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Act Did Not Apply to Vessels Engaged in the Newfoundland Fishery.

History of Merchant Shipping and Ancient Commerce, Volume 3 (of 4) · W. S. Lindsay — chapter 40 of 42 · ~15,444 words · public domain

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The Commissioners of Customs at home, the local authorities in the colonies, and the officers of the navy and consuls abroad were to execute the Act. This law having been repealed in 1825 by an Act to repeal the several laws relating to the customs, was re-enacted the same year with some slight modifications by the 6 Geo. 4, cap. 116.

By the 7 & 8 Geo. 4, cap. 12, this, and all other Acts affecting the carriage of passengers, was repealed, and the trade left unrestricted by law.

The total absence of any legislative regulations having led to great abuse, the 9 Geo. 4, cap. 21, was passed, to reimpose the necessary limitations in the passenger trade. This Act was restricted in its operation to the continent and islands of North America. The limit upon the numbers to be carried was three persons for every 4 tons burthen. Ships carrying passengers were to have a height of 5½ feet between the decks or between the platform and the deck. Two children under fourteen, or three between one and seven, were to be computed as one adult. Fifty gallons of water and 50 lbs. of bread, biscuit, or oatmeal, were to be put on board for each passenger. Provisions, water, or stores were not to be carried on that part of the ’tween decks appropriated to the emigrants. Passengers were not to be landed at the places not contracted for, and the masters were to enter into bond for the due performance of the regulations prescribed by the Act.

By the 5 & 6 Will. 4, cap. 53, the Act of 1828 was repealed, and further provisions made for the regulation of the carriage of passengers. No ship was allowed to sail with more than three persons for every 5 tons of burthen, and was required to have a height of 5½ feet between decks, and for every passenger carried 10 clear superficial feet of space on the lower deck or platform. Ships having two tiers of berths were to have 6 inches between the bottom of the lower berths and the deck. The quantity of water and provisions to be put on board was 5 gallons of water, 7 lbs. of bread, biscuit, or oatmeal, or bread-stuffs, for each passenger per week, the length of the voyage being computed as follows, viz.:—

Weeks. To North America 10 To South America on the Atlantic, or to the West Coast of Africa 12 To Cape of Good Hope 15 To Mauritius 18 Any other voyage 24

The officers of Customs were to examine the provisions and water. A table was to be made out and hung up of the prices at which provisions were to be sold on board to the passengers. The seaworthiness of the ship was to be ascertained by survey. Copies or abstracts of the Act were to be kept on board. Ships carrying 100 passengers were to carry a medical man, duly authorised by law to practise in this country as a physician, surgeon, or apothecary, and a proper supply of instruments, medicines, &c.; and ships carrying less than 100 passengers were to have a proper supply of medicines and other things adequate to the probable exigencies of the voyage. Passenger ships were prohibited from carrying spirits as stores in larger quantities than 10 per cent. more than the quantity allowed by the Customs for the use of the crew. Lists of passengers, with their names, ages, and occupations, were to be made out and delivered to the chief officer of Customs. Passengers were not to be landed at ports not contracted for without their consent. Two children under fourteen, or three between one and seven, were to be reckoned as an adult. Infants under twelve months were not to be counted. The passengers were to be victualled, or receive each a shilling a day in lieu thereof, for every day they were detained before the sailing of the ship, provided the detention did not arise from stress of weather, or other unavoidable cause; they were also entitled to remain on board forty-eight hours after the arrival of the ship, except where the ship proceeded to another port, in prosecution of her voyage. Masters were to give bond for the due performance of the regulations prescribed by the Act.

By the 3 & 4 Vict. cap. 21, the provisions of the preceding Act were made applicable to intercolonial voyage in the British colonies in the West Indies, South America, the Bahamas, and Bermuda.

The two preceding Acts were repealed by the 5 & 6 Vict. cap. 107, which enacted that no vessel should carry more than three persons (master and crew included) to every 5 tons burthen, nor, whatever be the tonnage, more than one passenger to every 10 superficial feet of the space appointed for the use of the passengers, under a penalty not exceeding 5l. for every passenger in excess. The lower deck was not to be less than 1½ inch in thickness, and secured to the hold beams. The height between decks was to be 6 feet at least; there were not to be more than two tiers of berths; the bottom of the lower tier to be 6 inches above the deck; the berths were not to be less than 6 feet in length and 18 inches in width, for each passenger, and to be securely constructed. At least 3 quarts of water per diem was to be issued to each passenger, and a supply of provisions, not less often than twice a week, at the rate of 7 lbs. of bread-stuffs per week, half at least to be bread or biscuit, the other half might be potatoes, of which 5 lbs. were to be reckoned equal to one pound of bread-stuffs. The length of the voyage to be computed as follows:—

Weeks. For a voyage to North America, except the west coast thereof 10 For a voyage to the West Indies, including under that term the Bahama Islands and British Guiana 10 For a voyage to any part of the continent of Central or South America, except the west coast thereof, and except British Guiana 12 For a voyage to the West Coast of Africa 12 For a voyage to the Cape of Good Hope or the Falkland Islands 15 For a voyage to the Mauritius 18 For a voyage to Western Australia 20 For a voyage to any other of the Australian colonies 22 For a voyage to New Zealand 24

Two children under 14 were to be computed as one passenger; children under one year were not to count.

The provisions and water were to be inspected and surveyed by the Government emigration agents, or in their absence by the officer of Customs. Seaworthiness of vessels was to be ascertained by those officers, who might order a survey if necessary. Boats were to be taken in the following numbers, viz.:—

Ships between 150 and 250 tons, two boats.

Ships between 250 and 500 tons, three boats.

Ships of 500 tons and upwards, four boats; one of them to be a long-boat, of the proper size.

