

Copenhagen  109           ^ 

■           Cnjims  093 

191  227/28   351   3G2,66 

Cc^per  181,2               ^^M 

K          CAkci  liu^  83 

p  340  to    243    »407,64 

Copper  dross  85  650  ^^M 

^^B.   Colcatta  193  244  47^ 

822            p  376  432*1027 

Copper  ore  181  732 

^^m       8B1  lOd'i 

Ghaasam  115 

CnpptT  Hidphttte  18;* 

^^V    CalilDraia  471 

Cheese  UG  304  1171 

CopptTO*  l.Hl 

Cftllao  407 

Cherang  117 

Copra  185  OlJO 

CiiUiper  1009 

Cherboorg  103 

Coqnw  de  perk  186 

5               Chetwert  p39 

Coquilhofl  187 

CiMFasLL,  Lord  i^l6 

Chicory  118  p496 
Chili  332  725,29 

Coral  188 

Csmbogeiu}]  86 

Cord  of  wood  p611 

China  p57  BlOO  230  826 

Coriander  189  p498 

CampELme  87 

998 

Coriander  aeed  p  498 

Cmnphor  88 

China  root  119 

Cork  190,1 

Camwood  89  688  10 

47               Cbinchas  406 

Com  322 

CauadA  326,85  757  1 

1028           Chinese  120 

Cotton  192  to  201,25  419 

Canal  tomuigQ  scale 
Cftomiics  163 

p36            Ghiretta  121 

614,33,38     937,43,44,80 

Chloride  of  lime  60  122 

1074 

BdO                1129 

Cotton  h&okfl  29  1U09 

Candle  90,1 

Chop,  a  1013 

Cotton  Heed  883 

Conhooks  287 

Chocolate  123 

Conutor  p2e5                       , 

Caimel  ooal  40 

Cider  124 

Ctwrica  202                 ^m 

Candla  alba  92 

Cinder§  1*25 

Craiikiiesa  1111            ^^H 

^     Caa«B  93 

Cinnabar  126 

Cmtc  311                       ^^H 

^^K     Cantliarid(?s  9i 

Cinnamon  88  127  094 

Cri'osote  87                           W 

^^m     Cauton  999  1430-2 

Civet  128 

Crews  203  1127                     ■ 

^^^      CanraM  95 

ChimpB  2H5 

Crown  tt'e4xstire  319              I 

■            Capo  of  Good  Hope  - 

y  68          Chiy  129 

Cnba  661  969  1018              ■ 

■                828  1117 

CleJinlinesa  p6»9 

Cubobft  204                           ■ 

■            Carboys  1 

'     Clenciil  en-or  630 

Cubic  ineasnre  205                ■ 

■            CardAtnoms  96 

aoth  130 

Culm  141                                1 

■            Cardenas  661 

Clothing  130 

Cnmmin  seed  p498              1 

■            Cardiir  135  p  124  64 

8                 Clover  305  p498 

Curranta  p  184  stia7              1 

^__     Cargo  book  45  613/j 

2                Cloves  131 

Custom  48  Ml 2                       1 

^H    Cargo  shifted  502 

Coal    62    106,7,9,13,    132 

Casitoms  554  1068 

^^H    Camelian  20 

to    16<l.0ii,90,92    225,27 

Cntch  101 

^^^    Carravay  seed  p498 

229,58,b2,8(>  390,91  416 

CuUery  206 

Ooaes  3  31 

460,82,03,99  500  614,55 

Cylinders  589 

CftAew  nuts  97 

711,31     900,3,74,3    996 

Casks  p32  8  50  9S4 

S70  761  909  p523 

)  164              pOlS 

277,88  456,77  701  9:U 

Coecnlus  indicus  101 

Cassia  88  100 

CoL:hin  695 

Dangerons  goods   61  203 

Castor  oil  571  097 

CockToach<»r  1163 

to  220  436  531,2,3  606 

Catecbu  101 

CocMneal  162  to  165,68 

Dautdc    374    636    p  53li 

CaU  iim 

Cocoa  166  Sm 

*i  1037 

Cattle    15    103    518 

cot          Cocoa  nats  170,85 

Dimtibe  361  109G 

741  1110 

Coeoa  oa  693 

Dori  p  lft8 

Catty  753  1013 

Coffee   m  118,67,8  305,6 

Datea  221 

Citveune  i»epiJor  754 

688  975  1172,3 

Dend  freight  111,33,82  2 

Cfiiling  7B  107  p285 

f                  Coir  169  aS7 

423 

C«iiiont  lUH  piaj 

Coke  li:U2  peis 

Dtiiid  wood  p  "285 

CenUt*  of  gravity  IH 

19               Cole  or  col/ji  seed  p  498 

Dt-rda  103:J  p  611.12 

Coylftn  58  127,G7,8,7 

2  693          Coloojuth  171 

Dt'ck  337  (lis  741 

1173 

Colombo  bi  031 

^^H 

INDKX. 

^^^^^^^i^^B 

Deck  load    SOI  223  887 

Fenutintalicm  266  345 

Gloves  314                               H 

_         liri^M                           1 

Fi^^  "ISl  pl&4 

Gold  815  to  820  563          ^^M 

■      Deficiency  of  cK^^o  7  23i 

Fir  p616 

Gold  Cua»t  6!6                  ^^H 

■          22f>  379  eUSl  7r»3  922 

Fir©    12    174,96    267,8,9 

Good  con di lion  7               ^^^^| 

■      Delivery    226,7    311    686 

446,o'i,92  521,30  623,72 

Good  Friday  321                ^^B 

■          712  1U20 

806  913,44    1075435,41 

Good«  proportioned  in             ^H 

■      Demanu-A  225  1053 

Fire  Rmis  270  p  657 
Fire  crackers  271 

stowages  p  26,7                         ^| 

Demamige  228  to  231 

Grain  and    corn    45    107         ^M 

Denia  285 

Fire  wood  p  6U 

277,82   322  to  394  405         ■ 

DeuKity  of  the  sea  232,3 

Fiih  272  467  534,63 

757                                            ■ 

938 

Fish  pUiei  605 

Granite  919                                  ■ 

Denmark  p  633 

FixLjag  ship  p  347 
Flat  floor  1101 

Grape§  pl84                               H 

K       Derelict  tad  deTiftlion  23i 
■       Derrick  285 
■^       DhoU  236 

Orasfi  seed  p  498                       H 

Flax  45  273  305 

Grarity,  specifie  p  122^8         ^H 
fi395  p366  a668             ^^M 

Flax  a«jd  887 

Diomotids  819 

Floor  p285 

Grease  1214                      ^^^|l 

Dieppe  614 

FliDor  timbera  p  285 

Greece  p633                      ^^^| 

^      Discliiirging  138  315  pa-IB 
^m      DUtUliug  apparatiLa  1125 
"           U85 

rioar  274  to  277    305,43 

Greenheurt  1053               ^^^| 

7^4  810  910 

Foo  ehoo-foo  1015 

Groats  396                        ^M 

Foot  waleing  p  285 

Groundnuts  B97 

DUtAnces  hy  sea  237 

Forage  1134 

Guage  stowing  999 

BogH  1168 

Foreciwtlo  p  285 

Guano  25   p  162    s  305,98 

Drji^ons'  blood  238 

Forui?ii  moni^Bi  weights. 

to  423  605  910 

I            Draught  109  222  p  224  &c 
m         1960  p640a  a  1101 

and  measures  p  713  to  20 
Forci^  ships,  draught  of 

Guinea  com  (105 

Gum  41  424  to  426 

■      Dried  beef  794 

p  640,1 

Gumlac  427 

^       Drag  akip  100 

Drugs  A&a  chemicals  289 

Founder  278 

Gnojah  428 

Fmace  152,4  308,61,77 

Gunny  bags  429 

Druxt-y  p612 
Dry  goods  305 

p633  6  915,22*63 

Gunpowder  12  to  17  148 
177    431  to  437    p651 

French  clxarter  party  Hi 

Dub  p612 

French  goods  308 

fi 1129.44 

^       Dunnages  38  45,6  573  74 

Freight    49    200,61,79    p 

Gan&  488 

■          93    101,92    240  Ui   246 

M9  8  331,66  918,47  1040 

Gim  cotton  214 

■          840  p  224  8  342  4^,50,6 

1130  1233 

Gurpattjth  9sl 

■          640  810  931,9 

Frost  G  211  693 

GuttH  [vercha  439             ^H 

■      DaimAg!»  b*t4oiu  246 

Ffiiit  280  to  29<J 

Guyana  1053                    ^^H 

■      Dye  woods  52 

Fuel,  piiluiit  2W2.91 
Fnmigulion  p  657 

Guy  tackle  634                 ^^H 

■      Kartlie&wAre  247 

Furniture  293 

Hair  106  140                   ^^^| 

™       East  Iiidiea  829  476  979 

Fiirn  21/4 

Hall-deck  p  286                   ^^M 
Hamburg  75  p  145  s37e         ■ 

9^  10«2 

FuHtic  295 

Ebony  348 

Futtocki  p286 

p567                                         ■ 

Eggs  249 

Hammocks,  see  troops             ^1 

Electric  cable  250 

Oalangal  296 

Hams  441                                   ■ 

GalaU  369 

Hanover  pri34                   ^^^| 
Huigiiig  beds  98  442       ^^M 
Hanlware  206                    ^^H 

Elephants'  t«elh  252 

Galhaniun  297 

Elevatore  8IK> 

QalUpoli  691 

ELiinore  375 

GaUn  or  gaU  nuU  396 

Hare  skins  443                 ^^H 

Emery  955 

Qalranic  action  528 

Hannattan  616                ^^H 

^m       EmigTttnt  Hhip  741 

dambieir  101  299 

Harlall  444                        ^^B 

^M       Emery  stone  2r)3  9^5 

Gamboge  301 

HartKhom  213                           ■ 

■       Endi  p4^11  M1027 

Garlick  302 

Hatchwoys  &  hatches  147         ■ 

■       Exparto  251  to  261 

Qtjraneine  593 

445  792                                   fl 

H       EMeqoibn  1057 

Gaacoal  139 

Dayannsh  061  969                     ■ 

■      Kthor  218 

General  cargo  62  112  3f^3     ! 

Havre  577                             ^^M 

■     Entosioii  437  705,6,63  to 

to  308,41  635  941  1022 
General  ship  309 

Hay  446  1134                    ^^H 
Hayti  1043,9                      ^^^1 

^B 

Genoa  790  p49 

Head  pump  1006                ^^B 

■      Fa«^ta  38  214 

German  sheet  glosa  812 

Healed  cargo  345  446  60S         ■ 

■      Knlkland  blutidb  1144 

Giu  914 

616  1117                          •       ■ 

H       FolbC  keel  p  285 

Giug^Jlv  seed  p498 

Hemp  31  45   447  to  466        ■ 
llfl                                        ■ 

■      Fattt-day  26i 

Ginger  310 

^L^enUicr^  264 

aUsgow  135  p540 
fila»H  an  to  313 

Hr             !  -  198              _^^M 

^^B«lt  265 

^H 

^^^^agarick  Mcd  p498 

Glue  rclude  611 

•        im          ^^H 

u 


Hogged  n28e 

Hold  and  huU  491 

HoJd  book  (>-2a 

Hold  port*  1035 

Holland  5U3  lOi-2 

Haly  dav«  l>2i<,6>3  -458 

Hciney  4^2 

Horjfi  -133 

Hoftdunw  1048,52 

Hoopfe  4S4  570 

Hop»  4»a 

Honj«  344  476 

Horses  45  487,8  742  1084 

1131 
Roiie  hair  489 
HoapiUl  p  420 

Ibrail  364 
Ite  490,1 
Ignition  147  492 
IncreiM  aiil,67 
Indiim  corn  361 
Indigo  494 

Insunmr'c  6  323  405  ,G 
Inanfliciency  pi 62 
Int&ke  meni>urLiii^;-Bi  lftC7 
lodLui  ihlt^s  2^^1 
Iqaiquo  OTtS  8jj2 
Ireland  3A7 
Iron  3S  45  55  497  to  510 

63<»,49.81  726 
Iron  c^Mes  839 
Iron  f&gtenuigfi  1204 
Iron  pyritce  146 
Iron  rods  505 
Iron   aliips    plG2    sSio 

oil  HU 
Iron  ban  p298 
Ifon  pipes  p299 
TmnglMM  5'J6 
lelny  859  1234 
Itftlv  157 
IT017  496  527 

Jabea  pl83 
JftcamndA  1069 
Jftckwood  528 
Jaggery  980 
Ja?a  674 
Jersey  19 
Jettison 
jEte  529.S0 

Kaolin  531 
Kitnri  gnm  425 
Knuri  Hpitrs  104*4 
Keol  p286  7:12,4  1078 
EediioQ  p28l> 
Kid  jzlnves  582 
King's  Yellow  633 
KJiec?  p286 
Konigsberg  6^5 
KoonAMooriu  419 
KndiAk  491 
Knstendje  263 


IMJRX. 


Liibftaniig  12  181  1115 
LAbowrsome  1115 
Lnbmdor  and  Newfotmd- 
lATid   trade    584  to  546 
850 
Lac  548    lac  dye  649 
htkc  lake  549 
Laces  308 
Laden  550 
Logos  29 
Lom^  block  651 
Landing  goods  552  to  654 
Lapis  Usuli  555 
Lard  3(J4  556 
Lost  557 

Lathwood  227  p611 
Law  duiea— «ee  teporato 

index 
Lay-days    50  157  558 
LiLZAfctte  p2Bft 
Lead  559  to  581  726 
Lead  pipe  560 
Leada  562 

Leakage  662  702,3  920 
Leather  563  861 
L<>dg(!s  p286 
Leghorn  285  p  48  573 

Bl(Ha/239 
Lemon  juice  p6GI 
LcinonA  52  290 

Lemon  peel  564 

Lentiiti  seed  p498  »884 
Letter  of  indeDinity  46 
Leront  Co's  rates  p47 
Liabmty  628 

Ligbt  freight  31 
Ligbt  goods  31 

Lighters  48  192  566 

Lighld  12  623  910  1128 

Lightning  19G  566,7 

LijnberB  31  p286 

Lime  p  493 

Lime,  bornle  of  668 

Lime  jnice  797 

Limestone  950 

LineijH  5t>9 

Linseed  375  p498  8  881 

Liquids  45  98  131  670  to 
572 

Liquorice  573 

Liquorice  juice  573 

Lisbon  290  850 

Liverpool  cargo  308  p  346 

Liverpool  docks  574 

Llotd'h  pB4S  b793 

Loud  326  1107 

Loading  137  575  to  677 

Locust  beans  578,9 

Log  book  p  327 

Lf>g^tood  580  1049 

Locidf>n  docks  620 

Long  tomiii.jrie  948 

Loogering  '141  535  659 

Looking  gloss  910 

Low  of  life  748 

Lnbeck  p  033 


Lucifer  matchet    79    19^ 

21H,20  462  581  to  683 
Lumber  684 
Lump  ium  109 

Macao  826 
Mace  585 

Hocbinery  586  to  589 
Mmciniofb  717 
Madder  p  225  s  691  to  698 
Madeira  384 
Madras  p55  s822 
Madras  rates  p55 
MAgocine  14  p  287 
Magnesia  594 
Mftgnetistn  of  corgoet  696 

to  598 
Mahogany  1051 
Molae  333  366 
Mail4  699 

Malaga  155  281  284 
Malt  601 
Malta  233 
Malabar  600 

Manifest  602  t^}  604  p51d 
Mttnufactar'd  goods  52  61 

304 
Mangold  imrtxel  p  498 
Manures  605  to  611 
Majrt»lep339  s954 
Mai«s*  grease  991 
Marionople  370 
Morkii  and  Nob.  208 
MarseiBe«p51il54p672 

s711,90 
Master    108.36,90    225,77 

p339to350  sdft6 
M«rU  p611 
Moatie  621 
Mote  135.44  225  p35l  to 

962  sn77 
Mate's  receipt  45 
Mais  B^iO  646 
Mataro  155 
Mnuritiuft  977  1169 
Measnremenl  goods  112 

106  430 
Measurement  o£  sHpa)  aeo 

tonn&ge 
Measurement  150 
Measures,    foreign ;    cool 

159,  groin  p229  to  233, 

oil  p  392,     rice  p  462, 

spirits  and  wine  p  524,5 
Mediterroiiean  359   p236 

to  244  8  6^i7,9()  1043 
Mdboume  316  1221 
Melons  28^1 
Memel  1037 
Metals  122  649  to  656 
Metftge  648 
Meiko  p634 
Meiicon  ports  €04 
Mice  1162 
MiUet  333  p499 
Military  baggage  p652 


INDEX. 

■ 

V        MillHtoneA  pa65  id53 

Oils  58  79  87.9   192  405 

Pinngua  858                        ,^^H 

Millboard  p  527 

462  536,71   688  to   706 

Pilch  25  57  775,6             ^^^H 

Mir&bolineB  657 

757  1013,239 

Pitching  1118                   ^^^H 

Mixed  cargo  3i3 

ODcake  710  to:7H  1240 

Pith  107                            ^^^M 

Mobile  1050;;                         1 

OU  doUmiff  715  to  717 

VhmU  p611                        ^^^M 

Mogndoro  B91 

Oil  Hkin  715 

Plunts  777                          ^^^M 

Moist  goodfl  106 

Oiling  the  eea  707  to  709 

Pliuiter  of  Paria  77B                ^^1 

,              MolaBBett  306  658  to  662 

01d«aburg  p6B4 

Phite  317                                  ^M 

^m        MoDsoona  329  663,4 

Olibanum  718 

Plate  ;;liifia*  312                  ^^^H 

^m        Montevideo  107  p2d3 

OUvo  oil  701 

Platform  720                     ^^^^H 

H        Montreal  385  p224 

Onion  seed  p  498 

PlumbiLfto  58  779             ^^^^M 

'              Morocco  1235 

Onions  302 

Plums  p  184                      ^^^^M 

Morra  1053 

Opmtji  719 

Phmder  921                      ^^^M 

Mortgage  68 

Oporto  156 

PI  V  mouth  273                   ^^^M 

MosButY,  Dr.  167 

Oranges  281  290 

P(n»onou8  fiubstancea  212        ^H 

1 Mother  o'pewl  665 

Orcliill*  721  to  724 

780                                        ^M 

H        MoiUmeiD    820,5    1026 

Ores    18    111,26,42,66,90 

Pomeran  731                              ^H 

H            1003 

72.5  tn  735  811,58 

Poodtitbica  p43                       ^H 

^"         Moyapore  434 

Orlop  deck  p2»7 

Poop  741  1152                    ^^^M 

Monfio  666 

Orpiracnt  736 

Poppy  flced  p  498              ^^^H 

Monjeet  667 

Oxidation  619  654  895 

Porthcawl  p294                 ^^^H 

MniiaUc  acid  212 

Port    chaj-gea   p  124    and  ^^^H 

MUBPHY  808 

Paekagea  pfi85 
Paddj  737  821 

aee  separate  index                 ^H 
Portlaod  atone  781    p  546         ^H 

^_        MtMical  inatnunenU  068       ' 

^m        Musk  669 

Pagea  1066 
F^ta  738 

Portngai  156,90  578  p  635          H 

^m        MusJe  into  U60 

■ 

^1        MostATd  670 

Palermo  691 

Poaado  phites*  628                     ^M 

H        MoaUrd  need  p  498 

Pfdm  oil  692 

Polaali  b  24  782  856                ^H 

■ 

Palleting  p  287 

PoUtoea  783  to  786                  ^M 

1              Nigtubo  972 

Partners  p287 

Poultry  1135                             ^M 

Kankeen  pbl 

P^nias,  Capt   243.70   650 

Powder  magaxine  14                 ^H 

Kantes  3^1                             1 

1186 

Preserrea  p  57                             ^H 

Naptlia  57  671 

PassAgea  of  transporta,  &o 

Primage  787                                 ^| 

Naples  157  592 

p  405  to  418 

Privies  741                                ^M 

Nalal  906 

Paaaengers  62  741  to  750 

Proportionate  freight  479         ^H 

Naval  frrovisionH  p  28,9. 

n85 

Protest  and  aorvey  p347        ^H 

'                NaraaM  421 

Patent  fuel,  see  foci 

788  to  793                               ^1 

Natron  902 

Patraa  282 

Proviaiona    74,7   p439  to 

4M  p  654  a  1116,7 ,35,38               ,, 

Pearl  a»b  24  1129 

New  Bnmffwick  826  1028 

Peaa  761 

p659                                        ^i 

1               NewcaaOfi  13S  903  p648 

Peat  diareofll  106,42 

PnuioB  n  18-1                             ^H 
Puerto  Kioo  604  973                ^H 

^—        Newfomidland  534 

Pecnl  763 

^K       New  Orleans  195  303  703 

Pbubxbton,  Mr  ISi 

Paget  Soond  1065                    ^M 

^H        Newport  185  pl24  h500 

Peiuing  764 

Fomna    38,4    106    p284           ^M 
a  336,9  461  647  624  661         ^M 

^m        New  York  p  CO  a  3t^,t^,90 

Penxanee  771 

^m            3U1  p225 

^m        New  Zealand  45  116  330 

Pepper  63  167  754 

800  680  995  1167                   H 

Peppermint  755 

Puree  801                            ^^H 

^B           4^^5  730  866  1064 

Fomambuco  975 

Pttrflvet  4116                      ^^^^1 

^H       1^4)tfmgiwi  1069 

Pern  722,95  860  1163  1234 

Punctnation  56                 ^^^^H 

^m       Niger  toed  p  498 

^m       Ni&ate  ol  Boda  79  112  676 

Pertivian  bark  756 

Piitehniik  802                    ^^^H 

Petrolenm  19  57  286  437 

^^^^^1 

^V           856 

757  to  768 

Quarantine  803  1178        ^^^H 

n               Nitre  177  215  676 

Phillipin*-  isles  983 

Qnebee  241  p  531  610            ^H 

Kitro*  iii'id  212  677 

Pbiliidt  I|i1iia  758  BOS 

Qneenatand  666                        ^H 

^_         Nilro  glyccnno  p  377  870O 

Pbospbonia  769 

Qnerdtnm  BiH                  ^^^H 

^m       Norway  603  p6a5 
^m       Nova  BcotU  1028 

Ptiotogrsphy  216 
Piano  fortea  770 

QttiekailTer  805               ^^^H 

^H        Kntniegi  678 

PUaaavA  976 

Baft  porta  287                  ^^^B 

^1        Nate  7 1  97  280  p  184  a  679 

Piga  1135 

Ra^  and  ahoddy  806               ^M 
RaUway  214  808  1060              ^M 

H           to682 

Pig  iron  610 

^H       KnsTomiea  p£3 

Pilcharda  771  to  773 

RaiaiiiB  281  p  184                      ^M 
Rangoon  824  1068                  ^H 

^^B 

Pilfering  3  358  921 

^"        Ofttmeft]  683 

PiUara  p287  a  1031 

Rapeaeed  p  498  « 885,6    .^^H 
Ration*,  Nciile  of  p654     ^^^H 

r              Ofti  664  Id  687  942 

Plroento  806,7  774 

^^       OdAfU  825,60,62,68  p236 

Pine  1082 

Rata  1157                         ^^^1 

m 

PLne  Bc<4»  «ee  teed 

RalU&a  244  807               ^^^M 

^^pH 

S^HIB 

^^6 

INDEX, 

J 

H         EeeetpUlor(;oodal67  808     J 

Seanllmpf  pGll 

BodA  902.3                    ^^H 

■         Bed  oortli  fm                       ] 

Scarph  732 

Soldiers  1123                 ^^H 

M         Bi^diraod  241  810 

Scendinj?  IIM 

BdMiem-  wife*  1130      ^^H 

■          Beflecttiirs  623 

Screwing  624 

Sombrero  420                ^^H 

m          V.r-<^m\n3  18  811 

Scuppertt  p287 
Scurfy  876 

Sorgho  905                   ^9^1 

■        J;.  [  Tt  7n 

Sonth  Amexiea  88i  Iffi^l 

H           K  [    it  of  M(!dit«rnmeim 

Bcaltlflt  p287 

422,58  fiS6  601  TSijIrH 

K             Fmgbi  Commee.  p2d6 

Sealuiiii  p648 

727  811,63,56  963,78        ^¥ 

■             io2U 

Scolingwnx  877 

Spain  155,90  256,60,81  852 

^^^^BespondcntiA  BB 

Sea  iibell»  891                         > 

Spaoish  files  94              ^^ 

^^■iU!«FoiifiibUity  223  612  to 
^^H  816  ^41 

Sea  sicknenii  747 
Seaio&s  of  (tbipuiect  see 

Sparks  196                    ^^H 
Sp4>ci6o  grarity   282  ll^^H 

^^Retortfl  817 

eaeb  article,  motiaootis, 

p6l6                            ^^B 

^^^BXiea  818 

Ac 

Spocie,  see  gold,  silrer,  dPC      ■ 

^^^raimie,  the  1D12 

Sea  water  720 

Speller  650  906  1245            ■ 

^^^Uhaliarli  B19 

SanowtCK,  Capt  268  587 

Snenn  oil  698                          ■ 

^^■mce  88  227  805  119  820 

Seedcake  714 

Spices  907                               ■ 

^^^       to  8'28 

Seodlao  538  676 

Spikenard  908                        ■ 

■           HiderA  829 

geedft  905  p  t0,l   8  428 

BpuiUandwiAes38  42  52    ■ 

■           Biilu  bullets  5B1 

p498to507 

98    225*82    306    629.aifl 

■          Bi^  373  447  1037 

Senna  learea  886 

1135,38,63  p513  to  fSfB^M 

■           Binds  541 

Sesame  seed  p496 

Sptrittt  of  wise  493       ^^H 

■          Bio  Grande  do  Sol  p38S 

8eTi]le  155 

Sponge  923                      ^ 

■               8  830  p  63S 

Bhoddock  seed  p498 

Spokes  1216 

^__  Bio  Jinc4ro  168  244 

Shaken  pG12 

Spontaneons  combitstlon, 

^^KBiver  PUle  21   422,58J3 

Shakey  p612 
Shanghai  1018 

tee  combustion 

^^m     835,63    991  1145  p  282 

Sptmged  689 

^^H  Bock  oil  757 

Sharks'  fina  689 

Snninanthem  924 

^^m  BoUiog  ^^  lei  1110 

BbawU  p  57 
Bbcerfl  587 

Stahility  32  1112 

^^B^°^ 

Stanchions  p  287 

^^  Eope  631 

Sheep  45 

Starch  925 

■          Bo^mary  9B6 

Sheet  lead  561 

Stationery  926 

■          Bo»ewood  244 

Shelf  pieces  p287 
Shell  and  rockets  12 

BUves  p  527  to  531 

■          BohId  841 

Steam  engines  932 
Steam  ships  25U  619  p639 
Stealing  984 
Straw  i3alt  960 
Bt»el  IBS  93S 

K         Bom  306  034  912  1135 

Sheila  891 

Shellac  538  890 

^^■.Biwia  p685  il23e 
^^TBta  A65  p498 

Bherbro  682 

Shifting  ItlG 

Bhiftiiig  boards  341 

Steredoro  29  498  630  986 

H        BAletybrnp  149  493  623 

Shingle  35 

to  945 

^^H^     910  1136 

Sbipa,  namea  of,  Be«  ee* 

Stickhio  946 

^^K  BitOmir  848  p498 

parate  index 

Siiflhess  1109 

^^KBftflaron  &44 

Shirtuiff  892 

Stone  35  192,3   p540  to 

^^V  Sago  845 

^^B  sSs  p477 

Shoddy  666  806 
Shot  12  595 

549 

Stoppage  in  transitn  9573 

^^■BtPetemborg  52  1040 

Shnmac  282  893 

Stores  959 

^^^H  Bal  ammoniiic  840 

Sicily  38  ^91 

Stowage  511  713 

^^■Bole  815 

Sierra  Leone  80  1026,44 

,     Stowai^e,  broken  1027 

^^■Mt   809  412,68   847  to 

Siik  894,5  1004,21,74 

Stow  hole  316 

^^H     855  910 

Silver  896 

Stow  wood  1026 

^^H  Salting  855 

Straw  3  75  247,66  311  446 

^^Vfialto^e  79  96  177  530 

754  822 

Stringers  p287           [956 

^^K     868  to  666 

Six  850W  Harrta  667 

Substances  eoluhlo  in  wa- 

^^Bfialnge 748  857 

Sister  keelsons  734 

ter  961 

^^H  Bampioiipogts  p  287  1210 
^^B  Band  29  83.4,5  19^J  869 

Skins  536  668  897 

Svccadees  962 

Slate  229  926^6 

Snot  794 

^^B  Baadaland  sapan  woo4  688 

Slinging  312 
Bmaltz  or  8Dialt  898 

Sugar  307    641   p553  to 

^^m      695  668 

567 

^^B  Bin  Wimdaeo  831  870  to 

Smila^t  899 

Sugar  candy  984 
Sulphate  of  soda  9B5 

^^m      874 

Smoking  1128 

^^B  BanU  Aima  1051 

Smoking  ships  1166 

Stilptur  79  986 

^^H  Banapaiilla  875 

Smyrna  281,9  591 

Sulphuric  acid  211 

^^^V  Banencl  p57 

^^KBaOnpSf 

SnoTler  766 

Sumatra  44 

Snow  900 

Sunday  319  553 

^^H  BammAh  1050 

Soap  901 

So^nm-uualgam  904 

Supercargo  29  622 

^^^ 

INDEX. 

^^^^^^i^^^B 

Hfinrgeon  pe59 

TrenRilfl  p616 

WAgee  p  676  to  680               ^^H 

■jl^&wn  974 

Trieste  p50  b856  929 

Wainficot  logs  p  611               ^^^H 

^^^^Bpa  cargo  H80 

Trim  1100 

Walkib,  Com  596                 ^^^M 

^^^■e  Beed  p  4l»8 

Trimming  Goal  &48 

WahintJi  1180                          ^^^M 

^namy246  p  346. 19  8  792 

Trimdiwi  25 

W<iliiut  wood  f>10                       ^^^H 

»     988 

Troopa  p  649  to  661 
Tropica  616 

VfWl  »ided  p  287                              ^M 

^BwviAea  p  124  a  7*27 
^Kwe&tiiig  boSiM  989 

Wanghee  or  vrhaughee  1181           ^H 

Trtrnkfl  1189 

War  814                                            ^M 

^BweetmeAU  p57 
■Sweden  p  636 

Tnmk  planks  1210 

War  chaHer  pArty  1182                  ^M 

Trankway  S9 

Wmtii^Q  1183                                  ^M 

■6jdn«xllil,44plBl  a  316 

Turkey  p  573 

Watch  tm^klu  1184                          ^M 

^     670  ©98  730  1216 

Turmeric  1140 

Water  p  650    s  11B5  (o  1189          ^M 
Water  closet  741                              ^M 

Bjn  S9  fiOd                         1 

Turn  137 

Turpentine  276  671  816 

Water  (?ouraeH  p  287                         ^H 

T*bk  Bay  4fi 

UU 

Waterproof  elothimg  1190              ^H 

TftblM,  liaioL  see  sep&rato 

Tntenag  1142 

Waterways  337  p  287                      ^M 

index 

Tuticorin  194 

Wax  1119                                         ^M 

Tjj^^ae. 

Tmxt  deck*  305 

Weight,  Lucreaiie  of  380                  ^H 

Xyne,  the  135 

Weights  133.50  p  234,5                  H 
Well  1191                                        H 

Tallow  66  233  453  684  991 

TiunAriDdfi  993 

UHagG  572 

West  Hartlepool  p  6-18                    ^M 

J Tanki  p31  sll88  p684 

Ultmm urine  555 

Weat  Indies  196  306  963       __^M 

B?<^pi»<:»  9^ 

Undfrwritera  1 

10*26,48                                  ^^^M 

^Kar  452  995«6 

United  States   19    55    64 

Whalebone  1192                     ^^^M 

HTftre4  p  145.85  498 

159,92,95  333  p  229  8  827 

Whale  oU  699                        ^^H 

^■'Taras  mnd  allowances  997 

1095 

Wharfage  1193                       ^^H 

^tTMmaniA  SSO 

UnlodflinK  1143 

WhampoA  lUOl                      ^^^H 

Taati]iRp6t2 

Unrated  wood  1197 

Wlieati  see  pwa                    ^^^H 
Whiskey  498                            ^^H 

Tea   88   192   305  998  to 

UuBoaworthy  713 

^       102*2 

Unaguay,  the  river  1145 
Utt^  1146 

White  Sea  232                        ^^H 

H  Teak  1063,202 

Whitewash  1129                     ^^^M 

^M  Teel  liced  p  498 

Whydah  616                            ^^^H 

^B  Terra  japonic  a  1029 

Ynlentk  285 

\Vind<iiiiU  657                          ^^^^H 

■  Thainc«,  the  138 

Vftlonia  1117 

Wine,  «ec  spirits                      ^^^^H 

^1  Theft  3  519 

Valued  policy  496 
Valparaiso   275    393   604 

Wingers  1195                          ^^^H 

^■Thick^ttLff  p611 

Wing»  p2d7                            ^^^B 

^■Tier  KJ^i 

728 

Wire  1196                              ^^H 

^^■BUh  1025 

816  1148 

Wood,  a  cord  p  612                   ^^^M 

^H|lk«r  227^1  630  p592 

Wooden  ahipii  119H  to  1207            ^M 

HrSfii? 

Wool  56  p  m}  to  708              ^^M 

^K  TlmY>er  ships  p  287 

Vegetable  wax  1149 

Wrappers  1241                         ^^^H 

^V  Timothy  seed  p  498 

Vellum  1150 

Wreck  814  1242                      ^^^M 

^KTincal  67 

Venice  157 

^^^^H 

^■Tiii  45  182  !070 

Tentiktiofl    830,1»5    1151 

Yam  454                                         ^H 

^■Tobncrn  1071  to  1075 

1152,3 

YeEow  Sea  282                                 H 

^V  Tobacco  amoking   13   79 

Vemucelii  1154 

Yokohama  1070                              ^M 

■       V}6  H28 

Vermilion  1155 

Yorkshire  landings  p  541             ^H 

^K  Tnrnminf;  tip  or  off  1079 

Vermin  1156  to  1173 

^^^^H 

^H  Ton  p  Oi J  to  625 

VeH&elH,  njunes  of,  see  ae* 

Zante  283                                ^^^H 

^■ToonoKti  p025  to  B^U 

paratc  index 

ZanzibAr  426  p  400                ^^H 

^■Topdidev  337  p287 

VeBuvian>i  220  583 

ZcA                                           ^^^H 

^H*ortoUe  ahclls  1097 

Victu&liing  ator««   p28,9 

Zebu  983                                   ^^^H 

^Krade  winds  (V64 

8  1123 

Zedo»ry  1244                         ^^H 

^■Traga<*aijLh  1098 

Vilhi  Nora  579 

Zinc  or  ■pelt«r  1^45                      ^M 

Zinc  snlpaate  or  white  vi-            ^H 

triol  1245                            ^^H 

^K  Transhipment  1090 

Vinegar  1174 

^■Ttuiaporte  1123 

Vitriol,  blue  183 

HTreafiiM  319 

Vitriol,  oU  of  210  1174 

Ziuo  sheet  1246                     ^^H 

HSgfoUie«dp498 

!i3iHHiH 

^^^H 

^         INDEX  TO   VESSELS      ^^^| 

^^^V                                            Bcltfnd  to  biddenUllj  in  Uiifi  work.                                  ^^^H 

^H          Al»bott't  B««diiig  869 

CUrcrndon  1020 

FiglU  UagE^ore  710  ^^H 

^H            Ac^lSmn  386  758 

CogoletU  991 

vimem                       i 

^m           A^hiUes  49<J 

CoDunUsary  1051 

Florenee  Nightingale  149 

^H           AdA  iS3 

459                                    ^ 

^H            AdunAnt  1225 

Contest  389 

Frank  Botdl  196                 ^M 

^H            Adek  461     8j^ 

Conway  717 

Friar  Tmek  1007           ^^M 

^H           Admind  694 

Com  Linn  672 

Fngitive  40                   ^^^^H 

^H           AlUjQ  757 

Cormorant,  H.M.S.  503 

FuKilier  748  867         ^^^M 

^H           AgrippmA  219 

C<nmti>M  of  Elgin  216 

FyencMJid  917              ^^^H 

^H            AJWrt  H06 

Criterion  265 

^^^^^^H 

^H          AOIeim)  955 

Cubsnn  729 

Oahboldi  259              ^^B 

^^^  AlliitiMS90 

George  713                 ^^^H 

^^B  AhnA  1068 

Dalhonaic  621 

Geziena  767                ^^^H 

^^V  Al]rf&i>337 

Daniel  Webaer  712 

Oliona  806                  ^^^H 

^^V          Ann  AdtmAOO  1021 

Bijmff  ^17 
DftuntkOT  1238 

Glangow  944                ^^^H 

^H           Ann  ttod  Soflwn  1Q7 

Golden  City  621          ^^^M 

^m           Ann  Wood  399 

D  Bvl  J  O ,  Flemin  g  622  G38 

Greenwood  416           ^^^H 

^B          Axmie  Comm  66$ 

DepcDdeiit  4t>'j 

Greflian  245                 ^^^H 

^H           Anrtu;  344 

Dtrwcnt  717 

Grey  Eaglo  763          ^^^H 

^m           Anol  1145 

De  Vrifs  767 

^^^^^H 

^H           Ark  190 

D«WA  Gno^ndhur  525 

mvclock  836              ^^^1 

^H            AnnHtroiig  1CK&1 

Diana  921  1143 

Ha2^d  919                 ^^^H 

^H            A>»liiu-  221 

Dr.  F,  A.S.  Hauler  Um 

Uthe                                ^^^H 

^H            AtalatiU  277 

Duchc-^i  ol  Lemfi^'r  913 

Hnlona  1239                 ^^^^H 

Diinc&n  Donbar  1217 

H^'lrae  704                   ^^^1 

^m           An»tr»1i»riMti  485 

ll^nry  Heed  681  ^^H 
Uorald  1072                  ^^^H 

EajcJet  695 

^^H    Bnlgownie  III 
^^H    Pelle  C83 

East  430 

n«ra  of  the  Nile  688  ^^H 

EdiBa  260 

Ili^y  Dick  &H9                fl^^H 

^^^     BtOlc  of  Devon  106 

Edith  425 

Himalaya,  H.M  S.  259  W^H 

^m            BelpoT«  9^15 

Eilnnrdo  76(5 

Hiadon  761                            ^1 

^H            Bdgn&^ia  195 

Eiiler  717 

Hoo^kly  686  ^1 
Hviaifcldt  S09                      ^M 

^m           BenlAb  626 

ElJorado  415 

^H            Billow  28 

Eli'tm  3(i6 

^H 

^H           BomttAimd  9<^ 

EUx*  hTr^ 

In^p^rijil  $il                         ^H 

^M           Bcmn  Fide  157 

Eliza  WaUi.  r  4r.3 

,     I  cm  630                                   ^M 

^m           Botiil*  155 

EJumbcth  Btuiiig  002 

Ion  a  4K2                                ^H 

^B            Brevet  423 

El^iena  74i7 

lone  97^                                ^H 

^H             Brimnot  259 

EinUy  190 

IxiA  884                                 ^H 

^H             ItnlUh  Qaeen  282  CM 

EmpriJFM  E  ago  III  e  218 

^H 

^^H             Britruiiiia  155 

Ki.fulJ  72:j 

James  Baimn  530                ^H 

^H             BaJTiJo  5!^3 

Era  223 

Jnmea  Gibivoii  6^11                ^^M 

Enomiintfa  IKMl 

Jamca  Pattison  530              ^H 

^K           Ctadew  1016 

Escort  IDO 

Jural  A  4X5                             ^H 

^^^.     Cjunbria  461 

E«t«Uo  97.^ 

Jtnifialeni  801                       ^H 

^^^B    Cupe  City  699 

EuR^'Tiic  610  1043 

Jlhbo  Miller  101)9                 ^M 

^^^M     Carabon  73S 

Eantpa  4  IS 

Jessie  1072                             ^M 

^           Cambeftn  7(Ki 

Earopenn  7iJ6 

JnhannaOlaJ]4i  nil            ^M 

^H            Cantijtie  4lU 

Eiimu  262 

John  Tempcrley  1015          ^H 

^H            Castor  975 

Eva  902 

Jordan  Ul                             H 

^H            CedAT  576 

E.  W.  Prntt  7f;3 

J.  L,  Gikhriiit  197               ^1 

^H            Cheviot  9S0 

Kxcebior  1149  1231 

J.  P.  Wheeler  825                 ^1 

^H           Chmtiiuifi  453 

Jiilia  6.SG                                ^1 

^H           Ciitij  1074 

Fiiiry  7U  775  1111 

J.  W.  Speocer  1054             H 

^^^     Viiy  of  Cntxtv  217 

F>dcon  1111 

^H 

^^^fe    Citr  of  CftrliHle  194  1016 

Fame  1172 

KaUibrckka  3G0                    H 

^^H   Clan  1179 

Fiery  Stw  1233 

KiUo  1007                            ^1 

^^^^^^V        INDEX    TO    VESSELS.                             '^_^] 

"     EilAiurfi  1048 

Nile  920 

SeotnnaD  461                    ^^H 

KonLagin  der  Nederlimdeii 

Nonpand  293 

8elne  717  U90                   ^^H 

1168 

• 

Sepoy  168                           ^^^H 

Oaldand  196 

Sir  Jobn  Mooro  387                   ■ 

Lidy  GeeiliA  643 

Ocean  BHde  282 

8ir  GcorKC  Ort^'y  425                   ■ 

Jmdy  Kinnaird  029 
La  Qiuitflhi  1141 

Odesaafie 

Sir  B.  Abercroinbie  1177           ■ 

Omar  Pkaha  1221 

SirT.  Oraham  710                     ■ 

Lii  Gloirc  H.lMkr.3.  53S 

Onda2a9 

Sir  W.  F.  ^ViUiams  983             fl 

Lfiiuler  •1»8»9  501 

Only  Son  63 

Blifco  951                            ^^H 

Llj^nre  304 

Ontario  477 

Solent  7t7                           ^^^1 

Lily  1144 

Oribe  634 

Soavenir  141                       ^^^^M 

IdTerpool  274 

On«Dt  1237 

St  JoHepb  1104  ^^^H 
Star  of  Ta:>m(inia  1239     ^^H 

LivmgstoQe  880 

Oridamjiic  446 

Lord  of  the  mm  265 

OrioQ  765 

SUr  of  the  West  139  276  ^^^B 

Lord  Hovatou  11 11 

Oscar  581 

Stebonlimtb  600  937                   ■ 

Lord  Bi^Qrsdalo  155 

OHflO  1240 

Sterna  259                            ^^M 

Lotty  Sldfih  ^137 

Storm  1018                        ^^^1 

Lacy  and  Paol  768 

Palmyra  636 

Summer  Cload  939            ^^^H 

Partisan  421 

Sunda  1207                        ^^H 

M.A.Biion  394 

Pearl  502 

Snninm  754                      ^^^H 

Madam  279 

P€piU220 

Sntlcj  530                          ^^H 

Mafficiftw  6^ 

Pera  215 

Syrupbcenician  1055           ^^^H 

Mft^malia  870 

PerMTeranee  456 

^^^^H 

Mfkraibon  446 

Pcraian  250 

Talk  H&triet  579                ^^H 

Hareareitia  Koesntn  Sai 
Harmiifl  391  903 

Peter  Matwell  633 

Tauior  706  139                   ^^^1 

Pbantom  9:t0 

TkaUtta  931                       ^^^1 

Murtftban  1177 

PbiDoix  490  627 

Thnmti^  260                        ^^^H 

Marthji  786 

Pioneer  662 

Tbomos  Bell  733                ^^^H 

MiLrthft  Wendell  785 

Plantagpnet  165 

Thomas  UoweU  157           ^^H 

Miiry  Ann  972 

PoUox  806 

Token  680                           ^^^M 

Mary  Ammh  1067 

Premcbund  Hoyclinnd  194 

Torfdda  niO                       ^^^1 

Mary  ErtEabcUi  731 

Preiident  867 

Torr«3  del  Oro  582                ^^B 

Mary  Gilleipie  260 
Matilda  419 

Prince  of  Walea  518 

Tmf  aI^jjiit  509                               ■ 

Prompt  868                              , 

TmrntALliiniic  425  1218        ^^m 

MaUldA  Watienbadi  588 

Trial  1075                              ^^M 

Modway  639 

Qaoea  498,9  501 

Tnm  1075                          ^^H 

MeliU  975 

Qaeen    of    Kationa  lOlS 

T>-nemouth  260                 ^^^H 

Kflnmre  460 

1219 

^^^^H 

Ueno  921 

Qaoen  of  Beanty  565 

Ulfrida  564                          ^^H 

Unanimity  1B3  ^^^1 
Urania  461                          ^^M 

Mes«lnA929 

Ralstono  642 

liet^r  768 

Rangoon  434  635 

MldloUiian  SO 

BarcnAcraig   132  722  821 

Taldivia  646                       ^^M 

Mignoiwtte  25 

862  B82  978 

Veloddado  1017                 ^^^H 

Uindexi^m 

Bed  Bovor  750 

Victor  413                          ^^H 

Mumrm^SB 

Beform  687 

Victor  Anf^«tc  996             ^^^H 

Monareb  358 

fieglDa  61 

Victoria  1173                      ^^^H 

ViUage  BeUc  916                ^^M 

Montis  orency  419 

Bobertwm  941 

Volga  685                             ^^H 

Moodki«84 

Bobert  Bhgltt  628 

Voltujteer  681                      ^^H 

MoDlJMhe  445                         , 

Bocket  878 

^^^^H 

MonlUn  976 

Bosamond  9^14  996 

Warnor,  ILM^S.  516           ^^H 

Motmtolnoer  931 

Bosliti  1016 

WbiMpur  282                        ^^H 

MiJUTfty  1224 

BoiulaiDf]  478 

Wicdicrgina  Mnrtcna  684    ^^H 

Boyal  Arthur  644 

Wilbuliii  453                        ^^H 

Niind,  nM.B,  423 

Royal  CharUe  259 

Willom  .TATobttH  074             ^^^^1 

y_    Kft|kl«r  417 
■   Kilol  StJir  749 

Boyal  CharttT  716 

Witcb  of  Toca  864  1229     ^^H 

Bndolpb  796 

H  Naval  Brigade  194  724 

Zealand  684                       ^^H 

H   K«nil«  690 

Bt.  JtHUi  259 

Zoroaator  685                    ^^M 

^1   Now  England  672 

1 

P 

COAL    CARGOES.        ^^^1 

1 

1 

1 

■ 

1 

?lg« 

Kamet  of  Tessels 

reg. 

Ton 

Description 

1 

1 
1 

1 

295 
272 
182 
134 
U4 
441 
S95 
327 
180 
114 

f905 

114 
619 
56() 
4H3S 
126 
222 
5(H 
505 
560 
659 
529 
1^ 

479 
169 
4^6 

267 
489 
988 

104 
604 
604 
563 
221 
6«3 
259 
701 
688 

a2d 

683 
628 
111 

700 
602 
460 
255 
619 
91 
601 

QxjEEi^,  schooser  *t.**it*t* 

96 
102 
122 

124 

ia3 

138 
141 
144 
144 

157 

159 

176 
1S3 
185 
187 
198 
205 
212 
222 
223 
325 
249 
261 

267 

266 
268 
268 
290 
SOO 
302 
B40 
860 
364 
364 
372 
872 
876 
462 
482 
612 
629 
551 
688 
682 
736 
B66 
980 

160 
160 
202 
200 
197 
226 
230 
220 
250 
297 
800 
285 
260 

2S0 
290 
276 
830 
810 
927 
580 
820 
285 
855 
408 
420 

886 

400 

406 

880 

474 

420     1 

660 

889 

493 

642 

602 

480 

570 

60O 

700 

710 

700 

600 

760 

860 

900 
1086 
1600 
1606 

430 

116 

700 

Landshipping  coal 

Kewcafitle  coal 

West  Hartlepool 

Coal 

New  Pfllton 

Coal 

Coal 

Shiclda*  steam 

Swansea  patent  fuel 

Llanelly  coliti 

lilaneUy  coal 

Newcastle  jarrow 

Netills's   hand-picked 

LlancUy 
New  Pelton 
Coal 

Bnnderland  Btcam  coal 
Scotch  coal 
Coal 

Cardiff  coal 
AlloAcoal 
Cardiff  ooftl 
Cardiff  coal 
Ncrwcaatle  coal 
Cardiff  cool 
Coa!,  irith  dO  casks  of 

Unfteod,  &c. 
Cardiff  coaX 
Cardiff  steam  coal 

Coal 

Newport  coal 

NcwcttsUe,N.S.  Wales 

Pictou  coal 

Cardiff 

Newport  stesjn  coal 

LlaaieUy  coal 

AborsTon  coal 

Coal 

Coal 

Coal 

Coal 

Sunderland  coal 

ShieldH*  cool 

Coal 

Cardiff  coal 

LiTerpoolf  Hieam 

Keweasile  coal 

Patent  fuel 

Coal 

Caidlffeoftl 

Coal 

Coal 

Cardiff  coal 

Msiioufiji,  brig  .••■•*•»••*• 

Acadian,  brig    •«........*« 

Tamas,  schooner  * . , 

BtmoLPH,  brigantine    .*..*. 
Faibt,  HchooDer    *»......•* 

TaIiK  BjloribT}  brigantiiie    * 
Ocean  BaiitB,  scboonor  .... 
8otrvsNiR,  ftchooner. ...,,.. 

ItEAitBB,  schooner    ........ 

Star  of  ths  Wbst,  achooner 

BLsRAi^D,  brig 

AViLLEir  JacobctBi  brig     .... 
Mabt  Elizahctb,  brig     .... 
Beiak  of  Dkvon,  bng  .... 
At.lianct?,  brig  ■ . « i  ■  ■  r  •  1 1  ■  > 

AnxLA,  brig    T. ........... . 

IriBi  brig     ■..■•*••..**••** 

Cabtos>  brig  ,«••«.«..*•..• 

Mary  Anx,  brig 

PUAKTOH,  brig     ••.«..«....• 

Eliza,  barqno     ..*.■••«..*. 

RzsToRTF  KosssrnAOJiN,  baiq 

ScKIUH.  briff  •>..*»•«*«••■* 

VKT.ori£DADKt  btx^no 

PABTiZANt  brig 

'WrrcH  OF  twt  Tkis,  barbae 

loNAf  barqoe 

Awn  and  StrdAN,  aohooner  . . 
J.  W,  SpENCEKf  brigantino  .. 
BtbophceniciaNi  barqne  •  • , , 

loKB,  baraao 

ContbsTt  Drig    ,,..., 

MocTLTANt  bitf qae 

Bib  Obobge  Oret,  barque  ,, 

ExcBLSioB,  borqtio    

Caldew,  barqne     

Maunus,  barqno  ........*• 

Mbshxva,  b^rqa^    • « * .  • « « . .  • 

Ratxnsoeaio,  Bbip 

Btab  of  Tasmania    .,,...., 

CoxMiBSAjiT,  ship. ■•• 

J.  p.  Wheelxb,  s^p    ...... 

OsEXNWooD,  ship • 

jBiHXB,  brigantino 

Dft.  F.  A.  a.  Hvims,  ship  . . 

1 

By  reference  to  the  pAgeSi  do 

UOiof  H 

licse  Tess 

ds  may  be  teon. 

i 

INDEX   TO   LAW   CASES 

Bolented  to  incidentally  in  thii  woric 


A  bale,  OomBmr  t,  PERor, .    pQ^e  1B9 

Ale.  SlARTIIfB  r.  CAMEMOJi 71 

AllegLMl  liJibilitj,  Hilmajc  r .  G  ii.rkbt  354 

Average,  RoiJX  t?,  8altado& 231 

Bad  stowage,  Eswvxt  r.  Jambr      .  &20 

Bags  of  Coffee,  Paucsb  v.  Lehok  .  128 

Bones,  Htmr  v.  QBBXVse  .......*  91 

Bricktf  QoaasTT  «.  Mklby^bh  . .  * .  ftSQ 

Broken  etowage*  Cook  v.  Mxek     . .  606 

Can  hooks,  Oelbicks  v,  Bobotion  .  188 

CMorido  of  limes  BBi.Bi»«.HjJTL^A2n>  90 

Cotton  burnt,  Mobwoo]>  v.  Pollook  139 

Cylinderii,  Cawthobick  v.  Bust  ....  830 

Damaged  cargo,  Bakcsb  t,  Wileis- 

Bosf 270 

Bamaged    cotton,    Fabewell    f. 

Bbtakt * . , , 142 

Damaged    cnrrantai     FAOKXfiE    tf. 

MlLXKB •  183 

Damaged  cotton,  Moore  v.  Owen  . .  141 
Dftngeraaa  gooda,  PENOfsuLAA  axd 

OMMvrjki.  Stkam  Co.  v.  Btbwabt  149 

Dead  fmght,  Eibx  r.  Gibbs  ......  2&8 

Dead  fineigbt,  Nichol  v.  Ellis  .. :  610 

Deck  cargo,  Coebt  v.  Ho»maoN    * .  £71 

Deck  load,  Cobbt  v,  BoBUfgoN  ....  153 

Deck  load,  Ceow  v.  Armstbono    * .  6^7 

Deck  load,  Meixob  p.  C  a  apple  . . . «  144 
Deck   loBd,    grain,    Maowllock  v, 

Gbibve  ...   290 

Deficiency,  Edii«  r*  "Refoioc'* ....  895 

DeUrery,  CiMi.  v.  Holme  d 590 

Demurrage,  Bxith  v,  Bixvekiko  . .  156 
Electtii;  cable,  Tki.bobaph   Co.  v. 

DicBfiOsr .....,.,..  167 

Emery  Btone,  LBVJkirt  Co.  v.  SiiBBBS  517 

Eapaiio,  SuiXT  P.  NoBLB   ,.. 171 

Fast  day.  S.  F.  Co.  v.  Tamozbb  ....  171 

FeUt  Agbaman  v.  Ekobbt 172 

ISigB,  HONiaOHBB  p.  BoBtNftOK   . .  * .  184 

Freigbt— nuuze,  Abaub  v.  Anbalzm  208 

Freight  by  weight,  Tbistle  «.  Oslet  320 

Frtiifiht,  DicntBitaoN  p.  Lako 178 

Gold    dust,     WlLLIAMB    V.    ArBXCAN 

Stbam  Co. 194 

Good*  loat,  IiAKE  V.  Dixon  ........  322 

Grain  heated,  Gibiobt  r.  BTUBas    .  210 

Gonjiy  bags,  Nicol  p.  Botd 2G0 

Heated  barley,  G  bo vbtto  r .  G  bbooby  207 

Hold  accident,  Pubceli?.  Bebfobd  . .  436 

Leakage^  Bsiscall  v,  '^Hblbxe"  . .  890 

Leakage,  Cbottb  p.  Mabbhall  ....  890 
Leakage,  **  Elizabeth  Babiko"  v. 

TwixELL 3€8 

Leokagt*^  SxMitoNS  v.  Gbebv  ....*»  521 

Life  saivagc,  Salvobh  t?,  Ownebb  . .  424 

Load'g,  in  torn,  UcLjf  KEX  e.  Souune  325 
Biarianopk    whe^it,    Gattobuso    v. 

Adams. , ,  221 

Mate,  BovKY  r.  M  GuEaoB 360 


Matted  biirds,  CoLoiao  9.  Otto*  .  B7 

BIftte,  CBorr  v.  Btampbb 358 

Mate,  CuBTifl  r.  Btaflbton 3S7 

Mate,  Gilbert  r.  Hillxax 854 

Mate,  G&AT  v.  MAmaaAi.L 857 

Mate,  JaxzbForbeb  c.  *'D.  O.  Flbm- 

Dfo**    859 

.  Mate,  Kbllakd  t?,  Ebwabdb 854 

Mate,  Knro  v.  Smite    859 

Mate,  M*GoWAN  v.  '*  James  Gibsor''  361 

Mate,  OwEV  v.  Beown 881 

Mate,  Teb  Mati  v.  "Ladt  Ceouja"  861 

Mate,  Tobbbll  v.  Cobneb 855 

Mate,  WiLKT  p.  Csiapiir 857 

Mate,  Bbowv  P.  OwBM 861 

Mate,  O vim  v.  M' Abthvb  .,...,..  861 

Mate,  HoBBOir  v*  Clexeitt • , .  S63 

Mate,  Staplbtoit  r.  Cubtis  ......  857 

Measoreinent  of  cotton,   Soakd  e. 

Gbant.. 14S 

Data,  Glabb  v.  Haboood 882 

O&tH}  WOEN  r.  NOBWOOD .,  881 

Oiia,  KoEBEL  V.  SAtmDERfl 888 

Oil  lejikage,  Ohbloff  u.  Bbibcall  ,  705 

Oilcake,  Siumonds  p.  Dkivbb    , , , .  395 

Oilcake,  Watlinq  t\  Williams  , , . .  896 

Oilc&kc,  M' Andbkw  v.  Lidoett  ....  894 

Opet)  baLebway,  Hibbs  r.  Eosa,  * . .  265 

Opiom,  Tbonbok  v.  Dent  ..«*.«.,  998 

C^  BioBABDSoir  V.  Sadleb 403 

Pasaenger,  Aldvobth  p.  IIkd  Eoveb  425 

PasftcDgen;,  Frakptox  v*  Kennib  . .  424 

Plunder,  Beck  v.  Williams  521 

Porter,  Hitbon  p.  Ttbbb     SOO 

PreiKired  ttm,  M'Iveb  e.  M'Phbbbon  202 

KApCiiCed,  DtTMAB  9.  Mabbhali,*  « *  •  606 
ILc^eipt  for  goods,  Oblbans  Kaii^wat 

Co.  V.  Do€KB  Napoleon  Co 454 

Bapan  wnod,  Mitlleb  v.  Sibvek    . .'  894 

Sb  art  d  tliTrery ,  Thompbon  v.  Domtn  t  381 

Short  deli  very,  WooimARO  v.  Zebio a  2  01 

Suow,  Sca,iwLz  p.  Fekwick 610 

Staves,  M'Mutii^o  p.  Btetetvbon    . .  5.90 

Stevedore,  Spaxs;  &  M'Cabe  r.  Home  539 

SteTOdore,  Gobmam  v,  TATLom 536 

Stowage,  CoALLiKoB  P.  Williams  . .  538 

Stowogti,  Hobebts  V,  BuAW    ......  536 

8towafj;:i%  Sack  r.  Ford    .,..,.....  538 

Stone  freight,  Pou^XirES  r.  Fbazea  544 
Straw    pl«it,    Oeech    p.    Genebal 

Steam  Navioatiosc  Co.   ........  551 

SarpltiB  cargo,  Coos  p.  Hubback  . .  218 

Sydney  cjirgo ,  Pubt  r.  Do  wie  , .    106  696 

TeA  or  Silk,  Ae^ambon  v.  Ddncan  . .  591 

Tobacco,  Chaveb  v.  Bbooeb 619 

Transhipment,  Havdorn  v.  Bibbt  . «  640 
Turpentine  and  Flour,  Acbaman  r. 

''  Star  of  the  Wkbt" 177 

T nrpentine^  Ci ille stle  p.  TnoMPSON  456 


^m         IblsbCo 663 

^m      UsAge,  CuTBHERt  V.  CunMJua  ....    664 
■      Vftiaed  polk;,  T«Biif  r.  H4sroBi>. .     292 

^       Vermin,  Kay  v.  Whkklkb 675 

Vermin,  KrBxi.Ain>  ©.  **  Famu"  . . .  •     673 
VMQviuift,  Btmwi  u.  Hutgbinbon.  .    3*29 
Wftgen,  Ai^DKiDOi  c.  Ca.riioll    ....     680 

WagoB,  Ballat  v.  BaoDiE 678 

^       War    charter   party*    £bposit£>   «. 

Weight  or  quantity,  SttiTH  r.  BixoT^    227          H 
Wlioiiage,  SouTOAMFTON  Dock  Co.                   ^| 

V.  Hn.r. 686         ■ 

Wine  staved}  Edwabds  c.  Kkllavo    3M        ^| 
Wool  freight,  Ruaau^  Btkam  Co.  r.      ,_^^^H 

Wool  freight,  Russiah  Steam  Co.  v.          "^^^H 

SiLVA  .., 88         M 

Wool  and  Oilcake,  ISRAEL  r.WiLaoKT    T07          ■ 
Wrong  stowage,  SAKOKMANV.SciAB    61ij          ■ 

^^H             INDEX  TO   TABLES.                    ^M 

^^^Wmiralty  aheU,  weigbt  of  . . .,pagc      73 

aioiwol .*.,     263 

■      Algoa  Bay,  tonnaga  icale  cargo  boata    702 
f      Algoa  Bay*  average  ratca  of  trelght .    702 

AlgoA  Bay,  <K>mituHaionB 703 

ADGhon,  minim nm  weigbU  of  . . . .     471 
Armstrong  gana  and  abot  ........       73 

Grain  meamrea  of  variou  a  nations . .    ^M^^^^f 
Qrain,  proportianate  frei^^lit  table* «      ^^^^^^^1 
Grain,  Wool,  and  Seed  proportionate      ^^^^^| 

freight  of   ^^^^H 

GravitLsa,  specific  of  various  articles    24$^^^^^ 
Oravitiea,  specific,  of  various  waters    Idii^^^^H 

Guano,  composition  of  good  ..,..,     248^^^^^ 

AiuLcaycs,  port  flluurgea  at  «....,..     603 

Ballast,  cast  iron,  Admiralty  piga  . .     301 
Bueaoa  Ayrea,  port  and  harboor  dnea    283 
Cardenaa,  port  cborgea  at   ........     867 

Caika,  Admiralty  and  ordinary  ....     101 

Caika,  splriii  stzes  of  623 

—       i *Mkti.  wini*,  nt,Q<»  of    ....** ft28 

Havannali,  port  charges  at BBT^^^^M 

Hemp  cargoes  diacharged  at  Plymo.    269  ^^^| 
Hemp  and  wire  nggmg  for  sailing                  ^H 

veaaeU,  sizea  of 473         ^M 

Hemp  and  wire  rope  and  chain  com-                   ^H 

parisouB  of  equivalent  strength  of    474         ^H 
Hidea,  cargo  of,  Florence  NighUngal^    272          ^| 
Hide  cargoea  diaoharged  at  Pljmth.    273          ■ 
Iqulque,  port  charges  at 4'JI          ^| 

lisfltn,  n  fahlft  nf        ,      ,                    ,     B19          ^| 

^H     Chain  cables,  hawsers,  and  warpa, 

■         n2ea,  and  lengtha  of 472 

^m     Chetwerta,  Biuaian,  into  Imperial 

H      Ghleory,  weigbt  of  boahBl lOd 

■      Cual  cargoes  (NowcaaUe) 86 

^f      Coal  mcaanre  converted  into  weight    122 
Co«l  speoifie  gravity  of  varioaa  kinda    1 23 
CiManuroial  terms  and  abbreviations    342 

^m     Commiaaiong  on  abippini^  at  Sydney    131 

^m     CottoD  balei,  average  weigbta»  Sse,,     145 

Cotton,  lares  of,  at  Hamburgh  ....     145 

Crcira,  manning  acale  in  the  North     146 

Draft  of  foreign  ships  reduced  to 

H         Fnglinh  ff^rt fi4i>  nnd    611 

Limea  and  Cements,  weight  of  ....     493         ^| 

Load  draft,  table  of 326          ■ 

Loading,  time  allowed  at  UavTe  for            ^^^H 

soiling  vessels  and  steamers    ....     325  ^^^H 
Measures,  foreign  wine,  pages  521  and    52{(  ^^^H 
Metala,  solid,  specific  gravity  of . . . ,     365  '^^H 
Millboard  p  weight  of  a  square  foot  .    527         ^H 
Monte  Video,  port  charges  and  har-                   ^^| 

bourdueaat 288^^^^l 

Netherlands  table  for  taming  laata                  ^H 

into  tons 374         ^H 

Ditto  for  turning  tons  into  lasU    ..     874          H 
Oil  measorea,  foreign 89St         ^H 

^1     Karths,  ^e,  the  average  quantity  of 

■  enbie  feet  equal  to  a  ton     193 

^B     Fish  mcasorea 175 

^m    Frtfight,  propori'nato  rates,  Elsinore    21(5 
^V    Freight,  rtlatire  ratea  of,  per  ton  of 
H         SO'ewt.  and  per  quarter  oi  imlU.      39 
^B      Fuel,  patent,  weight,  space,  &<!.  of    ld7 
^m     Ordn  aud  Tallow,  componitive  raii'S 

■  of  freight  from  the  liluck  8ta,  itc.      41 
^B     Qraiti,  equivalent  rat4.ji  of  freight  .     244 

PBokagcs,  eaminerolal,  weights  of. ,    685  ^^^^| 

b»..|^«                                                JAR  l«      aiaH^^H 

Ditto  average  time  from  various  porta           ^^^^H 
to  St.  Helena  in  1H67 417          ^1 

Ditto  extracts  fmm  Capi.   W.  E.                   ■ 
BtiRUENii  Oeenn  UouU'S  ......,«     417           ^| 

Ditto  time  allowed  by  IJ.M.  Custom                    ^| 
to  different  portA  and  back 418          ^^ 

24 


INDEX   TO    TABLES. 


Pliilii(I<>lpbU^  port  cbjirgMf  Stc,  at. .  423 
Poisiiitoos  enibiitaace»i  common  uli- 

t'l*  s  of  Ireigbt 435 

Proiri*.ioiLa  for  ships  of  war. .....,,  451 

ProTisiooi.BC&Ieof  viclusdliiig44:2to  440 

ProTwicmftt  tierces  of,  beef  and  pork  iSI 

ProTisioiiia,  Torioiu  flcilet  . .  4^  to  449 
JUo  Grmcde  do  Sal,  port  cbugea  uid 

harbour  daet .  ...•,.•• 283 

Rirer  PUte,  pilotafle 28i 

Hope,  qii.intitie«  which  make  112tt>.  446 

liopi*,  MiiniU  And  Enmi&n .,  467 

rio|ic\  8}irou[l-l&id,  coiltt  lOO  fathomi  46S 

K*^[M%  hnw»er  laid,  coUb  90  lalbomji  468 

IU^\H  ,  hemp,  MfttiilAf  mro,  oomp*x«d  469 

Iliipc,  4-slraiid,  Hhroad-Lud,  60fiBUl.  469 

Itnpo,  hemp,  cbttint  and  wir©  .,»...  470 

Sack,  Dutch  Sc  Eni^.  banhel  compared  2B5 

Sack.  HotBbro'  and  Dutch  compared  235 

Sand,  weight  of. ....  ♦ 493 

San  Franci^o,  port  charges 497 

Ditto,  rat«s  of  wbarfnge 497 

Scale  in  hiatage  DQt«h  EXCo 875 

6««1«  ol  tonnage  Dotcb  E.LCo.  ...  375 

flMda,  weight  por  biuhel 600 

8«ed,  wfftghta  in  the  United  SUtea  600 

B«i«di|  buabcla  compared  with  iona  •  601 

81ate,  weight  and  uize§  of  Delabole .  549 

Slate,  weight  and  fciaei  of  Bagnor. .  549 
Bhii(^«,  aizei  of,    fnuned  and    txn- 

framed,  pages 5'26  and  527 

Spontaneona    combiution,    Hat   of 

atibfttancea  litiMe  to ,,  ISO 

RtATes,  Admiralty  acaJe  of 528 

Btaven,  Quebec  tonnage 531 

Standing  rigging,  eatunated  weight 

of  hemp  and  wire  rigging  for  iaihng 

▼eneli 474 

SlATedorea*  ratea  at  Ohiagow ......  640 

Stone  freightago   *..••• 641 

Stone,  fnoght  ion.. 471 

Btonei,  paving,  aiz^fl,  ^c.    ........  546 

Sngus,  tniBfl  of  We»t  India  hhda,  ^e.  658 

Sugar,  ^Lacea  of  eiport 553 

Bngar  nxe  of  paekages     653 

Sogar,  moniha  of  ahipment   • 553 

photphaie  of  lime,  components  3S8 
Jlow  ife  Wheat,  proportion,  freight 

Bbuik  Sea  and  Mediteminean  572  673 
Tnllow,  qnartens,  charges,  tons^  and 

chtawerta ,   671 

T«ia,  meaanrementa  of  chests,  &c.* ,  684 

Timber,  lorta,  clec«,  and  freiglita  . .  610 

Xifflber,  itMifdard  deals  in  Buasia,  6ic  613 


Timber,  standard  deals  at  Dram  •  * 
Timber,  standard  de^ds  at  Dantiie. . 
Timber,    conversion    of,    into    St. 

p4;t«r»bnrg  standard   . . .  .614  and  618 

Timber,  loads  of  fir  and  oak  phmk  .  616 

Timber,  Quebec  reUtiTe  loads  ol  . .  610 

Timber,  Admiralty  weights  of    ....  616 

Timber,  specific  graTily  of 616 

Timber,  New  Tork  speciAc  ^Tity  .  617 
Timber,  quantities  proportmaod  to 

a  keel  of  850  cnbie  feet 609 

Timber,  weight  of  a  cub.  ft.  in  ounces  617 

Timber,              do             in  pounds  617 

Tin,  siiM  and  weights  of  boxes  of  .  618 
Ton,  by  weight,  measnremcni,  and 

quantity 633 

Tonnage  scale  at  Malaga 183 

Tonnage  spaces  of  Calcutta  eargoea  628 
Tonnage,    foreign    compared    with 

Englifth ,.*....... 683 

Tonnage  of  nhipH  in  tbu  Danube  ..  699 
Tonnage,  Netherlands  new  moaaure* 

ment ^ 634 

Towage,  rates  at  Foo  Choo    ......  587 

Treenails  number  and  sizes  to  a  load  616 
Trimming  coal,  coke,  d;c.  at  New- 
castle, ^e 648 

Troop  idiipa,  freight  of  baggage  of 

Goremment  officers,  dec.  652  and  653 

Troop  ships,  scale  of  rations 654 

Troop  shipa,  length  of  passages,  ^c.  655 

Valonia,  Smyrna,  tons  carried  ....  664 

Wages,  seamen's  table  of ....  676  to  679 

Water,  subirtaiicea  soluble  in 552 

Water,  Adiuiralty  tanks 684 

Wafer,  weight*  of,  United  States  . .  685 

Weight  of  wrought  iron  bars  in  lbs.  Sec  388 

Weight  of  flat  iron,  ditto 898 

Weight  of  cast  iron  pipes,  ditto . .   .  399 
Weights  of  ordinary  mercantile  pao- 

ki^es 686 

Welsh  railway  iron,  details  of  two 

eargoea  of 294 

Wheat,  barley,  dfcc.  weight  per  bushel  284 
Wheat,  nroportionato  weight  of  the 

bushel,  qoarter,  and  stone 235 

Wheat,  relatiTe  weight  ol  the  ton 

and  quarter 235 

Wire  riggLDg,  Admiralty  schedule, .  469 

Wool  manures,  component  parts  of  338 

Wool  prCiMiug  cbar^  at  Algcm  Bay  7<>5 
Wool,  Bize«  and  weights  of  bales  at 

Adelaide 698 

Zanaibar  currency    . . « , « • 400 


No, 

GOODS  FROPORTIOI^ED   IN    STOWAGE t 

ADMIRALTY  TABLE   OF  TONNAGE      2 

NAVAL  PROVISIONS,   vSTORES,   AND   BAGOAGB    t 

PROPOSED   CENTAL  SCHEME 4 

NEWCASTLE   STATUTE   COAL   MEASURE     5 

PROPORTIONATE    RATES    OF   FREIGHT   ON    COAL    ..  6 

CALEDONIAN    CANAL       ...,,  7 

FRENCH  RATES   OF   FREIGHT  8 

BALTIC   AND   ARCHANGEL   RATES  OF  FRiaoHT   ..,,  9 

PROPORTIONATE  FREIGHTS,  yVoou,  Tjuxw,  Whkat,  &o.  10 

RELATIVE   RATES   OF  FREIGHT,   *♦  To*  V  QtrAHTSs  ,,  U 

PROPORTIONATE    GRAIN   FREIGHTS 12 

COMP.UiATIVE    RATES   OF   BLACK   SEA   FREIGHTS  .,  13 

BLACK  SEA   RATES   OF  FREIGHT   ,,.,,  H 

RCSSUN  POODS  TO  A  TON 16 

amTERR.\NEAK    PROPORTIONATE    BATES    OF         i 

FREIGHT J  ^^ 

SVANT  COMPANYS  RATES 17 

LEGHORN   RATES  OF  FREIGHT       18 

GENOA   RATES  OF  FREIGHT 19 

TRIESTE   RATES   OF    FREIGHT 20 

MARSEILLES  RATES  OF  FREIGHT     21 

TONNAGE   SCHEDULE    IN   INDIA      22 

CALCUTTA   CARGOES,   ON   AN   AVERAGE    SCALE    .... 

EAST   INDIA  WEIGHTS  AND  MEASURES        U 

CHINESE   EXPORTS 2$ 

yUEREC  PROPORTIONATE  RATES   OF  FREIGHT    ....  S8 

NEW   YGKK   RATES  OF  FREIGHT 27 

BALTIMORE    TONNAGE   SCALE *Ad 

BAHIA  TONNAGE   SCALE 29 

CUSTOM  OF  THE    PORT   OF    BIO   GRANDE    DO    8UL  SO 

LASTAOE8   FOR  FREIGHT ,.,. 61 

ALGOA  BAY  TONNAGE  SCALE n 


» 


•10  liercofl 

2)0  bogsbttdi 
4^500  too 

8  33S  „ 
9166  „ 
4*750  „ 
7<MX)  „ 
f»-7fiO  „ 
5-iKX>    „ 

I7'00a    o 

ir>  crftte*  . . 
22  „  .. 
28      ,,      ., 

l-lObuTttla.. 

uO  OTStCA    «^  » 

60  „  .. 
iO  ,.  .. 
97  qiuuten 

m     „ 

114      „ 

*26  dmldron 

10  ton    

9  107  ton 
7'7riO    „ 


—  Pot  and  Pearl  . « , 

Bark,  tree 

—  eoppice      *«.».. 

Beef,  3  cWt.  cAch .....,* 

Boneft,  culciiie^l,  in  bulk    

—  manore,  ^c.  in  Utilk      

—  bciiit  r|iujlily,  in  bidk 

Boia0i===G  per  Rftilon^mm.  weight  per 

dozen,  in  bulk,  ^Iunm 

Half' bo  ttJesi^  1*2  por  gallon  ==lltb.  weight 

per  dozen,  in  bulk 

Bottles,  gIttSSf  10|  culfie  fcMt  each       .... 

Bread,  baga  1  ewt.  each 

Brkiu,  commosi,  ditto  Tiles,  in  bnlk    .  * 

—  fire 

Butter,  70Ib.  each      

Cinders,  imperial  chaldrona     ,  * 

Cosl,  63  cwt*  encb,  in  bulk 

—  when  compressrod  in  the  hold    .... 
Coffee,  7  cwt,  avemg^ 

—  1 1  cwl.  average      .............. 

Cnppema      . . . ,   ....*. 

Cork,  Faro 

Cotton,  New  Orleans  A  Mobile,  all  comp, 

—  be«l  canyiDg  ship    ............ 

—  Chiirlimton  it  Siirunnah,  not  eonip 

—  Pernambnco  and  MArunbam 

—  AJi^xandriii,  all  compressed     .... 
not  comprfzased 

CnrranU 

Earthenware,  lar^e  cmtei     .....,..,,.. 

^  mixrd 

—  »maD 

Flour,  220tb,  each,  1961b.  net      

—  2801b. each 

01asii»  12  tablei 

—  15       ,,      ' 

—  IB      „ 

Grain.*  Wheat      61  21b.  bnabel 

Tares,  beana,  peas  63Ib.         „ 

—  By« 67m.         „ 

—  Bei*d 62tb.         ., 

—  Barley 52tb.         „ 

—  Oats     371b.         t» 

Grindatonea,  mixed  lorta      ..* 

Hemp  and  Fkx,  dean       ....* 

—  ontshot     • 

*-  hall  clean      

—  codilk    


lO'OOO        — 


KoTir.— For  grahi.  teed,  oata,  taOow,  snd  wool^  mc  nltci  the  ftcpart  on  Freights  at  the  olo«« 
of  the  artici«'  grain. 


13-750 
20*000 

Btm 

5000 
1-500 
212tl0 
2i>'0(l0 
21(XK> 
20(MH) 
21000 

21*000 


17 

SO  bogalieiidH 

300  pig! 

9-444  ton    .. 

20  ton    

B    

lOObiUTfOs     *, 

ntou  

15<1  bftrrels 

7-8?17ton  ., 
21toa    ...... 

16    

21  , 

r'i76mme,. 

I'3i10 
1*200 
0*840 
0-708 
1'054 
8'B85 


17  ton    «.. 

100     „ 


TftUow,  f!xom  weight* 

TftT,  A^rchiingd * * , . 

—    Btorkiiolui 

Tut  ail  J  KoKuif  American , 

Timber,  Baltic  iqu»red  Fir      .......... 

—  Nortb  American  ditto    ........ 

—  Bircli  dittA   « 

^       MoaU,  round 

—  Deiik,  120  p«.  12  ft.  11  in  x  1\  in. 
~       Battens,  120  p».  1 2  f t ,  7  in  x  H in. 

Tobiicco 

Vitriol,  OUoi     .* •... 

Wine,  Brandy,  or  other  Spirit s,  reckoning 
fall  gftugo  of  caaka^V^^l  g&Uoni     .. 

Wool*    

—    oompressod 


Aeronllni;  to  the  London  Rntet  of  Freight  bj  Irfipection,  when  whest  i*  If.  per  qnnrtar, 

ftm    f..  ..    M.,/|  Urtt,  Nhuuld  be  U.  l{tl,  rye  ll'V,  ]m»txd  lOjt/,  baili^y  U>i/f,  fuid  o«t*  ^dJ 

i*  <  r  loaul ;  doulk  17*.  1  jJ.  por  t«t>indjird  Itundreil ;  cU'»ui  liciiipj  nrul  flni  ^a,  8Jrt» 

.  f».  Ill/,  half  dean  hemp  VI*,  14f/.  coailk  11-..  ^d,  aaul  wool  iy#,  4i</,  pur  ton. 

*  St<  note  p«gt  SO. 


28 


STEVEXS    ON    STOWAGE, 


TABLE  No.n. 

NAVAL  PROVISIONS,  VICTUALLING  STORES,  &c. 

THE  QUANTITY  TO  COMPOSE  A  TON,  tSoT.% 


GASK8»  Ko.    ftwi 

Loager     40 

Butt     ♦ ....  27 

PuilclieOD     l^ 

(braid)   2ti 

RogHhead 1^ 

Bftrrel 10 

(•rmp)      7 

Hall  hogsOifad 7 

(clioculato) 8 

(ROAp) * 

Eiltlerldn 5 

Eiuull  ciuk  fist  «i;si*)     ........  4 

('2x1(1  KLet*)    2 

(«pccial  »ixe) 1"*     'iO 

Mwfttttennls     ..,»..... 50    iO 

Other  coopernge  utcnsib     ....       20    40 

Foreign  Cuk», 

TohtLtta  Uo^h^ft't    ,,.,,,,...  48 
i  '■        ''       "  ■  'ii'  ir 

WiD*>.bnkn  i-l 

dy  A'  rum  '*t 

yltiU  imp.  ^^»*    ..  40 

Salt  Keftt  Cailu. 

Tierce 10 

Bnrrcl •  7 

C»8k<i  of  unnB«nl  »iiies»  *ccart1-  \ 

ing  to  tUetr  capdcity  for  liq'd  [^  Jn 

tiir^iisnrtt,  lO  tlie  rate  of  ISO  I 

itniierml  gjiUons ,  J 

Conprmge  A*  other  iinpleiiients 

occordiDg  to  tn^asaTQjaciit. 


BTAVEft-Baw. 
B&lilc  or  Quebec  pipe  ...«.,..      &0 

Old  Tight  StATei. 

r  or  butt 200 

'OD  or  hogshead    ......  fiOO 

1)  HIT  A,  lulf  bogshend  or  iulaU  )  ^^^ 

eadk / 

Old  Diy  8t&yei. 

Punebeon  or  hopihead    ......     800 

BAirel,  bftli  bogihead  or  smiiU  ]    ,qqjj 
6i«k ,f 

Heftding. 

Imrgc^cunchcoD  or  UngRheadp    600 
BuiaU— b«m4.  hull  hogshead  V      ~jjj 
or  tiELdl  cii^k ..,..> 


40 


40 
40 

40 


40 
40 


40 
40 


Foreign  itaTM.  mo,  fret 

TobAccoctiic     .....^«..k....  310     40 

Winepipu 8&0    40 

Brandy  ditto 550     40 

Enm  pUQchoon ..*••*...  ^0    40 

SAlt  Meat  SUT«i. 

Tierce  or biimjl lOrjO 

PACKS. 

Leager 6    40 

BtiU 8    40 

l»uucli«on 10    40 

(bread)    7     40 

HogBheAd    11    40 

Barrel..... • 14    40 

HoHbogKhead   18    40 

HOOFS. 

Iroa,  7  ft.  loni;  and  upwards  &wii.  80    40 

-  under  7  ft -  60    40 

-  flattened cmt,  16    40 

.     round -  10    40 

Wood.  bATTQl  or  kilderkin   ....  480 

*     firkin 600 

.     lonRpink 1200 

-  Bbortpink    2200    40 

FliigB luiU  . .  20    40 

Twigs  ,.  wreatki  160    40 

PB0VIBI0H8,  Iko. 

Bi»ctlit«i  In  wh  ole  briga  contiiiii  • }  a     An 

ing  loom,  ©iwb f  **    ^ 

BUciiiU.m  half  bags  501b.  each  16    40 
BinrTiltH,  In  cAskB,  according  to 

inoA**iirement  of  the  cHsku. 

Biat'uit  bhgt  (pressed)  UKllb.  ca.  500    40 

(loosel                 -  400 

•  i  bagii  fprested}    50Ib.  ea.  800 

(loo«e)                 -  600 

M«alfiackji 200 

Lemon  Juie-e  {cw^)   10 

(bidfcftftofi)    20 

Mustnrd    cA^e  of  atn>.) 13    40 

(c<iso  of  42Ib,)    20    40 

Wine  Icofco  of  1  dozen)      18    40 

Pepper  (c-ft»e  of  10(»Ib.)     9    40 

(casu  of  50m,)    18    40 

Chocolate,  half  coses  of  12orb.  14    40 

of  lOOtb.  16    40 

of  eoih,  fti   40 

of    401b.  86    40 

Condlet  (boxes)  50fb 1 


STEVENS    OX    STOWAGE. 


m 


TABLE  No.  U,  CoxTcnmu. 

NAVAL   PRO  VISIONS,  VICTUALLING   STORES,  &c. 

)  THE  QUANTITY  TO   COMPOSE  A  TON. 


VVl|i*H 

■mi 


FS0TX8IOH8,  Ac,  continued. 

No.  ft. 

TcA  ic«tiiiiler*)  itOth.                         32  dO 

lOlb m  40 

6tt». 140  40 

-    (ehMM)  ,..        9  40 

.     (biOf  ck«HU) lb  40 

W]ji*al  (itarkjs)    8  4I» 

Bran  ...» buthds      4B  40 

inl 48  40 

II   .- Th.  2240  40 

Hmj  fpfl?»i?d)  ............    -      600  40 

JACKETS. 

IBIq«  eJoUi.  No.  1 1  bihlc  50  Ko,  4 

.      do.     25  2 

Nd.3......     d».     60  6 

. do.     25  8 

LJbMLifig      ............     do,      25  8 


I  hide  SOjirs,  4 

do.  25  2 

do.  7ly4/«.  4 

d«.  87  2 

do.  74  6 

do.  S7  8 

do.  mxi  4 

do,  IfiO  2 

do.  240  4 

do.  210  4 

do.  105  S 

do,  l<Vl>  4 

do.  HCt  2 

do.  040  40 

do.  144  2 

do.  m  5 

do.  80  5 

do.  86  5 


do.  ]5|        1 

do.  IfiOjjr*.  4 

do.  lOO         a 

do.  m      2 

do.  100         2 

do.  50          1 

do.  imXo.  8 

do.  100         7 

da.  25 

do.  5 

do.  1 

do.  100 

do.  60 

do.  100 

do.  100 

do.  50 


Mtttefials  for  Blue  Qlotti  or  Flaihiiig. 

ft. 
JockeU  ....  1  bale  25  wtt  2 

TrouRCTb do,     50  1 

21»ttl<J  26  1 

Bi*d  cases 1  Uo,  HKI  6 

Jutrtpers  (duck) ^o,    50         3 

Frocks do.    50         3 

Clothing  and  Naceiaaries  in  MatoriaU 

Coftle IbnleSO^W.  8 

- do.  25         4 

DnUjack^ta do.  60         6 

do.  26         a 

Shell  jocketa do.  50        5 

do.  25         3 

Troaaen do.  50pr«.  5 

do.  25         8 

/pnpy  cloth}.,  do,  12         1 

(duck) do.  100         4 

Frocks     do.  100 JVo.  4 

dothisg  and  Keeet>ariei  mada  up. 

Buck  tunieii!!  for  Royal  \ 

Mftrijie  Lipht  InfjLti-  t  do,  (J30       40 

try  and  Artillery    .,  J 

Gnrttt  eofttfe do.     25  B 

Scrjii^  tanlrji do.  500        40 

Grenii  cout&     .,.,......  do.     10  3 

Ttjnicfr     do.    50         8 

Brill  jnckcte   do.    50         5 

SbtfU  ditto do,    50         7 

Trmmerii do.     50 pn.  II 

Shirt! do.  UiO^Yo.  4 

Bltto  (flanntdl    do,  l(ii»         8 

StofkiMgR    . ,  do.  150 /jr».  4 

GlovM     ..,, do,  200         1 

Towi'U  ihand)     do.  2fJ0.^^.  1 

hag*  (iait'0)     do.  100         « 

WiuittbKiidft do.  200         5 

Ditto    .  do.  100         B 

Barrack  St^ret. 

PttUianeeawB do.    50  4 

Bobter  ditto do.  ](M>  1 

Sheeti do.     50  B 

I'oweU  Ground)  ........  do.    25  1 

B<!id  ru^i* do,    25  ft 

Hiieking  bottom*    ......  do.     25  S 

Co^  ba«kAt do.       1  R 

Mop  hfindleii iiM»  7 

Bmoni  ditto im  5 

llliit)ki*tii      do.    25  h 

UaurhvdB    fi  « 

(loop«-t  1  I 


30 

1 

B 

1 

1 

1 

1 

^^^^^^^^^^B 

STEVFNS 

ON    STOWAGE. 

TABLE  Ko,  in. 

■ 

NAVAL 

PROVISIONS 

,  VICTUALLING    STORES,  ftc 

Meat,  Soap,  Whkat 

\  &c. 

is  timid  for 

pay  ealtfdir  by  .H 

th« 

metric  eystem. 

■ 

I  of  the 

iodweis^y.) 

-1 

^^^                    FBOTISIOHS, 

fte. 

FBOTIilOirS, 

Ike. 

""■ 

^^^^H 

Gro»i    tai^ 

oat 

Gro%* 

tare 

net 

^^^^^^P 

lb.       lb. 

lb. 

XK 

tt>. 

IK 

^^^    Bisctat..  Bafli..2& 

100 

112        2 

lOD 

Roi^ina  . .  Bairols  Ih 

wm 

406 

70 

336 

■                     k^^     

50 

61        1 

50 

(tight)     Half  hhd 

■>'ii 

283 

59 

294 

^H                   Tigh  1  Bread  pun 

336 

472    im 

336 

Kilderkin  ft  ,. 

168 

216 

48 

168^ 

71 

797     140 

657 

Small  caskA. . 

112 

142 

ao 

llt^ 

^^^^             H«>gi^e«d     .. 

M 

619    119 

500 

Oatmeal  .  4  hhd  gal 

44 

292 

89 

253 

^^^1            Barrel    

36 

421      88 

833 

(dry)        Kilderkin 

m 

204 

83 

172 

^^^^H             Half  hogshead 

25 

20«      65 

281 

*  Small  caak  .. 

20 

187 

22 

115 

^^^^H             KUderkin 

IB 

215      49 

166 

MoBtard  .  Cme.,1b 

64 

88 

24 

64 

^^^^V              SmaU  cask 

12 

143      82 

111 

42 

61 

19 

^M 

^^^H  Sognr  tight  Barrel  Ih 
^^^^K            HiUf  hothead 
^^^1            Kilderkui 

893 

Ilia 

462      70 
339      59 
216      4B 

392 
280 
16S 

Popper  (dry)  Jhhd*. 
Small  ea^k  . « 

150 
60 
28 

185 
89 
43 

85 
29 
15 

4 

^^^F             SmaUcask    .. 

11*2 

142      80 

112 

* 

^F          CbcMolate  Caao  . .  *  * 

120 

141      21 

120 

** 

22 

32 

10 

%% 

80 

96      16 

eo 

• 

14 

23 

9 

14 

^H 

40 

fil      11 

40 

* 

8 

13 

6 

8 

H           Teft    ....  Cheat   .. 

m 

111      26 

85 

Tlnegar.t  Vrme.gol 

71 

864 

140 

724 

■                      Half  chest    .. 

m 

55       IC 

39 

(Ught)     Hhd.     .. 

64 

663 

119 

548 

H             Pork,  Rali  Tierce  .. 

820 

filS    198 

320 

Biirrd 

86 

450 

68 

862 

^m                 (tight)     Barrel  .. 

206 

341     1S3 

208 

Half  hhd.     .. 

25 

317 

65 

252 

^^L           Peas,*>plit  BjutpIjtoI 

40 

STB      54 

319 

Kilderkin     . . 

18 

280 

49 

181 

^^^H         (dry)       Half  hhd. 

SB 

279     m 

240 

Small  eaak  .. 

12 

152 

n 

120 

^^^1             Kil.ic^rkiti  .... 

90 

169      92 

161 

Lemon  jiiiee  Caee  Ih 

72 

179 

107 

7S 

^^^^  Beef,  wilt  Tierce  .. 

804 

502    196 

804 

Halfoaao     «. 

86 

93 

67 

n 

■^               {light)     Barrel  .. 

206 

S5S    147 

206 

TonfTnea   Smcak  iTo 

18 

146 

79 

67 

^m           Floor  (dry)  Bfm-i>I  .. 

886 

888      52 

336 

(tipht)           .       . . 

12 

92 

47 

45 

^H                       Half  hogiiheAtI 

2m 

283      88 

250 

Candloa.,  Cttf»e  ,.  }h 

56 

69 

13 

56 

■                       Kilderkin.,.. 

168 

201       33 

168 

Tobacco      Borrela.. 

160 

229 

69 

160 

^H                       Small  caifk    ., 

112 

134      22 

112 

(Ughl)     jhhdit.. 

110 

165 

55 

110 

^B            Soet  (light)  ihhcl,. 

168 

333    165 

168 

Kilderkin^)  .. 

80 

122 

42 

80 

^H                        Kilderkinii    . . 

112 

257     145 

112 

Soap  ( dry j  Barrel  .. 

274 

320 

46 

274 

^^^^             BhulU  ca^ka  . . 

M 

185    101 

m 

Half  hhd.    .. 

130 

156 

26 

130 

^H 

56 

140      04 

56 

Small  caak  .. 

61 

78 

17 

61 

^^H                ntoir 

TAKES. 

EELIOIOTTS  BOOKS. 

^^^^ 

cwL 

(jr.     rD« 

ft 

^F           Brewd  a      .  . 

3 

I       17       1700 

Bibles 

^B            Ditto    »      ,. 

2 

8      13       1700 

Prayer  hooka 

Accor.] 

^B           iHtto    c      ., 

1 

1       12 

5-30 

P»aiter«       

"  Btiremeiit  uf  tJjc  1* 

jck 

^m           Ditto   D      .. 

1 

0        5 

3-20 

Testament*     ..... 

ages  when  Hbippec 

. 

H       oa     &4 

2 

1       27      13-00 

frrou  tare  net         I 

^B          Ditto   50 

1 

8         0 

9-00 

tb.    \\ 

.    Ilk. 

IL 

^B          Ditto   20 

. 

8      21 

3^60 

Library  hk*.  1st  class  e«ae 

E53  60  199 

IS 

^H^          T^ttMrt  miide  le  m^ttld  ftcHaht 

to  bt  fl\^m  when 

2iid  ditto 

148  ai 

ua 

S 

^^^^                                          iffw^*! ; 

3rd  ditto 

126   80 

i 

96 

4 

STEVENS    ON    STOWAGE. 

■ 

81        ^ 

TABLE  No.  HI,  CowrnruiD. 

^1 

^                 MARIKE  NECESSARIES,  TANKS, 

Ac. 

^1 

irvSgUt»0 

■ 

bsameh^s 

CLOTHOrO. 

SE&ICEN'S  GIOTHHrO. 

^ 

trros'-  uire  net  eiib 

Kriii«{i  tfire    ttirt  cub.            H 

No.     Ih,     lb. 

Ml.    ft. 

No. 

m.    th.     tb.    tL         A 

JtackeU,  him  cloth 

60    163     3 

IftO    4 

HoldBdls       ...... 

200 

38 

2      36    2           ■ 

bale    Ko.l 

25      61    2 

•79     2 

Ditto 

100 

19    * 

1       18     1           ■ 

■■  IHito   **....         '2 

50     139     3 

136     G 

Flttunol  waifitbiui'i 

200 

53 

2      51    6           ■ 

H  Ditto   ......          2 

25       71     2 

f>9     3 

Ditto 

100 
100 

2G| 
60 

1  251  8           ■ 

2  48    3           ■ 

■  Ditto  lliitthi'g         1 

25     12i}     3 
50     108     2 

126    8 

^B  TroQHers  blue  cloth 

106    4 

Coojf ortem     .... 

100 

46 

2      44    7            ■ 

■  Ditto      ..,......, 

25      58     U 

[    5li  2 

Shell  JAdwU  ..   . 

60 

122 

A     US    5            ■ 

H  Blue  doth      Ko.l 
■  Ditto    .....         I 

jmr4» 

72    108    8 
86      52    2 

100    4 

50    2 

Ditto    ,- 

Bknketn      

25 
25 

61      * 
123 

1      59    3            ■ 
3     120    8            ■ 

■  Ditto    .*....         2 

72     116    3 

118    5 

HrtlH>ea«    

6 

48      * 

Z      46    5            ■ 

■miiio   2 

Se      661  2 

56|  3 
106    4 

IHtto    .......... 

I 

91    - 
1Q8      * 

4    ^^M 

296    189    8 

auirts .... 

100 

148      S8    2 

91     2 

Ditto    

50 

66      * 

2    ^^H 

H^nmer*! 

235       75     8 

72    4 

BltickaikhclucfB, 

100 

341 

U     33     1           ■ 

117 J     37    2 

86    2 

Ditto   ^bal(sfach 

60 

34i     J 

Li     38     1            ■ 

■Slueaergc 
■l>itto 

.,.,.. 

160      91     8 

80      46    14 

144      68    2 

88    4 
44    2 

64    2 

Cftps,  boats'  crews 
Ditto  r/ryW/ AW. 

100 
60 

117     54      68  10            ■ 
76    43      82    7            ■ 

■  l?liil«  <K)itoo  drill . 

Cups,  worste<l  btde 

100 

53      2      61    2            1 

■  Blae  ittku      8  boItM 

*Si      86    8 

33     1 

Ditto    

60 

21       1 

t      26     1            ■ 

^■yinahtng  ..        W« 

m    lOB    8 
fmim 

105    5 

Hateriala  for  blae  elotli  or  flaihing.             | 

^p  Ft<H-1;iii^'S        ...♦,» 

150      81     2 

79    4 

St  Is 

■ 

H^  1 

IIJO      55     2 

53    8 

Jacket*     

■25 

38       ] 

I       37    2             ■ 

50      22    2 

20    2 

Trousers      .... 

50 

20      ] 

ID     1              ■ 

^Lhntti* 

1(M>      42     2 

40    2 

Do,    2fHtlesench 

25 

20       ] 

19    1      ^^1 

60      21     1 

20     I 

Braces  dry  tm.cak. 

100 

31     18       13     2     ^^H 

■  Sh<H?«     tiffht  hnrrti 

1(K)    mi  IH 

126  10 

No. 

^^^H 

■  Ditto   tlnfhal/hhJ, 

60     102  13 

59    7 

BedcAMB..    hale 

100 

204      4    200    6           ■ 

■  Half  lionU  Wry  ^r. 

50    ICH  54 

114  10 

Dock  jtnopers    . . 

60 

84      2      82    3            1 

Or«7rloihtroiu.£ie 

12     2d    1 

27    1 

Ditto  frocks    «... 

60 

84      3      82    8 

I 

ABKIEALTY  TAITEB. 

4 

Detcriit 
yon 

Capucltir 
in 

Weight 
when 
Empty 

Cubic 
feet 

'^'- 

Capacity 
GaUona 

Empty 

Coble 
feet 

1 

1 

SSi 

e.    or.    lb. 
10    2     12 

fiset 

101 

No. 
7 

fSi 

e. 

or*  lb. 
1    7 

68 

Li 

BOO 

7    0    26 

51 

74 

200 

0    6 

86 

S 

675 

iO    0    S2 

96      1 

8 

876 

8  26 

64 

^^^K 

^' 

Sa 

287 

6    8    15 

49 

8a 

187 

3    0 

82 

^^^^M 

■1     > 

610 

9    0     18 

87 

9 

810 

1    6     1 

64 

^^^H 

H   ** 

256 

6    2      0 

44 

9a 

155 

1     7 

27 

^M 

H    4 

600 

9    0      2 

85 

10 

200 

2  17 

85 

^^^H 

H   ^ 

250 

0    0    15 

42 

10a 

1*10 

1     6 

18 

^^^H 

■   t 

i7JS 

8    2      6 

80 

li 

110 

1     7 

20 

^^^^1 

H   ** 

287 

6    3    17 

41 

12 

800 

0    9 

51 

^^^B 

H   < 

410 

8    0      0 

68 

18 

200 

3  23 

84 

^M 

■       6* 

SOfi 

5     1     24 

86 

14 

100 

1    0 

17 

I 

L            i 

STEVKAii 


TABLE  Kt>.  m,  CowTiKmo, 

EMPTY  CASKS,  kc. 


«•!.  lb. 

Tight  Wfttw  CoflJtj*,  Leag«r  164  *i52 

Butt 110  174 

PaucheoiJ      71  140 

Hci^jshead      ....  o5  110 

BoiTol    ....*...  84$  tWi 

Half  U<>Ksbe«d..  25  ^Oi 

KiiairrldtL      ....  18  49 

8n)^U<UiHk    li  3"! 

nit    . 8  2-1 

Tubi    .      V,  ,  i,  Deck     ...  80  im 

n      .      GO  811 

1                   40  6i 

f                  m  52 

i        - 20  41 

i.i  s'      60  d3 

ivir 50  73 

iJtLto      40  6*i 

Ditto      ,,..,..  30  51 

l»iM  . 20  40 

T»     ,.      ,_  10  22 

«         ^        40  67 

f 30  40 

25  il 

'                   20  87 

.....  12  25 

60  107 

i^.TU* ,.  40  HI 

Ditto      36  70 

lioiid  m(Qim^»m  rrgardiog  Cului^  mode  c 


P^* 

Hi. 

Tubt    .. 

8teep 

S2 

G3 

Ditlu 

26 

f*7 

Brciid  ,,.,     (h. 

120 

71 

' 

Ditto 

90 

66 

Ditto    

60 

35 

Ditto 

.HO 

24 

18 

U 

Ditto    

11 

» 

Ditto 

IJ 

S3 

Mrttch       ...... 

^ 

9 

HuhbiHli,  lau^  , 



K^ 

Ditto  smftU     . . 



(K} 

H«niesB 

6Mk> 

PuitolieoDt 



lOd 

Hu^bviidtt 



89 

H>iif  hagKhciid-H 

— 

54 

Utet)«iift[ 

Kitii,  liirge 



Ditto,  imull    .. 

^^ 

KeKii,  liirge      . . 

. 

Ditto,  mimU     . . 



CariM,  Inrgo 

_ 

Ditto,  Aiii all     .. 



Burriroes     . .  ♦ . 

4 

16 

Bi\rrief>e«  f  nr  ImuU    ♦,,,.» 

10 

27 

Bpittoons 
Louiuii  ja 



20 

et*  Cft»e*i,  whole  . 



U 

Ditto  luOf    



19 

BUcait  bug*  Lai^o    

— 

2 

Ditiv  Small    . . 

— 

1 

meitsuiifntctit.  See.  vrUI  Vie  fuucid  Qit'ler  thtt  «iticf«. 

4 

n 


FOEiiaB. 


HAY,  in  btmdW  .  * . .  4|tb.  i^  cubic  foot 

f  Suppostjil  to  W(&igh 

. .  \  otJlb  but  vaf3>'  from 

I  52  to  5»lb. 

OATS 8'64cub.ft*l^cwt. 


TBDSSES 


BAJILEY   , 2'».<*  cubic  ft.  i^e 

WHEAT     2  3G  ditto 

f  SiViIb,  f>  cubic  ttl 

8TB AW,  in  bmidksi  mry  from  dO  k»1 

I  401b. 


VAYAL  OFFI0EE8. 


Commaiwlpr  in-Chi<?f       • 

Adinind.  Vice- AdroinU,  Reur- AdraimJ 

Cnptftiii  of  ihf  Fle(?t,  Commodore,  Inapector-OencrRl  of  Hon- 
piltil4  ftiid  Fleets   ......»...* ♦. ..•-.♦ 

CapttLin.  CHapliiin - 

Bluff  Uttpliiiii.  D<!?puty  Insp^pctor-Gencnd  of  Hotrpitftls  and 
Fleet«,  HicrrUr)  to  Comnuiiider -iiiChicf  or  Fuig  OfBo«ir, 
i^,.r,  I  ..  .#  viiuMiincry  A  float »  Comniivndfir,  Staff  Com- 
ID  J  siirs^t-on.  Lieatemmti  Ikliuiierf  Surgeon,  Pny- 
mi  '    K  n^tiietT ,  * . . 

S,  .  .  Kiivnl  Ir-1  "    'i»<tant  Surgeon 

S,  'wvrrtint  Ot!  I  M&itter,  ^^ui- 

L-:„  i.  -      . ,    I  iij^int^or,  A^  :.4ueer,  Wimrant 

OdiceT,  and  all  ffuboniinate  oUict^rs 


80 


STEVENS    ON    STOWAGE. 

(PROPOSED) 

SHIP -OWNERS'  CENTAL  SCALE  OF  PROPORTIONATE 
RATES  OF  FREIGHT. 


\f  URK  vesseU  are  freigHted  hj  the  tan,  mid 
no  »peeiiii  agreetaeai  is  mad<*  r(*Hpccting 
the  tn'oportioti  of  tonnage  which  coth 
pMriiirular  article  shjill  be  cuui[>uU^l  at, 
tlif«  foUjiiwiug  Kb&li  be  the  HtntuLLrd,  the 
cvjital  rc'prettcntiug  lOOIb.  aroinJupolB. 

IK  AT.  100  qUATt^rs  in  hnllc  of  5  ^en- 
^  Jm  to  \he  qoarttT  art*  tquiil  Rpjiroii- 
^ttJitely  to  l^W.Hi  euhic  feet»  iind  to  '-i^  ton 
w«igliU  Mid  to  45  cubic  fcc't  pt:r  ton 
nai^Akdrrmitnt.  TUii  prActical  rvsult  U 
gin        '    /   '  tieat  in  bulk  stowing 

^1-  '   where  no  meoAtire- 

1'  litowrd,  owing  also 
iu  Uit  i^ikiwil  pUrt,sur»?  on  lite  lowt-r  parts 
fvf  the  cargo.  This  applies  reLitivcly  to 
aU  grMu  airgo&B  iu  buUk. 

BKANS,  Po*H»  nnd  T<*re*,  To  p»y  pro- 
pi  irtiouaLe  frf.'i^ht  to  whe-jfct  curgotiK,  ac* 
cording  to  weigiit  &nd  mcaanremeiit  of 
tbr  port  of  «i[u:»rt. 

BARLEY,  IH  qtuirtm-s  of  i  ccntnU  to 
tlie  qu&rtor — equal  to  21  too  weiijht  and 
moiuturemeat. 

OktB,  liSimpcriAl  qiuurien of  3 eoitiJi 
|o  the  ^QKrli'T— <tqitiU  to  10^  tcm  ol 
WM^t  HOd  mciutiremettU 

tLOUJt  8  biu^reli  of  19€lb,  oqiul  to  ft 
tun  of  fiO  <robic  fe^st. 

TA/>       ■  ■     hulk  of  it4tkk  tthaU 

COFFEE,  l^f^tb.  in  ca«k«,  1,6»<I  in  bugs; 
Coeoa,  ia2Uth.  ii\  c^tk^t  1,3<J7  in  ba^. 

PIMKKTO,  dfim.CMki,  lJ10]b.b«gfl, 

FLniTR  ,.f  I9fl|b.  each.     PIG 

mid  hu'  llpi.'trp,   fitignrt  log* 

i»i-'«    I  .  .^mguii  wood,  and  oil 

l>  >d«  copper  otttAjadftUaUur 

b  Uii  <iwt. 

COXl  i»l<j «  CoMfSXiMio.  60  enbio  feet  to 
tiM  tou. 

TilillKU.    50  cable  foot  to  tlie  load. 

ABUES.  Pot  A?rt>  Pkarl.  ft  ciufla  pqttftl 
lo  1  tun  weight,  or  U\  cubic  fc«t. 

pgoT*A»i-T..v  '^»  Ratr  of  frtright  for  gnus, 
»  tm'ct,  beans,   nad  p«)jis, 

h*  a«r  af  fiOOoentAlj. 


SEEDS,  barl(?y,  and  outs,  in  proportion 
to  weight  and  bulk  for  5<Xi  centuXa 

SUGAR  AXD  Saltpbtrb  in  bagi^  cooli 
auUf  copper  ore,  and  all  dead  weight,  to 
be  compntcxl  at  tlie  rate  of  22  ceo  tula  to 
tli«  hall  ton  ;  all  lighl  goods  to  be  com* 
putcd  at  the  rate  of  50  €ubic  feet  to  the 
ton< 

Oommandera  of  ahlpR  in  all  foreign  porta 
ahould  pcTOimallj'  ascertain  the  relative 
weight  per  ton,  compared  with  the 
Meosnrviuent  for  Stowage,  before  digu- 
ing s.n  open  Ohttrter  or  engaging  any 
]» I         ,;  !iot  bpecitied  in  Hab- 

i  (imde,  tiH  the  Ltailic 

ai.  -  :        .  f  proportionate  rates 

Bre  notorioutdy  ciileulattAl  tu  deceive  tUo 
ship-owner  oo  open  charier«. 

AD  ahips  Hhonld  by  §tatute  law  be  fur- 
nitihed  by  the  owner  with  eeul*d  weights 
and  i^caleM  and  callipt'r  measure,  uhto 
with  an  obbmg  scoop  ineuttaro  ahapcd 
to  upproiinatc)  the  ftecti*'*-  -»'  ■'  -^ip'* 
fonn,  which  will  give  11.  n  nt 

of  a  bushel   of   wheat  ^v  J  tb, 

making  the  quarter  of  wii  -  >  .'» 

oentalii,  leAvmg  it  option  J  i  i  j-  jh 
centalti  to  tlie  ton*  or  riLiiu  JJ^ , »  dilIii 
to  the  old  ton,  which  i«  thu**  iiio reaped 
by  lUlb.  to  facilitate  computaliona. 

Tithca  and  corn  rente  oan  easily  adjait 
thfiuaelveii  to  the  new  commercial  &taa« 
dord,  without  any  f  iolatioii  of  rights  or 

dOM. 


The  introduction  of  tbo 
apphed  to  every  article  ' 
it  la  evidvut  would  be  ; 
the  pabUc. 


hit 
ion 

u  to 


Tim  Cental  wrf-^* 
naeintlit  Lj 
the  lit  of  I* 
A  Beeimol  eoiust^u 


-  i"««tb,  will  bo  ia 
1  ti  luarkot  tfoin 

*  inq>o*ed  to  follow 


GOLD.  1  Sovereign  fttxi  CcnU,  i  Sor* 
ereign  1150,  t^Sovcndgu  12a« 

8ILVEK.  Crow«,4»,ataniptidlOOCiinta: 
l-Crown,  2#,  50;  |-CrowD.  Ut  25;  (I 
Cent  pieces. 

COPPER.  One  Hallpeiitiy  1  Cent,  Fir> 
thiug  I  ditto. 


I 

■ 

■ 

^L^ 

■   -■ 

STEVENS    ON    STOWAGE. 

m 

TABLE   No,  V. 

V 

^^      NEWCASTLE    STATUTE    COAL    MEASURE    CONVERTED      | 

INTO     WEIGHT, 

■ 

^^T            AlTD   COMPARED  WTTH   THB    BJKOlBTEB  ToNKAGE,   N.M.    OF    ShIPS,    HROWTNa   TH»   TTTllBSa 

^H         or  CHALOBONa,  Tons^  or  KucLfi  or  Coju.  a  tebsel  wn^L  caiirt*  at  tiie  eate  or  li 

Keoistsb  To^b  pkk  Kskl. 

1 

dron 

Ton     Cwt 

Keel 

Beg.  ton 
Kill, 

Ghfll- 
dtoa 

Ton    Cwt 

Keel 

"8f£" 

1 

1 

12     13 

! 

u 

208 

551       4 

20 

304 

a 

5       0 

3^ 

216 

672       8 

27 

878 

H 

a 

7     19 

i 

51 

224 

503     12 

28 

392 

^^ 

4 

10     12 

+   , 

7 

232 

014     10 

29 

400 

^^ 

5 

13       5 

« 

BJ 

240 

urn     0 

30 

420 

1  ^M 

6 

15     18 

} 

lOJ 

248 

657       4 

31 

434 

^^ 

7 

18     11 

i 

12J 

250 

678       8 

32 

448 

^1 

6 

21       4 

1   1 

14 

204 

699     12 

83 

402 

^1 

16 

42       8 

2 

28 

272 

720      16 

S4 

470 

H 

^4 

63     13 

3 

42 

2m 

742       0 

35 

490 

^1 

S2 

84     16 

4 

50 

288 

763       4 

36 

504 

^1 

^^^B 

40 

106       0 

5 

70 

300 

784       8 

37 

518 

^M 

^^^m 

48 

127       4 

6 

84 

^104 

805     12 

38 

532 

^1 

5n 

118       8 

7 

08 

312 

820     16 

30 

546 

^1 

114 

109     12 

8    , 

112 

l\2Q 

H18       0 

40 

660 

^1 

72 

190     16 

ft     i 

126 

3i28 

8*59       4 

41 

574 

H 

80 

212       0 

10 

140     1 

336 

890        8 

42 

588 

^1 

88 

2^3       4 

11 

154     : 

344 

911      12 

43 

602 

^1 

m 

254       8 

12 

168 

352 

932      10 

44 

016 

H 

^H 

104 

27!^     12 

la 

182 

300 

954       0 

45 

630 

^1 

^H 

lliJ 

290     IG 

14 

11»C 

30H 

975       4 

46 

044 

^1 

^H 

120 

318       0 

15 

210 

376 

996        8 

47 

658 

H 

I2fi 

339       4 

16     1 

224 

384 

1U17      12 

48 

072 

^1 

im 

M\0       8 

17 

238 

392 

1038     10 

49 

680 

H 

144     ' 

381      12 

18 

252 

400 

ini;o     0 

60 

700 

^1 

lft2 

402     Itt 

10 

260 

408 

lOHl       4 

51 

714 

^1 

160 

424       0 

20 

280 

410 

1  irJ2       8 

52 

728 

H 

ins 

445       4 

21 

294 

424 

1123     12 

53 

742 

^1 

l7Ci 

46Ci       8 

22 

308 

432 

1144     16 

54 

756 

^1 

1H4 

487     12 

23 

322 

440 

1160       0 

55 

770 

^M 

IU2 

508     10 

24 

330 

448 

11*^7       4 

56 

784 

^M 

200 

530       0 

1     25 

350 

456 

1208       8 

57 

798 

M 

For  reseelf  from 

1 

56  to  100  ton    Add  half  n  keel  to  the  KboTi3  CftlcialnticitiB. 

^H 

100  to  300    •       Adopt  tho  fl^reit  in  the  tJiblc, 

^H 

3(K)  lo  400    .       8tibiract  }  keeL 

^H 

400  lo  800    -      Snl)tTurt  one  to  three  keels,  According^  to  tonnftge 

^1 

^V       Ib  eii6  of 

iihipt  regnlnt^d  by  the  new  register,  1855,  a  reduction  of  from  10  tc 
must  be  made  froDn  the  abore  caktilationi. 

llrC«Dt     ■ 

I 

MAftWOOD,      ^M 

^         STEVENS    ON    STOWAGE, 

I 

1 

^^^P                                                       TABLE    No.  VI, 

^1 

■^  THE   PROPORTIONATE    RATES  OF   FREIGHT 

ON 

COAT.i          1 

H   1*  ttou  I0#.  TO  i\09.  ^  Ton  or  20  cwr.  asd  wnom  XIO  Vis.  to  M3  12«.  ¥  Kekl       f 

oiir  21i  ToK. 

PtrWa 

P«r  keel 

Per  ton 

Per  keel 

£     *.     rf. 

£       #.      ct 

\       £       9.       d. 

£ 

s* 

rf. 

0     lu     0 

in     13     00 

I      11      6 

m 

7 

90 

0     10     t» 

11        3      73 

1      12      Q 

a:i 

18 

4-8 

0     11     D 

11       VI      2-4 

1      12      6 

y4 

» 

on 

U      II      0 

12        y      9(1 

1      13      0 

34 

19 

7  2 

0    la    0 

12       14      48 

1      13      6 

d5 

10 

24 

U      12      (i 

la      6    on 

1      U      0 

30 

0 

go 

0     l:i     Q 

13      15      7U 

1      14      0 

3« 

11 

4*8 

0     lil     0 

14        0      2'4 

1      15      0 

37 

2 

00 

0     U     0 

14     la    0« 

1     15    a 

87 

12 

7-2 

0      14      (J 

1ft        7      4-tf 

1     U      0 

36 

8 

2<4 

0      1ft      0 

15      18      0*0 

1      16      0 

38 

13 

9*6 

0      15      0 

1«        8      72 

1      17      0 

3!) 

4 

4 '8 

0      J(J      0 

10       19      2-4 

1      17      « 

39 

15 

00 

0      IfJ      U 

17         »      t>(J 

1       18      0 

40 

5 

7-2 

0      17      U 

18        n      4*H 

1       18      C» 

40 

10 

2'4 

0      17      «$ 

18      11      O'Q 

1.     11*      0 

41 

6 

90 

0       IH      0 

10        1      7-2 

1      19      0 

41 

17 

4*9 

0       IH       0 

IV)      12      24 

2        0      0 

42 

8 

0-0 

0       10      0 

JiO        2      U  6 

2        0      6 

42 

18 

T*2 

n     111     6 

20      i:j      .t"8 

2         10 

43 

il 

3  4 

inn 

21       4     n-0 

2        1      fJ 

43 

19 

90 

10      0 

21       14      7-i 

2         2      0 

44 

10 

4-8 

1         1       0 

22        5      2'4 

2        2      0 

45 

1 

0*0 

1       1     t^ 

22      Id      »<> 

2        3      0 

45 

11 

7*2 

i         S      0 

23        G      4-K 

2       a     6 

46 

2 

24 

I        3      (1 

23      17      0  0 

2        4      0 

40 

12 

9*0 

1        3      0 

24        7      7'2 

2        4      ft 

47 

3 

48 

13V 

21      IS      «'4 

2        ft      0 

47 

14 

00      1 

14      0 

2d     8    oe 

2      d     n 

48 

4 

7-2 

1      4     n 

2ft      IM      48 

2        0      0 

48 

15 

2-4 

^^^H 

1        G      0 

20     m     0<» 

2      n     0 

49 

5 

00 

^^^H 

I       &     «i 

27        U      7-2 

2        7      (» 

49 

l(J 

4H 

^^H 

fan 

27       n       2*4 

2        7       fl 

ftO 

* 

00 

1        0      (1 

2)^        1      96 

2         8      11 

ftO 

V 

72 

1      7     n 

28      12      4-8 

2        8      0 

61 

8 

24 

1         7       0 

20        3      00 

2        9      0 

51 

18 

90 

1         8       0 

29      1?J      7-2 

2        0      6 

ft9 

9 

48 

I      8    n 

an      4    24 

2      10      0 

53 

0 

00 

1      t»     n 

m     14    Oft 

2      12      6 

ftft 

13 

on 

19      6 

31        6      4'8 

2      1ft      0 

58 

6 

00 

1       10      0 

31       16      00 

2      17      6 

30 

19 

n-o 

I       10      « 

m     »j    7-2 

3        0      0 

03 

12 

00 

I     11     n 

32      17      24 

h- 

jj 

X 


STEVEKS    ON    STOWAGE- 


TABLE   So.m, 

CANAL  TONNAGE-CALEDONIAN  CANAL. 


BjtBSSL  SULK,  of  all  tutuiles  not  otherwis«  rated^  U  mted  At  5  cable  fe«t,  ese 
irhcB  the  Bftid  meftsnrc  aliidl  exceed  24  ewt^  In  which  ca«e  Sj  ewi.  Ib  to  be  rated  a  htu^rtd  in 

EiofiT  ]iAmiiEt.B  hulk  or  40  cubic  feet  I  ton. 

Smai^  paceaog  not  maiuiiniig  li  cable  foot,  or  not  weighing  28  th,  is  reel 
m  qwutrr  of  »  barrel  bulk. 

ExFTT  CAtEM  OT  hox«t  Kte  Tcckoiied  lit  one-eighth  of  their  eapocit j  for  gftnge  i 
hnt  when  retnmod  fnllf  if  belonging  to  the  eome  owners,  are  entitled  to  a  drawback  of  I 
daitm  paid  on  ahipment. 

Timbkr:  load  of  oak,  aah,  elm,  h«ech,  birch,  or  other  hardl  wood,  10  cable  fett;  ] 
liil«lu  or  fir  timber,  SO  cable  feet. 

Blauobtered  kmMALB:  the  toll  In  a  qnari^r  IeȤ  th&n  timt  for  live  stock. 

It  ha»  been  held  that  when  a  ship  with  cargo  from  the  North  Sea  to  the  Irish  Sea,  ( 
vi^  vtrsa,  haft  passed  throngh  Hue  canal,  the  dut^B  on  the  rnrgo  fid]  on  the  conaignee  i 
lefts  there  ia  any  expreas  atipalaLion  to  the  iiontrury.     See  tht'  &rticlti  Caledonian  Canal. 

CBHTAH   CAKAL. 


Barley      . .  *  * 6|  ^oBrten 

Beiir  nr  bigg 6 

Fip.  foreign  and  home  \  ^       ^  , 
m  loga  or  rafti    .  * . ,  f 

Floar :GboUa 

Freestones,  grindstones  I  t  g -„t,  ** 

Granite  and  whin  mUi- 1  ^  ^ 

fitoaw *./  ^*      * 

Hardwood 40      - 

HcrringB      ** ,,,.  8  barrelB 


Lime 10  bolls 

slacked     .,,....«  15     - 

Malt ISbushola 

Marble     12  cab.  ft. 

Meal     ISboUs 

Oatfi 7  qtmrtera 

Sktea  , SOOKixiable 

Tar , .  8  barrel* 


GLOirCESTEE   AND    BEEKELE7   CAHAL. 
i  14  eabie  feet  -  Oybtebs  10  busheU ;  Iixhhe,  «amo  an  Caledonian  ConaL 

rOBTH  AHB   CL7BE  CAITAL. 

A  ton  of  Stokk  Id  cubic  feet. 


TABLE  No.  Vm. 

FRENCH  RATES  OF  FREIGHT. 

The  atjuidard  for  dead- weight  in  France  ia  the  ton  of  1,000  kilogrammes.    The  En 
ton  of  20  cwt,  2,240th,  weighs  exactly  1,015  IdlograinmeB. 

XaNHAOE  SCALE. 


Co«l  i»  taken  at   , 1,000  kilo 

Sugar  in  hag9   .,.,,.,,.,  1,000  - 

•     refibQed,  in  loaves  .  *       900    - 

Tobacco,  hhds.  (Kentucky)        700   - 

(Virginia)        800   - 

Saltpetre   1,000   ^ 


Hicc,  in  baga     1,000  Idlo 

-     in  caska 900   -^ 

Indigo,  in  ca«e« 700  - 

Homp 400   - 

Manihihemp 600   • 


STEVENS    ON    STOWAGE. 


37 


TABLE  No.  IX. 

BALTIC  AND  ARCHANGEL  BATES   OF  FREIGHT, 


ISINGLASS  (cAska)  l-4lh  int^ro  thati 
freight  cleaii  heiop,  per  ton  11  poods,  ^, 

LINENS,  Hii  pieccfl  Flems,  90  nivcjiduckg, 
120  ditto  driULnpTi,  80  ditto  narrow,  1  ell, 
44)  do.  broad,  *1  c]h>,  sheoting ;  60  do.  tittil- 
cloth ;  6i,l)0()  ArclHumf*  broiid  diaper  Uneiitt 
or  crash ;  8,iX>0  ditto  Archeuiis  narrow 
linen  dinp^r  or  huckubuckd  (.*qaul  to  2-3rdii 
of  A  ton  at  duaoji  Lcmp. 

MATS  (from  Archangel)  5  per  cent.  lc«ii 
tlion  the  frciglit  of  ht^mp,  for  tmy  quantity 
not  eiciiedin^  l-tith  of  the  bhip'ti  t^^i'gt^i 
reckoning  MM)  piece<»  duublc  &  ^Oi)  pioccii 
Blngle  to  A  ton. 

PITCH  AX1>  TAR  ;  lOO  hamrU  equal  to 
li7  qimrtern  of  wht^at,  iuiperiul  meoMnre. 

TALLOW*  ;  2-3rdb  freight  of  clean  hcnip» 
on  the  gross  weiglit. 

WOOD  not  to  bfci  conidderi'd  ah  coming  un 
der  the  denomination  of  ^iown^Jtc  goods. 

DLmlK4  ;  1*21)  piece*  Petershm^  utojidiird 
equal  to  H  loudK  of  tijnht?r, 

WrtCnttcol  Logs,  1  3rd  more  tluin  freight  of 
firtimb<'r,  ^  lortd  of  !Ui  cub  feet,  CuBtom' 
himm.'  eiilliper  iiict^nro. 

Xliilf  I^gs  lor  broken  stowage,  2-BdA  treigbt 
of  whole  logs* 

Round  MiuitM,*  33  feet,  girt  mcjifiurct  eqicuU 
to  1  lt)ud  &r  liuiber  oif  60  feet,  Cnstom' 
hou»e  callip-er  me&iiiure. 

Btflvei*  ijut  cargo.)  1  mille  of  ruiming  pipa 
equal  to  t20  loadg  of  tir  timber. 

Deal  Ends  {for  broken  stowage,)  2'3rds  tbo 
freight  of  deals. 

Lathwood  (for  broken  (stowage,)  1  fatliom 
of  -i  feet,  eciiual  to  1  lond  of  tirabeJ'. 

WOOL,  donble  freight  of  eleim  lieinp  per 
lou  of  tl3  poodK^  proesR. 
*  IJIJ  per  cent.  liun, 

4  D«n!i*  10^  >.  i  UiRii  3  loodt  tliu- 

lier,  bi'.'-iilr -.  v\ti.i  :iiiui)ii  r  u«' mrce*. 

Uk.M  Ml,, 

YlJC,  IJi         ,  lUld 

thiiii  pruiluci  l»\  1>  ~  i  tor 

ouhir  (!otit«nt ,  C  u  - 1  i  it'ti'r 

ID  Uioties,  tn  be  triL  Livti,) 

I^BDENBA  '    fVom  tb«  Black  S««  to  pay  7|  jMsr  cent,  more^  than  thi»  mU]  in  the  U^Im. 

I S^KK  L»  J'  k  Soa  to  p«y  A  jmit  cwit,  mor^  Uuut  iho  mUr  in  Un*  tuldes . 

OUAIS  m  matM  to  p«y  7^  per  cent,  inriic  Uiim  hi  ImlK, 
8BAXN  III  Imtn  lMtff»  lo  p*y  »  \wr  rftit.  mr>pr  thnit  in  hulk, 

dtnic  Ihp  prujiyriiun  v(  '►  <  i  ,'jOO  dhxgffi  mut*  to  t'*ery  llMI  luii  rr|tikt«r,  to 

|f#r  wrnl.  mom'  ihaii  ijir  ii  (he  eiteiti  of  mie-fouftii  of  tb«  cxrgo.    Any 

Fj^'ln.rTMri  tn  f.r  .uTrjf'ct  tj.  m        •  .1. 

M^  I  Ar|K>i,  iij  i^ujr  30  pw  c«ait.  mon  fHrif^bi  Uian  Ar  (iniber,  |>er  toad  <tf 
calbprr  meiwurs. 
-  iikiia  of  4  fwl  lidiwixyd  lo  |wt  fh*ij(bl  equal  to  im%)  luail  tir  llnilHir ;  d»al 
cocia  t«  v«UittiU .   F  i  tfiyb  I  uf  d4>tl» ,  »lar<f ,  tod  otlser  broken  ■t<»waBe  »ul^«et  U»  ii  uprchd  afrfKrmni  t. 


fo  My  8-8rdji  the  freight  of  clenn 
GB  W  gVOW  weight. 
ISTLES  ft  tiim*d  HIDES  2.Sda  fardght 
of  cleftn  hemp  |^  ton  of  44  pooda,  groBa. 
BEES'  WAX   (in  mats),  2'Brda  freight  ol  i 

che^a  hexnpt  4^  ton  of  63  poodit  gr. 
|££S'  WAX   (in  eoaka),  mmt  freight  m 
t  h«iiip,  i^ton  of  63  poodfi  gr. 
;  inidl  eftsea  same  freight  n»  heuip. 
ITHEBS,  aame  fnnglit  tM  CodiU*  bcmp 
4>  ton  of  44  pooda  gr. 
^EAIN— Wheat,  97  imp.  qiurt«r9  equal  to 
10  km  of  clean  hemp. 
09,  BcftfiB*,  and  TareSf  10  |pr  cent  more 
than  freight  of  wheat. 
Sjre  7i  ^  eent*  Linseed  10,  Barley  15,  Data 
7^1  Uft«  than  freight  of  whe^t* 

J  U]»e«df   12  barrel<4  in  rmika,  24  in 
VttJk,  49qiud  to  1  ton  of  Rhine  hemp. 
r^ARE  SKINS,  some  freight  aa  dean  hemp 
l^toD  of  3,.5<)0  Rkina. 
SMP^   (from  Petersburg)  ontuhot  l-Sth, 
half  dean  1-lth,  Codilk  o&e-hftlf  more 
thjin  trright  of  clean  hemp. 
IHEMP*  (Uitrti)  onUhot  l-8th,  pass  L4th, 
Codilht   one-half    more   tlian   freight   of 
Bliine  hemp— Foliah  and  Khiuc  heiup  on 
amue  footing. 
I  niDF.H,  dried,  3-Biha  more  thim  trtdght  of 
cli'nn  hemp,  per  ton,  gr. 
Lies,   wet  or  &&lted,  ^'Srda  freight  of 
Lll«anp,  perton^  gr. 
SOftSfi     HAIR,    manQfaetnred,     double 
Crt!fght  clean  hemp,  per  ton  44  poods,  gr. 
IHOUSE  MANES,  l-4th  more  tlnin  freight 

of  eleiui  bt'inp,  per  ton  of  44  poi^da.  gr. 
IBOHSE    TAILB,  Mme   freight  aa  clesn 

hmop,  per  ton  of  44  poods,  gr. 
(ISINOLABS  (bale^)  same  freight  M  elettl 
bcntp,   prr  ton  of  11  pontTs,  jfr. 

-■ '  Ilk*, 

DJ  luol* 

ajiCoiit^vAMHi  VJli  per 

Hte  uf  dean  basap,  all 


[■ 

^^^^■^ 

^H 

^^H 

I^LJI 

STEVEX.S    OX    STUWAGK,                  ^H 

TABLE  l9o.  3t.                                              ^H 

f                               NEW  SCALE   OF  PROPORTIONATE   FREIGHTS,    ^l 

H 

All  per  lOxV  of  20  cwr.  Gaosa.                                          I 

1 

Merino  k  Span, 

Woal 

Other  Wool 

TaU0W 

Wheat 

LiiiflatdUkd 
Bapeseed 

Bulejr 

9.      d. 

M,         d. 

*.      J. 

t.    d. 

f.     d. 

s.        </. 

n  mm 

57     360 

20  10-20 

15     0 

16     000 

17      6«( 

T 

75    auo 

m     2-52 

21     0-34 

15     ft 

10     702 

18     1*0! 

77     l»'l^ 

01      144 

22     2'88 

10     0 

17      144 

18     8*C« 

80     2*iS 

63     030 

22  ir22 

10     0 

17     7-86 

19     ^m 

63     7  41 

(U  11  28 

23     7\j0 

17     0 

18     2*28 

19  lOlM 

B5     000 

«<5  10  20 

24     ;i90 

17     6 

18     8-70 

20     5-7( 

H7     o70 

08     912     1 

25     0-24 

18     0 

19     312 

21     07i 

m  lir,*:i 

70     S'04 

25     858 

18     B 

19     9  54 

21     77^ 

U'-'     J-UH 

72    mm 

20     4-92 

19     0| 
19     0~ 

20     3'90 

22    m 

94     9  21 

74     5-88 

27     1  20 

20  10-38 

22     9-7« 

07     240 

7fJ     4-HO 

27    omi 

20     Ogs 
20     tt! 

21     480 

23     4'8a 

ttU     7  Tin 

78     n-72 

28     594 

21   11-22 

23  ir8J 

102     0-72 

HO     2'«U 

29     2-28 

21   oi 

21     O-S 

22     5-64 

24     684 

104     ryHH 

82    vm 

29  10  02 

23     006 

25     1*$( 

urn  11  01 

84     0'48 

30     ftOli 

22     0? 
22     oa. 

23     048 

25    B-m 

lOlJ     .1-20 

H5   1140 

31     3  30 

24     0-90 

26     890 

111    i^m 

87  10:i2 

31    ll-M 

23     0  2 

24     732 

20  10  91 

111     2-52     ! 

89     9-24 

32     798 

23     6  J 

25     1-74 

27     5-94 

Utt     7-08 

91     610 

33     4-32 

24     Oa 

25     816 

28     om 

119     0H4 

m     7*08 

34     000 

24     Gl: 

26     258 

m     7*9« 

121     0  00 

95     O'OO 

34     900     1 

25     01 
25     of 

26     9*00 

29     3'Oflf 

121  11  10 

97     492     , 

85     5-34 

27     3-42 

21)   100*2 

120     4. 12 

99     y  K4 

30     1*68 

20     ii^ 

27     9-84 

SO     5n>4 

12«     9  iS 

101     270 

30   10  02 

26     0- 

28     4-20 

31     0-0< 

l;U     2  04 

loa    r  08 

37     0-30 

27      oS 

28  10'68 

31     7-06 

133     7  HO 

105     0  (SO 

38     2' 70 

27  6f 

28  0? 

29     510 

32     Zl{ 

l:Ul     090 

100    n  52 

38   11  04 

29  11  52 

32     911 

UH     «  12 

108    1044 

39     7*38 

US     0  3 

30     5-94 

33     4U 

140    I12H 

no    ^m 

40     3  72 

29     0? 

31     0'36 

33   1116 

I4:i     444 

112     8-28 

41     900 

29  6, 

30  o9 

31    e-78 

34     6'lg 

MV     000 

114     7-20 

41     8'40 

32     1-20 

85    i-2a 

i.^7   1140 

1*4      1*80 

45     210 

32     6 

34     930 

38  om 

2»)n     tiOO 

102     4*20 

59     090 

42     6 

45     570 

49     8-70 

2:>.5      l-HO 

200     060 

72  n  70 

52     0 

50     210 

61     51(1 

,HOH     9  (10 

mn     900 

80   10-50 

02     6 

00  10  50 

73    i-5a 

yi5   lOHO     , 

248     «ttO 

90     4*20 

05     0 

69     600 

70     0*00 

:i40     24(» 

2«7     480 

97     300 

70     0 

74  lOHO 

81    10'80 

,'ifi2     4  20 

270  11-40 

100     930 

72     6 

77     6  90 

84     9-90 

mi    0  00 

280     600 

104     300 

75     0 

80     300 

87     9*00 

The  equival* 

•nt  etpre^siot]  of  tbefie  propoftioiui  by  wxi<»bt  would  he,  to  say  the  «al 

^^^H                          nkia  of  freight  k 

■ 

^^^1                                   in 

1,635  lb.  Oais,                                     ■ 

^^H                            2.im\\h 

Dftri  Of  rye» 

l,6111Ib.  TitUaw,                                    I 

^^^^^                                1,83G  lb 

LiiiAtfi^d  or  rapeieed, 

Bfvrloj, 

Cuttoii  6«ed^ 

461  !b.  Wool,  raerinofi  or  Spanishf     | 
6^ilb.  Wool,  olher  aorte.                  J 

STEVENS    ON    STOWAGE. 

:u>           J 

TABLE  Ko.  XL 

fl 

RELATIVE  RATES  OF  FREIGHT. 

I 

r«rqii«rt#r 

P«rioii 

Tex  qumrint 

Per  ton 

P*r  qiuutor 

1 
1 

initt. 

aocwt. 

20eirL 

ittttb. 

1 

9. 

*.    if. 

«, 

S.     d. 

9, 

a,    d. 

ft 

1     Of 

21 

6     If 

43 

U     2| 

^^M 

U 

1    ai 

25 

ft     4| 

44 

1»     5f 

^^H 

7 

1    d 

2« 

5     (tf 

45 

11     7» 

^^H 

H 

1      H» 

27 

5     li| 

40 

U  lOf 

^^H 

9 

1   llf 

28 

«    0 

47 

10     Of 

^^^^1 

la 

2     It 

30 

0     2| 

4« 

10   af 

^^H 

11 

2     4f 

JiO 

0     5^ 

4U 

10     6 

^^H 

n 

2     fl| 

ai 

0     7| 

50 

10      H| 

^^H 

13 

2     fl| 

Sr4 

0  109 

51 

10    llf 

^^H 

14 

a    0 

sa 

7     Of 

52 

11  If 

^^H 

15 

8     2t 

:u 

7     S| 

63 

11     41 

^^H 

16 

a    f4 

35 

7     6 

54 

11     Of 

^^H 

17 

3     7t 

a<i 

7     H| 

55 

11   1JI 

^^H 

18 

3  lOf 

H7 

7  llf 

50 

12     0 

^^H 

19 

4     Of 

as 

8     If 

57 

12     2f 

^^H 

SO 

4     8| 

m 

8     4f 

68 

12     5( 

^^H 

n 

4     0 

40 

H     0| 

5U 

12     7» 

^^H 

atj 

4     Rf 

41 

R     |i| 

m 

12  10| 

^^H 

2d 

4  in 

42 

t»     0 

^1 

1 

^ 

RU8SUN  CHFiTWERTS. 

1 

RUSSIAN    CH£TWERTS 

IMPERIAL    QUARTERS 

•JIDVclS  irj 

li«Dltrt:o  TO 

^^1 

IMPERIAL    QUARTERS* 

RUSSIAN    CHETWERTS. 

1 

Chtf, 

On.       ai«i. 

On. 

On.. 

Chet, 

On. 

Cb«U 

0-73 

Hi) 

57-72 

1 

ISO 

m 

110'g5 

144 

00 

04114 

2 

2-77 

m 

124*70 

«-16 

im» 

7215 

9 

410 

100 

law  50 

HhO 

2<I0 

U4%"n 

4 

5-54 

200 

27712 

HOI 

HIX» 

210  40 

5 

6'Oa 

a(K) 

4LV0H 

4a:i 

4(»(> 

2HH02 

6 

m\ 

4(X» 

554  24 

5*05 

600 

HOO-77 

7 

0'7« 

5(J0 

002->HI 

H 

&'71 

»>00 

402W2 

a 

11-08 

(KKI 

M,S1-3II 

!) 

0'40 

700 

54»5'08 

0 

1247 

700 

{mmi2 

10 

7"i2 

WM) 

577  t^a 

10 

lUHO 

MK) 

nOH-4H 

do 

14  4H 

M0<> 

»i4nao 

20 

27-71 

IN  Ml 

l247*tU 

30 

ai  Oi'V 

l(t(Ht 

TV' I'M 

ao 

41-57 

lOTNl 

iaH:>'00 

40 

sirHHrt 

•^<KH> 

l4i:joK 

1    ^* 

5542 

2*H»0 

'2771-20 

50 

mS'OH 

;in*H) 

VH14  <l*i 

5<l 

n!l-2H 

ao(M* 

4150  HO 

m 

4.tiaj»    , 

|4MX) 

*^H80  10 

m 

Ha- 11 

40(N) 

5542-40 

70 

{VIKjI 

5tKJt) 

aou7  70 

70 

uoua 

50i)l) 

692H-00 

1 

L 

m 

1 

■  _ 

1 

■ 

^n 

3l 

STEVEN^S    ON    STOWAGE* 

1 

TABLE  No.  Xn. 

■ 

111 

PROPORTIONATE  GRAIN  FREIGHT  TABLE.           1 

Wkbat. 

Pi  AS,  BsjLXf, 
anil  TA»r«, 

OAtf, 

2 
3 

d. 

0 

a 
(I 

0 

2  2  1 

9       0 

3  U^ 

<.       d. 

1  10  1 
8     OH 
a    3{ 

2  61J 

1  Of 
3       0,V 
3       3 

2  Va 

ff.      <!. 

1      8| 

1  1041 
3      14 

2  4,V 

i.        d^ 

1       6| 
1      H 
1    Hi 
9       1| 

^^^^^^B 

3 

y 

3 
3 

0 
3 

« 

0 

3       3| 

3       «,*„ 

3  lOl 

4  14 

8      9fy 
3      OA 

3     ajj 

3      5| 

2  8} 

3  1* 
3       4i 

3      6f 

8    lU 
8      3i 

3       8^ 
3      0^ 
3      6| 
3    10 

4 
4 

4 

4 

0 
3 
0 
0 

4       4t 

4  HI 

5  2/, 

3      8| 

3  llA 

4  US 
4      *» 

3  7i 

4  Of 
*       3A 

3      41 

3  OA 

4  Qfy 

8      Ij 
8      S| 
8      ft^ 

a    82 

5 

5 
6 

0 

a 
ft 
(1 

1)       0) 
0       3^ 

4       7J 
8       3!« 

4  t5 

4  m 

5  3A 

4      3 

^    Hi 
4   1041 

3   10 

4       Of, 
4       3J 
4       5| 

0 
0 
6 
(1 

0 

:j 

6 
9 

0       7i 
H     10  J 
7       It 
7       3^ 

a     0] 

6       Of 

0    m 

5       4| 
5       74 

5  10 1 

6  OA 

5     14 
5      Sf 

4      T 

4  10 

5  4 

7 

7 
7 
7 

0 

7       8| 

7  ll/,r 

8  3 

8       6tV 

6  5Vi 
8       HH 
0    lli 

7  a^ 

6       3| 
0     lU 

5  111 
n    111 
0    44 

5  6^ 

6  Orf 

8 
8 
8 

8 

0 
3 
0 
0 

ft       flf 

0     ov„ 
Jl      4| 
P       74 

7       4t 

7       711! 

7  10,'„ 

8  li 

7     at 

7       5,1, 
7       7| 

7     104 

0    01 

7      OA 
7      5i 

0       3| 
fl      4f 

0       7J 

0     0I 

9 

0 
3 
G 

D     lot 
10       S,% 
10       5| 

10     a,^^ 

8       -v. 
8       6U 
8       OA 

0     oa 

8       11 

8       8W 
8       Of 
8       0A 

7      7t 

7  10,t„ 

8  OA 
B     SA 

6  lU 

7  2^ 
7       4^ 
7       01 

10 
10 
10 
10 

0 

a 

6 

11       0 
11       3VV 
11       0| 
11        0,^1 

9       3 

9  1U8 

0      0 

0     d| 

0      &tV 

8      6 
8     8H 
^    IItV 
»      IH 

7  0 

7  m 

8  Ij 

a    $1 

u 
11 
11 
11 

12 

0 
3 

n 

0 

13      U     1 

13       44 
13       7  J 
13     llA 
13       3} 

10     aA 

10      4i 

10      711 

10  loj; 

11  li 

t)    lot 
10     14 

10       4i 
10       6^ 

10     Oi 

9      41 

0      Of 

0     ftA 

0    111! 

10      3  1 

8      ^ 

8      r 

8  IDt 

9  li 

0       3| 

^ 

STEVENS    ON    STOWAGE. 

TABLE   No,  Xtn. 

[comparative  rates  of  freight, 

BULCK  SEA,  ito. 


41 


lou 


OLH  KLLM,  LONDOU    a4LriC   lUTRS. 


Tallow 
rum 


Wheat 


Barky 


Beans 


d 

#    4 

0*5d 

95  Q    , 

7'IU 

SO  0 

a*  10 

di»  0 

0*70 

87  e 

10*46 

40  0 

re-ofl 

4S  6 

O-WI 

46  0 

3*aa 

47  0 

0'd8 

50  0 

lo-dd 

09  6 

6*sa 

5fi  0 

a-93 

57  0 

B6B 

00  0 

vu 

m  6 

|0^9 

a;»  0 

1^64 

e?  6 

1  e-80 

70  a 

a  ad 

73  0 

lie 

7ft  0 

f  4 

3  10  sa 

4  7-67 
G  4-95 

5  0-58 

0  2-2a 

e  0*H7 

6  IJ*riO 

7  414 

7  8-7  H 
H  1-42 

8  60U 
H  10  70 
0  ;i-34 

10  om 

10  &-30 

10  i>-fio 

11  2-54 
11  7-17 


3  6-J)l 

4  d-4» 

5  0-07 
5  4-80 

5  8-66 

6  0*95 

6  5-24 

(J  iiria 

7  ina 
7  «-ll 

7  10*40 

8  3(10 

8  11'2B 

9  a-sa 
n  7'8tj 

10  0-16 

10  444 

10  »-7a 


«  d 

3  5-75 

4  210 

4  10-45 

5  2-62 

6  a'80 

5  10'07 

6  8^16 

6  7-Jia 
«  11*50 

7  3*«8 

7  7*85 
H  003 
n  4*20 

8  8*n8 
0  0-55 
0  4-7a 

9  8'&0 
10  108 
10  5-25 


»      d 
3    3*43 

3  11-33 

4  7-20 

4  11  14 

5  3'UO 

6  7<i:] 
5  10*5)7 
0  2-1)2 
0  6*H« 
CJ  10-80 

7  2*74 
7     fJ«D 

7  l()-a3 

8  2*58 
8     0-52 

8  lr)'47 

9  2-41 
9  0,15 
9  10'20 


«  d 

4  8*03 

5  1*23 
5  11 44 
e  4*54 
«  964 
7  2'75 

7  7*85 

8  0*95 
8  6*06 

8  11*10 

9  4*20 
9  9*37 

10  2*47 

10  7*57 

11  0'58 

11  5*78 
U  10*88 

12  309 
12  909 


•  tndiAD  corn,    beaa*  (exeept  Sicilian),    tftrea, 
lentili,  p«as»  uui  millet  aoed ;  ijuau  froiglit 

ftfl  wlie«t ;  iflj,  per  ion    

Bje  luad  fUrif  io  pay    ...  *  2i^  o&ai*  more,  or 

LiiuMd  mad  rapeAecd  > . . .  7  ,, 

Barley 17 

Cotkokweed   22  ,, 

0»U    •. 87 

Tillow     89 

Wool,  meruio  uid  Spankli      886  „ 

Wool,  other  aorU     282  „ 


^pa^  88  mrm  gsTsn  gTBdnmtdd  rates  per  ton  for  the  leading  articles  according  to  the 

r  ||i)«zpre«aed  rates  mjiy  easily  be  luuiertainod  by  oombimug  two  of  tlioae  indicated, 
MU«. Bd.  tor  $U, ^ ;    donblo  20«,  for  40« ;  ^c. 

PHbo  CmmmaT  of  com  !■  equal  to  5*77  imperiAl  basheb,  English :  beaee  100 
^  ~  72'  12  impcsriid  qwiien.  A  Food  weighfi  M  lb.  uvoirdnpoie.  In  ftjdng  freight 
IJUnd*  a  ion  b  63  poods  of  hemp,  Ihix,  taUow,  iron,  copper,  and  aihoi ;  44  pooda  of 
leftther,  and  wax  ;  5  down  deal»»  8,600  hare  aldni,  8  chelwertt  of  wheat 
t  aOpieeet  of  sail  cloth: 


r 

1 

^Sii^^^H 

12                         STEVENS    UN    S 

ri>W.\GR,                ^^H 

TABhE  No.  XIY                                                ^^ 

BLACK    SEA    RATES 

OF    FREIGHT.             ^^ 

Hatei  nf  Freight  ad t pled  to  the  Black 

Sea  Tratle,  calculated  aeeord^M 

Uf  the  Londm  Baltw  Printed  Bam.                           1 

Tallow 

IT  ton 

Wheat 

Linseed 

tti«iiwb«llt 

Peii£,  Beans 
and  Tares. 

Rye 

74rci.le« 

Barley 

Oats 

'i:>||p-rtleft» 

«3j 

«    d 

«    d 

«       d 

J     d 

a 

d 

#    d 

t      d 

^ 

30  0 

4     7  <170 

4     2103 

5     1-237 

4 

3-494 

3  n-319 

3     7-144 

91 

:i2  (i 

5     0aO9 

4     6-27« 

5     6340 

4 

7-786 

4     3-262 

3   10-739 

9 

' 

.15  0 

5     4948 

4   10  153 

5  11-413 

5 

0*077 

4     7  206 

4     2:J35 

1(1 

^HlH 

y?  « 

5     9-587 

5     2-628 

6     4  546 

5 

4*368 

4  n-M9 

4     5-930 

11' 

^^^^M 

40  0 

6     2-226 

5     (rH04 

6     9  649 

5 

8659 

5     3092 

4     9525 

13 

^^^^M 

43  fS 

6     0*HG.'5 

5  10-079 

7     2752 

6 

0  951 

5     7-030 

5     1121 

12 

^^^^H 

4  a  0 

0  11-505 

6     3  154 

7     7  8.'i5 

6 

5242 

5   10-079 

6     4716 

13 

^^^^H 

47  i\ 

7     4114 

6     7  329 

8    0-9^8 

6 

9-533 

6     2-922 

5     8311 

14 

^^H 

dO  0 

7     8'783 

6  11505 

8    6*061 

7 

1-824 

6     6'8ti5 

5  n*0U7 

14 

^^H 

n  e' 

8     1*422 

7     3-680 

8  11  164 

7 

6-115 

6  10-809 

6     3-502 

19 

^^^^H 

55  0 

8     6  CIO  I 

7     7-855 

9     4-268' 

7 

10*407 

7     2753 

6     7097 

14 

^^^^H 

57  fl 

8  10*701 

8     0  030      9     9  371  ' 

8 

2*698 

7    61195 

6  10-693 

17 

^^^^B 

DO  0 

9    a-aio 

8     4-206    10     2474 

8 

6089 

7  J0-63V) 

7     2  288 

18 

^^^^B 

63  n 

9     7  97(1 

fi     N3H1 

10     7  577 

8 

U-280 

8    2-581 

7     5-884 

18! 

^^^^K 

05  0 

10     0018 

9     0-556 

1 1     0  680 

9 

3'.'\72      8     6'525 

7     9-479 

10 

^^^^H 

67  fl 

10     5-257 

9     4-731 

1 J     5-7^<3 

9 

7-803 

8   10*469 

8     1-074 

dll 

^^H 

70  n 

10   e*39« 

9     8*907 

11    tO-886 

10 

0-154 

9     2-412 

8     4*670 

211 

^^H 

72  0 

11    2-5rir» 

10     1  Ofl2 

12    3-0B!> 

10 

4-445 

9    6355 

8     8*263 

21 

^^^^B 

75  0 

11     7  175 

10    :>2/:i7 

12     0-*>!>2 

10 

8-737 

9  10-298 

8  11-860 

23 

^^^^H 

77  i\ 

11   11'814 

10     0-432 

13     2  195 

11 

1-02B    10     2-242 

9     3456 

23 

^^^^B 

BO  0 

12     4'45:i' 

11     1-608 

13     7  2*18 

n 

5-3 1 9 

10    6  185 

9     7051 

24 

^^^^1 

82  « 

12     9-092 

11     5-583 

14     0-401 

11 

0610 

10   10  198 

9  10-646 

2i 

^^^^1 

85  0 

13     \rn    \\     9t>58 

14     5-504 

12 

iOOl 

11     2  071 

10     2-211 

25 

^^^^H 

67  6 

,  l:i     O'HTO    T2     2  233 

11   1(»647 

12 

6-192 

11     6014 

10     5-836 

2< 

^^H' 

00  0 

13  11-000 

12     6-309 

15     3710 

12 

10-4N3 

1  1     9057 

10     8-43^ 

1 

^^H 

m  0 

14     3-048 

12  10-284 

15     8  813 

13 

2774 

12     1-901 

11     1-099 

■ 

^^^^H 

9»'>  0 

14     82H7 

13     2'4.'V0 

16     l'917 

13 

7-066 

12    5844 

11    4*6i| 

^^^^B 

07  0 

15     0927 

13     f)H34 

16     7-<i2t> 

13 

11-357 

12    9-787 

II     8*2li 

^H 

^^^^B 

lOO  0 

15     5-5«(> 

K5  noio 

17     0-123 

11 

3-6 IH 

13     1-731 

11    11*813^ 

IS 

^^^^H 

102  6 

l?y  10205 

14     3-IH5 

17     5  226 

14 

7-0351 

13     5  674 

12     4-409 

m 

^^^^H 

10ft  0 

16     2844 

14     7-360 

17   10-320 

15 

0"2;ll 

13     9'617 

12     7  004 

at 

^^^^B 

107  6 

16     7-48M 

14  ii-:ia5 

118     3  432 

\^ 

4532 

14     1561 

12  10  599 

33 

^^^^H 

110  0 

17     0-122 

15     3  511 

18     8  5.15 

15 

8  813 

14     5.'i04 

13     2  195 

33 

^^^^H 

119  ^ 

17     4  762 

15     7-886 

19     l'63H 

16 

1  104 

14     0-417 

13     5-793 

39 

^^^^H 

115  D 

17     9401 

16     0-061 

19     6741 

16 

5-3011 

15     1-39^1 

13     9-3R5 

34 

^^^^H 

117  6 

18     2 '040 

16     4  236 

10  11-814 

J« 

9'6S7 

15     5  334 

14     0-981 

3d 

^H 

120  0 

18     6-670 

16     8-412 

211     4-945 

17 

2  378 

15     9277 

14     4-576 

30 

^^1 

A  Bnstdan  rhetwcti  of  corn  la  equftl  to  S-77  imperial  buihelij,  Englif^h ;  hence  lOOfl 

^^^^^B                            irert*— 72*12  tnaperial  qnartcrs.     A  pood  weighs 

8Btb.aroirdtipoiB.     In  filing  frei£M 

^^^^H                            E&gknd,  a  ton  is  63  poods  of  hrmp,  fliuc,  tnllo 

w,  irnu,  coppcjr,  nnd  ftf^lteft ;  44  poOT 

^^^H                           bnitlM«  Uifi^rljisB,  It-aliier^  and  wax  ^  5  dosen  deaU,  3|MX]  tt&tie  skint,  8  cbi*twertB  of  l| 

^^^^H                           or  liitiMQd,  and  6()  pieces  of  smil  clutli^ 

-    A 

I 

■        STEVENS    ON    STOWAGi:. 

4Z 

r 

TilBLE   No.  XV, 

BL£  showing  the  number  of  Enssian  Foods  contained 

in  any 

number  of  Tons  from  One  to  One  hundred  and  Ninety. 

' 

6a  FOODS  TO  A  TON. 

u 

1 

s 

a 

4 

6 

6 

1      T 

8 

9 

G3 

126 

189 

252 

^15 

878 

441 

604 

667 

630 

69B 

7*6 

819 

882 

945 

1008 

1071 

1134 

1197 

'       121^1 

132» 

1386 

1449 

1512 

1573 

1638 

1701 

1764 

1827 

JS.v.t 

)'k':i 

2ill6 

2079 

2142 

2205 

2268 

23H1 

2H94 

2457 

•^■ 

2646 

2709 

2772 

2835 

28^8 

2961 

3024 

3087 

:'.! 

9276 

aami 

M02 

3465 

3528 

3591 

3654 

3717 

37HU 

1  ^      Minxi 

3969 

4t»32 

4095 

4158 

4221 

428^1 

4347 

4410 

t.:.;;       ?.v3rt 

4699 

4li62 

4725 

4788 

4851 

4914 

4977 

►       50iii 

:,hK:  ,     ;"iHJt5 

fi221i 

5292 

5a55 

5418 

5181 

65-M 

6607 

mio 

67iW 

5796 

5869 

5922 

5985 

6018 

6111 

6174 

6287 

1       634)0 

0a63 

6426 

6489 

6552 

6615 

6678 

6741 

6804 

68(>7 

CddO 

fiyiKi 

7066 

7119 

7183 

7245 

7308 

7371 

7134 

7497 

7r.ro 

7r,2H 

71»86 

7749 

7813 

7875 

7038 

8001 

8«->64 

8127 

hi     ' 

■; 

8aia 

8379 

SH2 

8505 

8568 

8631 

8694 

8757 

h- 

81>46 

9tJ09 

9072 

9135 

9198 

9261 

9324 

9387 

ifi,... 

,'..1,; 

y576 

9U39 

9702 

9765 

9tf28 

9691 

9954 

10t»17 

iWlt^t.) 

KiUa 

I02IH1 

lfJ269 

ltiaH2 

101195 

10458 

10521 

10584 

10647 

10710 

107T3 

10836 

10899 

HJ902  1 

11025 

11088 

11151 

11214 

11277 

liiMO 

11403 

11466 

1IG2** 

11^92 

11655 

11718 

11781 

118-M  1 

imrj 

imo 

viim 

1301J6 

12ir*9 

12222 

12285 

12348 

12411 

12474 

12537 

44  POODS  TO  A  TOH. 

44 

m 

1»2 

176         220 

S64 

808 

852 

396 

'      440 

4H4 

528 

573 

61C         060 

704 

748 

792 

836 

880 
1990 

»24 

96ft 

Itl[2 

1056        1100 

1144 

1188 

1232 

1276 

1?M>4 

vma 

1452 

IJWi        iMO 

1584 

1628 

1672 

1716 

irm 

l8iH 

1648 

1K1H2 

19:W       I9rt0 

2024 

2ori8 

2112 

2166 

2300 

2244 

22«« 

23H2 

2i»76 

2420 

2464 

2506 

2552 

2596 

9^0 

2H^ 

272B 

2772 

2816 

2860 

21MV1 

2948 

2992 

»0B6 

ao^ 

^m 

8i6H 

H212 

S256 

uaoo 

3S44 

3388 

8432 

3476   1 

8520 

»5«V1       S0<>8 

JMJ52 

8696 

8740 

3784 

3828 

8875 

8916 

1800 

ilXJl       4018 

4CJ9'i 

4136 

41H4J 

4224 

4268 

4312 

4356 

4400 

44^14 

4488 

453'i 

4676 

4620 

4664 

4708 

4752 

4790 

4J^iO 

4H84 

4928 

4972 

6016 

5<J60 

5iai 

5148 

5192 

6236 

fi3><0 

5»2i 

536H 

5412 

5466 

5500 

5544 

5588 

5('»32 

5676 

6720 

6764 

6806 

5852 

5896 

5940 

51»84 

6028 

6072 

6116 

ftlAO 

6304 

6^4^ 

6293 

Baso 

6?W0 

(V»2t 

64t»8 

6512 

6556 

MUil 

66-14 

66B8 

67a2 

6776 

6H20 

6864 

0908 

6952 

6996 

70iO 

7<>H4 

712« 

7172 

7216 

72<U* 

7:104 

7348 

7392 

7436 

74HO 

7ii-2i 

7508 

7612 

7656 

77<lO 

7744 

7788 

7832 

7876 

7»1U> 

7y(V4 

mos 

8052 

8096 

8H0 

8184 

8228 

8272 

8316 

e3«M) 

fcHOl 

B448 

8492 

8536 

8580 

8624 

86im 

8712 

8756 

[flnif,  ^ 

Jt,  UDow,  Iron,  copper,  Hitd  waken,  m  frtngUted  68  p<kh1«  to  «  toi 

L. 

Ht^' 

•inKUn,  luxtbur^  auii  wmz,  uro  fruigUkiU  44  piKxlii  Id  ii  ton. 

L 

iMtftll 

i 

^1 

r 

■ 

^M 

I 

^m 

STEVENS    ON    STOWAGE,                         ^M 

^H                                                                            TABLE   No.  XYL                                                       ^H 

^M             LONDON    AND    MEDITERRANEAN    PROPORTIONATE    RATi^ 

OF  FREIGHT  IN  PRACTICE. 

Tanow^f*^^ 

LinseeUp 

Bye 

Barley 

Oats 

wum 

OUor 

Wine 

(oifcflka)    Muz« 

TXTM. 

Bli{w«e«4j 

BttfrrU 

Bttc* 

{ett*ki) 

gj™j^                                      Pb»  Ijmhssial  QCjLBTEK 

Per    1  Ton 
bMTeljaicwi 

T»in 

«    4 

$    4 

«    d 

f      4 

•     d 

ff     fl 

t      4 

ff      4 

•   d 

•       d 

6  8 

1  0 

1     14 

0  101 

0  Jl,'^ 

0  101 

0     9A 

0    6 

b  0 

7    6 

B  4 

1  3 

1    M 

I    M 

1    U 

1     Of  1 

0  III 

0     7i 

6  8 

9    4 

10  0 

1   U 

1     7t 

1     41 

1    ^! 

I     3/, 

1     2 

0     9 

7  6 

11    3 

11  8 

1  9 

1  11t\, 

I     Ot*'. 

1     71 

1     OJ 

I     41 

0  10| 

8  9 

13    2 

13  4 

2  0 

2     2  1 

I     9! 

}    101 

1     81 

1     6f 

I     0 

10  U 

15    0 

15  0 

2  3 

2     ^i'l, 

2    OA 

2     0,*« 

1    11 

1     9 

1    H 

U  3 

16  10 

10  B 

2  6 

2     0 

2     3 

2     3f 

2     U 

1    111 

I     3 

12  6 

18    9 

18  4 

2  9 

3    0^ 

a  5/, 

2     6/b 

2     4 

2     U 

I     44 

VA  9 

20    7 

20  a 

3  0 

3    3| 

2     8} 

3     9A 

2     6| 

2    3t^ 

1     0 

15  0 

22    6 

31  8 

S  3 

a  WW 

2  11^: 

3    0 

2     9tS 

2     6i 

1     74 

10  3 

23    4 

2n  4 

a  fl 

3  10  I 

3     11 

3     2} 

2  IIA 

2    84 

1     9 

17  6 

20     3 

2A  0 

3  9 

4    M 

3    4i 

3    5| 

3    21 

2  11 

1    IfU 

IN  9 

28     I 

26  b' 

4  0 

4    41 

3    7J 

3     8} 

3    4t 

3     li 

2     0 

20  0 

30    0 

28  4 

4  3 

4     8V, 

3    9a 

3    lly't, 

3     7  4 

3    3i 

2     If 

21  3 

31   10 

SO  0 

4  6 

4  111 

4     0| 

4    2 

3  10 

3    6 

2    3 

22  0 

33    9 

31  8 

4  9 

5     '^^ 

4     3V\j 

4     4J 

4    OA 

3     H^ 

2    44 

23  9 

35    7 

33  4 

5  0 

5     6 

4    6 

4     7| 

4    3 

3  lOi 

2     6 

25  0 

37    6 

35  0 

R  3 

&    9,^, 

4     8x^0 

4  lOi 

4    5i 

4     1 

2     74 

26  3 

39    4 

30  8 

5  e 

6    0| 

4  m 

&     1 

4    8V, 

4     SVta 

8    9 

27  6 

41  a 

38  4 

fi  9 

6    3A| 

5     2V, 

5    3f 

4  101 

4    5i 

2  104 

28  9 

43    2 

40  0 

0  0 

fi     7i 

5     4* 

5    0| 

3     U 

4     71 

3     0 

30  0 

45     0 

41  8 

G  3 

0  10  i 

5     7\ 

5    9| 

5    3| 

4  Wi 

3     14 

31  3 

46  10 

^ 

4.'i  4 

5  G 

7     II 

5  10  i 

6    0 

5    6i 

5    0! 

3     3* 

32  0 

48    9 

45  0 

6  0 

7     »tV 

t>     0^^^ 

0     3 

5    9 

5    3 

3     44 

33  9 

50     T 

46  8 

7  0 

7     Si 

n   3| 

6     &/. 

5  111 

5    5j\, 

3     0 

35  0 

52    6 

18  4 

7  3 

7  HA 

6  ovv 

0     H^ 

6     2 

5     71 

3     74 

3(1  3 

54    4 

:>(>  0 

7  6 

8     3 

«     9 

3   Ilk 

6     4i 

6     9i 

3     9 

37  6 

56    3 

51  B 

7  0 

S    6/^ 

6  n,t„ 

7     2 

6    7A 

(i    0 

3  104 

38  9 

58   a 

53  4 

8  0 

8    0| 

7     21 

7     4| 

6    9if 

5     2} 

4     0 

40  0 

60     0 

Ad  0 

B  3 

9     0^5 

7     5^ 

7     7i 

7    OA 

(i    4| 

4     14 

41  3 

61    10 

50  B 

8  a 

0     4i 

7     7i 

7   10^ 

7     2^^ 

6    7 

4     3 

4*J  6 

ti3    9 

&8  4 

B  9 

0     7  4 

7  mi 

8     U 

7    M 

0    91 

4     44 

43  9 

65     7 

m  0 

9  t) 

9  10  1 

8    u 

8     8/, 

7     ^t 

6  M/o 

4     ft 

45  0 

07     0 

HI   8 

9  3 

10    a.'n 

8     3^ 

8    fij 

7    lOv^ 

7     2 

4     74 

46  3 

69    4 

m  4 

9  a 

10    5| 

8     6| 

8     9,% 

8     Ot^F 

7     4,^ 

4     9 

47  6 

71     9 

J»5  0 

0  9 

10     H/^ 

8     9V^ 

0     0^ 

8   as 

7     6| 

4  104 

43  9 

73    a 

60  8 

10  0 

II     0 

0     0 

9    3 

8     6 

7     9 

5     0     50  0 

75    0 

6H  4  '  10  ti 

U     3^ 

»     2^^ 

9     51 

8     B) 

7  lU 

5     14,51  3 

76  10 

70  0    10  6 

11     6f 

0     5i 

9    8yb 

8   1V« 

a    If 

5     3 

52  6 

78     9 

71   N    10  0 

n    9^-^ 

9     S-^ 

0   11^ 

1    9     li 

8    4 

5     44 

53  9 

80     7 

7;?  4     110 

12     t  i 

9  lot 

10     2,V 

9     4t 

H     6A 

5     0 

55  0 

H2    6 

75  (Jjll  3 

12     4} 

10     1| 

10     5      1    0     6| 

8     Ht 

5    74 

56  n 

84     4 

76  H    n  6 

12     7  J 

10     4i 

10     7|  !    9     ill 

8   11 

5     9 

57  6 

86    8 

71^  4  '  n  9 

I'-i  Ui'a 

10     «A 

10  10  i  no   0 

f>     li 

5   104 

5K  9 

88    S 

BO  0  1  12  0 

13     21 

10     9f 

11     1^19     2 }  '    9     3  9 

0     0 

fiO  0 

00    0 

80  R 

13  U 

14     4 

U     8 

11    10      til     Ot     10     0  1 

6     6 

65  0 

97   n 

m  4 

14  0 

15     6 

12     7 

12     9        11    ]0|  '  10  104 

7     0 

70  0 

la-s   (1 

100  0 

15  0 

16     8 

r3    6 

14   0    !i2  9     no 

7     6 

75  01112    6 

1 

STEVENS    ON   stowage: 


45 


TAJ3LE  No,  XVI,  CowmruKO. 

LONDON    AND    MEDITERRANEAN    PKOPOKTIONATE    RATES 
OF   FREIGHT   IN  PRACTICE, 


I 
I 


I 


7J2f:r 

WheAt 

or 
Maize 

Xtddftf 
erouud 
{cask.) 

Ctkes 
(bulk) 

8linmflc 

Talonla  Bark  of    Cork 
(btiik)       Oak       Wood 

Bones 

(bulk) 

Snlplrar 

Tod 

Per 
qowter 

P&li   ToK    OF    3H>  Cwr* 

t      4 

■ 

d 

• 

d 

# 

d 

t 

d 

•    d 

M 

d 

«    d 

•   d 

«      4 

e  8 

I 

0 

7 

10 

4 

10 

5 

6 

6   3 

9 

9 

80  0 

8  0 

4     8 

S  4 

1 

3 

9 

!l 

6 

2 

6 

9 

7  JO 

11 

6 

36  0 

It)  0 

6     9 

10   0 

1 

6 

n 

8 

7 

8 

6 

3 

y  4 

14 

9 

40  0 

12  0 

6     9 

11  8 

1 

f» 

IS 

7 

8 

7 

9 

6 

10  10 

16 

3 

45  0 

14  0 

1   10 

13    1 

2 

0 

J6 

fl 

0 

8 

II 

0 

12   (\ 

1ft 

0 

60  0 

10  0 

8  11 

16   0 

2 

3 

17 

5 

n 

0 

12 

4 

14  n 

21 

3 

63  0 

18  0 

10     0 

16    6 

2 

0 

m 

4 

12 

1 

13 

9 

16    7 

23 

0 

60  0 

2a  0 

11      1 

IB   4 

d 

0 

21 

n 

13 

5 

15 

0 

17    2 

26 

3 

66  0 

22  0 

12    2 

20   0 

3 

0 

23 

2 

14 

6 

Ifi 

0 

18    9 

28 

6 

70  0 

24  0 

13     3 

HI    8 

a 

3 

26 

1 

15 

U 

n 

10 

20    4 

31 

3 

75  0 

26  0 

14     4 

3a  4 

a 

6 

27 

0 

Ifi 

til 

19 

3 

22    0 

33 

6 

BO  0 

28  0 

16    6 

Sd   0 

a 

0 

2.H 

II 

1« 

3 

20 

8 

23    6 

30 

3 

86  0 

80  0 

16    6 

26   8 

4 

0 

80  10 

19 

4 

22 

0 

25    0 

38 

6 

90  0 

32  0 

17     7 

S8   4 

4 

3 

32 

9 

SO 

8 

23 

6 

20    7 

41 

3 

95  0 

34  0 

i8     8 

30   0 

4 

6 

84 

8 

21 

(» 

24 

10 

28    2 

42 

9 

too  0 

30  0 

13     9 

ai  8 

4 

g 

36 

7 

22 

10 

20 

2 

29   fl 

40 

0 

105  0 

38  0 

20  10 

33    4 

6 

0 

3R 

6 

24 

0 

27 

0 

31    3 

48 

3 

no  Q 

40  0 

21   U 

96   0 

6 

3 

40 

6 

26 

3 

28 

10 

32  10 

61 

0 

115  0 

42  0 

23    0, 

36   8 

6 

fi 

42 

4 

26 

0 

30 

2 

34    4 

53 

0 

120  0 

44  0 

5U     1 

38   4 

6 

9 

44 

3 

27 

0 

31 

7 

36  10 

55 

10 

12.5  0 

46  0 

25     2 

40   0 

6 

0 

46 

2 

2!> 

0 

33 

0 

37    n 

5H 

6 

i:io  0 

48  0 

26    3 

41    8 

6 

3 

4H 

1 

30 

2 

34 

2 

39    0 

01 

0 

135  0 

60  0 

27    4 

4d   4 

0 

6 

50 

0 

31 

3 

35 

3 

4U    7 

63 

0 

140  0 

52  0 

2H    3 

46   0 

a 

0 

61 

11 

32 

0 

30 

4 

42    2 

or> 

lu 

145  0 

54  0 

29     0 

46  a 

7 

0 

63 

10 

a3 

R 

37 

3 

43    0 

08 

6 

150  0 

50  0 

30     7 

48  4 

7 

a 

65 

0 

36 

0 

30 

4 

45    3 

7**  10 

155  0 

5H  0 

31     8 

60   0 

7 

0 

57 

8 

30 

3 

41 

3 

4(1  10 

73 

a 

loo  U 

00  0 

32    f) 

61    8 

7 

0 

69 

7 

37 

6 

43 

2 

48    0 

76 

9 

it\5  i) 

02  0 

33  to 

OS   4 

8 

0 

fli 

6 

38 

9 

45 

0 

50    0 

7H 

n 

170  0 

64  0 

36    0 

66    0 

8 

3 

(\1\ 

5 

30 

to 

40 

« 

51    7 

ftO  10 

175  0 

60  0 

3<i     1 

64)    8 

8 

rt 

t\t, 

4 

41 

0 

48 

u 

33   2 

83 

3 

tm  0 

08  0 

37     2 

6«4    4 

8 

9 

07 

3 

42 

3 

4U 

0 

54    9 

m 

3 

185  0 

70  0 

38     3 

(io  (1 

11 

0 

m 

2 

43 

0 

61 

0 

56   3 

H8 

6 

190  0 

72  0 

39    4 

(11    8 

» 

3 

71 

1 

44 

» 

62 

u 

67  m 

01 

3 

105  0 

74  0 

40    0 

83   4 

0 

6 

73 

0  ' 

4A  m 

f>4 

(» 

59    4 

m 

0 

2(X)  0 

70  0 

41     6 

86   0 

!» 

0 

74 

11 

47 

3 

56 

0 

60  ID 

m 

3 

205  0 

78  0 

42     7 

m  8 

la 

0 

76 

10 

48 

4 

57 

0 

02    6 

98 

0 

210  0 

80  [J 

43     H 

rt8  4 

10 

3 

78 

0 

49 

0 

6H 

4 

04    0 

un 

3 

215  0 

82  0 

44     9 

70   0 

10 

« 

8(1 

8 

50 

8 

f»9 

9 

05    8 

llU 

6 

220  0 

84  i) 

45  10 

71    8 

10 

U 

8^ 

7 

52 

0 

0] 

1 

67    2 

tuo 

3 

22fi  y 

m  0 

40  11 

73    4 

n 

0 

84 

6 

53 

3 

02 

6 

GS    ij 

108 

5 

230  0 

88  0 

48    0 

7ft    0 

11 

a 

86 

6 

64 

6 

63  10 

70  3 

no 

0 

236  0 

IKI  li 

41)     1 

7fi    8 

11 

8 

88 

4 

66 

0 

im 

3 

71  It) 

113 

5 

240  0 

92  0 

5(1     2 

78    i 

n 

0 

90 

8 

67 

0 

66 

7 

73    5 

116 

0 

245  U 

94  0 

61     3 

80   0 

la 

0 

93 

3 

58 

6 

(18 

0 

75    0 

118 

9 

250  0 

m  0 

52    4 

86    8 

IS 

0 

ItKI 

8 

115 

U 

74 

0 

81    3 

128 

0 

,170  i> 

104  C» 

67     0 

n  4 

14 

0 

108 

6 

74 

9 

m 

0 

67    0 

13M 

!l 

2IK»  LI 

112  0 

81     8 

100  0 

16 

0 

110 

i 

80 

0 

h6 

0 

mi  9 

UK 

(» 

;Ut»  0 

120  0 

00    6 

46 


STEVENS    ON    STOWAGE. 


TABI*K  No.  XVI,  OoMTnruiD. 

LONDON  AND  MEDITERRANEAN  PROPORTIONATE  RATES 
OF  FREIOHT  IN  PRACTICE. 


(Wki) 

Wheat 

UT 

MaUe 

Hfimp' 
or  Flax 

(clean) 

Woal 

(bale.) 

Goitoil 

»tkn 

PKV 

Proit      oiLKEir 

Leid 

loo9m  Egy, 

lUUms^Gurmntii 

Onu4gv>«,  Iciuunt 

Tcm 

Per 
qi&utar 

Per  toll  of  SO  e.w%. 

Perm. 

Pertom 

Per  MM 

P«>r 

tan 

aoewt. 

§  d 

t   d 

•     d 

t     d 

« 

d 

/ 

t     d 

M 

d 

«     d 

M 

•     4 

6  8 

1  0 

10  G 

18  9 

20 

0 

Of 

6    8 

6 

3 

0    8 

12 

4    9 

8  4 

1   3 

12  9 

23  0 

25 

0 

OH 

7    0 

6  10| 

0  101 

15 

0  10 

to  0 

1  0 

15  0 

28  6 

30 

0 

OtV 

8    6 

8 

3 

1     0 

18 

6  11 

11   8 

1  9 

17  6 

33  6 

3S 

0 

Oil 

10    9 

10 

6 

1      If 

21 

8    0 

13  1 

2  0 

20  3 

38  4 

40 

0 

Of 

12    6 

12 

4 

1    H 

24 

9    8 

I&  0 

2  3 

23  7 

43  6 

4ft 

0 

0|j 

14    0 

laiol 

1     5^ 

27 

10    3 

16  8 

2  6 

24  0 

48  6 

50 

0 

ItV 

15   9 

15 

7 

1     7 

30 

11    4 

18  4 

2  9 

27  7 

53  6 

55 

0 

1/. 

17    9 

17 

6 

1     8| 

33 

12    6 

20  0 

3  a 

29  9 

56  6 

60 

0 

11 

19    6 

19 

0 

1  lot 

36 

13    7 

21  8 

3  3 

32  6 

63  6 

65 

fl 

Hi 

21    0 

20 

8 

2     0* 

30 

14    8 

2a  4 

3  6 

34  9 

68  6 

70 

0 

W* 

22    9 

22 

4 

2     2 

42 

15    9 

25  0 

3  0 

37  6 

73  6 

75 

0 

lU 

24    0 

23  10 

2    31 

45 

16  10  1 

26  8 

4  0 

39  9 

78  0 

80 

0 

If 

26    3 

25 

4 

2     H 

48 

18   0 

28  4 

4  3 

42  n 

83  6 

85 

0 

^11 

28    0 

27 

0 

a   7t 

51 

19    1 

30  0 

4  « 

44  0 

88  6 

90 

0 

1^1 

29    9 

28 

6, 

a   0 

54 

20   9 

31  8 

4  9 

47  4 

93  6 

95 

0 

2>S 

3110 

30 

3 

2   10{ 

57 

91   8| 

nil  4 

fl  0 

49  7 

98  6 

loo 

0 

2} 

33    0 

31  10 

3    01 

CO 

22    4 

35  0 

5  3 

52  2 

103  6 

105 

0 

2fl'. 

34  10 

33 

6 

3    2i 

63 

23    0 

af)  8 

5  fl 

54  9 

108  0 

lio- 

0 

2tV 

36    0 

35 

0 

3     4 

66 

24    7 

38  4 

5  9 

57  2 

113  6 

ns 

0 

m 

88    6 

36 

Oi 

3     51 

{S9 

%%    8 

40  0 

6  0 

6U  9 

Us  3 

120 

0 

21 

40    3 

38 

0 

3     7i 

72 

26    0 

41  B 

5  3 

62  3 

123  6 

125 

0 

2H 

42    6 

39 

6 

3     9| 

75 

27  10 

43  4 

0  0 

ni  9 

12S  6 

130 

0 

nh 

44    3 

41 

3 

a  ui 

78 

28  11 

45  0 

6  9 

67  a 

133  6 

135 

0 

^n 

40    0 

4^ 

0 

4    01 

Hi 

30    0 

4a  W 

7  0 

69  9 

138  6 

140 

0 

3 

47    9 

44 

9 

4    24 

84 

31    2 

48  4 

7  3 

72  2 

143  6 

145 

0 

3A 

49    6 

46 

6 

4    41 

87 

32    3 

50  0 

7  6 

74  0 

14i*  6 

150 

0 

S^   51    3 

48 

3 

4    6 

90 

33    4 

ftl  R 

7  9 

77  1 

153  6 

155 

0 

3/«'  53    0 

50 

0 

4     81 

93 

34    5 

63  4 

8  0 

79  9 

158  6 

160 

0 

3|     54    9 

51 

9 

4   n 

90 

35    6 

55  0 

8  3 

82  2 

103  0 

165 

0 

m    56    5 

53 

6 

4  11 

99 

30    8 

5&  S 

8  0 

84  7 

108  6 

170 

0 

3t\    58    2 

55 

3 

5     0| 

102 

37    0 

58  4 

8  9 

87  6 

173  0 

175 

0 

3ii    59  11 

57 

0 

j   ^     2| 

105 

38  10 

m  0 

9  0 

89  9 

178  0 

180 

0 

m 

61    8 

58 

9 

5     4 

im 

40    0 

61  B 

0  3 

92  € 

183  6 

185 

1  ^ 

m 

63    5 

60 

6 

5     5f 

111 

41     1 

63  4 

9  6 

94  9 

188  6 

190 

OtV 

65    2 

62 

3 

5     li 

114 

42    2 

05  0 

9  9 

97  G 

193  6 

195 

0/m 

06  11 

64 

9 

5    9 

117 

43    3 

06  8 

10  0 

99  9 

19H  6 

200 

0| 

68    9 

66 

6 

5   tOf 

120 

44    4' 

6B  4 

10  3 

102  6 

203  6 

205 

OH 

70    6 

68 

3 

0     0^ 

123 

45    6 

TO  0 

10  n 

1  IO:i  9 

208  6 

210 

04 1 

72    3 

70 

0 

6     21 

126 

46    7 

71  8 

10  9 

1  107  fl 

213  6 

215 

OiK 

74    0 

71 

9 

6    3J 

120 

47    8 

73  4 

11  0 

109  8 

2l«  6 

220 

o» 

75    9 

73 

7 

0    5i 

132 

48    9 

75  0 

11  3 

1 12  3 

2-23  6 

225 

Oil 

77    6 

75 

3 

0     71 

135 

49  10 

76  8 

11  0 

in  H 

228  ft 

230 

Oft 

79    3 

77 

9 

6     U 

138 

51    0 

78  4 

11  J} 

117  4 

233  r» 

235 

l,Vi  81    0 

79 

6 

6   10} 

141 

52    1 

80  IJ 

12  0 

12t>  0 

23H  6 

210 

u 

82    9 

81 

3 

7     01 

141 

53    3 

en  8 

13  0 

130  {} 

•J  1^8  6 

200 

1» 

90    0 

89 

0 

7     7 

156 

58    0 

MS  4 

U  0 

140  0 

278  *i 

2H0 

2 

97    6 

96 

fi 

8     2 

168 

02   0 

100  0 

iTk  0 

150  0 

a9H  (i 

300 

2  1 

105    0 

104 

9 

8    9 

180 

67    6 

STEVENS    ON    STOWAGE- 


47 


TABLE  No.  XVU. 

LEVANT    COMPANY'S    RATES. 


£  $  d 

Agaric l^'toD  20  0  0 

Almonds 6  0  0 

Aloes  7  0  0 

Alum 4  0  0 

Aniseed  , 6  0  0 

Bfiliisdnes 20  0  0 

Burley  ^qr,  0  13  0 

Deftiis 0  12  0 

Boxwood     „...,  1?  ton  2  0  0 

Brimstone 3  0  0 

Comers  HniT     13  0  0 

Cftmpbor 7  0  0 

Carpets    ..    ^  100  pks.  10  0 

Cass.  Fistula  ...  ^ton  14  0  0 

Caviar 4  0  0 

Cocciilus  Indicus  .«,...  7  0  0 

Coffeo 0  0  0 

Colq'iintida „,  20  0  0 

Copper     2  0  0 

Cotton  Wool 13  0  0 

Cotton  yam JO  0  0 

Ciirranta 4  0  0 

Drttgon's  Blood     9  0  0 

Emery  Stone  ...........  100 

TigHt  m  drums  .........  5  0  0 

Vigs,   casks  and  cases  4  0  0 

Flax  or  Hemp 19  0  0 

GalU 0  0  0 

Ooftt  Hair  or  Wool  ...  12  0  0 

Gitms 7  0  0 

Gimi  Arabic  6  0  0 

HareSkine |>  100    0  2  0 

Hides,  raw ......  V'ton  ft  0  0 

Honey „  5  0  0 

Linseed «^qr.  0  14  0 

Madder  Boots...  |>ton  8  0  0 

MohfurYafD 12  0  0 

Natron 4  0  0 

Nuts,  small...  |i^  bush.  0  1  B 

Nux  des  Bin  ...  ^ton  12  0  0 

Nux  Vomica 12  0  0 

01i?e  Oa...  |>252gal.  5  0  0 


£  M  d 

Olibttnura   !►  ton  8  0  0 

Opium 10  0  0 

Orpimetit 7  0  0 

Otto  of  Hoses  ...  41^  tb,  0  4  0 

Pease *^qr.  0  12  0 

Pellitory  Hoot..,  ^  ton  10  0  0 

Pjstucia  Nuts     13  0  0 

Eaisins,  in  casks    *...«.  4  0  0 

Raisins,  in  di'u ma 6  0  0 

RbubaTb 1&  0  0 

Rice 4  0  0 

Saffron J2  0  0 

Sal  Ammoniac 0  0  0 

Sulip 0  0  0 

Scammony  „..,.  12  0  0 

Seeds,  not  enumerated  6  0  0 

Senna.. .• 17  0  0 

Sbagreco  Skins 10  0  0 

Sheep's  Wool 0  0  0 

Silk 14  0  0 

Skins,  sb'p  k  goat  ^  doz  0  2  0 

SoRp...,..., ^  ton  4  0  0 

Sponge 14  0  0 

Tallow     4  0  0 

Ten  a  Umbra     2  0  0 

Tobacco 13  0  0 

Tuibitb  7  0  0 

Turmeric ,.,.,  12  0  0 

Turpentine 7  0  0 

Valonia,  in  bngs    &  0  0 

Valonia,  in  bulk    ......  4  0  0 

Wax &  0  0 

Whmt «^qr.  0  14  0 

Whetstonea,  cskp.  ^  ton  4  0  0 

WbetBtoncs,  loose ......  2  0  0 

Wbisk  BroomSt  H^args  2  0  0 

Wine.  2r>2  galls.  ^  tun  ft  0  0 

Wood  Ashes 4  0  0 

Wormwood 6  0  0 

Yellow  Berries 5  0  0 

Zedoary 7  0  0 


^^H 

r. 

1 

^^^^1^^ 

^^H 

^^^H 

HI^JB 

4H 

1 

STEVENS    ON    STOWAUE.                  ^M 

TABLE  No.  XVm.                                         ^H 

PKOPOBTIONATE     RATES    OF    FREIGHT         ^M 

FOR    LEGHORN,                                 ^^ 

In  Florcnline  SoUlia  (witli  5  per  cent)  i»er  sac,  ftud  sbillinga  and  p^||| 

per  tou  taUow  edJ  per  quarter.                            ^^H 

with 

F^rton 

lallow* 

Per  quiuier, 
iafolL 

Per  Bao, 

with 

Per  to& 
U110W, 

Ferqtuiiteri 
in  fall. 

5  per  cent 

infoa 

5per  cseai 

infuU. 

/«.w. 

*.     d. 

M.     rf. 

ji.«. 

«.     cf. 

f .    d. 

20       ' 

18     1 

2     900 

50 

45    8 

7     0*00 

2L 

10     0 

2   11-28 

61 

48     2 

7     168 

22 

IIJ    11 

3     n  90 

52 

47     1 

7     5»86 

23 

2n  lf> 

3     2-64 

53 

48     0 

7     SU 

M 

21     8} 

3     4'32 

54 

48  11 

7     6*72 

20 

22     7i 

'  3     6-00 

65 

49  ^ 

7     8'40 

26 

23     01 

3     7*08 

50 

50     8 

7  10-08 

27 

24     5| 

3     930 

57 

51   r 

7  11  76 

2B 

25     4 

8  11'04 

58 

52     0 

8     X'f^ 

8  s-|H 

2U 

20    3 

4     072 

59 

53     5 

80 

27     2 

4     2-40 

80 

54    4 

8    480 

31 

2H     1 

4     4*08 

01 

65     3 

8    648 

92 

29     0 

4     6*70 

62 

50     H 

8    816 

as 

29  10^ 

4     7-44 

68 

57     0 

8     9*84 

34 

30     ^ 

4     9-12 

04 

57  11 

8  11*52 

Sd 

81     8 

4  10  HO 

05 

58  10 

0     1*20 

de 

82     7 

6     048 

60 

59     9 

9     2-88 

87 

98   a 

5     210 

07 

00     8 

0     4*56 

88 

34     6 

5     8-B4 

68 

61     7 

9     6  24 

m 

35     8i 

5     5-52 

69 

02     6 

9     7-92 

40 

30     2 

5   rso 

70 

63     44 

9     9*00 

41 

37     1 

6     8*88 

71 

04     8       1 

9  11*28 

42 

88     0 

5  lO'dO 

72 

65     2 

10     0*00 

^^^^^m 

48 

88  11 

6     0*24 

73 

66     1 

10     2-04    I 

44 

S9  10 

fl     192 

74 

07     0 

10     4-32 

45 

40     0 

6     300 

76 

67  11 

10     000 

40 

41     8 

6     629 

70 

68  10 

10     7'08 

47 

42     6} 

6     6  90 

77 

69     8i 

ID     0-86 

48 

43     5i 

8     804 

78 

70     74 

10  11*04 

49 

44    44 

6  10-82 

79 

71     0 

11     0-78 

The  aboTe  calculations  are  made  at  the  following  rates  of  exchange  bM 

Wmm/^M                 proportioDs  of  measure :                                                                               ^J 

HhH                                   ^^    ^^^  floreutini  of  20  sol 

diB j£l  fitei 

rling.        ^H 

LTters.       ^^M 
tallow.    ^^H 

72  niifl 

1|BI^H                                            07     aiiArtarH  . 

— — , ,_..,.,,_,,,_ .  -  ^^ 

,^,, i. ».,.••.»... .•••». #■*..«.     lo  ton 

^ 

m 

^^ 

^^HmEVEN^m^TOWAG^^^^^^4^^| 

1                                      TABLE  No.  XIX                                                                 ^H 

PEOPOBTIONATE     BATES    OF    FEEIGUT                       ^M 

1                            FOR    GENOA,                                                 ^M 

1  Uxe  Ktiovi  (with  5  per  cent,^  per  JiectolUtf).  and  shOlings  and  pence             | 

per  Ion  t^low  as d  per  quarter. 

Fer 

1       Per 

pctoUtn 

Per  too  bdlow. 

Pt;r  qtwirter,      bectoiitre 

Per  ton  tallow, 

Per  qaarber^ 

Willi 

in  full. 

infulL 

witli 

in  fnll. 

in  full. 

percent. 

5  per  <?eat* 

Ln. 

«.      d. 

».      <?. 

;.«. 

>.    d. 

«.      d. 

1 

16     6*47 

2     464 

4t 

71     fi-78 

11      0*40 

If 

17     405 

2     8-22 

4} 

78     4*97 

11     4-04 

H 

ll>     8»48 

2  1180 

4 

76     410 

11     702 

i 

21     3*fll 

8     8*38 

U 

28     2l\i 

a    606 

5 

77     885 

11  11-20 

11 

25     I.H8 

a  10-64 

a 

79     2*53 

12     2*78 

11 

27     Qtiii 

4     2  12 

81     171 

12     032 

n 

m  U  75 

4     5*70 

Si 

88     089 

12     9-90 

85     007 

18     152 

fl 

90  10  04 

4     M2B 

&i 

80  11*25 

13     510 

Bk 

aa  10  12 

6     0-80 

5i 

m  10-44 

13     8*68 

4 

a4     «'30 

5     444 

H 

90     9'63 

14     0'20 

2 

8«     6  48 

6     B*02 

3 

as     7  60 

6  11  GO 

6 

92     8-82 

14     3'84 

2f 

40     6-84 

0     3  1ft 

0* 

94     800 

14     7*42 

H 

42     6«>M 

n    0*70 

110     7-18 

14  UOO 

H 

44     6'2X' 

0  10*84 

64 

98     OHO 
100     6-54 

la     258 
15     0-10 

9 

4A     4'41 

7     102 

od 

102     4-72 

16     9'74 

H 

48     MMI 

7     5-50 

oi 

in.4     8  91 

10     182 

m 

ftO     2TT 

7     9"n8 

oi 

lOU     8  10 

10     4-90 

■■ 

62     196 

a   000 

1 

W     1  IS 

8     4*24 

1     ^ 

108     2-29 

10     8-48 

^ 

50     031 

8     7-82 

U 

no     147 

10  ll-yo 

m 

&7   11*50 

8  1 1*40 

7j 

112     0*06 

17     8*04 

H 

ft»  10-69 

9     2-«8 

7f 
74 

IKJ  ii*Ha 

11a   11*01 

17     7*22 
17  1080 

4 

01     088 

9     OftO 

n 

117    tO'llj 

IR     2*38 

^ 

08     0-00 

9  1U14 

7} 

119     9-88 

18     5*90 

M 

06     8'^ 

10     172 

^i 

121     8*57 

18     9'54 

4I 

«7     7-42 

10   oao 

5 

60     060 

10     88ti 

9 

123     7  70 

19     M2 

t 

iii#a 

boTe  cdculations  we  mjule  at  the  foUowiug  rates  of  ejLchange  and 

n 

Ipdrtiouft  of  moosure :                                                                                          ^^ 

2b    lire  mon  of  too  cetitimea    jDl  sterling.                        ^H 

^^K 

20fi    hi^clolitre^                ^               .......      72  ouaruirs.                        ^^^H 

^^K^ 

(1?        l|lUMtVT-. 

Ifi  Ion  t 

allow.                     ^^1 

1 

u 

J 

^H 

^ 

^1 

^^^ 

^H 

^^H 

■ 

JEJHIHJI^^^H 

I      m 

STEVENS    ON    STOWAGET,                     ^H 

^^H                                                             TABLE                                                                    ^^H 

^^^H              PEOFOETIONATE     RATES    OF    FREIGHT              ^H 

^^^H                                     FOR    TRTESTEp                                      ^M 

^m            In  KreutzerB  (with  5  per  cent.)  per  stajo,  and  sbilljcigs  &ud  pence  per  t^^^| 

taUow  and  per  ijiiarter,                                       m 

1 

Per  nljijo,  1       Pi^r  ton 
with              tjillow, 

Per  quarter, 
in  Ml. 

Per  atftjo, 
with 

Per  ton 
tallow. 

Per  q^iiMFtcr, 
mioU. 

1 

5  per  cent.        in  ML 

5  per  cent. 

in  full. 

1 

hrfutz. 

«.      d. 

«,   dr. 

hreut*. 

#,       d. 

8.     d. 

m 

23     7i 

3     7^85 

60 

47     3 

7     370    ^^J 

81 

24     5 

8     03L 

01 

48     Oi 

7     5' 16  ^^^ 

32 

25     2i     , 

3  10-77 

02 

48   10 

7     6-63  ^H 

3d 

20     0 

4     0*23 

63 

49     74 

7     8*08    ' 

U 

20     9i 

4     1-69 

04 

50     6 

7     9*54 

d& 

27     QJ     ' 

4     3-lft 

05 

51     24 

7   11*00 

8tJ 

26     4| 

4     4-62 

66 

52     0 

8     0*47 

87 

20     If 

4     608 

07 

62     9 

8     1'9S 

SB 

ai)  ll 

4     7-54 

08 

53     0} 

8     3*39 

89 

30     8| 

4     900 

69       1 

54     4 

8     4*85 

40 

81   e 

4  10-46 

70 

65     11 

8     6*31 

41 

82     ^ 

4  1103 

71 

55  n 

8     7-77 

4^1 

83     J 

5     1-39 

72 

56     6| 

8     9  28 

43 

33  lOJ 

5     2-tt5 

73 

57     6 

8   10*70 

44 

U     7J 

a     4*81 

74 

58     84 

9     0-16 

45 

35     5i 

5     577 

75 

50     1 

9     1*62 

46 

36     2\ 

6     7-23 

76 

59  104 

9     308 

47 

87    a 

6     8-09 

77 

60     41 

9     4\U 

m     ! 

37     9} 

5  lO'lfi 

78 

61     54 

9     600 

4»       , 

38     7 

5  11*62 

79 

62     2J 

9     7*47 

50 

39     4i 

0     108 

80 

63     0 

9     8-93 

51 

40     2 

6     2'54     1 

Bl 

63     94 

9  16'39 

52 

40  114 

6     400 

82 

64     7 

«  11  65 

53 

41     0 

6     540 

68 

65     44 

10     l'8d 

54 

42     6i 

6    e-93 

84 

66     2 

10     2*77 

65 

48     8| 

6     8-39 

85 

m  114 

10     4-24 

56 

44     H 

0     9*86 

86 

67     0 

10     5*70 

57 

44  lOf 

6  11-31 

87 

68     64 

10     7*16 

58 

45     R 

7     0'7T 

88 

69     34 

10     8-62 

5U 

46     5) 

7     3-23 

89 

70     0 

;     10  10  08 

The  shore  calculatioDB  are  made  at  tke  foJlowing  rates  of  exchange  a 

^^^     proportions  of  measuTfl:                                                                                    B 

^K                              10    florin 9  of  60  krf^utzt^rs 

j£l  fite 

rling.                    ■ 
artcrs.                  H 
)  talloWv              H 

^^^^h                    250    Blajos  ...r 

72  oil 

^^^^^B                            U7     nii«.rlflrfi 

, , ,»,      15  loi 

^ 

^_ 

J 

STEVEiNS    OiN    STUWACiK. 


TABLE    No,  XXn, 

TONKAGB    SCHEDULE    IN    IITBIA. 

oMlumii  i}i«  iitiiab£r  of  Cubic  FevL 


Benflttl 
Aloes,  bugs,  cwt.    2u    • 

boxes  ........     30 

kc^ 

AlQm aO 


ao 

90 

20 


Anueed      ......      6 

AppArel ,      -    60  >   60 

Arrowroot,     eaoei      -    60  -    60 

A^iHaraliOji,    tagi  20    .  20    • 

boxes       20    >  so- 


le   - 

20    * 
-    60 


50 
60 


60 


BnrillA        20    -  20    -     aO 

Bnrk*  in  hugs    . .  8    -  8    - 

Bees' Wfti      ....  -     .  aO    -       - 

in  (uum       ....  -     - 

BeUilnat    16    >  18 

in  lia^s    -     <■  "     *      16 

Blnck  woolly  Mqii'ri!) 

itrmglit  log     . . 

oUu  rwbo     ....  •     .  -     -      20 

Books .60  -    60 

Bornx  or  tmc«l  . .  20   -  20    -     20 

eas<:«    '     •  '    SQ 

Brimfitoae  ..*..*  20    -  20    - 

BuUiciii,  per  cent  -     -  -     . 

Cake-Lic,  iu  Ujii»»  .  16    -  16   - 

Camphor,  PiUieH. .  •    fiO  -    60 

Citrtijmioms,  roK, ,  8    -  8    - 

bo\cd   ........  -50  -    50 

bitRs     , , . . -     -  10    - 

Cft0^,  nU  liorttt..  •    50  .50 

Cnstor  Bced     ....  *      -^  15    - 

Clinfnnm     ,,...,  -     -  -     - 

Cbina  root,  bnga  .  11    -  11    - 

boKjfl -    50  *    50 

€lujM5l.U  ........  -    51)  -    50 

Cigars *    60  -    50 

Ci 


50 


50 


50 

f    - 
50 


bogn  or  fnudLi . 

Coal 

Co<ihm4ial    

Coroit,  biigH  .... 
Coccnltttt  Inrliinu 

In  bags    ...... 

Cofr4*f!t  in  riifl<«fl.. 

Coii  ro 

^T^^y  ..  .  .:  .. 
CcturyoUi.  cimeif . 
CoIotiitH>  root,  bg. 


-    60 

8  - 
20  - 
.    fiO 


50 


a 

2f> 


.    60 
'    60 

'    60 

10    ' 

-  50 

.    60 
»    - 

-  50 

-  50 
10    - 


50 


18    - 
16    - 


17  - 

18  - 
16   . 

-    50 
10    - 


12 
16 


60 


*  60 
6  . 
8  - 
-  50 
14    - 


60 


Senfmi  Madrat 

Copm.,  in  robbim.      -     -       -     - 
Coiul,  rough  (uot 

epecUoesifi)  bog.    20    •       -     • 

CoriAxider    

Cotton^  in  boles.. 

piieee  goodi     . . 
CofmeBfinbagt.* 


Ciibobft    

Cummin  seed,  c&. 
Cutch,  m&sc.  bags 
Dateti,  wet  ...... 


13 

*  50 
-  -  -  60 
20    -      20    - 


12 
20 

2(> 
12 


^ 


dry   

DhoU 

DriigoiiB'  blood  ea. 
Ebony  sq.  &  tftmlt 

otherwW    .... 
Elph'nte  teeth,  bk. 

oosea    ........ 

bmidled    ...... 

loos*    *  * 

Fennigarrick  seed 

Funtitfire      

QuilttgaLi     ...... 

GallBt  in  bags     . . 

CAses     

Garlie  ftnd  onions 
Ginger,  in  bags  . . 

di7f  eases    .... 
OingGlly  seed .... 

Gram  

Qronnd  nnts  shld. 
GiuDi^.  in  cw^es    . 

not  t*ntimerated 

Ollbannm,  bsgl 
Gxmnv  bags    .... 

dotb       .*. 

GtinjiLh 

Hartall,  in  cases . . 
Herapt  »€*d.  hoJes 

lijiise  or  liim(lles 
Hides  £c  Bkio»t  »<&* 

baloii,  culled    . . 

loose  ic  sm.  bun. 

HidcH  , 

Hoot'i,   horn  slm- 

irinjjtH.    tip8»  (<dl 

kiiirlR)    

HomH,  Coworbuf- 

f J  Jo, loose    .... 

I>(^er,  iooae  .... 
Indigo,  in 
Jarkwood    ,., 
Jute,  in  balin . 


17 
20 
16 
20 


17 
20 
16 

20 


16 
20 

Ifl 


$0 


- 

20 

16    -      Irt    - 

. 

.    50      .    GO 

, 

.     .       .      . 

18 

*     .       .     - 

2U 

.     .      16    ' 

. 

-50-50 

- 

. 

12 

.     .       .     . 

16 

US 
60      I 

50 


12    - 
12    - 


20 


12 
12 

17 
20 


IS   - 


60 


60  -    60 

-  18    - 

50  -    60 

50  .    60 

50  -    50 


20 
16 

-   611 
16  - 


50 


50 


6» 

60 


50 


14 


90  -  20  < 
20  -  16  . 
*   60     -   60 


7 

.   60 
U  - 

16    . 

16   * 
B   . 


60 


60 


60 


M 


STEVENS    ON    STOWAGE. 


TABLE  No.  yXTTT. 

CALCUTTA    CAKGOES    ON    AN    AVEEAGE    SCALE. 

(Frum  Ctki^t.  Seoowick'b  Golden  Hinit.) 


cub.  ft. 

A  ion  of  odtpctre  meiuiiires  «...      36 
Sagor 89 

Bicfi 45 

14  cirt.  hides,  wMcli  go  the  ton  if 

well  screwed,  urerage 45 

li  bftdly  screwed  I  oametimefi  near    GO 
Fite  halm  jttt«,*  whioli  go  the  ton 
ftnd  weigh  16  cwt.  avemge  ....     46 
8<>meti]neKt  vrLcti  budly  screwod    60 

A  ton  ahcU  lac,  10  to  11  cwt 60 

Riip«i»eed  or  iineeed 62 


cull,  ft 

A  ton  poppyieed  nil                    ..  78 

Indigo i .'  <,'.'  ^v  V  wt,  60 

Bilk,  jute,  or  chafistun     ..  10    „  50 

Hemp  weighs   « 16    ,,  48 

Lac  dye  (fttwnt)                  18    ,,  50 

Silk,  inhaloB    ....,.*..  10    „  H 

Silk  piece  goods,  cases  * .    9    „  60 

GABSiii,t  in  esses 5    „  60 

Bum,  in  casks *  M 

MolasfiCB,  in  casks^  weighs  aboai 

SO  per  cent,  more  than  ram    . .  60 


*  Sometimes  fttiipyifd  bj  mf^aauTeiiieDt;  90  eiiiiia  feeW  coropretfed  Is  }nlmt  ftvqooEitlj  w<d^  17  o 
f  When  OsMia  it  takeu  at  10  cirt,  the  rate  of  fhetgfat  Ahotil4  be  fnereased  hi  proportion. 

Asstuning  the  rate  ol  freight  on  Saltfetke  to  he  £4  per  ton,  the  following  tahle  is  eidlj^ 
made  by  the  nrerage  Hcalo : — 


Saltpetre £4    0  0 

Hides    5    0  0 

Rapeseed  ....     6  17  9 

Chnsstun  ,...      a  II  1 

Bilk,  cases    . .     5  11  1 


Laedja £5  11  1 

Sugar    ......     4    6  8 

Jate 5    a  3 

Indigo  ......     fi  11  1 

Hemp 5    6  8 


Casdtt £5  11     1 

Bico 5    0    0 

Shell  hic  ....     5  11    1 

Poppyseod    ..828 
Bum 6  13    4 


Thi«  Scale  referti  to  tho  space  taken  by  each  article  more  than  to  its  actual  weight ;  but  1 
will  assist  a  master  in  chacning  hi^)  cmr^^o,  so  as  to  get  the  beat  freight  ruling.     8i 
Mm  ahout  to  engage  the  dead-weigbt  (lialtpetre,  lugar,  or  ric«),  it  follows^  tlint  if  ealtpel 
be  £1  per  ton  and  rice  £4  10«.  Eollpotre  ia  better  than  rice.     Alter  engaging  all  the  di 
weight,  wliich  Kbould  be  not  mtich  over  two -thirds  or  three^fourths  of  her  uew  regisl 
ionnuget  then  c^hooge  jute  or  hides,  which  ever  bears  the  highest  rate.    Hides  are  gen< 
preferable  ;  but  the  master  should  be  preTiously  satiafled  that  they  are  well  screwed. 


A  MArnsB  who  has  bad  great  cxporicnce  says,  *'  In  stowing  a  Colenttit  cargo  the  t 
t>ceiipied  by  various  goods  is  very  dilTerent,  for  instance,  a  ton  of  Holtpeire  ocenpies  8(  < 
feet,  a  ton  of  ginger  80  feet.  Suppose  £3  per  ton  for  saltpetre,  which  occupies  36  fe«t ;  J 
order  to  obtain  the  same  freight  for  ginger  you  ought  to  get  £6  17t.  2d.  pur  tou.  lli 
following  are  tho  revpectiTe  weigbta  and  meaBuremeuts  of  some  of  the  Calcutta  produee : 


20  cwt.  Sugar  mi 
20  «wt.  liice 
20  cwt.  Linseed 
SO  cwt.  Wheat 


iftbout 


otih.fL 

W  cwt.  Flour  meaaares  abont    48 

20  cwt.  ColTee  „  61 

20  cwt.  Tmnnerio        „  66 

6  bales  Jute  ,,  04 


Mr.  Bbidonsll  in  i^  work  on  Indian  Commerce,  makes  the  following  ettimilttH 

75  ton  Zinc    (12  cwt.)  weighs. .     45-00  ton  I   76  ton  Borax  (16  ewt.)  weighs. .     60*00* 
75  ton  Hides  (14  owt.)       „      ..     62*&0  „     I    75  ton  Cutch  (IH  cwt.)      „      ..     67*50  ^| 
75  ton  Jute  (1 ,500  H*0  weighs . .     60-2232  ton.      * 


STEVENS    ON    STOWAGE- 


diS 


4 


impMm  td  eurnrng  1,100  ton  uTolrdttpoi*,  luiving  a  lyace  in  her  bold  of 

SI 


n>,6l0  feet  i    .       .      »,  »^  * 


llMillfkl  IM«^t  Mi  «C»  feel  p*r  ton  tfeid  Ilk*  aiAd-MeiKUl  ml  mfi-bi. 


Umiatpttn 


I3ie  fMi^l  of  ciJlp«trc  to  be  £4  b*,  per  ton  uid  mgnr  1^4  I60,  and  thai  .1  Um 


56  f  ««t  ujA  of  i 


'  8i&leel»  it  ii  of  coar»«.'  mare  itdvfuitfigoaaei  to 


[of  vnsmt  i 

to  b«  £4  uid  Jut«  £3  l&i.  por  tun  of  l.d<H» Ut ;  nnltpelrM 
nil  *       '  -  . 

uio  tlae  utkle  ton. 


Wiat  ^  httA  WM  Joia  S&l  foei,  ■altectre  U  this'more  ndvantAgeoaa.     Sappoaiug  Mngar  Ut 
W  A  J4ki.  atf«  aiul  tioo  £4  12«,  6/-  itagu-  being  B9  feet  and  nee  42  feet,  sugar  li  the 


MADRAS    TONNAGE. 

ak,  Hemp,  Jnte«  Munjeet,  Senna  Leaf,  Wool,  sad  SarsApariUar  • 
ahjpmeni^  and  the  measoreioent  to  Xw  entered  on  the  face  of  the 
T!m  eallip«Ti  are  to  tak«  in  the  rope  on  one  »ide  of  a  bfile«  and  if^ve  it  ont 
Qaif  Inehea  aiv  to  b«  glreo  and  taken  alternately.  Ttti  baleti  pt^r  cent,  as  *  1 
I,  iM«  to  b«  mevMired,  moidYto  be  chown  by  ^hipper'nnd  moiety  by  the  ahip ;  if 
Uui  tialca  are  to  bo  meiinurvd  bra  Surveyor  perm  em  ttilly  appoijiUd  by  the  Chunibert 
Uilic  IL&al ;  hli  fee  to  be  fiye  rupees,  IimII  to  bo  bomi^  by  e»ch  purty,  AU 
to  Hfi  m«aiiiired  al  port  of  diacbargo.     (Chamher  0/  Commmte^  June  1|  1&&4.) 

BOMBAY    TONNAGE. 


fW 


mi  ton  for  meMHremoDi  gooda  ia  50  cubic  feet.  Frci^t  on  Oil  to  he  paid  on  tha 
ADMaigQ  of  lli«i»dk,  aaeertatneil  at  th«  port  of  diBcburBe.  When  frcricht  h  pAyable  on 
,Wti0^  ii  ki  ta  b«  on  the  net  weighl  deUvorod.    (CHamhcr  Commerce^  Ik^nba^ ,  Ju  hc  6, 1  B&6.) 


TABLE   No.  XXrV. 

INDIAN    WEIGHTS. 


Qha  B^sigil  PteddencT  the  ie^  wei}rht  is  the  Indian  Mrrx  of  40  B«en  ol 
ch.   Tbn  8ntt  of  60  toliJ}«  i»  qm;^  in  BauJfah,  Com  mere  oily,  Tatita^  Rungpore, 
t  mild  SooiiiiQokey ;  88,  in  Agr«»  CoBKimba^aiLr,  Fumicluibad.  Hooghley,  Maldftr 
m^  ..i-m:  HO,  la  fimigyMre ;  04.  in  Agra  and  Furruckabad;  96,  in  Allahabna/Bcnarew, 
latk^srWt  liilda,  aad  Saauporo ;  1D3,  in  iUnmraa ;  105,  in  Beaarea ;  and  110,  in  Furruckabad. 

AOOlMiir*  <ff  ifLM*'!*,  aaeh  b«s  90  teen  ~  Ct^3393$  ton 
600  ditio  Sftwirr*  *llHl(t«iSt(m 

AOO  diuo  SO  tcera  - 19-5  ton 


L  eoDTcrted  into  ludUui  Muzkb  and  Baiaar  &nd  Factozy  M&imdfi, 
in  dranti  t  <ift* 

„   =;        15„=:       llh.=^7lXnd.eh{ttaekM=7f4ba2iarchit=:i8ffiic.chit. 
,^   s=      44M  .,  ==      26  „=  1  quarter.  [inauDdft::^!)  factoiy  matiodt 

,^    =  1,71)2  »♦  =    lL2„z=  4       «    =  lcwt=:li|  Jnd.  tnuD8=l7^ba«aar 
p   s^dOi/MO  „  =2,240  „=&0       „    =ao  „    =ltour:L27j  Indian  muuB:=; 

37t»j  bazaar  it)anDd«=;u;)  far  tor)'  uiaundn 
Q  ton=^5  Indian  mum         IJ  con=300  bai»Ar  tn«undi 


fteliBT  Miariidi  ccmvtrttd  iato  BaniLr  Maunds,  Indian  Uirns,  Eind  AvolrdnpoU. 

M^»rtfr*rl6a     I  wtt ,      MI^* 

s40    ,,  =  ltmc.mamL=:     1 S  baa.  naatin.^     ||  Ind.niun=^|c«t=74|m. 
H        «       =10 

M        , =49 

HO        ^        =lum* 

i  ti  te.*.«r«  i^terr  tato  ha#aar  naioidSf  divide  ibt  tamm  by  U,  and  di»duet  the  quotitumi  ttom  it. 


STEVENS    ON    STOWAGE. 

TABLK  No.  XXIV»  CoimivuBD 

Bazaar  Maonds  conyerted  into  Factoty  MaundBj  Indfftn  Miuu,  and  AvoirdupoiB. 

U»  L'hitlacka     1  aeer   * .  * , , , 1,\,    facl^r;  8ecr==  'if^thil 

iUO       „     =rlO    „=     I  bftz,  mtund      1^^  Cbc.  niaoiid         ||^  luiiiMi  nnm=S2t^tt>. 

30         „  ,,..... , 29ewL| 

To  ooDveit  baztt&r  ioU>  factory  maujid*,  divide  the  formei  by  10,  And  Add  the  quokiebt  Ut  ii. 

Indian  Mans  converted  into  Bazaar  and  Factor;  Hacmds  and  AToirdnpols. 

10  chittackar=  I  suer ,. .,,.,,» ,..........,,, ''JiVttiit 

040       »,        ^=iO    ,p  ^     llnd. mutt=-     l,|^bai.m&iitid=;  l,f^fau«xn«uiid^83|ib. 
63i)         „     =^540  „ 

4i»         »      54 

S14ft         „      _ , Otori. 

Troy  weight  converted  Into  Tolas  and  Indian  Mtms* 
24  grains         1  f^stiuyweighl 
480      „     ==20  „  =  loz, 

6,760      „     =^40  „  ^12  „  =     1  tb.=      33  U)las=dJ}  Indian  chitfeaeks 

100  „  =-3.300    „  =Ilndiiui  mu 

Tolas  converted  Into  Troy  weight, 

4 jl  grains  troy         1  pie ,., I  ruttee^^     4  dhaa 

1 1  i  „  ^  12  „  ^  1  anna  ^   I  mash&=:  8      „     =  32     ,» 

180  „  =102  ,,  =10     „    =1  tolii=12      „     =m      „     =384     „ 

AvolrdDpoia  weight  converted  into  Madras  and  Bombay  Commercial  weights. 

1  dmiii      • 4  Mftdms  n^ 

10     „  —  loz. 

ITtt]    ,,  —       10  „=       im. 

1.7if!i     „=      113,,=        7„ lOBombnyj 

0,400     „=      400  „=      25„ ..._      IMftdnisii 

7,lflS     „  — ;     448  ,,  =     98  ,t —1  quarter 1  Bombay  ' 

aB,<J72     »,  =  Ijm  „  =    112  „  —  4       „     =  1  cwt. 
ft73,U0     „  =36,M40  „  =2,240  „  =80       „    =20    „  =  1  ton=     4  Bombay  eaii  _ 

25   ft  :^112  Madras  caodji 

Madraa  Commercial  weights  converted  into  Indian  Muns  and  AvoirdoiKiiSt 

1  pAgoda v.. ..., 2i 

10      ,T  =3        1  poUurn 

80      „  =       e      ,^   =     I  aoer , ...»..,   10  o«. 

400      „  =      40      „    =     5  ,, 
0.200      „  =    'tail      „    =  40  ,,  =     8,,=  Imaond  =  25m.=  12|4Li 

Ii4,00<l      .,  =fl,4(K>      ,,    =800  ,,  =100  ,,  =20    ,,   =1  candy=500  „  =     ^Ml 

144     „  87fl  , 

Bombay  Commercial  weights  converted  Into  Indian  Mmis  and  Avoirdupois* 

30pice        1  seer .  * . . ^'^  lb.  nvoirdup 

1/^W  „=  -to  .,  =:  1  Bombay  inaimd     1  quarter  [mfliinds.=74  faptory  mnua 

2.ir>0   pj^'^rw*   „   =20  „  =1  Bombay can.=5cwt=6||  In. inun-s=0,«,b 

4  Bombay  oaDdy=:l  ton=i  SMJ  factory  man 
3fl  „  =0  ,,  ^245  Indian  mtuai 


>  CoMe  MoisQti&Ait  in  feet  ind  deeimalSf  allowmg  for  the  pockjiges  hcina 
4,  mitk  Uie  oumber  of  pMskBgee  in  a  ton  ol  each  deacripUQn  of  gooda,  at  60  cubio 
feet  per  ton,  u  rated  in  Englbh  Hhipi . 


CUBICAL   CONTENTS 


Jtaardlk  «••.« each    liox 

Dltid    ••»•»«•.....     hole 

K«nk<^<*n  bine      ,»„, box 

T)o.  CdtupajQ j'fi  long     •  1 1  • 
Do.  Cooipaii^'i  fthctft    .  * . , 


IHltP    

OiMiahaila  . 
BInibarb  .,..• 
TortruisC'ahall 

SiifauiMMd  t 
Vermiikni    •«« 


and  Komboge     « , 
litji^  A  jant     ,  • 
box  4  jars     . . 
caadjf  tttbft 


9 

1 

60 

100 

100 


pieotiii 


90 


peoul 


papers 
pecol 


CUu  root  tad  tonnttk  .«    bagi 


fi.  dec, 
tJ-471 

sa88 

2-200 
10142 
6  950 
G60<i 
33H3 
OIKX) 
4(XH) 
1000 
8000 
46i0 

n 

2 
3 


No,  of  Piu?lcAgea 


boxes 

7-216 

7  «otl  billet  &i<703  It 
15 
15 
25 

4  and  9-4321061 

7  mid  1-36  feet 

7  and  4^  feet 
15  or  8  parcel  boxes 

B  aveniLgt) 
12 1  or  bpecol 
60 

6^  STer^ge 
12andr282feet 
22 
26 
16« 

12 
134 


VEA8UBS]f£HT  OF  BOXES  07  8ILS  PIECE  0OOB8. 


ds 


STEVENS    ON    STOWAGE. 


TABLE  No.  XXVI. 

THE  PROFOETIONATE  RATES  OF  FREIGHT  ON  THE 


Timbor 

ILaimd 

PfUrsltiiTlf 

•lAUdMtJ 

fitmidird     1 

Wutlodin  1 

IfttllW^Wll 

S)pc-ii(^     1 

^l»a«l 

of 

Mh^u 

Staves 

StawA 

^ 

OM 

rlrtftji 

AOfMt 

l^lond 

^  millD 

^miila 

rkLLum 

^pir» 

£     8. 

rf. 

f. 

d. 

£     «.    (1. 

£     «. 

d. 

£      9, 

</* 

£ 

«. 

d. 

£ 

J.  <i.l 

1      0 

0 

2 

1) 

9     C     0 

in     2 

2 

5     5 

0 

3 

0 

0 

0 

1  ai 

I      1 

0 

8 

11 

3     0     4 

1«  18 

4 

5  10 

3 

3 

3 

0 

0 

I    4 

I     2 

0 

6 

0 

S  12     7 

17   U 

5 

5  15 

6 

3 

0 

0 

0 

I     5 

1     8 

0 

6 

2 

3   15  11 

18   10 

(1 

6     0 

9 

3 

9 

0 

0 

1    6 

1     4 

0 

7 

4 

:i  lU    2 

ll>     0 

7 

0     0 

0 

3 

12 

0 

0 

1   e 

1     5 

0 

R 

G 

4     2     U 

20     2 

9 

G  11 

3 

3 

15 

0 

0 

I     7 

I     6 

0 

U 

7 

4     5     » 

20  18 

JO 

()  10 

6 

3 

18 

0 

0 

1     8 

1     7 

i\ 

LO 

8 

4     ^     I 

21   14 

u 

7     1 

9 

4 

1 

0 

0 

1     8 

1     6 

0 

11 

Ul 

4  12     5 

22   11 

0 

7     7 

0 

4 

4 

0 

n 

1     9 

I     & 

0 

12 

11 

4  1ft     B 

23     7 

2 

T  12 

3 

4 

7 

0 

0 

1   iU 

1    10 

0 

11 

1 

4  19   a 

24     3 

3 

7  17 

0 

4 

10 

0 

0 

1   10 

I  11 

(1 

15 

a 

5     2     4 

24  19 

5 

8     2 

9 

I  ^ 

18 

n 

0 

1  u 

1   12 

a 

IH 

5 

5     5     7 

25  15 

« 

8     t| 

0 

4 

10 

0 

0 

2     U 

1    13 

0 

17 

iS 

5     8  11 

2IJ  11 

7 

8   13 

3 

4 

19 

0 

0 

2     I 

I  U 

0 

IH 

8 

5  12     2 

27     7 

9 

8  18 

6 

5 

2 

0 

0 

2     2 

1  16 

0 

It) 

in 

a  Ifi     6 

28     3 

10 

9     3 

0 

6 

5 

0 

0 

2    2 

1  16 

0 

1 

0 

r>  18  10 

29     0 

0 

9    y 

0 

5 

8 

u 

0 

2     3 

I  17 

(i 

2 

1 

»     2     1 

24*   10 

1 

9  14 

3 

5 

U 

0 

0 

2     4 

1   IH 

(1 

2 

a 

ti 

«     6     5 

m  12 

3 

9  III 

0 

5 

14 

0 

0 

2     5 

1  19 

0 

2 

4 

6 

«     8     e 

31     8 

4 

10     4 

9 

5 

17 

0 

0 

2     5 

2     0 

u 

2 

5 

0 

0   12     0 

32     4 

5 

10  10 

0 

9 

0 

0 

0 

2     fl 

2     1 

II 

2 

0 

8 

0  U>     4 

33     0 

7 

10   15 

3 

0 

3 

0 

0 

2     7 

sr   2 

0 

2 

7 

i} 

i\  IH     7 

33   J« 

8 

11     0 

0 

tt 

0 

0 

0 

2     8 

2    a 

0 

2 

H 

10 

7     1  11 

34  12 

9 

11     5 

9 

() 

9 

0 

0 

2    d! 

2     4 

n 

2 

10 

a 

7     5     2 

l\'i     8 

11 

11   11 

0 

B 

12 

0 

0 

2    9  ! 

2     5 

i> 

2 

11 

2 

7     8     0 

30     6 

0 

11  in 

3 

» 

16 

0 

0 

2  19 

a    0 

u 

2 

J2 

4 

7   11  10 

37     1 

2 

12     1 

6 

fi 

18 

0 

9 

2  11 

2     7 

0 

•i 

I'i 

n 

7   15     1 

37   U 

5 

12     B 

9 

7 

1 

0 

0 

2  U 

2     8 

0 

2 

14 

7 

7   18     5 

m   12 

6 

12   12 

0 

7 

4 

0 

0 

3     0 

TtKlTATtlfB. 

DcAtfl     .*..  1  St.  Petersburg  Hl&udarri  hunilrc(]=  3|^  loiula  timljet'; 

Stavkb    .,.♦  1  rniile  slunilard  lt200  pioue8=Ut| 

Dirro      ..•-  1  millc*  WtHi  Itulitt      1,21K)  puces  =  C^i 

L.vTHVrooD«.  1  fttihom  of  4  feet  IniJg  0  V  U  :^  3 

Tbrto  aitick'A  •tiuutd  p»j  |rd4,  or  rut€»  in  lable«  when  nUii'iK-^l  u»  tin^Jtt^n  «ir>ifra^«»;  bui  iht*  ecum 


1>  n.  \  LA 
Stavks 

BtTfO 


,  ■     A  hundred  retejsbtirg  stamlaid  twite  iLt  rale]        .  . 

, ,'     A  iiiillr  fetEiudftrd,  at  eix  times  the  rule       I     -        * 

. .      A  til LHe  Went  litilia.  At  twice  Ihe  rnt« 


for  limber 


A  fathom  of  lutliwood,  ai  the  same  rate 


per  load. 


U))j 


i  stdLvus,  omDK  fo  tlic  voHaliof]  in  sijt«»  mid  xl 
.•>  mim  till  ^iviittr  thickuen^it  of  tli**  deal*  ai 

>  .t  th^fic.  ojiiclta  atv  more  di<iiuiviii)tap?uu»  to  LUt  oiaiiL*.^r,  « 
iifliber  il  il»  rule.    The  iirtu^Ut^  in  lh«r«fon;,  in  r  twofold  < 


STEVENS    Or^    5iT0WAGE.                       5S>         H 

1  ABLE  Kit.  XKVI,  Cotn-izrLKD.                                                    ^^M 

■     PRINCIfAT. 

ARTICLES    OP   EXPORT    FROM    QUEBEC. 

m 

BrtbHtf 

l*ar«  DT 

Ber/ 

Wll#4t 

Pen* 

Ottta 

BurJey 

Aflhes 

^ 

ir  ^, 

b«^ 

¥ 

*► 

!♦ 

^ 

<P 

^  ton  of 

1      l>«fnl 

|pb«ma 

tkrot 

itunrirr 

qi^utrtir 

quarter 

quarter 

40  fcet 

ftiu    A 

f ,       4t 

«.     d. 

6.    d. 

«.     d. 

f,     <?, 

f.     d. 

£    *.     d. 

a  11 

4     1 

3     0 

4     0 

3     0 

s    d 

0    16      0 

a   1 

4     3 

4    n 

4     3 

3     2 

3     5 

0  la  10 

IB  1    9       Y 

a   2 

4     @ 

4     2    1 

4     5 

d    3 

3     7 

0  17     7 

8     i 

4     8 

4     4 

4     7 

8     5 

8     9 

0   18     4 

a   5 

4  11 

4     0 

4  10 

3     7 

3  11 

i>  19     a 

Bft  11 

8     7 

6     1 

4     8 

5     0 

3     9 

4     1 

1      0     0 

a    f) 

5     4 

4  IX 

&     S 

3  10 

4     3 

1     0     0 

J)   10 

5     6 

&     1 

6     6 

4     0 

4     5 

1      1     7 

4     0 

5     9 

0    s 

6     7 

4      '2 

4     7 

1      2     4 

4     2 

6     0 

&     6 

5    10 

4     4 

4     0 

1     8     2 

4     4 

a   2 

5     7 

0     0 

4    ri 

4  a 

1     4     0 

4   a 

0     5 

5  10 

R     3 

4     7 

6     0 

1     4     9 

4     B. 

ft     H 

0     0 

6     5    , 

4     0 

5     2 

1     6     7 

Ha  10 

4     0 

6  10 

a   2 

6     7 

4  11 

5     4 

1     a     f) 

7   «  11 

4  11 

7     1 

a    ^ 

fi   10 

5     0 

f»     0 

1     7     2 

|l     4     1 

a   1 

7     3 

a    7 

7      1 

5     2 

5     8 

1      8     0 

a  a 

7     « 

6   JO 

7     3 

fj     4 

0  10 

18     0 

&    5 

7     H 

7    n 

7     « 

0     0 

a   0 

1     9     7 

A    6 

7  IL 

7     2 

7     8 

5     7 

a   2 

1  10     5 

A     B 

B     I 

7     4 

7   10 

5     9 

a   4 

1  11     2 

HI     A 

A  ]i) 

R     4 

7     7 

8     0 

5   11 

«    r» 

I    12     0 

0     (1 

e^  « 

7     U 

8     3 

0     1 

a   8 

1   12     » 

■4  11 

a   % 

§     0 

B     0 

8     fj 

0     3 

(i   10 

1   13     7 

6   a 

8  n 

8     S 

8     8 

0     4 

7     0 

1    14     5 

^^Htt^^ 

a  6 

W     2 

H     4 

H    10 

«     0 

7     2 

1  15     2 

a   7 

U     4 

8     0 

n    1 

0     « 

7     4 

1  la    0 

e   H 

«     7 

8     U 

9    n 

0   10 

7     0    [ 

1  la    0 

n    t» 

1>     t» 

ft  11 

0     0 

0  11 

7     8    ' 

1   17     7 

10     0 

0     S 

U     I 

7      I 

7   10 

1   18     6 

t 

KKMATlKfl. 

^ftjtl#,^W^»^i  Wfflst, 

Ui^ually  pay  5*.  to  I'M.  p^r  Imniffrfd  fr?*:  iTmn  thrtr  pr^i portion <it4S               H 

^B    f«t.                  k  in 

ihi*  ft]n'|;iiin(j(  tflblr,  ID  cont^t'f^'                                                              i«  U               H 

^H    fL'i'                    ''m. 

tn  ft  *liip  M  rorgf),  snd  to  cover  i                                                               '*/               1 

^^U^^vuini  i  <i'  tkr 

^urt,  Uic  Mhiptier  i>>  Hubject.  ill  nr i, .  in ii;j;  iut-!ii<»ti  \«inn\  -a  ii»"  "uit);                H 

^^^^^^^^AfiRc  U.  vf  t  our»«,  nut  made  as  rff^iu  eu  Uoatcd  drols^  shipped  in  rouiiUuclicv.              ■ 

Hvit*^ 

; 'U  of  ^ftin  jiwjrt  lti^li»*i  raUs  c f  fiHgUi  tlmo  other  gond«,  ia              H 

^■_j?L 

>  ^peitfe  to  whicli  the  eh(|t  i«  put  for  hiiiu|E?»  &c.  to  irrt  itv  it*               ^M 

^^B^Htt^B  '' 

1  L'risUttble  a  tu»^o.      All  r«inp)M   nll.^wimrr   in  thrr*'ror*»                H 

^>  Imt  ibo  mithnr  is  fnr  fnin  t»^^».  ♦  in«.'  li>  tlu^  jti^lui*  i^f              ^^ 

^BV^^^ 

1..  ill  thiffl  n^ptcl,  wiicro  wh'ni  p«jh  nlrno^t  il.nild<-  ihe        ^^^H 

^M   c»i                   !</rtloi».     (^Itui  guebeo  rule*  for  Bkiwinggnun  wiii  brfoand  wiib  the      ^^H 

^M    mtu  ■ 

^^H 

^Lr»^f9  iNirrvU. 

Hkn  bright  dc&l*)  i«  ^'cnffaUy  tAkcn  nomewliiit  under  ii^  proper-             ^M 

^^^fpe*"            <i«riuj 

\  to  the  «nial1  fikpen^i'  uttiMi'^inp  <t"  i<j>i<iti^f  ttt«  (t  Mlii|/i9  vntga.                ^^^H 

eo 


STEVENS    ON    STOWAGE, 


TABLE  No.  XXVn. 
NEW  YORK  BATES  OP  FREIGHT, 

OP  THE  QUANTITY  OF  GOODS  TO  COMPOSE  A  TON. 


lb.  of  Coffee  in  cjwks,  1,8S0  ditto  in  Yat^  1,1201b.  of  Coooa  in  CMkK, 

1,307  ditto  in  bags, 
lb.  of  Pimento  in  canks,  1,110  ditto  in  bsigi. 
Barrels  of  Flour  of  l&fitti.  mch. 

Barrels  of  Beef,  Ptork^  Tallow,  Piekl*^  Fiab,  Pitch,  Tiir,  and  Tnrpeiitino. 
Cirt.  of  pig  iiad  bar  Iron,  PotAishes,  1Suib^,  Logwood,  Fitfiti«,  NicangiMi 

Wood,  and  cdl  heavy  Dye- woodit,  KieL%  Honoy,  Copper  Ore,  and  all 

other  hm\j  goods, 
Cwi.  of  CofTee,  Cocoa,  and  dried  God  fish  in  bulk,  and  13  cwt.  diied  Cod* 

fi-^h  in  casks  of  any  size. 
Cwt.  Ship  Bread  in  casks,  7  cwt.  in  ba^,   and  6  ewt,  in  bulk. 
Gallons  (wine  measure)  reckoning  tlie  foil  <^ontenti  of  the  eaaki,  of  Oil, 

Wine,  Brandy,  or  other  kind  of  liquors . 
Bnshels  of  Crrain*,  Peas,  or  Beans  in  ca^ka* 
Bnahels  of  ditto  in  hnlk. 

Bushels  of  EtLTopeon  8alt|  31  buaheli  of  Salt  from  the  West  Indies. 
Bashek  of  Bern  Goal. 
Feet  (cnbte  mearare)  of  Ifalioeany,  square  Timber,  Oak  Plonk,  Pine, 

and  other  boards,  Beaver,  Fj^,  Peltry,  Beei'  Wax,  Cotton,  Wotd^ 

and  Bole  Qoods  of  all  kirnds. 
Hogshead  of  Tobacoo,  and  ID  cwt.  dry  hides. 
Cwt.  China  nw  Silk,  10  cwt.  net  Bohea,  and  8  <3wt.  green  Tea. 


*  The  New  Turk  rules  for  stowing  graui  will  be  Jlnind  with  the  article  graiu. 
HEW  TOBE  XEABimES  AWD  WEIQWJtS  OF  DUTEBEKT   StrB8TAirGE8b 


tb.  OS. 

Ton  water  (net)  2&0  goUona  .  — 

Cubic  foot  ditto,  spec,  grav,  6!!    9 

Bca  water 64    S 

New  York  harbour  water    . .  63  14 

Cork    ...,.*, 15    0 

TaUow 69    0 

Pljitina 1,218*75 

Copper    486  75 

Lead    .... 70&06 


lb, 

Bteel 4^m 

Cast  Iron 450*45 

tful».  in. 
Bushel  of  beans  ......  100       63 

Cordof  wood,  stowage..  128  1,700 
A  man  and  his  offecia  .,  2  to  2|  ewt. 
Avemgfi  weight  of  a  horse  . .  1,(>00 
Average  weight  of  a  matt    . .      150 


WEIOHT   OF   A   BUSHUi    ITIVifED    BTAT^S. 


Dry  apples S2tb. 

Barley 48Ih, 

Beans 60  @  &3tb. 

Bine  grass  seed   ........  litb. 

Bran SOtt. 

Coal BCSh. 

Com  fi6Ib,  Com  shell  . .  Sfilb. 

Com, nnsheUed  ........  701b. 

Comintheetr  ....^t..  70It. 

Coraoreob 70fb« 

Clover  seed GOflb. 


Hemp  seod  iBVt}.  Vtitx  seed  45  (^  4inb, 

Oats  ...,.....__..,..  32@86!b. 

Onions 43  @  57Ib. 

Peaches,  dry «  32Tb. 

Potatoes 56(ieOfb. 

Sweet  potatoes    ..**«...  50Ib. 

Rye 661b. 

Bait,  fine  56tb,  coarse    . .  50tb, 

Timothy  seed  ..   .......  45Ib. 

Wheat    601b. 


TAJ3LE    No.  XXVm. 

BALTIMORE— FREIGHT    AND    FREIGHTING. 

froiglttfld  bj  the  toQ,  and  no  vpeoial  AgreemeDt  Is  ttude  rotipectmg  tlie 
t  wliieh  eftch  article  «kalk  he  oomputed^  the  following  shall  be  the  standiud 


of  computation^  and  either  parcel  deemed  eqxul  to  a  ton^  vise : — 

^240 

tb. 

Fig  and  bar  Iron,  Lead,  Copper,  Logwood, 
Fustic,  and  other  heavy  Dye-woods 

2,000 

— 

Nicaragua  and  Brazilletto  Wood 

3,2-10 

tb.  net 

Sugar  and  Bice.., casks 

1,630 

— , 

Coffee bags 

1,600 

— 

„              .,• CftfikB 

l,soa 

— 

Cocoa bags  or  bulk 

,       1,180 

— 

„ ..« casks 

1,110 

— 

Pimento.,.. „.     bags 

m-i 

— 

„ ...,,.,.„     casks 

^00 

Sbin  Sread     ....».■.■■■■■.««>■«>     bai^s 

700 

— 

,f                 *,«,,«i, ,„■■»■•■,•••    casks 

Dried  Hides. 

900 

— 

Weight  green  Teas  and  China  raw  Silk 
„        Bohea,  and  other  black  Tea 

l,l*i*>       1 

_ 

1,500 

— 

„        Virginia  Tobacco    hogsheads 

1,800 

— 

„        Kentucky       „         ,» 

l.OOO 

— 

Maryland        „         ....„              „ 

8 

burrels 

Flour,  of  li>Olt>.  net 

0 

—, 

Beef,  Pork,  and  Tallow 

^m        ' 



Naval  Stores  and  Pickled  Fisb 

^Ksoo 

(jfallona 

Oil,  Wine,  Brandy,  &o.  esiimating  the  full 

^^r^ 

(wine  meiuiire) 

contents  of  the  cask 

1         22 

bushels 

Grain,  Peas,  Beans,  ke. casks 

1          40 

,^_ 

^ , hulk 

Salt.  Liverpool  brown „ 

L         94 



t —  ground , 

^^■.  81 



„     St.  Ubes,  Cape  Verde,  &c,     ,.•         „ 

^^^V   JIA 

eubio  feet 

,,     West  India  ,*.„ ..•..,.•,.         „ 

^^A  Hfk 

„     Sea  Coal , „ 

^■40 

Plank,  Boards,  Timber,  Bale  Goods,  Packages, 

f 

and  Boxes. 

;  thfl  eoate&ta  la  onbie  feet  of  ▼arion*  puskafM  ind  goods,  the  following 
■ludl  be  tbo  staadard : — 


fe«t 

Flour,  a  barreU.,* & 

Kicis,  a  tierce »..«••.  15 

Fl(kX  s<v«d.  a  hogshead... 12 

Tobiic«?o,  ITirgiDla,  hogshead  4A 


Tobacco,  Kentucky,  Georgin, 

and  Carolina,  a  hogshfail  . 

Tobacco,  Maryland  and  Ohio 

Grain,  hv^  bushels,  in  bulk  , 


fetst 

40 

35 

5 


btOVfRttlae  boiea  of  eandlef  and  loap,  keg«  of  butter  and  lard,  and  hamg  and  bacon, 
I  §mmtmnj  aU  aimUar  artid««,  fiOOIb,  net  weight,  ibaU  b«  eooiidon^  equal  to  a  barrBl 
mUe  foal. 


62 


STEVKNS    ON    STOWAGK. 

TABLE   No,  XXIX. 

BAEIA  TONNAGE   SCALE, 


By  order  of  the  Directors  of  the  Bahia  OoMafSRctJLL  AsgocuxioK  (1651)  tlia 
ton  of  diflereDt  Artidea  of  Produce  is  to  be  calculated  as  follow^s : 


NXT  Wbigbt  t» 


EiroLAtrD 


Fb^kcie 


Sii{?ar  in  cases,  boxes  or  barrels 

—  bnj^s , 

Coffee  io  horrela     

' —         bnpfs     ., 

Tobacco  leaf  in  bales    „ 

—  serons 

—  rolls 

—  mangotes 

Hides,  di'j ., 

—  salted    

—  green 

Cotton,  Maeeia,  or  S.  Francisco 

—  Cachoira »».. 

Cocoa  in  li«^& 

'I'Hpiocfi  in  harrels 

—  baffs 

Jncaraoda  I^^b 

Rnm  in  pipes  ...,., *.. 

Molnssea  ,. 


Kilus, 
1000 

lloO 

900 
1050 

mo 

800 

moo 

045 
HOO 

looo 

AU 

680 
800 
700 
800 
1150 


Rice,  in  btt^a    .„,....<............ 2.'1  ewt. 

H ice,  in  barrels ...,  IB  cwt. 

Bones     » *,..,.  13  cwt. 

Hoofs 10  cwt 

Coquilbos .....*.•..,, 8  mib 

CigKrs •  40  ctibic  feet, 

Hums,  Rio  Grande  or  Buenos  Ayres   ......       2  mil. 

Horns,  Babia  ...,^. 8  mil 

Mnlft^Bos,  id  pipes    181  old  gaUons. 

[pou.  UDo£tt,  Oct.  17,l8&fl.] 


BAHIA    CHARTER    PARTIES. 

It  is  staled  that  some  forms  of  charter  party  used  in  the  Brazil 
read  **  freight  to  be  paid  (nay  ri5^,)  fnr  the  IFiiited  Kiwgdoni  for  sugar  in  hag^,^ 
or  other  lawful  n«erchniidi/.e  in  proportion,  iiceordiug  to  the  custom  of  the  port  j 
of  loading."  and  that  cantion  sbonki  he  observed  in  acce[«iiijg  sueh  forms.  In  , 
the  Hahia  district  a  tritnile  is  adopted  in  which  sugar  in  eases  or  boxes  is  mado  j 
the  standard  article.  This  scale  appears  to  be  about  aay  15  |i0r  oeut.  iii  error] 
if  the  ship  loads  three  parts  of  hor  cargo — cotton. 


STEVENS   ON   STOWAGE. 


63 


CUSTOM   OF  THE 


TABI^  No.  XXX. 

POET  OF  RIO 


GEANDE   DO   SUL. 


Ric  proT«irtioniil  dilToff^iicc  on  Freiy;ht  botwee-n  WET  SALTED  HIDLS  wid  other 
|<fu4iiec  BJtijt|)cd.  in  ma  IoUow»  : 

TALLOW,  in  nimBH  i>r  cmIpi  \  Tlie  aame  w.t«  ns  lor  wet  mlUjd 
JERKED   BEEF    [      Itiiltni,  oo  grotiH  weight  dei'vd. 

TALLOW  OR  ORfv^KE  in  pijwA,  |-pipe*  or  ^  ni|M?»,  lOj^eenL 
mom  tliMi  (of  NN  et  Suited  Illdc&t  oo  gro*4  WM^lit  if  " 


BOKE    ASH 1  12 

STONES,  kioao  ur  in  lMkmd« 


1  12  »  cei 
f      Wet  1 


i  delivert'd. 


cent.  lc«M  thuo  for 


BikiUid  HideH. 


For  WOOL  m  BALES,  <ir  HAIE  IN  BAGS. 

1l%«l  lilt  icttid  i*  etitir^lj  loaded  mth  tltc^o  itrtidcH,  1^0  (,^  c^ent.  more  thAU  for 

Wet  SiUled  HidiJs. 

If  ^  *f  Jt^r  cju-go  with  tiiejf«  lu-ticJcB. » . .  7r>  ^  ccot.  dilta 

HI  ., 51)  ^  CLOt.  dittr) 

If  I  "*^^ *J5  ^  ceut,  ditto 

U  1    "  li*  ..,.,......» 15  ^  cent,  ditto 

U  1'  ."t •  veu'dgfat^ Siitn«»  m  for  8idt««l  Huli». 

for  BBT  HIDES,  HAIB  Of  BAIBS,   OB  HIDE  CirmHGB« 

I  with  thew*  tu^rlm 5«l  l^  cent,  mot*  Uiaii  for  W.  8.  H]d«« 

If  lOia^ci    «Hl^    tl.r,  ,-.f.,nrll.„    ..f    theCATgO     ..        4tM»'^''"*     '►^Ho 

UlflMdt^l 21)  <* 

II  kwli>d  40 ....... .     Bill.  I  Bitted  Hideii. 

Iti  iMM  <ii   ti^viLi  I   «'4tijg  r«>qair«d  tlie  v».\ss*"i  htin  tu  liiii]  the  kjuuo. 

1^  ia]Fi  do  not  count  on  ch;MiriDg  At  tJbe  Cu!»tom  houi«o^  or  in  chaii^iiig  AQcbomge. 


r  Am 


Jinfigki  oi  ami  ajUt  tkc  raU  ij/'  ajjulluuj  : 


USUAL   FOBX   OF    OHABTEB    FABTT. 

/  ftrtttfrn  q/*  tkt  good  fklp  or  r^sd  t'otleii  the 


if  tht^rrahouii^  u^ertoj  it  ut  pfx^tnt  Mtf4tef, 

and  that  the  mid  »hiptititijif  tight ^ 

1/  tmtf  fitted /trr  tht  ts>yntjt\  ahtU  trith  all  ctmi'mient 

'  -'  rtMnuddttniir       ^        -      '        htrtiirkh, 

:  I  to  loathd  ■-  >  rt(d  to 

n4  there  lO  ,  fmiig  paid 


LASTAGES  FOR  FREIGHT. 


100t<niEiigU«h. 


Um  rcg. 

■   Im,    Im  :    .•  In-kvt. 
J.   AJl   li.UiXJlh. 


5pTf 


hi 

ut 


Mgber  Uuui  barley,  which  getJt  20  ||^ 
cent,  over  oftts. 

AjiBT*»DAai.  4 ♦OuO  lb,  of  iron  or  voppw* 
2,0iJ(t|b.  huR&»U  ^i  buuhd«  oftt«. 

L[rtBo>i.  i  pipes  oU  or  wine,  4  <^eits 
btigitr,  4,UU0tb.  tobtu.*co,  8,6001b.  of 
•hnmuc. 

MAiJkOA,  4  boat*  or  r>  pipe&  wine  or  uU^ 
4  biilf HorHrii".'  peel,  ft pijirt  P.Ximrnet«' 
wii  ■    10  cuolip  ii1nif>ri4U  (i^iivh 

111  20  ehi«irt  K'nioiitt  and 

(M  I  >  iinkt  iiliuoiidit,    H  riuskN 

riUMUib  {'k  Ain*hiii»  v^m'Uf,  87  hidf  oMlut 
nd^JUft,  &0  buktth  fir  i^i  jmrii  ruifaUiB. 


'64 


STEVENS    ON    STOWAGE, 

TAJBLE  No*  XXXn, 

ALGOA    BAY    TONNAGE    SCALE 
im  GAEOO  BOATS, 


AnLQiicaii  ploaghs    . .  ploughs  6 

Acids    feet  20 

BBrkrproflsod  GOOIttf  impreBBed  300 

Barley. .<.. tb  1,800 

Beef,  B  ciuika,  1  half  ditto,  or  lb  l,aOO 

Beer,  3  hlid,  or  * .     kildt^rkiaa  8 

BoDCB,  Vugs  lOOOH^,  loose        H)  700 

Bran Hi  1,200 

BiickK     ,.. .,  4O0 

Bkeiiit,  SbonrclH,  or    ..,,     lb  1,200 

Batter,     m  1,200 

Casks  (ctmptj)  1«  ea  to  lUids  or 
hflif  pipes  ;  liirger  extm. 

Coffse th  2,«00 

Fi*h     ...••.* lb  1,200 

Flour,  13  4 -bur  or     ..     bwrels  8 

Ginger  1,0001b,  Gunpowder    lb  1.000 

Hrty,  oflt  or  other,  pressed     lb  <KH> 

Ditto    uikprc&§ed     lb  dOU 

Hides,  dry  5(1 ;  wtit   lb  2,0(90 

Horns,  ox  or  cow 500 

Ivory    ft  1,000 

Iran  pots     * «... 40 

Irou  potft  Boap  and  other  largo, 
^  me^iirement 

Lard     lb  2,000 

Leather «     j^^sides  @0 

liiiuo Muids  10 

Liqoid,  in  wioker  botUoB,  jiu-g, 

ortina     •«.•■■•*     gauona  40 


MaoMnitry    **    ^edalclujge 

BfatchesondFiiMaa  ....    leet  90 

Nata lb  600 

OatB lb  I.I1OO 

Pepper    lb  1,000 

Fork,  4oaka,  dics]ca,or       fb  1,200 

Potatoes lb  1,500 

BagB Xb  800 

Rice lb  2«O0O 

Bope,  coir     lb  1,200 

Salt  ...,,,.. lb  8,000 

Seeds lb  1,&00 

BbeUfi,  la  gmmy  bags,  or      lb  1,000 

Shooks la 

Sbilea     «. 600 

Skin  B,  wildebeeste  or  other  largo  50 

Do   wildcfbteHte  pressed      ..  75 

Do  back,  fibeep,  goat,     &c  300 

3o&p,   boxes  not  exaeediAg561b  90 

Tobiieco,  m  boles     tb  l.dOO 

TaHow     ,     lb  1,200 

Tor,   8  I'bar.  or   . . , ,     iMurelB  & 

Wines  and  Spiriti : — ^Ankers  ..  H 

Do    4-aama  oir  oetavos,  snkra  8 

Do    Quarter  eaaks  ••  |-c&ks  £ 

Do    HogMheadfl    ....     hhd.  3 

Wool,  washed  and  preg^ed      lb  600 

Bo    washed  and  trnpretsed  .  400 

Do    imwaahed  and  presBed  ,  800 

Do    onwaahed  Ss  nnpresaed  .  S35 


All  wool  to  bo  deemed  wmihed  mil  ess  nottee  b«  giren  previoH*  to  «IdpnR*oL  Exccptioiiftl  ««•««  hj 
•jiHN^Uil  ftmuigement.  Other  articles  per  t*m  4Ufeet  metMurcment,  or  2^000  Jb.  wciKhL  AU  Wiuglitit 
tuuierstood  to  bn  gTx>Bfl  EugLuh.  Tlje  Company  rvaerve  to  IbejiiseUes  the  right  to  chargv  vithtr  jtcr 
roeuureitKtot  0r  weight.  In  cose  of  JamJiug  uid  Abipj^iag  hoThotk  or  cattJe,  extra  charge  will  be  mttAi 
tor  small  nuiDberi^  while  on  allowance  will  be  made  on  J&rge  ahipments.  The  Company  do  not  hold 
themkelv«»  retpousihle  fur  brx>akago  and  oiher  loss  on  Blatei,  or  in,iury  to  live  Htock. 

AlOOA  BAY  AVZBAaE  EATES   OF  FEEIOHT   TO  LOMDOH. 


Por  waahed  wool,  in  bales,  pre»H*d,  irom 

345  (9  260  tb  English 

Unwashed  wool,  dodo  480  <S  6201b 
Gctat  &  SheepHkinit,  bimdlea  of  100  ea. 
Alo«a,  oaaea  weighing  350  {§  »75  lb  at 
WetBldofl,  ox  St  eoW|  bundlei}  of  20  cwt 

Horns,   (ox  and  eow) 

Ivory 

Moasorenient  gooda 


I®  i^^ft  ^.  at  Quoen'ii  beam,  with 
6  Ip-  et  piim'go  k  aTer^gc  entitom'ry 
i  @  fid  ditto  ditto 
£7  to  £S>  the  1000 
1£>  @  2D«  ^  ion  of  20  Owt 
SO  @  B^  1^  ton  of  20  ewt 
25  @  30«  ^i'  1000  homa 
50  (^  60«  ^  ton  of  20  ewt 
46  @  50«  «»-  42  cnbia  feet 


STOWAGE. 


liftfe  (Biilm. 


JCDS  are  chemical  preparations  of  a  sharp  and  sour  taste,  of  which 

er  is  very  hirge.     The  terminEiLioii  of  tlie  prefix  denotes  the 

-tV  being  applied  to  the  stronger,  and  ous  to  the  weaker  acids, 

Tulcrts  packt-d  in  sand  in  the  hold,  nil  dangerous  acids  in  carboys  ou^hl 

be  stowed  on  deckj  which  should  be  shown  on  the  bill  of  lading  "  with 

tjf  to  throw  overboard  for  the  safety  of  Uie  ship,  if  deemed  necessary.'* 

rwrUers  object  to  the  stowage  of  dangerous  acids  in  the  hold,   and 

Imricnrcd  master  says  that  whether  in  carboys  or  in  strong  bottles 

in  cases,  ihey  should  never  be  atovved  in  the  hold  or  'tween  decks, 

wlte^tyson  deck,  with  "liberty,"  &c ;  see  the  article  dangerous  goods. 

lie  upecific  ^avily  of  acetic  acids  is  I  062,  of  muriatic  1*200,  and  of 

I-27L 

AFRICAN   NUTS*     Ships  will  not  stow  more  than  a  half  to 
twrMliir^U  of  iheir  register  tonnage;  see  nuts, 

H  LH  AND  BERR  for  exportation  is  what  is  termed  by  brewerB 

V'  d,"  and  undergoes  a  dijlerent  kind  of  fermentation  than  that 

Kj  umption.     Ale  has  been  known  to  keep  good  for  two  years 

I^Hi  IniltB.  For  southern  voyages  casks  are  occasionally  spiled  with  rattan 
^HM  cut  close,  or  with  porous  spiles  of  red  oak,  &c.  In  bottles  it  should 
j^^^pilewrit  in  the  fure  part  of  the  ship,  if  passing  into  or  tluough  the 
^    If0f}i  e  tiie  temperature  is  always  cooler  ihere  than  in  the  main 

Kf  m\\  i.     Casks  and  cases  containing  bottled  a!e  are  often  very 

vgib^  And  will  not  bear  the  pressure  of  heavy  goods,  shippers  therefore 
Uh  u%  have  them  fitowtd  separately;  when  packed  with  straw,  it  is 
tttftsary  to  ajeertain  lliat  it  is  jierfectly  dry,  or  breakage  will  ensue, 
«Jr  and  berr  ought  not  to  b^  placed  near  goods  of  a  heating  characterj 


68 


STEVENS    ON    STOWAGE. 


Buch  as  coal,  flour,  sugar,  &c,  as  tbey  create  additional  fermea-  [ALE 
tatiuii,  besides  which  the  dust  from  coal  chokes  the  spilesi  of  casks,  atni 
prevenls  the  ale  from  relieving  itself  on  the  voyage,  Considt^rubb 
pillage  is  sonieUmes  carried  on  on  board  ship,  and  ihe  irigilance  of  the 
ofiicers  ia  constantly  required  when  loading  and  unloading;  for  stowajjc 
see  also  the  articles  casks,  general  cargo,  liquids,  provisions,  «nd  - 
Messrs,  Bass  and  Co.  consider  that  the  proper  season  for  shippiii 
is  from  the  middle  of  October  to  the  end  of  June,  The  busiest  montlii 
of  that  firm  are  November,  December,  and  March,  but  their  shipiuenli 
arc  prctly  evenly  distributed  through  November,  &c.  to  May,  Messrs. 
Allsupp  consider  the  best  season  for  export  lo  be  from  November  ta 
April  inclusive. 

4  Export  stout.  lu  Febmary,  18flt,  an  action  was  bronght  in  Edin- 
burgh, by  Sir  11.  Meitx  and  Co,  brewers,  against  Johm  Re  id,  for  £^\9  16i. 
vftlue  oflO  hogsheuds  export  Blout  Defendant  "  refused  to  pay  on  the  gromid 
that  tUo  stout  t'uruiabed  was  not  export  stout,  which  he  ordered,  but  was  too 
brisk,  and  burst  his  bottloEi,  and  was  in  great  part  lost,  and  quite  unfit  for 
exportation  to  a  warm  t^limale/*  Sheriff  Substitute  SxHATnERN  siHtadtied  lb© 
defence,  but  Sir  A.  Alison  altered,  holding  that  the  stout  became  too  brisk 
after  it  had  left  the  pursuer's  premises,  ex  cUimno  fatnle,  or  from  its  being 
bottled  at  an  unseasonable  time,  and  at  any  rate,  that  the  defender  did  no* 
return  or  reject  it  soon  enough.  After  hearing  counsel  the  court  recalled  the 
she  riff  *8  interlQcutor,  and  returned  to  that  of  the  sheriff  substitute,  holding 
that  the  stout  was  not  export  stout,  and  therefore  not  the  article  ordered  by 
the  defender;  adding,  however,  that  the  stout  seems  to  hiive  lieen  too  brisk 
from  somethiog  of  the  nature  of  an  accident^  and  that  the  pursuers  were  not 
aware  of  there  being  any  quality  in  it  of  the  kind  objected  to. 

B  To  Bombay,  Queen's  Bencb,  December  18th,  1862.  This  was , 
action  by  Messrs,  Ebcomhe,  Brothers,  shipping  brokers  and  carrying  a||*91 
against  JARna,  an  ayent  for  the  sale  of  Bass  s  beer,  for  breach  of  contract  1 
B&le  and  Blupment  of  a  consignment  to  Bombay. 

On  April  5,  IROO,  plaintiffs  bought  of  defendant  a  quantity  of  Basq's 
to  be  stopped  by  him  to  Bombny.     Part  of  the  ale  was  laltelled  as  Bass's,  i 
part  as  that  of  Jxavis's  (who  himself  brewed);  the  whole  wus  invoit^ed 
Bass's.     The  invoice  was  sent  to  Arbuthnot,  Ewaiit,  and  Co.  of  Liver 
con-espondents  of  the  house  of  Ewart  and  Co.  of  Bouihay,  witti  instnictic 
to  forward  it  to  that  house  ;  lu»t  do  instructions  were  sent  by  plaintiffs  to  1 
latter  bouse  of  the  intended  consignment  to  thtni.     The  account  was  gtl 
and  paid,  and  the  ale  wa.-*  slupped  by  defendant  in  April  tor  Bombay,  wber 
arrived  in  July*  1800;  but.  according  to  |>laintiff'a  ease,  2B0doz-  were**ulli 
fi,e,  ihe  beer  bad  partly  oomd  out),  empty,  or  broken.    The  ale  was  consii 
to  Ewart  nud  Co.  of  Bombay,  and,  according  to  the  case  for  defendant, 
not  for  six  weeks  hmded  at  id  wandiousod,  but  left  on  board.    About  Augustl 
tliey  sold  and  sent  an  account  sale  of  1,356  dozen,  showing  sales  to  the 
amount  of  3,0«6  nipeea,  at  2$.  or  MSOn  6*.  sterling,  and  the  net  pi 


STEVEI 


iictiiig  oil  charges,  were  ^197  17*.  Messrs.  Ewabt  and  Co,  in  [ALE 
miag  this  aocaunt*  termed  it  aa  *'  unsatisfactory  out-tura  "  of  the  consi^m* 
t,  hut  liseribed  it  to  Uie  beer  being  out  of  conditioa.  and  owing  to  its 
iug  too  much  **  up"  there  was  an  uiiuiinal  amount  of  breakage  from  bursting. 
oj  6tAted«  however,  that  the  market  was  "  dull.**  The  result,  of  course,  was 
.tisfiir to ry  "  to  plaintiffs,  and  in  July,  1861,  they  brought  their  action, 
ning  that  only  a  portion  of  the  beer  waa  Bass's,  that  tlie  rest  waa 
Iferior.  and  that  the  wholo  was  bodly  bottled  and  corked,  and  not  properly 
It  op  for  shipment,  nor  in  a  fit  and  proper  atate  for  shipment.  Flaintifi^ 
dmed  either  damages  for  the  bad  ©ale  or  a  return  of  the  purchase  money — 
i7l  I6s.  and  the  freight  and  charges,  ^140  10*.  making  together  £612  <i#. 
B  the  -£197  17 1.  received  aB  net  proceeds  of  the  sales,  leaving  a  balance 
Irgwl  to  be  due  to  plaintiffs  of  ^414  U*.  They  put  their  cluim  for  damage 
\UB, — they  alleged  that  the  beer  ought  to  have  sold  for  double  tlie  price  it 
tched,  and  that  the  whole  ought  to  have  arrived  in  a  saleahle  state,  which 
iiihi  come  to  rcry  much  the  same  result.  Defendant  denied  that  he  had 
[token  hi«s  contract* 
Kvr^l'^'ure  had  he^n  taken  at  Bombay  under  a  commission,  as  to  the  con- 
i.  beer  when  it  was  landed  and  warehoused.  It  did  not  ajjpear  to 
J  that  it  was  then  In  a  bad  or  *'  over- ripe  "  conditioii ;  but  on  that 
It  ttje  case  for  the  defence  was,  that  It  had  been  leflt  too  long  on  board 
fore  it  waa  lauded  and  warehoused. 

r,  BovjLt.  for  defendant,  ridiculed  the  idea  of  his  client  being  jmswerahle 

If  he  had  warranted  the  aie)  for  its  condition  after  a  voyage  to  India* 

uiivt  its  being  allowed  to  remain  six  weeks  on  board  ship  in  the  oliinate 

bay.    Even  in  this  countiy  in  hot  weather,  beer  was  a  delicate  artiole, 

hu  turned  or  Bpoikd  by  a  tbimderstorm;  and  in  India,  at  the  best* 

not  last  longLT  than  from  two  to  ff:>ur  months.     To  expect  thot  it 

J  kept  in  good  condition  in  Bombay  without  being  properly  warehoused 

dto.    In  point  of  fact,  however,  ho  denied  any  warranty  that  the  ale  wna 

'i»  or  fit  ft»r  shipment  to  India,    Part  cf  the  ale  was  labelled  m  'sIarvis'b" 

BBorr's;"  *nd  though  it  was  true  the  drst  parcel  was  invoiced  '*  Bass  s'* 

d  the  two  oilier  parcelB,  by  an  accident,  were  written  '*  do.  do/'  it  wa» 

that  this  was  an  error  in  the  hurry  of  business.    If  all  the  ale  was  to  be 

«,  all  would  havo  had  Basss  brand.     Plaintiffs  had  seen,  tasted,  and 

'Q  thw  ttle  when  it  wa%  ordered,  and  there  was  no  warranty  at  all.     Still, 

clit^iit »  repulatiou  was  at  stake,  he  would  undertake  to  show  that  the 

rnm  fit  for  shipment.     It  wuft  old  beer,  elciven  mouths  old.  the  brewing 

ttt*  i|T,  and  perfectly  sound  and  fit  for  the  voyage, 

J'  se  told  oue  of  the  plaintiffs,  who  gave  tlici  order  for  300 

A*:,  that  he  had  not  so  much  of  it ;  on  which  plaintiff  said  '*  I 

i'i  I  —  ■n-hrthrr  it  is  or  not,  so  that  you  put  Bass's  labels  on."*     lie, 

said  11  not  do  so,  but  labelled  the  other  beer  '*  Jauvis's"  or 

W*    U  i  th&t  it  was  good  old  beer,  in  **  splendid  condition," 

to  be  ahipped  anywhere."     He  had  shipped  some  beer  of  the  same 

tn  Hongkong  and  had  heard  oo  complaint.   Beer  was  a  very  precarious 

hro  slapped  io  hot  climitM,  nod  if  not  landed  and  warehoused  toon 


70 


STEVENS    US    HiuWAUtl. 


after  arvivalt  ihe  bottles  would  be  likely  to  burst.     In  fact,  under    [ALE 
suoh  treatment  as  this  beer  had  received,  he  wondered  that  a  botUu  hu/i, 
renininsd  soimd.    He  bad  not  had  any  complaint  about  it  widilu  a  year  tCked 
shipment. 

In  cross-examination  by  Mr.  Macaulat,  defendant  was  aBked  for  the  di|! 
book  in  which  he  bad  entered  the  order,  and  ho  said  he  had  noted  it  in  i 
memoraiifiiim-book  which  he  had  not  preserved.  One  of  the  jary :  where  i 
your  order  book?  Defendant:  I  think  it  ran^t  havo  been  destroyed.  Thf 
juror :  what,  did  you  destroy  your  order  book  ?  Defeodant  said  he  thong 
this  must  have  been  destroyed,  as  he  could  not  find  it,  though  be  bad  lookei 
for  it;  but  be  h,id  not  destroyed  it  with  a  view  to  the  trial  of  this  case.  Oa 
the  contrary,  he  had  looked  lor  it  In  order  to  put  it  in  evidence,  and  ho  1 
his  invoieo-book,  which  was  taken  from  bis  order-book.  The  whole 
entered  in  the  invoico-book  as  **  Bass's  ale/'  in  the  same  way  as  in  the  inro 
fifom  which  it  was,  in  fact,  copied. 

Defendant's  man  was  called  to  confirm  bia  evidence,  and  ^fr.  Macaulai^ 
in crogB-examiuatiou,  aaktid  him,  *'  what*3  benouio  of  tho order-book?"  Witn© 
(hesitating):  am  1  compelled  to  answer,  my  Lord?  Loud  CKiKf  JtisricKJ 
certainly.  Witness:  I  keep  a  fishmonger's  shop,  and  1  took  the  book,  with  I 
lot  of  others,  to  my  shop  and  u^ed  them  up  for  waste  paper.  (Laugbtor.)  I| 
appeared  from  further  qufibtions  that  this  was  in  November,  ISOl,  just  afl 
issue  was  joined  in  thi^  aL-tion.  Several  witnesses  were  called  to  show  tha 
the  beer  ought  to  have  been  lauded  in  a  cool  place. 

In  the  course  of  tlie  <^ase  for  the  defouce,  tho  Lord  Chief  Justiob  potll^ 
out  that  it  did  not  appear  tliere  had  been  any  letter  from  platntids  (a  the  conJ 
signees  announcing  the  despatch  of  the  consignment,  so  that  they  were  no 
prepared  for  it,  and  tiie  beer  was  left  to  chance. 

Mr.  Hannkn  summed  up  the  ease  for  the  defence,  and  was  strongly  urging 
that  point  aud  pressing  that  six  weeks  after  the  beer  arrived  were  unaccoaot 
for.  when  the  Jury  iutttmipted  him,  declaring  that  they  were  satisfied  and  we 
in  his  favour.     Mr.  Macau  lav  thereupon  elected  to  be  nonsuited. 

[On  tiiis  ease  an  experienced  master  remarks — the  ale  shipped  in  boti 
ought  to  have  been  warranted,  and  tlie  fact  of  the  plaintiff's  tasting  or  ev 
chosing  it  would  hardly  be  a  defence,  aa  the  defendant's  judgment  as  to  iti 
age  and  fitness  for  exj>ort  would  have  been  considered  more  reliahlo  than  the 
partial  observation.  The  fact  of  the  consignees  not  reoeiviug  advice  of  th 
shipment  was  damniitory,  but  it  is  nothing  unusual  for  large  ships  in  Bomhajj 
during  the  mouths  of  July  and  August  to  be  unable  to  discharge  cargo  for  i 
week  or  ten  days  at  a  time,  through  the  severity  of  the  weather,  and  therefon 
three  or  four  weeks  might  easily  have  dapsed  before  the  beer  was  ready  to  1 
discharged.  The  ship  in  the  open  harbour  of  Bombay  with  strong  gale 
blowing  and  much  rain,  was  likely  to  be  aud  was  as  cool  as  any  warehouse  ofl 
shore,  Tljere  can  be  no  question  that  tho  beer  jjot  spoilt  d tiring  the  voya 
and  was  unfit  at  llie  time  to  have  boon  sent  out.  I  have  bad  tlio  experieoc 
that  out  of  8tH)  do/on  in  eases,  apparently  vv^^ll  chosen  as  to  quality,  not  15  I 
cent  turned  out  entire,  and  httlc  even  of  that  fit  for  uee.  The  judgment  wa 
J  think  against  evidence. J 


STEVENS 


STOWAGE. 


tl 


^     Fro*t.     'Hif!  Shipping  Oaxette,  when  ssked  whether  under-     [ALE 

hr  lofes  aiisiDg  from  the  hrcakage  of  bottles  by  fi-ost,  ausn'era 

'  insured  "  against  the  advfjntiircs  and  perils  of  the  seus  and 

,hoT  i>«rils,  togscs,  or  iiiisJ'onunos,  ibat  have  or  shall  como  lo  the  hurt, 

IncQt,  or  d&iniigc  of  the  said  goods,  or  any  part  thereoiV  the  uudevwrilers 

iiitM  be  supposed  to  have  been  aware  of  the  nature  of  the  risks  which  thej 

mrrtl,  tnd  the  effects  of  those  risks  upon  the  cargo  inaiired;  they  would 

hprvrcrtpu  he  liable  to  make  good  the  loss — provided  it  were  proved  that  the 

had  btven  properly  packed  and  stowed. 

T     Deficiency*     Glasgow  Small  Debt  Coiirt,  January^  1859,  MAnrrsE,  a 

rewf^r  of  Hnddiugton,  traiistnitted  47  hogsheads  of  51  gallons  each,  Indian 

iki^  by  rail^  lo  Glasgow.     As  the  ship  was  not  at  her  berth,  the  ale  was  stored 

Umporf^  with  Cameron-  and  Co.  Cominerce-Htreetj  who  signed  a  receipt 

ID  good  condition."     When  delivered  at  the  ship's  side,  one  hogshead  was 

Ted  and  leaking,  and  another  spiled  and  deficient.     Defenders  udniitttd  the 

-  -^  *n  the  former,  which  had  been  stoved  by  their  earter,  but  denied  their 

:  "f  ilie  s^uled  cfiuk,  and  callod  on  the  pursner  to  prove  thut  they  hod 

I? '  i  lonkoy.'*    'J'he  pursuer  argued  tlial  having  received  the  bogelirad 

irt  t  '  the  Utibility  attactied  to  them  until  they  devolved  it  on  others. 

Id  accordingly,  and  laid  the  onus  prohandi  on  the  defenders, 

1  <ntended  that  the  acknowledged  **  good  order'*  referred  to  out- 

wiLTii  f?ondjtion,  and  denied  responsibi/it}'  for  the  contents,  which  tliey  had  no 

ppportunity  lo  examine.    The  sheriff  did  not  consider  it  was  for  him  to  provide 

inxiy,     If  a  fttore-kecpcr  received  a  hogshead  of  ale,  he  must  produce  it, 

il  not  half  a  hogshead.     He  therefore  decerned  against  defenders  for  value 

f  both  hog^lieads  and  ale,  and  expenses. 

Tomiagep  freight^  &C,  2*l  do/en  honied  ale  or  porter,  whether  21  cases 
1  Afyfi^n  f'fkch,  H  of  3  dozen,  or  1  of  0  dozen,  or  40  cubic  feet,  go  to  a  ton. 
"  are  packed  in  capes  and  casks  containing  3,  4,  and  0  dozen 
ri  are  said  to  go  to  a  ton.  Bass's  ales  ore  always  ebipjied  by  the 
oil  4  hogsheads.  0  harrela,  or  12  kilderkins;  the  weight  of  these  siiies  mny 
1»#  Ulen  in  round  nmnbere  at  0,  4,  aud  2pwt — the  hogshead  being  rather 
under  0  e«rt,  and  the  barrels  and  kilderkins  rather  over  4  and  2  cwt.  Iiisb 
^^npcaakian]  not  of  the  fult  contents,  and  contain  52,  .12,  and  IC  gallons 
^^^^^Hpctivply ;  tJie  tonnage  is  computed  at  12  kilderkins,  6  harrels^  or  4  bogs- 
^^^^BM0A  Iou^  they  are  frequently  freighted  by  the  cask, 
^^^^^P^ViiSttre*  4  gUle  make  i  pint ;  2  pinti^  1  quart;  4  quarts  1  gallon  : 
■^^'•fil-  Iflrkin  ;  2  fiikins  or  1^  gal.  1  UihUrkin  ;  2  kilderkins  or  M  gol.  1  barrel ; 
^t   H  ^tnvif  t)  kilderkins,  or  54  gal   1  hogshead  ;  2  hogsheads  or  lOH  gal.  1  butt. 

^^m     ^    ALKALI  or  Kili,  or  ^oda  Ash,  ib  a  kind  of  salt  found  in  the 
tahe^  of  burnt  vegetables.     Of  these,  potash  and  soda  are  chiefly  used 
tli^  iDariufajciuro  of  glass  and  soap*     It  is  injured  by  water,  and  if 
miiintA  out»  will  seriously  damage  every  kind  of  manufactured  goods; 
Id  be  plttci?d  well  otT  from  the  bilges.     At  Newcastle  it  is  usually 
td  on  the  vviUtig  or  in  the  ends,  according  to  the  nature  of  the  cargo. 


STEVENS    ON    STOWAGE- 


Newcaslle  ulkali  is  paclced  in  cuslts  of  10  cwt.  each  ;  18  ton  [ALKALI 
are  taken  as  being  e^iial  to  a  lie«l  of  coal  or  850  cubic  feeL  At  CulcuitA 
and  Bombay  20  cvvu  fossil  alkali  go  lu  a  toUt  When  wheat  is  Is,  p^qr, 
fretgbt,  soda  and  oUicr  alkalis  are  rated,  casks  Bs.Oid,  and  bulk  4s,7i^, 
^  ton ;  Mediten^anean  4^.  9f/»  ^  ton  of  20  cwt ;  see  potadb^  soda,  &c. 

9  ALOES*  Four  of  the  principa!  sorts  an?,  the  Soeotrine*  from 
tbe  island  of  Socotra;  the  Hepatic,  from  Arabia;  the  Caburme,  froi 
Baibailoea;  and  the  Cape  aloes^  from  the  Cape  of  Good  Hope  and 
Metiritla*  Socotrine  are  packed  in  cases,  goat  skins,  and  bladders 
Cape  in  cases  1  to  5cwi;  Barhadoes  in  gourds;  and  Hepatic  in  small 
kegs  i  to  Hcwt,  They  should  be  kept  clear  of  all  edibles,  &c.  Tbe 
cases  ought  to  be  water  tight;  although  they  appear  perfect  when  received 
at  Nalal,  yet  when  passing  the  line  the  beat  may  cause  the  contents  to 
leak  ;  aloes  are  usually  stowed  as  dead -weight  under  wool.  Bengal  and 
Madras  ton  20cwL  net,  hags  or  boxes ;  Bombay  16cwt«  kegs. 

10  ALUM  J  a  valuable  salt  obtained  from  ores,  or  from  clay  or 
earths  comaining  sulphur,  dug  out  for  this  purpose;  epec.  grav,  1'714*. 
It  is  usually  packed  in  casks  containing  about  6i  cwt.  each.  Alum  is 
injured  by  water,  and  if  washed  out,  having  an  acid  action^  will  seriously 
damage  all  kiods  of  manufaclured  goods  and  metallic  wares;  it  may  be 
stowed  with  soda.  From  Cliina  to  India  it  is  sliipped  in  small  matted 
bags  slightly  tapered  at  one  end,  and  weighing  about  20  catties  (301t)). 
It  should  if  possible  be  stowed  in  the  ends  of  the  ship,  and  worked  up 
fn>m  keelson  to  deck ;  mattin^;  and  bamboo  dunnage  should  be  carefully 
placed  between  the  alum  and  other  cargo  buHing  on  to  it ;  otherwise 
damage  may  ensue,  as  the  alum  bags  are  geneially  quite  rotten  when  i 
discharged.     Bengal,  Madras^  and  Bombay  ton  20  cwt. 

11  AMBERGRIS  is  aupposed  to  be  a  concretion  formed  in  the 
stomach  of  the  Spermaceti  whale,  and  is  usually  found  on  the  sea  coast 
of  hidia,  Africa,  Brazil,  Nassau,  New  Providence,  and  tbe  Bahamas^ 
its  speeliic  gravity  varies  from  780  to  'D26.  It  is  packed  in  small  b(^%e3 
and  in  tins  containing  from  3oz.  to  lOlti.  Some  shippers  consider  that 
it  should  be  slowed  in  tbe  cuddy  or  cabin.    20  cwt.  go  to  a  ton  at  Bombay. 

12  AJVIMUNITION.  All  lights  and  fires  are  extinguished  when 
receiving  or  discharging  gunpowder*  In  loading  ammunition,  use  shot 
and  empty  shell  for  ballast,  and  keep  them  as  much  as  possible  in  the 
body  of  the  ship.  A  government  officer  recomniends  shot  lockers  lobe 
carried  up  amidship;  powder,  live  shell,  and  rockets  iii  magazines  properly 
constructed*  Judgment  is  required  as  to  quantity,  for  being  generally  in 
tbe  bottom  it  tends  to  make  a  ship  labour  and  strain.  The  Admiralty 
l-cstfict  tbe  freight  to  two*thirds  of  the  register  tonnage. 


I  I! 

i 

[idV 


STEVENS    ON    STOWAGE. 


?» 


13  Wlicii  ships  i>f  war  receive  or  discharge  [AMMUNITION 
iwdcr,  (ires  and  Jigbu  arc  ordered  to  be  extiugtiished  and  tobacco 
.  I :..  ^  ta  prohibited.     When  from  necessity,  powder  or  live  shells  are 

l!       -        charged  (roro,  or  received  on  board  a  Bteamer  with  her  fires 

^I  in  ilic  eogiiie  rouin,  the  vessel  couveyitig  or  receiving  the  saine 

be  placed  lo  windward  t>f  the  funnel;  and  iti  case  of  the  steamer 

ringing,  ihi!  hatches  of  the  vessel  are  to  be  put  on  and  covered  with 

loiiUns,  uniiJ  s»be  can  be  removed  to  a  safe  and  proper  posiliuii. 

14  Ii>  a  incnchant  blnp's  magazine  there  have  been  found  cases  of 
IjI»  and  scales,  inniks,  iron  hoops,  &c.  all  together,  to  the 

2sr  nf  every  one.     It  is  usual  lo  build  the  tnagaiiiue  abaft  the 
LfrClr,  altiioHgh  the  great  danger  from  fire  is  here ;  how  often  i»  it  that 
5^  of  evcrj  description  are  stored  there,  with  a  puncbeou  of  spirit 
hi,  notwithstanding  tbat  ihc  duily  eonsumpliun  is  drawn  oft* by 
[hi  ?     Magazines  should  be  placed  so  that  in  the  event  ot  fire 
lur  can  be  got  on  deck  ready  for  tlirowing  overboard;  the  crew 
rill  *Iw«y«  liavc  more  con/jdence  when  they  know  it  is  not  under  them. 

WEIGBT  OF  ABMIBALtT  SHELL,  ke»  IN  FOUNDS,  as  issned  for  Bervioe. 


Ai>ituui.Tir  SifKix 

I04ti. 

^itu 

32-pr. 

M.pr. 

84 
U 

46 

n 

6»| 

24 

H 

254 

c 
814 

154 

1 

164 

5 

Whvn  pAfkod  for  ImiM    .  • 

4jiHiier4iilliMnt7  mji  lO-tn.  fboll  Irartefiiro  1%  8-iii*  tLrti  10,  und  G-ln.  are  B  in.  aqaore, 
;  iulk  of  m  ktmdjvd  lO-in,  »1icU  lou^n  U  sbaut  87|  8  ui.  1^1,  aad  G-rn.  3d  cablo  feet. 


ABKSTEOITG  GITKS  AND   SHOT. 
Leiu^  ni  110  It),  shot  l'>3,  i«li<iU  lt^-75,  mud  itegiutiit  slicll  ll^Sincbes. 


I      ^ 


ft  in. 
10  0 


10  0 


70 


MS 


]  3i^| 


10  oat. 


113 


73 


9  UnvLch  luiKkr 


74 


STEVENS    ON    STOWAGE. 


1 5  To  ascertain  in  tlie  Royal  Navy  if  there  is  any     [  AMMUNITION 

dampness  in  ibe  powder  magazine  the  gunnt-r  is  ins  true  Jed  to  placv  iu  , 
it  a  piece  of  sponge  wbicli  has  been  dipped  in  a  soluliati  of  salt  atul  viiilcr,  j 
and  afterwards  dried ;  should  it  become  heavier  the  magazine  is  danip. 
Wet  or  damp  cartridges  are  nevL'r  retiirnetl  to  the  same  packages  whence! 
they  were  taken,  nor  repacked  xvith  <lry  packages;  but  stowed  by  ihcm- [ 
selves.  After  exercising,  die  sliot  of  any  loaded  gun  is  to  be  Urawn  and  1 
the  powder  fired  or  started  overboard.  Cartridges  wbicii  have  been  ID'] 
the  guns  are  never  returned  to  the  magazine,  as  they  have  been  fmind  tai 
contain  detonating  powder  ironi  broken  tubes  left  in  ibc  guns  at  previouftl 
exercises.  Gun  metal  adzes  when  f^lruclc  against  tlsc  copper  hoops  cifi 
powder  barrels  are  always  to  be  used  with  a  wooden  setter,  as  otherwise  [ 
i^lrong  sparks  of  Ore  may  be  produced*  Powder  cases  or  barrel »  are  never 
to  be  repaired  with  iron  or  copper  nails. 

16  The  Horse  Guards,  December  14th,  1855,  strictly  enjoin  the] 
avoidance  of  iron  hoops  or  iron  nail;^  in  the  beading  up  of  cartridge  I 
barrels,  or  the  presence  of  iron  or  grit  .iniong  the  percussion  capSf  j 
cartridges,  or  loose  powder,  if  any  should  uecumnhiie  from  bioken] 
cartridges  taken  ont  of  the  men's  pouches;  also  the  use  of  iron  naib  in] 
fastening  on  cards  of  address* 


1 7  ANNATTOj  or  arnolto,  a  species  of  red  dye,  formed  of  the  polpl 
enveloping  tlie  seeds  of  the  Bixa  OrellunEi,  a  South  American  and  East  f 
and  West  Indian  ]dant.     Commercial  annatto  is  in  two  forms,  flag  and 
roll;  the  Hag  is  pa<ked  in  casks  in  pickle;  the  roll  is  in  small  baskets. 
It  \h  made  up  at  Cayenne  in  square  cakes,  2  to  3tb.  each,  wrapped  in 
banana  kaves  ;  Brazilian  is  in  rolls  of  2  or  3  ounces  each.     Bombay  too  1 
60  cubic  feet.     A  case  nearly  2Jcwt.     Hamburg  tare  18  p- cent. 

18  ANTIMONV^,  a  metal  sbippeJ  principally  at  Singapore;  it i«r^ 
imported  in  tlie  shape  of  ore,  aud  commonly  as  biillast.     By  some  it  is 
termt;d  the  ore  of  crude  regulus,  which  is  conveyed  in  bnlk  and  in  en^^k* 
Specific  gravity  regulus  6*720,  sulphuret  4'51>0. 

19  APPLES.  In  the  United  States^  barrels  of,  are  first  perforatctl  | 
with  boles  for  the  admission  of  air,  and  also  for  the  purpose  of  letting  out 
water,  iu  the  event  of  the  barrels  getting  wet;  they  are  then  stowed  be* 
iween  decks,  as  near  the  hatches  as  possible,  for  the  benefit  of  veniilatioiip 
bilge  and  ctitline^  vvllh  chocks  between,  to  prevent  them  from  working  at  j 
tea.  For  conveyance  to  Liverpool  they  are  frequeuily  stowed  on  deck. 
Apples  are  greatly  injured  by  the  fumes  from  petroleum;  see  that  article. 
In  the  United  Stales  a  bushel  of  dried  apples  is  considered  to  weigh  22  ib»  j 
In  Jersey  a  cabot  i^  3Htb;   13tt),  local  14  tb.  English* 


>N  stowaI 


75 


A  RANG  OES»  pierced  beads  ofrough  eamelian,  of  various  shapes 
ri|«Alitic8,  formerly  imported  in  considerable  qimutities  from  Borabajj 
for  rcHOcpurtaiioD  to  Africa;  the  host  are  barrel-shaped  and  from  two  i 
three  inches  hmg.     A  ton  for  freight  20  cwt. 

i         "21     AREKA    NUT.     The  areka  palm  is  the  Jrela  Catechu  of* 

lliotanists;  ii  is  a  palm  of  elegant  groirtli,  rising  with  a  very  erect  and 

^miill  intern  la  the  height  of  40  or  even  60  feet,  the  sunfimit  terminating  in 

a  lufi  of  dark  green  foliage  ;  the  circumference  of  the  trunk  is  seldom  more 

iban  I)  to  2  feet,  when  of  early  growth  it  is  dark  green,  and  when  old  of 

ndjirk  grey  color;  tJic  cin-les  formed  by  the  clasping  peltoles  of  the  fronds 

'being  rery  visible  upon  it:  the  tree  bears  fruit  only  once  during  the  year, 

at  which  period  the  tree,  with  its  long  branches  of  orange  oval-shaped 

fniily  peudenl  from  the  upper  part  of  the  trunk,  contrasted  by  the  dark- 

tgrorn  foliage,  has  a  beautiful  appearance.     The  fruit  grows  in  long  pen- 

us  cluster**  each  about  the  size  of  a  hniall  hen's  egg;  tlie  external 

ring  is  thick  fibrmis,  covered  by  an  orange-colored  epidermis;  and 

Tjick  (ibrous  husk  being  cleared  away,  the  nut  is  discovered  tsur- 

Ihy  its  own  immediate  epidermis,  which  often  proves  diilicult  of 

r^!tniaTftL    Tlie  nui  is  conical,  but  varies  in  some,  having  an  elevated  apex 

rand  90)61)  base,  and  others  a  large  base  and  very  sh*ghtly  elevated  apex. 

itl Utile  principal  export  from  Pedir,  and  when  new  will  lose  eight  to  ten 

er  cent,  duiing  a  passage  to  China,  where  it  is  used  in  large  quantities 

I  s  tnaslicatory,  especially  in  Canton,  Quangsi,  and  Che  Keang.     May, 

rJene^  and  July  nrc  the  months  fur  collecting  the  nuts,    A  cargo  generates 

mach  heat  as  to  raise  the  tlierrnometcr  iu  t!ie  hold  40'' above  that  on 

e  deck  ;  and  from  this  clrcunislaucc,  and  the  quantity  of  heat  generated, 

[the  crew  are  prevented  from  sleeping  between  decks.     The  heat  is  said 

la  lie  io  ejteeesive  that  the  caq>euter  of  a  ship,  when  desirous  of  bending 

some  wood,  placed  it  nnder  the  main  hatch,  among  the  nuts;  in  a  few 

it  was  jjuflicieuily  strained   for  its  intended  purpose.     After  a 

I  or  three  weeks  the  heat  is  materially  moderated.     The  areka 

JKini  a^  produced  in  the  island  of  Sumatra.     In  commerce  this  fruit  is 

jinconrectly  called  betel  nut.     Many  writers  consider  it  the  fruit  of  the 

[pipirr  betel  orbeitl  vine,  ihe  leaves  of  which  ore  u&ed  with  the  areka  nut 

[it*  ^  ■  "O' 5  ^**>^  *^*  *'*^  whole  are  mixed  together,  and  eaten  by  the 

fnmr.  .  lilutcs  what  h  called  *' chewing  the  betel*'  by  Ewropeaus^ — 

ticnce  the  commercial  application. 

22     ARROW    ROOT  h  a  native  of  South  America,  but  has  long 

.been  introduced  to  the  East  and  West  Indies.     At  Bermuda  the  harvest 

\  m  KaTrmber  and  December ;  the  ports  arc  St»  George's  and  Unmilton, 

i  die  chief  f^eason  of  hhij)ment  is  iu  January,  February,  and  March* 

\  mixes  of  the  packages  are  variable  and  arbitrary  j  boxes  1  foot  long 


STEVENS    ON    STOWAGE. 


by  6  inches  broad  and  6  iiiclies  deep,  contain  6lb;  [ARROW  ROOTi 
and  IGincbcB  by  H  inches  and  8  inches,  UHh;  a  box  made  to  hold  4ib.! 
measures  inmle  10  inches  by  6  inches  and  3  inches;  easks  vary  rToml 
20n>.  to  100 tb;  liulf-harrels  ctmhnnin^  about  H01b.net  are  much  medu 
the  average  weight  of  boxes  is  8  tb.  and  of  casks  30  \h.  The  tare  on  6tt*J 
boxes  is  1  tb.  5J  ounces.  The  weight  relatively  is  n'^arly  the  same  ail 
wheaten  flour*  Jamaica  arrow  root  is  considered  inferior  to  that  fromf 
Bermuda.  It  mast  he  Iccpt  perfectly  dry ;  the  least  damp  will  run  through  j 
and  spoil  the  wliole  contents  of  a  box.  Exporters  prefer  the  *raidsbi{li  1 
for  stowage.  Bermuda  arrow  root  is  freighted  at  per  Hj  ;  a  ton  in  cases] 
at  Bengal^  Madras,  and  Bombay  i»  60  cubic  feet.  It  is  more  properlyl 
called  aiTce  root. 

23  ARSENIC  is  imported  principally  from  Saxony  and  Bohemia; 
specific  gravity  sulphuric  h84t>,  white  3*700.     British  casks  weigh  3i  (J;| 
3i  cwt,  gross  ;  tare  23  @  28  lb.     Bombay  ton  2Dcwt* 

24  ASHES.  Bone  Ashes  from  the  River  Plate  and  the  Brazils! 
are  dunnaged  with  bones,  covered  with  hides;  they  should  be  sbippeql 
perfectly  dry,  to  prevent  spontaneous  comlmstion.  Pearl  and  pot  uuhcS 
arc  also  injaied  by  wateij  and  when  wet  will  damage  manufactured  goads;! 
dunnage  9  inches  in  the  bottom  and  bilge,  2|  inches  against  the  Bides T 
see  thi!  articles  charcoal  and  hides. 

Tonnage.     <^fJ  cmh^  of  penrl  and  pot  ashes,  weifjhing  Ifi  ton,  will  occup 
850  feel  or  1  keel.     20  cwt.  potasbes  go  to  a  ton  at  New  York.     When  whe 
is  1*.  ^  quarter  freight,  ashea  are  rated  nt  l*/il(/.  ^j*  cask.    Baltic  ashes  recetrtl 
two-thirfls  tbe  freight  of  clean  berap,  on  the  gross  weight.     A  cask  of  Americaa 
weigba  from  SJ  @  5  cwt ;  St,  Petersburg  cask  10  cwt ;  a  barrel  of  potasUaa^ 
200  tb;  12  barrels  make  a  last 

25  ASPIIALTE  at  Trinitlad,  runs  from  an  inland  lake  to  the  8«a 
and  at  low  water  is  dug  up  from  the  beach  with  pickaxee.     Pilch  is 
extracted  from  it.     The  cargo  oi  the  first  vessel  amalgamated  when 
crossing  the  line ;  she  was  long  on  one  tack,  and   the  asphalte  settle 
imperceptibly.     The  brig  MignotieUe^  of  1 8*2  ton  register,  loaded  250  ton 
Trinidad  asplmlte,  when  she  was  nearly  two-thirds  full*     In  her  ease  span 
were  laid  alhwartyhips,  planks  laid   against  them,  and   a  quantity 
branch-wood^  5  or  6  feet  long,  was  fixed  to  the  planks,  and  well  whileJ 
washed  to  jjrevent  slieking.     She  had  also  fore  and  aft  sihlfting  hoards,1 
rising  4  feet  from  the  aorface,  to  keep  the  cargo  from  shifting.    The  brig 
arrived  safely  at  Havre ;  the  aspbalte  was  dng  out  of  the  hold  with  diffi^ 
ctilty*     With  250  Ion  Patagonian  guano  she  was  two-thirds  full, 

26  ASSAFGCTIDA  is  the  concrete  juice  of  the  Ferula  AuafcrtU 
»  U-ee  which  grows  in  Persia,     It  is  packed  in  boxes  36  X  20  X  20  incheSj 


Stevens  oJ^  stowage. 


77 


L»tiUttiing  aboui  4cvsi,  and  in  baskets  28lb,  and  is     [ASSAF<ETIDA 
ittctAlly  uliijipod  at  Bombay.    Assafodldii  mu^t  bo  stowed  cleiir  of  all  edibles 
^in  lb«1it>lil»  which  requires  complete  parificiUion  before  raosl  other  cargoes 
received.     Vessels  exclusively  cmjdoyed  to  carry  ibis  drug,  are  80 
cnu*d  with  the  odour  that  ihey  spoil  most  other  goods.     A  ton  at  Cal- 
cutta &ud  Madras  20cvvt;  ai  Bombay  50  cubic  feet. 

27  AVERAGE,  Genkral.     A  general  average  is  that  whicli  has 
n  so&laincd  by  the  sacrifice  of  some  part  of  the  ship  or  cargo,  for  the 

ly  or  |>reservation  of  the  whole  j  and  this  loss  is  made  good  to  the 

on  whom  il  falls^  by  an  average  conlribnlion  upon  all,  tej  mod  a 

^teormU  gross,  or  extraordinary  contributionj  upon  tlie  amount  of  the  ship, 

eargOt  and  freight.     This  rule  has  been  adopted  in  all  modern  systems 

f  mftntirnc  jurispnidence,  from  the  famous  Rhodian  law,  "Concerning 

T^-  -'    :r  overboard^  by  which  it  is  provided,  that  **'ir,  for  the  sake  of 

ig  the  ship,  a  tlirowing  o%*erboard  of  the  merchandize  ba  made, 

Imu  u  given  for  all,  must  be  made  good  by  the  contribution  of  nlL*' 

m  Average  Clause  in  Marine  Policies  of  Insurance  is  as  follows : — 

Corti^  fifth,  lalt,  seed,  flour,  and  fruit  are  warranted  free  from  average, 

inlets  general,  or  the  ship  be  sitranded ;  sugar,  tobacco,  hemp,  fiax,  hides, 

and  ftkios  are  warranted  free  from  average  under  o  ^^cent,  unless  general, 

or  tlie  slijp  be  stranded;  and  all  other  goods,  also  the  ship  and  freight, 

EHJ  warranted   free   from   average  under   3 1>  cent,  unless  general,   or 

#  Mp  be  stranded."     There  is  sometimes  a  variation  in  these  per 

28  BACON  should  be  kept  as  dry  and  cool  as  possible,  and  not 
lowed  near  dry  goods,  which  it  will  injure.     Hams  and  bacon  for  the 

"  m  colonies  are  stitched  up  separately  in  coarse  sacking,  and 

I  n  the  top  of  the  cargo.    Hams  are  often  put  in  cases  with  oats  to 

M  up,  and  sometimes  in  dry  lime,  which  is  said  to  preserve  them  most 

iflectttiiUy.    The  freight  of  Irish  bacon  in  bales  is  reckoned  on  the  gross 

fiishC  which  is  gcincrally  stamped  on  the  tallies  attiichcd  to  each  hale. 

^      '  1J^64,  the  brig  liiUow  took  in  bacon  at  New  York  for  Cork; 

lor,   !>7  X  2ai  X  13  fcL-u     The  cases  of  bacon,  400  tu  800 Tb. 

*r  only  2(JG  ton  ;  the  master  expected  they  would  have  weighed 

*  ♦  *w,i  ,*^n.     Her  cargo  of  Newport  gteam  coal,  screened  once,  was 

Ion,  and  space  was  then  left  for  20  ton  additional ;    draught  13  feet 

[|*   1^1  forward.     In  computing  the  freight  of  hams  at  Baltimore  200  tb, 

*ei  wdglit,  arc  considered  equal  to  a  barrel  of  5  cubic  feet,    Iri&h  bacon 

b  DPnaUy  in  balce  3cwt,  net;  American  boxes  about  the  same. 

S9     BAU*i   GOODS  should  be  slung  wlicn  hoisted  in  or  out,  and  ] 


78 


STEVENS    ON    STOWAGE, 


in  noidships,  and  on  tiieir  edge^  in  the  wings,  excvpling  [BALE  &00D8 
the  fTiouHcl  tier,  and  dUould  never  be  placed  near  sand  ballasi,  or  near 
any  damp  goods,  IVIancliester  bales,  wben  screwed  in  bydratilic  presses, 
are  lightly- fastened  witli  iron  bands  ri vetted  togetlier;  unless  ibere  are 
boUens  or  ibin  splints  of  wood  inside  ibe  bands,  those  pans  between 
lb  em  swell  out  ini  mediately  the  bale  is  relieved  from  the  press,  and 
are  very  liable  lo  be  injured  by  ebafe.  When  a  ship  rolls  from  side 
aide,  especially  in  boisterous  weather,  there  is  apparently  a  cons 
cflbrt  of  the  dcclis  and  beams  to  regain  a  horizonlnl  jjosition,  and  ihiT 
doors»  internal  framework,  panelling,  and  balkbeads,  give  evidence  of 
this  eflbrt  by  croaking  and  sliding  up  and  down  every  time  ibe  ship 
inclines.  Similar  movements  prevail  in  ibe  hold,  and  with  the  addition 
of  those  caused  by  pitching  and  tossing,  the  cargo  is  sometimes  chafed. 
Unprotected  bales  are  oficn  injured,  and  then  become  a  fruitful  subject 
of  dispute  between  the  supercargo  and  consignee;  they  should  thcrcfoje 
be  well  blocked  oif  and  firmly  chocked.  It  is,  however,  desirable  tbtit 
bales  intended  f<)r  lonjjj  voyages  should  have  chafing  pieces,  or  be  other- 
wise protected  from  these  iiuavoidable  camialties*  Bales  without  chafing 
pieces  should  be  so  noted  in  the  bill  of  lading.  Careless  stevedores, 
when  handling  uncorded  bales,  will  whip  the  ends  of  cotton  hooks  into 
and  greatly  injure  them  ;  at  Syra,  half  the  freight  is  deducted  for  bal« 
which  are  chafed  or  torn  by  books.  Bales  for  Lagos  and  Accra 
eased  in  oilskin  or  gutta  perclm,  lo  prevent  injury  by  water*  tbrougi 
which  they  are  juillcd  a  long  distance^  in  consetpience  of  the  shoalnea 
of  the  coasL 

30  A  city  merchant  of  some  experience  in  the  export  trade  lo  tbd 
Cape  of  Good  Hope,  says  (5th  December,  1866),  we  had  two  cases  < 
long  cloth  lined  with  oilcloth  pur  Mkilothiaii  in  1861  which  were  damim;c4 
by  sea  water;  &ince  then  our  shipments  have  been  almost  exclusively  by 
the  mail  steamers,  and  scarcely  any  damage  has  occurred.  1  have  been 
twice  out  to  the  Cape  diiri ug  the  time,  and  have  seen  the  goods  opened 
having  taken  some  tronble  U>  get  ours  out  in  good  condition.  Limn| 
cases  with  oilclotli  is  a  delusion  ;  it  does  nothing  that  stout  brown  pap 
would  not  do,  and  F  never  opened  a  moderate-sized  case  without  finding 
the  oilclolh  at  the  corners  like  a  sieve  or  in  holes.  We  use  tarpaulil 
as  a  lining  for  very  low  goods,  but  all  fine  goods,  excepting  the  very  loti 
qualities,  slumld  be  In  zinc  or  tin,  and  bale  goods  in  double  tarpaulin 
with  painted  hoops.  From  what  I  have  seen  in  the  coh>nies,  I  Ormlj 
believe  that  quantities  of  goods  sold  on  account  of  the  underwriters  arsi 
not  damaged  by  sea  water,  but  by  being  packed  damp,  or  rather  not  i 
dry  as  ihcy  should  be,  especially  moleskin,  cords,  and  boots.  In  conJ 
firmation  of  the  latter  statement  a  Plymouth  draper  of  great  experienced 
•ays  that  fustians  and  gloves  placed  even  in  a  perfectly  dry  room  baU 


STRt^ENS   OJr   STOWAGE. 


79 


epi  d^iie  fcr  ux  iyec«lc««  will  genemte  dmtipnesa  and     [BALE   GOODS 
eci>liie  *poUc<l  and  greatly  deteriorateJ  in  value. 

31  Cotloti,  heuip,  and  olhcr  screwed  and  pressed  bales,  nre  mea- 
sured il  Bomhtty  tm  follows :  the  greatest  lengilj  is  lirst  ascertained* 

hen  tliv  bale  is  set  r>n  end,  and  cross  measure  men  is  are  iaken  ut  top, 
prrr  ibc  Irtshinsjs,  exceplinr^'  t!ie  knots;  an  average  of  100  bales  \s  struck, 
py  OKcertaining  the  actiiiil  measurement  uf  any  ten  bitles,  and  propor- 
iiim;t11>' — ^llie  shipper  measuring  one  half  and  the  commander  or  ship's 
ent  ihr  other  half,  of  ihc aforesaid  quantity;  the  bales  to  be  measured 
*  wharf  or  biinder»  prior  to  shipment,  if  required,  weather  permitting, 
^mcide  of  mtasurlng  balenat  Madras,  as  determined  by  the  Chamber 
prConimerei?,  follows  llie  Tonnage  Scale  for  India  at  the  commencement 
^r  tills  work. 

Tonnage;.    An  bale  goods  and  all  measurement  goods  are  reckoned  ^10 

i  to  tho  toil  freight;  if  the  weight  exceeds  the  measurement,  iiO  cwt, 

1.     Hales,  packages,  and  cases,  not  weigliiog  more  than  l^i  cwt.  to 

ibiu  Ion  meastuement,  are  designated  bh  lisjlit  freight.     At  Bombay  50 

I  fj?ft  K^y  l^  a  ton;   tit  New  York  and  Bullimore  40 feet  of  bale  goods,  of 

32  ii  Al.l.i\ST  isaquantiiy  of  iron,  8tone»  or  ^avel,  or  some  similar 
tialeriiil,  dtpusiied  in  the  hold  n  hen  there  is  no  cargo  or  loo  little  to  bring 
iie  «hip  snllicirntly  low  in  the  walcr.     It  is  used  to  counterbalance  the 

ft  of  the  wind  upon  the  »ailsj  and  give  the  ship  a  proper  stability, 

iihc  may  be  enabled  to  caiTy  sail  without  danger  uf  oversetting, 

-There  is  no  specific  rule  for  the  quantily  required  ;  as  a  general 

half  liie  chip's  tonnage,  builder's  mcasuremeni;  see  the  lurticle 

■•    Never  lake  sand  where  stone  is  to  be  obtained ;  but  if  compelled 

ItJte  il,  adopt  every  means  to  prevent  its  entering  the  limbers  or 

lyampii,  by  proU*ciiug  ihum  with  pitched  canvas,  mautng,  &c.  and  by 

ili  '^eiling,  or  covering  it  with  old  mats  or  sails*     Some  masters 

J^y  n  «y  each  side  the  keelson,  to  allow  the  water  to  run  freely  to 

be  pmiip-well.     When  sand  is  shipped  wet,  allowance  must  be  made  for 

BsgL%  by  bringing  the  vessel  well  down ;  a  cubic  foot  of  wet  sand 

Il8tb,  of  dry  B8*6;  specific  gravities  1'9  and  l'4*2.     To  avoid 

'*f  ballast,  or  even  of  coal,  especially  in  ftharji-buiU  ships, 

Lther  is  expected,  the  hold  is  sometimes  fitted  witli  ballasit 

[icbtons  and  boardn.     The  lower  ends  of  the  sUinchioiis  are  set  in  at 

be  kevlftcm,  and  the  upper  laahed  to  the  beam,  a  few  feet  from  the  side; 

(i«  or  ••ix  on  ciich  side,  with  phmks  tnBhed  or  nailed  fore  and  aft  to  the 

ebiont,  I'2  to  i>^  inches  Hpari ;  ihe  bajlasl  is  thus  divided   info  three 

kifus  which  prevents  the  poasihiliiy  of  f»hifting;  the  s^iuitehtons  for  a 

kip  of  900  ton  ahould  be  about  finches.    The  use  of  (kt  woud  tstan- 

i,  Ai  wide  a»  the  beam^  may  answer  the  same  purpose,  and  leave 


rw 


STEVENS    ON    ?iTOWAGE. 


more  space  for  stowage.  Sand  or  damp  grnvel  should  be  [BALLAST 
covered  with  boartls  to  receive  bale  goods  ;  tbe  dampness  from  sand  will 
injure  sugars  or  other  similar  goodn  in  boxes,  stowed  on  hed^,  in  con- j 
sequence  of  ihe  settlement  of  ihe  beds;  it  will  reach  and  inevitably | 
spoil  lucifer  matcbes,  although  stowed  at  a  distance  from  it,  and  it  staitts  J 
the  exterior  of  cases  and  casks — the  hoops  of  w^hich  are  oxydizcd  by  UJ 
With  sand  ballast  or  any  similar  aniclc  liable  to  saturalionj  loo  much] 
reliance  sbould  not  be  placed  on  the  apparent  quantity  of  leakage] 
indicated  by  tbe  stiunding  rod. 

34  It  bas  been  suggested  by  Mr.  IfATWAitD,  Lt.oyds'  Agent  alJ 
Madeira,  that  whem  pumps  become  choked  with  sand  ballast  at  sea  tbe 
should  be  taken  up  and  closed  at  foot,  and  tbat  an  aperture  should  be^ 
made  at  a  convenient  distance  above,  so  as  Ui  draw  tbe  leakage  off  free! 
from  sand,  which,  througb  ils  specific  gravity,  is  always  most  trouhlcsotnel 
in  ibe  bottom.     Capt*  Braithwatte  nf  the  Mmitlkie^  tnidc  in  100  ton  oCj 
sand  ballast  w^hen  he  left  Hull  in  Dicemher,  1860,  and  liaving  encoiin-, 
tercd  beavy  vvcathfr,  with  much  pumping^  had  not  more  tlian  GO  or  65  tonl 
left  on  arrival  in  Wingoe  Sountl,  Xvinvay.     lie  utivibutes  ibc  safety  of 
his  sbi|i  to  the  licigbt  of  her  keelson,  wbich  [Mvvenled   ibe  sand  fron 
silting  1o  leeward;  and  he  determined  next  lime  lo  put  40  ion  of  stoh^ 
or  rubbish  under  tbe  sand  ballast. 

35  In  eorac  Colonial  and  other  ports  sand  only  is  to  be  bad  ;  ami 
when  in  tbe  tropics^  it  becomes  -so  dr}^  tbat  it  is  oflen  driven  into  ami 
ihroa gh  tbe  bale  sacking,  by  the  force  of  the  wind,  as  the  vessel  roll 
mucb  to  the  injury  of  tlie  contents;  it  is  also  liable,  in  this  state,  10 
render  the  cargo  quite  unsafe,  from  tbe  rolling  and  shifting  wbich  ensiipsj 
it  may  become  necessary  to  make  the  sand  more  solid,  by  wetting  it 
Copper  dross  is  sometimes  used,  its  wciglit  is  advantageous,  but  it  slaini 
the  cargo  unless  covered  witb  plank;  shingle  or  lead  is  better;  tlii 
common  bubr  stone  answers  tbe  double  purpose  of  ballast  and  dnnnagd 
Otber  kinds  of  ballast  arc  mcnttoncd  in  connection  witb  the  variou 
articles  of  fieigbt.     Wben  a  ship  has  a  cargo  uf  ligbt  goods,  such 

ABMlHALfT  PmS  OF  IBON  BALLAST. 


No.  to 
ban 

Leiigtli 

BivtutOi 

Depth 

Wf-lghl 

IV   la. 

ft.   in. 

a.  in. 

cwt. 

%■ 

lb. 

7 

ft     0 

0     6 

0    c 

% 

13 

9 

2     5 

0     ti 

0     6 

2 

0 

24 

11 

3  a 

t)   0 

0    6 

I 

3 

7 

16 

1  fi 

n    fi 

0     41 

I 

0 

12 

18 

1     6 

0    6 

0     44 

20 

1     5 

0    5| 

0    41 

1 

0 

0 

ai 

2  a 

0    'i 

0    4 

s 

22 

1  ^ 

1     0 

0    4 

0    4 

STEVENS    ON    STOWAGE. 


61 


lb,  tii«4der»,  cork.  &c»  atici  site  is  ballasled  wiih  heavy     [BALLAST 

t'h,  the  freight  of  die  latter  is  iisually  only  nne-tbird  of  the  rate  pay- 

Wc  on  «  full  carjjfo  of  the  like  descripuon  t*f  goods.     At  Amsierduiii  a 

laf  bulloAl  iff  'i,CKR)Ib»     At  Mtidrus  u  load  consists  of  I20ba!iket9  of 

■ding  to  a  fixed  priccp  at  the  average  of  31  farmms,  12  of  which 

>ce. 

M  BALSAM  COPIVI  or  Copaiba,  a  yellowish  medicinal  slima* 
at  nil^  phtaiiicd  from  the  Cupui/ffa  Officinnlis  and  other  species  in 
epical  climates;  it  should  he  ki*[}t  apart  from  all  dry  goods,  which  are 
Ah  to  he  ittjared  both  by  its  re^inouii  rjualities  and  through  the  oflbntiive 
[iiitr  mill  which  it  impregnates  them.  It  is  injported  in  casks  from 
%u  4  cirU  each. 

37  BAMBOO  REEDS  are  usually  in  bundles  10  to  15  feet  long* 
!rtt(liifig  oa  au  average  about  2i}th.  3,000  or  16  ct^t.  go  to  a  ton  at 
lomboy. 

W  BARILLA  is  an  alkali  obtained  by  the  combos  lion  of  sea  weeds, 
ritjsli  barilla  is  tlic  crude  soda-ash  produced  from  common  salt  in  the 
'»f  soda  njunufactorios.  It  should  have  firm  dunna^^e,  such  as 
.  &c,  say  9  inches  in  the  bilge  and  6  in  the  flat.  Brushwood 
lA  are  sometimes  usi?d  in  Sicily  and  Spain,  but  they  get  com- 
by  thi*  continued  weight  of  the  cargo,  and  endanger  the  safety 
«hip.  Barilla  nhould  he  heaped  up  townrd^  ihc  hatches;  a  full 
lot  be  carried — say  a  Utile  over  three-hnirlhs.  When  wine  is 
in  the  tame  ship  it  should,  being  lighter,  go  In  the  ends,  and 
IB  b«ritla  In  ibe  main  bold.     Bengal,  Madras,  and  Bombay  ton  120  cwt, 

W     BARK  sbould  be  dnnnaged  about  6  inches  at  the  keel,  and  10 

I  bilge,  ttbnrp  vessels  less  in  the  bilge  ;  it  must  be  well  rolled  di)\vn, 

I  tefi»el  can  lako  her  tonnage  of  hark.     Peruvian  hark  is  in  small 

t  i>r  abuut  1 121b.  each,  well  packed  in  dry  hides,  and  sewn  together 

pffully;  in  this  condition  it  is  bought  on   the  coast  at  K»  dollars  per 

null  and  after  being  man ufnc lured  into  quinine  in  England,  is  sold 

"  '^  there  at  about  H>»  tf> ounce*     Peruvian  bark  is  very  deli* 

I  r  J  great  care ;  the  least  wet  on  one  side  of  a  bale  runs  through 

hhU  the  contents.     It  is  seldom  stowed  in  the  Inwer  hold,  being 

Irred  a  *nrccn  deck  cargo,  and  reipiires  to  be  well  ilunnnged  in  the 

fvtgn,  atiil  ought  not  to  be  placed  near  the  masts,  chain  lockers,  or  pump 

J*     Wbon  shipped  at  Adelaide  in  bags  or  bales,  jjermission  should 

Igivi-n  on  tbi-  bill  of  lading,  lo  rut  the  packages,  or  the  ship  will  be 

to  make  up  to  a  jjn-at  extent  the  U>ss  by  weight,  if  any,  atid  tho 

if  it  iirisi':^  frino  thf  huik  Im^Ioi^  CUl  loose. 


82 


STEVENS    ON    STOWAOE. 


40    Tlie  liarque  Fugitive,  471  ton,  Capt,  W.  R,  Barwood,     [BAEK 

LeloTiging  to  Messrs.  1\  B.  Walker  &  Co,  of  St,  Ilf^leii's  Place,  Londan*  . 
left  Launceston,  Tasmania,  *iOdi  March,  1^67,  with  a  cargo  including 

220    Ton  mimoafl  and  ffil?er  waiUe  bark 
150    Ton  wheat    (1,240  stasia) 
l,tK)5    BllIgs  wool,    luid  gimdrieB. 

Her  ballast,  60  ion  of  dry  ironstone  shipped  at  Launceston,  was  nsedl 
as  dunnage  covered  with  wnad,  say  in  the  bottom  12  inches,  bilges  16,1 
and  sides  3  to  4  inches.     A  tier  of  hags  of  bark  (heinij  less  perishabk 
and  not  liable  lo  be  attacked  by  vermin,)  was  spread  all  over  ibe  floofl 
dunnage  to  receive  the  sacks  of  wheat,  whieh  were  protecunl  in  a  &imi]iir1 
manner  by  the  b»rk,  wherever  necessary.    Wool  in  the  ends  of  the  vessel! 
and  the  'tween  decks,     8o  laden  she  drew  15  feet  furc  and  aft^  and  oit| 
arrival  in  London,  20lb  June,  two  inches  less  by  the  bow;  with  a  dead- 
weight cargo  of  iron,  kc.  16  feet  aft,  and  15  feet  9  inches  forward  ;  her  btf 
trim  nl  sea  is  say  14  feet  aft  imd  13  feel  9  inches  forward.    The  bark  wa 
moslly  packed  in  large-sized  corn  sacks,  or  sacks  of  ibe  same  material,; 
weighing  31b.  each  ;  the  mimosa  when  filled,  I  MO  to  2tM^^h;    silver  watlla 
15  to  20 1>  cent,  less;  ineasnrement  say  8  cubic  feel.     From  U  to  13  oQ 
these  weighed  a  ton  (20cwt.)  accordinj^  to  the  fineness  of  tlie  grinding 
there  being  considerable  dilTerenee  in  the  working  of  the  mills;  varying 
from  mere  dust  to  small  pieces  of  two  and   four  inches.     After  being 
rammed  into  iheir  places  the  bags  were  rolled  down  by  a  cask  6Ile(}| 
with  water,  the  bung  being  well  secured  with  sheet  lead.     The  seasoii  of 
shipment  is  from  November  to  March.     Bolh  barks  are  used  in  England 
for  ttinning  and  occasionally  for  dying;  sometimes  tliey  are  mixed  will 
oak  bark;  occasionally  both  are  termed   mimosa;  mimosa  is  sometimefl 
called  black  wattle.     Tlfis  bark  is  liahle  to  injury  from  sea  water,  or  by 
contact  with  oil  or  with  moist  goods*     As  in  all  other  Tasmanian  por 
the  bales  of  wool  were  hydraulically  pressed  and    iron  banded ;   tbey 
averaged  58  X  28  X  28  inches,  and  weiglied  300  Mj;  say  (^  to  the  ton  J 
freight  @  P  tb.     Capt.  Baiiwood  states  that  a  measured  bushel  of  Ta 
maniatt  wheat,  which  is  equal  in  quality  to  any  grown,  will  weigh  f>3t 
The  sacks  in  bis  cargo,  which  contained  ibree  and  a  half  bushels,  weighej 
2131b.  gross;  freighted  (Sm^  bushel  of  60 lb.     The  port  charges  of  ll 
f'ugitive  were,  inwards   £3   1 8s,  W,    outwards   £18   lU,?;   pilotage    it 
£23   lb,    out  £23   lU'.      The  river  Tamar  can  seldom  be  navigated 
without  the  assistance  of  a  steam   tug,  which  in  tliis  ease*  cost  £56 
for  lowing  both  ways,  but  that  is  not  always  necessary. 

Tonnage,     lo  ton  tree  bark,  or  8  ton  coppice,  will  occupy  850  cub,  ( 
or  1  keel.     In  the  East  Indies  the  ton  is  Hcwt     When  Mediterranean 
wbeat  is  freighted  at  \s  }^  qr,  bark  of  oak  is  rated  at  9s  9</  ^  ton  of  '20  cw^ 


STEVENS    ON   STOWAGR. 


&a 


BDCLLIUM,  a  gum  resin,  semi-pellucid,  and  of  a  yellowish 
[or  dark  brr>wn  colour,  sometbing  like  myrrb  in  appearance,  inter- 
eleur,  ttud  i?oioewbat  resembling  glne.     It  is  produced  in  Persiai 
&t}i«,  and  India.     Bomhaj  ton  50  cubic  feet, 

49  BEAM  FILLINGS,  To  slow  these  properly  is  one  of  the  most 
Ipnrtant  duiies  of  o  Btevt-dore,  When  the  cargo  reaches  from  the  ceiling 
li>  ih«*  hidd  heiims,  it  becomes  necessary,  with  most  dL-scriplioBS  of 
If^  t0  alter  the  stowajije;  by  a  little  t'oresigbt,  a  sufficient  quantity  of 
llaMe  articles  could  be  retained  for  this  purpose.  The  great  object 
[to  svoid  llie  loss  of  bulk  between  the  beams^  and  to  cany  the  fillitigs 
i  ^ough  to  prevent  the  upper  cargo  from  resting  on  them,  or  they 
break,  and  ihiis  endanger  the  safely  of  the  ship,  especially  when 
'  ill  heavy  weather;  two  inches  is  considered  sufficient  for  timber^ 
E|;oods,  not  so  compact^  will  reqnire  a  greater  height ;  the  forecastle 
i  ami  the  Imlf-dcck  should  not  be  overloaded  with  heavy  goods. 

43     6KES'   WAX  is  made  up  at  Sierra  Leone,  in  packages  of 
i<Mi»  listf*,  ofif  n  in  return  cases.    In  Sydney,  Adelaide,  and  Tasmania, 
!  ill  irrei>nbr  cakes,  and  is  usually  packed  in  cases  about  two  feet  by 
lining  Icwt.  each;  shipnieTittj  occur  rdl   tlie  year  round, 
^  pcd  from  Zanzibar  i^  usually  run  into  empty  beer  hogs- 
•»  liavitig  been   melted,  skimmed,  and  purified.     Being  brought 
11^  in  n  very  dirty  state  from  the  mainland  and   Madagascar,  the 
sate  Hhuuld  be  careful  to  M-e  that  each  cask  h  well  coopered  before 
[iitowed^  and  tliat  flat-headed  scup[»er  nails  sbould  be  driven  in  close 
llbe  out«r  edge  of  each  hoop  as  the  cask  lies  on  its  bilge — two  nails  at 
:  li>  e^eh  hoop.     The  casks  are  likely  to  shrink  when  the  heated  wax 
*  in,  and  hoops  will  dc»nscquently  drop  off,  and  the  package  fall 
,    iinlrss  some  precaution  it?  observed.     Bees*  wax  should  be 
in  a  iJry  part  of  the  *hip^  not  over  water  or  any  other  lirjuid, 
F^ravity  i>yCi4.    Madras  ton  20 cwt,  Bombay  50 cubic  feet  in  cases, 
r«  Vorlc  40  cubic  feet.     Baltic  bees*  wax  in  mats  receives  two-thirds 
(of  rjcan  Iiemp  pcfton  of  63  poods  gross;  in  casks  the  full  freight. 

BKTRIL  NrT.     Bclcl  or  paum,  as  it  is  denominated  in  Benj^ul, 
>  of  pari  of  the  fruit  of  the  areka  ptdm,  (see  areka  nm)  wrapped 
I  ltf*»rft  of  a  kind  uf  pepper  plant  culled  betel,  t^mearcd  with  a  littJe 
[iiii4?,  whence  its  name  betel  nut  is  derived.     It  is  imich  used  in 
rEast,  aoi)  la  generally  packed  there  in  gunny  bags  containing  1  INI  lb. 
jl ;  to  iMjmc  parts  *20  of  these  go  to  a  ton.     It  should  not  be  stowed 
I M  or  waller.     A  ship  look  a  quantity  into  her  main  hold,  and  covered 
with  plank  floniing;  she  then  went  to  a  second  port  in  the  East 
lldies,  atid  Lilaced  bales  on  the  planks-     Although  the  nuts  were  per- 


84 


STEVENS    ON    STOWAGE, 


fectly  dry  when  shipped,  a  vapnur  aiose,  settled  ugainsi     [BETEL  Nl 
tbe  under  side  t>f  Uie  hold  deck,  and  fell  in  drops  on  tbe  bale  guudb^  which  J 
were  rotteu  and  worthless  iit  tbe  eud  of  the  voyage.     On  the  P^dir  COA 
ibe  rhief  exports  are  in  May,  June,  July,  and  part  of  August. 

Tonnage.     Bengal  anti  Madras  tnii  iHevvt,  Bombaj  ton  lOcwt^  in  bagiuj 
At  Pedir,  in  Sunjtttra,  betel  njits  are  sold  by  tlie  laxar  about  168  tb.  or  10»0 
nuts,  to  which  10  @  25  (i^ceut.  are  tidded  for  those  worm-eaten  or  damaged. 

4*5     BILLS    OF   LADING*     Before  signing  read  ihem,  and  if  iq 
Great  Britain,  see  that  they  are  stamped  (fur  signing  an  unstamped  ona] 
a  toaster  is  liable  to  a  penalty  of  £5U);  never  sign  unless  the  goods  i 
on  boardj  or  the  hill  of  lading  will  be  void.     Wliere  a  fnate*s  receipt  bMl 
been  given,  have  it  returned  proviottsly.     It  is  the  duty  of  tbe  muster  i 
mate  to  enter  in  the  car^o  book  a  correct  account  of  all  gouds  receivedj 
and  see  that  the  bills  of  lading  are  in  accordance  therewjtlj.    When  it  i 
not  possible  to  know  weight,  quantiiy,  quaiiiy,  &c.  of  goods  receivedJ 


FOR 
Fretghta  in  general     . . « 
PeiiiiliBbtc  artioleA      * . . 


Goods  in  bod  order  or  appArently  so   .... 

0ood»  received  at  a  redaoed  rate  ks  dun- 
Mge 

lawln    

rAaiiinbGr  of  piec^^a,  in  balefl.  of  mAnufwH 

tnred  goodH^  linen,  yam»  hftrdwarcT  &c. 

Bi&rs  of  irau,  baleB  of  hcmp«  Hax,  luid  other 

pdclcagea       ...,,.....    

Iron  boopt,  pots,  o«mp  otohs,  d^c 

Henvy  goods,  ancb  aa  lend,  iron,  tin,  Sao, 

I^oakoge  goodB,  molaiin^s^  tar,  turpentine, 
&e.     .,...« , 

Wines,  spirits,  and  liqtdda 

Xf  tbe  nnmber  of  gnUona  are  expressed  in 
tbebiU      

Bottled  gooda 

Barihenw&re  and  glaKs 

Shoep*  cattle,  horAosT  Sl-ti^    ....*.* 

In  harbonra  of  New  Zeslund,  Nutal,  Tftble 
Bay,  or  any  other  open  bay ,  nspecially  In 
Ibe  tiolonies,  unless  eitra  frM^^M  be  paid 


SAY 
Weight  and  quantity  nnlakown 
Not  df^coiintabk  for  lofl«  by  natural  t 

of  thf]  artidco;  fr^MJfht  lu  be  paid  iowt 

articles,  aliipped 

In  bod  order  or  apparently  damaged 
Shipped  as  dunnage 

Quantity  and  quafity  unknown 
Ntunber  of  pieoea  and  cout«nta  i 

Conientm  unknown,  or  weight  aud  cottU 
unknown,  igid  "  (liree  bandies  of  btmfi 
in  diRpuic,  if  on  lioord  to  be  dellTerid^ 

Not  accountable  for  rust 

Weight  unknown 

Not  Account  able  for  leakage  aa  waXX  i 
qmdityt  quivutity  and  contents  onkocmu. 
freight  to  Le  paid  on  quantity  siiitif«j| 

Quality,  quantity,  and  contents  i 
and  not  accountable  for  leakage 

Number  of  gallons  and  contents  t 
and  not  accountable  for  leakag* 

Contents  unknown,   and  not  aceoimti 
for  leakage  and  breakage 

Not  acconn table  for  breakage 

Not  accounlablo  for  aectdeuts  dt  i 

To  be  taken  from  chip's  tackles  at  tlM  l 
and  ©xpeniie  of  tbe  eonaignee 


Ordinarily  all  bills  of  ladings  except  for  specie  and  bullion,  have 

^ords  "weight  and  contents   unliiiown"  inaeited  in  thenj. 


J?f;Kf°8^'  STOWAGE, 


84 


46  Kotliing  should  he  received  ou  board  [BILLS  OF  LADING 
tin  a  dftiOAged  state^  urtUinul  a  note  lo  Uiat  t^fft^ct  being  insert rr]  in  the  bill 
|©f  bdiug,  «imI  n.  leilcr  af  indcninily  Irum  tbe  shipper.  It  is  no  answer 
I  to  MV  iW  X«ods  ure  in  the  same  order  as  when  received  on  board.    Shippers 

i«»ni  allow  th«^  w<trtl»  "in  bad  order**  lo  be  inserted,  and  they  are 

i^it  of  no  protectiun  lo  tbe  master.     A  letter  of  indemnity  leaves 

iliu  rvfiiedy  against  tbe  charterer  only,  and  not  against  the  consignee. 

fTTw!  brsi  way  h,  if  possible,  to  refuse  all  goods  in  bad  orden    Bales  without 

li«(iti{;  pirees  should  be  $o  noted  on  tbe  bill  of  lading.     Where  from  its 

.  ?iipccinJ  uirmorandnm  on  a  bill  of  lading,  requires  lo  be  placed  on 

ur  back,  it  should  be  endorssed  by  all  parties  concerned.     Wiien 

gooiis  are  to  be  carried  on  deck  it  should  be  stated  on  tbe  bill  of  lading, 

.to  9»  U^  frrc  the  owners  from  reuponsibility  in  case  of  damage  or  jettison ; 

IIKsie  the  case  Mbllor  t^.  Chapple^  in  tbe  article  cotton.     The  master's 

'  of  lb€  bill  of  lading  4>ugliL  to  be  signed  by  the  shipper,  :ind  receipted 

bjT  the  warcUou^ekccper,  or  person  authorized  to  receive  the  contents,  ou 

[lite  delivery  of  the  goods.    Obtain  written  receipts  for  all  goods  delivered  ; 

dcliiery. 

47  A  master  can  demand  to  see  the  contents  of  a  case^  &c.  if  he 
rets  that  it  is  damaged,  or  that  it  contains  any  unlawful  or  dangerous 
le,  9£  gunpowder^  &c ;    ace  damaged  goods  and  dangerous  gooda. 

Tot  Kills  of  lading  for  acids  see  tbe  article  acids^  and  ftir  gold  dust, 
^predoQft  stonf8,&c,  tbe  letter  G;  an  Exchequer  decision  refencil  (o  there 
ts  rnlilled  lo  the  consideration  of  masters,  as,  under  certain  circum- 
ilAi  irw8  legal  exemption  (rotn  liability  on  other  freights  bcisides 

|pl  ]  _  1  ao  the  article  cochineal. 

48  if  not  in  op|jOHiiion  to  the  custom  of  the  portj  or  where  it  can  be 
^  •i>aTTAngcdt  when  gor>ds  are  conveyed  by  boat,  let  ibcm  be  at  tbe  shipper's 

ri*ic  until  iboy  arc  on  board;  and  when  a  vessel  is  discliarged  in  a  river, 

r  bay,  endeavour  to  let  tliem  be  at  bis  risk  aftrr  going  uvur  tbe 

If  goodn  arc  conveyed  by  Ughteri  li't  ihem  be  bn Might  to 

aoil  uien  from  alongside  at  the  ri»k  of  the  shipper  at  port  of  loading, 

snil  al  the  ri«k  of  connif^nee  at  port  of  discharge. 

49  Ma*tiiTi«  should  not  sign  bilU  of  lading  which  do  not  specify 
ie  i  on  th<?  face,  or  refer  lo  tlie  rate  as  '^  per  charier  party.*' 

lie  of  freight  haw  been  inserted  in  tbe  bill  of  lading  than 
foo  ihe  chitrtcr  party  and  the  merchant  has  become  bankrupt,  ad  interim, 
|i«^tiieol  of  ti»e  lesser  rate  only  could  be  slopped  before  delivery,  and  the 
w^mn^T  bad  lo  apply  for  his  balance,  like  a  general  creditor,  on  the  bank* 
H  tate.      It  is  dcKirnble  lo  insert  as  follows  ^'alL  the  conditions  of  the 

^^^Lrii-^-      i'arty  >ball  be  obligatory  ou  the  bolder  of  tbe  bill  of  lading/* 
I^^IBfO     A  mAi»t4fr  is  not  jusii|ed  in  refusing  to  sign  a  bill  of  lading 
^^^Mie  lli«  cmrgo  Ui  general),  simply  because  the  number  of  lay  days  is 

Bmi—     r    ■ 


8d 


STEVENS    ON    STOWAGE. 


not  named  therein.  If,  wuliniit  sulTjcieiu  cause,  [BILLS  OF  LADIKG 
a  master  refuses  to  sig^ii  a  bill  of  lading  before  proceediug  to  sea,  any 
proved  loss  to  tfie  owner,  or  his  agent,  will  fall  on  tlie  slnp. 

51  The  Bill  of  Lading  is  the  receipt  of  the  master  for  the  goods] 
Bhipped  on  board*  and  his  undertaking-  to  deliver  them  at  the  port  ufl 
discharge  ;  bt^ing  transferable  by  endorsement,  from  one  [lersou  to  anoibcri  f 
It  is  essential  that  tlie  master  should  be  sattstied  who  i:^  the  possesssor  ofl 
the  bill  of  lading  before  he  delivers  the  goods  represented  bjiL  On  ihef 
faith  of  the  master's  signature,  the  purchaser  of  the  goods  is  induced  tol 
pay  for  them  before  they  arrive  at  iheir  destined  port.  The  master  orj 
oimer  is  responsible  fur  the  due  perfornianee  of  the  bill  o(  lading. 

62  Al  St.  Petersburg  it  is  necessary  that  Bills  of  Lading  shonldl 
specify  the  weight,  measure,  or  quantity  of  each  package  of  all  goods,  tirj 
they  pay  double  duty  as  a  fine.  If  more  is  found  than  speeiheU,  iheJ 
surplus  is  confiscated;  if  less*  ihe  duly  must  be  paid  on  the  quantity! 
specified.  Of  wine,  it  is  not  sufficient  lo  stale  the  number  of  pipes  or] 
hoijjsbeads  only,  but  also  their  contents  in  gallons,  &c.  Of  lemons,  the] 
number  in  each  box.  Of  nianufaetiired  goods,  the  measure  of  each  piece*! 
and  the  number  of  jiieces  in  each  bale.  It  is  indiJferent  whether  the  grossl 
or  net  weight  is  specified.  If  the  ])uckages  are  all  of  the  same  weiglili 
measure,  or  contents,  a  general  sj^ecification  will  do;  as,  for  example^l 
one  hundred  casks  of  alum,  of  17  lispounds  each.  Of  dye-woods,  iboj 
weight  of  the  whole  need  only  be  mentioned.  Of  g4iods  of  small  bulkvj 
as  pefqier,  &c.  it  is  sulhcieia  to  iitate  the  weight  of  every  five  or  ten  bales,! 
but  with  specification  of  the  numbers.  There  must  not  be  any  erasures] 
or  bhiis  oh  the  bill  of  lading*  All  goods  not  accompanied  by  thesel 
documents,  or  where  the  documents  are  not  according  to  the  above  regu^ 
lations,  will  be  sent  back. 

5.3  The  Bombay  Chamber  of  Commerce  has  found  it  necessary  tal 
condemn  the  practice  frequenily  adopted  there,  of  procuring  signatures] 
to  hi! lb  of  lading  before  the  goods  are  shipped, 

54     At  Singapore,  in  1SI>6,  a  very  importnnl  decision  was  arrived  at;] 
a  bill  of  lading  had  been  signed  in  England  for  **  83  ton  sieam  cool' 
"  freight  payable  at  the  rate  of  25s  {^  tun  of  20  cwt.  in  full,  less  5  ^ceni. 
for  loss  in  weight;"  in  the  tnargin  the  amount  of  freight  was  calculated 
thus,  '*£103  I6s,  less  5  ^  cent.  (£5  3  9)   £m  lis  3d:*    At  foot  ihej 
masterj  while  signing  had  written,  **  not  accountable  for  weight/*     Oii| 
arriving,  the  coal  was  weighed  from  the  ship's  side,  and  Ibund  lo  be  onljl 
76  ton  11  cwt,  and  the  consignee   refused    to  pay  freight  on  a  larger] 
quantity.     On  the  part  of  the  ship,  it  was  contended  that  the  terms  of  J 
the  bill  of  lading  amounted  to  a  special  agreement,  tliat  whatever  the 
coal  turned  ont^-over  or  under  the  specified  quantity — freight  should  be! 
paid  upon  83  ton,  less  5  \^  ctnt.    Having  gone  to  umpirage  the  following 


STEVENS    ON    STOWAGE. 


87 


Iwr  wa*  suVmitted  by  the  abtp's  arbUralort—     [BILLS    OF   LADING 
[*Thc  biU  oi  lailing  is  clraivn  out  Air  a  Bpt-cified  quuntitv,  but  the  cJaiise 
11  tht  fool  of  ihai  fiocumcnt,   to  the  eti'ect  that  be  was  *fiot  accouniable 
pr  Mct^hl,'  bmdb  the  rofistcr,  I  thinks  to  deliver  only  what  be  bas  on  board, 
■nd  hulds  htm  harmless  In  the  event  of  the  quantity  delivered  proving 
phoru     Tbc  freight  appears  to  be  not  payable  upon  not  weight  delivered 
bat,  by  special  agreemeniH^  upon  the  supposed  quantily  shipped,  less  an 
lotriuice  of  5 <^  cent,  to  cover  probable  loss  on  weight;  and  1  coiisrider 
*cd$el  to  be  entitled  to  ihe  full  amount  of  j£9H  Hs  3</,  as  staled  on 
iTi  of  the  bill  of  biding,  whether  the  deficiency  on  the  out-turn 
lot,  in  excess  of  the  said  5  ^  cent.'*     7  he  case  for  the  consignee 
ptii  by  the  other  side  as  foUows  :—'*  According  to  the  bill  of  lading, 
ghl  19  payable  as  per  margin  on  the  quantity  inserted  in  the  body  of 
K^docomeni*     Ihe  clause  less  decent,  for  loss  in  weif^ht,  protects  the 
my  cipinian,  to  that  extent  from  any  claim  for  short  deli  very  ♦    But 
ship  js  entitled  lo  receive  freight  uii  S3  ton,  less  o  ^  cent,  it  mnst 
intly  be  allowed  that  the  consignee,  after  having  paid  that  freight,  has 
cUins  iipou  the  »hip  for  any  quantity  that  may  be  short  delivered.     This 
IT  be  settled  by  the  »hip  paying  for  the  ditrerence,  3  tun  6  cwt.  either  at 
-r  tlic  origiijid  co^t  and  freight  of  that  quantity.     The  clause 
i<r  mailer  at  the  fool  of  tlie  bill  of  ladiug,  '  not  accounialde 
rr  irei^hl,'  is  not,  t  think,  of  any  iuiportance.     Freight  is  chiimcd  by  the 
Ip  on  to  ton  less  C>\^  ctiiu  and  the  consignee,  on  paying  that  freighl» 
rntitlnl  lo  rercive  the  quantity  specilied,  or  an  equivalent  for  short 
My/*    Tb«*  umpire,  bef(»re  giving  his  decision,  re  (erred   the  case, 
I  ibe  opinion  of  the  two  arbitrators,  to  the  Commiliee  of  the 
of  Commerce,  and  the  decision  was  liualty  given  in  favor  of  the 
Ign^,  vijt:  that  the  ship  be  paid  freight  on  the  quarjiiiy  delivered — 
in^  tliat  a  sipecial  agreement   muH  be   very  ditilinctly  worded    to 
-mlo  ibc  custom  of  tlie  port.     Had   the  Ireight  been  stated  at  the 
111  3d^  without  reference  to  the  rale  per  Ion,  iheii  the  case  would 
re  bern  different;  but  the  staling  of  the  rate  pre-s-^ppo!>es  the  freight 
be  in  some  measure  guided  by  the  quantity,  and  the  custom  of  the 

ditea  the  rest. 

M     In  the  United  States  three  important  cases  referring  to  bilU  of 

Iftiing*  bavc  been  dccidcil,     First :  in  tlu-  absence  of  any  proof  on  the 

of  the  consignee^  a^  to  the  condition  of  the  good»  when  shipped,  the 

waB  held  to  be  free  from  liahiliiy,  as  the  bill  of  lading  contained 

^liUiiA<£  "  weight  and  contents  unknown/'     Colombo  i%  Otto,  New 

r  5,  lt^6G.     Second  :  packages  of  goods  in  the  form  of 

I  with  malting,  and  secured  wilb  cords,  ivere  shipped 

at  flAmbuf  14  lur  New  York ;  on  arrival,  one  package  was  found  broken 

ilA  caiiUnU  damaged.     It  was  proved  that  by  ordinary  inspection, 


pflB 


STEVENS    ON    STOWAGR, 


tlie  damage  niij^ht  not  have  been  discovered  on  [BILLS  OF  LilDING 
shipment;  there  was  no  evidence  {)C  condition  when  slapped,  except  ihc 
hill  of  ladinrr^  which  Baid  "weit^htand  coiiients  unknown," — Held  ihat  it 
was  not  sufficient  to  shew  that  the  package  was  whole  when  shipped^ 
Colombo,  September  15,  1^56.  Third:  a  bill  oT  lading,  granted  for  a 
specified  nnmher  of  tons  of  iron,  "  uei^Hit  unknown/'  binds  the  owners 
to  deliver  only  so  much  as  is  actually  received  on  board*  Shephebp  t, 
Naylob,  Massachuselta,  March,  IH56;  see  also  the  reconimendatioun 
in  the  article  masters, 

56  BILLS  OF  LADING— Wool ;  a  comma !  C(>urt  of  Common  Ploas 
Dccemlier  13,  IBI^a.  Tlip  Russian  Stkam  Navigation  Co.  v.  Silva..  (F\i  Jwhj 
Lord  Chief  Justice  Ehle.)  This  was  an  action  against  a  wbarfinger  in  T*^nl  •,- 
StroeL,  for  diliveTing  up  to  the  con^iiignee  of  certain  btUes  of  wool,  convt^yed  bj 
the  Go's,  steamer  Odfitsn^  from  the  Black  Sea  to  London,  the  goods  io  qiiestian, 
without  receiving  payment  of  the  freight  due  to  the  Co.  and  notwithsHinding 
a  **stop  oiTiler"  hud  been  lodj^ed  xvith  bim  not  to  part  with  the  wool  until  \h» 
freight  Jntd  heen  paid,  and  until  he  bad  received  idnintitTs  release.  The  dt»- 
feneo  was*  that  d<'ft'iidMiit  did  receive  the  fidl  Freif^ht  inserted  iu  the  biU  of 
Irtdiu^  hefore  pnrtiug  with  the  goods,  viz:  HO*  \P  ton  of  l^U  ewt,  gro^s  weiu^lif ; 
and  ttlthouj(b  it  might  be  contended  that  aeeordiug  to  tlie  eusioni  of  tiiii^j 
and  ih*^  rit^liiful  interpretation  of  what  the  hill  of  lading  intended  to  t^onrej^ 
he  ou>5ht  to  have  demanded  three  tinicB  80*  ^  ton,  his  excuse  was  tbat  he  hft 
been  led  into  a  mistake  through  the  im proper  punctuation  of  the  hill  of  lading 
To  explain  this  it  is  necessary  to  state  tlntt,  accordiug  to  the  custom  of  ( 
BfiUio  trado  for  the  previous  rir>  years,  a  cert^iin  standard  of  rates  exists 
which  all  freights  are  ealoulat^^d.  Tf*u8»  starting  witb  tallow,  a  cargo  of  tallo 
wmdd  only  piiy  twothirds  of  a  cargo  of  hemp,  and  one-tlnrd  of  a  cargo 
woob  In  tlie  present  ease  the  bill  of  lading  ran  thus:  '^sbipped,"  &c.  **  lU 
bales  of  washed  Uousbay  wool,  at  the  rate  of  t^O*  IP' ton  of  20  cwt,  gross  weigb 
tallow  other  gooils.  graiu  or  st;«d»  in  proportion,  as  per  London  Baltic  print 
mtes/*  Supposing,  therefore,  the  comma  to  have  been  placed  after  itistat 
of  before  tlie  word  "  talJow/'  as  it  ought  to  have  been,  the  defendant  wou 
have  been  without  any  excuse,  a,H  there  is  not  the  slightest  doubt  about 
custom  of  the  lradi%  although  ho  i>rofessed  bimaelf  entirely  ignorant  of 
But  having  regard  both  to  the  custom,  to  tlie  express  referenca  lo  Ute  BallJ 
pruned  rates  in  the  bill  of  hiding,  and  to  the  flckuowledgineut  of  detcndant 
that  he  parted  with  the  goods  without  having  first  procured  the  release  of  tb 
piaintifis,  thejnry  unhesitatingly  found  that  defendunt  ought  to  have  demand 
240s  {*  ton  for  the  wool,  instead  of  HOs  ^  ton;  and  so,  according  to  defendant^ 
contention  ho  b^st  his  action  all  through  a  com  ma-  His  lordship,  howeip 
gave  Sergeant  Pauby  leave  to  move  tipou  the  point  if  he  desired  to  do  so* 

On  the  following  week,  iu  the  Corunxon  Ploas.  the  Russian  Steam  Natm 
TiON  Co.  V.  Rudolf.     (Before  Lord  Chief  Juatii^e  Eble,  aud  a  special  jiiiyJ 
An  aotiou  to  recover  the  freight  of  a  number  of  bales  of  wool  sbippo<t 
board  plaintitTs  steamer  Odessa,   at  Odessa,    and  corisigoed   to  dnfendi 
The  facts  are  the  same  as  at  the  trial  of  a  similar  action  brought  by  plaintifl 


STEVENS    ON    STOWAGE. 


89 


&i:iim«ttbi*fr1iarfuigef  orthtjGanaDdShot  Whiirf,    [BILLS  OF  LADING 
ring  the  wool  before  tiio  wholt?  Ireight  was  paid.     The  question  at 

I   -! •u^,  wliftt  was  the  fnuonni  of  fnnght  due  upon  the  wool.     The  bill  of 

eifiM  lliftt  15<J  balea  of  wool  were  shipped  at  the  rate  of  80*  I*  tou  of 

05«  weight ;  tallow,  other  goods,  kc  in  proportion,  us  per  Londun  and 

Baltic  printed  rates.     It  was  dverred  thnt  ihUow  wh8  taken  ae  the  btandiird  Iti 

1^  tJ^e  tnidi?,  and  it  wms  stated  iis  a  weU  understood  cu<iloni,  that  wool  paid  two* 

^VihtnU  more  freight  than  tallow,     Mr.  Watkvn  Wij,l(am?  having  opened  the 

^rf4i»adtng4,  a  consultation  took  place  between  the  learned  counsel  engaged  in 

B  llie  cau*?,  and  Mr  Sergeant  Parbv,  wha  appeared  for  defendant,  said  it  had 

"    been  arraoged  for  the  preseut  to  make  a  remanet  of  this  cause  to  abide  the 

reixtlt  of  tlic  action  which  was  tried  December  13th.     tie  would  have  to  move 

tipoo  thii  formi-r  case,  and  as  the  full  court  dealt  with  it,  so  would  their  pro- 

^      Meding  in  this  action  be  governed.     The  Chief  JuHtice  said  a  great  deal 

dfjNiodNod  upon  the  construction  put  upon  ilw  bill  of  lading.     A  juror  was 

Itogl/  withdrawn, 

Qo  the  Uth  January,  1803,  in  the  course  of  delivertng  final  judgment, 

ItMltce  WtixtAias  aaid— *"  as  defendant  ha»  undertaken  lo  act  upon  the  bill  of 

tling,  his  waa  bound  to  make  himself  master  of  its  true  meaning,  and  cannot 

norancc  as  an  excuse.     Having  parted  with  the  goods  wiUioul  seeing 

|>roper  ainouot  of  fn?ight  was  duly  paid,  he  has  broken  his  uuder- 

ilfi^«  and  must  pay  the  penally.''    Justices  Willks  and  Kkatino,  and  Chief 

^    Jnuice  Krle  eoncurrrd. 

■^  S7     BITUMEN,  from  the  lalin  of  **biiui*Jen"  and  French  "hilurae/* 

^^H|i  K  h.     The  word,  as  now  eu)pU»}ed,  comprises  a  wide  range 

PHVlt        *dc  mineral  and  tarry  siib^iances,  burning  witli  llaiue  in  tht: 

crjieii  ftlr^  these  siibstanct'S  are  either  fluid  or  solid*  Amongst  the  durd» 
ftn?  napthft  oiid  peiroleutn^ — an  oily  bitumen  found  dropping  from  rocks, 
and  from  which  naptha  id  accasionalty  distilled.  Amongst  the  solids, 
lit'  aaphahum  or  mineral  pitch,  and  a  white  subbtance  called  mineral 
taJluw  ;  ilicse  subttlanc^s  appear  lo  have  resulted  from  tbe  decompo»iuou 
4C  mood  or  cnal,  by  heat  or  other  action^  under  the  surface  of  the  earth : 
liieir  itttimate  conatitnents  ore  for  the  most  part  carbon  and  hydrogen; 
Mv  mnphalie,  caal«  naptha,  and  petroleum*  Whc'n  Mediterranean  wheat 
u  Ircigliteil  at  U  ^  quarter,  bitumen  is  rated  at  4x  8(/  ^  ion  of  20  cwt, 

6S     BLACK    LEAD,  or  pUnnbago,  requires  to  be  w^ell  dunnaged, 

br  if  U*aliJi^c  comes  in  coninct  with  bluck  lead,  great  damnge  may  be 

lo  alhrr  go<»d&.    Care  should  he  laken^  when  red  ling  about  casks  in 

rhold^  that  lhe€ont4?nt«do  doI  fall  among  sugar,  rice,  &kc*  which  it  will 

oiL     If  h\mc}i  Wild  and  oil  are  placed  near  each  other,  the  oil  will  hi; 

hI»  and  t<p*mtuneous  combustion  may  be  produced.     When  black 

I  }9  shipped  as  dunnage,  which  ia  not  recounncnded,  the  same  should 

a|ie<!a(iid  on  the  bill  of  lading.     At  Ccyhm  the  tare  is  very  great; 

fwr  gvva^  weighty  if  puasible.     At  Colombo  black  lead  is  usually 

u 


90 


STEVENS    ON    STOWAGE, 


packed  in  fragile  flour  barrt?!s.  At  Bombay  20  cwU  [BLACK  LEAD 
go  lo  a  ton  ;  ii  cask  wt  iglis  ivboiu  1 1}  cwt.  The  specific  griivity  <*(  blatk 
lend  varies  from  l'9a7  to  2*4(iO. 

59  BLACKWOOD  is  usually  in  pieces  of  irregular  shapes,  abtitit 
three  feel  long,  by  two  inthuii  lljiik.  In  the  East  Imlics  and  in  thfl 
Mauritius,  il  is  frt-quently  taken  as  dunnage.  Bombay  tou  for  freighi 
50  cubic  feet  if  in  square  straight  logs,  but  if  otherwise,  2Ucwt, 

60  BLEACHING    POWDER  is  chlonJe of  lime  made  by  expyt 
in^  slaked  lime  lo  the  action  of  chlorine;  it  is  used  for  bleaching  linrti 
calicoes,  and  paper  malerials;  this  article  is  of  a  coiTosive  and  dang«*n>ii 
description,  and  will  tlierrf^^ro  injure  other  gooels  by  contact;  sec  cblortdi 
of  lime  and  dangerous  goods      Bleaching  powder  is  nsnally  packed  ial 
casks  containing  5  cwt.  each,  four  of  which  go  lo  a  ion  for  freight. 

61  Law  case.  In  the  Court  of  Queen's  Bench,  December  Uth,  18fi7J 
before  Lord  Camtbell  and  a  special  jury,  Brass  v.  MMTLANn,  Tho  dcclar 
tiou  nlleged  tbiit  dolciidar.t  Bbipi^ed  on  board  the  Regifht  a  qiirtnlity  of  chbirid 
of  lime,  insulHrit^ijtly  piicked,  and  without  giving  notice  of  its  dang»^rou 
qualities,  and  that  a  larj^u  poriion  of  the  rest  of  the  cargo  was  iujured  b^  du 
gases  wliiwh  escrtpr^d  tberefrom. 

The  Regina  was  a  geofiral  ship  bound  to  Calcutta;  defendant  enga^^ 
l^ight  for  00  casks  of  bleaching  p«iwder.  or  chloride  of  lime;  tlie  caskii  mvt\ 
stowed  between  decks  along  the  sides;  next  them  crates  of  glass,  and  in  I 
centre  a  quantity  of  bale  goods.  Oii  tbt?  vo)iige  great  annoyance  was  ejt|i 
riencc'd  from  gas,  and  wbfu  the  hulchts  were  o]ieneil  it  was  found  that  ly  I 
ftclion  of  tlic  cbloriijt^  ^'as  evolved  from  the  bleaching  powder,  the  casks  ilj 
which  it  was  were  couipletely  eiitt^n  away,  and  the  piece-goods  totally  depiivi^ 
of  their  colour.  PlaintiH',  in  conyequeuce,  paid  ^'9'J3  17$  'id  and  now  sou 
to  recover  same,  founding  Ijjs  tlnini  on  tlie  legal  olkligation  altaohiug  i 
shippers  of  d  tin  fjcrous  or  desiruLtive  goods,  lo  give  iioiite  ol  tb#nr  qua.lit 
Dflture,  nnlpss  they  am  of  such  a  d<^^cription  as  that  it  mny  reasoitably  T4 
enpi»Obed  that  the  shipowner's  and  their  a|,»ents  me  ci»gtii/anl  of  their  ciiHracterJ 
Plain lifl"8  case  was.  that  neither  be  nor  the  master  were  aware  ol'  the  duugeroiii 
quality  of  the  article,  which  was  merely  shipped  bs  bleaching  powder; 
several  witnesses  stated  that  the  eai^ks  were  not  of  tlie  pecnliar  character  i 
which  such  an  article  ought  to  be  packed  for  so  long  a  Toy  age. 

The  defence  was  thnt  hleaching  powder  was  a  well-known  article  of  i 
inerce,  and  well  known  to  he  comfjo^^ed  of  chloride  of  hme,  so  that  the  plaintl 
and  the  master  niuat  have  lieen  aware  of  itb  (harncier;  that  the  ca^ks 
question  were  of  a  particuhirly  good  dcseiiptiou,  purtiufei^ly  prej^ftiid  ;  thai  th 
dry  goods  ought  not  to  htive  lero  stowed  so  near;  aud  that  the  casks  shoul^ 
have  been  plncfd  in  the  bottom  of  the  hold  instt'itd  of  in  ilie  wings*,  whe 
they  were  wetted  by  droj^pings  from  tiie  scama  of  the  deck*  which  were  f  tralne 
by  heavy  weather,  and  the  efleclB  of  a  collision  witli  another  veaseh  early  i 
the  voyage. 


STEVENS    ON    STOWAGE. 


91 


TH^  ffrrr  foiind  ihat  tha  cask^  were  of  the     [BLEACHING  POWDER 

If  '  lU  not  ftrcipotlY  ttttwotj,  anJ  tliat  the  injury  to  the  bale  goods 

iiu  and  tliot  Uje  p'aiiiliff  6  broker  aoti  master  miglit,  and  reason- 
oof^'hi,  to  hA%'e  known  ihe  nature  of  bleaching  powder.  Verdict  for 
idaut,  will)  [ft^re  to  m^ve. 

Ill  Mnnsh,  1658,  the  subject  was  re-considered^  when  the  Court  held 
fr.  Jostice  Cromptoh  digsenting),  that  shifipers  of  dangerous  goods*  such  as 
tnjr  jmwdiT,  cbloritle  of  liioe,  are  bound  to  lotimate  their  dangerous 
tiiuiv  to  the  niast<!r  at  the  date  of  shipmeut;  but  that,  the  goods  haviug 
diUinted  as  en^ks  of  bleacbiufy  powder,  which  the  master  reaaonably 
nii^lit  hmre  known  to  contain  or  consist  of  chloride  of  h'me,  no  notice  was 
^  tkHnm^ry  \fr  JuRtice  CnoMprojc  obseiTcd  that  the  master  is  not  the  person 
^^■pfii«fmD»  I  in  the  shipping  of  goods;  he  only  acta  in  signing  bills  of 

^^BidJiyg  y|  u  itcs  receipt  and  uotef. 

^m  K  BOXES.  Ground  bones  are  so  very  dry  that  if  insufficient 
dotitiai^  b  used,  tbe  hcut  wiU  craek  ihe  ceiling  and  open  the  seams.  In 
I»»engi?r  »bip«  from  Vicinriu,  boiled  shin  boues,  ** whites'*  are  allowed 
tu  b*  rarritfd ;  raost  othrr  sons  are  n^lused  by  the  colonial  legislature 
ens*  What  are  termed  "yellows/'  uuboiled^  cu'ii  a  nulsofne  effluvia, 
etj  Ui  injiire  certain  clai^&i^s  uf  good«»  in  a  general  cargo.  It  i^  difEculi 
•fUBiaije  the  wtighl  of  uucrushed  bones^  so  much  depends  on  tbdr 
itr«  fttze»  m^sortmetit,  &c.  A  bushel  of  crushed  South  American 
itiJe  boqrts  weighs  abi»yt  50 lb;  of  Russian  and  Mediterranean 
raitJe  and  mixed  42 lb;  and  of  Belgian  fine  and  coarse  mixed, 
iirni*  (KJtb.  Of  the  lU-lgiun,  in  1^64,  the  sclmoner  Onl^  Sotu  Capt. 
ItAirciiAiiOi  flowed  llOlou  lUcwt;  her  full  cargo  of  cual  coiiaisted  of 
m*  hides. 

Ld.     In  rhc  S'rcond  Couit,  London,  December  19,  1800,  Hunt  tf. 
OmxeiTK^,     j  J  II  ariiou  brought  for  £ti08  on  7 J,  balance  due  on  ihrt'o 

cantor*  of  bot^«  '  *i  i  *  'J  ff^»i  Colchester.  7'he  main  question  turned  on  tlje 
ftftUir<«  of  tho  rontrart,  d*  feud  nut  iusisting  that  it  was  contined  to  a  particular 
^^npvJ  (»f  bonc^,  about  I5U  ton,  which  were  lying  at  Colchester,  and  plaiutilT 
l^^^^bdiog  tb)it  he  was  entitled  to  payment^  althougfi  the  cargoes  in  i^uestion 
^^^^H  mMle  up  pttrtly  of  those  l>oucs,  and  partly  of  others.  The  contract 
^^^^Bibed  tlie  borictt  to  lie  "  English  boilt*d  bones,  Tery  dry  and  light/'  The 
^^Rr^Ti;  '  itt  Stockwith,  the  nearest  port  to  Doncastcr,  and  was  paid 

fiw*  anil  )  !  ued  u|)ou  that ;  in  tlu-  second,  haviug  heated  on  the  voyug»», 

lis  btiCKK  wtfc  ruducid  in  wt^ight  H  ton  7  cwt,  out  ol  74  ton  I7cwt.     Haiutitt* 
nitf-tt.  f*n  rfn««?-rxnmiDation,  that  thiii  was  an  nuusually  great  reduction, 
lirtscd  aud  niiAcd  willi  those  lying  at  ColchcsttT  were 
"mn,  and  that  the  tendency  of  luixiug  thesu  iulerior 
was  to  cause  the  beating  of  the  whole.     In  the  third 

,.  ^ _.  found  Ui  bo  i  ton  2  cwt.  out  of  43  ton  H  cwt      At  U*ei 

» itf  tlND  rvidenco  plaintifi's  couqm^I  claimed  a  vnrdiet  for  so  much  of  tho 


02 


STEVENS    ON    STOWAGE 


urged  that  it  was  imposatble  to  sepurafe  the  one  mti  from  the  other,     [BOMBS 
an<J»  tberetbrp,  that  they  were  entitled  to  reject  thp  whole  of  botb  cargoes,    Tii# \ 
judge  niled  in  favour  of  defeadanls,  aud  plaintiff  was  nonsuited* 

Tomiage.  B  ton  calcined,  12  ditto  maaure,  Ac.  or  15  ditto  best  qnaIUy,-| 
all  in  hulk,  will  occupy  850  cubic  feet  or  1  keel.  At  Bahia  12  cwt  go  to  a  ton.l 
When  wheat  in  freighted  at  \h  P'qiitmer,  calcined  hones  are  rated  at  lit  ltt/«] 
lURBure  Si  Id,  bones  in  bulk  ^t,  and  the  best  quality  6#0J(/  ^  ton, 

BONE   ASH  ;  see  aabes  and  charcoal. 

64  BOOKS,     One  extensive  London  publisher  generally  uses  for 
cxportjuion  to  America,  strong  deal  cases,  hooped  with  iron,  3  feel  long, . 
18  inches  wide,  and  18  inches  deep,  inside  nieasnrcnient;  they  weighl 
45  M\  and  hold  250  fb.  weight  oi  huuks.     Books  in  boards,  not  being  sal 
heavy,  may  oecasioually  be  |jat;kLd  in  larger  cases,  but  cases  containingl 
30  cubic  feet  have  been  found  inconveniently  large.     For  tbe  Overlanit'l 
Routes  ihey  are  necessarily  amalL    For  Australia  ami  other  long  voyagesi 
the  cases  are  lined  with  tin,  to  preserve  the  contents  and   to  reduce  thel 
rate  of  insurance;  consignees  at  the  Cape  of  Good   Hope  and  in  otherl 
parts,  prefer  zinc,  being  more  convertible  than  tin.    Felt,  which  is  lighter  I 
than  either,  is  naed  for  some  consignments.     Preference  for  stowage  is] 
given  to  the  upper  part  of  the  main  hold,  amidships,  wbt-re  the  cases  w\\\i 
keep  dry,  and  the  books  be  free  iTom  ilie  jars  and  concussions  of  the  bo« 
and  stern  ;  the  trade  prefer  having  them  near  the  hatchways,  to  secure 
early  delivery.   The  cubical  contents  and  weights  of  various  religious  biK)k 
will  be  found  in  the  I  able  of  Marine  Necessaries  at  tbe  beginning  of  thii 
work ;  see  stationery ;  40 cubic  feet  generally  go  to  a  ton  freight;  Bengalp^ 
Madras,  and  Bombay  ton  50  cubic  feet. 

65  BOOTS  AND  SHOES ;  in  trunks  and  cases,  40  feet  go  to  ft  tonfl 

m    BORATE   OF  LIME.     Large  (]uantities  in  bags  of  a  quintal^ 
each,  102t1>y  are  shipped  all  tbe  year  round  at  Iquique.     It  is  muc 
lighter  than  coal,  and  little  over  half  the  weight  of  nitrate  of  soda.     It  i 
not  so  susceptible  of  injury  by  dampness  as  niiratCj  on  whiclj  ii  is  usuallyl 
Slowed,  but  requires  to  be  sufUciently  dunnaged*     Both  these  articles  are 
shipped  also  iit  Mexilones  and  Pisagua, 

67  BORAX  (Tincal)  tbe  biborate  of  soda,  a  salt  of  a  brownish  j 
colour  and  asweeliah  taste.  Borax  is  tincal  in  a  refined  slate ;  both  ar 
produced  in  Thibet,  and  are  shipped  at  Calcutta  and  Bombay.  Tbi 
specific  gravity  of  borax  is  1*714;  it  is  packed  in  cases  of  3  to  4cw| 
each;  tincal  in  casks  6  to  7cwt.each.  Bengal,  Madras,  and  Boml 
ton  2Ucwt;  Madras  and  Bombay  50  cubic  feet  in  cases. 


STETEXS    ON    STOWAGE. 


93 


BOTTOMRY  ksu  RESPONDENTIA  h  a  mongoge  of  tlie 

itnp*     Thv  owfifi  or  ro/isicT  is,  under  certain  circarasiances,  authorized 

llo  WiTOHf  money  for  uutlii,  or  lo  purchase  cargo  for  the  voyage,  pledging 

Itli9  keel  or  bottom  (a  part  for  the  whole}  in  security  for  paymeiu.     In 

Kotj/f»mry  coniracu  ii  is  stipulated,  that  if  the  ship  be  lost  in  the  course 

oi  the  *oyat»e,  the  lender  iihall  hisf  hi»  whole  money;  hot  if  she  arrives 

in  s^ciy,  the  lend«*r  i;*  then  enlillcd  to  f^et  back  his  priirci])al  and  the 

Marred  interest,  however  much  it  exceeds  the  legal  rate :  the  extra  hazard 

i  hj  the  l<?nder  has  been  held  to  justify  bis  secttring  the  highest  rate 

t]fl«rest.     He!ipondeiiiia  means  moni'V  lent  on  cargo.     The  last  ot  ttro 

» bottomry  bonds  is  first  paid.     When  a  laden  vessel  puts  into  an 

I  intcrrocdiaie  port  for  repairs,  the  master  can  bottomree  ship,  cargo,  and 

I  fri*tKht,  to  Tmae  money  to  pay  for  it.     An  English  vessel  cannot  legally 

|li«  bottomried  in  England*     Money  for  bottomry  should  be  advertised 

for,  Aod  the  lowest  offer  accepted^ 

69  BOXWOOD.  Spec.  grav.  Dutch  1-3280.  When  Mediterranean 
rkrat  is  freighted  at  U^qr,  boxwood  is  rated  at  4itSd^ion  of  20  cwi, 

70  BRAN,    The  Admiralty  allows  48 bushels  of  bran  or  of  pollard 
[|o  a  ton.     tn  the  Australian  colonies  the  bushel  is  taken  at  20tt>. — the 

mn  Wing  2,Ut»0Jt);  freight  in  (rrojioriion.     At  the  Cape  of  Goo<i  Hope 
1,204) I1>.  i»  liio  standard  ton  for  freight;  sometimes  1,400 tb.  are  taken, 

71  BRAZIL*  NUTS,  the  fruit  of  the  Juvia^  which  abounds  on  the 
^Onnoco  and  in  the  Brazils;  see  nuts 

n     BRAZIL*   WOOD,  for  dying,  is  plentiful  at  Pernambuco. 

73  BREAD,    Every  particle  of  aqueous  niaiter^  without  injury  to 
it  dried  oui  of  ship  biscuit  in  the  oven,  and  afterwards  on  kilns,  &c. 

rly  manuf^cturtd,  and  it  is  thus  rendered  one-tenih  li^^hter  than 
from  which  it  was  made;  being  so  dry  it  will  attract  water  in 
•a  eXTJ^ordinory  manner,  and  when  once  damp,  decora  posi  I  ion  spreads 
rapidly*  If  not  kiln-dried,  which  is  objectionable,  some  days  should 
eUp»e  After  baking,  to  allow  the  oven  steam  to  be  well  evaporated. 
|Iti  *  '  !}  not  be  shipped  in  wet  weather,  especially  in  bags,  which 
'  qiij  A*e  dampness,  retain  it,  and  communicate  it  to  every  bag  near. 

74  \\  hen  loading  with  government  provisions,  it  is  custfimary  to 
Imllmal  with  a  sufficient  quantity  uf  beef  and  pork ;  dunnage  with  slabs 
0¥fr  the  ciuiks,  and  at  least  four  inches  from  the  sides ;  fill  up  to  the  deck 
•lid  itow  cIo«c,  lo  prevent  the  bags  from  chafing.  Another  authority 
iftts,  bnsad  «9  cargo  should  be  the  last  article  put  into  the  ship,  the  sides 
of  which  should  have  thin  boards,  nailed  upon  good  matting,  6tted  against 
theiiit  Mid  A  casing  should  go  round  the  masts,  pumps,  &c. 


04 


STEVENS    ON    STOWAGE. 


75  A  r  Hamburff,  some  merchants  nail  inch  bonrds  against  [BREAD 
llic  sides,  weathev-bcmrd  fashion.  An  expericficcd  masier  rcc'oninienfi«#  , 
tliiit  wljeu  loading  all  br^ad  at  that  port,  for  Labrador,  the  ballast  &hoald  . 
be  well  dniinaged,  not  whh  straw  or  reed^  which  rots  when  wetted,  buij 
brushwood  or  broom  stulF^  &c ;  for  the  sides,  featber-edge  chip- board,  I 
1-inch  by  7,  or  }  or  |*iiicb  honrd,  same  width,  which  will  sell  for  it»  cost,  j 
When  there  is  space  over  the  top  tier,  lay  straw  to  catch  loose  drops  from  [ 
the  scuniit  of  the  deck. 

76  Care  should  be  taken  not  to  stow  bread  on  or  near  cordage* 
turpentine,  or  tar,  coal  tar  especially;  the  ship's  ceiling  sometimes  gen  | 
a  coal  of  coal  tar,  but  this  ought  to  be  avoided  previous  to  loading  bread, 
which  shnuld  not  go  ifito  a  hold  just  cleared  from  a  cargo  of  salt.  The  - 
scent  frnm  camphor  will  make  bread  unfit  fiu*  human  cousumprion.  Bags  j 
containing  bread  stowed  on  bricks  in  England,  have  become  so  rotten  I 
during  the  passage  to  Newfoundlandj  that  the  bottoms  have  fallen  oriLI 

77  Manufacturers  object  strongly  to  the  stowage  of  bread  for  ship*M 
use,  in  bags,  and  recommend  casks,  or  iron,  with  the  inside  tinned,  gf| 
tinned  case-,  doubled,  with  higbly-dried  saw-dusi,  almost  chnrred,  be- 
tween, and   made  to  fit  the  shape  of  the  ship.     An  experienced  master | 
objects  10  iron,  on  account  of  its  liability  to  russt  wlicn  bulk  is  bnikeirJ 
unless  the  case  is  emptied   at  once,   and   recommends   air-tight   nunf 
puncheons,  which  contain  from  3^  lo  4  cwt.  each  r  these  are  ntit  used  hy\ 
some,  because  the  bread  hecomcvS  impregnated  with  the  taste  of  ni  in  J  J 
ihey  prefer  gfiod  charred  air-tight  cnhkn.     All  unite  in  recommending] 
bread  to  be  kept  perfectly  dry.    One  master  suggesis  that  on  long  voyagci,! 
it  sbtKild  be  Slowed  in  the  coolest  locality,  to  lessen  the  attack  o(  weevil] 
and  mile,  and  iliat  store  biscuit,  so  generally  kept  aft,  ought  to  be  stowed! 
forwurd.     Another  siiys,  ibai  when  conveying  tnmps  lo  Australia,  their] 
bread,  in  bags,  continued  sweet,  becouse  it  was  all  stowed  together  In  ( 
suitable  place,  while  thai  of  the  crew  became  damaged,  the  casks  having 
been  placed  jjromiticuously  with  those  containing  water,  beer,  provisious,! 
&c  ;  see  the  articles  bricks,  general  cargo,  passengers,  &c. 

Tonnage.  l^O  hags  bread,  11^  lb.  each,  n  ton,  will  occupy  a  spaeeof  89 
cubic  feet  or  1  keel,  llie  Admiralty  allows  7  hags  of  112tb.  net.  in  bags,  and] 
5  hugs  in  cai-ka,  to  a  ton :  some  Adiiiirahy  bread  casks  tire  3  feet  8  inches  loDgJ 
bilge  3  feet,  snd  contain  fi  hagw,  equal  to  1^  ton  for  freight.  The  Admirall/I 
eotiiimte  n  Um  of  bread  in  bulk,  for  naval  purjioses,  to  rociujui'e  1*21  cubic  fett;| 
pneked  110 feet;  a  bag  G  euhic  feH— gross  weight  II lib,  bag  2 lb,  net  Il2ltk1 
At  New  Yoik  n  cwt,  in  casks,  7  cwt  in  bags,  aud  Htiv/t.  in  bulk*  is  allowed  tol 
a  ton.  Ai  Baltimore  800  lb.  ship  bj-ead  in  baps,  700  lb,  in  casks.  When  wheat 
is  l»^(juarU^r  freight,  bread  should  be  0J</ i^  bag. 

For  the  [nirpose  of  chitnginQ  gtmjk»  in  bond,  the  5th  and  (Ith  Vict,  cap.  0i,j 
j>roi»oriioned  for  ♦*very  Mth.  oi  kilo -dried  wheat,  or  lor  every  ICOfh.  of  whea 
not  heing  kiln  dried,  not  less  thtiu  7Hlb,  of  fine  wheat  tic-nr,  or  mth,  of  cft^l 


STEVENS    OK    STOWAGE. 


n*9  bitetiit  Of  ttf»tb.  of  biecuit  of  the  Mapflard  of  the  biscuit  [BREAB 
Pijt|iiiod  1^  II,  M,  Navy,  ar  llHtb.  cornmou  sliiii  ^isf^uit.  J'lie  AilujiraJty  allows 
MNl^ilfvtl  bwj$,  pixt>*^t  700  balf-buifs,  or  WOU  inenl  sacks,  to  a  ton  Tur  freight. 

78  BRICKS  In  Loudon  it  is  usual  to  parcbaee  bricks  to  be  ship- 
|iif*l  ffifeon  buord;  tbey  ure  conseqaenlly  siowetl  in  ihe  hoi  J,  in  tiers,  by 
tiico  acciiAtoroed  Ui  it ;  a  large  quantity  shtnild  be  placed  in  the  middle,  if 
stHe.  A  ship  cannot  carry  a  full  lading.  Bricks  will  readily  absorb 
••f  iheir  weight  in  water.  From  Hamburg  lo  IjabrAdur,  it  h 
.  with  the  bread  and  provisions,  a  few  thousand  bricks  fur 
llimt ;  they  shoald  be  as  dry  as  possible,  otherwise  the  heal  of  the  bold 
11  cau^  them  to  sleam,  wliich«  coming  in  contact  with  the  cold  decks 
ud  ddr%t  irill^  especially  if  they  are  varnished,  condense  and  fall  in  dr<»ps, 
'  mil  if(»ft'n,  and  damage  the  bread*  It  is  desirable  to  have  a  ground 
ierof  Uinreb  of  pork  and  beef  and  flour,  with  firkivis  of  butter  for  broken 
llovrax^,  which  will  keep  the  bread  oST  from  the  bricks. 

ToQ&agS.     7,non  Er©  bricks,  or  8,000  common  bricks,  also  tiJes,  weigh  21 
\  and  mt<ti>4iire  O'il^  cubic  feet  or  }  keel.    Sizes. — Ono  unburut  Loudon  brick 
(  UlitK)ht!«  loog,  ami  5  broad;  a  burnt  brick  is  9 inche**  loug,  'IJwiJe,  and 
H  tlii<?k-  and  wt^jghe  about  4  lb.  1 5  oz.    450  stock  bricks  wdgh  I  tou,  and  there 
aUiHii :  1,000  Loodou  stock  bricks  weigh  about  2|  ton  ;  I, UOU  Jersey 
and  l,ono  Furfbam,  Southampton,  &c.  3  ton.    1,000  fire  bricks  weigh 
^4t4ia.    A  Giaagow  fire  brick  is  0|  iucbea  long,  4}  broad,  and  3  tbiek,  aud 
I  (^|  lb.    Hotna  are  i^  inches  long,  4^  broad,  by  IJ^  thick. 

TO    BKJMM*ONE  requires  iiay  Gioches  dunnage  in  the  flat,  and  9 

When  stowed  in  bulk  it  sliould  be  kept  as  high  as  possible  ; 

i»  tbcbidd  there  let  n  lie,  excepting  ibe  necessary  trimming 

pff  Ui  preveut  shirting,  and  thus  avoid  labouring  aud  straining  at  sea, 

\  full  carg^i  cannot  be  talceu,  say  a  little  over  three-fourths.    Empty  casks 

iMnnctimi-s  placed  i*elow  to  keep  the  cargo  up;  if  they  are  broken' by 

r  the  8hip  at  sea,  very  great  danger  is  to  be  apprehended. 

_r  td  sulphur  are  greatly  damaged   by  contact  with  oil,  which 

bcjr  viU  attract  from  cnskt.     A  small  quantity  of  oil  will  spoil  a  full 

'  *"  brimsltjnc  intended  for  bleaching  purposes*    In  general  cargoes 

]  be  kept  OS  far  as  possible  from  saltpetre,  nitrate  of  soda,  clnir- 

liable  to  spontaneous  combustion,  for  should  fire  break 

n  alt!  with  the  brimstone,  its  suirocaiing  vapours  may 

veitt  olt  efforts  to   extinguish  it.      Igniting  lucifer  niatchetj  where 

■tfititf  may  have  pciiotraied^  and  smoking  tobacco  below,  arc  highly 

Liite.    Flour  hrimhtonc  is  usually  packed  in  barrels.    KoUed  hrim- 

I  tctl  from  Italy  in  cases  ul  3  cwt,  each  ;  see  sulphur. 

ill  the  year  rouuiL     Bcngtd  and  Madras  ton  20  cwt* 

tirji  Mefjitrrranean  wheal  t&  freighted  at  I*  Jj*- quarter,  sulphur  is  ratetl 

L4ibi/^U>ii  uf  ;2t>cwU 


96 


STEVENS    ON    STOWAGE. 


80  BRISTLES,  the  strong  hairs  which  grow  along  the  spine  of  itie 

hog  and  wild  boar.     Baltic  brisdeb  receive  tw^o-thirds  freight  of  cleaaJ 
hemp  per  ton  of  44  pooda  gross,     A  cask  weif^hs  10  cwt. 

81  BUFFALO   HORNS.     J 6  cwL  go  to  a  ton  at  Bomhay, 

82  BUTTER  should  be  stowed  as  low  down  as  possible,  for  theJ 
salce  of  coolness  :  it  will  not  hoi^ever  bear  much  pressure.    It  is  exported] 
from  Ireland  and   Holland  all  the  year  round ;  quantities  are  escported 
from  Hamburg,  France,  Canada,  and  Atneriea, 

Tonnage.  i>/30  firkina  butter,  70  fb.  each,  l^Jton,  will  occupy  a  space  Ot 
850  cubic  teet  or  1  keel.  In  Ireland  it  is  generally  packed  in  iirkms,  but  ial 
Belfast  a  fresher  quality  ia  packed  in  crocks*  for  freight  S2  firkins  orttl 
reckooed  to  a  too— 55  on  an  average  weigh  2  ton*  In  computing  the  fretghtl 
of  kegs  of  butter  at  Baltimore,  200  tt>.  net  weight  are  considered  equal  to  a  I 
barrel  of  5  cubic  feet.  When  wheat  is  I* ^quarter  freight,  butter  is  rated  aC| 
]J(i»?  firkin. 

Measures.  A  firkin  of  English  weighs  5H  th,  Irish  about  Jcwt,  tare  litbJ 
net  weight  about  70  th,  a  tub  84  Ih,  a  barrel  2  cwt,  a  Dutch  cask  I  cwt»  DauishJ 
last  224  tb,  BremerhaTeu  ton^  great  measure  SOO  tb,  stnall  220  tb. 

83  CAKE  LAC  is  a  gum  collected  all  over  India,  and  is  usuallyl 
packed  in  gunny  bags  weighing  lOOtb.  eacbj  net;  see  lack.  Bengal  and] 
Madras  ton  i6ewt.  in  bags. 

84  CALEDONIAN   CANAL.    A  Belfast  tnerchant  writing  to  (hel 

Shippinif  Gazette t  Ist  December,  1866,  complains  tliat  bis  vessel,  of  1281 
ton,  fiom  the  Bal licj  iu  passing  through  the  canal  was  charged  as  follows:—^! 


CimAl  aufti,    100  ton  1«  &/  40  tun  1« 

CftAh  adviinccd  to  pay  towage      

Eoflt  Coast  pilot 

Cotial  pilots   Btia  to  sen^  and  Enund  of  IiJaj 

Bank  expenses,  pofttageA^  Sec 

Ca«li  to  auutor   , 


£37    2    6 


£     $ 

d 

9  10 

0 

9    0 

0 

4    0 

0 

8  10 

0 

1     2 

6 

5     0 

a 

The  editor  Bays  it  is  customary,  unless  otherwise  expressed  in  the  charlef 
p  ar ty ,  ft>  r  1 1 1  e  o  w  n  c  r  t  o  p  ay  c  h  a rgc s  o  n  ves  s el  ai  i  d  m  e  re  1  j  a  n  ton  cart^o.    p  i  rstj 
item  on  weight  to  merchant,   three  next  to  ship,   fihh  it  would  be  fair  10 
divide;  the  last  requires  fMrlber  explanation.     If  however  the  charte 
siipuliited  for  paiisage  through  the  canal  at  the  charge  of  the  conaigne 
the  only  amount  lo  ho  paid  by  the  sliip  would  be  the  East  coast  pilotage«1 
85     The  superintendent  of  the  canal  when  writing  to  the  ShippinfX 
(lazeite,  lOih  December,  1866,  says  two  communicalions  have  recentlyl 
ajjpeared  in  your  journal,  which  seem  capable  of  conveying  an  erruneousi 


STEVKNS    ON    STOWAGE. 


97 


non  of  tli«  cb^ges  incld<^t  to  tie     [CALEDONIAN   CANAL 

a^*ki^f*  Lif  vmsela  tljrou^ii  Uiis  canal.     The  latest  rtsfers  to  a  vesuel  of 

si  ton  iTgi»i<rr,  having  a  gram  cargo  of  400  tan  dead-weigbt,  on  which 

be  call al  dues  fur  ^liip  and  cargo  lugelher  wotiUl  amount  to   £22  10j»; 

}i'  krgoesof  iijftrlor  value  tie  dues  would  be  somewliat  Ivss.     Any 

rges  that  may  he  incurred  are  optioual  mi  the  part  of  the  master; 

kiu  iti  most  cases  it  is  deemed  expedient  to  incur  them  in  a  greater  or 

1    '    '*    rr»?c  for  the  advanlaije  of  all  concerned*     When   the  winds  are 

,  the  expense  ot  hteuru  ti»wttge  is  saved,  and  the  most  that  can 

turred  for  steam  towage  and  horse  trackage  in  calms,  or  against 

iry  ^iitdsy  all  through  vvnuld,  in   the  case  referred   lo^  be  JL'14  1^^ 

;  rmced  on  tlit;  register  tonnage  and  limited  to  li^tun.     Pilotage, 

■as  within  the  jurisdiction  of  the  canal,  is  restricted  to  very  moderate 

hits;  biii  beyond  ihut  range,  if  required  »t  all,  it  uuiy  he  more  oriels 

bouot  according  to  the  master's  general  knowledge  of  the  route  he 

king,  »'ith  or  without  tiie  aid  of  the  correct  Admiralty  charts  now 

aiatlaUle.    So  fur  at  an  Act  of  Parliament  can  hind  panics,  (although  in 

ftuOler  it  has  sometimes  proved  inoperative)  the  apportionment  of 

t  ilar^  S;c.  bcl\v*'en  the  ownerb  of  sliip  and  cargo  is  fixed  by  the  larilF 

^•8.    In  the  case  of  valuable  cargoes  two-tbirdi*  are  payable 

This  is  reasonable,  on  the  ground  (hat  the  cargo  is  mainly 

ouite  of  the  vessel  making  the  passage;  but  as  the  s^hip  is  at  least 

'     T     r     '  d  in  its  speedy  dispaicfi,  the  charges  for  steam  towage 

_  iL  to  be  included  horse  trackage  and  pilotage)  are  made 

ily  diiiHiiiio  between  them,     A  further  reason  for  giving  the  larger 

oporiluti  of  the  dues  to  the  cargo^  h  that  the  owners  or  consignees 

"kA  a  Having  of  insurance^  which  is  very  considerable  during  the  winter 

by  ll»e  adoption  of  the  canal   passage;  whereas  the  &hip,  being 

merely  by  its  general  or  annual  policy^  obtains  no  such  direct 

t  advantage.    In  the  case  of  valuable  cargoes  (lin^^ecd  for  instance) 

:  of  infeurancc  alone  is  (^rohably  sutlicient  to  cover  the  whole 

I  incurred  by  the  pat^age  through  the  canal,  ship  and  cargo  together. 

maiiter  of  a  vessel  comes  unprovided  with  cash  to  meet  the 

lot  dues  or  other  charges,  and  requires  to  draw  upon  bin  broker 

•f  emnignee,  it  being  uncertain  what  so.iie  of  those  charges  may  be  before 

>  |iauiiuigc  i%  completed^  the  amount  is  usually  made  ample  to  cover  all 

Bitntiugeuaent  and  frequently  includes  a  sum  in  advance  for  ship's  use, 

»tQCiii»  &c.     Of  course  tlie  whole  amouutof  Kuch  draft  fall.*,  in  the 

incr^  tcj  be  deducted  from  fn  ighl,  bui  i»  by  no  mcaoK  to  be  taken 

\m  tilr  cftti!riori  of  what  the  actual  charges  of  tbe  passagt  ihrungh  tlio 
mmy  have  been.     'I'hese  ougbt  to  be  separately  acijusitd  I'y  liic 
doctioQ  of  details.    [The  tabic  of  the  tonnage  dues  ou  this  and  other 
le  Drill  be  found  in  {>age  36.] 

K 


98 


STEVENS    ON   STOWAGE. 


86  CAMBOGEUM.    EJ.Cos.  ton  SOcwt. 

87  CAMPHINE,  a  popular  name  for  essential  resinoua  oils,  such 
as  the  purified  oil  nr  Jislitled  Bpirrts  of  tuqjcntine.     When  intended  for  a 
burning  iuid  it  is  mixed  with  alcohol  in  varions  prupoTtitms.     Il  readily 
impregnjites  ni&ny  articles  with  its  peculiarly  strong  odonr ;  when  spilled  \ 
in  a  railway  van  scarcely  anything  could  he  placed  in  it  afterwards,  fori 
althoagh  tie  camphine  bad  been  apparently  removed,  yet  on  the  change  1 
of  atmoBphere,  t!ie  offensive  effluvia  was  again  produced.    This  will  shew 
the  great  necessity  for  guarding  against  its  injuiitms  properties  on  board 
«hip;  see  turpentine.    Creosote,  which  is  equally  injurious,  is  an  oxy-i 
bydro-carhuret,  prepared  from  pyroxilic  oil.  " 

88  CAMPHOR  is  produced  by  several  plants,  particularly  Dry-  i 
ohalanops  Camphora^  the  camphor  tree  of  Sumatra  and  Japan.     The  I 
kind  mostly  found  in  commerce  la  derived  from  the  Laurus  Camphor ff^ 
or  camphor  laurel  of  Formosa,  carried  thence  to  Caiiton,  which  supplies^ 
the  markets  of  the  world.     The  camphor  exists  naturally  within  the  tree 
ready  formed  ;  on  splitting  the  wood,  it  is  found  in  musses  12  to  18  incbe»j 
long,  between  the  hark  and  the  stem,  and  in  the  pith.     Every  La  if  net  1 
Camphora  contains  camphor,  wliicb  is  extracted  by  boiling  the  hranrhes,.] 
when  chopped,  in  water.     The  camphor  rises  to  the  surface  and  becomes 
solid  as  the  water  cools:  in  some  instances,  the  boiler  in  which  the 
operation  is  conducted  is  covered  with  an  earthen  dome  lined  with  nee 
straw,  to  which  the  camphor  attaches  itself  as  tt  rises  with  the  steam  wbea 
the  water  boils ;  it  is  afterwards  picked  oflTand  packed.    At  Canton  it  i 
chests,  drums,  and  casks.    It  is  someiimes  packed  in  slight  wooden  ca 
say  3  feet  long  by  18  inches  square,  lined  with  tin,  which,  when  not  n 
soldered,  permit  the  scent  to  escape,  much  to  the  detenoralion  of  cof] 
cinnamon,  cassia,  tea,  rice,  and  other  delicate  articles.     At  some  pi 
camphor  is  packed  in  cases  of  3  cwl,  each,  raiher  1  artier  and  stouter  but  of 
tlie  same  material  as  tea  chests;  papered,  oiled,  and  marked;  the  lead  of  ^ 
the  inner  case  is  stouter.     It  is  rammed  in  hard,  as  much  fresh  water  is 
poured  in  as  it  will  absorb,  and  then  the  lead  is  soldered  on.    One  packagc^l 
in  the  hold  will  spoil  a  whole  t  argo  of  tea,  and  hread  stowed  near  hecomes 
quite  unpalalahle;  it  is  nsnally  stowed  on  deck  each  side  of  the  housej, 
and  on  the  main  hatch ;  sometimes  a  box  or  two  is  placed  on  ihe  tops» 
Camphor  is  frequently  earned  in  poop  cabins;  it  is  often  stipulated  itki 
the  bills  of  lading  "  to  be  carried  in  poop  cabins."    Very  little  com- 
paratively speaking,  goes  to  England,  but  large  quantities  to  America.  I 

FreighL     Bengal,    Madras,   and   Bombay  ton  50  cubic  feet  in  cases. | 
Chines©  eumphor  is  packed  in  boxes,  a  pecul  in  each,  measuring  4  640  fo 
12  of  which  and  1'232  feet  go  to  a  ton  of  50  cubic  feot,     A  case  of  Chii 
camphor,  oontaining  1  |>ecid,  measures  4'Iia  feet,    A  box  weighs  about  I  i 


STEVENS    ON   STOWAGE. 


M 


$^     CAMWOOD  i«  principally  obuined  from  die  vicinity  of  Sierra 
Leone,  and,  being  extremely  dry,  should  not  be  slowed  near  palm  oil, 
I  which  it  will  draw  through  the  casks,  to  its  own  injury. 


■^W     CAXDLES  should  be  stowed  in  a  cold  dry  part  of  the  hold,  and 

[lliA  boxes  carefully  placed  on  their  bottoms,  or  the  candles  will  be  broken, 

Wbrn  packing  for  warm  climates,  paper  ought  to  be  placed  between  eacli 

I  bftr     For  conveyance  coastwise,  they  are  usually  packed  12  dozen 

i  is  a  box;  for  the  nary,  in  boxes  containing  66  \h.  and  1 12  lb  ;  for 

North  American  colonies  50 lb*     Freight:  The  Admiralty  allows 

lOOdixaten  to  the  ton.     In  computing  the  freight  of  boxes  of  candles  at 

Baltimore^  'ZUOtb.  net,  are  considered  equal  to  a  barrel  of  5  cubic  feeL 

9i  For  ibe  home  trade.  Price's  Patent  Composite  are  usually 
pareeiled  in  paper  wrappers,  6  \b.  eachj  and  packed  in  corded  boxes, 
containing  from  one  to  sixteen  dozens  of  pounds,  the  candles  in  the 
patkiges  being  protected  by  a  small  quaniity  of  straw,  where  any  vacant 
qmce  occurs^  and  a  layer  at  the  top.  For  shipments  to  some  of  the  out- 
pcifts»  hogsheads  and  puncheons  are  occasional jy  used,  the  small-sized 
pa|>er  parcels,  and  mode  of  tilling  with  straw,  being  observed,  as  whea 
jiadtang  in  boxes.  For  exportation^  small  cases,  containing  25  to  28 lb, 
each,  are  substituted,  the  candles  being  wrapped  in  6  lb.  parcels.  For 
lh«  Kasi  India  market  they  are  usually  placed  in  single  pound  papers^ 
Ai  being  more  eligible  for  sale  there ;  tljese  cases  do  noi  require  any  straw, 
they  are  made  b>  fit  the  bulk  of  the  packets  as  closely  as  practicable; 
Ijof  llm  West  Indies,  puncheons  and  hogsheads,  as  well  as  small  cases, 
.  To  compete  with  the  packets  which  are  impontd  into  those 
iBiHceta  by  foreign  makers,  and  which  represent  the  English  pound 
.ptcketi,  but  contain  l4osfi.  only  avoirdupois,  the  Company  put  up  their 
IBclmoiit  Sperm  Candles  in  packets  of  two  sizes,  containing  12  and  16  oz. 
E  vtight,  English  avoirdupois,  which  packets  bear  a  label  v  \Hng  iheir 
bt  ajid  contents*  Twenty-6ve  of  these  16  oz.  packets  woui  mck  in 
ftcaie  of  nearly  the  same  cubical  dimensions  as  the  25  tb.  cases  i  .  rred 
lo.  Prick's  candles,  made  expressly  hv  the  export  trade,  require  I'-^Je 
care  for  choice  of  place  for  stowage ;  from  their  hardness  they  are  nut 
a^i4;d  by  increase  o\'  temperature,  when  placed  in  the  upper  tier  of  a 

n  CANELLA  ALBA,  the  inner  bark  of  a  tree  growing  in  the 
I  Wc»t  Indies^  exported  in  casks  and  cas»es,  in  long  pieces,  some  rolled  in 
'  ftttUa  atid  others  flat ;  the  quilled  is  considerably  thicker  than  cinnamon, 
h4  tJic  Hal  nearly  a  quarter  of  an  inch  thick.  The  quilled  is  yellow  both 
iim,  lhit»  flat  tx  yellow  outside  and  pale  brown  witltin. 


100 


STEVEN8    ON    8  row  AGE. 


93  CANEIS  arc  usilally  sliipjied  in  InOin  for  br<*ken  Monago;  the 
bundles  are  of  various  sizes  tvnd  art  fretjut'iitly  imfaUenecl  when  stowing, 
much  to  the  objection  of  the  consignees  on  delivery,  3,000  (16  cwt.)  go 
to  a  ton  at  Bombay. 

Q4  CANTilARIDES  or  Spnnisb  fly,  an  insect  found  on  a  variety 
of  shrubs  in  Spain,  Italy,  France,  &.c  ;  those  used  in  Great  Briluin  are 
imported  partly  from  Sicily,  but  priuci pally  from  Astracan,  packed  in 
casks  and  small  cbes^ts;  ihey  have  a  very  powerful  and  nauseous  scent 
and  should  be  kept  from  the  air. 

95    CANVAS  must  be  kept  free  from  oik,  liquids,  moist  goods,  or 
dampness  of  any  kind,  as  it  is  liable  to  mildew;  salt  water  stains  it  and 
injures  its  appearance.     Sailcloth  should  also  be  kept  oil  from  metals  of 
all  descriptions,  or  iron-bound  packages  and  casks,  which  will  chafe  ii, 
and  tlie  iron  moulds  will  cause  it  to  rot;  see  vermin.     In  slowing  sails'] 
on  hoard  ships  of  war,  Lieut.  Alston  saya  "when  the  sail-room  will  ( 
admit  of  it,  tupnaih  and  cottrses  sbotild  be  stowed  with  liie  bight  doubled  ' 
back  between  the  yard-arms,  which,  when  rousefi  out  lies  in  the  squard  | 
of  the  hatchway  ready  for  whipping  up,  and  all  the  time  and  labour 
usually  lost  in  breaking  out,  when  the  sail  is  stowed  the  whole  Jengtbj 
of  the  sail-room,  is  thus  avoided.     In  hnrbour,  when  yon  stow  the  head] 
sails  in  a  cloth,  if  covers  are  not  used,  gather  up  from  the  foot,  using  the 
after  cloths  of  the  leech  to  form  ilie  skin,  a  little  slack  sail  being  gathered  I 
up  to  cover  the  hanks,  &c.  at  the  head,  and  stopped  close  down,  and  the 
clew  hauled  up  and  equalized  along  the  buom.     At  sea,  get  hold  of  the] 
leech  of  the  sail,  gather  it  on  the  boom,  and  pass  the  gnsket,'* 

Freight.     For  freight  00  pieces  Baltie  Bail -cloth  are  equal  to  two  >  thirds 
of  a  ton  of  clean  hemp.     Bolts.     The  length  of  a  piece  or  bolt  of  British 
Bail-clotli,  as  reijnired  by  law,  ia  3B  yards;  and  breadth  24  inches.     E?«*ryJ 
piece  or  bolt,  21  inrhes  wide,  nhould  contain  at  least  560  double  threads  ( 
yam.     Weight:  Double  threads.  No.  1,  Utbi   2,  41  tb;   3,  mih;  4,  a5lb; 
fi,  32rb,  and  fi,  aOlb.     Single  threads.  No.7,  24lb;   8,  Sltb;   9,  I8lb;  and^ 
No,  10,  15  lb. 

9G  CARDAMOMS  (seed  capsules),  are  usually  in  boxes  weighinj 
lOOlb.  each  ihey  are  convenient  for  stowing,  but  must  not  be  placed  I 
over  soli[ietrc.  Bengal  t»*n  8  cwt.  in  robbius,  60  cubic  feet  in  boxes; 
Madras  ton  8  cwi,  in  robbins,  50  cubic  feel  in  boxes,  lO  cwl.  in  bags; 
Bombay  ton  50  cubic  feet  in  boxes. 


07     CASHEW    NUTS  (anacardium) 
or  brownish  colour,  kidney-  shaped,  somewh 


are  externally  of  a 
convex  on 


greyish 
side  at 


depressed  on  the  other;  the  shell  is  hard,  and  between  it  and  the  kernel  j 
there  is  lodged  a  thick  blackish  inflammable  oil,  very  caui^ttc  iu  frc^sh  uutsJ 


gTFTFtNS    OX     STOAVAGE. 


101 


CASK.^.  ii*  lujisiiug  all  cii^ks,  such  nh  LogBbeads,  puncfieons, 
iiud  bnitR,  vrtntAiiiing  !j[»iriis,  tiil,  or  any  otiitjr  vahiabU-  liquitl,  use 
Jn  or  n>p«  sHn^s  if  possiblt;»  and  not  can-budks.  In  stowing  let  ibem 
^Ctfcfully  bedded  ond  fjnoined,  use  the  slice  in  preferenct?  to  the  crow- 
riliat  ibt?  bung  boles  are  all  up,  bilge  free,  and  beads  clear  I'be 
bed*  Mhimld  ht  ihick  euou*j;b  to  kei-p  the  bilge  dear  when  placed  near 
ill*  bci^d*,  comnaonl)*  called  tbe  quarters,  wbicb  is  ibcir  proper  position, 
ittg  the  strongest  part  of  the  cask.  Let  the  chimes  meet  so  ibat  the 
lie  of  one  cask  shall  not  work  into  the  head  of  the  next.  Sometimes 
«ge  in  the;  lower  tier  cannot  be  discovered  wbcii  tbe  upper  pressure  is 
*ed,  a^  tbc  staves  close  in  again.  Casks  often  leak  for  wan  I  ol  »uflicient 
I  rotind  tlie  beading.  When  placed  in  a  dry  position,  afier  expofure 
I  rmtn  or  ft  damp  atmosphere,  tbe  hoops  are  liable  to  start,  and  the  casks 
rill  require  inspection.  In  some  trades  ihi"  same  casks  are  used  voyage 
ftfler  vuvage,  and  arc  lime  washed  every  time,  iinlil  tbey  are  covered  with 
ft  crtist  %vbich  conceals  the  condition  of  tbe  staves,  hoops,  and  heads; 
rforc  ihipping  these,  masters  should  have  them  scraped  and  surveyed, 
I  avoid  l<faka*;e  and  iruste,  and  prevent  disputes  and  loss  of  freight  at 
Oft  of  di*char;(e,  Bhapy  says  '*  strike  down  tbe  beds  of  casks,  place 
{wbitvwiihb  them;  commence  stowing  in  tlie  afier  bulkbcad  iu  tbe 
» tlir  l&rgi*st  cai^ks  in  the  keelson  ticr^  and  tbc  guitges  on  each  j^ide  to 
i|itnid»  After  cumpleiiiiit  the  tirsl  tier  go  on  with  the  second,  plating 
nging  beds  between  tbe  cai^ks,  and  stowing  bark  wood  in  all  tiie  break- 
ipproacb  the  wings,  let  tbe  size  of  the  casks  dimini&b  ;'* 
.  hanging  beds,  wines,  oils,  &c.  Casks  are  said  to  be 
rvowe4  a^hurion  when  they  are  slowed  ath^vartsbips.  To  up-end  a  lar^e 
Lay  a  CBpst.in  bar  under  tbe  bilge  on  each  side,  span  them  logelher 
tlie  cbimcH  at  each  end  ;  man  the  bars,  and  up  with  it,  sticking  to  it 
ppoMte  *ide  to  prcvtnl  tbe  cask  from  going  over.  Foi  tbe  govern- 
of  frciglu  for  casks,  staves,  headings,  packs,  hoops,  &c.  sec 
Adftilraliy  tables  li  and  Iff,  where  they  are  set  forth  \^Ty  elaborately. 


SiniDBT    CASKS. 

ADIOBALTT    CASKS. 

Uo«tli 

Br««4ai 

CwntMiU 

Length 

Ditro. 

C«ol«iii 

A.    iB. 

ft.  In. 

lol. 

in. 

in. 

f*l. 

srjsr:: 

4  10 

2  10 

119,110 

Leiiger   ..,, 

59 

88 

16.4 

B    1 

2    ff 

m,  m 

Btttt    

63 

Bit 

110 

sar- 

4    2 

2  11 

108, 1 U 

PancheoA  .. 

ill 

30 

72 

8    9 

2    4 

64,    6<!» 

llof^«ihnMl  ,, 

87 

28 

64 

ll«wkirip« 

»    fi 

2  a 

90,   96 

Barrel     .... 

814 

24t 

Be 

iMA^rfiip^ 

9    5 
4    4 

2    1 
2  10 

46,   48 
114,118     ! 

Uftlf  hhd. . . 
Kiiaerldzi  .. 

2S 

25 

22* 
191 

27 
18 

Jk^^.. 

8    4 

2    4 

67,   69     1 

Firkin    .,,. 

22 

17 

12 

lnap»eJ.. 

— 

a    6 

8   n 

do,  99 

103 


STEVENS    ON    STOWAGE. 


90     To  calculate  the  capacittf  of  a  cask ;  Mullijily  half  ihe     [CA8 
sum  of  ilie  areas  of  lire  hvn  interior  circles,  viz.  al  llie  head  and  bun<^,  by  iliQ 
interior  length,  for  the  contents  in  cubic  inches  j  which,  divided  by  277*27,1 
t!ie  nuviiber  nJ' cubic  inches  in  a  gallon,  rednces  tlie  result  to  tljat  measure*! 
Supposiiig  that  the  cat^ks  at  your  disposal  ineiisured  21  inches  in  diameter 
at  the  bnng»  16inc]ies  at  the  head^  and  28  inche&»  iu  length ;  ibeo  346*'! 
and  201  I  would  be  the  respective  areas,  and  iheir  half-sum — 547*5^ 
mulli plied  by  28,  ajid  divided  bv  277 "27,  would  ^ve  27*65  gallons  far 
the  conteius,  which  is  the  capacity  of  a  bcef-lmrreh     The  bulk  of  a  barrell 
(for  freight)  is  taken  as  5  cubic  feet,  &  barrels  being  40  cubic  feet  or  on^ 
ton  bulb;  the  general  mle  for  finding  the  content  for  stowage  of  a  cask  i 
to  multiply  the  bilge  diameter  by  itself,  and  the  product  by  ibe  len^^th ; 
from  the  result  subtract  one-ilth  of  itself;  ihe  remaiuder  is  the  content 
of  the  cask. 

100  CASSIA  is  made  np  in  cases  4  feet  long  by  18  inches  and  1^ 
inches,  and  is  extremely  lights  so  much  so  as  to  cause  very  liule  immer-' 
sion  of  a  ship  when  fully  laden  with  it.  In  China,  granite  is  available 
and  xvell  adapted  for  ballast,  when  bound  lo  Singapore;  worked  graiiile 
for  windijw  cills,  dour  steps.  Sac,  may  be  found  protitable.  Cassia  from 
Malabar  is  thicker  and  darker  ihaii  that  of  China,  and  more  subject  ta 
foul  packing;  each  bmidlc  should,  if  pc^ssible,  be  inspected  separaielyi^ 
Cassia^  with  other  drugs,  is  usually  skipped  Jor  England  in  vvhat  arel 
termed  drug  shijjs. 

Tonnage.     Bengal,  Madiiis,  and  Bombay  toa  50  cubic  feet.     At  Calou 
a  ton  in  casus  weighs  al^oiit  b  ewt,  and  measures  00  cubic  feet;  when  tinkeii 
at  10  cwt,  whit:h  is  aoaietirixes  done,  the  rate  of  freight  should  be  increased  ia 
proportion ;  Singapore  should  he  taken  at  50  eiihic  feet.     IJoxes  of  ChineseJ 
containing  a  pecul,  measure  ini4ti  feet,  of  which  4  atitl  0"4"3:;i  feet  make  a  ta 
oF  60  cubic  lout;  or  7  containing  half  a  pecul  (i"l>50  each,  and  1.15  feet; 
7  bo3ces  coDtaitiiog  a  pecnl  of  cassia  huds,  measuring  6^00  each,  with  4j  f« 
A  case  of  cassia  buds,  containing  one  pecul,  measures  4'0b6  feet.     A  ohest  { 
eassia  usnally  weighs  60 lb. 

101  CATECHU,  or  terra  jnponica,  signilies  in  Japanese  the  juic 
of  a  tree*     It  is  an  extract  from  the  Acacia  Catechu,  ike.  an  astringent 
substance  of  tan  and  extractive  matter,  imported  chiefly  from  Bengal  an^ 
Bombay  ;  it^  jirincijial  use  is  in  medicine.     At  Singapore,  terra  japonicl 
or  gambier  is  of  a  blick)  character,  and  should  be  kepi  utV  sago,  cotlee 
and  all  kinds  of  spices.     Another  uulhoriiy  says,  ciitch  or  terra  japonic! 
should  be  stowed  below  every  article  liable  to  damage  from  its  aolubU 
properties,  and  when  practicable,  it  should  be  kept  before  the  fore  hatcb 
way.     Heat  will  sometimes  make  it  adhere  so  closely  to  ihe  hold  ibil 
the  labour  of  discharging  will  cost  as  much  as  ihe  freight  obtained.    A  rui^ 


STEVENS    ON    STOWAGE. 


109 


nmt  belwefn  every  bale,  may  prevent  them  frora  stickins^     [CATECHU 

lo^lber.     hi  the  East  Iodte«,  h  in  frequently  shipped  as  dunnage,  which 

^oogtit  to  be  expressed  on  the  bill  of  lading;  it  should  not  be  used  ex- 

Jutiirelj  for  that  purpose,  for  if  too  little  dunnage  is  laid  on,  the  catchy 

I  pn*8sed  by  the  weight  of  the  cargo,  will  swell  down  between,  and 

til  the  passage  of  water.     It  is  sometimes  packed  in  raltan  baskets^ 

halting  about  I  cwt.  each*     At  Singapore,  it  is  packed  in  bales  of  about 

IcwL  cach^  covered  with  gunny  hags  and  mats.    In  Bengal  catechu  is 

btpp«(l  principally  during  the  north-east  monsoon  ;  see  gambier.    Bengal 

Madras  ton  17cvl  in  unscrewed  bags,  Bombay  ton  16cwt*  in  un- 

ewed  bags* 

102     CATTLE  require  in  the  bold  a  level  footing  of  ballast;  their 

\  aiiauld  be  well  secured  to  the  sides  by  head  ropes  and  t\u^  bolts. 

e  boxes,  or  good  wide  canvas  belly-bands,  should  be  used  for  land- 

Bg^  f«pecially  in  stormy  weather;  see  horses,  and  passenger  sbips^  in 

whieh  there  are  some  AdmiraUy  re^^ulations  regiirding  the  conveyance  of 

SoimJilf.    Baron  Aloerson  decided,  January  13, 1S5*5,  in  the  Exchequer 

^oitrt,  Oiasox  tr*  STt^RGE,  that  freight  is  payable  only  on  those  animals 

Dgitt  alive. 

109     CEMENT  in  sacks  occapies  about  the  same  space,  and  is  of 

'll*^  tsme  weight  as  coal  in  bul^ ;  in  casks  60  ton  lo  100  ton  of  coal, 

^  "5  are  sent  from  London,  in  ships  averaging  100  ion  each,  to 

•ifgt  where  charterers  require  d«innage  six  inches  iliick  in  the 

and  nine  in  the  bilges.     Port  charges  for  a  ship  of  100  ton : — 

i  flBlie  And  double  decrme  ^  ton  ;  entr>'  2  francs ;  clearance  50f-entimes  ; 

(once  yearly)   I  franc  50  centimes;   bridgenien  at  the  basin 

^francs;  pilotage  is  not  compulsory  under  80  ton;  steamers  pay  half 

IM    CEIXON   STONES  are  packed  in  small  boxes  which  are 
beary;  being  valuable  they  should  be  slowed  in  a  place  of  safety, 
'i»  aa  nat  lo  Ccmpt  the  crew.     20  cwt.  go  to  a  ton  at  Bombay. 

IM     CHALK  «(bipped  in  I8t»2  at  Greenliithe  for  delivery  in  the 

{Nonli  «*f  England  at  If  9// jp' ton,  has  been  accepted  ai  Newcantlf  for 

litsitieal  porpoie^  at  l«  ^  ton  otdy  because  it  was  aHe<4ed  to  be  "  small  " 

r«ii«Dly'*hiilf  chalk  "and  '<half  cJbles,"    Specific  gravity  1870  to  2-657, 

106     CHARCOAL.    Animal  Charcoal,  Bone  Black,  or  Ivory  Blacky 

llith*  product  of  the  dtitintclivc  distillation  of  bone^  and  is  chiefly  em- 

1  ib^td  for  refiring  raw  sugars;  it  is  in  coarse  grains  about  the  size  of  peas; 

Utoe  in  im%  £  la  to  £  15  <^  ton*    When  new»  if  dry,  a  cubic  foot  wi igha 


104 


STEVENS    ON    STOWAGE, 


46|tb;  a  cubic  foot  of  Newcastle  coal  averages  78th.     [GHARCOAIf 
Welsli  86tt>,    Wljcn  the  power  of  charcoal  for  refining  sugar  is  exhausted, 
it  is  termed  spent  charcoal  or  spent  black,  and  is  largely  employed  by 
the  manufacturers  of  artificial  manures.     Its  epecific  ^avliy  is  greater  ] 
than  that  of  the  new  charcoal — a  cubic  foot  of  it  weighings  67  lb.     It  is 
generally  packed  in  hogtsheads.    The  new  black  more  commonly  in  h&^9 
of  I  cwt.  to  1|  cwt*  each.    Charcoal  Dnst  produced  in  the  mauufaeture  of 
the  new  black  is  iu  tine  powder  j  it  is  alsu  used  by  the  manure  nianu-J 
faciurers;  a  cubic  foot  of  it  weighs,  of  old  62  [b.  of  new  48  lb.    While  dry.  j 
Tieiiher  the  new  nor  ihe  spent  black  is  considered  injurious  to  other  goodi, 
but  the  black  may  draw  moisture  from  the  bilge  water  if  stowed  ^ear,  or 
from  contiguous  moist  goods.     Freight  is  charged  on  gross  weight.     Care  j 
should  be  taken  to  prevent  animal  charcoal  from  chokirig  the  pumps;  itj 
will  readily  absorb  20  p- cent,  of  its  own  weight*  and  soon  cause  a  8bt| 
to  founder.    When  wet,  bone  ash  creates  eonsidemble  heal  and  steam,  anti 
in  this  condition  has  damaged  bales  of  hair  from  Uioliraude  t<<  LiverpooL 
Avoid  ihe  sJiipunnt  of  wood  or  peal  charcoal  rcccnily  made,  as  it  is] 
liable  to  spontaneous  combustion,  simply  from  access  of  the  attnospherej 
in  a  warm  moist  locality,  without  the  admixture  of  oil  or  other  liquids. 

107     Ai  Monte  Video  charcoal  or  bone  ash  is  manufiUHured  on  a  hill 
in  Kight  of  the  harbour;  it  is  as  heavy  as  sand,  and  a  full  lading  of  it 
cannot  he  conveyed.    The  Hire  and  aft  schooner  •'/««  and  Susan^  of  Ncn 
York,  CapL  Peaksox,  loaded  ih<re  in  January,  1862,     She  registeral 
about  320  ion  American,  or  340  l^mi^liab,  aud  took  in  rather  more  tbanj 
320  ton  goods,  vizi    160  ton   hone  ash,    1 10  ton  bones,  and   50  ton  of 
the  piih  extracted  fn^m  the  inside  of  bullocks'  bonis.     The  br»ne8  con- 
sisted of  horses' legs,  bullocks'  shins,  and  the  bones  of  various  auimals,| 
including  dogs.     Willi  these  a  platform  was  laid  on  the  ceiling  Ifi  to  2C 
inches,  say  as  higli  as  the  keelson,  and  a  compact  wall  3  fuel  ihick,  built] 
against  llie  sides»  so  that  the  bone  ash  was  completely  duunaged  froml 
the  skin  o\^  the  bold,  to  avoid  injury  from  leakage.     All  the  anieles  werel 
Slowed  in  bulk.     Freight  was  reckoned  at  22  cwt.  40113.  io  the  ton^  aUj 
round — a  rate  much  against  tbe  ship  for  the  bones  and  pilh.     With  tliisi 
cargo  she  drew  1 1  feet  tWward  and  1 2  aft,  and  was  in  good  Irim  for  sailing] 
— rather  liglit*    Willi  380  t<ni  of  Cardiircoal  her  irim  was  12^  feet  forward) 
and  13  aft.     With  13,U0i)  bushels  of  wheat,  j>hi|>ped  at  Xew  York  in  the  I 
main  hold,  she  drew  i  I  feet  8  in.  forward  and  12  feel 9  in.  aft;  the  ends  were] 
left  open.     Tbe  seams  in  her  ceiling  and  skin  were  tightly  closed  between  ' 
the  planks,  with  yelhnv  pine  wedges,  3  iiu  wide,  instead  of  being  caulked 
with  oakum,  which  gels  wet  and  rots.    The  limber  boards  continued  loose. 

In  Prunsta  a  faas  of  charcoal  is  fj9  srallonff,  in  Aitsfrm  and  llt4n^arf\ 
a sahm=6*70y  bushels,  at  Vienna  a  stubicb  =  3*384  bushels;  an  Auislrian\ 
stcre  of  wood  charcoal  141  kilo8  =  3l0ib;  peat  ditto  300ki!os  =  66(i!ti. 


STEVENS    OS   STOWAGE. 


lOd 


lis    C?HARTER   PARTV.    There  are  no  fixed  forms  for  charter 

^f9;  those  recommended  by  the  Report  o(  the  Council  on  Freights 

(gmin^^c.)  will  W  found  in  full  at  the  close  of  the  article  grain.     Under 

gmQo«  Dninge!i,p)lchards,&£.the  forms  used  for  those  articles  are  attached ; 

1^  fur  bnikcti  stowage,  see  timber.    Generally  the  inairument  she^s  the  reg- 

^■Isl^r  lofinajie.  and  seta   forth  the  terms  upon  which  the  otrner  or  master 

^■^ti|nii^%  '  tnd  tlie  freijL^hierorchartfrer  lakes  her.    When  at  home, 

Hil  w  iwiii  1  by  the  owner  and  the  charlerer ;  abroad,  by  the  master 

K  and  the  charterer's  agent.     The  master's  signature  at  home  is  equally 

'  UBdiiig,  if  acting  under  his  owner's  instructions.     If  a  master  signs  con- 

Inijto  the  instritctions  of  his  owner  be  is  bound  by  the  charter,  but  the 

nuater  it  liable  for  any  loss  accruing.     It  may  be  on  plaiu  paper,  slumped 

afcetwards.     The  owner  pays  the  cost  of  stamping,  wbieb  the  broker  is 

iMfiBtl  Id  have  done  within  fourteen  days,  unless  directed  by  both  prin- 

r  eipals  not  to  do  no.     Tlie  certified  copies  or  duplicates  of  charter  parlies 

Igiittn  l4>  iii(*rchaD(g  and  masters  must  be  all  stamped. — 13  and  14  Vic, 

d7*     On  the  mnrjj^in  of  unstamped  copies  it  is  usual  to  write  *'cer- 

irue  copy  nf  the  original  stamped  charter  party  in  our  possession," 

l)i]  th«  ship  not  be  ready  by   the  appointed  ltme«  or  should   the 

trtr  not  be  ready  with  the  freight,  an  action  for  damages  may  be 

oght  by  ibe  injured  party  ;  sec  deniurraj^e. 

K»9     When  chartered  fiir  a  lamp  sum,  the  draft  of  water  should  be 

lloiil^ ;  §4:»metiini'H  brokei-s  insert  a  clause  that  coal  is  not  to  he  considered 

m  dea^l-weight^  in  order  to  fill   up  in  case  of  other  goods  falling  short, 

maki?  np  the  chartered  freight.     The  master  will  only  take  as  much  as 

llii  fbip  can  convt-'nit-nlly  carry,  allhungh  the  eh  a  iter  party  may  say  a  full 

iiitl  cotoplete  cargo.     Some  merchants,  to  protect  theroselFes  when  cliar- 

irrifig  a  **  full  cargo/'  insert  the  words  "warranted  register  ions  or 

[itM>QU«**   thereabouts  meaning  fractional  parts  only.     Otherwise  a 

I  mmy  he  described  as  250  ton  register  or  thereabouts,  and  prove  of  300 

DQy  and  thus  carry  loO  or  200  ton  more  than  the  merchant  has  cargo  to 

^acd  yrt  hf.  is  bound  to  j>ravide  the  extra  f|uantiiy  or  suffer  the  loss. 

|i!03itom  of  the  pori  will  often  regulate  the  reception  and  discharge. 

Rajl  Coast  of  Kngland  extends  geograpliieally  from  Dungeness  to 

pcaiille,  but  fiir  chttrtering,  the  liver  Thames  is  by  usage  the  boundary ; 

lirirb  and  Dover  are  thus  c<mjtidered  in  the  English  Channel.     Co- 

16  bonieiiines  named  as  a  Baltic  portj  strictly  speaking,  it  is 

tifVltiii  a  '*  |K>rt  iu  the  Soinitl." 

1 10     Whrn  a  elmrlerer  becomes  bankrupt^  and  his  assiKnees  will  not 

'mf  whether  they  will  continue  the  charter  or  throw  it  up,  it  has  been 

rvmmmiindi'ci  to  call  on  ihem,  in  writing,  to  make  iheir  election,  and  g.ve 

llkm  nil  lice  that  unices  they  elect  within  ten  days,  the  owner,  reserving 

iaf  tight  of  action,  will  consider  the  conti act  at  an  eud. 

o 


m 

106  STEVENS    ON    STOWAGE.  ^^H 

ni    Dead  Freight     Common  Pleas,  July  2,    [CHARTER  PARTY 
1851,  NicQOL  V.  Ellis;  the  Balgomne  was  chartered  to  load  a  cargo  ofdmla 
nitrate  of  fioda,  giiatio,  or  copper  ore,  &e.  **  not  exceeding  ooe-tliird  moi*e  thafl 
her  register  toonage,  ajnT  this  ia  intended  lo  protect  shipa  from  being  over*] 
loaded,  and  does  not  oblige  the  charterer  lo  Bbip  the  full  amount.      U 
enough  if  he  put  on  board  so  much  cargo  as  tbo  ship  eiin  aonveuiently  carry  J 
but  if  more  inigbt  bnve  been  properly  sbipped  than  wbal  wns  put  on  board/ 
tbe  sliipowner  is  entitled  to  a  verdict  for  desd -freight.     The  measurement  < 
the  Bbip  being  370  ton,  o.wi,  and  M^  n.m,  one-lbird  more  addfd  to  berold 
measurement  would  equal  506  ton  Ocwt,  and  there  were  shipped  of  coppeR 
ore  only  453  ton  4ewt,  leaving  a  ditference  of  52  ton  2  cwt»  which  it  waa  con-^ 
tended  could  hare  been  shipped;  freight  and  primage  thereon  wonhl  hav© 
amounted  to  J^240  iU  Cul,    Jury  gavg  .£150  damages  ;  see  Brevet^  article  goano 

112  Sydney  General  Cargo.    In  the  case  of  Pus?  v.  Dourb,  tried 
Liverpool,  in  August*  1803,  there  was  a  el  aim  of  £210  12#,  balance  of  freights 
alleged  to  be  due  on  a  eh urter  party*     Plaintiff  Btated  that  be  contracted 
carrj  1,000  ton  general  cargo  '*  weight  and  measurement,"  for  a  lump  aum  ( 
-^1,'j50,  less  three  months'  interest  on  ^61,3.50  B*  paid  the  master  in  LiverpoolJ 
Tbe  charterer  stowed  f>t21too  10  cwt.  weight  goods  and  330  ton  measurement, 
making  in  all  855  ton,  but  there  waa  space  left  capable  of  holding  100  toa] 
measurement.    There  should  have  been  one- third  weiiybt  goods  and  two-thirdd| 
measurement.     At  Antwerp  she  had  taken  1,0:^2  ton,  and  Liverpool  surveyor 
wouhl  slate  that  she  could  take  1,000  ton  ;  she  registered  544  ton.     Befeudanll 
stated  that  h  Sydney  cargo  was  invariably  two  thirds  nii^asurement  and  on«-^ 
third  weight.    The  Jury  decided  that  the  ship  was  capable  of  carrying  1,000 
ton  of  ordinary  cargo  or  850  ton  of  Sydney  cargo,  but  defendant  waa  entitled 
lo  a  deduction  of  31*  <^  ton  on  tbe  ditference  between  800  ton  and  I,0fl0loo 
amounting  to  1*224  15#,  which  being  more  than  the  amount  churned,  leavf 
waa  given  lo  move  in  tbe  Court  of  Error.     [4  his  decision  waa  received  wit 
some  surprise  by  the  mercantile  coiumunity,] 

1 1 3  Coke.    A  vessel  was  chnrtcied  to  load  in  tbe  Tyne,  (September,  1 863)1 
for  a  Metliterranean  port,  a  general  ciirgo  to  consist  of,  say  1 00  ton  of  iron 
goods  and  tbe  remainder  other  merchaudi/e,  at  a  lump  sum  of  £ij'i^  and  ^*1D  \ 
gratuity.     Sliip  guaranteed  to  carry  eipial  to  23  keel,  dead  weiglit.     Tbe  vessel  1 
was  laden,  per  bills  of  lading,  as  follows : — 

ton  c.  qr. 

Anchors  and  cluuna  * S3  13  2 

IronrAilfl 54  19  8 

Fire  cUy,  in  fctOk &4  0  0 

Cuks,  (3a)  Di&gnesiuKi  lodA,  alkali,  and  oth^rii  .  ^  n 

Hghtgoodft ...J  3  10  B 

Fire  briclw 72  10  0 

Coke,  15  keel  (11  ton  ^  keel)      105  0  0 

Total     413      14      0 

Thus  stiowiDg  an  apparent  deficiency  of  73  ton  18  cwt,  as  487  ton  ISowt.] 
(38  keel)  was  the  weight  tbe  ship  was  guaranteed  to  carry.    The  merchant] 


STOWAGE, 


107 


to  mak«  t  dedaction  from  the  freight  for  [CHARTER  PARTY 
ySlou  18c«t,  but  his  claim  was  not  considered  equitable,  because  the  coke 
n#  (15  ked  or  165  too)  occupied  a  space  equal  to  12  ked  of  coal,  or  254  ton 
i cwi,  •bowing  a  difference  in  faror  of  the  veseel  of  m  ton  8  cwt  By  the  latter 
'oo  Ui«  Tesael  took  15^  ton  more  than  the  quantity  guaranteed* 

lU    Fm&cH  Charter  Party.    Eatre  lea  Mms-ugn^i  C&pitAme  da  tiavire 

iim^lfami  mt  dowune       toaueftox       actaelLement        Fr^tenr  d'oue  part ;  et        BSt^ima^ 

An.  1  Le  Viihewt  ft'olilife  4  ae  mettre  k  la  dispOBitioa  dee  Affretenrs  le  snsdit  n&vire, 
tfafli  llandic,  gre^  cxinipe,  et  ariijiillef  en  on  mot,  eu  pitriaii  et«t  de  nnvigabilit4:%  et  4  le 
imirv  4  pour  iceeroLr  dans  le  t«mpi  ci-aprt^s  atipolef  ud  plbm  et  eutier  ckargement 

4§       MB*  egvd  a  la  jaoge.  pour  la  d««ULfiatioa  de 

All.  S    Le  nafire  recerrK  ■on  chargement  dea  aflMteoni  on  de  leor  agent. 

Aft*  S  ha  eapitaiae  prendra  contptc  du  nombre  et  da  poids  dea  mamhandiftee  am- 
1lir^«yiit^  alln  d«  ngner  »em  connaiiaeinentiit  eoDform<?ment. 

4H.  4  L«  navire  claargi^f  le  capilaine  a'engagv,  apres  aroir  ngno  aw  eomudsaementa 
el  f*f u  leatM  act  nspeditioni,  k  pAillr  au  premier  tempa  favorable,  poor  le  liea  de  aa 
Atil^aattaiD.  Ob,  aprci  amvee  et  parlaite  livraisoti  de  son  ohargement  an  portenr  deii  con- 
W^mumttmtB^  ii  lui  acra  poj^  poor  frvt,  comptuit  et  en  eap^oes,  la  Bomme  de 

Alt.  S     En  C4JI  de  remorqaa^e  lea  a£QrtteurB  n'y  contribaeront. 

An,  6    n  c*l  arcofttc        joara  oorrablea  et  reverKiblen  poor  charger  et  decharger. 

Aft.  7  he»  iourn  do  plaiiebe  ci-deaena  fixcen,  etant  expircst  il  lera  payti  an  capitaine 
pomr  cltiK{ne  ]oitr  dc  retard,  ioit  poor  ehargio-  on  dechargeTi  la  somme  de  Cdcquaktb 
Casffxna*,  par  tunneun  de  |ange. 

Alt.  d  hks  marrhandieea  aeiont  ainen^eg  sona  palani  oa  jeit'es  sons  le  pont  de  navire, 
il  ftvvM*  d«  raeme,  par  le  capUaiaef  aas  trai»  et  riaqaea  den  afire teoi^  on  dt^  (^ousignatairea. 

AjiL9  Tons  lea  fraia  et  droiU  relatifi»  a  la  cargouon  aeront  aupportc's  par  Ica 
tftelaitn  oajca  comignatairea,  et  c&hjl  concc^mant  le  narirei  par  le  capiitune. 

Aft.  10    £a  caa  d  aTariea  grataes,  eUes  acrout  regltei  aoirani  lee  nsagea. 

l^evr  iexccolioii  dca  insdiiee  elaases  et  »)ndttioiia  d'affiretement,  les  parHei  con* 
I  oagiigent  matnaUaiaeiit  le  moataat  da  fret. 

Cte|  iiaof  cent,  de  ooaxmiiBioii  lora  payc  par  le  capttaiae  aox  afl3r«teara  anr  le  moat&nt 
lioafHi* 

Fall  ei  aigne  cpr^  lecture,  par  lea  partiea  ou  par  Ic  coortier  sasdit,  vera  qtii  la 
pmati  ckattu  portie  demeaza  di^ie  k  titre  do  minute,  poor  ea  delirrer  expcditioa  k 

Mgrnd  pat  le  dii  Signipmr  U  dit 

Trmcdm  Timoin 

116    CIIASSUM.    Bombay  ton  10  cwt. 

ll(i     CHKR8E,     Dutch  is  frequently  injured  through  insufficient 
ring;  it  should  not  be  stowed  more  than  two  deep,  on  suiiahle  plat- 
i;  ilups  not  filled  fur  ita  stowage  in  bulk  should  be  provided  vviih  a 
LTorm  for  die  ground  tier.     Dutch  cheese  is  usually  freighted  by  the 
liaip,  with  otlicr  goods;  freighting  by  the  lump  secures  to  the  cliarterer 
t  oppoftiinily  of  having  the  cheese  well  ventilated.     A  ship  will  not 
f  htr  regiater  lonuage  of  Dutch  cbeeae.    One  thousand  ( I ,UiHl)  weigh 
iSScvt.     For  a  long  voyage  they  should  be  packed  in  cases  with 
Olft  between.     Edam  cheese,  which  is  Bmall  (about  ^^tb*  each) ^ 
I  aU  the  yeaa-  round,  and  la  ufiuaiiy  exported  from  AmaLerdam 


108 


STRVENS    ON    &iTO\VAGE. 


to  the  Mediterranean ;  larger  cheese  are  sent  to  Havre,  the     [CHEESE 

Bay  of  Biscay,  anil  other  near  ports*     Small  Cheddar,  from  9  (ai  12  lb, 
are  careftilly  packed  in  eases,  suy  in  sixes;  if  possihle  each  should  be  j 
also  cuvereti  with  some  suhstance  to  protecl  it  from  raia*    When  packed 
in  tin  or  zinc  and  the  fthip  is  some  lime  in  tht;  tropics,  reniientaliou  will . 
burst  the  solder,  and  the  coulents  will  become  oily  and  liquid.     Cbeeael 
stowed  in  oais  will  be  ahu  ilarly  aHecled.    ll  is  sometimes  enclosed  in  skins^  i 
or  in  timed  canvas.     AH  kinds  should  he  kepi  ofl'  from  damp  goods  orj 
vapour  goods*    American  che«ae  is  very  litible  to  become  healed  ihrougli 
improper  stowage.     Cheese^  especially  if  new,  requires  frequent  luming I 
when  conveying  from  New  Zealand  to  Sydney,   Tonnage,  &C. — 20  cwt.  go  I 
to  a  ton.     A  clove  or  half-stone  of  cheese  or  butter  8tt>)  a  stone  16tb,J 
SuiTolk  wey  32  cloves  or  256  \h,  Sussex  42  cloves  or  336  tb, 

117  CHERANG,  a  lack  varnish  ;  Bombay  ton  20  cwt, 

118  CHICORY,  the  Chichorrium  Jntyhus^  of  Linnaeus,  an  endiv 
that  grows  wild  on  the  calcareous  soils  of  the  north  and  the  south  of 
England,  and   in  most  parts  of  Europe;   qnanlilies  are  produced  in  J 
Holland  and  Belgium  and  are  shipped  at  Bruges  and  Harlingen;  thel 
han'csi  there  is  in  October,  hut  shipmenis  take  plac^  all  the  year  round. 
Before  chartering,  a  master  should  ascertiiin  the  kind  offered.     Chicory  I 
may  he  divided  into  four  kinds,  crude^  kUu-drifd^  roasfed^  and  tjnfund^ 

Crude  chicory,  viz,  the  gj'een  rot>ts  which  are  about  tlie  size  of 
parsnips,  ia  seldom  put  on  hoard  ship ;  the  roots  are  cut  up  for  the  kiln, 
after  passing  through  wliich  tbey  are  culled  raw  or  kiln-dried*  They  are 
then  roasted  in  the  same  manner  as  the  berries  of  coflee,  and  afterwards 
broken  into  nibs  or  pieces  about  the  size  of  coffee  berries,  so  as  to  bej 
ground  in  the  mill  with  cofTee,  or  ground  lo  powder  fur  mixture  with  and 
as  a  substitute  for  coflTee. 

Kilndried  chicory  is  mostly  stowed  in  the  hold  in  bulk  ;  wlien  packed^ 
it  is  iu  hags,  A  Goole  vessel  of  60  ton  register  stowed  06  ton  of  kiln- 
dried  roots  at  Bruges*  A  sack  containing  four  bushels  will  weigh  1  cwt,  j 
which  gives  28  tb,  to  the  bushel.  During  the  passage  at  sen  it  usually  j 
gains  in  weight.  Kiln-dried  chicory  soon  becomes  mouldy  by  dampness  ;J 
it  ia  not  considered  liable  to  danaage  other  goods. 

RaasUd  and  ground  chicory  for  exportation,  is  packed  in  tins  from 
28tb.  @  56Ib,  each,  soldered  to  prevent  the  contents  from  becoming  hajrd ; 
these  are  enchjfced  in  cases  of  frum  1  g  2  cwt.  eacli,  and  in  casks  of  4  ® 
7  cwt*    Chicory  nibs  weigh  lighter  than  co iTee  benies,  but  ground  chicory  | 
or  "powder  **  as  it  is  called,  weighs  heavier  than  ground  coffee,  viz,  38 tb,  | 
III  the  bushel,  coflee  being  '3C>\tr.     A  flour  barrel  is  estimated  lo  hold' 
168  ttj.  of  chicory  powder  and  1 06 tb.  uf  American  flour.    When  roasted, 
chicory  is  less  linble  to  injury^  but  it  has  a  tendency  to  toughness. 


109 


GermanSt  aft4ir  grinding  llieir  roasted  chicory,  damp  it  and  [CEIGORY 
mould  It  Into  blocks;  the  English  pack  it  dry^  but  it  often  becomes  hard 
Jyr  exposure* 

WSIOHT  OF  A  BirSHEL, 


Chicoky. 
Btm  or  gro<m  rgcrla  *• 
lQli]-dn«d i, 


My 


Kiiw  or  green  berriet 514 

Rottsled      .., 32i 

Groond    .......*....     SAy    30 


1 19  CHINA  ROOT,  a  species  of  Smilax,  which  grows  in  the  West 
^ndics  Htid  China.  Bengal  and  Madras  ton  II  cwt,  in  ba;Ts,  or  50  cubic 
|k<t  ID  boxes;  Bombay  60  cubic  ^eel  in  boxes.    Chinti  12  peciils  in  bags. 

J20     CHTNSE.     To  chinse  or  cbinclj,  is  Lo  caulk  j^lightly,  wiili  a 

I  or  chisel*  those  seams  or  openings  which  will  not  bear  the  force 

for  caulking  more  securely;  see  lialches,  in  ihe  ariiclc  male. 

