THE VARNE is a shoal running in a N.E. by E. and S.W. by W. direction, and is about 4 miles in length, between the depths of 7 fathoms at each end; its breadth varying from a half to three-quarters of a mile. The shoalest part (9 feet), about a mile from its N.E. end, bears S.S.W. W., 9 miles from the South Foreland; and S. W. by W., 8 miles from Dover Castle. A large red beacon buoy is moored in 13 fathoms, near the north-east end of this shoal, with Folkestone Church bearing N.W. N., and South Foreland high lighthouse N.N.E.; and its south-west end is pointed out by the lightvessel, which exhibits a quick revolving red-light, and lies in 16 fathoms water, with Dungeness lighthouse W. by N. N., and Folkestone Church, North.

THE RIDGE is about 9 miles in length, and 2 broad; its shoalest part (6 feet) is 3 miles from the S.W. end. From this, Dover Castle bears N.N.E., 16 miles; Dungeness Lighthouse, N.W. 2 W., 134 miles.

ANCHORAGE IN THE DOWNS.-Upper Deal Mill on with Deal Castle W.S.W. W., and the South Foreland upper light on with the south side of Old-stairs Point S.W. 1 W., in 7 or 8 fathoms; or with Upper Deal Mill to the northward of Deal Castle W.S.W., and the Upper Foreland Light to the northward of Old-stairs Point.

A VESSEL, in the Downs, parting her cable, or obliged to slip during a southerly gale and run through the Gull stream, must do so by bringing the South Foreland high lighthouse in one with the middle of Old-stairs Bay, bearing S.W. W., and pass to the westward of the Gull Stream lightvessel; from thence she should steer to the N.E., with the lightvessel in one with the South Foreland lighthouse, or the lightvessel bearing S.W. W.; and when the North Foreland lighthouse bears N.W., or the North Sand Head lightvessel S.E., she may haul out to the eastward and lie-to in 18, 19, or 20 fathoms, taking care, in running through the stream, to come no nearer the Brake than 7 fathoms, nor to the Goodwin than 11 fathoms. While at the back of the Goodwin, do not come under 30 or 28 fathoms, nor bring the Goodwin lightvessel to the eastward of north, until you bring the South Foreland lights in one, W. by N., when you may pass the South Sand Head lightvessel close-to on either side, and proceed to the anchorage in the Downs.

WORKING OUT OF THE DOWNS.-Cast towards the shore, if convenient, to get the first of the ebb; stand towards Deal, in 7 fathoms ; tack before the Hope Sand comes on with Cap Point, to avoid Deal Sand; stand towards the Goodwin to 12 fathoms, or till the South Sand Head lightvessel bears S.S.W. W., but not more westerly; towards Walmer, into 9 or 8 fathoms; and to the South Foreland 12 or 11.

INVOICES.

INVOICE.-An account of goods sent by merchants to their correspondents at home or abroad, in which the peculiar marks, the numbers, the value, and contents of such packages are set forth; as also charges, such as freight, insurance, &c.

MANIFEST.

MANIFEST.-A document, signed by the master, containing the name or names of the place or places where the goods on board have been laden, and the place or places for which they are respettively destined; the name and tonnage of the vessel; the name of the master, and the name of the place to which the vessel belongs; a particular account and description of all the packages on board, with the marks and numbers thereon; the goods contained in such packages, goods stowed loose, the names of the respective shippers and consignees, as far as such particulars are known to the master. The manifest must be made out, dated, and signed by the master, at the place or places where the goods, or any part of the goods, are taken on board.

BILLS OF LADING.

BILLS OF LADING.-An acknowledgment, signed usually by the master of a ship, but occasionally by some person acting on his behalf, certifying the receipt of goods on board the ship, and engaging, under certain exceptions, to deliver the said goods safely at the port to which the ship is bound, either to the shipper or to such other person as he may signify by a written assignment upon the bills of lading, on the payment of the stipulated freight.

The exceptions in a bill of lading are-the act of God, the Queen's enemies, fire, and all and every other accidents and dangers of the seas, rivers, and navigation of whatever kind or nature soever. Sometimes these exceptions are limited in particular trades; thus, in the trade to and from the West Indies, the following limitation is added: save risk of boats, so far as ships are liable thereto;" but the exception does not make the owner or master liable for a loss in the boats to which they would not be liable in the ship to which the boats belong.

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Although the goods are shipped in pursuance of a charter-party, yet the master must sign bills of lading—the former being the instrument and evidence of the contract for the shipping and conveyance; and the latter being the evidence of and title to the particular goods shipped for conveyance under that contract.

On delivery of the goods on board, the master or his mate signs a common receipt for them, which must be returned to the master, or cancelled, on the bills of lading being delivered. Bills of lading ought to be signed within 24 hours after the delivery of the goods on board, the master having satisfied himself as to the quantity shipped and the condition in which they are shipped. The bills of lading should always be read previous to signing, as objectionable clauses might be inserted. Three stamped bills of lading are usually made out-one for the merchant or shipper; another (which is sent by post) for his agent or consignee; and a third is retained by the master for his own use and security, and for his guidance in delivering the goods.

