1,000 tons and upwards will, as a rule, carry 25 cent. additional of paddy; iron ships more. With rice cargoes ballast is 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 supplied with bamboos or other similar articles. Mat over all. Quantities of paddy are shipped from ports on the east side of the Bay of Bengal, viz.: Akyab, Bassein, Rangoon, and Moulmein. The loss of weight on the passage to Europe was formerly from 10 to 12 per cent.; now it seldom exceeds five per cent., generally three to four 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 two to three per cent. An experienced Liverpool firm states that a well ventilated cargo turns out better weight than one not ventilated; it is, however, difficult to persuade shipmasters so. A ship of 200 tons register was freighted in 1861, at Algoa Bay, to run in ballast to Calcutta, "and there receive from the charterer's agents and load, a full and complete cargo of Bengal produce, not exceeding what she can reasonably stow and carry, and being so loaded shall return therewith to Algoa Bay; freight to be paid in consideration of the due performance of this agreement by the charterers on unloading and right delivery of the cargo at the rate of 60s. sterling per ton of 20 cwt. net, for weight, and of 50 cubic feet for measurement respectively." On delivery she made out rice 240 tons weight, bales 26 tons measurement. On one occasion she had carried 330 tons weight Indian corn, and on another 100 tons iron, and 350 tons measurement goods. It appeared that the rice imported into Algoa Bay is of an inferior sort, and not of the fair quality usually shipped to other ports, which is considered dead-weight, and is nearly so. The Ravenscraig (see linseed) with 11,000 bags of Calcutta rice, shipped in August, 1863, drew 19 feet 2 inches aft, and 18 feet 9 forward. The rice was discharged at Port Louis, Mauritius, in November, 1863; there was no loss by evaporation. Sometimes, merchants there make charges against the ship for what are termed "slack bags," that is, bags not full, on the plea that they were full when shipped. If the master can prove to the contrary, he will resist the demand. Masters should sign bills of lading for the number of bags received supposed to contain rice, and not sign for full bags.

928. At Calcutta, with general cargo, rice is often injured by black-lead, indigo, and turmeric. Sugar should be well covered with mats to receive rice, which should never be stowed under it. It

readily absorbs ammonia from substances containing it, and should therefore be stowed at a great distance from guano or superphosphate. Rice absorbs moisture, generates heat, and consequently creates leakage, from all liquids near; on discharging a cargo of rice which was stowed on a ground tier of arrack, all the casks were deficient, and some entirely empty. At Calcutta, Akyab, Rangoon, Bassein, Moulmein, Madras, Bombay, and Singapore, rice is packed in bags double and single; the single must be handled with great care or they will burst; latterly, in consequence of the cost of the material, few double bags have been used, except from Calcutta. The exports of rice from Bombay and Singapore are not extensive. At Madras, rice is shipped in surf boats; the loss by damage is from 5 to 15 per cent. Mr. MADDOCK, pilot, says, 1862, "in the rice season which commences in December and continues until May, ships often go from Calcutta to Akyab. At the southern ports-Bassein, Rangoon, &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 offering. The first breaking up of the north-east monsoon is generally observed in May, and cargoes loaded later than this, are liable to be more or less injured by rain in the course of shipment. Vessels bound for the Straits and for China occasionally leave as late as July; but as their cargoes are in bulk, and the hatches are removed whenever opportunity offers, there is not much fear of damage. Ships, however, with a cargo so heavy and trying as rice, bound for Europe, should never sail later than April, so as to ensure a safe passage both over the bar and down the bay, before the south-west monsoon attains its full strength; by leaving thus early too, a great saving is effected in the payment of pilot rates and other expenses, both of which are charged much higher as the season advances." The decrease on the voyage to Europe of a cargo of 600 tons of Akyab rice, was at the rate of 43 cent., and the tare (single bags) amounted to rather more than six tons. The decrease in weight from Akyab, Rangoon, Bassein, and Moulmein, is generally from 3 to 4, and from Bengal not over 2 cent. The rice shipped at these ports is much cleaner now than formerly. Arracan, 9,900 bags weighed on board, 698 tons 9 cwt. 1.4 quarters; out-turn 650 tons 4 cwt. 1.20 quarters net. All rice freights from the East Indies, are by weight, net delivered.

