SIR.-A Limited Shipping Company having started, seven persons signed the articles; two other directors afterwards came in, and paid for 10 shares to qualify them as directors, and attended several meetings. A good many shares were taken, but not sufficient to float the company, and no allotment was made. The money was returned to the applicants for shares. Are the seven persons who signed the articles to bear all the expense of forming the company and the winding up; or have the two directors who came in afterwards to pay a proportionate share with those who signed the articles?-Yours, &c., O. W.

DISTRIBUTION OF SUBSCRIPTION. SIR, A fund has been raised for the relief of the widows and orphans of the Crew of a vessel which has been lost at sea with all hands. The Crew consisted of Captain, Mate, one Able Seaman, and two Ordinary Seamen, in all five men. The Captain and Mate each leave wife and children, and the Ordinary Seamen each a mother, who were dependent on them for the means of sustenance. One of the latter had his life insured. What is the usual course adopted in such cases in distributing the amount raised? What proportion should be given to the respective families?—Yours, &c., May 22, 1877.

ENQUIRER.

[It is usual to apportion the amount raised in accordance with the necessities of the parties to be relieved. The ages of the children, their dependence on their parents, and other circumstances must be taken into consideration. There is no recognised scale of distribution in such cases. The widow of a Master is generally allowed a larger share than those of the relatives of the Crew.]

DREDGING MACHINES.

SIR,-Are there to be found in England powerful steam dredgers which could in a short time give a greater depth of water at the entrance of this Port, the bottom of which consists of sand; and, if so, where are they to be obtained ? Could such dredgers work with a certain swell on, and what quantity of sand could they remove per hour? It is said that no such dredgers are to be found to work at a short distance from our piers; but, believing the contrary, I should feel pleased to have your opinion on the subject.

Dunkirk, May 2, 1876. A CONSTANT READER. [By advertising in the columns of this paper it is possible that a powerful dredging machine might be heard of; but

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the quantity of sand which any such machine could scrape up and lift when the vessel was in smooth water would not govern the work in a seaway. To dredge with "a certain swell on" no machine with side buckets would answer the purpose. Dredgers are now built to work through the centre of vessels (see a full description of Duckham's hydraulic ship in the Shipping and Mercantile Gazette, February 12, 1876), and several may be seen in operation at Ports of the United Kingdom. We do not know of any dredger, as at present constructed, which could raise sand from the bed of the sea without breaking the machinery. It is possible, however, to construct a dredger on the twin-ship principle, and to work two sets of buckets while the vessel is gently rolling at her anchorage. To effect this, the shaft must be jointed and allowed to lift with a given strain, and to press against a spring buffer. A governor could so regulate the pressure on the shaft as to cut off the steam when necessary, in order to secure the safety of the buckets. An ordinary vessel, however, with common set machinery, could not dredge in the swell of the sea.]

SIR,-The Captain of a schooner wished me to get estimates from different tradesmen to shorten masts and make all necessary gear to fit for a brigantine. I obtained estimates from the Rigger, Mastmaker, Sailmaker, and Shipsmith during the last five days, and each of those tradesmen expected to do the work. It was decided that duplicate estimates should be left with a Shipchandler. That was done. Then the Owner wished the schooner to go to a dry dock, and made an agreement for the proprietors of that dock to execute all the repairs and alterations to the ship. Can the above tradesmen claim for their loss of time and preparing estimates? They went to the City daily trying to secure the work.-Yours, &c., ROTHERHITHE.

March 7, 1877.

[As there was no contract between the Shipowner and the tradesmen, the latter could not sustain a claim for making estimates.]

EXAMINATION OF BAGGAGE.

SIR,-Is it compulsory to open effects &c. landed from a vessel in a dock; or is it the duty of Examining Officers to open boxes and examine ? A few days ago I had to pass from Millwall Docks, when I gave up the key of my box, and had it opened by a searcher. He broke the key, and left the box uncordea, with one hinge broken, merely becau e I asked for it to be left in the same condition in which it was found.-Yours, &c., SHIPMASTER.

London, April 3, 1877.

[If a Custom-house Officer negligently breaks boxes or locks he could be made to pay for the damage done, either by an order from the Commissioners of Customs or by an action in the County Court.]

EXECUTION ON SHIPPING PROPERTY. SIR, Can a Sheriff issue execution on a ship and her stores to recover payment for a debt of insurance for which

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judgment has been obtained? If not, why should a ship and her stores be exempt from the liabilities which attach to other personal property ?-Yours, &c., G. B. Sept. 11, 1876.

