the statements made in their protests (see protests) in the information given to the surveyors of ship or cargo, and in the statement of accounts of disbursements on ship and cargo, in case of repair of damage. A mis-statement is nothing short of a fraud.

833. PASSAGES. Via Suez Canal-Liverpool to Bombay.Compiled by one of the officials connected with the Liverpool Chamber of Commerce.

[The voyage commences from the time the ship "breaks ground "—that is, from the time she leaves the docks for sea.]

834. PASSENGER SHIPS should be so stowed that the consumption of water, fuel, and provisions will lighten them bodily, and thus keep them in trim. The lower hatches should be well secured to keep out damp and filth. It is the practice in some ships to place sheep, pigs, and poultry in the long boat, which is fitted with a temporary platform under the thwarts for this purpose; in a short time, for want of care, or of convenience, the butcher, who usually has charge, allows an accumulation of offensive soil under the plat

form, which unfits the boat for human occupation, and rots the ribs. There is often stowed round her a lot of heavy spars, so cumbersome that it would be nearly impossible to remove them in time of danger, which is almost the only time when the long boat is wanted. Such arrangements are not permitted by government officers; they are in direct contravention of clause 292 Merchant Shipping Act, which requires, in proportion to the crew and passengers, a certain number of boats, including two lifeboats, "at all times fit and ready for use." For water and provisions see the articles.

835. Passenger ships or steamers have to be surveyed under the Merchant Shipping or Emigration Act. The owner may appeal against such survey. See section 14 Merchant Shipping Act 1876. Any vessel surveyed under the Merchant Shipping Act 1854, shall not require to be again surveyed if she becomes a passenger ship. See sec. 18, Act 1876.

836. Troop Ships for India. It is unusual to embark troops in any ship which has had guano on board on her last voyage. This condition is sometimes extended to the necessity of making two voyages after a guano cargo. Troop Ships from India. 10 feet (super.) of deck are required for each soldier, and 17 for each invalid. It is usually calculated that 100 to 110 cubic feet is necessary for each man. For sailing purposes, troops are considered as light freight, and are so far desirable. For the Admiralty regulations regarding the conveyance of troops, see the article troops. 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 diem, except in special cases.

837. United States. No vessel is to carry on the lower deck more than one passenger for every 14 clear superficial feet; nor in any case more than two passengers for every five tons of the ship's burthen. Each child, however young, counts as a passenger. The penalties for infringing this regulation are: for each passenger in excess a fine of $50 on the master, who may be also imprisoned for any term not exceeding a year; and if the number of passengers in excess amount to 20 in the whole, the vessel is liable to be forfeited. This regulation was wonderfully abused during the excessive immigration of Chinese into California from China in the years 1850, 51, 52. The United States Consuls' certificates granted in Canton or Hong Kong with respect to the measurement and number of passengers allowed to be carried, was entirely put on one side as being of no force although a fee of $16 was paid previous to starting. Many ships which had left China with a few under the prescribed

number, and had also lost a great many by death, were re-measured at San Francisco, and charged with carrying 30 or 40 more, confiscated, and sold by auction. There was no appeal, the British Consul was powerless, and there was no British ship of war in the port to protect mercantile interests. If the vessel has more than two tiers of berths, or the interval between the lower berth and deck be less than six inches, or the berth be not well constructed, or their dimensions be less than six feet in length and eighteen inches in width for each passenger, the master and owners are severally liable to a penalty of $5 for each passenger on board. The penalties are declared to be liens on the ship, which may be sold for payment. The average weight of a man is taken as 150 lbs. and of a horse 1,000 lbs.

838. Sea Sickness. To prevent it Dr. LANDERER, of Athens, recommends 10 to 12 drops of chloroform in water. The chloroform, in most cases, removes nausea, and persons who have taken the remedy soon become able to stand and get accustomed to the movement of the vessel. Should the sickness 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.

839. Cargo-Life Salvage. Judicial Committee of the Privy Council, 8th March, 1865. Present Lord CHELMSFORD, Lord Justice KNIGHT BRUCE, and Lord Justice TURNER. This was an appeal instituted by the owners of cargo on board the Fusilier against the degree of the judge of the Court of Admiralty, whereby they were held liable to contribute to the remuneration awarded to certain salvors for saving the lives of the passengers on board that vessel in December, 1863. That decree was made in a suit in which the salvors were plaintiffs. The case, which involves a question of great importance, was reported in The Times of 16th June, 1865. On the hearing of the appeal during the last sittings of the Judicial Committee of the Privy Council, Lord CHELMSFORD delivered judgment, holding that the owners of cargo are liable to contribute to life salvage remuneration, and consequently affirming the decision of the judge of the Court of Admiralty. Appeal dismissed.