121     CHIRETTA,  a  bitter  plant.   Bengal  and  Madras  ton  50  cub.  ft, 

I2t^    CHLORIDE  OF   LIME,  or  bleaching  powder,  is  soluble  in 

f,  and  liable  to  decomposition  through  heal  and  moisture.  An  the 
levuUed  from  it  corrodes  metals  rapidly,  and  lias  an  energetic  action 
I  ftll  vegetable  substances,  the  greatest  care  is  necessary  when  stowing 
llll  A  miscellaneous  cargo,  for  a  long  voyage,  that  it  be  properly  packed, 
tV  preferably  in  stone  jars,  but  at  least  not  in  dry  but  in  clui^e  tight  casks. 
I>c(l  with  wooden  hoops;  it  is  however  slated  thttl  the  vapour  of 
I  _  ..  .  is  nearly  us  destructive  as  actual  contact  with  the  article  itself, 
su  Uiac  the  most  careful  stowage  cannot  be  relied  on  as  a  preventative; 
ie«  bleaching  powder  and  dangerous  good^, 

183     CHOCOLATE,  a  kind  of  cake  or  bard  paste  nnid*»  of  the  pulp 

of  the  cocoa  or  chocolate  seed,  gently  tvashed  and  mixed  witli  sugar,  cloves, 

rciiatiamon,  and  other  spices.    Chocolate  is  exported  from  France,  Sonso- 

t^  and  Peru*   The  Admiralty  rale  is  1 6 hal f4iogsheadiJ  or  26 small  casks 

lorn  lOEU     Admiralty  balf-hogshead  is  lOHlb.  net,  and  Bmall  cask  55 tb. 

1^  CIDER  for  warm  latitudes  is  best  in  small  packages;  see  ale, 
ea^i,  lif]uids^  &c  ;  for  exportation  it  is  said  thai  cider  should  be  at  least 
Iwdro  months  old  or  it  will  be  very  liable  to  burst;  spccitic  gravity  1^018, 

ipe  contains  100  (^  1 18 gallons. 

12$     CINDERS,     16 chaldron  weigh  10  ton,  and  occupy  a  space  of 
i  cubic  feci  or  1  keel. 

IM  CINNABAR,  a  red  ore  or  mineral  substance,  from  which  mer- 
eurv  U  rhwiy  obl&tned ;  sp.  grav.  54 19  (5  10' 1265.    E.LCos.  ton  Iti  cwu 


STEVENS    ON    STOWAGE. 


VZ7     CINNAMON,  the  dried  imder  baric  of  tbe  branches  ofa  speeief  1 

of  laurel  trte.  Tl*e  bark  is  stripped  from  tbe  beginning  of  May  lo  the  i 
of  October.  Tt  is  bbipped  cbielly  at  Ceylon,  and  most  frequently  during 
the  south-west  monsoons,  but  espcrially  in  September  and  October.  A 
small  quantity  only  ia  exported  from  Java,  whence  it  is  sbipped  all  ibe 
year  round.  Tfio^e  who  taste  and  chew  it^  to  examine  tbe  quality^  can 
seldom  perform  the  disagreeable  duly  for  more  tban  two  days  at  a  lime^ 
as  it  deprives  ilie  tongue  and  lips  of  all  moisture*  When  cat  into  small 
pieces  ikey  curl  up,  and  tbe  smaller  are  clipped  inside  tbe  larger.  Tbe 
bandies  are  very  light  and  are  usuiilly  placed  on  tbe  lop  of  tbe  cargo j  and 
sometimes  ibe  interstices  are  filled  with  black  pepper,  to  prevent  ibe  fla- 
vour from  evaporating.  Al  Ceylon  and  Singajjore  it  is  packed  in  bales 
or  bags  of  60ltx  (^  KMJttu  eacb,  of  vvbieb  eigbt  are  said  to  go  to  a  ion 
for  freight.  6cwt,  in  balea,  and  50  cubic  feet  in  chests,  go  lo  a  ton  at 
Bombay.     A  bale  is  80  tb,  02 i  lb,  &c* 

128  CIV*ET;  much  of  the  civet  citronella  oil  is  produced  by  dis- 
tilling the  leaves  of  tbe  Andropo^on  Scha'nanthus,  which  grows  wild  in 
Ceylon.  In  the  neighbourhoods  of  Galle  and  of  Colombo,  large  tracts 
are  under  cultivation*  Tlve  average  export  from  Colombo  is  about 
4^(*U0lt>.  annuiiliy ;  and  ibe  price  AsXd  }^  Hk  The  civet  now  brought  to 
European  markets  is  from  Calicut,  capital  of  tbe  province  of  Malabar, 
from  Bassora  on  tbe  Euphrates,  and  from  Abyssiwia. 

129  CLAY,  like  other  heavy  moterials,  should  lie  on  the  floor,  fore 
and  aft*  and  be  raised  to  a  point  at  the  main  hatchway,  decreasing  towards 
ihe  bow  and  stern.  2QcvrL  go  lu  a  ton  ;  formerly  at  Tei^mouth  22\  cirti 
on  account  of  its  wetness;  specific  gravity  1*112* 

130  CLOTH  ;  in  the  Ad  mi  rally  tables  of  tonnage  at  ibe  commence- 
ment, will  be  fuund  tbe  allowance  for  freighting  cloth  coats,  jackets^ 
trousers,  great  couts,  flannel,  serge,  stockings,  blankets,  shirts,  palliasses^ 
bolsters^  sheets,  towels,  &c. 

151  CLOV'ES  are  tbe  flower  buds  of  an  East  In  din  tree  growing  in 
the  Muhicca  Islands;  5,000  weigh  lib;  they  readily  imbibe  moisture  if 
stowed  near  any  liquid.  In  tbe  Dutch  settlements  they  are  made  up, 
the  best  rn  chests,  inferior  in  bags.  In  Colombo,  they  are  packed  in 
small  bags  of  50  lb.  each,  and  are  exported  thence  all  the  year  round,  but 
more  in  the  south  west  than  in  the  north-east  monsoons.  In  Amhoyna 
the  harvest  takes  place  in  Novetnber  and  December,  In  Zanzibar  they 
are  packed  and  shipped  direct  for  England  in  iriegularly-shaped  mat  bags 
weighing  about  120  tb ;  they  should  be  stowed  in  the  'tween  decks,  or  high 
up  in  small  vessels.     Bengal  and  Madras  ton,  8cwt.  in  bags,  50  cubic 


STEVENS    ON    STOWAGE. 


Ill 


cbests ;  Bombay  50  cubic  feet  in  cheats^  nnd  lOcwt.     [CLOVES 
btgfi;  soDietimes  nt  Bombay  7  cwl.  only  go  lo  a  Ion,  because  the 
pockaiges  are  what  are  tenued  "'mala"  ant!  occupy  much  space.     A  malt 
|wd^h8  80lb;  a  chest  200 tb. 

132     COAL,     Bbips  sail  best  when  coal  is  heaped  up  towards  the 

baichirays  in  a  line  coiTesponding  nitli  the  direction  of  die  keelson  ;  this 

de  i^  cunaidered  far  more  necessary  with  heavier  goods  such  as  mineral 

,  iron,  &c.     Small  vessels  eannotp  hoivever,  afford  to  lose  any  spnce* 

?oa»tin^  colliers  are  always  fully  laden,  unless  their  coiistrucLiun  will 

not  admit  of  it.     With  'Iween-deck  ships  the  lower  main  hatches  are  left 

Bpen  10  replenish  the  hold,  as  the  carj;o  Htltles  ;  tlie  loss  of  several  large 

bipa  htta  been  attributed  to  neglect  in  not  rLMUoving  a  sufHeient  ivumber 

t>f  planks  from  ibe  'tween  decks  lo  permit  the  cargo  to  be  fairly  distributed 

lifi  iht?  main  hnld.     When  loadin;*,  llje  large  coal  naturiilly  falls  away  to 

the  wings,  and  a  quantity  of  small  is  thus  produced,  aud  is  oflen  found 

limmediHtely  under  the  hatchways;  this  ohstrucls  the  approach  lo  the 

llarge^  however  much  there  may  be,  and  ihe  consignee  declines  possibly 

receive  the  cargo  until  the  dust  is  thrown  on  deckj  the  consequent 

iit:ht  be  avoided  by  Irimmin*^  olT  ibe  small  at  the  loading  port* 

liia  who  ship  lar^^e  cargoes  at  Newport  frequently  dig  out  a  (k^w 

ion  of  tbe  dead  vmall  in  the  wake  of  (he  hatchway  and  replace  it  with 

,  lirgc.     At  Newcastle,  eight  men  as  trimmers  are  usually  employed  in 

llbe  bu]d«  and  tlicy  take  care  to  remove  ihe  small  from  the  hatchways, 

I  Gas  coaU  are  the  most  friable,  sleam  coal  the  least.     The  wr>rd  Hartley 

I  dtf«i^nAies  the  coal  to  he  used  forsleafii  purptises,  asWallsend  indicates 

[the  be%t  description  of  house  coaL     It  is  stait^d   to  be  tlie  practice  at 

[Hortlfpool  to  prepare  two  sets  of  bills  of  lading  for  coal  consigned  to 

|lh«*  mrrchant's  agents  abroad  ;  one  set  shows  the  true  quaulily  as  between 

llittyer  and  seller,  and  liie  other  a  less  qiianiity  by  which  freight  is  paid. 

lAt  I-ivirpf»ol  two-thirds  of  the  coal  shi|»ped   is  brought  down  by  canal 

koata  and  is  ihon  carted  to  the  docks,  which  involves  considerable  waste* 

ad  ibereby  diminishes  the  freight  j  when  transhipped  direct  from   the 

Icttial  boaia  there  m  very  little  loss.     At  Calcutta  consignees  sometimes 

rlo  accept  cargoes  by  the  quauiily  in  the  bill  uf  lading,  less  4^  ceirt, 

at  niaatrm  wilt  exercise  their  otvn  judgment  herein.     Tlie  flarenscrai^ 

L(tr<  linst^ed)  shipped  77u  ton   at  Liverpool  in  March,  1S62,  and  di»- 

Uliirgrd   h30  ton   at  Calcutta  in  July«   lfi^62— every   tenth   basket  was 

Iwrtgbed.     In  bilU  of  lading  there  h  an  important  case  relative  to  the 

I  of  coal  at  Singapore.    Cual  is  said  to  encourage  dry  rot  in  the 

rk  of  ilic  holds  of  ships. 

1^     Weight.     There  is  no  great  diflerence  in  the  weights  of  diirereiit 

I  of  ordinary  coal,  the  lightest  being  about  74 tb,  and  the  heaviest  7t>lb. 


lis 


STEVENS    ON    STOWAGE. 


tbe  cubic  fool;  but  tbe  most  usual  weigbt  is  75  tb,  whicb  [GOAL 
is  IBcwt.  9\h,  ibe  cubic  yard,  CnscrceTied  Newcastle  coal  for  gas  and 
otber  purprises  is  beavier  than  screened,  aud  consequently  when  sbips  are 
bidt'n  with  »bat  coal,  they  draw  more  water;  in  some  ca^^es  below  their 
proper  bear  in  j^.  Steam  coals  being  harder  do  not  become  so  much  broken 
m  hoirse  ronl,  and  thus  rdaiively  occupy  less  space;  this  is  tbe  main 
cause  why  slups  fully  hid  en  with  steam  coals  are  more  deeply  immersed 
ihnn  when  fully  ladpu  with  house  coals.  This  refers  to  coals  from  which 
the  dijpjt  and  smnll  have  been  removed  hv  passint^  over  screens,  as  coals 
which  are  not  so  treated,  and  are  shipped  in  the  stale  in  which  they  came 
from  the  mine  (large  and  small  mixed),  weigh  heavier  than  screened 
coaU»  to  the  extent  of  10  ]^  cent,  or  thereabouts,  [t  arises  from  the  fact 
that  tbe  dnsi  and  the  small  are  mingled  with  the  larf^er  pieces  and  leave 
fewer  interstices.  Coal  for  ^as  purposes  is  of  this  description.  Tbere 
r is  scarcely  an  ap]ireciablc  dilFerence  in  the  specifii^  fi^ravity  of  steam  or 
liO!»se  coal,  or  of  any  of  the  coal  in  the  Durham  and  Northumberland 
fields.  A  cubic  fool  of  solid  coal  weighs  about  8€lt) ;  if  broken,  the  same 
woipht  occupies  nearly  H  cubic  feel  of  space.  As  a  general  rule  CardiiT 
coal  ift  of  Renter  specific  gravity  than  Newcastle  coaU  An  experienced 
shipper  says  tlinl  Hartlepool  coal,  may,  asref^ard?^  wcifrbt*  be  assimilated 
with  IlAswEtL's  Wallscnd,  the  specific  gravity  of  which  is  1*28.  Taken 
as  a  dead-weight  cargo,  the  quantities  of  coal  wliicb  can  be  carried  by 
various  ships  of  certain  dimensions,  arc  recorded  incidentally  in  this 
work  under  tin*  head  of  several  difrcrcnt  articles,  for  which  see  tbe  index; 
see  also  ballasl,  general  cargo,  and  trhiss.  At  tbe  end  of  this  article  there 
are  tables  of  specific  gravity  of  coal. 

134  An  c?qierifnccd  merchant  residing  in  a  Channel  port,  when 
treating  on  the  vveiirhts  <if  coal,  savs^tliat  masters  of  vessels  term  cannel 
coal  liravy,  CarditT  heavy,  chalks  light,  Hartlepool  West  heavy,  Old  light, 
Liverpoid  light,  Middlehonmgh  medium,  Nenlh  Hght,  Newcnslle  light 
and  mediun),  Newport  heavy,  Portheawle  medium,  Sunderland  light  and 
medium,  and  Swansea  heavy.  One  |i> cent,  and  2  (p-cent.  additional  may 
be  protni^jcd  at  ihe  loading  ports,  hut  the  weight  discharged  depends  often 
on  the  slJitc  of  the  weather;  if  raining  wben  loading  the  weight  will  be 
there;  if  dry  the  cargo  often  makes  out  less  than  the  intake  invoice. 
He  has  reeeivfd  4  (h'  6  ton  less  tlian  tbe  invoice;  bis  cargoes  ranged 
from  1*30  (n^  300  ton.  He  has  received  a  surplus  on  cannel  coal,  but 
sometimes  2  (h>  4  cwt.  short  of  the  shipment,  which  is  attrihueed  to  the 
fact  of  its  being  liable  to  chipping  when  loading  and  discharging. 

134  At  Newport,  coal  renmins  some  time  in  the  (rucks,  and  if  the 
WPAlber  is  wet  the  cargo  on  delivery  turns  out  short.  Merchants  in 
Flnglisb  Channel  ports  complained  in  186,5,  that  where  shipments  from 
Welsh  ports  formerly  Itjfl  on  diachajge  a  fair  per  cenlagc  in  favor  of  the 


STEVENS    ON    STOWAGE. 


113 


t»  the  disebftrgc  latterly  Ijas  been  short  of  the  quantity     [GOAL 

lovaiced.     MitBters  have  hud  to  pay  out  of  their  freight  for  the  quantity 

ic^cicnt  by   hill  of  lading.     At  Cardiff,  mates  should  keep  an  exact 

cciMint  of  the  number  of  the  watfous  aitd  barges,  so  ihal  I  hey  nmy  be 

itiiibtied  as  to  the  weight  and  quality  shi()ped,  by  referring  In  the  docti^ 

iit!tit4  nhich  accompany  the  trains  and  cnnal  boats.     At  the  terminus 

faid,  Glasgow,  it  is  the  usual  prdctice  to  supply  coal  only  in  trucks  of 

'10  ton  each,  so  that  roasters  have  m  load  untre  or  1l*ss* 

IM  In  the  Tyne,  where  the  wugons  are  lei  down  by  a  drop,  and 
«r«  computed  to  hold  53  cwt,  encb,  it  lias  been  recunjuieuded  to  have 
lite  c^mtents  of  one  full  wagnn  weighed,  and  to  see  that  ihe  others  are 
fall,  in  order  to  furtify  the  master  who  has  to  sign  bills  of  lading  for 

Iveigbt,  although,  j;enerally  speaking,  he  never  sees  the  cargo  weighed. 
On  the  Tyne  aud  Wear,  the  oni(iual  wagon  iif  53  cwt.  is  being  largely 
Huper&edcd.  Couls  are  brought  lor  sshipuient  iu  trucks  conlainiug  from 
W  (i  HJ  ton.  Cargoes  shipped  at  Hull  aud  discharged  in  a  port  in  the 
EngUkh  Channel  u&nally  make  out  short  of  tlie  quantity  invoiced. 
[  137  Loading  in  the  Tjnae.  Shippers  are  compelled  by  law  to  load 
^eAscIs  in  due  turn  as  they  are  rejidy.  Tlie  Act  of  Parliament  applies 
only  to  ves*i'Uuf  uiore  than  6  keel  (127  ton  4cwt.)^  but  tlirough  custom 
^^ii  is  adopted  ulrnost  universaUy.  The  detention  in  the  Tyne  depends 
I^Hfterefore  mostly  nn  the  length  of  turn.  Steamers  do  not  take  turn  with 
^^pitlin^  fillips.  The  greater  certainly  and  regularity  of  sieamera  in  per- 
^Bfi'rming  their  voyages  made  it  necessary  to  arrange  for  their  loadings 
inme  lime  be(nrehrind.  Steamers  are  usually  on  time  charter,  and  run 
rgularly  to  London  or  elsewhere,  where  iheir  position  a  week  or  a  fort- 
[light  in  adviuice  is  always  knuwu  (accidents  of  course  excepted) »  and 
emcnUi  are  made  by  ihe  colliery  accordingly*  Sailing  ships  are 
lain  even  after  arrival  in  the  port,  having  ballast  to  discharge,  to  do 
iihich  ihcy  have  a  longer  or  shorter  time  to  wait.  Hence  the  loadings 
Ftlie  two  classes  of  ve^seU  are  practically  kept  separate.  Steamers  load 
L  the  time  prearranged  for,  and  sailing  bhips  take  turn  among  tben)selves. 
l»ii  plan,  which  \»  the  only  one  thai  will  suit  the  requirements  of  the 
r^nc  coal  trade,  is  found  to  work  very  well  and  satisfactorily.  The  time 
copied  in  loading  ships  when  actually  commenced,  depends  on  die 
luce  of  the  colliery;  smaller  collieries  will  load  12  (a^  15  keel  per 
tiy,  ihe  larger  ones  3()  (&;  40  keel,  and  upwards;  some  of  the  gas 
rien  ship  l,20<i  and  l,^>(H>  ion  ]ier  day.  Coal  shipments  in  the 
fWear  are  much  the  same  ai  those  in  the  Tyne.  In  ihe  article 
temnrrage  reference  is  made  to  the  lime  occupied  in  loading  and  un- 
lig  eoal. 

fM    The  afual  rate  of  discharge  in  the  pool  in  the  Thames,  is  49  ton 

ptr  iaj ;  Queen't  Bench,  June  26, 1^3,  and  August  12«  lBd5. 


114 


STEVENS    ON    STOWAGE. 


139  Gas  Coal.  Newcastle  gas  coal  is  heavier  tli an  Hart-  [CO^ 
L£i'».  Peareth  main  and  Pelaw  main  gas  coal  will  slow  Sor4  tf^  ceij 
more  than  ordinary  house  coal,  from  llie  same  pit.  In  the  didivery  a|| 
large  quantity  of  Newcaslk  gas  coal  al  a  Channel  port,  the  dischai^ 
has  b^^en  3  j^cent,  more  than  the  quantiLj  invoiced. 


Twelve  Gargm  mYOIGll)  at  ITEWCMILE  and  DISCHAEGBD  at  FLYKO 


NEW  PELTOM. 

Dec.l2|  1962  Btau  of  th«  Wa»r.. 

Jttly    9,  1868        Ditto    

Jnly   2»  1868        Tamab     

Oct.     9,  1862  CoNQtTEST    

Mcli.  9,  18C3        Ditto    

FEABETH   GOAL. 

S«B.  10,  1863  Stab  of  thk  Webt  .  * 

Feb.25,  1864        Ditto    

MaT  29,  I8fi2        Tamab     

Joly    1,  16^2        Ditto    ,. ,. 

Aug.   9,  18«2        Ditto 

Aug.lO,  1863        Ditto    

WASHINGTON   COAL. 
Oct.  16»   1863        Btah  of  tke  West  .. 


Invoiew  r|Uitiitit)p| 

tmi 

cwt. 

265 

0 

375 

IS 

190 

16 

318 

0 

318 

0 

969 

10 

273 

0 

196 

0 

192 

10 

189 

n 

199 

10 

S80 

18 

Ion  cwt 
283  13 
278  9 
197  16 
S8l  19 
332     16 


284  15 

285  9 

207  8 

199  1^ 

193  17 

210  10 


271 


1 


Dimenftioiii  Star  of  Mi?  Wrst :  regiBter  tonnage  176»  tengtli  8t)  feett  brciiflilt  l^J 
7  ji]ib«{i,  depth  of  hold  12  feet  K  jnches.     fhmar:  registfir  lonnagc  1^3 1^,  kngtb  < 
hrU  Irvkdih  V^"^  tvH,  dtpth  of  hold  11^  feet* 

140  CanneL     Glasgow  cannel  stows  at  least  10  ^  cent,  less 

Newcastle  house  coal.     One  authority  says  that  Newcastle  cannel 
and  turns  out  the  same  as  house  coal ;  oihers  say  ihai  it  18  «o  ranch  h^ 
than  ordinary  gais  coal  that  a  Mp  cannot  iWl  herself  with  it;  kA> 
cannel  is  much  heavier  than  ordinary  gas  coul ;  n  ship  cannot  fill 
with  it.     Specific  gravity  of  cannel  nay  1*270,     Dr.  Uuk  sayw  l*2l 

141  Culm  (Welsh)  ifj  shipped  chiefly  at  wliai  are  termed  th| 
ports  in  the  Bristol  Channel,  Neath,  Idanelly,  Swansea,  and  Buij 
Culm  is  anthracite  or  smokeless,  and  is  heavier  than  Wtrlsb  ctij 
generally  shipped  ''nnscreeued"  or  what  is  termed  *' through  and  i 
AS  it  is  raised  from  the  colliery.     The  !ar|re  is  used  in  malt- hoi 
small  in  lime-kilna.     The  hriganline  Si*tin-Hir,  of  Jersey,  whicll 
157  ton,  and  is  97  feel  long,  rolls  very  much  with  207  ton  of] 
culm,  when  she  draws  aft  13  feet  4  inches,  fonvard   11  feei 
and  her  hold  is  say  seven -eighths  full,    When  filled  with  300  toj 
coal  she  draws   13  feet  a(t  and   II  feet  6  inches  forward,  n\ 
paraiively  easy  at  sea.     With   2H6  ton  Neweastle  coal   (Hi;^ 
which  (ills  her  chock  a  hlock,  she  draws  less  than  with  the 
Specific  gravity  culm  1'300  @  1'370.     An  Irish  barrel  of  cu 


115 


\A2  Coke.  The  specific  gravity  averages  0-744 ;  tliU  raay  [COAL 
he  eorrect  in  regard  to  coke  produced  in  gas  works,  whicli  is  much  Uglitur 
than  that  made  for  locomolivc  aud  furnace  or  foundry  use.  Even  among 
llie  laiu^r  cokes  shipped  in  ilie  Tjne,  there  is  considerable  difference  ia 
the  wctgljL  The  best  foundry  Tyne  coke  is  very  heavy,  and  the  condensed 
iiK«rly  the  weight  of  coal.  In  the  standard  table  of  good^  proportioned 
•t  the  beginning  of  this  work,  1 1  ton  are  taken  to  occupy  tbe 
A6  21  ton  4  cwt,  or  1  keel  of  Newcastle  coal.  In  practice, 
stow  i2  lou  of  coke  per  keel;  large  vessels  more.  A  vessel  was 
ed  Bt  £23  <>  keel  of  21 1  ton  upon  the  quantity  of  coal  which  the 
»fttrr  guaranteed  to  load,  t.^,  9  keel.  She  loaded  (j  keel  of  coal  and  S^ 
ke.  The  merchant  contended  she  was  not  of  9  keel  capacity* 
j  :<  r  however  proved  that  he  had  discharged  885  quarters  of  wheat, 

hich  ui  over  ^  keel  bulk ;  and  that  he  had  had  200  ton  of  iron  ore,  and 
juiothcr  lime  l'J4  ton  of  iron,  ou  board.     This  was  considered  sufficient 
idonte  of  the  ship's  capacity  for  0  keel  of  coal.     An  experienced  coal 
rs  tlmt  the  coke  loaded  in  this  case  must  liuve  been  of  a  very 
111  M>n;  with  heavy  Tyne  coke  she  would  have  taken  fJ  keel  of 

nearly  4  keel  of  coke.  A  good  stowing  ship  of  9  keel  capacity 
•iMMiJd  tjake  6  keel  of  coal  and  4  of  heavy  coke;  or  40  ton  otlcoal  and  8^ 
er  9  keel  of  coke.  Ram  sat \s  patent  condensed  coke  (Newcastle)  is  of 
ihe  specitic  gravity  of  steam  coal,  or  nearly  so.  Peat  coke  is  estimated 
to  occupy  the  Mime  space  as  comuum  coke*  The  detaiU  of  a  partial  cargo 
cuke  occur  in  the  article  charter  pi^rly. 
14^  CliarcoaL  It  ia  the  commun  practice  lo  estimate  100  ton  of 
coal  to  occupy  tlje  same  space  a-s  2M  ton  of  coke ;  see  charcoal. 
144  For  conveyance  abroad  the  harder  descriptions  of  coal  are  con- 
best,  not  being  so  liable  to  hrcak  during  the  transit  from  the  pit 
to  a  distant  place  of  discbart^e.  Mr.  Mougan,  British  Consul  at  Baliia, 
eDm plained  in  ISdti,  of  the  preference  given  to  foreign  vesssels  by  the 
ilMfchADts  tliore.  In  alluding  to  one  of  the  causes,  he  says — "  Some 
igVDU  charter  on  their  own  account  vessels  which,  having  only  a  limited 
m  to  load,  are  (ittcd  up  to  the  maiu  hold  to  make  it  appear  they  are 
ly  loaded  and  ready  for  sea.  When  the  lay-days  expire,  those 
ikerR*  in  order  not  to  pay  demurrage,  fill  up  the  sides  aud  cover 
valuable  property  with  coal.  Cambrics,  muslins,  and  other  tine  article* 
am  tlim  spoiled^  and  consiguees  naturaUy  object  to  being  subjected  to 
icb  cmrcleasa^aa/*  Coal  from  Sydney  is  frequently  bliort  of  weight  on 
in  California:  a  deficiency  of  GO  ton  in  420  having  occurred  on 
Ion.  At  Newcastle,  N.8AV.  (70  miles  north)  the  coal  lies  in 
es]Hiaed  lo  damp  air  and  rainy  weather,  and  for  conveyance  to 
(cy  IB  inutafetred  into  barges,  the  masters  of  which  are  not  always 
AiitDLiie  to  Uie  pumpv.    The  danipnehs  dries  off  during  the  paseogd 


STEVENS    ON    STOWAGE. 


ftcross  tbe  Pacific;  this  accounts  to  a  certain  extent  for  tlie  [COAL 
shortness  of  iveiglit  on  dt!livery»  but  mates  should  be  |mrticulnr  to  see 
ibat  ibe  ship  <jbttiins  from  tlie  bargee  tbe  full  rj ii an uiy  slated  on  ibe  bills 
of  kfling. 

l4o  Coal  is  liable  to  danger  of  two  kinds,  totally  different,  allbongb 
oflen  confounded  to^rether;  one  is  from  spontaneous  combustion,  and  ibe 
other  ihe  linbilily  of  ignition  and  explosion  of  ihe  gas  evolved  from  the 
coal>  and  remaining  in  the  sliip*. 

146  SpoNTANEOtrs  Combustion.  Any  coal  containing  a  Iar;;e 
quantity  of  iron  pyrites  is  apt  to  beat  when  saturated  with  water,  and 
after  some  time  to  burst  into  flame;  the  only  prevention  is  said  to  be  to 
Iccep  the  coal  dry»  Some  liinds  of  coal  are  free  from  iron  pyrites,  atld 
lb  ere  fore  not  subject  to  spontaneous  combustion. 

147  ItivrTioN.  Every  liiud  of  steam  and  oiber  coal,  especially 
when  rajudly  transferred  from  tbe  mine  to  the  ship,  gi%'es  out  carlmreiled 
hydrogen  gas  or  fire  damp,  which  is  explosive  when  mixud  with  alnios- 
pheric  air,  on  llie  application  of  llame.  This  rjas  is  peculiarly  h^bt*  and 
is  considered  most  ex]*losive  when  mixed  with  nine  times  its  volume  of 
atmospheric  air;  with  twelve  limes  it  will  not  ignite.  If  the  haithes  are  ' 
fastened  down  directly  the  cargo  is  received,  which  is  frequently  dune  to 
keep  out  the  rain  or  cold»  or  to  prepare  for  sea,  the  gas  finds  its  way  from 
the  coal  to  tlie  spaces  under  tlic  deck,  and  penetrates  through  the  btdk- 
beads  into  the  lazaretle,  cabin,  and  forecastle,  and  when  a  maich  is  lit,  or  a 
lighted  candle  exposed^  ci^pecially  in  tlie  hizarette,  an  explosion  may  take  I 
place  and  damage  the  decks,  and  jeopardize  ibe  lives  of  ibe  crew.  To 
avoid  this  let  two  funnels,  of  12  or  15  inches  diameter,  with  moveable 
lops,  be  placed  one  forward,  the  other  aft,  comniuuicating  through  the 
deck  with  the  hold  ;  keep  a  vacant  .space  between  tlie  cargo  and  the  beams* 
Turn  the  top  of  one  funnel  to  the  wind,  the  other  from  it,  a  current  of  ^ 
air  will  then  conduct  the  explosive  ^as  harmlessly  out  of  tbe  ship;  this 
is  said  to  be  an  eiTectual  remedy.  It  has  been  also  suggested  that  coal 
niay  be  ventilated  by  buildings  with  large  lumps,  two  shafts  communis 
eating  below;  one  with  a  wind -sail  would  act  as  a  down -cast  for  fresh 
air,  tbe  other  as  an  out-cast  for  foul  air.  In  addition  to  this  keep  ibe 
batches  open  24  or  36  hours,  on  all  occasions,  hut  especially  when  bound 
on  long  voyai^'es,  particularly  to  the  southward. 

14B  Mr.  MuuRAT,  wlien  speaking  of  coal  for  engines,  says  *'  the  best 
method  of  prevention,  is  to  ensure  perfect  dryness  in  the  coals  when  they 
are  etowed  in  the  bunkers,  and  to  select  a  variety  not  liable  to  progressive 
decomposition/'  By  tbe  Queen*s  Regulations,  1862,  captains  of  ships  of 
war  are  instructed,  in  order  to  prevent  accidents  by  lire  from  spontaneous 
combustion  of  coal,  to  see  that  the  whole  of  tbe  wood  work  of  tbe  coi 
boxes,  whether  it  form  part  of  the  side  of  the  ship,  or  otherwise,  be  securel 


I 


STEVENS    ON    STOWAGE* 


117. 


fned  with  iron  or  copper  Blioaflung.  He  is  lo  *irder  ilit^  [COAL 
gi'eaiesi  care  to  He  taken  that  the  eojil  is  never  shipped  wet;  and  that, 
wheo  shippedj  it  shall  be  kept  as  dry  as  possible.  Whenever  a  fresh 
jsijpply  is  received  on  board,  directions  are  to  he  given  tlial  the  remainder 
ill  I  he  ctinl  boxes,  is,  as  far  ns  may  be  praclieahlit»  so  trimmed  as  to  ensure 
its  bein;^  Hiist  uiJed.  The  AdniiraUy  will  not  pernat  coul  to  bo  sliippnl 
iiH  cargo  ill  a  vessel  conveying  a  large  titiaiility  of  govtrnni'  nl  powder, 
ikmnmnition^  or  comhnsiibles* 

149  Excepting  the  Aberdare  Valley  and  some  othrr  surts,  u  hieh  are 
free  fn»ra  iron  pyrites,  brassey  coal  and  sieam  coal,  esperjally  n'fien  damp, 
are,  according  to  their  chemical  fjualilics,  more  or  less  liable  to  ypoiUnn- 
eous  eomhnsuon,  and  when  coals  from  dilTcrent  pits  are  mixed,  the  danger 
is  aatd  to  be  increased.  Every  ship  laden  with  this  class  of  combustible 
gOfKis  onght  to  have  a  safety  lamp  for  exclusive  use  in  ihe  lower  hold, 
and  under  ihe  cabin  fltmr;  few  accidents  occur,  except  through  uegk^n  or 
ignorance.  On  the  ItJih  Jnly,  1862,  one  of  two  luhorers,  Twinkr  and 
Thohpk,  struck  a  light  in  the  hold  of  the  coal -laden  screw-steamer 
Fiorenee  Nightingale,  at  Hartlepool,  when  an  explosion  occurred.  The 
iwo  men  were  frightfully  burnt,  and  a  third  named  Mooney^  who  was 
descending  tlie  main  hatchway,  was  thrown  about  three  feet  in  the  air, 
and  fell  on  die  deck;  all  the  flesh  was  taken  oil  his  arms  and  hreasU 
The  steamer  su  lie  red  no  damage.  On  the  27  th  of  April,  1866,  the  cargo 
of  Shotton  gas  coal  ignited  spontaneou.<«ly  on  board  the  screw  ^team-vessel 
htipnie  when  near  the  mouth  of  the  Hiimber,  bound  lo  Antwerp.  Several 
of  the  crew  were  injured  and  she  returned  lo  We,Ht  llaribpooK 

150  Weight  and  Measurement  Mr.  R.  C.  Tavloh  says,  '*  we  will 
now  advert  to  two  or  three  facta  which  have  come  to  our  knowledge 
respecting  tlie  uncertainty  of  any  standard  of  measurement,  after  long 
experience,  that  can  be  adopted  as  asubsliiuie  for  vveitjlit  in  selling  coal. 
For  instance,  otie  busibel,  measured  when  dry,  weigh3  Irmu  81  @  H51b. 
The  American  bilinuinou^  coals  are  commonly  averaged  at  HUMi.  p-husl^el. 
The  same  coal,  if  measured  when  weffed,  paradoxical  as  it  nniy  appear,  the 
weigiu  will  be  found  not  so  great.  The  fact  is  proved  conclusively,  that 
in  the  dry  coal  the  small  particles  run  to  Jill  wp  ihe  cavities,  making  the 
whole  almost  solid^  whereas  wet  coal  only  closed  up  the  hollow  cavitiea 
in  the  hnshel ;  the  fragments  clog  together,  and  the  whole  did  not  weigh 
80  much  as  the  dry  coal  of  the  like  admeasurement/* 

161  Formerly  it  was  calculated  that  if  a  block  measuring  exactly  ii 
cubic  yard,  nearly  equal  to  five  bolls,  he  broken  into  pieces  of  a  moderate 
«izc,  it  may  measure  seven  bolls  and  a  half;  if  broken  very  small,  it  will, 
It  is  said,  measure  nine  bolls.  A  boll  is  36  Winchester  bnHhel8  =  9,676 
cubic  inches  J  7J  bolls =1  cubic  yard  of  coal ;  6  bolls  =  !  chaldmn.  In 
Scotland  96  cubic  yards  of  coal  are  e(|uivalenl  lo  li2  ton  weight. 


ri8 


STEV^ENS    ON    STOWAGE. 


152  At  Cljarlemi  in   Belgium,  ibc  di/Ierent  classes  lue     [COAL 

dislinguisbed  by  ibc  roUoiviiig  (UvisiQas : 

1    Fat  coaI,  grm.        2    Medium  coal,  demi  gro$,        8    Lean  coal»  meagre. 

Each  of  these  qualities  is  subdivided  into  minor  classes  ;  Gros^  pieces 
iskicted  al  ibe  mine;  picked  large  coal,  Toute-vemmt^  ihe  remainder 
after  selection  of  tbe  gros.  GailleUe,  a  size  smaller  tban  (be  ^ros^  but 
wbicb  musl  not  bo  less  than  six  inchea  square,  GaiUettene^  tbe  coal 
wliicb  remains  after  deducting  the  ifmlleile  and  the  menu,  passiuf;  tb rough 
a  sifter  of  IJ  inch  ojjeiiings.  Menu,  that  wliicb  is  passed  ihrougb  a 
cribble  or  sieve  whose  meshes  are  IJ  inch  wide. 

153  Continental  Ports.  Owing  partly  to  the  diiFereiice  between  tbe 
mode  of  vveigbltig  and  meastiring  coal  in  some  condneQtal  ports  and 
that  which  prevails  in  Great  Britaiiip  frequent  dispyles  arise.  It  is 
suggested  that  Bricish  Constuls  shoulcl  be  provided  with  British  standard 
weights,  and  lliat  tiiey  should  be  bounds  on  the  application  of  shipmasters, 
to  test  the  foreign  weights  and  measures  employed.  The  Sunderland 
Shipowners'  Society  in  its  report  for  1863,  says  "it  is  well  known  to 
shipowners  wiio  bave  sent  their  vessels  to  French,  Spanish,  and  Italian 
ports,  laden  with  coal,  that  the  bill  of  lading  quantity  is,  by  some  con- 
trivance or  other,  made  io  control  the  quantity  di^^charged,  and  on  which 
I  he  freight  is  made  payable  :  and  it  is  equally  well  known  that  the  hill  of 
lading  quantity  is  genernlly  far  below  the  qaanlity  actually  put  on  board. 
Two  interests  are  I  bus  defrauded;  tbe  Commissioners  of  the  river  Wear 
are  not  puid  so  ranch  in  dues  as  they  ought  to  be  paid  ;  and  the  shipowners 
are  not  paid  their  agreed  freight.'* 

151  France*  When  delivering  coal  at  Havrej  Dieppe,  and  af  Bonen 
especially,  wiiere  the  cargo  goe^  into  ntilway  trucks,  Knglisb  masters  com- 
plain tbttt  they  have  great  dillieultv  in  ascertaining  the  qnantity  deli^'ered,  and 
there  are  In^qaeut  disputes  with  tlie  consignees.  To  meet  tliis  dilficulty, 
Messrs.  Neville  &  Co,  of  Llanelly^  allow  2J  ^  cent,  additional  on  all  coal 
'  sent  to  French  ports.  One  master  slates,  May  22,  IBOO, — "  most  sliips  bound 
to  France  are  chartered  to  deliver  ^90  hectolitres  coal  per  keel,  and  masters 
take  it  tor  granted  thitt  290  Itectolitres  make  a  keel.  However,  instead  of 
deltveiing  ill  ton  per  keel,  they  deliver  about  24  ton,  weighing  on  an  average 
K]  (aj  Hi  kilogrammes/*  An  owner  adds.  May  ioth, — ''I  have  had  ships  at 
BordeauXi  but  was  always  paid  at  the  rate  of  252  hectolitres,  which  is  fair/' 
A  French  men^hant  writing  Juno  15th,  says, — "the  rate  of  UlHi  bectolitres 
means  hectolitres  rm  (straight  or  streak  measure).  At  Bordeaax  the  252  hec- 
tolitres, are  for  hectolitres  comhki  (lieap  or  full  measure).  As  a  practical  man 
1  can  warn  Enffliwh  masters  that  the  average  rate  at  that  port,  when  coal  is 
loaded  in  Kugland  of  good  ordinary  si/e,  is  always  25G  hectolitres  comblei  per 
keel.  M.  Roihkr,  Minister  of  Commerce^  in  writing  to  the  merchants  of 
Marseilles,  Febmary  24,  1B62,  states — '*  tiiat  some  French  masters,  on  ani* 


11  ibeir  port  of  deiunation,  found  that  by  aotne  itit?x|flicftble  [COAL 
dcfloieDoy,  tbey  could  Dot  deliTer  tbe  quaoiity  of  coal  stated  in  the  bills  of 
lading  (it  Cardiff  aod  Swansea.'*  One  master  had  iueerted  in  bis  charter  parlj 
tliat  freight  was  to  be  paid  on  the  quantity  declared  in  the  inll  of  lading,  but 
b©  took  care  to  sign  only  for  the  quantity  receJTed.  He  would  not  commence 
utilc^ading  until  this  conditioD  was  accepted  bj  the  consiguee.  Mous.  Rochee 
adds — **  that  in  caae  ahippc^rs  should  refuse  to  subscribe  to  this  arrangement, 
fearing  tbat  a  part  of  the  cargo  might  htive  been  cast  into  the  aea,  masters 
might  offer  to  prove  tliat  the  hatelies  bad  not  been  opened,  unless  in  case  of 
Injury  by  bad  weather^  when  the  loss  could  be  regidflted  according  to  law/* 
Mr  Pemdehton,  Britieh  Consul  at  Caen,  wntes  April  30,  1858, — **  where  the 
loading  ia  hy  the  Newcastle  chaldron,  freight  (unless  there  are  conditions  to 
the  cooirary)  is  paid  at  Caen  on  the  quantity  delivered,  taking  82  becloHtres  of 
lai^e,  and  83  hectolitres  of  small  coal,  as  the  equivalent  to  the  cbaldron.  It 
ought  to  be  understood  that  tkeae  propoilionB^  viz.  the  ^i  and  3-1  bectolitres — 
are  not  Ute  real  equivalents;  and  that  mastera  should  not  accept  tliis  basis, 
nnWs»  they  are  to  receive  a  con&iderable  rcduL-tiou  on  the  amount  of  their 
freigbt,  Ships  llius  freighted  invariably  deliver  a  lesser  quantity  than  that 
wbicb  is  menlioncd  in  the  bill  of  lading.  A  ship,  supposed  to  have  taken  on 
board  ft5  cbaldron,  haw,  by  the  calculation  of  32  hectolitres,  lately  delivert-d 
tJ  cbaldmn  less.  All  differences  raigbl  be  avoided  if  coal  was  shipped  by  tiie 
ton  of  1.016  kilognimmes,  or  by  the  keel,  giving  in  weight  21  ton  4owt.  as 
21,fUn  kilogrammcB," 

ir>;v  Spain.  One  master  complains  (January,  1863)  that  bis  vessel  was 
laden  with  Hh^  ton  steam  coal,  for  which,  at  a  Spauisb  port,  be  was  oHered 
cnnmjlar  documents  for  -It'i, 000  kilogrammes,  wbicb  at  1,015  ktlograrnmes  to 
Ihe  ton,  ehowt'd  a  total  only  of  4f\0  ton.  Atiotber  master  writes  (same  date) 
tbat  bis  vessel  heing  latlen  for  a  Spanish  port,  he  called  at  Ibo  sbipper'a 
(liBce,  wbirro  be  wua  ofibred  consular  notes  for  clearing  at  the  rale  of  25  quin- 
iala  to  tbe  tonnage  per  register,  in^^tead  of  22  quintals  to  the  cargo.  Capt« 
W.  TonD,  of  tbe  banpie  BomUi,  of  Galway,  writes,  that  when  bo  deliTcn  d  at 
Malag$^  December,  1>^03,  a  cargo  of  lOO  ton  of  iron  and  400  ton  of  con),  tbe 
merchant  first  said  there  were  17  ton  of  coal  short  and  then  5  ton,  o»  which 
deduction  settlement  was  made^  the  tri  Junal  being  too  bIow  for  Cupt,  Tor>n 
to  wait  His  coal  was  discharged  into  lightei-n  wnd  weighed  when  landed  ;  in 
consequence  of  the  Mirf.  the  lighters  are  sometimes  detuined  aibiat  two  or  three 
days,  during  which  time  it  is  very  probable  tbrit  pilfering  occurs.  C»pt.  Tonn 
rcrommends  a  prote<!ling  clau«e  in  tbe  charter  party.  In  Augtist,  islin,  an 
ownor  complained  that  on  discharging  coal  from  his  ehi]>  al  Alicante,  t)»*?  *'ar^o 
made  out  11  ton  14  cwL  short.  Whun  the  vessel  loaded  at  Swiin?^*  a,  the  sbip- 
j>cnt  jnMsted  on  the  roaster  signing  bills  of  lading  for  weight,  of  which  be  could 
form  no  opinion  there,  as  ho  could  judge  only  by  the  ship's  immersion,  and  if 
there  wag  mucli  fresh  water  in  the  dock,  he  might  he  denoived.  At  Alicante, 
cargo  iH  weighed  by  the  Wfighbridgo  of  the  railway  company*  ou  tbe  correct* 
tie!«H  of  wbicb  (he  master  must  rely>  It  is  said  that  Boxne  vcsaels  turn  out  \t^l 
ton  abort ;  small  vosacda  4  ton  and  upwards ;  one  bvirque  is  reported  to  have 


STEVENS    ON    STOWAGE- 


Proportionate  tonnage.  At  Newcastle  And  in  the  Norths  20  cwt.  [GOAL 
or  10  liirge  sacks  contain  1  Ion  ;  21  ton  4  cwt  I  barge  or  keel ;  a  keel  consista 
of  8  wagons  of  &'ic\vt,  or  12B  cubic  feet  each^  and  is  ibcrefore  1,008  feet,  but 
when  ootn press*'*]  in  the  bold  will  Btow  in  a  space  of  85(»  cubic  feft»  which  is 
at  Ibe  rate  of  40  feet  per  ton  ;  by  tbe  sRuie  rule  14"0(S  ton  of  coal  make  15  ton 
bulk,  thus  sbewing  that  the  weight  and  hulk  oF  coal  is  nearly  equiU-  A  vessel 
of  220  ton  register  should  cmtv  320  ton  of  eonL  11  ton  of  coke  will  occupy 
the  8«me  space  as  21  ton  4cwt,  or  1  keel  of  Newcastle  cohI. 

Measuremontt  A  ton  of  Bojijheacl  Parrot  mf^asurcs  nearly  50  cnbie  feet. 
A  ton  of  Livi'r]»ool  measnres  45  @  50  feet.  The  Admiralty  computes  if\  cubic 
feet  of  space  for  stowing  each  ton  of  coal  for  cooking  purposes  in  tbe  navy. 

Tonnage  for  fireight.  In  Wales  the  tou  is  20  cwt.  At  New  York  29 
bushels  sea-coal;  at  Baltimore  30  bushels:  rhiladelpbifl  '2,000lb;  in  Germany 
a  seidel  is  4  bushels  ;  a  Bremerhaven  last  is  1^  biirrels  or  2  chaldrons  ;  Lisbon 
baldo  1  i'70  bushels.  At  Viilparaiso  a  ton  is  2,240ft).  An  Irish  barrel  of  culm  is 
24  cwt.    When  wheat  is  freighted  at  li  ^  quarter,  coal  is  rated  at  i»lii  \^  ton. 

A  chaldron*  The  Newcastle  chaldron  consists  of  3  vvains  of  5i>|  cwt,  hut 
for  boats  it  is  estiraated  at  53  cwtj  in  London  f>2jcwt.  In  the  transatlantic 
ports  tbe  eo^l  chaldron  varies;  at  Picton,  N.S.  it  is  nominally  Ijlon,  bur  the 
average  weight  is  3,4 &0  lb ;  in  the  United  States  the  weight  ordinarily  required 
id  ::>,0-iO  \b,  but  at  New  York  the  chaldron  i6  only  2,500  tb. 

HEWCA6ILE   STAHBABB   COAL  lEEASITRE  0ONT£Bt£D  IKTO  WEieHT. 


Cb.  ton  cwt 

Ch. 

ton  ewt 

Cli, 

tcm  cwt 

Ch* 

ton  cwt 

Ch. 

toe  DWt 

Ctu 

ion  owt 

1   2  13 

18 

47  14 

35 

92  15 

52 

137  IG 

m 

182  17 

86 

237  18 

9   6  6 

Id 

50  7 

36 

95  8 

53 

140  9 

70 

185  10 

87 

230  11 

3   7  in 

30 

S^  0 

37 

98  1 

54 

MM  2 

71 

188  3 

88 

233  4 

4    10  12 

21 

55  19 

3« 

100  14 

55 

115  U. 

72 

l*.Kt  la 

89 

235  17 

5  13  5 

22 

58  6 

39 

103  7 

5r» 

148  8 

73 

1«>3  9 

90 

238  ID 

6  15  18 

23 

60  19 

40 

I0t\  0 

57 

liU  1 

74 

19<>  a 

91 

2U  8 

7  18  11 

21 

63  12 

41 

108  13 

58 

153  14 

75 

ly8  15 

92 

243  16 

8  2t  4 

25 

66  5 

42 

111  B 

59 

156  7 

76 

201  8 

93 

246  9 

»  211  17 

26 

68  18 

43 

118  19 

60 

159  0 

77 

204  1 

94 

249  2 

10  2G  10 

27 

71  11 

44 

U6  12 

61 

Itil  13 

78 

206  14 

95 

251  15 

11  29  3 

28 

74  4 

45 

119  5 

62 

16^1  6 

79 

2tKJ  7 

1  ^ 

25-1  8 

13  ni  IS 

20 

7<i  17 

4f. 

121  18 

63 

16B  19 

80 

212  0 

97 

257  I 

13  Si  9 

30 

7^  10 

47 

124  11 

6-1 

169  12 

8i 

21  i  13 

98 

259  14 

14  B7  2 

31 

82  3 

48 

127  4 

65 

172  5 

82 

217  6 

99 

262  7 

ir>  39  15 

32 

84  16 

49 

129  17 

m 

174  18 

83 

219  19 

100 

265  0 

16  42  8 

SS 

87  9 

50 

132  10 

67 

177  11 

64 

222  12 

17  45  1 

31 

90  3 

51 

135  3 

68 

180  4 

85 

226  5 

Spfieific  Gt&viliflt*  The  specific  gravitlei  of  tbe  •nHovui  sefttnH  of  the  eamo  tend 
differ  mtiai  mnterLally,  The  follawing  were  ohiaiucd  from  Newcaailc,  Muy  Htli^  1864  : 
Pe*reth  coal  1-297,  Mtirley  Hilll'314.  Marley  IlUl  coke  M40.  Tbe  averftgc  weight  of 
WftUjeai  i*  stated  to  be  78945  Iti.  per  cubic  foot ;  specific  gravity  1-263.  Coalbrook  dole 
(Shropshire)  1'268;  £aet  Lolhum  (Edinburgh)  1*329;  and  Ellinartioch  hlmd  cofil  or 
tmthneite  1*60.  According  to  Urk,  Scnt^-h  l-300»  Newcartl©  1*270,  Staflbrd.aiijc  1  2^*0  j 
mid  C&imel  1*238^  The  specifie  grarity  of  Powxll*b  Xinttrjn.  eieun  ooal  is  TSiO,  and  tlie 
me«n  weight  of  a  ctibio  fcK^t  53*22  tb.    See  next  page. 


STEVENS    ON   STOWAGE. 


15B 


SPECIFIC  QKATITT  OF  VABIOUB  XINDS  OF  COAL. 


Wdoi Average  86  sunplea  1315 

Newotftlfi  ..       -        16        -  1-^56 

L«niuhircr  .      •        93        •  1^273 

ScoOjuid     ..       -  8        -  li59 

Derbyshire  .      -  7        -  1292 

IT  i^wi'W^  Wnll H*md 1-28 

V    , 1-25 

181 

\V.,.i......^„,,,iMain     ...*..  l-2<5 

Baitiog  i  Hiutley    1*25 


Davifion'8  Hiulley      » .  * ,  1*25 

Derwetit water  Hartley      1*26 

Broomhill    1-26 

Cowpen  and  Sydney's  Hartley . «  l*jfe6 

FOREIGN  COM.. 

Borneo  (Lftbnan  kind) 1*28 

-  afoetBeam 1-37 

-  11-feet  .*.. 1-21 

Formosa  Island »,,.*...*  1*24 

Coaeeptioii  Bay 1-29 


SPECIFIC  OBAYITY  OF  YABIOITS  XniBS  OF  STEAM-EVOniE  COAL. 


Wcl$k    AnihrftGite rS75 

EhbwTftk 1*275 

Binea I'SOi 

Dttf&yn    «...< 1326 

Ptotr»felm... 1*368 

Gmigok 1*30 

Pontypool 1*32 

IRocSEVetti  ...*..**  1-34 

CdkiiMH     1*29 


Ss^di     Dalkeith  Jewel  Seaia  1-277 

Do.  Coronation  Seam  1*316 

Wollnend,  Elgin  ,...  It20 

Fordel  Splint    1*29 

GTftngcmonth    ......  1 29 

^tifli^  BroomluU 125 

Parkmid,  Syding,      |  ^.^o, 

Farertof  Deim.J  ^  "^ 

TriiK       SUeTordogli 1*59 


Xjik4mf  the  «jti«]e  jtilunt  fli^l  will  be  Ibnod  Sir  HEiritY  Df  tk  BscitE  and  Dr.  LToti  PtAtFAtft'a 
T«1>ctri  oct  t^  vd^tv,  tut,  of  BLeAiii  coil.  In  the  eommciieeineut  of  thim  work  there  is  a  table  showing 
Uw  lianlMr  of  cliftldrous,  tvnt,  or  kccls^  %  t««»«J  wilt  ctrry  at  ibe  rate  of  14  tou  f^  ke«l. 


SPECIFIC  QBAFIIIES  OF  YABIOITB  KITOB  OF  COAL. 
(B.  C.  T^TLom's  Coal  StaOstic*,  PhUodelpbia,  I848w) 


AMEBICA. 

TgiWaieo 1'4^0 

Kntanlcy ....    1'26U 

Bo 1392 

Ptmnt^ifama  1-319  iglTaf* 
Harylotid  ..  1*2914^1581 
Oklo l'2W(j«l&00 

PEHNSYLVAmA. 
Ar  :.71 

i:.  ■.<> 

BltQinUioos. 
taMmuk  ....  1-219 (§1*272 
miaoi*  ....  l'27S<dl*SIO 

lamm  1-270 

MU-rmri    ,     1-250 

ArkouMs 1-396 

lIlicelSuieoiiA. 

Caka 1*190 

Chili   1324 

BnuU  ....  1-289^1483 
Kora  Scotia.  r3180l-32fi 
CopeBroton,  1*3)8®  1-338 


ENGLAKB  ft  SCOTLANBi 

Alfreloa     1-236 

Bnlterley 1*264 

Derby  C'annd   ....  1-278 

Wigau  Cannd  ....  1*274 

Gliugnw  Connid  >.  1*228 

Liverpool  ooiU  ....  l-2tiO 

Coalbrook  coal     .,  1*610 

S.  WALES-Anthtudtes. 

YniK  Cetl win  1  -336  (§  1  •  373 
WcJik  Stone  «...  1368 
Welah  Slaty  Stone  1*409 
Mean  of  sererol 
Welik  Coob  . 


13&4 


IBELANB'  Bitomlsona, 
Dry  or  iiigkilif  dry. 

Kilkenny    1-^12 

Do.  Slaty  or  Conn  el    1*446 
Boolaroonein  itone    1*346 

Corgecdo 1'408 

Qaeen'a  Connty   ..     1*403 

BELGIUM  -  Hi  tumiooQt. 
Uoinank    *.  1  J703l*m)7 


FBANC  E— BitnmlnoiiB. 

Montet 138 

Doyefc     1*80 

Hante-dordagno   ..     I'M 
Anvergno     ..  l*30(Sl*46 
GninfjuoUe  .  1*310^1*340 
HanU-oabone   ....     1'40 
Rhono    ....  1*288(31*315 


GEBMANT. 


"ifte 


Poll 


ttiny  . 


1'270 
128S 
1  166 
I  :400 


Hftiouy  ^ott«eUiLt>Bl    1*454 

PlMiiii2   ....» l*mSO 

Weatphalia  .  l'33a(Sl-B&8 


ABIA. 

Bengal  Chirmpoosijce  M 17 
Ati»aiit  Koaya    ....     1*27S 

Df^bi     I-866 

ArracoA 1'306 


124  STEVENS    ON    STOWAGE, 

COAL  PORT   CHARGES,  &c.  SOUTH  WALES* 


CABBIFF. 

Eofit  Bute  Dock,  43  acres ;   depth  25  feet. 

West  Bute  20  iivreei ;  depth  19  feet.  Sliip« 
dmwing  under  21  feet,  vthau  luAded^  cun 
be  filled  up  iu  the  Wf»it  Dock  Baai»s. 

GUuiarguishire  CjuuiI  Dock,  12  «cnss; 
depth  <Jiiitl^feet^ 

DOCK  DUES  ON  Shipwnq.  Coaitiko— 
Under  1(K>  ton  reg.  Otf ^  ton :  above  100 
And  under  21)0,  M;  abOTU  200*  4d, 

PouKioN — Betwf-'tfu  Ibe  North  Cape  and 
Fiuieterrc,  5rf.  For  any  otherr  port  la 
Europe  and  Mediterranean,  7f/ ;  out  of 
Europe,  9i/.  VeHseln  loading  steam  coal 
P^KlJ  2a4i^toQ  dues  on  carit^. 

Wbabfaok,  coal  or  coke,  2J^ton. 

Afcnigo  depth  West  Bute.— Spring  28  ft. 
Sin;  Neups  18ft.  Tin.  Depth  at  East 
Bute,  Sfett  more  than  West  Dook. 

V^*&eb  under  ^(MMoii  rti«.  vmi  he  landed  in 
the  Glnmor|Tan "thill*  Chum),  and  in  ih© 
Tidal  Harbour,  whore  exptuse*  are  le»ai. 

PILOTAGH  OH  SiiiPMJco.  Undtr9f«ct 
draft  1#  (k/ 1^  foot ;  ^  and  under  12  U  9r/ ; 
12  and  under  Id,  2« ;  15  and  upwards, 
2«l5f/. 

BALLAST,  Discliarjrinf;  ballast  with  tbo 
Dnck  CoDipauy  f'»r  quantity  delivered: 
vessel!  under  200  ti>u  register,  bd  }^  ton  ; 
4(Ki,(Ki:  em,  Id',  800,  turf;  SOO  and  up- 
wards, a<f.  In  the  Wcat  Bute  Dock  hal- 
laat  iFi  dischariited  hy  Hloam  WAchmerj 
at  40  tou  ^  hour,  at  about  the  same  coet. 


BRITON  FEERT,  Port  of  NEATH. 

Harbonr  Pne^  1 1^7 1^  registered  ton  ;  Cor- 
poration, 1«  tV/  ^  ves»*f?L 

PILOTAGE .  From  oat^ide  Neath  Bar  to 
Uie  Layer,  and  vice  venut :  7  feet  and 
under  7i  fe«  t.  7* ;  Tf  aud  under  8,  8# ; 
8  and  uinb  r  1^},  liu  ;  ^|  and  under  9, 
11*;  9  and  undtT  9L  ll*2if;  9i  and 
under  10,  Mniiti;  10  and  under  lOJ, 
Um  ;  10|  nnd  under  11 ,  12»  &; ;  11  and 
undtrlli,  la. :  111  and  under  12,  14*; 
1'2  and  under  12},  l^i ;  12|  And  under 
13,  ItwGrf;  13  and  under  134,  ia<;  13| 
and  under  14^  2(H;  If  mid  under  14|, 
Si« ;  14 1  and  under  15, 27# ;  15  ft.  and 
upwards,  37*. 

BALLAST.  Wheeling,  W^tan  ;  for  e^ch 
man  eniployed»  3«  6(f  a-day,  including 
allovk-ance. 

Diteharcing  InoN  Ows  at  IMlway  Wharf 
by  hydraulic  cranes,  working  *>t>  ton  |> 
Lcur,  64/^  tun,  iucludlng  allowauee. 


SWANSEA. 

The  dock  ia  11  acres,  average  depth  inside 
22|  feet ;  Dock  Gates  23  feet  average  at 
Springs ;  II  :^  14  at  Ncaiw. 

TONNAGE  o?r  Ssifptno.  To  or  from  any 
port  in  the  U. Kingdom:  under  100 ton, 
4^/»ton;  l&OandtmderSt&O,  o^cf;  250 
and  under  S50,  Id ;  350  and  upwards  fijrf. 

To  or  from  any  port  in  Europe,  or  ml  bin 
the  Straita  of  Gibraltar :  under  100  ton» 
4rf ;  lOU  and  under  250,  &! ;  2&0  1 
under  3&0,  lid ;     350  and  npwarda,  Ml 

To  or  fro  01  Ml  v  port  nr  place:  nnderlSOIoi&l 
7  4  f/ ;    1 50  tin  d  umUr  25  0 ,  9  i  ff ;    250  ■    ' 
under  350,  U  ;     350  and  upwards,  la  9 

WHAATAQBt  paid  bj  ship,  liti^ton. 


NEWPOBT,  Moiimoutbibirs. 

Dock  12 J  acres,  depth  uniformly  24  feet 
Dock  Qatea,  avempge  Springs  32  feci ; 
Neaps  21  feet.  The  USK,  which  flowa 
by  the  to^n,  ia  of  great  width,  and  the 
depth  ia  equal  to  that  at  tbe  Newport 
Dock  Gates.  Tbere  are  nunieroaii  Rhip- 
ping  wharves,  where  vesaels  from  400  (^ 
£00  ton  borthen  can  be  loaded  with  coal 
or  iron  with  great  despatch. 

Dock  Duks.     Coabtino — 2<l  ^  ton  meaa. 

FoaEicfN. — To  or  from  every  other  part  of 
Europe,  except  within  the  !:)traita  and 
round  North  Cape,  6d  ^  ton  meiuii. 

To  or  from  any  port  or  place  in  Europe 
round  North  Ca|H},  or  any  port  or  place 
within  the  Straita,  whether  in  Europe, 
Asia,  or  Africa,  7cf  ^  ton  measorentent. 

To  or  from  any  port  or  place  in  B*  America, 
any  port  or  place  in  the  U.  States,  or  any 
other  piurL  of  the  world ,  lOdf  ^  ton  meoa* 

HABBOUK  DUES.  CoiATWise— (c^  1^ 
ton  measurem ent.   FonEios — id  ^  ton, 

PILOTAGE.     Newport  or  Plll^cnlly  to 
I  of  the  U&k,  and  vice  verai ; 


i 


4 


the  mouth  1 

VrtMfU  ^/oot 
Under  1»  feet  ........ 

0  and  under  19 
13  Uiil  under  15 
l.Vand  upward* 


CoaH  Forriffn 

Of  ltd  ]•  (kf 

If  Oti  ]m  M 

1«  3d  ]■  l$d 

If  Ad  '2m  Od 


Kewportor  Pillgwciilly  to  P^najth  or  Kuigroad^ 
au4  ricn  TtTha  {prnvidi'd  no  Hri>iul  Pilot 
•hould  oSbr  oulAide  tho  Newport  Dutriot:) 
Uoder  «►  feel  ,,..,. .       I*  Hd      1«  tid 
$  Olid  tinder  IS       If  Md      2fl  Od 
12  and  under  lA      ^  Od      2m  6d 
I A  fLnd  up  w  Urdu      2c  3d      3«  Od 
TOWAGE.     Short  distancesj  in  the  Dsk, 
Id  ^  ton  rcg ;  entire  length  of  river  from 
Docks  to  mouth,  2»/ ;   to  the  Deepwater 
Buoyt  2ir/;    to  tlie  Holmes,  S^r/.     Dia. 
char^g  and  removing  ballast  6|^^toii 


STEVENS    OX    STOWAGE, 


125 


161  COCCULUS  INDICUS,  Indian  Berry  or  Levant  Nut;  il  is 
lidDey'shaped  itnd  posse&&es  an  uiebriailng  qimliiy ;  Bombay  tun  \iS  civt. 

bags. 

162  COCHINEAL  is  tlie  dried  carcase  of  Uie  feniak^  Coccus  cadi, 
in  insect  which  feeds  on  several  species  of  Opuntia ;  they  produce  a 
brilliant  crimson  dye;  70,000  are  rtquired  to  wei.L^h  one  ponruL     Tiiey 

f$i'e  divided  into  two  classes,  viz.  ihoise  which  have  bred,  and  lliose  which 
have  arrived  al  maturity  but  have  not  cominenctd  breeding.     The  former 

-are  black  and  produce  the  best  dye,  they  being  apparently  a!l  skin;  in 

be  skin  the  finest  dye  is  said  to  exist ;  lliey  are  consequently  raihcr  more 

irakiahle;  being  hollo^v  they  are  commercially  termed  "  slielly  cochineal." 

5v  U^ie  Spaniards  tljey  are  called  *'niadret>"  i.e.  mothers.     In  llooduras 

Ihu  blacks  are  called  **cascarilla/'  the  silvers  **  jrrana/'     Those  which 

bave  not  commenced  breeding  are  while  and  solid,  and  are  called  "silver 

oebineal ;".  ihey  are  most  esteemed  when  large  in  size  and  bright  in 

"  colour.  There  is  a  clasa  culled  "  granilla/'  which  is  the  insect  before  it 
has  arrived  at  full  size.  The  blacks  after  breedinj^  and  the  silvers  when 
gathered,  are  siiflocated  and  cured  in  ovens.  The  harvest  is  principally 
between  April  and  August;  shipnicnls  lake  place  all  the  year  mund,  the 
most  of  course  just  after  the  harvest;  the  principal  portion  of  the  HnjifUsh 

baupply  arrives  therefore  between  May  and  September.     Cochineal  was 

ifdund  uriginally  by  IIeunando  Coiitez  in  IVIexico,  whence  it  was  in- 

oduced  lo  Honduras,  which  for  many  years,  up  lo  1864,  has  produced 

^ihe  largest  supply,  In  coBscr|uence  of  disease  in  the  vine,  which  di- 
minished JlH  culliiation,  cochineal  was  introduced  to  the  Canary  islands, 
where  the  yield  will  jirobably  in  time  exceed  that  of  Honduras  ;  this  is 

Igeoerally  known  as  TcneritrL'  cochineal.  Pltu  produces  a  very  small 
fjuantily  usually  culled  Litna  cochineal.  An  inferior  cjunliiy  is  obtained 
In  the  Dutch  settlement  of  Jnva^  which  is  sent  to  Holland.  The  crop 
(rom  Honduras  averages  10,000  hags  or  serous,  from  Mexico  l,$0O  @ 
2.000.  and  from  the  Canaries  7,000  or  8,000.  The  clnef  places  for  export 
arc  Relixe  in  Honduras,  Vera  Cruz  in  Mexico,  and  Santa  Cruz,  Tencritre. 
Mexican  and  Honduras  cochineal  is  generally  brought  to  England  by  the 

I  West  India  Mail  steamers.  Sometimes  one  or  two  shipments  of  1,000  @ 
2.<i()U  bags  from  Central  America,  will,  during  the  season,  come  round 
Ctipc  Horn,  and  arrive  in  England  in  December  or  January.  Tfueritlb 
cochineal  is  brought  by  the  Webt  Coast  of  Alrica  Mail  steamers,  rs'orth 
African  steamers^  and  by  Canary  traders. 
16D     The  average  weight  of  packages  from  Central  America,  whence 

. it  is  brought  in  canvas  bags  cased  in  untanned  hides,  i*  each,  with  lis 

|to  contenia*  about  l^cwl,  and  is  called  a  scrtm ;  a  gain  or  loss  of  one  nr 
^H  twf)  pounds  may  occur  duiing  the  voyage.     From  the  Canaries  it  comea 


ID08 

■|»upi 
^Hfoui 
^■uod 
"the 


STLVKiNS    ON    STOWAGE. 


in  Ciinvas  bags»  cased  in  nish  matting.  The  tare  is  [COCHINEAL 
gcnentUy  I  @  2H:>.  for  an  inside  bag,  and  7tb.  and  upwards  fm*  ilie  bide 
or  mat  outside,  according;  ti>  ils  \vej;j;bL  A  bag  of  cochineal  from  MeKico 
weiufbs  200 Ih;  Hoiidnnis  IGSth.  (HcwL.);  tind  TenerifFe  I^Otb.  Co- 
cbineal  in  bnlk  weighs  less  than  wheat,  Jt  is  re-exported  in  canvas  bags 
packed  in  casks,  bales,  and  boxes.  Bombay  and  Aladraa  ton  for  freight 
60  cubic  feel. 

164  Cochioenl  shonld  not  be  stowed  near  the  engine*room  or  boiler 
of  a  sleam-,slji]i,  or  io  any  hot  place,  as  it  is  liable  to  **  sweat"  or  become 
clammy.  Sweating  is  however  frequently  due  to  its  having  been  badly 
cured  or  dried.  It  should  not  be  placed  contiguous  lo  oils  or  liquids, 
the  melting  or  leakage  of  which  will  injure  it;  so  will  the  moisture  from 
nitrate  of  sothi,  sugar,  tobacco,  &c.  Cochineal  will  draw  leakage  from 
casks  slowed  near, 

165  Fifty-one  serons  of  cocMueal  packed  in  the  usual  West  Coast 
hides,  earh  seron  weighing  about  120 lli.  gross,  were  shijipcd  fit  Callao  in 
1861,  on  hnnrd  one  of  the  Pacific  Steam  Navigation  Co's.  steawnrs,  for 
the  isthnuis  of  Panama,  across  which  they  were  conveyed  by  rail  lo  Colon, 
and  there  shipi^ed  on  board  the  Plantagenei,  one  of  the  Liverpool  and 
West  India  Cos.  steamers,  for  Liverpool.  When  landed,  three  expe- 
rienced produce  brokers  declared  the  parcel  datuagcd  owing  lo  "  improper 
stowage,  ihe  cochineal  having  hven  phvced  upon  vegetable  nuts  and 
copper,"  A  claim  of  about  ^^260  was  made  on  the  osvners  of  ihc 
Plafitaffenttt  who  resisted  it  successfully  on  the  sireugth  of  a  tlaasu  in 
iheir  bills  of  lading  lo  the  effect  lluit  ihey  (h>  not  hold  themselves  liable 
for  *^any  act,  neglect,  or  default  whatsoever  of  llie  fjilot,  master,  or 
mariners.*'  This  clause  was  considered  very  unusual,  and  has  been  since 
expunged.  The  im[>roper  stowage  occurred  at  i'ldon,  as  that  was  the 
only  port  on  ihe  route  where  vegetable  nuta  were  shipped  on  that  voyage. 

166  COCOA,  the  seeds  or  kernels  of  ihe  cocoa  or  chocolate  plant 
Theobnnna  Cacao,  wbicli  grows  in  8oulh  America  and  other  trt»pical 
cUnuiles;  ihe  plant  is  allogether  di^rereni  from  the  cocoa-nut  tree ;  it 
bears  leaves,  flt^wers,  and  fruit  nil  the  year  round;  but  tbe  usual  seasons 
forgathering  the  fruil  are  Jime  and  December;  in  bags,  duiiiuiged  fi 
inches,  bilge  14,  sides  2J.  Large  quantities  are  shipped  at  Ouyaquil; 
in  1860,  lln^  brig  Hdle  of  Deron  took  in  there  4,760  quintals  of  lOtilt). 
English  each,  equal  to  225i  Ion.  The  cocoa  was  in  hags  of  lOOtlj,  with 
liberiy  lo  start  a  portion  (ur  stowage;  3(X>bags  were  started.  The  brig 
took  for  ballast  20  ton  of  silver  ore,  in  400  bags  ot  1  cwt.  each  ;  so  laden 
sh  e  wat  v e  ry  1  i  v c  1  y  at  s e  a,    Coc  o  a  in  u  st  h  e  k  e  p  t  p  e  r  fe  c  1 1  y  d  ry .    1 1 1  s  c  Uisse d 

[at  Lloyd's  as  corn,  iour,  &c.     I'be  Befie  registers  19Hton;   builder's 
meaiurement  276  ion;  has  carried  310  ton  of  coal,  dead-weighi;  and. 


STEVENS    ON    STOWAGE. 


127 


iclndiug  40 ion  coal  far  bullust,  16,900 cubic  feet  measure-  [COCOA 
[tueuc  £(ouds ;  in  oilitr  words  sbe  cairies  4*2*2^1011  metibiiremeiit  goods — 
J 40  feet  iti  tlte  ton*  Bombay  Uai  cocuu  1*2  cwr.  New  York  l,l2ulb#  casks, 
]l«307bags,  16cwt.bdk,  Baltimure  i,300lb.  bags  or  bulk,  or  l,120tb. 
Bnbia  6G  arrobas,  bag8,=  16cwu  or  800  Freindi  kilos.  Taking 
^r  at  7i»4'^  ion  frei;;bt,  tbe  ("rt'igbl  of  cocoa  sbould  be  WOs  and  of  nun 
[4iO|i/^  gallon.  A  bwg  of  cocoa  vvelgbs  nsually  iiboul  I  cwt,  a  cask  H 
^  cwi.  Tare :  at  Hamburg  tbe  tare  is,  Carraccas  in  senms  1 2 lb;  Guya- 
qutl  bugs  2®  3Jtj;  Trinidad  bags  3 lb;  Maranbani  iind  Para,  casks  real, 
I  Cocoa  husks  and  sliells,  ibe  refuse  of  the  cbucohUe  factories,  is  brougbt 
I  from  Gibraltar  and  otlier  places  as  well  as  from  tbe  \Vc5.t  Indies, 

COCOA    OIL;  see  oils. 

167  COFFEE.  Tbe  plant  is  a  native  of  Yemen  lu  Arabia,  bm  it  is 
Iduw  cullivated  wry  exteuMvely  in  tliestmibern  extrcrniiy  of  India,  in  Java, 
llbc  West  Indies,  Brazil,  &c*  Tbe  berries  are  generally  of  an  oval  form, 
iMnaik-r  ttian  borse  beans.  In  tbe  East  Indies  it  is  ^Lippe^l  all  the  year 
I  round,  ebiefly  frum  OclubiT  to  May;  lUe  new  crop  conies  in  in  Oeiober, 
[Very  little  is  grown  in  Uengal,  Manilla,  or  Madras,  whence  it  is  shipped 
Idnring  tbe  nonh-easi  monsoons,  in  eases  couiaining  200  fb.  each,  of  wliicb 

lU  go  lo  u  Ion  for  freight  Tbe  gathering  of  the  crof»  in  Ceylon  con>mences 
[nsnally  in  October,  and  by  the  end  of  December  idl  uill  he  od"  ;he  tribes, 
[Jl  \h  packed  cbiffty  in  ca^sks  Ci^niainiug  S  cwi.  each,  of  «  hich  two  go  Ut  a 
iton  fm-  freigbl.  All  the  crop  grown  by  the  nnliveSj  a  very  email  ciuaniily, 
fit  exported  in  bags.  Cofiee  in  bags  requires  to  be  duimagt'd  in  the  boiiom 
|Q  incbes,  bilge  14,  and  sides  2j  ;  it  shcmbl  always  be  shijqied  \n  double 
[bo^^,  when  single  tbt-y  will  not  bear  liaiidiing;  tlie  dunnage  ought  to  be 
[well  covered,  no  as  to  save  the  cotfee  in  ca^e  the  lower  lier  ol  bags  art? 
rimmed  by  tbe  pressiure  from  above.  When  receiving  collee  in  casks  or 
llm^fl,  ma&tera  should  be  sure  tbey  are  In  good  condition,  before  signing 
j receipts  or  bills  of  lading,  or  the  ship  will  suifer  on  diiichargiTig,  Tbe 
[btrrieB  readily  imbibe  exbalaiions  from  other  botiies,  guano  especially, 
I  ftnd  thereby  acquire  un  adveniitious  and  disagreeable  Havour;  sugtir  placed 

near  will,  in  a  abort  lime,  so  impregnate  the  berries  and  injure  iboir 
[Buvour  as  to  lower  their  value  10  or  '20  lucent ;  rum  has  nearly  the  same 
IcITecl  Dr.  lVIo*kELEV  mentious  that  a  (^w  bags  of  }>epj*er  on  bu.ard  a 
IsUip  Irom  India,  .spoiled  a  w)H>le  cargo  of  coffL-e.  It  s^bould  never  be 
Isiwwcd  nenr  salt — the  eva|)oration  from  wbieb  In  highly  di-HrimentaK 
LCofltf«  usually  gains  weight  on  the  passage  home,  if  shipped  perfectly  dry, 
jUtilrs8  well  ventilated  it  will  *'»leaui;*'  Nome  nmntcrs  keep  the  fore  and 
I^/Ut  hatchways  oj>en  in  fine  weutbtr;  tbe  lightest  and  be^l  nhips  are  tbd 
It  likely  to  "Htcttui  "  their  cargoes.  In  a  green  state  coHtJc  is  very 
ble  to  ferment;  see  chicory. 


STEVENS    ON    STOWAGE. 


i68  C'jflce  is  sometimes  shipped  ai  Rio  Janeiro  in  ihe  [COFFEE 
same  liold  with  liiilts,  which  are  Dccasiaiial] y  iiKt^l  for  dtmnuge  ;  the 
coHl'c  often  gets  htnLed,  and  if  tlie  evil  is  increased  by  deck  le;iks  and 
putridity  among  the  hides,  the  whule  cai'go  will  be  damnged.  In  the  West  fl 
Indies  it  is  sltipped  all  the  year  round,  but  less  daring  the  hurricane 
months — from  the  beginning  of  August  to  tlie  month  of  January.  CoflTee 
alone  is  dunnaged  there  wilh  8  or  IQ  inches  of  logwood,  carefully  covered 
with  muts  or  old  sails ;  in  bags  it  should  have  stiives  or  matting  all  up  the  i 
sides.  At  Ceylon,  when  cocoa-nnt  oil  is  stowed  in  the  botlcmi,  and  loose  | 
coir  yarn  is  used  for  dunnage,  to  receive  coflee,  the  yam  shunld  be  pre- 
viously well  covered  xvith  mats;  the  yarn  should  not  come  in  contact  with 
the  oiL  lu  the  Common  Pleas,  June  t36,  1866,  Palmkh  sued  Lemon  for  i 
damage  doue  to  bags  of  coHee  sh!pj>ed  at  Mauik  in  tljc  Sepoi/,  It  ^vas 
alleged  thai  the  coffee  was  strongly  impregnated  w*ith  ihe  smell  of  rank  j 
Manila  oil  which  was  slow^ed  in  the  bottom  of  the  hold,   Verditit  for  pliiiiitiflT  ] 

Proportionate  tonnage.  -lO  tierces  of  coffee  of  7  cwt.  each,  wifi^hing  14 
ton,  or  iiHU  hags  i\  cwt.  each  (17 J-  tou)  will  occupy  H50  cubic  feet  or  1  keel. 

Tonnage  for  freight.     Bengul  and  Madras,  bitg^  18  cwl,  rt>hhins  and 
casks  10  cwt;  Madras  in  cases  IT  cwt:  Boml)ay  Hags  or  frazils  10  cwt^  cases 
60  cubic  feet.     At  Ceylou  18  cwt  in  bags  or  10  cwt.  iu  casks.     Manila 
is  often  frei^fhtcd  by  the  pecal,  whicK  weighs  182  itt.     At  New  York  l,5fl 
in  casks,  l,8,'^0  lb.  in  bags,  or  Itt  cwt.  in  bidk.    At  Baltimore  l^Kao  fb,  in  ba 
1,000  lb.  in  casks.     At  Bidiia  O^ariobas  (IK  cwt.)  in  barrels,  or  73 J  arrobos  I 
(21  cwt.)  in  bags.     Wlieu  wheat  is  freiglited  at  1^^ quarter,  coffee  in  tierces 
18  rnted  at  ih  ll\d  \>Uni,  in  1^1^^^^  5i7ji/. 

Packages.  Itarrel  I  (ff'  IJ  cw(»  a  baj^  1}  @  \^  cwt,  nod  a  tierce  5  (§  7  cwt 
CofTee  is  sold  at  Tiishou  by  ibe  ai  ruba  22  lb.  100  tb.  Boriuguea^:) « 101"  10  avoir- 
da||oi^.  A  Mocha  robbin  1  @  l^cwt,  a  Moclia  bale  2  (a]  ifj  cwt  A  b/ig  at 
Havana  150  lb;  an  airoba^jfb:  a  quintal  100  It);  100  tb.  Spanitib,  101  j  ft. 
English.  A  bocoy  at  Cuba,  grtmsb^  40  arroUaSp  peqoena  28  arrobas.  A  bra- 
dlian  arroba  usually  reni^eis  21»itb.  llatnbiirg*  and  Havana  2^  @  23J11&* 
105  rt>.  Haniliur^  =  1 12  lb-  Kiiglii?lu     A  panili  iit  Cevlou  H^  {a^  50 lb. 

Hambnrg  Tares.  All  c^iska  t be  real  tare ;  bags  of  Huvatja  lib.  up  to  1 80 lb, 
5  lb.  beyond;  Mocha  -lib.  t*  kale:  C'libn,  Porto  Hicn,  Laguayra,  St,  Domiogo» 
Brazil,  Cheribon  and  Java»  and  Triuge — bags  3  tb.  up  to  ibO  tb,  1  lli.  beyoud. 

IC9  COIR,  a  kind  of  ynrn  mannfacUircd  from  the  fihrons  husk  of 
cocoa  nuls;  see  rope.     Bombay  ton  coir  rope  Itlcwt,  or  5U  cubic  feet, 

COKE  ;  see  coal,  proportionate  stowage ;  and  rliartcr  purty — coke. 

170  COKKR  OR  COCOA  NUTS,  a  woody  fruit  covered  vvitb  a 
fibrous  husk,  growinij^  on  a  species  of  palm  in  most  hot  climales  ;  they 
are  shipped  in  ihe  West  Indies  all  the  year  round  as  there  are  green  nuts 
and  ripe  nnta  on  the  same  trees  almtisl  coniinuivusly;  they  are  generally 
n«ed  as  dunnage,  which  should  be  Mated  on  the  bill  of  lading. 


STEVENS    ON    STOWAGE. 


1^ 


1 7 1  COI lOCYNTH  (bitter  cuciimber  or  Rourd),  about  the  size  and 
l«hii|H?  of  a  large  orange,  with  a  thin  leathery  yellowish  rind;  Bombay 
[ton  *^ cubic  feet,  in  cases. 

172  COLOMBO  ROOT  (Calumba),  the  root  of  tlie  Coccuius 
IpalmatuM;  it  is  imported  from  Ceylon  in  circular  brown  knobs,  wrinkled 

on  the  ootcr  surface,  and  yellowish  witliin:  it  is  a  medicinal.     Bombay 
tctn  14  cwt,  In  bags. 

ITS  COMBUSTION  (SPONTANEOUS).  It  is  too  commonly 
|*u]>pohed  that  cases  of  lire  are  ulmosit  always  traceable  to  the  intentional 
*or  uccidrntnl  access  of  tire  to  inflammable  hubstances.    The  accom|mnying 

li%l  of  substances  liable  to  tijiontaneous  combustion,  witluuit  any  uppli- 

cation  of  beat,  will  shew  tlial  j^reaier  danger  is  to  be  ap[ireliended  from 
Itheae  bodies  than  from  ibe  taking  tire  u(  ordinary  inBauHnable  substances, 
174  Little  more  is  necessary  fur  the  pre ven lion  of  (ire  on  board  ship, 
}%n  for  ibp  coiilrol  and  extinctiou  of  it,  when  it  has  broken  out,  than  a 

careful  and  judicious  application  of  the  few  simple  pnuclples  involved 

ID  ibe  theory  of  combnstrun. 

\76  Two  di»ttiici  classes  of  bodies  are  necessary  for  the  prodtictiou 
[or  fire,  viz : — combustibles  and  supporters  of  combustion.  Atmofipheric 
l«ir  is  the  most  common  supporter  of  combuHiion.  When  wood  burns,  its 
I  constiturnts,  carbon  and  hydrogen,  eorubinc  with  the  oxygen  of  the  air, 

and  produce  water  and  carbonic  acid^  both  of  which  substances  are  des- 
Itrayeraiyf  combustion. 

176  Bearing  these  facts  in  mind,  they  should  be  thus  applied.  A 
^ Gre  has  buiken  luit  in  ibt:  hold  of  a  Bbijj^  in  a  part  quite  inaccessible. 

Fire  cannot  con li nut?  without  a  constant  supply  of  air,  llierefore  use  the 

inmost  diligence  in  siuppiug  every  holu  and  crevice  through  which  air  can 

[obtain  access  lo  the  combustible;  and  i»revent  as  much  as  possible  thu 

|iiUMn«(  oflT  of  the  smc^ke  produced,  because  it  eoulaius  carbonic  acid, 

wiiich  is  even  a  more  active  extinguisher  of  fire  tluui  water  itself.     On 

board  steam-ships,  a  pipe,  accessible  from  ihe  deck,  should  if  possible  be 

laid  nn^  from  the  boiU^r,  to  communicate  with  every  part,  and  furnished 

riih  cocks  or  valves,  by  which  the  steam  could  be  directed  wherever  it 

I  required,    Iii  ra^e  itt  fire,  the  locality  sbouhj  be  closed  as  completely 

jssible,  and  a  supjdy  o\  steam  (nrned  on,  lo  exjiel  the  aimosphere 

'  quickly.     As  the  air  In  as  absolutely  necessary  for  nHubustion  as  the 

combustible,  its  removal  will  be  us  eilicient  for  the  extincliun  of  fire  aa 

tirauld  be  tlmt  of  the  cumbnsttble  itself. 

177  Some  bodies,  such  as  gunjiowder,  nilre^  and  .saltpetre,  contain 
inritliif)  tbi?msclvi*s  the  elemcnls  of  cumbuHiifUi,  they  slnKihl  therefore  be 
litiiwcd  apuri  from  other  cnndjusiible  bodies,  and  arranj^emenis  made,  for 
^aickly  drowning  them  with  water,  through  a  pipe  leading  directly  from 


IM 


STEVENS    ON    STOWAGE. 


the  deck.  With  such  ready  means  of  preventing  dan-  [COMBUSTION 
ger  from  explosion,  the  crmfidence  of  the  crew  may  be  mainlaiued,  und 
the  necessary  cflbrts  cunlinued  for  the  fxtinctkin  of  ihe  fire* 

178  For  the  development  of  sponianeona  combustion  in  any  of  the 
Lbodies  in  ihe  ani^exed  list,  lieat,  moisinre,  and  atmospheric  air  must  he 

resent  together.  If  oil  and  cotton  get  together,  and  aliiiosphenc  air  huve 
access,  S|iontaiieous  combustion  will  not  eommerice  until  moissture  be  pre- 
sent, and  a  certain  temperature,  say  6<.f  be  airnined.  If  more  water  have 
access,  any  inclination  to  increase  of  temperature  will  he  neutralized  by 
the  water  dispersing  the  heat  through  surrounding  bodies.  If  excess  of 
water  be  not  present,  the  lent jierature  will  goon  iiicreasiog,  provided  the 
atmosphere  be  stagnant;  but  if  there  be  room  for  rapid  ventilation,  the 
increaie  will  be  prevented  by  the  heat  being  carried  off  in  the  vapour 
pnxluced,  but  removed  by  the  atreara  of  air;  see  coal,  fermeiiiatioDj  fire, 
hay,  nnptha,  oil,  vapour  damage,  veutilntion,  wool,  &c. 

179  A  list  of  sub:^lances  liable  to  spontaneoos  combustion  either  by 
the  absorption  of  moisture,  by  decomiiosition,  or  by  the  evolution  of  gas. 

By  th'  ahsfnpiion  of  mm^iare — ^Biirilla,  black  asb  waste,  boneSt  booe  dust, 
charcoal  wood,  do.  peat,  cliocolate.  chieory  roasted,  coffee  do»  corn, cotton  cloth, 
cotton  raw,  do.  waste,  fibrous  vegetable  and  animal  substflncesof  everj  descrip- 
tion, flax,  flour,  guano,  hay,  hemp,  lani|(  black,  lime,  oakum,  oatmeah  old  rags 
with  oil  and  moisture  or  wilbout  oil,  pfiper,  peat,  ropo,  sawdust,  woollen  clotbs* 
Bij  tJecompodiion — Brassy  coal  or  coal  brasses,  or  iron  pyrites  in  coal  nsed 
jfor  mitking  copperas,  copper  pyrites  or  sulphnrons  copper  ore,  clotb,  woollen, 
Or  cotton,  with  moisture  or  with  oils  aud  raaisture,  Oreworlca,  iron  pyrites, 

an  recently  raised  from  loog-continn^^d  suluiiei-sion  in  salt  water,  linseed 
^meal,  luciferrnatdies  by  friction  or  concussion  (fires  bave  been  occasioned  by 
rflts  gnawing  wax  vt»stas  or  Uidler?),  oil  cake»  oils,  vegetable  or  animal,  and 
fats  wiib  any  vegetable  fibrp,  mmHitire,  and  slight  hpiit,  are  sure  to  take  fire, 
oil  cloth,  paints,  printing  ink.  pictures,  i.<f.  oil  paintings,  wipings.  j.r  cotton 
raste,  whieb  is  commonly  employed  for  the  purpose  of  cleaning  macbinery,  or 

By  olher  cotton,  flax,  hemp,  or  woollen,  wnsto  eloih  or  fibre  that  may  liav© 
been  used  for  wiping  off  tfie  nil  auvl  din  from  raacbineryi  is  peculiarly  dan- 
gerous;  wood,  sawdust,  and  oiber  combuslilde  bodies,  are  commonly  Ruppos^ed 
to  require  flamn  for  ignitioti,  or  at  loiiMt  a  very  bigli  temperature,  but  a  close 
atmosphere,  with  a  temperature  of  less  tban  1iH[)*  Fab.  long  continued,  is 
euiEcient  to  cause  spontaneous  combustion.     Or, 

B(f  iJw  eeoiution  of  Oajt, — Coal  bituminous,  some  sorts  are  peculiarly 

able  to  evolve  a  combustible  gas  which  does  not  take  ^re  spontaneously, 
1>iit  wbicli,  haviii£f  at*freniS  to  a  lighted  cnndlo  or  lire,  will  iffuite,  and  explode 
with  Hiilbricnt  vitdenco  to  Idow  up  the  decks.  Qiiano.  taking  moiRinrc,  will 
©Toh-e  gas  in  suflicioni  qutintity  to  nsk  an  explosion,  yajiour  of  spirits,  such 
UB  brandy,  rum.  whiskey,  pyroxilic  spirit,  nuptha,  turpentine,  kc.  like  gas,  ifl 
liable  to  tiike  (ire  ut  a  considerable  distance  from  a  broken  or  opened  vessel  con- 
taining them,  aud  consec^nently  of  courae  to  set  Bra  to  suiroimdiog  bodies. 


STEVENS    ON    STOWAGE. 


191 


comasBioNs  on  seippino,  iko*  at  Sydney. 


V  ptnliilic  Mies  of  mercliaiidixe, 
r  Amcluuet  of  ahips,  bonscs,  and 

fiiln  or  porchasef  of  GoTcr&XDGot  Hecn- 
Hll«ft,  ftud  8bjir(!3  in  public  compuuea 
(oa«  oomimB«ion  onljU  ^  ^cqhL 

6«lt*«  or  purchojiei  of  live  ittook  or  fttationa, 

SaIl-^  cri  wool  anil  tivUow  (incluiiiTe  ol  tMO- 

Rtlvfk  of  hides  and  BbecpftkinB  (exclasive 

III  AoctioiiMr's  oommission),  t^i  ^ceut* 
8«Ji/^  cir  pnrebjuiefl  t>f  gold«  gold-diut^  bul- 

liim,  jLod  *pe4!io,  i  ^  cent, 
iU  proi»ertT  viibilruwn,  f^binMid,  ot  4e« 

JirerciJ    r  N»ilf   tho  rftU» 

rhargvh 

Hondn  for cry,  24|p'cent. 

vltA»««  of  merdumdize  wiUt  fiuidB,  21 

hiUHi*  (d  tncTcUandise  wiUioui  fundB, 
I  I*  cent. 

I  on  ptDdiioe  for  abipmfint,  1  |>ct. 
[  merebandize  4^xcluHivt>  of  gold, 
und  specie),  for  abipmeut  aud 
fi^r«urdijig,  actual  ebarges  and  i  ^  cent. 
iucUonccr  i  conuniasion  and  broberage 

U>  bte  cbu-ged  wboa  incnrred. 
r^flcf  tifig  msnnuiefl,  h  '^  cent,  on  prendmn 
j  limiimncc  kiBe4»,  total  or  parliftl, 
i  {mMeimng  retmnui  of  premium^  2| 
nt. 
^rocttring  raonry  on  bottomry  and  rMpon- 

dejjtiu,  '11  f^  cent. 
Elsaranieri  >  lis,  or  bonds,  bj  en- 

don«<in>  >  J  >«c  (for  periodJi  not 

wii  Lu^'  carreacy),2|  f^ct. 
i  ^,  decent. 

1  of  f^tatcH,  5  ^  cent, 
r  for  vi^uicb^,   including 
Lirigbtif  Ibo  flbip  rcyturns, 


Procuring  freigbt  and  pasaengdrs  for  tm* 
MilH^  5  \^  cent, 

CoUocting  inward  frei<tlit  or  cbarter  mo- 
ney, or  money  un'lcr  bottomry,  5  ^  cent. 

Endeavoarin^  to  ohtiiin  cmiigrant  Bbip's 
papers,  irrespective  of  any  otber  cbilm 
for  claim  for  extra  &ervic«?,  20  guinvfts. 

Siiip'g  diiibartiemtmta  arising  firom  freigbta 
collocted*  nil. 

Sbip'B  diiibiLTsements  from  funds  in  band 
not  luiMag  from  frcigbt  collected,  2| 
^  cent. 

Bbip'ft  dinbursemontB  wbcn  not  in  fandBi 

Ittre«tment«  made  on  mortgage^  2^  ^>ce»nt. 

Eccciving  mortgage  moutsy  on  wbii^b  a 
conmiintiioii  bau  been  pnsvioasly  obtain'^ 
ed  on  investment,  incmding  remittuMO 
by  bill  ol  exchange,  1  ^  cent. 

Becei ring  money  luider  mortgage  on  which 
no  coumiiiitian  has  been  previoQisily  ob-> 
talncdt  iticlading  ntmittonce  by  bill  of 
exchiuigfl,  2i^L'€'nt. 

Acting  as  tra.Hte«  on  afiflignments,  5  ^  cent« 

S«ttlor*s  AoootLut. 

Purchase  of  payments  under  advance,  5^ 
cent* 

Ditto  ditto,  with  funds,  21^  cent 

Any  baluuce  of  account  imliqui dated  at 
the  end  of  a  year,  to  bo  considered  a 
new  advance,  and  charged  accordingly, 
5  ^  cent 

Intereiit  on  current  accoiinl»  to  be  charged 
at  bank  rates  on  caah  credits,  or  over- 
drawn aceounta. 

Intercolonial  biUjn  ditthouonred,  5^  cent, 

and  notarial  charges. 
Bills  from  New  Zealand  difihononrdd^  7| 

^  cent,  and  notarial  ehargei. 
English  and  Foreign  bills  dtshononrmt, 

UO  ^  cent,  and  notarial  charges. 


COluaSSIOH   ON   SHIPS  AT  POBT  AI^ELAIBE,   SOUTH  AUSTEALIA, 


[  abipfl,  21  lucent. 
[  ditto,  when  in  funds,  2i  %»ot 
I  not  in  funds,  fi  ^  cent. 
j  charter,  procuring  frcin^i  and 
ngfTK  ft  V  oeot. 
nd  diabttfiemant,  when  in  funds, 

I  not  in  fondi,  5  ^  oent. 
I  ebaricT  mon^^y  or  freight^  &|*  et 
ufii't;  advani'ea,  or  collecting  money 
i  bottomry  or  reapoudentia^  21  ^  ecmt 


Passing  accounts  at  Ooremment  Offioda 

for  emigrant  ship*,  ten  guineas. 
Checking  expeDditore  acoouul«  ou  l»ebttlf 
of    charterers    tor   paaMsnger    veiwela, 
granting  certiflcatea  ind  remving  snr* 
plus  Btoroti}  if  anjj.  ton  goiliMa. 

For  aurroys  on  damaged  gondii  each  aur- 

veyor  one  guinea. 
For  DDoeying  batohes,  ditto,  one  guinea. 
For  marine  rarr^it  ditto,  two  guineaa. 


132 


STEVENS    ON    STOWAGE. 


180  COOLIES*     Many  coolies  are  shipped  at  Swatow  forHavan- 

nab  ;  a  master  should  carefully  inspecl  ihem  at  the  dcput  and  accept  the 
heahliy  only;  he  generally  receives  a  small  gi'atuity  for  tho&e  landed 
^aHve  and  not  blind. 

181  COPPER,  pure,  is  made  np  at  Swansea  in  inj;:o(H  of  l4Wx  and 
calces  20(5' 50  Jb,  Sehrjoners  of  80  ton  regisier  and  130  burthen,  with 
a  hohl  11  feet  3  inches  deep,  and  drawing  I  I  feet,  are  pmvided  with  three 

^kcekons,  five  feet  high^  to  support  a  plolfonn  on  wliich  the  copper  is 

•  stowed,  am  id  fillips,  as  high  as  possible,  to  prevent  the  vessel  from  labour- 
ing; in  winter,  sharp  vessels  require  the  copper  to  be  laid  rij^ht  across, 
and  to  avoid  shifting,  spare  rope,  warps,  mooring  chains,  &c.  are  pintred 
overall ;  sheathing  copper  is  made  np  in  cases  containing  5  (a>  10cwt< 
ench;  dunnage  on  the  ceiling,  as  aalt  water  injures  its  appearance  ;  see 
metals.  Copper  and  copper  ore  are  also  sent  from  Adehiide  to  Melbourne 
by  steamers,  to  be  shipped  at  a  low  rate  of  freight  as  ballast,  in  the  largo 
pa&senger  ships  whieb  cany  almost  entirely  ^votil  during  the  seasun,  with 

fpassengera  in  the  'tween  decks.  The  copper  is  in  ingots  and  cakes,  tbe 
latter  weigbing  about  50  tb,  and  the  ore  in  bags  of  I J  (S/  *2  ewt.  A  cubic 
foot  of  melted  copper  weighs  54*'>  tti ;   native  metal  tiOUtti;  ami  copper 

[  medals  620  lb.     Sjiecific  graviiy  R*584  @  8^900. 

182  Bar  Copper  and  Block  Tin  are  shipped  on  the  West  Coast  of 
South  America,  in  naked  rongli  bars,  varying  in  weight  from  I ^0  (jtj  250 tb. 
and  in  h>ls  fnim  tiO  (,«)  OOltin.  Being  very  much  heavier  tlmn  orcw,  and, 
of  course,  more  straining  to  a  ship,  it  generally  pays  l»>«{f>ton  English 
beyond  the  freight  for  ores,  A  consi disable  tpianiiiy  of  grain  copper  called 
"Harilla/*  packed  in  small  canvas  bags,  is -shipped  at  Arica  for  England  ; 
it  is  bronght  from  the  washings  beyond  Tacua  on  llamas — ^a  kind  of 
d i m  i n n t i V e  ca m e I , — and  fro m  '1  'ac n a  to  Arica  by  rai  1  vv ay.  Li ke  al  1  d ead- 
weight,  bar  copper  and  block  tin  are  kept  as  high  as  possible.  In  a  ship 
of  420  ton  register,  an  experienced  master  hns  always  stowed  them  in  the 
'tween  decks,  rigbt  fore  and  aft  from  balkhead  to  bulkliead  ;  in  tiers  of 
BIX  blocks  abreast,  occnpying  about  five  feet  only  in  width.  Deals  fixed 
on  their  edges  each  side  of  the  ship^  riglit  fore  and  aft,  form  a  sort  of  baby 
trunk  which  is  safely  fasioned  to  the  'tween  deck  suinchinns.     This  plan 

I  not  only  relieves  the  wings,  but  secares  the  full  siijipnrt  of  the  centre 
Ktancbions  in  the  lower  hold.  At  Adelaide,  copper  ingcJts  weigh  about 
1^ or  I6tb,  each,  and  measure  9  X  3  x  3  inches.  They  contain  95  jp- cent. 
of  pure  metal,  and  are  shipped  all  the  u^ar  ronnd,  print^i pally  to  India* 
2!  cwt.  of  i"(*pptn'  is  st>meiimes  taken  as  a  l«m  ;  E.  LCo,  allows  20  ewt.  of 
Japan  copper  to  the  ton;  at  Baltimore  2,240 fb;  at  Valparaiso  a  cjuintal 
18  llX»Tt».  When  wheat  is  l.^f*^ quarter  freightj  copper  is  rated  at4A9f/ 
^  ton  of  20  cwt. 


STEVENS    ON    STOWAGE. 


133 


IB3  COPPER  SULPHATE,  or  blue  vitriol,  is  Boloble  in  water 
aijd  poisonous,  and  hIiouUI  therefore  be  kept  scparale  from  every  alimen- 
Ury  substance  or  other  body  subject  to  injury  from  stain  j  it  is  also 
corrowve  of  iron,  steel,  and  sjinc  goods.     It  is  packed  in  casks. 

1S4  COPPERAS,  a  popular  name  for  the  beantifnl  ^een  crystals 
forming  sulphate  of  iron  ;  also  called  green  liirioL  20  hogshead,  weigh- 
ing 17  ton,  will  occupy  850  cubic  feet  or  1  keel*  When  wheat  is  b  fi- 
ler freight,  copperas  is  rated  at  4«  lOJf/ip-hogdiead.  A  hogshead 
ighu  from  16  (g  20  cwt, 

COPPERAS,  white ;  see  zinc  sniphate. 

185  COPRA.  An  Eastern  name  for  the  dried  pulpy  oil  of  the 
eacoa  nut;  it  is  the  meat,  flesh,  or  kernel  of  the  eacoa  nut,  and  is  used 
extensively  in  France.     When  welted  with  sea-water  it  ferineiiLs  and  may 

Dlge  other  goods^  especially  oil  in  casks  ^  see  oil.    Bombay  ton  12  cwl. 

186  COQUE  DE   PERLE.     Bombay  ton  20cwt.  in  bags, 

187  COQnLHOS.  The  coquilla  nut  is  the  fruit  of  the  Attalea 
/uni/era,  a  South  American  palm.     At  Babia  llie  Ion  is  8  mil. 

ISft  CORAL,  a  heautiful  branched  substance  formed  at  the  bottom 
[  ef  the  sea  by  small  animals  called  polypi ;  there  are  three  sorts,  red,  white, 
and  black*  It  is  found  in  the  Red  Sea  and  in  many  parts  of  the  Medi- 
Icmmean,  particularly  about  Marseilles,  Tunis,  and  Sardinia*  Cural 
U  shipped  all  the  year  round.  Bengal  and  Bombay  ton  20cwt.  rough 
in  l»ogs,  not  specimens. 

IbU  CORIANDER,  tbe  popular  name  of  the  genus  of  plants  of  one 
Bpecies,  Coriandrum  miii^itm^  the  seeds  of  which,  when  ripe  and  dry, 
hare  &  strong  aromatic  odour  and  taste.  They  are  very  liglit  and  are 
packed  in  bags,  and  are  usually  stowed  in  the  'tween  decks  or  some  other 
dry  part  of  tbe  ship.  Madras  ton  12  cwt,  Au  essential  oil  is  expressed  . 
from  Hie  seeds. 

11^0  CORK.  Specific  gravity  0-240,  Tn  Spain  and  Portucjal  the 
bark  is  removed  in  .luly  <^nd  August*  In  engaging  it  is  usual  to  calculate 
120  ton  register  to  every  30  tun  of  cork  ;  this  calculation  is  for  ships  of 
ordinary  construction ;  sharp  vessels  one-sixth  or  one-eighth  less*  Ships 
rrf|iiirr  full  two-thirds  of  their  ordinary  ballast  when  loading  cork;  the 
heavier  the  ballatet  llie  birger  the  freight.  At  some  ports,  St*  ll)cs  es- 
pccially  I  italt  can  be  obtained  to  answer  the  purpiise  of  ballast ;  occasiuually 
milphur  pre  h  taken,  hut  a  plentiful  supply  of  matting  shouh)  intervene, 
I  iind  tJ»c  roughest  cork  placed  next  the  ore.     The  mine  rule  applies  to 


134 


STEVENS    ON   STOWAGE, 


sand,  but  consignees  Rlrongly  object  to  its  use.  because  it  is  [CORK 
Ldriven  into  tbe  cork  by  the  motion  of  the  ship  at  sea.  No,  I  and  No.  3 
■cork  tnugt  be  kept  dry,  as  waler  discolors  it  and  spoils  the  sale.  In- 
stances are  reported  where  the  decks  have  been  blown  up  when  a  cargo 
has  been  completely  saturated  with  water.  Cork  on  deck  should  have  a 
wtttrr- course  under^  and  tar|>uulius  or  sails  over.  Cork  is  not  p*icked  so 
cloKcly  at  Lisbon  as  at  Faro  ;  the  packages  there  vary  in  weight  froen 
130 1^:  ITOtt*.  eaclu  In  Jan.  1862,  the  barque  Emii^,  of  Newcastle,  Capt. 
CuowLEp  filled  her  bold  with  66  ton  of  Lisbon  cork;  she  was  what  is 
termed  "blown  up*'  with  this  cargo.  Her  ballast,  63  ton  of  sand,  was 
levelled  ri^bl  fore  and  aft,  as  far  as  the  runs  at  each  end  ;  it  nearly  covered 
the  keelson  ;  so  laden  .she  was  rather  light  at  sea.  The  EmUif  registers 
251  ton,  lakes  t?2  keel  of  coal,  and  on  one  occasion  hud  420  ton  td  coal, 
40  ciisks  of  linseed,  and  4  large  casks  of  lampblack ;  she  traded  ori^nnally 
from  Bristol  to  the  West  Indies,  and  is  a  foil-carrying  ship,  The  sofcooiier 
Jrl\  of  Dartmouth,  Capt.  Adams,  124  ton  register,  in  May,  lt?f>4,  took  in 
100  ion  of  lead  at  Seville  and  31  ion  9c\vt.  cork  at  Sines.  The  lead  was 
placed  on  the  Hoor*  and  the  cork,  25  ton  15cwt. over;  it  conjplclely  filled 
the  hold  ;  6  ton  14  cwt  were  carried  on  deck  at  half  freii^ht*  Full  freight 
£3  \6s;  lead  \2$,  The  ,^rk  is  a  len^^lhened  ship  and  full  built ;  with  so 
much  wei^iit  below  slie  was  very  lahoursome  at  sea  ;  and  drew  aft  lUj  feet, 
forward  9^  feet;  with  200  ton  of  coal  she  drew  I2i  and  ll|feet:  length 
b6leet,  bread  lb  22  feet,  depth  12  feet* 

191  The  following  is  tlie  fonii  ot  charter  party  used  by  an  eminent 
London  firm,  **  It  is  this  day,'*  Slc.  *'  after  the  discharge  of  her  outward 
ciirgo  at  Seville,  there  receive  on  board  lend  for  ballast,  and  proceed  to 
8iues  i}T  so  near  thereunto  as  she  may  safely  get,  and  there  load  from  the 
factors  of  the  suid  merchant,  a  full  and  eomplete  cargo  of  cork  in  bandies^ 
or  other  lawful  merchandize,  with  deck  load  of  cork,  and  as  much  loose 
cork  as  may  be  sufficient  for  broken  stowage,  not  exceeding  what  she  can 
reasonably  stow  and  carry  over  and  above  her  tackle,  ajjparel,  provisions, 
and  furniture.  The  ship  to  pay  five  shillings  per  bundle  for  every  bundle 
cut  open  on  board.  The  deck-load  to  be  dunnaged,  Wfll  secured,  and 
covered  with  tarpaulins  or  sails.  The  sbip  not  to  be  ballanted  with  mud 
or  sand,  or  anyihing  prejudicial  to  cork.  No  lead  or  other  ballast  to  be 
Stowed  aaTong  the  cork  (except  on  planks),  or  in  any  way  so  as  to  cause 
the  hundlcH  to  be  broken — a  gangway  to  be  left  on  each  j*ide  of  liie  deck- 
3<iad,  and  screw  ring-bolts  to  be  provided  for  fastening  the  same.  The 
cargo  to  be  brought  and  taken  from  alongside  the  ship  at  the  merchani'a 
risk  and  expense,  and  to  be  stowed  by  charierer^s  agentii  at  ship's  expense  ; 
iLud  the  said  ship  being  so  loaded,  shali  therewith  proceed  to  or  so 

near  unto  as  she  may  safely  get ;  and  deliver  the  same  at  such  usual  wharf 
or  dock  as  the  charterers  or  their  ageius  may  appoint,  on  being  pttid  freight 


ST£VBN8      OK       STOWAGE. 


COTTON    DOWN    THE     GANGES     TO    CALCUTTA. 


STEVENS    ON    STOWAGE, 


1% 


at  an<<  after  ibe  rate  of  £  ^  tan  of  20  ewe.  net  delivered  for  [CORK 
all  cork  brought  under  deck  in  bundle s,  and  half  that  rate  far  all  cork 
bmaght  upon  deck,  and  for  loose  in  the  l»old  for  broken  stowage  onl}*." 
I  When  making  a  purchase  of  cork  on  his  osrn  account,  a  roaster  should 
}  be  vrry  cautious.  Tonnage.  4^  ton  Faro  cork  will  occupy  u,  space  of  t<60 
\  cubic  feet,  or  1  keel  of  21  ton  4  cwt*  When  wheat  is  freighted  at  Is-  per 
ncr,  cork  i»  rated  at  2U  6id  \^  ton  ;  others  say  20j  for  cork  wnod, 
Jready  manufuctured  and  in  hales  it  pays,  according  to  quality,  10  @ 
mi  1^  cent,  niiire.  When  cork  is  freighted  at  £3  I2s  64  ^  ton»  sulphur 
ore  should  be  I6s. 


192  COTTON>  from  the  interior  of  India,  is  conveyed  on  solid 
I  wooden*ivheeled  carts,  pad  bullocks,  aud  camels,  through  the  ghauta  or 

inouiilain  passes,  to  Mirzapore  on  tire  banks  of  the  Ganges,  where  it  is 
I  shipped  in  very  large  flat-bottomed  boats,  provided  with  outrigger  beams 
[attached  to  the  sides,  to  receive  the  shapeless  and  unwieldy  bales.     The 

current  being  swift,  the  usual  masts  are  struck,  a  tslender  pole  only  being 

raised  to  hoist  a  small  rugged  sail,  just  su^cienl  to  secure  steerage  way. 
[  There  h  an  average  of  ten  men  to  each  boat.  In  this  mode  it  h  conveyed 
[to  Calcutta.  Cotton  is  shipped  all  the  year  round  from  the  East  Indies, 
I  especially  frc»m  Bombay;  other  parts  on  the  INIalabar  Coast  and  Tuticorin» 
Muring  the  n(»rth-ea5t  monsoon,  November  lo  ApriL  It  is  im|H)ssible  to 
[lay  down  any  arbitrary  rule  for  determining  the  quantity  of  baUaxl  re- 
[c|uired  with  cotton.  Under  the  heading  Bombay  the  quantity  laketi  by 
rarveral  Jihips  is  staled.  Serious  mistakes  have  been  made  hy  masters, 
Itbrtfuf^h  acting  upon  some  imaixinary  belief  as  to  the  stability  of  their  ships, 
liiot  cmly  by  taking  an  insufficiency  of  ballast  for  their  ordinary  capacity, 
[but  by  filling  an  immense  poop  with  freight.     The  construction  of  the 

phtp»  her  stability  when  light,  the  amount  of  the  compression,  and  the 
Isiature  or  the  specific  gravity  of  the  other  parts  of  the  cargo  (if  any)  have 
lii>  be  considered.  When  the  ballast  is  laid  the  height  should  be  carefully 
Imranured  from  its  level  to  ihe  beams,  to  determine  the  numbtr  of  edge 
[and  flat  hales  of  cotton  that  can  be  stowed  without  losing  space.  The 
Id un na^e  shmi]d  be  at  least  9  inches  on  the  floor  and  to  the  upfK'r  part  of 
jthe  bilge;  ihe  wing  bales  of  the  second  tier  kept  6iiicheB  otfthe  side  at 
Itbr;  lotrer  corner,  and  2i  inches  at  the  sides;  shnrp-botlomed  ships  one- 
[third  Icsn  dunnage  in  fioor  and  bilges;  for  large  ships  12  inches  in  the 
Ibilgcs  and  J*  inches  on  the  floor  is  customary*  Great  attention  is  required 
f  to  lee  that  as  much  as  possible  is  ]iui  into  the  hold  ;  but  occasionally  lime 
lis  lost  ill  screwing  hard  lo  gain  a  little  space;  it  frucjUi^ntly  results  in 
tlirfaking  povls^  and  sttirting  beams  (»r  stunehions,  and  it  has  been  known 
fto  rend  a  ship  at  sea;  much  of  the  advice  given  in  relation  to  stowing 
lnool  will  apply  here.    If  possihlt:  ballast  abould  never  be  used  for  broken 


idd 


STEVENS    ON    STOWAGE* 


stowage  except  in  ihe  wings  of  the  ^otind  tier.  When  stone  [COTTON 
ballast  is  placed  arauii;^  the  hales  for  hrokeu  stowage,  it  is  necessary  to 
ascertain  that  it  is  not  of  a  quality  likely  to  prodiice  spontaneous  coni- 
busLion  by  its  contigiiiiy  to  the  cotton.  Collon  shipped  in  India  for 
Kumpf*,  and  oecupying  four  or  five  mohths  in  transit,  should  be  carefully 
inspected  before  it  is  struck  into  the  holdj  to  see  that  there  are  no  marks 
of  mildew  or  other  signs  of  dampness  on  the  bales^  as  if  stowed  in  bad 
conditioTi,  much  danger  may  arise  on  the  passage,  from  sponlaneons 
ccimbuaiian  j  this  danger  is  referred  to  under  the  heading  New  Orleans* 
Cargoes  of  cotton  have  been  injured  and  sometimes  spoiled  by  leakage 
through  side  halla!it  ports  wliich  v^^ere  insufficienlly  fastened  awd  canlked, 

l'J3  Calcutta,  In  calculating  for  ballast  for  a  cariifo  here,  some 
masters  take  on«*lhird  of  the  register  tonnage  as  a  guide,  by  which  a  ship 
of  90O  ton  register  would  require  300  ton  of  ballast;  others  say  27  ton 
of  ballast  to  every  100  ton  of  cotton*  From  Calcntta  for  CMna  t!io  bales 
are  about  2i  («'  2}cvvt.  each,  and  are  carefully  weijj^hed  on  delivery  ;  when 
taking  cotton  to  China  stipulate  for  5  lucent,  at  Icfist  of  half  hales  if  re- 
quired^ with  permission  to  cut  or  break  whole  bales  in  two.  Masters 
should  he  careful  when  Chinese  labourers  are  employed  that  they  do  not 
"  comb"  off  the  ends  of  the  bales  or  cut  a  band  so  tliat  l!ie  bale  may  burst 
and  enable  tbem  to  steal  a  quantity  of  ihc  loose  cotton,  Lascar  crews  are 
capable  of  perftjrminj,'  tijese  tricks  when  iusligated  by  the  bum  boat  and 
washerwouieu  who  throng  the  decks  if  allowed.  T^ascars  fiavc  ali^o  been 
charged  with  setting  many  ships  on  fire  on  their  way  down  the  Hooghly  ; 
the  very  large  advance  of  wages  (three  months,  and  somciimes  six  montlis 
to  Ru gland)  beiiig  a  great  induceuient*  I'he  fact  that  a  fire  Itroke  out  on 
one  occasion  iminediatLdy  under  the  Lascars*  galley,  the  deck  being  burnt 
through  thure,  was  very  suspicious ;  it  was  currently  reported  tliut  several 
men  were  specially  rel4iincd  by  the  Ghaut  serangs*  for  the  execution  of 
such  villanous  projects,  and  that  they  were  always  clever  enough  to  avidd 
dLHtniion,  A  cargo  of  Wagoola  cotton  from  Cliina  discharged  in  the 
West  India  Docks,  in  June,  lH(j*4,  was  found  injured,  supposed  by  water 
injected  iulo  it  in  the  country.  The  cotton  was  discolored  and  heated 
into  large  lumps* 

194  At  Bombay  cotton  is  the  standard  for  freiglit ;  any  article  aflect- 
ing  rates,  such  m  a  new  produce,  is  slacked,  and  an  estimate  ia  then  made 
of  whttt  quantity  cuuld  he  stowed  in  5tJ cubic  feet;  freight  in  prctportion. 
The  cotton  presses  are  generally  on  or  very  near  the  place  (bunder)  of 
shipping;  not  one  exceeds  500 yards  distance.  The  presses  are  close  to 
the  wfiter,  hccanse  the  bales  being  lasherl  with  rope,  always  increase  by 
moving.  The  ships  lie  wjilnn  a  distance  of  two  miles;  whilst  their  hatches 
are  opened,  and  during  the  stowage  of  cotton,  Sec.  they  are  not  on  any 
a<:couiu  to  have  any  lights  in  tJie  hold  or  orlop.     An  experienced  master 


STHVKNS    ON   STOWAGE 


^^HUTs,  eollon  ts  shipped  all  tlie  year  rnunJ  at  Bombay,  but  the     [COTTOH 
^F«  ^tn  is  in  March,  April,  and  May  5  ihe  new  crop  begins  to  arrive  in 

^M   i  ;  ►     I'bt'  south-west  monsoon  commences  about  June  li(>,  and  con- 

tinner  fill  abont  October  ]6;  during  that  time  a  heavy  fall  of  rain  occurs, 
and  the  wind  blows  hard  with  occasional  violent  squalls.    Frequently  no 
cotion  if  ship|»ed  or  cioi^o  landed  for  10,  12,  or  15  days ;  then  comes  a  break 
for  a  few  dwys  and  the  work  is  resumed.    Cotton  shipped  at  Bombay  after 
tbi»  m«»n»ocui!?  is  gcm^rally  not  so  clean  as  tliat  oblained  in  dry  wealhrr. 
Brtween  the  lime  of  measinrement  after  pressinfr,  and  that  of  being  slowed 
ID  the  bold,  cotton  is  said  to  increase  5  or  10  JJ-ccnt.    The  h»ss  of  freight 
11  Madras  ainotinta  soraetinies  to  15  \>  cent,  in  consequence  of  rolliiig 
the  bales  over  the  licacii.     Tenl^-cefii.  f»f  the  hales  arc  itupptffted  lo  he 
tiK  nst»rcd  on  the  hti ruler  at  Bombay  by  tfie  sbipperis  and  capiaiii*s  du- 
hislies,  but  fhis  fjhould  not  be  done  nnTil  they  are  fairly  on  board  ;  the  ship 
V  Ju'hl  10  huvf  the  benefit  of  the  expansion-     Masters  should  strenuously 
f^  r .  itcM  Mgainsl  tnkinj:?  ft>nr  bales  to  the  ton  of  50  cubic  feel,  us  ihcy  average 
lull  V  14  feel  each.     From  Bombay  to  Rngland  cotton  i&  almost  invariably 
t^nird  upon  a  Icvid  of  s^loue  buUtutt  (blue  granite),  ihe  small  bein^care- 
fnlJy  irinimed  from  the  keelson  lo  the  bilge,  and  the  large  worked  into  the 
Ti'iri^  ;  it  is  desirable  that  the  whole  sbonld  be  fntt  away  in  ihe  second 
L'  v;hl  of  bales:— rftsee  of  co^vries  ami  elephants*  teeth,  with  bags  of 
itOfic,  work  well  into  ihe  giound  tier,  especially  the  latter.    Wlren 
w<iod   bns  been   used   for  dunnnp%  sliips   have  laden  cotton  at 
itulmv  wiihoiil  ballast.    The  ^amf  Br iy tide  of  800  ton  register,  look  in 
Oton  *>f  balhiM  lo  every  100  inn  t»f  colloir,  which  answered  well;  ghe  is 
a  crank  hhip  and  loadtd  at  B<unhay  (December,  1863),  3,0<X)  bales,  or 
lent  tfJUii  of  50  cubic  feci;  her  length  is  145  feet  6  inches, 
,  t  6  inches,  deptli  19  feet,  and  height  of  'tween  decks  6  feet 
%  iiKb^y?.      Willi  ihi!!!i  collon  and  80  ion  of  ballast,  she  drew  16  feet 
li  iiirbc«  afl  and  16  feel  forward  ;  wilh  a  dead  weigh  I  cargo  of  coal,  17  feet 
aft  and  16  feel  6  inches  forward,     Tlie  barque  Cily  of  Vardsie,  815  ton 
rt^i»trr»  C'npL  Pj;\tkkath«  wliicb  loaded  at  Bouibay  in  February,  1864, 
ti^d  I IH  ion  sione  bnllnsl  with  4,*>40  hales  cotton,  i\w\  100  ton  { 1,'200  liags) 
lin-c<*d»  6\  cubic  feel  to  the  ton;  her  length  is  10*Jfeet,  breadth  3:i  feet, 
ilrpiU  of  hold  21  feet  t*«  inch,  and  lieight  of  *tween  decks  under  the  heams^ 
I*  fi-ei  6inchi*8.     She  drew  18  feet  fore  and  afl;  and  on  atrival  ai  Havre 
17  fert  8  inrhcs  aft  and  17  feet  6  inches   hirward.     Jler  bale« 
a  presHurc  of  abtmi  400  ton,  and  were  then  of  the  density  of 
'      l.*ir  pine,  and  handled  like  mone;  ihey  measured  4  feet  3 Inches  by 
-  I  '-t  1}  inches  and   I  foot  7  inches,  but  by  ibc  time  they  got  on  board 
1 !    y  increased  I J  (a  2  incheft  ;   I  foot  1  1 J  incbc><  becatne  2  feet  I  or  2  feet 
I  ;  ir  r  li-  ^    f'tc  bjilcf*  were  lashed  with  tiative  flax,  the  luslnnjrand  ba*^'ging 
.1 ,  I J  h..  1   i  1  li),  cotton  3^  cwt|  gross  3  c.  2  q.  M  tt>«     Allhuugh  the  barqiia 


Ida 


STEVENS    ON    STOWAGE* 


vtows  1,040  ton  of  lea  she  could  lake  in  buc  1,300  Ion  of  [COTTON 
cotton,  both  60  feel  to  the  ton.  The  stone  ebe  shipped  at  Bombay 
is  considered  very  superior  for  roads,  and  sells  readily  in  Loridou  Tor  5* 
or  5«  6(i  ^  Ion;  it  answered  the  purpose  of  Junnage  in  ibe  bnltom  16 
inches,  with  wood  in  tlte  bilges  ISinebeij,  aided  by  split  btimboo  in  the 
sides  2  inches,  and  on  the  'tween  decks.  Port  charges  at  Bombay,  inwards 
£11,  outw-ards  nii;  pilotage  in  £B,  out  £8,  The  Premehund  Rai/chund, 
which  registers  1/257  ion,  is  SlGSfeet  long,  34-5  broad,  and  2^2  ^5  feel 
deep,  loaded  cotton  in  Bombay,  left  Jtily  10,  and  arrived  at  Liverpool 
September  29,  1866.  She,  being  very  crank,  required  about  500  ton  of 
ballast — stone ;  her  cargo  consisted  of  about  6,500  bales,  four  to  the  ton,  j 
brought  ofT  in  lighters,  and  although  measured  on  shore,  about  3  or  4  bales 
from  each  lighter,  were  measured  before  reception.  Those  wetted  in  the 
lighters  or  before  going  in,  were  refused  by  the  ship.  Tlie  bales  were" 
stowed  by  big  stout  men  from  the  coast  of  Africa,  called  by  the  seamen 
*'8ee^y  boys/'  On  arrival  at  Liverpool  she  drew  1 04  feet  aft,  19  feet 
forward.  Shipments  from  Bombay  for  China  are  freighted  by  weiglit^ 
p-er  candy,  in  consequence  of  which  the  i^hippers  do  not  press  it  so  mueh 
as  when  freighted  by  measurement.  At  TuticoriBi  vessels  lie  off  five  miles,, 
in  seven  fathoms,  and  receive  cotton  from  large  boats,  each  containing 
60  @  SO  bales :  ihe  charge  for  screws  is  one-third  of  a  rupee  per  day*        ' 

195  New  Orleans.  In  the  United  Slates,  chiefly  in  the  great  valley 
of  the  Mississipju,  the  seed  of  the  herbaceous  cotton  is  sown  generally 
in  the  months  of  March  and  April,  anti  its  marketable  fruit  is  usually 
gathered  in  the  period  commencing  with  Angast  aud  terminating  with  the 
year*  From  America  to  Liverpool  GottoD  requires  ordinarily  to  have  al 
least  6  inches  of  gtiod  dunnage  under  the  ground  tier,  9  inches  in  the 
bilges,  and  billet  of  wood  of  6  inches  under  the  lower  corner  of  the  winff 
bales  in  the  second  tier;  some  consider  this  dunnage  insufficient.  In  a 
wooden  ship  it  is  customary  to  put  bamboos  against  her  sides  ;  in  an  iron 
ship  a.0iai  is  generally  considered  to  be  sufficient.  Where  vegetable  oil^ 
linseed  especially,  or  tar,  is  spilt  on  cotton,  afterwards  subjected  to  mois- 
ture, spontajieous  combustion  is  almost  sure  to  en.Huc ;  it  is  a  saying  at 
New  Orleans  that  there  is  suOicient  oil  even  in  one  seed,  when  criislied  or 
broken,  to  ignite  a  whole  cargo*  When  stowing  there,  soft  soap  is  used 
to  lubricate  the  sliding  boards  or  the  sides  and  ends  of  the  bales  ^  occa- 
sionally  it  is  also  applied  to  the  screws  instead  of  oil,  to  decrease  ibe  risk 
of  sponlaneoiis  combastiou.  If  wet,  cotton  is  liable  to  spontaneous  com- 
bustion after  arrival  in  England.  The  Amertcan  Intiurance  Companies 
charge  a  reduced  rate  for  instiritig  cotton  packed  iu  iron-bound  bales 
because  the  hoops  resist  fire^  retain  the  cotton  in  a  compact  rnans^  and  thus 
pTevenl  the  access  of  air  necessary  to  sustain  combustion;  whereas,  with 
roptj-botmd  baleiji«  the  hemp  becomes  chatre J,  the  bales  burst  open,  and  the 


STEVENS    ON    STOWAGE, 


139 


ire  xprendt  rapidly.    Al  Mobilci  where  cotton  was  destroyed     [COTTON 

by  (Ire,  on  board  a  lighter  in  the  use  of  the  owner^  he  was  held  liable; 

foRwooD  t?.  Pollock,  Q,B,  Jnijuary  22>  1825.    It  is  alleged  thai  lucifer 

uatcheftore  someiinies  placed  in  baifsof  cotton,  by  tinprintipled  exporters, 

rhen  ibe  cargo  is  fully  insured.*    Masters  should  observe  much  circum- 

ection  while  shipping  cotton  at  New  Orleans,  where  the  bales  are  liable 

>  eonsidcrftble  damage  by  rain  and  nmd  ;  this  has  been  the  frequent  cause 

i(  lili^tian.     The  same  care  is  required  at  Mobile  and  Apaluchicola, 

k-bere  cotton  is  occasionally  much  exposed  lo  the  weaiher^ — sometimeB 

lor  mootlis ;  it  thereby  becomes  caked  and  damaged,  especially  at  the 

Iter  porL     Attention  should  be  given  by  masters  and  agents  to  ibe 

liipmeitt  of  cotton  at  every  port,  and  when  necessary  a  record  should  be 

nade  at  once,  to  facilitate  the  setileoient  of  disputes  on  discharging.     In 

I'lbe  West  Indies  the  time  for  sowing  is  usnally  from  May  Co  September; 

I  ben  the  season  has  been  favourable  the  cotton  is  generiilly  fit  for  pulling 

about  seven  or  eight  months  after  it  has  been  sown.     A  t  Alexandria  cotton 

18  taken  from  the  sboona  (warehouse)  at  the  cost  of  the  merchant,  and 

delivered  lo  the  shipmaster  on  the  quay.     Porterage,  marking,  sacking, 

moil  eomtnisston,  H  piastres  per  bale  ;  pressing,  lighterage^  stowage^  &c. 

7|  ®  6  piastres  per  bale*     lOU  piastres  about  £1. 

196    Fires  in  COttan -laden  ships.     Mr.  Couiit»  Secretary  to  the  Liver- 
pool Undcrwriteni*  writes  December  U,  185U :— 1  have  to  report  tliat  the  origin 
of  Ili4>  coodagriitions  ou  boitrd  cottonladen  ships  is  attributable  to  varioua 
eftoaes,  aJl  more  or  less  of  a  conjectural  character, — no  means  having  yet  been 
[id  of  tracing  any  serious  fi.re  to  its  origin.    Fires  of  minor  importBUce 
generally  been  found  to  be  the  result  of  carelessness.     Tiie  causes  to 
rbsch  these  fires  are  attributable  may  be  stated  as  Mlows,  viz  t — 

1. — Spontuieoiii  combustion,  ftrising  from  the  presence  of 
oil  or  grflMe,  or  arising  from  oiouture  fif ter  expotiure 
to  heavy  roiiiB  in  the  ■trcota  of  New  Ot1«iiili. 

2. — Smoking  of  Inbourera. 

8.^ — ^SpnrlcB  from  iteftm«rs  on  the  MisalsalppL 

4* — Wilful  ignition  of  the  cargo  bj  the  orew. 

6. — JuightnLug. 

6. — Fire«  in  cotton  preisefl. 

1. — Spontaneous  combustion  from  the  presence  of  oil  or  grease.    In  New 
>1?f!n?j,  the  jack-9<;rewfl  used  in  the  stowage  of  cotton  are  oiled  in  the  ship's 
[ T  ii  tlie  dripping.^  may  frequenlly  fall  on  the  enrgo ;  tlie  strong  ai&nity  of 

Lc  lances  for  osiygen,  and  tbe  constantly'increasing  surface  on  which  this 

i  oao  take  place,  aa  the  oil  spreads  from  fibre  to  fibre^  on  so  inflammable 


•  On  BKlai<dA7,  31  «t  Angost,  1867,  Capt.  OsKicsT,  of  the  Ahip  Mgravia,  from  K«W 
Oilsaiks.  c!fthiblt«d  tn  the  LivenKxil  Exchange  news  room»  a  box  ol  lacifer  mfttchen,  known 
Ift  hmtm&tk  m»  "  ti-lcgrttph  njAlchea. "  The  box  wmppeJ  np  in  cotton,  wae  soeldcntaUx 
^iatpfwtd  by  Cept  OtULHEY  in  a  bide  of  cotton,  which  wu  being  "  pecked  "  on  the  lev«e 


140 


STEVENS    ON    STOWAGE. 


a  iniiterial  as  notton»  make  it  t^robablo  t!mt  tliis  is  oiio  of  the  [COTTON 
chief  causes  of  Jtre  iq  cotton-ltuleu  ghips.  Gnmse  was  formerly  used  iu  stowiug 
tliesd  cnrgops  Init  it  is  underslocu!  to  be  now  jjU|>ersi^tio(l  Uy  soup*  2. — From 
moisUire,  after  cxpositirt*  to  iit^vy  ruins.  'J'lie  heat  evolved  froiu  tlnmp  vege- 
tabh'  tibrtj,  when  closely  packed,  is  iilso  knowu  to  he  the  clTrct  of  a  slow  kind 
of  cotiihusiioii  whiok  may  po»dhhj  at  tiioea  hin-ome  so  active  ivs  to  cause  ibe 
destrni'tion  of  tliese  curgoe^  by  lire.  Tlic  progreBs  of  iire  from  this  ciiuse  is 
much  relardt'd  by  the  j^^eat  fpmntity  of  heat  t^anitd  itway  in  the  steam  which 
is  given  ofi.  In  coiiserjuence  of  tho  large  aeeumiiliilion  ofeottou  last  season 
at  New  Orleans,  the  eovtsrinl  places  for  Bloring  it  were  insiiliieient*  and  ueveml 
thoiifiRnd  bales  were  exposed  to  the  heavy  rains  of  the  winter  of  18&I* — 50. 
2.—Sniokiit*j  of  labouferjs, — So  far  *is  1  can  leai*u,  it  is  tlie  universal  practice 
for  labourers  among  cotton  hales,  to  smoke.  Some  parties  afleci  to  deuy  that 
there  is  any  danger  from  this  habit.  Where  its  danger  is  adniitted,  it  must 
excite  surprise  that,  with  so  prevalent  a  eubtoni,  eoiifliigratioiifj  at  sea  are  not 
more  nniueroiis.  In  a  bale  of  eoitou  recently  iniportid  into  Liveqjool  a  box 
of  lucifer  nnttidies  was  fouud  undtrneatli  the  wrapper,  3* — Sparki^  from 
9UtimerB, — The  use  of  wood  as  fuel  on  ItoHrd  tlie  MissiHtiippi  steamers  causes 
unmcrous  sjjuj-ks  to  bi3  blowu  fron*  their  fuiuiolB,  ei^dangering  eolion  lying  oa 
the  banks  and  wharves,  as  well  as  that  stowed  on  the  decks  of  steaniei^  and 
flat  bouts.  4. —  WUjul  itjuiiiott  hf  the  vreuK — No  such  ease  having  been  proved, 
the  assertion  is,  as  yet,  wittiout  corroborative  eviileuee.  6, — Lhjhtning.^ 
When  a  ship  tnkes  tire  from  this  cause  it  ts  jmmediatejy  known;  the  most 
I'ec^nlcase  is  that  of  the  Oakland,  from  Chadestown  to  Liverpool,  which  was 
struck  by  lightning  l>ecemher  lil,  IHyS,  on  the  ed^^e  of  soundings,  and  enlirelj 
dcsU'oyed.  6. — Finti  in  cotton  presses, — Last  season  there  was  a  serious  con- 
flagration in  the  New  Orleans'  presses,  anil  lire  is  supposed  to  liave  broken  out 
jin  aoine  of  the  cotton  sul^s^quently  sbi^iped  trom  those  presses. 

11*7  Spontaneous  combustion >  On  Monday  evening,  July  5,  1862,  the 
[•erew  of  tin.  Ann  riciui  ship  J  L.  Oikhrhtt  Capt.  Hiiwrs,  from  New  Orleans, 
which  iiriived  at  Havre  on  the  '2'ind  June,  with  a  eargo  of  eottoti,  and  which 
waa  ujoored  at  the  north  side  of  Vauban  passage  in  the  port,  perceived  a  thick 
emoke  issuing  from  tlio  bold.  Tlanking  that  a  Ore  of  no  great  eonsequence 
had  broken  out,  *bey  tried  to  extinguish  it  wilbout  assistance,  hut  after  two 
hours*  labour  the  smoke  had  increa,sed.  The  tireaieu  were  then  siirainoued, 
and  arrived  with  ten  engines:  the  sub-prefect  and  other  of  the  local  antbori- 
[ties  also  came  to  the  wharf,  I'he  engines  jflayed  into  the  hold,  but  ]*roduced 
HO  effect.  vVttempls  were  made  to  discover  the  exact  position  of  the  lire,  but 
the  smoke  was  so  dense  that  no  one  could  defend,  and  even  torches  were 
DXtinguishe  L  To  prevent  air  from  reaching  the  fire,  the  hatchsvaya  were  tbea 
clo&e.d,  excepting  just  suliicieut  spoc^  to  allow  the  hose  of  the  engines  to  pass. 


bI  New  Orleuift  for  flliipmf^nt.  Whether  pjjiced  in  the  h«le  hy  futeident  or  desigu  in  not 
known,  but  a*  th)i»  \^  not  the  fir^t  time  Much  a  dL<icovciry  has  be^n  mode,  it  i^  to  be  feared 
that,  for  Nome  urdcuown  reanon,  a  tcouadml  placed  thtj  matchuft  luiioiigHi  the  cottoii, 
rt!fr«^l0««  of  U*9  ffMurfid  dc»trat;tion  of  life  and  property  whicti  thcfy  ujight  tiaTe  ooea'* 
fioncd, 


STEVENS    ON   STOWAGE, 


141 


.AlUiOugb  no  Hnme9  wero  seen,  tbe  tire  was  evidently  luaking  [COTTON 
progress,  m  tbe  cords  of  tlio  balea  were  beard  to  cruck.  AH  Tiie  bbif^s  hi  Uio 
vicioiiy  were  lemoved  as  far  oA'  us  [>osaibIe,  aud  at  about  ujidnigljt  boles  wert> 
cut  ID  the  sides  of  tbe  sbip  to  scuUJe  her;  but  tbu  water  baviugeniered  oti  one 
Sid<s  sooner  than  tbe  otber,  tbe  cotton  uiibibed  it,  imd  tbe  weight  caused  the 
ship  to  leau  over,  aod  the  desired  oliject  was  uot  obtaiued.  All  nigbi  lung  ibe 
smoke  contiiined  to  inciejise,  in  spite  uf  tiio  va»t  ijuautiues  of  water  cast  ioto 
tJie  bold»  and  at  seven  o'clock  in  tbo  moruiug  the  lieut  ou  deck  liud  becoiuc^  so 
iot^Qee  tliat  it  was  deemed  advisable  to  cut  away  tbe  mustis.  Tbe  smoke  and 
Ileal  cot) tinurd  until  four  o'<dock  in  tbeiifteruooM,  wbeu  tbuuoa  burst  Ibrtb  wijIi 
it  violence;  tbey  were  so  strong  that  in  sjjite  of  the  broad  dajb-^lit  wbicb 
irailed%  ibey  coidd  be  distiucliy  seen  in  tbe  town  aciiae  distuuce  otfl  Part 
rllie  cargo  bad  been  removed  bflore  the  ac<  idem;  llore  rciuuiued  000 bales 
ot  oolloo,  a  quantity  of  tobacco,  and  other  goods.  Tbe  bro  is  buppcibed  to 
have  been  occasioned  by  tbe  spontaiieous  combustion  of  some  of  ibu  eiugo. 
198  Damage  to  cargo.  Nortbern  Circuit,  Livei  [»ool ;  abip  Frank  Btmli, 
Moore  t\  Owen.  Tbe  action  was  for  I'^Ki  S;t  4*/,  value  of  a  f|iiuntity  of  cotton 
damaged  while  in  the  hands  of  defeuduut,  for  convoyance  from  New  (Jrleaus 
to  livcrpool.  Mr.  E.  Ja.mf.s,  stated  that  tiie  cotton  was  bought  bepicmber  2^ 
IH&O,  At  New  OrleauB,  and  on  tbe  foilowirig  three  days  was  sampled  and 
weighed.  It  was  afterwards  pressed*  Defendant  received  the  cottou  on  board, 
lod  gave  a  certillcaie  tlict  at  that  time  it  was  in  good  order,  and  therefure  he 
WT4«  liable  for  not  delivering  it  in  as  good  order  aud  condition  as  be  received 
it,  unless  he  was  prevented  by  any  of  those  accidents  which  rt-lieved  the  bbip- 
ovucr  tVom  renponsibihty.  In  ilus  ease  it  was  not  pretended  that  tbe  cotton 
li*d  burtered  from  any  extraordinai7  causes.  It  was  taken,  when  sampled  and 
weighed,  to  tbe  Crescent  City  pretss,  where  it  was  subjected  to  the  nsiuil  pressure, 
and  then  conveyed  to  the  ship  lying  otl'  tbe  levee.  Very  few  of  the  bales  wen) 
luund  to  he  tu  bad  condition,  and  tbobe  were  mnl  back  to  the  pickery,  and 
re|>laeed  in  proper  order  for  shipmeni,  and  altogether  lUH  bales  were  shipjied, 
1^'hrn  the  Frank  Bouh  arrived  in  Liverpool,  a  large  number  were  found  to  be 
to  ft  very  damng*  d  stale ;  tbey  were  caked  on  tlie  ontsiide  to  the  extent  of  three 
to  live  tncbcH,  W  hen  juicked,  ibc  cotton  was  quite  dry,  and  therefore  dereudant 
eould  not  have  tbe  exiuee  of  saving  tluit  it  wus  what  was  ctdled  '*  water  piieked.'* 
B«iih:is  th<'  bales  which  were  caked,  a  huge  number  were  almost  stripped  rd* 
canvas,  and  the  outsitU'  was  ragged  ami  muuldy,  wiiich  was  attribuii'd  in  tbe 
moif^turo  Uie  balea  had  imbibed,  and  tbe  delicient  ventilation  in  tbe  bold.  The 
question  for  the  jury  would  be,  how  was  tbe  damage  occaaioned?  Defendant 
»nggtrvted  in  his  pleadings  that  lite  cotton  hud  sulfered  by  being  improj>erly 
{■Aokcd  at  ttie  plnutations,  that  it  had  been  "water  packed;"  but  if  ihut  bad 
biMsn  the  case  they  would  natiualiy  expect  to  find  tbe  dnu>uge  in  the  centre  of 
lhi»  imW'H  as  well  as  on  the  outi^ide,  whilbt  tbe  Jaet  was  that  the  caking  from 
thi!  uioititure  w*a8  only  found  four  or  five  inches  from  tbe  outside.  PlaintiiF 
ooQttsndrd  thftt  the  daumgo  was  occasioned  by  tbe  cotton  having  been  left  on 
the  Icvcc  after  behig  delivered  to  the  care  and  charge  o1  defciMbint«  that  it  waa 
placed  in  the  mud,  truces  of  which  were  found  on  tbe  bales  wheti  discharged* 
Mr,  A  iJAktwLLL,  of  New  Orleans,  and  Mr.  Belbuaw,  cotton  broker  of  laver- 


STEVENS    ON    STOWAGE, 


pool,  were  exHmineil  in  support  of  p]  aio tiff's  case,  aud  the  amount  [COTTON 
of  datiiiige  was  proved  aa  stated.  A  number  of  depositions  were  read,  and  it 
iippeared  that  witnesses  bad  been  cxainiDed  at  Ne^F  (Jrleans  and  at  Malta* 

Mr.  MiiLHuiKH,  for  the  defiuidant,  eudeavored  to  ahow  that  ihe  oottoo  had 
been  damaged  helbre  it  waa  delivered  to  the  muster.  The  bales  appeared 
"when  shippod  to  be  in  good  condition,  and  he  contended  that  the  damage  was 
aiinbutable  to  water  packing,  end  tlio  exposure  of  the  bales  in  the  press-yard 
for  some  time,  to  heavy  rain.  Mr,  Harrison,  principal  surveying  officer  of 
Stanley  dock,  said  he  had  examined  Ihe  bales,  and  thought  they  were  country 
duriinged.  Very  frequently  biilo.-^  came  in  the  same  condition.  If  they  were 
8hi|4ii'd  in  that  state  there  would  be  conaiderable  heat  generated,  which  would 
rot  the  covering,  tis  was  the  case  with  the  bales  in  question.  They  came  muddy 
ontmie  but  itninjured  inside,  and  if  tlie  bagging  was  in  good  condition,  the 
cotton  was  passed  aa  being  externally  in  good  condition  although  it  might  bo 
muddy.  In  cross-examination  he  admitted  that  if  the  bales  were  laid  in  inud» 
the  same  uppearances  as  those  noticed  might  be  produced.  Capt.  Perry,  of 
Lthe  American  ahip  C'dmbria^  said— if  the  bales  had  been  exposed  to  rain  in 
!Jew  Orleans,  they  would  dry  very  quickly  on  the  outside;  and  it  would  be 
ira possible  without  opening  them  to  ascertain  if  the  centre  was  dry.  He  had 
carried  bales  of  cotton  which  were  found  with  the  outside  rotten  and  decayed 
on  arriving  in  port,  although  the  boles  appear&d  to  have  completely  dried 
before  being  shipped. 

The  Judge,  Baron  Wylde,  observed  that  tlio  great  question  for  the  jury 
was,  whether  the  apecics  of  d&nnige  which  the  cotton  had  suBtaiucd  had  reunited 
from  itd  being  left  in  the  mud,  or  by  its  having  received  a  heavy  wetting  from 
rain.  The  (daintrtr  said  they  were  damaged  by  being  laid  in  the  mud,  but 
the  defendant  said  that  they  were  wet  for  live  or  six  inches,  whicli  was  more 
serious  than  could  have  been  caused  by  being  placed  in  the  mud.  It  was 
important  to  consider  that  some  of  the  i>lttintiff  s  witnesses  described  the  cotton 
aa  laying  exposed  for  several  days  to  the  weather.  They  must  take  that  fact 
into  consideration,  coupled  with  the  fact  as  proved  by  the  plaintiff,  that  the 
cotton  lay  for  some  days  in  the  mud  and  slush  on  the  levee.  Probably  they 
might  come  to  the  conclusion  that  the  damage  was  attribntable  to  both  these 
caui^es.    Verdict  for  plaintiff— damages  £\2S  11«  Cd. 

199     Damage  to  cargo,    Boston,  U.S ;  ship  Escort,  Farewell  t?.  Bryant, 

An  action  on  a  bill  of  lading  acknowledging  the  receipt  in  New  Orleans  of 

ilOH  imles  of  cotton  **  in  good  order  and  condition  "***♦«*     * 

I*'  to  be  delivered  in  like  good  order  and  condition."     Defendant  added  before 

ligning  "weight  and  contents  unknown.'*     The  cotton  came  fioni  Alabdma, 

ad  was  screwed  in  between  decks.     The  ship  was  detained  twenty-one  days 

above  the  bar  of  the  Mississippit  and  was  eighteen  dayf;  on  tlie  passage  to 

Boston.     The  hooks  used  in  discharging  had  torn  the  bagging  and  a  portion 

of  the  contents  which  were  then  observed  to  be  in  bad  condition,  stained  with 

LltLud,  decayed,  caked,  and  **  fita[de(lrawn,"  to  above  an  inch  ;  the  bagging 

PTotten  and  some  ol  the  marks  undisiingnisbable.     The  damage  was  estimated 

at  7  dollars,  75  cents,  per  bale,  on  103  bales.     Plaintitf  further  proved  thai 


STEVENS    ON    STOWAGE. 


143 


tl»0  cotton  bftd  been  through  the  New  Orleans*  press,  and  wag    [COTTON 

oonveyed  on  drays  to  the  plank  wlierf  built  on  the  Jevee,  that  while  hmding 

aouiD  rain  fell,  and  that  there  wab  monkl  iipoa  the  cotton  iindtr  the  bugging. 

Defendant  stated  the  wharf  was  a  rtiJOTiniar  of  pknks  each  loss  than  a  foot 

wide,  with  apHces  between  lliem;  and  was  3  leet  or  more  above  the  earth  of 

the  levee,  and  was  clean,  and  water  could  not  stand  on  it.     The  E^cort'it  cargo 

was  covered  by  tarpaulins  by  night  or  when  it  mined,  and  the  other  part, 

f  &07  bales,  can^e  over  clean.     That  the  cotton  on  the  surface  of  tlie  108  hides 

was  in  folds  with  mud  in  the  creases,  aUbough  otherwise  in  good  eonditJOD, 

I  Scverft)  Burveyors  staled  that  colton  packed  like  this^  between  decks^  in  a  light 

'  tiljip,  whiJe  wet,  would  not  become  dry  even  by  heating,  during  such  a  voyage. 

Mr,  DoiDGK  argued  that  the  cotton  was  not  injured  while  in  charge  of 

divfiendant,  so  much  mud  could  not  have  been  accumulated  on  the  whurf. 

I  Mud  which  got  on  the  bales  after  pressing,  would  have  remained  outside, 

Ming  only  stained  water  to  peuetrate  tlie  cotton.     The  creases  filled  with 

I  gwggesied  that  the  aides  of  the  bales  had  been  previously  covered,  and 

that  in  pressing,  the  mud  was  folded  in  with  them.     Cotton  t-ould  become 

ZEtouIdy  and  dry  again  between  Alabama  and  New  Orleans,     In  putting  the 

eoltoo  into  the  ship  the  mud  might  be  distribnted  and  the  marks  erased; 

■ovne  marks  might  bo  removed  when  the  bagging  was  torn.     It  was  more 

|ltkelj  that  mud  was  gathered  in  the  yard  af\er  presaing.  than  at  the  wharf, 

Mr.  Ranney  argued  that  if  the  cotton  was  injured  to  the  extent  discovered 

I  discharging,  it  must  have  been  discovered  before  loading.     No  doubt  it 

ra«  wetted  on  the  wharf  and  so  stowed  ;  by  heat  or  some  cliemical  nptralion  it 

Idried  and  the  bagging  rottud,  or  else  defendant  had  negligently  aelujowledged 

the  cotton  to  be  in  good  order  when  it  was  not  so. — Verdict  lor  defendant. 

!J00     Freight,     Court  of  Common  Pleas,  Kovembcr  iHtb,  1803.     Before 

Ofd  Chief  Justice  EaLB  and  Justices  Williams,   Byles,    and  Keating. 

3nAXn  V.  GflANT  and  another.    This  was  an  action  to  recover  back  £SS  alleged 

[in  have  been  overpaid  by  the  plaiutiflin  mistake,  in  paying  for  the  freight  of 

100  bftloa  of  cotton  from  Madras  to  Liverpool  iu  18fSl,    Messrs.  Shand  Jk.  Co, 

Deiehanta  of  liverpool,  to  whom  the  cotton  was  con  signed »  were  to  pay  »ia  per 

I  of  lading,  in  the  margin  of  which  the  measurement  was  given  thus:  2Q0 

llttleii  tneaauring  60  ton  f*  feet  H  inches  at  £2  bs  ^  ton  of  50  ffet.    The  cotton  was 

ken  to  ScovicLL^K  wharf  in  London,  and  on  bping  landed  was  found,  as  it<  not 

nm%fml,  to  have  increased  in  bulk  by  swelling  out.     The  freight  note  was 

berefore  altered  in  accordance  with  the  measurenient,  and  on  beiug  presented 

by  one  of  tlie  defendants  to  the  agent  of  the  plaintitl*  in  London,  he,  not 

baring  the  bill  of  lading  to  cotupart^  the  freight  note  with,  and  believing  it  to 

I  Im)  c<jrrect,  paid  the  amount,  which  was  M^H  more  than  according  to  the  bill 

Ifif  Iadi(»g  he  ought  to  have  paid,  and  this  sum  the  pi  a  in  tiS"  sought  to  recover. 

ITben  th«>  account  were  forwarded  to  Madras  the  disf;r<  pancy  between  the  two 

ucjuuremeuh*  was  discovered,  and  hence  the  |ireseutdiiim.    It  was  contended 

gibr  the  plaintiff  that,  this  sum  having  been  paid  lu  miBtuke,  the  plaintiff  ^vua 

titilJfid  to  recover  it  back.     For  the  defendants  it  was  contended,  first,  that 

^thijy  wenp"  entitled  to  the  increased  freight  by  reason  of  the  increased  bulk  of 

tbe  potion ;  secondly,  that  the  money  bad  been  paid  by  the  plaiDtiff  with  the 


H4 


STEVENS    ON    STOWAGE. 


monns  in  hi  a  bands  of  knowing  whether  it  was  right  or  not,  and  [COTTOH 
that  he  did  it  under  no  mistake;  and  thiidly,  that  thore  was  a  misjoindt^r  of 
the  two  defendimts,  one  only,  at  all  events  as  the  ii^'ent  of  the  cousij^nor, 
being  liiiVile.  The  Court  were  of  opinion  that  the  name  of  one  of  the  defea- 
danta  must  be  struck  out.— Verdict  for  phiintilf. 

201  Beck  load.  At  the  LivArpool  assizes,  August  lith,  1805,  before 
Mn  Justice  J^Mrtu,  iiu  action  wes  tried,  Meli.oh  v.  Chapple,  to  remver  ^5,100 
valiie  of  10'2  bales  Egyptliin  cotton,  which  defendant  undertook  to  convey  for 
phuntift*  fmm  Alexandria  to  Liverpool,  **cosualtie3  and  perils  of  thtj  sea 
excepted."  PlniTitilf  was  a  merchant  carrying  on  hnsinesa  at  Liverjiool  and 
Alexandria,  and  defendant  WFts  a  slii|H>wner.  It  was  complained  tliat  defen- 
dnnt,  inntcrtd  of  strkwini*^  the  cotton  in  question  below,  carripd  it  on  duck»  and 
the  consequence  was  that  during  foul  weather  on  the  pfts*5fig(\  the  cotton  had 
to  be  thrown  overboard.  'Ihe  nitc  for  cotton  below  deck  whs  lj|fi  ^  lb.  wliereaa 
on  dock  the  rate  was  only  Id,  ilie  difference  beiog  aboni  suQicient  to  pay  for 
the  extra  expense*  of  iuHurance.  If  goodti  were  to  be  earned  on  deck  from 
Alexandria,  it  wa.^  the  custom  to  Hj>ecify  them  in  the  bill  of  lading  afj "  stowed 
on  deck  at  shipper's  risk,"  hut  if  they  were  to  be  carried  below,  tlieie  wrts  no 
6j)ecificution  in  ihe  bill  of  lading.  Mr  Lkvland  from  Messrs.  Br««Y  &  Co* 
depoFcd  that  his  linn  were  in  the  habit  of  carrying  cotton  from  Alexandria  to 
Liveipf>ol,  wnd  it  was  tlie  custom  wlien  cotton  was  to  be  cflrried  on  deck 
distinctly  to  specify  it  in  the  bill  of  lading  as  "stowed  on  dt^ck  at  shipper's 
risk  ;"  whereas  if  it  was  to  be  cHrried  under  deck  a  "  clean  "'  bill  of  Inrling  was 
givtii.  Iheie  h«iiig  no  specilirnlion  as  to  how  it  wotdd  be  cariied.  There  was 
B  dilicrence  in  the  rati*  of  hf-i^hi  iVjr  coHon  on  deok  and  cotton  earned  below 
deck.  Other  evidence  was  a<ldured  to  show  that  this  was  the  custom  with 
regunt  to  cotton  shipped  frouj  Alexandria,  and  that  the  general  rutc  <it'  freigivt 
WHS  i\tl  ^  lb,  for  cotton  curried  below,  mnl  hi  ^  lb.  for  (."otton  on  deck.  The 
witneeSes,  in  cross- ex  ami  nation,  denied  liuy  knowledge  of  the  same  rate  of 
freight  governing  tlie  carriage  of  cotton  either  on  deck  or  below.  For  the 
defence,  it  was  contended  that  the  cotton  in  question  was  to  bo  carried  on  deck. 
The  jury  gave  a  verdict  for  the  plaintiff. — Damages  j£4.3;k>, 

Proportiooate  tonnage.  The  following  quantities  are  computed  to  occupy 
n  space  of  ^:j|)  cnbii'  fi-ei,  or  \  keel,  viz.  6  ;iM3  ton  New  Orleans  and  Mobile  all 
compressed,  llJtsitdiito  hest  carrying  ships,  lf|  ditto  Charleston  and  Savannah 
not  compresseil,  7  ditto  Pernambnco  and  Maranbam,  JJ'70U  ditto  Alexitudria, 
all  eompn'ssed.  and  A  t<m  ditto,  not  couqire^sed.  Vessels  froni  Pt?rnnmbuco 
and  Mrtraiiham  g^^nerally  stow  10  ^  cent,  more  than  halt  the  register  tinuage, 
part  compressed,  say  as  above. 

Ta&nage  for  freight.  Bengal,  Madras,  and  Bombay  ra)  cubic  feet  in 
hales;  Madras  rotton  piece  goods  50  cubic  feet;  for  mode  of  measurement  nee 
bale  goods;  New  York  and  Bakimore  40  cubic  feeb  In  the  northern  ports  of 
the  United  States  it  ia  the  universal  jiraetiee  to  pay  freight  on  the  grosa  invoice 
weight;  it  is  nevertheless  advizable  for  masters  to  liave  it  expressly  stated  so 
on  the  hill  of  la<hug  It  is  tlie  invariable  rule  to  ]»ay  freight  on  the  net  weight 
of  uoltou  landed  at  Livcrtiool  from  the  eonthem  ports.  At  IJahia  20  arrohng 
(6|owt)  Maceio  or  HL  IfVaucisco,  or  27  arrobaa  (7^  ewt,)  Cachoeira,  go  to  a  ton. 


STEVENS    ON    STOWAGE. 


145 


Ftoportionate  rates.  When  wheat  is  freighted  at  U^qr.  [COTTON 
Kew  Orleans  eompreisaed  is  rated  at  IIj  7jJ  ^  ton,  ChiirJestou  not  cotjipressed 
20f5J.  Peniambuco  comprt'sstsd  VklO^d,  aud  Alexandria  com]) resaed  ]<)s\^ 
UID.  Anctber  authority  says,  when  wheni  is  IVeiglitod  at  li^  quwrter»  cotroa 
in  loose  Egy|)tiau  hales  is  rated  at  -£7  ^  ton  of  2Q  cwt.  or  }<i  ^  ^tl,  When  ia 
bales  pressed  by  maeliinee,  one  half  leas  is  paid  than  when  in  loose  Egjptiuii 
baloa.  These  rates  are  considerably  altered  since  sleaiu  commnnieation  with 
iSgypl  has  been  so  much  developed*     Cotton  is  generally  Ti  eighted  @  ^  ttj. 

Bales.  The  average  weight  of  bales  of  cotton  of  all  descriptions,  imported 
in  18ri«.  was  407  tt».  The  following  are  the  average  weights  and  measurea  per 
baJo  of  the  different  kinds  received  at  Liveri>ool  in  1856. 


tb. 

Mobile    664 

N6«r  Orlesna « •  45$ 
Upknd  ...*•.  890 
Solaliiad....     833 


East  tndiiLQ  • , 

West  Indum  . . 
PrftsiliftTi    »»»* 


Another  authority  givee  the  weight  of  a  hale  of  cotton  wool  from  Virginift, 

»CiiToUna,  Georgia,  and  the  West  Indies,  as  800  (^^  310lt>;  New  Orleans  and 
Alabama  400 @ 600 tt>;  Eaal  Indian  y20@3eOtb;  Brazilian  160@200tb; 
Eg^jitiari  180@2B3!t>. 

Tiie  gross  weight  of  a  halo  of  Egyptian  cotton  at  Alexandria  averages  230 
W^  rottolo  or  22H*07t1:i.  and  allowing  1^  loitolo  as  tare  for  sacking  and  cordage^ 
^H  the  net  weight  of  the  hale  will  be  219  tt>.  The  quintal  or  cantaro  is  80  okea. 
^H Alexandrian  ** pressed  bales"  mean  hydrauli^^  pressed,  Milval!4  v,  CAssAV£m, 
^KSfewoastle,  March  3,  lti51.  The  cantar  of  Tttrkish  totton  is  stated  lu  have 
^HtalD  fixed  at  ConstantinoplQ  in  m30,  at  100  roltolo.  Borne  make  the  quintal 
^^^Poanmro  44  okes,  otliers  45  okes=  127'2  tb. 

India  cotton — Snuggd  are  12  niaunds^fUiift.  16 oz.  lOdr,  A  Calcutta 
hale  weighs  2i  peculs,  and  5  bales  make  about  a  ton  of  50  cubic  feet ;  a  Bombay 
pat<>Dt  bale  weighs  3  cwt ;  2|  bales  are  consequently  equal  to  a  candy  of  7  owt^,| 

I  A  p6cml  i&  1331  tb.  English. 
202  (*0\VklES,  small  shells  from  the  Maldive  Inlands  ;  3,3fM}  are 
.worth  a  rupee;  ihcy  are  usually  packed  in  hoxes  of  60lb,  whieh  are 
ftbippcd  fur  broken  aiciwugej  ihey  may  be  placed  in  any  posiiion  tu>t  likely 
tf>  ifijuri'  bugs;  see  sugar.  Bengal*  Madras,  and  Bombay  ton  20 cwt* 
In  bags;  Bum  bay  dO  cubic  (eel  in  cases* 


TABES 


Oeorgi*^  Texui4tii«oe  * , . , 
AlabaniA  jmd  Tcxuh  *  * . . 
New  Orleans  aod  Mobiic 

Bt  Doiuiogo      *, 

Hidiia      ...  * , 

EAiitlndiA      ., 


AT    HAmtUEa. 

Araericft  and 


West  Indiu  } 
8qa.  with  rope 

Serous 

EAstlndim    .. 
Ill  leatlier     . . 


146 


STEVENS    ON    SI 


203    CREWS,    The  manning  scale  usually  observed  in  tlie  North 
of  England,  is,  in  adctition  to  (he  master  and  mate,  as  follows; 


.    T05«    RECJUTFa 

SM.AHK1X 

Botf      1 

84  and  under  112 

1 

KotleftBthAxi  2 

112          *         154 

2 

2 

Ui          •         19S 

3 

2 

196          -         23d 

4 

2 

238          -         280 

6 

2 

2S0          -         822 

6 

2 

822          -         864 

7 

2 

864 

8 

8 

And  one  aduU  seaman  for  every  30  ton  over  and  adove  364;  one  able 
seaiTian  to  be  employed  in  tlit  place  o(  two  apprentices,  if  requiretl;  no 
appreniice  to  bo  eonsidered  an  able  seaman  until  ibe  fulfil menl  of  bis 
agreement  as  an  apjirt-niice.  Tbere  is  no  legal  means  of  enforcing  this 
scalCf  but  tbe  great  majority  of  vessels  in  ibe  enabling  trade  conform  to 
it,  vvbile  a  few  exceed  it,  Tbe  crew  of  a  Duicb  siiip,  from  40  (a)  50 lasts, 
is  7  sailors  and  a  swabber ;  from  60  &  6t>  lasJls,  t!ic  crew  consists  of  H  men 
and  a  swabber;  and  tinis  increase*  at  tbe  rate  of  owe  man  for  every  10  lasts;  « 
a  sbip  of  m)  lasts  bas  12  men,  &c.     158  Duteb  lasts  300  ton  EngHsb. 

204  CUBlilBS,  tbe  dried  berries  of  tbe  piper  vnhehu  ;  Bombay  ion 
12CWL 

206    CUBIC  Measure;  1,728  inches  I  solid  foot.  27  feet  1  solid  yard.  | 
CUTCH  ;  see  catechu  and  gambier. 

206  ClITLERY  and  Hardware  goods  are  poclied  in  strong  casks^ 
Tvbicb  sbould  be  well  booped  to  support  any  pressure;  they  are  considered 
water  tight,  and  fur  very  line  goods  going  to  Australia  or  India,  are  lined 
wilb  soldered  tin  or  zinc.  Tbey  should  be  kept  apart  from  liquids  and 
all  articles  soluble  in  water,  sncb  as  sugar,  salt,  nitre,  &c. 

207  DAMAGED  GOODS.  Unless  damage  to  a  cargo  can  he 
traced  to  "any  actual  fault"  on  tbe  part  of  tbe  owner  of  tbe  sbip,  he 
is  not  liable  in  respect  of  it,  and  tbe  owner  of  ibe  cargo  cannot  dedael 
anything  from  tbe  freiglii  to  cover  bis  loss.  By  15 &  IG  Vic.  c.  l07,  there 
is  an  allowance  up  to  ibree-fourtiis  of  the  duty  upon  all  descriptions  of 
dmnaged  goods  except  coccuIuh  indicns,  nux  vomica,  rice,  guinea  grains, 
lemons,  spirits,  corn,  grain,  meal  and  flour,  opium,  sugar,  cocoa,  oranges, 
tea,  coffee,  pepper^  tobacco,  currants,  raisins,  wine,  and  figs,  upon  which 
uo  allowance  is  made. 

208  DANGEROUS  GOODS.  By  sec,  329,  Merchant  Shipping 
Act,  17 Sc  18  Vic.  c*  104,  it  is  enacted,  that  no  person  shall  be  entitled  to 
carry  in  any  ship,  or  to  require  tbe  master  or  owner  of  any  sbip  to  carry 
ihcrein  any  aquafortis,  oil  of  vitriol,  gunpowder,  or  any  other  goods 


STEVENS    ON    STOWAGE. 


147 


ifliicli,  in  the  judgment  of  sucIj  master  or     [DANGEROUS    600BS 

DWTirr,  are  of  a  dangerouti  nature;  and  if  any  person  L-arries  or  sendji  by 
|n«y  »liip  any  goods  of  a  dangerous  nature  without  diatinotly  marking 
Itlieir  nature  on  llie  outside  of  the  packa;i^e  containing  tbe  same^  or  other- 

rise  giving  notice  in  wTiting,  to  tbe  master  or  owner,  at  or  before  the  lime 
Vii{  carrying  or  sendin;[(  tlie  same  to  be  sbTp}ved,  he  shall  for  every  such 

Dir*'Oce  incur  a  penalty  not  exceeding  £100;  atid  the  master  or  owner  of 

injr  sliip  may  refuse  to  take  on  board  any  parcel  that  be  smspects  to  eontaia 
Is  of  a  dangerous  nature,  and  may  require  them  to  be  opened  to 
^msccrtain  the  facU     By  sec,  38,  25  &  20  Vic.  c.  63,  the  provisions  of  tlie 

abore  section  are  extended  lo  Foreign  ships  when  within  the  limits  of 

tbe  United  Kingdom. 

209  A  very  lai^e  number  of  articles  tif  freight  may  properly  be  placed 
in  ibts  class,  as  directly  or  indirectly  they  may  become  sourceii  of  danger; 
l>«t,  as  under  the  heading  of  each  separate  article,  these  circumstances 

adverted  to,  it  will  be  sufficient  here  to  notice  only  those  substances 
rlijch  are  more  g*.*nerally  recognized  as  dangerous;  see  the  articles  cara- 
pttine,  gunpowder,  and  ignition  j  for  a  list  of  those  articles  which  are 
peculiarly  dangerous  on  account  of  their  liability  to  take  tire,  either  with 
Df  without  access  of  flame,  see  Rpoutaneoiis  conjbnstion. 

210  Sulphuric  acid  or  oil  of  ntrkd,  being  portiible  only  in  glass 
c^vhoye   or  earthenware  jai's,   is  peculiiirly  liable  to  be  spilt,  through 

ccidcniat  breakage.     Care  shonhi    therefore  be  taken  to  aee   that  the 

rboys  or  jars  are  properly  packed  with  straw,  and  the  stoppers  fastened 

jowii.    The  packages  are  usually  baskets,  hut  light  wooden  tubs  are  much 

rtter ;  espocial  ottention  sh<tijld  he  given  to  tbe  bottoms  of  the  packages, 

»,  allVi#jugh  they  may  louk  very  well  elHCwbere,  (hey  may  be  defective 

brrr,  fnnn  standing  in  damp   phices  or  from  liakagcs  \^i  acid  over  the 

Qouth  of  the  carboy,  in  pouring  out*    Directions  are  given  elsewhere  for 

aclring  in  the  hold.    Sulphuric  acid,  nitric  acid,  hydrocfiloric  acid,  and 

chtoride  «f  antimony,   (butter  of  autimony),  are  all  capable  and  will 

Inevitably  destroy  any  delicate  goods  near.     Cotton  and  similar  articles 

till  be  bunu  and  rendered  valuelesii  if  brought  into  contiguity. 

SH  In  cold  weather  brown  acid  or  mlphurk'  acid,  specific  gravity 
(i  tiliould  be  carefully  protected  from  the  cold,  with  a  covering  of 
'  or  any  other  light  injiterial,  as  it  (reezcs  much  sooner  than  water, 
12.  at  42^-  I'alircidteit,  water  freezing  at  32^  Tt  is  aUo,  in  freezing, 
Qorr  rapidly  convertt^d  into  a  solid  mass  ;  and,  after  it  is  once  frozen,  it 
akc«  a  fcty  long  time  to  thaw.  Whether  partially  or  entirely  frozen,  ii 
i  very  dungerou!!  for  m*)ving  about,  indeed  it  becorues  almost  impossible 
»  do  wi  without  brcakiug  the  carboys.  This  atid  does  not  of  itself  give 
MT  iir,  but  it  has  a  jKiwerJnUy  corrosive  action  on  alomst  every 

pub^  ah  can  come  in  contact  with,  whether  ii  bo  mineral^  meialljc^ 


148 


STEVENS    ON    STOWAGE. 


nnrmal  or  vegetable.     On  mixture  with  water,     [DANGEEOTJS  GOODS 

great  beat  is  given  off,  and  the  resulting  wealter  arid  is  more  rapidly 
corrosive  tlian  tlie  btrongest  acid;  if»  iberelore,  a  package  be  broken  and 
the  acid  epilt  over  any  substance,  it  13  better  not  to  throw  water  over  it 
until  sufficient  is  at  hand  to  have  a  large  excess;  it  is  les8  dangerous  to 
leave  it  alone  for  a  sbon  time  than  to  ilirovv  only  a  small  rju amity  of 
water  uver  it;  so  in  case  of  a  man  liavin*^  even  the  strongest  acid  spilt 
over  him,  no  injury  will  accrue  if  he  have  sufficient  confnlence  to  wait 
until  be  can  be  deluged  in  water,  A  small  riaaniity  of  water  may  scald 
80  terribly  as  to  rause  dealli. 

212  Muriatic  and  nitric  acids  are  packed  in  the  same  manner  as 
sulphuric  acid  ;  as  tbey  are  both  volatile  acids,  it  is  especially  necessary 
to  take  care  that  carboys  containing  them  are  careful ly  stoppered  to  pre- 
vent their  vapours  acting  on  Burronnding  bodies.  The  acids  and  the 
vnpours  arising  from  them  are  both  very  corrosive  of  metals  as  well  as  of 
other  bodicB.  Chalk,  vvhit^Miing,  limestone,  lime^  calcareous  or  limestone 
sand,  soda,  Boda  ash,  or  alkali,  barilla,  potash  or  pearlasb, — ^any  of  these 
bodies,  separately  or  togetlier,  will  neutral iase  the  action  of  these  acids. 
Acetic  acid  is  also  a  volatile  acid  producing  the  some  effects  as  nitric 
and  muriatic  acids,  in  less  degree.  A  ship  carrying  a  quantity  of  either 
of  lliese  acids  should  be  provided  with  a  few  cwt.  of  slacked  lime  in 
burrelsj  ready  for  use,  in  case  of  accident,  for  the  absorpti«m  and  neu- 
tralization of  the  spilt  acid-  Very  corrosive  vapours  arc  also  given  off  by 
chloride  of  lime,  but  see  the  article  thereon. 

213  White  Arsenic,  or  arsenioua  acid,  in  powder,  should  be  kept 
apart  from  an  ides  of  food  ;  the  pai  kages  are  heavy,  and  if,  being  injured, 
any  of  the  powder  be  sprinkled  on  them,  serious  consequences  may  result. 
For  danger  from  similar  substances,  see  poisonous  bodies.  Liquor  aoi» 
mania  or  spirits  of  hartshorn,  is  packed  \n  carboys  or  jars;  its  vapour  ia 
exceedingly  penetrating,  and  although  alkaline  and  not  acid,  has  a  pow- 
erful aclifm  on  articles  of  hroeze  or  brans.  If  a  package  be  broken,  the 
vapours  should  be  carefully  avoided,  as  they  are  so  powerfully  irritating^ 
as  to  cause  death  by  a  sudden  full  inspiration  of  them.  An)'  of  the  acids 
mixed  with  water,  but  more  especiully  mnriatic  acid,  will  quickly  neu- 
tralize it  and  render  it  innocuous.  Sc-rii>u?  damage  may  also  be  occasioned 
by  subslunces  which  are  soluble  in  water,  being  dissolved,  and  thereby 
diiTased  throogb  or  over  tlie  crirgo;  see  subsiances  soluble  in  water, 

214  As  Railway  Sleepers,  c^vtred  with  a  solution  of  coal  tar^ 
noptba,  &c.  cannot  be  stowed  with  g*?neral  cargo  without  danger,  a  mas- 
ter might  refuse  such  sleepers,  although  his  charter  party  hound  him  to 
**  receive  all  such  lawful  goods  as  the  said  chariercrs  shall  send  alongside.** 
O1XII  cotton,  a  dangerous  substance  us^ed  for  blasting  purposes  is  some- 
times shipped  ai)  '*  prepared  coltou ''  and  as  '^  samples  of  cotton." 


STEVENS    ON    STOWAGE, 


149 


215  Apothecaiy  Wares.  Mr.  Stewart  at-  [DANGEROUS  GOODS 
tADdod  before  the  Lord  Mayor,  October  IJ,  1860,  to  answer  a  si'ttnmotia  from 
the  Peninsular  ahh  Obikntal  Steam  NAvioATroN  Co.  charging  liim  with 
unlawfully  sending  "certain  goods  of  a  diingerous  nature,  to  wit,  one  gallon 
of  spirits  of  ether  nitre  and  one  pint  of  epirita  of  etlier  sulphur,  without  dis- 
tinctly  marking  tbeir  nature  respectively  on  the  outsride  of  the  packnges,  or 
otherwi9e  giving  notice  iu  wnting  to  the  master  or  owners  of  the  eaid  ship  at 
or  before  ihe  time  of  sending  the  Bame  to  be  shipped,  contrary  to  sec.  820, 
Merchant  Shipping  Act,  1851/'  which  is  given  m  full  at  the  couiniencemeut 
of  Uiis  article.  Mr.  T,  Atkinson  stated  that  on  the  2(>[h  of  September  the 
dcfGDilant  sent  four  packages  to  Southampton.  Before  the  goods  were  shipped 
lift  should  distinctly  prove  that  in  a  printed  form  supplied  m  defendant  at  the 
ni^utfin  of  the  company  in  Lead  enh  all -street,  he  deBcribed  the  contents  of  the 
]t«*'kag*^»  as  *' aiiutheeary  wares."  The  boxes  were  marked  **S.'*  within  a 
diamond,  and  •*  Glass,"  *'  Singapore,"  and  "  A|)othecary  Wares/'  and  were  sent 
by  mil  to  Southampton  on  tlie  Istof  CJctober,  and  Bhipped  on  boord  the  Pifrap 
which  was  to  sail  ou  the  4th.  Providentially  on  the  3rd  a  leak  was  discovered, 
ftnd  in  consequence  of  the  peculiar  character  of  a  vapour  which  arose  from 
thw  l*ox,  it  was  opened  and  found  to  contain  three  jars,  one  of  sweet  spirits 
of  nitre,  which  was  broken,  one  of  ammonia,  and  one  of  balsam  copaiba  ; 
the  two  last  were  not  considered  dangerous.  The  boxes  were  immediately 
Clii.ml«3d,  and  the  circumstance  telegraphed  to  defendant,  who  rei>lied  that  he 
|<lid  not  know  the  content??  of  the  piickn gC9»  that  he  had  them  from  Jleasrs. 
>ArT  ife  M'Mcnno.  mnnufncturing  chyniista,  iu  Upper  Thames'Strcet,  aucl  he 
[>ro<l«icfHl  thcrir  invoice  in  which  the  items  spirits  of  nitre  and  sulphuric  ether 
appeared  among  Others.  What  Hie  company  contended,  and  not  unreasonably* 
that  Mr.  Stkwabt  should  have  had  the  cases  marked  *'  Dangtrous/"  or 
Kavo  gi^cn  some  intinuition  of  their  contents.  Besides  they  submitted  that 
\  wma  wrong  to  pack  such  articles  in  straw  and  in  womlcn  boxes,  as  these  were 
^a£k«?d,  that  the  usual  plan  of  packing  dangerous  articles  in  sawdust  and  in 
cases,  liermeticttlly  sealed,  should  liavo  been  adopted.  He  sliould  cull 
>nLi:TnEOY,  who  would  def^cribe  the  exert  dingly  volatile,  infJammahle,  and 
prnns  character  of  both  the  sweet  spirits  of  Bltro  and  of  the  Bulphuric 
JInd  5ueb  articles,  the  tendency  of  which  {besides  their  iuHjimmnlile 
I  certain  conditions  of  temperature,  whs  to  burst  the  vcBsels  con* 
hpf:'n  by  wny  chance  placed  near  the  engine-room  of  the  ship, 
thf  >  all  on  bourd  might  have  been  horrible  beyond  def^cripUon* 

Jl  ^V'  to  fetter  the  trade  of  this  great  metropolis  by  imreasonable 

rtatrictioiis:  but  this  was  one  of  those  case**  in  which  tljo  lives  of  scores  of 
humiin  brings  at  sea,  and  far  beyond  the  reach  of  aid  or  possibility  of  escope, 
might  Aiij  dwy  be  placed  under  circumstances  of  fearful  peril.  People  going 
I  di^tAiil  foyages  bey»md  seas  in  the  company's  vessels,  were  absolutely  at  the 
[l&ffruy  of  persons  so  incautious  and  eereless  as  defendant  had  been,  and  it  wfts 
lie  pur|tosp  of  reading  a  lesson  to  all  such  persona  that  his  clients  had  felt  it 
rduty  iu  the  public  interest  more  than  in  their  own,  to  prefer  this  com  plaint. 
Dr.  Lethrby  said — From  the  course  of  my  scientific  enquiries  I  am  ac* 
ailiinctd  with  the  properties  of  spiritM  eiherit  nittioa,  or,  as  it  is  popularly 


150 


STEVENS    ON    STOWAGE, 


called,  sweet  spirits  of  nitre.  It  Is  n  mixture  of  [DANGEROUS  GOODS 
one  part  of  very  volatile  etlier,  auii  four  of  spiriU  of  wine.  You  cannot  frt^ezo 
it.  Its  spocifie  gravity  ia  about  two-tentlis  lea^  titan  tJiat  of  wateri  or  as  8  ®  10, 
It  tiiixes  with  water,  but  has  a  tendency  to  float  unlesH  agitated.  It  is  volatile 
at  ordinar}'  tempertttures*  The  pure  ether  itself  boils  at  a  teniperature  of  10^ 
whieli  IB  b[4ow  the  temperature  of  a  ship's  lio Id  in  a  warm  climate.  The  spirit 
of  nitre  begins  to  boil  at  a  temperature  of  l:^{f  and  gradually  rises  to  170**. 
There  would  be  two  effects  from  the  leakage  of  a  vapour  so  compounded  mixing 

r  with  the  atmosphere — first,  the  injurious  effect  to  those  inhaling  it,  for,  like 
tbloroform,  it  is  a  powerful  agent  ia  producing  insensibility.  an<l  it  will  take 

'  fli-e  at  tt  point  several  yards  away  from  the  surface  of  the  liquid,  which  I  can 
prove  by  an  experiuient,  (The  witness  put  into  a  dry  quart  bottle  in  court 
about  20  drops  of  tlie  itjtlrit  of  miri\  and  in  a  few  minut"'s  the  vnpour  diffused 
itself  througli  the  atmosphere  of  the  bottle.  He  thou  ap|ilicd  a  light  to  the 
mouth  of  thp  liottk\  when  a  sheet  of  flume  passed  through  tfic  U^juid  to  the 
bottom  of  the  bottle  with  a  filigbt  explosion).  If  it  mixes  with  about  HO  parts 
of  atruosplienc  air  I  And  it  forms  a  most  powerfid  and  ejtjdosive  compound. 
A  gallon  of  the  liquid  spirit  of  nitre  will  produce  whout  400  gallons  of  va]>onr, 
and  this  with  50  times  its  bulk  of  air  would  form  ti,000  cubic  feet  of  a  povvurfaJ 
explosive  mixture.  The  spirit  o\'  sufphurw  Hher^  cnnunonly  called  Hoffman's 
anodyne,  in  a  mixture  of  oue  part  of  pure  ether  and  two  parts  of  rectified  sptritB 
of  wine,  with  a  little  essential  oil  of  wine.  Its  proitertios  are  essentially  the 
same  as  the  otlaer.  It  is  a  powerful  narcotie.  The  Sjiirit  of  nitric  ether  is  a 
little  more  volatile  limn  the  sul|ihuric  ether.  I  can  form  an  opinion  as  to  the 
temperatiue  of  h  shiji's  hold  on  a  voyage  to  India.  Cases  packed  tike  thisono, 
and  containing  sutdj  articles  would  be  dangerous  in  a  warm  [dace  in  the  holdi 
If  hy  any  chance  they  were  placed  nciir  the  engine-room,  wliere  the  temperature 
was  high,  the  sjurit  njiight  rf-ach  the  boiling  point  and  burist  the  bottle. 

Cross  examined  by  Mr.  Nicholson. — It  is  pure  nitric  ether  that  boils  at  70°. 
It  would  not  make  ranch  dilTerenee  if  the  nitric  ellierhad  a  specific  gravity  of 

*  6'50,  instead  of  B  30,  The  boiling  point  of  every  liquid  means  the  atmosidierio 
pleasure  of  its  vapour  on  the  containing  vessel.  If  a  case  so  packed  were  ex- 
posed in  the  hold  of  a  vessel  to  a  temperature  of  00*  it  would  b*'  a  mere  question 
of  lime — of  a  few  hours  or  clays — tor  tlie  heat  to  reach  the  bottle. 

Mr.  GiLLsos,  second  master.  Btated  lluit  the  temperature  on  the  deck  of  the 
Pent  Hi  Alexandria  in  the  month  of  June,  ranged  tVom  9:f  (a>  07°.  He  did  not 
ke<  p  a  register  of  the  tcriipernturo  in  tlio  hold  at  that  time,  but  in  the  engine- 
room  ho  Intd  known  it  as  high  as  liO'^and  even  above  that 

Mr.  NtCHOLSMN"  sjiid  the  simfde  facts  as  respected  Mr,  St^waiit,  were  that 
he  received  a  letter  from  a  friend,  a  surgeon  in  Singapore,  requesting  him  to 
order  certain  goods  from  Messrs.  Davy  &  NfMcano,  of  Upper  Thames- street; 
that  he  did  so,  hnvfng  no  knowledge  of  the  properties  of  the  goods  ;  and  that  he 
trusted  to  their  being  pmpf^rly  ]^acked  by  that  iirm,  Hb  himself  took  no  part 
in  their  packintj  or  shijijiing.  Me  merely  handed  the  list  sent  from  Singupoi^, 
to  Messrs.  Daw  &  M'.Mciitno.  and  they  packed  the  goods  and  received  the  money 
for  thciii.  As  regarded  the  word  '*  dangerous,"  he  (Mr.  Nicholson)  Bijbniitied 
that  that  wds  a  relative  term,  depending  on  cireuumtanGos. 


STEVENS    ON    STOWAGE, 


I^I 


The  Lord  Mayob  said  it  appeared  to  him  that  [DANGEROUS  GOODS 
tlie  section  of  Ibe  Shipping  Act,  undi*r  which  this  pomplaiiit  was  pjelerred,  had 
been  TiolaUxJ  The  evidence  of  Dr.  Letheby  fully  sustuiiied  that  opirnoo, 
•hawiDg  fts  it  did  the  very  dangerous  and  iuliaDimnhle  nature  of  the  cbymical 
conipouDds  which  had  formed  the  suhject  matter  of  ihia  inquiry.  It  was 
f«arfuli  iDde^d,  to  imagine  the  terrible  consequences  which  might  have  ensued 
from  the  explosive  arid  iuHummable  charaeter  of  the  eoutents  of  the  packages  ia 
qu«^dtiou.  He  felt,  without  wishing  to  cxaggernte  the  case,  that  the  atatiite  had 
hoen  ckarly  iufriuged,  and  that  being  so  he  was  bound  to  inflict  a  penalty  on  the 
defendant.  Ho  was  induced,  however,  to  believe,  from  the  highly  resjteclahle 
character  of  the  company,  that  their  object  in  instituting  this  proceeding  was 
not  to  put  the  law  in  motiou  in  its  highest  rigour  with  regard  to  penalty,  hut 
tiiat  it  Tuight  operate  as  a  warning  to  others  dealing  with  the  shipment  of  sueh 
inrtttromable  materials.  He  hoped  that  the  publicity  which  would  be  giveu 
iolbe  inquiry  would  secure  the  end  which  the  coniphiiuauLs  had  in  view ;  and, 
nudef  the  circumstances,  he  should  call  upon  deleiidaius  to  pay  a  fine — not  of 
jClt)0«  which  he  was  empowered  to  inflict — but  of  ^10,  believing  that  that 
would  meet  the  justice  of  the  cose  and  satisfy  the  compAuy. 

216  Photography,  A  case  belonging  to  a  passenger,  a  photographic 
artist,  was  observed  (October  5,  1857)  smoking  in  the  hold  of  the  Oountess  of 
SltjiMf  lying  in  the  E.  I.  Docks.  When  opened,  several  bottles  of  acids  were 
found  broken.  She  left  the  next  day  with  a  number  of  emigrauta,  and,  but 
for  thiw  timely  discovery,  all  on  hoiird  mij^ht  have  perished. 

217  AqtiafortlB.  Before  the  magistrates  at  Liver[>ool  in  July,  IH(J3> 
Police  luBpeetoi  Mauuslay,  stated  that  in  tlie  hold  of  the  barque  CUt^  of  Kandy^ 
\fm^  in  the  Prince's  Dock,  he  found  a  bottle  of  acjAiafortis  smoking,  which, 
with  a  number  of  other  similar  bottles  comaiued  in  five  casks,  were  Bhipped  by 
llessn.  Tw££i>iE,  H^NNiEt  k  Co.  who  alleged  that  they  were  sent  to  them  as 
*•  drugs, '    'J'he  goods  wore  not  marked  as  combustible  or  dangerous ;  no  notice 

i  had  been  giteu  to  the  pohce  or  Ibe  umaler,  in  conformity  with  the  proviaiou 
of  the  Mersey  Docks  Act,  1858,  sec.  2t5.     Fined  SOi  and  coats. 

21H     Ether.    On  Sunday  night,  July  'i7,  1862,  a  fire  broke  out  in  the 

Empress  Uvitjenit,  053  ton,  lyiiig  in  the  London  Docks.     The  *ihii>  is  a  general 

trader  and  was  loaded  w^ilb  uiiscellaucous  biorea.     Tlio  accident  arovse  from  the 

I  €)qi|oaioa  of  a  bottle  of  ether,  which,  becoming  ignited,  the  liquid  llame  ruslied 

'  inio  about  12  cases  of  lucifer  matches,  t^ettiug  them  also  io  Bauies  and  throwing 

I  up  a  strung  sulphurous  vapour.   The  engines  of  the  Dock  Company  and  vunous 

1 4>th€r»*  were  soon  in  attendance  under  the  diieciiou  of  Capt.  bUAW,  when  owing 

I  to  Iho  energy  displayed,  the  lire  was  happily  prevented  from  extending,  but 

it  could  not  be  extinguished  until  an  entire  case  of  ether  and  13  packages  of 

I  lucif<nr  matches  were  destroyed  and  the  main  hold  of  the  ship  severely  scorched. 

8  iO     Benzine.     On  Tuesday.  Angubt  25, 1805,  a  fearful  scene  occurred  on 

the  sicumhont  Agripjiina,   then  on  her  passage  up  the  Hhine  from 

'  Botti^rdjun,     One  of  a  b«;skettul  of  botilus  cuntiuning  benzine  was  bi-oken,  and 

I  thi'  ii.ni4iiiiijrtble  siufl"  ran  down  the  det^k  coal-spout  into  the  engine-room ;  a 

I  ?ol  loke  shot  up  instantly  as  high  as  the  top  ot  the  funnel,  and  one 

of  u.v  ^-^-^K^iK  boxes,  the  smoking  room  on  deck,  and  the  conductor  s  room,  with 


152 


STEVENS    ON    STOWAGE. 


Jill  his  papers,  were  soon  destroyed.     There  were     [DANGEROUS  GOODS 
fifty  passengers  on  board,  and  it  umy  be  easily  conceived  that  teiTor  and  dis- 
order prevailed  all  ovor  tlie  vessel.     The  efigineer  had  tiio  presence  of  raiud  to 
VLHliiee  the  spetnl  at  the  otitbreak  of  ibe  fire,  but  the  west  wind  carried  tho  i 
flames  across  t!ie  dot-^k,  the  other  paddle  box  soon  caught,  and  all  comtnu- 
nication  between  the  fore  and  after  pjirt  of  the  vessel  was  thus  cut  off.     On 
the  after  part»  besides  some  pasaeugers,  there  were  only  the  steeranian  and 
ship's  cook ;  the  latter  cut  down  fho  deck  awniug  to  prevent  it  from  taking^ 
fire,  and  tlie  boat  was  launched  to  save  the  passengers.    Fortunately  a  steam- 
tug  was  near  ;  her  erew  rowed  quickly  to  the  burning  vessel.     The  passengers  j 
having  bee  u  h^udetU  the  tiro  was  extinguished  in  the  course  of  half  an  hour.] 
2^0     VesuviailB,     In  October,  1803,  Messrs,  Rickaby  Jk,  Haiidino  sent  to] 
the  King  3  Dock  at  Liverpool  for  shipment  oil  board  tire  Pepita,  five  eases  of] 
vesuvians,  without  being  properly  marked.    They  were  rolled  from  the  wharf,  | 
and  one  of  tiiem,  a  barrel,  ignited,  and  the  contents  became  known.    The  J 
men  employed  were  aliirrned,  but  a  policeman  obtained  a  pole  and  shoved  the] 
case  overboard.     Shippers  were  fined  Mb  for  not  marking  the  cases  properly  J 
and  £2  for  omitting  to  give  due  notice  to  iho  docknmster. 

221     DATES,  a  fruit  shaped  like  a  large  acorn.     The  date  or  palmj 
tree  is  cultivated  on  the  African  coast  of  ibe  Mediterranean,  in  Arabia,] 
and  Persia.    From  Morocco  to  Gibraltar  the  common  are  in  serons  150  @  I 
200 1 1>.  and  the  fine  in  cases  and  barrels  of  various  weights;  they  rnay  be 
safely  carried  in  cabin  or  saloon.    At  Alexandria  I  hey  are  in  long  narrow 
barrels  about  2  cwt-  each,  and  should  l>e  stowed  iu  the  'tween  decks  or  if  in  I 
a  steamer,  lii^h  up  forward,;  when  wet  they  emit  a  strong  gaseous  vapourr! 
In  the  Hcdjaz,  Arabia,  the  new  fruit  called  m(eb^  comes  in  at  the  end  of  1 
June^  and  continues  two  months.    The  ship  Aashttr,  460  ton,  Capt.  W.  P, 
Newman,  belnuf^nng  to  Mr.  A.  Hkctoe,  of  Bar;ife  Yard,  Bucklersbury^j 
left  the  (julf  of  Persia  Nov.  3>  1S66,  with  a  cargo  of  dates  and  wool,  and 
discharged  same  in  8t  Katherine's  docks  in  March,  1867.     She  is  146'^ 
feel  limg^  2fr5  broad,  and  17  feel  deep.    Her  hold  was  dunnaged  with  date^ 
wood  and  double  matted  ;  bottom  U  inches,  bilge  13,  sides  2|.    The  dates 
were  patked  in  mat  baskets  18x  I4x  14  inches,  weight  140 fb;  in  r11 
6^0  ton  of  20cwt.  stowed  chiefly  below  the  beams ;  there  was  a  loss  of^ 
weight  of  about  12  ^  cenL  on  the  passage  home.    The  wool  (in  the  *twi3ct 
decks)  was  in  bales  ^0  X  30  X  28  inches,  averagii.^  400  lt»,  say  gross  68  ton 
or  190  Ireifibt  l^ns  of  50  cubic  feet  ;  liie  quality  was  rather  coarse,  tbel 
bales  were  pressed  by  hydraulic  power;  each  had  six  iron  bands.     SoT 
laden  she  drew  15  feet  i>  inches  fore  and  aft,  and  on  arrival  14  feet  3  incbem! 
forward  and  14  feel  10 inches  aft;  with  a  dead- weight  cargo   Id  feet  10  j 
inches;  best  I  rim  15  feet.     The  car^o  was  lailen  at  Bussorah,  a  port  in 
the  north  of  the  ^ailf;  pilotage  in  or  out  I2»fii/;  no  port  charges.     The 
Heasun  of  sljipmeni  of  wool  and  dates  at   Bussorali  is  in  October  and 
November.     Bengal,  Madras,  and  Bombay  ton  SOcwt.  wet.  Hi  cwi.  dry. 


STEVENS    ON    STOWAGR. 


Id$ 


$22  DEAD  FRFilGIIT  consists  frequenily  of  heavy  merclmndize 
fonnitig  ftart  i»f  the  car^^o.  In  charleriiig  for  deml  freigiit  or  for  a  lump 
flnm,  it  may  be  necessary  to  limit  tlie  slap's  draugljt  when  laden.  Some 
cliATiererB  conceive  that  particulair  sbips  show  a  greater  draught  with  a  | 
full  car*|o  of  measureineni  godds  t!iao  tboy  do  with  the  same  weight  of 
dcoiUwetght  goods. 

223  DECK  LOAD— Tallow.  Before  the  Lord  Chief  Jostick, 
in  the  Court  of  Common  Pleas,  July  8,  1863,  CoHKt  obtained  against 
Robinson  a  verdict  for  £4C6  2«  Hd,  value  of  6B  casks  tallow,  part  of 
lh<r  deck  load  of  the  steamer  Era,  skipped  at  St.  Peiersburg  and  thrown 
averboard  to  lighten  her  when  on  her  voyage  to  London,  She  went  ashore 
on  llic  coast  of  Sweden.  Plain tilT  shipped  in  all  300  casks  for  which  a 
•*  clean  "  hill  of  lading  was  given-  thider  the  ordinary  policy  the  iiuder- 
frrilrrs  were  not  liable  for  "jetsam*'  on  deck,  and  the  question  at  issue 
Wtts  whftlier  tbe  shipowner  was  not  bound  lo  insure  goods  slowed  on  deck. 
And  *o  protect  himself  from  loss  when  the  fact  was  nol  stated  in  the  bill 
of  lading  or  notice  given  lo  the  shipper.     Defendant  relied  on  a  cuBtom 

-in  tht  Bahic  trade  of  carrying  (deck)  lalhjw  cargoes  and  not  meniiouing 

lth«  fact  on  the  bill  of  lading.     Tlie  moiion  lo  set  aside  the  verdict  for 

plaintiff  was  argned  November  9th,  and  refused  by  the  Chief  Jtsticb. 

224  DEFICIENCY  OF  CARGO.  In  tbe  article  mate  and  under 
icveral  other  articles,  tbe  su^jjcclof  deficiency  is  referred  to  incidentally* 
lilt  one  of  ibe  most  imjiuvtant  subjects  connected  with  the  shipping  inier- 

ftt^  and  appeals  are  constantly  made  upon  it  to  the  editor  of  the  GazetU^ 

225  An  Rxeter  aliitjajaster  complained,  January  1^2,  lf^57:  *' I  brought 
r              Iia|Tes  gtn,  under  bond,  from  Loudon  ;  on  delivery,  three  bottles  were 

uid  tlie  value  charged  to  nie:  tbey  may  bave  betiu  removed  before 
hUijJiiii'iit     Can  I,  as  last  baud,  be  held  responsible,  and  if  so^  cku  1  not 

'  hf rcafifr  claim  to  see  contcTitsV  1  onet^  received  a  pipe  of  wine  ainuirently 
tliort,  and  got  a  cooper  and  a  witncbs,  wbo  to  mid  four  gallons  deficieyt ;  tbe 
ownrfit  threatened  lo  fine  lue  for  raising  the  bung."    Auswer:  **  tbe  master  has 

Pa  right  to  be  satiHiied  that  the  contents  are  tndy  stated,  as  per  bill  of  lading, 

^Biil  not  lo  open  unh?s8  in  tbe  presence  of  the  shipper  or  bis  agent :  the  proper 
txmm  In  when  tbe  package  is  tendered  to  tbe  custody  of  tbe  sliip;"  see  wai^tnge. 

[  ADOth«r  roa'<ter  says,  Decrnnber  3,  IH57  :  "  A  TcsBtl,  110  tt>n  n*gifster,  takes  in 
J,  and  the  muster*  judging  by  her  eapaeity  and  dmngbt  tbat  she  baa  ber 
eoinpkniPTjt,  signs  ibe  billa  of  lading*  Heavy  weiUber  compels  btni  to  throw 
OforboArd  't  {a  H  loij,  wJiieli  is  entered  in  bis  log-  Go  tliscbargingat  Detnerara, 
thi  ;  ut  iuto  wagons  niid  gnenscd.    Tbo  eousignce  stated  that  the  cargo 

Wtt^  Mil t,  and  struck  oil*  i'4<J,  the  value  of  tbe  coal  there/*    Arbiiratiou 

ts  recommended :  tbe  master  should  have  had  a  witiiese  lo  tbe  quantity  tiaown 
ovorboard,  wlio  ntioidd  have  aitesied  the  same  in  the  log.     The  cajgo  should 

\  bave  been  surveyed  previous  to  diacbarging,  and  a  protest  entered.    The  owner  i 
'it  not  obUgi»d  to  allow  tbe  claim,  aa  made :  the  master  ia  responsible  for  loss 

0 


IM 


STEVENS    ON   STOWAGE, 


resulting  through  his  Deglect  to  obtain  the  n^esBary  doou-  [DEFICIENCIT 
ments.  A  third  master  says,  December  23, 1857;  "A  ship  from  New  Orleans 
turns  out  five  bales  of  cotton  sliort  of  the  quantity  stated  in  the  bills  of  lading, 
which  tho  master  sfgned  on  seeiDg  the  mate's  receipts.  The  magistrates  dis* 
allowed  the  deduction  from  the  mute's  wagas,  as  gross  neglect  conld  not  be 
proved."  Answer :  •*  the  ship  is  hoimd  to  make  good  the  defiinency,  unless  it 
can  be  proved,  by  evidence  from  the  port  of  shipment  or  otherwise,  that  the 
missing  bales  were  never  shipped.  The  safest  plan  is  to  pay  under  protest." 
A  fourlh  master  writes,  January  22,  1858 :  '*  In  loading  a  cargo  of  oilseed  cake, 
I  signed  for  850  bags,  with  10  disputed ;  812  were  delivered,''  The  editor  says 
**  the  ship  is  liable  for  the  deficiency,  subiect  to  the  special  exception  of  10, 
unless  evidoiico  can  be  produced  from  the  port  of  shipment  that  the  quantity 
delivered  was  the  quantity  received," 

226     DELR'ERY.    There  is  no  actual  delivery,  say  of  a  cargo  of  1 

graiuj  until  it  is  over  tli*»  ship's  sides;  see  fast-day  and  the  Arctics  case  [ 
in  the  article  grain, 

22T  A  shipmaster  asks,  March  22, 1858 :  *'  A  vessel  arrived  witb  a  carga  ' 
of  sleepers,  and,  as  the  Cuslom>i'  regulation  is  that  each  day's  discharge  must  ^ 
be  piled  on  tlio  quay  for  the  officers  supervision  and  count,  before  the  oon- 
Bignee  can  draw  away  any  part;  eao  the  consignee  compel  Ibe  master  to 
I  provide  men  to  pile  the  sleepers,  or  is  he  only  hotmd  to  jiut  Uiem  over  the 
ship's  side  ?  The  consignee  states  tbat  they  are  not  delivered  to  him  before 
being  measured  and  passed  by  the  custom-house,  as  the  charter  party  states, 

*  to  be  paid  so  much  per  load,  custom-house  calliper  measuremeut/  '*  Answer: 
**  delivery  over  the  ship's  side,  safely  on  the  quay,  is  good  delivery;  and  the 
consignee  cannot  compel  the  master  to  incur  the  expense  of  piling  the  sleepers/ 

Another  master  states,  December  20,  1801,  **  that  his  vessel  has  just  dis- 
charged a  cargo  of  coal  from  Swansea  at  a  quay  at  a  current  rate  of  freight. 
On  application  to  the  conjsignee  for  the  fVf^ight,  a  claim  is  made  of  Bd  ^toa  , 
for  the  quantity  discharged,  as  being  the  cost  of  delivering  into  store,  and 
refers  him  to  the  following  clause  in  the  charter  party  (in  print),  wliieh  at  the 
time  of  signing,  be  did  not  especinlly  notice,  vi?:  :^'  And  shall  deliver  tlie  same 
in  regular  turn  to  the  order  of  said  frelghterB,  according  to  bills  of  lading  to 
be  signed  for  the  same,  into  store,  steamer,  or  the  de]K>t  tlieie,  afloat  or  on 
shore,  the  cargo  to  bo  there  discharged  by  the  ship  accordiug  to  custom,  at  any 
quantity,  by  day  or  niglit,  the  merchant  may  require/  The  bill  of  lading  b&s 
no  reference  to  the  discharge.  Snch  a  practice  as  this  is  not  the  custom  of 
tlie  port/'    The  Editor  answers i  *'lhe  ship  having  expressly  covenanted  to 

*  deliver  into  store/  ouist  perform  the  covenant  at  her  own  expense.  Eight 
pence  per  ton  seems  a  large  charge,  and  the  master  ought  to  have  been  con- 
Biilted  as  to  what  the  men  sbould  be  paid  for  the  labour,  Asa  genera!  rule,  ' 
the  ship  is  only  bound  to  deliver  over  iho  side,  but,  if  the  master  signs  to 
deliTer  ia.  any  other  way,  the  mere  fact  of  his  having  done  so  carelessly,  or  ia 
ignorance,  will  not  relieve  him  from  the  stipulations  of  his  contract." 

In  April,  1863,  tlie  skip  Danzttj,  from  Dantzig,  discharged  at  Hull  &,055 
pieces  of  lO-inch  by  IQ-ineh  sleeper  blocks,  5S&  pieces  of  6-inuh  by  lO-inch 


STEVENS    ON    STOWAGE. 


\M 


B,  and  14  rmlhoms  of  lathwood*    This  was  two  pieces    [DELIVERY 

•^more  than  the  qiinniiiy  stated  in  the  biJl  of  lading.    Freight,  with  £i  gratuity 

'  to  tbo  master,  was  paid  bjr  tbe  consignee,  who  subsequently  claimed  ^'^5  for 

00  of  Ihe  firet  do^cribinl  sleepers  and  1?^  of  the  others,  short  of  the  bill  of 

lading.    Thi§  claim  was  tried  in  the  Admiralty  Court  before  Dr.  Luseiingtok, 

rJanuary  20»  18(V4,     The  action  was  brought  under  the  6th  section  of  the  Act, 

|160L    It  afijx^ars  that  the  consigiioe  had  sold  the  cargo  to  a  railway  compfuiy, 

vbo  reeeived  it  from  the  ship.     In  delivering  judgment,  which  went  against 

llhe  eonaignee  with  costs,  the  judge  said  **  reserving  the  question  of  fact,  I 

[think  the  delivery  on  the  quay  was  a  legal  delivery.     I  think  bo  because, 

Hd  doubt,  a  delivery  on  the  quay  was  sanctioned,  nay  required,  by  the 

oee.     If  the  consignee  point  out  a  mode  of  delivery,  and  that  mode  of 

rltvery  h  carried  out  by  the  master,  the  consignee  is  stopped  by  his  own  act 

fom  finding  fault  with  the  mode  of  delivery.    If  once  such  a  delivery  is  made, 

sponsibility  of  the  owner  of  the  ship  is  at  an  end.     It  is  no  part  of  the 

r  of  the  master  to  provide  a  watch  on  shore,  his  duty  is  ended  by  delivery." 

In  April,  1801,  the  ship  Aljnne,  Capt.  Robe,  was  chartered  by  Black  and 

ers  to  load  rice  at  Calcutta  for  Colombo  or  Galle,  "to  be  taken  from  the 

fm  tackle  at  the  risk  and  expense  of  the  consignees,  and  a  receipt  to  be 

i  on  board."    Part  of  the  cargo  was  delivered  at  Colombo  and  remainder 

[  Oaile,  where,  in  oonsequenoe  of  various  quarrels,  the  master  required  the 

D«rcbant  lo  pay  daily  the  freight  for  the  amount  of  cargo  delivered  each  day 

lorer  Uic  ship's  side  into  the  merctiant  s  boats.    This  course  involved  a  lawsuit 

|mt  Gallein  October,  1861,  when  plainliff*8  case  was  dismissed;  in  July,  1862, 

lli^  supreme  court  of  Ceylon  allirraed  that  judgment;  and  in  Jtdy,  1864,  the 

is  of  the  Privy  Council  affirmed  the  judgment  lo  Ceylon,  irilh  costs. 

228  DEM  IT RR  AGE  is  ihc  allowance  made  to  the  ship  for  detention 
bevund  the  stipuluied  lime  fur  receiving  or  for  discharging  cargo*  A 
certain  number  of  day*  are  usually  stated  on  the  charier  parly  or  bill 
of  lading  for  ibis  purpose.  The  freighter  can  deiain  the  vessel  on 
luirage  the  number  of  days  expressed  in  the  charter  parly — ^iisuolly 
Hoi  more  than  ten,  at  so  much  per  diem.     The  ordinary  form  *'.,.,_,_._ 

ir«  to  be  allowed  the  said  merchants  for  loading  at  and 

fdbeliarKtng  at .     Should  the  vessel  be  detained  longer 

timii  the  said  days,  demurrage  the  sum  of  £  to  be  paid 

day  by  day  for  all  days  ao  detained,"  but  the  merchant  not  to  detain  the 
I  Icinger  than  the  ten  days.    When  llie  silpulated  lime  for  denmrrage 
,  tlie  master  ehctnld  give  written  notice,  through  a  third  party,  to 
etghter.    At  this  stage  the  owner  or  master  can  enter  into  a  special 
Vmctit  (qt  continuation  of  demurrage  at  increased  rate,  or  if  be  prefers 
lia^  oon^der  the  charier  party  at  an  end,  land  the  cargo,  pay  himself 
'  eight  and  arrears  of  demurrage,  and  seek  other  employment  for  his 
el.    'I'bis  course  ought  not  to  be  taken  but  undiT  itgal  advice.    The 
'«lionld  give  noiice  to  the  charterer  immediately  his  vessel  is  in 
^icig  b«nh«     Where  a  ship  is  detained  beyond  the  number  of 


IM 


STEVENS    ON    STOWAGE. 


lay-daya  speciBed  in  the  cbarter  parly,  the  masler  [DGMURRAQ& 
should  givR  a  notice  of  di:!rmirrage  daily,  if  possible,  iiit^lyding  Saturday 
on  Sunday *s  uotice.  This  recommi^ndation  ap|>li€S  hoih  io  loading  and 
unloading.  Sundays  and  (oL^al  hulidays  da  not  count  as  lay-days  when 
*' working  days  *'  are  specifii-d,  but  ibiy  count  tm  demurrage.  Days  are 
not  reckDued  from  nnon  to  noon.  Where  a  notice  is  given  at  ten  in  the 
morning  of  a  certain  day,  that  day  counts,  nevertheless  such  a  "nolice 
day  "  is  seldom  insisted  on.  The  coni^it^nee  or  asisiijjnee  is  not  liable  for 
demurrage  for  time  consumed  at  the  port  of  loading,  unless  by  the  express 
terms  of  the  cboner  party  or  hill  o(  lading  be  is  made  liabl*?;  Smith  v. 
SiETKKiNft,  Court  of  Exchequer.  If  a  particular  place  is  fixed  on  for 
the  discharge  of  the  cargo,  or  if  it  is  provided  tlntt,  in  ibe  event  of  certain 
contingencies,  the  vessel  can  discharge  at  Rlternative  places,^in  the 
former,  the  days  run  from  the  ship's  arrival  at  the  place  fixed  on, — and 
in  the  latter,  from  the  place  first  selected  for  commencing  to  discharge. 

229  Subject  to  any  special  agreement,  three  or  four  consecutive  days 
are  considered  ample  for  hwiding  a  collier  carrying  180  ton.  Seven  or 
eight  working  days,  from  the  time  llie  sliip  was  berthed  in  her  turn  and 
ready  for  l£ja<ling,  are  rpiite  su(ficionl  for  6 DO  ton  of  coal,  and  demurrage 
is  claimable  for  every  day  beyond.  Laying  days  not  being  staled,  two 
or  tbree  days  are  autficient  to  discI large  60  ion  of  Bangor  slate,  and 
demurrage  is  due  for  every  day  beyond. 

23ii  Masters  and  others  when  obtaining  charter  party  for  China, 
should  be  very  partit^ular  about  tlie  number  of  lay-da^vs,  as  ships  nearly 
always  come  under  demurrage  there,  owing  to  the  want  of  suitable  con- 
venience on  shore,  Tliis  caution  is  especially  necessary  when  chartering 
coal,  &c.  in  Australia  for  China, 

2JU  A  vessel  is  eliartered  to  load  mahogany  at  Belize  for  the  United 
Kingdom,  and  lias  I  &  lay-days  for  every  100  ton  of  wood  shipped.  The  master 
asks  the  Gazette,  December  28,  1857:  **Are  those  days  to  be  counted  upon 
the  cargo  wood,  or  does  the  broken  stowage  (logwood)  come  under  ibo  samo 
category  as  the  timber^  and  have  tbe  lay-ditys  to  be  allowed  on  the  broken 
stowage,  which  pays  only  one- third  freight,  as  well  as  the  car^o  timher?' 
Answer:  "the  reckoning  of  the  lay-days  is  not  aflecied  l>y  any  differeuce  in  ' 
the  freight;  they  count  on  all  ike  wood  (cargo  or  hroken  stowage)  shipped/* 
A  master  writJ^fl.  Novemher  32,  IH&H:  **J  have  diHcharged,  and»  by  charter 
party,  am  entitled  to  two  days'  deraui-rage.  The  consignee  refuses  to  pay,  as 
he  porch ftsed  by  bill  of  ladings  which  only  recognises  freight  as  per  charter 
party,  and  bfls  noihiiig  to  do  with  demunage.  My  legal  advizer  says  this  is 
the  luw,  and  that  my  remedy  is  against  the  charterer.  The  charterer  saya  t 
am  to  have  a  *  lien  on  my  eargo  for  freight,  dead  Ircight,  and  demurrage/  1 
am  alsoatlvized  thni  it  amounts  to  nottiiug  at  all — that  having  completed  my 
engagement,  and  delivered  the  cargo,  T  have  no  lien  on  it.  Can  I  in  hitura 
protect  myself  by  inserting  on  the  bill  of  lading  *  freight  and  all  other  coa- 


STEVENS   ON    STOWAGE. 


107 


K 

m 

^»^ 


ditioos  us  per  charter  party?"'  The  Editor  answers;  [DEMUEHAGE 
'*  buTiog  completed  tlie  engagement  and  delivered  the  cargo,  the  master's  only 
tesnedy  is  agaiust  liie  charterer,  as  advised.  lu  future  he  can  protect  hioiself 
by  inaertiDgf  the  words  he  suggests.  Another  niasler  writes  February  29,  1859 : 
*•  a  V€*ssel  from  Antwerp  has  a  general  cargo,  for  which  there  are  tea  receivera. 
~  ach  bill  of  lading  states — *  the  within  goods  to  be  taken  out  withiu  six  run* 
nitjg  days,  or  pay  jt'3  ^  day  demurrage/  The  Tcssel  was  kept  eight  daja,  the 
delay  being  caused  by  the  consignee  whose  goods  were  on  the  top/'  The 
£ditor  says  that  consignee  should  be  proceeded  against  for  all  the  demurrage. 

232    DENSITY  of  the  SEA.    Vessels  bound  from  ports  on  the 

ftea  coast,  where  the  water  is  sah,  to  pons  in  rtvers  where  the  water  is 

fresh,  or  to  ports  in  inland  seas,  like  the  Ballicj  the  Black  Sea,  or  Sea 

of  Azof,  where  the  water  is  only  slightly  salt,  should  he  careful  not  to 

^oad  loo  deeply,  because  ships  sink  dee])er  in  fresh  than  in  sea  water. 

Taters  are  more  or  less  dense  in  pnjporiion  to  the  quantity  of  sails  they 

bold  in  solution,  and,  as  all  floating  bodies  whatever,  displace  a  quantity  of 

Ithc  fluid  exactly  equal  in  weight  to  the  weight  of  the  ship  or  other  flottting 

llxKly,  it  mnst  therefore  necessarily  f^dluw,  that  ships  with  a  given  cargo 

|iffill  sink  deeper  and  draw  more  water  in  rivers  and  inland  seas,  than 

in  Uie  ocean  ;  and   this  is  a  mailer  of  much  consequeiiccj  especially  as 

fcgaids  large  and  deep  ships.     In  order  that  masters  may  have  an  eye 

[fo  the  loading  and  the  **  draught  of  water"  of  their  ships  antl  be  able  to 

impute  how  much  they  may  float  either  lighter  or  deeper  when  passing 

Itlirougb  waters  of  diflerenl  densities,  we  insert  here  (in  addition  to  the 

'^tiihle  under  the  head  gravity,  specific)  the  specific  gravity  and  weights  of 

•  cubic  foot  of  the  waters  in  which  our  sliips  mny  usually  navigate. 


DescripHos 

Grftvilj 

Jb 

Spedflp 

lb 

filver  Wftter  *  *     ' 

l.rxK) 

mk 

Norih  Atlantic , 

1,02« 

e^ 

B«ii  (if  Azof    , . 

1  .(Km 

m 

Soutli  Alkntic . 

l,0'i« 

Mi^ 

Hl«f  k  Sea  , . . . 

i.uU 

53| 

Arctic  Se« 

lvt>2« 

Uk 

Bdtie  Sea  ... . 

1,016 

«:*tw 

Meditemoean . 

1.0»0 

64J 

White  8e«  .... 

1,010 

"'Mi 

OaspiAn  ^a  . . 

hom 

UH 

TeUowBea     .. 

i,mn 

mt 

PeftdS'ja   .... 

MU 

IbH 

I 


Now  the  Salter  the  water  the  less  will  be  the  draught  of  water  of 
» other  things  being  ef]iuil.     Let  us  suppose  I  hat  a  ship  drew  17  feet 
in  the  Londun  Docks  and  it  was  required  to  be  known  fiow  fuuch 
glitrr  ihe  would  doat  at  Malta.    We  have  (inly  to  make  a  siujple  rule  of 
Tte  atatemeiU  from  the  above  densities,  and  work  out  the  result^  thus: 
JU  l4KK><tt.  :  17f««t  : :  1,030  oi.  :  ISi  feet,  iolving  the  work  tnverMlj. 
Tlic  water  at  Malta,  being  about  l'33rd  more  dense  than  the  Tliames, 
litip  will  not  friuk  lu  deep  at  Malta  by  about  l-33rd  of  her  immersion 


15B 


STEVEICS    ON   STOWAGE. 


A  vessel  dnming  12  feet  at  sea  will  draw     [DENSITY  OF  THE  SEA 

12  feet  2  inches  in  ihe  floating  bnsin  at  Bristol,  which  usually  contains  a 
considerable  proportion  of  fresh  water.  The  sianie  principle  is  involved 
in  the  Thames  and  in  erery  ImrWur  fed  hy  fresli  water.  In  Newport, 
MunmcMilhsliire,  during  neap  lides  and  after  heavy  rain^  a  vessel  draws 
more  than  on  ordinary  occasions.  After  ahjpa  are  laden  down  to  their 
proper  draught  or  "bearing/'  it  requires  a  considerable  weight  propor- 
tionately to  immerse  ihera  a  few  inches  more.  This  extra  immersion 
causes  them  to  become  very  unwieldy  at  sea,  and  mucli  more  liablt;  to 
founder.  In  engaging^  a  ship  for  a  lump  sum  it  is  usual  to  have  her 
draught  when  fully  laden  specified  on  the  charter  jiarty.  In  this  case  it 
may  be  necessary  for  a  charterer  to  recollect  llie  alierations  which  are 
uccasioned  iu  a  ship's  immersion  by  tlie  character  of  the  water  in  which 
she  floats.  When  a  ship  is  engaged  for  a  lump  sum  the  owner  generally 
excludes  the  use  of  the  cabin,  the  sail  room,  &c.  from  the  use  of  the 
charterer.  The  use  of  the  deck  requires  special  agreement  j  see  dead  ' 
freight.  Dr.  Uee  stales  that  deep  sea  water,  from  the  ocean,  from  what- 
ever locality,  holds  nearly  the  same  constituents  in  solution,  containing, 
on  an  average,  in  1,000  parts. 

25  0  of  cblonde  of  so^am  (common  lalt)! 

59  sulpbnie  of  rongnei^iA, 

8 '5  eUorlde  of  mngiLefiiimii 

O'S  earboiuites  of  lime  and  mogpeal*! 

0  1  ftulph&te  of  lime. 

Besides  a  little  sulphate  and  muriate  of  potash,  iodide  of  sodium^  and 
bromide  of  magnesium. 

234  DERELICT  and  DEVTATrON.  An  owner  is  liable  to  malce 
good  the  dilTtrrence  which,  upon  reasonable  calculation,  could  be  proved 
to  exist  between  the  value  of  a  cargo  of  grain  at  the  market  price  of  the 
day  on  which  a  ship  would  have  jirobably  arrived,  and  the  market  price 
of  the  day  on  which  she  did  arrive,  if  a  master  had  not  committed  a 
voluntary  deviation  by  towing  a  derelict  into  port. 

235  DERRICK.  A  contrivance  by  way  of  temporary  crane,  for 
tlie  purpose  of  hoi.^ting  goods  or  provisions  in  or  onl  of  a  ship. 

236  DHOLL.  The  term  dboll  has  three  significations;  it  is  the 
name  given  to  the  beads  of  carnelians  made  at  Cambay ;  it  is  tbe  Eastcro 
commercial  term  for  a  bnfe  or  package ;  and  it  is  the  Indian  name  for 
the  pigeon  pea  which  is  usually  packed  in  biiga  cont«ining  160  th.  each ; 
large  quanliiies  of  these  are  conveyed  from  Calcutta  to  Mauritius, 
Singapore,  and  China,  for  ihe  consumption  of  tbe  hibouring  classes* 


STEVENS    ON   STOWAGE. 


159 


The  season  of  shipment  al  Calcmu  is  after  the  rains  of  the  [DHOLL 
fkoiltli*west  monjjoan,  and  usually  in  ihe  early  part  of  the  norlh-east 
monsoon ;  the  bags  couiain  two  Calcutta  mauuds,  equal  to  164  tb.  Beu- 
gal  aiid  Madras  ion  20  cwt. 

DISCHARGING ;  see  unloading, 

37    DISTANCES   BY    SEA  to  Madras,  and  Melbourne,  &.c. 

No,  1— Plymouth  to  St,  Vincent 2,260 

Sierra  L«one ....•  90t> 

Cape  of  Good  Hope 3,5Jd2 

Wilson  Promontory  (Great  Circle  Com- J  5071 

positfi  Boute,  moadmum  Ut.  40p  S.J  ' 

Bjdntj  ,,, 443 

Total    13.162 

No,  2— Plymontlx  to  Cape  of  Good  Hope 6,748 

Swan  River 4,«7*2 

Adelaide 1,345 

PortPhilip 605 

Sydney   t*,. SOi 

Total 13,874 

Ko.  8— Plymouth  to  Sydney  direct 13,aao 

To  Indiih  via  the  Cape  of  Goo^  Hope  :^ 

PljTnouth  to  Cape  of  Good  Hope     6,748 

Maaritiufl S,271 

Point  de  Galle  (Ceylon) 2,0M 

Mmlrma  ,..«., 545 

Cakntla 770 

Tofix  .***»•..       12,418 

DRAGON'S  BLOOD,  a  red  kind  of  resin  forced  out  of  the 
ill' of  the  rotang  pUntj  when  expused  hy  t!ie  Japanese  over  the  sleum 
of  bollitig  water.  The  ruLanij[  is  a  species  of  cane  ahoiit  as  thick  as  a 
maii*a  arni,  which  ^rowB  tu  the  length  of  100  feet.  In  the  KaH  Indies 
and  in  the  Cnnary  Islands  the  tree  grows  tu  an  immense  size;  ut  certain 
liiTies  the  trunk  cracks  in  various  parts  and  emils  a  gum  wliich  concretes 
intij  tears.  Dragons'  hlood  h  packed  al  Calcutta  in  small  coses  six  of 
which  make  a  freij^ht  ton  of  50  cwhic  feet;  it  is  shipped  there  all  the  year 
roond,  but  chiefly  in  the  i^iorth-east  monsoons.  Bonihay  ion  50  cubic  feet 
ia  cajei.     A  box  of  Chinese  containing  one  pecul,  measures  7'432  feet* 

239  DRUGS  AND  CHEMICALS.  Alkalies,  liquid  potassie, 
lic|uid  ammoniee  ( hartshorn ),  and  some  other  chemical  preparations,  such 
aa  chloride  of  lime  in  solution,  are  sometimes  put  in  corked  vessels; 
ikese  tubstances  will  destroy  the  cork  (eat  it  away),  and  therefore  require 
care.  They  should,  if  possible,  always  have  glass  stojipcrs.  Al  Bombay 
60  cubic  feet  of  unrated  drugs  in  chests  go  to  a  ton ;  in  iome  ports  16  cwt. 


STEVENS    ON   STOWAGE- 


240  DUNNAGE,  a  qimnlity  ^f  loose  wood^  &c,  laid  in  Uie  bottom 
of  a  ehip,  either  to  raise  heavy  goocU  which  might  make  her  loo  sliff,  or 
to  keep  ihe  cargo  stinicieiitly  abiive  the  bottom  to  prevent  its  being 
damaged  by  water,  if  she  leaks.  SomeUraes  it  consists  of  loose  articles 
of  merchandize,  permitted  to  be  shippeil  for  the  convenience  of  stowinj;:^ 
securing,  and  filling  up  cargo.  It  is  customary  that  all  mats,  wood,  slicks, 
rattans,  Sec,  necessary  for  dunnage,  stowage,  or  prese nation  of  goods, 
should  be  free  of  freight.  At  Calcutta  it  is  usual  fur  rattans,  &;c.  shipped 
as  broken  stowage,  to  pay  a  small  freight ;  the  w  ords  ''  to  be  used  as 
broken  stownge"  are  inserted  in  the  bill  of  lading. 

241  All  perishflble  goods  require  dunnage ;  the  quantity  for  diflerent 
kinds  will,  in  many  cases j  be  found  under  their  proper  headings.  The 
general  rule  is  to  have  not  less  than  six  inches  in  the  bottom  and  nine 
in  the  bilges,  and  to  mat  all  the  way  up  the  sides  with  cargo  in  bags* 
The  rule  at  Quebec  is  for  **  pot  and  pearl  as^heSj  tobacco,  hark,  indigo, 
madders,  gum,  &c.  whether  in  casks,  cases,  or  bales,  to  be  dunnaged  in 
the  bottom  and  to  the  upper  part  of  the  bilges,  at  least  9  inches,  and 
2J  inches  at  the  sides.**  As  the  whole  of  the  waier  in  the  bilges  cannot 
be  removed  when  the  ship  careens,  even  with  well-fitted  bilge  pumps,  so 
the  dunnage  ought  to  be  always  deeper  there,  and  esjtecially  in  flut-iloored 
©hips,  some  of  which  require  extra  dunnage  also  at  the  bilges,  wiih  cargo 
in  bulk,  which  naturally  settles  there  when  the  ship  is  pref^sed  with  sail 
shortly  after  loading.  The  larger  the  sfiip  taking  a  full  cargo  the  greater 
must  he  the  pressure  in  the  lower  hold,  and  hence  the  necessity  for  a 
deeper  bed,  from  the  keelson  to  the  second  futtock  head,  pariicularly  with 
brushwood  and  olhcr  compressible  materials.  Speaking  of  the  mode 
adupted  in  American  ships,  ^Ir*  Pikhrkpoint,  British  vice-consul  at 
New  York,  says  *'  £i  full- built  ship  requires  6  inches  on  the  floor,  9  in  ihc 
round  of  the  bilge,  3  inches  above^  and  2  in  the  'tween  decks.  Sharp  ships 
with  15,  20,  and  30  inches  dead-rise,  require  lesson  the  floor  and  in  the 
bilges.  Three-fifLhs  of  all  the  goods  damaged,  are  damaged  in  the  bilges^ 
if  not  provided  with  bilge  p;imps/*  To  judge  of  the  thickness  of  brush- 
wood,  stand  on  it  and  measure  from  under  your  feet.  In  stowing  any 
description  of  cargo,  longers  should  be  kept  square,  and  as  level  as 
possible  ;  it  is  better  to  have  considerable  breakage  than  neglect  this  most 
important  rule, 

24  2  An  experienced  master  strongly  recommends  that  the  first  layer 
should  be  athwart  ships  and  not  too  close,  and  it  ought  to  be  of  a  good 
depth,  because  the  rolling  movement  is  more  frequent  and  at  a  much 
greater  inclination  than  the  movement  fore  and  aft.  If  the  cross  dunnage 
is  loo  near  the  skin  or  ceiling,  the  wash  which  may  be  on  it  will  be  im- 
peded as  it  runs  from  side  to  side,  and  the  water  will  splash  against  the 
cargOj  which  is  generally  damaged  here  after  severe  weather  has  been 


STEVENS    ON    STOWAGE, 


161 


icnccd.  If  )md  nihivart%hi|>8  m  the  decic  (below )  [DUNNAGE 
he  dunnage  ^bould  nlnp  hhort  one  or  two  inches  from  the  walerwuvs. 
hiolliermaiiier,  chiefly  engaged  Id  tfie  Labrador  wr^d  Newfoundland  triide, 
cwiumends  the  longerin^  lo  be  lai  J  fnrii  unci  afl,  iioi  too  near  each  other, 
ill  order  ibat  th*i  wash  siiall  be  reHtricted  to  so  smtdl  a  quanliiy  that  it 
wiU  be  inMufficient  Co  injure  ibc  cargo,  and  will  prevent  any  body  of  water 
a  colleciing  iti  Uie  wiogs, and  cbns  damaging  it;  in  lbi&  ease  durmage 

13  Referring  to  Eani  India  cargoes  bomeward,  Capl.  FAiti sh  says 
me  dunna'^e  in  the  bold  should  be  levelled  from  about  two  ittches  above 
lie  keelson  be  fort.' the  main  bateb ;  and  lowered  tcnvards  the  wingi5i,  to 
How  fur  ibe  droop  of  the  beflTns.  1*he  i^'roniui  tif  r  sbonid  not  he  carried 
far  over  totvatd^  the  bilge,  where  there  should  never  be  lens  than  nine 
bes  dminage  from  ilie  skin*  If  tlie  dead-weigbt  consists  of  cargo  in 
3,  in  fcilowing  the  third  beiji^ht  the  dunnage  nmy  be  reduced  lo  j>ix 
l*ea;  and  above  thai  grndtmlly  to  two,  from  the  ship*s  side,  which  will 
be  Hurticieui  in  a  li^'ht  abip;  exeeptin;L;  in  the  wake  of  the  chain  plates 
ftud  bulla,  where  it  ehoidJ  not  be  less  iban  three  inches." 

"MA     Green  or  wet  wood  h  loially  imsiVued   for  dunnage;  it  will 
^oili  ilje  Ciirgo  and  ibe  sbip.     Although  to  all  appearance  dry, 
[  V  V  afief  beiui^  heated  by  close  confinement  in  ilie  bold,  produce 

Dobiure^  ibe  eva{)oratiyn  of  which  will  injure  some  descrifHion  oi'  goods. 
IwiMd,  being  bcavy,  is  very  nHcful.  At  Rio  Janeiro,  if  it  can  be 
lined,  prefer  rosewood  lo  bii^wood.  When  aawin*^  loj^wg^jd  do  not  lei 
lo^l  remain  in  ibe  bold,  for  if  welled  it  will  discolor  and  damage 
Ta  and  oibcrT  gocids.  Iloim  shavingJi  sbtndd  be  avoided  at  Calcutta, 
re,  and  at  other  Indian  ports,  horn  tips  arc  shipped  wlien  better 
rKptioAB  of  dunnaf^L*  fall.  Kalians  are  frequeiMly  jturcbased  by  tbe 
lii]>«  and  are  well  adapted  for  tbe  sides.  For  rosemary  see  fruil,  for 
ftta  see  sugar;  see  aliio  coker  nuts,  cntch,  &c.  Mu8teri>  sbould  be 
i  wben  loading  Honie  heavy  cargoes  upon  brnsliwood  and  fagota, 
'  ll  Ita|fpeu89  oeca&ionally,  tbat  tbe  pressure  on  this  sort  of  dunnage  is 
N^ral  as  to  squeeze  it  into  a  mucb  smaller  space  tban  could  at  first 
»♦<•  Wen  *uppoM»d  ;  no  thai  after  gelling  to  sea  ships  are  sometimes 
u>  return  to  pcul  lo  unkmd  a  j^ari  of  ibcir  cargo,  lo  prevent  tbeir 
g.  lu  HUfb  cases,  brm  dunnage  should,  if  possible,  be  always 
ir3.  Tbe  best  dunnage,  biid  in  tbe  best  way#  will  imt  prevent  injury  lo 
if  ibe  puni[ii!*  are  neglected,  eiiber  in  harbour  or  at  sea;  after  lying 
liinjf;  time  on  (»ne  tack,  a  vessel  should  bear  up,  sound  tbe  pumps,  and, 
^  nr«:i'3M%ary,  clear  ihe  htdd^  ninU  make  tbe  ptimps  suck. 
^45  In  ra»c  of  dispute  on  discharging,  if  ibe  surveyor  declares  the 
iM»i  tiufljcietit,  tbe  sbip  in  liable  for  tlic  damage  in  the  bottom* 
M...*^ii  tbe  surveyor  canncjl  cite  any  autborily  as  to  what  would   bavo 


162 


STEVENS    ON    STOWAGE. 


m 


been  sufficient  dunnage,  Apart  from  any  local  or  Bpecific  [DUNNAGE 
regulalions,  llie  general  rule  i»  llmt  tht?  dunnage  must  bu  "suiiicieut" 
according  tu  llie  nature  and  qnality  of  die  ca^rgo>  If  n  ship  is  not  (iropeiiy 
dunuaged,  tbe  master,  unless  there  be  any  S|>eciul  ciriuinsiances  to  ex- 
onerate Ijim,  is  liable  to  his  owners  for  any  properly  ascertained  loss 
accruing  to  them  llirough  bis  neglect.  Soiiie  cliavler  parties  say  "to  be 
piopevly  (ilunnnged  Ijy  the  cbarterersj  and  ski  wed  by  a  regnlar  stevedore, 
TJitii  means  that  the  diinnaj;e  is  to  be  sujipliecl  by  tlie  charterers.  The 
sbip  IB  ucverthelebs  liable  Jbr  any  damage  for  defective  dunnage. 

Insufficiency.     In  tlte  case  of  tlie  Gnrkm,  reported  in  tlie  Shipping 
Qtt^i{U\  August  8,  1855,  it  was  dci-iiled  at  Antrim,  that  the  owner  was  liabl 
for  damage  to  sugar  tli rough  iusutlicient  dunnage.    'J'he  evidenee  showed  tlie; 
Bhould  he  5  g  0  ineiiea  to  raise  the  bUges,  and  Uinehes  to  rise  tlie  other  partal 
of  each  cask ;  she  had  only  2  or  ii  inches* 

Guano,    A  mabter  asks  the  Shipping  Oazette,  June  11,  1850,  whether  11 
is  neeessary  on  a  coasting  voyage  to  have  as  much  tkmnage  for  guano  as  ii 
coming  from  Callao,  and  is  answered :  the  s.ime  rule  is  applicable  to  coastei 
aB  to  oibert},  viii.  ihat  such  du.iuagc  is  to  be  used  as  shidl  bo  proper  an^ 
Butbt'ient  to  protect  the  cargo  iVomdamnge.     Wtiere  there  is  any  doubt,  an< 
the  question  taay  inibe  aa  lo  how  far  ihe  ship  is  liable,  the  ma&ler  should, 
all  ciises,  diachaj-ge  cargo  under  survey. 

Iron  Ships.    A  Glasgow  shipowaer  asks  tlie  editor  **  how  much,  if  any, 
dunnage  an  iron  ship  should  have  fn  her  bottom  wben  Iier  Hoor  is  rail 
about  20  inches  above  the  skin,  and  she  has  tlius  an  enormous  water-s]i&ce 
Wooden  ships  require  some  b  or  in  iuchcs,  but  they  have  not  a  Ibmth  of  ihi 
water  spitce.  owing  lo  tlje  Ijinbera  iilliug  up  nearly  all  the  space  between  the' 
lloor  (veiling)  and^uuL^ide  pkinkiug.     Also,  how  mucii  in  the  wings  when  the 
ship  has  i\  great  ii«e  of  floor?     Also,  if  any  duuuage  is  retj^in'rcd  in  the  sides» 
when  wooden  atriugera,  W  ini.lics  by  5^  inches,  are  boiled  on  to  tho  angle  ii'on, 
1*2  ineiies  apint,  lo  prevent  damage  lo  goods  either  from  chiife  or  wot;  tU© 
space  in  the  sides  froox  ihe  inner  purt  of  the  stringer  to  the  skin  being  tha 
depth  of  the  angle  iron,  say  5  or  Uinehes?"     The  editor  says,  May  iiU,  1850  ■ 
**  although  it  niay  not  be  actually  necessary  to  have  as  nmeh  dnanage  in  a.i 
iron  ship  a  a  in  a  wooden  one,  for  the  reasons  assigned  by  a  Glasgow  shij 
owner,  yet,  as  usage  lias  adopted  an  8-iueh  depth  for  a  ship,  without  reloreu* 
to  the  shape  of  her  bottom,  we  IVar  lliat  in  the  event  of  dumnge  to  the  ground 
tier  in  any  descnjition  ol  Tessol,  whether  iron  or  wood,  the  parties  would  ha^ 
a  claim.     It  might  be  ai'gued  that  a  leak  in  the  walerwuys,  or  Btem,  or  sterti' 
post,  above  or  without  the  skin  or  ceiling,  Vfould  probably  i»unse  an  acennm- 
latiou  of  water  above  the  skii],  which,  before  it  could  get  to  the  pumps,  might 
injure  tho  ground  tier  without  reference  to  the  space  between  the  bottom  and 
tlie  ceiling.    As  iron  ships  aie  becounng  an  important  feature  in  our  merchant 
service,  and,  as  they  do  not  generally  rcijuire  the  same  extent  of  dunnage  as 
ships  built  of  wood,  it  would  ho  well  if  some  rule  wure  adopted  by  owners, 
shippers,  and  othcra  concemed,  as  to  the  necessary  dunnage  for  iron  ships/* 
See  the  articles  iron  and  iiou  ships.   An  owner  of  iron  ships  writing  October  11# 


4 


STEVENS    ON    STOWAGE. 


}m 


,  to  MenroL  Liiao  Bbothkrs.  BUketibeofl,  says,  "  I  have     |  D0NNAGE 

it*  \i\\j  ami  find  a  general  Jeditig  anioTigst  nil  surveydra  hure  tliftt  less 

|(1  la  required  mi  board  an  iron  sliip  thim  a  waoiloii  one,  the  general 

ijrtnioti  imu)^  tliat  from  a  ihird  to  a  ImW  le^a  m  surtitueDt  for  an  ii'on  ©hip, 

TliiB  due«  not,,  liowever,  Bettle  tbe  question,  us  m  case  of  damage  the  imdor- 

may  still  deraaml  that  tlie  old  rule  for  duDuage  be  adhered  to.     A 

[lent  must  bo  made  on  the  subject." 

^246     DUiVNAGE   BATTENS,  ineces  of  oak  or  fir,  about  2  incLes 

nailed  ailiwan  the  orlop  deck  of  ships  of  war,  to  prevent  wet 

damaging  ihc  cableSj  and  to  admit  air;  they  are  aho  used  in  sail 

omSt  and  njagaziues,  to  form  a  vacant  space  beneath  ihu  sails  and 

awder  barrels, 

247  EARTHEXWARE  in  bulk  should  lie  on  a  flat  snrface-^tf.e 
(Mirer  the  bnlkheatl  the  lictler;  if  on  ct>al,  first  cover  with  a  plentiful 
Wpply  of  straw.  Crates  sbonld  eilher  be  slung  or  hooked  with  can-hooks 
ilje  twist  and  not  to  the  bnrs.  All  "  flat"  goods  such  as  dinner  plalcs, 
lisbes,  &c.  being  heavy,  are  packed  in  ilie  botuung  of  the  crates;  the 
ligbl  wnreand  hidlow  wnre  on  the  lop.  FulUfaccd  crates  contain  nearly 
pjUf  as  uiui:\t  ruiue  as  flat-faced  cniles.  Their  ujiper  parts,  sliaped  like 
^  hoMTt  usually  contain  light  ware  and  hollow  ware.  Salt  will  rot  straw 
in  packing  and  slowing,  and  cause  breakoore;  crates,  &c,  should 
htrrfort?  be  kept  at  a  disiunce  from  jt;  wa.er  will  have  nearly  the  same 
WecL  At  Ncwcasile,  when  biasing  erirlbruware  and  glass,  llie  shijiper 
saally  nends  a  man  int^t  (he  hold  and  tiie  master  jdacesone  tu  the  lighter. 
In  SiafTord>»bire,  when  packing  cmies,  the  oaten  straw  is  in  bulk,  the 
prbentrti  in  sheaves*  The  warchonecnien  there  Cidl  the  latter  "  [dling." 
Sufficient  of  it  is  laid  in  ihe  bottonj  of  the  crate  and  against  the  sides 
>lcct  tlie  goods  from  dauijmess  or  brcaknge,  Tijat  in  the  bottoui  is 
PBl  into  the  intcr&'ices  closely  by  Ore  help  of  aii  iron  shovel  called  a 
iJlc.  A  bed  i»f  oaten  straw  in  then  placed  in  the  liottom  to  receive  the 
Pmlayrr  (usmilly  the  heaviest  gotjds)  whicli  is  tightly  slntled  with  the 
iaii%  being  softer  ilian  wheaten  straw,  A  bed  of  it  is  also  placed  for 
ft  I  -fion  of  every  subsequent  layer  of  earthenware,  wliich  is  closely 

itke  the  fim,  tu  keep  the  goods  from  moving  or  as  it  is  by  some 
aed  'talking*'  when  the  crates  are  in  motion.    Over  the  last  lajer  la 
l*ced  A  boffy  of  oalen  ?jtraw  and  on  that  a  body  of*'  jnling  ''  quite  close. 
be  lop  of  the  crate  is  then  lii^btly  laced  ihrough  the  np|HT  bars  with 
cord  singly  and  across;  for  foreign  packages,  a  cover  of  the  same 
ial  as  the  crate  is  nailed  on. 
Toonitge*     'iSrrntes  snmll  size,  weighing  H)  ton ;  22  crates,  mixed  sorta 
M,:,^  I.,  si/e,  Oton;  or  lU crates,  largo  »i/A  7  ton:  will  oe.upj?  a  space  of 
feet  or  1  keel.    Wlion  wheat  is  l<  1^  quarter  freight,  earthenware  por 
-i-Tiiu  iD  rated  &U  Bmatl  ^sbid,  middle  4«I>(i,  and  large  <MU]cL 


Wi 


STEVENS    ON    STOWAGE. 


248     EBONY,  a  black  ni^d  vnlnable  wood  found  only  in  tbe  cenire 
of  the  ircr ;  llie  imtside,  vvliicb  is  wbile  utkI  sift,  decays  and  !eave^  ihe 
bliirk  iHitoncbtMb     it  j^ows  in  Ceylon,  tbc  Ea»L  Indies,  and  in  MadiiL(;is-J 
car,  wbere  il  is  shipped  in  lar^^e  quantities  from  ibe  French  isliiml  *ifl 
Nns  Beh  or  Nohsi  Be  in  French  vessels  that  |»to<'L*ed  lo  Zanzibar  la 
complete  whh  oil,  cocoa  nuty,  &c,     Ii  is  ibe  best  duscriptiuri  of  dead- 
weight shipped  at  Zanzibar,  and  as  the  lojjs  are  only  from  six  to  seven 
feet  long  and  do  not  average  more  than  70  tb,  they  arc  quickly  and  easily  ^ 
handled  and  stowed.     This  ebony  is  brought  from  tbe  West  coast  oN 
Madafrascar,  and   Passanduva  Bny  direet»  in   native  dhows  sent  fn»ni  * 
Zanzibnr  to  trade  by  barter,     Bombay  ton  20  cwt.  or  50  cubic  feet  in 
square  logs. 

24f*  EGGS  may  he  preserved  for  many  months  hy  Bleeping  them, 
^^hen  fresh,  in  a  dibilr  solution  of  sulphate  of  zinc,  1  part  to  '20  pans  of 
water;  no  chemical  chan^^e  lakes  place  within  tbe  shell.  It  is  also  said 
that  they  will  keep  diirinf^  a  long  voyage  if  stow*ed  in  salt>  perfectly  dry, 
or  in  fine  salt  water  sand,  the  big  end  down;,  or  in  slacked  lime,  if 
previously  coaled  wirb  gum;  or  in  oak  sawdust,  if  previously  dipped  in 
melh'd  grease,  not  loo  warm,  or  nibbed  with  it. 

TonQEge,  &C.     Irinh  eggs  for  the  London,  Bristol,  and  Plymouth  morketa  , 
are  packed  in  cases  eontiiiuing  fourteen  hiiiidrpd — every  Imudred  120;  each 
enai^  raeaanrcs  on  nn  averaije,  "J.  tect  4  inebca  long,  2  feet  widt%  and  19  inches 
deep,  rimking  7  cuhic  ieet.     Ti»  Livei  pool  they  are  generally  sent  in  cases  and 
ernies,  holding  40.  50,  or  no  Iinudred  each  ;  4D  cubic  feet  to  the  ton. 

250  ELKCIRIC  TELECRAPII  CABLE.  Ships  strongly  built 
are  nbsufiHely  nec<'S«ary;  they  will  j^etierally  take  about  one-third  more 
than  iheir  reijister  tonnage,  n  m.  Tlie  cubic  ypnce  actually  occupied 
varies  from  10  (fl'  20  cnbic  feel  per  ton  of  '20  cwL  The  first  complete 
cable  between  EnjrUnd  and  TVanee  was  laid  in  September^  1651,  from 
Dover  to  t'npc  Cirlsnez;  il  was  *2o  miles  bnii^,  weighed  IbOlon,  and  cost 
dL'20,0i  0;  ihe  othir  cxpei]<es  were  £5-5,000.  The  diameter  of  the  shi>re 
end  of  the  Atianrie  cable  was  li  inches;  weight  per  nautical  mile 
(6,087  feet)  &.Jtt>tt;  ^^^  diameter  of  the  main  cable  five-eighths  of  an 
incli ;  wei*j'ht  per  nautical  mile,  in  the  air  ^IJrcwt.   in  sea  water  15cwt. 

ikTore  ciunmencinii  to  load,  and  indeed,  before  making  any  pr«- 
paiaiions  for  ihe  lecepliiin  of  a  telegiapb  cublf.  Or-  master  or  stevedore 
ought  lo  be  furnished  with  ils  exact  J?ize  and  lenj^'lb,  and  ifie  weight  per 
mile;  tbe  shore-ends  of  submarine  cables  are  much  heavier  than  the  main 
port.  He  should  then  form  a  correct  eslimate  of  tbe  space  it  is  likeh*  to 
ocenpy,  of  the  entire  capacity  of  tbe  ship,  and  the  quant  ides  which 
could  be  ponced  in  ber  holds;  there  are  seldom  more  iban  two  coils, 

UitlulI'.    uulv   -Mie, 


STEVENS   ON    STOWAGE. 


165 


The  next  duly  is  a  more  [ELECTRIC  TELEGRAPH  CABLE 
inijinrtrint  one,  viz.  ihat  of  mnliing  a  caJculation  tor  tbe  distribnliini  of 
the  weights  nf  the  ciihle  imd  llie  oihiir  I'rititeiits  of  ihe  ship,  in  such  a 
mciTincr  as  will  put  her  in  proper  trim  when  at  sea*  This  duty  shonlil, 
if  pod!t)hIe«  be  pt^rformed  so  that  the  vertical  centre  of  the  weij;Hits  of  the 
cable,  Sic.  shall  fall  exactly  on  the  horizontal  line  of  floLation-^a  result 
wbicb  cannot  be  ohtaineJ  without  a  previous  knowledge  of  the  conslruc- 
lioD  of  the  ship,  the  character  of  the  calile^  and  ihe  space  di&iposahle  for 
its  reception  ;  at  first  cables  were  generally  placed  too  low  ;  see  the  article 
iriua*  When  steam  ships  are  employed,  the  position  and  weights  of  ihe 
engines,  machinery,  and  coal,  fyrm  important  items  in  the  calculation. 
If  the  cable  is  stowed  in  l:in)«s  for  the  purpose  of  immersion  in  water, 
the  weight  of  the  water,  aa  well  as  the  tanks,  has  also  to  hi?  considered* 
The  cable  should,  if  possible,  be  stowed  so  that  when  pa_)ed  out  the  ship 
will  preserve  her  proper  trim. 

JShort  lengths  are  reeled  up  lilce  coils  of  rope.  Manufacturers  con- 
Rider  that  ii  is  miicli  heller  fnr  ship  and  cables,  thai  long  lengtli^j  should 
be  in  round  coils  like  cylinders,  thai  is,  tlie  uppt^r  layer  or  <lake  sliotild 
be  ibe  same  size  as  the  lower  one  ;  the  cable  coils  better  atid  is  much 
Icsa  likely  to  break  looRe  at  sea.  It  is  occasionally  ^fowed  in  an  oblong 
toil  to  suit  the  shape  of  the  Imld,  and  sometimes  like  an  inverted  cone, 
A  "layer"  ('*shecve"  or  ** flake*')  o(  the  cablei  is  the  whole  portion  of  the 
Ci»il  seen  ivhcn  looking  down  npon  it,  curving  round  from  circumference 
to  centre.  A  round  lurn  in  a  layer  is  simply  a  single  one-part  of  the 
caWe  going  once  round  the  tier.  The  length  of  ihe  middle  tiu'n  mulli- 
plitd  by  the  number  of  turns  in  a  layer,  gives  the  length  of  cable  in  that 
layer. 

iitJiig  lengths  are  usually  stowed  t»n  a  strong  wooden  platform,  tlie 
proper  height  of  which  is  the  great  desideraluni  in  reference  to  the  ship's 
beh;Lvimir  at  sea  The  plntforn*  is  made  solid  to  the  ceiling  or  but  torn 
of  the  ihip;  this  i.s  frefpiently  done  witli  coal,  but  there  shiiuld  be  biill^- 
Itfadt  or  stimc  heavy  car^^)  at  each  end  to  keep  it  sernrc  ;  tlie  coal  is 
covered  with  boards.  Sometimes  the  coal  reaches  as  hiyh  as  the  h<dd 
beams,  and  the  platform  is  fitted  on  them  ;  in  this  case  the  beam*  oui;lit 
Ut  be  first  strongly  supptirted  «m  ivuinerons  stanchions  Tlie  cable  req  uires 
If*  bo  coiled  so  that  its  outside  will  touch  the  ceiling  of  the  ship  or  her 
«itlc«,  the  biilkheadd,  stanchions,  masis^  ^c ;  when  this  cnnnot  be  done» 
tlpHgbt  woodt'ii  ^tanchion^  are  fixed  tui(j?ide  where  necessary.  To  pre- 
vent I  be  coil  fro  in  shifting,  a  few  stanchions  are  aUo  fitted  perpendicularly 
Irom  the  nndi-r  [>Hrf  of  the  beams  above  to  the  upper  part  of  the  coil ; 
their  heeU  are  screwed,  or  otherwise  fastened,  to  battens  <*r  deals  laid  fore 
Ti ,  c^t  alliuartfihips,  on  the  cable.  In  IB64,  owing  to  an  insiiHitiency 
iiichions,   the   large  sileumer    Pursian^  the  tirst  vessel  which  left 


I 
I 


I 


i 


STEVENS    ON    STOWAGE 


Englatiil  entirely  laden  with     [ELECTRIC    TELEGRA.PH    CABLE 

calile  fur  foreign  service  (ilie  Metliternmean)  silnfterl  ii  on  the  passage^ 
and  put  back  to  Plymoiitli  witli  a  considci-able  list  to  porL 

Cables  mast  be  kept  free  from  ibe  rays  of  the  sun  and  as  cool  aa 
possible.  Wljen  tt  is  intended  to  disci large  at  some  port,  ihe  open  sjiace 
in  llje  eye  of  the  coil  (after  beini;  well  dtintiaged),  can  be  Jilled  wilb  solid 
cargo,  but  care  oinst  be  observed  not  to  place  leag,  spiees,  fruit ,  &c,  near 
tbe  coble,  as  ibe  tar  in  it  will  laini  and  damtige  sucb  commodities ;  see  tar. 

Water-tight  tanks  are  nsiially  built  in  the  sbip  and  made  of  iron, 
shaped  like  a  cylinder,  and  when  all  ibe  cable  is  coiled  ii>,  beams  are 
placed  on  it  to  receive  a  sirong  deck,  wliicb  h  then  well  caulked,  Tbe 
tanks  require  tt>  be  supported  on  very  sidisljinlial  pbitfurms,  and  if  the 
cable  forms  llie  main  cargo,  ibe  platform  should  be  raised  ns  nuicli  as 
possible ;  tanks  ought  to  be  carefully  and  strongly  shored  against  llie 
sides  of  the  ship. 

In  layiug  a  suhmanne  telegraph  Cable  the  bands  employed  have  an 
embarrassing  duly  to  perfonn,  even  if  the  sea  is  calm  and  everything 
progresses  smooibly*  As  it  departs  layer  by  layer,  great  care  and  aiten- 
lion  are  required  in  clearing  aivay  the  wood  packings,  and  seeing  that 
nolhing  fmds  tlie  cable  in  ihe  bold,  or  canses  nusteadiuess  in  the  run  out, 
for  any  checL  there  is  lialile  to  ihrow  it  into  a  kinic  or  l(»  break  it. 

In  the  inanagemenl  of  tlie  veering  breaks  cousidcrable  discretion  miLSt 
be  observed  :  ihc  strain  ])Ul  on  bliould  be  snilicient  to  prevent  the  cable 
from  ranning  ont  loo  quickly  with  reference  lo  the  sjieed  of  tbe  vessel, 
whilst  tbe  apparatus  must  be  kepi  sufficiently  sensitive  to  prevent  ihe 
cable  from  being  snapped  by  a  suilden  strain.  In  practice  it  is  constantly 
necessary  ki  adapt  the  !<peed  of  the  ship's  engines  to  various  circum- 
stances, such  as  tiie  depth  of  water,  regidarity  of  soundings,  size  of  llie 
cable,  its  state  in  the  hold,  &c.  As  provision  should  be  made  for  contrary 
winds  and  rough  weather,  the  ccnisiant  retention  of  a  large  amount  of 
surpluts  steam  power  is  indispensable. 

In  Bltnniy  weatlier,  by  niglit  especially,  tbe  process  of  laying  a  cable 
is  a  very  nnxious  one ;  ihe  vessel  then  tosses  lo  such  an  extent  that  the 
men  in  the  hold,  attending  to  it,  can  scarcely  stand,  and  tbe  proper  control 
of  tbe  cable  by  mcftns  of  ihc  breaks,  becomes  a  source  of  great  didicnlty  ; 
ihe  anifle  of  the  calde  over  the  stern  cannot  be  seen  nor  proper  allowance 
made  for  (be  varying  nsotiouHof  tbe  skip.  The  vessel  nniy  also  be  carried 
out  of  her  course;  too  much  caution  civnnot  be  observed,  at  all  limes, 
in  attending  to  ihe  helm,  as  a  very  plight  deviation  often  entails  enormous 
loss  of  cable. 

Paddle-wheel  steam  ships  would  ahvays  be  preferred  as  tliey  can  be 
hove  to  in  heavy  weather  nmcb  more  easily  than  scrcTvs;  they  can  ako 
keep  a  more  direct  course^  and  ihere  is  no  danger  of  catching  tbe  cubic 


kth  the  paddle  like  tliere  is  [ELECTRIC  TELEGRAPH  CABLE 
with  tlie  screw:  bm  owing  lo  die  rjectssiiy  of  seatin;^  llie  eiii^iues  hi  ihc 
centre  of  paddle-wliecl  ships,  they  camial  tarry  long  eablcs  mrd  inaiii- 
taiii  iheir  Uiin.  If  tlie  cable  is  slowed  in  two  bdds^  and  paid  out  hrst 
forward^  tbc  shiji  gocia  down  dangerously  by  ibe  sleni,  and  if  first  from 
llje  after  liold,  slie  j^oes  dawn  by  iliu  lioad  and  will  nut  steer.  For  ibose 
reasons  ncrvw  steam  h\H[iS  are  nsually  tin  ployed  ;  tlicy  are  easily  trininied, 
uml  work  more  ecunonHcally  iban  paddks ;  their  engines  (which  are 
ligbler)  should,  for  the  tonveyanee  of  telegraphic  cables,  be  seated  right 
afl-  No  rule,  however,  can  be  Jixetl^  so  nuiidi  depends  on  tbe  size^  weighty 
and  U'ngili  of  the  cable,  and  the  depth  of  the  water.  Across  a  tideway 
a  paddle  ij^  bcller  tlian  a  screw  j  and  for  rcjuiiring  cables  a  parldle-wlieel 
fehip  with  disconnecting^  engines,  is  usually  preferred,  Somelimes  a. 
powerful  jiaddJc  lender  is  necessary  to  keep  a  screw  ship's  head  well  up 
in  cat>e  ol  stoppage.  Wlien  a  lender  is  employ cd  it  is  usual  to  rely  more 
on  tier  conipas&es  than  on  those  of  the  ship;  hy  night  rockets  are  used. 
By  I  he  Adniiiahy  regulallini,  Aui^uisl  4,  ls(i'2,  all  sea-going  steam  vessels 
employed  in  laying  down  telegraph  cables  are,  between  «un-setand  sun- 
rise (in  addition  Lo  the  ordinary  jjuist-head  and  colored  side  lights}  to 
exhibit*' two  brighl  red  lights  hang  verlieally  below  the  white  Ijglu  at 
the  fore- mast  head,  each  of  the  iniervals  between  ihe  lights  to  be  four 
fret."  The  red  lights  to  be  visible  at  tlie  same  distance  as  tlie  white  light* 
Uclwecn  »un-rise  and  sun-set  the  vessels  are  to  exhibit  **  two  ojmnue  black 
balls  hung  veriicall}'  from  the  fure-niast  liead."  Tlie  lower  hall  to  be  four 
feci  from  the  iip[>er;  each  ball  to  be  not  less  than  three  feet  in  diameter. 
2*»1  In  the  Court  of  ('(Minnon  Pleas,  Westnviusterj  Jiinnary  'iOth,  IKIU, 
Wlbre  Loitl  Chief  Jusliee  ICkle,  the  Slu^marine  Teleouaph  Co.  htoogitt  an 
action  agiviui^t  Dickson,  tlie  owner  of  a  Swedisb  slnp.  for  casting  \m  anchor 
M  llie  Kentish  coast,  fonlhi^f  plaintifl's  cahle,  and  then  disentangling  it  bo 
oegligently  hb  lo  eatjee  damage.  The  Chief  Justice  said  "  phdntitf  had  a  right 
to  use  the  hoi  torn  of  ihe  sea,  uud  defendant  to  nstj  tlie  snifaee,  and  to  let  go 
IttJi  Anchor  i(  the  need  of  navigntion  reipiired  it.  The  whole  essence  of  the 
chi^  turned  on  the  word  *  negligence;'  if  due  skill  and  care  had  been  used  tho 
<?ablo  would  not  have  heeu  hroken/*    Judgment  for  plaintifl* 

2^V2  ELEPHANTS'  TKKTH  are  usually  packed  in  very  long 
barrets;  all  tll(^^e  under  'iOlb.  are  tailed  fccrivelloes;  see  ivory.  IJengal 
and  Madias  ion  Hiewt-in  bulk,  60 cubic  feet  in  ciuieS|  Bombay  idcwt 
in  bundles,  2Ucwt.  loose,  «!>Ocuhic  feel  in  cases. 

*25a  EMERY  STONE,  a  Inud  ore  four  linieb  heavier  than  water 
(4'0(KO  leing  nearly  ccpml  in  weiglit  tf*  t»rdinary  iron  ore.  Knier}'  stone 
iu  found  wiiii  other  niineuils  in  large  masses  ;  the  best  tonies  fr<»m  the 
iiiland  ul   NiL^uik  (called  hy  tlie  Greeks  Nil  aria)  and  from  other  ibknd^j 


168 


STEVENS    ON    STOWAGE. 


ill  the  Arcliipelago.  It  is  exported  chiefly  from  [EMERY  STOKE 
Sniynm  ami  Scala  Nova  whence  it  is  shippeil  (in  bulk)  all  the  year  roiiud^ 
hut  chit'fly  when  freights  are  low.  It  is  not  afTocted  by  beat  or  cold,  aud  is 
not  injured  by  contact  with  other  goods,  Ordiimrily  emery  stone  can  be 
obtained  nl  Smyrna  fur  ballast,  in  whk-h  ca^e  ihe  freight  to  Kiigland  would 
be  8«y  ''IsiMl  !>  ion.  Its  shipment  there  is  liowever  nnder  the  control  of 
one  ilnn  uhn  own  the  mines,  and  it  i.s  said  will  not  Bell  the  article  to  a 
master  or  owner  on  ship*8  account;  there  is  in  consequence  a  dillicnlty  in 
obtaining  it  unless  a  vessel  is  chartered  previously^  Tt  is  frequently  u»ed 
to  ballast  madder,  which  see.  With  measurement  goods  outwards*  it 
mif^ht  be  desirable  to  take  heavy  stone  ballast,  when  expectinjr  lo  load 
V\*i}\i  prudure  honaewards;  (he  chief  exjmrts  from  Hnj^land  ure  steam  c<ial 
and  bar  and  holt  iron.  A  freight  ton  of  emery  stone  is  SOcwt;  there  is 
no  tare  or  draft.  When  Mediterranean  wheat  is  freighted  at  U  |p-  quarter, 
emery  stone  is  rated  at  4s  btl  ^  ton. 

254  ESPARTO  is  a  strong  fibrous  grass  or  rnsh,  botanically  known 
as  Sfipti  fenacissima^  Mack  roc  ioa  (enactssima.  In  tSjKiin  it  is  called 
Esptirto,  in  Ilnly  Spurfum,  in  France  Sparfi\  and  in  Algeria  Alfa;  Latin 
Spat  i urn.     Its  chemical  constituents  are  as  follows  : 


i 


Y<:Ilow  eoloiiriiig  mmttcr     120  ' 

Rod  auto ^0 

O am  and  Resin    7"0 

8(i]ts,  ftmiiiiig  the  ashes  of  the  AUa    1*5 

Paper  Fibres     ,.,,...., -  * 


26-6 

78-6 
100-0 


The  plant  grows  wild  on  both  shores  of  the  Mediterranean  for  about  five 
decrees  of  lonj^itude;  it  is  found  ujjon  arid,  rocky  soils,  having  a  basis 
ol  silica  and  iron.  In  a  wild  slate  tt  grows  in  a  tuft  or  clump,  of  wluch 
such  i^lulks  I  inly  us  have  come  to  matnriiy  and  are  full  of  sap.  ought  lo 
be  iralliercd  for  exporlalion*  If  galhercfl  too  green  it  produces  a  linns- 
parent  iihre,  with  immense  waste;  if  Ion  ri|)e,  the  consiituint  eb^menis 
of  silica  and  iron  are  with  difficulty  removed.  It  should  be  gathered  by 
hand  and  left  lo  dry  for  a  week  or  ten  days  bef*jre  being  removed  for 
parking.  From  the  grecu  lo  the  dry  stale  it  b^ses  40  t>  cent,  of  its  weight; 
when  sliipped  in  loose  bundles  great  space  is  reqiiired  for  st^iwage.  When 
placed  under  a  hydranlic  machine  the  bulk  is  reduced  nne  half;  the  hales, 
which  are  secured  with  iron  iioopSj  weigh  about  2}  cwt.  each  ;  10  baleH 
my  Ik  ton.  By  this  mode  tlte  fibre  is  kL|it  clean,  aud  ran  be  more  easily 
slowed.  Of  the  33,4 " '^  i^''^  imitoried  in  |!?fi4,  baiely  3,tXXHon  were  in 
hvdroulic-]>re*<^:ed  packed  biiles.  Tbi^y  ciimc  from  tht*  ]ji»ris  of  <han  iind 
Arzew  ;  of  these  a  vessel  can  lake  t%vo-thirds  of  her  rei^islcred  tonnage. 
If  the  bullast  or  ore  is  dump,  and  the  esparto  continues  some  time  in 


JTUNVAGI:;. 


intact,  l!ie  exterior  of  the  lower  bales  will  be  discaloired,  [ESPART0 
iid  become  tnildf  wed*  If  in  a  coDflneti  [>lace,  salt  water  will  spot  es^pario 
ind  turn  it  black;  praclically  no  injarioiis  elTect  is  produced,  but  bnyera 
^r^fer  elf  an  dry  esparto.  P'rcsli  water  will  Inive  much  tlie  same  eifect. 
joadtus;  ajid  diacbarLjiug  in  wet  weather  should  be  avoided  if  possible  j 
wn  will  nol  uJfect  it  much  if  stored  in  a  welUaired  warehouse;  when 
reitedf  loose  grass  is  liable  to  become  heated.  A  fire  which  occurred 
^n  iheTyne  dock,  Shields,  May  28,  lS6o,  is  supposed  to  have  originated 
1  this  way. 
255  The  plant  is  particnUrly  abundant  in  several  of  the  seaboard 
{iraviuces  uf  Algeria^  April,  May,  and  June  are  the  proper  months  for 
the  harveBl  in  Africa,  and  the  principal  places  of  shipment  thence  are 
tew,  Orun,  and  MostagbanL-m ;  Arzcw  is  the  clucf  port  and  bus  the 
li4^i»t  bay.  After  the  harvest  some  of  the  grass  is  stored  to  wait  for 
liipment. 

266  The  harvest  in  the  sontli  of  Spain  is  the  «amc  as  in  Africa; 
an  the  gi'ass  has  not  been  gathered  previously  a  late  crop  can  be 
bfred  abont  September.     In  Spain   it  is  used  for  mals»  Bhoes,  and 

r«>«gh  purposes,  and  as  food  f<jr  the  bulls,  which,  ruaniing  about  the  wilds 
»f  the  country,  are  subsequently  exhibited  at  the  bull  fights.     Cables 

nade  of  it  are  excellent;  from  their  lightness  they  float  on  the  surface, 
iDd  are  less  liublc  than  heni|»en  cables  to  be  injured  by  a  foul  bottom; 

bey  are  used  extensively  in  the  Spanish  navy,  Tl»e  principal  ports  or 
places  of  shipment  of  esparto  are  AlicaDte,  Carthageua,  Alniazaron, 

iguilaj,  Garrucha,  Carboueras*,  Las  Negras,  A  gun  Amorga^  San  Jose, 
[  Alineria*  and  Roquelas.  Lead  or  sulphuric  ores  (pyrites)  can  be  obtained 
•I  Cartlmgena  or  Almeria. 

267  In  1859,  esparto  was  practically  unknown  as  freight  lo  England* 
kvhcreaii  the  importation  for  the  first  eight  months  of  1864  [January  to 
{August),  was  3:i,475  ton,  valued  in  £  142,840  at  £4  6«p^  ton  at  the  port 
lof  shipment;  say  £5  \0s  @  £G  delivered.  One  extensive  importer  ail 
|Nf*wca8tle  received  in  1656  about  200  ton,  and  in  IStU,  over  30,i100  ton. 
iTlie  principal  place  of  import  is  Newcastle  on  Tyne,  which  in  lfSt>4 
lT<?cf.i%'cd  five-sixths  of  the  imports  of  the  United  Kingdom.  Some  few 
[cargocf*  go  to  Wales,  to  Scotland,  to  Liverpool,  and  London.  Many 
I  patents  have  been  taken  out  in  Enr^land  for  converting  esparto,  by  a  strong 

chymioal  process^  into  pulp  or  half  stu^*,  as  a  substitute  lor  rags  in  the 
ymaniifacturt;  of  paper;  a  (ew  tons  are  made  up  into  rui:ih  mats. 

tSdd    The  banjue  Rentorjf  RostHhagcn^  Capt.  Kokff,  of  Rostockj 
ion  wtgister  Knglish,  94  feet  long,  27  broad,  and  14  J  deep,  loaded 
1  SpunisJj  grass  at  Alicante  in  February,  1864.    She  liad  lOU  ton  of  ballast, 
I  small  stones,  and  135  ton  of  grass,  two-thirds  in  bundleti,  say 
.     i  to  lb.  each ;  the  remainder  louse*     Her  hold  was  (ull.     She  is  a 


STEVENS    ON    STOWAGE. 

good  carrying  ship,  and  so  laden  drew  10 }  feel  aft,  and  [ESPARTO 
9i  forward  ;  uitli  400  ton  of  Cardiir  steam  coal  she  draw&  13 1  feet  afl 
and  12  forward.     The  grass  is  a  hipped  at  Alicante  all  llie  year  round. 

250     The   following  details  may  enaWe  a  master  to  jiidj^e  of  the 

•towai^e  of  esparto ;  each  of  the  six  vessels  had  some  hallast.     They  took 

^rather  more  than  iwo-lhirds  of  their  register  tonnage ;  ihose  which  carried 

deck  loads  took  five-sixths.    It  is  usual  to  pay  two- thirds  freight  for  deck 

load. 


TetMl 

Ton 

In 
hold 

Ton 

Boleft 

on 
deck 

Ton 

ToUil 

Tons 

Total 
to  lit 

Port  of 
defdnation 

Oabibjlldi  « » . » 

175 

754 

1CM> 

147 

21 

911 

9 

136 

Liirerpool 

BOYAi.  CUABLIE 

192 

Bm 

IIG 

20f> 

29 

imn 

17 

lfi2 

Liverpool 

St.  Jb^it     . , , « 

210 

my 

r2<i 

'21(j 

m 

1116 

7 

163 

Bi3ttt'rd&m 

Bkuxuht  •.«, 

270 

1199 

168 

none 

none 

ma 

19 

1H7 

Hall 

Btebna   ...... 

800 

1352 

WA 

230 

S2 

15H2 

6 

227 

Leith 

H£PE 

GOO 

2831 

396 

269 

m 

aioo 

noQfs 

43i 

liOndoii 

The  above  cargoes  were  shipped  at  Arzcw,  which,  as  previonslj  stated,  1 
is  a  line  roadstead;  vessels  of  the  largest  tonnage,  incloding  H,M.S, 
Hima(ai/af  have  been  at  anchor  there.     The  six  vessels  were  loaded 
between  May  and  December;  the  lime  occupied  depends  much  on  the  j 
state  of  the  weather ;  there  is  no  quay,  and  the  cargo  has  to  be  carried 
off  by  skifl*  or  boat  at  shipper's  expense;   in  4ry  weather  31)  ton  of] 
esparto  may  he  taken  off;  in  wet  weather  next  to  nothing.     Grass  can  I 
be  shipped  all  the  year  round.     There  are  no  port  charges  at  Arzew,  and 
a  pilot  is  seldom  required.     Oran  is  more  exposed,  but  IVIers  el  Kebir^  j 
close  to  Oran,  being  in  the  same  hay,  is  deep  and  safe< 

260     An  importer  writing  Novemher  19tb,  1864,  says  "the  quantity 
of  esparto  imported  at  Newcastle,  in  bales ^  is  exceedingly  small.     A 
portion  of  one  cargo  only  was  in  bales.    For  the  first  six  months  of  1864  j 
there  were  I  H  ships  of  the  aggregate  tonnage  of  43,348  registered  lona, 
and  they  delivered  20,0 4 6  ton  of  esparto.     Four  or  five  of  these  were  not  i 
quite  full,  and  received  dead-freight  on  say  from  100  {5'  lt50  ton,  which, 
added  to  qnanliiy  actually  delivered,  would  make  20,700  ton,  or  within  j 
half  of  the  regislertrd  tonnage."     Of  the  114  vessels  there  were  from  i 
Canhagena  32^  Alicante  23,  Almcria  22,  Aguilas  21,  Gamicha7,  Car- J 
boneras  6,  Malaga  2,  and  Las  Negras  K     Tiiose  from  Alicante  were  of  \ 
much  less  tonnage  than  those  from  the  other  ports;  and  a  large  propor- 
tion of  them  were  foreign,  and  generally  with  ballast.    The  port  charges 
on  the  coast  of  Spain  vary  very  much.     Alicante  is  perhaps  the  raost  j 
expensive  port,  and  Almeria  next.     The  port  charges,  consular  fees, 
stowage,  mooring,  &c.  will  amount  to  from  15  @  20  Jp-  cent,  on  the  gross 
freight,  but  this  may  doL  be  all  chargeable  to  esparto^  as  the  ship,  if  ia  j 


STEVENS    ON    STOWAGE. 


171 


allasi,  would  have  a  punion  uf  these  charges  to  pay.    The     [ESPABTO 
allowing  six  vessels  were  loaded  during  the  summer  of  1864 ;  ihey  all 

had  lead  as  dead-weigh tj,  the  freight  of  which^  varied  from  nothing  lo 

7m  dd^  ton. 


YfMl 

Toufi 

toiu 

Port  of  loading 

Mart  Gillebiis  .... 

MlNDEN *««fti 

228 
821 
466 
488 
646 
616 

112 
154 

no 

271 
251 
276 

Curthagena 

AguilaB 

Cartliagetift 

Ditto 

Ditto 

Ditto 

Edika      •.*...*.»».* 

THAims 

TTKEMOtrrH  ••....,• 
BOMUtBtrKD     ...,..,, 

S61     In  the  Court  of  Exchequer,  Jan»  20, 1804,  hefore  Baron  Bramwell, 

jCTULT  sued  for  £*50  f»«  9d  freight  from  Noble,  uho  paid  £20  10s  into  court. 

itober,  1HM2,  defendant  chartered  a  ship  at  15«r  ^  ton,  to  load  a  cargo  of 

in  Spain.     On  her  return  to  Newport  there  was  much  unoccupied 

space  in  the  hold,  and  it  wag  a  question  wlietlier  this  arose  from  shriukiige  or 

irfioiency  in  the  amount  received.    The  master  stated  that  he  had  done  all 

e  could  to  induce  defendant's  agent  to  put  more  than  151  ton  on  board,  and 

hat  he  had  only  sailed  with  a  eliort  cargo  beciiuBC  he  could  procure  no  more. 

he  Spanish  agent  stated  that  he  had  offered  to  fill  up  on  the  following  day, 

lip  epacfs  left,  which  wbls  sufficient  for  40  or  50  ton.     The  jury  assessed  the 

damage  at  40^  beyond  the  amount  paid  in.    A  rule  for  a  tww  trial  was  refused. 

2«2     The  Enrus,  Capt.  Bell,  of  South  ShieUls,  left  Carlhagena  with  a 

of  lead  and  esparto  early  in  July,  ISOO,  for  the  Tyne.     On  the  14th  of 

ttly,  at  six  p.m.  almost  instaotaueously  a  fire  broke  out  under  the  forecastle 

'd«ck.     The  crew  immediately  poured  water  down  the  fore  hiitch  and  round 

the  foremast;  but  the  heat  and  smoke  increased  so  much  that  it  was  with 

difficulty  they  kept  their  post.     This  continued  until  ten  p.m.  when  a  foreign 

l>ttrf)uo  was  sighted  and  was  asked  for  assistance,  but  was  unable  lo  render 

I'ting  to  remain  by  the  burning  veaael  for  the  night.    The  crew  kept 

own  water  until  daylight,  when  a  course  was  steered  for  St,  Ubes, 

otl  wUich.  at  two  p.m.  on  the  1 0th,  she  was  boarded  by  a  pilot,  wlm  rati  the 

mussel  as  near  St.  Ubes  us  possible;  on  getting  into  three  fathoms,  it  being 

high  tide,  the  anchor  was  let  go,  and  the  ship  was  SGUltled,  the  Ore  at 

e  raging  furiously  in  all  parts. 


13     FAST-DAY.     In  the  Boston  (U.S.)  Circuit  Court.  July  !, 

I M7,    S,  F,  C  O ,  IK  T A  N  G I K  R. 

This  was  a  libel  to  recover  the  value  of  cotton  accidentally  burnt  on  a 
wbarl  on  a  fast'day.  Mere  discharge  is  not  a  delivery :  unloading  is  one  thing, 
diilifciry  another.  Tlie  goods  must  be  placed  so  that  the  consignee  can  find 
tlaooi  aud  ascertain  their  condition.  Readiness  to  deUver,  and  a  proper  notice 
1 1  The  consignee,  may  often  place  them  at  his  risk.  The  rcudiuess  must  be  at  a 
1  -mo,  and  the  notice  a  proper  one ;  and,  if  notice  is  given,  and  attended  to 
bjf  ibo  coasigaee,  and  the  iliip  is  not  ready  to  deliver  at  tlie  lime,  new  uotiod 


-^^       ■■ 


172 


STEVENS    ON    STOWAGE. 


must  be  given.  Notice  to  deliver  on  Sunday  is  no  noti(?©.  The  [FAST-BAY 
eridenoe,  covering  80  yenvBy  shows  tliat  a  ik^t-dny  is  not  n  day  f3f  dclivc»ry. 
The  mafiter  may,  iit  his  owir  risk,  put  out  goods  on  n  fast-diw  ;  but  tliere  is  no  ] 
delivery  till  the  next  working  day.  It  Iras  been  said  that  a  fasl-day  ia  a  holidAy* 
rather  than  a  religions  one  ;  so  is  the  4th  of  July.  Here  the  jjoods  were  at  tho 
risk  ol"  the  ship,  unless  by  Act  of  Congress  relieved.  Decree  of  District  Court  1 
(Judge  Ware)  reversed ;  judgment  for  value  of  cotton  and  costs. 

264  FEATHERS.  Russian  feathers  require  one- third  more  space  I 
for  stowage  than  hemp,  which  see.  The  Baltic  rate  of  freight  for  feathers,  j 
is  the  same  as  codilla  hemp  per  ton  o(  44  poodn  gro^s,  A  bale  weigha] 
I  cwt,  a  last  17cwL     In  some  places  1^700  fb.  form  a  last, 

265  FELT,    Court  of  Exchequer,  December  16,  1861,  before  MrJ 
Baron  Wildk,  A  cram  an  v,  EKciKUT.     Thin  was  an  action  to  recover] 
back  rhc  sum  of  £'360  paid  for  sorae  felt,     P lain lili' shipped  a  quantity,  j 
nianufac lured  for  him  by  defendants,  on  board  the  Criterion^  bound  tori 
Australia,     When  she  was  at  sea,  some  of  the  bales  which  bad  been 
packed  by  defendants,  were  discovered  day  by  day  lo  have  ignited  through 
spontaneous  combualion,  and  were  €onse(|uently  thrown  overboard.     It 
was  proved  by  witnesses  that  bales  of  inodorous  bitumen  felt  were  of  a 
very  combustible  character ;  they  were  the  first  lo  take  fire  in  this  instaiieet 
The  question,  which  was  uhiuraiely  left  for  the  consideration  of  the 
special  jury,  was,  wlielher  the  felt  so  manufaclured  by  defendants  was 
reasonably  fit  for  the   purposes  of  exponation.     11jc  jiiry  relumed  a 
tcrdict  fur  defendants.     The  Lord  of  the  Isfes^  Caj^t,  Datibs,   from 
Greenock,  for  Hong  Kong,  look  fire  July  24,  1862,  in  kl.  12**13'N*^ 
Ion.  115"^  50' E.  in  consequence,  it  is  supposed,  of  *' spontaneous  com-  ^ 
bu*^tiou  of  some  bales  of  felt  placed  in  juxta  position  with  bundles  of  i 
railroad  iron  in  llie  hnver  hold."     The  crew  and  passengers,  thirty  in  all, 
anived  in  their  boats  at  Macao,  after  being  twice  boarded  by  |>i rates. 

2m  FERMENTATION  is  the  result  of  chemical  action  in  iu 
incipient  state.  It  is  somewhat  analagoua  to  combusiion,  atid  is  not 
wnfrequeitly  the  preliminary  stage  of  it.  It  is  produced  hy  die  reaction 
of  certain  substances,  principally  animal  and  vegi  table,  on  each  other, 
under  the  infli  ^nce  of  heat  and  moisture  togetlu^r.  Heat  alone  is  nut 
BufiicicTil  for  the  production  of  fermentation  ;  air,  in  small  quantities, 
and  mt)isluie,  miwl  also  be  present  at  the  same  lime.  There  are  various 
sorts  uf  fer uicntatinn,  such  as  ihe  vintms,  acetous,  atid  putrefactive.  The 
inntwif  is  where  succhnriue  matter  is  converted  iuto  alcohol  or  spirit,  as 
in  the  prodticli^ui  of  beer  hy  the  fermentation  of  wt^rt  obtaim-d  from  malt^ 
OT  thai  of  wine  from  mn^t — ihe  extract  of  tlie  grape.  The  ttcefous  is  a 
further  development  of  the  vinous^  resulting  in  the  production  of  aeelic 
acid  or  vinegar,    Putre/hctive  ferracnialion  h  more  eomrnonly  deveh>pcd 


rAGE. 


17a 


in  Aitinial  substances  or  in  those  vegetable  bndies  [FERMENTATION 
whose  composition  more  nearly  resembles  that  of  animals.  Fruii^  es- 
jwciallj  that  which  is  very  juio%  such  as  oranges  and  lemons,  wheat, 
hemp  and  fiajc,  hay  and  Mrawjdry  fish,  hides^&c.  require  especial  alieiition, 
to  prevent  injury  by  the  development  of  fermenlaiion.  The  measures  to 
be  adopted  are  indicated  by  a  consideration  of  the  circumstances  above 
noticed,  as  aflecting  fermentation.  As  the  most  elective  means  are  deprn- 
deni  on  vcniilalion,  see  (hat  artiele.  It  is  imjiortant  thai  a  masitr  shouhi 
well  observis  ibe  condition  of  ihc  cargo  in  course  of  shipmeiii,  as  in  case 
of  dainnge  from  fermentation  it  may  he  of  the  utmost  importance  to  be 
able  lo  decide  whether  the  damage  has  arisen  from  the  eiFccts  of  defective 
condition  at  the  time  of  shi]>ment,  or  from  any  injurious  circumstances 
i>ccurring  subsequent  to  it.  It  will  he  well  also  to  note  thai  mannfactnred 
goods^  such  as  silk,  linens,  &c.  which  have  received  damage  from  fermen- 
tAlton)  are  not  always  to  be  considered  as  having  been  afllcled  by  defective 
arrangemenls  on  board  ship,  for  not  nn frequently  such  goods  receive 
damage  tlirough  bad  preparation,  sueh  as  the  employment  of  improper 
ftixing,  or  the  want  of  proper  cleansing  in  the  final  dressing;  see  silk, 

267  FIRE.  It  has  been  suggested  as  very  probable  that  when 
ressels  are  becalmed  in  tropical  climates,  they  may  be  set  on  fire  by  the 
deck  lights^  should  the  focus  happen  to  fall  on  some  easity-igniled  sub- 
stance below.  li  is  said  that  by  placing  in  the  bottom  of  tlie  hidd,  a 
cask  of  common  chalk  connected  with  tiie  deck  by  a  pij»e,  a  fire  below 
can  be  quickly  extinguished  by  pouring  down  two  gallons  of  sulplinric 
acid,  lo  be  kept  in  a  bottle  or  jar  for  this  duty :  a  sufficient  quantity  of 
dcn»e  smoke  will  be  thus  produced  to  put  out  any  fire.  A  fire  broke  out 
in  CKtober,  1866,  in  the  cellars  of  a  dru;^'gist  named  Arustian,  in  the 
Avenue  Montogne,  Paris,  and  washnuighl  lo  a  terEnination  in  a  singular 
luanner.  A  boy  had  let  a  lighted  lueifer  malch  fall  on  some  rags,  which 
became  ignited,  and  the  flame  spread  lo  some  bottles  and  carboys  eon- 
laiotog  various  kinds  of  spirils  and  alcolioL  These  soon  burst  and  tlooded 
itie  cellar  with  a  blading  liquid,  which  enjilted  a  smoke  so  suH'oealing 
ili&t  ihe  firemen  were  unable  lo  enter.  Suddenly  a  loud  explosion  was 
Iwurd,  and  the  flames  became  extinguished  as  if  by  enchantment,  Three 
bottles  of  sulphnrie  clhcr  eonmining  in  all  about  3  quarts  had  burwt,  and 
l)ie  vapour,  mixing  with  the  atmospiicref  liad  ]mt  an  end  lo  the  comhustion. 
FUuie  cannot  exist  in  carhimic  acid  gas;  see  llie  article  comhuRli(jn 
(t^ptrntjineous),  and  the  article  gold.  The  penalty  for  melting  piteh,  tar, 
gTcase»  or  any  inflammable  subtitance  on  board  ship  in  the  PhiHippin« 
lalandji  i*  2i>  piastres  =  £6  Hs  4*/.  In  Charlestown,  S.C.  smoking  cigars 
or  piptts  is  prohibited  by  law  in  all  the  wbarves  and  slreein  leading  to  the 
nam i\  cast  of  Ba^-sirett.     Similar  penalties  are  levied  in  many  ports* 


174 


STEVENS    ON   STOWAGE. 


268  Capt  Sedgwick  recommends  that  when  fire  occurs  in  [FIRE 
llie  litiltl,  a  recorded  number  of  aiigur  hules  should  be  bored  hi  tlie  gun- 
room or  forecastle  until  th«  water  is  level  with  the  beams;  one  hatch  only  10 
be  kept  open^  two  will  admit  a  draft  and  create  flame;  throw  in  water  daily. 
When  the  danger  is  over,  plug  all  the  holes.  If  bad  weather  prevails, 
close  every  aperture,  ns  a  fire  may  be  thus  kept  smouldering  for  weeks, 
AiioLlier  plan  is  to  bnre  holes  in  the  deek,  over  the  suspected  place,  nearly 
through  ;  plag  the  scuppers,  &c,  and  fill  the  deek  0  or  &  inches  with  water. 
Then  finish  the  holes,  and  keep  them  sapplied  witlj  water;  plug  ihera 
immediately  tlie  supply  (iiils  or  the  danger  is  over*  In  all  cases  prepare 
boats  w  i  I  li  p  r o  V  i  £  i o  n  s . 

269  By  the  Queen's  Regulations,  1802|  captams  in  the  Boyal  Kavy  are 
instrueted  to  take  every  precaution  for  the  security  of  the  »hifi  against  fire* 
and  to  establish  genernl  regulations  for  the  duties  to  be  performed  by  the 
oilicers  and  men,  should  a  fire  occur,  either  during  action  or  otlierwise.  A 
captain  is  not  to  allow  lights  to  be  used  in  the  orlop,  or  cable  tiers,  or  store- 
rooms, except  in  good  lauteruB,  nor  candles  to  be  stuck  against  tiie  beams  or 
aides,  in  tlie  holds,  or  other  parts  of  the  ship ;  nor  lights  to  be  kept  in  the 
officers'  cabins,  except  at  seasonable  houra  and  on  propar  occasions;  nor 
phosphorus,  nor  any  other  substance  or  liquid  suaeeptible  of  spontaneous 
ignition,  to  be  on  board  in  the  private  possession  of  any  one.  He  is  to  direct 
the  carpenter  to  be  careful  that  the  lead  or  copper  sbeathiug  of  the  holes 
through  which  the  funnels  pass,  be  kept  iu  perfect  repair.  Wlien  dockyard  or 
otlier  artificers  are  employed  on  board,  he  is  to  take  care  thnt  all  the  liglits  in 
those  jjarts  of  the  ship  in  which  they  may  have  been  used  by  them  are  extin- 
guiahed  before  they  cpiit  their  work,  and  lie  is  to  cause  an  officer  to  go  round, 
who  is  to  report  to  the  commanding  officer  that  this  has  been  done,  lie  is, 
moreover,  enjoined  never,  on  any  account  or  pretence,  to  allow  spirituous 
liquors,  varnishes,  or  other  iullammable  stores  of  whatsoever  kiud  or  descrip- 
tion, to  be  drawn  off,  or  moved  from  any  cask,  vessel,  or  package  in  whick 
they  may  be  contained,  anywhere  but  on  the  upper  or  main  deck  by  daylight ; 
but  should  any  occasion  make  it  essenlially  necessary  to  draw  off  or  move 
Bpirits,  or  any  inflammable  stores,  on  the  upper  or  main  deck  by  night,  he  19 
to  take  care  that  such  lights  as  it  may  be  refjuisile  to  use  be  in  Daw's  Safety 
Lamps,  and  kept  as  far  from  the  spirits  or  stores  as  possible ;  and  no  other 
lights,  except  those  in  Davy's  Lanifis*  aro  ever  to  be  used  in  the  holds  in  which 
inflammable  stores  ore  kept.  When  a  spirit  cask  is  emptied  a  quantity  of  salt 
water  is  immediately  to  he  poured  iuto  it.  No  lights  whatever  are  to  be  used 
in  the  spirit  rooms  of  Her  Majesty's  ships. 

270  FIREARMS,  Cap t.  Parish  recommends  that  after  firing,  the 
barrels  of  muskets  and  pistols  are  to  be  washed  out  wilh  hot  water,  and 
plugs  of  tow  driven  up  and  down  to  wipe  them  thoroughly.  The  best 
method  to  preijerve  the  locks  and  barrels  from  rust  after  thus  cleaning 
them,  is  to  have  them  wiped  frequently  with  a  rag  dipped  in  sweet  oil. 

271  FIRECR  ACKERS.    Half-boJCes  Chinese  measure  3  327  feet. 


STEVENS   ON   STOWAGE. 


27*2  FISH.  Charter  for  dry  fish  by  quaotity  and  not  by  weight, 
as  ilje  state  of  the  aimosphere  greally  alterft  the  weight ;  for  herrings, 
Labrador  fish,  pilchards,  &c,  see  the  several  Iieadings.  Anchovies  are 
caught  on  the  coasts  of  Catalonia  in  May,  June,  and  July*  Fresh  fish 
may  be  legally  landed  on  Sundays;  see  landing. 


Anchoviest  burrel  1$  <^ 

90lb« 

Herrmpi  a  meftsnre       600  fiwh 

Codfish,      qtdntol    .. 

112  m. 

a  cade     .,        600  do. 

a  List  .... 

12  bar. 

Pikhftrdfl,  barrel , , , ,          41§g«l. 

Herrings,  white,  a  last 

12  hAT. 

hbd.  aboat    3,000  fi^h 

barrel    * . , , 

m  gta. 

Sprats^  a  cado,  about    1,000  do. 

•          crui   ••**»• 

37^  do. 

Salmon*  a  box,  120  @       130  th* 

FUb«  aitone  ,.,.«,,. 

14  tb. 

Siux-geotXBj  a  keg,  4  (§           5  gal. 

Tonnage.  In  Newfonndknd,  Ac.  20  quintals  of  dry  fish ;  8  barrels  or 
Otienies  pickled  fish  ;  840  Labrador  herring  I  barrel ;  12  barrels  (flour  barrels) 
dry  caplina^  go  to  a  ton.  At  New  York  (3  harrcls  pickled  fish*  10  cwt,  diied  cod 
fbh  JD  bulk,  or  12  cwt.  in  casks  of  atij  sim ;  at  Baltimore  7  barrels  pickled  Ash, 
At  Seville  22  qiiinlals  fish  go  to  a  ton. 

Foreign  packages.  At  Cephalonia  a  harile  is  67- 244 lb;  at  Leghorn 
i*850tb;  Maryland  harrel  22«  tb;  United  SUtes  200  tb.  la  New  Brunswick 
i  drum  of  pressed  cod  fish  is  128  tt),  =  a  Portuguese  quintal. 

273  FLAX  is  the  produce  of  n  beautiful  grass-like  annual  plant 
"with  slender  stalks,  small  leaves,  and  blue  blossoms.  Greut  variation  is 
caused  by  climate  and  culture.  In  hot  countries  flax  is  of  very  liille 
value  fur  its  fibre,  but  it  produces  so  abundantly  of  seed  as  to  he  highly 
profitable  to  the  grower^  because  the  seed  fumisbes  one  of  the  most 
iinp<irtAnt  of  the  oils;  none  other  is  found  to  be  of  so  much  value  for 
nixing  the  colours  of  the  artiit  and  the  house  painter.  In  cold  countries, 
the  contrary,  the  seed  is  produced  more  sparingly,  and  the  fibre  is 
ong  and  of  great  value.  Much  depends  on  lis  culiivation,  for  if  thinly 
rn  it  grows  rohust  and  the  fibre  is  coarse,  but  if  sown  thickly  it  runs  up 
nd  is  delicate  for  want  of  a  proper  circulation  of  air  through  the  plants, 
I  the  fibre  becomes  fine,  soft,  and  silky,  qualities  which  fur  some  purposes 
very  highly  prized*  A  full  cargo  will  require  more  than  half  the 
ordinary  ballast;  stone  is  suitable.  A  ship  of  350  ton,  which  took  equal 
to  I>00  ton  clean  hemp,  required  100  ton  of  hallast.  Dunnage,  bottom 
0  inches^  14  to  ihe  upper  part  of  the  bilges,  2i  at  the  sides  ;  for  stowage 
ace  hemp,  cotton,  &c.  When  oil  or  tar  has  been  spilled  on  flax,  it  is  very 
liahle  to  s|>onLuneoiis  combustion  on  the  intruducliun  of  moisture.  New 
Zealand  flax,  which  is  general Ij  taken  at  douhle  freight,  is  said  to  he 
liable  to  ignition  when  wetted  either  with  water  or  oil ;  see  cotton. 


176  STEVENS    ON    STOWAGE, 

Tonnage.  At  St  Peter&lmrr^  Ifi  babbina  of  12head  flftx  or  63  [FLAX 
poods  aria  reckoned  to  a  ton,  and  47  l)obliins  of  fi-liead  or  6; J  poodd  to  a  loo, 
At  Riga,  six  aliiij- pounds,  3^0  lb.  eaeli,  mtike  a  ton.  At  Archangel,  2  ton  of 
clean  flax  are  equal  to  one  ton  of  cod  ilia  and  tow,  and  receive  the  same 
freight.  Tlie  Baltic  rates  of  freiglit  for  flax  h  in  all  eases  the  same  aa  hemp. 
The  E,  r,  Co.  mtea  50  cubic  feet  sunn  flan  to  a  ton. 

Freight  When  Mediterranean  wheat  ia  freighted  at  U  ^qr,  clean  flax  is 
rated  at  10*  Ui  W  ton  of  20  cwL  Flax  or  hemp,  b  alf  dean,  pays  1 5  ^  cent,  more 
tban  clean ;  outsliot  onc-oigbtli ;  and  codilla  one-luilf  more  than  clean  hemp. 
A  Hnssian  bale  weighs  5  or  0  cwt ;  12-head  bobbins  120tti ;  pood  Mtb.  English 
or  401b.  Russian.  Dntcb  matt  120 lb.  Flemish  bale  1^240^.  Bremerbaven  stone 
20tb.    German  rahmel  or  bundle  aotb.    A  last  17  cwt ;  in  some  places  l,700tb. 

274  FLOUR  requires  same  dunnage  as  flax,  and  is  allowed  to  9tow 
six  beigbls  of  barrels;  see  general  cargo,  American  shipowners,  in  Uie 
stowage  of  mixed  cargoes  in  large  ships,  have,  through  experience,  dis- 
covered what  ''^pressure*'  flour  barreh,  proviBion  casksj  &c.  will  bear,  and 
so  avoid  reclaniaiions  for  damage  if  oiberwise  properly  stowed  ;  hence^ 
in  large  ships,  above  600  ton,  with  dimensions  exceeding  in  length  44^ 
times  tbe  beam,  and  21  feet  depth  of  hold,  orlop  decks  will  come  into 
geiiend  use  so  as  to  relieve  the  pressure  by  dividiug  the  bold,  like  a  ware- 
liituse,  into  stories.  The  large  ship  Liverpool,  which  Uh  l^^w  York  in 
1854,  with  an  entire  cargo  of  flour,  was  never  beard  of  after;  it  is  supposed 
tbe  lower  tiers  of  barrels  gave  way,  and  that  the  car^o  having  got  loose^ 
shifted  in  a  gale  of  wind,  and  capsized  the  vessel.  Flour,  il  stowed  near, 
will  readily  imbibe  the  scewt  from  |<i ranges  and  lemons;  this  scent  will 
go  off  in  a  great  degree,  when  tbe  flottr  is  exposed  to  dry  air;  the  scent 
from  coal  lar,  Storkholm  tar,  varnish,  Sec.  will  not  go  off;  contact  with 
sbumac  will  injure  flour.  For  ship's  use  sacks  of  flour  are  some  times 
etowed  over  casks  of  water;  see  grain.  At  Montreal  the  stevedore's 
charges  fur  stowing  Hour  for  a  ship  of  say  500  ton  register  is  about  $3*5 . 

275  Valpajuiso,  A  barque  483  ion  register,  which  stowed  750  ton 
of  sugar  and  oil,  look  in  at  Valparaiso  12,000  bags  of  flour,  say  600  ton, 
and  1 ,000  bags  of  bran,  say  401b,  per  bag.  Tliis  cargo  filled  tbe  hold 
cliock  up,  but  iliere  was  open  space  left  in  the  'tween  decks,  which  were 
6  feet  (i  indies  high,  to  allow  a  man  to  crawl  about  on  bis  hands  and  knees. 
As  she  bad  considerable  depth  of  hold  the  cargo  made  her  crank,  and  at 
sea  she  lurched  fearfully.  The  dunnage  consisted  of  bamboo,  14  inches, 
compressed  to  10,  bran  next  the  dunnage.  Flour  bags  (calico)  coniained 
60.  100,  and  200  Iti.  each  ;  2,000  lb,  to  the  ton.  Much  attention  must  be 
paid  to  the  contlition  of  the  flour,  as  when  wetted  and  caked  ashore,  the 
bags  are  often  beaien  witli  slicka  before  delivery,  to  give  tlicir  contents 
an  appearance  of  freshness.  Deck  leakage,  so  injurious  to  flour  cargoes, 
is  liable  to  be  increased  at  ValparaisOi  by  the  heavy  rollers  to  which  a 
vessel  IB  exposed  while  loading. 


STEVENS    ON    8T0WA0E. 


177 


ti7M  Tmpentiiie.  In  April,  1856.  an  eiction  was  brouffUt  in  [FLOUR 
iho  Qiicxin's  Bench,  under  15  and  10  Vic.  cap.  16,  fiec.  40,  agAinst  tiie  Star  of 
the  We»i,  wbich  shipped  at  Nuw  York  2,150  barrels  flour,  00(«  bales  cotton,  HOfJ 
111  r  ^1^  laid,  lOr*  bbds.  tallow,  52Q  ban-eU  spirits  of  tnrpoiitiuc,  57  puncheaiia 
l*irpvritiin%  3 »500  barrels  tar,  &c.  The  exporters  of  flour  wcro  not  forowamed 
Ihat  turpentine  would  be  shipped.  On  delivery  the  flour  was  tainted  by  iiir- 
pi'tillne,  although  stowed  at  a  distanco  from  it.  Lord  Campbell  pronounced 
the  ownwr  liable;  see  extended  report  in  the  aiticle  respouaihility, 

v'VT     Country   damaged,     A  Liveq)ool  broker  writes  to  the  Shipping 
Gazette,  Junuary  ii,  ISOt  :  *' The  Norwegian  brig  Aiahmta  shipped  a  cargo 
ciT  wheat  and  flour  at  Bordeaux  in  November,  and  arrived  after  a  stormy  pas- 
en^,  and  was  di«ehai*ged  under  the  inspection  of  the  undGrwritei*s'  surveyor, 
wJit»  found  it  properly  stowed  and  duniiaged.    A  email  quantity  of  grain  and 
flour  w«3  damaged  by  sea  water,  but  as  the  master  furnished  the  reoeiveir« 
with  the  survnyor'i*  certilicate  and  oflered  to  extend  bis  protest,  no  clwrn 
was  mado  on  that  aeoount.     The  receivers  of  the  flour^  however,  made  a 
claim  for  X37  I0«  i\d^  or  It  (k2  eauh  for  HOT  bags*  which  they  said  were  country 
damaged,  and  sued  the  master  in  the  County  Court    The  o\ndence  for  plaintiff 
wns  a  respectable  corn  broker  who  examined  the  floui"  and  considered  it  had 
\vet  previoua  to  shipnicDt,  apd  had  been  allowed  to  dry  and  harden  in  th« 
%  by  which  means  it  had  deteriorated  U  to  It  6J  ff^  bag.     The  master 
athrmed  that  the  flour  came  alongside  in  barges,  tbut  he  pep^onally  suponn- 
tended  the  loading,  and  saw  every  bag  put  on  board.    The  Hour  wb»  or  appeai'ed 
to  bo  in  good  order,  as  far  as  ho  oould  observe  witliout  examining  the  contonta 
of  llie  baga.     There  was  one  exception ;  a  bag  handed  from  the  barge  was 
tani  and  waa  sent  ashore  on  that  accoucit,  hut  the  flour  in  it  appeared  to  be 
A  condition  and  uninjured.    While  loading  the  weather  was  fine.    The 
t£>ok  several  days  to  consider  his  vardiet     By  his  decision  it  appears 
I  j»>  master  should  examine  the  interior  of  every  package  received  on  hoard, 
i!4o  thoroughly  undorstund  tho  quality  of  each  article.     It  h  coutcnded 
Mr  made  from  iusnJIiniently  dried  or  damaged  wheat,  will,  iu  a  short 
I-  and  harden  in  the  hugs  as  if  it  had  been  wetted  with  fresh  water." 
r  gays,  *'  although  a  master  should  molest  or  break  cargo  as  rutle  aa 
yet  if  ho  Tigris  for  *good  quality  and  condition*  on  a  *  hliud*  ship- 
hi?  does  so  at  the  peril  of  such  a  liability  as  that  above  referred  lo»    The 
€(T  u  not  expected  or  bound  to  open  every  package  shipped  of  any  one  ^ri<»9 
ds,  but  ho  tthould  make  a  reasonable  and  suliiciont  inspection,  and  satiafy 
elf  of  tiio  prolmble  condition  of  the  whole  from  the  examination  of  the 
t  BCiloctcd.    In  tlie  case  put,  the  master  does  not  appear  to  liave  opened  any 
aactkA;  hence,  probably,  his  present  trouble.    In  all  doubtful  «?a*ics  tho 
r  should  sign — contents  uaknowii;  bul  there  ought  to  be  no  such  cased/* 
Toniiag6.     I'tO  barrets  flour  (2S  inches  long,  -i'l^  bilge,  10^  head  diiunctnr) 
W\h.  i'at'h.  \m{h,  net^  weighing  13 J  ton,  or  100 sacks,  ^SUH).  eiuih,  *^f>ton, 
will  occupy  HirO  cul»io  feet  or  1  keeL    8 socks  or  10  barrels  of  Iri^h  flour  go  to 
A  ioD.   On  the  Criuan  Canal  1 0  bolls.   In  Australia  flour  is  freighted  at  2,U00lb. 
lo  the  ton.    At  New  York  and  Baltimore,  8  barroU  of  MKilb.  oocU;  5  cubic 
Heidi  ta  tlio  standfti'd  oouteuls  of  a  flour  barrel  at  Baltimore, 


!78  STEVIilNS    ON    STOWAGE. 

Freight  When  wbeat  is  freighted  at  1#  ^  quarter,  flotir  is  [FLOUB 
rated  at  i^^d  ^barrel  or  l^d  ^eaok.  Another  autliority  saya,  when  Meditor- 
ranean  wheat  h  freightetl  at  U  p-quarter^  flour  should  be  G^^  barrel  and  a* 
^  ton  of  aOcwt  in  bags.  Id  barrels  are  considered  a  ton.  If  brought  from 
Spain  R  barrels  are  equal  to  5  quarters  of  wheat 

Measures.  A  gallon  of  flour  wejghs  7  tb;  a  bushel^  SfVib;  a  boll  of  10 
pecks  or  stoues*  140  lb.  A  pack  or  load,  240  tb;  sack  or  5  husheb,  2Hntts 
an  Admirfllty  barrel  contains  336rb.net;  hulf-ho^shead,  250  It);  and  kJIderkiD 
108  tb,  A  culiiss  at  Nantes  350  I1>.  A  barrel  of  American,  100  tlj ;  half-barrel, 
68tb :  a  sack  of  llour,  corn,  or  tneal,  280  fb.  or  2  cwt.  2  qr,  net.  An  Admiralty 
barrel  oatmeal,  7|  huahelg,  'MQ  lb.  net ;  half-hogshead,  di  hushelrt,  *253lb.  nK; 
kilderkiD,  3*  bushels,  liatb.  net;  small  cask,  21  bushels,  ll&tb;  ditto,  2 
bxisliels,  lot  lb. 

278  FOUKDER,     A  ship  is  «aitl  to  founder  when,  by  tin  extra* 
ordinary  leak,  or  by  a  great  sea  brealiiiig:  in  ujum  her,  slie  is  so  filled 
with  water  that  she  cannot  be  freed  of  it,  so  that  sbe  can  neilher  veer  n.  r  I 
Bteer,  but  lies  on  the  water  like  a  log;  and,  not  being  able  to  swim  long, 
will  at  last  sink, 

279  FREIGHT.  A  shipowner  is  not  entitled  to  insist  upon  full  I 
pnymcnl  of  freight  before  delivery  of  the  cargo,  except  he  has  reason  to 
believe  that  the  consignee  is  in  an  insolvent  state,  or  has  some  other 
sufficient  motive  for  holding  to  his  lien  until  payment  is  made  or  security 
given.  At  the  Queeo*s  Bench,  July  9U},  1H62,  Lord  Chief  Justice 
CocKBfTRy  decided  in  the  case  DiCKKxsnx  t?.  Land,  that  idaintiflT,  owner  ^ 
of  the  ship  Muftam,  having  received  from  La  no  a  car^o  of  stone  for 
delivery  in  London  to  George  Williamson,  who  had  absconded,  Lano 

^  the  consignor  was  liable  to  pay  the  freight*  \ 

2J*<0     FRITIT,     Care  should  he  taken  to  keep  dry  fruit  from  green. 
Raisins  are  very  liable  to  become  heated,  especially  when  shipped  in  bad 
condition;  they  will  then  cause  leakage  from  any  casks  of  liquids  near; 
in  a  heated  Sitate,  maggots  and  other  insects  are  s[ieedily  brought  lo 
maturity,  to  the  great  injury  of  the  cargo  and  inconvenience  of  ihe  crew. 
All  unripe  fruit  is  linble  to  ferment ;  see  fermentation.     The  batches  of] 
vessels  in  some  friih  trades  ore  built  up  temporarily  three  or  four  feet  ( 
above  the  combings^  and  are  filted  with  Itda  to  admit  air  at  sea  when  the] 
weather  is  favorable.    Almonds*  being  light,  are  stowed  in  the  upper  part ' 
of  the  cargo,  where  most  convenient  for  trimming.     Sweet  almonds  are 
imported  in  serous,  easl<s,  and  boxes;  the  hitler  in  eerons;  lp5ewL  i^o  to 
a  ton.    Barcelona  nuts  are  usually  packed  in  bags  weighing  about  130tti, 
each,  gross;  14  of  which  go  to  a  ton.     Currants  were  formerly  packed 
principally  iu  butts  and  caroleels,  hut  of  late  mostly  io  hnrrtils  and  cases. 
Although  cases  st^w  closer  than  barrels  they  are  very  disadvantageous 


STEVENS   ON    STCPlVAGE 


I7J 


_U>  cmny^  bectiuse  freigbt  is  paid  on  the  net  weight,  and  a  [FRUIT 
r  which  contains  I  cwu  of  currants,  has  as  mutib  wood  in  it  as  a  barrel 
I  comaina  2cwl  Iroponers,  hoivever,  find  thai  coses  are  more  con- 
venieni  for  Bale;  perhap^i  the  terms  of  charter  parties  might  be  so  arranged 
tneei  both  interests.  Currants  (from  Corinth)  are  found  in  great 
rfection  along  the  shores  of  the  Corinihian  gulf,  in  Cejilmloiiia,  fthaca, 
«i»d  iij  Zante^  in  which  island  the  cultivation  engrosses  nearly  two-thirds 
ttf  the  cuUivaled  land.  The  instructions  which  ffjllow  iipply  chiefly  to 
^  on  board  saiting  ships;  but  the  greater  portion  of  the  fruit  is 
conveyed  to  London  and  elsewhere  in  large  hc re w  steamers,  most  of 
ibem  specially  adapted  for  currying  every  description  of  green  or  dried 
fruit,  and  the  position  of  the  engines  und  boilers  in  reference  to  the  cargo, 
Kos  been  duly  consiilercd  and  arranged  ;  these  steamers  command  and 
obtain  the  highest  rate  of  freight,  especially  at  the  commencement  of  the 
seaj^on,  on  account  of  their  certain  und  rapid  passages,  even  when  a  large 
number  of  vessels  are  lying  in  the  ports  waitings  and  others  are  crowding 
in  daily, 

281  A«  a  rule  the  shipping  season  m  Europe  for  fruit,  nuts,  &.c.  is  In 
September,  Ociober,  and  November;  oranges  much  later.  After  a  wet 
hAfvt^st  or  galhering  time,  fruit  may  he  delayed  considerably  before  it  is 
ready  to  ship.  Cdiirants,  in  tbe  Ionian  hla/ifls  are  ripe  in  August; 
ntrteen  days  to  three  weeks  are  required  for  drying.  Formerly  they 
re  never  shipped  bcfi^re  ihe  beginning  of  Sejaember,  and  the  crop 
csotitinned  to  be  forwarded  by  clijipers  unlil  May;  not  more  than  one-half 
Co  twu^thirds  being  sbipped  befure  Christmas.  Now  the  crop  is  forced 
Irirwurd  earlier,  and  double  the  quantity  is  nearly  all  exported  by  the 
f  November,  in  screw  steamers.  Greece  (Fafras  and  Zante) — 
•■nces  say  in  August  and  continues  till  the  spring;  nearly  all  is 
d  before  Christmas,  Kaisins  and  At-MOKUs  :  Ionian  hies,  Coast 
Ky  .-f'ain,  l^'c.  (Maia^d  sLud  Denia) — cummences  in  August  or  September 
mnd  closes  usually  beft^re  January.  From  tbe  Ionian  Isles,  no  ratsins. 
In  yttilttija  ibe  hnrvesl  for  raihins  is  in  June,  Raisins  and  Fios: 
:s,„j,na  ligb,  ufitr  barvestitig,  require  ab*:ut  a  week  to  dry,  llie  lirst 
jlipinenis  occur  usually  between  the  1st  and  1 0th  of  September,  and 
(Irsl  arrivals  in  England  occur  in  the  latter  part  of  September  and 
lli«  early  part  of  October,  The  bulk  is  sbipped  in  September  and 
iWr.  Tbe  fruit  warehouses  can  scarcely  be  considered  to  be  open 
epl  from  August  20  to  November  *iU.  Hie  shipment  of  Suliana 
HB  commences  in  Smyrna  about  a  week  before  figs.  Chesmeh, 
!t,  and  Carbon ara,  a  month  after  ligs.  There  are  exceptional 
oc*.asion8  when  raisins  in  quantity  rem«in  undelivered  up  to  January, 
and  even  to  February  and  March. 


180 


STEVEK8    ON    STOWAGE. 


2SiJ  Patma  currants  are  shipped  in  casks  of  various  sizes*  [FBUIT 
Cenified  stevedores  are  employed  to  stuw  iLcra ;  if  the  casks  are  not 
stowed  sufficienlly  conipat'l  the  sicvedore  is  fined.  Marea  fniit  shipped 
al  Patras  19  often  very  dirty.  The  schuoner  BriiisJi  Queen^  1<)5  ton 
register,  now  new  njenanrement,  and  142  bnilder'a  meaBurement,  took 
in  a  full  cargo  of  Patras  eurrants  after  the  rainy  season  of  1853;  iliey 
weighed  oni  net  only  &^  ion,  whereas  a  full  cargo  two  years  before,  after 
dry  weather^  w^eiglied  I'M  tim :  ihe  cargoes  were  cf|iial  in  hulk.  This 
slatrmenl  appears  opun  to  dmibt.  It  is  said  that  in  1^*33,  okfium  existed 
in  fruit  to  Bueh  an  exlLHl,  that  very  little  beyond  the  liuyks  reached 
England.  There  may  he  otime  ^liserepancy  in  the  weights  net  and  gross ^ 
there  is,  however,  no  dunht  that  currants  are  much  heavier  wiien  the 
aea»<m  has  been  such  that  they  conld  arrive  at  maturity  and  admitted  of  J 
careful  drying  afterwards.  The  liniish  Qfteen  carries  170  ton  dead-weight, 
hay  iron  or  coal,  and  of  win  at  .b»>0  tpiariers  Egypiian  or  8(»0  rpuirters 
HusHian.  I Jer  freight  of  JVlursala  wine  is  \i}llUiU  with  30  ton  brimstone; 
Palermo  shnmac  131  ton;  Sl»  Micliii^rs  oranges  3ll  ton,  viz:  726  larger 
boxe«<,  20  to  the  ton,  and  43  sniDll  boxes,  ^K>  to  tbe  ton ;  Rns^ian  sizes* 
This  schourier  is  73  feet  long^  19  hroad,  and  1 1"»J  feet  deep  in  the  hold. 
The  sehofmei'  Uhiiipet\  Capi*  Woivd^  hnilt  hy  Mr.  LAMfUiE,  fd  Gnemsey, 
having  louded  fruit  at  l^atras^  left  there  September  23,  lH62,  and  umved 
at  l*tymynth  Uctohcr  J 5, — 22  days.  She  regisicra  102  ton,  is  107  feel 
long,  and  20  feet  broad.  Her  cargo  consisted  of  1 1 8  Ion  ofcunanie ;  lumong 
the  casks  lliere  were  about  12  ton  of  shingle,  and  she  had  10  ton  of  iron 
ballast  aft  to  keeji  fier  hy  the  stern.  She  drew  8  feet  6  inches  forward, 
I  fiitd  \  I  feet  aft — her  best  trim  for  sailing.  With  170  ttm  Wiljsh  cual  (the 
iron  ballast  being  below)  she  draws  9  feet  fiuward  and  12  feet  aft.  This 
cargo  of  currants  weighed  1 5  ton  more  than  any  previous  cargo  brought 
by  the  IVhhpvr ;  the  muster  attributed  the  ditrerenee  to  ilie  wt^ather  wJjich 
)irevatled  in  the  preceding  summer.  Several  setiooners  belonging  le* 
lirixliam  are  hinilr  purposely  f(»rtln*  Mediurraiiean  trade,  and  aretiigaged 
nlmobt  euiir»  ly  in  it;  ihey  are  long  Hat  vessels  with  sharp  ends,  but  much 
sharper  aft  than  forward,  bo  much  so  that  little  orno  dunnage  is  required 
beyond  thr  ballasit,  which  is  all  placed  in  the  narrow  part  of  the  hold. 
One  of  ihe!^e  schooners,  the  iUmn  UrUe^  rcf^isters  144  ton,  is  120  feet 
over  all;  kt'd  92  feet;  extreme  beam  20  fi  it ;  and  de]ith  of  hold  11  feet 
tiineliL's.  81ie  t*wk  in  at  Patras,  in  INHO,  IcWJ  ton  (net)  currants,  viz: 
1,400  barrels  luid  100 cases.  The  ballast,  20  ton,  was  all  stowed  abaft  the 
main  bntrJiway.  With  lliis  cargo  she  was  HJ  incites  by  tbe  stem,  in  good 
tnni ;  the  upper  part  of  the  bends  just  awush.  She  will  stow  *>Oion  of 
81.  Micdu^^^s  oriinges— ^20  boxes  to  the  ton*  with  65  ton  of  ballast;  her 
dmti^ht  tlicn  is  U  led  forward,  and  10  feet  6rnchcy  aft.  With  250  ton 
of  hwunaca  patent  fuel  she  draws  11  feet  forward,  and  12  feel  6  inches 


JtEVENS    ON 


18! 


ttfu     In  reference  to  sliipmentB  by  screw  steamers,  an  expe*     [FR0IT 
■    tired  master  says  (26tli  June,  1^5(i7)  Patras  caiTanta  are  sliipped  in 

i*  Is  coniaining  ahfiut  2i  cwt.  and  cases  averaging  a  little  mare  llian 
I  cwt.  Tbe  latter  should  be  engaged  freely  for  lilliii^  up  and  especially 
for  tbe  saloons  and  every  amiable  place  in  ibe  ci-bins*  witb  a  view  \o 
Iceeping  the  vessel  well  by  the  stern  ;  otherwise  she  will  load  very  much  by 
the  head,  and  be  unable  to  steam.  Tbe  merehanls  and  shippers  send  off 
d»eir  own  gangs  of  stevedores,  who  stow  their  own  packanres  only  and  that 
rery  indifferently,  causing  the  master  great  trouble  and  annoyance  as  the 
Igangs  relieve  each  other  with  every  change  of  mark,  and  in  the  event  of 
die  stowage  being  complaiDcd  of  the  tlien  worling  gang  will  quite  ignore 
the  fault  as  being  theirs.  The  ship  being  charged  Id  ^  package^  large  or 
fcn»«ll,  for  slowing,  the  roaster  should  have  the  selection  of  a  tixed  wet  of 
S  i  rers  for  the  purpose;  as  it  is  the  officers  who  can  be  spared  (vom  tbe 
j^  t:igways,  and  the  greater  part  of  tbe  crew,  are  obliged  {a  be  eoUKtantly 
tn  tbe  holds^  to  watch  and  protect  tbe  iiUereste  of  tbe  ship.  Tbe  Bystem 
has  been  greaily  reprobated  and  witli  justice.  These  remarks  apply  chiefly 
t«»  llje  shipment  of  cuiTants  at  Patras,  Zante,  and  Ceplialonia*  When 
vessels  proceed  to  Vostizza,  (where  the  fruit  is  considered  heavier  and  of 
betlcT  quality  generally  than  that  shipped  at  Patras,}  or  round  the  coast  to 
Katikolo,  opposite  Zante  on  tbe  tnain^  to  partially  b>ad,  they  occasion- 
»lly  lake  round  with  them  a  stevedore's  gang.  In  Katikolo  steamers  have 
taken  cuiTanls  on  board  in  bags,  having  all  tbe  empfy  barrels  brought 
fr<>m  PsrtiTis,  Fur  many  days  a  whole  tiibe  of  Greek  laborers  have  been 
occu|ned  on  board  lilliug  tbe  barrels  and  trampling  down  the  currants; 
and  native  coopers  also  in  heading  down  when  iilL 

2H;j  When  loading  currants  at  Zante,  say  in  a  sharp  scliooner  of 
I  I5tr>n  register,  place  the  largest  casks  each  side  llic  keelson  amidships^ 
ihf  Insuer  fore  and  aft,  to  suit  the  ,shape  of  tbe  hold  ;  when  charteriug, 
•rcurc  suHicient  pnaall  casks  to  fill  np.  Dunnage  is  found  by  the  ship, 
vnd  is  placed  as  usual  in  the  bottom,  and  slightly  up  and  down  the  sides ; 
fuHiic  IB  sometimes  ship(>ed  a?j  dunnage,  free  of  freight.  A  schooner  of 
I  \o  ton  register^  thm,  will  lake  her  tonnage  of  net  fruit.  A  vessel  1 1  feet 
i*kinchc%  \u  dcjith  will  lake  three  heights  of  butts  of  cuirants  witb  the  usual 
dunnage.  When  chanenng,  endeavour  to  obtain  ]>ackages  suitable  for 
atowiige.  One  charter  piLrly  said  *'iu  butts,  caroteels,  barrels,  "*  cases, 
sufficient  small  packa-^es  for  stowage;*'  she  was  given  two-thirds  of  her 
cnra**  in  emes^  ond  biuing  a  few  of  each  of  the  i^lher  packages  named, 
•  r  couhl  not  refuBc;  but  the  shipment  of  so  many  nines  threw 

li      :     L   El  out  of  her  proper  cargo.    Steamers  have  u  very  large  propottion 
of  the  trade  to  England  now,     Zante  fruit  li  usualiy  very  clean, 

284  A I  Malaga,  the  jschooner  (115  ton)  rttpiired  lOor  12  lim  hhingle^ 
pirbblrt  limcstoue^  or  other  diy  ballast;  burreln  of  grapch  encased  in  liiuts^ 


!8S 


STEVENS    ON    STOWAGE. 


forward,  say  three  or  four  tier;  amidships  and  afl,  Wxes  and  [FRUIT 
half- boxes  of  raisins  right  up  to  the  beam  ;  lemons  afi  by  themselves,  to 
proieci  other  ^oods  from  their  steam  ;  melons  on  deck  ;  almonds  on  ihe 
to]i  of  tiie  raisins;  figs  in  the  wings.  The  tare  on  Malaga  dry  frnit  is 
rather  more  than  that  of  Denia ;  and  vessels,  when  laden  with  part  lemons, 
grapeSj  &c.  do  nut  ean*)'  near  so  mnth  tonnage*  The  quaniiiy  of  grapea 
oug!u  lo  be  limited,  or  additional  freight  paid*  As  much  pig  lead  as  may 
be  reipiind  for  fruit  cargoes,  ean  be  obtained  far  ballast,  freight  free. 
Tares  on  28 lb.  boxen,  lib;    14  ft, 4  tb ;    7  tb,  2  and  3rt>, 

TOHHAGE  AT  MALAOA. 


80    Boxes  ^Sfitb.raulna  or  Figa 

85    Arrobiw,  net,  Olive  Oil 

aO    BarreLi50rkOmp«s 

20    Qamtab  Lend 

60    Boxes  {$  25  Itt .  AXmouda 

5    CheiitB 

5    B«rrelii@300I&. 

10    Half- chests 

80    BoxfiftFigi 

20    Qimrter  diceU  of  Oximgea  or 

80    Dnuxu  or  iridlii  25tb,  set,  Flgt 

L(!mons 

20    Barrela  lUiiiiit 

^    Boles  300lt>.  Onmge  or  Lemon 

2    B  aita  0  r  pipes  or  60  @  Wine 

Pi^ 

Freight  ia,  however,  generally  paid  in  England  t»y  the  ton  of  20cwt.    The  honn  Of 
■Imondft  tokun  as  contoinmg  25  lb.  Botuetimea  contain  28tti.    2r«  CA^Ulian  II>a.  larrobA;  | 
4«rrDbiiB  or  LOU  lb,  1  quintiil.    100  \tt.  CMtilian  ^101*44  If),  avolrdupuia. 

285  From  Valentia  to  England,  raisins  are  generally  freighted  at 
per  Ion  of  20cwt.  Quatilities  of  oranges  liave  been  lately  ^lnp[>ed  here. 
At  Denia,  the  average  crop  of  mi^iins  is  *J,800  ton.  i^ome  Denia  eharter 
parlies  say  ''  ship  to  be  well  and  sudiciently  tlaniiaged  wiih  wood  or  stone  i 
and  not  rosemary  or  any  deleleritms  substance  wbaltver/*  Almonds  are 
some  times  shipped  here  in  their  shells  in  bags,  and  shelled  in  boxes  and 
barrels;  the  trade  is  chiefly  in  raisins  and  almonds.  101  Itn  Sjianish 
lOlilti.  English,  Tares  on  Denia  raisins  in  boxes  hulf  ewi,  60l1n  eaeb  ; 
half  ditto  2b lb ;  tjuarter  ditto  14  lb.  Tratlc,  10, 6,  and  3.  Cnstoms"  tare 
as  much  as  can  be  got*  At  Leghorn  vessels  remain  in  the  roads  nntil 
half  iheir  cargoes  at  least,  is  di^ebarged.  Tbe  expense  of  lighterage  and 
packing  ai  ibis  jiort  is  said  to  he  high. 

286  At  Alicante,  in  Oeioher,  iH6X  the  briganline  .^cuiUan^  Capt  J. 
Wyatt,  discharged  coal ;  she  was  built  at  Nova  Seotia,  registers  122  ton, 
has  a  round  bottom,  vrith  no  great  depth  of  hold— only  lOfeet  U  inches; 
breadth  26  feet,  and  lens^th  b5feet ;  with  her  cargo  of  2Ut/  (a,  205  Ion  of 
West  lIardu])ool  coal  she  drew  11  feet  4  inches  aft,  and  10  teei  forward. 
The  out- put  at  ^Micante  was  two  ton  short.  The  coal  whs  carried  ashore 
exclusively  by  Spanish  labourers  (about  20loti  per  day)  in  small  baskets, 
which  were  exposed  some  hours  to  the  sun  when  much  weight  was  lost, 
ll  was  then  weighed  by  ibe  railway  antborities  ai  a  distanee  from  and 


STEVENS    ON    STOWAGE. 


IS3 


beyond  ihc  control  of  die  master.  After  diHchfirginj^,  iIr*  [FRUIT 
Acadian  took  in  20  ttii»  of  sttme  ballast  and  proceeded  to  Jabea,  50  miles 
easr,  wbere  sbe  received,  in  November,  l"i5  ton  of  raisins,  viz:  9,000 
boxes  of  28 tb.  eacb,  and  500  of  56  Itj.  witb  wbicli  she  drew  10^  feet, 
•nd  went  to  Pbiladclpbia  and  loaded  petroleum,  which  see. 

At  Jabea,  some  of  tbe  brigantine'a  disbursements  were  as  foHows: — 

dol.      r.     m. 

Pllotago     , , , 

Stevedores    ««..*...• 

Conflul 

DispAtAhiiig  pApen     • 

Cnstom-Hotuo « . . 

ProvittloTifl ..*• 

C«8b  m  Jaifea  . . .«   

229      B    25 

Reckoning  4f4(/^  dollar,  tbese  disbiirseinents  amount  to  £49  ]3fi  (Uh 
In  the  Consula  cburges  were  quarantine  and  praiiqiic  46  riah  S  mrs ; 
Port  Cnptairi  4  rials;  registration  2j6i/;  signing  manifests  Uh ;  request 
fur  Ciistora-bonse  visit  5*;  cerlificateB  to  Board  of  Utahb  Ox;  Port 
Captain  5s:  ctistoms  5s;  bill  of  health  10^. 

At  Alicante,  some  of  her  di&bursemenls  were  :■ — 


1 

0 

0 

10 

0 

0 

12 

5 

25 

1 

0 

0 

2 

0 

(J 

11 

0 

0 

19^2 

0 

0 

AjichomiTef  2  nalu  ^  ton 

Light  dnen,  1      ditto  ...,.,,... 

Tonnago  dues,  \  rial  ^  qnlatAl 

Bnt^  of  consuniptiofi  of  foreign  stores  12-100  of  n  > 

nnl  (or  vjich  man  ^  duy t^ 

port  CujiUin     «*...*• • 

Balbi^t  ^^:LnI 

BiU  of  hcuUth    , , 

Prntiijue  chttrgra  ^5  Iritd^f  Consul's  do,  #5  SnViZt 
C'oalribation  towards  the  new  ProteHtant  Cemeterj 
XnuitlAtioii  of  bhi^'K  clcorjitnee  And  cerlifi«*te,  moni- ) 


fettftt  rereiiae  ruit,  and  cleuriiig  ship's  paper 


dt>L 

Hikb 

13 

8 

6 

14 

55 

5 

0 

13 

0 

4 

0 

16 

0 

6 

in 

10 

1 

0 

3 

0 

II  91     16 

The  Consnrs  charges  :  re*jistration  ^2s6if;  request  for  Customs  visit  5$; 
eertiricates  Board  i4  Health  Cn;  port  elmrges  iix;  Cnsiom-hoase  5*. 
287  Can  books.  In  the  Blienff's  Couil  London,  Jnnnary  ISlth,  1854, 
OttRicTts  V.  KonrNBON,  the  o^nii^r  was  declared  liable  for  tbe  loss  of  n  cask  of 
cumin t8»  through  lumpers  neglij^'ently  using  can  hooks,  when  discharging  in 
llitt  Thames,  dunn^  tbe  swell  eanst'd  bj  paBBing  Btcaioers. 
_  288    Damaged  Corratits.    FAcnmE  v.  Milkeb.    Ih^foro  Lonl  Chief  Jus- 

tloe  E11J.E,  Dec.  11, 1S(50.  PlaintiiT,  July  10,  lH5jj,  ebarti^red  the  Auxiliary  screw 
iteam*ftbip  Unanimity,  from  Cardiff  to  MarBoilles,  and  tlience  to  Patras  to  load 
etirrmots.  Through  defects  in  her  maclitncry  the  vesBel  was  74  days  on  tite 
Toyago,  which  was  three  times  us  long  as  she  should  have  been,  Tbe  cargo  was 
damaged,  and  currants  in  the  mean  time  fell  in  the  market.  An  arrangeinctU 
waa  made  and  a  verdict  by  consent  of  plain tifl' was  entered.— Damages  i!300. 


164 


STEVENS    ON    STOWAGE. 


280  Bill  of  Lading.  HoNisoHEti  w.  Robinson.  Before  tbo  [FRUIT 
Recot'dor  of  London,  March  27,  186*2.  Tljia  was  fto  action  for  45  boxes  figs 
sMpped  in  the  screw  etoamer  Onda,  at  Smyrna,  in  September,  1801.  Plaintiff, 
tlirongh  Ins  hrother,  aliipped  500  boxes  marked  ''Elemo"  with  tlie  letter  ** D  ** 
over  th3  same.  The  bill  of  lading  containud  a  clause  to  tlie  effect  that  the 
owner  was  not  responsible  for  wrong  delivery  caused  by  an  error  or  deficiency 
in  the  marks  and  numbers.  460  boxeg,  properly  marked,  were  first  delivered. 
Five  others  were  afterwards  found*  Then  45  marked  **  Eleme — D  "  were 
offered  and  refused,  and  this  action  was  brought  for  their  value  at  32«  ^cwL 
60,000  cases  and  boxes  of  fruit  had  been  shipped  hi  tlie  Onda^  of  which  40,000 
were  boxes  and  drums  of  figs.  It  was  alleged  that  the  45  boxes  missing  were  J 
delivered  by  mistake  to  some  other  party.  Plaintiff  stated  that  stencil  plates 
were  used  in  painting  the  marks.  His  brother  had  diflferent  marks.  In  defence 
it  was  stated  that  an  offer  to  open  the  45  bo.xes  tendered,  and  to  test  the  quality 
had  been  refused.  Capt.  Batty  stated  that  the  Onda  took  in  1,000  ton  of  cargo, 
which  came  off  in  barges  to  the  ship  in  the  bay.  They  coidd  not  see  the  mark«} 
of  the  whole  of  the  cases  and  boxes  shipped.  REcoaDEn:  Then  if  you  could 
root  see  the  marks  you  should  not  sign  a  hill  of  lading  for  500  bo.xes  of  a  par- 
ticular mark.  Capt  Batt?  said  he  had  no  means  of  knowing  the  marks. 
The  mate  gave  a  receipt  whea  t}ie  goods  were  on  board.  They  had  not  time 
to  look  at  the  whole  of  the  marks.  liEcoRDEa:  Then  you  ouglit  not  to  sign 
the  bill  of  lading  when  you  have  not  time  to  do  iL  The  mate,  Swanbon,  said 
that  with  a  cargo  of  RO,OftO  cases  it  would  he  impossild©  to  see  that  the  wholo 
of  the  marks  correspondotJ  with  those  in  the  shipper's  note.  William  Fiuend, 
warehouaekeeper,  London  Pocks,  stated  that  tliero  were  4-1 '>  hoxos  miirked 
"Elemo — D."  They  found  11  "Eleme— B,'*  and  4  with  no  letter.  Had  no 
complatut  froui  any  other  party,  and  no  one  claimed  the  45  boxes  tendered. — 
Verdict  for  plaintiff. 

FRUIT  PACKAGES,  Ac, 

Currants*  17  ton  occupy  a  space  of  850  cubic  feet  or  1  keel ;  a  butt  weighs 
17  @  20  cwt ;  curotuol  5  @  7 cwt ;  box  U  @  .3  cwt ;  barrel  2l @  2J  cwt;  sack 
of  Grecian  140  t1^.  ordinary  or  about  123  tt>.  avoirdupois. 

Raisins.  A  drum  34lb ,  barrel  1  cwt ;  emk  Malaga  I  cwt ;  Turkey  21  cwt ; 
box  Malaga  2'2\^^:  Yttlontia  50  Iti,  half-bos  28ft;  a  seron  is  a  kintj  of  skin 
puiikage,  couiaining  usually  87^ lb;  Admiralty  barrel  :i3iUb.  net,  half-hogs- 
head 224,  kilderkin  108,  and  am  all  cask  1 12  It;  see  table  at  the  commeuce- 
ment  of  ibis  work,  page  30. 

Pigs,     A  frail  of  Faro  32  Iti ;  Malaga  28rt>;  Malaga  drums  14  lb. 

Prunes,    A  barrel  1  @  3  cwt 

Plums,  Quarter-box  about  20tt>,  carton  9lb;  hfilf  carton  4  @  6  ;  quarter 
carton  U  (a^  4 lb ;  tlieso  arc  usually  packed  in  outer  cases. 

Almonds.  A  box  of  Jordan  28  tb ;  a  basket  contains  1}  @  IJ  cwt,  ftod  a 
aeron  1 1  @  It  cwL    A  soron  of  Barbary  contains  aboiit  2  cwt. 

Nuts.    At  Barcelona  14  bags  of  lilO  tb,  gross  go  to  a  ton. 

Grapes.    At  Malaga  30  barrels  go  to  a  ton  lor  freight;  some  eaj  25. 


STOWAGE, 

Freight  When  MediteiTaneiin  wheat  is  1*^  quarter  freight,  fPRDIT 
nsi^ins  are  rated  tit  i^sSJ,  Qnd  currants  iiiSd  ^  ton  of  20  cwt  not  weight. 
Tlipse  rates  have  been  very  mucb  modified  ^iiice  tlie  inlroduclion  of  steamers 
hum  Liverjsool  to  the  MeditermneAn ;  tlioy  take  back  I'niit  at  tLe  best  freight 
ihejr  can  obtain.  Bay  555  i^  T0«  and  I  n  ^  cent,  primage  at  tlie  drst  of  ilie  season. 
By  the  Levant  Co's,  rates  figs  iti  di'ums  are  freighted  at  £o;  in  casks  and 
cftses  £4.  A  master  stntes  that  the  etowijge  at  Sniyms,  whether  in  drums,  casks, 
or  cases,  is  nearly  eqiinl ;  tliere  may  be  a  difference  of  5  ^  cent-  in  the  stowage, 
but  in  the  payment  for  freight  there  is  a  difference  of  20^  cent. 

Tai'es.  The  tari3  for  Zante  currants  allowed  by  the  Customs  and  the  trade 
is  for  butts  ISttj,  1>  cwt.  {very  rare  now)v  en  rote  els  28,  boxes  and  barrels  aettial; 
the  emalier  the  packages  the  grenter  the  tare,  Garoteels  are  not  made  of  the 
same  wood  as  formerly ;  say  10  or  12  t*  cctit.  now.  On  eurrnnts  ItJ  (a>  W  {>  cent. 
Dcnifl  raisins  0  (a:  7lb.  on  half-boxes,  1  Itb.  on  boxes.  At  Hamburg,  the  tare 
on  raisins  are  Smyrna,  new  or  old,  12  W  cent;  Mahiga,  new  or  old,  10  <^ cent 
Currants — Trieste,  It  @  iO ^ cent ;  Smyrna  figs  12  ^ cent 

Lastages.  At  Malwja  a  last  for  freight  is,  4  bales  orange  peel^  10  casks 
almonds  (each  about  38n|1>,  English),  20  chests  lemons  and  oranges,  22  casks 
lUriJOuds  (8  arrobaa  each),  44  casks  raisins  (4  arrobas  each),  87  half-casks 
fmisins.  60  baskets  or  IfSO  jars  of  raisins.  A  carga  of  raisins  is  2  baskets  or 
Tarrobas:  a  cask  contains  as  much  though  only  called  4arrobns;  the  arroba 
4*10  English  wine  gailons*  At  ItQiUrdam^  a  last  for  freight  is  300H>.  almonds, 
and  2U  cases  oranges. 

20O  Oranges  and  Lemons.  A  ship  will  ordinarily  require  one- 
faurih  of  her  tonoagc  for  ballast ;  boxes  of  oranges  are  stoned  on  their 
BtJes»  bilge  to  back,  as  many  tier  as  the  liold  will  take  j  (op  tier  bilge  up. 
Lemons,  being  heavier,  are  generally  stowed  below  oranges.  Discharge 
i»  dry  weather.  Some  Lisbon  charter  parties  are  ast  follows  :  "  as  much 
aa  can  b^  stowed  in  the  hold  between  the  fore  and  after  bulkhead ;  to  he 
fitowed  in  the  customary  manner,  so  as  to  allow  an  air-hole  I  wo  feet  square 
VQder  each  hatchway,  to  extend   from  tbe  bottom  of  tlie  hold   to  the  top 


I'bc  ftrcriiLge  Aonaal  lmport«  of  orfiLsp:cfl  into  Great  Britmln,  far  the  fivo  yenn  Gjidiag 
iritj*  ym'^i,  wens  977,440  bu^bela.  Since  th*)a  it  h*s  gone  beyond  l,000,(HX>bii*lwlH,  and, 
k*<«iiininj3;  oarh  biinbel  to  ct:)ut4un  650,  tbU  would  give  CtjO  miilionH  of  orangott,  or  about  22 
fnr  nub  Miml  (if  tbe  populiilion  m  the  kinf^tiom.  Encb  tree  prodtiee^  on  an  Average  12,OOCl 
to  lf(,(MX» ;  out'  tree  has  yielded  26,000,  In  the  seaion  of  Itel,  which  produced  by  no  meant 
■a  anuKtiatly  Urge  crop,  not  lean  tlian  353  cajrgoes  of  omngeSj  containing  about  2CK},0UU 
targv  boic*,  bnldinj?  800  oranges  each,  were  §bippod  from  the  Weiteni  I&lundn.  Tcrcoim 
etport^  aiiniinUy  about  30  cori^ocii.  St.  Mnry  a  few.  8t,  Michicd't^  i^  the  (jfrent  initrt.  In 
\m\,  \X\v  vuIiiL'"of  tlif  fruit  uopfirted  Ui-nee  was  but  £10,000;  in  1650,  t'6r>,000;  and  la 
Hm,  £HIJ23.  It  was  ettimabHi  that  its  prodaco  of  fruit  during  18iiy,  was  252,C)00,UOO  of 
I  H>,000  IfmouA ;  of  Ihuae  oil  the  lemonji  and  l^ilMkO.tXW  otmx^m  wore  con* 
Ldlond.  Tlje  exports  of  oi^nnges  from  8t»  Hiehcra  was  173,1179  box«i  la 
l>oxe»  in  1855-C;  100,079  io  1856-7;  17Q«922  m  1857-8;  and  130,858  )k>x6b 
More  tlion  ball  of  the  orange  crop  i»  Hhlppcd  In  tbe  months  of  November  and 
The  filu«  of  the  fruit  imported  aow  reached  ovor  £UOU,(KX)  aanoalljr. 


in  lis^n-'^K 
Dceotiiber. 


iJt 


IM  STEVENS    ON    STOWAGE 

of  the  deck;  which  uir*hole  is  to  be  kept  empty  and  free  of  [FRUIT 
nil  sails,  cables,  Sec*  \Viiid:aails  arc  to  be  itseil  down  such  air- holes  ;  an«l 
part  of  ihe  bulk-heads  are  to  he  rouioved  to  allbrd  vciiliktion  to  the  cargo. 
The  vessel  to  be  bciUasted  with  iron,  metal  dross,  stone,  or  shiiigle,  not 
sand,  chalk,  mud,  or  anylbiJig  prejudicial  to  fruit.  The  victuals  to  be 
cuoVed  upon  deck  uud  not  below.  The  batches  to  he  kept  open  at  all 
times  during;  the  \royagej  when  the  weather  will  admit/'  Importers  com- 
plain that  green  fruit  carjjjoes  arc  often  damaged  through  the  inattention 
or  want  of  information  of  masters,  some  of  whom  will  deliver  fruit  ia 
better  CO L^dition  after  a  passage  of  thirty  days  than  others  after  a  passage 
of  only  fourteen  days^. 

Proportionata  tonnage,  8  ton  oranges  and  lemouH*  of  10  chests  or  20 
boxes  per  ton,  will  weigh  10  toup  and  oecupy  a  space  of  Sbo  cuhic  feet  or  1  keel ; 
10  chests,  20  half-chesta;  or  30  quarter-cbestB,  go  to  a  ton.  30  RuBsian-size 
boxes  are  equal  to  20  London-size  boxfs.  Some  masters  cuknilato  that  a, 
Tessel  which  stows  18  ton  of  St.  Miehtels  will  stow  28  ton  of  Seville,  and 
8ft  ton  of  Lisbon  or  St.  Ubes*  A  scliooiier  winch  stowed  38|  ton  of  St.  Micliaers 
stowed  52  ton  of  Lisbon.  When  St.  MichmFs  oranges  pay  freight  averaging 
ilT  @  ^8  ^?  ton,  Lisbon  oranges  pay  about  M  10*. 

FroportioEate  freight.  Whm  wheat  is  freighted  at  It  ^  quarter*  oraiigea 
and  lemons  are  rated  at  12*  IJJ  \^  ton  ;  some  consider  this  rate  20  *|^ceut.  toa 
much  in  favor  of  the  wheat;  and  a  fruit  merchant  reckons  It  IP  quarter  tor 
wheat  equal  to  £IP  ton  for  St.  Alichiers  oranges.  Another  authority  says, 
when  Mediterranean  wheat  is  It  ^f^  quarter,  oranges  and  lemons  fti"e  rated  at 
8i^case,  or  12*1?' ton;  ili is  refers  to  SiciUau  cases  contaiuing  about  J,00O 
fruit.  A  box  is  two-thirds  of  a  case,  and  pays  accordingly;  a  thousand  of; 
those  cases  count  for  50  ton.  From  the  Azores  20  English  and  *10  Russtani 
size  boxes  count  to  the  ton ;  from  Spain  or  Portugal  10  cliests  or  20  half- 
chests  or  boxes  count  to  the  ton.  8  Admiralty  cases  of  lenaon  juice  or  1$ 
half-cases  1  ton. 

291     FUEL,   PATENT.     Waelich's  is  made  in  blocks  0  inches] 
long,  6  inches  broad,  and  G  inche*  thick,  and  being  thns  perfectly  cubical, 
can  be  stowed  iii  much  less  space  than  coal,  a  ton  of  20cwt.  occupying! 
only  32i  cubic  feet^  where  the  same  weight  of  coal  occupies  40  feet.     It 
is  apparent  thai  a  ship  would  not  float  if  completely  filled,  and  it  is  there- 
fore cui?itomary  to  stow  in  aolid  blocks  or  tiers  right  up  to  the  beams,  witH 
spaces  between  to  meet  the  tiim  of  the  ship.     At  Swansea,  a  shoot  with! 
an  india-rubber  base  is  used ;  through  this  it  is  shot  witli  so  much  rapidity,  j 
that  1,201*  ma  have  been  slowed  ip  24  hoare.     This  fiiel  is  much  less 
absorbent  than  coal,  and  there  is  consequently  less  danger  in  case  of 
leakage,  and  steamers  are  thus  enabled  to  carry  two  days'  consumption 
on  deck^  where  it  is  stowed  solid  —  the  sides  being  formed  in  steps,  for 
facility  of  access.     Some  kinds  of  patent  fuel  are  liable  to  spontaneous 
combustion,  hut  Dr.  Lyon  Platfaiii  stales  that  Wahlice*8  being  mnii* 


4 


STEVENS    ON   STOWAGE. 


1S7 


iiraclured  otily  from  smnll  coal  and  tar  snbsequeDtly  carbonized  [FUEL 
ill  reions,  at  ilie  hetit  of  nbout  70ff,  and  all  the  gases  which  give  rise  to 
Kpontaneaus  cniuhusiiim  being  driven  out,  any  fears  of  such  a  coniingency, 
or  of  possible  i injury  to  die  be«Uh  of  those  on  board,  may  be  discarded. 
Other  ttuthoritiei*  coruend  ihaf  if  the  blocks  are  chafed  logclhpr  when  wet, 
Bponliineous  combustion  may  ensue.  Tiie  Emigration  Board  does  not 
object  to  Warlich'Sj  Wvlam*s,  or  to  tliat  of  tlie  North  and  Sqitth 
Wales  Cumpasy,  a  ton  of  which  can  be  stowed  in  31  cubic  feet. 

FUEL,  STEAM. 

SXKRACT  FBOK  THE  *'  FlRgT  BePOUT   ON   THB  COAt,  AUtt  FuEL  BiraTEl>  TO  TOR  StMAM 

Navy,  bt  Sia  H.  Dt  La  Bechb  and  Dr.  L.  Platfaib/'  Mauch,  1848. 


FaeJ  aj.  i       _.  ,.  ^. 


•11 


o  S  o 


.2  6 '3 


1^ 


F0IL,  PATENT. 


■1^ 


Wwlich's 
roii'ft    . . 


Holland  aud  Green'i 


COAL,  WELSH. 


:  i   nhyr  ., 

It^M^U'L-U  , 

Qnktfula      , 

T    T»'H..  u  ..h  Grove 
h      . . . , 


NEWCASTLE,  Ac. 


Vh     '  Hartley  Main  ... 
Ji  I  ino%,Wt.^  Hartley 


P    .  '  ^^tley    , 

I"   -■  ■       .,  u-Ui'y     ...... 

'  .ii4tl  ILaraty    .,., 

L  -  n  aod  SJ'lnej'i  Hartluy 


G9'05 
611 
65^08 
65-8 

&i8 


53  22 

60  166 
510 

Wi*16tJ 


48*a 
50-6 
47'8 
47*7 

4iii 

i79 


72*348 

74'7.S 

68't»20 

71Vil 

81-23 


78*81 
82*72 
82'2y 
e23r»4 
81  JOT 
8^1  *8J 
8185 
&1-726 


7886 
77  11 

78*23 
78*:i6 
78711 
77»8 
78*t;7 


•955 
■817 
'918 
•918 
*7[)7 


■676 

*038 
*7ia 
'712 
•GOl 

'781 


'620 
'656 

•ait 

MiOfi 

-629 

*608 


4-4$ 

2230 
5*46 
891 

35*35 


45-98 
05  43 
£916 
40'»9 
8-1^8 
66  5*7 
4S'7i; 
28051 


61*26 
52  89 

mm 

64-27 

66'»2 
6881 
04-2» 


S2'44 
88-66 
54  41 
84*30 
B4'5G 


42*26 
42'Ofl 
48-32 
88*19 
87*23 
48-92 
fl934 
83*85 


45*80 
44*09 
4GS6 
46  96 
44-44 
45-62 
40*76 


J21I2  Spontaneous  combustion.  The  brig  Nonp<ireU  Ifft  London,  Jan- 
uary 2i»  \^bi\,  with  a  **arp)  ol  Ktna  fuel  ia  bagB,  and  wln-u  alireitst  of  Malta, 
MaxcU  7,  Uid  cargo  took  Dre  aiid  the  ship  was  burnt.  This  fuel  ia  said  {o  bo 
cotiipt^sf  J  of  rcHui^  tawd'ist,  ninl  suiiill  fon] ;  it  h  made  in  aheets  of  42  s^^uarea-^ 


STEVENS    ON    STOWAGE, 

tlie  sheet  meastmng  IfiJ  by  in|  iticliet^  and  is  adapted  for  cooking  fFUEL 
in  trencLps  du^'  in  the  groimtl.  Tlie  mftnufactiirers  allege  tlmt  it  is  not  liaMe 
to  spontaneous  combustiou.  The  lire  in  ay  hftvc  origitiatcd  ia  the  bags,  the 
csargo  baring  been  s)tipped  in  wet  weather 

293  FURNITITRE.    Bengal,  Madras,  and  BomWy  ton  50  cubic  ft, 

294  Fl'RS.  The  Russian  Company  on  the  A  moor  River,  send 
ihcir  furs  to  Sl  Petersbnrg  cliiefly  by  lund.  Those  by  ships  are  stowed 
pri«cjpally  in  ihe  *hveen  decks  covered  with  eonvas,  but  the  canvass  is 
kept  about  six  inches  from  the  top  of  the  furs,  by  pieces  of  wood,  two  lo 
three  incbts  apart,  to  secure  vcn Illation,  Iron  ships  are  not  preferred  for 
ihe  conveyar^ce  of  furs.  The  sables  most  esteemed  in  Russia,  are  those 
which  are  short  and  broad.  New  York  ton  40€uhic  feet  of  beaver,  furs, 
peltrieFi  &c* 

296  FUSTTC,  the  wood  of  a  species  of  mulhcrry  fjmwing  in  the 
lonioii  Ishmds,  Greece,  South  Amt^rica,  the  United  Stales,  ami  tlie 
West  Indies.  Fustic  sliipped  as  dnnuafjey  free  of  freiglit,  should  be  so 
Slated  in  rlie  raate*8  receipt  and  corresponding  hill  of  lading,  and  the 
qnanlity  described  at  Falras  or  any  other  Greek  port  as  a  hoat  load* 
Keir  York  ton  20cvvt,  Baltimore  2,2401b. 

206  GALANGAL;  the  root  of  the  galanga  tree  cut  in  pieces  an 
inch  long  and  scarcely  holf-incb  thick  At  Bombay  12cwt.  go  to  the 
ton  ;  in  China  13^  hags, 

207  CiALBANUM  ;  a  gpecie^  of  gum  resin  growing  near  the  Cape 
of  Good  Hope,  in  Syria  and  Persia;  from  the  Levant  it  is  brougl*t  in 
coses  or  chests,  from  100  (aj  30€lb.  each,     E  J.Co.  allows  16  cwt.  to  a  ton. 

208  GALLS  i*R  GALL  NIITS  are  excrescences  produced  by  the 
attacks  of  a  small  insect,  which  deposits  its  eggs  in  the  lender  shoots  of 
a  species  of  oak  (Qta^rcits  infeciaria  linn)  abundant  in  Asia  Minor, 
Syria,  Persia,  &c.  Gulls  are  inodorous,  and  have  a  nauseously  hitter 
and  astringent  taste*  I'hcy  are  nearly  spherical,  and  vary  in  magnitude 
from  the  size  of  a  pea  lo  that  of  a  hazel  nut*  When  good,  they  are  of  a 
blaeli  or  deep  olive  color;  their  stirfiice  is  tubercular  and  almost  prickly; 
ibey  are  iieavy,  brittle,  and  break  ivjth  a  flinly  fracture.  'J'hey  are  known  I 
in  commerce  by  the  names  of  tvhife,  tjreent  and  Mite,  The  white  galls  are 
those  which  have  not  been  gathered  till  after  the  insect  has  eaten  its  way 
otit  of  tlie  nidus  and  made  its  escape.  They  arc  not  so  heavy  as  the  others, 
are  of  a  lighter  color,  and  do  not  fetch  so  high  a  price.  The  green  and 
blue  galk  are  gathered  before  the  insect  has  escaped ;  they  are  heavier 
and  darker  than  the  former,  and  are  said  lo  aflbrd  about  one- third  more 
of  colouring  matter*    Bombay  ton  60  cubic  feet  in  cases*    A  sack  3i  cwt. 


4 


STEVENS    ON    STOWAGE. 


169 


^ 


209  GAMBIER^ an  exlmct  pr<»pnre<l  at  Singapore  from  the  uncaria 
ffambir;  in  the  island  of  Rintan;,^  lite  sliriibs  are  in  full  l)t'arinj]j  ten 
nionlbs  in  tlie  year,  bul  tluring  December  and  January  the  leaves  ciiange 
to  a  yellow  color  and  are  unfit  to  produce  ibe  extrnct;  it  is  used  as  a  dye 
and  tanning  substance.  It  ia  somt^tinics  rai^rnamed  t^rra  japonica  and 
catcli,  bm  they  are  tbe  prodiue  of  utbcr  plants,  Gatnbier  is  a  plant  of 
a  sticky  nature,  and  when  sbipped  it  sboiild  be  kept  olf  froiu  sago,  sug;ftr, 
coflee,  spiceu,  &c ;  occasionally  it  i^  paeked  in  rattan  baskets,  holding 
aboQt  I  c\n,  each,  and  somelinies  is  made  up  in  compressed  bales  21  cwt. 
each,  dunnaged  with  Malacca  and  rattan  canes.  If  freighted  at  20cwt. 
to  the  ton  the  hales  should  he  well  pressed ;  if  by  measurement  there 
should  be  ^) cubic  feet  to  the  ton;  see  catechu  and  terra japonica. 

300  A  bale  P  In  the  Court  of  Conmion  Pleas,  December  loth,  1R56» 
QoBiSiSEN  V.  pEaiN,  Accordiug  to  plniutiff 's  case,  a  bale  of  gnmbier  meant 
a  parcel,  weigliing  above  2  cwt,  wbich  had  been  compressed  by  hydraulic 
ponrer  into  an  oblong  umss,  and  was  then  bound  up  in  matting.  Defendant 
had  brought  from  Siugajiore  1,170  parcols  bound  up  in  matting  hut  not  com- 
preased.  and  wcigbiug  only  60  or  70  tb.  each,  which  be  contended  were  bales. 
The  jiuy  foimd  that  they  were  not  bales. 

301  GAMBOGE,  a  vegetable  gummy  juice  of  a  most  beautiful 
yellow  colour,  brought  chiefly  from  Cambodia.  China  hox,  1  pecul, 
measures  4*236  cubic  feet. 

902    GARLICK  and  Onions.     Bengal  and  Madras  ton  12cwt. 


» 


303  GENERAL  CARGO.  Select  the  strongest  casks,  such  as 
beer,  lallow,  &>c.  for  the  ground  tier,  and  not  dry  goods  if  it  can  be 
avoided,  reserving  wines,  spirits,  oils*  vinegar,  and  molasses  for  the 
second  or  third  tier,  to  reduce  the  pressure,  according  lo  size  of  ship. 
Although  stevedores  may  be  emphiyed,  the  attention  of  the  master  or 
mate  should  be  specially  directed  to  prevent  dry  goods,  in  bags  or  hale«, 
from  being  placed  near  leakage  goods  or  moist  goods,  such  as  salted 
bides,  hales  of  bacon,  butter,  lardj  grease,  &c ;  dry  goods  should,  if 
possible,  be  slowed  in  ibe  after  hold, 

3CM  Manufactured  goods,  dry  hides,  and  other  valuable  articles, 
should  have  dunnage,  'H  incfica  thick,  against  the  sides,  to  preserve  n 
iralcr  course.  Miseellaneous  goods,  such  as  boxes  of  cheese,  kegs  and 
tubs  of  laj'd,  or  other  suiall  or  slightly  made  packages,  not  intendeil  for 
broken  stowage,  should  be  placed  by  themselves  and  dunnaged  as  other 
goodsj  and,  if  praclicahk%  stowed  at  eaclj  end  of  ibe  vessel, 

30*5  Tea^  flour  {in  baiTels),  flnx,  clover,  and  linseed,  or  rice  in 
tierc«fSy  coffee  and  cocoa  in  bags,  should  always  have  IJ  incbcR  ot  least  of 
good  dunnage  in  the  hoitoru,  and  14  to  the  upper  juirt  of  the  bilges,  with 


IM 


STEVENS    ON    STOWAGE. 


« 


2i  inches  at  the  sides ;  allowed  to  stow  six  heigh  is  [GENERAL  CARGQ 
uf  lieiTcs  and  eigljt  heii^hls  of  hiirrels,*  All  ships  above  600  lotj  should 
have  'hvixt  decks  or  plaifarnis  laid  for  these  ciugofs,  to  ease  the  pressure. 
Caulked  'twixt  decki^  should  have  scuppers  in  ihe  ceiling  at  the  sides, 
and  2i  inches  of  dunn i^e,  laid  atliwarL-»hip  and  not  fore  and  afl-ways, 
when  in  bugs  or  sacks,  and  when  in  hoxes  or  casks  not  leng  than  1  inch. 
When  niats  can  be  pro  cured,  they  should  be  used  at  the  sides  fur  tea,  &c. 
Such  articles  as  guano,  superphosplmtej  bone  dust,  &c»  ought  not  to  be 
fibipped  with  a  general  cargo  of  dry  goods.  In  carrying  general  cargoes 
from  ports  where  there  are  no  fixed  rates  like  the  Mediterranean  and  the 
Baltic,  the  best  nay  to  decide  uj>on  the  freight  due  is  to  reckon  how  much 
freight  a  full  cargo  of  the  standard  ariicle  ni^uicd  in  the  charter,  say  wheat, 
would  produce,  and  take  that  as  the  amoant  due  on  the  cargo  actually 
shipped. 

306  West  India  Cargoes  shotxld  have  at  least  6  inches  dunnage  on 
the  flat  bottoiM,  and  9  on  the  bilges,  three  beds  under  each  sugar  hogshead, 

k%nd  two  under  each  cask.  Casks  of  ram  and  mola&ses,  with  bungs  up, 
I  to  be  well  bedded  and  quoiued  olV,  slowed  bilge  free,  and  well  chocked; 
on  no  account  to  exceed  four  heights  of  riders.  To  be  careful  not  to  stow^ 
mm,  molasses,  or  other  liquids,  on  coffee,  or  any  uther  goods  liable  to  be 
damaged  by  their  leakage.  If  coflee,  pimento,  or  otljer  goods  in  bags, 
should  form  pan  of  tlie  cargo,  ihey  may  be  eiihcr  stowed  in  a  vacancy  by 
tliemselvcs,  or  on  the  other  cargo,  provided  the  cantlines  of  tlie  casks  be 
well  filled  with  wood,  &c.  to  prevent  the  bagB  from  being  chafed  by  the 
working  of  the  casks  at  sea.  Should  the  whole  cargo  be  in  bags  (say 
coffee),  staves  or  matting,  or  both,  should  be  placed  all  the  way  up  the 
sides,  round  the  pump- well,  masts,  stanchions,  &c.  If  a  vessel  have 
the  lower  deck  laid  and  caulked,  it  will  be  necessary  to  dunnage  it  also. 

307  In  slowing  a  ship  of  500  ton  register,  o.m.  having  a  beam  of 
about  35  feet,  with  a  fidl  cargo  of  BUgar  in  hogsheads,  the  following 
cou  rs  e  h  as  be  en  obsen-  e  d  ad  v  an  lage  o  u  s  1  y  fo  r  m  a  i  ly  y  e  ars .  L  on  g  w  oo  d  e  n 
lioops,  laid  atbwartships,  so  as  not  to  impede  the  molasses*  drainage, 
receive  12  to  14  lancewood  spars  fore  and  aft.  Commence  the  ground 
tier  by  placing  the  midship  hogsheads  alongside  the  keelson,  fore  and 
ftfl;  next  lay  a  row  of  hogsheads,  burton  fashion,  from  abaft  the  after 
batch  to  before  the  fore  hatchway,  round  those  previously  laid  amidships; 
then  fill  up  the  wings  by  laying  a  row  fore  and  aft,  well  on,  which  com- 
pletes ibis  tier.  Next  tier,  all  fore  and  aft,  then  begin  to  peak  up  to  the 
deck  at  both  ends.     Third  tier,  square  up,     Founh,  burton  fashion  from 


•  Another  aathority  coOBi'lcra  that  foor  heiglita  of  fieeds,  &e.  In  tLeroes^  »id  Ato  oI 
flour  in  hiurels,  h  ftutWeitjnt,  hut  n4dj<  that  where  small  hattenst  are  laid  fktro*m  %  great  relief 

of  prMftUTA  WUI  «QBUC. 


STEVENS    ON   STOWAGE, 


191 


the  after  part  of  llie  main  batch  la  the  after  part  [GENEEAL  CABGO 
of  tlie  r»re  Iiatcbway  ;  the  reniaiinler  fore  and  aft,  Btlween  tbe  beams, 
bnrlon*  In  llie  'hvtien  tiecks  piiticU<?on3  of  mm;  all  ll^e  wing  cask§, 
bartoHj  from  the  nfter  juirt  of  ihe  main  hatch  to  the  risinn^  of  the  fore- 
castle deck.  All  the  rest  fore  and  aft.  Pimento  and  ginger  on  the  rum, 
but  out  of  the  way  uf  deck  leakages  from  the  walenvays^  vrindlass, 
stanchions,  ike*  The  ca^ks  of  mm  must  be  chocked  and  bedded  with 
_«ofi  wood.  The  bilges  of  the  casks  to  he  free  and  bungs  up;  hanging 
Barrels  of  ginger  must  be  on  their  beads. 

The/oUouring  U  abridged  from  Mufpky'g  United  States  Navtkal  Eoutme : 

308  Liverpool  cargo.  In  the  fall  of  the  year,  ahoiit  150  or  200  ton 
of  coal  are  levelled  fore  and  alt  in  the  bottom,  Then  a  proporlionate 
quantity  of  pig  or  bar  iron,  with  strips  of  board,  at  intervals,  to  prevent 
Uie  iron  from  burying  itself  in  the  coal.  Crockery  in  the  wings,  fore 
and  aft.  In  the  after  hold,  articles  of  particular  value ^  such  as  cloths, 
laces,  monsseline  de  laines,  and  other  dry  goods,  with  plenty  of  dunnage 
and  chocks,  not  only  against  leakage,  but  to  prevent  chafe — an  injury 
worse  than  any  other,  [n  the  fore  hold  and  the  forward  part,  **  rough 
freight/'  such  as  crates  and  hogsheads  of  stone  and  earlhenware,  chocking 
and  dnnnaging  all  safely.    Sacks  of  Milt  in  the  main  liokl,  near  the  centre^ 

lew  Orleans  cargo.  If  liqiud?;,  such  as  oil,  brandies,  cider,  vinegar, 
c.  place  tlieni  on  the  ballast  in  the  after  hold,  with  bales  and  cases  of 
dry  goods  overt  Tn  the  main  hold,  hardware,  S;c,  Fore  hold,  or  all 
forward,  rnngh  freight,  such  as  hogsheads  of  light  hardware,  crates  of 
crockery,  casks  of  oil,  &c,  chocking  and  dunnaging  in  a  proper  manner. 
French  Goods  require  great  care;  dunnage  at  least  12  or  14  inches  high 
over  the  floor  heads,  Stow  the  cases  in  the  after  part  free  from  the  wings, 
masts,  pump-well,  &c*  protected  at  every  point  from  contact  with  moisture. 
Bii-^kets  of  champagne  and  other  light  wines,  being  less  valuable,  are? 
|ihvced  separately,  to  prevent  leakage  on  silks,  laces,  8tc, 

For  pa^enger  ships,  emigrant  aud  troop  ships,  see  the  letter  p* 

309  GENERAL   SHIP.    A  vessel  engaged  lo  convey  to  a  certain 
"port  or  ports  of  dealiuation,  the  goods  of  various  merchants  unconnected 

%viih  each  other. 


310    GINGER  is  packed  at  Calcutta  in  bngs  of  1  ewt«eacb,  and  is 

Dneralty  used  for  broken  stowage  for  dry  cargoes  such  as  lacs,  indigo,  &c. 

'and  over  casks  of  ruin,  &c.    It  is  shipped  all  the  year  round*    Some  comes 

from  Cuba,     Bengal  ton  1*2  cwt.  in  bags,  Madras  and  Bombay  12  cwt. 

ID  bags,  50  cubic  feet  dry  in  cases.     A  bag  of  Jamaica  about  1  cwt, 

fiarbadoes  1  i  cwt,  and  East  India  1  cwt. 


I» 


STEVENS    ON    STOWAGE. 


31 1  GLASS.  Crates  of,  should  be  packed  perpendicularly  hy  eiich 
oilier  nrjfl  ftrmly  wodged  together^  so  iljiit  iLe  glass  will  iiot  talk  or  sound 
when  ihe  ship  roUs,  Keep  ut  a  disiQiict  from  salt  or  wet,  or  the  straw 
will  rot  anil  breakage  ensue*  In  loading  or  discharging  book  the  crates 
at  each  end  and  not  across.  When  stowing  with  coal  it  should  be  care- 
fully trimmed  into  ibe  canta  or  eods  of  the  crates  j  other  goods  are 
preferable,  as  coal  soils  the  crates.  More  damage  is  usiiall}^  done  in 
receiving  and  delivering  than  during  the  voyage;  ibe  outside  table  is  the 
one  most  frequently  broken.  Ma^sters  should  refuse  crates  of  glass  or 
bottles,  if  the  straw  is  wet,  for  breakage  will  inevitably  ensue.  The 
specific  gravity  of  crown  ghiss  is  2  520,  green  2^642,  flint  2-760  (5;  3*000, 
and  comnioii  plate  glass  2 '760.  A  cubic  foot  of  crown  156tt>j  green  169, 
flint  187,  and  plate  170tb. 

Tonnage,  &C.  A  keel,  850  cubic  feet,  consists  of  forty  18-table  cratas 
41  ton;  iifty  15-table  5  ton;  or  sixty  124able  54  ton.  A  stono  of  glass  weighs 
G  tb,  a  seam  is  24  stone^  or  120  lb. 

312  Boxes  of  German  sheet  should  be  stowed  on  their  bottoms; 
about  40  of  these  boxes  go  to  the  keel  of  8.i>0  cubic  feet  or  4t  ton  weight. 
Plate  Glass  is  packed  in  cases  ;  i!ie  chief  cause  of  breakage  arises  from 
their  not  being  stowed  with  their  proper  edge  up,  as  marked.  When  not 
marked  they  are  safer  on  their  edges  than  on  ibcir  flat.  Great  care  must 
be  observed  when  slinging^  especially  before  the  cases  are  fastened  in 
the  slings  and  when  they  are  passing  the  combings  of  the  hatchway,  in 
loading  or  unloading,  Silvered  glass  muat  be  kept  ofl'  from  eveiy thing 
of  a  damp  nature.  A  superficial  fool  of  plaie  glass,  one-tenth  of  an  inch 
thick,  will  weigh  lit), 

313  Giaas  Bottles,  green  or  black,  when  laden  in  bulk  on  coal,  the 
*  latter  requires  to  be  levelled  as -smoothly  as  possible,  and  tlie  large  knobs 

thrown  fore  and  aft.  Place  a  plentiful  bed  of  straw  on  the  coal  and 
wedge  the  bottles  so  that  they  will  not  talk  when  the  sliip  moves.  The 
tnanufacturer  sends  an  experienced  band  to  stow  the  bottleSj  and  the 
master  one  of  the  crew  into  the  lighter,  as  with  earthenware.  When 
empty  bottles  or  bottled  goods  arc  packed  with  straw,  it  is  liighly  neces- 
I  sary  that  before  signing  bills  of  lading  the  master  should  know  that  the 
straw  is  perfectly  dry,  or  breakage  will  certainly  ensue, 

Tonnaga,  freight,  &C,  100  gross  of  quarts,  (^  per  gallon,  10  Iti.  weight 
per  dozen,  in  bulk,  10  ton  ;  2C0  gross  of  piuts,  1-2  per  gallon,  11  lb,  weight  per 
dozen,  in  bulk^  11}  ton  ;  or  80  crates  bottles,  in  J  cubic  feel  eo-ob*  10  ton,  go  to 
a  keel  or  S5fHcet*  When  wheat  is  I;*  t^tjuarter  freight,  bottles  0  to  the  gallon 
are  rated  at  llj^i  ^ gross,  and  in  crates  U21J. 

314  GLOVES,  especially  those  of  ibe  finer  and  more  delicate  kinds, 
are  liable  to  injury  through  dampness  even  ^vhen  packed  in  bales  or  chestsj 
se*j  bales  sec.  30,  page  78,    A  dicker  is  10  dozen. 


4 

I 


J 


STEVENS    ON    STOWAGE. 


lJj:i 


R 


315  GOLD.  When  slnpping  at  Melbourne,  and  ilir  cari^u  is  nearly 
cutiipkte,  ibe  masler  atlenJy  at  ibe  tlidl'rciit  bank:*  ciuily j  at  aUiwd  bi>urs, 
til  isec  tbe  gi)bJ  wt'igbed  ;  tiftcr  wbieb  iL  h  placed  in  mncill  yLroii^  u'm>deu 
boiecs,  made  fur  ilie  pnrpnse,  b<ddiri*;  generally  1,000  ojs.  eacli ;  ibey  are 
ifcrewed  down  in  bis  presuiK-e,  seabul  with  liis  seal,  and  tliat  of  tbe  bank, 
ivliere  the  boxes  remain  niilil  a  day  or  tvvt>  prevkuis  to  sailing,  when  all 
U  taken f  at  an  uppoinli^d  huiir,  li>  a  sittanvbtial  provided  by  ilie  nnister, 
and  conveyed  in  the  ship.  Occasion  ally  an  a^^ent  attends  at  tbe  banks, 
and  sees  the  gold  weighed  and  sealed,  and  otherwise  acts  for  the  maaier, 
if  ii  ia  not  eLmveiiicnt  for  him  la  atienti ;  biU  tbe  master,  bt-lng  tbe  re-i 
sponsible  party,  sbtmld  pi t^fer  acting  birluniRtif.  As  the  gold  comes  ovef 
the  gangway,  tlie  chiff  m^ite  takes  tl»e  ordinary  accouni,  and  it  is  then 
ranged  along  the  cnddy  deck,  wbere  it  is  again  counted  as  il  gtie«  down, 
and  alio  as  it  goes  Into  tlic  safe ;  when  deposited  and  the  safe  locked, 
the  key  h  delivered  to  the  master.  Usiially  tbt-  nicKst  truslworthy  ofljcers, 
petty  uflieers,  qnarler  itiaster,  ficc.  are  selected  for  this  duly;  the  searncn 
are  employed  in  other  parts  of  tbe  ship  and  aloft.  Anulbcr  anthority 
fiays,  there  are  two  ki^ya,  one  in  charge  of  the  master  the  other  of  tbe 
male,  until  all  the  gold  is  deiiosited,  when  ibc  maie*8  key  is  delivered  lo 
ihe  niahler,  who  places  a  seal  on  the  key-bole,  and  n^aken  periodical  in- 
specliontj  v\'  tbe  safo  on  the  passage  borne,  AgenLs  from  the  banks  come 
with  the  gold  and  prei^ent  their  billb  of  lading  to  the  master  for  hh  sig- 
nature;  the  stemm  boat  remaining  alongside  until  all  in  complete^  wheii^ 
wUb  the  bills  of  lading  signed,  they  return  ush(U"e  in  her. 

31 G     Where  ships  are  not  provided  wit!i  sirong  chests,  a  *'sloyv  bole*' 
U  sometimes  left,  in  which  tbe  gold  is  placed,  and  tlien  bnried  with  bales 
of  wool  or  other  bulky  goods.    Tlie  gold  ought  to  be  placed  wbere  no  one 
but  a  trustworthy  oHicer  has  any  bu>iiies6  to  go,  and  llie  chests  and 
faiteiJings  should  be  occasionally  examined.     On  arrival  in  tbe  London 
ducks,  and  when  iilongside  the  (|uay,   the  i^afe  is  unlocked,  and  ihe  gold, 
passed  into  the  cuddy,  where  it  is  counted  as  bebne.     It  i^  then  put  intol 
a  carl  or  wagon,  in  charge  of  the  master,  whose  re8]>onBibility  does  not  I 
ceaae  until  it  h  safely  lodged  in  the  bank*     In  Sydney  also  the  master 
ur  an  authorised  person  from   ibe  office  of  his  agent,  sees  ihc  various 
parcels  weighed,  packed,  and  sealed  with  the  seals  of  ibe  shipper  and 
master.     The  bilU  of  lading  wiibout  the  clause  "  weight  and  con  ten  13 
unknown/'  and  bearing  in  the  margin  an  impression  of  tbe  shipper's  seal, 
are  then  and  there  initialed  by  the  master,  so  that  he  may  identify  lliem. 

317     Some  masters,  when  hoisting  money,  plate,  or  other  valuables, 
on  Ward,  atiach  to  the  boxes  a  buoy  having  a  buoy-rope  corresponding  J 
in  length  with  the  depth  of  the  water  alongside,  so  that  if  anyihing  givci* 
way  the  box  can  be  recovered*     For  boxes  of  treasure  btrong  nets,  say  of 
2-inch  rope,  are  very  useful  and, safer  than  slings. 

SB 


104 


STEVENS    ON    STOWAGE. 


318  On  tbeWest  Coast  of  Africa  gold  dust  is  usually  [GOLD 
packed  in  bags,  or  small  cases;  sometimes  four  or  five  bngs  are  pjicked 
in  a  case;  in  sailing  ships  it  is  often  stowed  abaft  ibe  ruilJer-case. 

319  In  conveying  Croxvn  Trtjasure  ibe  Admiralty  allows  fi»r  600 
leflj^^uee  i  ^  cent;  above  that  distance  1  p  cent;  belonging  to  otber  par- 
lies, gold  o»  jewels,  under  600  leagues,  jp-cent;  under  2/00  leagues, 
1};  above,  U;  silver,  under  600  leagues,  US' cent;  under  2,000  leagues, 
\i;  and  above,  2  jp- cenL  Sucb  freigbts  sball  be  payable  clear  of  all 
deduction  whatsoever;  and  il  sball  be  stijmlaled  in  ibe  bill  of  lading  tlial 
tbe  captains  and  commanding  (jJIicers  sliall  not  be  liable  to  any  expenses 
altending  sbijvmcnt  notil  tlie  same  sball  be  safe  alongside;  and  ibeir 
liability  ceases  immediately  tbey  have  landed  tbe  trea5ure  at  the  destined 
port.  Gold,  silver,  di anion ds,  watches,  jewels,  or  precious  stones,  may 
he  landed  on  Snndays;  see  landing*  There  is  an  important  clause  (503) 
in  the  Merchanl  Shipping  Aci,  1854,  which  limius  ihe  liability  of  owuer», 
in  regard  to  i;old,  silver,  diamonds,  watches,  jewels^  &c. 

Claoso  503.  **  No  owner  of  any  aoa-goitig  ship*  or  shave  therein,  ehall  bo 
liable  to  mfike  gnod  any  loss,  or  damage^  tlml.  niay  happen  witliool  his  ucttaal 
fault,  or  privity  of  or  to  any  of  tbo  following  ihiuga  ;  that  is  to  say: 

(1)  Of  or  Uj  nny  j,'tjods,  merchandize,  or  otber  lliings  wJmtwoever,  taken 
in  or  put  on  board  any  such  sliip,  l>y  rtiason  of  any  fin*  hiip|ipiiing  on  lionrd. 

(2)  Of  or  to  any  gold,  silver,  diamonds,  watehes^jewels,  or  precious  stouos^ 
taken  in  or  put  on  board  «oy  sucb  ship,  by  reubtoii  of  nny  robbery,  embezzle- 
ment, making  away  with,  or  aecretiog  thereof,  unless  the  owner,  or  bhipper 
thereof  has,  at  llie  time  of  shipping  the  same,  inst^rted  in  his  bills  of  lading. 
or  otherwise  declared  in  writiug,  to  the  ru aster  or  owner  of  such  ship,  tlie  true 

.nature  and  value  of  such  articltfs. 
To  any  extent  wliatover/' 

330  Bill  of  ladiBg.  CoTut  of  Exeheipier,  June  KHh,  lH5fi,  Williams  if. 
Afrtcax  STKA^r  Navjoation  Co.  an  actioti  wui  lnought  to  rei  ovilT  llie  v.dueof 
a  (pianiily  of  gold  dost  shipped  from  t!ie  coast  of  Africa.  Th^  tpi^stion  raised 
was,  whether  the  defendants  were  exempt  from  liahthtv  uudor  the  above  section, 
which  requires  that  io  eeilain  cases,  such  as  ttie  sliippiug  of  gohh  tho  ship- 
owner Bhall  not  be  liable  for  loss  unless,  at  the  liuie  of  sbij>u»etit,  the  owner 
shall  havt>  declared  I  he  niitnre,  Quality,  and  value  of  the  urticle.  f  ii  the  present 
case  the  bill  of  lading  si>i>eified  the  shipment  of  '*  iibout  1,100  oisuces  of  gold 
du^t,  value  iinkuowu/'  The  Court  Uoid  that  the  re-pii'^itts  of  tin'  net  bad  not 
been  fuUilled  by  plamtitT,  and  that  tlefeiidant  was  llrerefore  t  x^mpt  tVoin 
Hahiliiy.  It  might  be  that  tbe  qmility  and  nature  of  tlie  gold  [m\  been  sufti- 
ciently  speciJied,  but  it  was  clear  that  the  vahie  had  been  left  a  j>  jcfetrt  blank. 

Freight,  weights,  &C.  Bullion  h  freiglited  from  Bombny  @  I*  cent.  Gold 
is  weighed  in  Bengal  hy  the  ncllo  0'2H  grains;  Pondiehcrry  h  ifiT  gritins; 
Biogapore  bunkal  8M:2 ;  Madngascar  uanke  5,  and  van  ;l(^ grains,  the  val  wal 
isifflriftble — Bombay  4175,  Aujar  51i,  Delhi  5  63,  and  Hurat  ri  ^511  graius ; 
100  gouze  ^  I  tola;  Spaaish  tonin  for  gold  8*675,  and  for  sUrer  0*245  grains. 


STEVENS    ON    STOWAGE. 


im 


321  GOOD  FRIDAY.  In  France  and  oilier  countries,  where  ihc 
Diertbant  rtrqiiiivs  a  ship  to  be  laden  or  dischargotl  oti  Good  Friday,  and 
the  authorities  i>f  the  port  do  not  pvohil)it  it,  the  ^liip  is  liable  for  refasuJ, 
and  the  ship  cau  cluiiu  on  ihc  trages  of  such  of  the  crevF  as  refuse. 

322  GRAIN  ani>  CORN.  Gmn  is  described  as  being  ihe  small 
seed  of  any  kind  of  grass,  eliiefly,  however,  cereals,  which  are  the  grasses 
proJiicinf;  bread  corn,  and  are  ihe  object  of  coiuinuuns  culture  for  food^ 
Oft  wheat»  rye,  barley,  maize,  oaLs,  rice,  and  millet*  Com  is  the  goncriil 
commercial  name  for  the  grain  or  seed  of  plants  used  for  human  food. 
In  England  the  bread  corn  is  chiefly  wheal;  in  the  United  Slates  the 
name  corn  applies  especially  to  maize;  iu  Scotland  il  is  given  to  oats 
before  they  arc  ground;  and  tn  Sweden,  Iceland,  &lC.  it  denotes  barley. 
Another  authority  says  ihc  two  terms  corn  and  seed  include  all  cereal 
produce  except  rice.  Peas  and  beans  are  termed  Pulse;  linseed  and 
rapesecd  are  Seeds;  granj  is  a  common  name  in  India  for  several  kinds 
of  pulse,  of  u'hich  fur  freiglu  -JOcwt*  go  to  a  ttni.  For  oats  and  rice  see 
ibe  articles;  for  aniseed,  canary,  clover  seed,  coleseed,  colza,  cummin 
fteed,  fennigurric,  Hnseed,  millet,  oil  tieeds^  P"ppy,  rape,  teel,  &c.  see  the 
article  seeds.  By  27  Vic.  cnp.  18^  May  13,  l^<G4,  an  import  duly  of  three 
pence  per  cwt.  is  levied  on  wheat,  barley,  oats,  rye,  beans,  maize  or  Indian 
com,  buck  wheat,  and  bear  or  bigg, 

323  A  d  ue  k  n  o  w  1  eti  ge  0  f  I  h  c  season.^  o  f  .sh  ip  m  en  I  q(s  uch  an  i  m  port  an  t 
article  as  grain,  is  of  the  uhnost  consequence  to  a  master,  especially  when 
it  happens  thai  he  is  in  a  strange  and  perhaps  distant  jwrt,  where  he  may 
be  tempted  to  load  his  ship  xviih  some  other  goods  at  a  comparatively  low 
rate  of  freight,  under  the  impression  that  a  cargo  of  grain  can  be  readily 
obtained  nt  the  jmrt  o(  dlschargi\  Generally  speaking,  grain  may  be 
thipped  all  ilie  year  round,  but  this  statement  is  likely  to  lead  an  in- 
expcriencLd  person  into  difhculiies.  Akhough  it  is  true  that  grain  is  an 
article  which  can  be  8hipj>eil  at  all  seasons,  and  is  shipped  from  certain 
pons,  called  oj>en  ports,  more  or  less  throughcml  the  year,  yel  the  quantity 
iQuet  be  governed,  to  a  certain  extent,  every  where,  by  the  season  oj  the 
ban'est  and  by  the  amount  produced.  There  are,  however,  otiier  causes 
which  poiisess  great  control  over  shipments ;  the  chief  one  is  the  closing 
of  certain  ports  by  ice  in  the  cold  season.  Another  great  governing  cause 
ia  the  slalf  i>f  the  maikcts.  After  a  wet  harvest  or  gathering  time,  grain 
way  be  quite  unfit  to  ship  unless  kiln-dried,  or  after  the  winter* 

324  Bitiiic  shipments  from  Rtya  commence  when  the  navigation 
opens  in  May,  and  continue  to  its  close  in  October.  PeUrnburg  and  the 
other  higher  poris  elose  earlier  and  ojK^n  later  than  the  lower  ports.  The 
tiavigniion  sii  Cronsfadl  (Petershnrtf)  is  not  open  until  Jntiej  and  closes 
in  Novembtr.  Archangd  shipments  are  made  only  during  the  sutntacr 
montbfp  say  June,  July,  and  August. 


STEVENS    ON    STOWAGE. 


32*5  From  the  Dannhe,  Gahiz,  and  Ibrai!^  exports  lake  [GRAIN 
place  iisimlly  trom  April  ki  DeceijiLt^r  inclusive;  the  Sulifta  month  of  [he 
Danube  is  open  longer.  The  St'ti  of  Azof  is  siniihir  to  t!ie  Danube.  The 
port  of  Odemi  is  usually  frozen  for  two  months  he  I  w  ecu  December  and 
March ;  in  mild  winters  ihere  is  no  ice  in  llie  port*  Jn  the  Delta  of 
Eififptt  wheat  and  burley  are  quite  ripe  In  May;  the  produce  of  the  field 
there  arrives  at  maturity  generally  a  mouth  later  than  in  tfpper  Egypt. 
Durrah  (mrghttm  vuhjore)^  the  jc^ain  on  which  the  natives  ehielly  subsist, 
and  millet,  are  sown  later  and  gathered  earlien  There  is  nu  winter,  so  to 
say,  in  Egypt;  the  seasons  are  governed  by  the  state  of  th(?  NUe,  and 
are,  theref<u"Cj  the  inundation^  spring,  and  harvest-  Tlie  maximum  rise 
of  the  Nile  occurs  about  the  second  week  in  September;  by  the  middle 
of  Xaveniber  ihe  river  has  returned  to  its  old  bed,  E/sports  from  Alex- 
andria lake  phice  chiefly  in  November,  December,  and  Jannary, 

326  In  Nriv  Hruaswlck  iiatSj  wheat,  and  other  cereal  grain  are  ready 
for  the  sitkle  in  SejUcmher  and  are  generally  see u red  before  Oetober. 
The  avenige  interval  between  the  eailieiit  sowing  and  latest  ploughing, 
nr  mean  len;5lh  of  summer,  is  Gmonlhs  22  days.  The  best  wheat  grown 
in  Restigonche  weighs  sometimes  651t>.  {p- buf^bel ;  barley  56  tti;  black 
oats,  4011);  and  white,  47tb.  p  bushel.  In  Eastern  (lower)  Canada  the 
mean  range  of  the  thermometer  for  June,  July,  and  August,  ja  IT  57'j 
for  the  winter  months  I  T  2a'.  In  Wci^lern  (ujiper)  Canada  7T  37'  and 
22  49 ,  The  ]>orts  of  Qaeiffic  and  Monfreai  are  open  from  May  lo  Oc- 
tober and  November,  Montreal  is  the  chief  port  of  shijmient  during 
the  above  periods,  but  when  ice  closer  its  navigation,  grain,  flour,  &c.  is 
conveyed  \*y  rail,  either  to  Portland  or  to  BoMon,  for  shipment. 

327  Itetween  the  months  of  November  and  April,  when  inland 
navigation  by  hike  and  canal  is  usually  closed,  the  yhipments  of  grain 
from  A>ir  York  are  not  extensive;  considerable  quaniities  are  then 
lirougbt  to  the  city  by  rail  coastwise.  About  the  end  of  April  and  the 
be;^innirig  of  May,  dealers  me  very  butty,  and  by  ihe  middle  and  end  of 
j\lay  ocean  shipmefUs  cooiuience.  Canal  navigation  to  New  York  is 
generally  closed  in  the  f'rst  week  in  October,  but  sometimes  not  until 
ihe  middle  of  November ;  and  is  opened  in  May  or  earlier,  if  praeticable. 
The  navi;ration  b>  canal  is  very  extensive,  and  in  order  to  prevent  canal 
boats,  ^c.  trom  being  frozen  in,  it  is  necessary  that  all  should  be  out 
beftue  the  gates  are  closed  ;  lliis  practice  involves  an  occasional  loss  of 
several  dav-*^;  each  end  is  closed  on  the  same  day, 

328  In  the  Western  Province  of  the  Cape  Colomj,  during  the  winter 
tnonihii  (.lune,  July,  and  Airgmst)  tlte  prevalent  winds  are  from  north  and 
north-west^  and  somh-wesl,  and  are  generally  accompauied  by  rain;  the 
north-west  wind  is  dan;^erous  to  the  sliijjping  in  Table  Bay.  South  and 
soulli-easl  winds  usiitdly  prevail  during  the  summer  months  (December, 


I 
I 


I 


STEVENS    ON    STOWAGE.  197 

January,  and   February )>  whii'li   oficn  bring  rain  in  the     [QHAIH 

Eastern  cMvision  of  tbe  Colony.      In   Cnpe  Town,  wheat  is  usually 

brought  to  ninrket  in  llie  nurnlhs  of  Jaiiimry,  Ffhruary,  and  March. 

Much  speculation  occurs  ai  this  period  in  the  purchase  of  wheal  for  the 

purpose  of  storing  for  rc-sale  at  the  close  of  the  year,  prior  to  the  arrival 

of  the  Dew  wheat  in  the  market.     The  export  of  wlieat  is  very  small ;  it 

L*8  occasionally  (^vith  oats)   to   the  Manritjris.     Large  quantities  of 

iheat  and  bread  etuH's  are  received  annnally  from  Van  Dieman's  Land, 

SetJgal,  and  from  America  and  California  in  the  shape  of  rask  Hour. 

'Some  fine  white  wheat  from  the  Cape  hns  weighed  62  (ff'6311x  ^hiisheL 

329  In  the  East  Indies  the  south-west  or  rainy  monsoon  extends 
from  May  to  October*  The  oorth-eaat  or  dry  fine  mnnsoon  blows  from 
October  to  May.  The  principal  time  for  shipping  old  seeds  is  during 
the  latter  end  of  the  rainsj  about  October.  East  India  wheat  is  very 
8Ui»ceptible  to  weevil  from  its  dry  nature  and  the  beat  of  the  climate;  it 
is  rarely  brought  to  England, 

330  In  Atisfmiia,  according  to  one  authority,  summer  extends  from 
December  1st  to  January  28th;  mean  heat  80°  at  noon;  the  autumn  is 
in  March,  April,  and  May*  Another  authority  says,  in  South  Attstralia 
the  summer  months  are  November,  December,  JanuarVi  February,  March, 

rid  April.  February  is  the  hottest  month.  On  the  plains  of  Souih 
Australia  the  wheat  harvest  commences  in  November,  but  in  the  hilly 
districts  not  until  December  or  the  beginning  of  January.  At  Adelaide 
tbe  ]iar\*est  is  in  January ;  the  chief  exports  thence  are  made  two  months 
later,  say  in  March,  chiefly  lo  Melbourne,  Sydney,  and  the  Mauritius, 
both  wheat  and  (lour;  a  ton  is  4o bushels;  the  J^our  is  considered  the  best 
in  Australia.  Wheat  from  AuslroHii  to  England  forms  usually  only  a 
|K»riion  of  the  cargo;  it  is  generally  in  bagi,  slowed  near  a  hatchway 
wbicb  is  opened  in  the  tropics  lo  let  ofl*  tlie  damp  air  generated  on  the 
passage  to  Ca])e  Horn.  In  Tasuuima  summer  commences  about  Novem- 
ber, autumn  in  Feliruary,  winter  in  ^lay,  and  the  spring  about  August 
December  21st  is  ihc  longest  day.  At  Christmas  the  tliermometer  in  ibo 
parlour  frequently  stands  at  70".  By  the  Colonial  law  a  market  bushel 
of  wheat  is  fixed  at  tlOtti;  it  frequently  weighs  C5Hj.  and  sometimes  7(Hh; 
by  the  same  law  oats  are  hon2;ht  and  sold  at  40It).  t<j  the  bushel ;  they 
have  weighed  401b,  In  Jstew  Zealand  spring  begins  in  August,  summer 
in  November,  autumn  in  April,  and  winter  in  June.  Tiie  days  of  summer 
are  two  hours  shorter,  and  *if  winter  two  hours  longer  than  in  England. 
Al  Attckland  tbe  mean  temperature  in  January  is  6i/'3',  and  hi  July  49" 5'. 
^€U?  Zealand  exports  poiatues,  Tasmania  exports  giain  and  potuuies  to 
tlie  other  colonies,     Virioria  and  New  South  U'afcs  import  grain,  &c. 

331  At  San  Francisco  the  wet  season  extends  from  tbe  middle  of 
November  to  the  middle  of  May  ;  the  dry  from  the  middle  of  May  lo  ihc 


198 


STEVENS    ON    STOWAGE. 


tiiidclleor  NovemlMr.  The  dry  season  commences  earlier  in  [GRAIN 
the  Souih  anil  contiiiiiea  longer.  In  sitmmer  the  temperature  suiiietimes 
reaches  1 10";  in  ihe  rainy  season  it  seldain  falis  below  41)^  8a(i  Fran- 
cisco ^vheat,  wLile  especially,  is  generally  of  a  very  fine  qtiality  and  of 
good  weigh  I ;  samples  of  two  seasons  from  consignments  to  England 
weighed  each  6511j. 

332  The  wlieat  harvest  on  the  west  coast  of  South  America,  thai  Is 
for  Chilly  is  in  Ftd^ruary,  and  llie  pnncijjQl  shi[)ping  ports  are  all  south 
of  V^alparaiso,  viz ;  Conjilitncion,  in  lite  river  Maulu,  Tome,  Penco, 
Lirquen  and  ConcepcJon  in  the  hay  of  Talcahoano;  these  latter  places 
also  supply  the  hulk  of  the  flour  to  all  parts  of  the  west  coasL  There  is 
little  or  no  flour  shipped  at  rafparaho  itself,  unless  transhipped,  as  all 
llie  mills  are  in  the  neighbourhood  of  Concepcion.  A  fine  description 
of  red  wheat  is  shipped  at  a  place  called  Tscapilla,  between  Valparaiso 
and  the  river  JMaule.  Chili  wheat  is  very  dry  and  weighs  heavy  per 
bushel,  but  it  is  liable  to  weevil,  especially  on  long  voyages. 

333  Maize  in  the  Untied  States,  is  planted  about  the  middle  of 
May;  in  Me^iico  the  seed  time  is  from  June  LStb  to  August  31sL  In 
warm  climates  Millet  is  usually  sown  in  May  and  J  one. 

334  As  the  freight  of  grain  is  in  many  cases  governed  by  the  weighty 
it  is  very  necessary  that  masters  should  ascertain,  before  chartering,  if 
possible^  the  weight  of  the  cargo  oJlVred.  This  can  be  ascertained  by  a 
knowledge  of  the  average  weight  of  a  bushel;  the  table  of  weights  per 
bushel  which  is  at  the  close  of  this  article  may  be  useful.  The  duty  on 
grain  and  pulse  is  now  levied  in  England  on  the  weighty  and  not  by 
measure  as  formerly  ;  there  is  a  tendency  to  charge  freights  by  weight 
also,  the  quarter  being  reckoned  at  from  480(aw504lh.  All  American 
and  Canadian  wheals  arc  freighted  at  (iOlb,  ^  busLeL  The  Admiralty 
buys  at  that  rate,  refuses  all  below  tSOIb,  and  pays  additional  for  the 
overplus.     There  are  eight  bushels  in  a  quarter* 

335  The  stowage  of  lOU  quarters  of  wheat  is  considered  as  about 
equal  to  21  ton  of  coal ;  this  is  at  ihc  rate  of  4  J  quarters  to  a  ton  ;  4| 
quarters  is  a  safe  calculation  fur  ordinary  shlp*^,  reckoning  wheat  at  60  lb. 
per  bushel.  A  good  carrying  ship  will  slow  50  @  60  quarters  barley  to 
every  10  ton  dead-weight.  Taken  as  a  dead-weight  cargo  the  quantities 
of  grain  which  can  be  carried  by  various  ships  of  certain  stated  dimen- 
Bions,  are  recorded  incidentally  in  ibis  work,  under  the  heads  of  several 
diflerent  arlicles,  for  which  see  the  index.  Further  information  hereon 
will  be  found  towards  the  close  of  this  article, 

330  Before  engaging  to  load,  a  master  should  consider  if  his  vessel 
ia  qualified  in  all  respects  to  lake  grain,  Wht-re  doubts  exist  every  effort 
should  be  used  lf>  remedy  ihc  presumed  defects.  It  is  not  suflicient  that 
she  should  be  what  is  termed  *'  tight,  staunch,  and  strong;'*  for  if  built  or 


m 


4 


STEVENS    ON    STOWAGE, 


19(^ 


pftircd  with  any  ItmbcTs  or  planking  liable  to  produce  an  [GRAIN 
tiYjurioua  steam  when  satumtt^d,  or  linbk  lliemaeivcs  to  steam  when  heated 
\v  f^ttin,  tlic  consequences  will  be  very  nosalisfactory*  It  is  in  part  for 
IhU  renson  that  ships  built  of  iron  are  occasioually  preferred,  A  vessel, 
[lif  hnll  of  which  is  pickled,  or  which  ha?  recently  discharged  salt,  &:c. 
OT  one  the  ceiling  of  which  has  just  had  a  coaling  of  varnish  or  tar,  is 
Dt  well  fjuafified  to  receive  grain.  The  effecls  of  bilge-water  are  moat 
JnsiOioufl  and  pennciouH  with  such  cargoes,  as  with  tea  [wliieli  see]; 
ii)d  the  mischief  is  increased  by  ihe  introduclion  t>f  loose  graiu  into  the 
Uniber9»  where  decomposiiion  creates  an  exhalation  of  a  very  olTensive 
nnd  delnnieutal  character;  tbis  liability  is  increased  by  rats,  which 
lomelimes  **eat"  holes  tlirougli  the  ceiling;  tlie  ptjmjjs  are  likely  to  he 
choked  by  this  or  oilier  means,  and  should  be  well  protectee!.  The  heels 
of  the  pumps  should  have  nailed  round  them  with  a  feiv  tacks  ligbtl}-, 
|iafne  coats  of  tarpauliti  to  prevent  the  grain  from  falling  into  the  limbers. 
lUndcr  ihe  heading  guano  there  are  some  remarks  on  the  ellects  of  grain 
caigocs  on  the  holds  and  hulls  uf  ships. 

337  The  Decks  and  Waterways  should  be  perfectly  tight  before 
loading,  and  ke|ii  so  by  tlaowing  water  over  them;  more  injury  is  done 
by  a  sniall  kak  here  than  by  a  large  one  clscvvbiTe ;  for  although  con- 
Bidfrable  leakage  occurs  in  the  hull,  yet  if  tlie  pimips  be  regularly 
attended  to,  the  cargo  remains  uninjured^  whilst  a  pint  of  water,  or  less, 
keeping  througii  a  deck  scam,  may  commcucc  the  beating,  and  lead  to 
the  damage  uf  the  entire  cargo*  The  water  whicli  falls  pt-netratea  tbrcmgh 
be  surface  to  the  keelson,  in  a  direct  line,  and  dampness  is  radiated 
jfrora  ii  in  t^vi^ry  direction.  When  it  is  necessary  for  a  ship  to  He  some 
time  in  harbour  exposed  to  the  sun,  her  deck  planks  rend  and  open,  and 
iUc  yearns  become  dry ;  they  shoidd  he  well  caniked,  not  omitting  tbat  part 
under  the  cook's  galley;  see  male.  The  decks  should  also  be  stannclied 
with  water  once,  at  least,  before  sunrise,  covered  with  an  awning  during 
the  day,  and  wetted  again  once,  at  least,  after  sunset*  II  may  be  observed 
thai  the  decks  uf  ships  in  wliich  this  practice  is  omitted,  become  stanncbed 
by  sea  water  sometimes  during  the  passage  home,  where  they  exhibit  no 
evidence  of  deficiency  of  attention,  although  their  cargoes  may  he  in  a 
»ery  dihcredi table  condition.    The  topsidea  require  equal  attention  ;  ibry 

lild  be  skidded,  and  protected  all  day  with  old  canvas,  mats,  &c.     Some 

els,  foreigri-bpili  especiallv,  have  combings  to  their  main  halchways 
Ttot  high  enough  to  keep  out  the  wasli  of  the  sea  when  they  heel  over; 
from  the  ordinary  rise  or  sheer  of  ship's  decks,  their  fore  and  aftir  hatch- 
way n  arc  less  exposed. 

33H  An  experienced  merchant  considers  that  vessels  of  a  small  si?,e 
%ft  iniich  safer  tlian  larger  ships  for  the  conveyance  of  a  yielding  cargo  like 
lie  caanot  remember  having  seen  a  cargo  of  more  tban  3,000  qr$* 


200 


STEVEN'S    ON    STOWAGE. 


m 


undamaged  after  a  winter*a  passage.  Vessels  carrying  from  [GRAIN 
800  @  1^*200  cjuartera,  are  the  safest.  Large  vessels  strain  more,  and 
more  rrequentlj  become  leaky.  It  is  stated  that  there  is  a  prejudice  in  the 
minds  of  underwriters  and  Insurance  Companies,  in  favor  of  large  ships. 

339  All  corn,  wheat,  rice,  peuse,  btans,  &c»  when  in  bulk,  accordinj^ 
to  Messrs.  Chapman,  of  Liverpool,  should  be  stowed  on  a  good  high 
plalform  or  tlunnage  of  wood,  of  not  less  than  10  inches,  and  in  the 
bilges  14  inches;  the  pumps  and  masts  cased,  to  have  strong  bulkheads, 
good  shifting  boards,  with  feeders  and  ventilators,  and  to  have  no  ad- 
mixture of  other  goods.  Flat-floored,  wall-sided  ships  should  l>e  fitted 
with  bilge  pumps.  On  no  consideration  must  the  stanchions  under  the 
beams  be  removed. 

340  The  custom  in  some  porta,  more  especially  in  those  of  the 
Mediterranean,  is  to  cover  the  dunnage  of  a  cargo  of  grain  with  a  large 
quantity  of  mats  at  a  very  heavy  expense,  and  frequently  to  the  injury 
of  the  cargo.  Mats  are  often  laid  three  deep,  and  when  wet,  either 
through  neglect  of  the  pumps  or  from  other  causes,  commence  rotting 
immediately,  and  extend  their  damage  to  the  surrounding  cargo,  which 
is  injured  much  more  than  if  the  grain  had  received  wet  which  had  not 
been  in  contact  with  the  mats. 

341  SMfting  boards  in  a  green  state,  and  all  other  stowage  wood  in 
that  condition,  will  injure  grain  near.  Cargoes  from  the  Baltic  and 
Montreal,  of  excellent  quality,  became  damaged  on  ihe  passage,  and  the 
dampness  of  the  sliifti ug  hoards  appeared  to  be  the  ouly  cause, 

342  In  vessels  constructed  with  caulked  ceilings,  dunnage  will 
probably  do  more  harm  than  good,  as  there  is  always  a  doubt  about  its 
being  perfectly  dry.  It  must  however  be  observed  tliat  these  vessels  are 
liable  to  damage  their  cargoes  by  "  heat  from  natural  causes,"  in  conse- 
quence of  the  retention  of  the  steam  through  deficient  ventilation ;  and 
where  ihure  is  probability  of  leakage,  good  dry  dunria;?e  will  be  necessary 
to  protect  from  atiy  wetness  which  may  lodge  on  the  ceiling  and  he  unable 
lo  escape  in  consequence  of  its  tightness. 

343  In  mixed  cargoes  it  is  desirable  that  grain,  \vh tether  in  bulk  or 
bags,  slnndd  always  be  slowed  in  one  distinct  com[Kiriment.  How^evcr 
dry  graiu  may  he,  apparently,  when  sliipped,  il  may  sweat  on  the  voyage, 
and  damage  other  gtidds  which  maybe  slowed  nearj  this  Is  particularly 
the  case  with  flour,  whether  in  barrels  or  sacks.  Several  instances  have 
occurred  where  flour  from  America,  France,  and  Spain,  has  been  seriously 
injured  wheu  stowed  in  this  way,  and  the  injury  has  been  attribated  to 
the  grain;  it  must  however  be  remendiered  that  /lour  will  heat  and  lurn 
sour  when  stowed  by  itself.  Moist  goods,  salt  provisions,  cotton,  &c. 
are  liable  to  the  same  injury.  The  exhalations  from  a  cargo  of  Quebec 
timber  are  iiijurioua  both  to  grain  and  flour  stowed  on  it;  they  become 


4 

4 


STEVENS    ON    STOWAGE, 


Ml 


heated  nnd  discoVred  by  corjtact  witb  spelter.  A  partial  cargo  [GRAIN 
I  should  be  covered  w'uh  a  layer  of  stout  dry  shifling  boards,  on  wbieh 
Diis^  temporary  sumcbionji  should  be  fixed  with  tbeir  upper  ends  secured 
jti9t  the  deck  beams.  With  Grain  iB  lots,  for  different  consignees,  it 
Hf«  absoUilely  necessary  to  keep  each  separaie  by  bulklieads,  compartments, 
I  or  luatfl,  &c,  or  disputes  and  loss  of  freight  will  occur  on  discharging. 

S44  Short  delivery.  Woobwarb  v,  Zertoa.  Plaintiff  is  indorsee  of  a 
hill  of  lading  for  2,9;i2  bags  of  wheat,  viz :  2,4*54  marked  C.  and  408  N,  part 
of  the  cargo*  and  shipped  under  the  usual  bill  of  lading.  The  Arciic  was  a 
general  ship*  and  there  were  olher  consif^nces  of  other  portions,  consisting  also 
of  wheat  in  bags.  To  each  of  those  was  delivered  the  tiiiiiiber  of  bags  to  which 
he  was  entitled,  and  a  portion  of  the  loose  com.  The  reraainder  was  to  a 
conaiderabJe  extent  mixed  with  resin  and  other  impurities,  ajid  approached  Uie 
mmount  of  50  bags,  which  was  tendered  as  and  for  the  OO  bags  now  claimed, 
which  had  been  short  deUvered  to  phdctiff;  the  master  stated  that  the  bags 
bad  burst,  and  that  be  eonid  not  deliver  them,  tbongk  fragmentfj  were  pro- 
duced of  about  the  number  missing,  but  in  such  a  state  that  plaintiff's  marks 
oould  be  traced  only  in  about  30  cases.  The  loose  wheat  could  not  he  iden- 
tified as  that  which  had  come  from  j)laiiitifl'*8  hags,  nor  from  its  condition,  or 
even  similar  to  it,  according  to  the  evidence  of  defendant's  witness,  and  the 
J  jndgc  inferred  as  a  fact  from  the  evidence,  that  it  was  composed  of  the  mixed 
iraste  from  the  whole  cargo,  containing,  no  doubt,  a  portion  from  the  bags  in 
I  quefltion,  but  mixed  with  grain  of  the  other  consignees,  the  waste  in  whosa 
I  fioriions  was  also  considerable^  amounting  in  one  case  to  from  3  @  ^^  ^  cent 
This  grain  plaintiff  refused  to  receive  as  and  for  tlie  50  bags,  though,  ^ith  ft 
new  to  an  arrangement,  wliich  it  appears  fell  through,  he  received  and  sold 
it  on  ship's  account.  On  these  facts,  it  was  held  that  the  pliiintiff  was  entitled 
to  ft  verdict,  that  the  usual  clause  as  to  breakage  Rud  lertktige  in  the  margin 
of  llje  bill  of  lading  did  not  apply,  and  that  the  delivery  of  the  loose  grain  in 
qnestion  was  not  shown  to  he  the  pinintiff's,  and  io  point  of  fact,  was  neces- 
•mHIj,  and  to  a  great  extent  composed  of  other  and  ditferent  grain,  antl  was 
not  &  compliance  with  the  terms  of  the  bill  of  lading.  [For  Julia  §  case,  short 
deliTery,  see  oats.] 

346     It  may  be  taken  for  granted  tliat  Fermeotatlon  and  lje*itiDg  of 

grain  cargoes,  however  long  ihe  voyage,  will  never  lake  place  without 

1  the  presence  of  moisture;  for  in  the  rase  of  liard  Taganrog  wheat  in  a 

I  perfectly  dry  state,  if  free  from  weevil,  it  may  remain  for  an  indefinite 

Ittne  without  injury,  firovided  moisture  be  entirely  excluded*     But  there 

it  always  a  dampness  about  tiie  hold  that  in  time  will   bavt-  8onic  effect 

in  producing  damage  which  increases  after  once  commencing^  ut  first 

I  slowly,  but  at  each  step  more  rapidly  than  the  one  previous.     When 

f  fi^rtnentaiion  does  comnicnce,  and  a  portion  of  a  cargo  begins  to  heat,  a 

vapor  will  arise,  and  be  condensed  against  the  under  part  of  the  deck, 

whence  it  falls  buck  in  drops  on  (he  grain,  and  so  increases  the  damage, 

l(  a  master  supposes  that  his  cargo  has  been  wetted,  either  in  tlie  bilgca 


202 


STEvrr^s  ON  stowage* 


or  by  leakage  from  the  titck*  he  cntiriOi  err  by  ventilating  as  [GRAPT 
much  as  possible,  even  though  Jl  re  maybe  vreevil  in  the  c;.rgo;  for 
altboiigli  veJililaLioij  may  cause  the  weevil  to  increase,  the  damage  thereby 
will  probably  be  less  than  by  the  additional  ferraeniaLioa  and  injury  from 
condensed  moisture,  if  veniilation  be  neglected. 

346  It  may  be  ioferrcd  also  that  there  is  considerable  moisture  in  all 
,  new  grain,  unless  it  be  the  produce  of  an  exceedingly  dry  climate;  this 

moisture  is  not  apparent,  or  sufficieni  to  cause  damage  during  short 
voyages;  tlie  exterior  may  appear  perfectly  dry;  but  on  biting,  a  degree 
of  toughness  and  mealiness  is  apparent.  When  grain  is  brittle  approach- 
ing to  rice  in  its  character,  it  will  suslain  the  longest  voyage  uninjured* 

347  Where  grain  sustains  damage  from  moisture,  at  first  it  swells^ 
fermentation  then  takes  place,  organic  matter  is  decomposed,  gases  are 
evolved,  and  heat  is  produced.  The  vapor  condensesj  as  previously  stated, 
against  the  deck  and  sides,  which  from  water  washing  over  them,  are  cool 
enough  even  in  warm  latitudes,  especially  during  t]ie  night,  to  produce  this 
effect.  While  discharging  a  fermented  caxgOj  ventilation  should  he  main- 
tained, working  or  not,  or  the  injury  will  be  greatly  increased.  It  is  always 
desirable  to  import  wheat  into  Great  Britain  during  the  winter  months. 
When  the  voyage  is  made  in  the  summer,  unless  the  wheat  is  very 
iuperiort  and  is  shipped  in  exceedingly  good  condiiion,  it  is  almost  sure 
to  become  heated  ;  soft  wheat  is  especially  liable,  and  more  so  when  damp. 
In  cargoes  heated,  the  upper  part  is  always  most  injured,  because  that 
part  suffers  from  the  aggregate  heat  of  the  en  I  ire  cargo. 

348  The  Sutulerland  Shipowners  in  their  report,  January,  1863,  say 
''A  difliculty  has  arisen  from  nine  out  of  ten  grain  cargoesi  being  more 
or  le^s  heiited,  not  in  consequence  of  sea  damage,  but  because  they  are 
shipped  moi:sL  Heating,  they  swell,  and  objections  are  then  taken  to 
the  quantity  discharged  being  ascertained  by  measure,  because  it  is  said 
that  the  merchants  pay  freiglil  for  bulkj  not  of  good  dry  gi'ain,  bat  of 
deleriorated,  iieated,  and  swelled  grain.  In  the  comparatively  few  cnscs 
in  which  the  deterioration  arises  from  some  fault  in  ihe  vessel,  tlie  ship- 
owner has  no  cause  to  wonder  at  the  merchant*s  dissatlsfauLton.  But 
when  (he  damage  arises  from  the  grain  being  shipped  in  an  unfit  condition 
or  from  storms  and  llio  casualties  of  ihc  voyage,  it  is  clearly  unfair  to 
attemfst  to  deece  the  owner  of  his  full  fruiglitr" 

340  Increase  of  measure,  generally,  is  caused  more  by  the  roughness 
of  the  grain,  which  prevents  it  from  fitting  so  closely  into  ihc  measure, 
than  by  any  actual  increase  iu  bulk  of  the  grain  itself;  therefore  a  damaged 
or  heated  cargo  may  have  seltled  into  a  hold  when  sound,  and  although 
apparently  the  vessel  be  not  full  on  arrival,  yet  on  measuring  out  the 
cargo,  it  may  be  found  increased  in  measure,  accuiding  lo  the  nature  of 
the  grain  and  the  damage  sustained,  from  3  (£i  7  ^  cent,  or  evcu  more ;  so 


4 
4 


4 


:VENS    ON    STOWAGE. 


tlj&l  the  cargo  could  not  be  pul  inio  the  same  vessel  again^  [GRAIN 
unless  brougLi  Tjatk  to  iis  origiaal  good  contliiion  and  weigbt  per  bushel, 
wben  it  would  be  foutid  Ut  huve  decreased  in  quanUty  13  or  4  ^cent.  or 
more.  But  the  tortious  of  a  cargo  which  are  actually  wet  willj  ou  kiln- 
dry  iog,  decrease  iu  the  proportion  of  4  to  3,  {"^  ^cent.)  or  occasionally 
a  greater  loss  wiU  be  slievirn  id  quantity. 

35LI     One  of  the  most  frequent  causes  of  dispute  between  mastera 

and  consignees,  is  the  diiference  of  quantity  between  that  stated  on  the 

BUI  of  lading  and  that  delivered;  the  diOieuIty  is  iuL-reuaed  through  the 

imcertainty  of  the  cause.     In  the  first  place,  as  will  be  seen  in  a  table 

btcb  folJoivs,  the  weight  of  grain  ia  not  uniform  in  all  parts,  and  it 

jei  with  the  seasons ;  next,  there  may  be  a  discrepancy  in  the  weights 

easuresi  foreign  especially,  fur  wbieb  reason  a  eoj>ious  table  is  ap- 

ded ;  but  the  principal  source  of  dispute  is  from  ditrereuce  of  bulk  by 

leakage  and  fennentaLioo.     Fermentation  has  been  previously  referred 

;  it  may  occtir  from  deficient  dryness  before  shlpnientj  natural  fer- 

mentution  on  board,  or  ihat  created  by  the  unsnitableness  of  the  ship. 

351  Freight  raust  be  paid  according  to  Chaiter  party;  the  remedy 
for  improper  stowage  or  neglectj  is  against  the  master  and  owner,  by 
action.  A  master  informs  the  Shipping  Gazette  that  his  ship  arrived 
from  the  Mediterranean  with  a  cargo  of  wheal,  half  of  which  was  damaged ; 
the  merchant  refused  to  pay  freight  without  deducting  half  freight  for  the 
dtitr.v^cd  part,  and  a^sks  the  law  of  the  case  in  the  absence  of  any  clause 

»*ic  charter  party  bearing  on  the  question.  The  editor  answers,  J  uly  1 2* 
186G,  ''Any  chtim  for  deduction  of  freight,  on  account  i}(  damaged  cargo, 
muit  depend  on  the  manner  in  which  it  became  damaged,  whether  through 
any  default  on  the  part  of  the  ship  or  neglect  of  the  master,  &c.  Under 
any  circumstances,  however,  the  merchant  bas  no  right  to  deduct  what 
ht  Considers  proper  from  the  freight,  although  it  is  often  done  upon  the 
^^^Icft  of  custom  or  usage  of  the  port;  hut  before  this  plea  can  be  received 
^Hbs  a  valid  one,  the  custom  must  be  proved,  and  shewn  to  be  one  wltbin 
^Hbboee  compass  the  shipowner  can  be  included.  The  best  course  for  a 
^^■naster  to  adopt  is  to  receive,  under  protest,  the  proportion  of  tiie  freight 
^^fcffvred,  and  after  proving,  by  means  of  a  survey,  that  the  ship  is  not 
^■liable  for  the  damage  or  for  the  deduction  made  from  the  freight,  proceed 
against  the  merchant  for  the  remainder;"  »ee  usage, 

352  Some  charter  parties  have  th*>  following  clause:  *•  It  is  further 
agreed  that  should  the  cargo  consist  of  wheat,  seed,  or  any  other  kind  of 
grain,  in  the  event  of  the  cargo,  or  atry  part  thereof,  being  delivered  in 
a  damaged  eonditiun,   the  freight  shall   be  payable  upon   the   invoice 

[tianiily  taken  on  board,  as  per  bills  of  lading,  or  half  freight  upon  the 

aged   portion,  at  the  master's  option,  provided  that  no  part  t>t  the 

be  thrown  overboard^  or  otherwise  disposied  of  ou  the  voyage/' 


■the 
t 
ITI  I 
18i 


204 


STEVENS    ON    STOWAGE. 


353  Charter  parties  generally  contain  a  clause  to  this  [GRAIN 
effect:  "After  true  and  faithful  delivery  (all  and  every  tLe  danger*  and 
accidents  of  liie  seas,  rivers,  and  nnvigallon  always  excepted),  freight  shall 

be  paid  at  the  rule  of /*     Some  corn  mercbauls^  allege  that 

masiers  and  owners  are  always  ready  to  avail  of  this  exceptional  clause 
to  protect  themBelves  if  the  cargoes  he  damaged  or  some  be  thrown  Of  er* 
hoard  on  the  passage,  but  they  nearly  always  endeavour  to  obtain  freigbl 
for  the  quantity  delivered,  althonj^Hi  that  quantity  may  he  increased  by 
an  accident  incidental  to  the  voyage,  and,  therefore,  excepted  by  the 
charter  party.  It  is  usual  for  ships  ordered  from  a  port  of  call  say, 
Quecnstown,  Falmouth  or  Plymouth,  to  have  an  addition  of  10  ^cent« 
on  tlieir  freight  for  discharging  on  the  Coniineni  helwTen  Havre  and 
Hamburg,  It  has  been  suggested  that  vessels  ordered  to  the  West  Coast 
of  Ireland  should  have  additional  freight  also.  Tbia  might  be  stated  in 
the  charier  party, 

354  On  the  subject  generally  of  Bills  of  lading,  a  com  merchant 
obsenes  that  the  law  is  not  very  satisfactory  as  to  the  securily  in  such 
documents  to  the  holders,  for  serious  deficiency  of  quanlity  often  occurs, 
and  may  be  in  fmrt  allribuled  to  the  masters  and  mates  being  less  careful 
than  they  should  he  in  examining  weights,  and  keeping  an  account  of  the 
shipments.  When  a  deficiency  arises^  often  £20  to  £50  in  value,  the 
master  refuses  to  pay  for  it  out  of  freight,  yet  the  owner  or  consignee 
actually  pays  for  the  alleged  quantity  as  by  hill  of  lading,  as  it  is  on  the 
faith  of  that  document^  as  on  a  bill  of  exchange,  that  the  money  is 
advanced*  In  some  cases  masiers  try  to  evade  the  responsibility  by 
signing  **  weight  unknown'*  at  foot  of  bill  of  lading.  This  docs  not  even 
meet  the  case,  for  the  hill  of  lading  represents  a  certain  quantity,  and 
for  that  quantity  the  purchaser  or  consignee  advances  the  amount  stipu- 
lated. If  the  bill  of  lading  be  transferred  through  various  hands  and 
purchasers,  several  times  before  the  arrival  and  discharge  of  the  cargo, 
the  difficulty  of  **  trying  hack*'  is  great,  and  no  redress  may  be  Lad.  The 
law  is  not  so  clear  as  it  should  be  on  these  points,  and  amendments  are 
essential  to  the  safety  of  merchants  and  shipowners, 

353  Wheat  is  frequently  chartered  by  weight,  at  so  many  pounds 
per  bushel*  Merchants  sometimes  alloiv  half  ^  cent,  for  decrease  of 
weight  of  wheat  from  French  ports  in  the  Bay  of  Biscay  and  tiie  Channel, 
to  English  Channel  ports.  Spanish  wheat,  being  reaped  in  very  dry 
weather,  is  said  to  increase  in  weight  when  discharged  in  Great  Britain. 
It  is  recommended  that  masiers  should  always  have  a  few  weights  correct 
by  fitandard,  to  test  the  weights^  beams,  and  scales  used  when  loading; 
%hf  practice  is  general  at  Liverpool  and  in  ilie  Insh  ports. 

35B  li  is  advisable  not  to  sign  for  both  weight  and  measure;  and 
when  makers  «^ign  for  weight  I  hey  should  insist  on  shippers  pulling  on 


4 


STEVENS    ON    STOWAGE,  205 

^ard  the  weight  per  busliel  signed  for,  and  refuse  all  of  a  less  [GRAIN 
weight,  and  see  iLe  cargo  n  eighed,  if  possiblL*,  on  board.  On  discharging, 
particular  attenlion  should  be  paid  to  ihe  measuring;  much  depends  on 

the  meter.    An  experienced  muster  recommends  chartering  at  {fV fb, 

{(►  busheU  weighed  as  ii  goes  over  the  side,  as  being  the  most  satisfactory 
course  for  all  parties. 

357  Irish  Pobts.  In  some  ports  on  the  West  Coast  of  Ireland  it 
18  the  custom  when  loading  ships  to  weigh  al!  grain  on  board^  standing 

im,  three  sacks  at  a  time,  with  2 Hi.  allowance  for  heamage.     Some* 

times  there  is  no  allowance*    On  delivery  at  Liverpool  one  sack  is  weighed 

at  a  lime.    Masters  should  be  well  advized  hereon,  and  where  no  allowance 

made  for  beamage,  they  should  protest  against  the  weighl  signed  for, 

md  protect  the  ship  by  a  formal  declaration  as  to  delivery  of  all  the  cargo 

taken  on  board. 

358  When  discharging,  in  some  ports,  it  is  the  practice  of  lahonrera 
in  tlie  hold,  to  tuck  their  trowsers  up  to  their  knees;  instances  have 

;curred  where  grain  has  been  concealed  in  the  folds,  and  considerable 
^quantities  have  thus  been  purloined  from  the  cargo  and  carried  ashore. 
At  the  Ipswich  assizes,  August  6,  1H64,  George  Amos,  seaman  of  the 
Monarchy  was  sentenced  to  three  months  imprisonment  for  stealing  wheat. 

*he  cargo  was  shot  down  from  the  wliarf  into  the  Imld  wliere  the  men 
stood  below  with  shovels  to  stow  it.  The  prisoner,  and  others,  had  their 
trowsers  tucked  up  higfi  enough  to  form  a  receptacle  for  the  wheat  as  it 
fell,  and  on  their  return  from  the  ship  they  shook  out  their  trowsers  and 
gathered  np  the  droppings  and  carried  them  off  as  sweepings. 

359  In  the  MediterrEnean  trade,  dunnage  say  6  inches  on  the  ceiling 
and  9  in  the  bilge.  Mat  the  dunnage  and  sides,  and  dunnage  or  nutt  all 
iron,  stanchions,  &:c.  To  prevent  cargo  from  shifting,  there  should  he 
tuitable  bulkheads  and  shifting  boards,  perfectly  dry,  well  stanchioned 
off  the  side,  and  well  plated  with  good  cleats,  to  keep  them  from  working 
out*  Care  should  he  taken  to  fill  np  to  the  deck  between  the  beams  ;  for 
0  hold  filled  on  leaving  port,  will  someiimes  be  found,  through  settling, 
only  seven-eighths  full  on  reaching  its  destination ;  this  will  shew  the 
necessity  of  particular  attention  to  the  above.     If  the  upper  part  of  the 

I  cargo  is  in  bags,  the  chance  of  shifting  will  be  decreased  ;  barrels  of 
grain  will  work  through  to  the  keelson,  if  the  cargo  is  not  previously 
covered  with  old  sails,  he.  Some  full-built  vessels  sail  bv  the  head  if 
fully  laden,  and  require  a  baulk  forward,  that  is  a  bulk  to  cut  ofl'lhc  fore 
end  of  the  hold.  A  perpendicular  bulk  is  liable  to  be  smashed — the  heel 
further  forward  than  the  head  is  better;  it  simuld  be  crossed  with  u plank 
having  Btanchions  agaitisl  the  pall  or  forecastle  bcivmSa  A  few  dry  casks 
will  be  found  very  useful  here,     A  m^^stcr  is  not  bound  to  take  as  much 


ao6 


STEVENS    ON    STOWAGE. 


**ataw  and  carry."     Egyptian  wheat  possesses  a  very  dry     [GRAIN 

flavor,  somewlial  similar  to  kiln -dried  wheat.  The  larger  portion  shipped 
to  Eugland  consists  of  white  wheat,  a  fine  bold  herry,  but  light,  and  not 
valued  by  millers,  as  witti  few  exeeptions,  from  being  threshed  on  the 
ground  as  well  as  imperfeclly  cleaned,  it  has  a  considerable  proportion  of 
dirt,  seeds,  &c. 

360  Wheat  from  Odessa  for  Great  Britain,  in  sailing  vcbscIs,  shonld 
be  sbippcd  in  the  winter^  in  conseqnence  of  tlie  time  ordinarily  occujiied 
on  the  passage.  If  shipped  in  the  summer,  unless  of  a  very  superior 
qnality  and  in  good  order,  it  is  alraost  sure  to  heat,  and  it  is  said, 
sometimes  requires  to  be  dug  out  of  thR  hold*  This  depends  on  many 
circumstances;  and  often  all  the  shipments  made  during  a  season  arrive 
in  good  urder,  whether  laden  in  the  summer  or  winter;  the  jiature  of  the 
harvest  has  to  he  considered*  It  frequently  happens  that  lighters  left  in 
charge  of  vessels  whilst  loading  at  Otless;*,  meet  with  injury;  in  that 
case  the  owners  of  I  he  lighters  apply  against  the  ship  and  recover.  In 
nearly  all  cases  loaded  vessels,  before  attempting  to  cross  the  Sulina  bar 
of  tbe  Danube,  reduce  iheir  draught  by  discharging  part  of  their  cargoes 
and  taking  it  on  board  again  after  having  passed  the  bar  ;  tbe  grain  is 
thus  greatly  exposed  to  rain  or  a  damp  atmosphere,  and  to  the  spray  of 
sea  in  stormy  weather.  It  is  much  preferable  to  load  where  the  cargo 
can  be  put  right  into  the  ship.  Black  Sea  wheat  and  otlier  Eastern 
grown  wheat  is  frequently  brought  to  Trieste,  Malta,  ^larseilles,  ikt,  and 
shipped  at  siiid  ports  for  England  and  elsewhere.  At  the  close  of  this 
article  will  be  foimd  the  Report  of  the  Commitlee,  March>  1863,  on  the 
Mediterranean  and  Black  Sea  freights.  The  barque  KalUbrol'lay  which 
belongs  to  Liverpool  and  registers  318  ton,  is  lOBfeet  long,  *23  feet  broad, 
and  Id  feet  deep,  has  a  sharp  bottom,  and  could  take  3, (HM)  quarters  of 
wheat*  Her  usual  cargo  of  Black  Sea  wheat  is  2,300  quarters,  when  she 
draws  17  feet  forward  and  17  feet  4  inches  aft*  She  lias  had  in  2,850 
quarters  of  barley,  471b,  and  3,030  quarters  of  oats,  341tj.  to  the  bushel. 
With  480  ton  of  railway  iron  she  drnws  17  feet  forward  and  IS  feet  aft, 

361  Cargoes  of  Indian  Cora  from  the  Danube,  and  of  wheat  from 
Egypt,  are  battened  down  and  every  aperture  closed,  to  prevent  the  in- 
crease of  weevil,  whicli  cannot  exist  without  air.  Their  ravages  are  greater 
on  tbe  surface  of  a  bulk  of  grain  than  in  the  interior,  where  the  air  does 
not  circulate  so  freely;  turning  will,  therefore^  in  such  cases  do  barm, 
ln<lian  corn  from  America  is  more  liable  to  beat  than  that  from  the  Black 
Sea,  which  is  drier.  Black  Sea  a»d  Danuhian  Indian  corn  is  kept  nine 
months  before  shipmcntj  as  it  only  comes  down  in  May  and  June  ; 
whereas  American  is  shipped  more  immediately  after  harvest,  and  often 
has  not  been  properly  matured  by  time  or  frost,  and  become  sufljcienlly 
dry.     French  maisse,  shipped  before  February^  is  sure  to  become  hot 


4 


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4 


i 


4 


STEVENS    ON    STOWAGE.  207 

en  a  voyage,  and  h  often  scarcely  safe  uiilil  March  or  April.  [GEAIN 
Indian  com  does  not  shrink  by  heating ;  it  expands  and  gains  in  measure, 
iind  loses  in  weight  the  same  as  other  grain.  Eight  working  fhiys  are 
considered  a  fair  allowance  for  the  discharge  of  3,OU0qnartcrs  uf  Indian 
corn.     The  freiglit  is  the  same  as  fur  wheat. 

362  Freight. — Barley. — Odessa.  An  owner  addiesses  the  editor  of 
the  Shipping  Gazette,  August  23,  186L — ^A  ship  from  Odessa  rcceivea 
a  cargo  of  hurley,  which  the  merchant  dcscrihes  in  his  hill  of  lading  as 
8o  many  chetwerls  or  ahont  3/200  quarters.  The  toaster  signs  hill  of 
lading,  **  measure  and  qualily  unknown  ;"  and  this  hill  of  lading  states 
"freight,  &c.  to  he  paid  as  per  charier  pariy/*  The  charter  parly  siipn- 
lates  that  the  receiver  shall  pay  on  per  ton  delivered.  At  the  port  of 
delivcrj'  the  ship  discharges  3^377  qaarters,  not  ahove  five  or  six  of  which 
are  in  a  moist  or  sweated  stale,  although  the  whole  cargo  was  very  warm 
but  perfectly  dry^  and  rather  presented  a  slightly  charred  appearance  on 
some  of  the  grains.  The  receiver  now  wishes  to  pay  on  the  hill  of  lading 
quantity,  alleging  that  the  cargo  has  swollen*  To  this  the  master  demurs, 
and  Slates  that  he  had  no  knowledge  of  it  nor  was  be  accouniable  for  the 
qu.ini!ly  shipped,  and  ihal  his  charter  party  slates  that  he  shall  he  paid 
for  delivered  cargo,  without  any  ftinlier  giipulaiion  whatever.  Can  the 
receiver  deduct  the  freight  of  the  177  quarters  apparent  increase  from  the 
master*s  account  ?  How  should  he  settle  ?  Answer ;  the  master  should 
receive  under  protest  the  freight  ttjlered,  and  both  parties  would  do  well 
lo  scale  the  dispute  on  the  spnt  hy  the  orbilration  of  two  competent  men, 
one  a|q>uinted  hy  each  parly,  with  an  umpire  mutually  approved  of, 
whose  award  should  he  binding.  If  jnoperly  managed  the  aibitralion 
may  he  completed  in  an  hour  and  the  dispute  settled  there  and  then. 

U<J3  Barley.— Kusten(ye.  In  Ajuil,  1867,  an  Italian  vessel  dis- 
clmrged  at  Bristol  a  cut^^o  «if  harley  frt»m  Kustendje,  of  20,6*24  imperial 
tsbelSf  which  weighed  22,740  hnshels  of  60  lb,  giving  an  average  of 
•arly  r»otb.  I^impevial  bushel ;  the  usaal  average  weight  of  [Dantihe) 
barley  being  4dl1\  ^  imperial  hu:ihel.  It  is  stated  ''that  the  Danube 
and  Black  Sea  Railway  Co.  have  contrived  a  method  of  sifiing  and  clean- 
ing harley,  which  clears  ii  of  edge,  bi:ard,  and  shell;  tlie  wrIght  then 
equals  almost  that  of  wheat,  but  the  vessel  received  lo  t^  cent,  less  freight 
llian  for  wheat,"  according  to  the  Baltic  Scale.  Masters,  when  chartering, 
Bbould  therefore  secure  a  higher  rate  for  sifted  barley, 

364  Barley.— Ibrail.  In  the  fJounly  Court,  Lynn,  September  20, 
1862,  Capl.  (iitoviiTTu,  of  the  Italian  hrig  Liffute,  sued  Mr.  CiUEGOttY 
ftir  £23  6s  SiJ,  chiefly  for  additional  freight  at  Ss  Sd  J>  quarter,  on  n 
cargo  of  barley,  consisting  as  per  hill  of  lailing,  of  6tl7tV  kilos,  equal 
Co  1,307  quarters.  It  measured  out  l,4r3  quarters.  Barley  heats  and 
fwelli  during  a  long  voyage.   The  judge  decided  in  favor  of  the  merchant. 


SM 


STEVENS    ON    STOWAGE. 


