United States and elsewhere. From Singapore 10,000 to 15,000 tons are shipped annually (1870) to the States by one American firm. Masters should be careful in chartering for a “ lump sum" to stipulate for such a quantity of stiffening to be supplied by charterer as may be considered requisite to make the ship seaworthy; Banca tin in quantity is desirable, and should of course be put in first, a portion being kept in the 'tween decks or elsewhere to stow towards or at either end of the ship to trim with. If there should be any question as to the stability of the vessel and the quantity of ballast required, a fair-sized trunkway should be kept under the square of the main hatch, so that dead-weight cargo or ballast may be put in-no positive rule can be given as a guide on that point. When laying in an open anchorage, with occasional beam winds, it would be advisable to set sail 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 carefully that she does not start her anchors.

914. RECEIPTS FOR GOODS. The question regarding receipts for goods was, as between French docks and railways, decided in the affirmative by the Tribunal of Commerce of the Seine, 31st October, 1862. The Orleans Railway Company were plaintiffs, and the Docks Napoleon Company defendants. The question at issue was an important one for railway companies, which are in the habit of depositing large quantities of goods at the docks on account of owners who do not wish to pay the duties until they have sold the merchandize. The companies have, therefore, an interest in obtaining a receipt from the docks, stating the exact weight of the merchandize when delivered, in order that they may not be rendered liable for any deficiency found at a future time when the goods should be weighed for payment of duty; such receipts the Dock Company had constantly refused, and hence the present action. On the 4th September the Orleans Company deposited at the docks 270 bags of raw coffee, the weight of which, as announced in the invoice, was 20,999 kilogrammes. The Railway Company demanded that the coffee 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 Company were wrong in refusing to give a receipt for the exact weight of the merchandize on delivery, that it should consequently be responsible for any deficiency in the weight of 20,999 kilogrammes; and that for the future it should be bound to weigh immediately all goods deposited with it by the Orleans Company, and give a receipt accordingly. Defendants paid costs.

915. RED EARTH. Bombay ton 20 cwt.

916. REDWOOD is usually in junks, three or four feet long by two inches thick. It is shipped all the year round, and makes capital dunnage for the wings, for the cantlines of casks, &c. ; it is considered by some masters as crooked, ugly 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 to refuse redwood unless a fair freight is paid, especially when other rates are fair. As broken stowage, being heavy, it makes some ships tender at sea; see dunnage. Bengal and Madras ton 20 cwt. for dunnage; Bombay 16 cwt.

917. REGULUS was given as a name by chemists to metallic matters, when separated from other substances by fusion. It was afterwards applied to the metal extracted from the ores of the semimetals which formerly bore the name that is now given to the semimetals themselves. In other words, it is copper ore which has been once through the fire. On the West Coast of South America it is usually shipped in bulk. In South Africa it is shipped in bags. Being heavier, it requires a platform higher than that used for copper ore; see ores. Regulus at Adelaide is calculated at above 25 cent. heavier than copper ore; it is usually shipped thence in beer hogsheads, containing about 14 cwt. each, or in bags at 56 lbs. in each.

918. 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 contrary; but masters, being under the same penalties as common carriers, are nevertheless bound to place the goods in position so that they will be unlikely to injure each other, to keep them in safe custody, and to deliver them in good condition to the legal owner of the bill of lading. It therefore follows that if goods liable to leak are placed over bale goods, or if a cask be stove 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 cargoes will be stowed properly, will give a preference, and at higher rates, to those masters, British or Foreign, who undertake to guarantee the dunnage, &c. ; see the letter of Mr. MORGAN, consul at Bahia, in the article coal.

919. Lord Chief Justice TENTERDEN says (in reference to responsibility): the disposal of the cargo by the master is a matter that requires the utmost caution. He should always bear in mind that it is his duty to convey it to the place of destination. This is the purpose for which he has been entrusted with it, and this purpose he is bound

to accomplish by every reasonable and practical method. What then is the master to do, if by any disaster happening in the course of his voyage, he is unable to carry the goods to the place of destination, or to deliver them there? To this, as a general question, I apprehend no answer can be given; every case must depend upon its own peculiar circumstances. The conduct proper to be adopted with respect to perishable goods will be improper with respect to a cargo not perishable one thing may be fit to be done with fish or fruit, and another with timber or iron: one method may be proper in distant regions, another in the vicinity of the merchant-one in a frequented navigation, another on unfrequented shores.

920. The wreck of the ship is not necessarily followed by an impossibility of sending the goods forward; it does not, of itself, make their sale a measure of necessity or experience; much less can the loss of the season, or of the proper course of the voyage, have this effect. An unexpected interdiction of commerce, or a sudden war, may defeat the adventure and oblige the ship to stop in her course; but neither of these events doth, of itself alone, make it necessary to sell the cargo at the place to which it may be proper for the ship to resort. In these, and many other cases, the master may be discharged of his obligation to deliver the cargo at the place. of destination; but it does not therefore follow that he is authorized to sell it, or ought to do so. What then is he to do? In general it may be said he is to do that which a wise and prudent man will think most conducive for the benefit of all concerned. In so doing he may expect to be saved, because the merchant will not have reason to be dissatisfied but what this thing will be, no general rules can teach.

921. Some regard may be allowed to the interest of the ship and of its owners; but 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 deposit, may be expedient. A disadvantageous sale (and almost every sale by the master will be disadvantageous) is the last thing he should think of, because he can only be justified by that necessity which supersedes all human laws.