Copies of the Act were to be kept on board, to be produced to the passengers on demand. A proper supply of medicines, &c., with directions for their use, was to be provided for the voyage to North America; and on other voyages, ships carrying 100 passengers, or fifty, if the voyage were longer than twelve weeks, were also required to have on board a duly-qualified medical practitioner. The sale of spirits to the passengers was prohibited. Parties contracting to find passages to North America were to give written receipts for moneys received in a prescribed form. No person, except owner or master of the ship, was allowed to act as a passage-broker, unless licensed by the magistrates at the petty or quarter sessions. In case the contract for a passage were not performed, the aggrieved parties, unless maintained at the contractor’s expense, and provided within a reasonable time with a passage to the same place, might recover any passage-money they had paid, with a sum not exceeding 10l. as compensation. Passengers were to be victualled during detention of ships; but if detention (except caused by wind or weather) exceeded two clear working days, they were to receive instead 1s. per diem, unless suitably lodged and maintained with their own consent by the contractor. Passengers were not to be landed against their consent at any place other than the one contracted for, and were to be maintained on board for forty-eight hours after arrival, unless the ship, in the prosecution of her voyage, quitted the port sooner. The Act extended to foreign as well as to British ships, but not to vessels carrying fewer than thirty passengers, nor to cabin passengers. The enforcement of the law rested with the Government emigration agents and officers of Customs.

The 5 & 6 Vict. cap. 107, was amended by the 10 & 11 Vict. cap. 103, and 11 Vict. cap. 6. The first of these Acts brought within the full operation of the law such ships as carried more than one passenger for every twenty-five tons of registered burthen. It gave power to the Commissioners to vary the diet. It prohibited the carriage of gunpowder, vitriol, or green hides as cargo. It gave power to ensure ventilation between decks, a survey of the ship, and a proper crew. Ships putting back were to replenish their provisions. In case of wreck, or other accident, the passengers were to be provided with a passage in some other vessel. The second amending Act, which was confined to North America, required that a ship carrying more than 100 passengers, should have a cook and proper cooking apparatus; and if she did not carry a medical practitioner, that the superficial space for each passenger should be 14 instead of 12 feet. Passengers were to be examined by a medical practitioner, and persons affected with contagious or other disease likely to affect the health of the other passengers were not allowed to proceed. The passage-money of persons re-landed was made recoverable from the ship. The Queen in Council was empowered to issue rules and regulations for the preservation of order on board. Ships carrying fewer passengers than one to twenty five tons were exempted from the Act.

The three last-mentioned Acts were repealed, and their provisions consolidated and amended by the 12 & 13 Vict. cap. 33. The principal additions were—that an adequate ventilating apparatus should be put on board all ships carrying 100 or more passengers; and that adult persons of different sexes, unless husband or wife, should not be placed in the same berth. A lifeboat and two properly fitted life-buoys were to be provided; and the following increased dietary scale was prescribed:—

3 quarts of water daily. 2½ lbs. of bread or biscuit (not } inferior to navy biscuit), } 1 lb. wheaten flour, } per week. To be 5 lbs. oatmeal, } issued in advance, 2 lbs. rice, } and not 2 oz. tea, } less often than ½ lb. sugar, } twice a week. ½ lb. molasses, }

5 lbs. of potatoes may be substituted for 1 lb. of oatmeal or rice; and in ships sailing from Liverpool, or from Irish or Scotch ports, oatmeal may be substituted in equal quantities for the whole or any part of the issues of rice. The Emigration Commissioners, with the authority of the Secretary of State, may substitute other articles of food. The regulations for preserving order, cleanliness, and ventilation were made applicable to all British ships proceeding to any of the British possessions abroad, and not confined, as formerly, to those proceeding to North America. Parties acting as passage-brokers in respect of passages to North America were required, for the first time, to give bond to the Crown in the sum of 200l., for the due observance of such requirements of the Act as relate to their proceedings. And the right of emigrant runners to recover from any emigrant, broker, or other person, any reward for services in the way of information or assistance, was taken away, unless such runner was acting under the written authority, as the agent or servant of the licensed passage-broker.

By an Act, 14 Vict. cap. 1, the Consolidated Act of 1849 was amended, so as to enable the Emigration Commissioners to fix a different length of voyage for steam-and sailing-vessels, and to allow the use of an alternative diet scale in all passenger ships. Vessels putting back into any port in a damaged state were prohibited from putting to sea again until effectually repaired. And bond is required to be given by masters of foreign ships carrying passengers to the British possessions abroad, that they will submit themselves to the jurisdiction of the colonial courts in the same manner as if they were British subjects.

By an Act passed in June, 1852, the two previous Acts of 1849 and 1851 were repealed, but their provisions were re-enacted in a consolidated and amended form, with some alterations and additions. The following are the main differences introduced by the Act of 1852: It empowered the Emigration Commissioners to sue and be sued, by their secretary or one of themselves, and exempted them from personal liability in respect of all acts done in their official capacity. It forfeited “passenger ships” putting to sea without obtaining a clearing certificate from an emigration officer; it required ships taking additional passengers at outports to obtain a fresh clearance from the emigration officer; it punished, by fine or imprisonment, stowaways and their abettors; it required the survey of ships to be undertaken by two (instead of one, as in the previous Act) or more surveyors, and provided for an appeal against their decision; it required that single men should be berthed in a separate compartment in the fore-part of the ship; it provided for hospital accommodation and privies; it extended the boat scale, and required night-signals and fire-engines to be carried; it added to the articles expressly prohibited as cargo—horses, cattle, and lucifer-matches—and prohibited the carriage of cargo on passenger decks, unless stowed so as not to interfere with light and ventilation or the comfort of the emigrants. It fixed different lengths of voyage for steam- and sailing-vessels, and increased, from seventy to eighty days, the length of voyage to North America for ships sailing between the middle of October and the middle of January; in other respects, the prescribed length of voyage remained substantially the same as in the Act of 1852. It required that the provisions of the crew should not be inferior to those of the passengers, and empowered the emigration officers to reject bad provisions. The dietary scale (with the exception of substituting a small allowance of salt for molasses) was the same as in the Act of 1849, but a greater variety of articles was allowed to be substituted for oatmeal, rice, and potatoes. It required the provisions to be issued in a cooked state, and daily instead of twice a-week, as in the Act of 1849. It provided for the appointment of passengers’ stewards, and interpreters when required, and for the medical inspection of the crew as well as of the passengers. It extended, from forty-eight hours to ten days, the time within which a Shipowner may forward passengers who had not obtained passages in the ships for which they contracted. It required masters of ships putting back for the purpose of repairing damages, to maintain the passengers, or pay them subsistence money, until the ship is ready for sea or they are provided with passages in some other eligible ship. It further empowered the Secretary of State, Governor of a Colony, or British Consul, to defray the expenses of rescuing, and—if the master fails to do so—forwarding shipwrecked passengers, and constitutes such expenses a debt to the Crown, to be recovered from the owner, charterer, or master of the ship. The prohibition against acting as a passage-broker without a licence, which was formerly restricted to passages to North America, was now extended to passages to any place out of Europe, not being in the Mediterranean; and the amount of the passage-broker’s annual bond was increased from 200l. to 500l. It empowered trustees of docks to pass bye-laws for regulating the landing and embarking of emigrants, and for licensing emigrant runners—who were for the first time brought under legal control by being compelled to take out an annual licence, and to wear a badge.