When the quantity, quality, or condition of the goods, or the contents of the casks, bales, or packages, are unknown, or the goods are liable to deterioration, the master ought to qualify his obligations in the bills of lading, by writing under his signature, "Quantity and quality," or "Contents unknown," or "Not liable for deterioration.”

When the ship is hired by a charter-party, the bills of lading are delivered by the master to the charterer; but when goods are sent by a general ship* (that is, one in which the goods of several unconnected parties are laden, to be conveyed to the ship's port of destination), each person sending goods on board receive bills of lading for the same.

Upon delivery the goods at the port of destination to the shippers' factors, or assigns, the giving up of the bills of lading sent to the factors or assigns is a sufficient discharge; but the master may insist on a receipt.

Bills of lading are transferable, either by blank or special endorsement, like ordinary bills of exchange; and the master is bound to deliver the goods to the holder producing the endorsed bill, who has acquired a legal right to it.

In case several parties claim the goods, or where there is a doubt as to who is entitled to delivery of them, the master should lodge the goods in the custody of a wharfinger or warehouseman, so as to preserve his lien for the freight; and he should do the same if no such bill of lading is produced to him during the lay days, or the demur

* In bills of lading of a general ship to consignees in England from consignors abroad, in order to have a remedy for demurrage, take care to have inserted the clause "Consignees paying freight and demurrage,"

rage days, when they are fixed; and then he should apply for a judicial authority to sell as much of the cargo as will pay the freight and charges.

CHARTER-PARTY.

CHARTER-PARTY.-The name given to a contract in writing, between the owner or master of a ship and the freighter, by which the former lets the ship, or part of the ship, under certain specified conditions, for the conveyance of the goods of the freighter to some particular place or places. Generally, however, a charter-party is a contract for the use of the whole ship.

No precise form of words or set of stipulations is requisite in a charter-party. The forms of charter-party may, and indeed in many cases must, be varied to suit the views and intentions of the party concerned.

A charter-party specifies the nature of the voyage, and expresses the terms on which the cargo is carried. The usual stipulations on the part of the owners or masters are, that the ship shall be tight, staunch, and strong, and in every respect seaworthy; well and sufficiently found with all the tackling, apparel, furniture, and provisions requisite, and with the proper complement of crew for the voyage; that the ship shall be ready by a day appointed to receive the cargo, and wait a certain number of days to take it on board; that, after lading, she shall sail with the first fair wind and opportunity for the port of destination (the dangers of the sea excepted), and there deliver the goods to the merchant or his assigns in the same condition they were received on board; and further, that during the course of the voyage the ship shall be kept tight and staunch, and furnished with sufficient men and other necessaries, to the best of the owner's endeavours. On the other hand, the merchant usually covenants to load and unload the ship within a limited number of days after she shall be ready to receive the cargo, and after arrival at the destined port; and to pay the freight in the manner appointed. It is usual, also, for each of the parties to bind himself in penalties for non-performances of the covenants, articles, and agreements in the charter-party; it is signed by the contracting parties and a witness.

A charter-party is generally under seal; but sometimes a printed or written instrument is signed by the parties, called a memorandum of a

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charter-party; and this, if a formal charter-party be not afterwards executed, is binding. But in whatever form the writing may be, it must bear a stamp, in terms of the Stamp Act.

A charter-party when the ship is let at the place of the owner's residence, is generally executed by them, or some of them (and frequently by the master also), and by the merchant or his agent. In a foreign port it must necessarily be executed by the master or the owner's authorised agent (if such there be), and the freighter or his agent.

A charter-party executed by the master in his name, when he is in a foreign port, in the usual course of the ship's employment, and therefore, under circumstances which do not afford evidence of fraud, or when it is executed by him at home, under circumstances which afford evidence of the expressed or implied assent of the owners, is binding upon the owner.

The freighter may load the ship either with his own goods or with the goods of another, or he may re-let the whole or part to others, provided there is no clause in the charter-party prohibiting him from so doing.

The charter-party usually expresses the burden of the vessel; and, in so doing, care should be taken to state it according to the actual number of tons burden, or to the number in the certificate of registry.

The usual covenant, that the ship shall be seaworthy, and in a condition to carry the goods, binds the owner to prepare and complete everything to commence and fulfil the voyage.

The vessel must be properly dunnaged, agreeably to the usages of the trade in which she is engaged, or according as the nature of the cargo may require; and in the stowage of the cargo, the various articles must be arranged and placed in the most approved method, so as to prevent damage.

In all maritime transactions, expedition is of the utmost consequence -for even by a short delay the object or season of a voyage may be lost; and therefore, if either party be not ready at the time appointed for the loading of the ship; the other may seek another ship or cargo, and bring an action to recover the damages he has sustained.

If the charter-party stipulates for a full and complete cargo, the master must take on board as much as he can, with safety and without injury to the ship; and the freighter is bound to furnish the same, either of his own goods or the goods of others.

The master must not take on board any contraband goods, or have in his possession any false or colourable papers, and so rendering the ship liable to seizure; but he must take and keep on board all the