929. Arracan. Lieut. NUTHALL says, "the chief produce and export is rice, Akyab being the shipping port. The loading season commences after the breaking up of the rains (which are very heavy) or the south-west monsoon, i.e. in all November. At this time grain

of the last year's crop can be procured, the natives being then able to unhusk the paddy, and prepare it for shipment-a process which cannot be accomplished during the rains, as it is necessary first to dry it well in the sun. Clean rice is never kept ready, beyond what may be required for local consumption, as it does not keep well in the damp climate of Arracan. Vessels have occasionally arrived before the above period, without having sent previous orders, and thereby incurred great loss and delay. The harvest usually commences during the latter end of November, with the Laroong and Longphroo rice, which is nearly all cut and exported by the end of December, or early part of January. The Latooree next ripens; and the harvest terminates in February, with reaping the Nacrensee, which forms the most bulky part of the crop, and is partly held for exportation during and after the south-west monsoon, and before the next crop becomes available. Ships coming for a cargo of rice of the last season's growth should not arrive before the end of November, and for new rice not before the end of December or beginning of January, when the harvest having been partially made, labour can be employed in collecting, husking, and cleansing the grain for shipment."

930. Rangoon rice or Nga-sein rice is grown in that portion of the Burmese territory ceded to Great Britain in 1826. The harvest is most active in December and January. It is exported from Rangoon, and the first shipment of the new crop to Europe takes place usually about the end of February. The bulk is shipped by the setting in of the rains, which, in 1863, began 19th May, and in 1864, on the 26th; shipments sometimes extend to June. A basket is 68 lbs. net. Nga-sein rice weighs about 54 lbs. p bushel. At Rangoon, "in season "rice means that which is shipped from January to April; "out of season" after April. The term "newly unhusked" means unhusked shortly before shipment, so that it has not been long exposed to the heat of the climate.

931. The ship J. P. Wheeler, Capt. ROBINSON, of Boston, 855 tons register American, 940 English, and which could carry 1,500 tons of coal, took in 1,400 tons of rice at Moulmein, in December, 1857. This rice (not so clean as that at Rangoon and Akyab, being say one-third paddy) was packed in gunny bags containing two maunds, 152 to 164 lbs. each, according to the cleanness of the contents. The dunnage each side the keelson, teak logs, slabs, plankings, &c., two feet, decreasing to 18 inches half way between the floor and the beams; then bamboos up to the main deck, say four inches, or the thickness of an ordinary bamboo; 'tween deck, masts, &c., the same; mats over all, and against iron bolts, round stanchions, &c. With

the 1,400 tons there was sufficient space left for 700 bags, but she was in fair trim; her hold 23 feet deep, was stowed to a depth of 20 feet. All her provisions and water, excepting two casks, were below. It was calculated that the rice would decrease in weight 50 tons before discharging, or say 3 cent. On the passage fore and after hatches were kept open constantly; the main hatchway in fine weather.

932. Moulmein harbour is infested with two kinds of worm; the larger penetrates and totally destroys the wooden stocks of anchors long submerged (unless well paid with coal tar), by boring holes nearly as large as a pea; the lesser are usually on the surface, and penetrate the ship's side between wind and water, through holes so small (being only the size of a needle) that they are not perceptible by an ordinary inspection. Ships for this trade should be coppered high enough to be clear of the surface when fully laden. The teredo, or timber worm, seems to be more destructive in Moulmein river than in most other tropical waters, and no safeguard but extra and secure copper-sheathing seems to have been devised. If once they have obtained a footing, it is a good plan to lighten the ship, when the heat of the sun and want of water will destroy them quickly.

933. Quantities of rice are exported from the East Indies, Siam, and Sagon to China. Ships taking rice into Macao are exempt from measurement duty, paying only $50 to the procurador. At Amoy, they are admitted free of port dues; with export cargo they are liable to half the present port dues, or 25m. 5c. per ton register; ships laden with rice and having a considerable portion of general 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.