[A ship is a chattel, and may be seized under a judgment of a Court of Common Law.]

FIRES IN FISHERMEN'S BOATS. SIR,-Allow me to call your attention to a very hurtful practice indulged in by Fishermen, which is apt to remind one of the boy who cried wolf when there was no wolf, and which practice might deter a man from going to a vessel that really was in distress. On the morning of the 15th inst., while on my passage from the Tyne to Rouen, it being very dark at the time, we fell in with a vessel between the Dudgeon and Cromer with what appeared to be a burning tar barrel on deck. Having her side lights out, her green light being opposed to us, we concluded that it was a vessel in distress. As we had got past when it was reported to me, I turned round and ran back to her, when he wore round to the southward away from us. I turned after him again, but when I came up to him he had got what had appeared to us as a burning tar barrel, but which proved to be a "large blazing fire" in a boat, with some men in the boat, a short distance from the smack, which I made her out to be by the light on her sails. I hailed, but got no answer; and being satisfied that they were fishing, I kept on my course. It, however, lost me an hour, also my tide at Rouen, which means 24 hours. Surely Fishermen are not justified in such proceedings. Is there any law to meet such a case? it might be worth one's while to lower a boat, take their name and number, and make an example of them.-Yours, &c., T. SMITH, Commander of the Collingwood (s). Shields, Dec. 23, 1876.

If so,

[There is no law to prevent fishing vessels from having fires on deck; and in inclement weather, when open boats are used, fires are placed in them. A stove fire is not a "flare-up" in contemplation of the Act as a distress signal, and was not displayed as such; but no flames should be allowed to appear externally from a vessel or boat, and all atmospherically exposed fires ought to be made in enclosed stoves. To make distress signals effective there should be a law to that effect. The smack may have been a foreign vessel and out of British jurisdiction, and this would enhance the difficulty of dealing with the question.]

FORD BRIDGE, ARUNDEL.

SIR,-As the case of "Fry v. The London, Brighton, and South Coast Railway," reported in your impression of Dec. 20, is one of considerable importance to Merchants here, would you give us your opinion on the same. The Judge gave a verdict for the plaintiff for one day's Demurrage (47.), but declined to allow 1. 14s. 6d. extra expenses incurred for horses and hobblers, in getting the vessel the remainder of the distance. Had the vessel not been detained at the bridge, these expenses would not have been incurred, as she would have reached her destination in one tide. Is the plaintiff justified in claiming for that amount as damages? If so, how is he to proceed in the matter? As it now stands, the railway is virtually stopping the navigation in direct opposition to the section of the Act quoted in the report of the case. The steamtug referred to, and dwelt on by the Company's solicitor, is merely a steam launch of 16-horse power, but at the time the Act was passed (1860), a tug was on the river, but was discontinued, and at times since horses have been compulsory, as there has been no steamtug of any kind. -Yours, &c., SHIPPING INTEREST.

Arundel, Dec. 23, 1876.

[Under Section 19 of the 23rd and 24th Vic., c. 171, it is enacted:" The opening part of the said bridge shall at all times, when required, be opened by some person or persons appointed expressly for that purpose, by and at the expense of the Company, in such manner that vessels may be as little interrupted as possible in passing through the said bridge,

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and that no vessel, barge, or boat navigating the said river shall, under any pretence whatever, be detained by the Company, or by any person acting on their behalf, at the said bridge for a longer period of time than 20 minutes before the opening of the said bridge for the passage of such vessel, barge, or boat through the same, such vessels taking their turn in due course as they arrive, and not being guilty of any neglect or unnecessary delay so as to keep the said bridge open longer than is proper and necessary." By the next section, the penalty for detaining any vessel, boat, or barge is 101.; but nothing in the Act is "to prevent any remedy for damages which any party may sustain." Plaintiff's vessel lost 20 minutes at the bridge in going up the river, which the Court would not allow, and 32 minutes in coming down. The detention caused the vessel to ground, and necessitated the employment of horses and labourers. One day was lost in getting down to Littlehampton through this mishap, and plaintiff claimed 41. as Demurrage for the detention of the vessel and the expenses incurred. The Judge refused to allow the charges for horses and labourers because, as he said, a Shipowner should engage the best available means of towage. In the case represented, it is said there was no tug to be had, but this should not have absolved the railway company from their liability to make good the losses sustained by the plaintiff. As the detention caused the vessel to ground, we think the Judge should have allowed that sum in addition to the Demurrage, as also the costs. As the case has been adjudicated upon it could not be reheard, but the Court might have been asked to certify for a special case for appeal to a Superior Court.]

