coasts the mails are sent off only once a week, and instances have occurred of letters being detained from unworthy motives. The master should in all cases use the most speedy method in the transmission of his advices, and, if necessary to insure despatch, he should send them by a messenger to the principal telegraph station and also to the post office on the nearest of the large mail routes.

60. Salvage. In case the vessel shall be subject to salvage, it is proper always to have the vessel and cargo appraised at their value as brought in; and then the alternative adopted either to bond the cargo and vessel or to sell, as may be deemed necessary. The vessel, cargo, and freight may generally be pledged by bottomry, to relieve the vessel and cargo from the salvage charges; and this is expedient when funds cannot otherwise be obtained. But, if this cannot be done, and the vessel and cargo are not perishing so rapidly as to prevent communication with the home of the vessel, a postponement of the sale should always be applied for, until advice or relief can be had from the owners or insurers.

In any case of disaster to the vessel, if the cargo is saved, so that it can be sent on by any other vessel, the necessary extra freight will be reimbursed by the insurers or owners of cargo. When repairs are necessary for completing the voyage, and money cannot otherwise be obtained, a part of the cargo may be sold for that purpose; but this should only be done in urgent cases and when the cargo will bring reasonable prices. As what is sold must be accounted for at the price it would have brought had it arrived at its port of destination which would frequently be much larger than could be obtained at the port of distress-the matter of selling should be carefully considered, and the prices at the port of destination should be ascertained before a decision is taken; and such cargo should be selected as would be likely to occasion least loss.

61. Port Wardens.-In foreign and even in some domestic ports, official persons, as port wardens, surveyors,

and the like, assume to order the cargo discharged, the vessel to be hove down, and the minute repairs to be made. It should always be borne in mind that the master is and ought to command his own vessel. He should exercise and rely on his own judgment, for which he is responsible, and on which his character and reputation rest. He may, if he is doubtful, take intelligent advice, and when measures are determined by him, he may have his own judgment confirmed by official persons or by others; but nothing will dispense with his exercising first his own honest and faithful judgment, showing, when required, the grounds of his judgment. Such officers as those just named must not be referred to as having authority sufficient to justify by their orders or certificates what they may recommend. As men having experience, they may give good advice, but the master should never loose sight of his own duty to select the best course and follow it. In these and all other cases of advice, certificates, and the like, the master should see that those who advise him have no private interest to be served in what they recommend.

62. Voyage Broken Up.-In case the voyage should inevitably be broken up by disasters and misfortunes, the master must carefully procure the proper protests and accounts of what is saved, and all of his expenditures on account. He should cause any balance of money, whether he supposes the vessel and cargo to have been abandoned or not, to be remitted in the surest way to his owners, consignors, or consignees of vessel or cargo. Such remittance will not at all affect the insurance, and will soonest reimburse some part of the loss to the owners of the property.

63. Jettison of Cargo.-Should it be necessary to jettison a part of the cargo, care should be taken to throw overboard the least valuable and most weighty parts, if time and other circumstances will permit the selection to be made.

64. Intelligence of Disasters.-A full account of every disaster should be sent by the master, without delay, to the owners, consignees, or insurers; and as the want of

intelligence is often injurious, as neither owner nor insurer can act or advise without information, duplicate accounts should be sent, if possible.

65. Danger From Fire. It is as important that masters of vessels should take proper means for the prevention of disasters as that they should follow the right course after such disaster has occurred. The danger from fire has become of late years so great as to render necessary the utmost precaution against this destructive element, not only in the stowage of cargoes, but by keeping a full and competent watch on board vessels lying at anchor, or at the wharf. If possible, the sails should be unbent in all cases where the vessel may receive damage while lying at her dock from fire occurring in adjacent buildings.

In receiving or discharging cotton, hemp, oil, or other highly combustible cargo, care should be exercised to prevent the use of matches, pipes, or cigars, and, if practicable, to avoid the use of the galley or other fires on board the vessel. With a cargo that is liable to spontaneous combustion, the stowage of wet portions where they may heat and the careless use of oil are regarded as sources of great danger.

66. Abandonment at Sea. In case of stress of weather at sea, by which the vessel becomes so disabled as to render her unseaworthy, the master should deliberate well before deciding to abandon his trust; but in case such course becomes imperative, the practice of scuttling or setting fire to the vessel before leaving is not recommended, as a ship sinking so rapidly as to compel her desertion will disappear soon enough without the use of such an expedient. The argument used in favor of burning, that unless this is done, disaster may be caused to other vessels, is not well founded, as should it happen (as it frequently does) that the ship does not sink, she can be more easily distinguished and collision avoided with her hull above the water than if scuttled or burned to the water's edge.

67. Underwriters' Agents. In many ports, the underwriters have business men acting as agents, with whom

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it is desirable that masters should consult in case of disaster. They are selected on the recommendation of merchants and commercial men at home, and their appointment is intended to facilitate the settlement of claims on underwriters arising out of disaster. Their advice and recommendation will be the safest protection of the upright and honorable shipmaster in every difficult case, and a conference with them will, of itself, be proof of the fairness of the shipmaster's intentions, as well as evidence of the wisdom of his measures. A neglect or refusal to consult the designated agent. may lead to serious consequences.

68. Stowage of Cargo.-Shipmasters are also reminded that, as the vessel owner is responsible for all damage not caused by an accident of the voyage, they should be careful that the cargo is properly stowed, their intention being especially directed to see that it is well dunnaged, not only from the bottom, but from the sides as well, and that the weight is equally distributed. They should also do all in their power to prevent damage arising from gas created by the nature of the cargo, and from sweat or steam, which are not regarded as "perils of the sea."

69. Survey of Cargo.-If the cargo of a vessel upon arrival at her port of destination appears to be damaged, a survey should be called to prove the proper loading and stowage of the cargo, and that all necessary care had been taken to prevent it from injury during the voyage.

GUIDE TO APPLICANTS FOR MASTERS AND OFFICERS' LICENSE

70. Applicants intending to appear before any Board of United States Local Inspectors of Steam Vessels in order to secure a license as master or chief officer of deep-seagoing vessels should, in addition to working out various problems relating to the fixing of a ship's position at sea, be prepared to answer intelligently questions similar to the following. Although candidates for second and third mate are not

required to answer all of these questions, it is nevertheless good policy to be posted on the entire list, particularly questions relating to rules of the road. For requirements regarding length of sea service for different classes of license, consult the General Rules and Regulations prescribed by the Board of Supervising Inspectors.