365  Freight.— Kye.  A  master  wri tes  tlje  GatetU,  Sep.  3,  [  GRAIN 
186*2. — A  vessel  from  Taganrog*,  arrives  at  Antwerp,  tlie  bill  of  lading 
stating  as  follows:  3,618  chetwerts,  7  puds,  and  20  H).  of  rye,  of  10  puds 
per  chetwerl,  in  good  condition,  freight  payable  a»  per  charter  party,  as 
well  as  all  other  conditions.  The  charter  party  states  that  the  freight  is 
at  the  rate  of  60jf  p-ton  tallow,  all  other  goods,  grain  or  seed,  in  propor- 
tion ihcretOi  according  to  the  London  and  Baltie  printed  rates  of  freight, 
and  another  clause  that  the  master  has  the  liberty  either  to  receive  half 
freight  on  the  damaged  portion  of  the  cargo,  or  as  per  quantity  taken  on 
board,  as  per  aforeaiiid  bill  of  lading.  The  cargo  was  discharged  in 
almost  an  entirely  heated  condition,  and  the  master  claimed  freight  as 
per  hill  of  ladirig,  reducing,  according  to  the  Taganrog  rates  of  freight, 
the  stipulated  chetwerts  taken  on  board,  into  quarters,  at  the  rate  of  80 
quarters  per  100  chetwerts  rye.  The  merchant  refuses  to  pay  the  freight 
in  this  manner,  hut  as  follows  :  by  reducing  the  stipulated  chetwerts  into 
kilos,  at  the  rale  of  16  kilos  per  pud,  and  to  reduce  those  kilos  into 
hectolitres,  at  the  rale  of  70 kilos  per  hectolitre,  and  the  heel oli ires  into 
quarters,  at  the  rate  of  29  hectolitres  per  10  quarters.  The  editf^r  answers : 
the  master  is  right ;  half  freight  on  the  damaged  portion  means  damaged 
by  sea  water,  when  tbe  grain  so  damaged  would  be  much  swollen  j  but 
merely  "heated  corn  "  is  not  so  included. 

86ii  Freight. — Maizo.  Adams  i^.Aksaldo.  Before  Mr.  Justice  Kkooh, 
Cork,  July  28,  t8(i2.  Mr.  Clark,  Q.C,  said  tbis  was  aa  action  by  Mr.  Adams, 
H  gainst  G.  B.  An  sal  no,  master  and  owner,  to  recover  compensation  for  injury 
eustaiued  iu  the  purclmse  of  a  cargo  of  corn,  which  was  damaged  in  consequence 
of  negligence  and  want  of  proper  skill  and  care.  The  ship  was  chartered  in 
Loudon  iu  June,  iMfSl.  The  agreement  between  Ansaldo  and  the  ageut  was 
to  convey  a  cargo  in  the  Ettfua,  3-3  of  Vkritas,  the  ItaUan  for  Al  at  Lloyd's* 
She  was  ro[>reseuied  to  be  copper- bottomed^  of  the  capacity  of  1,000  quarters, 
ttrong  and  tight  j  she  won  to  bring  eiiher  from  Galatx  or  Ibrail  a  cargo  of 
maixe  and  to  call  at  Falmouth  or  Cork  for  orders.     Aksaldo  imdertook  for 


•  Tignnrog,  July  lit,  1865.  Mr.  R.  White  S-rensws.  Sir,— I  hftsten  my  reply  to 
yoar  lines  af  t!)fi  14th  ultimo.  Knowinf  notking  myself  of  Bhipbtuldin^,  and  not  being 
better  iolormcd  aircgiurdB  etownge,  I  am  not  compntent  to  form  an  opininu  tbercrm.  Bat 
I  have  repeatedly  henrd  mervhonta  expresB  a  pref€r<?nee  for  Itatum  shipping,  most  of  the 
Tettele  andcr  Uiat  flftg  htdn^  ballt  e&p^M^ially  for  carr}  mg  gndn  CArgoes.  So  far  as  I  hare 
h*en  able  to  elicit  by  enquiry,  it  dooi  not  appear  that  there  ia  anything  pecniiar  in  the  bctild 
or  ia  the  construction  of  iuUnu  TOSseLi  thai  haa  entltied  them  to  preft^rence  by  sliippers 
of  gnan.  The  favour  shown  thcm»  appean  to  bo  in  eoneequence  of  the  holds  of  those  ahi|^a 
heing  wt'll  lined  or  bonLrdcd  throaghont,  so  ofl  to  form  a  secure  and  dry  granary.  Italian 
veaaols  do  not  moreover,  coll  for  dunnagCi  whoreoa  BritLsh  Bhipmastent  r«}quire  from  600 
to  800  dauna^  mata,  or  more»  thoa  cauidng  tho  ahipping  merchants  a  heavy  expettoe.  Tho  | 
oaring  that  aocrae  by  the  noa-reqnlremeut  of  dnnna^e  mats,  and  the  rapidity  witii  whicli  < 
Italian  ahipH'  crewa  nHnally  work  in  their  corgocfft  arc,  I  believe,  the  principal  i:aa6o  of  a 
prefenuoe  givoa  to  the  Italian  flag  for  loading  wlieat  ut  thi<i  port. 

Siri  yoar  obedient  iervanl,    J.  J.  CAKEimEBBa. 


STEVENS    ON    ST( 


£\3  to  firovido  proper  dummpfe.  He  arrived  July  It^  at  Galiitz^  i^Q^EAIN 
whore  lie  loaded  his  ship.  The  bill  of  kdiog  stalM  that  he  received  tlie  cargo 
in  good  order  and  condition,  and  ho  engaged  to  deliv^er  it  so,  with  the  gcQeral 
exceptions.  There  was  one  part  which  Counsel  would  draw  atleutioti  to,  diat 
was  ill  case  of  dangor,  the  master  was  to  make  for  the  nearest  port.  She 
arrived  at  Quoonstown,  Octoher  2laL  Mr.  Adams  treated  for  the  cargo,  hut 
haviT'g  heard  that  it  was  slightly  damaged,  he  sent  a  foreman,  MA^o?«y,  to 
examine  it.  When  the  hatches  were  opened  a  discoloration  was  porceptihle 
as  if  ihe  sea  had  forced  its  way  in.  In  prosecuting  liis  examination  lie  drove 
an  instrument  called  a  piercer  obli{|uely  and  straight  into  the  corn,  and  wlien 

.^driving  it  the  latter  way  came  on  a  hard  substance  like  the  bottom.     It  was 
eportrd  to  ^f  r.  Aoams  that  all  that  was  the  matter  with  the  cargo  was  that  there 

rVas  10  ton  burnt  and  20  slightly  heated.  Tlio  master  and  an  Ftaliau,  PiBreRi, 
who  inspected  the  cargo,  assured  him  that  it  was  sound  excepting  the  30  ton, 
and  in  consequt*ncc  of  this  injury  he  was  allowed  It  reduction  per  quarter. 
He  pai*l  for  the  cargo  ^3,!155,  les8  ^85  commission,  and  the  master  was  paid 
J0«  1^  quarter,  which  amounted  for  freight  to  £9li8,  and  dunnage  XI 5.  Mr, 
Aj>ams  then»  as  was  his  right,  ordered  the  master  to  Alloa,  but  oflered  to  allow 
art'duotion  lu  his  frtight  to  discharge  at  Cork,  which  was  agreed  to.  Counsel 
should  mention  that  when  Mahonv"  was  making  his  examination,  the  mate 
Lired  him  that  they  had  a  good  passnge  from  Galatz,  When  they  got  down 
I  certiiia  depth,  they  came  to  a  kind  of  lloor  three  feet  from  the  hottoin«  as 
hard  as  asphalte.  This  turned  out  to  be  what  Mauony  met  in  piercing.  It 
h ad  to  be  d  u  g  o  u t  w i  th  iron  sh o vel  s ,  an d  was  u  n  5 1  for  1 1  um  an  f o  od ,  11 1  e  m  aster 
nnd  PnuEni  were  too  much  for  Mr.  Aoams.  It  was  fortunate  for  him  that  he 
Itad  not  paid  all  the  freight,  for  If  he  had,  th*?  master  would  be  away  to  (3enoa. 
A  survey  of  the  ship  wtis  made  by  Mr*  Q.  Wriout  and  Capt,  Clarke,  harbour 
master  ;  part  of  iheir  report  stated,  "that  there  wore  three  feet  of  water  in  the 
hold  over  the  keelson,  and  no  other  dunnage  at  cither  side  of  the  pump-well 
htit  some  rotten  matting,  and  if  the  vessel  had  been  perfectly  dun nnged  there 
would  have  been  much  less  damage."  When  asked  about  the  injury,  the  master 
lid — '*  Oh  t  we  had  very  severe  weather  at  Lisbon  and  the  pumps  got  choked." 
^ow,  the  mate  said  in  his  reply  to  Mahony  '*  they  had  a  fine  passage."  Well, 
having  encountered  bud  weather,  what  was  hia  duty  according  to  the  charter? 
To  have  made  the  nearest  port>  and  either  unshipped  the  eiirgo  or  provided  in 
tome  otiier  way  for  its  safely.  But  he  came  on  a  month's  voyage  from  that 
time,  and  entirely  to  the  peril  of  t!ie  cargo,  and  when  dealing  with  Mr.  Ai>am9, 
whose  loss  was  £iM  13*,  he  said  not  one  word  about  the  pumps  being  choked. 
The  master  brought  an  aition  last  assizes  for  £310  freight,  which  Mr.  Adams 
had  not  paid;  there  was  no  denial  that  this  was  due;  but  then  how  was  he  to 
be  recompensed  for  the  losg  sustained  in  the  injury  of  the  corn?  The  mrttter 
was  settled  thus:  Mr.  Aoams  lodged  the  money  in  court  and  brought  this  ac- 
tion. These  facts  having  been  proved,  Mr,  Cuatterton  eon  tended  timt  the 
etrgo  wfis  injured  by  the  perils  and  dangers  of  the  sea,  which  were  excepted 
in  the  charter  party.  Defendant  could  not  get  into  Lisbon,  which  was  a  bar 
harbour,  and  the  weather  was  very  rough.  Defend  nut  deposed  that  ho  had 
Vwn  m  command  18  years^  and  had  commatided  tho  Ei^na  four  years ;  he 

1  P 


nn 


STEVENS    ON    8T0WAGE. 


littd  considerable  oxperienco  in  bringing  com  from  the  Black  Sea.  [GRAIN 
The  dunnage  put  in  befom  loailing  was  good  and  snflicient.  He  used  planks 
and  mats,  rind  put  two  or  three  inata  nt  the  boitom  where  the  cargo  pressed, 
flod  one  us  tfio  enrgo  advftiieed  up  the  sides:  that  was  tho  uaaal  way  of  placing 
dnnujige.  lija  vessel  was  strong  and  tight  when  she  left.  Near  St.  Vincent, 
Octohor  iBt,  he  mot  with  a  gale,  and  wns  obliged  to  put  on  a  press  of  sail  to 
weather  flie  Cape,  The  vessel  was  all  under  water  for  mmp>  time.  The  pumps 
were  hardly  making  any  water  at  first;  afterwards,  when  they  found  water  iti 
Iho  vessel  thty  al tended  to  them,  A  sudden  sqtiall  slrnck  her»  and  be  had 
to  put  on  mainsail  and  foresail  to  make  her  answer  her  helm.  He  also  had  to 
throw  over  chaina  and  father  gear  to  lighten  her.  and  by  this  mean  sncceeded. 
She  strained  very  much,  as  her  side  wa^  entirely  under  water  all  the  time.  Ho 
got  the  pumi>3  to  work,  hut  in  ten  or  fifteen  minuter  they  beeame  choked. 
They  were  then  taken  out.  every  piTcaution  was  used  to  keep  the  water  from 
entering  the  bold,  and  they  were  eleared  ;  when  replared  tluy  only  worked  for 
a  few  niinutcs*.  and  consequently  he  had  to  resort  to  throwing  the  water  out  of 
the  hold  by  buckets.  The  weather  waa  too  serere  and  foggy  for  him  to  venture 
into  Lisbon  because  it  was  a  bar  harbour — a  veiy  dringprous  t>lace — ^and  he 
could  get  no  pilot;  being  uncertain  of  his  position,  and  ninuiug  before  such 
a  gale,  it  would  have  been  too  hazardous  to  attempt  Lisbon  harbour.  His 
wife  and  child  were  on  bonrd,  and  eonaidcrmg  the  state  they  were  in,  he  would 
have  made  every  reasonable  sacnliee  to  get  irito  Lisliou  instead  of  coming  to 
Cork.  The  cauyc  of  damage  to  the  cargo  was  had  wealber.  Confirmatory 
evidence  baviwg  been  given,  his  lordship,  in  charging  the  juiy,  remarked  on 
what  lie  had  said  during  the  trial  as  to  ilr.  Adams'  conduct  in  getting  a  re- 
duction nf  freight  by  sending  tbe  ship  to  Allf»n.  As  ilr.  Exham  had  a*5sured 
them  that  this  was  tbe  common  ]U'aetice,  it  ceased  to  assume  the  cliaracter  of 
a  deeeptiOTi  and  l>ecauie  a  euBtom,  I'lmt  was  tbe  iKst  that  eoidd  be  said  of 
it ;  but  it  would  be  much  belter  if  some  fairer  means  of  eaiTying  on  business 
;  wes  resorted  to.  The  questton  for  the  Jury  was  simply  whether  the  cargo  had 
tjeen  damaged  by  want  of  jaoper  care  on  the  part  of  defendant.  The  jury  gave 
a  verdict  for  plaintiff  i!-12IJ  V\s  damages. — His  lordship  :  You  deduct  the  jG34 
taken  off  the  freight?  Yes.  His  loidsbip:  Tlmt  shows  that  you  lliink  the 
practice  ought  not  to  prevail.    A  juror:  Yes*  but  it  is  the  custom. 

367  Owners  are  not  entitled  tf)  tbe  freight  caused  by  increased  bulk 
from  tbe  efiects  of  sea  water,  beyond  the  measure  at  tbe  port  of  sbipnieuL 
The  Ghitcestcr  Joif nia I  o(  January  20,  1855,  gives  in  full  the  judgment 
of  the  Court  of  Exchequer,  in  the  case  Gib.son'  r.  SxrKGE,  resulting  in 
tbe  rule  obtained  in  the  Easier  lerna  previous,  being  made  absolute, 

363  This  was  an  action  to  recover  £4i  ILt  '^d^  balance  held  to  be  due  for 
the  freiglit  of  a  cargo  of  wheat  from  Odessa  to  Gloucester,  in  tbo  Promptt  bill 
of  lading,  dated  September  2^,  1H52»  **  shippet],  «Scc.  ^,1(10  chetwerts  of  wheat 
in  bulk»  to  bo  delivered/*  Sec.  By  a  memorandum  in  the  bill  of  hiding,  the 
quantity  and  quality  were  declared  to  be  unknown  to  the  master  The  pro- 
visions in  tbe  charter  party  as  to  tbe  freight,  was  that  it  was  to  he  according  to 
Loudon  Baltic  printed  rates.  At  Gloucester,  the  wheat  wa.s  2»782  quarters  by 
cuslom-lionse  measure;  pi aiiitiJT claimed  freight  thereon;  defendunt  tendered 


« 


i 


lereu  ^^ 


k 


for  2,6Bi  quarters  specified  in  the  bill  of  ludiug.  Freiglit  was  [GRAIN 
|)iiid  thereou,  and  an  actiou  brought  for  tbe  larger  qimutiiy.  At  tbe  trml,  the 
jury  fouod  as  a  fact,  that  at  Odessa  it  would  have  measurod  only  2,(504  quarters, 
lui  Utere  was  no  evidence  whutlier  tlie  increased  bulk  arose  from  its  bad  con- 
dition wheia  sbi|iped,  from  Llie  beat  ahiiost  ne<^ess;inly  aiiriirigiti  a  e^rgo  on  bo 
long  a  voyage,  from  shijuiierjL  of  water  by  peril  of  the  sea,  excepted  against  in 
the  Uill  of  lading,  or  from  bad  or  delective  stowage,  or  careless  or  negligent 
conduct  of  tbe  master  and  cre\^*  A  verdict  was  entered  for  plain  til!',  leave 
being  given  defendant  to  move  to  enter  a  nonsuit, 

Mr.  Baron  Martin  said :  It  was  argued  that  the  bulk  wbieh  was  delivered 
beyond  Uie  biUk  shipped,  was  water  and  not  wheat;  but  there  was  no  evidence 
that  any  water  ever  came  in  coijtact  with  the  wheat ;  and,  I  believe*  thero  are 
which  increase  the  si^ti  of  grain,  other  tlmu  eoutuct  with  water.  Hovv- 
Ihis  may  ho,  in  my  judgment  tbe  measureineut  for  the  purpose  of  freight, 
wherever  made,  onglil  to  be  of  the  greins  of  wheat  aa  they  actually  exist.  The 
valuable  pfirt  of  Ihe  gntiti  is  that  which  produces  the  Hour;  hut  in  the  graiu 
there  is  the  husk,  and,  I  belie vo,  always  a  certain  quantity  of  moisture,  or 
water,  which  can  only  be  removed  by  the  kiln  or  artificial  drying;  and  this 
nrgumcut,  if  well  founded,  would  equally  exclude  the  measurement  at  Odessa, 
for  there  con  be  uo  doubt,  that  a  certain  quantity  of  damp  or  moisture  was  in 
combination  in  the  grains  of  wheat,  and  to  some  extent  increased  its  hulk. 
It  is  clear,  according  to  the  general  law,  that  the  eireumstance  of  the  wheat 
being  damaged  doe^s  not  at  all  atl'ect  the  right  of  tbe  plaiutitl'  to  freiglit.  It 
hu3  been  decided,  that  when  the  entire  quantity  was  delivered,  the  shipowner 
%-Ai&  entitled  to  the  full  freight,  notwithstanding  it  was  proved  that  the  gooda 
conveyed  had  been  damaged  by  tbe  crew,  and  that  the  remedy  was  by  a  cross 

ictjon Jt  may  have  arisen  from  the  bad  and  defective  quality  of  the 

wheat  when  shipped. The  master  expressly  declared  bimeelf  to  bo 

jgDorout  of  its  quality,  and  deciined  all  reipDUfiibLlity  on  this  head ...The 

wheats  OS  was  proved  at  the  trial*  was  shipped  whilst  the  vessel  was  in  qu»ran- 
tine,  in  an  open  roadstead,  out  of  borgew;  and  it  is  notorious  tliat  in  many 
foreign  parts  this  is  the  usual  mode.  Under  such  circumstances  it  is  praeticalljr 
impossible  to  measure  a  cargo  of  grain;  there  is  neither  time,  nor,  goueially 
fifjeaking,  a  sufficient  number  of  men  competent  to  do  it. .*....«. I  am  quite 
aware  that  this  rule  would  hold  out  a  t4?inpUlion  to  shipmasters  to  wet  such 
cargoes,  and  thereby  inoreose  their  bulk,  hut  this  would  be  a  most  dishonest 

act,  «nd  subject  them  to  an  action  for  damages In  my  opinion  the 

pUintiif  IN  entitled  to  judgment;  and  the  rule  ought  to  be  discharged. 

Mr.  Baron  rLArr:  it  seems  to  me  the  rule  ought  to  be  nmde  absolute, 
and  that  it  was  the  duty  of  the  master  to  ascertain  at  the  time  of  loading,  the 
quantity  ho  received;  the  difficulty  seeiua  imaginary,  as  it  can  hardly  be 
aup[>o9ed  that  the  numbor  of  ciibie  ftiet  which  his  vessel  can  stow  away,  could 

Ui  unknown  to  lum Juasmuch  as  2,0(^4  quarters  alone  were  sliipped, 

tliny  oione  have  been  carriiHl  the  whole  voyage  ;  for  them  freight  is  payable. 

Wr.  Uaron  Aldeiison;  Iht*  ca&e  is  closely  anahigous  to  that  of  the  preg- 
Baai  f<imal«:tf  in  MuUay,  p.  1  m,  wlicru  uo  freight  h  payable  for  infants  deliverod 
oa  iba  voyage;  abo,  where  freight  is  louiractid  for  the  truiispori  of  animals, 


S12 


STEVENS    ON    STOWAGE. 


l!ie  freight  is  payable  only  for  those  wliidi  arrive  alive ;  and  again,  [GRAIN 
wliere  goods^  such  as  Biigar  and  molasses,  have  wasted  in  bulli  during  the 
voyage,  the  freiglit  ta  payable  for  the  amoiiut  which  arnves. 

Tlie  Lord  Guirf  Baeon  :  I  agree  that  the  bulk  or  weight,  as  taken  at  the 
port  of  destiuaLion,  may  be,  prima  fadey  the  criterion  of  the  freight  to  bo  paid ; 
but  when  it  is  proved,  and  found  by  the  jury,  that  that  test  is  fallacioua  and 
untrue,  and  that  the  real  qimntity  shipped  was  a  different  and  smaller  quantity, 
Uien  I  think  the  freight  ought  to  bo  calculated  on  the  true  quantity  shipped  ; 
the  masters  ignoranoo  of  the  true  quantity,  aa  expressed  in  the  bill  of  lading, 
cannot  entitle  him  to  charge  freight  according  to  a  false  estimate...... •...In 

case  of  a  cargo  of  sponge  shipped  dry,  to  be  paid  for  by  weight,  tho  consignee 
might  certainly  squeeze  out  all  the  water  imbibed,  if  any,  and  pay  for  sponge 

only.* K  it  can  be  accurately  known  and  ascertained  what  ought  to  he 

separated,  though  the  separatioo  cannot  in  fact  be  marie,  it  is  known  what 
ought  to  be  deducted  from  the  claim  of  freiglit,  and  the  deduction,  which  m 
possible,  ought  to  be  made.     Here  the  measure  of  the  wheat  sliipped  waa 

known,  is  proved,  and  found  by  the  jury..... I  think,  therefore,  that  freight 

for  this  increased  bulk  cannot  be  claimed  under  the  biO  of  lading.  ^Rule 
made  abtolutf.] 

3(}9  In  the  case  of  the  flvidtfeldt^  tried^  1656,  at  Cork,  the  master  signed 
bill  of  lading  for  Ofi-1  kilos  of  wheat  of  good  quality,  Moldavian  produce,  dry 
Billed  and  well  conditioned,  shipped  at  Galatz,  Dincharged  1,001  quarters; 
freight  paid  on  04Ui  quarters  only.  Action  for  the  difference  £21  13*  Bd,  at 
10s  9d  ^  quarter*  Defendants  alleged  that  the  cargo  was  heated  and  the  bulk 
thereby  increased  from  3  @  C  ^  cent,  Galatz  wheat  averages  5(ii  @  &B  fb ; 
this  cargo  51 J  lib.  Action  dismissed.  [This  judgment  icas  appealed  against^ 
Imt  it  ivat  coFiJirtm'ih] 

370  Marionople  Wheat,  In  the  Court  of  Common  Heas,  December  18, 
1862,  GATToaiNo,  a  Bhipowuer,  sued  Adams,  a  com  merchant  at  Cork  for 
£1,017  7i  4d  freight,  &c.  of  4,900  chetwerta  of  wheat.  Of  this  quantity  only 
1,800  chetwerts  were  put  on  board  in  Marionople ;  tlie  remainder,  3,100  ehet- 
weits,  was  put  into  lighters  taken  beyond  tlie  bar  at  Kertch,  and  placed  on 
board  November  IB.  The  master  signed  bills  of  lading  at  Marionople,  the 
principal  [slace  of  la«ling,  October  30.  liefendaut  calh*d  evidence  to  show  a 
eubtoni  in  Loudon  for  the  purchaser  to  be  at  liberty  in  such  a  case  as  this,  to 
reject  the  ciirgo.  The  judge  eaid  that  in  ordinary  cases  the  purchaser  waa 
entitled  to  have  all  tlie  cargo  on  board  before  signing  bills  of  lading.  In  this 
case  the  general  principle  did  not  apply,  because  by  the  ciBtom  at  ^f  arionople 
the  owner  gave  authority  to  the  master  to  sign  as  he  had  done. — Verdict  for 
plaintiff. 

371  Baltic.  Cargoes  of  grain  from  the  Baltic  for  England  scarcely 
ever  reach  1,CM>0 quarters,  and  seldom  exceed  7tXJ  or  80()  quarters^  this 
may  be  owing  partly  to  the  comparative  slutllow^ness  of  the  Baltic  ports. 
In  Prussian  and  other  country  ships  th  e  ordinary  dunnage  is  covered  with 
mats  which  extend  up  the  sides,  and  for  which  contiignees  consider  ihey 
liave  to  pay  at  a  high  rate.    U  the  ship  is  perfectly  sound,  and  the  ceiling, 


4 


4 


STEVENS    ON    STOWAGE. 


213 


pump- well,  &c.  light,  so  thai  grain  caivnol  find  its  way  inlo  [GRAIN 
her  fnime^  some  raerclmnts  consider  thai  the  use  of  mats  is  injtirtottci, 
because  in  the  case  of  leakage,  tliey  imbibe  the  wet,  retain  it,  become 
mildewed,  and  tuuse  heat  and  consequent  injury  to  ibe  cargo. 

37*2  Baltic  Freights.  At  Konigsbcrg,  on  the  8tb  of  February,  1&65, 
the  following  was  issued  by  Mr.  G ustav  Moellkr,  '*  Our  grain  nicr- 
chants  had  a  consultation  yesterday,  and  resolved  in  future  to  charter  only 
by  weight,  viz :  instead  of  delivered  imperial  quarter,  to  be  per  delivered 
496 tb,  for  wheal,  tares,  beans,  or  peas,  other  light  grain  in  proportion  to 
ibe  Konigsberg  rates  as  follows  : 

For  Bye  .•«..*.*..•..»      2|    ^  ceai.  morts  freight^ 
For  fiarlfiy  or  Se«d  » . . .      71     ^  cent.        ditto 
For  Oata ....,«..     93i    ^  cent.        ditto 

And  at  Dantzic,  on  the  28tb  of  the  same  mouthy  a  meeting  of  shippers, 
owners,  and  brokers  was  held,  when  it  was  resolvedj  that  in  future  all 
charters  for  grain  shall  he  stipulated  at  per  quarter  ot  4fJGtb,  for  wheat, 
other  grain  in  proportion,  according  to  the  Dantzic  Customs,  namely, 
that  tares,  peas,  and  beans  pay  the  same  rate  as  wheatj  while 

Byo  payv     *  •  *        2|  ^  eent.  more  £reigkt| 

Birlej  and  Seed    Ill    ^  cent.        ditto 

Oats 25    t^cenL        ditto 

Btil  on  the  23rd  of  March  following,  a  meeting  of  deputies  from  Kunigs* 
bergy  Memel,  Stralsund,  Stettin,  and  Dantzic  corporations  of  merchants, 
took  place  at  Dantzic,  when  it  was  stipulated  that  Baltic  freights  to  (ireat 
Britain  should  be  per  quarter  weighed  500  tbi  and  o04  tb;  |>eaH,  beans, 
imd  tores  the  same.  By  this  scale  vessels  can  be  clmriered  either  per 
600  tb.  or  per  504  tb.  according  to  the  cheapness  or  dearness  of  freights, 

ForHyo 2    l^eeni  more  for  600  n>> 

Biirky  and  Bui^Uw   ....,.[     ^    ^*^^         ^**** 
ForOata  ..,.., ,.,     22|  lucent         ditto 

Freights  to  France,  Holland,  and  Belgium  per  2,400 kilos  wheal.     To 

Gcnnan  jjorts  in  the  German  Ocean  per  last  of  4,600  Iti.  wheat.  Other 
descriptions  in  the  same  proportions  as  freights  to  England/' 

37:i  Riga.  The  produce  of  Poland  from  Kieve  northwanl,  around 
the  shores  of  ibe  river  Dwina,  are  sent  to  Riga.  After  the  operation  of 
thrashing  is  performed,  and  the  frost  sets  in  so  that  the  ice  on  the  rivers 
will  bear,  the  peasantry  are  engaged  in  constructing  the  raft  which  is  to 
float  these  cargoes  to  their  destined  port.  These  vessels  are  formed  with 
much  ingcnuily  and  liitle  expense,  being  put  together  without  ihe  use  of 
a  nail,  and  merely  fastened  with  wooden  pegs,  and  stulled  wiih  hempen  loir 
to  make  them  impervious  to  water.     They  burden  from  200  to50i>tonj 


tu 


STEVENS    ON   STOWAGE. 


and  are  from  20()  to  4 00  feet  long,  being  formed  of  large  trees  [GRAIN 
split  into  rongli  boards*  A  single  fir  tree  forms  the  rudiler,  al  which  ten 
or  twenty  men  preside,  according  to  the  strength  reqaired.  The  most 
valaable  part  of  the  cargo,  which  is  wheat,  hemp  seed,  &c.  is  stowed  in 
ihe  centre,  a  space  being  left  around  the  sides  for  the  package  of  those 
goods  which  a  little  wet  will  not  materially  iivjure,  snch  as  hemp,  hempen 
cordage,  &c.  This  being  completed,  the  vessels  are  ready  to  take  advan- 
tage of  the  earliest  part  of  the  navigable  season^  As  soon  as  the  ice  is 
broken  up,  they  float  down  with  the  strong  current  which  succeeds  its 
clearanee,  and  thirty  or  forty  of  the  peasants,  sometimes  with  their  wives 
and  families,  take  their  passage  upon  it.  The  owner  or  his  steward,  meets 
the  cargo  at  Riga,  where  if  not  disposed  of  to  the  merchants  it  is  ware- 
honsed.  The  vessel  is  knocked  to  pieces,  and  sold  for  firing,  or  frequently 
fur  yard  paling,  and  often  fetches  no  more  iban  from  100  to  200 rubles. 
374  Dantzic.  The  navigation  of  the  River  Bug  is  tedious  and 
uncertain,  and  can  only  be  attempted  in  the  spring,  when  the  water  is 
high.  Tt  is  the  same,  though  in  a  less  degree,  with  some  of  the  rivers 
that  fall  into  the  Vistula  before  it  reaches  Warsaw;  and  towarils  Cracow 
the  Vistula  itself  is  frequently  unnavi gable,  especially  in  dry  seasons, 
except  in  spring,  and  after  the  midsummer  rains,  when  the  snow  melts 
on  the  Carpathian  mountains.  The  navigation  of  the  Polish  rivers  in 
some  seasons  is  more  than  usually  difficult ;  and  corn  from  ilie  upper 
provinces  does  not  reach  Dantzic  till  from  two  to  four  months  later  than 
usual,  and  is  burdened  with  a  very  heavy  additional  expense*  In  fact  the 
supplies  of  grain  at  that  port,  depend  quite  as  much  on  the  abundance 
of  water  in  the  riversj  or  on  their  easy  navigation  in  summer,  as  on  the 
goodness  of  the  harvests.  There  are  two  modes  of  conveying  wheat  to 
Dantzie  by  the  Vistula.  That  which  grows  near  ihe  lower  parts  of  the 
river,  comprehending  Polish  Prussia,  and  part  of  the  province  of  Plock, 
and  of  Masovia,  in  the  kingdom  of  Poland,  which  is  generally  of  an  in- 
ferior quality,  is  conveyed  in  coveretl  hoata^  with  shifting  boards  ihut 
protect  the  cargo  from  rain  but  not  from  pilfering;  they  are  long,  draw 
about  15  inches,  and  carry  about  150  quarters,  These  vessels  are  not 
however  so  well  calculated  for  the  upper  parts  of  the  river »  From  Cracow, 
where  the  Vistula  first  becomes  navigable,  to  below  tlie  junction  of  the 
Bug  with  that  stream,  ihe  wheat  is  mostly  conveyed  lo  Dantzie  in  open 
flats.  These  are  constructed  on  the  banhs  in  seasons  of  leisure,  on  spots 
far  from  the  ordinary  reach  of  the  water ;  however,  when  the  autumn  rains 
or  the  melted  snow  of  the  Carpalhian  mountains,  in  the  spring,  flow  into 
the  river,  they  are  easily  floated.  Barges  of  this  deseripiion  arc  about 
75  feet  long  aitd  2U  broad,  with  a  depth  of  2i  feet;  they  are  made  of  fir, 
rudely  put  together,  fastened  with  wooden  trenails,  the  corners  dove-luiled 
and  secured  with  sliglit  iron  clamps, — the  only  iron  employed,    A  Lirge 


i 


4 

4 
4 


4 


large    ^J 


STEVRNS    ON    STOWAGE. 


215 


tree,  tlie  lenglh  of  ilie  vessel,  nitis  along  tlic  bottom^  to  [GRAIN 
wliicli  iht;  tiyibers  iire  si'cuied ;  ihis  roughly  cut  kcel^^on  rises  i)  or  10 
int'bes  frora  tlje  floor,  and  hurdks  are  kid  uii  it  wbich  extend  to  the  sides* 
They  are  covered  with  mats  made  of  rye-straw,  and  serve  the  purpose  of 
dunnage^  leaving  below  a  apace  in  wliich  the  water  thai  leaks  through  the 
sides  and  boltoni,  is  received.  The  bulk  is  kept  from  the  sides  and  ends 
gf  (be  barge  by  a  similar  plan  ;  the  leakttge  is  dipped  out  at  the  end  and 
aides  of  ibe  bulk  of  wheat.  These  vessels  draw  from  ten  to  twelve  inches 
fttid  yet  tbey  frequently  ^et  aground ;  their  cargoes  usually  consist  of  from 
180  to  200  quarters*  The  wheal  is  thrown  on  tlie  mats,  piled  as  high  as 
the  gunwale,  and  left  uncovered,  exposed  to  all  the  inclemencies  of  the 
weather,  and  to  the  jiil fed fi^  of  the  crew*  During  the  passage  the  barge 
is  carried  along  by  ihe  force  of  tlie  stream,  oars  being  merely  used  at  the 
head  and  stern  to  &icer  clear  of  the  sand  banks  which  are  numernua  and 
shifting,  and  to  direct  the  vessel  in  passing  under  the  bridges.  The  crews 
consist  of  six  or  seven  men,  one  of  whom  precedes  in  a  boat  sounding,  in 
^  order  to  avoidtbe  shifting  shoals;  this  mode  of  navigating  is  necessarily 
very  slow,  and  lasts  several  weeks,  and  even  months*  If  during  its  pro- 
gress any  rain  fails,  the  wheat  grows,  and  the  vessel  speedily  assumes 
llie  appearance  of  a  ih mating  meadow.  The  shooting  of  the  fibres  soon 
forms  a  thick  mat,  and  prevents  succeeding  showers  from  penetrating 
more  than  an  inch  or  two.  This  covering  protects  the  cargo  and  when 
it  is  thrown  aside,  the  main  bulk  is  found  in  tolerable  condition.  The 
%'cs9e]s  are  broken  ni>  at  Duntzic;  their  crews  return  on  foot  or  by  rail. 
When  the  cargo  arrives  at  Danizic  or  Elbing,  all  except  tlie  grown  sur- 
face is  thrown  on  tlje  bunks  of  the  river,  spread  on  sails,  exposed  to  the 
Biin,  and  frequently  turned  against  the  wind,  till  any  slight  moi.«ture  is 
dried.  During  the  night,  and  when  a  shower  threatens,  the  heaps  arc 
funned  like  ihe  sleep  roof  of  a  house,  to  let  the  rain  run  olf,  and  are  covered 
with  a  linen  clolb,  When  so  lying  along  the  banks  tlie  wheat  is  called 
**  on  sczerapka."  Il  is  frequently  a  hmg  lime  nhvv  the  wheat  has  resichcd 
Dants^ic  before  it  i.s  Ju  to  be  placed  in  the  warehouses  (speichers)  which 
are  v  e  ry  u  e  1 1  a<  I  a  p  t  c  d  To  r  a  it  tv  i  ii  g,  Th  ey  c  o  n  s  i  s  t  ge  n  eral  ly  u  f  e  e  v  e  n  s  to  ri  ca , 
three  of  which  are  in  ihe  rouf;  the  Ooors  are  about  nine  feet  asunder; 
each  is  divided  inlo  perpendicular  partitions,  the  whole  length,  about  four 
feel  high,  by  which  didtrent  parcels  are  kept  distinct*  Thus  the  floors 
have  two  divisions,  each  capable  of  storing  from  bSO  to  200  quarlers,  leav- 
ing Bufljcieni  space  for  lurning  or  screening;  lu  each  floor  the  windown 
ore  always  thrown  open  in  dry  weather.  Those  in  the  speichers  are  sinipl^ 
openings  of  2}  orSftci  square,  with  hinged  doors  {luk*ri)  which  can  ht 
fastened  back  t\itli  Imoks,  The  cum  is  usually  turned  over  three  liioeH 
a  week;  the  men  throw  it  with  lljeit  shovels  as  high  as  they  can,  and  thus 
the  grains  are  sepoiated  from  each  other,  and  exposed  to  the  drying 


216 


STEVENS    ON    STOWAGE. 


influence  of  the  air.  Ships  are  loaded  by  ganga  of  porters  [GRAIN 
wiili  f^eat  dispatch;  they  will  complete  a  cargo  of  500  quarters  in  about 
three  or  four  hours;  moderaie-sized  vessels  lie  alongside  the  speichers; 
the  cargo  is  usiually  measured  prior  to  shipment. 

375  Elsiaore.  Mr.  Lunb,  says  March  8ih,  1865, — ihe  Leith  mer- 
chants buy  and  sell  as  follows  :  wheat*  peas,  tares,  and  beans  per  604 fb. 
or  4i  cw't;  barley,  rye,  and  linaeed  448tti.  or  4  cwt;  oats  536  tb.  or  3  cwt. 
These  are  above  the  natural  weights  of  the  grain  per  quarter,  as  the  fol- 
lowing approximate  estimate  shows  :  wheat — ^Ballic  and  American — 
weighs  usually  472  @  4961b.  per  quarter,  average  probably  484,  Black 
Sea  and  Petersburg  456  @  488,  average  468;  barley — ^Baliic  and  Danish 
—408  @  440,  average  420,  Black  Sea  302(^402;  o«^^— Danish  and 
Swedish— 304  @  336,  Prussian  296  ®  320,  Riga  288  @  304,  Petersburg 
290  (s  3^8,  Archangel  288  @  308 ;  Umeed~-Bvi\l\c  400  @  432 ;  peas  and 
/artfs— Baltic  496  @  520;  beam— Bnliic  480  @  520;  rye— Baltic  456  @ 
472,  The  relative  weights  of  the  various  kinds  when  stowed  approxi- 
mate as  follows  r  the  same  space  contains  of  peas  2i  t>cent.  mijre  than 
wheat,  barley  TJless,  linseed  12^  less,  oats  27i  (5  30  fi- cent,  less,     Oq 


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lljU  basis  a  ship  loading  a  full  cargo  of  100  lao  wheat,  will  lake  [GRAIN 
tn  I •20}  ton  peas,  02i  horley,  87^  linseed,  and  72^  oals.  Tliesc  ligures 
\\\\\  form  a  guide  in  cimrteriiig  for  wheat  by  the  ton,  wiih  other  grain  in 
proportion  ;  but  mudi  de|>ends  on  the  silnurng  and  earrying  capacity  of  ibe 
s!iip.  Perhaps  the  dililTences  miglit  be  fairly  estimated  fur  general  rates 
lit  5^  cent,  additional  for  barley,  12}  for  linseed,  and  26  for  oats,  v^heat 
bfini^  the  standard.  Rye,  beans,  peas,  and  wbeat  might  be  estimaled 
trjuaK  Tbci^e  proportional  rateia  ore  abuiil  2i  ^  cent,  more  in  favor  of  the 
il*ip  than  the  London  printed  rules*  The  tabic  on  the  preceding  page 
llunvs  the  comparative  rales  for  grain  per  loo,  and  per  quarter. 

376  At  Hamburg,  j^Tain  of  all  descriptions  is  sold  sometimes  by 
weight  and  s^.>nieumes  by  measure,  but  freight  is  usually  paid  per  quarter. 

377  France.  Frencli  wheat  and  giain  usnally  pay  frei^lit  at  per 
tonneaux  of  1,000  ar  1 ,015  kilogram  nits,  of  vvliich  218  are  equal  to  480tb. 
•»r  !  quiirter.  Grain  to  Plngland  in  cbasse  marees,  which  usnally  carry 
iibont  3tK)  to  600  quarters  each,  is  dunnaged  with  fagcaa  of  brashwood, 
and  sometimi's  rotijjb  battens,  covered  with  mats,  all  of  wliich  usually 
become  the  perrpiisite  of  the  eunsignee.  In  charleriug  from  PVcncb  pons 
in  the  Bay  of  Fiiseay,  seriijus  diilTiculiies  have  occurred  when  the  charier 
party  has  staled  *'  niaize,  at  freight  of  2s  6d  (^  3*  ^  quintal  selou  Tusage." 
The  French  word  ''quintal"  is  "hundred  weight*'  in  every  dictionary. 
The  charter  party  intended  to  have  said  *' quarter'*  selon  usage.  Com- 
plaints have  bet-n  made  by  nia^siers  that  whereas  in  France  barley  is 
uei^^hed  un  board  on  an  even  scale,  it  is  weighed  out  in  England  on  the 
turn  of  the  scale  ;  this  h  of  course  against  the  ship. 

378  Paris,  *2Gtb  of  Febrnary,  1865.  To  the  French  Chamber  of 
Commerce.  Genikmen,— Hia  Kxcellency  the  Minister  of  Foreign  Af- 
fairs calls  ray  attention  to  the  cliaputes  which  frecpienlly  arit>e  between 
the  captains  of  French  ships  and  merchants  at  Gla*>gow  relative  lo  ihe 
cargoes  of  grain  sent  from  Fmnce  to  the  Clyde.  According  lo  infor- 
tnation  transmitted  by  the  Consul  of  France  at  that  port,  almost  all  these 
difljculties  arise  from  both  the  qutintily  and  the  weight  of  the  grain 
conveyed  being  set  forth  in  the  consignments.  The  nuniLier  of  hectulitres 
is  a*iccnaini.'d  with  sufficient  exactness  wlien  taken  on  board,  but  the  same 
ii  not  the  cusl-  vviili  the  weight,  wliich»  calculated  on  an  average,  and 
admitting  it  to  be  correct  on  leaving,  often  presents  marked  variations 
on  arriving,  by  the  sinq)le  fact  of  a  long  passage.  With  the  view  of  pre- 
venting the  reuiru  of  difficulties  of  this  Ivind,  I  have  thuoght,  gcullcmen, 
that  it  would  be  right  lo  modify  e«tabli8hcd  usage  by  only  insirting  for 
ll»e  future  in  the  consignments  one  of  the  two  measures  heretofore  given. 
It  will,  consequently,  be  of  interest  to  choose  that  measure  nf  capacity 
which  is  generally  favorable  to  our  captains  at  the  moment  of  discharging 
Uic  ciirgo.     Accept^  &c.    Aumand  Bkmic* 


870  Deficiency  of  French  Cargo.  A  sbip-broker  asks  the  [GRAIN 
Odzetlfit  Oflobur  14,  1H'>^^^A  vessel  was  chartered  at  NantSv^  for  &  port  in 
Irelaoil,  the  cargo  to  be  abipped  as  euBtotuarj,  aud  the  master  to  take  an 
account  of  it,  and  sign  bills  of  ladiag  ttccoi*diiigly ;  the  freight  to  be  paid  at 
llj^f^toiiof  15  hectolitres  ("onze  sluUings  sterliDg  par  touueaii  de  quitize 
hectolitres  delivres,  et  «ne  livre  gratification  au  capital  no.'*)  The  cargo  was 
shippt^d,  the  fjuaQtity  beiDg'  per  bill  of  ladmg.  2,087  hectolitres  wheat,  weigli- 
ing  105,776  kilogrammes:  the  VMsel  delivered  750  quarters,  or  2,181  j''^  hec- 
tolitres of  2}  bushels  per  hectolitre,  on  wbicb  freight  for  1151',  ton  is  de'iiauded, 
but  the  naerchants  declioe  paying  for  more  than  is  expreseed  io  the  bill  of 
lading,  alleging  thot  the  ship  has  delitered  some  10  or  VZ  cwt  short  of  the  weight 
Bhipped,.  whi(.-h  the  master  does  not  diapnle,  as  he  protested  at  Naates  agamst 
the  weight  as  shipped,  aiul  noted  same  on  bills  of  lading.  The  answer  is: 
the  master  having  noted  protest  a|  port  of  shipment  against  the  correctnesa 
of  the  quantity  named  in  the  bill  of  lading,  shotdd  have  witblield  the  delivery 
at  the  port  of  destination,  until  secuiity  was  given  for  payment  of  freight  on 
the  quantity  delivered  in  good  order  and  condition, 

3*^0  Surpltis  cargo.  In  Itie  Li¥er|jool  Comity  Court,  January  21,  1858, 
Cooke  v.  Hi.UBAiK,  ship  Licin^jsione,  brought  wheat  at  4*,  **  par  chaqne  quar- 
tier  imperial  delivre/'  Bills  of  lading  were  signed  at  Marseilles  for  **  3,tJ5'i 
charges  of  100  litres,  equal  to  1  ,B4:i  imperial  quarters.*'  At  Liverpool  tho  cargo 
tiu'ned  out  2,0!*;i  quarters.  Fbiintiff  contended  that  in  tlie  first  place  the 
roaster  was  bound  by  the  bills  of  lading,  and  that  the  quantity  stated  thereoa 
waf*.  at  all  events,  l»etween  him  and  an  indorsjee,  all  on  which  he  was  entitled 
to  freight.  Jn  delivering  judgment^  Mr.  BLAift  said—"!  know  no  authority 
for  giving  such  etfeet  tn  a  bill  of  lading  even  without  the  memorandum  her© 
appended — '  not  accountable  for  quality,  quantity,  or  measure.*  If  the  master 
has  carried  a  larger  quantity  tlmn  signed  for,  he  is  as  mneb  entitled  to  freight 
for  the  surplus  ns  if  he  had  carried  a  larger  amount  of  barrels  or  bags  than 
stated  on  the  hill  of  lading.  Diit  It  was  further  urged  on  tho  authority  ol 
GinsoN  V.  Sttjroe,  that  the  increase  in  the  number  of  quarters  had  occurred 
by  beating  dunng  the  voyage,  and  that,  therefore,  freight  could  only  bo 
demanded  on  the  smaller  quantity,  as  Iwing  all  *  received,  carried,  and  de- 
livered,' and  that  all  these  things  must  concur  to  eniiilo  him  to  freiglit.  In 
Gibson  h.  SrcaoE  [page  210],  the  jury  found  as  a  fact,  that  no  more  than  the 
smaller  quantity  had  been  received.  Here  there  is  no  direct  proof  of  the 
quantity  shipped,  unless  the  bill  of  litding  is  to  be  looked  on  as  such.  I  have 
already  stated  why  I  do  not  couaidor  the  master  as  estopped  by  these  ftgurea» 
but  fur ther,  the  evidence  satisfies  me  that  the  statement  in  the  bill  of  lading 
is  incorrect.  I  cunnot  conceive  that  the  cargo  could  have  increased  by  heating 
from  1,843  to  2,033,  ».(•.  100 quarters,  when  the  witnesses  for  the  defence  do 
not  speak  of  ever  having  known  such  a  cargo  to  have  increased  by  more  than 
lO'^^*;  and  according  to  their  evidenee,  the  cargo,  which  it  is  admitted,  sustained 
no  damage  from  any  dotY^t  in  the  ship,  had,  in  all  probability,  l>een  already 
heated  on  the  way  from  Ibruil  to  Marseilles,  and  had  been  put  on  board  without 
hiTing  been  sutHciently  dried.  I  have  also  the  moster'a  evidence,  tb«t  tlie  cargo 
entirely  filled  the  vessel  on  leaving  MiXbeiiles,  and  that  it  bad  iiunk  from  nine 


STEVENS    ON    STOWAGE. 


219 


inches  to  a  foot  before  arrivaL  It  is  qiiite  cleai-  tJiat  the  Lulk  had  [GRAIN 
Dot  inorensed  after  leaving  MarseilleB,  by  any  neglect  or  malversation  on  liis 
part,  or  any  defect  in  the  f^Iiip ;  nud  I  am  satisfied,  if  it  ificreased  to  any  extent 
on  the  voyage,  it  did  not  increase  to  anything  like  the  extent  uf  100  qunrtera, 
and  that,  in  |>oint  of  fact,  a  larger  q-uautity  was  aliipped  than  that  mentioned 
in  tlie  hill  of  Uding,  Whether  this  ia  to  be  attributed*  as  alleged,  to  there 
being  a  tnisoaleuhition  iii  the  nnmher  of  **  charges"  to  the  imperial  quarter,  1 
do  not  stop  to  enquire;  nor,  in  ihe  view  I  take  of  the  case,  is  it  necessary  to 
ascertain  tbe  precise  quantity  shipped,  inasmuch  as  1  tbiuk  the  freight  is  to  be 
ealculated  upon  thequantfty  ascertaiued  on  her  discharge  in  the  Albert  Dock. 
I  think  the  terms  of  the  clntrter  party  can  bear  no  otber  reasonable  meaning. 
In  *Gjfl80N  V.  Stdroe/  (sec.  Wl,  kc)  ihe  charter  jmrty  did  not  coritain  the 
expression  'for  each  quarter  delivered/  nor  any  equivalent  tenns*,  and  tlie 
reasoning  on  which  that  judgment  was  founded  dooK  not  apply;  and  it  ia  to 
be  obfseryed  that  even  in  thai  judgment  on  those  premises,  all  the  court  did 
not  concur.  It  was  urged  that  for  *each  quarter  dehvered'  meant  for  each 
quarter  the  master  might  can'y  and  deliver  of  those  which,  by  tbe  bill  of  la(hng, 
he  ftdmiued  be  had  shipped;  hut  thia  construction  seems  ratiier  forced,  and 
I  think  tbe  true  construction  of  the  bill  of  lading,  with  the  unuexed  memo- 
randum, and  of  the  charter  togetlier  is,  that  both  parties  treated  tbe  qtiaiitity 
turned  out  ut  the  port  of  discharge,  as  the  measure  of  the  freight.  Any  other 
construction,  I  may  remark,  would  impose  agi'eat  hardship  on  the  master,  who. 
taking  in  his  cargo  in  hulk,  would  have  no  mode  oftefltiog  the  accuracy  of  the 
bills  of  lading,  except  by  i.  very  rough  estimate  of  bit*  vessel's  ca2>acity." — 
Verdict  for  plaintiff.  'Lhk  deeiaiou  gave  much  dissaiis faction  to  tbe  trade, 
bo  observe  that  the  judge  decided  on  the  ground  of  a  suppOBed  error  in  tbe 
[Uantity  shipp«^d,  and  not  on  the  ground  of  the  shipowner  being  entitled  to 
ftreigbt  OD  any  increase  on  tbe  quantity  during  the  voyage. 

381  Barley — Nantes.  A  French  vessel  arrived  iu  Engbmd  in 
September^  |hG5,  with  a  cargo  of  barley  from  Xantcs.  The  hill  o{  lading 
Bays  "  e  h  i  p  p  e  il  1,862  h  e  c  tu  I  i  I  res,  w  e  i  g  li  i  ti  g  ( a  t  the  a  v  c  ra^^e  v  f  ti  t>,  I  tJtJ 

beclolitres)  123,201  bectolirrcs*  Freight  to  be  paid  96  per  15  hectolitres." 
The  cargo  is  measured  out,  but  to  enable  tbe  Customs  to  gel  the  average 
weight  for  payment  of  duty,  a  k\v  bags  are  weighed.  According  to  mea- 
sure, tbe  cargo  tarns  otit  nearly  cighi  hectolitres  in  excess  of  bill  ot  lading 
quantity,  (freight  being  specilied  by  heclolitres)  but  nierehant^^  lublhi  on 
{layitig  freight  on  average  wei^lit.  The  Shipping  Gazette  is  asked  who  is 
light  ?  The  master  has  oilered  to  accept  freight  on  bill  of  lading  quantity, 
which  is  refused.  The  Editor  answers  "  the  ahi|)  is  entitled  to  be  paid 
l^eight  on  tbe  measured  oui  quantity,  and  the  master's  oiler  is  a  fair  one.** 

*i^2  If  Bengal  Wheat,  which  is  of  a  very  dry  crisip  cburaelcr,  18 
placed  on  rice  or  other  general  cargo,  it  is  greatly  injured  by  weevil,  but 
when  su»wcd  below,  and  so  covered  with  goods  that  the  air  is  entirely 
^xcludi'd,  it  etmiinues  sound.  If  jule  or  cotton  iti  slowed  over  wheat,  a 
lier  af  caacji  should  iniervenc^  or  it  will  become  heated. 


I 


I 


STEVI^mS    ON    STOWAGE. 

383  At  ibe  Adelaide  AgricuUural  Showa  in  llie  five  [GRAIN 
years  euditipf  1863,  the  average  weight  of  grain  exhibited  was,  from  tlie 
liills  68H:>,  Oioz.  and  from  ihe  plains  6\j\h,  loz. 

384  Madeira-  In  case  of  breakage  in  the  measurement  of  crim,  after 
allowing  2i  ^T>C€^^  the  vessel  must  make  up  the  deficiency  at  tbe  mai^ket 
price,  according  lo  the  long-estabiishcd  regulation  at  the  British  factory. 

385  Canada.  At  Montreal  it  is  usual  in  charter  parties  to  Great 
Britain,  for  the  mercliant  to  find  mats  and  the  ship  the  "requisite  dun- 
nage/' On  arrival  the  merchant  wi!l  possibly  offer  to  fit  ihe  inlt'rnal 
casing;  the  master  should  observe  bis  own  discretion  and  have  it  done 
in  the  most  economical  manner,  remembering  tbnt  be  ought  to  know  best 
the  ship  s  character  and  sea-going  qualities.  All  unnecessary  wood -work 
and  casing  Involves  a  direct  loss  in  its  cost  and  possibly  indirect  loss  by 
displacing  car^o  and  thereby  preventing"  the  gain  of  freight*  All  sbtjis 
loading  grain  in  bulk  at  Montreal  must  leave  sufficient  space  ins^ide  the 
pump-casing  for  a  man  to  descend  to  the  well.  LtoYD*s  instructions  for 
slowing  grain  at  Montreal  will  be  found  in  pMige  224. 

S^O  Freight  by  weight.  In  the  Liverpool  County  Court,  Fehnmry  tl, 
1858,  TiiisTLiE  V.  OsLEV.  n ai n tiff  son ght  to  recover  £15  -k  babmce  of  freight 
on  Blfi  quarters  of  wheat,  at  Gn  fiJ  1t>  quarter,  front  Montreal  to  LivcrpooJ,  iu 
the  harque  Minerm.  The  qunntity  stated  on  the  hill  of  lading  was  0*271^5 
bushels.  Freight  demanded  was  on  tbe  imperial  quarter,  winch  is  excluBtvely 
regulated  by  measure,  while  tbe  wheat  beiug  entered  as  at  IHO  tb.  per  qunrtor, 
or  <J0  lb.  per  bushel,  freight  must  be  calculated  by  weight. — Verdict  for  defen- 
dant. 

387  Deck  load.  Maculloch  v.  Grieve.  Tho  following  is  tbe  interlo- 
cal tor  pro  noun  ced  by  Lord  Ormi  da  lk.  Edinburgh.  2^rd  January,  lH(t7.  The 
Lord  Ordinary  having  beard  eonnsel  for  the  parties  on  tJie  proof  and  whole 
cause,  and  having  eousidored  tbe  argument  finds;  1 — That  about  August, 
18tl4,  Macl'ilooh  fihi])pod  **in  good  order  and  condition/'  Ac.  in  the  Kir  John 
Moora,  of  Glasgow,  helonglng  lo  GaiKVE,  then  nt  Montreal,  bound  to  Ixiver- 
pool,  19,6-14  bufibels  wheat,  to  be  delivered  "  in  like  gnod  order,"  &c ;  2 — That 
1 0,r> WO iVff  centals  were  dampged  in  the  eonrso  of  tbe  voyHge  ;  and  3 — That 
tbe  danriHge  uroso  through  the  defuult  of  the  defenders  to  the  extent  of  ^1,100, 
V  which  and  5  ^eent.  interest  from  Ist  November^  1864,  they  ere  liable; 
ercforo  dectrns  accordingly*     R,  Macfaulane. 

Note  — There  was  no  dispute  regnrding  the  two  first  findings.  The  pri- 
mary and  snbstnntial  question  is  wliether  the  defenders  are  rt»*iponsihle? 
Wheat  is  a  heavy  cargo,  a  Inishel  being  as  stated,  double  the  weiglit  of  Arch- 
angel oiitij ;  being  perishable  great  eare  is  required  in  its  stowage.  The  ^i> 
John  Montr  was  built  for  a  passenger  ship,  was  somewhat  crank,  had  a  poop 
and  tnp-gallant  forecastle  of  more  tlmn  ordinary  length ;  as  a  ship  for  goods 
she  was  not  so  ranch  to  he  relied  on  as  one  built  for  the  caiTying  trade.  A 
voyage  from  Montreal  to  Liverpool  in  tho  fall  of  the  year,  including  the  month 
of  Sepiemhor,   is  more  hazardous  than  in  the  summer.     On   her  ptiSfiage 


STEVENS    ON    STOWAGE, 


221 


from  Montreal*  she  took  a  deck  load  of  deals  on  board  at  Quebec,  [GRAIN 
and  it  is  averred  ihfit  she  was  tadeti  to  a  greater  depth  tlian  was  9,jifi*,  In  i\w 
opinion  of  the  Lord  Ordinary  both  of  tbo  gronnds  of  liability  rplied  on  by  ibo 
pursuers  have  been  stifficiently  esiabliohed.  Tbe  balance  of  the  evidence  was 
much  against  a  deck -load  under  the  eireuirtstunces.  As  to  the  overloitding, 
the  testimony  against  the  owners  outweighed  that  in  his  favor.  With  a  deck 
load  of  deals,  a  very  little  overloading  greatly  jticreiised  the  risk.  At  the  t^anje 
time  the  Lord  Ordinary  having  regard  to  the  storiuy  weather  enconntert^d,  and 
to  the  leakage  at  her  keel,  attributed  to  grounding  in  ibe  St.  Lawrence,  can- 
not resist  tlie  impression,  tlmt,  to  some  exleDt,  the  damage  incur  red  is  lutrihu- 
table  to  the  "perils  of  the  sea."  He  therefore  deducts  £VdH  14«  \d  from  Iho 
gross  amount.  Tlie  Lord  Ordinary's  consent  to  tlie  case  was  given  upon  an 
assurance  of  content  from  both  sides  which  turned  out  to  be  erroneous,  and 
he  regretted  that  he  had  not  sent  it  to  a  jtiry. 

388  In  Kew  York  it  is  customary  to  load  wheal  bnih  in  bulk  and 
in  Ixigs ;  the  proporlions  according  In  Lloyd's  rules  and  those  of  the 
UNDEKWR1TE118,  are  in  pages  :226-7.  From  New  York  to  England  I  P* 
cent*  is  usually  allow^ed  in  the  charter  parties  for  deliciency  of  weight; 
the  loss  is  usually  i  or  i  ^  cent,  only;  sometimes  it  exceeds  1  ^  cent. 
Id  the  winter  of  1866,  a  cargo  of  wheat  was  conveyed  from  New  York 
to  Ostend  ;  the  passage  occupied  42  days,  and  rougli  weather  prevented 
tbe  hatches  from  being  opened  until  the  ship  was  alongside  the  discliarg- 
ing  wharf,  where  tl  was  found  that  the  steam  which  rose  from  the  cargo 
and  settled  underneath  the  deck,  liad  fallen  on  the  gniiu  and  caused  it 
to  sprout  up  to  a  heiglit  of  two  inches.  Wheat  ebipptd  at  New  York  is 
swjld  (5  ^  tJUttj.  and  freight  is  paid  on  that  scale,  but  Canadian  wheat  is 
not  subject  to  the  same  cu.slom, 

3HII  The  brig  CottfeMf^  of  8t.  Jidm's,  N.B.  regislcrs  372  tun,  carries 
480  ton  of  coal,  loaded  wheat  at  New  York  and  sailed  January  12,  1802, 
After  encountering  heavy  weather  she  arrived  al  Plymouth  Marcli  8, — 
55  days,  and  discharged  her  cargo  in  goud  condition.  The  Vonffst  re- 
ceived U>;(X)U bushels  of  wheat  (59}  Uj.  to  the  bushel)  in  the  lonin  fiold, 
all  in  bulk;  3(>0  barrels  uf  Huur  in  the  fore  hobl ;  and  nothing  alt.  So 
laden  uhe  drew  12  feet  forward  and  lOJ  feet  aft,  her  ordinary  draught  with 
a  full  cargo  of  coal,  so  that  she  would  not  be  able  to  carry  her  three  holds 
full  of  gi^n.  The  main  hold  was  divided  by  bulkheads  into  iLiui'  coin- 
par  (men  ts.  Stout  slanchiojis  trom  tlie  keelson  upwardi»  rtccived  inth 
plank  each  side  of  them,  an d  a  similar  bulk  ran  acr<JMS  amidsh ips.  I nstead 
of  mailing,  half-inch  stulf  was  fitted  as  lining  against  the  sides  uf  the 
bold,  heginning  under  her  deck  and  going  down,  weatLer-board  fashion  ; 
only  ibe  upper  edge  of  the  second  layer  overlapped  the  lower  edge  ul  the 
fir»l,  and  so  on,  by  which  leakage  from  the  sides,  if  any,  Wi>nid  tluiv  down 
to  llie  limber  pannages  without  injuring  the  grain.  The  i\pft(t9t  is  125  feet 
long;  beam  29  feel;  depth  of  hold  I3i  feel. 


* 


I 


STEVENS    ON    STOWAGE. 


31>0  In  June,  1862,  llie  brig  AlUance,  loaded  in  bulk  at  [GRAIN 
N»»w  York,  1 ,450  qtiarrers  of  wheat  (69  It).  Ip-  bosliel)  say  295  ion.  Her 
Bheatirmg  ilisplaced  say  30  tun,  eqyal  to  150  quarters.  Si>  laden  she 
drew  I3jfeet  furxvard  and  (3 i  feet  aft.  With  327  Ion  Cardiff  coal  her 
draught  was  furvviird  14  feet,  aft  13  feet  10  inches.  Slsc  registers  205  ton, 
is  89  feet  long,  25  broad,  and  tiaa  a  depth  of  bold  of  14  feet*  Copu 
MossMW  louk  a  portion  of  his  cargo,  lOOquarLcfs  in  a  bulked  compart- 
ment aft,  and  40  quarters  forward,  to  throw  into  the  hold  in  case  the  main 
cargo  settled.  She  was  26  days  on  tlie  passage  to  Plymouth,  but  there 
was  no  occasion  to  open  the  hatches.  The  first  700  quarters  were  sent 
into  llie  hrdd  in  two  liours,  by  elevators  which  were  then  slopped  by  the 
master,  ihc  remainder  was  trimmed  by  the  Bhovel,  llie  onl>^  means 
considered  by  him  suitable  forilllingin  the  ends  and  other  vacancies,  the 
beam  fillings,  &c*  Tiie  elevators  were  formed  of  a  series  of  fans,  wheel 
fashion,  fitted  into  a  wooden  trunk;  they  were  worked  by  a  steam  engine 
and  ihrew  the  grain  np  with  amazing  rapidity.  Two  elevators  were  used  ; 
the  first  sent  the  grain  up  to  the  weighing  machine;  after  it  was  weighed 
the  next  sent  il  into  the  ship's  hold  ;  in  passing  ibrough  the  second  ele- 
vator all  the  chaff  and  refuse  were  thrown  off.  This  process  diminishes 
the  weight  a  little  but  makes  the  grain  mncb  better  qualified  for  a  long 
passage  at  sea,  as  the  refuse  usually  encourages  heat  whiclj  is  so  detri* 
menial  to  grain,  Masters  of  small  vessels,  when  loading  by  elevplors, 
are  recommended  to  stop  the  machines  occasionally,  anil  send  an  officer 
into  the  hold  to  see  that  the  grain  is  well  trimmed  into  every  part.  If 
not  stopped  in  time  it  is  impossible  to  perform  i\m  very  important  duty, 
in  consequence  of  ihe  danger  of  suffocation ;  the  men  cannot  remain  below 
more  than  an  hour  at  a  time.  If  not  properly  trimniedi  the  grain  bus  no 
opportunity  to  settle  or  lo  become  packed,  and  thus  when  the  ship  is  in 
motion  at  sea,  the  cargo  shifts  to  leeward,  almost  invariably  works  through 
the  ceiling  into  the  pump- wells  and  so  chokes  the  boxes**  With  large 
ships  laden  in  compartments  or  bins,  this  precaution  may  not  be  so 
necessary-  The  hold  of  tlie  AlUante  was  filled  fore  and  aft  with  a  bulk 
which  descended  from  the  deck  say  5  feet  4  inches  to  the  beams.  She  had 
cm  her  ceiling  a  grain-light  platform  fitted  on  riders  which  were  pre- 
viously "  tommed  up"  to  the  height  required.  The  platform  was  10  inches 
high  near  the  keelson  and  14  inches  at  the  bilges  j  hoards,  three  inches 
from  the  skin,  ran  all  the  way  up  to  the  deck*  So  sheaihed  an  nrdinaiy 
ship  cannot  be  laden  detqily  with  grain.  The  bo:ird  used  was  first-class 
pine  which  cost  about  a  rent  and  a  half  per  bushel,  say  ,^179  or  £37, 


*  It  Ih  supposed  tliAt  for  wont  of  the  perf ormimce  of  thk  duty,  iwea^  eight  grtin- 
loiided  Biitiib  shipft  were  loftt  In  the  winter  ol  lft61. 


STIVINS     ON      STOWAGE 


EXPLANATION. 


Flirurr  1  rrpr«M-iiU  iii  Erie  CujoI  Buut  (Ihe 
Chi<0tg^}  IpftJc*!  irilJb  UnitL 

Fifon  2  »•  lie  ouUt  leg  ef  «u  Eirvauit,  (ft 
(ii|)Hflolii  pi|M*  or  trunk  i  IhrouKb  whu  U  VMici  tt 
ImU  lla«1lk^  attiicrhtril  to  tt  a  ivrit^n  of  buckcU  whkh 
raii4  ibc  in^in  frum  tlu-  t>u«t'i  hoUl  U*  a  «ri>oat  tiint 
cotfttfjrftituiU'  a  llecrivinf^  Hoppt.'?  in  ihc  midtllr 

iAd  yi«D  IklU  inlrt  «  Wi^ifUIni;  Hopptft 
pparrlifM  with  ■  tnp  whtrh  nHnwa  H  to  drnjp  lo  tk« 
CmH  <i/  ■  t#roiMf  H^vMtor  whirli.  rabvs  il  to  Um  lof 
«f  Utp  towrr.  il  ttirn  p^it*fte*  down  Uiii>uj(1i  n  rt*- 
^rutff  •tf%'*r*i(fr  %9  ft  f'lFftoinjiir  ■pjNu-Mtku  mt  tiie 
foot  or  ft  third  AtiikUtr  which  rfti4«*  it  ft  ■«eoti<t 


linielo  Ujf  toji,  whru  it  falli  mtJi  tba  hrad  of  pipe 
4,  which  deiircr*  it  mto  tkt  hold  of  the  Ckrun. 

Tbf  Bt'lt  which  pii**en  thjnounh  liic  t»uK!r  Icr  '-►f 
th«  tfltfVfttitr  i*  '^iijrlua  w  idf,  ihf  buckrtJi  ve  IM 
inobe*  iport  from  emch  nti^rt^  iui«l  lioM  &  ij,imf  icr 
or  ft  bunbel  tmdu  Afl^r  Lilling  ^i^^^^  irniiti^tiU  inlu 
ibr*  iip<nil,  tbr  wiiipty  butktU  *re  irturtird  \>j  Ihr 
b«lt  dtiiwn  ibe  innrr  !<'g  of  Ibr  elevator,  into  ih« 
Cftoal  huti  to  It^e  re^filied- 

In  lh»  Wiigbinif  H»|>i,'tr  ilI>c  grain  U  waifhcd 
In  Jmftji  of  niifott  't(\  biiibf'i'i  tfuch. 

Tb«f  mftchitir,  which  i»  wnrkrd  tiirouirhnut  Ij^ 
|Kiwer,rait  hftodlr  4,000  buifadu  An  hour 


STEVENS    ON    STOWAGE. 


ns 


Hctnloclc  board  is  very  liable  lo  split  in  pieces — a  serious  in-  [GEAIN 
L  convenience  io  ibc  cargo,  be^ai^JIcs  which  ibc  cliips  are  likely  lo  get  into  the 
|>unip-well  and  choke  the  purapa, 

391  The  barque  Marintn^  512*16  Ion  register,  Capt.  William  T. 
Irving,  belonging  lo  Messrs*  R.  Hansells  &  Sons,  of  North  Shields, 
left  New  York,  August  23rd,  1804,  with  3,325}  quarters  of  grain,  and 
r4bcbarged  Uie  same  at  Dublin  iji  September,  She  was  dtinnaged  with 
croHS  burs,  with  chocks  under,  bottom  10  inches,  bilges  14  j  from  keelson 
to  luni  of  bilge  she  was  double  eovered  wiib  inch  boards  j  the  entire  lining 
cost  the  ship  2i  cents  ^>  bushel,  $dSO  99t\  The  Marimis  is  133  feet 
(i  inches  long,  21J  broad,  and  18  feet  9  in.  deep.  With  ibe  grain  she  drew 
ai  New  York  17  feel  V*  in,  aft  and  17  feel  7  in.  forward  ;  at  Dublin  2  inches 
less  fore  and  hlu  Wiih  700  ion  of  Shields'  coal  17  feet  10  in.  forward  and 
18  feel  afu  Her  besi  trim  at  sea  is  3  lo  6  inches  by  ihe  slern.  The  Ctis- 
toras*  charges  inwards  at  New  York  with  a  Newcastle  cargo  of  soda,  &c* 
(wliieb  see)  were  $76  lOc^  manifest  stamp  $3,  Ctistoma'  on  I  ward  $,iy  20c 
wharfage  at  New  York  piers  Jn45  lUr»  ditto  at  Atlantic  dock,  Brooklyn, 
N.Y.  $130  34c.  Pilotage  in  S<>6  t>l>e,  out  $49  50c.  The  grain  received 
was,  in  hulk  19,322  bushels,  in  ship's  bags  0|500  — 3,22o|^  bushels  ;  cargo 
delivered  3,105i  bushels  or  (iS4  ton  I5cwi.  1  qr,  121t\  at  5s 3*/  ^  quarter 
of  480fl».=  £&38  16,<  4(L  Her  cluirter  party  stated  that  she  was  to  load 
'a  full  and  complete  cargo  of  wheal  in  bulk"  and  proceed  to  Cork  for 
(  orders,  and  thence  to  a  safe  port ;  and  that  she  was  lo  be  paid  ^^o$9d  p* 
I  quarter  of  480  tt^.  delivered  ;  6d  less  ^  quarter,  if  ordered  to  a  direct  port 
on  signing  bills  uf  lading;  10  ^f>' cent,  additional  freigiit  if  ordered  to  (he 
contineriL  Thirty  running  days  for  loading  and  discharging;  24  bours 
for  orders  at  Cork.  Vessels  to  hjad  under  New  York  underwriters'  in- 
Bpeclors,"  whose  rules  are  in  page  2'i5.  The  maslcr  understood  that  t!ie 
chief  object  for  referring  to  lliese  rules  was  to  secure  suQicient  dunnage 
ond  lining,  but  wlien  he  had  received  obout  SCWquarlers,  the  niercbafit 
informed  him  unexpectedly  that  he  would  not  he  allowed  to  load  more 
than  half  the  registered  tonnage  in  bulk,  the  renmnuler  must  go  in  bags* 
Thus  half  the  tonnage  (512)  would  be  256  ton,  which  at  00  th.jp- bushel 
'would  give  1,104  quarters  5  i  bushels.  As  this  would  have  involved  a 
serious  loss  to  the  siiip,  the  master  paid  to  tlie  company  in  which  the 
merchant  was  insured,  the  difference  of  the  premium,  viz;  $300,  exchange 
being  at  g217  per  £  sterling,  and  the  following  addition  was  made  to  the 
charter  parly  :  **  I  hereby  waive  the  clause  to  be  loaded  under  New  York 
underwriters'  inspection.  The  vessel  to  take  instead  one  quarter  of  cargo 
in  bags/*  This  proportion,  one  quarter  in  bags,  is  in  accordance  witb  tlie 
rules  of  the  clubs  in  Newcastle  and  Shields,  one-fourth  from  Aj^ril  20  to 
September  20 ;  and  aoe-ihird  from  September  20  to  April  20  lu  bagti  or 
barreb. 


2U 


STEVENS    ON    STOWAGE. 


mSTEITCnONS    FOE    STOWING    tJEAIK    CAE(J0E8    AT    MOFTBEAl, 
Isaued  May  1,  lfcit>2,  by  Mr.  H.  Chafmaw,  Agtant  li>r  Lloydb. 


1  Owncru,  comtnimders,  and  tooskirti 
of  veswels  ure  cooaidcre^  in  law  na  commoa 
oiUTiers ;  it  in  therefore  necessary  tliai  all 
due  precaaHon  be  token  to  reociFe  And 
atoir  GiirgKMfi  in  good  order;  and  deliver tho 
•una  in  lik©  good  order.  ThL^  law  holdt 
tlie  ilupowner  liable  for  t!i«  luife  cmtody 
of  tiie  goods  wben  properly  and  legtUy 
reoeivcid  on  board  in  ^ood  order^  and  for 
tlio  *'d(*livery'*  to  poriieft  prodnciiiK  tho 
bill  of  lolling.  Goods  arc  not  niifreciaently 
oeni  alongside  in  a  damaged  etnte,  and 
letters  of  indemnity  given  to  the  captain 
by  the  shipiwrfi  for  Kignlng  in  good  order 
and  condition.   TbU  is  coimiving  at  fmtid. 

2  No  ship  exe<fcding  400  ton  rcg.  can 
be  entirely  loaded  with  grain  in  bulk ;  oil 
exceeding  400  ton  m^.  mny  take  two- thirds 
of  the  rarjTo  of  gruin  in  bnlk^  and  onutbird 
in  ba:^*t,  or  rolling  frcifjht  in^itcnd  thereof. 
In  thn  latter  ca«e,  the  grain  in  hulk  shoald 
he  stowiKl  fit  ioohea  but  not  moro^  above 
the  bejuna,  to  allow  fnr  settling. 

a  When  JihipH  tjike  wheat,  com,  Jtc. 
in  bulk,  tt  niu^t  be  stowed  in  Hfi^tionM  or 
**lHns"  (not  to  coutam  more  Ihun  I'i.tKX) 
hnshc^ii  each),  to  be  lined  with  lb o roughly 
Bcusoned  hoards  grain-tight,  not  Ivnti  than 
10  inches  from  the  flat  of  thp  floor,  and 
from  H  to  IC  inche*?  in  Iho  bilgos,  grodn- 
&ied  to  the  ^idea,  which  mn^t  he  clapboard 
lined  to  tho  deck.  Cure  muHt  b«  tiiken  to 
pifiMerve  a  water-conrso  under  the  lining. 
Good  abifttng  boards,  secnriMl  to  the  Hton*^ 
chionft,  uxteadin;?  at  least  nix  feet  down- 
ward*, and  fitted  tiji^ht  to  thi^  deck.  Tho 
ttanchioua  not  to  be  removed,  but  firmly 
socarod.  No  loose  grain  to  hi"  stowed  in 
the  extreme  ends,  and  no  admixture  of 
other  gooils.  Putnp^  and  ma^t^  ca««d  or 
covcrtid  with  mats  or  canvaji,  made  tho* 
roni^hlj  t^rain-tight,  with  mffleient  Bpoos 
in  the  widl  to  tviml  I  the  ptm^gfi  ai  a  vum 
to  the  heds  of  the  pumps,  and  oceeaa  bad 
to  the  same  by  a  man-hob-  from  tlio  deck, 
or  by  a  clear  paosage  from  the  'tw^en  decks 
aft.  Mata  to  be  used  for  covering  kneesi 
keslsoua,  and  stanchioaa,  il  requirt»d,  but 
not  for  lining  or  covering  the  »*ide«. 

i  Orain,  when  stowed  in  f>*ii/M^  niu^it 
be  dnnnaged  not  tc5»  thnn  10  bicbcB  on 
the  floor,  14  to  IG  indiea  on  the  bilges, 


t*} inches  on  the  sides  np  to  the  dock;  be- 
tween deck^j  the  dunnage  mnat  bo  laid 
'thwart  shipg,  at  least  3  inehea  from  tho 
deck.  Shifting  pUnk  extending  at  least 
4  feet  from  the  deck  heamt  downwards, 
secnred  to  etoachionii.  The  dmiaago  in 
tho  hoM  mnst  be  entirely  covered  with 
boarck  and  saila,  or  mats,  grain-tight. 

5  All  bnlk  or  loose  grain  mnst  be 
takf  n  in  bins  prepared  for  that  purpose. 

6  For  dunnaffing,  deals  ore  preferable 
to  anything  else.  They  should  be  hud  fore 
and  uft,  about  3  inches  apart,  the  stscoud 
tier  over  the  spaces  of  th©  first  tier,  the 
third  over  the  spaces  of  the  second,  and  so 
on.  Staves  or  other  matenaia  generally 
nsed  for  dunnage,  to  be  pbieed  «o  aa  to 
give  free  course  for  the  water  to  reach  tho 
ptimps.  The  dunnage  Hhoidd  be  raised 
from  10  to  12  inches  from  the  floor,  and  in 
the  bilges  from  1 A  to  16  inuhes  according 
to  the  buUd  of  the  ship  and  the  dincrction 
of  the  iu'^pector.  Flat-fl mired,  wuU-jiided 
ohips  should  be  iiLted  with  bilgo  pumps. 

7  The  niitda  for  the  htdkhtad  should 
he  made  ol  Sincb  dealn,  pbiced  about  two 
feet  apart,  and  firmly  secured  at  the  top 
and  bottom,  and  properly  braeod  and 
elected  on  the  lining  and  to  the  beami  (or 
deck)  a  to  resist  the  preisure  of  the  grain. 

8  T  he  *l  nds  for  the  hulkkeoth  fonoard 
and  afler  bulkheads  for  Hliips  not  exceed- 
ing 10  ft.  depth  of  hold,  muai  be  4 x6in. 
in  fiiiee,  and  of  one  entire  piece ;  over  a 
depth  of  16  ft.  they  must  b*j  4x8  in.  They 
mnst  be  liiet  2(>  in.  npiiirt  from  centre  to  cen- 
tre, firmly  sccnred  at  top  and  bottom,  and 
properly  braced  and  cleete  1  on  ceiling  and 
deiik,  to  resist  the  pressure  of  the  groan. 

9  The  sides  abovts  Ihe  turn  of  the 
bilge  must  l»e  lined  oti  one  inch  battens 
after  the  manner  of  dapboarding. 

10  Shijling  jdankt,  two  inches  thick, 
must  extend  to  the  deck  on  each  siiie  of 
the  fttimchionji,  fitted  tight  ander  and  be* 
twecn  the  beams  and  carline;),  and  extend 
wot  leas  than  six  feet  downwards;  core 
must  be  token  that  the  stanchions  are  well 
fiecnr«.'d  at  both  endfi.  In  no  case  can 
single  boards  be  substituted  for  plonk,  and 
the  shifting  boordj  mmat  be  shored  frani 
the  aides,  midway  batweoi  the  itauAhioDa* 


STEVENS    ON    STOWAGE. 


22-5 


11  MAi«rialB  for  bins  mnst  ho  p«r- 
fuctl;  wiiaoncd ;  uniedsoncd  lumber  inust 
nit  i»e  UBofl  where  it  will  oome  lq  coal  act 
«rii.h  th(^  grain*  Water  tanks,  whether  of 
wood  or  iroii,  must  be  cosed  with  wood  to 
provesi  lUmii^  from  sweat  or  leaknge. 
Aail  oU  iihip*  with  grain  in  bulk»  onght  to 
lijire  fi^odera  and  TGiitiLitorft, 

IS  U  ma8t  be  si^sen  thftt  the  grain  ii 
well  trimmed  up  bctweon  the  beams,  wid. 
Iba  fp«€e  between  tbem  completelj  fiUedi 

13  When  cLortcring  tbc  draught  of 
wai^r  tboald  be  liniitod,  and  pnuviHiiua 
made  for  loading  under  inspeotlon. 

14  The  load  draught  mw%t  be  regn- 
\J^Xt^^  by  the  depth  of  tho  hold,  iillumng 
ilireo  inches  to  every  foot  depth  of  holdj 
meuauroii  from  lowoat  line  of  sheer  of  deck 
ftmid&hipB  to  the  water  whtn  npri^jht, 
Bhiptt  hamig  on  additiooal  deck  put  on 
ttfter  conitruclion,  tho  depth  of  hold  to  bo 
ID^ttiiired  from  original  deck. 


15  Frequently  fierioUftloM  [GBAIH 
faUs  on  raertrhants  on  tho  upper  part  of  cor- 
goetir  particaltirly  in  ship*  thiit  bring  wheats 
corn,  tobacco,  oil  cake,  &c*  fUiMing  fi^ni 
vapour  damage  imbibed  by  wheats  fionr, 
and  other  gooda^  stowed  with  turptitiUnet 
or  other  strong'Sceated  ortii^leti ;  the  bMp- 
peni  are  to  blame  for  such  ncgUgenceT  for 
aot  mAking  due  inquiry  before  shipping. 

16  Pot  4ind  pearl  asheft,  tobacco^  b&rk, 
indigo,  madders,  gum,  &c,  whether  in 
ea&kBt  t*m%j  or  bolcst  to  be  dunnaged  in 
the  bottom,  and  to  the  upi>er  part  of  tha 
bilges,  at  least  9  inches,  and  2i  inohes  at 
the  aides, 

1 7  Milicellan&onfi  goods^  such  as  boxes 
of  cbceAe„  kogs  and  tube  of  lard^  or  other 
small  or  slight-mode  pn<;kagea,  not  intend- 
ed for  broken  stowage,  should  be  stowed 
by  thcmselYoSi  and  dmmaged  oa  other 
goods. 

[See  note  at  foot] 


mSTBUCTIONS    FOE    SXOWINQ    GABOOSS    AT    FEW  TOE£, 

Issued  January  2,  180*2,  by  Mr.  R.  M^ckie,  Agent  for  Llotds. 


1    Sdne  as  Ko.  1,  page  l^i, 

%  No  rMAcl  eixeeedin  g  lOU  bos  regUter 
cia  he  entirely  loaded  with  groin  in  bulk ; 
«ise>ediiig  400  ton,  and  not  over  5U0  ton, 
may  take  two-thirds  of  the  cargo  in  bulk, 
end  one- third  in  bogs ;  and  oil  over  5(X)  ton 
eaa  only  bo  allowed  to  take  haU  of  their 
tOQSiigeiii  bulk. 

8, 4,  and  5.    Same  as  3, 4,  and  5,  p.  224. 

6  The  cctUnff  of  the  floor  and  for  the 
bisa,  tnost  be  hiid  on  rieken»,  or  ileepera, 
of  •eaoUiiig  3x4  tuehce  in  sLze,  li  Inches 
apart  fnvm  centre  to  centre,  thoroughly 
asiled  and  seeured.  It  must  be  raised  at 
least  lU  lo  1^  inches  from  the  floor,  and 
ill  the  bilge  14  to  lt>  iiicheit,  according  to 
boild,  ineroascd  ot  dii»cretion  of  the  sur- 
veyor. In  no  case  min>t  the  floor  of  the 
bin  be  laid  on  loose  dunuAge,  nor  must  it 

bud  on  the  bilgi>  keebiona,  uotwilh- 
ling  the  keebons  may  be  more  than 
llnebes  high,  but  there  must  always  be 
•tifioieiit  room  for  a  water  course  under 


it,  Tho  floor  iit  considered  as  extondiag 
from  the  keelson  to  the  side,  and  not  ter- 
niiuAting  at  the  bilge  keelsons.  It  must 
be  laid  with  two  thicknesses  of  boards,  so 
that  they  will  break  joints  at  the  edges  and 
ends ;  and  eare  must  be  taken  that  it  be 
perfectly  tight, 

7  The  studs  for  the  forward  and  after 
h\dkhf€uU  for  vessels  not  exceeding  16  feel 
depili  of  hold,  muat  be  4  x  G  inohes  in  size,  ' 
and  of  one  entire  piece ;  of  a  greater  depUh  i 
than  13  feet,  they  must  be  4xdiBc]M 
They  must  be  set  20  inches  apart  from 
centre  to  centre,  firmly  secured  at  the  top 
and  bottom,  and  properly  braced  and 
eleeted  on  the  ceiling  and  deck  to  resist 
the  presBOre  of  the  grain. 

8  The  aides  above  the  turn  of  tho 
bilge  rnunt  be  eoUotl  after  the  manner  of 
elapboiij'iU^ig  reversed,  so  as  to  turn  th« 
water  from  the  grain. 

9  to  IB.     Same  as  10  to  14.  pi^  tM^6. 

[SoQ  note  at  foot.] 


Hliipn  loading  grain  complying  strieUy  with  tho  above  rules,  llni'd  and  Umdcd  under  the 
ospervijtlon  of  I*u>vn's  nurrt  yor,  will  be  entitled  to  accrtiftoate  to  ihat  elfeet.  AppliLation 
to  be  made  in  writing,  accompkimcd  with  a  fee  of  ton  dollars  for  superrisioii  and  e«rUlto«t«i 

[At  adontreal  it  is  c^culnled  that  the  charges  for  eJerators  fur  6(^000  bttllMhi  of  pti&  ii 
•I  the  rate  of  a  quarter  of  •  cent  per  bushel^  or  7ft  dollarf .] 

IV 


226 


STEVENS    ON    STOWAGE. 


HTSTHWCnOWS  foe   STOWIKG  by  TSl   ITEW  YOEK  TJFDEEWEITEEfl* 


1  The  pump'ioeU  mOHt  be  Bttfficienlly 
large  to  aflmvt  of  tlie  pannage  of  a  man  to 
the  bottom  of  Uxe  hftldp  iiiicl  room  to  work 
eouvemcntly  when  there,  say  not  lt?sa  than 
four  feet,  fore  and  Aft,  mud  firo  feet  ftth- 
wartiihip,  (reference,  however,  tnitat  he  had 
to  the  sLze  of  the  keelson  imd  fL<i!)islant 
keelsons)  and  mnjt  be  cased  from  tlie  bot- 
tom of  the  r easel  to  the  lower  deck  lieanis. 

2  AccciiH  to  the  pump-well  must  be 
bad  either  by  a  man- bole  through  the 
tjpper  deck,  or  by  a  cle^ir  passage' way  be- 
tween decks  from  the  after  hatch.  In  no 
oase  must  it  be  from  the  main  hatch. 

8  Vessels  beiug  loaded  with  grain  in 
hafft  mnst  be  dnnnnged  12  inches  on  the 
floor f  15  inches  on  the  bilge,  and  4  Inchefl 
On  the  sidea  np  to  the  beam  s.  II  th e  v esael 
b«  Tery  flat,  the  dimnage  in  the  bilge  rnQst 
bo  increase  ftt  tbe  dlBcretion  of  the  «itr- 
Teyor*  The  eargo  between  decks  mnat  be 
dannaged  3  inches  from  the  sides,  and  2 
inches  from  the  deck,  and  the  dun&fl^ 
laid  atbwartHhip»t  so  that  the  water  can 
nm  to  the  scuppers* 

4  The  dvniwffe  in  the  bold  mnat  be 
entirely  covered  with  sails  or  boards,  so  kg 
to  prevent  any  of  the  looie  grain  from 
rmuiing  doim  on  to  the  floor  of  tlie  vessel* 
■jid  thence  to  the  pump-well.  If  sidlm  are 
nsedt  th«^y  mnnt  be  of  good  qQohty,  and 
free  from  holes.  Vflien  boards  are  u&edt 
earo  mnat  be  taken  thst  they  have  a  flmi 
and  equal  bearing  on  the  dnnnage,  and 
that  the  edges  and  end  a  overlap,  so  that 
tho  object  ubove  deiignatod  may  be  so- 
cured. 

5  Two  It  eh  shying  pltmka  extending 
lonr  feet  from  the  bea^ms  downward,  must 
be  properly  i^ecnred  on  each  aide  of  the 
ataBchious  in  the  hold,  and  between  deck», 
to  present  tlie  cargo  from  shifting,  and 
oaro  must  be  taken  that  the  MtanL^hions  are 
irell  fastened  at  the  top  and  bottom.  In 
no  case  mnst  single  boards  be  substitiitcd 
for  planks. 

6  Care  most  he  taktin  that  the  bags 
whirh  are  stowed  in  tho  ground  tier,  as 
well  aj  those  that  are  next  to  the  nides  of 
the  resael,  are  in  perfeet  order,  and  thai 
Ibe  tiera  are  laid  close  and  well  filled. 

7  Bnlk  or  loo»e  gram  mnat  be  taken 
in  bins  prepared  for  that  piaipo«e,  and  no 

Teasel  will  he  permitted  to  load  with  mora 


than  ono-half  of  ber  U.S.  tegbtered  ton- 
nage^  with  grain  in  hdl; 

8  Btileb  l^t  and  2iid  Ukewise  apply  to 
ressela  being  loaded  with  grain  in  bolk. 

0  The  Jhor  of  the  bin  must  be  laid 
on  sleepers  of  seantling  3x4  inches  in  idaef 
14  inches  apart  from  centre  to  centre,  sn|H 
ported  by  stnds  of  a  corresponding  sise, 
also  14  inches  from  centre  to  centre.  It 
muMt  be  raised  at  least  12  inches  from  tho 
floor  of  the  vesaeL,  in  the  bilge  15  inchcSf 
and  in  veaaels  that  arc  very  flfttt  increased 
at  the  diiicretlon  of  the  sun'eyor.  In  mo 
case  moat  the  floor  of  tlie  bin  be  laid  on 
looB€  dutinage,  nor  mast  it  be  htld  on  the 
bilge  keckon,  notwithstanding  the  kerdp.on 
moy  he  more  than  12  inches  high,  but 
there  must  always  be  gnfflcient  room  for  a 
water^eourse  nnder  it.  The  floor  h  con- 
sidered as  extending  from  the  keekon  to 
the  aide  of  the  vessel,  not  terminsting  at 
the  bilge  keelson.  It  mnst  he  laid  with  two 
thickneft&ea  of  boarda,  so  that  they  will 
break  joints  at  the  edges  and  ends ;  caro 
must  be  taken  that  it  be  perfectly  tight. 

10  Th  e  ff i^ uth  for  the  forward  and  after 
hulkhcadi  for  vee^ek  not  exceeding  14 feet 
depth  of  hold,  muHt  be  4  x  6  inches  in  ula© 
and  of  one  entire  piece ;  for  vessels  of  n 
grenter  depth  than  14  feet*  they  mnal  be 
4  X  B  inches.  They  must  be  set  20  incbea 
apart  from  centre  to  centre,  firmly  seeured 
at  the  top  and  hottom,  and  properly  hraced 
and  elected  on  the  ct'iling  of  the  Te&sel,  to 
resiat  the  pressure  of  tlie  grain. 

11  The  sides  of  the  veasel  above  the 
ttim  of  the  bilge  must  be  ceDed  after  the 
manner  of  clapboarding  rcTcrsed^  so  aa  to 
tnm  water  from  the  grain. 

12  JShiftinffpfmikt  two  inches  thick 
must  extend  from  the  keelson  to  the  deck 
on  each  side  of  the  staneluQna,  fitted  tight 
under  and  between  the  beama  and  corlines, 
and  care  mnst  be  taken  Uiat  the  stanchiona 
are  wdl  secured  at  both  ends. 

13  IValiV'tiink^^  either  of  wo<kd  (kr  i 
iron,  musi  be  properly  eased  to  pieToni^ 
damage  from  leaking. 

14  Vessala  loaded  with  orer  12,000 
hutkeh  of  grain  in  hulk.^  must  have  one 
intermediate  partition  or  bulkhead,  and  if 
carrying  nwrt  ihan  20,000  hush^U^  then 
additional  partitions  or  bulkheads,  to  that 
no  bin  ihall  contain  over  12,000  bnthela. 


STOWAGE. 


227 


aicxUlfl  for  bins  most  be  of  per- 
OQcd  fttoek ;  unBeftsouod  lamber 
mvA  not  be  Bied  where  il  will  eome  in 
ocmLart  with  the  gmin, 

1  (j  S tevedDret  most  see  that  th  c?  grida 
il  well  tfiiiuiied  up  between  the  beumii, 
iii4  tli«  vpAce  belveen  the  beams  com- 
pjpt«lf  filled.  The  draught  qf  woUt  to  ht 
wy^gulated  by  the  mrptyor, 

17  Owneri  imd  majitcri  are  partlcii- 
litlj  reqitefted  to  inlonu  tho  smrejor  at 


this  office^  of  any  reswl  they    [OEAHf 
may  intend  to  load  with  graiit. 

«p-  VfiBselB  loaded  Bitrictly  in  confor- 
mity to  the  above  mles  will  have  a  certi- 
ficate to  tkat  tiffect  from  the  sttnreyorB 
appointed  hy  the  Board  of  Underwritora 
fumiihed  to  the  fioard^  and  the  respecliva- 
InauraDee  Companiea  composing  tho  said  I 
Board  will  be  duly  notified  thereof  ,—Oc» 
tuber.  lyai. 

Ei4.wooi>  Waltkh,  jSserslory. 


392  II  h  suggested  that  from  September  to  March  ships  from  Amer- 
ica tliocild  not  load  more  than  17  ton  dead-weiglit  Ip- keel,  or  about  78 
quarters  wheat  lo  every  13  ton  register,  njtu  jnslead  of  overloading  ditm 
witli  97  quarters  or  nearly  20  ton.  Britii^h  raerchanls  calculate  a  loss  of 
lucent*  by  measuring  with  the  bushel  grain  loaded  by  elevators. 

3y3  Valparaiso.  Occasionally  copper  bars  are  shipped  here  as 
ballast  with  cargoes  of  grain.  In  die  lall  of  1866,  the  Jan  Wood  had 
alKiut  100  ton  of  bars  covered  with  planks  to  receive  3,440  quarters  in 
bulk,  and  2,909  sacks  barley.  On  discharging  48  quarters  and  7  bushels 
were  found  damaged.  During  heavy  w^eatlicr  tlje  planks  had  separated, 
llie  barley  fell  between  and  was  injured  by  verdigris,  &c.  At  the  triul  at 
Bristol  in  August,  1667,  the  jury  gave  a  verdict  for  £32  4#  0</  damages* 

3SU  Weight  or  quantity.  LiverpoolCoonty  Court,  Juno,  1BU7.  Befoj:e.j 
Mr.  Sergeant  VVueeleii.  Smith  v.  Dixos.  An  aeiion  to  recover  £Cti},  value  < 
(deereascd)  of  50  sacks  ol"  wheat,  shipped  at  Yalfiaraiso  on  hoard  the  M.  A, 
IHxoH,  and  discharged  at  Liverpool  Aiuil  17th.  The  weights  were  taken  by 
plaintiff's  and  defendant's  weighers  who  agreed  in  their  quantitieK,  5,320  aaekg. 
Before  ^aiJitig  5G6  sacks  were  skipped  for  triojTuitig.  On  discharge  4,775  fall 
tacks  were  landed  as  shipped;  &0  of  the  skipped  were  re-filled,  and  tlie  re- 
maining sacks  were  supplied  hy  plaintiff!  llelendunt  averred  that  before 
■ailing  empty  sacks  were  (as  u^iiul)  alokn  from  Hie  vessd^  imt  no  wheat.  Tlia 
total  number  of  sacks  landed  was  5,i'it5;l,  or  41  in  excess  of  llie  hill  of  Iwding^ 
but  ihe  weight  was  not  equal  to  the  quantity*  For  deficiency  of  this  fi eight 
£{  17f  Ik/had  U^en  deduL^rd:  tlie  total  paid  wns  i'1,514  US*  H(L  The  extent 
of  the  deHcient  wheat  was  dinpnted.  Keduriug  Spaiiish  to  English  weight  tho 
hill  of  lading  quantity  was  conceded  to  be  l,Vlll,007  lb,  hut  the  rjuosiiou  arose 
whether  it  included  the  weight  of  llie  sacks.  Plaintiff  niado  the  deliciency 
I5»704lb;  defendant  (after  dtHluritng  tli©  sacks)  2,018  lb,  and  ihat  arose  from 
ahrinktng.  The  insertion  iu  the  hill  ol  lading  of  the  word*  gross  or  net,  would 
have  obviated  much  diffitMdly.     DeftiUil^nt  contended  he  was  not  hound  liy 

gfht,  but  only  hy  fpianlity.    The  lull  ol  liuhng  contained  the  words  *'  weight 

I  quality  unknown."     Verdict  for  dtfendaut. 

Proportionate  tonnage.     The  following  quantities  of  grain  are  required 
to  &\l  u  keel  or  h50  cubic  feot,  vix:  y?  quwrers  of  wheat,  fM'ilb.  pvr  bushel, 
weighing  2r*20(»  ton  ;  8H  ditto  tares,  beans,  and  peas,  0:i  lb.  per  biishol,  20  ton  ;  j 
10^  ditto  ryo,  ft?  tb.  21  ion;  108  ditto  seed,  C-itb.  20  tou  :   111  ditto  barley,' 


223 


STEVKNS    ON    STOWAGE. 


62 11>.  21  ton ;  125  ditto  oats,  37  tb.  1 OJ^  ton.  [It  mity  be  meuLioiiPd  [GRAIN 
thtit  fonnorly,  iOOqunrters  of  wheat  were  considered  equnl  to  10 ton  hemp 
ibr  freight*  hut  nhout  the  year  182H,  the  Imperial  superseded  the  old  Winchester 
nieiisure,  and  is  H  W  conL  larger;  hence  Ml  quarttrs  are  now  quoted,  where  it 
was  formerly  100  qnartersj 

C!8  17  t]nartei*s  of  wheat,  weighing  01 J  lb.  ^  hiifshel,  will  require  a  stowage 
in  bulk  eqiiiil  to  15  ton  measurement  of  40  cuhie  feet  equal  to  <iOO  cubic  feet, 
A  vessel  of  245  ton  register  will  ordituirily  carry  1,678  quarters  of  wheat,  1*552 
quarters  of  beans,  or  2,108  quarters  of  ottia.  A  vessel  of  203  ton  will  carry 
50  ton  of  iron  and  l,l*iO  quarters  of  whent.  The  stowa^fe  of  100  quarters  of 
wheat  is  generally  considered  as  about  equal  to  *jl  ton  of  coal.  A  good 
carrying  sliip  will  stow  50  @  tiO  quarters  barley  to  everj'  10  ton  dead-w^eighL 

Tonnage  for  freight.  The  Admiralty  rates  5  qnartei-g  of  wheat  in  sacks, 
48  buehela  of  bran,  and  48  ditto  of  pollard  to  a  ton  ;  nu  l1ie  Crinan  Canal 
5  quarters  of  wheat,  rye,  peas,  beans,  and  tares  go  for  a  ton  :  5^  of  barley; 
and  0  of  bear  or  Mgg;  Bengal,  Madras,  and  Bonjbay  wheat  *20cwt-  Bengal 
and  Madras  peas  '20  cwt.  In  Australiit  grain  is  usually  freighted  @  i"^  hu§hel ; 
at  New  York  22  bushels  ot  grain,  peas,  or  beans,  in  easks.  or  30  bushels  in 
bulk  go  to  a  ton  ;  at  Baltimore  22  in  casks,  40  in  bnlk^S  bu&hels  of  grain 
are  esUmated  at  a  standard  of  5  cubic  feet. 

Rates  of  freight.  €«rain,  seed,  &e.  pay  freight  riecording  to  their  respec- 
tive weights,  as  compared  with  thut  of  wheat,  viz  :  beans  puy  10  p-  cent,  more, 
linseed  10  ^  cent,  less,  lye  7|  |*cent.  less,  barley  15  ^  cent,  leas,  and  oats  22  J 
^  cent  less;  rapeseed  is  computed  at  10  1*  cent,  less,  which  is  not  considered 
proportionate  for  vessels  under  200  ton  regi^iter,  as  they  slow  and  carry  nearly 
as  many  quarters  of  wheat  or  Indian  corn  as  of  seed.  Over  200  ton  the  pro- 
portion liecomes  more  in  favor  of  10  ^  cent. 

When  wheat  is  freighted  at  lO^l?- quarter,  beans,  peas,  and  tares  are  rated 
at  10»9irf,  rye  9»  Sjrf,  linseed  8i  1  Irf,  barley  %xi\d^  and  oats  T#8J«/:  Tlie  Me- 
diterranean scale  says  when  wheat  is  1*,  beans,  peas,  and  tares  sh'^'uld  be  lir  l£d 
!►  quarter,  linseed  and  rapeseed  lojri,  rye  lliV'^  barley  10 i J,  and  oats  Ox^^rf. 

By  the  Baltic  and  Archangel  rates  117  imperial  quartei-s  of  wheat  are 
fieighted  as  being  equal  to  10  ton  of  elean  hemp:  peas,  heans,  and  tares 
ID  ^  cent  more  ihati  fi eight  of  wheat,  rj'C  1\  ^  cent,  lini^eed  10,  barley  15, 
0ata22i,  less  than  freight  of  wheat;  sowing  linseeds  1*2  barrels  in  casks.  24 
ditto  in  bulk,  equal  to  !  ton  of  Rhino  hemp.  A  Dantiic  last  of  grain  is 
80  hectolitres^ 85  bushels=2'00  ton. 

When  Black  8ea  tallow  is  30«  ^  ton  freight,  wlieat  ^  quarter  should  be 
A$  7  070*/,  linseed  U  3'10:^J,  peas,  beans,  and  tares  5jf  1  :i37J,  rye  4*  8'494(t 
bttiley  3s  U  3t9if,  and  oats  3^  7  144^* 

Measures  and  packEgeS*  An  Admiralnj  barrel  of  peas  contains  5  bush- 
els or  31i)tb.  net;  bRlfhogshead  35  buslKls  or  240 lt»;  and  a  kUderkio  2^ 
bnshels  or  101  H>,     I  cwt,  wheat  2M  eubic  feet:  harley  2  '18;  oats  3'64. 

Irish  grain  is  usually  shipped  by  the  barrel  which  fur  wheat  weiglis  280tb, 
!iarley  2'^4lb,  oats  HlOlb;  fnight  is  paid  by  the  quarter.  The  Glasgow  boll 
of  wheal  is  240lb,  barley  320 lb,  pea^  and  beans  280 lb,  oata  264lb,  and  oat- 
meal Untt>« 


4 


STEVENS    ON    STOWAGE. 


^29 


Hetage.    At  Hull  the  cliarge  for  meUge  ia  5i  ¥  Ust  [GRAIN 

Variety  of  British  MeaaureSi  A  bushel  of  wheat  at  Bridgeml  is  l(>'^t1>; 
at  Worcester  it  is  6'2lt);  at  Darlingtou  it  is  73|tti ;  at  Bhrcwshury  it  is  75ll>; 
it  Wolverhampton  7'2tb;  at  ^loiimouth  SOth;  at  Manchesler  IJOtb,  if  it  is 
EngluU  wheat,  TOtb.  if  it  is  American;  at  Carmarthen  it  is  Oltb,  and  at 
Newcastle  lib.  less  than  thet  quantity*  Then,  again,  a  load  in  one  place  is 
not  ft  load  in  another;  for  example,  it  maj  signify  5  bushels,  or  3,  or  40,  or 
6  quarters,  or  44Htb,  or  144  quarts.  In  other  markets  it  is  sold  by  the  quftrter| 
of  iSOtb,  by  the  hag  of  12  scores,  or  11  scores  lOfb,  or  11  scores  4lb,  or  11 
scores.  Then,  again,  at  Malton  it  ia  sold  by  tlie  **  weight."  which  tliere  means 
40  fltooea,  while  at  Nottinglmin  it  ia  36,  and  at  Whitehaven  only  U.  At 
Swansea  we  are  told  they  sell  it  by  the  "stack"  of  ?1  bushels;  at  Barnard- 
castle  by  the  *'  boll "  ol  2,  which  at  Glasgow  eignilies  iiir'llb,  and  in  the  caso 
of  maize  40tt>.  additional.  At  Pwlheli  they  sell  by  the  hobbet  of  252lb,  the 
same  dcuomination  at  Wrexham  meaning  only  IChtt).  At  PrcHton  they  sell 
it  hj  the  windle,  and  at  Bcccks  by  the  coomb;  at  Chester  by  the  "measure," 
ftud  at  Holmfirth  by  the  strike.  At  Dublin  it  is  sold  by  the  barrel,  which 
there  means  2H2tb,  but  at  Cork  2<isrb, 

Tbe  United  States  standard  buabel  is  called  the  Winche^ier  which  is 
taid  to  contain  2,15042  cubic  inches,  or  77nii7413lb.  avoirdupois  of  dis- 
tilled water  at  its  maximum  rlensity.  Its  dimensions  are  IH^  inches  diameter 
inside,  19J  inches  outside,  and  8  inches  deep;  and,  when  heaped,  the  cone 
must  not  be  less  than  6  inches  high,  equid  to  2.747*70  cubic  inches  for  a  true 
cone.  The  busliel  of  the  Stitte  of  New  York  contains  eoJb.  of  pure  water  at 
its  maximum  density,  or  2,211*84  cubic  inches.  It  is  a  singular  fact  that  ibe 
Philadelphia  measures  for  grain  are  larger  than  those  for  New  York,  Boston, 
or  Daltiuiore. 


GRAIN   MEASURES  OP  VARIOUS  FOREIGN  PORTS. 


ABYSSINIA.— At  Qondar  the  ordcb  contains  10  mndegas;  at  Mamah  (Red 
Sea)  24m&degas;  about  80  umdegas  make  an  English  trnperial  busheL 

AFRICA.— Tho  harboia  about  %^\hi  TripolL  a  temen,  0 gallons  nearly, 

AUSTRIA.— TiVfina,  4  viprtels  or  8  ft*;hlels- ICO  bushels;  3'ii^tie,  .Itstngaa 
make  1  quarter ;  S50  st&rra^  100  quarters. 

BELGIUM. — inttrerp,  1,015  kiloa^ 2,240 tb,  a  barter  nm  French  bushels,  a 
muid  =  2'7522  bushels,  a  muke  41  (5^0  gals;  Urit»*fU,  a  nack  cno  bunbcb 

BUAZir..— 15  fanegas:=  22  ImaheU. 

CANADA — Thii  minot,  an  old  French  in«»aj?ur<»,  l*07fi'^  imp,  busbcla,  wUicli 
for  ail  eomtruri'isil  purposes  is  reckoned  at  «Olb;  it  ia  c/i!culnled  by  mtUQ 
ftt  about  r^^  P  cent,  lurger  tban  a  bushel;  U  niinots~  1  quarter  le^s  2  V^ 
cent ;  100  minot*=^  lai  quarterb ;  7,0  iO  niinola-  861  quHrtem, 


230  STEVENS    ON    STOWAGE. 

GRAIN    MEASURES   OF  VARIOUS  FOREIGN   PORTS. 


CANDIA  (Mediterranean). — The  carga  is  4*189busliela; 

CAPE  OF  GOOD  HOPE,— 4  scliepels^l  mntd,  lOtnuida^^l  load.  107  sche- 
pels^  B'i  Winchester  husliels,  or  4  schepels-  3  imperid  biisliels  nearly ;  tlie 
miiid  of  wheat  weighs,  on  an  average,  llOtb,  Dutch^  Bomewhatover  lll>lb. 
English. 

DENMARK. — Copenhagen^  4  viertela- 1  scheffel,  8  schefiFels=l  tocnde  or  ton, 
21  tnna:^  10  quarters;  &ome  calculate  208  tuus^  100  quartera  for  wheat, 
and  210  tuns=lDO  quarters  for  oats, 

EAST  INDIES.— ^rrtZitrf,  the  frasil  18i  @  30 lb.  Amboyna,  the  coyan  25 
piculs  or  3,255|lrb.  Buugahre,  a  kist  naraz-buUah  is  2  pncca  seerg  or 
4tt.  Soz.  5jdr;  cologa  Utb.  13  oj5.  6}  dr.  Bataaia^  a  koyan  28piculs. 
Bengal,  a  raik,  20  chutft('ks-2llt)»  factory  maund  74tt>.  lOoz.  10 dn 
Birma,  a  teng  about  2  hnshels.  Bombay,  candy  for  grain,  aeeds,  &c.^  B 
parahs  of  10 lb.  Ooz.  rtijdr,  mound  2Hlb.  Canara^  a  eolaga  a  bushel 
nearly.  Coimbatort,  abullali  IHl  cubic  iochea.  Coromandet fCoUum  70 @ 
80  quarts,  Zkirraporattt  a  bullah  210  cubic  inches.  Beccattr  a  cossan 
rather  less  than  1  Iti.  the  sixtieth  part  of  a  carwar.  Java,  a  ku!ach=i  J 
calties  of  40  measures,  each  of  5  gan  tangs  or  about  OBJifb ;  a  coyan  27 
piculs  or  3.581  lb,  a  koizang  about  00  bushfla.  Madra.i,  the  corn  measure 
contains  80  paralis  or  400  niarcals,  and  the  marcal  HO  fuuldies  or  Olollocks ; 
the  marcal  should  measure  750  cubic  iaches,  ami  weigh  27  tb*  2o3i.  2dr. 
avoirdupois  of  fresh  spriug  water;  hence  43  marcals— 16  Wincliester  bush- 
el9»  and  therefore  the  garce^lTj  English  quarters  nearly.  When  grain 
is  sold  by  the  weight  fl,256}H>.  are  reckoned  for  1  garce,  being  18cajidles 
12'8  maunds  ;  some  reckon  the  garce  at  H,400lb,  and  to  coutRin  80  parahs; 
a  parali  equal  to  5  marcals,  a  marcal  HpudJirs,  and  a  |mddy  ^olWks. 
Malatj  gantang  260  cubic  inches;  4  cliupaha  1  gautang.  Manila  eahun 
8iVfl  enhic  feet  Mymre  buhah  Ai  ttj,  Kubia,  a  nmud  IH  hand  lull. 
Samaratitj,  a  koyan  30{iiculs.  Siam,  a  sat  l^ith.  or  'jjpiuts,  a  aeste  135 lb. 
Serimjapatam,  eolaga  1 1  bushels.  Sifigaporf,  a  coyan  40  piculs  of  l;i3itb. 
each.  Sooho  awl  Sumla  IJes,  a  raga  5-iitb,  Sumaira,  a  nellie  consists 
of  3  bamboos,  tenth  of  the  gnncha ;  a  culah  00018  bushels.  Surai,  a 
maund  4llti.  The  following  grain  measures  are  also  used  in  the  East 
Indies:  contagab  Oisj  cwt,  garce  1 28  maunds  of  400  marcals  =»0,250^tb, 
marcal  8  puddies,  moruu  34  50  cubic  inches,  moray  3H  scera  aliout  1,% 
bushols,  ollock  twentieth  of  a  gallon^  punchaga  24cwt.  2qr,  lOtb,  puddy 
1}  quarts. 

EGYPT. — Alezandria,  lOOardeba  wheat,  Indian  com,  and  bar  ley  =63  quar- 
ters, a  quillot  or  kisloy  flve-ninths  of  a  quarter;  an  ardeb  of  Egyptian 
corn  7 J  @  Oj  bushels,  but  it  varies  considerably;  0  weyhecks  1  ardeb, 
4  roobecks  1  weybeck;  lOOardebs  beans  =  65  qrs.  A  rhebebe  of  wheat 
4  301  bushels. 


STEVENS    ON    STOWAGE. 


S91 


GRAIN  MEASURES    OF  VARIOUS    FOREIGN    POETS. 


FRANCE*— 112fb.  =  607*ykibgraDimea,  lOOlitrGs^l  hectolitre,  2  hectolitrea 
88  litres  =  1  quarter,  30  lilrea^l  Ln^liel;  1  toD  1/)15,  sometimes  1,018 
kilogra^mmes;  a  French  sack  of  grain  varies  from  2012  @4  250  hushels. 
In  businesa  the  usuftl  ciilcuhitiou  is  100  kilos  =  220  tb.  MarfeUhst,  100 
charges— 5«i  qoarters  wheat.  Havre,  3  hectolitres  -  1  quarter  adding  4i  ^ 
cent,  8,355  hectohtres=l  J 04|  quarters,  Nmits,  2,0Mhectolitre8=6811 
quarters.     Botdmux,  1,8,10  hectolitres^diOi  quarters. 

8  bushels  EngUah  =  1  qm«rt«r ;   11  qnartera  Englihh =32  hectolitres  ;   2201  lb* 
£B^iib= 100  kilos. 

54  tb.  per  huHhel  equal  67' 19  kilos  pfr  hC'Ciolitro, 


5fi  H). 

ditto 

6*145 

ditto 

66  lb. 

ditto 

69-71 

ditto 

67  lb. 

ditto 

7097 

ditto 

58  tb. 

ditto 

72-23 

ditto 

m  lb. 

ditti> 

73*  &0 

ditto 

60  lb. 

ditto 

74'77 

ditto 

61  tb. 

ditto 

7605 

ditto 

5*2  lb. 

ditto 

77-30 

ditto 

63  lb. 

ditto 

78-58 

ditto 

GERMANY. — A  gesclieid  3  @  ^ij  pints,  a  foudro  fthout  7 J  qiiartors :  Bremen^ 
Hdfiocef,  10  schclft'ls=l  wisp,  2  wi3p=l  lust*  1  last^llj  qimricrs  wheat 
or  1 1  quarters  barley  ;  51  InstB  l*i  sehelfels  wheat =5 1 3 J  quarters.    Em^hn^ 

I  Ust  beans  iOJ  qiuirters,  Oh  la^ts  4171  quarters.  Wiesmar.  H)  k^its  wheat 
0331  quorters,  20  lasts  oats  M5  quarters.  Lubvck,  4  (am  of  grain  is  equitl 
to  I  scliefff^  0  02  husiii'ls,  4schoffd8  1  tonne  :}  fiH  bushels,  3  tonuen  1  dtomt 

II  04  husliele  or  1  38  quarters,  and  H  drbmt  1  last  88  :i2  bushels  or  11*04 
qoarters  00  8eheflrels  =  ll|V  quarters;  07  lasts  7878  quarters.  Hitmhitnj, 
laat  of  wheat,  peas,  beaus=ll|  quarters,  barley  lOj,  some  say  1 1  ][  quarters, 
Ottf-s  lOj  quarters  ;  10  lasts  are  equal  to  lOH'H  quarters*  the  last  ia  diviJutl 
into  on  Fuss.  Roaloek,  last  W  seht^iFels,  equal  to  l-i  quarters;  some  saj 
oaU  14i  quarters,  other  grain  14  quarters;  another  authority  gives  for 
04ts  14  quarters,  wheat  10^,  aud  barley  Li  J  quarters.  Bremerhavcn,  A 
Iftst  is  80' 70  buslieln  Wiuchester  or  10087  quarters,  that  is  10  quarters  and 
0  7  huMhels;  some  enleidiae  a  Breureu  last  of  40  schefTels  to  be  *»J  quarters. 
Attonti  wheal,  a  last  1 1  *  qiinrlers  nearly.  III  lasts  — 1,2741  quaitei-s;  bar- 
Icy,  u  last  1 1  i  quarters,  m  last9=341t^  quarters. 

GREECE.— The  kila  is  0-t}152  huf^hels  or  Oi  144  quarters;  the  starro  2'260 
bushels;  others  compute  the  starco  at  3  bachela^^2'330  Euglisb  busheU; 
the  ancient  keramion  8  488  gallons. 

HOLLAND. — AmMterdam^  u  last  of  oats  IQ  quarters  5^ bushels;  in  settling 
for  freight  rye  is  cousidert^d  20J  W  cent,  higher  than  oats,  wheat  ftO  ¥*cent. 
higher,  rye  12  (?  cent,  higher  ihau  seeds;  a  muid  2752  bushels.  HotUrdam, 
ladl  is  IOJ  quarters  wheat  or  rye,  iuj  barley,  IOJ  or  10|,  26laat8=272t 
quarters  oats ;  the  lust  of  wheat  for  freiglit  is  charged  10 1^  cent,  higher 
than  that  of  barley,  and  the  latter  20 1^  cent  higher  than  oats.  Qroningtn 
last  oata=tO  quarters. 


STEVENS    OX    STOWAGE. 
GEAIK   MEAStTBES  OF  YAEIOUS    FOUSI&H    PORTS. 


lAX  XBLE&.— At  S4mU  Mamra  >  CMdo  jj,  mm  mjHhinhA 

TALY/— 'The  ■i—uwt  wy,  a  busaolo  O'SSi  piot%  a  qotttiio  1  gillaa«  9Dono 
tt giiiiwn  fiTiif J  flioggio  Sfoaiten,  cosBe  places  AbnAnkoiily^  m  nibbto 
abool  i  b«ili,  1M|  rttbliu=100<|tiftrtere  in  Jmamm;  cwitMejo  orquintal* 

M  i^ofplei  H  e«fr»=7qi]enem  rMb?.  s  sUjo  is  cqael  to  tbrnhels  end 
1 21  giUonelfliperu],  uid  ti  trnbeu  in  ootnineroe  mt  S42  stajt  to  100  qitArtera 
imp€nM\,  or  100  suji  2Q|  quuteni,  soma  p&rts  100  staji  60-$  ({nArtere; 
(tAoCKer  Aiuiioritj)  the  rooggio  is  divided  into  4  sUji  10qii&rte  or  64  qnar- 
Ufolit  tht  Hale k equal  to 227  Windiealer  buslieJs.  Oemoa,  uiina 8 qaarto 
or  M  gonibetti^  1  i]iiii4=3i  Wtodiester  bush,  nevlj,  21  inina=l  quniter; 
eone  eaj  345  minefl  ead  oihen  248  minas^lOO  quArters  100  xiiiDis^=40| 
qiiaiteri,i^400iiiiiia#^5e3|qiiArtJPrB.  ^liu^cMUf,  104|nibl^n=^100qaart«rs. 
Aquajter  al  ymk0^  sU^i ;  XapUi &{  tomolh 7*800  tomoli— J  447  quarters; 
Lsffhorm  A  tm^tchi ;  Palermo  SO  tomoU  5  qtiarters  old  measure.  Trieste  ^ 
tUJm  1  qaariet  leae  1  ^  c«nL 

i E HAET  —  1 9  eabok  •  I  quarter  wbeat  1 1  cabots  I  quarter  barley. 

MALTA.— The  falma  ia  7  909  biitbeK  101  aalma  (some  saj  102  Mdma)  are 
100  quArt<;ni;  another  authority  sajs  the  oalina,  strickea  measure^  622 1 
Wincheitter  hu«hels;  heap  measure  ia  reckoned  15  ^cent.  moi-e;  the  eaffise 
or  cafliao  from  1  to  2  quarters;  d.O^  ea)niafl»3,I582  quarters. 

HOIJJAVU*— (7aZaa  100  to  101  kilos  are  143  quarters. 

MOUKA. — k  hacbel  ia  one-tJ^iird  of  a  staro  and  is  equal  to  0^  gallons. 

POLAND.— A  komec  ia  a}  to  3|  busheb  com. 

PORTUGAL, — Liihim^  the  moyo  divided  into  15  fanegas,  SO  alquieres^  240 

qitartns,  4H0  seleiuiH,  ka  ;  the  m«yo=  23  Winchester  bushels,  the  quarto 
H  to  81  gallarm.      Fmna,  17  alquieres- 1  quarttr,  I  moio    3  quarters. 

t^UVHHlA.^ iJnnUie,  Mmm!,  Kfrni^Kbenj,  Pitfnu,  5«J  schefi'els  are  equal  to 
1  liuit  or  fron*  li)\  (h^  JO}  qunrters,  or  Hi  @  HO  bushels;  another  authority 
ajiy«,  «t  .\Utfni  a  lunrn:;*}  malters,  (fO  fechtil'eJs,  or  240  vierteis,  or  1 1  quarters 
8  lumhrlft  Ktigliuh  ;  for  wheat,  ryo,  &n.  the  Inst  of  5(iJ  Bflieffi'ls  or  10  quar- 
t€»n*  ?  hiiJihrJs  lvNgli?*h  h  generally  used,  A  last  Vii  Anct^im,  Burlh,  WoltjttH, 
iinti  Sitijhunii  \n  llr|imrlf"rB  whent.  Tlbiirley*  and  lijoaLs:  at  JJnUn 
hud  Slfttiti  h't,'j  qHaruiiH;  tind  at  Wit'^war  J3^  or  sonit times  I'jquaiters: 
au*>tluvr  authority  ^ay^.  at  SfeUin  a  lust  Is  00  scheffels,  which  on  discharging 
ninkt'K  from  ]H(^i  IllqimrterH,  and  ni  Ihtutzic  a  echeffel  weighs  1552 
huH[iH«;  a  last  is  fill  J  JirhetlelB  or  10  <r|imrtt'r3  7  bushels  ;  *I0  schctTds  are 
J  I  qunrtfu-rt  l\  hirnlielii;  a  /^«^/;m>  ship* pound  is  a^Olb.  English  ;  a  Pruuinn 
h»'li(i(r*.d  l{  \n\^1wU,  Sttxonfj  II  huahels,  OLUnhurghO  oil  bushels,  and  Eoi- 
ktf-k  10 J u  lvimhL4*a;  Jioitotk  latt  HO  sehefTela  13  quarters;  a  legal  Pniuidn 
•choffel  wfiigha,  whoatHrjjrb,  rye  8(^4,  harley  65^  oats  45,  meal  75,  aud  peas 
OOilb;  A  chulter  at  Smtin  is  H4i bushels. 


STEVENS    O! 


233 


GRAIN  MEASURES  OF  VAEIOUS  FOREIGN   PORTS, 


EOSSrA. — 2  osmium  1  chelwert,  100  chetwerts^^l,  PHenhurg  7i},  some  any 
73,  74»  Otl€ssa  12,  aud  Jnhttntjd  m,  rye  70  quarters;  others  say  Riga. 
wheat  and  b'lrley  are  uieasurcil  IH  loops  or  loofs  to  a  last,  equal  Dearly  ta 
11 J  miarters ;  a  kKJp  Wing  1 1  bushels ;  lye  15  loops,  or  10  j  qrs ;  oats  and 
fH»as  ti01oop8  or  U  qrs;  a  Russian  ton  is  Scbetwerts  or  ubout  2!Sba3h.— 
ITJ  cwt,     LibaUt  llttBt  oats  13  j  quartern,  ICH  lasts  1,402  quarters. 

RARDINIA.— The  storoHo  is  equivalent  to  Ibushel  lipeck  EDglisl! ;  tlie 
cantarella  or  quiolal  is  65)4 tb,  at  Cai/Uati  ^^itb. 

SICILY, — Pahrmo,  isalrua  of  tiO  tumoli,  or  &  suluia  of  10  tumoli— 5  quarters 
old  measure, 

ttMTRNA.  Asia  Minor.— I kilo=l bushel:  81fi kilos ^100  quarters. 

SOf 'TU  AM  ERICA.— The  fauega  ranges  in  Chifi  from  153  (5  t>O0ltj ;  CentTal 
Am^fiiHt^  jdfuxe -lOOtti;  Monte  Viiho,  JlJ  bushels,  averngii>g  5  fanej^as  to 
aquurter;  VaJptuaUo,  the  fauega  is  Ln|ual  to  10  Wiuebeoter  bushel,  or 
5  laticgos,     1  Wiijehr^ter  quarter  nearly;  a  fauega  of  wheat  IS&lt). 

BPAIN.^A  barehilla  (one-twelfth  of  a  cahiz)  2j  @  4i  gallons,  a  bisaccia  is 
oue-fourth  of  a  saluja=lHS5  bushels,  a  fanega  IJ  @  2  J  bush,  Sfanegaa 
I  qiiarten  Alkant^,  cahiz  orcaffise,  coutaining  l^barebillas,  OOmcdios, 
or  llltlqimnillas;  the  eahi^  is  equal  to  7  Winchester  bnshtls  nearly;  at 
Ctidiz  l'2fanegas  Irtbuahels;  at  Vahncia  100  cab  ices  70i  quarters;  at 
Bartefona  100  cuarteros  24J  r|iiartcrs;  &i  liequljitthi  5  fonegas  wheat= 
1  quarter  less  5  ^  cent ;  1 1,045  funegivs  - '^,1  Ik^  quarters ;  at  Sautontlfr 
4  fanegas  wheat  =  I  quarler  less  4  ]^  cent ;  O.ejhO  fanef^as  =  2^301  quarters ; 
at  Bilboa  54  fauegas- 1  qr.  abiding  Ofe>cenl,  11,48:)  fanegns^  2,221  qrs; 
at  Almeiia  D  fane  gas  -  1  qr.  less  7  i?  cent ;  1,300  fanega8=244  qiiaiiera, 

fiWEDt^N.— 4  quarto^  I  spann»  2  spann  1  tun  or  barrel;  1  tun^  4l-intha 
Eaglish  bushel ;  18  tuns  are  10  quarters;  some  take  17tJ|  ban-els  as  equal 
to  100 quarters;  llie  lispund  weighs  from  M(ff;  IKlb. 

SWrTZERLAND. — 64  goblets  make  a  sack  of  corn  ;  the  coupe  at  Fribourg 
7  gallons,  at  Oeneta  17,  at  Lfjotft  1  j  gallons  only. 

TXXRKEY, —Oonitinntimftfre,  8I0kilos-  lUOquerters,  or  100 kilos  12qiiarters; 
8,ftH0  kilos-  1,0*^34  quarters  ;  a  killow  contains  2.023  cubic  inchesor  Oiil  2 
busbels;  others  say  the  kiloz  or  killow- 0  041  of  a  bubhd,  Hj  kislofi= 
I  quarter.  22  okes  iimke  a  kiltow,  and  4  killows  a  foi  tin, 

TUSCAN T. — A  sncca-  3  stfigi,  each  of  2  uiina,  or  4  quRrti,=;about  2  bushels. 
UNITED  STATES.— A  sack  of  wheat  (millers)  2wey8  or  13  tnd&=3(5llb; 
A  borrol  of  corn  0  bushels.  Shipments  and  sales  nmdc  by  (Hdb,  i*^  bushel 
or  480tb,  ^  quaiier*  A  barrel  of  Indian  corn  contains  3^  Winchester 
bushels  each  weighing  about  57lb;  a  hlid.  of  Indian  meal  HOOtb. 
WALLACHIA."/6mt7,  100  kiloB=220  quarters;  some  say  222^,  and  an  ex- 
perienced London  limi  232  quarters.  A  few  years  fsince  a  new  measuro 
was  adopted,  viz:  100  kilos^232  quiirter'*.  and  the  old  rneiisure  of  100 
kiloft2=222  J  qitarters  abolished.    The  tUQirenco  was  in  the  si^e  of  the  kilo, 

to 


i 


M4 


STEVENS    ON    STOWAGE, 


WEIGHT  OF  WHEAT,  &c.  PER  BUSHEL. 

(See  nko  page  216,  Elainore.) 


WHEAT. 

ENGLISH  WHEAT,  according 

tj  tUe  iiBaaoTiB  *,.,,,.,,,*...     56  ^  C& 

BALTIC  and  DANISH  PORTS 
Hamburg,  B  rem  em,  Antwerp, 
Ssc.  after  a  very  fine  honrest 

68®  6411) gimemlly    68(§64 

If  the  iiarvot  1)«  ir*rt  and  line  Emin  sproul^d 
66  @  S8lb.  U  about  1^  wti^lit  even  when 
dried— if  not  dritfd,  it  k  titLfit  for  sbipuient, 

BRITTANY  and  NORMANDY    57®  61 

FRENCH  BAY  OP  BISCAY..     69@64 

SPANISH   BAY  OF  BISCAY, 

SameUmeij  CSni.  . ,     generally    60  (§  6S 

AJJiUATIC     QtlLF,  —  Fiame, 

Anconft,  Roioagna,  &c.     .».♦    60^64 

BLACK  SEA  WHEAT  from 
HjirioDOpks  Bordianski,  Odes* 
i»f  and  Danubinn  ports 66  <^  63 

TAGANROG  HATJD  WHEAT 
and  other  hard  wheat     ,.,..,     60  (§  66 

SMYRNA   HARD  WHEAT    ..     69@6a 

AMERICAN  Alia  CANADIAN 
weiglu  from 66  ^  &1 

NEW  BRUNSWICK    60@61 

AUSTRALIAN  is  frequenUy 

Tery  heavy    ....._ 6*2  (§1 66 

ADELAIl>E,  jiMuKCatb.     hilh*  6i 

Exliiliilicins  66  mid  U^Ib. 

EAST  INDIAN     60(963 

EGYPTIAN  ifl  always  Hghl,  bat 
Tari£8  mutiU  in  weight,  being 
more  or  letii  wecidl-eaten,  in 
thii  stale  it  may  weigh  . . . .  ^ .     45  @  55 
If  perffeily  sotmd  it  may  weigh    55  @  69 

INDIAN     CORN    or    MAIZE, 
frnm    Black    Sva    ports,   wiE 
weigh,  il  Jri'e  from  woctil    . «     68  @  62 
Bometimes    ..........«**«. «  63 

Egyptian  ..** 55^65 

—        Dari     62^55 

AmenoAn  hono  tooth  or  ilat 

mai£o  &1@  591b.   .  • . .    round    59  @  61 

New  Bmn^mck    . .  • • . .     40  ^  51 

SponiAb,  ADa«ncant  and  oiinr  rellow  com 
wewbt  beatrier  Uictn  white.  YoUow,  wbiUJ, 
iod  Westem  tnixi'd  Imlian  roms^  nrc  i]uoU?d 
in  Bf«w  York  prii:i:*  eurrttit  @  ^  iOlb* 


BARLEY. 

ENGLISH,  from  Norfolk  gener- 
ally the  heaviest 63  O  55 

Other  Englhih  and  Irish   .*..  60^68 

Beoteh 62^66 

BAALE,  from  Hambnrg   50  $  63 

DANISH   ISLANDS    , 47®  56 

STETTIN  BARLEY,  and  Bern  49(^53 

SMYRNA 46(^49 

SYRIAN  and  EGYPTIAN  ....  44®46 

FRENCH.  Bay  of  Biscay,  &c. . .  48  @  58 

NEW  BRUNSWICK    .,,,..,.  49@51 

AFRICAN 44@4S 

BIGG. 
SCOTCH 46@48 

OATS, 
IRISH 85@42 

Bometimes 44 

DUTCH    , ....,  88@4S 

DANISH  and  DUTCH  bhu!k..  B6£948 

DANISH 86(942 

DANISH   ISLANDS,  yeUow..  45 

DUTCH  and  EMDEN,  yeRow..  44 

RIGA     ,....,,, 87  (§39 

ARCHANGEL 34@87 

NEW  BRUNSWICK    88 

Sometimes  best  black    «.*...  43 

And  best  white 47 

PEAS  AND  BEANS; 
PEAS    and    SMAIX    PIGEON 

BEANS  weigh  ufiually 62  (i  66 

LARGE   BEANS   ,. 6«06l 

EGYPTLAN   BEANS fi4@63 

A  BUSHEL.  Tlu-  UntH-riol  rom  btubcl  in 
221H  ll»2  ciiWcr  inchei.  which,  rniatiiiUed  by  778, 
the  number  of  buKbeiii  hi  U7  qiiortere  of  whaat, 
an  J,  dlrid«d  by  )  ,7Stt  cubic  mchtftk  in  m  Cjioi,  kItwi 
996 euLio  ftset, whiob tbmiijrb  <<towftg«  hi  tbeiiold 
ifl  »duot>d  to  Bi^l  eubio  feet  or  1  kc^l.  It  ht  statedl 
thLiif  fl  bimbel  \m  LilJcd  with  wheat  »Iowly  aad 
horn  a  Uvi^ht,  the  con  tents  wiU  wrigb  9tb.  mora 
thau  IT  railed  rapUUy  fhUD  il»  edg«. 

MASTERS  are  rtwnnniMided  when  loadings 
1i>  havct  the  rtilr  arvra^  weiirbt  nf  n  buthel  of 
souud  grain  rcDorded  and  certiJied.  They  eould 
then  Dovnpant  tbj<  weight  witb  tbat  of  a  biwbel 
of  any  portion  of  the  cmt^  which  bad  duriDg  tliB 
paatage  beoomo  dantaged  or  umoond,  and  tboa 
mofo  readily  coom  la  an  amapaaaimi  fbr  tka 
■ettlioatnt  ef  (nigbl  in  case  of  depute. 


■ 

^^^STEVEN^O^STOWAGE^^ 

^^^^^™ 

^M 

^                 COMPABATIVE    WLIQHTS. 

M 

^ 

^P      EAinliro'  and  Bctoli  Saok. 

Dntoli  wok  aiLd  Imperial  ImilidL 

1 

IhiCeh 

Imp. 

Dutch 

a. 

DuUOi 

buih. 

Dut«h 

H«mbro* 

Dutch 

Himbro' 

»MlU 

bittb. 

•ii«1c. 

M£k. 

uick. 

uok* 

«ick. 

»ftck. 

J 

n^ 

It. 

n». 

lb. 

lb.    oz. 

tb. 

tb.     oz. 

00 

2f^ 

N5 

4Di 

110 

524 

m 

132  15 

118 

103     0 

^^^^1 

iU 

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d>t| 

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53 

07 

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87 

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m 

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114 

54  i 

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122 

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101 

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174     71 

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^B 

7a 

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581 

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140  I2i 

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177     51 

^^^H 

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4lli 

123 

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148     2J 

129 

178    6 

^^^H 

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84t 

fl« 

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124 

501 

low 

110     8j 

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851 

KX) 

47| 

125 

5tl| 

100 

150     5 

h30 

180    0 

^1 

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85| 

101 

471 

120 

uoi 

131 

181     0 

^1 

_        77 

an| 

109 

481 

127 

001 

110 

152     5 

132 

182  121 

^1 

jM  7a 

a«5 

103 

48J 

liJ8 

60| 

111 

153  11     , 

133 

184    2| 

^1 

^1   70 

371 

104 

40i 

Vltl 

01 

112 

151     1 

^H 

W   BO 

371 

105 

80 

130 

021 

113 

150     7i 

in4 

185     6i 

^^^H 

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106 

501 

l;u 

02 1 

114 

157  134 

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186  15 

^^^^M 

«    1    ft9 

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107 

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132 

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159     3  J 

130 

188     & 

^^^^M 

■1   83 

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117 

102     0 

138 

101     I 

■ 

■ 

p 

raportioiiftto  Weight 

of  Qtikhi, 

EdUtlve  Bates  of  Freight* 

■ 

Bk  J»«M1^4     «|#.  IbwUeli     flblNt 

m*nt  I  ilk. 

f  h«  Top  11  r«rw    tlw  4i|ti«r««r  «4«  lib 

WttmTvttmlL 

1 

B. 

QM. 

1.         qm. 

B.        om. 

TOir.        QR. 

TON.        qst. 

TOir«             Q^. 

^ 

Ik,  m. 

Ik      fli.  ft. 

Ik.        ■!.  Ik 

Sid 

•         M     d 

1 

«     d 

^H 

a& 

90    0 

40i      SA    8 

d«        33    2 

5      10? 

23       4  11 J 

41        8     Of 

^H 

t 

s* 

'■»* 

ao  4 

to   n 

47       J»  la 
47i      87    ^ 
4><        27    6 

51>        33  10 
flOi      34    0 

0      1     3? 

7      1     0 

24  5     1| 

25  5     4| 

42  0     0 

43  0     2Y 

■ 

37 

SI     t 

4H      27  10 

1(0        34    4 

8       1      8) 

20       6     Of 

44       0     5) 

^M 

Ji* 

31     0 

49        2M    0 

Wl      34    8 

0      1    llj 

27  5     0| 

28  0     0 

45        9     7? 

^^^ 

ai 

SI  10 
SI    0 

m      ilfi    4 

til        34  12 
Oil      ^    3 

10     2     l\ 

46        0  lOf 

H 

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02     33  e 

11    a   4| 

20       0     2t 

47     10    or 

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At        39    S 

i»2i    ;io  10 

13    a  0^ 

30      n     5( 

48      10    3t 

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h 

40 

titfi 
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«3        SO  10 

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14      3     0 

31  0     7f 

32  0  10| 

40      10     6 
50      10     8^ 

■ 

■  iii 

«)  10 

^     30  4  ; 

rHi     3«  n 

15      3     St 

33       7     Of 

51      10  UJ, 

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84    4 
84    M 

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0.-V        37    ^ 
(Uil      37    0 
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Ifl      3     5i 
17      3     7f 

34  7     3f 

35  7     0 

52  11     It 

53  11     4r 

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IM$A      38    0 

le      3  10| 

30       7     Ht 

54      11     Of 

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id  to 

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68      12    5# 

■ 

L 

^^ 

^ 

^ 

nrcTK3E3  OS  sravACc 


IMk  ^(ofvmhtt.  I^ih;  Mi  ill 


«ldi« 


TW  Cooracuce  thttiUUT  4 
BMi  «liieli  lMf«  nccived  i« 
10  pfQ^raM  of  iMr  aeHhai 

Appoiikd  to  Yim  are  Hiii  iliiifci  iif  lii  ilani  jmiIj.  a  tbiB  aailBd  to  tlie 
•tiniiml  poftft  <>f  atifpiMBt,  Tit: — 

Ko,  1,  2.— From  Odem  and  tkt  Seaof  Aavr;  (Xol2,  ate  Kow  t.  wiib  ilie 
miditioa  of  Ui^  so-ealM  "*  llediiemiMWB  danse.') 

Na.  S.  4.— From  Oalalz,  lb»0,  Ac, 

Ko,  t^,*-Fitnii  Sollna. 

Ko.  0. — From  Alexandria. 
Wbieb  ibe  Commiuee  now  sobmit,  widi  their  esplanatorr  remarts^ 

Ahhmigh  Bot  apeeifieaUj  atatad  is  the  fonaal  reaolotiotia  paaaed  ai  tlie 
tHatUog  00  Iba  laUi  of  Norember,  at  the  Baltic  Cofl^bouae^  it  araa  a  wall 
iiiidifr»looJ  tact  tl>at  th«  gniat  ehange  coatempUted  waa  the  alteration  of  tlie 
hmu'im  (or  pajriDtnt  of  frdgbts  from  measure  to  freight ;  and  it  is,  perhaps. 
mip^rflunu*  ti>  add*  that  the  reasons  which  maioW  inOuenced  the  demand  for 
tiji*  e.htiu^e  of  ha-i*  irere — firstly,  to  assimilate  the  mode  of  paying  freights  to 
thill  ^  hn  h  rr«giilHtcfl  the  ftalc  of  all  grain  and  seed  in  the  Uniled  Kingdom  and 
Ciifitin#*rit,  \'vA.  wi'ight:  secondly,  to  render  thereby  the  interests  of  iht|K>wner 
and  rnptaiti  iJcntical  with  that  of  the  merchant  in  securiug  an  aecuraie  return 
af  fUa  rurgri  tlliM'.hnr^i^d  I  and,  thirdly,  to  avoid  the  very  frecjuent  disputes 
and  QiifiMM^i  of  iU^tmiinhcihxi  linking  out  of  tho  prci«ent  system,  which  are 
imiMMt  iiUke  (o  URTcimnt  find  shjpf>wnen  and  thcreforo  need  not  be  more  par- 
llrMdnrty  r<ut(n*d  llprxi. 

A»  II  wnlglit  Iho  Ci>rmtiiltt*e  bnvc  fixed  upon  ibc  rtiiiinb  ton  of  *2/i4(>ltj.  or 
1,'Uft  KlIrtji^riMiiN,  It  wiiH  MbviouHly  ituposfeibjo  u  iirnre  at  aoj  weight  which 
•brntM  uppniAitimle  t  foMcly  to  tbc  iinporiftl  qiiiirtiTs  of  wheiiL  from  fill  purts  of 
Urw  MiihliinuinttJ  iiml  lUarU.  bcft^  btTruia^*,  i'lum  Kgypt  forinstiiuce,  ibc  weight 


STEVE !^S   ON    STOWAGE. 


SS7 


I  ilMOlb.  per  average  quarter,  while  from  tbe  Black  Seii  in  certfliD  [GRAIN 
deisotis  (in  tlie  present  for  instance) ,  a  weight  of  504lb.  has  been  attained. 
Hence  no  weiglits  could  bo  said  to  approximate  closely  to  the  imperial  quarter. 
The  ton  of  2,2 40 It)-  on  the  other  haud,  is  a  standard  of  weight  for  almost  all 
roerehandlBe,  and  ia  most  in  use  for  calculation  of  freight  from  all  i>artsof  the 
world;  it  cannot,  therefore,  be  objectionable  in  refereuce  to  grain i  and  if  it 
should  not  come  to  pass  that  the  ton  weight  bo  constituted  a  standard  weight 
for  the  Bale  of  grain  in  all  patt^  of  the  Uuited  Kingdom,  as  it  already  is  in 

I  amDj  parts  of  Ireland,  the  reduction  of  that  weight  to  atiy  other  is  a  sliiiplo 
loesSi  void  of  intncacy. 

As  the  standard  article  for  regulating  charters,  the  Comiiiitteo  name  wheal, 

iia  being  of  foretnoai  iraportauco  in  the  trade  of  the  ports  interested,  and  there- 

1  from  liave  attempted  to  arrange  a  scale  of  proportions  for  other  grain,  seed,  Ac. 

ab  appears  to  them,  after  due  inquiry,  founded  upon  justice  to  the  shipowner, 

Mkd  therefore  deeerring  of  acceptance  by  the  merchant.    It  is  as  foliowB : — 

WflSAT  to  pay  jper  ton  of  2^240  lb.         ^^  ^^^ 

IsBiAH  CoKir    *...., \  Bttmo 

BsAKB,  (SieiMAti  e^icepted)      V  freight  an  wbeat 

TAasB,  ItKTsrmst  Feas,  Mhjjst  Seibd  . ,  J  per  ton, 

Dabi  fttid  Ky£ *  •  • 2|  <^  cent,  more 

LiKSEED  find  IUpebked    « . « .  • 7        ditto 

Barley 17        ditto 

CoTTojf  Seed 22        ditto 

Oats «....•. 37        ditto 

Tallow 89        ditto 

Wool   (eiccpt   Merino   and    ao-called  ]  282  ^  ct,  or  2^  timca 

*'  SpanlMh  WooV)     .,*....* f  freight  ol  tallow 

w     .   /-tr  _i  J    *      >i    1  *i  a       •  u\     886 lj>^ cent niort* tliiui 

Wool  (Merino  and  go^<:iiUtMl  *'  SpMush  I        ^Jf^^^  ^^  ^^^  ^^  ^^ 

^^^  >    * J        tLmeafr'glit tallow. 

Am!  father  arliclea  not  cnnmermted  in  tbis  scaler  to  be  computed  according  to  tbc  Lon- 
H  JAaUk;  printi'd  roleii  in  proportion  to  tallowi  ila  fixed  by  this  Bcalt  i  and  on  other 
■rtiakii  not  enumerftlijd  in  either  scule,  freight  to  be  pui<l  m  if  hiden  with  wheat. 

The  alterations  here  mode  are  mainly  an  increase,  more  or  leas  importauti 
'  on  the  rates  payable  upon  the  lighter  kinds  of  grain  and  seed  in  proportion  to 
wheat,  as  couipared  with  the  Baltic  rates;  and  iti  the  Appeudix  will  be  found 
a  table  illustrative  of  the  changes  proposed,  with  tlie  results  attnirjed  by  this 
bcaU%  and  by  that  of  the  Baltic  priuted  rates,  as  nearly  as  it  in  posBihlo  toesii- 
luate  the  avumge  ennyiug  power  of  veaaelB  of  the  preaent  day  for  lighter  grain 
aa  compared  with  wlieat. 

l*he  Committee  have  beeu  at  great  paina  to  arrive  at  an  aecurate  judgfiient 
oa  this  important  point.  The  inqiur}'  is  beset  with  va&t  difficulties  of  «  prvc- 
tioal  kind — among  others,  the  great  apparent  discrepancies  in  the  carrying 
|tower  of  vesFols  of  difierout  countiies  Hud  build,  exhibited  by  tlic  returns  ob- 
tained from  iu]|»ortiug  bouses  here;  but  notwitbstaiuling  these  ditficuhiea*  the 
Coitmiitti'e  are  confident  that  the  o^juslnient  they  hiivi-  ill*  lied  will  prove  to 
be  as  vl(M9  an  upproximudou  to  faiinebs  us  it  is  in  their  power  to  devise. 


S38 


STEVENS    ON    STOWAGE. 


Tlio  Conomiltee  are  well  aware  tbat  instanoeB  can  he  adduced  [GRAIN 
where  the  proposition  they  submit  can  be  proired  to  operate  unfavourably 
upon  Tesselg  carrying  ligluer  grain  than  wheat,  according  to  tlie  scale,  but 
tbeso  will  be  quite  exceptional  instances ;  and  as  it  is  only  possible  to  deal  with 
such  questions  upon  a  broad  and  coraprchonsive  basis,  tbry  confidently  hope 
their  efforts  will  be  received  and  acknowledged  by  the  sbipping  community  as 
&  *B4itisractory  effort  to  correct  injustices  sustained  under  the  terms  of  the 
*'  London  and  Baltic  printed  rates," 

The  foregoing  remarks  apply  to  grain  and  seed,  It  will  be  obdous  that 
the  most  important  alterations  eflbcted  regard  linseed  and  barley.  Oonv^inoed 
that  linseed  at  a  redueiion  of  10  W  cent,  from  wheat,  and  barley  at  15  ^  cent 
operated  unfairly  to  the  shipowners,  the  Coujmittee  have  corrected  it  by  de- 
creasing the  proportion  to  G  ^ccut.  on  linseed  and  12  W  cent,  on  barley. 

Tallow  retains  its  proportion  to  wheat  as  recognised  by  the  Baltic  scale* 

Wool  is  subjectai  to  a  revision  by  distinguishing  fine  wool  from  conrse. 
It  has  been  found  that  by  the  Baltic  scale,  whereas  course  wool  was  loaded  at  a 
great  advantage  to  the  shipowner  as  compared  with  grain,  fine  wool  so  loaded 
proved  less  remunerative,  and  even  disadvantageous  to  the  shipowner  ;  there- 
fore, by  the  present  scale  it  has  been  resolved  to  decrease  the  rate  on  coarse  wool 
to  2}  times  the  rate  on  tallow,  and  on  merinos  to  increase  the  rate  to  Si  times. 

Tiie  question  of  press  packing  of  wool  was  brought  to  the  notice  of  ths 
Committee,  whereby  a  great  saving  in  freight  might  be  effected  by  the  merchant 
without  detriment  io  the  shipowner;  but  the  diflicnlties  which  at  present  en- 
compass the  carrying  out  of  such  an  arrangement  are  such,  that  the  Committee 
conceive  any  suggestion  with  reference  thereto,  at  this  moment,  would  be  of 
little  or  no  service* 

Beside  the  alteration  of  the  scale,  it  appeared  to  the  Committee  that  varioua  I 
alterations  might  be  made  with  advantage  in  the  form  of  charter  party  to  which  i 
they  will  now  olhide. 

It  was  conceived  that  charterers  have  a  right  to  an  accurate  statement  of 
the  class  and  capacity  of  sliips  to  be  cliartered,  and  with  that  view  have  intro- 
duced a  clause  which  will  give  these  particulars  the  natnre  of  a  warmnty* 

At  the  recommendation  of  the  shipowaers  on  the  Committee,  and  after  . 
consulting  with  parties  interested  in  the  question,  it  was  resolved  to  add  Ply-  ' 
mouth  as  a  third  Port  of  Call,  with  Falmouth  or  Queen stowut  for  the  conve- 
nience of  vessels,  because  it  is  an  ascertained  fact  that  in  unfavourable  weather 
Plymonth  can  mostly  be  reached,  when  Falmouth  or  Qneenstown  are  difficult 
of  access. 

The  question  of  ilie  so-called  '*  afloat  clause"  has  often  given  rise  to  dispute 
and  difficulty,  and  althongh  practically  no  vessel  can  be  compelled  to  lie  other- 
wise than  afloat,  under  the  terms  '*  as  near  as  she  may  safely  get'*  the  Com- 
mittee resolved  to  terminate  the  doubt  by  inserting  the  clause  to  discharge 
afloat,  and  so  to  end  all  misunderstanding  on  that  point. 

The  additional  rate  of  10  p  cent,  for  discdmrgo  on  the  Continent  between 
Havre  and  Hamburg,  is  clearly  unfair  in  principle,  timsmueh  as  while  the 
extra  charges  must  always  be  tlio  sume  at  any  given  port,  ttic  udditionnl  rate 
obtiiioed  varies  with  the  rate  of  freight  paid  for  the  voyage  *-lo  die  advantage 


STEVENS    ON    STOWAGE. 

reliant  if  at  a  low  freiglit,  to  that  of  tbo  owner  if  at  a  high  [GRAIN 
!£lie  Committer  bfive,  therefore,  stipulated  tbat  freiglit  to  tho  Couiinetit 
HmI StW^  ton  wheat  addiuoaal  for  ail  cliartera,  cousideriog  that  thereby  ' 
fhtj  give  the  shipowner  a  ftdr  re riiu aeration  for  the  excess  of  charges  incurred. 
They  also  ^i?e  an  allowance  of  !.» ikl  ^  ton  wheat  for  the  advantage  of 
dirwl  destination,  on  yiguiug  bills  of  lading,  or  for  discharge  at  the  Port  of  i 
Call«  conaidering  that  the  owner  has  on  advantage  fully  to  this  extent  iti  so 
ourtailing  the  time  occupied  la  the  voyage. 

The  ollowanco  of  discount  on  h  alf  freight  has  been  expunged.  Seeing  that 
tliia  aitowance  is  in  but  very  few  cases  to  the  benefit  of  the  ciuirterer,  tho 
Committee  considered  that  it  might  fairly  be  remitted  to  the  shipowner,  and 
Ihe  freights  paid  in  full  without  deduction. 

As  10  lay-days,  it  ia  thought  well  that  the  expenditure  of  time  at  any  Port 
of  Call  arranged  by  charter,  shall  reckon  with  days  used  in  loading  and  dis- 
dmrgiiig,  and  in  that  way  more  promptitude  will  be  observed  on  the  part 
of  merchants.  The  additional  10  days  for  wool  appear  to  he  amply  warranied. 
This  clause  has  been  inserted  in  tlie  Danube  charters  in  yiew  of  the  increasing 
exports  of  l)ittt  article  from  this  quarter. 

Disputes  are  of  frequent  occiuience  as  to  tho  exact  place  of  loading  at  tho 
Suliiia  M outlt  of  the  Dauuhe,  and  also  as  to  tlie  rt;adiug  of  the  ice  clause,  for 
T(«ael$  loading  at  Sulina.  Charter  No  6  contoins  clauses  ou  these  points  which 
il  jft  considered  will  moet  the  exinting  difficulties  in  a  satisfactory  rannner. 

The  Committee  have  come  to  the  conclusion  that  a  pro  rata  amount  of 
Jem  lit  rage  [^offers  a  fairer  scttlcmctit  of  lliat  point  Outn  the  present  inodo, 
eauMing  at  times  a  question  in  the  haining  of  charters  which  may  well  be  dis- 
f»*.'ii8ed  wiih.  The  amount  winch  the  Committee  rccnmmeod  is  Adp  register 
ton  Biitish  ineasuremcot,  per  day,  which,  from  inquiry,  the}'  find  to  be  in 
^g^iioraJ  ust>  for  Goveroment  chartei-s,  and  appears  equitable. 

The  payment  of  freight  by  wejglit  allows  the  Committee  to  do  oway  with 
i  the  most  objectionable  part  uf  the  so  called  *'damDgo  clnu&e.'*  They  propose 
;  tltat  gca-tinriuiffetl  grain  or  seed  shall  pay  two-thirds  the  freight  of  Bound,  except 
I  In  cases  of  stranding.  They  except  stranding,  becaui^e  in  that  case,  and  in  na 
lother«  can  merchants  at  present  recover  the  loss  involved  in  damage  by  sen 
I  water;  and  aUhough  in  rare  cases  8<'a  danuigo  incurred  may  be  quite  beyond  \ 
I  tlic  control  of  the  shipowner  or  captain,  still  the  clause  will  have  the  very 
InaUiral  vitecl  of  iu«uriijg  greater  care  of  the  cargo  on  the  part  of  captoinst 
SUCH  are  the  changes  sug^esti^d  by  the  Committee,  It  umy  not  bo  out  of 
\  to  SUV  that  the  task  eoramitted  to  them  has  been  performed  with  much 
Dfjsiderction,  and  no  small  amoiurt  of  labour— that  tliay  have  endca- 
ithfnlly  to  discharge  then'  duty  to  all  interests  concerned,  it  is  hoped 
Fthe  report  they  to- day  put  forward  will  fuJly  establish* 


MAJOR    USBORNE,  Chmrmm. 
HENRY  F.  TiARKS, 
ALBERT  KAIiL, 


Hon,S0Ci, 


Billio  CoibO'Iumso,  hoadm,  tfardi,  1863. 


240 


STKVKNS    ON    STOWAGE. 


FaBMB  OF  CHABTEB  PAfitT. 


[eBAH 


CHABTER  PABTY,  No.  l.-^From  Odessa  nnd  tf^  Sea  of  Azov. 

LoxDOMi  186 

It  U  this  day  matuftUy  agreed  b«iwe«n  of  ihts  good  «Mp  or  Test«l  odled  the 

of  of  the  burUicu  of  toae  rogiitter  odmeiuaremeDt,  or  tberetaboatB, 

wHcrvof  LB  MaAteri  now  and  of  Kerch anii.     TbAt  the  stid  «hip 

being  tlglit,  staancli,  and  Btrong^  cIuhikhI  and  erery  way  fitt<Ml  for  tlie  rojn^  ihaU, 

with  oU  conve&ivtit  Bp«ed  Bail  imd  proceed  to  CosaxAwrtKOFLSt  tnd  Uiere  lipply  to 

If  DMrt*  wlio  stiall  give  ordere^  witbin  Iveatj-fonr  hours  after  application  (if  in 

1ialU«t,  or  after  dUchargo  of  inward  cargo^  if  any),  or  lay-dayi  to  eomit,  to  proceed 
OnsfliA  or  Kkrtoq,  or  bo  near  thereto  as  aha  can  safely  get,  and  if  ordered 

Kertch,  ilmll  either  load  themSf  or  proceed,  agreeably  to  fmther  orden  to  be  there  gfres- 
on  irrital,  or  Uy  dayi  to  cocuit,  to  TaoamboOi  or  a  Bate  Fort  nr  thk  Ska  or  Ajtor^ 
ao  near  thereto  um  she  may  safely  get,  and  there  load  from  the  Agente  of  the  aaid  Char- 
ierert^  a  foil  and  conipkrto  cargo,  bat  not  exceeding  tona,  of  wheat  imd  or  other  lawful 
Qifruh&ndisD,  nt  the  option  of  the  Merehanta,  which  the  aaid  Merchants  bind  themftdvre 
in  Nhip  and  send  alcmgnde  at  the  Port  of  Loading,  and  take  from  idongNifle  at  the  Port  of 
0tacharge,  at  their  own  expenae  and  rkk — ^tho  ihip'a  boats  oud  tirew  to  reader  the  cn»» 
tonmry  aaaistanee  in  towing  the  UghturB — not  exceeding  what  ehe  can  reaaoaahly  stow  and 
carry  over  and  aboTC  tier  tackle,  apparel,  provmons,  and  f iimitnre ;  and  being  so  loaded^ 
idtiLll  ihcrewitli  proceed  to  Qukenbtowk^  FALMotrrtif  or  Plymouth,  at  the  Master's  optiOfl, 
for  order*  (to  be  given  by  return  of  pnut  or  hiy  dajM  to  cotuit)  to  diaduurge  at  a  Sapk  Foirr 

131  THK  UXITRD  KCNODOW,  Or  OX  THE  CONTINKHT  SSTWKE!^  HaTKB  AITH  HaKBUAO  incluidve, 

or  so  near  thereunto  a  A  she  may  luifely  get,  and  there  deliver  the  same  afloat  on  being 
paid  fnii«ht  in  caah,  without  diwcotint,  aa  foUowi : — 

For  Whi^at  1^  ton  of  2,^K)Ib.  or  of  1^015  kilograma  gross  weight,  deliTored  from 


to 

i 


OPHSBA  OB  HLEBTOB 
£  t  d 


B£A  or  AJtOV 

£  « 


d  \  £  9  d 

oilier  lawfal  merehajidiDe  in  proportion  thereto,  according  to  the  Mediterranean  and  Black 
SoA  Freighi  Beale  of  18(iB,  bring  w  full  of  all  l^dmage^.  Fort  Cltarges,  imd  Pilotage.  If 
tlie  Teasel  be  diacharged  on  the  Continent  ha  above,  the  rat«  Niholl  be  three  BhiUltiga  and 
ilspenee  per  tcm  additional,  and  if  the  resiiel  be  ordt^reil  to  a  direct  port  on  «iguLng  BlUb 
of  f>adi:ngt  or  if  she  bo  diHi«hart*ed  tit  her  Fort  of  Coll^  the  rule  shall  be  red  need  by  one 
uUilliiig  and  siipunci.*  pf-r  ion,  Cork  being  considered  for  vesseli*  culling  nt  i^iii.c&stofm  as 
the  Fort  of  Coll.  The  Merchants  engage  to  provide  mnia,  nnd  the  tihip  the  nece»tiury 
wood  for  BunnAjge.  Caah  for  sblp's  diBbarBementd  at  Oie  Port  of  Loading  not  to  exceed 
£  T  to  bo  advanced,  free  of  interest  and  commiiiision,  and  to  be  deducted  from  the 
freight  with  coat  of  insurance  thereon. 

mnniug  days  are  to  be  allowed  the  said  Merchants  for  loading  the  said  &hlp 
waiting  orden)  anil  nnloading,  and  if  one  half  or  more  of  the  cargo  conaint  of  wool,  10  nd* 
dltionjil  days  to  bo  allowed  ;  and  10  daya  on  Demnrrage  over  and  above  the  Bald  laying 
day  ft,  at  foorpctice  per  register  ton  Britiab  meaBtirement  per  day,  to  be  paid  tlay  by  day. 
Detention  by  ice  and  i^qiiruiititie  not  to  be  counted  as  lay-dnyB.  |The  set  of  Goo,  the 
Qneen'a  enemiea,  reetraints  of  Princes,  Pirates,  fire,  and  idl  and  every  other  dangers  and 
aeeidentA  of  the  ieaa,  riTerB^  and  tiavigation,  of  what  natnre  and  kind  soever  during  the 
said  voyage,  being  always  excepted). 

It  is  al»o  agreed,  that  should  the  cargo  conBUt  of  grain  or  seed,  imd  finy  part  thereof 
bo  delivered  damaged  by  sea  water,  the  Freight  apon  such  sea  damaged  portion  Rhall  bo 
two-ihirda  of  that  above  stipnlati^d,  except  only  in  eiise  the  veHscl  hbtdl  have  been  utrancitscl^ 

The  Charterer's  liability  on  Ibis  Charter  to  ceaee  when  the  cargo  ib  shipped,  provided 
the  same  ia  worth  the  Freight  on  arrival  at  Fort  of  Discharjate,  the  Owner,  Master,  or  Id* 
Ai^nta  having  an  uhAoluto  lien  on  it  for  Freight,  Dead  Freight  and  Demnrmgc. 

Penalty  for  oon-pcrformance  of  this  agreement,  the  ettioiAted  unomil  ol  Freight 


STEVENS 


JHARTER  PARTY.  No,  2.— Sea  of  Azov,  uith  a^lditwHaJ  chnu.    [GRAIN 

After  Wing  loadeil,  tht^  ghtp  is  to  caU  at  Malta  for  ordertt^  tlnj  Chnrteren*  or  tht^ir 

tgeut!*  liiwijig  tlii^  option,  witliiu  twtjnlyfuur  Itours  liftcr  lurival,  or  luy-diiy*  to  count,  oi 

r^ivrviiJ,  hrr  ou  ii»  abovf,  or  to  n  mfh  Port  in  the  Mtiiitcrmntan  to  dkelinrge,  paying,  '^  the 

iitt*  r  i  i  e,  of  the  Frcigbt  agroeci  for  tlic  United  Kingdom,  am\  m  end  the  voyage. 

CHAR  IE  R  PARTY,  No.  3.— Galatz,  Ibraili  &c. 

LoNtJON,  1^ 

It  Is  this  day  mutually  agreed  between  of  the  good  whip  or  vessel  cidkd  tlvc 

of  of  the  burthen  of  tous  register  fidmeAsuremeiitj  or  thoreabouta,  whereof 

i«  Matter,  now  and  of  jrerehtint»,    Tlmt  the  said  ship  being  tight, 

stsimcli,  strong,  clufised  and  every  way  fitted  for  tht  voyage,  «hnll,  with  all  cfinre- 

nicnt  «peod  liail  and  proceed  to  Galatz  for  orderB,  to  be  given  within  twenty-four 

lloim  after  arriral  or  biy-daya  to  fount,  to  load  there,  or  at  liimail  or  any  other  safe  port 

in  th«  River  Danube  (not  lii{?her  than  IbiniJi,  or  so  near  thereunto  as  the  may  bufely  gci» 

nd  ihere  hjail  from  the  Agents  of  the  tmid  CharttriTs,  a  full  and  complete  cargo,  but  not 

xccL'tiin'^         tons,  of  wheat  nud  or  other  Idwful  merchandiise,  at  the  option  of  the  Mer- 

,  which  the  said  MerebantB  bind  theutfielve»  to  ship  and  aend  alongHidtt  nt  the  Fort  of 

ilfng,  and  take  from  aloupside  at  the  Port  of  Dif^harge,  at  th^ir  own  expense  and  rifk — 

Taliip't!.  boats  and  erew  to  render  the  customarj^  aH^iBlunee  in  towing  llie  lighters— not 

credit*^  what  she  ean  reasonably  stow  and  earrj'  over  and  above  her  tackle,  upparel,  pro- 

and  furniture;    and   beioR  ao  loaded,  *ihall  thenwitli  prot^eed  to  Quzenbtowx, 

©l*Tff,  or  Plymoutu,  nt  tlie  MaKter'a  option,  for  orders  (to  be  given  by  return  of  |>o»t 

aja  to  countu  to  dischargti  at  a  Safe  Port  in*  the  Usitko  KiNOimii,  or  on  ina 

wwt  RBTWEKS  Havrk  Asn  Hamuuro,  indnsive,  or  60  nwir  tht  ttnulo  tm  she  may 

F 1^,  and  there  deUver  tJie  samo  afloat  on  being  paid  freight  in  ea&h|  without  dia- 

eoont,  as  foll^^ws : — 

For  WiiKAT,  per  Ion  of  2,2-10  lb.  or  of  1,015  kilograimi   | 
gross  weight  delivered,  | 

r  Uwf  ul  merehandii^e,  in  proportion  thereto,  aeeording  to  the  Mediterranean  and  Black 
8ea  Frciffht  Seale  of  1H>3,  being  in  full  of  all  Primages,  Port  Charges,  Pilotage,  Lighttr- 
„,  m^  at  Snltna,  Sec.  If  the  ve-iHel  be  disthnrgfrl  on  the  Continent  a» above,  the  rate  hliall 
IMBm*  Ibtre  HhilHnga  nnd  nix  ix:-iiee  per  ton  additiuniil,  and  ii  the  ve«>Kel  l^  ordered  to  a  direct 
^^^^rf  on  ai'^'ning  Wi\U  of  leading,  or  if  Mhe  be  tlLHcbitr^i-d  nt  her  Port  of  Call,  the  rate  a^iail 
^^Bm  r&docfd  by  one  shilling  and  »>ixpeuee  \xir  ton,  Cork  bi-ing  eimhideriNl  for  ve^^Ktelti  ealUng 
^^bt  Qnecnstowii  a«>  the  Fori  of  Call.  The  Merchants  enga^i  to  provi^lc  mats  and  the  ahip 
^^Mh«  ii«»cc»»at3-  wood  for  dunnage.  Cash  for  iiliip's  dihbuniemcntji  at  Liie  Port  of  Loading, 
not  earecdtiig  i!  ,  to  Le  a^vniucd,  Ci*ee  of  iiittuist  toid  commi^Mon,  and  to  bo  de* 

<lttcle<I  from  the  Freight  nvitl*  cost  of  Insuranee  thereon, 

ruuniii*^'  <hiyii  are  to  be  nlluwed  the  Hiud  Mt  rehant*  for  loading  the  said 
ilui»  waiting  orders  »ud  urlnading,  and  if  one  half  or  murt*  of  the  cargo  etintdiit  of  wool, 
%tm  additiftnal  djiyw  to  bo  allowed,  and  ten  day»  on  demurrage  over  and  above  the  wud 
^yiug  da,^Tt.  at  ftmrpence  per  register  ton  Urititi^h  meaiiarement  per  day,  to  be  paid  da,  by 
ay,  l>el«-ntii>n  by  iec  and  *^nanuatiiie  not  to  be  counted  a^  hiy-d;iyfi«  (Tho  act  of  Ijod, 
he  Queen  #.  rnemletB,  retitrtiinl*  of  Princes,  Pirates,  fire,  and  all  aiid  i«V(»ry  other  d^>rigi<r» 
id  nrrtrfi  nta  of  Uir  AtAfi,  rlvern,  and  narigatian,  of  what  nature  and  kind  ftoorer,  duHng 
Jlhi«  %i\u\  Toyage,  being  alwny««  cxcepUd.) 

It  iH  a1a4i  itgreeil,  that  nhould  the  cargo  eonFist  of  grain  or  seed,  nnd  any  part  thereof 

e  dflivciiid  ihiiuttged  by  eea  water,  the  Freight  upon  such  sea-damaged  portion  shall  h« 

||wo  lUtnU  of  tliat  hLovu  stipulated,  except  only  in  case  the  ves!iel  nhaU  have  l>eeu  Niroidml* 

The  Charterer*  liiibiiity  on  thia  Charter  to  ceiise  when  the  cargo  i*  iihipped,  provided 

MMne  in  worth  tlie  Freight  on  arrival  at  Port  of  Dtj«chargo,  Uie  Owuit,  Master,  or  hia 

I  Imring  im  abimlutA  lien  on  it  lor  Freigltt,  Dead  Freight,  and  Dtinmrriige- 

lijf  foe  tum-performanco  of  thii  agre«meut,  the  estimated  amount  of  Freight. 


STEVKNS    ON    STOWAGE. 


CHARTER  PARTY,  No.  1.— Galatz,  IbraU,  &c.—nilditwHal  eUiuu,  [GRAIN 

AlU?r  lirmff  loftdivl,  the  akJp  U  to  coll  at  Malta  for  ordcrtj  the  Cburtewrs  or  their  AgenU 
hAvhig  tiitt  option,  HiUiiu  f  wenty-fotu-  hourn  oUbt  arnvol  or  Iny-days  to  conut,  of  ordenng 
her  <m  u  above,  vr  to  a  so/c  ftorl  in  the  Mediterranean  to  dificKurgei  pAying,  in  the  hAUt 
e»MCt  of  llie  frcigM  agreed  for  the  United  Kingdom,  oitd  §o  end  the  voyage, 

Witneifl, 


CHARTER  PARTY,  No.  5.— From  Sulma. 

LOKDOK,  196 

It  Is  this  day  rnDtoaUy  agreed  between  of  tlie  good  Khip  or  ycsmI  caUod  the 

of  of  the  btirUi«'n  of       tons  register  admea&nreinetit,  or  tberenbontei  whereoif 

la  Muter,  now  imd  of  McrehiuiLB.     ThFit  Oic  eoid  ship  lielng  tight,  stamicb, 

end  itroDg,  daaeed  mid  every  way  fitted  for  ilm  voyage,  ^aU,  with  all  eonrcnimt 

■peed  taU  and  proceed  to  the  Sitlira  Motmi  or  the  Dakudk,  or  so  near 

ih«n?to  as  ■be  run  safely  get,  and  there  loiid^  oalsitk'  tli*?  bar,  from  Uie  Agents  of  the  said 
C1iart4&rcTii,  a  foil  and  f  omplttd'  cargo,  but  not  cxeeedlng  tons,  of  wheat  and  or  other hiwfiil 
disei  at  the  option  of  the  Mercba&tfit  which  tlie  said  Merchants  bind  themselvet 
k  ehip  i&d  send  alongnide  i^t  the  Port  of  Loading,  and  take  from  alongude  at  the  Fort  of 
Dbdiiirge,  at  their  own  expeiivc  and  rl^tk,  not  exceeding  what  she  can  reasonably  stow  and 
Mfiy  over  and  above  her  tscklef  apparels  -fjrovisionSf  and  ihirmtnre ;  and  being  so  loaded 
ihiJl  therewith  proceed  to  Qusrnstowk,  Falmoeth,,  orPLTMoUTH,  at  the  Master's  option, 
lor  order*  (to  be  f^vvn  by  return  of  poat  or  biy-dayg  to  count)  to  diacbarge  at  a  Safr  Pobt 
19  Titx  UifiTAD  KnvoDOMf  or  ox  THE  Coj^TtKENT  BETWEEN  Haviue  akd  Haxbu&o  Inclosive, 
or  to  near  thereimto  aa  she  may  safvly  get,  and  there  dehver  the  tame  ftfloat  on  being  paid 
,#rcigM  is  cash,  wilhomt  discount,  m  follows  *— 

For  Wheat,  per  ton  of  2,240Ih.  or  of  1,015  Mlograma    I 
gross  wtsight  di^livered,  J 

oUmt  ]«wfal  merohandiAe  in  proportion  therein,  necordrng  to  the  MediterrtHGHn  and 
Bkelc  Sea  Freight  Seale  of  18(Ut,  being  in  fall  at  all  Primages,  Port  Charges,  and  Filotagcu 
If  tlie  f«i««l  be  ilUclmrgtrd  on  thv  Continent  as  above,  the  rate  shall  be  three  shillings  and 
•ftspenee  per  Um  UfMUltrntih  and  if  the  vessel  be  ordered  to  a  direct  Port  on  Bigning  Billa 
of  I^adiagf  or  if  nhe  be  discharged  at  her  Port  of  CaU,  the  rate  shall  be  redoead  by  one 
■llffllng  amt  MUpf«nc*]  p«r  ton.  Cork  being  considered  for  vessels  calling  at  QneenelnTm  as 
the  Port  of  CaU,  The  MercbantH  engage  to  provide  mats,  aud  the  ship  the  necessfvry  wood 
lor  rhinnngf'.  Cash  for  Hliip'w  dihburtements  at  the  Port  of  Loading,  not  excee<ling  £ 
io  In*  ndvaiicrdi,  frr^e  of  interest  and  eommissjon,  and  to  be  deducted  from  the  Freight  with 
I  tout  of  insnranee  thereon. 

mnnrng  days  are  to  be  allowed  tho  said  Merchant*  for  loading  the  said  ship, 
waiting  orderi»  and  unloading,  and  if  oni;  half  or  more  of  the  cargo  consist  of  wool,  10  ad- 
ditional days  to  be  allowed  ;  and  10  days  on  dcmnrrage  over  and  above  the  said  lajiog-days 
•l  fonrpenc^  per  register  ton  British  meaaiireinent  per  day,  to  be  paid  day  by  day.  If  the 
loading  of  the  sliip  at  SnUna  be  prrvented  by  ice  in  the  Danube  either  at  or  below  Ibroil, 
laynJays  shall  not  ri^kon  during  tlie  delay  so  oceaaioned,  (The  act  of  Gou,  the  Queen's 
enemies,  restrain  Is  of  Princes,  Pirates,  flro,  and  all  and  every  other  dangers  and  aecidentg 
of  the  seas,  rivers,  and  narigatioiit  of  what  nature  and  kind  soever,  during  the  said  royt^ 
being  always  exeeptefh) 

It  i«  also  agreed,  that  sbontd  the  cargo  consist  of  grain  or  seed,  and  any  part  thereof 
be  doUvered  damaged  by  aea  water,  the  Freight  upon  such  sea-damaged  portion  shnll  be 
two -thirds  of  that  abi^ve  titipnlatcd,  except  only  in  case  the  vessel  shail  have  been  btranded. 

The  Cluu-terer's  liability  on  thia  charter  to  cease  when  the  cargo  is  shipped,  provided 
the  same  is  worth  the  freight  on  arrival  at  Port  of  Discharge,  the  Owner,  Master,  or  hia 
Agents  having  an  absotut^  lien  on  it  for  fretight,  Dead  Freight,  acid  Demurrage. 

Puially  for  noaperfuinnance  of  thia  Agreement,  the  estimated  amount  of  Freight. 


STEVENS    ON    STOWAGE, 


243 


CHARTER  PARTY,  No.  0,^ 


From  Alexandria.       [GRAIN 

London,  1S6 

A  b  tills  daj  mutniUly  agreed  between  of  the  good  tubip  or  res^cl  colled  the 

of  of  the  burtlicii  of  about        tons  register  uAmemuT^meui,  or  UiureuboutBi 

krhcreof  is  KiL^ter,  now  and  oi  Merehjmte,    TUat  ilie-  8aid  Hhip 

ng  tightf  stftoscli^  and  strong,  diissod  and  every  wny  fitted  fur  the  voyaije,  shjiU, 

mU  conrenieni  speed,  sail  and  proceed  to  Allkjlndria  (Ej^ypt),  or  so  ne»x 

nlo  lu  dho  mny  safely  get,  and  there  loud  from  tho  Agents  of  the  said  Chiiricrer&,  a 
I  complete  caj*go,  bat  not  exceeding        tons  of  wheat  and  or  other  Inw  ftil  merchan- 
dise, at  the  option  of  the  Merchants,  which  the  Raid  Merchants  bind  th^uiselveg  to  ahip 
>nd  tend  slong^de  at  the  Port  of  Loadingi  and  Luke  from  ulongside  at  the  Port  of  Discharge, 
ait  iheir  own  expenso  and  rials,  not  exceeding  what  ahe  €iui  reasounbly  stow  and  carry  over 
ttod  abore  her  tackle,  apparel,  provisions,  and  fumitnro;  anxi  being  so  loaded,  fihall  there* 
irilh  proceed  to  Qukekstow?;,  FaLXOUTH,  or  Plvmoitth,  at  the  Master's  opLiou,  for  orders 
(to  be  given  by  return  of  post  or  lay-days  to  count)  to  discharge  at  a  S^i:  Port  m  tub 
^^Ahu»  KiKaDOX,  or  on  toe  Cot^tikskt  B£twsicn  Ha^^^re  and  HAMiixriio,  inclusive,  or  so 
^^^^^Hbercunto  aa  i»ho  may  safely  get,  and  there  deliver  the  eunie  adoat  on  being  paid 
^^^^^■lilt  ijaahi,  withoat  di^connt,  as  followB; — 

^^^^H  For  WsEAT«  per  ton  of  *2/2tOtb.  or  of  1,015  kilogrtuns   I 
^^^^^^i  grot*  weight,  delivered  f 

oihsr  lawful  merchandise  in  proportion  thereto,  «cconljjig  to  the  Mediterranean  and  Black 
i  Freight  Scale  of  1KC3,  beiiisj;  in  full  of  all  Primages,  Port  Charges,  and  IHlotage.  If 
,  he  diaaharged  on  tho  Cautineut  ai  ubove,  the  rate  t^hfill  be  three  shillings  and 
I  per  ton  additionul.  imd  if  tlie  ve4»iiel  be  ordered  to  u  direct  j>ort  on  signing  Bills 
g,  cr  if  she  be  discharged  at  her  Fort  of  Call,  the  rule  shall  be  reduced  by  one 
{  and  fdxpeucc  per  ti^n,  Cork  being  conutilcred  for  veatteltii  calling  at  Queenstown  as 
the  Port  of  Call.  The  Merchants  engage  to  provide  mats,  and  the  tdiip  tho  nceosaory 
wood  for  dtituijige.  Cwih  for  ship's  dlaburHcmenta  at  the  Purt  of  Loadings  not  ejLceedittg 
£  ,  to  be  advanced,  free  of  intf^reitt  and  commlsaiou^  and  io  be  dedocied  from  the 
Fbtight  with  coat  of  insurance  thereon. 

nmniug  day«  are  to  be  lUlnwed  the  said  mcrchaiits  for  loading  tho  said  ship, 
^^Vlltiog  orders  and  imloading,  and  10  dayu  on  Demurrage  over  sjid  above  the  said  laying- 
^^HayK  at  foiirp«ncc  per  regtJiter  ton  British  measoremeut  per  day,  to  be  paid  day  by  day* 
^^^^hiiacl  of  Qan„  the  Queen's  encmiett,  rCMtraintii  of  Princes,  PirateH,  fire,  and  idl  and  every 
^^^^K  dajigen  and  ucddeuts  of  the  seas,  rivers,  and  navigatioB,  of  what  nature  and  kind 
^^^Hb,  during  the  (aid  voyage,  being  always  crccpted). 

li  it  lUiio  agreed,  that  should  the  enrgo  con  Hist  of  grain  or  seed,  and  any  part  thereof 
1^  ha  delivered  damaged  by  sea  water,  tlie  Freiglit  upon  soch  sea-dnniLa|^d  portion  shall  be 
■^■wo^ thirds*  of  thiit  iibove  stipulated,  excc^pt  only  in  case  tho  vessel  shall  have  hcen  stranded* 
^^H  The  Charterer's  liability  on  this  Chnrter  to  cease  when  the  cargo  is  shipped,  provided 
^HpiA  same  b  worth  the  Freight  on  arrival  at  the  Port  of  Diseharge,  the  Owner,  Monti^r,  or 
^Btos  Agenta  having  an  absolute  lien  on  it  for  Freight,  Dead  Freight  and  Demurrage. 
^^       Fianl^  for  non-peif onmince  of  this  agreement,  the  estimated  amount  of  Freight, 

Wlt&MS, 


STEVENS    ON    STOWAGE. 


245 


a95     GRAVITY   (SPECIFIC).     From  die  following  lublu  of  spe- 
cific gravities,  tlie  v^eighis  o(  bodies  may  be  caleulntcd   fmrn   cabk-al 
oeasurenient.     By  specific  gravity  is  nieanl  llie  weiglit  of  bodiea  cuiii- 
rpared  with  Bimilar  bulks  of  water*     Thus,  ti  cubic  foot  of  water  weighs 
11,000  ounces ;  by  reference  to  the  table,  turpentine  will  be  found  87'i, 
meaning  that  a  cubic  foot  will  weigh  872  ounces;  iron  7,74:30,  meaning 
thai  a  cubic  fool  will  weigh  7wf^t>  ounces.    By  taking  ihe  cubical  measure* 
jnenl  of  any  body  the  weight  may  be  ascertained  by  niulrijilying  into  its 
weight  in  water  the  number  funnd  against  its  name  in  the  following  table. 
Thus,  suppose  we  have  UM}  bars  of  iron,  each  one  inch  sr|uiire  and  10 
feet  long,  the  cubical  conlenls  arc  found  by  nuilliplyiug  10  feel  long  by 
l-144llis  of  a  square  foot>  or  *0U694j  tlie  pruducl  being  *0694  of  a  cubical 
foot.     As  a  cubic  fool  of  water  weighs  1,000  ounces  the  weight  of  a  bulk 
of  water  equal  to  the  balk  of  the  bar  will  be  *06,944x  K000=:ti-y46x 
100  bars  =  6,946  ounces  or  434  tij.  x  7*78,  the  Jigurea  opposite  in  the  table, 
kTbe  product  is  3,376 rb. 


Add,  MiMic imifl 

f,    muriatic  .«.••••.. 1*200 

t,    nitric ,.  1-271 

AmemCf  fiulphnric •  *  *  1*840 

•  „    wUito    8-700 

AlfttHiAter   *. 1-670 

AlculiiO,  ab*o]at« 0-707 

Alum 1-714 

Ambergris    0-780  to  0-9^6 

Afitltim-ito » , , . ,  1"80«» 

Antimony,  rej^as , , ,  672)0 

•»    ftttlphuret d-500 

B«7t«*,  .dpbmto  of,  I  ^.^  ^  4.55Q 
or  beftrf  spar. .  * .  J 

BiWAlt a  000 

BiiTTLx 1-714 

Brirk 'Z'(m 

Batter     - 01U2 

CiumUihonc  or  India  rubber  . ,  0-99S 

Clmlk    .,, '2-:2f>5to  2657 

CotJ 1020  to  1-970 

Citkt* ,.  0-744 

C«p«l 10^5 

Copprr  ore,  ycUow 4'IGO 

„     red 5*8  to  6-0O0 

1016 

rk    0'2'W> 

4-000 

ffilic  0'B&6       zDuniiiio  (V7'29 

Flwef... 09-28 

F«^liT|»'tr 8*438  to  2'7€)0 

nUt.bljfcdt 2-582 

GLuA,  cmwn 2-520 

»«     ffrven    4  * S'642 

„    itini     S*7a)to  S'(N)0 

«4    common  plftio , « ,  2700 


Ormdie    2'613  to  2*956 

Giunarabio 1-452 

Gunpowder,  loose 0*836 

„    Holid. 1-745 

Gatta  percbtt     0*925 

Honey. , I'lSO 

Indigo......... 10J19 

Iroustoae,  Cftrron 3-281 

Isinglaas 1111 

Ivory l'H25 

T^d    0947 

t^fld  ore,  Derbyshire    ft- 565  to  7' 7 86 

Limestone,  coi£ipai?t,     2-3H(J  to  3000 

T^ffiRtiesift,  native,  hydrate  of  . .  2'3S0 

Midaekite,  compnct. .    3*572  to  S'QOl 

Marble,  Carara 2*716 

M&iilk  (a  resin) 1  "074 

MetaJn,  arsenic 5-763 

♦,    braiw 7-824  to  8*896 

„    colialt 8*600 

„    eopper 8*900 

„    Bold,  cast 19-258 

„    iron,  wrought 7780 

„         „     coat 7  248 

t»        It    pyritcB*  or  luimdlc  .  4-7f>0 

„    ii-on  oroa,  hcematit*  ....  8*i»^ 

„    day     ....     8*12  to  8*880 

„    lead   llniSO 

„    lead,  galena     7*600 

„    lead,  cArbonate,  or  dry  \  ur/wi 

white  lend f  **  ^^ 

„    lead,  oxido  lith.     0'2    to  9*500 

„    rtHll&ad    ......     8  62  10  9000 

, ,    munganese ,  blaek  0 vide , ,  4 '  •*)  1 0 

„    tneTcnry  «..*,.........  IJJ'508 


MetaU^idckel 8-279 

„    plitiiui .,  195(X» 

„     Bslrtsr    10-474 

„     Bt&el^Boft ,,.  7833 

,»    tin .,.,•  7*290 

,,    zino,  Comiali 7*291 

„    cine  ore 6*700 

»,    adno     ........     fi-SOOto  7*191 

,»    zinc  OTQt  bUck  jack    ....  4'000 

„    tine  cidamuiQ 3'600 

Mica 2'650to  2-934 

Nftptha 0-700  to  0*847 

Nitre 1'900 

Oils,  jmiseed 0*886 

H    oamway  b<^  0*904 

,f     lavenditr 0*694 

II    turpentine 0*670 

„     b-mpaeed     .,,,, ,.  0*036 

t,    liiiiieefl O-MO 

I,     niposteed 0*913 

„    wbjile    0-923 

Opal,  common     , . , ,     1-958  to  2*114 

Opium    ,.  1"336 

Phosphoms 1-770 

Fitch M60 

Fluniiugo     ........     1-987  to  2-400 

Porceluin^  Chiaii 2*384 

Forpljyry      2*458  to  2  972 

Proof,  apirit 0  923 

Pmnicofttono  ......     0-7-20  to  0914 

QoartE 2-e*>4to  3760 

Rock-crystal 2  581  to  2*888 

BoU,  common    2*130 

BcAmniony,  Smyriui    ........  1-274 

t^late,  drawing  ,, 2*110 

.,    common  roofing     ......  2'672 

Sp*r,  fluor   8094  to  3-791 

Spc^rmoceti 0943 

BtoLictiti)     2-S2Sto  2*548 

Btone,  Bristol     ....     2*510  to  2*640 

„    ffrinding   . . . « 2*142 

„    Portland *i'49l5 

„    rotten  l'iJ81 

Sufjar 1-606 

BolphHte  of  whLh,  or  soli  cake . .  2*200 

Stilplinr,  native 21>JJ3 

Talc ..,.     2"080to    3*000 

Tftllow 0*941 


TnrpQDtine    ,  0'872 

Vinegar    1*013  to  1*080 

Wftter  distilled 1000 

, 1-038 

,.    teltaer 1003 

Wax,  bcea 0*9t^ 

Wine  Bordeaux    ............  0-993 

H    Bnrgimdy 0*991 

,1    Comtanee I'OBl 

M    M&lAgii 1*032 

,1     Port 0-997 

,.     Champagne,  white     ...,  1**997 

Wood,  apple  trees 0*793 

■       0-845 

heech 0*852 

box,  French 0*9 12 

boJt,  Dtttivh 1-3-28 

rodBraxil    ............  I  mi 

eampeachy 0  913 

cedaTi  wild   . .  „ 0*5% 

oedar,  Pakatino  ........  0*013 

cherry  ti«et    0-715 

ciiran   ,...,... 0-726 

coeoa I'OIO 

cork 0-240 

CTprcisa,  Bpaniah     0*644 

ebony,  American    1*831 

ebony.  Indian     ........  1'209 

elder  tree 0*695 

elm  ditto., 0-671 

fir,  male    ..............  0  f»50 

fir,  female 0-498 

haxol     O-eOO 

I'nniper 0*556 

igtium  vit^B 1-333 

maboganiy    1'0&3 

maple  tree 0*750 

mnlb(?rry,  Spanish     . . , ,  0*897 

oak«  hear tf  60  y tiiirs  old . .  1  *  1 70 

oak,  dry D'930 

oHto  tree  .... ..........  0*927 

orange' |»'70ii 

pear..'. 0*16<J 

plum. 0785 

pomegranate 1-351 

poplar »,.,,  0-383 

poplar,  white  Spanish  . .  0  529 

Tine 1-327 

walnut 0*681 

willow O-^Sl 

yew,  Hutch 0*788 

yew,  Spanhih 0*807 


STEVENS   ON    STOWAGE- 


247 


fcicks  of  Irisli 
397 


GROATS  or  Grits 

groats  go  to  a  ton. 

GROUND   NUTS,  shelled 


oats  freed  from  ibrir  liubks.     Eigbi 


Bombay  [on  16  c^vt. 


tS98  GUANO.  The  origmal  name  of  guninj  h  huanu,  which  is  a 
jrm  in  the  Quichna  dialect,  luearnng  '*  aiilma!  dun^;"  for  example 
uanacuhuariu,  excrement  of  ihe  huanaii*  As  ihe  word  is  now  generally 
sed»  it  is  an  ahbreviaiion  of  pishu  huanii,  hird-duiig,  Tlie  Spaniards 
hnve  converted  the  6nal  syllable  nu  hno  no,  as  they  do  in  all  the  words 
IL^d(»pted  from  the  Quiehim  which  have  the  like  term i nation.  The  Eu- 
^^hipcon  orthography,  guanoj  which  is  also  followed  in  Spanish  America, 
^Bs  quite  erroneous ;  for  ihe  Qiiii  hua  language  wants  the  letter  g,  as  it  does 
l^neveral  other  consonants,  S|}aniards  pronounce  the  word  as  if  written 
wauno ;  the  ^u  and  hu  in  Spanish  being  equivalent  to  one  w.  The  guano 
Ik^islricts  of  Bc^Uvia  are  Under  Forsyth  Island^  Consiitution  Roads;  also 
^Bti  Mexilones  Bay ;  and  I'aquirjui ;  the  guano  districts  of  Pern  for  foreign 
""   vessels  are  the  Chincha  Islands, 

3tl0     The  best  guano  is  the  excrement  of  sea* fowl  and  seals,  allowed 

to  accumulate  in  countries  where  there  is  no  rain ;  it  sometimes  includes 

K^e  bodies  of  seal .Sj  which  seek  the  higheiit  points  of  land  on  feeling  the 

^^ppproach  of  deaih.     It  owes  its  virtue  as  a  manure,  first  to  the  presence 

of  atnmoniacal  salts,  and  secondly  to  that  of  the  phosphate  of  lime  or 

^^bone  earth,  derived  from  the  hones  of  fish,  &c* 

^H  400  To  tf'st  the  ammonia,  put  a  spoonful  of  s^uano  and  a  spoon fal 
^^f  powdered  quick  Hmc  in  a  mortar,  and  rub  them  with  a  pestle  for  q^fcw 
seconds;  if  ihe  guano  he  genuine  the  smel!  will  resemble  that  of  a  bottle 
of  salts,  and  will  make  the  eyes  water  in  the  same  manner.  In  this  way 
it  may  be  proved  whether  the  sample  he  guano  or  not,  and  the  strength 
of  diirerenl  sanndes  may  be  estimated  by  tite  comparative  strength  or 
lefQuvia  of  the  ammonia  disengaged.  To  test  for  the  phosphate  of  lime, 
plncc  a  small  quantity  (say  100  grains)  in  an  iron  ladle  or  earthenware 
ipkin,  or  any  similar  vessel,  and  heat  it  red  hot  over  a  clear  fire  for 
veniy  minutes  ;  if  the  guano  be  genuine  it  will  be  reduced  to  a  while  ash, 
bing  about  3-5  grains  ;  if  the  100  grains,  when  burned,  weigh  much 
than  35  grains,  it  is  not  genuine,  or  contains  an  undue  proportion 
»and  or  similar  ra alter. 

401     The  asbes  from  genuine  guano  will  be  found  to  be  phosphate 

of  lime,  nearly  pure*     If  it  be  required  to  prove  this,  a  small  boiile  of 

celic  acid  or  white  vinegar  will  dissolve  the  phosphate  and  hold  it  in 

lution,  leaving  the  silica  and  alumina  (probably  amouniing  to  3  or  4 

lius)  undissolved*     The  ashes  should  be  left  in  the  acetic  acid  for  two 

aye,  and  the  bottle  shaken  occaaionally.    It  is  assumed  that  tlie  ginmo 

leaed  is  diyr. 


248 


STEVENS    ON    STOWAGE. 


402  Professor  Nesbitt  aays  "good  Peruvian  giiano  [GUANO 
oiifjlil  to  cunlain  Iti  or  IT^ceiiL  of  ammonift,  and  from  25  to  30  {j> cent, 
of  ilie  pliospiiate  of  lime/*  He  made  nn  experiment  as  follows: — ^A 
sloppererl  boiile,  capable  of  lioldmg  3,000  i^rains  of  walei,  had  four  ounces 
avuirdopois  of  good  guano  placed  in  it.  Water  was  then  added,  and  the 
materials  shaken  until  well  mixed.  A  liltle  more  water  was  added,  and 
the  boule  again  agitated,  and  then  allowed  to  rest  for  three  or  four 
minutes  lo  permit  the  air  bubbles  to  arise.  The  boiilc  was  now  lilled 
completely  with  water,  the  froth  running  over;  the  stopper  was  then 
gently,  but  accurately,  fitted  to  ila  place,  and  the  bottle  wiped  with  a 
cloth,  A  counterpoise,  previously  made  equal  to  the  weight  of  the 
I  bottle  alone,  was  tlien  placed  in  one  pan  of  a  small  pair  of  ordinary 
Bcales,  and  the  bottle,  with  the  guano,  in  the  other*  From  a  numerous 
series  of  experiments,  it  was  found  that  the  bottle  and  the  guano,  on  an 
averai^e,  weighed  6(^4  grains  more  than  the  hotile  and  water  alone:  that 
is,  the  water  in  the  bottle  would  weigh  3,000  grains,  and  the  f^yano  and 
water  3^664  grains. 


COMFOSITIOir    OF  QOOB    PEEUVIAlf  GUAKO* 

WnkT 17-400 

Orgnnic  Matter,  And  ammoDUicftl  »alt8  * 49  970 

PliosphutL'H  of  linifr  and  uaagneMA  (botte  eartb)  .«....,.  23'660 

Alkidiiiie  soJtti,  chledj  chloridea  of  jyotassiuni  uid  sodiutn  7*-i30 

Sand » . »  I'oiO 


100000 


•  Yielding  Amtnutiiii. 


403  Guano  weighs  from  60  @70lti.  ^husbel,  and  will  absorb  20 
fP'cent.  additional  of  water,  which  it  will  attract  in  a  most  extraordinary 
manner,  for  when  well  diinnaged  oil"  in  a  dry  ship,  all  that  part  near  the 
sides  becomes  dark,  by  mnisture  drawn  throagh.  When  moist,  it  has  a 
tendency  to  undergo  decomposition,  with  tlio  production  of  inflammable 
gases,  which  form,  with  the  air,  a  mixture  liidde  to  explusion  on  exposure 
lo  naked  flame.  Kvery  precaution  is  necessary  to  keep  the  pump-well 
perfectly  clear;  iron  knees  and  hoops  around  masts  should  be  painted  or 
tarred,  as  tbcy  are  liable  to  coiTosion  hy  the  aclioii  of  guano.  The  decks 
and  topsides  require  to  be  well  caulked,  and  seams  paid;  one  mass ter 
recommends  a  coat  of  Arcbangel  tar  just  before  leaving,  and  again  when 
passing  through  the  tropics.  A  ship  will  ordinarily  carry  as  nmch  guano 
as  coal ;  and  if  she  sails  well  on  an  even  keel,  may  he  loaded  *' chock 
up/*  if  otberwise»  space  must  be  allowed  for  trimming, 

404  (iuano  cargoes  injure  the  iron- work  of  the  hold,  but  some  ex- 
perienced masters  do  not  consider  they  injure  the  wood-work.    The  Boston 


STEVENS    ON    STOWAGR. 


249 


I 


(United  Slates)  Commercial  BuUeiin  says  "daring  the  past  [GUANO 
year  (1860  ?)  several  first-elasa  ships,  between  three  nitd  six  years  old^ 
have  required  extensive  repairs.  Not  only  hav«  their  ceiling  and  planking 
hetn  decayed,  but  many  of  iheir  limbers  also,  parlicnlarly  their  cants  ^ 
while  the  keelsons  anil  first  rtiiiocks  have  generally  been  sound*  A  few 
are  planked  wiih  yelhiw  pine,  whieh  in  some  instances  was  not  aiTceted, 
though  the  timbers  were  decayed  ;  and  in  others  the  rot  penetrated  both 
pine  and  oak.  As  nearly  all  these  ships  were  bnilt  under  inspection,  ihey 
were  considered  good  for  ten  years  at  least.  As  all  had  carried  guano 
shortly  after  tbey  were  built,  it  has  been  ajssiimed  that  guano  atiects  new 
limbers  injuriously.  One  or  two  which  had  not  carried  it  until  tbree  years 
old,  were  not  so  much  injured  as  those  on  their  iirst  voyapje;  and  others 
which  were  eight  or  ten  years  old  were  not  affected  at  all.  The  washing  of 
the  salt  water  in  tlie  bottom  is  supposed  to  have  preserved  the  first  fnttocka 
and  the  keelsons;  and  those  ships  which  leaked  in  their  upper  works  were 
also  free  from  rot  in  the  wnke  of  their  leaks.  As  nearly  all  our  vessels 
are  built  of  unseasoned  timber,  it  is  aujiposed  that  the  heat  generated  by 
the  mtdsture  of  the  timber,  combined  with  the  heal  of  the  guano,  had 
produced  dry  rot.  Mr.  M'Kay  states  that  new  English  ships  which 
ha*l  carried  guano,  were  as  badly  decayed  as  any  of  our  own;  he  staled 
further  that  in  England  there  was  no  doubt  concerning  the  injurious  effect 
of  loading  new  ships  with  guano;**  see  the  article  salting. 

406  "Grain  in  bulk  was  also  considered  very  liable  to  affect  a  new 
«hip  with  dry  rot,  on  account  of  its  tendency  to  engender  heal.  It  seems 
that  even  yellow  pine,  which  is  generally  considered  not  liable  to-decay 
on  iiccount  of  its  resinous  quality,  is  not  proof  against  the  effects  of  grain. 
If  ihese  inferences  are  correct,  owners  of  new  ships  must  he  on  their 
guard  against  loading  iheni  with  guano  or  grain;  or  they  ninsl  devise 
fiume  means  by  which  ibeir  frames  can  be  moistened  with  salt  water.  If 
die  ceiling  is  caulked,  water  might  he  injected  through  the  ventilators  in 
jke  covering  boards,  at  slated  periods,  since  i(  is  evident  that  water  in  the 
im  preserves  it.    Some  reutilators  arc  water-light,  hm  these  could  he 

\y  changed  for  others;  indeed  there  is  little  diflicuhy  in  the  way  of 
making  openings  between  all  the  frames.  Powr  water  through  these  by ' 
way  of  experiment ;  the  work  may  appear  tedious,  but  not  more  so  than 
half  the  labour  performed  on  board  all  our  s»hips.  Our  sperm  whalers* 
which  are  more  exposed  to  heal  than  any  oilier  class  excepting  steamers, 
are  we  believe  preserved  from  decaj\  by  <he  regular  practice  of  wetting 
their  holds  after  tbey  have  oil  on  board.  Twice  or  thrice  a  week  a  hose  is 
passed  into  their  holds  for  the  jturpose  of  watering  the  oil  casks  to  prevent 
their  leaking,  ami  to  ibis  cause  wc  attribute  their  darabdity,  Whalei-s 
ire  rarely  affected  by  dry  rot,  though  exposed  not  only  to  the  heat  of  the 
tropics  but  to  the  fires  of  their  try  works.    This  system  of  watering  is 

s  I 


250 


STEVKNS    ON    STOWAGE. 


not  adnpted  to  a  mcrclmnl  ship  witli  a  cargo;  but  (lie  plan     [GUAHO 
wlvicli  we  sugj^est  ofii^jecdng  water  between  tlic  frames  ruigbt  be  carried 
out  with  good  etfeeU    At  all  evenl^i  h  is  enlitled  to  consideration.    Pro-j 
b^ibly  some  won  hi  object  lo  lliig  on  account  of  ibe  vil'vci  uf  salt  nale 
njion  the  iron  fastenings;  lut  as  nearly  all  our  sliips  are  iroii-fasiened  in 
ibe  bottom  as  well  na  in  ibe  apper  works,  tbe  effect  would  not  be  more, 
injurioas  in  tbe  one  place  than  in  tbe  other."  I 

406  At  tbe  Cliinebiis  guano  measures  about  40  feet  per  ton  ;  usually 
15  bogs  go  to  a  ton,  but  tbey  are  various,  tbe  lesicr  about  l*2incbcs  by  18, 
made  of  fine  clotb,  tbe  larger  2  feet  square,  of  a  maierial  so  coarse  tbat  it 
is  very  possible  for  tbe  finer  parts  of  tbe  guano  to  pass  tlirougb  while 
stowing*  Mais  raiglit  be  found  useful^  nailed  from  below  ibe  upper  deck, 
overlapping,  over  alb 

407  The   form   of  charter  parly   adopted   in    J 865  by  Messrs.  I* 
Thomson,  T,  Bunau  &  Co*  tbe  Engliifb  Agents  of  the  Peruvian  GiianoJ 
Consignment  Company,  was  as  follows  : — 

LoMt^oNf  186 

It  is  hereby  mulaally  agreed  botwoen  Owncm  of  the  Iotik  ref^Lsttr  n*w 

measnTEincnt,  on  iht-  one  purt,  wid  Messrs.  I.  TaoMgoMf  T.  Boitab  &  Co.  of  London,  Acting 
lor  Mr*  Manctkl  P^iino,  of  Lima,  afi  Agent  of  the  Gujium  CoiiHig'iinitiiit  Company  of  ( 
Britain  for  the  Sapretne  GovonLmcat  of  Pern,  ou  the  other  part,  as  follows : 

That  the  Bfttd  vessel  now  shal  swU  direct,  after  diafharging  outward  cargo,  1 

Callao,  where  the  enptain  ^hull  immcdiatolj  plnce  the  Hhip  at  the  dkpoud  of  Mr.  MA^rRi*^ 
Pari>o»  advising  him  ini  writing, 

Thftt  the  *aid  vessel  on  inspection  by  the  appointed  oflSour,  kt^ing  thtn  approved  a* 
tightf  stAUiich,  Bttungf  Hud  WL'll-eotidittoti«d  for  the  voyage-,  the  ctmrterora  aholl  {witMn 
lorty-eight  hoora  after  buch  report  bciLri^  received)  aend  to  the  capiiiin  or  bit  Agentii  order* 
for  loarling  a  cargo  of  guano  at  the  Chine hn  iHlnnds*  to  which  place  the  veBsel  ahfill  at  onco 
procet'dr  c-aliing  on  her  way  at  Piseo,  to  obtain  the  neceshary  paaa  to  load,  which  Hhatl  bo 
given  to  the  captain  by  the  charterers'  ageutK,  free  of  cxpenfiCf  within  twentyloor  honrs 
of  hu  applieation. 

After  com pk ting  her  loading  of  gnftno,  and  baTing  obtained  the  neeegsajy  pass  from 
Piseo,  till?  ves&el  sihall  re  torn  for  her  final  elflarauoe  to  CuIImo,  where  the  caploiii  hhull  havo 
the  liberlY  of  taldog  in  pasnengen,  light  goodi,  and  f^peeic,  on  freight  for  the  benefit  of  the 
ahip.     The  cha^rt«rera  lo  have  the  option  of  ahJpping  tbe  light  gooJH  at  ciarri^at  ral^s. 

The  abip  when  hiden,  r^ltidl  not  go  throngh  the  Bui^neron  Paiisag^,  betw{:{::n  the  Island 
of  Sao  horenzo  itiid  the  Main  Land. 

The  ship  ahall  convey  from  C^dlao  to  the  Ifdandf^  any  lapede  that  may  be  required  fori 

^  the  |Ni^rsn(^nt  of  tbe  cargo,  and  any  toola  (sent  alongside  by  tbe  eiiArterere'  agents  whilst  f 

tbO  ve«el  b  at  anchor  in  Calko),  free  of  freight :  anil  sbal)  soi>ply,  free  of  charge,  either  j 

on  board  or  alongside,  at  th*^  Guano  PortSj  any  water  that  may  ho  required  by  tbe  agents  J 

of  the  charterers,  not  exceeding  one  per  cent,  of  tlie  regiJiter  tonnnge. 

At  tlte  Chincha  Lslanda  the  vaiiiiol  to  be  placed  nnder  the  M&ngucras  to  load,  or  at  tho  | 
option  of  the  eluirterera'  agents,  the  cargo  to  be  pLieed  In  tbe  ship's  boat*,  and  in  them  | 
conveyed  on  boju*d  id  the  ship's  expense  and  Mbipper'e  risk. 

Such  fiacks  as  shall  be  Kopplied  by  the  charterers  id  tlieir  discretion,  shall  ba  flUftd 
with  gnimo  by  the  ownt>rHf  and  th<!  wouUih  of  the  tiaeks  sown  np  at  owner'i  expcnae,  tbo 
charti^rer*  providing  twine,  and  tbe  nackii  abalU  be  niied  for  iiniitg  the  vcj^sel. 

The  owners  to  dnd  necvsAary  dunnage,  and  to  be  respousibk'  fr^r  damage  by  nrgligrnoe* 

The  ownerfe  to  tie  liable  for  all  damage  arii^ing  froui  side  tightti  or  jiortt. 


STEVRNS    OX    STOWAGE. 


251 


\o  flliijkll  be  stowed  ao  thai  a  clear  ^x^ncf?  may  be  left  round  the  vo^sol,    [GUANO 
k,  fur  ttie  parpoi4}  of  eXiOmiiiing  the  cargo,  and  rcDioHng  auy  water  which 
Mf  have  been  ehippeil;  and  every  coDveDiont  opportuiiity  ukall  he  taken  to  exiutuae  ilifi 
gaatio,  And  means  used  to  prevent  and  lesiieti  dtuiuige. 

The  qiunti^tyof  guano  to  he  shipped  shall  not  txoeed  one-third  ahove  the  veKRel'a  r^g:- 
mUt  igonAge,  new  measaremoat,  except  with  the  consent  in  writing  of  the  charterera* 
gtstiM  aX  CallaOf  and  which  canuent  the  ehiirterers  undertake  dhall  be  given  trt  oil  ahip^ 
hieh  tkeir  agents  hare  not  fair  and  reasonable  groTinda  for  htjlieving  to  he  overloadiedt 
I  such  coBseat  may  he  withheld,  and  if  any  Tewel  proceed  to  sea  withoat  ra^h  written 
at,  and  los«  should  he  au^taiiied  by  the  charterers  upon  the  guano,  and  whether  the 
f  be  of  the  natare  of  aparlieular  or  general  avemge,  or  of  charges  upon  the  gnano,  all 
nch  loat  aa  between  the  &md  owners  and  charterers  nhaE  be  deemed  to  have  arisen  from 
b*  improper  loading  of  the  vessel,  and  the  amoant  of  «nch  hms  <ihnll  he  borne  and  paid 
f  ihiB  said  owners  to  the  Hald  charterers ;  hat  in  the  cqao  of  loi^s  in  the  natttre  of  particular 
ftrerage,  the  owners  shall  only  pay  aueh  amount  afi  may  exceed  £3  per  cent,  npou  the  net 
frnlne  of  the  limited  cargo  of  guano  hereby  agreed  to  ha  ghipped, 

Ko  guano  or  other  dead -weight  KihaH  be  received  on  hoard  except  by  order  of  the  char- 
icren  or  their  Agents. 

Sboold  political  or  othi^r  circnmstancee  prevent  there  being  Att^icient  lAbourcr^  at  the 
(  pUe«  as  many  of  the  crew  ai«  fihall  not  bo  aheolntely  nuceasuiry  for  the  nafety  of  the 
L  bo  sent  on  shore  to  load  the  cargo,  tboy  receiving  the  osnal  labottrer*a  daily  pay 
>  employed. 
Ten  nuiniiig  day**  («aiidays  excepted)  for  each  one  bundro d  Urna^  new  register  meainre- 
^«EOtt  to  be  allowed  the  charterers  for  loading  the  ship  at  the  Iftliuids,  ntvertbelewf  in  no 
ItNlH  tJi^  chartereni  have  lens  than  thirty,  nor  more  thou  eighty  such  dayu  in  alL  Bmd 
ilOMHimence  from  the  day  the  master  give»  notice,  in  writing,  of  being  rearly  to  receive 
wtd  take  ou  board,  and  to  eeaso  when  the  charterers'  agents  give  notice  thai  the  vessel  may 
leave  the  Inlands. 

Thirty  days  to  be  allowed  the  owners  for  taking  In  light  freight  and  specie  as  abeve 
«pecift«d. 

Over  and  above  the  lay  days  allowed  to  tlie  charterers  for  loading  the  ship^  And  to  the 

irners  fur  iakiiig  in  light  freight  and  specie,  each  party  shall  be  permitted  to  dt^taiii  tho 

wiwl  tor  those  purposes  respectively,  for  Udrty  days,  the  charterers  paying  in  thsowntint, 

h«  owners  paying  to  the  charterers,  an  the  case  may  he,  at  the  rate  of  £1  for  every  I0(» 

'  tons  per  day,  as  agreed  compensalion  for  such  detention, 

1  the  vessel  be  nnneeesHarily  dt-Loincd  tii  any  other  period  of  the  voyage,  such 
I  be  paid  for  by  tbc  party  delinquent  to  the  pxirty  obgervant,  at  the  above-named 
raie  of  demurrage  or  comptmKalion. 

The  owner*  of  the  vessel  to  pay  all  port  charges,  and  the  ship  to  be  consigned  to  Mr. 
I.  Paauo,  in  Lima,  to  wham  the  cuAtomary  commissions  and  agency  for  doing  the  iblp'ii 
I  tiliall  be  paid  by  the  owners. 
Xlie  captain  to  mgn  ItilL^  of  lading  nt  such  Tfttc  of  freight  as  ebarterers  or  their  ageata 

d  without  prejudice  t4>  this  charter  party « 
The  said  vessel  tdiall,  after  eoinpleting  her  loading  as  before-mentioned,  proeeed  to  any 
caff  port  in  the  UirrrKD  KiKonoit,  calling  at  Cork  oe  Crookhave!*  (at  charterer*'  option, 
tatd  aa  directed  by  them  or  their  agents  on  signing  bills  of  lading)  Fon  okdeb^  from  the 
OoattO  Consignment  Company  to  Orcat  Britain,  or  their  agcnU,  (and  for  which  Mhe  ia  to 
reonaiii  nutU  rotoni  of  po?«t  from  Loxdon),  nnleaa  ordered,  in  writing,  to  proceed  direct  to 
any  given  port  by  thw  cbjirtereri*,  and  there,  According  to  bUl*  of  lading  and  charU-r  party, 
deliver  the  cargo,  which  ia  to  be  discharged  and  taken  from  alongside  at  the  rutu  of  not 
lata  than  Uilrty-flve  tons  pi-r  working  day. 

Should  the  charterers  or  tlieir  agenta  require  that  the  discharge  of  the  guano  be  made 
in  sacks,  they  shall  fnmiiih  the  captain  with  the  required  number,  nnd  with  tbreads  to  sew 
b  at  thf'ir  expense,  and  the  owners  of  the  ship  wiU  cause  them  to  be  UHi'd  and  sewn  ftp 
I  deliverei  ovonide  at  ibip*i  exponao. 


252 


STEVENS    ON    STOWAGE. 


t»een~ 

pay- 

iec9. 

ty)  in     , 


The  froiglit  to  to  paid  in  mjinncr  Uereiiuvfter  mentioned,  at  Uie  rate  of   [dtfAffO 
atcrlbig,  m  full,  per  ton  of  *20  cwt.  net  weight  of  guwio,  at  tlie  Qneen'e  beniu, 
suljject  however  to  a  dedtiction  for  the  water  coiitiunod  in  daniii,g9d  goiuDOf  Kud  on  tho 
■weopio^  and  Btones  they  s^hall  only  pay  hiilf  frdghL 

The  miist€r  to  he  KtippUed  iii  Lima  with  a  stun  not  exceeding  £  free  of  inierefll 

and  eommiti»iou,  but  the  cost  of  insunuace  to  ho  horaa  by  the  owners,  tmd  the  amonnt  bo 
to  he  advttDf^ed^  tuid  the  cost  of  the  Lnsiirjince  thereof  ehfUl  1h?  in  piul  pnymeni  of  the  freight 
at  the  exchange  of  50  pence  per  dollar  cnirenoy.  And  ahould  the  charterers  or  iheir  agenti 
think  it  nccoasory  to  &d>*anco  the  master  heyond  the  stud  simi  of  £  any  sum  tor 

ze|)iairftf  atoi'ca,  and  other  disibura^ment^  whatsoever^  Huch  sum^^,  with  itiierest,  coiamieaion^ 
and  inanranccT  ahall  be  in  part  pnyment  of  the  frdght,  at  the  exchange  aforesaid.    And  H  la 
hereby  expressly  agreed,  that  the  receipt  of  the  master  for  any  ffoeh  enui  or  ^nma  of  moni 
aa  shall  be  Hupplied  or  advanced  to  him  by  the  choriererB  ua  aforeaaid,  eih^  be  concliuni 
and  binding  npon  the  ownem  and  their  assigns,  and  ihey  shall  therxrby  he  prevented 
between  them  and  the  eharterers  frtwn  enquiry  into  the  necessity  for*  or  tlw  npproprial 
of  the  sum  of  money  which  in  such  receipt  or  receipts  shall  be  acknowledged  to  have  been 
received :  and  all  cantribuitonK  to  general  averogie  loasea,  which  (if  any)  ahidl  liocome  pay- 
able in  respect  of  any  Buch  advances  aa  aforesaid^  shall  be  borne  and  paid  by  the  ownecs. 

The  freight  to  be  paid  (gitbjeet  to  the  terma  and  conditioits  of  thia  charter  party)  in 
manner  following,  that  is  to  say*  £  in  cash,  on  arririd  at  p€irt  of  diach&rge, 

months'  intereiivt  at  the  rate  of  .£5  per  cent,  per  annum  being  d&ducted,  and  the  boloni 
after  deducting  all  such  inms  of  money  as  shall  become  pnynhle  to  the  charterers  nnd* 
the  provLdionti  herein  contained,  forty-Ligbt  hours  after  the  tme  and  right  deEvery  of  the 
whole  of  the  cargo,  by  acceptances  of  the  Guano  Gonaignment  Company  to  Grt^ut  Britain, 
or  of  their  a^ntfl,  payable  in  London  at  three  monthii'  date,  or  in  caab,  lesa  interest  at 
£5  per  cent,  per  annum,  at  charterers'  option.  And  in  the  event  of  any  rival  claims  to  Cha^ 
Mild  freight,  the  charterers  shall  be  at  liberty  to  retain  the  same  in  their  ban  da  until 
right  of  the  respective  claimants  b  determined,  or  to  pay  it  into  Conrt deducting  thr^ir  oi 

The  charterers  ore  hereby  anthorizetl  to  retain  anl  deduct  from  the  freight  all 
damans,  and  sums  of  money,  as  well  [iquidated  as  unliqmdated,  to  which  the  owners 
become  liable  to  the  charterers,  by  virtao  of,  or  in  anywise  in  relation  to  thia  cliarter 
and  all  seamen's  wage.H,  pilotage,  and  port  charges,  if  any»  which  they  may  he  com] 
to  pay  in  order  to  prevent  the  delay  in  the  deliver}-  of  the  cargo,  or  to  prevent  the  i 
theiwst,  it  being  the  intention  of  the  pairties,  that  all  rluiniH  und  demands,  of  whateri 
nature,  which  shall  Rccnie  to  the  said  cbarterera,  ahall  be  treated  as  payments  made 
the  eharterera  on  account  of  freight. 

And  if  the  ressel  should  be  compelled  to  put  into  any  port  or  ports  along  the  Paciflc 
JLtLmtie  coasts,  the  captadn  shall  oonatgn  her  to  the  Guano  Consignment  Comp^vny,  nr  thi 
correspondents ;  in  either  place  paying  the  usual  commission ;  such  coircspaudenta  in  poi 
of  Chili  being 

In  YALPiitAtBO   * Meseri.  Huiz  BnoTXixits, 

In  MoxTE  VroEO Messrs.  Bate b,  Btokes,  &^  Go. 

In  Rio  DE  Jaxeiko  , Messrs.  Ewbakk,  ScmiTDTt  it  Go. 

Penalty  for  non -performance  of  this  cliiirtcr  party,  the  estirnnied  amount  of  frei 

Hie  act  of  Ooo,  the  Queen's  enemies,  fire,  and  aU  and  every  ilangera  and  accidents 
the  seas,  rivera,  and  navigatioD,  of  whatever  nature  and  kind  soever » dniing  the  said  to; 
alwayn  excepted. 

The  ship  to  be  eozLsigned  to  the  Company,  or  to  their  agents  in  Great  Britain,  to  whom 
is  to  be  paid  an  address  eommlasion  of  two  and  a  half  per  cent,  at  the  Fort  of  diftchorgo, 
and  who  are  to  have  the  right  to  name  the  docks  in  which  the  ship  is  to  be  discharged, 
the  broker  who  is  to  report  the  ship  at  the  custom-house,  and  do  the  ship's  Im^iiness. 

A  commission  of  two  and  a  half  per  cent,  ia  due  by  the  nhip  on  signing  this 
which  shall  be  dciluclcd  from  the  freight  on  arrival,  and  if  the  ship  do  not  arrive  tX 
deatination^  said  commission  shall  bo  paid  in  London  by  the  owners. 

WitaesB  to  the  signature  of  Mesuru,  L  Tbomson,  T.  Bokab  <fe  Co. 

Witoess  to  the  iignatore  of 


STKVENS    ON    STOWAGE. 


253 


408     Dunnage  of  from  15  to  20  inches  ia  required ;  some     [GUANO 
[rtcommend  2  feet,  to  make  ibe  cargo  more  secure  aud  tlie  ship  tuusier  ut 
I  sea*    An  experienced  officer  in  ibe  merchant  service  says,  guano  should 
Ibe  Slowed  on  a  platform  similar  lo  that  used  for  copper  orcj  or  it  should 
[be  well  dunfiaged,  say  as  high  as  the  keelson  j  ihen  bags^  say  two  tier  fore 
ind  aft,  so  stowed  as  to  prevent  any  air  from  being  dravvn  through  by  the 
LBUction  of  the  pumps,  or  the  powder  or  loose  guano  from  finding  its  way 
Ibeiween*     The  ship's  aides  should  he  well  duitnaged,  «ay  not  less  than 
[3  inches;  and  a  tier  of  bags  carried  up  to  t!»e  lower  beams;  the  bold 
[stowed  so  that  a  man  can  go  on  and  around  the  cargo  daily,  to  watch  if 
any  drainin^^s  are  visible  from  the  deck,  and  if  so,  the  wet  spots  should 
be  taken  up  immediately,  as  a  small  portion  of  water  will  dissolve  a  large 
pquantity  of  guano«     On  no  account  should  the  crystallized  part  of  thts 
guano  be  stowed  among  the  cargo,  but  separately,  in  casks  ;  several  fatal 
accidents  are  said  to  have  occurred  to  vessels  from  Patagonia,  throiigb 
not  taking  this  precaution.    The  cargo  should  not  be  interfered  with  after 
it  is  stowed,  for  the  article  will  lose  a  portion  of  its  quality  every  time  air 
|U  admitted,  as  well  as  evaporate  and  decrease  in  bulk.     It  is  very  rare 
tliat  a  vessel  will  carry  her  hold  full,  and  it  is  seldom  that  a  ship  will  turn 
oat  what  she  lakes  in.     The  average  term   for  loading  is  70  to  80dnys. 
4011     ft  is  the  practice  for  ships  in  the  Peruvim  trade  to  be  fii'st  sur- 
veyed at  Callao  by  the  government  officers  who  grant  the  loading  licenses* 
If  their  decks  and  topsides  require  caulking,  the  operation  is  done  very 
speedily  by  say  ten  men  in  two  days.    The  ship  then  goes  to  the  islands, 
which  are  only  U3°38'  South  of  the  line  ;  here  she  is  inspected  by  LinTD's  - 
surveyors;  the  loading  may  occupy  horn  two  to  three  months,  during  which 
time  ivhe  is  consjlauily  exposed  to  the  heat  of  (he  sun,  in  a  climate  where 
min  is  unknown*    It  would  appear  to  be  a  better  course  lo  caulk  the  ship 
carefully  as  she  goes  down  in  the  water,  and  to  employ  say  two  men  dunng 

II he  lost  ten  days,  when  attention  could  more  t;asily  be  paid  to  the  manner 
in  ivhich  the  work  is  done.  Were  this  possible,  the  engagenit^nt  of  an  extra 
carpenter,  when  signing  articles,  might  be  found  advantageous;  there  is, 
hovever^  usually  a  good  supply  at  the  Chinchas.  Some  recommend  that 
every  giianc^-ladcn  ship  should  have  a  Irnnk  or  well,  built  with  heavy  plank, 
down  the  after  hatchway,  say  half  its  size,  through  which  the  leakage 
QOttld  be  got  at  if  the  pumps  were  choked. 
4iO  A  thin  dialing  of  gypsum  or  plaster  of  Paris,  moistened  with 
aulphuric  acid,  laid  over  the  top  of  the  cargo,  will,  it  is  said^  abate  if  not 
entirel)  prevent  the  annoyance  and  danger  of  injury  to  heallb;  it  can  be 
removed  again  before  discharging,  and  will  readily  sell  for  more  than  its 
cost.  The  same  effect  may  be  produced  by  sprinkling  the  surface  of  tbej 
cargo  Willi  diluted  sulphuric  acid,  ivhich  will  not  injure  the  guano*  Som^l 
merchants  coutend  that  there  is  no  danger  of  injury  to  health. 


I 

ft! 
ft 

I 


STEVENS    ON    STOWAGE. 


4 1 1  After  discharging  a  cargo  of  fjuano,  ihe  first  doty  is  [GUAKO 
to  remove  ihe  ballast,  scrape  and  bruslj  every  part  of  tbe  hold,  cleanse  ihe 
chain  lockers,  &c.  A  ship  may  be  rendered  perfectly  sweet  bv  putting?  a 
few  pnunds  of  chloride  of  lime  with  wa(er^  into  a  bucket,  adding  sulphuric 
or  mnriaiic  acid*  Place  the  bucket  at  thfj-  boitoni  of  the  bo!d,  and  at  inter- 
vals  add  acid  until  a  strong  smell  of  chlurine  issues  from  the  hatchways. 
After  a  fcvr  hours  tlic  chlorine  will  be  absorbed  or  pass  of*  and  the  cleansing 
may  be  completed  by  washing  with  water  and  whitewashing  with  fresh 
lime.  As  the  keeping  of  sulphuric  or  muriaiic  acid  on  board  ship  is  not 
unattended  with  danger^  common  alum,  which  ia  in  a  solid  form,  nniy  bo 
nsed  advantageously  m  a  substitute,  dissolved  in  water,  for  sprinkling 
ovijr  the  surface  of  the  guano,  or  powdered,  moistened,  and  mixed  with 
chloride  of  lime,  as  a  source  of  chlorine  for  purifying  the  ship. 

412  Guano  is  injured  by  contact  with  salt,  nitrate  of  soda,  &c,  and 
it  injures  almost  every  article  of  human  consumplitm,  on  account  of  the 
large  proportion  of  ammonia  which  it  contains;  it  will  turn  nuLs,  leather, 
&c,  aluiitst  black.  Good  coasting  vessels  may  not  require  dunnage  (see 
dunnage);  but  they  must  carefully  avoid  stowing  general  gonds  in  the 
fiame  bold,  parlicuhirly  delicate  articles  such  as  tea,  cuflee,  chocolate,  &c. 
and  printed  goods,  lilacs  eBpecially,  the  color  of  winch  will  be  extracted, 
even  during  a  short  passage,  so  powerful  h  the  am  toon  i  a  wliich  escapes, 

413  On  the  31  st  October,  1857,  the  barque  Vktor,  Capt.  Holmes, 
left  the  Chincbaa  with  fiOO  ton  guano,  for  Elnghind^  and  foundered  at  sea 
on  the  7th  April,  after  having  rounded  the  Horn*  She  was  built  in  the 
State  of  Maine  in  the  year  1^43,  39.^  ton  register,  000  burthen.  Her 
floor  was  flat  and  received  some  btrong  long  heavy  timber,  laid  separately 
fore  and  aft,  crossed  with  short  open  dunnage  framed  to  the  long  in  the 
form  of  sleepers;  this   frame-work  was  covered  with  small  wood  close 

Uogelher,  Depth  24  incliL's  on  the  floor,  20  in  the  bilge — the  small  wood 
dtniinishing  to  nothing  at  mid-distance  between  the  biige  and  lower 
deck.  The  dunnage  was  covered  with  half- filled  hags  on  the  tloor,  carried 
overlapping  up  the  sides,  tbelr  contents  gradually  decreasing  to  nothing 
nniil  they  readied  the  skiri  against  which  they  were  battened  ;  on  theni 
the  guano  was  tlirovvn  in  bulk— the  ends  of  the  ship  being  kept  clear- 
Pieces  of  plank,  about  2  feet  long,  were  fitted  round  the  'tween  decks,  their 
heels  IBinches  from  the  sides,  against  which  they  were  inclined,  so  as  to 
leave  a  clear  passage  fiu-  water.  The  lower  hatchways  were  left  open,  and 
several  lower  deck  plaiiks  removed,  to  let  the  cargo  fall  below,  as  it  settled. 
When  laden  there  was  a  space  abont  four  feet  higU  in  the  'tween  decks 
next  the  sides,  auHiciently  capacious  fur  a  man  to  go  round,  and  the  fore 
peak  and  stern  sheets  were  left  perfectly  clear.  Through  some  cause 
unknown  she  leaked  both  fore  and  aft.  The  water  was  first  slightly  dis- 
colored, it  then  became  thick  and  the  pumps  were  frecptently  choked ;  as 


I 

I 


it  fell  on  ibe  deck  it  threaleiieJ  to  **  eat"  tbl-ougb  the  seams  [GUANO 
had  lliey  not  been  protected.  Subsequetuly  tbe  wnter  forwartl  and  aft 
coulii  Dot  find  a  passage  to  llie  jinnip-ucll,  and  was  thertfore  laLen  out 
with  buckets  made  of  canvas,  which  wtre  soon  deBlroji^d  by  iho  iRfwcrful 
action  of  tbe  guano.  Those  of  tlie  crew  employed  baling  sulk- red  severely 
from  its  effects  on  the  skin  of  ilieir  hands,  and  by  tbe  amaunxia  which 
escaped  the  more  readily  when  the  cargo  was  wetted  and  disturbed.  Tu 
ihe  officers  it  appeared  that  as  the  ship  whs  tossed  about,  ihc  water  in  tbe 
cxtreniitiea  surged  against  tbe  ^uano  and  after  vvashiug  away  the  bioae 
parts  and  excrescences,  did  not  clear  more  than  3  or  4  inches  every  48 
hours,  30  that  the  ends  of  tlie  cargo  assumed,  in  a  measure,  (he  character 
of  a  s^ft'waiL 

414  One  maHler  who  brought  guano  from  the  Pacific  in  a  ship,  tbe 
leakage  of  which  had  conimnnicaled  fure  and  aft,  hy  the  vving8,  stated 
that  every  ilmit  she  put  about,  the  cargt»  seemed  to  drop  heavily  to  lee* 
ward,  as  if  its  exterior  had  become  tboroui^hly  wet  and  hard,  and  that 
ihe  whole  bad,  by  seltlenient,  caked  into  one  lunip.  I  lie  expression  was 
**  that  the  guano  moved  about  like  a  lump  of  ice  in  a  bucket  of  water/* 

415  Tbe  ship  Bldorudot  which  was  filled  especially  for  the  guano 
tnide»  registers  1,0€€  ton  and  caixies  J,4U0  ton  of  guano,  is  J  58  feel  long, 
3^  feel  broad,  and  has  a  depth  of  bold  of  22  feel,  8he  has  a  platform  four 
feet  from  the  ceiling,  supported  by  a  sister  keelson  each  side  the  jnutti 
keelson,  and  two  bilge  logs  fore  and  afl.  A  boy  can  creep  along  between 
ibe  plattonn  and  the  ceiling.     The  Eldorado  answers  very  well. 

416  The  American  ship  Greemvood,  Capt,  Stone,  belonging  to 
Kennebuck,  Stale  of  Mnine,  884  t<m  register  American,  and  930  English, 
took  in  at  the  Chincha  Islands  in  Juncj  1862|  1,650  ion  of  giiano.  The 
dunnage  on  the  floor,  two  feet  deep,  consisted  of  deals  and  scantling, 
floored  with  board,  and  from  her  bilge  keelsons,  six  feet  up  and  doivn, 
there  was  between  tbe  deals  and  ihe  ivings  a  space  of  18  inches.  Part  of 
the  cargo  was  packed  in  1,330  gunny  bags,  4Utli.  in  eacli,  abmit  iwo» thirds 
fu1l»  so  as  to  spread  over  a  hirger  space  on  the  flooring.  When  laden,  tbe 
guano  in  the  bold  rose  close  up  to  tlie  'tween  dt  cks  amidships  and  rounded 
oflTto  a  distance  of  from  four  feet  at  the  sides.  That  in  the  'tween  decks 
was  stowed  in  the  same  manner*  On  arrival  in  the  Channel  it  bad  petileA  | 
dciwfi  three  feet,  so  that  a  man  could  creep  over  every  part  of  ihe  curs^o. 
The  Grrenwoiid  is  163  feet  long,  33  feet  6  inches  bruad,  and  has  a  dejKh 
of  bold  of  23  feet  7  inches  ;  ber  heighl  between  dtcks  is  7  feet  1*  iKcbes. 
With  l,<>50lon  guano  she  drew  22  feel  aft  and  21  feet  forwunl.  With 
1,(i(>tjtan  Cardiff  coal,  intake  nieasuremenl,  and  l,7(i3lon  delivered  in 
Rio  Janeiro,  ahe  drew  221  ^t^*^"!  ^^^  i^tl  21  i  feel  forward. 

417  Tbe  ship  AVi^iVr,  1,424  ton  register,  Capl.  W^tKtiAM  WiiiTE, 
belonging  lo  Mr.  S.  R,  CfUAVB»>of  Liverpool^  loaded  guiino  at  tUc  Chincha 


256 


STEVENS    ON    STOWAGE. 


Islands  in  1864,  left  July  2fi,  and  arrived  at  Pljm«utli  Novera-  [GUANO 
ber  24.  She  was  built  ut  Boston,  U.S.  is  215  ftet  long,  41  feet  6  Inches 
broad,  and  27  ft-ct  6  in  dies  deep.  Her  tbrec  (ieclis  are  respectively  14  feet, 
7  feet,  and  7  feet  higb.  To  receive  the  cargo  a  plalform  was  erected  18 
incbes  above  the  bilges,  and  was  carried  up  ibe  sides  (casing;  fasbion), 
say  8  feet  above  the  level  i>f  ibe  bilges.  The  ground  tier  consisted  of  1,900 
gunny  bags  eon  tain  in  j^  about  1  cwt.  each  ;  remainder  in  bulk.  With  this 
cargo  tlie  Ma  pier  drew  23  feet  3  inches  on  an  even  keel;  and  on  arrival 
23  feet ;  part  of  the  diminution  was  due  to  the  consumption  of  fuel  and 
provisions  and  part  to  the  exhalation  of  tbe  cargo.  Her  hold  was  quite 
full»  and,  taking  the  guano  as  a  dead-weight  cargo,  she  was  at  her  proper 
draught,  viz  :  7  feet  1 1  i  inches  clear  side.  The  .A*(tpier\%  foremast  is  62  feet 
from  the  knighiheads,  and  none  of  the  cargo  was  before  it;  just  abaft  this 
mast,  in  each  wing,  a  few  casks  were  placed.  The  guano  at  the  mizen- 
mast  was  chock  up  to  the  deck,  and  thence  il  sloped  down  to  the  stern. 
Of  the  cargo  ( 1,850  ton)  900  ton  were  computed  lo  be  placed  in  tbe  lower 
hold,  650  on  tbe  second  deck,  and  200  on  the  tliird  deck,  leaving  space 
say  for  200  ton  in  the  lower  hold,  200  second  deckj  and  250  on  the  third 
deck.  The  cargo  was  thus  almost  in  the  centre  of  the  ship,  and  she 
behaved  very  well  at  sea.  The  passage  from  Callao  to  Cape  Horn  was 
made  in  25 J  days,  to  the  equator  53  days,  and  from  Callao  to  Queenslow^n 
88  days.     She  grossed  ifi  l,8t>4  ton  7  cwt,  and  netted  out  1,850  ton  4  cwt, 

418  The  ship  Meutngtr^  of  New  York,  1,350  ton  register,  Capt* 
Waldo w  Hxll,  loaded  guano  at  Nonh  ChincJia  Isle  in  November,  1864, 
She  is  200  feet  8  inches  long,  21  feet  11  Inches  deep  at  the  pumps^  and 
has  a  height  of  'tween  deck»  of  7  feet  0  inches.  The  cargo  was  estimated 
at  1,300  ton;  two-thirds  were  in  the  lower  hold,  which  was  nearly  full, 
fiay  within  40  feet  forward  and  40  feet  nft;  one-tliird  in  the  'tween  decks, 
round  which  a  gangtvay  was  left  in  each  wing.  She  drew  20  feet  forward 
and  20  feet  8  inches  aft,  and  was  rather  laboursome  at  sea ;  wiih  a  dif- 
ference of  4  inches  only  she  would  have  been  in  better  trim.  A  general 
New  York  cargo  delivered  at  San  Francisco  made  ber  20  feet  on  an  even 
Iceel,  when  she  was  less  laboursome.  The  Messenger  has  a  sharp  bottom 
and  little  bilge,  and  the  wood  dunnage  used  under  tlie  guano,  15  inches 
deep,  did  not  require  to  be  very  long^  say  7  feet.  Capt.  H  i  ll  recommends 
for  guano  cargoes  five  inch  square  stiifT  to  be  placed  each  side  the  keelson 
to  receive  planks, 

419  There  is  o  guano  obtained  from  the  Kooria  Mooria  Islands, 
which  is  sometimes  called  guano  crust,  and  is  described  as  a  kind  of 
Email  soft  rock.  Of  this  guano  the  ship  M^tihla^  Capt.  Stevenson, 
took  in  200  ton  for  dead-weight  and  dunnage  at  Bombay  in  1865;  20  cwt, 
to  the  ton.  She  registers  1,035  ton,  is  178'4  feet  long,  33"0  broad,  22*2 
deep,  and  hitf  a  height  of  'tween  decks  of  8  feet  6  inches.    On  the  guano 


STEVENS    ON   STOWAGE, 


247 


and  in  the  'tween  decks  she  stowed  5,400  bales  of  cotlon     [GUAKO 

^■»hich  averaged  oOx26x  19  inches,  and  were  placed  fure  and  aft  and  on 

^Mnd,     She  left  May  I,  and  then  drew  ID  feet  6  inches  afi  and  18  feet  6  in- 

^■^09  forward  J  and  on  arrival  at  Llverpoul  August  8,  19  feet  and  IH  feet; 

^•trjth  l/r20  ton  of  rice  at  Akyab,  20  feet  G  inches  and  20  feet  (port  charges 

there  £380);  her  best  trim  at  Sea  is  6  to  lOinchea  hy  the  stern.     At 

Banibay  the  bottom  dunnage  was  15  Inehen,  bilges  24  (guano),  and  sides 

2  Inches  (bamboos);  her  gross  port  chargea  wurc  £660.     On  Nov.  22, 

18fi4),  Capt.  Bkikges,  ship  jMonhnorenci/^  died  in  Australia.     Some 

I  months  before,  when  oblalnirjg  guano  on  the  coast  of  Arabia,  his  fool  was 
eotered  by  a  seiall  Guinea  worm,  whieli  gradually  developed  ilstdf  and 
caused  death  by  inflammation ;  this  worm  did  not  come  from  the  guano. 
420    A  kind  of  rock  guano  shipped  in  the  island  of  Sombrero  is  so 
heavy  that  sufBcient  would  be  in  when  it  reached  a  ship's  beams.     It 
^tbereforc  requires  (like  copper  ore)  to  be  kept  well  up,  and  none  hut 
^■strongly -built  vessels  should  take  such  a  cargo.     Sombrero  is  one  of  the 
■West  India  Islands,  latJ8"35'45"N.  hm.63=  27' 4<:r  W. 
^f        421     The  i:sland  of  Navassi^  belonging  to  the  United  States,  which 
lies  a  little  to  tlie  eastward  of  llayli,  towanls  Jamaica,  is  two  miles  east 
and  west  by  IJ  north  and  south,  and  is  about  300  feet  high  ;  it  produces 
a  ipecics  of  guano*  weighing  about  1251b.  per  busheL     The  Hamburg 

»hTig  Parlizon,  Capt.  Taxt,  arrived  there  July  16fh,  and  left  August 
3rd,  1867;  slic  registers  2(KMon,  is  08*8  feet  long,  2<r7  broad,  and  17*1 
ideep*  With  450  ton  she  drew  12  feel  (j  inches  aft,  i^  feel  6  infdics  for- 
ward; bcr  hold  was  over  one-lhird  but  not  one-half  full;  more  could 
lijive  been  taken  had  she  been  provided  with  a  trunk  or  plalfonn*    With 

1474  Ion  Newport  coal  she  drew  I G  feet  aft,  15  feet  6  inches  forward.  Her 
gnano  was  wheeled  in  harrowa  to  the  edge  of  the  clilT,  tvhere  it  ran 
through  a  Bpoat  into  boats  for  conveyance  to  the  ship,  which  lay  a  cable*s 
length  ortin  15  @  lefathums,  with  good  holding  ground.  Six  barrows 
go  to  a  ton  ;  in  fine  weather  the  boats  (two)  can  convey  70  ton  in  a  day; 
a  luad  is  3  @  3}  ton.  Ships  ought  to  be  provided  with  platforms,  or  they 
will  be  liable  to  slrain  very  much.  The  time  occujued  depends  chiefly 
cm  the  number  nf  ships  loading.  The  only  harbour  dues  (made  after  the 
^^  hill]}  is  loatled)  are  lUe  per  ton  for  shooting  tlic  cargo  alongside  into  the 
^Bialm,  The  brig  loaded  at  the  south-cast  point  of  the  island;  the  pre- 
Tailing  winds  are  south-east,  and  the  current  sets  heavily  against  the  wind. 

Kaviu«Bi  gnuno  portokcB  almost  tMillrfxIy  ol  llic  chanicter  of  n  miiieriU  (kboeplintiv-- 

IrontAim  ftbont  70  per  cfut.  of  pbosplmte  of  lime,  ADd  &c!Lrc*?ly  n  trAcc  of  orfpuik"  metier, 

I  roTiHrqtiontly  cont^uiift  no  ommonift,  niid  in  free  from  ^mcLl,     In  it»  natfLral  sinto  it  i« 

'  HcoTiri'ly  ADy  ngriciiltiirii]  vultie,  and  Is  iiu|>cirtcd  Kch'ly  f^r  ilie  pur|K)se  of  t>ciiig  miuiii- 

I  into  ftucli  urti^ciiU  auumros  m  dcrivu  ittvir  ?iilae  fioiti  tlic  sjololtle  pbcwphates  ihvy 


f  S 


55S 


STEVENS    ON    STOWAGE. 


422  A  kind  of  animal  g^uano  sliipped  in  the  River  Plate  [6UAK0 
consists  of  certain  portions  of  tlje  imerior  of  cattle  slanghtered  in  the 
**  salladera^  "  or  abbatoirs.  This  refuse  was  fornierlj  collected  in  large 
heaps  for  freight;  now  it  is  tised  principally  with  rib  bones  for  fuel  under 
llie  ovens  in  which  export  hones  arc  steamed.  Three  French  ships  laden 
with  it  arc  said  to  Lave  been  destroyed  by  fire  at  sea.  An  old  English 
bnrqiie  was  laden  with  it  at  Buenos  Ayres  in  1S59,  and  it  is  quesltoced 
that  she  ever  reached  her  destination.  The  stench  from  her  cargo  ex- 
tended to  a  great  distance ;  on  board  it  must  have  been  scarcely  endurable, 
By  charter  party  one  half  of  the  freight  was  paid  before  departure. 

4'2'l  Dead  freight.  Court  of  Exchequer,  Februaiy  20»  1B58,  Kihic  v, 
OiBBs,  The  Brnet  was  chartered  to  load  at  Iho  Cbiucha  Islands,  but  on 
arrivul  at  Callao  was  reported  unfit  to  take  a  full  carjijo.  She  was  a  North 
American  ship,  1,279  ton  register,  in  ballast,  which  being  improperly  stowed, 
hud  altered  her  filieer.  After  caulking,  surveyors  reported  her  capable  of 
taking  guano  to  draw  not  more  thaa  IHJ  feet-,  to  whioli  extent  she  was  loaded 
at  die  Chinchas,  where  three  masters  certified  her  capable  of  taking  a  full  cargo. 
Ab  ahe  was  not  allowed  to  take  more,  the  master  noted  a  protest  at  Callao.  The 
Bretel  discharged  1,222  ton  in  London,  in  May,  1855;  and  Mr.  Fletcher, 
builder,  and  others,  certiDcd  her  ae  fit  to  have  brought  home  200  ton  addi- 
tional Defendant,  among  other  witnesses^  produced  Capt.  SxaoNo,  H.M.S. 
Naiad,  wlio  surveyed  00  vessels  a  month  at  Callao;  the  BrevH  was  long, 
narrow,  and  weakly  fastened;  in  consequence  of  the  ballast  having  been  put 
into  the  middle,  her  sheer  was  altered.    Verdict  for  defendant* 

424  GUM.  A  general  term  given  to  the  juice  of  vegetables  which 
exndes  through  the  bark  of  trees  and  thickens  on  the  surface.  Gums 
are  of  diflerent  kinds  and  are  furnished  bj  different  plants.  True  gum 
is  soluble  in  cold  water,  of  which  that  called  gum  arable  is  the  type 
(specific  gravity  1'452),  but  juices  having  other  principles  and  characters 
exist,  which  form  on  thickening,  various  kinds  of  gum,  hence  we  have 
cherry  gum  (cerasin),  which  dissolves  in  hot  water;  tragacanth  or  gum 
ilragon  (bassorin),  which  is  insoluble  in  water,  but  is  capable  of  absorbing 
a  large  qu  amity  and  becoming  an  adhesive  paste ;  also  many  juices  abound 
in  resin  and  form  gum- resins,  as  assaftEtida,  benzoin  or  benjamin,  dragon's 
blootl,  galbanum,  myrrh,  olibanum,  landrac,  copal,  See.  Those  which 
consist  chiefly  of  resin  are  soluble  in  spirit  or  naptha  and  in  oil,  forming 
the  various  kinds  of  varnish* 

425  Kaoil  gmna  are  dug  from  under  the  sand  in  the  deserts  of  New 
Zealand,  and  arc  supposed  to  have  flowed  from  pines  which  have  long 
ceased  to  exist  They  are  conveyed  in  bulk  to  vessels  of  100  to  200  ton, 
which  go  to  the  superior  ports  and  transfer  thtm  to  larger  ships  for| 
frcij;htagc  to  Great  Britain,  &c*  Kauri  gums  are  said  to  be  very  inflani 
nmble,  and  some  masters  will  not  permit  an  unprotected  light  to  be  brought 
near  them,  or  wool  to  be  stuwcd  in  close  proximity,     Water  will  not 


4 


! 

1 


I 


STEVENS    ON    STOWAGE. 


2o9 


m,  wliich  is  soluble  only  in  oil,  or  wben  healed     [GUM 
like  resin;  iu  fact  it  in  a  kind  of  resin,  and  is  used  in  making  varnishes; 
it  should,  of  course,  not  be  placed  near  casks  of  oil.     Packed  in  bags  or 
casks  it  is  considered  very  convenient  for  stowing  in  the  pt^aks.     The 
best  sort  is  in  clean  large  lumps,  and  it  is  very  desirable  not  to  knock 
about  the  packn^res  unnecessarily,  because  it  reduces  the  value,     If  bags 
^^belonging  to  dilTerent  coiiaignees  get  rotten  and  break  adrift  in  the  hold, 
^Mach  consignee  wM  maintain  that  only  the  large  while  lumps  were  in  hia 
^BugSy  and  considerable  diiriculty  will  be  created  in  settlements  for  freight ; 
^■ttie  »Uip  must  sufler  ultimately.     The  separate  consignees*  marks  should 
^^  if  possible  be  stowed  apart  from  each  other.     Masters  should  insert  in 
^^tke  bills  of  lading  '^not  accountable  for  damage  through  the  roltennesa 
^Kir  decay  of  the  bags.*'     It  is  desirable  to  be  paid  freight  for  gross  weight 
^'lit  the  Queen's  beam — say  20cwt.  to  the  toa.     A  ship  will  only  take  her 
register  tonnage  of  kauri  gum.     It  is  shipped  all  the  year  round,  and  is 
packed  In  bags,  cases,  casks,  &c*  of  various  sizes,  and  sonietirues  in  bulk. 
In  ibid  way  320  ton  were  sent,  in  July,  1864,  on  board  the  barque  Sir 
Gwr^e  Grey^  Capl.  PaiNCE  Gilpix,  which  registers  376  ton,  is  132  feet 
lon^,  27*2  broad,  and  16*2  deep.     With  the  gum,  40  ton  of  whale  oil  in 
casks,  and  60  ton  of  copper  dross,  winch  was  made  level  with  the  kcelston, 
she  drew  14  feet  on  an  even  keel.    With  a  dead- weight  cargo,  say  of  500 
ion  of  coal,  she  draws  about  1G|  feet  aft  and  IG  forward  ;  her  best  trim  at 
ie&  is  14  feet  aft  and  13^  forward.     Capt.  Philip  says,  November  28thi 
1864,  the  gums  per  TramuUaniic  were  in  cases  of  different  sizes,  weigh- 
ing from  2k  to  6  cwt.  each ;  the  bagi^  average  17  to  18  per  ton  of  20  cwt; 
liicy  were  ordinary  biscuit  bags — say  61b.  each*     He  thirika  that,  with 
Sydney  cargoes.  Lags  of  gum  should  he  stowed  only  in  the  peaks  or  ends 
oilhe  ship,  where  they  can  he  placed  more  advantageously  than  bales  of 
I       wool.     Capt.  Stcaut  wi^ites  November  28 th^  1864,  the  kauri  gura  we 
bring  from  Sydney  is  in  hags  of  from  1  to  2  cwt.  each.     Wc  take  it  for 
broken  stowage — with  bales  of  wool— in  the  sharp  ends  of  the  ship  and 

I lor  beam  filling?.    It  does  not  injure  the  wool,  neither  is  it  iujurcd  by  ^vool. 

^BBometimes  it  is  sliippcd  in  cases  and  casks  of  all  sizes,  at  a  higher  rate  of 
^^freigbl — mostly  40  feet  to  the  ton  ;  it  is  then  stowed  with  otlar  dry  goods, 
^  426     Gum,  copal,  is  collected  in  quantities  on  the  island  of  Zanzibar 

(see  orchilla)  and  is  brought  there  also  from  the  main.     It  is  subjected 
to  a  tedious  and  expensive  process  of  cleautug,  and  is  then  carefully 
;       picked  over,  and  the  dilTerent  qualities  selectCLl  for  packing  in  cases 
veigbing  about  2  cwt.  and  freighted  50  cubic  ket  to  the  ton. 

Tonnage.    Bengal  ton  50  cubic  feet  in  cases,  not  enumerated  ^  Madras 
50  feet  iu  cases,  18cwt«  olibanum  in  bags;  Bombay  50  feet  in  ca^cs,  Ifi 
cwU  olibauum  in  bags.    Gum  arahic — an  East  Indian  chest  6  cwt»  Turkey 
hut  4  cwt. 


260 


STEVENS    ON    STOWAGE* 


4*27    G  UML  AC  is  a  resinous  colored  substance  produced  by  a  species 
of  ant,  a  niuive  of  the  East  Indies,  wbicb  abound  on  trees  on  tbe  bankaJ 
of  tbc  Ganges.     Set'd-lac  and  fcbtll-lac  are  piodueed  by  tbe  same  iusecuj 

428     GUNJAH,  a  name  in  India  for  tbe  dried  bemp  plant  CannaiU 
sativaf  wbicb  bas  flowered,  but  fr<jm  wliicli  the  rcsiiious  juice  has  noM 
been  removed.     It  is  clue  fly  sold  for  smoking  witb  tobacco,  is  made  up 
in  bundles  about  2  feet  long  and  3  Indies  in  diameter,  containing  24  plants, 
and  in  usually  carried  coastwise.     Bengal  and  Madi^as  ton  50  cubic  feeL 

420  GUNNY  BAGS,  gunnies,  Gunoy  clolb  is  a  name  for  coarse 
strong  sacking  made  in  India,  and  much  used  for  bags  and  bales  for 
wrapplncr  rice,  spices^  and  other  dry  goods.  In  Bengal,  gunny  clotli  is 
made  of  jute,  the  produce  of  a  species  of  Corchurus^  and  is  exported 
eilber  in  pieces,  or  made  np  inlo  bugs.  The  gunny  bags  of  Bomba}-  and 
Madras  are,  however,  made  of  dlflerenl  kinds  of  sunn  lib  re,  the  Vroialaria 
juncea*  They  are  usually  shipped  in  bales  from  20Qtb.  @  3001b.  each^] 
and  are  taken  as  light  freight,  Bengal  and  Madras  ton  50  cubic  feeU 
If  a  large  number  of  gunuy  bags  are  heaped  together  and  they  become 
damp,  spontaneous  conibuf^lion  will  be  produced.  In  1863,  tiie  schooner 
Dependi'Ht  left  St.  Helena  for  England  with  a  general  cargo.  After  pass- 
ing the  equator  there  was  a  smell  of  fire  in  the  forecastle,  the  bulkhead 
was  accordingly  cut  away,  and  some  of  the  goods  renmved  through  the 
main  hatchway,  to  the  deck.  The  fire  was  on  the  starboard  side,  between 
the  main  and  fore  hatches,  but  it  could  not  be  csitinguished  until  Capt. 
Alcock  and  the  steward,  at  the  risk  of  being  siiiled,  crept  over  tbe  cargo 
and  discovered  the  exact  portion  burning — ^some  gunny  bags  which  had 
been  put  on  board  damp,  and  were  stowed  between  casks  of  oil,  uear  a 
bundle  of  sheep  skins.  It  is  supposed  that  the  lire  was  caused  either  by 
friction,  as  there  was  a  fresh  breeze,  or  tlirough  spontaneous  combustion 
generated  by  dampness  and  the  great  heat  which  prevailed. 

430  NicoL  i;.  Born.  Supreme  Court,  Bomhay,  June  17  th,  1802.  The 
ship  Emt  was  chartered  September  2!)th,  16*}0,  to  proceed  from  Bomhay  to 
KiuTaehee,  tlienee  to  Calcutta,  and  baek  to  Bombay.  At  Calcutta  she  was  to 
be  provided  with  '*  a  full  iind  complete  cargo  of  lawful  merchandize  acoordiog 
to  tbe  Calcutta  tony  age  scale,  in  proportion  as  follows,  vu :  1^100  ton,  being 
two-thirds  of  tlio  cargo,  shall  cousist  of  goods  after  the  rate  of  20  cwt.per  lou, 
and  the  reioainder,  being  not  more  than  one-third^  at  tlie  rate  of  14owt.  per 
ton/'  Tlie  ship  brought  from  Calcutta  a  large  quantity  of  gunnies.  In  the 
CalcuttH  scale  tfioy  are  put  down  at  50  cubic  feet  to  the  ton,  and  the  question 
was  whether  freight  was  to  be  paid  by  weight  or  measurement.  The  master 
claiiaed  by  uieBsurement,  44,0tk0  rupees*  which  were  paid  uuder  protest.  The 
court  gave  a  judgment  for  plaintilFfor  5,1*08  rupees  with  interest  at  U  percent, 
from  May  1<5*  IHOI,  to  judgment,  and  ti  per  cent,  from  judgment  to  payment, 
with  costs.  Ml.  Westropp,  plaiutifl's  comasel^  stated  in  the  course  of  the  trial, 
that  gtmuy  hags  always  expand  during  such  a  voyage  as  the  oiio  in  question* 


STEVENS    ON    STOWAGE. 


261 


^ 


431  GUNPOWDER.    The  compoueiu  parts  are  7711>- salipetre, 

lOitb.  sulphur  J  and  Hitb^cliarcoal  in  t!very  hundred  pounds  of  gunpowder,  i 

Cylinder  powder  is  made  iVom  charcoal  burnt  in  iron  cylinders;  pitl 

powder  from  that  burnt  m  comraun  pits.    One  pound  of  powder  measures, 

on  an  avei'age,  32  solid  inehes^  and  a  cubic  foot  weighs  58rb.     Specific 

gravily  0*836  loose,  1*745  solid, 

432  During  its  sljipmcnt  all  fires,  llglUs,  and  smoking  should  b^ 
strictly  prohibited.  The  packaf^es  require  to  be  carefully  handled,  es- 
pecially in  the  vicinity  of  iron,  and  stowed  inimediaiely  on  reception. 
Should  there  be  no  regular  magazine,  a  temporary  one  may  be  eonsiructed 
iunong  the  cargo  least  inflammable,  and  aa  re  mule  from  iron  aa  possible^ 
by  flooring  over  a  suflicient  space,  bulkhcading  it  round,  and  lijiing  the 
interior  with  blanketing  or  other  woollen  stufl',  being  careful  to  close  all 
openings,  particularly  in  the  flooring,  to  prevent  any  loose  powder,  which 
may  escape,  from  tindiug  its  w^ay  among  the  other  cargo.  I'Jje  magazine 
ahould,  if  possible,  bo  constructed  near  a  hatchway,  for  facility  of  access 
in  case  of  accidental  fire,  and  for  convenience  of  stowing  and  discharging 
— powder  being  generally  the  last  article  shipped  and  the  flrst  discharged. 
The  Admiralty  instructions  are—**  whenever  atiy  quantity  of  gunpowder, 
ammunition,  or  combustibles  exceeding  20  feet,  is  shipped  in  a  hired 
ressel  or  freight  ship,  or  any  similar  articleii  are  shipped  in  the  same 
vessel  on  private  account,  ihey  must  be  properly  secured  by  the  ownei-s 
in  a  magdziue,  fasteaed  with  copper  nails,  and  provided  with  a  copper 
padlock,  with  appendages  for  the  door.  The  satne  regulations  are  to  up|dy 
in  all  cases  to  ships  engaged  for  the  conveyance  of  troops  when  the  ntunber 
uf  men  exceeds  flfty." 

433  When  government  powder  or  combastibles  are  shipped  for 
conveyance  nnder  the  Admiralty  regulations,  a  magazine  or  place  of 
security,  if  considered  necessary  by  the  authorities,  is  built  by  and  at  the 
expense  of  the  crown;  and  in  freight  ships  the  owners  are  paid  frt-ight 
on  the  external  measurement,  and  not  on  the  toniMige  only,  of  the  powder 
or  combustibles.  The  magazine  is  to  be  returned  to  the  govennncnt.  A 
fD^azinc,  however,  is  not  required  for  the  following  small  ijuantities; — 


Ist.— Powder  olonct  20  feet 

2iid.— Ammunition  olona^  20fc«t 

8rd.— Powder  and  lunniumUan  (Hiowcd  in  one  < 

4th. — CombEdtlbk'Ji,  20  foct* 


«),aOfeot 


^m  Nor  is  a  magazine  required  when  only  20  feet  of  coiiibusiibk<s  arc  shipped 
^ftill  ibe  same  vessel  with  only  20  feet  of  the  articles  iXos.  I  to  3.  These 
^p4|llftniities  under  20  feet,  arc  to  be  stored  by  the  shipowner  in  a  place  of 
'        secnrity,  ap|»rovcd  by  the  siirvcyiug  ofhcer. 

434     When  ammunition,  rockets  especially,  are  stowed  in  a  magazine 
iji  tlie  after  pan  of  a  screw  steamer,  every  precaution  should  be  observed 


STRVKNS    ON    STOWAGE, 


to  prevent  movement  by  ilie  action  of  the  pr(jpeller,  as  [GUNPOWDER 
the  friction  may  create  ignition ;  this  is  suspected  to  havt:  occurred  on 
board  the  s learner  Rangoan,  in  1865.  In  the  African  trade,  a  ship  of  700 
ton  takes  about  35  ton  gunpowder,  deposited  in  a  magazine  constructed  by 
a  bulkhead  in  the  lower  hold,  across  the  run,  derked  over  with  a  scuttle- 
halch  having  leaded  seams;  see  palletiug,  A  shipraaster  is  liable  to  a 
penally  of  £20,  besides  2s  for  every  pound  of  gunpowder  not  delivered 
into  a  licenaed  magazine^  which  Is,  in  all  cases,  two  miles  at  least  from  a 
church ;  see  ammuiiiiion.  Most  of  the  Indian  policies  of  insurance  except, 
by  memorandum,  all  loss  by  carrying  gunpowder  as  cargo.  Ships  pro- 
ceeding to  Calcutta,  land  it  at  Moyapore,  At  the  Phillipine  Islands  vessels 
are  required  to  deposit  their  powder  in  closed  and  marked  packages,  on 
their  entering  the  river,  or  pay  a  fine  of  a  piastre^  As^\d,  for  every  pound 
retained  on  board.  In  some  pons  it  is  imperative,  under  penalties,  lo 
give  notice  to  the  authorities^  and  to  land  powder  within  a  stated  lime, 
before  landing  any  other  cargo, 

435  At  Liverpool,  March,  IS65,  Mr,  M'Ivee  prosecuted  Mr. 
MThekson,  agent  for  Mr.C,  O,  Blake,  LoodoUj  for  sending  "prepared 
Ian*'  by  ihe  si^timt^T  Auslralaslan  to  New  York;  the  article  was  in  reality 
a  powerful  blasting  powder,  liable  to  inslanl  explosion  by  heavy  pressme; 
Uned  £d  and  costs. 

436  Dangerous  goods  P  A  Hanoyerlan  master  writes  to  the  Oazeti 
January  G,  1H57 :  '*  Uy  voissol  of  105  ton  register,  and  about  150  ton  burthej 
it  chartered  to  load,  la  the  port  of  Loudon,  a  cargo  of  lawful  goods  and  mer^ 
chandize,  as  the  charterers  shall  tender  alongside  for  ahipment.  Ilavmg 
received  about  three-fourtlis  of  iny  cargo  in  the  docks,  I  am  now  directed  to 
proceed  to  Purfleet,  to  receive  1;^00  casks  of  powder,  Tbcre  being  no  clause 
in  my  charter  which  would  lead  me  to  believe  that  1  had  to  load  at.  two  di^erent 
places,  and  knowing  that  powder  H  not  allowed  to  be  shipped  in  the  docks,  I 
did  not  tliitik  of  using  the  precaution  to  exclude  it.  I  tlierefore  desire  to  know 
whether  my  charterer  can  insist  upon  my  taking  powder  on  board  under  the 
name  of  lawful  raerchandize^  and  if  so,  what  quantity  of  this  dangerous  artiolo 
you  would  consider  to  he  in  conformity  with  the  custom  of  the  port,  for  a 
vessel  of  my  size?"  Answer:  '*  Although,  hy  the  Customs'  Consolidation  Act» 
gunpowder  is  not  unlawful  merchandise,  ualesa  made  bo  hy  proclamation,  still, 
hy  the  Merchant  Shipping  Act  of  1854,  section  320,  no  person  is  entitled  to 
require  the  matstor  or  owner  of  a  ship  to  carry  gunpowder,  or  any  other  goods, 
whitih,  in  the  judgment  of  such  master  or  owner,  are  of  a  dangerous  character; 
and,  presuming  that  the  charter  party  was  made  here,  the  master  has  the 
power,  under  t bis  Act,  to  refuso  lo  take  gunpowder  on  board." 

■137  Explosion,  The  bark  Lott^  Slmtjh,  3'-'^  ton,  Capt.  Webbbr,  w^as 
in  the  Mersey  January  10,  l^tU,  loitding  for  the  West  Coast  of  Africa,  She  liad 
a  general  cargo  i  a  eluding  04i*  kegs  oF  gimpowder,  about  15tti.  each — UJ  ton, 
stowed  in  the  lazaretto  under  the  cabin.  At  six.  in  the  evening  the  steward 
was  triramiog  ihe  lamps  with  potroleum  oil  wliioli  exploded.    The  fire  from 


■M 


STEVENS    ON    STOWAGE, 


263 


^abed  curtains  and  bedding  soon  filled  the  cabin,  and  [GUNPOWDER 
M  by  the  petroleum,  proTented  fill  efiorts  to  extingnlsb  it,  and  tho 
■  and  crew  were  coin  polled  to  abandon  the  ship.  At  half-past  Boven  a 
huge  volnmo  of  smoke  and  water,  suiTounded  by  a  sheet  of  flame,  shot  up  to  a 
great  height  carrying  the  maatsand  yarda  with  it,  after  which  aU  became  inky 
darkness.  Fragments  of  the  ship  were  scattered  in  all  directions,  a  large 
number  of  the  gas  lights  in  Liverpool  and  Birkenhead  were  suddenly  extin- 
guished, nnd  an  immense  quantity  of  plate  glass  was  demolished. 

Tonnage.  2,000lb.  go  to  a  ton  for  freight;  in  Australia  it  is  freigfited  by 
measurement,  at  double  the  ordinary  rates.  A  barrel  contains  lOOfb.  half- 
barrel  50.  quarter  25 ;  it  is  also  made  up  in  small  oak  barrels,  containing  8, 
10, 12  J,  and  20llh     A  last  is  21  barrels,  or  2,400rb. 

BIlfEHSIONS    OF    ADMIEALTT   POWBIIE    FACEAGES. 


IfATtlUK 

witoii; 

H^. 

qCARTSm 

Biirrd,  depth 

iliomi^ter  ^m  ...» 
CoAO,     length 

breadth 

depth    * » 

- 

inebet    , 

m 

17 
17 
20 

13 

u 

13 
17 

14 
10 
ID 
10 
14 

438     GI^S  weighing  between  3  and  4  ton  eacli^  and  requirinf^,  con- 

icqwently,  nrnch  time  to  receive  and  discbarge  tlienjj  may  be  objected 

at  the  lime  of  shipment,  as  not  being  cargo  which  a  ship  can  **con- 

ircTiicntly  stow  or  carry/'  and  so  noted  in  a  protest.     Gims  are,  however, 

u** lawful  merchandize/'  unless  prohibited  hj  order  in  Council ;  for  stowage 

lee  ammunition  and  iron.     According  to  Mnti att,  the  mode  adopted 

for  getting  guns  on  board  ships  of  war  is  as  follows :  the  main  yard  to 

be  secured  as  for  the  anchors ;  square  the  yard  by  the  braces,  to  plumb 

lie  centre  lower  deck  port,  if  a  tiliip  of  the  lincj — the  gangway^  if  any 

other  vessel.     Take  one  main- tackle  and  lash  the  double  block  directly 

'  ofi*r  the  rigging  at  the  yard-arm  ^  overhaul  the  single  hlock  down  on  deck, 

the  faJl  rove  abaft  the  main  rigging.     Top-tackfe  fall  rove  in  its  own 

blocks  for  a  purchase,  book  the  blocks  to  the  pendant;  measure  two 

^L  fathoms  from  the  thimble  upwards  on  the  pendant,  and  then  lash  the 

^Bftingle  block  of  the  main-tackle;  haul  the  end  of  the  lop-lacklc  piiidant 

^Hinto  the  top;  take  the  end  over  the  main-cap,  man  tlie  maiii'tackle  fall, 

^Hand  haul  out  and  trice  up  until  the  lower  pnrcha&e block  (top-tackle  block) 

^■plumbs  the  centre  of  the  gim-ligbter  hatchways  secure  the  end  of  the 

^"  pendant,  and  mark  the  main-tackle  fall  at  the  leading  block,  reeve  the 

purchase  fall  from  the  fore  part  of  the  opposite  gangway  to  lead  aft; 

take  u  yard-tackle  for  a  garnet-tackle,  the  pendant  round  the  quarter  of 

the  main-yard,  ilie  single  block  to  plumb  the  hole  in  the  gangway  (the 


264 


STEVENS    ON    STOAVAGE, 


garnet  pendant  4  fathoms  of^-incli  rope),  a  large  hook  spliced  [GUNS 
inla  tlie  lower  end  that  hooka  to  tlie  breech  of  the  giin,  reeve  the  other 
end  up  lliroujjjli  the  main  and  spur  decks,  and  hook  tlie  garnet  tackle  to  ii; 
man  the  purchase  and  garnet-lackle,  mn]  place  the  captain  of  the  main- 
top hy  I  he  nmin*tackle  fall,  walk  iiway  with  the  purchase, — when  above 
the  lightens  hatch wavj  hook  on  the  garnet  and  walk  the  ptireliase  well 
np;  when  high  enough,  away  with  the  garnet- tackle  and  ease  in  the 
main-tackle,  the  gun  will  come  in  without  any  stop;  let  go  the  purchase 
and  the  main  top  men  at  the  gariiel-lacklc  haul  out  the  main-fackle  until 
the  mark  is  down.     In  this  same  manner  take  ihem  In  over  alL 


X^ZZLE-LO&IimG    BnXE    QVMB. 


■S)    ^ 


Iff 
1^ 


1^ 
1^ 


in. 

ton 

9 

12 

8 

9 

7 
abunt 
64pr. 

Si 

ft.    in. 

No. 

Jb. 

13     3 

6 

250* 

11    4 

4 

180* 

10    6 

3 

116» 

0  a 

3 

64* 

ID. 
IS 

13 

Bi 

7 


250* 
180' 


2  IS 


t1t>.    ox 
950«    - 

182^  8 

111*  S 

60*  3 


WJ. 
WX 
W.U* 
ihimt, 


lb. 

iS    80  15 

80    20  12 

22    14  la 

-       8  tt 


•  Wtiffkl  otvhcW  when  1o«ded. 

Letij^h  of  pn^cf^leit,  cmamon  uLeJI,  O-in,  fi-m,  74ii,  ikboul  9  duunetora-  ChiOcd  nhat  or  shell,  Mn, 
a4u.  7  hi,  ubout  '2  diiuiM*U?rB.  Slinipa<;ll  aliell,  i^in,  M'lainelUM ;  d-in,  £3-38  inchet;  T-ln,  l7'0&illdliMi 
Dunole  »bdl,  7.in,  aTctut  I  diwnttern. 

Fof  ft  7'Ui.  gtiu  the  tttighto/a  double  nheli  when  loaded  is  IdfUh  i  liurslinfr  eliftrge  IStb.lHox;  Bad 
of  &  dulkd  »bot  Tor  ft  7-iii.  f^uii  in  11 'jlb.  Tho  rirtVf  q/  r%0ii^  cf  ft  O-Ld.  gUJi  is  1  tarn  ia  45efttlbroft; 
8-in.  gun  I  ttirti  in  iO  calibre •> ;  au«l  7-in.  jfon  1  turti  in  Cl&  calibre*. 

439  GUTTA  PRRCHA,  a  vegetable  produet  obtained  from  trees 
in  Borneo,  Malacca,  Singapore,  &c  j  it  is  highly  inrtammahle,  but  imper- 
vious to  water  or  damp,  and  is  generally  liiken  with  oilier  goods,  say 
200  Ion  in  a  ship  uf  800  ton  burtlien.  Dunnage  with  wood,  and  mat  the 
sides;  in  a  raw  slate  it  contains  foreign  substances,  such  as  wood,  hark, 
&c.  wliich  will  ahs'irb  water,  or  very  little  dunnage  would  be  necessary. 
Gutta  peruha  is  stowed  in  bulk,  excepting  the  small  jneces  winch  are  in 
ba^'s;  it  is  liable  lo  be  damaged  by  any  sticky  goods,  such  as  cuteh, 
(jambier, sugar,  lar,&c.  and  will  injure  tea,  rice,  and  other  delicate  article*. 
Snccific  'navily  0'9'25.  India  rubber  in  a  crude  state  is  imporied  into 
Eugl&iitl  chiedy  from  Para  iu  South  America.  Tlie  first  quality  is  known 
in  the  market  as  Para  rubber,  second  as  gutt,  and  tliird  negro  head.  It 
is  sonielimes  stowed  in  llie  same  hold  with  nuts  which,  when  heated, 
exuiic  an  uil  very  injurious  lo  the  rubber,  as  h  the  case  with  iill  fixed  oils. 


Clotliing  and  oihc-r  ariirles  made  of  rubber  should  [GOTTA  PERCHA 
be  stowed  in  a  cool  dark  part  of  die  siiip.  In  the  Southatnptou  docks  an 
ejttra  charge  is  made  for  separatlinpf  such  articles  as  India  rubber,  cutch, 
j^ambier,  &c.  in  an  adhesive  stale.  The  charge  in  the  London  docks  is 
3s  M  per  man  per  day,  and  the  cost  of  repairing  tiie  insirumenla  used. 

440  HAIRj  from  Rio  Grande,  is  sometimes  injured  by  contact  with 
bone  aah ;  see  the  Liverpool  letter  in  the  article  ores,  and  see  hides, 

441  HAMS,  from  Ireland,  are  usually  packed  like  bladder  lard, 
ID  casks,  on  the  heads  of  which  the  number  and  weight  of  contents  is 
generally  marked ;  the  cask  and  packing  is  not  included  in  the  weight ; 
tJie  freight  is  therefore  calculated  on  tlie  net  weight;  see  bacon.  In 
computing  ihe  freight  of  hams  at  Baltimore,  200I1>.  net  weight  are  cun- 
sidered  eqnal  to  the  freight  of  a  barrel  of  5  cubic  feet,  American  hams 
and  shoulders  are  someiinies  packed  in  hogsheads,  8  cwt«  each. 

442  HANGING  BEDS  ;  pieces  of  wood  set  on  end  between  casks 
in  a  tier,  so  as  to  keep  the  bilges  finger  free  from  each  other.  The  pieces 
are  eet  against  the  f|uarters,  with  an  inclination  towards  the  bilge,  so  that 
if  there  should  he  any  shaking  of  the  casks,  they  will  fall  inwards  and 
be  secured,  rather  than  outwards  and  he  lost.  Sometimes  these  pieces 
are  cpioined  above,  against  the  quarters,  by  wedgea  falling  between  lliem 
and  the  quarters,  and  sometimes  keyed  below  by  pieces  in  a  line  with 
the  casks* 

443  HARE  SKINS.  3,5€0  go  to  a  iod.  The  Bailie  rale  is  the 
some  as  for  clean  hemp  per  ion. 

444  HAliTALL^  or  Orpiment,  a  Chinese  native  snlphnretof  arse- 
nic.    Bombay  Ion  50  cubic  feet  in  cases. 

44-5  HATCHWAYS  AND  HATCHES,  See  the  article  mate.  In 
the  Second  Court,  before  .Tnsticc  Mellor,  July  6,  1865,  Hi  tins  v.  Ross. 
FlainlifTwas  master  of  the  ship  Moulushe  ;  in  the  previoHs  December  she 
was  moored  in  the  Suney  doek  outside  the  Jarnia,  Persons  wanllng  to 
go  on  board  the  Moulaahe  were  in  ihe  habit  of  passing  over  the  Jdrnia, 
A\  B  p.m.  December  24^  plain tifl'  was  going  on  s!iore  and  crossing  de- 
fendant's ship,  when  he  fell  down  her  hatchway.  It  was  extremely  dnrk, 
plaintilfwafe  takiug  the  same  course  as  he  took  by  day  but  he  tripped  and 
fril  dawn  the  hatch  way— 21  feet.  He  was  insensible  and  knew  nt^tbing 
of  H  hat  had  oecurred  till  late  the  fulluwing  day;  was  conGoed  to  his  bed 
on  board  twenty-eight  days,  and  was  then  removed  in  a  cab  to  his 
lodgingg.  He  wua  siill  suffering,  and  had  not  been  able  to  oblain  rin- 
ploymenl  since.  There  was  no  mode  of  getting  on  shore  hut  by  crotising 
die  Jamia.     On  ihe  part  of  defendant  it  was  urged  that  there  wtia  not 


STEVENS   ON   STOWAGE. 


Buch  negligence  as  would  rentier  bim  liable.  The  [HATCHWAYS 
judge  Imwevcr  Uiougbt  ibat  (or  the*  purposes  of  tbe  day  tbtjre  wasj  and 
the  jury  awarded  £450  to  plaintiff. 

446  HAY  rcc|nirea  a  full  amount  of  ballast;  dunnage  with  hoard  in 
tbe  wings.  In  a  damp  bold  buy  is  liable  to  become  over- healed,  and 
fibould  be  stowed  so  as  to  allow  a  current  of  air  to  pass  from  one  balcbway 
to  anotber.  A  government  officer  reeom mends  a  large  cargo  to  be  divided 
about  half" way  up,  and  a  space  of  about  a  foot  to  be  kept  clear  with  old 
spars  or  other  dunnage,  laid  fore  and  aft.  There  should  also  be  a  well 
of  about  four  bales  space,  kept  clear  from  llie  upper  deck  lo  tbe  bottom 
of  tbe  ship,  A  vessel  laden  with  bay  in  a  damp  state  had  her  decks  so 
much  injured  that  they  were  obliged  to  be  renewed,  altbuugh  she  was 
hut  three  years  old.  The  ship  ^fmra(hon^  from  Bristol,  with  700  ton  of 
hay  for  Constantinople,  out  30  days,  put  jjuo  Plymouih,  leaky>  January 
16,  1856.  Her  cargo  had  become  so  much  heated  that  for  many  days 
ifie  crew  were  driven  from  the  forecastle  to  tbe  cabin;  and  llie  hatches 
uf  the  fiirecaslJe  and  tbe  hold,  tbe  chain  boxes,  and  ever)  aperture  com- 
niunieatiug  with  the  cargo,  had  been  carefully  battened  down  and  covered 
witb  tar[>aulin,  to  prevent  the  fire  from  bursting  into  a  flame.  Tbe  ship 
Ofijiamme,  Capt.  Smith,  left  Bomhay  May  3lst»  1805,  for  Liverpool. 
On  tbe  2:2ud  of  June,  hit.  10"^  15'  N.  bm.  27^3'  W,  a  fire  broke  out  in  the 
hold,  which  was  not  extinguished  until  after  twenly-cight  hours'  exertion. 
It  is  supposed  to  have  originated  in  a  cask  or  crate  of  goods  packed  with 
straw.  In  emigrant  ships  all  hay  and  straw  mu.st  be  carried  on  deck,  at 
a  distance  from  the  gaOey,  and  covered  with  canvas.  It  is  usually  stowed 
ill  the  chains  and  on  the  quarters  of  sbips  leaving  Calcutta  in  fine  weather. 
At  Port  Louis,  vessels  requiring  bay  for  the  purpose  of  their  voyage,  are 
not  allowed  lo  remain  the  night  at  anchor,  or  on  the  warps  in  the  harbour, 
after  it  is  on  board ;  and  if  ready  to  sailj  must  run  out  and  anchor  at  the 
Bell  Buoy,  Neither  bay  nor  cotton  can  be  allowed  to  remain  on  tltc  wharf 
during  tlie  day,  unless  under  a  special  guard;  nor  can  such  be  suffered 
under  any  circumstances  to  remain  there  during  the  night. 

ToEUage.  The  Admiralty  allows  500 tb,  pressed  bay  to  a  ton.  Ordinarily 
compressed  hay  in  trusses  mcasuro  about  2  ft.  4  in.  x 3  ft.  r>  in.  x  3ft,  and  wilt 
average  about  270  tb.  per  truss,  occupying  say  140  feet  per  ton  for  stowage^ 
which,  h}draulic  preaaure  will  reduce  to  105  feet  per  ton. 

Hay  aad  Straw.  3(Jlb.  make  l  truss  of  straw ;  bi'itb.  1  truss  old  hay ;  COtb. 
I  tHifis  new  hay ;  ?i<>  trusses  1  load ;  18  cwt,  I  load  old  bay ;  lt>cwt.  32lt>.  1  load 
now  h«y  ;  II  cwt.  Uitb.  J  load  straw;  1  square  yard  of  new  hay  0  stone,  oldish 
hoy  H  stojn*.  and  old  bay  9  stone.  Hay  is  considered  as  uew  for  3  mouths,  and 
is  called  old  on  tbe  firfct  of  October.  The  Admiralty  estimate  a  himdle  to  weigh 
4ilb.  per  cubic  foot;  trusses  supposed  to  weigh  50Jt>.  vary  from  62  @  56tb; 
;raw  in  bundles  SiVlb.  per  cubic  foot  vary  from  30  (gi  5l}tb. 


STEVENS   ON   STOWAGE, 


267 


7  HEMP,  or  cannabis  saiicn^  beiof^  a  plant  of  rapid  pfTOwlh*  sucks 
ch  of  the  unaltered  soil,  and  therefore  differs  greatly  according  to 
the  soil  as  well  ti3  the  climate  and  culture.  Riga  produces  the  best  in 
Europe,  well  known  as  *'Riga  rhine  ;'*  the  next  is  Petersburg  braak  or 
elcau  ;  then  Riga  pass  or  half-clean,  hemp  from  Konigsberg,  Arclmngel, 
Sweden,  and  Merael.  Another  authority  says,  Riga  hemp  is  designated 
Rein  or  Rhine,  oulsbot,  pass,  and  codilla;  Petersburg  is  termed  clean, 
outsbot,  bftlf-clcau,  and  codilla.  Riga  outshot  and  Petersburg  outsbot, 
come  next  in  rotation  to  Riga  rhine  a»d  Petersburg  clean  ;  then  pass  and 
Peiersbarg  half-clean*  '*Kaarle  **  means  inferior  as  applied  to  hemp  or 
hemp  seed,  or  both.  When  hemp  arrives  itt  Petersburg  from  the  growers^ 
il  is  sorted  or  "braacked  "  into  three  qualities — clean,  oittshot,  and  half- 
clean  ;  this  sorting  was  formerly  done  by  the  |?overumcnt,  now  (less 
efficiently)  by  the  merchants  or  dealers.  The  clean  is  long  and  strong; 
otilshot  shorter  and  weaker;  half-clean  still  shorter.  In  Riga  the  assort- 
Bietit  of  Ryne,  outshot,  and  pass  is  **  braacked  **  as  at  Petersburg,  In 
ckariering  at  Petersburg,  when  clean  hemp  obtains  40*  p-  ton  freight, 
ouiishot  gets  2s  6r/,  and  half-clean  ^s  additional.  At  Riga,  when  cleau 
liomp,  Rhine,  ouishot,  and  Dwina  pa3s  obtain  50.v,  coarse  Polish,  and 
Uliraine  pass  gel  62s  6d,  In  other  words,  2s  tjt/  t>  ton  and  5s  -p*  ion  addi* 
tiooal  are  usually  paid  for  the  coarser  de  scrip  lions.  The  quantity  delivered 
generally  greater  than  that  charged  in  ihe  bill  of  hiding. 

448  The  first  season  for  pulling  clean  hemp,  the  roots  being  avax!- 
•Me,  is  in  Aitgusfl.  Russian  hemp,  shipped  in  the  Baltic,  ia  usually  of 
the  growth  of  two  seasons  previous,  lb  at  is,  hemp  grown  say  in  lH(jOgels 
doim  for  shipment  in  1862;  through  ncceicrated  modes  of  transit,  largo 
qnantilies  of  one  season  old  only  have  latterly  been  shi])ped  in  August, 
September,  and  Ociober.     Hemp  generally  arrives  at  Riga  about  the 

idle  of  May ;  this  hemp,  especially  if  gathered  in  wet  seasons,  aitd  if 
eat  care  is  not  taken  in  its  preparaiiou,  is  very  liubte  to  get  heated  in 
tliebold,  and  will  become  seriously  damaged  from  natural  moisture  when 
ihe  voyage  is  along  one.  In  the  summer  the  sun's  rays  make  the  deeks 
abuve  extremely  hoi  by  day — by  night  they  become  very  cold,  particularly 
underneath;  this  creates  condensation,  which  drops  on  and  injures  the 
cargo.  On  the  voyage  home,  or  when  at  anchor  at  Elsinore,  &c.  the 
batches,  during  fine  weather,  should  be  open,  to  counteract  the  injurious 
e^ecU  of  healing  Particular  care  must  be  takf^n  to  ship  hemp  and  fiaK 
lo  fine  dry  weather ;  if  they  gel  wet  they  heat  and  are  materially  injured  ; 
rihia  reason  every  vessel  must  be  furnished  with  mats  when  loading, 

449  The  ballast  used  in  Cmnstadt,  St*  Petersburg,  and  Riga,  ia 
^nerally  stone,  wliich  is  planked  and  double-matted*  In  some  Russian 
pQ/rUt  ll»e  ship  is  ballasted  on  dunnage  of  light  wood,  with  bur  iron,  stowed 
eroi^waysy  so  an  to  admit  ihe  air;  the  iron  is  covered  with  mats  to 


ses 


STEVENS    ON    STOWAGE. 


receive  bales,  and  in  large  sliips  they  ore  covered  with  mats  [HEMP 
to  receive  a  second  lialjasiing  of  iron.  Hemp  should  be  dunnaged  about 
9  inches  on  ibe  floors,  and  to  the  upper  part  of  ibe  bilge;  tbe  wing  bales 
of  tbe  »econd  tier  kept  6  inches  off  the  side  at  the  lower  comer,  and 
2\  inches  at  the  sides  ;  sliarp-holtomed  ships  one-third  less  dunnage  iD 
floor  and  bilges  Double  mats  are  also  carried  up  the  sides  and  are  placed 
round  tbe  masts,  pump- well,  &c.  and  under  tbe  hatchways.  Iron  knees, 
bolts,  &c.  roust  be  well  dunnaged,  as  by  contact  they  greatly  injure  bemp, 
more  especially  when  leakage  occurs  near.  Some  importers  do  not  con- 
sider mats  to  be  of  much  use, 

450  Being  light  and  bulky  hemp  is  forced  by  screws^  which  renders 
the  operation  rather  slow  :  stevedores  require  to  be  watched  or  there  will  be 
great  loss  of  space.  On  the  other  hand  care  must  be  observed  not  to  over- 
screw  in  any  particular  diroctioUj  or  the  ship  will  be  strained  and  become 
leaky  at  sea.  Sometimes  the  lashings  or  bands  of  the  bales  (which  are 
usually  made  of  cod  ilia  or  other  inferior  hemp)  are  cut  for  the  purpose  of 
Blowing;  this  i^bould  be  avoided  as  much  as  possible,  because  the  value 
oi  the  hemp  is  thereby  deieriorated.  The  stevedores  at  Riga  through 
greater  skill,  arc  reputed  to  be  able  to  stow  10  ^  cent,  more  in  a  ship's 
hold  than  those  al  Pelersburg  and  Cronstadt.  At  Riga  the  ship  finds  dun- 
nage, tbe  merchant  mats  ;  lalbwood  is  generally  used*  During  the  passage 
the  natural  beating  of  the  hemp  draws  out  the  sap  from  ibe  alabbards 
(lath wood)  and  then  the  bemp  contiguous  becomes  rotten,  po  that  often- 
times without  any  leakage,  a  ship  delivers  two  or  three  Ion  damaged  hemp 
including  the  bands.  When  a  bale  is  opened,  the  bands  (four  or  ^\'e)  are 
in  some  ports,  thrown  on  one  side  and  sold  wiib  the  damaged  bemp. 

451  In  steam-ships  tbe  heat  from  the  fires^  like  the  over-beat  from 
the  sun,  dries  up  tbe  moisture  of  biemp  and  weakens  it>  but  after  landing 
and  t^xposure  to  air,  under  shelter,  it  will,  if  not  too  much  heated,  recover 
a  portion  of  its  strength.  A  lengthened  passage  in  a  steam-ship  may  do 
serious  injury  to  hemp.  When  it  ts  slowed  in  an  iron  ship,  every  part  of 
the  cargo  must  be  dunnaged  ofl'  completely,  so  as  to  prevent  contact,  or 
ibe  licnjp  will  be  damaged^  especially  if  any  leakage  occurs.  Dampness 
from  bemj)  will  oxidize  iron. 

452  Oil,  linseed  oil  especially,  and  tar,  if  allowed  to  leak  on  beinp^ 
uiny  produce  spontaneous  combustion.  The  steam  from  artificial  manures 
will  ruin  h e I s I p  a II d  fl ax .  Th e  d an gero u s  co n s eq u e n c e s  o f  s to w i n g  b em p, 
jul<%  oil,  liillovv,  atKl  lubacco  in  the  &anic  place,  is  su[iposed  to  have  been 
cxempliliid  by  the  destruction  and  fatal  fire  at  Cotton's  Wbarf,  London, 
Juhi  2ti»  ltti*L  A  ship  discharging  Venetian  hemp  at  Devonport,  in  l8o5, 
was  put  under  detention  in  consequence  of  the  discovery  of  stray  lucifer 
matclicK  ill  her  cargo,  supposed  to  have  been  dropped  by  tbe  stevedores; 
in  Philadi'lpLia  no  vi'ssel  loading  or  discharging  hemp  at  a  wharf  is  per- 


STEVENS    ON   STOWAGE. 


269 


mitted  lo  have  a  fire  ;  nor  on  board  any  other  vessel  lying  near  [HEMP 
if  considered  dangerous;  see  the  articles  Aax  and  rope,  and  for  ibe  seasons 
of  shipment  in  the  Baltic,  sec  the  article  grain, 

453  Ships  will  not  slow  iheir  register  tonnage  of  hemp,  and  speed 
18  now  of  such  great  consideration  tliat  they  do  not  carry  so  much  in 
proportion  to  that  tonnage  as  formerly.  It  mtist  boirever  be  stated  that 
bemp,  especially  at  Petersburg,  is  not  packed  so  closely  now.  An  expe- 
rienced merchant  says  "a Channel-built  ship  will  not  stow  two- thirds  of 
her  register;  a  Scotch  ship  of  120  ton,  would  carry  perhaps  100  ton  of 
flax,  or  if  tine  110  ton/'  Presised-packed  bales  of  hemp  stow,  of  course, 
closer  than  unpressed,  Italian  hemp  is  packed  closer  than  Baltic  ;  iron 
bands  are  sometimes  used.  A  ship  will  stow  10  or  15  ^  cent,  more  flax 
tlian  hemp.  The  schooner  Ada^  of  Runcorn,  registers  102  ton,  and  took 
in  at  Petersburg  in  Octobert  1865,  65  ton  of  hemp ;  with  this,  10  ton  stone 
ballist,  and  6  ton  kentledge,  she  drew  8  feet  4  inches  aft;  with  a  dead- 
weight cargo  she  draws  1 1  feet  6  inches. 


DETAILS    OF 


THB1£   CABLES 
FLTMOUTH 


OF   HEMP 
m  1866, 


BIECHABOED   AT 


I>M» 

aiiip 

Too 
leg- 

From 

C«rgo 

Tod 
Msht 

MajS 

CausTtxA   .. 

aai 

Veoioe    «. 

d50  bondleBbemp 209 

8»440  wiOimt  plvUifl 101 

200  bondloi  wtiiak  lor  \         . 
bittoiM^iay..,.  S         ® 
ft37  diimiag«  oiaU 

S16 

BcplS 

VfmxMLM       ♦. 

151 

Bigm    .... 

S9&  bimdlMliaKip  ......    110| 

154  ptekigei  flu    20 

150  dnnimgc^  hloIb 

I  13(>l 

OctU 

95 

Petenbturg 

154  bondlei  rougli  hemp  tad  m 

601 

The  cargo  of  the  Elha  Waiter  was  discharged  at  the  dockyord,  Devon- 
port,  where  the  authorities 

Ion  e.  <j.  lb, 

Aeoapt«d  i*  lit  for  gotenmoil  tme     . .  69  5  3  21 

01ii«et«d  to  ss  imfltf  (inclndizLg  the  t  a  7  i  1 1 

braai  of  the  eftrgo) J  o  ^  i  U 

Dcnuiged  by  bil^e-wftter    ..*., *  »  12  fi  7 

Qtxmctfga 69      6      0     0 

The  Eliza  Watker  is  of  composite  construction  hy  Ji>Rn an.  Her  bottom 
fia  limber;  the  frame  of  her  sides  is  iron  ;  and  the  plankings  two  diagmuil 
lavers^  is  fastened  with  yellow  metal  bolts  to  the  frame.  No  dunnjige  wus 
tucd  between  the  hemp  and  the  sides.  Witli  this  cargo  her  mean  draught 
WIS  6  feet  6  inches ;  with  a  dead-weight  cargo  of  106  ton,  b  feci  6  incJics. 


270 


STEVENS   ON   STOWAGE. 


< 


I 


1 


454  Of  late  years  qiiantities  o^  yam  lia\*e  been  shipped  at     [HEI 
Pelersbur^  and  otbcr  Baltic  porls.     It  is  usually  coiled  on  winches, 
(wooden  reels)  which  are  stitched  in  luatting.    The  packages  have  the 
appearance  of  barrels,  hut  ihey  do  not  taper  so  much  in  the  ends ;  six 
usually  go  to  a  ton,  and  the  freight  is  2^6^  less  than  for  clean  betnp< 

455  In  the  nonhern  island  of  New  Zealand  and  in  Cook*s  Straits, 
hemp  is  made  up  in  bales  of  about  the  same  size  as  those  of  cotton, 
pressed  in  a  similar  manner*  It  is  generally  brought  from  Australia  as 
light  freight,  and  is  stowed  over  oil,  tallow,  See;  this  hemp  is  very  clean, 
and  there  is  little  or  no  steam  from  it.  Large  quantities  come  to  Eng- 
land as  lashings  for  bales  of  wool,  tbere  being  sometimes  five  or  six  about 
each  bale.  In  a  cargo  of  3,150  bales  upwards  of  25  ton  of  hemp  were 
used  for  lashings.  More  hemp  is  produced  in  the  northern  than  in  the 
southern  island  of  New  Zealand  :  the  season  is  from  tbe  beginning  of 
November  to  the  beginning  of  March,  Bales  of  hemp  made  up  in  the 
Pliillipine  Isles,  measure  about  10  cubic  feet  and  weigh  2801b,  Manilla 
hales  are  packed  very  neatly  and  stow  well. 

45«    Damaged  cargo.    At  Liverpool,  Jan.  1858,  Bencke  v.  Wilkinson. 
Plaintitf  sought  to  recover  £%  compensation  for  damnge  to  a  parcel  of  hemp 
shipped  on  board  the  Pcncvcrance^  from  Kiga.     It  appeared  that,  according 
to  charter  party,  the  cargo  was  not  to  be  opened  or  broken  up,  or  the  cordaga 
cut,  and  no  damp  wood  was  to  be  stowed  among  the  bales.   Plaiu  tiff  contended 
that  damp  wood  had  been  used  as  dunnage,  and  had  caused  the  damage^  and 
the  evidence  of  hiii  witnesses  went  to  show  that  the  damage  was  of  such  a 
character  as  could  not  have  boon  caused  by  any  other  means  than  through  the 
dampness  of  the  dunnage.     Defendaut  contended  that  any  damage  which  had 
occurred  was  caused  entirely  by  sea  damago,  and  consequently  was  not  such 
as  the  owner  could  he  held  responsible  for.     Several  witnesses  were  called, 
among  others  the  defendant,  who  stated  that,  from  his  own  observation,  the 
yeasel  had  beeu  leaking  to  some  extent,  as  might  hi^ve  been  expected  from  her 
condition,  and  the  admission  of  salt  water.     The  stevedore  who  unloaded  her 
proved  tliat  she  had  been  making  water  to  some  extent  in  tbe  sides,  whicb 
woidd  run  down  among  the  hemp;   the  dunnage  and  stowage  were  good 
Capt.  Allen,  surveyor  to  the  underwriters,  considered  that  the  hemp  had  beei 
well  stowed,  and  that  the  dunnage  was  particularly  well  put  in.     Lie  observed' 
that  some  of  the  hemp  bad  sustained  damage;  but  that  was  only  such  as 
might  arise  from  salt  water;  had  been  in  the  Baltic  trade,  and  knew  that  hemp  ^ 
was  a  dilleult  cargo  to  stow,  being  apt  to  sustain  injury  from  the  access  offl 
water,  evcu  in  small  quantities.  In  commenting  on  the  evidence,  Mr,  Forshaw" 
maintained  that  the  witnesses  for  defendant  had  not  succeeded  in  establishing 
that  the  damage  had  been  occasioned  by  sea  damage,  while  the  evidence  of  « 
Ids  witnesses  was  to  the  effect  that  the  damage  was  only  traceable  to  the  po-H 
Sition  of  the  dunnage  wood.     Mr.  Commissioner  BLAia  said  there  wore  points 
Id  the  evidence  which  appeared  to  favor  the  imprepsioii,  that  being  an  absorbent 
of  moisture,  the  damage  might  have  arisen  from  aea-water.     He  took  time  to 
consider,  and  a  few  days  afterwardsj  gave  Judgment  in  favor  of  the  defeudmit. 


eri^ 


STOWAGE. 


Proportionate  tonnage,  Ac.  The  followiBg  quantities  are  re-  [HEMF 
quired  to  fill  a  keel  of  600  cub.  ft,  or  07  qra.  wlieat,  viis :  10  ton  clean  hemfi  and 
ti&x ;  W'lO?  oulsliot  ditto ;  7760  half-clean  ditto ;  and  5&25  oodilla.  0;^  poods 
groes  Russian  cloan  make  a  ton  for  freight.  40iti.  Kiissian  inako  a  pood. 
Bengal,  Madras,  and  Bombay  ton  00  cubic  feet  Borewed  bales ;  Bombay  7  cwt, 
looBe  or  bundlBB.  Manilla  is  moslly  shipped  by  weight ;  1  ton  (j30  cwt)  will 
mako  about  two  Ion  measiireraenl  of  40  cubic  feet  for  American  ships;  when 
sugars  are  freighted  at  10  dollara  per  ton  of  20  cwt,  hemp  and  otber  light 
freight  are  rated  at  12  dollars  per  ton  of  40  cubic  feet. 

Freight.  When  wheat  is  lOi  W  qimrter  freight,  clean  hemp  and  i!ax  is 
rated  at  £4  17^  Oti  |>  ton;  oulahot  i'5  G*  ll^d;  half-clean  M  bi  Od;  and 
codilla  £S  0#  4^^,  Another  authority  says,  when  wheat  is  freighted  at  U  ^ 
quajler,  clean  hemp  is  rated  at  10j(6<i  ^  ton  of  20cwt;  outshot  should  he 
I'lOth  ;  half^clcan  3-lOths ;  and  codilla  7-10th8  more  than  eleaii  hemp  per  ton 
of  20  cwt. 

Weights.  A  stone  is  3'2lt> :  a  bale  nearly  20  ewt ;  a  hale  of  St.  Petersburg 
aan  hemp  weighs  from  55  to  65  pooda ;  outshot  4B  to  55 ;  half  clean  40  to  46. 
*A  pood  weighs  i**6tt).  avoirdupois ;  C3  poods  an  English  ton.  6^  sliipp  of  flax 
or  hemp—  1  ton  English.  A  to©  will  occupy  88  cubic  feet.  A  bale  well  screwed 
arerages  2 J  feet  llitck,  5  feet  high*  and  7  feet  long.  Bales  of  St  Petersburg 
eleaii  are  now  mostly  6  cwt.  to  10  cwt-  otich  pressed.  A  bale  is  made  of  a 
number  of  bundles  or  heads  weighing  16  to  16lb.  each, 

457  HERRINGS  should  be  stowed  the  same  as  a  wet  cargo,  say 
wine  or  oil,  for  which  see  casks,  liquids,  and  oils  ;  the  ground  tier  to  be 
aade  square  ;  small  casks  at  each  end  ;,  keep  as  level  as  possible  to  come 

fur  heigh  Lb  at  top.     In  general  cargoes  avoid  stowing  red  herrings  so 

to  leak  on  perishable  goods.  For  the  purpose  of  levying  import  duty, 
be  Russian  governmeni  divide  herriiigs  into  three  classes,  viz:  first 
InaJily,  Dutch  IM  6c/ li>  barrel  of  0  poods;  second  quality,  Scotcli  and 
ingVish  4s  4(1 ;  and  third,  all  others  infenur,  3s.  For  white  herrings, 
nhe  staves  of  barreh  aie  usually  of  Norway  birch  aud  ash;  for  red  or 
^moked^  of  fir. 

Toima^C,  &C«  l^^  barrels  red  herrings,  weighiog  11  ton,  or  Ml  white, 
aijton,  witi  01  cupy  a  space  of  850  cubic  feet  or  1  keel.  On  Llie  Criuan  Cunal 
8  barrels  of  hemngs  go  fur  a  ion  froigl^t.  When  wheat  is  1j  ir^  quarter  freight 
red  herrings  are  rated  at  (l}J,  and  white  %d  ^  barrel. 

Measures.  A  last  of  herrings  is  Vl  barrels ;  a  bttrrcl  2fj |  imperial  gallons ; 
a  cran  27  J  ditto  ;  a  measure  000  fish ;  and  a  cade,  mace,  or  moi^e  500  fish.  In 
FOOie  places  a  laat  consista  of  W  cades,  each  cade  a  1,000,  iind  mQTj  1,000  ten 
hundred^  and  every  100  five  score;  18  barrels  of  unpacked  herrings  make  a 
Ufit  In  Norway  a  last  224lb.  English  ;  Denmark  224tb.  net;  Bremerhaven, 
a  ship  last  12  barrels;  Hotterdam  14  barryls, 

458  HIDES  are  shipped  in  immense  quantities  at  Buenos  Ajrrea, 
Monie  Video,  and  other  ports  in  the  River  Plate,  and  at  Rio  Grande  do 
Sul,  300  miles  north,   The  harbours  are  shallow  ^  good  anchors  and  cabks 


272 


STEVENS   ON   STOWAGE. 


are  very  necessary;  prodoce  is  brouglit  oH  principally  in  [HIDES 
li^bters  (balaedra<i),  and  when  they  come  alongside  in  llie  River  Plate 
on  a  Sanda}'  or  holiday,  it  is  customary  to  receive  their  cargoes  at  once  ; 
otherwise  the  refusal  flrill  bar  tlie  ship  from  all  claims  for  demurrage. 
This  custom  originates  through  the  fact  that  the  weather  the  next  day 
might  prevent  the  transhipment  from  the  lighters;  indeed,  they  cannot 
lay  alongside  should  there  he  the  least  swell.  The  season  of  shipment 
is  from  November  to  July;  the  largest  shipments  occur  from  December 
to  May.  Ships  are  generally  addressed  at  Buenos  Ayres,  to  the  agent 
of  tlie  chartei-^r,  whose  commission  is  from  2J  lo  5  per  cent,  on  the 
freight.  Although  instrucllons  for  the  stowage  of  tallow,  bones^  hone 
asb,  horns  Jiair,  &c.  are  given  in  this  work  under  their  several  headings, 
in  alphabetical  order,  yet  they  are  so  intimately  connected  with  the 
stowage  of  hides,  that  it  becomes  necessary  to  refer  to  them  here  also. 

450  A  heavy  ox-hide  \vill  measure  7  feet  long  by  5  feet  9  inches  wide ; 
light  hide  4 feet  lOinches  by  4 feet  4 inches;  average  6 feet  6 inches  by 
4  feet  6  inches.  A  salted  ox-hide  weighs  from  42  to  8ytb.  Below  are 
the  details  of  a  cargo  landed  at  Plymouth, 

SIDES  ex  FL01£KCE   inaHfTEroALE^    1064. 


Ko. 

^evcfiptioa 

Weight 

ATeng« 

6,235 

»42 

66 

44 

870 

HeuTT  01  ••••**..(.•«.> 

ewt.     qr.    lb. 

B,5Q4    2     17 

405    1       6 

SI     0      26 

84    3     22 

267    3     25 

62i 

48^ 

421 

89 

81J 

XJghtox 

Cow« 

BnlU 

Heavy  ox  (bad  oonditkon) 

7,6-17 

4,234    0     12    ' 

63 

Besides  the  hides  the  ship  Florence  Nifjhfingale  had  114  cw t.  13 tb.  of 
tallow  and  495  cwt.  of  bones;  in  addition  she  had  670 cwt.  for  dead- 
freight  ;  her  register  is  447  ton,  and  dimensions  140*8  feet  long,  26*7 
broad,  and  182  deep. 

4C0  The  Danish  brig  Mercure,  Capt.  Hansen,  102  English  ton, 
6(>  Danish  lasts,  took  in  at  Rio  Gnmdc  in  September,  1862,  2,5(H>  salted 
hides  and  6,200  dry  bides,  with  6,000  horns  for  dunnage.  No  ballast* 
So  laden  she  drew  9  feet  9  inches  aft,  9  feet  forward.  With  a  little  over 
7^  keel  Newcastle  cool,  say  160  ton,  she  draws  10  feet  2  inches  afl,  and 
9  feet  forward, 

461  It  is  usual  to  calcnlate  that  the  carcases  of  7,000  animals  will 
produce  280  pipes  of  lalloW,  and  when  freigbting  a  ship  with  bides  and 
lal low,  about  that  proportion,  say  35  pipes  to  every  1,CCJ0  hides,  is  gene- 
rally agreed  on.     1,000  ox*bides,  with  tlie  necessary  Balt^  weigh  about 


STEVENS   ON   STOWAGE.  273 

FOVn  CABG0E3  OF  HIDES   DISCHABGED  At  FLTM01TTH  IN  1867. 


Brig  Adela,  227  ton  register, 

Ifewor^mcnt  109  x  23 '2  X  13-7  feet. 

From  Buctwi  Ay  res, 

ton      «      q    lb 

Hidfta 19B    12     2    0 

Tiillow  69    19    2    0 

Boom U    11     0    0 

Salt  13  ion  28S      3    0    0 

CimiBiA,  283  ton.^From  Uruffuoif. 

BiaM    ., 1%    15    0    0 

Tullflw  .,.. IIB    15    0    0 

Bones  Mid  Hornti    . .       19      0    0    0 

Soli  10  ton  834    10    0    0 


Brif  TJhatti^^  1^7  ton  rcgiAteTi 

MeftBUretnent  M  x  2i  x  14  feeU 

From  Utagtmy. 

ton      c     q  ffi 

Hitleg      ...........     198     15    0  0 

ThUow 7fi     10    0  0 

Bonea    10    14    3  0 

SaltUtciii                  26-4    19    8  0 

Brignntme  Scotsman,  185 ton  register, 
measurement  UK)  x  22  x  12*9  ft. 

Hiilea     Ifi6      5    0  0 

Tdlow 70    16    0  0 

Bonu 21      2    2  0 

SKlfclOton                   356      2    2  0 


30  ton.  Master*  should  see  thai  the  niimher  charged  ib  received  ;  those 
sent  with  the  liair  loose,  should  not  he  received  without  previous  cotu- 
muoicaticm  with  the  sljipptTj  because  it  is  custcuniu'y  li>  muke  the  ship 
antwer  for  had  stowage,  to  whicli  the  loss  of  tlie  hair  may  he  attributed 
«n  delivery,  in  the  River  Plate,  pipes  of  talknv  are  ordinarily  stowed 
ou  the  ground  floor,  with  a  layer  of  bones  or  liorns  to  receive  hides, 
otljerwi»c  ihure  sliould  be  at  leai^l  H  or  0  inclies  of  level  dunnage  in  ih^ 
biittom,  %vith  2  or  3  incljLH  in  the  wings,  and  a  single  spread  of  hides 
nailed  up  and  down  agmnHt  the  skin  of  iliesbipj  (the  fleshy  part  towards 
the  ship's  side),  to  keep  the  dunnage  in  its  pUu-e,  and  prevent  loss  of 
salt  and  pickle*  These  hidcii  are  brought  into  the  cargo  as  the  stowage 
progresses  upwards.  As  suited  hides  are  very  lieavy,  more  dunnage  is 
squired  below  to  keep  the  cargo  higher  up.  8onie  mere hanls  recommend 
a  layer  of  pipes  of  tallow  from  end  to  tmd ;  sometimus  a  layer  in  each 
H'lng  aliio.  if  there  is  ruore  than  will  fill  the  ends  of  the  ship.  The  main 
ohjeei  is  to  get  a  level  bed  for  ihe  hides.     When  stowing  at  IJneno-'j 

re!*, Monte  \'idto, and  Rio  Grande^  great  cure  is  taken  to  maintain  an 
act  leVL'l  with  every  layer.  It  is  the  universal  practice  to  slow  hkli.** 
Ilk' i lb  the  hairy  side  upwards;  where  it  becomes  necessary  to  turn  in  it 
pari  of  a  hide,  the  hairy  pan  should  he  turned  in  and  carefully  supplied 
irith  »ah  and  [vicklu,  to  prevent  decomposition.  Hides  will  quickly 
dec»)fnpoKe  if  allowed  to  touch  any  article  not  of  suclt  a  kindied  charac* 
l4jr  ab  bottes,  bonis,  &e.  and  wiil-b<j  burnt  by  turpeiviine,  and  stained  by 
wood,  boili  of  which,  like  iron,  require  to  be  well  dunnaged  with 

es, &c.  The  niasis,  beams,  and  pQinp-casing  should  he  well  dunnaged. 
A  ihip  of  3(X)lon  will  retjuire  about  20  ton  of  steamed  bones  for  duu- 
niit;*\  Merchants  prefer  having  the  entire  cargo  stowed  in  one  bu^k; 
ulan  there  are  more  bulks,  tlie  risk  of  injury  \^  increased  by  the  wa^to 


974 


STEVENS    ON    STOWAGE* 


of  pickle  from  llie  ends  of  tlie  bulks  and  the  consequent  [HIDES 
dccoTuposition  of  the  outer  hides ;  when  tuorc  than  one  bulk  is  absolutely 
necessarj;,  the  space  between  should  he  well  filled  with  salt,  corered  so  as 
to  prevent  leaka;^e  from  coming  in  contact  with  it.  Through  the  incon* 
vciiicnce  of  creepin*^  ahoul  under  the  beams,  the  crew  will  sometimes 
double  up  ibc  tup  liides ;  in  ihia  case  the  fulds  will  be  sure  to  rot  and 
lodS  will  (all  on  the  ship, 

462  The  pickle  should  be  made  with  fresh  water.  Some  masters 
consider  that  there  ia  jsiifhLienl  salt  when  a  potatoe  will  float  in  It  if  stirred 
with  a  slick-  It  m  preferable  to  pul  loo  much  rather  than  too  Hule  salt. 
Pickle  should  not  W  made  with  salt  water,  or  the  hides  will  turn  black 
immcdiaLely  afterwards,  send  forth  a  most  disgus>tii*g  effluvia,  and  then 
rot.  Some  merehanla,  however,  while  adnutling  that  fresh  water  is  prefer- 
able, state  that  sea  water  can  be  used  if  made  into  very  stronii  pickle* 
The}'  contend  tliat  more  care  must  be  taken  against  the  use  of  weak  pickle, 
which,  all  admit,  h  very  iojurions.  As  a  matter  of  fact  sea  water  is  used, 
especially  at  Monte  Video*  The  pickle  is  usually  placed  near  the  hatch- 
ways in  a  large  cask ;  ii  is  lowered  into  the  hold  in  buckets,  and  poured 
on  the  hides  genlly  as  if  from  a  watering  pot.  There  is  considembk 
waHle  when  a  pump  is  used.  It  has  been  suggested  that  a  flexible  hose, 
having  at  the  end  a  pliable  tap  and  perfonited  nozzlcj  might  save  time 
and  labor;  this,  however,  could  scarcely  be  done  without  the  aid  of  a 
force-pump.  It  is  the  jmictice  wilh  ships  which  arrive  with  cargoes  of 
Bait  to  retain  on  board  sufhcient  lo  pickle  their  cargoes  of  bides.  8hips 
not  bringing  cargoes  of  «alt,  have  it  brought  off  in  whale  boats  or  small 
lighters,  (about  50  fancgas  in  each),  the  crews  of  which  lay  the  salt  on 
the  sbip*s  deck,  firBt  placing  something  under  to  keep  it  from  the  planks. 
Careful  masters  gather  all  the  stray  salt  after  loading,  and  throw  it  on 
the  hidca  occasionally  on  the  passage  home;  the  dampness  of  the  ship 
will  soon  converl  It  into  pickle;  this  preserves  and  makes  them  Inm  out 
better  on  discharging.  Wnnn  lIjc  last  part  of  a  cargo  has  been  stowed 
OD  the  slojjf,  and  m>  pickle  has  been  llirown  on  it  during  the  passage 
home,  considerable  loss  of  frciglit  has  occurred  iu  consequence  of  damage 
lo  the  uppermost  bides  and  to  the  outer  edges  of  those  next  below,  ft 
is  almost  unnecessary  to  add  that  under  no  con^iideralion  should  hides 
be  stowed  in  this  way,  but  (I  at  as  et  ye  where  directed.  Merchants 
recommend  the  fore  and  after  hatches  to  be  kept  open  in  tiiie  weather, 
on  the  passage  home,  to  let  off  the  steam  from  the  liides.  It  is  desira- 
ble for  all  interests  ibat  the  cargo  should  be  delivered  in  good  condition. 
Close  aiteution  is  usually  paid  al  the  commencement  ot  the  discharge, 
wilh  regard  holh  lo  the  stowage  and  the  jiickling.  Masters  are  some- 
times persuaded  to  lake  in  more  salt  for  pickling  titan  is  necessary, 
under  the  pretence  thai  the  overplus  will  belong  to  the  ship  on  uirlvd. 


STEVENS    ON    STOWAGE. 


275 


Unless  there  is  a  stipuktion  to  the  conirary,  no  freight  is  [HIDES 
payable  on  ihe  salt  which  belongs  to  the  shipper  or  his  agent  al  the  port 
of  discharge.  On  the  discharge  of  a  cargo  of  salt  hides  it  ia  usual  to 
calculate  that  there  will  be  a  loss  in  freigbt  of  15  per  cent,  that  being 
about  the  proportion  of  tlie  salt  used  in  stowing.  The  loss  of  weight  by 
drying  and  evaporation  is  calculated  at  from  3  to  6  per  cent.  Masters 
Lave  had  to  submit  to  large  dediiclions  through  injury  from  the  effluvia 
of  decomposed  bides ;  the  freigbt  has  been  sometimes  absorbetl  al  together; 
in  the  caae  Montoya  v.  London  Assurance  Co.  the  underwriters  were 
licid  liable  fur  injury  thus  caused  to  tobacco  stowed  over  iiides. 

4(>3  One  iirm,  which  has  had  great  experience  in  tlje  trade,  adopts 
llie  following  form  of  charter  party,  which  includes  their  iustruclions  for 
stowing  satted  hides, 

464    Charter  Party.    London,  It  is  this  dn^  mutually  ngreed 

between  of  the  good  ship  or  vesael  culled  ibe  clii-^sed 

and  coppei'ctd,  of  the  burthen  of  tonSi  register  meaaurement,  or  ihero- 

•boots,  now  aud  HAVORCfT  &  Pethick,  Mercbams.     Tliat  the  said 

abip  being  tight,  staunclv.  and  strong,  and  every  way  fitied  for  the  ToyBgt'  shall, 
will  fUl  couTcnient  speed,  wail  and  proceed  to  and  tbere  load  from  the 

chartei*era'  agent  a  full  and  rcimpleLe  cnrgo  of  sitlt^  in  rcgidur  turn,  aud  there- 
finlh  proceed  to  Monte  Video,  for  orders,  to  be  given  witliin  forty-eight  hours 
after  written  notice  of  arrivul,  tn  tliscliarge  tbere  or  at  Buenos  Ayrcs,  or  in 
the  Hirer  Uruguay,  not  higher  than  PajsaTKlu,  or  in  the  lliver  I'arana,  not 
higher  than.  HoaariOf  and  deliver  the  sauie  on  being  paid  freight  at  the  rate 
of  per  ton  delivered  as  custouiary.     Should  the  vessel  he  required  to 

2o«ul  the  homowiud  caigo  at  any  other  port,  suttident  salt  to  be  left  on  board 
for  baUast.  The  days  occnpied  in  sbiftiiig  ports  not  to  count  as  lay  days, 
after  which,  llie  vessel  to  be  made  ready  and  l-md  fi-om  the  charterers*'  agent 
«  full  and  complete  cargo  of  salu^d  hides,  •^^  tallow  "J  other  lawful  produce ; 
which  the  stiid  nterch tints  bind  themselves  to  ship,  not  exceeding  what  she 
Cin  reasonably  stow  and  carry  over  and  above  her  tackle,  appai'el*  provisions^ 
and  fiiruilure ;  and  being  so  loaded,  shall  theifjwilh  proceed  to  Qiioenstown 
cr  Falmouth,  for  orders,  which  are  to  be  sent  in  course  of  post,  in  reply  to 
mmstrr's  Ifltier  on  Arrival ;  to  discharge  at  a  safe  port  in  the  United  Kingdom, 
or  on  the  Couliuent  between  Hamburg  and  Havre  inclusive,  or  so  near  there- 
uuto  aa  ahe  may  safely  get,  and  deliver  the  homeward  cargo,  being  poid  freight 
lor  tallow  •?  wet  salted  hides,  at  the  rale  of  BluliingB  if  loaded 

al  Monte  Video  or  Buenos  Ayrca,  shiUings  if  loaded  or  dis- 

"II  Ih^  livers  as  above,  per  ton  of  20  cwl.  delivered  and  twenty 

per  ton  for  bouts  "^  horns,  for  dunnage  only,  at  mastei^s  option  as 
Uf  quantity. 

The  net  of  God,  ihe  Queen's  enemies,  fire,  and  all  and  every  other  dangers 
find  JV'cidenls  of  the  seas,  rivers,  and  navigation,  of  whatever  nature  and  liind 
ioevtr,  during  the  said  voyage,  always  excepted^  Other  gooila  (if  shipped)  to 
pay  frvight  iu  full  and  fair  proportion  to  sailed  hides.  The  cargoes  to  ba 
"  nought  to  and  takcu  from  alongside  at  charteren*'  ri^k  and  ozpeilBe« 


276 


STEVENS    ON    STOWAGE. 


Ft'eiglit  to  be  paid  as  follows : — eufficient  cash  for  ship'B  (li8bui*se-  [HIDES 
meDtB  ot  ports  abrotul,  at  current  rate  of  exchftnge^  eubjcct  to  Lbe  usual  charges 
for  conimissiou,  insurauce*  and  iutereat,  till  the  freight  is  earued,  and  th^ 
biilanco  of  salt  freight  after  delivery^  by  tJie  master's  drol't  ou  chartererB,  pftyablo 
in  Loudoti  at  niuety  days'  sight.  For  the  homeward  caigo,  one-third  iii  cash, 
on  the  truo  and  right  delivery  of  said  cargo,  at  final  i>ort  of  discharge,  and. 
the  balancfl  by  good  aud  approved  bill  on  London,  at  three  tnotiths*  dale,  or 
cash  equal  thereto,  at  mercIiAnt's  option.  The  roaster  to  sign  bills  of  lading  as 
jjresented,  without  prejudice  to  this  charter  party,  iiid  to  atibrd  in  discharging 
a?id  !oadin|T  all  |iractieable  assistance  by  means  of  the  ship  a  boats  und  crew, 
agreeable  to  custom  of  the  port.  The  ship  to  be  consigned  to  the  chartGrers 
or  their  agent  at  all  pc»rtB,  paying  conimission  at  the  discharging  ports  only, 
say  2i  per  cent,  on  each  freight.  The  salt  for  stow  ft  go  to  be  brought  homo 
free  of  freight.  ruuning  days  (Siuidays  excepted)  to  be  allowed  the 

said  merchants  (if  the  dup  is  not  sooner  dispatched)  for  unloading  the  Bait 
and  loading  the  homeward  cargo.  days  on  dcmurruge  over  and  above 

the  said  laying  duys,  at  pounds  per  day.     The  homeward  cargo  to  be 

di^Uarged  with  all  poi?sible  diapatch. 

Penalty  for  no o -performance  of  this  agreemeDt 

Instructions*  1st.  The  ship  to  be  well  dunnaged  with  either  horns  or 
bones  to  the  level  of  iho  keelson  ;  the  dunnage  to  be  continued  up  the  aides 
of  the  vessel,  of  the  thickness  of  at  least  two  horns  or  bones,  taking  car©  that 
in  no  case  any  hides  touch  the  sides  or  skin  of  the  ship. 

2nd.  If  it  be  possible,  let  the  whole  length  of  the  hold  be  stowed  in  one 
bulk,  without  any  breaks,  except  those  at  the  masts  and  ptimp  eases,  which 
parts,  as  well  as  the  beams  of  the  vesself  to  be  dunnaged  as  directed  ;  should 
there  be  a  necessity  for  the  separation  of  bidks*  the  space  between  to  be  filled 
with  salt,  aud  carefully  covered  over  to  prevent  water  from  leaky  decks,  or 
otlierwise,  from  getting  down  between  the  bulks. 

ard.  The  hides  to  be  laid  out  perfectly  tliit  and  leTeI,«nd  each  hide  to  btt 
copiously  su])pUed  with  both  salt  and  strong  pitkle,  and  not  to  be  doubled  or 
folded,  except  when  uDaYoidably  necessary,  for  the  keeping  the  bulk  level, 
and  at  the  fore  anil  after  ends  of  the  ship,  and  when  folded  the  folds  to  be 
well  pickled  and  salted. 

4th.  The  top  of  the  cargo  to  be  left  perfectly  level,  bo  that  salt  and  pickle 
may  be  applied  to  it  during  the  passage  home ;  the  captain  taking  care  to  retain 
from  15  to  20cwL  of  aalt  for  that  purpose, 

6th.  During  the  passage  home,  the  after  and  fore  hatches  to  he  kept  off, 
when  the  weather  will  permit,  and  thus  allow  the  steam  of  the  cargo  to  escape. 
If  these  instructions  are  attended  to,  and  the  top  of  the  cargo  kept  strewed 
with  salt,  there  will  be  no  damage. 

460  Great  diHerence  exists  in  the  ivejght  of  bonea;  fresh  unsteamcd 
Bhinhoness  (being  solid)  are  very  heavy.  Wben  bones  become  tdd  ibey 
lose  much  of  tlieir  weight,  especially  fine  bones,  such  as  ribs*  Stcaniin;? 
diminishes  weight;  ^hinb^>ncs  not  so  much  as  others.  Old  stcameil  line 
bones  are  very  light  and  tloat  on  water.     Bones  are  subject  to  loss  of 


I 

I 


STEVENS    ON   STOWAGE. 


277 


weiglit  on  Uie  passage,  and  llie  diBcharge  is  always  less  ihan  [HIDES 
the  in-lake  J  even  duiinage  bones  used  under  salted  hides,  lose  weight, 
notwithsianding  iheir  coniact  wiih  salt.  When  hones  Wra  part  of  a 
cargo  with  hane-asU  it  is  desirable  to  place  them  in  the  ends.  A  bed  or 
rming  slic7tild  be  formed  for  the  hone- ash.  The  freight  for  hone-ash  is 
asually  12  per  cent,  less  than  for  salt  hides.  1,000  horns  are  usually 
taken  as  a  ion,  hut  thry  are  frequently  freighted  hy  weight;  it  will  take 
nearly  2,U0O  to  iveigli  a  ton* 

466  When  a  ship  loads  dry  hides  or  wool,  masters  otight  to  provide 
themselves  with  dead-weight  goods  for  ballast,  generally  salt  hides,  and 
rarely  casks  of  tallow.  For  a  siiip  of  3CK>  ton,  nhoui  2,000  salted  hides 
are  required  for  ballast*  A  full  cargo  of  Lallow  in  casks  gets  dper  cent, 
more  than  salted  hides. 

4G7  Capt.  y.  Fkenstra,  an  iiuelllgent  shipmaster,  published  at 
Amsterdam,  in  I860,  (C  F.  8temler),  a  hand  hook  of  the  Kiver  Plate, 
chiefly  in  reference  to  die  continental  trade,  in  which  he  says  "  merchants 
prefer  shipping  a  large  quantity  of  salted  hides,  rather  than  tallow  should 
he  taken  for  ballast.  The  space  occupied  by  tallow  h  greater  than  the 
gain  hy  weif^hu  Usually  when  the  freight  of  tallow  is  50m  dunnage  bones 
pet  20s*  My  mode  of  stowing  is  this :  — I  first  lay  a  row  of  casks  on 
the  chip's  floor;    remainder  in   the  wings  and  ends.     The  salt  hides 

r  between »  This  is  convenient,  as  it  not  only  prevents  water  from  coming 
to  the  hides,  but  the  ship  is  easier  at  sea,  because  the  heavy  part  of  the 
cargo  is  higher  in  the  bold.  At  Buenos  Ayres,  stevedores  are  usually 
paid  50  paper  dollars  per  day ;  generally  there  is  a  second  at  the  same 

»rate;  when  a  stevedore  rcmainji  on  board,  be  gets  half-pay  if  there  is  no 
stowage,  but  full  pay  if  there  is  work  for  only  quarter  of  a  day;  he  is 
fed  on  board,  At  Monte  Video  I  have  paid  a  stevedore  Jj6  of  &  patacons 
(or  about  20jt]  per  1,000  dry  hides.  Two  stevedores  of  the  Saladero  SU 
Candida  bij  Conception  del  Uruguay ^  1  paid  in  1855,  as  follows: — 

1 ,000  lutli  cow  hides  « , . .     t  8  pe«ofr  plata 

l,OtXiary      ditto       .... 7 

Toa  oi  bones 1 

1,000  Mlt  lior»o  bidei      ,,  7 

And  at  Cjualaquaychu,  in  1855, 

1,000  Mlt  horM  bldeii i  4  peiKM pliifca 

1^000 cow  liide« B 

1,000  dry  cow  hidei      7 

Tou  li  one* 1 

113  bttlei  ludr  (prested)      ...,....*.. 7 

^46H  **  When  a  ship  is  chattered  for  salt  bides  or  other  *  lawful  mer- 
elmndize*  in  proportioni  with  the  nece^^iury  dunnage,  the  niercltant  is 
olliged,  if  he  >A\\\y^  dry  hides,  to  supply  dunnage  bides  also;  hut  for 


iLose  hides  no  freiglit  h  paid,  such  being  the  custom  tliere.  [HIDES 
After  ihe  dunnage  is  hud,  it  is  usual  to  place  a  layer  of  hides  on  it,  with 
the  hairy  aide  uppermost,  spread  out  like  a  bed  sheet;  two  men  lay  each 
hide.  Each  pair  keep  tlieir  own  side  or  place,  so  as  to  carry  on  the 
stowage  equally.  On  each  side  of  the  hold  there  is  a  salter,  who  throws 
bandsfuU  of  salt  on  the  spread  hides.  When  they  are  laid  and  salted, 
the  pickle  is  poured  on.  The  last  hides  are  laid  like  all  the  otbers  with 
tlie  hairy  side  up  ;  they  are  covered  wkh  u  plentiful  layer  of  yalt;  this  is 
especially  necessary  to  prepare  for  deck  leakage,  as  the  salt  would  be 
converted  into  pickle.  It  is  usually  considered  satisfactory  when  600  ox- 
hides are  slowed  daily.  With  my  crew  and  one  stevedore  I  could  load 
and  stow  l,0€O  hides  per  day.  Sometimes  we  coidd  stow  only  800  hides. 
Ships  which  cany  300  or  400  ton  d e ad -w eighty  usually  700  or  800  per 
day;  larger  ships  could  stow  more." 

469  Dry  hides  from  the  River  Plate  and  Rio  Grande  are  sent 
chiefly  to  Antwerp,  Hamburg,  and  other  continental  ports;  a  ship  will 
usually  carry  about  half  her  burtbcu  of  dry  hides;  in  reference  to  their 
stowage,  Capt.  Fhenstha  says,  "  when  the  salt  bides  for  dead-weight  are 
stowed,  the  dunnage  hides  are  laid  on  lhem>  the  naked  side  downward. 
If  the  hold  is  ready  the  double-folded  hides  are  flanthed  over  the  ship; 
they  remain  duuble-folilcd.  When  the  hold  is  full  to  within  3  or  4  feet 
of  the  deck,  the  stowage  is  stopped*  The  screwing  is  done  as  follows  : 
a  layer  of  hides  is  placed  each  side  until  it  reaches  the  deek,  in  order  to  get 
the  proper  stowage.  A  lot  of  old  cask  staves  are  then  laid,  to  obtain  a  better 
entrance  for  the  screwed  hides ;  they  should  be  packed  like  a  quire  of 
paper  one  inside  the  other,  about  20  or  30  in  a  lot.  When  the  first  lot 
is  driven  in,  then  follows  another  and  so  on,  until  no  more  space  remains. 
Special  attention  is  necessary  when  stevedores  are  employed  by  the  day, 
that  they  do  not  screw  too  strongly,  for  the  value  of  the  time  lost  exceeds 
that  of  the  freight  gained.  It  sometimes  happens  that  small  ships  are 
not  broad  cnougli  for  tlje  length  of  two  hides;  in  that  case,  one  or  two 
ought  to  stow  the  smaller  hides.  The  quantity  which  could  be  pressed 
daily,  depends  on  circumstances;  sometimes  on  the  industry  of  the 
laborers.     It  is  usually  calculated  with  a  screw,  from  400  to  500  hides, 

470  "The  freightage  of  dry  hides  depends  upon  the  terms  of  the 
charter  party.  If  dunnage  hides  are  agreed  on,  it  is  customary  to  obtain 
tlry  horse  hides,  which  are  fastened  at  tlie  uj^per  corners  with  two  nails. 
One  layer  is  laid  witli  the  hairy  side  up,  to  cover  the  salt  ballast  hides; 
they  are  usually  freight  free.  1\\  howei^er,  this  is  not  stated  in  the  charter 
party,  the  merchant  is  not  obliged  to  supply  dry  hides ;  horns  or  bones 
could  be  obtained  to  lay  between,  the  same  as  tliose  used  fiu*  dunnage 
under  salt  hides.  When  a  ship  is  chartered  with  a  general  cargo,  and 
there  is  more  than  one  shipperj  it  will  be  necessary  for  the  master  to  lay 


STEVENS    ON    STOWAGE. 


270 


I 


jtlaiikB  or  10  purcbase  borse  hides,  which  slow  better  and  do     [HIDES 

not  occupy  so  much  space  as  horns  or  bones.  Somo  ships  lake  no  dunnage 
fur  ilm  i»urpose,  but  this  is  contrary  to  custom,  and  ii  is  better  to 
buy  horse  bides," 

471  In  slowin^dry  California  hides,  Dana  says,theballastis  levelled 
offjust  above  ibe  keelson  and  duunaged.  Whew  within  four  feet  of  the 
beanjft  a  pile  is  raised  in  the  after  part,  close  against  the  bulkhead,  and 
crowded  in  by  hand  and  by  oar.  Then  a  large  book  of  25  to  50  hides, 
doubled  at  the  back,  receives  the  sharpened  ends  of  two  long  heavy  spars, 
to  uhich  straps,  tackles,  and  purchase-blocks  are  fitted,  and  all  hands 
tuke  the  falls,  and  the  book  is  wtll  entered.  The  tackles  are  then  nipped, 
iilraps  and  toggles  clapped  upon  the  falls,  and  two  more  tu  If  tackles  htrnked 
on^and  thus,  luff  upon  kill,  where  one  hide  could  not  be  forced  by  hand, 
a  hundred  are  often  driven  ;  although  the  beams  may  be  started  by  the 
power  used,  the  cargo  will  loosen  before  rounding  Cape  Horn, 

472  A  I^iverpool  merchant  of  sume  exjierience  says,  thai  Rio  Grande 
iKmd-ash  being  finer, can  be  used  in  the  potteries;  whereasi  that  iVoni  the 
Hirer  Plate  rannot ;  when  one  is  valued  at  £6  0«  the  other  niay  be  £4  10a ; 
sometimes  it  Is  damp;  the  evaporation  on  the  voyage  to  England  is 
os».ially  *5^  cent,  occasionally  10  J>  cent.  He  recommends  that  a  cargo 
should  consist  of  two-lhirds  bone-ash  aind  one- third  bones.  The  bones 
should  be  used  for  dunnage  beluw,  in  llic  bilges  and  the  ends,  retaining 
enough  to  cover  the  ashes  well.  Nearly  all  the  evaporation  from  the 
•&hes  will  thus  go  into  the  bones,  and  rather  increase  their  weight  to  the 
proieciion  of  the  ship.  Loading  and  unloading  will  also  he  greatly 
facilitated,  when  compared  with  the  ordinary  mode  of  slowing.  The 
ashes  being  kept  from  immediate  contact  with  the  ceiling,  sides  and 
deck,  the  risk  of  injury  to  them  will  be  decreased.  Some  roasters  eon- 
*idcr  that  by  its  extreme  dryness  bone-ash  will  draw  the  salt  from  the 
inner  wood-work  and  encourage  dry  rot ;  others  fear  that  bone-ash  intro- 
doccs  worms  into  the  ship's  frame.  Bones  are  frequently  scarce  at  Rio 
Cfnuule  where  horn  piths  are  much  used  for  dunnage. 

473  On  the  shipment  of  boEe-ash,  bones,  &C.  in  the  River  Plate, 
CapL  Feknstra  says, "  it  is  usual  in  chartering  for  bone-ash  and  bones,  to 
lake  two-thirds  weight  of  bcne-ash  against  one-third  bones.  If  the  mer- 
chant supplies  steamed  bones  the  proportion  is  advantageous ;  this  applies 
chiefly  to  ships  which  have  more  spare  than  they  can  load  in  weight. 
If  instead  of  ordinary  steum  hunes«  steamed  or  dried  ribs  are  supplied, 
iJjcy  will  be  (onnd  to  weigh  very  light,  and  as  the  merchant  cannot  claim 
;inore  than  twice  the  weight  of  bone -ash,  tlio  result  will  he  di^>udvanta- 

ous.  It  does  not  often  occur,  but  1  have  been  so  situated  that  the 
merchant  has  sent  mc  lighters  full  of  such  ribs,  which  had  scarcely  any 
weight  in  them  j  it  happened,  however,  that  the  merchant  could  n(»t  obtain 


280 


STEVENS    ON  STOWAGE. 


more  bones  and  was  obliged  lo  send  bone-aeli  insteadj  so  [HIDES 
thallcould  load  my  sbip  as  deep  as  I  liked.  To  prevent  such  disagt'eenjcn  is 
I  sboiild  recommend  masters  when  i-liartering»  lo  obtain  iLe  fuilowing 
conditions:  *llie  sbip  to  be  biaded  wiib  a  full  and  complete  cargo  of 
bone-aab  and  bones.  No  more  booes  lo  be  b>aded  tban  tbe  master  approves 
qV — [very  doubtful.]  Bones  should^  if  possible,  be  ubtain**d  witb  bone-  1 
-a&b,forboiie-asb  is  very  beavy,  sometimes  beavier  ibiin  suit,  and  would 
cause  tbe  sbip  to  be  oneasy  at  sea. 

474  "I  once  loaded  bone-aab  in  ibe  Parana,  in  tbe  motiib  of  the  | 
Ouiilef^iiay,  in  whicb  river  ibe  town  of  tbe  same  name  lies.  When  we 
came  lo  Monte  Video  ibe  cargo  was  so  dreadfolly  hot  that  we  could  not 
keep  our  bands  iu  it  a  foot  deep.  I  wish  to  prove  by  ibis  tbat  it  Wtis  DO 
bone-asbj  ahbougb  ii  lias  been  usually  aj^tcd  by  ibe  meridian  is  there 
tbat  it  should  go  by  that  name.  My  crew  were  very  uneasy  as  they 
feared  it  would  ignite ;  I  ordered  them  to  throw  fire  on  it,  and  as  it  did 
not  ignite  they  became  satisfied,  A  survey  was  held  by  a  Dutclj  masler 
and  a  sliijijier  of  bone- ash ;  ihey  agreed  tiiat  it  was  very  hot,  but  not 
ignilible.  What  was  I  to  do,  to  make  a  geuera!  average  of  ll,  and  place 
tbe  bone-ash  in  lighters  to  cool  ?  that  would  have  been  moat  expensive, 
and  being  valueless  it  could  coulribule  very  little  towards  the  average. 

I  therefore  determined  to  proceed^  aud  as  I  had  to  pa?s  the  whole  of  tbe 
Brajiilian  coast,  I  obtained  a  certificate  from  two  merchants,  countei-signed 
by  the  Netberlands  Consul  at  Mi>nte  Video,  as  fullow^s  :  *We,  tbe  under- 
signed, certify  tbat  in  all  our  experience  as  shippers  of  bone-ash,  we  have 
never  liad  a  vessel  in  which  fire  has  occurred,  nor  do  we  consider  tbat  it  is 
au  inlltimniable  cargo,  as  prior  to  shipment  it  is  burnt  to  such  an  extent  that 
there  is  nothing  left  but  pbospliale  of  lime  aud  a  very  small  proportion 
of  original  matter,  tbe  truth  of  which  is  proved  by  the  analysis  daily 
received  from  England.'  We  afterwards  found  less  beat,  and  in  about 
four  weeks  it  was  gone  entirely  ;  on  discharge  tbe  bone-ash  was  perfectly 
dry.  During  the  passage,  when  tbe  weather  permitted,  tlie  fore-^hatch 
and  tbe  after-hatrb  were  opened  bv  day  to  give  as  much  ventilation  as 
possible.  After  tbe  discharge  of  tbe  cargo  we  could  not  perceive  that 
any  injury  bad  been  done  to  the  ship.  Ashes  and  bone-ashes  are  subject 
to  loss  of  weight, 

475  "  Horns,  like  sbinbones,  are  used  for  dunnage ;  1,000  are  rated 
against  1  ton  of  bones.  Horns  are  preferable;  on  a  wharf  1,000  occupy 
more  sjiace  than  a  ton  of  sbinbones,  but  if  pmperly  stowed  llicy  take 
less  space  aud  are  much  lighter.  With  an  entire  cargo  of  salt  hides, 
btmes  are  preferable  to  horns  ;  but  with  dry  bides  (liaving  salt  hides  for 
ballast)  a  master  must  be  guided  by  his  experience.  Sometimes  a  vessel 
is  fixed  fi>r  *  salt  hides  — other  Laufiil  lueiehandize  in  proportion.'  If  the 
proporlionale  rules  are  md  stnicd  in  the  charter  party,  disputes  usually 


stevi:ns  on  stowage. 


281 


follow,  Harrison's  Freighter's  Guide  may  be  faun d  useful.  [HIDES 
As  pressed  dry  hides  can  be  belter  slowed  ihan  iiu pressed,  it  h  calculaled 
at  Buenos  Ayres,  that  dry  should  pay  double  as  miicli  as  salt  hides;  and 
the  bales  by  measurement  about  5f  or  10»  less  than  the  ton  weight  of  salt 
bides.  Occasionally  there  is  not  oiore  caliudated  for  ballast,  salt  hides 
under  dry»  than  lOs  or  I  ;lv {p-  ton  to  conliuenial  ports,  I  ivas  once  chartered 
lit  45i  ^  ion  of  salt  hides,  and  received  a  lar^c  quantity  of  dry  hides,  un- 
pressed  hair,  and  horns,  as  cargo,  to  fill  up  for  deOcicncy  of  hides.  Being 
ordered  to  Aiitwerj)  I  made  the  freight  account  upnilh  the  broker  according 
lo  Harrison,  which  was  not  accepted  by  die  receiver  of  ihe  carj^o  as  being 
customary  at  Buenos  Ay  res,  where,  for  dry  hides,  double  the  freight  of 
I  salt  hides  is  paid,  and  for  the  weight  of  un pressed  hair  3^s,  We  agreed, 
fts  far  as  weight  was  concerneclj  for  the  salt  hides;  but  for  the  measure- 
ment  goods  there  was  a  great  dilFerence  between  us.  The  horns,  which 
were  shipped  as  dunnage,  I  had  received  as  cargo,  and  it  was  bo  stated  in 
the  bill  of  ladings  Our  accounts  difl'ered  about  £150,  I  held  that  by 
[the  River  Plate  proportion  the  whole  was  received  as  a  general  cargo  to 
k  fc«  calculated  according  to  IIahrisun  ;  the  merchant  disaj:^reed,  but  after 
ft  long  delay  he  paid  £100  over  his  calculation.  No  solicitors  were  em« 
ployed  ;  and  I  made  a  much  belter  freiglil  than  with  salt  hides  alone, 

47G  In  the  East  Indies  hides  should  be  engaged  only  from  first-class 
firms,  with  a  specification  that  they  are  well  diied.  Native  shippers 
Lave  sent  them  on  board  insufliciently  cured,  and  sevei'al  passenger  ships 
suffered  thereby  from  fever  and  sickness,  At  Calcutta  the  bales  are  about 
.  6  or  6  feet  long.  They  are  shipped  at  all  seasons.  At  ^lelbourne,  hides 
'  ire  sal  ted «  folded  into  a  squarish  parcel,  and  tied  with  yarn.  Hides,  Sec. 
are  prohibited  to  be  landed  in  Baltimore,  U,S.  at  certain  periods. 

477  Damaged  cargo.     In  the  Couimon  Pleas,  Febniary  20,  ls5H.     The 
^Ontario  loaded  .'JOU  bales  Patna  hides  at  Calcutta,  but  bad  weatlier  forced  her 

Wk;  she  remained  four  raoutiis  in  the  harbour;  defendant,  Paobi,  refused  to 
Accept  the  hides,  alleging  that  they  were  tleterioratcd  by  salt  water,  ravage  by 
moth,  Stc,     Verdict  for  plaintiff. 

478  Average*  in  the  cause  Roux  v.  Salvador,  the  subject  matter  of  tlie 
insurance  was  hides,  warranted  free  iVotn  "particular  average,"  shipped  on 
hoard  the  Haxehtine,  at  Valparaiso,  for  Bordeanx,  and  which  owning  to  stress 
of  wealher,  was  obhged  to  put  into  Rio  Janeiro,  The  jury  found  that  they  were 
80  damaged  by  sea  peril  thut  they  could  not  have  arrived  in  the  form  of  hides. 

4711  ProportioEate  freight.  A  British  vessel  Is  elmrtt^red  at  Hamburg 
by  a  German  houi^e,  to  load  at  13uenos  Ay  res  a  cargo  of  hides,  and  to  call  at 
Cowes  for  ordera ;  freight  ill  sterling  ^^  ton  (2,240tb  )  for  dry  hides,  and 
£2  lOi  for  wet,  otber  goods  iu  full  and  fuir  proportion,  according  to  the  cui^toui 
of  the  port  of  lading.  If  the  vessel  is  loaded  with  a  full  and  coTnjdelo  cargo 
of  dry  hides,  the  height  for  the  necesi^ary  wet  hidiS,  rerpured  for  htilliist^  to 
bo  Te<luccd  to  Wt.  Ttio  caidain  is  bound  to  sign  biJls  of  lading,  and  te-charter 
at  any  rate  of  freight,  without  reference  or  prejudice  to  this  charter  parly . 

I  K 


STK\' RNS   ON    STOWAGE. 

The  fillip,  300  too  Lurtlm^n,  is  loaded  with  20  ion  of  dry  hides,  and  [HIDES 
is  fillt'd  up  with  hales  aud  00  ion  wet  hidea.  Charterer's  agents  re-charter  her, 
and  hillB  of  lading  are  si;*ued  hy  the  eaptitin,  as  presented  hy  them^  at  4=0*  and 
f>^cent.  for  bales  and  wet  hidea.  The  ship  dischargei?  her  cargo  at  Ant- 
werp, The  consignees  pay  freight  in  accordance  with  bills  of  lading,  and 
refer  the  captain  to  the  original  charterer  for  balance  dno  as  per  charter  party* 
On  Hpplication  to  the  Hamburg  house  it  refuses  to  pay  the  ditfereuce,  and 
plenda  *'not  indebted/'  The  editor  of  the  Gttzelfe  is  asked:  whetlier  the, 
owners  are  not  clearly  entillcd  to  ^Qs  on  the  wet  hides»  and  47it  iSd  on  the  bales?  \ 
and  is  answered:  the  owners  are  entitled  to  oOh  on  the  wet  hides,  and  that 
taking  the  proportion  of  freight  as  between  wet  hides  and  bales,  for  vessels 
on  berth  at  Buenos  Ayres,  on  the  31st  October,  1857,  tlie  owners  would  be 
entitled  to  57^  l^ti  on  bales,  as  compared  with  wet  bides  at  50*. 

480  Upon  this  a  correspondent  says :  I  think  you  have  been  led  into  an 
error  as  to  the  meaninj^  of  the  word  **  bales,"  as  introduced  by  your  q^uerist, 
and  that  bales  of  wool  or  hair  are  really  meant;  and  on  reference  to  tho  rates  j 
at  Buenos  Ayres,  they  are  quoted  at  exactly  half  the  rales  for  dry  bides,  which 
in  the  present  in^tan«e,  would  give  only  40f  for  the  bales ;  be  is  told :  the 
contract  in  the  letter  referred  to  was  ^4  fe>  ton  for  dry,  and  50j  for  wet  hides; 
other  goods  in  proportion.  She  was  loaded  with  20  ton  dry  hides,  and  filled 
lip  with  hales  aud  <^0  ton  wet  bides;  the  bills  of  lading,  signed  without  pre* 
jndico  to  charter  party,  hnnping  the  wet  hidea  and  bales  at  40jj  ;  nnder  them 
therefore,  the  40*  is  conclusive;  but  cakulatiog  on  the  full  and  fair  proportion 
stipulated  for,  and  taking  wet  hides  at  3&*  and  bales  at  40*  (the  proportion  Oct 
81,  for  vessels  on  berth  at  Buenos  Ayres),  the  returns  would  give  (taking  wet  ^ 
hides  at  50*  as  covenanted  for  uiider  the  charter  party)  precisely  the  proportion 
stated.  If  the  hales  were  wool  or  hair,  which  was  not  stated,  and  the  calcuJa- 
tion  was  made  on  the  dry  hides  (instead  of  the  wet)  40«  would  be  the  pro]iortion. 

Tonnage*  l?  ton  salted  hides  oecvipy  852  cubic  feet  or  I  keel.  Bengal  and 
Bombay  ton  50  cubic  feet  screwed  bides  &c;  ^ladras  14cwt;  Boriibay,  12cwt. 
loo&e  and  small  bundles.  Manillas  go  by  weight.  Anstralis,  SO  cwt;  Bahia,  12  f 
dry  hides.  16 salted,  20 green;  New  York,  10  cwt. dry;  Baltimore,  l,l'>orb. 

Freight.  Dried  Baltic  hides  receive  ibree-eighths  more  than  freight  of 
clean  hemp  per  tun  grotis ;  wet  or  salted  two-thirds  freight  of  clean  hemp  per 
tan  groM.  When  wheat  is  U  |3'  quarter  freight,  dried  hides  are  rated  at 
19l  4ii  ^  ton.  A  dicker  of  bides  consists  of  10  skins,  and  a  last  of  20  dickers^ 
In  some  places  12  dozen  skins  make  a  last. 


FHOTAOE^BTTEE  WlAIE. 


Puinl  iDdia 

la 

Btiction 

Ayret 

Bueno* 

AjTVt  to 

Pokit 

Meridlcin 
Bftiik 

15 
SO 

Dollirs 

75 

150 

Poll  an 
50 
86 

90 

lyo 

100  EogliBb  feet^lOB  Biii|^- 


8TKVRNS   ON  STOWAGE. 


283 


HABBaUB  BTTES—BlTEirOB  AYBES. 

Itimtrdt,  12  reals  copper  per  meftsurel  ton.     Oatwctrdiff  ditto,    BaUa$tt  6  reals  per  ton. 

Bs^RTiva  Inwards — Custom -Tiouao 92 

Viajt$6,   register  $1,    gratuity  980    37 

—  129 
OxnirAims — Seals  for  the  opeMug  of  register  for  loadlxtg   ..,«..      SO 

Costom-hoiue  officers  *.•,,.., 50 

Seals     , $33        CftptikiiLof  port   $20    ...*      66 

—  186 


8«j  for  a  sliip  ol  SQ5  meaHuremeut  toii»,  willi  cargo  in  and  ont,  yiz  :-^ 

Bm  of  Itetltli  in  t^e  Sound C.  doL  4G40 

Pilotage    .*...., , 10 

Opening  register  for  discharge 19*320 

finoy  money,  2  real  per  ton  (305  ton). ....  76*200 

Opening  register  for  loading ..*...  lil'320 

Goard^  at  $11^  day,  §ay  60  days    GO 

Kotary,  In  and  Out , . . . .  10 

Reporting  and  elcaring  $15      Pilot  oulwurtb    $i     ..  la 

BUI  of  health ,  hospital,  flag-inoncy,  and  b-oat  expenses  ID'SaO 

Light  dues  half  silvor  real  (60  centeaimo)  per  ton  ....  22^700 

267160 
Noting  protest Ztid, 


C1TST0M    OF    TSE   FOEf   07    EIP    OEANBE   DO   SITL. 

Tk^  propartioaal  difFerence  on  Freight  between  Wet  Saltcu  Uwtiti  and  other  prodn 
ahipptii],  m  as  follows:- 

TiMJLow,  io  cases  or  casks 

Jaiaaii  Bemw 

Tijxow  or  OttiusK  in  pipes,  1-pipes,  or 

^]up*-4  (an  entire  cargo)     * . 

li.^t  A»a      ...*. i r 

bffKV£ci,  looae  or  in  barruls    .,,»*..«*«  f 


The  same  rate  oa  for  Wet  Snlted  BM««, 
bat  on  RTusi*  wtu^^ht  dcJifered. 

10  ^  eeut.  more  thuii  fur  Wet  Salted  Hides, 
on  grosa  weight  di^liYcred. 

12  ^  cent  less  than  for  Wet  Salted  Hidei. 


For  Wool  in  Bales  on  IlAm  in  Bags  : 


Wh«n  like  reBifet  is  entirely  loaded  with 

tiieae  articles « 

U  Uwded  with  three-fourths  of  her  cargo 

U  loMled  with  half 

If  loaded  with  one-fonrth      «• 

If  loaded  with  seven-eighthR 

I  r  loaded  with  lets  than  iereti-elglitlu  . . 


1  GO  (If  cent,  more  than  for  Wet  Salted  Hid«i 

75  -^  cent  ditto. 

60  ditto. 

25  ditto, 

15  ditto. 

Same  aa  tot  Salted  Hides. 


For  DaT  HinEs, 

ir  lAoded  with  these  articles     

If  Inntlff^i  with  three  fourths  of  the  cargo 

H  lni(di?d  witl^  onti-hsdt 

II  l(i«dcd  with  one- fourth      ............ 


Haib  rsT  BALBSf    08  Etna  CirtTi»oa: 

50  p  cent,  mom  than  fur  Wet  Salted  I 

40  ditto. 

20  ditto. 

Suine  aa  for  Wet  Sal(«Ml  Hides. 


9o  lay'dajs  shall  otunt  on  elearing  the  Teitsel  at  the  cavtom-hon^tr  or  nu  chaii^^g  &nchorii,ge. 
Im,  eoBt  f>/  baUatt  bemf  re^ptirfd^  the  niemel  hat  to  fi*ui  the  tatne. 


S84 


STEVENS    ON    STOWAGE. 


481  HOliD  AND  HULL*.  As  many  parts  of  the  hold  and  hull 
are  iiere&sarily  refeired  to  in  this  work,  a  short  explanation  of  several  of 
them  18  given  belo^^*.  Tlie  hold  is  the  interior  caviiy  of  a  ship,  or  alJ 
that  part  of  Ijer  inside  hclween  tlie  floor  and  the  lower  deck,  throughout 
Iier  whole  length,  prepared  for  the  reception  of  cargo;  in  chartering  for 
freight  the  hold  extends  from  the  steerage  bulkhead  to  the  forecastle 
bulkhead.  The  hull  is  the  whole  frame  or  body  of  a  ship,  exclusive  of 
the  massts,  yards,  sails,  and  rigging;  that  part  below  water  is  called  the 
bottom-  Some  information  at  the  conclaaion  of  the  article  timber  is 
equally  applicable  to  hold  und  hull,  and  the  article  trim  may  be  read 
with  more  advantage,  after  perusing  the  explanations  which  follow.  The 
modes  of  measuring  the  hold  will  be  found  in  the  article  tonnage. 


hnTl  1 


4 


AjifiDfiHiPF.  In  midships  nr  m  tlae 
mirltUe  of  the  Bliip,  eitlier  with  regard  to 
bcr  lertRth  or  hreadth;  that  timber  or 
framfi  whJvh  has  the  grefttetit  hroadih  nod 
CApAcitj  ill  tho  ship  is  denDminatcd  the 
midahip  baid  or  mid^ihip  Aectiou. 

BiLOB.  That  c lined  port  of  a  ship's 
floor,  which  coiiueclfl  tin?  hori7.oiital  with 
the  pcrpcndiiKTilar  part  of  n  ship's  side, 
and  oil  whieh  tlie  ship  woahl  rest  if  hiid 
on  tjip  groimd^  or^  more  partirularly,  thoso 
projecting  parts  fif  the  bottom  wliich  ore 
opposite  the  heads  of  the  floor- timb^^rs 
Amidships,  on  caeli  iiide  the  keel.  Otkera 
iaj  the  bilt(e  meaner  the  qulcJtest  turn  of 
tho  znidahip  ti  to  hers  ;  hence  it  i^  Hjrdd,  a 
vessel  has  a  quick  bilge  or  an  easy  one, 
meaning  a  quick  or  crooked  timber  at  the 
first  and  second  fattocka, 

Bn<OB  vuvpa  are  am  alt  pnmps  used  lor 
drawiag  off  any  water  which  may  lodge 
ahont  the  bilges  of  the  s^hip  when  she  is 
lying  80  mach  io  one  side  that  the  water 
does  not  reach  the  foot  of  the  midn  pumps. 
Their  proper  place  is  in  the  middle. 

BjaAfiT*fioacfi,  Xtarge  pieces  of  com^ 
|Wig>timher  or  iron  fixed  within  and 
tttliwart  the  bows  of  the  ship,  of  which 
they  are  tlie  principal  Becnrity,  and 
through  whicli  they  are  well  bolted. 
Tbcero  is  generally  one  breast  hook  be- 
tween each  deck,  tmd  tliree  or  four  below 
Uie  lower  dtck.  Thoge  belnw  are  fitted 
eloflc  to  the  shape  of  Uie  hhip,  at  their 
respective  pUces.  Tho  hreast-hooka  that 
rceeiTe  the  eiuh  of  the  deck  planlia  are 


ako  called  tieck  hooks,  and  ore  fayed  dofto 
home  to  the  timberBi  in  the  illreclion  of 
the  decks.  [Speaking  of  the  projection 
forward  of  a  cargo  in  bnlk,  by  a  ship 
pliingiug  when  under  fiill  canros,  it  is 
UBUally  said  that  she  throws  her  cargo  on 
the  breast- hooks.] 

Bboksn-backjsd  oe  hogqkd.  The  con- 
dition of  a  ship  when  tlie  sheer  haa 
departed  from  that  rej^ul&r  and  pleasing 
ciirre  with  which  it  was  originally  built. 
It  i&  occanioned  by  lyiii^  on  uneTcn  ground 
or  on  shifting  fiiuid-bauks,  eKpeeially  with 
ships  weakly  constmcted  or  ha\'ing  great 
length  and  flatness  cif  floor.  The  improper 
fdtuation  of  the  eentro  of  gravity  of  the 
e&rgo  wiU  sotnetimos  e&use  »  ship  to  he 
hogged «  [It  has  oecttrred  freqnenily  by 
the  injudlcioitfl  stowage  of  weights  at  the 
endu  of  a  tcsbcI — the  midship  part  being 
partially  empty .  ThiA  applies  particularly 
to  paasenger  ships,  where  tho  bulk  of  the 
water  and  the  wet  provisionsT  &e.,  are 
Btowed  in  and  around  the  square  of  the 
main  hatehway;  these  being  consumed 
gradually  will  oauae  tho  ship  io  »iniiii,  and 
in  some  eases  get  out  of  shape.  See  i 
ease  appended  to  the  articlo  guano  aad 
the  article  trim.] 

BuLKnKAnB  are  vertical  partiiious  built 
up  in  different  parts  of  a  wooden  ship 
generally  temporarily,  bnt  in  iron  ships 
permanently  eon«lnictedt  and  water  tight, 
to  divide  her  into  TaHous  compartmeuts. 
See  the  articles  gram,  Iron  shlpSf  &e^ 


4 


4 

4 
4 


•  For  definitions  of  nautical  terms  generally^  and  of  teehnieol  expresnions  of  every  kind 
rfhitiTig  to  maritime  niTuirH,  wc  r«;fer  our  readers  Io  the  2nd  Edition  of  Yofko^b  Nautieal 
Bictiiinary.  which  is  iUustmted  with  nmueroas  wood-cuts  Aud  pktes. 


STEVENS   O! 


Causa,    The  inside  plnnkB  of  a  ehip. 

(The  couiiition  of  the  ceiling  b  of  the 

L^ighesi  importance  in  record  to  the  pn:- 

r  •erration  of  oorgo ;  fiee  the  articles  b^read 

I  And  grain.] 

CHAXX'BottTS.    Largo    bolts    used    to 

igUfSk  ihe  plates  of   the  chMitST  oi*  the 

E^les  tbcnuelres  wldch  are  attached  to 

I  the  iron  starops  of  the  d^Mid-eyes,  for  tlie 

IforpOflie  of  Mcuriitg  the  niAet  iibroadfl. 

Voat  Teiiela  whidi  liare  chaiiLB  fitted  in 

iht  plAoe  of  dudn-pLitee,  bave  short  plates 

al'tho  end  of   their  chains,  which  are 

bolted  on  the  side.     The  chain-bolts  are 

Vnc  bolid   Kccurmg  those  plates.     Tbey 

hare  tlie  siune  mime  when  the  plates  reach 

to  the  dead- eyes. 

Chun-plates.  Thick  iron  plAtea 
bolted  to  the  (rides  as  described  ftboyc* 
fttied  to  eU^cid  to  the  outer  edge  of  the 
guard  boards,  where   the   dead-eyes  are 


ClLuncBLS.  Thick  pkiikfl  boiled 
Ibrongh  horizontal]  J  on  the  out^tidc,  vnry- 
iflg  from  10  inches  to  two  fwt  in  brcudih  ; 
the  fore  end  abreast  of  the  mast,  the  alter 
inul  conlintied  oft  many  feet  dependeiit 
on  th<*  tiiniitncftj)  of  the  spars.  Thf  elian- 
ttels  baring  the  dead-eyes  on  the  extreme 
onkr  edges  giv'e  Ihe  sbronds  a  greater 
tfrmd  ttmdt  therefore,  more  sccnriLy  to 
fbe  nasts.  Leakage  often  occurs  in  the 
woke  of  the  channels  through  heavy  seas 
ftriking  nndentealb,  and  from  the  Kcvero 
itrains  on  aU  the  faKtinings,  ewued  by 
sharp  and  stiddcu  jerks  when  a  Uijp  rolls 
htmrilj. 

Cujrrt.  Thick  plunks  forming  the 
ipfMHtnost  stnjike  of  ceiling  or  plscikiQg 
ioilde  the  shtp>  nsed  lo  autttnln  the  iLods 
oil  tbo  beam  I*  ;  they  are  placed  closed 
Iiii4«r  iwcb  deck  andfayod  seccirely  to  the 
timberft,  to  which  they  are  fastened  with 
tJimnph  bolts  and  treenails. 

Coi/Mkn.    A  part  of  the  stem;   tlio 
lover  counter  being    that    arched    part 
-  lBunedlat«>ly  abore    the    wing    traDHom. 
the  Icnmr  eoimter  is  the  second 
ster,  the  upper  port  of  which  is  the 
oder  part    of    the   light;*  or   windows, 
be  eoooters  arc  parted  by  their  rails,  as 
« lower  eonnter  »|TriJigi  from  the  tack- 
I  in  tenninittf^d  nn  the  upper  part 
lower    coanterniiL     From    the 
rp«ri  of  the  hitter  springs  ilie  upper 
*  tMond  counter,  its  upper  part  teuu'i^ 


nating  in  the  upper     [HOLD  dc  HITLL 

counter- mi],  which  is  immcdiiitely  under 
the  lights.  Some  say  the  stern  is  that  port 
Immediately  above  the  counter ;  snd  soma 
say  the  counter  Lh  that  part  of  a  merchant 
ship'n  stem,  from  the  wing  tramsom  to  the 
fint  turning  or  bend  in  the  timber ;  all 
above  is  called  the  upper  ^tem.  [Rata 
eat  through  certain  angles  of  the  counters, 
and  create  leakage;  see  Tennin-] 

Dkab-wood.  Pieces  of  timber  corres- 
ponding with  and  laid  upon  the  keel, 
purticuWly  at  tli«  t-itremities,  fgnfard 
iiuii  aft,  where  they  run  up  to  a  consider* 
able  height  against  tlie  Biem  and  stcfn 
post,  so  OS  to  form  tin  abutment  for  the 
heels  of  the  timbers  teiiucd  cant»,  which 
timbers  take  the  place  ol  floors  when  the 
angle  becomea  too  acute  for  their  eontinn- 
ance  further  forward  or  aft. 

False  kk£L.  A  second  keel,  composed 
of  elm  plunk  or  thickstuff;  fusteued  in  a 
Flight  manner  unJir  the  main  keel,  to 
prevent  it  from  being  rubbed.  Its  advan^ 
tagt^a  obio  are,  thiit  if  the  ship  should 
strike  the  ground  the  falne  keel  will  give 
way,  and  thu*  the  main  keel  will  be  saved. 
It  is  also  tlie  means  of  causing  the  ship 
to  hold  a  better  wind,  or  to  sail  nearer  to 
a  wind. 

Floor.  The  bottom  of  the  ship,  or  all 
that  part  on  each  side  the  keel  extending 
to  the  bilge  :  thus  it  is  said  a  sharp  ioor, 
a  flat  floor p  a  long  floor,  &c. 

Floor  timbejib,  those  parts  of  a  ship's 
timbers  which  are  placed  immediately 
across  the  keel^  and  which  fonn  tlic  bottom 
of  the  tthip ;  to  tl*et»e  the  upper  parts  of 
the  timbtrfi.  are  united,  being  a  coniinna* 
tion  of  cnrred  timWnt  upwards .  [  Mustcrn 
should  be  well  infoiTued  of  the  nature  and 
uTrenglh  of  the  floe^r  timbers  and  futtoeka, 
before  loading  heavy  cargoes ;  see  iron.] 

Foot  waleino.  Planking  forming  part 
of  the  ceiling  but  somewhat  thicker  than 
the  restj  commonly  termed  limber  strokes. 
It  extends  uJong  the  floors  panLllel  to  the 
keel  son  I  ut  about  9  or  10  inches  distance, 
and  is  through -bolted  to  seciire  the  heels 
of  the  first  foothooks. 

Foni:cABTLE.  A  place  forward  under 
the  deck,  for  the  accommodation  ol  the 
crew  ;  when  under  a  short  deekt  above  tlie 
upper  deck,  it  Ih  termed  the  topgnllant 
foreeoHtle.  [  Btiine  ahips  are  damaged  by 
tiir,  water,  d'e.  wtat«d  from  the  foreeastlo ; 
see  m aster.] 


STEVENS   ON  STOWAGE 


FuTTOCKs  OB  FooTBooKg,  separate 
pieces  of  limber  of  wliich  the  frame  is 
composed.  Tbey  are  named  ac<:ording  to 
tlieir  situatinu,  that  neareiBt  the  keel  being 
cjdled  the  firat  futtock,  the  next  aTjove  the 
second  fnttoi^k,  the  liet?l  of  which  goes  on 
the  bead  of  the  tliHir,  imd  the  licel  el  the 
third  on  tlie  head  of  the  seoond,  and  ao 
on.  Another  atithority  HayB^  tlie  middle 
diviiiion  of  a  &hip'a  timb^^rttf  or  those  parts 
^hic^h  are  Kitoaiod  between  the  floor  and 
the  to|i  timbera  ^  those  next  the  keel  are 
called  gronnd  fattocks,  and  the  reat  upper 
futtooks  ;  §ce  iron. 

Half- DECK.  That  portion  of  the  solo 
tinned  forward  from  the  cabin  bulk- 
lead,  or  oft  from  the  furecaatle. 

HounrNG.  A  Khip  in  itaid  to  hog  when 
the  middle  part  of  hfir  keel  and  bottom 
ao  Ktmoed  as  to  ctirre  or  arch  npwarda. 
Tblaterm  is  therefore  opposed  to  fiag^g^ 
wliiyh,  apjdied  in  a  aimilar  manner, 
mean^t  by  a  dillerfiit  »ort  of  airain,  to 
enrve  dovrnw&rd  ;  »ee  broke u -backed. 
The  form  given  to  tlie  bodies  of  ahipa  ia 
tiutih  that  although  the  whole  vertical 
prcFvsare  of  the  fluid  ia  equal  to  the  weight 
of  the  tihip,  yet  the  vertical  pressure  on 
every  portion  of  the  body  is  not  equal  to 
the  snperincum'bent  weiglitH.  [If  curgo 
ia  remo'red  from  the  middle  of  a  ship  and 
considerable  ii  eight  is  left  at  each  end, 
ahfi  is  liable,  when  water-borne^  to  he 
ko^ed  ;  and^  on  the  other  hand,  if  a  ship 
ha  deeply  laden  with  heavy  cmrgo  nmid- 
ahipi  she  ia  liable  when  afloat  to  be 
Mgged.]  A  ahip  when  at  rest  ia  not 
equally  water-home  in  all  parta,  as  when 
afloat  the  extriiraities  ar©  aiutauicd  partly 
by  tlie  water  find  partly  by  tkeir  connec- 
tion with  the  central  hotly. 

Ke£L.  The  main  and  lowest  timber  of 
a  ship,  ext«ndiiHij  longitudinally  from  the 
atem  to  the  atem-poHt;  it  iH  formed  of 
aeveral  pieces  wliich  arc  searfed  together] 
it  is  the  babi^  of  the  whole  slmc^tnre.  It 
is,  of  cottmeT  ^he  first  thing  Liid  down 
upon  the  blocks  for  the  construction  of 
the  ship.  [Some  descriptions  of  heavy 
goods  ought  not  to  ride  across  the  keel, 
or  their  whole  weight  will  be  thrown  on  it ; 
tern  iron,  mate,  and  orej 

Kssi»aov  OB  Kklsok.  The  timber  fonn< 
ingthe  interior  or  counterpart  of  the  keel, 
n-i  it  is  hdd  upon  the  middle  of  the  floor 
tiiubcn^,  immediately  over  the  keel,  (Uid, 


like  it,  ia  composed  [HOLD  1^  5UtX 
of  several  pieces  ts-carfcd  together,  [The 
Bcarfa  are,  if  poeaible,  disposed  clear  tk  ih« 
main  and  lore  maata*  also  the  se-arfa  of  tiM 
main  keel,  and  likewise  the  main  hatcht 
where  the  ecftrf  mny  he  injured  by  accident 
when  lowering  goods  or  heavy  articltia; 
see  mate.] 

Knee  a  are  crooked  pieces  of  Iron  of 
woodf  having  two  branches  or  arms,  and 
are  generally  used  to  connect  the  b^imii 
with  the  sxclos  or  timbers.  [In  AmerioA 
and  the  Baltic  where  crooked  timber  ia 
BcaTcot  knees  are  often  formed  of  rooia. 
Iron  knees  redjuire  to  he  well  dunnaged 
off*  from  perishable  goods.] 

LlAzabetto  is  a  part  of  the  lower  dedCi 
parted  ofl"  for  the  reception  of  pronsions 
and  stores  ;  it  is  generally  nmder  the  cabim 
in  smmll  ships.  It  is  also  the  name  of  a 
hoxpittd  ship,  or  a  ship  for  receiving 
quarantine  goods. 

Ledges.  Oak  or  fir  scantling  used  for* 
mcrly  in  framing  the  decks,  which  arc  let 
into  the  carlings  atbwm'tships.  The  ledges 
for  gratings  are  similar,  bat  arch  or  round 
up  agreeably  to  the  head -ledges. 

Limber  ij OLE B,  openings  between  the 
floors  neit  the  keelson,  formed  by  the 
heels  of  the  first  futtocks  being  cnt  off  at 
the  limber  strake, 

LoiBEu-PAHeiAOE.  A  pi^sago  Of  chuimel 
throughout  the  whole  length  of  the  floor, 
on  each  side,,  for  giving  water  a  free 
cojnmnnication  to  the  pumps-  It  ia  farmed 
by  the  Umber  strakcs,  which  are  on  both 
hides  of  the  keelson,  from  the  upper  side 
of  which  tlifl  dcplh  in  the  liold  Is  always 
taken.  This  stmke  is  kept  at  about  7  to 
llinchcEi  from  the  keelHon,  and  forma  the 
passage  fore  and  aft  which  admita  the  water 
with  a  fair  run  over  the  floors  to  the  pump- 
well.  [The  water  .should  never  be  allowed 
to  gain  this  height  if  it  can  bo  possibly 
prevented,  fur  by  the  heeling  of  the  ship 
it  would  soon  damage  cargo,  eapeci&lly  in 
coasting  Teasels  without  dunnage.]  The 
upper  part  of  the  limber- pasaage  is  formed 
by  the  ltin!j4ir  hoartfit^  which  are  made  to 
keep  out  all  dirt  and  other  obstnteUons. 
Thc^se  boanls  are  composed  of  short  pieeei 
of  oak  plank,  one  edge  of  which  is  flited 
by  a  rabbet  into  the  limber  stirdie,  and  the 
other  edge  bevelled  with  a  descent  upon 
the  keelson.  To  prevent  tht^ir  being  dif- 
placed,  each  should  ho  marked  with  « 


STEVENS    ON   STOWAGE. 


aw 


jtionber  ooir^^ponding  with  one  on  the 
limber-straikc.  Tbcy  are  occasionally  re* 
moTed  to  dear  the  limbers  of  nay  flltli, 
und,  chips,  or  gravel  by  which  they  may 
he  cloggedf  so  as  to  interrupt  the  passage 
of  the  water  to  the  paiDp-well.  [The  dear- 
■aoe  at  tho  limber-paasage  is  one  of  tho 
noit  imjiOTtaiit  daties,  especially  with  such 
eargo«9  as  grainy  gaanot  rice,  mgari  dto.] 

ILlqajciks.  The  apartment  used  to 
loAgt  the  powder  in  ;  in  lar^e  ships  it  a 
atoatcd  forward ^  In  small  shipn  abaft ;  see 
anmifiiiitioi],  combtujtion,  (ifpoiitjuaeoiia), 
l&d  gunpowder. 

OnLop  DECK.  The  middlQ  deck  of  a 
ship  of  wsr,  also  a  tcmpornry  deck  below 
th«  lower  deck  of  largo  Bhipn,  chiefly  for 
■towing  away  cables.  There  is  abo  a 
platform  in  the  midsfaipB  of  smidli^r  shipH, 
eallod  the  orlop,  for  the  f^aine  purpose, 
[This  deck  should  not  be  strained  by  heavy 
eirgocs  such  as  timber,  which  see.] 

'B^u^nrmo.  A  flight  platform  made 
ahov«  the  bottom  of  the  magazine^  to  keep 
the  powder  from  moistore, 

pAifTKKEa.  A  framework  of  short  tim' 
her  fitted  to  the  hole  in  a  deck,  to  receive 
the  heel  of  a  mast  or  pumpi  &c. 

FcLULiia  Asj>  STANcmoNa  are  aqnore 
or  turned  pieces  of  wood  or  iron»  fitted 
fWtirCally  ondcr  the  beams  of  the  decks 
ta  ftippori  them .  [  W  lih  perishab  Le  goods 
they  aboidd  be  well  dntmoged,  luid  with 
tliabcir  ciirgoes  well  protected.] 

Eatt  poax.  A  largo  square  hole  out 
fchroagh  the  bnttock  between  or  under  tlie 
tnuuomA,  or  forward  in  the  bow  between 
the  breast  hooks  ;  and  throagh  whioh 
ibmU,  plsrika^  deals,  d:c.  are  taken  into 
■lore  «fatps  or  meri-hant  shipa  carrying 
nch  eargoea,  which,  owing  to  their  great 
kogth,  cotihl  not  bo  got  on  tios-nl  in  any 
other  way ;  see  mat«  and  timber. 

aAOoXD;  tee  bogged. 

8AMf  ooK  FOBT.  In  ships  of  war,  a  largo 
pOlar  or  st«»ehton,  plained  ap  dlogonaUy 
OB  c«eh  tide,  against  the  quarter  deck 
heim,  and  next  afore  the  cabin  bulkhead ; 
with  its  tower  end  tenoned  into  a  chase  on 
the  tipprr  deck.  It  is  used  to  bring  the 
ficih  Ucklo  to,  when  fishing  the  anchor,  &c. 
AL»o  the  pillar  immediately  under  the 
hatchways,  having  scores  on  each  side, 
as  steps.  It  is  of  so  much  larger  scant- 
Uug  than  the  other  pillars  as  not  to  be  too 
mneli  weakoned  by  the  scores ;  see  wool. 


ScuppsES.  Lead  [HOLD  ft  HtTLL 
or  metal  pipes  lot  through  Uie  ships  sule, 
to  convey  the  water  from  the  deck ;  see 
the  article  tea. 

Scuttles.  Square  openings  cnt  through 
the  decks,  mach  less  than  the  hatchways, 
tat  honJing  small  things  up  from  deck  to 
deck.  There  are  also  scuttles  cat  throagh 
tho  sidcH  o!  the  whip,  for  Iho  adjiiisaion  of 
air  and  light  into  the  cabLua  between 
decks,  i:c ;  see  the  article  mate.  To 
MCuttU  a  tbip  is  to  fill  Ii^r  with  water  when 
blocked  to  keep  her  from  floating ;  or  it 
is  to  let  water  in  her  for  any  parpoi^e. 

Sbelt  piECBfl  oa  String  Ens  ore  pieces 
of  timber  running  fore  and  aft  the  whole 
length  of  the  ship  generally  i  on  them  the 
beams  lodge ;  they  are  bolted  through  the 
sides,  and  tho  boamft  are  bolted  and 
dowelled  to  them. 

TuiBEHS.  A  name  given  generally  to 
the  pieces  of  timber  which  compose  the 
frame  of  a  ship,  as  Eoor,  futtock,  and  top 
timbers,  as  also  the  stem  or  head  timbers, 
iud  the  stem  timbers. 

TopsniKfl.  A  name  given  to  all  thai 
part  of  a  ship*s  side  above  the  main  wales. 
[They  require  to  be  wetted  occasionally 
in  hot  climates.] 

WALL^smnn,  applied  to  the  side  of  a  ship 
when  the  main  breadth  is  continued  very 
low  down  and  very  high  up,  that  thu  sidea 
appear  straight  and  upright  like  n  widl. 

Water  cotrnsts  are  grooves  cut  through 
the  imder  side  of  tho  door- timber,  S  to  (I 
inclica  from  thu  side  of  the  keel  on  each 
side,  through  which  water  may  run  towards 
the  pumps,  in  tlje  whole  length  of  the 
floors.  Thig  precanCion  is  requisite  in 
merchant  ships  only,  where  small  quantl' 
tic«  of  water,  by  the  healing  of  the  ahip, 
may  eome  through  the  ceiling  and  daiiiftge 
the  cargo.  For  cleaning  out  these  holee 
iho  lower  fuitocks  of  some  merchant  ships 
are  cut  off  short  uf  the  keel. 

Watkbways-  Long  pieces  of  timber, 
numing  fore  and  »it,  on  both  sides,  con- 
necting the  beam  with  the  vf+Md's  sides. 
Tho  scuppen  are  cut  lla-ough  them  to  let 
the  water  off;  see  vermin. 

Wnrot.  Thoae  parts  of  the  hold  and 
orlop  dock  nearest  to  the  side,  used  gener- 
ally to  eipress  any  port  of  a  ship  or  thing 
nearest  to  the  sides,  as  the  starboard  vingt 
port  or  larboard  wing,  starboard  wing 
e**ka,  ^e. ;  see  general  cargo. 


288 


STEVENS    ON   STOWAGE, 


482     FTONEY.     Spet-ific  ^avlty  1'450,     New  York  ton  20  cwt    A^ 
gallon  ISttj;  llavtioniili  kinel  (J  galluns.     Tlie  barque  lotta,  of  Pictou, 
Nova  Scoua,  loadud  lioiiey  at  Nuevctas,  in  Cuba,  in  May,  ISCA,  for 
Bremen,     8he  took  in  belvveen  400  ami  6(K}  Ion ;  it  ^ras  jiacked  in  tierces 
coniainingSO  to  82  gallons,  vvliich  w^cre  stowed  in  five  tiers,  anil  in  barrels 
for  broken  sloivage,  28,  30,  and  3G  gallons*     Freight  payable  al  per  lou 
of  240  gal  Ion  Sp     !S!ie  bad  also  37^000  snperlitial  (eet  of  cedar  v^'ood — 
about  47  ton  of  60  cubic  feet  each  j  and  410  bales  of  bast,  lUOtb.  each,  at 
1,100  or  i, 2001b.  §>  ton  freigbt.      So  laden  she  drew  13  feet  9  incbea J 
aft,  and  13  feet  forward  ;  witb  6G0  ton  of  Piciou  coal  ber  draft  wm  14  feetl 
6  incbes  aft  and  14  feet  forward.     8be  is  302iVo  ton  ref^ister  under  decks,! 
poop  66j^^o  ton— total  367 ^'g'*^  ;  lenglb  129  feet,  breadlb  2il  feet,  depth  of  | 
bold  12i'ofeet,     When  unloadiug  it  was  found  that  considerable  quatt- 
tities  of  boney  bad  leaked  out  of  ibe  tiercea.     Three  or  four  vessels  are 
chartered  annually  witii  boney  from  Cuba,  chiefly  for  llie  continent;  the 
season  for  shipment  is  the  same  as  for  sugar — from  January  to  May, 

4B3    HOOFS,  bom  shavings,  tips,  all  kinds,  Bengal  aod  Madras 
ton  20ewt,  Bombay  16cwt, 

484     HOOPS.     For  Admiralty  quantities  to  a  ton  see  the  toni 
tables  at  the  commencement  of  this  work. 

48-3     HOPS  will  damage  by  damp,  and  should  not  be  stowed  near 
any  description  of   goods    likely  to  beat;    they  will  also    damage  by 
exposure  to  the  air,  and  cannot  be  too  closely  confined  in  a  ship's  bold, j 
In  Australia,  the  ton  for  freiglil  is  40  cubic  feet.     A  pocket  of  bops  or 
good  quality,  well  cured  aud  tightly  trodden j  will  weigh  about  Hcwt 
and  a  bag  about  2 J  cwt. 

486  HORNS  should  not  be  stowed  too  near  casks,  cases,  &c.  so  tha 
their  jioints  may  work  through,  wbich  has  occurred.     Cow  or  buflalo, 
loose,  Bengal  and  Madras  ton  20  cwt,  Bombay   16  cwt.     Deer,  loosc,j 
Bengal  ton  20  cwt,  Madras  16  cwt,  Bombay  8  cwt.     At  Babia,   10  cwt 
hoofs  and  three  mil  of  horns.     At  Rio  Grande  and  Buenos  Ayrcs,  2  mil' 
of  horns.     In  tlic  article  bides  there  is  some  information  about  horns. 

487  HORSES  conveyed  on  deck  are  placed  in  stallsj  say  8  fee 

long,  3i  lt>  4  broad,  and  6  to  6  high,  rising  at  one  end  to  74  or  8  feet, 
to  give  space  for  tlie  head  and  neck.  The  stalls  should  be  4  incbes  clear 
from  the  deck,  to  allow  the  drainage  to  run  ofT,  and  permit  water  from 
the  pump-hose  to  flow  freely  underneath.  Loose  slings  are  always 
slung  ready  to  receive  the  animal  when  cast  down  suddenly  at  sea;  and, 
to  prevent  surging  too  far  forward,  a  strong  moveable  bar,  well  padded, 
is  fitted  acfoss  the  stall,  to  receive  the  cliest;  abmit  tlie  height  of  the. 


STEVENS    ON    STOWAGE. 


ribs  padding  (12  in.  wide  3  illicit)  is  Hlled  nil  round  inside.  [HORSES 
Tbe  floar  of  the  stdl  sliaiild  Lt^  covered  with  coir  mats,  fastened  ttith 
cross  battens,  \vhie!i  will  assist  the  footing.  Batten  each  side  the  floor 
for  cattle,  win'ch  lie  down  occasionally.  When  double  stalls  are  nsed, 
the  division  need  only  rise  4  feet,  so  as  to  promote  ventilation  which  is 
highly  necessary-  Horses  shoald  be  prepared  for  a  sea  passage,  by 
previous  occupation  of  an  open  shed ;  when  reinoved  direct  horn  a  close 
stable  to  a  ship's  deck,  their  health  is  greatly  endangered.  At  sea,  con- 
stant grooming  is  necessary  to  keep  them  in  good  condition.  Tbe  Army 
Regulations  for  the  conveyance  of  horses,  will  be  found  under  the  general 
heading  passengers. 

488  On  board  government  sailing  Iransports,  horseB  are  berthed  in 
the  hold,  on  shingle  ballast,  in  separate  stalls,  their  beads  towards  each 
other  amidships,  where  there  is  as  large  an  avenue  as  can  be  obtained,  for 
light  and  ventilation.  Two  or  three  s[>are  stalls  are  kept  fur  convenience, 
when  cleansing  those  in  use.  Arrangements  are  made  for  sustaining  the 
horses  occasionally  on  bands  fixed  to  the  deck  above.  Great  care  should 
he  ohaerved  to  prevent  fire,  which  in  December,  1854,  totally  consumed 
tbe  barque  Europay  with  horses  for  tbe  Crimea,  in  the  Bay  of  Biscay. 
The  fjuantity  of  forage,  &c.  required  for  government  horses,  will  be  found 
under  the  heading  passengers ;  see  also  cattle.  Horses  and  cattle  placed 
in  the  after  part  of  the  bold  of  a  ship  sulFer  most  when  she  is  going  before 
llie  wind,  because  all  the  internal  effluvia  of  the  hold  is  driven  afu 
When  she  is  on  a  wind  the  scent  runs  from  the  stern  to  tbe  stem,  and 
rises  forward.  This  operates  injuriously  on  hoard  ship  in  reference  to 
many  oilier  things  besides  horses  and  cattle ;  sometimes  tlie  health  of  the 
crew  is  affected  by  tfie  cargo ;  see  Abbots  Reading  in  the  article  saltpetre. 

489  HORSE  HAIR,  Baltic  manufactured,  receives  double  freight 
of  clean  hemp  per  ton  of  44  poods  gross  ;  manes  one-fourth  more  j  tails 
fiame  freight  as  clean  hemp  per  ton  of  44  poods  gross.  Some  informa- 
tion about  hair  will  be  found  in  the  article  bides. 

490  ICE,  at  Boston,  U.S.  is  sawn  into  square  blocks  not  less  than 
12  inches  thick.  Tbe  holdd  have  a  sjiace  between  the  planking  oi  the  ship 
and  the  ice,  bo?£ed  in  and  filk-d  usually  with  savvduet*  or  some  other 
fuhstance  reckoned  a  non-conductor  of  heat.  Bulkheads  and  Imtches 
are  closed  as  tightly  as  possible,  to  prevent  the  admission  of  heated  airt 
which  will  diminish  the  cargo  and  endanger  the  safety  of  the  ship.  The 
galiot  PhaniXy  Cupt.  Hkn'dkickstkn,  loaded  a  cargo  of  ice  at  Lengner, 
Norway,  in  Marchi  18t>5.  It  wn??  in  blocks  10,  12  and  18  inches  thick, 
and  was  brought  in  carts  from  a  luke  two  miles  die  tan  I,  and  stowed  on 
wood  dunnage  12  inches  thick.  She  admeusures  74  losts^  is  76f  feet 
long,  18  J  broad,  and  1 1 }  deep,  Norwegian  measure,  and  was  loaded  insevcn 

3  o 


290 


STEVENS    ON    STOWAGE, 


worlcing  days.  With  the  exception  of  foyr  feet  forward,  ihe  [ICIS 
hold  was  full,  and  fihe  then  drew  13^  feel  aft.  On  arriving  at  Plynioutb 
in  Aprii,  she  had  to  wait  for  ordersj  and  the  wcaiher  heing  warm,  some 
of  the  ice  melted,  espeeinlly  when  fog  prevailed ;  the  pumps  were  used 
occttsioTially.  Out-ptil  208  ion  ;  ihe  master  expected  it  would  have  Ueeii 
225  ton;  first  cost  17*,  freight  14^;  to  discharge  30  ton  per  day.  The 
Norwegian  harque  ./IchfUes,  Capt.  8cHLTTTEit»  386  ton  register  English, 
ook  in  a  cargo  of  ice  at  Krogore,  m  February,  1865,  estimated  by  her 
dranght,  14  fee  t  fore  and  aft,  to  be  4 1 2  ton  of  20  cwt  She  is  92i  feet  long^ 
breadth  under  ihe  heams23feel,  and  under  the  lower  beams  22  feet; 
depth  of  htdd  13i  feet,  all  Norwegian  feet.  Dunnage  in  the  bottom  only, 
wood  four  inches  deep.  Tbe  blocks  of  ice  were  stowed  close  together. 
There  ivaa  a  space  of  isvo  feet  between  the  deck  and  the  surface  of  the 
cargo  J  the  ends  of  the  ship  were  not  quite  full.  Tbe  ice  is  Lakeit  from 
the  Fregensporg  lake,  half  a  mile  from  the  wharf,  to  which  it  is  driven  or 
filided  on  an  open  wooden  trunk  way.  Nine  days  were  occupied  in  load- 
ing ;  six  would  have  snflGcedj  but  two  other  ships  wetG  loading  at  the  same 
time.  At  Krogore  the  port  charges  are  light ;  there  is  very  little  foreign 
trade  and  that  chiefly  with  the  Dutch  and  French*  The  ^chiltes  dis- 
charged at  Plymouth  in  March  and  April,  and  made  out  406  ton. 

491  At  Kodiach  (nearSiika),  one  of  the  Aleutian  Indian  Islands  in 
tbe  possession  of  Russira,  as  a  fur  station,  ice  is  taken  out  of  an  artificial 
lake  lees  than  a  quarter  of  a  mile  from  the  place  of  loading — a  small  pier, 
where  the  ship  is  moored.  Large  blocks  are  drawn  along  by  iron  hooks 
over  planks  fitted  with  iron  rails  running  to  the  ship's  hatchways,  down 
which  tbe  blocks  are  lowered  on  an  inclined  jdatik,  into  the  hold.  Dtmnage 
consists  of  cuttings  from  tlie  dwarf  pine  tree,  which  grows  freely  on  the 
island.  Considerable  quantities  of  tbe  hranches,  tbickl}^  covered  with 
ibeir  cool  foliage^  are  placed  between  the  blocks  and  on  each  layer  as  the 
stowage  proceeds;  a  profuse  supply  is  laid  over  a!!.  A  vessel  cannol 
carry  herself  full  of  this  ice.  The  British  ship  Carutijne^  of  1,000  ton» 
chartered  by  a  Russian  American  Company  at  San  Francisco,  loaded 
there  in  18f>U;  the  time  occupied  in  discharging  ballast  and  loading  ice 
was  about  three  weeks.  She  landed  her  cargo  at  a  wharf  in  San  Francisco 
belonging  to  tbe  Company,  on  which  there  is  a  house  built  for  the  recep- 
tion of  the  ice. 


492  IGNITION,  But  little  danger  is  likely  to  arise  from  the  ig- 
nition of  commonly  known  it] flammable  substances,  as  precautions  are 
generally  employed  ;  but  safety  may  be  further  insured  by  adopting  as  a 
rule,  easy  of  apph cation,  that  whenever  it  be  necessary  to  lake  a  light 
into  the  hold  amongst  inflammable  bodies,  that  of  course  it  should  be  in 
tL  laiitLTu  and  perferably  an  oil  lamp,  but  that  it  should  always  beaccom* 


STEVENS    ON    STOWA( 


291 


panied  wilii  a  wet  bag  or  cloih,  which  by  prompt  and  [IGNITION 
judicLotis  use,  may  be  made  the  certain  means  of  inslanlaneously  extin- 
guishing any  fire  produced  by  at'cident  to  tlie  liglit. 

493  But  certain  siihaianccs  well  known  themselves  to  be  iniammahle, 
are  not  so  well  known  to  ^ive  off  inviiiihle  gases  or  vapors  which  are  capable 
of  being  ignited  by  cuntacl  with  Oame  at  a  considerable  distance  from  tbe 
bodies  themstlves.  Such  are  some  sorts  of  coal  (noticed  elsewhere,) 
spirits  of  wine,  brandiei?,  rnm,  gin,  ivhiskey,  cEthers,  chloroform,  and  all 
diBtilled  alcoholic  fluids,  as  well  as  py rox.il ic  spirit  or  wood  naptba, 
benzole  or  coal  naptlm,  and  campliine,  or  turpentine.  Numerous  and 
most  serious  accidents  liavc  arisen  from  the  ignition  of  the  vapor  of  spirits 
when  being  drawn  off  f<ir  sljip*s  use.  In  case  of  breakage  of  a  package 
coniaintng  any  of  tbese  fluids,  the  vapor  should  be  gotten  rid  of  by  active 
ventilation,  and  on  no  account  whatever  should  it  be  approached  with 
any  otber  light  than  a  collier's  or  other  safely  lamp.  The  continuous 
emanation  of  vapor  from  spirits  may  he  prevented  by  mixture  with  water. 
For  coal  and  otlier  bodies  liahle  to  the  evolution  of  inflammable  vaporsi 
the  prevention  of  danger  may  he  best  secured  by  aliention  to  veutihiiiont 
which  »ee^  also  camphine^  dangerous  goods,  tars^  turpentine^  &c. 

404  INDIGO.  Dunnage  9  inches,  «ides  2^.  The  chests  are  of 
leak  or  other  hard  Indian  wood,  lined  with  thin  oil  cloih  j  they  should  be 
closely  inspected  before  skipmenllo  tee  that  they  are  light,  for  it  liapptnis 
occnsionally  that  they  are  not  liglil  enough  to  prevent  the  escape  of  line 
dustt  which  is  very  liable  lo  disctjlor  and  greatly  injure  rice,  sugar,  &c. 
fieing  light  freight  {apocific  gravity  1  001)),  indigo  is  often  placed  on  ihe 
top,  and  sometimes  fuis  to  be  moved  fretjaenlly  from  one  part  of  the  l)tdd 
10  another,  before  final  stowage.  Cargo  should  be  previoti^ly  covered 
with  double  or  irelile  mats  or  loose  dry  lades,  to  receive  the  waste  of  the 
chests;  and  ou  discharging^  the  coverings  should  he  taken  off  carefully 
lo  prevent  the  dust  fnun  fall  in  sj  among  other  goods.  Some  masters 
contend  that  indigfi  will  shake  through  mats*  With  three  ihicknesHes  of 
tnais  under,  indigo  may  be  stowed  on  sugar,  saltpetre^  casks,  &c.  Indigo 
and  otirer  valuable  freight  shipped  in  the  East  Indies,  should,  it  posr^ihle, 
be  slowed  beneath  two  decks.  The  chief  season  for  shipment  there  is 
during  the  north-east  monsoons.  In  the  Hve  years  ending  1865,  ilie 
average  quantity  of  indigo  imported  annually  Avas  27,342  chests  of  Mast 
Indian,  weighing  from  2  to  3cvvt,  each  ;  and  3,151  seroufi  Spanish,  weigh- 
ing about  2^0th.  each. 

Tonnage,  Ac.  EJ.Co's.  and  Manilla  ton  SOcuhic  feet:  weight  15  to  It* 
It  used  to  be  packed  in  ohesta  nearly  iinifonii,  viz:  lHx*^4  X'^Oinehet, 
that  when  covered  with  giujuy,  live  uiertsur^^d  about  5Ufect.  and  wt*re  taken 
A»  a  ion.     3imauuds  weigh  2UUlb,  achest  ^00lt>.    At  Uuateuiala  a  scron  2r»<dh. 


" 


495  INSURAN'CE.  An  owner  writes  to  the  Shipping  Gazette, 
June,  I8C1O, — iLe  lawumicr  wkicli  my  vessel  is  insured  contains  a  clause 
•'Notice  musl  be  given  to  the  uiiderwriiers  if  llie  vessel  insured  is  laden 
with  clialk,  iron  rails,  or  pig  iron,  failing  which  the  iindervvritera  are  liui 
obliged  10  pay  any  damage."  There  is  a  question  as  to  tlie  meaning  of  ihe 
word  laden  which  I  supposed  to  be  if  the  greater  pai-t  of  the  cargo  con- 
sisted of  the  above  articles.  ^\y  vessel,  79Glon  register,  was  insured  to 
sail  in  ballast  to  London,  thence  with  cargo  to  a  pon  iu  the  East  Indies, 
Amongst  the  cargo  from  London  there  was  about  lOOton  iron  rails;  the 
remainder  consisted  of  other  mereliandize  not  named  in  the  law  as  pre- 
judicial to  the  policy,  A  claim  having  arisen,  can  the  underw*riters  refuse 
to  pay  under  the  policy,  on  the  pica  that  tbe  vessel  was  laden  with  iron  rails, 
and  no  notice  having  been  given  to  the  underwriters  of  the  circuraelance  ? 
The  Editor  answers  :  the  words  "If  the  veusel  is  laden  with  chalk,  iron 
rails,"  &c.  would  be  read  as  if  they  were  "If  any  chalky  iron  rails,  &c, 
be  shipped  on  board,"  the  object  of  the  stipulation  not  being  merely  formal 
as  to  **  notice  "  but  to  enable  the  underwriters  to  see  that  the  stowage  and 
disposal  of  the  articles  specified,  did  not  imperil  the  other  general  cargo,  or 
the  sh  f  ]j.   One  of  the  rules  of  the  National  Insurance  Association  is  below."* 

4110  Valued  Policy,  In  an  action,  ToBiN  tf.  Hahfohd,  tried  in  London 
January  15  and  17,  and  February  2(1, 1^03,  the  nature  of  this  class  of  iusuranco 
wlu.ch  ran  for  twelve  calendar  months,  was  exi>lained  as  follows:  tlie  value  of 
the  cargo  insured  on  botud  was  taken  at  £8,000,  but  as  it  was  intended  for 
trading  and  bartering  on  the  West  Coast  of  Africa  (whence  there  is  no  regidar 
postal  communicatiou)  the  true  value  was  constantly  fluctuating,  and  could  not 
be  ascertained  until  tlie  return  of  the  ship,  wlieu  if  only  of  email  value,  the 
uuderwritere  returned  no  part  of  the  premium,  aud  whether  small  or  large, 
paid  only  the  valued  amount  of  tlie  risk  insured.  The  Tcssel  traded  in  ivory, 
palm  oil,  gum,  and  dye-woods.  It  might  happen  that  on  cnlling  at  a  port  there 
was  DO  supply  of  these  articles  to  ship,  and  yet  it  might  be  necessary  to  land 
cargo  for  bailer,  and  proceed  onwards  to  another  station.  Ivor}^  was  worth 
^700  a  ton,  gum  i^lSO,  dye- woods  ^3.  A  cargo  of  ivory  £100,000,  of  gum 
j£*27,O0O,  aud  of  dye-wood  X450,  but  for  the  purpose  of  this  iosurance^  it  was 

*  ErLS.  Ten  per  cent.  siiaU  hQ  dedncied  trom  all  clAima  luising  oai  of  *ny  accident 
to  any  ship  wheu  in  or  ftaiUng  from  the  West  ladios,  the  Ba^  of  HoQdunLs,  ttie  GaH  ol 
Mexico,  or  the  Bponlsli  Main,  between  Angttst  li^t  and  Januiiry  VltJh  ;  when  in  the  Black 
Sen,  or  Sea  of  Azuf,  or  the  Azore«  after  lh«  \%i  of  November ;  ill  the  Red  Sea  at  any  time ; 
or  when  hiading  or  unloading  aground,  or  in  any  open  roadstead ;  or  when  ladcji  with 
Ktone,  BJilt,  ore,  reguloii,  sulphur,  nitrate  of  toda^  guano,  iron,  lead,  bri<:k»y  or  idates^ 
all,  any  or  either,  il  in  weight  exceedLog  Iho  iihip's  registered  tonnage ;  or  when  abandoned 
or  foundered  iit  aea  by  makiag  water  or  eprlngiug  a  leak,  and  unaccompanied  by  any  act 
ol  parliouliir  average ;  or  by  the  igniting  of  petroleum ;  or  with  a  cargo  of  grain  in  bulk 
from  North  America,  unless  shifting  boardu  be  fixed  the  entire  lengfth  of  the  hold,  and 
properly  ahored ;  or  when  saiiinig  from  an  Aiuericui  port  with  a  deck  load  of  over  two 
heightii  of  deiils  or  one  uf  timber,  after  October  1st,  Ships  carrjLng  copper  ore  exo«pted, 
%f  prttjitrljf  /Utcd  with  cj:ira  kul^oni  and  pfaijhmt/or  the  purpoie. 


: 


: 


taken  at  Je8,000  wbetber  large  or  small.  Plaintiff  con  teDded  [INSURANCE 
Uiat  if  the  Yeasel  kit  with  only  half  a  cargo  aud  was  lost,  tlj6  loss  wns  not  to 
be  met  bv  payment  of  half— 1*4,000.  In  this  case  she  had  only  two-tbirds, 
baviog  discharged  one-third  at  Kinaembo,  and  left  fur  otiier  ports  to  take  in 
homeward  cargo,  when  she  was  lost.  Suppose  the  vessel  came  home  with  20 
ton  of  ivory ;  that  was  oaly  one-eighth^  and  yet  it  was  worili  j£I4,000.  If  she 
went  down,  could  it  be  contended  that  ^1,000  only,  ooe-eigbtb  of  the  insurance, 
ought  to  be  paid*  It  happened  tliat  when  slie  was  lost,  cargo  worth  only 
^5,000  was  on  board,  but  there  being  no  fraud,  he  confjended  thai  £8,000  ought 
I  to  be  paid.  The  counsel  for  defendant  contended  that  cargo  to  the  value  of 
£d,000  having  been  landed,  plaintiff  could  not  he  entitled  to  recover  for  a 
total  loss,  j£8,000.  The  question  turned  on  the  oonstrnctton  of  tlie  policyi 
what  was  the  meaning  of  the  words  *' cargo  valued  at  i:8,000,"  If  only  two- 
ibufdfl  of  the  cargo  wero  on  board,  the  underwriters  could  only  recover  that 
proportion  of  the  loss.  It  would  be  absiu-d  to  suppose  that  if  a  musket  only 
were  on  board  the  ship  wliea  lost,  the  whole  value  of  the  pohey,  j£8,000^  was 
lo  ho  recovered-  The  court  decided  that  plain titf  would  be  eutitled  to  I'H^OOO 
in  the  event  of  a  total  loss  of  a  substantially  full  cargo^  or  to  an  indemnity  in 
lease  of  partial  loss,  but  not  in  any  case  lo  exceed  j£8,000.  Under  the  cireum- 
Nttancesof  the  present  case,  the  plaintiff  would  be  entitle  to  the  ordinary 
iudemnitj  aa  nnder  an  open  policy  underwritten  for  ^£6,000. 

497  IRON,  BAR  and  RAILWAY.  Tn  consequence  of  tlie  num- 
ber of  iron -laden  ships  which  have  been  lost  or  damaged,  there  is  soraetimes 
a  prejudice  against  cargoes  of  this  description^  but  where  bur  or  railway 
iron  is  proportionate  to  the  ship,  and  it  is  judiciously  disirihiUed  in  the 
hold,  well  fi towed,  and  firmly  secured,  a  master  might  confidently  proceed 
with  her  lo  any  part  of  the  world.  Indeed,  an  experienced  master  whose  I 
stiggefllioDs  are  ad o p ted ,  w o u  1  d  p re f e r  s  uc h  iron  to  m a n y  o the r  d e scr i p it ons  " 
of  cargOy  especially  where  there  ie  no  unnecessary  ejrpediiion  in  (oadinff, 

I  and  the  capabilities  of  the  ship  at  sea,  with  her  sailing  qualities,  meet 
vilh  proper  consideration.  Masters  should  avoid  overloading,  have  the 
quantity  specified  on  the  charter  party,  and  not  exceed  iL  The  correct 
principle  of  slowing  any  cargo  whatever,  should  be  to  distribute  the  weight 
fairly  over  the  ship's  hold,  so  that  no  part  of  her  frame  be  overloaded ;  and 
aa  regards  ihe  ship's  trim  and  power  of  carrying  sail,  the  centre  of  gravity 
of  the  cargo  should  not  be  too  low  nor  too  high«    Now  iron  or  other  metals 

[  are  generally  loo  low  in  the  hold,  making  the  ship  so  sii^as  to  cause  her 
to  labour  and  strain  greatly  in  bad  weather,  V^ery  lung  bars  should,  if 
possible^  be  avoided,  esptcially  if  the  vessel  is  short,  aud  llie  hatchways 

I  amall.  Capacious  hatchways  ^ave  much  lime  both  in  loading  and  unload* 
lug.  Two  days,  or  three  at  the  ouiside,  are  considered  sufficient  to  load  a 
vesael  of  140  ton  burthen  with  iron.  It  is  imposstble  to  give  specific 
instructions  fur  slowing  iron ;  the  characifrof  the  ship,  her  size,  the  nature 
of  the  voyage,  and  the  season  of  the  year,  have  all  lo  be  considered,  also 


294 


STRVENS    ON    STOWAGE. 


whether  it  ia  a  complete  or  partial  cargo.  In  the  latter  case  the  [IRON 
condensity  or  llie  lighlness  of  the  other  cargo  should  have  a  powerful 
influence  aa  to  whellier  the  irou  should  be  slowed  solid  or  open. 

One  maater  says  —  "  protect  the  ceiling;  from  chafe  hy  pnttin^^  three 
rows,  with  their  ends  sliifted,  between  it  and  the  bars,  then  lay  fagots  or 
wooden  slabs  with  three  or  fonr  tier  of  iron  on  them,  and  so  on/' 

Another  says — '*hnr  iron  should  bo  stowed  diagonally  (graiing- 
fai*hion),  bringing  it  up  pyramidically  from  the  ends;  this  is  the  mode  at 
Newport  and  CardiiT,  At  Porthcawl  ihey  stow  iron  light  some  wa>%  say 
one-third  up  the  c*irgOj  then  solid,  say  one -fourth,  and  ihe  remainder 
light;  this  mode  has  been  found  very  advantageous,*' 

A  third  says — *'  place  say  one-fourth  of  the  iron  below  in  open  order, 
well  secured;  one-half  compact,  fairly  distributed ;  the  remaining  one- 
quarter  in  open  order.     The  centre  of  gravity  will  then  not  be  too  low,'* 

An  experienced  stevedore  recommends  fagots  about  eighteen  inches 
thick,  to  be  laid  athwartships,  from  the  keelson  to  the  sides.  Iron  fore 
and  aftj  solid  or  close  logetheri  Next  tier  angle-fashion,  towards  the 
keelson  and  the  wings,  pigeon-eoted.  Third  tier  crossed  the  opposite 
way,  to  form  a  diamond  in  the  openings.  Then  fore  and  aft  solid,  and 
so  con  tin  tie  two  tiers  open  and  one  soUdj  until  three -fifths  of  the  cargo 
is  in— finishing  with  a  solid  tier.  On  this  dunnage  with  a  layer  of  fagots, 
as  before.    Then  one  tier  solid  to  two  open,  until  the  cargo  is  complete. 

An  experienced  master  who  has  loaded  iron  at  Newport  for  Leghorn, 
says — *' it  is  of  the  greatest  importance  that  the  ground  tier  should  be 
carefully  laid  with  a  uniform  level  bearing  throughout  the  length  of  the 
bars.  The  first  tier  should  be  stowed  as  closely  as  possible*  The  keelson 
shoold  have  a  full  share  of  the  weight." 

4tW  Stevedores  occasionally  endeavuur  to  persuade  masters  to  allow 
them  to  stow  railway  bars,  &c.  solid  each  side  the  keelson,  pretending 
that  it  will  enable  the  ship  to  sail  better.  Their  real  object  is  to  place  a 
large  proportion  of  the  cargo  on  the  ceiling,  because  it  is  easier  for  them, 
and  it  leaves  more  space  in  the  hold  ti^  manosuvre  the  remainder  of  the 
bars,  particularly  if  long,  than  when  the  hold  ia  half  full.  Some  shippers 
contend  that  the  cargo  should  be  so  knitted  together  that  a  movement  of 
the  bars  at  one  end  of  the  cargo  should  be  felt  at  the  other  end. 


DETAILS    07    TWO    CABOOES    OF 

WELSH   UMLWAY  lEOH. 

ScHDoner 

TotUi 

Cinpa 

PTiJt 

QmuEK    .... 

159 

Fwrt 

65xl8'lxU'5 

97x22    Xl2 

Ton* 
I  GO 

1155 

Aft 
ISfUSiiu 

13  It  9  m. 

10ft.  Sin. 
11  ft.  9  in. 

rOWAGE. 


296 


499  Tlie  Queent  Capt.  Christy,  was  loaded  at  CardiiT  in  [IRON 
July,  1S63.  The  only  dunnage  used  was  on  llie  skin,  in  the  ends  of  the 
abip,  lu  protect  them  from  chafe.  The  bars  were  about  18  feet  lung.  The 
first  tier  was  laid  fore  aud  aft  on  the  flat  of  ihe  floor,  close  tugether,  from 
ibe  keelson  to  the  bilges,  say  20  bars  each  side,  aud  wtis  subsequently 
cotitiDued  up  the  sides  as  the  cargo  rose.  The  next  tier  was  laid  grating- 
fashion,  say  8  of  these  to  20  of  those  laid  solid.  When  eight  tiers  were 
crossed,  the  beight  of  the  keelson  was  reached,  and  t!ie  bars  were  then 
crossed  on  the  keelson  and  the  lower  tiers.  In  this  manner  the  bars  were 
continued  up  to  nearly  witliin  four  feet  of  the  deck  beams.  The  cargo 
was*  then  •* blocked  off**  by  ]dacing  across  il  two  2i-inch  planks  about  16 
feel  apart.  The  rails  (18  feel)  were  then  laid  fare  and  aft  close  together, 
with  the  ends  shifted  in  |jairs  and  extending  in  and  out  18  to  24  incbes. 
The  ends  were  then  securely  laahed  with  small  chain  to  tlie  main  part  of 
the  cargo,  which  extended  to  within  live  feet  (otg  and  aft  of  the  bulkheads. 
So  laden  she  behaved  well  at  sea.  With  1 60  too  of  Landship[tlng  coal 
her  draught  is  the  same  as  when  laden  with  railway  ir^n. 

500  The  Leader^  Capt.  Trkkaman,  loaded  at  Newport  in  October, 
1665.  Her  first  tier  of  bars  was  also  laid  close  on  the  skin  each  side 
t>f  llie  keelson  aud  carried  up  to  the  bilges,  &c*  They  were  crossed  each 
side  very  Hght,  say  six  or  seven  tiers,  until  the  height  of  the  keelson 
was  reached;  on  it  some  wood  was  used  to  make  it  level  with  the  tiers. 
The  tiers  were  then  crossed  light,  say  Sffeet  apart,  until  tliey  reached 
within  four  feet  of  her  hold  beams,  when  lliey  were  stowed  heavier,  say 
one  foot  apart,  until  the  beams  were  reached.  [By  having  the  iron 
stowed  heavier  at  the  centre  of  gravity,  it  made  the  ship  more  easy  at  sea, 
and  in  discharging  there  was  less  hoist  for  tlie  principal  part  of  the  cargo.] 
Short  bars  were  used  to  angle  between  the  beams  (which  are  about  20 feet 
ipari)  and  were  carried  up  to  aknit  an  inch  or  so  above  the  beams,  which 

r»cre  kept  ftee  from  the  cargo*  Then  two  planks  were  laid  18  feet  apart, 
with  their  ends  touching  the  sides  of  the  ship.  On  the  planks  ihiee  tiers 
of  bars  solid,  the  upper  tier  shifted  three  bars  forward  and  three  aft  for 
lashing  with  15  to  20  fathoms  of  S-imh  chain,  frapped  with  rope,  which 
was  welted  with  a  bucket  of  water  or  a  mop,  to  lighten  I  he  fastening. 
With  2(><Jton  Nevillb*s  hand-picked  Llanelly  coal  the  Leaihr  draws 
IS  feet  10  inches  aft  and  U  feet  7  inches  forward. 

5<H  Both  cargoes  were  for  London.  Had  they  been  going  a  greater 
distance  il  would  have  been  necessary  to  shore  the  uj>per  part  against  the 
deck,  in  which  case  the  shores  should  be  well  cleated  above  and  below. 
The  Q$teen  was  loaded  aground,  where  it  would  have  been  useless  to  shore 
herinsfibe  would  drop  perhaps  two  inches  when  floated.  Cargoes  going 
fareign  are  usually  laden  afloat.  When  the  cargo  requires  io  he  placed 
«1k»TC  the  beams  it  should  not  rest  on  them  ;  but  if  uiiavoiduhle  the  hcam^ 


4 

I 


STEVENS   ON    STOWAGE. 

must  be  shored.  It  is  not  advisaHle  lo  lash  the  cargo  to  the  [IBON 
be&ms  for  security  agaitist  shifting.  Ii*  reference  lo  blocking  off  it  may 
he  elated  that  some  stevedores  reserve  a  oiiniber  ofhars  jusl  the  width  of 
the  aliip,  and  in  such  cases  as  tliose  of  tlit:  Queen  and  Lemhr  these  sliorter 
bars  are  hiid  across  the  cargo  close  together  to  the  extent  of  say  half  the 
length  of  ilie  lung  bars  (laid  solid)  and  are  lashed  down  wiih  them.  [Some 
masters  consider  that  this  arrangement  is  likely  lo  create  a  deviation  of 
the  compass  to  llie  extent  of  a  quarter  pniut  or  half  point,  according  lo 
the  amount  of  magnetism  in  the  iron ;  see  the  article  magnetism.]  It 
is  indispensable  that  when  stowing  as  in  the  two  cases  above  referred  to, 
the  stevedores  should  be  watdied  closely,  early  and  late,  otherwise  they 
will  not  suliieiently  protect  the  skin  of  the  sLip  vvilh  the  hars  laid  solid, 
and  will  not  place  the  ends  of  the  crossed  bars  close  against  the  proieciing 
bars  on  the  sides.  Where  this  is  not  attended  lo  and  heavy  weather  is 
experienced,  tlie  crossed  bars  are  liable  to  run  against  the  sides  of  ihe 
ship  and  eoti anger  her  safely . 

502  Cargo  shifted.  In  1854,  the  schooner  Pearl  left  Bristol  with 
railway  iron  for  Alicante;  her  heam  was  narrow,  the  cargo  shifted,  and 
she  put  hack.  When  re-slowing  the  last  five  or  six  tiers^  the  master 
crossed  the  rails,  burton -fashion*  from  side  to  stdcj,  with  21 -inch  deals, 
one  at  each  end  of  ihc  rails  ;  ihe  deals  were  not  placed  directly  over  each 
othrvr;  by  this  means  the  upper  part  of  the  cargo  was  securely  bound 
together,  as  iron  will  not  slide  on  wood  like  it  will  on  iron. 

503  A  schooner  left  Cardiff  on  ihc  5th  of  March,  1865,  for  Lisbon, 
and  on  the  15th,  foundered  in  the  Bay  of  Biscay,  She  registered  89  tun, 
was  72  feet  long,  19*4  broad,  and  10 '4  feet  deep.  Her  cargo  consisted  of 
123  ton  of  raihvay  and  rod  iron  and  21  Ion  of  coke.  The  railway  iron, 
6,835  hars,  of  small  size,  17  or  18  feet  long,  was  stacked  diamond -fashion 
and  levelled  on  the  lop  j  it  extended  four  feet  Ijefore  the  foremast,  and 
was  within  five  feet  of  the  after  bulkhead.  The  bars  did  not  reacli  the 
beams  by  about  two  feet,  and  a  man  could  walk  over  them.  The  rod  iron, 
about  13  feet  long,  packed  in  310  bundles  of  ^cwt*  each,  was  placed  in 
the  wings  "out  of  the  ivay  of  the  wet  from  the  hatchways.'*  The  coke  was 
thrown  in  last,  and  when  at  sea,  it  seemed  to  drop  between  the  bars  and 
made  the  cargo  yet  more  heavy  below,  and  at  the  same  lime  decreased 
the  elasticity  of  the  iron,  greatly  to  the  disadvantage  of  the  sailing  of  the 
ship.  So  much  weight  below  and  in  the  wings  made  her  roll  in  heavy 
weather;  she  sprung  a  leak,  and  the  crew  were  obliged  to  take  reffuge  in 
a  passing  vessel  whieli  brought  thetn  safely  home. 

504  A  ship  of  850  Ion  register,  hound  to  the  East  Indies,  was  stowed 
in  London  as  lollows  :  the  first  tier  of  railway  iron  was  laid  solid,  fore  and 
aft,  about  two-thirds  of  the  distance  from  the  keelson  towards  the  bilges; 
ihe  second  and  third  tiers  graiing-lashion;  the  fourth  solid,  and  so  on«  until 


STEVENS    ON   STOWAGE, 


the  heigbt  of  the  keelson  was  reached.  The  wings  were  ihen  [IRON 
filled  with  wood  railway  sleepers  up  ahove  the  keelson.  The  first  four 
eubsequeiit  tiers  were  laid  L>pen,  tlje  fifih  solidj  keepiug  the  wings  filled 
up  wilh  sleepers  as  the  iron  rose.  In  this  maimer  the  ship  took  io  OOO 
10  1,000  toQ  of  iron>  which  reached  to  about  four  feet  before  the  foreraast, 
as  for  aft  as  the  mizen  mast,  bo  ill  ends  and  the  wings  being  filled  up  wilh 
sleepers.  The  remainder  of  the  cargo  consisted  of  general  goods  over 
all.  So  laden  she  behaved  well  at  sea  and  made  a  successful  voyage- 
Tbis  method  of  stowage  keeps  overweight  off  from  the  bilges  and  brings 
the  iron  to  a  proper  height-  Railway  sleepers  are  very  suitable  in  the 
same  hold  with  railway  bars. 

505  Railway  bars  for  the  East  Indies  are  mostly  oiled >  which  greatly 
increases  the  danger  of  shifting;  loose  straw  or  sawdust  is  sometimes 
used  in  stowing  the  last  part  of  such  a  cargo,  to  decrease  this  risk.  In 
charter  parlies  for  "railway  iron/*  iron  chairs  and  fish-plates  are  occasion- 
ally included  wilh  bars.  The  quanuiy  of  chairs  and  plates  should  he 
proportionate  to  the  bars.  For  use,  four  fish  plates  are  required  to  each 
bar  for  securing  it  to  the  sleepers,  and  in  ihisi  proportion  there  is  not  niuf^h 
danger  at  sea,  especially  if  placed  in  the  ends.  It  happenSj  however,  at 
times,  tlial  as  ranch  as  100  ion  of  fish-plates  are  sent  say  with  150  ton  of 
bars;  and  a  schooner  so  laden  at  a  Welsh  port  foundered  in  the  Bristol 
Channel.  The  fish-plales  were  placed  on  the  bars.  Occasionally  bars 
of  round  iron  are  sent  on  board  to  he  stowed  with  railway  bars  or  bars  of 
flat  iron-  Although  slowed  at  a  considerable  depth  in  the  cargo,  when 
heavy  weather  ih  encountered,  all  the  upper  part  has  been  known  to  roll 
on  the  round  bars,  and  to  endanger  die  safety  of  the  ship;  it  may  be 
better  in  this  case  to  place  the  round  bars  in  the  ends.  Small  rod  iron 
was  formerly  tied  at  each  end  in  portable  bundles;  when  loose  they  are 
very  liable  to  roll  about  jn  a  ship's  hold.  In  chartering  for  old  engines, 
machinery,  &c*  ihe  ciiaracter  of  the  articles  oirered  should  be  known  so 
at  to  ascertain  whether  the  freight  shoiild  be  by  weight  or  by  mcaeuremenu 

506  Swedish  bar  iron  is  occasionally  shipped  to  Hull  in  large  parcels, 
sometimes  in  entire  cargoes;  to  London  it  is  shipped  in  parcels  from 
30  to  50  ton,  rarely  as  much  as  100  ton,  and  most  frequently  as  ballast  for 
wood  and  grain  ;  freight  is  usually  at  a  ballast  rale,  say  cargo  20^,  iron 
^  to  IOj,  Small  parcels  are  placed  below  ;  for  greater  a  sort  of  well  is 
often  huik  up  wilh  deals,  sometimes  the  whole  length  of  the  hold;  the 
iron  is  placed  there,  the  loading  being  completed  with  deals.  This  raises 
the  weiglit  more  towards  the  centre,  and  is  intended  to  make  the  ship  work 
cajsily  at  sea.  The  jiriucipa!  ptjint  with  importers  is  that  masters  should 
us€  sufficient  dunnage,  so  that  the  bars  shall  not  come  direct  on  the  skin, 
where  they  are  rather  prone  to  place  it.  Rust  is  the  great  liabiliiy  to  he 
avoided  as  it  greatly  deteriorates  the  market  value  of  Swedish  iron.   Quan- 

9P 


298  STEVENS    ON   STOWAGE, 

WEI0HT  OF  WBOUGHT  HOIT  BAEB,  12  inclieg  losg,  in  Foundi  tTolrdaiK^ls. 


laoh 

Bound 

S^iun 

Iiuli 

Bound 

8quan 

•166 

•211 

n 

16^59 

2113 

•873 

•475 

H 

18-30 

23-29 

'664 

*H& 

n 

'm-<m 

25*66 

1-04 

1-32 

n 

21-^4 

27*94 

1-50 

1-90 

3 

23*96 

90-42 

2-OS 

2*5<J 

34 

2a'04 

36-70 

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31 

325*2 

41*41 

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51 

87-78 

111-76 

l3-i4 

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6 

95-58 

121-69 

21 

1198 

1907 

7 

150-10 

165-6a 

WIIGHT  OF  FLAT  BAB  IBOK,  12  iaohei  long,  in  Fonndi  ftVoird»poif. 


Tldckiw.i 

1 

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464 

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380 

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H 

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4-2-3 

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633 

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a 

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464 

5-81 

6-97 

,     8-13 

9-29 

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1-90 

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7-60 

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2-06 

2-74 

4-12 

5-49 

6*86 

8-24 

10-I>9 

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w 

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295 

443 

6-91 

7-39 

8-87 

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11*83 

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1-58 

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475 

6*84 

7-92 

9*61 

11-65 

12-68 

4 

1-69 

2-53 

3-38 

507 

6-76 

8-45 

10-14 

11 -ss 

13-52 

41 

1-90 

2-85 

3-80 

5-70 

7-(V0 

9*60 

11*41 

13-31 

15-21 

5 

2-U 

317 

4-22 

C-31 

8-45 

10-56 

12-67 

14*79 

16*90 

Le 

2*63 

8-80 

5*07 

7 '69 

10-14 

12-67 

15-21 

17-75 

20-28 

Weight  of  a  copper  rod  12  inches  long  and  lincli  diAjneier=3-0391b.    Weight  of  ft 
bcaaa  rod  12i[ich€:3  and  1  Inch  diamieterr?2-86Ih* 

lilies  of  Swedish  keg  steel  come  as  ballast  witb  cargoes  of  oats,  in  nbich 
case  they  art-  usually  spread  out  equally  ovt-r  the  bnUrmi  of  the  hold,  A 
Hull  raerchuul  says — ■*  the  usual  way  of  slowing  rnll  cargoes  of  iron  is  to 
dunnage  ilie  bottom  well,  ibeii  piu  a  deal  upon  its  edge  up  and  down  ihe 
ceiling,  and  pigeon  -  cote  the  cargo  as  far  fore  and  uft  as  will  bring  it  within 
about  lb  inches  of  the  combings/' 


STKVKNS  ON  STOWAGE. 


WEIGHT  OF  CAST  IBON  FIFES,   13  inohea  Ion;,  in  Fonndi  RTOirdnpoU 


TmCKI^fiSft  IH  iKCHCa 

£»liin<af 

bote  in 

1 

1 

t 

1 

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1 

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69-4 

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63-8 

63-9 

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683 

79*3 

90*6 

102-2 

71 

39S 

89*7 

40-4 

61-2 

726 

84-3 

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108-4 

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770 

893 

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r/ii 

65-8 

79*9 

91*3 

109*1 

124  1 

1H9-4 

101 

616 

68-9 

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98*6 

1141 

129-7 

1156 

11 

, , 

57-0 

720 

87-3 

103*0 

119*0 

1362 

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Ul 

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751 

900 

107*3 

1240 

140*8 

158-0 

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lX4m.  The  f&nt  colm&a  ii  tlie  widtli  of  tb«  pipes  ex|>r«nod  in  iarliea  and  piuii  of  on 
inch ;  the  remftining  colamm  «je  tlie  weiglitB  of  the  pipei,  under  the  ilifTcrent  UiiclmesBei 
ia  which  tbej  Ar«  pUced.    Tiro  flAoges  are  generaUy  roekon^d  equal  to  one  foot  of  pipe. 

507  To  sftve  exim  pressure  in  iLe  bilgesi  one  experienced  owner 
reeaniinends  iron  to  be  kepi  as  much  as  possible  fore  and  afi  on  die  flat 
of  ibe  floor,  and  Uiwt  wbeii  cbecniering*  ihe  cbeqner*  sboiilJ  be  closer 
over  the  keelfon  aitil  amidships  than  towards  ihe  sides.  Wlirn  stowed 
close  iu  the  biJfjes,  and  the  ship  heaves  over,  the  pressure  must  be  exce«- 
stve.  Tbe  keels  and  keeliious  nf  iron-laden  ships  have  been  Boinetimea 
hijui^  u*ben  ihcy  Imve  taken  the  ground,  in  consequence  of  all  the  weight 
being  jiluced  on  tbe  frame  and  none  on  tbe  keelson.  Care  should  tliere- 
forc  be  observed  lo  lay  ibe  bollonj  iron  as  high  only  a&  the  ujp  of  the 
keelfet»ti,  so  ihut  the  first  Hbwartship  lier  should  have  a  betrinj^  on  it; 
tbe  keebon  would  tlius  sustain  a  fair  proportion  of  tbti  weight  of  the  cnrgu. 


aoo 


STEVENS  ON   STOWAGE, 


508  Willi  iron  cargoes,  some  ships  are  liable  to  leak  in  the  [IBOH 
bilges,  especially  ivheii  ilie  bilge  timbers  are  abort  and  the  joints  frequent. 
Tbe  precise  points  of  leakage  are  not  always  obscrrable  after  the  cargo  is 
discharged,  because  tbe  whole  frame  of  the  ball  may  have  resumed  its 
original  position^  and  the  outer  planks  will  close  agaiHj  like  the  staves  of 
a  ground  licr  cask  after  the  upper  pressure  is  removed.  With  too  much 
weight  in  the  ship*s  bottom,  the  upper  works  are  generally  liable  to  great 
itrain,  and  every  tliiiiig  above  becomes  very  tight.  In  some  parts  of 
America  and  Norway,  oak  and  other  crooked  limber  cannot  be  obtained, 
and  ibe  ship's  floors  and  futtocks  are  made  of  straight  fir,  grain-cut.  The 
lower  part  of  the  outer  butts  of  the  floor  timbers  and  the  outer  part  of  the 
lower  btitts  of  tbe  first  fuitoeks  are  rounded  olT  to  form  tbe  ship's  bilge* 
In  order  to  fasten  tbe  two  thin  ends  togeihcr,  triangular  chocks  are  fitted 
inside  and  bolted  to  both.  It  is  apparent  that  this  mode  of  construction 
cannot  be  so  strong  as  with  crooked-grown  floors  and  futtocks,  which 
retain  (heir  full  size  at  the  bult;  and  it  is  therefore  evident  that  ships 
built  of  such  straight  timber  are  not  well  adapted  for  cargoes  of  iron, 
machinery,  and  other  heavy  goods;  they  require  to  be  strengthened  with 
iron  riders  running  from  tbe  lower  deck,  far  enough  down  to  receive  two 
bolts  in  tbe  floor  timber  beads. 

509  In  the  case  of  the  Trafalgar,  RiTsoi^r  i\  Tther,  Liverpool, 
August  27,  1855,  the  owner  was  held  liable  for  damage  to  casks  of  porter 
stowed  below  200  ton  of  heavy  goods  consisting  of  iron  and  boxes  of 
bacon.  At  Syra,  if  iron  forms  part  of  the  cargo»  and  diflerent  lots  get 
mixed,  the  master  has  to  pay  the  cost  of  separation. 

510  Pig  iron.  In  January,  18G7|  there  was  an  enquiry  at  Glasgow, 
before  Justices  SxicnMAN  and  Maclej^k,  and  Messrs*  Baker  and  Swix- 
Bunx,  nautical  assessors,  by  Mr.  O'Down,  {Board  of  Trade)  who  stated 
thai  the  barque  Tor/rlda  registered  415  ton,  was  133  feet  long,  28  broad, 
16  dee]),  and  only  8  months  old.  CapL  Sgai-low  and  13  hands  left  Glas- 
gow in  her  October  1  for  New  York,  with  550  ton  pig  iron*  and  125  ton 
miscellaneous  goods — 675  ton.  Three  days  after,  when  near  Antrim,  she 
made  8  inches  water  per  hour,  and  returned  October  8,  to  Greenock.  The 
cargo  was  unshipped  and  tbe  barque  placed  in  dry  dock,  when  it  was  dis- 
covered that  she  had  strained  very  much  and  bad  sank  amidships;  she  was 
repaired,  tbe  cargo  was  re-stowed,  but  about  103  ton  was  left  out.  S!ic  left 
again  November  5,  and  on  the  SJ2nd,  when  160  miles  west  of  Miiseii  llead^ 


*  Tlio  Burs  tnMLnmce  Club  Limit  iron  ciirgoes  pa  IoUowb  '■ — All  sMps,  except  Britifilt 
Ah  S'3rd  1-1,  JiDtl  tlio8«  employed  In  ibc  eonsting  tradeT  loading  iron,  ghall  not  exceed  Uie 
follow  ill  p  \*  c'-utage,  viz :  100  to  200^  ton  35  ^  cent,  over  regifller  NN  tonnage ;  200  to  260, 
3f» ^  crnt ;  2Sn  to  m\  27*  ^  cent ;  300  to  4O0,  25  ^  cent ;  400  lo  600,  20  ^  cent ;  600  to 
800,  15  ^  rent ;  800  to  1,000,  121  ¥  f^^^ ;  1^*0  to  1,200,  10  1*^  cent ;  1,200  to  1,400,  7 J  ^ 
rent  i  1  t^^ort,  ft  ^  eeat ;  pig  iron  euad  lead,  two-tMrdji  rogisttir  toiu)H>ge« 


STEVENS    Ol 


>WAGE. 


sprQtig  a  leak.  They  bore  op  aod  kept  ihe  pumps  going  iiDtil  [IRON 
«Sp.m.  when  tW  wind  became  light,  and  a  heavy  cross-sea  caused  the  ship 
to  labour,  and  the  leakage  increased.  On  the  23rd,  at  II  p^in,  she  went 
down ;  the  crew  escaped  in  their  boats.  The  court  considered  it  repre- 
hensible to  reJoad  the  barque  with  bo  much  pig  iron,  as  there  was  no 
doubt  the  leak  which  compelled  her  to  put  back  first  arose  from  the  fact 
that  in  addition  to  other  cargo  she  had  upwards  of  150  ton  of  pig  iron 
more  than  her  register  tonnage;  and  although  103  ton  were  left  out  sub- 
sequently, there  was  yet  too  much*  The  court  recommended  as  a  rule, 
that  all  wooden  vessels  should  not  carry  more  than  their  registered  ton- 
nage of  pig  iron  in  addition  to  other  cargo.  A  master  who  look  in  a  cargo 
of  pig  iron  at  Troon,  in  May,  1863,  complains  that  on  delivery  at  Swansea 
£3  2«  6d  was  deducted  as  the  first  cost  of  I  ton  5  cwt.  of  the  cargo, 
although  the  sand  and  rust  off  the  iron  was  quite  equal  to  that  deBeiency. 

CAST    lEOH    lAJJDAflT    (ADMIEALTY),    EACH    PIG. 


Lbxgxh 

Bjibadtb 

DSPTB 

WSIOHT 

No.  TO 

ToK 

tU  in. 

in. 

in. 

r,    q.    th. 

piR* 

3     0 

6 

6 

2     S     12 

7 

2     0 

1 

4 

20 

1     6 

B 

4i 

1     0     12 

21 

1     6 

6 

3 

28 

1   H 

5 

H 

1     0     13 

IS 

I    5 

6| 

4} 

1     0       U 

— 

1    4* 

fi 

4 

20 

1    0 

4» 

41 

0     2       0 

— 

1    0 

4 

4 

40 

There  it  another  Admiraltff  tabU!  under  the  article  hoUati, 

Tonnage.  E.LCo.  20  cwt;  New  York  20  cwt.  pig  and  bar;  BnUiujor© 
(and  Uoited  States)  2,240lb.  pig  and  bar;  in  PennsylTania  a  ton  of  pig  iron 
ifl  2,210tt),  blooms  2,480tb.  and  bar  2,000 tb.  A  vessel  of  aoS  ton  regieter 
could  carry  50  ton  of  iron  and  1.100  quarters  of  wheat. 

Sizes  and  weights,  Some  railway  bars  are  15  feet  long,  2^  to  3  iDehea 
broad,  imd  &  iiichcB  deep;  they  range  from  10  to  24  feet  long — averaging  '^0 
f<jet;  the  average  weight  00 tb,  per  yard,  Greflt  Western  (hroad  gnage)  harftj 
xnrj  very  much ;  hritlge  rails  are  ahout  20,  sometiuics  24  feet  long,  and  62tb,  ' 
per  yard.  South  Western  (narrow  guage)  bars  are  usually  21  feet  loug  and 
weigh  76  to  BO tb,  per  yard  ;  fiah-plates  are  about  ISijiuhei*  long  and  weigh 
121b.  A  cubic  foot  of  east  iron  will  weigh  on  an  average  450lt)»  wrought 
4701b,  and  dose-bammered  4*^0  to  4U0tt>.  A  stone  of  iron  I  lib.  Partictilara 
of  chain  cables,  wire,  Ac.  are  detailed  iu  the  artiele  rope,  which  see. 