The Act of 1852 was repealed and amended by the Act of 1855, which is the chief Act now in force. It is in the main similar to the previous Act, but contains several additions, which are fully shown in the preceding memorandum. The principal of them relate—

1. To the reduction of the number of passengers required to bring a ship within the operation of the Act.

2. To the reduction of the age of a “statute adult” from 14 to 12 years.

3. To the distinction between the upper and lower passenger deck.

4. To the increase of space allowed to passengers.

5. To certificates of exemption for mail steamers.

6. To appeals from the decision of an emigration officer who may decline to grant a clearing certificate.

7. To the stowage of cargo.

8. To the dietary scale for Australian voyages.

9. To the increase in the amount of detention money.

10. To the rights of passengers in case of the wreck or destruction of a passenger ship before the commencement of the voyage.

11. To contract tickets for cabin passengers in “passenger ships,” and a summary remedy before magistrates for enforcing the contract.

12. To emigrant runners.

13. To agents of licensed passage brokers.

The material alterations introduced into the Act of 1855 by the amending Act of 1863 may be classed under the seven following heads:—

1. The number of passengers necessary to bring a ship within the operation of the law is increased from two to three statute adults for every 100 tons, and from 30 to 50 passengers in all.

2. The exemption heretofore enjoyed by certain mail steamers is withdrawn.

3. The tonnage check on the number of passengers to be carried is abolished, leaving the space check only to operate.

4. Cabin passengers are to be included in the lists to be furnished to the officers of Customs, and such passengers are now entitled to a return of half their passage money in case they are prevented by an emigration officer from undertaking their voyage on account of the state of their health.

5. Under certain restrictions the carriage of a limited number of horses, cattle, and dogs in passenger ships is allowed.

6. In case of wreck or damage to the ship the same regulations are extended to passengers whose passages have been provided for them by others, as were applicable under the Act of 1855 to passengers who had contracted for their own passages.

7. The bond to be given by the master and another surety to the Crown is increased from 200l. to 500l. in the case of ships of which neither the owner nor charterers reside in the United Kingdom, and the obligors are made liable for expenses incurred in rescuing and forwarding shipwrecked passengers.

APPENDIX No. 8.

Passages of Clipper Ships engaged in the Trade with China.

The following Tables, showing the dates of starting and arrival of ships from the China ports during the years 1868, 1869, 1870, 1871, and 1872, is abridged from ‘Naval Science’ for July, 1873.

APPENDIX No. 9.

Log of the Passages of the Sailing Ship ‘Thermopylæ’ from London to Melbourne, thence to Newcastle (N.S.W.), thence to Foo-chow-foo, and thence to London, 1868-69.

