This is a clear case of meeting, and the Port-helm clears. It may also be given as an instance of the imperfection of the old rules, for both vessels are so near the wind, that they could not at night discover that their opponent was free, and if B imagined A to be on a wind she might give way, or starboard the helm, while A might also bear away, being on the port tack, and thus a collision would occur.

The next is a case of Port and Starboard tack. (Fig. 2)

A

B

By the Rule, A ports her helm, and B, if necessary, luffs or ports her helm, taking care to keep the vessel under command.

In the next figure (Fig. 3) A is so far a-head that she will have crossed the track of B, and reached the dotted ship C, before B reaches her, and a collision will not ensue. The vessels are clearly not meeting and they must not port their helms.

The position of these vessels, however, is one requiring

A

B

great caution, and both vessels must be prepared to act according to the circumstances of the case. A, especially, should be prepared to go about.

The next is an example of vessels crossing. (Fig. 4)

This is an illustration of the difficulty there would have been in framing a simple rule that would meet all cases, and of the necessity of leaving something to the discretion of the parties themselves. A, B, and C are crossing :—if the rule had been for both B and C either to port or to starboard their helms, or which would have been the same as regards the last case, to endeavour to pass under the stern of A,-B would have been in collision at about D by the first mentioned rule of the Port-helm, and C would have been in collision with A at D by the last-mentioned rule. So that no general rule could

in this case have avoided a collision with either one or the other of these vessels, and it is evidently a case that now comes under the discretionary part of the clause.

As I have heard various arguments in favour of a rule for vessels when crossing, by which they should be compelled to pass under the stern of the vessel they are approaching, I will trespass once more upon your time by another example of the impracticability of carrying out such a rule with safety. (Fig. 5.)

B

A

A is running with the wind on the Port quarter, and crossing the track of B, which is running with the wind on the starboard quarter. Both vessels would in such a case be bound to obey the rule, and endeavour to pass under the stern of the other. I am supposing this to be at night, when what the other vessel intended to do could not be readily perceived. It is clear that these vessels, in endeavouring to carry out such a rule, would be in risk of a collision at C.

I trust that these remarks by way of illustration of what is considered to be the true meaning of the Sections of the Act, may be of service to my brother seamen, but I beg to strongly urge upon them the necessity of keeping a good look out, and to be at all times ready to go about, or veer quickly, as the case may require, and to have a good light at hand,-for without these precautions, added to a due discrimination of circumstances, no rules, can be satisfactorily carried out.

STOWAGE OF MIXED CARGOES,
Prepared by HENRY C. CHAPMAN & Co.

Agents for Lloyd's, Liverpool.

1. Owners, Commanders, and Mates of ships, are considered in law in the same situation as common carriers, it is therefore necessary that all due precautions be taken to receive and stow cargoes in good order, and deliver the same in like good order. The law holds the ship-owner liable for the safe custody of the goods, when properly and legally received on board in good order, and for the "delivery," to parties producing the bill of lading. The captain's blank bill of lading should be receipted by the warehouse-keeper, or person authorized to receive the contents. Goods are not unfrequently sent alongside in a damaged state, and letters of indemnity given to the captain by the shippers for signing in good order and condition; this is nothing more or less than conniving at fraud; fine goods are also often damaged in the ship's hold by lumpers, if permitted to use cotton hooks in handling bales. All goods must be received on board according to the custom of the port where the cargo is to be taken in; and the same custom will regulate the commencement of the responsibility of the master and owners.

2. HEMP, FLAX, WOOL, and COTTON, should be dunnaged 9 inches on the floors, and to the upper part of the bilge, the wing bales of the second tier kept 6 inches off the side at the lower corner, and 2 inches at the sides. Sand or damp gravel ballast to be covered with boards. Pumps to be frequently sounded and attended to. Sharp-bottomed ships one third more dunnage in floor and bilges. Avoid Horn Shavings as dunnage from Calcutta.

M

3. All CORN, WHEAT, RICE, PEAS, BEANS, &c. when in bulk, to be stowed on a good high platform, or dunnage wood., of not less than 10 inches, and in the bilge 14 inches dunnage; the pumps and masts cased, to have strong bulk-heads, good shifting boards, with feeders and ventilators, and to have no admixture of other goods. Flat-floored,. wall-sided ships should be fitted with bilge pumps. On no consideration must the staunchions under the beams be removed.

4. OIL, WINE, SPIRITS, BEER, MOLASSES, TAR, &c. to be stowed bung up; to have good cross-beds at the quarters, (and not to trust to hanging beds,) to be well chocked with wood, and allowed to stow three heights of pipes or butts, four heights of puncheons, and six heights of hogsheads or half-puncheons. All Moist Goods and Liquids, such as SALTED HIDES, Bales of BACON, BUTTER, LARD, GREASE, CASTOR OIL, &c., should not be stowed too near "Dry Goods," whose nature is to absorb moisture. Ship-owners have often to pay heavy damages for leakage in casks of Molasses, arising from stowing too many heights without an intervening platform or 'twixt decks. From Bengal, goods also are frequently damaged by Castor Oil.

5. TEA, and FLOUR, in barrels,-FLAX, CLOVER, and LINSEED, or RICE, in tierces,-COFFEE, and Cocoa, in bags, should always have 9 inches, at least, of good dunnage in the bottom, and 14 to the upper part of the bilges, with 22 inches at the sides; allowed to stow six heights of tierces, and eight heights of barrels. All ships above 600 tons should have 'twixt decks or platforms laid for these cargoes, to ease the pressure; caulked 'twixt decks should have scuppers in the sides, and 24 inches of dunnage laid athwart ship, and not fore-and-aftways, when in bags or sacks: and when in boxes or casks not less than 1 inch. RICE from Calcutta, is not unfrequently damaged by Indigo, for want of care in stowing.

6. Entire cargoes of SUGAR, SALTPETRE, and GUANO, in bags, must have the dunnage carefully attended to, as laid TIMBER ships are better without 'twixt

down for other goods.