Vinegar is essential to the comfort of the troop horse as well as to that of the men, and is to be freely used; and both the mangers, horses' mouths, noses (and occasionally their docks), should be sponged with vinegar repeatedly, which appears to freshen and delight them. Chloride of lime should be also thrown on the flooring; or, what is better still, to destroy the ammonia arising from the urine, powdered alabaster or gypsum, a few sacks of which are to be provided for purifying the air between decks.

In very rough weather, and if the vessel should labour very much, it will be found necessary to have all the men who can be spared, to stand to their horses' heads, as they will be less frightened when the men are with them.

The air tubes which runs through the two decks, and are carried up behind the horses, require also to be constantly looked to; and care is to be taken to see that nothing is permitted to be on the decks which can at all interfere with the thorough passage of the air, or choke the apertures to those ventilators.

In taking horses out of the ship, the same precautions are necessary as when embarking them, and for some days after a long voyage they should be led in hand at a gentle pace, and no weight put on their backs, nor on any account should they be allowed to go out of a walk.

1299. The Queen's Regulations, 1862, contain some instructions for Royal Naval Officers, which may be useful to officers in the merchant service, especially when conveying troops, &c.

Cleanliness. As cleanliness, dryness, and pure air are essentially necessary to health, the captain is to use his utmost endeavours to obtain those comforts for the ship's company in as great a degree as possible. The ship is always to be pumped dry, the pump-well is frequently to be swabbed, and a fire let down to dry it (proper precautions being taken to guard against accidents). He is to take care that there is a free passage fore and aft for the water; and those places where, from the ship's trim, there may be a lodgment, are to be baled out and dried in steam ships especially he is to see that every possible means be taken to insure that the air may circulate freely, and that room be left for a man to get down upon the keelson to clear the limbers of all offensive matter. He is, as frequently as he may deem requisite, to examine himself the state of the holds, and the lower parts of the ship, with the surgeon, and if he should not find them perfectly clean and free from obnoxious smells, he is to cause a thorough examination to be made with a view to detect and remove whatever may be likely to engender disease.

In line-of-battle ships and frigates, if the weather should prevent the ports from being opened for a considerable time, fires are to be made in the stoves, and by means of them and of windsails, the lower decks are to be kept as dry and as well ventilated as possible.

He is to see that the men are properly clothed, in the established uniform, according to the nature of the climate in which they may be serving, that their hair is properly cut and clean, and that they are, generally, cleanly in their persons and dress. They are never to be suffered to remain in wet clothes, or sleep in wet bedding, when it can possibly be avoided.

The ship's company's bedding is to be aired once a week when the weather will permit, each article being exposed separately to the air by being tied up in the rigging or upon girt-lines. Twice a year their blankets are to be washed

with soap, in warm water; and once a year the bed tickings are to be washed, and the hair beaten and teazed before it is replaced. Chap. 44, sec. 40.

Surgeon. He is not to confine his attention exclusively to patients in the sick berth, or to those who may be actually sick, but to watch every circumstance that may in any degree tend to affect the general health; and should he suspect indisposition in any man, he is to examine him minutely, although he may not complain; on finding his suspicion well founded, he is immediately to take such steps as may be necessary, in order that the disease may be more speedily arrested. Upon long cruizes or voyages, when there is not a sufficiency of lemon-juice on board for the whole ship's company, he is to ascertain, by inspection, whether any of the men have symptoms of scurvy; and should he discover any who show the slightest symptoms of that disease, he is to demand lemon-juice and sugar from the paymaster for their use, as directed in article 1. Chap. 52, sec. 15. Provisions. Whenever the ship is in port (at home abroad) the crew are to be supplied, if possible, with fresh meat and vegetables. When fresh meat is received, the captain is always to take care to appoint proper officers to ascertain that it be perfectly good and wholesome, and, if from a contractor, in every way conformable with his contract. In order that a just distribution may be made, and to prevent any occasion of complaint, the fresh meat, if Beef, is to be received in quarters, and if Mutton, in carcases, conformable to which weight the quarters or carcases are to be cut up into the usual mess pieces, in some convenient and public part open to the ship's company, and under the particular inspection and supervisal of such officers, petty officers, and non-commissioned officers of marines, as the captain may appoint.

or

The captain is to cause the ship's cook to be overlooked, in order that the salt meat be properly steeped; all articles of provisions be cleanly and palatably dressed; boilers kept clean; the skimmings of the boilers in which salt meat has been boiled, be on no account given to the men, either to mix with their puddings, or to use in any other manner, as scarcely anything is more unwholesome. When boiled, the meat (whether salt or fresh) is to be delivered to the messes in the customary manner of pricking fairly for it.