LONDON TO MELBOURNE. ---------+--------+--------+---------+------------------------------- Date. | Lat. | Long. |Distance.| REMARKS. ---------+--------+--------+---------+------------------------------- | N. | W. | | Nov. 5 | -- | -- | -- | 5.30 P.M. at Gravesend. ” 6 | -- | -- | -- | ” 7 | -- | -- | -- | 5 A.M. left Gravesend. ” 8 | -- | -- | -- | 6 P.M. Lizard, N. 20 miles. ” 9 | 48·30 | 7·2 | 168 | Var., moderate. ” 10 | 45·38 | 13·16 | 274 | S.E., N.W., fresh. ” 11 | 43·13 | 15·38 | 213 | Var., moderate. | | | |{ S.S.E. Lost Peter Johnson ” 12 | 41·11 | 19·24 | 194 |{ overboard, ship hove-to for | | | |{ an hour, without success. ” 13 | 39·44 | 22·10 | 138 | S.S.E. strong gales. ” 14 | 38·40 | 22·58 | 69 | Var., moderate. ” 15 | 35·12 | 21·54 | 213 | North-westerly, strong. ” 16 | 30·39 | 22·55 | 279 | North-westerly, fresh. ” 17 | 29·9 | 23·43 | 99 | N., S.E., moderate. ” 18 | 27·38 | 26·5 | 200 | South-westerly, moderate. ” 19 | 26·45 | 24·12 | 112 | South-westerly, light. ” 20 | 26·32 | 24·39 | -- | South-westerly, light. ” 21 | 25·14 | 24·32 | 68 | Easterly, light. ” 22 | 21·39 | 26·5 | 228 | E., fresh. ” 23 | 17·18 | 26·25 | 268 | North-easterly, fresh. ” 24 | 13·18 | 25·32 | 250 | E., fresh. ” 25 | 10·6 | 24·33 | 210 | Easterly, moderate. ” 26 | 6·53 | 23·32 | 202 | South-easterly, moderate. ” 27 | 4·27 | 24·3 | 140 | South-easterly, heavy squalls. ” 28 | 1·23 | 25·50 | 228 | South-easterly, moderate. | | | | | S. | E. | | ” 29 | 2·13 | 29·0 | 271 | South-easterly, fresh. ” 30 | 6·30 | 21·8 | 288 | South-easterly, strong. Dec. 1 | 11·22 | 31·28 | 293 | Easterly, variable. ” 2 | 16·14 | 31·25 | 294 | Easterly, strong. ” 3 | 20·24 | 30·26 | 256 | Easterly, moderate. ” 4 | 23·0 | 29·0 | 176 | Easterly, light. ” 5 | 24·32 | 27·39 | 118 | Easterly, light. ” 6 | 25·53 | 27·8 | 81 | Northerly, light. ” 7 | 27·22 | 26·28 | 96 | Northerly, light. ” 8 | 29·4 | 25·10 | 123 | Northerly, light. ” 9 | 32·24 | 22·35 | 240 | North-westerly, fresh gale. ” 10 | 26·26 | 18·51 | 224 | South-westerly, blowing a gale. ” 11 | 38·34 | 13·2 | 303 | South-westerly, strong. ” 12 | 39·38 | 6·34 | 314 | W.S.W., strong. ” 13 | 40·34 | 0·25 | 324 | S.W., strong. ” 14 | 40·51 | 6·33 | 280 | Var., moderate. ” 15 | 41·51 | 11·19 | 230 | Northerly, fresh. ” 16 | 42·29 | 17·30 | 282 | North-westerly, moderate. ” 17 | 43·6 | 23·41 | 278 | North-westerly, strong. ” 18 | 43·9 | 28·29 | 211 | North-easterly, fresh. ” 19 | 43·44 | 34·56 | 284 | North-easterly, strong. ” 20 | 43·57 | 40·30 | 240 | Northerly gale. ” 21 | 43·35 | 47·34 | 305 | Northerly gale. ” 22 | 43·45 | 54·18 | 290 | Northerly gale. ” 23 | 42·57 | 61·17 | 310 | Northerly gale. ” 24 | 43·6 | 67·21 | 266 | Northerly, strong. ” 25 | 42·57 | 74·26 | 312 | Northerly, strong. ” 26 | 43·22 | 80·28 | 265 | Northerly, fresh. ” 27 | 43·15 | 85·41 | 229 | Northerly, fresh. ” 28 | 43·22 | 90·40 | 222 | Easterly, fresh. ” 29 | 43·40 | 94·55 | 185 | N.E., light. ” 30 | 43·11 | 102·11 | 320 | S.W., gale. ” 31 | 43·4 | 106·43 | 200 | N.N.W., moderate. | | | | 1870 | | | | Jan. 1 | 43·10 | 111·54 | 228 | N.N.W., moderate. ” 2 | 43·7 | 117·14 | 248 | N.N.W., fresh. ” 3 | 42·7 | 124·36 | 330 | Northerly, strong. ” 4 | 40·39 | 131·18 | 326 | Northerly, strong. ” 5 | 39·48 | 136·14 | 225 | South-westerly, moderate. ” 6 | 38·41 | 140·18 | 202 | S.E., Percy Island. ” 7 | -- | -- | -- | Cape Otway, N. ½ W., 12 miles. ” 8 | -- | -- | -- | Calm and light. ” 9 | -- | -- | -- |{ 7 P.M., came to anchor in Port | | | |{ Phillip Harbour. ---------+--------+--------+---------+------------------------------- NEWCASTLE TO SHANGHAI. ---------+--------+--------+---------+------------------------------- Date. | Lat. | Long. |Distance.