whom he may see about decks, or generally to have a thing done by whoever may happen to hear him. By enforcing this rule the officer knows what is requested, and may order it and see that it is done as he thinks fit; whereas, otherwise, any one about decks, perhaps a green hand, may execute the order upon his own judgment and after his own manner.

STATIONS.—The proper place for the seamen when they are on deck and there is no work going forward, is on the forecastle. By this is understood so much of the upper deck as is forward of the after fore-shroud. The men do not leave this to go aft or aloft unless ship's duty requires it of them. In working ship they are stationed variously, and go wherever there is work to be done. The same is the case in working upon rigging. But if a man goes aft to take the wheel, or for any other purpose which does not require him to go to windward, he will go on the lee side of the quarterdeck.

FOOD, SLEEP, &c.-The crew eat together in the forecastle, or on deck, if they choose, in fine weather. Their food is cooked at the galley, and they are expected to go to the galley for it, and take it below or upon the forecastle. The cook puts the eatables into wooden tubs called “kids,” and of these there are more or less, according to the number of men. The tea or coffee is served out to each man in his tin pot, which he brings to the galley. There is no table, and no knives or forks, to the forecastle; but each man helps himself, and furnishes his own eating utensils. These are usually a tin pot and pan, with an iron spoon.

The usual time for breakfast is seven bells, that is, halfpast seven o'clock in the morning. Consequently, the watch below is called at seven bells, that they may get breakfast and be ready to take the deck at eight o'clock. Sometimes all hands get breakfast together at seven bells; but in bad weather, or if watch and watch is given, it is usual for the watch below to breakfast at seven bells, and the watch on deck at eight bells, after they are relieved. The dinnerhour is twelve o'clock, if all hands get dinner together. If dinner is got "by the watch," the watch below is called for dinner at seven bells (half-past eleven), and the other watch dine when they go below, at twelve.

If all hands are kept in the afternoon, or if both watches get supper together, the usual hour is three bells, or halfpast five; but if supper is got by the watch, three bells is the time for one watch, and four for the other.

In bad weather, each watch takes its meals during the watch below, as, otherwise, the men would be liable to be called up from their meals at any moment.

As to the time allowed for SLEEP, it may be said, generally, that a sailor's watch below is at his own disposal to do what he chooses in, except, of course, when all hands are called. The meal-times, and time for washing, mending, reading, writing, &c., must all come out of the watch below; since, whether there is work going forward or not, a man is considered as belonging to the ship in his watch on deck. At night, however, especially if watch and watch is not given, it is the custom in most merchant vessels, in good weather, to allow the watch to take naps about the decks, provided one of them keeps a look-out, and the rest are so placed that they can be called instantly. This privilege is rather a thing winked at than expressly allowed; and if the man who has the look-out falls asleep, or if the rest are slow in mustering at a call, they are all obliged to keep awake. In bad weather, also, or if near land, or in the track of other vessels, this privilege should not be granted. The men in each watch usually arrange the helms and look-outs among themselves, so that a man need not have a helm and a lookout during the same watch. A man should never go below during his watch on deck, without permission: and if he merely steps down into the forecastle for an instant, as, to get his jacket, he should tell some one, who may speak to him at once, if the watch is called upon.

PART III.

LAWS RELATING TO THE PRACTICAL DUTIES OF MASTERS AND CREWS OF BRITISH MERCHANT VESSELS.

CHAPTER I.

INTRODUCTORY.

THE Consolidation of all laws and regulations relating to “Merchant Ships and Seamen” into statute (17 & 18 Vic. cap. 104), to be called "The Merchant Shipping Act," with its rider (16 & 17 Vic. cap. 120), repealed upwards of forty statutes, from the 8th of Elizabeth, cap. 13, passed in 1565, to the aforesaid Act, passed in 1853. Further amendments and improvements in the law were made by an Act of Session, 1862, entitled, 25 & 26 Vic. cap. 63, which repeals certain sections of the Merchant Shipping Act, and, taken in conjunction with the unrepealed portion thereof, to be called the 66 'Principal Act," will henceforth be regarded as the Charter of our Mercantile Marine.