FORESHORES AND BEACHING OF SHIPS. SIR,-The authorities of a Port in the West of England have bought from the Ecclesiastical Commissioners the foreshores of the river, and hold that they can charge what they like for vessels that may have to lie on the beach or foreshores. There are no mooring posts, buoys, or moorings for vessels, and the beach is bare of any accommodation. The authorities think that when a vessel has been to the quay and paid the Harbour Dues as per a Board of Trade Order obtained in 1870, and the keelage paid, they can charge those vessels whatever amount they choose for lying on the beach to clean or caulk their bottoms. Can the authorities levy any charges upon vessels without an Act of Parliament or a Board of Trade Order? Had they built quays or wharfs for the accommodation of shipping they might have a reason for charging, but the authorities are not much advanced in Shipping matters, and not likely to be for some time to come. The beach has been used for the purpose for generations. Yours, &c., SHIPOWNER. Sept. 5, 1876.

[The authorities would not be entitled to exceed their parliamentary powers in levying dues; but we advise a representation to the Board of Trade.]

FOREIGN SEAMEN AND DESERTERS.

SIR,-1. Three Seamen shipped on board a Norwegian vessel, under Norwegian laws, at a Port in France, and a dispute has arisen between the Master and men as to the termination

of service and payment of wages. If the Seamen procure a summons against the Master to the Petty Sessions, can the Magistrates in this country adjudicate in the case and give a decree against the Master? 2. What is the date, chapter, &c. of "The Foreign Deserters Act," and has Norway given in her adhesion ?-Yours, &c., NORSEMAN. Westport, March 16, 1877.

[1st. Suits for the wages of foreign Seamen serving on board foreign ships may be instituted in the United Kingdom where the Consuls do not intervene to stop the proceedings. (See page 122, Maritime Notes and Queries, Vol. II.,

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and page 173, Vol. III.) 2nd. There is an Order in Council of August 1852, which applies the "Seamen's Deserters Act" to Swedish and Norwegian ships.]

FOREIGN JUDGMENT ENFORCEABLE IN ENGLAND. SIR,-Can a French company enforce in England judgment obtained in France against a defaulting English ship in the same way as in France? Is there anything in the English law that would shield the ship in an English Port? London, March 21, 1876.

A SUBSCRIBER.

[A judgment in rem, is enforceable in the United Kingdom, if obtained in France, but only on the order of a Court in this country. A foreign judgment is prima facie evidence, and it lies on the defendant to impeach it if he can. In "Reimers v. Druce," before the Master of the Rolls (see report in Shipping and Mercantile Gazette, Jan. 14, 1857), it was sought to enforce a foreign judgment pronounced 13 years previously, but the application was dismissed without costs.-(See also page 98, Maritime Notes and Queries, Vol. II.)]

SIR,-What constitutes the hull and spars of a new vessel? For example, I purchase a vessel complete in hull and spars, with ironwork attached to the same, at a rate per ton, builder's tonnage. What does that comprehend?-Yours, &c., February 10, 1877. SHIPOWNER.

[The term "hull" must be construed according to contract in the sale of a new ship. The hull proper is described in Admiral Smyth's" Sailors' Word Book" as the Gothic hulga or husk, or external covering of the ship, and hence the body of a ship is deemed to be independent of the masts, yards, sails, rigging, and furniture. Ships are sold or contracted for with certain outfits; and this should determine such

SIR, According to Urquhart's book on "Dues and Charges on Shipping in Foreign Ports," ships may enter Kurrachee during the S.W. monsoons, say from May 15 to end of September, drawing at spring tides 18 feet, neap tides 16 feet, and can also leave the Port during the same season drawing 17 feet at springs and 15 feet at neap tides, and from the end of September to May 15 ships may load to 20 feet at spring and 18 feet at neap tides, the bar during this season being generally smooth. I am informed that this harbour has recently undergone considerable improvements, and that ships drawing not more than 22 feet of water can at all times cross the bar and discharge always afloat alongside the wharves. Is the latter report correct?-Yours, &c.,

Menai Bridge, Aug. 26, 1876.