Foreign  weights,  &C.  75rb,  Stockholm=^66tb.  Englisli,  lOO  puod«  Swe- 
dish =  70tt>.  avoirdupois,  i:i-1|punds  Swedieli  - 1  OOlfc.  avoirdupois,  A  Bremen 
and  Brernerhaven  waage  =  l^tb.  Au  Amaterdaui  lost  of  iron  or  copper  for 
general  freight  l,000tb. 


STEVRNS  ON   STOWAGE, 


511  IRON  SHIPS.— Stowage.   Mr.GRANTHAM,C.E,says— "die 

^liell  of  a  tirabcr-builL  vessel  is  so  much  thicker  than  ihal  of  an  iron 
vessel,  that,  with  the  same  outside  dimensions,  the  hold  of  the  latter  is 
frequently  18  inches  wider  and  12  inches  deeper  than  the  former.  Taking 
the  most  favourable  part  of  a  vessel — namely,  in  the  centre  of  the  length — 
in  a  vessel  of  200  ion,  the  internal  capacity  in  favour  of  the  iron  vessel 
will  he  as  6  to  6;  hut  in  the  ends,  which  are  drawn  finely  off,  the  disparity 
is  much  increased,  making  the  proportion  of  the  whole  tun  tents  about 
as  4  to  5,  Supposing,  therefore,  that  a  vessel  built  of  limber  could  felovv 
20U  ton,  she  would,  if  made  of  iron,  have  room  for  200  ton.  The  total 
capacities  of  the  largest  vessels  will  probably  not  approximate  nearer 
than  as  5  to  6 ;  making  the  iron  ship  of  600  ton  burden  not  to  exceed  in 
outward  dimensions  the  timber  one  of  500  ton.  The  advantage  of  this 
is  very  great  and  enables  an  iron  vessel  to  trade,  and  remunerate  the 
owners,  in  cases  in  which  a  wooden  vessel  would  not  return  a  profit;  for, 
if  we  suppose  that  the  freight  of  a  5U0-ton  ship  would  just  pay  the 
expenses  required  to  navigate  her,  an  iron  vessel  would  leave  the  freight 
on  the  extra  1 00  ton  as  clear  proJit.  With  steamers,  the  comparison  is 
even  much  more  in  favour  of  iron.  As  the  average  cargo  of  a  steamer 
is  only,  perhaps,  about  one-half  of  the  load,  in  engine,  cargo  and  coals 
together,  an  increase  of  one-fourth  in  her  stovvage  adds  50  ^  cent,  to  her 
capacity  for  carrying  cargo;  so  that  to  carry  a  given  cargo,  the  iron 
steamer  may  be  much  less  than  a  wooden  one." 

512  Iron  SMps — Interior.  Capt.FiTZROY,R.N.  says — "iron  ships 
require  abundant  ventilation  internally,  on  account  of  moisture  that  is 
deposited  when  sudden  and  considerable  changes  of  temperature  occur.'* 
For  til  is  reason,  the  Russian  Fur  Company  on  ilie  Amoor  river,  prefer 
sending  their  goods  in  wooden  ships,  which  are  selected  also  for  the  same 
reason  by  many  merchants,  for  the  conveyance  of  tea;  see  the  article  tea. 

513  Mr,  WiGRAM  stated  before  the  Committee  of  the  House  of 
Commons,  February  24th,  I860,  that  '* Inhere  are  some  things  which  iron 
ships  can  Hever  be  so  advantageously  employed  to  carry  as  wooden  ones. 
For  instance,  there  is  sugar;  such  is  the  drainage  from  sugar  brought 
over  in  iron  ships,  that  it  corrodes  and  eats  away  the  bottom  of  the  ship 
in  the  most  rapid  and  extraordinary  manner." 

514  The  injury  from  the  drainage  of  sugar  is  greatly  increased  when 
diluted  with  bilge  water,  as  by  fermentation  acetic  acid  is  formed,  which 
dissolves  the  iron.  The  action  of  sugar  on  iron  may  be  recognized  by 
the  hrighmess  of  surface  induced.  The  iron  will  not  be  permanently 
protected  with  a  white  or  red  lead  paint;  an  iron  paint  composed  of  the 
peroxide  of  iron,  which  is  of  a  reddish  brown  colour,  is  said  to  be  the  most 
effective;  this  covered  with  a  thick  coat  of  w)iitewa8li  will  so  protect  the 
iron  that  injury  need  not  he  feared. 


616  An  importer  says— «  ibe  diflScolty  is  now  [IRON  SHIPS 
overcome  by  caating  the  iron  witli  a  layer  of  aspholLe  or  PonlaeJ  cement, 
the  liiJit?  iQ  which  neutralizes  the  corrosive  action  of  the  sugar.  Occa- 
sionally a  further  protection  is  aflforded  l^y  laying  a  floor  of  sheet  lead  so 
aB  to  receive  the  drainage  of  syrap  or  molasses  and  conduct  it  into  a  well 
where  it  is  pumped  up  into  tanks  or  casks  provided  for  the  purpose/' 

516  A  builder  says — *'  tliat  by  the  acidiiy  of  the  bilge  water  the  plates 
in  llie  bottom  become  corroded  ;  the  heads  of  the  rivets  are  also  constantly 
wearing  oli'i  especially  where  sand,  grit,  or  any  hard  substance,  such  as  a 
ball  formed  of  coal  dust  and  oil  droppings,  was  passed  and  re-passed  over 
them,  by  rolling  at  sea.  Coal  dust,  mixed  with  the  droppings  from  brass, 
is  also  injurious.  To  remedy  this  the  bottom  is  now  carefully  covered 
with  cement  or  asplialte  up  above  the  rivet  heads.  Those  portions  of  tlie 
vessel  at  the  extreme  ends,  just  above  the  keel,  where  the  space  is  too 
narrow  to  admit  of  their  being  cleaned  or  pain  ted  j  may  be  advantageously 
filled  up  iiolid  in  the  same  manner."  The  Lirerpoal  Undemyniers  require 
that  *'  fresh  Portland  cement  shall  be  laid  on  so  as  to  cover  the  frames 
and  rivet  heads.  The  cement  is  to  be  raised  in  the  centre  to  the  level  of 
the  limber  holes,  and  to  be  taken  up  to  the  upper  part  of  the  bilge,"  All 
ibe  lower  compartments  of  H.M.  iron  ship  Warrior  ore  filled  in  with  brick 
work  to  prevent  the  accumulation  of  bilge  water. 

517  Where  some  remedy  is  not  applied^  it  is  recommended  tliat  a 
cmaU  quantity  of  water  from  the  sea,  should  be  let  into  the  ship  daily 
and  pumped  out  again,  the  strength  of  the  acid  will  thus  he  kept  down, 
and  the  ship  remaiu  sweet  and  clean,  Tiie  in  bides  of  iron  ships,  are  also 
injured  by  salt,  saltpetre,  &c.  The  weak  points  in  Iron  ships  are  tlie 
hatches  required  by  Lloyd's  rules  to  be  in  the  bottonu  The  water  washes 
up  through  them,  and  they  retjuire  0  inches  or  a  foot  of  dunnage. 

dl8  Mr.  Peacock,  who  has  made  the  subject  his  especial  study, 
observed  that  on  the  inaide  of  old  ships,  where  copper  pipes  have  lain  in 
ibe  bilge,  or  ibe  urine  of  cattle,  or  brine  from  the  boilers  had  lodged  under 
the  angle-iron  frames,  and  where  the  rivet  heads  and  plates  had  not  been 
properly  coaled,  or  on  the  outside  where  metal  valve  seatiugs  occurred, 
greAt  deterioration  took  place.  Injury  from  salt  water  is  increased  when 
brass  is  near.  It  is  stated  that  a  penny  piece  accidentally  dropped  into 
the  bilge  of  an  iron  ship  and  left  there  for  a  year,  had  nearly  corroded 
through,  within  one-sixteenth  of  the  outer  surface,  so  tliat  had  it  not  beLui 
discovered,  the  steamer  might  hnvc  eventually  foundered  at  sea.  The 
imu  steamer  Prince  of  WaUst  had  a  round  hole,  of  four  inches  diameler, 
eaten  through  the  bottom  by  her  copper  punjp;  but  fur  the  discovery  she 
would  have  foundered.  T)»e  constant  dropping  of  the  sounding  rod  is 
likely  to  injure  the  plate  immediately  below,  if  not  protected;  it  haft 
niiule  &  hole  through  the  bottom  of  a  steamer. 


304 


STEVENS    ON   STOWAGE. 


510  To  preserve  the  inttrior  from  oxidation,  Mr.  [IRON  SHIPS 
Grantham, says — **  good  jmint  becomes  a  perfect  enamel,  and  while  care- 
fully renewed  periodically,  no  sensible  decay  is  perceptible.  Btit  to 
do  this  requires  great  care  and  conslaul  waicL fulness*  Goud  white  lead 
is  perliaps  ihe  best  application,  but  red  lead  is  preferred^  ihougb,  proba- 
bly, without  any  satisfactory  reason.  Caj-e  should  be  taken  that  paint  is 
applied  under  ihe  frames  before  they  are  ri vetted  to  tlie  plates,  and  that 
no  wood  should  be  allowed  to  c*»me  iu  contact  with  the  iron  without  a 
similar  thick  coat  of  paint  being  previously  applied.  It  has  been 
customary,  in  some  casesj  to  apply  a  coat  of  boiled  oil  to  the  plates  and 
frames  while  building,  to  prevent  corrosion  when  they  are  necessarily 
exposed  to  the  atmosphere/'  This  is,  doubtless,  a  wise  step;  but  the  oil 
should  be  kept  from  touching  those  parts  which  are  to  form  the  joints. 
For  some  information  applicable  to  the  preceding,  see  dunnage^  iron, 
and  metals. 

5t20  In  one  ease  where  a  master  had  some  copper  sheathing  to  cany, 
Le  placed  it  alongside  and  touching  the  iron  framework  and  plates  of  his 
vessel.  Considerable  damage  was  done  to  the  iron  by  galvanic  action, 
and  much  wor^e  consequences  would  have  ensued  bad  there  been  any  salt 
waler  also  in  contact* 

521  With  ordinary  precautions  it  would  he  nearly  impossible  for  a 
fire  to  take  place,  or  to  gain  head,  iti  the  hold  of  an  iron  ship,  provided 
the  hatches  were  properly  secured  ;  for  the  bulkheads  make  each  division 
perfectly  air-tight,  and  eifectually  slop  out  the  atmospheric  air,  without 
which  fire  will  not  burn^ — thus  confining  the  injurj^,  when  it  does  occur, 
to  the  compartment  in  which  it  originates, 

622  Iron  Ships— Bulkheads,  Mr.  Co  u  rt,  Secretary  to  the  Liverpool 
Underwriters"  Association,  issued  January  1,  185U,  a  Report  on  bulk- 
heads. In  reference  to  section  9,  it  may  be  said  that  compensation  in 
strength  should  always  be  made  for  the  metal  taken  ont  of  the  plates 
where  the  bulkheads  are  rive  tied  to  the  ship  s  sides.  Vessels  have  been 
known  to  break  in  two  (especially  when  unequally  laden  in  diiferent 
compar(mcnts),  at  the  line  of  bulkhead,  owing  to  the  rigidity  of  the  hull 
at  this  part,  and  to  the  fact  that  the  rivets  run  in  a  direct  line  from  keel 
to  gunwale,  p^ist-ollice  stamp  fashion,  fl  might  he  he  tier  for  the  angle* 
iron  of  ihe  bulkheads  (o  be  made  vvilh  a  wider  flange,  by  which  space  would 
be  obtained  fiu"  spreading  the  rivets,  and  thereby  avoiding  the  direct  line. 
Longiuidinal  bulkheads  give  strength,  and  are  of  great  assistance  for 
stowing  a  shifting  cargo,  or  wht-re  there  are  diiferent  goods  liable  to  injure 
each  other.  A  midship  partition  carried  from  the  foremost  bulkhead 
through  to  tbe  aftermost  one  would,  in  combination  with  the  three  inter- 
mediate bulkheads,  render  a  ship  longitndinally  much  stronger,  and  safer 
to  withstand  any  casualty  that  may  occnr^  see  next  page. 


STEVENS    ON   STOWAGE. 


9da 


xr.  cotrfirs  kepoet  on  bttleheads  or  mon  ships. 


SKimoRfl  1,  2,  and  3,  ore  introdactory. 

8j£c.  i.  To  dctermjue  the  tiize  of  tbo 
crouipsirlmciitA  we  have  the  foliowing  data^ 
fit  :^-Qien:hMit  vess^s  generally  loud  to 
about  tHpreti'tetLths  of  their  extreme  capa- 
city ;  that  b  to  ^'Jtjt  if  Uie  e]ctreme  onteide 
fiimeiLiioiiai  reprvfionting  the  buoyant 
poYiror  of  a  ve^iself  be  ten,  the  Tf  eight  of 
ship  And  cnj^  i»  genemliy  about  serea- 
tenths  of  Ibia  quantity.  Veu^  laden 
iDUeb  beyond  thlA  &re  considered  deep. 
We  h&re,  tbereforfl,  in  gcQci-al^  aboat 
tliree-tentha  of  the  extreme  buoyimcy  of 
the  TeaMl  ae  a  marglm,  iind  if  this  threo- 
tcnthii  b<!  deatroyad  by  loaJcage  AiisLug 
trmti  Acetdunt,  or  othorwisc,  the  vt;ssel 
frill  sink  in  sUU  wnlcr ;  but  in  a  acnwny, 
the  moUon  of  a  voxflel  from  tlie  suiumit 
of  a  WAYe  l0  its  blue  genera Lcei  a  momen- 
lum  d0wriwiirdi»,  And  Uio  catutqaence 
urould  he  Ihut  tho  vessel  would  sink  in  a 
ftOAway  some  timo  before  the  margin  of 
thrt!«<ifnthi)  waa  destroyed.  From  thiM  it 
would  appeiu-  that  if  a  yeaael  be  divided 
into  four  &iQal  compartmentA  by  three 
wntof-tigbt  bulkheads^  and  one  of  these 
compart mcuta  be  filled  with  water,  snch 
rr«wel  would  be  just  aafe  la  a  »eaway, 
becAUte  nine  and  a  balf-ieiithi  of  her 
buoyancy  only  would  be  destroyed, — 
aovcn 'tenths  by  the  wei)^»ht  of  tho  cargOf 
snd  two  And  a  half  tentlu  by  the  deatruc- 
lion  of  tlic  injured  compartment. 

5,  riacdcnUff,  it  ia  ditfieult  accurately 
to  divide  a  vti«^  into  four  equal  comport- 
menta^  lutd  it  would  a1»o  be  inconvenienti 
becauae  the  forward  and  alter  bulkheads 
would  be  thrown  much  too  Iat  from  the 
CDdt  of  the  vnaael. 

0.  The  pni{:tiec  Utterly  hoa  been  to  pnt 
a  bulkhead  *l  eadi  uud,  ao  Aa  to  shut  off 
tht;  apaee  dc'Totvd  to  whip's  use  from  the 
rMt  of  Uic  ino«aeb  The  united  contents 
of  th«>^  purtluiia  rary  a  little  abore  or 
below  one -tenth  of  the  veBael'a  extreme 
capacity  in  cargo -carrying  «hip&.  Xow^ 
•aamnlBg  this  one  tenth  w*  Uii?  amount 
raquirod  to  reaiat  or  overcomo  the  dM«rend- 
Ing  momentum  of  tho  veaael  in  n  aeaway 
(referred  to  uliove),  and  dividing  the  apace 
betwiocn  the  end  bulkhejja  into  four  equal, 
or  tutorly  ^qunl^  eottqiarttiiejilKt  by  three 
adidltlonal  balkheadB»  we  have  pro  vita  on 
tm  m»uitf  «Tory  ^tm*  ol  om«f|[«acy. 


7.  These  remarks  are  independent  erf 
the  eharftoior  of  the  cargo  ;  if  of  iron  and 
one  coiijpartinent  be  filleil  with  water,  the 
vessel  will  lo-iG  the  buoyancy  duo  to  thAt 
compartment,  leas  one-«eventh  of  tha 
weight  of  iron  in  it,  as  the  speeiiio  granty 
of  iron  ia  oac-sevcnth  less  in  water  tlum 
in  air.  Thus, — if  a  vesael  of  1,600  ton 
regiator  bo  lodon  with  iron  down  to  20 
feet,  and  having  a  dry  aide  of  61  feet  out 
Amidships^  ship  and  cargo  weighing  about 
i},5(X>  ton,  bitch  vessel  wonJd,  if  one  of 
these  equal  compjirtmentji  were  stove  in, 
increa^  bur  draught  to  di  J  feet  from  auch 
canae*  With  aalt  or  coal  the  iucri^ased 
draught  would  be  '2i  or  2*2 i  feet  in  uU ; 
with  Ku.?t  India  produce  the  dr:iught 
would  gradually  increaae  to  about  23  feet 
as  tJie  water  was  absorbed.  With  cotton 
the  ditTerence  inoreoaes  gradually,  tho 
rate  being  slower  the  harder  it  is  pressed  ; 
this  applif-'S  ulao  to  fine  goods  hard  pressed 
and  M^ell  bound. 

8.  Ye^ebi  have  been  built  with  one, 
two  and  three  bulkheadii ;  ai)mo  with  one 
forward  and  one  amidfihipeii,  others  with 
one  at  each  end  aiiiJ  one  amidshii)e ;  but 
they  invariably  ahow  nlgu^  of  hordiihip  at 
tho  phicea  where  the  balkbeuds  are 
attuclied  to  the  flide^  looactiing  the  rivets, 
jind,  in  s^ome  c&hi'H^  cracking  the  pbilea 
tlirough  the  holc!tT  where  extra  means 
have  not  been  taknu  to  aecnre  them. 

S.  It  would  aeem,  then,  that  bulkheads 
in  on  iron  ahip,  except  they  be  numerous 
enough  for  safety,  are  n-ttcUu^  and  even 
injurious^  by  creating  rigid  pkee« ;  but» 
where  there  are  enongh,  they  become 
important,  as  tiet,  thus  preventing  vibra- 
tion and  alteration  of  shape,  and  dill'uiong 
local  strains  over  the  whole  fabric,  besides 
providing  aecuriLy  Against  coUisiuUf 
grounding,  d:c.  At  hast  five  bittkheada 
are  n^quired  for  veaaebi  loaded  to  aevui- 
tenths  their  extremis  capaolty*  and,  they 
rcxpiiro  to  be  amiig«d  la  th«  manner 
pointed  out  in  tiectioQ  six. 

10,  The  introduction  of  fore  and  aft 
portitiona  in  the  Orcnt  J^turtrrn  might  bn 
advantogeouidy  copitui  itiLo  merchant  vea- 
seht,  Aud  would  toko  the  place  of  keelaona, 
Htanchiont,  &c. 


306 


STEVENS   ON    STOWAGE. 


623  Exterior-  All  cases  of  deterioraLion  of  iron,  [IKON  SHIPS 
wbether  in  the  hulls  of  ships  wlieo  lying  long  in  port,  bubstay  bolts  and 
chains,  and  thuin  ciihles  at  tlic  water-line  in  a  copper-boilanVL'd  ship, 
pucldle-buani  spnrss,  &t\  are  generally  traceable  to  tlic  action  of  copper  in 
the  presence  of  sea*waler  It  is  stated  that  the  contact  of  the  iron  plating 
ot  La  Glinre,  French  ship-of-war,  with  her  copper  aheeling,  produced  a 
strong  galvanic  action  injuriuns  to  the  ship,  and  that  a  quantity  of  wine 
in  the  hold  was  entirely  spoiled  by  it.  A  number  of  exceedingly  sensitive 
ehcll-fish  of  a  species  unknown  in  1862,  were  found  attached  lo  ber 
bottom.  The  plates  of  an  iron  ship's  bottom  have  frequently  been  found 
seriously  honey-cond)ed  near  and  aroimd  the  mt'ltil  valve  seatinga,  in 
1^44,  when  H.M.  Steam  Sloop  Carmorant  went  (under  canvas  only) 
from  Tahiti  to  Valparaiso^  the  floats  were  removed  and  the  paddle-wheels 
lashed;  on  anival  it  was  found  that  the  loit^^rlnntr  arras  of  the  wlieels 
(those  nearest  the  ship)  were  eaten  away  by  galvanic  action  induced  by 
her  copper  sheathing,  hut  the  other  arms  remained  intact.  The  after  keel 
and  stern  post  of  an  iron  ship  of  war  has  been  much  corroded  hy  her  having 
a  gun-metal  screw  propeller.  There  are  instances  of  tbe  corrosion  of  iron 
ship's  bottoms  hy  their  being  laid  up  in  dock  alun^^side  vessels  with  cojiper 
or  ytllow  metal  on  their  bottoms.  Whco  pustules  of  oxide  are  found  on 
iron  ship's  bottoms  which  have  always  used  red  lead,  the^  have  arisen 
most  probably  from  galvanic  action  induced  by  copper  in  some  form  or 
other  being  near,  or  by  the  partial  use  of  preparations  containing  copper 
in  some  shape  or  other.  Several  steam  companies  determined  in  1862 
to  discontinue  the  use  of  red  lead  for  coating  iron  ships  inaidc  or  out; 
tliey  found  tiiat  where  a  blister  occurred  water  had  gathered  underneath, 
and  that  by  some  combination  of  the  paint  and  iron  with  the  water,  tbe 
latter  became  acidulous,  and  invariably  destroyed  the  surface  of  tlie  iron 
njid  corroded  it*  These  compatiics  now  use  zinc  paint,  and  fill  all  inter- 
Elices  with  a  cement  made  in  part  with  iron  tilings,  forming  a  kind  of 
asplialte.  The  contact  of  lead,  sucli  as  pipes,  &c.  with  iron,  is  now  in 
all  cases  avoided*  Iron  is  injured  almost  as  much  by  contact  with  lead 
as  with  copper.  When  the  surfaces  of  wrought  iron  and  cast  iron  are 
brouglit  near  each  other  in  sea- water,  they  furnish  tbe  elements  of  an 
active  electrical  battery  and  consequent  loss  of  materiaL  Through  this 
a  cast  iron  tank,  IfiU  feet  long  by  40  wide  and  5  deep,  fell  to  pieces  in 
Portsmouth  dockyard,  in  June,  ltlti:i  j  the  tie  rods,  which  were  of  wrouglrt 
iron,  bad  hist  a  material  portion  of  their  original  subslance. 

524  Iron  Ships — CompaBses,  The  Underwriters  at  Liverpool,  pub- 
lislied,  May  14,  1802,  a  valuable  report  on  this  subject,  wiiich  is  given  at 
length  in  the  next  page.  This  report  is  foUowctl  by  the  spticitications  of 
ihu  iron  screw  steam  ship  Himalmja,  built  by  Messrs.  IVIaiie  &  Co.  for 
ihi*  Peninsuulb  aj«d  OiUJiNTAL  Co,  and  sold  by  them  to  the  Adimrulty. 


307 


mOK   SHIPS— COMPASSES. 


: 


leiwIf-lAiinclied  Iron  9"yp«,  whik'  fitling 
should  be  kept,  if  posttible,  with  tho 
heml  in  thti  opposit*  direction  to  thut  in 
which  they  were  bailt,  or  im  neur  to  it  a9 
etnmmstances  will  permit.  Compnss 
deriAilfm^  obferrcd  in  port  should  bo 
teatted  fti  tea  ai  soon  as  opportunity  oct^urs^ 
OflMciaUj  in  new  iron  ahlp^,  Tho  ribra- 
ikon  of  the  machinery  in  iron  fiteuiners 
may  ufTeci  the  raagnttism  of  the  Bliip,  and 
cause  a  small  alteration  in  the  deviation 
of  tho  compaas.  Compass  deviations 
QiiiaDy  change  in  amotmt  rcry  graduall  j 
■A  the  »hip  changes  her  geographical 
pofiitkm,  Tho  demUonji  of  a  eoonpass 
placed  near  Tortical  iron,  like  a  steering 
compaiKi,  generally  change  more,  on 
cfaoage  of  goographicalpoRition  than  those 
xrl  on  eli^vated  or  standiunl  compusbi.  Tbiu 
ehange  may  not  show  itself  while  the  ship 
ia  npon  certain  eonr«ie&,  bat  muHi  1h> 
guarded  against  when  the  course  is  altered. 
Wliva  an  iron  ship  has  been  long  on  one 
eoarM.%  and  then  ia  put  on  a  new  courie, 
the  in  likely  to  err  in  the  dlrectioa  of  the 
49id  e«ar»a :  thus  a  ahip,  after  being  for 
mome  tame  on  a  woaterlj  course,  and  then 
ohjuiging  to  north  or  south,  will  go  to  the 
ireat  of  her  new  eourec.  Beaides  the 
ordinary  dcTiation  of  the  compoia,  there 
ia  a  deviation  eaosed  by  the  boeUng  of 
Iron  shipft,  which  may  ioercase  or  decreoMo 
Uio  drtvtatioii  obserred  when  the  ahlp  is 
upright.  There  8pp«an  to  be  no  devia- 
tion from  heeling  wlicn  the  ship's  head  by 
eompaifw  ia  east  or  wcst^  bat  it  inereiues 
ii  the  fhip't  head  is  moved  from  these 
points,  and  ia  gt«atc«l  when  ship's  head 
Ky  eompasa  is  near  north  or  mn  tli .  Cases 
hafe  biien  observed  in  which  the  dcinolion 
resolting  from  heeling  has  amounted  to 
n«  mnch  as  two  degrees  far  each  degree  of 
html  nf  the  ship  ;  that  K  without  altering 
the  mal  direction  of  the  sIilp'H  head,  the 
apparent  alteration  in  direction  has 
amounted  to  forty  degrees,  by  heeling  the 
ahip  from  ten  degrees  to  starboard  to  ten 
degrtKie  to  port!    In  north  latitude,  in 


fillips  built  bead  to  the  northward,  with 
their  compafiaes  in  the  uruoI  poeition,  the 
deviation  from  beoling  is  much  lorgtir 
than  in  sliips  built  with  their  head  to  the 
southward ,  In  north  ktitnde,  the  north 
end  of  the  compass  needle  is  drawn  to  tho 
high  or  we  other  side  of  the  ahip,  an  she 
heels  over;  the  effect  being,  when  this 
deviation  is  not  allowed  for,  tlmt  on  iron 
ship,  with  a  Ibton  northerly  courses,  goen 
to  windward  of  hrir  npparent  course,  and 
on  southerly  courses  goes  to  leeward  iif 
her  apparent  coarse.  The  deviation  which 
arises  from  heeling  will  vary  with  thf  dip 
of  the  magnetic  nccdltv  In  high  4onth 
lalitades,  where  thi>  dip  is  i«outh,  the  north 
end  of  tho  needle  has  been  observed  in 
deviate,  towariln  the  low  si(Je  of  the  ship, 
A  «mall  deviation  towards  the  low  wide 
has  ako  been  observed,  in  north  lntita*lf*, 
in  mmo  i*hips  which  were  Imilt  hi  n 
southerly  direetion-  It  is  titsirable,  tlirre- 
foro,  that  all  iron  uhipa  which  are  liable 
to  heel  over  should  l»e  swniip,  at  Irafit 
once,  with  a  list  to  port  anr!  with  a  li*it  io 
starboard,  a^  well  as  apripfht,  so  as  to 
enable  the  navigator  to  estimate  vihat 
allowance  he  must  makn  when  tliC'  nhip 
heels-  The  compoftHcs  of  those  irorj  Bhip-i 
which  change  tjieir  latitude  very  ninch 
cannot  be  properly  comi^ensated  by  fixed 
magneiti  onjy,  but  dirmld  hv  partly  cor- 
rected by  vertical  iron.  The  rpcord  of 
careful  obnerx^ations  made  in  high  Honth- 
em  latitudes,  for  jiBcertainingthc  deviation 
when  ship's  head  by  compAftS  is  eaHt  or  west 
will  greatly  aHHiRt  the  compass  adjuster  in 
perfecting  tho  magnetic  eompeniation  of 
the  compasses  whono  deviations  ore  so  ob- 
served. The  caps  and  pivots  of  the  comp^ifts 
carda  should  be  freqnc-jitly  examined  Jit 
aea,  and  the  bhnit  pivot<j  and  cracked  or 
otherwifte  injnrpd  rapn  nhonld  lie  rt'plai*rd 
by  new.  Compass  errors  art  ting  from 
mecbanlctd  ca««*ei^  of  tbifl  kind  nre  not 
unfrenuent,  and  fire  ofttrn  wrongJy  attrl- 
batvd  to  ehangen  in  tb«  sblpK niagnctitJin. 

W.  W.  KUKDKLL. 


Swnronto  inoir  rsB^KLs  for  adjantment.     '*  Tliero  appears  stilBcimt  r^nann  for  iriring^  , 
ing  a  n«»w  iron  ship  or  steamer  inimediat^dy  beforr  each  ri  the  first  two  or  tliro*}  voyages;! 
Uiat  at]  iron  vcswel*  tihonfd  be  awting  immediately  before  tl*<>  Jlr«it  Toyn^ji'  follo»vit»g  any 
eoaaidcrable  repair ;  whenever  the  position  of  the  stand urd  ^'ninpims  i«  rhanii;r''d  ;  or  when 
tlM itoialcr  is  changed^  onleaa he  had  charge  a»  chief  offloer  Ibn  pn^riUng  vo)4igo/' 


308 


STEVENS    ON    STOWAGE, 


lEOIT  SCfKEW  STEAM  SHIP  HIMALAYA— BFldFICATIONS. 


I>intemhnt.  Longtli  of  keul  3 tO  feetj 
besLHi  41  ,\,,  deep  31,%  ;  8,437  ton. 

Aa7,  bur  iroiJ»  10x5  in,  to  be  rabbeteil 
half  Ui6  Lhickiiesii  of  garboiircl  istrakfi  into 
tht!  kfcl ;  other  liolf  rounded  over. 

Sttm,  10  ln<!htjs  broad  ftt  bottom  by  5 
incbOM  tbiekf  and  checked  same  as  keel  to 
wbeno  the  cutwater  comeft  oa  tbe  stem* 
and  to  be  8x4  indica  at  the  top. 

Ster7i  PtiSt,  lOlnebea  broad  and  5  inches 
thick,  tapering  to  10  x4  mclit^a  at  tho  spar 
deck,  and  a  heel  left  on  tho  afkr  Hide  to 
boor  the  rodder,  with  eyes  for  the  pmtleji, 
turned  so  oa  to  form  a  knee  forward  on 
the  keel.  The  plate  oft  to  mn  over  the 
poit  to  fomi  a  place  for  the  rudder. 

Frameji,  of  angle  iron  7  x  5  x  j^^  inches 
for  120  feet  in  midships,  20  inches  from 
centre  to  eenlre.  extreme  fore  and  aft  that, 
to  tapcjT  to  21  inches  6  X  4  X  J  inehea  ;  22 
iacheii  5  x  SJ  x  i  inch ;  and  24  inches  ^  K 
BJ  X  tV  in^'l^^^'  '^^^'  ^^^^  plaitit  to  fill  up 
thtt  Kpace  between  the  f  rmnca,  bo  ai  to  form 
a  series  of  tnisaings  Ihronfjbont  the  vea- 
»dVs  body.  In  engine  and  boiler  space, 
lUid  for  ten  frame h  bt::fnre  and  abaft  it,  tho 
fhuuea  to  be  duubli-d  in  the  bottom,  and 
a  rererac  Angle 'iron  on  every  second  frame 
from  floor  to  gunwale  4x3|x|in.  the 
wliole  lengtli  of  TDiu»el«  for  faateitiiig  the 
oeilingH  to. 

Plates.  Garboord  stroki?  far  150  feel  in 
tnidaliipa,  l|<in.  plMcit  as  bronl  as  can  bo 
procured  or  worked  ;  remainder  fore  and 
ftf  t  to  taper  by  ^'^  in.  to  the  extreme  end 
to  4  3  in  ;  bottom  plates  to  2  i^.  to  the 
6  feet  wftter-lino  for  160  feet  in  mid»hipB, 
before  and  abaft  thin  J  in.  from  the  6  feet 
watcr-Une  to  gnnwaile  |  in,  except  the 
nppcr  plate  2  ft.  C  in,  broad  by  j  in.  thick, 
tt>  form  the  waterways ;  nil  double  ri  vetted 
from  keel  to  gunwale,  and  all  bmtta  to  bo 
fluiih ;  npper  stroke  to  go  to  top  of  water- 
way. Spar  deck  plates  j  in.  thick ;  all 
apnccH  formed  by  prnjection  of  the  plalea 
to  be  titled  with  liners,  so  aa  to  avoid 
Q&ing  small  pieces  of  rlng^  The  Imtta  to 
be  pcrfLCtly  close,  as  well  as  the  acAmA  ; 
no  pieecfi  will  bo  allowed  to  be  put  and 
CAulkc^d  over.  The  conuterRinking  to  be 
eartfnlly  done,  and  nil  the  rivets  to  be 
full  and  smooth  onti^ide  of  pbites  and  to 
be  chipped  dowB  while  hot.  In  ptmching 
to  tiiko  great  core  to  proven ttiufiur  holea^ 


FliKtrg,  22 in.  deep  in  cnginG  and  l»oiler 
spaee^  of  I  in.  plates^  with  ungleircin  4x 
3i  X  ^\  in.  ou  top  of  every  floor,  to  rmi 
from  3  to  h  feet  up  the  tnm  of  bilge,  the 
floors  in  fore  and  aft  hold  to  be  22  in. 
deep,  y*jj  in.  thick,  mth  angle-iron  on  lop 
4  X  8x  j'ij  inches.  The  floor  plate»  to  ran 
4  ft.  on  the  turn  of  biJge  OTer  each  aide  of 
frame  in  one  piece. 

The  main  leelaon  m  midships  to  nm 
the  whole  length  of  the  vessel  on  top  of  ] 
the  revBTwe  luiglo-ironB,  and  floors  to  be  j 
16xl8inehea  and  |  in.   thick,   the  aidflj 
keekons  to  nm  oa  for  fore  and  aft  as  the 
T^sel's  mould  will  admit.    Keelsons  in 
engine  room  ft»  required  by  engineer. 

I}f£ftft-hool^^  5,  11  ft  long,  |J{  in.  thick, 
sccnred  to  frames  by  reverse  angleirona 
well  rivettcd  ;  one  emtch  on  fore  and  after 
peaks,  nmning  square  to  point  of  contact. 

Pillars  in  holds,  between  keelsomt  and 
beam,  4  inches  diameter. 

Bulihcadit  Wttter-tigbt,  one  in  fore  peak,  \ 
one  before  the  engines,  one  aft  the  boiler,  f 
one  in  after  hcrld  ;  nil  tii  be  |-inch  plate,  J 
tapering  to   |  in.  at  top  plate,  atifiened 
with  4  X  31  in.  moglc-iron  3  fe«t  G  in.  apart* 

Iknm*,  For  upper  deck,  plate,  9  X  i  in, 
with  two  angle-ifons  on  top,  3  x  2^  x  |  in, 
finished  on  lowt-t  side  with  angle.irona 
2x2i  in,  A8  denrribed  for  mnm  and  lowur 
decks.  Main  deck,  of  plate,  12  x  i  in.  with 
2  in.  angle  irons  on  top^  4  x  Jl|  x  I  inches. 
Beam  a  and  knecR  lo  be  all  welded  in  one 
piece,  except  in  enfrine  and  boOcr  space, 
where  tbey  wiU  be  in  lengths,  to  allow  the 
machinery  to  go  down  to  the  ves^rl,  uid 
to  hare  angle^iron  4xBixiin.  on  each 
fdde  of  top  edge,  finished  on  lowor  edge 
with  4  in.  round  iron,  or  nnpleiron,  3J 
X  3  X  U  in,  to  mn  ov^t  end  of  biuim  plate  at 
least  3  ft,  or  f&  may  be  decided  on.  Lower 
deck  of  11 X  i  in,  with  4  X  3 J  x  ij  in.  angle- 
iron  on  top ;  lower  e<lge  finish  as  nude  dmk. 

Stringers.    Angle-iron   all    ronnd   the 
gnnwole,  6x4ixiin,   with  a  eovtrring- 
plate»  20  X  t  in,  rive  I  ted  to  gunwale  and  to 
upper  side  of  deck  beams ;  Rnme  in  iTudnl 
und  lower  deckn,  2G  x  i  inchei.    To  hare] 
aft,   five  dlar(onal  iron    Ntrapf*,    8x2i 
rivettod  to  reverse  onglc-iron. 

Ve«sel  to  be  rireiUd^  bntt  straps  or  platdi 
to  overnui  strakes,  tight  and  ntrong  work. 


STEVENS   ON   STOWAGE. 


30a 


525  When  rounding  the  Cape  of  Good  Hope,  on  [IRON  SHIPS 
lier  pftAsagc  from  Singapore,  Septembeiv  \Si]3,  ihe  Dewa  Gungadhur^ 
Capl.  Mackenzie,  sprung  a  lealt  beloiv.  Part  of  the  cargo  was  got  on 
dcric  and  covered  with  tarpauUng.  A  rivet  was  out  of  almtt  in  the  third 
plate  from  llie  keel  just  abaft  the  foremast.  The  hole  nras  plugged  with 
wood.  The  first  calm  weather  after,  the  master  placed  in  it  a  permanent 
scrctr  bolt  prepared  with  gtilta  percha  washers,  oivtsidtr  and  inside.  It 
was  thns  accomplished  : — A  spike  nail  was  lied  to  the  end  of  a  skein  of 
twine  and  forced  through  from  inside;  other  spikes  were  attached  at 
intervafs  of  two  feet,  until  a  sufficient  quantity  was  payed  out.  The 
ahip^a  hoiiom  was  then  swept  with  a  fishing  line  whicli  caufrht  the  spikes, 
which  were  hauled  on  board.  The  prepared  rivet  was  then  lashed  to  the 
twine,  the  spikes  were  cut  off  and  the  end  of  ihe  rivet  secured  ;  the 
washers  were  then  put  on,  the  bolt  screwed  down,  and  all  made  secure. 
In  another  case,  a  cork  was  lied  to  the  end  of  a  long  piece  of  twiue  and 
passed  through  the  hole ;  it  came  to  the  surface  and  gave  place  to  a  screw 
bi>U,  which  was  then  pulled  into  the  hole  ami  secured. 

526  ISINGLASS,  a  gltie  made  of  the  sounds  and  air  bladders  of 
fish — the  sturgeon  especiallyp  which  is  plentiful  in  the  river  \^(dga  and 
the  Caspian  Sea;  specific  graviiy  I'l  11,  BuUic,  in  bales,  receives  same 
freight  as  clean  hemp  per  ton  of  44  poods  gross;  in  casks  one-fuiuth 
more.     A  fat  of  isinglass  3i  to  4  cwt. 

527  IVORY,  the  iM^Vn  and  teeth  of  elephants;  the  best  conies 
from  Ceylon ;  an  inferior  sort  is  obiaiued  from  tlu:  hippopotamus,  wild 
hoar,  &.C.  It  is  also  exported  from  Bombay;  the  Cape  of  (ioud  Hope, 
and  Alexandria;  specific  gravity  1-82*3.  In  the  East  India  trade  it  is 
usually  i* towed  on  the  top  of  ilie  cargo,  between  the  beams,  Ou  the 
\Ve*(t  Coast  of  Africa  it  is  placed  in  the  lazarelte ;  the  uegios  here  commit 

'♦•at  depredaiimis  while  loading;  Great  care  ought  to  be  exercised  when 
ghipping  large  tusks  in  Bombay  or  Zanzibar,  where  ihcy  are  freely  used 
a»  beam  fillings  over  cotton  bales  in  one  port  and  orclillla  weed  in  the 
other.  Tlio  tusks  being  boHow  and  brittle  at  the  larger  end,  are  very 
liable  to  be  chipped  and  broken  ihrougli  the  rough  and  careless  handling 
of  the  black  Rlcvedoies,  when  slowing;  and  from  the  negligent  manner 
in  which  ihiy  are  placed  it  frequenlly  occurs  that  ihcy  are  heard  in  heavy 
weather,  rattling  and  sinking  against  cncb  niher.  It  is  cfjunlly  neceBBary 
whri!  diHcharging,  to  look  sliarply  after  the  dock  hiboiircrs,  as  whok-  tiers 
of  bales  are  broken  out  regardless  of  ihe  beam  fdling^,  and  pocketi,  small 
bftg«»  and  large  insks,  come  down  with  a  crnfih,  to  the  mnuifest  detenurutiMn 
of  the  cargiu  Scunelimes  it  has  occurred  timi  through  such  praclicen, 
Jitfveral  bucket's  full  of  broken  ivory  have  been  taken  out  of  the  hold  of  a 


310 


STEVENS    ON    STOWAGE. 


Bombay  sbip,  and  claims  hiive  been  made  by  consij^ees  for  [IVORY 
deficient  weights.  Scrivelloes  and  icetli  are  always  bt'Ucrpacke<J  in  strong 
iron-bound  cases.  Packages  of  ivory  from  Alexandria  are  of  mt)St  irregular 
form  aod  weigbt,  witb  ibe  points  of  ibe  tnsks  protruding  and  ibu^  making 
ibem  difficult  to  stow,  especially  wbcn  in  contiguity  to  olber  packages 
wbicb  ibey  are  likely  to  damage  considerably;  they  sliould  be  well 
blocked  off  with  billet  wood*  Bombay  ton  f>0  cubic  feet  of  clephanis* 
teeth  in  cases,  and  16cwt.  in  bulk.     A  tusk  averages  GOth, 

52B    JACKWOOO.    Bombay  ton  50  cubic  feet* 

JAGGERY.     See  sugar. 

529    JUTE  consists  of  the  fibres  of  two  plants,  the  tkonch  and  i$bund\ 
wbicb  are  extensively  cultivated  in  Bengal,     It  is  sbipped  in  tbe  Easlj 
Indies  all  fbe  year  round,  but  chiefly  during  tbe  norib-east  monsoon ; 
nearly  all   at  Calcntta;    very  little  at   Bombay;    some   from   IManiUa. 
Bales  are  accepted  at  an  avernge  of  SOOlb,  each ;  and  sales  are  often 
made  by  anticipation  in  En^jland  at  tbal  weight.     For  freight  a  ton 
consists  of  five  bales;  this  rule  prevails  at  Manilla,  where  tbe  bales] 
weigh  almost  invariably  *280ft>j— 2i  cwt.     Ballast  tbe  same  as  for  cotton 
—say  300  ton  to  1^000  ton  register.    Jute  is  very  liable  to  ignite  through 
friction,  and  for  tins  reason  special  attenlion  sliould  be  paid  xvhen  it  is 
stowed  in  tbe  same  hold  with  other  goods  liable  to  be  loosened   by  the 
movements  of  tbe  ship  at  sea.     Some  masters  will  never  stow  jute  near] 
spirits,  turpentine,  or  other  inilaramable  lif|nidsj  for  by  the  proximity  of] 
two  such  dangerous  arlich's,  there  would  be  no  chance  for  the  escape  of  1 
the  ship  should  fire  commence  in  tbe  localiiy*     With  grain  in  the  same 
hold  a  height  of  other  goods  should  intervene.     Bales  of  jute  are  roped 
very  ti;:;blly  but  ibey  have  a  tendency  to  swell,  and  there  is  some  degree 
of  danger  in  taking  a  full  cargo,  especially  if  damp,  or  if  the  gronnd  tier 
becomes  wetted.     The  hales  re(|uire  to  be  closely  examined  when  shipped 
to  asccriain  lljat  they  are  not  damp  insitle,  the  more  so  should  ibey  liave 
been  packed  during  the  rainy  season.     Where  the  previous  heated  state 
oflbe  jiite  has  been  observed,  and  the  fore  and  after  hatches  have  been 
npenedj  and  windsails  let  down  while  passing  through  tbe  tropics,  the 
ship  has  been  saved.     Tbe  liability  to  spontaneous  combnstionj  arising 
from  being  packed  green,  or  imperfectly  dried,  is  glaled  to  be  at  an  end 
long  before   tbe    terraiuation    of  a  voyage   from   Calcittla  to   England. 
When  a  portion  only  of  the  cargo  consists  of  jute,  due  regard  should  be  J 
paid  to  its  position  in  tbe  bold,  on  account  of  this  dangerous  property, 

r>30  The  ship  James  Ptitiisotty  Capt.  CuoiiAtiTV,  was  burnt  to  the 
water's  edge  when  oiT  the  Azores  in  1840;  she  I  sad  a  large  qnanlity  of 
jule  ;  the  fire  commenced  in  the  bold.  Tiie  Jiime:^  Baines  (77  days  from 
Calcutta)  was  destroyeil  by  fire  in  ihe  Liverpool  docksi  in  April,  1858. 


STEVENS    ON    STOWAGE, 


311 


Ihe  registered  2,276  ton,  wna  250  feet  long,  41  feet  broad,  and     [JOTE 
ISSfeet  deep.     The  'twixt  decks  were  discliargcd,  and  Lhe  lower  hatches 
ken  off  in  the  presence  of  surveyors,  on  the  21st,  when  no  damage  of 
iny  kind  was  perceptible*     On  the  22nd  smoke  was  obaerved  and  a  fire 
Iwhich  commenced  in  the  main  hold,  soon  destroyed  her.    The  cargo  re- 
aaining  consisted  of  2,2tX)  hales  jute,  6/213  bales  linseeilj  6,682  bags  of 
Irice^  and  40  bales  cow  hides  ;  the  fire  was  attributed  to  spontaneons  com- 
bustion.    The  Suthjj  Capu  James,  was  destroyed  by  fire  in  Calcutta  in 
January,  1859;  she  had  in  saltpetre  and  jute,  and  it  is  conjectured  that 
I  the  latter  became  igniledj  suionldered  all  night,  and  burst  into  flames  in 
Jtlie  morning,  when  the  hatches  were  removed.     As  the  fire  reached  the 
IsuUpetre  loud  reports  were  heard  below,  wliich  terrified  the  crew,  most  of 
whom  jumped  overboard;  five  were  drowned.     The  fact  of  spontaneous 
combustion  in  the  vessels  named,  is  dispuied  by  tnasters  who  have  brought 
full  cargoes  in  good  order,  and  by  some  experienced  Loudon  merchants, 
wlio  consider  that  the  balance  of  evidence  was  '*  totally  opj)osed  to  it;" 
Uiey  find  that  jute  packed  damp  or  green  will  be  reduced  to  powder  (in 
Jwliich  condition  it  often  arrives  in  England),  but  it  will  never  fire.    The 
Qftnufacturcrs  in  Dundee,  where  large  quantities  are  used,  ilo  not  believe 
in  8i>outaueous  combustion.     It  is  stated  that  jute  has  been  tried  in 
pKngland  in  large  quantities,  mixed  with  oil  and  placed  under  glass  to 
ce  if  it  would  ignite,  but  it  failed.     It  i»  also  said  that  in  England,  fire 
bas  never  yet  been  discovered  to  have  commenced   from  the  inside  of  a 
pile.     The  London  Bock  Comjumies  and  the  Insurance  Ollices  consider 
llUe  yery  inflammable,  and  require  for  it  in  warehouses  a  higher  premitim 
'th  an  f o  r  K  uss ia  n  h  e  m  p  o  r  11  ax ,  o  f  vv  h  i  e h  j  u  te  m  er c h  a  ti  is  co m  p  lain.  Th  rou  gh 
the  fineness  of  the  fibre,  a  portion  of  which  is  always  exposed  on  the 
outside  of  a  bale,  jute  will  ignite  with  the  least  flame,  which  will  run 
long  a  pile,  but  if  there  is  no  body  of  low  to  come  in  contact  it  will  die 
LiL     N<j  unprotected  light  should  be  ever  token  near  it.     Rope  bands 
"ire  preferable  to  iron,   the  rust  of  which  destroys  jute.     It  is  said  that 
jute  hemp  is  capable  of  being  loaded  with  its  own  weight  of  tar. 

Tonnage.  Bengal  aud  M adras  ton  50  cubic  feet  iu  bales.  At  Calcutta 
\  Uil*  s,  weighing  ITi  cwt,  and  rn&abunng  40  cublo  feel,  go  to  a  ion ;  when  badly 
erowcd,  r>n  cubic  feet;  when  shipped  by  measurement  only,  bU  oiilijc  feet 
Dnapressed,  in  bales,  weigh  someliuiea  17  cwt.  Another  authority  8ay^,  a  ton 
sjgbs  JO  cwt.  and  measures  50  feet.  A  third  authority  says,  6  bales  of  jute 
t  Calcutta*  are  usually  calculated  to  occupy  64  cubic  feet,  but  they  are  staled 
>  occupy  &*i  feet  only,  Calcutta  bales  loaded  at  Bombay,  have  measured  12  f^. 
fin.  each — (j2j  feet  to  the  ton.     Kveiy  removal  increases  the  bulk  of  a  bale, 

6^1      IO\OLIN,  a  porcelain  earthy  derived   from  the  decomposition 
lhe  felditpatbic  granites,  and  much  used  for  fine  pottery.    It  is  found 
uun  and  aibcr  parts  of  Asia  whence  ibe  name  la  derived. 


312 


STEVENS    ON    STOWAGE. 


532     KID  GLOVES  from  England  to  some  distant  |>art8,  am  bo 

liable  to  become  spoiled,  iLaL  naval  oQleers  uhroad«  instruct  their  out* 
fitlcKii  to  wrap  eaeb  pah*  separately  in  paper,  place  tbe  whole  in  a  bottle, 
and  have  it  securtly  corked  and  sealed. 

633  KING*S  YELLOW  and  Orpiment,  being  a  sulpburetof 
Benie,  is  a  poisonous  material,     Bombay  ton  20  cwt* 

634  LABRADOR  &  NEWFOUNDLAND  Trade.  The  exports 
hence  eonsist  almost  wholly  of  the  produce  of  the  Gsheries^  viz  :  seal  and 
cod  oil  and  liliibbcr,  id  [oineheoiis^  hogsheads,  tierces,  and  barrels;  salted 
seal  skins  in  bulk  or  in  bundles  of  five  skins  each  ;  dry  cod-fish  in  hulk 
or  in  drums  (ratber  shorter  than  American  flour  barrels  but  about  the 
same  diameter)  coniaiuing  a  Portuguese  quintal  of  128tt).  and  boxe^t  of 
one  qainlal  11211) ;  aod  pickled  fish  (salmon  and  herrings)  in  tierces  of 
3UUlb^  and  barrels  of  200 Lb.  each.  Oil,  blubber,  and  skins  are  usually 
bhipped  in  Great  Britain  and  the  Lniled  Stales;  dry  cod-fish  in  Ifulk  to 
Great  Britain  and  Ireland,  J^pain,  Portugal,  and  the  ^ledilerranean;  dry 
eod-fish  in  casks  (all  sizes)  and  boxes  to  the  West  Indies,  Azores,  and 
Madeira;  dry  eod-fisb  in  drums  and  boxes  to  the  Brazils;  pickled  fish 
(salmon  and  herrings)  to  Great  Brilain  and  Ireland,  and  the  United 
States,— salmon  to  the  Mediterranean  and  herrings  to  the  West  Lidies. 
Dry  cod-fish  in  casks  is  never  exported  from  Labrador,  consequently, 
jiickled  fish,  which  usually  forms  only  part  of  a  cargo,  are  not  sent 
llience  to  tbe  We;>t  Indies-  Tiie  first  sliipments  of  the  current  year*s 
cateh  uthJ  n^anufacture  of  fi^h  and  oil^  generally  commences  thus :  pale 
seal  oil  and  seal  skins  in  June ;  colored  seal  oil  in  July ;  dry  cod-fish  both 
from  Newfoundland  and  Labrador  in  August;  cod  oil  in  September; 
pickled  Obh  in  SepLcmber  or  October.  Shipments  from  Labrador  are  not 
generally  made  after  October,  while  from  Newfonudland  they  are  made 
until  as  lute  as  May,  and  sometimes  JnnCj  in  ilie  following  years, 

535  In  reference  to  the  Newfoundland  trade  an  experienced  mer- 
chuni  says  **it  is  customary  for  the  ship  to  find  longering  and  tlie  shippers 
dunnage  and  rinds^  and  beds  and  quoins  for  stowage.  When  loading  dry 
fish  in  bulk,  it  is  reciminj ended  to  have  sufijcienl  longering  (say  firewood) 
in  the  bottom  and  bilges,  and  dunnage  (say  spruce  bottghs)  over,  to  a 
depth  aitt*gether  of  fi  inches  in  the  bottom  and  9  in  the  bilges.  It  is 
desindde  to  have  rinds  on  the  dunnage  in  the  bottom  to  j^reserve  tbe 
lower  lines  of  fi.sh  from  dampness,  and  it  is  necessary  to  have  them  against 
the  tttpsides,  bulklieads.  pump-well,  and  ir.asis;  those  in  the  bottom  and 
as  [iigh  us  the  hold  beanjSiiire  gi  nerully  plaetd  transversely  ;  those  iibove 
longitudinally  or  (ore  and  aft.  The  outside  of  the  rinds  next  the  fish  is 
sometimes  preferred,  though  the)  are  as  often  placed  l!ie  contrary  way. 


aid 


Tn  placing  thorn  fore  and  aft,  [LABRADOR  &  NEWFOUNDLAND 
and  against  bulkheads,  &c,  lap  them  sa  as  to  throw  any  drainajL^^e  ai^afnsl 
the  sides  and  bulkheads,  and  fasten  iheni  with  scupper  nails,  or  battens 
of  small  hoops,  or  sennet,  to  prevent  iliuir  slipping  down*  Stmv  the 
boiiom  lines  of  fish  face  up  and  then  reverse,  beginning  all  the  lines 
from  forward  ;  yon  can  ihen  work  from  all  three  hatch n  ays  at  once,  by 
Btowing  three  separate  lines  at  one  time,  for  dispatch,  whicli  is  desirable 
when  the  weather  is  uncertain  ;  and  if  a  wet  day  or  two  should  intervene 
the  settlement  will  be  so  much  the  f^reater.  In  receiving  lots  from 
diflerent  shippers^  divide  ihcm  by  tnniing  the  lower  line  of  each  face 
up  and  extend  ihcm  fore  and  aft;  or  divide  tliem  also  into  separate 
bulks  atbwartjjiripy,  if  necessary,  by  turninjjf  the  last  fish  of  every  Ifne  llic 
contrary  way  straiqiht  across  the  hold,  and  keep  this  division  perpendicular 
to  prevent  llic  fish  from  heing  broken*  By  this  mcansj  you  can  i^et  at 
different  lots  at  one  time  when  discharging.  If  your  vessel  loads  by  the 
Lead,  baulk  forward  when  you  get  well  up,  or  vic€  versfl,  and  when  your 
lading  is  completed  and  ihe  fit^h  settles  down,  spread  spare  sails  over  all, 
if  yon  can,  to  ket'|j  the  fish  dry  ;  in  faet^  jt  is  well  to  do  so  when  between 
whiles  as  your  luailing  progresses.  With  mixed  cargoes  of  fish,  oil,  Sec, 
have  regard  to  your  vessel's  trim,  and  place  the  oil,  wliieh  is  lightest, 
forward  or  aft,  or  a  proportion  in  each  end.  Put  blabber  and  pickled 
fish  under  (he  oil ;  keep  the  clunies  of  the  casks  as  perpendicular  as  you 
can  next  the  bulk  fish,  and  place  dnnnage  belween.  Keep  the  bulk  of 
fish  all  together,  and  do  not  stow  it  over  the  oil,  as  the  pressure  may 
cause  leakage. 

636  "  In  slowing  a  cargo  of  oil  and  sidBS,  if  you  get  the  latter  loose, 
make  a  bulk  of  thcrn  forwiird  or  aft  in  ihe  biutom  to  trim  ship,  as  they 
are  lieavy.  If  in  handles  stow  them  away  among  the  lower  tiers  of  cask;?. 
In  loading  a  cargo  of  drums  for  the  Brazils,  prefer  clean  stone  ballasU 
A  vessel  of  2(MI  ion  regisler  will  require  30  to  40  ion.  If  you  have  not 
drums  enough  engaged  lo  fill  the  shijj.  lay  the  ballast  in  the  bottom  a3 
high  as  the  kedstin.  If  otherwise,  stow  some  in  the  bottom  and  the 
remainder  among  llie  hnver  tiers,  say  up  lo  ihe  ibird  tier.  Ballast  in 
the  8ame  way  fur  the  West  Indies,  &c.  urdessyou  get  pjckhd  fiiih,  whieli 
will  answer  the  purpose.     Use  can-hooks  for  loading  dry-fish   itt  canks, 

j  or  pickled  fish,  but  slings  for  oil  or  blubber.     The  Newfoundland  tun  of 

I  nil  is  25t^»  gallons." 

6^J7     Labrador  Trade.     A  fler  describing  the  best  mode  of  loading 

'  salt,  which  will  be  found  umlcr  that  heading,  a  gentleman  of  great  ex- 
perience recommends  the  management  of  a  vessel  of  say  120  ton  as  follows, 
$38  Wlien  chartered  for  the  United  Kingdom,  you  will  pmbahly 
have  oil  and  bltibber  as  well  as  fish  ;  aseerUiln  how  much  there  is  of  each, 
llie  sizes  of  the  casLs  ^*     The  oil  and  blubber  muy  go  in  the  fore  hold| 

s  ft 


314 


STEVENS    ON   STOWAGE, 


as  there  is  generally  room  left     [LABKADOR  &  NEWFOUND! 

fnnvartl ;  should  tljere  be  a  Hill  cari^o,  some  Imllasl  will  be  requirud 
furvvard  anjoiinf  the  bitihber  and  oi!,  la  trim  the  vessel ;  as  they  lake  more 
room  than  the  stinie  weight  in  fish,  there  will  he  a  chance  of  filling  her 
np  fitrvvard*  Arrange  the  after  ends  q(  tlie  casks  in  a  tier;  they  will  not 
llien  overhang  or  leak  on  the  fish  in  the  niiiin  hold*  Blubber  tnnst  be 
put  below,  as  it  is  heavier  than  oi!,  and  the  easks  more  likely  to  burst; 
a  puncheon  of  blubber  should  be  at  least  four  ioches  out^ — commonly 
called  dry  inches  ;  when  the  cask  is  slowed,  enlirely  remove  ihe  vent 
plug*  If  the  blubber  is  tvefl  boiled  before  it  is  put  in,  it  is  not  so  likely 
to  work,  and  the  cask  may  he  filled  to  within  two  inches.  If  it  has  been 
rolled  any  distaneej  remove  the  vent  plug  lo  let  out  the  air,  and  replace 
it  before  slinging;  casks  often  burst  for  want  of  this  precaution.  The 
vent  plugs  of  t!ie  oil  require  to  be  laken  out  for  awhile,  when  they  are 
stowed,  and  then  replaced;  these  should  bean  inch  out  (dry  inch)  at 
least;  for  if  the  oil  is  new  and  the  cask  full,  it  is  liable  to  burst.  Jjet 
them  all  be  bung  up  and  ^vell  bedded  and  qucnned,  and  secure  each  ticj 
with  salted  seal  skins,  hides,  old  junk,  or  firewood. 

339  Should  the  vessel  be  crank  or  likely  to  load  by  the  stern,  pi 
balksl  under  or  among  tlie  ground  tier  forward.  If  8hc  is  by  the  head, 
the  ca>:ks  can  be  worked  forward  eaisier.  Avoid  lowering  casks  down  the 
main  hatchway,  fur  if  fish  is  stowed  there  and  the  gear  gives  way,  or  a 
cask  b^irsts,  the  consequence  will  be  serious ;  do  not  use  can-hooks. 
When  there  is  blubber  and  oil  enough  to  make  the  vessel  safe  {presuming 
she  will  not  stand  without  ballast),  land  the  »emainder  of  the  salt  (see 
the  article  salt),  dry  the  hold,  and  lay  the  huigering,  small  Iiiewood, 
Slicks,  &c.  fore  and  aft,  next  the  keelson  ;  and  along  the  bilges  lay  stout 
longera,  to  enable  blubber  from  a  bursted  cask  to  get  to  the  pump-well. 

540  Dunnage  generally  consists  o(  boughs  of  the  spruce  tree,  cut 
after  fine  dry  weather.  A  tight  vessel  will  require  six  inches  on  the 
bottom,  and  nine  on  the  bilges,  and  so  taper  ofT;  dunnage  most  where 
water  is  likely  to  lodge;  take  the  depth  by  mea*«uring  under  your  feet  to 
the  ceiling;  lay  it  athwart  the  longers,  as  it  will  take  less  and  leave  the 
openings  free  for  the  passage  of  liquids.  Cover  the  dunnage  with  rinds ; 
the  hnver  line  of  fish  will  tlicn  turn  out  nearly  os  wlU  as  the  other  parts, 
otherwise  it  will  be  damp. 

641  Place  rinds  up  and  down  the  sides,  by  securing  the  tipper  ends 
lo  the  stringers  or  clamp  pieces  under  the  deck  beams ;  let  the  upper  ends 
cmne  far  em: ugh  out  under  the  deck  to  eateh  leakage  from  the  waterwavs, 
which  will  then  descend  lo  the  next  rind^  and  so  on  to  the  bottom;  tlie 
rinds  idiould  ♦iverlap  each  other  an  inch  or  more.  Place  the  rough  or 
outside,  beifi;:^  waterproof,  next  the  ceiling;  by  keeping  the  inside,  which 
should  he  perfectly  free  from  sap,  next  the  fi*h,  it  will  give  the  hold  a 


n 
n 


4 


STEVENS    ON    STOWAGE, 


315 


cleaner  and  lighter  appearance;  [LABRADOR  &  NEWFOUNDLAND 
llie  outside  blisiers  cotitaiii  turpentine  vvliicli  will  impart  an  mnileasant 
flavour  to  ihe  fisb.  Marty  Lowever,  prefer  placing  llie  insitle  of  tbe  rinds 
next  the  ceiling  as  lliej  are  more  easily  fixed^  on  account  of  iheir  iu- 
elinatiun  lo  curl  or  roll  up. 

542  For  securint^  the  rinds  to  the  sides,  sennet,  stout  spun -yarn,  or 
old  straight  ivooden  hoops,  us;ed  batten  fashion,  will  do;  fasteniiigjs  in 
the  middle  and  al  each  end  may  he  sufficient,  hut  tliey  ought  lo  be 
well  se4;ured,  for  if  after  discharging  fish  tlje  vessel  should  load  a  cargo 
requiring  mats,  the  rinds  may  answer  that  pur|ioBe.  AjjaifiBt  the  heads 
of  llie  casks  place  sprigs  of  dunnnge,  wilh  rinds  water-shoot,  on  them. 
The  custom  h  not  to  rind  on  tlie  dunnage  fur  llie  hultams  (sjotne  ships 
wiib  caulked  ceilings  do  not  use  rinds  whf  u  ship  and  enrgo  hcloiig  to  die 
name  person),  hut  to  pluce  the  rinds  fore  and  aft,  over-lapping,  to  carry 
ihe  water  down  betivcen  tbem  and  tlie  sides,  and  to  place  lliem  along  as 
the  fish  come  up  the  hold,  without  fastening.  The  ohjection  to  this  if, 
ibal  if  the  vessel  is  kden  quickly,  and  gels  into  a  rougli  sea,  with  a  fair 
wind,  she  rolls  from  side  lo  side,  and  the  iish  not  having  scllled,  the  rinds 
will  slip  down;  or,  if  on  a  wind,  with  a  strong  breeze,  the  fish  settle  olT 
from  the  weather  side,  the  rinds  fall  and  are  found  in  the  bilge.  Scupper 
nails  will  prevent  this,  but  many  will  be  required,  as  a  vessel  of  I'iOlon 
frill  lake  from  7CX)  to  SU€  rinds.  The  sliipper  finds  rinds  and  dtiunage 
iroody  &c.  for  stowing  uils^  &c;  the  ship  linds  longrringi 

543  Should  the  fish  not  fill  np  to  the  deck,  s]>read  spinice  boughs, 
old  spare  saiU,  &c.  on  it;  let  a  nnm  go  into  the  hold  occasioually,  and 
secure  a  bucket  under  any  l*;jik  which  cannot  he  stopped,  and  lay  swab:*, 
canvas,  bread  bags,  Sac.  to  prevt-nt  water  from  working  into  the  cargo, 

644  In  stowing  commence  by  laying  the  first  tier  or  line  of  fish  face 
np  and  heads  aft;  the  next  hack  up  and  so  on,  laying  them  regularly 
fore  and  aft,  and  us  yon  cotuc  almig  the  sides  place  the  skinny  j^arts  next 
ibe  rinds,  as  they  are  brtitT  able  lo  bear  the  wet  in  case  of  leakage* 
Some  prefer  placing  the  ed^^es  there,  beta  use  they  consider  the  jiussible 
darkening  of  a  dozen  fi^h,  about  a  quarter  of  an  inch  caclt,  les^  iujurious 
tlian  the  entire  loss  of  one.  Keep  the  fish  solid  all  along  llie  sides,  tu 
prevent  cargo  from  working.  In  fi^lling  up  avoid  what  is  called  hmgcring 
or  bulking;  fill  riglit  up  to  the  deck  in  lines,  which  can  he  dune  by 
bringing  three  or  four  lines  along  together  like  iteps ;  the  rjj*h  turn  out 
belter  than  when  in  small  bulks  or  lungers*  Avoid  sepiirate  bulks;  at 
all  events  da  not  bring  thera  to  tlie  top  separately,  as  the  damp  mr  will 
Ret  between  and  spoil  the  appearance  of  the  iialu  When  there  is  not  a 
fall  cargo  bank  up  in  the  centre,  to  prevent  shiltiug  at  sea. 

64^  If  taking  all  fish,  eunsider  how  the  vessel  will  load;  say,  if  lo 
fill  her  uf»  die  wi>uld  load  by  the  head,  first  have  a  bulk  in  the  after  hidd, 


STEVENS   ON    STOWAGE 


and  to  give  it  lime  to  settle  niow  [LABRADOR  &  NEWFOUNDLAND 
forward  till  ji>ii  come  up  as  hl^h,  or  a  line  Liglier,  ibari  it,  tljen  slow 
fore  and  aft.  If  it  is  iloaimble  to  take  all  alie  can  and  liim  her  cargo  out 
well,  stow  singly,  and  the  lines  not  loo  thick  or  siUTi  but  if  you  wish  to 
blow  her  np,  slow  thret*  or  four  at  a  tiniej  and  curry  along  stitF lines.  It 
is  usual  lo  begin  aft  and  ^o  on  forward,  then  itirn  and  come  aft  again,  then 
forward  and  so  on.  In  a  crank  or  deep  vessel,  use  stone  ballast  instead 
of  lun^'ering,  otherwise,  if  laden  quickly  with  dry  fishj  she  will  not  be 
stiff  enoMfrh  to  carry  her  canvas  in  a  breeze. 

546  A  certain  schooner  of  80  ton  will  take  2,100  quintals  of  dry  cod 
fish  but  is  obliged  to  Ijave  10  ton  of  iron  ballast,  and  is  not  then  stiff' 
enoui^b  until  she  has  been  to  sea  a  fi^w  days,  and  llie  cargo  is  settled.  A 
vessel  of  it?0  ton  register  will  lake  say  from  95  lo  100  ton  of  oilj,  or  2,800 
lo  3,000 quirimls  of  Labrador  fisli,  or  2,500  to  2,(500  Newfooiulland  fish. 
When  it  is  expected  to  load  a  car^o  of  oil,  some  ballast  must  be  secured 
for  the  ground  tier,  unless  there  are  salted  seal  skins,  liides,  and  old  junk 
enough  for  die  purpose.  With  larger  ships,  of  which  there  are  many  of 
from  250  tu  300  ton,  it  is  frequently  possible  to  discharge  from  one  hatch- 
way, and  load  at  ihe  others;  these  vessels  trade  mostly  with  the  Brazils 
and  the  West  Indies,  aud  load  lish  in  drums  or  casks,  containing  as 
previously  stated,  a  Portaguese  quintal  of  1281b.  of  fisli.  A  vessel  of 
150  ton  register  carried  to  the  Brazils,  2,007  tubs  of  Gaspe  fish;  nearly 
15  tubs  to  the  register  ton. 

547  Keep  the  pumps  well  watched,  for  a  very  little  water  will  by 
the  vessel's  motion,  cause  a  damp  air  to  pass  and  repass  continually, 
and  a  Gsh  cargo  cannot  be  kept  too  dry.  If  once  a  vessel  gets  a  name 
for  fair  passages,  and  for  delivering  cargo  in  good  order,  it  is  of  great 
consequence  both  to  the  owner  and  master.  When  di:icharging  lisb,  cover 
the  cargo  fore  and  aft  every  time  the  batches  are  put  on,  to  prevent  ihdJ 
damp  air  from  injuring  it;  see  fish,  herrings,  and  pikharda. 

548  LAC,  a  gnm  resin  ]i  rod  need  by  an  insect  termed   the  coccn 
favvOf  which  deposits  it  on  the  branches  of  certain  trees  in  Iiuliiij  especially! 
in  Assam  aud  Thibet,  where  it  is  found  in  a  regular  cellular  stniciure,  | 
containing  the  eggs  of  the  insect;  its  constituent  parts  are  resin,  a  pe* 
cullar  red  coloring  matter,  gluten,  and  wax.     It  is  imported  into  Europe 
under  three  forms,  viz  :  stlck-lac,  seed -lac,  and  shell -lac.     Siiek-lac,  is  j 
the  first  or  rude  slate,  as  fyiind  encrusting  the  twigs  und  branches.     For  | 
purilicntio!!  it  is  broken  into  small  pieces,  put  into  a  long  narrow  canvi 
bag  and  exposed  to  aheatsnilicient  lo  liquify  the  gnm,  when  it  is  forced  out 
by  iwtsiing  the  bag  over  a  plane  smooth  surface,  to  which  the  liquid  can- 
not adhere.     In  India  it  flows  out  and  consolidates  upon  the  conveJi 
surface  of  a  plantain  tree  prepared  expressly  j  the  mucilaginous 


I 


4 


STEVENS   ON  STOWAGE, 


317 


smoolh  surface  of  this  tree  prevents  it  from  udheriDg.  In  100  [LAC 
parts  of  slick-lacj  in  its  rude  si  ale,  lb  ere  are  resin  68  parts,  colouring 
matter  10,  wax  6,  gluten  ^-^^  ex  Iran  eons  matter  (v^j,  The  colouring  mailer 
is  a  valuable  product  and  forms  tbe  basis  of  a  beautiful  red  dye  called  lac* 
dye^  ibe  consiiiuenta  of  which  are  carbon,  hydrogen,  and  oxygen ;  this 
colouring  approaches  that  of  cochineal,  lake,  and  other  pi^ients.  Slick- 
lac  ihus  purified  and  consolidated,  beinpt  pounded  in  a  mortar,  reduced 
into  small  grains,  and  a  further  portion  of  ihe  colouring  mailer  extracted 
by  ibe  process  of  boiling,  consiitules  the  substance  called  seed-lac*  The 
analysis  of  seed-lac,  gives,  in  100  parts,  resin  88%5,  colouring  matter  2'5, 
wax  4*5,  gluten  *2;  it  is  sometimes  melted  and  formed  into  cakes,  and 
13  ihen  called  lunip-lac<  Shell^ac  is  the  lac  in  its  natural  slate  after 
ibe  process  just  described  of  simple  purification  by  heat,  and  is  produced 
by  litjuifying,  straininpj,  and  forming  it  into  thin  plates — whence  its  name 
sbell-lac.  Tlirough  this  process  a  furlher  proportion  of  colouring  matter 
becomes  extracted,  ihe  shell-lac  plates  being  of  a  more  transparent  cha- 
racter than  the  stick  or  seed  lac.  The  analysis  of  shell-lac  gives  909  reshi, 
•5  colouring  matter,  4  wax,  and  2'8  gluten.  ShelMac  is  used  for  dying, 
and  is  shipped  all  ihe  year  round.  At  Calcutta  the  chief  season  is  in  , 
December,  January,  and  February*  Very  little  is  sliipped  during  tbe 
south -wesl  munsoons^ — March  to  September,  It  ou»;hl  never  to  he  stcjwed 
over  castor  oil  or  saltpetre  on  account  of  tlie  evaf  oration  ;  indeed  it  should 
be  placed  at  a  considerable  distance  from  castor  oil  to  avoid  impregnation 
of  its  noisome  scent.  Shell*lac  is  packed  in  teak  (very  similar  to  indigo 
cases),  lined  with  thin  oil  cloth,  weighing  160io200rb* 

640  LAC  DYE.  Small  square  cakes  of  lac,  which  see.  E.LCos. 
ton  50  cubic  feet ;  a  chest  4  cwt,  Lac  lake,  a  superior  red  lake.  E.LCo's, 
ton  I6cwtj  Bombay  50 cubic  feet;  see  lac, 

650     LADKN.    Tbe  state  of  a  ship  t^  ben  she  is  charged  with  a  weight 
or  quantity  of  any  sort  of  materials,  proportionate  to  ber  tonnage  or  bur- 1 
then.    Laden  in  bulk  ;  laden  with  a  loose  cargo  such  as  coal»  salt,  grni n,  &c. 

661  LAMP  BLACK,  is  a  soot  prepared  by  burning  the  dregs  and  * 
coarser  parts  of  tar  in  furnaces;  the  smoke  is  carried  through  tubes  inlo^ 
boKes  covered  with  linen  tipon  wbicb  it  settles*  When  recently  made, 
it  is  liable  to  spontaneous  combustion  without  the  admixture  of  oil ;  witb 
oil  ibc  danger  is  imminent,  whether  recently  made  or  otherwise*  Agree 
for  gross  w^eight  if  possible,  as  the  tares  are  very  gieat*  Bogs  of  lamp 
black  are  represcnied  as  being  useful  to  Hll  up,  and  from  tlieir  lighiness 
can  be  placed  where  some  descriptions  of  goods  will  not  answer,  20 
hogsheads,  weighing  7  ton,  or  120  bags  6  ton,  occupy  b60  cubic  feet  or 
1  keel.  When  wheat  is  Is  IP  quarter  freight,  lamp  black  is  rated  at 
4r  \0\(I^  hogshead  and  9J</  |t>bag. 


318 


STEVRNS  ON   STOWAGE 


552  LAN  DING  G  GODS.  Dana  says,  *'  the  landing  of  ilie  go 
upon  the  wharf  is  a  sufTjcient  delivery,  if  due  notice  be  given  to  ihe  parties 
who  are  to  receive  them*  The  master  is  not,  however,  bound  lo  tleliver 
until  ihe  freight  due  Is  paid  or  secured  lo  his  satisfactiou,  as  he  has  a 
lien  upon  the  goods  for  his  freight;  but  the  consignee  can  require  the 
goods  to  he  taken  from  the  holdj  in  order  that  he  may  examine  them 
before  paying  freight.  In  such  case  they  should  not  gooutof  the  pos- 
session of  the  master  or  his  agents.  Where  no  one  will  become  res- 
ponsible a  master  may  deliver  a  bag,  bale,  or  ton,  as  the  case  may  be, 
and  he  paid  freight  thereon  before  he  delivers  more.  At  the  London  and 
other  dociiS  and  wharves^  the  ship  s  brokers  send  a  printed  notice  duly 
signed,  to  stop  all  goods  for  freight;  they  are  retained  by  the  Company 
until  the  broker  scuds  a  release  or  a  person  authorized  to  take  off  the 
stop ;"  sec  the  article  delivery, 

553  Sundays,  By  16  and  17  Vic.  chap.  107,  sec,  49,  no  goods, 
except  diamonds,  bullion,  lobsters,  and  fresh  fish,  are  to  be  unshipped 
or  landed  on  Sundays  or  holidays,  or  on  any  other  day  except  between 
the  hours  of  8  a*m.  and  4  p,m.  from  March  1  to  November  I ;  and  between 
9  a.m.  and  4  p.m.  from  November  1  to  March  1  (except  free  goods), 
unless  special  leave  be  obtained  from  the  custom-house.  The  goods  are 
liable  io  forfeiture  unless  removed  in  the  presence  and  with  the  authority 

rQ(  the  officer  of  the  customs. 

654  Customs'  honfs.  Free  goods  are  allowed  to  be  landed  from 
6  tt.m,  to  6p.m,  from  ^larch  to  November.  Although  they  pay  no 
duty,  goods  are  not  considered  free  until  examined  by  the  customs  and 
passed.  Cuttle  are  landed  at  any  hour,  day  or  night,  if  passed  by  a 
veterinary  surgeon. 

555  LAPIS  LAZULI,  or  Ultramarine,  a  very  fine  blue  powder, 
and  a  mineral  of  great  value.     K.LCo's.  ton  20cwt. 

556  LARD  (specific  gravity  0'947},  is  often  stowed  to  fill  up  brealc- 
ages,  by  which  heavy  articles  sometimes  press  on  it  and  force  out  the 
heads  of  tlie  kegs.  It  is  much  injured  by  salt  water,  and  should  not  be 
placed  near  guano,  sugar,  colton,  flour,  wheal.  Sec.  In  steam  ships  keep 
well  otf  from  the  bulkhead  of  the  engine  room  ;  see  butter^  caudles, 
general  cargo,  hams,  &c. 

Tonnage,  Bengal  and  Madras  ton  50  cubic  feet  In  computing  the 
freight  of  kegs  of  lard  at  Baltimore,  2001b.  net  weight  are  considered 
«qUBl  to  a  barrel  of  5  cubic  feet* 

557  LAST  is  a  metrical  term,  of  German  origin,  for  a  load.  It  is 
sometimes  used  to  signify  the  burthen  of  a  ship,  and  h  applied  to  various 
uncertain  quantities  of  merchandise,  generally  it  is  esiimated  at  4,000 lb. 


I 


STEVENS   ON  STOWAGE. 
LABT— BBTTISE  AKD  TOIlEIOir. 


3ia 


BRITISH. — 14  barrels  of  pitch»  tar,  or  tahm,  usnaUy  molca  a  last ;  12  barrcla  cc>d* 
flail,  potftsb,  or  mi;al ;  20  CAde«  each  of  1,000  horringiu  cyery  1^000  k-n  himdn>d, 
and  every  100  five  bcoto;  18  barrels  unpacked  lierruigs;  10,00i>  pilcLarcis; 
l,700Ih.  feathers ;  17  cwt.  flax ;  12  sacks  wool,  3G4Ib.  each  ;  20  dickcra  Icathert 
erery  dicker  13  skiBa ;  24  barrels  gunpowder^  each  of  10016.  Aa  o  groin  mcaBore 
in  BnglAnd,  the  Last  nsnaUy  canslsU  of  10|  qnarteni  12  sacka  or  4,363  Hi ;  in 
Bome  places  21  i|iiarterB ;   rape  aeed  2  loada  or  10  quarters ;   cole  seed  lOi  qi>*rterB, 

BEKMABK.— 171  buahela,  224!b.  net,  oil,  bntter,  or  herringa ;    44^  liuit»=100t(nu 

GEBBIANY. — iMbeek,  a  veasd  of  162 ton  regiciter  ia  63} lasts;  in  ealctilating  tbo 
navlgntion  duea  levied  by  the  senate  of  Lnbeck,  MiLrch  2,  IS&I,  a  last  for  sea* 
going  and  ahftrply-bnllt  TOMell  la  4,000 Itj ;  flat- bottomed  open  vessels  S,on01b ; 
Teavela  plying  between  Lnbecic  and  Schonberg  6,O0OTb ;  H&gtock,  96  acheflbta  oala 
144  q;iiarterB ;  other  grain  14  qra  ;  Brtvxtrhaotn,  4,(M>0!b ;  a  ship-last  of  herringa  or 
•alt  12  barrels  ;  coal  12  barrels  or  2  ehaldrona  Newoutle  ;  grain  80  70  bushels  or 
10*087  qnartera ;  that  is  10  quarters  0*7  bnahel»*  A  Teaael  of  450  ton  is  compated 
M  dOOlaata,  which  make  a  Bremen  laat  1|  ton ;  Bamburtf^  a  commercial  tthip-kst 
b  eqn&l  to  3  ton  or  6,  OOOIb ;    10  lasts  ^  108'8  qr«.    Th  e  ]it»t  U  divided  into  m  fuss. 

HOLLAND.— ^iJM^^rtiam,  iron  or  copper,  4,0001b ;  oats  ^  buahela ;  balhiat  2,000tb  ; 
BotUrdam,  for  freight  8  oxholfda  wine,  5  pieces  gin,  14  barreta herringa,  12  barrels 
pitch,  13  barrels  tar,  4  cuska  oltve  oil,  7  casks  wtude  oil,  20  rases  oranges,  4,OO01b, 
rice,  3001b.  almonds,  2,mX9rb.  wool,  &c.  For  freight  a  hist  of  wheat  is  10)^  cent. 
higher  than  barley,  and  barbvy  20^  cent,  higher  than  oats. 

KOEWAV.—A  last  of  herrings  224!b.  English,  49 kitta ^  100  ton  English. 

POHTUOAL.— Lu^n,  for  freight  4  pipes  of  oil  or  wine,  4  chests  sagax,  4,000tb. 
tobacco,  8,6001b.  shnmac. 

TRVSSlA.—DantZiC  ship-last  4424lb.~iijnbcr  60  cubic  feet ;  grain  80  hectolitres  = 
8S  biishcLi=2  6fi  ton  ;  Mrmd,  31  miilUrs  com,  60  aehollbK  or  240  viertels,  or 
II  quarters  3  busheh  English.  For  wheat,  rye,  Sse.  the  lut  of  6G|  schefTels  or 
10 quarters,  7  hosheb,  b  generally  used ;    Stettin  4,0O0lb  ;    SuyiHcmuiule^  4,000lb. 

BUBSIA.— In  St,  Fi^Uraburg  120  poods  of  tallow  make  a  last ;  63  poods  1  ton  Eng- 
lish ;  see  the  article  leather. 

BPAIN. — Malaga,  for  freight  4  boats  or  6  pipes  wine  or  oil,  4  bales  orange  poel, 
6  pipes  Pedro  Ximenes  wine  or  dU,  10  casks  nlmonds  (each  about  380tb.  English), 
20  chests  lemons  and  orangca,  2*2  casks  almonds  (SaiTobiis  each),  44  casks  raisins 
(4arrabas  each),  87  ball-eaaka  raisins,  50  baskets  or  160  jars  raisins.  The  arroba 
or  eantara  is  equal  to  4'19  wine  gallons  EngUsh. 


658  LAY-DAYS.  As  a  pfcneral  rule,  laj-diiys  mean  runiung  day» 
and  include  Sundays  and  Bxed  bolidnys;  one  exception  being  wbere  the 
ship  has  reported  too  hUe  for  the  mercliant  to  hc»gin  disclmrging  in  fair 
lime  on  Saturday,  in  wliich  case  the  merchant  would  be  entitled  to  bej^in 
to  eoani  hi&  hiy^days  from  the  following  Monday,  or  lirsi  uorliinj^  day 
which  ihe  late  reporting  of  the  ship  on  Saturday  gives  him  the  advantuge 

[of.  The  ship's  days  would  then  run  on  as  running  days ;  the  succeeding 
Sundays  ond  holidays  eountinf^f  as  days  against  the  mcrchunl.     Another 

I  exception  Konietimes  allowed,  is  an  alleged  usage  against  merchants  in 
LoniJon*  holdinjjf  i\t*i  word  days  to  count  as  working  days.  Lay*days, 
Sundays  excepted »  mean  working  days,  Sundays  of  course  not  couniinj^ 


320 


STEVENS   ON   STOWAGE. 


a»  days.  Running  lay-  days  mean  that  every  day  is  to  count,  [LAY-DAYS 
viz:  working  days,  Sundays,  and  holidays.  Lay-days,  snbject  to  the 
exceplion  slated  above,  are  to  be  construed  to  count  as  running  lay-days, 
and  inchide  working  days,  Sundays,  and  holidays;  see  demurrage  and 
charter  party.  Laij  datjs  ailowed  at  the  Fori  Adi'iaide  fi^Tiarves :  all 
vessels  nnder  100  ton  are  allowed  six  days  for  the  purpose  of  discharging, 
and  all  vessels  above  100  ton  the  following;  number  of  day?,  Sundays  not 
included:  vessels  from  100  lo  300  totu  10  days;  from  300  to  600  ton, 
16  days  ;  above  600,  21  days.    Vessels  discharging  cargo  have  preference, 

55^  LEAD.  When  pig  lead  only  k  taken,  dunnage  say  with  coal 
or  rubble,  until  the  keelson  is  completely  covered,  in  order  to  raise  the 
lead  and  make  the  ship  easy  at  sea.  Lay  plank,  and  slow  in  the  middle 
in  stacks^  by  placing  the  pigs  three  or  four  inches  apart,  and  crossing  at 
the  same  distance*  Large  billet  wood  makes  good  dunnage,  slowed 
between  ;  see  copper,  bemp,  and  iron. 

660  Lead  pipe  requires  great  care  to  prevent  its  being  bruised.  Stow 
on  a  platform  in  sizes,  coil  on  coil,  the  lesser  inside  the  greater;  the 
height  of  the  stack  will  depend  on  the  weight  of  ihe  pipe  per  foot^ — the 

fclieavier  the  pipe  the  higher  the  stack.     Colls  are  sometimes  bound  with 
^twisted  straw,  or  packed  in  casks  ullh  loose  straw. 

661  When  slowing  sheet  lead  with  general  cargo,  it  is  usual  to  lay 
the  rolls  from  the  keelson  towards  the  bilges,  the  upper  rolls  falling 
between  those  below^  and  so  on  ;  it  should  never  be  laid  cross  ways.  Sheet 
lead  cut  to  size  for  lining  lea  chests  and  packed  in  small  rolls,  in  boxea 
weighing  about  GOIt>.  has  been  rejected  in  Calcutta^  because  it  was  damaged 
and  discolonred  evidently  by  bilge  water,  although  the  surveyors*  reports 
exonerated  the  ship  from  any  charge  of  bad  stowage,  &c.  The  hardness 
of  these  packages  induces  the  stevedore  labourers  to  drop  them  and  work 
them  in  as  bilge  dunnage,  under  the  impression  that  the  lead  would  not 
hurt  if  it  got  wet;  too  much  skilful  supervision  cannot  be  exercised  in 
all  such  matters.  Here  may  be  classed  boxes  of  rifle  bullets  which  are 
shipped  in  packages  of  about  1  cvvt,  well  nailed  ;  they  ought  to  be  iron- 
banded.  Masters  and  ofHceis  should  be  careful  to  prevent  these  boxes, 
when  carried  low  in  the  bold,  from  being  used  in  ihe  wings  lo  block  off 
sncb  ])ackages  as  casks  of  hardware,  &c.  Stevedores  have  been  known 
to  use  them  even  for  chocking  olF  hogsheads  of  beer;  at  the  end  oi^  the 
pEBxage  the  boxes  liave  been  found  wiili  iheir  ends  squeezed  out,  and  the 
bullets  have  afterwards  been  shovelled  up  in  bulk  among  the  floor  dunnage, 

Toimage*  'JOO  pigs  of  lead,  weighing  2'2  ton,  will  occupy  a  space  of  *iH3 
cubic  fcot  or  uno-lhird  of  a  keel,  A  vessel  of  20;iton  register  will  stow  1,*280 
pigs  of  lead,  weighing  002'7  ton,  but  she  could  onrry  only  4*H5  pigs,  weighing 
80 li  ton.  K. I. Go's  ton  '20  cwt :  at  Baltimore  *2,*-*  tOtb.  When  Mediterranean 
wheat  is  l#^(puirtcr  freight,  lead  h  rated  at  4si)d  $*lon  of  viOcwt, 


_fii 


STEVENS    ON    STOWAGE.  321 

Pipe,  off-inch  bore,  weighs  0.  7,  or  8ttJ.  per  yard  ;  14noh  7  to  U ;  [LEAD 
U-inch  10},  12,  and  U\h;  li4nch  14,  10,  18,  ftadSim;  Ij-inch  lCto24lb; 
and  2-inch  171  ^o  24^6.  per  yard.  Lead  pipe,  from  4  to  5-inch  bore,  is  made  io 
JcD^hs  of  10  to  15  feet;  2Hnch  30  to  3  6  It».  per  yard;  3-inch  30  to  42tt>; 
Scinch  45  to  50tb;    4'inch  50  to  0O[t>;    B-inch  70  to  80tb.  per  yard. 

Sheet,  1-lOtb-inch  tbick,  weighs  6'8i>9rb.  to  a  square  foot;  l-9tli*inch 
6*654tb;  l-8th-inoh  7-373;  1^7th-iiich8*427tt>;  1  Otii-iech  9'831tb;  l-6th-ini^h 
ir797tb.  Sheet  lend  is  made  up  in  rolls  0^  to  7i  feet  wide,  and  varies  in 
length  from  30  to  35  feet  A  roll,  4th,  to  the  square  foot,  weighs  7  to  8  cwt ; 
Ctb,  10  to  ll€wt;    Otb,  12  to  13;    7lti.  14  to  15;    and  Rtti.  16  to  17 cwt. 

Sizes.  A  pig  oflead  is  about  3  feet  long,  und  weighs  1|  to  IJcvvt.  Spanish 
pigs  ftre  about  1  cwt,  A  fodder  in  Londoa  IDicwt.  or  2,164tb,  ordinarily 
8  pip ;  Newcastle  21  cwt ;  Stocktoo  22  cwt    A  fotmcd  70tb. 

562    LE.\I) S,  red  and  whi te,  i n  powder  or  mixed  wi th  oil,  are  shippedt| 
in  casks  J 4 lb*  to  10  cwt,  and  are  useful  for  stowage  in  some  gcQcral  cargocSf 
but  not  on  light  packages;  see  paint* 

^63  LEATHER  should  be  stowed  dry  and  kept  clear  of  salt  ivaler 
especially  J  a  damp  air  alime  will  greatly  injtire  it.  Skivers,  if  shipped 
in  a  damp  state,  are  liable  to  be  damaged  by  lieating  during  a  voyage; 
see  kid  gloves,  Russia  juflTs,  red,  white,  and  black,  are  packed  in  rt*ilf, 
each  containing  10  hides,  and  from  10  to  16  of  these  rolls  are  packed 
^  logetber  in  a  bundle,  well  secured  with  thick  matting.  20  dickers,  every 
dicker  12  skins,  make  a  last.  60  rolls  of  ju08  make  a  last.  88  poods  net 
weighty  shipped  for  Italy  make  a  last  j  and  44  poods  a  ton,  in  England* 

664  LEMON  PEEL  is  packed  at  Messina  in  pipes  filled  up  with 
salt  water  for  conveyance  to  London,  where  it  is  either  candied  or  used 
«s  a  medicine.  The  schooner  f/Z/W^a,  139  ton  register,  stowed  Novcm- 
Iwr^  1867,  32  pipes  lemon  peel  and  2,lXK)  cases  of  lemons.  Messrs. 
THOMftOK  &Co,  Italian  Consulate,  Leith,  say  November  19^  1867,  a  vessel 
registering  218  ton,  stowed  in  18C6,  415  pipes  orange  peel  exclusive  of 
boxes  for  broken  stowage,  vrhich  were  carried  freight  free.  When  lemona 
are  freighted  at  2«9</{^case,  lemon  peel  obtains  17«6r/^p(pe, 

565  LIGHTERS.  Cargo  Bhould  not  be  put  into  lighters  unless 
the  lighterman  or  some  one  duly  authorized,  be  there  to  receive  lU  Tlie 
uiatt?j  or  person  delivering  goods  over  side,  should  be  careful  to  obtain  a 
receipt  from  the  lighterman,  as  this  lakes  oflTthe  responsil^iltty  from  the 
male;  then  if  any  damage  should  occur  the  loss  will  fall  upon  tliu  light- 
erman. Although  the  mate  has  performed  his  duty  when  the  goods  are 
over  the  side,  yet  if  put  into  the  lighter  without  any  authorized  person 
to  receive  ihcm,  the  loss  will  fall  on  the  ship.  Strict  attention  should  be 
paid  to  the  OvL'ibult!  Delivery  Orders,  that  the  goods  may  be  delivered 
JQlo  the  proper  lighters.    Lightermen  have  been  held  liable  for  damage 


922 


STEVENS    ON    STOWAGE. 


to  goods,  by  nec^ligently  making  Hgbter  fast  i 


I  steamer^  [LIGI 
BO  that  the  lighter,  on  llie  tide  risings  got  jamnied  under  the  steamer, 
Btmlc.  In  the  Common  Pleas,  April  27,  1866,  Lake,  an  underwriter,  sutjd 
Nixon,  owner  of  the  Qtteen  of  Beattiy^  for  the  value  of  goods  from  Liver- 
pool, lost  m  an  uuseii worthy  lighter  at  Melbourne.  The  judges  decided 
that  the  risk  of  discharge  hy  lighters  was  within  the  insured  voj^age* 

566  LIGHTNING.  The  tenibly  destructive  agency  of  lightning 
has  been  peculiarly  fatal  in  sliips  laden  with  cotton.  There  is  jHsrhaps 
no  substance  more  inflammable,  when  exposed  to  the  electrical  spark,  than 
cotion  wooL  Jule  is  also  very  open  lo  inilammation  by  the  electric  spark, 
and  since  several  ships  laden  with  jute  have  been  destroyed  by  fire,  sup- 
posed to  arise  from  spontiineous  combnstion,  it  is  by  no  means  improbable 
that  combustion  has  arisen  through  electrical  agency,  since  we  hate  no 
evidence  that  jute  itself  is  Hable  to  take  iire  spontaneously.  Formerly 
it  was  considered  that  the  electric  discharge  glanced  over  those  parts  of 
the  roasts  of  ships  which  were  covered  with  lamp  black  and  tar,  or  painted 
with  lamp  black  and  oil,  without  the  least  injury,  but  shivered  the  uncoated 
parts  in  such  a  manner  as  to  render  the  masts  entirely  useless,  but  this 
opinion  does  not  prevail  now  to  such  an  extent.  It  is  by  no  means 
improbable,  that  the  conducting  carbonaceous  matter  contained  in  the 
lamp  black  of  the  paint,  enabled  the  lightning,  in  certain  cases  quoted, 
to  glance  over  the  surface  of  the  wood  without  entering  its  substance,  it 
being  demonstrable  by  physical  experiments,  tliat  a  mere  line  of  water 
deposited  upon  the  surface  of  glass,  by  means  of  a  common  pen,  will 
CTjablc  a  heavy  and  brilliant  electrical  spark  to  find  its  way  over  the  oon- 
conductin^^  glass,  without  injury  to  its  surface. 

607  We  are  indebted  to  the  late  Sir  Skow  Hareis,  F.R.S.  for  a 
physical  and  practical  elucidation  of  this  important  question,  more 
especially  as  relates  to  the  preservation  of  shipping  generally.  Casting 
aside  a  prevailing  prejudice  of  the  day,  as  being  contrary  to  all  inductive 
philosophy,  iliat  liictals  by  a  specific  attractive  influence  on  tlie  matter  of 
lightning,  draw  down  from  the  clouds  the  very  destiiiction  they  are  set 
up  to  avoid,  he  arrives  at  tlie  conclusion^  that  in  order  to  eflectually  secure 
ships  with  their  cargoes,  of  whatever  consisting,  from  the  fury  of  the 
electrical  discharge,  it  is  requisite  to  bring  the  whole  mass  into  that 
comparalively  passive  or  non-resisting  state  it  would  assume  relative  to 
the  electrical  discharge,  supposing  the  whole  continuously  conducted^ 
Til  is  he  eJTecls,  by  rendering  the  masts  themselves,  eflicient  conductors, 
and  linking  these  conductors,  by  means  of  metallic  connection,  into  one 
great  chain,  with  the  metal  bolts  or  oilier  metals  passing  through  the  keel 
or  sides  of  the  ship,  so  that  from  the  instant  of  a  stroke  of  lightning 
falling  upon  any  point  of  the  vessel,  either  below  or  aloft,  the  electrical 


STEVENS    ON   STOWAGE. 

discharge  wmilJ  meet  with  no  impeJitneel  in  fiuding  its  [LIGHTNING 
way  to  the  sea,  without  intermetliate  explosion  so  fatal  to  ships  laden  with 
cotton,  wool,  or  other  inflammahle  malten  These  principles  have  been 
practical ly  and  universally  carried  out  with  the  most  perfect  success  in 
ships  of  the  royal  navy,  as  also  in  very  many  vessels  of  the  merchant  navy, 
including  steam  ships.  The  gi^eat  end  to  he  kept  in  view  in  stowing  a  ship's 
cargo,  more  especially  when  coiibistingof  an  inflaminahle  material,  such 
as  coUon  wool,  is  to  avoid  all  interniediale  explosion  in  the  case  of  a 
,  stroke  of  lighming  finding  its  way  through  ihc  hull  into  the  sea, 

'jtSS     LIME  (BORATE  OF)  is  shipped  in  small  quanUties  all  the 
Ljear  round  at  Iqnique,  Mexilones,  and  Pisagua* 

HG^    LINENS.     See  Baltic  and  Archangel  rales  of  freight  at  the 
commencement  of  this  work.    A  Russian  archeen  28  iiithes, 

670  LIQUIDS  should  he  stowed  at  a  dis lance  from  gnauo,  coal, 
'grain,  flour,  rice,  vah>nia,  fruit,  and  other  goods  linhlc  to  generate  heat, 
or  leakage  will  iuevitahly  ensue.  Stow  heer  and  porter  on  tlie  inor;  oils 
and  molasses  in  the  wings;  and  spirits  and  wine  on  tlie  tojj  of  that  part 
of  the  cargo  not  liable  to  he  damaged  by  the  breaking  of  the  casks ;  and 
endeavour  to  keep  all  your  liquids,  of  whatever  kind,  as  miich  in  one 
part  of  the  ship  as  possible ;  lo  have  good  cross  beds  at  the  quarler*,  and 
not  trust  to  hanging  beds ;  lo  be  well  chockctl  witli  wood,  and  allowed  lo 
slow  three  heights  of  pipes  or  butts,  four  of  puncheons,  and  six  t»f  liogs- 
heads  or  half  puncheons.  All  with  their  bungs  up*  If  not  a  ful!  cuvgo, 
stour  the  liquids  at  each  end.  Casks  in  the  'tween  decks,  ai'c  vccom- 
inended  to  be  stowed  a-burton  or  alliwart  ships;  if  end  on  they  may,  by 
ihe  motion  of  the  ship,  get  slued  bung  down,  and  lb  us  be  liable  to  leak ; 
sec  molasses.  Casks  should  be  sounded  by  an  authorized  cooper  previous 
to  breaking  out;  if  properly  stowed  the  loss  falls  on  the  nudervvrilers ; 
if  not  it  falls  on  the  ship«  In  Sydney  it  has  been  settled  by  arhiiralion 
that  if  a  cask,  hogsliead,  &c»  of  ale  or  other  liquor  liable  to  ferment  on 
the  voyage  out,  is  found  empty  or  partly  so  through  the  liftiui;  of  the 
thead,  &c.  by  fermentation,  the  ship  is  not  liable  even  if  the  head  burst  in 
^transit  from  her  to  the  wharf,  A  master  who  hay  conveyed  goods  from 
ondon  to  the  East  Indies^  says — that  bottled  ales  and  beer  packed  in 
^  casks  and  slowed  in  a  Iiold  with  other  goods,  are  frequently  damaged,  in 
consequence  of  the  insecure  character  of  the  cask  hoops.  lie  thinks  that 
llie  hoops  should  be  Hat,  similar  to  those  on  household  flour  barn  Is,  and 
not  like  those  on  herring  casks.  Tennant*s  boliled  beer  is  always  packed 
in  barrels  for  the  East  Indies.  He  thinks  that  bottled  ales  are  best  in 
Strong  cases*  which  can  also  be  stowed  more  advantageously.  A  nier- 
choQt  experienced  in  casks,  says — **l  have  no  doubt  flat  hoops  (ash)  are 


324 


STKVENS    ON    STOWAGE. 


I 


more  duraWc,  Inii  they  are  canBidered  too  expensive.  [LIQUIDS 
Governmeiu  uses  only  good  toiigb  ash  hoops  on  powder  casks.  Hoops  are 
generally  of  withey,  birch,  liazel^  and  of  almost  all  the  classes  of  small 
%vood  found  in  copses ;  these  are  very  perishable,  especially  in  a  dose  hold 
wbere  a  cask  will  be  decomposed  in  three  years,  while  in  a  properly 
ventilated  store  it  might  last  half  a  century.  Water  casks  should  never 
be  painted  for  nse  below  deck,  or  they  will  rot.  In  the  whaling  trade, 
oil  is  poured  in  boiling  hot,  which  tends  to  destroy  the  casks*  Wooden 
casks  are  said  to  he  better  for  stowing  biscuit  than  iron  tanks,  because 
the  wood  absorbs  the  dampness  from  the  bread.  Zinc  hoops  are  less 
liable  to  rustj  but  are  sometimes  not  so  strong  as  iron  hoops." 

571  Jjiquids,  such  as  castor  oil,  packed  in  tins,  leak  occasionally, 
from  the  sea-water  having  acted  on  the  soldering  of  the  cases,  and  some- 
times having  corroded  the  tin-plate  itself.  A  fire  occurring  in  a  ship  will 
account  for  excessive  leakage  both  from  casks  and  tins,  though  it  may 
not  have  touched  them  ;  see  casks,  oils,  wastage^  general  cargo,  spirits,  &c. 

572  Ullage.  The  liability  of  all  liquids  to  lose  by  nllnge  proceeding  from 
the  casks  leaking,  even  wliero  no  specific  injury  has  buLpponed,  is  bo  notorious 
that  it  makes  claims  on  iiquitJs  difBciilt  to  settle  with  uuderw'riterp.  Some  of 
the  latter  even  maiiitnin  that  they  are  not  liable  in  respect  of  loss  of  liquids. 
This  is  a  clear  mistake;  and  unless  tlioy  insert  tlio  warranty  wliicli  exists  in 
several  East  Indian  policies^  excepting  loss  on  liquids,  tliey  are  not  exempt. 
But  as  ullage  or  leakage  is  of  bo  common  oecurrcncej  it  requires  very  clear  and 
definite  evidence  that  there  was  violence^  or  some  real  cause  of  loss,  and 
not  the  result  of  faulty  or  unseasoned  packages;  uoitlier  tliat  it  arose  from 
imperfect  qnoining  and  stowage.  It  is  necessary  to  show  by  the  protest,  that 
at  some  period  an  undue  and  accidental  pressure  was  exerted.  The  disturbaneo 
of  the  stowage  by  a  ship  being  thrown  on  !icr  beam  ends,  or  by  striking  the 
ground  suddenly,  is  sufficient  to  account  for  pressure  and  consequent  loss.  But 
even  when  a  claim  is  oatablished,  the  ordinary  loss  by  nllago  should  be  de- 
ducted. The  law  does  not  countenance  tke  '*  usage  of  Lloyd's"  against 
underwriters'  general  liability.  In  one  instance,  when  it  appeared  that  oil 
bad  been  lost  by  leakage,  caused  by  violent  labouring  in  a  cross  sea,  Lord 
Deniian  refused  to  admit  evidence  of  a  usage  of  Lloyd's,  that  unless  the  cargo 
was  shifted,  or  tbe  casks  damaged,  underwriters  were  not  lifiblo  for  any  e^Ltent 
of  leakage,  however  caused*  as  a  loss  by  the  perils  of  tbe  seag.  His  lordship 
told  the  jury  to  consider  whether  in  their  opinion  the  damage  to  the  oQ  wag 
caused  by  the  perils  of  tlio  seas,  and  soid^  **  It  may  be  very  convenient  for  tho 
underwriters  to  have  sucb  a  general  nilo,  and  for  the  commercial  world  to 
submit  to  it ;  but  if  they  mean  thereby  to  control  tiie  effect  of  a  plain  instru- 
nunt,  they  should  introduce  its  terms  into  tbe  policy/*    Hopkins  on  Averags^ 

Tonnage.  E  J.Co.  allows  for  freight  '^10  imperial  gallons^  one-fourth  more 
for  covered  casks,  one-fi(th  olT  measuri^meut  of  casks  for  bulge.  At  New  York 
and  Baltimore,  200  gallons  wine  measure,  reckoning  the  full  contents  of  tljo 
ctska,  of  oil,  wine,  brandy,  or  any  kind  of  liquors. 


573  LIQUORICE ;  a  cask  of  juice  1 4  cwt.  nearly;  a  case  of  roots 
shipped  at  Naples  wefghfl  about  2cwt.  and  measures  nearly  10  cubic  feet. 

574  LIVERPOOL  DOCKS*  The  master  porters*  prices  for  un- 
loading in  1856,  were— a  general  cargo  of  750  ton  Calcutta,  about  £20; 
China  lea  £  IG  to  £  18 ;  cotton  (U.S.)  12s  ^  100  bales ;  guano  6^  ^  ton. 

675  LOADING.  In  reference  to  clearing  one  end  iirst,  Capt. 
Sedgwice  says:  this  practice  cannot  be  too  strongly  condemned;  it  is 
lubberly,  injurious  to  tlie  vessel,  and  can  only  be  pardonable  when  there 
IB  a  leak  to  slop,  or  copper  to  be  mended.  The  weight  should  be  kept 
amidships^  and  cargo  p^t  into  the  fore  and  after  holds.  Should  she  be 
unusually  crank,  and  require  much  cargo  to  stiffen  her,  before  that  which 
id  left  amidships  can  be  removed,  then  it  would  be  prudent  before  all  the 
weight  is  taken  out,  to  let  the  cargo  put  mlo  each  end,  meet  al  the  main 
hatchway  to  avoid  having  too  much  at  either  end.  A  Utile  attention  to 
these  matters  shows  the  intelligent  o03cer ;  bat  the  man  who  poinls  either 
the  head  or  stern  to  the  cloudsi,  may  depend  that  he  is  inflicting  an  eye- 
sore on  every  seaman  in  the  port. 

576  Loading  in  turn.  Before  the  judge  of  assize  at  Durham,  in 
April,  1867,  Mr,  Helmken,  owner  of  the  Cedar^  brought  an  action 
against  Messrs.  Scounk,  of  Sunderland,  for  demurrage.  The  ship  was 
chartered  to  load  in  turn  without  specifying  any  kind  of  coal.  She  arrived 
September  5,  1805,  was  reported  next  day,  but  not  loaded  until  ihc  30tli. 
Defendant  urged  that  he  had  the  option  of  choosing  a  particular  kind  of 
coal,  but  the  jury  awarded  JC60,  or  £6  daily  for  ten  dayts. 

577  At  Eavre,  in  1868,  new  regulations  were  published.  The  lime 
to  be  allowed  for  unloading  and  loading  vessels,  is  as  follows  :■ — 


VCM«1>                                ' 

Sailiko  VtSSSLt 

Steameiu 

Dnlouiiiif 

Lopdiog 

nnkHullag 

Loi^iii^r 

ISO  ton  and  iitid«r    » . 

161  to     aoo  ton   .... 

801  to      500  toQ   .... 

601  to      750  ton    .... 

761  to  IvOlWt^jn  .... 
!.001  to  1/260  tan  .... 
1,251  to  l/.Wton  .... 
I,ii01  and  upwiurds  • , . . 

day, 

4 

6 

8 
10 
12 
14 
IG 

dftji 

i 

11 

13 
15 
17 

dtjT. 

5 

7 

9 
U 
12 
16 
17 

d»y» 
10 
14 
17 
90 
S8 
25 
27 
80 

Am  to  Urtrn  and  lightti  the  formfir  ctm  only  he  used  in  liilintf  veiicU  and  iteAmen  from  8 
la  the  morning  to  6  in  tbe  afternoon  in  winter,  uid  from  5  a.m^  to  8  p.m.  in  tho  Aommer. 
liigfata  to  bo  extingaii«1ied  at  latent  at  B  p.m.  in  winter  and  9  in  lumnier.  For  itcameri 
teriiig  at  daj-1>ieak,  firoa  mty  he  lighted  Uiree  hmm  hdare  dcpftrtnro ;  see  Uy-dayt* 


■ 

H          326 

STEVENS    ON   STOWAGE.                   S 

H                                                          LOAD  0HAFT  OF  SHiFa 

^H             The  following  B€ale  has  b^^en  in  use  for  mimy  yirara  by  iho  Sarrfijorft  to  the  LiTerpoo^^^ 

^H              Undcrwnlers'  AHSOcmtion,  and  ii  the  rtsvuli  of  the  experience  at  eea,  in  all  parta  of  t^^H 

^^^^       worlil,  of  many  practical  men  wlio  have^  from  time  to  time,  been  coaQceieJ  with  ll>^^| 

^^^^L       As«iKtialion,  imd  of  others  who  have  been  aaflocinted  with  IJiem^ — 10  to  12  feet  depth  i^M 

^^^P      bold  2|  iDchcs  dry  aide  to  each  foot  depth  of  hold ;  12  to  14,  2i  ;  14  to  17,  2  j  ;  17  to  ^.  <U 

^H             only ;  aubject  in  all  caaea  to  ihe  judgment  of  the  surreyor  which  ii  inflaenced  by  the  Tca*usl*8 

^B             age  and  class,  her  form  (rise  of  floor,  amonnt  of  ahear,  general  proportions,  closcd-in  spacea 

^H              other  4:ircamstances^  faTonrable  or  otherwise,  aa  may  come  nndor  his  notice.    The  eii5t4tm 

^H               in  Liverpool  is  to  measnre  the  dry  side,  amidiiMpRf  from  the  lfi?el  of  tlic  upper  side  of  the 

^^^^H       deck,  lit  tho  side  of  the  vessel,  to  the  water's  surface.    The  above  scalct  il  analysed,  will  be 

^^^^H     found  to  incrcjLso  the  aUowanee  of  dry  aido  regularly  at  the  rate  of  one-tenth  of  an  inch  for 

^^^^H       each  additional  foot  in  the  depth  of  the  hold ;  and,  when  expanded,  it  forms  the  following 

^H             named— anbject  in  all  cases,  aa  before  atated^  to  the  judgment  of  the  enrreyoi:.           ^^^^ 

TABLE  FOE  FIRST  CLASS  VES6ELS.                          ^ 

■ 

B    3 

4t 

1 

9 

3    3 

} 

1 

a   3 

n 

1 

IK 
P 

ft.  in. 

m. 

ft    m. 

ft     in. 

in. 

ft      in. 

tt    ia. 

in. 

ft    m. 

^^1 

8    0 

20 

I    4 

15     9 

. 

3     71 

23  e 

* 

6    114 

^M 

8    8 

- 

1    41 

16    0 

2*8 

8     8} 

23    9 

7      1 

8    6 

. 

1    54 

16    3 

> 

8    10 

24    0 

36 

7     24 

6    9 

. 

1     64 

16    6 

, 

8    11 

24    3 

.. 

7      4 

9    0 

2"1 

1     7 

16    9 

. 

4     Oi 

24    6 

. 

7     61 

9    8 

* 

1    7i 

17    0 

2-9 

4     14 

21    9 

. 

7      7 

d  e 

.. 

1    84 

17    3 

. 

4     24 

25    0 

3-7 

7     B4 

d  9 

. 

1   94 

17    6 

- 

4     31 

25    3 

* 

7    10 

10    0 

2'S 

1  10 

17    9 

- 

4      4f 

25    6 

* 

7    114 

10    3 

^ 

1  lOi 

IS    0 

3*0 

4     6 

25    9 

. 

8     14 

10    6 

, 

1  111 

18    8 

. 

4     74 

26    0 

8*8 

8      Sf 

10  9  ; 

. 

2    04 

18    6 

. 

4    4 

26    3 

, 

e    44 

11    0 

23 

a  14 

18    9 

. 

4     94 

26    6 

. 

8      0 

11     3 

- 

2    24 

19    0 

8-1 

4    U 

26    9 

- 

8      74 

11     6 

, 

2    3 

19    3 

. 

5     04 

27    0 

8*9 

B     91 

11     9 

- 

2    4 

19    6 

. 

5      14 

27    8 

. 

8    11 

12     0 

2*4 

2     5 

19    9 

- 

5     2| 

27    6 

. 

9      04 

12     3 

- 

2     fit 

20    0 

32 

6      4 

27    9 

, 

9      24 

12     6 

. 

2    6i 

20    3 

- 

5      5| 

28    0 

40 

9      4 

12    9 

- 

2     74 

20    6 

. 

5      64 

28    3 

. 

9     £f 

13    0 

2-5 

2     B4 

20    9 

- 

s    74 

28    6 

- 

9      74 

13    3 

- 

2    94 

21     0 

3-3 

6      94 

28    9 

. 

9     94 

13    6 

. 

2  104 

21    3 

- 

5    104 

29    0 

41 

9    11 

13     9 

- 

2  114 

21     6 

. 

6      0 

29    3 

_ 

10    04 

14    0 

26 

3    04     , 

21    9 

_ 

6      14 

29    6 

_ 

10     2i 

i 

14    3 

. 

8    U 

22    0 

8*4 

6      2| 

29    9 

. 

10    44 

14    e 

- 

8    24 

23    3 

- 

6     44 

80    0 

4-2 

10      6 

14    9 

. 

3    34 

22    6 

. 

6     54 

80    3 

. 

10      7| 

15    0 

2-7 

8    44 

SS    9 

- 

6     7 

30    6 

- 

10     94 

15    S 

* 

8    54 

23    0 

85 

6     84 

30    9 

« 

10  114 

16    6 

- 

8    64 

23    3 

■ 

6    10 

SI     0 

4-3 

11      14 

UndenmttFs*  Jwww,  Livtrpod^  Jime  SO,  18S7.                  Vf.Vi\  RcrxnBix,  Secretary, 

1 

STKVKNS   ON  STOWAGE. 


3S7 


I 


(578    LOCUST  BEANS.    A  master  addresses  the  Shipping  Gazette^ 
le  6,  1857:  "My  vessel  was  chartered  at  3^jr  for  oil^  other  goods  in 
pmportion;  she  is  full  with  127  ion  of  locust  beans,  but  has  discharged 

146  lan  of  oil.  At  what  rate  am  I  to  he  paid  for  the  locust  beans  which 
ttjre  not  in  the  table,  and  ought  I  not  to  have  the  same  freight  as  if  loaded 
with  oil  ?*'  Answer :  "  allhough  the  locust  beans  are  not  in  the  rates, 
jet  tlicy  are  included  under  the  headings  grain,  seed,  &c.  as  paying 

10  per  cent,  more  freight  in  proportion  to  weight  than  wheat.  It  in, 
liowever,  certain  that  locust  beans  were  not  considered  when  the  present 
Mediterranean  rates  were  adjusted,  and,  therefore,  were  not  intended  to 
be  included  under  the  head  of '  beans.'  The  fairest  mode  of  settletnent 
is  to  pay  as  for  an  oil  cargo ;  otherwise  to  go  to  arbiLralion/' 

579  The  Danish  brigantine  Talk  Harriet,  Cap!,  Drn-nAHL,  loaded 
locnst  beans  at  Villa  Nova,  Portugal,  in  IVIarch,  1864.  She  registers 
144  ton  English,  75  lasts  Danish*  and  measures,  in  Danish  feet,  about 
00  feet  long,  22  broad,  and  9  ft,  9  in.  deep.  Usually  vessels  cannot  stow 
of  locust  beans  more  than  from  three  to  five  per  cent,  under  their  register, 
but  as  her  cabin  and  foreca.slle  are  on  the  brlgan tine's  deck,  she  took  in 

147  ion  of  locust  beans,  which  is  three  over  her  register  tonnage.  The 
dunnage  consisted  of  some  deal  ends  covered  with  mats.  On  the  recep- 
tion of  every  fifteen  ton,  four  men  were  actively  employed  rolling  two 
casks  full  of  water  over  the  cargo  to  press  it  down.  The  locust  beans 
were  weighed  into  baskets;  IjCKM) kilos  to  the  ton.  Port  charges  for  the 
brigantine,  including  pihjtage,  about  £5  10«.  With  the  bean  cargo  ilie 
brigantine  drew  9  feet  9  inches  on  an  even  keel ;  with  220  ton  Shields' 
staftm  coal  she  drew  10  feet  6  inches  fore  and  aft ;  the  hold  was  then  about 
five-sixths  full.  The  brigantine  is  flat -bottomed,  A  ship  which  can 
&hifl  without  hallast  need  not  take  ballast  witli  locust  beans.  At  Villa 
Nova  the  crop  is  gathered  in  September  and  October,  but  shipments  take 
place  all  the  year  round. 

LOG  BOOK ;  Bee  manifest,  master,  protest,  survey^  &c. 

580  LOGWOOD,  the  colored  wood  of  an  American  tree.  If  cut 
in  the  hold,  remove  the  sawdust,  which,  when  wet,  will  seiiou&ly  injure 
other  goods,  sugar  especially.  It  is  exported  from  the  West  Indies  and 
Central  America.  An  owner  chartered  his  ship  for  West  India  produce, 
^^  calculating  that  she  would  ohlain  sugars  and  molasses,  for  which  the 
lerm«s  were  favourable.'*  She  was  laden  with  logwood  and  made  an 
lusudicicni  return;  nevertheless  logwood  is  the  produceof  the  West  Indies* 
Kcw  York  ton  20cwtj  Baltimore  2,24011). 

581  LLXIFEH  MATCHES  !>houId  be  kept  dry ;  they  will  spoil  if 
f  etowcd  near  bales  of  bacon^  ^c,  or  sand,  salt  water  »aud  especially ;  l\mt 


STEVENS    ON    STOWAGE, 

vapor  will  be  absorbed  by,  and  injure  olber  [LTJOIFEE  MATi 
goods.  For  Australia,  tliey  should  be  in  tin  or  zinc  cases  tightly  soldered^ 
and  oughlj  if  possible,  to  be  stowed  on  the  top  near  a  hatchway,  to  prevent 
unnecessary  pressure,  and  to  have  them  easily  got  at  in  case  of  accidental 
combustion.  Some  under^Tirers  decline  to  insure  lucifers  if  stowed  in 
the  hold,  and  the  Admiralty  will  not  allow  them  to  be  shipped  in  any 
vessel  wholly  or  partially  chartered  by  government,  Use'^eat  care  in 
moving,  as  they  will  ignite  through  a  sudden  jerk  ;  this  has  occurred  wben 
merely  lurnitig  over  a  large  packet^  and  allowing  it  to  fall  smartly,  instead 
of  casing  it  down.  On  the  30th  of  August,  1H62,  a  large  case  of  hicifers 
(sbipiied  as  fusees  or  matches)  which  was  on  the  deck  of  the  screw  steamer 
O&ear^  Capt*  Craig,  lying  at  Irongale  wharf,  London,  took  fire.  Smoke 
was  observed  rising,  and  on  the  crew  endearoiiring  to  throw  the  case 
overboard  the  bottom  dropped  out,  and  the  whole  of  the  contents  were 
quickly  in  flames.  Ropes  were  got  round  the  sides,  and  after  some  short 
delay  the  burning  mass  was  hauled  over  into  the  river.  It  is  supposed  that 
the  cask  was  let  down  the  shool  from  the  wharf  suddenly,  and  that  the  con- 
cussion against  the  deck  caused  ignition,  although  the  iirc  did  not  break  ont 
for  half-an-hour  afterwarda;  see  vesuviana»  in  the  article  dangerous  goods. 

582  Amongst  the  cargo  landed  in  November,  1864,  at  Kelgate,  from 
the  wreck  of  the  Spanisli  ship  Torre  del  Oro,  was  a  wooden  case  about 
three  feet  square,  marked  BD  1 104 ;  inside  this  was  a  tin  case  containing 
patent  leather.  On  opening  the  wooden  case  there  was  discovered  between 
the  tin  and  the  wood  some  ibousands  of  loose  lucifer  matches.  There 
was  also  landed  from  the  vessel  a  quantity  of  fancy  baskets,  one  of  which 
was  filled  with  loose  matches.  These  goods  happened  to  be  slowed  in  the 
midst  of  demijohns  of  spirits,  wbicb  were  packed  in  a  large  quantity  of 
straw*  As  the  least  friction  would  have  ignited  the  lucifers,  it  is  very 
evident  that  in  that  case  the  ship  and  cargo  would  have  been  destroyed 
by  fire,  and  in  all  probability  the  lives  of  all  on  board  would  have  been 
sacrificed. 

583  Vesnvians*  Buhnb  &  Maciver  t?.  HnTcnrs-soN,  Glasgow,  October 
8rd»  IRGJ.  Complainauts  owned  the  steam-ship  Bulfalo,  trading  between 
Glasgow  and  Belfast,  on  board  which  a  parcel  was  placed  by  defendant  When 
hoisting  it  out  of  the  hold  at  Bclfct  it  ignited  suddenly,  and  the  fire  took 
eoino  time  to  cxting^iisli.  It  contatned  vesuvians  and  fusees ;  contents  were 
not  marked  outside,  and  no  notice  had  been  served  on  the  master.  The 
BherilT  tf lought  it  necegsary  to  have  witnesses  of  a  scientific  character  to  prove 
that  the  materials  of  which  vesuviana  consist  were  necessarily  of  an  iniamma- 
ble  natuio,  and  the  case  was  adjourned  to  the  10th,  when  Dr.  Penny  stated 
that  the  com  pone  ot  parts  were  phosphorus,  saltpetre,  chlorate  of  potash, 
charcoal,  and  powdered  glass.  Articles  thus  composed  w&re  highly  inflamma- 
ble ;  if  not  properly  packed  they  would  bo  liable  to  explode  by  friction  caused 
by  the  rolling  of  the  vessel.    They  are  more  dangerous  than  guni^owdcr, 


4 

4 


4 


I 


whtcli  does  not  explode  by  friction,  Thcsy  wouW  [LUCIFER  MATCHES 
ignite  at  a  temperature  of  270%  while  gun^^owder  would  require  600".  In 
giving  judgment  the  sherili"  said  thatif  tlia  parcel  had  been  marked  **matcl)es/* 
B8  was  contended  by  defendant,  it  would  not  imi?©  been  enough ;  there  might 
be  matches  not  of  a  dangerous  and  inflamniable  nature.  The  words  ^*  inflam- 
mable*' or  **  highly  inflammable  and  dangerous"  should  have  been  put  on  it* 
Hued  j£5  and  costs. 

684  LUMBER  should  be  closely  stowed,  so  as  not  to  be  moved  by 
the  rolling  of  the  vessel;  it  frequently  happens  when  this  is  neglected 
that  tlie  lumber  sags  to  leeward  when  the  vessel  first  goes  to  sea,  aud  gives 
ber  a  heel  that  way.  Great  care  should  be  taken  in  stowiiijr  deck  loads 
lu  see  that  ihey  are  well  chocked  and  secured  down,  for  if  the  lumber  gets 
loose,  the  lives  of  the  crew,  as  well  as  the  f^tiftty  of  the  vessel  and  cargo^ 
will  be  endangtred.  From  Singapore  to  Australia  lumber  h  not  cou» 
tidered  a  profitable  cargo* 

LUMP  LAC;  see  the  article  lac. 

585  MACE  romes  chiefly  from  Penan g  and  Singapore  ;  in  the  East 
Indies  it  is  packed  in  bags  containing  lOOIb.  It  is  shipped  all  tlie  year 
round,  requires  careful  stowage,  and  is  useful  for  beam  fillings.  Exhala- 
lions  from  sallpcire,  castor  oil,  S:c*  injures  it,  and  one  mat  at  least  should 
protect  it  from  other  kinds  of  cargo.    East  India  ton  50  cubic  feet,  in  cases. 

586  MACHINERY  should  be  placed  in  the  vessel  prior  to  any 
other  part  of  the  cargo,  on  account  of  its  great  weight,  and  to  afford  the 
opportunity  of  securing  the  several  pieces  properly,  by  beds  and  chocka 

t  jsadc  purposely.  Such  articles  as  cog-wheels  and  castings  of  a  similar 
ihape,  should  be  lashed  vertically  or  edgewise  to  the  masts  or  stanchions, 
taking  care  subseqneiHly  to  chock  them  on  eacli  side  with  rough  cases  of 
goods,  well  dunnaged.  Where  a  boiler  or  any  similar  article  is,  upon  am 
€^treme  emergency,  carried  on  deck,  it  should  be  placed  in  beds  and 
chocksj  as  near  the  centre  as  circumstances  will  admit,  resting  upon  the 
beams,  which  should  be  shored,  to  prevent  the  weight  from  injuring  the 
deck.  If  two  are  shipped,  tbey  are  generally  secured  on  opposite  sldeSi 
by  means  of  lashings  to  the  ring-bolts  and  by  cross  lashings  to  each  <pthcr. 
For  long  voyages,  vessels  are  selected  having  hatchways  purposely  con- 
itmctcd  for  enlarging.  Some  owners  insist  on  having  boilers  placed  in 
the  main  hold.  Examine  the  slings,  hooks,  and  rings,  nnd  see  that  the 
cbainK  used  are,  by  scale,  well  able  to  bear  the  weight;  see  n^pe  and 
magiii-'iiMn,  In  disclmrging  very  heav}^  machinery,  it  wny  be  necfssary 
lo  follow  it  up  as  il  leaves  ihe  hold  with  pieces  of  tiukber  or  planks  so 
placed  that  in  the  event  of  the  lifting  tackle  giving  way,  the  full  shull  be 

^confined  to  a  few  inches.     Similar  precaution  may  1*^  necessary  wbeti 


330 


STEVENS    ON    STOWAGE. 


receiving  such  articles.  In  cLartenng  for  fieiglii  of  [MACHINEEY 
engines,  boilers,  or  macliinery  of  any  kind,  a  master  sbould  ascertain 
whetiier  it  slioiild  be  rukJ  at  per  ton  of  20  cwt.  or  of  40  cable  feelp 
according  to  its  description. 

587  Capt.  Skdgwick  snys.  tbe  best  way  lo  get  heavy  machinery  out 
18  to  cant  the  main  yard  alilile;  untruss,  and  labb  it  to  t!ie  main  mast; 
have  a  spare  spar  ^vitb  a  piece  of  plank  muler  tlie  hetl,  for  a  shore  from 
the  deck,  lashed  to  the  yard,  about  a  foot  inside  where  llie  fool  tackle 
comes.  Over  the  main  hatchway  a  pair  of  sheers  should  be  rigged  with 
planks  under  the  heels,  which  should  he  on  the  beam  before  the  main 
hatch  nay;  the  beams  require  to  be  well  shored  in  the  'iween  decks* 
According  to  size  of  sheers  and  strength  of  purchase,  almost  any  weight 
can  be  thus  lifted;  and  he  recommends  young  oflicers,  when  getting  out^^ 
heavy  machinery,  to  use  the  yard  tackle  over  the  hatchway  as  well  as  th«^H 
other,  in  case  of  accident;  and  in  low*eririg  over  the  side,  to  use  the^^ 
tackle  on  the  sheers  to  lower  with  as  well  as  the  yard  tackle. 

588  Bricks.  In  the  Vice  Chancellors  Court,  Gossett  p-  Melhutsh  : 
defendants  songbt  to  have  tbe  chief  clerk  s  certificate  varied.  The  suit  was 
by  a  part  oivner  of  the  Matilda  WtsttnihoiJi,  against  tke  defendants,  ©1  so  part 
owners,  and  acting  as  the  tbip'a  husband.  In  taking  the  accounts,  the  chief 
clerk  hiul  charged  the  defondants,  Messrs.  Melhlisk,  with  the  freiglit  of 
33.000  bricks  which  had  been  shipped  from  Jerp^ey,  and  taken  to  Sydney,  on 
account  of  Messrs.  Melhuish,  It  was  contended  on  the  part  of  the  defendants, 
ttjat  tliey  were  not  properly  chargeable  with  this  freight,  on  the  ground  that 
the  brif^ks  had  been  broken  and  destroyed  by  heavy  machinery,  which  bad 
heeu  allowed  to  rest  on  them.  On  arrival  at  Sydney,  the  bricks  were  not 
delivered  to  die  consignee,  and  no  freight  was  paid ;  but  they  remained  in  the 
hold,  and  were  tJiken  to  Cah'utta,  where  they  were  sold  for  a  very  small  sum. 
The  vice-chancellor  thought  that  the  freight  was  payable,  and  that  the  injury 
to  the  goods  was  the  subject  for  a  separate  action  ;  the  chief  clerk's  conclusion 
was  right,  and  the  motion  must  bo  dismissed  with  costs. 

5Hs^  Cylinders.  Comt  of  Excliet|uer,  December  19*  1804,  Cawthornk  tf. 
Bear.  Tbit^  was  tin  action  to  recover  diiraages  tor  not  loading  in  pursuance  of 
the  terms  of  a  charter  party.  Plain  tiff  was  owner  and  master.  Defendant  is 
a  timber  niorcliant.  On  Oclober  7th,  1804,  pUiutil!' entered  into  a  cbarter- 
party  witli  defendant  to  proceed  with  the  aloop  Ilei/  Dick  to  Kiug's  Ferry, 
Queensborough,  to  load  two  cyluntes  and  a  tank,  tlie  measurement  of  which 
hnd  been  previously  given »  and  it  was  alleged  that  on  these  tbe  cooti'act  had 
been  made.  At  King's  Ferr)%  phiiuiiiTsaw  Hall,  an  ngent  of  defendant,  and 
fiftid  lie  was  ready  to  load.  The  next  day  he  men&ui'ed  the  cylinders,  and 
found  thflt  their  size  exceeded  tlie  tjuantities  given.  The  broker  anid  be  might 
tak«  a  portion,  and  they  could  send  tlie  remainder  by  another  vessel.  He^ 
however,  deeliiied,  unless  tiiey  would  guarantee  ibat  be  slioukl  take  the  whole, 
Defendout's  people  subsequently  attempted  to  lowd,  and  plaintilf  lent  them 
gear.     The  siite  of  tii©  cylinders  produced  such  a  strain  on  the  mast  that 


STEVENS   ON   STOWAGE. 


331 


plaintiff  told  tlie  mm  that  if  it  was  injured  ho  should  hold  [MACHINERY 
tlieir  employers  responsible.  Mr.  Hall  treated  this  as  a  refusal,  and  directed 
the  men  to  desist     Plain l iff  nftevwfirils  requested  defendant  to  cany  out  his 

Lcoutract,  but  be  declined,  on  the  ground  tliat  plaintiff  had  himself  exonerated 

lliim  from  its  perforin tince*  It  was  Bworu  that  had  tho  eylindors  corresponded 
irith  the  measurements  they  might  havo  been  easily  shipped.     Defendants, 

Pon  the  other  hoad,  proved  that  the  measureraeata  hud  been  given  to  the 
plaintiff;  and,  on  his  assurance  thai  his  vessel  was  quite  capable,  the  cbmrter 

.party  was  eigned.  On  arrival  at  Kings  Ferry  the  sloop  was  found  quite 
unfit  to  take  the  goods  on  board  in  their  then  state,  and  it  was  agreed  that  the 
CyltDders  should  be  cut  into  fonr  pieces.     After  they  had  commenced  to  load, 

I  the  plointiff  satd  that  they  should  not  be  allowed  to  proceodt  unless  they  would 
five  &  guarantee  for  all  the  damage  that  rriiglit  he  done.  The  Ftiperintendent 
ben  stopped  the  loadings  and  the  goods  were  forwarded  by  another  vessel. 

fTerdict  for  plBintitt;  damages  1'45. 

5^0  MADDER,  {French  ^umnce)  h  the  root  of  a  pltmt,  the  rtihia 
iinctorum,  which  yields  a  fine  bright  red  color;  llie  bones  nf  animals  fed 
on  it  become  tinged  with  red.  It  is  much  cultivated  in  Holland,  France, 
and  Italy;  it  thrives  in  the  north  tjf  Greece,  grow^  wild  in  the  Ionian 
islands,  and  is  fonnd  at  KiirdarnooHj  Cyprus,  and  Smyrna,  whence  it  is 
exported  lar^^ely.  In  South  America  it  f^rows  wild  also.  There  are  two 
varieties  ihe  rubia  cordtfuUti  and  the  ruhia  peregrina.  The  last  13  cul- 
ivaled  in  the  south  of  Europe,  and  comes  to  England  chiefly  from  the 
fievnnt.  The  roots  are  wiry  and  very  much  branched,  of  a  red  color 
aernally  and  yellow  within  j  the  best  are  those  of  the  size  of  a  Tiriting 
juill,  or  at  most  the  little  finger.  The  woody  portion  is  used  chiefly  in 
Dying;  ihe  stringy  filaments  and  epidermis,  called  mulle,  are  usually 
cniuvcdt  The  pith  and  bark  are  comparatively  of  litllc  value.  In  warm 
limates  madder  roots  are  dried  in  the  open  air;  elsewhere  in  stoves. 
This  mode  is  adopted  on  the  Rhone,  after  which  tliey  are  thrashed  with 
flail,  passed  through  fanners,  and  ultimately  through  brass  sieves 
having  meshes  of  various  sizes ;  the  coar^icst  is  of  the  best  quality.  The 
imall  quaniities  of  madder  roots  which  arrives  in  London  comes  chiefly 
from  Bombay;  very  few  bales  of  Turkish  madder  enter  the  Thames;  the 
great  market  is  Liverpool.  Bombay  and  Turkish  madders  seldom  or 
never  come  to  England  in  a  ground  stale.  Dunnage  9  inches  with  2J- 
inches  in  the  sides  ;,  madder  roots  roust  be  kept  dry,  tliej'  attract  dampne&s 
from  the  AtmosphiTe Which  injures  them,  and  will  create  leakage  from 
liquids  in  casks  if  placed  near;  they  may  be  stowed  on  but  not  mi.'Ced 
with  valonia. 

591  Messrs.  J*jxey  &  Co,  under  date  Smyrna,  Dee,  8,  1867,  say, 
all  madder  roots  go  by  steanjcrs  to  Liverpool;  tliose  for  Glasgotv  being 
forwarded  thence  at  ship's  expense  and  sbipper*s  risk  for  an  extra  freight 
of  7t^^  ton.    The  roots  are  sent  alongside  the  steamers  free  of  expense 


332 


STEVKNS   ON    6T0WAGE, 


to  lUe  vessel^  and  are  freighted  per  ton  oi  40  cubic  feet,  [MADDER 
say  20s  @  30#,  The  bales,  when  hydraulkally  pressed,  measure  about 
30*9  cubic  fact,  and  weigh  6i  cwL  each.  The  cost  of  presBiDg  (20#  ^  ton 
of  20  cwt.)  is  paid  by  the  shippers,  J'ormerly  the  freight  by  sailing  vessel 
^vaiiper  ton  of  2Ucvvt,  and  all  expenscB  were  paid  by  the  ship* 

592  At  Naples,  the  corapre&sed  bales  are  said  to  be  about  4rwt* 
each,  and  arc  iron  handed  j  of  these  an  ordinary  canning  ship  will  take] 
her  register  I  on  n  age, 

593  In  HaUand  there  are  several  qualities.  The  B nest  crop  is  called 
**  Crop  madder/'  it  weighs  heaviest;  the  next  ia  *' Little  crop;**  then 
Onibro,  Gamefies,  and  MuU'a;  the  last  named,  the  cominonest,  is  very 
light,  being  the  last  grinding,  and  may  be  compared  as  flour  is  to  bran. 
Nearly  all  Dutch  madders  are  exported  in  coarse  powder;  thia  is  the  kind 
chitHy  imported  into  London,  A  large  cask  of  the  finest  ground  madder 
measuring  4  ft,  4in«  high,  \  1  ft,  circumference,  and  32in,  across  the  head, 
weighed  gross  15c,  Oq.  4H>;  casks  vary  from  this  down  to  6  or  6cwt;  casks 
are  estimated  to  weigh  10  {>  cent,  of  the  gross  weight.  In  1867  the  rate 
of  freit^ht  from  Rotterdam,  hy  steamer  to  London,  was  lOsJP-ton  gross, 
with  1*'5  ^  eent.  primage.  Madder  flour  i|uickly  irabibes  moisture,  and 
ferniifulation  spoils  itK  color.  Garancine  is  madder  treated  with  sul- 
phuric acid  ;  the  finest  qualities  are  prepared  in  France,  and  very  little 
is  imported  into  London.  1 

Tonnage,  Bombay  ton  14.  cwt.  When  Mediterranean  wheat  is  freighted 
at  li  ^^  (jimrter,  ground,  madder  in  casks  is  rated  at  7*lOd4?'  ton  of  20  cwt 
Madder  roots  in  liydraulic  compressed  balea  pay  the  same  freight  as  groun 
madder  io  casks.  Loose  in  bales,  pay  one-third  more  tlian  those  in  hydraulic 
compressed  baJeH,  lladder  flour  (garancine)  pays  10  ^  cent  more  than  ground 
madder  In  casks. 

594  MAGNESIA  is  the  oxide  uf  the  metal  mngnciiura,  used  foi 
producing  the  noted  sun-light,  and  occurs  in  nature  under  various  funns 
of  combination — as  dolomite  or  magnesian  limestone  and  nearly  pure  as 
a  hill  in  the  peniuftula  of  India  containing  magnesia  46  parts,  carbonic 
acid  51,  inRoluble  matter  and  water  3  parts^  in  100.  tSpeeific  gravity 
2*330*  It  is»  however,  chiefiy  obtained  by  dcconj posing  sul[)hate  of 
muguesia  (Epsom  salts)  with  half  its  weight  of  carbonate  of  potash,  each 
dissolved  in  water ;  when  the  solutions  are  mixed  the  carbon  ale  of  mag- 
nesia is  precipitated,  then  waihed  and  dried,  cut  up  into  cubic  masses, 
and  packed  in  chests  of  1  cwt*  each.  It  should  be  well  preserved  from 
6ea*air  and  water,  either  of  which  may  seriously  deteriorate  its  value. 
There  are  other  foims  of  magnesia  in  commerce,  as  the  calcined,  which 
requires  to  be  carefully  preserved  in  well-corked  and  sealed  bottles,  and, 
therefore,  need  no  particular  notice  as  to  stowage  diJfcrent  from  cases  of 
Wukd  drugs  in  gcnerah 


I 


STEVENS    ON    STOWAGE. 


333 


I 


595  MAGNETISM  OF  CARGOES.  Bar  and  railway  iron, 
'  iroD  tanks^  steam  boilers,  cylinders,  macliinery^  guns,  bIioI^  iron  ballast^ 
iron  orest  aod  other  sioiilar  metallic  substances,  will  affect,  more  or  Ics^, 
the  condition  of  tbe  ship's  compasses,  which  therefore  require  special 
attention,  or  serious  consequences  may  ensue.  The  course  generally 
recommended  is  to  take  the  exact  magnetic  position  of  the  ship's  head 
while  lying  alongside  the  wharf,  before  loading,  and  after  these  disturbing 
substances  are  in,  lo  ascerlain  carefully  the  errors  of  the  steering  compass, 
in  itx  standard  position.  Make  a  table  of  these  errors  when  tbe  ship  s 
bead  is  on  each  separate  point  of  this  compass^  without  reference  lo  any 
other  compass  in  other  parts  of  the  ship,  and  act  accordingly.  The  iron 
bands  round  trusses  of  pressed  hay,  stowed  near  the  compasses,  will 
cause  a  deviation. 

596  Com'-  Walker,  R.N.  who  has  made  tbe  subject  his  particular 
study,  says,  in  his  useful  work  on  magnetism.  "If  a  merchant  vessel 
have  a  cargo  of  iron,  or  even  iron  tanks,  steam -boilers,  or  cylinders,  so 
stowed  in  the  hold  as  to  be  in  contact  with  an  iron  knee  or  iron  truss,  bolted 
I  to  the  ship's  side,  and  running  upwards  to  the  upper  deck  beams,  such  a 
piece  of  iron  being  in  contact  with  large  masses  of  melal  in  the  hold,  would 
conduct  or  transfer  the  magnetism  from  below,  and  certainly  derange  the 
magnetic  needle,  and  cause  the  compass  to  indicate  a  wrong  course. 

697  "  It  is  on  this  principle  of  magnetic  conduction  that  separate 
pieces  of  iron,  when  brought  into  actual  contact,  act  magnetically  as  a 
single  mass.  The  water  tanks  in  a  ship  of  war,  if  stowed  in  actual  ; 
contact,  will  act  on  the  compass  as  if  a  single  tank  of  the  same  size  as 
the  aggregate  number  of  small  tntd^s  in  the  hold^  occupied  their  places* 
But  if  kept  separate  by  thin  slices  of  board,  then  each  lank,  &c.  will 
retain  its  natural  quantity  of  inductive  magnetism,  and  the  place  of  it3 
I  f/clti  will  change  with  the  ship's  motion,  and  produce  a  deviation* 

598  **The  amplitude  and  azimuth  observations  made  at  sea  give 
the  difference  between  the  astronomical  hearing  and  the  compass  hearing 
of  heavenly  bodies,  that  is  to  say,  a  correclion  to  be  applied  to  the 
compass  course  the  ship  steers  at  the  time  of  making  the  observation. 
The  course  conection  therefore  contains  the  variation  and  ibe  ship's  j 
local  attraction — ^eiiher  their  sum  or  their  difference  ;  therefore  the  varia- 
tioQ  is  every  where  known  and  recorded  in  tables  or  on  charts,  the 
mariner  has  only  to  make  his  amplitude  or  azimuth  observations 
frequently  as  possible,  and  in  getting  out  his  course  correction  he  getS|i 
it  the  same  time,  the  deviation  on  his  course  steered,  because  the  variation 

t being  given,  his  deviation  is  also  given  in  his  correction  found  for  his 
course  at  the  instant  he  took  tlie  altitude  of  the  sun  and  its  compass 
|iaring.'*     [See  the  Liverpool  report  on  compasses,  14th  May,  1862,  in 


STEVENS   ON   STOWAGE. 

699  MAILS.  It  bas  been  estimated  iliat  taking  the  entire  number 
of  mail  boxes  sent  in  one  year  vik  S-Jiitbamplon  and  v'lk  Marseilles  t'j  tbe 
East  Indies,  &e.  as  34,0tK)  iheir  actual  weigbl  would  be  1,100  ton,  and 
measurement  for  freight  2,300  ton,  or  rather  under  lOcwi.  to  tbe  ion  of 
40  cubic  feet. 

600  ISIALABx^R,  A  muster  experienced  in  the  East  India  trade 
says,  November  22,  1867,  "when  30-iJp^ion  is  the  current  rale  of  freight 
for  cotton,  &c,  at  Bombay,  the  rate  on  tbe  Malabar  cnast,  in  the  cofl*ee 
season,  is  usually  £2  1 5s  to  £3  for  ships  between  400  and  500  ton.  They 
will  obtain  dispatch  there  and,  being  on  the  road  home,  will  not  extend 
their  voyage.  Cotton  requires  ballast,  and  then  there  is  the  additional 
expense  of  screwing  and  slowing.  Coffee,  ginger,  coir,  &c*  can  be  taken 
in  by  the  crew  and  are  generally  shipped  at  the  rate  of  40  ton  per  day. 
Provisions  do  not  cost  more,  and  ihe  port  charges  on  the  ctiast  are  one- 
half  those  at  Bombay.  The  ports  aie  perfectly  safe  nine  months  in  the 
year.* 

601  MALT,  unlite  most  otlicr  grain,  requires  to  be  kept  perfectly 
free  from  air*  For  the  Colonies,  it  is  usually  placed  in  an  air-ti^ht 
compartment  or  bin,  the  bulkheads  being  generally  lined  with  tin  nr 
zini' :  this  is  not  always  done,  as  four  and  tive  guineas  ^  cent,  are  paid 
to  cover  risk  of  average,  which  would  not  be  the  case  if  so  packed.  By 
small  coasting  vessels  it  is  frequently  cojjveyed  in  bulk  without  dunnage 
or  matting,  in  whicli  case  the  ceiling  requires  to  be  well  cleansed  and 
ihe  biliije  water  kept  low,  or  it  will  be  blown  into  and  injtire  the  cargo  at 
sea.  When  cattle  are  conveyed  in  the  main  hold,  and  malt  is  slowed  for- 
ward ;  dunnage  is  absolutely  necessary  to  guard  against  the  cattle  drainage, 

•  The  wuae  muter  uajs  "  In  March,  18G1,  my  vcwel  was  ordered  by  the  agent-i  to  load 
cotton  mt  Bombay  for  London  &i  21a  GJ.  They  s&id  it  was  the  winh  of  the  owners,  but  my 
Initntctlons  wews  not  to  carry  goods  about  the  world  unh'ss  ii  profit  could  be  mode.  The 
vessel  WMB  chartered  at  4'3  for  a  full  luid  complcto  car^o  of  coflbe  in  bags ;  ftO  lay-dayi ; 
dcmunrmge  £10  p«r  day  ;  to  load  at  Mangaloro  and  Trllichorry,  At  the  first  port  1^200 
hagi  were  obtained  ia  thrto  weeks,  and  at  tlie  necond  the  Iftj-ilays  cupired  when  my  lowef 
bold  only  was  full.  The  ngent  then  said  he  would  compkto  me  with  casca  of  cofToCf  bat 
na  the  charter  party  exprcKsly  stated  ha{3r«,  I  rttinsed  to  take  caaci  otherwise  than  by  a 
£r«ah  charter.  An  endom^meut  on  the  filmit  charter  party  itated  that  they  were  unable  to 
OOiDipleto  their  agreement,  and  we  mutually  ngreed  to  complete  by  a  fitjcood  charter  party 
at  £&  lOi  (^  ton  for  the  ronmining  space  adapted  for  cargo,  whirh  was  to  be  colfee  in  caaea 
•nd  arrowroot  in  hoses.  After  paying  ine  800rf ,  they  could  not  M^  imd  I  received  my  sailing 
orders  to  proceed.  Before  leaving,  I  called  Bun-cy  on  the  space  not  filled  and  found  it  to 
mGasone  SSton,  and  our  draft  of  water  would  admit  of  7  inchea  more  by  Lloth's  regnJa* 
tlona.  On  mj  arrival  in  London^  before  breaking  bulk,  I  eerred  the  charterer's  ageut  with 
notice  to  lurrey,  and  then  found  the  space  to  t»e  25|  ton,  for  which  I  obtained  £&  lOf  ^  too 
as  per  second  charter  pnrty.  My  freight  home  that  voyage  was  £2,700.  Uad  I  kwded  tA 
Bombay  it  would  hare  hwu  aboat  £900,  and  ths  espenae  of  the  stowage. 


i 


STEVENS   ON  STOWAGE. 


335 


The  average  weight  of  100  quarters  of  pale  nmlt  is  14  to  15  ton ;  [MALT 
of  brown  malt  1 1  ton;  llic  weight  varies  according  to  the  fieason  and  the 
quality  of  the  barley.  One  u*t!ek  may  be  considered  a  reasonable  lime 
for  diseliargiog  722  quarters  malt,  when  no  lime  has  been  stated  in  the 
bills  of  lading.     On  the  Criuau  Canal  15  bushels  go  (or  a  ion  freight, 

602  A  MANIFEST  contains  the  name  or  names  of  the  places 
where  llie  goods  on  board  have  been  laden,  and  the  place  or  places  for 
which  they  are  respeclively  destined;  name  and  tonnage  of  the  vessel, 
master,  and  place  to  which  she  belongs;  a  piirticular  account  and  descrlp- 
lion  of  all  the  packages  on  boards  with  the  marks  and  numbers  thereon, 
the  goods  contained  in  such  packages,  goods  stowed  loose,  names  of  the 
respective  shippers  and  consignees,  as  far  as  such  particulars  are  known 

■  to  the  master;  it  must  be  verified  by  his  signature.     It  should  be  made 
out,  dated,  and  signed  at  the  place  or  places  where  the  goods  or  any  part 
of  them  are  taken  on  board.     There  is  a  penally  for  being  unprovided. 
^sFor  convenience  there  should  be  two  copies ;  one  is  required  by  the 
^BCii&loins'  authorities  on  arrival.     Ships  from  abroad  are  also  required  to 

ftdd  a  list  of  stores,     A  separate  miinifest  is  necessary  lor  tobacco. 

1^       603     The  coasts  of  Norway  being  extensive  and  irregular,  and  the 

^Kiopulation  scanty,  the  regulations  regarding  manifests  are  of  necessity 

^^slringent.     In  Oclober,  1865^  the  Government  passed  a  law,  imposing 

A  penalty  ranging  from  22*  3f/  to  £22  5^.     A  ship's  manifest  for  Norway, 

may,  however,  be  made  out  in  any  European  language,  and  does  not 

require  a  consular  seal,  so  that  a  master  can  compile  it  himself  at  any 

leisure  lime  during  the  voyage.     In  the  Grecian  ports,  supplementary 

manifests  may  be  delivered  within  tliree  days;  the  manifests  must  include 

all  the  merchandize  contained  in  the  vessel,  not  excepting  what  the 

Bailors  or  passengers  have,  on  their  own  account.     A  separate  manifest 

must  contain  the  provisions  and  stores  of  the  vessel.    For  the  United 

States  they  should  be  on  printed  paper,  three  copieSj  ready  when  four 

leagues  from  the  cuast ;  penalty  §500. 

t'04  In  the  Mexican  ports  occupied  by  the  Americans,  if  any  article 
specified  on  the  manifest  be  wantingi  the  vessel  shall  pay  one  dollar  per 
^H  ton  penally  ;  if  any  be  found  not  in  the  manifest  they  shall  be  furfeited  ; 
^Baud  if  the  value  exceed  one  hundred  dollars,  the  vessel  shall  be  seized 
■  and  confiscated.  At  Valparaiso,  they  must  be  accompanied  with  samples 
of  all  the  cargo  when  of  any  value,  and  of  the  ship's  provisions  on  board. 
lo  the  island  of  Puerto  Rico,  llie  Spanish  laws  require  a  Consular  ccrtifi- 
cato  to  be  aliaehed  to  all  general  manifests,  and  in  default  ttiereofa 
tassel  is  liable  to  a  fine  of  £200.  Masters  bound  there  must  be  provided 
with  said  certificate,  however  distant  the  office  of  the  consul  may  be  from 
the  port  of  loadings     8hip  and  cargo  from  Engl  an  d|  have,  on  arrival  in  a 


336 


STEVENS   ON    STOWAGE. 


Spanish  port,  been  seized  and  detained  until  her  manifest  [MANIFEST 
has  been  Rent  oat  to  her.  In  tlie  Brazils,  ship  a  manifests  are  regulated 
as  follonrs : 

Article  140.  The  master  of  any  vessel  sailing  with  a  cargo  for  any  of  the  ' 
Braxiliau  ports,  ought  to  hring  two  copies^  exactly  alike,  which  must  contain 
the  name*  description,  and  tonnage  of  the  Tcssel ;  the  master's  name,  with  the 
date  at  tbo  end,  and  his  signature ;  the  port  where  he  took  the  cargo,  stated 
in  the  manifest;  the  port  or  ports  said  cargo  ia  hound  to  i  the  marks,  coimter- 
marks,  numher  of  packages,  and  their  descriptions,  such  as  bales,  boxes;, 
chests,  pipes,  half-pipes,  barrels,  tierces,  &c  ;  a  declaration  of  the  quantity  and 
quality  of  the  morchandixe  in  each  package,  as  near  as  possible,  or  of  several 
homogeneous  (similitude  of  kind)  packages,  with  tho  same  mark,  ami  of  the 
gooda  stowed  loose;  the  names  of  shippers  and  consignees,  or  wbclhcrthey  are 
to  order.  Everything  must  be  written  in  words  at  length,  except  the  numbers 
of  the  packages,  and  on  entire  sheets  of  paper,  not  pierced  to  one  another, 

1-17.  When  a  vessel  has  taken  cargo  at  more  than  one  port,  she  ought  to 
hring  a  manifest  from  each  port  wbereat  she  may  have  received  shipment. 

148.  At  the  end  of  the  manifests,  the  master  shall  state  the  number  of 
passengers,  both  cabin  and  steerage,  and  make  all  other  declarations  be  may 
deem  necessary. 

605  MANURES-  Although  there  is  in  comnfierce  a  great  variety 
of  artificial  manures^  they  may  be  divided  into  two  classes,  viz :  those 
whose  value  ia  estimated  principally  hy  the  proportion  of  their  ammo- 
niacal  constituents,  as — guano  ^  and  the  others  whose  value  depends  on 
the  quantity  of  phosphoric  acid  contained  in  themj  as — superphosphate 
of  lime.  The  former  are  sometimes  neutral,  and  frequently  of  an  alka- 
line character.  The  latter  always  have  an  acid  reaction.  Both  containing 
sol  able  constituents,  are  capable  of  injuriously  affecting  goods  placed 
in  their  neighbourhood,  hy  moisture  or  water  having  access  to  them. 
As  those  which  contain  ammonia  generally  evolve  pungent  odors,  they 
are  cnpable  of  producing  very  detrinienlal  effects,  not  only  on  all  animal 
and  vegetable  products,  but  also  on  iron  and  other  metals;  and  are  very 
likely  to  injure  fine  chemicals  if  they  come  in  contact.  Some  of  these 
manures  contain  also  large  proportions  of  moisture,  varying  from  10  to  30 
and  even  40  |>  cent,  and  organic  constituents  being  present  with  this 
water,  in  a  close  holdj  during  moist  warm  weather,  there  is  a  liability 
at  least  to  beating,  and  even  in  some  cases  to  spontaneous  combustion. 
As  the  presence  of  moisture  or  the  access  of  moisture  to  manures,  how- 
ever dry  they  may  have  been  when  shipped,  is  likely  in  all  cases  to  cause 
heating  and  the  production  of  vapr,  care  should  be  taken,  with  general 
cargOj  to  avoid  stivwing  in  the  vicinity  of  liquids,  or  of  any  moist  goods 
liable  to  give  of!  vapors.  If  stowed  on  the  ceiling  they  will  draw  moisture 
from  the  bilge  water  to  their  own  injury  and  to  that  of  other  goods  in  the 
same  hold. 


STEVENS    ON   STOWAGE, 


337 


In  cottstitig  steamers,  manures  nercr  go  in  tbe  [MANURES 
same  hold  mih  tea,  which  tliey  have  seriously  damaged  duritig  a  shoit 
jTassage  only.  In  bags  they  should  ho  all  hlocked  togelhi^r  in  as  snoall 
a  compass  as  possible ;  not  loo  near  the  ceiling.  Whenever  it  is  possible, 
manures  should  go  by  themselves.  For  voyages  exceeding  a  week  all 
ariificial  or  chemical  manures  are  rtcomraended  to  be  packed  in  casks, 
as  the  contents  are  then  more  closely  preesed  togetlier  than  in  hags>  and 
moisture  is  consequently  not  generated  so  readily.  Suitable  dunnage 
should  be  used  to  prevent  the  approach  of  Icflkage,  which  will  he  readily 
absorbed  by  manures.  In  small  quanlitiesj  water  will  seriously  deten- 
omte  their  value ;  a  large  quantity  will  deslroy  the  value,  and  by  the 
motion  of  the  sea,  the  safety  of  the  ship  will  be  greatly  endangered. 
Some  instructions  in  the  article  guano  will  be  equally  applicable  here; 
see  also  bleaclring  powder,  chloride  of  lime,  vapor  damage,  and  venlita* 
lion.     Oak  tierces  are  preferred  for  distant  inland  transition. 

607  With  superphosphate  of  lime,  properit^  so  called,  of  which  there 
18  more  manufaetured  than  of  any  other  artificial  manure,  no  injury  is 
likely  to  arise,  except  on  the  in  trod  uc  lion  of  moi3lnre»  whtcb  it  attracts 
in  consequence  of  the  chemical  sails  usually  blended  with  the  superphos- 
pLale.  With  moisture  the  vapor  from  superpliosipbate  is  very  iujtrrious 
to  tea,  coflee,  sjiices^  groceries,  dried  and  fresh  fruits,  &c.  and  it  will, 
like  tbe  vapor  from  guanoi  extract  the  colours  from  cotton  prints,  and 
hy  contact  with  hemp  and  similar  goods,  it  may  produce  spontaneous 
Combustion,  Guano  contains  large  quantities  of  organic  matter,  which, 
however,  is  not  wry  injurious  until  moisture  is  introduced,  or  a  damp 
climate  is  encountered ;  tbe  ammonia  escaping  from  guano,  has  been 
known  to  destroy,  partially,  the  6ne  purple  bloom  so  much  valued  on 
elover  seed ;  see  the  article  guano, 

608  In  March,  1808^  20  ton  patent  wool  manure  in  181  bags,  were 
placed  on  the  ceiling  of  the  fore  hold  of  a  schooner  from  Loudon  to  a 
channel  port;  10  ton  of  hemp,  in  bales  and  in  bulk,  were  stowed  on  il. 
Tbe  crew  complained  of  the  disagreeable  vapor  which  arose  in  the  fore- 
castle during  tlie  short  passage,  and  on  opening  the  btitcbway  at  the  port 
of  discharge,  six  days  after,  this  vapor,  which  liad  become  extremely 
iense,  prevented  for  some  time  any  access  to  the  bold.     A  dampness 

ervaded  all  the  bags  of  manure^  which  partially  escaped  on  exposure  to 
jr.  Tlie  consignee  averred  that  the  manure  was  dry  when  sent  to  ihu 
»harf,  where  it  lay  some  lime;  the  wliarhnger  slates  that  *'lhe  manure 
fas,  no  doubt,  wet  when  sent  to  the  wharf."  The  hemp  was  all  more  or 
088  damp,  and  the  alTecled  parts  had  become  so  rotten,  that  the  owner 
bad  to  pa^  to  tbe  consignee  a  considerable  sura  for  dam  ages.  Masters 
111]  observe  the  necessity  there  is  for  greater  caution  when  conveying 


t0 


338  STEVENS    ON    STOWAGE. 

tnnnurca  similar  to  the  one  first  described.     The  analysis     [MAK17BE9 
of  iLe  wool  manure  in  question  vvaa  as  follows  : 


(A)   WOOL  MAHFBE. 

MoiBttuiQ *., 16'40 

Organic  Matter  and  Salts  of  Amnioiua     ,  • 27*74 

(Ammonia  &QZ) 

Sand 913 

Bipliosphate  of  Lime 7*46 

(Ki^ual  to  Neutral  Soluble  FbosphAtf  U*Ol) 

Neutral  Iniolublc  rhosphato 7*05 

Hydrated  Sulpbaie  of  Lime 31*83 

Sulphate  of  Magnesia *...,•.  — 'Sft 

lOO— 


609     In  contradistinclion  to  llie  above,  ibere  are  manures  not  earpos 
to  ibis  lialjility,  through  the  abisence  ofpwtrifyingor  decomposing  malted 
Manure  manufactured  as  below  is  stated  to  be  free  from  such  matter:- 


(B)   &OFEBPH0SPHATE  OF  LOCK 

Moittn» 8-fl 

Solablc  PhospliatL'  of  Lime 29'70 

(Eqiml  lo  Bun«  Eartb  4t)  U] 

Losolublo  PhoKphatD  of  lime — (Bone  Eartb)      ♦ ,  6*68 

Aubydrons  Solpbate  of  Lime 12*38 

GypBiim * 4306 

Alkaline  Salts 0*96 

Inaolmble  Siliceoua  Matter      2*32 

100— 


610  Generally  speaking,  manufaclurers  will  readily  deliver  copie 
of  ihe  analysis  of  manures  ;  indeed,  uiider  section  321J  Mtrchimt  Shipping 
Act,  17  &  18  Vict.  c.  i04,  skippers  are  bound  lo  give,  on  demand,  a  com* 
account  of  the  contents  which  ihey  propose  to  have  conveyed.     WlKn  1 
master  is  in  doubt  as  lo  iLe  nature  of  the  contents  of  any  manure  oflVi 
for  freight,  he  should  consult  some  competent  authorily,  rather  than  incn^ 
the  risk  of  danger  to  bis  ship,  or  to  other  goods  in  a  general  cargo. 
Artificial  manures  are  usually  packed  in  bags  IJ  and  Scwl.each. 

611  Glue  Refuse,  in  an  unprepared  state,  is  used  as  a  manure  by 
agriculluriists;  ii  consists  of  the  remains  of  all  ihe  pieces  of  hides  and 
skins,  from  which  all  the  gehitine  has  been  extracted  in  the  taoyurd. 
It  is  in  a  moist  stale  like  clay,  atid  is  frequenily  packed  in  soda  casks; 
the  odour  is  most  oiFensive. 


STEVENS    ON    STOWAGE, 


039 


I     Tonnage*    No  specific  nJe  can  be  laid  down  regarding  tlie    [MAN0BE3 
roporlionate  stowage  of  manufactured  manures.     For  the  West  Indies  1  ton 

wool  mo^uure  (A)  is  packed  in  a  hogshead,  or  very  nearly  so;  if  40 ton  ara 
^■ordered*  11  hhd.  are  sent ;  the  contents  would  then  be  within  5  cirt.  either  way* 
^Kk  ton  by  aualysis  (B)  will  occupy  3^  cubic  feet.  A  vessel  of  60  ton  register  will 
^Btow  B5  to  90  ton  of  the  London  Manure  Go's,  snperpbasphate  of  lime.  Ordi- 
^^Bftrily 'iOcwt.  su(>erplio9phatc,  packed  in  bags  of  H  cwt.  each^  will  occupy  38 
^Hmbic  feel ,'  but  ihe  ai'lic^c  varies,  as  some  son 8  contain  10»  ottiers  21  ^  cent,  of 
VVnoisture,  Laws's  patent  supeqihoapbate  of  lime  weighs  81  tb,  RAMaAY*s  Bllti, 
I  Nobbisoton's  75Mb,  boat  Peepvian  guano  tJOlb.  per  busheU 
I  Bone  Manare.     In  the  London  table  of  goods  proportioned  in  stowage 

at  the  commencement  of  this  work,  12  ton  bone  manure  in  bulk  are  stated  to 
^Mcciipy  the  same  space  as  20  ton  of  coal,  i-^.  1  keel  or  850  cubic  feet.  This 
|Balculation  is  at  the  rate  of  40  feet  for  a  ton  of  coal,  and  70  feet  for  a  ton  of 

^H      MARBLE  'y  see  stone. 

^^  612  MASTER,  Ahbotigh  the  diiiy  and  ibe  interest  oi  die  master 
16  involved  in  all  the  subjects  refirrud  to  in  this  work,  yet  there  are  some 
uL*  which  come  more  especially  under  his  supervision,  and  for  the 
ixecniioij  of  which  he  alone  is  responsible.  Appended  hereto,  page  343, 
are  the  inetractiona  fur  stowage  by  Lloyd's,  the  instructions  from  a 
ndon  firm  of  experienced  shipowners,  tbe  letter  of  advice  given  to 
asters  by  a  Liverpool  house,  and  the  recommendations  of  the  Sunderland 
Freight  Association.  Some  of  these  iustractions  are  similar  in  each  code, 
I  61^     On  receiving  cargo  it  la  absolutely  necessary  that  masters  should 

I  ascertain  that  the  full  quantities  specified  in  tbe  bill  of  lading,  arc  sent 
^■ni  boards  and  that  the  cases,  casks,  bales,  &c*  are  of  tbe  dimensions  Hpeci- 
^Hed*  Wiien  loading,  with  heavy  cargoes  especiiilly,  it  is  desirable  lo  fill 
^^ic  middle  of  the  ship  first,  and  in  discharging  to  begin  at  the  two  endS| 
lo  prevent  hogging.  Before  leaving  port  a  master  should  ascertain  tbat 
he  baa  alt  tbe  ship's  papers;  initances  have  occurred  wbere  ibe  Qfiicers 
of  CuHlonH  have  delivered  the  wrong  register,  and  the  error  has  not  beeti 
discovered  until  the  conclusion  of  the  voyage.  Before  the  outward  cargn 
i^/uUtf  dischargiid,  especially  if  by  terms  of  charter  party  or  otherwise^ 
iron  or  other  weight  can  be  retained  as  stiilening,  give  notice  in  writing 
In  tbe  proper  antborities,  in  order  tbat  a  sufficient  quantity  of  ibis  uiitren- 
sng  may  be  rclaintd  until  tbe  receipt  of  an  adequate  amount  of  homeward 
eargo^  to  allow  of  the  safe  discharge  of  tbe  remainder  of  tbe  outward 
cargo,  it  might  occur  tbat  altbougb  notice  is  given,  no  homeward  cargo 
may  be  ready  lor  some  lime,  and  it  would  be  better  to  convert  the  dbip 
into  a  warehouse  tban  to  bave  to  purcbaae  an  expensive  quantity  of  ballast^ 
vbicb  it  might  be  neceshary  to  discharge  again  as  prospects  improved 
add  cargo  begun  to  oiFer,     It  often  happens  that  tbe  railway  compuniea 


340 


STRVKNS    ON    STOWAGE. 


in  India  would  rallier  thai  their  rails,  chairs,  and  sleepers  [MJ 
jvhauld  lay  under  cover  in  the  bold  of  a  ship,  than  ashore  on  the  I 
nr  wbarvef. 

014  Id  order  to  settle  the  measurement  for  freight  of  cotton  at 
Bombay,  it  is  the  practice  out  of  say  every  hundred  bales  placed  on  the 
irharf,  for  the  master  to  select  five  and  the  shipper  five ;  the  seleceion  is  a 
rooil  important  duty.  The  natives  are  said  to  be  verj*  ingenious  in  ginng 
comparatively  small  bales  au  appearance  of  magnitude  by  landing  then 
on  stones  and  inequalities  which  are  concealed  by  the  bales  ihemselvc 
On  the  other  hand  their  penetration  in  readily  picking  out  dimioutiv 
halei,  appears  to  a  European  to  be  almost  marvellous*. 

fJI5  When  loading  some  descriptions  of  goods  in  hot  climatej, 
«*gpecially  sugars  in  bags,  they  are  often  injured  by  contact  with  th« 
melted  piii-h  of  the  deck  seams;  planks  or  mats  shotild  be  used  in  sucb 
eftset.  Every  part  of  the  ship  should  be  carefully  covered  with  awning 
or  a  matted  franievvork  of  bamboo;  and  the  decks  wetted  down  momin| 
iind  evening.  The  same  course  applies  to  the  boats  whether  aHoat 
hanging  on  the  davits,  Thi^  should  never  be  disregarded  in  the  Indian 
ports,  even  if  it  partially  affected  the  pushing  on  of  the  dificharge  or 
lading  of  the  »bip* 

6 1  ft  After  lying  some  time  in  a  tropical  port  the  topsides  should  hel 
enuJked;  and  tlu^y  should  also  he  wetted  by  skidding  or  other  means  ;J 
bce  grain.  These  precaiuiorxs  are  especially  necessary  on  the  Gold  Coas^ 
during  the  prevalence  of  what  h  there  termed  the  **  Harmattan/'  a  dr 
wind  with  no  dew,  which  opens  the  seams  in  the  sides  and  decks,  although 
the  planks  are  two  or  three  inches  thick.  The  effects  of  the  harraattan 
on  evaporation  are  very  great  j  at  Liverpool  the  annual  evaporation  is 
about  36  inches,  at  Whydah  t>4,  but  under  the  influence  of  the  harmattati^ 
133inches«  Heat  sent  into  a  cargo  ihrough  the  decks  and  topsides 
iiometimes  attributed  to  have  commenced  among  the  goods  themselve 

ti  17     Previous  to  every  voyage,  the  topsides  of  a  vessel  and  the  wale 
sihould  be  tried,  and  ihe  deck;  especially  the  stanchions  and  waterways 
the  butts  of  the  deck,  and  round  all  the  bilts  and  combings  of  hatchways,^ 
cunts  round  decV  houses,  and  the  fronts  of  poops*     It  is  said  that  in  th^ 
break  of  the  poop,  (front  of  the  poop)  the  water  frequently  finds  its  ws) 


•  Vfhm  chtrtcring  eotd  for  Dieppe,  Mr.  Rhode b»  Vice  Consni  there,  recommend*,  13 
Mdrch,  186B,  iMH  dauite.  **  Cargo  to  be  wdgliied  bj  tlie  bh  om  meter  (peflcnr  jmrt)  wliethe 
ill  mlJway  wngona  or  In  cart*/'  The  cbm-ges  lor  weigbing  fy©  ^100  ton  in  railway 
MmgooK  3  frjuit-H,  in  oorti  6  fnmc&.  In  Belgium,  the  proportion  offldallj  recogniised  foi 
j^fiotii  i»  29  liftctolitrev  to  lOquuiers;  tbii  i&  much  aguiust  the  Blup ;  thu  remidy  is  ' 
£l  ttio  Frcaeli  moMmre«  when  chart enngp  II  a  copj  of  a  charter-^mrty  is  signed,  it  j 
b«  tlampodf  if  copied  in  ftiU  it  neeil  not  be  Htomped.  The  original  charter-party  1 
•i»|^,  in  duplic«t49,  trlpliente^  &c.  mast  bo  stamped.  The  duty  is  Gd;  witbin  t 
il  <kl;   9E8diy«,  £10. 


dawn  to  the  cargo;  because,  underneath  the  cant,  ibe  [MASTER 
caulking  of  ihc  seams  running  under  the  cant,  cannot  be  tried.  Fre- 
quently  in  high  class  ships,  all  the  precautions  that  can  be  taken,  are 
taken,  to  make  the  caut  secure.  Ijead  is  laid  on  felt,  all  the  way  under 
the  canU  But  that  is  not  a  perfect  cure,  because  tlie  water  will  find  its 
way  under  the  lead,  and  the  felt  rots. 

618  When  th^  decks  are  caulked,  the  cook's  galley,  if  moveable, 
should  be  reraoved  entirely,  and  that  part  beneath  should  receive  its 
full  share  of  attention.  It  someiimes  happens  that  rnbhish  is  allowed 
to  accumulate  here  until  it  is  snOicieutly  solid  to  prevent  leakage;  and 
perhaps  just  before  going  to  sea,  a  pump-hook  or  iron  rod  is  thrust  in  to 
clear  it  away,  and  if  the  end  docs  not  create  a  leak,  the  removal  of  the 
rubbish  wiU  probably  do  so,  especially  if  hoi  cinders  have  melted  ihe 
pilch  between  ihe  acams.  After  heavy  weather  the  bolts  which  fasten 
the  galley,  &c.  to  the  deck,  should  be  carefully  inspected,  for  if  kiosened 
or  drawn,  water  will  gel  into  the  hold  and  damage  cargo  to  a  serious  extent 
The  old  wet  oakum  should  be  picked  out  clean  from  the  waterways  when 
they  are  leaky,  and  fresh  put  in  over  a  thread  of  spunyarn.  If  the  wet 
oakum  is  left  in  it  soon  wets  the  new  oakum,  and  then  the  beam  ends 
and  knees  below  are  deairoyed.  After  lying  a  long  time  on  one  tack  at 
sea,  a  vessel  should  bear  up,  sound  the  pumps,  and,  if  necessary,  clear 
the  hold. 

619  A  barrel  of  coal  tar,  for  the  free  use  of  the  crew,  is  occasionally 
placed  either  in  or  under  the  forecastle  in  small  vessels,  and  the  waste  j 
bat  been  known  to  damage  the  cargo  seriously  ;  see  tar.     Soraedmes,  in 

I  small  ships,  the  crew  in  the  rorecastle,  instead  of  throwing  waste  water 
overboard  let  it  fall  into  the  coal  bunks  or  the  hold;  these  drainings 
frequently  rot  the  timbers  forward,  especially  where  the  part  is  bulked 
in  from  the  air.  All  the  planking  and  limbers  of  steam  shipSj  which 
come  in  contact  with  st^am,  are  liable  to  injury  from  it. 

620  An  experienced  master  recommends  tliat  on  nearing  the  channel 
^  after  a  %^oyage,  tallies  ready  to  put  upon  all  the  **jag^"  of  running  gear, 

which,  when  it  is  unrove  should  be  carefully  jagged  up;  each  jag  should 
be  Jive  fathoms  long;  good  stops  on  tlie  bights,  and  a  stop  on  every  two 
feet;  when  made  up  thus  it  is  easily  handled,  and  passed  about.     Aa 

I  80on  as  you  have  cleared  the  'tween  decks,  the  running  gear  and  spare 
Tope  should  be  placed  where  it  will  not  require  moving  wgriin  until  the 
ship  is  fitting  out.  As  soon  as  the  hold  is  sufficieiiily  clear,  two  good 
barricades  should  be  built  up — one  in  the  for*^  hold  and  ajiL»llier  in  the 
after  hold — ^for  slacking  all  the  dunnage  wood  upon  them,     Have  all  the 

[quoins  picked  up  and  put  in  bags  or  laid  in  one  place  'tween  decks;  but 
they  are  much  better  in  bags  locked  in  a  spare  lower-deck  cabin  ;  the  cook 
cannot  bum  them  nor  labourers  carry  them  away.    By  stacking  the 


duBuage  on  barricades  you  do  not  liave  to  move  it,  and  the  [MASTER 
endsoflbe  ship  tind  keelson  are  cleareitlier  Adf  taking  offthe  limber  boards, 
or  for  deaning  and  scraping.  Whatever  raay  be  taken  in  lo  stifTen  the 
ship  should  be  placed  so  that  the  surveyors  can  see  any  part  of  the  keelson 
and  (he  limber  hoards  ;  also  in  such  a  position  as  not  to  prevent  ihe 
reception  of  outward  cargo.  When  ships  diseliarge  in  the  London  Docks, 
the  cost  of  absirncte  of  cargoes  supplied  at  the  dock-house,  Billiter-sr|uare, 
is  for  each  abstract  contaiaing  the  weights,  measurements  or  qnantilies 
of  10  marks  or  parcels  or  under,  2*;  ditto  of  11  to  20^  3*6i/;  upwards 
of  20,  each  mark  or  parcel  2f/;  but  not  to  exceed  10s  6f/,  including  an 
abstract  of  the  certificates  of  dama^^e. 


TEEMS  AKB  AIBEETTATIOITS  COHMaNL?  USED   W   11I3IN£SS 
COKMECTED  WITS  BHIPPIUG, 


A/c.       ....*...     Account. 

0.      •  < .  ^ CaiTPncy. 

$ A  doUar. 

£.£. Errorii  <:xc«pted. 

£.  ^  O.  £.      ,.     Errors  iwd  omLsjdoas 
excepted, 

F.  O.  B.  ....,,  Free  on  Tjoard  (de- 
livered on  deck  witkout  oxpeiia«  to 
tltc  ihip.) 

F.  P.  A.   ......     Free  of  portkuLur 

avorage. 

LtBT » . .     Present  monUi. 

Pbox Next  m  on  til. 

UiiT ht!k&t  month. 

D,  D Dtty«  after  date. 

M/D » . . .     Montlia  after  dat«. 

D' 3 » .    Dnys  niter  sigbt. 

0/0.       * .  < P«r  cent. 

(^  ^  lb  ,    At  per  ponnd. 

B/L Bill  of  Lttiiiiig. 

Aii  VALORKM.  . .     According  to  talae. 

ArrmAviT  «...     Statement  on  oath. 

AFFlBXAtloK  ..     SUtement    witliout 
tm  oatLi. 

Aaio     The  premium  bonie 

by  a  better  sort  of  money  abovw  im 
inferior. 

AsBKTii     ,     A  term  for  prop«rty 

in  contradistinction  to  liabiliti4Si. 

Bakco  ..,.*.. .  A  contineatftl  tena 
for  buiJc  money  at  Biunburg  and 
other  pUcc«. 


Dead  Fseiobt.  The  diUQage  payable 
by  one  who  ecgjigea  to  load  «  ahip 
folly,  ami  failB  bo  to  do. 

DKtiiJLTiojr,  in  marine  inenrancei  is  that 
divergence  from  the  Toyago  insuxeil 
wMch  releasea  the  underwriter  Irom 
hii  riiik. 

DiacouKTi  &n  alio  wane  o  mMe  for  pay- 
mont  of  money  before  due. 

PouEcT)  the  document  containing  the 
contract  of  insnranee.  A  Valued 
Policy  is  when  the  iiiter^&t  insured 
is  valaed.  An  Oifn  Pulicy  ia  one 
in  which  the  amount  k  left  lot 
subsequent  proof.  In  an  open  policy 
where  the  value  shipped  doc»  not 
equal  the  value  iustiu-ed,  the  differ « 
ence  is  termed  over  insurance;  and 
the  proportionable  amount  of  pre- 
mium retuuTaable  to  the  insnrert  ia 
coiled  a  return/or  thort  inier€9t, 

PRtMAOEi  a  BmfkU  allowance  lor  tho 
ftkipmaster'H  core  of  good»,  now 
{^eneraliy  included  in  the  freight. 

Pbo  rata,  payment  in  proportion  to 
the  various  iaterests  concerned. 

Qvm  FBO  QUO,  giving  one  thing  for 
another. 

BssPoKnENTtAi  a  contract  of  loan  by 
which  goodfl  in  a  ship  fura  hypothe- 
cated to  the  l<>ader,  &&  in  bottomry. 

UtXAOK,  tlio  quantity  a  cask  wants  of 
being  fuiL 


STEVENS   ON   STOWAGE. 


343 


DfiTEtJCnOKS  TO  CO]nCAin)EES  Aim  MATES  FOB  THE  STOWAGE  OF 
MIXEB    CABOOES, 

Preptfed  by  Hek«t  C.  Cillpma^  &  Co.  Agent*  for  Li^otb's,  Liverpool ;  and  approred 
imd  recommeaded  by  tho  Committeo  for  nianagliig  thei  ailkLrs  at  Lloyj>'b. 


1  Owners,  oommanders,  nnd  matr«  of 
nhipB  are  considered  in  Uw  in  tiia  ftoiue 
mliuiUon  AA  common  ciuriici'i^,  it  is  lhere> 
fore  ncccasuuy  that  all  dae  prrcauticmB  be 
tftken  to  receire  And  stow  cargoes  in  good 
ordnr,  and  deliver  tbe  same  in  like  i^ood 
ovd«r .  The  L&w  holds  tbe  ahipowncT  linblG 
for  the  •ttic  coAtody  of  the  good*  whfu 
properly  and  legcdly  received  on  board  in 
good  order,  and  for  the  **delivt'ry*' to  pur- 
ties  prodncing  the  bill  of  lading.  The 
et|ktftifi'ii  bhmk  hiU  of  Uding  ahonld  be 
receipted  by  ihe  warehonac-kceper  or 
p«SBOii  ftnthorixed  to  receive  the  coutentA. 
Goodft  Are  not  unfreqaenOj  sent  alongside 
in  m  dum&ged  eUte*  lind  Ictteni  of  indemnity 
given  to  the  captain  bv  tho  edilppcm  for 
algning  in  good  order  and  r.onditiou  ;  tbiM 
in  nothing  more  or  Ic^i%  thjm  conniving  nt 
Irand ;  flno  goods  are  slao  often  damagL^d 
in  the  ship's  hold  by  )nmpcr»,  if  pcrinittt-d 
to  Qu  cotton  hookfl  in  handling  bales.  All 
goods  mnflt  be  received  on  board  according 
to  Iha  castom  of  the  port  where  the  cargo 
la  to  be  taken  in,  and  the  same  costom 
viU  rofinlate  tlio  commencement  of  tine 
fie^OSidMlity  of  tbe  master  and  owners, 

1  Mmn^,  flax,  wool^  and  cotton,  should 
be  doBiuiged  9  inches  on  the  floors,  and  to 
Dio  upper  part  of  tho  lnlff€^  the  wing  bales 
of  the  fteoond  tier  kept  6  inches  ofT  the 
tide  at  the  lower  comer,  and  24  inches  at 
th«  sides.  Band  or  damp  gravel  hallatt  to 
be  covered  with  boards.  Pnmps  to  be  fre- 
qnenily  sonnded  and  attended  to.  Shurp- 
IfoUvmrii  ships  one -third  lc*s  dttnnnffc  in 
floor  and  bil<fts.  Avoid  bom  shavings  aa 
dimnage  from  Calcutta. 

3  All  com,  wheats  rice,  peas,  beans, 
^c.  when  in  bulk,  to  be  stowed  on  n  good 
platform,  or  donnage  wood,  of  not  lesii 
tJiau  10  ln(;he«,  and  In  the  bi]ge«  14  inches 
dnamage ;  the  pninps  and  masta  eased,  to 
have  strong  ImlkheAda,  good  shifting 
board!«.  witli  fcedera  and  ventilators,  and 
to  havo  no  admit  tare  of  other  goods* 
FUtflooredt  wall -sided  ships  should  be 


fi  tied  with  bil  ge  pumps.  On  no  considcra* 
tion  niUiit  the  stunchionH  under  the  beanie 
be  removed. 

4  Oil,  wine,  ^irits,  beer,  molaflses, 
tAT,  &c.  to  be  stowed  hong  np ;  to  have 
good  crojif  he^U  at  the  quarters  fojtd  not  to 
tnist  to  hanffiiiff  I^eih)^  to  be  well  chocked 
with  wood,  and  allowed  to  stow  tliree 
heights  of  pipes  or  butts,  four  heighlji  of 
puncheons,  and  six  heights  of  hogsheads 
or  half  puncheons.  All  moist  goods  and 
li*iaida,  i^neh  as  salted  Mdes,  holes  of  bacon, 
butter,  lard,  grease,  castor  oil,  »i:e.  should 
not  be  stowed  too  near  **  dry  Rood«,"  whoso 
nature  is  to  ab&orb  moisture.  Shipowners 
have  often  to  pay  h«ttvy damages  for  leakage 
in  caaks  of  molasses^  arisiiig  from  stowing 
too  many  heights  without  an  intervening 
platform  or  'twiit  decks.  From  Bengal, 
goods  are  frequently  damai^id  by  castor  oiL 

C3  Gallons  make  • .     1  Hogshead 
8-1     -  ..1  Puncheon 

126      -  or  2  bhds   . .     1  Pipe  or  butt 

26*1      •  or  2  pipes  * .     1  Tun 

6  Tea,  and  flour  in  barrels ;  dax,  clover, 
and  linseed,  or  rice,  in  tierces ;  coffee  and 
cocoai  in  bags;  should  always  have  9 in- 
ches, at  least,  good  dtinnage  in  the  bottom « 
and  H  to  the  upper  part  of  the  bilges,  with 
21^  inches  at  the  sid«s  :  allowed  to  stow  six 
heights  of  ti^ves,  and  eight  heights  of 
barrels.  All  ships  above  tiOOton  tiboald 
have  'twist  docks  or  platforms  laid  fur  these 
cargoes  to  ejise  the  pressure — eaulkcd  'Iwixt 
decks  should  have  scuppers  in  the  sides, 
and  2  J  inches  of  dunnage  laid  athwari«hip, 
and  not  fore  and  aft-ways,  when  in  bags  or 
sacks:  and  when  in  boxes  or  casks  not 
less  than  one  inch.  Hlce  from  Calcutta 
is  not  unfroquently  damaged  by  indigo,  for 
want  of  care  in  stowing. 

6  Entire  cargoes  of  sngor,  sAltpetre, 
and  gnano,  in  bags,  must  have  the  dunnage 
caref ally  attended  to,  as  bud  down  for  other 
goods.  Timber  ships  are  better  without 
'twixi  decksi  if  loading  all  timber  or  deals. 


344 


STEVENS    ON    STOWAGE. 


Brown  sugar  to  be  k^  ftspictato  from  wMte 
sttgfiTf  and  both  kept  from  direct  contact 
with  SAltpeire. 

7  Pot  and  pearl  aabea,  tobacco,  bark, 
indigo,  madderSt  gam,  &<j.  whether  m 
casks,  cases  or  baledi  i^  be  dcmnaged  in 
the  bottoHi,  and  to  il^o  upper  p&rt  of  the 
bilges,  at  httii  9  Inches,  and  2\  inches  at 
the  ndes. 

8  Mlseellaneoiia  goodsi  tneh  as  boxes 
of  cheese,  kegs  and  tnhs  of  lard,  or  other 
small  or  idigbtly-made  pa^ikages,  not  in- 
tended for  broken  stowage,  shoiLld  bo 
stowed  by  themselroB,  and  dtmnaged  as 
other  goods> 

0  BnrreLi  of  proriaiona  and  casks  of 
tftUow  allowed  to  stow  aii  height*.  All 
mfffailft  shonld  be  utowed  under,  and  se- 
parated from,  goods  liable  to  be  damage 
by  contact. 

10  All  mannfactnred  goods,  also  dry 
hides ,  bales  of  silk,  or  other  raltuye 
articles,  should  baru  2|  inches  of  dmmage 
against  the  side,  to  preserve  a  watcr-conrse. 
Bundles  of  sheet  iron <  rod^i  pigs  of  copper 
or  iroa,  or  nny  rough  hard  stibsiance, 
should  not  be  allowed  to  come  in  contact 
with  bales  or  bags,  or  an  j  soft  packagea 
liable  to  be  chafed.  When  mata  can  be 
procnred,  they  should  be  niicd  at  the  aide 
for  silk,  tea,  S:c. 

11  Tar,  tnr|}«utine,  rosin.  Sec,  to  hara 
flat  bed  a  of  wood  under  the  (Quarters,  of  an 
inch  thickf  and  allowed  to  stow  six  heights* 

12  Very  frequent  and  serious  loss  falls 
on  merchants  on  the  upper  part  of  cargoes, 
particularly  in  vessela  that  bring  wheat, 
corn,  tobacco,  oil-cake,  iic.  arising  from 
upper  vapor  damage  imbibed  by  wheat, 
floor,  and  other  goodSt  stowed  In  the  same 

v&sel  with  turpentine,   or  other  strong 
Prioent4»l  articles :  tbo  shippers  are  to  blame 
lorittch  nogllgeaco,  for  not  making  due 
enqniiy  before  shipping. 

13  Ship s  laden  with  lull  cargoes  of  eoal, 
bound  around  Cape  Rom  or  CajHi  of  Good 
Hope,  to  be  provided  with  approved  ven- 
iilators,  as  a  prerontive  against  ignitiou, 

14  No  vi'Hsel  bound  on  any  over-sea 
voyage  should,  on  any  account,  be  loaded 


beyond  that  poLut  of  iuuner'  [ItAJSTSR 
aion  wliit  h  will  present  a  dear  aide  out  of 
water,  when  upright,  of  three  inches  to 
every  foot  depth  of  hold,  meaatu^  atnlil- 
ships,  from  the  height  of  the  deck  at  the 
aide,  to  the  water. 


AU  thcte  inatntctiont  arc  embodied  in  thi*  vcorhj  but  are  iitgcrttd  here^  in  their  oriffittalj 
for  rf/arenec  in  can  ofmectsity. 


KoTE^ — Shippers  abroad,  when  they 
know  that  cargoes  will  be  stowed  propexly, 
give  a  preference,  and  at  higher  rates,  to 
such  commanders  of  ships  as  will  under* 
take  to  guarantee  tho  dunnage.  The 
American  shipowners,  tn  the  stowage  of 
mixed  cargoes  in  large  ships,  have,  from 
experience,  discovered  what  "pressure" 
barrels  of  flour,  casks  of  provisioaa*  &e. 
will  bear,  and  so  avoid  reclamations  for 
damage,  if  oUierwiso  properly  stowed: 
hence,  in  large  ^ips  above  600  toil}  with 
dimensioas  exceeding  in  length  4|  times 
the  beam,  and  21  feet  ilepth  of  hold,  orlop 
decks  will  come  into  general  use,  f>o  aa  to 
relieve  the  pressure,  by  dividing  the  ship's 
hold,  Uke  a  warehouse,  into  stories.  A 
largo  ship,  called  the  Liverpoolf  which  loft 
Kew  York  in  December,  1854,  with  an 
entire  cargo  of  Hoar,  has  never  since  been 
heard  of  j  it  is  supposed  tlie  lower  tiers  of 
barrels  gave  way  under  the  pressure «  and 
the  cargo  having  got  loose,  sliilted  in  a 
gale  of  wind,  and  capHii^ed  the  TesseL 
Ship's  cargoes,  for  insurance,  will  idso 
become  a  matter  of  special  ^greemant 
between  merchant  and  shipowner,  and  mer- 
chant and  underwriters,  and  the  premiums 
vary  according  to  the  duunagc  agreement. 
The  stowage  and  dmmage  mast  stand  Alt 
and  is  often  of  mori?  importance  than  the 
class  of  the  veidi^cd,  as  experience  has 
proved »  When  ships  are  chartered  for  a 
lump  sum,  the  draught  of  water  should  bo 
llinited,  OS  it  not  unfrcquently  happens 
that  brokers  insert  a  clause  that  coals  are 
not  to  bo  considertjd  us  dead-weight,  in 
order  to  flU  the  ship  up  in  case  of  goods 
falling  short  to  make  up  tbe  charterod 
freight.  All  packages,  bales,  and  oaaea, 
not  WLtghing  more  than  15cwt,  to  the 
cubic  ton  measnrement,  are  designed  aa 
light  freight,  [Published  under  the  di- 
rection of  Lloyd's  Committee.] 


4 


STEVENS   ON   STOWAGE. 


345 


GENKtAL  nrSTBTJCnOirS  TO   MASTEES   (LONDON). 


Official  log  to  be  kept  by  the  captain 
mnd  every  oecmrence  ol  moment  to  be  in- 
serted, duly  attosted  by  the  signatures  of 
ike  chief  and  second  officers.  Important 
«EitdflB  to  be  further  certified  by  tho  sig- 
iMtore  of  aupenter  and  one  of  tho  crew, 
if  DceesoAry. 

Yon  mnit  on  no  account  omit  to  keep 
yoiir  lead  goinff  whenever  n«ir  the  Und, — 
nor  forget  to  keep  a  good  look-out.  Wo 
bellsvo  one-half  of  the  casnollics  at  sea 
arise  from  neglect  of  these  two  most  itn- 
portont  mattcTi,  The  relieving  ofli«;er  of 
the  night  watches  should  muster  hia  own 
wmtch  and  stiitioii  liia  look-outs  Mtecn 
minnies  after  the  watch  in  called.  The 
nuncs  of  the  look-outs  HbouLd  bo  Htatcd  in 
Uie  ohip's  log. 

We  beg  your  closest  attention  to  tho 
•tdfoge  md  dunnage  of  the  cargoes — both 
at  home  and  abroad,  m  in  caf  o  of  improper 
•towago  or  deficient  dmmoge,  your  own 
wagrs,  and  your  mmte^s,  'will  ho  liable  for 
the  loM  in  conMcinence  i  and  we  wiah  to 
«!i*arr«  that  no  advantage  of  freight  or 
«iowage  con  compenflate  for  tho  evil  of 
lesnng  out  any  of  the  Hwixt  deck  ■ton- 
ehioiti  during  the  voyage*  We  can  never 
•dmil  it  OR  on  excuse  that  yon  trn»t«d  Ihciio 
things  io  your  offlcen,  they  ore  of  euM- 
aeni  importoneo  to  merit  your  own  per* 
•cms]  »tp«niitendonee« 

Ton  mutt  never  make  my  change  what* 
«Ter  in  the  point,  Hpam,  rigging,  ecnttles^ 
•^MTicnaigementof  the  cabins  of  thevoBftcl, 
4mJAM  Uie  ettra  freight  obtained  wiU  fully 
eompenaate. 

li  ia  de«7*bte  that  you  ihonld  retain 
yonr  officen  and  carpenter  nntil  your  pb« 
inm  homo. 

Ton  moat  avoid  the  infliction  by  yourself 
or  oMcen  of  corporal  punL&hment  on  your 
ereWf  porticalarly  on  your  apprentices, 
whom  yon  will  always  mwa  apart  from  tho 
i  of  your  crcWf  and  instmct  as  much  as 
I  ean  in  your  profession. 

Ton  inll  take  care  your  carpenter  keeps 
\^^  the  npper  works  of  your  Bltip  free  from 
'  ebafoor  appearance  of  injury,  making  him 
pll^  particular  attention  to  the  catdking  of 
the  top<ildeR,  gnnwolcBi,  Wftterways,  stAU- 
Hiioiis,  bitLN,  kniuhtheadH,  Art',  as  these 
pla«<>«  are  moat  liable  to  lookst  and  vettols 


rec^nire   particular   care   in      [MA8TEB 
dnnnaging  in  this  vicinity. 

In  tho  event  of  your  loading  a  carp;o 
liable  to  steam  or  **  svrcixt/'  yon  muAt  take 
care  your  ventilators  fore  akd  aft  ore  kepi 
open,  by  every  opportunity  and  moons  in 
your  powQTi  to  allow  a  draught  through 
tlie  ship. 

You  must  keep  a  ship's  dinbur^ement 
book,  mud  post  it  doily,  and  whenever  you 
leave  any  port  abroad,  where  you  liovo 
spent  any  money  on  account  of  the  ship, 
you  must  leave  a  copy  of  your  disburse- 
ments beliind  you  to  come  by  the  next 
e4mveyftiice,  «o  that,  Bhould  anything  bap- 
pen  to  you  or  the  vessel,  her  oi^couutsi  can 
be  mode  up. 

On  arriving  at  any  port  abrorul,  your 
first  letter  should  contain  a  sketcJi  of  your 
paHsagCj  with  any  partlcuhirs  you  think 
may  be  of  interest  to  ns. 

When  you  are  in  any  place  coat  of  the 
Cape  of  Good  Hope,  you  should  write  by 
every  opportunity  for  the  overland  mail, 
and  your  letters  should  alwoysi  be  addressed 
*''  via  Marseilles/'  unless  merely  dnpUcoteSf 
or  containing  heavy  papers,  sqeh  as  pro-" 
tests,  vouchers,  Arc. — in  which  case  "via 
M&rseillc!^/'  must  bo  omitted,  as  they  will 
come  by  Sonthampton  at  a  lower  rote  of 
postage. 

We  trust  yon  will  always  keep  up  a  pro- 
per state  of  diseiplioo  amongst  your  crew, 
which  is  not  only  conducive  to  the  interesta 
of  the  vessel,  hut  to  the  comfort  of  all  ( 
board. 

Yon  will  carefully  superintend  the  keep-  j 
ing  of  the  vessel's  log-book,  into  which  the 
whole  of  the  day's  work  must  be  entere^l^ 
including  the  dead  reckoning,  laiituilc  by 
obscTvatiofi,  longitude  by  chronometer  a: 
lunar  observations,  whe never  token ;  yt>ii  ^ 
will  also  take  cure  that  all  cosaalties  are 
coreXully  noted^ 

Soils,  at  oil  times,  to  be  kept  well  aired« 
and  repaired  when  necessary. 

Never  leave  any  port  without  being 
properly  victualled  und  equipped  for  yotir 
intended  voyage,  in  order  that  you  may 
not  have  occasion  to  put  back  or  toaefa  at 
any  intermodiate  port,  which  eon  only  h« 
jastiJicd  by  circnmstonoea  of  extremt 
noceasity. 


346 


STEVKNS   ON    STOWAGE. 


When  diBcbjurging  cargo,  nerer  idlo^ 
ttikythinq  to  go  fmm  the  Bhip  wiLhoat 
tonsigceea'  or  captam'd  order  to  firat 
ofljcer, 

Forccoitle  to  l*e  kept  clcnn  tmd  well 
Teotikted.  We  snggost  that  tlie  crew  mny 
be  idlowod  one  aftcnuMjn  per  week  for 
tcnibbing  their  dotliefl,  [An  experleiieed 
DiMter  suggests  that  the  bedding  of  the 
crew  should,  in  fine  we«iher,  be  Uken  out 
and  idred  freqaeutly^  and  tliAt  in  the  event 
of  the  §er!onB  ilLoess  of  tmy  member  of  the 
crew  at  aea,  accommodation  ftfaould  be 
provided  oft  in  a  cabin  if  posaible*  so  na 
to  ensure  careful  attention,  imd  to  avoid 
the  diacouraging  inHnenco  on  the  other 
laamen.  That  divine  service  be  performed 
Bt  least  onee  on  the  Sabbath  at  sea.  In 
liorboor  in  foreign  portfl,  be  deprecates 
the  system  of  ship  to  aliip  vifliting  on  the 
sabbath,  and  prefer*  that  the  ship's  boats 
he  nsGd  only  for  the  pitrpose  of  taHag  the 
men  to  and  from  the  Bethel  ftliip,  or  any 
church  on  &hore«  The  apprentiocs  or 
other  htda  to  be  encouraged  in  their  reli- 
gions duties,  and  ail  mmeoeftimrjr  Sunday 
labour  to  be  AVoidAd.] 

Listings  to  be  removed,  nnd  coal-holef 
fore  and  after  peaks,  and  limbers  to  be 
well  deaned  out,  at  every  opportunity. 
We  attach  the  utmost  importance  to  thia 
duty* 

Protesta  and  surveys  io  be  all  in  order, 
in  event  of  damage  to  sliip  or  cargo.  The 
latter  to  be  snrveycd  before  leaving  the 
Teasel,  claims  being  often  mode  upon  Ibo 
ahip  even  weeks  after  the  cargo  is  in  the 
warehonse. 

Billa  of  lading  never  to  be  signed  for 
woighi  or  contents  unlesa  you  have  per- 
gonal knowledge  of  same  being  correct. 

Your  blank  bilk  of  lading  sJiotdd  htt 
receipted  by  the  warehouie- keeper,  or  the 
person  aathorised  to  receive  the  contents. 


Tm.mediate2jf(myour return,  [HAfiTBft 
we  require  to  be  furnhihed  with  vonchera 
and  accounts  for  the  voyage,  to  be  iDS^t  ia 
eontignoea*  accounts  current,  portage  bQU 
log,  and  expenditure  books,  ttatement  of 
condition  of  bull,  sails,  Hgglng,  and  span, 
mth  a  list  o/aU  tt&ret  remaining  on  hoard* 

H  ever  you  should  unforttinately  be  la 
any  difficulty  with  your  ship,  that  it  became 
neceeaaiy  to  procure  or  take  aseisiaiiee 
either  by  steam  or  manual  service,  be  coot 
and  coUected,  act  with  filmuioss,  and  make 
every  end^'ftvonr  to  arrange  the  temts 
(either  in  writing  or  in  presenoe  of  third 
parties)  upon  whicb  your  eogagementa  are 
made.  Claims  for  salvage  often  arise 
when,  by  a  litUe  foresight  and  presence  of 
mind,  an  agreement  might  be  entered  into 
which  would  prevent  any  dispute. 

In  the  event  of  yoiir  not  loading  for  this 
comitr}^  or  in  case  of  any  accident  happen- 
ing on  your  voyage  compelling  you  to  put 
into  port,  we  give  yon  at  foot  names  of  ot^ 
varions  correepondenta  abroad,  to  whom 
consign  your  ship,  or  apply  for  advice  and 
funds,  should  you  be  compelled  to  put  into 
any  ci  the  places  named ;  and  that  yon  may 
be  posted  up  in  cases  of  difficulty,  wc  wish 
you  to  take  with  you  "Leib"  Laws  of 
Shipping,"  '*  Stevens  on  Stowage/'  and 
lateat  edition  of  **  Mercantile  Marine  Act,** 
Bottomry  bonds  must  be  avoided,  and  with 
the  frequency  of  steam  conomnnication  to 
all  porta,  and  the  complete  arrangement* 
made,  it  is  generally  bt-tier  to  communicato 
with  home  first  rather  than  give  them. 

You  will  distinctly  nnderstand  that  yon 
are  not  allowed  to  do  any  businesa.  Off 
trade,  or  barter  on  yonr  own  acconnt* 

If  possible,  never  give  away  the  conaign- 
ment  of  your  &hip,  but  reserve  it,  and 
address  yourself  to  our  friends 
below,  unless  otherwise  instructed  bj  i 

IBcrefdhif*  a  list  of  itomef.] 


GENERAL  iKSnUCTIOirB  TO  MABTEBS   (I.ITEEPOOL,) 


Dbah  8ir» — Having  appointed  you  to 

the  command  of  the ..  * we  would  call 

joar  attention  to  the  following  and  an- 
nexed raggestions,  with  a  view  to  your 
Budntainlng  good  discipline  on  board,  and 
pursuing  the  bn*ine»B  of  your  veaaej  with 
energy,  aed  exercising  corefiLl  economy  in 
regard  to  her  disbursements  :^ 


Keep  yonr  ship  clean  and  in  good  order. 

When  yon  see  a  proper  opportunity,  aik 
to  be  reported,  as  yon  have  Marrtat's 
signals  on  board. 

In  running  do»v-n  the  TmdeSt  yon  will  a« 
nsnal  shift  your  sails,  repairing  such  ai 
require  it;  the  same  may  apply  to  your 
homeward  passage,  as  alt  saHs  have  to  be 


J 


STEVENS    ON    STOWAGE. 


S47 


Mfairad  on  iMMrd.  On  arrival  at  yottr  j>oH 
^  difckaurffe  never  ntgUct  to  not4  ifottr 
prolesi  immediaUlff,  Then  make  Krrmiige* 
mento  for  diachArgijig  joor  cargo,  iitd  gira 
nolk^  when  leadj  to  do  ao. 

Bold  ft  smrej  oo  jonr  ImtoltM  Woro 
opening  them,  and  at  th«  same  time  g«t  a 
Certifieat«  of  Bvurej  from  tbe  Sorrejor ; 
for  dionld  it  ao  happen  tliftt  any  cArgo  tarns 
oat  damaged,  and  yon  have  not  obtained 
I  certificate^  it  may  cost  considerably 
occaaion  far  more  difficnlty  to 
get  than  it  would  otherwise. 

Should  any  cargo  be  damaged^  get  a 
osiificate  to  that  uSect  as  above. 

6ei  reoeipta  for  ail  your  cargo  at  time  of 
ddiTery. 

HaTing  dlacharged  ontward  cargo,  giro 
Botioe,  in  mitiiig,  of  b«ing  ready  to  load 
liomewaid  car^.  On  the  expimtion  of 
joor  lay  dayt,  gire  notice  in  writing  of 
aame,  (ina^rting  %  copy  thereof  in  ehip^t 
log  book)  and  them  claim  demnrrage. 

SbonJd  yonr  claim  for  domnimge  not  he 
pud  before  sailisgi  get  yonr  charter  piirty 
ttuion^d  aa  to  the  number  of  days  occnpied 
i&  loadingf  and  if  the  eonaignee  refiuea  to 
do  M^  go  to  the  Britiah  eonsnl,  or  a  notary, 
iad  note  •  protest  of  Ma  refusal. 

Alwayt  get  copieB  of  yonr  prote«U  and 
•vrrcyt. 

iihoQid  yon  eognge  cargo  at  one  port  and 
llftvo  to  fill  up  at  otberst  yon  miut,  bcforo 
dgning  biUa  of  lading  at  hni  port,  iniiert 
the  fUtiae  of  **  vid  tuck  and  tuch  port  or 
fx/Hjf,"  neglect  of  this  will  make  the  ship 
liable  fur  all  loaaes  conaequent  oo  a  deria* 
Uon  from  the  dirf»ct  voyage  from  port  of 
loading  to  port  of  dis^iliArge. 

Ktver  go  oot  of  a  ship'i  direct  oonrse  to 
gnfctfy  any  cnrioaity  to  have  «  look  at  a 
ptftoe  in  paaaing, 

In  caae  of  «hlp  being  open  for  charter, 
■ad  yon  abonid  not,  on  your  arriral^  ^d 
iitterm  encloiinf^  homewurd  charter,  do  not 
r  to  be  over  anxioni  about  a  freight, 

i  itat*  that  yon  expect  in»tructio&s  from 
your  owncre  by  next  mail^  aiid  in  ihti  lueun 


Etlmc  miJu  yoiu-Hf  If  thoroughly  acquainted 
villi  crety  thing  olEenng  in  the  freight 
aHOk*!.  However  much  you  may  deelre 
i9  film  to  one  port  in  preference  to  an* 
Mat*  eonceal  your  whUies  on  Lhie  point, 
■a  otherwite  by  your  openly  utating  a  par- 
IteiiUr  wiah  to  your  eonalgnee  to  letnm  to 


London  or  Liverpool  rather  [MASTEB 
than  any  other  port,  may,  and  very  fre- 
quently does,  occaaion  a  considerable  ] 
to  the  ahip.  Always  endeavour  to  keep  ooa* 
aignment  of  vessel  open  in  this  country. 

Writt  fuUif  by  every  avaihihlc  oppor* 
tumtyj  ajui  never  omit  to  Mead  copies  of  2 
dt'sburtementtf  aeeounitf  protests,  turv£y$,i 
charter  partus,  d'C.  ^c,    Kiime  the  date  of  | 
ahipVs  arrival  and   departure    from  each 
place.    When  in  the  United  Eingdom  write 
every  second  dny* 

Ih  Fruiro  aaip,  Ist.  Take  eore  to 
have  stamped  ehartert  and  bilk  of  lading. 
They  can  be  got  stamped  within  14  days 
after  dat<j»  without  pnyment  of  any  penalty, 
and  at  thu  heud  office  in  London,  vrithiii 
one  mouth  after  ditte  on  paymrait  of  J£10 
penalty.  After  a  month  th^y  coimot  be 
got  stamped  at  oil* 

2nd  Let  no  charterer  sign  as  agent  tm- 
less  he  states  for  whom  he  is  agent.  A 
man  of  straw,  or  a  foreigner,  may  be  the 
principal, 

3rd  When  a  foreigner  U  the  principal, 
try  to  get  the  agent  in  England,  who  efTects 
the  charter,  to  make  himBeif  liable  as  prin- 
cipal, and  to  Bign  tho  charter  without 
adding  the  word  agent. 

4th  If  freight  in  not  payable  in  ca&h  on 
delivery,  take  care  that  the  bills  ore  to  be 
**>  approved  bUltt'  and  not  charterer's  billa, 
aa  in  the  latter  case,  the  shipowner  eoa- 
not  hold  the  cargo  for  Ms  freight,  ereo 
though  the  charterer  was  notorionsly  in- 
solvent.  If  a  oUarterer  objects  to  the 
stipulation  lor  ^*  approved  bills,"  he  Is  gen- 
erally not  safe,  and  his  charter  should  not 
he  taken. 

6th  In  sta^g  days  allowed  the  mer> 
chant,  it  is  proper  to  say  "  mnning  days,'* 
or  **  working  days,"  according  to  the  Inten* 
tion.  In  London,  "  days  "  means  "  work' 
ing  days,'*  and  Sundays  and  holidays  do 
not  count  until  the  ship  Is  on  demurrage. 
After  that  time  oU  days  count. 

6th  In  bills  of  huUng  of  a  ohlp  to  eon- 
liguees  in  En^and  from  eonsignon  •> 
broad,  have  a  clause  Inserted — "  consigneee 
paying  freight  and  demurraf^e"  if  you 
wish  to  have  a  remedy  for  your  demurrage. 

Ih  Loxnma.  lit  Enter  the  ship  at  tb« 
eustom*housc*  The  d^ys  count  from  entrj 
et  the  castomhouM  and  being  ready  W 
lo*d. 


STEVENS   ON   STOWAGE. 


2iid  It  Im  boweypr  proper  to  giro  notice 
lo  thi?  mert'liant^  of  jirrivai  and  being  ready 
ill  luAd;  oad  it  k  generally  better  to  do 
1  in  writing,  na  it  ii  more  euilj  proved 
1  e«fl«  Df  need. 

8rd  Enter  in  tho  log-book  the  day  of 
arrival  at  the  port  of  loading  and  ontcring 
at  the  castom-houiio.  Alito  eitter  a  copy  of 
the  notice  givim  to  tliu  mercb^mt.  Aho 
unlcr  lit  tlio  log-book  tlie  day  loading  is 
couipleted. 

N.B.  Tbo  Bigciaturo  of  tho  miater  to 
the  entdeei  in  tbe  lo(^,  a&  well  as  that  of  the 
mat*  ifl  very  ii!»eful  in  case  of  diapnte.  If 
the  masfior  bo  oiAmer  or  part  owner,  iho 
entries  shotdd  be  fdgncd  by  the  mAte,  and 
tlie  se<KMid  mnte,  earpa&tar,  or  eldest 
appmntioe, 

4tli  If  tjic  mereliont'B  corrcspondpnt 
abroad  la  willing  to  give  a  certiflcuitc  on  the 
back  of  tbe  oliartcr  or  bill  ol  lading,  of  tbe 
correct  Miimber  of  dayti  eiptmded  in  load- 
ing, get  blm  to  do  ftOf  but  do  not  on  any 
account  uilow  blia  to  corlify  a  BUiallor 
number  of  days  thco  wcu^o  really  spent. 
Batbitr  do  witlioat  Ma  oertifloalei  as  it  ii 
nut  at  all  nocessary  to  have  It, 

&ib  In  case  the  nierch ant's  corroBpoti- 
dcnt  at  port  of  loading  sliould  refuae  lo 
lonusli  a  cargo,  tlio  muster  sboald,  on  tbo 
ezpiratiofi  of  tbe  lay  daye  allowed  by  cbar- 
teft  ptrotefft  aguinat  the  mercbontj  and  be 
ia  Hum  at  liberty  to  roinni  in  bollaat  to  bia 
chartered  port  of  diaebargo,  and  baa  a  right 
to  bis  full  freight.  Tbe  better  plan,  liow» 
ereTf  is  io  take  the  best  freight  he  can  get 


for  his  chartered  port  of  dis*  [XABTES 
charge,  and  ckim  the  deficiency  of  the 
freight  from  the  merchant.  It  is  improper 
Ui  wait  the  demnrrage  days,  nnlfsta  re- 
quired so  to  do  by  tho  merchant. 

Ik  bibceiabgino.  1st  Enter  ship  mt 
custom -hoasc. 

2nd  Gire  notice  to  meicbaxit  of  being 
ready  to  unload. 

aird  Make  «imltflr  entries  in  the  log- 
book of  entering  ship  at  euBtom-houso,  of 
notice  given  to  the  merchant,  and  of  tho 
day  the  discharging  is  completed,  and  let 
them  be  signed  as  beforo  directed  in  th« 
case  of  loading,  by  the  maater  and  mate, 
or  if  the  master  be  an  owner,  then  by  the 
mate  I  and  the  necond  mate,  carpenter,  or 
eldest  apprentico. 

4th  If  you  are  chartered,  hnt  bavQ 
signed  bUls  of  Lading,  to  a  consignee,  bofoiro 
you  part  with  the  cargo,  the  oomtignee 
(lihould  prodtico  the  endorsed  bill  of  lading. 
He  should  aljio  undertake  for  payment  of 
freight  according  to  bills  of  lading,  par- 
ticuifirly  if  you  bave  aoy  doubt  of  jQwe 
chartcror's  solvency* 

It  is  doubted  whether  the  owner  of  a 
ehatiered  ship  can  recover  hbi  freight  from 
a  oonilgnee  who  has  once  got  hold  of  the 
cargo,  without  giving  an  express  under- 
trddng  to  pay ;  und  it  is  said  the  only 
remedy  l&  agidu^t  tlic  charterer. 

NJ3.  lou  cannot  hold  the  cargo  for 
demurrage,  and  only  for  freight  in  terms 
of  charter  p«rty  or  bill  of  lading. 


££G0MH£KDATIOira  TO  MASTERS  OF  TE3SEU   (SUNBEELAKIl). 


Tst  chartering,  do  not  allow  Iho  charterer 
to  sign  as  agent,  unless  you  approve  of  his 
principal,  nor  agree  that  he  shaM  not  be 
littble  for  any  delay  in  loading,  nor  that  his 
reAponsLbility  &hall  cease  when  the  cargo 
is  on  boards  nor  that  the  ship  shoE  dis- 
charge iu  turn,  nor  that  the  master  shall 
sign  bills  of  lading  at  any  rate  of  freight  as 
presented,  and  without  quallfleatton. 

In  ntuting  days  allowed  the  merohantr 
it  in  proper  to  say  "running  days,*'  or 
'*  working  days,"  according  to  the  inten- 
tion. In  London,  •*  days,"  meaji  *'  work- 
ing days,*'  and  Sundays  and  holiday u  do 
bol  count  until  the  ship  is  on  demurrage ; 
after  that  time  all  davs  count. 


Fatxxnt  of  trxioiit.  When  an  ad- 
Tonee  of  freight  is  to  ho  paid,  make  it 
payable  on  signing  bills  of  lading,  and  not 
on  the  aaUing  of  the  ship.  When  foreign 
money  is  to  be  paid,  make  it  at  cnrrenl 
rate  of  exchange.  When  bills  are  to  ba 
given,  have  them  good  and  approved  bills, 
and  not  charterer's  acceptance.  I>o  not 
moke  the  freight  payable  two  months,  or 
any  time  after  the  delivery  of  the  cargo, 
hat  either  '''■  during  delivery,"  or  **  on 
delivery*'* 

The  following  mode  of  payment  of 
freight  is  objeetionable.  '*  The  freight  is 
to  be  paid  on  the  quantity  delivered,  by  an 
approved  bill  on  London  at  three  months 


4 


STEVENS    ON   STOWA< 


date  from  the  deHroi7  to  the  QhiytcrerB  of  a 
oertiileAte,  signed  by  tJio  toofagneeft,  of  tlio 
ri^lil  And  tme  delivery  oi  the  whole  cargo, 
agr«e«1>]e  to  biUa  of  lading;  or  in  cash, 
niidor  discount,  at  cUarttirera'  option.'* 

iKHTfillCTlONa    TO    UA&TEBS.      It  CJULOot 

be  too  ele&rly  understood  that  the  payment 
ol  freight  depends  very  much  on  the  oare 
that  the  master  hosiowB  on  the  cargo,  and 
that  he  is  bouod  to  deliver  it  in  the  same 
good  order  and  condition  in  vrMch  it  woa 
received,  (the  act  of  Qoi>,  dangers  of  the 
lees,  ice.  Jke,  excepted.}  Owners  have 
often  had  large  stuns  to  pay  for  damage  to 
eargo,  arising  from  the  foUoviing  causes, 
which  with  ordinary  care  might  have  been 
prevented  ;-^ 

Buna  not  being  clear» 
Dtmnage  not  being  good  and  snlKcient. 
Ship  not  being  properly  matted  oat. 
Puinp^well,  mast-cosesi  btnlkheods,  shift- 
iug  boards,  and  chain  locker  not  being 
■nbsta&tial  and  secure. 
Kej^ected   air  ports,    by  which   coi^o 
reaehes  the  pumps  and  chokes  them. 
I^caky  ports. 

Coverings  of  hatchways  and  coatings  of 

masts  being  insofficient  or  itn  perfect. 

Inattention  to  the  pumps.    Attend  the 

pomps  cansfuUy,  and  enter  in  each 

day^slog,  **  pnmps  carefully  attended/' 

Improper  stowage,  a  point  to  which  too 

much  attention  cannot  be  given. 
Cotting  timber  or  deals,  and  breaking 
open   packages   for  stowage   beyond 
what  is  provided  for  by  the  charter, 
the  usages  of  the  trade,  or  witbont  the 
Wlitteu  consent  of  the  charterer  or 
^Mppett  and  deck  load  being  earned 
over  a  perishable  cargo. 
Bais,  mice,  or  other  vermin. 
It  ia  recommended  for  all  captains  to 
iflMilfaft  tliA  mast-eaaeii,  pomp- well,  and 
ijkiiii  tnuaka,  §JiiA  to  have  the  dunnage  Laid 
under  their  own  inspection,  before  taking 
In  eirgo* 

Kotlee  in  writing  to  be  given  to  the 
eharterers,  consignees,  or  agents,  when  the 
ship  is  ready  to  load  or  discharge,  and  a 
eopy  to  be  entered  in  tbe  log-book,  signed 
by  the  person  who  delivered  the  notico. 

The  signatures  of  the  auurter  md  mate 
wUl  be  vexy  usefnl  in  case  of  dispute.  If 
tho  master  be  owner,  or  port  owner,  tbe 
entxiei  shonld  be  signed  by  the  mate  and 


second  mate,  or  other  intelli-    [MABTEB 
gent  member  of  the  crew. 

No  master  should  constant  to  vary  the 
terms  of  Ma  charter,  or  alter  his  voyage, 
without  the  greatest  cantion,  and  then  only 
with  the  charterer  himself,  or  his  agent, 
haTing  his  written  consent,  which  written 
consent  ought  to  be  given  up  to  the  master 
before  making  the  altt?  ration,  otherwise  &e 
charterer  will  be  diBcharged!  from  the  con- 
tract, and  the  owner  liable  to  on  action  for 
breach  of  contrju-t.  li  there  be  a  telegraph, 
It  woold  be  better  lor  the  master  to  refer  to 
his  owner  for  iuistnic  lions. 

In  case  the  mcrchanfs  correspondent  at 
port  of  loading  should  rofu&c  to  furnish  a 
carga*  the  masttfr  should,  on  the  expiration 
of  the  lay-days  allowed  by  charter,  protect 
against  the  merchantt  and  he  in  tben  at 
libeiiy  to  return  m  ballast  to  hiA  cborterud 
port  of  dihcbarge,  and  has  a  right  to  his 
full  freight.  The  better  plart^  however,  ia 
to  take  tbe  best  homeward  freigbt  he  can 
get,  and  daini  the  deficiency  of  freight  from 
the  merchaiit.  It  is  unnecessary  to  wait 
the  demurrage  days,  imlesjr  required  lo  to 
do  by  the  merchant. 

SuBVEYs.  A  ship  having  received  dam- 
age, or  touched  tbegromid,  before  arriving 
at  her  port  of  loading,  ought  to  be  surveyed 
ind  a  certiJicate  of  her  isea-woithineaa,  jn 
dnphcate,  obtained  before tokiug  onboard 
cargo ;  the  master  to  send  one  by  peat  to 
his  owner,  and  retain  the  other  on  board 
lor  his  own  use. 

A  ship  putting  into  an  intermediate  port 
for  repairs,  the  master  must  have  a  certi- 
ficate of  survey  on  the  damage  received  and 
the  ship's  sea- worthiness  before  leaiing. 
If  the  cargo  be  a  perbhuble  one,  and  there 
is  reason  to  tlmik  it  is  diiniuged,  it  will  be 
necessary  to  have  a  survey  on  it,  and  obtain 
a  certificate  that  it  is  or  has  been  put  into 
proper  condition  for  its  passage  to  the  port 
of  destination. 

Freight  c annul  be  claimed  on  damaged 
cargo  sold  at  on  inlcnnediate  port,  hence 
it  is  always  better  to  put  it  into  the  best 
condition  possible,  and  bring  it  on.  In 
aoft  eamsi  of  survey  abroad,  it  will  bo 
proper  to  hare  the  oertiflcate  in  duplicate, 
attested  by  th«  eonsnl  or  other  public 
functionary ;  one  to  be  sent  to  Uic  owner 
by  post,  the  other  retained  on  board  for 
the  master's  use* 


STEVENS    ON    STOWAGE. 


It  will  be  proper  to  h&v o  a  imrvaj  of  th^ 
liatohea  And  daniiAge  mi  the  port  of  du- 
durge ;  and  when  hatchcft  are  opened,  to 
take  samples ;  at  a  port  ol  call,  get  a  cer^ 
iijlcate  from  the  mercliaQt's  Agent  that 
thej  were  in  order  when  opened. 

When  joii  coll  at  one  |>ort  for  orders  to 
diieharge  or  load  at  another,  ask  fur  yoar 
Ofd«r»  in  writings  and  take  care  of  them, 
they  will  bo  ofleful  in  cose  of  dkputc. 

Bnj*  07  Li.f»Dio.  Norer  be  indncod  to 
Bgn  hiilH  of  lading  before  the  goods  «re 
on  boordf  or  without  the  mate's  receipt 
bdng  glTon  up  or  cAnoelled,  or  without 
firat  carefully  reatiiiig  them  ovcrf  and  com- 
paring one  with  the  oiher^  not  oulj  to  see 
fhai  Quay  are  alike,  and  thai  the  quantity 
at  goods  and  rate  of  freight  are  correct,  but 
that  nothing  ie  inserted  coatrary  to  the 
fact  on  the  charter  party,  if  there  be  one. 

Do  not  eilgn  bUlii  of  lading  for  a  leaa 
freight  til  OIL  what  is  in  tbe  charter  party, 
but  ftay— freight,  demurrage,  and  all  other 
eoi]dilion»t  as  per  cbarter^. 

Insert  ibc  correct  nnmber  of  days  coa* 
BOiued  in  loading,  on  the  margin  of  the  hill 
of  lading,  but  do  not  ha?e  a  amoUer  niim- 
ber  eartiHed  than  were  really  spent ;  rather 
do  without  it. 

Interest  and  intanuiee  on  money  adran- 
ced,  and  addresji  commioiion  paid  at  port 
of  loading,  ought  to  he  endorsed  on  the 
hUla  of  kding.  This  is  a  receipt  which  the 
lM«iV6rs  of  the  cargo  cannot  dispute. 

Qualify  yonr  riHk  by  adding  "  quantity 
and  quality  unknown,  not  accountable  for 
leakage,  breakage,  nwt^  or  iujiiry  by  ver- 
inin/'  or  whatever  else  yoti  think  will  suit 
the  goods  you  have  on  board. 

If  it  be  attempted  to  ahip  goods  in  a 
damaged  or  Improper  oondition,  give  the 
ahipper  notice  in  writing,  and  if  he  fail  to 
replace  them  with  sound,  say—**  shipped 
in  a  doniBged  conditiou,"  or  *'  shipped  in 
improper  conditioD/' 

If  tiio  shipper  refuse  to  allow  the  above 
qaaMcation,  and  you  find  it  necesaary  to 


protest  on  this  or  any  other    [1 
account  connected  with  the  bill  oi  lading, 
say — '^aigned  onder  protest.*' 

Before  signing  billa  of  lading,  enter  deck 
load  at  shipper's  or  charteier's  risk,  even 
if  provided  for  in  charter  or  otherwi»e. 

Deliver  your  eargo  to  no  one  unless  he 
prodnea  om  of  the  bills  of  lading  which 
you  have  previously  idgned,  properly  en- 
dorsed. 

Before  signing  bills  of  lading  in  a  foreign 
language^  they  ought  to  be  translated, 
Itfany  of  tbem  omit  i^e  usual  ezceptiona, 
**  the  Act  of  God,  the  Queen's  Enemies/' 
Jke,  and  have  objectionable  clauses  in  them. 
Where  thoy  eannot  ha  trau&lAted,  it  will  be 
proper  to  add,  ^^  freight  and  all  other  con- 
ditions, as  per  charter  party,  and  anything 
contrary  thereto  to  be  void." 

Bin  of  Lidingi  when  there  is  no  charter 
party,  ishould  say,  '^consignee  paying 
freight,  demurrage,  and  all  other  charges  ;** 
also,  **  goods  to  be  taken  from  alongside  at 
consignee's  expense  and  ritk." 

Jm  England,  it  is  customary  In  thd  ease 
of  ships  loadiiig  general  cargoes  for  abroad, 
to  sign  hills  of  lading  for  freight  paid  in 
advance,  but  not  to  reccuve  it  for  a  month  or 
six  weeks  after  tJic  nailing  of  the  vesseL 
In  thia  case,  say  '' never iheless  the  owners 
to  liavc  a  lien  on  the  goods  for  freight 
until  paid." 

A,  master  of  a  ship,  on  ^gning  a  bill  of 
lading,  ought  clearly  to  liuderstond  he  ii 
only  required  to  give  a  receipt  for  the 
cargo ',  not  to  enter  into  a  second  agree- 
ment, hence  the  necessity  of  referring  to 
the  charier  party  in  the  bill  of  lading  for 
**  freight  and  conditiona,''  the  bill  of  lading 
being  the  huit  document  signed. 

Always  keep  on  good  terms  with  your 
eharterers,  shippers,  and  consignees  i  do 
anything  you  can  to  oblige  them  consiatent 
with  yoor  duty  to  your  owners. 

Ai^xiMDSB  SaoTB,  Stcrttarg^ 

9,  VUlicri'*treeL 


621  MASTIC,  tk  fiae  gum  ;  specific  ^aviiy  I •074.  In  an  action 
tried  at  BustoD,  U.S,  lu  Muy,  186!,  defendaiu  wboclianercdl  llie  Goldet^ 
Citi/,  had  to  pay  for  damage  by  mastic  to  a  general  cargo  from  New  York 
to  San  Francisco,  and  for  extra  labour  on  disclmrge.  The  maslic  was  in 
cakes  and  slowed  in  bulk  in  the  run  of  the  hold.     During  iLc  r(>yage  it 


STEVENS    ON    STOl 

liquified,  then  hardened  into  a  solid  mass,  and  stuck  to  [MASTIC 
the  sides  uf  the  ship  and  tbe  goods  next  to  it.  At  considerable  expense 
it  was  broken  out  witb  drills  and  chisels.  The  article  is  manufacuired 
lit  New  Yurk  for  ii&e  on  foriifi cations,  and  when  shipped  fur  Atlantic  or 
GaJf  ports  in  the  United  States,  gave  no  iiidicaiions  ibat  heat  in  the  hold 
would  aflect  it. 


622  MATE.  The  mate  or  chief  officer  is  usnally  held  reapcinsible  i 
for  any  deficiencies  in  the  mrgo  at  the  time  of  dischari^'e,  and  he  should 
therefore  be  careful  to  keep  a  correct  account  when  loading;  defunlt  on 
his  part  niust  honrever  be  proved  against  him.  In  the  case  Daind  (r. 
Fleming  brought  before  tbe  Court  of  Admiralty,  the  law  was  kid  dowrtt 
by  the  judge  very  distinctly: — '*  It  is  the  duly  of  the  first  mate,  as  iii 
agreed  on  all  hands,  to  receive  and  discharge  cargoes.  It  is  upon  his 
regponsibilityf  and  the  act  which  he  performs  in  signing  the  receipt,  that 
the  master  signs  the  bills  of  lading,  thereby  rendering  bis  owners  res- 
ponsible to  the  consi^eee.  This  is  undoubted  ly  a  duty  of  I  lie  utmost 
importance,  as  the  degree  of  responsibility  llic  owners  incur  proves  the 
obligation  of  the  receipt  given  by  ihe  mate,  ou  which  the  bill  of  lading 
is  founded,  the  master  not  being  supposed  to  know  what  is  on  hoard, 
The  doctrine  I  mean  to  hold  is,  that  ihe  mate,  having  signed  the  receipt, 
in  responsible  for  the  correi-tneHS  of  the  signature,  and  that  it  is  a  ceriificaie 
of  the  facts  tlierein  alleged ;  that  he  is  bound  by  that  signature,  and  if 
it  should  turn  out  afterwards  that  there  is  any  deficiency  in  tbe  quuntum 
of  c4irgo  which  comes  to  be  delivered  at  the  port,  unlifjss  he  can  show  h 
the  c&ntrary^  I  should  hold  that  that  deficiency  he  is  responsible  for." 
Sometimes^  for  the  sake  of  dispatch,  the  mate  takes  an  account  on  one 
aide,  and  tbe  supercargo  on  the  other,  and  occasionally  the  entire  duly 
is  deputed  tt>  a  youngster,  while  the  mate  is  attending  to  something  else* 
ll  will  be  of  little  use  for  him  to  say  so  in  case  of  deficiency  when  dis- 
charging, for  it  may  not  relieve  him  from  bis  responsibility.  If  the  mate's 
prenence  is  imperatively  required  in  another  part  of  tbe  ship,  his  safe 
course  will  be  to  suspend  tbe  reception  of  goods  during  his  absence.  In 
the  service  of  some  loige  companies,  all  the  ofiicera  are  liable  for  defi- 
ciencies  of  cargo,  and  they  make  good  cofijointly.  In  other  companies 
the  chief  officer  is  relieved  from  the  duty  altogether,  and  sometimes  tlie 
whole  responsibility  falls  on  tlie  supercargo.  Overplus  cargo  belongs 
in  rcnfity  to  the  shipper,  but  ihc  rule  is  for  the  ship  to  deliver  it  to  tha 
consignee  under  the  bill  of  lading,  on  payment  of  freight  and  on  the 
receipt  of  an  indemnity  ngainst  any  claim  by  the  shipper  in  respect  to  it, 
62.1  All  goods  marked  **  this  side  up,"  should  be  8o  placed  (or  their 
«ecuniy>  and  to  prevent  after  dit^pntes.  When  packages  are  cut  adrift 
for  stowage  purposes,  obtain  tbe  shipper's  writttin  aanction^  for  if  damage 


352 


STEVENS    ON    STOWAGE 


arises  in  consequence,  the  sbip  will  be  liable  when  the  goods  [MATE 
are  landed.  WEien  goods  are  stowed  loose  or  lo  bulk,  and  there  is  more 
than  one  parcel,  take  care  to  keep  them  separate,  as  it  frequently  occurs 
that  there  is  a  diHerencc  in  the  quality  although  it  may  not  appear  so; 
the  ship  would  be  liable  unless  the  shipper  gave  his  sanction  in  writing; 
see  grairi,  iron,  manifest,  &:c.  The  management  and  dunnage  of  *lwixt 
decks  and  the  necessity  of  properly  securing  the  lower  hatches,  will  be 
found  under  the  headiugs  general  cargo,  passengers,  &c.  The  positions 
of  t!*e  di  tie  rent  articles  in  the  hold  should  be  noted  in  the  cargo-book,  or 
in  a  hold-bookj  and  when  there  is  a  quantity  of  provisions  for  passengers, 
&c,  a  draught  of  the  gauges  of  the  casks,  the  number  of  harrelsj  boxes,  &c* 
wiih  the  kiudof  provi&^ions  ihcy  contain,  will  be  found  very  useful  on  the 
voyage.  The  use  of  a  naked  candle  in  the  hold  should  be  forbidden; 
locked  lights  or  safety  lamps  only  are  adapted  for  use  there*  Looking 
glassies  or  reJiectors  may  he  sufficientt  Tobacco  smoking  is  dangerous, 
and  chewing  leads  to  the  injury  of  goods,  such  as  marbles,  silks,  &c, 
from  the  expectoration  which  naturally  follows.  Sometimes  the  draught 
of  water  forward  and  uft  is  entered  every  morning  in  the  hold-book  or 
log-book  wliik'  loading,  and  a  note  taken  of  the  water  in  the  well  at  the 
same  lime.  If  the  ship  begins  to  leak  as  she  goes  down  in  the  water,  il 
will  then  be  known  exactly  on  which  litre  or  seam  the  leak  is;  this 
k  no  wl  c  dge  w  1 1  Ihe  fo  u  n  d  v  ery  u  se  f ul  s  h  o  u  1  d  th  e  le  ak  i  u  cr  eas  c .  T  h  e  i  nj  u  ry 
to  cargo  sometimes  resulting  from  the  practice  of  *' salting"  the  frames 
of  tihips  is  referred  to  in  the  article  salt. 

624  The  class  of  the  ship  should  be  considered  when  loading  heavy 
cargoes^  such  ns  lead,  iront  oresj  &c.  or  screwed  goods,  such  as  cotton, 
hemp,  wool,  and  hides.  When  dropping  some  heavy  articles  into  the  hold, 
the  keelson  is  liable  to  injtny,  iu  which  case  it  should  he  protected  with 
a  plate  or  slab  of  deal  or  some  other  wood.  Before  loading,  the  limbers 
and  pump- well  should  he  well  cleared  ;  and,  while  loading,  care  should 
be  taken  that  the  masts  are  properly  dunnagcd,  as  by  their  working  at  sea, 
in  heavy  weather,  damage  frequently  occurs.  The  pump- well  requires 
to  be  protected,  as  leakage  often  happens  here,  Cbain  lockers,  iron 
stanchions,  bolts,  holt-heads,  iron  knees,  &c.  should  have  similar  atten- 
tion;  the  heads  of  iron  holts  have  been  known  to  work  through  five  or  six 
thicknesses  of  cloth,  in  unprotected  bales,  and  the  sharp  angles  of  iron 
knees  require  to  be  especially  avoided.  Ballast  port  bars  should  have 
heckcts  litted  near,  or  some  other  contrivance  to  prevent  their  loss  and 
the  improper  substitution  of  any  stray  pieces  of  wood,  however  unsuitable, 
in  their  places  ;  the  insufficient  caulking  of  ballast  ports  has  often  caused 
injury  to  cargo.  Side  scuttles,  when  not  required  for  light,  can  he  well 
secured  by  putii ug  a  wad  of  oakum  against  the  gloss,  and  by  fitting  a 
piece  of  fir  tight  in  the  cell,  with  battens  all  around  the  outside  edge  of 


STEVENS   ON  STOWAGE. 


353 


the  wood;  some  masters  parcel  against  tbc  glass  oateide,  and  [MATE 
nail  a  piece  of  plank  chamfered  oil  at  ihe  edges ;  tarred  felt  is  better  dian 
parcelling,  as  it  sticks  cloacr  to  the  sides  :  the  loss  of  the  sbip  Dai/wuste 
13  attributed  to  tlie  inaecuritj  of  the  scuttles  ;  slie  went  down  offBeachy 
Head,  in  October,  1853,  when  all  but  one  man  (Reed)  perished, 

625  It  is  recommended  that  the  hatches  should  be  secured  by  being 
fitted  as  closely  as  is  consistent  wiih  putting  off*  and  on  with  facility  ;  the 
seams  between  ihem  as  well  as  the  combings  of  the  hatchway  should  be 
well  cbinchcd  or  caulked  wilh  oakuni^  and  tarred*  Well  (arred  pareellingi 
iliree  or  four  inches  broad,  should  be  laid  over  each  seam.  Two  good 
tarpaulins  stretched  one  after  the  other,  uver  the  whole  hatchway,  should 
be  fitted  within  one  or  two  inches  of  the  dcclt^  where  they  are  to  be  secured 
to  the  eombings  by  battens.  A  third  tarpaulin  will  sometimes  be  useful 
to  keep  off  any  chafe  which  may  arise  from  various  causes*  It  may  be 
neceasaTy,  while  opening  the  hatches  before  bulk  is  broken,  to  hold  a 
survey,  in  order  to  ascertain  whether  they  have  been  properly  secured,  as 
ahould  this  not  be  the  case^  and  damage  through  leakage  have  thus 
occurred  to  the  cargo,  it  will  have  to  be  sustained  by  the  ship,  stress  of 

I  weather  notwithstanding.  If  in  a  doeki  apply  to  the  surveying  offtcer,  in 
Other  places  lo  two  master  mariners  with  the  master  of  the  sliip.  *'  While 
the  ship  is  in  dry  dock  the  wliule  of  tlie  steering  apparaius  should  be 
carefully  examined,  and  all  defects  made  good.  If  the  tiller  sliips  abaft 
the  rudder,  reeve  the  chains  utiiier  the  barrel  first;  but  if  the  tiller  ships 

I  before  the  rudder,  reeve  the  wheel  chains  ot'er  the  barrel  first-  Before 
ihc  ship  leaves  any  dock,  harbour,  or  moorings,  the  officer  should  see  that 
the  wheel  chaius  are  clear;  the  helm  should  be  put  hard  over  one  way^ 
and  Ujeu  bard  over  the  other;  these  are  very  important  things  to  make 
sure  of/*     Some  of  these  subjects  are  not  exclusively  controlled  by  the 

[chief  officer,  but  tliey  are  nearly  all  connected  wilh  the  presen'ution  of 
the  cargOy  in  which  he  is  much  interested;  see  deficiency  of  cargo  and 

I  lighters;  much  of  the  information  inserted  under  the  heading  master  is 

[eijually  applicable  to  the  duty  of  the  mate. 

020    Chain  stopper.    At  WMtechapel,  Aitgust  12,  1852.— Z?t»«/<i A.    A 

I  chain,  part  of  a  cargo,  was  lost  through  not  haying  a  atoppen  The  olaUn 
against  ihe  seaman  was  non-suited,  and  the  mate  declared  liable. 

027     Not  answerable.    Whore  a  master  takes  upon  himself  the  respon- 

,  aibihty  of  the  mod©  of  receiving  cargo,  that  of  the  mate  ceases,  in  June, 
1«50,  Thomas  Stamfce,  owner  of  the  Fhcenix,  was  summoned  before  the 

\  xnngibtrales  of  Sunderland  for  non-payment  of  wages  due  to  John  Choft,  who 
•igned  articles  as  mat**,  December  6,  ltt55,  for  a  West  India  voyage.  The 
Lion  raised  was,  whether  he  waa  liable  to  a  deducLiou  of  -£12  IGi  5rf  value 
[  hogshead  of  augor^  W.  Potts,  master,  said  he  warned  Caofr  that  the 
loading  apparnlus  was  inefficient;  a  spar  having  been  rigged  in  lieu  of  a 
derrick.    The  carpenter  said  the  derrick  he  rigged  was  strong*  enough,  and 


I 


t  t 


had  lifted  a  hundred  hogsheads,  when  the  in  aster  ordered  the  alter-  [MATE 
atioo  ;  the  luaie  cautioned  them  that  he  would  not  be  answerable.  The  crow 
filtered  the  derrick,  and  tlie  wai*ji  broke  in  hoisiing  the  first  hogshead,  which 
went  overboard.  The  bench  decided,  that  as  the  master  ordered  the  alteration, 
the  mate  was  not  unswerable, 

ti2b  AUeged  liability^  Capt.  P.  HttMAH,  ship  Robert  Bright^  was  aum- 
moaed  at  the  Tbiimos  Office,  April  25,  1857,  by  Mr,  J*  Gi lbebt,  chief  mate, 
who  claimed  a  balance  of  -£37  5*  hd,  on  a  vojage  to  Rio,  Cape  of  Good  Hope, 
Mauritius^  and  back  to  London*  Mn  Peuiam  said  defondant  had  made  a 
charge  of  JtM  lU  3 J  for  five  cassks  of  beer,  alleged  to  be  deficient,  and 
:£7  l^s  \\d  for  Bome  poaado  plates,  used  in  sugar  pi  an  tali  ons,  which  fell  over- 
board accidentally,  when  cargo  was  discharging.  Complainant  said  tliat  be 
oauid  not  understand  Uio  accounts  of  the  Rio  Customs'  officer,  who  was  very 
negligent;  directly  the  beer  was  landed  it  was  taken  away.  He  gave,  as  he 
belicvt  d,  a  correct  account  to  defendant,  who  was  in  bed  whilst  they  were 
unloading.  In  con&equonce  of  a  Iieavy  swell,  when  heaving  the  bundles,  tbo 
ligiiier  rose  under  tbe  tiling,  and  the  people  not  taking  iu  the  slack  of  the 
eraiic  chain,  the  posndo  plates  slipped  out  and  went  overboard ;  one  waa  re* 
corered  by  him,  and  the  others  by  a  diver,  as  lie  was  informed.  Defendant 
said  he  depended  on  the  correctness  of  complainant's  account.  The  loss  of 
the  plates  was  attributable  to  complainant's  neglect  in  not  securing  tlie  halei. 
It  was  a  regulation  at  liio  to  give  to  the  Customs  a  manifest  of  the  cargo,  and 
if  the  discharge  did  not  agree  with  it,  a  fine  of  100  milreis  and  one  half  the 
value  of  the  goods,  wfus  imposed.  Mr.  Yardley  thought  the  loss  of  the  balee 
oonld  be  recovered  from  the  underwriters;  it  was  a  pure  accident.  As  to  the 
alleged  deficiency,  there  was  an  inattentive  Customs'  officer,  and  comidainant 
was  discharging  cargo  while  defendant  was  in  bed—he  should  have  paid  more 
attention*  Ko  neglrgence  was  proved  against  complainant,  who  must  be  paid 
the  full  amount  claimed,  with  2*  costs* 

62!J  Wine  staved*  Thames  Office,  February  11,  1858,  Capt.  Edwards, 
ship  Lmli^  Kitmmrd,  appeared  before  Mr.  Selfe,  to  answer  a  demand  for 
balance  of  wages  mad©  by  Mr,  Kellanu,  chief  mate.  Mr.  Gomm  stated  that 
the  only  item  in  dispute  was  £6/V,  for  a  pipe  of  sherry  lost  at  Madras,  and 
which  made  the  complainant  a  debtor  to  the  ship  of  £AA  18#  4fl.  He  would 
sliow  that  tlie  cask  was  lost  by  an  inevitable  accident  The  case  set  up  by  the 
complainant  and  his  witness,  William  WiLLrs,  a  seaman,  was,  that  while  four 
coolie  men  and  others  were  unloading  cargo,  com  plain  ant  went  into  the  cabin 
to  make  out  a  boat-note  of  tiie  goods  that  had  already  been  lowered  into  a  boat 
alongside.  It  was  rainy  and  misty,  and  a  heavy  sea  was  rolling.  A  pipe  of 
wine  was  hoisted  from  the  hold,  and  was  high  enough  to  be  lowered  over  tho 
bulwark  into  the  boat,  when  the  tackle  gave  way,  the  pipe  fell  on  the  deck,  was 
stove  in.  and  all  the  wine  lost.  In  answer  to  questions,  complainant  said  he 
received  no  orders  to  put  guys  ajid  a  yard-tackle  on  before  the  aee  id  cut,  which 
was  cHUsed  by  Ihe  rolling  of  the  ship.  After  the  accident,  guys  were  used  as 
well  HB  a  yard-lackle.  Defendanl  said  he  gave  express  directions,  before  he  loft 
ihe  .ship,  not  to  start  any  spirit  caska  without  having  guys  to  steady  them  in 
)]tfaving  up  and  putting  the  casks  over  the  side ;  the  accident  was  owing  to 


STEVEI 


STOWA  GET 


'  neglect  of  Lis  orders,  II  was  usual  to  put  on  guye  and  yard-tackle  [MATE 
when  hoisting  heavy  loads,  nod  particularly  casks  from  the  hold.  The  setoDd 
mate  coafirmed  this  evidence,  ^fr,  Pklham  urged  that  complainant  ought  to 
pay  for  the  win©  lost  by  his  negligence.  Mr.  Gomm  :  it  was  only  an  error  of 
judgment,  Mr.  Selfe  said  defendant  gave  express  directions  in  the  morning, 
lor  guys  to  be  rigged  and  a  yard-tackle  put  od,  and  as  the  sea  was  rolling, 
stich  precautions  were  absolutely  necessary.  Complainant  had  neglected  his 
duty,  in  not  taking  these  precautions^  The  use  of  the  guys  and  other  tackle 
was  quite  necessary,  and  the  orders  of  defendant  ought  to  have  been  obeyed. 
He  considered,  under  the  terms  of  tlie  articles,  there  was  snch  an  amount  of 

I  negligence  as  to  justify  him  iti  witholding  tho  wages ;  he  came  to  tliat  decision 
with  very  great  reluctance,  because  complainant  had  liitherto  maintained  a 
lijgh  character  for  ability  and  good  conduct.  The  summons  must  bo  dismidsed. 
«:iO  Clerical  error,  Mr.  ConNER,  owner  of  tho  Itmr  appeared  at  tho 
Thames  Olfice,  January  3,  1839,  to  answer  the  summons  of  J,  Tossell,  late 
chief  mate,  who  sued  against  the  master,  W.  G.  Hudson,  for  £20,  balance  for 
8ervic«?3,  London  to  Quebec  and  back  to  Chatliam.  Mr.  Counlr  said  he  had 
paid  j£fll  \Lt  iOd,  for  bars  of  railway  iron  not  received,  but  whieli  tbe  mate 
entered  as  having  been  received,  and  when  the  iron  was  delivered  at  Quebec, 
ttiore  appeared,  according  to  the  bills  of  lading,  42  more  on  board  than  were 
actnaUy  received.  The  master  accordingly  drew  a  bill,  which  was  paid.  The 
stevedore's  foreman  told  the  mate  that  he  had  made  a  mistake,  and  that  he, 

»lhe  forcinan,  who  was  also  taking  tally,  had  made  42  less ;  the  mate  insisted 
that  be  was  correct,  A2  more  bars  had  been  entered  in  the  manifest  and  bills 
of  lading  than  had  been  received.  Mr.  Yardley,  the  magistrate,  thought  Mr 
CojiNER  bad  encountered  no  liability  and  ought  not  to  be  called  upon  to  pay ; 
as  much  was  delivered  at  Quebec  as  was  put  into  the  ship  here^  Mr.  Corner  ; 
yes,  but  on  the  mate's  tally  and  in  the  bills  of  lading  it  appears  there  were 
42  more  on  board,  and  the  consignee,  not  receiYiog  them,  claimed  the  value, 
which  was  paid.  Mr.  Yardley  :  bo  ought  not  to  havo  taken  advantage  of  a 
clerical  error,  Mr.  Corner:  this  is  not  an  ordinary  case;  the  mate  was  in 
liquor,  or  the  mistake  would  not  have  occurred.  Mate :  no,  no,  now  take  i^are* 
If,  Corner  asked  if  the  mate,  who  was  paid  high  wagon,  and  took  in  the 
nrhole  cargo,  was  not  responsible  7  the  stevedore's  man  was  sensible  of  the 
&r,  and  said  there  were  42  less  on  board  than  the  mate  stated,  Mr.  Yard- 
imr :  that  evidence  would,  in  my  opinion,  bo  sufficient  if  an  action  was  brought. 
FMr.  Corner  :  but  unfortunately  all  the  documentary  evidence  is  adverse;  the 
Biale  baa  made  it  appear  there  were  42  more  on  board  than  were  aotuolly 
rooeiTed.  The  mate :  that  is  a  mistake  of  mine ;  as  many  went  out  as  came  in. 
Mr.  Corner  submitted  that  tho  wages  ought  to  be  withheld  to  remunerate  him 
in  part  for  his  loss.  Mr,  Yarbley  could  not  do  that  unless  it  were  shewn  there 
l^was  culpable  negligence;  he  could  not  stop  a  mate's  wages  for  a  mere  clerical 
DF.  Mr.  Corker  presumed  they  wore  in  perfect  darkness  about  the  iron. 
It  eould  not  have  been  eaten.  The  mate  preferred  his  own  tally  to  that  of  the 
atj)vedore*s  foreman;  tho  master  was  obliged  to  take  his  reocipts.  Mr  YarO' 
IT ;  tbo  mate  might  be  piuiishotl  for  a  loss,  whiob,  after  all,  no  one  had  am- 
alu«d.    Mr.  Cobk£E  :  I  have  taken  the  greatest  po&sible  trouble  about  Uus 


STEVENS    ON    STOWAGE. 


matter,  and  notwithstanding  I  had  to  pay,  Mr.  Young  :  (for  tbe  [MATE 
mate):  in  your  own  wrong,  Mr.  Corner:  I  could  not  help  myself,  Mr, 
Yardlky:  represent  all  tbe  ciru  urn  stances  to  the  merchant,  and  no  doubt  you 
will  get  the  money  baok.  If  the  4:2  bars  were  uot  put  on  board,  aud  there  can 
be  no  doubt  tliey  were  neTer  received,  the  nierchtLnt  cannot  hare  snstaioed 
loas.  Why  WHS  the  money  paid  ?  Mr,  CoR^fEB ;  the  agent  at  Quebec  drew  on 
me.  Mr.  Yahdley:  what  obligation  was  there  to  accept?  Mr.  Cotineh:  I 
accepted,  as  I  do  all  bills  in  commercial  transactiona.  Mr.  Yakdley  said  it 
was  no  wonder  he  felt  grieved,  but  the  wages  could  not  be  withheld  for  a  mere 
error.  He  was  only  surprised  tliat  any  one  ehould  take  advantage  of  what 
was  palpably  a  mistake,  and  ask  tlio  owner  to  pay  that  wliich  was  neither  legal 
nor  equitable.  Mr.  Youno;  you  will  give  ua  costs?  Mr.  Yaudley:  nOf  2f, 
the  cost  of  the  summons  only  ^  it  is  not  a  case  in  which  I  should  be  juatl^ed  in 
saddling  Mr.  Corneb  with  costs.  The  £20  was  paid  and  Mr.  Coenee  said  he 
Bbouldtiot  be  able  to  obtain  repayment^  it  had  never  been  done;  be  should 
apply  to  the  Local  Marine  Board,  to  enquire  into  the  mate's  conduct. 

031  On  Uiis  the  Shippittg  Oazetie  observes,  Jan.  15,  J  858,  Mr.  Corner's 
case  is  nnquestionably  a  hard  one  and  should  be  a  warning  to  owners  against 
too  hastily  assuming  a  liability  they  may  nerer  really  have  incurred.  If  the 
ioast(>r  were  certain  that  ho  delivered  all  the  bars  shipped,  and  the  steTedore'a 
foreman  at  the  port  of  shipment  could  testify  to  the  number  of  the  bars  &hip|>6d 
being  the  same  as  the  number  dt'livored,  Mr.  Couner  could  not  legally  haye 
been  held  liable  for  one  shilliog,  notwithstanding  the  incorrect  tally  of  the 
mate.  The  tenor  of  the  evidence  before  Mr.  Yarbley  was  in  favour  of  the 
mate,  in  point  of  law,  and  led  to  the  conclusion  that  the  sum  paid  by  Mr. 
Corner  was  the  voluntary  assumplion  of  a  debt,  of  the  existence  of  which 
the  court  had  no  evidence;  or»  as  Mr.  Y'ardlev  said,  the  satisfaction  of  a 
demand  which  the  owijer  was  neither  legally  nor  equitably  bound  to  pay« 
There  is  no  question  that  a  mate,  like  any  other  servant,  may  be  held  res- 
ponsible for  the  consequences  of  gross  and  cidpabic  negligence,  or  that  he 
may  be  severely  puniahed  for  dnmkemieBSy  resulting  in  loss  or  injury  to  his 
employers,  or  to  any  one  else. 

632  Beer.  A  chief  oflSeer  writes  to  the  Shipping  Ottzeite,  November  ^%, 
1868, — "*  I  took  in  a  general  cargo  in  Loudon  for  Algoa  Bwy.  When  discharged 
there  was  missing  a  case  of  beer,  value  ^1  IH*,  which  I  suppose  1  must  pay 
for.  The  second  officer  and  carpenter  were  in  the  hold  slinging,  and  on  six 
or  seven  occasions,  the  master  also.  They  gave  me  the  marks  and  nam  hers. 
It  is  possible  that  the  master  or  second  oflScer  may  have  made  the  mistake  in 
not  giving  me  the  whole  of  tlie  marks  and  numbers,  as  generally  there  were 
as  mauy  as  ei.it  or  seven  coses  slung  and  hove  up  at  a  time,  to  go  overside  into 
a  lighter;  and  during  the  work  we  were  three  men  short.  Having  to  assist 
all  1  eonlil,  I  think  it  rather  hard  for  me  to  pay  for  the  entire  loss.  1  would 
bo  quite  willing  to  pay  half."  The  editor  answers—**  ujider  the  circnmstancea 
stated,  the  chief  male  onghtnotto  be  saddled  with  the  whole  consequeuces  of 
a  loss  which  ttiight  possibly  have  occurred  without  any  default  on  liis  part. 
Where  casks  are  delivered  over  the  ship's  side  into  lijjhtcrs,  cai"c  should  b« 
exerciaed  iu  counting  them  as  they  are  b^ing  delivered.'* 


STEVENS 


ess    Mobile  cotton*    At  Hough  too,  in  April,  1850,  Wm.  Oiuy,    [MATE 

fjftte  oftUe  PeUr  Moicuellt  summoned  the  master,  Mr,  Mab shall,  who  pleaded 

that  a  bale  of  cottoft  had  been  lost  thruugb  coiii|)lainftiU's  default,  and  tho 

plica  ought  to  be  subtracted.    The  mate  had  taken  in  2,1)19  l>alea  at  Mobile, 

od  wbeii  they  were  landed  at  Liverpool,  one  was  missing.     The  coDsigDeesi, 

B.  Febnib,  held  the  master  liable,  but  he  urged  that  It  had  been  stolen 

ugh  the  mate's  neglect.    A  witness,  from  Meaars.  Feenik,  stated  that  only 

1,018  bales  had  been  taken  from  the  quays,  and  that  all  deliTered  from  the 

tiip  had  heen  removed;  but  the  return  presented  to  the  Ctistoms,  showed  that 

the  number  received  was  2,919  bales,  and  the  mate  obtained  hts  wages  in  full. 

634  Bum.     Capt.  Crispin,  Oribi^,  appeared  before  Mr.  Selfe,  London, 
April  23, 1859,  to  answer  the  claim  for  £IU  lis  of  his  ehicf  ofEcer,  Mr,  Wiley, 

rho  stated  lliat  when  in  the  West  Indies  Ihey  were  hoistiiig  in  puocheons  of 
um  by  can-hooks  with  a  guy  tackle  on  the  yard  to  steady  ll^em.  I^efendant 
f  ordered  slings  instead,  and  when  hoisting  the  second  cask  with  slings,  they 
r  slipped  just  alter  the  cask  was  over  the  side,  and  it  fell  on  the  deck ;  the  head 
eame  out  and  tlie  rum  Jlowed  away  excepting  about  15  gallons  which  were 
sent  ashore  lo  tho  wharfinger.    Yerdiet  for  the  mate. 

635  Iron*  Before  Mr.  Selfe,  London,  January  6. 18fil,  Capt Staplbton, 
l^^hip  Rangoan^  appeared  to  answer  a  claim  for  wages,  made  by  Mr.  Curtis,  late 
^Hshief  male.  Mr.  Gomm  was  for  complainant;  Mr.  Stodpart  for  defendant. 
^Bn  the  ship's  account,  complainant  was  brought  in  deht,  and  there  was  a  de- 
I^BIuctiou  of  il3C  for  iron  said  to  have  been  lost  by  his  neglect.    It  appeared  that 

complainant  joined  in  tlie  Prince's  Dock,  Liverpool,  December  21,  1850,  and 
that  the  iron  was  taken  in  very  quickly,  and  2,500  bundles  were  received 
afore  oomplatcant  joined,  and  he  had  no  means  of  ascertaining  whether  it 
bad  boon  accurately  tallied  or  not.  While  complainant  was  acting  as  mate, 
>  was  taken  in  at  the  same  time  from  a  cart  on  the  quay,  and  from  a  lighter 
^n  the  lock,  and  it  was  impossible  for  liim  to  look  after  both.  Regarding  the 
E,&OQ  bundles  taken  in  before  he  joined,  he  liad  only  the  shipkeepcr's  word. 
Mr.  OoMM  contended  that  negligence  could  not  be  shown.  Complainant  said  : 
EVhen  I  went  on  board  the  master  asked  who  was  keeping  tally,  to  which  the 
bhipkeeper  replied,  one  of  the  men  in  Iho  lighter.  1  was  informed  by  ibo 
gbterman  there  were  2,500  buodles  of  iron  on  board.  There  were  1,800 
bundles  of  nail  rods  taken  on  hoard.  The  carpenter  first  took  tally,  and  then 
f  Ihe  second  mate.  At  Singapore  I  tallied  out  cargo,  but  I  did  not  superintend 
the  wbole  delivery.  The  second  mate  assisted  once  :  I  signed  for  the  wholo 
l^ctriipo  received  at  liverpool,  including  the  2,500  bundles  taken  in  before  1  came 
^BoQ  bonrd.  Mr.  Sblfk:  how  came  you  to  do  that?  I  did  it  at  the  niaster's 
I^^wrjuest.  Mr,  Selfe  :  tlien  you  ought  not  to  have  done  it  at  his  or  any  body 
else's  request;  you  see  t!ie  con^^equencea  of  duing  iL  '1  hey  try  to  muke  you 
L responsible  for  the  whole  loss.  You  should  bare  said,  I  will  sign  only  for 
[what  I  have  received  and  no  more.  Complainant:  the  mn^ter  said  Ihnt  be 
|sieTer  knew  bundles  of  iron  to  be  short;  the  owTier  wos  eloHO  to  him  ut  the 
imo.  MnSronnART  said  that  a  deficiency  was  discovered  in  that  part  of  the 
\  last  taken  in  under  the  superintendence  of  the  mate,  and  what  was  more 
Hcul&rly  complained  of  was  his  frequent  intoiicutton  at  Liverpool  and  the 


358  STEVENS    ON   STOWAGE. 

nf^gleot  of  bis  duties.  Mr.  Sslfr  :  it  must;  be  sboivti  that  it  waa  [MATE 
by  the  mato*s  carelessnesa  or  negligence  tbero  was  u  deficiency*  It  would  be 
preposterous  to  say  that  oornplainant  was  liable  for  all  tbo  deficiencies  when 
a  good  deal  waa  taken  before  ho  came.  If  owners  wanted  such  an  unreason- 
able thing  as  to  require  mates  to  guarantee  tbo  payment  for  all  losses  and 
deficiencies,  thej  m«3t  say  so  in  the  articles  of  agreement.  Mr.  Gomm  oalled 
attention  to  the  fact  that  the  mate  did  not  sign  articles  until  January  27,  and 
that  the  magistrate  had  no  jurisdiction  over  anything  which  transpired  before 
that  time.  Mr.  Sklfe  :  you  are  quite  right  there.  Mr.  Stoddart  said  there 
was  a  deficiency  in  that  part  of  tlie  cargo  taken  in  after  the  complainant  signed 
articles.  Mr.  Goaast:  it  is  quite  impossiblo  to  raise  the  distinction  whether 
there  was  a  deficiency  in  cargo  taken  in  before  he  signed  or  afterwards.  The 
mate  was  then  cross-examined  by  Mr.  Stoddart,  and  said  defendant  com- 
plained only  once  of  his  being  intoxicated.  Mr.  Selfe:  did  the  master 
eom plain  of  your  being  intoxicated  after  you  signed  articles  ?  Complaiaaut : 
afterwards.  Mr.  SroDD.s.Ri  handed  a  book  to  the  complainant  and  said»  who 
made  these  alterations?  Complainant :  I  made  them  at  the  master's  request. 
Mr.  Stood  ART :  was  the  alteration  made  before  or  after  the  deficiency  was 
discovered?  Afterwards.  Mr.  Stoddabt:  our  case  is  that  the  complainant 
did  not  take  in  cargo  correctly  at  Liverpool.  Mr.  Selfe  :  it  d'ont  matter  how 
the  cargo  was  delivered  at  Singapore,  if  there  was  a  deficiency  at  Liverpool. 
The  question  is  whether  tliis  iron  was  loftt,  stolen,  or  mislaid,  ot  whether  any 
negligence  is  attributable  to  the  mate.  After  what  has  transpired  it  would  be 
absurd  to  ask  me  to  make  the  whole  Joss  to  fall  on  him.  Defendant  was 
sworn,  and  spoke  to  the  drunkenness  of  complainant,  at  Liverpool,  and  also 
that  some  irregularities  occurred  on  tlie  part  of  the  mate  as  regarded  the 
delivery  of  the  cargo  at  Singapore.  He  believed  the  deficiency  arose  out  of 
the  mate's  drunkenness  while  he  was  taking  in  tlie  latter  portion  of  the  cargo, 
and  tiiat  it  was  in  the  last  lot  tliat  earae.  Mr.  Selfe  did  not  think  it  possible 
for  the  dufendftRt  to  distinguish  whut  particular  bumllcs  of  iron  were  or  were 
not  dtdivered ;  there  were  no  particular  marks.  If  hogsheads  of  sugar,  each 
bearing  some  distinetiv©  matk  atid  number,  had  been  missing,  it  might  have 
been  ascertnincd  who  received  a  portion  one  day  and  who  on  another*  Com- 
plainunt  was  culpable  to  some  ex  tout  in  being  intoxicated  while  on  duty*  and 
eonic  loss  may  have  arisen  from  his  laches.  He  could  net^  however,  make  him 
liabh'  for  all.  Mates  of  ships  did  not  guarantee  masters  and  owners  against 
all  losses;  if  called  upon  to  do  thiit  there  would  be  no  mates.  He  should 
make  the  mate  sufler  to  some  extent,  and  therefore  deduct  £7  from  his  wages. 
His  order  was  for  payment  of  j&25  without  costs.* 


•  On  tliia  cnse  an  experienced  mmBler  aays,  **  It  (ipp<3ani  astoniflhing  that  Mr.  Ssltb 
Bhr>uld  Imwo  mada  tbe  tniUe  liAbld  mi  all.  The  roaster  and  owner  charge  the  mato  witli 
frequent  intoiic&Uon  and  grosa  neglect  of  daly  at  Liverpool  immediately  9iitr  joimog  the 
Hhip ;  and  dtUberalely  allow  a  man  of  that  charaatttr  to  proceed  on  a  voyage  extending  oTor 
12  montiis.  Whore  the  remedy  was  di«tinet]j  in  tlieir  liancb  prior  to  the  comnaencemont 
o!  the  voyage,  and  moreover  when  It  was  their  bouadiJH  daty  to  have  di«rai«s€d  him  and 
re|»ortod  to  the  Local  Uari&e  Board*  and  to  have  ibipped  a  competent  man,  the  whole 
of  the  expenBe  and  ineonvenieiiGe  reanlting  £rom  their  want  of  caniion  and  care  in  the 
seleeticiD  of  good  oflHooraf  should  he  retorted  jaglly  apon  UidinMlTes." 


4 


STKVKNS   ON  STOWAGE, 


636  Dantzic  tiiiiber*  ThamesOffice^JuneaO.lBei,  Mr.KiKo,  [MATE 
Idlief  officer,  sued  Capt.  A,  Smith  for  wages,  £7  ()8  10 J.  The  Palmtfra  ioaded 
f'liiDb«r  hi  Dantzio,  where  it  came  down  in  large  rafts.  The  chief  officer  had 
lo  count  tb©  pieces  and  give  a  receipt  to  the  perBon  who  brought  them.  A 
■tBTedoro  and  three  of  the  crew  received  the  titnbtT.  The  nialo'a  counsel  argued 
that  in  the  midst  of  hiu  various  duties  he  could  not  tally  the  sticks,  neither 
was  he  expected  to  do  so  by  the  luaater.  His  only  course  was  to  count  the  rafts 
every  night  and  infer  that  the  rest  was  on  hoard.  The  ship  was  i^moved  from 
one  side  of  the  river  to  the  other,  away  fiom  the  rafts,  and  the  pieces  were 
Boating  about.  It  was  impossible  to  say  whether  the  ten  necessary  sticks  were 
t  there  or  on  discharge  in  the  Surrey  Canal,  where  they  also  floated  about 
The  master's  counsel  said  that  the  mate  signed  receiptafor  more 
"^timljer  than  was  in  the  ship ;  the  loss  was  X15.  The  magistrate,  Mr.  Wool- 
RTCH,  decided  that  it  was  a  case  for  compromise,  and  awarded  the  mate  M^ 
and  one  guinea  costs. 

Ii37  Gummts.  In  16^3,  a  steamer  discharged  a  cargo  of  currants  in 
the  London  Docks.  One  lot  of  30  barrels  of  the  same  mark  was  missing, 
and  not  one  package  corresponding  with  the  marks  and  numbers  could  be 
traced  aa  having  been  landed  on  the  dock  quay  or  put  overside  into  lighters. 
llie  Greek  merchant  laid  his  claim  for  the  value,  producing  the  biU  of  lading. 
The  mate's  receipt  in  master's  possession,  and  entry  in  the  cargo-book,  agreed 
with  the  bills  of  lading.  The  steamer  having  been  laid  up  immediately  after 
discharge,  the  mate  had  left  her  prior  to  the  claim  being  made»  but  when  sent 
for  and  questioned,  could  not  deny  his  sigualure,  and  believed  he  hud  taken 
the  currants  in.  It  afterwards  transpired  that  the  lot  in  question  had  been 
left  in  the  lighter  at  Pati'aa,  and  sent  alongside  another  steamer,  taken  in  and 
landed  in  England.  The  mate,  Ending  the  lot  mentioned  in  the  boat-load, 
had  unthinkingly  tilled  out  bis  receipt  including  the  disputed  quantity.  There 
was  an  assumption  from  the  first  that  such  was  the  casOj  and  that  the  merchant 
or  consignee  presenting  the  bill  of  lading  suspected  or  kuew  of  the  error,  and 
fvlt  that  equitably  there  was  no  claim.  E^uhsoqueDt  advices  from  Patras  con- 
firmed the  idea. 

038  Cotton  missing.  The  Damd  Q,  Fleming,  Admiralty  Court,  Nov- 
embe?  I2th,  I8ti3,  before  Dr  Lushisoton.  Ja&iks  Forbes,  late  mate,  sued 
for  his  wages  on  a  voyage  from  Liverpool  to  Melbourne,  thence  to  Bombay, 
and  ba^ k  to  Liverpool.  His  claim  was  resisted  by  the  owner  in  part  on  the 
ground  that  three  bales  of  cotton  were  missing  and  unaccounlcwi  for  by  the 
mate,  who  gave  the  following  receipt  at  Bombay : 

J  **  BacxtvaD  on  board  the  atip  Baa'd  G.  Fhmijtg^  bound  lor  .*.,,.  from  ...»., 

I  **tli«  toJlowmg  paokagM  in  gtnid  order  and  coadiUon,  98  bide*  miion^  and  two 

'  '*indiBpat«.'' 

The  Diastor  signed  hill  of  lading  according  to  the  course  of  business. 

In  delivering  judgment,  the  judge  said,  '*  It  is  the  duty  of  the  fiist  mati^ 
M  agreed  on  all  hands,  to  receive  and  discharge  cargoes.  It  is  u[K>n  his  res- 
ponsibility, and  the  act  which  he  performs  in  signing  the  receipt,  that  tlie 
master  sign^  llie  billB  of  lading^  tlierehy  rendering  bis  owners  respon«iihlo  to  tho 


S60 


STEVENS    ON    STOWAGE, 


consignee.  This  is  undoubtedly  a  duty  of  the  utmost  importftoc©,  [MATE 
as  the  degree  of  responsibility  the  owners  incur  proves  the  obligation  of  the 
receipt  gi?en  by  the  mate,  on  whieh  the  hill  of  lading  is  founded,  the  master 
not  being  supposed  to  know  what  is  put  on  board.  The  doctrine  I  mean  to 
hold  is,  that  the  mate  having  signed  the  receipt,  he  is  responsible  for  the 
correctneBs  of  the  signature,  and  that  it  is  a  certificate  of  the  fact  therein 
alleged ;  that  ho  is  bound  by  that  signature,  and  if  it  should  turn  out  afterwards 
that  liiere  is  any  deficiency  in  the  qtMutum  of  eargo  wbieh  comes  to  be  delivered 
at  Hie  port,  unless  ho  can  show  to  the  contrary,  I  should  hold  that  for  that 
deficiency  he  is  responsible  for.  It  is  said  there  ought  to  have  been  enquiries 
made  at  Bombay ;  but  how  could  the  mate,  who  signed  the  receipt  for  these 
articles,  with  any  degree  of  hope  or  expectation  that  there  could  be  a  successful 
issue,  demand  tho  three  missing  bales  in  the  teeth  of  his  own  receipt,  and  in 
the  teeth  also  of  tho  bill  of  lading?  Jt  has  been  suggestetl  that  without  any 
fault  or  negligence  on  tho  mate's  part,  the  three  bales  may  have  been  stolen, 
but  there  is  not  a  word  to  support  that  proposition.  It  appears  to  me  the 
obligation  and  responsibility  rests  entirely  with  the  raate,  and  I  think  the  case 
of  the  owners  is  established.  1  understand  Uiey  have  paid  into  court  aJl  the 
wages,  less  the  amount  iu  coutestj  viz.  the  value  of  the  goods  which  they  have 
already  paid  the  consignees  of  the  cargo ;  and,  looking  at  all  the  facts,  1  cannot 
hesitate  iu  saving,  for  a  single  moment,  that  it  is  my  duty  to  pronounce  for 
the  tender,  and  against  the  further  claim  made  by  tho  mate.  I  give  the  coelB 
up  to  the  time  of  tender." 

(\30  Boiler  plates.  Tho  master  of  the  ship  Midway  was  summoned,  in 
^larch,  lf<i}i,  by  the  chief  mate,  to  answer  a  claim  for  wages  of  j£16  15*  from 
which  110  had  been  deducted  for  loss  of  cargo.  The  ship,  outward  bound  to 
Calcutta,  took  in  a  number  of  boiler  plates,  amounting,  as  per  mate's  receipt 
and  bills  of  lading,  to  1*00.  On  delivery,  eleven  plates,  (£"3B)  were  short,  but 
the  owner  consented  to  lose  ^21V,  and  to  deduct  £W  from  the  mate's  wages. 
The  articles  of  agreement,  in  addition  to  the  ordinary  liability  incurred  by  the 
mate,  had  a  clause  conlirming  this  liability,  but  this  clause  was  pronounced 
by  tlje  magistrate  to  be  *'  mere  surplusage.'*  It  was  admi^tted  by  tho  master 
that  the  Mcduay  was  taking  iu  cargo  at  Calcutta  at  the  same  time  she  was 
discharging,  that  the  boatmen  there  are  **  notorious  pilferers,"  and  that  the 
ship  was  discharged  some  600  yards  from  the  shore.  The  mate  said :  *'  I  took 
iu  the  iron  plates  in  the  West  ludia  dock.  I  did  not  deliver  tho  whole.  I 
bad  to  see  the  dunnage  of  the  ship  laid  for  the  other  cargo,  and  to  look  after 
cargo  coming  in,  while  the  other  cargo  was  going  out.  Defendant  gave  me 
particular  directions  about  the  dunnage."  Tho  magistrate,  looking  to  the 
liability  of  the  mate  as  imposed  by  tho  articles,  concluded  that  to  fix  him  with 
responsibility,  it  was  necessary  to  show  ho  had  been  guilty  of  embezzlement, 
neglect,  or  incompetency — at  all  events,  that  neglect  or  incompetency  must  be 
proved  before  a  mate  or  seaman  can  be  deprived  of  his  wages.  Neither  had 
'  been  proved,  and  ho  decreed  for  all  the  wages  claimed,  and  one  guinea  costs. 
610  Walnut.  In  tlio  Thatiies  Police  Office,  before  Mr.  Partiiii>gk,  March 
28, 18*14.  CapL  11.  BovEY,  ship  Eugenia,  was  summoned  by  H.  M'Ghkgor, 
chief  officer,  for  balance  of  wagea  j£14  6 j  6^.     Payment  was  resisted  through 


4 


s^ 


JB 


STOWAi 


361 


the  defidencj  in  London  of  seven  out  of  585  pieces  of  wftlaut-tree  [MATE 
wood  taken  in  at  Genoa,  and  valued  at  -£17  IOj,  Mr.  PAExaiDOE  said  that 
in  this  case  no  **  embezzlement,  negligent  loss,  or  destruction  of  ship's  stores/' 
bad  been  proved ;  he  oi'dered  payment  of  -£14  6j  M  with  ono  guinea  costs.  By 
the  evidenoo  it  appeekred  that  in  the  articles  the  mate  made  himself  Irahle  for 
any  **  wilful  or  negligent  loss  or  destruction  of  any  part  of  the  ship's  cargo  or 
afcores,"  that  his  undivided  attention  was  given  to  the  reception  and  discharge 

»of  the  cargo,  and  that  there  was  only  one  hatchway  open.  The  magistrate's 
decision  excited  much  comment  among  the  mercantile  community. 

C41  Sugar.  Common  Pleas,  June  1, 1864,  before  Mr.  Jiistice  Byles,  Mr. 
M'GowANf  chief  officer  of  the  James  Gibson ^  BU&d  for  £60  Is  4eJ,  balance  of 
wages,  which  was  detained  because  the  owner  had  to  allow  jEIOO  for  71  bags 
siigaj',  part  of  a  cargo  shipped  at  Swatow  and  discharged  at  Shanghai.  The 
sugar  came  off  in  boats  and  was  received  by  the  mate,  but  stowed  tinder  the 
euperLntendouce  of  the  master,  who  was  fi-ef^uectly  ashore  at  Swatow.  It  was 
discharged  by  coolies,  who  took  three  weeks ;  many  were  about  the  ship,  which 
was  short-banded.  One  man  was  kept  at  the  anchor  watch  whilo  in  the  river. 
The  hatches  were  off  by  day,  and  not  fastened  down  by  night.    Verdict  for  mate. 

612  A  bale.  In  the  Liverpool  County  Court,  July  18,  1864,  before 
Bergeant  Wheeler,  Mr.  Gunn,  chief  officer  of  the  ship  Ea!tt4)ne,  sued  Mr. 
M'Abthca  for  <j£27  6f  wages  and  ^60  damages.  The  mate  gave  a  receipt  to 
the  master  for  24  bales  of  goods  shipped  in  the  East  India  dock ;  23  only 
were  delivered  at  Shanghai,  The  cargo  was  discharged  into  lighters  worked 
by  the  natives,  said,  by  the  mate's  advocate,  to  be  *'  the  biggest  scoundrels  in 
the  world."  The  second  mate  and  four  seamen  had  deserted,  the  cook  was 
intoiJcat*}d  and  attempted  to  etriko  the  master.  Gunn  was  superintending 
tlie  discharge  of  the  cargo,  but  went  to  the  captain*8  rescue,  and  requested  the 
cum  in  the  gangway  to  stop  the  discharge.  He  was  absent  twenty  minutes^ 
uid«  notwithstanding  his  request,  five  or  six  bales  were  disohargod.  Ho  wanted 
to  have  the  bales  placed  on  board  again,  but  the  master  would  not  allow  iL 

K^'^^'^enl  for  plaintiff  for  £27  6*. 
B43  Bad  conduct.  Mr.  Coleman,  in  his  letter  dated  February  18, 1865, 
:  In  the  Thames  Police  Court,  London,  September  Ist,  1864,  (reported  in 
Skipping  Otnette,  of  Sept  2),  in  which  the  master  of  the  Lady  Cecilia 
waasumioontHl  by  the  mate  for  £50,  balance  of  wages ;  the  master  liad  deducted 
Mil  2$  for  bad  conduct,  reduciog  wages  from  £0  0*  to  £'2  10#,  or  in  other  words, 
disrating  the  man  from  mate  to  A.B,  The  magiBtrates  held  that  the  mate 
being  in  possession  of  a  certificate  of  competency  granted  by  tlio  Board  of 
Tmdev  it  must  be  taken  aa  evidence  of  competency,  and  tliat  the  master  had 
no  authority  to  over-rule  or  reverse  the  decision  of  the  Board  of  Trade  on  an 
officer's  competency.  The  opinion  of  the  Attorney -General  and  Solicitor- 
General  is  in  the  Oazetk  of  December  3,  1B64. 

W4     Deficiency^    Thames  Court,  April  5, 1805,    Before  Mr  PARTRtDOE. 

^tpt.  OsoaoK  BaowN,  Botffd  Arthur,  was  summoned  by  Mr.  John  Owen. 

"mate.    Complainant  signed  rooeipts  for  0,552  bags  Unseed  shipped  at 

B,  and  only  0,513  were  delivered  in  London,  for  which  deficiency  M^ 

hargcd.    The  case  of  tlie  David  Q\  Fkmiug  was  quoted  against  him. 

f  % 


06d 


STEVENS    ON    STOWAGE. 


The  mate's  solicitor,  Mr.  Youko,  said  tlie  cftse  read  was  from  a    [MATE 

\  jaewspuppr  report,  of  which  the  magL^itrate  could  Lake  no  notice*    If  no  neglect 

►  could  be  shown  there  was  no  hahility*    Complainant  stated  that  he  tallied  in 

I  ft,652  bags  seed,  5,000  balee  Juto,  700  or  800  bags  sugar,  and  a  large  quantity 

of  saltpetre.     Hq  did  not  tallj  out.     He  was  then  taking  in  cargo  in  Loodoo 

at  the  main  hatch,  while  cargo  was  going  out  at  the  fore  And  after  hatches. 

The  master  told  him  to  look  after  the  cargo  coming  in.     Mr.  Pahtbidoe  Bald 

the  report  shewn  him  was  enough  to  satisfy  hira  what  the  decision  of  Dr. 

r  JjUSH  iNGTON  was,  viz.  that  the  mate  of  a  sliip  was  bound  by  his  signature.    H© 

bad  signed  for  0,55*4  bags,  and  had  produced  no  proof  of  the  loss  of  80,     De- 

fendunt  said  that  tlie  owners  had  paid  for  45  hags,  and  seven  were  afterwards 

found  in  the  dot^ka.     Mr.  Yodno  :  hear  that,  sir;  others  may  be  in  the  docks, 

Mr.  Fahtridoe  decided  in  favor  of  complainant. 

645  BroacMng  Liquids.  In  the  Thames  Police  Court*  Uecembor  SI, 
IflGG,  Mr/rii08.  EoBftON,  mate  of  the  ship  Valditia,  sued  Capt,  John  Clkhent, 
for  balance  of  wages  X2(l.  It  was  sought  to  make  complainant  debtor  for  £38 
for  alleged  deficiency  amounting  to  £03.  There  was  no  entry  in  the  official 
log* hook.  The  luate  bad  duly  reported  that  some  cases  of  wine  and  spirits 
had  been  broached  by  the  crew.  When  he  was  engaged  at  the  main  hatch 
unloading  cargo  in  China,  wliere  thieres  abound,  some  goods  were  at  the  same 
time  sent  out  of  the  fore  hatchway ;  he  could  not  attend  to  both.  The  master 
said  he  made  himself  responsible  for  the  loss  of  beer,  and  charged  the  mate 
only  with  the  deJiciGncy  from  the  cases  of  wine  and  spirits,     Mr.  Pabtridoe  : 

^  bow  do  you  know  they  ever  came  on  board  ?  Capt.  Eodson  :  by  his  receipt 
for  101  caseSi  and  21  not  accounted  for.  Mr.  Partridge  :  do  you  know  what 
became  of  them?  Witness:  no.  Mr.  Partiudoe:  you  cannot  charge  the 
mate  with  the  loss.  It  is  not  boeause  things  are  lost  on  board  ship  that  a  chief 
mate  is  eh  argeable.  You  must  prove  carelessness  or  CLdpablo  negligence.  The 
second  mate's  evidence  was  given  rather  loosely ;  he  discharged  some  beer,  but 
no  0&B6S.  On  being  questioned  olosoly,  he  said,  **  some  cases  did  go  out  of  the 
fore  h&tobw&y,  but  'not  at  that  time' " — a  term  for  wliich  he  gave  no  explana- 
tioOt    Judgment  for  £Hi  17^  Gi  for  the  mate,  and  one  guinea  costs. 

646  MATS.  9'444  ton  of  400  pieces  Archangel,  weigh  81  ton,  and 
occupy  1  keel  or  850  cubic  feet ;  from  Archangel  tbey  are  freighted  6  ^ 
cent,  less  than  bcmp,  fur  any  quantity  not  exceeding  one-sixth  of  a  ahip*s 
cargo,  reckoning  400  pieces  double  and  500  single  to  a  ton. 

647  MEDITERRANEAN  FREIGHTS.  In  the  table  of  tbe 
London  and  Mediterranean  Proportionate  Rates  of  Freight  in  practice, 

J  at  tbe  commencemcnl  of  this  work,  the  fair  proportion  is  lakeu  on  the 
'  register  tonnage  of  vessels,  witli  due  regard  to  their  average  burthen; 
reckoning  07  quarters  of  wheat  to  a  keel  of  424  cwt.  with  5  ^cent,  addi- 
tional for  dead  freight.  Usually  97  quarters  of  wheat,  weighing  from 
60  to  62tb,  ^  bushel,  are  considered  equal  to  1  keel  of  coal  weighing 
21  Ion  4  cwt,  (424  cwt.)  or  to  10  ton  of  clean  hemp  or  flax.    It  is  cus- 


• 


4 


ra   ON    STOWAGE. 


363 


toroary  that  all  mats,  wood,  sticks,  rattans,  &c.  [MEDITERRANEAN 
"necessary  for  dunnage,  stowage,  or  the  preservatioti  of  goods,  sbould  be 
free  of  freight.  When  ballast  is  required  for  a  cargo  of  li^lu  goods^  such 
as  wools,  madders,  corks,  &c.  if  the  ship  be  ballasted  witl»  heavy  goods, 
the  freight  on  the  same  should  be  only  one-third  of  the  rate  payable  on 
a  full  cargo  of  the  like  description  of  goods.  The  Mediterranean  rates 
of  freight  do  Dot  apply  to  what  are  termed  general  cargoes. 

648  METAGE*  Wlien  the  mode  of  paymcni  is  not  inserted  in  ihe 
charter  party,  it  is  the  general  ciistt>m  for  the  ship  to  pay  one  half  and 
the  receiver  of  the  cargo  the  other  balC 

64d  METALS  of  every  description  sbould  be  stowed  under,  and 
separated  from,  goods  liable  to  be  injured  by  contact*  Bundles  of  sheet 
iron,  rods,  pigs  of  copper  or  iron,  or  any  rough  hard  substance,  should 
not  be  allowed  to  come  in  contact  with  balea  or  bags,  rope,  canvas,  felt, 
or  any  soft  packages  liable  to  be  chafed. 

650  Capt.  Parish  says  ''  if  a  column  of  speller,  tile,  copper,  or  any 
other  easily-moved  dead- weight  la  built  up  near  the  after  seutde,  it  will 
be  found  very  convenient  for  trimming  ships  at  sea,  and  save  much  labor. 
Copper  dross  is  excellent  ballast  for  ships^  but  care  should  be  taken  that 
it  does  not  come  in  contact  with  the  iron  water  tanks  so  freqnenily  fitted 
in  the  hold,  for  the  tanks  have  sumetimes  bccji  destroyed  by  the  copper 
dross." 

651  Much  experience  is  obtained  in  steam^ships  regarding  the  in- 
jurious efl*ects  of  metals  and  of  their  liability  to  injury  by  contact  with 
olh«;r  substances,  or  with  each  other.  Formerly  marine  boilers  were  laid 
on  a  close  platform  of  wood,  with  the  view  chiefly  of  preventing  the  bilge 
wateri  in  wooden  ships  especially,  from  washing  up  to  and  corroding  the 
plates*  It  was  found,  however,  that  if  a  leak  occurred  in  the  bottom  of 
the  boiler,  the  brine  diflused  itself  for  a  large  space  between  ihe  bottom 
plates  and  the  woodeu  platform,  causing  great  corrosion.  The  iisual 
practice  now  is  lo  rest  the  boilers  upon  iron  keelsons,  the  bottom  being 
thus  left  comparatively  open  for  examination  and  painting,  and  for  small 
repairs*  In  this  case  the  bilges  under  the  boilers  must  be  kept  quite  clean 
and  dry  by  the  bilge  pumps.  Pipes  attached  to  bilge  pumps  should  be 
made  of  lead,  which  suil'ers  less  corrosion  than  copper,  from  the  acidulous 
bilge  water  of  wooden  ships. 

652  In  a  copper- fastened  ship  the  upper  sleepers  on  which  the  boilers 
rest  should  be  bolted  to  the  main  sleepers,  with  iron  bolts,  as  instances 
have  occurred  where  the  bijilers  have  lain  in  juxta  position  with  the  heads 
of  cupper  buliii,  that  a  hole  has  been  eaten  by  galvanic  action  through  the 
bottom  of  the  boiler  over  t-ach  boh.    The  sleepers  ought  also  to  be  sheathed 


STEVRNS   ON    STOWAGE. 


oil  tbe  top  witli  sheet  zioc»  before  lowering  tlie  bailers  in  [METALS 
place,  lojurinus  effects  are  cansed  to  tlie  shells  of  marine  boilers  by  the 
use  of  copper  blow-oflT  pipes,  feed  pipes,  See,  notwithstanding  the  inter- 
vention between  tbe  ilangeaj  of  sheet  lead  or  zinc  washers  with  camras 
and  white  and  red  lead  cement  joints,  &c, 

653  It  is  necessary,  both  in  marioe  engines  and  boilers,  to  guard 
against  the  destructive  effects  ofgaivanir  action  which  ensues  in  all  cases 
where  two  metals  of  diflerent  degrees  of  solubility  (or  possessing  different 
degrees  of  affinity  for  oxygen)  are  placed  in  juxia  positionj  as  for  instance 
iron  and  brass,  when  the  former  metal  suffers  a  rapid  corrosion  from  being 
the  more  oxidizable  of  tbe  tuo,  while  the  hrass  is  quite  protected.  Tbe 
same  destructive  effect  is  produced  in  all  other  parts  of  machinery  where 
copper  or  brass  remains  in  contact  with  iron;  but  this  proceeds  more 
rapidly  when  sea^water  or  moisture  of  any  kind  is  present,  and  according 
as  the  temperature  is  greater.  In  the  case  of  paddle  engines,  the  wheels 
present  a  convenient  leverage  for  moving  the  engine  by  band  j  but>  with 
the  screw,  mueb  difficulty  is  sometimes  experienced  in  eifecting  thisj  and 
it  has  generally  been  fonnd  requisite  to  fit  some  mechanical  contrivance 
for  ilie  purpose.  One  of  tbe  principal  duties  of  an  engineer,  whilst  in 
harbour,  is  regularly  to  move  tbe  engines  round  through  a  portion  of  a 
revolution,  in  order  to  change  tbe  relative  positions  of  all^  bearings  or 
touching  surfaces.  It  is  found,  that  when  the  iron  piston-rod,  for  example, 
remains  for  even  a  day  or  two  in  contact  with  the  brass  gland,  a  slight 
though  perceptible,  furrow,  is  eaten  in  tbe  rod  by  the  oxidation  of  the 
metal,  induced  by  the  galvanic  action  which  results  from  the  contact  of 
the  brass  and  the  iron.  In  the  Royal  Navy,  engineers  are  instructed 
(when  tbe  ship  is  in  harbour  and  remains  at  anchor  any  length  of  time) 
to  turn  the  engines  partly  round  every  day,  and  note  the  fact  in  tbe 
engine-room  register;  and  captains  are  instructed  to  bave  the  capstans 
turned  round  and  properly  oiled  once  a  week* 

6&4  As  oxidation  is  promoted  by  heat,  tbe  boiler  in  steam- vessel 8 
should  be  kept  as  far  as  possible  from  those  parts  of  the  vessel  which  are 
above  water,  or  means  should  be  adopted  to  keep  them  cool  by  interposing 
non-conducting  substances.  Tbe  plates  in  other  respects  in  tbe  engine- 
room  do  not  appear  to  be  more  liable  to  corrosion  tlian  the  rest,  thus 
exhibiting  a  result  different  from  that  which  was  expected.  Care  should 
he  taken  not  to  connect  copper  pipes  to  the  shell ;  to  avoid  this,  some  add 
short  lengthy  of  wrought-iron  pipe,  with  flanges,  rivettcd  to  the  vessel, 

666  Tbe  retention  of  coal  in  iron  bunkers,  if  these  are  likely  to  he 
influenced  by  moisture,  and  especially  when  by  any  accident,  wetted  with 
sea- water,  will  cause  a  speedy  corrosion  of  the  iron  with  a  rapidity  pro- 
portionate to  its  more  or  less  efficient  protection  from  corroding  inHuences. 
This  corrosion  seems  due  to  the  action  of  carbon  or  coal  forming  with 


STEVENS    ON   STOWAGE. 


365 


ihe  iron^  a  volt&ic  couple,  and  tbus  promoting  oxidaiion.     [METALS 

The  action  is  similar  to  lliat  of  the  tubercular  concretions  which  appear 
on  the  inside  of  iron  water-pipes,  when  a  piece  of  carbon  not  chemically 
combined  with  the  meial,  and  in  conlact  with  aaline  waters,  produces  a 
speedy  corrosion.  Where  the  "make*'  of  iron  shows  it  liable  to  be  thus 
corroded,  a  mechanical  protection  is  generally  found  suflicient.  This  is 
somelimes  given  by  Roman  cement,  bj  a  lininpf  of  wood,  or  by  drying 
oil  driven  into  the  pores  of  the  iron  under  great  pressure. 

650  In  IS56>  Mr.  Maesh,  a  chemistj  discovered  that  it  was  an 
invariable  rale  with  iron  which  has  remained  a  considerable  time  under 
water^  when  reduced  to  small  grains,  or  an  impalpable  powder,  to  become 
red  hot  and  ignite  any  snbstance  with  which  it  comes  in  contact.  This 
be  found  by  scraping  some  corroded  metal  from  a  gun,  which  ignited  the 
paper  containing  it  and  burnt  a  hole  in  bis  pocket.  The  knowledge  of 
this  fact  is  of  immense  importance,  as  it  may  account  for  many  spon- 
taneous fires  and  explosions.  The  tendency  of  moistened  particles  of 
iron  to  ignite  waa  discovered  by  the  great  French  cheinist  Lamert,  aa 
far  back  as  the  year  1670.  Under  the  headings  iron  and  iron  ships  there 
ia  much  information  which  refers  also  to  metals* 


BPIC^IC  QE4TITT— MFTAIiS,   SOLIB. 


Cubic  fbvt 

gravitf 

Cabin  ftfet 

SprcijQo 

Bran,  coBi , 

•     wiro 

BnMuo     *..,*.,. 

C<ppp«r.i»il    .... 

flheet.... 

487  to  524*4 
633* 
624' 
687* 
649* 
666* 

7'8to8-4 
854 
8-4 
8-6 
8-8 
6*9 

.     wrought  do. 
Lead     ...7:..... 
Tin 

444- 

480' 

713- 
466  to  468- 
424  to  449- 

7*11 

7*69 

11*4 

7*8  to  7-6 
6*8  to  7-2 

Zin«  ............ 

MUiLSTONES ;  see  etonea. 

657  MIRABOLINES  or  Myrabolanes.  Dried  wrinkled  fruit  of 
various  specifics  of  the  Ttrminalia^  used  by  tanners  and  dyers.  Bengalp 
Madras,  and  Bombay  ton  16cwt. 

6^8  MOLASSES  or  Melassfs,  in  Portuguese  Mel  de  assucar  or 
mel^Oj  from  meUaiiumt  a  low  Latin  derivative  of  ir«/,  honey,  signifying 
according  to  Nonius,  muBt  concentrated  to  half  its  bulk,  is  the  syrup  or 
m(»tber'Water  that  is  separated  in  the  course  of  maniifaclure  from  the 
crystals  or  grains  of  raw  sugar:  it  drips  from  them  like  honey  from  the 
comb,  a  circumstance  to  which  it  no  doubt  owes  its  name,  and  especially 
u>  its  likeness  to  honey  in  taste,  consistency,  general  appearance,  and 
ut^.  The  name  ia  sometimes  given  to  treacle,  which,  aa  distinguished] 
from  molasses,  is  the  symp  separated  from  the  lowest  boiling  in  refinerioa 


am 


STEVENS   ON  STOWAGE. 


of  sugar,  or  from  the  *'  bastard"  obtained  in  sugar  houses  [MOLASSES 
by  boiling  imporled  molasses.  The  deposit  of  sugar  vrluch  frequently 
Bcttles  at  tlie  bottom  or  in  the  bilges  of  the  casks  during  the  voyage,  is 
called  /^o^, 

65Q  No  dunnage  is  necessary  for  molasses,  excepting  beds  and 
chocks  to  keep  the  bilges  of  the  casks  free ;  care  must  be  taken  to  avoid 
La  ** falling  short  in  the  longers/'  The  ground  tier  should  be  straight 
■fore  and  aft,  each  side  the  keelson,  and  the  heads  separated  by  about  an 
inch;  this  is  done  to  save  the  length  in  the  second  and  third  tiers.  In 
placing  the  ground  tier  the  "breakage"  caused  by  the  masts  is  omitted 
and  filled  with  wood;  to  avoid  '' crossing  the  heads'*  of  the  casks^  each 
cask  should  be  carefully  bedded  and  chocked.  The  first  tier  of  riders  is 
slowed  the  same  way,  observing  that  the  casks  rest  fairly  on  the  ground 
tier,  so  as  not  to  have  the  entire  weight  on  any  one  poinL  The  third  U 
placed  empty,  bedded  and  chocked,  and  there  filled  by  a  hose.  Four 
beights  are  occasionally  taken.  Ship-owners  have  often  to  pay  heavy 
damages  for  leakage  arising  from  stowing  too  many  heights  without  an 
intervening  platform  or  'iwixt  decks.  When  filling  in  the  hold  much 
**muck*'  prevails,  and  the  hogsheads  become  smeared  with  dirt.  After 
each  tier  is  filled,  some  masters  wash  down  with  buckets  of  salt  water, 
which  cleans  the  casks  and  tightens  the  quoins.  Molasses  weipfh  about 
30  p  cent,  more  than  rum,  and  the  weight  increases  if  no  loss  arises  from 
leakage,  to  which  it  is  very  liable.  Spile-boles  arc  sometimes  left  open, 
with  a  yarn  put  in  to  admit  of  fermentation;  occasionally,  when  the 
hogsheads  are  well  quoined,  the  bungs  are  left  out  altogether;  the  quantity 
which  weeps  from  West  India  hogsheads  on  the  passage  home  is  computed 
ihy  some  at  15^  cent.  An  experienced  ILiiverpool  firm  states  that  the  loss 
'arises  more  frequently  from  defective  casks  than  from  defective  stowage; 
if  masters  would  insist  on  having  the  pun  eh  eons  iron-bound^  that  is  with 
.four  iron  hoops  round  each,  there  would  be  much  less  loss. 

660  In  consequence  of  their  slippery  condition,  through  the  waste 
and  muck,  hogsheads  of  molasses  have  been  known  to  turn  round,  on  the 
passage  home,  when  stowed  on  their  bilges,  and  to  w  aste  their  contents 
through  the  bung-holes.  To  avoid  this  a  rope  has  been  laid  the  whole 
length  of  each  tier,  and  firmly  nailed  to  every  cask.  Some  masters^  where 
it  is  practicable,  prefer  stowing  them  on  their  heads,  in  the  half-deck,  or 
'tween  decks,  in  which  case  eand  or  some  other  material  is  first  laid,  so 
as  to  relieve  the  head  from  undue  pressure  near  the  chimes.  To  allow 
for  evaporation,  a  number  of  small  holes  are  bored  in  the  upper  head, 
which  will  never  be  filled  by  the  escaping  molasses;  by  these  holes  it 
will  return  to  the  cask  immediately  fermentation  has  ceased*  In  this 
'case  it  is  absolutely  necessary  that  the  bungs  should  be  secured  by  a  plate 
Ifirmly  nailed  on  them,  or  by  some  other  elliclent  means* 


3TEVENS    ON    STOWi 

661  In  August,  186d,  a  barque  of  430  ton  register,  [MOLASSES 
loaded  molasses  at  Cardenas  tn  the  Island  of  Cuba,  Sbe  was  1 13  teet 
long,  30  broad,  and  19  feci  8  inches  deep;  'tween  decks  six  feet;  and  is 
termed  a  crank  ship,  having  a  great  depth  to  licr  length.  Her  cargo,  a 
full  one,  was  equal  to  800  hogsheads  and  consisted  of  735  hogsheads,  the 
remainder  casks  j  BOme  of  the  hogsheads  contained  150  gallons  and 
weighed  15  cwt,  several  were  20,  and  a  few  21  cvvt.  No  ballast  was  used ; 
and  no  dunnage,  but  the  casks  were  well  quuieed  and  well  chocked  in 
iJie  quarters  so  as  to  keep  the  bilge  free  and  throw  the  whole  weight  of 
crery  cask  on  its  quarter  hoops,  whether  above  or  below.  Four  heights 
were  in  the  bold  and  two  in  the  'tween  decks.  The  casks  were  slowed 
empty  and  filled  with  a  hose;  bung-holes  and  spile-holes  free,  or  the 
casks  would  fly  through  fermentation.  Her  draught  when  laden  was 
18  feet  4  inches  aft  and  16  feet  4  forward^  the  same  as  with  a  dead-weight 
cargo  of  railway  iron  and  coal. 

FOB!  CHABOIB  AT  OUIA. 


Eavaanah.  $     c 

Pilotage  and  int«Tpret«r « .  *  StS    0 

Whaxfi  pilotage  to  $10.      From  $5 •*.  15    0 

Steam'towog^  to  wluurf , . .  IS  GO 

Pilotage  oat  to  sea 10    0 

Tomiftge  dues  on  336  toiif  at  $2  SOe 84180 

leOion  cortailed,  at  $2  SOc S68    0 

PaB»  #3  12c.     Ajmotalion  $3  13c.     Bifip&tch  $4  25c  6  60 

Stamped  paper  ^1  2Be,      OUcio  $6  38c   7  63 

Measurement  ^6  37c.        Tonnage  certificate  $4  25c  10  62 

Consul's  fee« — coumdssion  at  21  ,.««*•*«* 4  25 


Cudi&ai.  $     c 

Entry  and  atompi  #1.      Pilotage,  In  and  Out  #82  ,  •  68    0 

Pi^it  for  diMharging  ballast  #5.        Interpreter  $4  9    0 

aKaiil'0feesN2S<;    Hospital  f  100.    Staredore  #160  264  25 

Tonnage  dnos  on  480  ton,  at  6c     . » 21  50 

Lighterage,  430  hhda,  at  37^0 161  25 

Ditto,           395  blid«,  at  #1 895    0 


On  discharging  at  Liverpool,  in  November,  the  draught  wat — aft  17i  feet> 
furward  1'5.  -The  diminished  draught  arose  chiefly  through  the  loss  of 
Oiolosscs  on  the  passage,  heing  iis  much  as  7a  out  of  600  ton  ;  it  occurred 
chiefly  in  the  'tween  decks,  where,  by  the  rolling  of  the  ship,  ihe  bung- 
bolea  of  the  liogBheaJs  were  turned  downward  ;  as  usual  they  were  stowed 
More  and  aft,  and  the  master  suggests  that  such  easks  (or  even  all  the 
there)  sliould  he  stowed  a^burioUt  by  which,  when  the  ship  rolls^ 
would  come  end  on  against  each  other,  and  would  thus  support 


STEVENS    ON    STOWAGE* 


each  other,  and  involve  mnch  less  risk  of  their  turning,  [MOLASSES 
In  the  hold,  the  casks  being  stowed  in  the  *'ruuncl  "  of  the  ship,  her 
working  at  sea  only  teoded  to  tif^bten  tbem  where  ihey  were  slowed  j  but 
the  upper  tier  here  not  being  so  tight,  it  might  be  prndent  to  stow  that 
tier  a-bttrkm  also*  Fan  of  the  loss  arose  from  imperfect  casks.  The 
average  loss  from  Cardenas  is  9  ^  cent ;  it  haa  been  as  little  as  6  ^  cent* 
Five  heights  of  casks  have  been  slowed  at  Cardenas ;  wood  is  dear ;  native 
stevedores  are  employed*  Fourteen  days  were  occupied  in  loading  and 
about  three  weeks  in  discharging  j  tlie  casks  partly  empty  had  to  be  filled 
from  the  others,  before  weighing.  The  season  for  shipment  at  Cuba  is 
principally  in  August  and  September,  after  the  sugar  season;  small 
quantities  are  shipped  m  the  spring.  This  barque  discharged  general 
cargo  from  Marseilles  at  Havannah  (Ctiha),  and  then  loaded  molasses 
at  Cardenaa*  The  lighterage  there  is  37i  cents  per  hogshead  in  the 
inner  roads  and  a  dollar  in  the  outer  roads.  Her  tonnage,  430  ton,  waa 
taken  by  the  Spanish  laws  as  520  ton,  and  the  port  charges  for  dis- 
charging were  $2  30  cents  ^  ton.  Pilotage,  in  §20,  out  §10.  The  light* 
in  addition*  For  loading  at  Cardenas  the  charges  are  5  cents  ]^  ton ; 
pilotage  heavy*    If  a  ship  takes  coal  to  Cuba  the  port  charges  are  2«  Jp-  ton, 

602  Leakage*  EUzaheth  Baring  v.  TwiZELt,  Queen*B  Bench,  May  14, 
1853 ;  in  this  case  it  was  decided  that  leakage  of  casks  of  molasses,  weather 
being  such  as  might  be  reasonably  expected  on  a  voyage  from  the  West  Indies ; 
sbipowner  held  liable.  It  is  not  enough  to  show  tliat  the  cargo  was  properly 
Btowed ;  the  burden  rests  with  him  to  prove  that  damage  was  caused  by  the 
perils  of  the  sea.  Jn  the  Bristol  County  Court,  January,  ls5T,  Mr.  Haxcook 
brought  an  action  against  the  steamer  Pioneer^  for  llio  value  of  two  puncheons 
(out  of  five)  stiipped  perfect  in  London,  but  delivered  with  their  heads  out  at 
Falmouth,  A  notice,  limiting  the  liabiiity,  having  been  previously  served  on 
the  shipper,  molasses  well  stowed,  and  heavy  weather  experienced,  judgment 
was  given  lor  the  ship  with  costs. 

Tonnage.  Bengal  and  Madras  Ion  20  cwt ;  in  Austi^alia,  20  cwt.  At 
Bahia«  INl  old  gallons  in  pipes.  A  hogshead  of  Havaunah  110  gallon;  a 
ooboy  at  Cuba  110  gallon. 

663  MONSOONS  have  a  very  important  efTect  on  the  produce  of 
the  land,  and  in  some  measure  govern  the  harvest  j  a  knowledge  of  them 
is  therefore  very  necessary  to  masters  and  shippers  in  order  to  select  the 
season  suitable  for  the  arrival  of  a  ship  at  certain  porta  of  loading. 
Monsoons  are  periodical  winds  which  blow  half  the  year  from  one  quarter 
and  the  other  half  in  an  opposite  direction*  They  are  most  steady  in 
the  East  Indian  sens,  especially  north  of  the  Er|uutor,  from  tlje  coast 
of  Africa  to  the  eastern  side  of  the  Bay  of  Bengal;  also  in  the  China 
Seas,  but  less  regularly  in  the  nortliern  part.  The  Suuih-tvest  monsoon 
(rainy)  April  to  October,  between  the  Eij^iialor  and  iJic  tropic  of  Cancer, 


STEVENS    ON    STOWAGE. 


369 


IK 


ftcbes  trom  the  east  coast  of  Africa  to  tlie  coasts  of     [MONSOONS 

ndin,  China,  and  the  Philippine  Islands ;  its  influence  extends  sometimes 

to  about  longitude  145  E,  und  it  reaches  a^  far  Jiortli  as  the  Japan  l&litnds, 

he  Narth*easf  morisoon  is  dry,  as  ihe  wind  comes  from  the  land  ;  it 

retails  from  Octr>ber  to  April,  and  extends  over  nearly  the  same  spacti 

aa  the  soaih-west  nronsov>n»     A  Nt^rtk^went  monsoon  accompanied  by 

trt,  prevails  from  October  to  April,  and  a  Sotttk-east  monsoon  (dry)  fi*om 

pril  to  October,  between  the  oonh  east  coast  of  Madagascar  and  the 

nortb-weBt  coant  of  New  Holland,  incUiding  also  Torres  Straits.     They 

•re  generally  confined  between  the  Rqnator  and  latitude  10  or  1  rS»  but 

are  snbj#-a't  to  iiTCCfTilariiics.     A  south-west  monsoon  prevails  from  April 

rto  October  in  the  Mozambique  Channel.     Monsoons  blow  periodically 

wards  that  hemisphere  in  which  the  snn  is  found,  and  has  bad  time  to 

arm  the  land  above  the  temperature  of  the  adjacent  seas.     Hurricanesi 

sually  occur  in  bulh  hemispheres  abuut  a  month  after  ilie  sun  has  returned 

from  the  tropics  about  iivo  degrees  lowtirds  the  Equator,     In  Bombay 

e  fair  season  commences  usually  on  October  I,  and  closes  May  31 ;  the 

lOQsoon  begins  June  1,  and  ends  SepLember  30, 

064     Tkadb  Winds  blow  regularly  (with  occasional  modifications) 

Vitbin  or  near  tlie  tro^ncs,  especially  in  the  open  parts  of  the  Pacific  and 

Atlantic.     The  chief  region  is  between  latitude  23i'N.  and  ^Si^'S;  in 

)roe  parts  they  extend  to  28'' N.  and  S,  while  at  others,  well  w^ithin  the 

picA,  and  even  close  lo  the  line,  totally  different  winds  prevail.    Norlli 

f  the  line  tlie  trades  are  tiorth*efist ;  south  of  it  tliey  are  called  south-eastj 

(It  neither  blows  direct  from  the  quarter  indicated — they  blow  more  or 

HB  from  the  eastern  luwards  the  western  \inn  of  the  compass.     The 

>utbL*rn  mar^^n  of  the  norlh-easi  trades  ranges  between  6""  and  6''  north 

tJlude,  but  from  December  lo  May  inclusive,  it  frequenlly  reaches  to 

N;  from  June  to  November  it  seldom  extendi  as  far  as  8%  and   13 

mally  at  14".     The  northern  limit  of  die  S.E.  trades  is  from  January  to 

lay,   TorS'N.  latitude;  in  summer  and  auttumn  it  is  a  degree  or  two 

till  further  north.     At  the  equatorial  limits  of  both  trades  tliey  blow 

'AStcrly,   At  their  tropical  limits  the  trades  blow  N.E.  or  S.E.  respectively. 

666     MOTHER  OTEARL  shells,  drops,  &c.    Bengal  and  Madras 
Ion,  bag^  or  chests  20  cwt  j  Bombay,  bngs  20  cwt,  cases  50  cubic  feet. 

660     MUNGO    is  the  term  adopted  for  woollen  remnants  and  old 

;  judjciously  used,  it  is  said  the  material  may  often  bca  reol  advan- 

iffe  as  regards  the  touch  and  appearance  of  the  cloth  made  from  it*  but 

exccH^  it  produces  poorness  of  texture.    Shoddy  was  first  brought  iniii 

t  1813  nt  Batley,  near  Dcwshury.     Mungo  was  adopted  in  ihc 

rice,  but  at  «  later  period.    Shoddy  h  the  produce  of  soft  woollen 


370 


STEVENS    ON    STOWAGE 


I 


raes»  sucb  as  old   warn*out  carptas,  fliinnel:^,  guernseys,      [MUNGO 
M'X-khigs,  and  similar  fabrics.     Munga  is  the  produce  of  worn-out  brond 
or  similar  clotlis  of  fine  qtialily,  and  of  tbe  slireds  and  clippings  of  cloth. 
The  origin  of  ibe  word  **  mungo"  is  aaid  lo  be  as  follows :  a  manufacturer  . 
gave  aome  of  the  materials  to  his  foreman,  who»  after  trial  in  llie  shoddjl 
machines,  came  back  willi  tlie  remark,  "It  winna  go;*'  when  the  master! 
exclaimed,  "  But  it  mun  go,"     These  oltl  woollen  rags  are  collected  unii 
im]>oried  from  India,  China,  Egypt,  Turkey » liiissia,  and,  in  fact,  all  purls 
of  the  world  where  woollen  garments  are  worn*    They  come  to  Yorkshire, 
from  districts  where  plague,  fever,  smallpox,  and  loath  some  skin  disea 
extensively  prevail ;  they  are  sorted  by  human  fingers  when  the  bales  ar«l 
opened  before  being  placed  in  machines  wl»ich  tear  up,  separule,  and^ 
cleapse  the  fibre  for  manufacture;  bnt  the  Rivers*  Commission  mention 
that  50  years'  experience  has  proved  that  these  rags  are  not  in  any  degree 
dangerous  to  the  healih  of  ibose  who  work  among  ihem,  although  in  many 
of  the  countries  where  ihey  arc  collected,  they  are  believed  to  be  pecti- 
Hat  ly  pi  ague -bearing  materials.    The  lapse  of  time  in  collecting,  sorting,] 
and  Iransmilting  the  rags^  and  the  possible  destruction  of  awy  special! 
f>oison  by  friction  or  otherwise,  must  be  taken  into  account.    Mixed  with  ' 
wool,  shoddy  or  mungo   is  largely  used  in  th€  manufacture  of  cheap 
brofldcloths,  finer  cloths  for  ladies' capes  and  mantles,  pilots,  witneys^j 
friezes,  petershams,  pea  jacket?,  blanket.'?,  ^c.     Felted  cloth  is  extensively  ' 
manufactured  with  ii,  and  used  for  table-covers,  carpets,  druggets,  and 
horse-clotha*     In  ibe  docks  at  Hull,  mungo,  being  hazardous,  is  only  ^ 
housed  in  a  place  by  itself;  the  rent  is  charged  by  ngreement.  ^M 

667  MLTNJEET,  a  species  of  rw6f«  iinchmm  or  madder,  produced 
in  Nepanl  and  various  districts  in  India*  It  is  so  bulky  that  brokers 
estimate  £4  ^  ton  freight,  as  equal  to  1 1*  W^cwt.  on  the  value  of  the 
article.  It  is  mostly  in  small  packets  of  600  or  800  to  a  ton,  but  some- 
limes  it  is  packed  in  bales  like  cotton.  Bengal  and  Madras  ton,  cases  ^ 
or  bales  50 cubic  feet;  Bombay  ditto,  and  in  bundles  or  bags  ]2cwt.       ^| 

668  MUSICAL  INSTRUMENTS  require  a  very  dry  berth,  and 

for  ihfc  cases  to  be  kepi  the  right  way  up. 

669  MUSK  is  obtained  from  a  small  bag  under  the  belly  of  a  species 
of  deer  inhabiting  the  great  Alpine  mountain  range  which  bells  the  north 
of  India,  and  branches  out  into  Siberia,  Thibet,  and  China.  The  musk 
from  Boulan,  Tonquin,  and  Thibet^  is  most  esteemed ;  an  inftiior  sort 
comes  from  Bengal,  and  a  still  baser  sort  from  Russia.  A  single  musk 
pod  usually  contains  from  two  to  three  drachms  of  grain  musk.  It  i$ 
imported  from  China  in  caddies,  lined  with  sheet  lead  and  paper,  and 
CimtaiBing  from  50  to  100 oz,   each*     It  is  often  adulieraied  with  the 


I 


k 


STEVENS 


animars  blood,  with  darlt  friable  earth,  and  with  lead.  As  llie  [MUSK 
odour  18  very  penetrauiig^  il  should  be  kept  apart  from  goods  liable  lo 
become  uinied  wiili  it.    The  endurance  of  this  odour  is  marvellous  ;  when 

Ilu6TiNiAN%  in  538,  rebuilt  what  is  novr  the  mosque  of  Sl  Sophia,  the 
portar  was  charged  with  musk,  and  it  is  aaid,  that  the  atmosphere  is 
piled  with  the  odour  at  the  present  lime.  The  late  Honorable  East  India 
Company  ordered  that  no  musk  be  brought  in  the  same  ship  will*  tea* 
Tonnage,  20  cwt.  go  to  a  ton ;  Bombay  5U  cubic  feet.  A  bo.v  containing 
a  pecul  of  Chinese  musk  meafiures  8  cubic  feet;  6}  go  to  a  ton. 

670  MUSTARD  is  manufactured  chie%  in  Leeds,  Liverpool,  and 
London;  its  weight  is  equal  to  that  of  whetuen  fluur,  and  it  i;^  shi])ped 
during  all  parts  of  the  year.  Tt  is  made  up  in  kegs^  also  in  tins  and 
bottles,  which  arc  packed  in  Logslieads;  (he  iveights  therefore  vary  from 
SStb.  to  two  or  three  cwt.  Alanufacmrcns  prrfL-r  for  stowage  the  coolest, 
most  airy»  and  driest  part  of  the  li*dd ;  and  the  pressure  of  heavy  goods 
must  be  avoided.  Mustard  sliould  be  placed  at  a  distance  from  tar, 
petroleum,  napiha,  essential  oils,  and  aromatic  drugs.  The  tares  in 
bottles  and  small  tins  are  about  one-half. 


^ 


671  NAPTHA  ;  tbere  are  two  sorts,  wood  naptha  or  pyroxilic 
•pint,  and  e^al  naptha  or  benzole  j  specific  gravity  0'7Q0  to  0*847,  It 
^OUght  not  to  be  stowed  near  lea,  &.c ;  some  masters  refuse  naptha  unleaa 
n  iron  casks;  tbe  Liverpool  underwriters,  April  16,  1858,  reeommend  il 
4o  be  atowed  on  deck  and  packed  in  small  iron  tanks,  or  very  strong 
wooden  casks,  weigbing  not  more  than  2  cwt,  so  as  to  be  easily  handled 
on  an  emergency.  In  case  of  breakage  or  leakage,  avoid  taking  a  lighted 
eandle  near,  for  naptha  is  not  only  inflammable  of  itself,  but  its  fapour 
b  highly  volatile  and  combustible.  Naptha  and  turpentine  bum  more 
fiercely  by  the  application  of  moderate  quantities  of  water*  Where  it 
h  possible  to  apply  ihem,  wet  blankets,  or  wet  sails  or  sail  cloth,  may 
posaibly  stifle  the  fire,  if  applied  closely ;  see  dangerous  goods. 

672  Conflagration,  On  Christmas  day»  18&7,  the  sliip  New  England 
left  New  York  lor  tiliisgow.  A  fierco  storm  came  on  and  caused  tbe  sea  to 
fiweep  over  and  piytially  fill  the  vessel.  The  crew  were  ordered  to  tbe  pumps, 
and  in  tbe  midst  of  hall  and  rain,  they  day  after  day  stood  up  to  their  waists 
in  water»  and  almost  perished  with  cold.  Notwithstanding  tlieir  efforts  the 
valer  gained  ground  and  she  began  to  sink.  The  master,  A.  Penoeb,  directed 
etrtsin  portions  of  the  cargo  to  be  thrown  oyerboard,  with  a  view  of  keeping 
bar  afloat  a  little  longer.  During  the  lightening  of  ili&  ship*  by  some  circum- 
BUnoe  or  other,  a  large  quantity  of  naptha  ignited,  and  after  causing  a  fearful 
eiplo«ioD»  ran  in  liquid  flames  over  die  deck,  muking  dreadful  havoc  among 
thi*  Miamen.  One  person  (Tavlob)  was  standing  on  a  part  of  the  vessel  under 
which  the  napihn  wis£  stowed,  and  when  the  explosion  occurred  he  was  com- 
pletely enveloped  in  flames;    live  others^  including  the  flrst  officer,  were 


372 


STEVENS    ON    STOWAGE. 


i 


drRadfuU^  biirut ;  nnd  in  addition  to  iht  hmning^  one  boy  bad  [NAPTHA 
his  thigh  broken.  Tlie  men  who  escaped  more  serious  injuries  had  their  fftce©  | 
facorcbed  and  lih^clirued.  \Vhen  matters  were  fast  approaching  a  crisis,  lli6  j 
barque  Coia  Linn,  Capt.  J.  Gondey,  camesiitiicientlv  near  to  rescue  the  whole. 
Tbe  Djan  niOBt  burnt  died  on  board ;  the  others  were  bcnt  to  the  hospital  at 
Liverpool,  January  i24.  Tlie  fir^t  officer  wns  fltanding  by  the  galh\v  door,  and 
within  four  or  five  feet  of  Taylob,  when  the  explosion  took  place.     Hia  eJothea  . 

look  fire  ;  he  (?ot  off  as  soon  as  po&sible,  niid  had  the  presence  of  mind  to  tear^ 

off  his  clothes  m  part»  aiid»  with  the  partes  torn  asunder,  to  smother  the  flr«;  ^^ 
h^  eeeft]icd  in  his  dtawers  without  burns.  ;ii 

673  NETHERLANDS,  The  principal  ports  arc  Amsterdnm— ■ 
entrance  Nieiiwe  Diep  or  Texel ;  RoUerdani ;  Schiedam;  Dordrecht — 
entrance  fur  sleumers  and  eoastoK,  Bridle  or  Helvoelsluys,  and  for  ship* 
ilrawiiT^  more  than  16  feet  Brouwcrshaveii.  When  ships  draw  tou  nmcli 
water  lo  go  ihrtnigh  tlie  Maas  entrar^ce  at  Helvoel&lnys  or  Briellci  they 
ran  gu  to  Brutiwert^lmven  where  there  is  always  suflicient  depth  ;  li*;hterB 
are  constantly  ready  to  reduce  a  ship's  draught  to  18i  or  19  feet  F.nglisb. 
Holland  IraJee  chieHy  with  Java^  Ausiralioj  North  America^  and  Soath 
America.  The  exports  to  Java  are  cotton  goods  and  provisions;  to  North 
America  gin,  madder,  flax,  and  German  wines;  to  Australia  gin  in  case* 
measuring  from^S  to  3  feet  and  containing  4  gallons ;  and  to  South  Amer- 
ica, giUj  sugar  in  casks  of  6  feel,  and  sundries.  As  there  are  more  imports 
than  exporlS)  sand  ballast  is  often  required ;  masters  sliould  be  careful  not 
lo  engage  with  those  who  liavc  insufficient  means  to  complete  their  con- 
tract,  OS  when  westerly  winds  prevail,  ships  have  to  w  ait  more  than  a  week 
before  they  can  get  sand^  and  then  it  is  bo  wet  that  it  conti\ins  15  ^^cent. 
of  water.  Good  ballast  is  usually  obtainable  from  a  steam  dredger  which 
is  stationed  near  Rotterdanb  where  there  are  always  licensed  lighters  at 
hand.  Trade  is  carried  on  almost  excltisively  by  a  measure  called  a 
Last,  nine  of  which  make  17  Netherland  tons.  Two  lables,  Nos*  1  and  2, 
inserted  page  374,  show  the  proportion  which  the  last  hears  to  the  ton  and 
the  ton  lo  ihe  last.  Table  No.  3  contains  the  India  scale  of  Tonnage  per  1 
last  delivered.  Table  No.  4  gives  the  Rates  of  Tonnage  in  the  East. 
In  njcasuring  ships  429  Netherland  tons  are  equal  to  400  English.  Under 
the  headiug  Tonnage  there  arc  tables  showing  the  proportion  of  the  ton- 
nage of  the  ships  of  the  iwo  nations. 

t>74  With  reference  to  loading  in  Java,  an  English  masler  says —  | 
•'  When  engaginjT  for  nuxed  cargoes  from  Balavia,  Cheribon,  ond  Tagal, 
(all  on  the  rjonh  coast  of  Java,}  that  is,  tin,  arrack,  sugar,  jiepper,  India*  \ 
nibberj  gura  benzoine,  cassia-vcra  (low  quality  of  cinnamon),  and  dry 
hides,  maMvrs  should  charter  by  the  last,  m  shown  in  (able  3,  and  not  by 
the  ion,  as  ihtfrc  is  then  no  tare.  Pigji  or  blocks  of  tin,  which  are  about 
l^ewi.  each,  or  }  picol^3i  kilos,  should  be  placed  on  the  floor  athwart* 


I 


I 


phipSy  Kil)ou(  BIX  inches  apart,  so  as  to  leave  a  water     [NETHERLANDS 

Icourbe.    Care  should  be  taken  in  BUming  the  arrack;   the  beds  are  found 

r  Uy  the  merchant^  lo  be  dtdivered  on  discharge  of  the  cargo  in  Holland. 

I'he  master  is  expected  lo  take  a  qtiautily  of  sapan  wood  as  dunnage, 

I  die  cost  of  which  is  paid  by  the  ship  ;  it  should  not  be  put  between  the 
tnib  of  the  casks,  for  on  the  passage  (being  very  hard)  it  may  work 
UirODgh  the  heads,  and  the  loss  by  kakage  would  fall  on  the  ship.  Stow 
^M»pp^r  in  ihc  ends,  india-rubber  where  convenienl,  amongst  the  sugar. 
iu  baskets  are  sometimes  pRcked  very  loosely  in  Batavia,  and  are 
,.  :..  .:.  10  &luw  advantageously  as  one  end  is  round  and  the  other  square ; 
ifc«y  coulaiii  from  5  to6  cwt.  Cheribon  and  Tagal  baskets  are  jmcked 
c1a»^r,  and  are  so  far  belter  for  stowage;  some  are  6  or  8 inches  lunger 
ibiin  others  ;  con^iiderable  judgment  is  required  when  stowing.  Nothing 
ihou]d  he  ptiiced  on  the  cassia,  which  is  rolled  up  in  loose  mats." 
C7*5  All  iniellrgent  Dutch  stevedore  (wha  has  had  great  experience 
ill  ibc  Java  trade)  observes  ibat  a  Java  cargo  should  b«  very  carefully 
dunnnged;  generally  block-tiu  is  used  as  deseribtd  above,  then  rattan  or 
sapan  wood,  and  cujang  (kaijang)  mats  over  all  the  ^ides  of  ihe  liohl. 
The  hulk  of  the  tin  below  :  the  remainder  should  be  kept  lo  trim  the  ship^ 
and  decrease  tlie  chance  of  rolling  at  sen.  iJides  (dry)  should  be  doored 
lover  a  flat  tier  of  sugar,  Qliitig  up  with  co0ee  or  rice;  never  stow  hides 
'under  sugar,  Ventllute  as  much  as  possible  during  the  voyage.  In  hand- 
ling tobacco  avoid  tbe  use  of  hooks  and  do  not  press  heavily*  Anack  takts 
I  about  120  Kng,  feet  per  last,  or  three  casks,  called  in  Dutch,  leggers.  A 
'\  last  ill  Java  is  computed  at  2  81  cubic  metres*  governnicnl  measure,  or 
100  English  cubic  feet ;  long  experience  only  can  give  an  idea  bow  to  load 
[  ships  there  profitably  as  although  the  1  ajutage  is  the  satiie,  the  exports  and 
[  the  packages  vary  at  the  diflerent  ports.  Wheu  chartering  always  insert 
'  the  number  of  discharging  days  in  Flolland.  For  disehargiug  *250niea» 
I  ftured  lasts  of  Java  cargo,  HO  working  days  aie  allowed,  and  one  day  more 
for  every  additional  last«  according  to  the  Netherlands  Trading  Society. 
'  When  no  discharging  days  are  stipulated  for  by  charier  party  or  bill  of 
'  lading,  the  Dutch  law  allows  16  working  days  for  unloading.  The  ship 
'  pays  all  flic  cost  of  weighing  and  measuring  cargo.  When  cofTee  is  very 
light,  lhela*4lage  is  determined  by  placing  twelve  bushels  of  average  coffee 
in  thn;e  bags  and  weighing  iheni ;  their  weight  determines  the  last;  this 
'  if  ooly  done  when  chartered  with  government  coifce* 

^  1 000  kilos        =1  cubic  metre  of  wftlcr, 
1  English  toii=l,0J5  kilos. 


*  IZ'^i  cable  inctr«»  is  the  RUnditnl,  hut  exceptms  tolmcco,  the  meAnmsinenl  of  «  Jtsnk 
00  li  mM  to  be  Rgoinit  tbo  ••bip  on  Ibin  »tiuitliur<l ;  on  ftn  Avertge  n  Dntcb  Imit  meuur«>t 
Aft  100  cable  fe«t  EogUtlt.    At  pttge  376  th«ro  U  a  Java  diArt«r  pArtj. 


n 

^^^^^^^^^^    #  '  11 

^^^H^BH 

■ 

374 

STEVRNS   ON    STOWAGE.                                 ' 

Vo.  1.    NEfHSEUOS  TABLE  TOE  TITEimra  LASTS  IFXa  TOKa. 

1 

kvt                   Km 

iMl                    ton 

last                 ton 

Uwt                ton 

1      ....        1-9 

28       ....       62-9 

55       ....     104' 

89     ....     155- 

\ 

9      ....        8-8 

29       ....       54-8 

56       ....     105-8 

88     ....     156*9 

11 

8       ....        6-7 

90      ....       66-7 

57       ....     107-7 

84     ....     158-8 

J 

4      ..,.        76 

31       ....       68-6 

58       ....     109-6 

86     ....     160*7 

m 

5       9-6 

32       fiO  6 

69       ....     111-6 

86     ,,..     162*5 

■ 

6       ,...       US 

83       ....       62*4 

60       ....     118"4 

87     ....     164  4 

■ 

r       ....       13-2 

84      ....       64'8 

61       ....     115  9 

88     ....     166-3 

■ 

8       ....       15-1 

86       ....       662 

62       ....     117-2 

89     ....     168*2    I 

V| 

9       ....       17* 

86       68- 

63       ....     119-1 

90     ....     1701 

10       ....       18  9 

37       ,...       69-9    ' 

64       ....     121* 

91     ....     172* 

11       ,...       20-8 

38       ....       718 

65       ....     122*9 

92     ....     173-9 

12       ....       22-7 

89       ....       73-7 

66       ....     124-7 

93     ....     175  8 

13       ....       246 

40       ....       75-6 

67       ....     126-6 

94     ....     177-7 

14       ....       2«'fi 

41       ....       77*5 

68       ....     128-5 

96     ....     179*6 

m       . , . .       28-4 

42       ....       79*4 

69       ....     130*4 

96    ....     181*4 

le       ....       80-2 

43       ....       B13     ' 

70       ....     182  8 

97     ....     1833 

17       ....       82  1 

44       ....       63-2 

71       ....     1S4-2 

96     ....     185*2 

18       ....       84- 

45       ....       851 

72       ....     1861 

99     ....     187*1 

19       ....       35-5 

46       ....       86-9 

73       ....     138- 

100     ....     189- 

90       ....       37'8 

47       ....       88*8 

74      ....     189*9 

200     ....     378' 

21       ....       397 

48       ....       90-7 

75       ....     141-8 

800     ....     667* 

J 

S9       ....       41'6 

49       ..-.       92-6 

76       ....     148*6 

400     ....     756* 

■ 

98       ....       43"5 

50       ....       94-5 

77       ....     145*6 

600     ....     945* 

■ 

24       ...       45  4 

51       ....       96*4 

78       ....     147*4 

600     ....  1184- 

26       ....       473 

sa      ....      9S-8 

79       ....     149-3 

700     ....  1928* 

^^m 

M       ....       491 

53       100-2 

80       ....     151*2 

800     ....  1612* 

■              27      ....       fil* 

54       ....     10*21 

81      ....     1681 

1000     ....   1890-      1 

Kg.  2.    KETHEELAITDS  TAILS  JOB  TUBHIlie   TOIFS  DTTO  LASTS. 

ton                   lut 

ttm                 lut 

ton                    lut 

ton                 iMi 

1       ....       0-5 

SO       ....     15-9 

69       ....      31-1 

88     ....       46  5 

2       ....       11 

31       ....     16-4 

60     ....    ai-7 

89     ....       47*1 

8       ....       16 

Sa       ....     16-9 

61       ....     82*3 

90     ....       47  6 

4      ....       21 

83       ....     17-4 

69       ....     82-7 

91     ....       48-1 

8      ....      2  6 

S-l       ...     18* 

63       ....     88*2 

92     ....       48-6 

6      ....      8  2 

8S     ....    ia-6 

64       ....     33-9 

93     ....       49-2 

^M 

7       ....       87 

86       ....     19' 

65       ....     84-8 

U    ....       49-7 

8       ....      4*2 

,H7       ....     I9"6 

66      ....     84-9    ' 

95     ....       50  2 

9       ....      4-9 

88       ....     201 

67       ....     86-4 

96     ....       50-7 

10       ....       5-3 

89       ,.-.     20-6 

68       ...     85*9 

97     ..♦.       51*8 

11       ....       58 

40       ....     211 

69      ....     38*4 

98     ....       51-8 

12       ....      6-3 

41       ....     21-7 

70       ....     37- 

99     ....       52  8 

18       ....       69 

42       ....     222 

71       ....     87*5 

,      100     ....       52-9 

14      ....       7-4 

43       ....     22-7 

72       ....     38- 

200     ....     105*7 

18       ....       79 

44       ....     23-3 

73       ....     38  6 

800     ....     168*6 

16       ....      8-6 

45       ....     23*8 

74       ....     39-1 

400     ....     211*6 

17      ....      9 

46       ....     24-3 

76       ....     89  6 

500     ....     264-3 

18      ....       9  5 

47       ....     24  8 

76       ....     40-2 

600     ....     817*3 

19       ....     10- 

48       ....     25-4 

77       ....     40*7 

700     ....     370*1 

90       ....     10-6 

49         ...     25-9 

78       ....     41-2 

800     ....     422  9 

tl       ....     Ill 

50      ....     26*4 

79      ....     41*7 

900     ....     475-8 

22       ....     11-8 

61       ....     26*9 

80       ....     42-8 

lODO     . . , .     628*7 

28       ....     12-2 

52       ....     276 

81       ....     42-8 

1100     ....     581*6 

24       ...     12  T 

53       ....     28' 

82       ....     43-8 

1200     ....     684*6 

28       ....     18^ 

64       ....     28-6 

63       ....     48-8 

1300     ,...     687-4 

96       ....     13*7 

66       ....     29* 

84       ....     44*4 

1400     ....     740-a 

27       ....     143 

56       ....     29-e 

85       ....     44  9 

1500     ....     798-2 

2a      ....     143 

57       ....     80-1 

86      ....     46*6 

1700     899- 

29      ....     158 

68       ....     80-0 

67       ...«     46* 

1900    ....  1004*6 

1 

STEVENS    ON    STOWAGE. 


Ho,  3.     SCALE   IH   LA8TA0E  OF   BTTTCH  EAST  IHBIA    Co. 
According  to  Last  delivered,  as  below. 


Afrack leggers 

lYerM,     Ned.lb. 

Lign<c«     • 

Cocbfmillo,  C€>cUneal    . , 
EbbvnUoui,  Ehonjf    ,, ., 
Fo*«lit^,  Tin/oil    ........ 

Oom  Beiuoln,  Gum  .... 

Goni  D&mur,  Gum     * , , , 
Gom  Elaaticlci    Qum 

Oom-Copol^  Qu^m 

Goiid<niid,  Ootddmt 

GofU  Pereba , 

Henjiep,  Nrmp 

fiaidea  lot*,  Utdet^  hate 


950 

950 

1,50(> 

%om 

1,200 
1,750 
1,5M 
1,400 
1,600 
2,0(X> 
1,400 
900 
1,200 
1.300 


SmiiIit(Iii  cmkelo  of  dnbb. 
ftul),  Cmnphor  in  iingle 
pr  dituttU  paekoQej 

EcAMil,  Oitmamon    .«. . 

Koj^t  Ojpper   

lCiLrk»iiift,  TStrmine  .... 


1,100 
950 
2»0OO 
1,^00 
1,800 


Eo ffi j  (r At«&)    in  caskt . .     Ned.  Ib« 
Id.  Leg  (balen)  superior . . 
Nagclon^  C/af»     .«,**. 
KofB|veo0Md,    Oofes 

mociepings 

Noten  (gsTe)f  Nutmega  , . 
Id.  (geinfect),  uni^ound ,, 
NoteBzeep,  Nutmeg  toap 
Partilmoer,  Mother  o'peaH 
Peper  in  balcni  Bepper  in 

bafts    , 

Rijut,  Rice  ., ,.. 

Sago      

BchiMpad,  IbrUnte  iheU 
Buiker  konftMen  of  kmn- 

jangs.  Sugar  in  hatkeU 

Tabak,  7hfpae& 

Thee(J&r&),   Tea    

Tin 

YIm,  JHax 

Ww.  Wax 

Wol,    Wool  ..*.. 


376 


1,650 
1,000 
1,000 

2,000 
1»600 
I,S50 
1,500 
2,000 

1,600 
2,«0J) 
1,500 
1,000 

2,000 
BOO 
990 

2,000 
900 

2,000 
050 


Huidcn  (b  pakk«&j  taler  te  rt^gdmii     ITidef ,  in  p^tkagn^  i^» ptr  agrttmtwL 


ro.4.    SCALE  OF  TOTTNAGE   OF   BITTCH  EAST  IKDIA  Co. 
Tbe  weighti  are  set  weight  diilivexed. 


old  gab.  252 


cwt. 


ewt. 


L  Plitvlutf  loOM 

.dri«d 

iltnbb«r    


15 

€000 

10 

a 
e 
s 

12 
20 

18 
20 
Ifl 
20 
IS 
20 
20 
21) 
2(J 
20 
20 
lU 
20 
80 


Indigo    cub.  feet    60 

Mace .,.«.....  ewt.  8 

Motber  o' Pe«rl •  90 

Nntmegu *  Ifi 

Paddji  looie     .  iO 

Pepper,  black   .  16 

white ,       -  18 

long     -  IS 

Rattft&R >  90 

lUco    .  90 

Bogo  flour .  90 

-     penrl     90 

bruwu     ............          «  18 

Bttgw -  90 

TftiDftrhidii     *  90 

Tortoiae  Bbelhi     ^  90 

Tin .  90 

Tobacco     •  li 

Turmeric "  10 

Good«  not  enuskeittied    «•  enb.fSoet    60 


U  be&ry  «i  the  before  fnentlooed  imie^ 

according  to  tpeclea. 


•  tV  Inm^riaJ  ^on -4M Utrw  -,  |  Utrv*. '0001  mible  A9tr« ;  1  eubk  nMtra- 33  9 EngliAh  btl. 


376 


STEVENS    ON    STOWAGE, 


HEISBBLAim&-JAyA  CHABTEB  FABTT. 

LoM)oi*,  Feb.  14;  Hambubo  17,  ISGS.     It  ia  this  day  mutnally  agreed  betiretin 
ownert  of  the  good  Bdilsh  reu^el  cftUed  the  H75  ton  regutor,  5-61-1  YeriUi 

guaranteed  for  the  time  of  tho  vojoge  sad  yellow-metallsd,  now  lyln^  ut 
Messrs.  of  Hambargt  merchants,    ThAt  the  naid  ship  being  tight^  etAUticI 

and  strong,  and  every  way  fitted  for  the  voya^fe,  iholl,  after  perft>rniance  of  her  iatandi 
yojage  from  Schiednin  for  the  Amoor,  proceed  to  BataviiL,  imd  receive  ordor»  there  wit 
24  honra  after  arrival,  for  loftdiog  from  one  or  two  safe  Java  porta,  or  from  Pudang, 
be  delivered  without  delay  to  the  *ole  uae  and  free  disposal  of  the  freighters  (the  cabin 
the  pmper  pl:\co  for  siowini;  the  sail«i,  water,  cables,  and  provisiona,  as  aUo  the  neee^aaiy 
room  for  the  crevr  excepted,  anJ  the  captain  not  being  permitted  to  load  any  goods  for 
whomsoever  without  the  couinpot  of  freighters  or  their  aK*^utii),  to  receive  on  board  in 
port  or  pnrt*  m  ordered,  a  full  find  complcrte  cargo  of  East  India  produce  or  other  lawful 
morchandize,  excluding  wood,  whieli  the  snid  merchants  bind  themselves  to  ship,  not  e%- 
c?oding  what  she  can  reasonably  stow  and  rarry  over  her  tntklo,  apparel,  inrovisions,  and 
furniture,  and  being  so  loaded  shall  tber«wilh  proee*?d  without  delay  to  Falmouth  or  Cork 
for  ordera  to  discharge  at  a  safe  port  of  thtj  United  Kiugdom,  or  on  tlic  Continent  between 
Havre  and  Gotheaburjy,  both  incluaive,  or  so  near  thereunto  as  the  may  safely  gc't,  and 
deliver  the  #ame  on  bi'iog  paid  freight  at  the  rate  of  7&s  Britiah  sterling  if  loaded  in  Jsva 
■0  above,  or  80«  if  loaded  at  Padang  in  full  per  ton  net  weight  delivered,  according  to  the 
£♦  tndia  Cos. rate  of  tonna^fe.  Ship  to  lay  always  afloat.  Donnai^e  consisting  of  rattans, 
oapsawood  *^  canets,  as  much  as  iho  s!iip  requires,  to  be  fuminhed  by  charterers,  ond 
dtiliverod  free  of  freight.     Port  charges  and  pUotiige  am  customary  for  account  of  the  sltip. 

(The  Act  of  Gon,  restraint  of  princes  and  mlers,  Arc.  the  asmd  clause.) 

Freight  to  becom<»  due  and  be  paid  on  unloading  and  right  delivery  of  cargo  at  the  port 
of  diflchargff,  in  cn^^h  at  Oie  current  rate  of  exchange.  Mawter  to  sign  bDls  of  lading  at  any 
currotit  rate  of  freight  aa  may  be  required  by  tho  agents  of  eharterers,  without  prejudice  to 
this  charter  pitrty,  and  flhip  to  have  an  absolute  lien  upon  the  cargo  for  aU  freight,  dead- 
freight,  and  dcimurrage.  Cargo  to  be  sent  alongside  and  taken  from  alongside  at  expense 
and  riiik  of  charterers,  who  may  direct  the  ship  to  the  most  convenient  anchorage. 

Thir  ty.fi  ve  miming  days,  Sundaya  escepteil,  lire  to  be  alio  wed  the  said  merchants 
the  slijp  be  not  sooner  dispatched)  for  loading  in  the  East  Indies  and  waiting  for  ordera 
the  part  of  oall^  snah  dtiyn  to  commence  tho  day  after  the  vessel  being  in  a  proper  loftdiim^ 
berth,  and  having  a  cleur  hold  ;  notice  thereof  to  be  given  by  the  master  in  writing.    Tim9 
oeeupiod  in  shifling  ports  not  to  count  aa  lay'dajs.    Unloading  tho  vessel  in  Europe  to  be 
effected  with  costomary  despatch,  and  according  to  nses  and  cnstoms  of  port  of  discharge* 

Demurrage  over  and  above  said  lying  days,  at  ten  pounds  British  sterling  per  day^ 
payable  day  by  day  as  it  becomeit  dac.  The  captain  is  bound  to  have  the  certificate  dt\ 
Verlt&a*  clxisaificfltion  on  board  of  his  vessel,  and  m  bound  to  produce  it  if  ret|uired  by  thA 
diATtorers.  Cash  for  onlioary  ship  disbursements,  average  cases  excepted,  and  not  ex- 
OMdIing  three  hundred  pounils,  to  be  advanced  at  respective  ports  of  loading  by  the 
ehArterera  on  account  of  freight,  subject  to  n^ual  premium  of  insurance  and  commission* 

As  liquidated  damn^r^  in  ca&o  of  non-perfonnaiice  of  this  agreement  two  ihnnmM^wt4 
poQnds  B.S,  must  be  paid  hy  tho  parly  dolinqnent  to  the  party  observant. 

The  vessel  to  be  con^Ligned  to  cliartercr's  agents  abroad  and  in  Europe,  P^yuig  only  one 
commifision  of  2  !;>  cent,  of  the  freight. 

Lay-days  not  to  commeneo  before  June  30, 18G5  ;  should  the  vessel  not  have  arrive 
at  Java  by  December  31,  charterers  to  have  the  option  of  caucoHing  this  duurter  party. 

In  witness  whereof  copies  of  the  same  tenor  and  date  have  been  attested,  one  i 

which  boing  accomplished,  tho  others  to  stand  void.     Should  the  said  ship  have  to  change 
porU  as  above,  charterers  shall  provide  nufflicient  dead-weight  as  ballast ;  not  moro  t] 
50  ton  of  arrack  ''^  loose  poddy  to  he  shipped  ;  rattans,  sapan  wood  ^  eanes  to  be  Nhipj 
only  a*  dunnage.    The  captain  has  to  apply  in  Batavia  to  Messrs, 
WitnKs  to  tJjc  signature  of  Mes^rji.   j  tSigncd 


rilas 

nchf^l 
ido^H 

m 


B 

I 


Ssffntfi 


^'iffuetl 


[67$  NTTRFj  or  Niim[e  of  Sada  is  imported  iu  large  qtiaiuiues  trorn 
|tliqiie,  a  small  port  on  the  coast  of  Peru.  Bein^  very  deliquescent  aud 
|uickly  soluble  ui  water,  it  requires  good  dunnage,  and  to  be  stowed 
n  a  dry  posiiion,  apart  from  brimstone,  and  under  sugar,  from  which  it 
Jlould  be  %veil  duiinaged.  There  is  alvvays  a  per  ceutage  allovs%»d  for 
■finking,  but  if  the  nitre  comes  on  board  in  a  very  green  state,  tliis  per 
!&tage  is  scarcely  sufficient;  speciiic  gravity  I'DOO.  At  Valparaiso  a 
llllutal  is  I0€tb;  some  say  it  is  a  little  over  101  tb;  aee  Bahpetre,  in 

ich  article  there  are  full  details  of  nitre*  &c. 

NITRO   GLYCERINE  ;  see  oils. 

677  NITROS  ACID.  On  Scptenjber  8,  1865,  some  alarm  was 
ftted  in  the  ciiy,  by  a  report  of  a  serious  fire  having  broken  out  at  tliti 
ensive  chemical  warehouses  of  Messrs,  DiiEw,  IUriiok,  &  Co.  Bush- 
©,  Cannon-street  West,  For  a  time  the  whole  of  the  upper  part  of  the 
llditig  was  clouded  in  smoke,  which  was  pouring  out  of  the  windows^. 
I  all  appearance  the  place  was  un  tire,  but  on  arrival  of  the  fire  brigade 
raa  ascertained  lo  arise  from  a  case  of  nitroa  acidj  which  had  exploded 
frovn  the  beat  of  the  weather  (therm.  1 14^  in  the  sun).  Owing  to  the 
lufl'ocating  character  of  the  vapor,  the  firemen  could  not  enter  the  Hour 
■lere  the  case  was ;  but  an  engineer,  in  a  smoke  jacket,  got  at  the  case 
Bd  turned  it  into  the  street^  when  all  alarm  ceoBed.  No  damogc  was 
(lone  to  the  preniii^es. 

I  678  NUTMEGS  are  packed  at  Singapore  in  boxes  and  casks  of 
$0 us  sizes ;  the  produce  in  the  Moluccas  has  been  reckoned  at  from 
&,000  to  7uO,UOUib,  per  annum,  of  which  half  goes  lo  Europe;  and  of 
ce  150,000l1j.  \6  cwt,  go  to  a  ton  ;  Bengal,  Madras,  and  Bombay  ton 
I  cable  feet  in  coses,  chests,  or  casks ;  a  cask  coniains  20tifb. 

d79     NLTTS  require  to  be  well  dunnaged,  kept  dry,  and  not  put  in 
same  bold  with  bone  dust,  guano,  &c.     Madras  ton  12  cwt.  nuts 
ound,  in  shell,  16  cwt.  shelled.     A  bag  at  Messina  contains  from  U  to 
IJ  cwt;  at  Barcelona  I  cwt.  16 tb,  of  which  14  go  to  a  ton;  see  fruit, 

AllicaiL     Tlie  bri gamine   Token.,  CapL  Bisson,  belonging  to 

iini.  Dkslakues,  of  Jersey,  shipped  al  Lagos  in  May  and  June,  1864, 

kargo  of  [lalni  kernels  for  London  ;  ihey  were  gathered  ripe  in  the  pre- 

tiB  March  and  April,  and  weighed  about  32 lb.  ^  bushel.     The  Tolen 

}Biers   lllTton,  is  76-2  feet  long,    16*8  broad,  and  10  6  deep.     With 

ion  general  cargo  from   London,  discharged  at  Cape  Fulmos  and 

DS«  nUt  drew  10  feet  6  inches;  with  the  kerneb,  131>ion,  which  hlled 

>  hold,  10  feet  2  inches  afi,  and  9  feet  10  forward.    The  hold  wan  matted 

I  over  ns  if  for  a  cargo  of  grain.     She  left  Lagos  Jtine  12 ;  the  cargo 

tame  hialc<l  immediately;  the  mate  fell  sick  ou  the  1 3th  and  died  un 

as 


378 


STFiVENS    ON    STOWAGE. 


the  27lIi  ;  tl*ret!  sick  men  were  landed  at  F&lmouih  September  [HDTI 
7ih ;  two  died  there.  Tlicir  sickness  was  caused  by  the  nauseous  efflavi 
from  the  niil8;  it  commenced  willi  giddiness  and  hoJiLd  ache^  and 
fullou  cd  by  extreme  pains  in  llie  cbcsl,  and  swelling,  and  in  one  case  V 
diarrhea.  With  a  hoad  wind  iLose  in  the  forecastle  were  most  affected 
u'idi  the  wind  aft  those  in  the  cabin.  The  Tokens  port  clmrges  at  C<ip 
Piilmas  were  $\6  60c ;  no  pilotage, 

68 1  ITie  brig  Volunteer,  207  ton  register,  CapL  Richard  Williamj 
belonging  to  Cuemarv'iin,  which  is  98  feet  long,  22  broad,  and  13  doe 
loaded  palm  kernels  at  Lagos  in  the  year  1864  :  no  ballast  was  require 
dunnage  consisted  of  African  wood  in  the  bottom  10  inches,  bilg< 
14;  double  mats  were  placed  over  all.  With  327  ton  weight  of  kerni 
sIjc  dri-^w  12i  feet  aft  and  1 1  fonvard;  by  her  draught  the  weight  of  tl 
i;tTuclii  VI  as  estimated.  Witii  339  ton  of  railway  iron  she  drew  12 ft 
Hiijchua  aft  and  11  feet  10  forward.  Her  best  trim  is  121  feet  aft  m 
1 1  feel  2  forward.  She  was  loaded  ontside  Lagos  bar  (2  J  to  2}  fatli 
from  boats,  and  the  eurf  was  sometimes  so  severe  tliat  they  could 
come  over  it  for  a  fortnight.  She  took  55  days  loading;  lay-days  4 
£4  t**  diiy  demurrage.  To  keep  the  vessel  in  trim  a  temporary  bulkh 
was  carried  across  aft  within  live  feetof  tlie  stern-post,  and  another  abol 
two  feet  before  the  foremast.  Finding,  on  the  voyage,  that  she  was 
much  by  the  Rlern^  a  portion  of  the  cargo  was  packed  in  btigs  and  plai 
forward.  While  loading,  two  of  the  crew  were  sick,  probably  from  tl 
great  heat  of  tlie  nuis— one  had  the  coast  fever,  the  other  was  attacki 
with  epileptic  Hts.  She  sailed  Augui>t  20,  and  arrived  at  Plymoul 
November  21 — 94  days  ;  her  cabin  and  forecastle  are  on  deck,  and  tb 
was  no  sickness  during  the  voyage^  but  in  consequence  of  the  heat  no  o) 
could  remain  more  than  a  quarter  of  an  hour  in  the  fore  compartmei 
where  spare  rope^  empty  water  cEusks,  &c.  were  deposited.  At  Logos  lh< 
are  no  port  charges ;  pilotage  over  the  bar,  up  the  river,  if  required  I 
the  Volunteer f  £10, 

682  The  brig  Magician^  Capt.  Edward  Jaiues  Hamqn,  belongii 
to  Messrs,  Stbphknson  &  Jackson,  of  London,  loaded  nuts  at  tl 
Sherbro  Islands,  in  June  and  July,  1866.  They  were  called  palm  u' 
kernels,  are  the  produce  of  the  palm  tree,  and  were  brought  from  tl 

,  interior  in  traders  manned  by  slaves,  under  a  native  chief  who  exchange 
them  (and  palm  oil)  at  the  factories  for  sugar,  cloth^guns,  rum,  tobac( 
&c.  The  kroomen  (brought  from  the  Banana  Islands )»  who  assisted 
loading,  received  1*  and  a  <ju ait  of  rice  daily.  The  Mafficiati  was  abdl 
Ave  weeks  loading  as  she  had  to  go  to  several  islands;  she  had  a  Siei 
Leone  pilot,  who  look  charge  off  the  lighthouse  there;  his  pay  was  6s 
foi^t  for  piloting  in  ;  the  same  out  j  with  20«  for  every  removal.  He  livi 
in  the  cabin  and  received  on  discharge  10«  to  pay  his  passage  to  SicH 


STBVKNS 


STOWAGE. 


379 


I 


Leone;  the  kroomen  had  each  3«  for  con?eyance  from  tbc  [NUTS 
Bananas.  The  season  of  shipment  for  nuts  is  all  the  year  rounds  hut 
chiefly  from  June  to  September  inclusive;  ihey  wei^h  vdien  loading  about 
66\h*  ^  bushel,  and  on  discharge  in  Great  Britain  it  is  said  37  to  40rb. 
The  Magician  registers  210  ton  new  mt!iisuremeut^  and  216  old^  and 
carries  320  ton  of  cargo;  she  is  about  101  feet  long^  21  hroad,  and  16^ 
feet  deep.  Being  very  crank  she  required  35  ton  of  hnllast,  dry  stone 
and  iron,  which  was  covered  with  thick  African  matting.  Sherhro  mat3 
are  very  large,  and  very  good  ;  cost  3«  each.  She  received  267  ton  of  nuts 
and  then  drew  I5ifeel,  the  same  as  wiih  a  dead-weight  cargo.  These 
nnta  are  considered  heavy,  but  a  vessel  can  he  loaded  chock  a  block  with 
ihem,  probably  because  their  weight  is  ahvays  decreasinj^  while  on  board. 
The  Mapcian  left  the  coast  July  24,  and  arrived  at  Fuhinuith  Ocluber  2* 
She  was  bound  to  Harburg  near  Hamburgh,  where  the  freight  would  be 
paid  by  weight  delivered.  The  steaming  from  her  nnta  decreased  SOJf*- 
eeat  on  reaching  the  colder  laiitudes.  Her  crew  consisted  of  nine  men 
all  told,  of  whom  eight  were  laid  up  with  the  coast  fever  at  Sherbro.* 


*  Capt.  HAMOJt  rGcommeada  that  ut  BLurbro  the  crew  ol  nTesMol  ahould  not  be  exposed 
to  the  beat  of  the  Btm,  to  ndn,  or  to  the  night  iiir.  Qtztnino  udminiiitered  tirico  «l&Lly  i» 
coiuidorfld  beneficial.  Ught  food  is  to  he  pr«f tjrrod  ;  poultry,  fiah^  and  maaiido  rootn  ato 
dlAap*  The  ahip't  spirits  should  be  maed  with  moderation  ;  tliat  from  the  shore  mimt  bo 
•avoided  altogi»ther  as  it  brings  on  tho  aoantry  aicknenA,  which  i<i  tdsa  greatly  incr«iksed  bj 
Hhm  bad  qiuUty  of  the  w«t«r  at  tlio  iilands,  eapeoiAlly  in  the  BamnLor  timo  when  there  ftro 
DO  rmiiu.  Be&doo  Iilaad,  being  more  lofty  than  its  neighbours,  prudnc^A  aoinewhftt  better 
wster.  Soffident  itook  oaght  to  bo  taktin  at  Sierra  Leone  or  also  where,  to  last  while  in 
Bberbro*  Aftef  departore,  the  tanka  aad  eaaks  can  be  ropleninhed  from  the  nppor  well  in 
Hie  Belmiuia,  whei«  it  is  almost  nooeuary  for  Tesaehi  to  anchor  to  discharge  their  pilots 
■ad  kroomen.  hi  Sherbro,  according  to  Capt.  HiMONf  the  early  iymptoms  of  sickneaa  ar« 
generally,  head  ache  and  peina  La  the  back^  foDoweJ  by  Tom&ting  and  purging.  It  is  tumal 
ftrat  to  adnilohiter  an  emetic,  and  to  «»haTe  the  head  and  ke(^p  it  cool  with  a  wet  oloth.  A 
mnitard  pooltice  is  then  applied  to  the  baek  of  the  neck  and  another  on  the  bowelt  if  them 
1«  aiiy  paia  in  the  cheat.  The  last  remedy  is  ealomoL  Hedicol  lud  u  very  expenai?e ;  • 
iHjgeon  eharges  £5  for  visiting  n  re^gel,  bonidea  the  ooet  of  a  bo&t.  Bendoo  ia  four  milet, 
TattMUna  or  York  Iiilimd  caght  miles,  and  Bouth  fire  from  the  military  barrack*  at  Victoria^ 
(oa  SllQrliro  laland)  whore  tbe  surgeon  ia  ttationed.  The  aeeount  aiTunst  the  brigaatine 
Mtf,  In  1968,  was  £180  ;  nearly  all  the  crow  died,  inclading  the  mfwtor  and  mate.  She 
WBf  aftvigated  by  a  pilot  and  kroomen  to  Sierra  Leone,  where  a  now  master  Joined  and 
i»ok  her  to  Lirorpool.  Maiters  eagaged  to  load  nata  at  the  Shorbro  I«knds  ahould  baTO 
•  prcTiona  knowledge  of  the  narigatlofi)  or  tbey  ought  not  to  attempt  to  (inter  without  a 
pdoi.  Of  the  two  cntrancea  to  Bli«irt)ft»»  the  safer  one  is  to  the  north,  at  the  begin' 
niag  of  tlie  Plantaiji  lalands.  At  the  Sherbro  Ldaads  banks  of  sand  prevail  every  where. 
Boaili  is  a  oonTeaieot  place  for  loading  ;  there  are  two  factories,  one  of  which  belongs  to 
Xr.HannLM,  of  Siena  Leone  ;  the  water  is  13  feet  deep  alongside  the  wharf,  and  reasela 
era  soon  djapatchod.  The  otlier  is  the  Honorer  factory,  with  1^  feet  alongside  at  low  tide, 
ovaed  by  Measn.  LowaimiAix  BBornaaa.  Tebana  is  a  eonKiderable  phwe  for  loading, 
and  an  ordbiaty  Tess«]  can  dii«bargo  ballaat  and  get  In  hereargo  there  tn  throe  daya*  At 
Tofk  t«l«id  there  are  two  fisotories ;  on«  belongs  to  Mr.  Pturaa,  n  rf^*f dent  of  M  yean ; 
fWiiU  He  50 yards  from  the  shore,  and  are  losded  txnm  osnooa,  each  carrying  10  to  15  tdt. 
Al  Bendoo  Tesseh  lie  a  mile  and  a  h&lf  from  the  factory ,  aad  are  loaded  f rjio  cano«»  at  Iha 


V 


380 


STEVENS    ON    STOWAGE. 


On  the  passage  two  died ;  three  others  were  siclr,  so  Uiat  tlie  [NUTS 
navigation  was  left  to  four,  of  whom  the  mate,  Mr.  R.  Doffel,  was  the 
only  one  who  retained  his  health  throughoui.  Her  accommodations  were 
helow,  aud  tlie  men  were  compelled  lo  sleep  on  deck  under  awnings^. 
Vessels  engaged  in  the  trade  should  liave  deck-cabins  and  deck-houses. . 
The  Magician  took  in  general  cargo  from  London  to  Sierra  Leone,  where 
her  port  charges,  with  cargo  inward  and  ballast  out,  were  £70  to  £76^ 
Pilotage  in  5«^  foot;  out  2$6d;  each  removal  in  the  harhoiur  20^« 

683  OATMEAL  or  ground  ontu.  Eight  sacks  of  Irish  go  to  a  ton* 
An  AdminiUy  barrel  contains  71  bushels  or  3G0tt>.  net,  half-bogshead 
51  bushel  or  253tb|  kilderkin  21  hnshel  or  172tt>,  small  cask  21  bushel  or 
I  I5lb,  and  second  size  small  eaak  2  bushel  or  lOltti. 


6^4,     OATS,     For  dunnage,  &c.  see  grain 
cargOj  and  if  lender,  ballast  will  be  necessary 


A  ship  can  take  a  full 
The  steamer  Zealand ^ 
7(HJ  ton,  <if  and  for  Hnll,  from  Konigsherg,  was  lost  September  1  f,  18t)3, 
in  the  Baltic,  owing  in  a  great  measure  to  her  rolling  tlirongh  the  '*  light- 
ness of  her  cargo/'  Oats  do  not  require  shifting  hoards ;  they  should  he 
closely  packed,  or  considerable  freightage  will  be  lost;  they  are  usually 
trodden  down  hy  foot;  sometimes  a  stone  roller  or  a  cask  full  of  water 
ia  used — an  operation  which  wheat  will  not  hear.  On  the  West  Coast 
of  Ireland,  masters  should  he  careful  as  to  the  mode  of  weighing;  see 
the  aiiicle  grain,  sec,  357,  Like  other  seeds,  they  are  highly  hydroraetic, 
take  up  moisture  frecl}',  and  tberehy  become  heated  in  the  hold.  When 
shipped  in  a  green  slate  there  is  frequent  loss  of  weight,  which  causes 
dispute  on  discharge,  unless  the  contingency  is  jirovided  for  in  the  charter 
party*  For  Australia,  oats  are  often  packed  in  hollow-ware  and  in  waste 
spaces  left  by  loaves  of  refined  sugar  and  certain  other  articles  in  boxes 
and  casks.  Dutch  cheese,  stowed  in  oats,  were  found  in  a  liquid  state 
on  arrival  at  Port  Phillip.  Spelter  stowed  on  oats  has  caused  the  grain 
to  become  heated  and  discolored;  see  steamer /m/7m a/,  in  the  article 
slef  edore,  A  ship  brought  from  Odessa  a  cargo  of  tallow,  oats,  and  staves ; 
the  staves  were  put  on  the  sktn,  taltow  on  them;  oats  over  all;  during 
€  voyage,  the  heat  of  the  oats  melted  and  wasted  the  tallow,  which  ran 


i 


mte  of  90  nt  40  ion  per  dur.  There  &ro  no  port  ctiiirgcs  at  Sherbro  laltndB  ;  the  cost  of 
pilotngti  is  i^tAtod  pr<?vioaaJly.  The  onler  ancliorage  of  Bierrii  Leone  U  dangerous,  in  eon* 
H«qnfiicc  of  tlie  BwellH  which  pmvnil  whun  there  ftr«  hret*z«s  from  the  S.  W.  The  Baniinft 
laliuidH  Aro  f^ay  15  miles  from  Sierra  Leone,  the  Plantmni  1^  from  the  Bflnajias,  &nd  York 
Iiil44nd  40  from  the  Plant»infi.  It  i»  nvaal  to  c&lcnlnte  tho  uiivigHlJcin  from  8ierra  Leone 
to  York  I-ilidfid  at  80  milen.  Kight  milen  from  York  Inland,  Is  Victoiiai,  tli©  OoTemmeDt 
•tation  ,  it  is  on  the  northom  aide  of  the  Shebar  Eiver,  which  foniiM  the  Bonthcm  oniratic« 
to  the  Sherbro  Ivdnndg  ;  at  iia  entrance  is  a  bar  on  which  a  heavy  anrf  In  nintiing  nlmoft 
conHtuntly.  Under  the  heading  pdm  oil  thei-e  are  8om«  v&luable  observationB  on  the 
African  tfade»  by  Admiral  A  P.  E,  Wiijiot. 


J 


STEVENS   ON  STOWAGE. 


381 


«ii3ong  and  injareththe  staves,  causing  a  hmvy  loss  to  the  ship*  [OATS 
Tlie  Dtilch  galiot  JFeibergina  Martens^  Capt.  Balk,  loaded  oals  at  Gro- 
ningeD  in  1864,  left  December  Kl,  and  arrived  at  Plymouth  on  tbe  20lh, 
She  registers  84  ton  Dutch  and  70  English,  length  74  feet,  hreadth  19J, 
and  depth  9  feet.  Cargo,  828  quarters  of  black  oats,  381ti.  p  bushel; 
draught  aft  7  feet,  forwrard  6 J  feel ;  with  132  ton  of  iron  SJ  and  8  feet. 
Oats  by  manifest  825  quarters  of  3Slb,  ^  bushel ;  delivered  828  quarters ; 
per  imperial  measure  812  quarters.  Dunnage,  ^ood  i>  inches  deep^  covered 
i»1lh  mats,  of  wLicli  40  were  used, 

685  Improper  stowage.  Iti  the  Cooimou  Pleas,  loth  December,  1606, 
Wore  Lord  OhuJ'  Justice  Bovill.  Wien  v.  Norwood.  In  the  course  of  the 
imevious  Aprih  plnintiiV  shipped  at  Konigsberg  a  large  quantity  of  oats  in 
defendant's  steamer  Fohja,  The  bill  of  lading  Bpeoified  that  they  were  in 
good  conditi*^n  and  order.  Between  800  and  900  qufirters  were  stowed  in  the 
jnain  hold.  The  ship  arrived  in  London  April  M,  when  it  was  found  that 
.Ilia  oats  were  heated  and  ilama^ed  iu  consequence  of  a  number  of  bales 
bmgsof  rags  having  been  placed  on  them,  which  prevented  the  evaporation 
Qg  from  the  grain.  The  grain  was  taken  down  to  the  ship  in  wagons 
id  carts,  and  was  stowed  in  bulk  in  the  bottom  of  the  hold  on  dunnage  wood, 
»TereJ  with  mats.  The  body  of  the  grain  extended  aft  4(}  feel  in  leugtli,  25 
In  width,  and  some  G  feet  in  doptli.  Over  it  was  placed  the  bags  of  rags,  but 
it  vras  stated  tliat  they  did  not  cover  tho  entire  surface  of  the  oats  in  question. 
The  grftiii,  as  stated  in  the  bill  of  lading,  was  Bhipped  in  good  order;  several 
itDeSMi^s  deposed  that  the  damage  was  caused  by  the  bagg  presaing  down 
the  oats,  and  proven  Ling  the  evaporation  passing  from  tliem.  It  was 
to  be  an  unusual  tiling  for  bags  or  bales  of  rage  to  be  stowed  in  shipa 
00  oats,  and  that  they  were  liable  to  contain  some  dampness,  and  sdJl  further 
^use  damage  to  the  grain.  It  was  also  averred  that,  even  if  the  grain  con- 
some  moisture,  the  placing  of  any  great  weight  upon  tho  bulk  would 
to  ebeck  evaporation,  and  therefore,  It  was  an  act  of  negligence  on  the 
|iart  of  the  shipowner,  which  could  have  been  prevented  by  the  exercise  of 
ordinary  care.  Defendant  contended  that  it  was  a  common  thing,  with  steamers 
trading  from  tlie  Baltic,  to  stow  bags  or  bales  of  rags  on  grain ;  that  the  usual 
rare  was  taken  in  slowing  the  oats  in  question  in  the  main  bold ;  that  they 
|4id  not  sustain  any  damage  from  the  bags,  but  that  the  oats  suffered  from 
own  improper  condition  when  shipped.  The  jury  found  a  verdict  for 
itiffi  damages  ^73  Ss  Od 

fiBO    Short  delivery.    In  February,  1S45,  an  action  was  brought  at  Ilant*, 

BOMPsoN  r.  DoMiNy,  for  £29  10^  value  48  barrels  oats.     Plaintiff  stated  that 

lie  tehoonerJiilwiTeoeived  at  Tough  al,  by  hill  of  lading,  l^^'tOI)  barrels  of  19Gtb. 

"or  li atone  each,  for  Mr.  Grant,  who  sold  them  to  Mr.  Dominy  at  I2t  2d  ^  barrel. 

free  o©  board.     On  discharge  4R  barrels  were  deficient.     Defendant  demanded 

(ight,  X5'^,  on  the  quantity  delivered,  but  plaintiff  wished  to  deduct  £29  49 

T  ihtf  dofi*?icnry,     Mr.  JuBtiee  Coleripoe  decided  that  the  servant  of  defeU' 

lantt  by  signing  the  bill  of  lading,  admitted  he  had  received  the  property,  and 

that  adminoion  Ohjint  sold  to  Dominv.     Damages  £W  U. 


382 


STEVENS    ON   STOWAGE. 


687  Deficieii0J.  Bristol  Cotmtj  Court,  JvHj  35,  I8ei«  QtJLss  t .  [OATS 
Habcood.  Before  Sir  J.  £.  Wiutot.  Mr.  Edltk  sUted  that  tbe  mction  wis 
brought  for  reoorerj  of  £22  9f ,  T&ltie  of  a  quaniitj  of  com  received  on  botrd 
delSBDdukfs  ship  Reform  at  CardiC  Plain  tif"  was  ooangnee  of  the  corn,  which 
eostiitod  ehieflj  of  oats.  The  btJl  of  lading*  dated  Maj  SO,  186 1 ,  showed  that 
744  barrels  of  bla^^k  oais,  196tb.each,  io  bollc,  and  150  barrels  and  ISsKmes 
in  taeka,  were  shipped.  Thej  were  to  be  delivered  in  good  order  at  Bristol ; 
but  on  arrlTai  there  was  a  deQciencj  of  160  bnshela,  although  the  Tesse]  bad 
onljT  been  throe  or  four  days  on  the  Yojage.  Mr.  Stome,  for  defendant,  con- 
tended that  the  deficiency  arose  entirely  through  sweating  and  shrinking;  he 
called  witnesses  who  dewnbed  the  state  of  the  oats  when  shipped  and  when 
discharged.  Mr.  Waits  and  Mr.  Bakee,  com  merchants,  considered  it  im- 
possibte  that  a  shrinkage  of  4  ^  cenL  should  take  place  on  a  four  days'  Tojage 
from  Cardiif  to  BristoL  His  honour  said  the  (Question  was  whether  the  non- 
delivery  of  tbe  oats  speci^ed  in  the  bill  of  lading  could  be  accounted  for  by 
natural  causes*  and  if  so,  to  what  extent.  He  thought  there  had  been  oon- 
siderahto  sweating,  hut  he  was  not  satisfied  that  the  loss  extended  to  so  much 
as  4  ^  cent,  and,  therefore,  gave  judgment  for  £11  10«,  each  party  to  pay  his 
own  costs. 

ToimAge,  Ac*  A  ship  which  can  stow  404  ton  of  40  cubic  feet,  can  carry 
^,897  quarters  of  oats.  A  vesse]  which  can  take  3197  ton  by  measuremezit, 
will  stow  1,802)  quarters  of  oats.  630  3  quarters  of  oats  are  equivalsnt  to 
500  barrels  of  tar ;  1,260-4  quarters  of  oats  are  equivalent  to  100  ton  of  olean 
bensp ;  8809 qiuulers  of  oats  will  stow  in  the  same  bulk  as  08*47 quarters  of 
wheat,  shewing  a  diference  of  ^%\^  cent.  For  ordinary  purposes,  it  is  usual 
to  estimate  7  quarters  of  oats  to  occupy  the  same  space  as  6  quarters  of  barley 
or  5  of  wheat.  On  the  Cnnaa  Canal  7  quarters  make  a  ton.  Bengal  and 
Madras  ton  12  cwt.  When  wheat  is  1«  ^  quarter  freight,  oats  are  rated  at 
0/5J  for  tho  ilediterranean. 

Measure.  A  bushel  of  oats  weighs  35  to  43  lb ;  see  page  234.  In  Ireland 
they  are  sold  by  the  barrel  of  lOOtb,  but  this  term  barrel  does  not  signify  a 
cask.  60  Riga  loofa  are  equal  to  11|  quarters  imperial ;  a  loof  is  about  l| 
bnshelisi.  The  Lubeek  measiu^  for  oats  is  one*siAth  larger  than  that  for  grain. 
The  Admirakif  compute  1  cwt.  of  oats  as  3'0-l  cubic  feet 

688  OILS.  i 
8PBCIFIU  Q^KYSTt  Of   OILS.                                         " 


Cta^.n. 

Ca%.  ft. 

SpeeiSv 

Water  bare)  .... 

NBtfthA  ..!!!!!! 

oil  of  Ttirpentine 

64-06 
B%U 

5481 

I'OOO 
1046 
0-B4d 
0'870 

Petrolettm   

Dil^OHve     

*     \^Ti4le  ...... 

.    linseed    .... 

54^81 
5713 
57*63 
56-68 

0-878 
0^15 
0-93$ 
0-940 

Where  olht-r  liquids  in  bottles  swell  and  lighten  the  corks,  oils  have  a 
cuiurary  efiect ;  11  is  therefore  necessary,  when  prarticable,  to  see  that  tbe 
hoiikH  arc  welS  corked,  and  even  then  uot  to  rely  upon  their  continuing 


STEVENS   ON   STOWAGE. 


383 


;Kt     Oils  bave  a  tendency  lo  expand  and  bum  the  boulcs  or     [OILS 

ks  when  completety  filled  in  cold  weather,  and  subsequenily  placed 

warm  alm'jspherc  ;  tbis  applies  to  steam -sLips,  especially  in  reference 

to  the  engine-room.     All  liquids  bave  more  or  less  the  same  tendency  lo 

burst  under  similar  circumstances.     When  casks  of  oil  are  coopered  in 

wet  weather  and  then  placed  in  a  very  dry  part  of  the  hold,  especially  if 

near  any  heat*prodacing  goods,  leakage  fullovvs  inevitably*     Oils  should 

not  be  ilowed  nearcoilee,  rice,  shuniac,  cochineal,  camwood,  sapanwood, 

guaDO»  or  any  similar  dry  goods.     Bones  draw  oil  from  casks  ;  the  pre- 

aence  of  a  few  shank  bones  among  some  casks,  whether  justifiable  or  not, 

before  now  led  to  litigation  on  settlement  of  freight.     When  oil  is 

ipped  with  skins,  the  oil  should  go  at  each  end,  alihoiigli  shippers 

metimes  desire  it  otherwise.    Vef^etahle  oils  promote  spontaneous  com- 

stion;  animal  oils  have  not  this  properly.     Oils  in  casks  or  cases, 

iould  not  be  blocked  ofl'  with  bags  of  broken  stowage,  as  in  case  of 

;age  spontaneous  combustion  may  ensue — with  gunny  bags  especially. 

e  barque  Annie  Comriet  CapL  Ball,  339  ton,  left  Cochin  December  23, 

86*1,  with  a  cargo  of  fish  oil,  coir  rope,  coflee,  ginger,  and  cocoa  nuts. 

On  the  I2th  April,  1866^  in  kt.4SM0'N,  Ion.  7^  W.  a  slight  explosion 

)k  place  in  the  cargo,  and  smoke  began  to  escape  aft.     All  tlie  hatches 

'ere  baitencd  down  and  every  aperture  closed,  and  the  Hero  qf  the  Nite^ 

'apt.  Graham,  from  London,  having  hove  in  sight,  she  towed  the  barque 

lo  Plymouth,  where  the  (ire  was  extinguished.     The  hanks  tyf^  coir  (dhoUs 

2  to  2itb.  each)  were  jammed  in  between  the  casks  of  oil^  fore  and  aft,  and 

Rmtaneous  combustion  occurred  iu  three  different  places. 
689  For  long  voyages  casks  of  oil  should  be  **  spunged,*'  i,e.  a  piece 
boop  iron  should  he  nailed  across  the  bung-bole.  They  ought  always 
be  well  slung  and  not  suspended  by  can-hooks;  occasionally  tiiey  bave 
luise  chimes,  which  increases  the  danger.  Some  recommend  casks  to  be 
^^^ouble  bedded  and  double  quoincd,  as  the  oil  makes  ihem  liable  to  slide, 
^Bnd  tlie  second  bed  is  recommended  to  meet  this  liability.  When  packed 
^^Bl  strong  casks,  such  as  tliose  used  for  sperm  oil,  they  ujay  be  stowed 
^^pilge  and  cantline  for  several  heights.  In  all  Rnglish  and  American 
^^bhale  ships,  the  cas^ks  are  stowed  bilge  and  cantline,  by  which  more  than 
P^fie-foiirih  of  the  entire  spate  in  the  hold  is  saved.  This  mode  can  be 
,  adopted  with  all  liquids  in  strong  casks,  when  economy  of  space  is  an 
I  object.  Casks  of  oil  should  he  slowed  over  liquids  in  cask  in  preference 
to  dry  goods,  and  if  jiossible  ibey  should  not  be  moved  afterwards.  Oils 
will  damage  many  descriptions  i»f  goods,  and  often  cause  spontaneon« 
mbustion,  when  brought  in  contact  with  hemp,  tlax,  cotton,  rags,  black 
id^&c.  Paint  oils  are  usually  shipped  for  export  in  tins  or  iron  drums. 
Vjr  the  weights  of  various  oils,  see  gravity,  specitic;  for  petroleum  oil, 
c  petroleum ;  and  for  cud  Hvcr  oil,  sec  Labrador, 


Kok 
en 
ap 


384 


STEVENS    ON   STOWAGE. 


690  In  Lhc  MediterraneaHj  botiles  of  salad  oil,  in  wooden  [OILS 
boxes,  called  half-dies ts  or  dugs*  Louses,  ought  l6  be  placed  separaiel^,  for 
ihe  roHiiig  of  the  ship  often  creates  leakage,  September  and  Ociober  aie 
the  principal  months  of  shi|)ment  of  oil  at  Oenoajbnt  ii  is  shipped  ihence 
in  all  parts  of  the  year.  Oils  from  LeLfborn  and  Genoa  are  exported  in 
stone  jars,  usually  covered  with  rough  jacket  or  wicker  basket,  con  lain  tng 
about  18  or  1 9  gallons  each ,  and  half-jars  of  8  or  9  gallons ;  and  are  slowed 
on  a  platform  on  the  top  of  the  cargo,  where  they  afe  lashed  to  the  sides 
or  bulkheads*  and,  to  prevent  them  from  falling  against  each  other,  arc 
interlaced  together  with  some  of  the  grass  in  which  they  are  packed. 
Small  parcels  of  oil  in  caseSj  are  sometimes  used  here  and  there  to  fill  up 
the  bri>ken  stowage;  but  this  h  dangerous.  At  Leghorn,  oil  must  be 
kept  at  a  distance  from  marble.  Olive  and  other  fine  oils,  especially 
when  thickened  by  cold  weather,  are  liable  to  be  attacked  by  rata.  Olive 
oil  is  made  up  al  Leghorn  in  half-chests,  containing  30  liasks  or  2  gallons 
nearly.  A  chest  of  olive  oil  contains  GOUasks  or  a  little  over  4  gallons* 
Seville  oil  is  packed  in  three  sizes,  called  pipes,  casks,  and  quarter  casks; 
a  schooner  of  1 1 1  ton  register,  stowed  only  103  tun  of  26*2  gallons  to  the 
tnn.     Most  vessels  will  slow  about  10  ^cent.  above  their  tonnage.* 

691  At  Gedlipoll,  when  the  oil  is  to  be  shipped,  it  is  drawn  oif  from 
the  cisterne  into  uteri  or  skins^  and  carried  on  men's  shoulders  down  the 

l«ea  shore  to  a  small  house  in  which  there  is  a  large  open  basin,  capable 
of  containing  a  given  quantity,  and  of  measuring  tlie  liquid  ;  in  that  the 
porters  empty  their  skins  as  they  arrive.  A  tube  commanicates  from  the 
basin  to  a  large  cock  at  the  outside  of  the  house,  When  the  basin  is  full, 
casks  are  placed  under  the  cock.  As  the  ca^ks  are  closed  up  by  the  cooper, 
the  porters  rLdl  them  down  to  the  brink  of  the  sea,  where  the  sailors  secure 
several  of  them  together  with  a  rope,  and  taking  the  end  into  the  boat,  row 


* 


•  Abtmt  the  year  IS&U  tJi«  brig  Kemia^  of  Dunkirk,  liulea  with  oil»  waa  driven  oat  of 
MAfsbillcd,  on  a  M  on  day,  struck  by  «  heavy  sea,  capsiased,  mhI  tamed  bottom  up.  Two  ol 
he  erew  were  drovrut^d.  Five  cxouclicd  up  inaidt?  the  bold^  uoar  tho  kodBon^  witli  the 
ir»ter  op  to  their  waiatB,  unable  fco  stand  nprigbt.  Tbt*y  thtui  poasud  two  days  and  nightei 
pud  BOttght  to  Bppeaao  the  ptmga  of  hanger  by  gnftwiiij;  the  bark  off  the  caak  boopa.  Night 
w&a  known  from  diiy  by  tliL'  Ught  striking  down  from  the  sea,  &iid  being  roHected  up  tliroagU 
the  cftbin  skylight.  Wmit  of  fresh  ut  mdtict^d  tho  mate  to  try  for  two  days  and  a  night 
to  cut  a  hole ;  providentially  Ma  knife  broke.  On  the  Wednesday  night  tb©  Tewel  &trtick 
the  griinnd  heavily ;  with  tlie  third  Wow  tho  stern  sank  no  mnch  that  all  (mdeavorod  to  go 
forward  ;  in  this  effort  another  mvm  lost  Mb  life.  In  the  morniiig,  the  tide  having  fallen 
luid  the  r&seel  having  Itiitedf  the  uiiuter  found  he  could  go  down  into  the  cabin,  and  e(dl«d 
out  '*  thank  God  we  lire  aaTed,  I  ate  a  roan  a^^hore."  He  came  to  look  at  the  wroek,  and 
on  inserting  hi*  hand  waa  greaUy  ahirmed  to  find  it  grasped  by  one  of  the  pri6on«rB.  The 
brig  ptubahly  oapatzed  owing  to  the  light  nature  of  the  cargo^  but  no  doubt  the  conihied 
air  AJtuiitted  la  kueping  her  afloat.  At  Liebon  a  vessel  was  listt?d  over  lor  repair  when  she 
turned  btittom  up  and  the  crew  were  iiapri»oned  in  the  hold.  Without  first  towing  her 
aahor«,  thoa«  who  obscrrod  the  accident  attempted  to  cut  a  hole  in  her.  The  attempt  w»a 
MtfMly  eomiuenc«d  when  the  confined  air  escaped,  tho  vessel  sank,  and  all  in  her  perished « 


4 


A 


STEVENS    ON    STOWAGE. 


38S 


foff  to  Uic  vesscL  Each  porter  being  able  to  carry  but  a  smalt  [OILS 
quantity,  tbe  number  of  men  and  boys  employetl  is  considerablej  and  as 
ihey  are  an  active  fine-limbed  set  of  fellows^  going  with  tbeir  legs  and  arras 
bare,  and  rnnniirg  up  and  down  and  crossing  eacli  oilier  with  their  oil  skin«, 
on  ibeir  way  to  and  from  tlie  town,  and  ae  they  delight  in  singing,  and 
moreover,  frequently  sing  well  in  parts  and  coneerti  the  scene  presented  is 
L  often  very  animating.  The  casks  are  made  of  any  size  required^  from  one  lo 
f  six  &almg,  and  it  is  genemOy  calculated  ihat  93  ion  can  be  stowed  to  every 
100  ton  regiaien  The  Briiish  Queen  (see  aec.282),  took  in  1 10  ion  net 
Gallipoli  oil  in  1846,  and  the  same  quantity  in  1848,  and  only  03i  t'^w 
in  1862p  The  cargoes  were  equal  in  bulk,  but  the  staves  of  the  casksj  used 
in  1862  were  much  thicker.  She  toolc  in  102  ton  oil  at  Messina  in  1854. 
A  colonial-built  briganline,  rather  sharp,  149  ton  register  { l8o6},  look 
146  ton;  she  bad  10  tun  of  ballast,  and  would  have  required  more,  but 
was  stiff;  length  95r*a  feet,  breadth  23r*o  feet,  depth  1 2  feet.  At  Mogadore 
and  Sicily  the  stowage  is  not  so  good  ;  at  Palermo  80  ton  of  oil  is  usually 
Clleulated  ti>  every  1 00  ton  re^nslcr. 

6Q2  Palm  oil  casks  require  to  be  well  white-washed  vviib  three  coats, 
lo  fill  worm  holes,  &c;  make  the  white-wash  with  salt  water ;  commence 
itowing  at  tlie  ptimp-casing.  In  the  Bonny  River,  on  the  West  Coast  of 
Africa*,  casks  of  palm  oil  are  of  various  sizes,  from  10  to  44  inches  across 

•  Adminl  A.  P.  Eabdley  Wilmot,  wjme  time  Commr>dore  of  the  naval  Bqaadron,  boji 
Oetfob«r  26,  18ft7.  Any  one  yrho  has  bficn  on  board  a  **  palm-oilOT  "  will  scarcely  wi^h  to 
rtp«at  his  Halt.  The  itench  and  filth  are  dre&dCnl^  and  arc  mnch  incrcasod  in  Afzicft 
hf  th«  tonible  heat  of  the  cLim&te.  The  oil  on  the  deck  of  the  vesael  from  the  IcaJragft 
cl  Hm  etmkii  which  ia  carried  to  all  partH  of  the  ship  by  the  feet  of  the  Bcamea»  ia  qnita 
^•noa^li  to  engender  diaeaae  without  the  nnavoidablo  adjuncts  under  aaeh  clrcmDHtanees. 
fexmbk  of  all  Idnda  abound— cockroaches  in  tens  of  thoneands,  ¥rhile  the  mosquito  doei 
ot  odd  to  the  refreshing  alnmbers  of  the  crew.  There  are  many  captaina  who  taJcG  the 
f  jgreatoat  eare  of  their  crews  by  proriding  proper  awningt,  ^c.  and  enforcing  order  and 
'  pobriety ;  hot  these  are  the  exceptlona  and  not  the  role.  Little  encouragement  is  gtveu 
to  tliOM  ptuvuita  which  tend  materially  to  break  the  monotony,  eo  inuc*h  to  be  dr««d»d  OH 
Hhibm  iliore«.  Books  and  light  rending  to  while  away  the  tedious  hours  of  the  dxf,  whm. 
sot  ai  workt  are  little  thought  off  and  hence  the  aailor  is  left  to  his  own  resources,  whioh 
Wing  few  he  indnlgt^a  in  the  bottle  whenever  he  can  get  it,  becaune  tie  literally  has  nothing 
•tiA  to  do.  It  ii  the  duty  of  the  captains  to  fight  against  the  climate  as  much  aa  possihle. 
i&d  enforce  everything  that  can  tend  to  health  and  chpedulneaa.  I  do  not  believe  that 
•hlnUfliia  are  erer  thought  of  by  the  men,  unleEK  ni  their  own  cosiTenieiic6|  but  not  aa  i 
mmi$MtJ  meaaore ;  and  wo  know  from  experience  tliat  nothing  tends  more  to  tiealtli  and 
I  tham  a  good  wash  every  morning.  In  our  Hhlps  of  war  tliis  ia  a  Mine  qua  non ; 
I  tJie  health  of  our  seamen  when  compared  with  the  merchant  Kerrice*  In  these 
I  the  men  scarcely  ever  change  their  clothes  from  one  week's  end  to  anntlier.  How 
dble,  then,  that  health  can  be  preserved  T  Then^  again,  look  at  the  fore  peak,  ta 
I  Ihey  live — ^not  large  enough  to  hold  a  tenth  part  of  the  number  in  comfort— dirlj 
anil  tittnking ;  for  there  is  no  ose  in  mincing  the  matter.  Il  is  not  a  place  for  hiunaa  belnga 
to  tire  in  in  »uch  a  climate.  In  most  merchant  vessels  it  is  bad  enough,  but  ill  Ihraa  it  It 
dreadftiL  I  am  not  arguing  tliat  Africa  is  a  healthy  climate.  God  forbid !  An  experkliat 
el  17  years  tells  me  ^uite  the  contrary  ;  hot  I  affinn  that  many  a  life  may  be  saved  and  mvicll 


ase 


STEVENS    ON    STOWAGE. 


iiie  lieaJ;  lliej  are  quite  light  and  require  no  dimnage*  Ex-  [OILS 
ceptmg  when  it  is  necessary  lo  rrim  hy  the  head  or  stem,  nu  ballast  is  taken. 
A  vessel  which  stowa  her  register  tonnage,  net  weight,  is  considered  to 
stow  welL     Palm  oil  is  very  injurious  to  rope,  canvas,  and  camwood. 

693  Cocoa-nut  oil.  Avoid  taking  more  than  a  ground  tier  at  Ceylon, 
where  it  is  shipped  in  the  bottom,  with  coffee  in  casks  or  hagd  over,  and 
although  there  may  be  six  inches  of  dunnage  between,  usually  cajaDS 
(tops  of  cocoa-nut  trees),  and  rattans,  deer  and  buffalo  boms,  and  coir 
junk,  which  are  shipped  for  dunnage  at  half  freight,  yet  the  heat  of  the 
coffee  draws  the  oil,  and  much  of  the  lower  tier,  especially  if  in  bags,  is 
tainted  by  it,  and  is  then  termed  **  oil  damaged/'  In  iron  tanks  oil  ia 
not  subject  to  this  disadvantage,  hut  is  apt  to  become  discolored,  [Some 
masters  recommend  that  when  carrying  cocoa-nut  oil,  auger  holes  should 
be  bored  in  the  pump-well  about  a  foot  above  the  skin,  to  admit  the  water 
to  the  pumps,  in  case  the  leakage  from  the  ail  sets  in  the  hold  and  makes 
the  pump- well  so  light  that  water  will  not  go  through ;  these  holes  should 
be  a  foot  above  the  skin,  so  ihat  the  dirt,  coal,  coffee^  or  anything  else  in 
the  hold  may  not  choke  them].  Large  quantities  are  exported  from  the 
East  Indies  in  easks  of  about  68  gallons  each— beer  casks  usually.  The 
season  for  shipment  there  is  all  the  year  round,  but  principally  during 
the  north-east  monsoons.  Cocoa-nut  oil  in  smalt  quantities  is  best  stowed 
in  the  ends,  both  for  making  the  ship  easy  at  sea,  and  for  preventing 
damage  to  other  cargo,  in  case  of  leakage.  At  Ceylon,  and  on  the  Mala- 
bar  Coast,  &c.  tlie  ground  tier  consists  often  of  pipes  of  200  and  250  gallons, 
with  lesser  casks,  say  beer  casks,  for  stowage.  In  cold  latitudes  there  is 
little  fear  of  leakage  of  cocoa-nut  oil,  which  becomes  there  as  thick  as 
lard,  but  melts  speedily  on  eniering  a  warmer  regfion*  It  does  not  freeze 
until  the  temperature  is  reduced  to  73°  Fahi  All  perfumed  essential  oils 
from  Colombo,  are  carried  in  poop  cabins  ;  one  pint  bottle  full  placed  in 
the  hold  will  spoil  an  entire  cargo  of  tea. 

694  Considerable  danger  is  incurred  when  loading  cocoa-nut  oil  at 
Colombo,  especially  during  the  sou  th- west  monsoons.  1 1  comes  oiTin  small 
boats,  and  the  casks,  which  weigh  a  ton  each,  are  so  large  and  cumbrous. 


disQAM  prevented  if  proper  preeaittioiiE  are  iak&nt  aikI  the  capUina  milto  with  the  tnea  in 
obneiTiiig  moderation  in  their  Ermgi  cleanlineBH  in  tiieirpersonsi  chcerfnlneas  at  aU  titnea, 
(Artknlarly  in  the  long  eTen±ng§  oft  or  work,  a  mutnal  desire  to  af old  mm^eaaar^  expoanre, 
OonunoB  aenee  in  ibdminisiering  'qinlnino  and  other  medicines  iit  the  proper  timef  aa  well  aa 
maldsg  tlie  Sahbath-day  a  daj  of  re<nreation  to  the  mind  and  refreflkment  to  the  Vodj,  when 
the  crews  of  aH  the  Bhipa  can  meet  together  if  ihcy  like  and  pass  th&Lr  time  in  friendly 
oooveraation  and  iuterconrae.  Captains  mttat  show  those  nndcr  th<.*m  an  oxamplo  them- 
aelfea  of  all  the  decencies  ol  life,  and,  if  HOt  the  crews  wiH  sarely  fellow  in  their  wake,  and 
not  only  will  the  life  of  many  a  fine  fellow  he  spared  to  retnm  to  his  native  ooontry,  hut 
Uie  natirea  themselves  will  recoivf<)  a  lesson  that  must  prove  of  incalcnhihle  benefit  in,  and 
go  hr  iowarda^  the  ciriliiatioii  ot  their  race. 


STEVENS    ON    STOWAGE, 


aw 


that  they  are  liable  lo  be  staved  alongaide,  or  lo  get  out  of  the  [OILS 
slings  whea  the  boats  are'  knocked  about  by  the  wind  and  sea.  Ships 
eDgaged  in  the  trade  are  furnished  with  a  proper  derrick,  which  fits 
with  a  goose  neck  on  the  mainniastj  the  safest  mode,  as  there  is  not  so 
mach  awing  with  it.  In  May,  186 1,  the  barque  Admiral^  350  ton  register, 
CapcELLisox,  left  Colombo  with  say  100  ton  oil,  200  ton  coffee  in  haga 
and  casks,  50  ton  plumbago  for  broken  stowage  in  llie  lower  bold»  16  ton 
(measurement)  cinnamon,  and  50  ton  coir  in  yam*  She  is  about  117  feet 
long,  23  broad,  and  15  deep.  So  laden  she  drew  15  feet  aft,  and  14^ 
fonrard,  was*  very  lively  at  sea,  and  delivered  the  cargo  in  good  order. 
The  oil  being  well  quoined,  was  stowed  in  two  tiers  on  the  floor ;  the 
plumbago  went  to  fill  the  broken  stowage ;  the  remaining  spaces  were 
filled  up  with  coir,  bundles  of  which  were  apread  over  the  whole  to  a 
depth  of  one  foot  when  pressed  by  the  upper  cargo.  Mats  were  laid  on 
tlie  platform  of  coir,  and  rnahes  placed  againet  the  aides*  Here  the 
coffee  was  stowed,  and  then  covered  with  coir  to  receitre  deck  leakage. 
The  cinnamon  was  placed  just  clear  of  the  main  hatchway,  completely 
enveloped  in  coin 

6d5  At  CocMe,  on  the  Malabar  Coasts  the  best  season  for  shipment 
is  in  Decemben  Large  quantities  of  cocoa-nut  oil  are  shipped  there  with 
coir  junk  and  yarn,  and  the  cargo  completed  at  Ceylon  with  coffee.  The 
oil  should  be  kept  clear  of  all  (hese.  The  iron  barque  Eaglet,  3D2  ton, 
(Capt.  Joseph  Ginder],  i:35  feetlong^  26*1  broad,  15-8  deep,  and  has  a 
height  of  'tween  decks  of  six  feet,  left  Cochin  December  17,  1664,  with 

Ton  Frolfht 

181    CukBoU    «      J15     ....    mm      7      9 

'■'*'  "tet'tSTu-n'?"":}  i'"  ••••  "«  «  » 

100    Coilfl  coir  ropa «..  0  ....  14  18  3 

80    C bests  cinu&inon 8  «...  17  1  8 

IfifOOO  Pi«e««  Mpui  wood    ..••..  21  ....  80  15  7 

8,635    DbolUeoir    ..., SO  ....  28  M  7 

83    Cttlnwmo    •  20  ,...  112  10  0 

505  1,978      9      8 

The  oil  and  wine  were  stowed  in  the  lower  bold  ;  coir,  &c,  in  *tween  decks. 
The  B&pan  wood,  with  6rewood  and  mats,  was  used  for  dunnage.  So 
laden  abe  drew  13ifeet  aft  and  13for\rard,  her  best  trim  at  sea;  with  a 
dead-weight  cargo  of  oil  and  wine  14|  and  14  feet.  Port  charges  at 
Cochin,  in  and  out,  £4  IB;  (49 rupees] ;  pilotage  in  £3,  out  £3.  During 
the  south-west  monsoon  (April  lo  September),  it  is  scarcely  possible  to 
get  out  of  Cochin  without  steam,  as  the  wind  and  sea  are  constantly 
driving  into  the  harbour.  From  September  to  April  (north-east  mon- 
soon) the  land  breezes  enable  vessels  to  leave  at  midnight  or  early  in  the 
morning,  irheu  three  shore  boats,  at  a  cost  of  about  £1,  are  stationed  at 


a» 


STEVENS   ON    STOWAGE. 


the  buoys  with  lights.  As  there  arc  only  16 feet  nn  the  bar,  [OILS 
it  is  very  necessary  to  know  the  state  of  the  tides,  A  vessel  drawing 
14  feet  only  might  cross  without  HsL  The  Eaglet  requires  steam  during 
neap  tides,  when  the  land  winds  are  not  sufficient  to  carry  over  Uift  doodil 
80  as  to  meet  high  water  on  the  bar.  There  were  no  regular  lugs  in  \S66, 
and  ships  were  usually  plucked  out  hy  coasting  steamers^  which  called 
twice  a  iveek  on  tlieir  passages  to  and  from  Bombay  and  Galle,  The 
Eaglet,  for  this  service,  paid  in  1863,  £30,  and  in  1864  she  was  to  h&f>e 
paid  i!25,  but  the  steamer  could  not  leave  in  time. 

696  Copra.  In  the  Cum.  Pleas,  July  5,  1864,  before  Justice  Erlb, 
KoEBEL,  merchant,  sued  SaunderSj  underwriter,  for  £200,  bis  propor- 
tion of  a  policy.  The  ship  Flore  took  in  at  Cochin,  645  casks  of  oiJ,  and 
for  broken  stowage  a  quantity  of  loose  copra — the  meat  or  kernel  of  the 
cocua-nul  dried.  Jleavy  weather  occurred,  the  hull  was  not  damaged,  but 
nearly  all  the  oil  leaked  out.  At  Marseilles^  surveyors  altributcd  the 
leakage  to  the  working  of  the  ship  and  the  heat  produced  by  the  fermen- 
tation of  the  copra,  in  consequence  of  its  being  damaged  by  sea*water« 
which  passed  down  through  the  deck.  Defendant  contended  that  iiiras 
improper  to  stow  copra  between  casks  of  oiL  Verdict  for  plaintiff  for 
£l0/>25  on  the  entire  policy.  In  the  Court  of  Common  Pleas,  January 
26,  1865,  the  damages  were  reduced  10^  cent.— £884, 

697  Castor-oil  is  generally  in  air-tight  lin  cases,  covered  with  wood ; 
if  put  on  the  beams,  the  leakage  will  run  along  and  damage  other  goods* 
In  Bengal  it  is  often  packed  in  very  leaky  cases,  requiring  much  care. 
Careful  masters  place  castor-oil  by  itself,  under  tanks,  or  alongside  chain 
lockers  where  it  can  be  piled  right  up,  &o  that  all  the  leakage  will  run 
among  the  oil  packages  and  not  into  other  goods.  The  principal  season 
for  shipment  in  the  East  Indies  is  during  the  north-east  monsoons* 

698  At  Sydney,  large  casks  for  sperm  oil  are  well  bedded  and  quoined 
clear  of  the  wake  of  the  hatchway,  so  as  to  be  free  from  the  liability  of 
injury  when  other  goods  are  lowered  or  dropped  into  the  hold ;  also  to 
prevent  such  goods  from  being  injured  by  contact,  to  which  they  would 
be  more  liable  if  the  casks  were  near  the  entrauce,  A  wooden  horse  is 
laid  across  the  hatches,  having  slung  to  it,  underneath,  a  half-cask  with 
a  hose  of  large  dimensions,  not  easily  clogged.  Through  this  funnel,  the 
oil  is  conveyed  below,  It  is  brought  to  the  ship  in  lesser  casks,  which 
are  placed  on  the  horse,  with  the  bung-hole  not  directly  over  the  funnel^ 
but  inclined  so  that  a  man  can  conveniently  clear  It  with  a  stick  when 
dogged^  it  being  usually  so  thick  as  to  require  frequent  stirring.  Should 
the  ship  be  light  and  the  weather  boisterous,  it  is  necessary  to  check  the 
casks,  or  tliey  will  roll  over  the  horse.  Before  being  placed  on  it,  the 
bungs  are  enveloped  in  canvas,  by  the  fag*end  of  which  they  are  suddenly 
jerked  out  when  all  is  ready. 


1 
I 


: 


6^0  Whale  oil  is  shipped  in  caaks  from  40  to  300  gallons ;  [OILS 
the  lun,  according  to  ScoresbYj  weighs  l7cwL  29 H>.  12oz,  14dr,  Great 
iSiKte  is  required  in  stomng;  the  largest  first;  no  dunnage;  sec  dry  rot^ 
wooden  ships,  &c*  Clmriers  for  oil  have  sometimes  been  erroneously 
accepted  for  tuns,  252  gallons,  instead  of  tons  of  200  gallons  or  otherwise. 
The  guaging  of  casks  of  oil  was  dispensed  with  by  the  Customs  in  1853  ; 
ihcy  are  taken  as  126  gallons  to  the  pipe,  and  63  to  the  hogshead. 

700  NitrO'Glycerme  is  a  manufactured  substance,  composed  of  gly- 
cerine, nitric  and  sulphuric  acids ;  it  is  called  nitro-glyceiinej  glonoin  oil, 
and  Nobel's  patent  hlasting  oiL  It  is  exploded  hy  concussion,  and 
apparently*  under  ordinary  circumstances,  hy  nothing  else — neither  by 
friction  nor  fire.  Generally  a  trifling  percussion  h  sufficient  to  explode 
it  J  its  explosive  force  is  about  ten  times  that  of  gunpowder.  It  is  usually 
cmrried  in  tin  cans,  holding  each  about  25tt).  weight  of  the  oil ;  it  has  all 
the  appearance  of  ordinary  oil;  so  that  there  is  nothing  in  itself,  or  in 
the  tins  used  for  its  carriage,  to  give  notice  of  its  dangerous  nature*  The 
cans  are  packet!  each  in  a  wooden  case,  for  carriage  hy  land  or  water.  A 
notice  from  the  Prussian  government  states  that  **  according  lo  present 
experiences,  the  sudden  explosion  is  occasioned  by  strong  heat  as  well 
as  by  the  effect  of  a  shock,  and  by  compression.  The  transport  and  the 
varehousing  of  this  article  can  only,  therefore,  be  allowed  under  sueh 
conditions  as  to  exclude  the  possibility  of  a  contact  with  great  heat,  as 
also  of  any  shock  or  pressure.  The  transport  of  nitro-glycerine  hy  land 
or  by  water,  especially  also  by  rail,  can  therefore  only  be  allowed  under  the 
■ame  conditions  as  those  referring  to  the  transport  of  igni table  jars,  in 
addition  to  which  we  i^sue  the  following  orders  as  further  means  of  pre- 
caution :  the  nitro-glycerine  must  be  packed  in  bottles,  made  either  of  tin 
or  strong  glass.  The  bottles  must  be  closed  by  a  itopper  of  cork,  not  of 
glass.  The  glass  bottles  used  for  the  transport  of  blasting  oil  must  be 
cased  with  cork,  having  an  inside  lining  of  straw.  These  packages,  the 
lio  bottles  as  well  as  the  incased  glass  bottles,  must  be  packed  in  tight 
wooden  cases,  straw,  hay,  or  such  like,  to  he  used  for  packing.  The  cases 
must  be  marked  '  sprengoel*  or  (blasting  oil)  on  the  outside.  As  (he 
nitro-glycerine,  in  a  temperature  of  a  few  degrees  above  zero  crystallizes, 
and  It  in  this  condition,  according  to  experience,  more  likely  to  explode, 
a  greater  amount  of  care  is  recommi^nded  during  the  colder  seasons. 

701  Damage.  Among  conseqnental  damagea  must  be  placed  that  done 
lo  goods  by  oiJ»  by  tar,  and  by  bilge  water,  no  one  of  which  ought  to  have  had 
aoj  proximity  to  dry  goods.  It  may  happen  from  want  of  proper  stowage  and 
duBnage ;  hut  it  may  also  happen  througli  sea  perils,  from  there  being  fto  great 
a  leak  that  the  oil  and  tar  which  may  have  escaped  and  found  their  way  to  the 
bottom,  may  h«To  been  up- borne  by  the  water  in  the  ship  and  deposited  oa 
the  goods,  which  may  nevertheless  have  been  properly  stowed.    If  an  interval 


390 


STEVRNS  ON   STOWAGE. 


elapse  before  tbej  are  diBcharged  nod  inspected « the  only  trtoes  thut    [OILS 

remain  maj  be  those  of  tar  and  oil,  and  it  would  require  the  roaster  to  explain 
liow  the  tar,  the  oil,  or  the  bOge  water,  were  thrown  and  left  on  the  goods,  in 
order  to  relieve  the  ship.  The  eflfects  of  conciiBaion,  stranding,  and  heavini 
down  of  ships  by  seas,  are  extraordioary,  and  such,  in  gome  cases,  as  would  be 
deemed  incredible.  Goods  which  werejplaoed  at  the  bottom  have  been  tossed 
to  the  top ;  bars  of  iron  shifted  from  a  longitudinal  to  a  transverse  position,  &o, 
Damage  to  goods  is  not  confined  to  sea-water  as  a  cause*  Damage  occurring 
in  rivers  by  fresh  water  is  equally  claimable.  It  is  not  likely  to  create  ao 
much  injury  as  salt  water,  and  it  is  not  so  easy  of  detection.  Sea- water  damage 
18  commonly  tested  by  the  tongue.     Hop  kin*  on  Average. 

7 02  Leakage*  In  Crofts  t^.  Mabshall,  where  o il  h ad  been  lost  by  leakage 
caused  by  the  labouring  of  the  ship  in  a  cross  sea,  Lord  Denman  refused  to 
admit  evidence  of  a  usage  at  Lloyd's  to  the  eflfect  that  unlesa  the  cargo  was 
shifted,  or  the  casks  damaged,  underwriters  were  not  hable  for  any  extent  of 
leakage,  however  caused,  as  a  loss  by  the  periia  of  the  sea.  His  lordship  told 
the  jury  to  consider  whether  in  their  opinion  the  damage  to  the  oil  was  in  fact 
caused  by  the  perils  of  the  sea.  "  It  may  be  very  convenient"  said  his  lord- 
ahip  •'  for  the  underwriters  to  have  such  a  geoeral  nilo,  and  for  the  commercial 
world  to  submit  to  it»  but  if  they  mean  thereby  to  control  the  eSect  of  a  plain 
instniment,  they  should  introduce  its  terms  into  the  policy.'" 

703  LealcagG,  tJ.S.  Loss  by  leakage  having  arisen  through  the  exposure 
of  caska  of  oil  to  the  sim  at  New  Orleans,  for  two  days  before  shipment  through 
the  negligence  of  the  shipowners,  it  was  held  by  the  district  Court  at  Maasa- 
chusetta,  May,  1650.  that  the  consignees  could  claim  for  the  loss  although  it 
happened  prior  to  the  date  of  the  biUs  of  lading,  as  the  liability  of  the  carrier 
commences  witli  the  receipt  of  the  goods. 

704  OUve  oil.  In  the  Admiralty  Court,  March  3. 1805,  Dr.  Lushimotoii 
gave  judgment  in  favor  of  Messrs.  Brtsoall,  who  sued  the  owners  of  the 
Prussian  ship  HiUne,  which  in  the  previous  August  received  47  casks  of  olive 
oil  at  Leghorn  for  delivery  at  Liverpool.  The  quantity  shipped  was  4,800 
gallons ;  of  this  2^000  gallons  had  been  lost  by  leakage.  Dr.  Lushinoton  said 
that  ordinary  leakage  docs  not  exceed  1  W  cenL  Plainti^s  allege  that  large 
quantilies  of  rags  and  wool  were  stowed  near.  Defendants  state  that  leakage 
arose  through  the  slackness  of  the  casks  and  heavy  weather.  It  is  not  probable 
that  large  exporters  like  Messrs.  Lloyd,  of  Leghorn,  would  use  inferior  casks, 
beeides  some  of  them  were  sold  at  the  usual  price.  Stowing  woo]  with  oil  is 
risky.  1  am  eompeUed  to  conclude  that  accompanied  by  insufBcient  ventila- 
tion, the  intermixture  of  the  wool  was  the  chief  cause  of  leakage.  Although 
the  charterers  appointed  a  head  steyedore.  yet  he  was  "  subject  to  the  master's 
control."    Judgment  for  plaintiffs,  with  costs,  and  reference  to  the  registrar. 

705  Benzine-- EzplOBioQ.  In  18B5,  the  steamer  Aihanasian  was  lying 
at  Havre,  laden  with  benzine  oil,  of  which  there  were  on  board  eight  butts, 
containing  100  gallons  each.  The  chain  broke  when  one  was  being  hoisted 
out,  and  it  fell  in  the  hold  and  burst.  Nothing  was  done,  and  three  hours 
after,  one  of  the  men  went  down  with  a  lighted  lao thorn.  Anotlier,  seeing  the 
danger,  warned  him  first,  and  then  with  some  of  bia  comrades  contrived  to 


A 


rs 


391 


«se&pe.    A  terrible  explosion  took  place.    Three  men  in  the  boM  were    [OILS 

[killed  and  one  frightfully  injured.    The  ahip  look  fire  which  wag  gubdiied  by 

[•the  engines.    Two  sappers  volunteered  to  search  for  the  bodies,  and  were 

[lowered  down  by  a  chain  fastened  round  their  waists.    The  hold  was  ftill  of 

f  irater  covered  with  beBdne,     Unfortunately,  one  of  the  sappers  had  a  lighted 

torch  in  his  hand,  from  which  a  drop  of  resin  Tell  and  caused  a  second  ex- 

ploaion,  which  burned  and  blackened  the  sappers  so  that  they  could  scarcely 

be  reoognized.    The  fire  was  again  extioguished,  and  a  pumping  engine  on 

tbe  Maury  system,  brought  up  150  ton  of  water  In  little  over  oue  hour. 

705  Fatal  explosion.  A  terrific  explosion  occurred  May  3, 1866,  at  7  a^m, 
cm  board  the  steamer  Eumpean  alongside  the  railroad  Go's,  wharf  ai  Aspiuwall ; 
the  upper  part  of  the  ship  was  torn  away  and  several  plates  were  blown  off 
her  side.  The  plank  wharf,  nearly  400  feet  long,  was  torn  to  pieces  and  com- 
pletely demolished  to  within  a  hundred  feet  of  the  freight  bouse.  Both  ship 
flud  wharf  took  fire,  which  after  several  hours  was  extinguished  by  the  engines. 
On  board  the  Carribean,  lying  near,  several  immense  iron  girders  were  snapped 
like  pipe  steins;  all  the  boats  and  every  thing  of  a  fragile  nature  was  i^^udered 
useless.  Capt.  Colx^  Mr.  Glass,  chief  officer,  and  about  fifty  of  the  crew  and 
others  employed  on  board  Uie  EuropMHt  lost  their  lives.  The  explosion  is 
attributed  to  the  fact  that  shu  had  on  board  70  cases  of  glonoine  or  nitro- 
gljoerioe.  The  Royal  Mail  Steamer  Tamar,  Capt,  Moia,  wiiicli  arrived  ilie 
fferjoua  evening,  prepared  to  tow  out  the  burning  ship,  but  before  this  could 
l>e  done,  a  second  explosion  took  place,  supposed  to  have  onginated  in  the 
magazine  which  contained  a  small  quan  tity  of  powder.  The  Tamar  then  made 
Ikat,  and  the  two  had  barely  reached  the  opposite  side  of  the  buy  when  an  oi her 
exploaon  more  terrific  than  the  first  occurred.  The  European  was  thus  broken 
in  two  and  she  sunk ;  her  mainmast  was  sent  higli  in  the  air,  and  had  it  fallen 
on  the  deck  of  the  Tamar,  the  most  serious  consequences  might  have  ensued. 
Capt.  Moia  and  his  officers  were  very  properly  thanked  by  the  Italian  and 
Freoch  consuls  and  several  other  officials.  A  Naval  Couit,  which  sat  imme- 
diately afterwards,  came  to  the  conclusion  that  the  first  explosion  (70  coses  of 
glonoine)  took  place  in  the  lower  after  'tween  decks ;  the  only  survivor  being  a 
man  employed  immediately  underneath  ;  and  that  the  third  explosion  origi- 
nated among  aome  goods  shipped  as  "merchandise."  There  was  a  shipment 
by  Messrs.  JoBB  F.  TouBscRiri,  of  Liverpool,  deeurihed  in  the  bill  of  lading  as 
*R.E.  1  to  44,  Merchiiudise.'  One  case  marked  'R.E.  25'  was  recovered; 
under  an  outside  layer  of  quill  pens  it  contained  100,000  percussion  caps. 

Proportionate  tonnage,  iTtun  of  oil,  of  252 gallons  each,  weigh  X6| 
ton,  and  will  occupy  ^50 cubic  feet  or  1  keel  When  Mediterranean  wheat  19 
freighted  at  It  1^  quarter,  oil  in  casks  should  be  7*  (ki  ^  tun  of  252  gallons. 

Tonnage  for  fireighi.  260  gallons  Ceylon  oil  in  casks,  measuring  about 
60  cubic  fec't,  go  to  the  ton  ;  in  tanks  50  cubic  feet.  At  New  York  and  Bal- 
timore, 200  gallons  (wine  measure),  reckoning  the  full  contents  of  the  cask. 
Bengal  and  Madras  ton  20cwt.  in  cases;  Buogal  any  kind  in  casks,  20owt 
Madras  210  imperinl  gallons.  Bombay  ton  in  casks,  60  cubic  feet  In  China, 
a  eaae  of  aniseed  oil  coutaitiing  1  pecul,  measures  5*10  feet ;  half  a  peciij  2504 
fott ;  pecut  Cassia  oil  6'45,  and  half  a  p«eul  2*80  feet* 


392 


STEVENS 


STOWAGE, 


FOBUQir  on.  MIASUEES. 


BREMERHAVEN.— A  barrel  of  whale 
oil=68teclEAn  or216n).  net=3|wiiiB  gal» 
lonft  Engliah. 

CANDIA  — Ip  CantUft  (MBditemmewi) 
oil  18  raousiircd  by  the  miatate  2'46tigiik. 

CERIJO  (lowiAif  Iai*AKD».)^A  bariJd 
Umm  gallong. 

DENMARK.— A  hwt  2241b.  net. 

HAMBURG.— 1  Engliah  impeml  gal* 
1cm  oil  TO  oil  ia  about  8  j  \h.  Hiunbiirg  weight, 
1  tttn  6sh  oil  imperidf  iuuaUj  rendJora  58 
HatnTjurg  fiteckoiis ;  Bee  coffeo. 

ITALY, — A  frasco  is  less  than  4pmU; 
A  rubbio  17  Jib;  7?f>m<!,  a  biurile  15'185 ; 
I\dcrmo,  the  caffiso^4J  Engliiih  gaUona; 
Vtmc^t  the  oma  is  divided  into  100  line, 
ind  ii  eqttol  to  14  29  imp.  gals ;  the  botttt 
eonlains  2  migUHJo^  or  BO  mlri  of  251b.  peao 
gTOSBO ;  a  miro  =  1028  Englisth  wine  gala ; 
Ilorence^  a  haiile  9-63S8  gallons ;  Genoa, 
17'0S3  gala ;  Lueda^  a  eoppo  20(llb.  nearly, 

INDIA. — A  garce  contains  lOOmarcals 
=39-i£^ith  ;  Malahar^  ^  gdlons  mixke  a 
cho«danj  \  TVaooncore,  30  c^oradaincfi 
maico  1  candy  of  8'209  gallons. 


LISBON.— A  bolde  k  the  10th  of  a  pipe? 
a  last  4  pipes. 

MAJjAGA.— Abota  ia  43,  and  a  pipe  35 
arrobos;  the  latter  weighs  about  1601b. 
aroir  i  the  arroba  4*19  English  wine  gala ; 
a  liial=4boala  Of  d  pipes  ^5  pipes  Pedro 
Ximenos. 

MALTA.^A  qnartrnccio  =  1 J  wine  qrt; 
the  GaffiBO  =  &|  Englbh  gallons,  some  aay 
4*580  gallons ;  the  barrel  is  double  the 
caffiao  I  aome  say  9  gallons. 

BOTTERD AM.— A  last  4  caaka  cOirc  oil 
or  7  caflkut  whale  oil. 

SARDESIA-— A  pot  17  pint*. 

SPAIN.— A  qaart4?lhi  0-829  gallona,  ih« 
arroba  2'78galB|  ia  dirid&d  into  quartilloa 
or  lOOpanlUas — ^the  standards  ot  the  ar- 
roba are  341ibrjis  of  water,  and  25  of  oil ; 
libra  l*0144tb  ;  Cadiz  botta  38 1  arrobas ; 
pipe  34i  arrobas. 

TRIPOLI.— A  carraffl  31tb ;  a  matUro 
47Ib. 

TURKEY.— The  alina  or  metar^lgal. 
3  pints  English  wine  meaaure;  weight  8 
okes  or  22|tb.  aroir. 


Oils  are  in  aotne/oretgn  plaou  ttold  Ir^  fpirit  and  wine  measuref  wM^  me.  ^^| 

707  OILING  THE  SEA,  The  utility  of  tlirowliig  oil  on  iLe  sea 
for  the  purpose  of  reducing  its  rough riesSj  is  a  subject  wliich  has  often 
been  discussed.  The  possibility  uf  saving  a  ship  from  behig  disabled  or 
even  wrecked,  hy  such  a  simple  coutrivauce,  seems  at  first  siglit  to  be 
preposterous.  Where  the  sea  is  dashed  violently  against  a  reef  of  rocks, 
ur  where  there  is  a  couslaut  surf  caused  by  an  underground  swell,  such 
as  that  which  rises  on  ihe  West  Coast  of  South  America  and  other  parts 
of  the  world,  ihe  use  of  oil  to  smooih  the  surface  might  be  of  little  avaiU 
According  to  facts  wliich  have  been  recorded,  it  doesj  however,  appear 
reasonable  to  suppose  that  it  might  be  useful  under  certain  circum- 
stances. There  is  a  ]>opular  impression  that  in  order  to  obtain  so 
desirable  a  result^  a  large  (|uantiiy  of  oil  is  necessary  ;  tliis,  however,  19 
not  the  case,  as  a  very  small  portion  will  spread  itself  over  a  great  extent 
of  water.  This  coverin|T  prevents  the  wind  from  entering  under  ihe 
surface,  and  thereby  greatly  reduces  the  rougliness  o(  the  sea,  and  possi- 
bly the  height  of  the  waves — the  creates  of  which  are  thus  prevented  from 
breaking,  which  is  one  of  the  principal  causes  of  injury, 

708  Pliny  mentions  that  in  his  day,  divers  used  to  throw  oil  to 
lessen  the  roughness  of  the  sea  in  order  that  they  might  more  readily 
discern  objects  at  the  bottom.     The  position  of  seals  is  readily  known  in 


4 


STEVENS   ON   STOWAGE 


Scotland  when  tliey  are  consuming  oily  fishes  [OILING  THE  SEA 
bcloiv;  and  the  coarse  taken  by  shoals  nf  herrinf^s  and  of  pilcliEirds,  can 
also  be  easily  observed  through  the  smnotiiness  ovcrj  caused  possibly  by 
ihe  falnesa  of  Llieir  botlies.  From  ihc  same  cause  the  sea  seldom  breaks 
round  the  body  of  a  dead  whale,  and  ks  track  (or  i^eorly  a  mile*  can  be 
easily  distittguiahed  by  the  erennesa  of  the  surface.  It  has  been  ofieii 
observed  that  the  cook's  slush,  or  the  waste  from  a  disused  oil  barrel,  or 
a  little  coal  tar  tliroi^u  overboard,  litis  caused  a  rough  sea  to  become  re- 
tnarkably  emooih.  Dr.  Franklik  records  that  in  Newport  harbour,  U.S. 
ihe  sea  wag  always  smoother  when  there  were  any  whaling  vessels  at 
anchor  in  it,  through  the  waste  of  blubber  and  oil  from  tbem;  it  should, 
however f  be  remembered  that  where  there  is  a  number  of  ships  at  anchor, 
the  BPa  is  generally  less  rougli  than  it  would  be  without  iheni.    When  the 

Cbilge-water  from  oil-laden  ships  in  the  Cejlou  trade,  is  pumped  into  the 
Mn])j)ers,  the  roughness  caused  by  a  gale  subsides  immediately,  and 
knowing  ibis,  some  intelligent  masters,  especially  when  near  the  Cape  of 
Bood  Hope,  ahvays  resort  to  the  pumps  of  such  ships,  previous  lo 
_  pearing  to  id  heavy  weather.  Indeed,  when  running  in  a  gale,  oil  is 
aomctames  thrown  from  vessels  in  (he  Newfoundland  and  Labrador  trade, 
to  keep  the  sea  from  breaking  over  dicm  ;  they  can  run  much  longer  with 
this  assistance  than  wiihout  it ;  about  10  gallons  in  24  hours  1ms  been 
found  Mifiieienl;  the  oil  spreads  to  windward  nearly  as  fast  as  to  leeward, 
Wh<;n  Iciikage  has  occurred  in  the  topsides  of  a  ship,  or  when  she  has 
loel  her  rudder,  and  it  becomes  necessary  to  lower  a  man  into  tlie  water, 
a  pint  or  even  half-a-pint  of  oil,  has  made  it  sufficiently  smooth  for  him 
to  H'ork,  where  otherwise  it  would  have  been  impossible. _ 

7119     All  these  facts  do  not  demonstrate  the  possibility  of  saving  a 

ship  from  httng  disabled  or  wrecked.    It  is  however  recorded  that  on  the 

Odi  Jannary,  1770,  a  Dutch  East-Iiidia-man  was  saved  from  wreck  m  a 

•torm  near  the  islands  Paul  and  Amsterdam,  by  pouring  on  the  sea  ajar 

of  olive  oil.     The  author  of  *  WellcnlehFe"  states  thai  a  Mr.  Richter, 

ivho  accompanied  a  Danish  captain  to  the  island  of  Purto  Santo,  (being 

tutor  to  his  son)  was  standing  on  the  shore  during  a  hurricane,  when  he 

t-aiv  the  vessel  in  which  lie  at  rived,  torn  from  her  anchor  and  swallowed 

lip.    Suddenly  in  the  middle  of  the  bay,  appeared  a  boat  driving  towards 

ihc  shore.     As  ^he  plunged  the  sea  around  seemed  to  be  stilled — the 

«nawy  white  of  the  foam  giving  place   to  the  appearance  of  calm  water. 

;bc  waves  however  advanced  with  redoubled  energy  htt  tnthoid  hrtuking, 

\A  tossed  the  boat  so  high  on  tlie  strand,  thai  the  men  were  able  to  jump 

fini  and  scamper  up  the  beach.    The  rescue  was  due  to  the  captain  who, 

iMi  the  boat  entered  the  breakers,  stove  in  tlie  head  of  a  keg  of  oil,  which. 

li  unabin  to  calm  the  waves,  prcveuicd   them   from  breaking,  imd 

,.,^d  ihem  to  run  up  the  strand  like  rollers,  carrying  the  boat  with  them* 

5  n 


39i 


STRVKNS    ON    STOWAGE. 


In  1867  a  iiiaiter  itatexl  In  ihe  Xew  York  Ship-     [OILIHG  THE 
ping  Lht  thftt  he  bad  beeu  at  sea  28  years,  and  masler  for  10  jeai),  i 
ihni  lie  bad  saved  tbe  vessel  Quder  bis  cammaud  twice  bjr  ^oiltng  the 
Ma/'     He  says,  "  ivben  a  abip  is  disabled  and  catinot  get  out  of  a  stonn, 
and  tbe  Diaiiter  bos  to  lake  ibe  Left  of  ibe  gale — if  be  bas  uil  oa  boards 
be  sbould  start  two  or  three  gallons  over  tbe  side.     This  ivtll  make  smooth 
water  to  winduard>  and  then  oil  allowed  to  run  drop  by  dn>p  is  all  that 
ia  required ;  the  ship  is  in  smooth  vrater  as  long  as  tbe  oil  is  olloired 
to  run"     In  1864,  in  the  heaviest  gale  of  wind  be  ever  sawr,  he  lost  i 
saib,  atid  iht^n  the  rudder;  and  knew  the  vessel  could  not  have  ridde 
the  sea  f«;r  an  hour  longer,  if  he  had  nut  bad  some  oil.     Five 
lasted  /j6bourS|  and  this  saved  tbe  vessel,  cargo,  and  lives.     He  recoiii*> 
mends  that  shipt*  of  heavy  tonnage  should  have  two  iron  tanks  of  40  gallons 
each,  one  on  each  side,  with  faucet  so  arranged  that  the  oil  can  be  started 
at  any  time;  small  vesselsi  10  gallon  tanks,  and  all  ship's  boats  tanks 
offigallonfl  each,  well  filltdj  sa  thai  in  case  the  ship  founders  or  bn 
the  boaU  ivill  have  oil  to  smooth  the  sea  in  a  gale.     With  tliesc  lani 
and  a  good  master  who  knows  (he  law  of  storms,  and  handles  bis  ship  so 
as  to  get  her  out  of  the  centre  of  it,  no  more  good  ships  will  founder** 
[The  subject  of  oiling  the  sea  is  one  which  so  much  concerus  the  intere 
of  the  mercantile  marine,  thai  it  seems  desirable  that  some  public  badjj 
sbouhi  catLTtain  it  and  endeavour  to  obtain  more  substantive  informati<] 
limn  is  now  on  record.    Could  not  ilie  experimeni  be  tried  advantageously 
by  life-boats  when  rescuing  the  crews  of  vessels  stranded  or  wrecked  ?] 

710     OILCAKE  is  the  remains  of  various  seeds  after  they  have  h\ 
pn^Mseo  (wi  uiw  cjvuticai/i*  vf  iUt^ir  uiL     In  bulk,  oilcake  should  be  placi 
by  itsnlf;  in  bags  or  casks  it  may  be  put  on  dry  goods,  but  they  shoul  „ 
be  well  malted  where  necessary,  for  if  the  weather  be  close  and  warm  the 
oil  will  perforate  through  the  sacking.     Oilcake  may  cause  spontaneous 
combuHtiou  if  its  exhalations  reach  cotton,  bemp,  jute,  &c.     If  placed 
100  near  the  ceiling,  although  the  ship  may  nm  leak,  tl*e  cakes  will  draw 
dampncBs  from  tlie  wood;  at  the  same  time  they  may  leave  a  dampness 
in  the  wood  not  easily  removed.     In  the  case  of  the  .S*V  T,  Graham^^l 
M'AsuniLW  V.  LiDOKTT,  Queen's  Bench,  Marcli,  1804,  it  was  held  to  bef 
not  proper  elowage  to  fill  up  the  spaces  between  tbe  casks  of  turpentine 
with  oilcake^  which  caused  the  caaks^  to  shrink  and  leak  on  and  injure 
barrcds  of  currants  bdow.   The  ship  Fi^lia  Maggiore,  Capt.  G.  M  ili^hsk- 
vicHj  (a  general  ship)  left  New  York,  26  Jutie,  1865,  for  London,  wiUi 
cargo  including  C56  hogsheads  tobacco,  18,000  staves,  40  cases  merchan- 
dine,  and    I, IMK) barrels  oilcake.     The  goods  were  mixed  together,  tbe 
uilrake  was  f<iund  damaged  on  arrival,  and  an  action  was  hrouglit  in  the 
Adiiiiraliy  Courr,  April  21,  1866*     Sir  R.  Fhiilimoke,  in  delivering 


STEVENS  ON   STOWAGE. 


095 


« 


judgment  for pkintifF^  said  ibat  the  mould  in  iltose  oilcakes  [OILCAKE 
was  from  lUe  edges  lo  ihe  centre — ihe  usual  indicaiioii  that  the  mischief 
bad  been  produced  by  external  heat.  Tobacco  and  oilcake  were  both 
be*l-producjng. 

711  Tlie  schooner  Fairt/t  belongiug  to  Boston,  Lincoliisbire,  which 
registers  141  ton,  loaded  in  December,  1864,  at  Marseilles,  21 2  ton  of 
^^round-ntit  oilcake,  which  became  healed  on  ihe  passage  to  Plymomh^ 
where  she  arrived  January  12,  IStlo,  Tlie  heating  wasnscribtd  to  buing 
shipped  in  a  green  state,  as  the  steam  from  llie  entire  cargo  settled 
ftgminst  the  decks  and  then  dropped  i  the  upper  part  suHcred  most*  I'hc 
Fairy  is  sharply  built^  and  has  in  the  hold  a  permanent  platform  fijced 
on  her  two  sister  keelsons ;  it  is  17  inches  above  the  floor;  duck  single 
mats  were  laid  on  tlie  (ilatform  again.«it  the  sides  to  receive  the  oilcake. 
She  drew  13i  ft  aft^  and  11  ft  10  in  foiuard.  Witli  230  ton  of  coal,  131ft 
afit  12  fl  forward  ;  best  ti  im  ut  sea  12  ft  aft,  and  10  ft  7  in  forward*  Jler 
ouC  cake  was  extractcc!  fnjni  ground  mils,  parily  manufactured  at  Mar- 
fleiUes;  ihe  remainder  came  from  other  Mediterranean  ports.  Capl. 
GoPLBT  considers  that  nui  cake  is  very  liable  to  become  heated;  rape- 
seed  cake  w*ill,  if  new,  but  nut  ao  quickly  as  nut  cake  ;  and  linseed  cake  less 
ihati  either-  The  Fairy  i  p  irt  charges  at  Mart5cille»  were,  pilotage  in 
and  out  44/.  10c ;  excise  on  ship  s  stores,  &c.  17/,  fX>c ;  health  olhce  14/; 
harbour  boat  as  agreed  It)/*;  clearing  in  and  out  ( 140  ton}  OtJ/V  telegram 
IQ/".  50c;  opening  bridge  twice  22/;  sundries  GO/1  DOc;  loiiil  244/; 
!ouaa1ale  1<>» ;  stevedore  s  charge  Ad  ^  ton.  For  discharging  pitch  3  s<jus 
ton  per  man — four  men  employed*  The  charge  for  cooking  ashore 
14/  per  day  per  ship. 