| REMARKS. ---------+--------+--------+---------+------------------------------- | S. | E. | | Feb. 10 | 7·30 | A.M. | -- | Left the harbour. ” 11 | -- | -- | 60 | E.N.E. to S.E., calm. ” 12 | 32·46 | 156·3 | 152 | N.E. and E., very unsteady. ” 13 | 32·13 | 158·26 | 125 |{ N.E. and N., Passed Lord | | | |{ Howe’s Island. ” 14 | 28·30 | 160·55 | 250 | N., strong, squally. ” 15 | 23·32 | 162·16 | 300 | N., clear. ” 16 | 19·47 | 161·58 | 230 | N.W., clear. ” 17 | 15·36 | 162·11 | 251 | N. ½ E., heavy, squally. ” 18 | 13·31 | 163·24 | 145 | N.N.E., thunder and lightning. ” 19 | 12·16 | 163·17 | 75 | N., heavy rain. ” 20 | 8·35 | 164·0 | 224 | N., heavy rain and thunder. ” 21 | 4·16 | 165·24 | 262 | N. and E., lightning. ” 22 | 1·35 | 166·48 | 180 | N.N.E., heavy squalls. ” 23 | 0·19 | 166·50 | 75 | { N.W. by W. Off Pleasant Head, | | | | { got quantity of jugs and | | | | { cocoa-nuts. | N. | | | ” 24 | 1·14 | 165·5 | 130 | N.W. ” 25 | 3·24 | 162·25 | 200 | N.W. ½ W., squally. ” 26 | 6·47 | 159·58 | 250 | N.W. by N., clear. ” 27 | 10·28 | 156·35 | 297 | N.W. by W., fresh. ” 28 | 13·28 | 152·4 | 298 | N.W. by W., fresh. Mar. 1 | 15·54 | 148·25 | 256 | N.W. by W., squally. ” 2 | 17·14 | 146·2 | 160 |{ N.W. by W., passed between | | | |{ Faraltan and Guguants. ” 3 | 19·56 | 142·35 | 255 | N.W. by W. ½ W., squally. ” 4 | 21·46 | 139·48 | 200 | N.W. by W. ½ W., light. ” 5 | 22·23 | 138·19 | 82 | N.W. by W., light. ” 6 | 23·32 | 136·43 | 110 | N.W. by W., light and variable. ” 7 | 25·23 | 133·34 | 202 |{ N.N.W., passed Golden, | | | |{ Sydney to Shanghai 59 days. ” 8 | 26·57 | 129·26 | 239 | W.N.W., passed Fok Island. ” 9 | 29·30 | 126·11 | 230 | { W. by N., heavy squalls, | | | | { thunder and lightning. ” 10 | 31·20 | 124·0 | 200 |{ W.N.W. Off Vido. Got pilot. | | | |{ Passage pilot to pilot 28 | | | |{ days, quickest on record. ” 13 | -- | -- | -- | Shanghai. Thick and calm. ---------+--------+--------+---------+------------------------------- FOO-CHOW TO LONDON. ---------+--------+--------+---------+------------------------------- Date. | Lat. | Long. |Distance.| REMARKS. ---------+--------+--------+---------+------------------------------- | N. | E. | | July 3 | -- | -- | -- | 5 A.M., proceeded down in tow. ” 4 | -- | -- | -- | Pinnacle Island, W. by N. ” 5 | -- | -- | -- | 3 P.M., passed Adams Point. ” 6 | 23·6 | 126·32 | 174 | South-westerly, fresh. ” 7 | 23·2 | 126·1 | 48 | Var., moderate. ” 8 | 21·13 | 123·59 | 157 | South-easterly, squally. ” 9 | 19·13 | 120·28 | 233 | South-easterly, fresh. ” 10 | 18·36 | 118·37 | 115 | South-westerly, light. ” 11 | 18·16 | 116·2 | 148 | South-easterly, fresh. ” 12 | 17·37 | 112·38 | 200 | Southerly, fresh. ” 13 | 16·43 | 109·49 | 176 | Southerly, fresh. ” 14 | 15·43 | 109·5 | 63 | South-easterly, light. ” 15 | 14·6 | 110·7 | 114 | South-westerly, light. ” 16 | 12·37 | 109·29 | 96 |{ South-westerly, light, Cape | | | |{ Varella, 6 miles. ” 17 | 11·47 | 109·30 | 50 | South-westerly, light. ” 18 | 8·16 | 109·49 | 212 | Westerly, strong and squally. ” 19 | 5·9 | 109·21 | 191 | South-westerly, strong and squally. ” 20 | 4·16 | 109·17 | 53 | South-westerly, moderate. ” 21 | 3·28 | 109·22 | 48 | South-westerly, light. ” 22 | 2·40 | 109·54 | 58 | South-westerly, light. ” 23 | 2·6 | | | Var., light. ” 24 | 0·51 | 108·40 | | Boorang Island, E. by S., 10 m. | | | | | S. | E. | | ” 25 | 0·45 | 108·34 | 96 | South-easterly, light. ” 26 | 1·28 | 107·48 | 63 | Var., light. ” 27 | 3·15 | | |{ Spoke Achilles, 10 days out | | | |{ from Foo-chow. ” 28 | | | | 6 A.M. Anger Light, S.S.W., 8 