The consolidated law being founded on experience of the practical working of former Acts, and the requirements arising from the free-trade system, the adoption of which has proved so beneficial, has received the sanction and approval of all parties concerned, being hailed as a piece of consummate legislation, framed with great care and judgment, and it will undoubtedly form the model law for those maritime states that are adapting their measures to a system of free and unrestrained intercourse of commerce.

The alterations and amendments are briefly described as follows:

The Act of last Session repeals the provisions of the Merchant Shipping Act relating to lights, signals, and

the build and equipment of steam-ships; misconduct of passengers in steam-ships; liability of owners; and the new provisions enact alterations in the measurement of tonnage, pointing out how local rates may be levied thereon. Provides that Engineers shall possess certificates of qualifications; that the whole of third part of the "Principal Act" shall, with certain exceptions, apply to registered fishing vessels, pleasure yachts, and lighthouse boats. Defines some new rules that relate to Local Boards; alters the title of Shipping Offices to that of "Mercantile Marine Offices ;" and of shipping masters and deputies to "Superintendents and Deputy Superintendents of Mercantile Marine Offices." Provides for examination of masters and mates at ports wherein there are no Local Boards; for the stipulation of wages of seamen under agreement to be employed on salvage service, or when seamen are left abroad on the ground of inability; of the wages and effects of deceased seamen, or of seamen lost with their ship; gives authority to the Board of Trade to regulate relief to distressed seamen; gives power to the Court which tries the case to cancel or suspend certificates, and provides for the delivery of cancelled certificates under penalty of fifty pounds. Enacts new regulations concerning lights, fog signals, and sailing rules; also regarding collisions; and that when a collision arises, in case one ship fails to assist the other, or shows reasonable cause of inability to do so, the master shall be deemed guilty of misconduct or default, for which his certificate may be cancelled; makes some alteration in the survey of steamships, and substitutes new for the former regulations for offences against passengers, overcrowding or refusing to pay fares, or of injuring the vessel, molesting the crew, or for carrying dangerous goods. Makes material alterations in the pilotage laws, giving power to districts (with the sanction of the Board of Trade) to make pilotage dues voluntary or compulsory; to arrange the limits of pilotage districts; to transfer pilotage jurisdiction; to constitute new authorities; and various other matters involved in the pilotage regulations;

Provides for the extension and amendment of summary jurisdiction in small salvage cases; defines the Crown's right to wrecks; places shipowners' liability on a more definite and satisfactory footing. Provides that these regulations shall apply to ships on the high seas belonging to states that reciprocate and adopt them, and that in such cases the measurement of tonnage need not be repeated in this country; interprets the effect of Orders in Council; finally, regulates the law for the delivery of goods, the payment of freight, and defines the terms used in the prescribed regulations. There is a schedule containing the regulations for preventing collision at sea, which, being an important document, will be found inserted seriatim in Chapter XV.

All these matters will be more definitely described under their proper heads in the several chapters.

The Merchant Shipping Act is classified into eleven distinct parts or divisions—an excellent mode of arrangement for reference.

Reference will be made to these divisions in passing; but, keeping to the established design of this book, it is not our intention to enlarge on all the divisions, but only such as require elucidation for the purpose in view. We shall, therefore, follow Our original plan, and proceed to enumerate those which relate more especially to a Seaman's Manual, namely, the regulations for the government of masters and crews of merchant vessels contained in the principal Act, and its adjunct, 25 & 26 Vic. cap. 63.

DIVISION I.

All matters relating to British merchant ships and seamen are placed under the superintendence of the Board of Trade, and that Board derives assistance from two additional members, the one belonging to the Royal Navy, the other to the Merchant Service.

All documents sanctioned by that Board, and having the official seal, are to be received as legal evidence, and exempted from stamp duty. Their officers are empowered to call for and inspect any documents, to