934. United States. In Carolina, sowing is generally completed by 15th of March; harvest commences 31st of August, and extends through the end of September, sometimes later. From South Carolina, it is usually shipped in barrels or tierces of six to seven cwt. each; dunnage say nine inches in the bottom, 14 in the bilge, and 2 against the sides; the tierces stowed 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 Maranham for England, the weight is equal to peeled Rangoon, say 60 to 65 lbs.

bushel.

935. Bilge-water with a rice cargo is very offensive, especially if there is a difficulty in getting at the body of the water by the main or bilge pumps; the stench from the dregs is then almost unbearable.

Tonnage. Bengal, Madras, Bombay, and Moulmein ton 20 cwt. in bags. At Moulmein, about 14 bags clean rice or 15 or 16 paddy, make a ton. New York 20 cwt., Baltimore 2,240 lbs. net, in casks; a tierce is computed there at a standard of 50 cubic feet. Bahia freight ton, bags, 23 cwt., barrels 18 cwt.

Measures-East Indian. An East Indian maund of rice by factory weight 2 qrs. 18 lbs. 103 ozs., bazaar 2 qrs. 26 tbs. 2 ozs.; a pucka maund 80 lbs.; a bag 14 cwt. [The bazaar maund, 82 lbs. 2 ozs., is always used for rice.] Bengal baugee of paddy 8 lbs., clean rice 94 tbs. In Bombay, rice in the husk is sold by the moora of 25 paras. Rangoon tayndang 56 lbs. nominally, but in reality 531 tbs.; a "ten," commonly called a basket, should weigh 58.4 lbs., it is usually reckoned at a half cwt. Bangalore buddah one-fourth of a maund. Malabar robbin 84 lbs. East Indian bamboo ordinarily 5 pints; a maund (75 lbs.) contains 21 bamboos. A basket of Arracan 26 lbs. and a fraction. Ceylon parah of paddy 30 to 33 lbs., husked rice 42 to 46. A Singapore bag is equal to two Bengal maunds; a maund 100 lbs. troy or 82-287 lbs.; a basket of peeled Moulmein is about 56 lbs., mixed 60, and paddy 51. Madagascar moucha about 7 pints or 6 lbs. Malacca gantong 6 lbs., quoyane 40 Chinese peculs or 5400 lbs., Macao pecul chapa 200 lbs. Malay basket (56 tbs.) consists of 30 chupahs. At Manila, the coyan varies from 96 to 135 lbs. A Molucca bamboo 1 tb. 10 ozs. A Macassar gantong 8 lbs. 5 ozs. Philippine cavan paddy 96 lbs., cleaned rice 130 to 135 lbs. A Japanese koke 3,000 bags or bales. In the list of measures of grain, there are several applicable to rice.

Foreign Measures. A Turkish killo is supposed to weigh 100 okes; an oke is 2.8286 lbs.; 40 mecmedas or kellas make one Arabian temau or tomaud, which weighs 168 lbs. avoirdupois. A last at Rotterdam is 4,000 tbs.; some say 2,000 kilogrammes or 4,424 lbs. An American cask 6 cwt.

Tares. The Customs' tare on Bengal single bags is 3 lbs., double 4 lbs. or 5 lbs. Another authority says East Indian in bags 2 cent.; when in double bags the additional bagging is weighed separately and compensated (?). At Hamburgh, the tare for Carolina is real, for East India 3 to 4 tbs. per bag. At Antwerp, Carolina is 12 cent. in casks, and 13 in half-casks.

A Bushel of Calcutta rice as imported, weighs 64 lbs.; Madras as imported 64 lbs.; Carolina cleaned 544 Ibs.; all three free of husk.

936. RIDERS. Any tiers of casks stowed above the ground tier or above any other tier in a vessel's hold.

937. RIO GRANDE DO SUL. Vessels drawing more than 11 feet are not well adapted for the port. Anchor should be cast as near the custom-house as possible. Ships being numerous, are arranged in tiers along the coast-the Brazilians westward, British and other foreigners eastward. Charterers should hold in view the distinction between the two ports of Rio Grande do Sul and of Sao José do Norte. Brazilian tons are often calculated to exceed the British register tonnage by one-third. In the article hides there are several references to the trade of this port. The merchants of Rio Grande do Sul have framed a set of rules, which they style the "Customs of the Port;" they can only be considered to have been