922. Lord CAMPBELL gave a very important opinion in the Court of Queen's Bench, in May, 1856, regarding the liability of owners to deliver goods in good order.

GILLESPIE V. THOMPSON. This was an action brought to recover damages resulting by the alleged bad stowage of flour on a voyage from New York to Liverpool. The question came before the court under the provisions of 15 and 16 Vic., cap. 16, sec. 46. In the month of April, 1854, plaintiffs, who are

merchants in New York, shipped in good order and condition on board the American ship Star of the West, of which defendants were then owners, then lying in that port, and bound for Liverpool, 1,526 barrels of flour, for which a bill of lading was signed by the master in the ordinary form. She had a miscellaneous cargo, consisting of

Vessels from New York bring very miscellaneous cargoes, and flour and turpentine are sometimes brought in the same ship, but the plaintiffs, when they shipped the flour, had no notice and were not aware that turpentine was or would be shipped. On arrival in Liverpool it was discovered that the flour was tainted by turpentine, and under the advice of competent brokers, the flour was sold by auction, and produced £196 16s. 10d. less than its sound value. The damage had not resulted from sea damage, but it was caused by the fumes arising from the turpentine having reached and tainted the flour. The damage did not result from any direct contact between the flour and the turpentine, for both were properly stowed and dunnaged, and care was taken to separate them from each other, and save in so far as it may be considered improper in any case to place flour and turpentine in the same vessel, there was no negligence or want of due care on the part of the owners, or master, in the stowage in question. Although flour and turpentine are sometimes shipped in the same hold, it is the fact that flour carried with turpentine, has in many instances, received more or less damage from it; and plaintiffs contended that it is improper stowage to place articles in a vessel's hold, so that the presence of one may damage another, and that as the damage in this case was not the result of the peril of the sea, the shipowner is bound to make good the loss. The question for the opinion of the court was, whether defendants were liable for the damage sustained under the circumstances. If the court should be of opinion that they were so liable, judgment of nil dicit was to be entered for plaintiffs for £196 16s. 10d. If the court should be of a contrary opinion, their judgment of nolle prosequi is to be entered.

Lord CAMPBELL: The opinion of the court is that the owners took the goods in good order and condition, and undertook that they should be so delivered, the dangers of the sea excepted; they were delivered in bad order and condition, being greatly deteriorated by the turpentine, that does not come within any express or implied exception; we think it has resulted from bad stowage which has produced this effect. There is no doubt the owner of the ship is liable. Mr. MANISTY: I hope your lordship will say it is a fair case in which we should not bear the cost. Lord CAMPBELL: I think it a case in which the cost unquestionably ought to follow the event. You must take it as if you had proceeded and submitted everything that you thought proper for and required the deliberation of the court. See transhipment.

923. RETORTS (clay) should be stowed in the hatchways or in the ends of the ship on the top of the cargo, care being taken to make a level bottom; not more than four tiers. They are in pieces 3 to 10 feet long, 14 to 20 inches diameter, and weigh 6 to 16 cwt. each.

924. RHEA. Bengal and Madras ton 50 cubic feet in bales.

925. RHUBARB, the root of a plant which grows wild in Turkey, Asia, &c. It should be kept perfectly dry. Bombay ton 50 cubic feet in cases. A box containing half a pecul of Chinese measures 3-333 cubic feet; 15 boxes or 8 parcel boxes go to a ton of 50 cubic feet.

926. RICE. Very little comparatively is grown on dry soils; that cultivated on the hills is usually small and remarkably crisp. Most descriptions require a moist soil; in some parts the stalks are kept under water until the grain is ripe. East India rice is often mouldy when first shipped, in consequence of the wetness of the seasons. At Moulmein, although in appearance perfectly dry when brought by the country carts, and quite cool in the heap, yet after being packed in gunny bags, and stowed in a ship's hold, it becomes so hot that the air which rises through the vacancies round the . stanchions, &c., is described as being similar to that of an oven. This air ascends like steam, and striking underneath the cold decks, when the hatches are closed, condenses speedily, especially in the hatchways, and drops on goods below, thereby frequently causing damage; sometimes the bags containing rice immediately under the hatches, are quite rotten on arrival at the port of discharge. The steam is also highly injurious to the paint-work, and often detrimental to the health of the crew; cargoes in a hot state, injure the ceiling, decks, and timbers of ships. Ventilation is absolutely necessary. Rice shipped at Akyab, Rangoon, and Bassein, becomes heated in the same manner as that from Moulmein. In India, speaking generally, two crops of flooded rice are obtained annually; the first is cut in February and March, the second is reaped in October. The earlier one is by far the more valuable. In Ceylon, rice is usually sown in July and August, and reaped in February, but there is not sufficient grown on the island for the consumption of the inhabitants, who are therefore obliged to import. In Sumatra, the rainy season is from about November towards the close of February; the harvest occurs in April.

927. There is considerable difference in the weight of rice, especially as between what is termed clean rice and paddy (rice in the husk), which is lighter. An ordinary ship cannot take a full cargo of clean rice; with about eight cent. of paddy she may be filled" chock up." An iron ship of 853 tons register, from Rangoon, delivered in Liverpool 558 tons of rice, of the usual quality, and 557 tons of paddy, and yet was not "chock full." Wooden ships of