7X2  Stowage  and  delivery.  Siumonds  v.  BaiyER.  Com,  Pleas,  Not* 
1802»  American  ship  Daniel  Wehiter.  Before  Mr.  J u slice  Wjlles.  An 
ilion  for  loss  sustained,  through  the  improper  stowage  of  oiteake  ship|>ed  ut 
few  York,  and  also  for  delay  in  delivery.  Defendant  pleaded  that  there  had 
no  negligence  on  tbo  part  of  the  ship,  and  that  tlie  loss  arose  from  the 
perils  of  thfi  tea.  FlaiutilVs  were  oilcake  merchants,  and  defendant  was  master, 
and  according  to  plain tifis  it  appeared  that  towards  the  cjo.'ie  of  iHfJl,  oOO  bagi 
and  40  biirrela  oilcake  consigned  to  them,  were  shipped  in  the  Daniel  IVfhster^ 
and  on  her  arrival  in  the  London  docka  it  was  found  that  about  70  ton  of  ibo 
oiloake  in  bags  were  damaged  through  being  wetted  and  becomij)g  heatod,  and 
quantity  of  wheat  getting  mLx:cd  with  it.  It  was  alleged  that  this  could  only 
•\w  from  the  caJce  being  ituproperly  stowed,  and  in  too  olOBe  proximity  to  tbo 
wheat,  (U  hulk,  where  it  would  be  more  likelj  to  get  heated,  and  that  if  ordinary 
care  had  beeu  taken  the  coke  would  neitlier  have  bean  healed  nor  the  groin 
iLriven  into  it  The  loss  was  estimated  at  £1  a  ton.  There  was  also  a  further 
claim  for  compensation,  upon  the  ground  that  defendant  had  not  delivered  the 
eak«  witliin  a  reasonable  time,  that  tho  lighterman  had  applied  for  the  consign- 
ment, and  tliat  had  ordinary  dispatch  been  used«  it  might  have  lieen  delivered 


d06 


STEVEXS    ON   STOWAGE, 


mucli  earlier.  In  consequence  of  this  delay,  plaintiffs  lost  the  [OILCAE 
market.  The  defence  was,  that  the  oilcake  was  stowed  in  the  usual  and  prop< 
luftunor.  in  the  after  part  of  the  main  hold,  and  that  the  damage  arose  froi 
ilie  perila  of  the  sea,  whicli  came  within  the  exceptions  of  the  bill  of  ladii 
The  cargo  was  slowed  by  the  asiially  appointed  stoTedores,  and  there  was 
bulkhead  two  inches  thick  between  the  wheat  in  bnik  and  the  after  ho] 
and  tlie  cake.  The  ship  left  December  20,  and  on  the  25th,  in  a  heavy  gal 
ihe  strained,  and  made  considerable  water.  On  the  Slst^  another  heavy  gi 
threw  the  ship  on  her  beam  entis ;  she  remained  so  until  noon,  January  2m 
labouring  with  her  lee  rails  under  water.  She  had  a  list  of  from  four  to  fii 
streaks  on  the  port  side.  When  righted  she  had  22  inches  of  water  in  the  ho] 
"and  llie  cargo  had  shifted.  The  water  which  she  made  kept  in  the  bilge  wbfl 
Hie  ship  listed  over,  and  so  must  have  got  to  the  cargo.  Capt.  BowicRs,  i 
apector  in  the  London  Dock,  stated  that  the  sliip  appared  to  have  had  very  bi 
weather.  A  bulkhead  divided  the  wheat  from  the  oilcake,  and  it  was  Ihougl 
that  the  heavy  siraiuiiig  must  have  caused  it  to  yield,  and  so  have  allowed  I 
grain  to  pa^^s  through  with  the  water  to  the  cake.  Some  peas  and  bops  wb 
aiBO  damnged  l>y  sea-water.  Those  who  assisted  in  unloading  spoke  of  Q 
cargo  as  hdving  been  properly  stowed ;  and  witli  regard  to  the  delay  in  I 
deliveiiiig,  it  was  stated  that  the  discharge  of  a  ship  of  the  tonnage  of  t 
Daniel  IVchsier  Qccu\md  from  three  weeks  to  a  month,  and  that  all  expedtUi 
had  been  used  in  the  delivery,  Mr.  Justice  Willes  said  the  jury  would  di 
termine  wliother  the  loss  arose  from  bnd  stowflgo  or  from  periis  of  the  sea. 
they  should  he  of  opinion  that  the  doumgo  did  not  arise  from  the  oilcake  belt 
improperly  fif owed »  defendant  would  not  he  liable;  but  they  would  have  1 
consider  another  ground  of  complamt,  and  that  was,  that  the  cake  tiad  n< 
been  delivered  within  a  reasonable  time  after  the  ship  arrived  in  dock,  [ 
they  shoold  come  to  the  eoneJusiion  tlmt  the  loss  had  resnlttd  from  bad  stowi 
the  second  question  would  not  arise ;  hut  if  they  should  not,  then  they  wouli 
any  whether  the  goods  bad  been  delivered  within  a  reasonable  time,  and  if  rn 
they  would  fix  the  amount  of  damages.  The  jury  found  a  verdict  for  plain  til 
on  the  point  that  the  cake  hnd  not  been  delivered  within  a  reasonable  linji 
Damages  Mlb  17*.  Hia  lordship  said  the  verdict  would  be  for  defendant  c 
the  count  for  bad  stowage. 

7 1 3  Alleged  QUEeaWDrthiBess .  N  orf  ol  k  Circui  l ,  N  orwi  ch ,  An  gust,  1 861 
Watlino  v.  Williams.  Plaintiff  was  a  merchant  at  Great  Yatmouth»  ai 
defendant  roaster  and  part  owner  of  tho  hrigantine  Qeor^et  of  Caemanroi 
Mr.  O'M ALLEY,  Q.O.  stated  that  the  question  to  be  decided  was,  who  shonl 
be  made  to  bear  the  losses  arising  from  that  to  which  he  was  free  to  admi 
neither  party  was  in  the  least  to  blame.  On  November  IQ,  defendant's  vei 
was  chartered  to  carry  a  cargo  r>f  oilcake  from  Marseilles  to  Yflrniouth.  Wbi 
she  arrived  and  as  the  cargo  was  being  unshipped,  the  oilcake  on  the  port  sid 
was  found  to  have  been  considerably  injured  by  water.  Plaintiff  was  sent  foi 
and  be  went  on  board  with  defendant  and  other  persons,  and  fonnd  the  oiicj 
in  such  a  state  that  it  had  to  be  dug  out.  The  lower  part  of  tho  deck  was  nd 
only  saturated  and  marked  by  tlie  oozing  of  the  water,  but  tho  water  was 
down  the  lower  tiers,  and  eventually  it  was  discovered  that  the  dami 


STKVKNS    ON   STOWAGE, 


397 


i 


i  from  mo  orersight  The  vessel  was  built  at  Prince  Ed«  [OILCAKE 
wnrd'a  iHlmid,  and  it  was  well  kuowu  iti  the  trado  that.  speakiDg  generally, 
r  111  Ung  was  DOt  securely  done  there.  Owing  to  this  defect  the  water  had  run 
ii.iuugh  A  hole  about  an  ineh  long,  in  the  port  side,  and  thus  destroyed  the 
coke,  nod  whilst  proceeding  with  the  unloading,  they  found  another  portion 
of  the  cake  in  the  same  state^  ciiused  by  the  water  flowing  through  an  aperture 
id  the  starboard  &ide.     Plaintiff  eatiiuatcd  the  damage  at  nearly  £100, 

Mr.  Ke^ane,  Q.O.  said  that  defendant  denied  that  damage  arose  in  any  way 
from  the  dt'lective  condition  of  the  sliip.  He  produced  the  log-book,  which 
vhgwfHl  that  on  several  occasion b  tho  weather  was  very  severe*  The  ship  had 
Wen  properly  caulked.  The  voyogo  occupietl  hetweea  ten  and  eleven  weeks, 
irhilBt  the  average  lime  was  only  twenty-eight  days.  The  jury  returned  a 
Terdiot  for  defendant 

714  Seed-cake.  A  cargo  of  cotton  seed-cake  is  bought  by  contract  through 
H  brokerf  on  the  usual  terms^  to  be  shipped  at  Termonde  in  good  condition; 
•ellcir  answerable  foi  loss  of  weight  above  2^ceQt  The  cargo  ain-ived  in  a 
voty  heated  state,  and  the  top  and  the  outaides  were  all  more  or  less  mouldy ; 
|]i#  loea  of  weight  was  in  eoasei|neno6  over  2^ cent,  ^ih,  2|,  although  the 
TOjags  waa  short  aod  favorable.  Bill  of  lading  dated  August  12 ;  arrived  jq 
port  22ild.  The  master  states  that  the  cargo  became  heated  very  soon.  The 
•liip  waa  dry.  Buyers  have  had  previous  cargoes,  but  never  so  heated,  although 
the  voyage  had  been  much  lunger.  They  contend  that,  coupled  witli  the  short 
voyage;  the  very  facts  of  the  cargo  b eating  and  losing  weight  so  much,  are 
proofs  tJiat  it  was  not  shipped  in  good  condition,  and  in  answer  to  their  enquiry 
if  there  was  a  fair  claim  for  compensation,  are  told  there  is  against  tbe  shipper 
of  the  cargo  for  the  extra  <|uarter  per  cent.  The  clause  as  to  '*  the  seller  being 
answerable  for  loss  of  weight  OYcr  2^oent/'  gives  them  a  distinct  claim  in 
auch  a  caae ;  tbe  ship  being  dry  and  making  no  water,  the  voyage  good,  &c. 

Tonnage.  20  ton  occupy  850  cubic  feet  or  1  keel ;  when  wheat  is  It  |^ 
^iiftftcr  freight,  oilcake  is  rated  at  4^  IQ^d  W  ton.  The  Mediterraaean  scale 
WKJ%  U IM  ^  ton  of  20  cwt.  in  bulk. 

715  OIL  CLOTHING  should,  if  possible^  never  be  stowed  below, 
for  fear  of  spontaneous  combustion,  which  baa  freqtienily  occurred  where 
ibiB  caution  baa  not  been  observed;  if  stowed  below*  underwriters  ai*e 
§mid  IQ  be  free  from  liability.  When  absolutely  necessary  to  slow  in  tho 
holdf  put  them  on  top  of  the  cargo  near  the  hatchway.  Spontaneous 
cooibtiBtion  is  most  to  he  feared  when  the  goods  are  new  or  not  properly 
curetl*  In  the  year  1850,  a  vessel  from  New  Vork  to  Newfoundland 
look  OrCt  in  coneequence  of  the  apontaneous  combustion  of  a  case  of  oil 
cJotbiDg  (jackets  and  trowsers)  coated  with  linseed  oil. 

71 A  Spontaneous  combustion.  On  the  24th  of  January,  1658,  when  tha 
vtMtn-ship  Hotjal  ChnrUr,  Capt/TAVLOR,  was  in  lat  19°35'N,  long.  24^*41  W, 
from  Melbourne  for  Liverpool,  with  500  aouls  on  board,  some  of  the  aecond- 
rjaas  pas9cni?t>r9  perceived  a  slight  burning  smell,  which  a  steward  attributed 
to  the  effects  of  the  ftun's  rayn  on  the  table  oil-cloth.  About  4  a.m.  the  nesi 
ftv,  an  nliirrr)  of  tiw^  was  raisiHl,  the  after  batches  were  im mediately  removed, 


d98 


STEVENS    ON   STOWAGE. 


and  to  tlie  horror  of  all,  tlio  smoke  asceoded  in  such  fOIL  CLOTHING 
volumes  as  left  no  doubt  of  the  sad  reality.  The  captain,  olficers,  mid  cr^w, 
assisted  by  the  passotigers,  worked  most  assiduously  at  the  pumps,  Slc.  and  lb© 
fire  was  providentially  extinguished  at  8  a.m.  without  accident^  excepting 
the  necessary  removal  of  iJie  first  officer  in  a  state  of  insensiLihty  from  tlio 
hold  to  tlie  deck,  where  he  recovered.  The  fire  originated  in  the  spontaneous 
coml>ust}on  of  some  cases  of  oil-skins,  or  waterproof  macintoshes.  Tliore 
was  at  fii-st  some  doubt  as  to  the  cause,  b«t  on  shifting  the  cargo,  after  throwing 
overboard  sucli  goods  as  were  rendered  worthless,  another  case  was  discovered 
perfect  outside,  but  the  eontCBts,  waterproof  goods,  were  in  an  advanced  stage 
of  spontaneous  combustion.  On  referring  to  his  bills  of  lading,  the  captain 
found  there  were  several  cases  of  a  similar  brand  or  mark  styled  *  merchandise/ 
but  the  nature  of  their  contents  was  not  declared. 

717  Macintosh,  The  Royal  Jfail  steam- ship  Seine,  Capt,  R.  Rkvktt, 
left  the  island  of  St.  Thomas,  August  13,  1805,  for  Southampton.  At  9  SO  p.m. 
when  30  miles  off,  smoke  was  observed  coming  up  one  of  the  pipes  loading 
to  the  chain  lockers.  In  the  fore  hold  were  1,200  packages  of  India  rubber 
waterproof  clothing,  tobacco,  and  cases  of  cigars.  The  hatches  were  battened 
down,  holes  c*ut  in  the  deck,  and  five  or  six  hosea  played  on  the  burning  cargo, 
and  she  returned  to  St.  Thomas,  where  with  help  from  the  ships  Sohmtf  Eider^ 
Conway^  and  Derwmtt  the  fire  was  extinguistred.  It  is  supposed  to  have 
originated  through  spontaneous  corahustiou  of  the  macintosh  clothing  shipped 
hack  from  Ravannah  to  Europe.  The  charred  remnants  had  a  strong  smell 
of  naptha.  The  directors  have  prohibited  such  articles  from  being  shipped 
on  board  their  vessels. 

718  OLIBANUM,  a  gum  rcsio,  the  produce  of  a  large  Arabian  and 
Indian  tree,  usually  shipped  in  chests  or  cases;  that  from  the  Levant  is 
generally  preferred.     E. X, Cos.  ton  iScwt, 

71^  OPIUM,  Bengal  and  Malwa,  is  packed  in  tinned  chests  of 
140lt>.  net  each,  and  being  very  valuable  in  proportion  to  its  weight  and 
measurement,  freight  is  usually  charged  at  per  chest;  spec.  grav.  1'336. 
The  lt>0,00€  chests  annunlly  exported  from  the  East  Indies  (chiefly 
Calcutta)  10  Malacca  and  China,  used  to  be  earned  in  clippers  built 
expressly,  and  taking  700  to  1,600  chests  each ;  they  took  nothing  else 
except  saltpetre  as  ballast;  steaniei^s  now  carry  nearly  all.  In  measure^ 
inent  about  five  chests  go  to  a  ton,  and  being  very  carefully  and  securely 
packed,  it  is  not  liable  to  be  much  afi"ected  by  contiguity  to  other  articles. 
It  is  shipped  all  the  year  round j  chiefly  in  January,  Februarj^  and  March. 

720  Bea  damage.  In  the  case  of  Tronson  t'.  Dent,  where  a  ship,  from 
injuries  received  at  sea,  was  obliged  to  put  into  Singapore,  and  the  cargo  was 
found  partially  damaged  by  sea-water,  and  the  master,  who  acted  bona  fide 
and  to  the  best  of  his  judgment,  selected  some  damaged  chests  of  opium,  and 
sold  them  by  auction^  the  owners  of  the  shii*  were  found  liable  to  the  consig- 
nees of  the  cargo  for  the  loss  which  arose ;  because  the  captain  might  have  had 
the  damaged  opium  dried  and  re-paeked  whilst  the  vessel  was  being  repaired, 


unci  bftve  delivered  it,  lliougL  in  a  tlatnaged  coodition,  with  the  [OPIUM 
other  opium.  And  it  was  held  that  it  was  the  master's  duty  to  have  (jarned 
the  cftrgo  to  its  destination,  although  in  a  daitiaged  state.  This  decision  seems 
severe.     Hopkins  on  Average. 

Tonnage,  &C,  Bengal  und  Bomhay  tonnage  at  per  chest.  Two  maunds 
of  East  India  opium  contain  l^Ojfb;  chest  141  J!t;  tare  for  leaf  and  duBt  l^lb, 
Turkish  telibe  or  laOe  250  drachms,  chost  13tUb.    Smyrna  cheqtiee  l"68tb. 

721  ORCHIJjLA,  a  name  for  various  lidiens  producing  a  rich 
j)uq>le  dye,  is  imported  from  the  Canary  and  Cope  de  Verde  Islands, 
Angola^  Lima,  &c;  see  ores.  OrchiUa  is  not  considered  to  be  injured 
by  %'eTy  dry  weather,  but  rainy  weather  will  deteriorate  it. 

722  At  Payta,  in  North  Peru,  the  weed  is  made  u])  in  compressed 
biles  4i  feet  loii^,  weighing  flOlb.  gross ;  they  are  packed  m  coarse  loose 
aackiDg,  or  **  bagawrinkle  "  fastened  with  six  bands  of  rope,  weighing  tu 
all  7tb,  and  are  brought  to  the  sbip,  two  cables'  lengtbs  from  the  shore, 
in  large  catamarans,  each  hfilding  from  200  to  4U0  bales.  In  August, 
\^02,  the  Ravenscraitj  stowed  there  2,300  bales  (225  ton  freight,  92 J  ton 
weight)  in  htT  'tween  decks,  with  600  ton  nitrate  of  soda  in  the  main  bold, 
and  iben  drew  19  feet  aft,  and  191  leet  forward  ;  see  linseed.  The  orch]n& 
was  injured  by  the  '*  steam  "  from  the  nitrate.  In  Peru  it  is  customary  to 
paj  arch  ilia  £5  \0s  p-  ton,  as  light  freight,  wlien  saltpetre  receives  £3  lOf. 

723  In  May,  1804,  the  ihree-masied  scliooncr  Enjield^  loaded  at 
S&atizibar,  taking  a  considerable  number  of  bales  of  orchilla  weed.  They 
were  irregular  in  size  and  shape,  malted  and  iron  banded, — weighing 
about  4cwt ;  screw  pressed  by  hand,  excepting  two  sample  bales,  turned 
out  of  the  first  and  only  hydraulic  press  on  the  island,  and  which  was 
specially  intended  for  cotton,  Tbese  bales  were  only  about  14  feet 
rocaswrement,  and  weighed  about  3501b,  The  schooner  had  a  full  cargo 
consisting  of  about  22  ton  Nos  Beh  or  Nossi  Be  (a  French  settlement 
on  the  North  West  coast  of  Madagascar )  sugar,  a  large  quantity  of  black 
and  ivhtte  nesame  or  gingelie  seed,  bees'  wax  purified  and  melted  into 
beer  hogsheads,  bales  of  orchilla  weed,  bags  of  cloves,  chillies,  and  gxonnd 
nu».=i,  and  about  (i  ton  loose  ivory  tusks.  f>he  had  no  ballast,  drew  10  feet 
aft,  9  feet  8  inches  forward ,  and  was  in  good  sailing  trim.  She  was  170  ion 
reikis ler,  ond  took  from  FjU gland  304  ton  weight  and  measurement  goode. 

724  The  nhip  Naval  iirhftt^fe,  541  ton,  Capt.  IVfooN,  of  Plymouth, 
loaded  orcbill&j  cloves,  &c.  at  Zanzibur  Jsland,  in  Januarv»  1B65.  The 
rcbilla  was  brought  from  the  main  in  loose  bundles  and  packed  on  the 
land  by  hydraulic  pressure,  into  bales  of  700  to  1,0001b.  each,  matted 
and  Siccured  by  iron  bauds,  aud  measuring  on  an  average  about  30  cubic 
feet.  50  cubic  feet  go  to  tbe  ton  for  freight,  aud  the  bales  are  considered 
eligible)  for  stowing*  The  clovee  were  in  bags  containing  about  IJ  cwt. 
each  nct^   10  cwt.  to  the  (on  freight.     8be  had  220  ton  of  orchilln^ 


STEVENS    ON   STOWAQE, 


600  ton  of  cloves,  120  Ion  of  Chili  pepper  in  hngs  of  [OEGHILLA 
I20ttk.  (lOcwL  to  the  ton)  20  ton  of  ivory  tusks  h»osc,  and  120  ton  ofj 
ballast.  The  ship  then  drew  aft  IG^  fortvard  15  feet;  with  a  dead -weight 
cargo  of  800  toil*  her  draiiglit  is  aft  17.1  feet,  forward  1 6^  feet*  She  is 
141  feet  long,  29ihroad,  19  deep,  and  has  a  height  of  'iwpcti  decks  of 
7 J  feet.  The  port  charges  at  the  island  of  Zanzibar  are  mV;  and  th 
pilotai^e  nominal.  In  1865,  the  island  was  governed  by  Said  Mepjid' 
{brother  to  the  iMaiini  of  Mnscal),  who^  for  the  improvement  of  naviga- 
tion, laid  dt)wn  several  baoys,  two  of  which  (white)  are  [ilaced  nearly 
north  and  south,  on  the  eastern  extremity  of  the  sand  spit  extending 
frooi  Frencb  island  (Cbapany)  towards  the  main  of  Zanzibar.  When 
coming  from  llie  north,  the  proper  passage  for  ships  is  lo  the  east- 
ward o?  tliese  bnoys.  Coming  from  the  soiuh,  after  passing  Cboomby 
Island,  the  proper  passage  is  to  the  eastward  of  two  buoys,  nearly  nortk 
and  south,  on  the  eastern  extremity  of  the  South  Larkbry  sand.  Ver 
good  water  can  be  obtained  about  four  miles  north  of  the  town  of  ShanJ 
gany  or  Zanzibar;  it  must,  however,  be  taken  at  nearly  low  tide.  The 
natives  gather  it  ai  the  spring  in  beakers  (provided  by  the  ship)  and 
empt  them  into  the  ship's  casks  in  the  boat  which  is  moored  afloat  offtl 
beach.     The  mate  or  a  trustworthy  officer  ought  to  superintend. 

Z&KZIBAB  GlJBEEKCrr. 
£    a    d  $  c 

0  Sorerelgn .*  1    0    0  —  4  87 

Nftpoleon,  20  Inmta    0  16    0  =  8  76 

10  Franc  piece 0    8    C  -=  1  B74 

6  Franc  piece       0    4    0  =  0  93| 

8    UMiiiL  Theresa  or  Black  PoUar  . .  0    4    S  =  1  00 

Hexieaii  or  American  Dollar     ......  040  =?  0  94 

*  BoUar 0    2    0  .-  0  47 

5  FraDc  piece ,,...,...,  0    4    0  —  0  94 

2  Ditto... 0    17*=  0  88 

1  Ditto 0    0    9i     =^      0    19 

Rupee  and  EagUfth  Florin     02    0      =      0    47 

Bombay  qaarier  heldjis— @  instead  of  16  being  eolcalatod  to  the  rupee  and  16  to  the  doIUr,  ^ 
each  mmui  lioweTer  contains  8  qnartor  annaa ;  tbia  anomaly  la  diiQciilt  to  be  understood. 

72§    ORES.     On  April  16,  16J8,  ISIr.  T.  Court,  Secretary  to  the 
Liverpool  Underwriters*  Association,  says: 

**  Tlie  custom  appears  to  bave  prevailed  for  mnny  yoai'a  in  tiie  jiortson  the 
Weat  Coast  of  Sourli  America,  of  stowiug  wood,  orchilla.  and  olhor  light  goods, 
at  the  side  of  a  vesseh  for  the  purpoHO  of  forming  a  tnmk  for  copper  ore,! 
nitrrtte  of  soda*  &c.  on  the  ground  tlial  the  vessel  is  much  ca*^ier  tlum  under j 
the  ordinary  nietliod  of  stowing  the  heavy  freiglit  lulow.  and  the  light  ahovej 

"It  is  fouod,  howevtr,  tliat  vessels  from  ChiU  and  Peru,  gtnicrally  delivif 
their  wool  cargoes  more  or  less  damaged,  owing  to  their  loadiuj^  very  deej*.  thsl 
damige  varytng  aecording  to  the  quality  of  tbe  oree^  some  of  wliidi  bwQg' 


r 


TRUNK       SHIP 


TRUNK      SHIP, 


Ht/A    MpmS    pLifft^rm  ,   and     uxxUn^d     8uU» 


TRUNK      SHIF, 


m^r^wwm 


lUmp,  atnl  of  &  heating  nature,  render  wool  rery  BUBceptilile  of    [ORBS 

iQJuty,  while  otbors,  though  dry  and  cooU  cause  injury  by  their  dusL 

*•  lu  Ditrate  also,  there  is  a  gioal  diUerence  iu  tho  quality,  soine dcsLMiptions 

being  perfectly  dry»  from  which  wool  is  not  snscoptihle  of  damage,  aud  others 

very  darap,  which  frequently  cause  injury  hy  draining. 

"  Bone  ash  [h  an  artie^e  that  creates  considerahio  heat  aud  steam  when  it 
k^     gets  wet,  and  in  one  vessel  recently  arrived  hero  from  Rio  Grande,  several* 
^ft bales  of  hair  were  damaged  from  tliat  cause." 
|H       Two  parayrttphu  in  thu  letter  retatiiuj  to  spirits  of  turpeutinet  naptku,  and 

vitriol,  are  ttansf erred  to  those  articles. 

IToimagei  &C.  In  South  Wales  '21  cwt.  reckon  as  a  ton.  Cornwall  ti  I  cwU 
Of  2.352 IK  At  New  York  40  cwt.  copper  ore.  Iu  PonnsylTania  a  ton  of  iron 
ore  is  2.ti40lb.  scmetimes  248ytti  A  Spanish  caxo  of  ore  contains  many 
qtiintals;  at  Potosi,  G^OOOtb.  A  Surat  ranund  11  6lb. 
I  726  A  vfhariingcr  recum  mends  tlie  urcs  of  copper,  iron,  or  lead,  to  be 
eonreyed  in  vessels  having  n  platform  hniU  m  ihe  hold  at  about  one-fjurtli 
of  her  depth  from  the  bottom;  this  would  make  the  ship  lively  in  a  sea 
^ivay,  tnd  less  liable  to  strain  and  carry  away  spars.  In  sliipping  fgr 
^■frhort  voyages,  it  has  been  u  common  praclice  to  load  ores  through  the  main 
^KbaCch  without  trimming,  and  small  coasting  craft  of  all  ages,  and  of  various 
^■classes,  have  gone  wonderfully  safe,  but  long  vessels  should  eitlrer  load 
partly  through  the  fore  and  after  hatches,  or  trim  the  ore  fore  and  aft,  to 

I  equalize  the  strain.     For  want  of  ibis  precaution,  some  new  veagels  fall 
3D  the  waist  several  inches,  when  afloat.     A  prnjiortion  of  light  cargo 
lindcrneath  ore  may  be  found  advantageous.     Tlic  specific  gravity  of 
yellow  ore  is  4*160;    of  red  5'8  to  6"000;    Derbysliire  lead  ore,  G'ii^'>  to 
7-786 ;  Coalbrook  Dale  irun  ore  3-527. 
727     At  Swansea,  ships  of  COO  ton  register,  intended  for  Valparaisa, 
j_^are  prepared  with  two  bilge  keelsons  each  side  the  main  keelsmi,  on  which 
■a  trunk  is  fined  for  the  reception  of  the  ore;  the  platform  is  blocked  tiO*, 
^Bsay  two  feet  from  the  celling;  it  runs  fore  and  aft  from  bulkhead  to 
^nnlkhead  ;  the  sides  fall  in,  say  three  to  four  feet  in  all,  when  tliey  reach 
^Kthe  deck.     A  ship  will  not  conveniently  carry  more  of  this  ore  tlian  will 
^ffill  one-third  of  the  cubical  conlenta  of  her  hold.     A  Swansea  firm  adds — 
all  vessels  regularly  engaged  in  the  foreign  copper  ore  trade,  have  the 
main  keelson  raised  to  the  height  of  about  four  feet  above  the  skiq,  on 
which  is  laid  the  platform,  which  should  run  as  far  as  possible  fore  and 
aft,  as  many  cases  have  occurred  of  vessels  straining  in  consequcneo  of 
tlie  bhoriness  of  ihe  platform,  and  the  weight  falling  loo  much  (»a  one 
ft.     The  trunk  prevents  the  cargo  from  pressing  against  the  sides,  and 
generally  elopes  invrard**  about  three  feet.     At  the  lop  it  may  be  about 
Mac-third  the  breadth  of  the  vessel.     Some  vi^ry  narrow  vessels  disjiense 
'  I  r  with  the   (nink,  and  use  a  platform  only;  in  which  cnse  the 
ls»ou!*  are  raided  cuutiidcrubly  higher  than  the  main  kccI*oUj  6o 


4M 


STEVENS   ON   STOWAGE, 


lliat  liollj  sides  slf>pe  dow*n  towards  the  centre.  [In  the  drawing,  [OL  | 
lliti  stmts  at  the  sides  represeot  the  sliores  against  the  bulkheads  or  irmii^  'J 
which  runs  in  a  continuous  Vine  fore  and  aft  with  longiladinal  cleaie  i^^T 
the  uprights  to  receive  the  shores.] 

728  An  experienced  master  says — ^he  loaded  a  ship  with  500tnno' 
copper  ore  at  Valparaiso ;  the  ore  was  first  laid  level  with  the  keelson* 
then  a  numher  of  strong  puncheons,  300  to  40U  gallons  each,  purchnirf 
from  a  condemned  whaler,  were  placed  on  their  sides  across  the  same  J 
the  ore  was  filled  in  upon  tliem,  and  allowed  to  fall  between.  By  lt'« 
mode  he  avoi<led  the  necessity  of  constructing  winc^,  which,  in  heiivj 
weatlier,  or  in  going  a  long  time  on  one  lack,  are  likely  to  be  broken 
through.  One  of  the  barrels  was  full  of  flourj  and  so  evenly  was  the 
pressure  borne,  that  after  discharging,  the  barrel  was  found  uninjared. 
It  cannot,  however^  be  concealed  that  this  master  incurred  some  ri«k, 
which  would  have  been  greatly  increased  had  any  of  the  casks  bursled« 
when  the  cargo  must  have  run  to  the  wings,  and  put  the  ship  out  of  trim* 
It  cons  tan  lly  happens  that  ships  not  fitted  with  platforms  or  trunks,  are 
compelled  to  put  into  intermediate  ports  leaky* 

729  Copper  ores  from  Chilij  whieli  exports  largely,  and  from  Bolivian 
porta,  are  always  shipjied  in  bulk.  Shipments  are  made  all  the  year 
round.  When  loading  Peruvian  or  Bolivian  copper  ore  in  trunks,  all 
experienced  master  recommends  that  it  should  be  run  up  in  three  pyramidi 
towards  the  fore,  main  and  after  hatchways,  keeping  (of  course)  the  greatest 
weight  in  the  centre  of  the  ship.  Silver  ore  hence  is  packed  io  canvas 
ba^ s  c on t a i n  j  n g  abo u  1 50 1  b .  cac 1 1 .  T h  e  b arq a e  Cu hana,  4 0 2  to n  regis ter, 
Captn,  Andrew  Pea  re,  left  Caldera,  ^Itky  27,  18(J2,  and  on  the  20th  June, 
the  mate  came  out  of  the  cabin  and  the  carpenter  from  the  half-deck  aod 
said  the  ship  was  on  fire.  She  had  a  cargo  of  copper  ore  for  Swansea^ 
and  was  entirely  consumed.  After  great  privations,  the  crew  reached 
Falkland,  where  the  second  mate  and  one  seaman  died  through  cold  and 
cxhanslion.  Bar  copper  is  sometimes  shipped  at  Cor|uimbo,  and  silver 
ore  at  Caldera  de  Copapo. 

730  Copper  ores  from  Sydney  are  generally  in  bags,  wliich  must  be 
kept  dry  and  not  placed  near  the  iron  hoops  of  casks  of  oil  or  tallow; 
see  tlie  article  magnetism.  New  Zealand  orc^  which  is  a  combination 
of  sulphurates  of  iron  and  copper,  is  subject  to  spontaneous  combustion, 
and  several  serious  accidents  have  thereby  occurred.  South  Australian  ore 
bfcing  carbonate  and  oxide  of  copper,  has  not  that  dangerous  property- 
It  is  stated  that  when  sulphur  is  mixed  with  ore  and  it  becomes  wet  and 
heatt-d,  contact  with  light  wood  or  other  easily  igni table  substances,  will 
produce  combustion.  At  Adelaide,  copper  ore  is  shipped  in  bulk  as  well 
as  in  hags,  at  a  low  freight  for  ballast,  to  receive  wool.  Copper  are  at 
the  Mooiita  Miuc,  Adelaide,  is  estimated  at  21  cwt.  to  the  ton,     Adelaide 


STEVENS    ON   STOWAGE. 


403 


\i\^^^  ore  eonlains  about  25^  cenL  of  pure  copper,  and  is     [ORES 

*  \*«d  all  the  year  round  :  it  is  nrnde  up  in  bags  of  various  quatuiues, 

\,  J^  \  to^^Jcwt;  the  ba^^s  containing  I  cvvt.  weigh  HIb,     Each  ton  of 

..  ^Hide  silver-lead  ore  contains  from  50  to  60  p-  cent*  of  lead  and  30  to 

^^2.  of  silver.     It  is  shipped  all  the  year  rouodj  is  packed  in  bag3  con- 

***ning  each  I  cwt,  the  bags  weirjhiiig  IJlh*  to  211).  each.     It  is  also' 

Mcked  in  sample  boxes  IS  inches  long,  lObroadj  and  10 inches  deep. 

731  Pomeran.     The  brig   Mari/  Elizabeth^   Capt.  Jones,  which 

Wongs  to  Mr.  N.  IIewertson,  Newport,  is  fitted  with  a  moveable  tronk 

for  nse  when  carrying  ores.     She  registers  187  ton,  is  lOTSfect  long, 

21-8  broad,  and  i:J*7deep,     The  trunk  consisls  of  two  bulkheads  33  feet 

Jong  and  10  feet  apart,  rising  peq:iendicularly  from  the  bilges  to  the  decki 
filled  she  takes  in  340  ton  of  Pomeran  copper,  which  fills  the  trunk 
to  the  hatchways;  she  then  draws  13  feet  7 inches  aft  and  12 feet 
inches  forward,  and  being  rather  narrow,  is  more  lively  at  sea  than 
wbeD  laden  with  330  ton  Scotch  cmtt,  which  makes  her  draw  13  feet 
inches  aft  and  12  feet  6  inches  forward. 

732  Copper  ore  lies  heavier  than  a  stowed  or  loose  cargo  of  bar  iron, 
and  will  therefore  test  the  strength  of  the  ship  to  a  greater  extent.  When 
ships  laden  with  copper  ore  have  the  scarphs  of  their  keels  fitted  sideways, 
(A)  they  are  very  liable  to  leak*  In  one  instance  the  owner  of  a  vessel 
in  Q  western  port,  which  was  laden  with  ore,  had  to  pay  over  £300  in 
consequence  of  euch  leakage. 

(A)    A  aide  scar^^  as  t/sen  wH^n  hokmg  down  the  hold* 

?     ' — ^    < 

(B)    A  fi€U  tcarpht  a$  seen  from  the  beach  when  (he  «Mp  is  Q(fround 


> 


!ZZ 


I  Side  scarphs  are  stronger  than  flat  scarphs,  but  they  are  more  liable  to 

I  leak  with  heavy  cargoes  stowed  in  bulk  like  copper  ore,  &c,     Stopwaters 

(small  pieces  of  fir  like  trenails),  cannot  be  introduced  into  them.     Flat 

acarphs  (B),  when  sirengthcned  by  the  help  of  extra-sized  keelsons,  are 

generally  considered  stronger  than  side  scarphs.     The  small  circle  at  the 

upper  angle  in  the  fiat  scarph,  shows  where  the  stopwaters  are  inserted, 

733    Spontaneous  combustion.     In  the  Court  of  Exchequer,  De- 

Lccmber  21,  1852,  Thomas  Bell ;  Kichahdson  i?.  Sadleu,  it  was  decided 

f  that  wliere  spontaneous  combustion  had  been  caused  by  tlie  ore  not  being 

calcined  before  ship  men  I,  the  charterer  was  liable  to  the  shijiowner  for 

consequent  loss  of  freight. 


734  Sister  keelsons.    A  ship  prepared  for  ihe  coppt^r  ore     [ORES 

trade,  was  tfmnered  lo  load  coal  uulward,  and  copper,  copper  ore,  silfiT 
ore,  and  oilier  **  lawful  nicrcbandize,'*  homewiird.  Of  ores  slie  dis- 
chnrged  7l>7  ton,  and  was  ill  en  chartered  on  a  sioiilar  form.  Homeward 
she  loads  guano  and  Inrns  out  only  661  ton*  owing  to  the  space  occu- 
pied hy  iht;  sister  keelsons  and  trnnk  fixtures.  As  the  master  did  not 
protest  against  loading  guano,  the  owner  lost  t!ie  freif^^ht  of  46  ton, 

735  A  master  writes  lo  the  Shtppirtfj  Gazetft,  May  11,  1860,  Hat 
ihc  consignee  of  a  cargo  of  irou  ore  from  Whitehaven,  a  right  to  deduct 
freight  fur  several  tons  weight  of  cargo  for  damp  contained  in  the  ore  wliicb 
is  always  shipped  more  or  less  in  a  wet  state,  while  the  ship  has  to  cairy 
all  the  wet  contained  aa  well  as  the  ore,  and  is  rendered  as  deep  hi  the 
water  hy  one  as  the  other  i*  A  tub  containing  2cwt  of  the  smallest  ore 
imd  the  greatest  fiuanlity  of  wet,  was  weighed  wet,  then  placed  in  the 
Buu  and  wind,  and  turned  over  imlil  dry,  and  afterwards  weighed;  by  the 
result,  the  cargo  is  calculated  for  freight.  The  Kdilor  answers  :  llie  state 
of  the  cargo  when  shi[jped  and  delivered  is  a  question  of  evidence.  The 
mode  of  weighing  described  is  so  manifesily  unfair  that  the  master  would 
be  justified  in  refusing  to  be  bound  by  it. 

736  ORPIMKNT,  a  uiiueral  composed  of  sulphur  and  arseuic, 
pradnced  chiefly  in  Turkey, 

737  PADDY,  rice  in  the  husk;  see  rice.  Bengal  and  Madras  ton 
]5cwt,  Bombay  Ificwt. 

738  FAINTS  are  packed  in  tins,  kegs,  or  casks,  14ttx  to  lOcwt, 
each;  see  leads.  The  importance  of  caiTying  to  sea  mixed  paints  for 
painting  the  boats,  buhvarks^  spars^  topsides,  &:c.  instead  of  requiring  the 
carpenter's  store  room  to  be  fitted  up  with  tanks  for  oil  and  spirits  of 
turpentine^  &c.  was  fearfully  exemplified  by  the  burning  of  the  Spanish 
Admiral's  flag  ship  ai  the  Chincha  inlands,  and  of  the  fine  merchant  ship 
CarttboUj  from  Llvcq)ool  to  India:  both  casualties  wctq  occasioned  by 
incauiioiisly  drawing  off  spirits  of  turpentine  for  mixing  painU  The 
following  instructions  are  taken  from  BoYi/s  Manual  for  naval  cadets. 

The  white  streak  on  the  side  of  a  ship  of  war  is  on  an  average  abont 
three  feet  wide;  and  the  length  of  the  ship  being  known,  you  can  tell  at 
n  glance,  very  nearly,  the  number  of  superfieial  yards  on  the  whole  side. 

White,  28lh:  litharge  Ub,  linseed  oil  6  pints,  spirits  of  turpentine 
2  pi  n  t  s,  will  paint  abo  u  t  I CK)  s  n  p  erfi  c  i  al  y  ard  s. 

Black f  2felb:  litharge  Itb,  linseed  oil  10  pints,  turpentine  Spinta, 
will  paint  160  superficial  yard.?. 

Black,  46lb :  ii ibarge  'ilb,  boiled  linseed  oil  3i gallons^  will  paint  ham- 
mock and  halchwn}  covers,  seamcirs  bags,  100 yards  running  measure* 


STEVENS    ON   STOWAGE. 


405 


White  Paint,  21  tb ;  yellow  spruce  7tb,  Venetian  red  Itb,  [FAINTS 
Itnsccd  oil  1  gallon,  will  give  krge  lower  masta  one  coat  of  spar  colour. 

Itb.  of  black  when  tlnnned  will  cover  about  G  superficial  yards  once^ 
ihia  does  for  spars,  touching  up,  &c. 

All  knots  should  be  '*  killed  *'  before  painting,  otlienvise  ihe  turpentine 
will  exude.  Cover  them  with  fresh  slacked  lime  for  *24  hours,  then  scrape 
tbe  litne  off,  and  lay  on  a  coat  of  atiff  red  and  while  lead,  mixed  with 
glue  size.     Pumice  stone  when  dry,  and  then  lay  on  sonic  paint. 

P  Zinc  paint  is  very  much  preferable  to  white  lead  for  Hween  deckSj  as 

it  is  not  easily  discolored  by  foul  air.     Care  must  be  taken  not  to  use  it 
witli  litharge,  or  any  article  based  on  leadj  as  a  *•*  dryer,"  tlie  proper  kind 
1^^  can  be  purchased  at  any  colourists,  with  the  paint* 

^  73&     PASSAGES,     In  an  advertisement  piiblijilicd  in  The  Times 

of  May  23,  1867,  by  Mr.  William  Inman,  of  the  British  and  North 
American  Royal  Mail  steam  ship  Company,  that  gentleman  states  that  the 

^^   average  length  of  53  passages  made  in  1866,  from  Queen  si  town  to  New 

^m  York  or  Halifax  by  paddle  and  screw  ships  was 


Add  difierence  of  time 


10  a  34 

"nd  of  52  passages  from  New  York  or  Halifax,  two  to  Liverpool,  5CI  to 
QueenstowHi  was 


Deduct  diifcrozkce  ol  time 


9  4  89 

"Similar  passages,  from  Queenstown  to  New  York  made  by  tbe  screw 
atcara  ships  of  tbe  Liverpool,  New  York,  and  Philadelphia  Co,  to 
Queenstown,  occupied 


Add  diffcreuco  ol  timo 


From  New  York  to  Quecn&lown, 


11 


22 


BO 


Doduot  difl^rencB  of  time  • 


10 


13 


Kmttletti  X 


Tbe  diitiiiec  from  LiTcipool  to  Bosion  is  taken  at    «•«*,.    3,826 

Fwim  Liverpool  ta  New  York -.     8,018 

740  The  following  Table  of  Passages  is  extracted  from  the  second 
number  of  Meteorological  Papers  compiled  by  Admiral  Fitzroy,  F.RS, 
Aiid  published  by  tbo  Board  of  Trade  1868.  The  distances  arc  ibc 
ihitrtett  pombU  in  safe  water. 


406 


STKVKNS   ON    STOWAGE. 


Sbortnt 
Tnwk 

MOei 


n 


jor 


1<I3& 
163ft 

231132 
SUA 
1310 

537tJ 
IIOM 
TUeift 


aaoe 

3150 


3046 


010 

laoo 


Betl^D 

Jcopmktto 
SuiBlu    ..     ..     ,.     ,.     .. 

P»yto         ♦»     ,, 

YaJpirftiao        ,. 

ACCTA  to 
A*c«njion  ^.     *.     «.     .. 

Fenumau  Po 

Sierra  Leoue  . .  . .  ,  *  . . 
ThoniAK,  Sl  laland        ..     .» 

Achm  Meud  t& 

Po4titdi)G*U«         

Fort  Natal        ,, 

ddtUiidtto 
Cape  of  Guod  Qop«       , ,     . . 

UdeDft,  SL       

Mplbourae  ».  .^  ..  ,. 
PiyuioulU,  r^  Cftp«  Horn  , . 
PJymoutii*  vid  Caye  of  G^ope 

Shaog-hMB         

Adrnio 

BomtiBT 

B<^ui)!iay ,. 

MaurlUu*         «.     ,*     .^     ,. 

PomedeQaUo         

Suez .. 

Akvah  to 
Cape  of  Oood  Hope        *.     «. 
Clii&Dud,  EtigUUb           t »     . . 
Helena,  St,        ,. 

Akxtntdria  to 

Malta 

Malta        

ManeUIec        

Bbodea       **     ,.     

Smyrna  ■  >  ^  •  •  p  >  •  •  ■ 
B^uibamploo,  Malta,  and  Gib. 

Suda  ..     * 

Trinift*       

Zaut«         ..     ,.     ..     ,,     ,« 

Oibmluu'  ..     **     .*     t* 

Malia ., 

Smpr^      *•     **     ••     "     *• 

I'taoU i. 

Algoa  Sa^  to 

BetagaaBaj 

Hrlana,  EL       

Ftyinouth  * .     * «     * .     , , 

8kiw>n  Baj       *.     * «     * .     i , 

Amber  Capo  to 
Bombaf  . .     « ,     * .     . , 

Am^^o,  Mclmeat,  to 
Caloutta  .,     ..     ,.     .. 

AmoorBiiwto 
Saa  FmaaUeo         

Java  Head        . .     ^ 

Macao        .. 

Anfer  to 
Capa  of  Good  Hopft        .*     .. 
Obaanel*  £a|^lih  . .     . . 

JaraHMd        «. 

Macao        ,,     ^     

Natuctaa  , 

PwtKataJ        

dfdnex .. 


1» 
S3 

OS 

15 

7 

17 

Ifi 

7 
b8 

fil 

m 
« 

90 

M 

35 
+7 
+101 

+ia 

+7 

ai 

131 
91 

11 

fU 

12 

15 

a 

10 
10 
09 
IS 

57 


13 
19 

40 
M 

36 


090 
1!0O 

9870 
1(H3 
4460 
&SS6 

5430 

fiao 

530 
135 
13& 

4^9 

JTTSe 
1453 
S0M 
1110 
»410 
362S 
363A 
3570 
IIH') 

atjia 

3013 
973a 

1338 

S5«e 

1384 

3337 

1400 
479 
1270 
1300 
1340 

9078 
1130 
5627 
4Crj.J 
3tl85 
380 
380 
436tf 
740 
740 

idm 

960 
8174 

990 
1054 

470 
1307 
1081 
349e 
34WI 
1054 

435 

435 


Anti^uo  to 

BKnnuda       *.     

HaTKiia  ..  «.  .«  ..  .. 
PortBoyal  ,.  ,.  .,  .. 
Anttmia,  Si,  Cope  Vtrd^,  to 
CjtJeiiaa         ..     ..     ..     .. 

Madeim         

Mwlvma  .« 

Trinidad,  South  Adantio  ., 
Apia,  Opoiut  Navijf»torI§lo§ 
To  YaliiaraUo 

Arka  to 

Callao  

Coplapo         *i.     ,.     ..     .. 

Itlaf  

I«lay  .. 

Piioo  

AHomioH  to 

AxorM    . .     . «     

BaMa      

BarbailoB       

Cape  Coaat 

Cajie  of  Good  Hope     ..     .« 

Hartmouth 

PaiizDDuUi 

Liisard , .     . « 

LoB^  D'Cf  Isla&da  . ,  «,  .. 
PlymouUi      ^,     ..     ,»     ,. 

Plymoulk       , ,     

Port»motttL 

Sierra  Leone  . .      . .     , . 

Tliomai,  St.  Island     ..     .. 

Athent  to 

Flfmouth       

AvaieKa  Boy  to 
Kotzvbue  Sound         .  *     , , 
Moutor«y       , ,     , 

Azorttto 

XiVtT^OOl  .,       ..      •«       », 

Madeira         . .     .  •     , ,     » , 

Plymouth      ,,     

Porumouih  

PorUflud         , 

Bohkoto 
Deroeram      ,,     ,,     .,     ,, 

Maraahom 

Maiiriliu»       

New  York      ,.     . .     , ,     « . 

Norfolk,  tr.S 

FeruAnit^UOo  , .     . ,      . . 

Pemambuoo  ..     *.     ,4 

PuriH  mouth  ..     ,«     .. 

Kio  de  J  Biitiro      , 

fiio  d«  JiUitlro  *.  ..  .. 
8outliiunpU>n         

Barhodot  to 
AntiA^a         ..     .*     ,.     ., 

Ajcoret  

Dvmiierara      , 

Jainaioa         .«     ,.     ,.     .. 

LaGnayra  

Maranduus  

Para        ..     .* , 

PlyrooQtb  ,«     ..     ., 

Pljrmoutli  ..     ,t     .. 

Portltofal  ..     .,     ., 

Tbomaa,  Sl         «.     ,«     .. 

i,8U  


11 
13 

e 

m 
47 

80 


30 
9 

II 


45 
14 
49 
f40 
43 

H 
11 

18 
33 

11 

7 

1(1 

18 
14 
43 
40 
38 

47 
15 

3i 

13 
8 

7 

*? 


I 


4  Aill-powor  itcampn. 


t  jxiix«d,  ora«i]  iod  t^rew  ttvaoien. 


J 


STEVENS    ON    STOWAGE. 


407 


■ 

I 
I 


SkoitMt 
Track 
Id  Sett 
MUei 


Ptaen 


s 

Bhoftetl 

u 

Trwjk 
iaSem 

Miles 

< 

0 

470 

m 

19 

8014 

50 

9140 

ne 

3560 

10 

10 

995 

+Si 

0910 

110    1 

0 

im 

17 

d4aD 

ilt 

3150 
18d0 

ao&o 

41 

3459 

13 

6981 

000 

■? 

IQ2Q6 

si 

9140 

11379 

11440 

3A 

3100 

t2a 

730 

i? 

730 
730 

H 

9090 

40 

3188 

flfl 

1980 

94 

niQO 

TS6 

5710 

9 

680 

4580 

H 

+7 

47* 

980 

4& 

88U0 

la 

10 

19930 

69 

+91 

5M0 
3799 

112 

Itioa 

\m 

1410 

43 

70t> 

94 

9903 

91 

5)45 

14 

650 

110 

S995 

6 

1340 

+^ 

laio 

11 

500 

Id 

500 

9894 

0940 

70 

4883 

4^1 

9300 

1999 

fSO 

550 

1^1 

440 

390 

4 

e 

lA    1 

1^90 

wiMf* 


» 


5.W 
11203 
173H 
198R 
1938 
510 
3H0 

413 

1160 


1884 

649 
810 

1«00 
1667 

1183 
mt7 
KM 

Z¥} 

777 

SH'iA 

9858 

Ma 

9018 
1109 
97TKJ 
90711 
9970 
9970 
603 

1837 

ina7 

9050 
4597 
580 
8U0 
QS94 

9919 

ioim 

lUAOA 

yjorr 
mil 

9134 

jo^ma 
till 
ou 

IHII 

1136 

780 

9467 

4000 


1730 


Balavia  lo 

Anambna  < «     

Uui*  n« ,  th  0,  £  Dglttiul 

Hoag  Kung       . «     . .     .  •     . « 

MldjTM        

Si«ro  Kivrr .. 

Singtijiore  

Soumbaya         

BatAunt  to 
Sierra  tron^ 

Ba^  o/UlaHd*  to 

Syflney       

d#(/i«if  /  i»ce  Cork  or  Gr««nock 
Belk  Iwttr,  Labradarf  (o 

Liverpool  « »     

BHlze  to 

Port  Ro jnJ        

Vera  Cruz         

Beneooien  to 

ColcQttA     ..     .. 

Mttdna ..     .. 

Bermuda  to 
Darbfulriis  ..     .,     tt     ,, 

Ctjri!iU>j>ber,  St.       

Enirli^b  HaHH>ur 

Halirkx      .. 

N»3iau,  Neir  Providence 

Plymoutli  

Plyiiinuth  ,^     .«     ..     *. 

Pnit-4iu^Princ«'  ..     •*     ♦. 

Purtlaihj,  England  *.  .. 
Port  Bi>jaJ,Juiuu««  ..  .« 
Qu««niitowi]      . ,     . .     * »     *, 

Southamptoa  

Spithead  » 

Spitbead  

Tlioniaa,  St,      ..     ..     ..     «. 

BcMftay  to 

Aden  

Aden  , , 

CaJeuttft     .. 

Cape  of  Good  Hope        . .     t. 

Cochin ..     .* 

Colombo  

Hf^lena^St.       ....      ...» 

UonK  Kongt  oaUinR  at  PoittC 
dc  OalI«,Pe]iang,dc  Singapora 
Liverpool 
London      . .     . .     . .     . .     •  < 

Marar>        ,. 

Mauritiiu  . .     

Muncat  ,*  ^4  ..  ..  «. 
l*etiaii{i;       .,     .,     .♦     .<     ,» 

PlyiQoutb  .. 

Point  deGoUe         

PoiuldtfQalltt         

PttloWaj  

TrinoomiJee     .»     

Tuticciriu  ,.  ..  ,,  .. 
Zandbur    .. 

B&nHV  Biver  H 

Euirland  

Lagos         ..     ..     ..     ..     .. 

Batpkwua^thef  lo 
Oibraltar  ..     ..     ,.     ,, 

Botton,  U,S,  to 
Ltvvrpool  . .  . .     . . 

Bourbom  Jdand  to 

faoriliua 
Natal  .>     .. 

t  Atll-liow&r  I 


B<f%e  iMlvnd  to 

Tahiti  0(ab«lto     

BraiM,  Cape  Verde,  to 

Ceftno  

Munm  VttB  ..     ..     .. 

lUo  d«  JaDcrro      . .     . .     . . 

BrtKiiO 
Ojliraltai' 

Bueno$  Jjfrew  to 

Liverpool       

Monte  Tideo        

Riod«Jan«iro      

Bu*Morah  to 
CaJonttR         .. 

CattuUa  to 
Amboyna       , .     * .     **     •* 

H«D«oolen     * * 

Borabay^        

BuAaorah       

Cape  of  Good  Hope     . .     . . 

Ceykn  

Dniii«ranL      «.     .*     ..     .. 

Htf1<*na,St.  

Java 

Liverpool       * 

Londmi  . .     « .     tt     ., 

Jifai^ao    t  *     * ,     4  *     • »     • . 

Ha^lraa  

Madraa  ..     .,     ,<.     .. 

Madroa 

Matiilta         

Mauritius      * .     

Pcn&nf * 

Plyiooiitfi       .,     „     ,.     .* 
Part  Juekion        ..     ..     .. 

HangooD        ».     ..     **     .* 

Suez,  callinir    at    Ifodraa* 

Ceylon,  liuj  Aden    ..     .. 

Caidera  to 

Cob^a 

Land'*  End,  Enji^land 
OaiUbmiaf  8t  Joaepkf  to 
Land  a  £  nd,  EnidAnd 

C»(toolo 
Arioa       . .     . .     . ,     , .     *. 
Di»a|ipoint2nent  klaiid 
f^alapagcw  Lalonda      ■  ^     *- 
G  uatebiMi|  Nleoya       . .     .  ■ 
Guayaqoil      »,     ..     ^     .. 

Hong  Kottg  

Honorura      

Iqni(|iMi  .,     .,     ..     «, 

MaxatlBii  .,  ,,  ,,  ,. 
Panama        ,t     «<     «•     <« 

Panama        

Payta  ..  ,,  *,  ,,  ,. 
Payta      *.     ..     ,.     „     „ 

CmOmoio 
Plymoutb 

FoftanuHitb  .«     ..     «. 

Rb  dn  Janeim     .  *     . .     . . 

San  Olaa        «     .. 

Ta)|i«ral«o     . .     . .     ,,     , , 

CMI|PM«Ay  IB 

Havaiitt  *.  ,.  ».  .. 
Tanttdtio  . .  . .  « .  . « 
Vftra  OnuE     . .     « .     *.     . . 

At^ar      «     .. 


17 


H 


199 


t  inixedf  or  i«ll  Kid  aonw  ■(cattBtfrt. 


408 


STEVENS   ON  STOWAGE. 


P1«M« 


8H»rtcit 
Trmek 
in  Sea 
MUei 


Ttmxu 


&8W 


10010 


13&fl 


8440 


«10 


Cojvf  Comi  to 
6«inhtR  River  * .     . .     . , 

Uhcrin       

Forbmomh       .. 

Su-rra  L«od«    . .     . »     ,.     . . 

Ctf ;»?  o/  Oi>64  ffopt  to 
Amstertlom  IkIotkI         . »     . , 
Atoeiinoa  . .     . .     . «      , , 

Axort**       , .     , , 

CalcittU  ,,  ..  ..  ,«  .. 
Eqaalor.  tJbe,  AtUmlio 

Omveaoid ,. 

Hden«,8t. 

Hel<?n»,8l.       

H e1«nl^  St  ..  ..  ,.  .. 
Jata  Haftd        . .     . .     . .     . . 

Johoni^a    « 

lAvvrpool  

LiTfcrpHjol  ..     ..     t, 

llXATnl  ..  ,.  ,,  ,,  ,, 
MmlniB  ..  ,t  ,,  *,  ». 
MaiuriliuJi  ,,     .»     ,.     ., 

PtllDOUlb  *»      4*       ».      ,, 

ripnptitlii 

Pnrti  mouth       

I'ori*nioulJi 

f»OUtl]BZD]ltoO  ..       «. 

TdziRniTtaleft  ..  ..  ,♦  .. 
VaoDLeroettLtttirl,  Kddfikvnc 
Cartoff^iut,  New  Oranada,  to 
CbAftT«a  .»  .,  .»  ,»  ,. 
Choirreti  .,  .,  ..  ,.  ,, 
CrfMiIcwl  T  Aland       .  <,     . ,     . . 

PortUoyiU         

iVirtRovaJ 

8*nU  lljirlA 

Thomas,  SL . . 

C^yUm  to 

Cariaff«na  (?)     ..     

Knpfliuid     .,     , 

rort  Roj-il  (7) 

See  aJiio  Colombo,  Gille^  and 

TrincomoJcf.        * .     , ,     . . 

Chaff rv3,  Panama » to 

St.  Andrew  IhIjudI         . .     . . 

Carta^ma         

PonRojml        ..     

Coekim  to 

Boinbnr     . , 

Point  iIVGiUc  ..  .,  .. 
Trincoinjil*"*]'      ..     .^      ,,     ,, 

Coetm  I»land,  Pac\fic,  to 
TalUo         ..     ,.     ..     «,     .. 
Clipperton  K<M'k      ».     ,,     ., 

Colombo  to 
Bfttnvift      . ,     ,,     . «     . .     . . 

Boitthax     > .     ♦ 

Ca]>e  ol  Good  Botxe        < .     > . 

Mftdro*       .,     .. 

MmtintJQ«  .*     

Trincnmnlc**     . .     ♦  *     * ,     . . 

Cnnttptton  to 
lll.t  di'  JAni"irf>        ♦.     , .     .. 
Viil(iiinu*<*        •  .     . .     . . 
(MnttantiHOfdr  to 

IffAiU  

If  ameilUss         

Rmynoji -.     .. 

Tr»l  lUttlid*      . ,     . .     . '     . . 


S4 

ni 

S3 

17 
40 

Aa 

13 
+10 
llO 

40 

«0 

«1 
t^ 

47 

4i 

S6 

lis 

+»i 

83 

f4n4 

4fl 

» 

43 

4 

*i 

ISS 

0 


7 


40 
fa 

f3 


fiSO 

doo 

45d 

M5 

3S70 
310 

1300 
MO 

«7WI 
1)100 
1000 
10>PO 
005 

1040 
SMO 

11350 

4^ 

07(J 
1060 

300 

3om 

4090 
340 

ijiaft 

S30 

114fi0 
447rt 

11370 
36^*4 
8240 

11545 
ni45 

11044 
5170 

11004 


$430 

moo 
iiicm 

11100 
III  00 
6730 


Ajicft «<     .. 

Vftlparniao .. 

CoqHiinf*ef  to 

Cobija .. 

Moftto  VidcK^        

ICtia  «  Fuem 

nio  de  Jajieiro     . .      • ,     » . 

Talparftisn 

Corfu  to 
OSbnatar        ..     ..      ,.     .. 

M<au    

Smjrma  •  •     • « 

Bermuda       . .      . .     *  *     -  ■ 

Culcutu         

GJbpaKiur       ..     , 

Gibraltar       

Oporto  ..     ..     *'     •- 

CovpM^  to 

Batarift         « ,     * 

Kvdfp^pec       <  ♦     '  •      •  *      *  * 

Cowf,rMU'orWi9ht,ia 

BL  Vineeni.  Cape  Verde    . , 

Crooktd  Uland  to 

Bermitds       

FabaonUk     ..     .«     **     •* 

Ravanm         '     ** 

Dftago^  Baif  to 
Bembatooka        **     '.     «> 
Simott  Bay    . .     -  *     *  •     ♦  • 

Brtnrn»m  U* 
CutIMc  Buy,  Barbftdoi     , , 
Ltxard  .,     ..     **     .♦ 

Ijondan  ,*     * 

Part  Spam  ..     «.     •• 

Diffo  Ramiret  to 

Monte  Tideo        .«     ..     ** 

Dimppointwtent,  C«jm,  Co 

Bodega  ..     ..     ..     .. 

Do¥mM,  the,  to 

AdeUido 

Bahia      

Calmttft         ..     ..     ..     .. 

Kitt«,  SL        

Mnuritiiifi      ..     ..     ...     .. 

Md!boitrti« ** 

MoQlAYideo         .,     ..     .. 

Kew  ZaaJand.  Soafh  Cape 
Rim  dt  Janeiro     . .     . .     . . 

Sj'dnejr         .  *     . .     . .     . . 

Puhtin  ,'  aoe  Cork,  he, 
Eojtt  Captf  Madaga9tat\  to 

Bombay         . .     

Ea$trr  I$lnnd  to 
Buele  Island         ..     *. 
England  to 

AlffoaBaj > 

Cideutta         

Caletma        .. 

Colcutla 

Capo  of  G«od  Hope  , « 

Equator ^  thwt  Atlantkjo^', 

Atore*  

Cape  of  Good  Hope 
liv«rpool       . ♦     . ,     . .      . , 
Liitord           ..     ..     **     *. 
PI  jTDoath      *     ♦ . 


f  fbtl-poKrer 


t  mixed  or  »aU  aiid  aet^vr  «t«ftmer»i 


STOWAGE. 


409 


Tnuk 
ill  Sm 


UUatUnl 
Tfiick 
In  Sett 


Pltt<;o» 


330 

fiOO 

IJ30 


sofv) 
V»i 
Mid 
300 

mo 

tUA 

910 
910 
tllO 

aMD 
4473 

ltl3 

HMl 

41N2 

94^ 

a90 

3MA0 


4(M 
SUA 


TOri 

loii 
luvi 

300 


tl«l6 


Fulkh  CApfHniii 

furt  ^  ^lia 

U-tU-i'  'Vulpariii«o 

l^iUumuth  to 
Montu  Viil'^o     . .      . .      . , 

FefLr,  Ht.  and  dmhfrnr 
lifandt,  to  Calilt^m 

Ftrna  ntio  l*o  t** 
Cftpo  rioru 
PJjniotitb    callirijj   aA   Cmsit- 

Laj^^,  Accm,  Cape   CoiMt, 

Balhunit,       Goree,      Tcije- 

riflVf  mill  M Alt Jcim 
Faulf  l*0mi,  Mada^mttcttrt  to 
Sitnon  Buy        ..      ►.     .- 

Hnnoniru  ♦,     ♦.     ,»     ,. 

Siui  UIk« 

Vii'],i(U-|tiio 

Friar^*  Hood  ta 

M  idras       , » 

PuloWny 

Aden  . .  , .     . «  . .  . « 

Ilonitin  J- ,  . ,  , , 

HoTnliAv  ■ .  ..  •*  ,. 

Culokiftu  . .  . ,     .,  it  *. 

Mni'lrii^  ,.  ,,      »,  .,  ,, 

M(tiii'ittu«i 

l^clhouriit  >.  .,  .. 

^^iJ»i  .,    .,    .. 

JVllA«l|» 

ISiIm  Wily  

Suuuu  Buy        

Hiitt.  ,.      ,. 

TrincomoJec      , .     . .     . ,     , , 
Gambits,  m»rr,  !• 

S'TTtt  liMMkC  «  .       *  .       « , 

SiiliLi'dd  .. 

Ompar  ItUtnd  to 
Java  Hemd        

GIbrdltw  

Mftlm        

Gibmttitr  §9 

Alirirra         . . 

MftllA  ,         ,       . . 

V   '•  ,      ., 

i      il.,...MiU. 

PuriUn.l  , , 

F^trMijiuyUi        .♦      .,       .,      ,, 

KHijlliBtDJllOIl 

Tuiii»  

Forto  Prnyn 

Slunti  LiHiut , 

Gretitftk  to 

BttUvm       

Detnenirm  , . 

Haboj-tan 

Vftlparmito 


t9 
30 


40111 


n 

10 

I* 

♦10 
19 
♦i 

30 
fr? 

117 
i83 

+5 
7 

TiO 

fl5 

7 

0 
40 

13 

13 
«i 

It 
43 
H 
H| 

10 
JO 
Id 
fll 
I.) 
98 


II 
HI 

no 

30 
HO 
U3 


oso 

100 
BO 

8iO 

700 
700 
7«(l 

AM) 
1140 

1045* 
731 
370 
5V0 

^ua 

Si!*7 
75<} 

S5tO 

snio 

1400 

AtO 

1074 

3»il 

MO 

700 

aio 

010 
fiTO 
ItOO 
IJifO 

TOO 
40M 

mo 

1030 

010 


000 

tlOO 

3010 

1707 

4470 
4I«& 

»I60 
4110 
49^10 
4330 

H)3n 

11170 

mi 


OrmtulM  to 
PffTt  KoriU,  jHtun'tft. . 

Port  Si»iiui - 

TubRgo  

Orry  Tottn  to 
BftrafiA    •     ..     ..     ,. 

Ouayuqmt  di 

Cullno 

CaJd&v     ..     ..     ..     ,. 

Pkuainji         

H>iki*tladi  to 

Shuiig-htu*      

B4rbiii}»!ii       

Drrtmiilji        

B(»9iian 

John,  Jii.  N««vlbiiui(>iind 

Liv<ti-noul       

MMeirA  

PuiUmsiJ         

SliiOieiiit 

BiiU|m<ii.1  

Stiitbuiid  ..     ..     ,, 

Havana  to 

BnrttAcloi  . ,     . . 

BcllKi-     ., 

Bf^mjiula  , 

FnlnjouUi  , 

KhtiTJitori        ,4     ,*     . .     . 

Mtuleirt         , 

KKAftnii  .^     ,«     «.     , 

NiMtiiu  ♦  *     

Ntw  Orlrini        

Nrir  York      ^ .      . .     .  *     , 

New  Y^ork      

riymauUi       

Port  Koyn),  XacnAlcn 
PortiniouUi  . .     , .     , 

Tmrtpico        

Thain^,  St,  ..     «.     . 

V«imCruz . 

Haprtto 

Murtintqtifr 

Hau-ai,  Snijtlwich  IfttautU 

Itritna^HL  to 
A«ci<i]«ioii      ..     ,.     ..     , 

Avf^iisiuu      

Axorek,  Kluivv  , ,     . 

Capeof  Good  Uifpv 

£i|«iilor         

OrtvMeud 

Maarltiua 

FIjrmouth  _     ,       . .     , 

Porl^nkouih  

PuritiiioMih  m*     »«     . 

Vi««iif>i    '^' V<f>r4if   . 

rh»i»>  ».     . 

MuilU 

Bytiuay  

It0tutm«jt  la 
Juta&tm        ..     ..     ..     . 


7 
tA 

311 

lU 
-4($ 
II 
1:1 
49 

♦Hi 


♦4 
CI 

A 


f  IU]l-iK>^er  fttoAmflrs.  I  ndxttd,  or  ««U  uid  •crrir 


3f 


^^^^^^^^^^^^^^^KwAGE.        ^^^^^^1 

Shortcut 

S 

Stuirt«ft 

9 

I 

Tnck 
Id  Sea 

riue» 

u 

Track 
in  Sea 

Places 

It 

1 

to 

Miles 

> 

M0«» 

> 

J 

1 

£»&on<0 

LUmrd,  the,  io 

■ 

aooT  , 

Birbftiioji           .. 

K 

9083 

Sierra  Lvun«        

94 

■* 

73S 

"1 

lidw 

fiiuuapore              , .     . .     , . 
STiiciey           ,,     ,,     ,,     *. 
TeiierilTe       

100 

^H 

w 

S85 

Qibralui'            

IT 

1171« 

100 

395 

GLbTillar           

:j» 

1375 

90 

«e3 

LiverpcHvl           ..     ..     ,,     .. 

44S4 

Tnmdad,  AHaoUo       ..     .. 

99 

035 

Ma*l^m.            ..     

+2| 

3310 

Vino«nl,  SU  Cape  Verde    . . 

30 

1970 

JMftlla                

10 

iMMdata 

704 

Flymiiiiih          ., 

+H 

1511 

14 

fm 

FOTUlIKlUtll                  ..      *,      ,, 

10 

1)8» 

Hd6n*,Sl,            

19 

4S10 

Hio  <*B  Jftiiciro        „     ..     .. 

38 

agis 

iMbtm                  

430 

A05(> 

SimooB^        .,     .,     ..     ., 

57 

London  4o 

8H3 

+4 

37B6 

Barbados       

34 

702 

81.  Marj,  Azores            ..     ., 

a 

101^ 

Bombay          . .      

Hi 

LU-erpoatto 

60ed 

Cape  of  Good  Hop* 

m 

11374    , 
IDASS 

Ad«o ..     ..     1 

127 
109 

5H0 
13;jo 

Dublin                   .,     ,,     ., 
Gibraltar               .,     .«     .. 
HobartOD               ..     ..     .. 

lor 

Akjrmb         

fiombay             ,.     , 

Q210 

CucQOA  Ajrrefl           

i-SO 

lii^KH 

Hong  Koug           . ,     , .     , . 

lOfl 

1J3H0 

Ctlcutt*             

116 

Klt^OO 

Wttdru*                  ,.     ..     ,, 

19& 

10000 

Cftllao                 ,,     ,,     ..     .. 

114 

4170 

40 

11K)H 

Colombo             

lie 

5340 

Eia  dv  Janeiro             . ,     , . 

50 

— 

Equ»lr>r,  the             .,     ,.     .. 

20* 

19(H0 

Bj-tim-y          ..     ..     ,,     .. 

MS 

— > 

£gi4Alor,  iLe             ..     ..     ,, 

i^l 

Liuia,  St.  la 

ItMtO 

Gibndimr 

Hi\ 

3500 

Plj-moutb              ..     ..     .. 

9a 

j»l^ 

Haliito             _     _     ,^     „ 

ifia* 

96U 

St  Jatfo  dL>  Cuba         , .     . . 

5 

.1t)H0 

Havana             «„,,,* 

Of 

Macao  to 

ISMU 

HunKKong              „     ..     .. 

19Q 

l«Ul 

AnaanTias              ..     ..     ,, 

.? 

mm 

Uuo&oo              .,     ,,     ,.     .. 

87 

17+1 

Batavia                  , 

^^ 

0tia 

Linbon               

u 

3JO0 

Colrutu                .,     ..     ,, 

88 

^^^^H 

<M0 

MolUi 

i:*50 

GfljipAr  StrilC        

Helena,  tit.            ..     .«     *« 

.?* 

^^^^1 

M«nridu»          , 

mm 

Max»tlan           

115 

1K10 

JavaUewl           

S3 

^Hi 

llfiA» 

MeJboUTO*         ..     ,.     ,,     ,, 

7S 

BtW 

Manila           

n 

.^H 

115A5 

Mvlbmirno        .. 

Jrt7 

fidO 

N»timaa        ,*     «,     ..     ., 

19    1 

^^^^1 

jMfie 

NewYcrk         

+1J* 

Kilo 

PaleAor        ..     .*     ..     ,. 

0 

d^^^^l 

977t) 

Pordaua,  IT,S 1 

+l/ 

1430 

&iltgt]K»r«      ..     ..     .,     *. 

sea 

^^^H 

mn 

Quitbeo              , 1 

43 

Uadeimto 

^^^^B 

fl»i 

Qu*b«o              

+11| 

1049 

iDtoaio^Su          ..     ,.     ,, 

fist 

27 

^H 

6130 

Rio  de  Janeiro         ,     , 

44 

StXid 

B«t^ado«             

_^| 

lIMe 

IX'"    ::  ::  ::  :: 

Vtiluiriiiio         «,     ,,     ,,     .. 

111 

2;AI3 

BenuatU             

^^^^1 

imi 

m 

d7tt 

Cadk             .,     ..     .,     .. 

11 

^^^^H 

87M 

8d 

9500 

CarMe  Bay ,  B  arbadiM     . » 

99 

^^^^H 

Lizard,  the,  to 

300 

1-vrro             ,,     ,,     ,.     ,, 

4 

^^^^B 

mi« 

Adelaide             

M 

0U0& 

Friar' a  Hood        .,     ..     .. 

Mtt 

^H 

flMM 

AED»t4)^  Jacu  likxid          . «     . . 

79 

8HM& 

GaLl«,  Point  de            ,.     „ 

VM 

^1 

lumo 

Anjci"                 *M     ♦*     ,»     .* 

01 

MMS 

JolLaiiU        , 

74 

^1 

4lJ>M> 

Bahia                 

3d    1 

da) 

littMm           

^31 

^1 

944« 

UarKadoa          

3» 

3474 

LMQd«           ,     .* 

+«?' 

^1 

]4)W>fi 

Baiavia            ..     ,«     .,     ,« 

94 

937A 

Madraa          

tNl 

^^^^1 

iQfiA) 

Bombay             

128 

15W 

Malu            

10 

^^^^H 

1173 

Cadix                 

0 

S(H5 

9A 

^^^^H 

A740 

Cape  of  Good  11 01M3         .,     . . 
ClmsUniLi  Islatid            ,^     ,, 

77 

1900 

+7 

^^^^H 

KMS8 

90 

lOHU 

Porto  Pmya          

0 

^^^^H 

;ia7o 

Ciwoked  Inland        

36 

3790 

Kio  dti  Janeiro             ..     .. 

30 

^^^^H 

Equator,  Lbu              

3A 

900 

BantACru^          «.     .,     *« 

«•* 

^^^^H 

4O00 

FrmaiMlo  Po            -.••*. 

40 

9M0 

8t«Doiuiu|ro,6alinat 

^^1 

lUOfl 

GibmlLaf           

10 

1066 

4l3t 

^H 

«)l^ 

iJaliT^x              ,     .. 

41 

llb^ 

athnoQ'aBay         

7.1 

^H 

3<iU0 

Jafiuemcl           

40 

900 

Tenerifft               

Ji« 

^H 

72& 

Lit^lKjta                , , 

U 

:»!» 

TrinWa*!               „     ..     .. 

^1 

11a:i 

Ma.ieir» 

W 

41«9 

Tmtan  d'Animha       . .     , . 

35 

^H 

■ 

lQnM« 

Madra*              

fOli 

MadfHtto 

^^^^Hi 

B 

7WH 

MauhUiii          .,     ,,     .,     .. 

7H 

Ml 

Akyafc           

HI 

^^^^H 

■ 

1M&^ 

SI 

u»2a 

hm^T         ..    

9»' 

^^^^H 

«157<) 

Paul,  St.  Indian  Oc«aa 

7? 

IftW 

3M 

^1 

114  UN) 

^'^ii^iiff              

Ill 

li30 

Bombay         .,     .,     ..     ., 

17 

^1 

5*«"JiJ 

4J2 

7'I0 

Cileuilt         , 

17 

^^1 

I  ^1  1 

I'orl  I'l  ay»        . .      . ,     . ,     . , 

3>V| 

730 

GttleuUA        

43 

^H 

1 

!«*«  1 

Pi.rilt,pyaJ        

4«' 

4709 

Ca|>e<irGoud  Hope 

M 

^M 

t  nil 

md,ntuk 

1 

rr|70 
080 

fHJO 

liton 


Codov  !  ntandu  . »     . .     , 

Coloin^po  

Gnivi-vml  

HHrnn.  St  .  /     ..      . 

Ki-'i||trr.l*VB 

Pti'nani;  . ,      , »      . 

Port  JnrkMiin  , .      » .     . 

Pof  t  Louu  , .     . .     ^ 

Pu!.>W»y  

I%nM|K;oon  ,*     »»     . 

SiujaiiiB.!,')  

Swnii  River  . ,      ..     . 

TrkJl^onkJd4^«i  ,,     ,.     ., 

Muilms  

FVflm  Firancn  , 

Pfimnji  ..     ,, 

Sirii^aporf  , .     , «     . , 

Afolilontnto  ta 
Rio  A^  .l»iu-iro 

Mtttim  to 

Al<!xanc1htt  .♦     ..     . 

Alcxiuidrift  ..     .,     ,, 
Conitantmo|U«  _     . 

Cnrfki  .,     ..     . 

D«nUiitlk*s  , 

Ekuih  .,     ,,     ., 

GJUrnimr  ,.     ..     ., 

Giliinrtju'  ,.     ,»     ., 

HvrJru  

I.i'ifliorn  ..     ^»     ,, 

MamUhi.  , 

MarKtiJTe*  , 

Xaitlw*  . ,     . .     . , 

rijiiinuth  

Pl^inoulli  ..     .* 

Port'tnoiitL 

]*ortAnu>uUi  ..     .»     . 

SmjrntiA  . .      . . 

Tfinltn*  

Tripf»li  ..     ,,     . 

Tui.i*  »,     ..     . 

Aiamilti  to 

Calciitr*  ..     ..     ., 
Cftpc  of  Goofl  Hope        ..     ., 

ria'«|>mr  Uliinil  , 

Hclrnii,Rt>  , 

HntiK^  Konff  , 

Mbcoo  , 

Puln  Aor  

Singii]iorv  

hfiMtamilM  Bay  Is 

Sfttl  filM  , 

Tttlpftniiio  

M&ntnham  to 

TrtiiMliiil  ..     ..     .. 

"Vouhii  ..     ..      .. 

AU-:ijirjiIria,  enJlin|r  •I  Mnlltt. , 

AlgifT*  

Maltn  

M«)iii  ..     ..     .. 

MttH^i  Stfu^tf,  rr.  Indira,  to 
Por(  Ito7ii,  JamAirii  . , 


m 

4IIA 

10 

SKNl 

+3 

lAlO 

73 

10 

Ittfi 

20 

01 

3n29 

3*1 
7 

n 

imi 

ii5<Kl 

3JH5^ 

saw 

3254 

aoMY 

21 

H240 

4 

»(I6II 

7 

45Hrt 

4 

flS62 

3570 

14 

4r»ft 

3*1 

4970 

9090 

1ft 

asoft 

+:i 

61d0 

♦  7 

staw 

Q 

10 
0 
10 

1S9<^ 

iSlliI 

"Kr 

5 

4m> 

i 

WJ*0 

11 

7»7a 

+2i 

.VjOO 

A 

12710 

rii 

iy,'*o 

+11 

5^0 

ai 

m»H5 

U>J 

4A7A 

B 

4.^7:. 

10 

SHTIO 

r> 

.'j«:» 

f> 

laiNW 

iL^w^'i  ; 

TA 

f>4HS* 

105 

MiW 

0 

I^IM 

74 

1^30 

44 

l*iK20 

5 

U^M30 

4 

4lJfW 

9 

4A40 

'     4570 

h 

iiaij 

43 

f«77A 

l9rV30 

13 

IdOCM) 

liartA 

TJtAi 

10 

3770 

CkMI 

H\ 

vmx> 

3 

4J 

fs4 

17a 

4 

17«0 

Maty,  St,  T»ht$t4,  tn 

MKuriuoi  

Simon  Buy  *,     .. 

MaM  d  Futra  to 

Biego  llamirer  . .     .  - 

HfntHlipaUtm  to 
Madnut  

MnuritiuM  to 

A.lcn  

Kinul'utookA  ..     .. 

Honihay  .«     i , 

Cakutia 

Cnn«  of  G  t_»od  Hojt" 

CaiH!  oftJooil  Hoi>i« 

Cryloiij  G»iJ«i 

Down  A,  tli4i 

HHfiiB,  SI.  . 

Uotmrtun 

Liverpool 

Mitdni!*  

Mttiy^  St,  Iftlund 

MclbouiTue  

P(?D«npf 
Rinjon  Bay 
Soutliamploii 
TriiKunitlec  . .     . . 

Muziiitan  to 
Liv^-rpoul              ,,     .-     ►. 
Li/»ri{  * 

Mfih^ttme  to 
AJcyab 

A«'e«!Uii,io-i|,  vi4  Cape  Horn 
A!t'vii%]ou.(^4  C.Good  Uo}ii) 

Bomlifly  

Dmtol,  vid  Csfie  H<»rn 
IVriiitol,  vid  U,  of  aood  Hope 
CttlrntUi  .«     ..     .. 

Callao  .,     ..     .. 

Crylori,  PoLnt  ik"  CJiUIe 
Cevloii.  Puiril  di!  Galle 
r«lkli»ii't«,tlic  ,.     ., 

FnlkJau.1%  11if>  ..     ,. 

tlxn-i\'f>ti\n\,  wfii  Ciipt'  Horn 
f;rnvp*fTni,  vid  C.  G.  Httpv 
Hiini,'f'a|ie 

Ilnrn,  Crti'i.i  . .      ♦,     *. 

K  i  n  t,'  G  t  <  '1  ^f  Sound 
Kivrr|nrn«l,  viti  Cftpe  Horn.. 
Liveri"^*^  ^-'^'^  '-''U.'^  Horn.. 
Ltvi'n'«wJi«^'''  ^'  "ootl  Hope 
MftdrM  <.     ••     .« 

MnaUft  

MnuriliuA  

Kiw  7tnlAnrl,  South  C«pe.. 
PtrtiaiiU'Uco,  trW  C*  Horn. . 
I'lvinoutli,  vid  Cape  Bom  , 
JMyinonlh,  H#J  C«|j<-  Horn  . 
PI  ynKiu  tb ,  Hd  C*  Good  Hop« 
Rio  «ii'  Juaeiro  . .      .. 

Biiip-OfOrf 

Sydney  ..      .,      .. 

Vcrclff  I»Jiintl»,  Ctpe 
MtxMtma  to 

NftplDS  ..      ..      .. 

Bombftf 


10 


13 
fid 

til 

47 

fir 

»i 
»i 

45 
Ml 

9ft 
7A 

an 


4& 

«o 

44 

4S4 
40 

4{Sa 
SO 


4<IS 

nil 
las 


43 


so 


tot 


f  ruU'iv>«>i  ittftm^rB 


t  mixril,  or  t»X\  «id  tcrew  sIiwoict*. 


STEVENS   ON   STOWAGE. 


415 


Sbortttt 
Track 


PI«tM 


II 


Sbortesl; 
Track 
id  Sett 
HiLei 


900 

190 

nm 


4flB5 

mo 

1340 
iviii 


a6tA 


ftlO 
13301) 


OtK) 

41 J 
«>70 
9140 
fV)0 
9U0 

doo 
mi 

1300 

tMO 
All) 
ftlO 
MilO 
I4.ir> 
1430 
&70 
t«90 

1SU4 

IUMO 
3I>M) 

3740 
1100 
790 

uoo 

HO 


Acttj*iilco  . .     t » 

Clvion  I»1iiii4 

Pftjfttt  , ,  , . 

Sooarro  . .  . . 

Yalpwrmijo  . .  . . 

^oiiiE  HmdM  to 
Gttpe  of  Good  Hapv 

MttdTtti  ..  .. 

NftUI  ».  .. 

Ntfoondam  . .  . . 

P#nMi|f  . .  . . 

Pnio  Bout«a  ♦  *  , . 

R^ui|i^n>n  ..  *. 

Kodri^acc  Islaodj 

Sandwich  JtUndi. 
See  BoDorara  or  Hoooliila 

Savanna  t  V*  S,  lo 

Liverpool  ..  .. 

SeMU$riio 

Uultu  ..  .« 

Seifchtlkt  to 

OomlMij  . .  . . 

M^asnbo  Bttf  . .  . . 

Miaritius  ,.  ,, 

Zttoxibttr  ,.  *. 

Shanj^-Hae  ttt 
Cape  of  Good  H  dim 
Diyinti,  Ui«  .... 

lloojr  Kong  . .  . . 

LlTTftld  . .      .  ^ 

Swmiow  ..     .. 

shifidMio 

Yitlpar«ij(o  „     ^ » 

ItHlhuut  ,,  ,. 

Cape  CoftJit  . .  » <, 

Cstp^  of  O  nod  Flope 

Pix  t'ovn  ,,  ., 

OaniMa  KiTrr  <..  .» 

flonw  ,.  », 

Lijtunl  , ,  , , 

Plymouth  .  ^  . , 

Portstnouth 

Tencriffo  , .  , , 

SU%tjtiport  to 

Akrnb  » .  . . 

Aiij<rr  » .  , . 

BKtavift  ..  ., 
Cfttx^  of  Good  H<*p9 

HouKKnnft  .«  ,. 
Hon*;  KoDj^ 

jAT«Ht;ad  .,  ,, 

Miie»o  „  , , 
Du.    Pitlmwtta  Piw»«^ 

MttdrM  ..  ,, 

MutdU  .,  .. 

Moulm«iii  .«  .. 

IVD&nii;  ,,  .. 

PtynxftiOi  tt  ,* 

JVrtPhdIip  ..  .. 

lUni^oOet  . .  » , 

Sotirttbiijrft  . .  » , 

Tclii«oSDa]«e  * .  * . 

Nootkft  Sound  . «      , , 

Colutul<i»IUvcr        ..     ,. 


4  IvyHrpower  MimuMn* 


0 
7 
A 
90 
4 

m 
ifl* 

46 

7 

S4 

30 
10 
43 


30 

33 
13 
15 
2i 

.■57 
104 

44 

10* 

Q 

IM 

10 
17 

^t 
I« 

Ift 
f» 

10 

4in 

45 

fl2 

2(t 
lA 

IS 
47 
91 
♦7 
4 
20 
44 
]fi 
H 
10 

lor 

41 

r? 

0 
0 


&40 
0^8 


11530 


11270 

fioao 
ni4a 

4075 
9975 
3ftS6 

lllIO 

41195 


139a 

9140 
1860 
11455 

3735 
3076 
5000 
3570 
4230 

fsas 

1308 
45^1 


910 

4G60 
0375 
1500 
10445 

13019  vi4 

C,  1««U' 

win. 

3B70  VM 

Tom* 

StrnU 

Ul» 

5710 

0013 

»W 

1S890 

llOM 

1^1 

4440 

5470 

1«7S» 

11975 

3040 

(too 

45110 
13580 


Smyrna  (o 

llfximdrU 

Malm  ..     ..     ,. 

iBoewly  Jalaiiii,  OMdlt,  to 
PortUDOdi^         ..     .,    «. 
SeeOlttlicllft 

^urabajfo  to 
Laad's  End  « .     . .     « . 

Atexttodria 

BTinudtui  

Biietio*  Ayrea  , .     . . 

CllBff1T9 

CcmNUntinople  ,.     *, 

Demfrva  .,     >,     ». 

Gibralur  

GrrTtown,  callinn  lU  St. 
Tboma*.  fl^uota  Maita, 
CartageDt,  and  Colon     .  t 

Maddira  

Malta  

MaraaillM  ..     ..     .. 

Mdbounie  

Nauau,  N«w  Fr«vidence  .. 

N«wYorli  

Rio  de  Jatuiir»  . ,    . . 

Tbomaj.fiL  ..    .. 

THiadod,  Cuba  ,.     .. 

Vl«o  

Sun  tff 
Adtm  . .     .  *     . , 

Catoutta,   niillJb^  at   Adrn^ 

Point  de  6altr  and  M adf«« 
8ydn*T,  c&llinir  Adra,  Point 

de  dalle,  a&d  M«1boank«. 
Surinam  io 

Cajrenne  

^iron  BU>^  to 
Cap«  of  Good  Hope  .. 

HfU'na.    SL    Vfd    Ctp«    of 

GookI  Hope  «.     .. 

Kf elltif  lalaada  . .     * . 

Swan  RiverfPii  Cape  of  6. 

Bo|>e,  to  Pljsuiulii 


Sfdm*wta 
Baravia  

BnvorUlandi 

Cnkutia  

Callao  

CotipaDf  ,,     ,«     ,. 

Down*,  die  ,,     ..     .. 

Downt.  ttMC.  of  Good  ftopo 
Eotry  Itlazid,  New  Zeialaod 
Houir  EoDf  . ,     , .     . . 

Horn,  Cape  **     **     «. 

Livfcrpool  -^     .  <     .  • 

Liverpool ,  rl4 C. Of  O*  Hope 

Ma&da  

Melboomo  ..    ..     .« 

Pvnaiif  

PlrnMMitfa  , 

Pifmoath,  lonetiiBf  tl  aev*- 
tmlpla««ft  «.     ,.     ,. 


7 
131 


190 

fll 
fl9 

4-40 
+5M 
+15 
4>3i 
f3 

+25 

+5 
+« 
+10 
+6 
+00 
+94 

+1H 

+90 

+15 

+49 

♦9 

+0 
+95 

H3 


m 

06 
13 

109 


33 


Id 

00 
50 
30 

He 

7 
441 
35 
04 

54 

+4 
59 

too 


X  aLiod«  or  mU  and  iCftw  tkranian^ 


STEVENS   ON    STOWAGE, 


AVEBAGE    mniOEB    OF    BAYS*     FASBAOE     FfiOM    VAEIOUS    FOBTS    TO 
I  8t  HELEITA,   BUBniO  THE  TSAB   1867. 


Al^oo  Bay * 23 

Aky*U i .*.  97 

AastraliA     ,«...,..,.. 69 

Ascension » 6 

BatAvia  and  Java    ,,».... 62 

B<mrboa  32 

Bombay 66 

Bftflfiein     ... . ..........  82 

BnsMomh     89 

CftpQ  of  Gcx)d  Hope 11 

Cjflutta 74 

Ceylon , ^  66 

CMim,  all punfl 86 

CoMt  of  Africa,  Went       ...«.«..  10 

Eoglond,  by  eieanieni       ..,,.*.*  25 

EnglimJ,  by  Bailing  re«eb      « . . ,  90 

Japan Da 

Kiirracbee    * , « . . ,  *  6tii 


Madraa     72 

Munillft 88 

liIaciritlTiB     .«......«*«#•.»*..«.  88 

Mo7.ambiqao    * .  • 46 

Moulmeiix    .«• *  96 

Madtira,  Bteameis      ».,«,,,*,,,.  21 

OUhtfite , 54 

Petumg     . » ...*.«. 78 

Pondicherry 71 

Port  Natnl 20 

PortAlfred     17 

Bangoou       .......«...«..,....•  91 

Bingaporo    «.....,,.,,,.,  82 

Smuabra  ..,..(• , . .  63 

Simon's  Bay    < , . « .  t 12 

m.  Yincent,  steamerni        ,  ^ . . » . . .  14 

Ujiited  Stateji     78 


The  FOLLOWINa  EXTEAGTS  ^fo  from  Capt.  W.  Q.  BEBQEJT*!  OCEAH  EDUTES, 


From  olt  Uio  Lizurd  to  (ibe  Line,  westward  of  tho  Capo  do  Verde  kles^  data 

average  prtij§Agti  of  Bll  I) ulcU  sbipH ^ ......  i ......... t  88 

From  thtt  Eru»t  porU  of  Hit*  United  IStat«fl  to  the  Line^    879  aliipt   . «  23 

To  St.  Konue 26 

From  the  Litiu  to  Latitude  36^  North,    47  Dut<<h  fibipa,  sny 90 

From  ibe  Lino  to  35  ■  N^^^th,     242  Amtriean  ships,  lay  , • .  *  *  20 

Bifltuic'ff  madtt  |^(!od  daily  between  Enr«po  and  Ammca,  between  Ibe  xiLBa 

paridlcia  of  lo"^  and  10"  N.  outwards  174  milea.     HomeiraTdB     ....  143 

Between  6®N,  and  the  Line,  ontwarda  45  miles.     Homewards      *, ..  59 
From  New  York  to  St.  Eoque  in  Janunry,  the  Ihmado  took  24  Datb 

Tbe  Medford .,....,.  47 

Average  passage  of  65  xblps   * 28 

From  England  to  New  York,  principally  from  Lirerpool  and  London^ 

K»9  sljipi , , * , . , 84 

Vruvii  N€W  York  towards  England,  222  6bip» ;     from  port  to  1&°  W.. .  16 
From  England  to  ports  ui  tbe  United  Stat««,  sooth  of  the  Delaware, 

Nnrtbem  rctute^  83  sbipi  arerago     , . , 41 

Bouthem  rontc",  34  Rbips 88 

A  vcraK'J  time  from  Liverpool  to  Atlnnlie  porta,  floath  of  tbe  Ohesttpeake  44 

To  tbe  titili  portJi  about     - ..,,.., 47 

7ltM&  ibe  Oulf  of  Mexico  to  ia°W,     163  ahlpa        22 

Wmm  the  Gall  ports,  principally  New  OrleanSf  to  Liirerpool  or  to  tbe 

meridian  of  tbe  Li  Kurd,  68  best  flbip«  out  of  tbe  aforesaid  163      . .  87 

From  tbe  United  Stnteii  (bound to  the  Mediterranean)  to  15^  W.  83  iklpa  2S 

From  th<^  ports  of  tbe  United  State*  to  aibraltar 91 

From  Gibraltar  to  the  Btatea      41 

From  the  meridian  of  Greenwich,  say  86°  SO' S,  to  tbe  straits  of  Sunda, 

821  Dutch  fiiiip* • 44 

The  dlMtance  miide  good  daily  was Miuti  128 

From  St.  Hoqnc  round  Cape  Horn.     ATerage  paisage  throagh  one  year  Pavh 

of  H>3  shipa  Irfjm  St.  Koqae  to  60"  8.  was fiS 

From  m  South  In  the  Atbintio  to  ^&*  Sooth  in  the  Pacific     18 

Wb«ti  tti8  yti*%f\  Wa  Liverpool  or  other  western  |K»rt,  tlie  il»ir»  commeoeril  flvw  ttw*  lime  of 
imviiig  Wh^n  Trom  Lornloo  or  otber  eutem  port,  tbe  diijr*  ooauiietiovd  e#  tb»  Liiikril. 
Tl«7  ended  ac  Til"  W. 


The  table  following  contains  the  nnmber  of  days  allowed  by  H.  M.  Cimlomv  ta  the 
_"l  of  A  voyage  from  the  United  Kingdom  to  the  different  porta  eniunoi«tedt  and  baeki 
i  Offdor  to  detemino  the  supply  of  bonded  stores. 

30 


418 


STEVENS   ON    STOWAGE. 


Abo .,  100 

Algiers 120 

Almorift    J  00 

AKOrcii 9il 

Alicante    ....   110 

Altca     110 

Antigtui  ....  ISO 
An  conn  .,..  UVU 
AlexAiidria  ..  180 
AfK<«rihion  ..  240 
Archipelago  ,  180 
Annabouu  ..  18U 
Arcliiingel  * ,  120 
Anstrnlia  ....  42U 
Aqtuipiilco  ,,  4fi<> 
Bremen     ....     -12 

Bayotine t*0 

BUbon m 

Bordeaux*. *»  60 
Bergen      ....  100 

Bona 120 

Boraholm  .,  100 
BarcelonH  ..  110 
Bay  of  Hoses  .  110 
BaltiiMore  .,  120 
BalmmM  .  * . .  150 
BArbadoes  ..  180 
Berbice  ....  180 
Bermuda  ...  *  120 
Boftton     ,...  120 

Bahiii    200 

Bud&OB  A)Tea  240 
Bombay    ....  S65 

Bengal 400 

Botany  Bay..  420 
BtttftTia  ....  40(1 
Comnna  ...     BO 

Cadiz     90 

CarlmTona  ..  lOO 
Carthftl^t'na  . .  100 
Cape  Vords  . .  100 
Centa  *.....  120 
Canariea  ....  95 
Christiana  ..  100 
CfijienlmRfn  .  Ifl<1 
C«?Ue  .:...,  130 
CiriU  Vecch  .  130 
Coraiea  Isle  .  130 

Cayenne 180 

Cap«  Hayli  . .  210 
Chailefitown  .  120 

Cuba     210 

Cuwwoft  ....  180 
Candia  IsAe  . .  160 
Cvphalonia  . .  160 
Corfu  lalo    ..  160 

Calabar     ISO 

Cape  C.  CftnOe  2(X» 
Cape  at.  Mary  180 
Cape  Q.  Hope  240 
CoDBlantinopl  180 
Colombia  B.  .  700 
Camana  ....  240 
Cyi»nu     ....  leo 

Cidlao   400 

C^^i^uiuito  ,,  4t>n 
Chili     360 


Calcutta  ...V  400 
Colombo  . , . .  86fi 

Ceylon B65 

Cudjftlore    . .  400 

tliiiiu    4l!0 

Clinton      420 

Conception  ..   400 

Dantxi«     HX> 

Drontheira  ..  100 
Dekware  B.  .  l^ 
Domarara  .*  IfiO 
Dominica. ...  IBO 
Davis  Btnuta .  240 
Embden  ....  42 
Elbeing  ....  95 
EMnore   ....   lOti 

Elba 130 

Eisoquibo  ..  IHO 
Ferro  liles  . .  100 
Faro  lele  ....     95 

Ferrol m 

Fernando  Po  .  180 

Fayal    80 

Friendly  Ik1«i  420 
Falkland  Isks  240 
GottenbuTg    .  100 

Gibraltar 100 

Genoa 130 

Grenada   ISO 

Guadaloupe..  1^ 

eireece 180 

QallipoU  ....  1^ 
Gr.  Fishery..  180 

Goree    190 

Guayaquil  ..  420 
Guac&patoin  .  400 

GoR  ...  ....  aes 

Hamburg. ...  42 
Religoljmd  ,.     42 

Httvti    310 

Hniilax 120 

Kavannali  ..  2fH) 
Honduraa  ..  240 
Huiiiion'a  Bay  240 
Iceland     ...  100 

Ima... 110 

Italy 130 

Isle  of  Sable  .  120 
Ionian  Lilea  .  130 
IaleFrani!«..  270 
laleBourlMjn.  270 
Jamaica         .   210 

Java 400 

Eonigsbcrg  . .  100 
Liabon  ......     60 

Lul>eok. 100 

Legliom  ....  130 
Long  lale  ..130 
La  G  unyra  . .  240 

Lima     400 

La*lrone«  ....  430 
Maelfttrom   ,.  100 

Malaga 100 

Madeira    *..,     90 

Memel 100 

Mogadoro  .  120 
Majorca    110 


Dxrs 
Marsaillat  ..  190 
Measiua    ....  130 

Mtmtreal 150 

MnJU  .,,...  140 
Martinieo  ..  ISO 
Mariegalante .  180 
Mtrnmichi  ..  100 
Montsen-at  ..  IBO 
Maranbam  ,.  ISO 
Mont«  Video  .  2»0 
Madagascar . .  270 
Mogodore. . . .  105 
Manriiiua. . . .  270 
Mitdras  ....  4m 
Mahibar  ....  3fi5 
Mabirc^ii    . . .  •  400 

ManUa 420 

Mangalore  ..  S65 
Maituiipatam  .  400 

Mocha 965 

Nflntes  ......     80 

North  Bergen  100 

Naples ISO 

N&rbonnB     ..  ISO 

Nice 130 

Nevis     180 

Nora  Scotia  .  120 
Newport  ....  120 
Newfoundland  120 
New  Brunswik  120 
NewProTidDce  166 
New  York  .,  120 
New  Orleans  .  190 
New  Guinea  .  400 
New  S.  Wales  400 
Ni'wZeaknd,  400 
Negapatam  . .  400 
Oporto  ......     80 

Odeaaa 240 

Oiaheito  ....  420 
Owhyhee....  420 
Petcraberg   ..  100 

PillAU     100 

Plftctutia  ..  120 
Port  au  Prince  210 

Palermo    130 

Pen&ftcola  . .  190 
PortnKico  ,.  210 
PhiUdelphift  .  120 
Percambueo  .  190 
Porto  Bello..  240 

Para 186 

Panama    ....  420 

Peru 400 

Philippine  lale  420 
Pondicherry  .  400 
Pellew  lalea   .  420 

Quebec l&O 

Q.  Annc'd  Pt..  180 
RocheUe  ....     80 

Revel    ......  100 

Biga  ..    .....   100 

Rugen 100 

Home IBO 

Rhode  tsle  ..IBO 
Eiver  Gambia  190 
Bio  OrindD..  200 


Rio  Jaseiro.t  300 
St.  Andero  ,.  HO 
St.  Ubea  ....    W 

Salee 120 

SiQUin......  100 

Bioekholn  ..  100 
St.  Mary's  . .  95 
St.  MiehBel>.  W 
SaJenio     ...*  13» 

Sardinia 130 

Susa  ........  12tl 

Savannah     .*  l^ 
Syracuse  ....  140 

St.  Aug.  Bay.  160 

St.  Croix 180 

St.  Chriat'pn.  180 
St.  Domingo  .  310 
St.  EtisUiia  .  180 
St.  Lucia . .  *  •  180 
St.  Martin  .  ISO 
Si.  Thomaa  .  180 
St.  Vincents  .  180 
St.  Salvador  .  200 
St.  Sebastian.  210 
St.  Hcleua  ..  240 

Saloniea IBO 

Santa  Martha.  340 
Senegal  ....  180 
Sierra  Leone .  180 
Scanderoon  •  *  180 

Syra... 180 

Sydney,  NSW  400 
Sumatra  ....  400 

8ocie^[  Ifilea  .  420 
Swan  Biver  . «  965 
Singi^Kire    ..  365 
Sural     ......  365 

Sandwich  I «.  42C» 
Tangier!  ....  120 

Tritiity  Bay  . .  120 

Tunis    120 

Tarragona  ..  110 
Tonningon  ..  42 
Toulon     ....   130 

Tripoli 120 

Teneriffe  ....     95 

Tortok     ....  180 

Tobago      ....   180 

Trinidad  ....   180 

Trieste......  160 

Truiillo    ....  410 

Timor  ......  420 

TcUlcherry  . .  »65 
Tranquehar . .  400 
Trincomalee  .  880 

Vigo 80 

Tycntia    ....  110 

Venice 160 

VeraCrua  ..  260 
Vencxnela  .,  240 
Valdivia  ....  400 
Valparaiao  ..  400 
Van  D.  Land  .  S<i6 
Wyburg    ....  100 

Zara 160 

Zi«   ........  160 

ZantalatA   ..  160 


I 


Ik 

o 


1 


1^* 

m 


i 

I 


«i 


fk^  4i9 


I 


STEVENS    ON    STOWAGE.  AXSi 


741  PASSENGERS.  The  Passetigers*  Act,  1865,  reguklcs  ihc 
Cotu'cyttnce  of  passengers  lo  llie  Colonitjs;  its  penalties  are  very  b^avy, 
3*he  fuHowing  arc  ihe  principal  rej^ulttuoiis  roi^'ardiiig  the  accommudtt- 
tion  and  sltjwagc,  atid  llic  description  <jf  cargt>  periiiitted. 

LTIireecoutUlions  aro  necessary  to  couatitule  a  chief  cabin  passenger,  y'v/a 
«,ch  adult  shull  have  for  his  exclusive  use  36  clear  superficial  feet ;  he  shall 
l>o  laessetl  tluoughout  tlic  voyage  at  the  eame  table  with  tlie  master  or  chief 
fficer»  and  that,  when  going  sonth  of  the  Line,  the  fare  paid  shall  be  at  least 
0#.  ^  week,  for  the  length  of  the  voyage,  aa  computed  hy  thia  Act,  A  statute 
idult  meaus  a  passenger  12  years  of  age  and  upwards,  or  two  between  1  and  12. 
ho  expresaion  **  upper  pasaengor  deck  "  signifies  and  includes  the  deck  iin- 
nediately  beneath  the  upper  deck,  or  the  poop  or  round  house  and  deck  house 
hen  the  nuinhor  of  passcngera  and  cabin  passengera  carried  in  such  jwop, 
ufid  house^  or  deck  houge  shall  exceed  one-lliird  of  the  total  number  the  sliip 
au  lawfully  carry  ou  the  deck  next  below;  the  expression  *4ower  pasi&enger 
deck,"  the  deck  next  beneath  the  upper  passenger  deck,  not  being  an  orlop  deck. 
18  No  Bhip  shall  carry  passeogers  or  cabin  paasengers  on  more  than  two 
decks;  provided  that  cabin  passeugcra  iu  a  proportion  not  exceeding  one  to 
e?ery  100  ton  register,  or  sick  persons  placed  in  a  hospital,  ae  hereinafter 
provided f  may  be  carried  iu  a  poop  oi'  deck  house,  notwithstanding  that  paa< 
eengers  are  carried  on  two  other  decks*  and  if  they  are  carried  under  the  poop 
or  in  any  round  house  or  deck  hout$e,  such  poop,  round  bouse,  or  deck  bouse, 
shall  be  properly  built.    Penalty  £20  to  i-OOO, 

14    For  determining  the  numbir  ofpaMmgen  the  following  rules  shall  be 
observed,  under  penaliies : 

1^1)  Beferred  to  sailing  ships  and  is  repealed, 
(2)  No  ship  ihall  carry  under  the  poop^  or  in  the  round  house  or  deck 
house,  or  on  the  **  upper  passenger  deck,"  a  greater  number  of  pas- 
sengers than  in  the  proportion  of  one  to  every  tifteeu  clear  superfLcial 
feet  of  deck  allotted  to  their  use. 
(8)  No  ship  thall  carry  on  her  lower  passenger  deck  a  greater  number 
than  in  the  proportion  of  one  to  every  eigliteen  clear  superficial  feet: 
provided  nevertheless,  that  if  the  liojght  betwoeu  snch  lower  passen- 
ger deck  and  the  deck  immediiately  above  it  shall  be  less  than  seven 
feet,  or  if  the  apertures  (exclusive  of  side  scuttles)  through  which 
light  and  air  eh  all  be  admitted  together  to  the  lower  passenger  deck 
sliall  be  less  iu  size  thai:^  in  the  proporiion  of  three  square  feet  to 
every  100  BuperEcial  feet  of  the  lower  passenger  deck,  no  greater 
number  of  passengers  shall  be  carried  oxi  such  deck  tlian  in  the 
proportion  of  one  to  every  25  superficial  feet. 
(4)  No  ship,  whatever  be  her  tonnage  or  superficial  Hpace  of  '*  passenger 
decks/*  shall  carry  a  greater  number  on  the  whole  than  in  the  pro- 
portion of  one  to  every  ^^^  superficial  feet,  clear  for  exercise,  on  tbe 
upper  deck  or  poop,  or  (if  securod  and  fitted  on  the  top  with  a  raiUng 
or  guard)  on  any  round  bouse  or  deck  bouse. 


480 


STEVENS 


(6J  In  Ibe  measxircment  of  tlie  passenger  decks,  poop.  [PASSENGEBS 
round  house,  or  deck  house,  tlie  space  forlbe  hospital  and  that  occu- 
pied by  8ucb  portion  of  tbe  personal  luggage  of  tbe  passengers  as  tLd 
emigration  oflicer  may  permit  to  be  canied  tbere»  shall  be  included. 

20  The  ?>tfanw  Bupporling  the  •' passenger  decks"  shall  form  part  of  ibe 
ebip's  permanent  structure.  They  fihall  be  of  adequate  strength,  and  shall  bo 
firmly  secured.  The  passenger  decks  shall  be  at  least  IJ  inch  thick,  and  shall 
be  laid  and  firmly  fastened  upon  the  beams  continuously  from  side  to  aide  of 
the  comparlnient  in  which  the  passengers  are  berllied.  The  height  between 
tliRt  part  of  any  deck  on  which  passengers  are  carried  and  tbe  deck  &boTe 
shall  not  be  less  than  six  feet. 

21  There  shall  not  be  more  than  two  tiers  of  herihM  on  any  one  deck,  and 
the  interral  between  tbe  floor  of  the  berths  and  llio  deck  immediately  booeaih 
ihero,  shall  not  be  less  thau  six  inchea,  nor  the  interval  between  each  tier  of 
bertlis  and  between  the  uppermost  tier  and  the  deck  above  it  less  than  2  foct 
0  inches :  tbe  bertha  shall  be  securely  constructed,  and  of  dimensions  not  leas 
than  0  feet  long  and  18  inches  wide  for  each  adult,  and  shaO  be  sufiieient  for 
tbe  proper  accommodation  of  a]i  the  passengers.  No  part  of  any  berth  shall 
be  jilaccd  within  0  inehea  of  any  water  closet  erected  in  the  'tween  decks. 

22  All  mole  passengers  of  14  and  above,  who  shall  not  occupy  bertha 
with  tlieir  wives,  shall  be  berthed  in  the  fore  part,  in  a  compartojent  divided 
off  from  the  space  appropriated  to  tlie  other  passengers,  by  a  substantial  and 
well  secured  bulkhead,  without  opening  into,  or  communication  with^  any 
adjoining  passenger  berth,  or  in  separate  rooms  if  the  ship  be  fitted  with  ctt< 
closed  berths:  not  more  than  one  passenger,  tmless  husband  and  wife 
females  or  children  under  12,  shall  be  placed  in  or  occupy  tbe  same  berth 

23  No  bertlis  occupied  by  passengers  daring  the  voyage  shall  be  taken 
down  until  48  Iiours  after  arrival  at  the  port  of  final  discbarge,  unless  all  the 
passengers  shall  have  voluntaiily  quitted  the  ship  previously* 

24  In  every  ship  there  shall  be  a  sufficient  space  divided  off  for  a  hotpUi 
or  hospitala.     This  space  ©hall  be  under  tbe  poop  or  in  the  round  house,  or  i 
any  deck  house  properly  built,  or  on  llic  upper  passenger  deck,  not  less  thaa' 
18  clear  superficial  feet  for  ©very  LOO  passengers.     The  hospital  to  bo  satis- 
factorily fitted.     [Private  passenger  ships  have  tbe  hospitals  below,] 

25  Every  ship  shall  have  two  privitSf  with  two  additional  on  deck  for 
every  100  passengers.  With  60  female  passengers  two  water  closets  under 
the  poop  for  the  exclusive  use  of  women  and  yoimg  children. 

20     No  ship  shall  clear  out  without  sucli  provision  for  affording  UgKt  and 
air  to  the  passenger  decks  as  may  be  required  by  the  emigration  oflicer;  nor 
if  there  are  as  many  as  100  passengers  on  board,  without  having  an  adequate 
ventilating  apparatus.     [This  only  means  a  8ufEcieiii  number  of  side  ligbi 
and  of  air  shafts  through  the  deck,] 

27     Two  boati  shall  he  carried  in  every  ship  of  loss  than  200  ton  ;  tbi 
200  and  less  than  400  ;  four  400  and  less  than  000;  five  000  and  less  tbi 
1,000;  six  1,000  and  loss  than  1,500;  aeven  1,500  and  upwards,  [according 
to  Customs'  soale^.     One  of  such  boats  shall  be  a  long  boat,  and  one  a  life 
boat.     There  shall  likewise  be  on  board,  if  prooeeding  to  any  place  south  of 


Dor 

[ftte^j 

irei^^ 


A 


STEVENS  ON   STOWAGE. 


431 


the  Equator^  at  least  two  cbronometers^  and  if  to  any  place  [PASSENGERS 
*to  the  north,  at  least  oae  chroooraelcr,  and  on  board  of  ail  piisseuger  ships, 
at  least  three  steering  and  one  azimuth  compass,  four  life  huoys,  [and  six 
cork  life  belts  from  London  J,  and  some  adequate  means  of  making  signtda 
l)y  night  and  in  fogs;  also  a  fire  engine  and  Bomo  oilier  apparatus  for 
extinguishing  fire;  [one  engine  fixed  forward  and  a  portable  engine  capable 
together  of  tlirowiog  i\Q  gallons  per  minute],  and  not  less  than  three  bower 
anchors,  with  cables  of  such  length,  size,  and  material,  as  such  emigratiou 
officer  shall  approve. 

29    No  '*  passenger  ^faip  "  shall  clear  out  or  proceed  to  sea  if  there  ah  all 

be  on  board  as  cargo,  horses,  cattle^  gunpowder^  Titriolt  lucifer  matcheB,  guano, 

or  green  bides,  nor  if  there  shall  be  on  board  any  other  article  or  number  of 

articles,  whetlier  as  cargo  or  ballast,  which  by  reason  of  the  nature  or  quantity 

or  mode  of  stowage  thereof  shall,  eitlior  aingly  or  collectively,  be  deemed  by 

the  emigration  officer  likely  to  endanger  the  health  or  lives  of  ibe  passengeiiB 

or  the  safety  of  the  ship :  no  part  of  the  cargo,  or  of  the  passengers*  luggage, 

or  of  the  provisions,  water,  or  stores,  whether  for  the  use  of  the  passengers  or 

of  the  crew,  shall  be  carried  on  the  upper  deck  or  on  the  *'  passenger  decks," 

unless  in  the  opinion  of  such  emigration  officer  it  will  not  impe<3e  light  or 

Tsnlilation,  nor  interfere  with  the  comfort  of  the  passengers;  nor  unless  the 

I  same  be  stowed  and  secured  to  the  satisfaction  of  such  officer,  and  the  space 

occupied  thereby  or  rendered,  in  his  opinion,  unavailftble  for  the  accommo* 

dation  of  the  passengers,  shall  (unless  occufiicd  by  passtmgers"  luggage)  he 

deducted  in  calculating  the  space  by  which,  under  the  provisions  of  this  Act, 

the  number  of  passengers  is  regulated*     [Salted  hidett  packed  or  unpachedf 

I  $altt  iron  in  an  unusu^tl  quantitUt  coal,  dc,  are  doubtful  artkles.     Unha  packed 

I  in  tiijht  coiki,  salted  hidet  have  been  objected  to.     Salt  properly  packed,  and  in 

moderate  quantUifM^  hat  been  accepted  in  private  ildps^  and  $o  haife  WurUch*8t 

Wylam'St  and  the  National  patefit  steam  fuel^  which  on  analysis  have  been  found 

not  liable  to  sitontaneom  combustion,    A  lest  quaniitij  of  iron  than  two-thirds 

of  (he  regitter  tonnage  hm  been  aeceptcdt  provided  the  Emigration  Officer  s$e9 

that  it  ie  fairly  distributed  fore  ami  aft,  and  rained  by  chequering  or  otherwise,] 

.The  prohibition  in  this  section  (29}  aa  to  loading  some  descriptions  of  cargo, 

f  have  been  modified  by  sec.  8,  Passenger  Act,  180S,  inserted  next  page. 

91  The  aHowance  of  pure  water  for  each  passenger  for  cooking  purposes 
ahall  bo  after  the  rate  of  at  least  ten  gallons  for  every  day  of  the  prescribed 
length  of  voyage  for  every  100  statute  adults  on  board. 

3f^  In  every  *'  passenger  ship  "  the  water  to  be  laden  on  board,  as  herein- 
before required,  shall  be  carried  in  tanks  or  In  casks  to  be  approved  by  the 
einigrBtion  officer*  Casks  shall  be  sweet  and  tight,  of  sufficient  strength,  and 
if  of  wood,  properly  charred  inside,  and  fihall  not  be  capable  severally  of 
containing  more  than  300  gallons  each :  tlie  staves  shall  not  be  made  of  fir, 
pine,  or  soft  wood.  Three  quarts  of  water  daily  to  each  statute  adnlt,  excluaiTe 
of  the  quantity  herein-before  apecified  as  necessary  for  cooking  the  artiolce 
^  required  to  be  issued  in  a  cooked  state, 

60  Bhipa  putting  back  to  replenish  provisions,  ko. 

61  Two  copies  of  tlie  Act  to  le  kept  posted  in  the  'tween  deoka. 


42B 


STEVENS    ON    STOWAGE. 


62  If  in  any  **  passenger  ship  **  &ny  person  shall  during  [PA.S6EN0ERS 
tlje  voyagp,  €lir«"CtJy  or  iudirtetly,  sell  or  cause  to  be  sold  auysjnriu  or  sm+ng 
watera  to  any  passenger,  lie  Bbali  bo  liable  for  every  such  offence  to  a  penalty 
not  exceeding  £20  tior  less  tbim  i:5. 

Ships  under  charter  to  the  Emigration  Commisfionen  mu«t  havt  a  muU  out 
of  the  uattr  (from  the  uater's  etlf/e  t4}  tht  covering  board  J  of  at  leasl  0110- third 
of  her  entire  depth  of  hold.  The  draft  is  uiualiy  ei^ht^n  inehe§  or  tico  ftA 
U$f  than  that  allotrcd  hij  Lloydi, 

742  By  ibe  Pasaenger  Act^  1863,  it  is  enacted  ibat 
3  Tlie  deQDitiou  in  the  third  section  of  *'The  PussengerB'  Act,  1855,**  of 
the  term  '*  puHsenger  ship,"  is  hereby  repealed,  aud  for  the  purposes  of  the 
said  Act  aud  of  this  Act  tlie  term  **  passenger  ship**  shall  signify  every  de- 
scription of  sea-goiiig  vesscli  whether  British  or  foreign,  carrying,  upon  any 
voyjigo  to  which  the  provisions  of  the  said  "  Passengers*  Act,  1855,"  sbtll 
extend,  more  than  Cfty  passengers,  or  n  greater  tiumber  of  passeDgera  tban 
in  tlie  proportion  of  one  statute  adult  to  every  thirLy-three  tons  of  the  registered 
tonnage  of  such  ships,  if  propelled  by  sailSj  or  than  one  statute  adult  toeveiy 
twenty  tons,  if  propelled  by  steam.  [Such  ships  as  carry  passengers  and  do 
not  cou;e  under  the  operations  of  the  Act,  arc  teraied  **  sbort  shJpSi**  and 
there  is  often  an  e^ort  ou  the  part  of  owners  and  masters  to  limit  their  ships 
so  as  to  come  within  the  scope  allowed  by  this  section,  by  which  certain 
goTcrnmeatfees  are  saYed^  and  the  restrictions  of  the  Passenger  Act  avoided.] 
8  Notwithstanding  the  prohibition  contained  in  the  29th  section  of  the 
Actr  1855,  horses  and  cattle  may  be  carried  as  cargo  on  the  following  conditions: 

(1)  That  the  animals  he  not  carried  on  any  dock  below  the  deck  on  wbicli 
passengers  are  berthed,  nor  in  any  compartment  in  which  p&saexigeia 
are  berthed,  nor  in  any  adjoining  compartment,  except  in  a  «hip 
built  of  irouj  and  of  which  the  compartmeDts  are  divided  off  by 
water-tight  bulkheads  extending  to  the  upper  deck. 

(2)  That  clear  space  on  the  spar  or  weather  deck  be  left  for  the  use  and 
exercise  of  the  passengers,  at  the  rate  of  at  least  10  superficial  feet 
for  each  statute  adult. 

(3)  That  no  greater  number  of  passengers  be  carried  than  in  the  propo^ 
tion  of  15  to  every  100  ton  register, 

{L)  That  in  ships  of  less  than  MO  ton  not  more  Ihan  two  head  of  large 
cattle  ho  carried,  nor  in  ships  of  larger  tonnage  more  than  one 
additional  head  of  such  cattle  for  every  additional  200  ton  raster, 
eor  more  in  all  in  any  passcjiger  ship  than  ton  head  of  such  CQttl6: 
the  term  **  large  cattle"  shall  Include  both  sexes  of  homed  cattle^ 
deer,  horses,  and  asses ;  four  sheep  of  either  sex,  or  four  female  goats, 
BbaJl  be  equivalent  to,  aud  may,  subject  to  the  same  condilious,  bfl 
carried  in  lieu  of  otio  head  of  largo  cattle. 

(6)  That  proper  arrangements  bo  made  for  the  housing,  maintenanoe,  txA 
cleanliness  of  the  animals,  atid  for  the  stowage  of  their  fodder. 

(d)  Not  more  than  six  dogs,  and  no  pigs  or  male  goats,  shall  be  coQTej 
as  cargo  iu  any  passenger  ship. 


4 
4 
4 


4 


STEVENS    ON    STOWAGK, 


423 


743  The  sections  of  ilie  Passenger  Acta  iiiserlcd  [PASSENGERS 
in  this  work  refer  chiefly  to  ships  bouiKl  heyond  Cupe  I  forn  and  the  Cope 
of  Good  Hope.  Fi>r  ships  bfmntl  to  Aiocricn  and  Ll»e  West  fmlies  the 
regtiliilioiis  are  of  a  more  modified  character.  In  the  previons  ]^\\^e  tlic 
approximate  tirimght  of  passenger  ships  is  given.  This  is  the  draught 
required  generally  hy  emigrntion  officers,  llie  commissioners  do  not 
prescribe  any  definite  rale;  being  purely  a  priTcssiunal  question,  subject 
to  variation  in  the  bnild  of  parlieular  ships,  it  is  left  hy  tliem  to  the 
nautical  jiHlpmenl  of  the  naval  officers  who  act  m  eniigraljon  itgents. 

744  Pussenger  ships  should  be  so  stowed  tl>at  the  consuniplion  of 
water,  fuel,  and  provisions  wilt  lighten  them  biHlily,  and  thus  keep  ill  em 
in  trim.  The  lower  hatches  should  be  well  seeured,  to  keep  out  damp 
and  filth.  It  is  tlie  practice  in  some  ships  to  place  &ljeep,  pigs,  and 
poultry  in  the  long  boat,  which  is  fitted  with  a  temporary  pi atfarui  under 
the  thwart?,  for  this  ptirpose ;  m  a  short  time,  for  want  of  care,  or  of 
convenience,  the  butcher,  who  usually  has  charge,  allows  an  accumulation 
of  ofll-nsive  soil  under  the  plalhirra,  wliich  unfits  the  bimt  for  human 
occupation,  and  rots  the  ribs.  There  is  often  slowed  round  hw  a  lot  of 
heavy  spars,  so  cumheraome  that  it  would  be  nearly  impossible  to  remove 
them  in  time  of  danger,  which  is  abnosi  the  only  time  when  the  long 
boat  is  wanted.  Such  arrangements  are  not  permuted  by  govern metit 
officers;  they  are  in  direct  contiaveulion  of  clause  2D'2  Merchant  Ship- 
ping Actj  which  requires,  in  proportion  to  the  crew  and  passengers,  a 
certain  number  of  boats,  including  two  lif<j  boats,  "at  all  times  fit  and 
ready  fur  use."     Fur  water  and  provisions  see  the  articles. 

745  Troop  ships  for  India.  It  is  unusual  to  embark  troops  in  any 
ship  which  bus  had  guano  on  bi>ard  on  her  iaxi  myage.  This  cundition 
is  sometimes  extended  Ui  the  necessiiy  of  ni;iking  two  voyages  after  a 
gtmno  cargo.  Troop  ships  from  India.  lOi  feet  (super.)  of  deck  are 
required  for  each  soldier,  and  174  for  each  invalid.  It  is  usually  calcu- 
lated that  100  to  110  cubic  feet  is  necessary  for  each  man.  For  sailing' 
puq)oses,  troops  are  considered  as  light  freight  and  are  bo  far  desirable. 
For  the  Admiralty  regulations  regarding  the  conveyance  of  troops  see  the 
tinicle  iruops.  Invalided  seamen  belonging  to  the  royal  navy,  may,  by 
Queen's  Regulations,  1862,  be  sent  home  from  abroad,  in  merchant  ships, 
at  a  cost  not  exceeding  '2s,  per  dicjn,  l  xcejvi  on  specnil  cases, 

I  746  United  States.  Ko  ve^std  is  to  carry  on  the  lower  deck  raoro 
than  one  passenger  for  every  14  clear  superficial  ft'Ct ;  nor  in  any  caso 
more  than  two  passengers  fur  every  five  ton  of  the  nbips  burthen.  Each 
child,  huvvi'ver  yotmg»  counts  as  a  [lussenger.  The  petiahic?  fur  infringing 
this  regulation  are  :  for  each  passenger  in  excess  a  line  of  i?50  on  the 
tnaster,  who  may  be  also  imprisoned  for  any  term  not  exceeding  a  yeorj 
Mid  if  the  number  of  [mssengeis  in  excess  amuiint  to  20  in  the  whole, 


424 


STEVENS    ON  STOWAGE. 


the  vessfl  is  liable  to  be  forfi-Ued.*  If  the  vessel  has  [PASSENGERS 
more  than  two  tiers  of  berths,  or  the  interval  heUvecii  the  lower  berth  iiud 
cleck  be  less  than  six  inches,  or  the  berth  be  not  well  constructed,  or  ibeir 
th'mensions  be  less  than  six  feet  in  length  and  eighteen  inches  in  width 
for  ench  passenger,  the  master  and  owners  are  severally  liable  to  a  penalty 
of  5^  for  each  passenger  on  board.  The  penalties  arc  declared  to  be  liens 
on  the  ship,  which  may  be  said  for  payment.  The  average  weight  of  a 
man  is  taken  iis  150lti.  and  of  a  horse  l,000tb* 

747  Sea  sickness.  To  prevent  it  Dr.  Landeeer,  of  Athens^  recora- 
mends  10  to  12  drops  of  chloroform  in  water.  The  chloroform,  in  mostj 
cases,  removes  nanseau,  and  persons  who  have  taken  the  remedy  soon 
become  able  to  stand  and  get  accustomed  to  the  movement  of  the  vessel. 
Should  the  8itkne553  return,  a  fresh  dose  is  to  be  taken.  It  was  tried  on 
20  passengers^  on  a  very  rough  voyage  from  Zea  to  Athens,  and  all,  with 
the  exception  of  two,  were  cured  by  one  dose.  The  minority  (two  ladies) 
were  able  to  resist  the  feeling  of  illness  on  taking  a  second  dose. 

748  CorgO^Life  saJvtge*  Judicial  Committee  of  tbe  Privy  CouocU, 
March  H,  IHtio.  Present  Lord  Chelmsford,  Lord  pJustice  Knioht  Druob,  and 
Lord  Justice  TcasEa.  Tbia  was  an  appeal  instilnted  by  tbe  owners  of  oiurgo 
on  board  the  Fudlier  against  the  decree  of  the  judge  of  the  Court  of  Admiralty, 
whereby  tliey  were  held  liable  to  contribute  to  tho  remuueratiun  awarded  to 
certain  salvors  for  saving  the  lives  of  the  pasaengers  on  board  that  vessel  in 
Duceiuber,  1803.  That  decree  was  made  in  a  suit  in  wbicb  the  salrons  were 
]ilaiutifl3,  TIio  case  which  invokes  a  question  of  great  importance  was  reported 
in  The  Timu  of  June  Ifi,  1H65.  On  the  bearing  of  the  appeal  during  the  lust 
sittings  of  tliQ  Judicial  Committee  of  tlie  Privy  Couucil,  Lord  Chelmsfoud 
delivered  judgment,  holding  that  tbe  ow^ners  of  cargo  are  liable  to  eontributo 
to  life  salvagB  rem  one  ration,  and  consequently  affirming  tho  decision  of  tbe 
judge  of  tho  Court  of  Admiralty.     Appeal  dismissed, 

74i>  Inaufflcient  accommodation,  Courtof  Exchequerp  Foby.  18,  1865. 
Before  Mr.  Baron  MAariN.  FaAMProN  i\  Rennie.  Plaintiff  bad  emigrated 
to  Natal,  but  bis  wife's  health  fniliTig*  he  deternuned  to  return,  and  engaged 
a  cabin  in  the  Hatul  Star.  All  the  saloon  bertha  were  engaged,  bnl  tlie  rigents 
undertook  to  fit  up  a  berth,  for  which  ^7^1  10*.  was  paid,  Plaintifl' complained 
that  two  of  bis  boxes  were  put  in  the  hold  where  their  eonteots  were  negligently 
destroyed  by  sea-water;  bis  cabi^u  contained  only  one  bunk;  the  water  ran 
through  on  ihe  blankets,  wliich  ibey  were  obliged  to  wring  on  dock  and  hang 


*  Thii  rDguLition  woa  wonderlolly  ftbuscd  daring  ttio  excessive  immigzmticin  of  Chinese 
into  Califomifl  from  Cliinn  in  tJie  yeiura  IftSC),  51,  52.  Tlit)  Unitt'J  States  Coasnls*  ceitifi- 
CAtcfl  gmnted  in  Couton  or  Hong  Kong  with  respect  to  tbi}  meflLsnreiQeni  nnd  number  of 
piAiengerH  tdlowcd  to  he  carriisd,  wna  eulireljput  on  one  sidt!  as  being  of  no  force  althoogli 
a  fee  of  f  Ifi  wm  pnid  previooa  to  starting.  Many  ships  which  hud  left  China  with  a  few 
nnder  the  prescnhcd  nnmber,  itnd  had  also  lost  a  great  many  by  deaths  were  rc-mooanred 
lit  Sfin  FranciHco,  and  chiirgod  with  carrying  30  or  40  more»  conEscatt^d,  and  sold  bj  auction. 
Thoj<?  was  no  appeal,  the  British  Constd  was  powerless,  and  there  was  no  Britiah  alup  ol 
vrru-  in  i\w  port  lo  prole cl  mercontilo  mtereats. 


on  the  ngging  to  dry.  No  wash-stand  Wing  provided  he  [PASSENGERS 
and  his  wile  wcro  obliged  to  take  it  iu  turns  to  hold  the  wash-basin  to  each 
other;  {ilaintiff  had  to  clean  his  hoots  and  empt  iho  slops.  Hio  provisious 
were  indifTereiit ;  there  was  no  arrow  root  or  milk  for  the  child.  The  dampness 
caused  Mrs,  Fiusjpton  to  havo  au  attQck  of  rlieiimaLism.  DefLiidfint  stated 
that  the  case  was  exaggerated ;  the  damage  to  the  boxes  was  caused  by  rain 
water  before  reception  ;  the  cargo  of  wool  and  hides  were  delivered  dry.  Several 
jmBsengers  aedd  the  provisions  were  good.    Damages  for  plamtiiFi77  1h*. 

750  Imprisonment*  Second  Civil  Court,  August  6,  16(Sn,  before  Baron 
Chakkbt*.  Aldworth,  who  had  resided  13  years  in  AuBtralia,  took  tii*stH^l«S9 
passage  (^ftO)  for  self  and  wife,  in  tlio  Red  Emer,  Shortly  after  departure, 
plaint!^  remonstrated  about  llie  provisiona,  especially  fresh  bread,  and  was 
forcibly  seized  and  confined  scren  days  in  bis  cabin.  His  health  suffered  ;  the 
passengers  petitioned,  and  he  was  released.  Capt.  Stewart's  entry  in  the  log 
book,  was  read  to  plaintiff  in  his  cabin.  '*  Whereas, on  May  '2,  IHOO,  Mr,  Ald- 
wottTfi,  a  saloon  passenger,  was  confined  to  bis  cabiu  for  liis  insolcoce  in  putting 
his  hand  to  his  nose  to  the  captain,  whicli  was  witnessed  ol.'jo  by  Ricuaud 
RooBRs,  apprentice,  and  he  is  required  there  to  stay  until  he  writes  an  apology," 
Plaiutiti'  admitted  laughing  or  grinmng  at  defendant.    Damages  X'25. 

7ol  PEAS.  The  Admiralty  compute  a  busbel  lc»  weigh  G4tb;  sec 
the  article  grain^  Mediterranean  raleB,  &c.  The  Danish  polacea  brig 
Edithy  Capt*  Olsen,  loaded  peas  at  Daittzic  io  18C4,  left  November  25, 
and  anivcd  at  Plymouth,  December  2L  She  is  84  Danish  feet  long, 
25  feet  broad,  and  1 1  deep ;  ( 12  inch.  Eng,^  1  l/o  Danish)  and  reginters 
681asts^-l45  ton  English.  With  ibe  peas,  695  quarters  by  manifest, 
she  drew  1 1 J  feet  aft  and  1 1  forward — her  draught  wit!i  a  cargo  of  coaL 
There  was  space  enough  left  to  take  100  quarters  more,  but  as  the  peas 
averaged  nearly  64 Hi.  per  bushel,  the  cargo  weighed  aa  much  as  she 
could  conveniently  *'  stow  and  carry/'  Delivery,  877  quarters,  or  893 
quartere  of  63  fb.  per  bushel,     Dnnuagc,  spars,  covered  with  mats — 350. 

762  Deficiency.  A  merchant  asks  the  OazHte,  Jan.  6,  1606.  630  qrs. 
of  peas  were  shipped  at  Dant/io,  with  55  of  on  inferior  quality  over.  Some 
of  the  mats  used  for  separation  were  so  thin  as  to  permit  jieas  to  inn  through. 
The  C5  quarter  lot  turned  out  3  quarters  Khort ;  the  620  quarters  only  sixbushela* 
or  about  half  per  cent  on  the  wholo  cargo,  which  is  not  too  much  deGciency 
from  lljo  Baltic  (the  cargo  being  guaranteed  within  one  per  cent)  Has  the 
holder  of  the  bill  of  lading  of  the  upper  parcel  a  claim  on  the  holder  of  the 
under  lot,  he  having  intimated  tho  deficiency  by  letter,  slating  tJmt  as  a  run- 
uage  had  taken  place^  they  woidd  claim  a  proportionato  decrease  on  the  wholo 
cargo ;  or  have  they  a  claim  on  the  master,  tho  bill  of  lading  being  signed 
"weight  unknown"  but  not  free  from  mnuage?  The  editor  answers:  tho 
claim  of  the  bolder  of  tho  bills  of  lading  of  the  uppermost  cargo  is  again 
8hipi>er9|  unless  defective  stowage  can  be  brought  homo  to  the  ship — nr 
which,  thcu,  tho  elaini  would  bo.  There  is  no  claim  agaiuBt  the  holdertt  oi  ibo 
bilb  of  lading  of  tho  under  lot 

.10 


763  PECUL,  PICUL,  a  JDuich  nieasiire  of  cupachy,  the  principid 
heavy  weight  used  in  luost  of  the  markels  of  the  Eiisterti  Archipelago* 
Al  Macao,  the  Pfirtiigiiese  have  three  kinds,  viz:  the  pecnl  baJanca  of 
J 00  t:alties—  133Iti.  5oz,  0'333d\vt9,  avoirdupois,  the  pecul  seda  of  from 
111  to  115i'aUies=l48'21ts  the  pecul  chapaof  150 catties  =  200tb.  At 
Singapore,  IG  pectils  and  80  catties  make  a  tou,  and  40  pecnl s  a  coyan* 
90  catties  scda  =  a  Canton  pecul  or  pecnl  halmtca.  By  llic  first  or  pccul 
balanca  arc  sold  cotton  and  valuable  articles;  hy  pecul  seda,  ukim,  pepper, 
and  coarse  goods  ;  and  by  pccul  chapa,  rice.  An  iron  vessel,  275  ton 
register,  400  ton  dead-weight,  took  6,000  jiecnls  paddy  and  rice  in  bag8, 

754  PEPPER,  Ships  of  350  ion  burllieu  require  25  or  30  ton  of 
ballast  stowed  fore  and  aft,  and  closely  planked  over,  to  prevent  the  pepper 
from  working  down>  Some  masters  611  all  empty  casks^  bags,  &c.  in  order 
to  make  np  the  deficiency,  caused  by  shrinking  when  the  cargo  becomes 
dry.  At  Singapore,  pepper  in  single  bags  requires  great  care  to  prevent 
them  from  bursting.  This  pepper  is  so  hot  and  dr}',  ihat  it  often  does 
extensive  injury  to  the  liold  ;  where  there  is  the  least  sap  in  ihe  beams,  or 
the  planks  forming  the  skin,  the  heat  soon  gives  it  the  appearance  of  rot- 
tenness, and  the  ceil  tng<lrles  and  opens;  it  should  be  stowed  somewhere 
in  the  middle  of  the  hold  ;  if  near  it  will  seriously  injure  coffee  and  other 
delicate  articles*  From  fourteen  ports  on  the  western  coast  of  Sumatra, 
it  is  calculated  that  twenty  million  pounds  are  exported  annually;  the 
harvest  is  usually  about  September  and  October ;  a  smatler  crop  is  gathered 
in  March  and  April.  Cayenne  pepper  is  generally  in  wine  bottles  in  Sierra 
Leone;  rats  will  attack  bales  of  ca^'enne  pepper  and  fatten  on  the  pods* 
The  brig  Suitiumj  268  ton,  Capt.  W.  Matthews,  belonging  to  Messrs. 
TiNUALL  &  Co.  of  Scarborough^  left  Penang  July  23,  1864,  with 

i,08S  Bugs  of  black  pepper, 

&d5  Bofiolo  hides, 

a,822  B^  Bugar, 

1,610  BandlcB  of  rattans, 

49  Cases  of  naimegB, 

2  Cases  of  tortoise  siielk,  umd 

2  Casea  of  £sh  mnwB. 

She  is  103  feet  long,S3'7  broad,  16*5  deep;  'tween  decks  6  feel*  Witli 
this  cargo  she  drew  13  feet  4  inches  aft,  and  13  feel  2  forward*  and  on 
arriv'iof^  in  London  Nov.  20,  13J  feet  aft,  13  feet  lluch  forward;  with 
406  ton  Sunderland  coal  15  feet  aft,  and  14  ft*  7  in.  forward  ;  best  trim  at 
sea  13  ft.  8  in.  and  13  ft.  4  in*  The  sugar  being  only  one-third  of  the  cargo, 
was  placed  below  fore  and  aft,  as  a  dead-weighty  to  keep  the  brig  siitr, 
pepper  next;  hides  over;  abont  four  tier  of  pepper  in  the  fore  hatchway; 
screwed  down  and  filled  up  with  pepper  before  the  screws  were  removed  ; 
cases  of  nutmegs  across  on  three  tiers  of  pepper  in  the  after  hatob;  with 


STEVENS    ON  STOWAGE. 


4^ 


five  tiers  of  pepper  on  top ;  pepper  tip  to  main  hatch  ;  Bomc  [PEPPER 
nutmegs  in  tbe  cabin.  She  was  dunnaged  with  tbick  wood  from  the  main- 
mast  to  the  fore  halcli  12  inches ;  bilge  14  ;  sides  S  inches  ;  raLlans  in  ihe 
ends  KmticIics  compressed  to  14;  and  in  the  sides  6  iriclies  compressed 
to  5.  Double  mats  on  dunnage  to  receive  the  sugary  thiii  batlens  also 
would  have  been  very  useful.  The  pepper  was  in  single  gunny  hags ;  each 
about  1001b.  gross,  I05lb.  net.  Sugar  in  double  mats;  each  bag  averaged 
1 15rt). gross,  1 1 2  net.  The  cases  of  nutmegs  measured  3  feet  2  inches  by 
2  feet  2  and  1  foot  10;  tbe  exact  weight  of  nutmeg  cases  as  freight  is  paid 
by  measurement ;  the  weight  is  about  122tti.  gross.  Port  charges  inwards 
at  Penang  nil ;  outwards  2s*  6d ;  pilotage  in,  optionali  say  £1 ;  and  out 
Bay  dGL  Season  of  shipment  of  the  above  cargo  January  to  September. 
Tonnage.  Bengal  and  Madras  ton  12  cwt  loii^j  pepper,  X4cwt.  black  in 
robhins;  Madras  and  Bombay  I  fl  cwt.  in  bags.  WeigMa*  Black  pepper  in 
Company  s  hags  31tJtt);  free  trade  bags,  28,  50,  and  112lt) ;  a  bag  of  white  pep- 
per contains  !§  cwt.     A  Ceylon  parah  27  to  SOtb ;  Java  goelack  about  2 lb. 

755  PEPPERMINT.  About  3,000  acres  of  it  are  under  cultivation 
in  North  America,  viz;  1,000  in  New  York  and  Ohio,  and  2,000  in 
Michigan.  It  is  raised  exclusively  for  its  oil»  about  7tb.  of  which  is  the 
average  yield  from  an  acre  of  plant,  the  price  being  lO^r.  p-  ft. 

756  PERUVIAN  BARK.  The  proper  season  furoutting  the  biuk 
in  Peru,  is  from  September  to  November, — Tbe  onl}-  months  in  the  whole 
year  in  which  the  rainy  season  wholly  intermits  in  the  mountains.  That 
e»hipped  at  Arica  is  packed  in  small  bundles  made  of  hides. 

767  PETROLEUM  or  ROCK  OIL,  from  the  wells  in  Canndaand 
tlie  United  Slates,  emits  an  odour  so  penetrating  and  noisome  that  two  or 
three  casks  in  tbe  same  hold,  have  so  much  injured  a  cargo  of  wheat,  ae  to 
render  it  unfit  for  !iuman  consumption ;  flour  and  vegetables  soon  become 
unpalatable.  In  1802,  the  ship  .^/Vo«,  Capt.  So  tip  kr,  shipped  at  New 
York  2*'50  barrels  of  apples,  which  were  stowed  in  the  hold  with  1,800 
barrels  petroleum  ;  the  odour  penetrated  the  apples,  and  the  master  threw 
244  barrels  overboard.  A  cargo  of  petroleum  leaves  in  the  Iiold,  a  stench 
which  completely  impregnales  the  wood,  and  makes  it  difficult  for  the  ship 
to  obtain  a  freight  for  (irst-class  goods*  An  experienced  master  says, 
*'whcn  I  was  at  New  York,  in  18fi4,  I  thought  to  engage  petroleum  but 
was  informed  that  tlie  grain  merchants  there  had  lately  refused  two  vessels 
after  charter  waa  made,  although  one  was  all  ceiled,  because  they  had  just 
discharged  petroleum.  A  surveyor  advised  me  not  to  take  it;  be  hod 
just  surveyed  some  goods  in  a  vessel  damaged  by  kerosene  oil,  which 
she  had  bad  in  the  previous  voyage  to  Europe ;  heavy  claims  would  be 
made  against  her.  Notwithstanding  this,  I  have  beard  that  the  smell,  &c. 
ioon  leaves  if  ordinary  care  be  used  in  cleaning  vessels,'*     PetroU*»m  oil 


428 


STEVENS    ON    STOWAGE. 


from  Peiinsylvaiiia  is  less  sulphnroiis  ilian  that  from  [PETROLEUM 
Canada^  and  is  said  ti>  be  not  more  oflcnsive  iljaii  lurpeniine  ov  similar 
produuis.  Petroleum  oil  is  now  miicli  used  with  rape  fur  lubricatini; 
pmposea,  and  at  a  very  moderate  tenipoi alure  gives  oil*  an  inflammable 
gas  mid  bums  like  spirits.  The  oil,  in  consequence  of  its  dangerous  cha- 
racterj  is  not  admitted  into  some  of  the  public  wareliouses  in  London* 
Tbere  is  a  mode  of  refining  rock  oil  which  renders  it  mucli  less  dangerous. 
758  The  briganline  Acadian^  dimensions  of  whicli  are  suited  in  the 
article  fruity  arrived  at  Philadelphia  in  November,  18G3,  and  having 
discharged  raisinsj  took  in  H14  casks  petroleum  oil,  each  cnntaimng 
38  gallons.  They  were  lowered  down  by  horse-power,  and  stowed  in 
three  tiers,  excepting  a  small  quantity  amidships  in  four  tiers.  With 
this  cargo  she  drew  lOi  feet  aft,  and  8 J  forward*  Her  disbursements 
and  cxpcnaea  at  Philadelphia  for  discharging  and  loading  were^ — 

1863                                  DISllTESEl^HTSt  ^      c     £    m    d 

Not.  7  Caali  and  Intorest ...,,.. 60    8     I 

Jan.Sa  To  Captain,  at  varioua  datoa .,...  885  78 

Ft'b.ll  Pn^mium  f or  maurmg  ¥casel    »*...**** 168  75 

Jais/25  Ailvertiiimg  crew  1^  2Iwj    (26)  Store  f epAirs  9$  76c  11      0 

FvK  6  Sjulmakcr  72f  SOc    (12)  Rigger  5$dc •  77  89 

„    25  Cooper  (water  coskj*)  S#  «5c    Carpenter  12«  75c  .  16  60 

,,    11  F]imr7t5<Jc    (12)  Water  6i>    Applea  10^  26c    ..  Q2  76 

,,    13  Btef5l$50c     (liii  Proirlaitms  166$  22c 217  T2 

Mch.1  Cool^eSOc        (8)  Kino  8  draft  i!?    IH  50 

POBT  AUB   CABGO   CHAB6ES: 

Jan.  25        Towage  inwards     . » .,...*♦•  , , 843      Q 

¥Gba2        Stevedore  dkcikarging  125  ton  @  60c,      62#  60o) 

loAdiM  ai5  liarrBlfl  of  oU  (S    8c,      66t  20c  \       131     15 

three  dayii'  work  extra 2S  76c ) 

„    13        SUip- broker ;  health  fo«s  10$ ;  writ,  &c.  10^  j  war-  \ 

dendOc;  Custom's  entranco  2#  50c ;  aunrejori       Wi    54 

B$;  masMdfiii^;  tonnage  tax  (war)  169  70c; 
Mch.7        Wharfage  Jannary  2B  to  March  7f  at  2$  60c     ....      107    50 

Nov.  7        InBunmo©    * ....,.,, 10    10 

Fcb.ll        Cordwood  I5i&    (17)  Three  boxea  11$  7c 26      7 

Htch.  8        ConuniJiBion  oti  £350 8  IS    0 

Jun.2t5        Pi7ti<ff^e  from  tbe  Breakwater,  draught  lOlt.  6in,)  •-     -q 

41$  50c  and  seven  riaya'  detention  money  1-1$ ) 

The  total  disboraements  were  £203  ItV,  freight  £350,  gratnity  £15  IS^i  totid  £365  15#, 
leuving  ft  bal^mce  la  fuvor  of  the  AcmUan^  of  £102  bs,  wbich  waa  credited  by  the  brokers 
at  17 If  miikbg  777if  9r,  and  return  commiiitiion  £3  13i.  'id,  at  171,  27$  B5c,  final  total 

49  d4c.    Filotagt  from  the  eity  35$ ;  steam-hoat  85f ;  to  Navy  Yard  5$ ;  Constil  15$  75c ; 

at  10^ ;  advance  to  two  new  seamen  150#  \  paid  186  cents  commii^ion  for  a  bill  (£50)  on 
London,  The  expcm^ci  were  increased  in  com^equence  of  the  inietstino  war,  and  the  cold* 
nma  nt  the  reason.  The  war  tax  was  IG  dollars,  the  pilotage^  &c.  waa  greator  tlux>ugh  the 
thickness  of  thu  Ice.  [Mr,  Pleebepoicnt  MuyM^  that  while  Congress  has  power  and  does  paaa 
fltatntcN  which  control  daticH  and  cnstom  hoofie  regulations^  eauch  state  talcea  earc,  byaeta 
piiewM]  in  %i9  omt  UgUlaiure^  and  by  ordaancea  emanating  from  corporatiooa  in  aaaboard 
citj&i,  to  hnvp  protcetive  rogolatioiiji  rdatire  to  local  maitcra^  aa  Unr  i&ataiice,  qoaiantitie, 
whortu^e,  pil<»t'ig»',  iVr  j 


STEVENS    ON    STOWAGE. 


42D 


759  By  26  &  26  Vic.  trap.  66,  sec.  2,  ffvcry  vessel  [PETROLEUM 
carryiug  acQrg*j  of  petroluuiiij  wholly  or  in  part,  on  entering  any  liarbour 
in  the  United  Kingdi^m  shall  conftirra  tn  such  regulations  in  respect  to  the 
place  at  which  she  is  to  be  moored,  as  may  from  time  to  lira  e  be  issued  by  the 
harbour  authority.  If  any  vessel  is  moored  in  contravention  of  such  rules, 
the  owner  or  masler  shall  incur  a  penally  not  exceeding  £20  each  day, 
aud  it  shall  be  lawful  fur  the  harbour  master,  to  cause  such  vessel  to  be 
removed  at  the  expense  of  the  owner^  to  such  place  as  may  be  in  confor- 
mity with  the  said  regulations,  and  all  expenses  incurred  may  be  recovered 
in  the  biame  manner  in  w-hich  penalties  are  hereby  made  recoverable. 

700  The  products  obtained  by  refining  petroleum  consist  of  kero- 
Bolene  or  turpenline  substitutej  a  very  light  colurless  volatile  liquid  highly 
inflammable  both  in  the  liquid  form  and  the  stale  of  vapour,  which  is  more 
inflammable  even  than  spirits  of  wine  or  alcohol.  Packages  in  the 
hold  aliould  therefore  be  approached  only  with  a  wire  gauze  lamp;  the 
collier's  safety  lamp  is  the  best*  Kerosene,  photogen  or  lamp  oil,  is  a 
heavier  colorless  liquid,  less  volatile  but  very  inflammable.  The  petroleum 
lubricating  oils  aie  of  greater  specific  gravity,  very  much  less  volalile,  but 
still  highly  inflammable  when  spread  over  a  surface.  The  kerosene  ia 
usually  packed  in  tin  cans  containing  four  gallons  eaeb,  and  two  or  four 
of  these  cans  are  put  into  a  strong  wooden  box.  In  18*36  a  vessel  from 
ihe  Easteni  Stales  was  discharging  kerosene  at  San  Francisco.  The 
wooden  packages  were  uninjured^  but  the  cans  leaked  considerably  when 
coming  out.  The  vessel  had  shipped  water,  which,  running  over  the  pack- 
ages, bad  rusted  t!ie  tins  but  notsufficiently  to  perforate  them  and  cause  loss 
in  the  ship  s  hold  j  as  soon  however  aa  they  were  moved  the  rust  gave  way, 
and  by  the  time  they  reached  the  wharf  they  were  leaking  in  streams. 

701  Casks?  A  master  asks  the  Gazette,  December  10,  It^Gfl,  *' I  chartered 
my  vessel  in  England  to  load  in  Oaltiujoro  a  cargo  of  petroleum  in  usual  sized 
casks  for  a  direct  port,  at  a  rate  per  barrel  of  32  British  gallons  delivered. 
On  her  return  I  employed  a  ganger  (and  gave  notice  to  the  merchant)  to  average 
whut  each  cask  should  contain.  His  statement  nms  thus: — 45(1  casks  petro- 
leum grease » 31  gal.  equal  to  15,504  gallons ;  GO  coiiks  refined  petroleum,  :M  gal, 
equul  to  1,700  gallons;  782  casks  relioed  petroleum,  31  gal.  e^uol  to  20.58B 
gdlons.  You  will  therefore  see  tliat  the  casks  average  the  si^e  of  34  galloua 
each,  and  yet  the  merchant  refuses  to  pny  more  than  if  tboy  were  32  gallons. 
The  diflrortneo  is  about  t^o  barrels."  The  Editor  auswers:  the  ship  has  a  right 
to  be  paid  at  the  rate  of  *6ii  British  imperial  gaUous  per  barreb  and  to  have 
freight  adiustcd  on  that  basis. 

7(>a  Explosion,  In  imu,  a  cask  of  this  oil  forlubncating  purposes,  was 
in  stock  at  Fleer©  Mills,  Keighley,  and  was  placed  in  a  tank.  Two  men  with 
a  naked  light,  uppronehed  within  six  feet,  when  on  explosion  took  ]daci\  and 
th(i  oil  blnjccd  fiercely »  In  attempting  to  reiuovo  the  cistern  it  upset  and  the 
room  was  imincdiutely  enveloped  in  flames;  the  men  escaped,  raised  an  alarm, 
ami  ilie  fire  was  eiitinguivhed ;  see  the  Lvity  SUigh^  in  the  article  gunpowder. 


I 


7G;l  Explosioa.  Boston»Mflyl5,  lif^02.  Oo^ondayan  [FETKOLE0U 
explosion  oi-cuitcmJ  oa  board  tho schooner  E,  W,  PraU,*},\Hion  burtbenjyingut 
the  foot  of  Christ ian-Street,  rhihidelphin,  partly  loailed  with  coal  oil.  The  hold 
oorxtfiined  about  1,100  barrels  of  oil  in  a  crndc  Btate.  About  60  were  on  deck, 
riud  from  500  to  300  on  the  wharf  to  complete  the  deck-load.  There  were  alao 
on  deck  about  50  boxes,  each  contuining  two  large  titi  cttns  of  refined  coal  oil. 
The  crew  conaiated  of  Cfipt.  NjciKeasoN^  W.  E.  IIobuiks,  mate,  F.  T*  KooBiiiSy 
steward,  and  four  seamen.  The  master  and  two  seamen  were  ashore;  the 
steward  was  in  bed ;  the  mate  was  sitting  tn  the  cabin,  and  ihe  gas  from  the 
oil,  which  filled  the  apartment,  caused  him  to  become  drowsy,  and  he  fell  asleep. 
He  was  suddenly  startled  by  the  explosion  and  was  thrown  violently  acrosa 
the  room.  The  roof  was  lifted  up,  and  finding  himself  eaveloped  in  flames, 
he  rushed  on  deck,  jumped  into  the  boat  at  the  stern,  cut  loose,  and  got  into 
the  water*  His  face  was  badly  cut^  and  his  right  hand  burned  almost  to  a  crisp. 
He  saw  Fueeman  T.  Rodbins  struggling  in  the  wat«r,  but  before  he  could 
render  any  assistance,  the  unfortunate  man,  who  was  lame,  and  unable  to  swim, 
was  drowned.  A  smRll  boat  put  off  and  rescued  the  ntato,  who  was  taken  to 
the  hospital;  his  injuries  though  painful  and  shocking,  are  not  dangerous. 
Two  of  the  seamen,  Pease  and  Holley,  were  in  the  forecastle;  the  former 
was  asleep;  the  latter  readings  Holley  saw  the  vessel  euddenly  lighted  up ; 
he  aroused  Pease,  and  the  two  rushed  on  deck,  wbicli  at  that  lime  was  one 
sheet  of  flame.  A  piece  of  old  chain,  lying  near  the  windlass,  was  blown 
against  Holley;  it  struck  him  on  the  arm.  The  two  stumbled  and  fell,  hut 
recovering,  rushed  tlirough  the  fire  and  got  on  the  jibboom,  from  which  they 
dropped  into  the  river^  and  swam  to  the  wharf.  Both  were  considerably  burned 
about  the  hands  and  arms.  In  a  few  seconds  the  schooner  was  enveloped  in 
flame  from  stem  to  stern,  and  the  fiery  element  leaped  up  the  rigging  to  tli©  tops 
of  the  masts.  She  became  a  total  loss.  Tho  coal  oil,  vdued  at  5,000  dollars, 
was  all  destroyed,  and  a  large  quantity  of  that  on  the  wharf  shared  the  same 
fate.  Lying  near  in  the  dock  was  the  ship  Gre^  Eagh.  It  was  difficult  to 
get  her  out  of  harm's  way;  she  took  Are  twice,  and  was  seriously  damaged. 
At  one  time  the  whole  of  her  bow  and  forward  rigging  were  in  a  Ha^ie,  caused 
hy  the  quantity  of  burning  oil  which  ioatod  on  the  water.  The  explosion 
IS  attributed  to  the  largo  accumulation  of  benzine  gas  which  filled  the  cabin, 
and  thus  came  in  contact  with  the  light* — Boston  Post 

7C4  ExpIosiOtt.  Liverpool,  October  24,  18f>2.  Early  this  morning  a 
telegram  from  Waterloo,  slated  that  a  large  ship  was  on  fire  on  Taylor's  bank 
(distant  five  miles),  and  in  consequence  of  a  strong  smell  of  petroleum,  it  was 
believed  that  she  was  homeward  bound  from  one  of  the  North  American  ports. 
It  was  tha  Hindoo,  from  Montreal.  She  was  overtaken  in  the  Channel  by  a 
fearful  gale,  and  after  working  up  as  far  as  tho  Bell  buoy,  the  gale  raged  so 
furiously  and  tho  ship  was  so  disabled  that  she  beeamo  almost  unmanageable; 
to  prevent  her  if  possible  from  drifting,  her  masts  were  cut  away.  This  pre- 
caution proved  unavailing,  for  being  propelled  both  by  wind  and  tide,  she  drove 
on  shore  near  Formby,  Endeavours  wore  tlien  made  by  those  on  board  to 
reach  the  land  in  safely ;  but  besides  the  storm  another  fearful  enemy  aros©^ 
the  ship  was  discovered  to  be  ob  fire.    The  crew^  seeing  there  was  no  chance 


■ 


of  s&viBg  any  thing,  made  for  die  beach .  A  kef  swimmiiig  [PETROLE  UM 
through  aaeaof  petroleum — for  the  cargo,  3,000  barrels,  had  broken  up,  atid  waa 
witshtng  out— the  crew,  with  the  excerption  of  five  wlio  were  drowned,  reacljed 
the  land.  Miiny  were  severely  injured^  and  Cnpt.  M  ubphy  was  crushed  by  the 
fhrifting  wreck,  besides  being  nearly  poisoned  witli  petroloiitn.  At  10  o'clock 
to-day  not  a  vestage  of  the  ship  was  risible;  but  tliat  there  had  been  a  fire  of 
petroleum  there  could  be  no  mistake^  for  the  stench  from  the  vicinity  of  the 
wreck  prevailed  all  over  Liverpool ;  and  so  gri*at  was  the  effect  on  the  Exchange 
news-room,  the  floor  had  to  be  sprinkled  with  chloride  of  lime- 

705  Explosion.  Un  ll»c  night  of  the  t»tli  October,  18(t3,  as  the  schooner 
Orion,  of  Hamilton,  with  a  cargo  of  petroleum ^  was  proceeding  nlong  the 
Wellaud  canal,  one  of  the  men  went  into  the  hold  with  a  lamp  in  his  haud, 
and  there  being  a  hole  through  which  tlie  gaa  generated  by  the  oil  had  made 
lis  way,  an  explosion  took  place,  which  was  heard  for  miles  around.  All  on 
board  were  blown  into  the  air,  and  fell  into  the  canal,  and  tlie  master  and 
three  of  the  men  were  drowned.  Before  they  couhi  reach  the  shore,  the  ilames 
had  communicated  with  tbo  petroleum  on  tlie  surface  of  the  water  about  tljcm 
which  then  buret  with  a  fierceness  and  strength  fully  equal  to  "Greek  lire." 
The  master  stniggled  man  fully »  hut  he  sank  to  rise  no  more. 

7*;fl  Explosion,  Baltimore,  Juno  27,  180  L  The  destruction  of  the 
TtiiUan  brig  Edunrdo  on  the  24th,  loading  petroleum  oil  here  for  Liverpool, 
was  caused  by  the  cargo  exploding.  Everything  moveable  on  deck  was  Bent 
a  euDsiderable  distance  h\  the  air.  Two  of  the  crew  were  blown  overboard, 
hut  were  not  severely  injured;  several  of  the  stevedores'  gang  were  burned 
about  tho  face  and  hands.  The  burning  ve&sci  wus  lowed  to  the  opposite  side 
of  the  harbour  and  scuttled.  The  Maiine  Surveyors  are  of  opimon  that  the 
explosion  took  place  iu  the  lower  tier  of  barrels. 

767  Explosion.  Antwerp,  January  2?1, 18i>5.  Lant  evening,  the  Ntther- 
lands  tjalk  Gezienn,  Capt.  Wolvinoa,  lying  in  the  Canal  des  Brasseni-s,  ladt'U 
with  petroleum  oil,  exploded  with  a  heavy  report,  blowing  in  the  air  and  kilting 
a  woman  and  two  children.  Several  other  vessels,  including  the  EUkna  and 
De  Vriet^  took  fire  and  experienced  conaiderablo  injury. 

7Cft  Explosion,  The  bartpie  Meteor,  M3  ton,  Capt.  Mason,  left  New 
York,  June  12,  1HG7,  and  on  the  Mlh  blew  up,  took  fire,  and  was  burnt. 
Seven  of  the  erew  perished ;  six  were  rescued  by  the  Fruaaian  barque  Ltiey 
and  Paulf  Capt.  Sen  eel,  and  lauded  at  Fahnouth. 

769  PHOSPHORUS,  a  violcrit  irritant  poison,  largely  imported 
from  Oermany;  spec.  grav.  1'770,  It  inflames  at  a  very  low  lemperatnre, 
and  13  kept  with  water  in  buttles  or  jars;  breakages  bbould  be  avoided. 

770  PIANO  FORTES  for  Australia  are  sometimes  covered  with 
the  best  blankets,  and  then  packed  in  zinc  cases  enclosed  in  wood,  or 
in  wood  cases  lined  with  liit  or  j^inc  ;  the  blankets  and  zinc  will  ordinal ily 
sell  well  in  the  colonies ;  sometimes  they  are  packed  with  iolton.  Piano 
fortes  should  be  slowed  tlie  right  end  up,  in  a  dry  berth.  Cottage  pianos 
in  coses  measure  45  to  50 cubic  feet;  Cadby*8  piccoba  68 feet* 


43-2 


STEVENS   ON    STOWAGE. 


771  PILCHARDS,  As  shijjs  usually  load  by  the  head,  the  stow- 
age  should  commence  close  aft,  thus  leaving  the  hroken  stowage  forward  ; 
the  drninage  generally  used  is  a  plank  or  two  each  side  the  keelson,  to 
keep  the  casks  clear  from  tlie  waste  oil  and  garbage  which  would  other- 
wise stick  to  and  soil  them,  and  dimiiHsb  the  marketable  value  of  the  fish; 
but  they  are  often  sliippcd  without  dunuagCj  excepting  some  pieces  of 
wood  to  keep  the  casks  steady ;  it  is  usual  to  unsbip  the  limber  boards 
to  allow  the  waste  oil  to  run  freely  to  the  pump- well.  Ordinarily  no 
ballast  is  required,  and  pilchards  will  Blow  up  to  the  decL  The  casks, 
which  have  very  little  bilge,  are  placed  one  on  the  other,  but  to  meet  the 
inequalities  of  ill e  hrdd,  wedges  are  fitted  to  keep  the  tiers  true;  aa  tliey 
are  very  alight,  the  crowbar  should  be  used  as  little  as  possible.  Careful 
alevedores  always  back  the  casks,  that  is  tliey  sit  dowu  and  with  their 
feet  force  them  into  their  proper  places.  Vacant  spaces  can  be  measured 
with  a  hoop  to  ascertain  where  casks  will  stow,  and  thus  save  useless 
labor,  an(l  prevent  them  from  being  jammed  into  an  oval  shape. 

772  Tlic  casks  turned  out  of  the  cooperage  have  generally  only  ten 
hoops,  and  the  merchants  fit  cross-bars  to  the  heads.  Masters  should 
refuse  casks  which  have  not  ten  hoops,  and  not  take  any  in  a  dirty  stale, 
for  they  will  entail  a  bad  character  on  the  whole  of  the  cargo,  on  delivery. 
Merchants  prefer  stowing  fi  bhds.  only,  to  every  ton  regisier,  ojn,  to 
Recure  proper  ventilation,  and  prevent  undue  pressure*  Vessels  from 
80  to  120  ton  register  are  usually  employed.  A  schooner  11 1  ton,  n*m. 
shipped  704  hhds.  at  Penzance.  Another  schooner  86  ton,  n.m.  shipped 
GOOhhds.  leaving  space  to  slow  20  more* 

773  Nine  hogsheads  weigh  about  two  ton;  in  stowing,  some  cal- 
culate 6  for  cvary  ton  H.m.  and  5  for  every  ton  o.m.  The  length  of  a  hogs- 
bead  is  34  inches  and  breadth  of  head  22  inches.  A  hogshead  of  pil* 
chards,  well  cured  and  pressed,  will  weigh  about  4761b,  and  contains  50 
gallons  wine  measure.  The  number  in  a  hogshead  is  estimated  at  2,600 
to  3j000  (is hi  The  fresh  fish  in  a  hogshead  weigh  about  6J  cwt,  and  the 
salt  about  3 J  cwt ;  but  the  weight  of  the  hogshead  when  cured  and  pressed 
is  reduced  to  about  4  J  cwt,  including  the  weight  usually  albwed  for  the 
cask,  28lb.  Ten  thousand  pilchards  make  a  last ;  a  barrel  41 J  gallons. 
Pilchards  arrive  on  the  coasts  of  Devon  and  Cornwall  from  June  to 
September;  sometimes  they  are  caught  about  Christmas.  I-rt>bsters  are 
in  acuson  from  September  lo  June:  oysters  Scpleaiber  1  to  April  30. 


186 


FOEM   OF   GH4ETEE   FABXT. 

Ihrt  of  day  of 

It  {&  tUifl  da  J  muttiAlly  ftgrs«dt  between  of  tlio  gfiod  ulilp  or  vessel 

UiQ  of  A  If  ttnd  coppered,  of  tke  measuremeiit  of  ton,  N.NJ 

aud  touii,  U.M.  or  tbereaboitte,  now  At  and  of  mcrcltAnti^ 

thni  lite  Hiuit  Bb.!})  biiLu^  ttghi,  Biaunchi  Knd  «li'ong,  Knd  every  way  fitted  U\t  the  vojngct," 
4hidl,  witU  iiil  cgnvcuiuut  spii€tl^  sail  And  pfocood  direct  to  and  tlion^  lotid,  frota 


STEVENS    ON    STOWAGE. 

'ictora  of  ihjo  said  SlereliAaU,  wich  qmuiiity  of  Pilchnrdi,  in  Hog«-  [PILCHAED8 
1tf^l<ls,  A9  they  may  think  right  to  ship ;  the  Cliorteren  binding  IhcmselTeB  to  pay  freight 
on  not  lest  than  Hogihcnds^  •proridod  auch  qnantity  does  not  exceed  what  i»he  can 
naaoiuiMy  «tow  and  curry,  over  and  above  her  Tackb?,  Apparel,  Proxisions,  and  B'nnuture ; 
tad  htlng  MO  loaded  Hhall  therewilli  prace«d  to  a  port  in  the  MiKlltcrranean  or  Adrisitid  (to 
be  BAmed  by  the  Churt«rer'a  Agenta  when  the  Tesiel  is  ready  for  Sea,)  for  orders,  whether 
to  diitihArge  the  Cargo  therCt  or  to  proceed  with  the  same  to  another  port»  (it  being  under* 
atood  that  th^  Vessd  h  not  to  be  acnt  to  a  port  in  the  Mediterranean  after  calling  at  • 
port  lo  the  AdrLitic,)  or  bo  near  thcrennto  ai  ihe  may  uifely  get,  and  deliver  the  same  oa 
being  paid  Freii^htf  at  and  after  the  rate  of 

per  Hogshead  if  the  Cnrgo  is  diaeharged  at  Leghom,  Genoia,  or  Civita  Vecchla; 
per  Hogshead  if  at  Naples  or  any  other  port  in  th4}  Mediterranean*, 
per  Hogthead  if  discharged  at  Ancona ; 

per  Hogahea^l  if  diftehftrRod  at  Venice  or  TricHto  or  any  other  port  in  the  Adriatic 
(it  being  underatood  that  if  the  rate  of  Freight  for  Ihe  port  to  which  the  Vessel 
may  be  Bent  for  ordi^ra  iihall  be  above  the  mte  filed  for  Ihe  port  of  discharge* 
the  higher  rate  in  to  bo  paid  ;) 
with  ten  per  cent  Primage  in  either  case— (the  act  of  Oon,  the  Queen's  Encmie»»  Fire, 
luid  all  and  every  other  Dangers  and  Accidenta  of  the  Seas,  Rivers^  Navigation,  of  what- 
ever nature  and  kind  so^vur  daring  the  said  ToyagCt  always  excepted.)  The  Freight  to  be 
paid  tm  anbia'ting,  and  right  delivery  of  the  Cargo,  in  Caiih,  or  by  approved  BUls  »n 
I,  at  usance.    Thirty  nmniug  days  are  to  be  allowed  the  said  Merchants  for  loading 

diacharging  the  Ship,  to  commence  at  the  loading  port  on  the  day  of 

I  ensQing,  provided  llie  Vessel  is  ih*^n  ready  to  reci^ive  the  Cargo,  and  at  the  port  of 
d»Uv«ry  on  the  Vessel  being  admitted  to  a  free  Pratique ;— and  ten  dayu  oa  DemuTTAg», 
oirar  and  above  the  said  lying  days,  at  pounds  per  day.     It  is  fttrther  agreed,  that  if  the 

VmmI  should  be  seat  on  from  one  lower  to  another  lower  port,  or  from  one  higher  to  another 
higher  port,  the  sum  of  pounds  shall  be  pali  in  addition  to  the  Freight  in  lieu  of  all 
Port  Charges  and  Pilotages ;  but  if  the  Vessel  should  be  sent  to  a  higher  from  a  lower  port 
the  inm  of  pounds  shall  be  paid  in  addition  to  the  Fr^^t.  It  is  slso  agreed,  that  in 
flit*  of  Um  Vessel  being  sent  to  a  port  for  orders,  the  Agents  of  ihe  Charterert  shaU  giY#  , 
fQtfbOTdflTi  within  twenty-four  hours  after  the  arrival  of  the  Veasel  within  the  port,  or  p9.f  ! 
the  sum  of  pounds  per  day  for  every  day  the  Vessel  may  he  detained  by  reaaon  of  ' 

the  orders  not  h«ing  given.  The  Cargo  is  to  h«  brought  alongside  the  Ship,  at  the  loading 
pnti^  and  token  from  alongside  the  Sliip  at  the  port  of  discharge,  according  to  the  u«anro 
(4  tlin  respective  ports ;  but  the  Master  is  to  provide,  at  the  Ship's  expense,  sufficient 
Diin&ag«  for  stowing  tlie  Cargo.  And  in  the  event  of  there  heing  a  claim  on  the  said  Cargo  ^ 
for  aveTagOf  the  aarae  to  be  settled  according  to  the  usage  of  Lt.oTDffp 

Ko  Qoodt  of  any  description  to  be  shipped  by  any  person  except  the  Ctiflrierer*« 
A^nts,  unless  it  he  with  their  permiasioii* 

Tlae  Vessel  it  to  be  addressed  to  the  Charter^'a  Agenta  at  tbe  port  of  diacharge*    In 

ease  the  Veeael  iliall  not  have  arrived  at  the  port  of  loading  on  or  before  the  day  of 

next  ensuing,  the  Charterer  shall  have  the  option  of  eaneelUng  this  Charter  party. 

In  the  event  of  the  Vesael  arriving  at  a  port  in  the  Meditcrrmuean  within  thirty  ilayd, 
or  at  a  port  in  the  Adrlatie  within  forty  days,  from  the  day  of  date  of  Ihe  Bill  of  Lading, 
the  Charteren  agree  to  give  the  Maater  a  gratuity  of  one  guinea  per  day»  fur  eaeh  of  at  ' 
many  day*  sa  may  remain  to  expire  of  such  respective  numbers  of  thirty  days,  or  forty 
daya  (aa  the  ease  may  he,)  st  the  time  of  the  Vessel's  arrival ;  provided  too,  that  the  Cargo 
U  delivered  in  good  order. 

Five  per  ecnt  Commission  on  the  Freight,  Primage,  and  Demurrage,  Is  doe  to 
on  tbU  Charter-party,  and  must  he  paid  by  the  Captain  at  the  port  of  loading;  and  if  ' 
aft«7wards  sent  to  a  higher  port,  the  Coaunliaion  on  the  additional  Freight  to  be  paid  ta 
tlie  Brokiirs  on  demand. 

Wnalty  for  noD-perfbrmaoee  of  this  Agreement  pounds 

at 


131 


iGR. 


774  PJ^IENTO,  the  dried  berries  of  n  Wesi  Indian  tree,  llie  Eitgrnia 
VlmnUa,  a  spice  intermediate  between  pepper  and  cl<nes  ;  it  is  also  cnllcd 
Jamaiea  pepper  ntid  allspice.  At  New  York  nnd  l^iihimorc  95*2IK  in 
fn?*ks  or  IJ  lOllt.  in  h^^H  ^t^  to  a  ton  frei'^lM  ;  tit  Bnmbny  14  cwt ;  n  ba;? 
weighs  I  r21l).     Hamburg  tares,  Juuiaica  2\\j,  per  V)a^  ;  ^^panisli  3!b. 

776  PITCH  is  propcrU  the  juice  of  the  wild  pine  i)r  pitch  tree; 
And  is  conceived  to  he  the  oil  inspi'^^^ated  and  Inrnfd  bluek  fnriher  than 
in  file  hfilsain.  The  best  is  tliat  from  S;^eden  nnd  N'orw«y  ;  its  froodiiess 
consists  in  its  being  i^f  a  i^hissy  bkiLdi  color,  dry  and  brllile.  It  is  alsci 
described  us  a  »ubRiance  niado  by  melting  C(»arse  hard  resin  with  lar;  ths 
proportion  of  Isn*  is  generally  one-half  the  quantity  of  resin,  but  it  is 
rej^nlaied  neeorilinp;  to  the  eonsist^'ney  of  tlie  lar;  fi'r  stowage  see  tnr. 
In  Bombay  masicrs  are  not  all^iwed  ti>b(*il  pitcli  on  board  ship.  I)nt  may 
dn  so  in  a  boat  alont(side  or  astern*  In  Charlesiown  the  boat  mu-tt  be 
anchored  in  llie  stream  and  have  a  tub  of  sand  in  it.  Sneh  boilings  are 
not  permiited  within  iln'  limits  of  the  city  of  rhiladclphia,  Bnrijfindy 
pitch  or  rejoin  from  the  Norway  sprtjec  fir,  is  im(nirted  in  the  form  of 
tears  or  small  masses,  pnclied  in  caslis  containing  from  I  to  2cwt.  The 
schooner  Jrt/rv,  dimensiotis  of  Aihicb  can  be  been  in  oil-calie,  loaded  coal- 
t!ir  tub  pi  I  eh  *dTLimehonse,  London,  in  SeptembtT,  and  discharged  same 
at  Marncilles  in  November^  18G4.  The  cal<ef*,  say  1 1 21  b,  each,  were 
placed  in  the  hold  in  hulk.  The  Fturif  took  in  225  ton,  when  fche  drew 
13  feel  8  inches  aft  and  1 1  feet  forward.  Tliis  pitch  is  ca^t  in  Lair-barrelB 
pnnionsly  lime-washed  inside  ;  when  dry  ihe  barrels  are  removed.  Pit 
pilch  is  more  liable  to  amalgamate  than  tub  pitch.  l*il  pitch  is  cast  in 
pit^  or  long  trenches,  and  wlien  dry  is  diiir  nut  wiih  a  pick  axe.  Bulb 
sorts  are  made  of"  y^as-tar,  from  which  tlie  oil  is  previuusly  extracted;  it 
i«  nscd  for  pickling  railway  sleepers. 

77f')  In  1865,  an  English  owner  chartered  his  vessel  (which  he  Rays 
could  carry  20€  ton  dead-welglit  or  1)40  qimiters  of  wheat)  ibroni^h  a 
broker  in  Holland,  to  load  tar  or  pitch  in  Aichaniijel  at  9jf.  1^>  barrel  for 
liPKhorn.  As  the  proportionate  rates  make  *'  t)7  quarters  of  uheat  equal 
to  inO  barrels  of  tar,"  he  calculated  that  ^he  would  take  at  least  1,(J00 
barrels  including  deck  load,  but  learnt  from  his  master  that  owing  to  the 
unusual  si/.c  <d"  iht^  baiTels,  the  mcrehani  had  put  only  604  below  and 
36  on  deck.  Nothing  wa.s  meiitloried  in  ihi'  charter  about  size,  hut  it 
waft  seated  that  she  could  load  about  f*00 barrels.  The  master,  unfortu- 
nately, did  not  note  protesL  Under  the  circumstances  it  was  considered 
tlial  the  owner  had  a  right  to  deniand  freii^ht  according  to  the  rale  for  040 
fpn*rierfi  of  ubeat,  or  for  dead-fn  igbt.  The  master  should  have  prulesltdj 
but  tin  omission  does  not  bar  the  owners  claim. 


S^^f.^V*  vs:    as    STOWAiiH, 


A'SQ 


Tonnage,  freigbt,  kc.    i»hj  bai  j  .  is  of  Arclituji,'el  piuHi.  20  ton,    1  PITCH 

adttJtM-sinv  H5«t  culjic  iVt't  or  I  ket?!  of  cuiaK  or  UTqiuutors  of  wheal,  Lvl  <*<^. 
[  U  barrtb  to  a  tan  frciybt;  New  York  tlic  same,  A  siiiuil  of  ll<n:,'uud^  [lilch 
wciglis  licwt;  u  luil  cousisU  of  12  ImiTi'ls;  nt  liotUndum  l^buiivh-  An 
alb  wail  ec  to  be  iimdu  for  tavo  on  piich,  of  50  It),  oa  Arebmigcl  casks,  'M\t>, 
on  Swudish,    nitd  DCUk  on  Amerifau* 

777  PLAN'l'S  and  small  trees  are  (Wanted  in  Wardiun  casacs,  niiU 
sloping  gliu^s  covt^rs,  liermeiicall^  scaled,  atid  arc  iisuully  carried  on  deckt 

77M     PLAS TKIl  OF  PARIS  or  gvpsuni,  in  ulalaater  bealed  till  it 

'  becomes  a  soft  whiLo  powder,  wiiicli  when  mixed  ivitli  water  fovtns  tbe 

I  paste  called  |dusjlef  of  Paris  ;  spec.  grav.  1  872  tu  2  2b8.     It  will,  es* 

jH'cially  when  dry,  absorb  all  anunoiiiii  from  cbJorlde  ol  lime,  niunures^&c. 

779  PLUMBACiO,  a  carbiirLtof  iron,  known  m  black  lead,  (wbieli 
pee)  culled  aLo  ^^raphite  ;  spec.  ^ruv.  I'ii^T  to  2  4lt>.  Bombay  ton  2Ucwl. 
ifi  bags. 

7bO    POISONOUS  SUBSIANCES  ;  common  ailides  of  freiglit : 


Ajeid«,  mariAtle 

Kit^teii  ol  pnlaili  uuil  iiuda 

,,      nitric 

Uriaiiicbt,  *ulplniret  of  urseiuu  ur    , 

,,        OliiUr- 

PiiOflpborUi               [Idng'h  ytilkiw 

^^      fttdphiirie 

PiUAflUte  ol  poliu^b 

kmmotkiii 

Iit»l;.'ur,  lud  nrncuic 

Ai' i'""-  '"itt  or  whiiu  in>4  jiid 

S|»HAH?h  ak'i 

l"                 M'on 

Safjiii  ul  lead,  or  iiet'Utc  of  limi 

LMi                    nue 

hidphutu  of  coppur,  or  tiluo  vUfiat 

Corrosre  ^ablioiato 

Sulphutc  of  iruii,  or  ki"^'*^  nlrial 

GiamabAr 

Hulplmlu  of  liuc,  or  whitt?  vitriol 

CftTtue,  or  dry  white  UnKd 

Verdit^ru 

IddjiM 

Vvroiiiioa 

Kux  Tomka 

Vilrioi^  oil  of,  or  stiipimnc  Acid 

7i»l     POUTLAND  STONE;  see  stone, 

782  PO  l*ASH  is  a  salt  or  alkali  obtttined- froui  vegetable  tiul>Hiaucea 
FLy  burning  ilicm*  Ptailasb  h  pota?*U  buml  r<jd  but;  see  aidictt*  New 
I  York  titn  20evU,  a  barrel  2UUlb,  a  la^l  12  barrels. 

7d3     POTATOtiS  stowed  in  butk  require  great  care,  ilic  bold  vent- 

I  liolea  Nlinnld  be  frred,  and,  when   practicable,   either  ibe  fore  or  after 

jbalebwa^w  should  be  kejit  open;  this  applies  more  especially  lii  vcjt^eU 

Ci*ui»laii(ly  in  the  irade,  as  tby  vapor  i%  very  injurioun  <u  ibe  ceiling, 

I Umbt'ftf,  and  doek»*     Where  poialoes  have  been  carried  in  tbe  fore  bold 

I  of  a  >tho*jiKT,  ihe  vapor  biii*  been  kuown,  after  a  few  dny^,  (o  puM  through 

to  the  main  and  nfler  iiobh,  alibouj^h  protected  by  bulkheads  and  10 

damu^e  olber  goodj*  in  u  ^^anenil  earfo.      PoLttoL.-  nf  iliir.  niii  Limis  »«i<t 


436 


STEVENS    ON    STOWAGE. 


often  separated  in  the  holil  by  temporary  btilkheads.  [POTATOES 
Tlinse  liiiVL*  occatiitMiallv  given  awiiv ,  wbeti  llie  entire  contents  of  one 
comparttncni  huvu  been  liiiit  ili3cb;irgeJ,  m  ilie  jmmitieni  risk  of  those 
eniployt'd  in  tljaL  eonijiarlniuiit.  If  such  atiangerous  ct)urse  is  unavoidable^ 
suliidently  slronj,^  su]>porLs  t(!ionld  be  (itted  against  ibe  bulkheads  as  the 
ui  Joadifig  progress eii.  Barrels  of  poliiLoes  are  sometimes  perforated  with 
holes  to  admit  air  and  let  out  wait-r,  in  ease  iLe  barrels  should  get  wet.  For 
the  \Yv»l  Itidie*  they  are  usually  packed  iti  baskets  containing  J  cwt.  caclit 

784  Potatoes  are  liable  to  lose  weight  between  the  time  of  shipment 
and  of  discharge,  and  masters  should,  when  chartering,  prepare  for  thai 
contingency.  Mueh  of  the  earth  and  dirt  about  the  root^s  when  shipped, 
falh  oif  before  delivery.  Poiatnes  (new  esjiecially)  generally  become 
dryer  in  the  hold,  and  consequeutly  lighter  than  wheu  received.  Between 
Taranaki,  New  Zeulandj  and  Sydney,  New  South  Wales,  the  difference 
has  amounted  lo  10  ^>  eent.  In  May,  lt<t^l,  a  master  signed  in  France 
bills  of  lading  for  100,000  kilogmmmes,  or  98  ton  10  cwt.  lie  de» 
livered  at  Carilill  90  ton  7  cwt.  The  merchant  claimed  £D  for  short 
delivery.  In  the  same  month  a  masster  shipped  in  Scotland  104  ton  14 
cwt.  and  delivered  in  England.  98  ton  1  cwL  including  3  ton  of  bad 
putatocs.  In  ibis  case  the  consignee  is  only  bound  to  pay  freight  on  the 
(piantiiy  delivered,  and  the  ship  is  responsible  for  any  of  the  deficiency 
(6  ton  13  cwt.)  not  accounted  for.  New  Brunswiek,  the  bushel  63ib, 
turnips  titifb. 

7W5  Preservatian.  Mr  Gilbert  Smith,  master  of  the  barque  Martha 
Weazdl,  ol  iiosiou,  stales  tliat  in  preserving  potatoes  from  the  usual  rot  at 
aea,  be  siujply  puts  ibem  into  a  berth  or  pen  in  a  room  in  the  bouse  ou  deck, 
geuerallj  called  tlie  carpenter's  room  iu  ibe  forward  bouse,  next  to  the  galley. 
The  door  to  the  lonm  is  alwajs  kept  open  in  line  weatber,  Wben  putting  them 
into  the  room  or  pen,  one  quart  of  Jiue  air-slaked  lime  is  thrown  over  every 
25  busbels.  Tick  tliem  over  once  in  the  course  of  a  month,  and  nth  off  tbe 
sprouts.  Potutoes  put  up  in  the  manner  described  will  keep  good  five  or  six 
uioiiths.  Capt,  S>irxH  says.  '*  1  have  now  potatoes  on  board  taken  in  at  Mel* 
bourne  Junnary  2(K  Tbe  vcBsel  bas  been  to  Callao  and  tbe  CbiiichaB,  and  is 
within  a  lew  da}8*  sail  of  Mauritius,  August  1st,  lStJI»  ccmsequeutly  tbej 
have  becu  on  board,  aud  iu  daily  use,  six  months  and  ten  days^  and  are  as 
good  now  aswiien  received  at  Melbourne.  Last  voytige  wo  took  our  sea  stock 
at  Talcabuano,  Chili,  Marcb  10,  uriived  in  LoLdun  July  5»  and  we  sold  to  one 
of  the  dock  labourers  tbree  bu&bels  tor  fitojily  use.  Potatoes  add  niuih  to  the 
health  of  tlie  crew  at  sea,  and  ihty  are  more  active  with  a  liberal  supply  of 
vegetable  food  ;*'  see  scurvy, 

78(J  Accident  Cuurt  of  Ex(  bequer,  Puni  eli.  v.  Dksford,  December. 
!869>  Mr.  ItouksaoN  was  for  plain tilf:  Mr.  U'iMallky,  Q.C,  and  Mr.  Codoh. 
for  defendant.  Tliia  action  was  to  recover  coinpcnsation  for  an  injury  [dalutitf 
sustained  by  a  suck  of  potatoes  falling  on  bim  wben  working  iu  the  hold  of 
defendant's  ship,     Plaintifl*  wa&  in  the  service  of  Messrs,  Guegouy  A  Tonn, 


STEVENS    ON    STOWAGE. 


437 


I 


I 


Jjotatoe  fialoemcE  in  Tooley- Street,  and  went  by  llieir  orders  [POTATOES 
to  diseharge  the  Martha  Irum  Yairtioiitli.  Pitiiiitiff  wiis  one  ot  two  nun 
©iiJljloyed  iu  the  bold  filliug  saeks,  add  wIrmj  filled  tliey  were  haidod  up  to  the 
deck  by  a  rope  with  a  uooso  at  the  cud,  lecbuically  called  a  '*  snorter."  Plaiu- 
Lifl*had  put  liissnoner  round  a  sack,  and  when  it  had  ascended  some  distance, 
he  was  stooping  to  pick  up  an  empty  suck  wbun  his  fellow  labourer'a  snorter 
broke*  and  the  sack  of  potatoes  fell  from  a  neiglit  of  nine  or  ten  feet  acrosa 
plaintiff*s  loins,  knocked  liim  down,  and  rendered  him  insensible.  He  waa 
taken  to  Guy's  Hospital,  where  he  remained  lour  months,  and  when  discharged 
WB8  obliged  to  become  an  inmate  of  an  infirmary  four  monthtj  longer,  and  had 
to  return  to  Guy*s  Hospital.  Plaintitf  was  not  reeoveied,  and  hobbled  into 
court  on  crutches.  Two  or  three  witnesses  were  called  for  the  phiintifl*,  among 
whom  was  a  man  named  Jones,  a  fruit  meter,  employed  for  the  Corporation  of 
London,  and  who  swore  that,  as  well  as  looking  to  the  measuriug,  it  was  a  phvi 
of  hia  duty  to  see  that  tlte  tackle  or  gear  employed  was  in  proper  and  Kecuro 
working  order  ;  and  that  seeing  the  snorter  about  to  be  used  would  not  do,  he 
pointed  it  out  to  tlie  mate  and  requested  him  to  gel  a  new  piece  of  rope,  which 
lie  declioed  doing,  but  fetched  an  old  piece  and  manufactured  the  one  that 
afterwards  proved  the  cause  of  so  much  mischief.  For  the  defence,  it  was  said 
ihut  plaintiff  waa  guilty  of  great  negligence  in  being  in  the  position  he  waa 
when  the  accideut  happened,  as  be  ought  to  have  stood  ELside  until  the  sack 
had  reached  the  deck.  The  mate  swore  that  the  rope  he  used  was  lit  and 
proper  for  the  purpose,  and  contradicted  the  evidence  of  Jones.  Verdict  for 
2>taiutiif,  damages  ill  CO. 

Tonnage,  &C^  l?  tou  potatoes  in  bulk  occupy  850  cubic  feot  or  1  keel. 
The  Admiralty  allows  1^  eases  preserved  potato  of  1  cwt,  to  a  ton ;  and  22  eases 
l^owt.  to  a  ton  ;  at  Greenock  ld\  barrels  mid^e  a  ton.  A  baiTel  of  potatoes 
about  2001b ;  10  bushels  usually  go  to  a  ton ;  a  Jersey  cabot  40  Jei-sey  pound  ; 
VMh,  local,  14  English;  United  States  bushel  6tl  to  tJOlb;  sweet  potatoes  50  lb, 
When  wheat  is  1*.  i>  quarter  freight,  potatoes  should  be  5*.  i^^d.  t^  ton, 

787  PRIMAGE  is  a  per  centage  hi  lieu  of  the  cargo's  proportion 
of  lights,  port  charges,  &c.  The  aujount  varies  according  to  the  usage  of 
difiercut  ports;  at  sc»nie  it  is  cuslumary  for  it  to  be  received  aud  retained 
by  the  owner,  U  is  often  commuted  for  a  certain  per  centage  un  the 
freight.  At  sonie  places  it  la  a  shilling  in  the  pound,  at  others  sixpence 
for  every  pack  or  bale. 

788  PHOTEST  AND  SURVEY,  In  all  cases  and  within  24 
hoars  of  a  ship's  arrival  at  her  port  of  desiinaiiun  (or  any  other  to  whicb 
ahe  may  have  been  driven  for  rt^pair  of  damage  from  stress  of  weather, 
Lk\)  the  master  should  go  to  a  notary  public^  or  in  a  foreign  port  to  the 
Brititih  eouMtl,  and  note  a  protest  against  wind  and  weather,  as  the  term  is. 

Kxtensiiou  v(  ihe  Prutest,  whether  necessary  fniin  damage  to  the 
irgo«  or  other  causes,  must,  to  be  valid^  be  eflecied  within  aix 
'  the  **  noting.*'  The  **  shiji's  log-buok/*  kej>t  and  written  daily 
lei  mate,  and  signed  by  himself  aud  the  master,  becumes  of  the 


4ad 


STEVKXS   ON    STOWAGE. 


first  imiM^riauce,  as  the  s iaie men tscf>nt dined  ihcrciii  arc  ilie  [PROTEST 
ruuiidiiiioti  of  tlie  dofumtiit.  It  hboiild  descrilK^  most  piinkularly  ihe 
felut«  ol'  the  vviml  and  weaibcr,  and  the  iUcct^i  oti  tiic  ship  tis  rvj^ards  any 
accidenis  which  nuty  liave  ariheii  from  iu  vink-nctf,  ibe  amtunitof  damage 
susiuint'd^  and  the  cause  to  which  it  may  be  mttibutedj  as  fur  as  can  be 
asci-M  tuiued  al  ibe  lime  ;  also,  the  time  ol'  occurrtijce,  latitude  and  luu- 
gilude,  the  aUeniiuu  given  lu  the  punjps,  &c*  All  intLrliueutions  and 
cnmures  should  hu  avoided,  and  if  any  coiixclion  is  necebsuiy  \\  bile  v^nuagp 
it  should  be  eH'uctcJ  by  drawing  the  pen  through  the  error.  Tho  exlcuded 
protect  being  prcjjartd,  ibe  rnabler,  chief,  and  tine  other  oUicer,  usually  the 
carpi: nier,  or  iuiling  these,  two  iif  the  crew,  proet-cd  before  the  notary ,  who 
reads  over  the  ducunient,  ivhieb  being  found  correct,  13  sworn  to  and 
signed  by  ilieni ;  it  is  then  nvaihii»le  (or  legal  purposes. 

791*  Tlie  practice  differs  in  foreign  pons,  fur  inbiance  :  a  Briiisli  Mp 
trom  Peru,  with  a  cargo  owned  and  :ihi|tped  by,  und  consigned  lo  Gcnoc^o 
merchants,  arrivt'd  in  GeEoa  J  the  masLtr  was  lequcbted  lo  protest,  ihrougb 
a  Gi-noese  notary,  who  accordingly  received  the  log-book  I'ar  the  purpose, 
andj  in  addition  to  the  master,  examined  two  of  the  crew  privately  and 
separately,  on  the  statements  therein  ;  it  will  thus  be  setni  how  important 
il  is  that  tlie  big-book  Bhould  be  kept  correctly.  At  MaJSeilleSi  when  it 
becomes  necessary  to  submit  log-books  to  ihe  authorities,  ibe  shijriioiljcers 
must  sign  the  pyge  where  the  w riling  ends,  lo  jjrevent  any  additions  after 
anival.  It  is,  ihcrefore,  refjuisiie  thai  the  Jog-book  sliould  be  properly 
written  up  before  nnivid,  and  ready  to  be  pr*.duced  when  asked  Un^  as 
in  case  of  damage  to  ship  or  cargo,  serious  di(licultics  may  be  otherwise 
e.vperienced  in  ihe  selllenjcnt  of  average. 

7LI 1  There  are  other  in>porlant  mailers  in  which  a  master  may  require 
loprntesl;  as  v\hen  a  vessel  has  arrived  at  her  loading  |»ort,  and  the 
nierchanls  who  huvv  covenanted,  say  by  charter,  lo  furnish  a  lading,  are 
unwilling  or  unable  to  do  so.  In  this  case,  lay  a  reusonuble  lime,  give  a 
notice  in  writing,  before  a  witness,  and  note  a  protest  aguiuiit  the  mer- 
chants for  non-1  ul 111 m en t  of  the  charier  party,  after  which  a  master  is  at 
Uberiy  to  seek  a  freight  in  another  direcUon,  and  can  claim  com}iensalion 
for  losis  of  time,  as  well  as  any  loss  arising  from  his  being  obhged  lo 
aecejvi  a  less  lemuneraiive  frcigbl  than  stipulated  for  originally*  It  is 
improper  lo  wait  ihe  detnurtagc  days,  unless  required  to  do  so  by  the 
meichant.  In  the  event  of  a  ship  perforuiing  all  her  engagemenis  under 
the  charier,  and  at  the  t^xjiiraiion  oj  ilie  demurrage  days,  getting  no  cargo, 
she  proceeds  lo  the  port  she  should  Lave  disiebarged  at,  she  would  be 
entitled  to  her  freight  or  the  penalty  usually  inserted  in  charter  par  tics  j 
in  this  case  the  stubiliiy  of  the  charlerers  siiould  be  considered, 

7'J2  SlU'veys.  In  surveying  a  cargo,  merchants  or  produce  brokers 
ac<piainted  with  its  nature^  should  beemployed,  and  when  ibe  same  is  in 


STEVENS    ON    STOWAGE, 


43!) 


n  sliip,  it  is  advisable  lo  have  at  li-ai*t  one  master  or  niber  [PROTEST 
nautical  pcrsun  ncU  piirties  inieresletl,  uii  ibc  survey,  wiiidi  should  he  held 
on  the  goods  before  ht'iivg  ** broken  out'*  or  moved  from  their  slowiii^e. 
The  mastrr  or  some  person  ot»  his  behalf,  Bltould  be  present. .  In  the  Lon- 
don dofksi  the  Company's  surveyor  attends  constantly  to  Uiese  denies 
while  the  sliip  is  dischnrr^in^.  *J'he  nahirc  of  the  djimage,  wlielher  ansing 
from  impruper  sio\va':(e,  fresh  or  salt  water,  or  other  causes,  as  nearly  ns  can 
be  a-sreriained,  s^bould  he  elated  in  the  *' report  f»f  survey/'  wbieh  should 
aho  parumhiri/.e  the  ^rjoiU,  mentioning  ihtir  luarls  and  numbers,  the 
ihiekue^sof  the  dunnaj^e^  and  a»iy  other  nmuers  which,  in  the  ojiiuion  of 
the  surveyor:?,  may  be  necessary  ;  and  being  signed,  should  be  given  to  the 
parties  calling  the  survey.  While  opening  the  hatches,  some  masters  have 
tlieni  surveyed  lo  see  iliey  were  properly  «ecured,  and  lo  guard  against  a 
charge  of  neglect  in  llie  event  of  damage;  for  closing  halehes  see  mate, 

793  In  surveying  damage  done  to  a  ship,  two  masters,  or  in  their 
absence,  any  two  qualified  persons,  sboub!  he  employed  ;  it  is  not  neces- 
sary in  any  case  lo  call  Lloyi»'s  agents,  hut  having  great  experience  they 
are  frequenlly  ernployid.  Tiu*  surveyors  should  stnte  in  their  rejiort,  ihe 
particulars  of  the  damage,  as  full  ns  p^issible  ;  in  ihe  event  nf  ilie  damnge 
b^ing  re(»uited,  the  same  surveyors  should  be  called  to  report  on  the 
repairs  executed.  See  also  the  recommendulions  by  the  Sunderland 
Association,  in  the  article  masters. 

794  PUOV ISTONS.  JVci  provisions  are  beef,  pork,  suet,  vinegar, 
rum,  and  lime  juice;  dri/  provisions  are  peas,  oatmeal,  clioeolnle,  tea, 
flour,  raiftins,  and  sugar*  Wet  piovi^ions  should  he  always  kept  together, 
and,  as  a  rule,  are  generally  stowed  nearest  amidships,  because  they  are 
heavier  than  dry  provisions.  As  cargo^  barrels  of  provisions  are  allowed 
to  iitow  8ix  hei^^bts.  !>ome  recommend  that  beef  for  ship's  us^  should  go 
on  the  starboard  side,  and  pork  on  the  port,  if  both  are  in  packages  of  the 
same  .size,  uhile  olhers  object  lo  it  as  involving  the  necessiiy  of  breaking 
out  and  re-stowing  hoih  sides  instead  of  one,  every  time  provisions  are 
required.  When  they  are  in  cat^ks  of  the  same  »ize,  and  ate  mixed,  it  may 
be  convenient  to  mark  each  plainly  R  or  P  on  the  licad,  wilh  white  puint 
or  ebalk,  or  on  (he  bilge  close  to  the  bungs,  ns  ihey  are  stowed,  it  h«»ing 
difTicuft  to  make  out  the  brands  after  ihey  have  been  ?ionie  time  in  iho 
bold,  wiihoui  removing  them.'*     The  bung  is  u»ually  between  the  rivctA 


*  ThU  mtt}dn^  miKlii  be  done  by  ibo  proTuton  detdvt  prior  to  sMpnumt*  aad  If  I 

p*Hi<'a)iirly  of  eoik««<|Oi'UC!o  if  the  Ijuo«*  h  not  lufti<!icl  uvfr»  throagli  ttie  liiibtllty  i>f  1 
•U>vedoTV«  i(UmiJk|f  ftornr*  of  tli<?  hoiiipvranl- hound  ttock  in  tho  ftfirr  rtin,  btitig  ilnirtivr&rA 
slinif**  ttumes,  «nfl  tUn  rljcncroi  arc  tlml  ibo  nirAt  is  fliMColnrfrl,  il  not  unfit  for  anc  at  9  ^ 
I  mhva  tio  fiirilu^r  iupjily  rArt  b«i  ot»tftin«<l.     Hr*  QlUiCGR  Mky*^  **t\ry  ptoxinuma  ulitiiild 
^pot  up  ID  nif -tight  etmltti,  ud  w«ll  eoop«r«d  witb  Iron  hoop«i,  ^nd  t^liiened  evtrj  ihrto 
I.    The  t<»  ui  Ugbt  iron  or  tin  eiMt ;  Cob*,  or  BraziUiui  npg  amA  eoibi^  lit  ttsM 


440 


STEVENS    OM    STOWAGE:. 


of  any  two  opposite  hoops.  Ca?ilfa  of  provisions,  flour,  [PROVISIONS 
rice,  sugar,  water,  Sec,  should  he  iroted  down  in  tlie  *'  hold -hook,'*  an(l»  if 
possible,  a  plan  of  rhis  part  of  ilie  hold  should  be  taken •  This  precaution 
is  especially  applicahle  to  casks  of  suet,  of  which  tliere  are  generally  not 
very  many,  and  there  fore  ihe  more  dilli«;uU  to  he  found.  Kegs  of  suet 
(like  keg^  of  butter)  might  he  stowed  by  themselves,  so  as  to  be  more 
easily  found.  Raisins  and  currants  should  never  he  placed  over  water. 
Flour,  suet,  and  raisins  should  he  cnntisrucHis  to  each  other.  Plour  and 
bread  should  never  he  stowed  in  tfie  liold,  if  it  can  he  avoided^  as  the 
steam  generated  there  delerioratcs  them  in  a  very  short  time.  Some  re- 
commend heer  to  be  stowed  each  side  the  pump-well.  Potatoes,  onions, 
&c.  are  frequently  slowed  in  the  tops  when  ships  are  fully  laden.  An 
experienced  master  says,  '*  in  passeofjcr  ships  a  place  for  prt^visions  19 
always  reserved  in  one  of  the  hatchways,  usually  the  main,  and  the  others 
are  kept  well  battened  down,  for  if  all  the  hatchways  were  open,  or  nearly 
BO,  the  pn  I  visions  and  cargo  in  the  lower  hold  would  be  greatly  damaged 
in  heavy  weather.  Tt  may  be  argued  that  when  rain  prevails  all  the  pas- 
sengers would  he  below  thorouglily  well  battened  in,  but  it  must  not  he 
forgotten  that  at  sea  wet  weather  copiinues  sometimes  three  parts  of  the 
voyage,  and  that  if  water  once  gets  down  the  main-deck  hatcli,  it  will  he 
sure  to  find  its  level  in  the  bottom  of  tbe  ship.'** 

795  In  the  ro3'aI  navy,  masters  are  instructed  to  stow  old  provisions 
so  that  they  may  he  first  expended,  and,  on  receiving  subsequent  supplies, 
ihey  are  to  place  the  new  under  the  old.     Lieut.  Alston,  R,N.  snys,  in 


■ 


In  wMcti  they  are  imported ;  limejiiic©  in  stone  jam,  eiwh  to  contain  no  more  ihtm  a  fort- 
aijKht'ji  consamption.  Suited  provisionts  to  be  well  coopered  witb  an  extra  iron  hoop,  pnt 
on  jpjicli  end  and  bilge  before  Bbipnienl,  ami  stowed  carefully  away  wbcre  there  iriU  be  no 
chance  of  diatnrbing  them*  and  if  moved  to  be  coopered  and  filled  up  with  pickle^  If  th« 
Toyago  exccicii  12  or  15  months,  they  Bhonid  be  fresh  pickled  at  the  middle  of  ihlB  tiitte. 

*  Another  maater  tayt,  "in  p(iaa«ogefr  alkipa  a  portion  of  the  after  hold,  iuclnditif^  the 
iquare  of  the  ImtcbwAy,  it  reMrY<id  for  provisioQ^,  and  freqne^tly  an  lasning  room  is  con- 
■bmcted  in  the  Hween  d^ctcs  whkh  will  contain  a  qnantity  of  fiiy  proriKione  to  last  §<irCTiil 
d«jBi  asd  tfane  avoid  the  nec««Bity  of  having  the  lower  after  hatchway  open  every  day,  Tho 
wet  proviaiona  are  more  frequently  than  otherwise  in  the  fore  hold  with  the  water*  In 
ehip4  cjirrjing  cargo,  also,  it  is  conBidored  rather  a  deiideratom  to  fill  the  main  hold  np 
&nd  caulk  the  lower  main  hatches  earefnlly  down,  well  covering  and  battening.  The  ship, 
doling  the  passage,  thins  lightens  gimdoally  at  each  end^  and  carriee  the  balk  of  the  weight 
in  the  long  mitlflliip  section.  If  it  is  found  that  she  Bpringa  up  too  much  forward,  salt 
Hmter  is  eonily  pnmped  into  tho  empty  water  ca^ks  or  tanks.  All  ppuisenger  ohlpa  have  K 
ttrong  well  dtted  and  partially  glazed  booby  hatch  over  tho  after  hatchway  on  the  qanrter 
deck,  which  not  only  keeps  out  rain,  bat  heavy  seas.  Tho  fore  and  main  hatcl^ea  am 
frequently  not  only  fitted  in  the  same  manner^  but  have  also  a  Htout  ^ar  aboat  seven  fMi 
ftbove  the  level  of  the  deck,,  fore  and  oft  over  the  centre  of  ihe  upper  batchy  nnd  a  strong 
painted  e^mfos  cover,  stretched  tentwiso  over  tbo  spar,  down  to  the  combings  on  each  sido, 
so  that  if  water  should  get  t»eIow  and  cause  inoofivenienco  or  damage  proviaioni}  it  moat 
he  (Immgh  grots  carsJeisaMa  or  neglect" 


STEVENS    ON    STOWAGE. 

the  aflar  bold  {of  a  sljip  of  war)  stow  die  wet  provisions  [PROVISIONS 
as  ground  tier»^  and  the  dry  provisiona  on  ihe  top;  beef  and  flour  Blar- 
board  side,  pork  rind  peas  port  side.  Remainder  of  provisions  logelher  in 
the  after  part  or  interspersed  where  tbey  best  cut  in — keeping  the  oldest 
uppermost  m  all  cases.  All  casks  are  slowed  fore-and-aft,  except  in 
broken  stowage,  when  ihej  must  be  placed  with  chief  regard  to  economy 
of  space.  Firewood  is  used  for  dunnage,  mixed  among  the  casks  in 
quantity  proportionate  to  the  consumption  of  provisions*  As  the  salt 
provisions  are  buried  under  tlie  dry,  an  additional  f|uanlity  of  the  former 
are  stowed  in  tiie  square  of  the  hatchwiiy,  to  last  until  you  break  down 
to  the  foremast  longer,  when  you  can  work  your  way  aloug  evenly. 

796  Dry  Beef.  The  brigantine /fM</o//jA,  Capt.  Mknke,  of  Papen- 
biirg,  60 lasts  commercial,  138  ton,  Sdx22x  11  feel  Enejlish,  took  in  at 
the  River  Plate,  July,  1865,  for  conveyance  to  the  Brazil s,  about  5,5f)0 
quintals  of  dried  beef — a  quintal  lOOtti,  Spaiiibh.  Worms  from  this  cargo 
entered  the  bread,  beans,  an<l  other  dry  provisions,  in  the  ship,  Capt, 
Menkb  says,  that  unless  the  bold  is  well  cleansed  and  purified  after 
carrying  dried  beef,  the  ship  is  unfit  to  receive  coflee,  (lour,  bread,  sugar, 
or  any  other  edible  goods.  He  considers  ibat  insects  are  also  generated 
by  cargoes  of  bones  and  bone  ash,  and  that  bone  ash  when  wetted,  is  very 
injurious  to  the  interior  wood -work.  The  Rudofpht  with  225  Ion  of  coal 
shipped  at  Dysart,  near  LeitU,  drew  aft  12  feet,  forward  10  feel;  with 
1,8-20  barrels  dour  shipped  at  Trieste,  which  filled  the  hold>  1 1  and  lOl  feet* 
and  with  2,700  bags  of  coiTec  shipped  at  Rio,  each  bag  containing  1 1 21b, 
11  and  10  feet.  When  loading  dried  beef  in  the  River  Plate,  il  is  usual 
to  cover  the  entire  bold  with  straw,  supplied  by  the  merchant  or  charterer. 

Tonnage*  lin  tierces  beef,  3  cwt.  each,  weighing  1(1|  ton ;  or  150  barrels 
pork,  2  cwt,  ench*  15^  ton,  will  occupy  a  space  of  850  cubic  feet  or  1  keeb  Six 
tiercas  or  eight  harrels  of  Irish  beef  or  pork  are  shipjied  as  a  ton:  either 
qunntity  will  weigh  about  24  cwt.  E.  I.  Co.  six  tierc»i  to  a  ton.  New  York 
0  bftrrels»  each  200 lb.  Baltimore  *\  harrels  beef  or  pork»  7  barrels  naval  stores, 
Wlien  wheal  is  freighted  at  l#f^  quarter,  beef  is  rated  at  lOWl^  tierce,  and 
pork  7\dP  burrcL 

7l»7  Lime  Juice.  Bn  Dictksom,  in  writing  to  the  Board  of  Trade, 
December  Nth,  1801,  says,  **  ^o  much  depends  on  the  manner  of  presQrvingthis 
important  article  of  eeatnen'ti  diet,  Ihat  I  would  beg  mo<4t  re9]>cetfully  to  ciiU 
their  lordBhips'  attention  to  the  plan  n^sorted  to  in  the  royal  nnvy.  The  lemon 
juice  is  prepared  in  Sicily t  and  ahout  a  tenth  of  spirit  h  iidded.  It  is  preserved 
in  bottles  containing  about  three  imperial  pints,  antl  in  no  other  method  i«  it 
iiwucd  even  to  the  largest  eliips,  whore  the  eonsmnptiou  on  long  voynges  ia 
neceaMrily  very  great.  Experience  has  proved  ll»o  excellonce  of  tbi^  articla, 
for  it  rarely  spoils,  oven  after  several  years,  nnrl  scurvy  has  long  born  tm^rt'^wa 
in  Her  Mfljesty's  scrviee***     Mr.  Uarry  LK4cir,  i^urgeon  of  the  Dr  '. 

in  his  Msdical  Qutde  recommends  that  for  10  men  ihen*  Miould  be  ^  .  c 
at  dinner  daily  )  pint  (10  ox.)  lime  jitice,  fl  pints  water,  and  10  ox.  »ngar. 


798  The  Board  of  Trade  have  no  pnwer  to  issue  [PROVISIONS 
and  never  have  issued  a  compulsory  scale  of  provisions  for  merchant 
ships.  By  the  Britisli  law,  ihe  viiMualiiuL;  of  ihe  rrevv  i&  a  matter  of 
ordinary  a^eement  hetweeii  the  owner  or  master  and  the  men  ;  hut  when 
the  victualliug  fscale  has  heeii  agreed  on  it  appears  on  the  face  of  the 
Articles  of  Agreement,  The  Board,  ou  the  19tli  February,  1867,  issued 
a  circular  for  the  purpose  of  ohtaining  such  information  as  would  enable 
ihem  to  prepare  a  iScale  conlainiug  such  a  variety  of  diet  as  would  better 
secure  the  health  of  the  men,  and  if  possible,  avoid  the  recurrence  of 
scurvy.  After  the  receipt  of  several  valuable  comnumicaiions,  the  Board 
on  the  13tti  of  Febrnary,  1868,  published  the  scale  below,  which,  for  the 

ISce  page  ^50,} 


(A) 


BOAEB   OF  TBABB  FBOFOSEB  BCALS. 


[Jajt.  1868 


Salt  Bisr  ^  mtm  daily  ..  l|lb. 

or 

SaltPork     l^lb. 

or 

Preserred  meat I  lb. 

or 

Soap  and  bomlli. l|lb. 

or 

Frei^h  meat 1  ^Ib. 

BtBcuTT  ....     fib.  or  at  digcTetloa 

or 
Frefih  bread    l^lb.  or  at  discretion 

Fresli  Potatoes*  llb»  dnihf  wben 

or  fpraclkablc 
Pieaerred  do,  (twico  awtielc)       pb, 

or 

Pi^rfterred  omoni  ditto           Jib. 

or 

Preaeired  carrots  ditto          |lb. 

or 

Preaerred  tnmipB  ditto           ^Ib. 

FLorn   ..,,.,   , , ,     fccel'i^  2  lb. 

Split  peaa    |pt. 

Rice  ,. llb> 

or 

Barley Jl^. 

or 

Oatmeal |lb. 

StTST     Ub. 

or 
Batter Jib. 


6    SuoAR  ^  man  k  ccZ^y 


1  lb. 


Molasiea  t 2  tb. 

CUAaA77T3     |lb. 

or 

Bftisinft      *....*  |lb. 

or 

Pnmea |lb. 

or 

Dried  apples,  Arc.    ........  |lb. 

Pickles    Ipt. 

Mustard    ...... 1  ok. 

Pepper {oz* 

TivA  t        daily  iox. 

Coffee |ox. 


Cocoa 


1  01. 


10  LniE-jniai,  ^.  u  the  Act  direeta 

11  Tdteqaji weekitf      |pi 

12  Em    daUy      4pt. 

or 
Betir  1  pint  at  dbcretion  of  maater 

or 
Light  Wino    {  pint        ditto 

or 
Strong  Wine  1  pint        ditto 

Wateh  Fon  Cnitw  i 

1  ga],  far  drinking  and  cooking,  and 
I  do.  for  wadiing  the  person,  daily 

Be&ided  extra  for  waflliing  elotliea}  ice* 


*  Yams,  aweet  potatoea ,  and  otb«r  vc^getablea  of  ihe  conntiy,  may  he  BnbBlltuted  in  tlia 
aame  proportion. 

f  Molai««i>«  may  bo  lobaUtnted  for  part  of  tlio  tngu  in  tb«  tame  proportion,  aa  ii  is  of 
great  Qj«  in  eooldng. 

I  WLen  no  ooffbe  or  oooon  la  giren,  ihe  ellowancd  of  tea  to  he  doubled. 


STEVENS    ON    STOWAGE. 

CBEW  STOREB-^  TWENTY  MEf  for  20  We«k«, 

Tkjiple  S;  Co.-Tum  BUTTEU  SCALE. 


5ilb. 


Bread         . ,     , . 

B«!f 

Pork 

Batter  * .  . . 
Soap  and  IkiuUH 
Boilod  heet 
Carrots  « .  • . 
Floor  * .  * . 
MoLiAJic^s  . ,  . . 
Sugar  » .  .  • 
Boiams  . .  . . 
P«IUi  . .      * . 

Rice  , .     - . 

Tea  . .     . . 

Coffee         .  *     . . 
i  Vinegar      . .     . . 
Lf^mon  juice     * . 


Far  Man  p«r  daj 


iScwt.  8<^v« 

5  tierces  8015. 

Gbarrda 

8ewt.Son.  Btb* 

aooih. 

auoib. 

200tb. 
4barrelj  16tb. 

Scwt.  2qrB.  81b. 

dutb. 
3cwt,  2qra.  8Ib. 
1<JWL  3qr«.  4Ib. 

41lb. 

871b. 
25  galls. 


17    0 

110     0 

»0     0 

1 

0 

0 

0 
45 
18 


80 
6 

16 
1 

60 
1 
4 


[APBitr  1&08 


Jt    t.  d. 

15  16  9 

3&  16  9 

27    0  0 

ao  0  0 

4  8  4 

5  16  8 
S  6  8 
9  3  7 
0  6  1 
fi     0  0 

0  13  5 
2  le  6 

1  7  11 

2  7  8 
2  6  7 
15  0 
S  10  0 

£142     1  1 


BOARD  OF  TRADE  NEW  8CALE. 


ipiui 


Beef 

Purk 

Biicuit      .  t     « •     ■ 
Prencrvcd  poUtOM 
Flour        

Pt'MV    .  •        •  *        «  .        . 

Rico  . »  « .      . .      • 

Hati  .  *  . .     .  *     . 

Bugnr        

RutdtJii  ..     ..     * 

Pickl«;tf  4 .      » *      * 

Mufrtartl  . , 

Pe]iper      

Ttm    . .  . «     . .     * 

Cnffiee        

Limo  juioe       . .     • 

Vinegar  .  *     .  •     « 

Ruia         


7  iietttiu  272th, 
7  barrel*  lOOlb. 
Iticwt.  3^n, 
Icwt.  9qr«.  4tb. 
4barrtlHl6tb. 

aoufb. 

Sqra.  ItJlb. 

10UH>. 

Scwt.  'iqr».81b, 

Icwt.  bqrB.  41b. 

161  galls. 

2510. 

64tb. 

58tb. 

58fb. 

17i  galk. 

12i  galk. 

48jgaUa. 


t.     d, 

140    0 

m  0 

17    0 

88    0 

46    0 

m  bushel 

15    C 

0    114 

28    0 

SO    0 

2    8 

0    8 

0    8 

1     I 

60    0 

4    0 

1    0 

2    4 

£     9. 

55    S 
S3  15 

15  18 

8  7 

9  a 

2  2 
0  18  11 
2  14  2 
5  0 
■i  n 
2  4 
0  16 

0  4 
8    2 

1  U 
8  10 
0  12 
5    2 


Per  Man  per  da^r 


U  lid. 


£lil  18    0 


OLD  SCALE. 


BrraH      

25cwt. 

7ti«rrcii272m, 

7b«rreU10LiIb. 

8  barrels  42rh. 

8  ewl,  2  qr«.  81b. 

Icwt,  Sara.  41b. 

lqr.±llh. 

44tb. 

Scwt.  2qr«.  8Ib. 
25ealla. 
17i  galls. 

perday     ..     ..    ll|; 

§. 
17 
140 
90 
45 

8 
15 
80 

1 

m 

28 

1 

4 

d, 

0 
0 
0 
0 
6 
8 
0 

1 

0 
0 
0 
0 

£   ».    d, 
21    5    0 
56    5    8 
88  15    0 

0  17    8 
2  115    8 

1  17  11 

0  18    5 

2  7    8 
2    e    7 
£    0    0 

1  5    0 
8  10    0 

B«<?f        ..     .. 

Pork        

Fltmr       ,,      .. 

PcttS           

Htr«            . .       

'JVrt             ..       .,       ..       ,.       ., 

Com*'    

Suf/^r       , ,      ,  t      , .      t .      p , 

Vinegar           ..     ,.     ..     ,, 
LeaunjBice         

P*rMaii 

£188  10    2 

STEVENS    ON   STOWAGE, 


(C> 

nOYAL  MAIL  Co*i 

.  8CALS. 

I;Fe  11.10^ 

Brea4 

&aef 

Pork 

Flour 

Pi»«|Teft 

cor: 

Sostf 

Water 

S^etlU. 

BmtoMX 

M OKttAY 

TdS6I>AT 

WEDXItSDAT    .. 

Thtssdat  .... 

FUOAT 

SATUaPAT    ...  4 

Th 

[U] 
[141 

Ui] 

m 

[ill 

[li] 

IB 
1 

1 

T 
1 

pint 
k 

T 

T 

oz 

— 

ox 
2 
S 

3    ! 

2 
2 

qia 

«s    giB 
3      i 

—  1 
2       1 

_.      1 

2       1 

—  1 
2       1 

Wkile  at  ««*  a«]l  tieef  or  talk  pork,  being  Usuei]  oo  alleruale  tlayi. 


i 


Lime  Juice  aid  Tinegur,  wbOe  on  miU  pcoTistonfi.  i  pini  per  man  weekly. 

In  harbour,  fresh  meat  [l^fb,^  per  mtui  dailj^  wiili  stUffiuietit  barley  aud  Tegetftblei  I 
ttticlcm  ^oap^  &nd  lit*,  of  potatocA  or  ynmSr 

Wben  the  Hhip  ii»  in  harboor  abroiul  frebh  and  salt  meal  will  lie  serred  otti  on  i 
dayt,  ftnd  where  veg«talilea  are  scarce  and  dear  the  ProTidore  b  not  required  to  fpcgid  more 
lllim  #4  4)^  day  on  frc^ah-moal  days^  in  purc^baidng  regetablea  for  Uie  ahip'a  eotnpttof . 

Oatmeal.  Ipbtpcr  man  wt-ckly*  and  extra  to  engine-tnffti  when  the  steam  ik  op,  tt 
wMch  t]m«  the  fireniL'ti  iuid  trimmers  will  Ue  »ilhj«r<^  half-a-^  of  rum  cxtm  drijly,  i 

When  potatoca  or  othor  proviaiona  cannot  he  procured  or  supplied  in  toilieicut  quan*  j 
iiticR,  proper  and  L<|iuTalent  sabatitutc«  will  be  supplied  in  lion  thereof.  i 

[  Additioniil  weekly  issue]  : — [butler  Jib] ;    [mutiULrd  lor,] ;    [pepper  Joa]  ;    [*alt Soxjl 

NoiJS. — Th(j  words  and  fignrea  helwtMU.  brackets  [   ]  were  in  the  origiiial  in  redinlu] 


{») 


Capt.  T0TNBEF8  fiCALE. 


pdABCB,  1861 


t 

^  1 

o 

o 

1 

4 

«0 

\ 

li 
fe 

1 

1 

5 

^ 

£ 

1 

% 

lb 

lb 

. 

lb  ; 

r^ 

02 

Off 

ox 

It 

UK 

OX 

%%, 

ux 

pt 

ox  1 

81TKDAY    .... 

1 

__ 

i 

!f 

a 

1 

2 

« 

H 

— 

MoVltAV   .,*. 



n 

1 

3  ; 

— 

— ^ 

— 

- —   , 

1 

I 

Tur.ffiAT     .. 

H 

1 

a 

1 

*i 

— 

— 

— 

'WeDMElUJAT. 

n 

1 

» 

— 

■*~ 

— 

— ■ 

— 

— 

Tnua«i>AT  .. 

I 

i 

3 

1 

% 

t 

a 

— 

— 

FaiDAY   .... 



H 

A 

» 

— 

— 

-^ 

— 

— 

^    ; 

Hatukdat  .. 

u 

i 

:) 

1 

% 

— 

"~ 

— 

""" 

Lamp  dU,  1  jihit  ii«r  Ijuiip  p«^r 
*  1  pint  extru  in  iho  trojuoji. 


CuuflJ««  may  t'^  «aMti  luted  far  oil- 

f  Extra  waur  for  cooking  patntocs  \  jiiot. 


I  an  onnco  of  eoflce  or  cocoa  at  ilay light  to  all  hunda  iu  port,  and  the  watch  on  ded^j 
ftt  sea ;  crew  to  And  water. 

Yiixegar  \  pint,  lime  juice  1  oz,  and  sugar  1  o;^.  for  the  saxae^  by  Act  of  ParUament. 

No  ji^  atlowed,  except  ak  an  ciLira,  which  may  be  h topped  oa  a  punishment,  if  iaaued. 

Half  gill  of  rain  diuly  at  nca;  1  ditto  in  port. 

fitmaTiTUTEB.^I oz.  coffee,  or  cocoa,  or  ehocolnter  moy  be  enbstitnted  for  \  ou,  tea; 
<<|BiolM84W  for  sagar^  the  quantity  to  b«  one-half  more ;  lib.  potatoem  or  yanit^,  ^Ib.  floor  or 
riioift,  i  pint  peas,  or  \  pint  barley  may  be  substituted  for  each  other.  Beef  und  perk  may  be 
aubatituted  for  each  rithcr.  IJlb.  butter  may  he  bsned  in  lieu  ol  3ilb.  meat  by  mutnol 
Agraeuient.  4oz.  prc'>i<3rvcdpotut<io.H,  <}oz.  compreaaed  vegetablBS,  Boe.  bermctically  sealed 
Tef^t'tableif  or  d02.  cominon  potatoes,  kept,  il  need  be,  iu  mohiAses  or  vinegar,  may  be  sub* 
Ktitutod  for  coeh  other.   \  oz.  apples,  or  other  dried  fruity  may  bo  snbstitiited  for  *2  ox.  raiains. 

When  fresh  meat  \a  iAHUod,  the  proportion  to  be  l|lb.  x»or  man,  per  day  In  lien  of  saK 
meat ;  potatrM's  or  yaujd  a^  above,  in  lieu  of  flour  and  peafl ;  green  vegetables  for  soup, 
with  (lour,  rit!e,  Jkc.  tii  ihiekeu  it.  When  in  port  the  heiit  lintiscorbutifiaare  watorcreBBes» 
fnAliibes,  Dnitm>t  aud  potatoes,  with  lime*,  leniauH,  oranges,  ehaddockH,  and  other  fruits* 

When  the  allowance  of  meat  ithrinkn  la  boiling  below  half  itd  t(um>OBed  origioal  weight| 
(Ui  ffictTa  half- ration  Hhould  be  issued. 


I 


STEVENS    ON    STOWAGE. 


445 


W.  B.  LINDSAT8  SCALEi  TOR  U  DATS. 


[MAJicu,  1667 


1 

P3 

1 

1 

1 

m 

1 

1 

1 

H« 

ft 

Sui?t>AY    .,...• 

Monday 

TlTKSPAY      . , , , 

Wkdsbbday  . . 
Thtjubday  .... 

FfttUAY     ...... 

Saturday  •.., 

SCKDAY    

MOVDAY  ...... 

TVBODAT      .... 

Wbdkesday  .. 

TuriUiDAY  .... 

Friday  •• 

SATTSDAy    .... 

1 

P 

•? 

1 
1 

1 
a 

1 

a 
4 

^ 

Xb 

1 

1 

1 

1 

tt> 

1 

plot 

Of 

2 
2 
2 
2 
2 
2 
2 

Oil 

1 

5 

1 
1 
a 

fil 

11 

14 

31 

fiusBTiTtTTES. — If  no  molufle9  be  ficircd  out  with  tlic  flntir,  tLe  weeklv  quantity  of 
cagu*  miut  be  Inereaiied  hj  \Vb.    Coffee  or  ten  may  be  enbt^lituted  for  the  other. 

AnliMorbatici  m  per  Act  of  PiirUamenU 

Tbe  allowance  of  butter  may  be  itopped  mi  the  maflter's  diBcretion,  and  the  weekly  quau- 
I  tit  J  of  sugar  reduced  by  4  lb ;  in  that  cas«  the  doilj  aliowanco  of  aolt  had  or  pork  must  be 
NMacdbYilb. 

lib.  polatoef  or  jams  to  bo  considered  equal  to  )Ib.  flour  or  rieot  or  ^  pLnl  pea»c, 

Biise  may  be  diepcused  with  when  the  crew  axe  allowed  as  mueh  flour  aa  thej  caa  eiii 
Ifnthont  wnste. 

The  master  b  recommended  to  latino  freah  or  preseired  meat  not  leas  than  one  day  in 
[  9«kch  week,  the  quantity  to  be  21h.  per  man  per  day,  in  lien  of  salt  moat. 

No  (tplrits  allowed- 

\(F)  MONEY  WlGEAM^fl  SCAIE.  [Not.  1807 

FI\^E  MEN  PEtt  WEEK  at  SEA ;    6'ufak,  LONPON  to  PORT  PHILIP. 


11 


-a    -a 

CO    I   Cfi 


:n 


u  o     ^      H 


%      S 


1 


SnifDAY  ,...,. 
MOKDAY  .  .  . . 
TUIIDAT  .  .  . . 
W«0irfiS]lAY  .. 
TBimtDlAT  . . . . 
Friday 

ttATCKDAY  .  . . . 


tb 


tb 

n 


n  n 

n  I  u 

n '  11 

24  I  IJ 


S 


Srttid, — lib.  per  man  per  day ;  or.  at  the  discretion  of  the  maoter,  on  anlimited 
1,  tnblect  to  there  beiui?  nu  wtute, 

^A  Jmce. — 17|  Qz.  per  me^s  p^r  wei k.        Hri/ct.— 5  giUit  per mtwa  per  week. 

JSeiritM* — Aa  may  be  dirvcUHl  by  the  master. 

rinfgar.—'Il  pints  ptr  mesa  per  week,  to  be  serrod  out  10  daya  after,  and  while  talt 
l^proviftioua  ore  beirif;  enuRumed. 

HWer,— In  hot  weather,  7  pinta  per  man  per  day,  and  €  pinta  in      ' '        'F  ^^r, 
Nntke. — T)io  daypi  rnuy  he  varied  at  the  diocretion  of  the  masier,  m  \t^  given, 

A»ooiiifoTtornec<^&ityiiukyre%aire,ataproportioiLateral«foranyorrUJ    i  j^nMoiutM. 


STEVENS    ON    STOWAGE. 


447 


(K) 


B01FZE  BBQXOS  LOCAL  BOASD  SCALE. 


[apl.  isa? 


Bfend 

Beef 

Fork 

Floor 

Pew 

Tm 

Cnffipe 

Supfir 

W»tBr 

meti 

SlTfTJAT    **. 

Monday 

TtTEriDAr      

Wkdsksuay  .... 

TirUBSDAY   *..*.. 

Frcdat   

BAtVUDAT  «...^t 

th 

14 
li 

tb 

u 
11  [ 

1 
i 
1 

pt 
1 

OK 

4 

lb            lt> 

^i1 

1 

1 

Equiralent  &ab&iitate«  m  comfort  or  necessity  may  require.    No  spiriis  allowed* 


m 


lETTH  MEECAHTILE  UAMmZ  OFFICE  SCALE. 


[fbb.  imr 


8l7KI>AY    .... 

HoirpAT  . . . . 
TmtsDAT    . . 
Wk^itkhday 
Thvbsday  .. 
Fku>ay    , . . . 

SAYVlmAY   .. 


Brtod 


DfH^r 


Pork 


Ftom- 


Peas 


Ten 


Coflee     Sit)^ 


W«|«r 


8ini«TmrrE8. — Omo  oz.  fif  coffee^  nr  cocor,  or  cliocolftte,  mny  he  gubstitoted  for  Jo«. 
[  of  tea.     Molasses  for  supir,  the  qanntity  to  hv^  mio-hiiXt  more.     Hh.  of  pot&ioes  or  yiimv, 
fib.  floor  or  rice,  |  pint  of  peim  or  |  pint  of  barley^  maybe  snbstititted  for  ciicb  other. 
f  fnien  froth  meit  is  iBened:,  ILe  proportion  to  be  'Hb.  per  man  per  day,  in  lieu  of  udtme&tp  * 
flour,  rice^  and  pcaa.     Beef  and  pork  may  be  snbstitiiied  for  each  other. 
In  odditiou  to  the  abore  ecale^ 

When  prescrred  meat  is  issued    fib.  per  day 

l*re»ervcd  potAtoe»        ,^ pb*  per  day 

One  gUl  ol  mixed  picMea  for  a  gill  of  riuegar. 


W 


FLYVOVTE  LOCAL  BOA^D  SCALE. 


[Hcii. 


1 

1 

1 

1 

1 

1 

n» 

lb 

lb 

pt 

oat 

Of 

V 

lb 

8inn>AT    ...... 

— 

t 

1 

^ 

MOXDAY      ...... 

ll  1 

t 

i 

:3 

^— 

TCKB1>AY   ,.•,.. 

1 

1 

1 

^ 

Weonisday     . . 

H 

k 

i 

— 

TiitntaiiAY    ...  * 

i 

4 

8 

9* 

^i^ 

Fbqiat     ...  * 

H 

i 

k 

i 

— 

BATtraoAT    .<.. 

— " 

I 

<S 

1 

Vinegar,  Kngar,  and  lime-juice,  as  per  Act  of  ParUame&l 
Substitute  t  may  be  given  at  the  nuuiter's  dlsereUon,  «a  eoBifort  or  neeeuity  mMj  i«- 
I  qniiv.  at  a  proportionate  rate  for  any  or  all  of  the»«  proTlaioas. 

When  lib.  ol  btitier  weekly  ia  iuued,  the  allowanee  of  beef  or  ^rk  to  be  lib.  dally. 


448 


STEVENS    ON    STOWAGE. 


(If) 


dOVEBNIOaVT  ZMIGEATIOir  BOARD'S  SCALE. 


[McB.  1^7 


SVMnAT 

Mo»   .. 

TVKt  .. 

Wkd  .. 
Tbvk.. 
Fbiday. 
Sat..,. 

Animal  Fo4id 

Bread  StuiT^ 

Prencnrtd 

G  rot«nits 

a, 

1 

1 

1 

3 

ffi 

1 

1 

O 

3 

« 

1 

At 

u 

O 

H 

'3U 

Ij 

0%      OE 

—  8 

8     — 

—  * 

-  =: 
-1 » 

"*  1 
6 

OK 

8 

ox 

2 

3 

0£ 

08 

B 
8 

« 
8 
8 

OX 

8 
6 

5 

1 
1 

ox 

4 

4 

ox 

4 

4 

4 
4 

ox 

4 

4 

ox 

3 
3 

ox 

CM. 
J 

J 
1 

oz 
4 
4 
4 

ox 
S 

9 

3  ; 

IS  1  s« 

16 

fi 

G 

42 

A6 

le 

1 

0 

8 

8 

8  1 

6 

1 

31 

IS 

H 

n'aifrr — nguiirts  Jtilj' ;  ns  Far  lut  pon'sn^Te,  to  be  disdiled.    In  the  Tropics  Uw  «urgi?oa  tnmy  Imim 
m  IxT^r  allowanc*-,  providi-^I  Ihe;  smpplj  will  admit  of  it. 
Mixed  ricklos    ....     iffi^l^^^ 
Lime  Juke  wiUitn  f  -.„„ili« 

the  Tropica    .,..      3  oz  J  "^""J 


MastArd .,     iox.1 

2  oz.  V  weekly 


Pepperi  grotmd  ., 


i  oz.J 


Children  T>elwe«n  one  tind  four  years  of  age  aro  to  noeiTe  ultcriiAtely  pretenred  tjeel 
and  matton  InHtcAd  of  etilt  meat  everj  day^  alAO  half  a  pint  of  prosenrod  inilk,  and  eferj 
altemaifl  day^  one  cgp;,  or  two  toA.«ipGonsfnll  of  condensed  egg.  Children  mtider  one  year 
old  are  to  he  allowod  three  pints  ot  water  daily ;  and  if  ahove  four  mouths  old,  half  a  pint 
of  milk  daily:  also  three  onncos  of  prfiserred  sonp,  axid  one  egg,  or  two  teaspooOBfiiJl  of 
conderuicd  egg,  every  jtltemale  daj%  aad  l'2oz.  hbyuit^  -lo^,  otitmeal,  Sot,  flonr,^  4 ox.  ri«e, 
and  10  OK.  augar  weekly.  To  ijifants  under  four  month«>  old^  tbo  surgeon  cnay  lasae  sack 
nutriment  aa  he  may,  in  any  cjxse,  think  necci^ary.  Thei  aorgoon  may  draw  an  additional 
qnart  of  water  daily  for  the  mae  of  each  person  &ick  in  the  hofipitaL 

While  in  any  port  in  the  Diiilei  Kingdom,  or  in  any  port  into  which  the  tcsboI  may 
put  hcforc  completing  Ibc  voyagef  and  for  two  days  after  Bailing*  and  while  the  emiirranta 
remain  on  board  in  the  port  of  diitembarkaiion,  three-qnarteTs  of  a  pofind  of  Irtsh  mti'att 
one  pound  and  a  hall  of  soft  bread,  and  one  pound  of  potatoes^  per  Btatnte  adult,  are  to 
he  Laeued  djiily  (if  obtainable,)  with  a  fiuitable  supply  of  vegetables,  in  lien  of  ail  the 
other  rations^  except  tea,  coffee,  sugar,  and  butU^r. 

To  provide  for  the  above  rations  at  bp.i,  the  follo?ring  net  qnantities,  at  leait,  of 
pfoviisions  and  water^  are  to  he  shipped  for  every  100  atatnto  adulti  wMcli  the  abip  can 
legally  carry^  and  in  the  aame  proportion  for  any  ntunhor  kai  titan  100  alattLte  adults,  vix : — 


lb. 

Beef     m     2000 

Pork    (h) 8000 

Preserved  Meat,  i  Mutton,  and  1  noM 

i  Beef     (c) ........> 

Suet    * 71*0 

Butter .*•  '^^f> 

Wm-mi    (») 6«>0 

Fbmr  7250 

Oatmrrxl 2200 

Rite  (one  hal f  CaroUna) 1100 

^            ,    f  Potatoes    iej/J  ..  10<)0 

^'^.IT     \cnrr<M     {/)....  1000 

Ruisint    ..*  1000 

Ten. 1^'5 

CoflTee 3<^ 


lb. 

Sugnr     IGiW 

West  Indian  Molaaaes    ..  10i»0 

Peaa     {d) IHJOpinta 

GniMWADR'a  Desiccated  \  ITO    t» 

Milk  in  10- ox.  botUea  f 

Mixed  PicUtfi  600    „ 

Lime  Juice     (g) 800 

Mustard «••«*••  f>5 

Rult 250 

Pepper ,  65 

Pres^^rved  Gravy  Soup  in  \  ^o 

lib,  tins .  • 

€  on  denied  egg  in  ^-ll»  tin*  28 

Bicarbonate  of  aoda    ....  I> 

Water    (/*)    ISOOOgalla 


Of  tbo  above  quantities  ono-aeveath  b*  to  Ibe  deducted  for  vc*HeJ<i  to  Western  Anatralia, 
Mjtd  oae-toukh  to  the  Cape.    Oiic-iooilcen\k  ia  Uj  he  «4dod  for  reasela  to  Now  Zealand. 


STEVENS    ON   STOWAGE, 


4)0 


(a)  The  Biflcwit  must  not  be  l>ek»w  the  second  aiality  of  thftt  article,  [FBOVISION 8 
ind  At  letiHi  two-thirds  of  tbo  wliolo  supply  muftt  be  packed  in  caaka  or  sound  barreb. 

(b)  TLieae  articles  are  to  he  prinse  new  Iriah  or  AmericiLD  East  ladia  Boof ,  and  pickod 
pieees  of  prime  mms  pork,  Irish,  Dantsio,  or  Hombro*. 

(c)  No  purt  of  the  supply  to  conaiatol  soup  luad  bouiHi,  The  tiii»  of  preaerrod  meals 
to  eontAin  not  more  thim  4rb.  eacli,  and  lo  be  marked  with  ralimd  figures  from  tlto  inside 
ol  the  tiiiA  with  the  date  of  preparatioQ^  and  to  bd  pAeked  in  modorate  aiaed  cai&ks. 

(r^  The  Peaii  most  be  isnnod  in  a  cooked  st&tet  as  tbe  sttrgeon  may  diruct* 

(r)  From  September  to  March  induHive,  pasties  will  have  the  option  of  itiking  a  supply 
of  fre^h  poUitoes  for  the  flirst  montli  or  six  weeks,  snbstitnling  one  pound  for  tbe  quarter 
of  a  ponud  of  prciiervedj  poUtoi'd.  Fresh  potatocfi  must  bo  packed,  one-half  in  caaka,  tho 
iieadti  of  which  have  boon  perforated,  and  the  other  hciiif  la  bogo. 

(/*)  These  Preseryed  YegetabkB  iniiMl  bo  tho  preparationa  of  some  person  or  firm 
approT<!>d  by  the  Commi»»Loaeri.  The  tins  ore  to  be  marked  with  ruined  HgULrca  from  the 
iniide  witb  tbe  dato  of  their  prc'paration,  are  to  contain  not  more  than  41b.  eadi^  and  aro 
to  be  packed  in  moderate  ttlzed  cabks* 

(ff)  The  Lime  Juice  to  t>e  packed  In  wickered  stone  bottlen  of  3  gallons  each.  Oat  of 
the  Tropici^,  iiute  jaicc  may  be  isifiicd  or  nott  at  tbo  dlHcretioci  oC  the  HiLrgcon. 

{hj  Only  half  thia  quantity  of  water  neid  be  shipped  in  Tes^els  wldch  carr)'  im  sppa* 
rattut  duly  approved  by  the  eodd  Cooindjisionera  lor  ditjtilliiig  fresh  from  wait  water. 

MEDICAL  OOUFOfiTg  FOE  EACH  100  BTATUTE  ABlFITIt 
In  the  foUu^viug  qmmtilied,  and  in  tlie  like  proportion  for  any  1^&»  number. 


28ib.    Carolina  riee 

40Dlb.          Loaf  sugar 

30i'Ib,  Packeta  ieat  prepared  oatmeal 

Stiboltlea    Port         \ 

85lh.     We*t  India  iurrow-root      [grits 

ISbotUea    Sherry      Luart  bottles 

801b.    BeoUtU  barley 

1  gallon     Gin           J                               ' 

251b*    Sago 

5  gflilona    Brandy 

101b.    Tapioca 

5  gallons    Vinegar 

251b.    Best  preserr'd  meat  sonp    . 
251b>    Beat  preserved  beef  tea    M^ 

6  pints       Methylated  spirits  of  wine 

88  gals  approved  Htout,  spec.  grav.  not 

261b.    Preserved  broth              J 

less  tban  I  095  ;  hall  in  imp.  pints, 

lOlb.    PrcMrved  chicken  broth  in 

the  rest  in  9'giU.  casks 

14b.  tins 

Sufficient  malt  and  hops^  or  such  otbor 

401b.    Frcaerred  boiled   mutton  and 

beef,  baM  in  1-lb.  remainder 

CommiBsioners  may  approve 

in  44b.  Ona 

3  ewt.         BikAHAii*s  excolaior  soap 

251b.    Oaurwjuis'fl  deuecated  milk  in 

i  ewt.         Best  yellow  soap 

5-02.  bott]«s 

i  bushel    QmokUme  in  caak 

700  In  tbo  supply  of  buttor  to  Emigrnnt  Ships,  the  Govornmcnt  requires 
for  every  firkin  of  7fitt>,  tin  additional  quaotity  of  5lti,  to  make  up  weight  Six 
botllea  of  Btoul  are  eonsidered  equal  to  one  gtillon ;  bog  of  bread  lUTb ;  tierco 
bticf  aaotb.  in  12  pieces  of  efb;  pork,  India,  31Hlb.  63  pieces  of  (itb;  barrel  ol 
pork,  mesa,  2r»orb.  50  pieces  of  4lb;  cask  flour  lUOlb;  raisins,  box,  r»Olb,  i-box^ 
*Mb;  case prvBorved  potatoes  ll2lb ;  fathom  fire- wood  OSOtb.  All  pruvisioni 
wid  storefi  under  hatcbeH;  never  more  lliau  2  ton  water  on  dock.  Where  freahl 
beef  18  lorred  out  in  harbour,  it  is  ctistomnry  to  give  men  the  option  of  tiikiiig 
ft  loaf  of  bread  and  1  tb.  Togetablea  oaeh,  in  lieu  of  lib.  meat.  A  United  Stalet, 
bftrrel  of  pork  weighs  200tt>,  boef  aOutb,  a  tierco  of  beef  SOStb. 

31. 


4d0 


STEVENS    ON    STOWAGE. 


purpose  of  reference  is  herein  desi^.ated  Scale  (A),  [PROVISIONS 
1 1  wiiH  drawn  up  by  Dn  Wm.Dicksok,  ihe  MtHlk^il  Officer  of  lite  Board, 
and  Mr,  HaEky  Leach.  The  scale  is  purely  suggestive,  bat  the  Board 
contemplated  and  probably  now  conleniplaie  including  it  in  an  amended 
Actj  as  the  scale  lo  be  adopted  when  the  parties  intereslcd  cannol  or  do 
not  agree  on  any  other  scale  of  jno  via  ions.  When  the  inft>rQiQti<»n  above 
referred  to  was  sent  to  the  Board,  s  eve  nil  of  the  parlies  addressed,  added 
Bome  observations,  which  may  be  naeful  to  note.  Mr.  Lindsay  (E)  says 
liH>.  salt  meat  is  scarcely  enough;  sailors  like  Hour  better  than  breads 
and  should  ulways  have  molasses  with  it  j  they  do  not  like  rice  or  lime- 
juice;  peas  are  advantageous  both  ways,  and  so  is  butter ;  4  02,  tea  or  2  oz. 
coffee  should  be  given.  Mr.  A.  J»  Mott  (G)  considers  the  Liverpool 
scale  suflicient,  esjiecially  if  the  substitute  clause  be  occasionally  acted 
upon.  The  Glas^fow  Committee  (H)  recommend  ihat  beef  and  pork 
should  be  weighed  at 4  p»m,  put  into  awash-deck  tub  filled  with  salt*watcr, 
changed  at  8  p.m,  12  p. in,  and  4  ajn  ;  two  O-Ib,  tine  of  soup  and  bouilli 
for  a  crew  of  24,  once  a  week  at  sea,  commencing  in  three  weeks ;  JMj*  rice 
each  man  twice  a  week  with  salt  meat  at  dinner;  potatoes  and  yams  when 
possible;  cleanliness.  For  voy^iges  North  of  the  Equator,  and  those  not 
exceeding  six  months,  a  lesser  scale  would  be  sufficient.  Mr.  James  F, 
Kkllas  (I)  suggests  pickled  cabbage  as  an  cfleciive  antiscorbutic ;  scurvy 
is  rare  in  Aberdeen  ships.  Mr.  Lamb  stales,  that  the  scale  (K)  is  more 
liberal  than  usual  in  South  Shields ;  on  long  voyages,  dming  two  days  each 
weekf  preserved  potatoes,  soup  or  bouilli,  should  be  issued,  with  a  diminu- 
tion of  salt  meat;  2  oz.  butter  in  lieu  of  itb.  meat ;  salt  fish  once  a  week ; 
pickles  with  a  diminished  quantity  of  salt  meatj  which  is  often  in  exce&ft 
and  becomes  wasted  ;  lime-juice  in  2-gallon  jars  ;  arrowroot  and  sago  as 
medical  comforia,  Mr.  T.  Thompson,  in  submitting  the  Leith  seale, 
(L)  suggests  that  some  potatoes,  &c.  preserved  or  fresh,  should  be  occa- 
sionally substituted  for  salt  provisions  ;  crews  when  going  to  the  Baltic, 
&c,  sometimes  agree  to  find  thcmsclvesj  they,  however,  frequently  run 
short,  and  a  compulsory  scale  is  recommended,  Mr.  JoHi*  Kellv, 
when  enclosing  a  copy  of  the  Plymouth  Scale,  (M)  states,  that  the 
Local  Board  there  considers  it  would  be  better,  having  regard  to  the 
variety  and  dilTerence  in  duration  of  voyages,  that  the  dietary  scale  should 
be  left  open,  and  that  no  fixed  printed  scale  should  be  inserted  in  the 
articles.  Mr.  H.  Coetass,  on  the  part  of  Hull,  made  an  objection  of  a 
very  similar  character.  Mr.  A,  W.  Skinner  stated  that  the  optnion  of 
the  Belfast  Local  Board  was  that  the  Board  of  Trade  Scale  need  not  be 
made  applicable  to  voyages  confined  to  latitudes  above  32^  North.  Mr. 
DoMKTT,  for  the  London  Local  Board,  suggests  that  the  issue  of  rum 
should  be  left  optional ;  a  gallon  of  water  per  man  per  day  is  an  ample 
aJlowancc.     Mr.  Uumett  compiled  the  scales  for  Crew  Stores,  page  443. 


rOWAGE. 


491 


TABLE    OF   THE    ITDICBEB    OP    FIEGES  WEIGH    SHOULD    BE    IN    EVEBY 
XIEEGE,   BAEBSL,   OB  FIBKIH  OF   PEOTISIOHS. 


BEET—Nfliry 

IndlA     

Mea«  and  Prmie 

Bitto    

Ditto    

pQRK — India t. 

Nsvy    i 

Anny 

Meiftuid  Prime 
DiUa   


lb 

a04t|^tieme 

836        — 

m4        — 

200 

100 

31B 

S20 

208 

200 

100 


firkin 
tierce 

barrel 

firkin 


Pi«c«i 

Each 

38 

atb 

42 

81b 

36 

8tb 

35 

81b 

25 

4  lb 

63 

6tb 

80 

4  m 

62 

4rb 

60 

4m 

26 

4m 

A  tier^  eoniftiiuiig  300 tb.  salt  beef,  contains  only  240m«  of  tho  canisters  of  preien^ 
beef;  the  leiscr  weight  is  sold  to  poitsou*  the  greater  noariEibment. 

ASMIEALTY  WEIGHT   OF   PEOTISIOHB  AHD  STORES  COMPLETE 
FOB  A  SHIP   OF  BACH  BATE. 


VN»iiica 

S{Si 

80  gum 
730  mm 

^"^ 

dOOQwa 

Tare 

Water 

too    e     4|    m 
142  17    2     0 
35  13   1     Q 
500    0   0    0 
too    0   0    0 
90    0   0    0 
92    0   0    0 

6  4   I  27 

7  15   3    0 
137  10  0    0 

toll      c  q  tb 
117     4  3  0 
20  18  2  0 
410    0  0  0 
82    0  0  0 
27    0  0  0 
80    00  0 

3    20  7 

6  10  0  0 
U2  16  0  0 

toti    e     q    lb 
107     4    2     0 
26  16  0  24 
37^    0   0    0 
75    0   0    0 
36    0   0    0 
05    0    0    0  , 

4    4   2    0 

6  11   2    0 

103   2  2    a 

ton    e    «   lb 
92  IB   2    0 
23    4    3    0 

326    0   0    0 

65  0   0    0 
20    0   0    0 

66  0  0    0 

4    1   2  14 

4  18  0    0 

89    7  2    0 

ion     e    4 

71    9   2 
IB    2   2 

260    0   0 
60    0   0 
15    0   0 
30    0   0 

8     B   0 

8  16   0 

68  15  0 

T«r«  ....,..• 
Wood    ...». 

Coal 

Marine  and  m«di< 

Ml  itof^     ...* 

Pttrver's  tlopt  sud 

Sttuaicii  and  Ihelr 

eflbct»,  incltidiiifE 
oAoer'e  stores 

40fiina 

SOgima 

13  Kim. 

m  gum 

ISguni 

»  glUll 

gfiOtnoi 

»0]iira 

ITAmen 

l!lOtiM»i 

130  nMn 

m  mma 

ton      e   ()    m 

ten    0     4| 

ton    0   <!  lb 

tuij     e      q 

U>n     «     q 

tun    e   q 

ProTlaloB«T  4  ino4. 

60     0   8    0 

92  17  3 

26    0  1  0 

18  17  2 

18  17  2 

11     8  B 

Tare 

12  12   3    1 

8    7  0 

6  12  2  0 

4  14  2  1 

4  14  2 

2  19   1 

HWCKRt 

H  WXBKS 

19WB1UI 

ISWtiKi 

Iowkek* 

(iWrcKi 

Water   

163    0  0    0 
30    4  0    0 

86    6  0 
17    6  0 

05  12  0  0 
13    2  2  0 

4»  16  0 
9    7   0 

40     0  0 
8     0  0 

20    0  0 
4    0  0 

T«n> 

WiKid 

10     0  0    0 

6    0  0 

4    0  0  0 

3    0  0 

2  10  0 

2    U  0 

Cod 

20    0  0    0 

U     0  0 

10    0  0  0 

10    0  0 

9    0  0 

8    0  0 

IfariiM  and  medi^ 

eal  itor««    .... 

S    9  1    0 

1  11  2 

10  8  7 

0  16  0 

0  16  0 

0    9  0 

Pntneri  alopa  and 

MMMariva  .... 

a  1  I  IB 

2    8  8 

2    12  0 

1  16  0 

1  12  8 

0  18  8 

fl4«B«ii  and  tludr 

«fn!«uaoeIitdUig 

48    2  2    0 

81  12  9 

24    I   1  0 

17  17  2 

17  17  a 

11    0  0 

oAc«r'ft  »ti>r<*it. . 

452 


STEVENS    ON    STOWAGE. 


SOO     PUMPS,     The  heels  ouglit  not  to  be  pi  need  over  .1  ?i  am  in  I 
plankiofj^,  but  if  ibis  occurs,  a  pUle  of  copper  sljoultl  be  fixed  so  as  to  pre- 
ve at  til e  o ak  11  m  fro ni  l>c i n g  d r n vv n  o u l .     1 11   1 84 7 ,  L li e  Stc ho n h ta ih,  fro m  j 
India,  sprung  a  leak  suddenly,  and  was  compelled  to  put  into  St,  Helena,  1 
and  *•  heave  down/'  when  it  was  found  ilmt  the  oakum  in  die  seams  under] 
the  pumps  had  been  drawn  out  by  suction.     It  in  det^irable  ihut  ihe  pump- 
well  should  be  large  enough  to  admit  of  access  10  tlie  heels  of  the  pumps, 
for  the  purpose  of  clearing  them  of  dirt;  see  mate,  tar,  &c. 

801  PUREE.     Bombay  ton  ScwL 

802  PUTCHUCK.     Bengal  and  Madras  ton  lOcwt, 

80a  QUARANTINE.  A  list  of  goods  aud  articles  considered  by  J 
ilie  Customs'  authorities  as  most  liable  10  infection  :  apparel  ofall  kinds,! 
artificial  dowers,  bast  (a  rush)  or  any  aniele  made  lliereof,  beads,  brace- 
lets, or  necklaces  in  strings,  bcdft  and  bed  ticks,  books,  brooms  of  all 
kinds,  brushes  of  all  sorts,  burdets,  camlele,  canvas,  carmenia  wood, 
carpels,  cordage  nut  tiirred,  cotton  wool,  cotton  yarn,  col  ton  tiiread,  all 
articles  %vbolly  made  of  or  mixed  with  cotton,  silk,  wool,  thread,  or  yam, 
down,  feathers,  dax,  furriers*  waste,  goats'  hair,  gtdd  or  silver  on  thread* 
cotton,  Iniir,  wool,or  silk,  or  any  olber  substance  hercin-before  mentioned, 
grogram,  hats,  caps,  or  bonnets  of  siraw,  chip,  cane,  or  any  other  material, 
hemp,  hoofs,  horn  tips,  hair  of  all  sorts,  leather,  linen,  lute  strings,  bathiugt 
or  harp  strings,  maps,  mattresses,  mats  and  matting,  mohair  yarn,  nets 
new  oroldj  packthread,  paper,  parchment,  pells,  plaiting  of  best  chip, cane, 
sti^aw,  or  horse  hair,  quills,  rags,  sails,  and  sail  cloths,  silk,  viz :  cmpes 
and  liAanies,  husks  and  knubs,  raw  silk,  thrown  and  organizing  silk,  waste 
fcilk,  wrought  silk,  skins,  hides,  and  furs,  and  parts  or  pieces  of  skins,  hides, 
and  furs,  whether  undressed  or  in  pari  or  Hholly  lanued,  tawed,  or  dressed, 
sponges,  straw,  or  any  article  made  or  mixed  with  straw,  stockings  ofall 
sorts,  thread,  tow,  or  vellum,  whisks,  wool  whether  raw  or  anywise  WTOUght, 
yarn  of  all  sorts,  and  all  other  goods  whatsoever  if  they  shall  have  arrived 
in  or  wiili  packages  consisting  wholly  or  in  part  of  any  of  the  said  articles. 
At  Philadelphia,  U.S.  no  vessel  laden  wholly  or  in  part  with  vegetables, 
fish,  or  hides,  arriving  between  June  1  and  October  1,  is  permitted  to 
unload  without  a  permit  from  the  Board  of  Health  ;    penalty  J^51K), 

80'4  QUERCITRON,  the  bark  of  a  species  of  oak  tree,  abundant 
in  North  Carolina,  U.S;  it  is  the  qurrcvs  ihuiorm  of  Liunteus,  and  the 
biirk  is  used  for  dying  olives,  drabs,  and  yellows.  It  is  also  valuable  for 
drcBHing  hidefi,  but  not  much  used  in  England  for  that  purpose.  It 
prtibabl)  coiiiaius  more  tannin  than  any  other  description  of  oak  bark; 
It  IS  of  course  necessary  lo  jireeent  water  from  coming  in  eontait  with  if, 
as  its  vahiablL'  principle  is  soluble  in  water.  Hamburg  lares  :  Pliila- 
delphia,  New  York,  and  Baltimore  rprereitron,  10  ^  cent* 


STEVENS    ON    STOWAGE. 


80.5    QUICKSILVER  or  mercury  is  an  imperfect  metal  resembling 
melted  silver;  it  is  tljc  heaviest  of  all  Huids,  and  is  fotmd  in  Germany, 
Hungary,  Italy,  Spain,  and  Sotilli  America.     It  is  usually  contained  in 
>  wrought  iron  bottles,  weighing  B4tb.  net,     A  llask  in  Califorula  75 tb. 

806  RAGS  AND  SHODDY*  Rags,  particularly  when  unwashed, 
should  not  he  slowed  near  oil,  linseed  oil  especially,  or  turpeinine,  or 
spontaneous  comhnstion  mny  ensue;  when  su!>jecled  to  heavy  pressure 
the  liability  is  increased.  In  July,  1864,  while  the  hands  were  discharg- 
ing the  cargo  from  the  steam-ship  Poilur,  Cap t.  Witt,  from  Hamburg, 
lying  in  the  river  off  Sl George's  Stairs,  Horselydown,  a  bale  of  rags  in 
ihe  main  hold  was  found  on  fire ;  they  had  ignited  spontaneously,  and  had 
evidently  been  burning  several  days.  The  hale  was  soon  got  on  deck;  no 
damage  was  done  to  any  other  portion  of  the  cargo*  The  screw  steamer 
Gitana  left  Hamburg,  May  20,  1865,  with  a  number  of  passengers  and  a 
general  cargo,  among  which  was  a  quantity  of  shoddy  ;  she  Iiad  not  been 
out  many  hours  before  the  cargo  was  discovered  on  tire.  The  passengers 
were  not  then  made  aware  of  the  fact^  for  fear  of  unnecessary-  alarm,  but 
ev*:ry  exertion  was  used  by  t!ic  master  and  the  crew  to  slop  its  progress. 
Orders  were  given  to  put  on  all  steam,  and  make  fur  West  HanlejjooL 
Smoke  was  issuing  thiough  the  crevices  on  deck,  and  into  the  fore  cabin 
— the  cargo  being  stowed  in  the  fore  bold.  All  vents  where  air  might  be 
able  to  en ter  were  covered*  During  the  w hole  of  the  next  day  the  evidences 
of  the  fire  were  still  perceptible,  bui  it  hud  apparently  made  little  progress ; 
the  passengers  were  therefore  not  apprehensive  of  serious  consequences. 
West  Hartlepool  was  at  last  reached  and  the  vessel  steamed  up  lo  tbe  wharf; 
the  floating  lire  engine  was  immediately  brought  near;  hatches  were 
opened  ;  the  smoke  that  first  issued  was  immense ;  but  the  hoses  were  put 
into  full  play,  and  kept  up  a  continual  stream  until  the  fire  was  subdued, 
'ihe  damage  was  unimportant*  In  August,  I66r5,  a  fire  commenced  on 
board  the  steam- ship  .^ii/er(,  in  Prinee*b  dock,  Hull*  through  the  spon- 
taneous ignition  of  some  bales  of  shoddy,  part  of  her  cargo,  but  was  soon 
I  extinguished.  Rags  are  not  included  in  the  London  and  Baltic  propor 
tjouate  rales  of  freighu  London  brokers  aUege  llial  they  will  stow  more 
advantageously  than  flax,  which  is  in  the  table  of  rates,  Memel  exports 
by  far  the  largest  quantity  from  the  IJaltic,  and  also  considerable  quantities 
of  fiax*  The  principal  bworn  hrokcr^i  there  aver  that  rags  stow  7 J  to  ?^^ 
cent,  better  than  Oax  ;  it  is  therefore  usual  with  London  brokers  to  cbai'ter 
ships  on  this  side  at  a  ditference  of  5*.  less  for  rags  ihau  for  Hax.  In  oppo- 
sition to  this  arrangement  a  Leith  owner  stated  May  25,  k^tM,  that  bi*i 
khip  registers  U'2  ton  and  discharged  10 1  ton  of  rags,  whereas  she  would 
have  loaded  at  lt*ast  15  ton  more  had  slie  had  a  cargt»  of  jlax.  Rags  are 
Roujctimt's  freighted  at  the  same  rate  as  bark.  A  bag  of  Hamburg  weighs 
31  cwt;  a  bale  of  Mediterranean  41  ta  ^civL 


454 


STEVENS    ON    STOWAGE, 


807  RATTANS.  Scedmiimgeatid  whangees.  Bombay  Ion  16 cwt. 
in  bimdlL'8,  wliaiigees  and  cmies;  16  cwt.  ground ;  Bengal  iind  Mtidras 
20  cwu  for  dunnage.    There  are  usually  100  canes  in  a  bundle  of  ratlaiis. 

808  HECl^IPl'S  FOR  GOODS,  The  questii»n  re«^arding  receipts 
for  goods  was,  as  between  French  docks  and  railways,  decided  in  the 
affirmative  by  the  Tribunal  of  Commerce  of  the  Seine,  October  31,  18C2. 
The  Orleans  Railway  Co.  were  plainiifTs,  and  the  Docks  Nuj>oleQn  Co, 
defendants.  The  question  at  issue  was  an  important  one  for  railnray 
companies,  which  are  in  the  babiiof  depo.«iiing  large  f|uantilies  of  goods 
at  the  docks,  on  account  of  owners  who  tlo  not  wish  to  pay  tlte  duties 
nniil  they  have  sold  the  merchandize.  The  companies  have  therefore  an 
iniercst  in  ohlaining  a  receipt  from  the  doeka,  slating  the  exact  weight  of 
the  merchandize  when  delivered,  in  order  thai  they  may  not  be  rendered 
liable  fur  any  deficiency  found  at  a  future  time  when  the  guods  should  be 
weigljed  for  payment  of  duly ;  such  receipts  the  Dock  Co*  had  constantly 
refused,  and  hence  tlie  present  action.  On  the  4th  September  the  Orleans 
Co.  dcpoaiied  at  the  dncks  270  bags  of  ravr  codec,  the  weight  of  which  as 
announced  in  the  invoice,  was  20,999  kilogrammes.  The  Railway  Co, 
demanded  that  the  coflee  should  be  immediately  weighed  and  a  receipt 
given  accordingly,  but  the  application  was  refused.  The  tribunal  after 
hearing  counsel  on  both  sides,  gave  judgment  for  plaintiffs,  in  which  it  is 
stated  that  the  Dock  Co.  were  wrong  in  refusing  to  give  a  receipt  for  the 
exact  weiglitof  the  merchandize  on  delivery,  that  it  should  coniscquenlly 
be  responsible  for  any  deficiency  in  the  weight  of  20,990  kilogramraea ; 
and  that  for  the  future  it  should  be  bound  lo  weigh  immediately  all  goods 
deposited  with  it  by  the  Orleans  Co.  and  give  a  receipt  accordingly. 
Defendants  paid  costs. 


RED  EARTH.    Bombay  ton  SOcwU 


810  REDWOOD  is  usually  in  junks,  3  or  4  feet  long  by  2  inches 
thick.  It  is  shipped  all  the  year  round,  and  makes  capital  dunnage  for 
the  wings,  for  the  cantliucs  of  casks,  kc ;  it  is  considered  by  some  masters 
as  croukedj  ngly  stuff*,  occupying  much  valuable  space ;  the  smallest  of  it 
is  said  to  dunnage  a  ship  more  than  is  necessary  for  the  preservation  of 
cargo.  Where  dunnage  is  cheap  it  is  recommended  lo  refuse  redwood 
unless  a  fair  freight  is  paid,  especially  when  other  rates  are  fair.  As 
broken  stowage,  being  beovy,  it  makes  some  ships  tender  at  sea;  see 
dunnage.     Bengal  and  Madras  ton  20 ewt.  for  dunnage;  Bombay  lOcwL 

81 1  REGULUS  was  given  as  a  name  by  chemists  to  metallic 
matters,  when  separated  from  other  substaiices  hy  fusion.  It  was  after- 
wards applied  to  the  metal  extracted  from  the  ores  of  the  semi-metols  which 
formerly  bore  the  name  thai  h  now  given  to  the  semi-melaU  thenisclves. 


* 


STEVENS    ON    STOWAGE* 


455 


In  other  words,  it  is  copper  ore  wUicli  has  been  once  ihroiigli     [REGULD  S 
the  fire.     Oh  the  West  Coast  of  South  America  it  is  usually  sliippcii  in 

fulk.    Being  heavier,  it  requires  a  platform  higher  llian  that  used  for  copper 
re;  see  ores.     Regains  at  Adelaide  is  calculated  at  above  25  {f^- cent, 
eaviertimn  copper  ore;  ii  la  usually  shipped  thence  in  heer  hogsheads, 
onlaining  about  I4i  cwt,  eachj  or  in  Imgsof  5(>tb,  in  each* 
812     RESPONSIBILITY,    The  custom  and  usage  of  the  port  will, 
in  a  great  degree,  regulate  the  mode  of  loading  ships,  when  there  is  no 
express  condition  to  the  contiary;  bnt  masters,  being  under  the  same 
penalties  as  common  carriers,  are  nevertheless  bound  to  plnce  the  goods 
n  position  so  that  they  will  be  unlikely  to  injure  each  olber,  to  keep  them 
safe  custody,  and  to  deliver  them  id  g(*od  cundilion  to  the  legal  owner 
cif  the  bill  of  lading.     It  therefore  follows  that  if  goods  liable  to  leak  are 
placed  over  hale  goods,  or  if  a  cask  be  slovc  when  letting  it  down  in  the 
hold,  the  master  is  liable.     Irrespective  of  the  legal  responsibilities,  it  is 
well  known  that  shippers  at  home  and  abroad,  when  aware  that  their 
eargoes  will  be  stowed  properly,  will  give  a  preference,  and  at  higher  rates^ 
ibose  masters,  British  or  Foreign >  w[m  undertake  to  guarantee  the 
tannage,  &c;  sec  the  letter  of  Mr.  Moegan,  consul  at  Bahin,  in  the 
I      iLfticle  coal, 

^H  813  Lord  Chief  Justice  Tkntkrbkn  says  (in  reference  to  respon- 
^Buibility ) :  the  di^^jmsal  of  the  cargo  by  the  master  is  a  matter  that  reqitires 
^Hthe  utmost  caution.  He  should  always  bear  in  mind  that  it  is  his  r/w/y 
"  ia  convey  it  to  the  place  of  destinafion.  Tiiis  is  the  purpose  for  which  he 
^^hasbecn  entrusted  witli  it,  and  this  purpose  he  is  hound  to  accomplish  by 
^fcvery  reasonable  and  practical  method.  What  tljen  is  the  master  to  do, 
^^nf,  by  any  disaster  happening  in  the  course  of  bis  voyage,  he  is  unable  to 
^Bcany  the  goods  to  the  place  of  destination,  or  to  deliver  them  there  ?  To 
''  ibis,  as  a  general  question,  I  apjirehend  no  answer  can  be  given  ;  every 
ca«€  must  depend  upon  its  own  peculiar  circumstances.  The  conduct 
per  10  be  adopted  with  respect  to  perishable  goods  will  be  improper 
llli  respert  to  a  cargo  not  perisfiable ;  one  thing  may  be  fit  to  be  done 
lib  fish  or  fruit,  and  anntber  with  timber  or  iron  :  one  melhod  mjxy  be 
n»per  in  distant  regions,  annihtr  in  the  vicinity  of  the  merchant — one  in 
frci|ueutcd  navigation,  another  on  unfrefjuented  shores. 
814  The  wreck  of  the  ship  Is  not  necessarily  followed  by  an  impossi- 
Vllity  of  sending  the  goods  forward  ;  it  does  not,  of  itself,  make  their  sale 
a  measure  of  necessity  ur  ex[*udieiter  ;  much  less  can  the  b>8&of  the  seosun, 
or  of  the  proper  course  of  the  voyage,  have  this  eflect.  An  unexpected 
l^^anterdictiou  of  commerce,  or  asuddi  n  war^  may  defeat  the  advi-niurc  and 
^■oblige  the  ship  to  stop  in  her  courHe ;  but  neither  of  ihese  events  doth,  of 
['      Itself  alone,  make  ii  necessary  to  sell  the  cargo  at  the  place  to  which  it 


456 


STEVENS    ON    STOWAGE. 


may  be  proper  for  llie  ship  to  resort.  In  these,  and  [RESPONSIBILITY 
many  otlier  cases,  the  mastermay  he  discharged  of  his  obligation  to  de 
the  cargo  at  tlie  place  of  destination  ;  bnt  it  does  not  therefore  follow 
he  is  authorized  to  sell  it,  or  ought  to  do  so.  What  tlien  h  he  to  do  ?  In 
general  k  may  be  said  he  is  io  do  thai  which  a  wise  and  prudent  man  wiil 
ihink  most  conducive /(/r  Ow  benefit  of  all  concenied.  In  so  doing  he  may 
expect  to  he  saved,  because  the  merchant  will  not  have  reason  to  be 
dissatisfied ;  hut  what  this  thing  will  be,  no  general  rules  can  teach. 

815  Some  regard  may  he  allowed  to  the  interest  of  the  ship  and  of 
its  owners;  bnt  the  interest  of  the  cargo  must  not  be  sacrificed  to  it. 
Transhipment  for  the  place  of  destination,  if  it  be  practicable,  is  the  first 
object,  because  that  is  in  furtherance  of  the  original  purpose  :  if  that  be 
impracticable,  return,  or  a  safe  depof^it,  may  be  expedient.  A  disadvan- 
tageous sale  (and  almost  every  sale  by  the  master  will  be  disadvantageous) 
is  the  last  thing  he  should  tiiink  of,  because  he  can  only  be  jnstified  by 
that  necessity  which  supersedes  all  human  laws*  ^h 

816  Lord  Campbell  gave  a  very  important  opinion  in  the  Court  <y^H 
Queen's  Bench,  in  May,  1856,  regarding  the  liability  of  owners  to  deliver  ' 
goods  in  good  order, 

GiLLE8P[fi  i;.  TnoMTsoN.  This  was  an  action  brought  to  recover  damages 
resulting  by  the  id  I  eged  bad  stowage  of  flour  on  a  voyage  from  New  York  to 
Livei'pool.  The  qnention  came  before  the  court  under  the  provisions  of  15 
and  IOVjc.  cap.  l(J,  sec. 46.  In  the  month  of  Aprils  1^51,  plaintiffs,  who  are 
merchants  in  New  York,  shipped  in  good  order  and  condition  on  hoard  the 
American  ship  Star  of  Uie  West,  of  which  defendants  were  then  owners»then 
lyiog  in  that  port,  and  hound  for  Liverpool,  1,326  barrels  of  flour,  for  which 
ft  hill  of  lading  was  signed  by  the  master  in  the  ordinary  form.  She  had  tt 
miBcellaneons  cargo,  consisting  of 

Barrels  Bpiritfr  inrpentino, 
PtinclicoiiM  tiiq>e]itiiie» 
Barrels  iaXt 
And  some  otlier  artielea. 

Vessels  from  New  York  bring  very  miscellaneons  cargoes,  and  flonr  and  ti 
pentine  are  soinetimes  brought  in  the  same  ship,  but  tite  phiiutifls,  when  ihey 
shipped  the  flour,  had  no  notice  and  were  not  aware  that  turpentine  wua  or 
wonld  bo  shipped.  On  arrival  in  Liverpool  it  was  discovered  that  the  flour 
was  tainted  by  turpentine,  and,  under  the  adviue  of  competent  brokers,  the  flour 
was  sold  by  auction,  and  produced  i;i06  10*.  lOti.  less  than  its  sound  value. 
The  damage  had  not  rcBuUed  from  sea  damage,  but  it  was  cmised  by  the  fnrnes 
arising  frojir  the  tur[*eiiline  having  reached  and  tainted  the  flour.  The  damage 
did  not  result  from  any  direct  contact  between  tlie  flour  and  turpentine,  for 
both  were  properly  stowed  anil  dunuaged^  and  cai'e  was  taken  to  separate  them 
fioiu  each  other,  and,  save  in  bo  far  as  it  may  be  considered  inij>roper  in  any 
catw  h)  plflc«  fluur  and  ttirpeutine  in  the  same  vessel,  there  was  no  nogligenco 
or  wont  of  due  coie  ou  the  purt  uf  the  owners,  or  master,  in  the  stowage  in 


2,150 

BarrelB  flotuTi 

250 

000 

Biilcs  cotton, 

57 

8WJ 

TierreB  Lird^ 

3,600 

loti 

Hogtili^adB  tuHow, 

STEVENS    OS  STOWAGE. 


457 


IqiM^tioti.    Altbougli  flour  and  turpeutlue  are  some-     [BESFONSIBILITIT 

I  tiuu:8  aliippwd  in  the  sttmeliold,  it  is  the  iWt  that  lluur  cartic:!  with  li^rpiUitje, 

[ liiVB  ill  anitjj  iiistauecs,  received  more  or  less  damage  from  it;  and  piuitititFti 

[  conteudtfd  that  it  ia  irnprojier  stowage  to  phice  artiuk'ii  in  a  yessel's  hold,  ao  that 

[the  preseoceof  oue  juay  duumge  another,  and  that  as  the  damage  in  thia 

Case  was  not  the  result  of  tlie  peril  of  the  sea,  the  shipowner  is  bound  to  make 

jood  the  lo83.     The  question  for  the  ojuuion  of  the  court  was,  whether  defend* 

Imnii  were  Uahlo  for  the  damage  sustained  under  the  eircumstanccB.     If  the 

Court  should  be  of  opiniou  Ihiit  ihcy  were  so  liable,  judgment  of  nil  dL-U  was 

^  bo  entered  for  plaintilTs  for  £im  l«!j,  lUJ,     If  the  court  should  be  of  a 

oiilrajy  opiaian  their  judgment  of  nolle  prostqui  ia  lo  be  entered* 

Lord  Cakfoei.l:  The  oiiiniou  of  the  court  is  that  the  owners  took  tbo 
[goods  iij  good  order  and  couditiou,  mid  undertook  thtit  they  should  be  so 
^ delivered,  the  dangers  of  the  j^ea  excepted;  lliey  were  delivered  in  bad  order 
Aud  coudition,  being  greatly  deteriorated  hy  the  turpentine,  that  dors  not  come 
within  any  express  or  implied  exception  ;  we  think  it  ha^  resulted  from  bud 
■towage  which  has  produced  this  elfcet.  Tliero  is  jio  doubt  the  owner  of  the 
fthip  is  liable.  Mr,  Manisty  :  I  hope  your  lordship  will  say  it  is  a  fair  case  in 
which  wo  chould  rot  beaj:  ttie  co!^t»    Lord  Campbell:  I  think  it  a  case  in 

Iwhieh  the  cost  unquestionably  ought  to  follow  the  event     You  raust  take  it 
ftsil  you  hud  proceeded  and  submitted  everything  that  you  thought  proper 
ibr  and  required  the  deliberation  of  the  court.    See  IranshipmeuL 
€ti«] 


817     KKTOUTS  (clay)  slmuld  be  a  towed  in  tbe  hatchways  or  in  the 
Ictida  of  the  ship  on  the  top  of  the  cargo,  care  bein;;  taken  to  nmlie  a  lei^el 
bottom;  not  more  than  four  tiers.     They  are  in  pieces  3  to  lOfi^et  long, 
14  to  20  inches  diameter,  and  weigh  6  to  Rfcwt.  each. 


818     RHEA.     Bengal  and  Madras  ton  50  cuVic  feet  in  bales. 


I 

^  Bid  UUUBAKB,  the  root  of  a  plant  which  grows  wild  in  Turkey, 
Asia,  &c.  It  should  he  kept  perfectly  dry.  Bumbay  ton  50  cubic  feet  in 
ci^es.  A  box  couUiining  !ialf  a  pccul  of  Chinese  measures  3*33^  cubic 
feet}  15  boxes  or  8  parcel  boxes  go  lo  a  ton  of  50  cubic  fect» 

820  RICE.  Very  little  comparatively,  ia  grown  on  dry  soils;  that 
cultivated  on  the  bills  is  usually  small  and  remarkably  crisp.  Most 
dcBcripiious  require  a  moist  soil ;  in  some  parts  the  stalks  are  kept  under 
wat«?r  until  the  grain  is  rijie.  East  India  rice  is  often  mouldy  when  first 
shipped,  in  consequence  of  the  wetness  of  the  seasons.  At  Moulmein, 
ahbongh  in  appearance  perfectly  dry  when  brought  by  the  country  cans, 
atid  quite  cool  in  the  heap,  ytt  after  being  packed  in  gunny  bags,  and 
stowed  in  a  ship  s  hold,  it  becomes  so  hot  that  the  nir  which  rises  through 
the  vncaiicies  round  the  sianehions,  &.c,  is  described  as  being  similar  to 
that  from  an  ovt-n.  This  air  ascends  like  steam,  and  striking  uudenieaih 
tb»  cold  decks,  when  the  hatches  are  dosed,  caiidctises  speedily,  especially 
in  the  hatchways^  and  drops  on  goods  belo^j  thereby  frequently  causing 


im 


STEVENS    ON    STOWAGE 


damage ;  aairiciimes  llie  ba^  containing  rice  immediately  ander  [KICB 
ihe  hatches,  nrc  qniie  ruucn  on  arrival  at  the  |>ort  of  discharge.  The  steam 
is  also  highly  injurious  k>  ihe  paint  work,  and  oticn  detrimental  to  the 
health  of  tlie  crew;  cargoes  in  a  hoi  slate,  injure  the  ceiling,  decks,  and 
timbers  of  ships.  Ventilation  h  absolulely  necessary.  Rice  shipped  at 
Akyab,  Rangoon,  and  Basslen,  becomes  heated  in  the  same  manner  ; 
that  from  2\Ioulniciii,  lu  Fndia,  speaking  generally,  two  crops  of  flooded! 
rice  are  obiaiiied  annually;  the  fir«l  is  cut  in  February  and  March,  ihe 
second  is  reaped  in  O  club  en  The  earlier  one  is  by  far  the  more  valuable. 
In  Ceylon,  rice  is  usually  sown  in  July  and  August,  and  reaped  in  Fob* 
ruary,  but  there  is  not  sudicient  grown  on  the  island  for  tlie  consumption 
of  the  inlmbitants,  who  are  therefore  obliged  to  import.  In  Sumatra,  the 
rainy  season  is  from  about  November  towards  ihe  close  of  February ;  the 
han'est  occurs  in  April. 

821  There  is  consiJerable  diflference  in  the  weight  of  rice,  especially 
•a  between  what  is  termed  clean  rice  and  Paddy,  (rice  in  the  busk,)  which 
is  lighter.  An  ordinary  sliip  cannot  take  a  full  cargo  of  clean  rice  ;  with 
abonl  8t>cenL  of  paddy  she  may  be  filled  "chock  np/'  An  iron  ship 
oi  853  ton  register,  from  Rangoon,  delivered  in  Liverpool  658  ton  of  rice, 
of  the  usual  quality,  and  ^57  ton  of  paddy,  and  yet  was  not  *'  chock  full." 
Wooden  ships  of  1,000  ton  and  upwards,  wilt,  as  a  rule,  carry  25  ^  cent. 
additional  of  paddy;  iron  ships  more.  With  rice  cargoes  ballast  h 
unnecessary,  but  a  good  depth  of  dunnage  is  required  and  may  be  used 
without  loss  of  freight;  if  in  bags,  say  20  inches  to  2  feet  on  the  floor, 
carried  well  up,  and  the  sides  plentifully  8up|died  with  bamWos  or  other 
similar  articles,  Mat  over  all.  Quantitiea  of  paddy  are  shipped  from 
ports  on  the  east  side  of  the  Bay  of  Bengal,  viz  :  Akyab,  Bassien,  Rangoon, 
and  Moulmein.  The  loss  of  weight  on  the  passage  to  Europe  was  for- 
merly from  10  to  12 J  per  cent ;  now^  it  seldom  exceeds  5  per  cent, 
generally  3  to  4  per  cent;  it  is  greatly  increased  by  the  large  number  of 
weevils  and  other  insects  which  infest  common  dirty  rice.  The  loss  on 
good  clean  rice  is  from  2  to  3  per  cent*  An  experienced  Liverpool  firm 
slatea  that  a  well -ventilated  cargo  turns  out  belter  weight  than  one  not 
ventilated;  it  is,  however,  difHcuU  to  persuade  shipmasters  so.  A  ship 
of  200  ton  register,  was  freighted  in  1&61,  at  Algoa  Bay,  to mn  in  ballast 
to  Calculta,  "  and  there  receive  from  the  charterer's  agents  and  load,  a  J 
full  and  complete  cargo  of  Bengal  produce,  not  exceeding  what  she  caajj 
reasonably  stow  and  carry,  and  being  bo  loaded  shall  return  therewith 
Algoa  Bay;  freight  to  be  paid  in  consideration  of  the  due  performance 
of  this  agreement  by  the  cbarterers  on  unloading  and  right  delivery  of 
the  cargo  at  the  rate  of  GO*,  sterling  per  ton  of  20  cwt.  net,  for  weight, 
and  of  50  cubic  feet  for  measurement  respectively.**  On  delivery  she. 
made  out  rice  240  ton  weight,  bales  26  ton  measurement.     On  oni 


STEVENS    ON    STOWAGE. 


W^ 


occasiou  she  had  carried  330  ton  weigbt  Tndllan  corn,  and  on     [RICIi 

^another  lOOton  iron,  and  350 Ion  measurement  goods.     It  appeared  iliat 

H  the  rice  imported  into  Algoa  Bay  is  uf  an  inferior  sort,  and  not  of  the 

B^fair  <|ualily  usually  shipped  to  other  pons,  which  is  considered  dead- 

H  H-eight,  and  is  nearly  &o.    The  Ra^eiucraitj  (see  linseed)  with  1 1,CH>0  bags 

H<»r  Calcutta  rice,  shipped  in  August,  1803,  drew  19  feet  2  inches  aft  and 

18  feel  9  forward.     The  rice  was  discharged  at  Port  Louis,  Mauritius)  in 

Nuvemberj  1863 ;  there  was  no  loss  by  evaporation.     Some  limes,  nier- 

H  chants  there  make  charges  against  the  ship  for  what  are  termed  "slack 

^  kag»i*'  that  is,  bags  not  full,  on  the  plea  that  they  were  fall  when  shipped. 

If  lh<5  roaster  can  pruve  to  ilie  eontrary  he  will  resist  ilie  demand,    IMasiers 

should  sign  hills  of  lading  for  the  number  of  bags  received  supposed  to 

contain  rice,  and  not  sign  for  full  bags. 

622  At  CalCBtta,  with  genei'al  cargo,  rice  is  often  injured  by  black 
lead,  tttdigo,  and  lurmerie^  i^ugar  should  be  well  covered  wiih  mats,  to 
receive  rice,  wl*ich  should  never  be  stowed  umler  it.  It  readily  absorbs 
tmroonia  from  substances  containing  it,  and  should  there  fur  e  be  stowed 
at  a  great  distance  from  guano  or  i^uperpbosphate.  Kiee  absorbs  moisture, 
generates  heat»  and  consequently  creates  leakage,  from  all  liquids  near; 
on  discharging  a  cargo  uf  rice  which  was  stowed  on  a  ground  tier  of  aiTack, 
all   the  casks  were  deficteni,  and  sunie  entirely  empty.     At  Calcutta, 

•  Akyab,  Rangoon,  Bassien,  Moolmein,  Madras  Bum  bay,  and  Singapore, 
rice  is  packed  in  bags  dotible  and  hinj^le;  the  single  must  be  handled 
iritii  great  care  or  they  will  burst;  latterly,  in  consequence  of  the  cost  of 
the  nmlerial,  few  double  bai(5s  have  been  used,  except  from  Calcutta.  The 
exports  of  rice  from  Bombay  and  Singapore  is  itol  extensive.    At  Madras, 

■  rice  is  shipped  in  surf  bnaiiv;  the  loss  hy  damage  is  from  d  to  15 1>  cent. 
Mr.  Maddock,  pilot,  says,  IH62,  *'  in  the  rice  season,  which  commences 
in  December  and  continues  until  May,  ships  often  go  from  Calcutta  to 

(Akyub.  At  the  southern  ports — Bassien,  Kangoon,  &c.  the  shipments 
begin  usually  in  November,  but  the  best  loading  months  are  January, 
February,  March,  and  part  of  April,  as  there  is  then  more  freight  otfering. 
The  first  breaking  up  of  the  norih-east  monsoon  is  generally  observed  in 
May,  and  cargoes  loaded  later  than  thisj  are  liable  to  be  more  or  less 
injured  by  rain  in  the  course  of  shipment.  Vessels  bound  for  the  Straits 
and  fur  China  occasionally  leave  as  late  as  July  j  but,  as  their  cargoes 

tare  in  bulk,  and  the  hulehes  are  removed  whenever  opportunity  oflers, 
th«re  is  not  much  fear  of  damage.  Ships,  however,  with  a  cargo  ho  heavy 
and  trying  as  rice,  bound  for  Europe,  should  never  sail  later  than  April,  io 
as  to  ensure  a  safe  passage  both  over  the  bar  and  down  the  bay,  before  the 

south-west  mcmsooii  attains  its  full  strength;  by  leaving  thus  earl)'  too, 

\  saiing  is  efleeled  in  the  payment  of  pilot  rates  and  other  expenses, 
f  which  arc  charged  much  higher  as  the  season  advances."    The 


4C0 


STEVENS   ON    STOWAGE, 


dccreuse  on  tlte  voyage  to  Europe  of  a  car^o  of  000  Ion  of  Akyab  [RICE 
rice,  was  al  \\w  rale  of  4J  |>  ceni.  ami  iLc  mrc  (sirij^le  bags)  amoutiUul  to 
rattjor  more  tliaii  6  ton.  Tlie  tlccnnise  iti  ucigljt  from  Akyab,  Haiigoon, 
Bassitn,  aiici  Moulmein,  is  geuLnilly  froju  3  lo  4  J,  and  from  Bengal  not 
over  2i  {j>cent.  The  rit-e  shippt'd  al  iljese  jiorta  is  much  deaner  now 
lliaij  fornjcrly.  Ariacan,  y,90L>  bags  wci^licd  on  board,  0^8  ton  9  cwl, 
i-4  qijai  tens  ;  orii-[urn  650 ion  4  cwU  l"2U fiiiarltis  ncU  All  rice  frei;^hls 
(iXHU  iIjc  East  liuiits,  are  by  wt-igbt,  net  delivered, 

623  Armcan.  Lieut,  Nut  hall  says,  **  ibe  cbief  produce  and  export 
is  rice,  Akyab  being  ibe  slapping  porL  The  loading  season  comaicnces 
after  the  breaking  up  of  the  rains  (whieh  are  very  heavy)  or  ibe  south- west 
inonsonn,  if,  in  all  November.  At  tliis  lime,  grain  of  the  lant  year's*  crop 
can  be  procured,^* be  Datives  being  then  able  lo  iinhusk  ihe  paddy,  find 
prepare  it  lor  shipment, — a  proeess  ubieh  cannot  be  accomplished  during^ 
ihe  rains,  as  it  ia  necessary  first  lo  dry  it  well  in  l!ie  sun.  Clean  rice  is 
never  kept  ready,  beyond  wluit  may  be  ref[nired  for  local  eonsuniplion>  as 
il  does  not  keep  well  in  the  darn[*  climate  of  Arraean.  Vessels  have  occa- 
sional ly  arrived  before  the  above  |>enod,  vvitliout  having  sen  I  previoui 
orders,  and  thereby  incurred  great  loss  and  delay.  The  harvest  usually* 
commences  during  the  latter  end  of  November,  wiih  the  Laroong  and 
Longphroo  rice,  whieh  is  nearly  all  cut  and  exported  by  the  end  of  Decern* 
ber,  or  early  part  of  January*  The  I/alooree  next  ripens  ;  and  the  harvest 
terminates  in  February,  with  reaping  the  Nacrensee,  which  forms  the 
most  bulky  part  of  the  cr<)p,  and  is  partly  held  for  exportation  during  and 
after  the  south-west  monsoon,  and  before  ihe  next  crop  becomes  available. 
Ships  coming  for  a  cargo  of  rice  of  the  la?^l  seasons  growlh  should  not 
arrive  before  the  end  of  November,  and  for  new  rice  not  before  the  end  of 
Decemler  or  beginning  of  January,  wben  ihe  harvest  having  been  par- 
tially made,  labour  can  be  employed  in  collecting,  husking,  and  clfcausing 
the  grain  for  shipn^cnt/' 

824  Rangoon  rice  or  Nga-seiu  rice  is  grow*n  in  that  portion  of  the 
Burmese  territory  ceded  to  Great  Britain  in  1826,  Tlie  harvest  is  most 
active  in  Deccn>ber  and  January,  Il  is  exported  from  Rangoon,  and  the 
first  shipment  of  the  new  crop  to  Europe  takes  place  usually  about  tlic 
end  of  February,  The  bulk  is  sbijiped  by  the  setiing  in  of  the  rains,  < 
which,  in  18€3,  began  May  19,  and  in  1804,  on  the  2l>th  ;  shipments 
(^nmciimes  extend  to  June,  A  basket  is  681  b.  net.  Nga-sein  rice  weighs 
about  54l1x  t>  bushel.  At  Rangoon,  **in  season*'  rice  means  ihal  which 
is  shii>ped  from  Junnary  to  Ajiril ;  "  out  of  season"  after  April.  The  term 
**  newly  nnhuskpd"  means  unhusked  shurily  before  shipment,  so  that  it 
has  not  been  long  exposed  to  the  heat  of  the  climate* 

825  The  ship  J.  P.  IVheeler^  Capt*  Robinson,  of  Boston^  855 ton 
rfgisier  American,  1*40  English^  and  which  could  carry  1,600  ton  uf  coal. 


7Ai 


46! 


I 
I 


took  in  1,400  ion  of  rice  at  Moulmein,*  in  Deceoiber,  1857,  [RICE 
This  rice,  (ut>l  sr»  clfaii  as  tliat  at  Haugoon  ami  Akyab,  Leini^  say  one- 
lliird  padtlvj)  was*  packeJ  id  tjuniiy  ba;^s  containing  two  maiinds,  It52  to 
I64tb*  each,  according  to  tbe  cleanness  nf  ibe  contents.  The  dnnnaj^e 
cacb  side  the  keelson,  teak  logs,  slabs,  plankinjt^s,  &c,  "2  ft^et,  decreasing  lo 
18inclit*s  balf  way  beiwcen  ibe  floor  anj  tlie  beams  ;  then  bamboos  up  to 
the  main  dtck,  say  4 inches,  or  the  ibickness  of  an  ordinary  bamboo; 
*tween  decks,  masts,  &c.  the  same;  mats  oicr  all,  and  against  iron  bolts, 
round  stanchions,  Sic,  With  the  1,400  ton  there  was  sntlicient  space  left 
for  700  bags,  but  sIjc  was  in  fair  trim  ;  her  hoUK  23  feet  deep,  was  stowed 
10  ft  depth  of  20  feet.  All  her  provisions  and  water,  excepting  two  casks, 
were  below.  It  was  calculated  that  the  rice  wonld  decrease  in  weight 
50  ton  before  dischurging,  or  say  3|  ^j>  cent.  On  ihe  passage  fore  and  after 
batches  were  kept  open  constantly;  the  main  hatchway  in  fine  weather. 

826  Quantities  of  rice  are  exported  from  the  East  Indies  to  CMaa. 
Sbipraents  at  Singapore  are  contingent  on  the  edicts  of  the  King  of  Siam. 
SbipH  taking  rice  tnto  Macao  are  exempt  from  measurement  daty,  paying 
only  $60  to  the  p  roc  mad  or.  At  Amoy,  they  arc  admitted  free  of  port 
dues;  with  export  cargo  they  are  liable  to  half  the  present  port  dues,  or 
2fii.  *5c.  per  ton  reg;  ships  laden  wiih  rice  and  having  a  considerable 
portion  of  genera!  cargo  intended  for  another  port»  are  exempt  from  duty ; 
if  partly  laden  with  rice  and  general  cargo,  they  are  charged  full  tonnage 
dues,  should  any  of  it  be  sold  and  discharged, 

827  United  States.  In  Carolina,  sowing  is  generally  completed  by 
March  15;  harvest  commences  Angnst  31,  and  extends  through  ihe  end 
of  September,  sometimes  later.  From  South  Carulina,  it  is  usually 
shipped  in  barrels  or  tierces  of  C  to  7  cwU  each  ;  dunnage  say  9  inches  in 
the  bottom,  14  in  the  bilge,  and  2^  against  the  sides  ;  tlie  tierces  stoued 
bilge  and  cutline,  and  carefully  chocked.  In  tierces,  Carolina  rice  is  always 
clean  ;  otherwise,  it  is  with  all  the  husk  or  paddy  on  it.  Small  quantities 
of  Brazilian  rice  are  shipped  at  Maranhain  for  England,  the  weight  is 
equal  to  peeled  Rangoon,  say  60  to  (j5fb.  -Ip- bushel. 

828  Bilge  water  with  a  rice  cargo,  is  very  olTensive ;  especially  if 
there  is  a  ditlicnlly  in  getting  at  the  body  of  the  water  by  the  main  pumps  or 
bilge  pumps;  the  stench  from  the  dregs  is  then  almost  unbearable, 

*  Moulmeia  harboor  in  infested  with  two  kmda  of  wortu  ;  the  larger  j^enetnatci  aad 

totftll/  dieatrojs  the  wooden  itocka  of  anchoro  lotig  Hubtnerged  (luilcbt  well  pud  with  cool 

hf  boring  holes  neiirly  &b  large  m  a  pea;  the  leiwer  are  oiaally  on  the  snifikce,  and 

ate  the  ibip'«  Htdet  betwi-en  wind  and  water,  through  holw  to  email  (being  only  ihn 

»  oi  «  needle),  that  thcj  are  not  perceptible  by  tm  ordinary  Initpectioa.     Shipt  for  thia 

Ir^de  ihonl*!  be  coppered  Idgb  enough  to  be  clear  of  the  stirface  when  fitlly  laden.     Hie 

f  itredo,  nr  timber  worm^  seema  to  be  more  destmctivt^  in  Monlmein  river  than  in  moni 

i  «ther  trupiciil  watens,  and  noaifegnard  but  extra  and  Hccore  copper^ihieatliing  oeetnt  to 

^  hmrtt  been  deriaed.     If  once  they  baTe  obtiuned  a  footings  it  ii  a  good  plan  to  lighten  thi 

bip,  when  the  beat  of  tho  lan  and  want  of  water  will  destroy  them  qtiickly. 


462 


STEVKNS    ON    STOWAGE. 


Tonnage,  Bengal,  Madras,  Bombay,  and  Moulmeio  ion  2ncwt  [RIC£ 
ill  bags.  At  Monlmeia,  about  14  baga  cleiiD  lice,  ov  16  or  10  puddjr.  niiike  a  lou. 
New  V«rk  ^iJ  rwt,  Baltitnore  2,^lUlb.  oet,  in  casks;  a  tierce  is  computed  tbei 
at  a  staiidiird  of  5U  cubic  feet.     Babia  IVeigbt  tou,  hag*,  i!3  cwt  bunuls  iS  c 

Measures— East  Indian.  An  East  Ii^diau  mauud  of  rice  by  faclo) 
TFeigbt  2  qr.  inife.  IO3  0^,  baxaar  2  fxr.  2i}[b.  2  oz;  a  imeka  mauud  80lb;  a  ba^! 
l^owt  [The  bazaar  mautid,  S2lb,  2oz.  is  always  used  for  rice.]  BeogJ 
baugee  of  paddy  dtb,  ckau  lice  0|tb.  lu  Bombay,  rice  ia  the  busk  is  sold  by 
tlie  moara  of  25  paras.  Raugoon  tayodati^  Mb,  Dornimilly,  but  iu  reality 
53Jtt>;  a  "ten,"  commonly  called  a  basket,  sliould  weigb  58  4fb»  it  is  usually 
reckoned  at  a  fcwt*  Baogalore  buddaU  oue-fourth  of  a  uiauud.  Malabar 
robbin  84tb.  East  ladiao  bamboo  ordinanly  5  piuts  ;  a  maund  (75tb.)  con- 
tains 21  bamboos.  A  basket  of  Arracan  2tUb,  and  a  fraction.  Gey  lou  parah 
of  paddy  3U  to  ;i3lb,  husked  rice  42  to  40.  A  Singapore  bag  is  equal  to  two 
Bengal  niaunds;  a  oiauud  lOOtb.  troy  or  82'2S7lb;  a  basket  of  pc-eled  Moul- 
mein  is  about  &Ulb»  mixed  00,  and  paddy  51.  Madagascar  moucha  about 
7  pinta  ot  iilb;  Malacca  gautong  6§fb,  qtioyane  40  Cbiuese  pecula  or  6'400Hi, 
Maeao  pecul  chapa  SDOlb.  Malay  basket  (5Blb.)  cousi^ita  of  30  cbupabs.  Al 
Manila,  tbe  coyau  varies  from  Ut(  to  135fb.  A  Mohicea  bamboo  lit*.  10  ox, 
Macassar  gautong  ^Ib.  5  oz.  Philippine  cavan  paddy  00fb»  tleaued  lice  I 
to  135 lb.  A  Japanese  koke  3,000  bags  or  bales.  In  the  list  of  ineaiiures 
gra'm,  there  are  several  applicable  to  rice. 

Foreign  measures.  A  Turkish  killo  is  supposed  to  weigh  lOOokes;  an 
oke  is  2  H2H0lb;  4Umecmeda3  or  ktllas  make  one  Araliian  ttumu  or  tomaud» 
which  weighs  lOBlb.  avoirdupois.  A  last  at  liolterduni  is  4,0OUlb;  some  say 
2,000  kihigrauuues  or  4,424lt>.    Ao  American  cask  0  cwt. 

Tares.  The  Customs  tare  on  Bengal  siugle  bogs  ia  3tt>,  double  4 tt>.  or 
lilb.  Another  authority  says  East  Indian  in  bags  2  ^  cent;  whcu  in  double 
bags  the  additional  btiggiug  is  weighed  separately  and  compensated  (?)  At 
Hamburg,  the  tare  lor  Carolina  is  real,  for  Ka^t  India  3  to  4lt).  per  bag< 
Antwerp,  Carolina  is  12  V*t!cnt.  in  casks,  and  13  iu  half-casks. 

A  bushel  of  Calcutta  rice  as  imported,  weighs  04 tb;  Madras  as  imi>orted 
04;  Carolina  cleaneti  61 J  ;  all  three  free  of  husk, 

829  RIDERS-    Any  tiers  of  casks  stowed  above  tbe  ground  ti« 
or  above  any  other  litr  iu  a  vessel's  hold* 

830  RIO  GRANDE  DO  SUL.  Vessels  drawing  more  tban  1 1  fL 
are  not  well  adapted  fur  the  port.  Anchor  sliould  be  cast  as  near  die 
ciistoni -bouse  as  possible.  Ships  being  numerous,  are  arranged  in  tiers 
along  the  coast,  the  ISrazilians  westward,  British  and  other  foreigner 
eastward*  Charterers  shotJd  hold  in  view  ibe  distinction  between  thj 
two  ports  of  Rio  Grande  do  8ul  and  of  Sao  Jose  do  Norlc.  Brazilian 
tons  are  often  calculated  to  exceed  the  British  register  tonnage  by 
one-third.  In  the  article  hides  there  ate  several  references  to  tlic  trade 
af  ibis  port.      Tbe  merchants  of  Rio  Grande  do  Sul  bave  framed  a 


i 


463 


»et  af  rules,  which  they  style  the  *' Caatoms  [RIO  GRiNDE  DO  SUL 
of  the  Port ;"  they  can  only  be  cans!  lered  to  have  been  made  fi)r  tlic  con- 
venience of  the  mercbaiils  and  to  nvoid  disputes,  and  will  nut  necessarily 
hind  the  master  when  rhev  may  be  iu  contradiction  to  the  charter  party; 
if,  however,  there  should  he  nothing  in  it  against  the  rules,  the  nief- 
dtanls  will  insist  on  them;  they  are  as  follows; — • 


EFLES. 


TEHaRLA  irith  curgoea  coHBiBtlng  wholly 
of  t*U  or  coftl^  arc  allowed  to  coutinn©  ta 
dtteli*rg6  aU  tlieir  oargpea  in  tho  oaclior- 
«g6  at  Bao  Joac  do  Nort«,  which  is  mach 
than  the  Boaihem  anchor  Age ;  hut 
I  with  genenil  cargoes  are  ri'<[uijrc4 
In  diaeharg^  at  the  t oath  (Rio  Orando,) 
MngalLowddioiuiliMid  a  saffieicnt  portion 
of  their  cargo  at  the  Sao  Jo9«  anchorage 
to  lighten  them,  eo  that  they  may  come 
tlirongb  themhalluw  channel  to  the  Roulh, 
the  cargo  thna  discharged  hf^ing  inimo' 
diatelj  hnroght  over  to  Bio  Graudo  in 


lighters.  Boneaith  and  baUast  are  usnallj 
completely  laden  atSaoJos^ ;  and  lln'rcEit, 
09  the  deeper  anchorage^  moi^t  Britiah 
veaaels  complete  their  cargoes  of  hides  or 
otlier  merehandiae.  In  conaeqnence  of 
dLHpntes  constantljaiising  between  foreign 
nia6ter»  and  their  cooalgneeii,  owing  to  the 
want  of  established  rultsM  whereby  to 
regnlate  the  settlement  of  nccounla*  it  ia 
resolved  by  the  reaideot  foreign  merchants 
that  the  following  rcgulationii  shall  ht;n co- 
forward  l>e  adopted  and  adhered  to^  nnder 
tlie  denoinitiatinnof  tho  coittoiii  of  the  port* 


B£61XLAII0NS. 


Thk  eonaigneea  of   reaaeb  shaU 

I  the  privilege  of  choosing  at  which 

k-boaB«  entry  shall  b*  givt-n. 

8.    The  Teasel  shall  bear  the  eitpcnso 

of  all  lighterage  attendant  upon  entry  at 

the  tooth  cosiom^bonse,  nnle«s  thcru  be 

•  apeciai  clause  In  the  charter  party  or 

Villa  of  lading  to  the  contrary. 

8.  That  npon  entry  being  gircn  to 
[  dinoharge  at  the  aonlh  cojitom- house,  and 
it  he  lotind  necenaary  to  lighten  the  veuel 
at  the  north,  eho  shall,  after  hcing  snffi' 
ciantly  lightened,  he  hrunght  over  to  the 
■onth,  if  required. 

4.  The  consigneea  alone  aboil  be 
entitled  to  commiiaion  aoeming  from  the 
fioniignment  of  tho  tcmcL 

5.  That  when  a  homeward  charter  ia 
rocjoiredf  the  consignees  shall  have  a  prior 
right  of  chartering  at  enrrent  ralea,  and 
Id  any  case  tho  ohartflr  ■hill  ho  dtboted 
tfaroogb  their  agf^cy. 

0.    Tho  roinmiiiMioii    f^T   rgqcTtfing 

cmtward  freight  Ahnll  hff  5  ^  cent,  on  the 

amount  p»yalde  ahnntd,    or  when  th« 

•Blare  freight  hi  so  payable  2||p  eiuit ; 

tad  whether  the  rcHsel  be  chartered  at 

^H  Imiomi  or  abroad  for  the  return  voyagOi 

^HliHi  ooniigneoa   nhidl    bf^  entitled   to  • 

^BfsnnlMioii,  which  shall  in  the  former 


I; 


I 

I 


caae  be  3},  and  in  the  hitter  5  |p  eent,  cm 
the  amonnt  of  freight. 

7*  The  churterers  shall  hare  tho  prLr- 
ilego  of  sending  thrir  own  stevedore  on 
board  ;  the  vessel  shall  bear  the  expense 
of  stowing  the  cargo. 

8.  The  charge  for  enstcmhonse  agcney* 
shall  bo  3'Jr»,  l,(¥H>/>.  ood  that  a  com- 
mission of  5  ^  cent,  shall  be  paid  by  tho 
Teasel  on  the  amonmt  of  the  dishnrto- 
menta,  naless  such  a  charge  he  ipeciaOf 
provided  againjt  by  the  charier  paitj. 

9.  That  outward  freight  pajable 
abroad,  iibail  be  recovered  on  deliTery  of 
the  cargo,  at  the  current  rate  of  exchange 
for  bilk  on  Tendon  at  the  euKtomary 
usance  of  9fl  days,  which  rate  shall  be 
eetahlished  by  the  hitLnt  imn«actions. 

10.  On  adjuKtment  of  freight  on  saltr 
28  olqnieres  shall  be  eafculated  to  the  ion. 

11.  That  a  commiitee  of  Uiree  of  tho 
nndertigndd  tball  decide  in  any  cases  thai 
that  may  he  coosidcred  eLceptioojd  la 
these  rvilulaUont. 

12.  The  nndenigned  bind  themsolTee 
to  a  strict  adherence  to  all  the  foregoio|; 
rales.  Rio  Grande,  November  16,  16&4. 
{Signid  bg  nine  Jii-mi^  of  tthtth  /our 
(18SI0)  wurfftd  in  other  Jitmt,  qm  i«m 

domtttirtd* 


4ri4  STEVKNS    ON    STOWAGE. 

831  ROPK,  Chiix,  &c.  Cordage  or  ropt%  is  hemp,  hair,  &c.  spun 
into  a  thick  yarn,  several  of  wliich  are  tiristed  together  by  nrheislA.  Wht^ 
made  very  sniLill  It  is  called  a  cord;  llience  lt>  an  iiichj  a  line;  and  when 
very  lliick,  a  cable.  All  dilliTent  kinds  uf  this  Tniinufaclure,  from  a  fishing 
line  ur  wiiipcord  up  to  a  low  rope  fur  a  line-or-haltle  ship,  wen  I  by  ibe 
name  of  *'  cordage  *'  formerly.  Since  Manila  hemp  and  olher  descnpliuns 
of  rope  came  into  usi*,  the  term  cordage  applies  more  lo  Rassinn  hemp 
rope.  Rope  as  car^n,  roatted  for  loo^  voyages,  h  now  usually  packed 
in  larred  wrappers.  In  England  and  in  Russia  important  orders  arc 
packed  in  donhle  wrappers.  Rope  should  be  stowed  level,  and  kept  clear 
of  iron  and  metal,  and  of  iron-bound  casks  especially,  as  the  heads  are 
liable  to  destroy  it  by  chafing.  Il  should  never  be  placed  in  that  part 
of  the  hold  where  casks  are  likely  to  be  shifted  frequently.  Paliu  oil» 
lifjuids,  moist  goods  (sugar  especjally*)  and  guano^  will  injure  the 
appearance  or  deteriorate  the  value  of  rope,  Bengal  and  Madras  too 
60  cubic  feet  roping  in  coiln,  14  cwt.  linej*  and  twines  in  bundles. 

832  Cables,  tow-ropes,  hawsers,  and  warps.  By  the  Queeu*^  Regn- 
lalions,  1H(>2,  ihe  hempen  cables  on  board  ships  of  war  are  not  to  be 
stowed  away  until  they  are  thoroughly  dry  ;  aud  when  stowed,  every 
precaution  is  to  be  taken  to  prolecl  them  from  water.  Such  cables,  aaiU 
not  in  use,  and  other  perishable  stores,  arc  to  be  got  on  deck  occasionally 
iu  fine  weather,  to  be  inspected  and  aired,  the  dates  of  the  inspections, 
and  the  stale  in  which  the  dilTurent  stores  were  found »  being  duly 
recorded  in  the  log  book,  as  well  as  on  the  \\iU  page  of  the  expense 
book  of  the  officer  in  charge;  the  entries  nudi'r  each  date  to  he  signed 
by  ihe  captain  and  master.  This  is  a  most  imjiorianl  duly  with  large 
ropes,  as  ihey  are  so  difficult  to  dry  tlioroughly'-a  ihick  rope  may  appear 
dry  on  the  surface  and  still  be  very  damp  inside;  such  a  rope  stowed 
away  in  a  confined  place  htdoiv  deck  will  heal  and  rot  very  fast*  One 
moiuh  here  will  do  more  injury  than  twelve  months*  exposure  on  deck. 
To  jrrevenl  this,  some  owners  give  orders  to  their  masters  never  in  stow 
below  deck  a  hawser  once  used-  Cuble-hiid  is  a  term  that  was  much  in 
vogue  when  hemp  cables  were  used  some  years  since,  now  it  is  more 
generally  known  as  hawser-laid;  parties  ordering  tawlines  seldom  or 
never  say  they  require  a  cable-laid  rope,  but  thai  ihey  want  a  hawser- laid 
rope.  Hawsers,  tow  ropes,  &c.  formerly  made  of  Russian  hera|>  are  now 
preferred  of  Manila^ — being  much  stronger  and  more  ehislic  than  hemp. 
Tarred  Manila  is  ihe  most  durable  rope.  During  its  high  price,  many 
large  Hieam-ship  companies  began  to  use  Russiau  hemp,  hui  soon  returned 
to  Manila  again.  Plain  threc-stnind  ropes  (shroud  laid)  are  now  mostly 
used  by  steam  ships^  for  hawsers  and  tow-ropes.  A  rope  two  inchee  In 
circumference  and  120  fathoms  long,  weiglis  generally  one  cwt.  To 
ascertain  the  weight  of  rope;  the  stjuare  of  the  circumference  divided 


M 


STEVENS  ON   STOWAGE. 


465 


hy  four,  equals  the  weight  of  a  fathora  in  pounds;  or  mulLiply     [ROPE 


the  square  of  ihe  < 


ife: 


by  ibe  length  in  fat1i( 


id  divide  by 


lerence 

480  for  weight  in  hundredweights.  A  Machine  lo  weigh  up  to  6cwt, 
would  be  found  useful  in  most  vessels,  not  only  for  ihe  purpose  of  weigli- 
ing  rope,  wire  ringing,  chain,  &c,  but  all  stores  received  ou  board,  and 
occasionally^  to  test  the  weights  of  portions  of  cargo. 

833  Strength  of  rope,  chain,  &C.  A  fathom  of  well-made  rope-yam 
19  eslimaied  to  bear  a  strain  of  84tb;  ordinarily  a  strain  of  I  cwL  ma/ 
be  applied.  By  experiment,  4-inch  rope  brealcs  at  a  maxirDura  of  5-3  iod» 
and  ai  a  minininm  of  4  tun.  6-incb  at  a  niaximmii  of  1 1  75  ton,  and 
minimum  of  8*7  ton.  10-incb  rope  at  a  maximum  of  3 1 '7  ion,  and  a 
minimum  of  24-2 Ion.  3J-ioch  ropes  were  tested  in  1866:  one  made  of 
Rif^a  hemp  broke  at  3  ton  \6  cwt,  Neapolitan  5  ton.  Good  rope  of  4  J  or 
finches  will  bear  as  heavy  a  strain  aa  chain  of  half-inch  ;  the  rope  will 
weigh  about  61b.  and  the  chain  14tt>.  per  fathom;  lOJ-inch  cable  will 
bear  aa  heavy  a  strain  as  1-inch  chain,  the  hemp  weighing  221b.  and  the 
chain  56tth  to  the  fathom.  These  proportions  though  not  always  accurate 
are  nearly  so,  and  may  serve  for  calculations  of  the  intermediate  ^izes, 
634  Strength  of  government  yarn  in  round  numbers,  may  be  called 
>  lOQtb.  but  tJie  average  strength  of  each  yarn,  in  shroud -laid  h  fuund  to 
be  greatest  in  the  smaller  sizes  ;  thus,  for  12-inch  rope  the  mean  average 
strength  is  TOflj,  per  yarn  ;  6-inch,  78"4  ;  ll-inch,  93*8  ;  1-inch,  95*2  ; 
1-inch,  !U4"5tb,  One  pari  of  8-tncb  is  stronger  than  three  parts  of  4| 
inch;  for,  as  the  nnmber  of  yarns  In,  and,  therefore  the  strength  {S,s,) 
of  nq>e  of  dilTerent  sizes,  varies  wiih  their  areas,  and  as  the  areas  of  circle* 
are  proportional  to  the  squares  of  iheir  circumferences  (Cc.)  it  followa 
Uiat 

S     C^ 

f  TV' 

and  let  n  represent  the  number  of  parti  of  the  small  rope  which  ar«  equal 
to  the  strength  of  the  larger  rope,  then 

kns    C^         C^ 
— =  —    or  — =fi. 


^Therefore,  to  find  what  number  of  parts  of  a  small  rope  are  equal  to  a 
ai^er  rope — wilhont  allowing  for  the  diflcrence  of  the  angle  of  twist, 
rhich>  as  shown  above,  effects  the  strength  of  the  rope— divide  the  square 

ff»f  l!ie  circumference  of  the  larger  rope  by  the  square  of  the  circum- 
ferenco  of  the  Hrnalkr,  and  the  quotient  will  be  the  number  of  parta  of 
the  iinaller  equal  lo  the  liirgcr, 

835     Sliroud-laid  rope  is  stronger  than  cable  laid  In  the  proportion 
of  8-7  to  6.     Cable-laid  rope  is  fso  laid  up  to  exclude  the  water.     The 

SK 


STEVENS    ON    STOWAGE. 


strongest  description  of  rope  is  unUnred,  white,  three-stranded  [EOP£ 
rope;  and  llie  next  in  the  scale  of  strength  is  the  cominon  ibree-siraud, 
haweer-laid  rope,  tarred.  Tbrec-stninded  rope  is  on e-fif ih  stronger  tb no 
four-siranded.  A  splice  n*eakeng  a  rope  about  one-eighth.  Shroud-laid 
rope  is  formed  by  luisting  three  or  four  strands  together  (these  ftirandft 
are  made  by  twisting  a  number  of  threads  or  yarns  together)  ;  this  rope 
shows  the  same  lay  as  the  shrouds  of  a  ship  s  riggings  from  which  it 
derives  its  name — shroud -laid.  Hawser  or  cable  laid  (which  are  both  the 
same)  is  formed  by  twisting  three  or  four  parts  of  a  shrotid-laid  rope 
together,  the  opposite  way,  ihiit  is,  if  tlic  shroud-laid  rope  is  laid  righl- 
handed  then  tlie  hawser-laid  rope  will  belaid  lefc-lmnded.  Some  toirliaes 
are  made  Hhroud-laid  and  are  much  stronger  than  if  made  hawser*Iaid,  but 
are  more  liable  to  chafe,  being  so  much  more  heavy  than  if  hawser-laid** 
Warp-laid  is  the  same  as  hawser  laid ;  warp  is  a  term  given  to  the  smaller 
sizes,  say  from  six  inches  downwards,  the  larger  ones  being  called 
hawsers.  Tow  ropes  are  generally  from  7  to  14  inches,  75  to  00  fathoms 
long;  hawsers  7  to  11  inches,  90  fathoms;  warps  from  3  to  6  inches, 
90  fathoms  long, 

TAIIE  OF  FATHOMi,  F£ET,  OB  INCHE3  OF  A  BOPE  OF  AHY  BIZB  HOT 

IXCEBDIHO  14  mCHES,  WBICH  KAEE  A  HITNDBEBWEIGHT. 


in. 

fk.  It   111. 

io. 

fft.  Jt    In. 

In. 

Ik. 

ft 

inu 

la. 

fm.   iL    in. 

1 

4Sd  0  0 

4i 

24 

0    0 

7| 

8 

3 

8 

11 

4    0    8 

w 

813    3    0 

H 

21 

8    0 

8 

7 

3 

6 

lU 

3    S    T 

216    8    0 

6 

19 

3    0 

8t 
8i 

7 

(^ 

8 

lU 

8    4    1 

y 

159    3    0 

H 

17 

4    U 

e 

4 

8 

111 

8    8    • 

a 

^^    S     ^ 

H 

16 

1     0 

H 

G 

2 

1 

12. 

8    S    S 

n 

8 

96    2    Q 
77     3    I 
65     4    ^ 
54    0    it 

61 

6 

8i 

14 
18 
12 

4  e 

8    0 
2    0 

9 

H 

6 
£ 
5 

0 
4 
2 

0 
0 
0 

12 

12* 

121 

8    2    1 
8    2    0 
2    7    8 

8i 
Si 
81 

45    6    2 

H 

11 

5     0 

n 

5 

0 

6 

13 

2    5    8 

89    a    5 
94    3    2 
80    1    I 
26    fi    I 

61 
7 

10 
9 

4  0 

5  6 

10 
lOi 

4 
4 

5 

4 

0 
1 

i3i 

134 

2    4    9 
2    4    0 

4 

9 
8 

1    6 
4    0 

lOi 
101 

4 
4 

2 

1 

2 

a 

"' 

2    3    6 
2    2    1 

Use:  At  the  top  of  the  table  marked  inolies,  fstiioins,  feet,  And  inched,  the  first 
tlic  tliickacHa  of  a  rope  in  incliea  and  qnortcrs ;  tlie  otbcr  ttiree  the  f&thomi, 
inclies  that  make  up  &  hundred weiglii  of  aiicli  a  rope. 

9uppofl«  a  ia  required  how  mutih  of  a  74dc1i  mpe  wiD  make  a  cwt.  Find  7  in  column 
1,  nnder  iixchea  or  thickncsi  of  rope,  and  ugainst  it  k  9  5  6,  which  abewa  thai  in  a  7 -inch 
rope,  9  fftthoou  5  loet  6  incheo,  will  bo  required  to  moke  a  cwt. 

*  This  U  qiie«tion6d,  heoauite  hawser-laid  rope  has  a  mnch  rougher  iaHace  than 
ahroad-laid,  iiQd  if  a  ahrond-laid  getB  chafed,  it  containB  (to  many  inaide  Ihreadii,  it  atiU 
retaiiLa  very  great  ilrcngtli,  whcr^iM,  ia  bawscr^laid,  nearly  all  the  yaitta  iM  imtald«. 


STEVENS    ON    STOWAGE. 


407 


836  Manila  rape.  At  tlie  Liverpool  Chaiu  Testing  Works,  [EOPE 
May,  I8en,  Capt  Gandy,  JIavelock,  tested  several  saiuples.  Being  in 
favour  of  Manila,  but  baving  no  standard  lo  guide  him  as  to  iu  strength 
he  ohiaintnl  samples^  4  fatlioms  long,  from  the  best  makers  in  Liverpool 
and  London*  As  it  was  not  biii  object  to  publish  I  he  superiority  of  one 
ter over  another  tiie  samples  were  privately  marked,  hut  if  the  makers' 
I  had  bet'u  published,  it  must  have  been  equally  saiisfactory  as  there 
as  scarcely  any  difference  in  the  strength,  not  5  per  cent,— *a  result  which 
|l:ould  not  have  been  expected  in  hemp  rope,  as  Russian  hemp  diHcrs  30 
Htucb  in  strength,  from  the  process  of  rotting  and  preparing  in  Russia; 
sti^blishes  the  fact  that  Manila  hemp^  well  spun  and  maniifac lured, 
be  depended  on  to  one  standard  of  strength,  wherever  manufactured. 


Ko, 

lUGll 

Threflds 

pcrfktliom 

Bre«kiii(c  t&ftin 

4 

4      : 
4 

UT 

69 
147 
153 
117 

4itb 

atb 

8  ton    lOcwt 
3   -       IS   * 
6   -       10  - 
6   -      10  - 
e  -        Q  - 

AmUBALTY  TEST  f  OB  BUBBIAH  EEIEF. 


IlLOh 


t^«r  fiilliovD 


Test 


6  ton    16ewt 
2  ,      16   . 
4  -        6   - 


Jy  comparison  it  will  be  seen  that  the  test  for  Russian  hemp  rope  is  a 
little  over  one  ton  per  lt>-  per  fathom,  whilst  Manila  rope  is   two  ton. 
Although  the  result  as  to  strength  was  similar,  still  in  wearing,  it  was 
believed  thai  there  would  be  a  dilTerence  j  one  rope,  for  instance,  contain- 
ing 153  threads,  and  another,  same  size,  only  117  threads,  the  former 
eiog  machine  and  the  latter  hand  spun*     Manila  answers  best  for  t^iw- 
ineft,  warps,  &c.  being  stronger  and  more  elanlic  than  Ru8sian^  and  when 
Ted  is  the  most  durable  in  me  ;  it  is  20|p^cent.  Hgliier  and  £0  ^cenU 
Dnger  than  Russian  ;  but,  to  be  serviceable,  it  should  be  spun  line  and 
ven,  whicli  ih  best  done  by  those  manufacturers  wlio  draw  and  spin  by 
ittcbinery,  as  the  hemp  is  spun  full  length— for  hand  spinners  it  requires 
be  cut. 

837  Coifi  made  from  the  fibrous  covering  of  the  cocoa  nut,  comes 
Rosily  from  Ceylon >  Cochin,  Bombay,  &c*  When  confined  in  ihe  hold, 
L  will  soon  rot  if  wet,  or  if  water  is  allowed  to  dmp  on  U,  especially  fresh 
krater,  whieh  decrea&es  its  strength  and  cimses  injury  from  which  as  with 


Mi 


STEVENS    ON    STOWAGE. 


t)il,  it  never  recovers.  Conatant  immersion  in  salt  water  is  [BOPE 
saitl  to  sire ngi hen  it  Cuir  junk  and  yarn  or  fibre  are  uften  ifijiired  by 
stowage  witlj  oil  at  Ccylun,  &c.  When  hanks  have  been  stowed  at  Cochin, 
bciween  casks  of  ollj  8|)onlaneouB  combustion  bas  occurred  ;  see  oU»  Coir 
rope  w  eighs  more  than  one-third,  but  not  one-lial(  so  mueh  as  hemp  rope. 
Freight,  At  Madras^  a  ton  of  coir  in  screwed  bales^  is  60  cubic  feet; 
bundles  ot  loose  10  ewt.  IMadras  10  ewl,  coir  mpe  in  coils.  Bombay  toll 
coir  rope  lOcwt,  or  dU  cubic  feet ,  a  candy  58btt), 


SEBOITD  LAI0,  ia  CoOt  of  100  fatbomt— HEMP,  MiiVlLA,  &  GK)IB* 


Tajibjcu  Mmup 

MlMILA 

Com  Roi'B            1 

in« 

cwt 

% 

Si 

pwt 

qr 

I» 

owl 

qr 

t& 

14 

19 

1 

19      ' 

1 

10 

li 

3       ' 

2 

1 

2d 

1 

IS 

2 

a 

12 

2 

21 

1 

SO 

2t 

1 

0 

12 

3 

17 

8 

6 

n 

1 

1 

13 

1 

0 

13 

2 

20 

2| 

1 

2 

17 

1 

1 

10 

8 

8 

d 

1 

S 

25 

1 

2 

12 

8 

26 

8i 

2 

1 

8 

1 

8 

14 

1 

0 

18 

3| 

2 

2 

21 

2 

0 

21 

1 

1 

10 

H 

9 

0 

9 

2 

2 

1 

1 

3 

4 

4 

3 

2 

1 

2 

1      ^ 

12 

I 

8 

0 

41 

9 

a 

25 

8 

0 

25 

1 

8 

27 

H 

4 

1 

22 

3 

2 

13 

2 

0 

25 

^i 

4 

8 

2a 

4 

0 

2 

2 

1 

26 

5 

5 

2 

0 

4 

1 

24 

2 

8 

0 

6i 

ti 

0 

7 

4 

3 

18 

8 

0 

8 

H 

6 

2 

17 

6 

^ 

17 

S 

1 

B 

0 

7 

3 

19 

e 

1 

21 

3 

3 

23      1 

HAW8EE  LAB),  In  GoilB  of  00  fatiiomi— HEMP,  ]£4NIU,  it  COIE. 


Cireiim- 
fbreooe   i 

T^KltKD  Hkmp 

Manila 

Cqib. 

in. 

cwt 

q' 

tb 

cwt 

%r 

lb 

OVkt 

V 

lb 

S 

2 

14 

1       1 

1 

6 

3 

7 

8| 

3 

10 

1 

2 

8 

8 

22 

H 

0 

22 

1 

8 

1 

0 

11 

H 

2 

3 

2 

0 

1 

1 

1 

4 

8 

14 

2 

1 

6 

1 

21 

H 

1 

0 

2 

2 

12 

2 

14 

4 

2 

16 

2 

3      1 

18 

8 

8 

5 

2 

0 

3 

2 

12 

1 

0 

H 

1 

21 

4 

1 

12 

2 

24 

c 

o 

1 

25 

5 

0 

22 

0 

,      26 

ei 

2 

11 

8 

0 

9 

8 

6 

7 

6 

8 

7 

7 

0 

7 

4 

1 

17 

71 

0 

14 

B 

0 

4 

0 

7 

8 

2 

2 

9 

0 

24 

8 

1 

9  . 

1     14 

2 

18 

11 

2 

17 

1 

9 

10 

0 

0 

14 

1 

18 

0 

0 

11 

21 

3 

8 

17 

1 

17 

10 

8 

15 

12 

26 

8 

19 

20 

3 

4 

12 

3 

16 

STEVENS    ON    STOWAGE. 


469 


W1I0HT8  A  COUPAEATXTE  BTEEKGTH   OF  H£MF,  KAKHA,  &  WIBS. 


I* 

e 

H 

a 

h 

H 

b^ 

H 

SlMbbbchitt 

n 

0 

n 

IS 

m 

n 

a 

M 

w   S 

M      S 

^  s 

m    5 

^a 

m   S 

it  S 

Da   S 

•i    ^ 

M     S 

WeLgbt  ii  per  foUioni 

N        M, 

3   > 

■i    u 

H      tit 

M  m 

«  {F 

£  > 

*•      H 

5     Hemp  Rope  , » . . 

lo|2S 

9 

19 

s' 

IS 

7 

13 

6 

9 

6 

<** 

5 

'  4 

4  34 

3 

& 

2 

1  J  Manila  ditto .... 

9 

I4i 

B 

Hi 

7 

d 

6 

74 

5 

G 

4  3i 

34 

24 

31 

2 

3 

If 

2* 

14 

^    Cbortroal  Wir«| 
*  ^6  wirea  strand ,  f 

44 

18 

4 

14 

3i 

10 

3 

7 

2i 

64 

2i  44 

2 

84 

If 

3,H 

3| 

u, 

2 

Ton 

Ton 

Too 

Tor 

Ton 

Ton 

Ton 

Too   J  Ton 

Ton 

Adminlty  Tett   .. 

24       4J 10       6 

1 

16     8 

11  14 

8     11 

«7 

4    6 

3    15    3    5 

3    & 

TABLE  FOB  FOUE  SIEAHDS,   BHEOITD  LAID  TABBED  HBltP— 60  ffttbomi. 


&Lz« 

Tbr-la 
SUund 

Heart 

TotftJ 

*    q      TO 

5ij» 

TLn'tds 

per 
Siraml 

Heart 
Thril* 

Totttl 

C     q   111 

n 

10 

3 

43 

0    3  19 

34 

63 

21 

273 

6    0    8 

S 

14 

5 

61 

1     1  10 

7 

78 

24 

316 

6    3  32 

H 

IS 

6 

71 

1    2  24 

n 

86 

28 

3Ga 

3    0  11 

4 

U 

8 

lO-l 

2     I  18 

8 

% 

32 

416 

9    0    9 

44 

30 

10 

1341 

2     3  12 

B| 

108 

33 

438 

10    1    4 

& 

37 

13 

161 

3     2     4 

9 

121 

40 

624 

11     2    2 

51 

45 

15 

ns 

4     13 

n 

135 

45 

585 

12    3  12 

e 

54 

18 

232 

G     0  11 

10 

150 

50 

660 

14    1    2 

ADMm&JLTY  SC^OIIJIE  OF  FOBKXD  OALVAITIZBD  ZEOH  WllE  BlOama. 


81m  of 

Betnpen 

Bop* 

8i£«or 

wire  K«p« 
rqunl  to 
BeruptQ 

Slnu>ds 
in  tLe 
Wire 
Bopo 

Wfi^bt  per 
faihaiu  of 
Wiru  Rape 

buihtm 

ititbet 

K« 

m 

lAto  a 

•1 

5 

il 

If  u  H 

•Ij 

5 

1 

a   M  3 

•In 

5 

av* 

a   „  3 

n 

8 

at 

3       H     4 

S 

4 

4      n    ft 

21 

4 

51 

8 

3     H    6 

3 

4       1 

0|  „    7 

$* 

4 
5 

10 

a    „    9 

H 

6 

171 

9    „10 
10^    „11 

5 

6 

ai 

ft! 

5 

264 

11.  „  la 

0 

5 

SI 

121  „  13 

«1 

0 

36 

m  n  n 

7 

& 

42i 

141  n  15 

n 

0 

46 

151  H  16 

8 

6 

511 

Teftl  for  re* 

ecivinK  iLt 

/MLh»  of 

br«*Jiiiig 

uinln 


K3^— Tbe  luet  marked  thut  •  to  liato  iorta  wirei  m  each  tinuid. 


STEVENS   ON   STOWAGE. 


On  tliis  table  a  manufacturer  estperienced  tn  the  merchant  [ROPE 
service,  observes,  that  **  ibe  proportions  are  very  much  out,*"  ond  tbal 
"  no  owner  would  use  such  large  sizes  of  wire  rope.  The  lesls  of  wire 
are  absurdly  low," 

The  upper  table  on  the  previous  page  makes  Manila  nearly  one^fuarUi 
lighter  aud  double  the  slrengtb  of  Russian  hemp  rope  of  ibe  same  weight 
^  fatbora;  and  by  the  lower  luble  it  may  be  observed  that  the  Aiiniiralty 
have  a  \try  low  standard  for  ^vire  rope ;  4-incb  wire  rope  by  their  table, 
is  only  equal  to  /J-ineh  hemj),  whilst  in  the  merchant  service,  the  same 
"tize  wire  rope  is  considered  e(|ual  to  9-iucb  hemp. 


m 


TABLE  iBEWINO  TK^  STRENQTH   OF 

CHAIN, 

HiSMF,  M 

\KnBS  BOFK. 

SmioiTo  Laid 

ROfE 

BotTND  Lt 

TTKEP  Crank 

CU4IM 

WiSB  Bort 

5 

II 
^1 

1 

h 
II 

1^ 

l! 

m 

toti 

tb 

In 

ton 

owt 

tft 

n 

»1,2fiA 

400 

1| 

7ao 

ao6 

15,d0» 

5| 

30 

14i> 

26 

Hi 

2MHi\ 

30  7 

Ik 

62-3 

27  0 

5i 

31 

130 

24 

11 

•2.7  l!i 

3rj'0 

Wf 

S7-4 

24-7 

5 

32 

120 

23 

lof 

3,454 

imi 

11 

62  8 

22  6 

4| 

d8 

114 

21 

10 

3,3'?() 

27^S> 

li 

48-4 

2oa 

M 

!U 

108 

18 

^ 

1,903 

25-3 

1| 

44-1 

18B 

^ 

22 

tJO 

16 

0 

1,780 

220 

lA 

4«1 

170 

4 

le 

84 

14 

^1 

1,573 

20-a 

u 

30*3 

Ifi-a 

7,481 

3| 

17 

72 

12 

e 

l;jHU 

IHO 

liV 

32-7 

130 

31 

15 

60 

10    1 

7} 

1^04 

LV8 

1 

2tJ3 

120 

6.400 

^ 

134 

57 

84 

7 

1.040 

12-8 

H 

20-1 

10& 

6.000 

3 

111 

45 

74 

H 

8H7 

12-0     1 

I 

23  J 

1)1 

4,r>00 

21 

10 

41 

7 

u 

74r» 

10-3 

41 

20  4 

7I> 

4,CMX> 

ai 

84 

39 

H\ 

H 

OlfJ 

8-7 

1 

17-3 

O'S 

3,44» 

1^4 

7| 

83 

H 

JV 

408 

7-2 

U 

14  0 

60 

2,000 

n 

n 

27 

n 

^ 

3tJ3 

&'9 

1 

12  0 

40 

2,338 

2 

5 

21 

H 

4 

301 

4*7 

tV 

9'7 

3*8 

2,001 

If 

4 

16 

H 

221 

37 

4 

77 

30 

l,68:j 

1« 

34 

12 

n 

3 

134 

2B 

1^ 

60 

2*3 

1,060  , 

1| 

3 

0 

d 

2i 

96 

2  1 

1 

4-3 

1*6 

827 

l| 

2 

7 

14 

2 

86 

1*4 

A 

3  0 

1*1 

681 

1 

11 

G 

1 

4 
4 


Tlie  Iiv«fpoot  Corpomtioii  tasUng  maclimei  Julj,  1857t  gava  ihe  loUowiiig  fesolts : — 

ton  cwi 

3f  inch     OalTMib«l  wire  rope  l>rok©  at  a  Btram  of     20  16 

Sf -iiicl]     Manila  tiemp 5  17 

Sf-incli    RnssiMi  hemp 4  15 

81 -inch     Galvanized  wire  rope    *..,♦ *♦..,      16  10 

2Jmch    Ditto » 8  10 


In  prerioni  tablea,  too  heavy  weiglita  have  been  given,  aach  only  ua  «te«l  wire 


Its:—    ^M 
couUl     ^H 


^                       STEVENS    ON    STOWAGE.                       471 

1 

1         Minimiim  Weights  (ex  Stock)  of  ANCHOKS  of  unobjectionable  form 

J 

1 

and  proportion.                                         1 

1 

1 

Shtp'i 
TonJiAg* 

AKCltOM 

KUUBBA                                                             Wkioht 

_         1 

L 

i- 

Bowmi*                      IiccLCPixo  Stock 

1 

Uower 

Slfe&m  1    K6dg« 

Ex.  Sh>ck     Kiv&j,  tat  1  Stmoi 

Kcdfr 

2nd 

^u« 

ort 

ten 

l!Wt 

ewt 

CWl 

60 

3 

2i 

4t'. 

1 

1 

— 

1 

75 

2 

at 

6i*. 

n 

1 

— 

loo 

2 

4 

9.V 

^J 

1 

— 

' 

I2fl 

% 

6i 

7tV 

9 

1 

— 

IBO 

2 

0 

8A 

8i 

H 

— 

■ 

175 

9 

Ti 

o.^, 

s» 

ij 

— 

300 

a 

Bi 

lOA 

3 

1* 

— 

S50 

3 

2 

10 

la 

4| 

2* 

1 

■ 

300 

3 

2 

13 

i«,'» 

0 

81 

u 

350 

3 

!a 

13| 

18A 

e 

3      • 

li 

400 

8 

% 

I5i 

le,'. 

fli 

H 

■t 

450 

3 

% 

161 

18 

7 

H 

l| 

M 

WO 

a 

% 

18 

10 

8 

i 

a 

■ 

000 

3 

2 

31 

ai,v 

0 

^ 

3i 

I 

700 

n 

a 

93t 

28^ 

10 

e 

Si 

■ 

I 

&00 

3 

s 

901 

25A 

lOJ 

at 

SI 

I 

■ 

000 

n 

d 

97f 

28iV 

11 

6» 

2* 

■ 

1000 

3 

2 

30 

38,", 

13 

n 

3 

1200 

a 

2 

33 

SOt'. 

13 

01 

31 

liOO 

8 

2 

34 

3lA 

131 

0| 

8* 

leoo 

3 

2 

3(1 1 

83A 

14 

7 

3i 

1800 

^ 

2 

96 

34A 

Ul 

'i 

3i 

aooo 

4 

2 

40 

36A 

IC 

71 

8| 

^ 

dfoo 

4 

a 

43 

3TA 

17 

8| 

4i 

■ 

1 

M>0 

4 

a 

4fi 

»9A 

10 

Oi 

41 

1 

1 

Mm.^For  steamen  the  anchors  will  not  be  required  to  exeeed  in  weight  those  ol  i 

^m      Miling  Tenel  of  two-Uiirdi  their  total  toniugis. 

t        I 

^H             •  Two  of  tlio  botrer  amchoin  miui  not  be  low  than  the  weight  Mt  forth  aboTe«  hu 

^m     in  tbe  third  a  reduction  of  15  i^  cent.  wiJl  be  illoweil. 

■ 

^m                                                Bs  ordn-  qf  CJU  Ommiiiet^ 

^H 

[Lloid*!}                                                      QEOBGE  6.  SEYFk^Q,  Seertimy.           i 

1 

472 


STKVKJNTS    ON   STOWAGE. 


Sizes  and  leegths  of  CHAIN  GABLES ;  the  proof  strength  to  ^hich  they 
are  to  be  tested ;  and  sizes  and  lengths  of  Hawsers  and  Warps* 


Ship't 
To«n*ge 

Stoo-Co*!?!  Cahlss  f 

Hiwsfefti  LVD  Wakps 

MlntTDum 

PfrtVf fl  tA 

Admirdty 

Length 

Stnitm 

HftWBcr 

Wvrp 

hmgth 

Ce»t 

Chmin 

Rope* 

tan 

inches  t 

Ion 

AUhomt 

i»oh 

ineli 

Ciieb 

m 

u 

84 

lao 

7- in 

5      > 

3 



75 

u 

lOA 

120 

747 

5 

3 

— 

100 

u 

llA    ' 

150 

H4fl 

H 

3 

-^ 

125 

i) 

in 

180 

R-lf) 

5i     I 

3i 

— 

150 

il 

IfJl 

ISO 

o-ia 

0 

4 

— 

ji 

175 

1 

18 

IHO 

91(1 

0 

4 

. 

^ 

20O 

lA 

30r\ 

IHO 

lO-lG 

Of 

4 

— 

S50 

h\ 

23  1 

310 

icne 

7 

5 

— 

300 

h\ 

25  4 

210 

11-10 

74 

M 

— 

1 

S50 

U\ 

2«,^i 

240 

11  10 

7§ 

H 

- — 

400 

lA 

31 

240 

12-10 

8 

0 

— 

s 

450 

l.V 

34 

270 

12-10 

H 

H 

— 

2 

mw 

l/t 

07  A 

270 

1316 

9 

7 

— 

2 

600 

lA 

40i 

270 

13-10 

9i 

7 

4 

S 

700 

lA 

44 

300 

1440 

10 

8 

6 

800 

Mi 

47  1 

300 

14-10 

10 

8 

5 

•9 

(KK) 

lU 

5lA 

300 

15-10 

10 

0 

H 

^ 

1000 

Ml 

a^fV 

300 

15-10 

10 

f» 

H 

0 

itaoo 

IH 

S«A 

300 

1 

10 

n 

6 

1400 

l!*. 

03  t 

300 

1 

10 

10 

0 

ii 

um 

l|i 

07  4 

300 

lA 

11 

loi 

04 

1«00 

S 

7*3 

300 

lA 

u 

11 

7 

H 

2f)00 

9  A 

76  4 

30O 

lA 

11 

11 

7 

9500 

2i 

BlA 

330 

1> 

12 

12 

8 

3000 

ai 

SItV 

aeo 

lA 

m 

13 

8 

Mrm. — For  Steamers  the  eiib1<!«  will  not  be  reqniriHi  to  exeti«d  in  Ictigtli  tkou  of  m 
Mniug  resiel  of  two -thirds  their  total  tonnage. 

t  tTnstndded  close-link  cliAlns  of  1  mcli  in  diameter  Knd  Tmiler,  will  be  admitted  ai 
eablfi!,  il  proTed  to  two- thirds  tbe  test  required  for  sLudchaina.  In  all  such  coseB  a  fttaort 
lengtli,  not  less  than  twelve  linka,  mast  be  tej<ted  up  to  the  full  atrma  for  atud-Unk  diuni. 

I  In  cases  where  parties  are  desirons  of  tifling  or  supplying  ohaini  ol  smaller  ajzo  than 
ia  aet  forth  abore^  a  rednction  will  be  allowe4  not  exceeding  oaefiixteeiitli  of  an  inch  in 
chains  of  1  inch  to  1|  incbi  «liamet4!r,  and  one-eighth  of  an  inch  in  chaina  above  It  inob 
diameter,  provided  they  be  subjected  to  the  Adiuiralty  strain  for  the  biifiii  for  which  they 
ire  to  be  sabatitnted,  and  further,  thmt  a  few  liuka,  not  less  than  twelve,  to  be  if>6lected  bj 
Ihe  teater,  ahall  he  proved  to  the  breaking  strain,  and  nliew  a  margin  of  at  le-aat  l0^ceiit» 
beyond  the  Admimlty  proof  for  a  chain  of  the  full  idzo  recjaired  by  the  table. 
B}f  order  cf  the  Commit  (re, 

GEORGE  B.  SEYFAKG,  Sscntor^. 


4 

n 


•  Th<i  UM  of  this  <;olnnin  ia  neldom  rerjuircd  now,  m  mo»t  veasels  have  iron 
cables,  but  Tow  BopoB,  say  75  to  DOfathoma  louj^,  mnut  ho  supplied  in  proportion  to  ihm 
Teaael,— 20Oton,  7  inches;  300 ton,  7*  in;  400,  Bin;  500,  9 in  ;  GOO,  9 in;  700  9 i  in;  800, 
lOin;  000,  lOln;  1000,  lOiin;  m)0,lliii;  1400, 12 in;  1600, 18 in;  and  3000 too,  14iiu 


A 


474 


STEVENS    ON    STOWAGE. 


WTAMmsQ  Bioonro. 


Estimated  Total  Weight  of  Hemp  tiLd  WItb  Bigging  Ssr 
Sailing  Tesaela. 

TeBwlB'  tomiagti 

1400  ton 

1100  ton 

600  ton 

600  ton 

450  ion 

300  ton 

300100 

Hemp   

Wire 

c    q  lb 
810  f  18 

157  3    6 

e    q  lb 
158  1  16 

lie  0    6 

e  q  lb 

119  2  19 
d9  3    0 

c    q  lb 

102  3  25 

77  0  26 

0    q  lb 
67  1    7 

50  1  26 

0    q  lb    C    qlt 

41  3    2  30  0^4 

32  1  11  p3  1  21 

weight    .J     ' 

C2  3  13 

89  1  11 

29  3  19 

25  3  27 

16  8    9 

9  1  19    6  3    8 

838  Wire  Rigging.  It  is  advisable  to  serve  the  shrouds  of  wire 
riggiiif^  timro  uglily,  mul  buck  stays  as  high  as  the  tops.  Double  serve  the 
Iliads  of  all  pans  of  the  rigging,  and  fill  the  splices  up  with  while  load 
or  zinc  while,  and  double  parcel  over.  These  precautions  are  intended 
to  prevent  the  sea- water  from  getting  to  the  n>pc.  It  is  advisable  to 
inspuel  the  splieea  of  the  rigging  every  year  or  luo,  and  to  coat  the  splicce 
with  jmint,  if  necessary,  to  prevent  rust,  which  is  very  liable  here,  owing 
to  ibe  damage  often  done  in  np  I  icing  wire  rope. 

COICFASIBONS  Of  EQJ^I^AIMMT  SfEEFGTH  OF  HEHF  £OPE|  WIRB  BOFE, 

hMB  GHMK. 


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TlLM  table  will  bo  foimd  very  ua^fol  In  ananging  the  eqoipment  of  tMpA,  wbich,  tor  want 
of  Bttcb  A  guide,  are  ■omotixua^  oat  of  proportion. 

839  Iron  Cables.  By  Queen's  Regulations,  1862,  captains  of  ships 
are  instructed  to  attend,  most  carefully,  to  tfie  state  and  preservatioD  of 
the  iron  cithles ;,  and  to  guard  against  accident  from  their  becoming 
weakened  from  wear  or  cnrrosiun,  he  is  to  cause  a  survey  to  be  held  every 
half-year.  The  bolls  and  the  ptns  of  the  joining  shackles,  and  the  chain 
messengers,  are  to  be  examined  at  the  same  lime,  care  being  taken  (hut 
the  swivels  in  the  former  arc  well  cleaned,  and  warm  tallow  run  into  iJje 
sockets.  All  the  shackles  and  bolts  are  to  he  rubbed  over  with  soft  tallow, 
ftud  the  pins  with  ttlfl'  whiuj  lead,  in  order  to  prevent  corrosion,  and  to 


STEVENS    ON    STOWAGE. 


475 


cause  the  cables  lo  be  unshackled  more  qtuckly  when  required*  [ROPE 
Whenever  ihti  shackle  bolts  are  driven  out,  ihe  greatest caie  is  to  be  Itiktu 
lo  remove  from  the  suckels,  with  the  chisel  supplied  for  that  purpose,  every 
panicle  of  the  old  lead  pellets  before  providing  new  ones. 

840     A  eommitiecj  couiprissing  Messrs,  Branuretu,  Lloyd,  Owen, 
and  Nasmvth,  was  appointed  in  1815,  on  the  subject  of  *'  iron  and  iia 
uses  in  the  naval  sseruce/'     Tlieir  report  wa&  not  delivered  lo  the  Lords 
of  the  Admiralty  until  1667.    Auioug  other  valuable  information,  it  stated 
ibat  the  chief  causes  of  the  breaking  of  cables  and  anchors  wlien  in  actual 
ficrvicc,  are — the  too  sudden  nip  til  the  chain  over  the  places  they  have  to 
passj  snch  as  the  iron  facings,  the  cross  pieces,  the  hitta^  and  the  outer 
and  lower  angle  of  the  hawse-pipe,  through  the  latter  not  bting  projierly 
rounded;  on  account  of  riding  uith  too  short  a  scopu;  and  from  ships 
being  brought  up  loo  suddenly.     The  bolts  of  the  joining  shackles  have, 
in  some  instances,  been  too  large  to  admit  of  them  joining  close  bomB  to  . 
ibe  crown  of  the  linkj  thereby  causing  such  undue  pressure  on  the  siden 
of  the  links  as  in  some  cases  to  burst  tliem.     By  far  the  greater  number 
of  end  links  were  broken  or  otherwise  injured  from  not  having  been 
formed  of  proper  dimensions  in  the  clear,  so  iis  lo  take  freely  the  holt  of 
the  large  shackle  whicli  connects  the  thain   la  ihe  anchor.     The  swivels 
become  so  corroded  and  still',  as  not  to  traverse  freely,  and  in  this  case  the 
cables  cannot  have  fair  usage.     To  prevent  the  swivels  and  shackle  bolts 
from  selling  fast,  they  should  be  occasionally  lubricated  witii  tailow,  huti 
ftbove  all  J  examined  periodically.     The  havvse-pipes  and  compressora 
should  also  be  looked  lo,  as  the  jaggtfd  edges  of  the  metal  are  liktly  to 
fracture  the  links  of  the  chain*     Where  the  chain  h^is  to  be  hove  over  a 
ragged  surface,  the  strain  brought  to  bear  to  get  it  in,  carries  away 
gwivels.     J  NO.  Metcalfe,  A.B,  of  R.N.R,  one  of  the  survivors  of  those 
on  board  llie  royal  mail  steamer  Hhutu^,  who  was  coming  home  invalided 
from  a  vessel  at  Trinidad,  states  that  it  was  attentptcd  to  weigh  ihc  anchor 
of  that  steamer  in  order  to  sUind  out  to  sea  Irom  Tortola,  but  that  a 
abackle  of  the  cable  caught  in  the  Imwse-pipe  and  parted  ;  she  was  lost 
in  ihc  hurricane  in  1867.    It  is  jjossible  the  edges  of  the  pipe  had  been 
cut  down,  and   that  the  shackle  cauglu  in  the  indLUlatitm,     It  is  very 
oden  necessary,  in  weighing  anrhor,  to  relieve  the  chain  al  the  hawae  by 
hooking  on  a  tackle  and  heaving  upon  it,  w  here  it  will  not  pass  in  by  eo-iing 
oil'.     Many  a  really  good  chain  is  often  ruined  and  retidcred  unreliable 
Dugh  neglect.     In  riding  out  a  gale  of  long  continuance,  it  i»  always 
ndeut  to  veer  away  a  few  Ijuks,  so  as  not  to  continue  the  pressure  at 
iJje  aaine  parts.     Again,  in  hadly*manageil  vessels,  ihe  i^amc  end  of  the 
chain  in  always  altached  lo  the  anchor,  instead  uf  the  standing  end  being 
brouglu  up  itnd  reversed  ^  and  the  lengths  are  never  shilied  at  the  shackWd. 
If  ihe  end  in  the  locker  were  fastened  to  iUc  ring  uTthe  unchor  for  a  lime. 


476 


STKVtINS    ON    STOWAHR. 


and  tlien  tlmnfi^ed,  atifl  artenvartJs  ihe  mJiliUr  srctions  tmsihnckled    [RO' 

aiiij  liirnec!  Lo  the  eiuls,  tljc  chsxius  would  Ifisl  lunp-r  and  wear  biilcr.     Tlic 

shiiidini^f  end  of  cliains,  by  bein^  kept  conslamly  in  llie  IncktT,  and,  in 

many  sliips,  cxposi-d  lo   iht*  corroding  influence  of  sail  water,  and  the 

actiou  of  nlicniicttl  Buhslj*nci^s,  are  renderLnl  unreliable.      When  vesscU 

ore  ridint(  m  a  gale,  llic  wtiole  of  tloir  cables  are  veered  away,  and  it  is  at 

lb  IS  critical  lime  that  ibe  ^veakened  md  eorruded  pans  have  to  bear  an 

extra  strain  and  jerking,  wbieli  ibey  are  unequal  to,  and  hence  tbcy  part. 

When  a  vessel  sails  from  a  dock  in  I*  ngbind  lo  a  duck  abroad,  and 

returns  to  a  dock  in  Enj^laiul  aj^ain,  ibe  chains  are  merely  bent  on  sailing, 

and  tbt-n  unbeiH  and  paid  duwn  a^suu.     lliere  arc,  of  course,  masters  wbu 

look  lo  ibe  preservalinn  of  the  cables ;  but  tlie  Tvork  of  bauling  them  up  on 

deck  at  sea  is  not  much  liked ;  besides  which » in  many  »hips,  ibe  ordinary 

etnployment  ia  suflicient  for  short4ianded  cresvs.     There  is  a  class  of 

vessels,  chiefly  in  short  voyages,  the  cables  of  which  are  always  kept  bent, 

die  links  nbove  deck,  for  appearance  salce,  being  nicely  painted  ;  but  if 

ihe  part  below  were  examined,  abundance  of  mat,  instead  of  black  paint 

and  varnish,  would  be  found.     Youths  apprenticed  on  board  steamerB, 

frequciiily  attain  maBbcod  without  seeing  an  anchor  let  go.     This,  and 

ihe  loading  nnd  discharging  in  dock»  where  anchors  are  not  required, 

cause  less  attention  lo  be  paid  to  ground   tackle  than   fonnerly;  but  it 

should  always  be  borne  in  mind  lliat  a  ship,  when  near  a  coasi,  may  liavc 

to  bring  up;  it  is  then  that  ihe  lives  of  all  on  board  may  hang  on  ihc 

holding  power  of  a  corroded  link  or  swivel.     Professor  Edmdxd  Dav?, 

of  tlie  Hoyni  Dublin  Soeiety,  after  nearly  iliree  years'  testing,  says,  **lbe 

corrosion  of  iron  in  sea-water  is  due  lo  ilie  oxygen  of  ilie  air  in  the  water, 

and  thai,  when  the  air  is  separated  from  the  water,  iron  may  be  kept  in  it 

for  any  length  of  time.     The  corrosion  of  irt>n  in  frcsb  water  is  dne  to  ib^ 

same  rause  as  in  salt  water — namely,  lo  the  oxygenotis  portion  of  the  air. 

Iron  appears  lo  corrode  more  rapully  iti  sea-watiT  the  nearer  it  is  to  the 

external  atmospberej  and  less  rapidly  the  deeper  it  is  immersed  in  that 

fluid.     Zinc  appears  to  protect  iron  from  conosion  iti  salt  water  so  long 

as  ihe  two  metals  are  kept  in  contact  with  each  other;  but  if  the  contact 

is  broken  by  the  intervention  i.f  another  substance,  the  protection  of  the 

iron  is  either  impaired  or  destroyed.*'     See  iron,  iron  ships^  &c. 

841  ROSIN  or  resvn  is  the  black  ni niter  which  seillcs  at  the  bottnm 
when  oil  of  turpentine  is  distilled.    K.I.Co'n  ton  8  barrels.   A  barrel  2  cwU, 

842  RUMMAGK,  to,  signiflea  to  clear  a  ship's  hold,  lu  order  to 
examine  its  contenis,  or  to  remove  gtiods  or  luggage  from  one  placu  in 
another.  In  Customs'  language  it  mefins  searcbiiig  the  ship  to  see  that 
all  goods  liable  to  duly  are  landed^  and  tbat  nothing  is  roncealcil  lor  ibc 
purpcisi^  of  evading  the  duly,  or  smuggjing, 


4 
I 


STEVENS    ON    STOWAGE, 


477 


84a  SAFFLOWER,  Bengal,  Madias,  and  Bombay  ton  50 cubic 
Ted  in  acrewed  bales;  Bumbiiy  60 cubic  feet  in  cases,  lOcwt.  in  bag*. 

844  SAFFRON  is  ihe  orange  colored  Bligma  or  centre  part  of  a  pur- 
ple kind  of  crocus,  wlilcli  is  kiln*dried  and  made  into  cakea  ;  ibe  plant 
grows  chiolly  in  Spain,  France,  and  Germany.    E,LCo»  U  cwt»  to  the  ton- 

845  SAGO  is  the  inner  pith  of  a  species  of  palm  tree  growing  in  the 
billipinesj  Moluccas,  and  Ceraiu,    In  all  seasons  it  is  carried  in  its  rough 

vtate  in  conic  packages  of  20tb.  each,  from  Bornetj  and  Sumatra  to  Sin- 
gapore,  where  it  is  cleansed,  manufactured,  and  packed  iu  wooden  boxes, 
icn  of  which  contain  (ifieen  ptcula  nearly  ;  see  tapioca.  Bengal,  Madras, 
ftnd  Bombay  ton  50 cubic  feet  in  cases;  Singapore  14  cwt»  well  pressed* 
A  bag  1  cwt;  a  cheat  Ifcwt.  The  tare  at  Flaniburg  for  Brazilian  4  to 
erb.^bug. 


SAILS ;  see  canvas. 


Ik-ngttl 


846  SAL   AMMONIAC,  the  bydrochlorate  of  ammonia- 
Jond  Madras  ton  15cwi,  in  bags,  Bt>nihay  iHcvvt;  Bengal,  Madras,  and 
t  Bombay  50cabic  feet  in  boxes  or  cases. 

847  SALT  cannot  be  kept  too  dry*    Fine  stove  salt  from  Liverpiud, 
[Runcorn^  Glasgow^  and  Droitwicb,  is  generally  dunnaged  with  bricks, 

or  with  common  or  rock  salt ;  if  with  common  or  with  rock  salt,  maUs  are 
necessary.  In  coasting  vessels  dunnage  is  seldom  ui^ed.  When  tihips 
witli  'tween  decks  are  laden  with  common  salt  iu  bulk,  it  is  umnhl  to  leave 
open  the  main  liatches  of  the  lower  deck  and  to  remove  eome  planks  each 
side,  to  replenish  the  lower  hold  and  relieve  the  beams  of  the  weight  as 
the  cargo  settles;  in  this  case  the  salt  in  the  'tween  decks  should  be  frei: 
from  the  sides  and  extremities.  For  cargoes  requiring  shifting  boards, 
see  buUast.     Specilic  gravity,  common,  2*  130. 

848  A  cargo  of  luU  ton  i4  common  coarse  salt,  shipped  dry  at 
LiverfKiol,  has  n»ade  out  156  tun  when  disc  barged  iu  damp  weatber  at 
Newcastle.  This  migbt  have  been  partly  occasjioni-d  by  the  dillmnce  in 
the  mode  of  wei},'hing  in  and  wcigbing  imti  ior  the  cases  id"  lumiug  out 
over  at  Newcastlt*,  are  very  rurci  and  when  tbiy  <*ccur  it  in  not  tisiUttUy 
more  than  1 0  cwt  t>ceiit ;  and  tlien  only  if  the  ball  its  old  and  cyarse.  Cases 
have  occurred  of  small  cargoes  of  new  commf^n  salt  shipped  in  Liverpool 
luriMrig  out  10  Ion  short  ai  Newi  aiiilc  ;  KMiuoi  nfwalt  htsh  IVorii  ihe  panii 
m  Noriliwicli  and  Wiiiblord,  and  cunvrVLd  in  the  river  ilnis^  have  lurnud 
out  10  liHi  aht»rt  al  Liverpooh  A  salt  merclmnt  »aysi  wiib  salt  nut  Biovcd, 
u  vcMel  will  have  plenty  of  kpace,  and  ample  dntuja;;e  may  be  used,  but 
With  Htuvetl  Mih  a  vessel  will  mit  s>»uw  hi  r  cargo  witlumi  dunnage,  by  15  |i^ 
ctnt.     Another  merchant  '^ay^,  u  vcsucl  capable  of  hulding  150  ton  uf 


476 


STEVENS    ON    STOWAGK. 


common  salt  will  not  stow  more  llian  135  (on  fine  stove  sali^  [SALT 
nor  eveu  that  iitileeis  il  should  be  well  made  and  firmly  suiwcd.  U\  bill 
of  luding  for  salt  nol  stovcd,  lliere  la  always  inserted  (or  tbe  master'al 
protection,  a  clause,  "  natural  waste  excepted ;"  and  tbis  extends  Ui  6^ 
cenly  ordinarily  ii  will  not  average  more  than  2^^  cent^  that  is  ihtf 
usual  weiglit  allowed  to  coasting  vcesela.  The  natural  waste  in  foreign 
voyages  is  calculated  at  from  SJ  to  7i  t>cent,  according  to  circumstances, 
84i>  Salt,  from  its  moislnre,  ehould  be  divided  by  bulkheads  from 
other  goods  ;  even  crates  should  wot  come  in  contact^  for  the  straw  wHi 
rot  and  brctd^age  ensue;  it  will  draw  liquids  out  of  caski*,  and  it  is  saidpj 
reduce  the  strength  of  spirits,  tea,  &c,  and  prevent  iwrt  wine  from  fining* 
I'he  evaporation  from  salt,  whith  set  ties  againal  the  mider  part  ol  the 
decks  will,  when  il  falls,  prove  very  injurious  to  some  descriptions  of 
perishable  goodjj  bclow^ — iron  and  machinery  especially. 

860    On  loading  salt  for  the  Labrador  trade,  a  merchant  says  :  broom 
and  wash  the  Imld,  and  dry  it  with  mops  or  swabs.     If  the  vessel  is  sharp- 
built,  sound,  and  perfectly  tight,  the  risk  can  be  run  of  slowing  the  salt 
withoui  either  dunnage  or  mats,  provided  also  that  the  ceiliug  is  light; 
this  would  be  a  saving,  for  mats  are  expensive,  and  the  cargo  will  work 
out  easier  when  there  is  nothing  to  impede  the  shovel.     If  there  is  any 
fear  of  leakage,  dunnage  and  mats  ought  to  be  used,  as  there  will  be 
plenty  of  room*     Keep  the  cargo  up  high  under  the  main  batch  that  tlie 
vessel  may  not  be  too  stiff,  and  so  labour  heavily  in  a  sea-way*     Should 
the  salt  be  old  and  dry  it  may  be  better  lo  sprinkle  the  top  sparingly  with 
salt  water;  this  will  crust  it,  and  in  a  great  measure  prevent  the  cargo 
from  shifltng  in  heavy  weutlier.     When  landing  the  salt,  if  (he  vessel  is 
likely  to  be  tender,  and  it  is  necessary  to  retain  say  ten  or  fifteen  ton  to 
keep  her  on  her  legs,  trim  it  all  out  under  the  main  hatchi  where  it  will 
be  bandy  for  delivery,     l(  the  hold  is  duunaged  it  can  llien  be  broomed 
down  and  w at* bed.     Should  fresh  water  he  convenient,  use  it,  for  the  bold 
will  dry  quicker  and   keep  dry  betier  than  if  with  salt  water*     Some 
merehanlH  object  to  sprinkling  ihe  cargo  with  salt  water,  or  lo  having  tfie 
bold  washed  after  disc  barge,  eilher  with  fresh  or  salt  water;  they  contend 
it  is  preferable  to  brush  the  hold  clean  without  il,  because  by  wetting  a 
crust  is  formed  so  hard  that  when  ihe  cargo  is  diaeharged,  the  salt  comes 
out  in  lumps  of  4  or  5tt).  or  even  more,  and  they  are  sadly  in  the  way 
when  measuring,  and  cause  much  trouble  to  ihose  using  the  salt  for  fishery 
purposes,  as  all  the  lumps  have  to  be  broken  up  nearly  as  fine  as  the  rest 
before  ihey  can  be  used.     It  som^ limes  occurs  that  vessels  bound   tu 
Newfoundland   and   Labrador,  unltJiid  at  out-ports  where  weighis  and 
scales  are  not  at  hand,  and  it  is  more  eonveiiicni  lo  discharge  by  the 
hogshead,  or  slill  more  so  by  a  tub.     One  can  easily  be  made  fnitn  an 
American  pork  barrel.     Put  it  <»n  viu\,  with  the  u|iper  head  inity  measure 


4 


STEVENS   ON  STOWAGE. 


479 


» 


k 


into  it  17}  ini])enal  gallons  of  water,  clialk  all  round  on  the  inside  [SALT 
Hi  tLe  ed^e  of  tlie  water,  and  tlien  saw  tlie  top  part  uif.  Or  if  iio  measure 
is  at  hand^  say  with  a  rule,  mark  oiF  ISiuclies  frLmi  tlie  iosidu  of  the  bot- 
tom up,  and  mark  it  all  round  at  this,  and  saw  otf  there,  if  the  diameter  at 
top  inside  is  20}  inches,  and  it  measures  from  the  top  diagonally  to  the 
bottom  opposite  on  the  inside  24 i  inches  it  will  contain  21  old  wine 
gallons  or  the  one  tfiirJ  of  a  hogshead;  this,  according  to  the  qimliiy  of 
the  salt,  will  weigh  from  158  to  lt)51b*  net  eaeh.  Should  the  inside 
diameter  cf  the  barrel  be  leas  than  20}  inches,  allow  the  tub  to  he  deeper 
than  I6inehe».  Say  weigh  10  tubs  from  top  of  cargo^  10  from  middle, 
and  10  from  bottom,  and  take  the  average  to  reckon  the  number  of  tona 
a  vessel  will  turn  out.  These  tubs  come  useful  for  discharging,  as  they 
jnst  contain  the  full  of  a  wheelbarrow,  and  are  handy  for  lipping  over  the 
side  into  boats,  &c. 

851     To  obtain  the  quantity  of  a  cargo  in  tons,  that  in  moios  being 
given  at  Figuera,  the  following  mode  was  adopted  : — 

Sl'i  tnoioc  Liiboi]  meftam* 
QO  olquiertA  t^  the  moio 


»H4U 


tb»,  tu  Ui"  Uin— flaw  )  SMrttWO    (  137|iim,  wy 


44A0 


ITK) 

This  cargo  wciglied  out  at  St.  John's,  Newfoundland,  only  118  Ion. 
When  shipped  in  May,  it  was  green,  the  vessel  had  a  long  passage,  and 
it  was  discliarged  in  fine  weather.  As  a  rule,  salt  from  Figuera  will 
generally  turn  out  from  «>  to  7l  ^  cent*  short  of  the  measurement  there. 
Coarse  well-made  salt  from  T^iverpool,  will  generally  make  (>ut  aa  shipped* 
852  The  barque  Eliza^  of  Drontheini>  Capt,  John  Martens, 
ll4t  commercial  laats  Swedish,  257  ton  Engliisfa,  took  in  at  Cadiz  lu 
Fchruury,  1864,  181)i  Hjianish  lasts  of  salt,  (say  388  ton)  which  occupied 
perhaps  a  little  more  ijpace  than  a  cargo  of  coal.  She  is  115 feet  long, 
23|  broad,  nnd  Iuih  I7l  feet  depth  of  hold.  With  the  salt  she  drew  aft 
I4H<^(*^  forward  H  feet  9  inches,  Wilh  3K6  ton  Cnrdilf  coal,  carried 
more  easily  than  the  salt,  she  drew  aft  14  feet  4  inehes»  forward  1 1  feel  d. 
In  her  heet  trim  for  sailing  nhe  ix  3t  feet  hy  the  stern.  The  EHza  U 
»harp*l»oltoiiied  ;  her  salt  was  dunnaged  with  lOO  handles  of  hniuliwmid  ; 
liD  ordiufiry  vc^s^t,  with  a  flalter  biitlom,  might  require  200  bundles.    Salt 


STEVRXS   ON    STOWAGE 


fnessnre  at  Cadiz;  4 barrels  =  I  cahice^  6ea}iicei— oni?  lafL  [SALT 
The  bru%h-woocl,  100  bundles  cost  §4.  and  60  mats  at  6  reals  =^^1^,  btftni; 
at  tJie  rate  of  20  reals  to  a  Spsntsb  dtdlar.  51i  Cadiz  lasts  of  salt  make 
about  100  tnn  Kn«tHsh, 

S'^t^  hskT^^e  qn amities  of  salt  are  imported  afinually  into  tlie  Bifer 
Platei  for  the  purjiose  of  pickling  beef  and  bides.  Of  this  a  cotisiderable 
proportion  comes  from  Cadiz,  where  it  is  sold  by  the  last,  5,<3O0tbp  Sp, 
nominal,  but  wbtch  h  said  to  weij^h  occasionally  little  over  4.0001b.  Sp* 
Cnpt.  Feenstra,  of  Amsterdam,  from  whom  most  of  this  information  ia 
obtained,  states  thai  (he  first  time  be  loaded  at  Cadiz,  be  was  charged  for 
16HIa^ts,  the  second  time  160,  and  on  the  third  i43ilaata;  im  each 
occasion  the  ship  was  liiled,  so  that  there  mnsl  be  considerable  discrepancy 
in  the  mode  of  weighing.  With  the  smallest  quantity,  nominal^  l43f 
lasts,  his  vessel  was  deeper  than  with  the  larger  quantities,  nominal* 
She  could  not  take  160  lasts  ^3 10  ton  F/nglish.  Dunnage  is  seldom  used 
when  the  ship  is  perfectly  dry,  clean ,  and  in  good  condition.  The  ordinary 
price  of  salt  is  4  Spanish  dollars  l^last,  hut  sometimes  it  is  §12.  The 
charges  in  connectir>n  with  tlie  proceeds  of  a  cargo  of  Cadiz  salt  delivered 
from  a  ship  of  320  ton,  have  been 

OK  OS 

2,400ra]iDgw,  (3  IS,  free  on  board ,  981    i.O 

Freight  31m  Gd  '^  Ion,   emeh  ton  T|  fonegu)  |ej.    »  ^ 

8'20ton,  £520(67ff^pcrtme«^ j  ^^    ^"^ 

Seal .•.....•...,•* .,-  0    0.2 

Brokerage  11^  cent       ,.*».......«. *..  1    6.4 

CoiiumMion  Ttf-ccnt    ..<-.* ..,..,.•  1&  U-0 

—  176    6.3 

Net *.,  104  14.6 

Tbia  ftoooont  doet  not  app^^ar  to  Inelmle  the  ooit  of  th«  uJt,  say  lOOlflats  tt4dol — I0o«* 
Aa  ouma  or  os.  of  gold  w  wroittj  10  d'il — «  dollar  4i  2d^  asxd  n  rf^ai  i^tt ;  say  4  dol  7  p=^l. 

Ordinarily  ships  chartered  with  salt  for  the  Rivpr  Plate,  have  30  nmning 
days  to  discharge;  larger  ships  more;  and  even  then  they  have  to  fall 
upon  demurrage,  being  generally  used  as  ioal in g  stores  from  which  small 
parcels  are  taken  day  by  day,  to  suit  the  convenience  of  vessels  loading 
hides.  The  salt  is  sold  and  delivered  by  the  fanegn,  (lOOfanegas^ 
19*426  (juarters  English),  and  it  is  customary  to  pay  freight  7 J  fanegoa 
to  the  ton.  The  faiiega  is  divided  into  4  cuartillos,  and  one  of  these,  in 
the  form  of  a  tub,  is  used  l>y  the  lighterman,  who  it  is  alleged,  sometimes 
retains  a  portion  of  the  contents  of  each  tub,  to  the  loss  of  the  purchaser* 
The  quantity  of  suit  put  out  by  a  ship,  ijn  which  she  is  entitled  to  charge 
freiglit,  is  governed  by  several  ccmitngencieB.  First>  there  is  the  irre- 
gularity of  tlie  lastagea  at  Cadiz ;  then  tliere  is  the  natural  evaporation 
ou  the  passage,  cakulated  at  5  t>  cent,  but  which  of  course  depends  much 
ou  it»  dryness  or  dampness  when  shipped,  the  condition  of  the  ship,  aiid 


I 


STEVENS    ON    STOWAGE, 


481 


the  state  of  tbc  aimosphere.  Thirdly  we  have  to  look  to  tbe  [SALT 
uurreciness  of  the  discharge.  Generally  the  delivery  is  equal  to  16  or  16 
fanegas  ^  last  received,  and  more  if  the  measuremcni  at  Cadiz  is  good. 
The  price  ofsult  at  La  Plata  varies  considerably  ;  sometimeiit  is  20  reals ; 
in  1855,  at  Monte  Video  it  was  5i  real^.  The  rate  formerly  was  greater 
in  the  river  than  at  Monte  Video  and  Buenos  Ay  res,  but  the  diJTerence 
now  is  nor  much.  More  salt  is  required  in  December,  January,  Februaiy, 
and  MarL'h,  dmit  during  the  oiher  part  of  the  year.  [Experienced  mer- 
chants at  Buenos  Ayres  calculate  the  ordinary  cost  of  salt  delivered  on 
board  in  Cadiz,  at  ICk.  ^ton  of  2Ucwt,  and  the  price  obtained  in  tlie 
River  Plan*  to  range  from  10  to  16  reals  per  fanega  delivered  over  side, 
^hich  is  leas  than  Capt,  Feenstra  calculates — 15 reals.  They  calculate 
\6i  fantgaa  to  the  last,  and  71  fanegas  to  ihe  ton,  which  will  give  48| 
lasts  to  100  ton  Rnglish.  Tlie  manner  in  which  tbe  salt  is  measured  to 
the  lightermen  reqiiires  close  alien tion  by  the  master  or  his  officers,  for  if 
thrown  into  the  tub  heavily  and  in  any  way  pressed  down,  ihe  measure- 
ment will  go  mut-h  against  the  ship.] 

864  In  the  port  of  Rio  Grande  salt  is  received  by  half  alquit?re 
measure  or  larger,  at  master  s  option  ;  each  alquiere  is  assumed  to  contain 
80lt»,  Urazilian  weight  (equal  to  80-95  British)  more  or  less,  and  as 
freights  are  usually  paid  by  ton  weight  delivered,  ihe  master  should 
ascertain  the  average  weight  of  the  measures  of  salt  he  delivers.  He  is 
allowed  by  the  eusioni-house  a  margin  of  10  p-  cent,  over  or  under  tbe 
manifest;  but  if  the  quantity  delivered  should  pass  this  limit  either  way, 
he  becomes  subject  to  a  6ne,  unless  there  is  proof  of  damage  by  stress  of 
weather. 

855  Salting.  Some  ships,  especially  North  American,  nre,  in  order 
to  preserve  the  timber,  8U]iplied  belween  the  sliins,  with  rock  salt,  or  waste 
pickling  salt  from  beef,  pork,  hides,  &c.  which  is  ihrtnvn  into  the  air*holes 
in  tbe  hold  and  'tween  decks,  and  under  the  covering  boards,  until  the 
entire  space  is  filled.  Forward  and  aft,  ptckle  is  Hijcclcd  by  a  powerful 
•yringe.  Ships  ihus  supplied  require  particular  alien  tion  with  dry  cargoes, 
as  B  certain  degree  of  dampness  always  pervailes  the  sides  and  bottom  in 
wet  weaiber,  They  should  be  provided  witli  cell  pieces  sloping  outwards, 
and  the  skin  ought  to  be  eaulkrd  tight  enough  to  keep  the  sail  from  the 
hold,  when  it  dissolves.  Messrs.  Slvmouu  &  Co.  say,  in  reference  to  the 
injury  done  to  ships  by  grain,  guano,  and  other  cargoes,  **  salt  them  ;  put 
in  stops  just  above  the  air-boles,  and  fill  in  between  the  timbers  with  rock 
salu  This  is  now  done  in  Jjii^er|)ciol  to  all  colonial-built  sldpa.  The 
workmen  are  paid  2*  6^/^  ton  for  every  ton  of  salt  they  can  get  into  the 
ghip.  Some  large  ships  take  upwards  of  100  ton.  It  is  a  well  knoivn 
I  bcf,  that  iron  brdts  embedded  in  sail,  back  out  as  fresh  in  appearance  and 
telean  as  the  day  they  were  driven ;  the  want  of  air  prevents  oxidation/' 

3P 


482 


STEVENS    ON    STOWAGR 


Anolher  auihoriiy  says,  llie  best  thing  to  do  with  a  fi^i«»  nAi/?,  [SALT 
either  of  oak  or  6i%  is  ta  fill  up  the  spaces  between  the  timbers  vrith  tt>ek 
Bah,  (Liverpool  rmigh  Xorlliwich)  as  it  imparts  its  chlorine  to  the  wood 
without  ijijuring  the  iron  or  copper  fastenings,  and  preserves  the  tirnWr 
from  rot  of  any  kind.  I  have  examined  one  of  these  ships  opened  nfter 
ten  years,  and  not  a  bit  of  decayed  wood  was  to  be  seen,  but  the  liinber 
liad  Ifecomc  the  color  of  old  salt  junk  (beef,)  and  as  hard  as  ebony.  All 
Atessrst.  Seymour  &  Co's.  sliips  are  thus  treated,  the  salt  being  renewed 
every  voyage,  as  ii  wastes  away.  It  lakes  about  10  ton  for  a  ship  of 
ijOOUron,  and  ahtmt  6  ton  a  year  afterwards.  It  renders  the  wood  ini- 
perishftble.  When  suiting  some  slups  the  melted  salt  runs  dowu  until  it 
is  impeded  by  ibe  Ween  deek  stringers  and  knees,  and  as  the  ship  careens, 
it  is  condncled  ov^r  the  weather  stringers  into  the  cargo,  causing  serious 
damage  to  some  descriptions  of  goods.  A  partial  remedy  may  be  obtained 
by  caolking  the  lower  seam  just  over  the  stringers.  For  the  top  timbers^ 
deck  knees,  beams^  transoms,  hreaslhooks,  &c,  wood  oil  is  recommended, 
and  the  use  of  a  syringe  where  necessary*  Those  opj>osed  to  saltini^, 
contend  that  the  ship  has  to  carry,  under  all  circnmstances,  an  additional 
and  unproductive  freight. 

Tonnage,  The  Admiralty  allows  in  sacks  of  salt,  2,240fb,  to  A  ton  for 
freight.  Bengal  and  Madriis  ton  3U  cwt.  7 }  Eiver  Plate  fanegss  go  to  an 
English  ton.  At  New  York  M  bushels  from  Europe,  or  ni  froui  t!io  West 
Indies.  At  Baltimore  40  hushels  Liverpool  brown  salt  m  bulk,  :i4  do.  groiiucl 
salt,  .11  St.  Ubes,  Cape  Venl"?,  &o.  in  bulk,  or  ao  West  lndi«  salt  iji  bidk. 
Whim  Meditenaaeau  wheat  is  freighted  at  Ijr^  quarter,  salt  ia  rated  at  4*9^ 
per  ton  of  *^0  cwt. 

Foreign  lasts.  At  Riga  18  barrels  make  a  last;  4  ton  rock  salt,  or  2^  ton 
Livt'qMiol  white  salt  is  about  a  lost.  At  Memel  a  last  is  (i,U0Otb.  At  Bro- 
merliaven  the  ship  lost  is  12  barrels.  At  Ilaiahnrg  it  is  2|  to  -^J  English  ton. 
At  Cadiz  the  last  is  5,000  tt>. 

Measures,  A  peck  of  salt  weighs  14tt> ;  a  bushel  50tb ;  a  bushel  of  rock 
salt  dtjtb.  Fine  atovo  lump  salt  is  made  up  in  hlocks,  three  of  which  ordinaril)' 
weigh  Icwt,  hut  tliey  vary  considerably;  sometimes  4,  5,  and  even  0  blocks 
weigh  only  1  cwt.  according  to  size. 

Foreign  measnres.  A  PniBsian  scheflel  of  salt  is  64ltj ;  Portuguese  raza 
IJ  buHhcls.  At  Lisbon  llie  nmyo  is  divided  into  15  faneg>is,  ;ir>  nlquieres,  240 
tpiartos,  180  selemis,  &c ;  the  nmjo  =  2'J  hnshels.  At  the  Cape  Verds  the 
alqniere  contains  817  cubic  inches;  50  alquieres  -  10  biiBhels;  the  moyo  or 
niolo  22 S  Inishcls.  or  say  2}  ton.  At  Genoa  salt  is  sold  by  the  mondino  of  H 
mine;  1  mana-SJbnBhels  nearly.  Cephalonm  harile  usually  B7'244rb.  A 
centinago  in  the  Ionian  Isles  4,4lOlb;  A inerienn  barrel  tiue  2H0tb,  coarse 
H2Dlb;  a  bushel  tine  oStb,  coai-se  GOlt);  Brazilian  alquior  HOlti;  Bombay 
parce  or  parali  l,tj07  01  cubic  inches  =  (J  gallon  ;  a  rash  is  about  40  ton»  nearly 
14|  lasta;  Ceylon  paroh  52  to  ;^5tb. 


J 


STEVENS    ON    STOWAGE. 


I 


^ 


SALTPRTRK,  Nitrate  of  Soda,  kc.    The  terma  saltpetre 

Rud  nitre  are  occasiotmll y  used  by  masters  of  vessels  and  nlliers  as  if  iliey 
were  tlje  same.  In  speaking  of  nitrate  of  soda  from  Pern,  &c\  it  is  fre- 
qnenlly  termed  South  American  sallpeLre,  but  it  meana  niti-ate  of  soda« 
and  18  eo  nnderstood  in  the  London  market.  Sometimes  nitrate  of  soda 
is  called  Chili  eahpetre,  but  of  \uie  ibis  is  going:  out.  In  eonimerciul 
language,  and  in  cbt-mical  u'orks  of  repute,  saltpetre  is  nitrate  of  potash ; 
nitrate  of  soda  is  sometimes  called  cubic  nitre.  Nitrate  %,*(  potash  is  not 
imported  (roni  South  Ameriea, 

Saltpetre,  nitre,  or  nitrate  of  potash,  is  a  spr^cies  of  5alt  found  on  ibc 
surface  of  the  earth.  It  seldom  comes  from  anywhere  except  lodia,  usually 
Calcutta,  wheie  ibe  best  and  purest  is  shipped;  Btmibay  sak]ietre  is  less 
pure,  has  a  much  smaller  crystal,  aud  is  of  a  darker  colour.  Fine  saltpetre 
liaa  a  lar^^e  hexagonal  crystal — BomeLimes  two  or  three  inches  long,  and 
laminated  j  the  larger  pieces  are  generally  tubular,  but  the  size  of  the 
crystals  varies  very  much  in  diderent  lots  even  without  a  corresponding 
variation  in  quality.  It  is  slightly  deliquescenti  as  mueb  almost  as  com- 
mon salt,  but  is  tasily  **  sweated/'  and  becomes  damp  and  liable  tu  damage 
other  cargo  through  tlie  dam])ness  of  a  ship's  bold,  or  if  stowed  with  moist 
goods,  such  as  sugar.  It  is  soluble  in  three  and  a  half  times  its  ovrn 
iveight  of  water  at  a  temperature  of  00%  and  in  rather  less  than  its  own 
weight  of  boiling  water.  When  expos^ed  to  a  heat  of  between  601/  and 
700"  Fah,  saltpetre  melts,  and  becomes  an  opaque  mass,  which,  on  cooling* 
has  been  called  mineral  crystal  or  sal  prunella.  At  a  red  heat,  it  is  de* 
composed,  giving  olF  oxygen — the  great  promoter  at  combustion.  When 
tgnitedi  it  produces  a  white  (lame  and  hums  with  little  noise,  but  when 
impure,  it  sparkles  and  crackles.  It  is  used  in  the  composition  of  guti- 
powder,  and  should  not  be  stowed  with  inllammable  materials,  such  as  oil, 
tallow,  ike;  it  is  perfectly  harmless  of  itself,  but  In  case  of  lire,  when 
combined  with  those  articles,  produces  a  compound  having  all  the  dan- 
gerous properties  of  gunpowder.  The  same  contingency  occurs  with 
sulphur  or  brimstone ;  see  jute,  combustion,  general  cargo,  and  sugar. 
Care  sbi^uld  be  taken  that  drainage  of  saltpetre  should  not  be  absorbed 
by  any  of  the  ujatei  ials  njcntioned.  By  steeping  librous  matter,  &c.  in  a 
solution  of  this  Kiill,  a  povvfrfol  kind  of  gunpowder  is  made.  The  stains 
caused  by  the  leakage  from  saltpetre  will  continue  in  the  skin  of  a  ship 
many  months  after*  Dunnage  9  to  12  inches  each  side  the  keelson^  and 
12  to  15  inches  in  the  bilg*-'s,  carried  wt-ll  up.  When  saltpetre,  sugafj 
and  rice  form  the  dead -weight,  it  is  recommended  to  slow  the  saltpetre  in 
the  after  bcdd,  to  kee])  the  ship  in  trim  and  the  cabiut^  free  from  the 
exhalations  o(  the  sugar,  which  should  go  in  the  main  hold;  rice  in  the 
fora  hold.     Saltpetre  ought  tu  be  covered  with  mats  to  receive  bales  of 

r  ••" ""^-^"^'"^- 


484 


STEVENS    ON    STOWAGB. 


merchandize,  the  vessel  is  liable  to  confisi'alion  and  a  [SALTPETRE 
heavy  penalty.  Saltpetre  is  considered  one  of  ihe  must  risky  articles  lo 
deal  with  in  the  long  list  of  imported  guoda,  owing  to  its  liability  lo  be 
washed  away  by  sea-water,  while  other  goods  are  more  or  less  damaged 
by  iL  The  nnderwriters,  who  will  assure  against  almost  any  casualty, 
halt  at  saltpetre,  and  will  usually  assure  only  against  total  loss,  thus 
avoiding  average  of  any  kind*  Saltpetre  is  generally  sold  on  a  guarantee 
of  a  "refraction"  not  exceeding  say  5^  cent;  the  remaiiiderj  iay  95  ^ 
cent,  is  pure  nitrate  of  soda.  When  refined,  tlie  refuse  of  the  6  P"  cent, 
18  termed  petersaU.  There  is  some  difhcully  in  deturmining  the  weight 
of  a  cubic  foot  of  aall]ietre.  By  experiment  good  dry  5  ^  cent,  saltpetre 
weighs  Qd^^cent.  more  than  w^aterj  and  the  Knglish  retined  saltpetre  of 
commerce  30  ^  cent ;  a  cubic  foot  of  6  ^  cent,  rough  as  imported  75  to 
801b.  when  well  shaken  down.  Nitrate  of  soda  is  rather  heavier  than 
ealtpetre* 

857  Nitrate  of  Soda,  nitre,  cubic  nil  re,  sometimes  Chili  saltpetre, 
is  chiefly  imported  from  Iquique  and  oilier  ])orts  on  the  west  coast  of 
South  America.  Thia  nitrate  has  many  properties  common  with  saltpetre  ; 
fuses  at  much  the  same  temperature ;  at  a  red  heat  is  decom posed >  and 
forms  also  dangerous  compounds  when  in  contact  with  organic  matter, &c. 
with  isorae  of  which  it  explodes  just  like  saltpetre.  It  is  soluble  in  about 
twice  its  weight  of  water  at  fiCf,  is  so  much  more  deliquescent  Umn  the 
former  that  it  becomes  moist  much  quicker.  When  the  difference  be- 
tween the  two  nitrates  has  been  once  observed,  they  can  never  after  be 
mistaken  for  each  other.  Nitrate  of  poiash  (saltpetre)  has  larger,  longer, 
cleaner,  and  better  defined  crystals  than  nitrate  of  soda,  the  crystals  of 
the  latter  appearing,  in  general,  more  dirty  m\d  confused,  ill -formed  and 
granular,  having  a  rather  flatter  form  than  saltpetre  and  always  much 
imaller;  in  fact*  more  like  coarse  common  salt.  On  the  tongue,  nitrate 
of  soda  melt^  <|ULckly^  nitrate  of  potash  is  more  difficult  of  solution. 
Nitrate  of  soda  is  not  used  in  making  gunpowder,  but  chiefly  for  the 
manufacture  of  sulphuric  and  nitric  add,  and  for  a  top  dressing  in  fanning 
operations.  By  a  chemical  process,  »vhich  sets  free  its  soda  and  throws 
the  nitric  acid  into  combination  with  potash,  it  can  be  converted  into 
saltpetre.  It  is  usually  sold  at  £12  10s.  ^  ton  when  saltpetre  is  J&d6; 
some  calculate  20s.  against  50  or  65s,  Being  deliquescent,  it  requires 
good  dunnage,  and  to  be  stowed  in  a  dry  position,  apart  from  brimstone 
And  under  sugar,  from  which  it  should  be  well  blocked  off.  A  cubic  foot 
well  pressed  down,  weighs  about  88 lb. 

858  All,  or  nearly  all,  ships  with  cargoes  of  nitrate  or  ores  arc  too 
stiiT;  experienced  masters  try  to  make  them  a  little  ten*)er,  so  as  to  turn 
their  sides  up  and  fall  away  from  a  Iteavy  sea*  Deals,  plank,  or  wood  of 
any  kind,  for  platform  or  dunnage  purposes,  are  very  expensive  all  aloog 


STEVEN^S    ON    STOWAGE. 


485 


the  west  coast  of  Soiilh  America*  If  freights  for  wool  [SALTPETRE 
■re  low,  it  is  desirable,  al  Peruvian  pons,  to  take  as  miicli  dead'Heigbl, 
say  nitrate  or  copper  ore,  as  niU  complete  the*  whole  cargo;  it  geuemUy 
pays  best.  It  is  ctaisidcred  advantageous  to  lake  in  a  dead-weiglii  of 
nitrate,  and  to  fill  up  wilb  wool ;  if  both  are  properly  stowed,  the  ship 
will  be  easier  at  sea.  Cargoes  of  nitrate  and  of  copper  ore  occupy  only 
1  BO  mucli  of  the  bold  as  will  leave  ani|>le  space  lor  vcnlilation.  Large 
qnanlities  of  borate  of  liiue  are  dhipj)ed  at  It^ulqac  ;  if  in  the  same  ves^l 
with  nitrate,  being  lighter,  it  should  go  on  it,  and  be  well  dunnaged  with 
mats  over  all,  to  prevent  injury  from  vapour.  At  Pisagua,  the  mines  are 
about  5i)  miles  from  the  shore.  Water  is  obtained  ihure  but  not  in  Pisagua, 
excepting  from  a  steam-condenscrj  and  as  there  is  no  herbage  for  the 
mules  and  donkeys  which  bring  the  nitrate  to  the  coast,  tbey  die  in  such 
numbers  that  strangers  are  said  lo  be  easily  able  to  trace  tlieir  route  to 
the  mines  by  the  number  of  dead  bodies  lying  about.  Excepting  three 
gold  ounces  to  the  consignee,  there  are  no  port  charges  at  Pisagua. 
Nitrate  i»  also  shipped  at  Mexillones,  Ocbata,  and  several  other  little  open 
bays  in  Peru,  in  bags  varying  from  150  to  IHDtb.  each;  at  Iquique,  they 
usually  weigh  280 lb,  gross.  When  loading,  masters  should  be  cautioos 
Dot  lo  sign  bills  of  kding  for  intake  weight.  It  is  customary  to  sigtt 
charter  parties  for  **  gross  weight"  and  **  quality  unknown,*'  **  not  ac* 
countable  for  breakage  of  bags,"  "  all  on  board  to  be  delivered,"  Sec, 
Many  of  the  bags  are  rotten  when  they  coine  on  board,  having  been  in 
store  for  several  months;  if  not,  they  are  generally  rotten  on  arrival  in 
Europe,  and  careful  masters  always  sign  bills  of  lading,  *^  not  answerable 
fur  condition  of  bags  on  delivery/'  As  there  is  no  vegetation  at  Pisagua, 
dunnage  is  nsnally  obtained  at  Valparaiso  and  Callao;  if  liorns  can  be 
had,  so  much  the  better.  Dunnage  as  high  as  possible;  casks  are  some* 
times  used  ;  they  are  not  so  dangerous  as  with  copper  ore,  which,  when 
a  cask  is  broken,  falls  in  immediately  ;  whereas  if  a  cask  continues  whole 
for  five  or  six  days,  the  nitre  by  that  time  becomes  solidified;  for  this 
reason,  the  bags  are  sometimes  stowed  open  or  hollow  below.  Nitre  has 
usually  to  be  dug  out  o(  the  hold  on  discharging,  and  if  there  is  not  more 
than  a  loss  of  6  ^  cent,  it  is  considered  satisfactory,  and  the  master 
obtains  a  gratuity* 

85d  The  ship  AhhoVt  Reading,  of  Liverpool,  Capl,  Thomas  Powbr, 
which  registers  420  tfin»  is  108  feet  long,  23 (  broad,  and  has  ]7|  feet 
depth  of  hold,  left  the  port  of  May,  Peru,  in  May,  1862,  with  10,000 
quintals  of  nitrate,  averaging  22  to  the  Ion  English,  say  464  ton,  shipped 
at  Pisagua,  and  1,190  bales  Peruvian  wool,  17  bales  to  the  ton,  70  ton 
weight,  shipped  at  Islay,  xvith  some  hides,  say  in  all  530  ton.  So  laden 
she  drew  \€t\  feet  forward  and  17^  feel  aft,  her  ordinary  draught  with  a 
(all  cargo  of  coah    There  were  usually  kept  on  board,  for  any  dead>weight 


4m  STEVENS    ON    STOWAGE. 

cargo,  about  two  standard  (240)  spruce  deals,  which  on     [SALTPETRE 
this  occasion  were  ranged  as  a  platform  with  the  addition  of  old  hrokcn 
spars  and  ft^nders  as  bearers.     One  end  of  the  deals  was  placed  on  the 
keelson,  and  the  other  four  ft^et  high  in  the  bilge,  the  object  being  lo  raise 
tl>e  weight  olf  the  bilges  and  away  from  tlje  sliip's  sides  lo  the  centre^  fore 
and  aft.     Il  was  found  advantageouii  lo  place  the  deals  as  high  as  possible, 
especially  in  the  bilges^  as  it  made  the  ship  easier  in  heavy  weather.     Wlih 
less  dead- weight  and  more  light  freight,  they  would,  of  course,  be  kept 
lower.     A  groand  tier  <if  nitrate  was  then  placed  on  this  platform,  com*  ' 
niencing  from  about  3  feet  before   the  foremast  and  ending  7  feet  abaft 
tlie  mizenmast.     The  bags  were  run  up  pyramidically  towards  the  centre 
of  the  upper  deck  amidships,  leaving  the  wings  in  the  'tween  decks  all 
clear  fore  and  aft*     This  plan  is  considered  welt  en<High  fur  small  ship's^ 
or  for  any  kind  of  ships  when  intending  to  till  up  with  light  freight,  but 
where  there  are  say  5 J  or  6  times  the  breadth  of  beam  in  length,  trunks 
like  those  used  for  copper  ore  (or  with  all  nitraie  tyr  other  dead-weight 
cargoes),  are  recommended,  in  which  case  the  Nitrate  should  be  run  right 
fore  and  aft,  keeping  ihe  greatest  balk  in  the  centre  of  the  ship.     TLu 
stowage  of  the  nitrate  in  the  AhhoVs  Reading  being  completed,  it  was 
well  dunnaged  over  with  dry  hides,  backs  upv^'ard,  ttverlapping  each  other 
■uffieiently  to  prevent  any  particle  of  the  nitrate  from  touching  the  wool 
which  was  then  stacked  upon  the  nitrate;  it  filled  the  remainder  of  the 
bold  and  'tween  decks*     The  wool  was  well  dunnaged  at  least  five  inches 
from  the  ship's  sides  everywdiere,  including  the  'tween  decks  ;  the  dun- 
nage wood  was  placed  perpendicularly  against  the  side,  so  that  in  case 
of  leakage  from  the  topsiden,  the  water  would  run  down  uninterruptedly 
under  the  bilge  platform.     Had  it  been  placed  fore  and  aft,  ihe  dunnage 
would  have  become  a  stop  water,  and,  in  the  event  of  leakage,  the  wool 
would  have  been  ruined.     The  batches  were  then  well  battened  down. 
On  nearing  Cape  Horn,  about  iho  middle  of  June,  hard,  dry,  easterly 
gales  were  experienced,  and  a  sort  of  smoke  or  vapour  was  observed  on 
hoard.     With  foul  or  head  winds  the  vapour  issued  from  the  forecastle ; 
when  running  free  or  before  the  wind^  the  whole  current  passed  through 
the  half-deck  and  cabin.     About  a  week  after  rounding  the  Horn,  some 
of  the  crew  complained  of  weakness  and  of  contraction  in  the  knees  and 
elbow  joints,  and  were  treated  for  rheumatism.     Although  the  ship  was 
lowering  her  latitude  every  hour  as  she  approached  the  etjuator,  and  the 
wealher  was  improving  daily,  yet  the  men,  to  the  surprise  of  the  master, 
became  worse,  and  were  unable  to  stand  for  any  length  of  lime.    On  llie 
13th  July,  in  lat.  3rO'6"S.  Ion.  40'  13'  W.  the  ship  sprung  a  leak  which 
kept  (he  weakened  crew  constantly  at  the  pumps.     About  llie  latitude  of 
Rio  Janeiro  the  jmrt  pump  burst;  the  wealher  however  continued  fine. 
Although  linimeuis  were  applied,  the  disorder,  scurvy,  (tiot  rheumatism 


STKVEWS   ON  STOWAGE. 


467 


OS  (irsl  supposed}  became  worae^  and  five  seonien  were     [8ALTPETRE 

confined  ta  their  beds  in  u  lielpless  Btale  on  Uie  1  Uli  Aiigiist»  in  lat.^* 
19'  N.  and  only  two  remained  to  work  ihe  ship.  On  the  13ifi,  ihe  car- 
penter repaired  llie  port  pump.  Strong  S.S.E.  and  E.S.E,  winds  prevented 
any  appruiuli  la  tlie  Azores.  The  le^^sof  ihe  sick  men  were  now  drawn 
completely  tip  inider  them  ;  and  there  was  only  one  left  on  dcek,  hut  he 
could  ficnrcely  put  one  foot  ljL'fi>re  the  other  vvitliout  steadying  himself  by 
the  ship's  raiL  Although  a  thousand  miles  from  l^nd,  the  master  very 
prudently  got  the  anchors  over  the  bows,  and  the  chain  cables  on  deck, 
fearing  there  might  not  he  suflirieni  sirength  left  to  do  it  when  n earing 
port.  She  arrived  safely  at  Iiivcrpoo!  in  September— 140  days.  The 
fihy  days*  sicknnss  was  atrrihiUed  to  the  vapour  from  ihe  nitrate*  Had 
she  not  been  provided  with  Cunkinguam*s  patent  topsails^  ^itpt-  Power 
could  nol  have  navigated  the  abbots  Heading  with  only  three  men.  Her 
provis^iouH  and  stores  were  abundant  and  excellent,  and  the  accommoda* 
tions  for  the  crew  wer*'  ample. 

m\0  Nitrate  shipped  on  the  coast  of  PerUj  sometimes  lies  on  the 
vharves  from  five  to  eiglit  month s^  during  which  it  dries  and  hardens,  and 
becomes  in  every  way  better  for  transport.  It  ajvpears  that  tlie  nitrate 
ehtpped  in  ihe  Abbot's  Reading  was  in  a  very  datnp  raw  state,  having  just 
come  down  from  the  miiictij,  llje  evaporation  was  no  d*)ijht  increased  by 
jlhe  heating  properties  of  the  wool  wliieh  came  chock  up  to  the  hatches, 
and  they  being  light,  forced  t!»e  vapour  to  fnid  an  exit  through  the  fore- 
castle and  cabin.  It  is  rceommcuded  that  masters  having  simibr  cargoes 
should  J  after  rounding  the  Horn,  avail  themselves  of  every  favoruble  oppor- 
tunity lo  open  the  hatches,  or  by  odier  means,  to  ventilate  the  cargo. 
The  evaporation  from  Peruvian  nitrate  varies  on  a  voyage  to  Liverpool, 
from  4  to  Iri  p-  cent*  With  an  ordinary  full  cargo,  having  an  evaporation 
of  6^ cent,  the  Abbot's  Rcadimj  (three  (Vmner  voyages)  had  lightened 
her  draught  6  inches  on  arrival  at  Liverpool.  Wilh  the  cargo  laden  in 
May,  1862,  she  lightened  Hinclies  during  the  pas&age,  and  there  was  & 
loss  of  ID  IP*  cent,  on  the  intake  wt^ight.  Experienced  merchants  consider 
that  the  nitrate  on  board  the  ship  mnst  have  been  very  impure  if  the 
VApoiir  came  from  it;  ibey  conclude  (hat  it  arose  from  the  wool. 

b6l     The  Margaretha  RoesnerSt  Capt.  Kggehs,  of  Rostock,  where 

ihe  registers  IDt*  lasts  or  429  ton  Knglish,  took  in  at  PisagUa,  in  January, 

[1804,  ab^iul  600  ton  of  nitrate  of  soda,  and  30  ton  leather  at  V^ilparaiso, 

^  She  had  space  left  for  about  200  ton  lenther.     The  dunnage,  wood  and 

plank  obtained   at   Valparaiso,  was  laid  about   18  inches  each   ^ide  the 

kkcclson,  ana  12  inches  in  the  bilges.     The  nitrate  wfts  in  bags  containing 

'200  or  300lb»  each,  and,  after  being  slowed  across  the  ship  below,  waa 

brought  up  pyramid*fashion  lo  the  hatchways.    Subsequently  itdejiressed 

fcmr  feelp  when  bags  were  taken  from  the  sides  and  placed  inider  the 


4m 


STEVENS   ON    STOWAGE, 


hatchways.  The  'tween  had  been  removed,  and  care  was  [SALTPETEJS 
iftken  10  prevent  the  beams  from  being  broken  by  pressure  from  the  cargo. 
She  is  129  feet  long,  28  feet  6  inches  outside  breadth,  has  a  depth  o(  hold  of 
16 4^  feet^  and  is  6  feet  2  inches  high  in  the  *tween  decks.  Wilh  the  ntlrate 
r cargo  she  drew  16ifcet  aft  and  15^  forward  j  the  same  as  wiih  600 ion 
New  South  Wales  (Newcastle)  coaK  The  ship  lay  300 yards  from  the 
shore,  whence  the  nitrate  was  taken  by  ber  boats.  In  the  hold,  a  boy 
unbooked  the  tackle,  and  the  whole  of  the  cargo,  whfcb  took  only  six 
days  in  loading,  was  stowed  by  a  Pernvian,  whose  skin  appeared  to  have 
such  substance  and  ^rmiu'ss  that  it  resisted  the  eflects  of  the  nitrate, 
which  tnade  the  hands  of  the  crew  quite  soft;  be  wore  a  thin  drest, 
worked  without  boots,  carried  tbe  bags  on  his  back,  and  received  fur 
Blowing  $5  p  1,000 quintals,  each  quintal  being  lUOttt.  The  nitrate  was 
covered  with  hoards  to  receive  the  leather,  'J'brough  evaporation,  the 
JUarfjareiha  drew  two  inches  less  on  arrival  in  the  English  Channel,  than 
when  she  started.  The  wastage  occurred  chiefly  during  the  first  w^eek  after 
shipment.  Shippers  calculate  tbe  loss  at  3  to  4^  cent,  and  never  more 
than  5  ^  cent,  unless  tiie  ship  leaks, 

b62  The  Havenscraig,  (see  linseed)  loaded  at  IquiquCj  in  October, 
18<>2,  600  ton  nitrate  of  soda,  in  ber  lower  bold,  and  225  ton  orchilla 
weed  in  the  'tween  decks,  when  she  drew  19  feet  aft  and  10  feet  finches 
forward.  On  discharging  in  January,  1863,  llicre  was  a  loss  by  evap- 
oration of  4i  Ip-cent.  on  the  nitrate.  Not  only  were  all  the  rats,  mice, 
and  vermin  destroyed,  but  even  all  the  wood-lice  in  those  parts  of  tbe  ship 
touched  by  tbe  cargo ;  she  continued  free  until  tbe  reception  of  a  cargo 
of  rice,  when  veruiin  came  on  board  with  the  dunnage  and  matting. 

863  Nitrate  shipped  at  Iquique,  is  dug  out  of  the  earth  in  immense 
platns  beyond  a  range  of  niou mains,  part  of  the  Andes.  As  il  arrives^ 
the  bags  are  stacked  in  the  wareliruises.  Eight  months  are  sometimes 
occupied  in  storing  a  cargo,  and  while  llmt  pan  first  stored  is  dry,  the  lart 
is  green,  and  is  therefore  liable  to  leak.  When  stowed  in  a  ship**  bold, 
it  is  preferable  to  receive  the  green  first,  and  to  range  it  equally  over  her 
bottom*  If  put  in  one  part  only,  say  forward,  aiud  leakage  occurs  at  sea, 
the  trim  of  the  vessel  w^ill  be  altered,  and  she  will  then,  of  course,  become 
too  deep  aft.  Nitrate  is  brought  oil  at  Iquique,  and  at  Pisagua  in  boats 
called  balsoa  ;  they  are  ivhout  10  or  12  feet  long,  are  formed  of  skins, 
and  shaped  something  like  a  canoe,  but  rise  more  at  tbe  ends — ^the  bow 
especi a1  ly.  They  are  pro vid ed  with  a  ki n d  of  deck  thro ughout  their  cntir« 
length;  the  space  under  the  deck  is  air- tight.  Two  of  these  halsos  are 
fastened  together,  side  by  side,  about  two  feet  npart,  by  wooden  stretchers 
near  tbe  hows  and  sterns.  A  longitutlinal  juece  of  wood  is  attached  at 
each  end  to  the  middle  of  the  stretchers,  and  then  runs  cqui-distant  from, 
and  parallel  to  the  balsos.     On  ihts  framework  two  folded  bidea  are  placed 


I 


STEVEI^8  ON   STOWAGR. 


489 


overlapping;  ihey  are  not  fastened,  Lut  by  use,  adapt  themselves  to  tlje 
ell  ape  uf  ilie  framework,  and  benmie  a  platform  for  the  reception  of 
the  nitrate  of  aoda.^  and  keep  tbe  surf  from  it;  llie  materials  altofj^eilier 
do  not  weigh  more  than  IMItt:*,  While  on  the  heach»  about  four  or  tive 
bii;^s  are  placed  on  the  platform,  I'he  bows  being  near  the  water's  edge, 
and  the  buLsos  iii Hated,  a  native  boatman  seizeii  their  after  ends,  and 
waiting  the  approach  of  a  heavy  rolk^r,  biuiithes  his  frail  craft  on  its 
cn^st,  and  at  the  same  moment  plaees  his  knees  on  the  stretcher  aft.  In 
lliijft  posture  he  goea  out  on  the  roller,  and  at  the  proper  time  lakes  up  a 
piiddie,  (previously  l«id  cros^-ways  on  the  bogs,)  provided  with  a  blade 
at  «fUih  end,  and  being  grasped  in  the  middle  with  both  Imiids,  the  boatman 
uses  it  very  adroitly  on  eitber  i^ide,  and  thus  ])ropels  and  i^teers  at  the 
same  lime.  He  dare  not  sjtund  upright  or  the  craft  would  be  Hable  to 
capsize,  as  it  draws  only  three  or  four  inches  of  water.  At  a  distance  of 
3U  or  40  yards  from  the  beach,  the  nitrate  is  delivered  into  the  ship's  boats* 
wbicby  when  they  have  obtained  say  lifiy  bag:^,  proieed  a  ipmrier  or  half 
a  mile  to  the  ship,  into  which  llie}  are  hoisted  by  the  usual  pnrcliuae  al 
the  winch.  I'be  nitrate  is  at  i^ihipper's  ri^k  iniuiedtately  it  i:^  received 
in  the  chip's  boat^s, 

b64  The  iron  bnrcpjc  Hliih  of  thr  7rn,  3(}0  ton  register,  Capt.  Sktu 
CooPEK,  btdonging  it>  Messrs.  Bakk  &  Co.  of  Fliilpot  Inline,  J«<a)dott» 
loaded  niliale  of  soda  at  IqiiiqU6)  sailetl  Oclobcr  3,  l^tio^  and  arrived  nt 
Falmtmth  {1 12  dayss^}  .January  23,  iHtiti,  and  at  Plymouth,  her  port  of 
discharge,  on  the  2Hth.  She  is  I4d  feet  long,  (160  over  all)  22  broadj 
and  12  feet  ^  incheis  deep  ;  Irom  the  upjier  pait  of  ber  beams  to  ibe  lowrr 
part  of  her  combings,  ihe  lo-igbt  is  \j  feet  3  inchcij.  I'be  bunpie  i:>  con- 
structed with  three  wattr-tight  comptirlmeuis;  the  njiddle  one  in  1*0 feet 
long,  and  in  tbii!!  the  whole  of  the  cargo, 3,:)3U  bags,  (gross  weiglrt46U  ton} 
wa*  hlowed.  Slic  then  drew  11  feet  2  inches  afi,  and  H  feel  10  inchci 
forward,  which  is  her  best  trim.  'J'be  dunnage  wot»d  at  the  bottom  (she 
being  an  iron  ship  with  no  ;L;reat  depth  of  hold»)  uas  otily  lUiiKbe»^  in 
dte  bilges  l^inehe^,  and  in  ibc  sides,  right  up  to  the  beams,  3  feet.  Her 
told  is  strengthened  with  iron  stringers,  vvbich  run  Irom  beam  to  beam, 
AV  about  two  feet  from  the  sides.  On  these  wood  dunnage,  about  two 
nches  lliick»  was  placed  to  receive  the  first  tier  of  the  ujijK'r  bu^s  of  nitrate, 
After  this  it  was  slowed  wiifiout  dunnage,  from  a  foot  to  l^tncbcs  oil  the 
ide«.  The  keelson  is  10  inches  higli;  each  side  there  were  placed  four 
♦ags  flat — say  about  Hfeei.  The  next  tier  was  a  little  wider,  and  so  on, 
»niil  the  beatiis  were  reached.  The  lirst  tier  on  the  beams  and  stringers 
cousisicd  of  aboia  20  bags.  The  up|>er  jiartof  the  cargo  was  rounded  olF, 
like  the  cover  of  a  country  wagon.  Tl»u  hatchway  was  (illed  in  closely; 
lliif  bcnms  and  stringers  were  well  dunnaged,  or  tlicy  would  have  worked 
bole«  in  tlie  bugn,  and  the  rust  from  the  iron  woulJ   have  rotted  them* 

act 


490 


STK\'KNS   ON    STOWAGE. 


Tbe  dunnage  in  ihe  sides  in  ihe  Imver  liold  was  suOicieiilly  open  inalloir 
a  man  lo  creep  along  (wiib  a  Rafely  lamp)  nnd  s^a  if  any  leakage  had 
occurred.     In  a  wooden  sbip  there  is  noi  j»o  much  necessity  to  keep  llie 
cargo  off  the  sides,  Jor  tear  of  injuring  Uie  niirale,  which  is  beneficial  lo 
wood  and  hardens  ii.     The  master  stowed  ihe  nitrate  himself,  the  skin 
from  the  tips  of  his  lingers  was  worn  off,  and  they  bled  occasionally. 
Some  European  stevedores  protect  their  hands  with  leather,  but  they  are 
not  then  so  well  able  to  control  the  baga.     While  loading  from  the  balsos, 
the  IViich  of  the  Tees  had  an  anchor  out  astern  to  keep  her  steady.     The 
crew  (inished  her  in  tivelve  days*  but  fine  weather  prevailed  ;  with  three 
labourera  in  addiiion»  she  might  have  been  loaded  in  perhaps  ten  days. 
865     Although  the  barque  wm  rpiite  tight,  the  pump-well  was  sounded 
at  nea  at  regular  intervals*     When  first  pumping  out  the  btlge  water,  in 
order  to  ascertain  if  there  was  any  leakage  from  the  cargo,  Capt.  Coopee 
satiimted  some  paper  with  it,  and  on  applying  a  light,  the  paper  igntled 
ioimediulely,   by   which   the   presence  of  nitrate   was   made   palpable. 
Ahhough  when  the  curgo  was  completed,  the  hatches  were  pot  on  with 
difficulty,  yet  it  had  settled  down  30  luches  on  arrival  at  Plymouth* 
Bugs  of  nitrate  seldom  move  in  the  hold,  and  in  this  case  they  bad  not 
ubifted  an  inch  ;  they  appeared  to  be  lacked  one  into  the  other,  and  bad 
become  so  aulid,  that  it  was  necessary  lo  use  the  crowbar  to  break  them 
out-     The  stringers,  beamsj  and  iron  knees  of  the  IViich  of  ihe  Tets,  wi-re 
paid  over,  prior  to  receiving  the  cargo,  with  a  inixttireol  red  lead,  bright 
varnish,  and  a  little  boiled  oil.     On  dischurgi ug,  it  was  found,  that 
although  the  dunnage  in  the  bottom  was  only  10  inches  thick,  ifie  inm 
work  was  not  corroded.     Much  of  the  dunnage  wood  under  the  bags  was 
perfectly  dry.     With  a  deeper  ship  it  would  have  been  necessary  to  place 
more  dunnage  in  the  bottom,  to  keep  the  cargo  up  lor  the  sake  of  iritnmiug 
ber,     Previous  to  the  reception  of  the  nitrate,  the  harqne  swarmed  with 
ruts  ;  on  arrival  in  England  only  one  was  known  to  be  on  board.     There 
was  no  apparent  diminulion  of  the  cockroaches.      The  cat  was  mueb 
wasted  ;  it  was  supposi'd  by  inhaling  the  vapour  of  the  cargo  when  chasing 
vermin,     [t  is  said  that  cats,  when  they  take  to  lying  on  a  pile  of  nitrate 
of  FodUj  become  lethargic  and  seem  attached  to  the  s|»ot,  getting  gradually 
weakeri  until  they  crawl  away  «nd  die,  apparently  through  inflnmujalion, 
b66     Masters  bound   lo  Jquicjue  should  be  careful  not  lo  gel  lo  the 
north  of  the  Island^  us  there  is  a  current  constantly  running  north,  and 
the  prevailing  winds  are  from  the  south,  so  that  a  vessel  may  lose  two  or 
ihree  davs  in  getiing  back.     A  ship  may  stand  close  to  the  shore  mih 
Bikitiy,  hut  if  it  lull  calm  her  head  should  be  put  off  ttnmediaiely,  as  at 
times  there  is  a  very  heavy  swell  irt)tn  the  westward  ;  a  constant  surf  runs 
i^n  ihe  b*!uch.     U  generally  fulls  calm  about  f^  p.m.  and  the  sea  breeze 
*>els  in  about  1 1  aju.    lliere  are  no  pilotSj  and  boats  are  not  allowed  t*> 


J 


STRVENS    ON    STOWAGE. 


m 


come  alongsiile  before  the  Port  Captain  ha»  Won  on  iMiHtfl ;  if  iliny  ilo 
lliey  are  Oried  ^50  — 3»»  each.  Launches  t-iiti  Ih^  \nnn\  nl  5 1  1^  t(»ik ;  lliert . 
are  several  tit  liniitjue  wiiich  will  carry  from  ♦>  in /iO  ti>n.  If  ilHTr  urn 
Im  Uiree  or  four  vessels  in  [M>r^  launch  hire  in  rciismntthhi.  Whitn  thwtr 
cargoes  have  been  on  board  48  huuni.  all  Hhi]i»  inuul  It'avo  thn  port,  and 
masters  are  not  allnwcd  to  Itiml  tifuT  the  v^hjicI  i%  clnirrd  hy  ij^^  mirltor- 
ities.  Fresh  provisions  are  sfjarcr,  and  the  hrrf  ih  imh  wry  ^ood,  lu'iii||  i 
full  i»f  blood  ;  all  provisjcinH  have  to  be  bnni^ht  from  oihor  (nirlH,  Vn[}U 
CooFfvic  considei^  that  the  lii<allb  of  a  arvtw  ii  nnitdi  pr(iiniHr»d  hy  having 
a  plentiful  supply  of  frewh  wafer,  so  rnnrh  that  ihr  nu*n  ran  waiih  thidr 
clothes  in  it  on  the  passage  hoiur,  and  lhur«  avoid  the  UNit  (d  Rcn  wattfrp 
by  which  scurry  and  sonie  other  diftordurv  are,  und«r  ct^rliiin  circMmntanetili 
promoted. 


?OBT  0HABOS8  OF  THE    "WXTOK  07  TEB 


I"  At  WJWnk 


dd  tt 

Aoidionigfl •»•••»•«•.*#***»#••  i  0 

Tomugr  dom,  2  roftli  If  Ion  «•••«•«•«••»•«*««*  74  7f 

Stotttped  p^»er  f4>r  maiulcsAl   ••«*,•««••••««•«•»  ft  0 

For  viriit  maI,  tad  £«rUi&e«t«    ««««« **.#•<  0  71 

toriDoeUxr    ..,«..««•*. ««••.  1  0 

FfMiteny  toled  Tntiifwil      •««••»*«•«««••««•••  1  0 

CmmalmrWem   , *  7  10 

iiCBMv«  to  aMMtAr  roU   9  0 


7*€1rfS^ 


itfo#si«^«»i 


0141  mrngM  mu 


The  irii€k  9/  ike  Tm^Mt  Umitmim  Jmmf  MM,  irflli  ] 
wko  wen  kWei  mi  Bmteie,  m  Qmmtihmi'f  Amm  i 
MfiiMili,  New  Smtk  Walfli,  iftd  u^  In  €mi  im  W0 

ns  o&iatMi  to  Uml  m  Uimtim  At  evfp  id  nilMt  ff«ff«iiljr  fnAifillf 
MnJkmmi,  fShm^i  m  m  mm^  4d^^9tm^  t^^mm^  M  mA  W9f$  1^ 

d^  flHpp  ws  wmm  MSttit  mn&m^  mHmi  NtiMtii  Vty  0^1^  W^mmmtm 


492 


STEVENS    ON    STOWAGE. 


3d,  light  dues  4^/,  ballast  5«,  water  lOir.  At  Duneclin,  ^  ton^  pllatnge 
6d,  light  dues  4f/,  bnllait  df,  water  124.  and  under;  beef  8^,  mutton 
10(/.  IP^  tt) ;  entering  ami  cleanng  £3  3#.  At  Valf^uraiso,  custom- Ii(nist5 
£\5;  water  6jf. ^  ion  ;  beef  3ii/.  bread  cheap;  ships  can  now  be  moored 
safely;  floating  docks. 

867  SALVAGE,  In  ordinary  cases  the  value  of  ibc  ship  saved  18 
divided  into  four  jiaris.  The  ship  receives  two  fonrtfiJi,  the  master  one* 
founb,  and  the  crew  one-fotirih,  according  to  their  rating.  Someliraea 
one- third  i^oes  to  the  owner,  one-ihird  to  the  master,  and  one- third  to  tlie 
crew*  Whi're  a  i^hlef  oflTTcer  iias  been  sent  avviiy  with  a  derelict  ship,  and 
has  saved  her,  he  ^ets  une-third  of  the  master's  Bhare,  Where  the  owner 
is  master  he  may  take  one-half  and  divide  the  other  half  among  the  crew, 
Tt  is  the  practice  in  the  Admiralty  Court  to  appfirtion  salvage  aivardst 
where  thtre  is  no  dispute,  and  services  are  equnl,  in  shares  of  £50,  thus 
divided:  say  the  award  is  £'2,000:  the  ship  would  get  17  shares,  the 
master  7,  the  chief  mate  2,  the  second  mate  I,  and  the  crew  13  shartfs 
divided  amonj;  ihem.  If  ihe  ship  does  not  participate,  her  portion  shonld 
be  equally  distributed  accordinf^  to  the  preceding  scale.  An  abandoned 
ship  was  bonrded  by  the  crew  of  a  small  schooner,  wlilcli  look  her  in  tow. 
The  ship  was  then  seized  by  several  men  from  the  steamer  Preskltnf, 
hired  by  the  imdernriters  for  the  pnrpfise  of  salving  the  ship,  which  was 
brought  by  lb  em  into  Liverpotd.  It  was  held,  that  the  schooner  was 
entitled  to  sal  v a ^e  as  fi rs t  s al vo rs .  Th  e  Fusilier  :  J ud  ici al  Co m  m  i t tee  o f 
the  Privy  Ctumcil,  March  8,  186*5;  behire  Lord  Chelmsford  and  ihe 
Lords  Justices.  This  cnse  raised  an  iniporfant  question  as  to  the  liability 
of  the  owners  of  cargo  to  contribute  for  salvage  services  in  the  saving  the 
lives  of  passengers.  The  Court  of  Admtralty  has  decreed  £5,200  as 
ealvage.  It  was  allef^ed  that  passengers  were  not  cargo,  and  did  not  come 
within  the  Act  of  PnrliamLmt,  Lord  Chklmsfori>  pronounced  judg- 
ment. It  was  an  important  question  whether  passengers  were  to  be 
included,  and  also  whether  the  owners  of  cargo  were  to  contribute  in  the 
payment  of  the  sum  awarded.  Their  lordships  were  of  opinion  that  on 
both  grounds  the  Act  intended  that  passengers  vfere  included  and  the 
owners  of  cargo  liable.  The  appeal  would  therefore  be  dismissed  wiib 
costs.  — Decree  accordingly. 

868  SANDAL  WOOD  grows  in  the  island  of  Timor,  the  South 

Sea  Tslands,  in  Western  Australia,  and  in  some  parts  of  China,  That 
produced  in  Australia  is  of  good  quiiHty  and  is  shipped  in  logs  from  4  to 
6  fi  el  long,  varying  from  3  to  8  inches  in  thickness.  The  product  of 
islands  is  smsiller  in  point  of  size,  rarely  exceeding  3  inches  in  thickness. 
It  is  obtained  chiefly  from  the  South  Sea  Islands,  and  seamen  have  a 
saying  that  it  grows  only  where  the  natives  are  in  a  savage  state.    Ships 


STEVENS    ON    STOWAGE. 


send  large  whale  boata  tvhieb  are  moored  some  dis-  [SANDAL  WOOD 
Uince  from  ll*<3  beat-li ;  their  crexvg  are  providcf!  whli  loaded  muskels,  lo 
jirolecl  lliem  from  uuexpt  t'ted  uilacks  by  ibe  isbiiulers,  who  stand  in  the 
water  up  to  their  arm-pils  lo  carry  on  tlie  Lratlic.  In  China  the  tree  is 
usually  fr>und  in  n>cky  and  billy  situations;  when  grtnving  on  low  land 
the  quality  degenerates.  As  an  article  of  commerce,  the  sizea  are  three 
or  ftmr  feet  long  by  foor  lo  six  incites  diamettr;  of  these,  eiE|!it  to  twelve 
weij<li  u  |ieciil.  It  is  frefjupntly  shipped  in  Intiia  fivr  the  China  nmrket»' 
each  piece  beinp  carefully  branded  at  both  ends.  Many  eonsif^nments 
have  been  re-shipped  in  En^rland  fur  China.  Being  valuable  it  is  sold 
at  per  ttj,  weiglied  carefully.  Sandal  wood  is  very  heavy  and  sinka  in 
water;  contact  with  oil,  coal  duftf,  &c.  must  he  avoided  ;  salt  water  turns 
it  black,  Tt  sliould  never  he  useil  for  wiug  dunnage  with  other  cargo, 
however  convenient  it  may  be  in  size  ;  and  care  should  he  taken  that  the 
logs  or  pieces  are  neither  cut  nor  broken.  At  Liverpool,  June  16,  1853, 
MoLLKK  t,  SiEVEN,  it  was  decided  that  the  owner  was  liable  for  oil 
damage  to  eapan  wood  improperly  used  as  dunnage.  Bengal  and  Madras 
ton  2tJcwt.  for  dunnage,  which  s!iould  be  specified  on  the  hill  of  lading; 
Bombay  I6cwt. 

SAiri),   WEIGHT  07,    FEE  tllBIC  FOOT. 


d,  river    llHlh 

—    TliiuD«a      ............     1031b 


Siuidf  pitf  Aetai  course    lOOtb 

—      pit,  Hue  grained  Ss  de&n      951^ 


Tk4  areroffe  quaiUUjf  qf  evbieject  equal  to  <t  ton  in.  taeighL 


8«zid,  tijer,  All  filkd  into  e«rts  . .  Ql 

Ditto,  pit 23 

ThmiK'S  biiHa»t      22 

6r«Tel,  eoorte 23 

ShingJe,  clean 24 


Marl ^ 

Cky,«tiff ,, 2ft 

Chalk,  in  liimpa    * 29 

Ni|?ht«oU 83 

Earthy  mould     •». 83 


WSI0HT  OF    LUfES  AITIT  CEMEHTS. 


Weijiil 

T. 

Wdpht 
bixilidl 

In  ik£  Stone. 

,   XiBjiiftlMai  Blue  Iiiai  < . 
I^fiMBogia    ditto      .. 

m 

TO 
HO 
7$ 

Ml 

m 

1                 Qnmnd. 

KcynAliiun  Bla#  LJta  « . 
Lyiu«R«KU    ditto      .* 
Romiui  Cement    *.••.. 
Porlliind  Cement     «... 

lb     ' 

es 

70 
77 

loo 

(b 

49 
541 
60 
78 

IfOOO  building  BnicKi  cloi>ie]j  •tnckc'd,  ot^tiuji^  nboni  54S  cubic  feet. 

1,000  old  Bnicxa  deaaad  and  looidy  ctack«d,  oecnpj  aboQi  72  oubio  Utk. 


494 


STEVENS    ON    STOWAGE, 


869  SAND,  or  mud  ballaat  impregiiated  with  sewage  or  other  dele- 

lerioii{»  matter,  may  stibseqnenlly  cause  severe  and  sometimes  fatal  sicktieM 
among  the  crew;  it  should  therefure  be  carefully  selected.  Occaijioually* 
when  shingle,  &e.  is  shipped  as  hall  as  t,  the  Customs*  auiiiorities  oti  di^ 
charge,  subject  ibe  vessel  to  light  dui:s,  &€.  as  if  she  were  delivering  a 
cargo  of  building  stone  ;  this  liability  induces  masters  to  use  sand  ortuud 
however  unsuitable.  In  levying  light  dues,  the  authorities  state  that 
where  a  profit  can  he  made  on'balhiHt,  dues  are  leviable.  Some  masters 
are  under  an  erroneous  impression  that  when  freighted  witli  government 
stores  tbeir  vessels  are  exempt  from  light  dues,  &c* 

870  SAN  FRANCIS^CO.  Capt.  Howard  Clark,  of  the  sbtp 
Mafnolia^who  was  here  in  1867,  stales  that  the  stevedore *9  charges  were 
50c  ^  ton  for  goods  of  every  kind^ron,  coalj  measurement  or  dead- 
weight j  the  American  short  ton  is  $,000 tb.  Ships  have  to  employ  two 
clerks  at  Jt7  ^  diem  each,  when  delivering  general  cargo.  Importers  or 
exporters  sending  goods  to  or  from  the  wharf,  pay  34*:  ^  ton ;  the  wharfage 
for  the  ship  is  very  high*  Goods  should  never  be  allowed  to  leave  the 
wharf  without  a  clean  receipt ;  by  this  it  will  soon  be  learnt  whether  they 
are  in  demand  or  not.  When  stowing  wheat  in  bags,  great  care  is  taken 
with  the  dunnage;  pieces  of  3  to  6'ineb  scantling  are  nailed  to  theship^a 
sides,  which  are  completely  clap-boarded  ihroughout;  the  bottom  and 
bilges  are  covered  with  mats  purchased  from  the  stevedores  at  7c  each, 

871  Referring  to  Capt.  Clark^s  instructions  given  above,  a  mer- 
cantile firm  at  San  Francisco,  under  date  March  4,  1866,  says,  the 
8tevedore*s  charges  are  75c  p- ton  on  railroad  iron,  and  50c  ^  ton  tui  all 
other  goods* measurement  or  dead-weight,  the  American  ton  being  2,000lb, 
Clerks  charges:  ships  have  to  employ  one  or  two  clerks,  at  the  captain  s 
discretion,  the  expense  of  same  being  J55P'day  when  landing  coal,  Jjl|8 
{p-  day  for  general  cargo.  "Goods  should  never  be  allowed  to  leave  the 
wharf  without  a  clean  receipt  j*'  this  is  correct,  and  would  save  captains 
much  trouble  and  annoyance  if  carefuUy  attended  to.  The  remarks 
regarding  the  stowage  of  wheat  are  suitable;  great  care  is  always  taken 
with  thednnnage,  and  captains  are  well  satisfied  with  the  stowage. 

872  This  lirm  makes  the  following  observations  in  reference  to  Sun 
Francisco.  The  stowage  of  vessels  coming  from  London  is  ahvays  in- 
ferior to  that  of  I^iverpool,  and  the  class  of  vessel  so  fkir  superior,  that 
Bcveral  persons  importing,  jtrcfer  having  their  goods  forwarded  to  Liverpool 
from  London  to  save  the  almost  inevitable  damage  received  by  shipping 
from  the  latter  port.  The  shipowners  in  London  must  be  very  ignorant 
of  the  inducements  the  Californian  trade  can  ofler,  to  continue  in  their 
old  course  of  sending  such  worthless  vessels  to  its  sbores.  The  Liverpool 
owners  have  been  slow  in  recognizing  its  advantages,  and  have  pro  hied 


n 


■ 


STRVENS    ON   STOWAGE. 


4M 


thereby  dnriug  ih«;  past  year  anil  beginning  of  the  [SAN  FRANCISCO 
presenL  Freights  havi*  been  as  liigh  as  £3  Ms  6d  tt)  Jjiveqwol,  and 
are  now,  ut  the  close  of  t!ie  grain  shipping  season,  £2  7#  6d  ^  ton  to  the 
same  place.  When  giain  freights  are  not  ofTering^  which  generally 
occurs  in  theheginiiing  of  liie  year,  employment  can  be  found  hy  vessels 
taking  cargoes  of  lumher  to  llie  Australian  colon ie;*  and  bringing  back 
coal,  by  which  time  grain  freights  are  probably  ofJering  at  remunerative 
rates.  Captains  of  English  vessels  always  ex|)ress  themselves  as  well 
pleased  with  the  despatch  given  in  discharging  and  loading  in  San  Fran- 
cisco^ and  seeni  to  think  that  il  goes  a  long  way  in  counterhaJancing  the 
extra  expenses  of  this  port.  The  greiit  Jatility  of  conununicalion  by  the 
Overland  IVlrgraph  and  Athuilic  Cable,  between  iieie  and  Great  Britain, 
make  it  easy  for  captains  to  refer  the  acceptance  of  freights  to  their 
owners,  and  obtain  a  reply  within  iweniy-four  hours. 

873  W  i  th  re  fe re n c e  to  M  essrs.  iM  e  n  z  i  e s  *  i  n struc li on s ,  ( w  b  i eh  fol low) 
the  same  firm  says.  Mates  and  cleiks  :  these  instructions  as  to  the  con- 
dition of  cargo  when  received  at  the  vessel,  cannot  be  too  carefully  attended 
to,  as  claims  are  oflcn  bronglit  against  consignees  of  soda  ash  and  soda 
crystals,  on  account  of  damage,  and  in  a  number  of  these  cases,  the  pnckages 
have  been  qniie  clean  on  tho  outside,  thereby  raising  a  dtHpute  bftueen 
the  consignee  of  the  guods  auil  tlie  ship  as  to  who  was  to  bear  the  loss* 
The  instructions  as  to  the  receiving  and  stowage  of  glass  should  be  very 
carefully  attended  tOj  as  (here  is  more  trouble  liere  abuut  tfiat  one  article 
than  about  all  otber  imports.  Cases  of  glass  should  be  very  carefully 
examined  hy  tbe  ca|i[ain's  ch-rk,  or  someone  especially  employtd^  lose© 
if  they  are  sound  bffore  they  are  allowed  to  K-ave  the  sbip's  sitle.  It 
wonld  be  much  safer  for  the  captain  to  require  the  shipper  of  glass  to  sign 
a  hill  of  lading,  in  whicli  ilie  ship  was  not  made  liable  for  breakatc^  nr 
damage  of  any  kitid,  tin  it  is  a  rare  tiling  for  a  vessel  to  escape  a  claim 
where  they  bring  any  f|naniity.  The  inslractions  respecting;  slieet  and 
plile  iron,  should  also  he  carefully  attended  to,  as  claims  are  frequently 
sent  in  tvhen  but  little  dafnage  has  been  sustained. 