miles. ” 29 | 7·54 | 101·56 | 223 | South-easterly, fresh. ” 30 | 9·22 | 97·21 | 284 | South-easterly, squally. ” 31 | 10·59 | 93·10 | 267 | South-easterly, fresh. Aug. 1 | 12·42 | 88·43 | 290 | S.S.E., strong. ” 2 | 14·31 | 83·28 | 318 | E.S.E., strong. ” 3 | 16·5 | 79·44 | 236 |{ South-easterly, moderate. | | | |{ Spoke Leander. ” 4 | 17·30 | 76·33 | 203 | S.E. moderate, Leander, 10 miles. ” 5 | 18·45 | 72·58 | 217 | S.E., fresh, Leander, 14 miles. ” 6 | 19·16 | 71·26 | 97 | S.E., light. ” 7 | 19·4 | 68·28 | 170 |{ S.W. to S.E., heavy gale, and sea | | | |{ washed away head rail. ” 8 | 21·11 | 63·53 | 249 | S. by E., under topsails and courses. ” 9 | 23·4 | 59·0 | 295 | S. by E., strong. ” 10 | 24·30 | 54·55 | 246 | S. by E., all plain sail. ” 11 | 26·9 | 51·23 | 216 |{ S. by E., var., plain sail and port | | | |{ studding-sails. ” 12 | 27·25 | 48·30 | 185 | E.N.E., moderate. ” 13 | 29·7 | 45·24 | 192 | E., light. ” 14 | | | 170 | W.S.W., var. ” 15 | 30·23 | 38·29 | 200 | S., strong gale with squalls. ” 16 | 31·20 | 35·0 | 198 | E., light. ” 17 | 34·20 | 33·35 | 110 |{ S.E., steamer astern like Achilles; | | | |{ sunset, breeze increasing, leaving | | | |{ her out of sight. ” 18 | 34·2 | 29·39 | 270 | N.N.E., fresh. ” 19 | 35·6 | 24·0 | 240 |{ S.W. by S., fresh, strong current to | | | |{ S.W. ” 20 | 35·8 | 20·4 | 196 | N.E., fog and calm at noon. ” 21 | 34·45 | 18·10 | 100 |{ W.S.W. increasing, rounded Cape of | | | |{ Good Hope, heavy sea. ” 22 | 31·53 | 13·26 | 302 | S., all plain sail set. ” 23 | 29·9 | 9·29 | 262 |{ S.S.E., all plain sail set and studding | | | |{ sails. ” 24 | 26·14 | 5·19 | 284 | S.E., all possible sail. ” 25 | 23·13 | 1·50 | 264 | S.E. by S., all possible sail. ” 26 | 20·44 | 0·53 | 212 | N.E., and backing to S.E. | | | | | W. | | | ” 27 | 19·9 | 2·49 | 146 | S.E., light. ” 28 | 17·29 | 4·58 | 158 | S.E., light. ” 29 | 15·36 | 7·33 | 187 | S.E., light. ” 30 | 13·19 | 10·5 | 201 | S.E., light. ” 31 | 11·16 | 12·16 | 190 | S.E., light. Sept. 1 | 9·6 | 14·8 | 164 | S.E. by S., light. ” 2 | 7·11 | 16·0 | 158 | S.E. by S., light. ” 3 | 5·9 | 18·2 | 172 | S.E. by S., light. ” 4 | 3·19 | 19·51 | 156 | S.E. by S., light. ” 5 | 1·10 | 21·46 | 172 | S.E. by S., light, strong current to W. | | | | | N. | | | ” 6 | 0·55 | 23·4 | 146 | S.E., light. ” 7 | 2·57 | 25·4 | 174 | S.E. by S., light. ” 8 | 5·51 | 26·7 | 184 | S.S.W., fresh. ” 9 | 10·0 | 27·6 | 257 | S.W., very squally. ” 10 | 12·16 | 27·16 | 140 | S., light var. ” 11 | 13·10 | 27·0 | 60 | N.N.E., var., squally. ” 12 | 16·33 | 30·9 | 273 | N.E., trade winds. ” 13 | 20·5 | 32·58 | 270 | N.E., trade winds. ” 14 | 24·0 | 35·23 | 272 | N.E. by E., trade winds. ” 15 | 26·45 | 36·15 | 172 | E. by N., light. ” 16 | 27·39 | 36·18 | 54 | E. by N., light and calm. ” 17 | 28·0 | 36·23 | 21 | E. by N., light and airy. ” 18 | 28·56 | 36·5 | 58 | S., light. ” 19 | 30·18 | 35·45 | 52 | S., light. ” 20 | 32·37 | 35·5 | 144 | S., light. ” 21 | 33·45 | 34·18 | 85 | W., light rain. ” 22 | 36·4 | 34·4 | 140 | W., light breeze. ” 23 | 39·18 | 33·30 | 200 | S.W., squally, rain. ” 24 | 42·37 | 30·17 | 245 | W., squally, heavy sea. ” 25 | 44·10 | 26·16 | 200 | W., light and variable. ” 26 | 45·14 | 22·59 | 158 | S.W. to N.W. ” 27 | 46·8 | 18·34 | 200 | W., bar falling rapidly. ” 28 | 47·15 | 14·0 | 202 | S.W., bar falling rapidly, very low. ” 29 | 48·30 | 9·13 | 200 | S.W., bar falling rapidly, very low. ” 30 | -- | -- | 200 | S. by E., noon Lizard, N., 8 miles. Oct. 1 | | | |{ Beechy Head, E., 20 miles at noon, | | | |{ 5 P.M., Dungeness, got pilot. ---------+--------+--------+-------------------------------------------------