In the event of a complaint being made by any of the officers or ship's company, that the salt meat supplied has, from its age or from any inferiority of quality, lost in boiling more than one half its original weight, the captain will order enquiry to be made by the surveying officers of the ship, and whether the meat has been properly cut up and cooked; and if it shall be proved that the daily allowance, or the portion supplied to any particular mess, has fairly lost by boiling more than one half the original weight when put into the coppers, the captain will, should he consider an extra allowance necessary, direct the paymaster to issue an additional quantity of raw meat, of the same species, equal to half the original allowance complained of, placing his initials in the proper column of the statement to accompany the paymaster's accounts, as an authority for the total extra issue on each day.

As these extra issues are authorized only for the purpose of making up the dinner allowance, and as they are to be made only when the captain may consider them actually requisite, no portion, either of such extra issues, or of the original ration in respect of which they may be made, is ever to be paid for as savings. In case of the surveying officers having any difficulty in deciding on the claims for such extra issue, a fair selection of pieces are to be weighed before being put into the coppers, and also after being cooked. Chap. 36, sec. 43.

Water. In Government troop-ships on long voyages, the allowance of water is three imperial quarts per man per day. Chap. 21, sec. 33.

Spirits. The surgeon is not authorized to order more than half-a-gill of spirits per diem extra for any person as an extra issue. Chap. 25, sec. 5.

Lemon Juice is to be supplied to any crews in the Royal Navy, at such times, and at such rate, not exceeding half-ounce each, per individual, per day, as the captain may direct, on request of the surgeon. Chap. 25, sec. 11.

1300. TRUNKS, Chinese, are almost entirely of camphor wood; five in a nest weigh a pecul; those covered with leather are of inferior wood.

1301. TURMERIC, the root of the curcuma longa, imported from Bengal, Java, China, &c. In Bengal it is packed in bags. weighing 150 lbs. each, and sometimes in small bags about 28 lbs. each, shipped for broken stowage at a reduced freight. As large quantities of dust escape from them, to the injury of silks, sugars, jute, &c., they ought to be stowed by themselves, and being light, well up in the ship, say in the 'tween decks. Turmeric is often used for blocking up the hold over casks of rum and cases of indigo. The principal season for shipment in the East Indies is during the north-east monsoon. Bengal ton 12 cwt., Madras 14, and Bombay 13 cwt. in bags.

1302. TURPENTINE, a resinous juice extracted from several species of trees; specific gravity 0-872. The true turpentine tree grows in Spain, and the southern parts of France, as well as in the island of Chio, and in the Indies. Common turpentine is prepared from different sorts of the pine, and is quite thick, white, and opaque. Venice turpentine is a mixture of eight parts of common yellow or black rosin, with five parts of oil of turpentine. Strasburg turpentine is extracted from the silver fir, it is commonly of a yellowish brown colour, and imported from Germany. In case of breakage be cautious of approaching with a light, as the vapour is highly inflammable; see naptha. Tea, coffee, flour, &c. are injured by turpentine, which will render oilcake unfit for consumption, while the cake will cause the casks to leak; see general cargo, tar, responsibility, &c. The steamship Lord Royston, Capt. HUET, was burnt at sea near Belle Isle, 29th September, 1862. The fire commenced under the stokehole plate, under the boilers, and is supposed to have arisen through leakage from some barrels of turpentine stowed in the fore hold. The master lashed the helm to starboard, and the ship made a circle when the engines stopped. All on board, 17, were saved in La Gazelle, French schooner, and conveyed to Charente. The Liverpool underwriters (16th April, 1858) state that the vapor from spirits of turpentine (now

brought here in large quantities from the United States) is understood to affect the crew on the passage, even when the forecastle is above deck, and it also occasionally damages other parts of the cargo. Its strength is evidenced, when discharging in the docks, by its effects upon the men, who have often to hurry on deck from a sense of suffocation. The ship Falcon, 395 tons, left London in July, and arrived at Singapore 2nd November, 1866. She had a general cargo of gas-coal, gas pipes, white lead, oils, and tar, with about 2,000 drums of spirits of turpentine, containing 4 to 6 gallons each. When the ship pitched and rolled on the occurrence of the first breeze at sea, the drums worked so that the chimes of one cut through the head of another, and in this manner about 500 gallons were washed out during the passage. The leakage got among the coal and the gas pipes and could not be pumped out. The stench became intolerable, and in the tropics drove the men out of the forecastle, to sleep on deck; their heads swelled, the temples especially, and they were affected with a craving appetite which was never satisfied. The stench was, if possible, worse in the cabins, and more so with the wind aft. New York ton 6 barrels ; a barrel 2 to 24 cwt.