87i  Messrs*  Mknziks,  Lowuy,  8i  Chilus,  stevedores,  San  Fran* 
ciftCir,  California,  having  had  nmny  years  experience  in  discharging  and 
loading  vet^sels  at  this  port,  and  liaving  seen  in  very  numerous  instances 
cargoes  discharged  in  damaged  condition,  which  might  have  het^n  de- 
livered in  sound  and  good  order,  had  Bul!icient  precaution  been  taken  in 
the  stowage,  are  induced  to  circulate  instructions  with  reuard  to  loading 
ships,  which  their  ample  experience  jusiilies  ihem  in  believing  will,  if 
observed,  prevent  the  great  tronide,  ex|>eU4iive  liligaiion,  and  heavy  claims 
whicli  ships,  and  especialfy  those  arriving  from  England,  have  sus rained, 
and  which  have  operated  to  excite  prejudices  in  the  minds  of  owners  and 
shippers,  a^nanat  this  ].H>rt.     [See  next  |»age.] 


496 


STEVRXS    ON    STOWAGE. 


BAN  FEAKCISCO^INSTEUCTIONS   FOE  STOWING  CABOO. 


Mates  ob  Clebks  in  receiving  goods 
thoald  be  cArtsful  to  aicertAln  the  contenii 
of  all  pAckageiiT  becaaso,  when  thej  &re 
received  for  tilupmbiit,  thoiigli  lookitig 
dry  and  in  good  order  at  the  time  they 
»re  put  on  bnm-d,  yet  Soda  Cr\iitiili  and 
RQcli  like  arlicles  will,  on  a  long  paHKage, 
absorb  tho  mobttirii  wUicU  arisen  in  all 
■lilp%  and  dlssolruig,  will  deatroj  or 
damage  an^r  eurgo  with  which  they  may 
come  into  i:ontaet. 

€oi.L  ahoold  alwaya  be  stowed  in  the 
bottom  T  In  veiled  off,  and  cove  red  with 
boardfi  or  slabs^  to  prevent  goods  stowed 
on  the  top  being  soiled  or  rotted  by  Kcm- 
tact*  No  goods  slioiild  be  stowed  until  iill 
the  coal  is  taken  on  board ;  the  dust  aettling 
on  them,  destroys  their  appeiiranee  imd 
marke'  value,  PHpecially  if  sweat  or  ealt 
irater  geta  on  them  during  the  pdj«age; 
there  ia  a  eertoiuty  of  elaime  being  made. 

SOOA  ChYttTALa,  TfVASHINO  SoDA* 
BLXACIllNa  PoWD£B,  CAUflTlC  SOWA,  BlU6 

Ti;ntiOL,  AND  ALL  CsicancALs,  Khould  be 
itowed  by  themselves  in  the  pejik  or  nin, 
nad  never  on  top  or  cmitiguouji  to  other 
goods.  Caustic  Soda  and  Chloride  of 
Ume,  DfipecLallyi  should  be  kept  at  a  dis- 
tanee  from  bales,  whii-h  are  Homelimes 
«&ten through,  and  rottt d>  b}-  bein^  stowed 
within  a  few  feet  of  tlie  abovi:^  m-licleH. 

Ihox,  Whether  in  bar  or  in  btmdlea, 
■houltli  be  well  dunnaged  in  the  hottomt 
even  if  there  is  coal  In  the  ihip*  Heavy 
laits  have  of  ten  heon  aniitained  agtainst 
veflsela  for  damage  to  iron,  where  there 
has  been  no  dannagCt  or  only  lUjiufEeient. 

SiiKET  AND  Plate  Ibok  should  be 
Btowed  in  pilen,,  and  not  spread,  to  avoid 
the  djkmage  which  often  ftriHcs  from  water 
running  from  one  plati'  to  another  and 
domAging  the  whole.  When  spread  out, 
and  cargo  placed  on  the  top,  thi?  plat^'S  and 
sheets  are  buckled  up  and  twiitted,  des- 
troying  their  market  value  and  aJFordiJig 
opportiuiitie«  for  litigation.  When  stow- 
ing iron  keep  thevariouB  marku  Heporate, 
by  meMnei  of  rope  or  wood.  TLe  usual 
paint  marks  become  obliterated  on  along 
passage,  when  it  in  iiujxt^sible  to  di&tin- 
gldsh  one  brnud  fixtm  another;  the  iron 
lias  then  to  be  ueparati'd  I  y  iixcs,  which 
ciiuiies  great  expense  to  the  ihip. 


Gab  akd  Watsb  Pipe  when  boaod  hj 
rope  should  be  further  secured  by  wire, 
even  at  ship's  expense.  The  rope  on  arrirsl 
is  invariably  rotten  t  and  the  expense  of  as* 
sorting  and  rebinding  is  very  heavy. 

Salt.  Care  ithouid  be  iiUien  to  stow 
tliiB  article  away  from  iron,  or  any  eargo 
likely  to  Bostoin  damage  by  rust  or  damp. 

Baixb.  Theae  should  not  be  stowed 
on  the  top  of  bar  iroUt  when  they  will 
eome  in  eon  tact  with  the  beams  or  stan- 
ohioDii.  The  spring  of  tlie  iron  caoiiefi 
the  bales  to  elmfe  wherever  they  tooch. 

Crates.  Avoid  btowing  crates  in  ihn 
wings  as  dunnage  to  bj^ilea ;  chafing  b  sure 
to  oeeor.  Dlock  them  off  solidly  with 
dnnnage  wood. 

Bottled  Bekb  or  Basselb.  In  all 
cases  care  should  be  taken  to  prevent  too 
many  beiglits  being  stowed  one  on  the 
other.  II  mure  tluvn  four,  or  at  the  moat 
five,  are  so  piled,  the  lowtir  ci^lu  are 
invixritibly  crushed. 

LtLABri.  Aa  there  is  much  litigation 
about  glass,  too  muck  caatiou  cannot  bo 
observed  in  receiving  it. 

Although  the  piickages  when  reeeired 
may  appeivr  in  ptrlect  order,  by  csrclejja 
handling  on  the  Mt^«amer<i  or  railways,  their 
coutcni.H  may  be  shiveI^ed  to  pieces.  But 
aa  the  chip's  hands  ore  the  last  to  handle 
theuif  claims  are  sure  to  be  made  against 
the  vessel  Some  one  (should  be  appointed 
to  sliake  each  case,  and  if  noeeasaryt  to 
open  it.  Cases  containing  broken  glaia 
will  rattle,  and  should  be  rejected . 

Cases  of  Glass  should  alwa^t  be 
stowed  athwart  ships,  and  on  edge.  No 
donniige  should  be  Uhed  except  in  the 
wings  to  block  off  with.  Donna^  ia 
frequently  used  to  level  off  a  place  whers 
a  case  would  not  fill  up ;  the  cousoqueneo 
ia,  Unit  it  works  down  among  the  gloat, 
and  caiwes  much  breakage. 

Small  C.ihus  shouJd  not  be  stowed 
alongnidc  of  large  oucti,  as  they  are  almost 
Aure  to  crack  the  glass  In  the  large  eases. 

QritKBlLVER  BOTILKS,  Paikt  At  Nail 

Kl<3s,  B hick 6,  C&ATEs,  or  any  kind  of 
cargo,  Hcbould  not  be  nsed  as  dunnage  to 
block  oi'  with  ;  they  are  either  crushed  by 
pniiflnrt'  or  work  into  bales  or  other  pack- 
ages, thereby  causing  great  domoge. 


STEVENS    ON    STOWAGE. 


497 


SAH  rBANCISCO^POKT  CHABGES. 

$  e 

Gisttonta'  entimneo  fee 2  50 

Ditto     deanmee 2  50 

Ditto     bill  of  health .....,,..  0  20 

Surrejor's  hs> 3  (K) 

CotniBissioni^r  of  Emigration .....,,,...*  1  00 

And  if  bringing  Emigriuits  . . « tsach  5  DO 

U.  8.  atampa  on  Manif^t,  outward  and  inward,  not 

ezoeeding  300  Ion « * .  1  ilO 

BOO  and  not  exceeding  600   $3          Over  64>0      5  00 

SATES   OF  WHABFA01  FOE  VESSELS. 


fan         ton 

$ 

c 

ton         ton 

f  c 

SO  and  imder  75 

4 

00 

6ua  and  nnder  600 

22  00 

76    „    100 

5 

00 

6<X^    „         700 

24  60 

100    „    160 

7 

60 

700    „    BOO 

26  00 

150    »    200 

10 

00 

800    ,,    1000 

23  00 

%S0         ..    800 

12 

60 

1000    ,,    1250 

84  00 

800    „          400 

17 

50 

1250    ,,    1500 

41  00 

*0O    „    500 

20 

00 

1600    ,,    1750 

49  00 

IT-  8.  TojfifAom  DtT«a  N  ^  rcgiitered  ton  paid  in  grecnbacka.  Hakbouk  Duia  ^p 
7e|{iat«rod  ton,  p&id  In  gold  coin.  Pelotiob,  #6  ^ foot  on  all Ttatela  mider  500 ion;  oa 
lho«e  of  5O0  tDti  iLud  op  wards,  $7  ^  foot,  and  4e^regtat«red  ton. 

875  SARSAPARILLA,  the  long  fibrous  root  of  a  fough  bind-weed 
plaot  which  flourishes  m  low  Tnoist  groimd,  Ii  is  much  cullivated  in 
Jamaica.     Madras  ton  60  cubic  feet.     See  aniilax. 

876  SCURVY.  Dr.  Wm.  Domett  Stone,  says,  I5th  January. 
1867.  It  ijt  a  curious  fuci»  and  one  worth  recording,  that  in  the  Greenland 
regions^  where  ihe  United  Slates'  whaling  vessels  winter,  nothing  is  said 
to  eflect  a  cure  so  soan  as  the  eaiing  of  seal  meat,  eillier  raw  or  cooked* 
which  the  Consul  states  seems  to  be  a  specific  provided  by  nature  for 
the  contingency  of  this  disease.  The  owners  and  masters  of  vessels  em- 
ployed in  tlie  United  Stales*  whale  fishery  say  ihatp  as  scurvy  never  occurs 
when  ihey  have  a  supply  of  sound  potatoes,  ihey  therefore  lake  gn-nt  pains 
to  obtain  and  keep  a  quantity  when  it  is  practicable.  Tbey  pack  them 
in  light  seasoned  new  oiUcasks,  also  put  some  in  casks  in  eider  vinegar 
for  use  when  the  fresh  ones  are  exhausted  and  decayed.  Potatoes  are 
preserved  for  a  long  time  by  placing  them  in  a  IQO-gallon  cask,  with 
Id  gallons  of  molasses,  and  mrning  the  cask  over  once  a  monib.  In  the 
French  and  Russian  mercantile  navies  scurvy  seldom  occurs,  owing 
pn)bably  to  ihe  general  use  of  the  common  acidulated  wine  of  France  as 
A  drink  for  seamen* 

877  St:  A  LING  WAX.    Bengal  k  Madraa  ton  60  cub.  feelincasea. 

878  SEBDLAC.  Sec  the  articles  gum  lac  and  luck.  Bengal  and 
HftdfBS  Ion  50  cubic  feet  in  cases,  I6cwt«  in  bags. 


SrKVKNlS 


1.NISEED  i»  Uie  frnit  of  Pimpinetla 
n,  used  in  the  Ea&t  as  a  condimentf 
1Q4  in  Europe  for  easentiul  oil.  Star 
A?(is£  the  oapBule  and  s«eds  of  Illmum 
Aui^atnm^  requires  to  be  iitowed  Bccuryly 
from  the  aiUek  of  mts.  Beugal  nnd 
Hadnua  ton  8  cwt ;  Bombaj'  50  cuh-  fi-yt. 
A  case  ot  Chinefte  etriT  aniseed  eontaiijing 
liall  a  pecul,  nieasures  4  cub.  feet ;  1*24  (or 
6  peeuli}  go  to  ih«  t^ii  of  i!>D  cub,  f eet« 

CANARY.  The  scedB  of  the  PhalarU 
CanarUturia;  unfttivogranHof  BriUun,  and 
imported  from  Holland,  Germaiiy*  and  the 
Mediiermnean.  A  bashel  53  to  611b. 
luiudly  58|m. 

CAJIKAWAY;  »  hnshd  5fj!b. 

CHICORY;  a  bushel  BBWj, 

CLOVE  11  r<5qnires  9  inohes  dunnage  in 
lli€  bottom*  1-i  m  tht>  bilge,  and  24  in  the 
aides.  Dntf^U  and  conlincntal  ie^  nsnallj 
in  bags ;  American  ia  CMftka  or  bags.  It 
bt  HUBceptibie  of  damage  by  water,  bat 
doea  not  beat ;  the  grains  n re  ••  mall,  hard, 
glassy,  |j<jnrt»hnped,  td  purple  and  yellow 
colour^  and  very  liable  lo  run  from  the 
packages,  A  bushel  60  to  6filb.  White 
I>iitcb  ia  said!  to  be  heavier  than  red  clover* 
A  tack  21  to  3j  cwt ;  a  ca^k  7  to  9evfL 

COLE  OB  COLZA  ;  this  ia  the  French 
diedgnation  for  rape  »vtd,  which  sec. 

CORIANDEK.     A  hnshcl  *22n>. 

COTTON  ;  see  the  report  of  the  Com- 
mittee on  FreightHt  page  237.  Whon 
loading  at  AJexnundria.  it  In  calculated  that 
a  vessel  will  carry  16  |*  cent*  lo«»  tkan  her 
dcad'Wiiight ;,  a  ves^jcl  of  500  ton  dead- 
weight, brought  home  4ri5ton  cotton  aeed. 

CDMMIN.  An  aromatic  produced  by 
tlic  Cn^HViiim  Ctnuinum.  Black  CttuiminT 
the  pungent  seedH  of  the  Nigfihi  Jtntira  are 
med  instead  of  pepper.  The  chief  supply 
hi  from  Mogiulore,  Spain,  and  Alexandria^ 
And  iomc  other  ports  in  the  Mediternineaa, 
Bombay  ton  50  cubic  feet  in  caaes. 

DAKI,  another  name  for  milJet;  a 
bushel  &i  to  5G1b;  see  sorgho,  and  the 
Comniittee'h  Report  on  Freights  page  237. 

DODDER 

FENUaARICKorFENuafiEEi.  The 
Irigondta  Ktnum  iirttrttnu  an  emollient; 
poulticefl  arc  made  of  the  floor  for  veteri- 
nary purposes,  and  the  Arabs  use  it  in 
fmnontationa,     Madras  ton  16cwt. 

FLAX;  see  LInaeed,  and  page  237. 


GIKGELre,  a  white  seed     [SEIM 

the  aL£e  uf  linseed  but  with  no  gloss ; 
are  black  or  red,  and  the  colore  in  the  i 
parcel  arc  often  nviited  ;  see  ScaAMM.  A 
hirge  quantity  is  fthipped  at  Coconftda 
and  Bimlipatam.  The  trade  in  the  Eait 
in  this  and  other  aeeds  is  largely  shared 
by  the  French  for  the  purpofcc  of  making 
oils.     Madras  Ion  17  cwt.     A  bDfthel  481b. 

QRA8S,  a  buMhel  of  mixed  Ught  fit  for 
towing,  IBR) ;  some  gri^r»  seeds  weigh  only 
51b,  others  from  IH)  to  401b.  ^  bu^el. 

HEMP  SEEDj  the  seed  of  the  hemp 
plant ;  a  useful  oil  ia  obtained  from  it ;  aea 
the  article  hemp.     A  bushel  40  to  44Ib. 

LENTILS,  A  ptLlae,  the  Erpum  Um, 
much  used  in  eoutliem  coiintrics ;  it  f  orsn 
the  base  of  the  popular  aubiitance  Hold  as 
Meralettta  Antinca.    A  bushel  60  to  621h. 

LINSEED,  the  seed  of  the  flax  plant ; 
■ee  poge  $03 ;  dtmnage  9  inches  in  Ibe 
bottoDii  14  m  the  bilge*  and  2^  in  the  sidea* 
It  contains  a  tery  great  proportion  of  oil, 
tind  b«iiig  mmre  liable  to  »hift  than  gmin, 
rc^nires  more  caution.  When  in  bnlk« 
fore  and  tdt  boards  are  recoxamoiidedi 
Great  care  fthoold  be  taken  to  seenre  rea* 
tiJation,  say  viith  air  trunks  made  of  plank, 
h  aving  an  apert  ti re  9  i  uch  ea  square.  Large 
quantities  in  bulk  pay  le«s  freight  than  in 
bAgs.  American  linseed  dent  to  Ireland  for 
seed  purposes,  is  generally  in  hugiheada, 
EnglLsh  importers  have  to  make  good  all 
deficiencies  of  weight  below  the  rate  of 
&Slti.  ^  bnahel,  and  reeeive  no  compen* 
■ation  when  the  weight  is  over  that  rate. 
The  Roektt^  which  loaded  Unseed  at  Tag- 
anrog in  W&Xy  took  in  1,B32  qnartert  and 
deliveredl,945  ijuartera .  From  New  York, 
in  IHGlfflhe  turned  out '2^085 qoarterv  and 
allowing  lOil  quarters  for  lining,  any  2,135 
(quartern.  Sowing  flax  Beed  is  frequentlj 
sent  from  Dutch  or Qernum  ports  in  caaki. 
Some  Riga  flax  seed  ia  ola&sed  "extra 
picked  "  and  some  '*  fine."  Dhiputeit  hare 
ariseuoa  discharge,  through  mixture  from 
leakage  of  barrels  of  the  two  sorts  in  Ute 
hold,  Bf-ngal  ton  20  cwt.  in  baga,  Madras 
and  Bombay  18  cwt;  a  Bombay  ton  is  oal- 
cnlated  at  about  G5  cub.  feet.  Best  sowing 
Konignberg  linseed  is  pack<Ml  in  barrola* 
whereof  24  contmu  5t>4  scheflelii.  A  hogs- 
head of  Baltic  Unseed  is  7  bushels. 


1 


L 


STEVKNS    ON    STOWAGE. 


I 


MANGOLD  WURTZEL.i  rwrioty  of 
tlie  heH  root.     A  bushel  2U  to  2ilb. 

MILLETi  ft  common  munc  for  neTfrjd 
qi«el<»  of  vmiiU  teed  com.  In  the  Medi- 
t«iTaiie«o  Uie  tniUeU  i^re  getier«Xly  eaMed 
dhurra.  On  the  Weatera  coa&t  of  Africa 
the  chief  millets  grown  are  hotcuM  lonatuM 
maUutt  and  tpictatun,  Ruleus  la»atu$ 
ft&d  hafctis  mt'Uia,  iltc  well-known  BritUh 
In  the  West  Indie*  miUet  piuues 
the  name  of  Guincfi  corn;  iee 
lorgho.  BetUemen  U  for  freight  ftre  made 
on  the  Sftise  teruu  mji  for  linseed^  or  10  ^ 
cent,  ander  the  rate  for  whent  —the  Bflitic 
lint  miming  for  irhi?at»  other  grain,  and 
**  teed"  in  proportion.   A  btiAh.  56  to  Gllb» 

MUSTARD  li  grown  iti  England  chief- 
ly In  Ynrkiihire*  Ciimbrldgeshire,  juid  Ks- 
Hex,  rImo  tn  Holland.  The hourvi'Ml  in nirtinllj 
in  An;ja.4t  and  September,  which  is  the 
teAfton  of  shipment ;  it  is  geoemUj  packed 
In  h*^  eaeh  c  ont^n  in  g  three  hftHhela ;  the 
tare  ii  about  '2t\> ;  a  liuahel  weighs  from 
4M  to  &.5rb.  Kotft  In^Iin  mustard  fieed  b 
ii>4rd  entirel]r  for  making  oil  aijd  oil-cuko. 
Bengnl  ton  2Ucwt^  Mttdr«&  18,  Bombay 
newt, 

KinKR,  a  black  nhintngiecd  shipped 
chiefly  from  Madnu  or  Bombay,  UMcd  for 
making  oil ;  the  graioH  are  long  and  almo«t 
the  mhe  of  hay  sei^d.   A  bushel  45  to  47th, 

OKION,     A  haiiUel  3a  to  381h. 

PIKE. 

POPPY.  Thit  u  a  very  tmall  whi4« 
Mfldt  and  requires  atrong  and  tight  pack- 
i^ea  to  oootoin  it.  k  fine  oi]  L»  made  from 
poppy  ieedf  alao  oilcake,  tthan  no  narcotic 
property » tach  aa  opiam  or  the  Juice  that 
Uie  poppy  plant  poaaeaset.  Beagal  ton 
ta c wt,  MadrM  1 5 cwt,  AtCalenttaatoii 
It  ealettlated  to  meMnro  npwarda  of  72 
cnhk  feet,    A  bmhel  4dlb« 

RAPE,  the  teedfl  of  plants  of  the  cole 
kbid,  or  of  a  kind  of  cabbage  which  grow« 
on  srieh  »oU ;  it  in  ^o  fine  tliat  it  i«  ihratbtd 
on  a  Itrg e  cloth  in  the  field  ;  they  are 
liable  t«  become  ht-ated.  The  fiw<at  rape* 
need  bprodncedin  Holland,  Helgiom,  iind 
GMHUUiy.  Moeh  of  it  ii  emvhed  on  the 
ppot,  bat  earifoea  are  often  tent  to  Kngland* 
nanally  in  bnlk.  If  utw  it  i«  mof«  liable 
to  Uent  than  the  £a»t  India.  RapfMod  Ii 
pv«Mtii4sed  En  almoat  ereiy  part  of  Enrope, 


b  at  (hat  in  the  E  astern  portlona  [  8  EEB8 
oa  Hnngary  and  the  Black  Sea  diitricta,  la 
atually  very  inferior,  and  goeaby  the  name 
of  wild  rapetteed.  Erwt  India  seed  ii 
Kliipped  in  1  or  3  bnahel  bags  ;  Europeoii 
seed  generally  in  bnLk.  Bapefieed  la  not 
mentioned  In  the  Boltle  rmles,  but  it  it 
referred  to  in  the  Keport  of  the  Committee 
on  Preighla,  page  237;  eettlcmenta  are 
u«iially  mode  on  the  bonis  of  liu«eed ,  which 
h  rated  lo  ^  eent.  lest  than  wheat. 
Bengal  ton  20,  Madras  18,  Bombay  17  ewt. 
At  Calcutta  a  ton  is  ealcnlftted  to  meA«ar6 
about  &>  cubic  feet.  A  bn&heJ  48  to  SSOk ; 
A  last  i.i  10  qaarters  or  8(>  buabeln.  The 
oil  from  rope  or  cobca  is  much  mied  in 
machinerj^  and  in  the  French  lighthouaea. 

RYK,     A  bnfthej  56lb. 

SAFFLOWER  or  Camtkauvb  seed, 
lometimes  called  snraee  teed.  This  it  not 
thearUcle  imporled  a«  safDower^  the  latter 
being  a  dye  made  from  the  saffian  crocQi 
le-af-  Sulllowrr,  the  bantord  saffron  at 
Bombay.  Carthamus  tinciorwut^  i  crash- 
ing seed.  ( 'anhumu*  J^sraicui,  a  safflower 
growing  in  Egypt 

SESAME,  Sesamum,  or  Gbgelie,  the 
Sf^mmum.  orimlale  cultivated  in  the  Eaat 
Indies.     A  bttshel  4Stb. 

SnADDOCK;  scarcely  iTerimporiftd  , 
into  Great  Britain, 

SUitOBorTKES. 

SITRSEE,  Scnaow,  Indian  natnea  for 
Torietiea  of    mustard    aeed«    aa    Sinapig  ■ 
Nigra^  and  8,  diehi4oma,    A  baahel  6il  In  ' 
54Ih. 

TARES.    A  name  for  the  eommon 
re  tell,  Vteta  ta^iVa,  a  generally  eoltitat^A, 
fotidcr  pknt.     A  biuhel  62  to  (»6 lb. 

TEELSKED,  tlie  eeid  of  the  AioaittM 
oriintah;  aoe  gingelie.  B«B|pil  ton  left 
freight  'HO  emi^  Bombay  17  ewt.  A  boahit 
46to4glb« 

TIMOTHY,  a  gfuam  aeed  nanally  im* 
ported  from  Hull  and  or  Aiaeriea;  it  b 
small  and  lequires  strong  and  tight  pock^  ^ 
ftfcea.  Il  produces  a  fine  small  gnwa* 
bushel  2Htb,     8omt  ioiti  4filb. 

TREFOIL,    a  deteriptioa   of   cbrerT 
Med ;  U  is  dbtlngiiished  from  cloTer  by 
ita  larger  tiio  izid  yellowtt-  color.      A 
bBibel  fil  to  681b. 


lb      lb 

&4  (i  58 
46  —  48 
93  —  42 

66  —  eo 

56  —  60 
48  —  56 
50—56 
50  —  56 
60  —  56 

56 
50  —  56 

60 
59  —  62 
S6  —  28 
18—18 


879  Tlje  wpights  of  seeds  arc  so  variaLIc*  and  the  Bpace  occupied  by  some 
BortB  eo  little  known,  tbnt  Loth  ibr  the  purpose  of  L4iarteritig  and  of  stowing. 
n  tahle  of  I'OTTipfLriitive  weights  and  eajiaeiLieii  hf+s  been  prepared.  In  nsing 
.this  table  (see  next  fnge)  it  is  necessary  to  r<^iiiember  that  a  large  quantity  of 
seeds  will,  by  comitresbiou,  oeciipy  less  spare  in  the  hold  than  whc^n  iiieasared 
in  small  portions,  and  that  when  pftcked  in  \mf^^  or  poeketB,  more  spaee  may 
be  necessary,  llie  gain  by  compression  of  a  ijnantity  of  wheat,  f$l'2tb.  ^^ 
bu8hel»  18  about  7  ^  cent,  and  by  atowage,  where  njeosiireuiewt  goods  catinol 
be  8towed,^8  ^  cent ;  total  gain  15  IP^  cent. 


■ 

STEVENS    ON    STOWAGE. 

fioi^^H 

1            TABLE  07  WBI0HTB  FEB  BUSHEL  COMPABEB  WITH  KEASimEMEIIT  TONS;         | 

' 

Aim  OF  TUE  CirilGAL  C0HTENT8  OF  A  TOIT  OF  90  Owt. 

I 

p 

11 

FnsSfht 

tODdf 

Freight 

too  or 

Tou  of 
90  0WI 

ii 

Freight 

Freight 

UKQ  of 

Ton  of 

^ 
^ 

b 

i£9b> 

40  cute  ft 

fKlcuba 

U 

40  eub  A 

60  cab  It 

20  cvrt 

^ 

1% 

lb    dec 

Kb    dn 

eub    (t 

n> 

m     dee 

tit     dec 

(t   dec 

^ 

fi 

165*802 

194-753 

675086 

53 

1661-507 

2064-384 

6^1-263 

^1 

6 

186963 

233*704 

479239 

4 

1682*668 

2103-334 

53-248 

^H 

7 

218123 

272-654 

410-790 

5 

1713*828 

2142*285 

52-280 

^H 

8 

249-284 

311-606 

359-429 

6 

1744-989 

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280'444 

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1931-963 

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15 

467-408 

584*260 

191*695 

8 

1963*112 

2453-8*50 

45-641 

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49B-568 

628-210 

179-714 

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1994*273 

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I 

mr  Sim  es!pla»atiaH  on  the  preceding  page ,  and  th  arikU  graku 

J 

Q02 


STEVKNS   ON    STOWAGE. 


880  Flower  ami  vegetaLle  seeds  sbonld  be  packed  in  air-  [SEEDS 
liglil  zinc  cases  wlien  re(|LUJVil  to  pass  the  trojjics,  or  llieir  germ i uniting 
powers  will  be  ilcstruved.  When  receiving  seeds  of  any  kind,  oT  squint 
or  of  cuHee  in  bugs,  st*me  masters  spread  mats  or  a  sail  nnder  ihe  halcb« 
way  down  which  they  are  going,  to  catch  the  frruins  lliat  run  out  of  the 
baj^s,  and  preveol  ihem  from  choking  tlae  pmnps*  Seeds  re«:[«ire  special 
packing;  and  to  he  kept  free  from  moisture;  if  possible  no  other  cargn 
Bboubl  be  placed  <n»  them  ;  they  are  very  liable  to  become  heated,  and 
should  be  blocked  t>tr  from  cotton,  &c.  by  cases  or  some  other  non-con- 
ductor of  heat,  or  spontaneous  combustion  may  ensue  ;  see  jute.  Seeds 
generally  occupy  more  space  than  calculated  on,  and  sometimes  lose 
considerJihle  weight  tm  board  ship  ;  they  are  affected  uiiich  ihe  same  as 
grain  ;  see  heat  and  fermentatiun  in  that  article.  In  baga,  with  liberty  to 
stow,  like  barjs  of  rice,  in  the  entiii,  the  beam  fillings,  holes,  corners*  &c. 
they  are  usually  taken  ai  less  freighi,  Calcutta  seeds  should  be  avoided 
as  freight,  unless  packed  in  pockets  for  broken  ^lowajjje.  Oil  seeds  from 
Calcutta^  Bombay,  and  Madras  arc  becoming  a  most  imporiani  article  of 
export;  tbey  arc  usually  slowed  (being  light  freight)  in  the  'tween  decks, 
in  compartmeui.%  blocked  right  up  U)  the  under  side  of  the  npjier  deck, 
and  are  shipped  all  the  year  round,  but  principally  during  ihe  north-east 
monsoon.  At  Calcutta  20cwi.  of  linseed  is  reckoned  to  occupy  56  cubic 
feet,  but  if  the  bags  are  large  the  space  will  he  less;  if  the  lins^eed  be  in 
pnckets  the  space  will  be  greater.  With  an  entire  cargo  of  Calcutta  seed 
il  is  calculated  that  unless  they  are  very  stiff,  ships  require  ballast  to  the 
extent  of  one-tiiird  of  ibeir  register  tonnage.  Bombay  tim,  some  des- 
criptions 17  cwt.  Ill  the  Black  Sea  and  Sea  of  Azof,  wliole  cargoes  are 
frequently  shipped  in  bulk,  when  strong  shifting  br*ards  are  absolutely 
necessary.  When  Baltic  wheat  is  freighted  \\l  \0s  1^-  qiuirler,  linseed  is 
rated  at  tl*.  Another  authority  says,  when  MediU'rrancan  wheat  is  \x}^ 
quarter,  linseed  and  rapesci.d  are  rated  at  10*8f/  ^  quarter.  When 
Black  Sea  tallow  is  30s  ^  ton,  linseed  is  rated  at  -is  2  lQ3r/.  It  is  stated 
that  the  custom  of  reckoning  21)  heetolitres  of  Rapeseed  as  equivHlent 
to  10  quarters  imperial  is  incorrecu  In  December,  1867,  a  cargo  of 
rapeseed  was  laden  at  Antwerp  and  discharged  in  London,  when  it  was 
found  that  29  hectolitres  (jrodaced  10  quarters  and  2busiiels,  invcdving 
a  btss  of  freight  to  the  vessel  in  quest io!i  on  601  quarters.  The  inq>eriiU 
quarter  is  equal  to  211077  beclolilres,  but  for  freight  purposes  it  is  fre- 
quently taken  at  2 A  hectidiires.  It  has  been  recommended  that  instead 
of  reckoning  29  hectolitres  equal  in  lOqnfiriers,  masters  when  chartering 
should  fix  an  equivalent  in  the  charier  party,  or  siipulale  for  French 
measure,  Canary  Seed  not  heiu!:^  in  ihe  Mediterrnnean  Scale  of  Freight?*, 
it  bus  been  iield  that  when  a  full  cargo  was  sliipped  In  iMoroceo,  freight 
should  be  paid  as  for  a  full  cargo  of  beans. 


' 


STEVENS    ON    STOWAGE. 


503 


H81  Linseed,  &C.  The  ship  Henry  Heed,  888  loti,  Capi.  [SEEDS 
J,  II.  BLACKM(»Hii,  belun^in^  to  Mts^aris.  Georce  Duncan  &  Co,  of 
Loudyii,  lelt  Caltutta  August  21,  18G4,  wiili 

13,650    BftgB  luue«d,  H  1>ags  to  Uie  ton, 
714    Bug!  nposoedf  14  bftgB  lo  the  ton, 
1,0£0    Bugs  puppya^wd,  iibuot  17  hM^  to  the  ton. 

fiss  165  ft't'l  long  from  stem  in  stern-post,  34  J  brotid,  211  deep,  mid 
"'tween  Hecks  6i  feet  high.  Nt*  rice,  sujjfur,  siilipetre,  or  other  dead- 
weight curgo,  being  available,  she  look  100  ton  of  stone  btilkstj  which 
was  scarcely  aiiOicienl  ;  this  was  levclUil  hire  and  aft.  Dunnage  of  woodp 
botluni  12  inches,  bilges  18,  sides  4;  duuhle  mats  on  the  holtf»m,  single 
against  the  sides.  Jiinseed  in  doiilile  hags  hehnv ;  rape  and  poppy^  seed 
in  single  hags  over.  She  was  completely  filled  and  drew  20  feet  aft,  21 
forward;  on  aiTival  in  London,  Decemher  14,  20  aft^  20  feel  D  inclien 
forward ;  with  the  outward  carj^o  of  1,060  ton,  she  drew  20  aft  and  20  feet 
4  inches  forward  ;  her  best  trim  at  sea  is  20  feet  aft  and  20 i  feel  forward. 
The  pori  charges  at  Calcutia,  all  through,  averaged  ahiml  J^l  |t>  ton 
rej^»ter;  steam  tugs  are  neeessjary  during  ihe  Br»uih -west  nKnisooii^  and 
when  freshets  prevail  ;  althoygh  the  moorings  cannot  he  said  to  he  safe, 
ihcir  cost  is  high.  Pilotage  in  f'>OU  rupees,  out  750.  Tlie  Henry  Reed 
was  buili  in  the  United  Stales;  she  is  flush,  with  a  fore  and  afi  deck 
house;  coal  and  water  forward  in  the  'tween  decks,  which  are  large;  1cm cr 
hold  all  clear;  ship  shifts  from  the  docks  to  the  river  witti  30  ttm  of  bal- 
last, li  ia  probable  liiai  with  the  above  cargo  the  Hennj  Reed  liad  tome 
irtJfi  keniledge  in  addition  to  ihe  100  ton  of  stone  hallasl. 

882  The  ship  Rin^enncrai^^  Capt.  Ixfius,  beh»ngingto  Mr.  LooK- 
HAHT,  of  Kircaldy,  registers  o88  ton,  is  140  feet  long,  32  broad,  and  hut 
a  depth  of  hold  of  21  feet,  with  *iween  decks  71  feet.  She  loaded  litiseed 
at  Bombay  in  January^  1864,  and  is  said  to  he  one  of  the  first  ships  on 
boaid  which  screws  were  U!*ed  tliere  wht  n  stowing  this  article.  She  lay 
tiearly  a  mile  from  the  cuhlonj-lmnse  wharf,  and  llie  cargo  was  brought 
off*  ill  lighters  carrying  from  I3(i  to  I>OU  bags  each,  l*be  bagn  were  of 
common  plain  sacking,  much  better  than  gunny,  say  3  feet  long  by  2  feet 
4  inches  wide,  similar  to  ordinary  corn  saeks^  gross  weight  IGOtb;  ihoM 
for  *•  broken  stowage**  weigh  601b.  and  are  termed  **  pockets/'  for  wiiicb 
half-freight  only  is  paid.  As  the  Ravenscraig  wax  lender,  the  dunnage 
eoiiBisted  of  GO  ton  of  black  rock  stone  (with  20  ton  of  wood,)  ollierwis^ 
•tone  would  not  have  been  used*  The  dunnage  was  laid  18  inches  deep 
on  the  floor  and  9  in  the  bilges,  and  was  covered  with  mats.  As  eacK 
ller  of  bag^  was  placed  fore  and  aft,  a  cank  full  of  stone  was  rolled  over 
it;  men  armi'd  with  wooden  mauls  fallowed  and  knocked  down  all  proln- 
beraneea^  to  aa  to  make  each  tier  as  level  and  as  eqiinre  as  potitlble. 
When  the  liera  reached  fuell  ft  height  that  a  nnan  could  just  carry  a  bag 


fi04 


STEVENS    ON    STOWAGE. 


4 


**  clei^erly  '*  under  tlie  beams»  stapling  commenced.  The  liers  [SEEDS 
say  two  ai  a  time,  were  then  placed  each  side  iiniil  a  space  of  about 
6  feet  was  left  clear  amidships  ;  planking  was  set  against  the  tiers,  until 
space  barely  sufficient  to  admit  full -si  zed  bag»  was  obtained,  by  which 
the  necessity  for  using  the  pi^ckels  (at  half  freight)  was  entirely  obi^iated- 
On  the  'tween  decks,  the  dunnage,  IJ  inch,  was  laid  across  so  as  to  lead 
leakage,  if  any,  to  the  sctippers;  spare  wood,  2  inches,  against  the  sides; 
mats  over  all ;  single  fijr  bags,  double  for  bulk.  Here  the  tiers  were 
screwed  in  hrtli  crussways  and  fure  and  aft,  I'he  matting  ihrDughoul  re- 
ceived iipecial  alien  lion,  freight  being  paid  on  ihe  quantity  of  linseed 
delivered*  Although  ihe  use  of  screws  involves  considerable  expenditure 
of  time,  it  is  considered  economical  because  it  makes  the  ship  more  sea- 
worthy, a  greater  freight  is  obtained,  and  the  use  of  pockets  is  avoided; 
otherwise  perhaps  50  ton  of  these  at  half  freight  would  have  been  required. 
The  Ravenscrai^  took  in  1 1,017  bags  which  weighed  812  ton  j  for  freight 
12  bags  go  to  a  ton,  which  is  IScwt.  So  laden  she  drew  19  feet  4  inches 
aft  and  19  forward ;  with  85t)  ton  Liverpool  steam  coal  20  feet  4  inches 
aft,  \9i  feet  forward.  On  arrival  in  England,  her  draught,  through  the 
consumpiion  of  coal,  provisions,  water,  &c*  had  diminished  two  inches. 
The  port  charges  in  with  sugar  at  Bombay,  and  out  with  linseed,  includ- 
ing everything,  were  £340,  The  season  for  shipment  of  linseed  there 
18  from  November  to  February, 

883  Cotton  Seed*  The  brig  Mela,  Capt.  Thomas  Packmax,  be- 
longing to  Messrs.  Branpran,  brothers,  of  Inindonj  loaded  cotton  seed 
at  Alexandria,  in  1866,  and  sailed  thence  November  6.  She  registers 
212  ton,  was  built  in  Scotlaudj  is  very  sharp,  and  has  bouses  on  deck^ — 
15  ton,  227  ton  in  all.  No  port  charges  were  paid  in  Alexandria,  where 
the  water  is  good,  and  fruit  plentiful,  but  must  be  eaten  with  caution  or 
sickness  may  be  engendered.  The  seed  was  in  warehouses,  a  mile  and 
sometimes  two  miles  from  the  place  of  shipment — the  Mamadie,  Here 
it  was  received  by  lighters,  of  about  30  ton  each,  which  conveyed  it  to 
the  brig.  A  seaman  behmging  to  her  was  posted  at  the  store  to  see  the 
seed  weighed  at  the  steelyard  by  the  Egyptians,  and  took  the  number  of 
bags,  wlucli  were  carried  by  donkeys  and  mules  to  the  lighters^  where  a 
second  seaman  received  the  tidly  kept  hy  the  first,  and  saw  the  contents 
of  the  bags  started  into  the  lighters.  The  master  however  signed  bills 
of  lading  **  quantity  and  quality  unknown,"  Some  of  the  cargo  was 
brought  down  the  Nile  by  canal  lighters,  out  of  which  ji  was  weighed  and 
then  sent  to  the  ship  s  ligh lei's.  The  seed  was  passed  out  in  baskets 
supplied  by  the  brig.  The  Arabs  who  assisted  in  loading  received  £10; 
as  the  cargo  went  into  the  hold  it  was  trodden  down  by  sixj  eight,  or  ten 
of  them,  and  when  it  approoched  the  deck,  scoops  were  used  uniil  the 
hold  was  completely  filled.     The  cargo  was  so  compact  that  a  cask  of 


4 


5TEVEN8  01 


rKGE. 


walt?r  place*!  id  tlie  fore  hatchway  on  its  hilge,  did  not  sink     [SEEDS 

2  int'lies  on  rlie  passaj^e  to  Plynioutli*  The  brig  had  on  hf>ard  15  lo  20  ton 
of  litfhl  Malta  stone  ballnst,  and  20l<m  o(  very  heavy  Suntcli  tink  and 
siihicu  wood,  all  of  which  was  nsed  for  dunnage,  say  ^  inches  holtom  and 
bilges.  A  stiff  ship  wunld  not  require  any  ballast  wiili  tliis  descriptiaii 
of  cotton  ficed»  Th«?  bng  was  six  days  loading,  and  took  in  2,6 1 4  nrdebs, 
eslitnaled  at  306  to  309  ton  ;  she  then  drew  12  feel  5  inches  on  an  even 
keel,  the  same  as  with  360  ton  Girgenti  sulphur.  With  380  ion  Alloa 
eojil,  rather  an  over  cargo,  13  feet  aft,  12}  forward  ;  a  fair  cargo  for  her 
is  IGi  keid  I'yne  coal,  with  six  mooihs'  provisions — say  lU  ton*  A  ship 
may  lake  nho«l  the  saiue  (|  nan  lily  of  new  Alexandria  eoiitm  seed,  ns  of 
ordinary  oals»  not  Archangel,  wliich  are  heavy.  Wiih  ihe  4,3(>tlcantars 
of  sulphur,  shipped  ail  Girgenti,  there  were  28  casks  of  pumice  8i*ine  and 

3  cti!«ks  of  wine,  when  lliere  was  space  left  for  say  50  ton  of  light  cargo, 

8^*4  Lentils.  The  Nonvegian  brig  Iris,  Cnpt.  NiKts  Bote,  tvhich 
registers  222  inn,  is  104  feet  long,  26  broad,  and  1 2i  deep,  look  ir»  320  ton 
of  lentils,  in  bulk,  at  Alexandria,  sailed  February  28,  IbtIB,  and  arrived 
at  Plymouth,  April  27.  The  lentils  were  so  heavy,  (being  estimated  at 
64 tb,  ^  bushel)  that  there  was  sjmcc  left  for  250 quarters  more,  and  the 
VfSfoiel  laboured  heavily  at  sea;  ihe  dunnage,  boards,  was  20 inches  deep 
in  ihe  bottom.  The  tarf^o  ivas  hion^lil  oil'  in  iron  lighiers,  and  three  days 
were  occnpied  in  loading.  With  the  lentils  the  brig  drew  12  feet  aft  and 
1 1 1  forward,  exactly  the  same  ns  wfien  l.iden  with  3201011  of  Cardiffcoah 

8<?5    Kapeseed— Spontaneous  Combustion.     On  Friday,  January  il, 

l^fit,  when  the  ship  Zotoii.Uflr,  Cnpi,  White,  from  Calcuttn  for  London,  wat 

in  lai.  17^20'N,  Ion,  37^  W,  a  tbiek  black  smoke  is«-ned  suddenly  from  the 

ni«in  Jintcb  ventilator,  and  shortly  alter  from  other  openings.     Hail  was  short- 

enrd  to  tojisnils  and  tbe  ship  tiove  to.     Got  tire  cnpincfl  ready  Hud  broke  open 

main  hatchways,  wben  a  dens^^  volume  of  smoke  issued  witb  an  intense  heat, 

as  if  from  a  furnace;  niRnsged  to  get  oiil  d  few  hales  of  jnte  which  ix^ere  on 

lire;  from  Bio  tl  o'cloek  eontinaed  to  pour  down  wiiter  npparently  with  little 

efeot ;  at  10  wore  ship  to  the  southward  to  list  her  to  starboard,  for  the  wiiter 

lo  run  where  the  fire  was  supposed  to  be;  nt  IL80  n.UK  the  smoke  havinfj 

fleereased,  got  on  deck  a  qufiniity  of  bales  of  bides  m  imrts;  by  1  |i.iik  there 

l-ixras  a  large  spNce  cleared  in  the  'iween  decks,  when  the  deck  wiis  found  to  be 

I  tmrning  lo  the  extent  of  7  or  s  betims,  «nd  the  riipeseed  in  the  bjwer  hold  wiw 

eeen  to  be  in  one  mass  of  tinme:  Ht  l.HO  eominenced  throwing  ii  quantity  of 

^  it  und  of  jute  fibre  overboard  ;  at  4  p.m.  knoekod  olVpluying  wnirr  below  and 

I  throwing  seed  overbourd,  as  the  lire  ap^ienrtd  lo  ho  cxlijiguished ;  b  p.m.  put 

[  Bbifi  on  ht^r  courho,  and  opened  hU  hutebe^  tor  vuniilaiic»ii,  and  so  continued 

\  on  SMiurday.     Cln  8tmdny.  Ml  5  iijn.  stfnur  or  smoke  was  issuing  from  alt  tbe 

I  ventilatoi-s,  nnd  foimrt  thai  during  the  previous  1*1  honr<»  the  bcai  of  the  seed 

'In  the  lower  hoid  had  greatly  increased;   water  Ouown  on  it  not  proving 

[i*ilectuab  shortened  ssih  and  by  U»e  evening  threw  overboard  7 tJ  ton  of  the 

!  mnonldoring  seed,  whicb  below  was  one  charred  and  burning  mas^*.  by  day^ 


mm 


STEVENS    ON    STOWAGE. 


light  on  Monday,  the  work  was  re-comnienced,  and  was  finiflhed  [S££D6 
by  10  Q.TU.  Wion  the  men  reiiched  the  linseed,  (below)  the  fire  eiiddeuly 
Btopppd,  only  a  few  Lags,  and  tlioee  in  immediate  contact  witli  the  rape$ieed» 
having  ignited.     She  arrived  in  the  channel  llic  first  week  io  Felriiaiy, 

Sm  Rapeseed,  Queen '^  Ben.'h,  June  29»  IBLU,  before  the  Lord  Chief 
Justice,  Dtmas  v.  M  aksuakl.  The  action  was  brought  to  recovLT  the  value  of 
a  deficiency  on  a  cnrgo  of  ra|ie8ecd  on  board  the  Hitot/hltf.  Plaiiiti0k  ootn* 
plained  that  67S  bags  Imd  been  shipped  on  board  for  them,  according  to  tlie 
terms  of  a  bill  of  hniiiig,  in  good  order  and  condition,  except  damage  done  hj 
iict  of  Gon  or  ^inngers  and  perils  of  the  seas,  and  that  al^out  :iO  bags  hod  not 
been  delivered.  She  whs  a  vessel  of  obnut  2,500  tou  btirtljen,  and  in  lHfl3  was 
laden  nt  Calctitta  with  a  cargo  almost  entirely  of  seed,  chiefly  rapeweed  and 
linseed,  shipped  in  bngs,  encb  combining  two  **  maund?!,"  and  weighing  abont 
Ifl4l1>.  About  24,000  hags  of  rapesced  and  linseed  was  consigned  to  different 
Uniis,  the  two  chief  consignees  being  Ralli's  and  Schelizzi's,  to  each  of 
whom  nearly  7,000  bags  of  mpesecd  were  to  be  delivered,  while  to  plainlifTs 
there  was  tlic  comparatively  smijll  sliipraent  of  tl75  bags  of  rapeseed,  Tb6 
bags,  as  iistml,  bore  the  marks  of  the  diffrrent  consigneeaj  and  the  maiii- 
fest  would  show  liow  mflwy  were  for  each.  The  tcpbcI  encotm tired  rather  a 
rough  iviift»ago:  sotne  of  her  seams  opentd;  the  rcEralt  was  that  a  considerablo 
portion  of  the  cnrgo  was  damaged  by  sea- water,  whiih  h  peculiarly  injnnous 
to  rapHeed.  and  many  of  the  bags  getting  rotten,  the  seed  eecaped  and  was 
carried  away  by  the  pumps.  On  Rriival,  it  was  found  how  many  bags  were 
due  to  each  consignee.  There  were,  hoivever,  many  which  by  the  wet  had 
Jost  thoir  marks,  and  much  Bced  had  escBped  fjoin  the  rotten  bags,  so  that 
there  were  many  and  a  <jnantity  of  loose  seed,  the  owneri^hip  of  which  waa 
nndiscovernble.  Whflt  wits  stated  to  be  ilio  usual  course  was  pursued  at  the 
dockst  and  in  the  first  place  tin  flcc-oimt  of  the  amount  deficient  on  each  ship 
ment,  as  regarded  bugs  which  could  be  identified^  was  taken,  aud  then  the 
pal VII gc — ^tbat  is  the  bugs  or  seed  not  idenlifnd — was  divided  among  tlie 
owners  in  proportion  to  the  itmount  of  deficiency  upon  each  ^liipment.  lu 
this  cii-sc  the  number  of  bnj*s  jdcntihed  was  3lb  short  nf  llio  iull  number;  on 
the  otbcr  Innd,  there  were  ^5  bags  of  »*apeseed  of  wluch  the  marks  were  ob- 
literatrd,  aijd  also  a  quantity  of  swet^pings  and  refuse.  The  ultimate  dt^ficiency 
was  H6  bags,  (July  51  of  the  marked  lapeseed  bags  were  mi^tsiiig.  Plaintifla' 
Ebi|>nieut  of  rappse*  d  beirtg  07  5  bags,  there  were  only  (131  of  their  marked 
bags  which  coubi  be  found,  and  lb  us  they  were  44  short.  But  Haixi's  were  also 
SO  short,  and  Schelizzi's  and  all  the  other  eousignces  were  short;  but  only 
two  consignees — plaintiifa  and  anotlier  firm— were  deficient  in  rapeseed. 
Under  these  circumstat:c^3a,  22  bogs  of  tlie  rHpeaeed  not  identified  were  de- 
livered to  plaintiffs,  whicli  reduced  their  deficiency  to  22  baga,  for  which  the 
present  iiciion  was  brought,  iliey  dispntiug  the  ullotment  of  the  salvage.  Ii 
WHS  not  disputed  that  the  right  prineiplo  was  to  aj-portion  the  sakoge  anmng 
the  consignees  in  pro| portion  to  their  bis-ses,  but  it  was  contested  whether  it  had 
been  carried  out,  and  whether  plsin tills  bad  a  fair  proportion  nccordingly. 

It  was  adniitted  that  in  this  ease  the  reasonnblti  and  equitable  course  waa 
to  apportion  the  salvage  among  tlte  losers,  and  it  was  not  contended  that  tb« 


STEVENS    ON   STOWAGE. 


507 


I 


I 


loss  shaiild  be  dirided;  indeed*  the  Chief  Justice  observed  tluit    [SEEDS 
so  far  as  tbe  hagn  or  casks  could  be  idcntLBed,   die  shipowner  was  bouudj 
to  deliver  them  to  the  couaigueea  whose  marks  tb"["y  bore,  and  nidi  coiisigneftl 
must  bear  his  own  loss.    The  cjuestiou  was  as  to  siilvage,  anil  as  to  this,  then 
beings  it  will  bo  seen,  two  princ»iml  species  of  cargo — nipeseed  and  linaeeed^-l 
each  divided  into  difftTenl  shipQienls  or  consigtiments,  the  *' sweepiugs/*  or 
refuse  was  compoaed  of  both  kijids  of  aeeds,  and*  therefore,  thougb  the  con- 
tents of  the  bags  of  which  the  marks  were  lost  could  ho  diatioguished,  thfi 
owners  coidd  not.  and  tlie  refuse  or  sweepinga  could  not  be  dibthiguished  at 
alL     Henee  it  was  OGceasary  to  divide  the  refu&e  among  the  losurM  both  of 
linseed  and  rapeseed,  and  also  to  divide  the  number  of  bags,  w belli er  of  lin- 
■eed  or  rapeseed,  among  those  who  had  lost  either  one  or  the  other.     Thus, 
there  was  a  necessity  for  very  complicated  calculations,  involving  a  dilficultjJ 
whicti  was  increased  by  the  resemblance  of  the  marks.     There  wannotleet' 
than   three  diiiVrent  consign  in  euts    witli    marks  made  of  the  same  luttem, 
"H,H.S»"  and  the  only  distiuction  was  in  i*  number,  which  was  often  obliter- 
ated* though  the  letters  remained  ;  and  there  was  not  le&s  than  -1,0(10  baga  of 
rapeseed  damaged.     Tbe  principle  pursued  and  upheld  by  the  master  and  tha 
dock  authotiliee  was,  it  will  be  seen,  as  far  as  pot^sible,  to  tudke  each  consignee 
bear  his  own  loss,  wbicht  of  course,  required  that  tbe  bags  found  sbuuld  ( 
far  OS  possible,  he  delivered  to  their  projier  owners,  and  thnt  the  loss  of  Ihoatf  ^ 
diinmged  or  destroyed  should  be  borne  by  their  diffeienl  owners.     So  far  ai  1 
the  marks  could   be  traced  of  course  they  were  regarded,  auil,  in  respect  to  < 
bogs  rotted  to  piecus  or  destroyed,  or  of  which  tljo  mails  wttre  gone,  the 
maater  stated  that  he  was  guided  a  good  deal  by  the  po^iti^n  of  llie  bngs, 
/or,  as  far  as  possible,  each  man's  cargo  as  it  arrived  on  board  was  luadcd  at 
the  same  part  of  the  vessel ;  and  though  as  he  stated,  both  he  and  the  dock 
authorities  were  anxious  to  act  as  fairly  as  possible,  and  it  was  just  at*  likeljrl 
that  one  man  as  another  got  more  than  his  due,  there  was,  it  will  be  seen, 
necessarily  great  scope  for  dispute.     After  a  long  retirement,  the  jury  could 
not  ngree,  and  tbe  parties  agreed  to  withdraw  a  Juror,  and  so  end  the  caae, 

H87  Flax- seed.  A  vessel  is  chartered  to  Itotterdam,  Deoeinbor,  18m, 
for  flax-seed  in  bogsbeads,  the  cimrterei-s  supply  tlie  ballast  and  stow  the 
cargo.  The  master  signs  bills  of  lading  *'free  of  spillage."  The  vessel  aaila 
and  makes  a  good  deal  ol  water  ;  seed  is  pumped  up.  When  diHcbarging,  one 
hogshead  is  found  with  an  end  out  and  about  one'flfih  seed  therein,  the  other 
four-fifths  wcr«  lost.  After  heifig  diRcharged,  the  master  linds  two  or  three 
small  holes  in  the  bow  about  the  water-line,  without  boUs,  tbe  vessel  having 
only  como  off  tbe  slip  just  before  loading,  I'be  consigneea  bear  ot  this,  and 
state  that  tbe  ship  should  pay  ihe  loss.  If  the  holes  had  not  been  tlu^ro,  tlte 
seed  would  have  been  found  on  tbe  ceiling  and  would  not  have  lieru  pumped 
up.  The  owners  ask  tbe  Oitzf(h\  who  has  to  pay — the  shipper,  the  nhip,  or 
the  consignee?  Also,  whether  the  clause  "free  of  spillage"  exempts  Ibo  ship 
if  tbe  CHsks  are  found  broken  down  or  without  ends?  Answer:  Uie  nbip  is 
responsible  for  the  damage  done  by  tbe  water  coming  in.  If  tbe  master  or 
mate  saw  to  the  proper  stowage*  notwiilistandtng  tbe  charterer  bad  the  iitowing 
th#  ship  ueeda  no  clause  to  protect  her  from  loss  through  broken  oaaki,  A^c. 


608 


STEVENS    ON    STOWAGE, 


888  SENNA  LEAVES  in  bags,  and  various  kinds  uf  leavfs,  re^ 
quire  to  be  kepi  quile  dry,  as  ibey  are  very  liable  to  feniient  and  mildew  | 
being  easily  bruised  and  broken,  they  shanld  nut  be  biindled  rungUly* 
Slow  at  a  disiancf?  from  all  siibstauces  containing  saline  nniltf  r,  or  those 
likely  to  generate  nioisltire.  Senna  must  not  be  placed  too  near  aloes  of 
drugs  of  a  similar  deseriplion,  or  it  will  beconje  impre^aied  fvitli  the 
ecent.  Bengal^  Madras,  and  liumbay  ton  50 cubic  feet  senna;  Bombay 
6cwt  in  bags. 

889  SHARKS*  FINS.     Madras  ton  16ctvi. 

890  SHELLAC;  seti  ibe  articles  gumlac  and  lac,  Bengal  and 
Madras  ton  30  cubic  feet,  IGcvvt.  in  bags.     A  cliest  1  to  dcwt. 

811 1  SHEIjLS  :  Bombay  ton  20  cwt  rougb  sea  ebells  in  bags*  Nine 
ton  of  mo  tiler  of  pearl  slrells  from  Western  Australia,  shipped  at  Mel- 
bo  urue  .Inly  20,  IbtlH,  io  die  Jentaalem^  Capt,  Lahoie,  weie  eonlained 
in  four  casks,  sizes  2/11,  */3,  2/3,  and  24  cases  of  dilftTent  sizes,  none 
exceeding  3  feet  the  largest  way.  Bags  of  pearl  shells  art  generally  used 
at  Sydney  to  fill  up  the  cargo  near  the  batches,  as  they  are  not  liable  to 
much  injury  from  leakage. 

892  SHIRTING.  A  bale  of  English  shirting,  by  the  Chinese  laws, 
contains  50  pteceii. 

893  SHUMAC  requires  to  be  well  trodden  down,  l^itlike  llouri 
it  is  very  porous  and  will  readily  imbibe  dampness,  even  from  the  sbip'a 
side,  unless  well  dunnaged ;  water  will  run  itilo  sbumac  until  its  nature 
is  gone  and  it  becomes  quile  hard.  During  the  passage  of  a  ship  from 
Dunkirk  to  Dublin,  flour  in  sacks  slo^ved  on  shumac,  became  damp  and 
discolored,  and  was  in  consequence  niucb  delerionited.  In  most  parts  of 
ibe  Mediterranean  1 4  bags  go  to  a  ton,  eitber  by  weight  or  measuremetit; 
when  wheat  is  freij^hted  at  U^quarier,  sbumac  in  bags  is  rated  at  6s 6d 
^  ton  of  20  ctvt.  It  is  ordinarily  packed  in  bags  1  i^  cwt.  each.  At  Lisbon 
a  last  is  3,600tb. 

894  SILK.  China  raw  is  packed  in  buiqII  bales,  I  cwt.  each,  covered 
with  a  kind  of  matting  made  of  cane ;  Cttshniere  shawls  in  camphor 
wood  lined  with  tin  or  zinc^  and  strewed  with  pepper  and  other  sjiiccs. 
When  in  the  same  hold  with  teas,  it  is  usual  to  sekct  the  most  dry  and 
secure  place  for  stowing,  say  between  the  fore  and  main  hatches;  this  itf 
tlien  called  the  "'silk  room,"  and  is  formed  with  b(hxes  of  lea  on  lach 
side.  Silk  must  be  kept  clear  of  the  coiners  of  hatchways  and  couibiugs, 
from  nmats,  sum ch ions,  bold  jn liars,  ike.  all  of  which  should  be  well 
dunmigcd  tind  malted;  it  must  never  he  jdaced  near  the  sides,  to  avoid 
leakage  from  bolts  or  fastenings  of  any  kind,  which  will  greatly  damage 


STKVENS    ON    STOWAGE, 


I 
I 


il,  anil  pnriiciilar  care  must  be  observed  not  to  stow  near  pack-  [SILK 
ai^es  likely  to  chafe;  iit*tther  must  raw  silk  in  bales  be  screwed  when 
siouedj  or  ibe  gloss  will  be  destroyed,  and,  as  moisture  is  contracted  in 
the  bold,  tlie  silk  will  becmne  alnmsl  as  bard  oa  a  brick,  if  screwed.  At 
Sitigapore,  it  is*  iluiiuaj^ed  under  with  rattans,  and  covered  with  several 
layers  of  mats*  At  Calcutta  and  other  ports,  where  procurable,  loose  dry 
hides  aie  preferred, 

8S*5  In  eonsefjuence  of  the  oxidization  of  the  n^etal  (tin,  &c,)  in 
which  certain  corahs  or  East  India  silk  piece  goods  were  formerly  packed, 
thai  practice  has  been  abandoned,  aa  wlierever  ibe  oxidation  occurred, 
a  red  stain  was  produced»  which,  on  touching  the  cloth,  rutted  it  entirely* 
They  are  now  packed  in  cases  of  teak  or  hard  wootl,  pitched  inside  to 
escclude  air,  and  well  lined  wiih  wax-cloth  and  calico;  covered  outside 
witli  gnnnVi  and  roped*  These  goods  are  slill  dressed  with  a  oiixtnre 
of  rice,  sugar,  and  arsenic,  which  produces  mildew  and  generates  worms 
ir  packed  in  a  damp  atmojjphere;  they  tlierefore  require  special  care  on 
a  long  voyai^'e.  Silk  is  com  puled  to  lose  4  I*  cent,  in  weigbt  between 
Canton  and  England,  As  the  sbipmeiits  in  Bengal  and  Madras  gem-rally 
incUule  large  quaniiiies  of  sugar,  saltpetre,  and  other  goods,  wliich 
produce  cxhnlaliuns,  silks  shipped  there  are  stowed  in  the  'tween  decks 
or  in  spare  cabins.  It  is  exported  thence  all  the  year  round.  Japan 
waste  silk  (the  combings  after  the  silk  is  drawn)  emits  an  odour  highly 
injinious  to  teas,  &.c. 

Tonnage.  About  8  to  8J  hales  raw  silk  go  to  a  ton  of  50  cubic  feet ;  in 
wome  cases  7  bales.  Bengal,  Miidraa^and  Bombay,  lOcwt.  raw  silk  in  halee; 
Bom  hay,  ')(\  cubic  feet  iu  ctuts ;  Bengal  nod  Madras,  50  culuc  feet  feilk  piece 
goods.  A  box  eoiitiiining  U  himdlesraw  silk,  Cliinese,  measures  7113  lWet»  of 
which  7'2in  boxes  go  to  a  ton  of  50  cubic  feet;  for  other  Chinese  measure' 
ments  for  freight,  see  the  table  at  the  commencement  New  York  ton  6ow^ 
Baltimore  Unulb,  China  raw. 

Measures.  Egvpttan  silk^  are  measured  by  the  pie,  26'6  English  inehe#« 
TU&  Grcebin  short  pica  for  silk  is  t5  ioohes;  the  Qrecian  pound  for  silk  is 
l*5th  heavier  than  the  orriinsry  pound,  and  contains  15  oz.  or  lOOl  drachms, 
A  Turkiwh  teflb  or  tJiHTe  1  liilb;  Levant,  variabie.  800  drachms,  each  40-fiOO 
grains  troy  ;  India  ptieka-seer  1  866lb. 

896  SILVER.  Large  quantities  are  imported  in  plano-convex  hars^ 
afcfct  long,  tiinchrs  broad  and  thick;  J  cwt.  each-  Boxt*s  of  Mexican 
specie  are  marked  MD,  dipthong  fashion.  Bar  Silctr  and  Bolivian 
doiUrti  are  shipped  all  the  year  round  at  Cobijai  which  it  the  nearest 
port  to  Polosi.  It  is  brought  down  from  the  mountains  on  mules  and 
Bsse^ — the  dollars^  in  bags,  the  bars  loose.  Cobija  is  also  the  sea-|^Hirt  of 
£UucpiibacA  and  Sulla,  in  Bolivia,  When  sliipped  in  the  shajie  of  coin, 
dollars^  from  Mexico^  Feru^  Chili,  and  vanuus  ports,  they  arc  packed 


§10 


STKVKNS   ON   STOWAGE- 


ID  c4«eB,  varying  in  size  to  suit  ihe  quantity  coniained;  see  [SILVER 
gald.  On  board  the  mail  steam  ships,  ii  is  sUivred  in  tbe  specie  room, 
or  in  the  hold^  if  a  large  quaiiLily. 

897  SKINS.  7-2727  ton  dried  skins  uccnpy  a  space  of  850cabtc 
feet  or  1  keel.  Bengal  and  Aladr^is  ton  50  cubic  feel.  A  timbre  of  small 
skins  should  be  40  or  50,  packed  between  two  boards;  niili  some  skiiia 
the  timbre  counts  120. 

898  SMALTZ  or  SMALT,an  oxide  of  cobalt,  melted  with  silicioos 

earth  and  potash,  and  manufactured  principally  in  Germany  and  Norway, 
A  barrel  weighs  3  cVt. 

B99  SMILAX.  40  bales  were  slnpped  in  June,  1866,  at  Colombo^ 
in  Ceylon*  on  hoard  the  barque  Cape  City^  Cap  t.  James  Bawd  en,  who 
describes  it  as  a  kind  of  herb  something  like  sarsaparilla,  for  the  use  of 
which  it  is  substilined.  The  bales  were  hydraulic  pressed,  packed  la 
gunny  cloth,  and  handed  with  iron  Iioops  3  X  2i  X  2  feet,  weighing  about 
200lb.  each.  50 cubic  feet  to  the  ton  for  freight;  they  weigh  less  than 
ihey  measure.  The  Cape  City  registers  422  ton,  and  is  140  X  27  x  16  feet; 
partial  'tween  decks;  she  is  of  iron  and  has  three  compartments.  Her 
cargo  included  592  ton  coflTee  in  casks  and  bags,  and  coir  yarn;  with  90 
bales  cinnamon  and  40  hales  smilax.  The  bales  of  cinnamon  were  r»)Ua 
4  feet  6  inches  long  by  12  inches  diameter*  Shipping  season  in  CeyloQ 
all  the  year  mundj  but  chiefly  in  Fe binary,  March,  and  April, 

900  SNOW— Coal.  The  ship  Erroman^a,  chartered  to  load  coal 
wiihin  a  reasonable  time,  except  '*  riots,  strikes,  ^^T  any  other  accidents, 
beyond  their  control,"  a  heavy  fall  of  snow  caused  delay,  and  on  an 
action  for  demurrage,  (Fehruary  22»  1B68,  Common  Pleas)  defendant, 
ScHAWLZ,  pleaded  the  fall  of  snow,  but  tbe  court  gave  judgment  in  favor 
of  plainti^,  Fenwick,  as  the  fall  of  snow  in  that  part  of  the  year  was  not 
an  unusual  occurrence. 

901  SOx\P  is  not  liable  to  injury  either  from  heat  or  cold  ;  marine 
soap  is  more  liable  to  injury  from  salt-water  titan  houseliold  soap.  Soap 
boxes  being  square,  should,  if  possible,  be  all  packed  together;  they  are 
strong  enough  to  carry  their  contents  from  one  port  to  another,  but  will 
not  hear  a  blow  from  the  end  of  a  cask,  neither  will  tbey  bear  such  casks 
or  other  heavy  goods,  to  be  roiled  over  or  rested  on  them.  For  Australia, 
the  boxes  are  usually  atren<^thened,  and  for  toilet  soap,  they  are  some- 
times lined  with  tin.  In  the  spring  of  1M»2,  two  vessels  weut  from  Ijondon 
to  the  West  Indies,  having  general  cargoes  including  several  boxes  said 
to  contain  soap.  Duriug  the  pas»age|  the  crjn tents  dissolved,  leaked  on, 
and  damaged  and  impregnated  ether  goods,  causing  a  claim  on  the  masters 


STEVENS   ON   STOWAGE. 


fill 


I 


f 


which  ihey  patd  under  proles t.  There  is  no  rule  regarding  the  [SOAP 
si»f8  of  chests  of  soap ;  in  Lontlon  they  contain  inwU  and  5cwt.  each; 
in  olher  nmmirac lories  the  sizes  are  confined  to  I  cwt,  2cwt,  and  3rwt, 
ench«  the  larger  chiefly  for  home  consumption,  and  tlie  lesser  for  expor-* 
laiion.     Seven  chests  of  3cwtj  aomelimes  go  to  a  ton. 

Sizes.  The  sizes  of  boxes  are :  1  cwt,  24  X 16  x  13  in  ;  2  cwt,  2  ft.  J»  in.  x 
16  it).  X  Iti  ill ;  and  3  cwt,  a  ft.  9  ju  x  1  ft.  4  in.  x  1  ft.  4  in. 

Tonnage.  The  Adminilty  allows  12  half-hogshead b  of  soap,  24  small 
easkB,  or  24  small  casks  second  size  and  bsrricoes,  to  a  ton.  Bengal,  Madras, 
and  Bombay  ton  60  cubic  feet  in  cases;  Bengal  and  Madras  20ewt.  in  bnrs, 
l^cwt.  in  bags.  In  computing  the  freiglit  of  boxes  of  soap  at  Btdtiinore, 
2D0rb.  net  weight  are  considered  equul  to  a  barrel  of  fi  cubic  feet.  For  the 
Admiraltv  weights  of  barrels  of  soup,  see  the  tables  at  the  coinmeucement. 
Ordinarily  a  firkin  of  soap  is  7i  galloos,  a  barrel  258fb. 

902  SODA,  crystals  of ;  dunnage  9  inches,  sitlcM  2J^.  Soda,  soda 
ash,  or  alkali,  is  very  absorbent  of  moisture,  and  is  tlji^refore  siihject  to 
increase  of  weight,  or  by  access  of  water  to  be  dissolved  arid  desiroyed ; 
having  a  powerful  actiun  on  most  niilnml  and  %'egetable  subslunces,  ii 
ahriutd  be  stowed  clear  of  tbeni.  When  loose  soda  gets  into  the  bilge 
water,  the  efflinia  has  tarnished  pliitcs  of  copper  stowid  near.  Natron, 
libtainable  from  the  East  Indies  and  from  Kgypi,  is  a  naiive  form  of  suda. 
For  injury  to  nitrate  of  soda  by  ci'pper  ore,  see  ores,  Mr.  B.  R.  M  at- 
TifKWii,  agent  for  Lloyd's,  ai  Melbcnmie,  8a}a  March  3,  18tJ8.  We  have 
had  many  disputes  over  damage  and  stowage — the  cargoes  being  so  mixed. 
The  chief  articles  are  soda,  and  gi»ods  that  will  dissolve  from  the  heat  in 
ft  ship*s  hold.  A  part  of  the  ship  should  be  selected  for  the  stowage  of 
auch  articles.  The  packages  should  he  sufilciently  safe  to  hold  them; 
the  present  packages  are  frail  and  liable  to  breakage,  from  the  weight 
of  olher  goods  stowed  over  them,  our  ships  being  so  much  larger  than 
of  yore. 

Tonnage.  11  ton  soda  in  casks,  or  21  in  bulk,  occupy  850  cubic  feet  or 
I  keel  When  wheat  is  If,  ^  qr.  freight,  soda  and  other  alkalies  are  6k,  lOf il.  ^ 
Ion  in  casks,  and  4j.  7)^,  in  bulk.     Soda  is  packed  in  oaskt  of  2  to  6  cwt. 

9U3  Tlie  barque  Alarinus^  dimensions,  page  223,  was  chartered 
April  II,  1*h64,  hy  Messrs.  Shikld,  &  Co.  to  load  soda,  &e,  at  Newcastle 
for  New  York,  "say  6 keel  coal  and  remainder  goods,"  *'  £26  for  goods 
and  £20  coal ;  16  days  to  h»ad  ;  to  discharge  dOtan  per  working  day/* 
The  merchants  guaranteed  lu  put  the  ship  as  the  master  wtsltcd,  but  in 
lUat  case  the  owners  t(»  cmplny  sli-vedore  rec«>nHiiended  by  S.  Si  Co,  The 
)Ja  enumerated  below  in  parei-U  for  various  consignees,  whose  ad- 
are  cimilted.  The  eoul  was  s-pread  fore  and  aflj  anchors  and 
chains  amidships  on  the  coal ;  leads  next ;  then  sodas ;  the  bleaching 
being  iight^  wert  stowed  forward.     She  wonid  have  taken  40  ton 


di2 


STEVENS    OS    STOWAGE. 


mort.  Her  draught  on  departure  ras  aft  17  fed  4  inclies^  [SODA 
r*»rirard  17  feet,  «nd  on  arriTal  17  feet  4  inches  and  l*i  feci  10  inches* 
The  slaTea  of  casks  of  hleaching  powder  from  Newcastle  In  S^w  Yurk^J 
are  often  found  on  arriral  to  he  so  rotten  that  the  contents  bare  M  he  dttg' 
oat  of  the  hold  hy  men  who  require  to  he  paid  a  high  rate  of  wages ;  the 
cost  of  new  casks  and  cooperage  falls  henTily  on  the  ship. 


MAViFsrr  OF  BAsauB  •'XiBnnrs,'*  fbom  itswcastls  to  vew  yowl 


ChAldrooft  HaiHTtj  cmnzLel  coal 

Kt^H-€tA0naieoimdM 

Cttiki  of  grooni  llixit 

Bareh Vesetitn red    *....... 


Ton     rmt 
106      0 


SO  B«mtoTiiiHinr»d   .. 

100  KegvrtMllead 

2  Ctskt  flDd  10  kegs  omige  Uftd  . 

250  Eegsr«41e^   

50  Barrels  Y enetiAii  red 

&  Ciisks  and  100  kegv  red  lead  .. . 

60  Caski  whiles  lead 

60  Firidos  white  p«i&t 

57  C«Aks  hjpo 

600  EegB  bi-cftrbonate  of  lodA  . . .  * . 

100  CaAks  bleaching  powdar     ..... 

500  Keg«  bi-carboQAte  of  aoda 

100  Ca«ki  bleaehing  poivder     . .  * . . 

SIO  Paekagea  merchandiza    

Ditto 

1»400  Eega  bi-carbonate  of  aoda 

50  Casks  soda  cryitalt 

IS  Anclinrs  and  19  atocka     ....... 

10  CbaliiB^  one  kiigtii  each     . . , . . 

100  Bannilf  Yenetiaii  red  ..,,..,.,, 


15    10      0    25 


87    13 


12 

0 
18 


0 
21 


mi     16      0     L2 


0O4  SODIUM-AMALGAM.  The  Bonhn  Journal  says,  ilie  mas* 
ter  of  the  Si.  Joseph^  re*enily  unived  iit  this  port,  having  foiinJ  a  sus* 
picioiis  htjx  on  btxird,  mftvkcd  *'ao(]iiim,"  ihvig  h  inerlward,  and  as  Roon 
as  the  package  touched  the  water  an  explu&ion  [iccuirrd,  lifting  die  sea 
into  an  immense  ct>himn.  We  infer  from  a  San  Fnincisco  journal  that 
it  was  a  new  cliyTnical  mixture  called  sodium^Hinaigam.  It  is  nr^vcr 
m an iifac lured  in  very  large  quaiuiiies,  ihfiu^^h  it  haabeen  advertised  fur 
sjile  in  San  Francisco,  mw  iirm  claimin'^  to  have  as  innch  us  200  oz. 
11)^  amount  does  not  seem  largt-,  hut  when  il  h  understood  tliat  the  ex- 
plosive power  of  1  cz.  is  equal  to  that  of  ?5l:b.  of  gjnpowder^  or  2Jtt»,  of 
tiytro-p^lyoerine,  it  can  readily  be  cojiceived  that  even  15  oz,  or2<h>z. 
exploded  in  one  place,  wotild  create  immense  havoc.  Ami  when  one 
further  reflects  that  even  so  little  a  thing  as  a  spoonful  of  water  coming 


STEVENS    ON    STOWAGl 

contiict  tvltU  20O  oz,  of  sodium  would  occasion  an  ex-  [SODIUM 
losioii  equal  lo  tbat  nhicli  would  be  caused  hy  the  if^nition  oi  5,(>U0lb. 

pinvder,  or  the  ctmcus^sion  of  oOOHx  of  nitro-glycerine,  we  cau  form 
Lime  conevpticm  of  its  tremeudoiis  detttruclive  power. 

905  SORGHU  or  Sorghum  Saccharadim,  or  Sorgho  a  sucrk^  a 
^|p*ain-beariijg  plaitr,  a  native  of  Chitrn,  cultivated  in  llie  Siouih  of  France; 
^Hf  gprows  9  feeL  high,  aed  produces  four  to  six  stalks,  each  having  a  bunch 
^nontaiitin^  2,000  lu  3,000  seeds;  ibe  sinlk  produces  sugar  and  alcohol ;  tbe 
B green  leaf  is  eaten  by  cattle,  Indian  millet  is  a  variety  of  sorgho  im- 
ported from  Ttirkey  and  other  places,  ofien  under  tlie  Turkish  name  of 

^^dari  (a  corruption  of  tbe  Arabic  d hurra,)  and  is  well  known  lu  the  West 
^Hndres  as  Guinea  corn,  and  at  the  Cape  as  Caffre  corn  ;  this  variety  is 
^alao  culiivaled  in  China,  and  latleily  in  Australia. 

906  SPELTKR,  b^iilt  np  in  a  column,  near  the  after  Bcnttle,  has 
been  found  very  eunvenient  for  trimming  East  India  meixhant  sliipa  ot 

[iea,  as  the  luhrmr  of  removal  is  not  great.     Spelter  and  tile  copper  require 

llii  be  stowed  closer  than  railway  bars,  as  they  are  more  liable  to  shift  in 

bad  weather,  still  they  may  be  stacked  a  little  apart.     On  the  passage  from 

tlin  lo  Lundiin,  on  board  a  sieam-sliip,  spelter  stowed  upon  oats  had 

Bed  them  to  become  heated  and  discolored;  see  oats* 

907  SPICES,     Bombay  canday  588tb, 

908  SPIKENARD.    E,  I.Co's.  ton  lOcwt 

909  SPIRITS  and  WINES  in  casks  should  he  stowed   bimg  up; 
I  In  liave  good  cross  bed$  at  the  qaarters,  and  not  to  (r*tsl  to  hangini^  l^cds^ 

>  be  well  chocked  with  wood,  and  allowed  to  stow  three  heights  of  pipes 
r  buut,  four  of  jmncheons,  and  six  of  hogsheads  or  haU-puncbeons,     The 

bilges  of  casks  should  be  not  only  Irce  below,  but  what  is  termed  "  dinger 
ree*'  from   each  other.     Capl.  Pakish,  E.LCo,  says^"  they  may  be 

flowed  close  until  the  longer  h  completed,  and  then  wedged  off  by  tl riving 
^l|itoin9  on  each  upper  quarter*     If  the  casks  are  not  exactly  a  fore  and 

aft  line,  the  chimes  will  lock  and  get  broken,  in  breaking  them  out  of  tbeir 
ilaces^  The  space  between  casks  should  be  filled  np  just  high  enough  for 
be  beds  to  re^t  upon,  that  the  strain  fiom  the  u])per  heights  may  not  fall 
nlirely  on  the  lower  casks."  One  experienced  master  says— **  in  flooring 
»  ship,  I  recommend  that  all  casks  e^f  liquids  have  four  beds, — if  spiriti 

or  wine,  you  mtt^t  put  four.  If  a  cask  is  latd  upon  ttvo  beds  it  bends 
etween  them,  and  llie  bilge  settles  down  on  the  »kiu  when  under  pressniie 
nd  thus  it  breulis;  or,  if  ihe  beds  are  high,  the  l>ilge  slaves  break  out- 

Wtjrdt.  Uut  when  four  beds  are  put  properly  under  hogi^headsor  punch- 
( and  six  under  pipes  or  butts  of  wine,  bung  up  and  bilge  free,  well 

3  T 


6%4 


STEVRNS    ON    STOWAGE. 


^aained  on  ihe  heii  and  qtiaitcrs,  they  rAotiot  start  and  will  [SPIRITS 
bear  nlmosi  any  weiglil ;  when  a  cask  U  bilge  free,  it  must  not  only  he  free 
of  pressure  from  beds  laid  under  it^  but  mii£$t  also  be  free  from  pressure 
on  the  bilpje  on  each  side  and  en  ibe  top.  It  muM  be  bung  up  for  then  the 
pieces  of  the  bead  are  perpendicular  and  will  bear  a  gjcat  strain ;  but  if 
the  ca»k  slues  only  half  a  stave  ibere  is  danger  of  the  head  shifting  with 
very  little  pressure, — an  old  cask  might  do  it  by  its  own  weight.  To 
stow  bilge  and  bilge,  with  hanging  beds  and  quoins,  half  a  cargo  of  wood 
would  be  wanted,  and  consequtfiiily  tbi^re  must  be  great  woste  of  space. 
Slowing  wine  and  spirits  in  the  second  tier,  care  must  be  taken  to  have 
the  bilge  of  the  casks  protected  from  the  stanchions,  as  if  ihey  are  not 
bh»ck**d  otTund  qutiined,  there  is  danger  **f  leakage  fmm  undue  pressure. 
Also  in  slowing  bales  and  cases  on  the  top  of  casksj  the  weight  must  be 
kept  off  the  bilge  by  pieces  of  wood  athwart  iIjc  quarters  of  the  casks* 
With  regard  to  the  trouble  and  expenbe  of  bedding  and  quoining,  if  you 
do  as  I  suggest  you  will  land  your  casks  in  good  order,  if  not  there  may 
htr  leakHge,  and  lemember  tme  cask  ofbrnndy  will  cost  £40:  bow  many 
beds  and  qu^iins  will  dG40  pay  for?"  When  a  cask  or  case  burats,  no 
lighted  candle  .should  be  brought  near,  for  the  vapour  which  rises  is  highly 
combustible.  As  soon  ss  a  ca^k  is  in  the  slings  of  the  London  Dock 
Companies  to  be  ludstcd  from  the  hold,  t  lie  com  pan  its  becanie  responsible, 
and  continue  ro  while  it  remains  in  ihe  dock.**,  and  until  it  is  in  the 
merchant's  cart  The  company  is  not  responsible  for  a  loss  of  less  thiin 
one  gallon  ^  cask  ^  annum,  it  being  considered  that  this  may  arise  from 
natural  evapoi^atiim  and  leakage;  and  ttiiis  if  a  cask  of  IOC  gallons  were 
boused  December  31  ^  1861,  and  taken  away  December  30,  1862,  the 
quantity  being  found  on  re-ganging  to  be  99  gallons,  the  merchant  conld 
make  no  claim  ;  but  if  S>B  giiMons^  fie  would  be  entitled  lo  send  an  invoice 
lo  the  company  for  one  gal  bin.  For  slinging^  see  mate ;  for  slowing,  se«j 
protest  aud  survey  ;  fiir  bottler,  see  glass*  In  using  Soke's  liydromeierf 
the  ijfhccrs  of  Customs  usually  require  for  French  brandy  what  is  termed 
a  weight  of  60  ;  West  India  rum  30  to  40;  Geneva  (Hollands)  70 ;  and  for 
whiskey,  varialde.  Spirits  lose  in  quantity  by  being  stowed  in  a  very  dry 
place,  and  gain  in  a  damp  locality,  but  KuflTer  loss  of  strength  ;  the  extreme 
is  said  lo  exceed  two  t^aUons  in  a  puncheon;  the  slrenj^ih  decreases  in 
Q  high  temperature.  During  the  prevalence  of  the  harmattnn,  on  the 
west  coast  of  Africa  (610,)  iron-bound  casks  require  the  hoops  lo  be 
frequently  driven  lighter,  and  a  cask  of  mm  or  brandy  can  scarcely  be 
preserved ;  unless  kept  constantly  nmistened  the  hoops  drop  oC 

910  All  spirits,  &c.  whether  for  sliip's  use  iir  for  freight,  should  be 
TCteived  and  stnick  down  bebnv  with  as  little  delay  as  possible,  to  avoid 
the  surreptitious  use  of  the  gimlet  find  reed.  Whenever  wines,  or  spirits 
are  stowed  with  general  cargo,  a  bulkhead  of  other  goods  should,  if  prao* 


STEVENS    ON    STOWAGE. 


«td 


N 
^ 


ticable,  be  built  against  ihenij  that  tbere  may  b^  no  temptalion  [SPIRITS 
lo  plunder.  Keep  at  a  diamiice  from  aali,  wbicli  will  reduce  tlic  slrength, 
and  from  guano,  grain,  t\*mi\  oil -cuke,  su^ar,  oraiiy  otiier  hewi-prodycing 
goods^  wbich  tvill  cause  the  casks  to  leak.  For  further  stowage  iuformation 
»t^e  atnmuniijoiij  casks,  general  car^o,  liijyids,  niaiep  oils,  and  passengers, 
ibo  lasi  of  wliich  iiicltidLS  tl»e  troveniment  rtgnlutions  for  drawing  off 
apirits.  Spirits  for  ship's  nse  slionld,  if  possible,  be  drawn  by  daylight. 
In  ihe  Navy,  a  reflector  glass  lantcrii  is  found  la  be  safer  and  is  nuit-U 
more  illuminating  than  one  of  born  ;  somelimes  a  looking  glass  will  be 
found  sufficient.  IMany  lives  have  been  sacrificed  through  accidental  fire 
when  drawing  spirits  by  candle  light  in  the  lazarette  ;  it  is  suggested  as 
preferable  lo  have  a  small  place,  even  a  sleeping  bertli  in  the  cabin,  appro- 
priated specially  for  the  purpose;  or  tbal  the  strength  of  spirit  for  daily 
consumption,  sbonld  be  previously  reduced  u  iih  water.  The  temperature 
of  a  8hip*8  store  rooms  and  s|Hrii  room  in  tlie  tropics  is  from  80*^  to  85", 
and  at  tl»is  tempcniture,  uulbiug  can  preveiit  llic  bursting  of  the  casks  by 
ihe  expansion  of  the  spirir,  if  they  are  full  lo  the  bung.  The  Passenger 
Act,  18o5,  inflicts  a  penalty  of  £20  for  selling  spirits  to  passengers, 

911  Brandy.  Proof  brandy  is  considered  jimof  by  the  cuslom-bouse 
autborilies  if  containing  60  p-  cent,  of  alcohcd,  wlien  the  temperature  is 
6V  Fahrenheit.  It  weighs  41tb8  of  an  equal  quaiHity  of  distilled  water. 
A  schooner  which  now  registers  82 ton  and  formerly  90 ton,  witli  depth 
of  hold  over  10  feet,  beam  19  and  a  fraelioii,  It^ngtb  from  bulkhead  ta 
bulkhi^ad  43 i  feet»  stowed  a  cargo  of  Cliarcnte  brandy,  consisting  of  123 
hogsheads  (60  gallons,)  ISO  fpiarter  caski*  (30  gallons,)  and  1,600  square 
cases,  each  containing  one  dozen  (juart  hotlles.  Brandies  and  other  spirits 
far  the  Australian  colonies  a rt^  generally  in  bogaheadsand  quarter  casks, 
or  pncked  in  straw  in  cases  containing  one  dozen  each, 

912  Rum  evaporates  more  rapidly  than  any  oiIrt  spirit*  The 
strength,  say  32''  over  ])roof  on  imporlation»  has  been  known  to  be  reduced 
8°  or  10"  after  being  twelve  months  in  an  ordinary  store,  lite  closer 
ibtf  ttore,  ibe  more  hermetically  sealed,  the  better*  A  drau^bt  of  air  will 
greatly  increase  evaporation.  This  will  show  tlte  necessity  of  keeping 
rum  in  a  ship's  bold  well  elnsed,  A  iniiist  atmosphere  does  not  ko  much 
promote  evaporation  an  a  dry  wind.  The  Havour  of  rum  is  however  always 
im(»r(»ved  by  heat;  hence  importers  are  glad  to  have  their  cargoes  in  sugar 
aliipB  which  generate  heat,  and  do  not  evaporate  largely  in  a  well-closed 
hold  and  in  conif»ariitively  sbiirt  voyages.  Hum  always  keeps  better  in 
large  casks  than  in  smnlL  Hum  can  only  be  imported  in  shijjs  of  at  lea%t 
6«J  I  n  burthen,  and  in  eanks  of  not  les^  tbnu  20  galhm<i,  or  b.«ttlcs  not 
exceeding  3  pints.  Large  quttiitilies  are  shipped  in  December  at  Calcuua, 
chiefly  in  old  beer  liogsheuds;  in  stowing  the  lower  tier  there,  punch 
cons  are  placed  in  the  broa4  spaces,  hogsheads  in  the  narrow;  cover  the 


«A 


STEVENS    ON    STOWAGE* 


qiiiirUTs  of  the  casks  with  teak  sIuIjs  noi  less  than  1  inch  thick,  [SPIRITS 
nitd  bring  it  ihus  right  up  ti>  ihe  bciims.  Special  attention  is  tjccessnry 
when  stowing  mm  in  the  Knst  Indies,  It  is  ufieri  iiijuicd  by  being  placed 
under  native  sugars,  the  wci«ifht  of  which  damages  the  casks;  instances 
bave  occurred  of  good  strong  ten^buoped  puncheons,  stowed  un  tlie  ground 
tier,  having  come  out  of  ihe  hold  completely  crushed,  and  doubled  up 
like  a  cocked  hat.  Importers  prefer  having  rum  stowed  (ore  or  aft,  saj 
four  heights,  wiili  light  goods  to  fdl  np,  and  the  sugars  amidship;*.  The 
he&t  from  new  BUgar:^  phiccd  close  to  casks  of  rum  slackens  the  hoops, 
and  leakage^  ofcourse,  ensues.  When  the  head  of  a  hogshead  of  sugar, 
villi  the  heading  not  too  tight,  has  been  placed  in  the  liold  of  a  coasting 
•  feaael  end  on  to  ihe  head  of  a  pancLeon  of  rum,  the  rum  has  been  drawn 
through  to  a  depth  of  two  or  three  inclies  in  discoloration  of  the  sugar. 
The  steam  from  rum  is  said  to  be  prejudicial  to  the  health  of  the  crew. 
When  rum  is  imported  in  casks  made  of  proper  oak,  the  Londtm  Dock 
Companies  engage  to  be  responsible  for  de<iciencies  in  measure  which 
shall  exceed  one  gallon  per  cask  for  each  year,  or  a  fraction  of  a  year, 
tlie  goods  remain  in  charge ;  but  llie  Companies  will  not  be  answerable 
for  defici*.'ncies  arising  from  the  casks  being  made  of  other  and  ineflicieut 
inaaTials,  In  the  West  Indies,  the  shipments  for  rutn  and  sugar  are 
usually  from  the  middle  of  February  to  the  end  of  October  ;  the  new  crop 
comes  in  late  in  Fcbruary^  or  early  in  Marcii,  when  the  principal  ship* 
ments  take  place* 

913  The  sliip  Duchess  of  Leinsier^  was  destroyed  by  fire  in  tlie 
island  of  Tobago,  May  7,  1663,  She  was  loading  rum,  and  the  bulkhead 
which  divided  the  forecastle  from  the  fore-hold,  had  been  double-planked 
to  strenglheu  it,  hul  this  was  unavailing.  Hie  crew  broke  through,  and 
ii  ts  supposed  that  ihe  rum  got  ignited  from  a  lighted  candle  which  they 
were  using»  One  of  them,  Samuel  Pieuce,  was  burnt  lo  death,  and 
another,  Henry  Stkood,  much  i injured.  The  niasier  and  n»ute  were  in 
the  ciibtn  makii^g  np  the  aeeount  of  the  cargo.  They  rushed  forward  and 
wen  I  below,  but  were  sooti  driven  back  by  the  smoke  and  (lames.  The 
ship  \vas  lowed  to  a  beach  where  she  was  totally  consumed,  her  de^truc-. 
lion  being  lias  ten  ed  by  the  explosion  of  the  puncheons. 

914  Gin  from  Holland  is  occasionally  sent  to  Australia  in  square 
glass  bottles,  packed  with  husks,  in  cases  so  weak  thai  the  husks  run  out 
and  the  bottles  are  very  liable  to  break.  Gin  is  often  insulTiciently 
corked;  tht)  casea  should  be  stowed  covers  up  or  leakage  will  probably 
occur, 

U  Id  Wines.  Borne  wines  are  so  delicate  that  they  will  not  bear  ex- 
posure lo  extreme  Jieat  or  extreme  ctdd.  For  I  his  reaso'j  the  best  seasons 
for  their  removal  in  France,  are  spring  and  autumn,  when  the  weather 
is  temperate;  some  object  to  ihe  landing  of  sherries  and  other  delicate 


I 
4 


STEVENS    ON    STOWAGE. 


517 


incs  in  Etigland  in  very  cold  frosty  weather,  siieh  as  that  [SPIRITS 
nhirh  prevails  io  Jatniary.  Porta  are  said  to  be  injured  by  exposyre  to 
extreme  culd  ;  ilit?  Fieucii  say  ihat  tb<^  tielicitte  ^^^\\es  uf  Bordtmux  are 
injured  by  voyages  at  sea.  Madeira,  ISberry*  Canary,  Malai^a,  Syracuse, 
Cyprus,  and  some  otbers,  kfep  better  in  warm  cellars.  Portugal  wines 
can  be  jdaced  under  tlie  most  frequented  sireele  of  tbe  metropolis,  ubile 
ibose  of  Bordeaux,  Cbanipagne,  *ind  tbe  Rhone,  must  hv  kept  where  no 
motion  can  aflect  them.     Jii  a  well-arranged  wine  cellar  no  cask  is  suffered 

I  to  touch  its  neighbour  or  the  cellar  walU  No  fruit,  Bower,  garden  produce, 
or  green  wood,  is  permiued  in  tbe  ctfUar,  for  fear  of  impiuiing  a  disagree- 
able taste  to  the  wine.  Some  qualities,  delicate  slierries  esjieciully,  are 
wonderfully  &uscepiiblc  of  all  that  ini]>regnates  ihe  air  arouud  them; 
Uiere  are  connoisseurs  who  go  so  tar  as  to  imagine  that  un!e«s  tbe  cellar- 
im&n  11  in  a  perfect  stale  q\  health,  the  delicacy  of  the  wine  may  be  affected, 
for  at  any  rate  that  it  will  be  injured  if  be  is  suffering  from  some  disorders. 
Alany  good  wines  iire  ririued  by  being  allowed  to  renuiin  in  cask  in  a  wet 
I  cellar,  ujjon  the  ground,  without  a  free  current  of  air  all  round  tbe  cask. 
Great  care  is  neces^iary  on  board  ship  lo  avoid  proximity  with  humid 
and  vap»>r>produeinggoods»  several  of  wliich  are  enumerated  in  the  article 
[eptrits.  Casks  of  wine  from  the  East  Indies  are  generally  capable  of 
I  bearing  their  own  weight;  an  enqity  cask  wiil  not  bear  one-tenth  tbe 
pressure  of  a  full  cask.  Casks  of  wine  in  Natal  and  in  otlier  but  countries^ 
j  lire,  like  unprotected  bottles,  liable  to  perforation  by  ants,  and  lo  lose  their 
f  whole  conieuts.  It  is  said  that  the  quality  of  wines  in  bottles  is  injui\^d 
or  destniyed  after  musk  rats  have  passed  over  llicm,  unle^is  the  corks  are 
covered;  see  vermin.  In  Spanish  ports,  when  wincK  are  some  lime  on 
deck  before  ibey  can  be  struck  into  the  hold,  ibe  casks  are  placed  an  end, 
their  beads  covered  wiib  water,  and  a  canvass  awning  is  suspended  over 
all  MontiUa  wines  should  not  be  8hip]>ed  during  tbe  hoi  months  of 
summer;  they  are  in  casks  of  the  same  size  as  Sherries,  and  flowed  in 
the  same  manner.  The  per  cenlage  of  jirool  spiiii  in  the  he^l  Port  niay  be 
B  laken  ai  33  t^  cent.  All  Clarets,  low  elasBes  especially^  should  be  slowed 
^  frith  tbe  bungHiifliciently  inclined  t(»  keep  wet — a  practice  always  observed 
in  the  warehouse  by  the  trade,  lo  prevent  excessive  evoporalion.  At  Bor- 
deaux, nia>*ter9  should  be  careful  in  selecting  canks  of  ehirei ;  ihey  are 
fill  weakly  made  and  greal  caution  is  necessary  when  stowiijg.  The  cheap 
Vina  Ordinoires  (vaing  or-de-nat/re)  require  special  care  ;  having  no  iron 

IkoopH  they  bhould  always  be  placed  in  the  u])pfr  tier.  Bordeaux  mer- 
chants recommend  that  in  the  cellar  a  cnsk  should  he  so  placed  ilial  tbe 
liung  i»  on  its  side  and  covered  wilh  the  wine^  to  jirevent  ihe  air  Iroin 
penetrating.  Tlie  Chamber  of  Commerce  there,  in  1^66.  decided  thai  the 
barrique  must  contain  22ti  litres  25  ceiiii litres,  and  the  tanneau  1106  litres, 
with  ft  toleration  of  6  litres  in  ihe  barrique.     In  Ch&mpagne  the  vintage 


018 


STEVENS   ON   STOWAGE* 


during  favornblc  reasons  begins  September  15,  but  it  is  luore  [SPIRITS 
often  about  October  10;  bottling  comraeiices  in  March.  When  cliaoi- 
naprnes  buve  been  carried  on  deck,  bi'tweeti  Cherboiirg  and  Flyrutmfli, 
part  bas  been  vvasbed  uvL'i'bt*;ir(!  and  rteovereil,  and  nil  hasibecn  welled  hy 
sens  breaking  over.  On  landing;  it  was  found  timl  tbe  wrappinj;  paper 
round  tlie  biulea  was  spoiled*  and  ilie  c(»rk  wires  rnstei;  tlje  wine  waa 
refused  by  the  cunsignecs.  Champagne  sent  to  Aniericn  is  embedded  in 
salt  to  keejj  it  cool  ;  tbe  etises  are  very  siron'4  aitd  liijbt.  C'lclcroacbes 
have  a  jjreat  predilection  for  cliampagne  and  (»(her  light  wineti.  and  unless 
tlje  corks  are  covered  with  tin  foil  or  meiallic  eapaules,  lliey  will  eat 
ibrongh  and  waste  the  conleiits  of  the  bottles ;  niuny  cliampagnes,  like 
the  sherries  of  Cadis;,  are  known  by  tbe  names  of  the  sliippers  and  not  by 
the  vineyards.  Tokay  wine  ft^rments  in  the  casks  at  sea  and  thus  clarifies 
itself.  Wines  in  bottle,  whether  capsnleil  or  not,  should  be  stowed  in  a 
dry  part  of  tbe  hold,  because  there  are  frequently  in  tbe  corks  small  wurm$ 
in  embryo,  which  are  matured  by  dampness,  and  dinjiniBbed  by  dry  and 
well-vent ilated!  stowage.  Among  respectable  wine  merclianis  ifie  recog- 
nised fair  bottle  is  six  to  the  gallon.  Tbe  specific  gravity  of  Bordeauic 
wine  is  »9l)3.  Burgundy  *9yi,  Constance  1-081,  Malaga  1*03:3,  Port  '997 
and  while  Champagne  '1197.  A  cause  of  bad  lasie  in  wine  arises  from  ibo 
gallic  acid  in  tbe  new  oak  used  in  tbe  barrel  becoming  mf»re  or  less  dis- 
engaged. Oak  staves  ft*r  casks  are  stee|»cd  for  some  days  in  a  strong  lye 
of  wood  ashes,  which  prevents  the  wine  from  contracting  ostringency 
when  put  together.  In  some  parts  of  Spain  they  have  a  very  effectual 
way  of  cleaning  tbe  inside  of  the  casks,  and  kimcking  olfall  tbe  tartar  or 
other  m tiller.  Two  iieavy  chains,  joined  by  a  piece  of  leather,  are  pnt 
into  the  cask,  the  bung  being  driven  over  the  leather  so  as  to  enable  tbe 
chains  to  be  drawn  out.  A  little  water  having  been  poured  into  tbe  cask, 
it  is  rolled  violently  up  and  down,  a!id  every  way,  so  that  the  chains  may 
strike  upon  all  parts  of  the  interior.  Water  is  then  put  in,  until  it  comes 
out  perfectly  clear,  when  tbe  cask  is  well  rinsed  uith  wine,  and  a  stulphnr 
match  burned  inside.  The  produce  of  the  vineyard.^  in  the  Cape  Colony 
is  brought  to  market  in  September,  Oclober,  November,  and  December 

91fi  Improper  stowage.  Queen's  Bench,  Jnly4,  18t\5.  Before  Lord 
Chief  Justice  Ouckbdrn.  PlaintilT,  Sandeman^  was  a  wine  merchant  in  tbd 
city,  and  defendant  ScAaa,  wa?i  the  ow*ner  of  tbe  barque  VilUttje  Belle. 

Mr.  BaETT,  staled  that  although  tlie  amoimt  sought  to  he  recovered  was 
BHirtll,  yet  the  principle  involved  was  of  considerable  importance.  In  October, 
1803,  tho  ViUagfi  Bdk  was  chartered  to  bring  wine  from  Oporto,  amongst 
which  were  a  nnioiier  of  casks  consigned  to  plaintifl'  On  discharging,  one 
was  <latoft}^e(i»  and  the  wine  leaked  out,  and  it  would  be  shown  that  this  loss 
hud  arinen  through  the  casks  being  improperly  stowed. 

Gkorok  EvKaLKT,  vault  keeper.  London  Docks,  found  a  ceak  loose  on 
the  Becoud  tier;  it  had  a  shivered  staTO,  and  the  damage  was  cmised  by  tba 


STEVENS    ON    STOWAGE* 


worlcing  of  the  cask  wliich  was  stowed  in  tlie  tier  over,  nnd  [SPIRITS 
which  was  nlso  loose.  The  casks  sliould  have  been  Heeured  wttli  beds  and 
quoiiJ0.  A  dtimaffe  like  this  might  have  been  cnusfd  to  a  cask  in  the  upper 
tier  in  rough  weather,  but  he  never  remembered  it  to  have  happened  to  one 
before  in  the  9*?coT]d  tier,  Jt  wasH  eoTiniion  tbiiig  for  r  cask  to  leak  through  a 
deftKJtive  slave.  The  casks  sometimes  bumped  up  against  eaeli  other.  If  a 
cask  in  the  second  tier  had  proper  quoins  and  beds  it  would  not  shift. 

■  G.  Be»nbtt»  gftuger  in  the  London  Docks,  deposed  thwt  the  cask  in  tlie 
second  tier  could  not  hsve  shifted  had  it  been  properly  stowed. 

Mr.  Jouos  Tbompson,  shipbroker,  said  he  had  great  experience  in  the 
wine  triule,  and  the  ordinary  weather  experieneed  in  crossing  tlie  Bay  of  Biscay 
in  the  winter  would  not  have  the  effect  of  looscuing  the  casks  if  thpy  were 

■  properly  stowed.  Had  seen  the  entries  in  the  log-book  as  to  the  weather  ex- 
perienced, and  did  uot  tliink  it  was  the  cause  of  damage.  A  claim  had  been 
made  ujion  the  undrrAvriteis  for  the  Joss,  which  had  been  resisted  on  the  ground 
that  the  loss  did  not  arise  from  the  perils  of  the  sea. 

Mr.  E,  Jamrs  lor  defendant^  said  no  doubt»  under  ordiusry  circumstances, 
the  owner  was  liable  fur  bad  stowage,  but  the  responsibiliiy  might  be  shifted 
by  the  charterer  talking  upon  himselt  ilie  duty  of  loading,  and  so  relieving  the 
owner  of  the  HabiHty,  In  support  of  his  argumeut.  he  drew  iitieution  to  the 
judgment  of  Mr.  d  uNiice  W ili.es,    in  the  case  of  '*  Bl.^kely  v.  8TEMBini»oE," 

»  where  the  stf'vedorc  was  apjiointed  by  the  chiuterer,  although  paid  by  iho 
master,  and  it  was  held  that  the  stevedore  was  the  servant  of  the  charterer. 
This  ship's  charter  party  contaiuf*d  the  clause  "ship  to  he  addressed  to  char- 
terer's agent,  on  the  usual  terms."  On  arrival  Mr,  CovEaLV,  the  chnrterera 
I  Agent,  provided  the  cargo,  and  seh-cted  his  own  stevedore,  and  the  master 
never  interfered.  It  was  urged  tliat  the  master  gave  clean  bills  ot  lading. 
It  would  bo  found  that  the  vessel  was  put  iip  as  a  general  ship,  and  the  master 
signed  them  in  the  mstiai  way»  but  there  was  the  exception  as  to  damage  arising 
from  perils  of  the  sea;  on  the  10th  and  llth  of  February  strong  gales  were 
encountered  and  the  ship  laboured  temfically. 

Capt.  BowuEN  of  llie  Vilhvje  BtU*;  said  Messrs,  Cotbbly  were  not  hh 
igente.  The  ship  bad  been  advertised  as  a  general  ahip.  They  told  witness 
tbfit  when  he  was  iXMidy»  tfiey  would  send  a  stevedore  to  measure  the  ship. 
Ho  had  nothing  to  do  with  apjiointiug  the  stevedore,  bnt  received  cargo  from 

■  different  persons,  and  signed  SAxnKsiAN's  bill  of  lading  at  Covebly's  office. 
The  ship  was  American  built,  broad  and  shallow,  and  rolled  a  great  deal.  He 
heard  sometfiing  humping  among  the  cargo,  but  ho  could  not  get  below,  the 
weather  was  su  bad. 
K  The  Chief  Justice  said  the  question  as  to  the  position  of  the  owner  in 
^f  respect  to  shipper  of  the  goods  seemed  to  him  to  be  more  a  matter  of  law  for 
thtf  opinion  of  the  full  court.  Having  given  the  bill  of  ladiug,  the  question 
would  be  whether  the  owner  stood  in  the  siime  position  to  the  shipper  as  with 
the  charterer.    They  conhl  go  to  the  jury  upon  the  fact  as  to  whether  the  damage 

■  resulted  from  the  bad  stowagr?  or  perils  of  the  sea. 
The  learned  counsel  again  addressed  the  jury ;  the  Chief  Justice  summed  up 
ind  having  briefly  dwelt  upon  the  main  fstcts  of  the  case,  left  the  jury  to  say 


dS» 


STEVENS    ON    STOWAGE. 


r  whether  the  lofls  had  been  broagbt  about  bjr  the  improper  stowage  [SPIRITS 
of  the  cank  or  by  the  heavj  weather  which  the  ship  experteaoed.  If  thejr 
should  be  of  opiDioD  that  the  damage  arose  from  perils  of  the  sea,  then  it  came 
within  tbe  exception,  and  the  defendant  would  not  be  liable.  The  jurj,  aflsr 
Botne  deliberation,  returned  a  yerdict  for  plaintiff,  damages  £22  \9s.  T\m 
Chief  Justice  said  be  would  stay  exeealion  until  the  defendant  could  mofej 
the  full  court  on  the  point  of  lnw  reeenred. 

»17  Spirits  in  Bond*  In  Deoeinber.  1866,  Ciipt.  C.  Vak  t  Horr,  of  tli« 
Dutch  steamer  Fif^noord,  complained  to  the  Shipping  Qasttte  that  in  Decem- 
ber, 1865«  he  deltvered  a  cask  of  wine  in  good  order»  and  it  was  entered  bj  tlie 
Customs'  officer  in  his  blue  book.  On  December  19,  li956,  he  was  summoned 
to  the  Sheriff's  Court,  and  upon  a  lighterman's  statement  only,  it  was  daeid^td 
that  damage  had  occurred  through  leakage.  [The  Editor  answers  that  a  cask. 
when  iu  bond,  is  conventionally  held  fay  tlie  Customs  to  be  on  the  voyage; 
and  on  the  owners  declaring  their  iotention  to  clear  it^  and  pa^-ing  duty,  con* 
t^nls  are  gauged  If  tliore  is  less  wine  than  on  the  manife^st,  the  servants  ar| 
Crowu  exact  the  full  duty,  unless  they  are  satistied  that  the  loss  has  Iw^eu  | 
caused  by  leakage.  A  memorandum  is  made,  and  on  being  duly  certiB^ 
the  duty  is  levied  on  the  actual  fjuaotity  in  the  cask.  No  disdnctiun  is  dr 
between  leakage  in  the  ship  or  whilst  in  bond.] 

018  Wine— freight.  A  master  writes  to  tlie  Shipping  Qazme,  July  i 
1867 :  NJy  voitsel  arrives  with  wine,  freight  payable  at  per  tun  of  *252  gftllons. 
*J*he  officers  ol"  Customs  funiish  particulars  of  quantity  on  which  the  Crown 
receives  duty,  and  on  that  quantity  the  merchant  proposes  to  pity  freight  Is 
he  not  liable  to  pay  on  the  entire  quantity  in  each  cask,  the  idlage  of  which 
is  usually  a  gallon  or  more?  Tlie  Editor  answers:  There  is  no  Customn* 
allowaDce  on  wine;  tl*e  duty  is  paid  oti  the  quantity  actually  deliveredt  and  j 
80  should  the  freight.  It  happens  frequently  that  the  shipping  and  landing  ' 
gauges  do  not  agree.  It  once  occurred  that  where  l,(i:]fi  gallons  Marsala  were 
invoiced,  the  gauge  made  it  1,5(57  gallons,  on  which  of  course  the  duty  and 
freight  were  paid. 

f»lft  Port —bad stowage.  Liverpool,  March,  1H5H, sWp  Hazard, KkwnkY 
V,  Jamks.  Plain  till' surd  for  the  value  of  two  pipes  of  wine  which  were  dam* 
aged  when  being  hrouglit  from  Oporto,  Ou  arrival  it  was  found  that  four  casks 
had  been  stowed,  two  each  side  the  keelaou,  directly  under  the  main  hatch* 
way.  Those  on  the  Btarbonrd  side  were  in  good  condition,  tlie  others,  which 
were  end  to  end,  bore  marks  of  indentation  at  tlie  two  ends  joining,  in  con- 
sequence of  which  ij early  all  the  wine  had  leiikoil  out.  The  mast»^r  said  due 
care  had  been  used  in  stowiug  them,  but  he  had  Imd  a  rough  passage,  and 
wine  was  pumped  up.  Tlio  wine  had  been  insured,  etid  on  reference  to  the 
underwriters,  reasons  transpired  which  led  to  the  belief  thai  tlie  damage  had 
been  caused  not  by  the  sen,  buJ  by  careless  stowage,  k  appearing  that  cases  of 
wine  had  been  placed  on  tbe  casks,  and  that  the  probibility  was  that  the 
damage  had  been  caused  by  these  cases  being  allowed  to  fall  oai'eledsly  on  the 
casks,  causing  the  staves  to  spring.  Verdict  for  plttintiff,  J&165.  For  *•  wine 
itaved"  and  "  mate's  responsibility,"  see  male. 


STEVENS    ON    STOWAGE. 


52t 


U20    Sherry— leakage.  Berore  Lord  Oampbell»  Queen's  Bench,  [SPIRITS 
Func  28,  1858»  SrMMONs  v,  Gn^aiN.     PlHintiflT  sought  tn  recover  ^140,  vidue  of 
,  butt  of  sherry,  conlents  of  which  it  was  ftUo^^d  had  heeii  losi  through  im- 
proper stowage ;  tJie  hntt  was  placed  in  the  N^ih  for  a  voyage  to  Calcutta  and 
bftfik,  to  improve  its  qimlity.     It  hud  previously  been  pi*epared  in  the  London 
locks  by  ihi?  coopere,  who  put  h  woodt^n  bung  in  tho  bung  hole,  and  covered 
.  with  lend  as  ii  luriher  protection  against  lenkege^  and  then  placed  the  butt 
I  a  case,  in  the  ordinary  way.     After  reiurning  to  the  East  India  dorks  it  waB 
tound  that  all  the  wine  had  leaked  away.     Phiintiff  alleged  that  the  leakage 
I'kftd  taken  place  rh rough  a  crack  in  tho  '*  bouge"  part  of  the  butt,  which  had 
*en  cau«ed  by  undue  pressure.     Defendant  contended  that  the  case  being  too 
urge,  the  butt  turned  rouud  in  it,  the  hnng-hole  coming  downwards^  and  that 
die  wine  etjcapcd  from  the  bung- hole,  which  he  alleged  was  defective,  and  not 
[>m  any  crack  in  the  body  of  the  butt.     The  evidence  was  very  eon  dieting, 
but  the  jury  were  assisted  by  an  inspection  of  the  case  and  the  butt,  which 
rere  both  placed  on  the  floor  of  the  court*     Verdict  for  plaiatifF,  i:i40. 

021    Spanish  wine— plunder.    Secondaries  Court,  December  23,  1860, 

%ncK  t?.  WrixiAMB-     According  to  plaintiff's  case,  he  purchased  in  Spain  five 

bulls  of  aborrj',  three  gold  and  two  brown,  which  arrived  in  London  and  were 

liuged,  and  found  to  be  as  stated.     In  Novninburt  1H5m,  tho  five  btitts  wera 

ippcd  for  a  voyage  to  Calcutta  and  back,  the  rate  of  freight  M  iU.  ^  butt 

provision  was  made  in  tlu*  bill  of  lading  thfll  the  wine  might  be  traushipped 

UU>  a  first-class  vessel  at  t.'alcutta,  but  not  elsewhere.     The  voyage  usually 

ecupied  l*i  months,  and  about  November.  lH5y,  when  plaintiff  was  expecting 

he  nturn  of  his  wine*  a  notice  was  lett  at  his  office  that  it  had  been  taken  to 

kin«l<^rdanL     Ho  had  inaured  it  from  Calcutta,  but  as  there  had  heen  a  de- 

'  Tiation  it  was  necessary  that  he  should  re-iosin-e,  which  he  did.    At  Amsterdam 

Uie  wine  wa«  transhipped,  and  arrived  in  London  by  the  Diana,    When  wines 

irrive  in  the  docks,  the  name  of  the  ship,  and  where  they  came  from,  are 

ecoided,  and  this  wine  having  been  registered  as  from  Anisieiidum  find  not 

ioni  Cttleutta,  its  character  was  nmrh  tianiaged.     On  tho  butts  being  ex- 

aiiiued  it  was  discovered  that  the  eon  tents  had  been  pluudered  to  an  alanuing 

itent :  only  one  butt  had  escaped  tanipei  ing.     I'ho  surfaces  of  the  butts  were 

Jotted  with  spile  holes,  and  one  had  bii«?n  opened  in  a  much  ruder  way;  n 

large  hole  had  been  ma<le  in  it,  and  had  beet^  filled  in  with  hemp  and  tallow. 

|id  not  contain  more  than  half  its  proper  quantity,  and  the  wine  was  of  & 

'  description,  ajid  wiiter  seemed  to  have  been  poured  in  to  muke  up  the 

4«fieieney.    Such  was  its  condition  that  it  could  not  be  gauged  by  tlie  offieera 

iof  the  Jjotidon  dock  until  racked  ott"  into  other  casks.  Plaintiir  ut  onot 
Cornmuiiiciited  with  defendants,  and  it  was  admitted  that  the  wine  had  been 
Immjiered  wiib,  ami  that  the  sailois  had  j>ri>bably  got  hold  of  it.  A  wish  was 
iEpreited  to  meet  the  caw  fairly,  and  the  usual  notice  having  been  given  to 
BftiVftidaiita,  the  wine  was  sold,  and  plaintiff  estimated  his  loe>8  lit  £27S,  af^er 
letirpiving  what  the  wiue  had  pro>imMuI  FlHintiff  wilh  examined,  niul  stated 
IU)Ht  the  originrtl  cost  was  i'iO  lOf.  a  butt,  and  be  valued  hts  two  years' profit 
lipon  thw  five  butts  its  Mni.  The  depreciation  of  character  u  coming  from 
Amsterdtira.  and  not  Caleuttft.  was  put  down  ut  £it  a  butt     He  also  claimed 

9  17 


52> 


STEVFNS    ON    STOWAGE, 


Jotere8t»  nod  the  amouDt  for  re  insutiog  and  some  other  small     [SPIBITS] 
items.     The  defence  wns,  that  the  wine  h«d  not  suffered  either  in  qtiautitj  otl 
qiirility  to  the  extent  allep^ed ;  and  defendant  and  Mr  Havisidb*  the  broker^ 
wer*i  eaJled  to  show  that  pkintiff  had  expressed  himself  to  the  effect  that  I 
would  he  satisfied  with  cost'^  and  charges,  and  it  was  urged  that  plaioti 
couJd  not  recover  both  interest  and  profit     Several  parlies  in  the  wine  tmd*^ 
were  examined  on  hehalf  of  defendant  as  to  the  description  and  Talue  of  the 
wine.     The  jnry  awarded  plaintiff  X278  damages. 

952    Deiciency*     A  ma&ter  asks  the  Gazette,  June  27*  1964:  A  Frenell 
ship  from  France  arrives  in  Scotland,  JuiiCt  18B4,  with  a  cargo  of  hrandy,  Aoii 
in  casks,  several  of  which  are  found  to  he  not  full.     Surveys  are  held,  at»d1 
evidence  is  ffiven  that  the  cargo  is  all  hung  uji,  well  bedded,  bilge  free,  and 
grounded  off  on  both  sides ;  but  the  surveyors  sre  of  opinion  that  the  leakage  ' 
aroF^e  Irom  the  casks  being  stowed  bilge  and  bilge,  insteod  of  bilge  and  cautline. 
The  receivers  deduct  from  the  freight  full  value  of  short  of  being  full,  although 
the  master  declares  on  onth,  that  all  he  took  on  board,  he  has  put  on  shore, 
and  cnc  account  in  no  other  way  lor  the  leakage,  if  leakage  there  has  been, 
than  by  the  roughness  of  tho  voyage;  and  as  for  the  stowage,  it  was  unde 
the  direction  of  shippers,  by  agreenient.     Bill  of  lading,  '*  not  scconntable  1 
leakflge."     Would  you  infrarm  me  as  to  my  responsibility,  and  whether  the  acffl 
of  the  receivers  of  the  cargo  are  justifiahle,  and  what  course  I  sliould  pursue.! 
I  have  protested  against  the  receivers  of  the  cargo,  holding  thorn  re&pousibJeJ 
for  all  losses.     The  leceivers  of  cargo  also  deduct  IVoni  fr^i^bt,  surveyors*  fetj^ 
in  fnlL     The  Editor  answers :  The  master  lia,'^  done  ngbt  in  protesting  agains 
the  conduct  of  the  consignees,  and  in  serving  tliem  with  notice.     However  the 
loss  by  lortlcage  may  he  eventually  i^ettled  (and  it  appears  to  us  that  the  ship 
is  exempt  from  the  same,)  the  consigtieps  have  clearly  no  right  to  deduct  any- 
thing from  the  freifirlit  of  that  [rortion  of  ihe  cargo  delivered  in  good  order  andl 
condition.     To  do  so  amounts  to  this  :  first,  to  make  a  claim  which  mny  or  msjJ 
not  be  a  just  one  when  enquired  into;  secondly,  lomiike  a  fund  for  the  satis-J 
faction  of  such  claim » if  found  jusl,  out  of  monies  he  longing  to  another  person, ' 
viz.  the  owner  of  ibe  frei^jht ;   thirdly,  to  decide  without  judge  or  jury  that  the 
claim  is  just;  aud,  lastly,  to  up^dy  the  fund  so  arbitrarily  made  in  paymeut 
of  a  claim  which  is  really  all  the  time  unadjudicated  upon  and  disputed. 

Tonnage*  17  tuns  of  wine,  brandy,  or  any  other  spirit,  reckoning  thel 
full  ginigpR  of  the  casks  4/281  gallou.  weigh  20  ton,  and  occupy  a  sjiace  of  HbO  | 
cubic  feet  or  one  keeb  The  freight  of  botrled  spirit  or  wine  in  cases,  is  the  ' 
same  as  for  bottled  ale  and  becr»  which  see.  The  Admiralty  alhiws  IB  ruses m 
wine,  one  dojten  each  to  a  ton.  Ca-^es  for  three  dozpu  measure  altout  4  feeti 
(J  inches  ;  dry  eask^,  2H  inches  long  liy  IQ  inches  across  the  liead.  In  measurinjpl 
for  freight  it  is  the  f>ractjce  of  the  KJ.Co,  to  take  liquid  Cdsks,  210  imperial! 
gallons  ;  one-fourth  more  for  covered  eanks^  one-lifth  off  measurement  for  bulge. 
Bombay  ton,  wines  and  spirits,  in  casks  or  cases,  50  feet.  Bengal  and  Madras  1 
ton  2  pimcbeons,  1  hogsheadSj  210  gallons,  iii  rnsks,  IJadras  and  Bahta210l^ 
oil!  gHllous,  in  pipes,  A  c use  of  Maktkllb  brandy  measures  as  follows ;—*i 
length  iJHj  inches,  breadth  17  inehes,  depth  Hijtches:  weight  1  qr  *211tb.  At 
New  York  aud  Baltimore  200  gallons  wiue  measine,  reckoning  the  full  ooti- 


STEVENS  ON   STOWAGE. 


523 


teote  of  the  c&sks  of  wine,  brftndy,  or  other  kind  of  liquors  go  to  [SFIEITS 
M  ton.  W  beo  Mediteri  auGin  wlieat  is  freighted  at  Is.  }^  quarter^  wine  in  casks 
Ifl  rated  at  7«.  i\d.  ^  tun  of  '^b2  gtdlous.  Vessels  irom  Charento  calculate  81 
cases  of  cognac  to  the  tuu.  It  is  usually  calculated  that  an  ordinary  Bliip  will 
take  her  register  tonnagL^  of  winee  fiom  Oporto  or  Cadiz,  or  say  10  I*  ct'nt.  over, 
according  to  her  fjtowage  capacity. 

8FIEIT  CASES. 


VmttipUm 

Conttfntj 

CanUatM 

Scotch  wkukey  ptmeh    * . 

pi         ^ 
m  v^  130 

HftTonK  pipe  tafim  or  ram 
Admifoltif  mm  piuicli.. , 

128 

fitttady  pofickeon   *....* 

110—120 

72 

55—    60 

—  hogiheaJ  ♦ 

U 

—      qmirter  cask    .... 

27—30 

—  bwrel     

m 

0«ii«r»  piece,  about    . ,  * « 

116 

^-  Imlf -fao^afaeftd  ., 

25 

Jamaica  rtun  panchoon  . . 
^        hog&head 

90  — ICJO 

—  kiltlerkin 

18 

46—   60 

—  fimaUcMk 

1% 

Gea«Ta  is  maialy  ihipped  1q  bogkheids,  qoarter  oudci,  and  barrels  of 
6^,  3J'i,  nad  22  gidloaB. 


WUTE  CASKfl. 


DmuxdvOm 

Cau(«iit» 

DeiMtdptiou 

Gdntautt 

GMkofLtiboa   ,.,, ' 

2S    i 

117         , 

n 

105 

106 
115 

ga 

100 

A.am  oi  Hock  •»  t  ,...*.•*  • 

2d 

27 
108 
106        i 

2^ 

25 
18 
10 

Hogiheftd  Bargandy  ...«*. 

—  Ckj-et     ........ 

—  Usboa 

-^           Port    

Uaarteo'-ea&k  Port 

—  Cherry  . , .  * ,  t 
BattofCadi£ 

—  of  Sheny    

—  Sbeny 

1    PipeCspe 

^  Lisbon  or  Baoello*  • . 

—  Midftij* 

_MaLigft    

^-  Port 

Vftts  of  HhtfTTj  216  or  218  [ 

Tao  (i  hbdv.  of  63  gnllon  [ 

or  2  battfl  126  g&llDn) . .  i 

AitminUty  white  wine  bhd. 

—  bmrrel    ....*,.• 

—  kildeiMii 

—  muJl  eaik    « « ■  • 

—  Sberry  or  Tent  * 

For  Adaiiralty  ea&kt  »ee  also  page  101. 

A  double  butt  of  wine  contaiua  2  pipes,  and  is  ordinarily  cased,  excepting 

\  Cadiz  or  Oporto.     Fracli|>flal  piU'U  of  a  gallon  aredividotl  lay  c\mtoui-hou^ 

ctiee  into  tenths.    ThOHtandai'd  nuinhf'rof  imn  hoi»|i»<  riniuinHi  hy  tl»c  I. on* 

Ion  Dock  Compunie^iia  aafoHows,  vit :  port  and  Lishoti  pipes  ten;  slttirrry  hulU 

^ht;  Spanish  red,  braody,  and  Geneva  puncheoua  six :  aums,  hogsheads,  and 

Jler  oaska  aii, 

Wimt  fmd  Spirit  Mtiuure.     4  gills  1  pint,  2  pints  1  quart,  4  •inarts  1  gJillon, 
( gollona  1  ho^hodd,  hi  gutlun^  I  punuheon,  'X  hogsheads  or  I'iO  gsJlona 
L  iiip«  or  butt,  4  hogsheodb  or  %b*l  gallons  I  tun. 


m 


STKVKNS    ON    STOWAGE. 

FOEEI0H   WpnS  M£ABn££S 


AtTSTRfA.— 70  kojifeo  one  eimer  of  wine,  3  eiiuer  1  oxhoft»  an  oxboA  vn\ 
IVom  44  to  5ii  gallons.  A  fass  at  Vienna  lJi74  gulloiis,  h  Munwh  titu^t 
8^  gallons,  Swiit  25  gallons.  At  Tne§U  a  polomiok  (S'6886  gallotis;  &i 
cat!i$e  or  caHiso  2^  gallous. 

BATAVIA  — A  leaguer  133  gallons. 

BELGIUM, — An  Antwerp  boot  152  sloops  or  about  85  gallons. 

BRAZIL. — A  Canada  I2i  pints;  a  gallon  5  bottles. 

CAPE  OF  OOOD  HOPE. -Ifliisk-O  old  gallons  or  4046  imperial  galJoDsrf 
1  anker  i^old  gallons  or  79  imperial  gallons ;  1  atnn  3Sold  gallons  or 
3 If  imperial  gallon b;  1  leaguer  152  old  gallons  or  l2tJ'(S  unperial  gallons; 
1  pipe  110  old  gallons  or  91  0  imperial  gallons.  Tent  is  usually  shipped 
in  the  same  size  casks  as  sherry. 

CANARIES;  the  same  us  8p»in.  ^ 

CEYLON.— A  Canada  2  m  pints. 

GUBA.^-A  bocoj,  a  cask  of  win©^  30  gallons. 

DENMAKK.—A  pogle  0  4i*5pint8,  a  fuder  930  pots,  lOOpotfi  251  galloj 

FINLAND.  —A  furdingar  7 J  pints;  fourth  part  of  the  tuima. 

FRANCE. — Wines  are  sold  in  bottles  and  also  largely  in  cask;  the  Yiditi^ 
reckoned  by  tlie  litre  or  hectolitre.  A  litre  is  01  0260204  English  cubia 
inches  or  2J13Englibh  pints.  A  hectolitre  is  20  4  English  gallons,  or 
3'5*int44JiU3  English  cubic  feet.  Alarsdiles,  a  scandal  a^galloiis:  ai 
Oortka  a  barilo  36085  gallons. 

GIBRALTAR, — Tlte  ilnty  on  spirit  is  regulated  by  the  strcngtJi,  according  to, 
Syke'8  hydrometer. 

GERMANY.— jVn  oxlioft  German  hogyln  ad  44  to  52  gallons;  an  eimer  one- 
ihirtl  of  an  oxJioft  j  viertol  (fourtlii  for  beer  aud  spirit  is  usually  2  Engliskl 
gallons;  and  a  stubschco  lic(uid  5  j  to  0}  pints.  Wines:  an  anni  30  gallons; 
afiider  (4  oxhoft)  'MH  aiul>iichen  oi'  190'^  gallons.  Brmterharen,  4  ankei» 
«1  tiercep  li  tierco  1  oxboft,  I  oxlioft  b^  gallons,  the  auni  =  4  ankers,  37|-' 
gallons. 

HOLLAND. — Amiterdam,  a  leaguer  about  126  gallons.  16  flasks^  I  anker, 
liolierdam,  a  last  6  pieces  gin  or  Soahofta  wine. 

HAVANNAH- — An  arroba  =  4  1  gallon  nearly;  a  pipe  of  tafiu  or  rum  120' 
gallons.  '  « 

IONIAN  ISLANDS.     30  boxzia  =i  18  English  gallons. 

ITAf-Y, — A  fiasco  of  wine  is  about  4  pints*  and  a  hotla  100  gallons,  in  some 
]>hices  246  gallon.  At  Qgttoa,  the  barile  is  10  OOJ^O  gallon,  ni  Aucfma  1 1  349^ 
lit  Florence  12  0422,  at  Rtmie  15'4l2,  at  Naptr^  11  373,  and  at  Leghorn 
1204 1  for  wine  andil  for  spirits  i  a  Naples  curro  =  230  J  gallon ;  NenpoiiUMH 
caraifa  0192  gallon ;  a  caiBee  or  cafliH)  at  Me»gina  2|  gaUous.     At  Venk§ 


f OEEIGH   WmZ   KEASVEEB. 


the  anfora==4  Uigooxi,  or  8  Tn&stelli,  or  -18  sechii»  or  192  bozze,  or  76B 
quHrtu/zi:  it  contains  137  English  wine  gallons;  ilie  boltu  5  bigoiizi.  A 
flxLsk  at  Florence  holds  about  three  fjimrta.  When  filled,  a  little  oil  is  put 
Laio  the  neck,  which  effectually  keeps  Lbe  wiue  tVom  Ihe  air,  us  was  ACiiBtotu 
in  iincient  tiniefi;  wlien  il  is  to  he  poured  out,  a  bit  of  tow  is  first  instrled 
to  draw  off  or  absorb  the  oil  from  the  surface  of  tlie  wine, 

MAJORCA  AKi>  MINORCA,— The  quurtio  7  108  gallons;  the  gaerra  3"187 
gallons.     A  ilajorca  odre  lOtiTU  gidlons. 

[PORTUGAL. — Lii6o/i,  ahiiude^437  galJon  English  wine  measure;  canad« 
or  canado  2j  pints;  an  liltjniere  807  gallon  Wiuchesler  measure.  Ojmrio, 
a  pipe  of  port  115  gallon;  sotiie  say  a  pipe  tb  ebtiujuted  at  tlie  Custom- 
house (Biiiisih)  as  112  gallon  *=  21  Portuguese  idiinides;  sn  almiule  4"37 
gallon,  some  (tj  gallon;  an  alqniere  ajgallori  Winchester  meaijure;  a  last 
for  freight  4  pipes.  Fmo^  ahrnide  4t  gallun  wine,  alquiere  ii\  galloa 
Winchester  measure.  Viemta,  almiide  ft^  gallon  wine,  alquiere  3j  gallon 
Winchester  raeasure, 

PRUSSIA. — An  eimer  ia  more  than  18  gallons. 

BUSBIA. — A  botschka  40  vedros-  I0tt|  imperial  gallons. 

SARDINIA.— The  borile  contains  8*876  gallons. 

^Kl\ A, -^Palermo,  abarik-y430. 

Bl'AlN. — A  ouartella  1  065  gallor^ ;  a  cantani  2^  to4g«llnii;  100  cautaraa 
d&O gallon;  an  arroba  4  ;^4.j  gallon;  a  Canada  «:$  OH  gallon;  nn  olla,  the  ' 
fourth  of  a  cauada,  2  171  gallon;  a  moyo  biV^'41  gallon.  VVino:  4  «opttS 
I  quajtillo  01 105  gallon  ;  4  t|uariillos  1  azumbre  0  444 if  gal ;  8  azunibrus 
1  arroba  or  eantaro  3  53^0  gallon.  A  pipe  of  Mulaija  contains  35  arrobaa, 
but  is  reckoned  only  as  34;  an  arroba  4  iHft  gallons.  4  bo^its  or  ftpipee 
make  a  last  for  freight  A  bota  of  Pedro  Ximenes^ScH  arrobas ;  5  pipes 
make  ft  last.  At  Ctuliz,  a  inoyo  1  ft  arrobas;  the  hotia  30  ditto;  pij»8  27 
ditto;  the  botta  127  I'^nglisb  gallons;  pipo  114}  ditto.  Fiyurifa.kdmuile 
6f  gallons  wine;  alquiere  Jti  ghUoiis  Wincheiiiler  measure.  Vaitncia, 
atroba  3*112  gallons.  Tarragona  and  Marseilles  tun  :^52  gallousg  pipitj 
120  gallon.  In  Spain  a  wine  skin  made  of  hog  or  gout's  hide  is  ealled 
^re,  dressf^d  with  the  hair  inwards,  and  pitched  or  rosined,  being  more 
convenient  for  canying  on  the  back  of  a  mule,  and  ehi"aj»t5i-  thun  a  ensk. 
The  bad  tHbty  thus  eommnj»icated,  the  Spaniardy  notwithstanding  call 
olor  de  bota^  the  *' smell  of  the  huttU^'  by  cyjHtoju^  liud  not  dt*  vdfe,  of 
'*lhe  ekiii/'  aa  it  is  in  reality.  Yet  tliey  say  odn  ite  buen  tinv,  a  '  skin  of 
good  wine."     El  de  h»  6rdrn,  *'  yon  with  tlte  skitisu" 

SWEDEN.— Endar  20i  gallon:  kanna  100-07  00  gallon. 
SVVITZERIJVND.— Oerle  10  gollon. 
UNITED  STATES.— A  wine  gallon  231  cubic  inehes;  a  barrel  81  9  gallon, 
MarylADd  barrel  wine  820tt. 


M6 


STEVENS    ON    STOWAGE. 


4)23  SPOtXG  K,  The  sponge  trade,  which  commt;nced  in  the  Huha- 
tiia  lsla»<l»,  ill  1641,  quadrupled  in  value  by  186G,  when  ibe  exports 
aiiHJuutcd  io  uImuu  jji*iUO.UUO.  Alihougb  uft«ij  far  Irom  the  sliurif,  and  at 
a  dt'jjih  ul'  bvLnity,  li»ny,  or  even  sixty  feet,  it  can  easily  be  descried 
tbruugh  the  truubpareul  water  oti  the  clear  sandy  botionij  from  which  it 
h  tisht^d,  ruktd,  i*r  pjiapplecl  up.  The  sponge  is  the  covering  of  the 
habiiaiion  of  an  order  of  animal  nature,  si>  low,  that  organizalion  can 
with  didiculiy  be  detected.  When  raised  it  is  black,  extremely  ofTensive 
111  the  sniell^  and  will  almost  cause  ihc  flesh  it  touches  to  blister*  The  first 
process  h  to  bury  it  fur  tweuiy  days,  by  ^liich  time  the  gelatinous  animal 
mmier  seems  to  be  absorbed  and  destroyed,  or  is  eaten  by  the  inaeeU 
tliat  few  arm  in  the  sand*  The  Kpon^e  is  then  assorted  and  compressed 
in  powerful  [iresses,  like  cotton ;  each  package  has  fastened  to  it  uatside 
a  sample  to  show  the  tibre. 

U24     SQUINAN  i'H  i:M,     16  cwt,  go  to  a  ton  at  Bombay, 

925  STARCH  should  he  stowed  at  a  distance  from  atl  deliquescent 
mltfij  such  as  soda>  potash,  saltpetre,  &c.  and  from  all  ammoniacal 
matters ;  see  rice.     All  liquids  placed  near  starch  will  he  liable  to  leak* 

926  STATIONERY,  in  small  bundles,  should  be  conveyed  by 
band,  and  not  suspended  by  the  cord ;  hales  are  injured  by  being  dropped 
gitddenly  on  the  ends  cjf  corners.  The  middle  or  upper  part  of  the  hold, 
or  the  'tween  deck,  is  preferred  for  stowage.  Stationery  must  be  kept  dry 
and  apart  from  hallnsl,  and  from  liquids,  especially  turjientine,  oil,  &€♦ 
the  scent  of  which,  alone,  diminishes  the  value  of  paper.  One  experienced 
London  firm  uses  for  America,  cases  made  of  }-incb  hooped  slulT  with 
inch  end&;  for  India  the  isame,  lined  with  tin,  and  for  Australia  with 
zinc;  for  the  Overland  route  cases  of  i-inch  stuff,  lined  with  waxed  or 
tarred  paper  or  gotta  perch  a,  as  the  whole  must  not  weigh  over  80Ib, 

Paper  and  Books.  24  sheets  I  quire,  2U  quires  1  ream,  2 renins  1 
bundle,  4  pages  1  sheet  folio,  8  pages  I  siieet,  16  pages  1  sheet  octavo 
24  pages  I  sheet  duodecimo,  36  pages  i  sheet  eigh  teens. 


!l 

i 


TULE  OP  BIZE8  OF  TmFEAllEn  SLATES. 


Biges 

Box 
doc 

Length 

Breadtli 

Ceptli 

inches 

ft   in 

ft    in 

ft    io 

6x4 

m 

2    6 

1     S 

0  10| 

7      5 

48 

2    4| 

1     5 

1    Of 

a     6 

40 

2    1 

1     7 

1   a 

g     61 

40 

2    1 

1    9 

1     3 

10      7 

SO 

a  1* 

1    41 

1    0 

Average  weight,  8  cwi.  eaela  box. 


STEVENS    ON    STOWAGE. 
TABLE  OF  SIZES  OF  WBITIHa  8LATE8. 


ism 


^"             PORT  MABOC 

LIVERPOOL 

Sizes 

Box 

Length   Br«adib 

BeptI) 

SSzea 

Box 

Lemgtli 

Breadth  Depth 

1 

Cube 

bmhei 

do« 

ft      10 

ft    in 

ft  in   1 

iDches 

dox 

(t      ID 

ft    in 

ft    in 

ft    1b 

6x4 

30 

3     5 

I     64 

1  2 

6x4 

2i 

2    8 

1     6 

1     1 

4     1 

7    5 

24 

•2  10 

1     7 

1  3 

7    S 

20 

2     3 

1     9     1 

1     3 

4    8 

a  e 

20 

2     44 

1    94 

1  54 

8    6 

20 

2    3 

1  10 

1     5 

5  10 

9    6 

20  , 

2    41 

1  11 

1  54 

10    7 

16 

S  10 

1     8 

1    2 

7     5 

10    7 

18 

4    2 

1     8 

1  U 

11    8 

15 

3    6 

1    9 

1     3 

7    8 

11    7 

15 

3    7 

1     8 

124 

12    8 

12 

3    0 

1  10 

1    4 

7     3 

12  a 

12   , 

2  13 

1  104 

1  34 

13    9 

12 

3    0 

2     1 

1     S 

9     5 

18    9 

10 

2    4i 

a  1 

1  6 

14  10 

10 

2    6 

2    3 

1    e 

8    6 

H  10 

8  10 

1    6 

1  2 

▲fernging  7  or  8  to  &  ton. 


Arerftge  weight  24  crwt. 


fABLS    OP    THE    WEIGHT    OF    A    BQUAEE    FOOT    OF    MILLBOABB    IN 

POirNBS  AYOmniTFOIS. 


Thickneiainlochei!.* 

h 

3-16 

i 

5-16 

1 

Weight  in  Pound*    . . 

^$88 

1032 

1-376 

1-73 

2-064 

927     STAVES.     Vessels  of  600  ton  mny  re(]ujre  40  ton  of  Imllast 

Lfwed  fore  and  aft,  on  which  a  Ipvel  snrfstce  fs  made  with  tlic  staves  over 

'the  floor;  ihe  layers  are  fiirmcd  hy  jdacin^  ihe  staves  cdgewnys  in   the 

direction  of  the  keelson,  fore  and  aft,  altiT  which  tlicy  are  wedged  in  tight, 

with  a  lignum  vif^  mail,  and  so  continne  until   the  vessel  is  full.     The 

een  and  iindried  slaves,  heing  heavier,  should  he  put  helow.    Staves  are 

Dostly  freighied  as  hroken  sloiva^e,  at  a  reduced  role;  but  as   they  are 

usuallv  placed  where  fcxv  oiher  goods  would  go,  they  are  nol  unprofitable 

to  the  ship,  allliongh   ihe  freight  is  comparatively  low;  they  are  often 

injured  hy  being  slowed  under  tallow,  which  mells  iluring  tlie  voyage, 

1)28     QiiaoLiiies  of  staves  split  from  rough  oak,  are  sent  to  Great 

Briuin  from  llie  (iiilf  of  Venice.     In  ihe  Morkcca  Channel,  a  lit  lie  lo 

be  southward  i»f  Fiume,  is  Si;gua,  wltere  in  \t<6S,  a  master  was  oifered 

taves  10  lo  15  liTies  thick,  3t»  to  38  inches  hmg^  and  5  to  6  inrht*s  hroad. 

Calculating  that  the  average  ihickness  would  he  12J  lines  taken  at  the 

middle,  hr  arcepird  tlie  charter  party.     On  delivery  the  consignee  mea- 

tur<?d  for  freight  at  ihe  th»ri  end,  and  when  iin  appeal  was  made  lo  a  Court 

^f  I,aw,  this  mode  of  meaHnremt'nt  was  confirmed  as  heing  •*  customary.** 

The    diflerence  herwren   the  calcnlated  and    the    reiil   freight   exceeded 

^9^  cent.     The  Admiralty  insiructionB  lo  masters  of  transports  on  re- 

'turning  staves  are:— "  Wfien  it  is  found  necessary  to  shake  the  easks 


528 


STEVENS    ON   STOWAGE. 


wbile  on  board,  and  y'>ii  (ire  eonseqiienily  obliged  to  return  [STAVES 
ill  em  inlo  siore  as  staves,  yon  must  particularly  observe  thai  ibeir  several 
denomiiiati*iTi8  ore  specified  in  ilie  receipt  you  obtain  for  them,  in  ordc 
ibaL  you  may  thereby  be  enabled  to  ascertain  their  relative  value  in  ton-l 
nage,  cast  agreeably  to  the  follo^ving  scale,  in  doing  which  you  are  to 
carry  the  remains  of  one  clenomi nation  to  the  next  in  succession,  and  if] 
the  remains  of  ihe  last  denoniinatiL»n  be  under  twelve,  no  allowance  eaa 
be  claimed  for  them,  hut  if  t^velve  or  abovf,  then  one  half-hogvshead  is  to  j 
be  allonred,  viz : 

M}MIEAL1T  8CA1£   OF  8T4T^. 


32  Leager  itATw  < 

SO  Hpe 

ao  Butt 

20  Pnnclieoti     .. 
19  Hogsliead     .. 


1  Leftger  .. 
1  Hp«  ... 
I  Butt  .... 
1  PuLDcheon 
1  fiogrnhfiiMi 


17  Barrel  atftvet  . .  * 
17  Iriah  barrel  .  * , 
17  Half -hogshead  . 
17  SmaB  cmk  ,*<.. 
^  Single  headLn^. 


1  Btrrd   ..., 
1  Iruh  barroL 

1  SttuOl  caak  « 
1  Barrel  aUve 


5^29  Trieste,  The  barque  Mesuna^  loaded  a  full  cargo  of  slaves  at 
Trieste,  in  I8fi(>,  left  in  September,  and  discharged  them  at  Hull,  in 
February,  1 667.  She  regis ler.s  55 1  ton,  h  141  feet  long*  3 1  -50  broad,  and 
17  feet  deep.  The  car*;o  consisted  of  237,000  staves,  of  wbicli  ^0,000 
were  on  deck;  the  standard  stave*  by  charter  party,  n^as  27  inches  long, 
6  inches  broad,  utid  22  lines  thick;  taken  in  llie  middle,  all  French 
measure.  They  were  measured  by  a  custom-linuse  sworn  oiiicer,  who 
came  on  the  wharf  at  uncertain  periods,  say  twice  a  day,  and  picked  np 
lOO  staves  as  tliey  rose  j  ihc  measurement  of  these  lots  was  taken  as  for 
all  delivered  that  day.  This  measurement  was  satisfactory.  The  cost  is 
about  50  floriuH  for  each  standard  —  !0,000»  The  slaves  shipped  at  Trieste,, 
are  brought  from  the  interior  hy  rail  ;  they  are  of  Italian  oak,  clean,  and 
well-planed.  The  crew  put  ihem  into  the  hold,  wliere  they  were  received 
by  two  gangs  of  «ievedores,  four  in  each  ;  one  forward,  the  other  aft. 
Two  of  each  gang  tended  and  tw^o  stowed.  Excepting  in  the  beam 
fillinpfs  and  tlie  ends  of  the  ship,  they  were  all  on  their  edges  fore  and 
aft.  The  stevedon^s  carried  then*  up  in  bulks  breast  high,  and  wherever 
there  ivas  the  least  opening  cau*ied  by  a  bent  slave,  &c.  one  was  driven  in 
until  the  bulks  were  perfectly  tight.  The  hi}ld  was  completely  full.  For 
loading  and  discharging  45  days  were  allowed.  Witli  this  cargo,  sb#i 
drew  15  feel  forward  and  15i  feet  aft,  the  same  as  with  a  cargo  nf  Quebec 
timber*  incltidini^  a  deck  load,  aud  she  grossed  abnut  the  same  frt-ight. 
Timber  28a^  load,  slaves  13*.  9^.4?-  1,000;  gratuity  £10  lOs,  primage 
10  IP- cent.  With  750  ton  Cardiff  steam  coal,  she  drew  forward  16  feetj 
aft   lL>4  feet.     At  Trieste  vessels  generally  load  in  ihe  Iter,  when  the 


II 


ON    SI 


tm 


mercbanlB  pay  Hghtemge;  the  Messina  loaded  in  dock,  she  [STAVES 
had  40  ion  of  slune  ballast  to  keep  her  by  tlie  sterii,  otherwise  ballaat 
would  noi  have  been  necessEiry,  The  usual  charge  for  slowing  is  90  soltlis 
^  1,000  slaves.  The  expense  of  the  vthw  for  say  two  Jiionlbs  at  Trieste* 
was  about  £1 13.  The  port  char^^es  an  J  every  thing  included,  were  about 
£60,  viz  :— 

(Umina 

Hlotage  gntiulies . 2:2 

BiiohArguig  baUAat IQO 

MofingbtMt    .«., go 

CaHtomaT  borboor,  imd  light  dues •*..,.«...  281*71 

Stevedore's  nccoimt ♦ 229-^7 

Public  moasarer     « » ^ . . . , , 112 

ExcHAXQS— floriiiii  12875  for  £10  aierlimg.     100  aoldis  are  1  flarin  Anstruui, 

The  Mesiina  was  deiuined  iit  Tiiesie^  owing  to  the  war,  and  tlic  Govern- 
ment prt'isiiig  iiU  tlie  railway  airs  for  conveyance  of  troops,  stores,  &c. 
About  20,000  p^day  is  the  usual  day's  work. 

^^     930     Staves— Trieate.     Tlic  brii;  Phantom,  of  Sakonibe,  CapU  W, 

^PJlASTEKii,  2411  ton    register;  lengtli,  ktcl    IU8  feel,   measurement    114; 

breadth  24  itiei  2  inche?:^,  depth  14  fuel  7  inebes,  loaded  nlTiieisle,  and  left 

»2Uth  JSepiemher,  lbt>*>.  Her  eargo  eunsibted  of  133,388  oak  slaves,  in 
I88,fi00  pieces,  of  the  following  dimensions,  namely,  37  inehes  long", 
(>t  inches  broail,  and  12  lines  thick,  French  measure,  'Fliey  were  stowed 
ill  bulk,  fine  and  aflp  on  ihcir  edges,  as  stated  in  Stevens  on  Stowage. 
KTbe  brig  bad  26  ton  of  shingle  baltust*.  With  this  c^rgo  her  draft  was 
^I3(ect  6  inches  aft  and  11  feel  forward.  With  a  deaij-weigbl  cargo  of 
408  ion  Cardiircoal,  slie  draw*  14  feet  I0inclie«  aft»  12  feet  4  inches  for- 
uarti ;  lier  heat  trim  at  sen  may  be  taken  ai  2  feet  6  inches  by  tlie  stern. 
Her  purl  churgfs  at  I'rit^sle,  on  tlie  ubnve  cargo,  were  Jt*27,  and  at  port 
of  di&charge,  Grimsby,   £16.     F\eigbt   h  paid    for   133»3Bb  staves,  in 

Il88,iXiO  pieces,  from  !H  inches  to  2B  inches  long.  Staves  are  an  expen- 
sive cargo,  tnkin^  in  and  oni,  as  the  ship  has  to  bear  the  cost  of  measuring 
-Ul  Trieste,  as  well  as  the  stowage.  This  cargo  measured  45  standard,  ai 
4  llnrins  Jp- standard,  and  £U  stowing,  lo  £J6  dischrtrgiog.  The  deck 
load  measured  12,000,  the  hold  121,000.  Freight  7#.  0</.  ^  hundred, 
equal  to  $«.  (jd,  ^  quarter  grain. 


**  When  kiadl;  HUpplymg  ihei«  deUilfl,  C&|it.  MAiiTBftB«  with  mach  eamdoar,  mym^  If 
il  hud  linck  to  jour  rales  I  ftbonid  bare  bad  my  Hfadp  in  much  better  trim.  Yoii  saj  40  to 
!  lOton  uf  btfJUttt  for  n  iblp  of  500  Um ;  I  h%d  only  20  to  25  ton,  wheu  1  ought  to  biivt}  bi4 
{  Si  l««at  40,  Mil  Qiy  d<*ck  load  wm  ftboiit  40  ton  weight.  By  having  baUiiat  uaough  m  tho 
[tK»Uotii,  to  inako  a  lovrt  for  the  groimd  tier  of  »tavtfs,  w«  should  hftv«  tnkeii  Jait  the  vtam 

itji  and  the  alup  would  hAve  been  muoh  etUTer  at  neu  ;  u  it  wan,  the  Wii  wrj  eniik 


3X 


6m 


STEVKNS    ON    STOWAGE. 


O'l  1     Damaged.    In  tbe  Liverpool  County  Court,  May  8, 1B58.    [STAVES 
l!*MuRDO  r,  Stevenson.    This  action  was  brought  to  recover  £13  17*.    J  am  tn 
Halsall,  mannging  clerk  to  plaintitf,  BtateU  Umt  the  staves  were  irrctne^Unbiy 
danjiiged  by  lard,  iu  the  shi|)  ThuJaita,  from  New  Orleftna,    The  grease  [WJiie-  ] 
traicd  to  the  heart  of  ibi^  wood,  and  could  not  be  removed  in  the  process  of  ^ 
dressing.     The  charge  for  freight  was  £0  ^  thousand,  that  being  as  high  R 
rate  aa  had  been  ever  paid  by  plaintiff,  and  uinch  more  thaii  was  customary  j 
for  staves  when  brought  as  dunnage,  which  they  frequently  are  iu  cotton- 
laden  ships.     Mr.  Deysdale,  atave  merchant,  had  examined  them  soon  after  | 
arrival;  they  were  injured  by  grease,  and  be  cstiinftled  lite  injury  at  i:18  17j. 
that  i&  £'i  per  L00§  for  the  hogshead  staves,  and  10^.  per  1,000  for  the  smalL 
Mr.  Stat  HAN  contended  that  staves  were  always  brought  «a  dtinnage,  and  were 
therefore  taken  at  a  lower  rate  than  otherwise.     The  cargo  of  the  Tkttfatta 
was  a  general  one,  and  the  parties  who  shipped  the  staves  saw  how  they  wera 
atowL'd  and  made  no  objections.     Mr  Hime  argued  that  such  a  defence  was 
not  open  to  defendant.     His  Honour,  Mr.  BtAja,  did  m>t  quite  concur  in 
that  view,  and  allowed  evidence  to  be  heard.     Defeudaut  deposed  that  the  I 
staves  in  rpiestion  were  double  slaves,  and  unlijsa  brought  as  dunnage  woidd 
hijve  been  charged   i'lii,  instead  of  ifl  per  1,<JUU.     Slaves  ore  frequently 
brought  with  lard.     Oiipl.  AVilson,  of  the  Moitntuhieer,  hfld  just  brought  a  J 
quautity  as  duuoflge,  with  cotton  and  corn,  from  New  Orleans.     He  received! 
£f)  por  1,000,  but  if  ihey  had  come  as  cargo  he  should  have  required  doubldl 
that  rale.     His  Honour  said  be  did  not  think  much  of  the  fact  of  tlitir  beiugl 
brought  as  dunnage;  the  staves  were  shij>pf'd  upon  a  general  bill  of  lading,} 
and  if  placed  with  a  commodity  peculiarly  likely  to  injure  thetn,  tlie  master  I 
was  liable.     It  would  have  been  easy  to  have  guarded  against  that  by  liavio^l 
a  clause  to  that  elieet  inserted  in  the  margin  of  the  bill  of  lading.     Judgment 
for  plainiJff. 

Proportionate  tonnage.     Ibe  following  f|nantities  of  staves  Sdvera% 
weigh  IS  J  ton  and  oenjjty  a  space  of  BiO  cubic  feet  or  1  keel. 


Qninttty 

Description 

Ifnmbfir 

Lang 

Thick 

milk 

pU-CM 

inehM 

iiiehu 

1-276 

Baltic  reduced  ....»* 

irioo 

06 

1| 

1-SOO 

OdfBSA  rt'daced     .... 

1-200 

0*840 

Baltic  «t«veft,  rough . , 

I,20O 

72 

8| 

0-708 

Odcesa  roagh    

1,*200 

76 

H 

1064 

Quebec  rouffh    

1,200 

66 

n 

3-S86 

VicAt  India     ........ 

1,200 

42 

Ik 

The  ataves  to  avtirago  B^iaclies  in  breadth. 

One  hundred  staves  contain  120  pieces;  1  raille  ie  10  hundred,  or  1,200  pl< 
Baltic,  ae  cargo  :    1  mille  running  pipe  equal  to  20  loads  of  fir  limber* 

1  mille  standard,   1,200  pieces,  equal  in  measurement  to  ItVi  loads  limber. 

1  mille  West  India^  1,200  pieces,  equal  in  measurement  to  5 J  loads  timber. 
Dantzic  pipe,  are  of  three  different  sorts,  crown,  brack,  and  bracks  brock. 

The  usual  sixe  of  crown  pipe  staves ;  not  exceotling  72  inches  in  length,  7  iu 


4 


^ 


STEVENS    ON   STOWAGE. 


531 


fwj^th,  and  8  in  thicknese.  BruDdj  staves:  at  least  54  to  68  [STATES 
Inches  lonj?,  as  thick  and  broad  as  pipe  staves.  Hogshead :  42  to  45  inehes 
long.  biTttdth  and  thickness  as  pipe  staves;  all  English  measure.  The  quality 
IB  ascertained  hj  the  following  marks  to  dlstinguibh  each  sort: 


Cromi  pipe  tlaveB  atamped  at  the  end  K 
Hagih«ftd  crown  at  the  end  O.K. 
Btsndfliogalieftd  crown  At  the  «md  B  .K 


BrRck  in  middle  I 
Brack  in  middle  I 
Bnck  in  middle  X 


BmckH  brack  I.I 
BmckB  brack  I.I 
BnickBhrack  XJi 


When  pipe  staves  are  taken  for  broken  stowage  at  DaatziCf  freight  is 
aid  per  niilJe,  that  is  l.'HUK    Por  broken  stowage  from  Memel  mid  Daiitzic 
usiiftUj  receive  hall'  freight.    Christiana,  for  hogsheads  occui^y  mnch 
I,  liierefore  more  than  ten  ought  not  to  he  coutited  to  a  deal.     Stettin : 
mille  pipe  staves,  1,200,  is  eqiinl  to  1,800  hog:shoadH,  2,400  barrels,  3,6110 
hogshend  headings,  or  4,800  barrel  headings. 

in  some  parts  of  tlie  continent,  Btaves  are  reckoned  by  the  shook;  thiiBp 
a  long  thousund  usually  cousit^ts  of  20  shock,  each  of  00  pipe  staves;  bogs- 
beads  30  shock,  barrels  40 ;  HeaiHnifs,  pipe  40  shock,  hogshead  60,  barrel  60. 

Quebec  pil>e  staves  are  from  C4  to  58  innhes  long,  5  to  04  broad,  and  1 J 
lo  8  inches  ihiL'k,  l-inch  pipe  staves  are  one-third  less  than  the  standard; 
©very  i  inch  above  IJ,  is  charged  one-fifth  more,  without  allowance  for 
breadth. 


&i£e 

Bescription 

L6figtil 

Equal  to 

incbea 

n 
n 

H 
H 

Btavei,  pipB    ...»,, 

—  LogMbead  .. 

—  bnrrel     , » . . 

—  beading 

66 

Standard  pipe  staves 
Two  thirds  of  ditto 
H(df  of  ilitto 
Two-aftbtt  of  ditto 

niUe  or  1^200  standard  Quebec  staves  = 
176     *..  ditto  


343  feot  9  inches,  or  6^  l<3adB. 
50  feet  1  inch  and  0}  parts. 
or  1  load  L  inch  and  &}  parts. 


PIPE  STAYIS  FOE  FEEI0HT  AT  atEl£C«  ISSa. 


ft       in 

pi«««. 

H  K  1 

Two-thirdt  ttandard  . 

1,800 

1  standard 

Bk       U 

The  vtandard    ...... 

l,»00 

H       8 

Add  one-filth     ••.... 

1,000 

— 

H    '31 

—  lwo-fifth«   

86U 

^ 

H     s 

—  Ihree-Mthi     .... 

760 

~ 

One  bundle  of  oak  latba,  120  pieces,  4  foet  long,  37^  equal  to  B  ton. 
Ditto  6        —       SO        ditto. 


532 


STEVENS    ON    STOWAGE. 


6TA7ES,   CALCITLAXIOH  07,  AT  QITEBEC.   18381 


Hogshejui  Staves 

Biml  SUvea 

ft     in 

4ixl 
H    1* 

4i     2 

H  n 

M    3 

Half  Htandord     *. 
Serea-tenthB  .... 
Dedocfcoae-JUth.. 
—      one-tentli , 
Th0  etuidATd  . » . . 

ft     in 
8ixl 

Si    u 

One-louiUb 
Half-f^tandord 
Six-t^ntJis  ditto 
SevLH-ttuLlxa 
EigkLtentliA 

Under  the  artkle  Tmbcr  m'U  hejonnd  uperal  eomparatitt  resuUx  i^aplicaMe  iottaeeM. 

932     STEAM  ENGINES.     By  ihe  Admiralty,  an  engine  of  4.' 
iKint-povver  is  calimaited  to  wt^igli,  on  an  average,  diugetliei  ixhoixi  300 
lim  ;  ill  us,  far  exniuple-^* 

ton 

Engines 60 

BoiltTTii  ,,,,,.., , 97 

Wifckjr  in  ditto 56 

PrupeUer  gear  ....  w 50 

Copper  pipei     .*.* 5 

*Co&l  boxes ...«.*,*  i .. , fi 

Stores  imd  spare  gear S4 


*  To  contain  coal 


fl87 

320 

507 


033  STCEL.  Bar  Sleel  is  sent  from  Sliefficld  in  bundles  of  about' 
1  cwr,  each,  and  may  be  slowed  as  bar  iron.  Tilted  casi  steel  and  shear 
steel  for  exportation,  are  packed  in  extra  strong  cases  of  about  5  cwi.  each, 
iron  bound.  The  air  arising  from  sail  water  will  always  create  a  certain 
anion n I  of  rnst  on  steel,  iron,  &c,  and  no  master  should  be  considered 
liable  for  injury  by  rust,  unless  it  can  be  clearly  proved  to  have  arisen 
ibrougb  negligence  on  hia  pari,  SheflSeld  cutlery  for  exportation  h 
sometimes  packed  in  a  prepared  paper  which  is  stored  twelve  months 
before  being  used,  and  is  then  jdaced  in  a  room  warmed  by  a  stove  that 
every  particle  of  dampness  shall  be  removed.  For  Australia,  cutlery  is 
packed  in  air-tight  cask!9,  lined  with  tin.     A  fa;;goi  of  steel  weighs  120 tb, 

934     STEERING.— Rule  of  the  road.     Being  aids  to  memory,  i: 

four  verses,  by  *ThomA8  G  ray. 

I      Two  SUam  Ships  meHlng. 

When  both  eide  lights  yon  ace  ahead — 
Port  your  helm,  and  show  your  EKD. 

*  InAdztod  by  iho  Msd  mthoiltj  of  Mr.  Grat,  who  U  one  of  the  Beer«i«rie«  to  tlw^ 

Board  of  Trade.  ~ 


4 


533 


2  TuQ  Steam  Ships  pasiUnj,  { ST£ ERIN  Q 
I                           GHEKN  to  GREEN— or,  RED  to  RED— 
I                          Perfect  safety — Go  ahead ! 

3  Ttro  SUnm  Shipt  cTomng, 
Note — Thti  M  the  position  of  grmfe$t  danger:  there  is  nothing  for  it  hut  good 

look-out,  caution  andjmlgTnent. 
If  to  your  starboard  RED  appear, 
It  IB  your  duty  to  keep  clear; 
To  act  as  judgfueiit  siiys  m  proper: — 
To  Port — or  Siarboarti — Back — or,  Slop  her ! 
But  when  upon  your  Port  is  men 
A  Steamers  starboard  liglit  of  GREEN» 
I'bere  s  doi  bo  much  fur  you  lo  do, 
For  GREEN  to  port  keeps  clear  of  you. 

[4     All  Shipi  mu$t  keep  a  good  look-out,  and  Steam  Ships  mmt  stop  and  go 

astern,  if  necessary. 
Both  in  safety  and  iji  doubt 
Always  keep  a  good  look  out ; 
In  danger,  with  no  room  to  turn. 
Ease  her!— Stop  her  ! — Go  astern! 
filth  OctODEB,  18»7, 

The  above  %*Gi*sesare  mere  aids  to  memoiy,  and  must  in  no  case  supersede 
|m  oartiful  study  of  the  authentic  regulations. 

935     STEVEDORE. ^    The  stevedore  is  ihe  person  uhosuperintenda 

the  loading  or  nuloadiof;  of  the  ship.    Tlie  word  comes  from  the  Spanish 

B^^estubor'*  to  stufl'or  pack^  n  hence  '^eBtidulor/'  packer,  and  thence  steve- 

^■dore.     Subject  to  any  special  directions  froia  the  owner,  or  the  ship's 

^■liusbanJ«  the  person  lo  receive  the  goods  and  slow   theiu  is  within  the 

^H         *  Ail  experieiiced  maitier  taya  '*  ih«  atevedore  ftyntem  iw  eiditiag  in  England,  is  ca- 
pihle  ol  Qoniidertblei  improTement  imd  grent  altemliuua  ebotdd  be  eflTocted  by  ihipowncrs 
wllidi  wcmld  tend  to  the  adiraDceniciot  of  Uie  niercliAnt  fteiunen,  luid  would,  I  bdUerct 
tj  serve  the  interestfl  of  the  owners  tbt^mseheH.     Shipi  on  arrivml  in  doeki  from 
voyage  ftre  discharged  by  tlic  Company.     Tlio  »hip'a  hiuhmid  or  oterlooker  witli 
ii«  fActotum,  then  takes  ohirgc  ;  Uie  crev  «re  scikitered ;  the  ofllcen  and  upprentices  (if 
)  art  off  to  their  friends ;  and  tbti  master's  anthority  is  shelred.    Tbe  faclotutn  referred 
lo,  it  a  master  stevedore,  lumper,  ai^d  rigger,  who  poanibly  never  tooM  m  sailor  and  whoae 
Ben  are  prineipallj  Irish  laborers,  with  the  excerption  of  a  few  old  sailor  rl^en,  whose 
aldef  merit  with  theur  employer,  consists  in  turning  work  ont  of  hand  very  qidokly,  eapo* 
ttially  that  which  is  weU  out  of  tiffht  aloft.    In  lieu  of  all  this  I  nee  nothing  to  prevent  a 
portion  of  the  crew,  evpeeially  the  steady  married  men  who  can  be  rct-oiimicnded  by  the 
1Baaier»  being  taken  on  by  the  master  aievedore  to  assi»t  in  ciu-efully  fitting  out  llu?  ahip 
and  als(}  in  atowing  the  oatward  cargo.    Those  men  could  and  would  be  e»peciai]y  choacn 
■A  **fudtltr»''  when  abroad  discharging,  and  a  great  deal  of  the  peculation  committed  and 
tUlMFffcdju^tlff  enough  oo  the  st«vedore>  men,  would  be  prt^vcuted  by  the  pfea«nco  of  the 
tMimiii  whio,  going  lh«  Tojagn  in  the  shipt  would  for  their  own  or«dil  sake  feel  a  dlrwi 
^owerftd  int«rMl  is  tntning  the  cargo  out  intact.    Moreover  tha  timin  itfffedotia 


sai 


STEVKNS    ON    STOWAGE, 


eaptom*8  order  uiid  direciion,  tlie  chief  mate  being  [STETEDOEE 
genemlly  the  afficcr  to  whom  tlic  office  is  deputed.     2iid. — When  there 

m  no  afjrt!t^nient,  or  no  custom  of  the  tradu  of  the  port  to  th<j  conirEr)% 
the  cbrtrge  of  stowmg,  as  a  getieriil  rule,  fuUs  on  ihc  ship,  3rd.— Tke 
employiiK'ni  of  a  sun xdiiie  is  under  no  ciruumsitunceH  compulsorj.  4lh. — 
A  sievedurej  like  any  oitjvr  man,  i^  under  tlie  iniplitid  conditiou^  in  lavr, 
that  he  will  do  properly  what  he  undertakes  to  do  for  a  consideration ; 
imd  he  h  linhle  for  any  loss  accruing  to  his  employers  through  careless- 
ness on  hi8  part  in  tlje  perlormunce  of  liis  duties. 

9116  II  is  the  pracuce  with  some  masters  to  rest  entirely  on  the 
integrity  of  the  stevedore  for  the  stowage  of  rargi>,  but  this  confidence 
may  he  miisplaeed.  Ai  times  the  interest  of  the  stevedore  is  directly 
opposed  to  thai  of  the  shipowner.  When  tlie  stowage  is  paid  for  by  a 
round  sum,  endeavours  are  made  to  fill  as  fast  as  pu&.^ible  hy  what  is 
technieally  termed '*  hlowiug  the  ship  up;'*  on  re-stowage  it  has  been 
found  that  the  hold  was  capable  of  tiiking  many  additional  tons  of  goods. 
The  reveree  of  this  also  occurs.  Cargoes  of  iron  have  shifted  after 
stowage  by  stevedores;  and  many  iron-laden  ships  founder.  After  two 
or  three  voyages  ti>  the  Brazils,  stuue  seamen  and  a ]i prentices  can  stow 
hides»  &c.  heller  ihan  the  niosi  orthodox  stevedores  there.  As  facts  of 
this  kind  can  he  readily  njuki plied,  mabiera  und  mates  will  do  well  in 
all  cases,  to  judge  for  themselves,  and,  remembering  the  liability  to  the 
underwriters,  see  to  the  su>wai^e,  even  where  stevedores  are  regnlarl 
employed.  Kvery  master  shonld  seud  an  officer,  the  second  mal 
usually,  into  the  hold,  while  tlie  stevedores  are  there;  he  can  see  ih 
proper  dunmige  is  used,  prevent  pillage,  and,  knowing  where  the  variout 
goods  are  placed,  save  much  trouble  and  confusion  when  discharging. 
When  alevcdores  are  en^iployed  by  the  sliipjter,  and  not  engaged  withj 
the  concurrence  of  the  nmster,  the  owner  is  not  liable  for  their  charge,    ' 

would  takfl  mueh  gmejiter  care  of  the  pikcka^^  botli  in  th«  stoWKge  uid  dmiiLftge,  fe«litif 
tliAt  in  the  er^nt  of  dam&ge  a  cbiirge  of  neglijBceiice  might  he  brought  against  them  ivych 
wcmld  affect  thoir  Btovudini^  in  tbe  Hliip,  hud  that  despitt!  the  fact  thai  the  second  officer 
would  have  the  geoeral  {tupt^rTiHioii,  It  would  be  eitce^idiiigly  detdrable  that  the  loadinf 
aLipoWDt^rH  should  take  Lbe  initiatiT'e  in  ihis  dirt^cLion  and  not  remain  tied  down  to  i 
iyetem  which  hets  the  cJTect  of  making  the  mem  indifferent  to  the  int«rEMit8  of  those  who 
M«lly  ouglit  to  (^art*  inr  thrnr  emploje*  and  make  it  their  btisinea«  to  dlMbase  their  minds 
of  the  idoii  tbiit  thi^  tmn  of  the  ahlpnwnem  onec  fterrcd,  tho  crew  might  go  elsifwhere  and 
obtnin  ^^loployinent  oj*  tiiey  be»t  coald.  A  few  owners  tEun  combmixig  to  inaugnrate  a 
system  I  the  maater  Htevodorei*  would  ikid  Iheir  interesls  bciit  §cr>x^d  by  the  introduction  of 
a  bettor  class  of  labonrera  among  tJicir  '^rongh  and  ready"  Hpccimeng  with  whom  thrj  not 
nnlreqiietitiy  have  a  great  deal  of  trouble  from  their  pilfi.'ring,  drunken*  and  idle  hahita. 
The  steady  Htiaman  wonld  be  able  to  look  forwardi  after  a  week's  holiday,  to  tomtt  per* 
manent  employmtiui,  infitead  of  poasiblj  many  weeks  of  enforced  idlenesa;  and  the 
■Itredore*'  labourers  would  feel  that  they  were  pat  upon  their  bciit  behariour^  as  pUeea 
eoald  and  wonld  be  easily  filled  with  more  skilfol,  eamesif  and  trustworthy  men.  Th«M 
remarks  do  not  apply  to  the  Btownge  of  China  (tea)  cargoes,  screwed  wool  cargocsi  Ac. 


he 


rs 


iOE. 


635 


y37  Cotton.  In  i^e\,  the  thif^  Stetwnkeaih,  was  [STEVEDORE 
lailen  witl»  cotton  by  a  stevedore  at  IMybile,  She  registers  921  ton,  keel 
164  feel^  depth  23,  breadth  M  feet;  'tween  decks  6^  (eel.  Her  cargo 
consisted  of  2,80*.l  bales,  nvernj^ing  520!t>.  each  ;  of  these  105  were  slowed 
in  the  cabin  and  nine  on  deck,  under  the  break  of  the  pooj>,  Tlie  ^V*-*- 
tanheaih  is  rather  sharp  in  the  ends;  she  had  in  100 ton  atone  ballast, 
which  was  used  for  dunnage.  Under  the  ninio  batch  it  waiinrnly  5inc!ies 
deep — it  should  bai'o  beeu  10  inches.  The  priucipal  part  of  the  halla^l 
was  placed  in  the  ends.     The  object  of  the  stevedore  in  decreasing  the 

r ballast  amidshipsj  was  to  get  more  heights  of  balcH  tiiere,  be  being  paid 
fc.„. .,,..,.. cents  fp^  bale  for  all  put  into  the  ship.  The  Lb<iiu-locker  was, 
for  the  same  reason,  removed  from  the  hold*  and  the  chains  were  brought 
on  deck*  In  the  poop  the  bales  were  screwed  so  tightly  that  llie  parljiers 
of  the  niizen-mai^t  were  lifted  five  inches.  All  this  was  done  while  the 
master  was  ai  M^/hile  watching  tlie  proper  pressing  of  the  bales,  the  ship 
being  in  Mobile  Bay,  25  miles  down,  in  the  bands  of  the  stevedore.  She 
was  crank,  and  sometimes  **  very  render,"  with  an  ordinary  cargo ;  laden 
in  this  manner  she  was  still  more  so.  Thi;  ballast  ought  to  have  been 
tmidsjtips;  the  chain-cables  should  have  been  in  their  ordinary  place, 
i  chiefly  in  the  bottom— the  locker  going  riglit  down  to  the  keelson,  and 
no  cargo  should  have  gone  in  the  poop.  Tlje  Sfeiwnheaifi  suiled  Saturday, 
April  13,  und  on  the  M*inday  hdltnving  niet  a '*  norther,"  (a  strong  gale 
from  the  north,)  which  Listed  abuut  two  hours.  Alihongh  a  rider  close - 
reefed  topsail,  foresail,  and  fore-topriiast  staysail ^  she  was  hove  on  her 
beam  ei»ds  on  the  port  side.  The  ship  arrived  mi  Liverpool  about  th<3 
20lh  May.  Many  hales  on  the  ^onnd  tier,  and  a  few  in  the  second  tier 
on  the  port  sidr  (lUl  in  all,)  were  wet  witli  hmknge,  which  c<*!»l  tiie  ship 
£\  Inhale,  £101. 

938     Density  of  the  Sea.     Mr.  Irviko,  Marinus,  says — **  when 

►  loading  at  Glasgt^w  I  found  she  was  likely  to  be  deep,  and  I  marked  her 

f  to  llial  she  would  have  a  clear  side  of  three  inches  per  foot  of  hold*  and 

informed  my  agent  there  that  I  would   prevent  siiippcr  (eharlerer)  from 

putting  any  more  car^go  in  when  ^^he  got  down  to  the  mark.    He  informed 

fine  I  could  only   claim    that  clear  side  on  leaving  the  tail  of  the  bank, 

(Clyde,  off  Greenock).    He  itaid  the  case  bad  been  tried  at  CJla«gow  and 

decided  against  the  ship.     A  first-class  stevedore  rrrformed    me   that  ha 

was  Slowing  an  American  ship  at  CtlaMgow — ^ihe  slrip   being   chnrlered 

at  a  lump  sum*     When  she  was  down  to  her  mark?^,   the  nJiu»ter  Miopped 

f  him  from  pulling  any  more  cargo  on   Hoard,   ond   left  Ulasgow   for   the 

I  tail  of  the   bank.     Some  goods  being  left  on    the  quoy,  lire  stevedore 

I  was  insinicted  by  the  shipper   (be  being  engaged   as  UBiial  by  shipper 

f  but  paid  by  ship)  to  go  down  to  the  nbip  and  take  a  wirness  with    bim, 

faud  measure  her  side,  and  on  hia  arrival,  the  master  biing  on  board|  ho 


536 


STETENS    ON    STOWAGE. 


measured  ber  in  hia  presence  and  found  she  had  risen     [8TEVEDD! 
some  i'oiir  or  five  inches*    The  shipper  then  compelled  the  master  to 
the  other  j^oods  and  pay  the  Ughterage  expenses.*' 

U:ili     Deficient  diumage.     At  Livt^rpool,  January  8,  1867,  Joskph  GoI 
iiAK»  stevedore,  sued  P.  Taylor,  owner  of  Summer  ChuU,  for  li.  per  ton 
stowage,  he  haTiug  been  discliftrped  for  delay,   alter  commencing  tli© 
Don  MAM  proved  that  tliv  diHay  was  caused  through  want  of  d\xtku\ 
the  jury  awnrded  bim  £G  damogea. 

yio    Bad  Stowage*    A  correspondent  wnteB  to  tbe  Oazetu,  Deesml 
27.  18(»1.     A  few  njontbs  since  I  chanoreti  a  ship  to  lake  general  cargo 
Auckland  for  a  lump  sum ;  charterers  reserved  power  to  flj>poitii  the  stevodoi 
hut  to  be  paid  by  tbe  ship,  and  be  under  the  mastiT's  control.    On  discbargii 
at  Aucklaud,  ilie  cargo  is  found  to  be  damaged  and  tbe  ship  is  mad«?  to  pj 
for  it.     The  masier  bad  a  ein-vey  which   he  sends  home^  and   which  stata 
**  1  have  never  utiendcd  the  discharge  of  a  "vessel  more  carelessly  stowed,  ai 
I  He  gooiliiess  of  packages  is  the  only  re&sofi,  that  has  prevented  heavy  claims 
On  receiving  this  we  ajjj^lied  to  the  stevedore  to  reimburse  us  what  we  hi 
to  pay  on  account  ot  his  cwrulessness,  und  on  bis  refusing  wu  offci^d  to  suhn 
lo  ibe  arbitratiou  of  tbe  chai teiers,  as  to  whether  he  ought  lo  pay  us  tl 
wbole»  or  any  parL    That  otier  being  also  dt-clinod,  we  ask  the  favour  of  yo 
iuforming  us  whether  you  consider  we  have  a  legal  olaiiu  or  not  ?     T! 
Editor  says—**  If  it  can  he  shown  that  the  bad  stowage  was  of  such 
character  that  tbe  *  cortrol  of  tbe  master  '   could  not  reasonably  be  e&poet 
to  have   pm-cnted,   tbe  stevedore  ought   to   ^'tt}    for  his  carelessness,     Tl 
Arbitration  of  tbe  charterers  would  not  be  <ptite  impartial,  but  two  or  thi 
competent  persons  sliotild  be  appointed,  who  would  see  the  documents,  h< 
the  parties  ccnceincd,  and  di^^terminc  the  liability/' 

illl  Responsibility.  Queens  Bench,  RouEaxs ».  Shaw,  (Before  U 
Justice  MbLLoit  and  a  specinl  Jurj').  Jidy  ?»  18t32.  Plaintiff  is  a  shipowH( 
of  Millbrd  ;  di^fendantu,  ^fessrs.  Shaw,  Saville,  and  Co.  are  ship  brok( 
'i'be  action  was  brought  to  recover  i'75,  the  expense  incurred  in  unloadii 
and  re-shipping  cargo  by  reason  of  tJie  improper  stowage,  Defeudao 
denied  tbe  negligence,  and  jdcrtdcd  tliat  the  cargri  was  s.towed  by  the  pis 
tilT's  agents.  PJuintifTs  case  was  that  in  tbe  autumn  of  1H53,  the  Rob4rii 
wfts  chartered  to  take  a  general  cargo  from  London  tor  San  t'rancisco  a 
VifTtoriii,  tbe  charter  party  providing  that  she  was  to  be  londed  by  a  steved* 
recommended  by  charterer,  at  the  owners  expense.  Ou  arrival  at  Si 
Francisco  it  was  fouud  that  tlie  [lortion  of  ciirgo  consigned  there  was 
stowed  amongst  that  intended  lor  Victoria,  that  the  vvhule  had  to  l»e  di 
charged  and  that  consigocd  to  Victoria  to  be  re-shipjtcd,  the  cost  £75,  hi 
been  deducted  from  the  Ireigbt,  and  wiiich  the  pliiutiti'  had  to  pay  iind 
protest.  It  was  alleged  that  tbe  cargo  was  stowed  by  tiia  stevedore,  i1 
charterer's  agent,  as  specitied  in  the  charter  party ;  that  when  a  shij^i 
consigned  to  u  doubb<  j)Oit,  one- half  of  the  ship  should  be  devoted  to  tl 
gooiis  for  tbe  Qrst  [Mjrt,  and  the  other  to  the  second  or  dual  port;  and  til 
wheu  tbe  ship  had  discharged  ul  the  Hist  plare  of  call,  the  cargo  could 
e{[iiaJJAed  over  the  Loid,     It  appeared  tbut  a  quaniiiy  of  coal  waa  conatgiM 


4 


N    STOWAGE. 

|ar  &tid  discliorf^od  at  Sou  Francisco,     The  mister  stated     [STB¥£DOEE 
he  remonstrated  with  the  stevedore;   that  he  went  to  tbo  dcferidaiUa 
>  and  saw  Mr.  Fitz,  tlieir  clerk,  and  complaintHl  of  the  mode  of  loriding» 
a^  that  the  stevedore  raado  some  diflereuce  in  the  stowage.     It  was  con* 
ended  that,  had  proper  eare  been  adopted  in  stowing  the  expense  would 
[>ave  been  avoided,  and  that  the  stevedore  was  nh^urly  the  agent  of  defendants, 
fr  WiLLi-iMs  for  defendants,  submitted  that  wlien  a  ship  was  connigued  to 
,  double  port,  there  was  a  difficulty  la  etowing  a  cargr*  so  as  to  avoid  an  un- 
loading and  reshipraent;  that,  in  this  case,  the  d  t  Hi  cidty  was  increased  in 
consequence  of  the  brand*?  and  iiuirks  not  sufficiently  indicating  for  which 
ort  they  were  intended  ;  but  that  they  were  marked  in  the  usuiil  way  ;  and 
iiat  although  the  stevedore  was  nmniiiated  by  the  charterer,  he  acted  under 
'tlie  direetion  of  the  master,  and  was  paid  by  tim  ship,  and  tho  phiintiff  had 
control.     BAHRKTr,  the  stevedore,  said  be  frequently  consulted  the  master, 
Land  he  considered  Itimself  bis  servimi.     He  was  uominnted  by  tho  chflrtorer» 
but  paid  by  the  owner;  that  was  the  custom.     ilr.SuAw,  one  of  ibc  defend- 
f  and  several  sbip-owuers,  were  called  to  prove  that,  wlirn  a  ship  woa 
for  a  double  port,  it  was  almost  im|)OBsible  to  load  her  with  due  regard 
to  ftafcty,  so  as  to  avoid  her  being  uuloiided  at  the  first  port  of  ciUl,  and  to 

I^fttow  the  cargo.  It  was  statod,  that  among  the  cargo  of  the  RoherUon 
)fhete  WAS  some  soda,  and  that  had  due  care  not  beeu  taken  in  stowing  it 
^•^iDSt  the  side  of  the  ship,  the  other  portion  might  have  hoen  damaged 
bj  it  On©  witness  (Mr.  Way)  however,  thought  it  prat'lieable  to  load  a  cargo 
for  a  double  port  so  as  to  avoid  the  re-stowing.  Mr,  invruKaiNtiUAM  said  it 
was  impracticahle,  with  a  due  regard  to  safety,  to  avoid  re-stowing.     Mr. 

»KaB6LARE  replied,  and  in  urging  the  point  that  the  8tev«Hlore  was  really  tho 
ag^nt  of  the  charterer,  quoted  the  case  of  "  Dlackiki;-  SiKMUEtuaK  *  argued 
ill  the  Court  of  Common  Pleas  and  in  the  Exchequer  Chamber.  Mr.  Wil* 
LtAMS  said  there  was  this  distinction  between  that  case  jind  the  present  one, 
that  the  goods  were  in  course  of  shipment,  and  were  really  not  on  board. 
Mr.  Justice  Mellor  gumajed  up.  Although  the  stevedore,  who  was  recom- 
mended by  tlje  charterer,  was  paid  by  the  ship,  yet  it  would  not  follow  that 
I  he  was  the  servant  of  the  plaintiff.  Tke  master  bad  the  right  to  look  so  much 
laftfer  tho  loading  as  aflected  the  safety  of  tho  ship,  and  tlie  jury  would  say 
whether  he  went  beyond  tliat,  and  eo  far  interfered  in  the  stowage  as  to 
lender  him  liable  for  wiiat  followed.  The  Btovedore  was  appointed  by  the 
erer  but  it  would  be  uureasonaljle  to  dr^ny  the  master  the  right  of  seeing 
his  ship  was  inii  so  loaded  as  to  render  her  unsafe.  Then,  had  hu 
I  exceeded  that  limit,  and  exercised  a  control  over  tho  stevedore?  If  they 
Lfld  bo  of  opinion  that  the  stevedortj  eoniinued  the  loading  without  any 
hority  or  control  on  the  part  of  the  muster,  tie  was  of  opinion  that  the 
die  of  unloading  and  re-shipping  should  fall  on  the  charterers,  and  that 
the  amount  should  not  have  been  deducted.  He  would  therefore  ask  them 
whether  trio  master  so  interfered  as  to  control  tht^  conduct  of  the  stevedore? 
Mr.  Williams  snggeated  that  nnoiber  point  should  bo  left  to  ;ihe  jury,  as  ta 
whether  it  wan  practicable  to  load  a  ship  for  a  double  port,  having  regard  to 
the  sliip  and  the  nature  of  tho  cargo,  so  as  to  avoid  iho  ex]»ense  of  uulouditig 


5T 


d»d 


STEVEXS    ON    STOWAGE. 


and  re-shippinpf.  His  lordship  said,  no  doubt  tliRt  was  a  [STEVEDORE 
Diatenal  qneBtion  for  the  jury  to  deteni»ine»  and  Ire  would  leare  it  to  them  to 
decide.  Tlie  jury  at  once,  in  answer  to  tho  first  question,  found  ihttt  the 
Bievedore  loaded  the  ship  under  his  own  will,  aud  was  not  controlled  by  the 
tnaater;  nfter  retiring  and  heiug  some  time  m  deliberation,  found*  in  Answer 
to  the  second  point,  that  it  was  practicable  to  load  a  ship  for  a  double  port 
wiihoni  having  the  whole  cargo  unloaded,  hut  that  it  would  he  neoessfrry  to 
iinlottd  and  re-slow  a  portion  of  it.     Veidtct  for  plaintiff. 

042  Improper  stowage.  Court  of  Common  Pleas.  Sack  v.  Fori>« 
Noremhcr  '^5,  IHfl'i.  I'his  was  a  rule  to  sliow  cause  why  the  verclict  should 
not  he  &et  aside*  The  action,  wliich  was  trieJ  at  the  GuildhRll  Sittings  alter 
the  previous  Triuity  Tenn»  was  lirought  to  recover  conipetisation  for  damage 
eansed  to  a  quantity  of  oats  shipped  at  Stettijn  for  Loodon,  in  detendenl's 
Btemner  hnpervth  It  appeared  that  ujion  the  ottts  stowed  iu  tlie  hold  was  pliiced 
a  qnaiitity  of  spelter,  wliich  pressed  tlie  giain  down,  ciiusing  it  to  he  heated, 
and  discoloured,  and  otherwise  deteriorated.  The  verdict  went  for  plaiuiiJOr, 
leave  being  given  to  move  the  Court  to  enter  the  verdict  for  defendant  upon 
the  conF?triiction  of  the  cli inter  party.  Mr.  Sergeant  Shek,  in  tlie  early  part 
of  the  terra,  obtained  a  rule  nhi,  and  the  case  now  came  on  for  argument 
In  the  charter  party  were  two  clauses  to  the  following  effeet:^ — the  cargoea 
Ei«  to  be  taken  un  hoard  and  discharged  by  the  charterers,  the  crew  of  the 
vessel  rendering  customary  assistHuee,  so  far  as  they  may  be  under  the  orders 
of  the  niasierj  and  the  clidrtererB  arc  to  have  liberty  to  employ  stevedores 
and  labourers  to  assist  io  tlie  loading,  and  dis^charge  thereof^  they  being 
mnder  the  control  and  directiou  of  tlie  uiastpr,  the  clmrtcrers  are  not  in  any 
Lse  to  be  responsible  for  dam  age  or  impro[>er  stowage.  The  master  and  the 
owners  of  the  said  ship  shall  devote  the  same  atteniton  to  the  cargo,  shall 
tjse  the  same  endeavours  to  promote  dispatch,  and  shall  in  every  respect  bo 
and  remain  responsible  to  all  whom  it  may  concern,  as  if  tlie  said  ship  were 
loading  and  discharging  her  cargoes,  and  performing  her  voyages,  for  account 
of  the  said  owner,  and  independently  of  this  charter  party.  On  the  part  of 
defendant  it  was  contended  that  as  the  charterers  employed  the  stevedores  and 
labourei-s  to  assist  in  the  etowage,  and  thut  the  clause  specified  that  the 
cargoes  were  to  be  taken  on  bonrd  and  discharged  by  the  plaintiif  as 
cberierer,  the  owner  could  not  l^e  liiihle  for  the  damage  which  had  arisen 
in  this  instance.  The  ease  of  '*Blackik  v.  STEManiDoE/'  argued  iu  the 
Kxehc  qucr  Chamber,  was  cited  in  support  of  defendant's  case.  The  Court 
ruled  that  the  true  meaning  of  the  clauses  in  tho  charter  party  was,  that  the 
stevedores  and  others  employed  in  storing  the  cargo,  although  employed  by 
I  he  charterers,  were  really  under  tlie  control  of  the  master.  The  verdict, 
therefore,  would  stand. 

943  Cotton  Cargo.  At  the  Lirerj^ool  Court  of  PasBage*  November!, 
lBlt4,  before  Mr.  James,  Q.C.  Mr.  Cjiallimou,  a  master  stevedore,  brought 
an  action  against  Williams  the  *'  husband"  and  part  owner  of  the  AfovU;suma^ 
for  Xnn  due  to  him  under  a  contract  for  the  discharge  of  that  vessel.  She 
was  laden  with  cotton,  and  defendant  accepted  the  offer  of  plaintifl'  to  dis* 
charge  the  cargo  for  118  lOi.    Plaintiff,  however,  discovered  alXerwarda  tJiat 


n 
4 
4 


STEVENS    ON    STOWAGE. 

Uie  lower  tiers  were  in  a  worse  state  than  the  upper  tiers,  [STEVEDORE 
aad  tJiat  the  lubour  would  eoi>t  more  thnn  lie  expet)ted.  He  accord! tjgly  wunt 
to  defpndam  to  trj  to  make  more  suiiablo  terms,  and  the  point  was  whether 
plaiutiil'  made  another  agreement.  Hie  evidetjee  was  very  contradictory. 
iJefendunt  himself  stated  that  he  insisted  upon  the  performance  of  the  original 
contract,  only  excepting  that  ho  offered  to  pay  for  thu  addittojial  assistance  of 
thret'  men,  in  respect  to  which  assistance  he  had  paid  a  guinea  into  court. 
Plainliil'  swore  tliat  on  discovering  the  coijdition  of  the  cotton*  he  complained 
to  delcndaut.  who  gave  hiru  authority  to  eugage  extra  hands,  in  consequence 
of  wYiich  he  iucurred  the  amount  claijned.    Verdict  for  defendant. 

914  Cotton  fired-  The  following  is  extracted  from  the  Report  of 
Mr.  Raffles,  police  magistrate,  Liverpool,  to  the  Coinniittee  of  Privy 
Council  fur  Trade,  August  21),  1H65.  The  screw  steam  ship  Olwugow,  1,163 
ton,  belonging  to  Mr.  William  Inman,  left  New  York  at -A  a.m,  July  30,  1865, 
for  Liverpool,  under  command  of  Mr  Henry  Maknino.  She  had  a  crew  of 
tH>»  27  ctthin  and  198  steerage  passengers,  and  a  general  cargo,  cun>>ialing  of 
cotton,  grain,  (ealhei,  Jkc.  The  holds  being  fnll,  a  portion  of  the  cotton  was 
carried  in  the  fore  steerage  an<i  herlhs,  extending  from  ilie  forecastle  bulkhead 
to  three  feel  abaft  tlie  main  huicliway.     When  stowing  sulficieDt  care  had  not 

u  taken  by  the  stevedore  to  keep  the  bales  clear  of  tlie  Bounding-well 
of  the  (ire  comparimeivt,  which  was  on  the  staritoard  side  and  only  accessible 
Vom  the  main  deck,  and  instead  of  leaving  the  vacancy  there  he  had  left  it 
CD  the  port  side,  and  iinfortuufttely  the  ship's  olHcers  did  not  discover  the 
mistake.  Soon  after  leaving  the  carpenter  ascertained  thut  the  foremost 
eounding*well  was  thus  covered  up,  and  he  reported  it  to  the  chief  officer.  On 
the  following  day,  rhe  earfienter  on  sounding  the  main  well,  found  more 
Water  tlian  usual  and  became  the  more  anxious  to  sound  ike  fore  compart* 
ment,  and  on  again  reporting  it,  the  chief  officer  promised  that  he  would  send 
the  watch  in  the  course  of  the  day  to  clenr  away  the  cotton,  so  thai  he  might  get 
&tUie  weU.  About  L-10  p;m»  the  carpenter  went  below  with  Wuitfhead,  the 
boatawain's  mate,  to  point  out  to  him  what  he  required  to  be  done,  and  tliey 
took  witli  them  a  bull's-eye  lantt^rn  fastened  by  a  sliding  pio.  The  cotton  ex- 
tended to  about  20  feet  abaft  the  sounding  well,  and  a  passage  bad  been  left 
OTor  it  to  admit  of  one  mon  crawling  in  at  a  time.  The  carpenter  preceded 
WuiTEii£AD,  who  carried  the  Isntern,  On  reaching  the  Bounding* well  the 
Carpenter  got  down  into  it,  and  eelJ^iHl  to  Wuitkhkao  to  hand  him  the  lantern. 
In  raising  hiniself  he  caught  the  lantt^rn  with  his  head  or  shoulder,  and 
knockca  it  out  of  Whiti  rkad's  hand.  It  burst  o}>en,  and  the  lamp  fell 
tong  the  cotton,  which  immediately  ignited,  the  llro  spreading  rapidly. 
men  endeavoured  to  extinguish  it,  btit  were  compelled  shortly  to 
bJe  out,  not  before  the  carpenter  had  been  considerably  burnt  in  the 
ISSe  and  hands,  'ihe  Glag^ow  was  destroyed;  her  crew  and  pasaengers  wero 
fMcued  hy  the  American  liarque  Eotamond^  Capt,  Wallace. 

945     Stevedore.     Ijiverpool  Aasi/es,  December,  1H07,  before  Mr.  trustioo 

tSttJCK,  MessHi,  Spain  k  M'Cabe,  stevedores,  brought  action  against  Home  and 
ftootlier,  owners  Belport,  for  loading  her  at  If,  \SiL  ^  ton.  She  buribenad 
lil90tODt  and  was  bound  to  Calcutta.    Cargo,  iron,  1,(103  ton  dead-weighl 


MO 


STKVKNS   ON  STOWAGE. 


When  loading  a  ship,  tlie  atevednre  was  given  a  general    [8T£Y£D0E£ 
Bccoont  of  the  whole  cargo*  in  order  tJmt  he  might  make  his  caltalalioua. 
The  Belpore  waa  first  of  all  in  the  Stanley  dock,  discharging  rice ;  before 
removal,  IfiOton  railway  iron  was  put  in  the  hold  to  stifit^n  her  for  removal] 
to  London  dock.    When  there,  the  master,  who  was  described  as  being  atimidl 
man,  interfered,  and  insisted  on  having  cargo  pitt  in  according  to  his  instnio^  [ 
tionp.     Tlie  stevedores  complained  to  the  owoers,  who  told  them  to  pleaao  tht  I 
maater.    She  was  loaded  down  to  li«r  mean  draught  of  1 9 1  feet,  went  to  aea,  and  1 
wa,8  brought  back  to  Uverpool,  where  part  of  the  cargo  had  to  be  re-stowed«  j 
Involving  an  expense  of  £280.     Verdit't  for  the  stevedores* 

BATES  OF  A  HEST- CLASS  LICEHSEB  ST2YED0EE  IH  1864. 


For  loading  «  ship  mkder  600  ton  &t  the  qiiAy* 

.ICaaaaremeal  gooda  ....     ^ton  Oi  lid 

Bandies  wood  lioiiaiag  (meas.)  . »  16 
Haobiiiery,  unclioni   and  cables, 

with  crane 2    6 

Pola,  fftovet,  nod  gmt«8 a    0 

PlpM,  plutes,  galvanized  iron,  &t.  19 

Bailwny  iron,  ekair»,  aie«p€r8)  Szc.  1    2 

Bar-iron , .  1     Q 

Pig'iroD,  lowered  and  stowed     .,  *>    Si 

Cordage.. 1    2 

Ooala»  wheeled  and  trimmed    ...  0    9i 

Coalii,  lowered  and  trimmed     ...  16 
Coke,  lowered  and  trmuned,   or 

with  baaketo 2    0 

Flig  stones 2    8 

Large  pipes  oTer  a  ton..........  2    0 

fiogar  ponSf  as  agreed 

Conp«r,  lend,  tin,   soda,  pointA^ 

day,  and  putty  ......    ^cwL  0    1 

BridcB,  alates,  and  tiles      ^1,000  i    6 

Boilen,  from  I  to  8  ton 20    0 

BoUara,  from  S  to  fi  ton  . .  * 5U    0 

Oiinditonet,  m  ogTttd 
Hogsheads  alo   tack 


0    7 


GL.Aaoow ;  if  secotnd  off  Id.  If^  ton  exiia. 

Hogshaada  eosl,  lime,  and  tinwsre  Oi 

PonehaQiit  and  pipes  spirits   ....  1 

Puncheons  and  tierces  dry  goods  0 

Tierces  pamts  and  ebemioals.  • .  •  1 

Tierces  bottled  ales      ,  •  0 

Bsrrcls  tar  and  cemeat    0 

Qiutrter-easks  npirits,  &e.   «*....  0 

Barrels  ale,  flour,  d^c.  .*........  0 

Kegs,  jftEv,  shooks,  hoops,  oil-eaoBi 

dec .  0 

Plonks 1 

Caaes  apiritH,  kc. 0 

Hogsheads  bnmdy,  ^'c.    « 0 

Bags  salt,  goano,  fe^.  ..*.......  0 

Bags  oats  and  dour • 0 

Horses  and  cattle 7 

Puut«,  iron   ..«....,...,     6^.  to  7 

Crates  and  mats  bottles , ,  0 

Flooring  boards... 0 

Planks  and  battens 0 

Pipe  boxes,  soap  boxes 0 

HogBheads  sugar  ..*.. ».«  1 

Chimney  cans  and  oren  »oles ....  0 

Ketorta 2 


Work  dam  «iUr  0  p jh.  3d.  1^  how  smIi  man  will  be  cljtirged  m  additUwi  to  the  rt-^ular  rate. 

946     STICK  LACK  ;  sec  the  article  lac,     Bengal  and  Madras  ton 

60  cubic  feet  in  cases*,  16cwt*  in  bags. 

047  STONE  CARGOES,  being  heavy,  shonM  be  kept  well  up  from 
ibe  abifj  s  iloor,  by  wljicb  sbe  can  be  laden  and  discbarged  readily,  and 
will  obtain  a  belter  eciiutibrium  at  sea.  Tbere  are  two  difliculties  con- 
necied  wiib  ibe  freightage  of  stnne,  Thefini  has  reference  lo  its  weight 
or  spec i lie  gravity^  which  is  estimated  by  comparison  with  water,  a  cubic 
fool  of  which  weighs  1  ,CK>0  ounces,  and  the  same  quanlity  of  Bath  stone 
2,510  ounceB,  more  than  duuble ;  granite  yet  heavier  2,662,  &c.  It  is 
impossible  to  state  correctly  how  many  cubic  feet  of  dillierent  descriptions 


npiiona        j 


STEVENS  ON    STOWAGE. 


641 


will  weigh  2(1  cwt,  but  il  is  necessary  when  ^bartering,  that  [STONE 
tnasicrs  sbould  be  itble  to  niake  some  calciilQlion.  The  fallowing  table 
wbicli  IS  ouly  approximate,  niaj  assist  them.  The  second  column  shows 
the  average  specific  gravity,  in  ounces,  of  each  descnpuon  of  slone;  lliia 
of  course  is  the  only  criterion  of  its  ueiglit,  bui  wc  must  pot  forget  that 
ihere  is  n  variation  in  the  weight  of  the  same  kind  from  ditl'erent 
quarries,  and  that  stone  from  the  same  quarry  will  difier  in  weight 
according  to  ihe  time  which  has  elapsed  since  its  removal,  and  accord- 
ing lo  the  amount  of  its  subsequent  exposure  to  the  atmosphere — Bath 
and  Portland  especially.  Where  there  arc  no  instructions  under  column 
6, '  number  of  feet  to  the  ton  far  freight,*  reference  can  be  made  to  other 
stone  of  about  the  same  specific  gravity,  and  an  estimate  formed 
accordingly.  The  discrepancy  between  col.  4,  which  gives  the  number 
of  feet  cube  lo  a  ton  of  20  cwt.  and  col,  §»  which  gives  the  customary 
Tneasurement  for  tonnage  for  freight,  which  is  in  some  cases  less,  altiiougU 
iu  practice  it  is  much  more,  is  explained  subsequently. 

STONE  TBMlQWtkBE. 


I 

3 

3 

4 

5 

DescripiioQ 

Bpecific 
Gravity 

Cable 
Foot 

20cwt 

Number  of  feet  to  tbe  toa 
forCrelglit 

th 

Otihft 

BAtbBtODO      

2'filO 

157'0 

14i 

16  or  17  cable  feet 

Caen , . . . , 

2"  962 

li7*6 
16^8 

15 

17  oubic  feet 

Craifdeath       ..,,..... 

Btm^ee ,...., 

2-621 

1B| 

Granite,  Dartmoor  .... 

2-6<>2 

1&6*4 

m 

Dartmoor  16  feet* 

—        Aberdeen  .,,, 

2<J26 

164-0 

m 

—        Penryn  ...»., 

m 

15  cnbic  feet 

—        CheetDwring.. 

m 

15  cubic  foet 

—        PerLCttnce  , « , , 

181 

IS  i^ubic  feet 

Guemi«y  bloc  kit 

2-710 

168*0 

181 

ML^ainirem't  ion  s*y20owt 

IviitiCistotie,  Plymouth , , 

2-720 

ITO'O 

I3i 

12or  ISeuMcfeet 

MArbk^  white  ..*...,* 

27tJ6 

169'0 

131 

18  cubic  f  u«t 

—       Carani 

2*716 

170-0 

13* 

Paring  atone    ., , 

2-4]  (^ 

1510 

15 

1  ti  cubic  feet 

PorpbjTj  (red)     ...♦., 
Purbcck     

2*871 

1790 

m 

2iJin 

182' 6 

I3i 

Portland  atone     ,«,.,, 

2113 

1S20    1 

17 

16feet^tonof  faySSeirt 

Blate^Walflh     

2*752 

172^0 

13 

—    Itoofing .,,..... 

2*672 

—     Drawing     

2110 

2*460 

1650 

HI 

Fligai^ft.  gup,  thickneuf 

S*  Granite  ii  ■ometim^M  aold  20cwt.  to  the  Ion,  and  ao  freighted.  Ordinarily,  4-ioeh 
^ving  block  granite  occupiei  14  cubic  feet  to  the  ton,  or  thereabout ;  8  inch  blocks  a  llltlo 
Ibore ;  an«l  6-incb  a  little  Itug ;  Gtii^irtiMuy  blocks  of  the  same  dimeusioni  a  trifle  leai;  hut 
[14  cubic  foet  may  brj  tnken  gtsuerally  as  the  space  for  a  tou. 
f  15  oubic  feet  of  Yorkdhiro  Ian  dings  usually  go  to  a  ton. 
*  On  the  Forth  and  Clyde  Canal  14  cubic  feet  of  graniiti  and  whin  stone*,  and  iSeiibte 
tm/t  of  marble,  go  fof  a  Ion  freight. 


STEVENS  o;n  stowage. 


948  The  second  difficulty  regarding  freightage,  and  one  [STONE 
of  far  greater  impartaiice^  arises  from  Uie  mode  of  estimating  the  frtugbt 
of  some  kinds.  Where  a  ship  will  rurry  100  ion  of  coal,  which  measures 
40  cuhic  feet  to  the  Um,  ii  la  but  natural  to  suppose  that  she  would  cany 
lO-littuj  of  stone  in  block,  whieh  in  no  case  measures  20  feet  to  the  ion; 
but,  through  the  mode  of  measurement,  such  is  not  always  the  case- 
When  stone  for  buihling  is  required  to  he  dressed,  contractors  usually 
purchase  from  the  merehantu  stone  in  the  form  of  ruugh  srappled  blocks* 
and  dress  them  to  the  re(|uired  shafiemid  fineiiesa^on  tJie  ground  adjoining 
the  work,  lo  prevent  the  injury  which  dressed  stone  would  be  almost 
certain  lo  sustain  in  its  carriage  by  vessel,  from  the  quany  or  yard  to 
the  place  where  it  is  to  be  used*  In  such  case  the  merchant  alwaye 
alhiws  at  least  one  or  two  inches  on  its  length,  breadth,  and  thickneets 
more  than  the  stone  is  required  to  he  wlien  finished.  Sometimes  8,  4» 
and  even  &  inches  are  left  on  one  of  its  dimensions,  and  hence  arises  the 
anomaly  of  what  is  termed  "Long  Tonnage"  for  stune  freight.  An 
example  may  make  this  more  clear* 


i 


I 


A  Contractor  req^iiivft  a  stone  \ 
to  measiure  when  finished  , .  [ 

He  orders  the  Mercliant  to  sond  Y 
him  ft  ftuappled  stone  block  [ 
to  dear  Uiat  bIzg.  Tu  do  f 
thla  the  stone  mnat  b«  at  least  J 

Those  employed  by  the  MctA 
chant  to  cleave  the  Htone,  find  [ 
beds  in  it  wblch  aUow  them  t 
to  cleave  it  more  ooaily — Any  J 


ft    in      ft   in      ft    m       ft    in 

3    4x3     d  X  1     4  =  14  10,  sa;  1  ion 

36x96x1    6^  18    6         11 


3    9x3    9x1    7^  22    3 


M 


The  stone  is  sent  away  this  size  for  shipment,  but  being  invoiced  to 
couiractor  al  14  feet  lOinches  or  1  ton,  the  master  will  receive  a  freight 
for  1  ton  only,  and  not  for  14  ton,  which  theBioneaetnally  weighs,  unless 
the  master  makes  a  previous  arrangement  lo  meet  the  over>w eight. 

949  Granite  is  usually  put  on  hoard  by  crane  gear  provided  by  the 
merchaul,  with  good  strong  Jiliug  clmins,  and  strong  hooks,  if  the  vessel 
is  o(  sufficient  hatchway  to  let  the  hlocka  down  clear;  but  if  the  blocks 
are  very  large,  the  best  mode  is  with  lewises.  Good  wood  dunnage  should 
always  be  provided,  so  thai  the  corner^!  of  heavy  blocks  may  not  bear  on 
one  limber,  but  give  a  share  of  the  weight  lo  several.  In  (he  West  of  Eng- 
land when  stowing  granite  for  London,  B!iy  in  a  vessel  of  300  ton  burthen, 
ihe  ground  tier  each  side  (lie  keelson,  is  kept  well  up  from  the  skin  by 
stout  dunnage,  care  being  taken  that  each  btoek  sltail  have  a  bearing  on 
two  or  more  frames  of  the  vessel.  The  next  tier  is  laid  on  it;  the  middle 
blocks  are  laid  across  the  keelson  resli ug  if  possible  on  two  of  ihe  ground 
tier  blocks.  The  end  blocks  of  both  tiers  are  well  dunnaged  from  the 
btlgeSy  and  all  the  blocks  are  kept  Ii  or  2  inches  asunder  by  dunnage, so 
as  la  admit  the  sling  chains  readily  when  unloading.    The  third  tier  lb# 


I 


STEVENS    ON     STOWAGE. 


543 


«aine  and  so  on.  The  upper  tier  under  the  main  hatchway,  will  [STONE 
probahly  be  2 J  to  3  feet  below  the  tletk  beams.  The  cargo  forward  and 
afl  of  the  hatchway,  will  of  course  not  rise  so  highj  hut  will  taper  oflT 
towards  the  ends  according  to  ihe  vessels  hiiild  and  trinij  lakirig  great  care 
ihat  all  the  blocks  are  so  secured  as  to  prevent  ihem  from  starling  when 
she  rolls  or  pitches.  The  sketrh  herewith,  say  for  a  vessel  of  500  ton, 
exhibits  the  tiers  nitich  more  regularly  disposed  ilinn  can  be  acconi- 
plisUed  with  ordinary  cargoes  of  granite  which  with  rei^ard  to  bulb  sizes 
and  weights  are  frequently  very  in'egtilar,  and  therefore  demond  both 
skill  and  foresight  on  the  part  of  the  master*  Wbere  the  stt>nes  are  of 
irregular  shape,  considerable  nicely  of  judgment  is  requisite  to  prevent 
damage,  especially  when  the  blocks  are  finally  dressed.  In  reference 
to  ibe  freight  t^f  granite  in  the  West  of  Eiiglandj  another  authority  puts 
I  lie  cose  as  iti  the  table  followiniif  i — 


Actuiil  wcigbl  West  of  Eagliutd  Abont »..«.«... 

Fitdghl  trjide  nllowanco  for  dreBScd  stone •*.... 

Freight  trado  allowan<^e  for  BCAppled  stotie,  taking  di- ) 
tneusionti  tbnl  the  Btouti  will  he  **  wliexi  dreissed"    < .  Jf 

ThiM  tAking  total  ot  Bevt-ral  Bcnppled  c«rgoe»  "  to  drcsa 
to  ikvontge     1^  of  2ft  Ain.  x  2ft.  9m.  X  3ft.  Oin. 

dimonftioQB"  >  or  UU  Uiii.  x  2ft.  din.  x  2fi.  Sin, 

JLctoftl  menBitremcat  imd  weight  wotild  he  •,.,«  ,.,**,  t 

Aetnal  meftsnrcmcnt  and  tmde  w<?ight  would  be    .**... 

Sctppled— mettMnremtnt  "  drt'»*iiiig  dimiinBioiiB"  andl 
tnde  weight  accordingly  would  bo * . .  i 


h      in 

13      0 


10,C27      6 
10,627      5 

9,572      0 


817    10 
706    10 

688    10 


The  above  shows  that  there  ought  to  be  a  clenr  underslandiug  as  to 
whether  dressed  or  scappled  stone  is  to  be  shipjjed,  for  h\L  the  table  it 
will  be  seen  that  a  master  nmy  carry  atone  weighing  817  ton  lOcwi  and 
be  paid  freight  lor  only  638  ton  10  nvt. 

Kerb  cargoes  are  stowed  hrv^ihw  ay  Sfforr  and  n  ft  one nume  on  another 

to  prevent  the  breakage  wliich  v\ould  occur  in  iransvewe  sic»woge,    Gmnile 

j9  deteriorated  by  ecintact  wUh  oil.     lu   the  Thnnies  the  crew  usually 

Mace  the  pitching  into  the  burges  alongside.     In  China«  granite  dressed 

jT  window  cills,  door  steps,  &c.  is  shipped  for  ballos^ting  cassia  and  other 

light  freight,  when  bonnd  to  Siugajnire,  &c,     Cornish   Granite,  dressed 

Dr  worked,  has  been  found  to  weiyli  20i'vv(,  iti  ISk  cnbic  feet  exactly, 

irhich  gives  2*651  ounces  to  the  cybic  hiut,  being  just  the  saiue  as  in 

llie  tables.     The  customary  rate  for  tonnage  is   14  cubic  leet  of  sonic 

gnmilesj  and  15  cubic  led  of  oihets^  us  Fenryn,  Penzance,  aud  Chvcse- 


6U 


STEVENS    ON    STOWAGE. 


wring ;  and  wben  ihe  cargo  i8  scappled  only,  the  measurement    [STONE 

for  Treight  is  exclusive  of  the  waste  (nr  dressin;:^;  an  equivalent  ahcmld 
W  reckancd  for  ibis  in  the  rate  of  freight.  From  Guernsey  lo  Plymouth 
20  cwt.  to  ihe  ton*  (Jniniie  shipped  at  Looe,  dressed  for  a  dock  at 
Copenhagen,  weighed  7  <?•  ceiil<  again&t  the  ship,  suy  i07  instead  of  100 
ton*  Thcfiame  not  dressed  1121  to  the  100  ion.  On  the  Crinan  Ca&a]« 
14  feet  of  granite  and  whin  millstones  go  for  a  ton  freight. 

850     Limestone.*     A  sloop  carrying  ^  ton  weight  of  rabble  lime- 
stone was  down  to  her  load-line  on  five  occasions,  with  34,  36^  38,  41, 
and  42  measurement  ton  of  rough  granite.     A  sloop  carrying  60  ton 
limestone,  look  on  one  occasion  only  40,  and  on  another  36  measurement 
ton  rough  granite »     Quantities  of  limestone  are  conveyed   from  W«ilsh 
ports  lo  BiJeford,  in  polaeca-rigi^ed  schooners,  which  skilfully  drop  their 
lofty  fore- topsails  when  crossing  the  dangerous  bar,  and  run  to  the  mud 
near  the  kilns.     A  portion  of  tlie  cargo  is  thrown  on  deck,  to  give  a  11 
invvtird ;  and  the  discharge  is  soon  accomplished  by  the  help  of  women, 
shipped  at  Apphfdorc  on  entering  the  Tor,  and  landed  again  on  departui 
Having  the  choice  of  three  ports  of  loading,  six  trijis  are  sumetim 
made  in  a  week.     The  vessels  are  light-handed  and  svorked  by  shares;' 
alwtil  80  ton  are  dropped  each  trip,  and  20  retained  for  ballast.     In  the 
United  Slates,  a  barrel  of  waler-liuie  weighs  300tt). 

96\  In  the  Liverpool  County  Court,  July  16,  1865,  Mn  C,  W. 
PoLLEXFKN,  agent  for  the  Sligo  Sieam  Navigation  Company,  sned 
Messrs.  P'razer  &  Bund,  for  £32  16*.  4d.  freight  and  dues  on  stone 
conveyed  on  the  lOih  and  1 7th  April,  per  steamer  S%o,  Defendants 
paid  into  cnnrt  £22  18**  Ui/»  as  settlement  in  full.  The  difference  arose 
through  one  side  calculating  the  freight  on  the  cubic  measurement,  which  . 
took  into  consideration  the  various  vacant  spaces  which  were  made  by^H 
the  prnjertions  from  the  stones.  It  was  staled  to  be  the  custom  in  Galwuy^^ 
as  well  as  the  aclual  bargain »  to  pay  freight  on  the  measurement  of  the 
stones  themselves.  Mr*  Abbott,  the  shipper,  proved  that  the  amount 
paid  in  was  sufficient  to  cover  the  freiglu  on  this  basis,  Mr.  Sergeant 
W HEELER,  considered  that  there  bad  been  a  positive  agreement  to 
charge  on  the  actual  weight,  and  as  defendants  had  proved  on  tliat 
weight,  he  must  return  a  verdict  in  their  favour. 

1*62  Grindstooes  should,  if  possible,  be  always  slowed  on  their  edges ; 
potsherds,  when  procurable,  nnike  a  good  bed  ;  the  great  object  is  to 
prevent  damage  to  the  edges;  sometimes  they  are  stowed  flat,  one  on  tb( 


*  Tlje  Trinity  Corporation  ordered  WXh  U»y,  1649,  thut  vewek  taking  UmestiHM  i 
t>Allat!t,  not  rier'ofli otf  in  quiuitlty  otie'third  their  r«gister  totmngv,  and  which  |g  not i 
for  Bgrkulturtilf  builtUng,  or  mjumfeLctarmg  pofposm,  he  antm^i  from  papnent  of  \ 


daea. 


STEVENS    ON    STOWAGE. 


546 


trllier,  with  sand  between  to  prev^ent  cliipping.  The  shipper  [STONE 
vends  iulo  the  hold  a  man  who  is  paid  by  the  iijaster.  26  ehaldrons  griiid- 
'siones,  mixed  sons,  iveigli  21  ion,  and  ure  equal  in  bulk  lo  half  a  keel  of 
coal  or  42'^  cubic  feet.  On  the  Crinan  Canal,  !6  cnhic  feet  go  for  a  ton  ; 
same  for  freesiane.  In  the  United  States^  a  ton  of  grindstones  ucij^li 
2,0(X)lb,  Grindstones  vmry  in  size  from  10  to  5Li  inches  in  diauieter,  by 
about  2  to  H  inches  in  thickness ;  they  are  classed  in  eight  different  sizes^ 
tM^dfooU^  according  to  their  dimensions,  us  in  the  following  table  : 


Biam 

Tbick 

No.  in 
Ghald 

Benomi 
nation 

Diam 

Thick 

No.  in 
Ciiald 

1 
a 

4 

in 
10 
14 
21 
28 

in 
2 
2i 

a 

4 

3fl 

27 

18 

9 

ft 
5 

6 
7 
S 

in 
35 
42 
40 
SS 

In 
5 
6 
7 
8 

5 
3 
1* 
1 

Grind  Kione/bof  is  @  inclieB ;  tlie  bizc  is  formed  bj  adtUiig  the  dijimeter  and  \Mck* 
I  together.    Tlias :  n  stone  56  incbes  dinnifiter  hj  Bmch^  thieic,  making  together  64 
ii  an  8'foot  stono  of  8  inches  ench  foot. 


OEIHDiTONES-NlWCASTLE  TOLE, 
^hewing  the  Tnfious  siKes  from  1  lo  B  f&eU  the  weight  of  emch  Stotic  and  etkch  Chaldron. 


Denoml- 
naMon 

Dlam 

Thick 

No»in 
Chold 

Weight  Of 
1  Stono 

1  Ghildron 

a 

in 

in 

1     c»t      B 

ewi      th 

10 

2 

86 

0      I2| 

4      10 

11 

12 

n 

30 

0      22| 

6      15 

16 

2| 

27 

0      48^ 

11      79 

n 

18 

21 

0      67 

12      67 

21 

1« 

0     m 

U      88 

Si 

24 

H 

12 

1    m 

14        6 

28 

9 

1       76i 

15     107 

4i 

32 

H 

6 

2      68i 

15      76 

86      1 

5 

8      781       , 

18      44 

H 

30 

H 

4 

4      84 

19        0 

43 

3 

6    m 

18        6 

49 

li 

9      61| 

14      36 

56 

8 

1 

14      28 

14      28 

Ik 


953  Millstones  vary  in  size  from  6fi  to  72  in,  in  diameter,  by  9  to  1 2  i n. 
thick,  and  are  stowed  the  same  way  as  grindstones.  Yorkshire  Lmidings 
And  Paving  are  stowed  on  edge,  fore  and  afl,  so  as  to  prevent  breakage, 
and  have  an  equal  bearing  along  the  vessel.  At  Odessa,  a  Uusgian 
cubic  aagen  of  cobleslones,  frl  for  pavement,  is  equal  to  343  cubic  feel 
English  I  and  a  sf]nare  sagen  of  hard  thigstoneH,  good   for  footpaths,  49 


32 


M6 


STKVENS    ON    STOVVAUE. 


sc|inire  feuL  Portland  Stone  is  «*ften  taken  on  board  by  means  [STONE 
of  dt'JTirk  and  gear,  wliich  can  be  abtuined  at  the  island.  The  menl 
there  load  ibe  vesjicl,  and  she  hiia  to  pay  out  of  her  frtrgbt  ls.3tL  B- 
tun  for  this  rervice.  Ai  Cbartimuib,  Dursetsbirej  Char  Cement  Stone 
and  Blue  Lias  {ire  sent  olT  in  boiit^  niurkcd  at  the  stem,  stem,  and  sidciki  | 
60  as  to  abuw  the  vveigla  contained;  this  guides  both  the  niercbanl  and 
niasur.  I'be  boats  ure  tested  frum  time  to  time  in  respect  lo  their 
absorpiiiui  of  water,  tuud,  &.c»  and  re-marked  if  necessary.  FoiUflJld 
Cement  is  betonjing  a  great  article  of  exjjurt;  it  ueigbs  UH)  to  llUlt». 
perbusbeL  Chalk,  specifii;  gravity  2*7S54;  a  cubic  foot  I74tt;i;  13  cubic 
feel  nearly  20  cwt. 


PATIKQ  8TQNES^8IZEa  TO  20  Owt. 


Tlikk 

Sis« 

D««crlptioii 

Thick 

SiM 

Yorksliire. .  * .  i  i 
Ditto 

inoheji 
2i 
3 
24 
3 

ft.  »up. 
70 
60 
63 
56 

Granite    ...... 

Ditto    

Ditto 

inches 
3 
6 
7 

; 

ft.  rap. 
54 
27 
23 

Purbcck    

Ditto 

WEIGHT  OF  TOBK  PATTNOS,   PEB   BQUAEE  FOOT, 


I 


2  mclic« 26  Ift. 

2i      , 321b.6oz. 

3  ,,       39!t., 

3j      , , 45  lb. 


4  inches 62  lb. 

41 5ti  th.  5  OS. 

5  , 6511» 

G        , 78Ib 


954  Marble  ir*  blocks  should  be  slowed  on  tlie  flat  of  the  floor,  in 
ibe  middle  of  the  vessel,  taking  care  V*  have  good  dunnage  so  as  to 
prevent  other  portions  of  the  cargo  (rom  damaging  it.  Some  merchants 
consider  ihat  slabs  of  marble  are  more  safely  carried  when  stuck  together 
with  Plaster  of  Paris.  At  Leghdrn,  wrdught  maiblci  and  ttiatuary  are 
measured  by  the  paluias,  and  tlie  rougli  jmrts  (like  granite)  make  the 
tonnage  for  freight  wry  heavy,  but  as  ihe  exports  there  consist  usually 
of  light  goods,  the  shipment  of  a  few  additional  ton  of  marble,  may 
be  couvenient  for  trinmiing.  All  packages  and  eases  should  he  stowed  * 
with  die  right  side  up,  or  breakage  may  take  place.  When  loading  nfl 
unloading,  proper  guys  slionld  be  used^  for  if  the  slings  catch  against] 
the  combings  of  the  hatchways,  the  cases  will  instantly  slip  through 
and  their  contents  be  broken  to  pieces.  English  marbles  are  more 
brittle  than  Bardilla  or  Carnia;  a  ion  of  the  latter  admeasures  12l  cubic 
feet.  On  the  Ciinan  t'annl,  a  ion  is  12  feel.  No  goods  of  a  s^r*  a.«i>- 
naiure  or  in  ary  wnv  liable  to  kakj  should  be  placed  over  or  near  inarblts;] 


STEVENS    ON    STOWAGE. 


547 


drops  of  oil  will  spoil  a  fine  slab;  great  aUeiaton  is      [STONE 

required  u>  thh  fact  especially  when   leading  at  Legbom  anil  Genoa, 

where  marbles  and  o'lh  are  froquently  slowed  in  ihe  same  bold.    Kough 

blocks  and  si  fibs,  alii|>pcd  at  Legliorii  in  December,  1858,  were  stained 

aud  damaged  by  bark  stowed  on  the  marble.     Sugar,  especially  if  damp, 

is  exceedingly  injnriaus.  Tlie  expectoration  from  those  who  nae  tobacco 

very  detrimenial ;  indeed  its  use  ouglil  to  De  prohibited  while  receiviog 

»r  discharging  marble.     Water,  especially  salt-water,  will  create  stains, 

and  if  water  enters  packages,  the  nails  will  rust,  tin:?  straw  become  rf>tten, 

and  the  contents  rendered  valueless  ;  onk  and  mahogany  shavings  when 

wet,  greatly  discolour  nmrbleH.     IMaslers  have  been   cantioned  against 

ligniiig  bills  of  lading  at  Ijcghorn,  oiherwise  than  *'  to  be  re-measured 

It  port  of  discharge,  and  freight  paid  accordingly."     r^Iasiers  may  lose 

or  10  J^  cent,  freight,  unltrSH   they   nse  this   or  some  otfier  means  of 

pcuriiy*     A  master  asks  the  Gaze  fie,  Frb.  10th,  1866.     I  cliariered  my 

Vessel  at  Leghorn  to  take  cargo  of  general  goods^  including  a  certain 

luantity  of  marble,  in  blocks,  for  Bristol.    I'be  Btevedore  employed  was 

dished  compulsorily  by  my  merchant^  and  was  cnusidered  a  proper 

!  competent  person,  and  was  paid  by  me,  but  at  the  rijik  of  the  ship 

when  luaded*    I  obtained  from  him  a  ecrtilicate  that  the  cargo  was  stowed 

in  a  proper  maunerj  according  to  tlie  custom  of  the  port.    On  discharging 

It  Brisitd,  it  is  found  that  two  scantlings  of  marble  are  broken,  and    the 

unsignee  insists  on  deducting  t^IO  \2s,   from  my  freight,  alleging  that 

Jje  breakage  whs  through  improper  stowage.     The  blocks  when  shipped 

ippearrd  in  good  uvder  and  condition  ;  but  further  than   that  I   know 

Huthing.     The  Editor  npswers :  If  the  stowage  was  expressly  reserved 

be  ut  "the  risk  of  the  ship,*'  and  the  master  took  **  no  further  trouble 

Kont  ihe  stowing  of  the  cargo  than  to  know  nrahing  further  about  it," 

ban  that  "  it  appeared  to  be  in  good  order  and  condition  when  shipped," 

btf  i»bip  is  liable  if  the  breakisge  turni  out  to  have  accrued  from  bad 

towogc.     l*he  mere   enifdoyment  of  the  shipper*s  stevedore  does  not 

Bccessarily  exonerate  the  ship  from  the  cimsetprt'nce  of  bad  stowage. 

95^    Emery  stone.     Nisi  Prius,  April  *2t>,  1  Ki  I .     Levant  M  inkral 
-o,  V,  Sheers.    An  action  lo  recover  £  1 20*  Plaintitl's  shipped  at  Smynia 
107  ion  emery  on  board  the  Afie^ro,  which  was  pat  on  the  bottom  ;  on  it 
defendant  placed  some  loose  boards  ft*r  the  reef|nion  of  a  quantity  of 

I  cases  of  liquorice  paste,  which  Itaving  become  healed,  melted  and  Bowed 
jinwn  between  the  hoards  upon  the  stone.  On  arrival  in  London,  40  ton 
■ppeared  to  have  been  considerably  damaged,  and  was  sold  at  a  loss  of 
Kd  IP*  ton.  K'^perimenls  were  tried  by  Imt  water  and  burning,  but  not 
pith  [lerfect  success.  Defendant  eimteuded  thai  the  4'30  paid  in  was 
Wl  for  w  hieh  he  was  liable,  because  the  damage  might  have  bef*D  reduced 
hy  sftinralion.     It  was  admitted  that  plointi  Js  were  entitled   to  recover 


STEVENS   ON    STOWAGE. 


the  acltial  (lirmft*;e  suslained,  WitntsBes  fur  defendant  dialed  [STONE 
llittt  hy  imniersiiig  ihe  hionc  [n  cold  water  fur  slion  periods,  in  bome 
cases  half-an  hour  only,  the  liquoricts  completely  disappeared,  am 
that  ihh  proci*Si{  might  be  carried  on  ot  an  expense  of  5#.  ^  tonJ 
During  ihe  trial  a  piece  of  stone  covered  with  liquorice,  and  producw 
by  ihe  jilaintiilR,  was  placed  in  a  pail  of  waler  in  ihe  coyrt,  and  upon  ius 
beinf^  taken  out  two  hours  afterwards,  the  stone  was  almost  clesin, 
wiihout  scruhhing  or  friction.  Damages  £50  above  the  amount  £30, 
paid  into  court. 

9(}B  Slate  is  as  brittle  as  enrthennare  and  requires  equal  care;  il 
should  never  be  sliipped  in  wet  weatber;  hlaie  ought  to  he  stowed  on  its 
edges  and  kept  in  that  position  ;  when  flat  it  will  he  very  liable  to  break- 
It  must  be  slowed  athwart  and  not  fore  and  aft,  othcrvfise  when  the  ship 
pitches,  great  destuiciion  must  ensue,  besides  which,  if  slowed  fore  am 
afl,  and  the  slate  settles  wedge-fashinu,  the  sltip*s  sides  must  sirai 
With  general  cargo,  slate  should  be  stowed  on  as  level  a  aurfare 
possible,  which  with  coal  or  ballast  can  be  easily  arrang<'d.  The  grouni 
tier  with  edi^es  down,  and  fore  and  aft*  right  ath\^art  the  hold,  the  lougers 
carried  fore  «u'  aft  to  the  extent  required  for  containing  the  qnanlity  l» 
"be  shipped,  care  being  taken  to  keep  the  edges  level  Tbe  next  ridiii 
tier  should  be  on  their  flat,  and  so  on  alternately ;  the  flat  iters  should 
be  as  shallow  as  is  consistent  with  the  strength  required  to  resist  the 
weight  of  the  over-lying  uers,  wiihont  breaking;  the  object  for  slowing 
a  flul  tier  alternately  is  to  prevent  the  upper  from  wedging  themselves 
down  by  the  working  of  the  ship^  among  the  lower  tiers,  by  which  they 
would  be  broken.  Some  use  only  thin  plank  or  strips  of  wood  for  a  flnl 
tier.  Stow^ed  can^fidly  this  way,  »traw,  which  is  frequently  used,  is  not 
required.  At  Calcutta,  on  opening  the  hatches  of  a  ship  from  England, 
her  bold  was  discovered  to  be  full  of  a  dense  steam,  the  heat  from  winch 
compelled  the  crew  to  retire  for  some  time.  Part  of  her  cargo  consisted 
of  slate  packed  with  straw,  so  wet  originally  that  there  is  little  doubl  the 
ship  would  have  heen  destroyed  had  the  weatber  detained  her  longer  at 
sea.  Slates  will  not  bear  heavy  cargo  on  them,  Flooring  slates  (slabs) 
are  stowed  on  tbeir  edges.  For  the  Australian  eoloniea  and  America, 
slate  should  be  packed  in  boxes  containing,  say  ten  dozen  in  each,  and 
large  slabs  should  be  enclosed  in  rough  wooden  cases,  to  presence  the 
coruer*^  and  edges.  Little  else  but  iized  (squared)  slate  is  ever  exported 
from  tlie  West  of  Hngland — a  cargo  of  scantlings  being  very  rare, 
Quauiiiies  are  sent  ihence  to  France  and  Germany;  scarcely  any 
Amtrica.  2 1  ton  of  slale  occupy  a  space  t>f  567  cubic  fee*,  or  two-thi 
ol  a  keeh  On  the  On  nan  Canal^  BOO  slates  sizeable,  go  for  a  ton 
A  superficial  foot  of  slate  slab,  one  inch  thick,  weighs  I4tb. 


i 


STEVENS    ON    STOWAGE. 


649 


STONE, 
WEIGHT   ANB   SIZEB   OF   CILAIOLE   SLATES, 


Description 


I 


PriQceitftcs  . . .  * 

]>QcheHS««  . , . . 

Comit^Mes    . . 
Tbcoonteiaes 

Ladiee    ,,.... 

Sin«a  Ladie» 

I>ott1)let 

R«g» 

Scontlo  .•«... 


Size 

iBt  QdaUtr 

find  Qaallt; 

Attngis  wei^fht 

£»ti2tuited 

Afertgo  wtiglit 

inehM 

cwl 

ftq. 

6Wt 

80x  15 

115  «v  1,200 

161^1,200 

28      M 

97     1,200    , 

14*      1.20(J 

26      13 

82     1,200 

in      1/iOO 

24      14 

76     1,2(XI 

12i      1,200 

24      12 

65     1/200 

11        1,200 

801^1,200 

22      12 

69     1/200 

H      1^200    , 

70      1,200 

22      11 

64     1.200 

9        l/M) 

65      1,200 

20      10 

43     1,200 

7f      1,200 

51      1,200 

18      10 

89     l,2fXJ 

6|      1,2(M» 

47      1,200 

18       a 

35     1,200 

A        1,200 

40      l,2f»0 

16        9 

28     1,200 

6*      1,200 

33      1,'Sm 

16        8 

25     1,200 

4j      1,200 

m     1/200 

14        8 

21     1,200 

4        1,200 

25      1,200 

14        7 

W     1^200 

3i      1,200 

23      1,200 

12        7 

13     1,2(K> 

21      1,200 

Yofloiu  lizet* 

17  doe.  ^  ton 

20  d02«  ^  ton 

— 

13  owt.  ^1,000 

iir  1.000 

100  feeiot  l^'inch  flooring  weigb  about  1  ton.    An  aUowEUice  being  niftde  li  the  time 
iL  to  eoTcr  tbo  ordinary  breakage,  no  fortlier  uliowancD  will  ho  mudf)  for  any 
i^md  the  slate  when  shipped  in  at  the  riak  of  the  purt'hft»er.     Shipping  charges 
li*:.  t*  Toil,  ilaba  U,    The  weight  of  alale  from  the  great  Sonth  Dfivon  Qaorriea,  near 
Ifjbridge,  U  between  that  of  the  Petabole  and  Btmgor,  not  being  so  heayy   u  the 
!  aUte, 

WHGHT  AHB   SIZES  OF  BAKGOB  8LATE8. 


H 


BenominatloD  of  Slates 

SLeea 

1 
Beat 

Blue 

2 

3 

Qrooa 

PHnces8#8  * ..•*.*****•• 

indie* 
24x14 
24     12 
22     12 
20    10 
18    10 
18      0 
16     10 
16      8 
14      8 
13      7 

cwt 
76 
60 
55 
40 
96 
34 
SI 
25 
22 
16 

65 
81 
70 
63 
47 
44 
42 
88 
25 
20 

cwl 

100 
90 
60 
55 
68 
GO 
87 
83 
25 

«wl 

81 
70 
53 
47 
44 

4a 

88 
25 

20 

IVQchedttcs       .>«<****      ••■>**§* 

March  iunettes 

Counteaiiea       ,«•* .....««« 

Bmall  Conateaaea 

WidtiLitdies 

Ijarge  ditto     .......••i**.*i«,» 

Smidl  ditto     , ....♦* 

Large  Doablea   .   .......t...^*t« 

Ai  ao  allowance  of  80  ilatot  over  in  every  thooaand,  and  one  «wt.  in  erery  ton,  la  mad* 
at  Bangor,  to  cover  breakage  at  the  time  of  ahipment,  the  pnrt  haarr  nowi'r  paying  for  any 
csoeaa  he  may  receive  beyond  theqimntity  invoiced,  viz.  l,2tX>  totho  Uiot]»ajiJ,  and  20owt. 
to  the  ton,  no  ahutctnt^nt  or  farther  oUowancti  is  mndtii  for  an;  dti^ency  or  breakage,  that 
loaf  oeeor  in  ahipment  or  otherwise.    Shipping,  Kk/.  \p  ton,  idaba  li*  4d, 

for  titter  of  icJtool  ilateii  me  itationeiy. 


STEVENS    ON    STOWAGE. 

f»57     STOPPAGR  IS  TRANSTTU.     This  expression  means  tl 
llie  unpaid  sclhir  or  the  consignee  of  goods  bus  a  right,  on  iLe  bank- 
rnptcy  or  insolvent;j\  or  approuching  banlirujjtcy  or  insolvency  of  the 
purchaser  or  consign ee>  to  couTUcrmand,  before  or  on  arrival  at  the  place 
of  destinutioOj  delivL*ry  of  these  goods  to  that  purchaser  or  consignee. 
Into  ih«  general  principles  on  wlricli  n^bl  is  ftinoded,  and  lo  the  many 
questions  which  may  arise  out  of  the  exercise  of  ii^  the  shipowner  or] 
shipmaster  docs  not  require  to  enter.    The  master  is  merely  a  eommon] 
carrier;  and,  by  bis  bill  of  ladiir?^,  be  has  undertaken  to  deliver  ihe 
gnods  10  the  person  named  in  it,  or  kis  asxi^nSf  that  is,  to  ibe  party  to 
whom  he  has  lei^ally  trans fciTed  bis  rights  under  it ;  or  tlie  bill  of  lading 
IS  taken  for  delivery  to  the  order  of  the  shipper,  hiTnself>  or  to 
or  order,  or  asxif^tis;  and,  in  these  cases,  the  master  can  only  deliver  lo| 
the  party  to  whom  ibe  sbipj^er  has  duly  endorsed  the  bill  of  lading,  ori 
who  holds  it  from  the  shipper  with  a  blank  endorsementr 

958  When  the  ship,  on  hoard  which  the  ^oods  are»  has  to  perform 
qnaraniine  before  entering  her  port  of  desti nation,  and  the  goods  have 
to  be  purified  before  being  admitted, — the  transilus  continues  until  qua- 
ran  tine  be  performed  ;  and,  therefore,  during  llie  performance  of  it,  the 
seller  is  in  lime  to  stop,  and  this  right  will  i!ot  be  defeated  by  any  act 
done  by  ihc  buyer  during  thai  time.     When  the  ship  has  arrivid  at  her] 
port  of  dcslinationj  and  tomplcle  dcllvtry  of  part  of  an  entire  cargo  or 
parcel  of  goods  is  made  to  the  consignee,  without  any  intention  on  the  - 
consignor's  part  to  retain  the  rest,  this  is  held  lo  be  a  complete  deliveiy 
of  the  wlnde,  so  as  to  terminate  tlic  irainitus,     As,  wbtre  a  cargo  of 
wheal  was  shipped  and  bills  of  lading  taken,  deliverable  to  the  buyers,  | 
and  a  bill  drawn  and  accepted  for  ihe  whole,  and  the  buyers  sold  the  ' 
wheat  to  a  third  porly,  and,  on  the  ship's  arrival,  the  cargo  \vas  entered 
at  the  cu8tom*honse  in  the  name  q{ hh  agents,  wlio  took  out  800  bushels 
on  his  account;  but,  on  the  failore  of  the  (irst  buyers,  the  original  sellera 
gave  notice  to  the  master  lo  stop  delivery :— it  was  heldj  however,  thaiJ 
the  irauniim  was  ended,  by  the  delivery  of  the  800  bnshelb,  which  must  1 
be  taken   to  be  a  <lclivery  of  the  whole,  no  intention  appearing,  either 
previous  to,  or  at  the  lime  of  the  delivery,  to  separate  part  of  the  cargo] 
from  the  rest. 

959  STORES.  Spars  and  other  articles  necessary  tor  a  ship's  nse  ^ 
are  exempted  by  the  Customs'  Consolidation  Act.  1853,  from  any  gen<«riil 
expression  as  cargo.  A  ship  is  allowed  to  carry  as  stores,  one  spare 
B[>ar  of  each  sort  she  requires  to  use,  which  are,  or  should  he,  reported 
in  the  *  manifest,'  under  the  bead  of  stores.  The  larger  descriptions, 
such  as  lower  masts  or  bowsprii  jncces,  are  seldom  carried  except  by  ihe 
homeward' hound  in  the  timber  trade,  which  usually  avail  themselvea  ( 
the  opportunity,  independent  of  the  cargo. 


STEVENS    ON   STOWAGE. 


^51 


060     STRAW  PLAIT,     Bill  of  Lading.     Cornnion  Pleaa,  N«v<  9, 

57,  Czech  i\  the  General  Steam    Navigation  Co,    Tbiy   was 

aclinn  irietl  before  iMr.  Justice  Byles,  when  a  verdict  was  found   for 

plaiiitiiT — damages  £26.      A  rule  niu  having  been  obtained  to  set  aside 

ihe  verdict  and  enter  il  for  the  defendant,  or  for  a  new  uh\l,  on  the  ground 

that  there  was  no  negligence,  and  that  the  verdict  was  against  llie  weight 

of  llie  evidence,     Plaintifl"   had    shipped   three  hales  coutiunio;^  straw 

^oliiil,  on  board  one  of  defendants*  Rtcamers.     They   were  safely  put  on 

^Hfoard,  but  were  found  damaged  by  oil  and  dirty  water  on  delivery.     It 

^Hraa  surmised  thai  the  damage  hitd  arisen  from  the  leakage  of  some  oil 

^Pbeed  to  lubricate  a  donkey  engine  on  board,  and  it  was  contended,  there 

fore,  that  ihe  damage  arose  fnun  defendants*  negliiience,  and   tliai  they 

I  ere  responsible,  and  the  jury  took  this  view.     For   defendants  ii  was 
intended   that  the  goods   were  shipped  ander  a  bill  of  lading  which 
vcepted  (heir  ImbUihj  from  all  damage  hif  machitten/^  toil^rs^  sleam^ 
mk'a^i\  and  arcidenis  of  ihe  seas  or  rivers ;  and  that,  whatever  damages 
ad  happened  lo  the  bales,  it  came  within  one  or  oiher  of  the  exceptions 
a  the  hill  of  lading,  and  they  were  not  responsible. 
The  Chief  Justice,  said,  as  to  the  llrat  point,  ihiit  the  verdict  waa 
gainst  the  wt'ighi  of  ilie  evidence;  ihe  learned  judge   who    tried    the 
use  had  intimaied  that  he  was  not  dissatisfied  wiili  the  verdit!tj  and  the 
Court  were  not  disposed  to  disturb  il  on  thai  ground.     It  must  he  taken 
lljal  ihe  jury,  after  bearing  evidence  on  both  sides,  had  prupurly   found 
ibeir  verdict.    It  was  llien  contended  thai  the  wt^rds  in  the  hill  of  lading 
^B^cepting  from  liahiliiy  excluded   the  defendants    from    responsibiliiy* 
^BDn  thtil  point,  assuming  that  there  was  negligence,  he  thoughi  ihis  case 
^Bras  not  to  be  distinguished  from  that  of  "  Phillips  t\  Clarke,"  in   I 
^^C  B.  ReporlSf  where  il  was  held  that  a  shipowner  was  not  relieved  ftora 
responsibility   fur  leakage   wliere   by    the   bill   of  lading  damage   from 
•*  leakage  *'   was  a  liability  he  was  to  he  exempt  from  when  the  leakage 
was  occasioned  by  his  own  gross  negligence.     The  further  case  referred 
to  in   the  argument,   of  **  O  it  lop  y,  Bri.scoe,*'  in   the  Privy  C«mncil, 
distinctly  held  the  owner  to  be  liable  in  a  similar  case  where  the  leakage 
was  occasioned  by  negligence  ;  and  lliis  Court  liad  held  the  i^ame  in  a 
^Keaw  *' SviKW  V.  DoDrisoK,"  where  cuttle  damaged  and  killed    by   the 
^sWdling  of  a  vessel  at  sea  ht)d  been  sough c  to  be  recovered  for,  with  a 
provis^ion  that  the  owner  should  be  exempt  from  liability  for  such  losses^ 
where  the  rolling  of  ihe  ship  was  shown  to  have  been  ocensioried  by  his 
I       negligence  in  noi  having  the  ship  pr<>perly  b;illa9led,     Tlie  jury  had 
^Kdctrnnined  the  question  that  there  was  negligence,  and  ll  nuiht  be  taken 
^■Miat  the  damage  was  occasioned  on  board  ship  by  the  negligent  upseiiing 
^^pf  tome  oil  can ;  and,  thereforei  on  tbe  true  construction  of  the  bill  nf 
^^ladingi  the  defendants  were  not  absolved  from  the  consequence  f/f  tbcir 


552 


STEVKNS    ON    STOWAGE. 


negligence  by  ihe  exceplious  provided  against.  [STRAW  PLAIT 
Rule  ioT  new  irial  refused.  Slapowoer  made  liablej  notwithstanding  a 
supposed  protective  clearance  in  bill  of  lading* 

m\     SUBSTANCRS    SOLUBLE   IN   WATER,   and   therefore" 

capable  of  receiving  injury  and  of  causing  injury  ; 


Aloei 

Alum  eake^or  aulpbiiAte 
of  alnmmii 

Aeotftte  of  limo 

Acetate  of  lend,  or  su- 
gar of  l«ad 

Acetate  of  copper 

Acetate  of  ^oda 

Ar9etiic  or  ai'seneotu 
acid 

Argoloa,  or  tartrfttei  of 
yotBkxh 

Aiumonia  car1l>ntiate 

AmmouU  Hulplmte 

Ammonia  muriate^   Of 
6id  HumiotiiiiC 

Alkali  or  soda  aah 

Barilla 

Bleuchlng  powder  or 

chloride  of  lime 
Borax  or  tincal 
British  gum 
Bradl  wood 

Catechu 

Citric  acid 

Copperas  or  sulphate 

of  iron 
Cre-am  of  tartar 
Coffee 
Chocolate 
CMoride  of  Aoditim  or 

commou  aalt 
Chloride  of  potash 
Cmnphor 
Candy  sagar 
Candied  Iruita 
Cautharidea 
Copper    Hnlphatc   or 

blue  vitriol 

Divi  divi 

Epsom  ludla  or  snl- 
phite  of  maguedia 


Galls^  nut  Aleppo 

Gamboge 

Gtjlutme 

Guamo 

Gum  orabic^    1'ragA- 

OARth 

QI«nl>er  salts  or  sol- 
phaie  of  soda 

Gum  BritiAli  or  dex- 
trine 

Gunpowder 

Honey 
Iceland  moHfe 
Iron  sulphate,    coppe- 
ras or  green  vitrol 

Kelp 

Lead  acetate  or  sugar 

lead 
Lime 
Lime  acetate 

—  chloride 

—  superphosphate 
Liquorice 

LitinuM 
Lucifer  mAtchei 

Magnesia,  imlphato  of, 
or  Eptiom  Halts 

Natron  or  crude  soda 
Nifrate  of  pot&ah, 

Bolipetre 
Kilrate  of  sodft^  nitre, 

cubic  nitre 

Oak  bark 
Opium 
Oxolleiiioid 

Oxalates  of  potoah  and 
soda 

PearlaHh 
Potaah 

—    carbonate 


Pota^*  chlorate 

—  aulpbat*;   or  ^al 

euixnm 

—  biohromj|,t>e 

—  pmteiftte 
Phosphate  of  aoda 

Quick'Ume 
Quinine 

Bhubarb 

SalpruueUa  (saltpetre) 

Salt,  common,  or  chlo- 
ride of  sodium 

Sal  ammoniac  or  mtui- 
ate  of  ammonia 

Soda  ash  or  alkali 

Soda  carbonate 

—  bicarbonate 

—  aulpbate  or  aali 

cake 
Snnff 
Soap 
Sugar 

Tartar,  cream  of 

—  aalia 
Tartaric  Acid 
Tea 

Tincal  or  crude  borax 
Tobacco 
Trona  or  crude  aoda 

Vitriol^  bluef  or  sul- 
phate of  copper 

—  green  or  sulphat« 

of  iron 

^-  while  or  anlph 

of  zinc 

Verdigrii 

Yeast,  Qennaa 

Zine,  Hulphaie  or  whit« 
ritriol 


962  SIjCCADFlS,  Ginger  and  various  tropical  green  fruits  pre- 
served in  s^rup,  usually  pat'ked  in  jare  and  iheu  placed  in  cases  having 
framework  inside.  As  the  jars  are  generally  full  and  liabW  lo  leak,  they 
shonld  not  be  placed  near  any  goods  wliieli  niay  be  injured  by  ibe  syrup; 
the  cases  are  very  fragile  and  require  niucli  c^ire  in  handling  Bofnbay 
ion  50  cubic  feeu 


^^^^^^^STRV^S    ON    STOWAGE,  ^^^^55^^^H 

^K     963     SUGAR 

.     The  first  column  in  the  table 

below  shows  tbe  chief           ^| 

HHpiles  of  export ;  column  (2)  ilie  packages;  (3)  llie  seasons  of  sliipniont;            ^| 

HI  (4)  the  chief  loonths  of  E^hiptnent  in  ttiose  seasons. 

■ 

■ 

WEST   mBIES. 

(2) 

owt                       cwt                    cwt 

(3) 

w 

I 

F 

Brituh ;    Jamjuca 

Trinidail      

Barbadoes  .....* 
Antifloa  &  Tobago 

Dondiuca    

Grenada 

St.Vmcent     .,.. 

8t.  Lucia     

8tEitt«andK«Tia 

lihd    18        tierc«     12     burrel     2 
hogisbeads  lar^e,  trusg  l(t  to  42  inch, 
kbd    17         tierce     lOdotl'bafis'i 

—  16             —       10    barrel     2 

vmrioisft  cftHka 
hJid    16         tiertje     10     barrel     2 
hhd  rather  Boiallt  usually  well  &Med 
hhd    14         lierce      B    barrel     2 

—  15            —         8        *-        2 

Feb  to  Aug 

March 

to 

the 

end 

of 

August 

ditto 

ditto 

Ap  to  Jun 
May  to  Jul 
Ap  to  Aug 

dittci 
Jan  to  Aug 

ditto 
Jan  to  Sep 

ditto 
Janto  Aog 

1 

ta 

t„„^*  Martinique 
i''^«^Guadal'upe 

—  14            -_         7        _        2 

—  14            —                             2 

ditto 

ditto 

I 

P 

L 

r                Coba      ,, 

*»"*•**  MatanERi.. 
PortoBico 

^00            _        0        —        0 
hhd  1300  rb ;   fly©  boxet  about  a  ton 
hlid  12,  tierce  8,  barrel  2,  hot.  4  cmt 
bhd      ctctt    barrel       ewt 

to  Attguit 
Mohl  to 
July  81 

AptoSep 
Mayd^Jim 

1 

I 

B.AKEH1CA 

H 

1 

j^^KSkT: 

hhda  large,  truBE  40  to  42  incbe§   . . 
hhd  18,  Lierce  12,  brb  &  bag)»  2  cwt 

nearly    all 
the  year 

DeetoMeh 

^1 

r^ 

hhd           ewt 

ditto 

Oct  to  Dee 

^1 

^ 

Br%l  Bahift  Maceio 
Maroim  Pnunbuco 
Paraiba    .,, 

J  chestB  15  to  23,  casea  B  to  10  cwt 
and  tirillod  calico  bag*  1|  ctot « , 
bagii  ii  €ict 

October  to 

May 
No  to  Mch 

JantoMeh 
Jan  ^  Feb 

J 

1 

EAST  INDIES 

1 

^H 

1 

British;  Penrng., 
B«iigal,  cane,  date 

Oebali 

double  ftrasi  mats  4  to  |  ctrt  ..*.*« 

iow,  matB  dt  bags  I  to  3  <r,  20c  89  c/t 

ffurpattah^  baj^a  1  f  to  2  ciot  .»,«*... 

manu/diCtor!/  dostd 

bags  1  j  ctct 

loWf  mats  A'  (funny  bags  1|  to  2|  ewt 

double  gnnnifi^  1631b 

double  mat«  1151b  gro^^s,  112  net 

tierce  7  to  9i:.  in«t«  or  vaca^  1  36  c.  gr 

large  bag;s  1|  to  2  ewt 

Oc  to  Mch 
Oct  to  Jan 
Mhto  Aug 

ditto 

Feb  to 
Jan  to  Sep 
DcttoMch 
Nov  to  Feb 

Dec  to  Feb 
ditto 

ditto 
ditlo 

1 

Coadpore  Eenarefi 

Mhdtfksi    , » 

Btmlipatam    .... 

Stn^iipnre 

Manritiua    ...... 

PortNatal 

1 

Ih'   China,  8iam 
rv!^»  Manilla ... . 

PKiltipine  ialaadji 

bags  about  1  curt 

bagu      Jfe  ;  brnidlen      tb ;  hbd      e. 
box      r;  ttrtclaffedy  mti    It»  bag     tb 
bags  &6  to  iritb 

OflttoMcli 
Oct  to  Aug 

^^H 

F 

Dutch  ;  natarta  . . 
Jara,  8ourabaya. 

basketfi  6  to  6  c.   cannistera            tb 
baaketn  3  to  6(7.    tare  20  to  SUtb 

nearly   aU 
the  year 

B 

French;   Boorbon 

bags  about  1|  cwt 

Bep  to  Apl 

^1 

BandwicbUlanda. 

ditto  and  bannpla  9  to  4  ewt,  eMelly  to 

W  Coast  of 

N  America 

H 

SUBOPE 

H 

Praac« 

Germany     •..*.. 
H<»Uaiid  ..  ..... 

Be\^nm      ...... 

thin  li«mp«?n  bag§  2  ewt,    tAre  3tb 
cA»k»  nboat  ^ZcuH    tare  actual 
CHiki  nbotit  lOewt 
thin  kempon  bagi  2  cwt  tare  8Ib 

0«ttoMch 

auto 

ditto 
ditto 

NovtoJan 
do 

do 

do 

1 

1 

MUertd  a»  ^atimtrt'  HtdL 

lA 

_ 

^«54 


STEVKiVS    ON    STOWAGE. 


964  FreECh  beet-root  sugars  arc  of  a  very  fine  sort,  packed     [  8UG  AE 
in  ibin  hempen  bags^  aboiu  2cwt.  each ;  tare  3tb.  shipped  mostly  from 
Dunkirk,  Havre,  Caen,  and  Nantes.     From  Germany  rhe  shipments  ai 
in  casks  of  about  lOcwt;  tare  actual.     Many  ib^jusand  tons  of  forei: 
reBned  sugars  in  loaves,  are  import ed  annually  into  Great  Britain   fn 
France  and   Holland;  generally   in   small   vessels  of  1 00  tun   burtlin 
Great  care  is  required  in  having  suflScient  wood  dunnage  belaw ;  li 
loaves  are  packed  loose  with  straw  throughout.     The  least  wet  or  dam] 
injures  them  seriously  ;  it  is  therefore  impossible  to  lake  too   much 
even  in  light  staunch  ve8.sets.     In  addiiion  to  being  kepi  dry  and  Un- 
broken, the  loaves  should  be  landed  in  a  clean  condiliun. 

965  Sugar  was  formerly  bo  heavy  that  ships  could  not  take  a  ful 
cargo;  the  progressof  refiuiiig  has  altered  this  condition  of  circumstan< 
BallaBt  is  unnecessary  if  the  ship  be  light,  excepting  with  sugar  in  box* 
which  stow  more  compactly  in  the  'tween  decks  than  on  the  skin,  am 
are  liable  to  make  the  ship  cjiink*  Dunnage  not  less  than  six  inches  01 
the  Hoot  and  0  in  the  bilges,  carried  well  up ;  it  s^hould  be  covered  m 
mats  fc*r  bogs,  to  preveut  the  loose  sugar  from  being  wasted  among 
dunnage;  see  dunnnge.  To  get  two  or  three  heights  uf  hogshead*  ii 
low^decked  vessels,  the  dunnage  is  scnnettmes  diminished,  but  ibia  is  at 
the  ship's  risk.  When  the  entire  shiptnent  consists  of  sugar,  the  bogs- 
beads  of  ihe  ground  tier  me  jilaced  close  togetlier,  fore  and  aft,  with  strips 
of  board  up  and  down  the  ceiling;  after  which  every  hogshead  is  dni; 
bedded  and  chocked  with  billets  of  wood,  and  the  riding  tiers  stowed 
the  same  manner.  Not  unfreqnently,  where  a  third  height  cannot 
had,  it  is  usual  to  make  up  the  balance  of  cargo  with  bags,  barrels, 
boxes  :  ihis,  however,  must  depend  upon  the  luatincr  in  which  tlie  sui 
is  shipped  from  the  port  of  loiuling.  When  logwood  is  cut  in  ibe  hold 
for  dunnngc,  the  saw-dust  should  be  carefully  removed;  if  welted,  ii 
colour  will  seriously  injure  sugars  and  other  goods.  When  coker  ntil 
logwood,  sapan  wood,  pi  ass  av  a,  canes,  &c.  are  used  as  dunnage^  an 
carried  at  a  low  freight  in  consequence,  tare  should  be  taken  to  have 
the  words  *'  may  be  used  iis  dunnage"  inserted  on  the  bill  of  lading*  or 
the  Bhip  will  be  liable  for  any  damage  sustained  by  such  articles. 

^66  Sugars  in  casks  are  mostly  Muscovado  sugar,  i>.  partially  drained 
of  their  syrups;  by  drainage  in  transit  thuy  not  nn frequently  lose  16 
^  cent*  of  their  weigh L  Clayed  sugars  are  packed  in  boxes,  cases,  and 
chests,  principally  in  boxes;  the  syrups  having  been  more  perfectly 
separated  from  them  they  are  but  little  liable  to  loss  of  weight  in  transit 
Some  uii clayed  sugars,  such  as  unclnyed  Manilas,  low  Bengals,  Madra; 
and  Khaurs,  are  packed  in  mats  and  bags;  kliaur  i^  an  inferior  article, 
litlle  better  than  molasses>  and  may  lose  30  Jp^  cent,  through  drainage. 
Syrup  sugars  should  be  stowed  below  eveiy  oiher  part  of  the  cargo,  and 


rips 
ul|^ 

)Id  ^ 


STEVENS    ON    STOWAGE. 


555 


m 

^ 


as  ne«t  the  ptitnp-well  as  possible,  that  the  (Iraina.^e  may  be  [SUGAR 
[^dniwn  off  more  freely  from  the  ceiling.  With  al!  sugar  cnrgoes,  some 
TO  vision  is  necessary  fur  ill  e  ready  access  of  drainage  to  the  limbers; 
experienced  masters  open  the  lower  pari  of  ihe  pump- casing  IVilI  a  qnarter 
of  an  inch,  and  hore  hole«  in  the  skin,  but  not  in  the  shonblers,  for  ihe 
bilge  wnters  lliere  would  fly  up  when  the  ship  lurched,  and  do  serioui 
injury  to  cargo.  Some  \vooden  ships  belonging  to  Messrs.  Scrcttton, 
Sons,  &  Co.  of  liondon,  are  provided  with  two  tanks,  each  about  a  foot 
square^  formed  of  f-lead,  and  fitted  usnally  near  the  pump-welK  One 
is  placed  each  side  (he  keelson,  between  which  and  the  keel  is  a  pipe 
cominnnicnliiig  with  both  wells,  which  are  fitted  so  oa  to  admitafree  run 
of  bilge  ivarer  below  iheni.  The  lead  forming  the  sides  is  bnmglit  out 
aver  the  skin  on  \vhich  it  is  fastened.  The  Sjhip's  skin  is  caulked,  and 
thus  all  the  dnjinuge  runs  lo  the  wells  which  are  provided  with  lead  pipes 
running  up  lo  a  copjier  pnmp  (sometimes  two)  screwed  into  the  deck, 
Hy  this  means  all  the  leakage  of  the  sugar  is  brouglit  up  ant!  dejjosited 
in  spare  puncheons;  in  a  ship  of  371  litn  rcgistrr,  laden  at  St,  Vincents^ 
as  much  as  would  fill  3U  puncheons  has  thus  been  saved  ;  15  to  20 
puncheons  is  the  average.  The  heels  of  iron  pumps  are  soon  destroyed 
hy  sugar  drainage  ;  they  sliould  be  of  lead  or  metal  in  preference  to  iron 
T  copper.     Crystallized    sugars  somelinies  occupy  less   space    in    the 

icknges  at  the  end  of  the  voyage  than  at  the  commencenipul,  thereby 

ving  the  impre8%ion  tliat  the  packages  were  not  full  on  shipment;  this 
ipcratca  against  the  weight  stowed  in  a  ship,  and  masters  sliould  act 

cortlfngly.     With  sugars  in  bags  the  tiers  between   the  bennis  should 
le  conied  well  up  before  crossing »  or   the  top  pressure  will  burst  the 
ssing  bogs  when  iliey  come  down  to  tlie  beams,  by  the  scttlemeui  of 

e  cargo.  With  a  hold  14  feet  deep,  largoes  have  settled  3  feet  4  inches 
the  passage  home.  Natal  sugars  are  in  bags  1  i  @2ewt ;  the  crushing 
season  \n  from  November  1  to  hebniary  28,  but  the  climate  being  vari- 
able, it  is  cnrried  on  by  tiie  fijmerM,  lo  a  limited  extent,  throughout  the 
year.  Sandwich  Islands  hi  gars  in  hngs  and  barrels,  2  to  4  cwt.  are  sent 
chiefly  to  California  and  British  Columbia.  Pt>r  nujlasscs,  see  the  article 
molasses  ;  and  for  jaggery,  see  East  Indies  — colonial,  in  tliis  article. 
96?     Capt.  Fauish,  E.  f/Co.  says — Surne  oflicers  prefer  stowing  bogs 

sugar  and  saltpetre  'on  end,"  but  more  is  retpiired  for  pounding  down 
if  done  8o,  or  a  large  breakage  will   he  left  beneath   them  ;  generally 

eakingp  lime  and  space  may  he  gained  by  slowing  them  on  their  flats, 
Ifting  up  the  ends  and  corners  of  adjoining  bags,  and  launehing  them 

II  home.     The  ground  tiers  should  not  be  pcuiuded,  as  it  would  dis- 

ttce  them;  but  in  isKtwing  the  othtr  heights,  a  piiriy,  with  commandem, 

sbitnld  follow  the  stevedores,  aud  beat  all  the  ba^s  down  level.     Sugar 

lul  Kalipeire  cannot  be  too  mueb  |H»unded;  but  the  roller  should  merely 


666 


STEVENS    ON    STOWAGE. 


be  drawn  over  hogs  of  rieet  grnm,  or  seeffs,  so  as  to  Icvd  the  [8UGA& 
conliintB.  In  granlhig  BliippiDg  orders,  ^  ^iie  dry*  should  be  specsUe^ 
and  care  taken  iljat  ODe  bag  evurv  now  and  then  is  examined*  lastiincti 
have  occurred  wlrcre  a  shippinj^  order  for  fine  dry  sugar  having  been  vstket 
tnoist  has  been  sent  insiead — an  extra  bag  being  sewn  over  it  just  befofl 
shipping,  that  tbe  sweating  tlirough  might  not  be  observed," 

96t*  If  possible,  brown  sugar  should  hr  stoned  under  while  U>  pf 
vent  damage  from  drainage ;  damp  sugars  should  be  refused.  Avoid  ihotij 
packed  in  a  green  state,  as  llie  moisiure  which  results  uill  be  attributedJ 
to  the  ship,  and  deducted  from  the  freight.  After  loading,  one  hatch 
on  gill  always  to  be  kept  open,  when  prac  tie  able,  to  allow  ilie  steam  lo 
escape,  as  confinement  without  eirculalion  is  injurious;  besides  wbieliiiX^ 
when  leakage  exists,  the  »vaier  will  to  a  certain  extent  be  warmed  by  *" 
the  fermentaiion,  and  will  consequently  melt  the  cargo  more.  The 
bilge  water  of  sugar  ships  is  vi^ry  oflensive.  In  tlie  West  Indies  Inrge 
bamboos  are  let  down  into  the  cai^o,  leaving  Ivvo  or  three  feet  above  the 
level  of  the  deck,  to  allow  the  steam  to  come  up  and  %  o(K  All  sugafl 
are  liable  lo  steam,  those  in  a  green  state  especial  I  y»  they  are  thercfoit 
never  carried  by  first-class  passenger  ships,  which  take  only  fine  dr; 
sugars  of  the  best  quality-  Shijis  caiTying  steaming  sugars  should  us 
zinc  paint,  which  remains  unchanged  while  white  lead  turns  black, 
the  ship  be  already  painted  witlt  lead,  d I scido ration  may  be  avoided  by 
covering  wiih  white-wash  of  slaked  lime  before  loading.  The  injury 
(rom  steamipg  is  occasioned  by  sulphuieited  hydrogen,  which  is  very 
injurious  to  he.ilth  ;  moistened  linie  or  white-wash  will  abstorb  this  gas 
nml  prevent  esucIj  injury.  Cargoes  of  sugar  have  been  known  to  injure 
lead  pumps,  and  10  create  leakage;  all  lead  in  pipes,  &c,  should  be 
prolecied  from  sugar,  which  will  by  contact  injure  cutlery,  marble,  ropc- 
cinr  especially,  and  other  gtKids;  by  ha  heal  fermentation  and  leoka 
from  bottles  and  casks  uf  ale,  beer,  wine,  spirits,  &e»  will  be  created | 
and  by  its  ^iffam^  which  setlles  under  the  decks  and  drops  tm  bales 
chesis  below,  teas  and  other  delicate  articles  will  he  greitily  deleri<>rated 
Sugar  has  been  known  to  •' unsweeten  "  ctJle  and  diminish  its  value; 
all  sugars  are  liable  to  depredations  from  rats,  and  it  should  be  well 
covered  with  mats  to  receive  bales  or  cases  of  rice,  &c ;  see  vermin.        mk 

Some  American-built  ships  are  heavily  masted,  and  their  hullsg 
especuilly  il  o(  soft  wood,  which  is  olten  the  case^  are  nnire  liable  lo 
heeojue  leaky  iti  the  wake  of  the  channels.  Masters,  so  circumslanc<;d, 
box  off  that  part  of  the  Jiold  abreast  of  tlie  channels,  in  order  to  secure 
the  dryness  of  sugars  or  any  other  similar  article* 

969  West  India.  After  some  West  India  sugars  are  boiled  at  the 
plantations,  they  are  tlirowu  into  hogsheadr  (or  tierces)  the  bottoms  of 
nhich  are  pierced  with  holes  to  allow  of  the  di*ainage  of  the  syrup  frow 


1  be 

tiJ9 

ited3| 


J 


STEVENS    ON    STOVVAC 


the  eugnr,  into  the  molasses*  cistern,  over  wltk'li  they  are  [SUGAfi 
placeri  Frequenlly  llie  ImgislieacU  are  packed  befnie  ihe  drainage  is 
coinplele,  and  the  remainder  runs  oJf  on  board  llie  ship,  causint^  a  loss  of 
weiglit    wliicli   amonnls  occasioi^ally   to    16^  cent.     At  Jamaica,  after 

'  2(X)  liogsheads  or  more  are  on  bimrd,  and  the  vessel  is  tight,  the  merchani 
or  Ui»  overseer,  sends  off  to  the  ship  for  ihe  molasses  drainage,  for  which 
in  return  he  gives  the  master  a  small  cask  of  rum.  When  the  vessel  ia 
leaky  the  drainage  is  not  worth  the  cost  of  cxtraciion.  While  the 
dniinage  at  the  (jlatilutitms  may  amount  to  26  ^  eeiiL  of  (lie  u eight, 
ihe  reduction  of  the  b^dk  of  the  sugar  may  uul  reaeh  10  ^  cent,  and 
this  loss  of  stowage,  coupled  with  defective  packings  will  sometimes 
ntlmii  ihe  hiofre  contents  of  five  hogalieads  when  t^haken  by  conveyance 
10  the  wharf,  to  he  packed  inio  three.  St.  Vincent  iiogji heads  are  gene- 
rally well  filled,  aud  altkougli  rather  smaller,  weigh  more  than  those  of 
Jamaica,  nnd  much  more  than  ihtJse  of  Berhice  or  Detnerava.  8t,Kitts 
and  Nevis  hogbheads,  uf  40  inches  truss,  hold  if  full  2(Jcwi;  3<)  inches 
15  cwt;  tierces  9  cwi;  barrels  2  cwt ;  9  barrels  usually  go  tu  a  hogshead. 
Where  proper  attention  is  not  paid  when  screwing  hogslieads  in  the 
hold,  hoiips  are  cut  through  and  more  loss  occurs  hy  wasiiige,  when 
unloading,  tlian  is  gained  b>^  addiiional  (reight.  The  lowest  tirr  is  moat 
liable  to  be  erusbed,  and  more  so  if  the  casks  are  not  fall  or  the  sugar 
not  BulEciently  cured*  The  screw-jack  is  used  loo  freely  when  driving 
in  the  upper  tiers — ilie  last  especially.     Stujje  shippers  hasten  cargo  on 

^ board  to  entitle  tbem  to  draw  bills  on  the  consignee;  thi.^  ia  one  of  the 
canaes  of  casks  not  being  filled  and  c*f  their  confents  being  only  lialf 
cnred*  The  hili^e  water  oi  tight  ships  m  tlie  West  India  trade  has  been 
Rold  there  fur  conversion  into  rum;  for  the  smwatje  of  su^ifar  and  other 
West  India  produce,  see  also  generid  cargoen  ;  and  for  seasons  of  ship- 
ment, see  rum.  West  Indias  are  usually  packed  in  hogsheads,  tierces  and 
barrels;  the  tierces  10  to  12  cwt,  hogslieads  10  to  22  cwt,  aveni^»ing 
about  16  cwt.  gross;  tnres  about  10  t^  cent.  The  hogsheads  from  Purio 
Kico  are  tlie  smallestt  tlmse  fronj  Trinidtid  and  IJnrhadoes  ihe  lurgest, 
Cubas   in    ln»gsheads   and    tierces,   commonly   lermed   Cubas ;  a  Cuba 

k  Ikicoj  18  a  cask  containitig  50  lo  64  arrobaa  ;  disputes  have  arisen  through 
stowing  cases  of  sugur  with  hogsheads,  in  a  cargo  from  Cuba.    Havannah 

^  boxes  are  frapped  with  strips  of  hitle  ;  they  measure  on  an  average 
3^  foet  lt»ng,  2  broad,  and  1  font  H  inches  deep — say  11  cubic  feet;  ond 
five  of  tbem  generally  make  a  ton  gross  weight ;  a  bogi»head  usnally 
iveigbs  l,300tb ;  the  average  loss  on  Uavannnb  cargoes  is  2  to  21  ^  cent. 
U70  Sonii'  islands  are  so  mountainous  that  the  '^ugjirs  in  many 
districts,  are  necessarily  packed  in  hogsheads  i»f  only  3H*inch  tvuRn,  or 
10  lierces,  which  on  several  estates  contain  1 1  civt*  only.  Ti»e  lesser 
jiucKnges  are  used  in  ihe  billy  districts  of  nHJ>i  of  the  islands.      In 


bTKVKNS    ON   STOWAGE. 


Dominica  and  St,  Vincent  there  arc  a  variety  of  pae1(agefi  [SUQAR 
siiiied  to  ihe  different  altilutles.  Trinidad  and  Demerara  are  flat ;  here 
the  trtiRse»  of  the  liogslieads  are  40  and  Sfjtneli tries  42  inches.  The  pack- 
ages used  in  Demerara  are  generally  very  large.  On  the  south  side  of 
Dominica  tlie  plamers  nse  skids  from  400  to  50O  feel  long.  A  canoe 
having  four  men  to  jmll  and  one  to  slcer,  with  one  lierce  or  two,  according 
to  the  state  of  the  weather,  is  allowed  lo  slide  down  into  the  sea  f  if  she 
escapes,  well ;  if  not,  tlie  men  swim  for  their  lives*  The  canoes  convey 
the  tierces  to  a  droghefp  which  goes  round  to  the  north  side  of  the  island 
where  the  ship  is  moored  in  some  safe  place.  At  Trinidad,  when  a. 
vessel  luis  a  full  and  complete  cargo  of  sugar  and  molasses  packed  in 
puncheons  and  hogi^jheada,  thoiigli  room  for  other  packages  Is  left,  it 
is  the  custom  to  consider  it  a  full  and  complete  cargo.  As  considerable 
douhts  exist  regarding  the  weights  of  the  various  packages  of  sugars 
exported  from  the  West  Indiea,  the  following  extract  from  the  Export 
Duties  Act,  Nov.  29^  18ti0,  may  be  of  some  assistance, 

«    d 

BUOAB    Hog^ead*  of  42-in.  trass  not  exceeding  2,000rb.    G    8 

Dilto  of  Iti-in.  truAd  not  exceediag  1,80011b.    6     0 

Ditto  of  3S'in.  tmsa  not  exceeding  l,B50Ib.     S     6 

Tierce  not  exceeding l,00oni.    3    4 

Burel  not  exceeding 'i5Utl>,     0  10 

BUM  . .     Puncheon  not  exceeding  120  gal 2     6 

Hogshead  not  exceeding  60  gaL 1     3 

Other  pickifei  for  every  gallon 0    Of 

Bom  k  exported  from  the  "We^t  Indies  in  pancheona,  hogsheads, 
quflrter-cAskflT  or  demi-jolina. 

97!  Tn  relation  to  ihe  West  Indies  generally,  it  is  said  to  be  dtB^ 
advantageous  lo  ihe  ship  to  charter  for  si*gar  in  hogjsheads.  Wht*u 
freights  range  high  it  is  the  practice  with  some  sliippers  ti^  pnck  only 
two-thirds,  or  it  is  said  one-half,  the  proper  quantity  in  each  cask,  and 
then  lo  hlow  the  hold  op  uith  as  few  hogsheads  as  possihte.  When 
freights  are  km  the  casks  are  filled  chock-a-hlock,  and  the  hold  is  stowed 
closely.  Sometimes  there  are  22  cwt.  in  a  hogshead,  al  others  1 1  only. 
Masters  wonld  prefer  to  be  paid  freight  per  hogshead,  full  or  nor.  At 
Trinidad  and  some  other  islands,  the  freighter  can  draw  »ay  £4,  on 
every  hogshead  enumerated  in  the  bill  of  lading;  he  therefore  seeks  in 
this  case  to  send  as  many  hogsheads  on  hoard  as  possible;  it  is  not 
necessary  that  they  should  be  full  in  ortler  that  he  may  obtain  the 
siipnlated  amount  on  eacli  hogshead.  Cases  and  hags  of  West  Indiih 
sugars  are  usually  fulL  An  oxvner  chartered  his  ship  for  West  India 
produce,  calculating  ihai  she  would  ohiain  sugar  and  molasses^  for  which 
the  terms  were  favourabU.  She  was  laden  with  logwood  and  thereby 
made  an  insutlicient  return ;  nevertheless  logwood  is  the  produce  of  the 
West  Indies. 


4 


STKVENS    ON  STOWAGE. 


Me 


^ 


972  Parto  Rico.  The  brig  Mary  Ann,  Capt.  J.  Sim  pson,  [  SUGAR 
of  London,  loaded  liere  in  IB6H,  sailetl  April  29,  and  arrived  at  Plymomh 
June  4.  Slit  registers  2252?,  ion,  is  98  A^et  long,  24  broad,  and  14  deep. 
Her  cargo,  415  Img^heads  and  53  barrels^  filled  ibe  ends»  biu  more  could 
have  been  placed  amidships  had  there  been  suHicient  **  small  stowage,*' 
which  was  not  plentiful ;  the  dunnage,  deal  t-nda,  &c.  was  ai  least  f>  inch<»i ' 
thick  ovvT  all.  She  drew  12  feet  4  inches  aft  and  1 1  feel  B  ifiehes  forward  ; 
and  lightened  5  inches;  the  out-put  was  251  tun  net.  With  a  dead* 
tv eight  cargo,  355  ion  Newcastle  coal ^  her  draught  is  13  feel  2  inches  aft,  | 
12  feet  lU  inches  forwiird  ;  best  draught  at  sea  13  feet  2  inches  and  \2k 
feel,  Tht^  season  o\'  shipment  at  Porto  Rico  is  from  March  1  to  July  30; 
the  chief  months  being  April,  May,  and  June;  the  hurricane  commences 
in  August  when  the  premium  for  insurance  is  greatly  increased.  The 
ordinary  loss  by  drainage  is  6  or  6  p-cenij  but  if  the  sugars  are  very 
fresh  it  may  reach  1 1  ^  cent.  At  Porto  Rico  half  a  dollar  ^  ton  is  paid 
for  discharging  ballast  into  lighters,  the  cost  of  which  is  heavy.  Capi, 
Simpson  threw  his  ballast  (70  tou)  into  the  sea  between  the  first  loading 
port,  N  aguabo,  and  the  second,  Arroyo,   The  port-charges  were  as  follows  : 

doU      cents, 

NAOUABO     Castoms .,  225        57 

Anchorage ,..«.,,. 4 

Interpreter .*,.*. 8 

Port  Captain  .*. .,         12 

Boctor's  viflit 4        60 

Pilot  in    5 

Stamped  paper  (CosfeomB  entries  in 

ftudoui) 8        7S 

Conaol's  feea ■.   . .  * . .   .  2        50 

Ltf^btera^e  50  hogalieadt  iugur  . « . .        18        75 

ABKOYO..     Ci^nnufi*  lee 4 

Cuialomi  Mid  Pilot  in  and  oat     , . . ,         88 
Interpreter's  fees  and  stamp  paper. .         13 

Anchorage  <.*.#..... 9 

PortCaptAin 33        35 

Ligbterage  36j»  hogaheadt  53  barreU  169        18 

dc>L646        75 
Exchakoi  i^  4^80  American  doilars  (yqn&l  t<]  £114. 

At  San  Joan,  tho  pnncipal  port,  th«  Consnl's  fee  b  1|  doOarv;  at  Nagoalxi*  Tid»» 
3|  dotlors  ;  at  Arr(t3'o  -1  dnUiirfi  ;  at  Aqtindilla  there  b  ao  consular  office. 

973  South  Amtrica.  Bahia  sugars,  Pernambucos,  Maceio-s,  &c.  arc 
in  chests  15  it>  23  cwt,  cases  8  to  iO  cwt,  and  twilled  calico  hag%  H  cwt, 
Brazil  chest  about  10  cwt.  Dry  vacuum  pan  sugar  shipped  at  Demerara 
in  hogsheads  is  liable  to  be  damaged  if  ^t*)wed  near  Muscovado  or  other 
wet  sugar.  Shippers  at  Demn^rara  usually  send  the  following  notice; 
*' Please  receive  so  many  hogsheads  of  dry  sugar."  &c. — "Dry  sugar 
must  be  stowed  separate  from  wet,  and  under  no  circumstances  can  we 


MO 


STKVENS    ON    STOWAGE. 


]>i^rmil  Muscovado  or  wel  su^car  to  be  stowed  on  dry  or  vacuu m     [  SUGAR 
pan  dugar.    If  this  be  disregarded,  the  master  aud  oimera  will  be  held 

liable  for  all  loss  or  damage  occasioned  thereby/' 

974  Stirinam,  The  hrig  WfNem  Jacobus,  212  ion  Dutch,  185  Eng- 
lisb,  has  fre(|iienlly  loaded  suj^ar  at  Surinam  ;  each  cargo  contained  340» 
360,  or  380  ho^^sheads,  according  to  their  sizes  ;  no  hallasL  So  laden  she 
drew  124  feel  aft  and  1 1  forward  ;  with  276  (on  of  Sunderland  steam 
coal,  121  feet  s^ft,  and  1 1^  forward,  Tlie  brig  is  96  feet  Eng.  long,  23 
broad,  and  13  deep ;  four  lieighls  of  hogsheaus  conld  always  be  easily 
stowed.  The  casks  which  have  wooden  hoops,  are  very  weak,  and  the 
average  loss  hy  leakage  is  abuut  lO^ceni*  The  dunnage  consisted  of 
pieces  of  wood  ahout  3  ft^et  long  hy  6  inches  thick.  The  principal  season 
for  shipment  is  during  October,  November,  and  December,  but  when  there 
is  a  large  stock  in  store,  shipments  take  place  all  the  year  round. 

075  At  Pemanibuco  14  hags  of  5  armbi?  each,  70  arrobas,  2,240fb. 
go  ttJ  a  ton  for  freight.*  The  brig  Ccuilor,  Capt.  Rloppexborg,  100  com- 
mercial lasts  Dlclenburg,  223  (on  register,  985  f*;et  long,  24 feet  7 inches 
broMfl,  Hi  feel  deep  from  the  under  face  of  the  deck  beams,  took  in 
4J 00  bags  of  sugar  at  Periiaiubiieo,  in  February,  1866^  and  discharged 
the  same  at  Plymouth  in  April  following.  The  bags  contained  each  live 
arrobas  of  32fb*  Brazilian,  or  23tb.  English  ;  the  iu-take  cargo  weighed 
293  ion  17  cwt.  Freight  ion  about  14  baga.  Gross  weight  delivered 
6,423 cut.  3  qr.  111b;  net  5,314  c\v(.  0  qr.  3tb,  With  the  sugar  ber 
draught  aft  was  12  feel,  forward  1 1  J,  the  same  as  with  285  ton  of  Cardiff 
coal,  but  she  was  more  lively  at  sea  with  the  coal  than  with  (he  sugar, 
which  seemed  (o  increase  in  solidity  daily,  and  caused  tl»e  brig  to  roll 
excessively.  With  4,550  hags  of  Biihia  colTce,  each  of  four  arrobas, 
256  ton  delivered  in  London,  she  drew  aft  11  feet  9  inches  and  forward 


i 


4 


•  At  ft  trial  the  EsteUt^,  Duckjitt  v,  SvtTTBRriELD,  Commoti  Ple&n^  5  Febnury,  1868, 
it  WW  fttated  to  be  the  custom  na  Pemambaoo  and  Faraibo,  to  take  by  the  prinled  lAbl«  of 
rmleii^  29  arrobuB  of  32t!^.  eocb  of  cottr>n  as  ei|aivaient  to  one  too  of  Biigar.  The  tdimI 
ctmed  nboat  IflG  ton  cotton,  and  by  tke  calculation  the  freight  produced  would  b«  £8M| 
whereas  her  capacity  for  Bugar  with  aafficient  baga  for  broken  stowage  being  316  Lou, 
would  prodnce  £1,338.  Mr.  Hhaloihh,  Briliiili  Vice  Cotisul  at  Poraiba,  staiei  Sih  Feb. 
1868,  that  Capt.  E:  OAnnxEit  left  that  port  the  day  before  in  tlie  brig  MtUta^  belonging  to 
Blyth..  He  waa  aaked  to  flign  bilU  of  IjuUng  for  his  ballast  of  fmgtn^  1,000  bags,  and  aboat 
150  bagii  of  cotton^  before  3*iO  bagt)  of  ittgar  were  on  board,  and  ha\Tng  refuaedt  hi*  coa- 
aignoT  detained  the  vessel  all  her  30  lAj-dayv,  On  the  Last  bat  one,  .Tanuary  25th,  he 
wanted  to  pnt  the  rest  of  the  cargo,  60  to  BO  bagHj  on  board,  to  prevent  demarrage  cUima, 
but  it  was  after  Castoms  hours  and  it  was  imposaible  to  atow  the  cotton  below.  II  wM 
received  on  the  Monday,  and  thcro  being  inenfflcieut  space  for  8  baga,  the  matter  deiired 
to  have  them  landed  or  else  to  haTe  the  bills  of  lading  endorsed  *'  on  deck  at  ahipper'a 
riak."  The  consignor  not  only  refused  this  bnt  niad«  an  crorbitant  charge  for  preaaing 
the  cotton,  and  for  ex<-hange,  bnt  thia  was  aomewliAt  reetified  by  the  Jodgeof  Commeree ; 
Ibe  eight  baga  of  cotton  having  been  lodged  in  the  ciutom  lionie.  The  mode  of  oondocitiBip 
I  at  Faraiba  reifnireH  much  wntohfulneu  hy  masters.  The  cooiignor  waatod  tliff 
r^i  algnatnre  thai  ho  might  put  the  biUB  of  lading  in  the  m&rket  at  Femambi 


i 


STEVKNS    ON    SrOWA( 


1 1  feet,  and  was  more  lively  ai  sea  than  mth  the  coaL     Her     [SOGAE 
^—■liold  could  cuniain  more  ihuu  4,550  bag8,  but  the  nierchaiu  would  not 
^■^ertnit  more  to  gi>  in,  for   ibc   purpose  of  securing   proper  veniilalioD. 
^■The  Castor  was  built  at  Brenmuj  of  uak,  and   is  strongly  fastened  with 
^^stuut  iron  knees,  &c.     She  has  an  i^xieitsive  qttarter-deck,  and  a  deck- 
liuuse.     The  quarter-deck  runs  forward »  beyond   the   mainmast,  being 
47  feel  long  ;  it  rises  31  feet  above  tbe  main  deck,  and  the  master's  cabin 
wbicii  IB  24  feet  long  and  13  feet  2  inches  broad,  rises  3i  feet  above  the 
^V4|uarler-deck.     The  deck-house  forward  for  tbe  accommodation  of  the 
^fcreWp  conlains  also   a  cook-hotise,    and    a  chain    room   for  the  cables. 
'       Under  the  lore  part  of  the  quarter-deck  un  each  side,  there  is  a  water  tank 
^^containiug  12  hogsheads,  access   to  which  is  obtained    by  brass  screw 
^■itoppers  fitted  into  liie  deck.     It  Avill  thus  be  observed  that  all  the  ship's 
^^Tuniiture  and  siores  are  on  the  main -deck,  noiwithalanding  which  she  is 
sufficient!}'  siitrto  be  able  to  shift  wiiliout  ballast.     The  tanks  are  covered 
with  a  composition  consislingof  tar  tvvo*third!i,and  rosin  one-tbird,  boiled 
together  and  put  on  hot;  it  is  like  sealing  wax,  and  preserves  the  wood, 
j      The  Vaitor  is  provided  with  a  ventilating  hatch  just  under  the  cabin 
i       steps  and  another  under  the  top-gallant  forecastle.       She  has  also  on 
each  side  of  the  waist  of  tbe  ship,  four  ventilating  pipes  up  through  the 
Levering    boards,   with    brass  screw  taps  which  can  be  raised  but  not 
eruoved*    By  these  meims  thorough  ventilation  of  the  cargo  was  obtained, 
nd  within  ten  days  after  leaving,  the  effluvia  from  the  sugar  hud  almost 
utirely  evaporated.     Her  pumps  arc  fitted  on  tbe  quarter-deck,  so  that 
llie  men  wiirking  ihem  are  not  inierrnpted  by  ttie  accumulation  of  water* 
( has  also  a  pipe  alongside  the  pumps  by  which  the  pamp-well  can 
sily  sounded*     This  brig  has  forward  of  tlie  deck»house  two  S(|uare 
rater  rasks^  each  containing  two  hogsheads,  which  are  fa^teited  to  the 
leek  by  iron  bands  screwed  together  over.     The  casks  are  4  feet  4  inches 
[»ng  and  2)  square.     The  slaves  are  i^  inch  thick,  and  are  bound  together 
rub  eight  iron  hoops  U  inch  wide.     These  casks  occupy  less  space  than 
c^und    casks    and    ate   not   so  liable  to  roll  In  heavy    weather.     The 
imeusions  of  the  Castor,  as  measured  by  the  officers    of  Custt^ma  in 
nndon,  arc— - 


ft  iu 

MoU   ....    Girt..  46  3 

JVep   ....    Ii«Lgtii45  '2 

Jhavtlhop    Length  34  U 


(t 

in 

ft 

in        Mi 

breiiath., 

.  24 

7 

leagtli . . 

.  98 

8        21 lift 

brtindtli.^ 

.  20 

0 

height.. 

a 

8          39*88 

bridJicUh., 

.   IS 

2 

height.. 

.     8 

0           960 

Tod  260^86 

I 

^^L  S76  Bahia.  In  chests,  70  iirrobas  of  32tb,  2fiAQth^  or  80  arrobas  in 
^Hlil^  2,^0t1>,  go  to  a  ton  for  freight;  the  diJicrenee  of  weight  requires 
^•tteiilion.  2,240  lb,  Brazilian=  1,500  English.  Bahia  chests  from  IB  to 
■  JMcwU  are  occasionally  strengthened  with  iron  bands,  for  conveyance 

4n 


662 


STtiVENS    ON    STOWAGE, 


i 

ho  II 


coBsivvine.  Pinssava  is  much  used  ihere  for  dunnage;  it  [SUGAR 
U  in  bundles  4  feet  lung  and  6  inches  thuk,  weighing  ohout  28 lb.  Thn* 
tJouhle  bunclli'S,  36  inches*  compressed  by  ihe  ciirgn  to  18,  are  laid  on  Uiij 
ceilirjg  from  the  keelson  li>  ahove  the  bilges,  and  Iwo  dnnhle  bundles  n| 
la  ihe  *ivveen  decks,  which  are  battened  or  cased.  PiaMava  twines  lib 
ivy  roiintJ  ilnj.  ininks  of  trees;  il  is  an  excellent  substfince  for  dunnage^ 
not  being  liable  to  rot  or  to  become  healed  ;  it  will  not  orditiarily  retail 
water,  aiid  air  circulates  freely  llinnrgh  it.  Piassava  sells  readily  ii 
England  for  the  manufacture  of  hrushe-i,  brooms,  kc,  and  is  frequenll; 
used  as  a  substitute  fur  hor&e  liair.  Good  wood  ditnnage  !»  expensive*  li 
is  lnvwevcr  belter  for  tlie  flai  of  the  fltntr  than  piassava,  the  compressed 
bundles  of  which  retain  leakage  there,  and  prevent  it  from  running  free 
to  llie  pumps.  Coker  nuts  may  also  be  used  for  dunnn^e  at  Bahia,  &< 
as  they  frenerally  find  a  ready  market  on  arrivaK  In  place  of  mat 
palias,  the  leaves  of  the  cocoa*nnt  tree,  nre  used  ;  tliey  are  procnred  from 
some  of  ihe  small  ports  to  thij  north,  and  cost  per  100  a  little  more  than 

1  mil,  which  ranges  from  2fi.  to  2*,  4d ;  about  five  are  required  for  eve) 
Ion  of  sugar,  A  flai-hottomed  barque j  sharp  at  both  ends,  304  ton 
which  could  carry  easily  440  ton  of  coal,  whs  capable  of  stowing  6,' 
ba*;s  of  Ptrnamhuco  sugar,  with  ample  space  left  in  tbe  hold.  The  barque 
AIoHifau^  37'2  ton  register,  Capt.  KiDl>,  of  Dumfries,  loaded  sugar  at 
Bahia  in  August,  1862,  For  dunnage  she  had  4,519  double  bundles  of 
piassava,  five  of  wliich  weighed  44 lb.  They  were  laid  four  thick  in  tli 
bottom,  with  a  liule  wood  hetiveen  lo  compensate  for  the  compressn^u 
after  discharge  this  part  wos  found  15  inches  thick-  I'he  same  nun) 
of  bundles  was  continued  well  up  lo  the  round  of  the  bilge  to  prev 
contact  witli  leakage,  for  if  a  corner  or  angle  of  a  chesi  bad  been  wel 
the  whole  contents  would  have  been  damaged.  The  cargo  consistei 
6'Mt  caries,  averaging  17  cut.  each.    So  laden  slie  drew  fore  and  aft  16  feel 

2  inches  ;  with  570  ton  of  coal  she  draws  17^  feet  fore  and  alt,  Tl 
Mmtitiin  is  9^/^,  feet  long,  ll>  deep,  and  18^'^^  broad.  January  is  coi 
sidered  the  best  monlh  for  the  shipment  of  sugar  from  Bahia. 

977  Mauritius .  T  be  d  u n  n  age ,  w  h  i cli  i s  s in  al  1  b rush  woo d,  8 h o ul  d 
continued  rigbl  u|i  the  side,  to  lake  off  any  leakage  from  ihe  decks,  chain- 
plates,  or  sides,  as  continual  dropping  only  of  salt  water  will  ruin  an 
entire  bug,  which  iu  turn  destroys  others.  A^l  leakages  not  only  injure 
and  waste  sugars^  but  make  them  weigh  heavier,  which  is  of  serious 
consequence  when  passing  ihrough  the  cusioni-house  scales.  When 
cargo  is  allowed  to  lie  on  ihe  decks  in  the  sun,  previous  to  going  into  the 
bold,  the  pitch  from  ihe  seams  will  greatly  injare  il*  Ciipt-  Sedgwick 
recommends  thai  where  ibere  are  'tween  decks,  a  few  planks  should  be  re- 
moved amidships,  for  if  heavy  weather  is  encouniered,  arid  the  cargo  in  the 
hold  is  washed,  thai  in  the  'tween  decks  will  fall  ihrougb  and  prevent  the 


1 


A 


mn 


[•hip  from  fouii^lering.     A  tierce  weigha  7t«9tnvt,  but  ft  is     [SUGAR 
I  usunlly  sl»ij>ped   in   mats  «>r  vaca  bags,  avuraginx  l"3t>  cwL  grc^ss  ;  the 
I  finer  sons  In  double  vaca  bags,  tbe  coarser   in  gunny  bags  inside  vaca 
Ibags  ;  tares,  ordinarily,  3^  lu  4  ^cent,     Mauvitins  sugars  occupy  more 
1  space  ihau  CalcutLas;  tbt*  bust  sbipping  season    \d    from    September  to 
^piil.     [Rats  commit  great  tiepredations  froui  t^argoea   of  sugar  in   tlie 
liiuriliys;  see  ibe  arttele  vermin.] 
978     Tlje  barque  hti^t  of  Sunderland*  built  on  tbe  Weir,  in  18tll, 
164  ton  regiKier,  look  in  H,3U(i  bags  of  sugar  in  December,   lHt>2,  wbieh 
i-cighcd  net  at  Mauritius,  o72  ton  und  Drt),     Tbe  bags,  iiral  ami  gunny, 
contained  on  an  average  16ytb.  gross.   Tbe  dunnage,  xvood,  was  15  incbes 
thick  on  ibe  flour,  18  in  tbe  bilges,  and  two  incbesj  agaitist  tbe  sides,  {ill 
llbe  way  *i|''     Tbe  I^ne  is  a  large  carrying  sliip  and  loads  a  liiile  by   tbe 
Ijrad.     Tbe  sugar  being  lieavy,  space   remained  for  about  600  bags,  of 
►hicb  300  could  bave  been  placed  forward,  and   tbe  remainder  close  up 
tbe  deck,  from  amidshipB  lore  aini  aft.     So  laden  (ilmt  is  vv  iihouL  ibe 
^  arJditional  bags)  sbe  ib  ew  16 J  feel  aft,  and    loj  lorward,  ur   16  feet 
OO  a  ket;l,  tbe  same  as  in  June,  1862,  wlien  s^be  tutdc  in  602  ton  of  Aber- 
Iron  steam  coal  at  CardilT,  wbich  weigbed  out  508  ton   only   al  Monte 
fxdto,     Tbe  lone  is  1 19  feet  long,  27  feel  beuin,  and  bas  17  feetdeptb  of 
bold,  witb  about  ti  feel  beigbt   between    decks  ;  sbe  sails  welL     During 
llic  passuge  from  Mauritius,  tbe  sugar  si  earned  considerably,  inrniug  the 
white  paint  in  the  cabins  to  a  lead  colour,  and,  where  ibere  had  bt^en 
riitcr,  black.     Tiie  usual  (|uantity  sbifiped  per  day  is  from  1,000  to  1,800 
bag<4,  but  more  can  be  shipped    if  necessary.     It  h   sent  alongside   in 
lligbtcrs  carrying  from  4(10  lo  bOU  ba-^s  each.     Capi.  1'hirkeli:,  tjays^ 
llauritiuK  is  an  excelleni  place  for  djsjiutcb  ;  it  iy  a  port  easy  of  access, 
but  liable  lo  be  visiied  by  hurricanes,  which  extend   from  November  to 
March.     Small  vessels  such  as  the  lonr,  are  moored  to  buo^s  laid  down 
for  the  purpose;  larger  fthips  are  moored  with   four  anchors.     Ht-r  port 
charges   during  a   slay   of  19  days,  aniuuiited  lo   i^32    lO^r.     Ships  are 
mpplied  vvilb  water  by  tanks,  ( ibere  are  one  or   two  steam   tanks)   or  if 
Dreferred,  lliey  can  fill  up  with  water  in  cask's  free  of  eN'pense  ;  the  charge 
urn  the  tiiiiks  is  3«.  ^  Imi.     Beef,  brougbt  from  Madagascar  in  re^^ular 
bollock  traders,  f?fA  !>  jjouiul       Siieep  (anil  hm^eb)  are  rnoslly  imported 
tim  the  Cape  ;  mules  are  sometimes  brougbt  from  the  Hivtr  Plaie,  but 
ever  on  Ireigbt.    There  are  two  or  ibree  graving  docks  capable  of  taking 
large  ships,     Tbe    Ravenscrmg^   {sec   linseed)    wiib  11,017  bags  of 
Mauriiiuf*  refined   crystallisjed    sugar,  drew    19  feet   2  inches    aft,   and 
|H  feel  9  incbes  forward. 

y79  East  India.—  Colonial.  F.niire  cargoes  are  frequently  dunnaged 
with  sapau  wood  and  bamboos.  Qunniitics  (in  bags  ol  lfHllt>.  cocb,  or 
|iro  moniuh,)  are  sbijiped  in  December  at  Calctilta,  where  20  cwt.  nre 


664 


STEVENS    ON    STOWAGE, 


lold,      I 


eAtiin&ted  to  occupy  39  cubic  feel,  but  this  depends  upon  ibe  [SUGAR 
nature  of  the  packages,  Calcutta  sugiira  occupy  less  space  than  Mii 
rilins  and  much  less  than  Balavioa*  Dobab  sugar,  ahipped  al  Caleuita 
in  bags,  is  perfectly  dryland  there  is  not  much  tare.  In  the  lower  bold, 
Btoxv  riglit  up  10  the  beams,  and  yse  a  sufBciency  of  hides  (which  shonl 
be  previously  engaged,  even  at  a  decreased  freight)  between  the  beaiDi 
and  fill  well  abov(^  t!ieni.  Cross  the  hides  akiirully  with  baga  of  am 
and  ihe  beams  will  he  secured  from  unfair  pressure,  Hi<les  need  not  be 
used  in  the  square  of  the  nitiin  hatch,  fm  being  in  the  middle  of  ihe  ship 
it  is  desirable  lo  place  as  much  weight  there,  comparatively,  as  poasibi 
The  lower  part  is  frequently  Irotlden  on  in  luadinj^,  and  is.  therefore, 
tokrably  solid  ;  if,  however,  there  is  any  settlemeni,  it  must  be  rigbf  down 
on  the  sugar.  Snltpetre  in  bags,  if  nol  packed  separa(ely*  should  be  put 
under  sugar;  its  specific  gravity  is  greater,  and  it  is  liable  to  less  injury 
from  sugar  than  sugar  is  from  saltpetre ;  nevenheless,  sugar  will  alter 
the  colour  of  sahpetre,  and  it  is  heller  for  both  that  they  shniikl  not  be 
stowed  together.  Some  masters  recommend  a  break  of  cowrie  shells  in 
bags,  right  aihwan  the  iiold,  in  the  wiike  of  the  pump-casing,  and  to  put 
the  sugar  one  side  and  tlie  saltpetre  ihe  other.  Hast  India  sugars  are 
liable  to  injury  from  indigo,  xvhich  see.  A  bag  of  East  India  sugar  weighs 
from  one  to  two  cwt ;  a  bazaar  maund  ai  Calcutta  841b;  two  mannds, 
1681b*  make  a  hag,  and  13  hags  go  to  a  ton  for  freight.  Penangi  are  iti 
double  grass  Uials  half  to  ihree-quarter  cwt.  Madras,  in  gunny  bag??^ 
1 1  to  2 J  cwt.  each.  The  loss  on  ordinary  Madras  sugar  is  12  ^  cent, 
on  delivery  in  England.     E.I.Co'a.  ton  for  freight  20  cwt.  in  bags. 

9W)  Jaggery.  The  term  is  applied  derisively  to  high er-rl ass  sntrai 
in  a  low  conditiuu  ;  it  is  also  applied  hy  some  to  all  common  East  Indli 
sugars.  Jaggery  is  a  very  diriy  kind  of  sugar,  said  lo  be  exti-aclcd  Ooni 
the  toddy  or  palm  tree,  aud  is  produced  plentifully  between  Madras  and 
False  Point  on  the  Coromandel  Coast,  on  the  west  side  of  I  he  Bay  of 
BengaL  The  new  crop  is  usually  ready  for  shipment  at  Bimlipatam  in 
some  part  of  the  month  of  February,  20  cvvt.  ^o  \o  a  ton  for  freight. 
It  is  alivuys  taken  for  dead-weight,  slowed  in  the  bottom.  When  new 
from  the  factory  it  is  in  hard  lumps,  hul  after  exposure  to  heal  it  becontea 
soft,  and  in  a  ship's  hold,  treacle  runs  from  it  to  the  pump-well.  4,114 
bags  jaggery,  gathered  in  FehrHrtrv,  1863,  on  an  estate  30  uiiles  from 
Bimlipataui,  w*ere  ship|ied  there  in  February  and  March,  on  board  tlie 
barque  Cheviot,  Capi.  J.  H,  HKNr>iatsoN.  This  jaggery  was  packed  in 
double  gtinny  bags,  each  couiaining  I631t).  Some  of  the  upper  (ier 
became  soft,  like  a  jelly,  in  consequence  of  being  trodden  on  by  the 
ere IV.  When  diHcharged,  the  trodden  portion  liad  become  very  bard. 
All  had  hardened  to  a  certain  exteut.  71ie  intake  quantity  weighed 
21)8  ton  Ucwt;  the  net  delivered  in  London  265  ton,  showing  n  lusi 


STEVENS    ON    STOWAGE. 


565 


of  aUout  II  ^  cent.  The  Chev'wi  regisiers  501  Ian,  and  [SUGAR 
belongs  to  Messrs.  T,  &  W*  Smith,  of  London,  She  left  AJadras  June 
2,  lbti4,  wbeD  hi-r  cargo  eoDsisied  af 


900    Ton  sngur  and  |*ggerj 
lf339    Bales  cotton 
112    Cliesti  indigo 


I     15     Bales  tiidea  [/fedeertkiiu 
I  '291    Bales  taoned  goatf  shecpi 
12    Ton  redwood 


A  8iriiTig  sea  was  ninning  at  Madras,  so  ihat  her  draught  cuuld  not  be 
taken  cuneclly.  On  aitival  in  London  in  SepiembtTj  she  drew  ItiTeet 
ftft  and  14  feet  11  inches  htrvvard* 


lift  ftirwftnl 

With  500  ton  14  ft,    9  in.  15  ft.   0  in. 

582  ton  15       lU  15      10 

r»23  ion  IB        0  16        7 

651  ton  16        a  la       7 


oft  ruiwAtd 

With  282  ton  12  ft.  6  in.  12  ft.    5  la. 

81H  ton  12        8  VI        8 

842  ton  12       U  IB        0 

401  t^n  12        4  16        0 

447  ton  13      10  14      10 

The  ftbove  notes  were  mude  when  ihe  Chiviot  loaded  ai  CucanudjL,  where 
the  water  h  smooth.  With  the  car^^o  loaded  at  Mwtiras  ihtr  jaj^^geiy  was 
plAced  in  the  botltMU^aiid  ihe  sugar  over,  so  as  to  trim  the  sihip ;  a  mat 
wna  placed  between.  'I'hen  deal  hoards  or  any  ihin  dunriaj^e,  double 
maued,  to  receive  bales  u\  col  ton  or  biiles  of  skinn^  indigo,  or  other  dry 
gguds.  She  was  dunnaged  in  the  bottom  and  bilgeft  with  redvvixid,  and 
in  the  sides  with  small- size  bamboo.  Kiglit  bale«  oi  the  coinm  slii|>])ed  at 
Madras,  May  lU,  JHtJ4,  Jjieasured  tljere  \}'^\Hi  cubic  l'eet=  l*b(i  Uui  nearly, 
al  5Ucuhic  (eel  per  lou»  Haviug  on  board  221}  inu  olfjaggeiy,  I2(jr  red* 
tvood,  7  co<d,  3  beef,  &c,  4  dunnage,  and  6  ton  of  b«dlast,  in  all  255  toUj 
the  Vfieuht  drew  i 2 feel  lure  and  aft.  A  cargo  of  jaggery  wuli  noihing 
betireen  I  lie  tier8,  ran  together  and  was  got  out  with  couiiide  ruble  diffi- 
culty  on  dtT^ehiif g(  ;  niiotber  cargo  with  greased  boards  between^  came 
out  with  eunipuratise  freedom, 

081  Gurpattah  is  a  term  used  to  indicate  ihe  best^^  xha:  sugar  from 
llie  date  palm  ;  hi\y  about  three  out  of  six  gradeH.  ihe  lower  beiug  boiled 
over  again,  or  n^ed  in  tlie  country.  Ahlnmgh  clean  in  flavour,  gurpattah 
agar  has  nol  niueh  quality  or  strength.  It  is  exported  chiefly  from  Cal- 
Atla,  in  double  hags  ( weighing  ahouL  ^Jlb.)  the  average  gro!»s  weight  being 
^to2cwt;  and  principal  season  of  export  March  lo  August. 

S>82  East  India— Foreign.  Chinese  sugar  in  cusk*  is  entitled  in 
increased  freight.  Manila  is  shipped  in  hags  or  bundles;  when  in  hogs- 
beitds  or  hoxes  the  drainage  and  lares  are  great.  In  sins^le  jfrass  mala 
the  weight  is  generally  half  to  lhree'C|uarter  cwf.  each;  lliey  e»lten  come 
to  hand  in  bad  condiiicm.  Much  waste  iif  unclayrd  Manila  sngar  takes 
place  at  si'a;  it  is  stated  l\mX  (me^fenlh  at  least  is  pumped  out  during  the 
pitjtsatge  lo  England,  At  Manila,  when  hemp  and  other  ligbi  cargo  is 
fnigbtrd  at  J 12  per  (or*  of  40  feet,  sugars  rafe  at  §10  per  mn  20  rwt; 
mgan  are  often   freighted   by  the  picul»  ]32lb.     Java*  are  packed  in 


8TKVBNS    ON    STOWAGE^ 


haskel^,  3  to  6  cwt,  which  when  empty  weigh  from  ^  lo  30tb.  [SUGAR 
each*  Thi-diinuage  ai  Java,  &.*•.  h  cant-s,  which  are  used  for  maiiuf»cl- 
iiriti*;  chair  seaus.  Al  Bat.ivia  and  stjine  other  piirlB,  sugar  is  shipped 
in  haskeiij  or  c;misier!»;  ihey  occupy  more  space  by  dG^cenu  thaji  if  in 
hags.  Batavia  sua[ars  occupy  mor^  space  than  ihose  from  Calcutta  and 
Maariuus ;  setf  llie  article  Xt-ihtfrlands,  for  sugars  from  Balavia,  Cbariban, 
and  Tagal,  pJi^e  372. 

96:J  Zebu,  The  Sir  fF.  F,  iVdHatm.  Ciipt,  K,  VVi  lsom,  belonging  to 
Messrs.  Shaw  &  Co.  of  Copthall  Court,  London,  loaded  at  Zebu,  one  of 
the  Phillr)nne  IslaiKh,  Apnl  10,  an  J  arrived  in  Loudon,  August  8,  ]S6d, 
Shf  nas  ilie  fiiurth  ship  which  liad  loaded  ili ere  — ihe  second  for  Kunipe* 
Her  cari(o  cojisisied  of  40l)  tun  sugar,  84  bags  shells,  50  bags  coffee*  32 
cases  sjH'ciinens  naturnl  history,  4,683  bales  hemp,  201  bales  hides,  and 
one  cose  guUapcrcha.  This  ship  registei-s  86*J  ton  is  JShl  feet  long,  345 
broad,  26*fc5  deep,  and  has  a  hei;^ht  of  *t  ween  decks  of  B  f#;el.  So  laden,  she 
drew  19|  feet  all.  IBifeet  forward,  and  on  arrival  19  feet  4  inches  and 
IBfett  4  inches;  her  best  irim  is  K*  and  18.  About  40  ton  of  stone 
balla-st  was  covered  with  banibuo  canes  and  mats  \  dtiniiage,  bottom  14 
inches,  bilges  18,  sides  2|.  The  sugar  was  not  sulTicient  lo  stiffen  the 
ship  without  the  stone.  By  the  custom  of  the  port,  80  feet  or  20  cwL  of 
hemp  go  to  a  ti^n  for  freight;  it  euiiic  principally  from  Miudano,  Zebu 
being  the  nearest  port;  the  bales  nieasuted  about  10  cubic  feet  and 
weighed  2|  cwt.  The  bags  of  sugar  weighed  from  56  to  1  I2lt» ;  of  coffee 
28lt»;  the  hides  were  very  snialli  the  cattle  bein^  less  than  th(»se  from 
Alderney.  Masters  should  obtain  passports  from  the  Spanish  consul  at 
the  port  of  clcaninee,  or  ihey  will  be  fined  JjJ20i)  at  Zebu.  Port  charges 
of  the  Sir  W.  F.  fViiliams  were  inwards  nii,  (in  balhist;)  outward  £83; 
pilotage  in  £HJ,  out  £10.  The  season  for  sliipment  of  sugar  is  from 
October  lo  August,  Showers  are  not  frequent,  and  when  ifiey  fall  are 
quickly  absorbed  by  the  soil  which  in  sotne  p:irt«  is  composed  of  »and 
and  stone,  Fr'^sh  water  can  be  obtained  only  from  half  ebb  lo  half 
flood ;  at  high  tide  the  well  is  overflowed.  The  water  is  plentiful  and 
very  passable;  it  is  got  off  by  rafting  the  casks. 

The  island  of  Zebu  or  Cebu  h  separated  on  the  west  from  the  island 
of  Negros  by  the  Straits  of  Tanon,  and  has  on  the  east  the  dependent 
isles  of  iMaian  and  Bohol,  between  lat.  If  20'  and  IT  N.  and  Joiu  123" 
and  124^  E,  It  stretches  N.N.E.  and  S.S.W.  and  forms  a  comparatively 
long  and  narrow  belt ;  its  fertile  valleys  yield  rice,  sugar,  cotton,  tobacco, 
and  tlie  best  cacao,  and  its  pastures  feed  cattle.  Breezes  in  the  morning 
and  evening  temper  the  heat.  The  town  is  nearly  in  the  centre  of  the 
enHlern  shore,  opposite  Matiin ;  it  is  divided  by  a  stream  ;  one  side  is 
occupied  entirely  by  Mcsiisas,  half  cnsies,  who  have  a  small  fort,  many 
large  stone  houses,  a  cathedral,  &c  ;  ptipulation  with  pueblo, 8,806.    The 


4 


depth  of  water  varies  from  7  lo  10  falljoms;  ihe  aticljorage  [SUGAR 
is  not  very  secure,  unless  close  lo  tlie  (un^  whit U  jmrt  ia  generally 
occupied  by  gtneniuieiiL  sl^ipa,  but  us  mercliaiiL  vessels  are  monred   tbe 


^ 


riak  i 


1 1h 


I' barf 


etl  for  I 


iilv  ;  ^^b 


pi. 


passengers  mil 

tiful ;  on  ibe  island  3U  miles  soutb  of  ibe  port,  t'tml  is  obtained,  and  is 
»ent  tbeuce  iri  siuiill  vebsels  to  Manila,  I'lie  province,  which  includes 
ihe  isUnds  of  Maian,  Bantayan,  Sii-ijon,  Bobul,  and  Tamoies,  with  4[ 
pnebbts  or  lownsiiips,  has  a  populatimn  of  $5t\8Q3.  That  of  ibe  Phillip- 
ines  is  5,00(),(llll> ;  ibere  are  1,2UU  islands  whicb  cover  an  area  of  l"iU,UUO 
square  miles,  and  are  ctnilrolled  by  the  governor-geiteral  at  iMiinila.  On 
the  western  part  of  the  Pbillipirn;is  ii  rains  from  June  to  Stplember;  in 
October  lite  wind  iriinsftrs  the  rain  lo  ilie  eastern  parts. 

Tonnage.  '^*J  hogsheads,  averagmg Hi Jr  cwt.  eRcb,  eiy.inl  to  ItlJ  ton  occupy 
850  cubic  feet  or  1  keel  22  bhds,  eiuh  41  iucbe;*  long*  47  hjches  bilge,  aiid 
40  incbes  b^ad  diameter,  adineasnve  H50  cnbic  feet,  ilengab  Madras,  and 
Boinbny  ton  20  ewt  in  bags;  Caleuua  39  feet:  Mauritius  14  or  15  bags; 
Bahia  20 cwt.  iu  cases,  boxes,  or  barrels,  and  23 cwt.  in  begs;  New  Yo»k 
20cwi;  Baltimore  2/-i40lU  net  in  i^nsks.  At  Lisbon,  »  last  for  freight  is 
rompnted  at  -4  chests*  When  wheal  is  \».  ^  quKrter,  sugar  is  rated  at  bii  lOj'f 
^  ton.  All  Admindtv  burrel  weighs  :lUifL.  net*  half  iuigsliead  2^^(111™,  kilderkin 
HiH(h,  and  small  cask  it^  and  llOltj.  A  Brazil  arroba  of  brown  eu^ar 
usually  renders  iVoui  27  lo  2Hth  Hauibnrg  weight;  white  sugar  27i  to  ^Wjltj; 
Havima  2U  to  a^tb. 


112lfa.  English  eqaoi  to 
llOlb,      —  — 

lom,     «        — 


lOfjltj.  Hamburg, 
IWth,  French. 


BVi^kU  TABia  AT  HAMBURG. 


i 


HaTUDi,  irhile,  fine     

—  niiiWie  and  yellow, 

—  yellttw 

—  brown 


Bahin.  in  cases,  white,  fine  « , 

—  —         ' —      middle     * 

—  «^  ^_      uad  low   

—  —        brown  ......**•«.... 

—  in  bag!      —       ..*.. *.• 

Pemmmbuco,  In  ctBefl.  white  and  fine 

—  —     middle  and  low 

—  in  bttga,  white    * ,  * 

—  —      brown   ,,...... 


Java,  yellow  and  white  , 


East  India  and  China,  white  and  yellow 
—  brown * .  < 

Maarititu,  reUow  and  grey  .*...< 

brown    , « . « . , 


Whil«     65Ib 

Brown  . . 7Utb 


In  caeea,  white,  16  ^  cent 
—    brown . ,   18    — 

Id  bag!  ......  12    — 

In  eaaki Ii    ^ 


12    — 


Inbigi IK    — 


4 


66S 


STEVENS    ON    STOWAGE. 


084     SUGAR  CANDY  shrnild  be  stowed  in  ihe  Tore  or  after  hold, 

clear  of  all  ullier  goods ;  this  is  ihe  rule  in  aJl  Bombay  ships  which 
carry  more  of  that  deacriplioii  of  cargo  lliun  any  others;  there  is  about 
A^  cent,  loss  on  the  passage  from  Chiua  to  Bombay.  If  the  sugar  candy 
is  new  and  ihe  tnbs  also,  many  will  be  empty  on  delivery.  U  is  raade 
up  in  Holland  in  boxes  of  2d  and  60th,  ench ;  the  wood  h  so  thin  thai 
when  passing  nnder  the  line,  for  the  Cape  of  Good  Hope,  leakage  ensues 
and  frefjuenlly  injures  woollen  and  other  gnoda.  Merchants  recomraeud 
the  candy  to  be  Hiuucd  under  snch  goods.  Tnbsy  of  tiche  or  Chinese 
sugar  candy,  measure  three  cubic  feet  and  i6|  go  to  a  ton. 

985  SULPHATE  OF  SODA.  Sometimes  the  article  is  weighed 
into  carts  at  a  distance  from  the  ship,  and  ihen  capsized  on  board,  rai si ttg 
a  perfect  cloud  of  dust.  At  port  of  discharge  it  may  be  put  into  lighters, 
conveyed  a  mile,  and  then  weighed.  Being  of  the  nature  of  ^onr, 
inrmense  quaniities  are  thus  lust  both  ways.  In  the  spring  of  1864, 
there  was  an  alleged  deficiency  of  6  ton  17  cwt,  in  a  cargo  of  25 1 J  ion 
so  laden  and  discharged.  A  claim  of  £S  ^  ton  was  made  on  the  master 
but  he  resisted  ii,  being  able  to  prove  that  the  ship  delivered  all  she 
received. 

986  SlTLPHrR;  specific  gravity  2  033.     No  ship  can  carry  her 

full  stowage  in  bulk,  say  a  liille  over  three- fourths  ;  it  is  not  desirable  ro 
employ  vessels  with  conical  holds  in  this  trade,  as  sulphur  has  a  tendency 
by  its  own  weight,  to  wedge  itself  down  when  working  at  sea,  ntid  ihns 
strain  the  ship.  A  ship  laden  with  sulphur  carries  on  an  average  4  to 
8  f>  ceuT.  more  than  if  ivith  coal;  but  if  the  burthen  in  keels  he  known, 
and  compared  with  the  qnanlity  of  sulphur,  the  exact  diflerence  may  he 
found,  thus:  by  dividing  the  (quantity  delivered  by  424  cwt,  so  many  keeU 
of  sulphur  are  obtained^  which  multiplied  by  97  quarters,  less  the  differ-. 
etiee  of  so  much  ^  cent,  will  give  the  exact  burthen  in  quarters.  Sulphur 
is  brimstone  in  its  raw  siaie;  see  brimstone;  see  also  saltpetre*  Al 
Ancona,  "  wrought"  sulphur  is  packed  in  chests  3  feet  2  inches  long  by 
14  inches  broad,  containing  on  an  average  3  cwt;  of  lliese  a  full  cargo 
cannot  be  taken »  say  175  Ion  by  a  schooner  108  ton  register,  n.m.  which 
could  cnrry  iH6  ton  coal.  Her  sulphur  ivas  amidships;  the  end?;  nearly 
clear.  Scarcely  any  dunnage  was  used,  as  the  article  was  not  sujjposed 
to  be  liable  to  much  injury  by  salt  water ;  the  cases  were  wedged  to  keep 
them  from  working,  and  stowed  right  up  to  the  decks.  This  was  brought 
in  IB58,  in  lighters  from  the  coast  to  Ancona. 

987  SUPERPHOSPHATE  (manure).  The  vapour  is  ver>'  inju> 
rious  lo  lea,  coffee,  cocoa,  ike.  and  by  contact  with  hemp  and  similar 
materials,  spontaneous  combustion  may  he  created  ;  see  muiuiret«i 


I 


STEVENS  ON   STOWAGR. 


Md  SURVEY ;  see  the  artfcle  protest.  After  a  voyage,  while  ihe 
Tliip  is  in  dry  duck,  surveyors,  both  Lloyd *s  and  Government,  usually 
inspect  her.  If  it  has  not  been  done  already,  the  keelson  shotild  be  cleared, 
fore  and  afi,  allowing  a  passage  on  each  side,  the  cnda  of  the  ship  should 
be  cleared  also,  and  all  dirt  and  damp  Bcrn])ed  and  swept  from  the  how  and 
at^Tii  limbers,  breasl-books,  knees,  transomes,  and  ports,  the  beams, 
stringers,  shelf-pieces,  and  ship's  skin.  If  there  is  lime,  a  coat  of 
Tarnish  and  turps  over  the  skin,  &c.  would  be  beneficial,  as  it  hardens 
the  wood  and  keeps  the  damp  ont.  Every  limber-board  fore  and  aft, 
sbonld  come  off,  but  those  especially  next  the  pnmps,  before  and  abaft; 
if  the  bottom  of  the  cfiain  h>cker  is  not  siil!icienlly  high  to  permit  tliose 
in  iis  vicinity  being  taken  o^^  so  that  a  man  may  crawl  under  to  clear  the 
limbers,  it  ou^lit  to  be  so  filled,  fur  tbe  cargo  nmsi  suffer  when  there  is 
an  imperfect  waterway  to  tlte  pomps.  Clearing  the  limbers  and  placing 
the  limber-boards  on  airain  should  be  attended  to  by  (he  chief  and  second 
officers,  and  ilie  carpenter;  they  should  see  that  a  piece  of  hoop  or  cane 
is  passed  through  under  every  floor  tioiber,  and  that  all  the  dirt  is  taken 
out  The  foot  of  the  pump  should  be  examined  by  the  hand,  and  ttie 
band* lead  lowered  down,  bo  that  a  person  may  feel  the  lead.  A  pump 
has  been  disabled  through  a  quoin  geteing  jammed  in  it.  Some  contend 
that  aity  chii'f  mate  who  does  not  hi  nisei  I  see  the  limbers  cleared  neglects 
his  duty.  When  the  limber-boards  are  put  on  they  should  be  carefully 
examined,  to  see  that  they  are  tight,  if  there  are  any  holes  the  carpenter 
BbouUI  let  in  pieces  of  wood,  or  chinch  with  oakum;  the  skin  mu^t  abo 
be  Icmked  to  and  served  in  a  similar  manner,  if  required,  then,  whatever 
cargo  the  ship  may  take,  there  will  he  no  chance  of  the  pumps  being 
choked.  When  any  vessel  is  shifted  in  dry  dock^  care  must  be  taken  to 
have  equal  portions  on  each  side,  so  that  siie  muy  be  upright.  When 
coppering,  there  may  be  occasion  to  weigh  and  take  account  of  the 
copper  and  nails  received  ;  the  old  copper  and  nails  Rhoald  be  secured, 
also  the  surplus,  which  will  have  to  he  returned  ;  the  nails  should  be 
picked  up  from  ihe  bottom  of  the  dock,  as  the  value  is  nearly  a  shilling 
1  pound. 

989     SWEATING  BOXKS.    To  prevent  injury  from  the  steam,  or, 

as  it  is  popularly  called,  the  *' sweat'*  which  is  generated  inside  iron 
ships,  the  ends  of  the  beams  and  the  kuees  are  sometimes  fitted  with 
woi>d  casings  culled  sweating  boxes.  Si  earn  fr«)m  under  the  deck  and 
from  the  stringers  often  rons  to  tlie  beams,  the  blobs  of  which  form  a 
water  course  (or  tlie  liqui  J,  until  it  overflmvs  perhap»  on  84»me  perishable 
goods.  These  beaui!^  should  be  well  duunaged.  Bags  in  good  condition 
containing  ginger  shipped  at  Calcutta,  and  plac>;d  close  to  an  irun 
bulkhead^  were  rotten  on  amv&l  in  London,  owing  entirely  to  the  sieam 

4Q 


I 


d70 


KTKVKNS   ON   STOWAGE. 


gmenUed  on  the  paJMge  home.     In  fuige  302     [SWEATING  BOXES 
and  the  p«ge8  folloiriog,  (here  U  more  inPinnftiion  reg&rding  iron  shipi 

900     TALC*.     A  species  of  frv^^sil  nearlj  allied  in  mien.     Bengal^ 
Madras,  and  Bombay  ton,  20  cirt. 

991  TALLOW  in  caska  ia  alloaed  lo  Blow  six  beigltts;  it  should 
\he  atowed  low  for  the  sake  of  coolness;  ilie  casks  sUoald  always  be 
ft  ted  a«  if  ibey  c^inlained  wet  giK>df,  and  never  stowed  near  oats  or 
otbrr  heat-producing  good**;  specific  gravity  r94l-  In  the  River  Plate* 
tajlow  in  pipes  is  ffrdinarily  stowed  as  a  ground  tier,  and  receives  a  layer 
of  bones  or  horns  on  which  hides  are  placed;  for  England  it  is  nsualt/ 
packed  in  wine  pipes  and  fialf  pipes,  and  sometimes  in  boxes  containing 
2)  cwt.  each*  Tallow  ca^ks  readily  absorb  salt  water,  which  will  soon 
rot  tlie  wooden  hoops  used  in  St.  Petersburg;  they  are  someiimes  not 
strong  enough  to  bold  togelher  until  the  ship  is  discharged,  and  when 
ttrilting  out  cargo,  will  fly  off  and  leave  the  tallow  unsupported  ;  tbc 
crowbar  ^ijould  he  used  with  caution.  In  the  Sea  of  Azuf  it  is  shipped 
principally  in  the  spring  and  never  in  ih«  iniilJle  of  the  summer,  because 
then  the  tallow  niuH  from  the  casks.  Majsters,  in  order  to  obtain  more 
freight^  usually  loaid  some  casks  of  tallow  upon  deck;  but  this  should 
he  avoided,  because  through  the  heat  of  the  sim,  the  tallow  loses  con* 
aiderahly,  huih  in  weight  mid  f]Uiilily.  Casks  of  white  tallow  are  singular, 
thetr  form  heiiii^  roiiical,  an<l  their  diattieUT  alone  end  about  21  feet,  and 
at  the  other  oiJy  I  J  foot.  To  rulculate  tbe  lare  ou  tallow  it  is  removed 
(rnni  a  t  erinin  number  of  casks,  vvhicli  are  weighed,  and  an  average  tare  is 
ihetice  deducted  for  ibe  whrde  lot.  A  casks  weifrhs  bk,9,  lU,  or  1 1  ^  cent, 
but  the  avcrnge  ij>  generally  about  10  |>  cent,  of  the  entire  weight  of  lallow 
and  cask.  Mare's  grease  is  usfd  iu  the  luaiiufaclurc  ol  soap;  ii  is 
almost  like  oil ;  in  South  America  it  is  packed  iu  square  cases  lined  with 
//liir,  or  in  tarred  pipes^  the  hoops  of  which  are  nailed;  it  is  not  con- 
Mid  end  a  dcKi ruble  cargo ;  it  is  sometimes  in  casks  which  cause  the  ship 
lo  roi ;  there  is  also  a  gri-at  hms  in  the  weight,  ft  should  be  stipulated 
in  tbc  charter  jmrtv  that  if  the  loss  in  weight  does  not  exceed  5  J^  cent, 
the  reduction  of  freight  should  be  5  p-  cent,  only  ;  sec  hides.  The 
Ttnliim  brig  Vogoietta^  223  ton  register,  loaded  at  Fra}'  Bentos  in  the 
Hiver  Uruguay,  the  car^^o  following,  which  filled  the  hold  on  departure, 
but  subsided  considerably  on  the  passage  home. 

Ton        r       T      Ift 

Tnnow,  2  to  pipLB,  20  bftU-pipca  . . . .  llfi  15  1  25 

Hiili'H,  wet,  iijai(5a,  fNrMJO  ...... im  16  2  28 

Both?* .,... 'i'2  13  0  0 

Biilt 11  0  0  0 

310      f»    0    «U 


i 


4 


STEVENS    ON    STOWAGE. 


ft 


TABLE     SHOWINO     THl    PBOPOETIONATE    aUANTITIES    OF    QUABTEES, 

CHABOESp    AITD    TONS    TALLOW     IK     ANT     NUMBER    OE    CHETWEBT6, 

FBOM    FIVE    TO    BIX    THOUSAND. 


r 

6 

0 

1 

I 

g 

1 

1 

0 

1 

u   1 

1 

5 

3| 

«i 

» 

li  3200 

2304 

4100 

356i 

10 

7J 

13 

u 

3300 

2S70 

4200 

367i 

25 

18 

82* 

2i 

8400 

2448 

4420 

3781 

50 

80 

m 

&u, 

8500 

2520 

4550 

889} 

100 

72 

130 

in 

5fiOO 

25^2 

4680 

400i 

mo 

hits 

1040 

m^U  1 

8700 

2oe4 

4810 

412 

WOO 

048 

1170 

1001 

1  3800 

2730 

4040 

423* 

lOOU 

720 

i;voo 

iJii 

aflOO 

2  808 

5070 

434i 

UOO 

WI 

14:io 

1221 

4rK)0 

2880 

5200 

445* 

1200 

HH4 

1560 

iH-^i 

4100 

2052 

5330 

450^ 

vm) 

miy 

IftlK) 

U4t 

45iO0 

3024 

5400 

407  i 

^B 

1400 

lOOM 

1820 

l&^i 

43O0 

3oy(i 

6500 

4781 

^^1 

16U0 

108(» 

H>50 

107 

4400 

3108 

5720 

4801 

^H 

leoo 

lltr2 

2080 

178i 

45(j0 

3240 

5850 

501 

^^P 

1700 

12U 

2210 

J  Hot 
200i 

4000 

3312 

5080 

fil2|  , 

IHOO 

129ft 

2840 

47O0 

3384 

0110 

623i 

1000 

13*JH 

2470 

2114 

!  4800 

3450 

0240 

534| 

2000 

1440 

2000 

2228 

1  4000 

3528 

6H70 

5454 

2300 

irili 

2i:]0 

23;i| 

1  50ti0 

3000 

6500 

5561 

*2200 

iriKi 

2H00 

244J 

r>ioo 

8072 

0030 

567} 

2300 

H^50 

tium 

250 

5200 

3744 

O700 

578i 

2400 

17'2X 

yi'^0 

207  i 

5300 

3810 

6800 

500 

2SO0  1 

IHOO 

:i"i:»o 

278i 

6400 

3888 

7020 

601JI 

2O00 

1872 

a;^Ho 

2H0| 

5500 

3000 

7150 

6l2i 

2700 

nii4 

3510 

3001 

5tt00 

4032 

7280 

623  i 

2H00 

2010 

ati40  , 

siii 

5700 

4104 

7410 

634i 

^^B 

2000 

20HH 

3770 

322J 

SHOO 

4176 

7540 

645  g 

^^H 

3000 

2100 

3000 

t\U 

5000 

4248 

7070 

650  A 

1 

fllOO 

2232 

4030 

345i 

0000 

4320 

7800 

668 

S92     Deck  cargo.     Coui-t  of  Common   Fleas,  July  B.  1803,  ht^Tore  Lord 

Cliief  JuBtic*^  KiuA'i  mul  n  sppri«l  jnrv.     i'nnnv  v.  Robinson.     Plaiiiliir  whs 

A  m^rcbiLtit  and  fibijiownt^r  of  New  Broftil  Strfet,  aDil  dt-feotiimt  wm»  own«r 

of  a  line  of  sl^jujiyn*,     A  quaiitily  o\'  tallow  Imd  l>t't*ii  sliipptl  hy  [ilajnlilf  tit 

St,  PeterMbiirg*  jn  Cktober,  1861.  oo  hoard  a  vo*if*el  ilie  Evay  belonging  lo  i 

ddenduTit.     t>n  the  piisBago  she  took  (he  groojid  on  the  coast  of  Sweden,  atiil 

I  it  WcftOie  necessary  to  throw  ovorl»ofirtl  ^nne  of  the  tallow  stowed  on  deck. 

I  The  tallow  wan  H(ibso(|neotly  recovered,  and  iiiiiintiH'  now  hroiighl  ihia  acliini 

I  to  rollover  the  amount  imid  (or  snlvnge,     Pliiinlifr  ii]legt»d  that  defendant  had 

hiin  what  h  rnllrd  n  rlran  hill  i>f  hiding,  and  no  notie^  aa  to  a  i»oi1ioil 


&7'I 


STEVENS    ON    STOWAGE. 


PSOPOETIOH^TE  FBEIGHT  TABLE,  TOE 
tBOK  fSX  BLACK  Ok  AVD  ItSBTTESJUMEMM  TO  THE 


F«rtoa 

Per 

Per 

Ptar 

PtT 

chju^e  with 

IaUmt, 

Q 

luHer 

Oiiett* 

Dvtefa 

& 

pereenL 

V,1L 

UK. 

ImI 

lArt 

ivrUMntmm 

■ 

d 

§ 

4 

Aor     c«fiU 

nm 

6eoSm 

An 

■aato     n 

1 

0 

0 

0  15 

1           \        Of) 

0 

95 

0 

10       52 

5 

0 

0 

9*27 

5      02 

4 

70 

0 

52      60 

10 

0 

1 

655 

1        10       04 

9 

53 

05      20 

15 

0 

2 

3H3 

15       00 

14 

29 

57      80 

20 

0 

3 

111 

!       20      08 

19 

06 

10      40 

25 

0 

3 

1030 

25       10 

23 

82 

63        0 

m 

0 

4 

7-67 

30       12 

28 

50 

15      60 

J*5 

0 

5 

4-94 

35       14 

33 

35 

68      2^ 

nt 

n 

5 

»'58 

37      65 

35 

73 

94      50 

40 

0 

n 

2  22 

40      16 

38 

12 

20      80 

42 

6 

n 

686 

42      67 

40 

50 

47       10 

45 

0 

ti 

11-50 

45      18 

42 

88 

73      40 

47 

6 

7 

414 

47      66 

45 

26 

99      70 

50 

0 

7 

t'7e 

50      20 

47 

65 

26        0 

5a 

fi 

8 

1*42 

52      71 

50 

03 

52      30 

55 

0 

8 

606 

55      22 

52 

41 

78      60 

57 

0 

H 

10-70 

57      73 

54 

79 

04      90 

60 

0 

0 

3'34 

60      24 

57 

18 

31      20 

62 

0 

0 

707 

62      75 

59 

56 

57      50 

fi5 

0 

10 

0-61 

65      26 

61 

04 

83      80 

«7 

H 

10 

525 

67      77 

64 

32 

10      10       1 

70 

0 

10 

9*80 

70      28 

60 

71 

7 

36      40 

72 

A 

11 

2-53 

72       711 

09 

09 

62      70 

75 

0 

a 

717 

76       ^^0 

71 

47 

89        0 

77 

6 

ii 

11-81 

77      81      , 

73 

85 

8 

15      SO 

80 

0 

12 

445 

80      32 

76 

24 

8 

41      00 

8J£ 

6 

12 

0-00 

82      83 

78 

62 

8 

67      90 

85 

0 

U 

I  78 

85      34 

81 

00 

8 

94      20 

87 

6 

U 

6-37 

87      85 

83 

3d 

0 

20      50 

00 

0 

13 

llOl 

90      36 

85 

77 

9 

46      80 

02 

6 

14 

3*64 

92      87 

88 

15 

9 

73       10 

05 

0 

14 

8-28 

05      38 

90 

52 

0 

99      40 

91 

6 

15 

0*02 

07      80 

92 

90 

10 

25      70 

100 

0 

15 

5-56 

1 

100      60 

95 

30 

10 

52        0 

of  th6  talloir  t>eiD|;^  on  deck.  Defetidanl  eoQteDded  tb&t  there  was  a  partieul^r 
usage  m  the  irwde  by  which  it  was  ciistomary  to  »tow  §  portiou  of  the  car|^ 
on  deck,  ami  Ihat  ships  were  ooDStruotPd  to  carry  deck  cargo  ;  also,  Utat 
although  defendant  Imd  not  given  plaintiff  express  notice,  yet  be  ought  to 
have  heet)  aware  of  the  nsual  course  of  husinesH,  and  to  have  insnrf  d  at  a 
higher  rate  of  premiiun.  It  was  adniiiud  that  in  the  case  of  hemp  and  other 
damageahh*  goods,  the  shipper  wonld  he  entitled  to  notice  of  stowage  oiidAok» 
hut  defendant  contended  thiit  Lallow  n^it  being  liable  to  damage  by  the  8«ft 
pdUd  not  come  within  the  above  category.    The  qnesuon  for  the  jurj  waa,  did 


STEVENS    ON    STOWAGE. 


073 


T^lOW,  AKD  WHEAT  OB  INDIAN  CORN, 

ranm  kingdom  and  the  pbikcipal  poets  in  eubofx. 


Per  »Ugo»  with 

Pur  S4<},  with 

Per  mine, 

with 

Per  kilo,  with 

6  per  cent* 

fl  per  cent. 

5  per  cent. 

5  p«r  cant. 

lor  Tri«it« 

for  Lf^gUora 

for  GatiOA 

flor      kwu    ^rnnU 

•oL  flo    ertits 

1  &tio     aU 

m 

Iii«»      pw     Mllt» 

0        1      riO 

1       15 

0          7 

36 

0          3       08 

0         6       50 

5       75 

0        SB 

80 

0       1»       00 

0       13         0 

11       60 

0        73 

60 

0        3ft       80 

0       10       60 

17       25 

1        10 

40 

I        19        70 

0       27         0 

23         0 

1       47 

20 

1      ay      60 

0       33       GO 

2»       75 

1       84 

0 

2     ly     5i> 

0       30         0 

34       GO 

2       20 

80 

2        3y        4C> 

0       4d       50 

40       25 

2       57 

60 

3        lU       30 

0       4H       75 

43       12 

2       7*J 

0 

3       29       25 

0       5-2         0 

46         0 

2       U 

40 

3       39       20 

0       55       25 

48       87 

3        12 

80 

4         0       15 

0       58       50 

51        75 

3       31 

20 

4       10        10 

I          1       75 

54       B2 

3       40 

00 

4       20       05 

15         0 

57       60 

3       00 

0 

4       30       00 

1         8       25 

60       37 

3       78 

40 

5         8       05 

I       11       60 

63       21 

3     m 

80 

5       18       90 

1       U       75 

66       12 

4       15 

20 

5       28       85 

1        IB         0 

60         0 

4       41 

60 

5       38       80 

1        21       25 

71       87 

4       00 

0 

tt         8       76 

1       24      5a 

74       75 

4       78 

40       1 

H       18       70 

1       27       75 

77       62 

4      m 

80 

a       28       66 

1     ai       0 

80       GO 

5        15 

20 

6       38       60 

i       S4       25 

H8       87 

5       33 

60 

7          8       50 

I       37        50 

m      25 

5       52 

0 

7       18       45 

i       40       75 

m      12 

5       70 

40       1 

7       28       40 

1       44         0 

02         0 

5       88 

80 

7       38       36 

1     47     as 

04       87 

fi         7 

20 

8       m       30 

I       50       50 

07        75 

It       25 

60 

8       12       25 

1       53       75 

i        lt*0       02 

S       44 

0 

8       28       20 

I       57         U 

103       50 

6       62 

40 

8       38       15 

2         0       25 

urn       97 

6       80 

80 

0         B       10 

2         d       50 

toy      25 

6       00 

20 

0       18       05 

2      e     75 

H2       12 

6       07 

«0 

0       28       00 

2       10         0 

115         0 

7       20 

0 

0       37       U5 

atiy  exceptional  cuetoirj  exist  in  ibe  case  of  tallow,  wiih  respect  to  tht*  ship- 
owner taking  ihe  ntk  of  CBigo  piled  on  the  deck.  The  jury  found  a  verdict 
for  plnitittflr. 

Totmage.  17  ton  tallow  will  occupy  850  cuhk  feet  or  1  keel,  beiog  th«| 
•ftme  as  for  10  toji  vlavm  hemp.  42  ctisks,  each  50  inches  loug,  3U  indies  bilge, 
AOd  %7  inches  head  diameter,  meaynre  850  cubic  feet  Bengal  and  Mudina  iLin 
to  owt.  in  cases  or  casks.  Bombuy  50  cubic  i'eet.  New  Ycuk  tiud  Biiltinioro 
6  barrets.  A  ton  of  Baltic  tallow  is  freighted  same  as  ivro-tliirtls  freight  of 
I  hemp  on  the  groesi  weight. 


STEVENS    ON    STOWAGE. 


Freight  When  Bluck  8«a  wheat  is  4f  7*8704  W  qr  freigbt,  TALLOW 
israte<)  bI  30*  <^  ton;  see  table  at  commencement,  but  iM^e  esp**ctally  the 
f4^ort  of  the  Comiuitt^e  on  Freights,  page  236,  When  Mt^diU*mlIleao 
irheat  is  Im  ^  quarter,  t^lloiv  in  casks  is  reted  at  ftf  8</  |^  ton  of  20  owt. 
Taliow  pays  tirolhirds  the  freight  of  clean  hemp  or  flax  on  the  gross  weiglit, 
and  the  freight  per  ton  of  tallow^  multiplied  hj  S  and  divided  hy  'ZO,  to  which 
add  ^  ^  cent,  wili  give  the  proportionate  rate  payahle  an  a  «jnart©r  of  wheat 

Casks.  RusBiaii  tallows  are  in  casks  8  feet  by  6,  containiog  12  J  to  J»  cwt, 
and  <J  feet  by  4, 9 J  cwt  gross,  1 20  poods  gross  weight  makea  a  PeterBburg  last ; 
63  poods  an  Kngltsh  ton.     A  pood  is  S6tb. 

OOa  TAMARINDS  are  packed  at  Calrutia  and  Madmt  Id  casks, 
cases,  and  bags.  Casks  weigh  about  2fKJtb,  and  cases  (sugar  cases) 
1  cwl;  ibe  i>ik'Z~^  al  Madras  160lti^  are  usually  shipped  as  broken  stowage* 
Bengal  and  Madras  ton  20  cwt,  Bombay  18.  In  Bengal  cases  and  caaks 
tamarinds  are  sin p peel  all  the  year  round.  In  the  West  Indies  the  pods 
are  gathered  in  June,  July,  and  August,  when  they  are  fiiHy  ripe. 

994  TAPIOCA  h  r^biained  from  the  root  of  a  shrub  which  grovri 
in  ibe  West  Indies,  8iiuth  America,  &c*  The  shrub  is  the  maniac 
jatropha  matnhot  or  Utfrr  cassia va,  a  native  of  tropical    America^  and 

grows  freely  anywhere  between  Florida  and  Paraguay.  Bengal  and 
Madras  Uni  50  cubic  feeL  At  Bahia  16  cwl.  in  bags  and  14  cwL  in 
barrels*     A  barrel  weighs  about  IJ  cwL 

995  TAR  is  obtained  by  smouldering  the  heart  wood  of  the  pi 
in  slacks,  nearly  as  in  making  charciml,  and  tolleciing  the  sap  la 
trenches.  It  is  refined  by  healing  it  in  an  iron  vessel,  to  drain  off  thi 
water  and  |iyroli4,^neous  acid;  and  after  awhile  pouring  off  the  pjirer  part,, 
leaving  the  earthy  residue.  A  fnll  cargo  does  not  require  ballast  except^ 
the  shiji  be  large,  wben  about  30  to  every  500  Ion  burihen  will  be  neccs* 
sary.  Some  stevedored  recommend  the  skin  and  ceiling  to  be  covered 
with  sart'-dust  sprinkled  with  water,  to  prevent  leakage  from  running  inttt 
the  pumps,  which  require  special  attention  with  this  description  of  cargo, 
From  Ameiica  to  Kurope,  it  is  usual  Ui  have  some  lurjienunc  to  thro^ 
down  tlie  pumps  when  choked,  as  being  the  only  available  substance  by 
which  tor  can  be  dissolved.  Pumps  fitted  with  long  loose  wood  toggles, 
instead  of  leather  clappers,  will,  it  is  said,  raise  tar.  When  tar  and 
turpentine  go  together,  the  former  should  be  slowed  in  the  extremities, 
to  avoid  press u re >  and  to  keep  it  off  from  the  pumps*.  Place  the  barrcli 
each  side  the  keelson/bilge  and  cntline  with  each  other,  with  small  billet 
of  wood  between,  to  prevent  working  at  sea.  Tar,  turpentine,  rosit»,  &c. 
should  have  flat  beds  of  wood  under  the  quaiiers,  an  inch  thick,  ani 
allotved  to  stow  six  heighls.  Tar  taints  and  injures  many  di'scriptioua 
of  goods;  see  Hour  and  respou.sihiliiy-  In  the  docks  al  Hull  tar  and  lur 
)ientine  are  stowed  only  in  an  open  yard  or  outbuilding;  rent  by  Agr«>«- 


lU 


STOWAGE. 


575 


t 


menu  Tar  is  very  liable  to  lealt ;  al  ArcLatigel  il  is  put  itilo  [TAR 
iht  barrels  at  a  lomperalure  of  about  40"*,  tind  ibeii  seril  to  Engldiid, 
wbere  it  may  be  60",  imd  re-sliipped  for  llie  East  uiul  \\'*i^i  Iiidiijs,  where 
the  leinperauire  may  be  96*,  Avhicli  will  cause  an  exj>aiisit*u  (*f  4  IP^  ceul. 
atid  a  consequiini  leaknge,  ft  is  rctstmimended  lo  jmt  only  32  gallons 
into  a  34-gallon  cask^  especially  when  tbey  bave  to  be  slowed  in  a  steam- 
^Uip;  M'e  turpentine. 

006  M«ny  fatal  resulis  to  seamen  and  passengers  are  caused  by  ibe 
noxious  gas  wlucb  emanalea  from  coal  tar  in  broacb,  in  tbe  fore-ljold, 
wbere  it  is  l'»o  frequenily  kept.  The  timbers  of  tlie  ill  fated  Eclair^ 
afterwards  called  the  Uomnwnd^  were  saturated  with  coal  tar  as  an  anti- 
dme  ior  dry  rot,  and  in  t!jis  ci  renin  (Stance  is  aunbuted  tbe  malijafiinnt 
fever  which  carried  off  her  crew.  Coul  tar  for  jnvi^eiU  use  is  recnuimended 
lo  be  kepi  in  an  iron  cask,  laslied  on  the  fore  juiri  **f  tbe  upper  deck. 
In  November,  1863,  ibe  Swedish  scbnon^r  Victor  .^wyi^j^r,  loaded  at  Pitea 
in  the  norlhcni  part  of  Sweden,  818  barrels  i»f  tar,  averat^jng  eacli  27 J 
gallons  The  barrels  averaged  2i  feet  loiii;:,  22  im  Jte*  diameter  in  ihe 
bilgpf  and  20 inches  al  tbe  ends;  and  weii«hed  abnut  3i  cwl.  Xinetv- 
one  barrels  were  stowed  on  deck.  So  laden  she  drew  lOj  feci  afi  ami  10 
fnrward,  Willi  eiglii  keels  Newcaslle  coal  she  drew  I  I  feet  iift  oud  lOi 
forward,  litis  schoiuier  is  77  feet  b*ng,  21  feet  7  Indies  broad  arid  37  feel 
girib.     Hold  tuniwi-^e  112-75,  break  afi  311,.  ifMal  1 15  8()  ton. 

Tonnage,  freight^  Ac,  ion  hnrrels  Arehunirel  lar  lU  ton,  lOO  ban-els 
of  Sioekliobn  tar  in  ton,  L10  harreh  Aniericfln  tnr  and  r^win  17  ton,  will 
occupy  H&O  cubic  feet  or  1  keel  A  ve-isel  whieh  can  take  ;I18'7  ton  uicaaurB- 
meat,  can  slow  500  barrels  lar  nod  lOU  ton  clean  hemp.  A  ves^st^l  of  liiiO  ton 
register  will  earr}*  l,ri58  Imrrels  tflr;  see  pitch.  K,  L  Co.  \\  banels  to  a  ton, 
NVw  York  the  same.  On  \\w  Criuan  Caniil  H  linrrels  of  Ur  if^i  as  a  ton. 
Whnn  wlieat  is  \sP  quarter  freight,  Archangel  tar  is  rated  at  llj^/  {^  hmrpl, 
ood  American  H\th  A  hurrel  of  tar  wi^ighs  SJ  cwt;  a  last  consists  of  \1  hniTels; 
at  Ilottc^rdam  13  barrels. 

y07     TARES  AND  AtiowANCEs  according  lo  tbe  prnciice  of  the 

London  Waterside  Customs:  In  cuses  where  goods  cannol  conveniently 

be  weighed  net»  the  weight  of  package,  all  internal   wrapfojrs^  papers, 

lrings,&c.  should  be  asciTialned  and  deducted  from  the  i;ros>»,  to  produce 

*l  weight;  this  is   lernied  taring,  and   is  pmctised   in   the   following 

federal  ways,  viz  : — 

B^  ActWil  Tare:  Turn  out  the  goods,  take  the  weight  of  eaih  pm-kage  and 
enclo*iore,  which  deduct  from  thcfjross,  Tliis  is  perfornn  d  ity  landing- waiter*, 
all  other  descriptions  of  tar«  ht>ing  seitlt3d  aixd  wriiien  ofl'in  words  at  length, 
with  initials  and  date,  hy  landiiig-sun>yors. 

Bff  Awra^t :  When  parkaj^es  vary  Uttle  from  each  other  a  linn  ted  portion 
ia  t«l«ct^  by  tlie  landing  otbcers.  their  contents  turned  ont,  and  from  them. 


576 


STEVENS    ON    STOWAGE, 


m 


when  tared  by  tbe  landiog-surveyor,  an  average  ib  etruek,  and     [TARE] 
allowed  upon  the  whole  numhflr. 

/?!/  P^r  Centage:  When  packfiges  vary  eonsidt^rahly  with  one  another 
their  gross  weights,  but  hpitr  ti  relutive  proportion,  it  its  usuai  to  select  a  fe^ 
diiTeriuR  that  Bhall  altogether  equal  the  average  weight,  theu  turn  out,  tare, 
and  convert  theat*  either  iuto  a  per  centage  or  a  per  package  rate,  and  apply 
as  before. 

By  Allowed  Tare:  This  is  an  ndjndged  or  estimated  allowance^  agreed 
upon  hy  the  Jaailing  sun^eyor  and  the  merchant  or  his  agent,  and  applied 
either  per  package,  per  cent,  or  by  proportionate  deduction,  as  may  he  most 
convenient. 

By  a  Super  Tftrt  is  raeBnt  ii  sppcinl  allowance  granted  lor  the  increase  of 
weight  a  j^ai-kage  may  havt^  imbibed  in  a  leaky  ship;  or  when  gross  weight 
regulates  the  tari\  h^  in  liritish  plantation  casks  ot  sugar,  from  part  of  the 
cnu  tents  being  watibed  out. 

Draft  is  now  allowed  by  tlie  Customs  on  the  article  of  ti»hacco  alone. 

N.B.  Tares  once  adjusted  by  ihe  landing  ofRcera  in  couj unction  with  the 
merchant  or  his  representiitive^  nniBt  stand  as  final,  G.O.  No.  114.  1648;  and 
officers  are  strictly  enjoined  not  to  t'tke  any  cognizunce  of  goods  after  they 
shall  have  been  passed  and  delivered,  without  the  exprcsd  aac^ction  of  the 
Board.     G.O.  No.  m,  1850. 

998     TEA,     The  principal  ports  in  China  are  Canton,  Anio)\ 

chow-foo,  Ningjto,  and  Shanj^bui. 

SOUCHONG  ii  acorraption  of  ^^Sian-cliang,"  mGanLng  "  Uttl«  plsat." 

HYSON  it  derivefl  from  *' Yu-tsjieu,"  meanuig  **  before  the  rains;'*  fome  »ay  from 

*'  Hi'chtm,"  meniiiog  ^'  floniiahiiig  apriiig," 
PEKOE,  the  name  Applied  to  the  cofirve  leaves  gathered  eArlieflti  \»  %  corrapdon  of 

*'  Fee  CO,"  nteankig  *'  white  hairB,'* — the  very  young  learei  h*nitg  a  white  down 

mpou  tfaetn. 
BOHEA,  now  obsolete,  wiu  derived  from  the  iiame  of  the  Bui  HilU  in  the  pn^ 

Tinoe  of  Cftaton,  J 

Most  commonly  there  are  three  periods  of  gaihering  tea  in  China;  the 
first  commences  ahnnt  April  15,  ibe  second  at  Midsumtner,  and  the  luU 
in  Augnsl  and  September.     Auotiier  antbority  saya,  ihere  ore  four  disiinci 
tea-harvests.     Tbe  first  is  in   April,  when  the  yo^ini;  leaves  furnish  the 
very  finest  kinds.     The  second,  in  May,  i^  tbe  principal  one  as  regardi 
quantity ;   frotn  tbe  earlier  portion  of  this  harvest  is  supplied  the  **  ne« 
season**  tea*'    which  dealers   advertise   in  Atignst   and   St;[itentber»   andJ 
ivbich  is  so  eagerly  awaited  that  ii  is  the  custom   for  tbe  merchant  wIkiT 
receives  the  first  cargo,  to  reward   tbe  ceUriiy  of  ibe  vessel  brir»ging  il^ 
by  presenting  a  handsome  premium  to  her  owner  and  tnasfer.     The  third 
harvest  is  in  July,  and  tht-  fonrrh  in  Anguai,  when  tbe  *'  slrip|>il^g"*  atfords 
only  large  coarse  leaves^  consumed  chiefly  by  the  poorer  classes  ctfChincsel 
laborers.     The  Asgam  aeason  for  tea-making  commences  generally  aboatl 


STEVENS    ON   STOWAGE, 


5T7 


llic  niidille  of  March,  the  second  crop  in  Uie  mitltilc  of  Ma,Vj  the  [TEA 
ihird  crop  ahont  ibe  Hrsi  of  July.  Tlie  imnnfs  given  to  tlie  diffcreiU  teas 
rt'fer  more  to  ihe  lime  at  which  they  were  gathered  tlian  Lo  iheir  quality, 
of  which,  in  each  kirtd,  there  is  every  grade. 

1)1*0     The   hold  should   be  well    ventilated   with    windsulli?,   s<*veral 

rdays  before  receiving  cargo.  To  do  ibis  when  fullj  some  A  men  can 
fi!!^st*Is  have  large  ventilators  fuied  fonvurd  mid  aft,  which  arc  much 
approved ;  !ihi]i|jer$  prefer  a  vessel  supplied  with  tbeni^  if  she  ih  in  good 
order  and  well  painted.  Sonietinies  for  the  reeeptlon  of  lea  ihe  hohh  are 
ivhiie*wnshed,  which  ntakts  them  light  innl  sweei,  hut  it  caosfs  daeiron- 
f^ork  lo  rtistt  It  is  con  tended  that  the  it  on  should  be  painted  red  and  (he 
wood-work  scraped  clean.  American  ships  are  rarely  white-wash*'d;  iheir 
'tween  decks  ore  nKvays  paiifted  white  whii'.h  makes  tliem  light  and  rasily 
Bcrubhed.  The  heavier  the  ballajit  the  lieller  ;  it  is  generally  metal,  or 
gmnile  Hoik  in;  these  are  covered  with  shin^^Ie,  which  is  much  approved^ 
and  about  tiiree*founIis  of  the  whole  are  levelled  over  ihe  keelsmi,  fven 

[nilli  It,  or  below  it*  a»  the  case  may  be — the  depth  being  regulated   by 

gauge  lo  receive  so  muity  heighis  (if  ehesis  bciwfen  the  beauisi  and  the 

ballast,  vihich  is  firsl  covered  with  hall-ineh  fir.    The  Chinese  stevedores 

are  not  anrpaissed  for  good  stowage  in  iiny   part  of  the  world,  and  ihe 

keourse  usually  observed  by  them  al  Cinilon,  with,  say  a  ship  of  tjOO  loti 

[register,  has  been  thus  described: — '* Tiers  of  chests  are  laid  fore  and 
aft,  say  five  fmmi  ^jide  to  side — amidships  eight  tiers.  Take  a  set  between 
the*Qadf»hip  liers  and  the  end  tiers,  and  s^et  ihetn  u[)  square  and  itghl;  theii 
liirce  or  (ive  tiers  raort- ,  both  amidhhij»h  and  aft,  and  set  thcni  i<p  j^etfeclly 
«quajre  from  one  wing  to  the  other;  if  the  tiers  eome  in  regularly  up  to 

^ihe  nseeling  of  ihe  chests  of  lea,  ihey  mv  drojyped  in  in  pairs,  or  what  is 
termed  *'  marrird  :**  bui  if  ihcy  ret|nire  setting,  the  whole  tieis  are  set 
upon  and  the  last  dropped  m.  This  tur,  when  completed,  is  gauged  ill 
like  manner  as  (he  balhiBt,  Ironi  nndunicath  tLe  beajns,  lo  see  lliey  are 
perfectly  level.  Slips  of  wood  are  put  im  i?hi>*ild  tliere  be  the  least  hollow ; 
find  if  any  chesl  stands  higli  it  is  lifted,  and  the  ballast  robbed  lu  make 
the  lier  level,  but  slionld  the  deviation  not  exceed  one-ciglith  of  an  inch, 
the  mere  jumping  cm  the  chest  will  do,  Thegange  is  llien  li^nsened  one 
tier,  and  it  is  carciully  tried  lore  and  aft,  lo  see  there  is  no  dijicrcpancy, 
I'his  method  is  pursued  up  to  underneath  the  beams,  and  when  thai  in 
completed,  if  no  eonvenieni  cbesls  can  be  bad  to  suit  the  heii^bt  of  ibe 
l>eain4,  ihe  beam -fj] lings  arc  iive  and  ten  eatl)  boxes,  [daeed  so  as  lo  make 
a  level  as  near  as  possible,  and  ail  delicieneies  filled  in  with  China  Itr. 
Great  care  is  taken  with  ibis  lier,  ihe  height  being  measured  from  the 
upper  beams,  and  the  stowing  goes  on  as  it  did  below.     \V  hen  the  deck 

*  beams  are  reached,  ctmtion  is  necessary  in  order  lo  make  the  stowage  uf  llie 
tbip  advftni;i^eous  to  the  owuer^  a^  it  is  not  always  thtit  cliesu  are  to  be 


578 


STEVENS   ON    STOWAGE, 


lirnl  to  suii  ihe  filling  close  up  to  the  upper  deck — Bve  catty-boxes  [TEJ 
being  the  least  to  fill  up  m  space  often  14  by  12  inches.  On  rising  fi 
ballmtin  the  lower  hold^  close  to  ihe  skin,  from  the  fore  shoulder  tu  abreast 
themainmastt  ttis  necessary  to  keep  the  tea  at  least  nine  inches  frv)in  the 
sides/'  Some  gauges  are  in  the  furro  uf  alight  square  frame,  others  are 
formed  like  a  capital  T,  but  they  are  not  so  reliable  as  square  frames,  on 
account  of  the  occasional  inequality  of  the  hold  beaniSf  ouk  especially,  the 
hollows  uf  which  might  not  be  detected  with  T  frames;  sometimes  « 
simple  measuring  rod  is  used,  at  others  two  hnlf>rnds«  sliding-gunter 
fashion.  When  stowing  the  latsl  chesi  in  an  early  tier,  a  Chinanum, 
mther  ilian  strike  it  with  any  hard  inslrumenl,  walks  ofl'  to  a  distance, 
and  running  back,  jumps  into  the  air  and  falls  in  a  silling  |H»stiire  on 
the  chest,  which  is  thus  sent  uninjured  into  its  place.  Formerly  irheii 
A  tier  was  "commanded"  and  the  screws  used  to  gain  an  inch^  the  whole 
tier  was  sometimes  crushed ;  now,  if  .screws  are  used,  a  plank  is  sii 
placed  as  lo  lake  a  whole  tier  and  pre  vent  injury  to  any  chest,  Eit- 
perieneed  stevedores  are  loo  correct  in  iht'ir  measurements  to  reqiiirai 
the  frequent  use  of  screws.  \ 

lOOO  Sometinu'S  strips  of  bamboo  are  nailed  up  and  down  the  side 
lining^,  and  over  the  deck^  to  preserve  l!ie  lea-boxes  from  the  influence  of 
chafe  and  from  damnge  by  leakage  ;  by  its  silicious  exterior  bamboo  resists 
wet  and  carries  it  olT;  the  throats  of  the  beams  are  muffled  with  canvas, 
or  sennet  nailed  across  the  upper  part,  and  led  down  so  as  l»»  train  any 
leakage  towards  the  sides,  and  thus  prevent  water  from  running  along  the 
beams  to  the  sianchions,  wliere  it  will  edge  off  and  fall  iriin  the  centre  of 
the  cargo.  It  is  particularly  necessary  to  muffle  the  beams  in  the  wake  of  j 
the  fore  top-miiet  backstay  bolts  ;  it  would  be  jirudeul  ill  so  ty  do  so  im- 
mediately he  low  all  scupptTs  D^inmgo  from  causes  mentioned  here 
seldom  amounts  tip  an  average ;  and  the  insurer^  being  freed*  the  lo.ss  fall* 
on  the  merchant,  who  would  liave  some  difficuily  to  estatilisb  a  claim  for 
bad  stowage  or  insufficient  dunnage,  but  he  would  afterwards  prefer 
chartering  some  other  sliip,  on  board  which  more  caution  is  observed, 
l*he  lower  tier  should  be  on  iheir  bc^tloms.  heciuHe  the  soldering  is  more 
perfect;  but  the  diesis  are  someunies  stowed  on  their  sides  for  llie  sake 
of  getting  in  heights  ;  tlie.  other  tiers  on  their  sides  or  edges,  as  they  will 
corae  in  for  heights.  In  the  wings  are  occasionally  stowed  the  remain*' 
ing  fourth  of  the  ballusl,  or  (in  Amt-rican  sbi(j!?)  mats  of  cassia;  for  it 
sometimes  happens  thai  this  prjrtion  of  the  ballast  is  required  to  trim  the 
ship,  either  forward  «^r  aft,  in  which  case  ihe  wings  must  be  filled  with 
something  else;  besides  which,  ballast  in  the  wings  of  most  tea-laden 
ships  is  liable  u>  make  them  roll;  in  the  ends  it  makes  them  twist  at  sea. 
Some  contend  that  its  heal  position  for  saihng  is  in  a  (vnnkway  on  the 
keelson ;  this  involves  much  loss  of  stowage  for  the  tea»  but  the  ^ai 


i 


4 


^ 


STEVENS    OS    STOWAGE. 


M» 


sailing  mtty  more  than  compensate.  For  a  ship  consiantly  in  the  [TEA 
Hade,  iron  keiilledge  is  best;  jjfnmile  is  deiir  in  the  north  of  China,  but 
Tension  able  at  Can  Ion*  The  heal  of  tea,  like  many  other  dry  cargoes,  will 
draw  dampness  from  any  porr^ua  stone  prcviuualy  in  contact  with  water, 
Some  ballast  from  AnsLralia  is  very  unsniiable;  many  cargoes  have  been 
dt*livered  in  London  out  of  condilioii  and  flat,  in  cnnsecjtience  of  being 
Hlowe^i  on  Sydney  ballast,  wliirJi  h  a  pLirtPua  sainistone.  It  is  belter  to 
leave  out  the  wing  cliests,  for  if  wetted  onc-inch,  it  will  run  ihrough  the 
whole  chesl;  someiimes  balf-chesLs  are  slowed  here,  but  they  must  be 
well  ballasUMl  off  from  the  skin.  In  order  to  assist  in  protecting  from 
injury  by  leakages,  ctiests  of  tea  are  sized  and  stopped  with  a  composition 
of  blood,  &c  ;  they  are  then  covered  witli  phiin  paper  and  afterwards  with 
irans|>areiit  paper,  having  figures  on  it.  Both  these  papers  are  jiasled  on* 
The  bdxes  are  afterwards  ranged  in  stacks,  and  one  side  being  oiled,  the 
Bides  are  changed  ntUil  ihe  boxes  are  oiled  over  completely.  When 
applied,  the  oil  emits  a  very  obtuixious  stench  wlucli  la  said  not  to  be 
injiiri(His  to  the  contents.  Every  chest  and  cutty  is  carefully  lined  vvith  a 
loose  ieacjen  case,  and  that  again  with  paper»     The  leaden  case  is  very 

|6lnmg1y  soldered  with  a  bright  metal«  which  is  said  to  contain  quite  an 
appreciable  quantity  of  silver.  (The  lead  of  which  the  case  i  iself  is  made 
in  much  hnrder  than  cmr  lead  ;  nearly  all  of  it  that  reaches  this  country 
is  used  for  making  printers'  types.)  The  cbests  containing  green  teas 
ore  frefjuetitly  lined  exteriorly  to  the  lead  lining  or  case,  with  spaihea  of 
liic  maize  plant*  or  witli  other  kind  of  broad  leaves,  and  many  of  the 
*'  catties"  of  very  fine  teas  are  so  elaborately  decorated,  that  after  ar- 
riving in  this  ciHiniry,  they  often  do  service  for  years  aa  ornaments  m  the 
windiJivs  of  tea  dealers  and  grocers.  Allhuugh  Chinese  artificers  work 
very  cheaply,  the  l.*bor  and  skill,  of  so  many  kir.ds,  involved  in  ihi« 
careful  packing  and  elaborate  ornamentation  cost  money  nevenheles8| 
and  add  materially  to  ibe  Jirst  cost* 

101)1  At  Whampoa,  with  ships  rather  fnll  in  the  bottom,  (or  what 
is  termed  by  the  Americans  kettle-shapL'd,)  it  is  the  practice  <j|  the  Chinese 
ttevedores  to  spread  the  ballast  (stone)  fore  and  aft  to  about  the  level  of 
the  kcclfion.  Tli«  remainder  is  neatly  btiill  up  wall-fashion,  perpendicular, 
in  the  bilge  or  belly ;  the  ^pace  beiweeii  is  filled  iviih  tt-a.  A  ship  of 
777  ton  register,  carrying  it  is  said,  1,500  ion  general  goods,  was  thns 
itou'ed  in  IH*^*,  and  the  nuKle  was  found  to  answer  well  at  sea.  In  her 
case  the  side  ballast  extended  from  a  little  abaft  the  pump-wt-ll  to  the 
foremast,  beginning  and  ending  where  ihe  snrfacea  of  the  walls  met  the 
sides  of  the  ship  at  uach  end*  It  was  about  hlx.  feet  bigh>  and  there  was 
finffieient  space  above  to  stow  two  tiers  of  chests.     It  is  almost  nnneces- 

ieary  to  add  that  this»  mode  cannot  he  used   economically  in   wall -sided 

^ehips. 


STEVENS    ON    STOWAGE. 

1002  A I  Canton,  the  seller  pays  ihe  export  iluiVi  and  tare  Is  [TEA 
ttiketi  between  the  mercliant  and  Customs*  officer,  Uy  each  parly  selecliu^ 
so  many  chestb  out  of  every  1(K),  ivliicli  being  first  weighed  in  gross,  art?  mi 
afterwnrds  laved  ;  the  average  is  aHsuroed  as  the  Tare  of  the  whole,  Oit 
ihit  principle  the  tares  of  utlier  goods  in  packages  are  taken*  Al  the 
other  Chinese  ports  the  buyer  h  re^^iponsible  for  the  duty,  which  ijs  paid 
itpon  the  same  weijflil<  ast  he  pays  ihe  iiutive  nierchonls*  In  a  parcel  of 
fiOO  chests  (which  is  a  chop  of  congoti  lea)  20  cheMis  are  selected  hy 
the  buyer  and  weighed  for  the  fjross  ;  10  others  are  also  selected  by  hiui 
and,  their  contents  being  Inrnert  out,  they  are  weighed  for  tare,  Tb*; 
resiiU,  net  weight,  is  adopted  hy  seller,  buyer,  and  Customs*  officer;  the 
latter  is  seldom  present,  hnl  reserves  to  himself  the  ri^ht  to  re-weigh  if 
he  1ms  any  cause  for  suspicion.  In  China  a  port  clear^ince  is  designaied 
a  grand  chop, 

1003  Catty  boxes  could  be  procured  only  at  Canton  formerlyi  now 
iheyare  to  be  had  at  all  the  ports,  l*ui  ni»t  !»o  plentifully  ub  ill  Canton; 
they  are  shipped  in  buudhs  of  four  tied  together,  and  if  so  delivered  in 
Jiondon,  receive  full  frritrht  ;  if  ihe  raltan  is  cut,  and  the  boxes  used  for 
small  stowage,  hall  freight  only  is  paid.  Tea  ships  will  slow  50  to  60 
^cenl.  over  their  resfisler  tonnage,  and  so  much  as  75  if  enpplied  with 
an  assortment  of  catty  or  other  small  boxes.  American  ships  (m  the 
United  Slates  will  fill  every  crevice  with  casKia  in  mats,  fire-crackeri 
in  small  boxes,  and  10  catty -boxe::*,  nrn!  lialf*chesLs  of  green  lea,  for 
the  bulk  shipped  at  Shan^^hai  for  the  United  States  is  green,  which 
is  seldom  packed  in  anything  larger  tiian  half-chests  and  boxes; 
occjision'illy  a  few  hundred  cliests  are  put  in,  and  sometimes  a  few  hundred 
chests  and  half-chests  of  hlack  tea.  At  Foo  Choo,  a  large  quiinlity  of 
half'chests  of  black  leu  (Oolong  and  Ning  Yong),  and  some  thousands 
uf  boxes  of  black,  are  shipped  for  the  United  States,  which  in  pro- 
portion, takes  more  fine  teas  than  Kn gland.  They  form  the  staple  of 
American  shijrments  and  are  generally  malted,  and  are,  therefore,  more 
liable  to  damage  if  only  f>artially  wetted  ;  large  quantities  of  matting  in 
rolls  are  also  shipped  as  cargo,  with  leas*  On  an  average,  tea  froni 
Shanghai  weighs  heavier  than  that  from  Canton. 

1004  Some  merchants  object  to  the  importation  of  any  other  article 
whatever,  excepting  j^ilk,  in  the  same  hold  with  lea  ;  silk,  however,  con- 
tains moisture,  and  ivliifn  in  large  q  nan  lilies,  i'*  liable  l<»  itijure  lea» 
Japan  wusle  silk  (the  rombings  after  the  iiilk  is  drawn)  emits  an  offensive 
exhalation  highly  injuricms  to  tea,  and  when  in  the  same  hold  has  been  iho| 
cause  of  several  actions  iit  law*  The  |»rcsence  of  even  20  chests  oi 
rhubarb  mny  give  a  cargo  of  lea  a  had  rharni:fer,  Sugar  is  j)ri>hibited  in 
China,  as  its  fumes  are  Jjighly  injuriiois.  Cassia  is  never  put  into  a  tea 
ttiVgo  for  [England  ;  for  Amettca  fassia  in  mats  is  always  shipped  wiihout 


I 


iGE, 


mi 


pri«jnilice  to  die  cargt> ;  the  mnis  w  hich  roniaiT)  I  lb.  and  2  tb.  eacli,  [TEA 
tin*  s^tuwed  under  the  beitniSj  &c*  and  where  rii>lliitig  else  will  go.  Partridge 
ciiij()>  Ahd  eiJirtll  humbno  iiticks  (used  far  Hiitbrellasi,  &c  )  ure  olteii  yljipped 
at  CttiUuu,  at  ulovv  fieighi  ior  duuimjj;e»  and  no  exprcsited  in  ibe  bill  of 
lading*  Gri-Ql  cure  sht^uld  he  lukeii  to  keep  ttm  apart  fruJJi  any  article 
likely  lo  create  fiirmig  fumes  ^  fruni  ship  cliatuUery  uf  every  dtfhcriptioni 
from  b()ii[8uain*s  stores,  &uuh  us  roj)cs,  cordage, aud  sails,  the  latter  havirij^ 
much  tar  in  the  roping  and  seaming ;  dieses  stores  should  be  all  sto>ved  ou 
the  upper  deck,  the  seams  of  vvLich  retjuire  to  he  examined  frequently 
oil  the  voyage  home,  dtt  the  damage  dune  to  one  chet^t  will  often  deb  troy 
many  others  near.  Tea  titored  on  the  firs^t  flotir  of  a  warehouse  has  been 
seriouiily  deteriuralc<l  in  value  by  the  fujncsof  a  cargo  of  orunges  placed 
oi)  the  ground  Hoor. 

1005  Tight  ships  in  the  China  trade  are  more  liuble  to  injure  their 
cargoc!(  than  »hi[i^  wiiicb  leak  a  little^  bjh  the  effluvia  front  the  bilge  water 
of  light  shi[>s  will  be  more  injurioas,  especially  where  there  are  'tween 
dfcke.  Bilge  water  naturally  nfTecls  lea  ;  and  where  a  ship  is  light,  clean 
water  should  be  let  down  und  pirmped  up  agnin,  at  least  once  every  week. 
8ir  William  Burnett's  flnid»  or  a  pint  uf  chloride  of  lime  in  each 
bucket  of  water,  will  he  very  ellicaeious.  The  bilge  water  in  ships  car- 
rying rice,  exhales  an  effluviii  of  the  most  JUixious  character ;  when  it 
fall:*  into  ihe  bilges  it  ternienis  speedily,  and  cargoes,  of  coflee  eKpeciallv, 
have  been  greatly  damaged  thereby.  Bilge  wuter  inipregniiied  with 
fermeuted  rice  has  been  known,  when  the  pumps  ore  used,  to  turn  the 
while  paint  of  a  i»hip*iinifliu-ma*l,  to  a  bluiah  lead  c*»lor,  und  to  injure  in 
the  ^unJe  manner  the  new  paint  of  a  &hip  lying  alougside.  Split  or  wlude 
peas,  Indiau  corn,  grain,  &c.  honied  beer  in  straw,  ike.  are  very  injurious. 
8ome  co(Uend  that  every  ship  currying  tea  should  be  judvided  with  bilge 
pumps,  and  that  no  ship  which  has  carried  grain,  sugar,  coal,  or  any 
similar  cargo,  should  lake  in  tea  before  her  hold  has  been  washed  with 
lime  wuler,  and  every  jiai  licle  of  the  old  cargo  extracted  from  the  balJaBl 
and  the  bilges.  Ihe  bilge  water  fmni  oak  (Yorkshire  espt'cially)  and 
Kasl  India  teak-built  ships,  h  very  oUeusive.  Oak  and  other  b^ird  wiiods 
eat  out  and  ru!it  iron  bolts,  bpikes,  nui]»,  &c.  and  generate  verdigrie 
frcmi  copper,  wliich  increases  the  olFinsiveness  oi  bilge  water.  Ships 
built  t»f  American  pine  or  other  resinous  witfids,  do  not  generate  bilge 
waler  sn  injurious,  and  their  cargoes  ciinsci|ueutly  auHer  le^s.  Some 
consider  that  new  iron  ship**  are  not  well  adapted  for  ciirryiug  tea— fii*st 
treason  especially,  x^n  experienced  taster,  van,  it  in  said,  (piickly  dis- 
cover that  a  chest  of  tea  has  been  brought  in  an  iron  ship.  They 
**  steam**  occasionally,  and  when  the  siearu  cnndenwes  under  the  decks 
^mid  beams,  and  drups^  the  packages  below  become  damp,  and  ore,  of 
-courbe^  injured.  Many  American  and  Knglish  tasters  smoke  tobacco  while 


STEVKNS    ON    STOWAGE* 


|»erfomiing  tbcir  duty  ;  tWj  take  the  cigar  out  of  ihtrir  tootilit»  [TEA. 
0tp,  and  resume  it  immediately.  It  ta  said  that  aa  smtikittg  is  unireraal 
III  the  Cnited  States,  a  ta^iLer  irbo  araokes  is  best  qualified  to  judge  of 
the  suitability  of  tbe  tea  for  tbe  Americaa  market* 

H106  On  tbe  iroyage  borne  it  is  very  necessary  to  keep  a  tea  cargo  per- 
fcclly  dry;  for  this  reason  every  precaution  should  be  adopted.  Leakage 
not  unfrequently  occurs  ibrougb  tbe  scupper  bole^;  tbe  flauge  ur  leaden 
lip  of  tbe  scupper  is  often  tripped  up  by  tbe  gunwale  of  a  barge  or  baal 
lying  alongnid'j ;  the  topper  nail  is  loosened  aud  subsequenlly  knocked 
out,  and  leakage  ensues.  When  tbe  scupper  gets  choked  aritli  a  piece  of 
coal  or  any  sucb  substance,  a  broom-stick » iron  rod,  or  crow-bar^  is  ibrust 
in  u-itbout  caution,  the  b'ning  is  stabbed,  and  a  concealed  leak  is  created. 
Leaks  behind  the  pipe  of  the  head  pump  are  sonieiimes  hidden  for  a  long 
litne.  After  heavy  weatber,  one  of  the  6rst  places  where  leakage  occurs 
is  around  the  fure  tcp-mast  hack-stay  bolts.  There  is  always  a  beary 
strain  berc  (mm  tbe  jih-b<Hjm,  flying-jib-boom,  and  head  sails,  caused  by 
tlie  severe  jerking  tvhicli  is  created  when  tbe  ship  fsUf  forward  in  tbe  trough 
(>f  ji  ht-avy  Mfa,  Tbe  water  first  obtains  slight  access  in  the  after  parts; 
the  ship  '^ocs  into  harbour  and  the  kdis  rust ;  she  goes  to  sea  again,  wben 
tbe  strain  warVs  off  ihe  runi  and  more  waier  is  admitted.  Fire- tarred  ir«>n 
bolts,  one-sixteenth  or  even  oMe-eightb  of  an  inch  larger,  should  be  in 
scried,  and  they  should  afterwards  be  watched  earefully.  For  olbcr 
leakage  linbilitieH,  see  the  articles  grain,  master,  and  mate, 

1007  Ships  with  abroad  beam  are  best  adapted  for  carrying  tea; 
what  is  lost  in  speed  is  more  than  gained  in  stowage*  The  KeUo^  529 
ton  re^jsister,  carriea  out,  not  deep,  8t>0  ton  coal,  home  820  um  tea  ;  length 
over  all  14-5  feet,  herim  32,  bold  18  feet.  The  Priar  Tuck,  662  ton  register, 
a  longer  and  narrower  slnp,  carries,  it  is  said,  less  cargo,  and  requires 
200  t^'n  UHHe  bnUast,  Both  ylups  left  VVhampoa  I  he  same  day;  the 
Friar  Tuck  was  beaten  by  some  hours  to  London,  by  the  KeUo,  which  if  i 
one  of  tbe  best  ships  known  in  the  tea  trade. 

lOOJ^  Long  narrow  sliips  carry  more  dead-weight  and  measurement, 
but  vecjaire  more  ballast  with  tea;  some  of  them  are  cranker  when  tea- 
laden  ilian  when  in  hallast,  witli  the  same  amount  in  boih  cases.  Several 
clipper  ships  recjuire  a  large  amount  tj^i  ballast,  or  else  tbey  are  on  their 
beam  cuds  all  the  voyage,  and  cannot  lake  advantage  of  their  sailing 
rjaalities.  It  seems  all  right  in  theory  that  length  compensaies  for  beanii 
but  it  fwils  in  practice,  as  the  writer  (an  experienced  master)  never  saw  a 
long  narrow  ship,  tea-laden,  that  to  use  a  paradox,  would  stand  up  until 
she  was  nearly  on  her  broatii*ide,  and  got  her  straight  deep  sides  to  bear  on 
the  water.  If  they  have  no  passengers  most  sltips  w ilh  poops  cairy  them 
half  full  at  least  wilh  tea,  frequenily  leaving  only  space  enough  for  the 
master  and  mate  to  mess  iuj  which  tends  of  course  to  make  the  ships  crauk< 


i 


A 


^ 


STEVENS    ON    STOWAGE, 


dm 


MerchaniB  complain  that  leas  and  silks  are  often  dumiiged  by  [TEA 
being  slowed  in  I  lie  poop  or  t-abin,  wbertf  ibey  gel  vvci  fmm  leaks,  or  by 
heavy  sews  coining  over  ibe  veissel,  wbicb  must  (lud  tbeir  way  dovrn  ibe 
companions  or  sky-ligbts.  Not  being  under  haiches,  such  goods  are 
considered  noi  biwfully  slowed*  To  f-bow  tbe  quick  dispalch  of  sbips  in 
tlie  Cliiim  trade,  an  English  ship  5JS6  ion  register,  800  Ion  biirlben, 
coninjenced  loading  ui  t*  u.m,  August  10,  1^68,  left  off  at  6  pjn^  resumed 

§nt  6  u.M,  <in  ibe  11  th,  and  by  noon  bad  ct^mpleted  the  recepiion  of  ber 
cargo,  t*,000  cliests  of  tea  and  !jl4I  bales  ot  silk.  An  American  ship 
of  800  Ion,  passed  Macao  and  went  lo  VVbanrpoa,  where  she  discharged 
13,000  peculs  of  Java  rice,  iveigbing  every  pound  over  the  slnp's  side, 
tciok  in  a  full  cargo  of  tea,  and  passed  Macao  again  on  tbe  seventh  day* 

■   for  New  York, 
MX*y     All  packages  of  lea  are  frapped  round  with  wet  rattans  (split) 
which  become  dry  and  liard*     The  Chinese  lie  them  here  and  ibi^rc  with 
knots,  half- inch  and  occasionally   thrce-tpiarler  inch   high,  but  pret^sed 
nearly  flat  iu  ihe  tjidd  ;  tliese  are  of  course  reckoned  in  the  measurement 
for  freight.     When  breaking  out  tiers  in  the  bold,  with  cotton  hooks  or 
otherwise,  if  due  caution  is  not  observed  the  rattans  will  be  lorn  oti"^  and 
on  re* measurement  ibe  bhip  xvill  bulFer.     Hy  tlje  breaking  of  chesi*  and 
Imrsiiiig  ut    the  cornerij   in  handling,  n  cargo  of  (en  will,  on  delivery  in 
B  England,   meaiiure  2  to  4  ^  cent,   more   than  vvlien  tibipped  in  Cliina. 
H  Some  callipers  have  tine  hi  ass  facings,  capable  of  meiisnring  xviih  great 
H  correctness  lo  the  sixteenth  of  uu  inch.     1  he  callipers  used  in  China  are 
■       pecoHar   to  ihe  Chitia  hade  ;  they  were   invented   by  an  A tnericun  mer- 
chant, and  are  ealled  Stan»buH¥  s  measori'»g  rod  j  it  is  accompanied  by 
ft  table  of  loguritirni!^,  is  wunderfnlly  accurate,  and  saves  much  lime.  Thes<j 
callipers    have  also   very  line   brass   facings.       Ft»r   Americn,  teas  are 
measured  in  China,  ihe  freight  agreed  on  and   staled    in  the  face  of  the 
bill  cjf  lading;  such  siatement  is  not  binding,  and  the  master  has  a  right 
to  re-ineastire  on   delivery;  but   tbe   right   is  seldom  exercised    in   the 
IJniU'd  States. 

HMO  Tea  averages  rather  more  than  9  cwt.  to  a  ion  of  ^0  cubic  feet. 
Taking  the  weight  of  tea  (cargo  with  cargo)  60  feet  will  uverage  l,2U0lt», 
irbicb  is  10|  cwt*  In  China,  when  escimaiing  what  a  sldji  will  carry, 
lb'-  register  tonnage,  tt.m.  is  multiplied  by  l,2t>C>fb  per  Ion — »ay  bl»Oion 
register,  960,0(j0fb.  net  of  lea.  To  an  English  ton  of  50  feel,  10}  cbriUi 
of  Congou  are  usually  allowed  ;  to  an  American  ion  of  40  feet,  1  U  half- 
cbenls.  Formerly  al  Shanghaii  a  ton  uf  congou  avenigcd  lOcbe&ts^ 
latterly,  in  consenuenceof  their  inerease*!  size,  9  chests  only.  Al  Hankow 
the  chests  are  so  large  that  Swill  meitnure  ^0  cubic  leeL  liieen  teas  are 
beaviiir  ihan  blaek  ;  hence  cargoes  for  America  weigh  more  (^  lOO  mea* 
tiirement  tons  than  those  tor  England^  hut  us  American  ships  take  otbtr 


ami  light  goods,  ihere  is  no  avuilftblc  scale  of  est  i  in  ate*  Tea  is  [TEA 
compuUMl  to  lose  4  {p-ceiu*  m  weight  between  ihe  time  of  ahipmeui  ai 
Canton  unci  uf  dischftrge  in  I'^ngUmih  It  will  lose  weii^hi  hy  being 
placed  jn  a  very  dry  store,  and  will  guin  in  a  dump  store;  the  difference 
of  the  extremes  is  said  »o  exeet'd  Qtb.  I*- chest*  Fine  teas  weigh  heavier 
than  common.  Beni^nxl,  Matlras,  and  Bombay  ton  50  cnbie  feel  in  chesttt  ; 
at  New  Yuik  8cwt ;  ill  Bidlimore  9UUtb,  j^reen  tea  and  I  J20rb.  Bohea 
and  other  hhick  tea.  Ei^ht  eheats  of  Congou  go  to  a  coasting  ion  in 
Enj^land,  Tlic  Admiriilly  allows  9  chests  or  18  half-chests  to  a  ton,  and 
32  lea  canisters  of  20lt>,  or  60  of  lOtb  ;  an  Admiralty  chest  weighs  b3tt). 
net,  half- chest  3tifb. 

101 1  Tlic  fidluwing  tahli.%  although  pi  epared  by  an  emiiieni  London 
firm,  n  J  list  not  he  relied  on  as  correct  in  every  c&^t\  Another  anihonty 
says,  the  cubical  conienls  of  a  chest  of  congou  is  4*686  feet,  and  of  &ou- 
chon^f  4*b25^  and  that  ail  the  others  vary  so  njiich  it  is  scarcely  possible 
to  give  even  an  average  scale.  A  merchant  who  has  bad  ijflcen  years 
experience  in  China^  remarks  that  the  MZes  mentioned  are  all  Um  bigb; 
a  cheat  of  congon  at  5  feet  2  inches  will  not  go  lUj  to  a  ion  oi  ^lU'ubic 
feet ;  he  considers  4  feet  7  inches  to  4  feet  8  inches  an  average  lor  black 
lea,  and  3  feet  2  inches  to  3  feet  4  in  dies  an  average  for  half-chesls  of 
green.  He  also  cunsiders  the  tores  H)  ^  cent,  too  high;  that  26th,  is 
an  extreme  tare  for  congou,  and  that  23 Tb,  is  ranch  nearer  the  iimrk. 
Another  niercbani  thinks  23  to  24 tb,  about  the  average  tare  on  rongons, 
and  25  lo  26tt».  on  souchongs. 

AVEHAOS    WEIGHTS,     TARES,     AKD     MEA9tTREBIE5T8    OF     DITFIRENT 
BESCElPTIOlfa  OF  TEA. 


Beuoiptioa 


Weight 


Tares 


Breadtlj   Lengtb 


Deptli 


Conliiici 


CougoUf  clieKtn 

—  half'cheiitM  ♦. 
Souchong,  iihestfl  ., ,, 

—  ball'CheFtt 
Oriingo  Peleoe     • 

—  catties     , , , .  i 

Caper  cutties   l 

Young  UfBon^  |-cbesta 

^  cattiBH  * 

Gnnpowder.hRlf-cbcsta 

—  cAttieH  , . 
Imperiiil  half- chest  a  . . 
Twankcy  chf  sts,  gqtmrc 

—  huH'chcsis  . . 
Hyson  che^iita  , 

—  half-choflta 


D  q    It 
10    0 

0  2    0 
10    0 

0  2     0 

0  2  16 

0  0  27 

0  2  18 

0  0  22 

0  2  21 

0  0  24 

D  2  16 

0  S    8 

0  2    0 


2     0 


lb 
25 
16 
26 
Ifi 
16 


16 
6 

16 
6 

la 

18 
14 

U 


inrhei 
23 
18 
23 
19 
19 
12 
12 
17 
12 
17 
12 
17 
3d 
IB 
19 
17 


iDches 

laciMW 

17 

21 

16 

17 

17 

21 

14 

17 

14 

18 

1-2 

12 

12 

12 

18 

20 

12 

12 

18 

20 

12 

12 

18 

20 

19 

22 

IS 

20 

If 

22 

17 

20 

1     0 

3     7 


STEV^ENS    OK    STOWAGE 


6S5 


I  U2  According  to  MorrUan'g  Chintue  Commercial  Gttii«^  [TEA 
the  foiltjwiiig  wrcre  the  usnal  net  >i^eigliu  and  sized  uf  puc)cage:»  atCaiitou 
in  IS48, 


DescripUoQ 


Cimgcia 

B<niehong  .... 

Pflltoe.. 

Hyion     ...... 

H7«o&Bki&  .. 
Twaakey  loo|^ 
Qanpowder    . . 
Imperial     .... 

YoimgHjaoti 


W6l0it      '   Contaiits 


00  — 82 
4"J— «) 
48  —  50 

48  -60 
m  —  65 
8t>  — S4 
70  —  74 
70  —  72 


4iD85 
4-025 

4dsa 

4000 
4125 

4ae4 

4100 
4074 
4-220 


lEM 


70 

63  (^d4 

4ft 

4ft 

40 
45 

60 
56 
60 


The  culunin  at  the  end  shourA  the  average  weights  uf  import«t  In  1866. 

1013  A  eatty  of  tea  Hlt>.  of  silks  2}tb.  84  cutties  ^if  tea  are 
estimated  at  abont  1  cs^t.  ItKJ  cntties  of  tea  make  a  pecnl,  esii mated  at 
I33i(th.  avoir.  A  Chop  1!^  nsiially  600,  bnt  siHiietinies  1,000  chests 
eongiiu.  A  chop  qIhh  means  it  parcel  of  t»ne  kind.  If  a  Chinaman  has 
3O0  chests  of  t>iie  s«»rt  of  tea  lie  calls  it  a  chop,  and  gives  ransier  accord" 
in^ly.  If  he  sella  two  cht^ps  of  one  kind,  say  f*60chests  each,  he  givet 
8am|tles  of  both  parceln,  althimgh  ihey  may  h«  precisely  the  same  iiort, 

(014  The  load  of  a  Chinese  chop-boat  is  considered  to  ronsitti  of 
llic  roUovviiig  amonnis. 


Bombay  cotton     .......•..>.«•. « . .  < 

Hmdru  tud  Bengal  cotton     ..........   . .  • . 

Loni^clotbs    «.... 

Cotton  yarn 

D«ad -weight,  M  metAli,  giiueng,  pepper,  ^  > 


TOtidet 

90    — 
100  trasMi 
100  balM 
800  pmqLi 


Formerly  the  load  af  a  Cfainea^  chop-boai  consisted  of :  ^ 


IMPORTS 
EXF0HT3 

Betel  sat,  pepper.  £e.    . « 
Bengal  cotton 

ano  pecab 
80      — 
70      — 
140      - 
fiOOpig» 
500  MoaU 

600  ebeete 
500  peook 

BomVny  and  5Iadr«»  ♦ , , . 
Woollea*,  long  ells     . « ,  * 
l^jwi 

Rico  

Tin ,,.,, 

Te»    

1015  Foo-Chow-Foo,  The  ship  John  T^mp^rUy,  975  ton,  Capu  R. 
LiTTLK,  R.N.U,  Uch>ngin;r  to  Messrs.  Tkmpbrlkt,  Carter,  &  Dahkk, 
of  Ijondoiijiook  inat  Foo-Cho«r-Fo«>,in  8epieinber,  1863/i5,9tl4  packagea 

4S 


686 


STKVKXS    lh\    SIOWACiK 


of  lea*  nieiLSuiitig  for  freighl  1,633  ion  of  50  cubic  feel,  which     [TEA 
gives  tm  average  of  m-arly  16  packages  to  each  ton.     The  John  Temperlt\ 
is   174  feel  long,  34  firt^utl,  and  22  deep  j    'iween  decks  7  feel  2  inchei 
Wilh  this  Civrgo  of  tea  um\   250  tun  of  slxme  halhisl,  sIjc  iJrevv  18  feet  4 
iiiclu'H  aft,  ar»d  18  feel  fur  ward  j  her  hest  irim  is  from  an  rveti  keel  la 
3  or  4  inches  by  ibe  btern,     Wilh  a  dead-weight  cargo  abe  is  estimated  i 
draw  21  feeU     Capt.  Little  observes*  ihat  the  iisnal  way  of  dunnngii] 
a  tea  caii^o  m  China,  is  to  level  ihe  ballast  even  wilh  ihe  ypjier  part 
ihc  keelsoH'— in  soitie  cases  a  little  higher,  according  to  the  form   of  the 
ship.     The  depili  is  further  regulated  by  taking  into  consideration  the 
dislanite  from  ihe  under  part  of  the  lower  deck  to  tbe  surface  of  ihe  ballast 
so  ihai  a  caknlaled  number  of  Uera  t»f  chests  may  come  in  exactly,  after 
the  ballast  is  Cffr#A//y  levelled  and  rounded  down  towards  the  wings; 
this  rounding  is  done  to  give  ihe  tiers  the  exact  curve  of  ibe  deck  and 
beams.     The  distance  is  measured  very  precisely  with  rods,  as  the  ballast 
is  being  levelled,  and  the  Chinese  stevedores  will  thug  detect  the  pro- 
jection of  the  smallest  stone,  which  is  immediately  removed.     The  ballast 
is  covered  wilh  lialf-iuch  hoards^  supplied  for  the  purpose  h^'  ihe  stevedores 
at  a  moderate  rale.     Tlje  ground  tier,  or  flooring  chop  as  it  is  called  in 
China,  is  then  laid  ;  the  lower  corners  of  ihe  wing  chesls  being  kepi  14 
to  16  inches  from  the  bilges  of  the  ship.     The  wings  are  then  filled  in 
with  ballast,  which  is  levelled  for  the  second  tier  and  covered  wilh  plariks 
where  that  tier  overlaps  ihe  first;  the  same  as  under  the  ground  tier.    The 
second  lier  is  laid  on  the  firjsi,  and  tlie  lower  corners  of  ihe  wing  chesls 
are  carried  out  to  about  8,  10,  or  12  inches  from  the  side^  according  to  ihe 
form  of  ihe  ship  and  the  quantity  of  hallast  required  to  be  stowed  away. 
It  is  ihen  levelled  as  before,  and  ihe  third  tier  laid  \  the  wing  chesls  are 
brought  to  wilhin  three  or  four  iocbes  of  the  sidesj  the  itilervening  space 
bein^  filled  in  wilh  small  ballast  kept  especially  for  that  purpose.     When 
this  lier  is  completed,  the  hold,  in  the  esliumiion  of  a  praciical  and  intel- 
ligent seaman,  has  an  ajipearaiicc  worthy  of  being  admired—ihe  surface 
looks  like  a  splendid  deck^  flush  from  stem  lo  siern.    Above  this  iter  ihe 
d  u  n  n age  use d  i s  sp  1  i  i  b a m  b oo  m  lerwo ve n  tre  1 1  is-fas li  i o n ,  ?ay  fro m  tw o  to 
four  inches  thick.    There  m  no  dunnage  of  any  kind  between  tbe  sides  or 
ends  of  the  tin  ee  lower  tiers  of  tea  chests  and  the  ballast,  which  is  always 
very  hard  stcme  or  shingle — porous  snndstime  or  anything  approaching 
lo  it  beinj^  inadmissablc.    The  pump- well,  chain  lockerii,  masts,  &c.  were 
d  unnamed  with  half-inclj  boards  the  same  as  on  the  ballast  under  the  ground 
tier  chop.    The  lower  deck  was  dunnaged  with  one-inch  stufl"^  aides  wilh 
split  bamluHi  interwoven,  same  as  beh>w.     No  malting  of  any  liind  was 
used  on  the  cargo  in  the  main  hold  or  in  the  *tween  decks.     In  slowing 
tbe  liera  they  are  begun  from  ihe  sides,  and  hnishfd  in  the  middle;  see 
skelih.    When  fairly  entered  two  Chinamen  get  on  and  jamb  lliem  down 


STEVENS    ON    STOWAGE. 


in  their  pUcea,  after  ^bich  the  tier  is  beaten  even  at  the  edges  [TEA 
niib  a  heavy  wooden  mallet  abotil  one  fool  sqiifttf,  and  the  chests  are 
s<]ut'ezt'd  in  so  litjht  that  the  wing  (or  end)  chests  take  the  shape  of  the 
sides  of  the  ship  without  injury  to  tlie  packages,  wbeii  properly  slowed. 
In  August,  1864,  the  John  Temprtiit  took  in  at  tlie  same  place  26,560 
packages  of  tea,  measuring  1,600  ton  for  freight  and  weighing  l,020;270!b, 
which  gives  an  average  of  40 tb.  ^  package,  and  of  tiSTirti,  to  each  frelglii 
ton  of  60  cnbic  feet.  On  this  occasion  300  ton  of  stone  and  bh ingle  (50 
ton  njore  than  before)  ivere  kept  in,  as  the  ship  was  rather  temler  on  the 
previous  voyage.  With  the  cargo  and  ballast  she  drew  19  feet  aft  and 
18  forward,  and  was  consequently  eight  inciie8  too  niueh  by  the  stern, 
and  did  tiot  sail  so  well  by  a  knot  an  hour  as  in  1B63,  when  the  passage 
was  made  in  125  days,  beini^  2H  days  lessiban  in  1864,  However,  after 
a  ship  is  once  titled  up  with  tea  ibi'rt:  is  no  ineaus  id  altering  her  trim,  so 
that  a  master  eannoi  be  too  careful  in  watching  the  draught  while  the 
Wllast  is  being  levelled.  The  John  Temperh^  was  so  rnueh  out  of  trim 
now  because  heavy  weather  prevailed  when  llie  tea  was  taken  in  and  it 
therefore  became  nfcess4iry  to  use  great  dispatch.  There  were  no  less 
tban  1,400  ion  ahingside  at  one  time,  and  while  cargo  was  loading  on  both 
sides  of  the  ship,  ballast  was  discharging  at  lioth  endsi.  It  was  therefore 
impossible  to  control  the  trim  with  any  degree  of  certainty*  The  prevail- 
ing cusloin  is  to  freigbi  the  fiooring  chop  ui  lU*.  ^  ton  less  than  the  other 
parts  o(  the  cargo.  The  port  charges  and  t  xpenses  at  Foo-Chow  for  a  ship 
of  1,000  ton,  are  fiotn  ^'^/Ml  to  JjJ^A IMJ ;  the  principal  items  being  ton- 
nage dues  and  hire  of  i*  team -tug.  'Hie  former  for  tin-  Jnhn  Temperlty 
was  $675.     The  towage  rales  in  1864,  by  the  Gortila  wefe 


For  Ttiteti  tea  loaded 


From  Pii([otta  AnrhoruKe  to  Oatside  Knoll 
(or  White  DogAt)  luid  vice  vena  , 

From  PagodA  AjQclionig«  to  Sluup  PeAki 
and  vite  TeT§a 


Fot 


From  Pagoda  iUichorage  to  Dntiide  RnoU 
and  rice  rertm * 

From  P^oda  Anchorage  to  8barp  Paaki 
and  ricf  r^M  .  *  * . .  * 

Steam  trom  Pagoda  Anchorage  to  Foo 
Chow,  «iid  rm  f«nia. 


In  ibe  event  of  acddent  wLiUo  engaged,  coaaing  detention  of 
■trail geiariata  for  dejaarrage  will  b«  made  on  board  by  the  f>arty  in  charge, 


588 


STKVRNS    ON    STOWAGK 


These  rates  ore  for  cargo  on  board  and  nol  per  register  Inn.  iiihip-  [TEA 
persat  Foo-Chow  make  it  imperative  lo  eruplov  ings  outvvurd;  one-lhird 
of  this  cost  is  paid  bj  Cliiriese  underwriters,  none  by  Kuglish.  There 
is  a  competent  slali'  of  Eiiropenn  and  American  pilots  for  the  outside 
navigalimi,  and  of  Chinese  for  the  liver.  The  rates  ore,  sea  pilotage,  in 
or  oni,  §3  per  foot  under  15  feet ;  over  §4  per  foot.  River  pilotage,  op 
or  down,  $\i  per  finn.     Exchange  4*.  9*1.  per  dollar. 

Teas  arc  sliipped  all  (he  year  r*iund  ttt  Poo-Chovv-Foo,  but  the  n«»! 
busy  lime  is  from  June  (when  ihe  new  teas  come  down  the  country) 
until  tlie  end  of  the  year. 

1016  The  barque  Cahfew.Vn^L  R.N.Clarkson, belonging  lo  Messrt 
Jo<JHtTA  WitsoN&  BnnTHEtfS,  of  Snudtrhiud, took  iu  1 4, lUO  packages  tea 
at  Foo-Cbow-Foo,  sailed  3t*ih  July,  lb67^  and  arrived  in  I^ondon  20th 
December.  She  registers  48'2  ion,  is  hH7*3  feei  luug  by  28*7x18"!; 
'tween  decks  7  feet*  Her  ballail  coisisted  of  125  t4m  shingle,  placed  so 
as  to  meet  tlie  heights  ard  width  of  the  tiers;  dnnoage,  thiu  lathwood 
and  strips  *>(  brimbot*,  bilges  3  Ui  3^  in,  sides  2i.  The  intake  at  oOcnbic 
feel  was  656  loti^  aud  out-put  at  40  feet*  706  ton.  Her  draught  on 
departure  15  feel  10  inches  aft,  1^5^  forward  j  ou  arrival  15  leei  7inches 
and  15 feet  3  inches  ;  with  710  ton  Sunderland  coal,  17  feel  and  16  feci 
Sinchesi;  best  trim  !6lVet  and  15  feel  8  inches.  Pilotage  in  at  Foo* 
Chow-Foo  jt4|  |>  fool;  out  ibe  sajne.  Tlie  season  of  shipment  of  tea 
at  Foo  Chow-Foo  is  in  July.  Copt,  Pentreath,  Cit^  of  Cariisle^  (see 
the  article  cotton),  states  that  ai  Foo-Chovv-Foii  he  shipped  1,340  ton  of 
lea.  "An  unfair  system  exii^ts  Uiere  (and  al  Shanghai)  which  is  that 
should  a  miiskr  begin  lo  load  .^i  £i  fier  ton  and  800  ton  are  shipped,  and 
bills  of  lading  at  that  rate  are  sent  away;  and  then  a  HV*Y  Country  or 
oilier  ship,  comes  iu  and  oilers  to  luke  £3  5s,  every  ship  iu  the  j^lace  is 
compelh'd  (o  rake  the  lesser  freight,  even  for  the  cargo  iu  the  hold,  and 
the  niasurs  sire  tihliged,  It  f*  re  inry  more  is  shipped  by  ibe  merchants, 
to  give  gnarautees  lo  accept  the  red  need  rale.  Ff  there  U  a  rise  the 
vessel  geiM  no  ad  van  I  age »  Tliis  is  sometimes  avoided  with  so  i  all  vessels, 
wheu  the  agent  is  firm,  but  with  a  large  vessel  retpiiring  600  or  700  ton 
ki  complete,  the  master  has  frequently  lo  subtnit  to  the  absnrd  custom. 
Masters  *ran  sometimes  make  a  et^m promise  hy  paying  1«.  6(/.  per  ton 
for  towage  to  sea  (from  Sh,iughai)  by  whieh  the  shi]>pers  save  a  quarter 
per  cent,  local  iusnrauce — 3s.  Gd.  {p-  ton." 

1017  Tl re  b B it j  u e  I 'eloeidade ,  Cap t .  J o H  x  W  Y v ill,  belonging  to 
Mr.  Hkkiiy  Walkck,  of  St.  Helen's  Place,  London,  which  re^jsiers 
268  ion,  and  aduieasures  120  7  X  22  3  X  1 4*3  feel,  loaded  at  Foo-Chow-Foo 
in  Jiinuary,  lH(;7,  for  Oiago,  New  Zeahiud,  4,t^5  pncknges  lea,  noisily 
cpiarter-cbests  and  boxes,  2»jO  cases  Chinese  preserves  (ginger,  &c.)  and 
200  rollfl  malting.     She  was  not  full  by  fc'O  ion,  nnd  drew  U|  feel  afi. 


41 

i 


t 


STEVKNS    ON   STOWAGE. 


P 


b 


10  feet  8  indies  fornard ;  her  !»hinf^le  bMllast  was  HO  ton.  Willi  [TEA 
380  lofi  coy  I,  Newcastle  N.S.W*  l»er  dniuj^lit  \\m  1 4  feet  ufl.  an<l  13  feel 
2  inches  forward ;  best  trim  at  sea  1 2  U^ti  aft,  II  feel  2  inches  forward. 
For  the  Australian  Colonies  and  New  Zealand  ilte  chests  nre  all  matted 
and  secured  with  split  rattans,  the  whole  of  which  are  alluwed  in  the 
measuremi^nt  hir  freight.  Tliere  is  iisoall y  a  large  |iriinorUoii  of  qtiai  tcr 
cbesiii  and  hoxes  fr»r  easy  cinivcjance  to  the  digj^ings.  The  consignees 
require  all  broken  packages  to  be  properly  repaired.  In  China  it  is  under* 
st*K)d  lliat  very  snpeii(jr  leas  nre  not  sent  lo  Australia  The  Vehcidad^ 
loaded  lea  at  Yokt>haniit,  Japan,  in  iiinunry,  18(>5,  for  New  Yink  ;  «ilh 
9t>  ton  .shingle  hallniit  and  48t>  tmi  tea  (40  cubic  h*L'i)i  she  drew  11  feet 
7  Indies  ft ft^  1 1  feel  1  forward  The  tea  was  stowed  by  the  chief  officer; 
it  was  nearly  all  halfchests,  matted  and  rattancd.  The  consii^nees  were 
strict  as  toils  condilinn  ;  and  broken  packages  were  repaired  before  leaving 
(be  ^hip. 

1018  Shanghai.  There  are  ordinarily  in  port  150  sail,  which  are 
moored  in  tliree  or  four  lines,  and  occupy  a  length  of  three  miles,  it  is 
therefore  necessary  lo  employ  a  sleam-tug  to  put  a  shifi  just  arrived,  in 
her  bcrih.  A  vessel  dtn:  at  Shanghai  in  JVlay  or  June,  that  being  the 
new  tea  season,  ougljt  to  have  tin'  option  of  landing  lier  cargo  ata  wliarf 
stated  in  llie  bill  of  ladinj^,  as  slie  may  iheriby  save  a  freight  The 
charges  al  the  Pootsnng  dock  for  ihree  days  nre  1  tad,  (u8e/#V  ton.  The 
ship  Queen  of  Nations^  tapt  'I*hoiias  Mitchell,  bdonging  to  Messrs. 
Thompson  &  Cn.  Aherduen,  left  Shiinghiti  Ociubcr  7,  lHt54.  and  arrived 
in  liondon  Fibru  iry  1,  1865  — H 7  days.  She  is  190  feel  long,  32'*} 
broad,  and  20  It  ft  deep,  and  broughi 


Tpb,  with 


8,452  Cbeati* 

8»615  Hftlf-chcst* 

i),B32  Packages,  aod 

607  Boxes 

68  BalMiilk 

Sa  B«1m  WMto  dik 

d4  Plukacw  mereliuidUe,  luad 
8 


Her  ballast  consisted  of  35  ton  kentledge  and  230  ton  shingle;  the  dun- 
nage (slaves  and  b.»mb<i(i)  was  18  incht-s  thick  in  the  bMliom  and  \\\  in 
lUc  bilges*  So  laden  she  drew  17  feet  10  inches  afi,  and  10  frt^l  5  lor\vard, 
which  had  decreased  2k  indies  on  arrival  home.  Her  be%l  trim  is  4 
inches  by  the  sjtern  ;  with  this  cargo  j>Iie  wa^  17  incben,  caio^i-d  chiefly 
by  su>vving  heavy  tt^as  in  the  after  liold.  The  cargo  wan  landed  in  giHid 
condition.  Tonnage  duet  al  8lianghai  i>l'2t> ;  pih>lnge  in  J^3U»  out  £30. 
,Vi  Slianghaip  good  ballast  being  expensive,  ships  occauionally  take  raud  ; 
llie  drairmge  runs  undrr  but  cannot  find  access  lo  the  Hmbem.  When  roll- 
ing  at  vea,  the  nuul»  in  largo  cakes,  shifis  from  sido  lo  tide,  and  endangers 


590 


STEVENS    ON    STOWAGE. 


the  safety  of  ihe  sbijn  To  obvime  iliis,  stones  are  placed  on  ihe  [TEA 
skin  lo  receive  tbe  miid  ;  the  drainage  then  runs  lo  the  pump- well,  and 
ihe  mud  is  leas  liflihle  to  shift. 

1019  ShanghM.  The  ship  John  R,  ilorcester^  Capi.  W.  Browk^ 
belonging  to  Mr.  Worcester,  tif  Cannon  Sireei,  London,  loaded  ira  ai 
Shanghai,  in  \^^^  and  miled  July  9;  her  cargo  consisted  of 

12,500     Cheeta  tcft 
221     Bales  ailk,  and 
125     Casks  wine 

So  laden  s^hc  drew  19  feet  3  inches  aft,  18  feet  9  indies  forward,  and  on 
arrival  in  Londim  19  feel  aft,  18  forward.  Her  ballast,  100  ton  pig  iron, 
was  phiced  each  side  rbr  keels<in,  from  ihe  mainmast  afl  lo  the  peak, 
and  250  ion  shingle  (brought  from  iNiogpt*  in  native  junks)  was  k-velled 
fore  and  aft,  and  raised  a  hetghl  of  a  chest  of  tea  in  the  bilges.  The 
shingle,  4>btained  in  a  rainy  season,  was  wet,  and  havintj^  been  allowed 
10  dry,  was  then  covered  with  bamboos,  fore  and  aft.  The  ballast  and 
dunnage  was  30  inches  thick  in  the  botlom,  18  in  the  bilges,  and  4  in 
ll»e  sides,  Tlic  tea  consisted  of  1 0,o00  chests,  nearly  all  congon,  and 
600  balf-chesis ;  with  1»400  boxeji  I  yson  and  gunj>owder.  Tbe  wine 
was  Btowed  aft  on  the  ballassl ;  the  silk  in  the  't^veen  decks,  two  beams 
nbitft  the  afler  hatch,  on  a  ground  tier  of  tea,  wiih  boxes  of  tea  in  ihe 
wings  for  dunnage*  Eighicen  days  leading*  For  ballasting  by  ni^ht 
very  heavy  fees  are  paid  lo  the  Chinese  Custom s. 

1020  Delivery.  Court  of  Exclieqner,  Feluiiary  21.  18G5.  Before  th« 
Lord  Chief  Baron.  Cam  a  l'.  HoLSiEs,  An  action  to  reeorer  from  the  ship 
Clarendon,  the  value  of  10  cliests  of  tea.  alleged  not  to  have  been  delivered  oa 
the  vessela  arrival  from  Shnnghai.  Tiipy  fomied  pai*t  of  a  parcel  of  tiOO  ;  it  was 
not  disputed  that  the  full  quantity  had  been  put  on  board  originally,  PlaiQ* 
liffcooj plained  ibnt  they  had  not  beeu  landed,  and  that  they  mtist  either  have 
heen  flbstraet«tl  from  tlie  sliip  betore  she  sailed  or  made  away  with  during  th« 
voyBge.  Defendant  contended  ilist  the  right  number  had  been  placed  in  iho 
custody  of  the  Dock  Company,  wbn  mislaid  them,  if  they  were  not  stolen  after 
they  left  thf  slop.  Tlie  tellers  [persous  who  check  tbe  cargo  us  it  is  discharged) 
were  called,  and  as  tbe  jury  seemed  to  Ibiuk  that  if  oue  took  check  and 
anotlier  couDtCT'eheik  there  could  uot  he  nnich  dilhcnlty  in  setting  right  any 
mistake  as  to  the  number  disebarged  from  a  ship.  One  of  them  asked  a  richer 
if  their  acconuts  varied  frequently.  **  Very  often,**  was  the  reply.  •*  Well 
then,*'  said  the  juryman,  "  when  that  happens*  what  do  the  tellei's  do?" 
*'  Why,"  said  tbe  teller,  *' then  we  give  way  to  one  another/*  In  summing  up. 
bis  lordship  said  that  the  place  to  look  for  a  missing  tltiugwas  the  place  where 
you  usually  expeet  to  tiiid  it,  Tlu  re  hitd  hpen  luil  little  search,  for  the  tea  was 
to  go  upon  the  sevp nth  5tory,  and  went  there,  and  there  it  was  that  a  search 
lj«d  been  made  for  the  missing  chests,  ami  the  search  was  restrieted  to  that 
pnrtieuhir  spot.  If  the  chests  were  not  on  tl»e  seventh  btory  a  search  ought 
lo  have  heen  made  somewhere  else.     Verdict  for  defendant, 


STEVENS    ON   STOWAGE. 


^91 


1021  Tea  or  Silk.  Adamhon  p,  Dunoaw.  Before  iho  Lord  [TEA 
ClaerJustiee.  QueeDs  B#*Doh,  JuopO,  \mh.  lu  May,  1H6;I,  (^hiintiGrt-liHrtered 
tJje  Ann  Adamsmi  to  ilotPtidauLs,  from  Lnudfm  for  Shitnghai  or  Nagasaki 
aiid  back*  "  lor  the  round  (rtv  (or  the  voyage  out  and  liome),  at  £fl  10*  ^  ton 
of  50  tuibic  feet  of  tea  or  silk  ;  if  other  goods  be  sbipjied,  freight  to  be  in  the 
tufiif'  pioportion  «8  if  thosp  goods  were  tea."  8fie  disiclmrgnd  at  Nagasaki  and 
loaded  coiton  and  oilier  lawfid  merchandise,  but  no  ipa  or  eilk.  It  vras 
assumed  that  llii^  was  a  full  cargo,  and  that  the  rapacity  of  the  vessel  for  tea 
WAS  equal  to  7(i9  ton  of  60  cubic  feet,  and  also  that  tlie  lioniewHrd  cargo  waa 
less  than  7*19  ton  of  50  cubic  fetl,  and  less  thnii  im  ton  of  20  i  wt,  Phiioliff 
conteuded  that  ehe  yrm  etjlitled  *' on  the  round"  to  i'B  lOj  t*  ton,  on  700  lou, 
and  defeudant  that  freight  was  payiible  on  ihe  numl>cr  oJ  hmn  artuaily  shipped 
according  to  Uifi  fitandard  of  50  cubic  feet  or  20  cwt^  The  questioii  turned 
upon  the  words  "  in  i\w  haine  proiwrtion."  In  deliv**ring  a  verdict  for  plainiiflT^ 
the  judge  said  *'  In  my  o|dnion  the  meaning  is  that  the  shipowner  is  to  be  in 
tJje  same  position  ab  if  there  were  a  full  cargo  of  lea  or  silk" 

lU22  With  lea  in  ix  general  cargo,  dunnage  bottom  9  inches,  bilge 
14,  sidt-s  25.  It  is  injured  by  beitig  stowed- with  salt,  su^ar,  lurpemine, 
guano,  and  other  Vitpour-producing  and  damp  cutnmndilies.  One  package 
of  camphor  will  damage  an  entire  cargo  of  lea.  Hops  have  been  known 
to  destroy  the  flavour  of  gunfl0^vder  lea  wlien  slowed  near  for  a  short 
lime  only,  and  wouid  more  readily  destroy  the  flnvnur  nfall  olher  V\mh  ; 
•ee  getierol  cargo.  W  ben  the  boxes  are  passed  ih rough  ihe  btmded 
warelionses  al  the  Cnstum -house,  a  piece  \A  lead  on  ibe  top  of  the  chest 
ia  cui  on  ihree  sides,  Ui  take  oiii  samples^  and  flapped  back  again  ira- 
mediately,  but  it  is  not  soldered,  so  that  the  tea  is  then  much  more  liable 
lo  injury.  In  Cliina  this  would  ciiune  the  tea  to  spoil  in  two  or  three 
weekx;  tea  will  keep  in  Rngland,  Jjondon  especiallyv,  for  four  or  five 
years,  while  in  China  \\  cannot  he  kept  unlil  the  following  season  without 
serious  injury.  Australian  ships  often  h»ad  tea  in  China  as  part  cargo 
itnd  All  up  with  siit^^ar  at  Manila,  ll  is  said  llmt  in  1846,  tea  slowed 
over  ftngar  was  landed  at  Syilney,  where  ihc  |)ackages  were  almost  black 
with  the  fumea  from  bilge  water;  it  did  noi,  however*  appear  to  affect  ihe 
sales  there. 

1U23  TERRA  JAI'ONICA,  the  old  pbannaceulical  signification 
of  the  subetance  now  called  catechu  or  culch,  which  see, 

1024  TIE'R,  a  range  of  cakks  or  packages  in  the  ho]d»  beiue  ihe 
ground  tier  or  thai  next  tbe  keelaon,  aecond  tier,  third,  upper.  &c. 

Xm^  TILES,  1  plain  tile  ia  lOi  inches  long,  ^  wide,5-ei!i  inch 
thick,  and  weighs  2tb«  doz.  1,0(M)  plain  tiles  make  1  load,  and  weighs 
21  owl.  A  pan.tile  ia  I3i  inches  long»  9J  wide,  \  in  thick,  and  weighi 
41b,  1 1  nz*     I^tHXI  pan  tiles  weigh  42  cwt;  aee  atone  and  slate. 


^?55V 


(m 


STEVEVS    OS    STOWAGE. 


1026    TIMBER.    Ships  .f  .  rdinary  capacity  will  cairy  nf  the  usual 

cargoes  from  Araerican  culuiiial  pitris,  about  45  ^  cent,  beyond  tbtj 
builders  tonnage, allowing  for  deck  load 5  wUicb  would  be  gener;illy  equal 
lo  71  ^cent;  from  Sierra  Leoue  a  cargo  equal  to  llie  builders  toufiagt; 
IS  generally  delivered  ;  from  Moulincin  about  20  ^  cent,  above  builder's 
tonnage;  from  Savannah  and  Mobile  about  25  ^  cent,  above  builder's 
tonnage;  from  Leghorn  and  Ancuna.  and  West  Indies,  witfi  i^roenhean, 
it  is  rarely  that  ships  turn  out  equal  lo  the  builder's  tonnage,  perhaps 
from  5  to  10  ^  cent»  less*  These  computations  have  been  taken  from 
ships  built  for  or  employed  for  a  long  period  in  ihe  trade,  and  have  no 
Teference  to  clippers  built  fur  iht'  Southern  trade,  and  which  have  found 
their  way  into  the  timber  trade.  Timber  merchants  calculate  that  for 
Quebec  and  Baltic  cargoes  (not  hard  wood)  a  ship  will  carry  one-third 
In  loads  more  tlian  lier  register  lonnai^e,  n.n.vt ;  this  includes  the  usual 
deck  loads  J  thus,  a  ship  registering  50 J  ton  n.njn,  will  prohhbly  carry 
67t)  loads  of  timber.  Ships  having  woodtu  veriieal  knees,  are  ill  adapted 
for  stowing  a  full  cargo  of  tijnber ;  iron  knees  are  of  course  preferable. 

1027  As  very  large  importations  of  limber  are  made  fram  Canada^ 
New  Brunswick,  &c.  inf^irnmlion  relating  lo  cargoes  from  tbose  provinces, 
lake  preetrdivnce  in  tiijs  article;  much  tlial  is  said  on  ihut  trade  is  equally 
applicable  to  other  importations.  Tlie  Baltic  and  the  North  of  Europe 
follow,  after  which,  incidental  instructions  are  given  for  the  Soutb  of 
Europe,  the  West  coast  of  Africa,  the  West  Indies,  &c.  the  East  rndleii, 
Australia,  &c« 

SQUARED  TIMBER  ib  in  moBt  co^ttiea  freightea  hj  the  lc»d  of  SOcuUm  feet; 

rough,  40  cubic  teeL 
MAHOQANY,  LIGNUM  V1T(E,  and  CEDAB,  wo  uaaally  estitaated  by  ton  weigbi. 
HACKMATACK^  n  liArd  wood,  for  skepers,  goes  *t  per  piece. 
SAWN  PLANK  AND  DEALS  are  culcuJated  at  55  feet  cub*,  or  at  a  rate  |^  Petcn- 

buTg  Rtaadard  hundreiJ  e^oiiTHJent  to  three  times  ihe  rale '^lotkdot  fiOevbie 

feet,  and  forIGS  feel  cube. 
ROUND  o«  UNHEWN   OAK,    ELM,  ASH,  Aim  BEECH,  ar*t  taken  by  alfin^ 

mfiasurvment  of  40  cubic  hei* 
DEAL  ENDS  are  UHnally  carried  for  two-tUirds  freight ;  the  quanUty  as  a  general 

nde,  is  re^trit^ted  t4)  what  is  re(|uired  by  the  ship  for  broken  aiowa^ ;  deal 

ends  are  eight  feet  and  under. 
BATTENS.    An  entire  cargo  is  louch  ttgainit  the  ahiii  compared  with  deab  al  ilie 

liame  proportionate  rate  o(  freight. 
LATHWOOB,  PLANK,  DEALS,  STAVES,  Arc.  are  coropated  ac6ording  to  IcugUi 

and  thickness,  but  the  computations  vary  at  different  ports  ;  and  as  they  often 

tell  againtt  the  ehip,  special  attention  muut  be  given  to  prcTcnt  an  oniiue  pro- 
portion of  Borta  or  sixes  which  do  not  stow  well, 

Shi|>B  ai  Delaware  or  Busiou  loading  sided  white  oak  tiuiher  and  thick 
ftUifl',  are  paid  freight  ^50  cubic  feel  for  couients,  as  proved  by  scller'^i  bill 
and  j*iirvejor*B  return  ai  port  of  loading.     It  has  been  fonnd  that  betircen 


STEVENS    ON    STOWAGE. 

llie  measurement  of  ibe  surveyor  and  iliat  of  the  officers  of  [TIMBER 
i]ie  Bntis)i  rtaLionat  dockyards,  the  diflerence  agmnst  the  freighl  ranges 
up  lo  iJ,  and  ill  extreme  ca^s  to  18  P*  cent.  Someliraes  iheae  charter 
parties  say  most  distincily  "  the  true  conienlsof  limber  lo  be  decided  by 
surveyor,  approved  by  Siirveyor-Gencral  of  Timber  at  Boston."  Log- 
wood is  imported  in  large  billets  or  Jogs  4  feet  iti  length,  18  inches  in 
diameter,  and  of  very  irregular  shape ;  the  larger  they  are  ihe  more 
VftUiable.  A  '*  full  and  complete  cargo"  means  that  after  the  large  limber 
is  hmded,  the  remainiug  spaces  sball  be  filled  with  ^'broken  stowage'*  at 
half-freight.  Most  of  the  slaiuiard  sixes  adopted  in  Canada,  Russia, 
Prussia,  Norway.  &c.  will  be  found  nl  the  conclusion  of  this  article.  The 
proportionale  rates  of  freight  at  Quebec  may  ho  seen  in  the  commence* 
ment  of  the  work,  Tiie  weight  of  some  woods  may  he  immd  in  the  article 
gravity  (specific),  and  of  oiliers  at  ihe  chrne  c»f  this  article. 

I0f?8    Canada,  New  Branswick,  and  Nova  Scotia.    On  arrival  ai  the 
port  of  lading,  it  is  necessary,  if  the  ship  is  crank  and  will  not  stand  or 
bear  transporting  wilhout  mutdi   ballEBt  to  kce|J  in  considerably  more 
^  than  may  he  rorpared  for  the  stowagt^ ;  the  surplus  is  removed  in  hatteaux 
^por  craft,  after  the  ship  is  stiifened  hy  a  tier  or  two  of  timber*     This  U 
\        especially  the  case  at  Quebec,   where  the  loading  berths  are  often  at  a 
distjttice  from  the  ballast  ground,  and  the  tide  runs  very  *>trong,  which 
increaAcs  the  hazard »     The  quantity  of  ballaHt  lo  be  kept  in  and  slowed 
away  with  ihe  cargo,  must  be  regulated  by  ilie  ordinary  stability  of  ibe 
ahip  and  the  specific  gravity  of  the  limber*     When  there  is  a  large  pro- 
portion of  bard  wood,   ships,   unless  very  cruiik,  require  only  a  I i tile 
II        ballast;  hut  as  about  20  t<»n  cim  be  stowed  away  wilhout  niaitTjal  loss  of 
^fr€arga  space,  and  much  delay  and  iuconvenience^  and  sometimes  loss, 
^"  Tesulta  from  crankne^s  after  blading,  it  will  be  heltt-r  lo  err  on  the  safe 
»ide,  and  have  too  much  rather  than  too  little.    Generally  it  is  found  Uiat 
about  20  to  30  Ion  will  he  sufficient  for  ^btps  of  400  to  500  ion  regiiier, 
with  an  ordinary  cargo  of  assorted  timber;  they  froquenily  take  60  ton  or 
more,  hut  if  so  much  is  always  required,  it  is  hettei  lo  keep  copper  droM 
{which  is  often  to  be  had  at  moderate  cost  in  England)  or  other  bea*y 
ballast  permaneniJy  on  hoard.     Indeed  the  first  cost  of  a  certain  quanttly 
of  kentledge  would  soon  be  repaid  when  a  crank  ship  is  constantly  em- 
ployed in  the  timber  trade.     Where  there  is  kentledge,  copper  dross^  or 
other  heavy  ballast,  it  should  be  stowed  a-s  near  the  keelson  or  centre  aa 

» possible,  and  the  lighter  ballast  in  the  wings.  Ships  may  also  he  irimroed 
by  tlie  heavy  ballast,  so  as  to  facilitate  their  loading  when  the  porta  are 
placed  b»w  in  tb».'  hull.  Those  which  ihe  Scotch  term  **  high  wooded/' 
that  is  having  a  good  depth  of  hold,  and  nre  ihcrehy  "  tender,"  require 
lo  have  the  heavier  biillast  placed  in  the  wings,  or  they  will  be  liable  to 
toll  iheir  masts  out  at  sea. 


4  F 


M4 


RTEVFNS    ON    STOWAGE. 


1029  Large  Deck  Loads  of  one,  someiimes  two  tiers  of  [TIMBSR 
limber  are  generally  carried ;  this  lends  to  increase  crankness.  Uiilrss  a 
aLip  19  decidedly  siitT,  it  would  be  aUvuys  advisable  lo  keep  in  all  the  ballast 
which  can  be  slowed  away  with  cargo  without  loss  of  cargo  space. 

1030  Trench  the  ballast  up  from  the  keelson  towards  the  wings,  bo  ' 
that  the  ground  tier  shall  lie  firmly  on  ihe  ceiling.  For  the  grotiud  tier 
aome  masters  select  pine  in  preference  lo  bard  wood ;  if  pressed  it  will 
not  injure  the  ceiling  so  much  ;  ihe  lierti  should  not  be  so  long  as  lo  allow 
the  eiidfi  of  the  logs  io  rest  on  the  rise  of  ihe  ceiling  at  either  end  of  the 
ehip.  Let  iheni  run  sufliciently  abort,  say  three  inches  off  iliu  ceiling,  to 
prevent  the  corners  from  injuriug  it  by  the  pressure  of  the  upper  cargo; 
lor  want  of  this  precaution  the  ceiling  is  often  injured,  buita  are  started, 
and  ships  sometimes  water-lugged.  If  suitable  leugths  can  be  li»td,  all 
hard  wood  should  be  slowed  in  the  boitum — tiie  ground  tier  perhaps 
excepted.  Great  care  should  be  token  to  secure  a  fair  bearing  for  the 
lower  lierB  on  the  chip's  bottom,  to  prevent  undue  weight  on  any  part  uf 
the  ceiling.  Stow  the  spare  ballast  at  the  enda  of  the  ground,  aecoody 
and  third  tiers,  &c- 

1031  After  stowing  three  or  four  liers  of  timher  {nil  the  ballast  being 
stowed  away  at  the  ends  and  wings)  and  the  round  of  the  bilge  is  cl eared » 
wedge  the  upper  tier  tight  fore  and  aft,  to  prevent  shi fling,  and  wedge 
every  8ubser[uent  flat  tier  as  it  is  laid,  until  you  hegio  to  staple  up.  En- 
deavour lo  prevent  the  bnUs  or  joints  of  one  lier  fn>in  falling  directly  over 
those  of  the  tier  below,  otherwise  the  cargo  will  not  he  so  firm.  When 
about  four  and  a  half  feel  from  the  hold  beams,  or  wheo  there  is  barely 
Gpace  enough  left  for  a  man  to  move  about  under  them,  begin  to  staple  up 
each  side  the  huld  to  the  beams,  with  two  or  three  heights,  as  they  best 
suit  for  filling  up  under  iheni.  Then  fill  in  regutarly  from  botJi  aides, 
until  there  is  only  sufiicient  space  left  for  a  trunk-way,  which  can  be  filled 
with  one  or  two  piecen,  according  lo  the  space,  and  which  will  come  in 
from  ihe  port ;  or  with  deals.  Wedge  otlfore  and  aft,  and  in  ihe  midship 
part  of  ihe  ship,  up  under  the  heame  ;  the  wedges  should  not  be  too  short, 
or  they  may  work  out  at  sea;  they  should  be  driven  lengthways  with  tljc 
beams,  i,e  athwart  the  hold ;  if  driven  in  fore  and  aft,  they  are  liable  to 
work  out  by  the  pitching  of  the  ship.  Great  caution  nmstbe  used  wheo 
stowing  the  beam  filUngSi  that  tLe  limber  be  risen  one  and  a  half  to  iwo 
inches  above  the  bconis,  thus  prcvenling  them  from  being  injured  by  the 
weight  of  the  'twixt  deck  timber,  when  the  ship  xvorks  at  sea«  Keep  the 
ends  of  the  tiers  in  the  'twixt  decks  well  off  from  the  ceiling  at  each  end, 
say  three  inches.  Wedge  the  first  tier  off,  and  then  begin  lo  staple  up 
against  the  sides,  with  two  or  three  li eights,  as  the  cargo  happens  to  run 
best  for  sizes ;  and  be  sure  to  wedge  all  ihe  upper  deck  beams  as  yo 
I    come  out  towards  the  middle  of  the  ship,  filling  in  with  broken  slowa 


STEVENS    ON    STOWAGE, 


696 


where  ibe  space  requires  it,     Finlsb  the  \mxi  decks  io  the     [TIMBER 

sanje  manner  as  in  the  main  hold*  Do  not  allow  the  timber  to  rest  on 
the  halt-deck  nor  on  the  forerastle  dcck^  because  they  are  not  likely  to 
be  sufficienily  wedged  uudcnienth  to  bear  the  pressure. 