A SUBSCRIBER.

[The Admiralty Chart of May 1874 shows a dep h of water of 22 feet over the bar; but inside Manora Point there is a spot in the channel where 21 feet is marked. At the anchorage higher up there are from 44 to 51 feet. For average high water add 84 feet, neaps 6 feet.]

LETTER-CARRIER AND INTERPRETER.

SIR, An individual acting, for the accommodation of ship Captains, in the capacity of postmaster near the docks, leads his services as interpreter to a Shipbroker. As a great deal of partiality takes place (and it cannot be otherwise), has anybody a right to hold both offices? I am not aware whether he has been appointed by the General Post-office or whether he is only acting for the postmaster. The head postoffice is nearly in the centre of the town. M. LACY.

Feb. 26, 1876.

[The letter-carrier is not paid to perform the service of interpreter, and if he is engaged in that capacity by a Shipbroker he would be entitled to payment for such business. There is no law to prevent him occupying his leisure time in the performance of such duties. It is a question for the consideration of the Post-office.]

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LLOYD'S CLASSIFICATION. SIR,-What is meant by 100 A 1 and 90 A 1 in Lloyd's classification?-Yours, &c., INQUIRER. Wells, Sept. 15, 1876.

[The A, and with a numeral prefixed, is a mere standard for comparison, and applies to all iron-built vessels which are found to be fit to carry dry and perishable cargoes to and from all parts of the world. The classification is as follows:— 100, 90, 85, 80, and 75 A. The character assigned is for an indefinite period, subject to annual and periodical surveys. Differences of construction as regards thickness of plating, strength, and probable durability are indicated by the letters A, B, and C inside the A.]

SIR,-What is the proper number of men, with their several capacities, required to make a ship of from 170 to 200 tons register seaworthy as to Crew? I have asked several people whom I thought ought to be conversant with the subject, but have not been able to get a detinite answer, as no one seems to know. And again, is there any difference between a foreigngoing ship and a coasting one as to Crew or a foreign-going ship that goes round Cape Horn and the Cape of Good Hope and one that goes only this side of the two Capes? Goole, March 2, 1876. SHIPOWNER.

[Transport ships are required to have four men to every 100 tons, and two boys; convict ships, nine men to every 200 tons, and two boys for each ship. The Seamen's Manning S ale for coasters is :-For a vessel 154 to 196 tons, Master, Mate, three Seamen, and two boys, or one Seaman instead of two boys; for a vessel of 196 to 238 tons, Master, Mate, four Seamen, and two boys; for a foreign-going vessel of 200 tons, Master, Mate, Boatswain, Carpenter, three A.B.'s one O.S., or two boys instead of the latter; and for vessels above 200 tons, one additional Seaman to every 30 tous. It would rest with a jury to determine, in the event of an Insurance claim being disputed, whether a vessel was seaworthy with a given number of hands. There is no statutable Scale of Manning.]

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collier coming to this Port employing a Meter licensed by them, at a cost to the ship of 3d. per ton and 1d. for use of scales, together 4d. Thus a ship bringing a cargo of 300 tons is taxed to the tune of 51. Now the Merchants, mostly resident at Newport, insist on this meterage, and consequent tax on the ship. Can they legally refuse to accept delivery of the cargo as per Bill of Lading without the employment of the Meter?-Yours, &c., SHIPMASTER.

Cowes, Sept. 16, 1876.

SIR,-To what department of the Netherlands Government have I to make application for particulars connected with the loss of a ship belonging to the said Government ?-Yours, &c. July 20, 1876. A SUBSCRIBER.

[To the Minister of Marine at the Hague, Holland.]

NEW ZEALAND EMIGRATION. SIR,-Is there free emigration to New Zealand; and, if so to whom should application be made?-Yours, &c., Belmullet, Ireland, Jan. 20, 1877.

B.

[The office of the New Zealand Government is at 7 Westminster Chambers, London, and every information will be supplied on application to the Agent at that address.]

NON-PERFORMANCE OF CONTRACT.

SIR,-If A enters into a contract with B for the supply of a certain article for six months, under a penalty for nonperformance of the agreement of, say, 1007., and A is in a position to fulfil his part of the agreement, and B declines to carry out his, is B not liable to pay the full amount stipu lated in such contract? There is no statement in the contract that such 1004. shall be taken as liquidated damages. The contract in question is not disputed, and the point raised by

SIR, What is commonly called an "open boat"? Some of our Mariners and Watermen here argue that Watermen's, or common rowing boats, with thwarts and stern seats in them, are not "open boats," and we are under the impression that they would be so called.-Yours, &c., YOUR CORRESPONDENTS.