1303. TUTENAG; Chinese zinc or spelter. In the United States it consists of copper eight parts, nickel three, zinc five. Bombay ton 20 cwt.

1304. UNLOADING. When a merchant works out one end of a ship first, and causes water in ker to run to the other end, and damages cargo, he is responsible for the loss. If, however, the shipowner or his servants caused the ship to be so worked, the loss would fall on him. Scrapers or lumpers engaged to clean out a ship are not entitled to the sweepings of cargo, such as loose cowries, found on board in doing it, and the master would not in any case have a right to agree that they shall be so paid, or partly paid, with property belonging to the merchants. If lighters are not ready to receive cargo after due notice has been given, it may be landed, and the Dock Company can enforce the landing charges. After the consignee's first application, he is entitled to receive 24 hours' written notice that the goods are ready for delivery; if any unreasonable delay in the delivery occurs after that, the owner is liable to make good any loss or expense incurred. The Diana was reported at the London Custom-house at nine a.m. on a Tuesday, and was to sail again next morning; the Court decided that the master was justified in landing the goods at two o'clock, the consignee to pay wharf expenses. The ship has a right to insist on the discharging hours

being limited (in Great Britain) to from six a.m. to six p.m. except otherwise arranged by mutual agreement, and can demand extra payment for any "dispatch discharge" beyond that time, and also insist on the same without any risk of forfeiture for demurrage. In Charlestown, S.C., no loaded vessel of 200 tons or upwards, is allowed more than 15 days for discharging; ten days under 200, and four days under 100 tons. At New Orleans when cargo is discharged into boats, it continues entirely at ship's risk; no receipts are given, but the master may send a person in charge. At Tarragona and other Spanish ports, the authorities sometimes compel ships to discharge over the stern, involving great loss of time. The shipowner has a lien on the cargo for freight, and can demand to be paid such freight ton by ton as he unloads it.

1305. Gunpowder. Common Pleas, Guildhall, 16th February, 1865, before Lord Chief Justice ERLE. RANEBERG V. THE FALKLAND ISLANDS Co. Plaintiff shipped on board the Johanna Oluffa, carrying a cargo of coal to the Falkland Islands, 400 kegs of gunpowder for another port. On the ship's arrival at Stanley Harbour, the master was informed by the regulations he could not go into port to unload his coal with gunpowder on board, but defendant's company offered him the use of the Fairy, in which to store it, while discharging his coal. The master agreed, and the powder was transhipped to the Fairy. A day or two after a large emigrant ship called at the Islands to water, and the Fairy, as a much smaller vessel, was required to enter the port and procure it for the emigrant ship. This she could not do with the powder on board, and therefore, without consulting plaintiff's master, it was again transhipped to a still smaller vessel the Lily. Soon after a storm arose, and she sank with the powder on board. Plaintiff contended that defendants in breach of their duty as bailees had, without consulting or obtaining the assent of plaintiff's master, placed the powder on board an insufficient vessel, by reason whereof it was lost, and sought to recover its value and expenses, £402 128. Defendants contended that as gratuitous bailees they had taken reasonable care, and that the loss was attributed to the storm and not to any breach of duty. The jury found for plaintiff―damages,-£402 12s.

1306. URUGUAY, THE RIVER. The brig Ariel, Capt. KNIGHT, 178 tons register, loaded at the isle of Almarine, in the Uruguay, 272 tons bone ash, with 20 tons bones for dunnage. The cargo was brought down the river, 100 miles, in lighters of 50 or 60 tons, and in schooners even of 200 tons, very flat and drawing only 5 or 6 feet; four days loading. The bone ash had been 12 months on the bank and was not hot. She took out 300 tons and 4 lbs. railway iron, and then drew 12 feet and 11 feet; with bone ash less. There were no outward port charges except 31 dollars at the custom-house. Pilotage up to the island and down 10 ounces, £3 5s. to £3 12s. P

ounce.

1307. USAGE. Evidence of usage cannot be admitted to