1032  li  h  usual  lo  select  the  best  and  largest  limber  for  the  upper 
tiers  in  the  lower  hold,  and  for  the  'twixt  decks,  as  there  ia  plenty  ofipaei! 
in  buih  places^  and  the  neceP5iity  for  cutting  or  reducing  is  avoided;  be- 
sides uijiehj  when  disdiarging,  the  good  limber  is  got  at  more  speedily* 
At  Quebec^  Red  and  Yellow  Pine  i«  shipped  in  large  quantities  ;  the  red 
i»  heavier  than  the  yellow,  and  should  therefore  be  placed  below  ;  being 
smiiller,  it  causes  less  break  of  stowage  than  it  would  among  the  large 
timber  above  and  in  the  \wixt  decks  j  there  is  in  siowage  a  diJFerence  of 
about  2*  to  4s  ^  load  in  favour  of  yellow  as  compared  with  red  pine.  A 
piece  50  feet  long  and  12  inches  square  measures  60  feet  or  one  load  for 
freight;  as  it  increases  the  measurement  is  much  in  favour  of  the  ship^ 
thus  :  17  inches  measure  double,  21  treble,  24  four  times^  atid  27  inches 
Bve  timea  that  quant iiy.  It  is  therefore  advisable,  \vhen  practicable,  for 
masters  of  capacious  ships  to  select  large  in  preference  to  small  pine. 
When  towing  a  spar  have  the  bluffend  foremost,  for  although  more  force 
is  reqiiired  to  start  it,  yet  less  is  necessary  to  maintain  it  in  moiinn  than 
with  the  small  lud  foremost.  You  also  tow  nearer  the  centre  of  gravity 
and  in  proportion  do  so  with  greater  steadiness. 

1033  Beats.  Where  the  cargo  consists  entirely  or  principally  of 
deals,  time  and  expense  (about  li^load)  may  be  saved  in  loading  and 
discharging^  but  snch  a  cargo  is  not  otherwise  advantageous  to  the  ship  ; 
jn  the  6rst  place  the  computation  for  frfight  is  a  losjt  of  10  lucent.  M 
compared  with  timber.  A  Peten>hurg  standard  hundred  of  deals  contains 
3  loud  \6  feet ;  whereas  the  usual  computation  for  freight  would  be  only 
three  limt-s  that  fixed  for  timbei — thus  15  feet  would  be  lost  on  every 
slandurd  hundred.  But  where  deals  are  well  manufactured  they  stow 
closer  than  timber,  which  nearly  makes  up  the  difierence.     Fhiated  and 

ucoud  quality  deals,  parliLularly  in  iho  lower  ports  of  New  Brunswick 

fftfid  Nova  ^^cotia,  are  generally  thicker  than  reputed,  and  although  nomi- 

Oltlly  only  3«  are  sometimes  full  3|  or  even  3|  inches;  this  makes  a  grcAt 

riifi^reDce  in  many  thousand  deals^  of  which  an  entire  carge  would  consist. 
[^Atimdtnn  bright  deals  are  mcne  advantugeous  than  flouted. 
1034  Pillars,  Where  pillars  are  kept  up  under  the  beams  and  not 
regularly  secured  by  knee  fasieuings,  great  cure  must  be  observed  to 
lecare  tbem  well  beft»re  the  commencement  of  loading,  and  to  see  that 
while  loading  there  is  no  undue  pressure  on  lliem,  especially  if  of  iron. 
The  space  between  the  liuiber,  on  encii  side  of  the  pillars,  should  be  tilled 
Willi  deals  (where  practicable),  deal  etnU,  lathwood^  or  staves,  and  ih^ 
-limber  each  side  should  be  well  chocked. 


1035  Hold  Ports.  While  loadingin  the  American  ports  [TIMBER 
and  ai  Sierra  Lconf ,  it  often  occurs  ibal  before  llie  conipletion  of  the  lower 
hold  or  of  the  *iween  decks,  the  cill  of  ihe  ports  is  brought  down  so  near  the 
water's  edge  as  to  render  it  necesswrj  to  put  in  one  or  eren  two  pieces, 
whicb  should  be  well  secured  against  leakage*  To  coraplele  the  loadrng  it 
is  of  course  necessary  to  passibe  timber  through  thedimmished  openings 
and  it  is  therefore  pnidenl  lo  reserve  those  balks  which  will  go  in  readily. 
1 1  I A  frequently  the  practice  lo  trim  the  ship  by  the  stern,  by  passing 
broken  stowage,  chaiit  cables,  casks  of  water,  &c,  aft,  as  far  aa  practicable; 
this  mode  of  raising  ibe  cill  from  the  water  is  termed  **  gaining  port.** 
Borne  port  cil!s  are  provided  with  rollers  to  ease  in  the  cargo. 

1036  Ctttting  for  Stowage.  An  owner  writing  to  the  Gazette,  December 
13,  1801.  I  seul  a  shijj  to  load  timber,  &c.  at  Quebec.  In  ibe  charter  was  a 
olauiae — *'  timber  to  be  supplied  for  beam  fillings."  Whilst  loflding»  the  master 
applied  for  suitable  limber  in  lengths  for  beam  filliugs  ;  the  shipper  said 
he  could  not  look  out  lengths,  but  would  send  a  raft  of  inferior  timber  on 
purpose  for  the  master  to  cut  into  bis  own  lengths,  which  was  done.  The 
master  complained  at  iht*  sanie  time  of  some  crooked  timber  sent  alongside 
fis  cargo  which  w^oiild  stow  very  bailly.  The  shipper  sold,  "you  may  cut  them 
not  to  exceed  ten ;"  ouly  two  were  cut.  After  diBcharging.  the  consignoee 
demaud  coniitensntion»  for,  astiiej  state,  ilamage  in  euttiug  cargo.  Please  saj 
whether  you  consider  they  are  legally  eutitled  to  make  any  claim  whttterer* 
the  master  baviug  acied  agretiably  to  bis  eharLer,  under  the  sanction  and 
direction  of  the  shipper— cutting  for  bcHiu  fillings  being  a  regulorly  acknow- 
ledged custom  in  the  tr«de.  The  ediior  answera.  There  is  ni*  claim  againat 
lb©  ship  for  the  cut  limber  under  the  circumstances  set  forth  ;  the  oonsigneea 
to  whom  the  cargo  was  delivered  are  ibe  parties  liable  for  balance  of  freighL 

1037  Til  shipments  from  Merael  atul  Riga  the  same  attention  is  not 
absolutely  so  necessary  as  in  America  — the  limber  being  of  one  uniform 
diameter,  the  Blow  age  is  greatly  fatilituted.  However,  when  tnasts»  in 
conjunction  witli  wainscoat  logs,  iire  sbi[jped  there,  too  much  care  caniKH 
be  observed,  or  the  bad  slow  age  will  be  faial  to  the  ship's  measuring  out 
well  when  discharged.  At  Riga  the  rafts  are  fluatfd  oil,  and  careful 
masters  mark  each  limber  with  a  bannner  having  the  ship  s  name  or  initials 
on  it>  80  that  when  the  rafts  are  broken  adrifl,  every  pieee  can  be  easily 
identified  on  the  beach  where  the  limber  is  usually  driven  by  the  prevailing 
gales.  At  Dantzic,  the  same  attention  should  be  observed  as  in  America^ 
because  the  timber  is  of  diversified  dimensions,  almost  simihir  to  thai 
from  Canada  and  Nova  Scotia.  When  the  cargo  consists  of  both  red 
and  white  deals,  the  red^  being  heavier,  should  be  taken  in  first;  see  the 
article  mate,  Danizic  timber  is  nsually  marked  at  both  ends  by  the 
njercbaut,  so  thai  it  cauTiot  be  cut  for  stowage  without  detection  ;  to  avoid 
ibis  instances  have  occurred  where  a  fac  simile  of  the  mark  bas  been 
fiurreptitiously  used«     A  kst  at  Dantzic  is  80  cubic  feet 


|t038    Bothnia  timber  in  very  irre^Iar  j  il  usually  runs     [TIMBER 

le  butt  end  off  to  a  pmui,  say  from  13  inches  diameter lo  fl  inches, 
and  lljerefore  stuvvs  disadvautngeouslj  for  the  ship.  CuUiug  is  objected  to, 
A  vessel  loaded  in  1867,  al  iiefle,  a  cargoof  deals  iQ  lengths  not  exceeding 
14  feet.  The  master  was  refused  deal  cuds  for  broken  siuwage^  the  shipper 
alleging  his  orders  iveie  for  14  feet  lengths  only.  The  vessel  stowed  bOi 
Blatidard  ;  at  Gothenburg,  previously,  106^  standards.* 

1U39  Some  London  nierclmniswhohavehad  considerable  experience 
in  wood  freights,  complain  January  1,  lb6'i,  that  the  dock  returns  re- 
ceived for  North  American  and  Baliic  deal  and  limber  sbipsi  show,  in 
nearly  nine  cases  out  of  ten*  a  deiiciency  in  the  number  of  pieces  as 
compared  with  bills  of  lading.  They  instance  for  example*  amongst 
many  others,  the  following  cargoes  short : 


1  QuobeQ  ....     8S  pieeei  stayea 

2  Oothenbnig     39  {viecei  deal 


8  Dtuilxic 

4  Qnebec  • .  • 
6  CrotiMtadi  . 


20  piecvii  lathwood 
48  pieeei  deal 
15  |3l«c<tde«l 


6  Oefle     ,  , 

7  Wyhurgh  . 

8  SaTKiuitth  . 

9  Quebec . . 


46  pieces  deal 

7  piecea  ileal 
4  piecea  pitoh  j 
650  piecei  deal 


All  these  discrepancies  are  not  imputed  to  the  carelessness  of  the  officers  of 
dmt«jni  or  Dock  Companies,  although  a  t'rry  Itirge  number  of  unclaimed 
deals,  &c.  n»ay  always  l»c  hecn  in  I  he  docks  ;  hot  vvheiher  it  he  so  or  not, 
the  shipowner  has  tu  pay.  It  is  quite  clear  that  tlie  masters  of  these  ships 
could  not  have  used  or  retained  the  goods.  A  shipmaster  fref|uenily 
proposes  to  Bign  hills  of  lading  for  so  many  pieces  in  dispute,  to  which 
shipper  naturally  ohjectn,  as  it  would  place  htm  in  an  awkward  poMiiou 
between  original  vendor  and  consignee,  and  t^o,  to  avoid  detention  aiid 
expense  of  protesting,  &c.  the  master  is  compelled  to  sign  cUan  bills  of 
lading,  and  the  owner  to  pay  hard  cash  for  any  deficiency. 

1040  Freight,  A  master  writes  to  the  8hij*ping  Qatette,  November  24, 
1H04:  I  have  a  vessel  chartered  at  St.  Petersburg  to  load  a  cargo  o(  deals  and 
battens,  the  latter  not  to  exceed  one-fourth,  with  the  requisito  deal  ends  and 
lathwood  for  broken  stownge  ;  freight  to  be — deals  and  battens— 07*  i\d 
London  ;  WZ^  H^i  Onmsby,  lIiilU  Ix4th,  or  Tytije  Docks  ;  7&«  Bristol,  Uardit}', 
or  Newport ;  and,  il  any  boards  arc  shipped  to  the  Utter  jMjrts,  the  freight 
^  to  be  72i  fl4  per  standard  hundred ;  deal  ends  two-tliirds  Ireight  of  deala* 


*  KOEWEGtAN  TXMBEB.  ICotia.  BsAic,  MiaUter  of  Commefree  in  Fnimee,  wrota 
[  ■  letter,  dated  Paris,  November  17,  ]8€6,  to  the  French  Cbambenof  Commerce,  in  wbleh 
^  Ike  ilaled  thai  one  of  the  uaagei  of  ChrUiisna,  aanctioned  by  the  Sapreraa  Comt  of  Norway, 
wtS&mtm  lo*den  from  the  obligation  of  loading  timber  on  board  khip  daring  rainj  day  a, 
and  permita  them  to  iuierropt,  on  acconnt  of  bad  weather,  a  loading  eommenced.  Thia 
naage  ii  canacd  by  the  deterioration  which  certain  torta  of  wooda  undergo  when  axpoaed 
to  rain  at  the  moment  of  atowing.  He  recommenda  charter  partiea  to  be  drawn  up  for 
Uy-daya  exdmiire  of  rainy  dayi.  Proieati  in  Norway  eoit  £2,  and  th«a  do  not  reUere  th« 
mMt«r  from  the  ehanee  of  an  action  at  law  on  the  part  of  hla  aflhdgibtan. 


MB 


STEVENS    ON    STOWAGE. 


Tfien  follows  th©  payment,  mimbt*r  of  lay-days,  anil,  at  the  [TIMBfiB 
foot  of  tUo  charter,  the  following  clause — "  Should  Ihe  boards  J*e  eliippc^J 
to  auy  of  tl^e  poiLs  Tueiiti^Mied,  tliu  frei^rht  is  to  he  '28  ihl  per  standard  hun- 
dred adilttiouah"  The  ship  k  uearly  haif-haded  witli  boards,  and  is  orJer^ 
to  Hull;  and  I  shall  feel  oblijred  if  yon  will  say  if  1  am  emitted  to  65*  per 
Btaudard  for  deals,  batten b,  and  boards,  or  02.t  lUi  deals  and  hatteoa,  and 
iibs  boitrds.  Tho  boards  are  a  great  disadvuntage  to  the  ship,  aud  2/c  64  extra 
freight,  when  half  a  cargo  is  shipped,  is  not  sutfideot  to  make  up  the  dis* 
idv&otage.  The  Editor  answers:  Tlje  Bettlement  of  the  freight  should  be 
made,  not  at  05f  per  standard  for  deals,  &c.  but  02^  Oci  deals  and  battel^ 
&Dd  65f  for  hoards. 

1041  Broken  stowage.  A  vessel  was  chartered  to  load  at  Gefle  iu  ISC3. 
"  a  full  aud  eomplete  eargo  of  deals  and  batteus,  with  euds,  and  (or^  lathwood 
for  broken  stowage  ouly."  The  broken  stowage  ainminted  to  eleveo  staQdard* 
althouj^h  it  never  befoi*e  exceeded  tliree.  The  owner  elaitned  freight  for  the 
eight  ataiidard  in  excess^  and  the  merdiant  wai*  held  linble.  'J'he  master  wbeu 
loading,  hatJ  applied  for  proper  lengths  tbr  stowHge,  but  oould  obtain  only 
14- feet  deals.  The  vessel,  217  ton,  had  (requejitly  discharged  deals  from 
other  Baltic  ports,  and  twice  Jrom  Gefle.  The  broken  stowage  always  aver- 
aged loss  than  three  standard. 

10112  The  Ehine.  'l  he  mode  of  conveying  timber  on  this  river  in  rniU 
h  very  curioiia.  *'  Just  below  Andemach,  is  the  little  village  of  Namedy  on 
the  left  bank  ;  heix^  the  llhitio  forrna  a  sniidl  bay,  where  the  pilots  ore  aeeus* 
tonied  to  unite  together  Ike  small  rafts  Suitlei^i  ilawn  Ibe  tributary  rivers,  and 
to  construct  enoiinous  floats,  which  are  navigated  to  Dortrecht,  and  sold* 
These  machines  have  the  ajipearance  of  a  floating  village,  composed  of  twelve 
or  miteen  little  wooden  huts,  on  a  Inrge  platform  of  oak  and  fir.  They  are 
frequently  eight  or  nine  lumdred  feet  long,  and  sixty  or  seventy  broad.  The 
rowers  and  workmen  sometimes  amount  to  seven  or  eight  hundred,  enperin- 
tended  by  pilots,  and  the  proprietor,  whose  habitation  is  superior  in  size  to 
the  re^t.  The  raft  ia  cou) posed  ol  several  layers  of  trees,  placed  one  on  the 
other,  and  tied  together.  A  large  raft  draws  not  less  than  dix  or  seven  feet 
of  water.  Sevt-ral  smaller  ones  are  aitadied  to  it  by  way  of  proU>ction, 
besidee  a  string  of  boats,  loaded  with  anchors  and  cables,  and  used  for  tlie 
purpose  of  sounding  the  river,  &e.  The  doniestiie  economy  of  an  East  ludtH* 
man  ia  scarcely  more  complete  ;  it  includes  poultt^,  pigs,  and  other  animals, 
and  several  butchers  are  attached  to  the  suite.  A  well  &up|ilied  boiler  is  at 
work  night  and  day  in  the  kitchen.  The  dinner-hotir  is  announced  by  a 
basket  stuck  on  a  pole,  at  which  signal  the  pilot  gives  the  word  of  command, 
and  the  workmen  run  from  all  quarters  to  rrceivo  tlieir  messes.  The  con- 
sumption of  provisions  on  the  voyage  to  Holland  is  almost  incredible,  some- 
times  amounting  to  forty  or  fifty  thousand  pounds  of  bread,  eighteen  or 
twenty  thousand  of  fresh,  besides  a  quantity  of  salted  meat,  and  butter,  vege- 
tables, etc.  in  proportion.  The  expenses  are  so  great  that  a  capital  of  three 
or  four  thousand  florins  (about  1:350)  is  considered  neoessaiy  to  undertake 
a  raft.  Their  navigation  is  a  matter  of  considerable  skiD,  owing  to  the 
abrupt  windings,  the  rocks  and  shaliowe  of  the  river. 


STEVENS    ON    STOWAGE. 


1043  Mediterranean.  Rnfisand  floaiBofiimbifrnotcx-  [TIMBER 
[ceeding  lOlKcct  hmg  by  41)  broad  Knglisb,  pay  on  leaving  tbe  river 
Danube  (Board  of  Trafle,  May8,lS63)  a  fixed  due  of  100  francs  ;  larger 
rafis  pay  more.  Timber  &bipped  from  Leghorn  and  Ancona,  being  verjf 
crtMikt'd  one  way,  reqnirea  nearly  tbe  same  attention  aa  that  of  Sierra 
Letine.  Panicnlars  of  585  pieces  of  Walnut  wood,  shipped  at  Genoa, 
January,  1864,  by  tbe  brig  Eugenie,  1 66*08  ton  register,  Capt,  R.  Bovky. 


Fliiilcs 

Length 

Width 

TUck 

Wdglii 

Cottteats 

QxLUntltj 

ti     fn 

incKtffi 

Incbei 

ewt 

1  eublofeet 

ton 

9^7 

10     0 

16  to  30 

3to6 

l|toS 

H 

28 

194 

10     6 

13 

4| 

34*75 

40 

10    0 

15  to  80 

dtoe 

llioa 

H 

6-66 

64 

9    6 

17 

5 

The  wood  weighed  abont  42tb.  tf>  the  cubic  foot,  and  is  shipped  ull  the 
year  roniid*  The  rcniaiiider  af  the  cargo  cmti^isted  of  &1*;J2  loti  marble, 
49  ton  oil,  155  5  i-wt.  miiieral,  and  so  laden  she  drew  12  feet  6  inrbes  ; 
willi  a  dead- weight  cargo  of  Wt:1sb  coal  or  iron  her  draught  was  13  fetsl 
4  inches*  The  marble  measured  2;U33  palmas  or  81  32  um  for  freiglit, 
and,  if  weighed,  would  have  made  about  86  ton  Rnglish.  The  oil  was 
in  161  casks,  weighing  48,910  kilos  or  nearly  4fl  freight  ton— 1,000  kilos 
being  reckoned  to  the  ton,  altbou^^h  it  takea  1,020  kilos  to  make  20  cvvi ; 
and  the  mineral  was  packed  in  10  caMk9=  155*5  cwt ;  all  gross  weight. 

1044  Sierra  Leone.  Ballast  is  seldom  or  never  retinired,  except  a 
little  to  level  oil' or  make  firm  the  ground  tier;  more  would  be  uimdvisable, 
as  ships  are  very  deep  xviih  a  lull  lading  pro|)er!y  stowed.  The  cat^o  im 
stowed  sinjilar  to  oiher  limber;  but  on  account  of  tbr  crookedness  and 
unevenuess  of  tlie  logs,  the  peculiar  lengths,  tbe  prohibition  of  cotling, 
and  want  of  broken  stowage,  it  is*  more  difficult  to  manage.     With  bow 

'  ports,  it  is  uflvifjuble  to  make  a  brow,  to  protect  the  breast-hooks,  and  to 
place  bat  las*  t  or  other  rubbish  to  receive  the  fall  of  the  timber  of  the  fimt 
tier.  The  pumps  slmuld  either  be  hoisted  up  or  well  loiiked  after,  as  the 
timber,  being  generally  muddy,  runs  in  very  fast;  many  (Hinips  Itnve 
been  broken  for  want  of  iKm  precaution.  As  much  of  the  mud  as  pos- 
sible should  be  first  scrubbed  otf  llie  limber  while  at  the  port,  and  every 
tier  should  be  dry  linicd,  to  absorb  the  remainder  and  prevent  pernicious 
effluvia*  Particular  care  mu^t  be  taken  to  have  the  lower  logs  fairly  and 
evenly  placed  on  tbe  iiliip'd  biiltom,  so  lb  at  the  weight  of  th«?  cargo  may 
be  c<|ually  distributed  over  the  flours  and  lir»t  futtocks ;  the  ends  of  tbe 
timber  should  be  free  from  tbe  ^kin. 

1045  Endeavour  to  keep  ilie  tiers  level ;  work  large  limber  with 
large,  itmall  with  smalt;  put  the  crooked  logs  together  bo  as  to  lay  one  into 


600 


STEVENS    ON    STOWAGE, 


the  oih^T,  and  work  crooked  Umber  round  die  bows  or  in  [TIMBER 
the  after  end,  lo  prevent  the  main  work  from  being  thrown  out.  When  it 
is  not  possible  to  work  the  large  with  large  and  the  small  with  small,  it 
may  ha  advisable  lo  have  a  lier  of  large  say  of  five  one  side,  and  a  tier 
of  lesser,  aay  six  or  seven  on  the  other.  As  ihere  is  tio  broken  stoirage, 
with  the  excepijon  of  camwood,  which  is  rarely  obtained,  and  then  in 
most  ini^tances  when  ships  are  loaded,  it  is  of  liiile  semce  for  stowage 
Great  care  is  requisile  to  chock  the  tiers  well  off  to  prevent  tlie  itargo 
from  shifting;  for  that  purpose,  any  qnantitv  of  log-ends  and  wedges  may 
he  had  from  ihe  shore.  The  tiers  above  the  beams  are  seldom  stowed  as 
well  B-n  those  in  tlie  lower  hold*  on  aceount  of  want  of  room  to  manoeuvre 
the  crooked  logs^  and  from  the  necessity  of  running  in  a  great  number 
of  logs  proiiiiscuoQsly,  lo  trim  the  ship  by  the  stern^  and  gain  port  lo 
finish  the  loading  of  the  lower  hold  in  safety,  as  the  carijo  is  often  receiv^ed 
in  an  open  bay,  exposed  at  times  to  a  heavy  sea.  Careful  attention  is 
therefore  required  to  chocking  and  wedging  off  the  'tween  decks.  To 
prevent  loss  it  is  advisable  to  get  in  all  timber  alongside  daring  the  day, 
as  at  night  the  sea  breeze  bloxvs  strongly,  and  tornadoes  sometimes  occur. 
In  ordinary  weather,  timber  can  he  eas^ily  rafted  down  and  landed  at  Great 
Scarcies^  hut  during  the  rains  ihe  strong  winds  occasion  such  a  heavy  sea 
as  to  make  It  unsafe  for  a  ship  to  lie  there  with  her  raft  ports  open.  As 
logs  under  23  feet  are  paid  two-thirds,  and  under  18  feet  half  freight,  it 
is  desirable  that  when  ordering  the  beam  fillings,  to  ascertaiti  that  logs 
sent  off  as  23  feet  and  18  feet,  do  not  fall  short  of  those  lengths  et^en  by 
an  inch,  on  any  side,  or  reduction  of  freight  ^vill  follow^. 

1046  In  December,  1869,  much  fatal  sickness  occurred  on  board  the 
ships  loading  timber  at  Sierra  Leone.  A  master  writing  therefrom  at  the 
time  said  *'they  make  a  general  practice  here  of  covering  the  ship  so  com* 
pletely  with  sails,  that  it  is  impossible  for  the  least  breeze  to  get  into  the 
cabins  or  hold,  and  the  timber  oir  the  Rmfins  deck  was  so  plentiful  th 
one  could  scarcely  move.  The  Kroomen  are  a  very  dirty  set,  enough  i 
to  cause  a  plague  uiiless  the  ships  are  washed  and  kept  perfectly  clemti 
which  is  impossible  with  much  lumber  on  the  decks.  Instead  of  covering 
my  ship  with  awnings,  I  convert  the  sails  into  wind  sails,  and  put  them 
down  the  hatchways,  as  it  is  quite  neeessnry  this  African  timber  should 
be  dried  as  quickly  as  possible,  because  it  lays  on  shore  in  the  mud  on 
the  banks  of  the  rivers,  for  two  or  three  years  prior  to  shipment,  and  must 
become  putrid  outside,    [  See  Admiral  Wn.MOT*s  observations,  sec.  692,] 

1047  Camwood,  trom  the  West  Coast  of  Africa,  is  shij^ped  princi- 
pally at  Corisca,  Cape  Pal  mas,  and  Gabon,  and  a  small  quantity  in  the 
rirer  Congo.  If  dry  a  full  cargo  may  be  taken  ;  when  fresh  cut  it  loses 
weight  on  the  passage  home.  Dunnage  is  very  necessary,  as  salt-water 
dii»colors  it ;  see  sec.  89, 


STEVRN^    ON    STOWAGE- 


001 


1048    West  Indies.  &c.  The  principnlexpurta  from  iiort    [TIMBER 
ManzniiilUi,  in  the  island  of  Culm,  iire  miihn^'/^m',  eetlar,  fustic,  sabicu, 
cociis-woud  (called  by  the  Spatiiiirds  granndiUo)  lignum  vitoe,  and  lance- 
wood.     All  can  be  shipped  at  any  time  ihrouglioiii  ibeyear,    Ltmcewood 
is  necessarily  cut  just  pntir  ir*  abipmeni,  so  as  to  be  r»ioro  easily  beni  on 
,       arrival  In  Kngliind  ;  beii»g  grt'cn  it  is  very  liable  to  **mvcat"  in  the  bold, 
L      and  tu  become  dinculored*     On  tbe  otber  band,  if  ibe  Imtt'lies  are  opened, 
^1  tbe  air  adtntlted  tend»  lo  make  ibe  lancevvood  rotten.     Sabicn  iii  in  logs, 
^■ibe  usual  iiize  of  mahogany  log«>,  but  rather  longer;  it  ia  used  in  ibe  Hoyal 
^^^avy  for  ship  building,  and  is  mueh  heavier  than  mahogany.    Ships  from 
^pBristol  generally  make  two  voyages  in  a  year  io  MauKanilla;  ihe  voyage 
oieujOLH  «ay  4i  to  5  months.     Coal  h  conveyed   to  Cofie  de  Verd,  ilie 
\\\hi  Indies,  &c*  where  ballast  is  received  for  Cuba»     Mahogany  Irom 
Cuba  and  Hayti*  is  generally  exported  in  logst  20  to  26  inches  s([uare, 
lU  feel  long  ;  frcim  HoodtHUS  *2  lo  4  fet-t  square,    12  or  14  feet  long,  bul 
some  are  lari^er.     Sjmnish  is  the  heaviest  and  nay-wood  ihe  lightest  sort. 
4b  feet  go  to  a  ion  of  20  cwi.  as  weighed  ai  the  government  beam.     At 
^^^*ew  York  40  feet ;  at  Belize  47,  sometimes  50  feet. 
B       1049     Hayti,  Logwood.  I'he  ship  Dr,F.  A.  S.  Hunter,  Capl.  Samuki. 
R.  'I'avi.or,  loaded  ^"ioHuHi  lugwood  (20cwt.)  at  Anxeayes,  west  end  of 
JIayii.  s.iiled  Oiicdier  21,  and  amved  at  Penzance,  30  December,  lb(>7. 
Tlie  eargi>  w:is  brougbl  from  the  interior  by  oxen  to  tlie  beach,  weighed 
llirre  by  triangles, and  taken  olTby  ihecreiv»  H  nriles  to  ibe  ship, intigbteri 
of  6  lo  20  Ion  each.     To  help  the  rrew  (12  in  all)  about  four  negrttet 
were  employed  at  nay  3«  t\(l  p-  diem  each.      Ballast  4*5  ton  sitme,     About 
i)UOlon  of  the  logwood  was  sent  through  the  bide  ballast  pons,  which  are 
^kery  large;  remainder  over  all  through  the  balcbways.     Seven  wcekn 
^^oading  ;  the  rain  aomeiimes  impeded  the  oxen.     'I'be  cargo  consisted  of 
pieces  4  feet  to  5  feet  11  incbes  lung,  weighing  28tb,  to  4  cwt.     Abtmt 
400  werecnl  on  account  of  their  cruokednesH,  ftfrkn,  &c.  for  closer  sl«)wage, 
Ettcl*  tier  was  wedged   by  sniull   pieces  driven  in  by  larger  pieces.     Thii 
wood  WAS  clean  but  it  was  accompanied  by  cenii pedes,  scorpions,  &c.  the 
^B  biles  of  whieli  were  cured   by  rum  steeped  in  mie  of  ibeir  ho<lies.     The 
^Pfigwoc*d  filled  the  I  add,  and  she  then  drew  IGJ  leei ;  with  700  lojj  CardilT 
coal  I7J  feet.     The  nhip  was  moored   by  btiih  h4)Wers  aliead  ;  a  hawser 
with  larg*^  kedge  astern.     The  aea  is   fnll  of  sharks,  worms,  &c.  and 
[fregctatiim  was  no  quick  that  t!ie  anchor-buov  had  lo  be  cleaned  frequenily, 

•  Uod«r  djite  Padatow,  Nor.  16th.  1867,  «  fttdpowner  says  tlio  KiUaf«  took  ftlioal  (K71 

itogwoorh     Blie  riDgisU^n  611  ion.     Her  eipen»rt  at  Cnpc  ilHyti— Port  cltArKM  £353, 

Itug  £\^  for  pniiisioDt,  ^c.   Asj  aUip  going  there  ought  not  to  have  lint  Utui  S8t.  |p 

»  port ;  fchiiting  r^rU  4«)*.    The  KUttart  went  to  Cap*  Verf  for  15*.  tp  ton,  snd  Ctip« 

I  tor  W*  ;  bA(-k  willi  logwood.     Six  months  on  the  round.    The  Storm  Wotigbi  hoiiM 

186  km  of  lognood ;  ih«  ivgiiters  838  ton. 

4Q 


602 


STKVKXS    ON    STOWAGK. 


Tbe  I uoy  should  be  fastened  hy  a  chain  as  liemp  8oon  rolB.  [TIMBEK 
Auxcayes  h  generally  heakhy  ;  seamen  musi  however  be  lemjtcrate  and 
avoid  sleeping  in  ihe  c»pen  air.  The  pilt>i»,  colored  men,  are  not  very 
skiifuL  Salt  provisiojis  are  expensive  ;  us  much  as  £.5  #>-  cwt*  lias  httn 
paid  for  flecoiid-daes  biscuits  ;  fresh  l»eef  20  c.  ^  lb;  vegetables  dear; 
water  plentiful.  The  season  of  sliipnieni  of  logwood  is  all  the  year  round* 
Coffee  season  commences  in  Xovember,  and  genenilly  ends  in  Kebruan', 

POET  CHAEGES  AT  AUXCATES. 

IJajftku  clol  American  dol 

Stpvctlorpi  668  too  at  34  H.  Dol    2053  78    98 

Ballj%»t  16  Toynge*  @  100  H.  Dol 10OO  61     M 

Fort  chargGi,  pilotage  inclad cd  .......,...«,,      9B73  3(>9    48 

TonDa««  datf  #1,    10  o/o 493    SO 

Doctor's  risit  i$5,     Bill  of  Health  If    6       0 

eiUK)    ttO 
HAjtiei)  Bollitrs  rongo  from  26  to  30 ;  tlio  lose  in  cxrlmiige  it  someiimet  ytsry  hi 

1050  Timber  from  Savaimah  and  Mobile  consisis  chiefly  of  pi  tell 
pine,  which  is  similar  to  red  pine  of  the  best  qnalit^*,  but  of  greater 
epecifjc  gravity.  Ships  of  average  capacity  slow  about  25  ^  cent,  beyond 
the  old  meaHiure^ — bnilder*s  lonnafje.  As  it  is  chiefly  converted  into  apars 
or  planks,  where  length  is  <if  great  value,  cnlling  i*i  not  allowed, 

105 1  Mahogany,  Snnla  Anna.  The  ship  Commhsar^^o^  Bridgewater, 
Capt.  Chablrs  IlTiTCHiNas/735  ton  register,  took  in  (September,  1863) 
720  loads  mahogany,  at  Santa  Anna,  in  the  Gulf  of  Mexico.  She  h 
142,'rt  feet  lonfT,  27 /t>  feet  broad,  and  20,V  deep.  But  for  the  crooledness 
of  I  he  maluif^any^  100  loads  additional  conld  have  been  stowed.  So  laden 
she  drew  17  feel  on  an  even  keel  ;  with  968  load  Quebec  timhershc  drew 
18  feet  6  inches;  with  81 1  ion  Rangoon  teak,  and  50 ton  cntch,  19  feel; 
wii!»  1,084  ton  patent  fael  and  20  Ion  dry  goodsj  I  ft  feet  2  inches.  The 
blocks  of  fuel  were  placed  aj^art  from  each  olhcr»  or  stowed  what  is  termed 
"hollow;**  ihe  bulk  in  rhe  middle,  diminishing  to  the  ends.  Some  old 
wood,  casks,  ^c.  were  placed  in  the  wings.  No  dunnage  belowj  but 
dunnage  there  is  niieful  both  to  keep  the  fuel  dry,  and  to  rise  the  cargo 
in  the  hold.  At  Santa  Anna,  the  season  for  loading  mahogany  ia  frora 
IVlav  to  ihe  middle  of  Sepiembcr— not  laler.  The  mahogany  is  Irron^ht 
alongside  in  rafls»  at  a  charge  three  shilliiigB  {>  lon^  paid  l>y  the  ship* 
unless  otherwise  agreed  in  the  charter  parly. 

1052  Bay  of  Hoeduraa*  In  the  bays  ships  generally  put  the  timber 
down  the  main  hatchway,  because  they  are  someJimes  obliged  to  close 
their  ports  in  conBequenee  of  stormy  weatlier.  At  Belize,  it  is  customary 
for  merchants  to  load  willi  maliogany  a  certain  propnriion  of  logwood  and 
rosewood,  masters  should  receive  only  a  fairprojioriion  of  each  ;  inabog- 
any  is  floated  otTin  rafls.    Masters  should  take  an  taily  opportunity  «f 


STKVENS   ON    STOWAGK. 


BM 


cngfiging  an  active  nnd  skilful  slevedore  and  raftsman  who  can  [ TIMBER 
produce  certificates  from  previuns  nmsters,  whicfi  sljtmltl  be  very  closely 
iiiBjiected.  It  is  udvisable  not  to  tow  ofT  more  mabogany  in  the  morning 
than  can  be  stowed  in  ihe  day,  as  gales  arc  frcipitMit  and  rafts  are  liable 
to  be  blown  away.  Boats  usually  leave  tbe  sblp  at  tbrce  m  the  morning 
so  as  to  take  advantage  of  the  bind  breeze.  Logwood  and  rosewood  not 
being  (loaiablei  are  sent  oflTin  boata.  The  dimensions  of  the  timber  arc 
taken  just  before  loading ;  each  balk  is  numbered,  and  wlien  it  becomes 
iieeessary  to  cut  a  balk  into  tbrue  pieces  they  are  numberetl  »uy  38*  3d* 
38"*  Where  slone  ballast  is  necessary  it  is  usual  to  place  sleepers  on  it 
to  receive  tbe  lower  tiers  of  mabogany*  Care  should  be  laken  to  keep  the 
ship's  limbers  clear,  so  ibat  leakage  can  run  freely  to  the  pump-well. 
Unless  tbe  mahogany  is  securely  wedged  witli  tbe  logwood  and  rosewood, 
the  balks  will  get  adrift  at  sea  iii  heavy  weather,  choke  tbe  limbers,  and 
endanger  the  ship.  Some  balks  of  mahogany  are  40 feet  long;  balk* 
weigh  from  two  to  nine  ton — usually  six  to  eight  ton.  A  barque  which 
loadeil  in  the  Bay  of  Honduras  in  I8f*5,  took  550  ton  of  mahogany,  40 
of  roNcuood,  and  70  of  logwood  j  she  registers  454  ton*  Port  charges  at 
Belize^  exchisive  of  stevedores,  &c.  £27;  pilotage  £18.  It  is  not  con- 
bidered  pro^table  for  all  kindsof  British  ships  to  load  timber  here,  it  being 
necessary  to  knock  away  tbe  cubins  and  other  fittings  under  the  deck. 
Vessels  going  there  to  load  have  usually  to  hire  four  winches,  the  loan 
of  wbicli»  with  tlie  necessary  gear,  is  expensive.  Two  of  ibesc  winches 
are  double,  and  are  provided  with  strong  chain  say  about  |-inch|  suOi- 
ciently  Ion,(  to  heave  the  mahoafany  up  to  the  port ;  the  two  single  winchei 
are  provided  wilb  new  rope  4  to  t>  inches,  for  use  aft,  through  two  boles 
cut  in  the  deck,  to  bring  tbe  limber  towards  the  stern.  Timber  dog«  can 
be  purchased,  also  a  description  of  small  rope  or  coir,  made  of  cocoa-nut 
Hbrc,  and  floatable^  for  about  £1  ^  coil.  Tbe  only  supply  of  water  at 
Belize  is  that  obtained  from  the  roofs  of  the  bouses  after  rain.  Showers 
are  frequent,  and  ships  sails  should  be  unbent  as  early  as  possible.  In 
the  Manitti  river,  a  little  to  the  southward  of  Iklizct  and  in  tbe  rivers 
Rio  Grande  and  (iolden  Spring,  about  'JO  miles  south,  excellent  water 
is  to  be  obtained  about  8  or  10  miks  from  the  sea.  Provisions  are  dear. 
'I'be  yellow  fever  prevails.  The  season  for  loading  mahogany  at  Belise. 
Honduras,  &c,  is  Jri^m  May  I  tci  Sff  it  ember  20, 

10A3  British  Guyana*  The  principal  places  for  loading  are  in  tbe 
rivers  Dcmerara  and  Ensequibo,  both  under  the  Customs'  establishment 
at  Demerara,  in  which  river  vesadi  ore  fastened  on  tlic  land  side  by  warps, 
of  aay  dO  to  70  fatltoms  long,  and  on  the  ofl'  side  by  anchors  from  the 
stem  and  stern.  Greenbenrt  is  the  chief  limber  exported  from  British 
Ruyana;  it  ranges  frnm  25  to  70  feet  long  by  10  to  30  inches  diameter, 
jh)   is  hauled  oil'  the  beach  at  Denierai'a  by  a  derrick  which  retains  it 


STKVKNS    ON    STOWAGE. 


wnlil  llie  slmin  is  suj^ininctl  hy  ilie  p'^nhigand  lopping  pur-  [TIMBEE 
cljiisea,  Soinetmiea  ilie  bow  is  beached  lo  raise  ibe  hold  poris.  TlJt' 
mud  and  stime  are  wnsbed  olf  abjngside.  Greeiihetiit  weighs  ubiMil 
66 Hi.  3  (»z*  I?- cubic  fool,  and  requires  no  ballast.  The  iiisirucfiuns  fof 
Slowing  al  Quebec  and  Sierra  Leone  will  apply  here.  St<Mv-wood  for 
chnckinjtjj  is  ideiuiliil.  Morra  limber  is  mixed  with  cargoes  of  green* 
heart  frum  Demerara  ;  it  langes  up  lo  60  feel  long  by  20  inches  diameter^ 
and  weighs  nearly  the  same  iis  ^reenhcart.  Ail  lengths  of  both  are  usually 
freighted  at  ^^ cubic  foot;  sometimes  by  loud  of  50  cubic  feet,  Recording 
lo  Customs*  calliper  measure  on  delivery.  Large  quaniiries  of  g'reenheartt 
&c.  are  brought  down  from  the  interior  by  the  winter  floods, and  cargoci 
are  shi|)ped  at  all  seasons  in  the  rivers  Demerara  and  K^iH^quibo, 

1054  I'he  United  Siiiits  briganline  J.  fV*  Spencer,  327  lap  register 
American,  3w50  English,  Copt,  J.  W.  >^rEKCKH,  look  in  al  Demeram,  in 
January^  l&ti2,  11 /J  1 1  cubic  feet  of  grcenbearti  which  wag  very  beavVf 
prohahly  H2H:>.  lo  83tt>.  ^>  font.  It  was  in  pieces  from  30  to  70  feet  long 
by  12  to  30  inches  wtpmre.  The  cargo  wa»  purposely  **  blown  up**  to  tlie 
heiims  to  juevent  labouring  at  sea;  it  proved  very  inconvenient  on  ihe 
passage.  She  drew  11  feet  forward  and  12  aft,  Wilh  4l>3  ton  Newport 
sleam  coal,  which  was  an  ovcrltmd,  her  draugln  was  12  het  forward  and 
12  aft.  The  briganline  is  a  large  cairyiug  ship — -length  1 18  feet,  breadth 
27,  depth  of  hold  1  !  |  feet.  Capt.  Sphnckr  recommends  double-decked 
ships  f[*r  this  trade  ;  if  single-decked,  ihey  should  he  very  narrow  and  deep. 
Porta  are  indispen sable. 

1055  The  barrpje  X^ro/jAtrff/c /an,  364  ton  register,  of  North  Shields* 
dipt.  W.  T*  Irving,  loaded  timber  in  Kssequibo  river,  in  December, 
imZ.  Siie  is  102-7  feet  long,  24*6  broad,  and  bus  a  depth  of  hold  of 
1&'2  feet*  The  cargo  consisted  of  199  pieces  of  greenbuari,  of  which 
five  were  cul  for  beam  filliugs  and  six  for  allowances  ;  in- lake,  by  bill  of 
lading,  210  logs,  measuring  by  tupe  (string)  13^849  feet.  Out-take  at 
Koulh  Shields,  April  2,  1864,314  loads  lO  feet,  or  16,7 10  feet  t>  Quern  t 
calliper  njcasure  ;  only  one  piece  was  weighed  and  proved  lo  be  774tt>.  |> 
cubic  foot.  The  barque  is  an  ordinary  carrying  ship,  atid  vviih  the  cargo 
ofgreenhcan  was  on  an  even  keel,  drawing  16  feet  7  inclies.  With  a 
Qtuhec  cargo,  including  deck  load,  from  4^2  to  620  loads,  chiefly  white 
pine  (40  cuuings,)  »ay  600  loads,  her  draught  was  164  't'et;  with  642  ton 
Llanelly  coal,  16  feet  2  inches  aft,  and  16  feel  10  furward;  witli  2,tiG0 
quart  era  Odessa  wheal,  16  feet  3inciie!i  afi,  15  feet  10  inches  forward, 

1  0km  6  Ca  p  I ,  Lt  V 1 N  u  8  u  gges  lath  a  I  a  v  e.s  s  e  I  e  1 1  an  er  ed  fo  r  grec  ii  h  earl 
should  have  her  ports  bound  and  lined  with  iron  in  a  most  secure  manner. 
She  should  be  jirovided  beforehand  with  exceedingly  strong  browi  inside, 
to  receive  the  timber  uud  prevent  ihe  ends  of  the  logs  from  falling;  the 
browd  bhould  be  green  heart  or  oak«  three  inches  tliick  al  leasts  and  not 


loo  6t€ep.  Where  liiej  have  been  msnfllcieiU,  I  lie  sudden  [TIMBER 
fill!  of  the  lojyg  fins  grcully  damaged  iUe  frame  of  llie  sliip.  At  leiibl  ibree 
good  siron;^  ifun  suiiuh-ljlncks  ( 12  imdies  by  7)  sbuuld  be  provided,  and 
feirong  beucb  ropes  of  l\f  iinila  hemp,  4 J  to  5 J  inches,  iinu  6U  U*  90  faibuiua 
long,  uecordiiig  lo  ship's  diiuighl  :iiid  her  disuuce  from  the  beach.  Rus- 
sian torrird  rtjpe  will  soon  rtit.  Large  wooden  bloeka  are  of  very  lillle 
service  ;  if  a  biilk  of  jgneenhturt  fulls  on  one  of  them  h  will  be  smashed 
10  pieces. 

1037  On  the  upper  bunks uf  i\\e  Esseqnibo,  greenheart  is  eiit  in  the 
dry  season,  and  during  ihe  freshels  is  sent  from  the  woodcutter's  i^rant 
down  the  creeks  or  rivulets,  lo  hi«i  beach  lu  ihe  riviT,  Being  very  heavy, 
it  has  til  be  dived  (dY  at  high  litJe,  by  negroes,  ehielly  from  Barbadoes, 
uho  take  the  dimensions  of  eaeh  log  previously  at  low  water,  and  note 
them  on  a  iloatiug  tally  atluched  by  a  string,  so  tliui  those  logif  bent 
adapted  for  the  stowage  in  prt^gress,  can  be  easily  se letted.  Master- 
stevedores  residing  in  George  'IVwn,  Demerara,  Ui^ually  ronlraet  for 
loading;  the  avtTage  rale  in  l>G:ij  was  $1<>^  1,000 feet,  Capl.  Jiiving 
estimates  the  weight  of  greeuhcnrt  at  bUlt>.  ^^  ciihic  foot.  In  slowing 
lit  Kssequibo,  the  eniire  cargo  mint  bt?  well  chocked.  The  ship  has  to 
lie  one  tide  at  least  on  the  ground  behire  crossing  Sugar  Bank,  the  bar  «if 
the  river,  and  if  the  cargo  ia  not  jiroperly  srcuied,  it  will  be  shaken  while 
fihe  is  aground,  and  will  continue  adrift  for  the  niiiaiuder  of  the  vi>ynge« 
In  measuring  grecnheart  at  Deniirara  and  Eb(jei[uibo,  exporters  une  the 
tape  (termed  string  measure,}  which  makes  abuuL  10^  cent,  less  Uiait 
Queens  calliper  nn'a>ure*,  and  is  the  usual  allowance.  Ships  chartered 
in  England  are  generally  paid  at  so  mnch  {>  cubic  foot  or  load  of  oO  cubic 
feet,  ^  calliper  njeasuremeni  on  delivery.  When  chartered  at  Demerora, 
freight  is  generally  paid  on  delivery  ^  siring  measure  in-lake. 

J 068  In  chartering  to  load  grecnheart,  permission  should  be  given 
foracertain  nuujherof  cuts,  according  to  the  sizeof  the  vessel,  in  addition 
to  the  necesij:iry  beam  lillings.  In  the  KsHeipiibo,  the  loading  is  often 
Slopped  tbiough  a  deficiemry  of  short  lengths.  Stevedores  frecpiently  UM 
the  short  lengths  profusely  lo  make  a  show  of  what  they  term  good 
iftowage,  in  order  to  obtain  the  approbation  of  inexperienced  masters. 
Generally  vcfcisels  are  in  danger  at  sea  when  fdled  below  with  either 
greenhcart  t^r  inoria,  and  very  few  siiip^  can  carry  a  hohl-full  of  short 
timbers*  The  cargo  slmuld  be  blown  up  gradually  from  the  firsi,  using 
the  short  lengths  with  discretion ;  otherwiHe  lurge  open  **paces  are  left 
above,  and  it  becomes  necessary  to  torn  oil  the  upper  limber.  Many  ships 
have  Urns  foundered  at  sea  when  the  loms    give  ray.     The  S^rophmU" 

^M  •  Li  1666»  tlie  duty  on  limber  b«ing  iJioliiiwA,  tlie  iD«««tiretnent  wai  undorlilBHi  il  | 

^m  Mftral  of  Um  ptineipAl  port*,  by  tho  Bill  of  Catry  0 Aee,  Hor  M«|«fttx'i  Caitonift. 


t 
I 
t 

I 


6'Jfi 


8TRVEMS    ON    STOWAGE, 


cian  was  moored  id  three  lo  f<iur  fnilinma,  abreast  of  the  TIMBER 
on  EmhlelDirs  beach,  wUli  ht-ad  up  the  stream  lo  meet  the  ebb  tide. 
One  anchor  from  ihe  ofl*  bow  and  anolher  from  tlie  off  4|uartc*r ;  waq^a 
from  die  in  bow  and  in  qnarier,  lo  irees  ashore.  The  limber  was  hofe 
ofl  llje  beach  by  a  atroni?  rope  of  4i  to  5J  inches,  which  was  rove  thrun<^h 
a  slnmg  swivel  block  fastened  lo  a  subslaniial  spar  as  outrij^ger,  well 
stecured  by  guys,  Sec,  from  masthead  and  bowspriL  The  limber  was  slung 
by  the  middle,  and  when  leaving  the  beach  the  outer  end  of  die  baJk 
was  slun^  to  the  bout  by  tlie  diver  and  his  male,  and  kept  there  tiiitil 
reaching  the  vessel's  bow,  wlieo  it  was  slipped*  When  hove  up  lo  the 
water's  edge  by  biach  rope,  the  outer  and  inner  purchases  were  put  on. 
The  timber  waa  then  cleaned  from  slime,  &c.  The  outer  purchase  is 
generally  a  strong  luff  tackle  from  the  end  of  the  outrijiger  ;  the  inner 
purchase  is  a  single  strousf  jnircliose  chain  witli  a  strong  hook  on  ibeend, 
taken  tbrou^b  the  haivse-pipe  to  (he  windlass,  to  pint  the  timber.  In  ibe 
hold  three  small  strong  iron  snatch-blocks  were  required  for  purchases 
with  the  wincli-rope,  to  cant  and  place  the  limber.  Cant-bars,  as  used 
for  pine,  &c.  at  Quebec  and  elsewhere,  are  useless  with  greenheart*  The 
Syroph trti ie la n  i e c e i v ed  fo r  frc i j^ I j t  1  #  6(/  ^  c n h ic  foo t  by  c all i pe i"s  ;  a 
load  ie  50  cubic  feet*  Port  charges,  viz  :^loniiage  dues  $64  iM}e; 
harbour  master  §14  ^tic;  fiovcrnor,  secretary,  and  sheriff,  ^7  33c;  toUil 
JTfi  40c.  Pilotage  lOi  feet  inwards,  16  feel  7  inches  outwards,  $93. 
With  ordinary  care,  the  Kssequiho  is  not  considered  uidicalthy  for  the 
crew  of  a  ship;  sleeping  on  deck  by  night,  even  under  an  awnfng^  will 
induce  sickness.  Temperance  bolh  in  eaiing  and  driitkiug  must  be  ob- 
served p  and  a  certain  amount  of  energy  should  be  exercised  to  prevent  ibat 
lassitude  usually  brought  on  by  the  climate  attd  which  is  the  commence- 
ment of  fevers.  The  seasons  are  not  regidar;  long  wet  season  May, 
June,  and  July;  sliort  wet  season  November,  December,  and  January ; 
short  dry  season  r^ehruary,  March,  and  April ;  long  dry  season  August, 
September,  and  October, 

1050  Alleged  Breach  of  Contract,  Timlier  car^joes  from  Havanuah, 
Cook  in  Meek,  (before  Lord  Chief  Justice  Erlk,  December  22,  1H03.)  The 
plaintiff  was  a  shipowner,  and  in  July,  IHOl,  the  defendant  chartered  of  him 
a  vessel  to  proceed  to  Ifavannah  and  load  a  complete  cargo  of  merebandiso 
for  England.  At  Havanoah  so  many  higs  of  niahogany  as  tlie  ship  would 
bold  were  received,  hut  of  course  with  a  cargo  of  that  kind  tiiore  was  inuch 
vacant  space  (80  ton)  which  plaintiff  contended  should  have  been  tilled  with 
broken  stowage,  carried  according  tocnsioni*  at  half  fieiglit  The  principal 
question  in  the  ease  was,  '*  whether  a  full  and  complete  Cttrgo  of  limber"  meant 
that  after  the  timber  had  been  put  on  board*  tlie  remaining  space  should  Kw» 
filled  with  broken  stowagti,  and  upon  this  question  evidence  was  given  ;>ro  and 
con  by  gentlemoo  conversant  with  the  trade.  The  jury  nltiiuatolj  foimd  for 
the  plain tiil'l 


STEVKNS    ON    STOWAGE. 


ttJJT 


lOfiO  Efidlway  Sleepers  for  Karrafiliee  and  oUkt  parts  of  [TIMBER 
TntUa,  wei^h  usually  140  to  I  t4fb.  «*ftcb  ;  ^e^^  daii^Gmus  gooda^  Railway 
slei^fMirs  are  wometimes  freighted  by  the  linear  foot*  11  \<ei  11  inches  go  lor 
11  f#>et  only,  and  thus  li?3s  thnn  li  iiirhes  gnra  free.  A  master*  Mureli,  1865| 
Ififtdc'd  a  fijll  rnrj^fo  of  CreoBoted  lialf*ronnd  Sleepers  in  Lo»idoi>  for  Libhon, 
mid  Uills  of  ladinij  were  presrntnl  to  hirr*  for  0.W4H  (lieces  of  limht^r,  0  tevi 
by  tJ  iiidiefi  hy  4{  incb^s»  equid  lo  2H8  loads.  Hie  rakulfttioti  gave  361  loads, 
but  be  roiild  not  maintain  it,  b^ranse  the  charter  parly  being  executed  in 
England,  tbe  rlause  **  por  load  of  50  eiibic  feet  Cnstomn  measurement"  meant 
English  Custom  a'  measurement,  which  was  produced  hy  miiltitjlying  bnlf 
tho  girtb  of  the  cireular  pnrt  by  tlie  prrf>endif  ular  height,  and  the  prcduct 
by  the  length,  and  divide  by  144,  the  contents  to  be  computed  to  the  tenth 
of  a  cubic  foot. 

lOlil  Ballast— Deck  Load.  At  Liv^qiooL  Oeceinl-nr^r  IS),  1BR4,  beforo 
Mr.  Justice  Blackiidrn,  Crow  v,  Armstiioko.  In  Fel>ninry  plainti If  chartered 
defendrint's  vessel  the  Afmnromj^  to  loud  at  Baltimore  a  full  and  complelo 
cargo  of  lawful  roerelinnrlific,  estimated  at  l.tjOfl  ton.  There  was  also  a  pro- 
vision that  if  loaded  with  timl>er  she  should  carry  a  deck  load  if  reqnired, 
provided  I  ho  surveyor  a<.sentwl.  After  (li?*cbnrging,  the  muster  proposed  to 
take  iu  l/>5  ton  hallast,  hut  plaintiirs  ojjent  advised  only  7&  ton.  She  then 
took  in  l^OKO  ton  ot*  oak,  but  was  so  tender  that  the  master  rehised  to  tttke 
more  than  six  lofts  on  deck.  The  uciion  was  for  the  difference  betwien  l.iJOO 
ton  by  charier  and  1,080  lun  loaded.  Verdict  for  plftintiflr.f  IH7,  to  be  reduced 
10  Jt76  if  defetidnnt  was  i-ifrht  ihnt  tho  75  ton  of  ballnst  was  to  be  considered 
■9  part  of  the  1,200  ton  of  cargo,  f  ii  the  Common  Pleas,  May  %,  1N65, 
before  Justices  Kri.f.,  Hyi  ks,  Kkatino»  and  Sjhth,  a  mlc  having  been  obtained 
for  a  new  trial  on  the  ground  of  misdirection^  the  Lord  Cliief  Justice  wat*  of 
opinion  that  tho  rule  should  W  ni«d«  absolute.  It  apjieared  to  him  that 
there  was  cvidenrc  which  con sti luted  a  defence  to  the  action  under  the  pleas. 
The  action  was  brought  against  a  f^hipowncr  by  a  cbarlorer  for  not  taking  n 
auflicient  load,  the  cargo  being  tinU)er,  the  reason  being  that  instead  of  125 
ton  be  had  only  75  ton  of  hulhtst  on  Ikoard.  On  the  pnrt  of  tlj©  defendant 
the  cnplain  bud  propo^^ed  to  put  125  ton  on  hoard,  but  by  the  direction  and 
At  the  request  of  the  agent  of  the  charterer  be  only  took  76  ton,  and  on  that 
Account  he  wbs  not  able  to  carry  so  great  a  deckdoad.  The  cajftain  was  bound 
te>  mnko  the  ship  ready  for  any  descripiion  of  mcrchandij^e,  but  the  evidanoo 
did  not  show  conchisively  that  the  captain  had  onuitcd  to  do  ibis.  The  cargo  • 
might  he  onk  timber,  reipiiring  but  liitle  br*llfist;  or  it  might  ho  squared 
limber,  whicii  wonld  be  bke  deadweight;  or  it  might  be  crooked  and  mixed 
timber,  and  not  closely  packing,  and  therefore  requiring  more  hallaat,  Ttiesfiip- 
owner  could  only  u(^t  accord  in  gly,  an  he  w»a  advised  by  the  cbiirterer  what 
the  carj^o  would  be,  ihe  iimonniof  halhiBt  not  being  a  fixed  ijiiawlity:  and  on 
the  ficiH  HS  found  on  the  trial  it  seemed  that  the  shipowner  bad  so  acted,  and 
that  there  was  a  defence  to  the  action,  which  might  proi>©rly  be  raised  under 
the  plena  pleaded.  The  other  learned  judges  were  of  tbo  same  ojiinion. — 
Bide  abaojute* 


STEVENS    OS    STOWAGE. 


1062  East  Indies.  Ti  is  usual  wlnTtf  Peen;rafla,  PedowV,  f  TIMBER 
anti  Teak  timbers  are  laden  nl  ihe  same  port,  tu  take  a  portion  of  4*arb| 
as  tlie  vessel  will  llien  stow  a  larger  cargo  than  she  possibly  could  if 
made  up  of  Peeiii^ado  and  Pedowk  only,  Fram  the  lime  a  teak  tree, 
which  will  yield  limber  fit  fur  Ad  mi  rally  ur  gun -carnage  purposes,  is  fi f%i 
girdled  in  ilie  forest*  three  years  are  necessary  to  kill  and  senson  it  suffi- 
cieully  to  admit  of  its  heirtg  drag^^ed  to  the  water's  edge  and  flitaled  to  its 
deslii^ation.  Tim!>er  in  Pegu  or  Teiiasserim  is  always  moved  by  water; 
or  when  moved  on  shore  it  is  iiivariahly  dragged  by  elephunif*, 

1063  Ships  laden  with  Teak  do  not  carry  very  mncb  more  ilian  tbeir 
register  tonnage;  small  ship^  are  nnprofrtahle;  in  an  ordinary  well- 
cniTying  sliip  00  cuhic  feet  of  Mtnilmein  leak  requires  about  57  feet  of 
space,  and  ueigbs  22  cwt.  Some  kinds  of  leak  are  so  heavy  llial  they  will 
soon  sink,  and  hy  the  rales  of  the  port  at  Moolmein^  the  ship  is  required 
to  weigh  up  tbat  which  goes  dovv^n  alongj^ide  ;  care  must  therefore  be  tnlceii, 
when  casling  rafla  adrift,  to  see  there  are  no  sinking  pieces  among  them. 
For  exportation  it  is  all  sawn  ami  squared — not  equal  .nided,  Kaogoon 
leak  is  considered  belk-r  than  ^Aloahuein.  Teak  was  divided  in  1H48^ 
into  three  classes;  fiiTst  class  all  aboxe  25  feet  long,  second  20  to  25  feet, 
third  all  under  20  feel ;  the  limits  ot  the  first  class  have  sine*'  beeu  re- 
duced lo  24  feet ;  ihe  dillercnt  clusses  paid  proporiionale  rates.  All  under 
0  inches  is  called  plank,  which  forms  a  lariie  proportion  of  the  cargo. 
Teak  is  freighted  by  the  load  of  oO  cubic  feet  ;  it  is  frequently  peneirated 
by  a  worm  or  shell -fish  ;  the  worm -boles  are  usually  plugged  with  soft 
wuod  hy  ship-buildero  as  ihey  jiroceed*  In  the  article  rice  there  is  some 
inform aliou  ahuut  Mnuluuin, 

1064  New  Zealand  K I nmri  spars,  hitherto  imporied  principally  for 
Admiralty  purpuses,  are  fouml  only  in  ihe  Auckland  or  northern  province, 
and  are  shipped  almost  entirety  from  Hokiangu  and  KHipara,  two  nver 
harbours  on  the  north-west  coast*  They  are  generally  from  50  to  100  feet 
in  length,  by  20  to  30  inches  diameter*  The  loading  is  ledious.  I^argc 
pons  nre  ahsoUiiely  necessary,  and  not  up  frequently  beams  have  to  l^ecui 
and  the  masts  taken  out,  Kxperienced  sievi^clores  may  generally  be  ob- 
tained, but  ihey  require  the  watchful  superintendence  of  the  master  or 
mate.  Tackle  for  hauling  in  and  stowing  can  be  borrowed,  but  as  the 
charge  is  generally  hi^h,  powerful  purchases^  cliains,  hc»oks,  &c.  bad 
better  be  provided  beforcband.  Timber  over  40  feet  in  U-ngtli  usually 
receive  double  freight  wilbout  reference  lo  diameler.  As  only  half  rates 
are  allowed  for  short  timberg  careful  computations  of  stowage  should  be 
previcHisly  made.  In  oilier  respecls  tlie  advice  regarding  North  American 
cargoes  h  appHcabk'  i<i  khauri  spars, 

10ti5  Puget  Sound,  In  Pugei  Si>und^  Oregon,  the  Mill  Comjmny 
at  Port  (JambLe>  have  an  excellent  contrivance  for  loading  long  bea 


spurs*    The  ship  is  kid  end  on  to  n  break  or  a|>eTimg  at  right     [TIMBER 

1      angles  wiili  ihe  wharf;  a  derrick  over  llie  bow  lifts  the  near  end  of  the 

spar,  while  the  outer  end  is  siipjioried  by  n  moveable  crane,  the  wheels 

of  vvlitch  traverse  on  iron  rails  laid  each  side  of  the  opening.     A  tackle 

from  the  ship  rigs  the  fipara  in  and  pulls  along  the  crane,  which  has  an 

I      elevated  platform  provided  with  machinery  for  raising  or  lowering  the 

I     outer  end,  io  suit  tije  convenience  of  the  stovvers  in  the  hold.     When 

■  hauling  in  hmg  spaiA,  great  care  mast  be  observed  to  prevent  (ho  outer 

'      gear  from  slipping  or  giving  way  ;  for  want  of  tbis  prec^mtion  ships  have 

been  greatly  injured.     Instances  have  oecnrred,  when  the  outer  end    baa 

.      fallen^  that  ibe  inner  end  has  caught  the  hold  beams  and  carried  them 

Hjftway. 

^B  1000  Pages.  Every  cargo,  as  imported,  is  entered  in  a  book,  each  page 
^Hif  which  contains  20  numbered  logs,  and  eAch  page  is  a  lot  iit  a  sate.  If 
^fthe  20  logs  ftvernge  each  m  feet  of  timber,  ihe  lot  is  a  1,200-feet  page;  if 
60  feet  a  i,000-feet  page,  and  so  on.  The  higher  the  figure  then  the  larger 
I       the  timber. 

^P  1067  Intake  measurement  A  master  signed  a  bill  of  lading  for  a 
^"^certnin  number  of  deals  iind  dvtil  ends  nliipped,  the  charter  party  stipulated 
that  the  freight  was  to  be-  jmyaltle  on  the  iiitiike  measurement  at  Ht  Andrew's, 
^h14.B:  on  disriiai-ging  at  Bristol,  there  [iruviag  to  be  a  deficit  of  deals  and  an 
^Bpxe^fss  of  deal  ends — held  that  freight  was  due  on  the  measurement  in  this 
^^honntry  of  the  enrgo  landed.  No  proof  having  been  given  of  the  intake 
^^measurement,  master  hvld  liahle  for  any  deficit  of  cargo      Martf  Ammh, 

lOos  Customs' meaanrem en t.  At  llartlepoohKov(?mber8,  IbflT^^^^n**!. 
Judge  Stapylton  dfiided  Itiai,  aciording  to  the  cburter  party,  plaintiff  wag 
to  be  paid  so  much  per  loud  for  freight  of  limber — quantity  to  be  aacertaioed 
by '*  Customs' ciilliiier/'  The  greater  part  of  the  cargo,  however,  consisted 
of  lath  wood  and  was  measured  in  bulk.  The  difference  in  freight  was  stated 
^^^y  a  witaef^s,  who  liud  measured  the  whohs  to  be  £2^.  Judgment  for 
^^^latnllfT,  £U  1\m  lid  with  costs.  [In  some  docks,  whon  receiving  eargo,  the 
frfltnioua!  pwrts  are  not  rnnnted,  thus,  where  the  exuct  meaauromenls  of 
Non*'uy  timber  are  HJ  thick  by  llj  wide,  others  '^21  by  7 J,  tJiey  are  taken  as 
by  11  and  2^  by  7.  This  contingency  should  not  be  forgotten  when 
Icharteniig  ] 


anAHTITlBS  FEOPO&TJOiniS  TO  ▲ 


OF  B60  CUUO   fZKT. 


Description 


17  1o«d»  Baltic  iqajircd  fir  ......  ^  ....*...*,,..«.,.. . 

17    —    Nortli  A^merieui  HQar«d  fir 

17    —    Bireb 

H'93d    lcad«  tniuftn^  roQtid ,«. 

fi'1515  fttARd,  baud.  dt'ftjB.  riOpiecci.  12ft  11  in.  14  in. 
4Hd7        h»tt«£i»,  120  pbom,  12  ft    7  in.  21  la. 


Ofoti 


411 


610 


STEVENS    ON    STOWAGE, 


106|»     Totmagd.      A  had  of  square  tiinbor  50  cubic  feet;     (TIMBES 

ronglj  40  feet,  A  veeeel  of  305  Ion  will  carry  4«3  loftdft  or  182  standard  huo- 
dr^d,  10  pieoee  deal.  One  hundred  il2Ui  St.  Petersburg  staud&rd  deals  tn 
reekoiied  for  freight  as  being  equal  to  3  loads  timber.  Mahogany  4^  fe«tl 
the  ton  of  20  cwl ;  London  docks,  45  fi^et ;  At  Belize,  47  and  sometitiies  I 
foet.  Teat,  50  cubic  feet  make  a  load.  Green  heart  and  Morra  are  freighu 
at  p€r  cijbie  foot.  Bengal  and  Miidraa  ton  planks  and  deals  60  cubic  feet. 
Bengal  and  Bombay  Ion  round  limber  40  feet;  hewn  60  cubic  feet,  Bomt>«r 
ton  teak,  square  planJcs  and  iMion,  50  cubic  feet.  New  York  20  cwt  Nicaragua 
wood  and  all  heavy  dye  wood^ ;  and  40  cubic  feet  mahogany,  square  timber, 
oftk  plank,  and  other  boards.  At  New  York  20  cwL  Jucarttnda  logs  ;  at  Baliia 
23  cwt.  At  Baltimore,  2,240 Iti.  logwood,  fustic,  and  other  heavy  dye  woodiv 
and  2,UOOlt>.  Nicaragua  and  Bra/ileito  wood,  and  40  cubic  feet  plank,  boards, 
and  timber.  In  measuring  a  log  of  timber  40  feet  )ong,  a  tape  meat^ute  may 
expand  two  or  three  inches,  and  may  therefore  be  objected  to  aa  a  just  tueasuro 
for  aettling  a  diBpute, 

QUEBEC  TIMBER. 
Kxtracted  Jrom  FiRAi>iB'  Keady  Reckoner,  published  ftt  Quebec.  19S7. 


Description 

1                       ilsa 

lot)  ditto     eqiml  to 

*2HI  ditto  ..»,  —  .,..., 
1  loud  ....  —  aidwli 
1  Pete  rsb  org  do.    — 

il    in  pta 

2     3    6 
229    2    0  or   4«|tloada 
&50    0    0  or  11       — 

1  10    6                               [deal 

1    4    6  arB-SthQaaVdCslftiKL 

To  reduce  the  Quebec  standard  deals  Into  the  Petersburg  standard,  multipli' 

the  QucV>ec  iiy  3  and  divide  by  3. 
Tiie  Petersburg  aiuidanl  luuidred,  being  120  pieeea  of  12  feet  long,  11  inches 

hroiid,  by  Ij  inch  thick,  100  Quebec  slaiidard  deals  are  equal  to  1  hntidr^ 

1  quarter  10  pieces  of  Petersburg  standard  deak. 


100    Petersburg  fltuidord  deala  eqaal  to 

120    Ditto 

36J  Ditto * 


€0   Qtiobe<3  standard 
72    Ditto 
1     Lrmd 


2,750  superlictal  feet  of  plank,  L  inch  thick^  are  equal  in  cnbical  conteitia  to 

100  Quebec  Btandard  deals. 
20  Deals.  12  feet  11  X'3»  are  generally  taken  as  equal  to  one  load  of  pine  of 

DO  i'eet,  tliough  in  reality  equal  to  55  feet  cube.  H 

TIMBER— Sorts,  Sizes,  and  Freights,    Timber  is  divided  into  tliree sorts:  ™ 

StjmtTf,  the  full  sixe  of  the  tree  having  only  iti*  sides  squared  off; 

7  'Kit  ft  »l uff,  sq  uare  ti m  her  c  u  t  i  i  ^  to  d  i t)  e  re n  t  th ick  nessea  from  4 1  to  10  i aoh^a, 
but  ihB  whole  depth  of  the  tree;  and 

Piitnk,  ttliiob  runs  from  4  down  to  IJ  inches;  all  under  is  called  ^OfirclJ 
BALK  LOGS:  ht*wu  or  sfiwu  squared  limber,  b  inches  square  and  upward! 


STEVENS    ON    STOWAGE. 


611 


BATTENS:   pjeceB  of  sawn  wood  ni  or  7  inches  wide,  and     [TIMBER 

S^iuchea  aud  under  iu  thickness,  and  ^  or  more  ft*et  loDg, 
BOARDS:  all  widrbs,  Ij  inches,  some  say  *2  inehee  thick. 
Ideals,  pieces  of  gawn  wood  10 feet  long  and  upwards,  above  7  incbet  widci 
and  from  1|  to  3 J  incliea  Ihl^k,  and  upwards.     One  hundred  Petershui-g 
stJiudard  dcaJis  contain  J«5  cubic  feet,  equal  in  measurement  to  311  loads 
calciilated  for  freight  At  ^i  load». 

1     KtjiDdard  huiitlred  deals  coatjiiiija     1,980  Inehes 
8    loidfltimb«r..,,, 1,800    -* 

Differouce    IBO  itictie«  or  10  It*  cent 
LB,  BTANDARD.   Ttie  following  are  the  foreign  and  colonial  standards; 


Beiertptkm 


Baimia  ftnd  PnusU 

8w«dea       

Korwaj • 

Chiistfrniia,  tU.    » . . 
Dram 


Loog  Broad 


11 


TMok 


i   8   e 


ENDS:  Deal  or  Batten  Ends  for  broken  stowage  pay  two-thirdfl  freight  ot 

•         dcfils.    A  de»l  end  is  B  feet  or  under,  and  no  greater  length  can  be  instatod 
on,  urikas  by  Bpeciiil  agreenieut. 

Fl  HE  WOOD:  a  fathom  U  6  feet  wide,  6  feet  high,  and  6  f^t  long. 
I.A'rinVOOD:   1  fathom  4  ft  long*  6x6.  ts  etjual  to  3  loads  of  timber  nearly. 
LOAD  square'd  timber  50  rnbic  teet»  rough  40  cubic  feet.    3  loads  aquured  are 
equal  to  1  standard  hundred  deals  in  |)iiying  freight :  see  above. 
^JUASTS,  round  I  3ii  feet  girt  measure,  equal  to  one  load  fir  timber  of  50  feet 
^P       CuBtomhonse  calliper  measure. 

TLANK  is  11  incht^s  wide  and  upwards,  by  1{  inches  thick  and  upwards. 
Fir  and  oak  plank  equal  to  a  load  of  limber;  2,200  feet  of  hftir*iucli,  UUO 

^one'iurh,   400  one  and  a  half,    'iOO  two,    240  two  and  a  half,   200  three, 
UiO  four,  12Q  Gvo,  and  100  of  six  ineli. 
ANTLINO:  dimensions  given  for  liiubcr,  plank,  A'c.  also  all  quartering 
under  five  inaiies  square ;  all  abuve  that  size  is  called  carling. 
8TOWACfE,  HHOKEN:  a  fathom  of  4  feet  lath  wood,  though  equal  to  nearly 

•  lUr^i*  loads,  receive**  only  freight  equal  to  one  load  of  fir  timber;  deal  ends 
two- thirds.  The  freight  of  deals,  staves,  and  other  broken  stowage  to  bo 
suhjf^ct  to  a  special  agreement, 
,TH iCKsrUFK:  a  name  for  sided  timber  exceeding  4  incbea,  bat  not  beiag 
more  than  10,  uome  say  12  inches  in  thickness. 
STAINSCOT  LOOS  pay  one-third  more  Hi  Mio  3*i  than  freight  nf  timber 
per  Ina^l  of  50  culuc  feet  calliper  measure.  Some  say:  by  si*ecinl  agree- 
inetit     Half  logv  for  broken  stowage  pay  two-thirds  freight  of  whole  bga. 


WOOD,  A  OORD,  for  fuel  is  a  pile  8  feet  long,  4  high,  and  4     [TIMBEB 

broad,  (128  cubk  feet)  nreigliiug  sfiy  hfillf  iitoti;  in  sonic  places  it  is  l.miu 
hiilets  or  •!  loads.  An  Admiralty  cord  is  128  ciiliic  feet,  and  weighs 
IJOOtb,  same  as  at  New  York ;  H xh  x-i  feet.     l»i  Austria  88^  cubic  feet 


rw^^ 


SHAKEN  OR  SHAKY:  a  natural  defect  in  plank  or  timber  when  it  is  full  o( 
ejjlitaor  clefts,  and  will  not  beiir  fastening  or  emilking, 

CHASkl  FEEING  or  eamferiug:  the  operation  of  taking  off  any  angle  or  edg«^. 

I>RUXEY:  a  stale  of  deeay  in  timber  with  white  spongy  Toins — the  moat 
deceptive  of  any  defect, 

BUB:  to  reduce  the  size  of  limber, 

TASTING  of  [slaiik  or  timber:  ehippiiig  it  with  «n  ad»e,  or  boring  it  with  a 
Bmall  auger,  for  the  purpose  of  ascertaining  its  quality  or  defects 

BALTIC  TIMBEK 

BEALH.    A  etatjdard  deal  it om  Chrifltiana  aud  tiie  southern  jmits  <jf  Noi 

except  Dram,  J«  H  i'eet  long,  1|  ineli  thick,  aud  0  tncJies  wide.  Dram 
(IhiiIh  being  nearly  nue-eleventh  part  less,  the  freight  sliould  be  propor- 
tion ate.  [Where  two  ehipa  have  heen  in  company,  going  \t[*,  one  has 
loaded  cargo,  and  aftilcd  froni  Christiana  before  the  other  has  got  over 
Drum  Siromn,  which  runs  down  very  strongly  in  the  s^jring,] 

DEAL  ENDS,  four,  allhou«»li  each  ti  kvi  long,  make  but  a  de^*!  16  feet  long; 
as  freighteis  seldom  wish  for  deal  ends,  which  run  genenilly  from  0  to  8  feet, 
mid  are  taken  as  broken  stowage  for  shiira  advantage,  she  beaib  the  burden. 

BATTENS,  tiix  ends,  called  Larwick  palings,  are  counted  a  standaid  deal. 

OAK  PLANK  is  assorted  iit  Daotzlc  the  same  as  tStaves,  which  see.  Crown 
plank  in  the  middle  is  marked  C,  Brack  in  the  end  and  middle  B.  and 
bracks  brack  BB. 

To  distiiignish  l|  froru  2t  and  2^  from  3  inches,  1^  is  marked  I,  ^i  with  a  cvob^ 

STANDARD  DEALS,  U  feet  long  by  IJ  inch  thick,  at  CHHlSTlANA,  and 
all  the  southern  ports  of  Norway  except  Dram,  containtd  in  deuls  from 
y  to  20  feel  long,  and  from  1}  to  4  inches  thick,  calculated  to  th©  &6th  part 
of  a  deal,  and  reduced.— ^<ifn'c3  Ma$ier§  Am^tant. 


SO 

U-lnoh 

Il-indi 

adueli 

Sllndi 

8.1nGlL 

4.|nGli 

ftiouir 

dtfili  pu 

diMJi*   pU 

denlii  ^>tii 

dr«lfl    ft  9 

i1«ftlK    pU 

daiUpli 

9 

15    m 

19     35 

26     10 

82     Ml 

39     15 

S2    90 

10 

IS    lU 

:^1    4fi 

29       & 

86    20 

4a    85 

68    10 

11 

24       0 

S2       0 

40      0 

48      0 

U      0 

la 

SI    45 

m    10 

84    60 

48    85 

52    90 

69    46 

19 

28    U 

28    20 

87    4fi 

47    Ifi 

66    40 

14 

Iff    25 

90    SO 

40    40 

50    60 

61      5 

Iff 

S7    U 

82    40 

48    m 

64    80 

65    26 

16 

29      6 

84     50 

4&    80 

58     10 

69    45 

17 

80    60 

37       5 

49    22 

Gl     45 

74     10 

18 

82    40 

at)     15 

62    2(» 

65    25 

78    80      1 

10 

ai    30 

il    2& 

&6    15 

69      6 

82     50 

90 

86    SO 

4^    35 

&a    10 

72    40 

87    15 

STEVENS    ON    STOWAGE. 


613 


STANDARD  DEAL8, 12  feet  long  bj  I i  inch  thick,  in  RUSSIA.  [TIMBER 
SWEDEN,  imd  PBTSSlA,  contained  in  deals  from  li  to  3  incKea  thick, 
10  to  20  ft.  long,  ftiid  to  the  54ih  jJiut  of  a  deal,  are  proportioned  aa  under : 


90 

l|-lnch 

2.iiich 

aMmsb 

3.1lldh 

ftliynir 

denU  pt« 

dcAli  pis 

dealft  t>ti 

d«al«  |»bi 

10 

16    36 

22    12 

27    42 

33     Ig 

12 

S6    16 

83    Id 

40       t> 

14 

23    18 

81      6 

S3    48 

46    36 

16 

2e    36 

36    80 

44    24 

63     IS 

18 

80      0 

40      0 

50      0 

60      0 

90 

33    13 

44    24 

55    SO 

66    36 

8TANDAKD  DKALS  at  DRAM,  il  feet  by  li  inch,  contained  in  deals  fi-oni 
12  to  20  feet  long,  and  1|  to  3  thick,  calculated  to  tlia  OOih  part  of  a  detd: 


30 

ll'lnch 

2-liicb 

21  inch 

8.1ltG]l 

fti<w.ir 

deMk  pU 

dMltpU 

(leiUa  piM 

ilMlt  pta 

12 

24      0 

82      0 

40       0 

4B      0 

13 

26       0 

34    40 

43    20 

52      0 

14 

28      0 

37    20 

46    40 

66      0 

15 

30      0 

40      0 

50      0 

60      0 

16 

32      0 

42    40 

53    20 

64      0 

17 

34      0 

45    20 

&6    40 

68      0 

IB 

36      0 

48      0 

60      0 

72      0 

19 

38      0 

50    40 

63    20 

76      0 

20 

40      0 

68    80 

66    40 

60      0 

DANTZIG  DEALS  (cut  12  incLes  broad)  reduced  to  Lotds,  Feet,  and  Inchea: 


20 

2-LDcb 

2Mndb 

8.llU!b 

Jong 

1       19 
24 
30 
86 
40 

lobt     ft        tn 
1       10      0 

1  80      0 

2  0      0 
2      20      0 
2      38      4 

load      ft        in 

1  25      0 

2  0      0 
2      25      0 
8        0      0 
8      1ft     a 

lo«J     ft       in 

1  40      0 

2  20      0 

3  0      0 

3  80      0 

4  0      0 

Tojind  the  cubievU  coaUnlt  vftimffer:  MulUplf  the  breadth  by  the  thlckoem,  «M:h  in 

b«fti  And  tlia  product  by  the  Imigth  in  feet.     DiTide  bj  144 ;  the  remaiiider  will  nhew  the 

ioal  00(Bieiit*i  ihu» :  length  of  a  piece  uf  timber  20  ft.  breadth  18  iDche«t  thickocsa  12|. 

leactii        br>^Ui        thickness  Or  thin  war 

90&I    ;    Idin    ::    afin. 


144  3320(  28  oAte  fart 
288 


I 


20ftt«t 

1   a 


,V 


21    8 
1    4    8 


>23    0    3 


STEVENS    ON    STOWAGE, 

TABLl 

FOB  THB    CONYEEaiON  OF  DEALS.   BATTEKS,    DEAL  AKD    BATTEH  EKD8, 
IHTO   StFEXEESBUBQ   BTAHBAED  DOZEN. 


M 
6 


21  fiet -Deals 


iQciiei 
Sbjrll 


Inches    Inchea 
Sbyfi  |aiby7 


BTAVDAAD   DOXSK 


1 

0'3 

0-2 

3 

0-6 

0-5 

3 

0.9 

0-7 

4 

1-a 

10 

5 

1-5 

1-2 

6 

1-8 

1-4 

7 

a-0 

1-7 

8 

2-3 

1-9 

9 

2*6 

2-1 

10 

fi*9 

2-4 

11 

8-2 

2*6 

IS 

8-5 

2-9 

18 

3-8 

3"1 

14 

41 

3-3 

15 

4-4 

S'O 

16 

4-7 

S'8 

17 

50 

41 

18 

5-3 

4-3 

m 

6-5 

4-6 

20 

5'8 

4*8 

80 

8-8 

7*2  , 

40 

11*7 

9-6 

50 

14-6 

11*9 

60 

175 

14-3 

70 

20-4 

16*7 

80 

233 

19-1 

90 

26-3 

21-5 

100 

29-2 

23*9 

200 

58-3 

477 

aoo 

87"fi 

71*6 

400 

116-7 

05'5  \ 

fiOO 

145^8 

U9-3 

600 

1760 

143*2 

TOO 

SIM*^ 

167-0 

800 

333-3 

190-9 

900 

S62'£ 

214-8 

lOOO 

291*7 

238-6 

acNxi 

5833 

477*8 

90G0 

875-0 

715'9 

4000 

1166^7 

954-6 

5000 

1458*3 

1193*2 

SO  fl-DeftlB  and  Battena 


inches  I  Inches 
3  by  11    S  by  9 


Inches 
alby? 


VTAITDAKD   DOZEir 


19  feet— Deals  A  Battens 


Iiiehes 

abjii 


Inches  , 

Bbyd     2iby7 


STAVDtAKD    DOSKK 


0*2 

O'S 

0*6 

0-6  I 

0*8 

0'9 

1*1 

1-2 

1*4 

1*6 
1*7 
1-9 

2*0 
2*2 

2-3 
2*5 
2-6 
2^9 
2-9 


46-4 

61-9 

77'8 

92-8 

106-3 

128-7 

139-2 

154*7 
309*3 
464*0 
618*7 
778*4 


0*8 

0-a 

0*6 

0*8 

0-8 

0-7 

1*1 

09 

1-4 

1-1 

1-7 

1-4 

1-9 

1*6 

2*2 

1-8 

25 

2-0 

2*8 

2*3 

8*1 

2-5 

3*3 

2-7 

8-6 

80 

8-9 

8*2 

4-2 

84 

4-4 

8*6 

4-7 

89 

CO 

4*1 

5-3 

4*3 

6*6 

4-5 

8-3 

6-8 

111 

9-1 

18*9 

11-4  , 

10-7 

13-7 

19-4 

16*9 

22-2 

16-2 

36-0 

20-5 

27-8 

22*7 

66*6 

46-5 

63-8 

68*3 

111-1 

911*9 

138-9 

113'6 

166-7 

136*4 

194-4 

159-1 

2*2^-2 

181*8 

260-0 

204-5 

277*8 

227-3 

556*5 

454*5 

833*3 

681-a 

1111*1 

909*1 

1388-9 

113«-4 

0-1 

0-6 
0-4 
0-6 
0'7 
0*9 
1*0 
1*2 
1-3 

1*5 
16 
1-8 
1-9 
21 
212 
S-4 
2*6 
2*7 
2-8 

2-9 

4*4 

6-9 

7*4 

B-8 

10*8 

11-8 

13*3 

14*7 

29*6 

44*2 

58-9 

73*7 

88-4 

108*1 

117-8 

132-6 

147-3 
294*6 
441*9 

589*2 
786*5 


0-3 
0*6 
0*8 
1*1 
1*3 
1*6 
18 
21 
2*4 

2-6 
2-9 
3*3 
8*4 
3*7 
4-0 
4-2 
4-6 
4-8 
6*0 

53 

7-9 
10-6 
13*2 
15-8 
18-5 
211 
23-8 
26*4 
62*8 

792 
106*6 

131*9 
158-3 
184'7 
211*1 
2876 

368*9 
627*8 
791*7 

1055*6 
1319-4 


0-5 
0-4 
0*6 
0*9 
1*1 
13 
1*5 
1-7 
1*9 

2-2 
2*4 
2*6 

2-8 
8*0 
8*3 
S-5 
3-7 
8*9 
4-1 


O-I 
0*3 
0*4 

o-e 

0*7 
0*8 
1*0 


1*« 

1-7 
1*8 
2*0 
2*1 
3*3 
2-4 
25 

2*7 


?' 


4-3 

2-8 

6-6 

4*2 

8  0 

5-6 

lO'a 

7-0 

13-0 

8*4 

15  1 

9*8 

17-3 

11*2 

19*4 

12*6 

21-6 

14-0 

43*2 

28*0 

64-8 

42-0 

86-4 

560 

108*0 

70^  1 

1295 

64*0 

16M 

98« 

17*1*7 

112*0 

104*8 

126-0 

215-9 

140*0 

4SI-8 

279*9 

647-7 

419-8 

863-6 

659*8 

079*5 

699-7 

JSxtmettd/rem  Har^er^i  ForeiffH  Eaxh^n^M, 


■ 

1 

STKVENS    oirWi 

'bwAGE. 

616       1 

r 

TABLE 

J 

V   FOR  THJ2   COlTTFRfllOK  OF 

DEAL9.    BATTEH8,    BIM.  AKB  BATTEN  KITBS,  ^^H 

1 

IKTO  St.  PETEBIlUBa  STAHBAEB 

BOZEH 

m 

I 

ISft^Beili^Bittaus 

left-BftilfiA  B&tteni 

eft- 

Deftl8*Bfttt«ii3 

■ 

Innliai 

Incbai    Inehet 
3by8    a4bf7 

Inchfts 

Inchil  1 

» 

a^u 

iDcbes 

iDchet 

1 

flbjll 

dbylll 

ZhyB 

Shy^ 

2iby7 

1 

STAMDAHS  POSBV 

numix^  MOSir 

tTAMHABI}   I>OSBN 

1 

0-9 

0"2 

0-1 

0-2 

0*2 

0-1 

O'l 

0-1 

0*0 

w 

S 

O'S 

0-4 

(hs 

0-4 

0-4 

0*2 

0-2 

0-1 

0-1 

^H 

a 

0*B 

o*e 

0*4 

0-7 

0-5 

01 

0*8 

0-2 

0*1 

^H 

4 

1-0 

0-8 

0'6 

0-9 

07 

0*5 

0-3 

0-3 

o-s 

^H 

^H 

5 

1*2 

1*0 

0-7 

11 

0*9 

0*6 

0-4 

0-3 

0-2 

^^1 

■ 

6 

15 

1*2 

0-e 

1-3 

l-l 

0  7 : 

Or& 

0-4 

0-3 

^H 

■ 

7 

1-8 

1^4 

0-9 

1'6 

1'8 

0-8 

0-6 

0*5 

0-8 

^^1 

■ 

6 

20 

1-6 

M 

1'8 

1-6 

0-9 

0*7 

0*5 

0*4 

^H 

■ 

9 

3-^ 

1*8 

1-2 

2*0 

1-6 

1-1 

0-8 

0*6 

0*4 

^1 

■ 

10 

2'6 

2-0 

1-9 

M 

1*8 

1*2 

0-8 

0-7 

0'4 

^1 

11 

i'g 

23 

1-5 

2*4 

2-0 

1*3 

0-9 

0*3 

0^5 

^K 

Ifi 

80 

2-5 

1-6 

2*7 

2*2 

1*4 

1« 

08 

0*5 

^H 

IS 

S'8 

2-7 

1-7 

99 

2-4 

1-5 

1*1 

0-9 

o-« 

^H 

14 

8-5 

29 

1*9 

81 

2*6 

1-7 

1*2 

1*0 

0-6 

^H 

15 

3-7 

3-1 

20 

8*8 

2*7 

1*6 

1*3 

lt» 

0*7 

^^1 

16 

40 

3-3 

2*1 

8*6 

9-9 

1^ 

li 

11 

C? 

^H 

17 

4-3 

3-5 

28 

88 

8"1 

SO 

1-4 

12 

M 

^H 

IB 

4*5 

3-7 

2-4 

4-0 

3-3 

2-1 

1-5 

1*2 

0*8 

^H 

19 

4-8 

3'0 

2-6 

4*2 

8-5 

2*9 

16 

1*8 

0-8 

H 

90 

6-0 

1-1 

2-7 

4*4 

3-6 

2*4 

r7 

1*4 

0-9 

^1 

80 

7-6 

0'1 

4-0 

6-7 

5-5 

8-5 

2-S 

20 

1-8 

^^1 

40 

10^ 

8^2 

5'3 

8*9 

7*8 

4-7 

3-3 

2-7 

1*8 

^H 

fiO 

12-6 

102 

(1*6 

Ul 

9-1 

6*9 

4-2 

8-4 

2*2 

^1 

60 

I6i> 

12-8 

80 

18-6 

10-9 

71 

5*0 

41 

2-7 

^1 

70 

17-6 

143 

9*3 

15*6 

12-7 

8*2 

5-9 

4-8 

8*1 

^^ 

^ 

80 

so*a 

16-4 

10-6 

17*8 

14*5 

9'4 

6-7 

6*6 

8-5 

^M 

■ 

90 

2a*6 

18'4 

11*9 

20*0 

13*4 

10*6 

7*6 

61 

4-0 

^H 

■ 

100 

95-0 

20-5 

18*3 

22-2 

IS'3 

11*8 

8-8 

6-8 

-4-4 

^H 

■ 

ioo 

£0-0 

40-9 

96*6 

44*4 

86-4 

28-6 

16*7 

18*6 

8-8 

^^H 

m 

800 

75*0 

61-4 

89-8 

66-7 

64*6 

85*4  ' 

fiO'5 

20S 

138 

^^^H 

400 

100-0 

61-3 

63-0  1 

«8-9 

72*7 

471 

27-8 

278 

17*7 

^^1 

600 

125-0 

lOtd-3 

mn 

111-1 

90'9 

689 

341 

34*1 

23*1 

^^H 

60O 

1500 

]22*7 

79-5 

183  3 

109*1 

70*7 

40*9 

40-9 

96*6 

^^^^H 

im 

1760 

143-2 

92-8 

ntt-G 

1278 

«2*6 

58-8 

477 

80-9 

^^^^^ 

80O 

2000 

163-6 

10<J*1 

177H 

145-5 

048 

66-7 

54-5 

86*4 

"^^^^H 

900 

225-0 

1«4'1 

119*3 

2<»0-0 

163*6 

106*1 

75'0 

CU-4 

89*8 

^^H 

1000 

2500 

2046 

132-6 

m-t 

1818 

117*8 

863 

6B-2 

44*2 

^^H 

9D0O 

5CMJ-0 

4i)f»l 

2«5'2 

444*4 

363-« 

235-7 

166-7 

1864 

684 

^^^^M 

8000 

7fi0'0 

61»  a  »     397-7 

666*7 

&45-5 

B586 

9600 

2045 

182^ 

^^^^H 

4000 

lUOOO 

818^       530-3 

888-9 

727*8 

471*4 

8883 

272-7 

176*7 

^^^^H 

^ 

iOOO 

1360^0 

1093'7       662  9 

11111 

9001 

5a9'2 

416-7 

3409 

221*0 

■ 

1 

L 

JuiriKted/} 

rom  llarptr't  Fbrr\ 

ign  latkt 

ifi^t. 

^ 

J 

G16  STEVENS    ON    STOWAGE. 

TKIENAHS— SITXBEB  AKB  BIZES  OF  PDEOES  TO  A   LOAIV 


Pieces 

LengUs 

FlM0B 

Length 

incbet' 

inches 

5,333 

9 

1,777 

27 

4,000 

12 

l.GtX) 

SO 

a,!2oo 

U 

1,454 

33 

2M^ 

19 

1,333 

ae 

2;285 

21 

1,142 

42 

2,000 

24 

TIB  AlfB  OAX  FL&HX-^HUIISEB  UB  SIZES  OP  PIECES  TO   A  LOAD. 


Sup.  Ft. 

SUo 

Bmp.  Ft, 

Sixe 

wcbfit 

itieboi 

1200 

k 

200 

S 

BOO 

I 

150 

4 

400 

14 

120 

5 

3m 

2 

100 

6 

240 

91 

TIMBER— Admiralty  Table, 

TABLE  of  the  weight  of  timber,  grei^n  fuid  ftcofioiici!,  aa  tiae^l  in  &hi|»B  of  wtr;  it 
being  ulso  the  datA  from  whkh  th>^  weight  of  the  timber  mftterijilt  is  edenUled  in  oom- 
puting  the  ship's  dkplliiccment  at  Deyonpod,  1B82: 


Cubio  foot 

Oreen 

BeftBonod 

CnhlG  foot 

Green 

BeiMDed 

EngUahOak    .... 
BantzkOak     .... 

African  Ttmk  .... 
•Imliaii  do,  groen  \ 

or  ^sCTAon'd 

About  ^anie  , . } 
Indian  Mn»t  Peon 

71     10 
49     14 
m    12 

Malabar 
48      8 

th    fit 
43      8 
3^      0 
GO    10 

52    15     , 
26      4 

m     0 

Cedar  .* 

Larch  ....•.*, 

liipffiFir 

New  England  do 
Elm.......... 

Beech 

Ash 

1%    <n 
82    0 
45    0 

48  12 
44  12 

66    8 
60    0 
58    8 

lb    ox 
28     4 
84     4 
55     8 

5U  11 
37     5 
5!t     d 
50    0 

•  Tlie  Malabnr  teak  Ib  the  heaTicHt  and  the  Bongoon  the  lightest  of  all  Indian  toete 
used  in  ship -building.  The  average  weight  of  the  timber  mateiiak  in  a  ship  or  treaMl  ol 
war  la  about  50iti.  to  the  cubic  foot ;  and  for  the  maatsi  and  yards  aboiit  40tb. 


BPECIPIG  QHATITT  OF  WOOD— TOE  OF   20  ewt. 


DesGriptioD 

Cob  ft 

DeBCrlptbll 

Oabfl 

Elm     

S^           Ash  and  Dantaie  Oak 
56i            SpaniahHakofnity  t. 

42         1      EnglifcbOak     

541       ^ 

42i 

Honduraa    Mahogany 

Bi>cch      

Biga  Fir 

S3| 
»2i 

,( 

STRVENS    ON    STOWAGE. 


6i: 


riie  speoiBc  griivity  of  timber  varies  not  only  according  to  the  [THUTBER 
iilfcrcnl  sorlBof  tlie  same  kind,  but  according  to  the  time  which  elapses  after 
^it  18  fellt»«l.  The  iiverrt^f  wt>ight  attht'  |»'>itid  of  sIii[»moiit  in  «>f  the  mont  con- 
ftrijneijco  to  imihtL'tis;  ihu  ahove  tahle  is  vak'ulatPtl  far  thul  pnrposi?  Additional 
iiiibrmnLion  on  weight  of  timber  will  Iif*  found  under  tho  heading  gravity, 
eiMjcific. 

WSI&ET   OF  A  CtrilC   FOOT  IIT  OITNCEa 


IMstilled  wsier    ....    os 

S««  water , 

Aih 

B«ech    ,...•«•.,....... 

CcAm    ., 

Cork 

Elder 

Elm       .,.. 

Fir  {Forert)      

FirtRig*)     

liATch 


1000 

760 


Ligntim  rito;     ......     m 

MiUiogany  ( Hondar&i)   .. 
MiiliOdtniiy  (Sjpanisli}  .... 

Uiik  [Dajalzie] 

Oi^k  (Arncncan)       ...... 

Ouk  (Kngliab)      

Pitch  uind 

Teak      

Wtlnnt     

Willow 


From  Qbibii's  H«cliMiica'  CalcQlat^ir  and  Eohbrts'  Mschanim'  AatUtuit. 


WBlQWt   OF   A  CUBIC   FOOT  IK   POITKDS. 

The  limber  in  vntry  cuse  6U{ipoi»ad  to  le  dry,  and  pure  Wftter  bciDgal. 


Cublefcot 


Speegmr. 


Deccription 


OuMofbol 

npptgnt 

81  to  85 

O'fi   toOS« 

42to&3 

0-675t<.l-Ol 

41to»3 

0-65  to  im 

35 

0*66 

59 

0-65 

49 

0-79 

43tolHI 

O^toO^ 

54 

0'87 

37 

O'Sil 

41  to  55 

0-64}  to  0  88 

61 

098 

BtJuboo    •,.,•• 

Be<H:b   

fiirch     

Blue  Gum    ...  * 

Box   

Chesinat 

Elm 

Fir,  red  pin©    .  * 

—  «pniee  .... 

—  Amer.  yd.  1 
low  pine  ./ 


29 


0-768 
0-4 
0-69 
0-711 

0'84S 

0*96 

0^585 

0*544 
0-48  to  -7 
0*48  to  -7 

0-46 


Fir,  IttToli  *....* 
Lfweewood  .... 
Lignam  viUe  . . 
Mahoj(  Honduru 

—  HpajilHh . 
Mnpl^  -..*.... 
O&k.  Kurupean  . 
Aait^ricim  red 
S  ycanioro  .... 
Ti'iik,  Indian    . . 

^      AMcmn  .. 


Fttr  Ciib.  Foci.         Oreen 


NEW   TOBK  TABLE   OF  WEIGHT  OF  TDCBEE 

BeaaoMd 


P«r  Cub  Foot 


Qmn 

B,u»,^ 

lb     OS 

fh        OC 

45     0 

84      4 

48    li 

85      B 

86    13 

80    n 

48    15 

^    14 

66      H 

87      6 

60      0 

53      6 

58      8 

60      0 

liro  Oiilc    , . . . 
White  Oftk.... 

R«<1  0»k . . . . . . 

Hickory  .*.*.. 
Loenit     ...... 

air.:::::: 


76  10 

59  14 

68  li 

&8  14 

60  H 
48  8 
8i  0 


Kiiplc 

Yrilow  Pine 
White  Pioe 
Bprucv     . . . . 

Klni     

Beech 

White  .Vnb . . 


KoTi.    The  evcr»K«  weight  of  the  dUTetttiil  i 
•fnippizi^  war  ehipe  In  Ihe  U.  8.  Kavy,  may  be  rw 


I  of  tUttber,  need  in  hoilding  ta 
I  aboitt  SQIb.  to  the  eaUe  foot. 

41 


018 


STEVF.NS    ON    STOWAGK, 


i070     TIN,     At  Newpori^  Iwu  or  three  licni  of  boxes  of  tin  pla 
are  laid  im  p>od  <]»iirnrtgL'  on  rhe  floor,  to  makt*  a  plat  form  ;   the  lxivc*I 
are  then  ralie«l  from  ihv  sides,  w  meel  in  the  oiidtlle,  cniniiig  as  liigb  upj 
to  wards  ihe  deck  as  ptissiblr. 

Tin  PLATES— THE  WEIGHT   OF  k  BOX. 


Brinil  Mvk 


No.  of 
Shecti 


Size 


No.  iif 


aix« 


225 


lOO 


DX  .... 
DXX.... 

DXXX  .. 
DXXXX  . 
S  DC  .... 
S  t>X  . . . . 
8  DXX  . . 
SDXXX  . 
S  DXXXX 
Wasters  . . 
TT  .... 
XTT.... 


100 


21KJ 


460 


In        ia 
16fxl2| 

,  u  „  n 

I  15    ,,11 

15  .ai 

15    ,,M 

181  „  10 

!  I3f,,  10 

I  13f,,10 


vm 
w 

168 

im 

189 

sal 
ill 

IW 
llMS 


Smnll  bnrs  of  tin  are  pn*kL"fl  in  ban^els  ;  io  blocks,  loose.  In  ibc  island 
of  Banni  il  ih  cast  in  ijip>ts  from  20  in  HOlt>.  In  China  the  snjicriorsori 
is  called  BEiiiCii,  ibe  infcrit^r  Srniits  tin.  At  8io^iipnre  tin  is  shipped  loose 
in  slabs,  :oid  a  careful  latly  ^iionld  he  taken  as  ii  h  rectiverl  on  b(»ard; 
?ec  copper, 

Weiglits.  xAlinut  iO  in|,*ot3  of  tin  go  to  a  ton  :  A  barrel  of  tin  for  export 
contains  rmm  *>  to  i  ewt,  or  tlie  sixtli  of  a  too.  A  Swalith  wung  I2:i  'Hmnth', 
7*ttrkhh  quintnl  or  cautnro  =  14  okee  ;  Mahwca  tampang  Htti.  hedoorijtb, 
kia^  \^  he(ioor»  or  Jin  tapangr«- 40tb.  11  ounces;  SartU  mannd  37";i.*itb. 

1071  T(>BACC(J  flowers  in  Anocnca,  in  Jnly  ai>fl  Augnsi.  Par^- 
gnav  tobacco  shipped  at  Buenos  Avies,  is  usnally  io  bale*  measunng 
fbout  lOcnbic  feci;  Bnhia  80  to  250fb ;  the  shipments  from  Saniaranf; 
and  Sonrabaya  are  also  in  bales;  Japanese  weigii  2501b.  The  ballast 
fur  tobaceo  i-i  less  ihan  for  cotton,  which  requires  stay  27  too  to  every 
lOOtniu  accnrdiii^  lo  tlie  build  of  the  nhiji;  dunnage  9inche%  sides  2\* 
Green  or  damp  Tohjicco  jTcJieraten  beai,  and  spontaneous  comljoslion  may 
fidlow;  ii  slio  lid  never  be  stowed  next  the  engine  room  in  a  steamer,  or 
near  oibake,  which  «ee  ;  for  injury  by  odour  from  hides,  sec  hides; 
for  Btowagv',  see  also  casks  and  ^^uTieral  cargo.  For  exportation  from 
England  !o  the  Cape  of  Good  llupe  and  India,  rnaniirnclured  tobacco 
should  be  placed  in  ihe  coolest  parr  of  the  slop.  Proxitnity  to  the  engine 
room  of  a  steamer  will  destroy  iis  quality  more  eHcctively  |HTha|)B  than 
damp.  In  coasiing  and  otber  vessels  it  sliould  be  stowtd  in  a  cold  dry 
place  ;    if   it  cool i ones  long  in  a  warm   |  osilion,  it  becomes  healed  and 


S'l 


rso 


8TOWAGI 


619 


tnildeived  and  is  liable  to  sponUineoua  combiistioii.     A     [TOBACCO 

ftepurttle  and  disliiict  matiifest  ts  requirfd  for  tuhacco ;  draft  is  allowed 
by  lIjc*  Cusinnis  im  xhh  article  silnne, 

1U72     Cajit,  PuPEj  of  ibe  brif^aetiiie  Jesifie^  ut  Liver|)ool,  loaded  at 
Babia  in  NovembtT,   1861,  a  full  cargo,  370  ton  o(  lobacco,  wbicb  con 
siisitd  of  1 ,7116  bait's*,  wei^bing  from  6  lo  13  arrobas  eacli — ilie  arruba  of 

^tubuc€o  iifiiig  3211:).     I'be  biillasi,  47  ion  stone,  was  triniiued  (ore  and  afi, 
niid  ibe  dnnnago,  piassavu  {see  see,  976),  weighed  from  lU  to  12  ton ;  aboui 
600  bundles  i>f  it  were  spreai,    So  laden ,  tlie  Jtsxte  was  in  good  trim,  rather 
.lighl,  and  drew  i 2  feel  aft  and   11  feel  3  inches  forward.     Witb  a  full 
licnrgo  of  eoal,  430  ton,  her  draught  i^  13  feet  aft  and    12  feet  2  inebeB 
for^vard  ;  length  nver  all  12*^  ft-et,  keel  1  13  feel,  breadth  26  fi!et  8  j aches, 
and  elf  j)lb  of  hold  1 1  feet  3  inche^i,    [n  ibe  spring  of  1864,  the  brig  Henildy 
1 83 ton  register,  Capl.  Phuip  Ohsato,  belonging  to  McRs^r^*.  Maignt» 
I  Robin,  fie  Co,  of  Jer^ev,  took  in  isi  Bahia  222  ton  ( 12cwi.  to  the  ton)  of 
lleuf  lolmeco  in  balea,  when  slie  drew  lU  feet  8  inches  ;  with  290  ton  of 
"coal    13  feet.     In  the  Court  **f   Exchequer,  July  3,   I86ii,   Chavks  v* 
Brooke.     Thiw  was  an  aeiion   for  injury  to  ti^bacco  received  by  bad 
stowage.     Oddly  enongh.  ilie  bill  oj  lading  did  not  conuin  ibe   nsuiil 
cxcepliuti  relative  to  ibe  perils  of  tbe  st-a  ;  (dainlitrdid  not  desire  to  take 
ndvantage  of  tbis  fad*     Mr.  Barnii  UkaxViwell  niiid  it  wmild  be  implied 
ihat  the  owneis  were  not  responsible  f^r  the  perils  of  tfie  sea.     Fur  the 
|ibiiniiti',  Mho  is  a  merchant  al  Bahia,  it  wa^^  allc'ged   thai  ihe   tobacco, 
when  i»hiji|tt;d,  was  in  a  dry  and  perfect  slate;  bnl  owing  to  m  having 
XiHi'ii  stowed  away  witb  piassava — a  lung  lliread  grass  which  grows  from 
ireeti,  and  which  is  cut  by  the  natives,  lied  up  in  bundles,  and  cxjHjrted 
I  tcj  Kngliind — it  became  heated  and  useless,     1lte  grass,  it  was  said,  had 
been  I  xpused  to  in^pieal  rains,  and  bad  been  shipped  in  a  wet  j^lale       Ibis 
wae  audwered  by  a  sialenient  ibai  ihe  gr*isii  was  always  expo!»ed   to  tbe 
Min  in  order  lo  ensure  its  being  dry  before  it  was  pui  under  hatches. 
8onie  anuisemenl  was  caused  by  Mr  Bi>vill  and  Sir  CiEOROE  Hunkyman 
looking  through  the  ahip'ij  log.     On  one  side  ibey  were  anxious  to  tind 
repurU  ul  Jine  dayn,  imd  on  tbe  other  of  boiateruus  and  iretoneis,  and  ibe 
report  of  each  day  favorable  lo  either  »ide  was  pounced  upon  with  great 
avidity.     Mr.  Bar*ni  Biiamw^ll  n-nmrked  that  the  learned  counsel  re- 
minde<J  him  of  the  old-fashioned  weather  indicatorsi— ihe  collage  wiih  ihe 
uld  nnm  and  tbe  fdd  woman,  ihe  furnuT  a[>peanug  oniside  on  wet  and  tbe 
iron  line  duv**     'J'he  defence  was  that  the  damage  of  wbicb  plaintiff 
f4)rnptained  bad  been  hronght  about  bv  the  perils  of  tbe  Nt*a.     Tfie  vessel 
bad  en'tainttred  hard  gales  and  bewvy  aeaa,  which  she  continually  shifiped 
UmI  brenme  much  airuined,  iind  when  she  entered  the  duck  she  presented 
iht;  appearance  of  having  been  exposed  to  severe  weather.     The  lobacco^ 
rhen  shipped,  wa^i  bulb  green  and  wet.     The  report  made  by  the  dock 


1*1 


STKVKX'^    O.V    !a  TOW  AGE, 


authoHiy.  ^^^T  examlnntion,  was  that  it  Imd  been  itijured      [TOBACCO 

by  ihe  sea;  die  rnomeirl  the  iuiiches  were  removed,  there  were  direct 
indications  to  be  seen  u(  waier  hiivjng  found  its  wuy  iulu  the  bold.  His 
lordship,  wiih  the  greatest  conciseness,  putlhe  ease  to  thejiiiy,  who  after 
a  very  short  deliberatiun,  fixtiHl  for  the  defendaiit, 

1073  Average.  In  all  species  of  goods,  with  one  exception,  the  lom, 
whatever  it  iimv  bo,  is  piud  by  the  underwriters,  if  it  amounts  to  the  requirpd 
limit  of  damwge.  Th*.*  warranty  is  destroyed  anti  the  nntlerwriters  l»ecoio« 
liable.  Tho  excepted  case  is  tobacco  in  casks,  from  Amedcn  On  this  intero^t 
ihe  i>olicie9,  I  believe,  invariably  contain  the  following  cliiuse  ;  *•  In  case  of 
particular  average,  to  pay  the  excess  of  decent,  on  ihe  value  of  10  hojf»- 
heads/'  This  arose  fi  om  tlio  special  circumstances  under  whiuh  tobacco  is 
ahipped  in  Virginia  and  el^wbere.  The  casks,  which  are  large,  are  rolled 
down  often  from  a  eonsideralde  distance,  to  the  shipping  place,  over  roads 
whitb  are  frequeully  wet  and  Imd  ;  so  that  a  ccrttiin  degree  of  drunage  io 
the  outside  part  of  ihe  content?^  of  the  easier  is  expected,  whether  riie  tobacco 
meet  with  sea  perils  or  not.  It  is  caietilfited  to  be  ou  the  average  5  ^  ecnL 
Any  sea  damage  sn^'crvcniug  on  this  is  to  be  puid.  When  the  caska  are  to 
llie  warehouse  the  contents  ai*e  taken  out  and  the  outside  of  the  mass  is  eiit 
oft'  with  hmchela  and  burnt. — Hopkim  on  Average, 

1074  The  ship  Cmy,  649  ion  reepsler,  Capt,  Thomas  Stkntkii, 
belonging  10  Messrs.  Timfkri^ky.  Cahtkr,  &  D\ltKK,  of  LcadefihaU 
Street,  left  Yokohama  Fibrnary  18,  1864,  with  2 J 47  bales  of  enUon, 
80  bales  tobacc^^  12  bales  silk,  and  18  cases  Japanese  curiosities.  The 
bales  of  cotton  weighed  on  an  average  27Ulb,  and  measured  3  feet  lOinches 
by  2  feet  5  inches  by  2  fe^  t  5  inches;  tobacco,  SoOlti,  3  feet  10  inches  by 
2  feet  5  inches  by  2  feet  A  ijirhes;  and  the  bales  of  silk  2  feet  9  inches  by 
21  inelies  by  21  inebcs,  'Hie  bullusl  consisted  of  230  ion  of  shingle 
($2  ^  ton).  The  tobacco  fiirmed  the  ground  lier  under  the  main  hatch 
way;  collon  fore  ard  afl  and  ovcribe  tobacco;  silk,  curiosittes,  nnd  cottnQ 
in  the  cabin.  So  laden  she  drew  aft  14  fcil  8  inches,  forward  U  feet 
a  inches;  on  arriving  in  London  July  *5,  1804,  aft  14 J  feet,  forward  14 
feet  3  inches;  her  best  trim  afi  15  feel  3  inches,  forward  15  feet;  and 
with  a  dead-weight  cargo,  aft  17  feci  4  inches,  forward  17  feet,  tier  port 
charges  inwiird  were  £3  I6x  3^/,  ouitturds  £i  16^0^/;  pilotage  in  53|f^ 
fool,  out  §2^  foot;  fresh  water  bi  ought  off  in  barges  J?  I  |i>ton. 

1075  Spontaneous  combustion.  Two  ctises  of  fire  in  carg»»os  of 
tobacco,  occuiTed  in  the  Clianncl  in  llie  spring  of  1863.  The  barqno 
7Vim,  ipf  Bristol,  214  ion  regisier,  Capt  Joachim  Baitmakn,  which  lefi 
Babia,  January  I,  with  260  len  tobacco,  Brazilian  measurenieni,  arrived 
safely  in  the  Channel.  When  at  anchor  olT Osborne,  March  25»  one  of 
the  men  complained  \t(  aienui  and  sjueech  in  the  forecastle.  The  seali 
having  been  broken,  the  J»atcbcs  were  lifted,  but  nothing  extmordinary 
could  be  observed.     A I  three  tlie  ne.^i  mining  fire  was  seen  coming  uu| 


STEVENS 


STOWAGE. 


I 


of  die  malfi  hold,  and  asaistanct;  being  obtained,  it  ^vas  kept     [TDBACCO 

under  by  cuuiiiig  up  some  of  ilie  deck  planks,  waierwajs.  &c*  lo  admit  tbe 
hose  from  tbe  engines,  and  ihe  Trim  was  lowed  to  Cowee,  where  iwo-ildrds 
of  her  cargo  was  saved.  The  briganiine  Triaf,  of  Halifax,  N.S.  which  left 
Bahia  Jan.  IH,  for  Bremen,  took  (ire  in  the  Channel,  and  was  almndoned 
off  the  Isle  of  Wight  April  12;  her  crew  landed  at  Brighton.  In  both 
eases  the  fire  is  sofiposed  to  have  arisen  from  spontaneous  conibusiion, 
generated  probably  by  Hhippin^  ihe  tobacco  in  loo  green  a  stale.  Il  was 
leaf  tobacco,  in  balcK  80  to  26Qth,  each,  wrapped  in  gunny,  which  was 
dry  on  sbipmeni.  Sumc  of  ihe  Tritrfg  cargo  was  screwed,  which  it  ia 
said,  is  contrary  to  the  rule  al  Bahia,  At  sea,  in  dry  weather,  her  harches 
Were  frequently  opened  ;  the  rop  bales  were  damp  from  the  ex  halations 
of  the  efiiire  cargo,  and  steam  always  escaped.  Both  cargoes  were  alike, 
and  tvcre  slowed  by  the  same  stevedore. 

Tonnage,  n  hognhfads,  weighing  10  ton,  ad  in  en  sure  B5t)  cnbic  feet  or 
Ikeel  The  AdiiurHlty  allows  1  lio^'shend  lobaceo  to  a  ton.  Bengal,  Madriis, 
and  Bombay  ton  50  yuhic  feet  lobarco  or  rigars,  in  hale«;  at  Manila  50  etibio 
feet  in  boxes  and  bales,  of  tobacco,  cigars,  &e;  at  New  York  1  bogshead;  at 
Baitiinore  l,r>00ll>.  Virginia  in  hogi^htiads;  l,300tb.  Kentucky  do ;  1,0^0011% 
Mar>'land:  a  bogshead  Virginia  is  estimated  at  a  standard  of  A't  feet;  Ken* 
tncky,  Georgia,  and  Cart»hnn.  40  feet;  and  Maryland  and  t)hio  fib  feet*  At 
Bahia,  12  cwt.  leaf  in  bales,  ICS  cwt,  in  seroos,  20  cwt.  Jn  rolls.  21  ewt.  in 
mangotes,  and  40  cubic  feet  of  cigurs,  gi>  to  a  ton. 

C&skSf  &C.     Hogshentl  of  lobiceo   12  to  18  cwt.     Crof^s  hngHheuil  1,000] 
to  l,aoott).      An  AdinimUv  hoKslieiid  eonirtins  242 lb.   net,  barrel  UiO.  half- 
hogahead  126,  and  kilderkin  H3lb.    Havannah  bfilc  100 tti,  Litibou  liist4,000tb. 

Hamburg  tares.  Virginia  and  Kentucky,  Maryland  und  Ohio.  Scruhsj 
Steins,  American,  10  ;  and  Porto  Itico^  leaf,  2  ^  cent ;  Si.  Domingo,  lenf,  bib, 
^  can ;  Havannah,  real ;  Bradl.  rolls,  BIIp.  |^  roll ;  ditto,  leaf,  5  ^  cent. 

1070  TOM  Ml  NO  UP  rm  OFF  h  another  nan»e  for  shoring.  When 
stowing^  it  frf  qncntly  utcurj*  iljut  a  cask,  cane,  or  other  package,  will,  as 
far  AS  its  own  bulk  is  concerned,  atow^  where  the  want  of  huffitieut  en- 
irnnre  or  of  room  to  work,  prevents  its  being  slowed  in  tlie  u^ual  i:>annci  j 
it  11}  more  di  III  cult  if  the  package  is  heavy,  Suppo&e  there  is  space  for 
tliree  or  mure  heighta  of  cavkB,  but  an  intervening  beam  preventa  the 
riding  tier  fron)  being  stowed  in  the  ordinary  way,  ai»d  compels  ihe  sic- 
vedoFcs  to  fctow  that  tier  first.  It  is  then  lifted  and  propped  up  by  "  lotna** 
or  **  shore**'  snflicienily  liigh  to  allow  the  hmer  casks  lo  be  entered  or 
set  into  their  berths  xvben  (if  necessary)  the  loms  are  ren^ovcd,  and  all 
the  iier»  properly  slowed.  This  operation  requires  naich  cure,  especially 
where  the  pocknge  is  cumbrous  or  of  wry  great  weight;  sonielimtn  the 
touiB  eapt«i2c»  and  wheti  screwing  certain  elastic  suhstanccb  thti  danger  if 
greatly  in  encased. 


STEVRNS    ON    STOWAGE. 


1077  TON.  Tliis  word  is  derived  from  a  Ion  or  weight  of  waier« 
equal  Lo  2,000  tb  ;  il  appears^  tlmi  a  cubic  fool  of  distilJeil  waier,  wciji^bittg 
62itt»,  WHS  assumed  a^i  a  gciiend  standard  for  liquids.  This  cubic  U*oit 
nniUiplied  by  32,  ^i vea  2,i)00,  the  original  weight  ota  Lon.  Htfnce  8  cubic 
feet  of  tvater  made  a  hogshead,  and  4  hogsheads  a  ton,  in  capaciiy  and 
denooiinaiioii,  as  well  us  weight.     A  ton  =20cwt.=2,240tb. 

1078  Willi  rejijjard  to  the  Frei«rhi  ol  Goodit,  the  term  ton  h  an  arUi« 
irary  terru.  The  tlrsi  approatth  l*i  a  system  of  ttmnage  fur  freight  appeare 
to  have  hetni  made  on  the  Kasi  Coast  of  ImiljIuihI,  where  a  vessel  called 
a  keel  was  in  constani  use  for  loading  ships  with  coal^ — ^the  most  imiiortant 
bnmch  of  trade  there.  A  keel  contains  21  ton  4  cwt^  or  1,008  cubic  feel 
compressed  in  a  ship's  hold  to  850  cuh,  ft,  or  40  cub.  ft.  ^  ton  i»f  20  cwi; 
this  is  the  standard  by  whtcli,  more  or  less,  all  goods  are  freigliled.  20  twt 
ivheat,  some  sitgars  in  ha^^s^  &c%  gn  to  u  ton,  and  measure  about  40  cub.  ft. 

1079  If  all  other  goods  weighed  the  same  as  coal,  wheat,  &.c,  (where 
the  weight  and  ujeasurement  are  so  nearly  equal)  little  difficnllv  would 
occor  in  reguliitin;^  the  freight.  Being  otherwisi*,  the  merchant  and  ship- 
own  tr  make  a  mutual  arrangemtntj  governed  to  a  certain  exteni  by  the 
above  data,  for  the  conveyance  of  goods,  wliich  are  iu  some  cases  esti- 
njated  by  weight,  in  otheis  by  measuremt-nt,  and  in  *ahers  by  qtiantliy 
and  number;  but  the  term  ton  is  retained  in  almust  every  case.* 

lOHO  Heavy  goods  are  generally  freighted  by  weigh (j  sometimes 
more  than  20  cwl  are  allowed  to  a  ton  for  fr**ight.  Ligfit  goods  are  freighted 
by  measurenjenl,  and  it  often  occurs  that  more  than  40  feet  are  allowed  to 
a  lon  Uir  freight,  and  that  even  ihtn  the  weight  is  much  Itss  than  20  cwL 
Thr  ftdluvving  table  uill  make  the  suhject  more  clear. 


By  Weight 


XEKT 


QVAKTtTY 


Besfiriplion 


Solid  iron , 

Coal      . , * . ,  * 

Kant  IndiA  Sugar,  in  bags 

African  Oak         

Cinujunon,  in  bidea       «....*...*..... 

East  India  Sugar,  in  cbesta 

Cinnamu'Df  im  cbtitiiB      

HldeH,  East  India       

If  not  well  aLTt!Wt;d,  do *  * 

B  Barrels  Flour,  of  196  Tb  each     « . « 

5fi  BiiHbe1«  Ameiieaa  wheat,  in  biilk 

1,000  Riiitaaa 


JLlhdgbttoa 

euna 

owt 

41 

— 

40 

20 



^ 

40 

23 

6 

50 

— 

60 

, 

46 

14 

60 

14 

_ 

14 

— 

19 

— 

16 

*  The  difficaliy  which  a  aaaater  haa  to  contead  with  in  taking  eargo^  irraspectiw  of 
the  ahnrpnetia  or  flntnena  o!  hiit  Rhip'a  bottom,  is  to  kuow  eiactly  how  macb  of  itiffereat 
aotia  ifhe  y^'tH  carry  or  blow,  ThlM  applkii  tspocially  to  ecrEipre^ttiilc  articUs  lik«  haj^ 
btftnp,  cotton,  hidea,  ^c.  and  to  cargo«e  in  caakN. 


STEVENS    ON   STOWAGE. 


1081      Besides  these  gecminjsj  discrepftncies,  the  rates  vary     [TON 

in  diftfrcnt  puns,  aa  mny  beseeti  by  coiiipming  tb*'tn  in  llie  vftHotis  inbles 
at  ihc  crmiiiR'iJcenieijl  of  tias  wwrk,  wliere  tbere  is  alsii  a  very  useful 
table  for  finding  the  titiinber  of  ions  of  coal  a  vessel  will  carry  ',  a  Labia 
for  calculating  ibe  space  rcqnii'ed  fr>r goods  wbich  can  benieasured  by  die 
bushel,  IB  appended  lo  the  article  seeds*  Foreign  tons  are  referred  to  in 
the  article  tonnage,  which  follows. 

108'i  Bridonell's  Indian  Commerce  sayB.^a  Tesael  floating  on  water 
18  eapuble  of  carryiujr  only  a  certain  quantity  of  goods,  the  nttiiost  extent  of 
which  is  sucht  that  if  any  t'Xtrn  quantity  be  added,  fihe  will  no  longer  be 
considered  safe.  The  nnixinium  wliicb  a  vessel  can  salVly  carry  is  generally 
known,  and  when  loaded  she  has  a  draught  of  Wrtter  varying  from  2  to  20  f&et, 
more  or  less,  according  to  her  size  imd  bnild.  The  space  als4\  that  \h  allotted 
to  store  goods  in  the  hold,,  can  he  uFeiTtained  and  is  generally  known,  it  being 
•Iwayfl  (lesirahle  that  a  vi  8?*el  should  be  to  loaded  a^*  to  carry  hrr  maximum  of 
eargo^  and  that  it  should  be  so  disponed  an  fully  to  occupy  the  entire  ayailabla 
space  in  h'*r  hold.  This  h  tlie  priinar)'  ohjeei;  for  wfien  tbns  loa^led  there  is  ' 
ft  greiit  firobability  of  rejiHsin^^  the  best  friiKht.  Tims,  for  exainple,  it  U 
desirable  ihat  a  vessel  capfible  of  carrying  7 (Hi  ton  shouhi  bti  luiuled  with 
700  ton  of  goods,  and  if  her  hold  bus  a  frpace  of  424*00  cubic  feet,  the  goc>d3 
engaged  should  ho  so  apportioned  as  lo  occupy  tlie  entiix^  sjmre.  In  the 
above  cohg  for  every  ton  of  goodn  there  is  a  space  of  60  feet,  (*9P8**)  and  if 
liny  description  of  goods,  eveiy  ton  of  whi*'h  occupies  (lO  feet,  was  engaged 
for  it,  the  veswl  with  this  kind  of  cargo,  should  l>e  loaded  in  the  nuinner  that 
ia  most  ilci^iriilde.  But  good«  are  oi  vanai»ie  densitiea,  in  iiliirttrarion  of  which 
it  may  be  mention eil  thai  whilst  a  ton  of  saltjKitre  occupios  only  ,15  let^t,  a 
ton  of  ginger  oecn|ueB  Hit,,  and  it  is  ow-iug  to  this  varintiun  in  the  densities, 
ilmt  it  becomes  dilbcult  In  assign  the  due  proportion  of  each  of  the  many 
kinds  of  export  cargo  that  would  serve  in  the  aggiegate  to  flJ]  a  vessel  iu  the 
way  referred  to.  J I  a  Vis-^el,  say  of  the  above  tonnage  and  capacity^  were 
required  to  be  loaded  with  one  kind  of  dead-weight  and  mie  kind  of  light 
freight,  and  if  36  and  HO  feet  were  the  cubic  represeniatives  of  a  ton  of  each, 
it  would  he  ii[»juirtiii  thai  700  ton  of  the  dend-wt-igljt  wotild  ot'cnpy  only 
*24,&00  feet  and  leave  17  Jilin  feet  unoccupied,  while  on  the  oibi^r  hand,  700 
loll  of  light  freight  would  occupy  f>0,riOt»  feet,  or  14,000  feel  more  thuu  her 
space,  CouHcqucntly,  only  a  due  proportion  of  each  can  occupy  the  entire 
B\t&**o  and  jointly  weigh  700  ton.  It  is  from  the  want  of  HCquaintmice  with 
the  method  of  asct  rtaining  ibis  due  proportion,  that  many  vessels  leaving  port, 
are  obliged  to  reland  a  quantity  of  goods,  which  is  in  excess  either  ot  ber 
tonnage  or  the  space  in  her  hold.  By  adopting,  however  the  following  formula  | 
when  chartering,  the  trouble  and  loss  ocea^iionetl  by  redBiidM,  will  be  entirely 
removed,  a  full  cargo  obtained,  and  the  roof^t  advantngeous  fretglit  rrolixed, 

Fiud  the  average  space  per  ton  in  a  vessels  t)y  dividing  the  s^jioee  in  her 
hold  by  the  tonnage  she  can  carry. 

From  this  average  deduct  the  «paeo  ]»er  ton  of  dead-weight,  multiply  the 
remainder  by  the  triuuage,  und  divide  the  product  liy  the  ditfercnce  beiweea 
ths  spac«  per  ton  ol  li^ht  freight  and  thnt  of  dead  •weight 


624 


STEVENS    ON    8TOWAGB. 


The  qiiolient  b  the  &moimt  of  light  freight  required,  and  the      [TOIl 

differeuce  between  it  and  the  tonnage^  the  amount  of  deAd-wei^ht  good& 

Let  the  formula  Imj  applied  to  Uii*  fori'-jfoini^  rtise. 

Ton*  ....     700  )  42,00U  feet  (  60  avvrAge  spAi^fl  p«r  ton 

42,im  35  d<md- weight  spMe  per  ton 

Light  freiubt  spice  per  ton  80     25  diffSsftmee ;  midtiply  by 

DMd- weight  ditto        ^5        7D0  tonnage 

DUfoMMe  45  }  17500  (  389  ton  nearly  for  il|>ht  freight 
195        311  toa  for  dead- weight 
Chedc  *— 

889  X  80  =»  31,190  400    

311  X  85  =  10,885  aSO      700 

400 
405 


Total  42,0OS  feet,  abewing  a  d^erence  of  only  5  feet,  in 
to  thoomittfiion  of  frnctionft. 


owing 


[It  hm  bpen  aiifigestcd  aa  much  easier  to  work  out  the  formulii  tJios, 
OsE^Multiply  the  ^mco  per  ton  oe?ciipied  by  the  light  freight,  hy  the  ion* 
iiage  of  Ltie  vessel,  niid  suliti'nct  tlio  product  from  the  space  in  b©r  hold. 
Twrt— l>ivide  the  remftimler  hy  tlie  diffnreuce  of  space  occupied  by  n  tOD  of 9 
eneh  ktiid  of  cargo;  thia  gives  the  Duinl>cr  of  Cons  of  light  freight:  whte 
subtracted  fmm  ihe  toni^ugu  of  the  vessel  gives  the  number  of  tons  farde 
weight     Thus,  using  the  same  example  : 

cabJI 
Lt ght  freigh I  «p«ee  per  ton =80  S5 

Dead  weight  -35  70O 

sabtroct   21500 
from         42<XH) 


Difference     ...,..,,     45 


)  17500  (    389  ton  nearly  for  light  1 
185         700 


400 
360 


311  km  nearly  fof  dead-i 


400 
405 

By  this  mode  the  long  division  sniu  \%  avoided,  via.  the  one  for  Ending  tht' 
avoiago  apace  per  tou  m  the  vosaeL     In  practice  a  fractianal  number  will 
oncnr  more  frttpieDtly  than  otherwise,  and  this  will  involve  a compHcatiou  in 
the  foniter  uioiJe  wiiieh  will  be  obviated  in  the  latterj 

In  ordinniy  commerciHl  transactions,  it  never  happens  that  any  two  kinda^ 
of  goods  are  engaged  «s  freight  for  a  veauel,  although  (he  Calcutta  market  ( 
aflbnls  such  a  variety,  they  are  distinguished  us  has  been  above  DOtieed.  into 
deiid*wcight  and  lightfivight  goods.     If,  therefore,  when  a  vessel  requires 
freight,  an  average  be  made  of  the  densities  of  decid-weight  and  Jight-freight 


STKVKNS    OK    STOWAGE- 


[gtiods,  exportable  at  the  time,  and  by  the  foregoing  fommlit,  the  [TON 
I  nmoimt  of  each  be  ascertniued,  the  anticipated  nnd  desired  object  of  ship  »wners 
I  will  ho  reaiizt^d.  For  tliis  |n!rpnse  ibc  folJowiug  lint  is  apj^eaderl^  sbow-ing  Uie 
[flvemge  deiiaities  of  dead  and  light- weight  exports  at  Oiilctitta* 

LIST  0?  THE  TOKHAOE  SPACE  OF  CAXCITITA  GASO0E8, 


Sidtpetro » ,     OconpieB  35  eub  ft  per  too  of  20  ewt 

Sugihr —       S9  —  30 

Eiee,  TinciU,  Bomx  . .  —       42  —  SO 

Wbeiit —       44  —  20 

Flour —      48  *—  dO 

Turtnotio    —       65  —  SO 

Ginger    —       80  —  20 

Jute.  Hemp   I  --  or^g^  _  ^^  ^^ 

Indian.  Shell  Lac,  j                  ^^50  —  20l»d.  iii«i 

Lac  Dye ]                  °^3&9  —  *20  c«rt 


1063    TONNAGE  (Admkasurrment.)   A dmeitsuremctit  Tonnage 

or  Rcgisler  Tonnuge,  is  ibe  itiieninl  measuremenl  of  asbip  its  decided  by 

the  Cusiuiii-lMJiise  authorities  under  the  M<  rdiuiu  S  hipping  A  or,   lHd4. 

Thi»  iitlniensuiTinent  reprt^sents  opproxinmlely  ihe  niioiher  id*  tims  a  ship 

will  cnrry*      ri»<?  (irst  regular  syateiii  of  admeasurement  was  inirodiicetl 

in  1773,  when  llie  lonnnge  wm  ealeuhiled  by  lefiglh  ami  breadtli  only, 

and  ibtre  being  no  Iiniitalion  as  to  depth,  llie  sbips  were  neither  iiiodeli* 

^  for  sliape  nnr  pauenis  for  saiHiig — the  aim  of  the  ownei^i  being  naluriilly 

to  carry  a  large  quarriity  of  goods  in  a  vessel  of  small  register  tonnage, 

that  regiaierbenig  the  gauge  by  which  various  imposts  are  levied  aod  many 

reBtricliotia  are  governed.     As   the  long,  uarrovv  and  slow  abips  thus 

brought  inlo  exisjlence  were  being  rapidly  stipplanled  by  ihe  Kwifter  ships 

lof  Anieriea,  an  nlleralion  iu  ihe  C'usjtoms*  admeasurement  was  adopted 

[in  l?<i^,  bui  the  priiieiple  of  1773  was  l*io  much  retained.     In  Ib'M  con* 

l^idcrable  improvement  was  obtained  through  an  act  afparUanienl  which 

'  cmitittues  in  operation,  the  details  of  which  are  given  below.     When 

dibtingiiishitig   Bhips  registered  nuder  the   old  act  it  iti   custtjuiary    lo 

Itoaach  llie  letiers  o,m.  in  the  tonnage ;  the  lellerit  n  m,  are  attuciied  ty  the 

I  second  Bysitcm  l«35,  and  n  n,m.  to  the  prcseni  system  ;  H.nm,  \&  ubom  tl 

I IM  10  ^  cent,  lefcis  than  n.iw. — for  inulunce  a  uhlp  meas^aring  200  Ion  «.«•. 

Iwill  measure   l8lMon  n,H,m,  or  thereabout.     In  re-nieaBuriog  ilie  old 

Inidl^ided  deep  vessels,  the  new  regit»tered  [onnage  i»  greater  ihau  under 

lllic  Act  of  l&3ti.     On  ibo  contrary,  the  long  and  tharp  tliiji  registers 

It'ss.     The  Merchant  Shipping  Act  l8»W,Haya 

inH4  1— The  rfgist4.«r  touiin^je  expreB^es  the  nUip'iA  entire  internnJ  cubical 
leapactty  tti  Ums,  «»!'  luu  tnihic  foetonch;  ik)  that  it  is  only  ut^cecMiary  to  multiply 
)«ueb  tonnage  by  lUU,  and  tbo  entire  eapuciiy  of  tho  ship,  in  cubie  fi^«it.  is 
I  imraodiat**ly  ehcwn ;  and  from  which  an  owner  can,  by  making  sueh  doiluetion» 

«  K 


STKVRNS    ON    STOWAGF. 


iOr  pastengora^  proTisioii9»  and  stores,  ke,  as  the  circumstances  [TONNAGE 
ot  the  voyage  may  require,  arrive  at  the  net  space,  in  cubic  feet,  for  the  pnr- 
pijsea  of  cargo, 

l(»fl5  2 — To  ascertain,  Approximately^  for  an  average  h^ngth  of  vov«*»», 
the  m^asiirement  of  cargo,  at  40  feel  to  the  ton » whitrb  a  ship  can  carry  <ns  mairy 
ownt^ra  iniiv  he  iin willing  to  troiihle  thoitiaolves  with  iVio  above  menUonod 
detliii?tioos),itiaoiily  necessary  to  mnltiply  Ll  leniini  her  of  register  tons  cod  taiocd 
imdor  hor  tonnage  deck,  r3  shown  scparati»ly  in  the  Cartificato  of  Regislry«  bf ' 
the  factor  IJ*  and  tho  product  will  be  the  approximate  measurement  catfuik 
required.     [This  has  been  found  to  he  gfuemlly  correct] 

1085  3^To  ascertaiD.  npproxiinaiolyi  the  dead-weight  cargo  In  tows 
which  a  ship  can  safely  carry  on  nn  average  li^tigth  of  voyage  (dead-wciglil 
beariog  a  certain  qualified  relation  to  iritenial  capneity),  u  is  only  ntvcsianr 
to  multiply  the  legidter  tons  under  tho  tonnage  deck,  hy  the  factor  1^,  and  ti»© 
product  will  he  the  approximate  dead  weight  cargo  required. 

10H7  4 — With  regard  to  the  cargoes  of  coasters  and  coUierB.  ascertained 
MS  aljove,  who*«e  shoj t  voyages  i*eqiiire  but  a  small  equipujent  of  provfslans 
find  stiires,  and  whoso  frames  or  shells  are  of  larger  f^canding  iu  prrt|>oiilon 
to  titeir  cnpneity  I  ban  in  hirg«»r  classes  of  vessels,  about  10  ^  cent,  may  hit 
added  to  ibu  said  rosidts ;  while,  on  the  conti'ary,  about  10  l>  cent,  may  ti^ 
dednrtt'd  in  the  cuse  of  the  birger  vessels  going  longer  voyages. 

10H8  5— In  the  meast^renient  cargoes  of  xtettvt  vessels,  the  spaces  occupied 
hy  mnebiriery.  fuel,  and  patnsejigei-s'  cnbins,  under  the  deck,  must  be  deduetetl 
from  the  spiiceor  tonnage  under  tliedet^k,  before  the  application  of  tl»e  raeof?ure- 
ment  factor  tliereto;  in  the  case  of  their  dead-weight  cargoes^  the  weight  of 
machinery,  boiler  water,  and  fuel,  miit^t  be  deducted  from  the  whole  dead- 
weighr,  as  ascertained  above,  hy  the  appHention  of  the  dead  weight  factor. 

108l>  Parliamentary  mode  of  Measurement: — In  iliese  rules  ibe 
Tonnage  Deck  is  the  Upjier  Deck  in  ships  iiaving  less  than  ihree  decliSL, 
and  tlje  Second  Deck  from  below  in  all  oihers;  idl  measnremcnu  nrtt 
taken  in  feet  and  fraetions,  an  1  a!l  fractions  are  in  decimals, 

litijjv  1.— Tiie  Tonnage  of  every  ship  to  be  registered,  uith  iha 
cxccplions  nieniiuncd  in  llie  next  section^  musi,  previously  lo  her  beini 
rfgi^tered,  be  asceriained  hy  the  folloxvingriilc,  aflcnvards  culled  Hnle  1 
and  the  Tonnage  of  every  ship  lo  which  snch  rule  can  be  applied,  wlicthef 
she  is  Mliont  lo  be  registeri-d  or  not,  must  be  ascertained  hy  the  same  rule* 
I — Measure  the  lengtli  m  a  stniighi  line  along  the  upper  side  of  the 
Tonnage  Deck,  from  Ihe  inside  of  the  inner  plank  (average  thicknesti)  at  the 
iide  of  the  sLem,  to  the  inside  of  the  njidship-stern  timber  or  plank  thei-e,  ai 
the  case  may  be  i  average  tbit-'kness)  deducting  froni  this  length  what  is  due  IQ 


4 


*  The  (leduetioBii  iii'cesaiiry  to  be  uiAde  for  provisMinH  and  storeft,  *c.  tcreeaKlj  to  tlui 
opinions  of  xeveral  uxju'ritnced  own«r»  And  brokera,  kth  allowed  for  in  the  ielectioa  of  lli« 
two  resp«clirt3  fdctont ;  liut  tlie  epAfles  tmd<;r  the  deck  wMeli  amy  be  uppropiinted  to  pft»> 
•engoTft,  tRing  governed  by  du  ndo,  magi  be  made  by  a«epamte  dedacliou,  wiili  re«pQCt  to  J 
the  rule  for  meaaaremcnl  cargot-s,  as  tlicy  njny  be  foimd  to  exist  in  escli  indiYidnal  { 


STEVENS    ON    STOWAGE. 


im 


Uie  rake  of  the  bow,  in  the  thickucHs  of  the  deck,  and  wbat  is  [TONNAGE 
due  to  tlie  rake  of  tlie  st^rn  timber,  in  llio  tliiokneBS  of  the  d«ek,  andolBo  wbut 
h  due  10  the  rake  of  die  steni  tiujber,  iu  one-third  of  the  round  of  the  bettiii*=; 
divide  rhit*  length  into  the  u umber  of  equul  ptirts  required  by  the  foilowidg 
luble,  aLTi^rdiog  to  the  cksa  in  sucli  table  to  which  the  ahJi»  belongs, 

Tajilv.  :  Class  1 — Ships,  of  which  iho  Tonnage  Detik  is,  twx^ordiug  to  the 
iil»ove  nieiifitirenjeut,  50  feet  long  or  under*  into  4  equtil  jmrtu,  Chiss  2 — Siliips 
bO  feet  long^  nud  not  e&coeding  12t>,  into  ii  equal  parts,  Ciaiis  S — Above  120 
and  not  exceeding'  1^0,  S  equal  parte.  Class  4 — Above  IHO  and  not  exceeding 
226,  in  t'qufd  imrts,  ClajBfi  & — ^Bhips,  of  which  tiie  Touuago  iJetik  i%  uccord- 
irig  to  the  above  measurement,  above  225  feet  long,  into  1.1  equtil  parta, 

'-i— Then,  the  hold  being'  first  RitHiciently  cleiired*  find  the  t rai j svorse  aret 
of  sucli  ship,  at  each  point  of  the  leugth,  ns  follows  : — Measuiv  th*^  dej>th  at 
each  point  of  division,  from  a  pi>iut  at  a  di8tance  of  oue-thitd  of  the  ronnd^ 
of  the  henm  below  such  deck, — or,  in  a  case  of  a  break,  below  a  line  i«tretched 
in  cotitinimtiou  thereof,  to  the  upper  side  of  the  iloor  timber  at  the  inside  of 
thcf  liiuher  ^trake,  alter  dodnctmg  tlio  average  thickness  oi  the  eeiling  whioh 
is  belwreu  the  hilje  plunks  and  limber  strako  ;  then,  if  the  depth  ai  the  mid- 

[  fthi[i  divit»ion  of  the  length  do  not  exceed  mxteou  feet;  divide  each  depth  into 
four  equal  parts;  then  measure  the  inside  horixontal  breadth  Rt  euch  of  the 
llu'Ci'  |>*>iut»  of  diviaidn,  and  also  at  the  upper  and  lower  points  of  the  depth, 
extending  each  nieiisurement  to  the  average  thickness  of  that  part  of  the  ceiling 
which  it»  between  the  points  ol  measnremcMt ;  number  tliese  breadths  from 

I  above  tLt.  numbering  the  upper  breadth  one,  and  so  on  dowu  to  the  lowest 
brtadth) :  multiply  the  second  and  lourth  by  lbur«  and  tlie  ihu'd  by  two;  add 
lUt^nfi  products  togetlier,  und  to  the  Bum,  add  the  titut  breadth  and  the  tiftu; 
liiidtiply  I  he  quantity  thus  obtained,  by  onothird  of  the  comuiou  interval 
iietwt^ii  (he  breiidths.  and  the  product  i«  deemed  the  transverse  area;  but  if 
the  niid^lii[i  depth  exceed  sixteen  feet,  divide  eac^h  deptli  into  six  equul  parte 
inbteml  of  four,  and  measure  as  before  directed,  tlie  Itorizontnl  bieadth  at 
the  live  p<.unt!s  uf  divii^ion,  and  also  at  the  uppi^r  and  lower  points  of  the 

>  depth  ;  number  them  trom  above  iv«  before;  multiply  the  second,  fourth,  'ind 
aixtlt,  by  fiJtn\  and  the  third  and  fifth  by  two;  add  theso  pruduit»  togiahci, 
Aud  to  the  suuu  add  to  tlie  fiii»t  breadth  atd  the  seventh ;  multiply  the  quauiity 

(•thus  obtained,  by  one  third  o*  the  common  interval  between  the  breadths,  and 

llbe  prudu*^  tn  tleeiued  the  tittn8cef$funn. 

•H — Having  thus  uscertoined  the  transverse  area  at  each  point  of  divisioti 
of  the  icuglh  of  the  i^htp,  as  required  i»y  the  above  table,  proceed  to  aseertain 
the  regislt  r  tonnage  na  follows. — Number  the  areas  suce^tssively,  1,  2,  3,  Ac. 
No.  1  being  at  the  extreme  limit  of  the  length  at  the  bow.  and  the  hi^t  nutnber 
at  the  exirt*tue  limit  of  the  length  ut  the  bteru  ;  then,  whether  the?  lougth  1m^ 

,  divided  according  to  th«i  table  into  four  or  twelve  parts,  as  in  Chisve^  1  and 
5.  or  liny  int«>rniediate  number,  ha  in  Claa&os  2,  S,  and  4«  mukiply  the  second 

I  »ud  e^ery  even  numbered  area  by  I'aur,  and  the  thud  and  every  odd  numbered 

.  Area  (except  tlio  tirst  and  last)  by  two ;  add  ihewe  proilucta  iog»nlier,  and  to 

)  the  sum,  add  the  fir.-t  and  lust,  if  they  yield  anything;  tnultiply  the  quantity 

ihu9  obtidned  by  one- third  of  the  eomntou  Interval  between  the  areas,  and 

•  liuaad  ol  teaiu  rdstctt  to  depth,  aot  l«iigth« 


<T28 


8TKvi;ns  on  stouagk 


the  product  will  he  the  ctihiciil  contents  of  the  s|meo  under  [TOKNAGB 
the  tonnage  deck;  divide  this  product  by  100,  a^d  the  quottciil  lidiig  tbfr 
tonntigo  luidcr  tho  t-oiiniige  dt'ck,  h  deenu'd  to  be*  the  rogisier  tonungc*.  €.ul»iivt 
to  the  additions  iirid  deductions  herein  after-meniioneO. 

If  there  he  a  break,  u  poop,  or  ony  other  jjermonent  closcd-in  spfioeoo 
the  npper  deck,  avBiIahle  for  cargo  or  Rtores,  or  for  the  berthing  or  accomsKV 
dalioti  of  passengei-s  or  crew,  the  toiinngo  of  snch  spnot?  is  thus  aseertftiiKid. 
Measure  the  imtjmal  uifun  length  m  f^U  and  divide  it  into  two  eqtml  para; 
inensure  at  the  middio  of  hs  height,  three  inside  breadths,  namely,  oue  at 
ench  end  and  the  other  at  the  nndclh^  of  the  length  ;  then,  to  the  som  of  llip 
end  breadths,  add  four  times  tlie  middle  breadth,  and  ninltiply  the  whole  eiuti, 
by  one-third  of  the  eornmon  interval  between  llie  breadths;  tlie  product  ^t(^ 
the  meiin  horizontnl  orea  of  snch  spnce;  then,  meajsure  the  me^an  height,  Atid 
iinihiply  by  it  the  ineflii  horizontal  aren,  divide  the  product  l»y  liMI :  and  the 
qiiorieut  is  deemed  to  he  the  tonnage  of  sueh  space,  and  is  to  be  added  to 
the  tonnage  nnder  the  tonnage  deck,  Hsrertained  Q.%  aforesaid,  subject  to  tiio 
followixig  provisoes; — Islly.  that  nothing  is  to  bo  added  for  a  closi'd-in  space 
solely  Appropriated  to  the  bei thing  of  the  crew,  unless  such  epuco  exci^fi 
1-yOih  of  the  remiiining  tonnnge  of  the  ship,  and  in  case  of  such  excess,  tl»« 
extes?  only  shall  he  addtd  ;  and,  2Tidly,  that  nothing  i^  to  be  added  in  r^spwt 
of  flriy  building  erected  for  the  shelier  of  deck  passcDgers,  and  approved  by 
the  lioard  of  Trade. 

5— If  the  phip  has  a  third  deck*  commonly  called  a  sj^nr  cleek,  thetoih 
TJuge  between  it  and  the  innniige  deck  is  useertained  ai»  follows: — McagntD 
in  feet  the  inside  length  of  the  apace  at  the  middle  of  its  height,  from  iha 
plank  at  l!ie  side  of  the  BtPTn  to  tlie  lining  on  the  timlura  at  the  stem,  4tu4 
divide  the  leiigth  into  the  same  number  of  equal  ports  into  which  die  Imgth 
of  the  loiiuage  <Jeek  is  divided  its  ahove  directed ;  measure  (also  at  the  mitliilo 
of  iis  height)  ihe  lObide  breadth  of  the  s^paee  at  each  ol  the  points  of  divisiott^ 
also  the  breadth  of  the  stem  aiid  at  the  stern  :  number  them  successivfly  I, 
2,  3,  Ac.  comnu*neing  at  the  stem;  multiply  the  se*'Ond  imd  nil  the  other  «?veu 
numbered  breadtlis  by  four,  und  the  third  and  all  the  other  odd  numbiTed 
hreadthe  (except  the  In-Kt  and  Ia<^t)  by  two;  to  the  sum  of  these  producta,  ajiid 
the  first  and  last  breadths  ;  mulliply  the  tvlmle  &um  by  one-third  of  the  com- 
mon i liter viil  between  the  hreadihs,  aud  the  rej^nlt  will  give,  in  superficial  feel» 
the  mean  liori/outal  area  of  such  space,  measure  the  mean  height  of  s^ucli 
space,  and  multiply  it  by  the  mean  horixoiital  area,  and  the  piwluot  will  bo 
the  cuhiciil  contents  of  the  space  ;  divide  this  product  ty  100;  and  tl*G  quolient 
is  deemed  to  be  the  tonnage  oJ"  such  epace^  aud  is  to  lie  added  to  the  other 
tonnage  as^^ertained  as  aforesaid;  and  if  the  tihip  has  niore  than  three  decks, 
the  tonnage  of  each  &pace  between  decks  ahove  the  tonnage  deck  muat  b^, 
severally,  aftcertnined  in  nmnucr  nhove  descrihed,  nnd  is  to  he  added  to  Um 
tonnage  o(  the  ship  ascertained  as  aforesiiid. 

Rltle  2  — Shijis  which,  requiring  to  he  measured  for  any  purpose 
other  thai!  registry,  have  Canjo  on  board,  and  ships  which  requiring  la 
be  measured  for  the  purpose  of  registry,  cannot  be  measured  by  the  rule 
above  given,  muiilbe  measured  by  the  f(dlovvii»g  rule,  called  Rule  2: 


STEVENS    ON    STOWAGE. 


I — Measure  the  length  on  Ihe  upper  deck,  from  the  outside    [TONNAGE 
of  Uie  oul^r  iikuk  tit  ihe  stem  to  the  afteide  of  the  stem  post,  dcdiir^litjg  tlie  dis- 
tance hetweeii  the  iiftaide  of  the  atern  po&t  aod  the  rabbet,  at  tht)  point  wIjcio 
■tlte  counter  |jhink  cross*53  it;  measure  also  the  greatest  hreadlli  of  llie  Binp,  to 
I  the  outside  of  the  outer  planking  or  wales,  and,  then — having  first  initrktid  on 
he  outside  on  holh  aides  tliereof,  the  height  of  tlie  upper  deck  at  the  ship's 
tfdfs, — girt  h*^r  Hi  tfie  greatest  brendth,  in  ti  direction  pcipciidicular  to  the  keel, 
om  the  height  bo  marked  on  the  outside  on  ihe  one  M*\  to  the  height  sci 
miirked  on    the  other  side,  by  pR^sing  a  chain  under  the  keel  r  l«  htilf  the 
girth  tlins  taken,  add  hitif  t}«e  innin  breadlli ;  8t|tmre  the  aum ;  inultij>ly  the 
reaiiU  by  the  length  taken  its  afore.said ;  then,  mnlii|»ly  tliia  proditet  hj  tho 
fitetor  •0017  (scventeentli  tenihousandths)   for  wooden  Hhij>H  and  by  *00'il 
(twenty-one  len-llirHKsarnUlia)  fur  those  of  iron, — aud  the  (jroduet  is  deemed 
the  register  tonnage,   Buhjeet  to  tlio  additions  and  dednetions  herein  ofler- 
mentioned.     Some  consider  -(JOlti  neiu-cr  for  sailing  and  mw  (m  Hteum-shipi*, 
2 — If  there  be  a  brefik,  tipoop,  or  other  do,<ied'in  spaeo  on  the  upper  deck, 
I  the  tonnuge  is  ascertained  by  multiplying  together — the  niean  length,  hreadlh, 
I  and  depth  of  aueh  space,  and  dividing  the  product  by  TOO,  and  the  qtioliont 
l(o  ohtrtirnd  is  deemed  to  bo  the  tonnnge  of  such  space,  and  Ruhjeet  to  thede* 
[deduction  for  a  closed-in  apace  appropriated  to  the  crew,  hh  mentioned  in  Itido 
|l»  is  to  K5  added  to  the  tonnage  of  t))e  t*ldp  ascertained  us  alurewiid. 

livLK  3 — In  every  Ship  propeded  %  Slfam,  or  utfier  [)*tvver  iLi|iiiring 
ngine  roon),  an  allowance  is  made  for  the  space  <K€nj)ied  by  ifie  pra[Klhi»g 
power,  and  the  amount  so  allowed  is  to  be  deditcled  from  the  gross  lonimge 
isceitAined  ns  aforesaid,  and  ibe  remainder  is  deemed  to  be  the  register 
[tonnage  of  s>iieh  ship;  8uch  deduction  Sk  U)  he  estimated  a^  follows:  — 
fi — A«  r*'gnrds  ships  propelled  i>y  Pntftile  H'hteiM,  in  which  the  tonnuge  of 
djo  space  solely  occupied  l)y,  and  neeesHary  for  the  proper  working  of  the  huilers 
jftfld  nMiehirtery,  is  above  20  and  under  30  (f^  cent«  ol  tfic  ship's  gross  tonniigi% 
[•nch  deduction  is  S7-100ths  of  such  gross  tonnage;  in  ships  pro)>elted  by 
Ifcrmfrf,  in  whieh  the  tonnage  of  such  space  ia  above  Ui  and  under  20^cntit 
lofsuoh  gross  ir»Tinsge,  sucli  deduction  is  M2'100ths  of  such  gross  tonnage. 
^— As  regards  nil  other  ships,  the  deduction,  if  the  Com  mission  em  of 
[Customs  und  the  owner  both  agiec,  in  to  bo  irstimatcd  in  the  same  mantit'r;  hut 
dtlmr  they  or  he  may,  in  their  or  bis  drseretion,  n^jnire  ibe  space  10  !'♦»  mea- 
sured, and  tht*  deduction  made  accord  in  g{)r :  whenever  imch  m  it  is 
flO  n>«|nired,  the  deduction  mu»t  consist  of  llie  toniiagt?  of  ibc    1  j.lly 
locetipitd  by.  or  required  to  he  rnc]o»M?d  far,  the  proper  working  ot  the  boikis 
iiid  maehiner>'.  with  the  addition,  in  the  eaiMt  «»f  paihlU'S,  of  J,  and,  of  M^rews, 
|tkt  of  siieb  sptice;  tlie  measurement  to  be  governed  by  the  foUowiug  rules: 
1 — Meastin*  the  depili  olf  the  space  from  its  cmwti  lo  tite  cctiling  al  ibtf 
limber  6trake,-*meN*«ure  also  three,  or,  if  neeosAsry,  more  tlmu  three  brea4t1i« 
l»f  Ihe  spacr  at  the  middle  of  its  depth,  taking  one  gf  sueh  measurements  at 
fauch  end  nnd  unother  st  the  middle  of  the  length  ;  take  the  m«tsu  of  sueh 
^1)reajltbs,  lueiiMtre  alsi  tiie  nienn   hnigth  of  ilii<                         •>  the  forrmo^it 
i  oftermfv^t  hnfkliiods  or  limtl^  of  ila  length,  •                             port*,  if  siiy, 
Ifts  or^  ni  *                 ueenpiid  by  or  rcfjuirid  lorwoiking  tiii-  miehiuerj';  mill* 
Itiply  to^'  I                 ihrw  dimensions  of  length,  bnrsdth.  and  dfj-th.  nnd  the 


STEVENS    ON    STOWAGE. 


product  18  the  cubica]  contents  of  the  spaoe  below  the  crown ;     f  TOHHAGB 

ilvc^n  find  the  cubioal  contents  of  the  space  or  spaces,  if  aoy,  nhoTe  the  ct^9wn  1 
tkUn'esnul,  whwh  are  frftuied  in  for  the  inatihinery  or  for  the  adrni^iou  of  h'ghl  J 
and  air,  by  multiplyiug  together  the  length,  depth,  and  breacllh  lliereof;  udd] 
Biich  conti'Uts  to  the  cubii^al  contents  of  the  space  below  the  urown  :  divide  i\m\ 
mim  by  100 :  and  the  result  ia  declined  to  be  the  tonnage  of  the  said  space: 

2 — If  in  any  ship,  in  which  the  space  aforesaid  is  to  be  int^asured, 
engines  and  boilers  are  Bited  in  separate  compartments,  the  contents  of  etolil 
must  be  measured  severally,  according  to  the  al>ovo  riiles,  and  tlie 
their  several  results  is  deemed  to  be  the  toanage  of  the  said  S[)ace : 

3— In  the  case  of  ecicw  sieamer«i  in  which  the  space  aforesaid  is  to  be  ' 
measured,  the  contents  of  the  thaft  trunk  are  to  bo  added  to  and  deemed  lo 
form  port  of  suck  spiicCt  and  must  be  aseertfuned  by  muHiplying  tog)etti««r  its 
mean  length,  brcRdth,  and  dtpth,  and  diviiling  the  product  by  100; 

4— If  in  any  ship,  in  which  the  spnce  aforesaid  is  to  be  measured,  ftDj  i 
alteration  he  made  in  the  length  or  capacity  of  such  space,  or  if  cabins  are  fitted  J 
eucii  ship  is  deemed  to  be  a  shiji  not  registered,  imtiJ  re-measnroment 

fi — If  in  any  ship*  in  whieli  the  space  aforesaid  is  to  be  measured,  wmf} 
goods  or  stores  are  stowed  or  carried  in  such  space,  the  master  and  owner  an» 
CHch  hfible  to  a  pe unity  not  exceeding  1100. 

Rule  4 — In  iiscertaining  the  Tonnage  uf  Open  Ships,  the  upper  edge  J 
of  the  nppir  sirakc  is  to  form  the  boundary  line  of  mtasurenjenl,  and  tlje ] 
depths  arc  to  be  taken  from  an  athwart  ship  line,  extcrtded  fnim  upptrl 
edge  to  upper  t^dge  of  the  said  strake,  at  each  division  of  the  length. 

lUDO  Boilder'B  Measurement*  In  di&poshig  of  their  ships,  builders^ J 
generally  udhi'rc  to  ihc  law  of  1773,  which  enacts  that 

The  Ictif/th  slndl  be  taken  in  a  straight  line  idoug  the  rabbet  of  the  keel, 
from  the  hack  ol  the  mniu  sternposl  to  a  peqiendieular  line  from  the  fori^-  | 
pai'ts  of  the  nmin-stem  under  the  liowsprit.     'Hie  bftsoiHh  nlso  «biUl  be  taken 
from  the  outside  of  the  outside  plunk,  in  the  broadest  purt  either  above  or  J 
below  the  main  wtdes,  eitclusive  of  all  manner  of  douhliug  planks  that  IQAJ  ! 
be  wTouglit  ujion  the  sides."     Three-fourths  of  the  breadth  to  he  deducted 
from  the  kngih.     Multiply  the  remaiuder  by  tlie  breadth  and  thnt  product 
by  the  half- breadth,  then  divide  by  til. 

//  ihi^  ship  he  fijlmil,  lh<'  directions  are,  '*  to  drop  a  plumWtue  o^er  thai 
stem,  aud  meiisme  the  distance  between  i«uch~ljue  and  the  alter-part  of  the  I 
stvrnpost.  ni  the  h:j«d  wtiter  mark  ;  tljeu  uieasm*e  from  th»^  top  of  the  snid 
pliuiih-line,  in  a  ptindhl  diiertiiMi  with  tire  Haler^  Ux  a  perpendicular  point  j 
inimcdiaiely  over  the  Inud  water-mark  at  the  fore-part  of  the  marn-stem:  eub*j 
Iracting  for  eaclt  adnica^iuremeut  the  above  distance,  the  rem»inder  will 
the  ship's  extreme  length,  from  wliich  is  to  he  deducted  three  inches  for  every  I 
foot  of  the  load  draught  of  water  for  the  rake  nbiifti  Jrnm  the  length,  laketi 
in  either  of  the  ways  alcove  mentioned,  subtract  three-fifths  of  the  breadth  i 
ti*ken  lis  above,  the  remainder  is  eeteruied  the  just  length  ^^f  tlu^  keel  to  find] 
the  tonnage;  tiaen  multiply  this  length  by  the  breiidih,  aud  th>it  product  by  1 
fittif  the  hreudth,  and,  dividing  by  9-1,  the  tjnotient  is  deemed  the  tj'ac  oou* 
tL-nts  of  the  lading,*' 


STEVF.N'S    OX   STOWAGE. 


631 


1091  The  ct^mmon  rule  fur  fm^in^  the  burthen  of  [TONNAGE 
ahlpH  by  this  mode  is,  to  midllply  ihe  !e»gih  by  tlie  extreme  breadtlj,  ami 
ihnt  piotluct  by  half  ihe  extreme  breatUh,  and  divide  by  94,  thus  :  length 
Xcxin*me  breadtlixhalf  the  extreme  breadib  X  04 =hiiilders*  tonnage.* 

1002  In  builders'  measurement  It  matiers  not  Isnw  deep  a  vessel  is  nor 
how  many  deck-hnoiics  she  may  hnve*  As  a  rule  the  baiilders*  iiieasnrement 
gives  a  grrealer  tonniige  ihan  the  register,     Fi>ur  «ch(">ners  belonging  to 

Ilhe  Souih  Devfin  Shipping  Co.  by  buildttrs'  tonnage  ntrasiired  877  loij/by 
regi»ler  589  ton  HM.m  ;  these  vewtls  carry  in  the  summer,  dead-weight 
unrgo  934  tim,  imd  possess  good  sailing  quulilies.  As  a  genera!  rule  a 
ihip  of  lOfJ  ton  register  will  i^arry  a  cargo  weighing  150  ton  ;  some  ships 
regis tcrin.:  say  600  ion  may  carry  a  general  cargo  <*(  1,04)0  t*ni.  It  is 
held  tlml  if  an  owner  wonis  a  gi'orl  vessel,  lie  r-an  *lipu!iite  for  payment 
l>y  register  tonnage,  cmi pled  with  clBssiBcatitm  in  Ll<itd's  Register;  and 
that  this  will  be  a  surer  lest  than  buying  by  length  and  breadth  only, 
frrrsju-eiive  of  di'pili  ut  form.  If  nn  «iwnerpaid  lor  rrgisiered  lonuage,  he 
wotiM  gi'l  ltj9ciilde  feet  ftir  every  registered  [on.  Ovvnerii  eonsider  that, 
if  a  vessel  will  not  earry  more  than  her  ngister,  she  is  mijirofilable;  and 
it  18  known  that  a  ship  can  be  buiUwiib  lines  so  line  that  it  would  be 
imprudent  to  hmd  her  to  her  regiHiered  tonnage.  This  however,  ajjplies 
tnosily  to  vessels  buill  for  fast  steaming  or  sailing,  irrespective  of  dead- 
'  weiglil  eapaeiiy.  For  sailing  vessels  il  is  easy  it*  lay  dtnvn  a  siamhird, 
Ifcut  tlic  recitfircnjcn IS  of  steamers  render  a  general  rule  difficult.  It  is 
I  lime  htiweveFi  to  abandon  the  obsolete  law  of  1773  in  the  buihiinff  and 
lpurcha,i€  of  ships,  for  il  ernmps  the  energy  of  designers,  and  htis  produced 
u  discreditable  class  of  shi[>s«  To  kee[i  pace  in  the  pjo^ein  race,  ovvnern 
ishould  discard  liie  purchase  by  builders' mcasuiemeut,  and  adopt  the  law 
[of  1854;  tlie  buihlers  will  then  be  in  a  pisiiion  {o  still  furiNer  impn»ve  the 
ilyle  of  naval  arcliiteeture,  Some  ships  built  in  the  I  iiited  States  and 
British  provinees,  lake  more  weight  in  cargo  in  prnporiion  to  tonnage, 
r  thrtnigh  the  lightness  o(  material  nsed  in  the  construe tion.f 


•  An4>t]ier  nutliaril  j  Wf»  miiltiplj  tho  length  of  Hit  ketl  Ukkcn  within  board*  hj  fh« 

llir«iuUh  of  tbu  Hhip  w-ilbin  lioiird,  taken  from  the  mid^tip  Ik-mji.  from  pbtuk  to  plftnk. 

\  ff nltiply  thti  prodnet  b;  Uio  depth  of  the  hold,  taken  from  tlie  pbuik  ht'law  tti«-  kcokon 

I  Ilk  iho  under  part  of  the  uppmr  deck  pUuk^  mid  dJiidc  tli«  kst  product  by  91;   Utea  the 

i|U0tlc'nt  U  Hie  content  of  WnJiifte  reqvir«d.    k  pnetlciil  builder  Miys  :  lublrttct  UirmH 

ttth*  of  tlie  mt&a  %9Vik  from  the  lengtii  for  ton&ftge,  riz.— length  of  kt^l  tmd  mkeol  Kt«Bi« 

Multiply  the  prmfQct  by  the  bemm,  end  then  bj  hulf  tb(«  bf>jun,  and  divide  Uie  itinudiulfT 

by  04,  whirh  vdii  f^lw  her  rilil  toniuigv.     Tl'io  booiQ  for  old  tunns^e  is  l«ken  nt  the  ((rcmiMt 

eftlenul  brisjidtli,  dither  iib(>v«  or  below  tlie  thick  plank  of  the  main  wale*,  but  aot  riu  tlie 

t  Fomeiiy  the  <H  ihiirefl  into  which  a  vetael  was  divided,  weire  eontidered  equal  to  llh. 
aroirditpoift ;  the  owner  of  foor  «harot  beliig  called  the  owner  of  ro  ouuce,  uf  two  Ktiarei 
half  an  oitnee,  and  io  on*  This  reaembbs  the  enicial  dlviaioa  among  the  Homaoji.  Bee 
CImn  Pro  CacLra  VI,  toe.  17. 


f532  STKVKXS    ON    STOWAGE. 

TiLBLE   8H0WU7G   TOirirAGS— FOEEIGH   COBCFAEEB   WITH    £M0U8B«  ^ 


AUSTRIA    ,...,, 

110  Id  ton  Austrian . 

441    do.B«lgi»i14Seabfl 

73    do.    ditto    ftoliiotQii 

100  ton  Bm^ 

BELGItm 

0O2ditt<i 

00  ditto 

BRAZILS 

Rio  de  Janeiro 

7    BriLziUan  Urn     

5  ton  Eng, 

COLOMBIA..*.... 

NewOranadA. 

140    Venexaelui  ton     .... 

112    tolll2it<m    ........ 

184i  ton  . . .  ♦ 

100  ditto 
100  estate 
100  Fr«^eb 

11  ctihic  taeire  In  t^nev ) 
1000    kilogrammes  weight  | 

1  Eiin.  too  of 

2,140  rh. 

DENMARK      .... 

CopenhBgen  . 

441  Danish  Uiite  .--...* 
69   Imsti 

lUU  do.  Brit,  a^ 
102  ton 

IW   Inirl^i    ,  1 .  t 

145  ton 

75    laalft 

144  ton 

FRANCE  ........ 

1*33    IftfttA 

IT                      Ilia 

OERMANY 

GriefBWBld   .. 
Lnh^ck  ..... 
Bn^merbftyen . 

<j93  lii-^la    .,..* 

1.                          ' 

800    lasttf . 

4:.L 

nREKCK      , 

Amatcrdftui  . . 

76    QnMk  Lrm 

KlOditM 

HANOVER  

HOLLAND  

Hasorer  Ust  6,000Tb 

15fl    \tkSAM.  OT 1 

3toBKngOJ:Satt 

SOO  Britiuli  ftbip 
70  ton 

316    Dutcli  ton I 

84    lusts    . . 

ITALY 

110    *^in  Italian 

100  ton  Enj?  o.iPi. 
90  ton  do.  o.^. 

4S9ton 

Rostock    .... 

100    ditto   

195    UitA 

ME  CKTjENB  U  EG. 

MEXICO  ., 

A«  per  Bnrgfw  ra»>ii«nrem*t, 
107  a  ton  NethfrLinds  .... 

aamenaSpdn 
100tonEii««j«. 
100  Brltiali  al^  j 

NETHERLAND8 

NORWAY     

CbiistiaiiA    .. 

OLDENBURG    .. 

Duchy  of  ... . 

100    common  Ijwita    

22StoQ 

PARAGUAY     .... 

Kng.  rcgUter, 

tonn&f;e  is  accepted  in  Par* 

»gi»y 

PORTUGAL    .... 

Oporto 

fi04    Oporto  ton    

SISd.im.  2Cr7ii.ai. 

PRUSSIA... 

Momul 

Swrmeinutide  . 

102   liats.eo.  4.0001b  Pma, 
lOB   latta 

140  British  aMp 
164  register 

RUSSIA 

Revel    

112  Engli&h  ton 

SICILY 

pAlormo   .... 

103    SipiUan  ton  .* 

66  Brltiah  aLip 

SPAIN 

&3Q    Spiuuijh  ton  ........ 

S3    Swi^disli  Uftts    

-Ifi    ditto   .....♦.*...... 

886  Brii,  nbcml 

46  ditto 

70  iY}(tator 
«77loa 

48  regiktAT 
100  rtg.  B.  ahip 

HWEDEN 

CRrlsand  .... 
CmrtscroiLA   ., 
Droutheim  .. 
Ucblnbiirg  .. 
LandjHsroiui  .* 

114J  ditto   

Ji3    ditto   

54  12  ditto    

TURKEY     

Same  as  EngEah 

sao  Um 

884   ton    Prciiona  to  1805 

B65    Ion) 

UNITED  STATES'  

310  ton 
9»0  ton 

^10  ton 

^— — 

*  Stio  the  pages  following.        9tUrtd  ai  SfaHtm^rg*  IhB 


STEVENS    ON    STOWAGE. 

1C9J     TONNAGE— Foreign,     Tlie  foregging  loble  mnsr,  for  several 

countrie^^  be  acceptetl  only  as  an  approximathJTi  of  tfie  rt-laiive  tonnage. 
In  stime  fureign  »lales  i^educlioiis  are  luaile  (or  drck-lioiises,  in  oiljers 
none.  In  some  few  places  ibe  tonnage  rates  are  rej^ulatcd  bv  ibc  number 
af  llie  masts  of  ibe  sbip.  Under  llie  beading  Lasiage  ibere  may  be  some 
information  applicable  to  i!ie  tonnage  of  vej^sels. 

Demnark.     A  Comtnercial  LasI  is  equal  to  80  cubic  feel  Danish, 

100  feet  Daiiisb=  97feet  English,  or  5,200rb.  Danish. 
yOJ„rb.  Drtm^h-lOOtli.  English, 

U  an  approximaied  reduction  usually  applied  to  brigs  and  larger  vessel*, 

il  Danish  eommercial  lust  is  equal  to  2^10  ton   l*lnglish.     For  smaller 

iresseh  l'9l>,     A  notice,  dated  Bcmrd  of  Trade,  April  1 1, 1868,  autliorizes 

the  ships  of  Denmark,  the  cetiificates  of  which  are  dated  on  and  after 

)ctober  10,  1^(57,  to  be  of  the  tonnage  denoted  on  iheir  cenificates. 

FraBCG  (ixes  the  lonnaye  by  three  dimensions,  the  total  of  which  is 
divided  by  a  ctrtain  (^j^ure.  Tlicre  is  very  little  difference  between  the 
tonnage  of  ibe   two   iiiitiona.     An  experienced   firm    in    London  says, 

»j\ugust  9,  IfeOfi,  it  is  seldom  ue  arc  enubk^d  to  get  French  ships  measured 
here  under  rtile  I,  us  they  have  almoa  always  son»e  portion  of  their 
jrargo  reinaininfjf  cm  hoard,  or  tire  unsible  lo  stand  witboiit  ballast,  when 
it  biTConies  necessary  to  bave  theJi*  measured  externally.  As  a  rule  we 
expect  a  FVench  sbijj  lo  measure  rather  more  luTe  tliiin  in  France^  for 
there  they  make  an  allowance  for  tbe  poop  and  all  houses  above  deck. 
whereas  our  olFiccfs  do  not.  For  your  infornnition  we  annex  the  mea- 
inrement  of  several  French  ships  which  we  bave  bad  to  our  address*, 


Siig  Meu.         FraiMhM««i. 

Eiit,llc«i.         Fr«ii€hM«w. 

42S>loii   «*          AltUm 

56toa   «           filtoa 

120          ^           183 

117         «         114         1 

45t»          ^          423 

483          «          466 

4a4          »          4&S 

liH          =            79 

Sd3          »          910 

in          ^          130 

(Tlio  above  giv«s  a  totnl  of  2,694  Eu^Iidfc  ton  ngtoler  to  8,G54  Frcacli ;  thla  rviolt  it 
%  Hm  prOMdlttf  fBDi^rAl  table,  pa«9  682.] 

Oermany. — Lubeck.     A  Last  for  sea-goin^  and  sharply-built  vessels 

i,U00lt) ;  rtat*botiometl  oprn  ves9eU.5,0tM)lb.     Vessels  plyiitg  between 

ubeck  and  Schonberg  6,0(X>lb, 

Greece-     One  Um  of  a  (Sreek  merchant  vessri   is  equal  in  weight  lo 

LOOU  French  kih»grammei*,  wlricb  are  reckoned  to  trt:t:u|»y  42  cubic  feet, 

I  that  tt  vessel  of  H,4U0  cubic  feel  would  be  of  200  ton*     Some  say  J 00 

fn  English  =0-76  Grevk. 

4  L 


634 


STRVENS    ON   STOWAGR. 


Hanover.     An  English  t^n  reRisier  may  he  a^suined     [TONKA^I 

lo  be  hnir  a  Hanoverian  lost.  Many  sUlements  have  been  re|?iiUtfil 
hv  rJie  Brenun  Inst,  4»000tt>.  =  4,400tb.  Enjclish,  »t  ahont  2  ton  Kngliii 
=4,480fb. 

Mexico.     The  Tnnnfif^o  is  simfliir  lo  the  Spanish.     Vessels  j 
in  Mexican  jxins  pay  harbour  dncs  at^  ton  as  per  Burgos  measnu , 

ITETHEELAKDS    FEW    MEASTJBSMEHT. 


1  Sag.  ton 

s      1*1  Netli,  ton 

INeth-ton 

s       D-9  £iig.  toa 

2       — 

24         — 

2       — 

1-9       — 

8       — 

32         — 

3       — 

2-8       — 

4       — 

4-8         — 

4        — 

S-7       ^ 

5        — 

6-4         — 

6       -^ 

4-7       — 

6       — 

6-4         — 

6       — 

6-6       — 

7       — 

7*6         — 

7 

65       — 

8       — 

B-6         — 

8       — 

76       -^ 

9       — 

9T         — 

9       — 

8-4       — 

10       — 

10-7         — 

10       — 

9-3       — 

m     — 

21-5         — 

20       — 

13-6       — 

so      " 

5'i-2         « 

80       — 

28-0       — 

40      — 

42-9         — 

40       — 

87-3       — 

60        — 

68  0         — 

60       — 

46-6       — 

60       — 

64-4         — 

60       — 

56           — 

70       -^ 

751          — 

70       — 

05  8       — 

80        — 

85*8         — 

m     — 

74 -e     '^ 

9i)       — 

9B-5         — 

m     — 

83-9       — 

11)0       " 

107-3         — 

100       ^ 

982       — 

2(K)        " 

214-5         — 

200       — 

186*5       ^ 

300        — 

3'21  8         — 

8O0       — 

979-7       — 

4t»0        — 

429            — 

400       — 

878*0       — 

5(1)        — 

5311il         — 

600       — 

466'a       — 

600        " 

(MH'5          — 

60O       — 

559'4       — 

TOO       — 

734J-0         — 

700       — 

662*7       — 

8a>      — 

858             — 

800       — 

745*9       — 

900        — 

905*3         — 

900       ^ 

839*2       — 

1000       — 

1072-5         -- 

1000       — 

te-4     —      1 

This  table  ia  compuletl  on  an  average  of  13  Eiiglish  an<1  Dutch  ri?gis 
and  gives  1  English  ton— 1*0725  Dalch  tun.  The  true  pro^K>rtM 
ho^rever,  is=  1016.  'j'he  first  named  prnporiion  is  even  preferred,  be* 
catige  it  may  be  reckimed  that  the  faults  of  the  measuring  rulea  uf  both 
naiiona  have  eqnullj  stiared  in  this  table,  and  will  make  it  more  practical 
fi>r  use.  I'l  I  e  p  re*  por  ti  u  n  o  f  n  e  \v .  m  cm  u  rirn  j  e  ri  I  I  u  n  e  w  •  n  e  w-  m  easy  re  m  e  ni 
h  aboui  9  to  10  ^  cent,  less;  for  instance:  a  ship  being  measured  bv 
new-measurement  HW  ion  will  measure  b}^  new-new-measurenieni  only 
180  ton  or  thcreahoul. 

Oldenburg.  The  measure  of  content,  the  Commcrz  Lost  is  6,0001b; 
thesu  fbs.  are  12  ^  eent,  heavier  than  British;  that  is  100=112;  from 
ihiu  data  the  efjuivalcnt  nunilier  of  tons  to  a  last  may  be  fuund. 


STEVENS   ON    STOWAGE. 


699 


Portngal.     The  Portugaesemeasuremeiu  corresponds     [TONNAGE 

ituctly  vvilh  (he  Frejjcli  cubit!  ineasnromeiiL  llie  following  is  a  i-om- 
l^anitivt.'  lijit  of  Portuguese  and  Euglish  measureiiieius^  uccording  lu  tlie 
Jusloin-liuuees  of  each  counlrj* 

SALViulKlR     «., 117  too  HI  ion 

8.  8.  Majujl  PiA    fr06  892 

Altivo 168  156 

LiBBOKC>rii£   422  ^^^iV\i 

Rio  Grande  do  Sul;  the  Brixzilnm  ineoaurement  for  ioniin;^e  is*  froni 
to  4U  {>  cent,  more  than  ilve  British, 

Russian  Tocnage*  Boai-d  o(  Trade,  Whiteltall,  June  lo,  1H5h.  The 
[>iniMhtee  of*  Privy  Couucil  forTiJide  have  received  a  copy  of  a  Tn>tP  fmni  the 
lussian  Ministtr  at  this  court,  relative  lo  an  Iin|jerittl  decree,  establishing 
I  new  sy>iein  for  the  nieHsurenient  of  vensolB  in  Russia,  wliich  is  given  below, 
ntl  »ttatiD<i^  that  the  rule  will  be  itjjpHed  hcnLeforth  to  all  Russian  vt'sselff, 
rilhoui  cxeoption;  but  ibat  wiih  rejt(nr4  to  foreign  vessels,  the  method  will  only 
bl^  applied  in  case  the  makers  ares  mi  able  to  ]»roduce  either  a  docunonU  es- 
ftbbsbing  their  rigbl  lo  hoist  tlj©  colonic,  or  ship's  pnpers  knowo  in  Russia 
tinder  Lhedenomiiiaiion  of '*Tiiresdepi'opriptedu  batiment,"  which  documenta 
ilioufd  t-'orlily  the  nunjh*",i  of  hiBta  inraHured  by  the  ahip  lo  which  th*T  beJong. 
lOUl  Rui^sifiD  mode  of  deterniinlug  the  tonQ»ga  or  lastage. 
<J)  Meaaure  in  EngiiHii  leet :  n,  the  lengtli  of  the  upper  deck  from  the 
buck  irf  tlie  stem  to  the  front  of  tbe  steru-post:  b,  Che  breadth  insitie  of  thci 
bii'ler  surface  of  the  planking  of  «arae  deck,  taken  amid»hi(ia;  and  r,  llin 
Dptb  ill  the  sbtps  wtdl  over  the  keel  from  the  deck  planks  to  ttie  liiuher-lHiarda. 

(2)  Multiply  tht'  three  preceding  dimensions  into  one  another,  thai  is  to 
Siiyp  tljelen;4Ui,  bre:i(ltb,  and  depth,  and  divide  tbe  product  by  13n,  the  quo- 
pt^m  will  give  tlie  rapadty  of  the  ship  in  tons;  and  by  dividing  tJiis  quotient 
W  *\  the  cajjacily  in  lasts  will  be  obiahied. 

(3)  If  tliere  Utipot'p  on  the  upper  deck,  or  a  lij^bl  deck  above  the  ipiiuttr- 
ck*  ibi-y  must  in  each  ciiae  be  mea?*ur«Ml.  Umjtk  in8idi\  hrfndih  umidbbips, 

^ndlhi*  height  bftwe^^n  thi>pbiidifti»f  the  decks.  Multi[«ly  tboisclhreediiucnaiuns 
Qtaone  auothrr^  divide  the  |>n>ilu(.it  by  OQ,  and  then  dividt!i  tht?  quoUL^nt  by  *ii 
bi»  quotient  after  the  liuit  division  must  be  added  to  the  measui^mrnt  pre^ 
ioiisly  obtninrd,  rmd  the  sum  total  will  give  the  whole  capacity  in  lantii. 
14)  SUam  VfiturLg  nte  to  bts  measured  like  sailing  vessels,  but  ihioe-foiirlhs 
a  bmt  in  to  be  dcdueted  for  earb  nominal  horse-power  of  the  friji^uie. 
A^  a  rule  a  Rnsi^ian  InM  is  conaidorcd  as  equivalent  lo  two  ton  Kng(i>«b. 

Swedea  and  Norway*    The  tixitig  of  the  lotiimge  of  vesvU  gives 

Hs^e  lo  c-iunpticnted  opeinrions,     Tbe  Swcdtsh  govemtnenl  decreed  uii 

)eci-uibci'  *2\,   IM>«5,  tlinl  the  figures  of  tbe  inea^iuremeiit  of  luerchuiit 

bipif  k'bauld  W  marked  on  her  with  a  red  but  iron,  and  thtj  internal 

npficitv  in  En;;li!i!i  tons  register  cultutoted  ul  lUd cubic  feel  each.     The 


f<3(t 


STKVKNS    ON    HTOWAGE. 


Swrcdinfi  tri  (lie  in  1820  wa^  as  TiHows:— the  1en<^h  nt     [TONKAGS 

ihc  sltip  is  iJikeu  on  tlie  upper  <leck  from  tlu»  ^tein  to  tbe  stern-povt,  iht 
bread Ui  within  ibe  ceiling,  and  the  ilraui^ht  of  water  from  the  |»l;»nk  »f 
Uie  Huid  upper  deck  lo  tht;  plank  of  llie  batlom ;  llie&e  three  dimt^nino 
are  multiplied  togeiher,  nnd  die  prodncL  is  divided  by  200;  tbe  fit) 
f^iKlbs  iif  (be  quoiient  will  lye  tbe  weiglu^  vvbtcb  ibt:  sUip  can  Inke  ! 
lasts  o(  IH  skippuiid  hon  weijjfbt  pur  last;  as  much  ^  cent.  b<»\vi;nTt 
subtracted  from  tbe  r|uantity  as  tbe  measurer  judges  the  sliip  luure  or 
fesB  full  in  tbe  floors,  or  as  it  carries  a  gt*ealcr  or  less  riuiuber  uf  i^tiiis. 
The  remainder  is  ilie  burden  in  lasts. 

Iu95  United  States,  Tb<^  law*  ^nr  tbe  meadurenieiii  is  »u  elun^ti 
as  to  make  the  tonnage  give  tbe  actual  carry ins^  capacity  uf  everv  dc- 
•cription.  Tbe  mode  of  taning  in  tbe  United  States  may  vary  fnmi  ili« 
system  rulbnved  in  tbe  United  Kingdom  bat  tbe  same  result  s^ubsianiialljif 
reatbed,  A  vessel  of  100  ton  burthen  United  Slates  measuremeni  un^]i{ 
to  measure  tlie  same  by  Cnglisb  measurement,  and  when  full^  should  of 
course  cany  the  same,  and  if  of  tin*  same  model,  would  carry  the  %€ 
amuLint  of  any  description  of  cargo-  Every  vessel  buih  williiu 
United  Staif?9j  or  ownt^d  by  u  citizen  after  January  I,  1866,  ^ball 
measured  and  registered  in  tlie  manner  berei^nifter  [provided  ;  nW  ere 
vesisel  now  owned  by  a  citizen  shall  be  re-meastired  and  re-registt**! 
npon  lier  arrival  at  a  port  of  entry  in  the  United  Slates,  and  prii»r  Ut  lirr 
departure  therefrom  in  tbe  same  n*anner  tta  liereinufier  dejicribed.  Any 
Vessel  built  within  the  Stales,  after  the  passage  of  this  act,  maybe  meavurtMl 
and  regi^^iered  in  the  manner  beix^in  provided. 

The  regifiter  shall  exfiresjs  the  vessel's  length,  brcadtli,  depti),  and  brig 
under  the  third  or  spar  deck,  which  shall  be  ascertained  in  the  foIIowiQ 
manner:  The  tnunage  deck*  in  vess«ds  having  three  or  more  decks  to  the  h^i 
shall  be  the  Reeond  derk  from  helow  r  in  all  otiier  eases  th"  upj^^r  de*k^ 
the  hidl  is  to  he  the  tonnage  deck.    The  length  from  ihe  fore  part  of  iho  tHiK 
plaiikin^T  on  the  side  of  the  stem,  to  the  afl?r  part  of  the  mnin  fltoru-fi06t4 
srrevv  steamers,  and  to  the  alter-part  of  the  rudder-post  of  all  other  vcs^ 
measured  on  the  top  of  tlae  toniynge  deck  st'tdl  he  arcounled  the  veaser*i  leug 
The  hreadilfc  of  the  broiidest  purton  ibe  outside  of  the  vessel  shall  ho  ace  junt 
the  vf'ssel?*  breadtli  of  beam.     A  measure  from  the  under  side  ot  ttmimi 
deck  phink,  amidshipi*,  to  the  ceiling  of  the  hold,  (itverngn  thickness!  shij 
he  accounted  the  dejith  of  hi'bi     If  the  ?e«<sel  has  a  third  drrk.   then  tl 
liHght  from  the  top  nf  the  tomuige  deck  plniik  to  the  under  side  of  the  npj»< 
deck  plank  shall  he  a«-ciiunied  as  the  tieight  imder  tlie  spur  deck.    All  txieasttt 
ments  to  be  uken  in  feet  and  fractions  of  feet;  and  all  fractiotis  sliall 
expressed  in  decimals. 


•  The  ttuthcr  bus.  to  tlimik  Mr.  FaKHEEiCK  Cluu,  Wftsbinf^fna,  W,C.  U.S.4. 
Mading  «|>fititauc!ou«ly  to  liim  (B  Jjuiaitry,  1865)  s  copy  of  the  Inatracliotts  aa  to 
AdmeANUroQicDt  of  Toiumgiv 


FN  srowA< 


Tljfi  registtH'  tonoftge  sliall  bo  tlie  vi\4^*l's  enllrp  internal  [TONNAGE 
cubical  capacity  ia  tons  of  VM  ^eei  eitcli,  lo  be  adceitaioeil  as  fiillowt»;  Men- 
siire  tho  length  in  a  slraigbi  line  aloog  the  upper  aide  of  the  totinago  dtrckt 
from  ihe  inside  of  the  imier  ]tliink  (iivcriige  tbiekinssj  iit  the  8i<le  of  tho  stem 
lo  ih»i  inside  of  ibv'  jilnnk  on  ibeateiu  timl»or3  (nverage  Ibickues^,)  deducting 
from  ttii^  feii'^th  wimt  ia  due  in  the  thick riefJ8  of  the  tltn^k  to  t!io  rake  of  tfie 
bow,  and  wlmt  ii^  due  to  tlie  rak©  of  the  stern-ttinber,  und  tdm  what  is  *luo 
to  tbe  rnke  of  tlie  sltTtitirnbei'  in  onc-tbird  of  the  round  of  ib*?  biHUJ :  divide 
Ihe  length  9)  t/iken  into  the  ntmiber  of  equal  |iiirtH  rcqiiiied  Ivy  the  followinf 
table,  according  to  the  class  in  duch  table  to  which  the  vessel  belongs, 

TABLE  OF  CLASSEa. 


Ci^BS  1  Vi»i«etii  of  mhich  the  ton- 
nji^e  lon^Lh  ncccinlixig  to  the  aboYe 
mewareiDenl  b  50  feet  or  under,  into 
•ix  eiittol  parts. 

C  LA  AS  2  Above  50  and  not  exceed- 
ing lCH)leet  laug  into  fiybU^qmilpartfi* 

C'LAdtf  3  Above  XOU  feet  long,  and 
not  eieeediiig  160  into  tan  eqaid  |Mrts* 


Ci^M  4    Above  150  fe«t,  and  not 

exe««ding  200  feet  long,  into  twelve 
equal  parttt. 

Clahs  6  Above  200  feci,  and  not 
exceeding  250  feet  longt  into  foarteeil 
equal  parts. 

Ci^ASB  0  Above  250  f««t  long,  into 
liataan  eqnxd  parta. 


Then,  the  hvAd  being  sufficiently  cleand,  find  the  transverse  area  at  rach 
point  of  division  of  the  length  as  follows: 

Mea'?ure  the  d*'[>th  at  e»ich  jioiiit  of  divifiton  from  a  imiot  at  a  diistancc  of 
oof'-lhird  ol  the  round  of  ibe  btam  below  sneh  di  i^k,  or,  in  ense  of  u  hre«lf, 
below  a  line  strettbed  in  continimtiou  ihercof,  to  the  upptT  Bitk*  of  th**  th»or 
timber,  iit  the  inside  of  the  limber  strake*  after  deduettng  tbt*  avt*rttKt'  lbitknes<i 
of  the  ceiliiif?,  wbidi  is  U^rween  the  bilge  jdanka  mid  limber  strnkr ;  lben«  »f 
the  dt'ptb  at  tht^  niid^hip  diviisioii  of  Iho  length  do  not  ^^xeeed  10  feet,  divide 
e«ch  di'ptb  into  fourequnl  parts;  then  measure  the  inside  hori?^ontnl  breaiUh, 
■leach  of  the  tbret-  points  of  division,  and  also  at  the  n|>]it'r  anri  lower  potnls  of 
Ibe  depth»  extending  oach  nieaaureinent  to  the  avornge  thleknes»  of  that  pnrl 
of  the  ceding  which  i»  between  the  pointH  of  moaMurcniPnt :  number  them 
brr^ndth.i  Irotn  above  (th*'  u[iper  breadih  one,  and  no  on  dowij  to  the  lovii'Ht;) 
multiply  th»^ second  and  fouitli  by  1,  and  the  third  by  two:  add  these  (^ritducu 
together,  and  to  the  suni  add  the  fuBt  brt^udth  and  the  InsU  or  fifih  ;  nudtitdy 
Ih©  qiumtit^  thus  obluined  by  one-third  of  ihe  common  interval  bi'lwcen  the 
breadthis  and  the  product  shall  be  deemed  the  tramiver»e  nren  ;  but  it  tli«*  mid* 
ship  depth  exceed  10  feet,  divide  each  dejtth  into  0  e<]iial  part«.  iuatead  of  4, 
and  Ml^u^urt^  a«  befort^  directed,  the  bonzontiil  br<radtbs  at  thi?  ilve  points  of 
diviniun  and  also  at  the  up|HT  and  lowur  points  of  the  dii]4lj ;  fiurnbor  tbeiri 
from  above  as  before ;  multiply  the  (^irorid,  bmrtb.  an  I  nixth  by  lonr«  and  th(> 
thin]  ai.d  fifth  by  two;  add  these  products  together,  and  to  the  sum  add  the 
first  brt'ttdtb  and  the  last,  or  ftcventh  ;  multiply  the  ([uantitiea  thus  ot»tained 
bj  one  third  of  the  common  iuU'fval  between  the  breadtha,  and  the  produei 
ilhall  be  decmud  tbo  trauaver^^  area. 

Having  thu's  aitceriained  the  trau^ver*o  area  at  each  {loint  of  divi^iou  of 
tli«»  i«<i|fth  aa  required  above,  aati«rlaiu  the  regiat«Nr  Uiutiag^*  M  foUowa: 


608 


STEVENS    ON    STOWAGE, 


Number  the  area  Muccegsively  1, 2,  8.  ^.   No.  I  l»eiDg  at     [TOKNAOE 

the  e-xtrerno  limil  of  the  length  «t  the  how,  and  iho  last  number  at  ibeeiin^jm 
limit  at  tho  aieni ;  tlien  whellier  ihe  length  be  divided  according  to  ihJmV 
into  Bix  or  sixteen  [turls,  i«s  in  classts  one  and  si^,  or  anj  intennetJ 
ber»  OB  in  the  other  classes,  multiply  the  second  ami  every  even-i 
area  by  four,  and  the  third  and  every  odd-numbered  area  (except  tli*?  urs 
and  lost)  by  two :  add  these  piuilnets  togetlier,  and  to  the  sum  «dd  tbe  firsi  JUii 
last,  if  ihey  yield  anylbiug;  nnilti|>ly  the  q«aiitilie«lhus  obtiiined  by  oue-thifi 
of  tlie  common  interval  l>elween  the  areas,  and  the  product  will  be  the  cubica 
contents  of  tbe  space  under  the  tonnage  deck  ;  divide  this  product  by  U%j 
and  the  tpiotient,  behig  the  tonuiige  under  the  tonnuge  deck,  sliall  be  di^eiue 
to  be  ihe  jvgister  tonnage,  sulyect  to  the  udditions  hereinafter  Dieutioned. 

If  there  be  a  break,  a  pOOpi  or  any  other  permanent  closed- iii  space  onl 
the  upper  deeks,  or  on  tlie  s[»Hr  Jeek,  available  for  cargo,  or  storesy  or  for  liii 
berthing  or  liceomnMidiitiou  of  passengers  or  crew«  tbe  tonnage  of  atteb  a|ii 
aliall  be  aseertnined  its  follows; 

Measure  the  intfrtad  meao  length  of  sucb  space  in  feet,  and  divide  iciab 
an  ewn  nunduTof  equftl  parts,  of  which  tlje  distance  naunder  sball  he  mo 
nearly  eqnal  to  Ihasij  into  which  the  leiiglli  of  thr  lonnnge  de*:k  has  htn^U 
divided  ;  measure  at  the  middle  of  its  heigbllhe  inside  breadths,  namely,  oud 
at  each  end  and  at  eaeh  of  the  points  of  divisiun,  nnniheringthem  sitcci'^^ivel; 
one,  two,  three,  &c :  then  to  the  sum  of  the  end  breadth  add  four  tin»c«  lltfl 
sum  of  ibe  even*nun>hered  l^reudths  and  twire  Ihe  s^um  of  the  Ofbl<nuntt^re»| 
breiidtli^,  except  the  lir.st  and  hiHt,  and  multiply  the  whole  sum  by  on^tbin 
of  the  cninmou  interval  between  the  breadths ;  the  product  will  give  tbe  nie 
borixonial  urea  nf  each  space  ;  then  measure  the  meau  height  beiweeu  ib^ 
plank  of  Ihe  dvcks,  and  multiidy  by  it  the  mean  horizontal  aiea;  dividt*  th| 
product  by  100,  and  the  quotient  ahall  be  deemed  to  be  the  loimage  of  >>m^ 
space,  and  shall  be  added  to  the  tonnage  under  tbe  tonnBge  decks,  aseeriaiot 
as  aforesaitj. 

If  a  vessel  has  a  third  deck,  or  spax  deck|  the  toi*nage  of  the  apacv  I 
tween  it  and  the  tonnage  deck  shall  be  a-seert«ined  us  follows: 

Measure  in  feet  the  inside  length  of  tbe  space,  at  tbe  niiddle  of  ils  betgh|| 
from  the  plank  at  ihe  side  of  the  stem  to  the  plank  on  the  timbers  at  theaiern 
and  divide  tlie  len^nh  into  the  same  number  of  equal  \mi\s  into  wbicb 
length  of  tbe  tonuHgi"  deck  is  diviJetl;  measure  (abo  at  the  middlt*  uf  iti 
beiglil)  the  inside  bn^adih  of  the  apace  at  each  of  ibe  points  of  divi^iolu  ah 
tbe  breadth  of  the  stem  ond  the  breadth  at  tbe  stern;  numbtT  ibem  sue 
eivcly  (^ni\  twu,  three,  J^c,  commencing  at  the  stem  ;  uinlttply  the  second  ati4 
all  other  evenuuiulK  red  hreudths  iiy  four,  and  the  third  and  all  the  other  d4 
numbered  breadths  texcept  the  first  and  last)  by  two;  to  tbe  sum  of  tbe 
productii  add  the  llrsi  and  last  brea^lths ;  trnduply  the  whole  sum  by  oue^tbir 
of  the  common  interval  between  the  breadths,  and  the  result  will  pv^,  iij 
auperlicial  feet,  t!ie  mean  honzontal  area  of  such  space;  measure  tbe  mt- 
height  between  the  pltiuk  of  the  two  deekf^,  and  mullfidy  by  it  tbe  mean 
horizontal  arent  ami  tho  jirndurt  will  be  tbe  cubical  contents*  if  ihe  spiieej 
divide  tbi^  prodnci  by  100,  and  the  quotient  shall  be  dm»med  to  Ik?  iba  umnug 


STEVRNS    ON    STOWAGE. 

of  sueh  epRce,  and  shall  bo  ndded  to  tlie  other  tonnage  of  the  [TONNAGE 
ves3t?3*  esoertniued  as  aforesaiil.  And  if  the  vessel  has  more  thuii  tliree  decks, 
iho  tonnage  of  e«c'h  space  between  d*^cks,  nhove  the  tonniige  d^ck,  i^hull  be 
severally  ascertained  in  manner  above  deftcrihed,  and  sliall  be  added  lo  the 
loDuiigeof  the  vessel,  ascertained  as  aforesaid. 

In  ascertaining^  the  tonnage  of  opw  vesselB^  the  upper  edge  of  the  upper 
I  Btmke  is  to  fonn  the  boiitidary  line  of  raeftsurement,  and  the  depth  shall  be 
1  taken  from  an  athwarl-sliipline,  extending  from  np|)cr  edge  of  said  Btrake  at 
eanh  division  of  ihe  li^ngth. 

The  res?iftter  of  the  vessel  shall  express  the  number  of  decks,  the  tonnage 
under  thy  toimn^e  deck,  that  of  the  between  dorks,  aliove  the  tonnage  deck  ; 
al<io  that  of  the  |«oop  or  other  enclosed  ajiaces  above  tlie  decks,  each  separately. 
The  total  registered  tonnage  shall  l>e/leeply  carved  or  otherwise  permanently 
marked  on  the  main  beam,  and  slinll  be  so  conttiMiod ;  and  tf  it  at  any  time 
I  to  be  so  continued,  elie  shall  no  longer  be  recognized  as  a  registered 
Vnited  States'  vessel. 

The  vhirge  for  the  moasiir^menl  of  tonnage  and  certifying  shall  not  exceed 
one  dollar  and  fifty  eenti  for  ea(*h  tranaverse  section  under  ttie  t<>nnogMdeck; 
three  dollai^  for  measuring  each  between  det'ks  above  tlic  tnonrigf^  deck  ;  and 
one  dollar  and  fifty  cpnta  for  each  jioop,  or  elosed-in  space  nviiilahle  for  curgo 
or  sloi'es,  or  for  the  berthing  or  accommodation  of  passengers*  or  olticej'8  and 
crew,  above  the  upper  or  spar  deck. 

1000     The  DaDnbe.     Table  showing  the  proportion  between  the  toa 
I  rainier  English  and  the  measures  adopted  in  other  countries  for  gauging 


Vessels  of 


Austria    

Praaee     .....••« 

ItmlT.*.. 

Tnncey .......... 

PniAtU     ....•«.. 

KaRSui  ,,..,..,.. 
Airiencft,  (U«B.)  .. 

Bel$;iuiii 

Bremen     .«..•••• 

Di^QDiark ........ 

Spain 


Factor  * 


0-83 
i-oo 

O'JH 
108 
1-00 
Cr96 


Uffii 


Vessels  Of 


Greece 

Hamtiorg.  .•..,,, 
IlftHOTer  ........ 

HoUiind    

Lnbeek 

MeckJeabtLTg   .... 
Korwiiy     ........ 

OlJfmbitrju:    

United  Principali- 

tit'» 

Swedon 


Factor* 


Tooa 
0-76 


1*00 


i4. 


Kaictor  by  whkh  the  tttdt  of  meatare  in  eaeh  ooantry  !■  to  b«  DmUi|»Hed. 
One  EngUfth  ton  cqiul  to  61  &3-100  kiloi  of  CooitiAUlitiople* 
I  i'S-i-lOO  kyoi  of  Oolatje. 
of  Bmilji. 


I    OiieEiigU*bt«acqa*li*'|J;^j;J^' 


8t6am  Ships.  In  culculating  the  dues  payable  at  the  Hulina  ^foiith, 
iho  Board  of  'J  nide  (May  H»  IH(S3)  deduct  for  eugines  and  coal  bunkers .'57  i^ 
cent  from  paddle-whiH)!,  ajid  Hil^^cent.  from  scrtir  stejuucrs. 


«40  STKVKNS    ON    STOWAOE. 

OSAFT   OF   FORBISX    SHIPS    BBDVOEO    TO    EireLISR    FEET. 


1 

Dezunvk 

1 

AlexandriA ;  AmaUrdam 

Antwerp 

ftiid 

Fnuiee 

Greeoe 

fiimtRDf 

s 

i 

Morwajr 

lueh 

IL 

in. 

It. 

ill. 

ft 

bu 

It      in. 

n. 

in. 

It      in. 

ft     kn. 

S 

0 

3733 

0 

2-79 

0 

2-80 

0     3  10 

0 

330 

0    8*25 

0    2*8S 

0 

0 

7'IG6 

0 

5-58 

0 

560 

U    6-20 

0 

6-60 

0    6&0 

0    &'76 

9 

fVrt 
1 

0  U-2<J0 

0 

8-79 

0 

B'4g 

0    9-30 

0 

9*90 

0    9-75 

0    8-M 

1 

300 

0  1M4 

0  11-20 

1     0-40 

1 

1-20 

1    l-OO 

0  11-40 

a 

2 

600 

1 

10-28 

1 

10-10 

2    0-80 

2 

2-40 

2    300 

1  Uh89  1 

8 

3 

9lK) 

2 

9-42 

2 

9*60 

3     1*20 

3 

860 

3    SHIO 

%  w-^ 

4 

fi 

000 

8 

sm 

3 

6*80 

4     1-60 

4 

4'8<> 

4    4^ 

8    9*40 

fi 

6 

S'OO 

4 

7-70 

4 

BOO 

5    200 

5 

600 

fi    5*00 

4    91X1 

6 

7 

6  00 

5 

6*84 

6 

7ao 

6    2-40 

e 

7S» 

6    6*00 

5    HUl 

7 

6 

9-00 

6 

6-98 

6 

6*40 

7    2'80 

7 

8*40 

7    700 

6    7fl6 

B 

.10 

OOO 

7 

612 

7 

fi'60 

8    8*30 

d 

9-60 

e    8-O0 

7    7^ 

9 

11 

SOO 

B 

4'2« 

8 

4-90 

9    8  60 

9  10-80 

9    9*00 

S    6*86 

10 

12 

6*00 

9 

3-40 

9 

4*00 

10    4-00 

11 

0^00 

10  10*00 

9    6-09 

U 

IS 

900 

10 

2-5  i 

10 

3*20 

11     4-40 

12 

1*20 

11  11  00 

10    f^m 

1*2 

15 

0-00 

11 

1-68 

11 

2-40 

12     4-80 

13 

2*40 

13    0*00 

n    4-80 

13 

10 

BIK> 

12 

()-82 

12 

1-60 

13     fi-20 

14 

3-60 

14    10,'i 

12    i'&> 

14 

17 

600 

12  11*48 

13 

0-80 

14     5-60 

15 

4-80 

16    2*00 

U    8*60 

IS 

18 

9-00 

IS 

11-10 

14 

0*00 

15     6-00 

16 

6-00 

1$    8-00 

14    81K» 

16 

20 

(VOO 

14 

10"  24 

11 

11-20 

16    6-40 

17 

7-20 

17    400 

U    2*40 

17 

21 

800 

15 

9-38 

15 

10-40 

17     6-80 

18 

8-40 

18    5-00 

16    1*90 

la 

22 

6*00 

16 

852 

IH 

960 

18    7*20 

19 

960 

19    6-00 

17    1^ 

19 

23 

9*00 

17 

7^66 

17 

8-80 

19    7-60 

20 

10-80 

SM)    7*00 

18    0^ 

20 

25 

000 

18 

6"fi0 

18 

800 

20    8*00 

22 

0*00 

21    8-00 

19    0*00 

n 

2G 

3'(K* 

19 

5*94 

19 

7-20 

21     840 

28 

1*20 

S3    9*00 

19  11*40 

22 

27 

6()0 

20 

fi'08 

20 

6-40 

22     880 

24 

2-40 

28  10-00 

20  10*911 

2'^ 

28 

9aK> 

21 

4*22 

21 

5'60 

23    9-20 

25 

S'60 

24  11-00 

21  10^ 

21 

:«) 

000 

22 

3*36 

22 

4-80 

24    9*60 

26 

4*80 

26    000 

23    9€0  1 

3-7J13  =  34i  neMly.    7*406  z^  7j^  netrly.    11-200  s=  11^^  or  llj, 

I0§7     TORTOISE  SHELLS.     Bengal,  Maclms.and  Bombay t- 
50  ciil)k  leel.     A  Siirai  inannd  37*33tty     A  box,  coiUaining  one  ptcul 
of  Cliinese  tortoise  sia-ll,  mcasuFes  Hfeet;  of   these  six  on  an  avcmgc 
pi  It*  a  lou  ofSOcubic  feet, 

1098  TRAGACANTH,  0  species  of  gum  exudiog  from  a  ilioniy 
sliral)  in  Persia,  Crete,  and  the  Levant,  flowering  from  May  till  July; 
a  case  contains  about  2|  cwi, 

1099  TRAXSHIPiMENT.     Ii  is  not  binding  on  all  occasions  lo 

fransbi|i  corpjo.  In  case  of  conslrnclive  loifil  loss,  the  master  \n  not 
biniiid  to  repair  his  sbip.  So  witb  a  vcgsel  sunk  in  deep  water,  with  n 
ittr^o  (»Ti  board  ;  the  ship  ftnd  cargo  mtiy  be  in  sncb  a  state  as  not  to 
repay  tiie  costs  t>f  raising,  and  sbe  bad  better  be  left  irhere  she  is  -^al 
the  bottom  oT  the  sea.     Tbe  shipowner  is  bonnd   to  use  nil  reaaonable 


STRVENS    ON   STOWAGE.  tUI 

DRAFT    OF    FORFION    SHIFB    EEBUCED    TO    SNOLISH    FEET 


1 

lUly 

Mecklenburg    Fort^gttl 

Ehinelajid 

Spain 

Sweden 

iocli^> 

n.     iu. 

ft.      io. 

(t      in. 

H 

iu. 

It.      in. 

fl.      in. 

0    9-43 

0    2-94 

0    8-21 

0 

8*10 

0    2*70 

0    2-92 

0     61^ 

0    6m 

0    6*47 

0 

6*30 

0     5-40 

0    5-84 

0  10-26 

0    8*82 

0    871 

0 

9*ao 

0     8-10 

0    8*76 

Ifaet 

1    1 6S 

0  11-88 

1     0-94 

1 

0-40 

0  10*80 

0  11-68 

S    3  3« 

1  11'76 

2     1-88 

2 

0*80 

1     9-60 

1  11 -aa 

3    504 

2  11-04 

8    2-82 

3 

120 

2     8-40 

2  11  04 

4    672 

3  11-52 

4    376 

4 

1'6U 

8    7-30 

3  10  72 

5    8-40 

4  11-40 

5    4-70 

5 

200 

4    6-00 

4  10*40 

6  10^ 

5  11-28 

6    5-64 

6 

240 

5     4'80 

5  10*08 

7  11*76 

6  1116 

7     6*58 

7 

2-80 

6    3-60 

6    9*6-1 

9    1-44    i 

7  11-04 

8     7-52 

8 

8-90 

7    2*40 

7    9-44 

10    8*12 

6  10*92 

9    8-46 

9 

8*00 

6     1-20 

8    9-12 

10 

11    460 

9  10-80     I 

10    9-40 

10 

4-00 

9    0*00 

9    8*60 

li 

13     6-48 

10  10*66 

11  lliU 

11 

4-lU 

9  1O80 

10    8'%S 

12 

13     H-16 

11  10-56 

12  11  2tf 

12 

4-W) 

10    9*  GO 

n    8*16 

IS 

14    9-84 

12  10-44 

U    0-22 

13 

6-2«> 

11    8-40 

12     7*84 

U 

15  11  52 

13  lU-32 

15     116 

14 

5*WJ 

12    7-20 

IS    7  62 

.15 

17     120 

14  10-20 

16    2*10 

15 

600 

13    6-00 

14    7-20 

l«t 

U    2-8S 

15  10^04 

17    3*04 

16 

6-40 

14    4-80 

15     6-88 

17 

19    4*56 

16    9-90 

18    898 

17 

6*80 

15    3-60 

16    6-56 

IS 

20    6-24 

17     984 

19    4-92 

18 

7-20 

16    2-40 

17    6*24 

19 

21     7-92 

18    9-72 

20    6-86     1 

19 

7110 

17     1-20 

18    5*92 

M 

22    9  GO    1 

19    9-60 

21    6-BO 

20 

8-0e> 

18    0*00    1 

19     6*60 

m. 

m  11 2B 

20    9-48 

22    7-74     1 

21 

8*40 

18  10-80 

20    6*28 

B^ 

M  om 

21     9  36 

23     8-08 

22 

8-HO 

19    9-60 

21    4*96 

pr 

«    S'M 

23    9-24 

24    9-62 

2ft 

9-20 

20    8*40 

22    424 

F 

27    432 

28    9*12 

25  10*56 

21 

9-60 

21    7*29 

28    482 

_. 

H'4ia  =  a^W,  =  81 S-      6-84  =  OV'A  =  «H"       10^86  =  lO^^-„  =:10ti. 


npe  in  fulfil  ling  his  ci>i)  tract  by  conveying  liie  cargo  io  its  destinmiou,  but 
i  not  bound  lo  ruin  himself,  iti  order  to  tlu  so.  Jestie  MiUrr^  IIaydoiih 
iBlBBV.CK.   Mmdi  l^tuiHlJuly  Hlli,  1^66, 

I    1100     TRIM.     The  trim  of  a  nicrchant  ship  is,  ofcoarse,  very  much 

BVernetl  hy  tin-  imltiriMiflR'r cargo, and  hy  'ih^  tmnk'  in  tvliicb  ii  h  stunted. 
r  ilOl  Draught  of  Water.  Slnp^  uf  tnjnal  burihin,  bul  uf  unrf|iml 
t>rnj,  when  bound  on  lUv  siinit!  vc)ya<^e,  uiilofien  riC|iiireciirgi>  or  ballast 
nalerinlly  dirTl-rent  in  r|nuntiiy  ;  tho  pn»|K»rtion  bcin^ always  lessor  niore 
ccordin;^  lo  ihe  &liarjnje%.-*  nr  fl.iuit.ss  nf  [\ni  hoitom,  *-ullfd  by  *teHnien 
he  fhil  und  riMOj^  (Ithtv,  t'l^nnlly  sbi|>s  Jtwim  cunsidi-raldy  by  ilie  i*lern 
'bert  light;  the  centrt!  of  griiviiy  tif  ludtng  ts,  therefore,  obliged  lo  be 
c»fare  I  be  centre  of  buoynncv*  Generully,  tbey  will  not  curry  Buflfieicnt  nnW 
idcn  io  that  l!ie  Jinrfncc  of  the  wnler  reacbet  nearly  tn  the  extreme 


4  M 


642 


STEVENS    ON    STOWAGE. 


bread  til  Qinidfliips.    The  Emigration  Cora missi oners  require     [TRIU 

a  fillip  to  have  u  side  out  (from  the  \vaier*5  edge  to  ihe  covenug  bo«d) 
of  at  least  oiie-lhird  of  her  entire  dqnh  of  hald*  The  draught  is  osoallv 
IB  inches  i»r  2  feet  less  than  that  allowed  by  Lj.oyd*s-  The  reqiitrerocnu 
of  the  Adininiky  regarding  iniii sports  are  under  the  heading  iroops^ 

1 1 (.12  Some  nnthnriiie*  cdntend  that  no  vessel  bound  on  any  oter- 
sea  voyage,  sht»uld  be  loaded  beyond  that  part  of  immersion  which  wIH 
present  a  clear  side  out  of  the  water,  when  upright,  of  three  inches  w 
every  foot  depth  of  hold,  measured  amidships,  from  the  height  q(  ibf 
deek  at  tlie  side  to  the  waien  Othtrs  consider  that  over-sea  ships  should 
have  one- fifth  to  one- fourth,  and  coasting  vessels  one*sixth  to  (inc-Bfiii 
clear  lo  t!ieir  depth  of  hold.  In  loading  grain  at  New  York  and  Quebec, 
the  rule  is  that  the  draught  must  be  regulated  hy  the  depth  of  the  hold, 
allowing  three  inches  to  every  fool  depth  of  hold^  measured  Irora  lowest 
line  of  sheer  of  deck  amidships  to  the  water,  when  upright. 

1 103  Displacement,  MnCnAs,  Vo«iHT,  of  the  American  Llotp*s 
Register  suggested  in  18t»7,  for  diflerent  descriptions  of  ships  the  following 
load  displacements  : — ^Those  with  27  feet  depth  of  hold,  and  having  twa 
or  three  decks  sliould  have  3i  inches  to  a  foot  ol  depth,  and  a  clear  side 
otit  of  water  when  loaded  of  7  feet  10 J  inches,  and  lo  20  feet  of  hold 
8  feet  6i  in.     Single-decked  vessels  are  required  to  have  the  following: 


Dt'pUi  of  liold 

Ueplbofhokl 

Side  out  when 

n  feet 

a  inches 

S     0 

11      ,. 

n     .. 

2     Si 

10     „ 

24     M 

1  n 

9  ..: 

2              M 

I     0 

8     ,/ 

U     M 

1     0 

I 


1 104  Freeboard.  In  their  general  re|Kirt  to  the  Council,  I  lih  Api 
1867,  tire  Institute  nf  Naval  /\rchitects  say  there  is  a  miniinum  height 
of  freeboard  which  cannot  be  safely  reduced  in  sea-going  ships  of  ordinary 
fitment,  ami  it  is  desirable  to  fix  this  minimum  height.  Freeboard  should 
he  andei-biood  to  he  the  vertical  heiglit  of  the  upjier  surface  of  the  upper 
deck  [not  spar  deck]  at  the  side,  amidships,  above  the  load-water-Iiu«. 
The  proportion  of  freeboard  should  increase  Avith  the  length.  One-eighth 
of  the  beam  is  a  minimum  freeboard  for  ordinary  sea- going  ships  of  not 
more  than  five  breadths  to  tlie  length,  and  i\  of  the  beam  should  funlier 
be  added  for  each  additional  breadth  in  tht^  length  of  the  ship  :  say, 

For  a  wMp  of  S2  feet  beam  and  160  feet  long  4  feet  freebofttd 

Fo7  ft  length  of     192        „  &  „ 

For  a  length  of     224         „  6  „ 

For  a  l«ngth  of 256        „  7  », 

The  beam  remaining  the  same ;  but  as  the  addition  of  a  spar<deck  on 
long  vessels  may  be  considered  an  equivalent  (*r  substitute  for  the  increasrd 
freeboard  required  for  extra  length,  a  ciunplete  spar-deck  would  leuve 
the  freeboard  ol   theise  extra  lengths  at  the  original  height  of  4  feeL 


643 


1105  The  neoessily  of  sailing  all  vessels  on  ihe  line  of  [TRIM 
|0t>uaion  mtendt'cj  by  ihe  liyjhier  caniiot  be  loo  strongly  irapreiiecl  on  the 
I  alien tiim  of  mosters.    Instances  have  octurred  where  schooners  of  200 ton 

havfi  entered  the  porl  of  discharge  drawing  tlire«  feet  more  aft  than  for- 
*vur(l,  when  by  the  lines  of  the  builder,  h  never  ought  to  exceed  18  or 
20  inches.  This  is  sometimes  done  wriibont  the  knowledge  of  the  masler 
by  the  mate  and  erevv,  who  like  the  how  to  be  well  out  of  the  water,  in 
I  unltr  iliai  they  may  have,  what  tbey  eail,  a  dry  ship,  forgetful  of  the 
ci»n8equent  deterit>ralion  of  her  sailing  qualities.  Some  experienced 
burveyiirs  and  stevedores  contend  thai  in  tlje  stowage  of  certain  cargoes 
in  a  ship  a  hold,  such  as  a  telegraphic  cable,  the  vertical  centre  of  the 
weight  of  sueh  cargoes  should  fall  exactly  on  the  (horizontal]  line  of 
notation  of  the  ship  wJjen  coinpletuly  lad  en, 

1 106  The  cargo  should  be  so  disposed  that  the  ship  may  he  duly 
poised,  (Uid  maintain  a  proper  equilibrium;  to  be  neilher  too  si  it!  nor 
too  crank — qualiiies  equally  peniieious.  If  loo  stiff,  fihe  may  carry  much 
sail,  whikt  her  masts  are  endangered  by  sudden  jerks  and  excessive 
laboaring.  If  too  cranky  she  will  be  unlit  to  caiTy  sail  without  the  risk 
of  overselling, 

1107  Load  Displacement.  American  IaoYD*s  Register,  1^08.  The 
limit  of  local  displacement  is  subject  to  conflicting  opinions  between  ship- 
owniTs  and  underwriters*  The  former  nre  very  sensitive  with  regard  to  a 
sliptilaled  limit  of  load  draught,  wbicli  if  established,  would  produce 
m a ny  an n oy a n c e s.  We  l b i n k  th e  r eq u i re m e n ts  m i g h t  be  r eal i ze d  wit tio u t 
being  deirimental  to  their  interests*  That  vessels  of  diflerent  proportion, 
tnodel,  or  build,  may  retain  their  buoyant  qualities,  carrying  weights  the 

'  capacity  for  holding  bulk,  and  the  capability  for  carrying  weight,  muMl 
\he  recognised  as  distinct  elements.     We  suggest  the  load  draught  to  hti 

regul>*ttd  by  tlie  depth  of  bold,  the  required  side  out  when  loaded  U*  b« 
.toieiisured  from  llie  water,  up  to  the  side,  even  with  the  lowest  line  eif 

ibeer  of  spar-deck.  W*»sels  having  an  addilional  deck  put  on  alier 
Dnstruction,  ibe  depth  of  hold  to  he  measured  from  original  deck* 


in  fvct 


Sc4LB  WQtL  Shim  of  J 

3  OB  8  DKOK0         1 


8rKOLE-DKC« 

ViauLU 


tn.  to  foot 
of  depth 


Si4«  out  Mrhftu 
lo«k<l«d 
7ft  104  In 
6      0 
S      8 
S      H 

1  loi 
1    « 

1       0 


1 108  Mr.  Heck  FORD,  of  Forest  Gate,  Essex,  states  in  relation  U*  the 
Icnsiiy  of  the  water  of  Calcutta*  tvhich  is  llO  miles  up  the  Hm>gh1ey 
jrom  Siingiir  Poinl,  and  1 14  from  Saugor  Roads,  at  the  enlrance  lo  ihe  river 
the  Huy  of  Bengal,  titking  a  first-clas^*  ship  of  1,1)00  ion  dinging 


STKVKNS    ON    STOWAGE, 


20  feet  AS  a  ffiiifle,  ibe  dirference  of  immersion  in  llic  fresh  wnter    [TBIH 
offCalcutfa,  iind  salr  water  flnring  12  mnnlhsin  the  year  ia  Jt«  rollofis:— 


Mcmttu 

Fft»b  water  olT 
CaJeutU 

SbU  Wiit«r 

or  Sauffor 
Hoadj 

Metrtha 

1 

Trmk  wstwroff 

or  -1 

Jan.     .. 
Feb.     .. 
March.. 
April    ,. 
May     .. 
June    .. 

20ft  4|i]i 
20      4i 
20      4 
20      34 
20      3|toS{ 
20      31  io  41 

20  ft 
20 

20 
20 

20 
20 

July       . 

Not.    .. 
Deo,     ,. 

2011   4|in 
20      6    io6| 
20      6    to$i 
20      0    to6i 
20      4i 
20      4| 

29  fi 

By  the  above  it  will  be  seen  that  in  Jannnry  the  di Terence  uf  int- 
niersionj  between  the  two  places  is  nearly  Jin  ^foot  of  ihe  whole  dmu^lii, 
abmit  iMba  for  April  anfl  4^ lay  owing  in  llic  river  vvaier  hein^  imprcjrnAleii 
Willi  &alt-vvattir  abreast  nf  C'akniila;  anJ  fully  /alis  in  Aiiijust  ami  Scp- 
trniber,  on  occonnt  cif  die  frcnbets,  wben  surface  water  is  to  be  ftnmd  h\ 
Sau«^or  Roacla.  These  calculations  may  be  taken  in  some  measure  u 
applying  to  Rangoon  and  Moulmem — nearly  all  oilier  ports  on  the  Indian 
seaboard  contains  salt- waif r  only. 

1109  Stiffness  is  occasioned  by  disjiosing  loo  great  a  quantity  af 
heavy  weij^hia  in  the  boiiom,  wliicli  throws  the  cenlre  of  tiraviiy  very 
near  the  keel ;  and  ihis  being  the  centre  aboiii  which  the  vibratiuDH  ane 
mnde,  ibe  biwer  it  is  placetl  ihe  more  violent  is  ilie  rolling.  It  is  furihii 
reason  that  when  loading  iron  at  Porlbcawl  (4117),  ibe  bars  are  sloircd 
light  oin!-tbird^  solid  onc-rourili,  and  the  remainder  light ;  and  that  when 
loading  coppfrore,  the  plalform  is  always  kept  well  up  from  the  ceiling* 

1110  Rolling  is  that  motion  by  which  a  ship  vibrates  from  side  li> 
side.*  A  ship  rolls  round  an  imaginary  axis,  passinsr  fore  and  aft  thruugli 
the  centre  of  di?iplacement.  The  lurtber  the  centre  of  gravity  is  from  ibrs 
line  ihe  more  vn)lent  and  jerking  tlie  roll ;  the  nearer  it  is  the  easier*  but 
not  necessarily  ihe  less,  because  if  the  centre  of  gravity  is  raised  by  heary 
weights,  like  in^n  balk^si,  in  ihe  wingF?,  the  roll  may  be  even  deeper,  though 
considerably  easier  than  if  all  the  dcad^weigbt  was  on  the  keelson  ;  heavy 
gooils  sbonld  not  tmly  be  Icepi  oni  of  the  extremities  of  a  ship,  but  out  of 
the  wing;?  also.    Between  live  bullosl  and  dead  tiiere  is  ibis  dlflference,  tliat 


•  In  ft  paper  by  Mr,  Bahnabv,  n>ad  at  the  Initilation  of  Kariil  Arehit<«ts,  April  11. 
1867,  it  L*  stated  in  relation  to  her  stowage,  »*  that  as  th*.'  cbaraeler  of  the  aliip,  in  lliii 
reapect,  rariefi,  so  does  the  numbt^r  of  osciilationa  she  would  nuikti  per  mmitt<s  If  ahti  were 
set  rolling  in  atiM  wmter^  by  men  miining  acruKs  ber  deck,  or  other  meaoa*  and  tlien  all0Mr«d 
to  comfl  to  re§t ;  tbat  ia  if  the  ahip  bv  crank,  thtf  muuber  of  oBLilliitionjt  pet  minute  wUJtMa 
Urn ;  And  if  ahe  be  too  atiff  tliey  will  be  namcroaa ;  but  tuidtrr  thc^  sAme  eonditiona  ol  atov- 
■ge«  the  aomber  wUl  be  oeu-ly  the  hune  whateTer the  ainoani  of  impulse  to  aet  hermlling 
may  be." 


STEVENS    ON    STOWAGE, 


ms 


ivhiliit  the  former  en*1ftn^ers,  the  kifer  steadies  a  sbifn  Wben  [TRIM 
n  stenmer  is  in  a  river*  acr^s.^  the  lifle,  nith  a  freight  of  entrle,  tbey  press 
a^ninst  eacli  other,  nr\A  keep  fier  rolling  in  the  smooibest  water.  If  is  so 
wiih  hioTian  beings  wbeTi  a  boat  heels  over,  and  they  fall  out  of  their  per- 
Bfidieiilar.  Of  course  a  disiinrtiim  mnst  bo  drawn  between  ibe  stolid 
norance  of  a  beft«!t  and  ibe  knowledge  of  &  man  ;  hut  place  lanrliiimen 
wbfre  I  bey  cannot  help  themselves  «nd  they  would  he  almost  as  belpU-ss 
a^  i»oy8.  See  sub-seclion  4^  bulkheads  of  iron  ships,  in  the  article  iron. 
With  respect  to  the  fnrmntinn  of  the  body  of  a  ship,  ibat  shape  which 
approaches  nearest  lo  a  circle  is  ibe  most  liaye  to  roll  ;  for  if  ibis  be 
aqiiatcd  in  the  water  it  will  have  nolbinfif  to  restrain  it,  bt-cauite  tlie  rolling 
ahtiiit  ils  centre  displaces  no  more  water  tban  ^vhen  it  was  nprigbt, 

1 1 11  CrankiieBS  in  caused  by  not  liavinpf  sufficient  ballast*  or  by 
i)lBfm5itn^  the  ladinj?  so  as  to  raisje  the  centre  of  gravity  loo  high,  Tbi« 
occurs  with  such  cnrgnes  as  hemp,  and  is  avoided  in  some  Russian  piirt.s, 
(449).  by  Rtowinsj  in»n  with  ibc  lower  portion  of  the  cargo.  The  term 
crunk  is  applied  lo  sliips  built  too  deep  in  proporlioti  lo  their  breadlli.  nnd 
from  wht*:h  tbey  are  in  danger  of  over-selting.  Genemlly  spt-akin^if,  |Toii<is 
ligbier  than  wiiier  sbonbl  not  he  stowed  in  the  bottom  of  the  bold,  and 
gfiodfl  heavier  than  water  above  them.    The  cubic  foot  of  snll-uaier  weii^bx 

''64}lt*,  avoirdiijiois  Heavy  goods  sliould  be  plncrtl  in  iIjp  body  and  ligiit 
ff<»ods  in  the  ends;  rbis  princijde  may,  lit^wevi-r,  lie  carried  too  far  wiih 
ships  of  great  letiglh,  or  tlieir  slieer  may  he  ahered.  From  ibe  preceding, 
il  may  be  observed  ilint  ibe  nil  of  stowing  ballaKi  or  cargo,  consists  in 
placing  tbt*  weigbis  so  us  to  rornspond  wiib  the  vesstd's  irim  and  shnpe: 

'  iK'irber  loo  bigb  nor  too  low:  neiihir  lt>o  far  forward  nor  loo  far  aft:  ivbe 
may  iben  spread  sufficient  sail»  incline  but  lilth%  and  ply  v^ell  to  wind- 
ward, and  at  the  stune  time  hi-  easy  in  her  millions, 

1112  A  sbip*s  stability  h  increased  by  keeping  the  ballast  as  tow  as 
po?*sible.  being  placed  in  ibe  full  part  of  ibc  sbii»;  but  with  regard  lo 
rolling  the  weights  may  he  cither  loo  high  or  tc*o  low;  when  a  ship  is 
nueanVf  bv  baviu-^  an  excess  of  weiglit  b<dovv,  (depressing  (be  centre  of 

.|p>aviiy  too  much)  it  is  generally  belter  to  diminish  the  ballast,  nnd  add 

ill  fnlve  keelf  to  give  Iter  more  bold  of  the  water,  ihnu  to  ^%iiig  ibe  ballast 

up  f<jr  ibe  purpose  o(  ruising  the  centre  of  gravity,  as  h  sonielimes  di>ne. 

A  singular  and  praciit-al  ilhistralion  of  lite  etieclit  ot  wcigliH  on  ihc  rcdling 

of  ships  is  experienced  on  boar<l  the  light  vessels  ?^lntioucd  Ht  tbe  Sand 

Heads  of  the  river  Hooyhley,  CalcuUa.     They  are  120  feet  long  by  22 

broa«)^  and  admeusure  about  250  ion.     The  lights  can  be  seen  1'^  miles 

otf.    The  lanieins  are  very  large,  and  weigh  about  22  ewt ;  tbey  are  in  two 

longitndinnl  pnr^,  which  enclose  ilie  must  up  wbicli  (bey  are  rnn  for  u%c^ 

100 feet  above  lite  uaier-tine.     On  the  Sand  HendH  ibere  is  freqncntly  a 

[very  heavy  lica^  and  whenever  tliin  occurs  by  day,  ibc  laniern  is  boiseted. 


646 


STBVENS    ON    STOWAGE, 


and  ucts  as  an  effecuml  counterpoiBe  to  the  excessive  rulliiig  of     [TBIM 
the  vessel.    The  liglil  vessels  are  ballasted  with  aKoat  60  ton  of  kaniledg*? 

Blowcd   ii]>  in  tlu'  win^s  ;  it  is  raised  6  feet  from  the  ceiliiijf* 

1 1 13  Pitching.*  The  inclinaiion  or  %nbratinn  of  a  shi|>  lengthvaja, 
about  her  centre  of  gravity,  or  the  motion  by  which  she  plunges  ber  hesd 
nnd  after-part  alternately  init)  the  hollow  of  the  sea,  is  a  rery  dangertms 
motiorTt  and^  when  considerable,  not  only  retards  the  ships  vrny,  but 
endangers  the  niastH,  and  strains  the  vessel.  When  loading  ships  whicli 
*•  sail  by  the  head/*  and  are  therefore  liable  to  pileh,  il  is  usual  with  siicb 
froofln  as  grain,  to  leave  a  vacant  space,  well  protected*  forward-  A  ves>el 
which  pilciies  much  is  said  to  throw  her  cargo  on  the  breast-hooks.  To 
iron  ships  a  want  of  rigidity  of  the  skin  often  leads  to  leakage.  Some- 
limes  iron  ships  expand  when  tlry  on  ilie  blocks*  and  collapse  when  sus* 
liiiued  by  the  water.  At  sea  the  fore  compartments  of  these  ships  **  pant" 
as  she  rises  aod  falls,  lience  the  term  *'  panting." 

1114  Scending:  the  act  of  a  ship  when  pitching  violently  into  the 
hollows  or  intervals  of  the  waves. 

1  H5  Labouraome.  Subject  to  labonr  or  to  pitcli  and  roll  violently 
in  a  heavy  sea.  by  which  ihe  masts  nnd  even  the  hull  may  bit  endangered; 
for  by  n  succession  of  heavy  rolls  the  rigging  becomes  loosened,  and  the 
masts  may  at  the  same  time  strain  upon  the  shrouds  witli  an  efiort  which 
they  are  unable  to  resist;  to  which  maybe  added,  that  the  continual 
agitation  of  the  vessel  loosens  the  joinis,  and  makes  her  extremely  leaky* 

i  I  16  Shifting.  It  is  absolutely  necessary  to  prevent  tbe  pi»ssihiliiy 
of  the  car^Hj  or  ballasl,  from  shifim^  in  the  most  vicdent  rollings  of  the 
vessel :  a  large  proportion  of  the  losses  by  foundering  at  sea  is  caused  by 
insufficient  attention  to  this  particular,  Tliis  applies  especially  to  such 
goods  as  wbeiu  and  seeds,  mixed  cargoes,  railway  bars  and  carriages^  etc* 

1 117  Provisions.  When  slowing  ship's  provisions,  fuel,  &c.  with 
passengers  espL-eiully,  an  eflort  should  be  made  to  jirevent  the  dnily  con- 
sumption from  disarranging  the  trim.    A  ship  should  be  lightened  bodily* 

1118  Capt.  J.  M.  BnYO,  R.N.  say  St  there  are  many  disposable  weights^ 
in  the  distiibiilion  of  which  we  may  develop,  or  fail  to  develop  or 


I 


•  An  ejrpenenced  mAst«<r  rf^commeudB  m  hurricane  d«ok  ojiiidehips,  with  eubmft  «fl 
And  mou's  berths  forward-  HU^res  between.  Large  portu  abrem^t  of  the  mAin  hAtehwigf  to 
load  uy  oottoQ,  riee.  ^c.  at  Calctttta.  To  load  through  the  hatch waj  orer  all.  To  li«re 
water^  cool,  and  every  kind  of  iiti)rti»  undc^r  thf)  hmricaofi  dock,  then  there  would  bo  no  dis- 
turb in  g  iho  hold  on  arrival  ia  port  to  gcparato  the  abip'a  atoroa  from  the  earigo.  It  is  only 
a  question  of  how  far  the  hiirriciuio  deck  ehoald  extend.  A  tea  breaking  over  tkm  walKl  ci 
a  voA»«l,  where  it  does  mostlf ,  would  then  mn  off  agatUf  and  not  remain  belwoab  tho  bal* 
warkias  now.  Besides  with  heavy  top^gallani  forticastlo  forward  and  poop  aft,  tan 
are  difficult  to  navigate  in  haavy  weather^  and  twist  very  much.  This  mode  would  ] 
tbe  weiffliiK  nt^ar  the  cflutre  of  gravity,  on  J  it  woald  be  jiul  ««  eaay  to  aacend  to  the  hiit* 
ricaiio  deck  as  to  descend  frtiui  the  quarter  to  the  main  deck.  B^idos  whiefa,  the  injury 
freqnenUy  done  to  cargo  whim  obtaining  water  from  ihe  hold,  would  bo  avoided. 


STEVENS    ON    STOWAGE. 


647 


detent  the  design  of  the  buililer;  for  alihough  a  siliip  when  at  [TRIM 
rest,  may  he  appareTitly  in  the  best  sailing  trim,  it  does  noL  fullow  tljiit 
fihe  is  so  in  realily-  A  certain  line  of  flt>iaii<in  might  he  producecl  hy 
»tc»win^  one-half  of  the  disposable  weights  in  the  fore  end,  and  one-haJf 
in  the  other,  or  the  flliole  might  be  stowed  in  the  centre.  In  either  case  the 
ship  might,  according;  io  tiie  topper  marks,  be  correct  as  to  a  stipulated 
measure  of  draught,  but  the  instant  she  entered  uneven  water,  the  diJFerence 
in  the  modes  of  stowing  would  be  manifest.     In  the  (ormer  case  she 

'  would  plunge  heavily,  strain  her  fastenings,  and  break   her  cordage  or 
mac!iinery,  and  stop  her  way ;  in  the  latter  all  would  be  ibe  reverse. 

ilill  For  a  sliip  wbtMi  at  rest  is  not  equally  waler-borue  at  all pmnis. 
The  fuller  midship  seetitms  are  pressed  ii|wards,  wliilsi  the  finer  extremi- 
ties are  sustained,  partly  by  the  water,  and  partly  by  tlieir  connexion  with 
the  central  body.  Tliere  is,  conseiinentfy,  such  a  constant  tendency  in 
the  foremost  and  after  emh  in  droop,  that  wben  ships  of  war  are  cleared 
lif  ibeir  material^  it  h  found  necessary  to  load  them  with  ballast,  until 
all  parts  derive  support  from  the  waier,  and  tbus  to  correct  as  much  as 
possible  the  natural  inclination  to '*  hogging/* 

I  1120     li  can  easily  be  understood  that  hy  stowini;  weights  at  the 

extremities  not  only  is  the  "honrgin^'*  tendency  enconraged,  but  (when, 
aa  in  a  sea-way,  the  wafer  bus  altogether  receded  from  under  the  fore  body, 
and  the  wave  1ms  passed  the  centre)  the  .ship  will  plunge  heavily  until 
tlie  how  meets  with  a  nmterial  resistance*  In  this  way  tbe  be,**!  of  ships 
acquire  tjnfairly  an  unenviable  reputation  for  jjiicbiiig. 

1121  Tbe  most  infallible  mode,  however,  of  preserving  trim  is  by 
the  use  of  the  water-level.  A  leaden  pipe,  bent  upwards  at  both  ends,  is 
let  into  the  lower  <leek  hearus,  under  the  planking,  in  a  fore  and  aft  linei  as 
nearly  am  id  ships  as  the  hatchways  %rill  permit;  the  ends  are  terminated 
with  glass  tubes,  whieli  are  graduated,  and  for  greater  security  brought 
np  alongside  some  convenient  stanchion.  On  tbe  tube  being  lilled,  tbe 
water  rises  to  ils  level  at  each  end,  and  the  sliip's  most  perfect  trim  marked 
oflwhen  she  is  perfectly  stilL 

1122  Any  future  alteialions  in  \\ie  iiini,  eitlier  from  expenditure  of 
Btoreti,  or  variation*  of  wind,  are  inj mediately  denoted  hy  the  levels,  and 
may  be  at  once  rectified  by  the  nmvenicnt  of  disposable  weights^  such  as 
abot,any  number  of  men,  &c.so  thai  at  sea,  when  it  winild  be  impossible 
III  discover  the  trim  by  tbe  eopper  marks,  it  may  he  tbus  ttKcertuined 
H'itbotil  diflieully  ;  and  the  etfeets  of  alterations  in  the  force  of  tbe  wind, 
otherwise  impcr(.e|»tible^  are  declared  by  the  amount  of  pressure  by  the 
head,  indicated  by  the  level.  In  the  absence  of  a  belter,  a  leniporury 
level  may  he  conntructed  with  a  length  uf  goc*d  boac.  [A  common  method 
of  aicerlaining  a  merchant  ship's  trirn^  is  simply  to  observe  on  what  part  of 
tbe  deck  a  bucket  uf  water  will  rest,  or  what  scupper  it  should  run  out.) 


018 


STEVENS   ON    STOWAGE, 


TRIMMING    COAL,   COKE,    &c. 


WKWCASTI.E.— COAL, 

Singk- decked    Bhips   not  esceed- 

ing^Okatd Sa  6d 

Upto25 i  0 

AlMive25keel 4  6 

WftDtlng  etmk  put  to  the  ends  . .  * .  6  0 

Wnnting  coal  lovellt^d     6  0 

With  part  cargn  on  lionrd     *,-*».  4  6 

Screw  atemner^T  biiiiken«  mchided  3  6 

Doable-decked  Mhipa  and er  20  ke«l  5  6 
Half   doulde-decked  sbipe    tmder 

20  keel ♦.-  4  6 

Double -decked  ships,  20  keels  and 

iiboTe,  down  one  hatchway    *  i « ■  6  6 

Ditto  cluwu  two  hatchways    6  0 

Ditto  dovm  three  haichwaya  , . , ,  5  6 
Hall  double-detsked  ahip«t  ^  keels 

aud  above     , S  3 

All  benvy  itieiiacire  eoalNi  at  the  rate  of 
7  wagons  in  the  keel,  proTided  the  owner 
b  pitiJ  iruigbt  on  that  q^uantity. 


KEWCASTLl.-COKE, 

Single-decked  veHsclB  loading  coke, 
and  taking  eoal  for  balhifit,  not  etceediog 
une -fourth  of  their  burthen,  same  nite§ 
OA  above* 

Single -decked  yessek  tiot  exceed- 
ing *20  keela^  with    or    without 

cargo.    Not  exceeding  one-fourth  ^Ip  keel 

of  their  burtbrn  *»....*.......  5  0 

Part  cargo,  if  (he  Bftme  iB  levelleci  6  0 

Not  excttuiing  '25  keel    fi  6 

Ditto  witii  piirt  cargo     ..*•...«».  6  B 

Abi)V«  25  keel ^    .  • .  ■  •  6  0 

Ditto  witli  part  cargo 7  0 

Double-decked  Mhipi  ,.., » 7  6 

Ditto  with  pari  cargo,  if  the  tMune 

ia  levelled     ...*,..,.* ,  8  6 

Thia  scale  id  based  upon  the  burthen 
in  keels  of  coal,  Specliil  agreement b  are 
to  he  made  for  trimming  ba<lly  catistructetl 
venseb.  providing  the  ntaitliman  Manetlou 
the  ftamt'*  All  convenient  hatrhwaya  to 
be  wade  available  in  tri mining  at  the 
•bore  ra(««. 

The  maitera  to  settle  for  the  trimming 
M  soon  AS  tha  cargo  is  on  board. 


WEST  nARTLETO0t.^0i 

Single-decked  ships  taking  20  ] 
For  every  keel  above  20  and 

exceeding  30 keel .*. 

Above  do  and  not  exceeding  40  ki 
With  pari  cargo  on  boanl      . , . 
Screw  steamers,  bonkers  inclu( 
Bunkers  only,  "p  cbaldroa    .  ♦ . 
Double-decked  ships  one  hntetii 

Ditto  two  hatchways 

Ditto  throe  hatchways    

Vassclfl  wanting  coal  shifted  to 

enda ,» 

Levelling ^  . 

YeaseU  stiflSsning  oo^  to  be  d 
cording  to  labour  or  agreement. 
loading  larger  meaanre  to 
or  the  average  of  their  in- 
hold  coal. 

WEST  HA.KTLEFOOL— ^ 

Single^decked  ships  taking  in 

to  30  keel 

Ditto  for  all  above  30  keel    ... 

Doable-decked  ships 

All  Teasels  wanting  coke  sbifl] 
ends.  It  Gd  1^  wagon.  All 
hatchways  to  be  arailftble  in  1 
thcMf  rales.  Any  dispute  lo  b«i 
to  and  decided  by  the  staithnuul 

8£  AH  AM.— COAL. 

The  trimming  of  all  abtpf  enl 
port  of  Seaham  harboar  will  be 
keel,  except  where  extra  labour  is 
wheiiBcf  ^keel  additional  %rill  be 
any  diapiite  aiisiug  will  be  Bettk 
Londonderry  Fitting  Office.  T| 
to  he  regulated  by  any  alteraUi 
neigbboiuing  porta. 

CAEDITF,— COAL. 

Ordinary  vessels  havizig  good  hal 

WAya  - 

If  half  double -docked , 

If  double^  decked     

Double-dcckedf  with  one  hutcbi 

only ••••« 

Three-d  ccked  ships     ..,,,•••• 
Bteftmer's  bunkers  . . • 


STEVENS    ON    STOWAGE* 


G49 


1 123     I'ROOFS.     By  ihe  AdmiraUy  Rrgnlaiions  for  ihe  lransp(M't 
trvice  (June  1,  1866)  ^ 

A  Tha^i SPORT  is  A  ship  vrbollj  engaged  for  goYenuueut  urrice  on  montlily  ttire ; 

A  UiRKD  Tboop  Ship  or  Coxvicr  Skip  U  a  »liip  wholly  engagetl,  but  not  by  thn 
month ; 

A  Tuoop  FaxioHT  Ship  is  not  wholly  engJijjed,  hut  CMryltig  ulso  mercantile  cargo 

or  pauengers ; 
A  Stork  Fnnoirr  Ship  msj  be  wholly  or  parLmliy  loaded  by  goTemment ;  and 
Stosxb  are  storcA,  prorisioDH,  and  oil  artif^lei  ahippcd  on  goremmfint  accoast. 

Traasportfl  must  have  a  !iei^ljt  tif  6  feet  from  de^k  to  beam ;  in  ships 
ciinvcvhig  hur»eSj  7  ftt'l,  lunl  L2  in  the  h*iltl  from  ct'iling  to  beam.     Ballust 

I  washed  and  screened  or  uiheru  ise  iip|iriivud-     Dct-ks  2  inckesi  thick.    l>eck 
bouses  ure  objected  to.     I  run  si  earners  to  have  u  uler-tight  couiimnmentiii. 
K^'hen  not  otherwise   Kptcifitd,  nieaMiircnient  stnres  are  rated  40  feet  to 
Ihe  ton,  hejivy  s lores  2i\  cwt,     1  n  the  fj  e lighting  of  Store  ships  the  govern- 
Tncnt  sii|*nla!*-B  lor  ilie  conveyance  ol  ui^e'  imassenger  tu  every  25  lou  of 
stores  (if  requirtHl),  at  the   rule  u(  six  ion    (Veight  for  every  first-class 
^kasseuger,  fo ur  for  e v ery  secon d ,  un d  tii re e  fo r  u v v ry  I h i rd .     In  the  s to w age 
^Kf  hlores  the  owners  are  at  their  own  ex|)ense,  in  employ  xhe  necessary 
^Htevedores.     ISliips  ^vhieh  have  been  **  .sailed"  must  he  perfeetly  dry.     In 
vessels  eonvryin^'  vovernnieni  slorts,   ilie  quaritily  of  lienvy  castings, 
raiinay  iiioi,  i^c.  must  not  exceed  haif,  and  in  iransports,  &e*  otte-third 
ihc  rev;istcr  tonnage.     Special  permission  is  required  for  the  shipment  of 
l^powder,  anininniliou  or  combustibles,  ma!ehc8,  gonno,  petroleum,  vitriol, 
^^Breen  hides,  or  otiier  articles  of  a  dangerous  or  objcctioniible  deseriplion, 
^Euat  Dot  being  in  casks,  whether  as  cargii  c^r  ballast,  and  liorses  or  cattle. 
^"        J I '2  J     8!»ipa  conveying  over  fifty  troops  are  not  in  be  b»aded  beyond 
that  p(»int  of  immersion  which  wilt  present  zi  clear  side  out  of  the  water, 
^nrh«-n  upri^Ijt.  of  lour  inches  to  each   h»ot  of  regisiered  depili  of  liold# 
^Kneiisured  amidships  fjuui  the  underneath  pan  of  the  deck,  ut  the  side*  to 
^H|lie  nuierline.     Those  with  less  than  iilty  troops,  or  with  stores,  are  lo 
^Blavc  a  clear  side  of  nr»t   tes3  than  three  inches  to  each  fo(rt.     lu  fresh 
^■rnler,  ihe  height  may  be  diminished  by  half  an  inch  to  each  foot. 

1 125     Transports  convey  ing  lOO  men  are  to  have  ventilating  machinei 

^n  DaKK's  or  sojne  other  principle,  ami  those  conveying  50,  with  a  bake- 

[luse,  &c.  an  apparatus  for  distilling  water  by  Normandy  or  by  Wi>i-. 

^iiKSTKit,  &c;  only  half  the  stock  oi  /ihcred  water  will  then  be  retjuired. 

)r  mail  loox.  and  hopii  lUoiS*  h»r  each  lUU  person ii  fur  28  days^    A  prison 

L»r  iwo  }[>  ct?nt.  of  tro*>p-Sj  nnd  le^  irons  for  three  }^  cent,    A  lazaretto  deck 

frxiending  to  thu  hire  |Hirt  oj  the  after  baictiway,  pLif  irm  (or  bammocki», 

'*W*g<?  room,  chako  roi>in  j  'tween  <lecks»  &c,  painted  two  coat*;  h<>ad 

Nimji,  lightning  conductor,  suHicient  suuttUs,  arm  ra*  ks,  Htc* 

«  91 


6i}a 


STEVKNS    ON    STOWAGE. 


1126  U\  Sailing  vessels,  troops  nmslbe  aceommodalcd  [TROOPS 
below  ;  aiiti  in  sieatiierfi*  wlicii  the  voyage  fcxceeds  three  weeks ;  ivhenWsi* 
(exci'inmjj;  Iruin  Nmetnbrr  lo  Febmary  irichisive)  one-fourih  n»jiy  g^t 
niultr  CMvei  on  tfeik.  The  officers'  mess  pliit-e  should  be  tinder  tlie  poup; 
the  corntiiiimlitig  oificer  obtains  the  aftennosl  cabin  on  ibe  port  side;  U»c 
starboard  aide  is  for  officers*  wives  and  families;  the  transport  officer  lias 
the  fntenjt'Si  starboard  cabin  ;  the  master  bus  the  port  cabin  ;  the  cbkT 
officer  under  die  poop.  The  dimensions  of  ti  cabin  For  one  officer,  30  feel 
auperticial ;  for  two  42;  10  additional  for  every  idlicer  in  addifion:  all 
independent  of  ihe  bed  places,  vvluch  are  to  be  6  feet  long  and  27iuchi-j 
wide  in  iransports  ;  2  foet  wide  in  hired  sibips.  Tlie  sianding  bed  places 
for  one  woman  nnd  two  children  under  ten,  or  for  two  xvnnoen,  arc  to  be 
Ofeet  ]on^  and  3  ivide.  All  standing  bed  places  are  to  be  kept  3  inches 
from  the  ship*8  sside  to  preserve  them  from  wet,  Hospit;il  accorainodaliori 
2  or  3  ^p'  cent,  of  the  passengers-  The  hammoclss  are  to  be  6  feet  long; 
each  m  to  have  a  space  9  feel  by  16  inches  wide. 

1 127  The  crews  of  transports  are  to  be  four  to  every  lOO  ion  reg- 
lifter;  wiili  two  boys  in  addition  in  every  ship*  Paddle-wheel  steamcn 
five  men  lo  every  2U0  ton  gross  register;  screwSj  three  to  every  lOU  tuii 
pi'oss-  Rngineers,  Stc.  (in  addition)  one  man  lo  every  15-borse  power. 
Stewards,  cooks,  and  servants,  are  additional.  CoEVict  ships  are  lo  have 
nine  rr.en  lo  every  200  ton  register,  and  2  boys  additional  for  every  ship; 
all  to  be  British  snbjecls*  who  must  engage  to  assist  in  ihe  infliction  of 
corporeid  pnnishmenl  of  the  convicts,  when  required  by  the  surgeoit- 
ssnperintendeni.  Freight  ships  are  manned  like  those  in  the  merchant 
dervice* 

1 128  The  smoking  of  tobacco  on  board  iransports,  &c.  is  furbiddtfnj 
exeepi  mi  the  upper  deck,  between  stated  hours.  Owners  and  mafiters  o( 
all  ships  chattered  hy  the  Admiralty  are  to  adopt  the  most  stiingeuC 
niea>sureH  to  enforce  this  re^nlation^  and  are  also  to  lake  care  that  in  the 
stowage  of  the  holds,  no  ticcuninlation  lie  allowed  of  oily  or  greasy  oakuni» 
or  other  cmnbustible  materials,  widch  might;  canse  spontaneous  cumbus-* 
lion  ;  and  lo  warn  all  persons  on  board  to  be  very  cureful  of  lights,  sti 
as  to  prevent  accidents  hy  fire.  In  transports,  &c.  ihese  direct'unis  will 
be  publicly  read  to  the  iroops,  on  embiu-kation,  by  the  military  command' 
ing  ulliccr,  in  the  presence  of  the  transport  officer,  if  there  be  «»ne  <•! 
boanl  ;  and  will  be  similarly  read  to  the  crew  by  the  master  of  ibe  sliip, 
In  convict  ships  by  the  Burgeon-siij^erintcndent.  Copies  of  this  &nicli 
are  to  be  htmg  up  in  conspicuous  places. 

1121)  When  stowed  in  governnK'nt  iroop  ships  for  disinfcctiiig  ptifi 
poscsp  slacked  lime  h  to  he  protictcd  from  damp,  pearlasb  must  be  i 
hltme  jars,  well  coiked  or  tilled  witli  close  stoppers,  Coiidy's  pateol 
floidi  in  quart  or  pint  boitles  (printed  dtreciions  for  its  u&c  to  be  place4 


I 


I 


STEVENS     OJi     STOWAGE. 


TROOf     SHIP. 


STKTENS      QH       STOWAGE- 


I 


1  ^ 

'     3    ? 


I 


^  4     (!     4 


*^  ^  r->  ^ 


^- 


TROOP     SHIP. 


Bf'SS^ 


i 


1 '      I 


STEVENS    ON    STOWAGE. 


661 


I  h<mn\ ),  nnd  chloride  of  lime,  in  slonc  jars,  placed  so  as  to  [TROOPS 
i  prutecled  from  damp.  For  fumigating  purposes,  sulphuric  acid  siliould 
;  cimlai^ed  in  Imlf-poinid  stop|jired  bottler,  ^acli  packed  sepnraieljin  a 
ux,  lo  be  securi'tl  in  iLs  place  hy  low,  niid  kept  standirifj  upright ;  tlie 
llreirglh  uf  tlie  ncitl  to  he  iliat  commonly  knoivn  aR  sulpliuric  acid,ur  oil 
ff  vkr'uil.     Per-03dde  of  manganese,  to  be  in  stone  jars. 

(f\n)  Guapowder.  When  government  powder  or  combuslibles  are  Bhip- 
I  for  convrifitnce,  a  magaxine  or  plarfi  of  security,  if  neceasary,  will  be  built 
jf,  and  at  tlie  expense  of  ilie  Crown,  and,  in  freigbt  sbips,  th©  owuc^rs  will  be 
hid  frf'igbt  on  ii^iexfefmil  measurement,  and  ncK  on  the  tonnage  of  tbe  powder 
r  combustibles  in  if.  Tho  materiab  to  he  llie  propf>rty  of  the  governmpirt,  and 
»  he  deli%-ered  to  tbe  officer  to  whom  the  powdvr,  &c.  i^  consigned.  A  magazine 
11  uot,  however,  be  required  for  the  following  quantities,  viz:  — 


I  Powder  (jikae),  20  feel 

H-  Ammiinitioa  (nJone),  20  f<^et. 

III*  Powder  and  ammamtion  (atowed  Id  o&e  ( 

TV*  Combufllibles,  20  feet. 


e),  do  feet 


■Dr  will  a  magaxine  be  requirt'd  when  only  20  feet  of  combustibles  are  shipjied 
llie  aame  vet^sel  witli  only  20  fetit  of  the  articileti  at  Nos.  I.  to  111.  The 
jve  fimnil  »|uan titles  may  lie  stowed  in  a  place  of  aeeurity  approved  by  the 
irvL-yiiig  othccry,  and  may,  subject  to  the  regulation*  of  tli»*  eonservalors  of 
theThiimes,  and  of  the  dock  com pauiea,  be  shipped  iu  any  part  of  the  river 
Thumcs,  ihe  brokers  being,  however,  required  tt>giveut  Uiust  two  days'  written 
notice  lo  the  Principal' Superintendent  of  Stores  at  Woolwich,  of  thft  inteutled 
dttU^  of  miiling,  and  place  at  which  the  articlcf^  should  be  |uit  on  bc^ard. 

(01)  When  go  vern  me D t  po wder,  am m  u nit i o o ,  or  co m  b us ti  b I <?»»  (or  wh  i« J  i 
a  nmgii/ine  ta  required  iu  com jiliance  with  Article  IJO,  are  t^j  be  shii*peiJ  in  the 
Tliaraea,  tlie  owuera  are  to  give  at  least  two  day«  written  notice,  aft^jr  tlit>  con- 
Biructiim  of  the  magazine,  to  the  Priucipal-Sujierinteodi^nt  of  Stores  at  Lhta 
R<}yal  Arsenal,  Woolwich,  of  the  date  on  whicli  bIis  will  be  ready  at  Galley >n  a 
Keach,  oracGravesend,  hi  receive  those  artidea.  Hailiug  r  easels  whose  draught 
of  water  dooa  not  exc4?ed  IH  feet,  are  to  proceed  to,  and  be  made  fast  at,  a 
red  mooring  buoy,  which  ban  been  placed  there.  Other  saihiig  veiisels  and 
all  f*leam  vessels,  are  to  proceed  iu,  and  make  last  at,  tlie  nmoriugH  hud  down 
on  the  southern  side  of  Gravesend  HeHch.  A  steamer  towing  another  vessel 
must  rust  off,  and  leave  the  ship  for  a  distance  of  not  less  than  WO  yards  during 
the  shiitiiieut  of  powder,  t&c.  and  the  hatcbes  of  the  lighter:^  will  on  no  account 
h9  imi^d  iNitil  the  tug  has  prooaeded  to  that  distance,  nor  until  all  liglitsand 
firea  on  b(»ard  the  sliip  have  been  extinguLshed.  Before  powder,  «tc.  wiH  bo 
•hipped  on  board  steam  vessels,  llie  fumace  fires  must  he  proptTly  banked  up, 
and  all  lights  extinguished.  The  shipments  will  be  made  nndrr  the  [ler^onal 
dirtH'iiritis  cif  the  officers  of  the  War  Office,  who  will  deliver  the  key  of  the 
igiitmv  scuttle  to  the  master  of  the  vessel. 
^88)  When  any  quantity  of  puwder,  ammuDition,  or  combustibles,  ex- 
ig  thoso  tpeoilied  iu  Arlicla  dO,  is  shipped,  anprivats  acooUHi^  under  tbe 


STEVKNS    ON    STOWAGE* 


653 


KILITABY  OFFICEBS^BEFAETMENTAL. 


Hsj<nr-Oemenl » 

Brigftdier-Geiieral  ...... 

CotoD«l 

JdfiuUsmai-CdLoneiy  or  Majur 

Chivtoiii 

lieatoBsnt  or  EnMgn , 


ewt 

cub  ft 

86 

180 

80 

IfiO 

26 

IdO 

20 

100 

14 

70 

8 

40 

MIIITAEY  OFTICEHS— EEGIMENTAL. 


CATAUtTf 

■ltd 
LffVjkjrniY 


Asitu.iiiT 

or 
Enounisu 


Catauit 
IiVAjrnrr 


Cayalkt 


Field  OMcer  .»..• 

Caplaiii  «•.. •   .,•, ••.... 

S ulkufem    •••»..■»•••■.>»•■•.■■■•.■*.■.■•• 

Piif  uiaHterJ' ••••***..«*.* 

AdjuUnt^  Hiding  Master    .,,,..•,,......... 

QokftemmBter J 

8iuveon*Mjijor  or  Surgeon,  AnButftot  Surgeon, 
Veterinary  Surgvon 

FiddOmeer 

Capiiin    , , • ..•,.,.. « . 

8ii bflJU'm    * 

PnyTusBter^ * 

*•«-'"":!}[  n"„'tt«-:::::::::::::::::: 

Riding  Master,  Qiinrtermnster^ 

Snrf^eon'MAJor  or  Sargeon,  Asnfttuit  Surgeon, 
Yeterinvj  Surgeon. 

Hospital  3l0T«t 

^Anooiirera'  Stores .... 

BegimentAl  HeM « 

TroopSf  escl],  if  above  50  mnk  ood  file 

Ditto,  if  50  mnk  Atid  fi]«  and  tmder 

Sail«lleT«'  Apporatiift « 

Articles  of  tword  or  Lance  Kxereiae. .....,.,. 


T«*.«..^«  Coiii|i«nJe»,  each,  if  above  50  rank  and  file  . . 

IXFAHTET  Ditto,  if  60  and  under 

Behool ..•...«••*......< 

fiaod .*. « t .,.., 

£m1i  Soldier'a  wife,  including  cbildren ...*.«,, 


ewt 

cub  ft 

Iff 

90 

13 

60 

6 

80 

• 

• 

6 

80 

8 

40 

• 

9 

27 

185 

IB 

20 

n 

60 

• 

* 

18 

90 

13 

CO 

12 

60 

• 

» 

18 

90 

6 

SO 

60 

260 

12 

60 

6 

80 

6 

80 

7 

35 

18 

20 

12 

60 

8 

U 

12 

m 

1 

6 

General  and  other  Staff  DfRcerfl,  Cavalrr  Officers,  and  Moulded  OfBcera  of  Infantry, 
mhmk  pfoeeedin^f  by  water,  are  to  be  allowed  Rpectally  to  etnLark,  bcaideii  the  aWvi",  the 
•fidpuMot  for  each  borac  reqoired  to  be  kcjpt  by  I  hem  in  Hie  eiecutioti  of  thMr  pobliif 
diili<Mii  and  foraged  at  the  public  expeuM,  in  the  following  proportion!,  vix : 

PoronehoTM   * **,     10  cubic  feet 

For  the  tecond  and  every  other  horae  in  addition. .      5     ditiu 
r^  Aocording  to  relative  rank,  with  an  addition  for  Medical  Ol&cera  of  one  ewl  lor 
five  cubic  feet)  for  profewsional  books,  &c. 

*  Combatant  OfHcert  of  Cavalry  arc  allowed  two  ewt.  (or  tea  eiibifi  l«et)  in  addition 
Llo  the  ahove  quantitit^A,  for  spare  saddlery. 

t  The  qmiihtity  for  Paymaiftera.  Adjatanta,  and  Quartennaftten,  aa  abov«,  are  exelnatva 
'  c'   :       -  *  <  >  cttliic  feet*  for  the  two  former,  and  ten  ewt.  ^nr  50  cubi^  foet)  for  the  latter« 

rivalry  or  Infantry,  and  tit  cwi.  {or  30  cubic  f«'it|  if  behin^ing  to  the  Eojal 
y<  h  Mil  KngineeTN,  allowed  for  hooka  and  ntorei  in  their  immediale  charge*,  whrti 

i  houka  aiul  alorea  actually  aocompany  them. 


11^1  Scale  of  Sabstttutes.  The  al^ore  scale  af  rutioos  being  sii SictentiT 
varied  for  healtli*  are  ta  be  ftdliered  to,  except  bs  regArds  tlie  subBtiititiou  of 
fresh  for  aid  ted  or  preserved  provivioiiSt  wh*>n  priicticabln*  ii?the  prnportio 
shown  below.  In  order,  however,  to  meet  ensos  in  which  it  may  bo  a<'tiid 
ne^etaarj  to  depart  from  the  9oa](>,  a  list  of  equivalents  is  appended : — 

To  he  esteemed  equal  to 


Freah  bread      ....*•<*.... 

Flour 

Rjce 

Fresh  mejkt    ......*.* 

SplritM 

Coffee  (roasted  and  ground) 
Chocolate 


km 

loz. 
loz. 


Fresh  vegeUliles i  tft.     | 


Floor     ... 
Split  peas  ., 

Calatancea 

DhoU 

Rice 

O  atmeal     . 


J  pint 
I  pint 


I  tty,  blaeait 

I  th,  salt  meat. 

1  pint  fnirter, 

}  OS.  tea. 

2  OS.  preserred  potato  (unoooked)  at 
1  OB.  oomproaaed  mixed  ▼egetaUee 


May  be  issued  m  lieu  of  each  other 


1 


I  pint  split 


113*2    Instructions  for  the  Baker.    The  troops,  women,  ohildreti^  an 
other  jifoverNTiient  pnssengers  ejnharked,  are  U>  be  supplied  with  fVesh  br 
four  titt^TJt  ft  werk,  viz.  on  Sundwys,  Tuesdays,  Thursdays,  and  Saturday**, 
bread  in  to  be  baked  every  Monday,  Wednesday »  Friday »  atid  Saturday  ,  hiiti 
is  not  to  be  issued  until  ilie  day  after,  so  as  not  to  be  eaten  new.     BhHh^  i 


STEVENS    ON   STOWAGE, 


S55 


Imoi  ta  he  done  on  Sunday t.  llie  bnker  is»  on  each  oceasiion  to  ^TROOPS 
lobtniu  *^urticieEt  flour  to  produce  the  n^quired  t^uatility  of  bread  ;  ealeiduUDg 
1 4  [Ik  i  if  Hour  for  5  lb.  of  b  icn*.  B  read  is  to  bo  made  of  pure  flour  and  yenst,  and 
[ft  little  stiJt  and  water;  no  other  tugrcdlenta  whatever  are  to  be  added.  The 
Pbread  is  to  be  baked  in  tins  (capable  of  contiiiuing  a  loaf  of  3tb,  each*  The 
[oven  is  to  be  heated  daily,  and  wheu  not  baking  bread,  may  be  used  for  cook* 
tin^  other  food*  'i'be  si>aco  appropriated  for  the  oven,  and  for  baking*  is  to  be 
fltopt  clear  for  that  purpose.  Baking  utetisiiB  to  be  kept  thoroughly  clean; 
when  not  in  us©  are  to  be  locked  up,  and  the  key  retained  by  the  buker, 

1183  Table  showing  the  number  of  daj9  f^  r  which  seagoing  ships 
should  be  provided  with  mess,  rations,  mtdical  comforts,  water,  forage,  and 
Dcoebsaries  for  the  following  voyages. 


STATIONS   OB   POETB 


Bteamon 


Aux 
Power 


MXDITKBiUKJtAIV 


NoBTS  Ammbica 

ftud 

W»Bt  Imdus 


BOUTH  KUMBICS. 


AratCA,  &e. 


AmrrajLUA,  ttt. 


GilinJlw 

MalU    »,,,. 

NevrfoaniUatid ...• 

Nova  Hcotiu     ...*» • •«,. 

New  Bniu^wick  ....    ..............*.. 

Prince  Edward's  Island     .,*.** 

Ciiutwls  (Quebec  ur  Moutrcai)      

Bermuda .*....•*.•. 

Bahtmut • . .  • 

Juuflica * 

Windward  imd  Leeward  Isliiiids 

Hosdnnifl 

B.  GuuuuL  (BerbicG,  Dvmerara^  EsiifM|ailHj) 

Wetft  CoMt  (Ganiiia  ar  Biem  Leone)  « • 

Gold  Coa»t  (Cniw  Co«»t  Camle) 

AaceiiHJir>li  and  81.  Helena 

Cftpe  Ooc»d  Hopo  (C.Town  ur  8liDiiiii*iii  Btky) 
AlgoA  liuy,  Eojit  LoadooT  or  olJier  |>orta 

Mauri  lina 

Vvyltju «• .'. 

Bombay    ♦ 

Uadru • 

CalcaiU    .« 

Hong  Koug a 

Sydney^  Uelbonme,  asd  Taamanla    .... 

Fr«euiaiitte 

K«w  Zeakad * .  * 


Out 

Out 

10 

22 

21 

2tf 

21 

32 

21 

sa 

31 

u 

24 

87 

28    ' 

42 

24 

40 

84 

4S 

S2 

42 

SO 

40 

6(» 

51 

Ml 

40 

27 

W 

»7 

47 

fi2    ! 

6S 

&4 

7» 

71 

88 

m 

97 

102 

121 

105 

ri.H 

1U8 

rii 

IIH 

129 

130 

149 

121    1 

1S9 

113 

IHO 

lU 

Ihl 

6$ 


In  tlie  ftlK)vc  tuble  Hie  aum  of  the  number  of  dayi  allowed  for  voytgea  outward  la 
full  |iow»r  iLtiiaicri  i«  l,0<ri;  homeward  the  number,  according  to  govenunent  regulation, 
U  1,G24$ ;  and  out  and  home  S.lHl  daya.  By  auxUUry  power^  oat  1«%5,  linme  1,994),  and 
out  and  home  8,659  dayi.  In  aaiUng  wtM^  out  2,821,  lioai«  2^89,  out  aud  home  4,277 
day*. 


G56 


STEVENS    ON    STOWAOF:. 


US4    Horses,  Hay,  &c»    Horse  shqjs  umi^t  tnj  lauoci  with    [TROOPS 
otio  ^n\r^  stiill  lor  every  tejj  liorses.     FofllgB  for  each  horse  daily  ;  6?t)  o»i». 
lOtti,  ItuVt  htilf'p«ck  or  '2}tt).  bmn,  6  gdloiis  water,  and  such  qi: 
viDegar  and  niU"e  as  may  bo  required  for  dftily  use.     VVheu  the  f> 
iho  service  may  require  thai  hay,  shipped  od  govemmeut  account    fit 
carried  ou  ihe  upper  d«'ck,  great  care  is  to  be  taken  in  protecting  n  ii    m    1 
danger  of  ignitiuUf  and  in  frequently  estamiuing  its  condition,  so  u^  i     <     i 
tain  whether  there  be  any  syin plans  of  Bpontaueous  combustion.    Scuukibg  ;u 
its  itunu'diate  vicinity  is  strieily  prohibiti^d.     Ln  steamers,  the  hay  rnu^t  be 
]»hiceJ  out  of  the  reneh  of,  and  proteeitd  froui,  sparltsiVoui  the  funnel. 

1 13^3  Iti  185d  the  Admindty  published  instructions  for  '^noastersoa 
hoard  ILM,  hired  Trattsporta^  when  employed  in  carrying  provisions  and 
vicluulliug  .stores  from  one  port  lo  autJlher.  or  for  distribution  tu  ships  il 
sea,  4ir  iu  vieli]allin<j;  irotips  ar  pa!»sengers/'     These  instructions  sayi 

"  You  are  on  no  acoouut  whatever  to  suffer  ruiw,  or  other  spirituous  liqoon 
to  be  tirawn  off  at  any  lime,  or  moved  from  OTie  cask  to  anotheti  in  any  plset 
e,\cept  u|ion  the  upper  or  main  deck,  and  then  hy  daylight  only ;  at  all  tiniil 
wlit'o  lights  may  be  required  in  the  lazjiretto,  afterhold,  or  store*  rooms,  ya 
arc  to  take  eare  that  a  steady  uliieer  attends  with  good  lanterns,  strictly  foi 
hidding  the  eaudles  to  he  taken  oitfc:  any  inattention  to  these  directions  - 
most  rigid  eompUnut'O  with  which  is  so  t^s.s«:'ntial  to  the  preservation  of  i 
lives  and  jtroperty  on  board— will  suhject  the  ship's  freigJii  to  a  severe  md 
and  tlie  offeuding  party  wnll  not  be  allowed  to  serve  in  future  iu  any  I 
charinred  by  the  Lorda  of  tlie  Admiralty.     The  /f/'^  should  also  be|~ 
guislied  at  a  iixed  period,  as  well  as  the  lights,  except  those  lliat 
ahsohitely  necesstiry/' 

"  You  are  not,  at  any  time,  to  allow  either  Pigs,  or  poidtr)',  lo  bo  ke 
below,  and  jjo  dogs  are  to  be  erubarked  with  the  troops,  or  kept  on  board-** 

"  The  'tween  decks  are  to  be  lref|uently  tchiie-Wtuthedt  with  wash  of  a  prop 
consislouoy,  made  with  unslaked  liuie.  into  which  iato  be  put  white  cop[)er 
at  the  rale  of  one  pound  to  each  bu!»lifl  of  Huic :  it  is  to  be  laid  on  while  1 
inuned lately  after  it  shnll  have  heeu  well  niixed." 

'*  If,  (ui  the  opeuiug  of  a  cask  of  6Wl  Heef  or  Suit  Pork  for  expenditnrt 
it  ahull  bo  fouud  yhorl  of  the  proper  nnuiber  of  pieces  by  IttU,  or  if  eoiTe^it  1 
{(ti4r,  hut  apparently  deficient  on  the  whole  number  of  pieces,  of  the  pr 
itcii^ht,  you  are  to  Inlorm  the  agent  thereof,  nx-hfti  he  will  issue  bia  ordiirt 
idl  chhUs  of  salt  meat  remniniug  nu  boaid  ^tliat  form  |iart  of  the  same  snp 
shall  ho  8ur\'eyed  as  opened  forexpenititure.     The  following  rule  is  to  be  i 
served,  viz:  fourteen  (deees  oi  hetd" cut  for  Bti>.  pieces,  or  twenty-eight  pie 
of  {loik,  cut  to  4 It),  pieces,  taken  out  of  each  of  the  casks  as  they  rise,  and  I 
saU  shaken  off,  are  to  weigh   lldlh.  avoir.     It  is,  however,  to  he  ob^r 
that  it  iu  eariynig  out  the  aln>ve  i  ule  it  shall  be  fouud  that  there  is  a  i 
in  weight  instend  of  li  dtHcioaey  upon  the  vrlmle  of  the  meat  so  weigh 
are  lo  take  care  lo  debit  yourself  with  such  s*irjdus  ou  your  own  aceouut** 

1136    The  Army  Hegnlatioiis  for  Troops,  (1867)  as  regards  ib^ 

accommodation  in  hired  IrauNportit  and  freight  sliipS|  were  as  foUuwt: 


STEVENS    ON   STOWAGE. 


057 


Hie  iippmximate  iimount  of  toniiftge  reqiiirei!  for  lb©  convey-     [TROOFB 

Bice  of  ti-onpg  i8ulM>Ht'270  to!*,  lum.  to  each  lOO  mvn  ;  unci  it  h  now  eHtubliHlied 

bal,  in  taking  up  Blii]«s,ftuffirit'rit  spiice  be  ullotn*cl/>/'  (ill ihv  tronp$  tohe acconi* 

WodatfJ  hchu\  liut  iUp  ftmount  of  tlie  ac^onniiodiition  will  ilep^nJ  on  the  nurr*- 

berofhHmuiocka  wliicU  cun  le  hung  u|i      [8eo  r<x'.  ll*2f\  ] 

Ab  miiuj  air  inUen  aie  In  be  fitted  fiom  the  deck  und  ei*titth's  Ui rough  the 
bip'a  aides,  ra  may  he  netTessary  for  venlilntion.     Annvrrn^ks  nrv  to  hf^  fitted 
between  decks,  in  the  inuiMicr  most  eonveuient.  hefore  ihe  foro  liflichwiiy, 
8pirit3<,     When  111  in  or  miy  other  spirit  is  supplird  with  the  rntion,  it  ii 
I  be  mixed  wiih  lU  least  iUi't-e  parts  of  wnter.    Shoidd  ll«e  otfkrr  roninmnding 
DDsider  it  m^ci^saiiry  to  stop  or  iihnte  the  rntion  of  wine  or  spirilH,  it  iH  to  be 
ridered  *is  forft^iied.  and  is  not  to  be  isj^iied  itt  ft  subsequent  jH'riiKl. 
Fire  arms.     (h\  the  emb-trkation  of  troops  nrmed  vviih  nfh"*i  irnn*kKi*»  thi» 
jhts  of  whit-h  are  liable  to  injury  ifplttcfd  ir»  rocks  duHujsf  iIjo  voyugi*,  such 
lis  as  «rc  not  r*fK]niicd  for  use  are  Ut  be  8eenr«Iy  piieked  Ui  cii8<'9. 
Windsails.     Dmiug  voyogps  ill  all  climnles.  the  most  bt'nefSeiiil  effects 
s  dmved  from  the  use  of  wiiidsuils.     The  master  of  tbo  trriUHport  is  douirftd 
biive  ihem  made  imiiiedi«i*iy.  if  not  *ilro«dy  pr(»vjde<i,  nnd  th«y  are  lo  be 
DDfttantly  hung  up.    Titcse  sails  tluow  a  strmm  uH rob!  air  heiween  dwckii:  utid 
lis  not  an  unusual  ]vrat!tii'e  uJiion^l  (ho  in^'ii  rn^ar  the  hab^hwiiyg,  to  tia  up 
h«  boiiom,  by  whirh  ihia  sulutiiry  [lurpoj^e  ?<»  di^rcatcd.     The  H<.\rJHiinl  of  the 
vaitih  15  to  be  responsihle  Jiat  thii  irregularity  h  nevc-r  (^onjmitb-d. 

Fumigation*  Frcfjuent  runiig.'ai(Mi  h  highly  mutei  iJil,  to  fuevcut  minchi*^f 
cim  confine  I  air  'I'iif  bdknving  ingredients  ar<>  rivpiirud :  oorumon  nalt  J  o3i» 
Hide  of  luangaoeao  in  fiowder  1  o/,  stit[ttiurie  tund  1  ilnid  o>ttice*  and  wiitur 
i  fluid  ounces.  The  water  and  acid  ure  to  bo  mixed,  and  ibcn  poured  ovur 
htt  oilu^r  iogreiHcuis  in  ab  isin^  which  should  beplHeed  in  a  pipktu  of  iiot  wind. 
I  i37  The  Army  Regulations  for  Horses,  |)tihlished  in  1867,  with 
rgard  to  their  conveyance  un  bnjird  ship,  were  as  fullnwn: 

Horses  should  bt  kept  in  aeool  vtuto  before  embarking,  ami  nhould  be  put 
^ti  board  raiber  low  in  tlesb  llian  in  too  high  eoudition;  in  which  latter  state 
bey  are  moru  disspose«l  to  he  Jraetious  ami  to  kick,  and  are,  moreover,  more 
liable  to  infltuiimation, 

liong,  fibiw,  8te«dy  work  h  to  be  given  to  iH^rsfN  previotif^ly  to  their  em* 

irkutinfi.     Titey  are  to  be  kej>t  fiiirtiiig  and  without  wuttT  for  M^ime  houra, 

[  sslinging  H  more  likely  to  provt)  injurious  when  their  belli*?*  arc  diNtcuded 

1th  hH»d  :  and  ibey  will  sooner  beccane  rceon<^i!od  to  their  rbangc  of  quaiteni, 

tid  take  to  their  feci  on  boards  ^hi'n  Uuty  have  been  ki*]>t  fanting  piuvinuMJy. 

Captains  <»f  troops  aic  to  iiriaiigts  their  horaett  on  bonrd  in  the  natneurdor 

i  that  in  which  tley  havt>  been  in  the  luibit  of  ntnuding  in  Ua  ir  troop  finblMt. 

PhD^e  horj^oH  which  know  imo  Hnoibcr  wdl  both  (erd  b»vittr  and  wtand  quieter 

^etiier ;  a  kicker  or  a  vieioua  home,  abould,  if  posHble,  Iw  put  in  a  corner 

\i\.    The  cnlkiiiga  of  the  bind  shofs  arc  to  b«  removed,  a«  they  are  not  ricoded 

I  board,  and  in  the  event  of  uay  kiiking,  do  mueb  iiyur)\     Great  caution 

nnecasary  in  clinging;  the  b^dch  baud  am)  breaiit  giilb  mml  be  fti-eurdy 

atened,  or,  in  hi^  fitruggte^t  in  tlio  air,  the  borae  may  »hp  lhrt)ugh.     He  ia 

I  be  run  np  ai  a  rapid  rate;  and  after  attaining  iha  ueoaeiBary  beiglil,  bo 


688 


STEVENS    ON    STOWAGE* 


steadily  a!ul  car. i fully  lowered  down  tho  hatchway;  cajre  being  i^TEOOPS 
tiikoQ  ta  hurco  a  f;uidG>rope  Rltachcd  to  hU  hear) -collar  {tins  filiip  hiuiil^eoQtf 
beio^  iiivikrittbly  put  on  before  the  horse  is  sluiigj  and  two  or  three  ciftltl 
aud  active  mea  being  stationeil  botween  d<?ck»  to  sea  that  lib  li end. legs,  tni 
lAil  ure  not  iojured  iu  descending  to  Uie  Uvter  deck,  where  a  %»Q(t  Wd  uf«ttiv 
must  be  provided  for  hiui  to  aliglit  upon  ;  and  thi^*6  d^k^riiiiuedandfnaliilt 
ineii  ar^  to  be  ru>idy  to  receive,  and  to  take  ofiT  hi^  dings,  aa  oq  first  fiadiiil 
his  legs,  unless  he  is  fimily  and  judieiouiily  handled,  he  oot  uufrt^qiirattf 
plunges  and  kicks  violently. 

For  tho  first  two  or  ihrt^  day^  on  board  ship,  food  la  to  be  givi*u  rslber 
Bfiaringly,  principally  bran  ;  but  after  the  horse  becomes  reconciled,  anil  ts 
his  appetite  increases  (which  it  will  do  idler  he  has  been  at  sea  a  few  diyt)* 
he  is  to  be  more  liberally  fed ;  but  a  bran  mash,  or  oats  and  bran  mii.ed,  it 
to  be  given  him  at  least  every  other  day. 

The  ifihip  bea^l  collttr  of  canvas  is  the  only  safe  fastening  on  board,  tod 
there  should  bo  two  shanks  to  each  eollai'.  Th»^  horse's  head  should  he  ti#d 
father  short  thun  oilier  wise,  and  there  should  be  several  spare  oolfara  on  bosrd 
■a  well  as  aome  good  stout  canvas  for  repairs. 

Horses  can  be  shifted,  and  cleaned  out  and  rubbed  orer,  and  their  f«it 
washed  every  day.  weather  peniitLiiug;  the  dimg  being  drawn  up  thohatebr 
way  in  baskets  provided  for  the  pnrpose,  and  ihrown  overboartl,  eare  betnf 
taken  not  to  remove  any  of  the  shingle  with  the  dung  from  the  horst^s  Uaiii^ 
Tuhbing  the  legs  is  of  the  greatest  nonstHjuenee.  and  is  to  he  prartiscd  eftfj 
day.  when  die  wenther  pernuis.  and  whibt  the  horses  are  being  fhangal 
over.  The  jirovision  of  the  spttre  stall?*  on  board  will  allow  of  this  operation 
being  more  speedily  efferted. 

Horses  are  to  be  slung  in  smooth  weather,  and  allowed  to  atand  on  thair 
legs  in  rough  and  stormy  weather;  they  will  rest  their  legs  and  feet  hy  throw 
ing  their  whole  weigUi  into  the  slings,  ant!  re|R)sing  in  that  position,  while  tltt 
si  lip's  motion  is  compiiralively  easy  ;  where/is  to  sling  a  horse  in  rough  wpAthrr 
(wliereby  ho  is  taken  off  Ins  leg?*)  would  only  have  the  effect  of  knocking  him 
about,  as  the  ship  rolls  to  and  fro,  and  would  moreover,  causp  him  to  beaererolj 
chaM  hy  the  fiicllon  of  the  side  bales  ain!  the  horso  hannnoek.  Horses  ia 
TaiLahly  re»iitt  the  rolling  motion,  and  lb  row  the  whole  weitiht  of  the  bodjr 
when  allovvetl  to  retain  their  legs,  exactly  in  theilirectiou  oouitiu'y  lo  the  molieai 
which  if  slung  they  would  be  unable  to  do. 

Hoi*iea  are  not  however  to  be  phiccd  iu  slings  or  horse  hammocka»  unlJI 
they  have  been  at  sea  for  a  week  or  ten  days,  as  some  horses  would  l>e  only 
made  uueaBy  at  the  attempt  to  do  so ;  and  some  animals  will  not  allow  them- 
selves to  he  bhmg  dm  ing  the  longe^it  voyage. 

The  aliiig  is  to  be  ["laced  in  the  cenire  of  t!ie  horse  s  belly,  and  then  tht 
breast-hand  and  breeching  fai^tencj  lo  tho  required  length  and  tighciie 
The  sling  should  just  come  up  to  the  heiglii  of  the  animal's  belly;  but 
attempt  should  he  ntftfU  to  raise  him  <;//*  Afif  feet,  for  when  he  finds  the  retiaf 
which  is  Hll'ordetl  by  throwing  his  weight  into  the  slings,  he  will  not  be  slow 
in  doing  so  :  indeed  with  some  horses  it  is  necessary  to  nst?  great  i]uickneei« 
in  m^tking  the  ropes  fast  before  they  throw  tlicil  whole  weight  ti])Ou  the  canvas* 


STR\^KNS   ON    STOWAGE. 


In  th©  s})iing  mareM  are  generally  more  troublesome  than  geld-     [TROOPS 
j  ingB,  R^d  are  more  indined  to  kick  nnd  rul>  ajyainst  thebHles,  ^Iiich  in  such 
^s  lire  to  b<-'  well  covered  with  sbeepskiiis.  before  tbey  have  caused  injury 
hy  rubbing  tbroujpfli  the  skin. 

Too  much  attentba  caiinot  be  paid  to  the  consUut  tiiminiug  of  the  wind- 
«aila.  wbirh  must  bo  kept  fttU  to  the  u  imf ;  the  fore  part  of  the  ship  is  invariably 
that  in  which  sickness  firat  exinluts  itself  among  horses,  and  therefore  the 
greatest  atteutiou  must  bo  paid  to  throwing  a  stream  of  fresh  air  down  the 
fore  batohway  by  the  wind-snils,  tlie  lower  euds  of  which  Bhould  be  carried 

I  to  within  a  foot  or  so  of  the  flooring. 
Vinegar  in  essential  to  the  comfort  of  tlie  troop  horse  as  well  as  to  that  of 
the  m^n,  and  is  lo  bo  freely  used ;  and  botfi  the  maugera,  horses'  mouths, 
noses  (and  occasionally  their  dockn),  Hhuubl  be  sponged  with  vinegar  r6pea*,edly^ 
wbtch  appears  to  freshen  nn*]  delight  them.  Chloride  of  lime  bhould  be  also 
thrown  on  the  flooring:  or,  what  \^  better  still,  to  destroy  ihe  ammonia  arising 
from  the  urine,  powdered  alabastar  or  gypsum,  a  few  sacks  of  whieh  are  to  he 
|iravided  for  pnrifying  the  air  between  decks. 
In  very  rough  weather,  and  if  the  vessel  shonld  labour  verj'  much,  it  will 
be  found  necessary  to  have  all  the  men  who  cau  be  spared,  to  stand  to  their 

t horses'  beads,  as  tliey  will  l>e  less  frightened  when  the  men  are  with  them. 
The  air  tubes  whieh  nins  thrimgh  the  two  decks,  and  are  earned  up  behind 
the  horses,  require  eho  to  be  cnnst>inily  Looked  to;  and  care  is  to  betnken  to 
Bee  that  nothing  is  permitted  to  be  on  the  decks  which  can  at  all  interfere  with 
(he  thorough  jmssnge  of  the  iiir,  or  choke  the  apertures  to  those  ventilators. 
In  taking  horses  out  of  the  shij>,  the  snme  precautious  are  necessary  as 
when  i^ubarking  them,  and  for  some  days  afier  a  long  voyago  ihej  should  be 
^led  in  hand  at  %  gentle  pace,  and  no  weight  put  on  their  backs,  nor  on  any 
Hftcconnt  ahould  they  be  allowed  to  go  out  of  a  walk. 

I  138  The  Queen's  Regulations,  1862,  contain  some  instructions  for 
Royal  Naval  Officers,  which  may  be  useful  to  officers  in  the  rnercbaiu 
service,  especially  when  conveying  troops,  &c. 

deanlkiess*  Ah  deunlineas,  dryness,  and  pure  uir,  are  essentially  neces* 
ftary  to  health,  the  eaptain  is  to  use  his  utmost  endeavours  to  obtain  those 

t comforts  for  tlie  ship's  company  in  as  great  a  degree  as  possible,  'I'he  ship  ia 
always  to  be  pumped  dry,  the  pnmp*well  U  frequently  to  be  Bwabl>ed,  and  a 
fire  let  down  to  dry  it  <  proper  precani  ions  being  taken  to  guard  against  acci- 
denta).  He  is  to  take  rare  that  thero  i^  a  free  passage  fore  and  aft  for  the 
water;  and  ihosM  plMrT»«  where,  from  the  ship*8  trim,  there  may  be  a  lodgment, 
ftre  to  be  baled  out  and  dried  :  in  steatii  i^hi  pa  especially  lie  is  to  see  that  every 
possible  means  be  taken  to  insure  that  the  air  may  eimdute  freely,  and  that 
room  be  left  for  a  man  to  get  down  u[»on  the  keels* ui  to  rlear  the  timlKirs  of 
ill  ofleuHive  matter.  He  is,  as  fretpieittly  as  he  may  deem  rerpii»it«>,  to  examine 
fiimaelf  the  state  of  the  holds,  and  the  lower  parts  of  the  ship,  with  the  surgeon, 
ind  if  he  should  not  find  them  perfectly  clean  and  frc^e  from  obnoxioua  auiella, 
ho  in  ti  csu^e  a  thorough  examination  to  be  made  with  a  view  to  det»Tt  and 
eixiove  wlmtever  may  be  likely  to  engender  dtsea)^. 

Id  lineof-battle  ships  and  frigates,  if  the  weather  should  prevent  the  ports 


6C0 


STKVKNS    ON    JSTOWAOE. 


from  Itoing  ojiened  for  a  coiiFideraMe  lime,  fires  aie  to  be  inflde 

in  t^ie  stoves^  itud  by  Dieiius  of  them  and  of  windsoils,  the  lower  dfok^ 

be  kept  us  dry  and  as  well  veuiiloted  as  jiossilde. 

lie  is  to  Bee  tlifit  the  men  nre  ])ro]>erly  clolhe*l»  iu  ihe  estrtldifibed  un 
accordinj^  tn  tlie  nature  of  the  elimnte  in  whif;h  they  nmy  be  serviug 
their  hair  is  jooperly  cut  «iid  cleiin,— aud  ihat  they  arc,  geiit'rnlly,  vl 
their  perso u s  a  n  d  d ress.     Tl  ley  a  i  o  n c  v er  t  o  b e  su  fl e  red  i o  n  in  u i  q  i  n  w  et 
or  slepp  ITJ  wet  lieddiiig*  when  it  chd  pc:Rsihly  ho  avoided. 

The  8hip*s  eomimny's  heddiiig  h  lo  he  aired  once  a  week  when  the 
will  pernut,  eardi  aitiele  bfing  exfmsed  sq>arately  to  the  all"  hy  being 
in  the  rip^^nng  or  upon  i^irtlines.  Tvviee  a  year  their  hhmkcis  ore  to  b« 
with  soMp,  ill  warm  water;  Hndortcea  year  the  bed  tickiiij^^  are  to  ho 
End  the  hiiir  heivten  and  teazt  d  before  it  is  replaced.     CttAP.  44.  sec. 

Sorgeon.  He  is  not  lo  confine  iits  attention  oxelitHveU'  to  patieai 
811'k  lierth>  or  to  those  who  mny  be  acttudly  sick*  but  lo  wiitch  every 
stance  that  may  in  any  dc^riee  tt'nd  to  M'^'l  the  gt-nernl  health  :  and 
he  snspect  indisposition  in  *inv  man,  he  is  to  cxjimine  him  minntely,  u 
he  may  not  eoniplaiii ;  on  finding  hismispicioii  well  IVunidfd.  Ire  isimiii 
to  take  such  t^lrjisus  iiiHy  he  iTPc«'ssfiry.  in  order  thrit  the  di*%eiise  may 
sj*eedily  nrre^ted.  Upon  long  crin/.t^sj  or  voyage**,  wheii  there  is  not  a  sui 
of  lerjion  jnice  on  bojird  for  the  vvhol.j  shi|)'jJ  company,  he  ib  to  ii^ei*t 
iuspeclion,  whetlier  any  ot  the  men  hove  f*yniptoms  of  scurvy;  autl 
he  discover  any  who  show  the  Bhglitcsi  m  iiipit>ms  of  that  diss^oso, 
demand  lemon  juiee  and  sugar  fmm  the  piiy muster  for  their  nse,  as  i 
iu  Article  L     Cuap.  52.  sec.  15. 

Provisions.  Whenever  the  sliip  is  in  porr,  (at  hotne  or  abroad),  t 
are  to  bo  snpplicd.  if  pof^siblo,  with  iVcsb  meat  and  vegetables.  Wh« 
meat  is  received,  llie  rupiain  is  always  to  tnke  care  to  appohit  proper 
to  ascertain  that  ii  be  perfectly  gnod  and  wholesome,  ao'h  if  from  a  con 
in  evei-y  way  cornfimnablo  witli  iiis  contnict.  In  order  that  a  just  dislr 
may  be  ninde,  and  lo  prevent  any  oecnsion  of  complaint^  the  (re^h  i 
Beef,  is  tn  be  received  in  quarters,  and.  if  Mutton,  In  carcanes,  coil  ft 
to  which  weight  the  quarters  or  cr reuses  aru  to  ho  eut  up  into  the  UBitv 
pieces,  in  sonic  convenient  and  public  part  open  to  the  f* hip's  company 
inidvr  the  ]>articiilai"  iospeciion  and  sM]»er\isal  of  snch  offii?era,  petiy  ' 
and  niui'Couunissioned  f>tliceii>  of  manues,  its  Ihe  captain  may  H[q>oii 

The  captain  is  to  cause  the  slup's  cook  to  he  overlooked,  in  on 
ihe  suit  nreat  bti  [noperly  steeped  ;  ail  ariirles  of  jirovisious  be  cleai 
pabitably  dressed  ;  IxdliTs  kept  clean  ;  the  skininuugs  of  the  boilers,  ii 
salt  meat  has  been  boiled,  be  on  no  accoiutt  given  to  the  men,  either 
with  tlieir  puddin^R,  or  to  mm  in  any  other  rnajiner,  as  srarcely  any 
more  unwholesome.  When  boiled,  ihe  nieat  (whether  salt  or  fresh) 
delivered  to  the  mes»ef*  in  tbf*  cuii^totnary  m>mner  of  pncking  fairly  fof 

tn  the  ev*Mjt  of  a  cnmplaiul  bciug  nnide  by  an}'  of  the  olTicers  a| 
company,  thai  tlie  suit  meat  supffli^-d  liMs,  from  it«  uge  or  (mm  any  inti 
of  «^uality.  lo?*t  iu  boiling,  more  than  onthtlf  its  original  weight,  the 
will  order  enquiry  to  Ire  made  by  tlie  sui'vcyiug  ofticei-s  of  the  §hip,  and 


I 


STliVKNS 


the  meal  1ms  Wn  properly  cut  np  ftnd  cooked;  and  if  it  shall  fTEOOPS 
be  prove*!  lliHt  Um«  daily  aliowatice,  or  the  portion  Biippliod  to  any  pnrticular 
nies9,  Uan  Uitly  lost  by  boiling  tnore  than  one  half  tije  original  weight  when 
put  i»to  the  coppcj'R,  \\w  captJiin  will,  bIiouM  Ik'  ccwsider  an  extra  allowance 
UccPssMiiy,  dirTC'i  Ibo  iiaynuivter  to  h^xm  an  iidditional  *inaniity  of  raw  (rH?nt,  of 
the  samo  ftpecios,  tqniil  lo  bulf  the  original  aliowanco  complained  of,  placing 
his  inittalsin  ihe  proptT  cidmnri  ortheslntein»:'nt  to  Hcconrpiin}  tlm  p.iymaster'a 
tccotint9,  as  an  autliorily  for  the  total  ^xtra  isane  on  ea«*b  diiy^ 

As  thc«t*  extra  issnea  are  aulliorised  only  for  th^  pin'pose  of  making  up 
tJio  dinner  allowance,  and  as  they  are  to  he  inadi^  only  when  iho  captain  may 
consider  tl»eiij  aciually  reqiusiile,  no  portion,  twitter  of  such  extra  issue?!,  or  of 
tlio  oiiginal  ration  in  respect  of  which  they  may  be  made,  is  ever  to  bo  paid 
fiif  aa  savinga. 

In  case  of  the  surveying  oflScers  having  any  dilficulty  in  deciding  on  the 
claims  for  such  extra  is^iie,  a  fuir  seltit'tiori  of  pieces  are  to  ho  weighed  bt^rora 
being  put  into  the  coppers,  and  al»o  after  boing  cooked.     Chap.  3(K  ser*.  4-1, 

Water*  In  Government  troop-shij)s>  on  long  voynges,  tbo  allowonf'<>  of 
iratrr  is  ilu-ee  tmperiiil  <]uaris  p^r  man  per  day.  Chap,  21,  sec*  33,  Spirits* 
The  surgeon  is  nut  authorized  lo  order  more  than  half*a  gill  of  ftpiri!>*  (i^dieim 
extra  for  any  |»ersou  as  an  extra  is^sue.  Chjip.  if  5,  ace.  5.  Lemon  JulcB  is  lo 
be  sn(»plied  to  any  crews  in  the  Rn^al  Na*y»  st  stirh  timea,  iiud  at  fiudi  rat^, 
oot  exceeding  half-ounce  of  e»tili»  per  iudividuah  per  d»y,  an  tbo  ca[»tMin  may 
direct*  on  rtijuest  of  the  aurgeou.     Chap.  *J5,    bcc  11. 

1139  TRUNKS,  Cbiije»t%  are  nlmo^^t  entirtdy  of  caniplnir  wood ; 
5  tn  n  ne!?t  weii^h  a  pecul ;  those  coven  d  with  lealh^-r  oie  td'infiTior  wm>d» 

M40  TUItMERIC,  the  root  t^i  the  curcuma  ton^a,  iuipt»ried  from 
Betisal,  Java,  China,  &c*  In  Bengal  it  i«  packed  in  hug*  weighing 
IdGtb.  each,  and  sometimes  in  tirunll  bai^a  about  Sbltv,  each*  shipped  fur 
brokcfi  stowage  at  a  reduced  freigiit.  As  large  f^uantiticH  of  du«t  escape 
from  tiiem,  lo  the  injury  of  silks,  sugars*,  jule.&c*  they  ought  to  h**  slowed 
by  tlicniselves,  and  belni;  Vv^Ul,  well  up  in  ibe  Hliip,  nay  in  the  *lwecti 
decks.  Tumieric  is  often  used  fur  Hocking  up  the  hold  over  casks  of  rum 
And  cases tif  indigo.  The  jirincipn!  setison  ftir  shipment  in  the  Kast  (ndies 
U  during  the  \orth-l'ltu*|  umuisihiii,  IJengnl  iiui  I2twt,  Madras  14,  and 
Bombay  13cwt.  in  bags. 

1141  TUUPKNTINH*  a  reiiiuons  juic**  exirmted  from  several 
iprcies  «if  trees;  spce.  grav.  0  «72.  The  tiue  luipentinc  tree  gr<ivva  in 
Spain,  and  the  southern  parts  iif  Krance,  aa  well  «»»  in  the  i'lland  of  C'hio, 
and  in  the  Indies*  Coinnmn  turpentine  is  preparcil  from  diflerenl  Miris 
of  I  he  pine,  and  is  quite  tliick,  w  liiie,  and  opaijue,  Venice  mrpeniine  it 
a  luixinre  »>f  eight  parid  c»f  common  yellow  or  black  roi^in,  with  live  partu 
iif  oil  of  tnrpeiiiine*  Siranhurg  lurpcnline  is  exirueled  fioni  the  hilver  Hr, 
itis  couino'iily  of  aViUowitih  lr«Hvii  colour,  and  importetl  fnun  (icrniany. 
la  case  of  breakage  be  cautious  of  approaching  utth  a  light,  n%  ihe  vapor 


r62 


STEVENS    OX    STOWAGE. 


U  highly  inflamniftble  ;  see  nnptha.  Ten,  coffee,  flour,  [TURPE! 
&c.  ure  injured  by  lurpciiline,  wliich  frill  niider  oilcuke  unfil  ti 
sumption^  nliile  tlie  cake  will  causa  the  casks  lo  leak  ;  see  genera 
lar,  re6|itnisibil(iy,  &c.  The  Hteam  ship  Lord  Roy»(on,Cs.[>U  Ho 
btiriJl  ai  sea  near  Belle  Isle,  September  29,  1852.  The  fire  conn 
muler  the  stokehole  jilate,  under  tlie  boilers^  and  is  supposed 
arisen  throujijh  Icakfijje  from  some  btirrela  of  inqieniine  stowed 
fore  tiold.  The  ninaler  hidied  ibe  helm  lo  starboard,  and  the  shi 
ft  circle  when  the  engines!  stopped.  All  on  board,  17,  were  saved 
GazeNf,  French  schooner,  and  conveyed  lo  Charente,  The  !#] 
underwriters  (April  16,1868)  slate  that  ihe  vapor  from  spirit! 
pcntine  (now  hrotight  here  in  large  qinin lilies  from  the  United 
ia  understood  lo  atTect  the  crew  on  the  passage,  even  when  the  to 
IS  above  deck,  and  it  al^o  occasionally  damages  other  parts  ofth 
Us  Btrengih  is  evidenced,  when  discharging  in  the  docks,  by  its 
upon  the  men,  who  have  oftt-n  to  harry  on  deck  from  a  sense  ofsuffil 
The  ship  Falcifn,  3*}^  ton.  It  ft  Loudon  in  July,  and  arrived  ai  Si 
Noi-ember  2,  1^66.  She  bad  a  general  cargo  of  gas- coal ,  gn 
white  lead,  oils,  and  tar,  with  about  2,fKK>  drums  of  spirits  vf  turp 
conlainiiig  4  to  6  gallons  each.  When  the  »bip  pitched  and  rolled 
occurrence  o^  the  (jrsi  breeze  at  sea,  the  drams  worked  so  thai  the 
of  one  cut  ihruugli  the  bead  of  another,  and  in  ibis  manner  abc 
gallons  were  wa>*hed  out  during  the  passage.  The  leakage  got 
the  coal  and  the  ^as-pipes  and  could  not  be  pumped  out.  U'he 
becaure  iutoltrahle,  and  In  ihe  tpj|ncs  drove  ihe  men  out  of  the  ft 
io  sleep  OH  drck  ;  their  heads  swelled,  the  temples  especially,  an 
were  ajFt^cted  wlih  a  craving  appeiiie  which  was  never  satisfied 
slench  was,  if  possible,  worse  in  the  cabins,  and  more  so  with  lb 
aft.     New  York  ton  6  barrels  ;  a  barrel  2  to  2  J  cwt. 

1 142  TDTENAG,  Chinese  zinc  or  speller.     In  the  United 
it  consists  '^f  copper  b  pans;  nickel  3  ;  zinc  5,     Bombay  ton  2<J 

1143  UNLOADING.     When  a  nurchant  works  out  one  el 

ship  Urbt,  and  causes  wiitcr  in  her  to  run  to  the  other  end,  and  di 
carf^o,  he  is  re>pon,sible  for  the  hiss,  Strapers  or  lumpers  errgaged 
out  a  ship  are  nol  entitled  lo  iljc  sweepings  of  cargo,  such  as  loose 
found  on  board  in  doing  it,  and  the  mnster  would  not  in  any  case 
right  In  agree  ibat  they  shall  he  so  piiid,  or  partly  paid,  with  propis 
longing  lo  the  merchants.  If  lighters  are  not  ready  to  receive;  car 
due  notite  has  been  given,  it  may  be  lai;ded,  and  ibe  J)ock  Compi 
enforce  ihe  bnding  charges.  After  the  consignee  s  first  applicatioi 
entitled  U*  receive  24  hours*  written  notice  that  ihe  goods  are  rei 
delivery  ;  if  any  unreasonable  delay  in  the  delivery  occurs  after  ill 


669 


ler  is  liable  to  make  gooti  anv  l'>ss  or  expt^nse  incurretl.    [UNLOADING 
!  Diana  was  reported  ut  tlie  London  custom-house  at  9  a.m.  on  a  Tucs- 
dny^and  was  lo  Mil  again  liext  niMruitif^;  die  Court  decided  ilial  tlie  mas- 
ter wa.s  justified  in  InJiding  ilie  goods  at  2  o'clock,  the  consignee  to  pay 
^tvliarf  expenses*     Tlie  .Hlii|i  luis  a  riglit  lo  insist  on  the  discharging  houra 
^H»cing  lioiited  (in  Great  Britain)  to  from  six  a.m,  to  six  p.m.  except  oilier* 
^wUe  arranged  by  mutual  iiKreement,  and  can  demand  extra  pa v men t  fur 
Hlftiiy  ''dispatch  distliarge"  beyond  tlint  linie,  and  also  itiaist  on   the  same 
without  any  risk  of  for  (ei  In  re  for  denuirraj^c.     In  Cliarlestown,  S,C.  no 

I  loaded  vessel  of  2U0  ton  or  upwards,  is  allowed  more  ill  an  15  days  for 
discharging;  ten  days  under  200,  and  four  days  under  100  ton.  At  New 
{Orleans  when  cargo  is  discharged  into  boats,  it  continues  entirely  at 
chip's  ri»k  ;  no  receijils  are  given,  but  the  masjter  mny  send  a  person  in 
charge.    At  Tanugdnaand  other  Spanish  ports,  the  Muilunities  snmeiimes 

P compel  ships  lo  discharge  over  ihe  stcrn^  involving  great  loss  of  time, 
1 U-1     Gunpowder.     Cummon  Pleaa,  Gnikllmlh  February  10, 1805,  before 
Lf»rd  Chiel  Justice  Khlk.    Ranebeuo  p/rMB  Falkland  Imiands  Co.    iUaintiff 
shipped  on  hoard  the  Johntma  Ohtff'tt,  currying  ii  cargo  of  coal  lo  the  Falkland 
Islands,  400  kegs  of  gunpowder  fnr  another  [lort.     On  tlie  ship's  arrival  at 
J      Stanley  Harbour,  the  master  was  inroriuod  by  the  regnljiiione  he  could  not 
^■go  into  port  to  uahind  his  coal  with  gun|K>wtlei  on  board,  htit  defeudants'  com- 
^mmziy  olfert^d  hiiu  the  use  of  the  Fairi/  in  which  lo  striroit,  wliiledischargiug 
^■fliis  eoah     The  nianier  agreed,  und  the  powder  was  lraiishj]*[ied  to  the  Fairy. 
^"  A  day  or  two  after  a  Inrge  emigranl  ship  ealted  at  the  Isluntls  to  water,  and 
the  Fmftj^  as  a  nmtrh  smaller  vessel,  wa-s  reipiued  lo  outer  the  port  and  pro- 
cure It  for  the  emigTrtnt  ship.   This  she  could  not  do  with  llie  powder  on  board, 
I  and,  therefore,  without  consulting  plaintiH's  nuLster,  it  was  iigain  Uanbhi|iped 
to  n  stiil  smaller  vessel,  the  !Ahj.     80011  afur  a  storm  arose,  and  she  sunk 
with  the  powder  on  board,     Plaiiiiiff  contouded  that  defendants  in  breach  of 
their  duly  an  haikes  had,  without  corjaultiog  or  ohtiiining  thp  assent  of  plain* 
tiff's  majiler,  plaeed  the  gunpowder  on  bonrd  an  insuHiiieut  vessel,  hy  reason 
wheiTof  it  was  lost,  and  sought  to  recover  its  value  and  exp«*n!*e8,  4:402  l*i#. 
Derendants  contended  that  as  gratuitous  hailees  ihey  had  titken  reasunalde 
eare,  and  that  the  loss  was  Mtlrihulable  to  ttio  aioriii  and  not  loatiy  hreach  of 
duty.    The  jury  found  for  plain  tiff— damages, — i:4t)'i  \'U. 

^  1 145  UHCCiUAY,  thk  bivkr.  The  brii^  ^4nV/,  Capi,  Knight, 
HlT^liin  register,  loaded  nl  the  isle  of  Almarine,  in  the  Urnguay,  272  ton 
^■limie  ash^  with  20  ton  bones  for  dunnage.  The  cargo  wasbrou*;;lit  down 
^P  the  river,  100  miles,  in  lighlers  of  60  or  60  ttm,  and  in  acbotuurji  even 
of  200  Inn,  very  flat  and  urawing  only  5  i»r  fi  fe»  l ;  four  days  loading, 
,  The  bone  ash  had  been  12  tnonthn  on  the  bank«  and  was  not  hot.  She 
I  look  nut  300  Ion  and  4tt>,  railwny  iron,  and  ihen  drew  121  feet  and  11| 
feet;  wiib  bone  ash  lebs.  There  were  no  outward  port  charges  except 
31  didlars  at  the  custom-home.  Pilotage  up  lo  the  inland  and  down  10 
loimrrft»  £^df  to  £3  12tV^  ounce. 


664 


STEVENS    OX    STOWAGE. 


1 140  USAG  K,  Kviilence  of  usage  rannut  be  admitlecl  to  contmdkt 
or  ulier  tliL'  efiTecl  of  a  cuiUracl,  Iml  nuiy  l>c  jriven  lo  show  what  is  realljf 
meanu  Where  a  eliaricr  [)aru'  stipulated  tliat  tbe  shi|i  \a  to  load  ali 
Triniilail  *' a  full  ani  complete  cart^o  of  ftugar.  molasaei^,  and  (or)  aiii«i^ 
lawful  pniJiice/*  evidence  nf  a  cti'^tom  lliere  to  load  sugar  in  hag^icadi 
and  inolasses  in  pnnclieohs  is  afhiifssable.  and  ihe  ciisiom  is  siisiaiiifd 
ill  law,  ihotiglj  ilie  clft'Ct  of  luuiiii;^  such  larj^f  puckages  is  not  u>  (ill  the 
sliip  eniiri'lv,  btu  to  Ictve  mtich  space,  leruied  broken  slowiige*  Tli«i 
oiviicr  has  it  in  hh  [lovver  lo  charge  a  his^lior  freight,  or  lo  inirodttce  inti 
the  charter  pariy,  a  stijinlatttm  as  to  broken  stowai^e,  which  would  orcr<4 
role  the  citsiotn,     Citthbert  if,  Cummikg,  Exvhequer^  Feb.  8,  1864. 

i  147  VALONI A  rc(|nires  from  15  to  20  p*  cent  of  ballast,  accord* 
iuc;  to  baild  ;  sharp  vessels  may  require  more  A  large  carryins*  ship 
will  onlinnrily  lake  her  registered  tonnnge  of  Smyrna,  but  8  lo  lU^  cenL 
less  of  GreciaiK  Much  de|»ends  on  ivheilier  it  is  old  or  newr,  and  accord* 
ing  to  the  amount  of  pressing;  the  following  may  serve  as  a  guide. 

SKTRHil  V&IOIIIA. 


A  Tessel 

CoriTing 

Broa^ 

T03I 

119  Beg.  N.N. M. 
152           — 

167           — 
161           — 

105    Dead  weight 
2<50           — 
260           — 

TOW 

1«9      " 

170      — 
189      — 

Valonia  is  usually  dned  before  shipment;  some  time  must  ihereforei 
cesfjarily  intervene  belween  Lhe  period  of  its  being  gathered  and  shijipcd.^ 
Tt  is  lhn»vvo  in  und  pressed  down  with  a  heuvv  roller,  li  genemtes  hcal,l 
and  ships'  tieams  have  been  burnt  thronL;h  by  valonia  stowed  too  greetifl 
a.H  it  th«n  continus  oit  and  is  usnully  damp.  The  comjiref^sion  Ciitiiedil 
by  rollini;  increases  the  heat,  and  for  this  reason  shijipers  often  objecl  tai 
its  bein^  ridled,  or  rolled  mneh,  whim  green.  In  a  general  cargo  ill 
should  be  kepi  at  a  distance  fro»n  ca^ks  of  w  ine,  oil,  or  other  liquids,  or] 
leakaije  will  ensue.  The  chief  export  is  from  Smyrna;  an  inferior  wirt  J 
used  in  dying,  comes  from  the  ^lorea,  It  is  shipped  all  the  year  roiindji 
the  new  about  Jaimary  and  Fi  bniary  ;  it  is  tenned  '*  new*'  for  two  monthi*] 
When  shipped  ^reen  it  W(  if^liji  out  nl  least  10  ^ceni,  less  than  when  drv* 
The  admishiiUi  or  non*atlmisj^ii»n  of  the  word  'Moiled"  in  tlie  charter] 
pariy  will  ilierefore  make  a  very  maieriiil  dilft  reiice  in  lhe  freight,  ValonlnJ 
is  much  used  by  tanners.  Tonnage,— Mediterranean  ton  2Ucwi,  Wheti 
wheat  is  frei^^bved  at  Ij^qnarUT,  valonia  in  hulk  is  rated  at  6f  3</  j^  loii;! 
in  bags  il  pays  20  p*  cent,  mure  than  in  bulk. 


STEVRNS   ON*   STOWAGE. 


665 


I  N8  VAPOUR  DAM  An K.  Very  frequent  and  serious  losa  fulla 
on  ct»n>^i^n)i'*;s  of  iliv  upper  purls  ot  curijoLs,  pariitulurly  in  veaselti  liulen 
piirtly  w  iili  wheat,  iTnliun  corn,  or  luaizt^  itilmtco,  uil-cukt*,  Sec.  by  vnpaur 
damnge  arising  from  lurpeniine,  c»r  oilier  sncnted  goads,  stowed  in  ihe 
wime  vesisel.  Perfuinery,  scenied  artii-les,  drii;<s,  fbie  oil8»  U*a«,  i:o<re*e| 
fft»ina«,  cutlery,  plate,  millitjery,  and  slulimary,  lue  liabli;  to  dtitnngii  by 
itiiuing  in  rtuiiart  uiib  or  being  placed  near  n»oibt  goods,  d<un[»  bjdfh,  ^c. 
ns  ihc  sream  lliuy  rrctile  [ienciniies  every  pticku^o  near,  wnd  inij»rt?gniilti« 
its  eciDlettes  wilb  a  dampness  which  greuily  dt'lerlc»raLcs  und  tiiinieiiint.*^ 
destroys  tbeir  vnhie.  QuaotJtiti^  of  cheese  riiMii  Anieriea  and  IJoKuiid 
nre  consUnily  destroyed  l»y  bfiiiLf  stowud  near  vupur  guod*  in  ill  vtniU- 
liiled  fK>»*)iitins,  where  heat  is  pruiluord,  Sevenil  kind»  id'  Mcditfrnmean 
fruil  have  the  ova  if  maggots  dejaisited  in  thcrn  bi^lore  i»hipiiK  ni ;  but 
these  tvuuld  prnbably  never  arrive  at  oialtiiity  if  some  inudc  of  ubip 
veniilarmn  conld  be  adopted*  One  inif>f>rler  tiu^^gejiU  llie  pohMibiliiy  iif 
50f>f)lyiitg  the  itohl,  in  dump  wi'Utheri  wiih  uirrurified  by  ]ia!«»ing  through 
iron  vrtiiibilt)ra  fitted  close  to  the  eubnuse.  If  the  after  hatch  way  h  wer<; 
kepi  open  when  pinetieable,  eousiderable  dninage  might  he  prevent  ted. 
Lucifer  nialcl»e»  in  cases,  are  very  iiktly  to  impregnate  other  good«  with 
^lie  odour  peculiar  to  ibemseives.     Heated  detrks  often   cause  injury  to 

fviirgo,  wtiieli  is  erroneon^sly  attributed  to  heal  gi-nenileJ  in  the  goouit. 
Siono  dtraw  batiKt  Ckinolit»e&,  &c.  were  sent  from  Lomlon  to  Au^iirulia, 
irbeu  I  bey  were  found  un  openiug  to  Uv  nnhle^ved,  A  maHicr  who  wati 
illlcd  ill  to  survey,  dLclinrd  to  certify,  hecatise  the  boxe;*  were  not  tinned { 
le  contended  that  ulihougli  the  bill  id*  biding  naid  tfiey  were  **  linrd/* 
rid  the  muster  liiid  signeil  in  iguiu-anee,  the  owner  wasi  not  liublf. 
Another  manier  cert iTied,  bti(  wbun  the  facts  came  to  the  kiion ledge  of 
^le  underwritern  they  refused  topay,  aud  the  application  \va%  ntU  renewed* 
is  stilted  tliat  in  eases  of  ibis  Hurt  wiieii  the  e«  i  tificate  i^  unehalienged^ 
be  goodvi  uic  sold  by  auction,  (nHicnsibly  for  the  bcuelit  of  the  under- 
irilcrsj  and  are  bought  mueh  beboc  their  value  tfy  the  eou^lignee  or  his 

*oge»t%  to  the  great  hiss  of  the  undcrwrUers;  »ee  bale  goodttmnd  hriektt. 

n40  VI'(iK*rAlSliK  WAX  i»  largely  produced  in  Japan,  ami  is 
shipped  eliicOy  frmn  Yokohama  and  NagnKuki.  Small  quantities  of 
J>ipaiiefaie  wax  are  »bipped  iiceanionnlly  at  Shanghai*  It  in  packed  jii 
boxc-K,  wbieb,  with  the  malting,  nieaMuie  2  feet  4  tncbes  lung,  IHiucbca 
broad,  und  \6  det*p,  and  weigh  not  UiUlb,  lure  271b,  gn*&*  l»7th,  *l'liey 
art*  iBttiwt'd  tie  same  as  hoxew  of  ,s<»ap  from  Kngland;  6U  cubic  feel  go 
to  a  li*M,  In  IbOS,  the  Excelsior,  4(2  ton  register,  Ca[>t*  Hi'NTKitp 
i(lo.ved  d^ClC'Oboxefi  in  the  lower  hold,  and  delivered  theiti  in  good  order 
in  Lomlon.     Vejctublc  wax  is  used  fi>r  the  nianufaetiire  of  ean<lle^, 

I  l-M)  VKI.LUM  mu^t  be  protected  Jrom  datnpncas  and  from  rat*, 
A  roll  in  0  dozen  or  GOitkiio). 


CG6 


STKVEVS   ov   ?;Tn\T:\r;r 


1 151  VrNTTfiATION,     h  is  of  the  lu-hcst  in^portmice  to  miBi 
tnin  till'  mosl  full  und   free  ventilaiion  possible',  Tor  llie  preservation  i 
tlie  frame  o(  ilie  ship,  wheilitr  of  iron  or  wood,  fur  the  prerennoti 
injniy  to  llie  carjro^  nnd   fur  the  maiTUenauce  of  the  healih  of  the  crrlf 
No  disiincl   instructitnia  can   be   f^iven  which  will   apply  to    all  ca 
requiiiiig  nianogomeiit,  fftr  althtmgh  by  venlihiUiOi  ihe  iiiotsiiire  of  til 
atmoFphere  arising  from  cmiiiitilions  frtmi  the  cnrgo  may  be  aiHiided 
the  external  atmosphere  be  dry,  yet  if  it  be  saturated  with  moisltire, 
U  the  case  during  heavy  foi^s,  mists,  or  rain,  coniinuous  admission  ( 
ciiTulation  of  moist  air  llirtaij^h  the  hold  may  increase  instead  of  ab 
ibe  injury.     The  diflVrcnl  methods  of  veiililation,  and  the  special  ca 
requiriiig  attention  to  it,  may  be  found  noticed  under  ilic  articlrs  coa 
grain,  fermenlalion,  fruit,  spontaneous  combuslion»  sugar»  and  vap 
damage. 

1 152  Since  the  introduction  of  the  plan  of  erecting  cabins  ab 
instead  of  below,  ihc  main  deck,  it  has  been  found  that  cargoet  hafi 
been  nu^re  liable  to  damage  from  moisture  than  ihey  were  prevtoasl| 
This  has  arisen  from  the  stoppage  of  the  ventilation  whirb  was  bcfoi 
nnintentioniLlIy  promoted  by  the  fire  in  the  cabins,  and  by  the  fn 
passing  to  and  fro  of  llie  inmates.  By  judicious  management  tbis  migll 
possibly  be  remedied,  as  staled  in  vapor  damage,  by  a  ventilation  sba 
placed  around  ihe  chimney  of  the  caboose  and  of  the  cabin  stoves, 
any  such  contrivance  should  have  the  best  attention  to  prevent  possibiHd 
of  accident  from  smoke  conveying  sparks  havinnj  access  to  the  boll 
Her  Majesty's  Rmigration  Commissi incrs  recommend  the  plan  of 
Edmunds,  and  reqiure  all  ships  chartered  by  them  to  have  three  dp 
wind  cowls,  with  the  necessary  |>i|iing  and  materials  for  fixing  ibea 
A  stove  in  the  f(»reenstle  is  not  only  advantageous  to  tlie  crew  but  pr 
serves  the  ship  from  rot, 

1 153  Messrs.  Silter  and  Moore  have  patented  a  new  metbml  fd 
ventilating  the  *iween  decks  of  ships.     Having  made  sundry  pxperimentl 
they  discovered  that  all  gases  descend  ;  to  carry  them  upwards,  iherefon 
a  di>wnward  and  iijittard  draught  was  necessary,    I'his lliey  have  maiiagt* 
by  opening  trap  valvL*3  in  all  the  deck;;*  below  the  spar  deck.     Tbf 
apertures  are  protected  by  the  insertion  of  a  round  iron  grating.     Tl 
valves  undfT  the  decks  spread  the  air  or  goaes  and  help  in  the  do* 
dmuglit,  and   they  are  made  self-actitig.  so  as  to  close  in   the  event  i 
%vatLT  Biting  the  compartments  of  the  hold,  and  thus  stop  its  pat^tag 
above  the  lower  deck      To  carry  olF  the  gases  and  all   foul  air  from 
hold,  pipes  are  let  down  through  all  the  decks  to  within  a  ftw  feet  Wloi 
the  lower  deck.     The  upper  parts  of  these  pipes  are  conically  sbttpcd*  I 
create  a  current  of  air.     The  gases  are  carried  up»  nnluntlly,  by  ibix  up 
draughty  and  pass  away  above  the  bulwarks.     By  this  simple  contrivnnc 


iir 


<!  patentees  maintAin  thai  they  cm  keep  the  *tvi'een  [VENTILATION 
ks  I'rce  from  irnpure  air  and  foul  smells,  for  as  the  pure  air  passes  dowa 
t)  lijilchua)'8  it  carries  with  ii  the  gases  to  the  hold,  and  thence  by  the 
p-pipt'S  lo  the  s*par  deck.  The  smell  from  hilgc  water  and  oflensiire 
tgo  would  he  c«jnsiclerably  lessened  hy  ihia  mude  of  ventilation.     The 

liHuciple  18  «aid  to  l>e  adopted  in  France,  in  theairea  and  hospitals^  Somo 
aslQVA  ulio  have  had  ilieir  ships  btirnt  at  sea,  atmbale  their  los»  to 
aving  iiisuflicieDt  cuntrid  over  the  ventilators  when  utxmeri>us ;  their 

8ttttetnent  is  that  the  ship  has  been  lost  through  over  ventilation. 

1 154     VERMICELLT.     E.I.  Cos.  ton  16  cwt. 


1 156  VERMIIiION  is  a  rtd  colour  formed  of  mercury  and  suljdmr 
melted  together  and  healed  to  redne&s.  E.LCo*s  ion  20cwt ;  n  hag  5(Jtt>. 
k  Chinese  box  50  eatties ;  a  Chinese  box  containing  90  papers,  measures 
bic  fool ;  50  go  to  a  ion  of  50eubJc  f*ici.  In  Juno,  IH64.  afiuanliiy 
Baft£tid;i  was  sent  on  board  a  "general  ship*'  loading  at  Bombay^ 
Twhieti  but  for  the  accidental  hursiing  of  one  of  the  packages  on  the  deck» 
f  might  have  led  lo  serious  deprecialion  of  the  cofFee  and  other  ediblea  in 
the  hold,  hy  the  time  ihey  were  delivered  in  f^nglnnd.  Tlje  eaaeSi  150, 
were  entered  in  the  manifest  and  hills  of  lading  ns  vermilion  ;  they  con- 
tained each  about  two  mautids  ol  hiugda  or  hilda,  the  lowest  class  of 
asuafaetida;  it  was  parked  in  zinc  soldered,  encloj^ed  in  wood  and  toverod 
with  gimiiy  doth;  but  for  the  accident, lliere  was  nothing  in  the  uppearaucn 
of  the  cases  lo  excite  suspicion  or  to  cause  enfjurry, 

^P        1156     VERMIN.     The  liability  of  oniiers  for  dura  age  to  cargo  by 
vermin  has  been   ihe  subject  of  frefjuetil  litigation;  some  charier  purties 

I  include  ibe  wonis  "damage  hy  vermin  excepted,"     When  damage  does 
occur,  mas  I  era  are  always  careful  lo  **  protest**  against  vermin,  as  early 
as  possible  afti-r  arrivaL 
1 157     Of  all  vermin  infesting  ships  ^bc  most  injurious  is  the  rat, 
which  arisen  from  his  great  instinct,  kddness,  and  natural  (piahticationt. 

iTbc  inner  piirtion  of  the  four  frrml  teeth  of  rais  is  Boft ;  the  outer  is 
«omf)o«ed  of  the  strongest  enamel  ;  tiie  continual  growth  of  these  teeth 
can  only  he  cheeked  by  constant  u»e.  When  one  lias  been  lo-it,  the 
opposite  tooih  has  been  known  (o  lengthen  utitil  it  met  the  gum,  vvhieh 
caused  it  to  turn  and  ullimalely  to  puss  through  the  Hp,  it  is  this  extra* 
urdinnry  growing  property  of  the  front  teeth  which,  coupled  with  an 
unconqiieniblc  tliirt>t,  makes  lais  so  hirmidahle.     Tfiey  **  eai**  u|i  under 

Iihe  waitTwiiya  of  the  deck  until  within  a  wafer  tliickutBs  of  the  aurface, 
through  »hicb  dew  or  rain  can  bo  sucked;  and  where  there  is  leakage 
around  the  partners  of  a  niasi,  they  eat  frum  heloiv  up  lo  the  deck,  and 


fm 


STRVFXS    ON     STOWAtJE. 


mile^s  |kn»iertcil  by  coj^per,  they  will  cm  ihcir  uiiv  to  [VEI 
llie  R*tipptr*1u»l»js,  wlien  iliey  liear  waicr  ninniu'4  ilirough  lliiTn.  Tb«* 
htti'L*  Wen  known  l«»  eal  lliriMigli  ihe  wuotlen  filliti^;  piece  in  the  Bpncfl 
wliere  a  deck-ligbt  bad  been  urii^iiiully  ;  as  tbe  bole  was  lulty  Q,  indie 
dUmettfr,  and  4»nly  ubotii  15  incites  fnim  the  waterway^  and  nearly  abrr 
tif  the  ptimps,  it  may  he  imaij|[int'd  wlial  n  quiinlity  uf  wuter  tnuu  hut 
found  lis  way  helow  into  the  'tween  deck^.  on  the  cari^^,  cither  wf»en 
6hip*9  pnmps  uere  used»  bcr  dueks  washt'd,  or  sin*  wins,  in  hi*jivy  weaUi€ 
with  a  body  of  uater  in  the  lee  (starboard)  waigl.  The  bole  bein^  in 
mediately  nnder  a  water  ca»k  lushed  to  the  spare  Bpuiii  in  ibe  $ide  id  ill 
sbipi  wns  nut  diseovcTed  for  some  lime  and  the  ship  was  believed  lo  1 
making  water  very  buiUy  on  the  pt^rt  tack.  Grain^lailen  ships  liave  bei; 
pm  in  great  danger  by  holes  through  the  pump-rasing,  which  admit  oir 
and  cboke  die  pumps.  The  greatest  peril  however  is  when  mis  Ua 
ibe  sides  between  wind  and  water,  in  the  vain  effurl  to  assuage  iJieir  lliir 
Guirled  hy  the  rippling  of  the  be;i,  ibey  select  a  phink  where  the  »ip  i 
gone  close  to  n  seimr,  and  by  combining  together,  work  tncessanily  until  i 
wa  ter  1 1 oze  s  i h  ru  « g h  a  n  d  1 1 j  ey  fi  i  ►  d  t  b  e i  r  1  a b on  r  usel  es s.  The  weak  ban 
left  gives  wny  sooner  or  later,  the  cargo  is  injured,  and  the  lives  i»f  i 
on  board  are  in  jeopardy,  e.speriaUy  if  the  holes  are  under  lh»»  chantieti 
in  the  counter,  or  in  any  other  concealed  pJirt.  Uats  will  boldiv  eon 
on  deck  in  rainy  weather,  even  in  tlie  day  time,  and  in  Mght  of  the  Kei 
meii^  cind  will  nscend  the  abnmds  to  suck  water  from  the  iniersticesi 
ibe  riijgiiig.  Where  they  are  so  nnnierons^  it  seems  better  to  give  Ui< 
a  daily  supply  of  wiUer  rather  ilimi  ri.sk  s>ucb  penis.  Rai?^  will  gna 
boles  in  casks  containing  water,  by  eunnirigly  selecting  a  seam  close  j 
ibe  cbime,  where  the  beads  are  ibinnest,  nnd  waste  tlie  ship's  sioreu  bill 
before  the  voyage  is  complefed.  Ca^ks  of  wine,  Rpiril6,  and  most  otti 
Itquids*  bad  pipes,  Slc.  ore  liable  to  the  same  attaeka. 

I  158  At  Calcutia  there  is  a  smoll  earth  nu  with  round  cars,  wbll 
helly,  and  yellow  hack  ;  ntil  so  anxiuua  for  water  tn  the  commriti  rai 
which  ibey  will  i^oon  drive  out  of  the  ship.  These  earth  rais  come  iliiwd 
in  the  couniry  (dobab)  boat.Si  and  make  great  havoc  among  liiJ^ 
selecting  the  ilnck  parts  of  the  iRck  and  ruiuy).  Bandicolc  rat^  are  va 
large  and  nearly  all  black, 

1159     When  shi|>s  are  ifniding  sugar  at  Port  Iiuuis,  Matirilius,  rwii 
at  sun  set,  Bvvini  olTfriiin  the  shore  in  swarm^>«  anii  crawl  up  the  c.ihlej^l 
they  feast  alt  night  and  leave  early  in  the  morning.     The  ordinary  pr 
vention  is  a  cieubir  piece  of  wood,  like  the  fiead  of  a  cask,  made  in  In 
]mrU,  lo  fit  on   the  Cdble  at  riglit  angles  ;  the  outside  covered  uitb  III 
There  is  in  Mauritius  alsu  a  species  of  rat,  not  miieh  larger  ibau  a  luomi 
which  will  bore  Imles  in  those  jiarts  nnder  the  sijip*:j  coiinli^i's.  wUefl 
there  is  little  access  for  uir»  cotnnionly  in  lockers — sucli  ill  vciilila 


lge. 


poria  rolling  Jtooite^t.  Masters  are  not  allowed  to  smoke  [VERMIN 
»htps  here;  witlioiit  first  giving  notice  to  tlie  bnrbour  niaatiT. 

nr»0  When  Musk  ratB  pass  over  tvincs  m  bntilc,  the  foetid  odoiir 
which  tniniiales  frnuj  ihcrii»  dcairovs  lUe  quality  of  the  wine*  uiileM  the 
boClIc't  ure  ct>veri'd  with  llnfuil  or  tnrlaHic  capsnli's;  soul  wi&x  is  no  pro- 
tection.  When  several  Lravel  logether,  ihey  go  ht  a  file  t'ncb  hubjing 
in  his  iiioutb  [be  tail  of  the  omv  preceding;  this  buhit  has  iiiduci^'d  itie 
erroneous  bi  liiT  ihnt  the  species  is  blind  ;  ibeir  eyes  iirc  exceedingly 
»in«ll,  urid  can  only  be  discovennl  by  very  cbise  inspection.  Cats  will 
not  touch  musk  rais^  and  very  few  doii;s  will  muzzle  lliem« 

I  U>  I  Rats  make  conBidenihle  havoc  amongst  sails,  especially  in  thrise 
art*  on  which  oil  or  grease  has  been  dropped,  and  j^iveadecitled  prcr»*rence 
for  new  carrvu5s,  vu  account  of  ihe  siarcb  ur  sizing,  ur  becimNe  it  i*  softer 
for  their  neets*  wbicli  are  fonnd  in  the  bunts  of  the  topsaiU,  and  in  ihe 
jibs  when  Slowed  on  ihe  bowsprit;  sails  should  iherefore  he  liMjseJ  oc- 
as^iiinally  f«»r  lliis  if  fur  no  other  purpose.  Some  masters  have,  ii  is 
,id»  fravi'd  itn-ir  sails  by  supjdyiug  soil  paper  fur  the  ne^is.  S[»are  Kails 
squire  lo  lie  rolled  up  m  snngly  as  jjos^iible;  sometimes  ihry  ure  flowed 
n  ft  number  of  etnply  water  caskH,  and  instances  have  occurred  where 
he  loose  end  has  fallen  down  between  two,  and  rals  have  ealcii  holes 
twerely  to  i>blain  a  clear  ran  thrc»ugfi.  In  the  hcdd,  rats' nests  are  made 
in  ibe  dricHi  part^.  between  (he  frames,  un  tfie  chocks^  and  tm  ihe  knees* 
i^It  has  been  suggested  as  poshihle  ihut  the  librous  malter  and  oily  sub- 
^HMancet  collected  occasionally  for  these  neslH  may  lead  to  spmtaneoiu 
^Heoinbustion.  When  two  different  kinds  are  on  board  a  flhi[i,  one  will 
^flocntc  fonvardr  the  oiher  aft. 

I  \tV2     It  is  very  dillicult  to  stow  aniseed  so  as  lo  be  seeureil  from 

kibe  atiack  of  rals;  tlie  amount  of  desiruciion  which  lliey  create  in  a 
cargo  of  sugar  is  almost  incredible;  they  will  nibble  away  cork  hnngs 
In  canke  of  wine,  &c,  and  waste  the  con  ten  rs,  Hiey  are  very  fond  of 
parchment^  but  will  not  touch  h  at  her  hagn  of  a  lun  colour.  Unle,ss 
driien  by  e\iremc  necessily  they  decline  beans  or  peas,  which  are  diffi- 

I  cult  lo  mnsiicale;  neither  will  ihey  cat  oots  or  harley  while  wheat  is  lo 
kc  had;  and  they  will  leave  bnd  for  good — sparing  neither  iime«  iniuble, 
nor  perseverance,  lo  get  ai  the  best.  Wfien  winches  of  yarn  arc  slowed 
in  liie  Kauie  bold  with  wheal  in  hulk,  and  ihe  grain  geu  inived  wiih  the 
jam,  rals  in  order  to  gel  at  the  wheal  will  eat  through  the  yam  and  much 
diminish  il«  value*  The  lo8»  by  Mice  in  a  cargo  of  tice  is  not  so  much 
frf  in  whal  iliey  consume  os  by  what  they  waste,  and  whai  is  lost  when 

Ibautilirig  bags  pi-rfu rated  by  ihem. 
1 103     Cockroaches  will  atuii  k  ihe  corks  of  bottles  containing  cbnm- 
imgnu  and  other  detteale  arUcles,  uulefss  protected  with  tinfoil  ornitlidUc 
citpsules.     Cockroaebctf*  scorpions,  SiC.  conic  on  board  in  firewood,  bagu 


670 


STEVENS    ON   STOWAGE. 


uf  rice,  gimny  ba^n,  &c;  in  warm  climates,  when  it  rain g,     [YERMXK 
ihey  fly  iil)t>iu  and  drop  on  ihe  crew ;  lliey  devour  almost  everything,  aiitl 
scarci'ly  any  poisau  seems  to  affect  them  ;  nitrrcurial  ointment,  Lohiiccu,J 
cantharides,  &c.  are  said  to  be  enten  by  them  with  avidity*     Wtion  ibel 
crew  are  asleep  iii  their  liammoukst  coekroa'ihes  will  attack  the  hard  skin 
on  the  j^olesof  ihcir  feet  nniil  bloud  ia  drawn;  toe  nails,  finger  naiU,  and 
burn  buttons  are  cousunuHl  in  the  same  way.     Their  increase  on  board 
Calcutta  and  other  sliips,  isenonnouif;  when  innerplanks  have  been  taken  J 
out,  the  space  between  the  Ijmhers,  above  the  wash  of  the  bilge  walertJ 
has  been  found  completely  full  of  a  compact  mass  of  cockroach  dirt;  it; 
does  not  appenr  to  injure  leak.     When  rounding  the  Cnpe  of  Good  Hopu 
these  iuseclH  become  torpid,  and  Jiang  nb;>ui  the  hcdd,  and  can  be  easily 
swept  into  a  huckeL     Althon^h  n  slnp  may  pass  an  entire  winter  in 
England,  and  all  ihe  living  cocknuiclics  may  diCj  yet  their  eggs,  if  de 
posiied  in  a  warm  place,  will  be  hatched  on  approaching  the  equator  j 
two  wintei's  ai  Iiome  are  said  to  be  recptisite.     Cockroaches  abound  fisi 
much  in  iron  as  in  wooden  ships.     An  is  feed  on  their  bodies,  and  arel 
re]}oried  to  attack  them  when  alive.     Spiders  will  attack  cockroaches  and| 
bugs, 

1 164     Ants.     There  is  a  species  of  ant  infesting  the  West  coast  < 
Afrtcii,  which  perforates  casks  of  oil,  &c-  and  creates  considerable  laa«t1 
This  ant  thrives  in  timber;  and  where  the  fmlls  of  condemned  slard  1 
vessels  huve  been  used  for  building  purposes  in  St,  Helena,  their  ravages 
have  so  weakened  the  sills  of  the  windows,  the  frames  of  doors,  &c,  as  la, 
involve  the  necessity  of  taking  down  houses,  to  prevent  them  from  fallin 
In  ihe  Manrkius  there  are  wlittc  antii  whic!i  perforate  casks  of  port  wine;' 
every  year  they  are  furnished,  for  a  shori  iime,  with  wing^,  which  fall  aS 
as  they  Hy ;  where  the  insects  drnp,  the  work  of  deslrnclion  comraencrji 
About  the  year  182S,  the  srm  of  Judge  Smith,  while  writing*  wa*  siid<^ 
denly  killed   by  a  roof  beam,  the  end  of  whieli  hnd  been  gradually  de 
fttroyud  by  ihese  insecis*     Red  anls  are  said  to  infest  leak  timber;  ant*" 
cannot  readily  cros;*  powdered  chidk, 

1  lti5  In  passing  the  accounts  for  troop  hhips,  at  the  Admiralty ^  \ 
qmmtiiy  of  provisions  equal  to  one-tenth  part  of  the  established  prupor 
tiori  for  the  number  of  jier^ous  actually  victualled,  is  allowed  f(»r  wasU 
arul  for  deairnctinn  by  vermin. 

L 166     Smokiiig  Ships.     The  course  usually  adopted  for  the  local 
destruction  of  vermin^  is  lo  stop  every  crevice,  and  smoke  the  ship  wfil 
a  fire  of  charcoal  in  the  hold,  or  with  sulphur,  or  mercury,  &c,     Cliarcoai 
firea  should  he  made  near  the  deck,  not  low  down  on  the  kecNoiu 
practical  chemist  recommends  chlorine  instead  of  va|mr  or  sulphur;  lh|| 
gas  from  chlorine  is  violcnlly  irritating,  and  its  inhalation  may  cau 
serious  itluess  if  n^t  fatal  results.     Some  recommond  the  sitspension  \A 


STEVENS    ON    STOWAGE, 


G7I 


Iron  pots  coTiiaining  qnicksilveri  abuiu  six  or  eight  indies     [VERMIN 

nbrn-c    Uie    fires,  which   it   \h  said    will    Hesiroy   beetlri^,   cnekmaches, 

bitgs,  &c  i  when  quifksiilvcr  is  used  the  resithifc  nill  not  he  iiijurt-cl,  nor 

rill  much  have  evjiporaled.     After  the  mercury  is  put  over  ibe  fires,  it 

in  dangerous  for  any  one  to  remain  in  ihe  bold,     S<'jne  run  the  xnt^rcury 

into  deep  gimlet  hides  bored  in  rliick  pieees  of  n'ood,  which  they  calculate 

will  not  he  burnt  through  umil   the  last  hatch  is  down.     Shipi^s  are  ge- 

^uerally  smoked  in  dovh,  when  ihe  cargo  is  oat,  but  if  rats  tire  fiumd  to 

increasing  at  sea,  the  process  can  be  performed  in  wami  laihudes, 

where  all  liands  can  s!ee[i  on  deck  under  uwning.s;  for  iliis  reascju  every 

ship  destined  (or  a  long  voyage,  shtiald   take  a  supply  of  charcoal,  &c. 

In  all  ca*e8  cspceisd  rare  sliould  he  observed  not  to  alio  v  any  one  lo  go 

below  during  the  fumigation*  or  even  to  sleep  in  a  ronnd-bou«e  on  deck, 

until  several  hours  after  the  hold  has  been  well  vt-niilated,     Fumigatiftna 

at  sea  are  however  daugerous  and  should  if  possible  he  avoided,  as  stnne 

fihipji  have  been  iherehy  burnt,  and   many  lives  bist.     After  smoking, 

Bts  are  usually  found  near  the  fire,  hut  some  are  in  oiber  parts,  c^pe- 

jbially  where  it  is  likely  there  may  be  small  openings — usually  in  the 

bniit.     Borne  owners  coutend   that  the   best  and   least  dangerous  way  to 

di^stniy  vermrrr  is  lo  eifur  «int  everything  during  a  very  hard  fruHt,  open 

^all  the  hatthways  and  entrances,  remove  the  vent-boards  in  the  hold,  the 

limber  boards^  &c.  &c.     It  is  con  lend  erl  ihat  by  this  mode,  rais,  mice, 

'tockroaehes,  and  every  description  of  vermin  have  been  destroyed* 

1167     Food  ilavouri'd  with  oil  of  carravvny*  n»ixed  whh  nuK  vcmiiua, 

will  poison  rats  iiTid  mieej  wilh  sirychnioc  their  btKljcs  wil!   be  found 

[tear,     Phusphorotis  uiixed  with  hit,  lieati'd  lo  ]fAf^  will  have  tiie  siinic 

kfl«*cl,  especially  if  a  good  sufiply  of  water  is  close  at  band  ;  they  sbotild 

be  fed  some  ihy»  previottsly  with  scrap?,  of  bread  and  cheese,  and  cleaii 

rater.     The  use  of  jimson  hout'vcr  is  very  ilaugerous  as  \{h  destructive 

pn'pcriies  may  he  communicated  to  food  ititinded  ft>r  lunuan  eonsun*ptitm. 

it  is  tiaid  that  ralH  will  not  remain  in  a  siilp  containing  u^safcetidu,  and 

dial  if  entirely  deprived  of  %vntcr  when  cIobo  to  Uie  ilsure,  they  will  leave. 

5very  possible  means  should  lieado|>tfd  lo  prevcui  their  fipjinmcb,  which 

m^uiilly  takes  filace  by  night.     I'lanks  eomutuiiicuiing  with  the  f^bore  or 

wiili  other  ships  i»hould,  where  pructicable,  ht*  removed  earlvt  and  bundles 

^_l)f  furze  or  hircb  sht»uld  be  fasten*  d  around  caLl^^v  liiul  unrps  when  lying 

^Bti  a  tidal  hurliour. 

^B  1 168  V\  ben  numerous,  rati  ivill  attack  the  comn  on  Fn;^lihb  domestic 
^Hai,  and  if  inniucce^Kful  in  destroying  il,  will  nuuh  dimini>ih  its  useful* 
^nes8.  At  Mitford,  in  l^u7,  a  cat  was  taken  on  board  the  guon(»-laden 
{^■Duicb  ship  Koniffin  der  Net/erfanden^  in  the  evening;  the  next  morning 
notliing  was  lo  be  seen  but  ber  skin  and  bones.  The  nng*tailed  Malay 
»,  being  very  strong,  can  more  easily  secure  rats,  with  which  they  feetl 


OT^ 


STFVENS    ON    STOWAGF 


ihc'ir  youTi!^.  Bullienuis  sitt-  consiciered  prcfemWc  lo  [VEI 
(luniesiic  cals,  but  they  CHtuxit  foUtivv  vemun  ?^o  easily  ;  lo  W  i»f  i 
they  sliould  weigli  8  to  I4tt),  over  ihnl  ibcy  are  iinwieMy.  A  w||^ 
Willi  a  wire  hotlom,  placed  uii  a  bucket  of  water,  Ims  often 
successful .  Ruts  will  rmt  eat  food  that  has  been  haud1e<1<  and  will 
(iillv  avoid  ft  trap  ibui  bas  been  chafed  by  tbeir  own  spr^cief** 

1 161*     A  net  IT,  in  bii*  work  on  Bbi|>piTiif,  says  :  moreover,  tbc  mi 
tnusU  dining  ihe  voyage,  luke  all  ]u>ssible  cure  of  the  cargo,     f f  it  rec] 
III  be  nired  or  vt*i*uliuedt  as  frnil  and  someorlier  things  dri,  }w  musif 
the  u&ual  and  proper  inetbodb;  and  although  be  is  not  responsi 
injury  done  to  it  in  consequence  of  a  leak  occasioned  by  lempeiit.; 
accident,  yet,  wliere  rutu  occasioned  a  leak*  whereby  the  goods 
spoiled,  the  master  was  held  responsible,  notwitbiitAndiiig  the  crew, 
wnrdH,  by  pumping,  &c.  did  all   ibey  ccmld  to  preserve  the  cttrg^ 
injury  ;  and  (hiij  determination  agrees  with  the  rule  laid  down  by  R( 
who  says  :  if  mice  eat  the  cargo,  and  thereby  occa.^iim  no  imall  jnji 
the  merchant,  the  master  must  make  j^ood  the  loss*  because  be  is 
of  a  fiiuU.     Yet  if  he  had  cat.s  r»n  board  bis  ship,  be  shall  be  cXi 
'I'bis  Tu!e  and  the  exception  to  li,  ahhtnigh  bearing  somewhat  of  a 
rons  air,  Imnisli  a  f;o<id  illnsirationof  the  general  prinei|de,  by  whi 
n^aster  and  owners  are  held  responsible  for  every  injury  that  tnighi 
beeii  pi'eventfd   by   hnnnvn   loresight  or  care.     In  conformity  U* 
piiTiciple  tltey  are  responsible  for  goods  aiolen  or  embezzled  by  iN 
or  oilier  persons,  or  lost  t>r  injured  in  consequence  i>f  tbc  ship  sail 
fnir  weiiiher  iigninst  a  rock  or  shallow  known  lo  expert  mariners^f 

1  170  It  haft  been  held  ihui  if  a  masfer  can  produce  evidence  i 
that  he  lias  used  every  precaniion  lo  guard  against  rais,  before  tak 
the  car^o;  that  the  ship  was  sea-worthy,  as  fur  as  rats  were  cotn 
when  taken  In ;  and  thai,  after  luking  it  in,  and  during  the  voyaj 
took  every  means  in  his  jjower  to  proltct  liib  cargo,  and  to  keep  c 


*  A  nti  w&a  CAUght  in  a  gin  on  board  ft  eoMling  icliooncr;  be  bit  hia  leg  oW 
cflipinL  No  bait  would  Attract  kim  to  ttic  trap  jLgain,  but  tm  two  yMTV  be  wee 
nigtii  hobbling  ubout.  The  hold  bdug  dear  of  €ftrgo,  the  muter  fastened  Ihe  e 
1  CLi^b  wi^ll  up  the  aide,  placed  the  gin  nenr  the  limber  boards  eo?ered  with  liofi 
length  H«'eured  tbc  nit. 

f  An  owner  writai  Febrnary  **,  1861^  to  tlit?  Shipping  Gazette.  My  obarier  g 
loatliog  n  gt'Utiral  cnrgo  for  the  Mcditorraac-an,  Bnyn  ^'  The  enptaln  to  dgn  haXU  d 
At  imy  nU«  of  fri^ight,  and  mode  pnyable  ia  ttuy  tuiuimr  the  cbikHerers  may  cbooiet 
prejadico  to  this  cluirter  pArty."  They  placei  ou  board  fiom<?  good»  Uible  to  be 
by  rr^ts,  mid  the  (mptain  wantH  to  Lnseii  m  th*''  bills  oi  htdmg,  **  not  accomii 
by  vermin,"  whiub  Ihey  will  not  allow,  and  tbreiiten  to  keup  Xlte  fliip  antil  he 
the  cIjtiiMr.  In  tho  citptoin  bound  to  hign  ai  tUey  wish  ;  and  if  so,  wliat  eoarae 
Adopt'id  if  the  ttbArtoiicra  keep  the  vthst?!  after  her  layday*  hftvc  cipirrd  7  Tb« 
ajimwith:  The  caption  bA»iio  right  t  in^rt  any  new  eouditioa  in  the  biUs  of 
Uie  ebartcn*ni  are  juitified  in  retain^    k  the  »bip. 


078 


nfs;  Ac  consignee  could  not  recover compeusaiioD.  Refer-  [VEEMIK 
ring  lo  damage  caused  by  this  class  of  verniin^  it  lias  also  been  lield  ihat 
nbtjre  rats  occnBion  a  leak  in  a  vessel,  wliereby  ibe  gootk  are  spoiled,  tbo 

■owners  are  responsible^  as  ibey  would  also  be  if  a  rargo  were  eaten  by 
mice,  itiiless  xhe  roaster  can  sbow  tbat  proper  precautions  were  taken  and 
tliat  be  bad  suJTiclent  cats,  in  wbicli  case  ibe  &bip  would  not  be  liable. 

1 171  Cheese.  In  llio  Court  of  Exclieqnor,  Baron  Maiitin  decided  tbat 
wbero  luba  containing  Parmesan  ebeese,  sbipped  at  Genoa  for  London,  bad 
^bopn  brok<*n  in  stowing,  and  tlieir  contents  destroyed  by  rats,  ibe  abip  was 
^eld  liable,  notwithstanding  Ibere  were  eats  on  board* 

1J72  Coffee.  In  tbe  United  States  Disti-ict  Court,  December,  1801, 
Judge  SttiPMAN  gave  judgment  in  tbe  case  of  Wm.  P.  Kirklakd  u.  tbo  borquo 
~hme,  as  foUowa : — Tbis  libel  seeks  to  recover  damages  for  injnrios  to  cofleo 
■ansported  from  Itio  Janerio  to  New  York.  Tbe  answer  allegeB  that  tbis  occur* 
.  not  from  any  cause  for  wbieb  tbe  barque  orber  owners  are  responsible,  but 
lely  from  '*  the  dangers  and  accidents  of  the  sea  and  navigation/*  It  is 
clear  that  a  portion  of  tbo  in  jnry  was  caused  by  rats.  Tbis  fuct  was  anticipated 
by  tbe  answer,  whieb  alleges  tbat  due  care  was  exercised*  two  cats  being  kept 
on  board  from  tbe  time  the  coffee  was  laden.  Clainianta  insist  tbat»  baviug 
exercisci]  due  care,  tbe  in  jtury  is  witbin  tbe  exception  of  the  bili  of  lading,  and 
is  to  be  deemed  one  of  the  "  dangers  or  accidents  o(  the  seas  and  navigation.** 
^KOn  the  other  band,  the  libellants  maintain  us  matter  of  law;  tlmt  damage  to& 
^r'oargo  by  being  gnawed  by  rats,  is  not  a  peril  of  the  sea  within  the  meaning  of 
tiiat  terra  or  ll^e  terms  used  in  llio  bill  of  lading;  ami  that,  therefore,  th© 
claimants  cannot  exempt  tbemsclves  from  liability  by  sliowing  that  they 
adopted  certain  precautions.  The  question  of  damage  done  by  rata  baa  been 
tbe  subject  of  ref)oated  decisions  by  courts,  and  has  been  often  discussed. 
The  oldest  case  which  has  generally  been  relied  on  at  all  is  tlmt  of ''  Dale  r. 
Hall"  (Wilson,  R.  p.  2^1}  on  action  iu  tbe  King's  Beiicli,  on  a  contract  to 
carry.  Mr  JuHtiee  BuuNExr  admitted  evidenoe  to  show  that  rats  had  gnawed 
ft  hole  tkrongh  the  bottom  of  the  ship»  by  wbieb  tbe  damage  oocnrred.  A 
verdict  was  given  for  dufendant,  and  on  motion  for  a  new  tiial  the  verdict 
was  set  aside  I  Lbe,  ch.  1),  remarking  tbat  the  ruling  below  was  clearly  wrong. 
In  this  tlie  whole  court  concurred.  By  the  report,  it  appears  that  tbe  judge 
ho  tried  tbe  cose  was  in  doubt  as  to  the  ttdmis^ibility  of  tbe  evideijce.  This 
was  decided  In  1750.  In  ibe  case  of  **  Hunteb  v.  Porra/'  (4,  Campbkll, 
'jlOS)  in  1850,  Lord  ELLEKnonouon  held  in  a  Nisi  Print  trial  tlmt  a  loss  arising 
liroin  rats  eating  boles  in  the  sbit/s  bottom  was  not  within  the  perils  insured 
ftgainst  in  tbe  common  form  of  a  policy  of  insurance.  Of  course  be  held  it 
not  a  peril  of  tbe  seas.  But  a  very  recent  English  case,  **  Lavsroni  t?.  Datny/' 
(10.  Eng.  Law  and  Eq.  Rep.  510),  fully  sustains  tbe  claim  of  tbe  libel Innts 
in  tbis  case.  It  was  Ibcre  held  that  a  cargo  of  cboese  hoving  been  damngcd 
by  rate,  the  injury  could  not  be  attributed  Co  a  pen!  of  the  sea,  that  it  wiia 
**  a  kind  of  destrnction  not  peculiar  to  the  sea  or  navigation*  or  ariiiing  directly 
from  it,  but  one  to  which  such  a  commodity  as  obeese  is  eqniilly  liahlo  in  a 
warehouse  as  in  a  ship  at  sea/'  Tbe  court  held  that  tbt?  ]ues»'in*e  of  cjits  as 
as  alleged  in  the  present  answer,  was  no  defence.     Ii  is  true  that  Judge  BiouY 

4<4 


eu 


STEVENS    ON   STOWAGfl, 


stfvtes  that  the  Contiuental  writers  ou  maritime  law  maintain  fVERHIK 
a  difFert?Qt  doctrine,  altliough  he  siiya  ihe  English  law  holds  the  ship  hable. 
But  I  do  not  ixtiderstand  him  as  endorsing  the  doctrine  of  the  foreign  writers, 
altliough  he  does  not  expressly  dissent  Here  are  two  cases  which  contlict  with 
the  E nglish  rule—**  Carrioces  v.  Coxe,"  I  B innkv,  5112,  and  "  A ym  e-r  u.  Astor,** 

0  CowRN,  260.  Of  the  fonner,  Axoelt.  in  his  work  on  the  "  Law  of  Carriefs,'* 
remarks  "But  this  has  heen  considered  and  pronounced  to  be  the  only  cas« 
contrary  to  English  law."  As  to  the  case  of  *'  Aymer  v,  Astoh/'  the  reAsi>mog 
of  the  tlourt  on  this  point  does  not  appear  to  be  wholly  conaistent  with  either 
doctriiie,  and  consequently  is  sometimes  cited  as  supporting  the  English  mle, 
and  sometimes  as  in  conflict  with  it.  The  learned  Uhellant,  in  the  case  tmder 
considt'ratioij*  has  cited  it  in  support  of  his  claim  but  I  agree  with  the  claimanCd 
counsel  that  it  has  no  such  effect.  On  the  trial  in  the  court  be  low/ the  judge 
charged  the  jury  that  damnge  by  rats  was  not  a  perii  by  sea,  and  thercfoiv 
not  within  that  exception  in  tlie  bill  of  lading.  To  this  part  of  the  chftrgl 
exception  waa  taken,  and  on  the  hearing  of  the  writ  of  error,  judgment  wai 
reversed.  Savaoe,  Chief  Justice*  said,  in  giving  the  opinion  of  the  court — 
and  in  ibis  part  of  his  opinion  the  whole  court  concujTed*  **  The  true  question 
to  bo  submitted  to  the  jury  was,  whether  the  master  had  used  ordinary  care 
and  diligence;  whether  a  eat  is  a  sufficient  preventive;  or  whether  smoking 
the  ship  la  the  proper  or  more  cfficflcious  remedy,  is  a  proper  conuderaticNi 
for  the  jury."  This  view  of  the  court  must  have  pioeeeded  upon  the  id^ 
that  damage  by  rats  was  a  peril  of  the  sea,  against  which  the  master 
owners  wej^  not  obliged  to  secure  the  cargo  at  all  liazards,  and,  therefore 
within  tlie  exceptions  in  the  bill  of  lading.  ThiS»  of  course,  would  let  in  tli6 
proof,  and  if  the  fact  that  ordinary  care  and  diligence  wei-o  used,  wai 
proved,  it  would  excuse  the  ship.  Of  course,  too,  without  this  care  and  diligence 
the  ex  trera  est  perils  of  the  sea  would  not  excuse  a  loss.  11  a  ship  were  destroyed 
by  a  tornado,  vmlcss  Drdinai7  diligenca  to  prevent  it  were  shown,  thf>  lo&s  would 
not  be  a  peril  of  the  sea  within  the  meaning  of  tlie  law.  The  result  to  which 
the  court  came  in  this  ease  of  *' Aymer  v,  Asroa/' was  a  logical  deduction 
from  the  principle  which  they  assumed^ — that  the  master  of  a  ahip  was  '*not 
responsible  like  a  common  carrier  for  all  losses^  except  they  happen  by  ih« 
act  of  God  or  the  enemies  of  the  country.*'  I  understand  that  this  principle 
has  been  distinctly  overruled  ("  Sewell  p.  Allen,"  2  Wkndell.  327;  Ano£.ll 
on  Law  of  Carriers,  see.  80  and  see.  170,  note,  Grbenlkaf;  over-rultxl  cases, 
revised  edition,  1856,  page  23).     After  careful  examination  of  the  authorities 

1  am  inclined  to  adopt  the  conclusion  of  Chancellor  Kent,  who,  after  n!miirk]ag 
that  it  was  a  "  vexed  question,  upon  which  the  authorities  are  much  divided  * 
aays — '*the  better  opinion  would,  however,  seem  to  be,  that  the  insurer  is  not 
liable  for  this  sort  of  damage,  because  it  arises  from  the  negligeneo  of  the 
common  carrier,  and  it  may  be  prevented  with  due  care»  and  is  within  the 
control  of  human  prudence  and  sagacity/'  (3  Kant's  Com,  300,  301).  This 
conclueion  has  since  been  strengthened  by  the  case  of  *'  Lavkroni  v,  Drcry," 
ah-eiidy  cited.  But  whatever  may  be  the  conclusion  warranted  l>y  the  authorw 
ities,  1  do  not  think  the  master  of  the  Fame,  has  proven  due  diligence  on  his 
part.    Ttie  witnesses  offered  by  the  claimants,  consbtiug  of  several  uuutect 


STKVENS    ON    STOWAGK. 


C7a 


I  WHO 


who  carry  similar  cftrgoee  from  Hio>  say  it  la  a  yery  bad  port    [VERMIN 

i>r  ruts.    The  maetar  of  the  Fame  Limscif  teBtiHeB  that  it  is  the  worst  port 

'tnt^  he  ever  visited,  oud  he  always  has  some  on  board.     Yet  he  did  not 

fulmiuBte  tiisBhip.     Knowing  tho  danger,  as  he  admita  he  did,  1  tlilDk  cotn- 

liion  prudence  would  have  led  to  the  ase  of  every  koowri  rneatis  of  ridding  her 

the  vermin.     Let  a  decree  be  entered  for  tiie  hbellants,  with  ati  order 

[nifereuoe,  and  let  the  Commissioner  in  fiis  report,  eareJuUy  diBtinguiBh  the 

ua  kinds  of  damage  to  tlje  cargo  and  the  causes  of  that  damage. 

117:i     Coffee*     Com.  Pleus,  Jan,  24,  180G,  Kay  v.  Wheeler.     A  special 

<*ft«e  siQted  without  pietidings  for  the  opinion  of  the  Court.     Defendant's  ship 

LVk'tarui  Uiok  on  huard  from  Mesj&rs.  Wilsom  ^  Co.  at  Ceylon,  a  parcel  of 

Icoffee  consigned  to  plaiDt jti'.     llie  bill  of  lading  waa  in  the  ordinary  form,  tho 

Fgoods  were,  thei^fore,  to  he  carried  saXoly  and  securely,  tho  perils  of  the  sea, 

ktbe  act  of  God,  and  tho  QtieeD^a  enemies,  only  excepted.     On  arrival,  it  was 

|Jbund  that  rats  had  gnawed  the  bags  and  caused  a  losa  of  £25,     Defendant 

leiiied  liability  becauae  it  waa  not  through  his  fault ;  tha  ahip  was  cleared 

Ibefore  starting  and  two  cats  and  two  Cingalese  ferrets  were  placed  on  boards 

[Sir  G.  HoNBYMAH  said  that  it  was  preposterous  lor  defendant  to  say  he  waa  not 

lliable  hecauae  he  bad  cleared  the  ship,  for  tlte  los^  did  unt  arise  from  any  of  the 

pxc«pted  perils*     He  did  not  know  whether  it  waa  meant  lo  be  contended  that 

be  loss  waf  caused  by  the  "perils  of  tlie  sea,"     Mr.  Justice  Willks;  He 

l-^ould  probably  say  that  the  damage  aroao  from  tbe  pprils  of  navigation.     Sir 

G,  lloNBYMAN :  The  Court  of  Exchequer  had  dehvered  an  elaborate  judgment, 

•♦  L^vsaoNi  V,  Dburt/'  to  tho  effect  that  an  owner  was  not  excused  from  damage 

I  by  rata,  notwithstanding  he  kept  cats  on  board."    Mr.  W.  Williams,  for  defen- 
dant, tri^  to  distinguish  this  case  from  **  Laveuoni  r.  Daunv/'     Mr  JuBtice 
B^tiTa  said  the  only  difference  seemed  to  be,  that  here  there  were  two  fivrreta  in 
addition  to  two  caLs.    Mr  Jusiice  WjLLEa  thought  that  it  was  a  harbarism  that 
a  carrier  should  be  more  liable  thun  any  other  bailee,  but  such  was  the  law, 
The  Court  held  that  they  were  bouud  by  tho  deoiaion  in  *'  Laveiioni  v.  Dncav,** 
whiclu  if  quuistioned,  must  be  so  in  the  Court  of  Error.   Jttdgment  for  plaintifT, 
nvhit'h  wus  contlrmi^d  on  an  a[»peal  to  the  Ex.chequer,  Feb.  4,  1^07. 
1 174     VINEGAR;  apeciOc  gravity  1*013  to  1080;  tee  casks,  general 
cargo,  and  li*|uid8.     An  Admiral  try  puncheon  contains  72  gallons  ;  h«gn- 
hrad  ^4  ;  burrel  36  ;  hidf-hhd  2<>;  kilderkin  18;   small  coakf  l^gaUons, 
1 175     VITRIOL,  Oil  of,  (Bulphunc  acid)  should  be  stowed  on  deckt 
at  #jhipper*»  riak,  to  be  thrown  overboard  in  case  of  necessity;  if  in  the  hold 
iand  lire  occurs,  the  owner  may  bo  liable  for  the  entire  Ions  ;  if  ab»(ihttely 
I3ccessttry\  package  In  sand  will  lessen  the  danger.     The  LlverjKJol  under- 
writers recommend  vitriul  lo  be  stowed  on  deck,  and  packed  in  ^ma^  iron 
lanks  or  very  ttrong  wooden  caaki  weighing  not  more  than  2  cwL  so  as  to 
be  easily  handled  on  emergency.    In  coasting  vessels  it  is  ciicoacd  in  strong 
basket  work  and  Mowi-d  uu  a  ballast  of  coal  haiing  a  perfcclty  flat  Jsuifacr. 
I  Tonnage.     lt>**  carboys  oil  vitriol,  H  ton,  will  occupy  a  spaec  of  850  cub.  ft, 

!         CMT  1  keel.     When  wheat  is  If  l>  qr,  freight,  vitriol  Is  ratid  at  7  j^/  ^  carboy. 
I         Carboys  range  from  1}  to  2}  owt.  gross,  geuer  ally  1  i  to  1 ),  averaging  Lc.  2q.  lilb. 


670 


STEVKNS   ON    STOWAGE. 


WAGES. 


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IfoU,     Thtfrocthnal  parU  of  tm>*t^nths  of  a  penny t  that  arist  t^ry  da^  in  Uki 

1170    Wages.    Section  10  of  tlie  Merchant  Bliipping  Amendmeot  Act, 
1802,  says :  The  paymeut  of  Feainen's  w&gcB  required  by  the  209th  seetioD 
the  principal  act  tihall,  whenever  iti?i  prttcticftWe  so  to  do,  b«?  madpiti  moii< 
and  not  hy  bill ;  and  in  cases  where  pavTuent  is  made  by  bill  drawn  by  tb^' 
inasler,  the  owner  of  the  ship  bhall  he  liable  to  pay  the  amount  forwbieh  ib# 
same  is  drawn  to  the  holder  or  indorsee  thereof;  and  it  shall  not  bo  necenKTjr 
in  any  proecedmg  ngainst  Ihf  owuer  upon  sucli  bill  to  prove  that  the  mi 
has  aulhoritj'  to  draw  the  saino ;  and  any  bill  purporting  to  be  drawn  in  pui 
Buance  of  the  said  section,  and  to  be  indorsed  as  therein  n^quired,  if  prod 
out  of  the  custody  of  the  Bourd  of  Trade  or  of  the  Registrar  General  of  SeauieoJ 
or  of  any  snperit3tendent  of  any  Mercantile  Marine  Office,  Muill  be  received  ii 
evidence ;  and  any  indorsement  on  any  such  bill  purporting  lo  be  made 


STEVENS   ON   STOWAGE. 


«7T 


WAGES. 


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ealmlaHfig  of  ih£  woffet  in  the  third  andjijih  OfdumMi  arts  r^tet^^  in  ike  teveral 

!  pursuance  of  tho  said  section,  and  to  he  signed  by  one  of  the  function itriea 
I  therein  mentioned^  shall  also  he  received  in  evidence,  and  sbuIJ  bu  deemed  to 
he  pritna  facie  evidence  of  tbe  facts  stated  in  such  indorsement. 

BscTioN  20tb  says :    The  197th  aeclion  of  the  principal  act  aball  extend 
aen  or  apprentices  who  within  the  «ix  months  initnediately  preceding 
rdaath,  have  belonged  to  a  British  ship  ;  and  such  section  shall  be  con- 
I  as  if  there  were  inserted  in  the  firit  lines  thereof  after  the  words  '*  such 
an  or  appronlice  as  last  aforesaid*'  the  words  "  or  if  any  seaman  or  ap- 
rprontiee  who  has  mtliiu  the  silt  months  immediately  preceding  his  deatli 
^Monged  to  a  British  ship/* 

[At  tho  close  of  the  article  mate,  Uitie  are  tlie  details  of  aevoral  coaet  of 
palid  «a^  which  were  settled  in  Courts  of  Law.J 


678 


STEVENS    ON    STOWAGE, 


WAGES. 


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additiom  in  compiling  ihioe  cdumM,  when  under  gir^^fUht  qf  a  penny;  butfivm 

1177  Wages— Mate.  At  tlje  Maasiou  House,  London,  May  20,  18d0» 
before  Mr.  Alderniftn  Ldsk»  Jasieb  Dalley,  mate  of  the  Sir  Ralph  Aberci 
almiidoneJ  tiff  the  Cape  of  Good  Ho|3e  in  tbt?  winter  of  1804»  sued  bej*  o 
Mr.  John  Buooie,  of  21,  Mark  Lane,  for  MB  16j  wages,  for  wbich  piijtnent 
wa8  refused,  on  tbe  ground  Ihat  tbe  abandonment  was  reckless.  The  veasel 
bad  lost  lier  rudder  and  bowsprit ;  sbe  did  not  make  muck  water,  and  the 
crew  were  only  four  bouis  at  tlie  pumps.  Tlio  master,  Ids  wife,  and  all  tho 
ci-^w  took  to  the  life  boat  and  went  on  board  a  passing  ship,  tho  Martabim, 
i\\e  crew  of  wbicb  tlie  next  day  boarded  tbo  Abercrnmhie  and  took  liar  into 
Table  Bay.  The  master's  certificate  was  in  consequence  suspended  by  iba 
Marine  B«jard  for  two  years  and  the  mate's  for  six  months.  Mr  Bttonis 
bad  to  pay  heavy  salvage  to  tbe  salvors.      An  apprentice  stated  that  if  Uid 


^^^^f            STEVEN^O^STaWAG^^^^^GT^^^ 

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^Bcr«!iv  ha4  stood  bj  the  ship  ond  the  oflicere  bad  octed  properly,  sbe  would  Imvo     ^^^B 

^Hliften  sAvrd,  but  Ibo  Aldprmoii  ik'cided  tbat  ttm  crew  were  bound  to  obey  ibo    ^^^| 

^Bnuister  mill  derided  tbal  tbe  demaml  for  ^2H  ir»«  must  bo  paid  wttb  costs.    ^^^| 

^H(Tbi8  decision  of  tbr  lufif^^trale  in  favour  of  tbo  second  mato  wfus  questioned    ^^^| 

^Bly  tlioM  wbo  tmnsid^T  that  wliPit  n  portion  of  tbo  Sir  Ralph  JbtrcrombWi    ^^^M 

^Hbivw  went  on  board,  Ibe  beeoiid  mate  niigbt  have  joinc»d  tbc^m]                                ^H 

^B       1178    A  mnslor  writes  to  ib»i  Shipping  GazHU,  September  fi,  l8<m  :    My          ^| 

^B  vessel  an  Uer  passage  to  Alexindrta,  founders*    Tbe  crew,  four  days  after,  land        ^H 

^B  ftt  Tripoli,  and  are  subjected  to  a  ten  days'  qnaritniine.    Tbe  iriAHt<?r,  boingno   ^^^| 

^Hmlfiaed  by  tbo  consul  pays  tbe  crew  up  to  tbe  day  wbt^n  qituntuiint^  closea,   ^^^H 

^■The  owner  stilted  Ibat  tbe  wage*  ceased  froiu  i\w  tiiuft  nbe  went  down,  and    ^^H 

^Bltf^aes  to  repay  the  account.    Ija^  ibo  master  a  claim  on  tbeni?  An^wci ;  Tbe        ^| 

wa^ei  are  only  due  up  to  the  time  the  vessel  was  lost 

m 

680 


STEVENS    ON    STOWAGE. 


1179  A  rftlher  novel  case  was  lieard  befom  tbe  Neirport  [WAGESj 
inflRiBtrates,  iu  October,  1860.  Capt.  James  Aldridoe»  of  the  Chra^ 
Sonthamptnn,  was  sumtiioned  by  Hksry  Carroll,  ODsof  his  crew,  to  recovei 
£^  wages  due.  The  master  said  be  was  wiHiog  to  pay  £2  9$  IJJ,  and  staU^i 
tbe  facts,  wbicb  Carroll  S4i  id  were  ron-ect.  Tlie  articles  specified  that  the  crew 
were  to  discbarge  the  cargo  and  ballast  and  place  tbe  vessel  in  a  loading  bcrlh. 
An  anchor  bad  been  found  iind  bi ought  to  the  vessel,  and  it  was  liAed  up  1 
crane  as  high  as  the  bulwarks.  Carroll,  and  the  rest  of  the  crew;  wen 
ordered  to  assist  in  gtuding  it  on  board,  but  they  refused,  and  the  maat^r  re- 
fused to  allow  them  to  discharge  the  cargo  (iron),  but  employed  other  men  to 
do  it,  tledueting  the  expenses  out  of  what  was  coming  to  cotnplainant  and  the 
rest  of  the  crew.  Carroll  said  he  was  willing  to  discharge  tbe  cargo,  hut 
tbe  muster  wouKl  not  permit  him.  Tlie  bench  held  that  as  complainant  had 
refused  to  obey  the  orders  of  the  master*  he  was  ^^rfeeily  justified  in  tlw 
course  he  bad  adopted,  and  made  an  order  for  ^2  9t  l^J*  the  complainaal 
to  pay  all  expenses. 

[  In  tbe  Board  of  Trade  Tnstmctious  to  shipping  masters  it  is  said  :   **  in_ 
all  cafCB  where  the  word  *  Month  *  only  is  used,  the  calendar  month  is  itnplie 
whether  of  2M,  liO,  30,  or  31  days,  as  tbe  case  may  be.     The  day  upon  whio 
the  wages  are  to  commence^  as  specified  iu  tbe  agx^eement,  and  also  the  day  \ 
discbarge,  must  be  included  in  computing  senmen's  wages."     Tkis  does  na 
however  preclude  seamen  from  making  special  aiTangementi,] 

1 180  WALNUTS.    A  bag"  weighs  about  1  cwt,  but  tbe  weight  vari« 

according  to  the  port  of  lading ;  see  fruit. 

1 181  WITANGIIEE,  Whangeo,  from  the  Chinese  inan^,  yellti^| 

and  hce  root,  ilse  name  of  some  canes  imported  from  tbe  East  as  walkir 
sticks,  and  said  to  be  ibe  root  of  the  narrow 4 eaved   bamboo  ;  ihey  afl 
valuable  on  accfnint  of  the  sufficiently  straight  root  being  difficult 
procure,     Tbe  Wlianghee  has  a  pale  liard   bark  and  flL'xible  siem^  wi 
internodes  of  about  an  incli  and  a  half  or  two  inches,  and  a  number  < 
little  holes  at  the  knots.    It  is  sometimes  called  Japan  cane.    The  inferia 
sort  is  dark  colored,  badly  glazed,  and  light.     At  Bombay  6,000  ( IScwt,] 
go  to  a  ton  for  freight* 

1182  WAR  CHARTER  PARTY;  Esposito  r.  Bowdkn.    Thit. 

was  a  writ  of  error  from  tbe  Queen  s  Bencli,  and  was  argued  Michslma 
18»'56,  An  actluu  on  a  charter  party  brougljt  against  a  British  inercba 
who  bad  chartered  the  vessel  (a  neiitral)  before  tbe  declaration  of 
war  with  Russia,  to  go  to  a  Russian  port,  and  there  put  on  board  a  cargo 
to  be  conveyed  to  this  country*  The  question  was,  whether  the  brenkitig 
oat  of  the  war  before  the  arrival  of  the  vessel  at  Odessa,  operated  is  a 
nullification  of  the  charter.  Defendant  pleaded  thai  it  excused  him  from 
the  performance  of  bis  contract,  as  it  was  impossible  to  carry  it  tnto  eflfect 
without  violating  the  law  by  trading  with  tlic  Queens  enemies. 


STEVENS    ON    STOWAI 


Court  of  Queen's  Bench  held  this  plea  [WAR  CHARTER  PARTY 
was  no  answer  lo  ihe  action.  The  important  q»iesiiun  wa?,  wliether 
the  pica  was  a  good  one*  It  wiis  clearly  cslablishcd  that  th«  eflect  1 
of  a  declaration  of  war  was  lo  ptjt  an  end  to  all  iiilercoyrse  with  an 
enemy  s  couiurji  and  to  make  it  illegal,  in  1799  some  doubt  was  thrown 
upon  ihe  principle,  but  in  1800  Lord  Kbnyon  decided  that  a  declaration 
of  war  was  an  absolute  interdiclion  of  commercial  intercourse  between 
two  hostile  coaniries — it  had  all  the  force  of  an  Act  of  Parliament.  It 
was  an  exercise  of  I  lie  prerogative  of  the  Crown,  and  every  authority, 
paniculurly  Lord  ^Tansfield,  Sir  C.  RaBi>fsox,  and  Justice  Storet, 
laid  down  that  it  had  all  the  force  of  law,  and  was,  in  fact,  a  portion  uf 
the  law  of  England.  Then  ihcy  had  to  enquire  what  was  the  elFect  of 
a  declaralion  of  war  upon  a  contract  made  before,  and  remaining  nn* 
executed  at  the  time  of  such  declarati(H>.  It  had  been  held  by  Lord 
ELUvKDoiiotTGH,  and  laid  down  by  Chancellor  Keat,  that  the  effect  of 
a  declaralion  of  xvar  upon  such  a  contract,  was  to  dissolve  the  contract 
Hnd  excuse  the  parties  from  performing  it.  If  a  Brittslt  subject  not 
domiciled  in  an  enemy 'a  country,  shipped  a  cargo  in  a  neutral  vessel 
from  an  enemy's  port,  he  would  be  trading  with  the  enemy  and  violating 
ihe  law,  and  neither  the  English  subject  nor  an  alien  friend,  could  bring 
an  action  against  a  person  for  refusing  to  perform  a  contract  containing 
an  undertaking  to  do  so  after  war  had  been  declared.  On  these  grounds, 
the  Court  were  of  opinion  that  the  judgment  of  the  Court  of  Queen's 
Bench  ought  to  be  reversed,  and  judgment  entered  for  the  defendant. 
Judgmeiii  for  defendant  accordingly* 

1 183  WASTAGE,  When  goods  are  conveyed  from  one  place  to 
another  by  different  vehicles  or  ships,  the  last  one  is  considered  answer- 
able for  wastage  or  pilfering.  It  is  therefore  someiimes  necessary,  when 
conveying  valuable  liquids  to  take  what  is  termed,  the  dry  inches  of  each 
cask  on  receipt,  as  a  guide  for  the  setileinent  of  any  demand  on  delivery. 
It  would  prevent  much  annoyance  to  shipowners  and  consignees,  if  per- 
mission could  be  granted  by  the  Customs  and  Excise,  to  allow  officers, 
when  rec|uired,  to  witness  the  dipping  of  wine  and  spirit  hi  bond,  when 
being  conveyed  from  one  port  to  another ;  see  deficiency,  beer,  spirits,  &c, 

1 184  WATCH  TACKLE.  A  small  lackle  with  a  double  and  single 
block,  usually  called  by  seamen,  *  Handy  Billy/*  Some  masters  cr>nsider 
that  wlicn  cargo  is  breaking  oni  in  the  iioliJ,  a  watch  tackle  in  worth  fiair 
men  pulling  or  heaving  on  deck,  and  that  the  frequent  and  judicious  oppli- 
cation  of  it  often  prevents  bea?y  claims  on  the  ship  for  breakage* 

1185  WATER.  Masters  should  if  possible  have  the  purity  of  thd 
ship's  water  guaranteed^  or  else  send  a  trustworthy  pertion  to  control  the 

4  n 


STEVENS   ON    STOWAGE. 


I 


soiin-e  of  ibe  supjjly.  Slips  occasionally  obtain  unwUulesome  WATER 
at  Culcuttaj  wbcre,  unless  well  watched,  the  owners  of  the  supply  boats 
will  pull  out  their  plugs  and  deliver  river  water  for  the  use  of  the  inen;^H 
the  Hoogley  is  well  known  to  be  the  receptacle  of  the  dead  all  along  i^S 
banks,  aitd  the  crews  of  ships  are  often  afflicted  on  the  passage  hotnc^ 
especially  in  the  colder  latitudes,  with  diseases  clearly  traceable  to  the 
consunipiion  of  unwholesome  water.  According  to  ihe  Passenger  Act» 
lSf>5,  each  statute  passenger  and  seaman  is  entitled  to  three  quarts  daily, 
in  addition  to  at  least  10  gallons  daily  for  eooking,  for  every  hundred 
Btaluie  adults  on  board.  When  casks  are  used,  they  must  be  sweet  and 
light,  of  sufficient  strength,  and  of  wood  properly  charred  inside,  and 
capable  severally  of  contniniiig  not  more  than  300  gallons  each ;  the 
staves  of  the  water  casks  are  not  to  be  made  of  fir,  pine,  or  soft  wood. 
By  an  order  in  Council,  May  6,  1857,  any  "passenger  ship**  with  steam 
power  sufficient  to  propel  her,  without  the  aid  of  sails,  at  the  rate  of  five 
miles  per  hour,  may  proceed  with  only  half  the  quanlity  of  water  required 
by  the  above  Act,  provided,  1st — that  she  has  an  efficient  apparatus  for 
dhtHHng  fresli  water  from  salt  water;  2nd — that  the  owner,  &g.  lodges 
a  certificate,  declaring  the  apparatus  to  be  in  good  condition,  and  the 
number  of  gallons  which  can  he  distilled  in  24  hours ;  3rd — that  the 
Emigration  Officer  is  satisfied  therewith  ;  and  4th — that  there  is  on  board 
a  person  competent  to  manage  ihe  apparatus.  The  calculation  for  the  , 
daily  issue  of  water  is  ufiually  as  follows:  crew  6  pints  in  cold  weather,^| 
7  pints  in  hot  wcallier;  passengers  and  servants,  one  gallon  each,  to  lu*^! 
elude  washing  and  cooking ;  horse,  6  gallons  \  cow,  8  gallons ;  sheep^ 
li  pints;  pig,  2  quarts ;  one  dozen  fowls,  \\  pints;  geese,  1  gallon^ 
ducks^  1  quart. 

1186  An  experienced  master  says:  when  a  large  quantity  of  water 
has  to  be  carried,  the  best  plan  is  to  have  a  couple  of  longers  of  tanka^ 
(400  gal),  or  casks,  at  the  fore  and  after  hatchways,  and  to  rise  tbeil|^[ 
from  the  skin  and  carry  them  from  wing  to  wing;  stowing  with  tlicm 
wet  provisions  (salt  beef,  pork,  &c,),  you  then  may  not  only  trim  the 
ship,  but  admit  the  leakage  to  pass  through  without  damaging  cargo,  and 
the  water  being  towards  the  ends  is  better  for  lightening  than  in  amid- 
sbipa.  Beer,  in  wood,  for  troops,  is  also  stowed  with  the  water,  or  in 
the  same  place,  for  the  above  reasons,  but  generally  at  the  after  hatch. 
Capt,  Paiiish,  E.T.Co,  recommends  that  each  cask  should  be  well 
bunged  up  when  emptied,  which  will  not  only  prevent  dirt  from  ge(tiu| 
in,  but,  in  case  of  any  serious  accident— such  as  collision  or  striking  oq 
a  rock — might  he  the  roeana  of  keeping  the  ship  afloat  for  days.  Sou 
masters  recommend  that  water  for  ship's  use  should  never  be  put  beloi 
the  main  deck,  as  cargo  is  liable  to  be  injured  when  taking  out  waK 
stowed  near 


STEVENS    OX      STOWAiiE. 


2.  Gttmtti  Sttfrr 

S    TuifAs 

7.  Chtun  tiMrkft- 


tQ  SMi  rmm 


U  Sptnt 


iZlSn 


i$.Sl4$p> 


14 .  Mmrut^ 


le.  U^  rtmm 


MOLD    STOWAGE    OF  k  SLOOP    OF  WAR,  41    S, 


STEVENS    ON  STOWAGE* 


683 


1  R7  Mr.  BHABY^U.S.Navy,  »a)s:  previous  to  getting  on  [WATER 
board  the  tanks,  a  plan  of  atowing  lb  em  may  be  easily  arranged  hy  means 
of  rough  models  in  wood,  wLicli  a  fiir|»onli^r  can  reatlily  make.  In  gelling 
the  tanks  from  the  store,  attentjun  slniuld  be  directed  to  the  lid  sockets, 
wbich  if  not  properly  lined  with  fcarnnuglji,  will  allow  mucb  of  their 
contents  to  esi  ape  in  rolling  ;  as  also  to  the  ohtaining  the  t>ro|ter  number 
o(  keya,  and  see  that  they  are  short  enough  to  work  between  the  decks 
and  I  he  tanks  if  the  vessel  is  a  small  one.  The  screws  for  letting  off  the 
water  require  careful  treat  men  t,  for  they  are  apt  if  once  started,  never 
to  be  so  light  again  ;  and  after  being  three  or  four  years  in  use,  the  nuts 
decay,  rendering  the  keys  useless.  Whitewashing  tanks  inside  is  found, 
hy  experience,  to  be  highly  useful  in  keeping  water  pure. 

1 188  Iron  tanks  for  containing  water  are  usually  made  to  fit  the  run 
or  any  other  part  of  the  vessel.  A  naval  officer  recommends  it  as  a  good 
plan  *  to  stow  tanks  by  fours,  with  the  lids  together,  so  that  in  clearing 

away  to  get  at  one  tank,  you  clear  away 
four' — ^see  engraving.  Fixed  tanks,  con- 
taining enough  for  the  use  of  the  crew, 
are  now  generally  placed  on  the  keel  so  n« 
:  *      near  the  pump-well  or  chain  locker;  thoso 

C3:    iCJ  t      i*<^quired  for  passengers  are  mostly  4  feet 

cube,  hold  400  gallons,  are  moveable, 
\(~^  and  are  frequently  sold  in  the  colonies, 

when  not  required  for  the  voyage  home; 
htil,  if  required,  are  often  filled  iviib  mer- 
cliandize,  oils,  &;c.  and  are  also  used  to 
contain  biscuit.  Tanks  weigh  1  i  to  21b. 
per  gallon,  according  to  tbeir  shape,  and 
occupy,  pro  rata,  about  half  the  space  of  casks.  When  the  interior  cor- 
rodes, the  water,  by  the  motion  of  the  ship,  becomes  discoloured,  and  is 
ihen  termed  **  ship's  port  wine"  by  the  seamen.  In  this  condition  it  is 
not  considered  injurious,  and  can  be  completely  filtered.*  When  tanks 
are  fitted  close,  the  timber  underneath  rots,  especially  after  it  hecomei 
nisty.  Leakage  is  often  caused  by  keeping  the  hose  on  after  the  tank  Is 
filled*  A  Boston  shipowner  boxes  off  those  parts  which  come  between 
the  tanks  and  the  ship,  and  at  stated  periods  inserts  salt,  which  preserves 
the  wood  from  rotting.  If  large  tanks  are  placed  in  the  centre  of  the 
fillip,  »o  as  to  bear  on  a.  limited  surface,  their  weight  may  open  the 


•  W«t«r  w]il«h  Kppuaji  qidti!  ptitrtd  wben  &r«t  the  bung  b  t*k«ii  oat  of  m  cuk^  be- 
iKMlliif  •«e«'l«&ed  by  esfKiimre  to  ill e  «ir,  in  b  tew  dajv  or  crcn  boars*  A  poiuiJ  of  eharooil 
tbrown  into  ft  cftak  of  irat4*r>  twelve  boor*  bdforr  uiie«  will  purifjr  it  Gutta  pereli*  piping 
b  Hue  dMii««l  Hod  b«»i  uuiivnil  to  be  unod  whmi  w»ter  i»  ptmipoi  from  ibe  Uiakm  to  ih« 


684 


STICVKNS   ON   STOWAGE. 


gftrhoord  streaks,  especially  if  the  wood  lias  been  previously  [WMEE 
weakened  l»y  leakngo  of  fresh  waler*  All  waler  tanks  sbonld  be  well 
scraped  and  washed  aud  tben  while  washed  before  re-fiUing.  Whea 
stowing  cargo  against  the  water  tanks,  is  is  necessary^  to  prevent  injurioui 
pressure  i  see  wool. 

ADICEALTT  TAKES. 


"•tlS^ 

Capacity 

in 
Galioas 

Weight 
when        1 
Bmpty 

Cubic 
feel 

Bescrtp- 
Uon 

Capacity 

Wel^t 
when 
Empty 

Cable 

Kq. 

i^ 

tt     qr  lb 

feet 

No. 

if*i 

e    qr  tb 
7    1    7 

f«ci 

1 

10     *i  12 

101 

7 

400 

68 

lA 

m) 

7    0  25 

61 

7A 

2on 

6    0    6 

36 

2 

576 

ID    0  22 

m 

8 

375 

6    3  26 

64 

2A 

287 

6    3  15 

49 

8A 

187 

4    3    0 

82 

3 

£10 

9    0  18 

87 

9 

310 

6    1     6 

54 

3A 

S55 

6    2    0 

44 

91. 

irs5 

4    17 

97 

4 

600 

9    0    2 

65 

10 

200 

4    2  17 

35 

4A 

250 

e  0  15 

42 

lOA 

100 

a    1    5 

18 

6 

476 

6    2    6 

80 

11 

110 

3    17 

20 

5A 

237 

6    3  17 

41 

12 

3tM) 

6    0    9 

51 

6 

410 

8    0    0 

€8 

13 

200 

4    3  23 

34 

6A 

fi06 

6     1  24 

35 

14 

100 

8     1    0 

IT 

I 


I 


I 


For  the  toDn&ge  for  freight  of  gorenLmeat  imkM,  Sic,  m6  ike  AdmiriJty  Table  *t  the 
commencement  of  this  work, 

1189  210  gal,  water  are  computed  to  a  ton  ;  llie  London  Water  Co*] 
computes  6  barrels  of  36  gaL  each  (216  ga!.)  to  a  ton.  224  gal,  weigh 
20  cwt,  reckoning  a  gallon  to  weigh  lOIh  ;  a  gallon  contains  277*274 
cubic  inches  ;  a  cubic  foot  6^  gallons.  Nine  cubic  inches  become  leo 
by  freezing;  and  a  eiibie  inch,  confined  and  frozen,  expands  with  a  force 
equal  to  nearly  13  ion — a  fitct  which,  if  not  considered  in  the  arrange- 
ment and  mauagement  of  those  pipes  and  valves  which  in  ships  comuti- 
nicaie  with  the  sea,  may  lead  to  dangerous  accidents.  The  specific  gravity 
of  distilled  water  is  I'OOO,  of  sea  water  1028,  seltzer  1-QU3.  3.5  cubic 
feet  of  sea  water  weigh  20  cwi.  At  Madras  a  boat  load  of  water  is  4^ 
butts — the  price  55  fanams  40  cash  =  4f  rupees  nearly.  ™ 


What  is  an  Inch  of  Rain  f — The  R^gisLrar- General  givea  the  following  infomuitioil 
in  reflpeci  to  raiufttll : — **  RaiD  fell  in  one  week  in  London  to  the  Ainoitut  of  0*43  i 
Wbidi  is  e^nivjilent  to  43  ion  of  rain  ^  acre.  The  rainfall  dnring  the  prenoiu 
^mried  &om  30  ton  }^  ftere  in  Edinbnrgh  to  216  ton  t>  aero  in  Glusgow.  An  EnKtiili  i^re 
conaliitB  of  H,27'i^6-W  equare  inch  en  ;  «md  on  inch  deep  of  miii  on  an  ncre  yields  6,272«6I0 
cnbiti  iDchea  of  water^  which  Rt  277*274  cubic  inches  to  the  gallon,  lUAkes  22,622*5  g^aUoikft; 
as  n  gallon  of  diatOled  w&t-er  weigh*  lUlb,  the  Kiinfall  on  an  at'jc  ia  220,225tb,  avoir;  b<ai 
2,24<:>2t).  &r«  a  too,  and  coniequcntly  an  inch  deep  of  ntiu  wt^lgha  I00'{t93  too,  or  nearly 
101  too  ^  acre.    For  erery  lOOth  of  an  inch  «  ton  of  w&tar  fill»  ^  acre/* 


STEVENS    ON    STOWAGE- 

VrSlOKI  OF  WATKB  ^T  ITS  COMHOK  TEUFEE^TUEE.— U.S. 


1  Cabin  inch 

•03617rt> 

1  CTlindrieftl  loot  . 

49'm 

12      »    inches 

•434rt) 

1           — 

4-91  gal 

1  Cjlifidrical  iuch   . 

■0284tb 

2' 281  Feet     ..,.., 

1  cwt 

12         ^        mchm 

'341ib 

45-6*i     —        .. 

1  ton 

I  CaHcfoot 

6-25  gal 

11'2  XmperijI  utJJuuH 

1  cwt 

1J92  Cubic  feet    .. 

Icwt 

224               — 

1  ton 

86,810    —        

lion 

As  a  gallon  of  fresli  water  weighs  lOlti,  by  muUipljing  the  camcnts  uf  a 
cask  or  lauk  in  gallons  by  10,  the  weight  in  pouiuls  avuirdupoia  is  obtained. 
I A  cubic  foot  of  rain  water  =1,000  ounces  avoirdupois  =  62  ill). 

^  HOD  WATERPROOF  CLOTHING.  ^Phe  royal  mail  steam  ship 
Seitie^  Cnpt.  R.  Revett,  kft  the  Island  of  St.ThonMs,  AiiguHt  13, 1865, 
Al  9,30  p,ni*  when  30  miles  off,  smoke  was  itbserved  coming  up  one  of  the 
pipes  leading  lo  the  cbuiti  lockers.  In  ihe  fure  hold  were  1,20U  packages 
of  India  rubber  waterproof  clothing,  tobacco,  and  cases  of  cigars.  The 
bttlflies  were  battened  down,  holes  cut  in  ihe  deck,  and  five  or  six  hoses 
played  on  ibe  burning  cargo.  She  returned  to  the  island,  where,  with 
help  from  the  ships  Saienf^  Eider^  Conway,  and  Be  twenty  the  lire  was 
fifXttngui^hcd.  It  is  supposed  to  have  originated  through  the  spontaneous 
combuslioti  of  the  macintosh  clothing  shipfied  buck  from  Ilavatinah  to 

k  JBnrope  ;  the  charred  remnants  smelt  fetrongly  of  naplha  ;  the  direclora 
bave  prohibited  such  articles  from  being  fihipped  on  board  their  vtshels. 

WEIGHTS.— LIST    OF    BRITIBH    IMPERIAL    WEIGHTS    OF   OEBIHABT 
MZEECAITTILE    PACKAGESL 


Ar«eiiic«  cask enst* 

Aiheft,  AjDa«ric«ii,  ea»k.   ^— 
A«heB,  Ri»fti«D   ..♦..*    — 

Bristleii,  cAsk — 

CimiAinon,  bftle Ih. 

Cocoftf  baff ..*.  eifii. 

—  tM — 

OofiM,  tierce  ,•.....,    — 

—  bag — 

Cotton,  CaroUnm,  bale    lb. 

—  New  Orleasj   ♦    — 

—  ElTVptian   .,,.    — 

Curraati,  butt. . , avt. 

Flax,  Rnuian — 

—  Flemish.  .*.•.#.  — 
Oalli,  bag  .....,.,..  — 
Gioger,  burrel ^ 

*-  E.  India  bag. .  — 
Gmn  Arabia,  1  ebeat  .  *    ^ 


Bi*mp  Vale t^fit. 

Indigo,  ohest tb.    1 

Jttte , cwi. 

lijir,  ebe«t    lb.    \ 

L«ad,  bbck,  caik   ....  t»et. 

Madder ..,.*,.    — 

Molasses,  piinebcoti  . .    — 

Dpjtun,  ohest lb.    ] 

I'epper evi. 

Rice,  bag «» 

&iiKoJ>ag — 

Saltpetre,  big — 

Sugar,  hogshead,  about    — 
—    Eladii,  hag  ..    — 

Tar    prt/, 

Tua,  eheat    . , , « lb, 

Tdbiifco,  hogshead .*,,  eteL 
Turpeutiae,  barrel . . , ,    — 


086 


STEVRNS    ON    STOWAGE. 


1191  WFXL,  an  apartment  fornied  in  the  middle  ot  n  ship' 
by  bulkheads,  to  enclose  the  pumps  from  ibe  baUmn  la  tlic  Ic 
upper  deck*  It  is  used  as  a  barrier  to  preserve  those  machiaes  fron 
damaged  by  the  friclion  or  compression  of  the  materials  coniaineil 
bold  ;  also  for  preventing  damage  to  a  dry  cargo  by  water  csctipio 
the  pumps;  and  piirllcularly  to  prevent  the  entrance  of  ballast, 
which  the  lubes  would  preaenlly  be  ehoked,  and  tlie  pumps  re 
incapable  of  serviee*  They  are  also  convenient  for  descending  ii 
hold  in  order  to  examine  the  slate  of  the  pumps^  &c, 

1192  WHALEBONE,  if  greased  by  oil  casks,  &c.  will  b 
sidered  "  dajuaged  by  bad  stowage.**  If  at  all  greased  when  recer 
sbipmefit,  a  master  should  not  sign  for  it  as  being  id  **  good  condl 

1193  Wharfage.  Exchequer,  May  13,  IB«1,  sittings  in  EiTor, 
Baroo  Bramwell,  and  Justices  Blackburn,  Mbllor*  and  Suke.  Tb 
was  brought  by  the  Soctuampton  Dock  Compakt  against  Hill  for 
wharfage  of  two  packages,  one  containing  a  mirror  set  with  numerous  din 
|>ciirls,  and  precious  etonea,  of  the  value  of  J^L^tOi).  The  other  arti( 
tftiued  eniall  property,  an  ornaraeuted  stereoscope,  but  of  the  value  of 
These  articles  were  sent  over  by  the  Sultan  of  Turkey  for  eihibitioa 
lutoFoational  Exhibition,  PlaiiitifTa  made  an  ad  valorem  charge  for  wl 
of  £17,  but,  defendant  refusing  to  pay,  the  present  action  was  broug 
was  shown  that  when  these  packages  were  landed,  the  Custom-house 
requLred  tliem  to  be  opened  for  their  inspection,  and  they  were  then 
the  companj  B  premises  at  tbeir  risk  for  a  whole  night.  The  case  came  ( 
tried  before  Mr.  Justice  Willes,  when  a  verdict  was  taken  for  plain tiif, 
to  the  opLniou  of  the  Court  of  Common  Pleas  upon  the  construciiod 
Company's  Act,  6th  Wm.  1Y.,  cap.  2f>»sec.  149,  which  empowered  then! 
cerl  ain  rat*»s  for  all  articles  not  particularly  set  forth  in  the  schedule 
as  should  he  equal  to  the  rate  or  sum  affixed  on  goods,  &o.  **  of  a  similaF 
package,  value,  and  quality  to  those  specified  in  the  schedule,*'  Tlj 
Justice  of  the  Common  Pleas,  in  delivering  judgment,  said  that 
tlie  company  ought  to  be  compensated  in  Home  measure  according  to 
of  the  uriielo  and  the  risk  incunod*  and  he  thought  this  charge 
one,  hut  the  questioa  was  whether  the  company  had  a  right 
charge.  One  of  these  articles  was  such  m  had  never  been  exported 
it  was  a  looking- glass  in  a  frame  »et  with  preeiotis  stones,  and  was 
merated  in  the  schedule.  That  being  so,  the  company  were  empo' 
tlic  1 40th  scetiou  to  charge  the  same  as  they  would  for  articles  ** 
tliem  in  uftLure,  package,  value,  and  quality;  but  there  was  nothinj 
statute  to  entitle  tlie  company  to  make  an  ad  vaiorem  charge.  Ho 
but  think,  however,  that  this  charge  was  a  reaflonable  one,  and  he  hi 
all  he  could  to  find  something  in  the  Act  of  Parliament  to  aupi 
company  in  it,  but  not  having  been  able  to  do  S0|  the  r\dQ  must 
absolute  to  enter  the  verdict  for  the  defendant. 


SI 


Mr,  Lush,  Q.C.  now  iirgued  that  tbe  company  bad  a  right  [WHARFAGE 
to  miike  this  charge  at  common  law,  as  there  wrs  nothing  in  the  Bchcdule  at 
nil  like  t}iCBe  articles.  By  the  judgment  of  the  Court  below  the  company  were 
not  entitled  to  charge  anjlhinjr.  The  compuny  had  to  unship  the  :irlicle8»  to 
have  the  packages  opene*i  and  to  keep  them  at  their  risk*  the  artides  heing  of 
tkftt  nature  which  made  them  particularly  subject  to  theft.  There  was  iio(Juui» 
at  oil  like  them  m  tho  echedule,  unless  a  cow  could  he  likened  lo  the  hi]>po- 
l»oi4iDiu9.  Mr.  M.  Smith,  QXJ.  said  tliey  miglit  be  taken  under  the  head  of 
curioBiiies  or  fumilure.  The  Judges,  after  i-etiring,  said  that  they  need  not 
hear  Mr.  Smith,  and  they  then  delivered  a  judgment  in  ftlmost  the  worda  of 
that  of  Lord  Ohief  -Justice  Eble. — Judgment  affirmed. 

1104     WINR;  see  spirits, 

1 195  WINGERS,  small  casks  slowed  close  to  ihe  side  in  the  huld, 
where  larger  casks  would  cause  too  great  a  rising  in  that  pari  of  the  tier, 

1196  WIRE,  Weight  of  100  lineal  feel  B.W^  guage  diameter 
*137,  iron  4-t»65,  steel  5*020,  brass  5*427,  copper 5'7 10.  IMie  welglit  of  a 
lineal  foot  of  copper  bar  1  inch  diameter  is  round,  3  02711**  and  square 
3'&fi4 ;  brass,  round  2*&t>3,  and  square  3-646, 

1197  WOOD,  UNRATED,     Bombay  ton  14  cwt, 

11 98  WOODEN  SHIPS.  Mr.  Graktham,  C,E.  savs,  that  the 
tree  which  is  intended  for  a  limbcr-huilt  ship  is  no  sooner  felled  lliau  the 
oxygen,  which,  during  vegetation,  is  lield  in  harmless  combination, 
begins  its  work  of  decay.  The  gradual  conihustion  and  deterioration  of 
the  woody  fibre  supervenes ;  carbonic  acid  is  cvulved  ;  and  the  wood, 
becoming  carbonised,  loses  its  flexibility  and  strength.  The  progress  of 
this  decay  is  sure,  though  by  care,  its  effects  may  be  retarded;  but,  from 
the  numerous  instances  of  its  rapid  increase,  even  in  well-bniU  vessels, 
we  are  led  to  conclude  that  no  human  foresight  can  prevent  its  poison 
from  spreading  in  every  direction.  Some  kinds  of  timber  are  much 
more  liable  to  thia  defect  than  others ;  its  progress  is  increased  by  neglect 
and  a  want  of  air.  But  when  dry  rot  has  once  commenced,  a  ship's 
character  for  seaworthiness  is  lost  and  she  can  no  longer  be  depended 
upon ;  for  it  is  too  often  found  that  she  is  weakened  in  the  most  vital 
points ;  that  those  parts  on  which  her  safety  mainly  depends,  are  decayed; 
and  that  some  unusual  and  casual  strain  is  alone  required  to  complete 
her  desiruclion.  [  An  experienced  ship-builder  considers  that  the  decay 
mentioned  by  Mr.  Graktham,  is  confined  principally  to  aged  limber.] 

1199  Dry  rot  in  Britiab-built  ships  may,  as  a  rule,  be  attributed  to 
the  use  of  unseasoned  oak  timber*  and  the  neglect  of  the  proper  means 


*  Sotuo  builders  consider  that  ililps  built  ontler  dosa  roofs  are  more  Ujible  to  dry  rot, 
bHCfiusfi  when  djuupncAs  get*  io  whilo  boiMijigp  the  ion  uul  wind  caoiiot  roicli  tho  frMnoo 
to  dry  tlMJlB« 


688 


STEVENS    ON    STOWAGE. 


of  ventilaiion,  wiiicli  cnn  readily  be  provided  for  by  [WOODEN 
opeiiii!^  in  ihe  ceiling.  There  are*  Ijowever,  some  kinds  of  liraber 
dtspiieed  to  dry  rul  thai  no  precauiion  can  save  from  rapid  decay 
single  piece  of  it  in  a  sliip,  will  inoculule  acljninii*g  parts,  and  ibi 
extensive  ravages.  But  tliis  sort  of  timber  is  easily  known  by  i 
and  tipen  grain,  and  should  he  carefully  avoided.  Dry  rot  is  b 
vented  by  salting;  set>  tlie  article  salting.  Whale  oil  is  said  to  be 
a  j>reservative  ol  timber,  that  no  wbale  vessel  Is  ever  touched  with 

1200  ^Vood  dries  more  rapuily  the  longer  it  has  previously  rei 
underwater,  because  the  water  constantly  changes  all  round  the  Fub 
parts,  and  eventually  laket!  the  place  of  the  sap  which  issues  U 
carries  wiih  it  the  fcrmeniing  properties  wiih  which  it  is  charged, 
waler  evaporates  with  greater  rapidity  than  that  which  contains 
malterp,  the  previously  suhmerijed  timber  is  sooner  seasoned. 

1 20 1  Mr.  Blackburn,  in  his  treatise  on  ShipbuUding,very  p 
notices,  that,  in  constructing  ships  care  must  be  taken  not  to  p 
getber  those  kinds  of  timber  whicli  are  known  to  disagree  in  tbeii 
and  to  destroy  each  other*  The  oak  of  Northern  Europe  and  ihat  o 
Amencitj  prove  extremely  pernicious  to  our  native  oak;  a  decayi 
of  timber  placed  in  contact  will  hasten  the  detlniction  of  a  souni 
when  absolutely  necessary  to  place  them  together,  a  piece  of  h 
httween,  may  diminish  the  injury. 

1*202  It  is  stated  that  Teak  which  has  not  been  lajvped  before 
will  not  rtisl  iron;  the  oil  in  the  wood  keeps  the  ship's  bolls  so  cl< 
where  tbey  have  been  used  fifteen  years  for  poop  fastenings,  tin 
come  out  almost  as  clean  as  when  driven  in.  Teak  limber  is  occai 
bored  into  by  some  perfi» rating  insect  which  seldom  takes  a  course 
across  the  trunk*  The  perforations  average  half  an  inch  in  dii 
sometimes  I  hey  are  much  larger,  and  frequently  the  perforations  ar 
in  the  interior,  than  at  the  entrance — perhaps  through  the  growll 
insect.  The  dirt  attached  to  the  exterior  and  the  smallne&s  of  the 
holes,  often  prevent  their  being  discovered  in  a  balk.  Teak  pUn 
perforated  have  been  used  in  the  construction  of  ships,  and  the  col 
leak  has  involved  great  loss  on  the  owner,  in  consequence  of  the  d 
of  discovering  itn  exact  position. 

1203  The  thickness  of  wood,  either  as  applied  to  planking  or  fl 
does  not  increase  its  durability  in  a  like  proportion,  but  from  the  d| 
of  thoroughly  seasoning  it  when  it  is  of  great  thickness,  or  of  adi 
air  to  preserve  it  from  damp,  is  rather  detrimental,  and  thus  lb< 
vessel  becomes  as  durable,  or  even  more  so,  than  the  large  vessel 

1204  The  action  of  iron  fastenings  is  sometimes  found  to  hi 
jnrious  to  the  wood  as  that  of  the  wood  is  to  the  iron  ;  and  ihu 
the  main  sources  of  support  to  a  timber-built  ship  not  only  acceleit 


STEVENS    ON    STOWAGE, 


689 


rny,  but  is,  in  its  lum,  destroyed  wilb  equal  rapidity  by  tbe  WOOD* 
I  iron  bolt  of  un  iricli  diameter,  whicb  secured  an  iron  knee  to  tbe  oak  rib 

iof  A  u  ull  kij<nvii  stesiiuer,  was  found  after  three  ycQis,  decay*^d  in  the  wood 
but  sound  in  ibe  iron  knee.  It  was  mneb  above  tbe  water-line,  and  not 
near  tlie  copper;  atid  was  probably  destroyed  by  the  acid  of  tlie  oak. 
1205  Mr.  Kt'tiLMAN  asserts  that  the  use  of  iron  nails  in  building 
wooden  ships  is  one  of  tbe  chief  causes  of  their  decay.  Tbe  roiiin-^  or 
decay  of  wood  ia  u  process  of  slow  combustion,  and  be  considers  llial  the 
iron  nails  act  as  carriers  for  oxygen,  and  introduce  it  into  the  suhsiancc 
of  tbe  limber.  Dy  eoiitaci  with  n  aier  and  air,  tlie  iion  is  rapidly  converted 
into  a  Bexquioxide.  In  this  otaie  it  yields  a  portion  of  iis  oxygen  to  the 
wood,  ai»d  ia  reduced  to  tbe  state  of  protoxide,  which  furllier  action  of  air 
and  moisture  eunverts  to  tbe  eexquioxide,  nod  so  the  process  goe«  on. 
Mr.  KruLMAN  fortifies  bis  theory  with  several  experiments,  and  appeals 
to  the  well-known  blackened  and  rotten  appearance  of  ship  planks  that 
have  been  long  in  contact  with  iron  nails  or  bolts, 

P1206  Mr.  Creuzk  says  the  metallic  fastenings  to  a  timber-built 
vessel  act,  it  must  be  remembered,  not  only  chemically,  bul  also  me- 
chanically»  to  occelerote  her  deairuciiou  so  soon  ns  the  dose  connection  of 
the  Several  parts  is  at  all  diminished. 

1 207  M  r.  G  RAH G E  i n  h i ii  Hints  to  You ng  MaiterB,  says :  "The  masta 
of  merehunt  ships  are  generally  made  of  yellow  pine  in  one  piece  ;  6ve  or 

ieix  years  is  tibout  ibe  average  time  they  stand  good.  They  generally 
begin  to  rot  about  tbe  cheeks,  trnssel-ireejf,  and  heel.  And  thi«  is  generally 
supposed  to  he  brought  about  by  wet.  This,  however,  is  question  able, 
as  the  kind  of  wuod,  the  cbeeks>  tru^sel-tree«,  <n  Btep  is  made  of  ha.s  mucb 
to  do  with  the  decay.  It  has  been  remurked  that  American  red  oak 
cheeks  have  ruined  a  mast  in  three  yenrs,  Cupl,  Buown,  of  the  barqu© 
Sundat  hud  his  lower-musis  made  so  thai  tlie  masts  formed  their  own 
cheeks — the  spar  being  Urge  enough  (or  that  pur]»o»e.  These  were 
jtistly  esteemed  by  many,  and  t»n  this  piiut  iple  riny  mast  maybe  ninde.  All 
that  is  required  is  to  Gnd  sufficient  support  for  the  topmast ;  atid  this 
may  be  done  even  wiihoul  tbe  aid  of  irussol-irces  as  now  made*  viz;— 
nake  an  in>n  cap  to  fit  Uic  mast  at  tbe  bounds,  the  mast  increasing  at 
the  neck  and  the  hoop^  with  gaining  sides ;  have  a  natch  cut  in  the  nft  part 
af  lower-mast  4  feet  above  the  hounds,  and  a  like  notch  made  in  the  fore 
part  of  heel  of  top-mast  2  feet  lower  down;  get  a  larg  shackle^  to  shackle^ 
as  f  ma)  say,  tbe  two  masts  together — this  (o  have  the  entire  weight 
J  of  the  top-masts.  The  gaining  hoop  that  goes  on  the  masthead  to  have 
^Ktbe  weight  of  the  maiuyard,'* 

^"  I20H  WOOL,  Large  quantities  arc  exported  from  Australia;  in  all 
tbe  colonies  there  it  is  sold  at  j>it  lb,  with  an  allowanre  in  weight  for  tbe 
actual  tare,  and  an  additional  allowance  of  lib.  ^  cwt.  for  draft ;  freight 

4S 


aoo 


STEVENS    ON    STOWAGE. 


usiitilly  20  cwt,  ^  ton  ;  the  principal  ditTerence  in  llie  character 

of  the  Colonies  is  cause*!  by  die  soil  and  climate.     In  Xew  South 

fruit  is  superior,  especially  grapes  wliich  yield  delicious  wines  ;  pu 

do  not  succeed  there,  while  they  flourish  in  Victoria.     Bark  is  loo 

fur  export  unless  the  European  markets  range  hi^h.     Red  mtm  i 

harder  than  leak,  and  ca|mble  of  being  highly  polished,  proves  too 

for  conversion  into  household   furn Stare.     Stock  or  lean  cattle  b 

New  South  Wales,  are  generally  paid  for  in  specie,  and  are  fait 

Victorin,  which  often  exchanges  them  for  South  Australian  grai 

sidered  more  plcniifu!  than  in  all  the  other  colonies  united  ;  coppi 

are  eqnnlly  abundant^     In  Victoria,  distilleries  and  sugar  refine 

successful ;   the  manufacture  of  paper,  cloth,  and  earthenware  ii 

gressing.     Tasmanian  apples  excel  those  of  Hereford  or  Devon. 

NEW  SOUTH  WALES  ;  the  boJes  ol  wool  are  2  to  3^  And  even  4  ei 

ayGTBge  is  aboai  3  cwt.    The  feftrreit  for  wool  and  gndn  b  in  Di 

Bhearlng  ooiamencea  in  Octobor,  and  tbould  be  orer  by  December 

deferred  variouB  gmsB  BOeds  get  into  the  wool,  parti etilarly  the  .^4*11 

AustratU^  or  kangaroo  grass.     Sifdne^ ;  the  reason  for  ahipmeiii 

November  1  to  March  1  ;  the  principal  montli  ia  Janoary. 

TICTOEIA  ;  aince  1B40  the  Bcajone  here  have  undergone  great  cl 

ctuefly  it  ia  wdd,  by  the  extinction  of  the  foreats  to  provide  fudl 
immoroaa  gold  diggers,  ^'.c.  The  tempera  tare  faju  become  col 
and  ioo  are  now  aeeo,  and  frosl  is  common.  Thfl  difference  of 
for  wool  and  gradn  as  between  Victoria  and  New  South  WaJea  i« 
no  more  than  that  between  Northumberland  and  DcTonshire.  V\ 
a  trifle  later,  \mi  of  the  sAtne  duration  ;  its  wool  hi  eaid  to  be  e^tml 
titj  to  liiat  of  the  two  adjoining  coloniea.  Melbourne;  the  iea«oa 
ment  cxtciidfl  from  October  15  to  April  I ;  the  bulk  of  the  ahipa 
over  by  the  i5th  of  February. 
SOUTH  AUSTEALIA;  wool  is  lumally  made  tip  in  dtunpi  bound  n» 
iron  handa^  meaaimiig  fl  feet  3  Inchea  long  by  2  feet  9  inehea  brdi 
feet  doep ;  weight  gr«asy  aay  4O01b,  washed  3001b.  Clipping  ^ 
from  September  15  to  December  Bl ;  ihipmonta  go  on  to  Ft 
Adelaiik  the  average  weight  of  35,884  bale*  ahippod  in 
ending  in  1862  was  3621b,  ^  halo. 
NEW  ZEALAND  ;  bale»  are  generally  amall,  aeldom  ex( 

new  clip  i»  in  NoTember  and  December ;  ehipmenta  nearlj! 
Otmfo  ;  1,004  bales  and  3  |  bales  shipped  in  Febmary,  1860, 
the  season  for  sbipment  ia  stated  to  be  from  December  to 
Lt/tthtou;  Oil  bales  shipped  in  Deeemherf  1859,  averaged 
Ihrt  Chidfn&rB ;  740  balea  groaaed  averaged  435Ih ;  1,079 
CAFE  OF  OOOD  HOPE  ;  the  shipmenta  are  few,  and  oecnrall 
Atgoa  Bmj;  the  bal«s  are  200  to  830tb.  each,  presaed  and 
iron  bonds ;  the  weather  iaTezy  imoartain,  aometimea  there 
at  othora  droughts ;  when  a  drought  foUowi  an  ordinaiy 
there  ia  no  nourishment  for  the  cattla  whkh  oonvey  the  wool, 
aea-aide ;  the  aeasoua  of  shipment  are  eouaaqnently  oneertain. 
PERU  r  at  Arica  and  Tshiy  the  clip  ia  generally  in  Norembcr, 

January  ;  b&loa  of  alpaca  weigh  160  to  1801b.  each  ;  about  3  feet 
SEA  OP  AZOF ;  woo!  ia  shipped  principally  after  July — ^in  the 


STEVENS    ON    8T0WJV0E. 


691 


A  ship  Willi  a  cargo  of  wool  requires  about  iwo-thirds  llio  [WOOL 
quantity  of  batlasi  necessary  when  in  ballast  only ;  it  bhould  be  as  dry 
as  possible,  and  levelled  lore  and  aft.  Some  experienced  roasters  con- 
luiid  tliut  cargoes  of  wool,  like  cotttm,  require  for  dead-weiglit,  if  the  ship 
is  tolerably  siifr,  not  less  than  one-lhtrd  her  register  tonnage ;  tender  ships 
require  more.  Pig  iron  or  keutled^j^e,  if  it  can  be  ohiained,  is  the  most 
economical,  as  by  its  use  a  height  of  bales  of  wool  may  be  saved ;  this 
cannot  be  done  with  lighter  balhtsl.  The  dunnage  for  tlie  ground  tiers 
should  be  laid  as  the  bales  are  being  atowed,  the  depth  (if  tbe  ballast 
be  perfectly  dry)  need  not  exceed  three  inches;  this  will  keep  the  wrapper» 
of  the  bales  clear.  Should  the  bttllaat  be  the  least  damp,  as  great  a 
depth  of  dunnage  must  be  laid  as  the  heights  will  allow  without  loss  of 
stowage,  for  wool  will  draw  moisture  from  any  damp  substance  near; 
although  the  bale  may  not  touch  the  ballast,  yet  the  wrapper  will  become 
damp,  healed,  and  rotten  ;  thiB  of  itself  constitutes  '*  damage/'  and  the 
wool  shares  the  same  fate  to  a  greater  or  lesser  extent.  **Stow"  or 
♦*  fathom  **  wood,  when  dry,  is  sometiraei  used  for  dunnage,  there  is 
generally  a  quantity  on  board;  it  does  not  however,  lay  Mtry  evenly; 
gum-wood  treenails  in  the  rouf^fh  are  also  used — they  are  produced  in  the 
colonies,  and  sell  well  at  home;  this  is  also  the  case  with  iron  bark  limber, 
which  answers  tbe  purpose  of  ballast,  and  is  excellent  dunnage  for  wool- 
At  Geelong,  Melbourne,  and  Sydney,  copper  ore  from  South  Australia 

I  and  New  Zealand,  is  frefjuenily  taken  for  ballast.  The  wing  bales  nf  the 
ground  tier  iLould  he  dunnagad  at  least  9  inches  at  the  lower  corners  in 
Uie  bilge,  increased  to  12  inches  in  the  shoulders,  and  gradually  decreased 
to  3  inches  up  the  sides.  J'he  breast-books,  pointers,  pump-well,  chain- 
iockers,  masts,  and  hold  stanchions,  should  be  carefully  dunnaged,  as  the 
cargo  ift  being  r*towed,and  bales  should  not  be  allowed  to  touch  iron  knecs^ 
1209  The  packing  i^ii  colonial  bales  has  been  much  improved  lately, 
both  as  regards  tlieir  form  and  pressing;  it  is  now  usual  to  compress 
them  on  shore,  by  hydraulic  power,  and  to  lash  them  with  Manila  or  New 
Zealand  strands,  or  hoop  iron,  at  the  ship's  expense.  Tbe  boloi  are  gener- 
ally pressed  iyn  thetr  flats,  but  sometimes  fur  the  sake  of  stowage,  on  their 
end»|  when  they  are  termed  *'  dumps  ;'*  for  the  same  reason  two  arc  fre- 
quently pressed  together  side  by  side,  and  are  called  double  hules  ;  they 
are  secured  with  from  four  lushings  to  as  many  as  may  be  connidered 
necessary,  and  should  be  stowed  immediately  after  being  pressed j  for  if 
left  any  time,  especially  in  the  sun,  tbe  wool  swells  and  sometlmea  breaks 
tbe  lathings,  when  it  must  be  re-pressed  or  stowed  disadvanlageoualy. 
New  Zealand  lashing  is  now  chiefly  used  for  baleing  at  Sydney,  but 
galvanized  iron  hoops  would  probably  be  better,  as  they  will  not  **  give" 
after  being  pressed ;  there  are  from  eight  to  twelve  lanhingt  to  each  pack- 
age of  Sydney  wool,  which  are  called  ninglo  dampSf  doubles,  trebles,  or 


en 


STEVENS    ON    STOWAGE. 


fourl>les»  ftcoorJirg  to  tlic  nimiLtT  laslied  toereilieT;  Ireble 
the  mrjst  miineroup.  Two  lashings  al  Iciut  sliotilil  helefl< 
ihecuiilentsvvill  be  so  disarranged,  irnotiliminisbcd,  nheti  breakii)] 
dischnrge,  us  to  cause  trouble  and  inconvenience  lo  all  parties  coil 
and  jugtify  cluims  for  darnni^je  from  the  consignee.  Al  Mcibourm 
the  New  Zealand  hemp  lashings  were  worlb  £25  }^  ton  in  [^ 
stevedores  who  contract  for  stowing  ibe  cargo,  ore  tempted  to 
more  lasliings  than  they  are  entitled  to  by  their  agreement,  tbrougl 
the  uool  is  greatly  damaged,  especially  when  discharging. 

1210  The  bull  as  t  for  a  cargo  of  wool,  Hke  that  for  a  cargo 
should  be  levelled  so  as  to  be  equi- distant  from  all  parts  of  th 
above,  in  other  words,  so  as  to  meet  their  sweep  or  bevel,  or  gr« 
of  stowage  space  must  occur  on  reaching  the  upper  tier  under  the 
The  method  of  stowtf}^  is  by  commencing  each  tier  at  both  ends. 
Leaving  off  evt  ry  longer  with  quarter  trunks,  excepting  the  gron 
as  it  is  more  liable  to  rise  in  the  wings  than  the  tiers  over  it.  "F 
good  stowage,  it  is  necessary  as  each  tier  is  being  stowed,  lo  use 
of  dilferent  Ungths,  from  6  inches  np  lo  4  feel,  together  with  •*  i 
posts"  and  "  trunk  phniLs**  &c;  the  planlts  are  of  hard  wood  6  o 
long,  9  inches  broad,  by  2i  or  3  inches  thick,  mlh  a  hole  in  ihe  4 
use  of  which  will  be  explained  hereafter:  two,  sometime*  four,  C 
planks  are  inserted  between  any  bales  of  a  tier  which  are  selecti 
"screwed  otT,'*  and  placed,  if  only  two  arc  u»ed,  against  the  mi 
their  sides  respeclively  ;  between  them  is  entered  a  short  screw, 
when  hove  out  is  succeeded  by  others  of  greater  length,  until  ih 
are  forced  sufficiently  apart  to  admit  of  another  being  entered  1 
the  planks,  and  forced  in  by  the  aid  of  a  screw  "  set"  against  a  %i 
post.  When  the  tier  has  been  thus  increased  by  the  additional  b 
becomes  so  tightened  as  lo  require  two  atid  eventually  four  screw 
the  bales  apart;  in  the  latter  case  four  planks  are  so  placed  as  to  dii 
the  pressure  equally  against  the**  trunk  bales,**  as  the  tenu  is.  The 
surfaces  of  the  planks  materially  assist  the  slipping  of  the  bale^ 
being  forced  into  their  berth  in  the  "trunk  >vay,"'  which  gradiiidl 
ibe  screws  and  admits  nf  their  removal.  When  cargo  such  as  wd 
not  been  fixed  (by  screw  or  otherwise)  sufficiently  light  against  \\i\ 
the  dunnage  has  subsequently  slipped  down  by  the  motion  of  the 
sea,  and  the  goods  Iiave  been  injured  by  leakage,  &c.  On  aceoun 
high  rute  of  wages  at  Sydney,  stevedores  will  not  '*  screw  ort*" 
willingly  as  they  did  formerly. 

1211  Itsomeiimes  occurs  tbal  the  tiers  have  a  tendency  lo  H» 
It  is  necessary  to  use  loms  or  shores  from  die  beams,  together  with 
forcing  downwards.     This  operation  must,  however,  only  bo  don 
ab&olulely  necessary,  and  then  with  great  caution,  or  the  decks  will 


STEVENS    ON    STOWAGE. 


6M 


juriouBly  raUed.  "  Tomming  off'*  is  frequetitly  required  when  [WOOL 
rviiewitig  die  screws,  and  on  various  occasions  incidental  to  ihe  work, 
and  for  ihe  safety  of  those  employed,  parliculurly  when  screwing  in  ihe 
'*  trutkk.**  Great  care  is  necessary  in  Belting  the  ecrews  to  prevent  iheir 
capsizing,  for  the  collapse  of  the  Iter,  from  tltc  great  elasticity  of  tlie  , 
wool,  lias  Sfinretimes  caused  fatal  accidents.  The  bale  being  atowed»  ' 
ihe  planks  are  drawn  out  by  a  tackle  attached  to  the  hole  previoudy  men*  ! 
lioned.  A  gang  of  stowers  (which  ustially  consists  of  four  men  for  the 
hold)  may  be  employed  with  advaniai^c  ut  each  end  of  the  ship  for  the 
ground  tier ;  and  when  a  few  tiers  are  advanced,  other  two  gangs  can  be 
eHipU>yed  at  the  next  or  second  tier,  and  two  or  more  gangs  in  the  *tween 
deck^,  if  they  are  laid.  The  quaniity  a  gang  can  atow  variet  considerablv, 
being  dependent  on  the  atnciunt  of  screwini^.  &c ;  some  halt!!  requiring 
much  more  than  others.  Tltrongh  deficiency  of  height  under  the  lueak 
of  a  ftirtcttsde  or  half-deck,  or  various  beams,  it  is  neeessury  frequtntly 
lo  &crew  dawn  for  stowage,  for  which  bales  screwed  on  end,  and  termed 
dumpe^  are  particulurl)  adapted  ;  this  is  a  tedious  operation,  nquirinpf 
great  care,  as  every  bale  has  lo  be  secured  down  in  iu  individmil  tier, 
by  loms,  until  the  last  bale  is  gol  in*  Care  should  be  taken  to  shore  from 
heum  lo  beam,  in  the  wake  of  the  screws;  and  the  extent  of  screwing 
should  be  regulated  by  ihe  strength  of  the  beams,  against  wliich  the 
screws  are  '*sel/'  Occasionally  llie  Whing8  are  cut  after  a  bale  is  stowed, 
in  order  to  keep  it  firmly  in  its  place,  as  on  being  released  it  iuj mediately 
jaujH  itself  into  the  space  intended  for  it ;  some,  however,  contend,  as 
has  bfcn  already  stated^  that  two  lashingK  should  alwayii  be  left  on  each 
package ;  they  would  keep  the  strain  ofl*  from  iho  t«ides  of  ihe  vessel ; 
ehipi  have  bad  to  pay  heavily  for  damage  to  wool  caused  by  cutting  the 
bides  adrift;  consignees  will  at  limes  refuse  to  receive  them  in  that 
condition*  Merchants  contend  that  bales  should  not  be  pressed  in  any 
other  directiuti  than  that  an  which  the  wool  was  packed  into  them. 