APPENDIX No. 10.

Statistics of Tonnage belonging to Great Britain, United States, France, and Holland, from 1821 to 1874.

-----+-----------------------+---------------------------------------------+----------------------+----------------------+----- | | UNITED STATES. | | | | +----------------------+----------------------+ | | Year.| BRITISH EMPIRE. | Registered Vessels- | Enrolled Vessels- | FRANCE. | HOLLAND. | Year. | | Foreign Trade. | Coasting Trade. | | | +-----------+-----------+----------+-----------+----------+-----------+----------+-----------+----------+-----------+ | Steam. | Total. | Steam. | Total. | Steam. | Total. | Steam. | Total. | Steam. | Total. | -----+-----------+-----------+----------+-----------+----------+-----------+----------+-----------+----------+-----------+----- | | Steam and | | Steam and | | Steam and | | Steam and | | Steam and | | | Sailing. | | Sailing. | | Sailing. | | Sailing. | | Sailing. | 1821 | -- | 2,560,203 | -- | 619,896 | -- | 612,712 | -- | -- | -- | -- | 1821 1822 | -- | 2,519,044 | -- | 628,150 | -- | 634,619 | -- | -- | -- | -- | 1822 1823 | -- | 2,506,760 | -- | 639,921 | -- | 634,035 | -- | -- | -- | -- | 1823 1824 | -- | 2,559,587 | -- | 669,973 | -- | 657,642 | -- | -- | -- | -- | 1824 1825 | -- | 2,553,682 | -- | 700,787 | -- | 657,899 | -- | -- | -- | -- | 1825 1826 | -- | 2,635,644 | -- | 737,978 | -- | 730,172 | -- | -- | -- | -- | 1826 1827 | -- | 2,460,500 | -- | 747,170 | -- | 806,986 | -- | -- | -- | -- | 1827 1828 | -- | 2,518,191 | -- | 812,619 | -- | 862,171 | -- | -- | -- | -- | 1828 1829 | -- | 2,517,000 | -- | 650,143 | -- | 588,357 | -- | -- | -- | -- | 1829 1830 | -- | 2,531,819 | -- | 576,475 | -- | 591,447 | -- | -- | -- | -- | 1830 1831 | -- | 2,581,904 | -- | 620,452 | -- | 620,017 | -- | -- | -- | -- | 1831 1832 | -- | 2,618,068 | -- | 686,990 | -- | 723,689 | -- | -- | -- | -- | 1832 1833 | -- | 2,634,577 | -- | 750,027 | -- | 825,196 | -- | -- | -- | -- | 1833 1834 | -- | 2,716,100 | -- | 857,438 | -- | 869,382 | -- | -- | -- | -- | 1834 1835 | -- | 2,783,761 | -- | 805,822 | -- | 906,612 | -- | -- | -- | -- | 1835 1836 | -- | 2,792,646 | -- | 897,775 | -- | 952,527 | -- | -- | -- | -- | 1836 1837 | -- | 2,791,018 | -- | 810,447 | -- | 1,051,011 | -- | 696,978 | -- | -- | 1837 1838 | 82,716 | 2,890,601 | 2,791 | 822,592 | 190,632 | 1,133,999 | 9,693 | 679,863 | -- | -- | 1838 1839 | 86,731 | 3,068,433 | 5,149 | 834,245 | 199,789 | 1,221,902 | 9,810 | 673,308 | -- | -- | 1839 1840 | 95,807 | 3,311,538 | 4,155 | 899,765 | 198,184 | 1,240,860 | 9,535 | 662,500 | -- | -- | 1840 1841 | 104,845 | 3,512,480 | 746 | 945,803 | 174,342 | 1,147,913 | 10,183 | 590,262 | -- | -- | 1841 1842 | 118,930 | 3,619,850 | 4,701 | 975,359 | 224,960 | 1,084,669 | 9,757 | 589,517 | -- | -- | 1842 1843 | 121,455 | 3,588,387 | 5,373 | 1,009,305 | 231,494 | 1,115,028 | 9,536 | 599,707 | -- | -- | 1843 1844 | 125,675 | 3,637,231 | 6,909 | 1,068,765 | 265,270 | 1,173,538 | 9,293 | 604,637 | -- | -- | 1844 1845 | 131,202 | 3,714,061 | 6,492 | 1,095,172 | 319,527 | 1,282,344 | 9,390 | 611,492 | -- | -- | 1845 1846 | 134,784 | 3,817,112 | 6,287 | 1,130,287 | 341,606 | 1,399,290 | 10,921 | 633,359 | -- | -- | 1846 1847 | 156,557 | 3,952,524 | 5,631 | 1,241,313 | 399,210 | 1,554,252 | 12,567 | 670,260 | -- | -- | 1847 1848 | 168,078 | 4,052,160 | 16,038 | 1,360,887 | 411,823 | 1,747,632 | 13,152 | 683,298 | -- | -- | 1848 1849 | 177,310 | 4,144,115 | 20,870 | 1,438,942 | 441,525 | 1,848,235 | 13,391 | 680,565 | -- | -- | 1849 1850 | 187,631 | 4,232,962 | 44,942 | 1,585,711 | 481,005 | 1,899,555 | 13,925 | 633,153 | 3,672 | 396,124 | 1850 1851 | 204,654 | 4,332,085 | 62,390 | 1,726,307 | 521,217 | 1,992,333 | 19,460 | 704,036 | 3,692 | 421,506 | 1851 1852 | 227,306 | 4,424,362 | 79,704 | 1,899,448 | 563,536 | 2,183,226 | 22,171 | 721,384 | 3,950 | 448,864 | 1852 1853 | 264,336 | 4,764,422 | 90,520 | 2,103,674 | 574,098 | 2,242,622 | 26,399 | 762,415 | 4,452 | 479,202 | 1853 1854 | 326,484 | 5,115,846 | 95,036 | 2,333,819 | 581,571 | 2,411,135 | 35,098 | 819,762 | 5,064 | 579,016 | 1854 1855 | 408,290 | 5,250,553 | 115,045 | 2,535,136 | 655,240 | 2,615,731 | 45,093 | 872,156 | 5,868 | 551,854 | 1855 1858 | 417,717 | 5,312,436 | 89,715 | 2,491,403 | 583,362 | 2,337,886 | 63,926 | 998,996 | 10,428 | 593,384 | 1856 1857 | 453,966 | 5,531,887 | 86,873 | 2,463,968 | 618,911 | 2,438,370 | 71,979 | 1,052,535 | 13,302 | 621,102 | 1857 1858 | 488,415 | 5,609,623 | 78,027 | 2,499,742 | 651,363 | 2,502,086 | 66,587 | 1,049,844 | 13,768 | 621,306 | 1858 1859 | 472,764 | 5,660,402 | 92,747 | 2,507,402 | 676,004 | 2,586,967 | 65,006 | 1,025,942 | 14,340 | 611,350 | 1859 1860 | 500,144 | 5,710,968 | 97,296 | 2,546,237 | 770,641 | 2,752,938 | 68,025 | 996,124 | 13,746 | 588,772 | 1860 1861 | 561,023 | 5,895,369 | 102,608 | 2,642,628 | 774,596 | 2,839,399 | 73,267 | 983,996 | 13,012 | 572,434 | 1861 1862 | 597,932 | 6,041,358 | 113,998 | 2,291,251 | 596,465 | 2,772,005 | 78,981 | 982,571 | 12,636 | 554,244 | 1862 1863 | 657,026 | 6,624,403 | 133,215 | 2,026,114 | 439,755 | 3,076,193 | 84,918 | 985,235 | 13,994 | 539,844 | 1863 1864 | 769,398 | 7,103,261 | 106,519 | 1,581,894 | 853,816 | 3,352,471 | 97,884 | 998,519 | 15,862 | 542,952 | 1864 1865 | 902,052 | 7,322,604 | 98,008 | 1,602,583 | 969,131 | 3,454,093 | 108,328 | 1,008,084 | 15,068 | 538,676 | 1865 1866 | 952,318 | 7,297,984 | 198,289 | 1,492,926 | 885,023 | 2,778,537 | 127,777 | 1,042,811 | 16,184 | 540,084 | 1866 1867 | 973,415 | 7,232,671 | 198,115 | 1,568,032 | 993,765 | 2,695,368 | 133,158 | 1,048,679 | 20,694 | 540,164 | 1867 1868 | 977,292 | 7,236,916 | 221,939 | 1,565,732 | 977,476 | 2,733,167 | 135,259 | 1,058,548 | 22,194 | 535,192 | 1868 1869 | 1,033,247 | 7,185,430 | 213,252 | 1,566,422 | 890,316 | 2,526,093 | 142,942 | 1,074,656 | 22,568 | 528,196 | 1869 1870 | 1,202,134 | 7,149,134 | 192,544 | 1,516,800 | 882,551 | 2,677,940 | 154,415 | 1,072,396 | 26,394 | 528,578 | 1870 1871 | 1,411,803 | 7,142,891 | 180,914 | 1,425,142 | 906,723 | 2,805,274 | 160,478 | 1,077,611 | 36,644 | 521,098 | 1871 1872 | 1,640,639 | 7,213,829 | 177,666 | 1,410,648 | 933,887 | 2,971,309 | 177,462 | 1,089,075 | 46,370 | 522,368 | 1872 1873 | 1,825,738 | 7,294,230 | 173,423 | 1,423,288 | 963,020 | 3,215,915 | 185,165 | 1,068,031 | -- | -- | 1873 1874 | 1,987,235 | 7,533,492 | -- | -- | -- | -- | 194,546 | 1,037,272 | -- | -- | 1874 -----+-----------+-----------+----------+-----------+----------+-----------+----------+-----------+----------+-----------+-----

APPENDIX No. 11.