840. Insufficient Accommodation. Court of Exchequer, 18th February, 1865; before Mr. Baron MARTIN. FRAMPTON . RENNIE. Plaintiff had emigrated to Natal, but his wife's health failing he determined to return, and engaged a cabin in the Natal Star. All the saloon berths were engaged, but the agents undertook to fit up a berth, for which £73 108. was paid. Plaintiff complained that two of his boxes were put in the hold where their contents were negligently destroyed by sea-water; his cabin contained only one bunk; the water ran through on the blankets, which they were obliged to wring on deck and hang on the rigging to dry. No wash-stand being provided he and his wife were obliged to take it in turns to hold the wash-basin to each other; plaintiff had to clean his boots and empt the slops. The provisions were indifferent; there was no arrowroot or milk for the child. The dampness caused Mrs. FRAMPTON to have

an attack of rheumatism. Defendant 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 passengers said the provisions were good. Damages for plaintiff £77 18s.

811. Imprisonment. Second Civil Court, 6th August, 1866, before Baron CHANNEL. ALDWORTH, who had resided 13 years in Australia, took first-class passage (£90) for self and wife in the Red Rover. Shortly after departure plaintiff remonstrated about the provisions, especially fresh bread, and was forcibly seized and confined seven days in his cabin. His health suffered; the passengers petitioned, and he was released. Capt. STEWART's entry in the logbook, was read to plaintiff in his cabin. 'Whereas, on 2nd May, 1866, Mr. ALDWORTH, a saloon passenger, was confined to his cabin for his insolence in putting his hand to his nose to the captain, which was witnessed also by RICHARD Rogers, apprentice, and he is required there to stay until he writes an apology." Plaintiff admitted laughing or grinning at defendant. Damages £25.

842. Passenger in Irons. At the Bombay Police Court, on the 24th September, 1869, Mr. JOHN FRANCIS GRAVES, a cornet in the 20th Hussars, made a charge of assault and false imprisonment against Capt. THOMAS WYLIE, of the ship Thomas Bell, from Gravesend. It appears that on the 21st May the prosecutor and a number of other officers of Her Majesty's Army embarked to join their regiments in India. From the commencement the captain did not seem to have treated his passengers with the consideration which English officers expect, and the prosecutor was addressed in an abusive and threatening manner. On the 29th of June, while lying half asleep on a couch in the saloon, he heard the captain make some observation about putting sticking-plaister on a certain part of his person, and after that the steward went out and brought in a roll of it, which was put on him as the captain indicated. He immediately rose and expressed himself in the strongest terms on such insolent conduct. The next day the captain ordered him to be put in irons and confined in the hold for 26 hours, with only bread and water to subsist on. On the remonstrances of the other passengers he was released. On arrival he made the Brigadier-General of the regiment acquainted with the facts, and he ordered proceedings to be taken against the master. Prosecutor admitted in cross-examination that he might have sung some immodest songs near the man at the wheel, and that on two occasions he came on deck with no clothes on. He once said "if things came to their worst we would have to ask the chief officer to take charge of the ship." At the close of the evidence the chairman gave the following decision:-"I think that the charge of an assault accompanied with force made by the complainant has been well and fully proved by the evidence. The law vests great power in a shipmaster. It has been found necessary to do so in the interests of society, for the preservation of life and property, and for the maintenance of law and order. But great power involves great responsibility, and the exercise of it is required to be accompanied with judgment and discretion. Where the safety or safe working of a ship is concerned, I do not know what a shipmaster might not lawfully do. Certainly, putting anyone, whether a gentleman passenger or anyone else in irons for 20 hours, in the face of such circumstances, would be a very small matter indeed; but there is no pretence of such a situation here. The captain and his passengers do not, indeed, seem to have been the happy family that so many of us have had the pleasure of being members of during a sea voyage, and I do not say that Mr. GRAVES, and perhaps other passengers, may