1212  In  Blowing  wool  near  the  water  (anks^  great  care  is  necessary 
to  prevent  their  becoming  leaky  by  over  pressure^  or  tlie  water  will  be 
lost  and  the  wool  damaged.  The  tiers  before  the  tank  should  be  screwed 
tight  enough  from  side  to  side,  to  prevent  their  starling  by  any  pitching 
of  the  ship,  and  those  stowed  each  side  should  be  well  secured  by  prcssuns 
fere  And  aft.     In  this  case»  the  chain  lockers  arr  supposed  to  be  each 

^■tde  of  the  mainmast,  and  the  tank  forward  of  all.  It  it  not  con* 
lortd  prudent  to  cut  the  bands  of  bales  stowed  in  the  *tw^n  iUclt^ 
lae  the  deck  planking  being  only  fastened  abovey  is  consequcotly 
(wtftlt  against  any  upwurd  pressure ;  the  deck  planks  may  be  started. 
f*Tbe  beat  oft  and  stiam  Ironi^  cargoes  of  wool,  sometimes  warp  the  decks, 

1213  Wool  should^  if  possible^  be  shipped  dr^^  when  wet  it  is  liable 
to  spontauieoaB  combnaiion ;  several  ships  leaving  Australia  have  been 


604 


STEVENS    ON    8T0WAGL. 


destroyed  tbrougb  inatteniion  to  tlits  important  poiiu.  Some 
Anstraltttn  agricuUurUis  contend  lliat  the  principal  if  not  the  onl 
of  spontaneous  combustion,  arises  frora  the  practice  of  clipping  el 
the  morning  i^itb  tbe  previous  nigbt*3  dew  on  ;  if  placed  under 
tbe  danger  is  considerably  decreased  or  avoided  altogether.  Care 
be  taken  to  ascertain  ibat  every  bale  is  dry  in  the  heart  ;  tbe  usual 
of  lesdng  is  with  a  rod.  Wo(d  frequently  gets  wet  and  damaged 
drays,  on  irs  way  from  ibe  inlerior  of  the  country;  it  tbeu  becoin 
omside,  and  too  frequently  reaches  the  ship  for  stowage  in  ibis  dai^ 
condition.  Spontaneous  combustion  may  ensue,  especially  on 
long  voyage  as  to  England^  in  which  so  many  changes  of  temp 
occur;  il  begins  lo  smuuhler  first  in  the  centre  of  the  bale, 
ought  not  lo  receive  a  wet  package  under  any  circnmstauces;  they 
see  that  all  tlie  cargo  is  perfectly  secured  from  rain  and  off  the  g 
when  giving  a  receipt  for  it ;  and  stevedores  should  be  urged  to  si 
same  as  soon  as  possible.  If  spontaneous  combu^^tion  occurs, 
may  not  come  out  in  a  blaze  im mediately  ;  in  1846,  tbe  cargo  of 
smouldered  for  70  days;  lier  beams  were  cotiverted  into  cfaaro 
til  ere  was  no  flame.  The  details  of  some  important  instances  nf 
taneous  combustion  will  be  found  towards  the  close  of  this  articl 

1214  Masters  should  be  careful  in  shipping  wool  which  has  m 
properly  cleansed  from  grease  ;  the  inducement  to  do  which,  in 
ence  lo  clean  wool,  18  tbe  greater  amount  of  freight  it  pays  through 
heavier.  When  labour  in  the  colonies  is  scarce,  tbe  quantity  of 
wool  is  increased  to  the  disadvantage  of  tbe  grower,  who  has 
freight  for  grease  and  dirt,  See.  The  ship  is  benefited  by  tbe  dirtj 
provided  spontaneous  combustion  does  not  occur;  some  Sydney  coi 
doubt  tbe  possibility  of  such  an  occurrence  unless  it  be  wet.  V 
wool,  iborongbly  dried,  may  be  regarded  as  free  from  this  risk, 
tar,  oil,  &c.  is  spilled  on  it.  It  is  usually  freighted  at  ^  Iti;  verif 
wool  25  ^  cent,  less  than  clean, 

121*5  As  the  stowage  of  an  Australian  wool  cargo  is  tedioui 
usually  occupies  much  time,  it  is  highly  necessary  that  tbe  topsid 
decks  of  tbe  ship  should  be  well  caulked »  in  harbour,  just  before  i 
and  after  all  the  cargo  is  in,  as  the  pressing  requisite  for  stowing  lb< 
bales  may  have  opened  tbe  seams.  It  frequently  happens  in  high  sg 
latitudes,  that  the  ship  has  to  experience  very  heavy  gales  duri 
wbole  of  her  passage  eastward  to  Cape  Horn.  The  slightest  neg 
tbe  caulking  would  be  sure  to  cause  serious  damage  to  cargo,  and 
be  remedied  at  sea. 

1216  Vessels  loading  Sydney  wool  generally  obtain  dead- 
of  hides,  tallow,  &e.  Hides  are  sometimes  spread  out  flat  and  si 
ibe  hold,  but  generally  ashore;  they  are  levelled  offwithtieenails,  asm 


STEVENS    ON    STOWAGE. 


m5 


I 


depth  to  keep  ihe  wool  apart;  hides  form  an  excellent  dead-  [WOOL 
weiglit,  are  Bometlmes  stowed  iu  blocks,  and  arc  very  useful  for  trimming 
the  ship.  When  cttsks  of  tallow  are  used  they  are  tJways  well  coopered 
hefore  shipment,  anil  common  hones  or  hoofs  are  stowed  in  the  canilinos* 
Oil  this  surface  ia  placed  trecnmls,  spokea,  rattans,  ox  horns,  ahank  bones, 
or  any  other  cargo  th'at  will  nor  (laraage,  and  the  whole  is  covered  to 
prevent  contact  with  the  outsides  of  the  wool  bales ;  horns  must  be  kept 
clear  of  tallow^  wliich  may  injure  them.  Wool  should  never  be  stowed 
on  oil,  as  the  casks  are  then  likely  to  become  very  dry,  and  leakage  will 
ensue  ;  the  nnevenneas  of  stow-wood  does  not  j>rcvent  it  from  being  good 
dunnage  for  casks  of  oil.  Common  raat3  from  the  East  Indies  or  Manila^ 
mre  easily  obtained  at  Sydney,  and  are  uaed  advantageously  on  the 
dunnage.  It  is  usual  to  agree  with  the  stevedores  to  slow  the  whole  cargo 
at  ^  ton  for  oil,  tallow,  hides,  hones,  and  measurement,  goods;  and  at 
^  bale,  large  or  small,  for  waoL  Three  average  bales  of  Sydney  wool, 
if  properly  pressed,  will  occupy  about  40  cubic  feet.  FVllraongers'  wool 
(the  wool  taken  from  dead  skins,)  is  shijtped  from  Sydney  and  Melbourne 
all  the  year  round,  principally  from  April  to  October  (»r  November;  the 
sliipments,  however,  then  only  average  about  500  bales  {p-  mouth  ;  fell- 
mongers'  wool,  greasy  or  clean,  weighs  and  measures  about  the  same  as 
other  wool, 

1217  The  ship  Duncan  Dunbar^  Cnpt.  SWAKSON,  look  in  at  Sydney 
in  February,  1864,  3,120  bales  wool  und  391  casks  tallow,  300 cabin  and 
100  steerage  passengers,  which^  with  400  ton  of  ballast,  made  her  draught 
17  feet  8  inches  aft  and  17  feet  6  inches  forward.  With  a  full  dead-weight 
cargo  she  drew  20  feet  fore  and  aft.  The  ballast  consisted  of  100  ton 
London  kentledge,  250  ton  Sydney  blue  stone,  and  ^  ton  old  gun  car- 
riages. The  Duncan  Dunbar  registered  1,374  ton,  was  220  feet  2  inches 
long,  3<>i  feet  broad,  and  23  deep.  Port  charges  at  Sydney,  in,  with 
2,000  ton  general  carj^o,  and  out,  %iih  pilotrge  in  £22,  out  £22, 

1218  The  %\n}^  Tranmtianiicy  OH  ton  register,  Capt.  W.  Phiiip, 
belonging  to  Messrs.  G.  Thompson,  junr*&  Co.  of  London*  took  iu  at 
Sydney,  June,  1864, 


Enloi  voolf 

CiAkii  laUow, 

Hideii, 

B«gi  and  40  etMt  ktttri  fpam^  aail 

Too  inm-bii^i  tinib«dr. 


^Pshe  is  150  feet  long,  20*d  broad,  and  17'9  deep;  there  waa  do  ballast; 
dunnage  wood,  boitorn  S>  inches,  bilge*  12,  one  treenail  bt-twcen  the  wool 
and  the  sides.  So  hulen,  she  drew  141  teef  aft,  14  forward ;  and  on 
anival  in  Lon^lon,  October  13,  1 4i  feet  aft,  13  feet  10  forward.  With 
780  ton  guano,  loaded  at  Callao  in  I860,  16  feet ;  beat  trim  at  sea  6  inches 


STEVENS    OX    STOWAGE. 


by  l!ic  slern*     Fori  cljari^t's  at  SyJney,  customs  entry,  aii^^ 
shipping  office  £4  4s,     PilritaTe  in  4f/,  ^  ton  ;  out  ijje  same. 

1219     The  ship   Qtteen  of  J^atioris^  Thomas    Mitchbll, 
helonglng  to  IVIe^brs,  G.Thumpsux  Si  Co.  nf  Leadeuhall-Sir 
Sydney  September  21,  18t»5,  and  arrived  in  London  December  : 

4M  Bales  of  wool, 

4'i  Bales  of  coUon, 

1^037  Casks  cocoa-uat  oil, 

219  CAska  tallow, 

2,602  Ingots  am]  plutes  copper, 

G2  Ton  gam,  ftod 

0,-1^2  Hides. 

Ballast,  30  ton  of  kentledge ;  dunnage,  treenails  and  bones,  12  in 
the  bottom^  18  in  the  bilges,  and  6  in  the  sides.  The  hides  vr\ 
from  t^'o  beams  abaft  ihe  foremast  to  the  mizen-mast;  oil  on  th 
with  a  tier  of  tallow  between  ;  the  wool,  cation^  gnm,  elc.  in  th< 
di'cka.  The  ship  registers  846  ton,  is  19fHeei  long,  32-3  broad, 
deep  I  *iween  decks  7  feet.  So  laden  she  drew  ISi  feet  afi  and  16  ft 
her  best  trim  is  9  inches  by  the  stern.  Pilotage  in  £14  2f,  out 
12"20  Sydney  cargo.  In  the  Court  of  Exchequer,  February 
before  Lord  Justice  Erlk,  Pust  t?.  Dowie,  Hy  a  charier  pari 
Toynge  from  Liverpool  to  Sydney,  ihe  eh urterer  agreed  to  pay  for 
of  the  ship  £1,500  in  full,  on  condition  of  her  carrying  a  cargt* 
less  than  1,^500  ton  weight  and  measurement.  It  was  held  in  ibi 
below,  that  this  was  to  be  taken,  in  the  ordinary  proportions,  aa 
to  the  port  of  lading — viz.  one-third  weight,  two-thirds  nieasuremi 
had  no  reference  lo  a  cargo  fur  the  Sydney  markft  in  which  the 
tions  were  ordinarily  one-third  measurement  and  two-thirds 
On  ibis  holding,  which  was  for  the  plain titl,  there  was  this  appeal. 
Justice  Ekle  said  thul  he  and  the  other  six  judges  aBsisting, 
opinion  that  the  judgment  of  tlie  Court  below  ought  to  be  affirnii 
1221  The  ship  f>wirtr  Pf/^Ad,  Capt*  Thomas  IIenrt,  bclooj 
Messrs*  G,  Thomson,  Soks,  &  Co.  ot  Aberdeen,  took  in  at  Mdl 
in  October,  1864, 

S,5.'iO    Bales  of  wool, 
1-Ip00t>    Hides, 

80    Cmte  tftUow, 
20    Ton  spelter,  with 
4,000    Oances  gold,  ttid 
12    Cabin  pasiiengen. 

She  registers  1,068  ton,  is  207  feel  long,  36  broad,  and  22  de?py 
decks  6|  feet ;  with  the  above  she  drew  19  feet  aft  and  18  feci 
forward,  her  best  trim  at  sea ;  with  a  dead-w*eight  cargo  she  dnin*s 
The  ballast  of  stones,  speller,  and  hides,  was  estimated  at*430  to 
wool  was  screwed  in  ;  and  the  dunnage,  stones,  and  homs^  was  1 


STEVENS    ON   STOWAGE. 


607 


ihjck  in  iTie  bottom^  and  15  in  ihe  bilges ;  in  the  sides  horns     [WOOL 
only.     Port  cliargcs  1j»  ^  ton  ;  fulotage  in  £28  18*  6</,  uut  £28  IB*  6</, 

1222  Tlie  siijp  Lineal  it  thire^  1,024  lon^  Cupt*  H,  ^hinxer,  belong- 
ing; to  Messrs.  iVIoNfiT,  Wig  RAM,  &  Son^  of  Blackwall,  left  Melbourne 
November  10,  1864,  with 

2,000  BiIm  of  wool, 

125  CMkji  toUow, 

115  Qiuu-ter-cula  wbliluy,  I 

ao  Ton  CUM}  goodi,  I 

9,800  Oimcj^B  gold  dust,  nsd 

ISO  PaMangerv,  with  th«  reqnislto 
wftter  And  atoret. 

She  ha*l  also  141  ton  kentledge  and  150  tim  stone  ballaat,  nhicli  wns 
lovelJcfi  to  receive  tallow  at  the  fore  end,  apiril  aft,  and  wool  (Jumped  and 
screu-cd  tbe  wbole  length  of  the  Bhip.  So  laden,  she  drew  1 7  feet  2  inebei 
aft,  16  feel  9  forward;  on  arrival  in  London  January  25,  18G5,  16  feet 
Winches  aft.  It]  feet  10  forward  j  her  best  trim  U  lOJ  feet  fore  and  aft. 
Pilotage  at  Melbourne,  in  and  out,  £42. 

1223  Sorae  ships  froui  Adelaide*  refuse  all  cargo  except  woo!,  with 
copper  ore  ufi  ballast;  occaBionally,  salted  btdes^  tallow,  or  gums^  can  be 
had  for  ballast;  also  silver  lead  ore  in  small  qnanlities.  Ships  stowing 
ivool  witli  copper  ore  for  ballasi,  somelimea  start  the  bttg8  and  let  tbe  ore 
fall  in  the  crevices  bet\%cen  the  hulee;  ihjs  is  very  reprehensible,  because 

I  ore  is  |:^enerally  damp^  if  not  wet,  when  shipped,  and  it  must,  llierefore, 
dannige  the  wool.  When  a  ship  takes  bark  here  in  bags  or  bales,  pcrtnissioii 

I  abonhJ  he  obtained,  on  the  bill  nf  lading,  to  cut  the  packages.  If  notob- 
luiried  and  the  packages  are  cut,  tbe  ship  will  be  liable  to  make  good  for 
lo^s  of  weight  and  other  damage.     In  1866,  the  charges  for  towing  vessels 

I  to  and  from  the  Lightship  were  considered  excessive,  being  7d  J^ton  for 
a  distance  of  9  miles.     Most  of  the  vessels  trading  to  and  from  London, 

^L  are  built  expressly  for  the  trade;  ibey  are  thus  enabled  to  turn  oni  large 

^^corgoos.     Ships  generally  turn  out  considerably  over  their  intake  weigbt. 

^Bln  many  instances,  wool  is  dumped  on  the  station  for  convenience  of  land 

^^ carriage  ;  the  ship  allows  the  coat,  say  Is  Hd  to  2*  ^  bale.  As  a  rule, 
ships  will  stow  four  bales  per  register  ton  if  they  take  a  full  cargo  of  irooU 


Ao  6ipen«iie«d  msaftif  myw — **  Wh^n  mftaton  tro  andor  duuier  snd  boood  ia  tt»« 
r'i  a#ani  at  Adftlaid»,  tb«y  ntt  botmd  U>  h«Te  thoir  outward  boslttMs  done  Umrai^ 
I  auMil.  If  wailtm  preCer  on  dlit^^UiLrge  of  inward  e»rgo,  io  prooar*  a  hvomw^rd  Mifbl 
'  Qirntiprli  A  dif!%*r«iii  dtiuiiie],  ili«j  inwAnl  ttrDkor  c&a  hy  iht  cuvtom  of  tlm  coloajr,  djtmsnd 
the  UMUjil  rfuuftiUHiim  on  tlic  fimotiiit  at  freight  gro»ied  by  ih«  nhip  lioio^wftnL  I1ii«  rklm 
m*7  not  bcoomo  knemn  to  u)exp«rieiiced  xau4«n  imtll  tlieir  altipi  m  fosdy  for  um^  U 
wUl  be  BSceMary  to  observs  iHuiiian  brfun)  ligning  unch  charter  partial/'  Upoa  this, 
iftolh«r  muter  obeervcft,  "  t  bstn  altr»yM  nudiirit^od  thmt  if  Ibo  ebartftmr**  ngpift  caoaol 
I  hiusMlf  ind  emplojment  for  tbo  tlitti  outwftrd,  Mad  It  tbe  niMtar  ban  it>  ICKik  «dMiifbfit« 
^^lor  fmightj  lli«n  th«  inwsrd  and  oat  ward  brokfin  dlvtd*  eommiailon." 


4T 


698 


STEVEXS    ON    STOWAGE. 


Ships  loading  at  Port  Wakefield,  wbicb  seldom  exceed  three 
or  four  each  season,  or  at  Port  Auguala,  can  generally  ubtnin  c 
^  th,  freight  more  for  wool  thau  at  Adelaide, 


I 


^5 


S^5 


t 


^Tl 

Hk 

Ik 

8,918 

S88 

17,U0 

_ 

22»0-i3 

— 

h,428 

aas  ' 

15,723 

399 

ai,821 

^ 

4.061 

— 

DfcTtaaw 

36,.|i>4 

— 

" 

" 

oi 


m 


rb 

B5S 

1 

2,266 

7B6,84« 

2 

— 

7r.'.K5a3 

3 

*-^ 

898,881 

630 

* 

2,a92 

889.500 

662 

2,183 

869,769 

697 

- 

2,958 

1,123,514 

iOO 

* 

1,433 

518,330 

851 

_ 

1,521 

630,576 

762 

- 

3,»32 

•"■ 

lb 

786,682 

930,904 

l794,«nf5 

875,482 

1.145,335 

542,400 

603,162 


1224  In  December,  1863,  one  of  the  Orient  line  of  „^ 

Afi/rmy,  Capl.  J*  LegoKj  belonging  to  Messrs.  Anderson,  1 
&  Co,  of  BilJiler  Court,  London,  left  Adelaide  with 

8,182  Balea  wool, 

19,622  Ingot*  copper, 

1,690  Bngs  silver  lead  ore. 

478  B«g9  copper  ore, 

85  Boxes  tdlrer  lead  ore» 

15  Bales  leaUu^r, 
277  Cmlf  ddiLB, 

1,150    Homi, 

16  Ctiftes  and  10  coakB  wise,  and 
Btindiies. 

The  Murrmj  registers  902-79  ton  ;  1  en  gib  of  keel  180  feet,  fop 
feet,  breatllb  33J,  deplh  of  bold  20  feet  8 inches;  'iwcen  dec! 
So  liiden,  she  dren^  16  feel  2  inches  aft  jind  15 J  feet  forward,  but 
250  urn  of  cargo  space  occnpied  by  ]ias8engers,  of  uboin  ?he  \ 
complement*  Wi lb  300  ton  dead-weight  cargo  and  1,100  ton 
ment  goods,  she  drew  10  feet  4  inches  aft  and  15  feel  8  forward, 
was  350  ton  of  cargo  space  for  passengers.  Her  best  draiighi  I 
i%  15  feet  8  inches  aft,  and  15  feet  forward.  She  carries  a  very  li 
on  a  very  ism  all  dranght ;  and  has  a  long  floor  with  two  sharp  ett 
was  bnilt  by  Messrs.  Hall,  of  Aberdeen,  and  has  run  326 
24  honrs.  Port  charges^  harbour  dues,  and  light  and  ton 
£28  1  b  e^f ;  pilotage  in  and  out  £17. 

1225  The  barque  ^idamant,  815  ton,  Capt,  B,  LoDWic 
belongiug  to  Mr.  Harkison,  Gloncesier  lerrace,  Regent*sPark, 
left  Adelaide  January  8,  1805,  with  273  ton  of  copper  ore  (in 
ballast,  and  to  dunnage  3,600  bales  of  wool  screwed  in  as  usui 


STEVENS    ON    STOWAGE, 


60g 


had  also  24  passengers,  and  so  laden  drew  16|  feet  on  an  even     [WOOL 

keol ;  on  arrival  in  London,  in  May,  15  feet  11  inches  aft  and  16  feet  2 
fonvard  ;  her  best  trim  at  sea  is  14  J  fuel  aft  and  1 4  fofward.  The  barque  is 
174-9  feet  long,  30  broad,  19'2  deep,  'tween  deeks  6  feet  9  inches ;  she  has 
loaded  1,132  ton  of  Caknlla  cargo,  Tiie  jJdumani  loaded  partly  at  Port 
WukffieJd,  at  the  head  of  the  Oiilf  of  St.  Vincent,  six  miles  from  the 
Lmd,  and  relumed  to  Port  Adelaide,  where  she  coinpieled  her  loading, 
which  involved  the  cost  of  two  pilotages  and  towages.  Towing  in  and 
oni  of  Port  Adelaide  twiee,  and  one  trip  to  bring  off  the  passengers,  £84  ; 
pilc*tage  in  and  out  £14  \5s;  pilotage  in  and  out  £15  10*;  tonnage  dues, 
B8.5lon  at  3f/ t>  ton,  £10  3*  9(/ ;  Marine  Board  £23  Xx;  wharfage  9if 
^  ton  ;  entering  and  clearing  £5  6s,  The  heaviest  charges  were  those 
for  dumping  and  stowing  the  wool — 3#6i/  p-  bale  at  Port  Adelaide,  and 
4f  at  Port  Wakefield^  including  lighterage  ;  in  all,  about  £700.  At  Port 
Adelaide,  the  water  being  soft,  the  bottoms  of  iron  ships  are  very  liiihle 

I  to  get  fouled. 

1226     In  relation  to  ihe  packing  of  New  Zealand  wool,  T^Ir.  HoRST- 
BnusK  says,  **  the  fleeces  should  not  be  tied  with  strings  ;  the  lint  mixes 

^wilh  the  wool,  and  makes  what  are  called  burls:  no  lying  is  requisite. 
The  bales  should  he  pressed  about  300 Iti,  in  a  small  bale — a  neat,  square 
looking,  well  packed  lot  carries  a  btiter  impress  with  it  that  care  has  been 
taken  in  the  getting  up,  and  Is  not  unlikely  to  turn  the  scale  in  favour  of 
the  seller.  It  is  sometimes  found  that  a  few  greasy  fleecca  are  packed 
with  the  washed;  in  all  cases,  this  is  a  serious  detriment  to  the  whole. 
If  a  few  unwashed  sheep  arc  shorn,  and  their  fleeces  are  not  sufficient  to 
fill  a  hale,  either  retain  them,  put  ihem  among  the  locks  and  pieces, 
which  nearly  assimilate  in  value^  or  else  pack  them  in  a  balcj  and  mark 


A  similar  course  should  be  pursued  in  all  cases  where  two  kinds  of  wool 

I  are  packed  in  the  same  hale.  *'  Occasionally  when  the  wool  arrives  in 
JEngland  the  brand  is  obliterated  through  getting  wet  on  board ;  it 
fei  therefore  recommended  that  both  ends  be  marked.  Never  mark  the 
fMes  on  the  sides  only,  as  they  are  exhibited  for  sfale  end  on." 
1227  New  Zealand  wool  has  not  bitherto  been  packed  as  well  as  that 
of  Australia,  owing  to  the  want  of  suitable  hydraulic  presses  and  sheds* 
As  the  bales  arc  usually  pressed  by  thi^  master,  be  should,  if  pr^ssihle,  he 
provided  with  two  or  more  good  wooden  screws.  A  large  portion  of  the 
eurgo  has  to  be  collected  from  outlying  harbours. 


700 


STEVENS    ON    STOWAGE. 


1228  The  Star  of  Tasmania,  632  ton,  Capt.  W,  Colbert, 
belonging  to  Mr.  S.TrLLocu,  of  Laiincesion,  Tiisinania,  left  Ota| 
ZealanJ,  February  2, 186.1,  with  1,200  bales  wool,  1,109  bides,  a( 
cif  botics  and  honis^  and  3,814  ounces  gold  dust.  Ballast,  '250  ur 
Length  178  feet,  breadth  30,  and  depth  of  liold  17*7  feet*  So  la< 
drew  lift  16  feet  4  inches,  forward  14  feel  4 ;  and  on  arrival  in  Ij^i 
Mrty,  Cinches  less;  with  tlUOton  Newcastle  coal  she  drew  afl 
forward  16|  feet;  her  best  draught  is  IS  inches  by  the  slerOt 

1229  The  barrjue  IVUch  of  (he  Tees,  300  ton  register,  Capt.  B 
belonging  to  Messrs.  Bake  &  Co,  of  Philpot  Lane,  leaded  the  fi 
of  wool  fur  England  at  Invercargile,  Southland,  New  Zealand,  in 
1864.  She  took  1 ,000  bales  w^ool,  400  bales  of  hides  and  skins, 
70  ton  of  shingle  balhiat;  and  drew  10  feet  aft  and  9  forward  ;  vf 
ton  dead-weight  12  feet  and  10  feet.  She  is  151  feel  long,  22  bro 
13  deep ;  *lween  decks  6  feet.  Port  charges  nil.  Pilotage  in 
out  £3  IO5;  the  cost  of  towage  ia  high,  and  it  is  scarcely  poa 
avoid  towage.  Invercargile  is  in  a  wild  dangerous  part  of  New 
and  good  ground  tackling  is  absulutelj  necessary.  The  averap^s 
the  bales  of  wool  were  3  feet  by  3  feet  lO  inches,  and  2  feel  10 
weight  320ttj;  they  were  fastened  with  bands  of  native  flax; 
shipment  December  to  March, 

1230  A  ship  of  518  ton  register  arrived  from  Port  Chalmi 
1,819  bales  of  wool  weigiiing  305  ton  10  cvvt*  0  qr.  25th.  and  6  lol 
no  other  cargo;  with  this  the  nm  wap  made  to  Irondon  in  84  dayi 
wool  consisted  of  740  bales  of  greased,  averaging  43d tb.  (^  h 
1,079  bales  of  washed  averaging  336 tb.  }^  bale.* 

1231  In  Algoa  Bay,  Cape  of  Good  Mope,  vessels  are  moon 
open  roadstead,  with  open  hawse  to  the  son tli -east.  Tlje  worst  ni 
February  and  March,  when  the  south -casters  prevail.  H*M.S.  Ni 
and  the  merchant  ships  Sttsan  Pardeu\  Gi^akam's  Town^  Bermoni 
Coltfratn  parted  there  in  February,  1864.  The  seasons  of  shipi 
very  irregular,  the  weather  being  uncertain.  There  are  no  port 
and  no  compulsory  pilotage.  Cargo  is  brought  oflT  in  boats  carry; 
100  bales,  which  weigh  from  200  to  3Q01b.  each,  pressed »  and 


•  A  letter  from  n  manter ,  dnted  Ljitleton^  Octob«rf  S,  lSfi7i  ifeatet  thai  a 
t<)ii,  run  into  Ljttluton  without  «  pilot,  bat  neTertheless  Imd  to  p«j  pUotagBb 
£39  1b.  The  li|LrUt  does  oko  are  lugh.  Canterbury  has  aeveral  minor 
are  intorprovincial  cotisigoeeB,  very  dilaloiry  in  jMuning  entrips.  The 
on  board  forligbtere,  the  ntajitera  of  wbioh  reftue  to  giro  receipts  otbar 
^juaatity  in  bad  ordtir.  The  proTbo  in  tfao  bill  of  lading  **Dot  acooimtablo  for' 
leakage  or  rost/'  ie  not  considered  of  any  valne  by  the  colonial  jasiices^ 
in  the  body.  Ownera  ar«  recomm ended,  when  diArttiring,  to  say  •*  in 
Wng  |>asatid  in  a  certain  number  of  dayi,  and  lighter*  pft)vided  for 
demnrrife  will  be  eharied.** 


STEARNS    ON    STOWAGE- 


TOt 


wiib  ii*on  baotU.  Of  these  a  ship  will  usmilly  stow  3  to  the  ton  [WOOL 
rcf^isicr ;  some  ships  3i,  iiccurdiiig  to  their  builtl,  anil  the  quiility  aod  Con- 
di lion  of  the  wool.  Fleece- washed  wool,  washed  on  the  cheep's  back,  will 
not  Stow  so  closely  as  soap-washed,  which  is  done  after  clipping,  but  u 
much  better  as  far  as  freight  is  eoncernetl,  as  ihe  hales  are  heavier  and 
there  is  not  much  difference  in  the  stowage*  The  weight  of  the  bale«  of 
washed  wool  varies  according  to  the  skill  or  industry  of  the  washer;  in 
ai]  cases,  however,  {of  washed  wools)  fleece-washed  is  preftrable  as  far  as 
freight  is  concerned.  Greased  wool  iti  ^  th,  freight,  will  pay  as  well 
as,  and  in  some  cases  better  than,  washed  at  Id.  When  washed  wool  is 
freighted  at  Ic/,  nkias,  sheep  and  goat,  range  from  £3  8«  to  £10  lOt 
^  1,000,  Bales  of  skins  vary  in  (|nantity  j  some  contain  50,  others  7*5, 
and  100;  they  should  never  be  opened  or  disputes  will  arise  on  delivery. 
In  stowing  a  cargo  of  wool  and  skins,  the  latter  are  generally  used  to  til]  the 
Irunkway,  after  screwing  ofl'  the  wooL  If  there  are  more  skins  than  wool, 
it  is  arranged  so  that  the  planks  f*>r  screwing  come  against  the  wool,  as 
ihe  greasy  nature  uf  tlie  ijkins  causes  ihe  planks  to  slip  when  screwing 
hard.  The  barque  Excelsior^  462  ton,  Capt.  Hunter,  belonging  to 
M^trs,  Rodham  £c  Co.  of  Scarborough,  took  in  at  Algoa  Bay,  March 
4,  1864,  1,550  bales  wool,  222  bales  skins^  76  bags  coffee,  with  which 
and  1 60  ton  ballast^  she  drew  14  feel  3  inches  aft  and  13  feet  8  forward  ; 
with  700  ton  coal  she  drevv^  \(\\  feel  and  li3  feet.  She  is  128  feet  long, 
28  broad,  18ideep,  and  Las  7  feet  'tween  decks, 

1232  In  1864,  the  landing  and  shipping  of  cargo  was  conducted  in 
large  flat-bottomed  snrf  boats  or  lighters  carrying  from  25  to  30  ton.  most 
of  tlicm  were  sailing  boats.  Of  these  eleven  belonged  to  Port  Elizabeth, 
I  nine  to  Eastern  Province,  five  to  Wheatland,  and  eight  to  D.  S.  Dawson.  , 
12iJ3  At  East  London  all  communicaiion  with  the  shore  is  by  means 
of  large  decked  turf  boats  of  some  30  ton  burthen,  which  haul  backwards 
and  forwards  with  a  7-in  hawser  running  in  rollers  at  the  bow  and  stern » 
and  extending  from  the  jetty  on  the  South  mde  of  the  entrance  to  an 
anchor  outside  the  bar,  in  about  4  fathuins.  After  crossing  the  bar  thejMS 
boats  Imve  a  branch  warp  to  a  fair- way  buoy,  from  whence  they  ore  hauled 
alongside  the  shipping  for  loading  or  discharge.  Sbould  the  weather  be 
fine,  and  the  bar  passable,  the  surf  boats  will  possibly  be  at  the  outer 
buoy,  from  which  to  the  ship  it  will  be  necessary  to  mn  a  hawser,  as  the 
current  at  limes  sets  so  strong  that  it  is  quite  impossible  to  tow  Wats 
against  it.  It  would  also  be  advisable  to  send  a  boats  crew  to  assitt  in, 
warping  the  surf  boats  from  the  outer  buoy  to  the  ship. 

Rates  of  freight  at  Algoa  Bay,  as  elsewhere,  vary  according  to  the 

'    supply  of  tonnage,  and  are  regulated  in  a  great  meaaure  by  those  ruling 

at  Mauritius  or  farther  eastward.     Unwashed  wool  has  been  taken  from 

Algoa  Bay  as  low  a3  |</.  Ip*  11>.  and  vrasbed  \d\  again  it  has  been  as 


702 


STEVENS    ON    STOWAGE. 


08  liigh  as  id. and  HdAo  2d,  ^  tb,  washed.  Large  shipments  j 
of  unwashed  are  made  to  America  at  rates  varying  rratn  eleven-8ii 
to  ihrce  farthings  or  a  penny  |>  tt», — freight  payable  in  Briiish  sor< 
or  approved  bills  on  London  at  par, 

TOKHAGE  SCALE  FOB  CABGO  BOATS  IH  ALOOA  BAT. 


Americjui  plougha    « .  plonglui  6 

Aoid5    f«et  HO 

Bark,  proftfted  600n>,  unpresMd  800 

Barley th  1,800 

Beid,  5  casks,  1  half  aitto,  or  ll>  1,200 

Be«T,  3  hhdf  or  . .     kilderkins  S 

Bonea,  bags  l.OOOIb,  loofte      tb  700 

Bnm     ,.. tb  1,200 

Bricks     400 

Bbenitf  8 barrels,  or    «*..     lb  1.200 

Butter lb  1,200 

Casks  (empty)  1j  ea  to  khda  or 

half  pipea  ;  burger  extra. 

Coffee , ..«.     lb  2,000 

FwU !b  1,200 

Floar,  12  4'bar  or     ,.     barrels  8 

Ginger  l.OtMitb,  Gunpowder    lb  1,000 

Hay,  oat  or  other^  preaaed     lb  600 

Ditto   ......  nnpreaaed     lb  3CJ0 

Hides,  dry  50  J  w«t ,     lb  2,000 

Horns,  ox  or  cow  .».«.•.•.*..  &00 

Ivory    , tb  1,000 

Irnn  pots    ...•.• •  40 

Iron  pots  soap  and  other  large, 

^  measurement  ....     feet  40 

Lard lb  2,000 

Leather |-eddea  £0 

Limo     * mnidft  10 

Liquid,  in  wicker  botUcfi,  JArs, 

or  titu     ,,.♦.».,     gaUona  40 


Machinery     .  •     special  charge 
Matchea  and  Foieok  « * . .     feet 

Nuts tb 

Oata     lb 

Pepper     . . , Jb 

Pork,  4  caks,  8  |>caka,  or       lb 

PotatoM lb 

Bagfl , . « . ,     tb 

Bico     tb 

Rope,  coir     .,     tb 

Salt lb 

Seeds    .,., lb 

Sheila,  13  gimny  bags,  or      lb 

Bhooka 

Slates , 

Skins,  wildebeeate  or  other  large 

Do  wiidebeeste  preased     .  • 

Do  bock,  ahoep,  goat,    ^e. 

Soap,  boxes  not  exceeding 56llb 

Tobacco,  In  bales     ......     lb 

ToUow tb 

Tar,  8  j<bar.  or  ....  barr^lt 
Wines  and  Spirits  : — Anken  , . 
Do  i  ^aoms  or  octarea,  ankn 
Do  Quarter  caaks  ,.  i-e&ka 
Do  Hogaheada  ....  hUd, 
Wool»  waabed  and  firetitd  tb 
Do  washed  and  impTtnid  . 
Do  unwashed  and  presaed  . 
Do    unwashed  &  unpresacd  . 


All  wtml  to  b«  doemed  washed  unless  notice  be  giTfn  pirviouii  to  chlprnent.    Exei 
•lioeial  arraii^mfinL    Other  articles  per  ton  10 feet  meoBiu'CQieitt,  't  '  iKhtjrK 
tuidcnti>o(l  u>  be  ^js»  Eugliih.    l^be  Compatiy  reserre  to  them^^  t.t  to  i 

tHiCMurenictit ar  weight,    lu  ea&e  of  l^umllnK  utd  ahippina  htfrse*  i.-v  ,i  chm 

tar  vmuli  numbbr*,  irliLle  aii  aUowaace  wUl  l>e  mmdt  on  Imr^a  ihiicL     .,  ,     .  „,  Comn 
themMlrei  rmponjiible  for  ttreaksige  and  utber  lott*  on  tUt««,  or  is^nity  lo  iiw  »Cock. 

ALQOL  BAY  AlTSBA^l  BATEB  OF  FREIGHT  TO  LOlTDOir. 


For  waahed  woo],  in  bales,  presa'd,  from 

245  ^  260  rb  English 

Unwashed  woiil,  dodo  480  O  £30  lb 
Goat  &  Sheepakina,  bimdlfw  of  100  ea. 
AIocH,  caaea  weighing  850  @  S75tb  at 
Wc*t  liide;!,  ox  Sc  oow»  bttndlet  of  20  cwt 

Hums,   (ox  and  cow) • 

Ivory 

Meaaiiremenl  goods «....*. 


I  (i  iJ  ^  tb  gr.  at  Qaeen'a  beam,  1 

5  ^^  ct  ptim*gp  if  iver'gii  *     ' 
t  O  |(/  ditto  ditto 
£7  to  £9  the  1,(X10 
15®  200^  ton  of  20ewt 
60@8Sf  ^tonof  20«wt 
35^300  1^  1,000  boma 
50  ^  GOf  ^  ton  of  20  ewt 
46  (9  50*1^42  00^6  feci 


STEVENS    ON    STOWAGE. 


703 


COMMISSIOK  AT  ALOOA  BAY  IK   1B61 

Od  ahip't  dkborsementa £S^  cent. 

Ditto,  if  fiztidn  in  haod 21     ,^ 

On  pro^urkig  fmght  .......* 5       ,| 

On  collecting  freight  for  ihlps  boand  to  tliis  place . .        2|     , , 
For  pissage  money,  on  obt*lning  pawMgei    6      ,i 

flTBYKDOtEB*  CHABOES,   DtCILDDIKa  AIX  KXCKS«AJtT  GeaJI,,   LABOtTft,   &e, — 8c7  ^  blllo 

for  wool  WBihdd  and  iinwMhed ;  Sd  ^  1,000  goat  and  sheep  iJdns ;  2«  6(/  ^  100  tudcw. 
8 1  b«Jei  of  uuwiished  wool  tnxf  b«  r^ckonod  to  the  regiBtered  tonnage ;  and  B{  balea  waabed. 
One  bundtv  of  10(^  wooBsd  iheepskiuM  eiiiia!  to  one  bale  vool  for  stowing;  10  bondtoa  (of 
100  eachj  goatakina  to  (!  balei  wool ;  15  bimdles  hides  to  one  bale  wool. 


CHABGES  FOB  WOOL  PEESSINa  AT  ALOOA  BAT  IK  1864. 


Proiung,  y^  bale,  grearo 3  0 

^,  „        washed £  6 

Bepiiohiiig,  ^  bale 8  0 

Weighing,  ditto 0  S 

Miirkin}^»  ditto 0  I 

Sending  to  market,  ditto 1  0 

Carting  from  market,  ditto Q  3 


Storing  tifter  firnt  we*k 0  ^ 

Sorting,  y  IW  lb.  wn^ihid 2  0 

n            II          grease    ,«,.....  1  6 

Bkina,  prefi«ingt  ^  btmdle 8  0 

PoiAomng,  1^^100 1  8 

Sorting.  ^100    1  0 

Sending  to  market,  H^  100    .,..,.  1  0 


The  avenite  weight  of  80,562  baloi  wool  sluppcd  in  18tH,  wiaS76Ib:  of  2,071  b«gf,  , 
tngar,  in  1862,  1641b ;  of  49  bags  cofTee  in  184V2,  l(V2Ib ;  the  average  pasaage  of  845  aaiUog J 
veiaelat  from  1856  to  1862^  from  London  to  Algoti  Baj,  waa  tN}}  dayn*     [Mnch  of  the  above 
ia  extracted  from  a  work  eaj-e fully  com|>Uod  bj  Mr.  W.  FLEMDto,  (Meunt.  Bladtk  St  Co.) 
of  Port  £liaab«th,  and  of  Finchurch-Strcct,  London.]     It  ia  ■tated  that  tlie  rales  of  freight 
of  wool  1^  lb.  wore  In  18^6  more  advantagcNJOfi  to  the  merchant  thim  in  1854. 

1234  Alpaca  wool,  shipped  at  the  port  of  Islny,  Peru,  (the  only 
cnrauiodil}^  shipped  thure)  Is  very  valuable  ;  ihe  hales,  150  to  IBOlb,  each, 
are  abcml  three  feet  hy  two  feel  in  size,  paclced  fio  small  to  suit  the  con- 
veyance hy  mules,  which  h  the  only  mode  used,  and  is  perhaps  the  best 
considering  the  mountainous  country  over  wiiich  these  animalii  have  to 
travel  for  hnnoreds  of  miles ;  not  being  dujiipcd  ihia  wool  occupies  more 
space  proporlioimtely  than  that  shipped  in  Australia.  Somctiutes  ships 
with  a  dead-weight  carf^o  of  nitrate,  say  ot  Itpiique,  proceed  to  Arica  (or 
and)  Islay,  to  fill  up  with  alpaca  wool.  VcsseU  filled  up  with  this  wool 
should  be  supplied  with  veniilntots  either  on  the  hatches  or  screwed  to 
ihe  deck,  fitted  to  keep  open  in  any  weather ;  they  are  made  of  circular 
iron  tubing*  nbout  one  foot  in  diameter,  tixid  stand  five  feet  lu^l)|  with  a 
revolving  bonuei  over  alL  Deck  ventilators  are  best;  two  are  ^uirjcicnt. 
Alpaca  wool  (like  saltpetre)  is  brought  lo  the  port  of  Pisngua,  in  smnll 
huudle*,  which  arc  sometimes  opened,  re-packed  in  larger  balet,  and 
bydraulically  pressed  for  stowage.  The  clip  is  chiefly  in  November, 
December,  and  January.  Ser  Mr.  Court's  letter  in  the  article  oreSt  In 
bidea  reference  is  made  to  bales  of  wool  at  Buenos  Ayres. 


704 


STEVENS    ON    STOWAGE. 


1235  Morocco.  Where  a  vessel  has  been  chartered  from 
llie  coast  of  Morocco  ivitli  a  cargo  of  wLeal*  "  other  goodsi  in  pr 
according  to  the  Londtm  and  Mediterranean  proportion  ale  rales^' 
has  received  loose  wool  m  hags,  and  the  charterer  has  refused  i 
same  rate  as  if  loaded  with  wool  in  bales,  it  has  been  held  thj 
entitled  (o  be  paid  freight  according  to  the  quantity  she  can 
loaded  willi  woo!  in  hules,  per  ton  of  20cwt- 

123G  Russia.  The  average  weight  of  360  hales  of  "  lo: 
Donskoi  Yiesk  fleece  wool"  shipped  in  August,  lb64,  al  Yi< 
Taganrog,  was  about  416tb.  The  term  Don  ski  is  derived  from 
Don,  on  the  hanks  of  which  Immense  flocks  of  alieep  arc  pastur 

12!^7  Spontaneous  combustion.  The  ship  Orient,  1.03-2  too 
left  Adelaide,  Novemher  iJ,  18t)l,  with  SJ'tOO  bales  wool,  some  co| 
Beveral  passe itgers.  She  touched  at  tlie  Cape,  and  left  Deeeiuher  1«- 
morning  of  Jauuarj  2,  smoke  was  observed  rising  from  the  fore 
Cupt.  L^kWRENCE  iTOinediately  ordered  the  lower  deck  hatches  forwi 
lifted »  htit  found  no  smoke  from  below,  and  there  being  none  from  thi 
after  hatches  below,  he  was  convinced  that  the  fire  must  he  in  the  Hw( 
The  bands  were  tamed  np,  and  commenced  breaking  out  cargo,  hut  hfl 
to  the  third  beam  from  the  fore  hiitebway  aft,  they  could  remain  i 
hL4ow.  It  being  still  finite  dear  in  the  main  hatchway,  the  crew  co 
breaking  out  there,  (after  putting  the  fore  hatches  on  and  hauling  the 
np  to  prevent  a  current  ol  air),  but  they  were  sooa  obliged  to  retreat 
sions,  &LC.  were  then  got  up,  and  the  hatclies  battem^d  down  and  every 
was  closed.  The  carpenter  first  bored  augiu-  holes  through  the  deck 
galley,  and  then  fartlier  forward  undJ  the  seat  of  the  fire  was  reacll 
holes  were  enlarged  there  and  the  fire  engine,  condensing  engine,  and 
able  mentis  used  for  pouring  down  water,  which  was  bronght  up  by 
pumps,  and  used  again  and  again.  Tbe  side  scuppers  were  closed  an(t 
kept  constantly  covered  wi  th  t*e veral  inches  of  water.  W  hen  the  hole^ 
in  use  for  the  reception  of  water,  men  stood  by  and  stopped  tbem 
of  wool.  Meantime  the  boatswain  aided  by  the  passengers,  got  prov 
water  into  the  &hi]/s  bouts  which  were  plitced  astern.  At  5  p,m*  dei 
poured  out  from  the  scuttle  nnder  tire  fore  chains,  the  wood-work  v 
and  the  glass  bull's- eye  melted.  The  scut  ties  were  however  closed, 
deck  cut  immediately  inside  this  place,  when  smoke  and  flames  c\ 
volumes.  Th©  crew  continued  working  at  tho  engines  all  night.  0| 
the  lady  passengers  were  transferred  to  a  Dutch  ship  commanded 
Vanzanten.  On  the  5th,  the  fire  having  been  completely  smothen 
confined  smoke  and  steam,  the  Orient  amved  at  Ascension,  where  all 
tion  of  the  cai-go  was  taken  out,  and  the  perfect  bales  returned, 
temporarily  rcjuured  there,  and  then  navigated  to  Loudon.  Tweb 
timbers  were  bo  much  burnt  and  cbarred  that  they  had  to  be  replaces 
as  all  the  planking  of  the  main  deck,  from  tlie  main  bateliw*ay  foi 
tbo  vermin  were  destroyed.  Humanly  speaking  Copt,  Lawrhjjce  attri 
preservation  of  bis  ehip,  in  the  £rst  place  to  tho  total  exdtmion  of  air 


STEVENS    ON    STOWAGE, 


705 


n«3tt  to  the  absence  of  anything  like  panic  or  confusion  among  the  fWOOL 
})fi8eenger8  and  crew.  Gapt,  Vanzantsk  received  from  the  Doard  of  Trade  a 
gold  chronometer  worth  XI 00;  and  Oupt.  Lawrbnck  from  the  undenvriters  a 
piece  of  pltttc  worth  £100,  and  i'800  for  himself,  his  ofBcorij,  and  crew. 

I2aft  Spontaoeous  combustion.  The  Black  Ball  Line  ship  Fiery  Star, 
688  ton,  belonging  to  Meesni.  T.  M.  Mackat&  Co.  left  Brisbane,  Moi^ton  Bay, 
April  1,  18(J5,  for  London,  with  03  passengers,  a  crew  of  42,  and  2,041  bales 
and  ;i  hags  wool,  I;U  cuska  tallow,  15  bales  and  2  bags  cotton,  1,519  hides, 
fl,103  horni*.  6  cases  arrowroot,  and  sundry  packages.  On  the  19th,  lat.  40**  10'  S* 
Ion.  ITO"*  W.  a  atrong  smelJ  came  up  from  the  forecastle.     Capt,  Yule  and  tho 

r  mate  took  the  fore  batch  off,  and  were  horrified  to  find  the  smoke  rising  in 

Idouda  frtim  the  lower  bold.  Every  hatchway  was  battened  down,  and  on  the 
20th»  the  men  were  employed  pumping  water  on  tlxem,  and  covcriug  them  with 
saiils  taken  from  aloft.  The  passengers  were  obliged  to  leave  the  cabins,  the 
smell  of  the  burning  wool,  which  was  impregniited  witli  arsenic  (used  in 
cleaning  it,)  hiiviog  become  insufferable.  At  six  in  the  evening,  flames  burst 
out  fri)m  the  port  how  and  through  the  water-way  on  deck.  The  Fiery  Star 
bad  lost  two  of  her  boats  by  a  heavy  sea  which  struck  her  on  the  17  Ui.  In 
the  remaining  four,  the  captain,  all  the  passengers  but  one,  and  most  of  the 
crew,  embarked*  The  mate,  Mr.  Saroant,  said,  "  Well,  lads,  I'll  stick  by  you, 
if  you'll  stick  by  the  ship,"  and  17  remained.  The  steam  pumps  were  worked 
to  keep  down  the  fire,  and  a  raft  was  commenced.  On  the  ^2nd,  re-palched  the 
hole  in  the  side  through  which  the  flames  came:  wit  blankets  were  apfdied, 
and  a  man  stationed  at  the  mast-head  to  look  out  for  a  passing  sail.  It  was 
naoesaary  to  pump  ship  two  hout^  daily.  23rdp  holes  cut  in  deck  to  let  water 
down ;  all  loose  fittings  burnt  to  keep  fire  under  steam* pump,  24tb,  took 
fore  hatch  off,  no  fir©  to  be  seen,  but  foremost  badly  burnt  in  ll»e  way  of  the 

Icables;  bad  to  close  the  hatches  again,  the  smell  was  so  strong:  cutaway 

'fore  topsail  and  royal,  and  sent  down  fore  topgallant-sail  yortls.  25th,  still 
pumping  to  keep  the  fire  down  and  the  ship  free;  men  lived  on  fowls  from  tho 
ben-coops;  their  styes  having  been  used  for  the  ^res,  ten  pigs  became  furious 
and  it  was  necessary  to  kill  them  for  fear  of  an  attack.    27  th,  strong  gale.    28th, 

Linoderate.     29th,  tried  at  the  cabins,  but  was  prevented  by  the  araeuical  stench. 

JSOth,  little  material  left  to  keep  up  the  fire.     May  2nd,  got  some  coal :  the  heat 
\  parts  so  great  that  the  pitch  in  the  seams  began  to  melt.     Srd,  cut  up 
i  boom  to  make  sleepers  for  the  raft;  still  pumping  water  below  with  the  steam 

Ppump,  and  pumping  ship  every  two  hours.  4th,  saw  two  islands,  (Mercury 
l^nd  Ciivier  ?) ;  a  heavy  gale.  5tb,  course  E.N.E.  CUh.  N  N,E,  ?th,  N.NW. 
Bib.  N.W.  9th  and  10th,  a  heavy  head  sea.  1  Itb,  made  land  bearing  W.B.VV, 
iiatant  20  miles;  saw  a  ship— the  DauntUMw:  Capt.  Moor*;  si^nt  his  life  boat, 
lath,  he  csme  on  board,  and  thf^  iibandonc'd  the  Fi§ry  iSYnr,  which  at  1 1.30  p.m, 
\  biinit  to  the  water's  edge  and  then  pank. 

.1J39     Loss  of  cargo.     l*rivy  Council,  Aug.  15,  1966.     OimtoiTP,  Bkis* 
h\A»     r^rd  JuHticp  Tuiuner,  in  dc  livcring  their  lortlabips'  opinion,  said :  Thia 

Ifa  an  ap]>eal  from  the  High  Court  of  Admirahy,  in  an  tiotK»n  brought  by  tho 
lldanu.  under  the  proviMinns  of  the  Admiralty  Act,  imU,  as  own(*rfl  and 
iof  the  bill  of  lading  of  47  cai»ksof  oil,  against  tlic  owners  of  the  thUnn^ 

«0 


Toe 


STEVENS    ON    STOWAGE. 


in  wbioli  the  oil  had  been  carried  from  Leghorn  to  LiTCrpool 
Notwithstanding  the  evidence  of  the  notoiiely  at  Liveqiool,  of  the  d< 
consequences  of  the  collocation  of  oil  in  casks  wiih  rag'3  and  wool, 
mutters  tending  to  genprate  heBt,  we  do  not  believe  that  either  the 
or  owners  in  this  case  were  aware  of  them.     If  the  shippers  knew,  t 
also  ihat  the  woo]  and  raga  which  they  made  a  piirt  of  the  cargo,  mn 
snriljr  he  stowed,  and  were  in  fact  stowed,  in  the  single  hold  of  the 
with  this  knowledge  we  think  it  impossible  that  they  should  have  ab^ 
from  mentioning  the  inevitable  leakage  in  her  then  condition,  and 
questing  mme  means  to  he  applied  to  prevent  it,  such  as  by  bulkheoi 
do  we  think  the  owners  were  in  a  better  state  of  knowledge  on  the  sii 
Had  they  been  so,  it  is  incopceivable,  as  it  seems  to  us,  that  they  sh 
received  a  cargo  so  composed  without  some  remonstrance  with  the  shi 
eelecting  such  mischievous  companions  to  form  part  of  the  cargo  wittf 
If  the  owners  were  ignorant  of  the  consequences,  we  do  not  think  it  nnu 
to  culpable  negligence  on  their  part  to  stow,  in  the  only  place  they 
stowed,  the  goods  which,  under  the  charter  party,  the  charterers  had  i 
insist,  and  did  insist,  should  form  a  part  of  the  cargo.     On  this  quee 
in  our  opinion,  very  material  to  consider  not  only  ihat  the  charterei 
sisted^  but  aJso  that  the  cargo  was.  according  to  the  Lerms  of  the 
party»  received  and  stowed  as  it  was  presented;  they  were  shown  to 
frequently  on  board  as  the  st^>wage  progressed,  and  were  well  acq 
with  the  mode  (which  was  efffcted  in  a  masterly  way)  and  never  rai 
obiectiou.     Nor  do  we  tliink  the  ignorance  of  the  owners  in  itself  ai 
to  negligence.    It  can  Imrdly  be  imputed  as  misconduct  that  tlie  owner 
be  ignorant  of  latent  mischief  of  this  nature  when  Lloto  &  Co,  " 
piroved  to  have  had  very  great  experience  as  oil  merchants,  were 
ignoruot.     But  even  if  the  appellants  knew,  or  ought  to  have  kuowi 
the  consequence  must  be,  we  are  not  prepared  to  say  tl»ey  wei-e 
negligence  in  not  putting  up  bulkheads,      i^^ssuming  that  thev  co\ 
been  so  constructed  as  to  protect  the  part  of  the  hold  where  the  oil  wi 
from  the  influence  of  the  heat  generated  by  the  wool  and  ragB,  still  ^ 
not  have  been  done  without  much  trouble  and  considerable  cxpenafll 
we  cannot  concede  that  the  shippers  had  a  right  to  throw  on  the  owb 
cause  the  shippers  chose  to  load  the  ship  with  a  cargo  of  such  anatnr 
to  this  wo  may  add,  even  supposing  the  owners  to  have  been  aware  of  tl 
consequences,  they  might  liavewell  come  to  the  conclusion  that  the  i 
were  al^o  aware  of  them,  and  would  not  have  put  such  a  cargo  on  boan 
tlicv  had  been  assured  that  the  casks  were  of  such  extraordinary  strec 
gooduess  Bs  to  be  capable  of  resisting  the  usual  influence  of  a  heated 
ature.     For  these  reaeous^  we  think  the  respondents  failed  to  prove 
leakage  was  attribiu^ihle  to  appellants'  negligence.     It  nmy  be  obsen 
the  learnrd  judge  of  the  AdniiniUy  Couft  appear  s  to  have  adopted  a  com 
of  the  word  '*  leakage"  cou  tended  (or  by  the  respoi]  dents,  viz.  tliat  it 
*' ordinary  leakage*'  only,  and,  consequently  the  judgment  adverta  bi 
if  at  all,  to  the  question  wbether  negligence  on  the  part  of  the  owners  fa 
proved.    But  we  do  not  think  such  a  couBtruction  allowable.    The  o< 


I 


STEVENS 


STOWAGE. 


'    tiii 


Han 
Veh 


that  the  aliipownera  upo  not  to  he  jiccounUble  for  leakage  does  not,  [WOOIi 
ill  it"*  ordinary  and  grammatical  8<?Dse,  put  any  limit  to  the  quiinlity  of  leakage* 
and  on  principle,  therefore,  we  do  not  think  it  would  bo  justifiable  to  add  any 
euch  limit  to  its  iemia.  Nor  are  we  aware  of  any  authority  for  doing  so.  It 
follows  that,  in  our  judgment,  tbe  memorandum  protects  the  shipowner  as  to 
all  leakngo  except  that  caused  by  negligence,  and,  thereixjre,  if  no  oegligenc© 
18  shown,  there  is  no  cause  of  action.  Another  point  was  raised  and  argued 
before  ub,  viz.  that  the  conduct  of  the  shippera  aa  to  the  stowage  was  such  that 
I  would  support  a  plea  of  leave  and  licence  by  the  shippers,  if  the  action  had 
en  brougiii  by  them.  But  it  was  contended  on  behalf  of  the  respcmdenta 
that,  by  reason  of  the  B'dU  of  Lading  Act.  18  &  19  Vic.  cap,  3,  such  a  plea 
was  not  allowable  in  an  attion  by  the  indorsees  of  the  bill  of  lading.  It  i« 
UDne4^e!$8ary,  however,  to  decide  lliis  point,  as  our  opinion  is  against  the 
raapondenta  on  the  question  of  negligence.  On  these  grounds,  their  lordships 
will  humbly  advise  Her  Majesty  that  the  judgment  of  the  Court  of  Admiralty 
ehouid  be  reversed,  with  costs,  both  in  the  Court  below  and  on  this  appeal. 

1210  Wool  and  Oilcake.  Court  of  Exchequer,  July  14,  1B67.  Before 
J,ord  Chief  Bai-on.  Ibbakl  v.  Wilsom.  In  June,  IHOO,  the  steamer  Oi4#*i 
shipped  at  Stettin,  1 59  bales  wool.  Bill  of  lading  stated  *'  contents  unknown, 
d  not  responsihle  for  weight,  measure,  leakage,  breakage,  or  damage.**  The 
iteamer  called  at  Copenbagea,  and  shipped  20  ton  of  oilcake,  near  which 
and  some  spelter  in  the  for«  hold  ad  bales  of  wool  were  stowed.  On  dia- 
eharge  at  Hull,  these  bales  were  said  to  bo  damaged  by  the  cake  whieli  was 
in  bulk,  loose,  and  supposed  to  he  heated.  For  the  defence  it  waa  alleged  that 
on  the  rape  cake  in  the  fore  peak  bags  of  bran  were  placed,  and  that  they 
were  discharged  uninjured.  Ihe  w<iol  was  right  against  tlie  bran ;  ajwlter  on 
the  wool:  wool  again;  and  then  spelter  Wool  also  in  the  wings,  wilb  a 
space  under  the  main  hatchway  to  receive  the  cake  taken  in  at  Copenhagen » 
Mats  were  placed  between  ihe  oilcake  and  the  wool,  and  below  the  oilcake 
and  the  spelter  The  cake  did  not  heat,  and  one  witness  averred  that  he  had 
beat^'d  some  up  to  )iWf  and  subjected  it  to  hydraulic  pressure  up  to  300  ton, 
witliout  being  able  to  extract  sutfioient  oil  to  wet  the  bags  containing  it  IIjo 
judge  said  the  evidence  was  very  eondicting.     Verdict  for  the  ship, 

Tonnage.  4  444  ton  wool,  and  6  257  compressed,  will  occupy  850  cubio 
hei  or  1  keeL  EI.  Co.  10  cwt  carmenia  wool  to  a  ton :  Bengal,  Madras,  and 
Bombay  &D  cubic  feet  in  screwed  bales  go  to  a  ton;  at  New  York  4U  cubic  fc»et* 

Proportionate  rates*  When  MeditAmoean  wheat  is  freighted  at  It  1^ 
quarter,  wool  in  bales  is  rated  18#  9d  IP  ton  of  20  cwt*  ^Compressed  should 
hi*  tl-  lOihs  more  than  clean  hemp  ¥  ton  of  2U  cwt,  and  un-compresucd  l^a  f^ 
1  r  tir  more,  or  2\  times  the  rate  of  clean  homp.  Baltic  wool  receives  duuble 
1j.  j.lit  of  clean  hemp  ^  ton  of  tiS  poods  grosM.  Blnek  8ca  wool  is  ruled  at 
;h  I.  \>  ton  of  6:3  poods  freight*  when  tallow  is  30# ;  see  table  at  commeituemont* 
*'  H[}tinitih  wool''  pays  28*2  It  oent  more  than  tbo  freight  of  tallow ;  and  merino* 
ke.  386  ^  cent  more  than  wheat  IP  ton ;  sea  ptgo  23T, 

Weights.  Hussian  bales  are  ^  to  4  cwt  each ;  German  8  lo  4  cmi:  Bre- 
merhaven  stone  lOlb:  Rotterdam  last  2, 000 lb;  Spanisb]and  Portuguese  bale 
I  to  2  cwt;  Turkey  quintal  or  oaRtaTo='44  okes;  Egyptian  36  okea;  Bmymt 


d 


708 


STEVENS    ON    STOWAGE. 


n  Ai 


chequee  goat's  wool  55Btb;  S.  Amencaii  bales  4)  to  8  curt;  ^ 
1^  to  2  cwt;  East  Iudian3  to  4  cvri;  Bombay  caudy  518tt>;  Peruviaa  ba 
84lb,     Australian  bales  2,  2}^  3,  aod  3^  cvrt,  aversgingS  cwt.     S.  Aus 
4,  6,  6,  and  7  cwt,  avenigiDg410tti.  in  the  grease ;  Uie  heavy  bales  are  v® 
Freight  at  ^  tt»;  say  id  greasy,  aud  Id  washed,  accordiog  toarrani 
Wool  weight.     In  some  English  counties,  wool  is  purchased 
growers  by  tb<3  tod  of  28lb»  in  others  by  the  stone  14tb,    In  Devon 
wall  (where  it  is  shorn  in  the  grease)  at  ^  tb.    The  score  in  Dev 
Cornwall  SOtb,     la  the  manufacturing  towns  the  sale  is  by  the  pack 
or  at  1j>  fb.  only ;  in  the  fomier  by  £  per  pack ;  in  the  latter  pence  p« 
240  penoe  are  11,  the  £  or  pence  the  same,  and  the  odd  weight,  if 
be  scores  or  tbs. 

Utb.^l  Stone.      20fb.=l  S<3ore. 

28R.,  =  1  Tod.        240!ti.=l  Pftck, 

Lately  wool  has  been  packed  in  odd  weights  as  cwt,  qrs,  tbs ;  the 
t^en  offand  the  net  reduced  to  tbs,  and  reckoned  as  such.    All  sales  of 
wool  at  i^  lb.    A  sarplar  is  a  large  bale  or  package  contaiuing  80  tods 

1241  WRAPPERS.     It  has  been  held  at  San  Francisco  thi 

the  contents  uf  a  bale,  rope  for  instance,  are  uninjured,  the  sht 
liablej  although  die  wrapper  may  be  chafed, 

1242  WRECK,  in  navigation,  ig  understood  to  mean  anjr 
goods  driven  ashore,  or  found  fioating  in  a  deserled  or  unmai 
condition.  Legally,  wreck  must  have  come  lo  land  ;  when  at 
distinguished  by  the  terms  flotsam,  jetsam,  and  lagan;  /iaisam 
the  goods  contijuie  on  the  surface ;  jefmm  is  when  they  are  sun; 
the  surface;  and  lajan  is  wlieu  they  arc  sunkj  but  tied  to  a  rock 
to  be  found  again* 

1243  ZEA,  Indian  com  or  maize. 

1244  ZEDOARY,  the  root  of  a  plant  which  grows  in 
Ceylon,  CtJLhm  China,  &c*  of  which  there  are  three  diffcrcni 
It  is  brought  home  in  pieces  of  various  sizes.     Bombay  ton  2U< 

1245  ZINC  OR  SPELI^ER;  a  melal  of  a  brilliant  whit 
with  shade  of  blue,  composed  of  a  uumht^r  of  tljin  plates  adhering  I 
Specific  gravity  of  melted  zinc  varies  from  6*861  to  7'L  Zinc  Si 
or  Wbite  Vitriol,  h  soluble  in  water;  it  is  packed  in  casks  of  •^ 

!2i6     ZINC  SHEET.     Rolls  of  Sheet  Zinc  are  aometimeJ 

in  cylindrical  cases  say  6  ft*  long  by  2  ft.  diameter.  About  60  0 
30  cwt.  each,  shipped  in  London,  were  placed  in  the  bottom,  and 
general  cargo  including  some  hogsheads  of  Birmingham  or  othi 
goods.  On  arrival  at  Auckland,  five  or  six  of  the  cylinders  wci 
to  be  80  much  crushed  that  the  zmc  had  come  in  contact  and  h| 
damaged  by  bilge  water,  for  which  the  ship  had  to  pay  nearly  £] 


Jforcign  lllcnits,  Mt^\is,  anb  Sltasurts. 


VALUE  OF  VAKIOUS  FOREIGN  MONIES  AT  PAB. 

Thf  prkt  o/sUver  hana  re(Mntd  at  fv9€  MUngn  per  ounce^ 


k 


Russia  ....... 

PnissU    .... 

Norway    „., 
Sweden    .... 

Dcmnark..,. 
HoUand  ..„ 
Hamburg    . 

France 

Spain  ....,., 
Portugal  .... 
New  York  . 
Bio  JaneirOi 


100  COpCCB   ......... 

30  silver  groschen 

120  BkillmgB   

46  Bkillings  ...... 

m  skillmgs  

100  cTuliTnos  

IdschillingB 

100  centlEieB  ...... 

8  reals 

1000  reis    

100  cents.. 

1000  reia 


1  rouble    

1  Prufisiim  dollar 
1  specie  dollar.... 
1  nxdoilar  banco 
1  ngsbank  dollar 

1  florin.. < 

1  mark 

1  franc ..,.,..., 

1  dollar  plate  *... 

1  milreis 

1  dollar , 

1  mllreis 


« 

d 

B 

u 

2 

103 

4 

•H 

1 

B 

2 

2i 

1 

a 

1 

H 

0 

H 

3 

H 

4 

8 

4 

2 

2 

7 

I 
I 


£1   STERLING  EXPRESSED  IN  VARIOUS  MONIES  AT  PAB. 

The  price  qftiivtr  Itciag  reckoned  at  fitt  thillingt  per  ounce. 


Rnsaia 

ft  roubles,  40  copecks    ...,....• 

6  dollars,  27  silver  groschen    ...... 

4  Bpeoie  dollars*  42i  akilljnga 

12  nit  dollars   ..,,,...,. , 

9  dollarSt  10  skillinga  *..*.«•«*.•••«* 

JEl  sterling  i 
do 
do 
do 
do 
do 
do 
do 
do 
do 
do 
do         1 

Prussia 

Norway 

Sweden | 

Denmark  

Holland     

11  florins.  0'7  oantlmefl   

Hamburg  ...•..••.•.«i 

13  marks,  10)-  flcbillitigB    ••...•.,...« 

France  ........■»..•..  , 

25  £rancB,  22  centimes   .*.•«..•....... 

6  dollars,  2j  reala 

Spain***  ».■.«•••..•.#.■ 

Portugal    *«*•••...■•* 

4  tnilrfiis  28&  reia  ••■«.*.«..• 

New  York..*.... 

Bio  Janeiro •«. 

4  dollars.  BO  cents    .....^........^...«. 

7  rnilreis,  777  reis  •«•••» 

FOREIGN  EXCHANGE. 

Ih  foreign  exchange,  one  pltico  always  gives  anollier  a  fljted  gum.  or  piece,  of 
money  for  a  Tariable  price,  expressed  by  other  coins,  the  former  is  called  the 
pertain  price,  and  tho  latter  the  tmcertmn  price.  Thus  London  is  said  to  give 
to  Paris  the  certain  for  the  uncertain  wbeo  the  pound  sterling  is  made  ox- 
ohangeabte  for  a  vanaMe  number  of  franos;  and  to  Spain  the  uncertain  for 
the  oertain  when  a  variable  niuiiber  of  penoe  sterling  is  exchangeable  for  tlie 
dollar  of  exchange.  Tfje  uncertain  price*  as  quoted  at  any  time,  is  oitlled  U10 
rat^,  or  eauru  0/  exchange. 


710  STEVENS    ON    STOWAGE. 

FOREIGK  WEIGHTS  REDUCED  TO  EKGLISH. 


To  Barbarj  lbs,  add  30  )p>  cent,  for  EngUsb  tht. 

To  DamBh    Its.  add    4  ditto 

To  Hambro'  ltj§.  add    7  ditto  or  105  =  112  Eng* 

To  Germim  tba.  add     5|  ditto^or  106  6€niuLQ=:112  Ezig. 

To  French^  Dateli,  aad  Mogadore  add  13  i^cejit  for  Eng. Ibft* 

1  tu.  FrcDek  ^=  2|  gram*,        1  kibgrajmnie  =?  3  X-ith, 

From  Italian  tba.  dedaot  l-4ih  port,  and  add  3 lucent. 

Naples  Iba ;  multiply  by  12  and  divide  by  17, 

Venetian  lbs ;  multLplv  by  65  and  divide  by  100. 

IM  carats 


Portugueae  aroba  =  25  tb  Eng 

qitinial   ......  122  - 

EuBstati  poods»  63,  .  1  tonEng 

-      112  tt>     100  rti 

Spanish  anjba  25  * 

qiiiotal 02  - 

Sicilian  quintals  100  133  tb  Eng 

rottok,  groat.  lior38o/* 


1  «*,  troy, 

Trieste  pecab     ISSf 

Turkisli  rottola  .....  f 

oke  *,... 2^  * 

drachma,  100  1 1  02  I 

Biver  Plate  peaada  .  354^ 

BataTian  picul 135  ib  J 

Japanese  ditto  ..,,,,  121  - 

Manila  ditto 140  - 


THE   POUND  WEIGHT  FOREIGN 

COMPARED   WITH   THE    ENGLISH   AVOIRDUPOIS    POUND. 


Abbeville  ..,     1(1089 
Amsterdam  ,     11111 

Dieppe  

England     ... 

10080 
1'0«»0 

Paris 1 

PlaceoUa   ,..     Q 

ADcoiia 0'78 

Fermra  

0-75 

Prague  1 

AtJtwerp     ...     1K)-1 

Flauders    ... 

0*943?! 

Hocbelle     ...     C 

Avignon     .,.     0  8tl28 
Bologna     ...     08 

Geuj*va  

007 

Rome  ...,..•••     C 

Genoa — groa 

0-7 

Rouen    ......     | 

Bordeaux  ...     10080 

Hamburg  ... 

rOHSS 

Seville    ( 

Bmges 1-0204 

Legbora     .*. 

0-75 

TouJonse    ...     0^ 

Calabria     ...     0'73 

Lisbon   

I  135 

Tuiiu OJ 

Calais     0  0345 

Nuromburg  . 

1  1863 

Venie© ] 

Yieima ] 

BauUic 0-802 

Naples    

0'71 

IDOlb.  ENGLISH 

[  compared  with  FORE 

Antwerp    ...      90-40 
Amsterdam  .      0180 

Konigsberg  . 

im-iB 

Pilku     

I^glioru     ... 

132  17 

RoBiock 

Barcelona  ...     112  §5 

Lucca     

12184 

Rotterdam... 

Bologna     ...     126'21 

Lubcck  

93-82 

Rouen    ...... 

Bordeaux  ...       92'58 

Malt^i     

5882 

Husaia    ..*...     ' 

Bremen 9002 

Memel    

10976 

or  14 

Bmgea  9D'40 

Milan     

138-24 

Sioily .........    : 

Cdais     ......       8895 

Morea    

lis  40 

-    rottoli .      ] 

......     10767 

-     silks... 

00-79 

or  21 

Oantzic 104  15 

•     okea... 

37*92 

Trieste   

Denmark    ...       90'73 

Morocco     ... 

08-57 

Tripoli   

Emdeii   0130 

Naples  

141.30 

Vetiice   

Galiinoll     ...     100  30 
Hambro'    ...       0375 

-     rottoli . 

5087 

-        1 

Portugal     ... 

98  80 

Wicemar    ... 

STEVENS    ON    STOWAGE.  711 

1001b.  FOREIGN  compared  with  ENGLISH  AVOIRDUPOIS. 


N 
^ 

^ 

C  W  Amsterdam 

CW  Antwerp 

m.  Avoir, 

*108  93 

103  00 

1 1**2  in 

72  00 

10432 

PR  70 
103-32 
100  90 

8W41 
103  0!) 

103  00 

74  on 

103  14 
0O'H2 

12370 

10R'07 
08  24 

104  67 
102-97 

7000 

74  80 

103  10 

10332 

10118 

10300 
10207 

10B03 
lOOBl 
10794 
109-07 

loaio 

104-73 

S  W  Lisbon  and  Oporto 

CW  Lubeek    

CW  Lyons  .....; 

tkAvvir. 
BnitUxti 
10118 
10091 
101  18 
76  20 

10143 
0080 
0846 

10143 
30  10 
eU"95 
7000 
72-05 

12372 

70-72 
70110 
7482 
24047 
3010 

83  12 

101  18 

7482 

108-93 

7500 
103-99 
12370 

*    74  10 

113  93 

8134 

0044 

734d 

123  47 

10000 

8W41 

103  00 

S  W  Aix  ia  Chapelle  ..* 

CWAncona    , 

C  W  Augsburg    „.. 

CW  Barcelona 

C  W  Berlin 

C  W  Lucca  

-      Madrid&Cttdiiilcwt 
CW  Malta  

C  W  Mantua 

CW  Bremen   .,.,.,. 

Malnga,  1  cwt     ... 

Moscow,  1  pud    ... 

CW  Marseilles   

C  W  Bresku    

CW  Brussels 

Cologne 

8  W  Calcutta,  1  maund 
S  W  Cttsael  

S  W  Mpssina 

S  W  Milan 

LW  Munich    ......««..** 

S  W  Naples 

^H              uomo 

^H    LW  ConBtanttDople   / 

S  W  Palermo  

S  W  Padua 

1 

1    S  W  Coraica     

^^  -     Cremona..... 

^W  Dantzic32lotb5... 
CW  Dresden 

-      Pftrit*100kilogrmB 
Petersburg  1  pud  , 

C  W  Ragusa 

S  W  Rio  Janeiro     ...... 

C  W  Rome    

CW  FeiTttra    

P  W    Pntt^frlam 

8  W  Floreuce&Lej^hora 
C  W  Frank  to !  t  on  M  a i rie 
8  W  Fraukfort  on  (Jdor 

B  W  Gpneva 

-      Stockh'lra  1  stfliik'd 

S  W  SLrasbiirg    

Smyrna  1  can  two  . 

CW  Trente ' 

fl  W  Gpnon 

C  W  Ghent 

LW  Treviso    

fl  W   r^ihrnltfir 

C  W  Turin  

CW  Hague. 

CW  Hamburg    

LW  Hanover  ........ ..•• 

C  W  Havre  de  Qmco ... 

S  W  Venice 

S  W  Verona ,.„. 

CW  Vienna     

OW  United  States , 

CW  Warsaw   

8  W  Liege 

8  W  Zurich     

LW.  mflaiii  eommerdal  wei^ta ;  L,W.  l«i^;  md  S.W.  noftlL    The  tecond  eola 
Hgitrei  Ia  Engliflli  weigliti  aro  ftmetioxu  of  a  hnodrvd — ^<^ 


'  AVOIRDUPOIS.  In  England  all  articles  are  sold  by  avoirdupois  except 
gold,  silver,  platiua.  diamonds^  and  other  precious  stones,  and  drugs, 
when  sold  retail ;  the  excepted  articles,  and  none  others,  may  be  sold  by 
troy  weight.  AvoirdupoU  Weight  10  drachms  1  ounce  (437 1  grains) ;  10 
ounces  1  pound  (7,000 gi-ain^) ;  14  pounds  1  stone  (Ult);  2  stone  1  quart/x 
(28lb.) ;  4  quarters  1  hundred  (cwt)  (1  I2tb0 ;  20  cwt  1  ton  (2,240tb.j 


71-2 


STEVENS    ON    STOWAGE, 


FOREIGN    MEASUEES. 


Flambh  aqji  ot  cU     —      f  yard  Eng. 
FrauOi  ditto  ..     Ij         „ 

Ditto  metre  ..39  ,t 

Sponiah  Yiirft  , .  89  „ 

Tarldeh  pike  •  . .  37  ^ 

RiDisiaii  arcbin«B,  100,  60  ells  Eng. 
Ocrmun,  E,  Country,  tfe  Smyrna  arnia ; 
dirido  bv  2,  d^uct2|)^ct.  for  Knfi,  ells 
Eng.  ymrd  Q'4327  cimne  of  8  pal.  Nuplet 
„        0-3667  10    „    Oeno* 

„        l'59d71)raocia,  Leghorn 
Imp,  gal.  4'&  134  litres  or  kan» 

„        0-8654  alnmden,  TurJuiih 
I,        0*1358  borilo  oilf  Leghorn 
M        0-1007doof<JOcaraffl,NAplea 


Imp.  qr,  63-6076  kappar   .| 

,.  l-7G41tiuma  *.  f 

,,  21*5150  idqneiree  . 

,»  2  9077  hoctolitnv. 

,,  17W70 

,f  5*1478  fuiegas    ,. 

„  5*2848  echelTels . . 

,,  2-7640 

,«  2  0904  toender    .. 

„  1^3SA4  ebfltwertB  . 

»f  4'7286  tnetson     . . 
8*2^41  kiUows     .. 

f ,  6*6858  Imnoll     . , 

,,         8-9789  sacks    

,,  2*4151  mnie    .... 


FOREIGN    LINEAL    COMMERCIAL    MEASURES. 

(Aecordmg  to  Baiiok  pb  Faoirsr.} 


inches 
AmHlerdwn  ell  (bo)  , .  27'17 
Anvera  ell,  silk  ,,..   27*38 

-  wool     26-94 

BerEii  ell,  old  mca.  26"28 

-  nfiw  measure..  26*55 

Berne  ell    21*35 

Bologne  fithom     . .  36*40 

Brunswick  dl     22*46 

Bromen'flU 22*77 

Cagliari  raao  ......  21-61 

Camim  fathom  ....  21-39 

-  canoe,  for  wood  24*59 

-  palm  for  marble    9-18 

Cwafien    2241 

ColoRneeU 2264 

CoBHtflntinoplo    lar.  26*»4 

-  amall  meaBure.  25*50 
Copenhagen  ell ... .  24*71 

Cnteowell 24'29 

Cremona  fathom  . .  28*42 

Dresden  eU 23-30 

Ferrarm  fathom,  Kilk  24*97 

-  cotton  &  Unon  2649 
Florenee  fathom    . .  23*39 


Frankf  't  on  Mdne  dl 

Gi'Doii  palme 

Geneva  #11  ........ 

HAmbnrg  dl 

Brabant  eU 

Hanover  ell 

Haarlem  dl^  linen. . 
'     common      .... 

Leipsici  ell  ........ 

Leydeu  ell  ........ 

Lisbon  vara    ,4*«.. 

Lnbeck  oil 

Lucca  fathom  .... 
Madrid  ell,  86  Sp.  in. 
Montna  fathom  .... 
Milaii  ^thom  . . . , 
Modena  fnlhom .... 

Munich  ell  , 

Naples  canne  (8  pnl) 
Nenfcbatd  ell  .... 
Kiaremberg  eU     ... 

Ostenddl 

Fadiia  fathom,  dotli 
ULtto  for  »ilk  ..... 


21  M 
9-81 
45-02 
22-65 
27-21 
22-99 
29-23 
26-90 
22*25 
26-89 
42*02 
22*71 
23*43 
33*38 
25-34 
23*42 
25*51 
32*79 
82-52 
43*74 
86*84 
27-61 
26*83 
fi6-09 


Palermo  canne  (f 
Parma  faihnm^ 

-  wool,  cotton, 
Paria  fathom  . . . 
PetersbntK  orchiiu 
Bi^gnsa  ell  . » . . 

Rigaell    

Rome  canne  (Spa] 

-  fath.  (4pa]nM 

-  wearer's  (3 
BofttoGk  ell .... . 
Stockholm  Swed  i 
Stnttgard  eU  (Wi 
Turin  raso  ..... 
Venice  faUi.  for  i 

-  for  eilk  . . , 
Terona  fath'Dif  li 

.  ditto,  Bl 
YicemEa  fath.  clot] 

-  ditto,  for  I 
Yienna  ell  (Vienm 

-  Upper  Ausi 
Warsaw  eE..... 
ZorieheU  ...., 


The  Palm  most  in  as«  is  the  Bomanf  eqnal  to  0*788  feet.    This  ancient 
in  several  countries,  and  at  different  places  in  the  same  Mjuntij,  Uut  the  ordinaa 
is  8 1  inches.    It  is  sometimes  made  to  express  9, 10^  and  11  inohe*. 

FOREIGN    LINEAL    MEASURE. 

Th4  Englitikfoot,  12  in.  compared  teith  the  foot  meamre  o/fiteign  i 


la 

in 

Paris  foot . . 

12A 

Spala      • . . . 

12 

Ami^tcrdHm 

.  n^, 

Vcmce    . . . . 

1*1^ 

Antwer    p.. 

n,v 

DanlEie  . . , . 

IVo 

Lejdra      , , 

i^A, 

Copenhogen 

llA 

Strasburg 

11 

Homo      . . . . 

ll."« 

Frankfort  , . 

llA 

Greece    ,♦,. 

12xV 

United  States  13 

China 12^^ 

dmtftker  autAority  reyf 
Paris  ....   12*186 
Bologna  .*   15 
DanUio  ..   11-^28 


Danish    , 
Swedish  . 
Grecian   . 
Venetian 
Rhindand  ■ 
Str«aburg  4 


^H        3    VOLLAM 


STEVENS    ON    STOWAGE. 


coins 


Denmark 

(i  Duciit  (curreot)     *  < 

Chriitiaij  d'or    .. .. 

EtilKt44>rK  iKaxAB 

Murk  I  sip^civ)     .  * . , 


Egypt 


4K»«tpe» 


iVanoa 
O  Uoablo  NapoleoG  =  '10  Pr, 

Kapoleon  ^  4U  Fr. 

Looia  (old  coin) 

8  SFmic  piece    

3  * 

t  FaAKc  * .* 

i      

Eeit  =  6  Livres  (old  coin) 
C  Docime  ==  10  Ceatiiueii  . . 
8oQ       ^    5 

Onlime  or  Cent   , 

Thcff  arc  b*>^idri  a  nitmber 
of  uiii  cukim  lu  cu-cuJaliiin* 

7raii1dbrt  on  tha  Maint 

(}  Dui»t 

8  Flokdi ,,. 

Gitealtar 

S    I>DI.LAa *  ,  »  . 

EiititJi  €oi&«  arc  also  in  um 

Oreaoe 

O  2<l  Drnchinl  piM>« 

B     5  Dnu^Uiui  piixe , 

Drachma    .#*»**. 

*      •  •. 

4 

HambBfg 
O  llUCAt 

B  Klt.l^.!l«f  fffpeda) 

r  "  rk  or  82  SfiliU. 

'1        lit)'"!!!;;;;! 

a  b4:ltiUtug  |iU;4rii   ........ 

i        ditto  


itorUn^ 


Grtin 


446 
9« 


199 

n» 

885 

165 

77 

88| 

1«> 

450 


£    9    d 

0    4     S 

0  7  6| 
0  9  »| 
0  16  H 
0  4 
0  2 
0    0 


?t 


54 


0    0  10 


1  11  81 

U  15  10| 

0  18  Of 

0    4  01 

1  n 

0  4f 

0  2i 

4  8 

0  I 

0  Oi 

a  0^ 


MoaBfin  whicli  wcoutit* 


1  Dollar  =  100  Cants 


doUtf         1    ^    16 

1  =    e  =  9G 


I  Haatra  =^  40  Pirai 

1       .      ^  2R 


Lmij(J«ii 


0    9    4| 
0    1    8 


0    4    2 


0  14 

0  3 
0  0 
0  0 
0    0 


H     0    9    4| 

4^     0    4    G 


141 

80 
60 


0  2    41 

0  12 

0  0    7 

0  0    4 


IFruia^ 

=  100  CenU 

K»«il7 

Frra«t 

£    * 

d 

1 

0    0 

94 

10 

0    7  11 

IfK) 

8  19 

2 

1.01  HI 

89  11 

8 

lO.CNK) 

89fi  16 

8 

lfK),00(» 

8,958    6 

8 

1,000,000 

89,568    6 

8 

4#.&f. 
^doL 

9R.D. 

loSkilL 

41^*1 


lOOPiak. 

35  francs 
23eaiU 


Flnrm    tiat«:ca    KrentBeni 
1      =      4 
1     ^    15      z^    60 


1    s 


Qu«rio» 
1       -^     16 
12      ^  192 


2  Piasttma  «>  lOO  Lapti 


Uilt  tiaii««    8«thU.   I^IWnnblft 
1     ^     12 
1    =      16    «  192 


12f  rtor. 


280ra«h 


isaitarka 

kmao, 
101  Bobl 

l^ii. 


STEVENS    ON    STOWAGE. 


COINS 


Xalta 

G  Doable  LonU     

Louis 

4   -     

S   Ounce  or  Poisza  of  30  Tari 

SCUDO      

2  Tari  iiiccc    

Xaoritiai 
S  Dollar 


-    I 


Sterling 
Value 


Monty  lu  «'hifU  ncfiiuntji 
any  ItvjH 


£xc^in£« 
iit|iflnrilb 


Grain 
Troy 

256 
128 
G4 
4.'i7 
187 


I 


Xezico 
(i  Doubloon 

4        - 
S  Dollar  ., 

4    - 


Xodena 

S    T'tRfc 


Monte  Video 
B  Dollar  ., 


Moroeoo 


Haplee 

G  OncftttA  ^  S  Ducats     .... 
]fivc.vH  ffir  2,  .5,  and  10  On- 
cetli  in  proportion 
8  Di'CAT  -10  Carlini  or  5  tari 

i  Ducal- 5  Carlioi    

2  Carlini  picco 

>ew  Brnniwlek 

Same  aa  in  Canada 

XewfoimdUnd 

Same  as  in  Canada 


58 


851 


Vonraj 
8  Dollar     . 
4    • 

VoraBootia 


£     9 

d 

1  18 

14 

0  19 

14 

0    9 

7« 

0    4 

0 

0     1 

74 

0    0 

24 

0    4 

2 

»    4 

8 

1  12 

4 

0    4 

2 

0    2 

1 

Tari  Ontin* 

Scuilo  1       "     2U 

1     =      12       -:  SIO 
Accounts  are  kppt  bj"  tlic 

Govettuntjni  in  liiiti^h 


1  Dollar  ^  IWCfntaor 
li^  Cahmiol  Ffiiiu'N 

Act'fjuiiU  ore  kept  by  ihi? 
Cr  ovi^nuii  ti^  L  ia  li  fii  Uli 


IDnllnr 
nr  b  licala=lm  Cents 


PiiZTa- 


Dnil 

i^i  Ctmtji 

%>i^l 


1  Lira  ItLiUann 
0    0    9i  Kxj  ContoHimi 


0    3    5 


0  10    3) 


0  3    Sj 

0  18 

0  0    8 

0  0    4 


t)[]1l&r  I 

1     =     8 


C(ZLU<^lnia,« 


JIIU 


Ottftrv^      1  24 

M«Utcc]    14  9(i 

1  ^  10  :^  40  9C0 
-  3*.  It/. 


Hunt 

1 


Urani    CavaJJi 

1     =     10 
lOU     -  1000 


DuGit. 


4    4f 

2    2| 


Dollar,  Mii-kn     Skiilinn 
|faiifT         1     =     t!l 
1    ==     5    ---  li0^4«. 

Acwnnnlji    nrp    k^pL    in 

prmndA,  ahilliiiipi,  anil 

|Hni!C 

Jul  cumncj  ^  IGf.  itfir. 


STOWAGE. 


.Sijftb  <L-bition. 


l,t  AMMONIACAL  LIQUOR  (gns^wftter),  About  hitlf-pasl  9 
p*m.  on  the  Srtl  Miirclii  1870,  the  dead  bgdies  of  a  fiithei%  mother,  and 
tlii'eo  cbiidrcni  were  found  iu  the  cabin  of  the  tiloop  Surah,  of  Goole, 
The  vei*Hel  wan  tukiiijj:  iu  gas-water  at  the  BntUh  gas-works  on  Hit 
rivc»r  liulb  Tho  mother  ejilled  out  of  the  ctthiii  imd  said  her  eldebt 
djmj<hter  ssm  dead  ;  the  father  went  below,  and  a  quarter  of  au  houx 
later  the  whole  family  wore  fouitd  deitd  in  the  cabin,  sttlfocated  by  the 
amoi  from  the  ga8*water, 

fi#i  BECHE-DE-MER,  one  of  the  products  of  the  Fiji  jHlandrt,  k 
sported  tlience  to  the  AustraUan  colonieH  for  the  use  of  the  C'hmese 

ligmutri. 

HKKR.  The  Indian  CouTicil  rejected  the  Jeanne  Dmiglm  iks 
ifit  to  convey  beer  from  J^ondon  to  Bombay  because  her  hold  had 
en  painted  will;  home  kind  of  varnish.  HuRCMAJf  r.  Mills,  Court  of 
xchei|uer,  2nd  July,  IBOfl. 

4*t     JlILLH  OF  LADING.    The  ^liniHtcr  of  Commerce  in  Franco 

mmnnieated  to  the  Chambers  of  Cummeree,  in  AujjfUBtr  1800,  the 

[owing  letter  from  the  French  consul  at  i)ubliji ;  **  I  think  it  my 

Inty  to  pohit  out  to  your  ExccUeney  certain  precautioufi,  the  non- 

fien-ance  of  which  on  the  pai"t  of  our  captains,  ag^^ravuteii  a  circum- 

ce  ah-eady  biul  hi  itself,  and  even  fre^jucntly  prevents  them  from 

.ving  recourse  to  the  civil  courts  in  caiea  in  which,  fi^eling  tliemsn?lvea 

rfectly  in  the  ri^ht,  they  would  Ijc  diniJObed  to  carry  before  them  their 

forence.H  with  consigneen." 

^n  **  liillH  of  lading  nnd  charter-parties  ordinarily  announce  thai 
iC  fii'Kt  will  be  paid  according  to  tlie  number  of  hectcditres  of  gridn 
livcrt*d— that  in  to  suy,  after  mea»urement ;  but  on  the  other  bauil, 
e  same  documentK  Hot  forth,  that  the  cargo  weighii  on  tai  averaj^e  a 

'lire,  and  tt  total  w*'    '  \i 

11      liMtter  aduiittt  haviJi  ed 


722 


STEVENS  ON   STOWAGE. 


the  weight  as  well  as  the  measure,  and  xmaertakes  to  deliver  o» 
other  to  the  person  demanding  the  cargo.    Now,  it  happens  ver} 
that  in  consequence  of  waste*  or  accidents  at  sea,  which  have  r 
the  grain  during  the  voyage,  or  on  account  of  an  unfair  or  even  i 
lent  weighing,  or  of  an  arbitrary  conversion  of  French  weigl 
ineasiU'Cfcj,  there  is  a  notable  deficit  in  the  total  weight  to  be  ^ 
by  the  master^    The  merchant,  taking  advantage  of  the  temfl 
hill  of  ladingt  requires  from  the  captain  the  value  of  the  grain  w 
and,  besides,  only  pays  lum  hiy  freight  on  the  weight,  not  aci 
to  the  number  of  liectolitres  dehvered,  which  frequently  exa 
figures  in  the  document,  notwitlistanding  the  deficit  in  weig 
cording  to  the  decittions  of  the  courts  in  this  kind  of  case,  the 
would  he  bound  in  any  state  of  things  to  pay  according  to  th^ 
of  hectoHtret^  delivered,  and  this  augmentation  would  compeae 
might  be  wanting  in  weight.     Most  of  the  Enghtfh  captains  ' 
cargoes  in  France  for  the  ports  of  their  country,  take  care  to 
the  documents  they  sign  'weight  miknown,'  and  that  clause 
tees  them  in  Ireland  against  the  difiiculties  raised  by  the  m^ 
Our  captains,  therefore,  would  avoid  much  annoyance  in  tho 
Ireland  if  they  took  the  precaution  of  wiiting  *  weight  unkm 
aU  the  documents  they  sign,     AiJ,  however,  it  may  be  that  the; 
get  that  clause  ioserted,  they  cannot  be  too  strongly  recommn 
make  certain  at  the  uioment  of  loatling  that  they  receive  on  h 
only  the  measure,  but  the  weight  indicated  in  the  bill  of  lad 
would  appear  that  they  content  themselves  too  often  with 
weighings,  which  are  not  sufficiently  exact  to  make  up  the  tota 
which  will  be  ngorously  demanded  at  the  miloading/' 

Ga  '*  Another  veiy  importiuit  recommendation  which  shi 
ho  made  to  captains,  is  relative  to  the  tlecla rations  which  it  is  u 
they  should  cause  to  be  written  in  their  bills  of  hiding,  in  ori 
protected  against  the  chicanery  of  coniiignees  as  regards  the 
for  demurrage.  The  clauses  relative  to  tlte  regulation  of  doj 
01*0  ordinai'Dy  only  set  forth  in  the  charter-pai-ty,  to  wliich  ti 
ladmg  generally  refers  in  a  very  vague  and  indirect  manni 
insertion  of  the  words  *  freight  according  to  the  charter-party 
declaration  is  far  from  being  suflicicnt  for  Irelandi  for  in  this 
is  the  bill  of  biding  iilone  which  is  of  anthoiity  in  justice.  It 
that  til  order  tlirtt  the  stipulations  in  the  charter-party  relati 
days  may  he  obligatory  for  the  consignees,  the  lull  of  hidii 
absolutely  bear  the  words — *  all  the  conditions  of  the  chorfe 
ehall  be  obhgatory  for  tlie  holder  of  the  bill  of  lading.*  ** 

7u     •*  Captiiins  often  cause  to  bo  placed  in  the  margin  of  ti 
lading  the  mention  of  the  lay-dayti  for  the  unloadingi  instead 


LADING. 


72a 


tioniiig  them  in  the  body  of  the  bill  of  lading  itself.  This  also  affoixlei 
op|M>rtimity  for  cliicaue  on  tho  part  of  consignoefi  of  bad  faitb,  who  do 
not  full  to  take  nclvantftge  of  the  euactmont  of  tbe  law  wlitcli  rcquirea 
that  all  the  conditions  stipulnted  bhali  be  inseiied  in  the  body  of  the 
docmnent  The  captains  ehoiild  take  great  care  to  conform  to  thii) 
enactment/* 

Ba  BIMLIPATAM.  Capt.  Bawden  (bee  mirabolines)  Bays, — I 
have  pnt  an  anna  per  ton  as  tho  only  port  charge  at  Bimlipatana, 
which  I  think  i**  correct ;  at  any  rate  the  tonnage  dues  ai'u  half  those 
at  Madi^as.  BasH*8  hght  dues,  if  not  paid  at  tho  prenons  port.  There 
hi  no  harboui',  so  that  pilotn  are  unnecoBBaiy^  the  coaat  being  quite  i*aXo 
to  approach  by  the  lead ;  anchorage  good  all  the  way  up.  Hotipital 
due»,  optionjil  to  pay  so  much  during  the  ehip's  stay  or  a  large  fee  of 
two  gtiineuB  for  a  visit.  Lime  juice  certificate  showing  that  there  in 
I  a  certain  quantity  on  board  properly  fortilicd,  K)s,  Kxcc[)t  groceries, 
I  j*!iip's  stores  are  not  x>rocurftblc ;  beef  or  mutton  2(1.  t>  lb ;  waik^  very 
^  good  but  expensive.  Bamboo  dunnage  very  expenaive ;  mats  are  cheap. 

9a  BBICKB  are  liable  to  be  damaged  by  sea- water  and  should 
have  sufficient  dunnage. 

lOrt  BUTTER*  Large  quantities  ai'e  exported  from  (njnji  ui 
Sp&in,  chiefly  iu  casks  say  IHSih,  grotis.  The  earJcs  arc  8o  utroug  that 
four  and  even  iive  heights  can  bo  stacked  t  afely*  Bpaniah  butters  are 
always  computed  by  measurement  for  freight. 

Iht  CAJ^TON  MATTING  h  whipped  all  the  year  round,  clucfly 
ui  Whampoa.  li  is  in  bales  and  rolls  varying  in  lengtli  from  two  to 
six  feet,  and  averaging  GClb.  in  weight.  It  is  usually  '  '<  to 
Europe  in  the  'tween  dcekt;,  amidhhip«»  clear  of  iron  I  Uiu- 

chions,  and  ties,  and  in  stowing  should  be  treated  like  biiie  goodjs. 
By  proximity,  Canton  matting  will  injure  preijcived  ginger  in  catce* 
It  i»  frequently  brought  in  tea  slitps  ;  geo  tlie  Grmmere^  m  the  ariiclo 
^  tea.    A  ton  for  freight  50  cubic  feet ;  the  raten  of  freight  varying. 


OAVTOV 

MATrOTG- 

-HBJUtrEEMTOT  roR 

pBsiasr. 

iiw  of  rolJ 

VaHji 

ciibici  jt«t 

ortojM 

iiia«iiwa 

i 

m 

;l({ 

11 

U 

1 

— 

i'S 

H 

Wl 

1 

— 

nil 

H 

H 

1 

— 

Til 

a-o 

» 

m 


STEVENS  ON   STOWAGE. 


12n    CHARTER-PAETY.   H  a  copy  is  signed  it  must  be 
if  copied  in  full  it  ueed  not  be  stamped.     Tbe  origiunl  chiirti 
wbcthcr  single,  in  dnpUcate,  triplicatet  <fcc.  miLst  be  8tauii>cd ; 
IB  Iff,  within  Tdaya  4**  G<l,  28  days  £10.    When  signing  rnastei 
recollect  that  the  terms  *'port"  and  *' harbour"  arc  not  syu( 

IB/j  When  giving  judgment  early  in  IJoccmber,  1869,  in  1 
lepool  County  Coiut,  Mr*  Henhy  Stapylton  (the  judge)  Bin 
**  it  had  been  held  in  the  i?uperior  cotirts  of  late  that  writing  o^ 
8eutenceB  in  print,  it  being  assumed  that  the  latter  were  oft< 
accidentally  or  carelessly/*  The  action  was  one  for  demurraj 
owners  of  the  ship  EnterpriHi',  who  obtained  4*4  for  one  day 
foot  of  the  charter-party  there  were  in  uuifithj,  the  words  *»  tli 
be  laden  on  or  before  the  11th  inbtant,"  yet  in  the  body  of 
ment  there  remained,  unoblitcrated,  the  priutetl  words  '•  the  fi 
not  to  be  liable  for  any  delay  in  the  hmtling/' 

14ff  It  is  reeommended  that  in  drawing  up  chaiier-pa 
Italian  ports,  it  should  be  stipulated  tliat  the  freight  is  to  hi 
•*gold  or  silver/*  *•  In  cash'*  is  of  no  use,  as  the  paper  ci 
considered  as  cash,  and  is  a  legal  tender.  The  forced  circu 
paper  cmTency  has  caused  a  great  dei»reciation  in  its  value* 

IBa  Mr .  E .  G  m  es  ,  R ,  N .  s ays , — '  *  h hips  going  out  with  iroj 
Kurrachee  are  promptly  dispatched  j  thoBc  witli  governmcu 
euch  as  beer,  &c,  have  often  to  wait  a  considerable  time  before 
discharge  cargo ;  captains  should  therefore  be  on  their  guaid 
ing  charter-parties.  Cax>tain8  discharging  a  cargo  of  beer  sh 
that  the  Customs'  oflicer  jnits  a  seal  on  every  hole  pierced  in  tU 
this  its  often  neglected  to  be  done.  The  mate  of  the  ship  show' 
down  the  numbers  of  the  casks  from  which  samples  of  beer  hi 
drawn r  and  the  Customs'  officer  has  to  give  a  certificate* 
these  numbers  are  put  down.  On  recoi\-ing  the  cargo  on  ho 
mate  should  be  careful  that  no  holes  have  been  bored  in  ih 
if  Ko  they  should  be  returned  as  not  being  in  good  condition, 
by  the  captain.  All  cask**  empty  or  half  empty  are  examined  on 
and  if  there  be  holes  in  them  not  sinM,  the  slajp  has  to  pay  d 
In  the  chai'ter- party,  no  matter  what  the  cargo  may  be,  tlie 
should  be  exactly  specified  and  also  maiked  in  the  bills  of  hid 
to  acquire  vahdity,  as  the  facihties  for  discharging  at  this  port 
deficient.  In  the  **  bunder"  tliere  is  only  one  pier,  wiUi  twa 
All  vessels  have  to  diecharge  here  and  there  is  only  space 
lighters  at  a  time.  It  often  hajipens  also  that  t!ie  pier  is  tak 
ession  of  by  the  goveiiiment  in  order  to  land  or  embark 
horses  J  in  that  case  no  vessel  can  be  discharged,  even  if 
lighters,  which  are  at  these  times  diMcult  to  be  obtained/' 


16*1    CHLOBIDE  OF  LIUE.  The  i^dioon^r  Lovim,  Oapt.  Jokk«, 

of  Abei^btwitb,  wbich  avus  in  the  Lifioy,  larleii  with  Mulpliate  of  eocla 
and  chloride  of  lime,  wiiitiug  for  a  fair  wind  for  Autwiip,  had  one  of 
her  crew  Biiffocated,  18th  JanuHiyf  18711,  w-^^d  iwu  uuiru  hiid  to  be  tukeii 
to  hospital  iu  a  djuigerous  state.  Thomas  Wo^uams,  tlio  mato,  ^itHtcd 
that  he  weut  to  call  the  men  at  10  o'clock  a.m  j  and,  getting  no  anKwei*, 
I  ^eut  into  the  forecastle,  where  he  found  one  dead  and  the  otlier  two 
finseuHiblo.  Ue  imniediatGly  eaiTied  them  on  deck*  la  a  bhort  timo 
ho  fcaw  8moke  insuing  out  of  the  fore  and  affeer  hutches,  and  found  that 
the  casks  containing  the  chlonde  of  lime  had  in  Home  imaccoimtahio 
manner  ignited,  which  would  have  been  the  cause,  but  for  hin  timely 

taid»  of  the  three  men  losing  their  livetj,     TLo  vc^tiel  did  nut  BU8tiiiii 
any  damage  from  the  fire. 

11  n    COAL.    In  hot  parching  weather  Newcastle  coal  frequently 

weighs  out  short.    This  hi  sometimes  ocea^tioued  by  Uie  heat  whiclt 

r makes  the  wagona  **pino"  between  the  pit*H  mouth  and  the  place  of 

|«hipmeiit.     At  Birkcnliead,  in  18G4,  the  btevedoro!!  paid  the  coiU- 

lioavers  l>  ton  ;  dd.  for  discharghig  bftllast,  8«/,  for  lo4iding  coal,  and 

\tL  for  tnmmiiig  fillips  up  to  4CKJtou,  and  Qd,  above.     A  vcshel  thiirc 

[rcc€!ived  from  the  tip  270  ton  between  4  o'clock  in  the  aftonaooo  and 

[8  the  next  moniing,    A  Dantzig  hiat  of  coal  ia  C.OOOlb. 

IHa     COFFEE.     At  La  Ouayra,  i.  -  the  l>ottoin  and 

I  fiidefl  of  vesBelii  loading  coffee,  cost  per  u  ^  to  three  dollorH. 

^ITiore  are  two  Bort»  of  coffee  shipped  ftt  Colombo,  viz*  tiaiirc  and 
phuitntion.     Native  weighfl  11  (ft  15cwt.  to  the  meannrein-    '  * 
and  phintation  IH  @  lUcwt.     In  chaiicring  mnstcn;  ought  t 
which  sort  they  intend  to  ^hip,  as  native  coffee  sbould  have  a  Inglior 
Irate  than  plantation. 

TOH  FOB  FREIOHt  IIT  CSTLOV. 


CfXYMtnut  ty'il  'ilOkii(ii£nid  gi^ioiitt 


Fcppftf  Mftirt,  iiii»liitt»,    Hi^i.hnjfi*  \ 
Coir-mj**?,  yarn,  Iifi4  joiik   Vlr-mt 
flonia  HewL 


At  XAPRAS. 
«|  C9ttQ«  iMca;  of  %nd^  ifti  fbc*  §m^  iOtmkh  Uwi* 


kl^« 


716 


STEVENS  ON  STOWAGE. 


1011    COMMISSIONS  at  Lisbon,    The  following 
regular  charges : — 


OngroMMles    ..,,  Si^eimt.      81iipin«iiU  « . . .  2||^c 

DlslrafienenU  ...,  2i  li^cenL     Bemitting  «...  i      „ 

Brokerage  factorage  on  bills     ..«..* *,,**,  | 

Inierefit  fmetorage  on  adviinees      ......     I^moatll  i 

Com  tactoriige  on  Hoar ^  burel  iOO  reii 

f,  M     gndn l^molo  iOOnii 

O0MMI88ZO1I  Oir  yS88SL8, 

0&  monej  diabvnied,  where  bLllii  are  drawn  ........    S^e 

On  MdM  wliare  aufflcient  ^art  of  the  cargo  ii  »old  to  \ 
Tp9j  dlabtiraemeiiLHi   eitlicr  ou   the   owner*i  or  }- 

ttnderwriter'tt  aeooimt J 

On  estimated  Talne  of  the  whole  or  whatever  part  ol  \ 
the  cargo  ii  landed  and  re-ahipped      « •  • . .  f 


H 


20*/  COTTON.  IiJi  the  case  Moss  i\  Oestjiann,  lAn 
Mfty,  1868,  Mr.  Sergeaxt  Wheeler  declined  to  admit  a 
£85  6rt.  Stl.  for  pressing  cotton  at  Paraiba  where  it  was  not  ti 
practice  to  use  presses  for  that  purpose.  The  charge  waa 
the  pretext  that  it  was  customary.  This  so-called  pressing 
merely  in  tying  two  hags  together  with  the  help  of  a  wood< 
press,  of  little  or  no  power ;  in  fact,  a  bale  of  two  bags  only 
three  inches  hsB  than  two  bags  laid  side  by  aide,  and  in  the 
it  is  of  no  advantage,  as  it  takes  three  or  four  men  to  hand! 
while  one  can  manage  a  bag,  and  many  are  cut  asunder  in 
facilitate  the  stowage.  Lately  the  shixipers  have  discovered  1 
incur  less  trouble  and  expense  by  shipping  without  pressing, 
merchants  continue  to  impose  a  charge  of  860  reis  per  bag* 
the  master  can  do  is  to  protest ;  but  imtil  a  clause  against  ihi 
is  ineei-ted  in  the  charter-party,  protesting  wiU  prove  of  no  i 
however  to  be  hoped  that  the  legal  decision  recorded  above, 
nish  if  not  aholibh  this  unjust  impOBt.  The  charges  for  sk 
Paraiba  are  300  reis  per  bag  of  cotton  ;  30  reis  per  bag  of  6i 
reis  per  liide  ;  dunnage  charged  separately.  CommiBsiou  5  jp- 
freight  and  disbursements.  Freights  for  cotton  from  the  Fiji 
were  in  1865,  exceedingly  high,  and  as  the  cotton,  for  the 
shipped  was  uncleaned  and  unpressed,  nearly  75  ^  cent,  of  th 
is  a  clear  loss  to  the  shipper. 

21a  CBEOSOTE.  Ships  taking  creosoted  railway  si 
Bombfly  have  been  refused  tea  and  other  high -class  goods  fo« 
In  1864,  the  Ixnudolph,  Capt.  Taylor,  belongijig  to  Mr.  Dij 
Plymouth,  from  London,  discharged  a  cargo  of  creosoted  Ii 
bridgefi,  some  railway  aleepers,  d.o«  in  Table  Bay.  and  thou 


COTTON. 


727 


general  cargo,  including  some  meal  and  flour,  for  Algoa  Bay,  Althonglj 
enveloped  in  old  Bails,  &c.  the  meal  and  flour  (after  a  paBBage  of  only 
iliree  days)  were  bo  injtired  by  ilie  creosote,  wLieh  had  been  impreg- 
nated in  the  hold  planking,  that  a  conBiderable  lo^u  fell  on  the  owners, 
as  per  accounts  following : — 


POHT  ELIZABETH,   ALGOA  BAY. 
The  CftptAin  tmd  Owners  of  liandoJph, 


Dr.  to  BcTHEAFOftO  S£  VAirt>£R  Btl. 
For  100  IwgB  flopr  cUnuiged  by  enomU  i  £j^qq    q    ^ 


ex  6Aid  retsel  aa  per  tiset.  rendered . 
Sip.  iO    By  Half"  of  the  abort  al  W- « 

Baljuiee  to  KuTBxmFOBB  Sc  Vaxtpkk  Btl,  . 
lfci«ni<  BumiJc  Sc  Co.  Affenttt 


lUO    0    0 
£80    0    0 


Capt  Joan  Taylok  and  Ownera  of  the  Han^olitk, 

Dr,  to  B.  M.  SsKi'i'mMBOK  Sc  Co, 


To  50  bai^H  meal  deliTorf^d  mmMreluuiiable,  being  i   #i  nn 
impregnated  wllb  coal  tAr  (ereoieto)  ^  iW-  ,,i 

By  net  pnMse&dM  of  the  »bove  aa  per  aooottttt  >ale«  1 
of  Me«Bi».  r  "  ^ 


.  Lawakncs  ir  OmaxoHD 
Port  Eliuibeth,  29tli  AngiUit,  1864, 


U    0 


40  1»    0 


^59     2    0 


ti%i    DEMURRAGE.    The  litigation  anKing  out  of  demurrage 
,- OB,  and  the  difficnltieft  experienced  by  KhipmasterB  in  securing  a 

lien  on  cargo  from  the  couditiouH  embodied  in  bill^  of  lading  or  charter* 
particR,  lead  us  to  refer  again  to  the  ease  on  which  we  lately  commented, 
and  coupled  with  other**  more  recently  reported.  Witli  respect  to  the 
Sititfrwr,  before  mentioned,  we  have  now  the  chtuier- party  before  ub, 

tand  can  judge  more  fully  of  itii  Etipulations.  The  form  is  that  of  the 
ordinary  Daimbian  charterB,  and  provides  tluit  the  ship  Sui»trior,  of 
080  ton,  IB  to  "  load,  an  customary,  from  the  factors  of  the  said  freight- 
er, a  full  and  complete  cargo  of  Btaves  and  (or)  grain,  seed,  or  stowage 
good^p  or  lawful  merchandise,  wliich  Uie  said  merchant  binds  himself 
to  ship,  not  exceeding  what  she  can  reasonably  stow  and  cjirry*  ^-  ^  ^ 
The  owners  to  have  an  absolute  hen  on  the  ciugo  for  iJi  fruight,  dead 
freight,  demuiTage,  and  average,  and  the  charterer's  reHponsibility  to 
oeaiie  on  shipment  of  the  cargo^  provided  it  be  of  snfhcient  value  to 
oover  tlie  freight  and  charges  on  arrival  at  port  of  discharge.'  *  The  ship 
took  on  board  288,682  staves,  the  freight  on  which  was  i:l,lij5  14j.  ly, 
but  could  have  carried  91,248  more  staves,  whose  freight  w<»uld  have 
amounted  to  i*H(J4  10^.  5</.  There  in  uo  dispute  as  to  tlic  additional 
quantity  the  ship  could  have  safely  conveyed.  On  this  point  tliere  is 
a  common  understanding  ;  but  the  consignee  disclaims  his  liability  for 
dead  freight,  and  will  not  admit  that  the  Bln^)owner  had  a  right  to  stop 


**j!^mmM^^^^^ 


im 


STEVENS  ON   STOWAGE. 


the  cAvgo  far  tho  Hen  thereby  given  niider  eharter  and  bill 
on  tho  tcchuical  plea,  that  a  merchant  who  holds  a  bill  of  larli 
m  couslgiieo,  h  entitled  to  ilelirery  of  bis  guod«  on  tho  groi 
tho  term  **dead  fi-eight*'  is  an  undisclosed  liability,     The 
KxchcQuer  gave  judgment  against  the  ebip,  but  allowed  th 
be  taken  tu  the  Court  of  Erroi*. 

28«  Looking  at  the  (question  in  a  practical  and  buBiuegB  i 
find  that  a  sliip  of  080  ton  way  chartered  to  load  ,i  full  fro 
that  she  was  not  fully  laden  within  the  terms  of  the  contra* 
a^'roomont  stipulated  that  the  cUarterer'n  responsibility  sh^ 
when  sufficient  caTgo  was  put  on  board  to  pay  not  only  tho 
but  also  that  w*hich  tho  ship  might  hare  earned  had  she  bi 
laden.  True,  the  exact  omoiuit  of  freight  could  not  be  dii^l< 
ciiailer- party T  because  tho  ship  took  btavoa  as  a  standard, 
shipments  to  pay**  in  full  and  fair  pro2)ortion.**  Staves  al 
Rupplied,  and  it  wan  easy  to  calculate  what  quantity  of  those  tl 
could  eonvcniontly  take  in.  The  shipper  of  tlie  goodrf  would 
the  bills  of  hiding  for  the  master's  signature,  and  the  paHien 
under  those  billb  of  lading  would  be  buund  by  tbeii*  contents. 
of  the  stipulations  gave  a  lien  for  dead  freight,  the  captain  was 
in  not  parting  with  his  lien  until  security  was  foun<l  for  ship's 
or  the  dead  freight  was  paid.  It  is  said  to  be  a  fact  that  tlie 
of  the  ship's  capacity  was  tleterumied  in  a  few  hom's  b}*  two 
authorities.  Tins  makes  it  cleru*  that,  if  the  currying  cupacil 
8hip  could  not  be  disclosed  in  the  charter-party,  it  niiglit  Im 
inserted  in  the  bills  of  buling  which  recited  the  chaitor.  It  wj 
tho  case  of  ji  vessel  of  ascertained  tonnage  and  draught  of  wi 
l>oaid  of  which  a  partial  cargo  was  shipped,  and  which  was 
heen  hiden  "full  ami  complete."  Any  two  independent  ship] 
builders,  or  surveyors  of  intelligence,  could  have  settled  the 
dead  freight  in  a  few  minutes.  The  charterei^  hired  a  ve^a 
many  cubical  feet  of  internid  measm*ement,  and  agreed  to  fill  tl; 
and  when  the  endorsee  of  the  ciugo,  who  accepts  the  lial)iiiti< 
charterer  and  shipper,  Ends  that  the  goods  are  stopped  for  the  p 
of  dead  freight,  the  account  of  which,  as  per  particulai's  reni 
Hcknowledgod,  he  repudiates  that  portion  of  the  agreemeui 
Ijjirgiiined  for  tlie  lien»  on  the  quibble  that  the  comhtion  wifis 
of  no  cfteet,  it  being,  as  contended,  an  "  undisclosed  Hability, 
the  common  law  woidd  leliovc  him  from  meeting.  It 
question  of  commercial  usage  that  was  urged  in  defonoe  of  the 
but  j)urely  u  legal  technieality*  Should  the  Court  of  Error  aft 
ruhug  of  the  Excliequer  judges,  we  do  not  see  what  security 
owner  can  take  for  the  recovei7  of  dead  freight,  if  it  be  hoW 


Een  on  the  caigo  given  b}^  charter  ia  not  valid.  Tlie  chaiicrer  in  tliis 
cabp  protoctctl  hinihelf  Ly  coulrrictiiig  tliat  Lis  liability  bliuidd  cjid  on 
a  cargo  being  hbippodt  In  many  iubtances  it  hm  been  i)rovcd  that 
the  only  way  of  obtaining  payment  of  freight  is  by  the  stoppage.  When 
this  lien  in  ptu  ted  with,  the  chances  of  sec  luring  the  freight  are  often 
very  slight  indeed.  Merchants  hold  bills  of  lading  who  may  be  in  au 
insolvent  state  on  the  ^liip't;  arrival,  and  have  borrowed  largely  on  the 
good.s»  l>oiight  them  on  eiedit,  or  Bold  them  and  received  part  or  full 
piiymeiit,  or  taken  promissory  notes  for  the  same. 

2iii  Another  case  of  demnrrago  was  tried  a  few  day  a  tiince  in  tho 
liiveri>ool  Court  of  Paesage,  The  ship  Burqt/ttilus  was  chaitered  to 
load  a  cargo  of  «alt,  and,  in  eousefitience  of  non-lading,  the  vetJKel , 
Ciime  on  demurrage.  The  owners  of  the  ship  sued  the  chaitercr,  who  ' 
wu«  hkewisG  the  shipper,  for  compenBation,  and  they  wore  non-Buited 
becaiise  there  waii  a  condition  in  the  charter-party  that  the  chartorcr'a 
liability  should  cease  when  he  hnd  deUvered  the  cargo  along^ido 
Uie  sliip. 

25^*  In  the  Hartlepool  Coimty  Court  a  curious  case  had  to  be 
settled  by  the  learned  judge^  Mr.  Stapyi-ton.  One  day's  demmTago 
waa  allowed  for  detention  of  the  Eniit'irrUe,  At  the  foot  of  tho  chtuter- 
party  there  were  tho  words  in  wTituig  "  tho  ship  to  bo  laden  on  or 
before  tlie  lUh  inKtant,"  yet  in  tlie  body  of  the  document  there  re- 
mained, unobhterated,  the  printed  wordt*,  "the  frcighterK  not  to  bo 
liable  for  any  delay  in  the  loading,"  The  Court  held,  in  aocordanco 
with  decisions  in  tiuperior  coiurts,  that  writiug  overruled  hcnteuccu  in 
print,  and  the  nhipowner  wau  thu*j  done  justice  by. — S/iijtjtintj  (Jtufitf, 
IQth  Fehruart/,  1870. 

2Crt    DISCHARGING.     WTjen  vessels  are  ilurohargcd  one  end 

i  firbt,  the  bUgo- water  may  run  to  the  other  end  and  injure  goocb  which 
I  may  have  not  Bufiicient  dtmnage  under  them* 

27^1    DISTANCES.     Southampton  to  Calcutta. 


ToaibrmlUr  M79 

MftlU 089 

AkuutiUrU     .•*•« 91S 

8ttr»   ,.. M-T 

Ad«ii      .,.,*.,«..  I.2lin 

PtoUkldeOiEe     ........  a,JtU 

Cdeatl*    ...»»..  1*190 

Totsl    ....  7,fi08 


F&JC4rK, 


Tu  Cap9      , . 


Toltl 


1,1'JU 


IU7U 


IJt 


780 


STE^^NS  ON   STOWAGE, 


2Bo    EABTHENWABE.    Banitary  tubes  (socket  pipe* 
long^  which  go  to  tho  ton  of  20  cwi* 


800 

a-ineli 

81 

6.iiich 

33 

lO^incli       1 

185 

s   . 

55 

7    - 

27 

12     <           1 

130 

4     . 

4J» 

8    - 

15 

15     -            1 

05 

6     * 

41 

9    - 

11 

•     1 

fiends  A&d  elbows  roeko&ed  some  wvi  ghi  &s  pip«H ;   jiitiglG  jtmcUon  u  1 1  -inrJi  pi] 
junction  m  2-incli  pipes. 

2da  ESPAETO.  Spontaneous  combustion,  The  barq 
L*whhwy  CaiH.  C.White,  bclouguig  to  Mr,  T-  Sutton,  of  NortJi 
took  hi  at  Agaeteria  (Greece)  270  ton  lead,  and  left  Sei>te! 
1868|  for  Agiiilhns,  where  she  filled  up  with  257  ton  of  loos< 
grftBs,  and  left  October  80  for  ShieldtJ.  On  the  0th  of  Novem 
miles  off  Lagos,  which  is  15  miles  to  the  eastwiuxl  of  Cape  8t. 
smoke  was  observed,  and  on  taking  off  the  hatclies  at  G  a. 
quantities  poured  up ;  they  were  closed  again  immediately 
tariitinliu  put  on  ;  when  the  boats  were  got  out  the  hatches  w< 
opened,  and  then  the  Mames  biu'st  up  with  gieat  force.  At  7 
foremast  feE  over  the  side,  being  bunit  tlnrough  mider  the  \ 
7*30  the  Bails  and  rigghig  were  destroyed ;  and  at  10.30  the  r 
mizen  mabte  fell ;  at  4  p.m.  the  ship  being  burnt  within  three 
feet  of  the  water's  edge,  the  crew  went  on  board  the  schooner 
Yarmouth,  Capt.  Bea^-er,  fi'om  Leith,  where  they  remained  imt 
on  the  10th,  behig  then  trauf^fen-ed  to  the  Hpanish  steamer 
fi'om  Caiiiz  for  Coriinna,  where  they  were  landed  ou  the  13tli. 
the  crew  attributed  the  tire  to  the  movements  of  the  ship  at  8( 
caused  a  friction  of  the  giat^B  in  the  hold,  and  they  considei 
tliere  was  some  mineral  substance  in  the  giiiss  which  aided  the 
but  Capt,  White  thinks  that  the  fire  was  generated  by  the  dam 
the  gi-ass  when  shipped.  At  AguiUiae  it  is  stacked  in  tiie 
piles,  and  if  the  esparto  is  gathered  in  rainy  weather,  the  h 
the  centre  of  the  pile  and  in  the  bf>ttom,  being  at  a  distance 
air  J  become  mildewed,  and  turn  black.  The  barque  Hebtcca,  of 
after  benig  laden  at  Agttilhas  in  the  spring  of  18G8,  took  fii 
and  was  totally  consumed, 

90rf  Tho  Caxth  Luchhot  registered  434  ton,  and  was  i; 
long,  29*1  broad,  and  20*7  feet  deep.  The  lea^l  was  stowed 
fafihion,  and  the  gi-ass  257  toDj  on  it.  The  bun<lles  wetd 
loosely  into  the  hold  and  pressed  only  by  the  men's  feet.  It 
hold  and  tliore  was  no  appeai'ance  of  grecime^s  or  dampness, 
WniTE  conKiders  that  tlio  bales  are  bettor  pressed  in  Or 
placed  under  a  pressure  of  800  ton,  than  in  Aguilhas,  where  , 


7ftl 


[they  are  better  pressed  tlian  in  other  pai'ts  of  Spain.  The  gfrasa  at 
|A^iilha!)i  beinj^  liirger  and  longer,  ia  hotter  than  in  any  other  part  of 
1  Spain.  Mr.  Emeile  In8iiki,wooi>i  whb  iu  180B,  the  only  exporter  from 
lArzew  and  Oraii. 

Sla    FIRE.    Lieut.  A.  Rodkey  Bulnk,  commanding  the  dispatch 

iTossel  Pmjche,  2  giins,  writes  at  Marseilleai  December  10,  1805, — 

I**  yesterday  afternoon,  about  three  o'clock,  the  steward  detected  the 

ll»mel]  of  tire,  and  came  into  the  salouu  first,  as  there  had  been  a  fire  in 

(the  Btove ;  but,  hnding  nothing  wrong  with  that,  he  looked  round 

and  discovered  one  of  the  curtduB  that  was  drawn  over  a  *  bull's-eyo' 

scuttle*  smouldering,  and  all  but  in  a  bbize,  from  the  rayjs  of  the  sun 

striking  through  the  glass.     Two  holen  are  bui'nt  (xuito  through." 

82rt    FLOUR  JiKD  GRAIN.    The  barque  Keho,  of  Plymouth,  800 

ion,  Capt.  W.W,  Stevens,  having  been  chartered  by  Messrs.  Willuh- 

[iN,  BALFoim,  k  Co.  at  ValparaiBO,  to  carry  a  cargo  of  wheat  and  flour 

I  bags  to  Cape  town.  Table  Bay,  i>roceeded  to  Tomis  €?onception  Bay, 

September,  18G8,  taking  with  her  tlie  sacks  requU*ed.     On  the  8th 

[October,  18G8,  she  left  with  a  full  and  complete  caigo,  conaigned  to 

fcfisrs.  Jab.  Beabioht  k  Co,  which  consibted  of 


Fm>U»—  &^Tm  qtiinUls   (i-ftch  lUl  Jib.)     , , , 


Uiliire  16aib.) 


M  fd^tcm,  £1,49^  6#,  (k/. 


560,580 
5S3,TOl 


Lesft  cnminiBsion ;  see  ehftrtrrpnrty* 


The  dimenBions  of  the  Kcha  are  129  x  26*7  x  17  feet.    With  this  cargo, 

ind  her  stores,  water,  ^c.  for  six  montha,  eho  chew  forward  14  feet 

\  inches,  aft  IG  feet  0  inches,  with  a  di-y  side  auiidhhi})s  of  4  feet  2  inches 

l(snme  being  Llotd's  maikn),  in  which  trim  nhe  answered  well  in  all 

weathers.    Having  been  54  days  on  the  passage  and  encoimtered  strong 

westerly  gales  off  the  coast  of  South  America,  she  arrived  at  Capo  towu^ 

>ecember  1,  and  as  the  consignees  accepted  the  cargo  as  per  bill  of 

idmg,  none  of  the  grain  wits  weighed  there.    Eight  working  days  were 

iployed  loading  and  al>out  the  same  diechtuging — the  cargo  bemg 

Bghterod  in  both  cases,  and  as  per  chaHer-party,  at  risk  of  merchants. 

I^The  dock  at  the  Cape  is  now  open,  and  vessels  will  most  hkely  dis- 

^arge  in  it  for  the  future.]     This  cargo  was  stowed  as  foUows :  the 

)ld  having  been  thoroughly  dvmnaged  as  cuntomary,  flour  was  placed 

bu  the  bottom,  Kides,  and  i  luis,  mcjund  the  chain  lockers  and  pumpn, 

Vilso  on  top  under  the  beams,  except  ui  tlic  main  hatchway.     The 

'grain  was  stowed  in  two  blocks ;  onetliird  in  the  body  of  the  after  hold, 


788 


STEVENS  ON  STOWAGE. 


completely  covered  with  flour  j  tlie  other  two-thirds  iii  the  bo 
main  bold,  well  aft,  also  covered  on  nil  ^idos,  ext?t?ptiii^  in 
hatchway,  into  which  it  was  curried  chock  up  to  support  the  hn 
The  bags  of  flour  forward  were  built  to  form  a  bulkhead,  coi 
luider  the  foro  peak  and  sloping,  Kay  at  an  angle  of  45  ^ 
towards  the  fore  hatch.  Li  the  fore  and  after  hatchc 
for  stowing  isaeks  of  grain,  to  be  passed  out  of  the  maiii 
required  to  trim  the  ship,  or  to  ease  the  strain  *iliould  the  grnii 
heated  and  swollen*  The  Ju-ho  was  going  a  winter  voyage, 
main  hatch  had  been  broken  in  by  a  8ea,  a  casualty  wliich  has  fi 
happt^ned  to  grain  vcsselfi  deeply  loaded,  these  precautions  m 
been  of  some  service.  The  grain  being  heavier  thiin  the  i 
stowed  near  the  centre  and  the  body  of  it  sufficiently  high  u; 
the  nhip  eany  in  a  sea-way,  When  the  cargo  was  dehvered 
town  the  wheat  was  uuhijiu'ed,  and  although  mtiny  bags  of 
rendered  more  or  lesti  unsaleable  without  re-packing,  throi^ 
stained  and  skin  damaged,  yet  the  amount  of  damage  wiU 
compaied  \nth  what  it  would  have  been  had  they  contain 
which  imbibes  leakage  more  freely. 

FL017B--F0EM   OF   CEAETEE-PABTT, 

Tlui  Charter-par  tf  of  affreigbtnient  miuUf  m4«nte(l,  imd  conclmlod  ia 
this  t1iirty'fir«t  day  of  July,  eigliteen  htmdred  and  )U)ity<eighl,  bc*tvre<Mi  Mc*i 
ION,  BjiLPorn,  &  Co.  VolpAraiso,  cliartcrera,  of  the  one  p*rt,  Aud  Wit.ijaji 
iQAaier,  mid  ftctb»g  »»  Agent  fur  the  owner*  of  the  good  vtHwel  ciklicd  the  A 
je<ir»,  of  PlymoaUi,  being  3G9  ini]  per  rcgii^tcr  or  ther^aboaU,  and  now  Irin 
in  this  bttVi  ol  the  otbex  pitrt,  WiTSKsbKin  : 

1  That  llie  eaid  KUip  or  voywl  bciiig  tigbt,  staoncb  und  Htrong,  well  an(| 
tnivimed,  stored  and  victuaUt*d,  iind  in  e?ery  respect  fit  to  perform  the  voynga' 
mentioned,  sbiill,  after  disebftrgc  of  ber  present  inward  car^o,  proceed  to  the 
find  tlicro  lend  n  full  and  cojnplcte  cargo  of  whent  and  flour  in  bii^«^  not  «: 
haiidr<jd  and  twenty  too  in  till,  nut  exce Siting  what  ihe  can  rea^tonably  stow  u 
itnd  ubovc  her  cabin  tackle^  provnuona,  and  fumiture, 

"1    The  cargo  to  be  pbiced  by  the  iihippers  alongiide  the  ship  and  to  be 
board  fts  faat  as  sent  alon^nide. 

S  For  the  loading  of  the  said  ear^j,  twenty  workinif  lay-days  khnll  Hp 
reclioned  from  the  day  the  vetwfl  is  rendy.  Uk  receive  cnr^o  nt  Tom«  lo  the  d 
patch,  and  tf;n  running  ditya  on  demnrriiigo,  at  the  rate  of  eight  pounds  fttcrl 
to  be  paid  diulj  for  eaeh  and  every  da^f'u  deit^ntioa.  Time  oeenpicd  in  hUiftii 
to  eottut  as  lay-dnyfi, 

4  The  vcbiiel  to  be  connigned  in  the  port  of  Tome  to  charterer*'  a^ 
traasaot  her  busLncsa  for  the  unm  of  twenty  five  dollars* 

5  The  ma^ttcr  to  giro  notice  in  writing  when  he  i*  vejidy  to  r«e«ire  Of  > 
and  charttirei-s*  at-irnt  to  Infonw  hiui,  in  like  inuimi'r.  when  he  is  at  Uberty 
his  voyage.     UUls  of  kding  to  be  aigned  by  the  niitMi:^,  *'  weight  and  qnalil 
aU  on  bcn4rd  io  be  dcliTerciI ";  at  any  rate  of  freight  witlioot  projudice  to  Uicel 

6  The  ueeeAsary  dunnage  and  mate  to  be  found  by  tlie  rotNrl,  hut  %hnnl 


FLOUB. 


788 


r«qiure  diJfirrciit  parcels  of  prodnee  to  Ko  9«piiratw1  for  other  purpasa^  tliiui  th^  pr^vcntiAii 
LOf  iLiitm>(e.  th^y  are  ia  Jind  Hi«j  inmti^rijijH.  It  U  lii?r<*^y  ^ipociilly  n^f"**!  tlmt  t)i*>  vr-ixel 
^■hfdl  be  carvfully  Uaiiiiiif(t54  lo  tUe  !»utUlAcUon  of  the  iliArl<rur>  (*r  ihcir  ivgonLt. 

7  Shottlil  Uifl  yofiicl  pot  iiito  aiiy  port  in  dUlrt'-i*  wtic  kUiUI  cotudgn  to  cJ*artct«ra' 
iiU. 

8  The  veflKt?!  to  bo  consij^cd  in  port  of  dUeliArgo  to  ehmtoren*  ogonU,  who  will 
Criuia^^t  tho  v<?*!tci'«  iiiwiu'd  hiiHUie>a,  and  cliiirfje  lor  *amr  n  cainmbflot&  of  ouo  per  oeut. 

I  U*o  jjiTO^s  amount  of  frri;^bl  eanicul  nnJcr  this  chnrte.r* 

J    After  reeoiving  ou  boiinl  the  snid  rnirgo,  stowing  it  in  tlic  cnntomnry  lucumer,  and 

J  clewed  nwt  at  tbe  C'listom-Hoiiiie,  the  uaiti  ves*<>l  shall  nierewlLh  procred  to  Cape 

Towfi,  Cfipe  of  Good  Hopu,  whtre  orders  shidl  ha  given  her  withiii  forty-eight  hocint  aft«r 

LftTtivitli  to  diti(?h]irg«*  iherv  or  to  proc<^«i]  on  to  Atguu  Br.y  to  diichnrgo^  or  ajm  lu^ir  there- 

(ito  M  hhe  iMAy  wjifelv  get,  imd  deliver  the  fuuue  with  tdl  pi.*si!>le  di^pattdi,  iviid  iii  con* 

bruiity  with  the  eetAUished  ctwioimt  of  the  port.    The  net  of  God,  restiiiltihi  of  prrnee^ 

lid  mler«t  ^^"^f  pUiite^  nud  enemies,  tho  danger  of  »en«s  and  iiArigitiion,  ete.  dnriiig  Uia 

ttid  ToyAge,  alw&yEi  nmtucilly  excepted.     C'hi^tererH  hiiving  the  privilege  of  UAitiing  tho 

doek  of  diochfti^f  pruvided  they  do  mo  within  1*2  hourM  tdWr  nrriTal  in  uotiBed  them.     In 

'  QOlkaidcmtioo  of  nil  whiirh,  the  purtii'R  of  Ihr  fin»t  part  do  hitreby  Agree  to  pay  or  eaiiao  to 

I  paid,  to  tlie  parties  of  the  second  part,  for  freight  of  the  fcaid  Vfs^i^l,  on  a  true  and 

(;hi  dttlircrj  of  the  car«o  in  Ihf  port  of  difecharge,  Aceordiui;  to  the  biUs  of  lading  and 

Fchirtfr-paHy,  at  and  afirr  tho  r4te  of  three  poonds  Htt^rling  if  discharged  at  Cape  Town, 

lRt>d  three  ptranda  flft^  shillmgh  sterling  if  sent  on  to  Algoa  Bay,  for  each  and  erery  ton  of 

tfo  thotmand  two  handrinl  and  forty  poundn  avoirdupoiii  gron.^  weight,  delirerifd,  payali1« 

iw third  in  eaah  on  arrival  of  the  Tm»e\^  and  thti  r^inaiiuler  on  rifiht  and  true  delivery 

lef  the  cargo  in  good  and  approved  billet  on  London  ut  throe  montltsi  date,  or  in  eaih  lofti 

Tditcoont  nt  the  rate  of  five  per  cent,  per  annum  at  master's  option*    And  for  the  trtie  and 

Iptinettiul  (iillUmrnt  ut  caeh  and  all  of  tho  conditiojoi  here  in  mentionad,  tlia  eoutraeting 

Iparlit?^  do  hert^by  bind  themt^elvrH  to  each  other,  in  tho  penal  snm  of  the  e»liiaiit«d 

^■moant  of  freight,  to  be  forfeited  and  paid^  by  Uic  party  diliurjuent  to  the  ono  ob!it;rvanL 

III  witnr^«  whereof,  we  havo  heronnto  signed  our  nainea  at  the  time  and  place  Wfore 

nod  to  st'ven  copittx. 

Wittteu :    H.J.  Buckuet.  Willumson,  Baltouh,  ^  Co. 

WitNtit :  William  WiLLUKi  SiKV£Ki. 

8B*i  Taking  the  average  weight  of  good  wheat  (S  58  @  60lt),  \> 
biishol*  tlic  nvernge  yield  of  flour  wonld  be  fuJIy  12Hb.  for  ever}*  l-Ub. 
The  weit^'ht  of  the  htraw  in  ahont  double  Umt  of  tho  grain.  Table  of 
bo  jn'odtice  of  one  quurter  of  wheat  {^  SOilb.)  by  Mr.  Haud, 

Floar ..., 8f»2ITi, 

BiKCnJt  or  fintj  middUogi .*.•.  Ill 

ToppingN  or  Npecka     .,,.,«..,*...... , .  g 

Befit  pollard,  TurVey  ;*,  or  twenly-peuny     ♦  ♦ , .  15 

Fim«  prdJard      .*....,.., ..,.* IS 

Bran  anil  coarse  pollard     ..«•.«, ...,.,.  60 

XjfMa  hjr  evaporation  RJid  waaie     *......,.,  il 

Total rm 

81rt     FllAKCK— Coal  Chahtkrs.     Dieppe,   Uith  Mareh,   1H(J8. 
rom  thin  dntc  coal  charterj^  should  conttiiii  thii>  clause :  **  The  ciirgu 
ki  be  \vei;(hed  by  the  &wora  inotcr  (pestjur  ji:re)  wLethcr  in  railway 
iragonii  or  in  ciuis."    The  fixed  charges  fi»r  \vuigliitig  are  per  100  ton 
railway  waj^'oim  8/;  in  cartj*  S/,— C\  i:.  l\  i{Boi>vM,  Vi^g  Cmnd. 


FKANCE. 


785 


FRENCH   TONNAGE   FOE  FREIGHT 

86rt  Bafiifi  adopted  by  the  Admuiistration  of  Customs,  for  calcu- 
lating the  toil  of  gvnm  and  flour  impoi'ted  with  other  merchandise 
by  vessels  of  all  uatiouB. 

To  THE  TOX. 

Bablxt  I  Balk  ot  ill  T>*gi    1 1  bectolitrta    40 

'*     (Bnrrclg      •,,,,•. ,  11         „ 

f  Ordinnry  b Airels  (qtiarter)  * ,  8  burelfl 

FLorn  ,  *  * ,    4  Bolted,  in  bugs    ..........     l.erK^  kilograDimca 

i  Not  bolted,  in  htk^t    mm 

M * .,1,  J  ^^^  *>r  io  iM^e*    •  •  *         13  bcctolilrci* 

aiAizE   ,,.,     iBarreU  *,../.. ....,  11        »» 

rk.«  f  Bnlk  or  in  bRRn 14        „  14* 

^AW     ....     |jj„y^      11 

-n,^  I  Balk  or  in  h»m    <  * , . .  13        „ 

"'^   IBaiTi'ls U 

*'-"  ■•  {irx'".'r:«'..::::::::::    \l   :: 

•  By  this  CnjtoiD-Houiie  of  Hnrn*,  the  too  U  formed  by  14  b«cio.  14,  tiiii  in  All  oiber 
of  France,  it  may  bo  11  becto.  10;   IbiA  dlfiVrence  La  HUpfioacd  to  bftve  been  nuidt^  m 
taion  oi  copieti  ol  Uie  admLDiHirftlivt'  IctUrr. 

In  tbc  In  Illy  between  Ibe  United  Stalca  and  France  the  fcdlowing  quatiitttea  Are  con* 
aidcTMl  ■«  fnrmiiifT  a  ton  of  infrchandi^o : — 

WrsKR,  four  Ijl -gallon  boj,^i»ben<lH  or  2  i  1  piUons  of  231  cnMc  tnebei,  Amoriejin  int 

BaiKiUBB  anJ  nil  ot bcr  lifjn id «  2ilunltoii**. 

BiiJiM  and  all  otluT  dr\"  gw»dit,  and  all  other  articlea  Uhnally  Btibjrrt  tr»  tn *'«>*« re 'iirnt, 
42  cnbid  feet,  French,  in  Frimcf,  and  SO  cutiit^  fcft,  Aiiicrican  m<tt*urp,  in  Ibe  U.  State«« , 

CoTTOjf,  84>llb.  AvoirdtiivoiK,  or  ii65  kilogi-ammpK, 

ToBitCCOf  IfGOOlti.  avoirdtipoiKf  or  T'i'i  kilogram me-H. 

AaiiKA,  pot  and  ppiirl  2,'2ir)lb.  avotrdnpnio.  or  1,016  kUogrtunmcii. 

BicK,  l^BOUlb.  aroirdtipoU,  or  725  kilogramtn ot. ;  and  for  ftU  frHgbablo  nrticilM  i 
«ti40lfc.  nvoirdapoU,  or  1,016  kilo^ammcH. 

80/1  GINGELLY  SEED.  Capt.  W.  AV.  Stkven-s,  of  the  baitjue 
Plchttt  (nee  floiu%  t>t'c.  J)*2rt)  states  :  while  at  Colombo,  prtniouti  U)  chiir- 
ieritig,  he  wan  infoi-mcd  by  the  merchantn  that  all  BJiipH  invariably 
earned  full  cargoes  uritlwut  baUaM  ;  at  MmhaH  and  at  Pondicln^iTy 
he  wan  iuld  tlie  same.  A  ve8Hel  buiJt  fur  light  car«(oe«,  might  do 
80^  but  even  then  it  wotild  be  preferalile  to  have  a  httlc  ntone  or  i>t1ier 
uuitabJe  ballaijt,  if  it  eould  be  easily  procured.  The  tleho  havin;*  k*>^»c 
round  to  Madras,  her  firBt  loading?  jwrt,  he  determined,  after  consulting 
the  talde  of  jirnportioiuite  wi  ij^'hts  pm*  IhikIk'I.  in  Stkykn-s  on  SmwAciK, 
and  comparinj^'  the  weight  of  thin  serd  with  that  of  other  pniduec,  to 
ascertain  wliat  quaiitity  nhe  wa»  liJcely  to  carry,  to  retain  from  15 
to  20  ton  of  prood  ^tone  ballast  which  was  already  on  board,  c^iH^cially 
i§  the  veHhef  was  nitlier  crank.  Tliis  w*aH  done  not  only  to  stiilVut  her, 
but  to  keep  her  by  the  stcru — an  important  neee^^biiy ;  she  woiild  have 


78e 


STE\TiN8  ON  STOWAGE. 


been  better  with  B  ton  moi'e.  She  arri^'etl  at  Hadrae,  in 
unci  uot  btiii*^  jiblc  Ui  M'U  the  buJliit?l,  he  got  rid  of  some  to 
port,  rcquiriiig  it  for  cargoes  of  cotton,  &e.  SuBicient  si 
been  taJten  in  to  make  the  vefiRel  eafe,  she  went  otit,  disc 
rest  overboard,  and  returned  to  port.  At  MndtaB^  2»84B  pi 
wood,  iibniit  ITtftn,  were  shipped  a^  dunnage  at  half  freight 
cliait or- party,  and  a  BuHicient  (quantity  of  mats,  bought  by 
for  the  whole  cargo.  Six  working  lay  days  were  occupleil  h 
the  poi-t  dues  were  3  annas  \>  ton.  The  AV/*«  then  proceeded 
cherry^  arrived  May  8.    The  amount  of  cargo  proper  ree^ 


17^t>j 


Al  MAi»lUit    ...  *       n,5tM)    P>4pi  Giagclly  Sct-d,   eneli  y'A.H>,  =:  S£56 
At  Po»t>K'iiXJUiv      2,^:ai    n^tgH  seed,  Gtich  IGUli;  mid  > 
15C)    rockets  «»#»d,  each  5»»It>,        J 

ToTAL~bLH!tt  43*2 too;     redvrotMl  17 Ion  IGcwt;     bnUiist  16  to  18 

Stores  and  wnUii  for  IfiO  dftji* 
Dmni/ht  fortrard  lift.  *i  in;     iift  IGft.  iin;    tlry  aide  ft&iltliihiii  111, 

Pondirhrrry  tnuniigr'  dues  on  ^V^9  ton  rSO  12 ;     llght'ljou^e  dnfjt  r2S  I 
Sftuniia  pur  dnv ;    coolie  hiiv  nl^out  8iLunuM  per  iimn.  (ivr  Ua^  ;    fra^tm  fnr 

87'*  Seven  lay-days  M*ere  occupied  loading  at  Pondicb 
gho  left  ^fay  15.  The  pocketn  of  Eood  wore  for  beam  filhiig 
came  at  lialf  freight.  The  ballast,  dunnage,  &c.  were  thus  arr 
the  fitrcnm  and  mooring  chains,  &c*  were  plneed  in  the  bizarett 
in  putting  her  by  the  bteni.  lUght  aft  a  portion  of  the  b 
built  well  up  on  the  fioor,  and  the  level  gradually  h^wered, 
preached  amidships.  On  the  top  of  that  the  coarser  am 
pieces  of  redwood,  generally  very  crooked,  were  stowed  for 
carried  well  forward,  and  well  up  into  the  bilges,  tJie  sjiaees  b< 
up  and  levelled  for  the  mate,  with  the  i^maller  ballatit  stones 
the  whole  firm  and  compact.  The  yides  were  dunnaged 
beams  with  the  straighter  and  lighter  pieces  of  redwood,  re^ 
the  puq)050,  and  stowed  close  to  make  weight;  all  other  pai 
liohl  and  'tween  decks  dunnaged  Tivith  light  wood  as  cust«_>mar 
in  all  cases  were  phvced  between  the  dunnnge»  iron  work,  &d 
bags.  When  loatled,  the  hold,  lazarette,  and  sail  lockers,  \ 
full ;  the  two  latter  were  emptied  by  the  seed  being  pa^be 
hobl,  after  the  cargo  became  settled  by  working  at  sea.  Sll 
in  Marseilles  in  October,  18G9,  and  discharged  in  the  ohl 


GingeUj  Seed,  kilos.  484,276  i§  1,015  kUos.l*fon 

Itedirood.  *2,R03  pieces,     kOoa.  17,1.10  (<$  1,015    I 

kilos.  \^  ton , i 

Freight  of  Se«d  . . . , , i^  72«.  ft. A  |*  tcm        £1  .rtSHi  19$, 

Freight  of  Bedwood (ij;  SOjr.  3<^.  t*  ioQ        X30  1 U,  9U, 

Kxclumgo  at  MAnoiUet /2&  15  to  the  tovtiriiign  Engllsts. 


GTNQELLY  SEED, 


T87 


)n  compftrins:  this  with  the  maiiifoat  at  Pondichoii-y,  it  will  bo  seen 
»t  there  wft«  ftbout  4  ton  less  weight  tlehvered  than  rcceivetl,  owijik 
tly  to  wastage,  whcu  taking  iu  and  discharging^  and  partly  tlnouf^h 
rying  in  transit.  The  sweepings  and  damaged  seeds  were  about  500 
lIo8  ;  the  seed  w^as  all  more  or  less  full  of  insects,  moths,  flioH*  itc. 
rliich  came  on  board  and  left  \Wth  the  cargo.  There  was  toleniblo 
ispalch  at  MarseiUos ;  the  morchtuitti*  stevedore  wa^  compelled  to 
ceive  the  bags  from  the  hatchway  which  was  being  worked,  aud  to 
r  them  ashore  on  planks  over  the  bows.  The  bags,  on  being  landed, 
i  cut  open,  and  the  seed  emptied  and  heaped  up  on  the  wharf.  It 
was  Uien  put  in  sacks  afresh,  weighed  by  swoni  weighers,  and  sent  to 
be  warehouses,  the  Customs"  weight  being  accepted  by  both  receiver 
ind  eliip ;  the  officers  are  sliifted  every  two  or  tlu'ec  days,  making 
ibery  useless.  The  stevedore's  charge  on  the  average  is  about  16 
^ns  ^  ton,  in  some  ca«08  more,  according  to  the  work.  The  vessel 
ras  moored  head  on  to  the  wharf  on  the  north  side,  it  being  then 
atei-  time.  On  the  south  side  ahips  lay  stera  on  to  the  wharf  in 
iter,  and  the  opposite  in  the  fcummer.  The  same  rule  is  observed 
acre  or  less,  in  the  new  harbour,  owing  to  tlie  force  of  the  winds 
rhich  prevail  at  different  seasons.  No  firei^  or  Ught  aUow^ed  on  board. 
The  monsoon  having  changed  from  North  East  to  Soath  West,  it  was 
rery  difficult  getting  down  the  coast  although  only  a  bhort  distance, 
und  had  Pundicherry  been  made  the  first  loading  port,  a  mouth  might 
perhaps  have  been  saved, 

88<ii  In  1800,  the  Mmlras  Siamhinl  warned  masters  proposing  to 
Dad  gingcUy  f;ced,  in  the  northern  ports,  for  Marseilles,  that  when 
he  yearns  crop  is  unfavouj*ablo  in  quality,  and  has  been  collected 
fore  coming  to  matarity,  they  may  be  unable  to  obtain  their  freight. 
bore  10  pji  exphcit  enactment  in  the  **  (  ode  ^fantimr  "  that  the  cargo 
lone  is  answerable  for  the  freight  payable  at  the  port  of  destmation. 
Jingclly  seeds,  above  all  otliers,  if  shipped  in  an  uuBatisfactory  con* 
ition»  mubt  on  andvul  be  deteriorated  to  the  extent  of  bchig  calcined 
^r  worthless.  The  shippers  will  then  legally  have  tlie  option  of  aban- 
loning  the  0(U*go  for  the  freight. 

89^1  GA^LBIEll  on  CATECHU,  according  to  an  oxporienced 
aast4n%  is  shipped  at  Singapore  principally  in  bales  weighing  over 
I  cwt.  although  considerable  quantities  arc  made  up  iu  iiTCgular- shaped 
Eittan  baskets.  As  this  is  the  main  ajtide  of  sliipment  from  Singa- 
c»re  m  dead- weight,  it  is  generally  floored  along  fore  and  aft,  beiJig 
rcU  duimaged  with  rattans,  space  being  left  forward  or  in  both  ends 
the  ship,  for  castor  or  cocoa-nut  oil,  in  cn^km  or  ci\sen.  From  tho 
gelding  and  holuble  qurdity  of  the  ciu-go,  it  is  Ukely  to  settle  consider- 
Ibly  daring  a  protracted  voyage,  and  the  Iobb  of  weight  from  exuded 


788 


STEM2NB  ON   STOWAGE. 


moisture  and  evaporation  has  been  estimated  at  5  }^  cent. 
is  tlie  quantity  returned  as  lost  from  accoimt  sales.    Modern 
and  composite  ships  have  an  advantage  in  the  well-fitted 
shafts  introduced  fore  and  aft  in  vaiious  places,  as  well  as  ha^ 
thi'oe  iron  lower  masts  hollow,  with  caps  fitted  with  screw  covj 
enables  a  vast  amount  of  vapour  aud  steam  to  pass  off, 
weather  hatches  should  be  invariably  taken  off  diu-ing  the 
steam  wiped  off  fi-om  around  the  combings  and  every  p] 
accessible  overhead  in  the  between  decks  and  elsewhere ; 
more  necessary  from  the  fact  that  if  sago  or  flour  in  bagta 
upper  part  of  the  cargo,  it  is  likely  to  become  damaged  from  ib< 
of  the  steam,  in  tlie  form  of  water,  which  has  become  coi 
beams,  decks,  and  liatcheis.    Bmidles  of  rattans,  over 
the  gambier  bales,  should  be  used  freely  before  stowing 
description  of  cargo  in  bags,  Buch  as  sago,  flour,  coffee,  or 

iOft  Gambier  frequently  gives  gi'eat  trouble  to  break 
discharge,  forming  as  it  does,  under  great  pressure,  a  solid 
inseparable  mass,  Masters  rarely  attempt  to  ob\'iate  this  h 
between  packages,  owing  to  the  heavy  expense  and  the  knowl 
the  Dock  Companies  have  all  the  wear  and  tear  of  the  dlBcli 

iht  GOLD,  The  following  ib  the  nile  for  estimating 
of  diamonds  ; — square  the  number  of  carats  and  multiply  th 
the  selling  price  of  a  stone  of  one  carat.  For  example^  snppj 
latter  to  bo  £B  (the  price  in  1805),  the  value  of  one  of  & 
would  be  6  X  5  =  25,  which  multiphed  by  8  gives  £*200. 
riiby  of  large  size  is  worth  more  than  a  similar  diamond. 

42n  CtEAIN.  \¥heat  gi'own  on  the  banks  of  the  Nile 
BO  dh-ty  as  to  require  to  bo  washed  or  cleaned*  The  Egypi 
up  the  straw,  roots  and  all,  which  is  trodden  by  oxen  to  bei 
grain.  The  earth  and  stone  in  estimated  at  about  4  ^  cent- 
loBS  is  in  some  measin*e  compensated  for  by  the  extreme  dryiK 
grain  wliich  in  waeliing  absorbs  4  p-  cent,  of  wet.  Barley  is  fi 
mixed  with  wheat.  The  wheat  is  very  white  but  is  seldom  bn 
England  unless  prices  range  high.  There  are  patent  ma 
cleansing  this  kind  of  produce, 

13/7  Ballast  Regulations  at  Eiga.  To  the  Secretary  of 
of  Trade,  MarintJ  Dupai  tmout,  London.  Sir,— I  have  the 
foi*ward  for  the  information  of  the  Lords  Commissioners  of  ti 
of  Trade,  a  copy  of  regulations  for  masters  of  vessels  arrif 
ballast,  and  proceediug  up  the  river  to  this  port.  The  roj 
have  recently  been  pnbHshed  under  the  authority  of  the 
Committee  in  this  city,  and  have  been  framed  and  settled 


GRAIN. 


789 


It  is  io  be  remarked  thai  tLo  payment  for  discharge  of  ballast 

Tmpcrativo  on  all  vessels  at  the  rate  mentioned,  even  though  they 

Imny  not  have  any  on  boai*d.     Under  the  existing  Kcftle,  a  vessel  of 

Kon  register  burthen  is  made  to  measure  140  Eiga  rye  lasts,  and 

bf  ibifl  hitter  quantity  one-thii'd»  or  -17  lasts,  would  be  assumed  as  the 

fcimount  of  ballast.     I  have  mjiuy  complaints  from  masters  ou  the 

Jpubjeet  of  this  arbitrary  mode  of  calculation,  and  I  shall  probably  be 

[obliged  to  address  you  again  ou  the  .subject.    I  am,  &C.   Jamks  Gbiouon, 

Consul.— Bniiah  Consulate,  Eiga,  18th  July,  1860. 

4hi     Stettin*    Notice. — The  gi'aiu  exporters  of  Dimzig,  Kouigs- 

berg,  Memel,  and  btettin,  have  resolved  to  adopt  the  follomng  scale 

^f  rates  : — peas,  tares,  beana,  iukI  wheat,  per  deUvercd  5001b.  EngUsh 

reight;  rye  pays  2^ cent;  linseed,  barley,  rape,  and  hempseed  5  ^ 

ent.  additional  freight. 

45a    Philadelphia.    The  followhig  is  a  coi>y  of  a  certificate  issued 

Majrch  1,  1802,  by  tiie  Miirme  Surveyors  of  Philadelphia.— No.  293. 

The  Norwegian  brig  Stenm,  of  Arandal,  BOOiVpton,  bound  hence  to 

[Jork  for  orders,  with  the  following  cargo — ^wheat  and  fiom%     This 

resael  has  on  board  12,022*5  bushels  of  grain  in  bulk,  not  exceeding 

one-half  her  register  tonnage,  three  ton  and  buslitfltf  of  grain 

in  bttgti,  all  well  and  properly  stowed.     The  balance  of  her  cargo  con- 

BiBte  of  870  barrels  of  flom%     The  bins  are  well  constructed,  they  are 

Qftll  eeiled  throughout,  the  floor  is  double  laid,  the  bulkheads  are  well 

ccured,  baa  ghifting  boards  both  sides  of  her  deck,  stuuchious  from 

lio  lower  deck  down  to  her  keelbons,  the  pump- well  k  sufhciently 

rge  for  a  man  to  get  down  the  siimc  should  the  pumps  get  choked, 

,  passage  way  into  the  pump-well  is  80cm*cd  by  a  hatchway  in  both 

lie  upper  and  lower  decks  of  said  vessel,  near  the  pumps.     The  brig 

dws  18  feet  0  inches  water,  is  not  overloaded,  and  in  oiu*  opinion  is 

in  n  seaworthy  condition. 

liWt  Injury.  TAnuYER  i\  The  MiLLWALL  Canal  CiK  This  wa^  an  aolion 
ried  before  tlic  Comiuou  SerjeaDt  in  tljo  flayer's  Court,  LoudoD,  when  ft  verdict 
iraa  ©ntei*€td  for  tbe  pluiiitiflf — damajt^'es  £oi>.  ^fr.  ^^\  Guaham  moved  for  and 
DbtaiDed  a  rule  to  euter  a  nonsuit.  The  iiliiiutiH",  tt  labouring  man,  sued  Jofen- 
ant«  to  i-ecover  damages  for  injaries  tie  received  by  reason  of  a  sack  of  grain 
rbicli  was  being  lowci'eil  by  a  ro|>e  mtd  puIK\v  into  a  lighter  moored  to  a  nhip's 
(ide»  fulliiijj'  upon  biiiu  A  vessel  was  bein^'  discharged  of  her  cargo  by  a  person 
jiamcd  MrLTON,  who  had  a  con  trad  with  the  defonilaiiU,  wlio  had  engaged 

lb  ttie  owQorHof  the  ahip  U*  dit^chargo  her  AftLTuN,  knng  short  of  baiidst 
ved  a  man  narai^d  LLoyi>  from  tlu<  dufendaivts,  wlio  pnid  him  his  wagot, 

Ito  his  ufgligeuco  it  was  said  the  accident  was  atlrihntahle.     The  ipicsl  ion 

Cwbelhi-'r,  tinder  Ibe  eircumstaiicee,  the  delVndiiiit«  or  Mijton  wcit<  regpon- 
ibie  for  Lu>vi>*6  negligi?ijc«,  Tlic  Court  thought,  after  reviewing  tb«  faets  of 
he  oiue,  that  the  verdict  ought  not  to  ho  distiu'bed,  and  di^hargod  the  ralo. 


r 

W^^^^^^S 

i 

J 

COHPABATIVE  TABLE  OF  CLASSIFICATION  OF  SHIPS  IN  THE  DIFFERENT 
«*«cs3                                                          EEGISTERS   IN  VOGUE.                                                             lim. 

Lloyd's  Register. 
Bin-eau  Veritas. 
Austrian  Lloyds. 
Italian  Register. 
Norwegian  Register, 
Bordeaux  Register, 
German  Lloyds, 
American  Lloyds. 
Dutch  Register* 

IRON  SHIPS  AND  STEAMERS  ARE  CLASSED  iBt  CLASS  ONLY. 

1 

f-H 

•     "2 

£ 

1 

5   ** 

■S 

•^  d "  n  ^  d 

-^"  r4  -:    .  1, 

*'  d  ^  '^  ci      1;  ffl 

.    CO   O   t. 

^  ^  ^  <?i    •      ;?  ^. 

^  ^  '^  -^           •  ffl 

iS-fq  g        A       ^ 

.      e 

1     "-•    ^-    ^    ^     oi       .       . 
.    ^    »-4      ,      ,    ;:)    rH    »-<    ^^ 

1 

^-  -^  ^  -^   .  ^    ,^   . 

lillllfii 

^ 

^ 

^ 

1 

d 

GRAIN* 


718 


K 


OEAIK»AKQIEE*S  FOBK  OF   CHAETEB-PAETT. 


[1870 


LoitDONi  187 

I  thii  diiy  mntoally  agrted  between  of  tlio  good  sliip  or  ves<iel  called  Uio 

of  the  Imrthon  of  or  thcreaboatSi  wht-reof  ia  master;  now 

oi  mercfajtnts.     Thiit  the  Maid  ship  bring  iiji;]it,  ^tauncb,  and  Atroni^t 

wd  and  every  way  Atlod  for  the  voyage,  aUall,  with  all  convenient  upeed,  after 

ag  Her  bit«rmedijiie  voyages  as  above,  sail  and  proceed  lo  Conutantisoplic,  and  thcuev 

rderod,  lo  SutJ:?iJL  or  Kvstenbjv,  or  one  haIc  usnol  loading  place  between 

|Kl7iTK!rt>Jii  and  CossTANmcoPLE  inclnsive,  Qaultx,  for  orders  to  load  there  or  ai  Iiocail 

lor  one  other  «af«;  tu^nnl  loading,;  plciee  in  the  Dimabet  not  above  Ibrail^  (orders  a*  tbore 

lio  b«  given  witltin  twcnty-lonr  hours  after  nppliciiLion  if  in  baUaftt,  or  before  finiU  delivery 

I  of  eirgo,  if  atiyi  or  lAy*d«ya  to  count ).    Or  no  near  thereto  as  ahe  mAv  sufoly  get,  and 

there  loud  from  tli«  igeats  of  the  Raid  charterers,   a  full  and  complete  cargo  of  wh«at  or 

other  gnin  or  aecd,  nnd  (or)  other  lawful  merchaudisCt  nt  the  option  of  the  intTchantw, 

which  the  uid  merchants  bind  themfielvci  lo  ship  and  «end  ftlongsido  ni  the  (Kirt  of  loading, 

md  take  from  ilongidde  at  the  port  of  cU»eharge,  at  their  own  expeuNe  and  riak — the  »liip's 

hoole  end  erewto  reader  the  cufltomary  anabtance  in  towing  the  lighter«^not  exceeding  what 

the  ecu  r^wnably  itow  and  enrry  over  and  above  her  iacldei  apparel,  provialona,  and  fmmi- 

tore ;  and  beiag  mo  loaded  tihaU  therewith  proceed  to  Malta  for  orders  (which  are  to  ha 

given  witliin  hoars  of  arrival,  or  laydnyH  to  eonnt,}  to  proceed  to  a  oafe  p-ort  in  the 

MEnmiBJUNEAN  a&  far  as  MAii«£iLLEa  inclntivCf  or  fni  far  as  Gibiultaii  or  to  CAniK  or 

LiABOir ;  or  to  QtrEEKsTOWT*,  Falmouth,  or  Plymouth,  at  Uie  master's  option,  for  order* 

(to  be  given  by  rattim  of  poat  or  lay-day h  to  connt)  to  discharge  at  a  Bawz  Port  in  the 

Uscirmo  KtyoDox  or  o?f  m%  Continkkt  detwik;!  Havrk  and  llAiiBtiiiG,  inclniiTe,  or 

ftO  near  ttiereunto  aa  she  may  aafely  get,  and  tlien.'  deliver  the  same  always  afloat  OH  bdng 

paid  freight  in  eosh,  (if  abroad  at  current  exchange,  or  at  captain 'u  option  by  good  and 

■pprored  hllli  on  London,)  without  discount,  aa  follows : — 

L        For  WHEAT  per  ton  of  2.240  !b.  or  1.015 1    „        I 
I  kilogrRiomea  grona  weight  delivered  • .  |  | 

Otiier  gndn,  or  seed,  or  lawful  merehandl^o  in  proportion  thereto,  according  to  the  Medi> 

temneun  and  £iack  Sea  freight  i^cale  of  18Li3  ;  being  In  full  of  all  primages,  port  eharge«f 

md  pilotage^    U  the  vessel  be  discharged  on  the  Coutiueiit  an  above,  the  rate  shall  ho 

throe  shilling*  and  sixpence  per  ton  additional,  ami  if  the  vensel  )>e  ordered  to  a  direct  ptirt 

OB  signing  bills  of  lading,  or  if  she  bo  discharged  at  her  port  of  call,  tlie  rate  shall  he 

itedaeed  by  one  ahilling  and  micpence  per  ton,  Cork  being  considered  for  vessels  caUing  at 

!  Qneenstown  aa  the  port  of  call.    The  jiierehants  engat^e  to  prodde  mats  and  tlic  sliip  the 

^  Boeeiaajry  wood  for  dunnage.    Ca^h  for  ahipV  dii>bun>enient*i  at  tlie  pnrt  of  loading,  not 

i  «u«eding  £  the  exchange  of  ninety  live  Galatz  piastres  per  £  to  be  advanced,  froe 

rui  litterQat  and  eomnusston,  and  to  be  deducted  from  the  freight  with  cost  of  insurance 

^ilMreoo.  miintng  da^s  (snch  davH  not  to  count  before  unless  both 

ship  and  eargo  be  ready  earlier,)  arc  to  be  allovred  the  said  merchants  for  loading  the  said 

alijp  and  unloading,  cominencLng  from  the  time  of  the  ship  being  ready  lo  lake  in  and 

deliver  cargo  respectively,  and  ten  days  on  demurnige  over  and  aliove  the  Miid  hiying  daj«, 

■t  per  day,  to  he  paid  day  by  day.     I>etention  by  ice  in  the  Ii'anubc,  from  firatU 

downward,  or  by  frost,  or  snow,  or  accident  on  the  ItaUwuy,  and  qnnrantine  not  to  bo 

counted  oa  lay-days,    (The  net  of  Gon,  Uie  iJtitH'u'it  eoemiea,  restruinis  of  princes,  pirates, 

I  Are,  and  all  and  eve  ry  oth^r  dangers  and  accidents  of  the  tieaa,  rivers,  and  navigation,  of 

f  whatever  nature  and  kind  soever,  during  the  said  voyage  being  alwaya  excepted).     It  is 

alao  agreed,  that  should  tlie  cargo  consist  of  grain  or  teed,  and  any  port  Uiereof  be  delivered 

diamged  by  sea^water,  the  freight  upon  sneh  Hea-donuiged  portion  «huU  be  two^tbirds  of 

thni above  sUpulstifd,  cicept  only  in  ea»c  the  vessel  shall  have  been  stranded*     If  loaded 

At  SoUflfl  the  vessel  to  take  in  as  much  inside  the  bar  ai  will  admit  of  her  crossing  the  bar 

Midy,  the  bohuiee  to  he  teai  itongwdi>  the  shii»  In  the  roads  at  merchant's  risk  and  eipvase, 


744 


STEVENS  ON  STOWAGE. 


tUo  fillip  to  pay  Uic  SoUim  flmui.    DeicnUon  by  had  woftUter  {intveiiUtis  ltgb^ 

AloQgHide  tlic  ship  not  to  count  (a  by-dajB.  The  cIinrtiTcn'  lkliiUl\  on  lhi«  l 
ccMisc  when  the  cnrgo  Ls  shipped,  prorided  the  BnMe  is  ivorlh  the  freitrfit,  dx.  otki 
port  of  di^chargv! ;  the  OTmcr,  miyiter,  or  hU  ogent'^  having  an  ali«tiluie  lien  on  it  fa 
dojidfreifiht^  aad  demuimRC,  nnJ  power  to  demnnd  paymrnt  in  adrAticc  or  on  de 
cAch  jKirLion  of  lhi<  carj^o.  The  vis&i^Gl  to  he  addrei^ed  at  part  of  loading  to  eh. 
Hf^L-uts,  paying  Ui  per  cent*  commission.  Five  per  cent,  comiuiiision  i^  due  by  the 
the  amount  of  freight,  to  M<^fi!<rii.  Akgosb  Brottleas,  69,  Comhill.  The  ship  to  be  i 
vt  the  Customhouse,  LondoiiT  by  .    Penalty  for  noa-performaoce  of  Uii 

mcntt  the  otiimatcd  ftmoaat  of  freighl. 

mtMM 


8Wnf£HUNBE— GOODS  PBOPOETIOfTEB  IN  STOWAC 

(A  keel  SiVOcnbie  feet,) 


97  Qnnrtera  wheat 

68  Quarters  tareai  b<!*AtiSf 

imd  peaa 

105  Qmurtera  ryo 

108  guarttra  seed 

Hi  Qn arte r^  barley 

12.1  CJiniLTtera  oata 

2*>  Ton  oiieako 

16  Ton  be»i  booei 


17 

17 

li-»23 

About 

10 

9107 

V7G{) 

6-825 


Ton  tnllow 
Load  fiintirr-  t 
I.O(\d  round  ' 

fj'T    '-■'-.■';     I  ■ 
'I 

Tou  U;d('dran 
Ton  codilla  beiup  atid  I 
Hax. 


In  Beldam  the  proportino  nf  2&  hectolitres  to  10qnnrter»  is  otncialiy 
maaten*  compLiiii  (hat  this  is  mncli  agidnst  the  ship.  The  remedy  is  to  fix 
mcarares  when  chartering. 

BuasiA. 

1  Taehetwert  whent  weighing  10pood«  =  0'72  quarleri 

1  „  rye  „  ..         =0-80      „  _ 

1  „  linseed       „  ,»         =0'H3       „ 

1  M  rapcfieod     m  *,         =  O-Pft 

i  f  barley        „  ,,         -  ^^'^''^■ 

1  ,♦  oafs  ,t  -         ^  i  -■ 

TAQAKBOG. 
Tlic  eonvcntiona]  ireighU  antl  measm-cs  in  usage  in  thU  place  are  as  foDi 
100    Chetttei  ts  hurdwheat  equal  to  ... .       70  quartem 
100  „         toft'Whent  *...       72       „ 

100  »,         ryo  ....      77       ,» 

IIXI  „         bnrley  ...«       68 

10^)  „  oata  -.,.       1^ 

100  „         liunecd  ,,,•      83 

100  ,,         rapeseed  • , . .       78       », 

1  pood  s:  S6tb ;    Ch»  poods  =  1  ion ;    S7  vedrQ«  =  100  gnlloiiA. 

ODESSA 72qnArt«)rH£ngliab^l00taeheiwerta;  lpood  =  a6Ib 

1  vedro  —  10  quMterfi  EugUali. 

SALOKICA 1  kilo  grain  =  4  bunlieU  =  ^IH  kUoa  of  Sm^Ttia. 

PANOItJIA    1  kilo  grain  »=  1  WijicliCJiter  bn*lifcl, 

JEDDAR 100  nrdcbs  =  6.1  English  quaricra  i     .^IkiJcw  *=  1  mtMi 

HPAIK  • ,  ^ j^i  Soiubnl  Imoic  Is  equAl  to  about  two^thlidi  of  n  ton. 


aUAHO'-CHAETES.PAJLTT. 


I^KIMKi 


16 


i  litrtby  mniiiAlly  Agreed  between  owncnt  of  tiio  ton  register 

iiev  m^Marvmantr  on  thf  one  pArt,  »od  Meam.  I.  Thom^ok,  T.  Bonab  ^  Co.  of  London. 
for  ifid  M  ftgent£  of  the  Cruimo  Conidj^inont  Company  of  Great  Briti«n  (tho  charicrom)« 
for  ike  tSoprrvoie  Goremment  of  Peru,  on  the  other  port,  an  follows  t 

Ttiitl  thi!  uiid  re^^cl  novr  slmll  fml  direct^  ufter  disclmrguig  outward  ciirgo^ 

to  CiJlao^  where  the  capbun  Htimll  immediately  pluce  tlio  ship  at  the  dinpoMXl  of  the  iiud 
ilanao  Consignment  Company  mlriAin);;  tlicm  in  writing. 

ThM  the  «aid  resAel  on  infection  by  tho  appointed  officer,  being  then  Approved  M 
,  cUnnjcb,  »trong,  &nd  well  conditioned  for  the  royugef  the  charterers  (thaU  (wiUdii 
ht  houra  alter  sach  report  being  rec«<iT€!d,)  send  to  the  etptaiu  or  his  agents 
I  for  loading  o  cargo  of  Gnano  at  the  Ckincha  lalonds,  to  which  plaee  the  wemtl 
at  once  proeeedr  calling  on  hL-r  way  at  Hkco,  to  obtidn  the  noeossory  poos  to  loot), 
h  fhali  be  giren  to  the  captain  by  the  Charterers'  AgenUt  free  of  okpense,  within 
Itveniy-fonr  hours  of  his  application. 

After  completing  her  loailing  of  gnano,  and  having  obtained  the  neeessory  poM  from 
Ffseo,  the  vessel  MhoU  rotnm  for  her  ftnol  eleanmce  to  Ccill&o,  where  the  captftin  shoU 
have  the  liberty  of  taking  iji  pusoetigers,  light  gooda,  and  «pecie,  on  freight  for  the  benefit  of 
tho  ship.  The  chorteren  to  have  the  option  of  (flapping  the  light  goods  at  current  rate«. 
The  ship  when  laden,  shall  not  go  throo^h  the  Bo^ncron  PiiHiHige,  between  the  island 
of  Sau  Lorenaco  and  the  Main  Ljind. 

The  ship  shall  conrey  from  CoIUo  to  the  islands  any  specie  that  may  he  required  for 

L  the  payment  of  the  <;argo,  and  any  tools  {«ient  alongeslde  by  the  charterorst  whilst  the  vesocd  Ia 

iit  anchor  in  Cullao,)  free  of  freight ;  and  Mhatl  supply,  d'ee  of  charge,  cither  on  board  or 

dde,  at  the  goano  ports,  any  water  that  may  be  reqnired  by  the  ehorttfrerv^  not  ex* 

[  one  per  cent,  of  the  regi titer  tonnage. 

At  the  Cbittcha  Ishmds  the  ressel  to  be  placed  nudcr  the  ATangneros  to  loadi  or  at  Iho 

Hon  of  the  eharterers'  agents  therci  the  cju'go  to  be  placed  in  the  »htp*s  boata,  and  lit 

i  eonvf?yed  on  bofird  at  the  alilp's  expense  and  ^hippm-'n  risk, 

«h  ftocks  at)  MhoU  be  aappli4fd  by  the  chartereni  at  their  discretion,  shaU  be  filled  with 
0,  and  the  month  of  the  suck  Hcwn  np  at  owner's  expense,  the  charterers  proiiding 
irlno,  and  the  sacka  Hholl  be  UKed  fur  lining  the  vessel. 

The  owners  to  find  necessary  dunnage,  luid  lo  be  responsibk  for  damage  by  negligence. 
The  ovrners  to  be  liable  for  aU  damage  arit^ing'  from  HidelighLi  or  porti«« 
The  gnano  *hftU  be  stowed  so  that  a  clear  ffpuce  may  be  left  ronnd  the  ^'esiiM?!,  nnder 
the  deck,  f4ir  the  purpose  of  exomlniiig  the  cargo,  and  reinovlog  any  waU^r  which  tniiy  havn 
b<tea  shipped  ;  and  erury  convenient  opporlunity  shsll  be  token  to  examine  the  gniiuo^  and 
Meam  used  to  prevent  and  leHsen  ilaiusge. 

Tho  qoontitjr  of  guano  to  be  t^hipped  bholl  not  eiceed  one-third  above  the  resaerf 
register  tonnage,  new  measurement,  except  witli  the  corijifnl  in  writing  of  the  charterers' 
■^mfci  at  CoUao,  and  which  consent  the  churtererN  undertake  hUiill  hv  given  to  all  ships 
which  their  ngeut«  have  not  fair  and  reosonaVli}  grounds  for  believing  t^j  be  overloaded, 
when  unuh  couiiunt  may  be  wiUjhetd,  and  if  any  ressel  proceed  to  sea  without  inch  written 
cotioeutt  Olid  los)i  ithould  1>e  ntn^itained  by  tlie  chorterern  upon  the  gnnnn,  and  whether  tho 
tome  b«  of  the  nature  of  u  partieulor  or  geni-rnl  average,  or  <if  chorgeit  upon  the  gujuio,  otl 
och  lo«»  m  between  the  ttaiJ  owners  and  chxu'terem  shaU  be  dneuu'd  t«i  hiive  sriiM^u  from 
[1)0  improper  loading  of  the  veiMcl,  and  the  amount  of  nueli  io^*  hhiiU  bc^  borne  and  paid  by 
E>  suitl  owners  to  the  itaid  rhartercm ;  but  hi  the  case  of  losti  in  the  nutnre  of  (MirtirulAr  srer- 
,  the  owners  Nholl  (uily  pftj  to  the  eharteier^  nmh  suionnt  a*  may  exceed  iJ3  |>er  eiml, 
l|uMj  the  net  valtte  of  the  limited  cargo  of  guano  hereby  sgrt^ed  to  W  Mhipp<Nl. 

No  gnano  nr  oilier  deadweight  Mhall  be  received  on  board  cx.cept  by  order  of  the  char* 
f  rers  or  their  »gifiit4. 

Hhould  pdlttieul  or  uUter  cireamstonees  prevent  there  bring  nuflieitait  Imbiiurers  at  the 
0a«liiig  pioov  OS  mtuty  of  the  cfvw  as  shall  not  be  nbsolntoly  necessor)  for  the  safiLv  at  the 


7i« 


STEVENS  ON   STOWAGE. 


•h&p  HLftU  b«  iimt  o&  ihore  to  load  the  cmrgo  Uiey  recdriug  the  usual  lAbouttM*  ^ 
wbile  to  employed. 

Tea  nmoiug  d^yg  (SiuadAjt  exuepfced)  for  each  ouc  haadred  tons,  new  r«^sUr  1 
nioiii,  to  he  oUovrcd  the  chaiieren  far  loading  the  »hip  at  the  luliindft,  neireri 
caso  shall  the  ohartorer«  luive  leas  than  thirlj,  nor  more  thftn  eightj  aodh  d«f  * 
Bold  daji  to  commeace  from  the  day  the  master  g^rcs  notice,  in  wiiling,  of  bmog  n 
receive  and  take  on  board,  and  to  cease  when  the  chartarert*  agenla  ^ve  notice  tl 
veitsel  may  leave  the  ishuids. 

Thirty  days  to  be  allowed  the  ownen  for  taking  in  Ughi  freight  and  t 
ipdoifled. 

Ofer  and  above  the  lay-day*  allowed  to  the  charterers  for  loading  th«  i 
owners  for  taking  in  light  freight  and  specie,  each  party  idiall  be  pennitied^ 
Tcjiael  for  thobe  purposes  retpeoilvelyt  for  tliirty  duyg,  the  charterers  paying  i 
or  the  ownent  paying  to  the  charterers,  as  the  etiKe  may  be,  at  the  mie  of  £1  fo 
loo  register  torn  per  day,  as  agreed  compensation  for  such  detention^  pajnUlp  in  I 
the  exchange  of  48J.  per  doUar  ourroney. 

Should  the  vessel  bo  tinnecesBarily  detained  at  any  other  period  of  tlio  roy 
detention  (o  be  paid  for  by  the  party  delinquent  to  the  party  obaervaiit,  at  the  i 
rate  of  demnrrage  or  compensation. 

The  owners  of  the  Tegsel  to  pay  all  port  charges^  and  the  ship  to  b«  con 
charterern  (the  Gaano  Consignment  Company  to  Great  Britain),  in  Lima,  to  \ 
customary  eonimisaions  and  agencies  for  doing  t}ie  ahip'n  bodiie«i  Bhall  l)e  puld  by  thea 

The  captain  to  sign  bills  of  lading  at  iUish  rate  of  freight  as  charterers  inay  di|| 
without  prejudice  to  this  charter-party.  ■ 

The  said  rtHnel  shall »  after  completing  her  loading  as  before-menUaiied,  {m| 
onlered  hj  billii  of  lading  to  Cobk  or  Cbookhaven,  (and  where  «he  U  to  remain  m 
return  of  poi^t  from  Loudon)  for  orders  from  the  Guano  Cou:iignmeut  CompBiiy  tci 
Brilaint  or  their  agents,  to  proceed  to  a  safe  port  in  the  UsrrrKD  Kt50CH>M|  unleiM  r, 
by  biUtf  of  Lading  to  proceed  direct  to  any  port^  and  there  according  tu  biU»  of  bids 
eharter-paity,  deliver  the  cargo,  whioh  is  to  be  discharged  and  taken  from  j 
the  rate  of  not  less  than  thirty-five  torn  per  working  day. 

Should  the  charterers  or  their  agents  requiftj  tliat  the  discharge  of  the  ( 
in  sacksf  they  ahall  fnrniih  the  captain  with  the  required  number,  and  with  1 
them  at  their  expense^  and  the  owners  of  the  vhip  ^iill  cause  them  to  be  filled  i 
And  diiltver«d  ovwrnde  at  ship'^  expense. 

The  freight  nnder  iliis  charter-party  to  be  paid  in  manner  hereinafter  mcntiimtt 
the  rate  of  nterling,  in  fuD,  per  ton  of  20cwt.  net  weight  of  gnano,  at  the  (^ 

beam  Kubjt^ct  howover  lo  a  dednction  for  the  water  contained  in  damaged  gfiaao^  i 
thtj  sweepioga  and  *toiie«i  they  »hall  only  pay  half  freight, 

Tbo  master  to  be  Bupplitd  in  Lima  with  a  sum  not  exceeding  U  tree  ol  J 

mdoommlasioti,  but  the  coi^t  of  insurance  to  be  borne  by  the  owners,  and  the  i 
he  advanced,  and  llic  cost  of  the  in^imranee  thereof  nhtdl  be  in  part  payment  ^ 
at  the  exchange  of  4t  pence  per  dollar  currency,  Aud  nUould  the  chartererti  4 
think  it  uccei^^ary  to  advtince  the  master  beyond  the  s^aid  ^am  of  £ 
repairs^  stores,  ttud  other  dtiibursemeuts  whatsoever,  such  emus,  with  interest,  ( 
and  insunmce^  shall  he  in  part  payment  of  the  freight,  al  the  exrliang*^  nfori 
is  hereby  exproiisly  agreed,  that  the  receipt  of  tlie  inuNter  for  any  Muuh  cntu  or  si 
money  as  »hali  be  supplied  or  advanced  to  him  by  the  charterers  as  aforesaid^  si 
conoluBive  and  bindiji|jf  upon  the  owners  and  their  assigns,  and  they  shiill  th<*rt?liy  1 
vented!  as  between  them  und  the  charterers  fi-om  enquiry*  into  the  necesiKity  for, 
appropriation  of  the  sum  of  money  which  in  such  rtictlpl  or  reciipl*  thail  hcM 
ledged  lo  have  been  receired ;  and  all  contributions  to  general  average  losses,  whttifl 
shall  beeome  payable  in  resp«ot  of  any  aueh  advances  as  aforesaid,  shall  he  hS 
paid  by  the  owners. 

The  freight  to  he  paid  (sQh|ect  to  the  terms  and  cotuUtioiiB  of  thit  ch 


GUANO. 


W 


p  fnllowbif*.  tUii  to  iwy  Bl  per  ton  on  the  eiiliiujitcd  etrgo,  in  cwh^  on  urival  at 
of  disrburge,  WiTce  months*  interest  at  i\w  rate  of  £5  per  coiit»  per  nnnnm  lining 
I  d4NlucU*d^  and  tlir^  balance,  of tc  r  dmlncting  jiil  sucli  snins  of  money  « «*hidl  Wcom*.^  puynldo 
to  tli©  cUiirterers  or  their  agentK  under  the  proviaions  herein  contidued,  farty*el^ht  lionrvJ 
after  the  tmo  and  right  dtlivery  of  the  whole  of  the  cargOi  In  cftsh^  lean  three  monttui* 
inicreit  at  4*5  per  ct-nt,  pt-r  imnuui,  or  ut  the  option  of  Measra.  I,  Tno«ao5?,  T*  Mowah  Sc  Co, 
hy  liielr  acc^ptAnci.f'  wt  Uircc  months  diite  payable  in  London,  nnd  thn  raptatn  or  own«*r» 
•hall  give,  in  eichuiige  for  said  acceptances  or  cash,  dnplicato  rccciptt  iu  fall  of  all  dotntuida 
whataoerrr  u|)on  the  cargo  or  othendse. 

And  in  the  crcnt  of  any  rival  rlainis  to  the  said  freight,  the  cUartorcra  aboil  h9  ni 
liljerJy  in  retain  the  «»me  in  ttieir  hands  nntil  the  right  of  the  nmpootiTe  dMnywd  If  ] 
deUrminod,  or  to  p;iy  into  conrt  dedneting  their  oo«tM. 

Tlie  chftrttrcra  are  hereby  aathoriiWHl  to  retain  and  dfidact  from  the  freight  all  cl»iinK| 
4amAgi:A,  and  »ttms  of  niouey^  ^>reU  liqaiduted  hm  tiniiqnjdated,  to  tthieh  the  owntTm  shall 
Uceome  liable  Uj  Uie  charterore,  by  virtue  of,  or  In  anywiae  in  pchition  to  thin  ehm'ter- party » 
and  all  M.>amcn'H  wage^*,  pilolago,  and  portcharges,  if  any,  whkJi  tht*y  may  be  eompelled 
to  pay  in  order  to  prercnt  the  deby  in  the  delivery  of  the  cargo,  or  to  prevent  the  am'nt 
thim>of,  it  being  the  intention  of  the  partiew,  that  all  claims  and  denuui*b,  of  whatev«r 
aaiofv,  wliicli  sliall  aoeruc  to  the  said  cliarterera,  abaU  1m  tre*tod  ut  p«ymvntii  mada  by 
the  ehariercrii  on  aceotint  of  freight. 
.  AntI  if  the  veasel  should  be  compelled  to  pnt  iuto  any  port  or  port*  abmg  the  Paeiflo 
[  or  Atlantic  coantif,  the  captiitti  «hall  consign  her  to  the  Onano  Con^ij^niitrnt  Company,  or 
their  eorrenpondenta ;  in  either  place  paying  the  naual  coaimitaion ;  nneli  cotT«»|»oiidflllli  ^ 
to  porta  of  Chili  being  Meadra* 

In  Valfaoaimo Mctcn.  Kuijs,  BnoTJCJciu. 

In  MoTTTK  Video Matftn.  Batkh,  SToma,  S:  Co, 

In  Hio  HE  lAKEuto      .«.«    ]f«iar».  KwnAKK,  ScnitinT,  &  Co« 

r  for  non-perfonuance  of  tbia  ebjurtcf^party*  the  entimated  amoont  of  freight. 

The  art  of  God,  the  i^ueen's  enemiett  Ifaro,  ftod  fdl  and  every  dangem  and  acetdnnU 
df  Uie  aeti,  rivora  and  navigation,  of  wkatever  nainre  and  kind  soever,  during  tliti  aaid 
toyaga,  alwsff  ciceptud. 

Tlie  ahip  to  be  tooaigned  to  tlio  Company,  or  to  their  agenta  in  Orefti  BHlalni  to  yrhsm 
la  to  be  paid  an  addresa  eommbHiou  of  two  and  a  half  i>er  eeut.  at  the  port  of  diaabaii 
aad  who  are  U^  have  the  right  to  name  the  doeka  in  wbieU  the  khip  la  to  bo  dlaolwtsadt  * 
and  tJi*  hrokei- who  la  to  report  the  ship  at  the  Ca«tom  houie,  and  do  the  thip'*  bnaltwaa. 

A  eomiiiLiMinn  of  two  and  n  half  per  cent,  iit  dne  by  the  «hip  on  aignin;;  thin  rhartrrp 
which  nhall  be  deducted  1mm  tlic  freight  on  arrival,  and  if  the  iihlp  do  not  arriva  at  haf 
destination,  taid  cnmmlH^ion  Hhall  be  paid  in  London  by  the  owucra. 

For  the  Urnano  Conj^ignment  Co.  At  agafita« 

WttHcat  to  the  ngntUnre  of  U««ari«  I.  TBOMBo)t,  T.  BoHAI  it  Co. 

IVitficst  to  the  tignaturc  of 

47'i  GUNNY  BAGS.  The  Livei'pool  BliiiTOWuorn*  AjKOciaiioii 
has  iHsticd  tho  following  caution  to  mofdorB:^ — it  htk»  come  to  thi 
knowledge  of  Uii«  AHsociation  thnt  notwiiliBtiniditig  tlieoxistoncc^  both 
at  Bombay  and  Calcutta,  of  a  recogiUBed  ioiiuago  gehrdnloi  wliich 
fixes  the  ton  of  uiejifttu'emeiit  gootU  at  aO  cubic  feet,  a  practice  ban 
grown  up  ui  the  trade  between  Caicutta  and  Bombay,  of  iuKorting  iu 
churicr-partioti  a  olause,  that  bales  of  guimy  bags  »hotil<l  bo  ''at  tho 
rate  of  not  over  14cwt,  ^^  ton/'  Thb  itividven  a  htavy  Ioab  to  tlie 
rfiip,  mwQ  H  cwt.  gimnicH  in  balew  IuobcIj  acrewed*  an  they  OKuaUy  arc 
io  avoid  oxpouse,  rtprooeut  a  measttremiBt  firom  100  to  110  cubic  feet* 


48/1  lEON,  The  Weatem  Mercantae  Insurance 
(Pftdstow*)  plftce  ilie  following  restrictions  as  to  cargoes  of  ii 
shipa  except  BritiBk  Al,  and  thope  employed  in  tlie  coaa 
loading  iron,  bball  not  exceed  the  following  per  ccntage*  v 
200  ton,  85  ^  cent,  over  registered  tonnage  :  200  to  250  ton,  30 
250  to  300  ton,  27i  ^  cent ;  800  to  400  ton,  25  ^  cent ;  4f)0  to 
20  ^  cent ;  GOO  to  800  ton,  16  ^^  cent ;  800  to  1,000  ton,  li| 
1,000  to  1/200 ton,  10  p-  cent ;  1.200  to  1,400  ton,  7i  ^  cent 
ton,  6 1>  cent ;    pig  iron  and  lead,  two-thirds  register  tonn 


49rt    IBON   SHIPS-    The  Liverpool  UnderwriterB' 
esall  the  attention  of  comnaandcrs  and  officers  of  iron  bIuj 
following  remarks : — 

Newly  launched  iron  Bhips,  while  fitting  out,  should  be 
posBihle,  with  the  head  in  the  opposite  direction  to  that  in  wi 
were  buiit»  or  as  near  to  it  U8  circumHtauces  wiU  permit 

Compass  deviations  obbcrved  in  port  slionM  be  tested  at  sea  f 
m  oppoi-timity  occurs,  ef^pecially  in  new  iron  ahips.     Tlie  vihi 
the  machiiiorj  in  iron  hteamoib  may  affect  the  magnetism  of 
and  cause  a  small  alteration  in  the  <le\iation  of  the  compass. 
Compass  deviations  usually  change  in  amount  very  grad 
the  ship  changes  her  geographical  position.     The  de\iation8  o 
pftSB  placed  near  vertical  ii'ou,  like  a  Bteeriug  compass,  generall; 
more,  on  change  of  geoginphical  position,  than  those  of  an 
or  standard  compass.     This  change  may  not  show  itself  wliile 
is  ni>ou  certain  courses,  but  must  he  guaixled  against  when  the  i 
altered.     When  an  ii-ou  ship  has  been  long  on  one  course,  an^ 
put  on  a  new  cotirBei  she  is  hkely  to  err  in  the  direction  of  the  old  o 
thus  a  Bhip,  after  being  for  some  time  on  a  westerly  course,  am 
changing  to  north  or  southi  will  go  to  the  west  of  her  new  com 

BesideB  the  ordinary  de\iation  of  the  compass,  there  i«  a 
caused  by  tlie  heeling  of  iron  nhipf^,  which  may  increaee  or 
tlie  deviation  observed  when  the  ship  is  upright. 

There  appears  to  he  no  deviation  from  heeling  when  the  sfai] 
by  compa68  is  east  or  west,  but  it  increascB  as  the  shjp^a  head 
fi'om  these  points,  and  is  greatest  when  the  ship's  liead  by  coi 
near  north  or  south*     Cases  have  been  obseiTed  in  which  the 
resulting  fiom  heeling  has  amouuted  to  as  much  as  two  dej 
each  degree  of  heel  of  the  ship — that  is,  without  altering 
direction  of  the  ehip^s  head  the  apparent  alteration  in  directio 
amounted  to  40  degrees,  by  heeling  the  ship  from  10  degrees 
hoard  to  10  degrees  to  port. 

hi  north  latitude,  in  ships  built  head  to  the  northwapi. 


raON  SHIPS. 


7« 


compttMea  in  the  mual  pofiitiati,  the  d^vialion  fmn  beelixig  h  mil 
Urger  than  iu  Hliipti  bnilt  with  head  to  th^  iiotitbwArrL  In  tior 
lAtJtndep  the  north  end  of  the  oompMB  needk  i»  {ImwB  U}  the  high 
weather  side  of  the  ship,  as  she  heek  over ;  the  effect  beiDgf  when  thii* 
deriatioD  i»  not  allowed  for,  that  an  itod  i*hi|>,  with  a  lit^t  on  r  ^^ 
eonrees  goe**  to  windward  of  her  apparent  cotirHe,  tmA  nn 
coumeB  goes  to  leewainl  of  lier  ftppareni  ooiir^«  T) 
arific»  from  the  heeling  of  the  ship  will  Tary  with  \l  i ^  :  i. 
netic  needle*  In  high  noath  latitudes,  where  the  dip  in  mnilu  Ui^ 
north  end  of  the  needle  has  been  obeenred  to  derialo  towarda  tb«  low 
side  of  the  ship.  A  email  denatimi  towaida  the  low  ride  at,  the  iship 
hns  also  been  observed  in  north  hititnde^  in  aome  »htpi  which  wc 
built  in  a  southerly  direction. 

It  is  deisirahle,  therefore,  that  all  iron  ii1iip«  wlijch  are  liable  to  heel 
orer  should  be  swnng,  at  leaat  once*  ^    '  '^»H  and  -    "      "  t 

to  &tarbofu:d,  kh  weU  as  upright,  no  an  uavigati 

mate  what  allowance  he  mn^t  male  when  Hw  nhip  heelM  at  nea. 

A  properly  trained  cx}mpa#>f$  AdjnMter,  with  the  reqaiffiie  iniftnt* 
mento,  can  ascertain  very  nearly  what  the  heijling  error  wiU  amonfi|| 
to,  and  can  approximately  correct  it  with  n  vertical  magnet p  wfthoiit 
actuaUj  heeling  the  bhip;  but  until  conipaM«<  a«]jaifteni  fthaU  W  in* 
Tariahly  submitted  to  an  examination  to  teKt  their  compet<mcy,  the 
only  safe  plan  in  to  heel  and  »wing  the  ship  ik»  aa  to  aac4;rtain  the  j 
l^oal  heeling  deriation. 

I  The  compaisi»e»  of  tboee  non  tiafi^  wbicb  chu^ 

r  mncli  cannot  be  proped^eosnpciiialed  by  filed  '  t 

nhoahl  be  partly  corrected  by  vtrtical  mm.    Tlie  record  of  rareftil  obner* 
rations  made  in  high  Mmtliern  latiiodea  for  aftc'^-^    .  .,  ,  .t  ,  ^      . .:  .^ 
of  the  compaaa  when  idtip'N  bead  by  eomiiaeA  hn 
aaaiai  the  coopMe  adjister  in  peffieding  the  nm^^Ui^  ioiii|N;ijfMftiivn 
ef  the  eompeflsea  wboee  derialiaDa  are  mi  obeerrcd. 

The  eapi  and  ptroU  of  the  eoiB|NMiii  eardji  idioaU  bet  friMjaf-utly 
examined  al  tea,  and  the  blttnt  pirota  and  tlie  eracbe«l 
iiifiuredeifadieaUbeteflaeed  bynrwimea.    C€nn|iaea' 
from  merhattfawl  mmm  ot  tbie  kind  are  ool  iiiiCre<iiUBBi,  and  are  oft«iv| 
wfomgly  altfflmM  la  dmigee  hi  the  mafnetkoi  of  ibe  ubip* 

liie  Admindly  Toiialieii  dmsi  of  tbe  world,  eonjftmeted  by  Btaif*  J 
Conoaaiider  F.  J.  EYAaa,  B,N.  wiU  be  ibttnd  of  graat  i^errice  i 
tain^how  modi  of  tbe  iolai  ctTor  obaarred  b^  afD|dtliida  01 
m  the  lammiaiiii  of  ina  lUpi  ie  doe  to  irarialioo,  ajid  bow  miicli  to 
deiriatioii« 

Tbe  axtmntb  uUee  tar  kliliidia  bdwe^i  80  degreea  and  00 1 
bj  SiiffCoBModcr  J.  Awwoon,  ILK.  imhUabed  by 


i50 


STEVENS  ON   STOWAGE. 


Admiralty,  give  th©  stm's  tnie  bearing  for  nenrly  erery  di 
ftEimnth  through  tlie  day,  bo  that,  by  inKpection  only,  wlien 
ship^B  place  in  known,  the  time  direction  of  tlie  «hip*8  head  mi 
once  ascertained. 

The  *  *  Adm  iriil  ty  Man  u  al  / '  for  a  s  cert  a  ining  and  ap  j  ' 
tions  of  the  compfl^^s,  containing  chaiia  of  magnetic  .     i       uj 
zontal  intensity,  and  dip ;  Towson^b  **  Practical  luformiitiou 
Deviation  of  the  Compass,  for  the  use  of  maBtcTB  and  mates 
ships  ;"  the  Keports  of  the  Liverpool  CompaHs  Committee*  aii 
worltH  connected  with  the  magnetism  of  iron  shipK,  pnbhshcrl 
Admiralty  and  Bomd  of  Trade,  may  also  be  consulted  with  advi 

W.  W.  BUNBELL,  Srerrtar^ 

Underwriters'  Booms,  Livei*pool,  Feb*  17,  1870, 

50f/     JUTE.     An  owner  writes  to  the  Shipping  Gazette, 
cember,  18(35,—**  I  plurcd  one  of  mj  ships  in  the  hands  of  a  h 
India,  to  chnrter  home.     Thoy  engaged  a  certain  qnautity  of 
live  bales  to  the  ton,  but  owing  either  to  their  unu&ually  lar] 
or  some  other  cause,  the  «hip  could  not  take  the  number  they  ei 
ftlthough  Khe  has  not  the  quantity  or  number  of  tons  of  a 
by  200  ton  she  has  caiTving  capacity  for,  or  whiit  die  had  iu 
Can  I  have  the  cargo  re-measm-ed  on  landing  in  this  couxita 
claim  freight  acconhng  to  such  re- measurement ;  or  am  I 
loser  of  the  freight  on  the  200  ton  deficient,   and   can   th< 
ehrtrge  me  with  any  extra  freight  for  the  jute  shut  out  and  shi] 
Ruother  *>hip  T'      [The  editor  «ays— '*  The  ship  has  a  right  to  Ii! 
jit  the  rate  of  five  bales  to  the  ton  on  tlic  (joantity  of  jute  ad 
delivered,  and  to  have  the  cargo  re- weighed  or  re-meaHured  to  i 
tain  its  real  quantity  mid  weight.     The  ma^^ter  should  have  ohj 
to  tlic  mnunt  r  iu  wliitli  the  cargo  wa;?  Klapped,  and  protested  a^ 
the  same  at  the  time.     If  the  ship  can  show  she  was  not  in 
she  can  claim  for  dead- freight/'] 

Hla  JAVA.  VEarrAS,  in  a  letter  to  the  Shippitiff  Oftzetfe 
Beptemlieri  18G9,  says  with  reference  to  Home  Charterin 
Java*—''  If  shii>owiierH  and  shipmasters  clmrter  home  froi 
they  Hhoidd  h»fdv  well  into  the  eharter*pady  that  there  is  not 
therein  that  they  will  get  paid  £i*eight  for  tobflcco  at  the  rate  of 
t>ton.  Tobaeco  in  not  mentioned  in  the  original  East  Indii 
pany's  scale,  but,  of  course,  if  the  captain  or  owner  has  ngi^ 
charter-party  to  take  it  at  such  a  rate,  he  cannot  expect  to 
else*  It  is  only  a  roimdaboiit  way  (not  to  use  another  wi 
the  merchants  to  make  a  large  profit  out  of  a  ship  ao  clu 


Tobftcco  should  pa^  on  an  average  at  the  rate  of  9  cwt.  ^  ton.  Ao- 
cordiiigly.  if  l5owt.  are  inserted,  and  have  been  cliartered  at  .€3  10*, 
(^  Ion,  only  ^2  2«,  ^  ton  will  actually  be  got,  Tlie  profit  for  tbtj 
mi?rchantH  on  this  article  is  too  large  to  give  the  ship  anything  else 
than  sugar  for  ballast  if  they  can  get  it*  There  are  several  other 
articles,  as  arrack,  hideii,  and  so  on,  on  wliieh  the  merchants  can  get 
a  nice  profit  by  chartering  on  the  East  India  Company*H  scale  (thoy 
getting  paid  according  to  the  Datch  tarilf,)  but  thi»  is  only  a  Hiiiatl 
loss  to  the  owners  in  comparison  with  loading  tobaoco.  There  Hhould 
be  inaerted  in  the  charter-party,  nho^  that  rattans  nboiild  only  bts 
akipped  as  dunnage,  and  au  uiiieli  ahs  the  nianter  retiuircH,  otherwitte 
he  may  expect  that  the  charterer's  agent  at  Java  will  tbreateu  to  give 
him  nearly  a  fidl  cargo  of  rattans  if  he  does  not  agree  to  all  their  extra 
demands ;  and  as  rattans  pay  at  the  rate  of  *20  cwt.  ^  ton,  the  nhip 
would  not  make  a  third  of  the  freight  expected,  Agaui ,  let  the  quantity 
of  casks  of  an-aek  be  limited  to  say  50  or  1(K>,  far  the  mercliiint  uUo 
makes  a  nice  profit  out  of  this,  they  get  paid  for  eiirh  caHk.  while  the  hliip 
ahould  get  paid  for  gallons  dehvered*  It  hna  occiured  thai  ii  whip  waw 
loaded  only  with  arrack  and  rattanw*  It  in  best  to  stipulate  that  at  leant 
two-thirds  of  the  cargo  should  consist  of  nu^m-  and  (or)  coflee,  for 
witli  hght  goods  the  ship  will  make  only  a  poor  fruiglit ;  jili hough  sugar 
is  also  bad  for  the  ship,  in  particular  when  loaded  in  Batavia,  where 
the  baskets  tare  at  least  7  ^  cent/' 

52a  LOADING.  Port  Jackson,  Thiw  ttHottrd  fur  tiiMhanjinif, 
Vessels  lying  at  any  public  wharf  are  exemi>t  from  the  payment  of 
tonnage  rates  dming  tlie  following  numliers  of  days,  SinidayH  not 
included :— KK>  to  2(M»  ton.  12  days  ;  2iK)  to  HO*J  ton.  IG  days  ;  mX)  to 
400 ton,  20 days;  4U0  to  6(X) ton,  24 days;  above  niHM on,  Hfi days; 
but  after  the  expii'atiou  of  the  above  period^  payment  shall  l>e  made 
at  the  rate  of  id.  ^  register  ton  ^  diem  on  all  vessels  loading,  un* 
loading,  or  refitting  at  any  public  wharf.  Htevedore's  charges  for 
pressing  and  stowuig  wool  Ax.  (J^/.  |^  bale, 

LOADIJfO   KSJi   UNLOABINO   AT   HAVEE 


1                  Siuuito  Vsiivut. 

STEAailCltil, 

01  ir>0  irnd  nndtr  11  AnjM     0  ilnyi 

CK  mt  fttid  itn«ler  5  Oayn   III  dttv* 

151  1*1     ii«A)       i     '          5     . 

i:»i  Ui    lui     7    .     li    - 

30*        CAHi     a    .        7    ' 

mi       :ah\     i#    •     17    •         ' 

5(ii       ?:*<>     M    .       9    ' 

mi       7;«e    u    *     2u   *         , 

7^1     i.mi   111    .      11    * 

7&1     i.cMiu    I'l   *     n  • 

i,tm     i:im   12    -      13   . 

l,lll»t       l.iSO     IS     '       t&    ' 

1          l,*ii>l       l.G4N>     14     '        u     * 

1,251       l,5et)     17     .       a7     . 

1         l^fiUlMtiakUovclU    ^        17    . 

1,501  Aiiil  uImivg  2tl    -      au    • 

Ht 


STEVENS  ON   STOWAGE, 


LOADIHO  AMn  TTNLOADmO   YSSS^S  AT  DmnOEX, 

^an(l*tjf8  and  JiolUlaf/9  iticltoitti, 

TUin  tiniii!  conutv  from  Uio  dtij  nu  whicU  Uie  iroiael  Iim  beoa  plftcod  id  a  pmit 
mancG  her  loiiilmg  or  tmlotding^  rix  :^ 


A  ve»8c1  ftbore  IQC  lo  125ioti 


DAri 


A  f  «sa^l  nboTO  4m  to  450 1 

—  430       SOU 


48  lioimi  ijra  ftUa«red  «bovo  Uie  tima  ol  tmloftdrng,  to  Anudi  to  Ulce  »w>y  i 
Sti  haitrx  nte  ixlhjwinl  jibove  the  Umii  of  QtiloAiliug,  to  reSMeli  wLXch  wiU  h 
iAkln^  biillft-st  to  Htitloii  tboin,  after  they  nre  diiichArgikl, 

The  HArb&ar  Master  has  the  power  of  prolon^g  the  Umc. 


mu    LOADING  BY  TURN.    The Shipi^inifGuzttu of  Jih' 
1867t  says ;— There  are  few  questionii  of  a  practical  naioro  J 
to  shippiii":  business,  especially  in  the  coal  trade,  more  impor 
that  comprehended  iu  the  phrase  **  loading  by  turn."     Ta 
broad  and  obvioiiH  siginlicattou,  it  moaus  the  loading  of  ship'j 
arrive  at  the  loading  portB,  without  reference  to  the  tonnage,  < 
or  adaptation  to  the  local  facilities  possessed  by  the  trade  of  I 
Tliis  elementary  meaning  of  the  term  is,  however,  vai^ied  in  p 
to  a  considerable  extent,  and  may  of  course,  be  vtiried  indefini 
conditions  inserted  in  contracts  of  affreightment  entered  t 
owners  and  charterers.     The  rule  of  law  is  that  e^adence  of 
aduiisHlblo  to  explain  a  contract,  but  does  not  overrule  it ; 
are  few  points  upon  which  o^ddence  of  custom  is  more  valua 
in  tliis  one  of  the  meaning  attached  to  the  term  **  loading  by 
it  is  accepted  in  the  coal  trade.    Our  impression  of  Tuesday  < 
the  report  of  a  tritil*  a  djvy  or  two  since,  before  the  Jud^e  of  i 
DiH'hanu  the  proeeeiliugs  in  which,  and  the  result,  nlthoug 
not  be  fiiiah  are  worthy  of  attentive  consideration.    It  was  0j 
brought  by  if  r.  IIelmken,  as  owner  of  a  ship  named  the  L^tiar^ 
Messrs.  Scuunk  k  Co.  of  Sunderland,  for  demm-rage,     Th 
had  been  chartered  to  proceed  from  Bremen  to  Sunderhuid 
in  a  cargo  of  coal,  and  to  load  iJi  turn.     The  charter  did  uc 
any  particular  kind  of  cual.  nor  wah»  there  any  stipulati^ 
loading.  Ijcyond  the  general  one  that  tlie  ship  should  be  load( 
** customary  mauuei'.**     The  i  U'dnf  *a'rived  in  Sunderhind  os^ 
of  September,  18IJ5,  and  reported  next  day ;  and,  aecordi 
statement  of  the  plaintifiT^which  does  not  appear  to  have 


LOADING  BY  TUKN. 


TW 


ttirbed — alibougli  the  coals  were  repeatedly  applied  for,  the  vesa 
mta  uot  loaded  uutil  the  :0Otli.  For  this  delay  demui-rage  was  claimed  , 
at  4*0  l>  day.  For  the  defeudants  it  was  urged  that  the  meroUant 
had  the  option  of  choosing  a  particular  kind  of  ooali  iu  which  case  j 
\  ship  would  have  to  wait  her  turu  till  other  ships  coming  hefora 
'  had  received  theii*  cargoes.  After  a  lengthened  discussion,  the 
learned  judge  told  the  jury  that  the  verdict  would  tui'u  upon  tho 
lioswer  they  mi^'ht  give  to  two  questions  :— **  First  [said  his  lordship] 
'*  Uy  tho  usage  of  tho  port  of  Sunderland,  iu  the  case  of  a  ship  char- 
"  tered  to  load  coal  generally  without  specific  description  of  coal,  do 
**  the  words  *  load  in  turn  in  cuntomary  manner  *  mean  loading  with 
'♦  reasonable  dispatch  when  the  ship  is  ready,  and  after  notice  of  the 
"  iihip's  readiness  to  load,  and  without  reference  to  any  turn  estab- 
"  Uahed  by  the  agents  of  any  particular  colliery  ?  If  that  t|uestion 
"  were  answered  in  the  alfii-mative,  they  would  give  the  piaintiif  MQ 
**  a  day  for  detention  beyond  a  reasonable  time*  The  other  question 
••  wa» — ^By  the  usage  of  the  port  of  Sunderland,  iii  the  case  of  a  charter- 
'*  party  to  load  coal  without  a  specific  description »  do  the  words  *  load 
**iii  turn  in  customary  manner '  mean,  if  the  merchant  elect,  after 
**  his  arrival,  to  load  from  a  particular  colliery— do  they  mean  load  in 
"  their  turn  at  the  spout  of  that  colliery  according  to  the  order  of 
♦*  their  arrival  at  port,  being  ready  to  load  as  the  order  ariives  ?  If 
**  to  tliat  question  the  answer  was  *ye3*  then  tliey  would  give  a  verdict 
"  for  the  defendants,"  The  jury,  having  duly  considered  these  ques- 
tions, found  for  the  plaintiff,  with  4'00  damages. 

Ma  Tliis  tiuiliug  is  of  especial  value,  because  it  has  been  arrived 
at  by  a  jury  thoroughly  acquainted  with  the  usages  of  the  northern 
coal  ports,  and,  therefore,  every  way  qualified  to  decide  upon  the  point 
at  issue ;  but  were  this  othei-wise,  it  geems  repugnant  to  common 
seiiBe,  as  it  is  at  variance  wuth  the  principle  on  which  demurrage 
cLiims  rest  and  have  been  upheld,  that  a  ship  should  remain  at  the 

\  order  and  disposition  of  the  charterers  or  their  agents  until  it  suits 
the  convenience  of  the  latter  to  find  the  cargo.     To  "  load  in  tumi" 

I  in  the  opinion  of  a  Durham  jury,  means  to  load  with  reasonablo 
dispatch,  on  notice  being  given  of  the  shi]rs  readiness  to  take  her 
eargo  ;  and  **  reasonable  dispatch  "  means  tho  ordinary  dispatch  given 
to  coal  ships  at  tho  jjort  of  Sunderland.    To  load  coal  of  a  spoci&e 

rdeicription  has  notljing  to  do  with  this  usage;  and  if  the  chartererff 

Idesired  to  do  so,  they  should  liavo  made  it  a  matter  of  express  stipula- 
tion in  tlio  cliarter-pju^ty.  Without  such  a  stipulation  it  was  assuredly 
not  competent  for  the  clnu:*terer  to  detain  the  ship  in  order  to  loiul  a 
particuhir  ilescription  of  coal,  and  if  he  did  so,  he  had  no  answer 
to  the  owner's  claim  for  demurrage.    It  is  satisfactory  to  tind  a  jury  of 


754 


STEVENS  ON  STOWAGE. 


practical  men,  who  must  he  regarded  as  authority  ou  such  a  c[ 
coming  to  a  decimou  not  only  conformable  to  the  eoiamon  se; 
of  the  case,  but  with  the  principle  of  law  which  governs  dem' 
We  do  not  for  a  moment  say  that  the  defendants,  in  disputing 
plain  tiffs  claim,  did  not  believe  they  had  a  right  to  detain  the  plaij 
ship  to  load  a  psirticuiar  cargo.  It  was  clear,  however,  that»  ij 
absence  of  express  stipulation^  they  had  not.  The  differeJice  hM 
the  parties  to  this  action  might  have  been  effectually  obviateJ^ 
insertion  in  the  charter  of  a  very  simple  condition  ;  and  we  maj 
it  is  a  neglect  of  such  an  obvious  precaution  that  is  the  direal| 
of  nine-tenths  of  Uie  litigation  wliich  anses  upon  charter-]^ 
**  Usually  (say  the  authorities)  the  contract  of  alTix^ightment  fix< 
"number  of  lay-days,  and  the  number  of  days  for  the  ship  on  dt 
**rage.  But  if  it  omit  to  ascertain  the  former,  the  law  impl 
**  stipulation  for  reasonable  time,  contiidered  with  reference  to 
*'  and  the  port  the  vessel  is  in ;  and  this  will  include  such  iu( 
**  delay  as  is  consequent  upon  ilischarguig  a  cargo  into  a  bondi 
"house  at  a  port  like  Loudon.  The  law  will  then  imply,  if 
**  a  contract  or  connttnit  ttot  ta  deUtin  thtf  shijf  lon*jvr  titftn  such  rt 
•*  or  fi.ted  tihu'/or  lomliiitj  or  ttUcluiryluif,  or  longer  than  the  time 
**  demurrage^  entitUng  the  owner  to  reasonable  damage  s  for  sucl 
*♦  tion,  notwithstanding  it  is  occasioned  by  the  crowded  i*tate 
**  docks,  the  state  of  the  weather,  the  nou-production  by  the  de 
•*  of  landing  papers,  or  the  non-ai'rival  of  the  bill  of  lading— 
**  whiffiever  the  deietttion  i>  not  4jitrihittithlv  tn  the  nhi^f^ncHtfr  ur  hiM  4 
Such  is  the  view  taken  by  our  Courts  of  Law  of  demuiTago 
where  those  claims  are  not  waived  by  an  express  stipulation  1 
the  parties  to  the  contract  of  atfreightment. 

65tf    MANIFESTS.    United  States  manifests  should  be  on 
paper,  three  copies  ;  ready  four  leagues  from  the  coast,     Penolt 

60/1  Mexico.  The  following  notification  of  the  Mexican  C 
ment,  was  published  iu  1809  :— Secretary  of  Statt^  for  Finance 
attention  of  the  Ministry  has  been  dii'ected  to  the  little  »ttrnti< 
by  captains  of  vessels  who  trade  with  tbe  llepublic  of  Mexico, 
as  by  the  shippers  of  foreign  merchajuUse  abroad,  rebitive  to  th 
ment  of  the  legal  necessities  to  be  oljjerved  in  drawing  up  th 
menta  with  whicli  the  goods  should  be  accompanied.  They  il 
no  doubt,  that  the  provision  established  by  the  circular  of  tin 
August,  18(57,  declaring  that  the  manifests  and  invoices  of  mi 
dise  coming  from  Europe  did  not  need  to  bo  visod  Ijv  consuls,  i 
to  such  a  point  that  those  documents  may  be  dispensed  ' 
unnecessary.     Such  a  practice,  besi<lcs  being  prejudicial  tu  111 


MANIFESTS, 


7S6 


acttrj*  lias  the  iueouvemence  of  causing  lUflicultios  iit  tbe  Customs* 
imd  of  being  o;ioroii.s  to  ti':vle,  in  event  of  iin  iipplicatiou  of  the 
law.  in  couijefitieuce  of  the  inv^'uhir  maimer  in  which  the  shi2>l)ers 
ill  EiiroiiG  make  out  their  hills  of  hvtling/* 

The  PresitleDt  of  the  Rei)ul)lic  consequcnily  ihlnlcs  right  to 
rumiiid  all  paiiics  trading  with  Mexico  of  the  obhgatioii  they  are 
under  of  accamplishing  strictly  the  differcut  regulatioas,  w^hich  must 
not  ho  considered  as  abrogated  by  the  abovc-mcutioned  cii-cul»u*j  and 
principally  for  tlio  cargoes  which  do  not  eome  dii'ect  from  Europe, 
the  only  part  where  there  are  no  consuls.  With  that  object,  merchants 
must  observe  the  following  stipulations : — 

1  Every  captain  of  a  vessel  coming  dh'ect  from  Europe  with 
goods  for  the  ports  of  the  Republic  is  bound  to  estabhsh  his  manifest, 
and  the  Bhippcrs  to  provide  their  bills  of  lading  in  coufoniiity  w*ith 
the  terms  of  Par.  II,  Ai*t,  21,  of  the  Ordiuauco,  with  the  solo  diflferenco 
that  they  arc  dispensed  from  the  visa  of  the  Mexican  Consid,  which 
l)efore  had  to  be  presented  at  the  Customs  on  the  arrival  of  the  vessel, 

2  The  manifest  as  well  as  the  bill  of  lading  will  be  considered 
by  the  Customs'  authorilios  as  sufficient,  and  will  serve  as  a  basis  for 
t)i'  T  i>f  the  merchandise,  as  they  must  contain  the  conditions 
rt  I            y  the  dispositions  in  vigour, 

B  Their  absence,  or  any  omission,  is  liable  to  be  punished  by  the 
penalties  stated  iu  Par.  11,  Art.  28,  and  others  relating  thereto. 

i  The  copies  of  manifests  or  hills  of  lading  which  were  fonuerly 
delivered  to  the  Mexican  Consnls  must  now  be  forwarded  by  post, 
under  cover,  from  the  port  of  dispatch  to  the  Minister  in  Mexico. 

5  The  above  dispositions  shall  be  put  into  execution  six  months 
from  the  date  of  the  present  circular. 

0  The  presentation  of  the  Consuloi*  visa  not  being  abrogated 
for  veeyels  from  tlie  United  titates,  and  other  poiis  where  there  are 
CousuIh  of  the  Erpublic,  the  penalties  contained  in  the  law  will  be 
applied  in  case  the  measm-es  prescribed  should  be  omitted.  With  that 
view  the  Government  orders  the  consuls  and  vice-consuls  to  perform 
strictly  the  duties  imposed  on  them  by  the  Ordinance  in  vigour. 

67f'  MADRAS  has  no  port  or  harl»onr,  and  lies  close  to  rin  open 
roadstca<l,  tlie  shores  of  which  ai'e  beaten  almost  constantly  by  a  hea%'y 
surf.  Bhips  lie  off  in  7  to  0  fathoms  ;  their  lading  is  carried  to  Uu^m 
aeross  the  sui'f  in  cargo  boats  called  M(tsffi^ht  boats^  made  of  very  thin 
planks  sewed  together,  wHtli  straw  in  the  seams  ijistead  of  caulking 
The  crews  are  seldom  less  than  six  men,  scunetimes  nine  or  tea," 
Passengers  using  these  boats  go  right  on  tlie  beach  and  arc  oarriod 
Uiron^  the  thinnest  of  the  surf,  sometimes  in  chairs,  by  Uie  creiff j 


768 


STE\^N8  ON  BTOWAOE, 


GH/*     MKASUHEMENT.    The  mea«ttrement  of  the  en 
btisinesE*  of  the  merclinul  and  not  of  tlie  sliiiv  iiti<l  tinle^ji  UjrJ 
agreement  to  the  contrary,  cannot  be  charged  to  the  gliip* 


METALS— TABLE  OF  THE  PI^NCIFAL  ALLOTS. 

(C'ooLKT'a  Cyclopedia  .1 


Albatji 

Amamjqau*    

Bath  Mmtal 

fiitLL  Mktajl    «*.*. 

BBABfl       , ,  .  . 

fi  BIT  474  KiA  Metal   ...,...«. 

BnoNZK      «*...< 

Cahnos  Metal 

DUTiJH  UOLD 

FusrBL£  MliTAL 

(iKBMAN  SlLrKR 

CfoLi>  fatcutdanlj 

OoLD  (old  ttmtdanlj    , 

Guy  Mrtal < 

Mosaic  Gi>li>    .....<,..«(,, 

Ob-volv 

Pkwtkk  (rommo*tj    ........ 

Pbwtbb  {beitj 

Pot  MfTALt  Cot'K  Mktal 

QuKiE^cV  Mjbtal , 

Shot  Metal    

81LVEB  (stawlurdj  ..•..*... 

SoLDKH      .»*..«.... 

Speculuu  Mktal 

8T£ii£oT\'r£  Mktal     

Tombac,  Rkd  Toxbac    

TUTANU      ....,..» 

Typh-Mktal , 

WiijTE  Coppsm  (PiylfoHQ; 
Whife  JhiufnitJ     ....... 


See  Ciemi&n  tdlrvT 

Mercunr  fuid  oth«r  invliiU 

Copper  Aitd  tine 

Copper  &ud  liu 

Coppt'r  and  sine 

TitL  with  autlmcmj,  copperi  imd  bUmi 

Tin  und  copper 

Tin  lind  copper 

Copper  ftnil  jtinc 

Bbmuth^  lend,  and  tin 

Copper,  mck<5l,  And  ctiic,  vritli  AOiueliu 

Gold  witb  coppf*r.  [Little  Iron  1 

(joid  ivitb  copper  mid  tilver 

Sre  CAtmon  m«tid 

Copper  and  zinc 

Dkto 

Till  imd  kftd 

Tin  Willi  outijnony,  liismalhi,  and  roppei 

Copper  and  lead,  Mriih  Aouietimee  a  littie  d] 

Tin  Willi  auiimouy,  liLsninlh,  and  1 

Lcml  with  a  little  {iraenic 

Silver  and  copper 

Tin  and  lead 

Tin  rttid  copper 

Lcitd«  tuititiumy,  rtiid  libmuUl 

Copper  und  jtine 

i^ee  liritimnia  inctAl 

Lend  «md  antiniont' 

Copper  juid  Ar>*  nic 


Bdfi     MIB ABOLINE  8.     The  barque  Umjamin  Buck  Gremi 
Jab.  Bawden,  belonging  to  Messrs.  Blvth,  Greene,  k  Co.  of  15,  PI 
Lane,  London,  loaded  nt  Bimlipatam,  in  1809,  and  sailed  oil  \ 
May.     Her  cargo  contiisted  of 


Ton  jRftgeryf 

BagA  MinboHncK, 

CoAeA  Qmrs  Powder, 

Ton  Deer  Honiti, 

lings  Nigfr  iiud  CiingeUy  iie^, 


ChpftU  of  Bees  Wax. 
Co«kMKtid2lKJbiig«T« 
Bftlo«  Skin;',  And 
Ton  Coir  Yam* 


The  duimagc,  10 ton  of  light- wood,  was  Gin.  deep  on  the  flooj 
the  l>ilgc,H,  and  say  \  against  the  sides  up  to  the  deck,  which  cc 
of  wood,  or  horns,  and  Inu-dles,  with  which  iXm  sliip  was  pro^ 
London  for  sugar  cargo.    The  ballast,  828  ton  jnggeiy  and  ta 


MIEAB0LINE8. 


769 


was  spread  from  bulk4ieacT  to  biilk-bead.     [It  is  a  g(K)d  plan  to  taper  . 

p&  irom  eitlier  eutl  so  as  to  raise  the  jaggery,  being  very  heavy.     If 

tiere  i§  much  of  it,  it  makes  the  sliip  very  stiflf  and  laboursame  when 

rly  levelled  fore  and  aft.]     The  bees'-wax,  Bkins,  &c.  were  aft  by 

bemselveH  in  the  'tween  decks  with  hui'dle^  and  mats  against  the  Bides 

Ind  bulk-head  tu  keep  tliem  free  from  chafe  and  rust.     The  JL  B* 

preeit^  Is  yacht  built,  she  regi.ster.s  528  ton,  is  1*28-9  feet  long,  SO-5 

1,  and  20' 5  feet  deep.     On  departure  with  ihm  cargo  her  draught 

ras  18ft*  10 in,  forward  17ft,  8 in,  and  on  amval  at  home,  26th 

ober,  1800.  about  18ft.  Gin.  nnd  17ft.  3 in.     Her  best  tnm  at  sea 

IB  14  inches  by  the  ntem  ;  with  7H5ton  Cardiff  coal  19  ft,  5  in.  and 

18  ft,  2  in.     Her  port  charges  at  Bimlipatam  were  inwards  1  anna 

^lon,  outwards  bass'  hghts.     Pilotage  nil.     On  the  Madras  coast  the 

Hbon  for  shipment  is  all  the  year  round,  chiefiy  January  to  May, 

60^1     The  tamarinds  and  jaggery  were  well  matted  over  to  receive 

iie  mirabolines  which  occupied  a  cousidentble  portion  of  the  hold 

roughout.     The  niger  and  giiigelly  seed  were  placed  in  the  'tween 

leckfi  abaft  the  main  hatchwtiy,  and  reached  as  far  as  the  bulk-head  aft, 

5ees'-wax,  skins,  &c.  in  the  'tween  decks,  aft  by  themselves,  with 

'  hurdles  (something  like  the  side  of  a  crate)  and  mats  on  the  bulk-head 

Iftud  sides  to  avoid  chafe  and  rust. 
01*1     In  reference  to  the  TEirabolines,  Capt.  Bawden  says — •*  Being 
$.  wild  beny,  hke  our  aconis,  they  iire  thought  of  such  httle  consequence 
tliat  tJiey  are  not  even  cultivated  but  altowcd  to  grow  wild ;  they  can 
take   no  harm  when  they  get  wet  coming  through  the  surf.     On 
the  Mjvdi-aa  coast  they  occupy  less  space  than  those  shipped  on  the 
Bombay  coast,  in  consequence  of  which  many  masters  coming  from 
Bombay  to  Bimlipatam  to  load,  express  themselves  dissatisfied  with 
the  Bombay  schedule  rate.    Myself  and  the  master  (Capt,  T.  Gibbs)  of 
the  fh'ftt^fttciirjtM,  of  l/ilKlton,  iif  laverpool,  stacked  various  quantities 
^and  found  that  10  cwt,  occupied  a  less  space  than  the  cubic  ton  of 
►  feet,  even  wlien  loosely  stacked  on  ileckt  without  taking  the  trouble 
bind  them  closely  tog<'ther.     All  goods  shipped  at  Bimlipatum  in 
bags  weigh  10411),  net,  whether  seeds,  sugar,  mirabriliues,  or  auytl»ing 
leb*e,  the  bags  being  specially  made  for  each  particular  kind  of  gowls, 
|to  hold  that  quantity,  and  cttnnot  pfisaihUj  contain  more,  or  V  full  if 
Bontiiiiiing  less,  as  tlte  boats  are  of  a  peculiar  sort,  and  cannot  carry 
fmore  than  a  certain  complement,  which  is  85  bags  each,  so  tbut  the 
merchants  are  voit  paiiicuhu'  as  to  the  weight.     The  baK»**  1  should 
say,  did  not  weigh  more  than  21b,    Tuking  13  as  a  measurement  ton  of 
^-50  cubic  feet  for  freight,  the  weight  will  be  2482lh. — H  would  be  a  ton 
^■of  20  cwt.    On  the  Curomuntlcl  const  the  bags  are  of  single  gnnny  cloth 
^^  and  are  made  in  Calcutta  ;  although  vcr)*  inferior,  and  consequently 


I 


Ua  OIL.  Ou  the  4tb  August,  1809»  the  Manj  Philip,  of  Padstow, 
Capt.  CuBNOW,  left  Gallipolip  with  a  cargo  of  oil  for  St.  Petersburgh. 
The  oil  was  of  a  peculiar  fle?3criptiou,  Baid  to  be  the  first  full  cargo  of 
the  sortt  sent  to  Kussia,  from  the  Mediterranean  ;  it  is  used  for  the 
manufacture  of  water-proof  clothing.  This  oil  is  packed  in  casks 
having  very  thick  staves  to  meet  the  casualtiea  of  a  long  passage.  The 
thickness  of  the  staves  tells  against  the  quantity  of  oil  dehveredj  on 
which  freight,  iu  this  instance,  was  paid.  The  bills  of  lading  were  not 
Bufticiently  explicit  about  the  terms  of  the  charter-party,  but  all  the 
master  could  do  was  to  sign  under  i^rotestj  as  advised  by  the  British 
Consul,  The  casks  were  lai-ge,  about  1  ton  or  1 J  ton  each.  The  Mary 
Philip  registers  116  ton,  is  67  ft.  loDg,  SIt-q  broad,  and  11  ft.  Sin.  deep, 
She  is  oak-built  and  has  no  beams  or  knees.  With  the  cargo  of  oil 
she  drew  aft  10 ft.  lin,  forward  8ft,  Gin;  with  195 ton  Cardift*  coal, 
not  quite  full  cargo,  lift.  Sin,  and  Oft.  9 in  ;  her  best  tnm  at  sea  is 
aft  lift.  8 in,  forwai'd  9ft,  9in.  Bhe  had  12 ton  of  ballast,  but  the 
master  found,  when  laden,  that  6 ton  would  have  been  Bufficient. 

65a.  Faim  On.  ANn  Kernels.  In  September,  1869,  the  Mtny 
CmnpheUy  165  ton,  Capt,  Bright,  left  Lagoe  for  London,  with  a  cargo  of 
pahn  oil  and  kernals,  having  a  crew  of  nine  hands,  every  one  of  whom, 
excepting  the  cook  and  boy,  were  suifering  from  African  fever,  the  mate 
and  one  man  being  totally  incapacitated  from  duty.  The  mate  died 
on  the  4th  of  September,  the  heat  from  the  palm  kernels  being  very 
great.  There  was  no  improvement  in  the  state  of  the  crew  after  getting 
to  sea,  and  they  continued  unable  to  properly  perform  their  duties. 
On  the  28rd,  the  weather  beiug  squally,  the  topgallant  sails  were  blown 
away  from  the  yards.  The  vessel  ran  under  topsail  in  the  cap,  and 
foresail,  there  being  no  hands  to  reef,  five  of  the  crew  and  the  captain 
being  sick.  On  the  S'ith  the  captain  succeeded  in  getting  the  topsail 
reefedi  and  on  the  25th  the  wbid  moderated,  but  the  vessel  continued 
to  labor  and  commenced  making  water,  and  on  trying  the  pumps,  oil 
and  kernels  came  up.  On  the  27th  the  wind  increased,  and  the  bul- 
warks and  jolly  boat  were  washed  away.  On  the  28th  the  vessel  sprang 
a  leak  and  tlie  water  rapidly  iacreasod,  the  pumps  becoming  choke 
and  useless.  On  the  29lh  the  masts  were  cut  away  and  the  v< 
partially  righted,  but  the  water  was  within  two  feet  of  the  upper  deck.' 
Ail  hands  (sick  included)  were  kept  at  work  baihug  out  of  the  cabin 
hatchway.  On  the  Ist  of  October,  Uie  weather  having  moderated  atid 
the  vessel  being  on  the  point  of  sinking,  the  crew  were  placed  in  the 
one  remaining  boat  which  had  been  much  injured  by  the  violence  of 
the  gale  and  a  lashing  had  to  be  pasHod  round  her  to  keep  her  together, 
while  the  men  were  constantly  bahng.  On  the  2nd  it  was  found 
Si0e68aary  to  hghten  the  boat  and  all  the  clothes  were  thrown  overboard. 

AD 


702 


STEVEN8  ON   BTOWAaE- 


Immediately  after  the  boat  left,  ehe  was  lost  eight  of.    On  tifi 
October  the  boat  web  picked  up  by  the  barque  KomUmi^  of  Liv« 
bouud  for  Matanzas,  having  nm  about  200  miles.     Had  not  tU 
happy  men  been  picked  up  they  could  not  have  hvod  another 
In  palm  oil  ships,  clothing,  the  stitches  of  boots»  &c.  rot  very  qi 

GG^f.  PABAFFiyE.  One  of  a  number  of  casks  22  J  to  28i  inches" 
at  the  bung,  by  81  to  38 inches  long,  weighed  Bcwt.  Iqr.  gross, 

67«  Bbindisi*  a  quintal  ia  100  kilogrammes — French  or  Iti 
on  the  metrical  system  —  220  Jib.  EngUsh.  The  usual  measi 
71  sahms,  same  as  in  Galhpoli  (or  1,060  kilos,  by  weighty  to 
English,)  which  should  render  again  in  Great  Britain,  after  aU 
for  orchnary  leakage,  &c. 

68^t  Dmo,  produced  in  the  Fiji  islands,  iB  veiy  effectiye  in 
of  rheumatism  j  it  ia  the  woondel  or  bitter  oil  of  Indian  com] 
and  brings  £90  to  the  ton  in  European  markets. 

69o  OILCAKE— Bones.  Com*t  of  Admiralty,  March  4tli, 
beiore  Sir  R.  J.  Phillimore,  Mr.  Milwahd  and  Mr.  CoffEif  for 
tiifa  ;  and  Mr.  Butt  and  ilr.  E.  C.  Clarksok  for  defendants, 
8rdof  September,  1HIS8,  Mo8sr«.  Campbell  luid  Thaver,  of  Now 
shipped  B,OUO  bags  of  oilcake  on  board  the  Freethm,  consigi 
Messrs.  Simmons  and  Hunt,  of  Mark-lane,  Only  about  SOO  bi 
dehvered  iii  good  condition,  PlaintiftB  claimed  as  connigm^^fl 
goodt^  and  assignees  of  the  biile  of  lading.  The  defence  n^H 
that  the  plaintiffs  hud  no  title  to  sue  for  neghgence ;  that  they" 
not  sue  as  consignees  in  contracti  and  that  the  damage  was  occai 
by  the  dangers  of  the  sea.  The  hearing  occupied  several  dayw, 
Court  liaviug  taken  time  to  consider  the  decision,  now  gave  jud^p 

Sii*  R.  Phtllimore  was  of  opinion  that,  following  the  decisis 
the  Court  in  recent  caries,  plaintiffs  had  a  hem  Uamii  aa  to  neglij 
breach  of  contruot,  and  also  for  the  loss  sustained  by  them  in  i 
qucnce  of  an  improper  mode  of  dehvery.  With  regard  to  th< 
delivoiy  according  to  marks  and  numbers,  defendants  deniej 
tlioy  were  bound  to  sort  and  weigh  the  goods  on  the  ship 
delivery.  It  was  proved  that  the  dehvery  according  to  mar] 
numbers  was  demanded  by  the  consignees  and  refused  by  the  n 
Plaiutitl^,  under  tlic  teniiB  of  the  bills  of  lading,  were  entitled  td 
tbe  goods  HO  delivered,  and  a«  that  was  refused,  they  were  eniil 
compentiatiou  for  ouy  loss  sustained  by  reason  tA  such  refusal 
the  really  impoi-tant  question  in  tbe  case  related  to  the  liabi 
the  owners  for  the  state  of  deterioration  in  which  it  was  provi 
cake  was  when  it  arrived.  The  fact  of  the  damage  having  been  pi 
the  burden  of  proving  aMrmatively  that  such  damage  waa 


boy 


QpUid  perils,  or  tliat  it  was  due  to  the  iiitiiusic  prox^orties  of 
«dce,  was  upon  defeiitlantfl.  It  had  been  aduiittod  tliut  thu  cako 
Wtts  iu  good  order  whea  it  was  put  on  board  at  Now  York  ;  and  tlio 
Court  was  uatisfied  upou  the  evidence  that  the  amount  of  dotorioration 
wii6  not  due  to  any  inherent  vice  or  intrinsic  property.  With  respect 
to  the  contention  that  the  damage  was  caused  by  the  perilB  of  the 
sea,  the  question  arose,  what  was  a  peril  of  the  sea  ?  It  waa  admitlod 
that  ba4  ventilation,  defective  stowage,  the  neighbourhood  of  a  hoatmg 
cai'gOt  or  a  distant  heatiu^,^  cargo  of  8Uch  a  nature  as  would  tlirow  off 
heat  to  affect  the  whole  cargo,  would  not  fall  within  the  category  of 
l^eril  of  the  sea.  But  it  was  contendetl  that  sea-water,  the  warmth 
of  the  water  in  the  Gulf  Stream,  and  a  state  of  weather  which  ren- 
dered it  necesstuT  to  keep  the  hatchchj  closed  during  a  portion  of  the 
age,  and  the  condeneation  of  b team  couHequeut  theretrom,  wore  tbe 
:8cs  of  the  damage,  and  that  these  cauBea  fell  within  the  category 
of  excepted  sea  i>eriL  The  evidence  as  to  the  weather  was  not  what 
the  Court  could  desire  ;  the  log-book  of  the  ship  was  not  produced  at 
the  hearing,  and  it  did  not  appear  that  any  protest  was  miulu  against 
the  damage  to  cargo  caused  by  bad  weather.  A  portion  of  the  cargo 
coiisieted  of  bones  ;  it  was  admitted  by  the  master  that  when  he  arrived 
in  England  some  of  the  bones  were  moist  and  mouldy,  and  another 
witness  said  they  were  covered  with  fimgus  called  **  stinking  fungue.'* 
His  Lordship  then  said — Looking  to  the  facts  proved  witli  respect  to 
tlie  condition  of  these  bones,  and  to  the  opinion  of  experts  on  the 
inferences  of  science  apphcable  tu  such  a  state  of  things,  I  have  arnved 
at  the  conclusion  that  the  damage  to  the  oilcake  was  caused,  in  gioat 
measure  at  least,  by  the  presence  of  those  bones  on  board  the  ship. 
But  this  conchtsion  does  not  appear  to  me  neoossary  for  my  judgment 
in  favour  of  the  plaintiffs.  Ln  my  opinion,  it  was  hicumbent  upon 
the  defendants  to  show  that  the  extensive  damage  done  to  then'  cargo 
was  caused  by  **  dangers  of  the  sea,"  which  is  tJ»e  only  exception  con- 
tained in  tlie  bill  of  lading.  I  thiuk  that  upon  the  evidence  before  me 
they  have  failed  to  do  so,  and  on  both  gi'ounds,  therefore,  I  pronounce 
for  the  prayer  of  the  plaintiffs,  and  make  the  usual  reference  to  the 
registrar  and  merchants. — Judgment  accordingly. 


li)ft  OILING  TilK  SKA.  On  the  2Hth  December,  IHiil),  the 
uhip  Lord  of  the  L\irH^  Capt.  Craig te,  from  Calcutta  for  Londun,  witJi 
[  '#  general  cargo,  anchored  m  Tabic  Bay,  having  put  in  to  land  Capt, 
Bud  Mrs.  B.  M.  Maxter  and  fourteen  of  the  crew  of  the  British  ship 
Itarennff,  which  was  abnndoned  on  the  1st  December,  in  lat.  HIS, 
Ion.  50  E.  bcinjj  on  iiro.  The  vessel  left  (ircmock  wttb  co.il  Augunt 
2&th,  and  at  4  a.m.  November  BOth,  a  strong  smell  of  paralhue  wn 


7U 


8TEVES8  ON   STOWAGE. 


Botieed ;  Uie  bold  was  fonni]  to  be  fiUed  with  giks  and  smoke, 
fire  1V1A  discermble.  All  tlie  Iifiiclies  were  baUeued  down, 
the  ^euiUiiiors  imd  hoks  in  the  cabin  and  forecastle  corered, 
wns  shortened,  and  ahe  stood  noriliward  in  hopes  of  meetin| 
ship.  While  sail  was  being  taken  oil,  the  carpenter  bored  a 
of  hole«  in  the  deck  and  filled  them  with  plugs.  They  then 
all  the  scuppers,  and  set  the  main,  head,  and  fore  pomps  to 
Sonne  of  the  hands  were  set  to  work  to  draw  water,  which  aa 
poeeibla  filled  the  decks,  thns  allowing  the  water  to  run  below 
cai^go.  After  this,  endeavours  were  made  to  throw  coal  ovc 
from  the  main  hatch,  to  enable  them  to  scuttle  the  Hween  dec] 
the  smoke  and  gas  were  so  dense  that  they  were  unable  to 
Orders  were  then  given,  and  the  hatches  were  again  battened 
and  the  crew  were  set  to  work  to  pump  water  on  the  decks 
dark  the  weather  looked  squally,  and  the  holes  in  the  deck 
gad  to  give  the  crew  a  chance  of  getting  rest.  Throughout  th< 
the  smoke  and  gas  increased,  and  on  the  1st  December,  at  ha 
two  a»m.  an  explosion  blew  up  the  six  hatches,  as  also  the  plu^ 
the  decks.  Shortly  after,  fiames  issued  from  the  fore  and  main  hi 
Smoke  was  also  issuing  from  other  parts  of  the  ship.  The  lu| 
without  any  delay,  were  again  battened  down  securely.  The ; 
were  sounded,  when  it  was  found  that  there  were  three  feet  of 
in  the  hold,  but  no  attempt  was  made  to  get  it  out,  in  the  hog 
it  might  quench  the  fire.  At  daylight  two  boats  were  hoistei 
the  side,  and  were  supplied  with  water  and  provisions  for  any 
gency.  Great  difficulty  was  experienced  in  getting  the  biscuit 
the  cabin,  the  smoke  and  gaa  being  ao  dense.  At  six  a.m.  th 
was  hove  to  to  prepare  the  boats  for  the  embarkation.  Afterward 
were  dropped  astern,  and  the  vessel  headed  away  to  the  nort 
again.  At  ten  a.m.  the  gas  and  smoke  had  greatly  increasec 
the  ship  was  hove  to  again  to  enable  the  last  boat  to  be  got  out 
davits  with  the  captain's  wife  in  her.  The  crew  were  then 
over  the  stem  into  the  boats, — the  chief  mate  and  eight  hands 
to  the  Life- boat,  the  second  mate  and  seven  in  the  pinnace,  ai 
captain,  his  wife  and  three  men  in  the  jolly-boat.  At  six  p.; 
vcsKcl  blew  up  with  a  loud  noise,  dense  smoke  pouring  from  all 
of  the  hull,  and  she  rolled  and  dipped  her  stem  in  the  water. 
being  no  chance  of  saving  her,  and  there  being  danger  in  remi 
too  close,  the  bow  rope  was  cut  and  the  ship  left  them  aatem* 
three  boats »  made  fast  to  each  other,  then  stood  away  to  the 
The  object  of  tlie  captain  being  to  get  in  the  track  of  home^ 
vessels,  failing  which  he  hoped  to  reach  Matlagascar,  about  6i 
distant.     Ail  thi-ee  boats  wore  under  sail,  and  fortunately  w^ 


OILING  THE   SEA. 


Wff 


I  found  with  gent.  They  were  fastened  together,  and,  though  tho  night 
was  equally,  they  rode  it  out  in  compaoy.  Od  Thursday  the  pinnace 
broke  adrift,  and  the  crew  in  her  thought  they  could  do  better  alone,  and 
refused  to  be  fastened  to  the  other  boats  again*     No  anxiety  was  felt 

I  for  her,  as  she  was  the  best-sailing  boat  of  the  thi-ee.  On  Friday  the 
wind  blew  very  hard,  and  at  two  o'clock  on  the  morning  of  that  day 
tlie  pinnace  was  seen  for  the  last  time.  There  was  now  a  very  heavy 
swell  breaking  round  the  two  boats,  and  but  for  the  curtain  of  canvas 
which  the  captain  with  great  forethought  had  phiced  some  two  feet 
above  the  gunwale  of  the  boats,  tliey  must  have  been  swamped.  At  tho 
stem  of  the  boat  some  phioks  had  been  placed  across  the  thwarts,  and 
on  these,  on  a  mattress  covered  over  with  canvas,  was  Mrs.  Maxter  ; 
sometimes  the  jolly-boat  was  so  filled  with  water,  that  that  lady  was 

I  covered  with  it.  Oil  was  thrown  overboard  to  prevent  the  eea  from 
brealdng  on  the  boats,  and  it  is  to  the  wise  precautiouB  of  the  captain 
thai  those  who  were  saved  attribute  their  not  having  gone  down  in 
the  gale.  Throughout  the  whole  of  Batui-day,  and  up  till  fcJunday 
afternoon,  the  gale  raged.  At  four  p.m.  on  Sunday  the  wind  decreased 
60  as  to  enable  them  to  set  sail.  On  Monday  the  weather  was  fine, 
and  they  were  able  to  dry  their  bread  and  their  clothes.  On  Tuesday 
and  Wednesday  it  was  intensely  hot ;  and  what  with  the  heat  and  the 
salt  water  with  which  they  were  di'enched,  they  all  suffered  much 
pain.  Indeed,  it  is  surprisijig  that  tho  captain's  wife  survived ;  but 
sbei  it  is  said,  held  out  as  plucldly  as  the  rest,  and  the  calmness  of 
the  captain  in  all  the  difficulties  and  dangers  gave  com^age  to  those 
around  him.  The  boat  was  well  suppHed  with  preserved  meats  and 
bread;  but  in  distributing  the  water,  the  captain,  not  wishiiig  to  take 
to  hiB  share  anything  more  than  the  rest,  gave  each  of  the  other  boats 
a  eask,  and  took  into  his  boat  some  water  in  demijohns.  It  afterwards 
turned  out  that  some  of  the  demijohns  had  previously  been  hlled  with 
oil,  and  the  others  with  vinegar,  and  it  was  only  excessive  thirst  tliat 
could  have  made  them  drink  the  water  at  all.  On  Thursday  eveuiag, 
at  eight  o*clock  they  were  nil  safe  on  board  tho  Lord  of  thv  hhn  ;  but 
they  were  takeji  up  with  Bome  difficulty,  for  their  Umbu  had  become 
80  cramped  vdih  continual  sitting  and  being  covered  with  water  as  to 
become  almost  useless,  and  the  captain's  lady  cnpociahy  was  mucli 
exhausted.  The  Harerhiff  was  a  ftill-rigged  ^hip,  845  ton  register,  and 
belonged  to  Mr.  K,  Hill,  of  Plymouth.  She  had  on  board  between 
1,100  and  1,200  ton  of  coal,  with  which  she  was  bouml  to  Bombay. 
Strange  to  say,  it  is  only  a  few  dnya  ago  that  news  received  from  St- 
Helena,  to  the  effect  that  tho  captain  and  crow  of  tlie  Kliip  ifrh-ft  hiul 
been  landed  there,  the  vessel  having  been  burnt  at  sea.  Tho  Oi%m 
and  the  Ilavenwj  were  loaded  alongside  of  each  other,  the  coal  being 


706 


BTEVENS  ON   STOWAGE. 


taken  fi'om  tUo  same  rnine.'^  The  pinnaoo  which  broke  awu; 
good  sea  boat  and  well  Buppliod  with  provisional  She  had  m 
the  second  officer,  a  white  man,  and  seven  black  sailors. 

71  n  PAIiTICULAE  AVERAGE  refers  to  a  loss  which  ! 
any  particulai'  interest  concerned  in  the  ship,  her  cargo,  or 
and  is  used  to  tlistiiignish  it  from  general  average  which  involvi 
on  all  those  interests  combined  (see  general  average).  The  ( 
and  laws  affecting  average  are  based  on  the  presumption  that  in^ 
has  been  affected,  and  in  case  of  non-insurance  the  intereatoi 
stands  in  the  position  which  the  underwriters  would  otherwise 
111  ciXiic  of  loss  by  the  perils  of  the  sea,  so  nimiorous  have  heS 
fi-aiids  practised  upon  underwriters  that  customs  of  a  very  complj 
nature,  wluch  have  received  the  sanction  of  the  law,  have  ai'ifl 
guiding  the  adjustment  of  the  loss  amongst  the  various  i 
involved.  The  average  proportion  of  loss  is  taken  at  per  cent 
value  of  the  intLucsts,  and  is  proporiioued,^ — consideration  beinj 
to  the  circumstances  of  the  case, — according  to  well-known  ru 
means  of  an  average  statement,  which  is  di-awu  by  professional 
staters,  skilled  in  that  profession.  Certain  losses  are  by  custc 
law  general,  whilst  certain  other  losses  are  particular.  A 
average  Iokk  is  according  to  its  amount,  divided  between  all  the  i 
involved  in  propoi-tiou  to  their  relative  value,  A  particulai* 
loss  is  thrown  on  the  particular  interest  involved.  A  general 
loss  would  be  thrown  on  the  ship,  cargo,  and  freight.  A  paj 
average  woidd  be  tlnrown  on  the  ship,  or  the  cargo,  not  both, 
case  might  be.     In  case  of  loss  masters  are  bound  to  be  very 


*"  The  Bombay  fjoveniment,  in  lSt\9^  appoiiit(?d  a  commi^inn  to  emiTiire  into 
hy  spnnt«nertii!*  c o u)Vnij*ti on  of  hhifm  bound  to  that  pnrt.  Tlio  conirni-Hsiioners, 
puLliKiiwl  tlu'ir  report,  which  b  cojiUincd  in  19«u«ction«,  Of  these,  Aectioiili 
view  of  iho  Aidoption  of  nuch  iiiea«areH>T  wo  ufrer  ii^T  the  coa^deration  of  the  goi 
flLHil  others  intercated,  the  fnHonin^  ^uggestionfi.  IS—In  cAse  of  vXl  ship*  Id 
coalt  a  cylinder  of  iron  Sinehes  in  iUiiuieter,  perforated  its  whole  length,  and 
down  to  the*  Ijotloni  of  the  cnrpo,  ehonld  he  plftct^d  in  the  centre  of  nach  iinirhw 
nf  woHi>d  to  fit  «Asy  hciug  introdttcrd  to  prevent  tJto  coid-dttKt  lUling  U  through 
whilt"  loading*  When  the  loudinj*  ia  complettnl  the  wooden  rod  *honld  be  repl 
iiu  jui'h  iron  otie  of  the  Name  li^ngth.  At  bkort  interralM  of  time  thf^ftc  tthoiild  be 
pxnmtncd.  To  render  ^uch  exununntion  easy,  an  eye  shoold  be  formed  at  iiuf 
iriin  rod,  to  which  eun  he  nlUtchnd  n  whip  from  aloft,  and  tb*?  rods  dr.»wn  nnd  i 
A  f I  w  minuter,  Kvru  while  in  the  net  oi  vyitluimwiag.  the  hjiiid  cau  euimine 
luniii^r  (lone  so  to  wilhin  a  f^Mit  of  the  end>  thry  t^m  be  ngiun  lo'itcnsd.  Hli — Si 
r<*t]  be  con:adcretl  not  fmtlicitntly  Fcnsitlre  to  dt-ttct,  tliron^j^h  the  cylinder,  n  slighi 
of  hf lit,  u  thennonu'tcr.  lowered  by  a  line,  could  1>e  nsftl,  rinfl  it  shonhl  also  ho 
t^iunany  to  a^eeu^Lin  the  mcau  l>eat.  Any  great  itii^vt'jiHc;  v.ould  ^five  the  ticcesAnrj 
17— III  the  Invent  of  fire  the  1u  ^e  of  th<*  pttriipH  can  b*'  introdtRid  iuto  the  rylii 
wiUcr  OiiowTi  to  tJie  bottom  ol  the  oargti,  and  di>i*enuuAl<:4  by  uiOAJi»  oi 
IMrtii  of  it. 


IGE. 


witli  respect  to  the  statements  made  in  their  proteetB.  (see  pratesifi)  in 
tlie  iafonnutiou  given  to  the  Hurveyors  of  ship  or  cargo,  anil  in  the 
Btatemeuts  of  accounts  of  disbm'fejemeiits  on  ship  and  cargo,  in  case  of 
repair  of  damage.    A  mis-statement  is  nothing  short  of  a  fiaud. 


PAaSAaES  via  8tmz  CAfTAL— LXVEEFOOK.  TO   BOMBAY. 
Compiled  by  one  of  the  ofUciftU  conuectod  with  ilie  Liverpool  Chiuub^r  of  Coiomerce* 


T^JCapeof  Good  Hope    .. 
„    Ororlnna  route    ..,,,* 
„    Sa£z  CfuifiJ  ,           ... 

95 
43 

d8 
40 

Viu  Capc3  of  Good  Hope    , . 
„    Ovurlund  nmte    * 

liAVfl 

60 
4S 
»8 

To  Ut«  TJmted  StAiiM     .... 

To  the  United  SLntdii     •... 

PASSAGE  ftom  ITAEIOTFS  POETS  to  St  HEUKA,  during  tlie  yeftr  1^9. 


DAYS 

AJgoaBay *20 

Alyftl* H9 

^Anetralla 7d 

lion     ..*..«. B 

lAtAVu  and  Java     .».....«,..*  65 

ourliOQ 82 

louibay 7'2 

Bojeftoroh 7d 

ein     .w, 81 

Cmdo  of  Good  Hope ,  II 

ruTrntU    7« 

(  .  vImU tJti 

tiiiriA ,,.,.  m 

Coait  of  Africn  (Weal^ lU 

Snt{Limd  (itt«ftuiPrA)     •*...*....  24 

l>u.       (jiiailiDg  vcwAe]^)  ......  7U 

Oibraltar  (it«aaien) 20 

Japau 9<0 


DAlft 

KtmcbeD    .•..•..•*...••••.•  83 

MAfiill»     .*......•...• OS 

MndniH 70 

Mntintitim 38 

MozMoMquc!    •«.*....,.« 48 

MonliJieiii     ,...«..,•»  86 

Madeira  (Bieaui em) 17 

IVnang •  7B 

Pondichtrry 70 

PorlNftt^il 28 

PortAlfrad HI 

Rangoon  ....#...•..*  90 

Singapore «. 72 

Sumatra    62 

Siam n 

Simons  B<iy 14 

tJtiitod  Staloi 79 

Valpangdiio     •  *  •  &4 


[The  TOjage  eommetujea  from  ibc  Umc  tli«  iitup  "broak»  ground  '* — thai  ia,  from  tho 
Umo  mhe  learea  the  docka  for  aea.J 

12a  PASSENGERS.  By  the  Qiif^on't?  Ite^rulations  1802.  pay- 
ment«  for  passna^^e  money  on  boaitl  merchant  \e8Bola  aic  to  bo  niado 
according  to  the  following  scale : — 

Por  an  CoM>na«iO!fED  OrrtcKnn  ac«Qatom«d  to  roi**ii  with  lieati^naiiU— 

Ffoiij  China  fkiw  and  AtiBimlia » ,     £im 

Kait  liiditB  or  South  ktm  iHCa— Went  of  Cnpe  Hom  ....        70 
Cap**  of  G^fOil  llopo  SUiliou  or  South  Auuirica— Kait )  ^. 

of  Capc-Uom i         ^ 

liVest  Inuiejfc  or  Co&«t  of  G nitntiA 40 

Mf  '  '  I  or  Korth  AiucHcati  Htalion    .....* 80 

A  ti  N  not  inoludcd  iu  aliof e 90 

Hul.  1^1    ti.  i.iMi»,  S^roTid  Majt<T»,  AMiiritant'Paymafier*,  Knin- 

tinc^r,«,   A    t  »Ujit  Kii|i^itierTii,  atid  Subonliiiaie  and  >YaiTaiit 

UiUcuTAi  hail  thtj  Hbure  ttoalv* 


788 


STEVENS  ON   STOWAGE. 


l^t  Passenger  in  Irons.  At  the  Bombay  Police  Court, 
24th  Soptcmber,  1R69,  Mr.  John  Fbancis  Gbm*e9,  a  cornet  iii 
Hnsftars,  made  a  charge  of  aftsault  and  falgo  imprieonmeni 
Capt.  Thosias  Wylie,  of  the  ship  TJtomaA  Bellt  from  Graveai 
appears  that  on  the  21st  May  the  prosecutor  and  a  number 
officers  of  Her  Majesty's  array  embarked  to  join  their  regii 
India.  From  the  commencement  the  captain  did  not  eeem 
treated  Ids  pafit^engerg  vnih  the  conBideration  which  Enghsli 
expect ,  and  the  prosecutor  was  addressed  in  an  abusive  and  thrj 
manner.  On  the  29th  of  Jtme»  while  lying  half  aeleep  on 
the  saloon,  he  heard  the  captain  make  some  obBorvation  about 
gtickingplaster  on  a  certain  part  of  his  person,  and  after 
steward  went  out  and  brought  in  a  roll  of  it,  which  was  put  on 
the  captain  indicated.  He  immediately  rose  and  expressed, 
in  the  strongest  terms  on  such  insolent  conduct.  The  next 
captain  ordered  liim  to  be  put  in  irons  and  confined  in  the  i 
20  hourHj  with  only  bread  and  water  to  subsist  on*  On  the 
strances  of  the  other  passengers  he  was  released.  On  arrival 
tlie  Brigadier-General  of  the  regiment  acquainted  with  the  f^ 
he  ordered  proceedings  to  be  taken  against  the  master,  Pr4 
admitted  in  cross- examination  that  he  might  have  sung  some  h 
songs  near  the  man  at  the  wheel,  and  that»  on  two  occasioni^t 
on  deck  with  t»o  clothes  on.  Ho  once  said  **  if  things  came 
worst  we  would  have  to  ask  the  chief  officer  to  take  chai^gfl 
ship/'  At  the  close  of  the  evidence  the  chairman  gave  tlie  f<j 
decision  :— **  I  think  that  the  charge  of  an  assault  accompanj 
force  made  by  the  complainant  has  been  well  and  fully  pn 
the  evidenco.  The  law  vests  great  power  in  a  shipmaster, 
been  found  necessary  to  do  so  in  the  interests  of  society, 
preservation  of  life  and  property,  and  for  the  maintenance  of ! 
order.  But  gi'oat  power  involves  great  responsibihty,  and  the  < 
of  it  is  requii*ed  to  be  accompanied  with  judgment  and  dia 
Wliere  the  safety  or  safe  working  of  a  ship  is  concerned,  I 
know  wJiat  a  shipmaster  might  not  lawfully  do.  Certainly, 
any  one,  whether  a  gentleman  passenger  or  any  one  else,  i 
for  20  hours,  in  the  face  of  such  cuxumstauces,  would  be  a  vei; 
matter  indeed  ;  but  there  is  no  pretence  of  such  a  situation  hew 
captain  and  his  passengers  do  not,  indeed,  seem  to  have  hi 
happy  family  that  so  many  of  us  have  had  the  pleasure 
members  of  during  a  sea  voyage,  and  I  do  not  say  that  Mr. 
and  perhaps  other  passeugers,  may  not  have  given  some  provo 
But,  imlcHS  imder  the  provocation  of  a  coarse,  ralgar,  insol 
uuwan*antable  practical  joke  played  off  on  Mr,  GbavsSi  to  wh 


I 


eaptain  himself  was  a  party — if  lie  ought  not  to  be  put  down  as  in 
fact  the  author — when  Mr*  Gra\"E3  addressed  the  captain  in  a  way 
that  it  is  certainly  not  desirable  for  passengers  to  address  captains, 
though,  under  the  cLrcumBtances,  I  do  not  say  that  he  either  8aid 
or  did  more  than  any  man  of  the  least  spirit  could  have  been  expected 
to  say  or  do — with  that  exception  I  find  that  Mr.  Gba\t:3  did  hterally 
nothing  to  i>rovoke  any  hostile  action.  On  the  contrary,  the  offence 
waa  all  the  other  way  from  fir^t  to  last;  and  I  say,  putting  Mr. 
Oaaybs  in  irons  under  the  circumstances  detailed,  and  placing  him 
where  he  was  amid  dirt  and  filth,  to  say  nothing  of  the  wanton  inde- 
cency which  was  made  an  incident  of  the  occasion— I  say  that  that 
altogether  was  an  offence  for  which  any  fine  that  I  have  power  to 
inflict  would  be  no  adequate  pimishment*  Mr.  Giu^'es  has  his  civil 
remedy  for  what,  I  have  no  hesitation  in  saying,  I  consider  was  his 
false  imprisonment.  But  I  think  he  has  been  well  advised  in  the 
public  interest  to  come  here  and  i>roscciite  as  ho  has  done.  He  has 
not  by  anything  that  has  been  brought  out  in  evidence,  forfeited  his 
position  as  an  officer  and  a  gentleman,  and  undoubtedly  it  was  best 
for  him  to  submit  at  the  moment  to  the  indignity.  But  the  indignity 
was  a  grave  pubHc  offence,  and  it  in  only  with  reference  to  such  pubUc 
offence  that  I  act.  I  am  not  ignorant  of  the  possible  serious  conse- 
quences to  tlie  captain  by  the  sentence  which  I  am  now  about  to 
pronounce,  but,  whatever  they  may  be,  he  must  know  that  he  has 
by  his  own  misconduct,  brought  them  all  upon  himself.  For  my 
part,  1  know  I  take  a  tUBpasaionate,  and  for  the  captain,  I  think  I 
take  a  considerate,  view  of  the  case,  when  I  sentence  him  only  to 
14  days'  imprisonment  in  the  House  of  Correction,  with  hard  labour.'* 

T4^  Open  Hatchway*  Brevet  Lt.-Golooel  SooTT,  B6th  Madras  NatiTe 
Infantry,  took  passage  in  the  r;«ScO,  Co*s.  ship  Pera,  to  sail  20  J&nuaiy,  19($T« 
from  Soutliamptoa.  On  the  li^tb,  between  4  iind  5  pjn.  ho  went  on  hoard  to 
look  at  the  cnbinf.  He  was  met  at  the  saloon  entrance  by  the  purser,  who 
directed  Colonel  Tat  lor  where  to  go.  The  light  was  very  dim,  and  w}ien 
walking  in  the  direcLian  indicated,  the  Colooel  fell  down  the  open  hatchway 
of  the  bullion  hold,  which  was  under  the  floor  of  the  saloon  ;  hit  shoulder  waa 
dislocated  and  he  received  other  injuries.  At  Radlvy's  hotel,  he  was  risit« 
by  three  medical  men  who  i-edueed  the  dislocation,  and  he  proceeded  on  I 
voyage,  but  was  hicapableofeiecuttug  hi^  miUtary  duties,  and  was  plaosd  i 
hudf-pay.  £2^2  P  unniun.  At  the  time  of  tlie  accident  he  reedfed  £^B ^  moo  _ 
as  AaaiatAnt  Ad ju taut- General,  hestdoa  his  full  pay  X7^  1^  month,  At  tho  trio], 
QneeD*»  Bonch,  11  May.  19^0,  the  jury  awarded  damages  jg'1,750, 

7C«    Breach  of  Passenger  Contract    Lfidtj  UodehouM  ftj    City  «>r 

Loudon  Court,  before  Comniiiiviunur  Katiit,  20  Kov^robir,  1B09.  Dalt  t* 
BoBtsfsoM.  Mr.  Commii^ioner  Kieiiii  gave  judgment  in  thia  esM,  which  wis 
in  nction  brought  by  the  holder  of  a  return  ticket  for  dxponaet  hs  hid 

AS 


STEVENS  ON   STOWAGE. 


be^n  put  to  in  not  bdiog  able  to  come  buck  &t)m  Dublin  in  one  of  tl 
dant*s  steamers.  The  defenoo  was  that  tbe  owner  was  not  liable  for  wni 
delay,  and  owing  to  some  casks  of  petrolcnni  on  board  the  Ladtf  ^ 
taking  fire,  she  was  so  much  damaged  that  she  was  not  able  to  take 
ou  tlie  station.  The  answer  to  this  was,  that  the  defendant  had  been 
negligence  in  stowing  tlio  casks  of  petroleum  on  deck  and  not  securil 
His  Honor  said  there  was  evidence  of  negligence  in  not  having 
so  sccnred  as  to  withstand  the  influence  of  the  stonn*  Judgmi 
therefore,  be  given  for  the  plaintiCT. 

76«  Wharf  Accident  Common  Pleas,  Westminster,  7th  U 
I ^OD,  before  ^Tr  Justice  By LEs,  Bowman  v,  LmyosTON.  Mr.  T.  J^ 
and  Mr.  ^Ia^sel  Jokes  appeared  for  plaintiff;  Sir  Geobob  Honh 
Mr.  MuRTirv  for  defendants.  Plaintiff  was  mate  of  a  merchant  Tessel« 
danta  are  wharfingers  and  lessees  of  the  Irongate  wbart  Am 
pnrpoaes  the  wharf  waa  used  as  a  place  of  departure  for  the 
Tyne  Steam  Shipping  Co*  On  August  22,  1868,  plaintiff,  who  was 
a  passenger  on  board  one  of  those  vessels,  for  Sunderland,  arriv< 
wharf,  deposited  Ins  lutfgage  ou  board  ship,  aud  went  back  up  a 
to  tho  ofiice  of  tlic  company,  to  take  his  ticket.  Having  obtained  i 
agfiin,  and  there  wns  then  a  van  standing  nearly  opposite  the  staii 
between  it  and  tbe  vessel,  which  he  said  was  not  there  when  ho 
This  vnn  was  discharging  bales  of  wool,  not  with  a  crane,  but  simpb 
from  the  van  to  the  wharf.  According  to  plainliff'e  case  he  had  u 
to  suppose  that  tbe  van  was  unloading,  or  that  anything  dange 
going  on,  and  no  warning  was  given  him.  He  went  on  from  the 
towards  the  vessel,  passing  behind  the  van.  Just  then  a  bale  fel 
him,  and  injured  him  severely.  He  sustained  a  compound  fracture  ot 
iind  liad  to  undergo  several  painful  operations,  was  eight  months  in 
and  was  unable  to  resume  his  trade  with  safety.  According  to  de 
case,  the  uti loading  of  tbe  van  was  being  conducted  in  the  ordin 
wirboiit  negligence  ;  what  was  going  on  ought  to  have  been  seen  by  < 
full  warning  was  given  to  plaintiff,  and  he  was  even  held  back  by  d( 
servants,  but  being  in  a  hurrv  to  reach  the  ship,  he  broke  from  t] 
choose  to  take  his  chance  of  avoiding  the  ialling  bales,  so  that  the 
arose  from  his  own  fault.     Verdict  for  plaintiff  £  350. 

77a  PATCHOULI.  In  a  drug  circular  it  is  stated  i 
production  of  i)atchouli  is  ]:irgo,  and  the  price  would  be  very 
that  there  is  gi-cat  difficulty  la  getting  it  ahipped,  as  captains  < 
it  strongly  Bcenting  the  other  cargo.  It  may  be  coGCcived  ho' 
tea  Bhipment  would  turn  out  which  bad  been  accompauiod  by  pn 

IBa  PETKOLEUM.  On  the  29th  September,  1869,  a 
eonilftgration  occurred  at  Bordeaux.  The  steamship  Coun t  o/  h 
from  Antwerp,  amved  in  tho  Garonne,  having  on  board  abou; 
of  petroleum  and  jJctroleum  spirit,  and  was  moored  at  LormoD 
tluree  miles  below  tbe  city,  being  the  station  for  diaclmrging  ci 


tiiia  dangorouB  deBcription,  and  proceeded  to  ditioliargQ  her  cargo  into 
hargey,  ouc  of  wkicb  wa»  laden  with  petroleum  and  spirit  and  tho 
other  with  spirit  only.  By  6  p.m.  the  operation  wb^h  complete,  and  tho 
steamer  took  her  station  at  7»  alongside  the  quay  at  Bordeaux.  Tho 
two  barges  remained  at  Lormont,  havnig  to  convey  their  cargoes  to 
the  Gursol  Docks  at  La  Bastide,  higher  up  the  river,  on  the  following 
mormng.  In  about  a  quarter  of  an  hour  after  the  steamer  left, 
one  of  the  men  in  charge  of  the  barge  named  the  Triidte^  which  had 
the  petroleum  ispirit  on  hoards  after  having  hghled  a  torch,  impru- 
dently threw  away  a  still  burning  lucifer  match  among  the  casks, 
one  of  which  caught  fire,  producing  a  tez'rible  explosion,  by  which 
the  man  who  was  the  cause  of  it  and  a  Oustoms-house  officeiv  were 
dreadfully  burnt  about  tho  face,  legs,  and  hands.  In  a  few  moments 
the  barge  was  in  llames,  when  her  wai-ps  snapped  aa under,  and  tho 
burning  mass  drifted  with  the  tide  up  the  river,  facing  the  general 
warehouHcs.  Some  small  Bteomers  belonging  to  tho  port,  with  sailora 
and  hremen,  at  once  got  up  steam  and  made  lor  the  still  burning 
barge,  which  they  temporarily  secured  with  a  chain,  and  then  made 
efforts  to  sink  by  pumping  water  into  it,  but  for  a  considerable  timo 
without  avail.  One  of  the  steamers,  the  MathiUr^  caught  lire  at  th^ 
bows.  Eventually  the  commander  of  tho  life-boat  Monte  Chm(o, 
after  the  repeated  orders  of  the  captain  of  the  port,  succeeded  in 
scuttling  the  barge  at  the  stern.  A  traui  of  liquid  tire  came  from  tJio 
barge,  and  was  drifted  by  the  current  in  the  direction  of  a  mass  of 
ships,  and  speedily  communicated  itself  to  them.  Almost  at  tho 
same  moment  three  or  fuur  vessels  were  discovered  to  be  on  fire,  witli 
no  means  at  hand  of  rendering  them  the  smaUest  assistance.  Up 
till  11  o'clock  the  tide  was  coming  in,  and,  the  Hoating  fire  ri&ing 
with  it,  several  other  ships  became  ignited.  Those  most  heavily 
laden  wei'e  the  first  to  suffeis  as  their  copper  bottoms  being  below  the 
water- Une,  their  wooden  sides  uflfered  no  res i  stance  to  tho  Uamcx, 
wheroas  the  imladen  vessels,  protected  by  copper,  for  tho  most  part 
escaped.  Had  the  tide  continued  rising  two  hours  more,  half  tho 
ships  in  the  port  would  have  been  destroyed,  As  it  was,  tlio  reto 
ing  tide  did  considerable  amount  of  mischiaf,  as  it  carried  out  wit! 
it  the  floating  ^q^  together  with  the  remains  of  the  baruin;j  barg< 
and  portions  of  tho  ignited  ships,  which  set  fire  to  othw*  vessels  i 
their  turn,  until  within  the  space  of  less  Umo  two  miles,  nearly 
twenty-five  ships  were  to  bo  seen  on  iii'e  at  tho  same  momout*  A 
strong  south-east  wmd  helped  to  incre.iHO  tho  dujitruction.  At  half- 
past  7  in  the  morning  14  vessels  were  still  to  bo  seen  iji  flames 
_      smouidoi'ing  with  theh*  hulls  biunt  almost  down  ta  the  water's  od 

IT— 


I 


I 
I 


772 


STEVENS  ON   STOWAGE, 


79a    Petboleum  akd  Sprairs.    To  the  Secretary,  Unde] 
Booms,  Liverpool,    Dear  Sir, — According  to  your  request,  wi 
xaode  inquiries  among  a  large  number  of  shipowners,  overlook* 
masters  of  vessels,  together  representing  a  large  proportion 
shipping  interest  of  Liverpool,  respecting  the  use  of  potroJ 
and  spirits  on  board  their  vessels. 

We  have  been  informed  by  several  shipowners  who  formi 
up  to  a  comparatively  recent  date,  sanctioned  the  use  of  petroleu 
paraffine  on  board  theii-  vessels  for  side,  binnacle,  and  cabin  . 
that  they  have  now  discontinued  to  do  so. 

After  numerous  inquiries,  we  find  only  a  few  cases  whea 
present  use  of  spirituous  oila  has  been  admitted,  the  almost  una 
opinion  of  those  jm'soiis  ttith  ichom  we  hact  comumnii'att^d  beiiuj  h 
tisf  of  jwtrokum  and  its  rariom  spiritA  on  board  shipf  is  highhj  dath 
as  they  require  very  great  caro  in  handling  and  dealing  with  tb 
as  to  prevent  accident  by  fire. 

We  are  informed  tliat  the  various  spirits  sold  under  the 
kerosLQe,  kersoline,  petroline,  paraffine,  benzine,  &c.  are  all 
same  nature,  and  that  although  some  are  not  quite  so  dangc 
volatUo  as  others,  they  all  require  so  much  care  in  their  usd: 
render  it  imprudent  to  employ  them  on  board  ship. 

We  find  petroleum  more  generally  used  by  American  and  Cq 
owned  vessels,  and  by  vesBels  under  the  Putch,  Belgian,  and  G( 
flags,  than  by  British-owned  vessels.    The  dealers  in  the«e  oil 
stores  also  inform  us  that  within  the  last  year  or  two  the  demi 
them  for  use  oo  shipboard  its  much  less  frequent,  and  that  the 
animal  aod  vegetable  oils  has  become  more  general. 

Spirits  of  petroleum,  as  a  substitute  for  spirits  of  turpeni 
driers  for  mixing  with  paint,  have,  we  are  informed  by  the  db 
been  in  use  to  a  considerable  extent  on  board  ship  while  turp 
was  expensive,  particularly  during  the  time  of  the  America* 
This  article  is  now  only  occasionally  used,  and  only  suppHed 
Bpecially  inquired  for,  as  it  is  considered  dangerous  by  thoi 
supply  it. 

The  inquiries  which  we  have  been  making  into  the  use  of  pet] 
oils  and  spiiits  on  ahipboard  have,  we  beheve,  had  the  efl 
dimiuishing  their  use  in  Liverpool  ships.  There  can  be  Uttle" 
that,  from  carelessness  or  accident  in  tho  use  of  these  oils  and 
the  liability  to  fires  on  shipboard  has  much  increased. 


Signed 
Liverpool,  9  Doc,  1868* 


J,  M.  OA WKITT,  Clmf  Sm 
HENKY  OAKLEY,  Smret^oi 


PINE  APPLES, 


T78 


80(1    PINE  APPLES*    Tlie  Bcliooner  Anuff  Grant,  Capt.  Applk- 
DOBE,  beloDging  to  Mr*  Henby  Grant,  Kingsbridge,  South  Devon, 
loaded  pine  apples  in  1868,  in  Tarpaum  Bay,  in  the  island  of  Elentliia, 
one  of  tlie  Baimmas.     She  registere  148  too,  is  90  foot  long,  22  feet 
10  inches  broad,  and  12  feet  OincbeB  deep.     Her  ballaet  conssiKted  of 
120  ton  dry  stone  which  waa  levelled  foro  and  aft  to  meet  her  trirnt 
and  was  covered  with  the  Hat  cuttings  from  the  cargo  fi tti  ugs .     Besides 
fim  deck  there  were  two  others  to  receive  tlio  pine  apples  ;  they  woro 
equi-distant  and  rested  on  beams  3  inches  or  more  stjuare,  Bupporti>d 
by  uprights.     The  decks  were  formed  of  1  or  Lyinch  battene,  2  or 
8  inches  wide,  laid  barely  close  enough  to  prevent  the  pinen  from  going 
down  between — say  3  or  4  inches  apart.     Furtlier  to  obtain  ventilation 
there  was  a  trunk-way  from  stem  to  stern,  half  the  width  of  tht*  luiU'h* 
way ;  tho  heels  secured  to  the  keelson.     The  sides  of  this  trunk-way 
were  built  open,  Eke  the  decks,  and  there  were  three  trunk- ways 
aihwartshipB  big  enough  for  a  man  to  go  into  but  without  sidles,  as  tho 
bulks  were  suiBciently  tied  together  by  tho  foMago  of  tlio  fruit,  which  is 
80  plentiful  that  dunnage  in  the  sides  wan  considered  umiecesbary.    TJio 
batten  stuff  need  in  her  fittings  came  from  New  York.     In  this  way 
4,000  dozen  of  pines  were  stowed.     She  sailed  Jmie  12,  and  amved 
in  London,  July  8.     During  the  passage  all  available  hatches  woro 
kept  open  in  fine  weather.     With  the  pinea  the  schooner  drew  0  ft^et 
forward  and  10  feet  9  inches  aft,  and  behaved  well  at  sea  ;  with  225  Uni 
Newport  coal  11  feet  8  inches  forward  and  18  feet  aft.     Tho  schooner 
Anm€  Gran  fa  port  charges  at  Eleuthia  were  £18;  freight  is  usually 
paid  in  a  lump  sum.     The  apples  w^eighed  3  to  lUlb*  eacli,  and  were 
brought  off  in  boats  to  the  anchorage.     One  day  was  occupied  loading ; 
the  time  otcupied  in  discharging  is  somewhat  governed  hy  the  state 
of  the  market.    The  season  for  shipment  of  pine  apples  at  Eleutliia  is 
from  June  1  to  July  15.     When  ripe  they  are  hable  to  decomposition 
on  the  passage,  luid  they  are  therefore  shipped  in  a  green  state  and 
ripen  on  boaid.     Sometimes  on  airival,  if  not  sulKciently  ripe,  they 
are  placed  in  warming  rooms.     Rainy  and  damp  weather  is  ver}*  inju* 
rious  to  pine  apples,  and  if  combined  witli  a  long  passage  will  render 
them  worthless.     Those  for  the  London  market  are  called  sugar doaf 
pines ;  for  New  York  the  scarlet  pine  is  shipped ;  it  is  much  heavier* 
and  the  passage  behig  shorter,  the  pines  are  taken  in  bidk  ;  no  balhist 
or  fittings;  hatchways  opened.     Chief  expoi-t  of  pine  apples  Ui  that 
part  is  &om  Eleuthia;  a  few  cargoes  are  shipped  at  Nassau, 

81a  An  experienced  merchant  says — Pine  applet  are  grown  and 
shipped  from  the  Bahama  Islands,  West  Iiidiey.  Vi  Hsels  leave  there 
during  tho  months  Jnne  tuitl  July,  and  the  average  passage  to  London 
is  ^1  to  35  days.     The  number  of  cai^goes  usually  arriving  each  seabon 


PLUMBAGO. 


775 


heights  of  coffee ;  but  ships  of  17  feet  8  or  9  inches,  or  over,  will  stow 
coffee  to  atlvantage  by  taking  one  tier  of  oil  iii  the  bottom.  No  master 
should  engage  deer  Aor/M  unless  he  is  allowed  to  cut  the  bundles  when 
on  board  for  uae  as  broken  Btowa;:^e  j  the  bills  of  ladiug  kIiouUI  stato 
**  not  accountable  for  horns  cut  or  brolceu  ;  all  on  board  to  be  de- 
livered.*' Never  engage  liorus  from  two  separate  morchaots.  Ships 
arriving  oflf  Colombo,  are  generally  boarded  by  a  pilot  who  places  in 
the  master's  hands  a  paper  headed  **  Port  Begulations;"  in  which  the 
port  captain  recommends  the  use  of  iron  pins  for  the  chain  Rhacklei 
clinched  at  each  end,  Tliis  recommendation  I  followed  for  one  or  two 
voyages,  but  each  time  my  chains  became  unshackled.  I  therefore 
recommend  pins  made  of  hard  wood,  with  an  iron  scupper-nnil  drove 
in  over  each  end ;  this  plan  was  adopted  on  my  last  voyage  there  and 
foxmd  to  be  a  safe  one,  as  I  rode  out  the  wliolo  of  the  aouth-west  mon- 
soon season  without  accident  to  the  shackles  or  pins* 

88«  POONAC  OR  POONACE,  is  cocoa-nut  oilcake,  and  is  nrted 
in  Colombo  to  feed  horses,  i^c.  It  is  somewhnt  similar  to  linseed  cake, 
and  is  seldom  imported  into  Great  Britain.  Two  ca^sks  of  pcmnuc 
transhipped  at  the  Cape  of  Good  Hope,  in  October,  18G9,  on  boai*d 
the  Union  Co's.  mail  steamer  Carnhnau,  measured  B3  x  21  x  21  inches 
and  weighed  2cwt,  2qr.  111b.  and  2  cwt.  Oqr,  231b.  gross ;  probably 
they  weighed  heavier  at  the  original  port  of  shipment, 

84a  PORT  OF  CALL,  Ports  of  Call  are  ports  at  wliich  a 
csharterer  requires  that  a  vesfeel  shall  call  for  the  purpose  of  receiving 
orders  for  the  discharge  of  cargo  at  the  poii  for  which  she  is  finally 
destined.  The  custom  has  much  increased  of  late  joavs  to  direct 
great  numbers  of  vessels,  especially  those  which  are  grain-laden,  to  a 
port  of  call  in  the  first  place,  in  order  that  fttcilitios  may  bo  given  for 
the  sale  and  resale  of  cargoes  at  any  market  in  the  United  Kingdom  or 
the  Continent  which  may  offer  the  greatest  advantages  up  to  the  latest 
period.  This  custom  is  fast  extending,  but  is  now  chiefly  practised  in 
the  grain,  seed,  and  sugar  trndcs,  Tho^c  engaged  in  any  particular 
trade  generally  agree  on  a  form  of  charter-party  which  may  be  best 
suited  to  the  peculiar  circumstances  of  the  case.  The  most  conve- 
nient ports  of  call  are  Queenstown»  Falmouth,  and  Plymouth.  Masters 
of  vessels  will  do  well  to  be  careful  that  all  thtwe  of  these  ports  are 
included  in  their  charter-party  as  ports  of  call.  If  Plymouth,  for 
example,  be  omitted,  and  the  vessel  be  by  accident  di-ivun  past  Fal- 
mouth, m  case  the  markets  arc  not  favourable  the  consignees  would, 
and  do,  cause  the  mastei's  to  go  to  Falmouth^  or  to  saoriBce  a  few 
days  by  giving  more  *May-days,'*  in  order  t<i  gain  time,  (see  Ad/^ms  i'. 
Ansalih>»  iu  tiio  aitiole  grain.)    The  custom  of  causing  vessek  to  oall 


'^•••••■••♦••.^ 


776 


STEVENS  ON  STOWAGE. 


at  porta  for  orders  has  given  rise  to  the  iiiBertion  of  an  increased  | 
number  of  lay-days  in  tho   chai-ter- party.     The  lay-days  usually 
conunence  to  run,  when  vessels  ai"e  at  porta  of  call,  firom  the  time 
of  the  return  of  post  from  the  consignees  (usually  London)  i^ter 
the  arrival  of  the  ves8el.     The  consignees  are  however  invariably 
advised  by  telegraph.     They  employ  at  the  ports  of  call,  agents  who 
are  skilled  in  the  art  of  examining  a  cargo  and  reporting  on  its 
condition.     The  master  should  require  from  the  agent,  who  presents  , 
himself  for  the  purpose  of  examining  a  cargo,  a  written  order  from  the 
consignees.     He  should  offer  every  facUity  for  the  examination  of  the 
cargo  throughout,  and  render  all  the  assistance  that  he  can,  as  the 
I  loss  of  a  post  or  a  tram,  may  cost  him  many  days'  delay.     He  should 
call  the  particulai'  attention  of  the  agent  to  the  state  of  the  hatches 
before  they  are  removed,  and  if  circumstances  render  it  necessary  he 
should  have  the  hatches  surveyed  by  a  professional  surveyor.     The , 
lay-days  run  until  the  day  on  which  orders  to  proceed  to  port  of  dis* 
charge  arc  dehverod  to  the  master,  or  on  hoard  his  vessel ;  and  the  I 
days  are  reclfoned  from  12  o'clock  at  night,  as  the  days  of  the  mouth.  [ 
It  would  be  well  for  masters  to  ascertain  at  their  port  of  loading  to  i 
whom  the  cargo  will  be  consigned,  as  delay  is  sometimes  caused  at 
the  port  of  cull  by  their  being  imable  to  name  the  consignees*     There 
are  also  ports  of  call  on  an  outward  voyage  to  which  the  masters  of 
vessels  are  directed  by  charter-party  to  proceed  for  the  purpose  of 
receiving  orders  as  to  the  loading  port. 

85a  PRESEBYED  MEATS.  150  ton  taken  in  at  Melbourne* 
in  August,  1BG9,  by  the  ship  Xor/otk,  Capt.  B*  Tonkin,  and  discharged 
ill  London,  in  October,  1860,  were  stowed  (with  general  cargo)  abreast 
of  tho  main  and  after  hatchways.  They  were  packed  in  2,000  cases 
made  of  common  deal  and  native  wood,  each  containing  twelve  6lb, 
tins,  preserved  in  the  usual  way,  and  148  casks  fresh  or  hghtly-cured 
beef  and  mutton  filled  in  with  hot  tiillow.  The  oases  and  casks  mea- 
Burcd  about  50  cubic  feet  to  the  ton  weight, 

86fl  KATTANS.  Although  shipi^ed  at  different  ports  at  vftrioua 
rates  of  freight,  according  to  the  requirements  for  dunnage,  Ac.  it 
oecutB  that  shii^s  are  chartered  with  rattans  alone  for  conveyance  to 
the  United  States  and  elsewhere.  From  Singapore  10,000  to  16,000 
ton  are  shipped  annually  (1870)  to  the  States  by  one  American  firm. 
Masters  should  be  ciu'eful  in  chartering  for  a  *'lump  ,mtti^''  to  stipulate 
for  Btieli  a  qimntity  of  stiffening  to  be  supphed  by  charterer  as  may 
be  considered  requisite  to  make  the  ship  sea* worthy ;  Banca  tin  in 
quantity,  is  desirable,  and  should  of  course  be  put  in  first,  a  portion 
being  kept  in  the  'Ween  decks  or  elsewhere  to  stow  towards  or  at 


RATTANS. 


either  end  of  Llic  skip  to  trim  with.  If  there  Bhoultl  be  any  question 
as  to  the  stabiHty  of  the  ve^^^el  and  the  quautity  of  ballast  required,  a 
fair-8ized  truukway  should  be  kept  under  the  square  of  the  main  hatch< 
8u  that  detul- weight  cargo  ur  ballaBt  may  be  put  in — no  potsitive  x*ule 
eau  be  given  as  a  guide  on  that  point.  When  laying  in  an  open 
anchorage  with  occasional  beam  wiuds,  it  would  be  advisable  to  set 
RaU  with  the  yards  braced,  and  fore  and  aft  canvas  well  set,  and  note 
the  number  of  degrees  of  ^'heel"  that  the  vessel  may  take,  observing 
oarefuUy  that  she  does  not  start  her  anchors, 

B7a  SALT — RuNcoRx,  Old  salt  sliriuks  very  little.  MorchantB 
deUvering  to  the  Tyue  and  Dublin  calculate  2. J  t>cent.  for  shrinkage 
of  old  salt,  and  6  ^  cent,  for  that  newly  manufactmTd.  Being  free 
from  hme,  Runcorn  is  preferred  for  use  for  curing  Newfoundland 
fish  and  meat.  Table  or  stoved  is  mude  up  in  lumps  of  50,  55,  iU\, 
80,  and  120  to  tlm  ton;  the  smaller  sizes  occupy  of  course  more 
space  in  the  hold  than  the  birger.  The  component  parts  of  ground 
rock  salt  used  for  agricultural  and  chemical  purposes  are — 

CWoriile  of  SrHllnm ....,.......,,,..        il"  ()►  cent. 

Cliloritlt;  of  PoUssitim ..,.,, 

Chloride  of  MjigUKiaiutu    .*.,, | 

Htiliih«it«  of  Lim<' * r  ^* 

Imolable  Mktiei ,,..,...,)     

katli  iif  common  SaIL — 

Chloride  of  SocUarn 02 

Witer • 8 

100 

SS*i  Four  clear  days  are  considered  snihciont  at  Gloucester  to 
load  a  caj*go  of  140  ton  of  salt. 

In  page  477  of  the  5th  edition  it  is  stated  that  *♦  fine  stove  salt  is 
generally  dmmaged  with  bricks,  itc."  This  shotild  be  avoided  as  bncks 
have  been  injured  by  contiguity  to  salt, 

89i/  HALTING*  A  ship  well  salted  is  allowed  one  year  longer 
on  the  first  letter  at  Llovds. 

9(kt  SANDAL  WOOD.  The  atowftge  is  Eimplo  but  care  must 
be  observed  wlieu  filhng  in,  especially  with  small  pieces.  Judgment 
is  re<[uired  in  ballasting  especially  if  it  is  convenient  or  desirable  to 
try  for  any  deck  loading ;  and  if  ore  ifl  not  obtainable,  sand  or  stone 
must  be  trimmed  and  kept  low,  and  the  largest  ruid  heaviest  descrip* 
tion  of  wood  put  iu  the  ground  iievfi,  and  worked  amidships,  witli 
lightur  stuff  in  the  wings.  No  gi'ease,  oih  hides,  or  gnano,  sJiould  be 
stowed  on  sandal  wood,  as  it  is  easily  atahicd  fmd  would  be  rejected 

5  F 


77B 


BTEVENJS  ON  STOWAGE, 


SAN  FRANCISCO- 

SCHKDl  LE  L 

BlTBft  or   C03UtXSU0?(£  AXTt  BROKABAGfif 
17WUU8   OTBXffVUS    A&RKMD 

Ou  noixliftMs  of  fltockftf  bonds,  kuil  nil  kinds 

of  teciintiM     ^ctNi.    2| 

Sdb  of  ftockm.  booiU,  und  6eciiritie«,  in* 
blading  rfeimtUucej  in  t ills  and  gtift- 

nml«e    • ,  - 24 

PareltftJ»«  or  sale  tpecie,  gold  dxuV  <bc.     1 
Bill*  of  exchange,  with  uidorsrnietit    3| 

Dittn  wilhoat  indamcmeiit    .<.»     I 

Indoraing  bilb  of  eicli.  wUeu  desired    UJ 
On  mIo  oI  mercluuorlifto  from  foreign  portst, 

with  guarantee     10 

On  i^ooda  receired  on  eoiwi(fmnent  and 

after  mthdmwn  on  inToice  coil   ..     2i 

Hoccipt  of  bill  of  liiiling  to  b«  considered 

frtini^olent  to  reci'ipt  of  goodt. 

ParcLitiie  and  Kbipm^^nt  of  merchandisei 

(fuuds  in  lirmdj  on  cohi  and  charges    5 

Ditto,  withont  f  und^^  cost  and  chargeiii    74 

For  collecting  and  reuiitling  delated  or 

litigated  nccounts 10 

CoUt^otiiig  freL;^Ut  by  vessels  from  domestic 
Atlantic  ports,  on  amount  of  freight  li«t 

or  charier-party 2i 

Colk'cUug  freight  by  vesiicla  from  foreign 

porta,  on  amount  coU<H:ted 5 

For  collecting  general  olaixtis    5 

For  coUecUiig  general  arcragQ,  on  the  ilrat 
$^OfOOO  or  any  smaller  amount    . .     7^ 

On  any  excess  over  t'iOfOOO 2i 

For  collecting  and  paying  or  remitting 
money  from  which  no  otber  commission 

is  derived 24 

On  purduM  or  sale  of  vesaehi . . . . « .     2i 
Eutering,  deftringaod  truisaeting  skip's 
bnifiness,  on  veaseb  with  passengers^ 
cargo,  or  from  foreign  ports : — 

Under  200  ton  rog ......#     50 

900to300 100 

S00to600 150 

500  ton  and  over     200 

On  vesii/jh  fn^m  domestic  Atlantic  portu, 

where  uo  other  coiiimi^flion  Im  earned^ 

according  to  totinago    ....   $M  to  *200 

For  dUbnrsements  of  vessels  by  eonMig- 

nees,  with  funds  in  hand    2} 

For  ditto,  without  funds  in  hand    . .     5 
Procnring  freight  or  pnasengers  » . . ,     5 
Chartering  vessek.  on  amount  of  freight^ 
acioxil   or  estimated ;    duo   when   the 

ebarterparties  arc  signed      5 

No  charter  to  be   considered   bitiding 
till  M  ineniorandum,  or  one  of  the  copies 
€if  the  charter,  htm  been  fligned. 
Giving  bond  when  attiiched  in  litigated 
oases,  on  amoimt  of  linbUity    ....     24 

Landing  &  re-ahipping  goods  from  veiseli 

ill  di*trtbi«,  on  ftivoice  value,  or  in  its 

abst'nc<\  on  murket  value  ...,,,, ,     '24 

For  reecivinji  and   forwsi'ding  goodn,  on 

in  voice  ajnonnt    ,,..,...♦  T .....  .     24 

EtTecting  iniiimuioei  on  wnt.  insared      4 


-PORT  CHABGES, 

TUr  f  ori'giiing  fominissiops  III' 
of  tt;c<keiii>ge  sad  e^ef7  «lii 
incurred. 
Urokerage — #1,000  and  nnder 
1,000  to  a.UUO  •. 
3^000  and  over     . . « 

SCHEDUUE  n. 

Measurement  goods,  p  moiitk, 
of  40cab.ft;  keavydo. 91  intone 
or  in  either  c|se,  the  ainoimt  actc 
Con^gnees  may  charge  by  wetgl 
snrement.  A  fraction  cI  a  moi 
charged  as  a  month. 

REOUl^ATIOXS. 

CoKCEBKINQ   nELlVSBT  OF  llSM 
PATMETTT  Olf   FUKtOKT,  d 

When  no  express  slipolation 
biU  of  ladiog,  goods  are  to  be  « 
as  deliverable  on  shore. 

Freight  on  all  goods  to  bo 
secured  to  tbe  satiifactiaQ  of  th 
or  confdgnee  prior  to  deli' 

After  delivery  to  the 
chandi^e  sold,  no  clainttfc 

ficiencyorf>^''"* ''  *5halH 

u t)less  miii] '  y^ ;  no  si 

6b all  be  ut!  :  t  co^^ds 

delivered  )i 

When   f 
expresittly  ftUi  ...  .,^  .,-.  f.  ., — ui 
in  n  specific  coin,  for^ij:pi 
be  reckoned  (lecordingto  the 
value  thereof,  and  paymeai^ 
in  any  U.S.  legal  tender. 

Where  foreign  bills  of 
Btipolate  that  freight  shall  ^ 
a  specific  coin,   then  the  «ame 
procnred,  if  required^   or  its  e 
given — ^the  rate  to  be  detennineii 
current  vslne  at  the  time  in  San  Fi 

For  tare  on  China  sugar,  four  p 
to  l>e  allowed  for  eaeb  mat  coni 
pockeUi  of  about  251b,  each. 

AU  other  rates  of  tare  are  to  be 
as  by  GUitom  in  New  York,  exc< 
otherwise  providod. 

ApponrTMEVT  of  Sctitstobs 
Afpraiskkb. 
In  all  CAse«  n{  avengt*  wbetheC 
or  particul.!'  r  cargo* 

tion  and  a[  i  i  nurveyofl 

praisors  ^huJ .  .  .. ,  i  upon  befli 
by  and  between  the  insured  or  c 
in  averajye,  orth<nr  repres*'ntativi 
one  W'l'  .        "   ^'  jUtiv 

the  jyi  dlj 

stood  U*  otr. 

all  parties. 

writers ahaii  [ji- 1  ajm  tteu to ceff 


SAN 


tANOISCO. 


COMMISSIONS  ON  SHIPS,  ftc. 


«f  ftaceiti  tmj  Bunreys  or  AimraUem<?nU 
nuifte  in  contravention  of  thin  rule,  bat 
itach  .?.H-.i.>L..nU  fthaU  bo  fbi»emed  to  ho 
wh  in  cbaricter,  mid,  m  nneh, 

0|>'  !  ^iii,  or  linljltt  to  be  rejected. 

^  No  ^liij'  c  uponter,  rijiRcr,  or  other  me- 
^  Amic,  who  mAv  hn\f  »tfrTcd  on  a  snrroy, 
1^4^  be  employed  to  innko  tlie  repairs  or 
«iy  portion  thereof. 

CoitictsftioNS  IN  Pahtial  Loss. 
AU  commiisiont  actunlly  pnid  in  a 
fareigit  luid  domestic  port,  shall  be  charge- 
ahk  Rs  h«r<itofore,  to  the  various  intcrusts 
Adjusted  upon.  Bat  no  other  coniinUaion» 
iball  bu  ch.irgcnbic  nf^ainst  iufliircm  on 
di»HarHement*  in  pFirtittJ  or  SRlvnge  loflfly» ; 
nor  in  tjcaerAl  ftronige*  when  »]ap  and 
cargo  belong  to  the  same  owntrs ;  nor  iu 
Any  othnr  cas^p  when  no  snch  comTnissionB 
h«ire  been  actmiUy  paid,  and  when  no 
ehurj^p  therefore  wofild  be  customary  or 
coUwtuble  in  the  ordinary  course  of  the 
buBlneiit  of  the  msared,  had  no  dianater 
occurred. 

POET  CH^BOES. 

Castoms  oalry  (foreign  vosbcIsj  ^  IS  00 

ClrarniicG .,..♦,  10  fW) 

QnnrAntino  olBcer  ....  gold  6  to  7  (Xl 

Tuuuji|L(u  dues,  f^tcm    ..  carrencj  60 

HoNpiUil^>Lnan  l^uiunlh  —  82 
Kccoiying  manifeat  and 

gnmiiiig  porrait    ....          —  I  50 

Snrrf^Ynr'-*  entrance  feea         ^  3  OCT 

T*";                     duties  tHon  —  80 

No ,.,.    t'nld  li  25 

Colli  .          .of  i'mi(jrjiutA      —  1  {Ml 

Oath      —  20 

Barbour  diint^  |»  Itin     • . . .      —  (H 

Cooaiik  foes  (foreign  foft.)      —  25  00 

DOCKAIIE    OF    VKfiflBt.8. 

Under  lUton ,.......••       1 

KUon  and  unilvr  3$    .««.•••■.*••      2 

—  m  a 

—  75 4 

—         KX)    ...,,.•,..,.      6 

100  —         150 7i 

ifie        —      S4XI 10 

21)0  *-  950  12| 

2S0  —  900 19 

«00  —  4aH)  ,..,.•  17| 

400—600  ..    *iO 

600  —  COO 21 

600  ~  70U  *.,.,, 24 

7lW  —  8U0  •.•.*.  M 

800  —  1000  88 

umo        —      nm  .,..».. «4 

nm        —      %5iui  ...»•«.*.•••    41 

WtO  —        1750    •.•-...  49 

17fi<i  —       tlOOO    ,,,,, 66 

2000  ^       2^)0    «.,«»  60 

2100  li>u  and  orer,  in  proportUm. 


Pilotage  inwardi,  on  vmisoIs  of  dOOtdii  attJ 

under,  $G  ^  foot  druft, 
OvL>r  500  ton  tl  X>  toot  and  4c.  ^  ton  reg, 
Ve«ii«lfi  mthout  pilot  pay  half  pUotitgc. 
No  t^xlTA  pilotage  agnttitit  otitwanl   bnttll4 

vcsisels  towed  to  sea  by  tiigi» 
Stevedore,  loacling  o&d  diaolbazfiag  6O0. 

ton  deli  v« red- 
Cm  in  mission  on  disbur^cmeotf  ^  cent*  2| 

'  CoinmLsHion  on  charters 6 

Inspectors  charges  over  l«y-d*ys   #4  > 

•t*day,  gold. 

Tolls  ok  TlStCLXt . 

Drawn  by  one  animal,  eaoh ctS^ 

-^       two  animalii     ..,.».« ^  •  •  &0 

—       four ,  100 

CaiUe  or  hor»es  for  inmsportiiiioii  .  JO 

SJieep  or  hofj^s    »..«*< t « « *  ■  II 

Extra  vehicle      Ha 

Haudcartfi  or  wheelbarrows     .«**«.  10 

Bulks  and  RKQULAtxoKii* 

Dockage  to   commcnee  upon  a  tmmI] 
making  fast  to  the  wharf,  ana  to  eoneln 
when  ibc  haola  out;  iho  days  of  I 
in  and  out  to  be  counted  &»  on 
Vesseb  loading  and  ballattiug,  half 
ahore  rates.      No  ailowanro  (o  b«  l 
for  Hnndays,  holid  v      ■■  -     r  aay*, 

OiitBid«  berths.  1:  reHhipn  or 

othervesselHrcceivij  1  irglng  cargo 

half  rates  of  dockugi. 

Vea&eLi  shall  rig  in  jib,  flying  jib  and 
Kpaiikcr  booiu»t,  vchvn  rerjaircd  by  whar* 
finger,  and  shall  al'o  haul  >ii  ebonge  bnrtha, 
at  their  eTp^^nsr,  hy  h\n  dirrr I  Ion, 

All  ^-  f,  and 

taken  1 '  con- 

*eyant'« ,    .  ^  ^tr. 

rlotl  l>y  the    1 
the  repnilnr  r  > 

li 

Tt  from 


Hi 

Oulv  ut  the  ikbL  ol  Qii'  owutu^ 

Ihe  foUowlni;  niUcleft*  «ih«n  Iniidod 
tip  ■  *'  -^  -'  ■■- *  -  n  mini  fig  nvrr  4§ 
li'  '  one  w&ek,  shidl 

I'": 

Lumber,  y  M  feet .•.•4.«..k.  #28 

llrick»»t*  1,000    ...*.,•     ili» 

Stone,  eotU.  Imn,  i<  ri^Mpi^ 

UnTi  general  mrt<  "tflU^^^ 

:  r 

a^'  .  

of  above  ratet  will  lie  maao. 


78U 


STEVENH  U.N    hlUWAGE. 


tM  unsaleable  and  thrown  on  the  sliip.    The  markets  of  Si 
and  China  arc  supplied  nlmost  euiu-ely  irom  Bwau  Kivi^r 
Australia),  upwards  of  8.000  toa  havinf(  bta^n  &hi}H>cd  direct  fr 
port  of  Fremantle  (Bwan  Eiver)  duriu*j[  the  first  &ix  months  oi 
Tlie  wood  vaiies  in  nizo  from  logtj  two  to  thi^ee  feet  in  circimif< 
weighing  4  or  5cwt,  to  pieces  of  two  or  three  pounds — which  hitt*: 
better  stowed  in  bod  places  or  cabin  luclct'rs.     The  pieces,  hirgc 
smalU  are  ntamped  iyn  both  ends,  but  perniLs^ion  is  frct^uently  givej 
the  convenience  of  stowage,  to  cut  a  certain  number.     Frei*fht 
on  the  weights  delivered.    Bills  of  lading  merely  state  number  of  i 
weightfi  iitated  to  l»e  so  much,  but  imknown.    In  the  event  of 
**  all  on  board  to  be  dehvered/'     An  ordinary  ehipV  crow,  un< 
Bupernwion  of  intelligent  officerti,  and  general  instructions 
captain^  could  btow  the  nhip  witliout  the  expense  of  self^styL 
vedores.     The  bnllast  would  l>e  stone,  «and,  and  lead  or  copp) 
or  flomo  of  each,  the  ore  only  being  shipped  for  England  via 
witli  a  through  bill  of  lading.     The  quantity  of  ballast  wouH 
with  the  build  of  the  veiiseh  but  a  ship  canying  a  quantity  ol 
crpial  to  her  register  tonnage  would  can-y  well.     Where  a  ship 
stiff  the  cables  could  be  all  rmiged  Jind  secured  on  deck  and  thi 
lockers  fiiJed  with  wood  up  and  down,   as  also  the  cabins  i 
covered-ill  deck  spaces.     Many  vessels  have  carried  also  partii 
loads,  and  there  is  no  evidence  that  exposure  to  weather  or  sea 
tends  to  deteriorate  the  wood  in  the  market.     If  the  wood 
seasoned  or  has  been  recently  cut,  there  will  bo  pi*obably  a  1 
quite  2  p^  cent,  in  weight  on  delivery. 

ma     SAN   FRANCISCO— Gr.un.     The   ship  Dt^vonjMrf, 

T*  S.  KuNNKDY.  belonging  to  Messrs.  Tkight  &  Smtih.  158,  Fem 
Street,  loaded  grain  at  San  Francisco,  In  1808,  sailed  De< 
22,  and  arrived  in  London  April  20.  She  registers  I,lB8to 
admeasures  20Rft  x  87*5  x  21*8;  'tween  decks  7 feet  8 inches 
The  cargo,  1,480  ton,  was  all  iu  bags  averaging  InOlb,  each  net 
gross.  The  dunnage  was  10  inches  in  the  bottom,  IG  bilgoB, 
boarded  over  all ;  scantling  8  inch.  The  lower  hold  was  full ; 
'tween  decks  there  was  a  space  left  for  soy  200  ton.  Shifting 
amidships,  fom*  feet  below  the  beams.  Six  days  loading;  dt 
20  feet  aft  and  2(»  forwiu-d.  The  cargo  inwai-ds  was  coal  froi 
South  Wales  ;  port  charges  altogether  1'1»130.  Pilotage  in  ^8^ 
(steam)  nm.  The  best  season  of  shipment  of  grain  at  Ban  Fru 
is  in  September  and  October ;  a  Inishel  averages  641b. 

02it     HCVTLYY.     Capt.  Ciuiile.s  Fry,  of  the  ship  Marif  Fi^ 
letter  dated  Bristol,  17  December,  1868,  to  the  editor  of  tlie  Si 


I 
I 

■      mei 
H       real 


Ofiutu^  says — I  have  read  many  of  the  letters  which  have  appctw-ed 
from  time  to  time  relative  to  scm-vy,  aod  of  the  recent  presumed  coxn- 
pulsory  remedies  which  owiiei*s  aod  masters  arc,  at  great  cowt,  cjiJIchI 
upon  to  provide.  I  douht  very  much  if  these  remaliea  will  have  the  . 
desired  effect,  and  will  state  the  result  of  my  two  last  voyages.  I 
arrived  in  England  m  December,  1805,  from  a  voyage  tt>  India,  ]mt 
from  Oalcntta,  with  a  crew  of  25,  the  voyage  exteudiiior  over  a  period 
of  16  moutliB.  On  aiTival,  two-tbirdb  of  the  crew  were  laid  up  with 
ficm*vy ;  some  so  had  that  an  enqiiii-y  was  ordered,  which,  so  far  m 
the  Bliip  was  concerned,  residtod  very  satisfactorily.  Tlie  provisions 
were  adjudged  good,  the  lime-jnicc  plentiful  and  of  good  (|ualiiy,  and 
the  accouimodatiou  ample  and  clean,  still  there  was  identy  of  scurvy. 
I  will  state  my  opinion  of  the  main  cause  hereafter.  Now  for  the 
Bccoud  voyage.  I  returned,  after  a  voyage  to  several  ports  in  Lidia, 
including  Calcutta  and  Abyssinia,  hringuig  home,  with  one  or  two 
exceptions,  the  same  men  who  left  England  in  the  ship,  hut  witlt  a 
very  diflferent  result.  The  provisions,  lime-juice,  trentment,  and 
m»conimodation  wore  precifioly  similar  to  those  used  the  previous 
voyage ;  aud  although  the  latter  crew  was  on  boanl  the  ship  for  a 
period  of  27  months,  there  was  not,  on  tlie  pnssnge  home,  one  man 
sick  for  a  single  hour,  nor  any  signs  of  scurvy.  In  encli  vnyuge  the 
men  had  abundance  of  fresh  provisiouh  in  port  al>road,  and  any 
reasonable  amoimt  of  money  advanced  to  supply  themseh*es  with 
whatever  they  might  require.  What  led  to  the  sickness  in  the  one 
e,  and  its  absence  in  the  otlier?  In  my  opinion  it  was  simnly 
lit  the  latter  crew  (mostly  Scandinavians — men  not  best  suited  for 
wtu-m  climates)  was  well  supplied  with  clothing,  whilst  the  former 
was  not.  It  appenrs  to  mc  that  the  remedy  most  required,  l>ut  not 
provided  for  ui  thu  hito  Act,  is  thib: — All  crews,  after  slupping  and 
before  sailing,  should  not  only  be  inspected  in  regm-d  to  tlieir  bodily 
health,  but  in  regiud  also  to  theh^  kit  of  clothes  aud  bediluig,  and  it 
should  be  compulsoiy  for  them  to  have  sufheiejit  according  to  the 
length  ajiil  nature  of  the  voyage.  What  is  the  present  htate  of  the 
case  ?  Many  shipmasters  wUl  bear  me  out  when  I  wiy  we  go  to  tlio 
Shippmg  Oilice,  ship  a  crew  of  supposed  A*B/s  for,  perhaiis,  a  two 
years*  voyage,  and  then,  having  been  a  few  days  at  sea,  lind  that 
more  than  half  lu^e  nearly  destitute  of  clotlies.  and  bedding  in  [mr* 
ticnlar.  Now.  is  it  reasonable  tn  expect  that  men  so  situnted,  and 
exposed  to  all  weathers  and  Ldinifttes,  constantly,  week  after  work, 
going  below  in  wet,  dirty  clothes,  and  seldom  changing  tlieni*  can  be 
expected  to  retain  their  health  for  any  length  of  time  ?  l*ertainly 
not,  aw  I  have  found  it  to  my  cost.  How  much  more  satisfactory  and 
pleasant  b  it  to  have  a  healthy  crew  than  to  have  ueaily  the  whole  of 


782 


STEMSNS  ON   STOWAGE. 


yom-  tiiuG  taken  up  prescribujg  for  ft  lot  of  weak,  nickly  men  9    From 
experieuee,   I  am  confident  the  main  cause  of  no  much  FiickndiSi 
espccijilly  scurry,  ariges  from  a  weak  state  of  health,  aud  au  ill-snpply^ 
.  of  pi-oper  clothetj  and  bedding.    All  extra  medicines,  water- closets,  and 
ventiiatorB  will  prove  of  no  use  unless  thiB  matter  is  closely  looked  into.' 

^S*i     SEEDS.     Capt.  BawdeNj  (see  mirabolinee)  says  that  on  the  J 
Madras  eou^t  needs  are  packed  in  a  superior  kind  nf  bag,  especially] 
niger  seed,  as  they  pierce  themselves  through,  and  being  of  an  oily] 
nature,  arc  very  slippery  and  run  like  quicksilver ;  if  once  tliey  Tnn 
there  IB  no  stopping  them.     When  stowing  it  is  necessary  to  mat  well! 
between  the  different  ^'oodKJ,  for  should  the  bags  burst  there  will  b*! 
les«  waste.    When  ttiking  sreth  out  of  the  lighter  wet,  cither  send  them' 
back  or  have  a  man  (merchant's)  from  the  shore,  with  spare  clean  bag« 
and  have  them  dried  iu  the  sun,  and  re-bagfjed  which  is  preferable  fori 
both  nhip  and  merchant,  to  semling  them  on  shore  again.     It  is  almost] 
impossible  when  much  surf  i.s  on  the  beach  to  get  through  thoroughly  ] 
dr>'  although  the  boatri  are  all  dimnuged  with  brush-wood,     A  goodJ 
plan,  when  the  lighters  come  alongside,  is  to  note  the  time,  also  whcuj 
they  are  discliurged,  as  there  are  frequently  great  disputes  who  shaill 
pay  demurrage,  which  the  boats  claim  if  not  discharged  in  their  proper 
turn,  or  any  considerable  inter\*al  between  two  boats.    There  are  some- 
times twenty  boats  alougbidc,  but  they  are  soon  cleared  if  weather  ia] 
fine.     A  ship  can  take  in  on  a  push,  after  a  couple  of  ground  tiers  ; 
kid  io  the  main  hatchway  (which  keep  the  dunnage  firm)  from  12  to] 
1,500  bags  per  day  till  they  come  to  Ming  iu.     A  httle  judgment  and  J 
care  is  necessaiy  when  loading  seeds,  for  if  a  little  trouble  is  taken] 
it  makes  very  considerable  diflterenco  in  the  amount  of  cargo  the  ship 4 
will  contain  or  stow. 

Mit  With  regard  to  the  freightage  of  seed  on  the  Madras  coHJ?t,  I 
Capt.  Bawden  says — 1  would  suggest  to  masters  choi^tering  in  Ceylott] 
to  beware  of  being  taken  in  (when  loading  on  the  ^ladras  coast)  aaj 
regards  the  ton  of  *20  cwt.  especially  with  giugolly  and  otli*  *     :uid  i 

particularly  for  Marseilles.     1  saw  three  masters  thus  as 

their  vessels  received  one-fourth  less  freight,  it  having  been  stated 
that  gingelly  was  only  5  ^^  cent,  inferior  in  stowage  to  i*ice.     Besides  ^ 
which  a  tender  vessel  is  liable,  with  seeds,  to  load  top-heav)*,  unless | 
the  master  keeps  a  good  stiffening  of  ballast,  such  as  stone,  &c.     The  1 
merchants  at  Bimlipatam  told  me  that  the  best  gfiiide  for  masters  was  i 
••  Stevens  on  Stowage/'  and  they  referred  with  much  satisfaction,  te 
your  tables  of  scJiedule  rates  of  the  weights  of  various  seeds,  and  the 
weights  per  bushel,  compared  with  measurement  tons,  and  of  the 
eil!»ical  contents  ol  a  \ou  ol  ^  cwt.  and  other  advice  regarding  seed^ 


SEEDS. 


I 


cargoes.  I  was  pleased  (being  a  Pl3mioiith  man)  to  hear  your  work 
80  liighly  epokeii  of.  At  Binilipatam  I  could  have  sohl  halfa-tlozeu 
coxues.  The  merchauts  there  had  not  such  u  book,  and  wore  very 
anxioti£r  to  get  miue,  but  I  could  not  oblige  all,  ho  parted  with  it  to  my 
own  mei'chant,  and  very  thiiukful  he  was  to  get  it.  Will  you  kindly 
Bend  your  latest  edition  to  thu  uartj  of  my  owners,  MeBBrn.  Blvth, 
G&KCNEy  Sc  Co«  15,  Philpot  Ljiue,  and  I  will  remit  the  cost  (*21a)  by 
post-office  order*  When  I  remarked  that  it  wa8  a  shame  to  take  a 
master  in  with  such  misrepresentations  they  said  he  should  have  looked 
at  Steveks  on  Stowage  before  signing  his  charter-party, 

95*1  SILK-^Japan.  In  1800-01,  9,055  pluuls  of  silk  were  sold 
at  an  average  of  ,^B72,  making  £870,5  IB,  while  in  1^67-8  the  price  had 
increased  to  ^741  and  the  total  value  of  0,845  piculs  was  il, 080,501. 
In  1868-0  the  price  had  advanced  stUl  fui*ther  to  jt^^OO,  and  the  exports 
12,400  piculfi  to  £2,252,666.  Since  1861  the  dollar  fell  from  5*.  2c/.  to 
ij»,^\iL  The  silkworm  suffered  much  in  1860  from  a  parasite  caUod 
'*uji"  maggot,  wliieh  is  annulated,  without  feet,  and,  when  of  full 
size,  sometimes  as  large  as  the  silkworm  chrysalis.  It  is  conjectured 
that  during  the  spring,  a  fly  deposits  on  the  mtilbeny  leaves  its  eggs, 
which,  being  eaten  by  the  silkworm,  become  uji  in  its  intestines.  After 
the  formation  of  the  cocoon,  the  uji  kills  the  chrj^salis  on  which  it  has 
been  feeding,  pierces  the  cocoon  and  renders  it  useless  for  anythinj 
but  floss  silk. 


OGit  SPAIN — Bn.BAo.  Bate  of  Exchange  at  Bilbao  and  Khip 
fmghta,  T!ie  Board  of  Tradti  have  received  a  dispatch,  of  which  the 
accompaning  is  a  copy,  from  her  Majesty's  eonstil  at  Bilbao,  relating 
to  rate  of  exchan;:'e  at  the  ports  in  that  consulate,  and  the  terms  upon 
which  vessels  ure  chartered  to  convey  cargoes  to  those  ports : — H.  B.  M» 
Consulate,  Bilbao,  July  10,  1860.  Sir.— I  )iave  the  honor  to  submit 
for  the  consideriition  of  the  Board  of  Trade  a  matter  of  some  import* 
ance  to  British  ships  trading  with  the  ports  of  tliis  consular  district, 
regarding  rate  of  exchange  and  payment  of  freights. 

My  attention  has  frequently  been  drawn  to  certiiin  dinrter-partiefi 
engaging  vessehi  to  convey  cargoes  fi-om  British  ports  to  Bilbao  aud 
San  Sebastian,  m  which  tlic  following  printed  clauMO  is  ijisertcd  :— 
**  Freight  to  bo  paid  iu  cash  at  the  exchimge  of  52  pence  per  Spanish 
dollar/* 

I  beheve  that  tlie  insertion  of  tliis  clause  couhl  only  bo  permitted 
by  shipowners  and  nnisters  iu  complete  iguonuioo  of  the  suhjuct  of 
exchange  ;  and  as  considerable  lobs  is  entailed  upon  vesKels  chartered 
upon  such  icrmH,  it  would  appeal*  desii'abio,  in  ti»<^  interest  of  Britij^h 
shippmg,  iliat  the  following  facte  should  bo  made  public : — 


k 


7H4 


STEVENS  ON   STOWACtE. 


Fifty-lwo  pence  to  the  dollar  is  a  rate  which  is  never  km 
it  ib  crjual  to  d2\  reals  t^  ^fit^rhuK*     Tlit^  rule  of  excha 
UieHO  ports  timl  Euglaud  for  many  yearn,  past  has  ranged 
ICK)  reals  1^  i*  sterling,  tuid  the  present  exchange  at  sight,  or 
is  about  905  realB  li>  IC  sterling. 

Every  nhip,  therefore,  which  of  late  years  has  accexitcMl  th 
tion  in  qnestiou,  has  been  subjected  to  an  imuecesgary  losfl 
freight  varying  from  8{  to  6  ^  cent* 

Tho  subject  is  one  which  oiu*  shipmasters  do  not  genera 
prebend,  and  I,  therefore,  beg  to  suggest,  for  their  protection 
that  the  clause  in  chartca'- parties  with  respect  to  payment  of 
tihoidd  be  simply — ''  Freight  to  be  paid  iu  cash  at  the  curreni 
exchange." 

I  have  the  honor  to  be,  Sir> 

Your  must  obedient  humble  servant 

f  Signed)        Hoback  Yoono, 


Fr»rud»a. 

Frmav*! 

ItolO 

35    ol 

1      11 

SSI   ol 

1      12 

s»  am 

1       19 

97  SoM 

1      14 

n  ol 

1       15 

47    ol 

5    0 


SPAIN FOBT  GHAEGS8  AT  MESSIKA. 

Afl  ^'UiteJ  in  1H4JK,  hy  Mr.  ClEoitoE  H.  RtCKAODii,  wftternuui^  iliip-ehiitidl«r, 

ikt  Mesiiiiuu 


Pilotitge  inwMfds  or  ontwariln  for  vessela  drnwing 

Ditto  ditto  .... 

Ditto  ditto  .,*. 

Ditto  ditto  ,,.. 

Ditto  ditto  ..,. 

Ditto  ditUi 

Pilotnii^e  from  15  Frencli  fecit  and  upwards,  5  franco  more 

per  every  foot, 
Entcrinij  nt  tLe  Cii«tom*Hotue,  and  stamps  lor  bill  of  I 

huliiig  i%nd  [niuiLfest  incltided «  J 

M(Kinii«;  Hihip , 

Gnvtriiincut  Interpreter  nt  the  Health  Office 

Two  nkidg  for  discharging  and  loading  cargo 

Bsiliaiit  ont,  ^*r  ton *•••.••.•••...««* 

Ditto  in,  per  tnn  nlonpwde  the  ressel   . , , ..*«.*.*.. 

Shiiigie  hnllost  in,  per  ton  alongside  of  the  rcnel     ..,*.. 

Auclionme  daes,  per  ton .«.,...•• 

SiUillury  dueSf  per  ton « 

CnNtom  Honae  clearance  and  contnlar  agent  for  ii)ap*a  t 

clearutieo    ..*... ^ 1 

My  attendjuice  for  tuuling  vesseb  not  npwardA  of  20l(ton  1 

re^ster  .« , 4 | 

I^hto  for  mailing  ve^^lii,  upward  of  200 ton  register     *. .. 

Ditto  for  KtemaerB ..•«......., * . 

Pretieul  W  \X\^  Qovemmenl  office*      ..»...«• , 


m)    0 


}   m  0 


SPIRITS. 


785 


,/• 


I 


97a  SPIRITS  &  WINES— Bordeaux.  A  sliip  821  ton  register, 
loaded  at  Bordeaux  and  Eochefort  in  1869,  for  Melbourne  and  Sydney, 
the  bhip  to  iind  dunnage  and  the  merchant  mats  if  required.  She 
had  a  depth  of  1*5  feet,  capable  of  etowing  fieven  heights  of  quarter 
catfkfi  (with  cases  of  brandy,)  and  tho  istevedoro  refuBcd  his  certilicnte 
unless  there  was  an  intervening  platform  or  **  fljung  'tween  deck'*  laid 
between  the  car^^o  in  the  lower  and  upper  hold,  the  cost  of  which  fell 
on  the  ship.  The  wines  of  Bordeaux  (dehcate  wines)  are  8aid  to  be 
injured  by  voyages  at  sea.  The  French  say  so.  Many  champagne 
wines,  hke  tlio  sherries  from  Cadiz,  are  known  by  the  names  of  the 
shippers,  uot  by  the  vineyards.  Pipes  of  spirits  (not  bogsheadH)  are 
liable  to  work  round  bung  down.  Masters  should  not  only  stow  pun- 
cheons bung  up,  but  get  a  certificate  to  that  effect  when  bhipped. 

UH«  Whiskey.  Ih  tbe  Appeal,  lloiiso  of  Lords,  iHb  Miiroli,  iHtnw,  .Mac- 
FAHLANR  V.  Tayi-or,  jt  wiiB  Slated  tliat  tbe  res|mndeDts,  in  1862,  required  u 
quantity  of  t'ohnd  whiskey  t^  Itsirter  m  tlie  West  Coast  of  Africn,  for  pnbii 
oU»  Jkc.  arid  the  Ht»iH-4hiiitt4  con ti acted  to  supply  20,000  gallr>usi,  colored  wUh 
burnt  Bii^nr,  at  U.4J.  \^  gallon.  At  Old  (Jtildbar,  early  in  IHG3,  Iheio  was  a 
ineny- 10 liking  among  the  natives,  at  which  a  qtiantity  of  the  whiskey  iu 
question  was  used.  About  one  odocjk  the  followiiig  moming,  Fano-o-Fanq, 
one  of  the  African  chioft*,  came  on  board  tlie  vessel  in  great  terror,  and  said 
he  tbou^/lit  there  was  poison  in  the  whiskey.  It  turned  out  tliut  it  had  been 
colored  with  a  preparuiiun  of  logwood  instead  of  with  huriit  su«^'ftr,  aud  th<3 
result  w^Ls  that  tho  sidivii,  urine,  aud  other  fcecietious  of  thoso  wlio  partook 
of  it  were  dyed  a  blood -red.  Thi»  cffeiit  greatly  alarmed  tht»  nativcu,  who  re- 
fused to  exchange  their  goods  for  such  spirits,  and  the  rcspoudt  nts  consequf'ully 
lost  the  fleasou's  trade.  They  aseessed  tlit*  dainnges  at  i;0,OiKj,  and  the  jury 
who  tried  tho  case,  found  a  verdict  iu  Iheir  favor  for  £3,000.  'J'he  quesiiou 
now  canie  before  their  Iord»hi|>»  upon  a  technical  point  of  Scotch  law. 

yOf*  Brandy— leakage.  At  Hristol,  July,  lt*o7,  iliLK*  sued  GuttuAnn 
for  X27  In*.  valuL*  o(  a  hog.^head  «it  brandy,  one  of  26  shipped  in  the  AIomtHj 
Star,  wliich  hnd  leaked  on  the  pai^sage  to  Melbourne,  whoro  tlu»  siirrcyorii 
-ffiated  thut  "  the  h^^ad  was  di'fectivti :  lusuuid  of  Ih^^  stavc^s  being  Htrui|;;ht 
flCVOBfl,  M  as  to  form  a  close  and  couiiiitct  head,  they  were  a  littlo  awry,  and  uiio 
was  too  shmt  to  tit.  in  tho  groove  of  the  vtut  stavt?."  Mr.  Ghkiuiid  said  tho 
cask  was  new  froui  L'haiexile,  and  had  heen  three  luonths  in  hond ;  hisdelivrry 
note  said  **  freij  of  all  charges  on  bourd.'  The  hill  of  lading  suid  "  slitp|Hid 
iu  good  order"  atul  "not  accouotable  for  leakage.*'     IMaintitl'  nou-tlutt«d. 

nuf.bui* 

rort— tt/rt/won  ftiiftvcrageyicU*     61i 

Sbftrr)' dad  Ti-at— a /*ttft     *. ., 53 

Madi^irtk  util  C»pft— a  pipf   * » 44 

Lniiim,  Ifutfellrii,  tmd  CarcjiveUo*-^*  ptpe  ,.♦,,«.,,,  57 

TttQeritTe — n  piiK   . , ,«,*.«*,#•«••*»••  i  •  f  ■•••  •  4t§ 

Marwda— a7>i;^     •«.•.*••*•••«•  t«  «<«« «•<»«•*•«.«  45> 

C\ajt\»'-%hog§head      »•••...•...••* ,  2i 

Hodc  ifid  Moiellv^ui  aani  of  30  KaJtoni 1& 


m             WIHE  MflAATTBES  TT8EB  BT  BIPJEBEirT  HATIOITS* 

I 

9iU««u 

UMm 

OtUmit 

tJtm 

1 

Mum. 

1 

Jtuhio. 

Heidelberg     .... 
Mayenee     ' 

O'fle? 

e-493 

2-3(K) 
1-868 

Tmin  .....•.«.. 

2*480 

2-076 

9-380 
7-657 

■ 

Nice 

Znricli 

0-481 

1-823    ' 

S^ilma, 

3L  aty. 

Mc:«fiina 

23-079 

87-360 

^^H 

Zurich 

0-433 

1*642    ! 

JSuckio, 

^^^H 

Madida. 

Venice    , . . 

2-8Sa     1     10800 

^^H 

Brui)      

0*700 

2-651 

^f*tT. 

^^^1 

MitMtdlo. 

0«iieva   

11-948         45-2-24 

^^H 

Fcrmm 

14*630 

55-378 

Si^ma. 

^^^1 

AUlhroJU. 

Ancona  .*...... 

•i'i'69B         85-917 

^^H 

mawmm  

16-990 

64-330 

Stog. 

^^H 

JVbyo. 

KouiKKliari^    .... 

0-378 

1  433 

^1 

OvUkim  ., 

42*798 

161-991 

Antwirrp     . .  4 . . 

0-726 

2-748 

■ 

Ohm. 

Sttkan. 

^^B 

BmU   

13-215 

50-026 

Am-^lerdam    .... 

5126         19403 

^^H 

Sweden 

»6'700 

139-019 

Stul*gtH, 

^^^1 

Dautzie 

3»'572 

149^7fi6 

Bninicn 

0-842           3-187 

^^H 

SUfMbnrg 

12176 

46-098 

Bmn»wick     ...» 

0969           3-669 

^^H 

O^a. 

Btmlsttnd  

1027          8-888 

^^^H 

Tri4!lt«    

Oldenburg  ...... 

H'942 
65930 

•249-5fia 

ZtiM     

r025    1 

3*888 

1 

VaL 

Ltibau  ..,....,.. 

62-487 

236-456 

Ketbci-latidf  .... 
J              Vtdtit. 

26-419 

UXHXW 

■ 

Pint, 

RoMiiia    

S-246 

12*289 

Scotlima     

0-447 

1*694 

Copenhagen  .... 

2-041 

7-7-26 

■ 

QwtHUn. 

1-913          7-241 

Caa»el     

2*160 

8-175 

OKitabnra 

1-290    ,       4-8H3 

^^H 

Qn^tatU, 

WiKmar 

1-913 

7241 

^^^1 

Manif     

28-789 

90-067 

Frankfort  ...... 

1-948 

7-378 

^^H 

Borguodj  

27-161 

1011*822 

CoIogzi« 

1-580 

6-980 

^^H 

Quart. 

VtUt. 

^^^1 

Lindan    

0-GOfi 

2-294 

Fraoco 

2017 

7-609 

^H 

La  Nienre  ,...., 

80-376 

115-000 

Hnrdrimx    .,,... 

1-896 

7177 

Quartia. 

13a}^ofiDe     *«..«« 

1*952          7U90 

^^H 

1   li-Jow* 

7-i6a 

27*181 

1  ■ 

1 

l(K)n    STEAM  k%  AK  Exunouishrr,     Rob^t  Wise,  steam-shiii 

■ 

^^Hhlliiit,  at  King^s  Lyxm,  says,  in  a  letter  diited  September,  1869,  and          ^^M 

addressed  to  the  Board  of  Tratle  : — I  liuve  hud  pructical  experieucc^  of           ^^M 

the  effeot  of  eteaiu  at  a  nominal  proB»urL%  on  board  a  wood  stojuti*boai           ^^M 

wLich  was  net  ou  iire  by  tlie  coal  iu  the  bunkern  iguitiug  Bome  hoiirti           ^^M 

after  the  veBsel  had  boen  moored.     The  vessel  wan  intcrujilly  idl  in  a           ^^M 

blaze,  io  yiieh  an  exteut  that  a  pure  flame  glared  from  the  tt»p  of  the           ^^M 

fiiDiiel  to  the  height  of  from  six  to  nine  feet.     PersoiiH  from  the  tdiore           ^^M 

were  eleariiig  the  decks  and  had  given  the  veesel  up  for  lost.   On  board           ^^M 

this  vesBel  there  wu*?  a  man-hole  hatch  directly  over  the  boiler.     This           ^^M 

hatch  was  removed  and  water  wa^  thrown  on  the  boiler  (it  being  very          ^^M 

788 


bTEVENS  ON   STOWAGE. 


hot  from  the  flames  passing  through  the  furnaces.)  The  wat 
converted  into  steimi,  which  penetrated  every  part  of  the  interim 
had  instant  effect  on  the  fire,  and  the  vessel  was  saved.  Thei 
doubt  that  steam  at  a  modemte  or  high  pressure,  generated  w 
boiler,  \\oiild  be  Biill  more  penetrating  and  effectual.  If,  ihi 
every  steam- ship  were  provided  with  a  pipe  attached  to  the 
chest,  and  conducted  by  the  sides  of  the  ghip  to  each  conipa» 
with  a  cock  or  valve,  so  that  in  case  of  iiro  the  cock  belonging 
compartment  could  be  opened  to  nJlow  the  steam  to  enter  (the  h 
being  battened  down  and  the  bilge  taps  closed  to  prevent 
tho  steam  would  very  goon  overcome  the  fire  and  completely 
guiali  it. 

101a  STAVES.  Messrs.  FEEorsoN  S:  Gray,  of  South  S 
writes  to  the  Shijfriitiif  Gazette,  1th  July,  1868, — oar  brig 
244  ton  rc^'ihtfi\  waisHmrtered  tbrou^'h  a  London  broker  to  pro< 
Memeb  and  there  load  a  full  and  complete  cargo  of  staves,  fo] 
Hartlepool,  ivX  i'lO  lOi.  ^^  mil Itt  of  pipe  staves,  other  dimensi 
proptirtioii,  ns  customary,  according  to  Custom-house  measui 
eertilicate.     She  discharged 

B&md staves,  equid  to    ...« 272        35 

Heftding  ditto   78        iS 


25311 
11,058 


Pipe  ditto 
Heading  ditto 


Total 


46 
16 


350      140 


TMien  the  cnrgo  was  looded  at  llemel,  the  master  made  complj 
hie  being  .supplied  vdi\\  ^o  few  pipe  ntaves,  but  tJje  shipper  tol 
that  he  had  only  14  nulle  on  board,  but  they  would  turn  out  1 
at  Hartlepool,  and  pay  upon  that ;  hut  upon  coming  to  settle 
witli  tho  ioeti\crs  of  the  citigo,  they  would  only  pay  upon  13, Vo^ 
making  a  total  freight  of  £'144  1^^.  IL/.  thereby  depriving  ujs, 
'consider  of  about  i'38,  as  according  to  the  London  and  Baltic  | 
rules  tho  miile  of  Bt^tie  staves  of  1,200  pieces  is  equal  to  20 1 
fir  timber ;  and  according  to  this  rate,  the  vessel  had  on  boar 
delivered  17^  mi  lie  of  staves.  We  have  written  the  receivers 
injustice  of  this  settlement,  but  their  reply  is  that  they  will  j 
more,  and  if  we  are  not  satisfied,  we  ct^i  go  to  law.  Your 
upon  this  matter  w^ill  oblige,  [The  editor  answers :  the  shi 
entitled  to  fixnght  on  a  full  itnd  complete  cargo,  ue.  at  i'lO  lO* 
of  pipu  staves.  She  was  not  wholly  laden  with  pipe,  therefore 
staves  would  have  to  be  taken  in  pi'oportion^  The  mille  of  r 
pipe  is  equal  to  20  loads  of  fir  timber.  Tho  Baltic  mille  stan^ 
1^200  pieces,  i^  e%ual  in  measurement  to  lt>i  loads  of  timber.] 


STEVEDOEE. 


789 


SniVEBOBEB'  CHABO£S  AT  BALTIHOB£,  U.S. 

C 

Ditcharffing  trou^  copper  ore,  and  general  cargoes,  ^  tofi  40 

3iig«r  or  moloMca,  ^  UogBheod 26 

jA>aJinff—Oii,  ^  barrel 10  to  15 

Tobacco,  ^  hogihcad 40 

CoaJ^  if^  ton    , ,..*...  iO 

FJo«r,    t*  bjuT«fl U  to  4 

Uraiii,  i^  1,U00 blshelM ..,*..  10 

Bomuige  wood,  1>  coni ^10  0 

KEW  YOBK. 


Coffee,  ^  bjig    .,....* a 

Tea,  %*  lou m 

Sugar,  t*  bogsbeud 30  to  34 

.   —     t»  boi  ..     10  to  11    1^  bag  ..  6 

LigUt  gootlH,  t*  ton 30 

Heav^f  gauibt   I"*  Ion    , , . , 41 


Flour,  i*  barrel * . . .  7 

Nwval  storpit,  rlUto  10 

Petroletiin  oil,  ditto 12 

CoLtoiJ,  compressed^  fp*  tialei  55 

Cottou,  by  hand,  1^  ba&it ^7 1 

Gniiii,  ^  L(|N>  boftbeU,  $0  to  ei2  ..  0 


SHIPPING   WEIOHTS  AND   MEASURES. 

WKcat,  {^  bUKbvl     UOlTi.       Oat* 

Indian  com  or  rye 5(jtb.       Petroletuii  oil  stows  7  barreU  to  Uie 

Barley 481l>,    |      register  ton. 


ft21b, 


NEW  YORK, 


List  of  PhLii»  i^ojjtod  at  n  stated  Meeting  ul  ibt-  Muster  Stevedores,  bdd  March  28,  ltM>7, 

J/ischuffing.  •  #  c 

(icuer&l  Liv4L  rpoiil  cargo,  ^  ton. .  0  dC 

Sagor  in  bogHhead^ » .  0  'i£ 

Mok^svb  in  bogAbeada     ,•.,.«*.  0  34 

—         in  tiercea 0  lu 

iSugar  in  tierces ,  * .  0  It 


UarrtiLb  roobvAse^ 

Liry  barrels    0 

Sugar  in  bose« 0 

Brjutilioft  ditto 1 

Tobaceo  In  bales \> 

Cotton 0 

Lead,  \f  ton  ...<........*...,*.  U 

Scrap  iron,  loose,  y  ton     1 

Other  iron,  ^  ton     * .»...  U 

LoRwood.  iSfc.  ^  ton    0 

U(o  eoniH.%  ^f  bag      <.  • . . .  0 

All  otticr  cotfee **.  0 

bugnr  in  bag*    0 

Salt  in  bulk,  ^  l,Um,  »muU  vea*,  n 
Salt  In  bulk,  ^  1,UU0,  Bbip*  ami 

bort^ucs,  ^  ton / 0 

Ditto  iJi  tacks,  F  ton 0 

Lumber,  {^1,000 f...  1 

Uidev  ditto ..t.^...  1% 

Saltpetre,  1*  ton  ...••■« 0 

Nickel  laiK' 0 


DUchmgiug, 

Guano 

Hg  iron 

Briiitjftone •  • « • 

Fruit,  ^  box      ***,., 

Ba^,  l^balu 

Malaga  f^uil,  |r  ton     * . . . . 

Sumac,  ^  bag , 

Marble,  )^  ton 

—  statoarj 

Riec,  t*  tierce 

Bramly,  ^^  ton 

Btove»,  ^1,U«U     

East  India  ^yirgo,  y  ton     * 

BalUat 

Cosl 

Uret^n  bidr<4,   ^  biindlo    ,., 
Tobaceo  in  hogftbeadi 

—  iuboaea  ••,«»^,aa««,., 
I«ard  in  kegs      ..••.,.»,.,tt..« 

Timber,  f^l,0oa 

Corn  iu  toekt 

Kauiabah*  .*••«**...«...««•* 
Pea nuta m  bogs  .*.«..».••«.#• 
Mahogany  and  maobittery.  p  toa 

Coal  oil  ♦•..». 

Ckr^solite,  Iptoti 


0    £01 
0     &0 


11    *25 
0    (>2 


U    W 


vt««9a*» 


7m) 


STEVENS  ON  STOWAGE, 


FEW  YOEZ. 


List  of  Fiiees  adopttMl 

BallAst,  j^  ton 0  45 

Coftl     .  0  50 

HagmbeAds  so^ar 0  50 

—  moLftSJiea     ........*.  0  60 

—  bark     0  fiO 

—  com  meal 0  2U 

Hoop  poles,  1*  1,000 0  9C 

Lumber.* 0  8(1 

Tierce»  of  aU  kinds *  * .  0  G 

Burrela  of  flonr *  0  4 

^VelbiMTcliJ    0  £ 

111  donblfikck  irttajic4s,  wet     ....  0  I 
And  nil  ntlicr  small  cargo  to  be 

ratt'd  HI  bturebi  at       .  , 0  i 

Shookii  and  hcailing,  ^  barrtft  . .  0  -1 

B  licks,  T=>  1,(XK) 3  i 

Hailroaa  tlcM 0  I 

Stowing  sliip  Uuj ber    3  « 

Asaorted  cargo  in  bugsbeadsi ....  0  *2'i 

Pipt?  Ktdves,  ^  1,000 3  S( 

Hkd.do 3  5( 

UrI.do.  * 2  ( 

Grain  in  biilk 12  5< 

Kegs  of  nailat  small  and  L&rge    . .  0  i 


>8Ui  March,  1869. 

Loading, 
Bales  of  hay « 

For  uU  graio  carried  from  bonis, 
or  bags  held  in  or  on  wkarf,  ex- 
tra charge  of  1  cent.  ^  biulid, 
the  extra  to  be  paid  by  aliipper 

In  Hingle-deck  vcisela 

Cotton,  I*  bale 

Ca^k.H  of  oil 

Boxcft  of  biicon 

BoxcB  of  <<agtir 

Lime.  \^  hoftshftad ♦ . 

Coal  oil  on  Dolawnre   , 

—       Schnylkil 

Loiipfooil,  ^  Con   

Ragx,  t^  bale * 

Goat  hkins 

TnindleH,  (^  1 .000 , 

Emply  litigHhcails     «« 

Empty  barrels •• 

Oileakt%^lon     , 

Havana  and  Califomiii  cargo  ^ 
1^  day  for  II le  men,  and  f 5  "^ 
day  for  the  uiast^jr  ^tevedure 

Miiehinery  by  the  day'^  work. 

to  rcsadit  iriih  tftttc  dt^k«. 


I02ii  STOPPAGE  IN  TRANSITU.  Slaipo\^aier8,  mastei 
brokers  arc  oftentimi'^  perx>loxed  to  decide  us  to  whom  goodj 
deliveralile  under  bills  of  Jadiiig.  The  practice  which  now  previ 
lUttkLug  two  svia,  renderf?  it  easy  to  present  a  second  endorsed  doci 
for  the  delivery  of  cue  Bhipmeut.  The  reason  for  having  twi 
of  bilJs  of  biding  most  be  apparent  to  all  actiuainted  with  meroi 
aJIairs  :  by  the  duplicate  copies  the  cargo  can  be  re-ansigned  to 
firm  at  the  port  of  dineharge.  by  way  of  stoppage  in  trftti»itn. 
if  a  mauufactiirei'  agrees  to  sell  goods  to  a  merchant,  and  sliij 
the  consignment,  fonvitrding  the  bill  of  In<ling  m  due  course^ 
Kubj^cquent  to  sbipmeot,  tliscovers  that  the  buyer  is  a  swind 
insolvent,  he  caii,  l)y  the  e\tra  copies  of  the  papers  referred  to, 
off  the  ondorHcd  bill  of  lading  to  another  house,  and,  by  this  r 
claim  the  cargo  at  destination.  Agents  and  shipowners  are,  thej 
beset  luid  threatened  witli  legal  proceedings  by  both  parties  to  ii 
of  biding.  WithhokUag  lawful  dehvery  of  nierchaudifie  is  ac 
pan  led  with  evilw,  as  actions  for  compensation  are  taken*  and 
is  often  detamed  pending  the  i^ettlement.  In  a  foreign  port, 
a  master  is  told  that  his  ship  will  he  arretted  and  held  to  bail  fo« 


STOPPAGE  IN  TRANSITU. 


781 


delivery,  by  two  claimante,  he  is  afraid  to  act.  It  is  true,  by  giTing 
up  the  goods,  lie  may  he  paid  the  carriage  thereon ;  Riill,  if  he  is  flerved 
witli  processes  oii  both  sides,  the  danger  in  not  lessened  of  having  to 
antiwer  BiiitH  for  loss  of  markets,  depreciation  in  values,  or  other 
similar  claims.  The  original  consignees  and  holders  of  first  billa  of 
Iruliog  ought  to  hv  the  parties  to  whom  the  goods  should  be  delivered  ; 
but  the  consi^mor,  by  entering  a  protest,  and  serving  the  master  with 
sufticient  notice,  frequently  causes  goods  to  be  stopped,  us  before 
mentioned,  or  handed  over  to  a  second  person.  The  skip  is  therefore 
made  an  intermediary  in  these  afFaii's,  much  to  the  ajmoyance  and, 
at  times,  the  expense  of  the  shipowner.  We  have  given  instances, 
oxi  a  furmtr  oceasiou,  wherein  second  sets  of  bills  of  lading  wore  made 
for  fraudulent  purposes  ;  and  the  recortls  of  our  criminid  eom-ts  have 
revealed  the  fact  of  cargoes  being  sold  a  second  or  third  time.  The 
preseutation  of  two  separate  copies  of  bills  of  lading  for  the  delivery 
of  goods  is  of  ordinary  occurrence,  but  each  case  has  some  distin- 
guishing feature. 

The  action  tried  before  Mr*  Cookbok,  iu  the  Supreme  Consular 
Court,  at  Constantinople,  the  details  of  which  were  reported  in  otir 
columns  a  few  days  ago,  will  serve  as  a  sample  of  the  ditKculties 
surrouudiug  a  shipowuer  or  master,  when  more  than  one  claimant 
applies  for  the  same  goods,  and  each  having  strong  grounds  for  de- 
manding possession.  The  cose  may  be  summarised  as  au  illustratioii 
of  stoppage  in  ttitnsitit,  Messrs.  Meyer  k  BuKOE,  of  Amsterdam, 
entered  into  a  contract  to  sell  the  Messrs*  Helian  Freres,  of  Marseilles,  ,J 
500  barrels  of  sugar,  and  these  were  shipped  on  board  the  British 
steamer  Dinna^  for  London,  for  transhipment  per  Monirzuma  (s.s),  to 
Constantinople.  Sklian  k  Co.  obtained  an  advance  of  60,CK)0  franca 
on  the  sugar  from  Messrs.  Hava  k  Co.  and  these  gentlemen  consigned 
the  mme  to  Messrs.  Lebet  ct  Fils,  their  agents  in  Turkey.  When 
the  goods  were  en  route  to  Coustautinople,  Messrs.  Seliak  Frkbks,  the 
purchasers,  beeame  bankrupt,  and  Mever  &  BtmoK,  as  unpaid  ven* 
dors,  telegraphed*  through  tlioir  agents,  to  Mr.  Lamb,  not  to  deliver  the 
sugar  to  the  holders  of  the  bills  of  laiiing.  The  agents  of  the  vendors, 
and  those  also  of  tlie  pledgees,  claimed  the  sugar  at  Constantinople, 
and  both  commenced  actions  for  its  recovery.  Mr.  Lamb,  therefore, 
the  representative  of  the  steam- ship  company,  entered  an  interpleader 
suit  in  the  Consular  Coiurt,  to  decide  as  to  whom  the  goods  should  be 
delivered.  The  contract  was  made  in  Holhind,  by  Dutch  subjects, 
where  the  first  endorsement  waa  made  ;  the  purch&sera  were  Frouch- 
men  ;  the  bills  of  lading  were  sent,  and  endorsed  to  a  French  firm  in 
Turkey  ;  but  the  goods  were  on  board  an  English  ship,  and  the  defen- 
dant to  the  suit  waa  a  British  aubject,  being  the  repreaentative  of 


702 


STEVENS  ON   STOWAGE, 


the  carriers,  and  the  holder  pro  tern,  of  tbe  goods.  The  la^ 
Eii£,4ainl,  France,  ami  Holhiiid  were  pleaded,  in  ^^unjto,  as  govei 
such  caaos.  The  Court  ruled,  however,  that,  by  the  Dutch  \m 
vendors,  Messrs.  Meyer  &  Bukoe,  had  the  right  of  stoppage  j 
also,  that,  by  the  laws  of  France,  there  was  no  valid  sale  of  the  \ 
at  Marseilles.  It  was  attempted  to  be  proved  that  the  pledge  wfi 
legally  couslituted  by  Messrs,  8eli\n,  inasmuch  as  in  the  endorse 
no  nieution  was  made,  according  to  Art.  91  of  the  French  Coe 
the  advance  of  money,  and  the  holding  of  i^oods  by  the  pledge^ 
way  of  lien  thereon  for  ropaymeut .  An  endorsement  passing  the  g 
it  was  argued,  in  reality  contstituted  a  mUe,  and  that,  therefore,  Hi 
&  licNcjE  would  thereby  forfeit  their  right  of  stoppage,  and 
have  to  fall  upon  the  estate  of  Sni^ttK  for  the  payment  of  their  con' 
^nth  liberty  to  claim,  under  the  laws  of  France,  from  the  i 
purchasers,  the  price  agreed  upon,  if  it  had  not  been  paid  over, 
(!ijurt,  however,  considered  that,  by  extrinsic  evidence,  the  pi 
imd  not  sale,  was  intended  by  MesHrs.  Selun  to  Hava  ^  Co 
that»  therefore,  by  Dutch  law,  Meter  &  Bunoe  were  bound  to 
to  the  pledgees  the  sum  borrowed,  with  costs,  before  they  cool 
claim  pOHHCssiou  of  the  goods*  The  sugar  was  to  remain,  subji 
this  decision,  iu  the  hands  of  the  agents  of  the  pledgees. 

It  is  witii  reference  to  biilf^  (if  latUng  in  such  complicated  cai 
these  that  a  shipmaster  is  called  upon  to  settle  a^  to  which,  acco^ 
to  his  judgment,  are  the  proper  parties  entitled  to  the  cargo.  Mr. 
was  attacked  by  counsel,  iu  court,  for  detaining  possession  c 
barrels  of  sugar,  to  the  injur}'  of  the  parties  interested  ;  but  the  • 
remarked  that  *'  the  rights  of  the  two  claimants  were  so  very  doi 
**  that  he  (Mr.  Lajhb)  did  perfectly  right  in  withholding  the  goods 
**  the  i>reHenter  of  the  bills  of  Ituling,  on  the  telegram  which  he  reo 
**  from  the  vendors,  and  bringing  this  interpleader  suit.  Fuf 
*'  while  I  fully  agree  in  the  opinion  expressed  by  the  resped 
*'  witnesses  called  on  behalf  of  Mr.  Lebet,  that  nothing  could  be 
**  destructive  to  the  security  of  credit  and  the  interests  of  trade 
"  a  practice  of  frausmittingtwo  different  sets  of  bills  of  lading,  end* 
**  to  different  parties,  yet,  as  in  this  pmi-ticular  case  the  second 
"bills  of  lading  were  transmitted  direct  to  Mr.  Lamb,  there  vf, 
'*  believe,  no  fraudulent  intention  ;  but  as  the  constructive  stoppi 
**  Meyer  k  Bunoe,  by  the  telegram  of  17th  July,  had  already" 
**  complete,  the  device  was  quite  u'^eless,  and,  considering  thai 
**  had  already  issued  other  billn,  payable  to  order,  and  ondori 
**  other  parties,  it  was  of  a  very  questionable  character.**  T^ 
shipowner,  his  captain  or  agent*  it  matters  very  h"ttle  how  reputabi 
transaction  may  h%  ot  ^%  to  tUo  honour  of  the  parties  to  the 


action*  A  telegram  from  an  agent,  purporting  to  come  from  a 
consi^or,  is  a  warning,  and  nothing  more.  It  is  Bimply  the  messen- 
ger of  wliat  is  to  follow  ;  but  snppoee  the  telegram  timis  out  a  hoax, 
in  a  master  entitled  to  hold  as  agaiiiKt  the  endorsee  of  a  bill  of  lading, 
on  such  an  unattested  notice  ?  We  should  say  that,  under  such 
circumstanceB,  the  master  would  be  hound  to  pursue  a  cautious  course 
and  take  an  indemnity  bond  against  all  eventualities.  Mr.  Lamb, 
however »  adopted  a  prudent  plan  in  submitting  the  case  to  judicial 
consideration.  It  has  been  recommended  that  only  one  set  of  bills  of 
lading  shoiild  be  dra'^vn  for  eacJi  consignment.  This  practicti  would, 
no  doubt*  simplify  mattci-s  ;  but  a  custom  prevails  of  drawing  sets, 
and  we  do  not  see  how  it  can  be  abolished^  without  prejudice  to  mer- 
cantile interests.  The  usage  is,  unqueetionably,  open  to  abuse,  and 
is  accompanied  occasionally  by  fraud.  If,  however,  the  rule  is  expe- 
dient, the  exceptions  must  be  mot  and  dealt  with,  as  they  arise,  on 
their  own  merithi.  A  shipmaster  has  to  look  hrst  to  his  lien  for  freight, 
and  next,  tliat  the  goods  are  dehvered  to  the  holder  of  the  endorsed 
bill  of  lading :  if  a  second  endorsement  is  presented,  steps  should  bo 
taken  to  free  the  ship  from  all  Uabihty* — 5/it///>tw^  Qazetle^  19th  Jan. 
1870. 

lOSrt  SUGAR,  at  Barbadoes,  is  brought  from  the  plantations 
into  Bridgetown  in  cars  dra^ii  by  bullocks,  and  then  rolled  on  tlie 
wharf  for  shipment,  where  it  is  lowered  into  hghters  or  ships'  boats 
by  a  small  crane.  Every  shipper  of  produce  has  a  crime,  for  the  us© 
of  which  each  ship  is  charged, 

104^/  Lighterage  for  sugar  is  at  Iv.  ^  hogshead,  three  tierces  being 
calculated  equal  to  two,  and  eight  barrels  ef[nal  to  one  hogshead.  The 
weight  of  the  hogshead  averages  between  18  and  2(5  cwt,  (gross) ; 
tierces  from  10  to  l^cwt ;  and  barrels  from  250  to  3001b.  Some  of 
the  large  hogsheads  are  47  inches  in  diameter  at  the  bilge. 

\i\m  Stevedores  are  employed  to  stow  the  sugar ;  their  estab- 
h^hed  charge  is  1$,  }^  hogshead,  and  smaller  casks  in  the  same  pro- 
portion, as  before  mentioned  for  hghterage ;  and  they  iind  and  pay 
their  own  men — Bometimes  having  four  gangs  of  them  (six  in  a  gang) 
in  the  hold  if  the  sugar  ia  coming  alongside  quick.  The  ship'j>  crew 
have  quite  sufficient  employment  in  lieav^ing  the  casks  on  bojird  Irom 
the  lighters,  and  lowering  the  same  into  the  hold  ;  the  sliip^b  long4)oat 
being  employed,  with  three  of  the  crewi  bringing  o^  ^ugai*  at  the  same 
time. 

106^1  The  rule  for  dmmage  is  five  inches  on  the  floors  and  nine 
at  the  bilge  for  sugar.  Molasses  is  geueridly  cousidtired  to  bo  5  |^ 
cent,  better  aa  a  cargo  than  sugar ;  with  iho  former  a  ye^ol  will  load 


794 


BTEVEKS  ON   STOWAGE. 


deep,  whicli  is  not  the  case  with  the  latter^  miles b  the  vessel 
for  the  trade  and  has  a  p;reat  number  of  barrels — which 
generally  to  be  obtained.  Molasses  it^  shipped  in  puneheons  d 
110  gallons,  and  the  average  weight  of  the  same  is  12  cwt.  Set 
casks  are  sent  on  board  and  then  cooi>ered  (half  of  which  is  ( 
to  the  ehip)  before  they  are  placed  in  the  hold,  where  tliey  are 
empty ;  the  casks  are  then  bedded,  qiioim^d,  and  blown  befort 
filled — the  filling  is  done  by  means  of  a  hose  filled  by  starting 
at  the  hatchways, 

107a    Dnnnage,  wood,  and  spars  are  scarce  and  dear; 
proceeding  to  Barbadoes  should  be  well  provided  witb  tlie  U 
A  vesBc!  loading  molaeses,  and  not  having  dunnage,  staves  m 
pnrchased  for  the  same,  which  are  sold  at  JJ40  ^  1,000  (1,200 
given  as  a  1,000) ;   8,000  would  be  reqnired  to  dunnage  a 
Vessels  going  to  Barbadoes  should  be  provided  with  two  pi 
double  screws,  four  crowbars,  two  purchase  blockB,  falls,  Ac 
derricks,  and  a  much  :  their  boats  sliould  also  be  provided  with 
and  sails  (the  long-boat  in  particular)    for  droughiog  the 
Primmjf :  sugar,  quarter-casks  and  barrels  Ad,  hogshead  (id ; 
quarter-cask  4.d,  barrel  2d  ;  logwood  ixl.  ^  ton  ;  rum  6t/,  ^  pim< 
molasses  6d,^  puncheon*     Lamihyj  Tttre :  under  8  cwt,  141b.  j 
8  cwt.  and  under  12,  1  cwt ;  12  cwt.  and  under  15,  1  cwt.  1  qr. 
15  cwt*  and  under  17,  1  cwt.  2qr  ;  17  cwt.  and  npwai'ds,  1  cwt»  I 

I08a  Much  of  the  sugar  produced  at  St.  Kitts,  is  «ent  for 
ment  to  Antigus,  which  is  a  prefenible  place  for  loading.  It  is  i 
brought  In  droghers  (fore  and  aft  schooners)  of  about  100  ton, 
have  to  go  alongside  a  wharf  to  exhibit  their  cargo  to  the  cm 
officer,  unless  it  happens  that  he  is  on  board  the  loading  ship, 
island  of  Barbuda  sends  most  of  its  produce  to  Antigua,  tJ 
chorage  and  depth  not  being  good  at  Barbuda,  where  Bintish 
of  from  200  to  800  ton  ouly  load,  while  at  Antigtm  vessels  of  1,0 
will  find  good  anchorage.  Dunnage  is  not  plentiful  in  Antigua  i 
mangi-ove  grown  on  the  island  is  generally  used,  but  it  is  advanti 
to  the  ship  to  take  her  own  dunnage  with  her.  At  Porto  Bil 
planting  season  extends  from  August  to  March ;  the  crop  is 
over  in  July. 

109ft    At  Pemerara  the  stevedores'  charges  are — 

BtroAB,  liogflbcods,  each     ,....,...,.,,..*      90  eentf . 

—  tierces 16      „ 

—  bmrreli      ..4,,..*.. ,, ,,        8      ,, 

Rum,     puncheona ..,      16      „ 

—  hogthead*    .,...    12  or       8      „ 

HjxQ  ol  «cf«^  Ixn  &  ^«ett«A  %&%tAti  t«^ter  . .  dl5 


SUGAB. 


TO6 


110^1    At  St,  Jago  de  Ctiba  tlio  stevcdoreB'  charges  wre — 


Sugiir,  hciR^head, 

—  biiriil* 

—  Uem?» 

—  boxoA 
Jintn,  puncbiODif 
Coffee^  Ito^iitioadi 


»... .fttoh 


Coffee,  barrcifi    .....,•..,••••«. 

—       bags 

Cocoa,  bus     * S 

Tobttcco,  baka    « 8 

Mahogany,  I*- log     18 

FuBlic,  $1  H^  ton 

Labooragc,  #2  to  2|1^  man  ^  day. 


Sbipm altera  receive  n  copy  of  tlie  harboar  ndes  oq  their  arrival. 

C0HMIS3I0KS  AT  6t.  JAOO   DE  CUBA. 

For  procuring  n  fringht  for  veaieU  luriving  in  brdlaat  5  ^  cent. 

Dittot  with  CRTHO 21  „ 

Collecting  of  fn?lgbt  2*  », 

Dbbumem&utM  of  reft«elA  with  fniidB  in  hand    ......  3|  «, 

Ditto,  wilboat  f imtU 5  ,, 

On  invoipi's , , , , , ,  ♦  3^  ,» 

SftliH*  biilf  generally  returned     ,...,.....*.....,.  5  ,, 

For  guiur^mtct'  on  &aies,  u«U  ciuik    ...,..,.,..,.•,,  2|  ,, 

In  accepting  freights  from  Cuba,  it  should  he  bomo  in  mind  that 
cargoes  of  mohissen  and  honey  nro  not  so  profitable  as  jjugar,  for 
224  ^'ullons  ut  lOtt"^  are  reckoned  equal  to  1  ton  English,  but  niolassea 
being  heavier,  and  honey  ^till  more  so,  than  sugar,  it  may  be  eafaly 
RRBinned  that  the  gallon  18  equal  to  12Ib,  which  gives  for  a  ton  of 
2»24t»lb.  ftbont  2,70Ulh,  Icavhig  tims  an  ovur* weight  of  400  to  60015. 
}^  ton,  for  whieh  no  freight  is  paid,  the  ton  being  calculated  in  gallons 
as  already  meutioned. 

The  Sftipi^itnj  Gazette  of  17th  October,  1868,  says — that  on  dig» 
charging  a  cargo  of  Cuba  sugar  if  a  large  tjuantitj' of  drainage,  all  in 
good  order  in  found  in  the  'twemi  deek«,  it  is  the  master 'b  duty  to 
supply  labour  to  scrape  it  np  (supposing  the  dehveiy  is  over  side), 
and  the  consignee*s  place  to  iind  packages  to  put  the  drainage  in :  if 
he  docs  not,  the  master  may  .supply  and  charge  cost  of  packages. 

\IU  Bahia  Charter-parl^  and  Sugar.  Vessels  sailing  for  the  Bra- 
zils are  oftrn  freighted  for  the  voyage  out  and  home,  for  which  the 
freight  is  unually  paid  after  the  discharge  of  the  return  cargo.  Tlie 
charter  party  bboidd  be  examined  carefully  (particularly  if  the  vessel 
be  dentiijed  for  liahia),  as  it  generally  coutaiiis :  *^j'reujht  mil  be  paid 
(1*8  \i}K,  or  i*4)  ptt  nt'tt  (on  nf  Mnjur  in  anst*,  delmred  letiffht,  other  tjoodi 
in  itropiirfiou,  ftccording  to  Unhiti  Table  Hate."  According  to  thist  rate, 
the  ship  is  always  the  loser,  as  a  vessel  actually  taking  HOO  ton  of 
hca\'y  goods  receives  freight  irom  Balna  only  on  2ilOtou.  The  Bahia 
Table  Rate  being  always  to  the  disadvantage  of  tlie  tihip,  owners  are 
advtzed  to  get  all  the  information  poMhible  about  the  pc»rt  for  which 
their  ships  may  be*  chartured.  Captains  n^ceiviug  cargo  in  Bahia 
should  take  cfue  to  have  inserted  iii  the  charter-party  **lJrazilian 
products,'*  else  they  may  be  sure  to  rocelve  a  cargo  of  palm  oil.    Cedar 


im 


STEVENS  UN   BTUWAQE. 


woo^  in  blocks  is  not  yet  fixed  in  the  imiS.    The  first  ebipmeit 
was  made  by  the  Mnrffareth  and  received  at  50  ciibic  feet  per  t( 

1 12a    India,     To  siiiieeise  the  jiiice  from  the  caoes,  in  seven 
of  India,  two  bmall  wooden  rollers  close  to  each  other  are  em] 
Another  foi-m  of  dugar  mill  is  on  the  piinciple  of  a  mortar  and 
The  pobtle  is  rubijed  against  the  canes  (cut  into  thin  bUc€8 
hand) — a  troublesome  operation— the  moving  force  is  two  oxea 
pressure  is  so  imperfect  that  a  large  amount  of  juice  is  left 
causing  a  loss  at  the  very  outset.     The  juice  is  boiled  in  pans 
over  an  open  fire,  and  is  made  into  tjoiyr  by  the  poor  cultivators 
gotw  is  purchased  by  persons  whose  biminess  it  is  to  remove  imp 
froni  it,  and  produce  sugars  of  various  qualities,  knov^Ti  by  the 
of  Khur,  DoolOj  Gurpatta,  and  Doborah.     Khur  sugar  is  ti 
Bengal  by  pouring  goor  into  coarse  gimny  bags,  and  pressing  b€ 
bamboos  lashed  together,  until  80  to  40  (^  cent,  of  it  is  forced 
the  ^hape  of  molasses,  or  sugar  that  will  not  crystahze :  the  i 
is  khur,     Xinsphool  or  tine  Itbur,  i^  made  by  repeating  the  aboi 
cess,  which  causes  a  further  portion  to  be  separated.    Doolo  or  D 
is  made  by  pouring  goor  into  open  baskets,  holding  two  ov 
mounds  each,  three  inches  of  wet  grass  being  placed  over  th( 
the  molasses  drain  through  a  hole  into  a  vessel  placed  unJei 
As  soon  as  the  grass  is  dry,  the  upper  part,  deprived  of  the  mu 
by  draining,  is  scraped  off  with  a  knife  to  the  depth  of  two  o| 
inches,  and  fresh  grasB  applied.     When  diT,  a  fresh  portion  of^ 
is  scraped  off,  and  tliiB  process  is  repeated  till  the  basket  of 
emptied.     TJie  scraped- off  sugar  is  placed  on  mats  in  the  sun  ^ 
When  wel]  made,  doolo  is  dry,  hght,  and  sand-coloured.     ^ 
chuna,  or  gurpatta,  is  the  refined  sugar  of  India:   it  is  mj 
boiling  khur  with  potash  temper,  which  removes  the  impiu-ities 
skimming  it  in  filtered  through  a  cotton  cloth  and  boiled,  thenj 
into  earthen  pot:^,  and  as  it  cools  it  forms  crj'stals  of  white 
The  syrup  which  drains  from  the  pots  is  boiled  with  fresh  goo| 
an  inferior  sugar  is  produced  caEed  jerannee.      Gurpatta  atii 
bright,  clean,  and  dry,  and  keeps  weM.     Doborah  is  of  superior  q 
to  gurpatta,  being  a  good  white,  dry,  and  well- cry stalized  sugaj 
ia  made  from  doolo  instead  of  khur.     It  resembles  the  crushed  t^ 
sugar  of  European  manufacture. 

In  the  north-west  provinces  of  India  the  sugar  can©  is 
planted  in  March.     The  tare  on  China  sugar  at  San  Francisco: 
for  each  mat  contaiaing  four  pockets  of  251b.  each.     The  white 
sugars  of  Java  arc  URually  packed  in  **  ki-anjangs"  of  about  iM 

llBa     PhiUippine  Isles,     The  barque  i.r/y  of  I>mv,  398  ton, 
R.  n.  LuxTon»  bdoii^ki^UiMi.W-  F.  Moore,  Plymouth,  loaded 


i 


707 


at  Bo  Ilo  (one  of  the  Phillippmd  Isles)  in  1869.  She  is  1^  feet  long 
on  deck,  27  broad,  and  17  feet  deep.  The  duanEigei  bamboos  covered 
with  bamboo  matst  waa  2  feet  0  iiiehe^  in  the  bottom,  carried  weU  up 
the  bilges,  and  3  inches  in  the  aidei^*  The  sugar  was  in  mat  bags, 
averaging  about  8Cdb.  each,  tare  1  to  21b. ;  they  were  carried  right  ui> 
to  the  main  hatchway,  sloping  off  foreward,  where  there  wat  con- 
siderable space  leftj  and  aft,  with  Uttle  space,  to  meet  tlie  build  of  the 
ship  and  keep  her  in  trim.  She  trailed  Mai'ch  25thr  and  on  putting  into 
Plymouth  for  orders  September  tith,  there  was  a  settlement  of  the 
cargo  of  three  feet,  owing  partly  to  drainage,  but  chieiiy  to  com- 
pression. On  departure  her  di-aught  was  aft  17  feet  7  inches,  fon^'ard 
16  feet  6  inches — her  best  trim  at  sea ;  with  iiVS  ton  of  coal,  16  feet 
and  17  feet,  when  in  dm-k  at  Cardiff.  Port  charges  in  and  out  at  Ilo 
Ilo,  25  cents  ^  ton  (Customs  part  of  which  was  probably  repaid). 
Pilotage  in  and  out  jf!14.  The  season  of  shipment  of  sugar  extends 
fi*om  October  to  August,  but  the  chief  months  are  March,  April,  and 
May. 

The  intake  of  the  Liltj  of  Jhvun  was  629 J  ton  nett ;  the  out-put 
590+.  There  was  thus  5  ^  cent,  loss  by  drainage,  evaporation,  waste, 
&c.  The  tare,  as  accepted  by  tlie  Custom-house  authorities,  was  Bib. 
^  bag  on  410,  2tb.  f-  bag  on  28,880  bags,  and  5lb.  on  each  of  the 
baskets. 

The  delivery  at  the  Albert  Dock,  Liverpool,  was  as  follows : — 


8«^a8,79&li««»    

Osoai 

Xau 

1          Nsrr 

ewi. 
517 

a 

20 

curl.        q. 
11428        2 

29 

SMbtdnts 

m 

1 

u 

26 

2 

3 

M 

1 

*  ! 

Sw«*plii«»     ^... 

% 

0 

8 

4 

0 

19 

« 

8 

17 

UHft 

% 

• 

Mti 

% 

IS 

1  iisdft 

t 

n 

The  deUvery  in  London,  in  October,  1B6D,  of  the  barque  CtMnml 
Quern f  belonging  to  Mesaro,  Dm  Futrox,  Booth.  &  Co.  also  from  Bo 
Do,  was  as  follows  : — 


Turn     

Kett  deltT«r«d 
S«|wii  «rood     . . 


ewt, 

IS.l'JO 
42S 


18,001 


968  cwt 


The  oett  weight  of  the  sugar  shipped  was  918  ton.  The  loss  by  drain* 
age»  &c.  was  therefore  httle  over  1  \^  cent.  The  smaUneas  of  the  ioas 
caosod  by  the  very  good  quality  of  the  sugar.    In  some  places 


TEA. 


799 


thin  slabs,  sbe  di*ew  20  feet  6  inches  aft»  20  feet  foi-ward;  her  best 
trim  Hay  18  feet  6  inches  ;  with  1,400  ton  Cardiff  coal  tiO  feet  0  inches. 
She  arrived  home  December  31.  Her  port  chai^ges  on  tho  roiunl  were 
at  Plynionth  outward  (400  emigrants)  4*200;  Mtilboumo,  inchiding 
comnuKsion  {lea\ing  in  liallast)  .i'500;  NewcaHth^  N.S.W.  going  in 
to  purchase  cargo,  dii>cUargi>  ballafttt  load,  kc,  comraiBsion  on  purchase 
of  coal  4*270  ;  Shanghai  six  months'  port  charges,  commission  on 
Hale  of  coah  pilotage  mid  towage,  compradores  bill  for  crewn  food,  ite. 
and  ballast  ^516  ;  Foo  Chow  there  were  no  port  charges  they  lieing 
paid  at  Sliaii^hai,  commiRt^ion  5  j^cent,  on  4!4,500  frei^dit,  stevedores* 
for  stowing,  towage,  Ac.  i'BOO.  The  season  of  shipment  of  new  teas 
at  Foo  Chow  in  dm*ing  May,  June,  and  July ;  and  for  the  American 
maiket  September  and  October. 

niSBUBSEMBITTS    AT    MELBDI7EKE. 


CtititotnB  over-time     5  11     o 

Im.  Aiient  for  feed  of  i-rnipmnti* 

tpn  days  i»ftfr  lurivnl  »..,  12  IR  (1 
Vicloiiu  Rnilway  Co.  for  cou- 

vcyiiif?  f'OiigTunts  Hob*oii'R 

Bay  to  Mdboamo  .*..*,..  12  It*  G 
l*iTt.LKN  forrurtftKc  niiigranU' 

trttnkH.  A'c.  to  dep..t  7  IS    0 

lihchf*ri^JiU  clerk   for  tnkiniL^ 

iicc^onnt  n(  carRO  Iiindtel  . ,  V2  0  0 
Sttrtf7ort  nvt'rloc»kiu|ij  cargo..       4    4    0 

Noting  prat<>st     0  10    6 

l''^ntttf?P  ui  l,19f*  ton  ftl  fijf/  . .  a2  0  6 
TonoAge  ilueft  4&.  ntl-  .,  59  19  0 
PUotapii  nnt  do.  at  f*hd  , .  Wl  9  € 
Do.  two  rtiinovftlM  iu  Hob«ou'ft 

Buy  ttt  1(/.  t*  Ion      ..*.,.„       9  19  10 


<.  om.  tolli:?ctinjT  £H91I  U.  1(>/.     4i     9     (J 
Do.  tnuiHnctmg  <mugr«Btft'buji- 

im?*!s 10  10    0 

Kntfrinpt  *  clearing  Ciiitom»'      5    5    i) 

Advertininif 0  17    H 

Frenh  wnter  on  lenvijig Ill     2 

Wfttcbin**n  whUe  ditickiirgun};      o    2    0 

At  tlie  pier * 

Sbippinff  fee«  A&d  c^KirRefi  di<^- 

chartnnp  A:  engaginR  HJintn       5  15    6 
Collins,  Hlevtdorefr/rjlischAr- 

KinKl,OtKMon i4  12    0 

BfjWAS,  for  ItBtnn  bnlJjiMt   .«     85     n     (i 
Elwohthy,  tut<'her,  inclndijii;^ 

liii'Ht  for  4' III  ill  ran  l«  two  dAy* 

AtiH  rrew  while  bx  port  ....     47     r*    i» 
TaRHudMD*iBiiYioicft....     80    7    6 


AT    NlWCAaXLE,    N.S.W. 


BoftlJD^n  Altendiiig  Klup    1    0 

Shippifijz;  office  fees    (\  Mv 

Tonnri«P  dutui »  29  19 

PUoiu^e  in  And  ont     45  19 

Simum-tog  in  nnd  ont    45  19 

Freili  BiMt  and  B«a  flock     . .  25    0 


£  4 

C«->ia  bftukctii  for  loAdijiK    * . . .      2  10 
Wood,  tnkinu  out  44Hton  HaI- 

b^r^t  mid  leading  HO(»toncoAl  lOl  5 

P<itty  expenntw 2  S 

Coiumivslon  on  pnrrbaM*  cottl    "3}  0 

K  ri tiering  and  cl^ATirigCufttoDiA      3  3 


AT    8HAH0HAI. 


DijieliURlnx  eoil  And  bAllAfltinfi 
with  398  ton  »bingle  nnd  ILHI 

mud ♦597  m 

ConsnVH  fee \  50 

M.HlicAl  Attendftntc    - . . , .      1.1    0 

Tclrgrnm  to  Engbind  to  owners      12  EM) 
vitaUop  in  And  one  fftnovnl     . .     217    0 
8uppUi9A  And  ftore^  itvbile  in  port    lOiS    2 
TowAgi^  In  And  out  from  And  to 
mooring S80    0 


Port  elmrgPM  for  n\\  monthR     . .     584  27 
Petty  tKpf'nifeii,  pOKtAgei,  Ite.  f  27 


Tbr  ^  wrt»  rqttfll  to  7*'  rent*  of  ■  tAcl  of 
100  cont»  ;  tho  lud  waa  r(|TiA]  to  Ox.  Off/ 

Tlir  <*r>niniii«^inii  on  wjil**  nf  ri»Ai  by  broker 
wni  l^ii^nl.  And  the  duty  on  \hn  coaI 
rqnAl  (o  1 1^  rt^ul.  luori'  in  tli^^  VAliie  of 
the  cool. 


800 


STEVENS  ON  STOWAGE. 


AT   FOO    CHOW    FOO, 

I  c. 

Compnidore'sAceoaiit  living,  Sec* 

2imr>tithii     , 400  n 

Towit^ufi  in  and  out  to  sea    . , . .     500  0 

Bumpan  attending  the  iship  . , . .       4G  0 

PUntagt^fl  in  and  mil  . .  * 176  0 

Crildiit^  tliciiteniMid  figure-hMi4  27  0 
Caulking  the  bends  and  part  of 

tnuin-deck 'JO  0 


Ship  chandler'*  at^cotmi,  tar, 

BCedicat  aiton dancer    

Stevedore  IcTt'llins  balla?«t,  atnir 
ing  t,76l  ton  Um,   finding 
ilnnnnge  iind  labonr   

Bferehjuit'fl  eommUslon  on  botni 
freight *.*.«. 


\llfi  Macao.  The  burque  trnmimr,  Capt.  T.  8.  STOCKii 
lon^iog  to  Me8tir«,  Devitt  &  Moore,  left  Macao  9th  Not.  186 
68€  ton  (of  42  feet)  of  tea,  consisting  of  1»807  chests,  200  hal^ 
and  18^517boxeB,  with  OOi  ton  (of  50ft.)  of  Canton  matting,  coi 
of  762  rolls.  She  had  100  ton  of  shingle  ballast  and  the  dunni^ 
eisted  of  Canton  Bmall  cone,  shipped  as  dunnage,  for  an  alleg 
ficieiicy  of  which,  on  deli%^ery,  a  claim  of  £0  10.*.  was  ma 
refused.  As  there  is  always  a  deficiency,  masters  are  reconu 
not  to  sign  bills  of  lading  **  aocoimtable  for  qimntity  deHvered» 
(rm.wwr  is  142  feet  long,  28' 5  broad,  and  17*5  deep;  so  la< 
drew  14  feet  6  inches  aft ;  her  host  trim  at  sea  is  on  an  even 
with  660  ton  of  coal  shipped  at  diferent  places  in  Sydney  and 
she  drew  16  i  feet  forward  and  16 1  feet  aft.  Her  port  ch^ 
Macao  were  about  £1  ^  ton  on  the  whole. 

118rt  Mats.  Canton  matting  is  gbipped  all  tlie  year 
chiefly  at  "W^ampoa.  It  is  in  bales  and  rolls  varying  in  lengi 
two  to  six  feet,  and  averaging  501h.  in  weiglit.  It  is  usually  1 
to  Europe  in  the  'tween  decks  amidsliips,  clear  of  iron  beami 
cheons,  and  ties,  and  in  stowing  should  be  treated  like  biili 
By  proximityt  Canton  matting  will  injure  preserved  ginger  ill 
It  is  frequently  brought  in  tea  ships  ;  see  the  Grmmert  in  th| 
tea.     A  ton  for  freight  60  cubic  feet. 


Packages  I  Fockagei 

Size  of  roll 

'  Length 

Meamtremont 

in  a  ton  of  in  a  ton  of 

•10  feet 

50fe«t 

Cubio  feet 

3-4 

40  yards 

3-6 

11 

U 

44 

,, 

4*S 

H 

10-4 

A-4 

») 

6-0 

n 

H 

64 

72 

5-6 

7 

W^ht  Tainted.  An  imponant  trial  regai-dmg  a  cargo  of  dam 
took  \Anve  Dec.  20  and  ^il,  1H(>9.  at  tlio  Couit  of  Common  Pleas,  b 
I^mn  Chief  Jcstpje.  Ilie  ship  WemifM  Caiih,  beJoDging  to  Mesfifi 
ik  Co.  which  registers  700  ton  and  mi-asurc.^  18:1  X  'U  X  17  0  feet. 
Koo  chow  foo  in  IHOS,  sailed  in  June,  and  anived  in  the  docks,  L 
October.    On  deli^erj,  l\i^  t^mv^'t^,  '^««6C6.  Ohakdi  Jt  Co,  of 


TEA. 


801 


sisted,  t>iit  a  QonimmsioQ  ha\nng  boen  sent  to  China,  found  thiLl  tlie  stevedore 
employed  had  proQoimced  the  hold  unfit  for  its  reception,  having  beeu 
'*  cleaned  and  dressed  with  keroaine  oil  which  was  not  drj%"  but  the  mato 
peraisted  in  having  the  cargo  stoflred.  Meantime,  bills  having  been  drawn 
against  the  eargo  for  l'8,t>n<\  and  th^  tainting  having  been  admitted*  a  con- 
joint Taluation  was  nmde  of  the  1,1)72  packages  as  a  guide  for  the  Bubsequent 
settle raeiit,  viz  :^ 

317     half-chests    1/9  to  1/JO  ^  ft, 

270     chests 2/2  ^  tB. 

257    chests    2/1  ^  tti. 

2m    ohests    2/1  to  2/li  W  tb. 

816    chests 1/8  ^  lb. 

BO  that  if  the  tea  had  been  sound,  it  would  liave  been  worth  £\\,S79  10*.  2d. 
gpoea;  it  realised  at  auction  £6,580  U.  lOd.  nett,  the  gross  amount  being 
£6,665  lU.  Od.  The  differeuce,  £2,796  Hf.  id.  was  the  amount  claimed. 
Defendants  paid  XlJOO  into  «ourt  and  alleged  that  the  tea  hiid  not  been  sold 
judiciously.  For  the  plaintiffii,  Mr  John  Evans  (Messrs.  Evans,  MCim  Jfc 
Co.)  stated  that  the  tea  was  divided  into  nine  breaks  (or  chops)  and  that  two 
samples  were  extracted  from  each  break  ;  the  two  were  mixed,  and  the  mixture 
taken  as  the  sample  of  the  break ;  the  eighteen  samples  from  the  nine  breaks 
thus  formed  nine  samples.  Upon  the  discovery  of  the  tiiiiit  the  tea  was  re- 
sampled  and  the  same  taint  was  found :  fifty  eh(?sts  in  each  mark  were  ex- 
amined—perhaps  490  altogether,  P>ery  cheat  was  marked  either  with  figure 
2*  fair  condition,  or  1'  not  c|uite  m  good.  The  price  of  the  tea  wb^n  sound 
was  2/2 1  it  realised  1/tt  ^  Jb.  DefeDdaoti  objected  to  the  mode  of  marking 
for  auction,  as  the  marks  were  not  to  be  relied  upon  :  there  ih  some  ditticulty 
in  testing  a  large  quantity  of  tn^a.  Mr.  C.  W,  Goroon  I  Messrs.  Ewxur  &  Co.) 
stated  that  the  sense  of  smell  becomes  deteriorated  and  less  acute  as  the  duty 
progresses,  A  sample  from  each  chest  wns  placed  on  a  tray  and  he  smelt  it 
and  marked  ita  condition.  Three  samplea  were  placed  before  him  at  one  time. 
Qeserally  three  men  were  engaged  in  drawiog  aamphts,  sometimes  five.  The 
operation  is  rapid  and  vvas  conducted  in  the  usual  way.  He  could  not  depend 
upon  hts  own  marks  after  the  re-inspection ;  he  examined  nearly  409  packages. 
A  good  handful  of  tea  is  taken  out  of  each  chest. 

Messrs.  Mofiatt  k  Co.  bought  150  chests  from  Messrs,  SAiipaoN  &  Co.  to 
whom  they  paid  ^  ^  cent,  brokerage.  Fart  of  this  lot  was  purchased  by 
Elliott  at  !/lJ  t?"  Ih,  The  priro  fiaid  by  Sampson  &  Go.  at  the  sale  varisd 
from  1  '.'Jj  to  1/i  p  tb,  Mr,  W.  H.  Kujorr,  of  Bethual  Green  Hoad.  said  he 
bought  fiO  half  cl)e»(ta.  'J1ie  puoph^  at  Hethnsl  Green  do  not  like  the  taste  of 
tar  any  better  tlian  tho^e  at  the  Wf?^l  End.  Some  of  the  tra  was  tumod  out 
for  four  or  live  davs  and  he  piit  with  it  some  orange  ^flavored  pekoe,  which  is 
nm(]  for  mixiug  only;  it  varies  from  l,fi  to  3/*  <)^  lb,  [Mr.  Hawkins,  Q,C. : 
That  would  produce  a  smell  betweeu  tar  »nd  orange  Hower— laughter]  Wo 
sold  this  tea  at  2/H  |^  ft^,  the  price  we  bought  at  was  in  bond.  Turning  out 
depreciates  the  quality.  The  judge  thought  that  every  chest  sliould  bavo 
been  turned  out  as  there  was  a  differfmci?  of  from  Xi  to  X^  m  the  valtK^^  but 
it  was  stated  that  Itirning  would  deteriorate  sound  tea  to  the  extent  of  from 
U,  to  M.  r  lb. 


80i 


STEVENS  ON  STOWAGE, 


For  Uio  defence,  Mr.  Bowter  (with  others)  stated  that  if  Bold 
the  teft  would  have  made  a  mucli  larger  sum.    When  testing  he  p 
hand  in  the  chest  up  to  the  ^^Tist.     With  a  crowbai*  the  tea  can  be 
better.     He  does  wot  stir  up  his  tea  with  a  crowbar  (laughter.) 

The  jury  found  for  the  plaintiffs,  witli  damages,  i'900,  in  a 
•CIJOO  paid  into  court,  making  ^2,000  in  alh  During  tli©  trial  it 
that  evoi7  one  who  had  a  catalogue  is  entitled  to  draw  a  sample :  hd 
to  8«nd  an  equivalent,  wWch  must  he  near  the  mark,  but  is  not  pla< 
chest  until  the  sale  is  over.  If  high-class  tea  is  tainted  it  is  deprecii 
in  price  than  lowclass  tea.  When  more  than  a  third  of  a  break  is  1 
sound  it  is  treated  as  an  *' all  fank*'  parcel  On  turning  out.  th( 
have  a  scale  ranging  from  a  half-penny  to  4t/.  t^  It*,  Wbf>n  tea  is 
is  always  turned  out,  but  not  when  tainted.  If  there  had  been  a 
warehouse  and  six  chests  were  damaged,  the  whole  parcel  would  be 

Tertn$  used  b^  Tea  Broken  (at  this  trial) 

2'  fair  condition. 

1*  Not  quite  so  good. 

P  D  Part  damaged. 

0  S  Odd  smell, 

Sea-daiuaged  tea  is  not  marked  0  8. 

T  Stands  for  taint. 

X  Shews  that  a  chest  has  been  turned  out. 

S  Otlt  l^feans  sound  atter  being  turned  out. 

120 ft    A  CliinGBe  ship  or  junk  is  seldom  the  property  of 
dividual— TiBHfllly  ten.     The  hulk-beads  by  wliich  her  ten 
are  foimed  consist  of  stout  plaoks,  bo  well  caulked  with  chr 
bamboo  shavings  as  to  be  completely  water-tight.     Much 
stowage  tB  of  course  BUBtained ;  hut  the  Chinese  exports  nsuall 
tain  ft  coDBiderahle  value  in  small  biilk.    The  leakage  made  bjj 
was  (in  1870)  baled  out  with  buckets  from  the  diflforeui  divil 
oompartmeots  ;  the  Chinese  seem  at  that  period  to  have  no  id* 
advantages  of  a  pump.    When  ouce  a  junk  strikes  on  a  rock 
she  is  wholesale  plunder  for  all  comers  ;  it  is  stated  to  be  Ua 
of  the  Chinese  that  their  Joss  (god)  has  sent  them  a  No.  1 
and  they  seem  to  take  instant  advantage  of  the  opportunity. 

121fe  TIJ^IBEB.  Logwood  shoidd  be  kept  from  getting 
dampness  causes  the  wood  to  turn  black,  and  the  dye  is  thea 
duced,  especially  when  in  the  leakage  in  the  ship*8  lee  bilge.  ] 
of  the  Jamaica  charter-parties  there  is  a  clause  preventing 
from  cutting  (for  stowage)  more  than  5  ^  cent,  of  the  cargo 
than  three-feet  lengths.  As  the  wood  generally  comeH  alonj 
lengths  under  six  feet,  it  is  impossible  for  the  master  to  cut  i 
The  iniertion  ol  i\iia  ^\B.Ta.%fe  ^q\M  W  avoided.    The  facts 


TIMBER. 


SOS 


¥ 


* 


h 


to  b<5  that  as  logwood  is  tisctl  principally  for  dying,  it  becomes  necea- 
sary  to  pass  it  through  the  jawti  of  a  machine  which  reduces  it  nearly 
to  du3t.  Each  pieco  put  into  the  machino  leaves  an  unsawn  part  in 
the  handa  of  the  machinist,  whether  it  is  long  or  short.  This  is  said 
to  be  the  reason  why  long  pieces  are  preferred  to  short.  The  cost  of 
sawing  hy  maoMne  may  be  13/-  ^  ton ;  the  sawing  of  the  remnants 
by  hand  may  cost  30/-  ^  ton. 

122a  In  Bome  docks  the  fractional  parts  are  not  connted,  thus 
where  the  exact  measiirements  of  Norway  timber  arc  3 J  thick  by  11} 
wide,  others  2|  by  7i,  are  taken  as  3  by  11  and  2^  by  7.  This  con* 
tingency  should  not  be  forgotten  when  chartering » 

123a  It  ia  always  desirable  to  stow  laace  wood  in  a  sugar  8hip» 
ft8  the  steam  from  the  sugar  materially  improves  and  xiTeserves  the 
colour  of  the  wood.  If  stowed  with  other  cargoes  it  requires  to  bo 
kept  well  ventilated,  or  it  will  turn  dark  and  a  bad  colour  when  exposed 
to  the  air  on  being  landed. 

VMa  Green  heart  varies  in  weight  per  foot.  Demerara  60tb*  3oz, 
cedar  ^211),  larch  -15lh»  Biga  lir  481b.  r2oz,  oim  GQlb.  8oz,  beech  BOlb, 
and  ash  681b.  8oz.  Those  are  fair  averages  of  green  timber.  The 
tape  measure  is  10  Jp-  cent,  less  than  ealiipor. 

125rt  The  schooner  Princess  of  Walest^  134  ton,  Capt,  W,  Garner, 
belonging  to  ^Ir.  J.  Tred^vinj  of  Padstow*  loaded  timber  at  Minatitlan 
in  the  GulJ"  of  Mexico,  which  port  t^he  left  Itlth  Feb.  1869.  8he  is 
92'C  feci  long,  22-6  broad,  and  11*3  deep.  Her  cargo  consisted  of 
199  measurement  tons  of  mahogany,  cedar,  and  fustic,  and  she  carried 
43  serous  of  indigo,  200rb.  each,  in  her  sail  room..  Mahogany  on 
the  skin,  on  battens  two  inches  thick,  to  preserve  a  water-course ;  the 
comers  of  the  balks  were  kept  weE  off  at  each  end  to  prevent  injury 
to  the  skin ;  stowed  in  tiers  according  to  length  sai  1  size ;  the  balks 
were  wedged  one  against  the  other,  and  upwards  against  the  beams 
to  take  off  the  strain  of  the  deck- load.  The  cedar  was  intermixed 
with  the  mahogany ;  and  the  fustic,  in  short  pieces  about  two  feet 
long,  was  used  for  broken  ntowage.  As  a  rule  indigo  is  brought  home 
in  serons  in  the  ship's  cabin ;  it  ia  packed  in  mats  covered  with 
bullock  skins — the  hairy  part  inside  and  stitched  with  hide  thongs. 
The  water  in  the  river  Goazacoalcos  is  drinkable;  provisions  aro 
moderate.  The  night  dew  should  be  avoided  ;  when  fever  and  ague 
prevails  moderate  doses  of  quinine  are  given.  Vessols  of  14  feet 
draft  can  go  over  the  bar  at  the  entrance  to  the  river ;  the  bar  extends 
a  little  over  two  cables  East  and  West,  and  is  above  100  feet  broad ; 
it  does  not  shift.  The  heavj^  northerners  break  right  across  the  bar. 
There  is  no  Ughthouse,  and  as  the  land  lo  the  vicinity  is  one  ridge  of 
sand  banks,  with  treou  here  and  there  so  much  alike*  it  is  diiicult  to 


^^     sand  ba 


TIMBER. 


805 


Id  June,  July,  and  Augnet,  salmon  ftbomul,  and  can  be  obtained 
in  a  lesser  degree  all  tbrougb  the  winter  ;  the  prico  of  a  151b.  aalnion 
in  tho  height  of  the  Beason  at  Victoria,  is  1/6,  Cod  and  hen-ing  are 
also  very  numerous. 

The  chief  economical  woods  are  the  oak  and  the  Douglas  pine  or 
yellow  fir,  which  is  Bometimes  150  feet  loug  and  can  be  squai'  i  46 
inches  for  90  feet ;  it  makes  excellent  timber ;  this  is  the  tree  of  the 
colony,  and  is  by  some  called  Oregon  red  pine.  It  grows  abundantly 
over  the  whole  colony.  There  are  saw  mills  on  the  island,  and  two 
also  at  Burraid's  Inlet  on  the  main. 

Buirard's  Inlet*  is  about  80  miles  north  of  Victoria ;  it  is  a  port 
of  entry.  The  inlet  never  freezes  over ;  when  ice  is  formed  it  is  not 
sufficiently  thick  to  impede  navigation.  To  supply  the  mills,  lumber 
men  proceed  into  the  forest  all  the  year  round,  and  cut  down  the  larger 
trees,  which  are  then  pared  and  thrown  into  the  water  where  they  are 
taken  in  charge  by  steam-tugs,  and  towed  to  the  mills.  The  specific 
gravity  of  the  timber,  when  dry,  is  about  the  same  as  Memel  deals, 
but  if  the  lumber  is  cut  when  the  timber  is  green  it  weighs  heavier. 

The  standard  thickness  of  the  Inmber  is  one  inch,  but  other  thick- 
nesses are  supplied  to  order*  T.  &  G,  flooring  is  prepared,  among 
other  descriptions  from  1  x  •!  inch  to  1  x  6  inch,  under  B(3  feet  long. 
Timber  is  sold  at  per  miUe  super  (t.tf.  1,000  superficial  feet  of  1  inch 
in  thickness)  equal  to  83"4  feet  cube.  Owing  to  its  softness  and  the 
facihty  of  working  it,  this  lumber  commands  a  ready  sale*  Even  at 
San  Francisco,  where  there  was  an  import  duty  of  20  ^  cent,  in  1868. 
it  competed  snccessfuUy  with  lumber  from  the  Puget  Sound  mills. 
Hundreds  of  vessels  are  employed  between  Ban  Francisco  and  Puget 
Sound  and  Burrard*s  Inlet,  in  tho  timber  trade. 

Vessels  lay  alongside  the  wharf,  where  they  are  nndistnrbed  by 
either  the  tides  or  the  weather,  perfectly  sale.  Moody  has  two  miUs. 
a  steam  and  water  power  mill»  capable  of  cutting  80,CM>U  feet  per  24 
hours  ;  when  necessary  they  work  night  and  day.     Stevedores  can  bo 


*  Begurdlug  tho  nAngftticiii  to  Bummiao'i  Inlet,  Cftpi.  8.  Maclkak,  of  tbo  btrqno 
MartUIait  in  imting  to  MMirt.  PaiSDLAimsn  &  Co.  Bau  Frmnciieo,  16tU  Norc«mbc<r,  imi, 
ny^^Uj  paaiago  ooeopiad  seren  dajt  to  Fuok  Siroita  ind  wren  lo  BariYmt*  Inlet,  I 
■topped  novli«r«  iod  did  not  omploj  •  «t4»m-tag  or  pilot.  Mj  cargo  conAUl^  of  4U>.0i:iU 
feet.  TIi(^  harbour  b  lafo  and  incxpensiTo.  Gftpt  Albkkt  Moruc,  of  Ujo  Swodibh  brig 
JSidofit  writing  to  Mr.  Spietkh,  8an  FraucUco,  tmdtjr  date  lOtL  hlay,  ISBS,  tayfe— The 
nnvigAtion  np  here  Li  not  wone  than  tn  mmty  other  phicui,  and  it  i*  not  noGouftrj  lo 
employ  «  tng-boat.  Cftpt.  Wm.  J.  Look*  of  the  ihip  Chehta^  wriU»  nrid«r  dnte  .HItt  July, 
lS<^f  to  Mes»ra.  S.  P.  Moody  &  Co.— Wc  were  II  dayi  from  Sui  Yj%i.twiwf%  %n  Viotoruit 
and  thieo  dayi  thence  to  liurrard'n  Inlet.  HAYing  loaded  XaxX  year  «t  Paget  Sound  I  And 
that  my  expcnifiv  do  not  amount  to  one-third  of  what  they  w^re  there.  Tho  crew*  here 
an  free  from  the  temptation  of  a  grog-ahop  and  no  idlen  we  allowed  aboat  thi*  place. 


TIMBER, 


807 


Vessels  bcmnd  for  Nanaimo,  Sooko,  Buirrai*d*s  Inlet,  Ac.  can  obtain 
pilots  or  steam-tugs  at  Koyal  Roads,  close  to  Victona.  If  boxuid  to 
Burrard'a  Inlet  they  proceed  through  the  Giilf  to  Eughfih  Bay,  (three 
miles  broad)  a  very  excellent  anchorage  just  outside  Burrard's  Inlet, 
which  consists  of  two  inlets,  one  inside  the  other ;  the  outer  one  is 
appix>aclicd  by  a  narrow  passage ;  the  inner  communicates  iilso  by  a 
narrow  passage.  It  is  ahnost  impossible  for  a  stranger  to  nangate  the 
two  straits  without  a  leading  wind,  and  it  is  usual  to  employ  steam- 
tugs  belonging  to  one  of  the  mills,  and  which  are  generally  engaged 
beforehand,  at  Royal  Roads,  where  they  frequently  commence  this  duty. 

Ships  reach  Victoria  and  adjacent  ports  fi*om  the  Pacific  by  the 
StraitB  of  Juan  do  Fnca,  which  he  between  the  parallels  of  48"  23'  and 
^S"  86'  N  ;  they  are  18  miles  wide  at  the  entrance,  and  40  miles  long. 
The  south  Bide  of  the  Btraits  belongs  to  the  United  States  and  is  lighted. 
There  is  also  a  lighthoub'j  on  the  North  side  at  Race  Rocks,  50  miles 
from  the  entrance.  Ships  proceed  duect  to  Royal  Roads,  at  the  entrance 
of  Esquimanlt  harbour,  where,  if  a  vessel  is  bound  beyond  Victoria, 
a  pilot  should  be  obtained  for  navigating  the  narrow  waters  and  strong 
currentH  which  prevail  in  the  llaro  Canal,  and  the  Rosario  Straits, 
leading  into  the  GuK  of  Georgia. 

The  prevailing  smmner  wind  in  the  Straits  of  Georgia,  is  from  N.W. 
or  the  same  as  on  the  outside  ooast,  and  between  May  and  September 
it  blows  strong  and  steadDy,  commencing  about  9  a  jn.  and  dying  away 
towards  nunset*  These  winds  do  not  generally  extend  much  below 
Point  Roberts,  Among  the  Haro  Archipelago  they  become  variable 
and  baffling,  while  in  the  main  channels  of  Rosario  and  Haro,  the 
westerly  wind  entermg  the  Straits  of  Fuca,  is  deflected  to  S.W,,  and 
vesseb  running  up  these  channels  with  a  fair  wind  will  aimobt  always 
find  it  ahead  on  entering  the  Straits  of  Georgia,  During  winter  there 
i8  a  good  deal  of  moderate,  cahn,  and  gloomy  weather,  but  galea  from 
8*E.  and  S.W.  are  frequent. 


HALFT2AELT  LICENSE  FOB  COASTEHS, 


Under  £100      jEO    4    i 

J00«Ltuliuidn250  ....     OSS 
S60uidii]i4«rMM>....    0    9    4 


500  And  noder  1000 
1000     , 


£0  12 
0  16 


lANDIKG  PEBHITS   FOR   tlfVOICES. 


Tnder  iU  ton 
10  to  80  ton 


£1    0    (J 

a  0  0 


30  Ui    &(»  tou     £*t    0    n 
BO  fto4  nj»w«nl«    4    0    0 


Order*  for  cool,  lamlier,  or  oibri 
Mecitni.  SpmaA-i  Si  Co,  whoie  QOffttn^< 
It  b  not  cuitoinjiry  Ui  ii«nd  ordort  du<  < 


!>'  Are  axocqImI  aI  Yifioriii^  bjr 
(^nuAQiTt  AfOsafOK,  k  Co. 
!  MiwmilU. 


Victoria  is  the  capital  of  the  whole  colony  of  British  Columbia 
which  includes  the  main  laud  of  British  Columbia  and  also  the  island 


tBEU. 


Decic  load — plain  tiimbor. 


TmcS       BRJ). 

8X8 
10         13 

12          12 

PICCEfl 

B 
8 
5 
3 

irit>;T 

G89tf 
2810 

ma 

150U 
•222 

THICK      HUD. 
4     X     12 

On  dc«k  , 

Below... 

Total  ... 

PIKCKS 

I 

FKtT 

116 

15(H8 

10          10 
3          12 

346085 

96nsa 

The  deck-load  was  secured  by  pieces  eight  inches  square  acrosB  the 
lumber,  uhored  down  from  the  main  rail,  3Q,0Q0  to  40,000  feet  of 
lumber,  loaded  down  a  hatdiwaj  of  the  ordinary  size  and  in  a  ship 
not  constructed  for  this  trade,  is  considered  a  fair  day's  work.  Some 
of  the  coasters  do  as  much  as  70,000  or  80,000  ^  day.  The  stevedore's 
charges  are  $5  ^  day  when  working  day  work.  By  the  lump  $1  80c* 
to  $2  ^  1,000  feet,  finding  all  labour  and  provisions  for  same,  him- 
fielf  Hying  in  the  cabio.  8o  laden,  the  Vifjil  might  have  gone  round 
the  Horn  ;  vessels  with  flmall  deck-loads  of  spars  frequently  do  so. 
An  iron  ship  will  generally  stow  one-third  less  than  her  register  ton- 
nage, U.  ^  1,000  feet =650  ton  register  one- third  less =867,000  feet 
of  lumber. 

VlSa    Freight.    Qiii*n"*  Bench,  Jwhjatj  15, 1867.    Before  Uie  Laii>  CniEV  Juixici, 
Mr.  Jtutlce  fiLAc&itu&N,  iind  Mr,  Ja^tiee  SuJCi:,  and  Mr.  Justice  Lusu.    Thu  was  iuq  actioii 
by  BoBiyftoN,  shipowner,  ftj^tiinjit  Maciut,  consignee,  to  reeovf  r  freight  and  ihunagM  for 
treipus.    The  nlup  hrought  a  cargo  of  timber;  bj  the  ohftrter-purty  ''  the  usual  custom  of 
tlifl  port  of  liveipool  wm  to  b«  obMrvi'd  when  the  charter  wax  uot  explicit."     When  ths 
■liip  urircd,  ^c  comiglio^s  cl*unod  to  meiumrti  the  cargo  to  AMciiilain  the  omont  of  freight, 
•eeording,  as  they  alleged,  to  the  custom  of  the  port  oi  IdYerpooL     Thu  waa  disputed  by 
the  plointifT^  who  proposed  a  Joint  meiunrement.     This,  howevi  r,  wo.**  rcfuj<iefd  by  tlie  con* 
ugnees,  who  insisted  upon  the  sole  right  of  measurement,  the  owner  paying  half  their 
ebngai.    In  vain  the  plaintiff  orged  that  he  shotild  be  enabled  ia  sonifl  way  to  join  in  the 
moamrement  no  as  to  satisfy  himself  that  it  waa  correct ;  and  when  people  came  to  take 
part  in  the  measurcmeiit  they  were  roughly  and  forcibly  excluded  by  a  formidable  set  of 
foUows called  ''lumpers,"  who  f oreibly  tnteluded  plaiDtiiT from  bb  own  ship,  and  reftiaed  to 
let  him  see  the  meaanroment  of  Her  ctrgo.    The  ditpnto  coiitinu«4  for  some  wveks,  in  the 
course  of  which  a  great  part  of  the  froi|^t,  amountlBg  to  some  thousands  of  pounda,  waa 
paid,  hut  there  t>etng  n  dLtputv  lu  to  the  mm  remaining  da^,  Aftd  eipeeiaU)  as  to  the  de- 
fendants' right  to  deduct  thi;  mm  of  £d*J,  half  tli>nr  charges  for  meiaai«9ictit ;  in  the  resnlli 
tiM  dtlaadaiiU,  by  their  "■  lumpers,"  took  forcible  poAsesaioii  of  the  cargo,  which  was  ih« 
trwpiil  «ompluiied  of,  by  which  it  was  comidnincNi  the  pilaitttiir  lost  his  lien  upon  thu 
goods  for  the  remainder  of  ilie  freight.    In  the  prt>eent  action  the  ddeodanU  p^  into 
court  the  sum  rtmaining  dan  according  to  Uudr  tnfa«uremcnt,  mimus  the  sum  of  £0'1.    At 
the  trials  brfaro  Mr.  Jii<tttro  BuArKBiriut,  »t  LiviTfDOol^  defendants  art  up  the  cufttom*  and 
a  special  jury  of  nirrthanU  fnund  il  tm  a  fact.    l*he  ItatiMvd  Jodgt* ,  laowevcft  thought  that 
there  waa  no  eridenc*)  Uiai  the  forcibli;  ejLclu»iMu  of  the  plalntilT  from  Ute  tkiup  was  by 
aatlioHty  of  the  dcftndat^t*,   or  thiU  there  waa  any  ftuLifttiuiUiil  damage  either  by  Ute 
trespass  in  Ulung  the  gooilD.  ur  detaining  the  •hip »  uia«mucli  as  i)ie  dispoto  was  only  aa  to 
a  lien ;  and  the  real  qtitMtion  wm  a*  to  th^  nuiount  of  fn^ight  dot* ;  and,  accurding  to  the 
cnstom,  there  w«a  no  fhdght  dne  beyond  whst  wa*  paid  into  coart    The  point  waa  not 
tikctt  thftt  M  thU  ma  after  tettoa  mi  not  Llie  time  of  action,  the  plalntUT  was  entiU»l  to 
thtf  good«;  he  waa  entitled  to  neuwm  Uio  balance  of  the  freight,  as  damagei  tm  the  loie 
ol  lili  llHk  <m  the  eotmt  ibr  tre«p««. 

4/ 


I 


TONNAGE. 

from  AufttTian  ports.  Genoa:  vessek  with  their  draught  of  water 
painted  on  tlie  bows  or  stei-u  pay  for  the  highest  mark,  and  not  for 
what  tlioy  may  actually  draw.  There  are  steam-tugs,  hut  they  have 
DO  fixed  tariff.  The  anchorngo  dues  on  eailing  vessels  and  steamers 
are  60  cents.  ^  ton.  Vessels  loading  outwards  morhlo  or  other  .cfoodR, 
require  stevedores,  who  arc  appointed  by  the  uKixIuint  at  the  ship's 
expense,  and  marble  costs  1  francs  <^>  IJ  ton  stowage;  other  goods 
1  franc  J^>  ton  measurement,  Italy :  in  steam-sliips  the  English  ton 
has  au  advantage  of  about  10  |>  cent.,  40  {>^  cent,  instead  of  30  p^  cent, 
being  allowed  for  the  eu^ine  and  coal  room  ;  the  charges  are,  there- 
fore about  49  cents,  equal  to  4iVrf,  per  ton.  Steamers  may  also 
pay  the  charges  for  one  year  on  payment  of  1.50  Hre  for  liglit 
dueSf  and  60  cents  for  health  dues.  In  sailing  vessels  the  English 
ton  IB  equal  to  the  Italian,  and  pays  for  health  dues  20  cents,  and 
light  dues  50  cents — together,  70  cents,  or  about  G!J(/.  Portu;|al: 
100  cubic  metres  (approximately)  =  88.290  Ion  register,  Spanish: 
Btds  for  ascertainin*j  tt  vegSi>VH  Sparmh  tonmtye: — let  A  be  the  kuittli 
from  stem  to  stern-post ;  B,  the  breadth  measured  aci-oss  the  i^iain 
deck  amidships  ;  C,  the  broadthi  but  measured  from  outside,  that  in 
including  the  thickness  of  the  sides  of  the  vessel ;  1),  depth  of  hold. 

Then  tlie  Hpani^li  tonaiigu  =  ^  (A  -j-  SB)  (C)  (O) 

70-19 

Or  one  quarter  of  the  length  added  to  three  times  the  iuhide  breadth, 
multiplied  by  outs  Mo  breaiHh  and  by  depth  of  hold ;  divided  by  70' 19. 
If  the  depth  of  the  space  between  decks  should  he  les^  than  six  feet, 
10  ^  cent,  will  be  added  ;  and  if  more  than  six  feet»  14  (p-  cent.  If 
Tesflels  of  lar^e  burthen  without  inside  boarding,  8  J^  cent,  will  ho 
added ;  if  with  much  dead  rise  of  floor  timbers,  5  p-  cent,  will  bo 
deducted.  Brazilian  tons  are  often  calcukted  to  exceed  the  Britiiih 
register  tonnage  by  one4hird.  Port-au-Prince :  A  vessel  of  100  ton 
register  in  English  measures  lOOiVn  ton  Haytian.  China:  Rules  for 
cnkulutmg  the  tonnage  dues  payable  upon  Contuicntal  vessels: — 

I. — If  the  TCMel  b«  proTtdnd  wttli  a  Uritiuli  cerUficattj  of  mf^aitunr  cut,  duet  vac  to 
b«  chnrged  in  Accoftlcoee  wiUi  tbe  tonnage  therein  fpecified. 

%~'Brmten  and  Unmbnyg :  4  ]mmU  §3te  equal  io  9 nffakt  Ion. 

fi. — JMland :  4  UmU  ktc  9%umI  Io  7  rogiilor  ton. 

4,— 2)nii)i</r^:  4  UnU  itro  otjtuU  U>  iibf»«t  8  rfgiirtffr  tnn. 

B.^PntMtiit,  Sitxtlen,  A'ort/^ay,  LttUcU^  Mf^kUnburjf^  IfrnovtTt^  J  ddmimrfi:  41«g|i 
an?  equal  to  6  fegurter  ton. 

^,— Amino  r  4  laitia  srf  «qiuJ  to  8  fORi>t«?  t&n. 

The  powers  which  have  treaties  with  China  arc  Gicat  Dritian,  FrinM, 
tlie  United  States.  Russia,  Prussia*  and  Denmark. 

180.r    TRIM.    The  Newcastle  and  Gateshead  Chamber  of  Com* 
merce  in  December  18C9»  in  reference  to  the  absence  of  any  provision 


I 


818 


STEVENS  ON   STOWAGE. 


in  the  Merchant  Shipping  and  Navigation  Bill  1869-70  for  di 
the  maximmn  load-line  of  ebipe  and  steamcrsi  Bay — while 
of  the  difficulty  of  laying  down  any  ai'bitrary  regulationj 
mittce  would  bring  before  your  notice  various  niles  which' 
gome  opinions  on  this  point,  obtained  by  them  from  emiiK 
builders  and  practical  authorities  of  this  district,  whose  \ 
entitled  to  the  greatest  consideration* 

The  Old  Rule  laid  down  by  Lloyd's,  for  free-board  in 
from  top  of  deck  to  load-line»  is  8  incbes  to  a  foot  of  depth  : 
in  Bummer  months,  2i  inches,  but  if  this  rule  were  deemed 
vessel  of  a  certain  breadth  and  depth,  200  feet  long,  the  si 
not  be  reasonably  applied  to  a  ship  300  feet  long  and  of  tl 
breadth  and  depth*  The  Liverpool  Underwiiterfe*  Associati< 
adopted  a  ecale,  which  is  however  subject  at  all  times  to  the  j 
of  the  surveyor,  who  is  influenced  by  the  age  and  claas  of  thi 
her  form,  rise  of  ioor,  amount  of  shear,  cloeed-in  apaces  ooi 
poop,  spar  deck,  intended  voyage,  the  season,  and  nature  of 
and  which  scale  is  as  follows  : — 


epth 
Bold. 

Dry  Side, 

Dry  Side 
Wood 

Veii««l, 

Ve«»el. 

IL 

ft.  in. 

ft.  in, 

10 

1  10 

1  10 

11 

2    1 

2    1| 

IS 

%    4 

2    6 

IB 

S    7 

2    8| 

14 

910 

3    01 

U 

8    1 

3    4* 

16 

8    4 

3    8| 

17 

8    8 

4     U 

Depth 
of  HoM, 


Dry  Side, 

Iron 

VeweL 

ft.  in. 


It  is  BuggeBted  by  one  authority  that  the  most  correct 
would  be  to  deal  with  the  registered  tonnage,  or  the  internal 
of  the  vessel,  and  that  for  a  cargo  properly  stowed,  composei 
of  railway  iron,  cliairs,  or  pig  iron,  that  once-and-a-balf 
registered  tonnage,  would  be  a  fair  cargo.  For  dead-weij 
measurement  cargoes,  one-aml'three^quartem  of  the  registered 
might  be  admitted,  and  for  hghter  cargoes,  twice  the  regis 
nage  might  be  taken  on  board. 

Another  uuUiority  doubts  the  practicabiHty  of  applying 
era!  rule,  except  Buch  an  one  as  this :  that  a  comnum  m§am 
bihty  ahould  be  arrived  at,  and  a  range  indicated  above  anj 
which  should  be  cou aider ed  as  extremes,  and  out  of  the  pi 
this  maaBUTG  would  be  affected  very  much  by  different 
is,  of  courfio,  a  difficulty  in  the  way  of  any  paiticular 
it.  He  believes  it  to  be  a  sounder  way  to  mark  limits  of  saf< 
adopting  a  fix^i  ^xoi^OfrilQn  of  displacement,  and  that  everyj 


TBIM. 


vessel  must  be  a  law  to  itself,  regulated  in  reference  to  the  form, 
dimensioMB,  Sec.  of  the  vesael  to  which  such  limit  of  flotation  has  to 
be  applied. 

A  ehipbuilder  of  great  experience  says,  that  a  good  designed  ship 
ought  to  have  3  inches  side^  counting  from  top  of  deck  plank  to  water- 
line,  for  every  foot  immersed,  bat  euch  rule  ilnpcndiug  upon  the 
construction  of  the  ship  j  for  iuBtance,  a  vessel  of  a  light  draught  of 
water,  being  deeignod  for  a  certain  purpose,  ought  in  uo  case  to  go  to 
sea  with  lees  than  a  3  feet  9  inches  side  at  the  lowest  point.  A  7-feet 
spar-decked  vessel  he  considered  safe  when  having  2  feet  side  from 
top  of  plank  on  main  deck  to  the  water-Une*  With  a  cargo  wholly 
composed  of  iron^  a  ship  ought  to  have  4  in.  side  per  fuot  immersed, 
and  two-thirds  of  the  cargo  stowed  in  a  parallel  line,  with  the  meta 
centre*  or,  in  other  words,  well  up  in  the  hold  to  muke  her  hcaworthy. 

Another  shipbuilding  firm  give  it  as  their  opinion,  that  for  spar- 
decked  vesBels  (flush  deck  ships  they  say,  especially  BteamerB,  scarcely 
exist  at  the  present  time,  or  at  least  none  are  now  being  built),  the  old 
rule  of  having  a  clear  side  of  one-fourth  the  depth  of  hold,  i«  a  fair 
and  reasonable  one* 

A  thhrd  shipbuilder  says — **  All  fiitak  ilecktil  ^tenvwrs,  or  steamers 
with  raised  (juarter-decks  or  short  poops,  to  have  a  clear  side  of  2t 
inches  for  every  foot  of  depth  moulded,  such  clear  side  to  be  measured 
from  the  surface  of  the  water  to  the  top  of  the  deck  plank  at  the  lowest 
point  of  the  deck  in  ordinary  trim,  which  point  might  be  assumed  to 
be  one-fourth  of  the  length  from  the  stem.  In  steamers  with  hmf  full 
poopg  coming  to  tlie  fore  end  of  the  engine  space,  the  above  clear  side 
to  be  measured  from  tlie  top  of  the  main  deck  plank,  at  the  fore  end 
of  the  said  poop.  Steamers  with  complete  sipar  tleckjk  not  to  be  loaded 
above  the  scuppers;  or  say,  not  above  a  Hue  one  foot  below  the  ti)p 
of  tbe  deck  plank  of  the  main  or  lower  deck* 

A  fourth  builder  gives  it  as  his  opinion,  that  the  depth  of  side  out 
of  the  water  should  be  at  least  2  inches  to  every  foot  of  tlie  depth  of 
hold  in  summer,  and  2}  inches  in  winter ;  and  for  a  bpiir-decked  vessel 
d  and  8i  inches  respectively,  according  to  the  season. 

A  nautical  authority,  whose  opinion  is  entitled  to  some  consider- 
ation, considers  that  a  veesel  mthout  a  spar-deck^  when  fully  laden» 
should  have  a  full  cieftr  spaoe  of  2^  inches  from  water  to  upper  edge 
of  main  deck  (at  centre  frame)  to  every  foot  depth  of  hold.  With  a 
ipar-dfckf  depth  of  which  add  to  depth  of  main  bold,  (uid  leave  a  clear 
space  from  water-line  to  upper  edge  of  the  lowest  surface  of  spar-deck 
(at  centre  frame)  of  41  inches  to  every  foot  depth  of  hold,  including 
spar-deck.  (The  above  refers  to  hrst-class  vesbchi  tluating  in  liialt 
watoii  with  doad-weight  properly  divided.) 


8U 


STEVENS  ON   STOWAGE, 


Another  nautical  authority  of  experience  in  steam-shipi 
**  what  is  a  fair  bide  for  n  laden  steamer?**  I  would  at  once  si 
as  a  broad  rule,  2  inches  clear  side  for  every  foot  depth  of  hoW 
8hipfci,  would  suflice  for  any  Btcamer  of  ordinary  proportion 
that  a  steamer  ho  loaded  would  be  perfectly  sea-worthy  in  any  w 
if  properly  constructed.  By  ordinary  proportions,  1  mean  7i 
the  breadth  in  length,  and  fcwo-thlrds  of  the  breadth  in  dept 
with  a  1,'ood  shear. 

The  necessity  for  a  Hue  of  extreme  loading  is  admitted  by 
ties,  and  your  Committee  venture  to  suggest  that,  in  the  event 
Government  not  approving  of  any  of  the  above  fiuggesti 
seeing  fit  to  fix  a  basis  for  vessels  hereafter  to  be  built,  that  siu 
might  be  determined  by  the  builder,  in  conjunction  with  the  fii| 
of  Llo\t>'8,  or  to  the  Liverpool  Underwriters*  AesoeiatioUt 
whichever  iuspoetion  built,  together  with  the  local  surveyor 
Board  of  Trade,  thus  representing  the  shipo^VTier,  the  under 
and  the  Goveniment.     In  the  event  of  any  disagreement 
betwucn  the  pailies,  the  County  Court  judge  of  the  locality  cm 
empowered  to  authorise  two  of  the  nautical  assessors,  appointed 
tlic  Admiralty  Jiirisiliction  Act,  to  assist  in  determining  the  maj 
limit  of  tlotatitiu,  and  the  decision  of  such  body  to  be  siibmitl 
and  approved  by,  the  Board  of  Trade ;  and  that  for  vessels  built 
the  iuhpectioo  of  neither  of  these  societies  (a  very  rare  exceptiaj 
builder  and  Board  of  Trade  surveyor  could  determine  such  li] 
flotation,  with  power  to  call  an  assessor,  as  in*ovided  in  case 
disagreement, 

181rt  VALONIA.  In  loading  at  Smyrna  all  expenses  are 
ship,  Valonia,  when  rolled,  costs,  including  Hghterage,  ab<3 
IP*  ton  ;  when  unrolled,  about  ooe-tliird  less.  Vessels  carr}ing 
valonia  can  lake  10  ^>  cent,  more  than  their  register  tonnage  ; 
unrolled,  about  then-  register  tonnage.  Valonia  can  be  rolled 
beginhig  of  May,  Coals  are  taken  from  alongside  the  ship 
expense ;  but  diacharging  iron  is  at  the  cost  of  the  ship,  an  j 
la,  p-  ton  for  hghterage  and  labom'. 

ly  '  {  VEEMTN.  Winches  of  yam  (see  hemp)  ai-e  fiom< 
broTight  with  wheat.  &c.  in  bulk*  If  mj  of  the  grain  gets 
with  y.'irii,  rats  will  eat  through  the  yarn  and  get  at  the  whej 
much  diminisl:  its  value. 

ISSa  V\^AGES.  The  ma.ster  of  the  Si/na,  fi'om  Bail^adoe 
livered  tu  his  mate  an  accoimt  of  wages  due,  x,4S  Wt,  7'/.,  and 
wards  di6C0\eiGi\\m\.'\i(i\LiwSL\,Q'^ft,"^  £38  10^.  for  two  hogahi 


only  being  in  tho  hold,  and  tbe  mate  having  fligned  for  19.  Mr,  Paget, 
at  tho  Thames  Court,  «aid  15th  August,  1809,  that  he  could  uot  repeal 
an  Act  of  Parliaments  The  master  was  bound  by^the  account  he 
had  delivered. 

IBia  WATER.  Some  masters  recommend  that  water  for  ehip^s 
use  should  never  be  p^t  below  the  main-deck,  ixs  cargo  is  liable  to 
be  injured  when  taking  out  water.  Owners  of  steamers  have  insisted 
on  i>lacing  no  dunnage  imder  empty  iron  tanks. 

186(1  WEST  AUSTBALIA.  An  experienced  master  says:— 
The  principal  port  is  Fremontle,  situated  on  the  coast,  on  the  south 
8idei  and  at  tho  entrance  of  the  liiver  Swan,  the  anchorage  is  *  vmed 
Gage's  Roads,  but  ships  are  anchored  for  safety  dm*ing  the  winter 
months  under  lee  of  Garden  Island,  tho  heav>'  north- went  and  westerly 
gales  sending  such  a  heavy  sea  into  the  roads  that  it  i&  not  safe  to 
lie  there.  Bills  of  lading  fi-om  England  specially  provide  for  diA- 
charge  at  Gage 'a  Roads,  Owen's  Anchorage,  or  Cockbmn  Sound. 
Lighterage  5«.  t^  ton  from  the  roadB  and  10<f.  or  12*.  as  per  agreement, 
but  thia  expense  is  borne  by  consignees — the  last  charges  from  Gar- 
den Island. 

Lead  ore,  14  bags  equal  to  1  ton  of  21  cwt.,  is  shipped  by  the 
vesselfi  taking  wool  for  England*  at  90ji.  ^  ton»  an  extreme  rate  for 
cargo,  which  is  of  bo  mncli  importance  as  dead- weight,  and  without 
which  the  ehips  would  have  to  take  either  sand  or  stone  balljtst. 
Four  to  five  ships,  averaging  about  50Dton  register,  load  direct  for 
London  each  seaeon  (October  to  Febrnai^y )  with  wool,  principahy  at 
a  rate  of  from  I  id,  to  1^«/.  ^Ib.  in  presaed  bales  of  irregular  shaj)o 
and  size,  which  involves  great  labom-  in  the  stowage,  consequent 
detention,  and  considerable  expense.  Manna  gum  has  been  largely 
&hip[jed  heretofore  for  England  in  empty  beer  hogsheads  (foui'  to  the 
ton),  but  at  present  there  is  no  demand,  and  it  comes  to  a  had  mturket  * 
large  peai'l  oyster  shells  are  packed  also  in  casks  and  cases  for  England ; 
they  are  brought  from  Nicol  Bay  {north-west  coast)  where  a  number 
of  small  vessels  and  boats  are  employed  in  the  fishery.  Champion  Bay 
is  about  280  miles  north  of  Fremantle,  from  whence  the  bulk  of  the 
lead  ore  is  shipped  in  the  wool  vessels  on  the  completion  of  the  ilis- 
charge  of  the  outward  cargo ;  the  copper  and  lead  ores  w^ere  carted 
to  Champion  Bay  when  the  WTieal  Fortune  and  other  mines  were  at 
worki  but  at  preyeut,  the  Geraldino  mine  on  the  Mureliison  Itiver  is 
the  only  working  mine  producing  large  quantities  of  ore.  which  is  carted 
to  and  shippca  at  Port  Gregory,  a  naturally- formed  harbour  inside  a 
remarkable  long  reef,  which,  attached  to  the  main  at  one  eud«  diverges 
at  an  angle  and  extending  some  three  miles«  with  two  bi*eaks  at  ike 


»1G 


STEVENS  ON   STOWAGE, 


norUi-WQal  «d«  forsmig  n^irigihie  openingv, 


fibsped 


-Wke  bailKiiir.    Yeeseb  d  from  dOO  io  800 1 


dnraiiig  15  foel  of  miler,  caa  eaaflj,  with  a  leadiitg  wind, 
harbour  and  load  to  tho  sooth* westward  of  the  temporary 
ooaiqpleie  jetty  now  standing ;  the  entrance  from  the  0orth-i 
okar  oC  the  extreme  rock  of  the  reef  is  perfectly  open  and 
is  the  preferaUe  passage  for  a  fair- sized  Yessel ;  inside  the 
of  the  port  is  a  whaling  station  with  tiy  works,  winch  on  th 
andieveral  honses  for  accommodation  for  the  men  during  thi 
which  extends  ^m  June  until  September,  at  which  time 
abound.     Much  larger  quantitiea  of  oil  could  be  obtained  k_ 
§g^  that  were  killed  eould  be  towed  into  the  harbour  inat^^f 
left  outside  for  some  time,  and  then,  partially,  if  not  entiiiPH 
by  the  multitude  of  sharks  with  whi^  the  waters  are  teemii^ 

Honee,  sheep,  and  kangaroo  hoimds  are  shipped  off  to  S 
and  the  Indian  porte,  in  the  Teeaels  that  cany  sandal  wood« 
thie  ]ai|^  shipa  that  find  employment  in  the  eonreyance  of  ^ 
fileepeia  ( Jairah  timber).  A  considerable  ^mber  trade  has  s§ 
bolTCiii  Bwao  BtTer  and  Sonth  Australia*  as  also  the  Mauri 
tJie  latter  plac«,  small  building  material  is  principally  ship 
Ibr  the  Eagtem  Provinces  large  heavy  timber  is  more  & 
feqaired.  Moat  of  the  timber  vessels  are  sent  (when  chart 
Qeograpbe  Bi^t  where  there  are  seyeral  anchorages,  but  all 
leas  open  and  exposed,  and  therefore  not  safe.  A  small  I 
named  Banbury  is  the  principal  place  from  whence  shipment 
of  the  wool  of  the  district,  about  the  end  of  the  yoar,  and  a  g^ 
of  J  rt^uce  h  forwarded  thence  to  the  Fremautle  and  Perth  ] 

A  timber,  called  raspberry  jam  wood»  is  found  in  the  colon] 
can  be  worked  into  fnmiturey  and  takes  a  very  handsome  pa 
into  9  feet  logs ;  it  has  been  sent  in  some  quantities 
wherr  it  has  found  more  favour  than  in  Enghuid;  it  reooi 
partly  by  the  strong  flavour  or  odour  when  it  is  cut  or 
the  jam  &om  whence  it  is  named. 

Coai  exists  in  the  country,  but  its  distanoe  from  the 
yet  deters  anyone  from  attempting  to  open  out  any  mine 
and  until  steamers  are  placed  on  the  coast  to  do  the 
the  sailing  yesseis,  there  can  be  no  inducement.  In  the  vi 
the  mines,  where  fuel  is  getting  e» career  from  the  large  cons 
of  wood  for  engine  purposes  as  well  as  domestic  use,  it  will  ev 
beoome  a  necessity  to  form  coal  depots,  and  either  work  the 
seams  or  import  from  England  direct,  or  New  South  Wales. 

In  Shark's  Bay  a  large  fish  called  the  dugong  is  very  plenti 
wUioli  a  goofli  oil  \a  ^oc:iii^  ^aid  to  be  a^ual  to  ood  liver  a 


fish  yieldiii^'  from  8  to  5  gills ;  on  the  islands  in  this  extcuBive  bay, 
those  also  forming  the  gi-oiip  called  Houtman's  AbrolhoH,  and  on 
nearly  all  the  inlaudi?  on  this  eoast,  there  arc  coiisidt^rable  deposits 
of  guano  with  which  small  vessels  are  frequently  loatled,  when  other 
produce  does  not  fi-eely  offer ;  the  quahty  of  the  guano  varies  very 
much.  King  George's  Sound  is  n  eonsiderahle  bay  or  harbour  to 
the  eastward  of  Cape  Leeuwin,  and  ie  principally  Icnown  as  the 
coalmg  station  for  the  P.  &  O.  mail  steamers ;  the  colonial  vessels 
between  Fremantle  and  Adelaide  and  Melbourne  frequently  call  on 
their  passages  either  way  to  bind  and  embark  passengers  and  any 
cargo  that  may  offer.  It  will  be  a  long  time  before  Port  Euela,  at 
the  head  of  the  great  Australian  bight*  can  be  made  useful ;  it  is  just 
inside  (westward)  of  the  W,  Australia  boundary,  but  produce  will 
inevitably  be  forwarded  to  the  great  shipping  ports,  and  settlers  will 
he  very  chary  to  go  m  far  back  in  either  province  where  they  would 
find  DO  outlet  for  tlieii^  surplus  stock,  Ae,  without  makijig  new  roads 
and  establiyliing  a  new  port  with  tdl  its  diflSculties  and  drawbacks. 

The  pilot  station  for  the  harbom*of  Fremantle  is  situate  at  Rott- 
nest,  an  island  8  miles  to  West-north-west  of  the  anchorage,  which 
is  BpeciaUy  reserved  as  a  convict  ntation  for  the  natives  ;  the  pilotage 
is  so  far  compulsory,  that  if  the  pilot  offers,  he  is  bound  to  be  taken, 
and  if  a  master  takes  his  own  vessel  in,  the  pilotage  will  still  be 
charged  before  the  ship  clears  outward  ;  coasters  by  paying  an  annual 
fod  are  exempt,  but  luive  to  carr}^  an  exemption  flag  when  entering 
the  port ;  there  is  considerable  expouhO  and  difliciilty  in  getting  fresh 
water^  although  there  is  a  jetty  built,  and  a  largo  house  with  tanks 
[  on  the  south  beach  from  which  pipes  run  to  the  end  of  the  jetty ;  the 
management  is  entirely  faulty,  being  in  the  hands  of  the  harbour 
department,  aud  the  settlement  being  a  penal  one,  red  tape  is  para- 
mount in  every  diicction^ — that  the  want  of  free  and  skilled  labour 
keeps  the  colony  buck ;  population  i^  alone  wanted. 


1 


VK   235,8845  1871 
On  the  stowage  of  ship*  arid  th 
Slant  or  d  Umvers^y  Ubf  ;^ 


3  6105   041    664   124 


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Stanford  Univereity  Library 
Stanford,  GiUfomia 


18? 


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Ike  cUle  diiA. 


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