Yarmouth (I.W.), May 12, 1877.

[All boats without decks or coverings are open boats. Watermen's boats and cobles are therefore open boats if they are not decked over. Half-decked yachts or boats are also open boats unless they have the means of closing up the central part.]

OUTFIT OF NEW SHIP.

SIR,-In the event of a person purchasing a vessel and hull and spars, are the undermentioned articles included in the same, or do they belong to the outfit, viz. :---Deck-house for Crew, with galley attached; pumps and wells complete ; steering wheel, mooring heads, fair leaders, and chain pipes; side-light stanchions; Lloyd's survey fees; mountings for coamings; hatch bars; crutch for boom; stay for hatchway (portable) ?-Yours, &c., R.

Inverkeithing, March 17, 1877.

[All the things enumerated would properly come under he head of fixtures, and therefore would not be comprised as outfit.]

PASSAGE THROUGH A WHARF.

SIR, I chartered my vessel for New Ross, and on arrival was ordered to go alongside the Merchant's yard to discharge. At 6 o'clock he locked up the gates, and left us no passage to get ashore or on board except by our boat, and on a dark night, with strong tides, in a dangerous part of the river, landing is perilous. Can he do that? It is a great grievance to Captains of vessels and also to the Crews.

SIR,-What are the duties of a Purser on board a steamer? Swansea, March 25, 1876. ANXIOUS.

[In some steamers the Purser is also the Steward, and has to find all the table requisites and victual the passengers. In other ships the Purser has to take an account of all the provisions, wines, and cabin stores put on board. He is required also to serve out the daily quantities and keep books and accounts. The duties vary according to the service in which the ship may be employed.]

POSTMASTER'S OCCUPATIONS.

SIR,-Is a Postmaster allowed to hold such various offices as Lloyd's Agent, Sub-Commissioner of Pilotage, Collector of Improvement Rate, Gas Manager, Harbour Commissioner, Shipowner, and Managing Owner, and to sell coke at the Post-office, to the very great nuisance of those who do business there ?-Yours, &c., FAIRNESS.

March 13, 1877.

[A Postmaster who is not paid by the Government for devoting his exclusive services to that office may carry on any number of trades or professions without compromising his position with the Postmaster-General.]

PURSERS AND ASSISTANTS.

SIR,-What are the duties of a Purser and Assistant Purser on board large steamships? and is it likely that a young man who has been in a Managing Shipowner's Office would suit such a situation?-Yours, &c., PURSER.

Swansea, May 1, 1877.

[The Purser employed on board a large ship has to keep an account of everything that is received for the use of passengers and Crew, and to see to the serving out of rations. The Second Purser is merely an assistant clerk. The duties, however, vary to some extent in different ships. A Purser is supposed to know where all the provisions and stores are stowed, and to be able to state at any time what remains on board. A young man who has been engaged in a Shipowner's establishment would be qualified if sufficiently educated.]

QUARANTINE AT GIBRALTAR,

SIR,-The barque Snaresbrook, Captain Peak, from Glasgow for Naples, put into Gibraltar on the 17th inst. with loss of foremast, and having on board the Crew of the Italian brig Kalmaka, from New Orleans for Naples. The Crew of the latter vessel had abandoned her and found safety on board the Snaresbrook. Immediately on arrival the authorities at Gibraltar placed the Snaresbrook in strict quarantine for one month for having the shipwrecked Crew on board. Is this act justifiable, and are not the authorities bound to receive shipwrecked Crews in such cases into a lazarette, rather than to compel the Captain to find accommodation for 22 men when the ship is only certified to have room for 11 men? I may add, the Board of Health out there have been petitioned to reduce the period, but they decline, and have towed the ship into the quarantine ground, incurring expenses and loss of time, which will be very serious to the Snaresbrook, and all this has been owing to the Captain performing an act of humanity.-Yours, &c.,

JOSEPH HODGSON, Managing Owner.

Blyth, Oct. 27, 1876.

In consequence of the fever raging in the Southern States, New Orleans has been declared infected, and therefore vessels putting into Gibraltar would have to ri le quarantine. It is usual to place a ship in quarantine if she has persons on