2. British ships trading to Norway, the Cattegat, the Baltic, round the North Cape, or to the White Sea, on their inward and outward voyages to and from the Thames.

3. British ships which are constant traders be tween the Thames and the ports situated between the Baltic and Boulogne (inclusive).

4. British ships trading to Ireland, navigating in the Thames and Medway.

5. British ships employed in the regular coasting trade of the United Kingdom.*

6. British ships wholly laden with stone from the Channel Islands or the Isle of Man.

7. British ships under the burthen of 60 tons.

8. Ships navigating within the limits of the port to which they belong (unless pilotage is compulsory on such ships under local acts of parliament or royal charters relating to those ports).

9. Such foreign ships under 60 tons as may be exempted under any Order of the Privy Council.

10. Ships of which the master or mate is a partowner, and is resident at Dover, Deal, or the Isle of Thanet, and piloting his own ship from any of those places up or down the Thames or Medway, or to or from any of the Cinque ports.

11. Ships in distress are entitled to avail themselves of the best assistance they can get. The Merchant Shipping Act, 1854, also contains the following exemptions from compulsory pilotage in the

* Ships trading from any one part of the United Kingdom to another are to be considered coasting vessels.

London district, and the Trinity House outports districts, unless the vessels are carrying passengers* :—

1. Ships employed in the coasting trade of the United Kingdom (i.e. vessels habitually engaged in the coasting trade).

2. Ships of not exceeding 60 tons burthen.

3. Ships trading to Boulogne, or to any place in Europe north of Boulogne.†

4. Ships from the Channel Islands laden with stone.

5. Ships navigating within the limits of the port to which they belong.

Under the Merchant Shipping Act, 1862, all ships passing through the limits of a pilotage district on a voyage between two places, both situated out of such district, are exempt from compulsory pilotage, provided that they do not load or discharge at any place within that district, or on the same river.

The London pilotage district extends from London Bridge to Orfordness on the north, and Dungeness on the south, and up the Medway as far as Rochester Bridge. The English Channel district extends from Dungeness to the Isle of Wight. The Trinity House outports district comprises all other pilotage districts, excepting those before named, and those districts for

*Under a bye-law made in 1857 by the Trinity House, under the Merchant Shipping Act, and confirmed by an Order in Council, vessels carrying passengers are exempted from compulsory pilotage in the London district, and in the Trinity House outports districts, if the master or mate has a pilotage certificate then in force for such district.

+ This exemption includes vessels on both inward and outward voyages, and it is not restricted to vessels habitually trading to those ports. A ship making a single voyage to those ports will be exempt.

which provision has been made by special Act of Parliament.

The pilotage authorities for the London district, the English Channel district, and the Trinity House outports district, are the Sub-Commissioners which are appointed for each district by the Trinity House. The other districts are regulated by their own acts of parlia

ment.

Pilotage is compulsory in the London districts and the Trinity House outports districts, if a pilot can be obtained, unless the ship comes within the foregoing exemptions.

Independent pilotage districts, established under local acts of parliament, exist at Liverpool, the Humber, the Bristol Channel, the Tyne, Sunderland, Hartlepool, Cardiff, Newport, Gloucester, Boston, King's Lynn, Berwick, Lancaster, Chester, Llanelly and Swansea.

Pilotage is not compulsory at the Tyne, Sunderland, Hartlepool, Cardiff, Newport and Gloucester; but at most of the other ports above-named it is compulsory on all vessels not exempted by their local acts of parliament. In the " English Channel District" it is not compulsory.

A British pilot, if requested by the captain, is bound to produce a copy of so much of the Merchant Shipping Act as relates to pilots, and also a copy of the rates, bye-laws, and regulations in force in his own district. Any dispute with him is to be settled by the pilotage authorities.

When pilotage is compulsory, the shipowner is not answerable for any damage occasioned solely by the fault of any qualified pilot in charge of the ship within such pilotage district. (See p. 61.)

A vessel is only under the direction of the pilot for the purposes of navigation. It is his duty to direct the

course she is to pursue, but the management of the ship herself is still under the control of the master, and he must promptly carry out all the pilot's orders; and if the ship is being towed by a tug, the tug also most obey the pilot's orders.

The master must not interfere with the pilot, unless he is utterly incompetent from illness, intoxication, &c., but, of course, the captain may make suggestions to the pilot, or consult with him.

ACCIDENTS.

If an accident occurs, and it is necessary to discharge the cargo before the end of the voyage, the master has a right to detain it a reasonable time until the ship is repaired, but if it is found that it is impossible to repair the ship, so as to enable her to complete the voyage, or if she is not worth repairing, the master has the right to tranship the cargo and send it on by another vessel; but it has recently been decided, that he is not compelled to send the cargo on. If the captain tranships at a higher rate of freight than is named in his own charter, his owner will have to pay the difference of freight himself, as he cannot charge the higher rate against the merchant. Therefore the captain should not tranship unless he can send the cargo on for the same or a smaller freight than that named in his own charter. If the merchant accepts the cargo at a port short of its destination, he will be liable to pay the freight for it pro rata, according to the distance the cargo has been carried; but if he does not accept the cargo, he cannot be compelled to pay the freight until it is carried to its destination. He should communicate with the merchant at once, if possible, and obtain his instructions. If this cannot be done

and the cargo cannot be transhipped, the captain should either send it back to the port of loading or leave it safely deposited at the place where it happens to be; or in case of urgent necessity he can sell it, but this should never be done unless there is an absolute necessity to adopt that course.

The cost of unshipping and reshipping the cargo will generally fall on the insurers of the freight, if the freight is fully insured, but the cost of wages and provisions during the detention are not chargeable to them. If the cargo is transhipped, and the goods are sent on solely for the purpose of earning freight, the extra cost of transhipment beyond the amount of the original freight will fall on the underwriters of the freight.

Lord Tenterden says, "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, and this purpose he is bound to accomplish by every reasonable and practical method. It is obvious that this purpose cannot possibly be effected by a sale of the whole of the cargo. What then is the master to do if by any disaster he is unable to carry the goods to their destination? To this, as a general question, no answer can be given. Every case must depend on 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 in unfrequented shores."

The wreck of the ship is not necessarily followed by an impossibility of sending forward the goods, and does