damage arises from circumstances over which the master has no control, freight is due, and compensation for damage is allowed.

The right of a merchant to abandon his goods for freight, when they have been damaged, has never been claimed in Great Britain: no freight is due in the event of a total loss.

If a portion of a cargo has been thrown overboard for the preservation of a ship, and she afterwards arrive at the port of destination, the value of the rejected cargo is to be answered to the charterer by way of general average, and the value of the freight thereof allowed to the owner. If the master is compelled to sell a part of the cargo for supplies or repairs, the owner must pay to the merchant the market price the goods would have brought at the place of destination.

If it is found that the ship is disabled and cannot proceed to the port of destination, and the master declines to tranship the cargo, and the merchant does not require him to do this, but accepts the goods at the intermediate port, then freight is due according to the proportion of the voyage performed; if the master provides another ship for the transmission of the goods, he will be entitled to the whole freight originally contracted for, although by the second couveyance the goods may be carried for less than that freight; if the freighter will not consent to the goods being forwarded, the master being ready to do so, he will be liable for the full freight of the whole voyage.

If a consignee receives goods in accordance with the usual bill of lading, he is liable for the freight; but a person acting as agent for the consigner, it being known to the master that he acts in that capacity, is not liable.

If a ship under a charter-party, is sold before the voyage commences, the purchaser is entitled to the charter, but if a

vessel is sold during a voyage, the original owner is entitled to it.

When the time and manner of paying freight is mentioned in the charter-party, or in any other written contract, the stipulations must be respected.

A master cannot retain the cargo on board until the freight is paid.

BILLS OF LADING,

A Bill of Lading is a formal receipt signed by the master of a ship, acknowledging that he has received on board, the goods specified on it, and binding himself (under certain exceptions,) to deliver them in like good order as received, at the place and to the individual named in the bill, on the payment of the stipulated freight. The terms of the exceptions above mentioned, are as follows:-" the act of God, the Queen's enemies, fire and all and every other dangers and accidents of the seas, rivers and navigation, of whatever nature and kind soever excepted," and in the case of ships homeward bound from the West Indies, which send their boats to fetch the cargo, there is further added, save risk of boats, so far as ships are liable thereto."

66

The Bills of lading determine the contents of the cargo of a ship.

The master should not sign bills of lading, until the goods are delivered, and on board, and he is satisfied of their condition.

When a ship is hired by a charter-party, the bills of lading are delivered by the master to the person to whom the ship is

chartered, but in a general ship (i.e. a ship in which goods of many different parties are laden), each person sending goods on board, receives a bill of lading for the same.

1

It is usual to make out three bills of lading, each of which must be stamped: one for the shipper, another for the consignee or agent, or purchaser (this is sent by post), and the third is retained by the master for his use and guidance.

Bills of lading are transferable by indorsation, and the master must deliver the goods to the holder of the bill who has acquired a legal right to it.

INVOICE.

An Invoice is a description of goods sold or consigned, with an account of the cost and charges. A shipping or exportation invoice gives an account of the goods, the name of the vessel and of the master, the port of destination, the name of the consignee, the description of goods with the cost and charges, and a specification of the account on which the goods

are sent.

MANIFEST.

A Manifest is a document signed by the master at the place of lading, and sets forth the name and tonnage of the ship, the name of the master and of the place to which the ship belongs. of the place or places where the goods are shipped, and the place or places for which they are respectively destined; it must give a particular account and

description of all packages on board, with the marks and numbers thereon, the sorts of goods, the different kinds of each sort, to the best of the master's knowledge, particulars of goods stowed loose, also a recapitulation of the total number of the packages of each sort, describing them by the names by which they are best known, the names of shippers and consignees, and all other particulars relating to the ship, her cargo, and her passengers.

BOTTOMRY.-RESPONDENTIA.

Bottomry is the mortgaging of a ship; a bond whereby the ship's bottom is pledged as a security for the repayment of money borrowed to carry on the voyage: the money advanced, together with the premium or interest, becomes repayable on the ship terminating the voyage successfully, the vessel as well as the borrower being then liable for the money lent.

If the ship is lost, the lender loses the whole money, and since he has to sustain the hazard of the voyage, he is allowed a greater interest or premium than the usual rate acknowledged by law. Money thus obtained must be expended in refitting and repairing the ship.

Money is said to be taken on respondentia,. when the loan is not on the vessel but on the cargo, and the lender must be paid principal and interest although the ship is lost, provided the goods are saved.

If, on a voyage, two or more bottomry bonds be entered into, they take precedence in the reverse order, the last being first payable.

Money to be borrowed on bottomry, should always be advertised for, and the lowest offer of interest accepted.

THE OFFICIAL LOG BOOK,

As every master of a vessel must possess the Official Log Book, it is unnecessary to say anything on the manner of using it, an accurate knowledge of which can only be acquired by inspecting the various columns it contains, and ample directions are given in the first pages for this purpose. All entries must be carefully made, and particular attention is required as to the instructions relating to "Entries of Offences to be read over," and "Entries of Wages and Effects of Deceased Seamen,"