Table showing at what Ports Exemptions existed, &c., in 1852, in favour of certain British Ships, &c.

SCOTLAND.

Leith | Fish and oysters, from import dues | -- | 42,176 0 | | | | | Fisherrow | Ditto | -- | | | | | | North Berwick | Burgesses from one-half shore dues | Act of Council. | | | | | | Leven | Ships belonging to Leven, from one-half | Authority of | 112 0 | | tonnage dues. | proprietor. | | | | | | Burntisland | Burgesses and freemen, from one-half shore | -- | 1,574 0 | Ditto. | dues. | | | | | | | Dundee | Burgesses pay one-half shore placks | Charter | 278 0 | | | | | St. Andrew’s | Ditto, tonnage dues | | 320 0 | | | | | Newport | Boats belonging to Newport, from shore dues | Will of Lord of the | 10 0 | | | Manor. | | | | | | Aberdeen | Vessels belonging to Aberdeen pay 9d. for | | 1,427 0 | | ballast; other vessels 1s. | | | | | | | Portsoy } | | | 315 0 | Cullen } | | | 226 0 | Whitehills } | Vessels belonging to places in Earl Seafield’s|} | 56 0 | Blackpitts } | interest pay one-half harbour dues |} | | | | | | Gardenstown | Vessels belonging to Gardenstown and Troup | Authority of Mr. | 82 0 | | pay one-half shore dues. | Campbell. | | | | | | Inverness | Local boats under five tons register | | 105 0 | | | | | Glasgow | Vessels of burgesses of Dumbarton, from | 21 and 22 Vict., c. | 585 0 | Extinction of class. | harbour dues. | 149, s. 108. | | | | | | Port Glasgow | Burgesses of Dumbarton, for dues and works | | 2,951 0 | | existing prior to 1864. | | |

IRELAND.

Wicklow | Vessels belonging to Wicklow pay annually | | 130 0 | | 4d. per ton; others pay 3d. per voyage. | | | | | | | Cork | Freemen of Cork, from Mayor’s fees | | 317 0 | Ditto. | | | | Kinsale } | | { Charter | 40 0 | Carlingford } | Local vessels | { Custom | 128 0 | -----------------+-----------------------------------------------+---------------------+-----------+-----------------------

APPENDIX No. 12.

Lloyd’s Register of British and Foreign Shipping.

Although no records have been preserved—what a mass of knowledge must have been lost during the “dark ages”!—there can be no doubt that from the earliest period, at least during the plenitude of the Maritime Power of the Phœnicians, some means must have been adopted to show that a ship was seaworthy, and, as little doubt, that the relative qualities of ships, in this respect, were classified, and, if not recorded in any public documents, were, at least, well known to all persons interested in shipping. However much the world may have changed, human nature remains the same; and the merchants and Shipowners of ancient times must have desired, as they do now, to know if the vessel in which they embarked, or in which they shipped their goods, was fit to carry them safely: from this desire would, naturally, arise the competition of one Shipowner to have a better vessel than his neighbour, so that he might secure a preference. Nor can I suppose that this natural rivalry was confined, any more then than it is now, to the superiority in strength of hull, but was extended to equipment and speed. Indeed, that such was the case is established by the unquestioned records handed down to us of ancient vessels, including that in which St. Paul made his celebrated voyage of which I have given an account in the early portions of this work.

That the Italian Republics had some sort of classification for their vessels we may feel even more certain, although, unfortunately, throughout all time, no historians seem to have considered shipping worthy of their pen—how strange, considering the part it has played in the history of the world! for we find that they went so far as to stipulate by law that no vessel should be laden beyond a certain depth. It is, therefore, reasonable to conclude that they had means of ascertaining the relative qualities of vessels, and that records of these were kept and made public for the guidance of underwriters, whom we know then existed, and of all persons who required to entrust their lives or goods in them. It would, therefore, be absurd to deny the existence of institutions, till a very recent period, of some sort or another which had for their object the classification of ships, because no account of them has been written or preserved.

I dare say the Ancient Britons knew, among themselves, perfectly well which of their ships were built of seasoned oak, whether the planks were well put together, or fastened with tree-nails or copper bolts, and how they were caulked, fitted, and equipped. Nor is it at all unreasonable to suppose that some sort of record of all these facts was kept for their guidance. It would, indeed, be contrary to the instincts of human nature, where self-interest has always prevailed, if no such notes were taken and likewise recorded.

What particular form the earliest attempts at classification took must be left entirely to conjecture, the first traces of the existence of Register Books devoted specially to this purpose not appearing until about the middle of the last century. The oldest Register Books of which I have any knowledge are those preserved at Lloyd’s Register of Shipping, White Lion Court, Cornhill, and although the series is far from complete, and probably can never be made complete, an examination of them is both interesting and instructive. The earliest book preserved there is dated 1764-5. In it the classes assigned were denoted by the letters A, E, I, O, and U, which seem as now to have applied to the state of the ship’s hull, and the letters G, M, and B, appended, which applied to the equipment. These latter denoted—G, good; M, middling; and B, bad. Thus, A G denoted a first-class ship with a good equipment; and U B denoted a ship of the lowest class with a bad equipment.

The next book, in point of age, here, is dated 1768-9, and, instead of the capital letters A, E, I, O, U, denoting the class of the ship, as in the earlier book, the small letters a, b, c, appear, while the figures 1, 2 denoted the state of the equipment. Thus, a 1 denoted a first-class ship with a first-class equipment; b 2 denoted a second-class ship with a second-class equipment, &c.

The next Register Book in point of age, preserved, is dated 1775, and, in this book, the Roman capitals appear again for the hulls, while the figures 1 and 2 remain for the equipment. This, as far as I can learn, is the earliest book preserved containing the class A 1, which has become so familiar now, just a century from what appears to have been its first adoption.

On comparing the three books above mentioned, the curious fact is disclosed that the 1764 book does not belong to the same series as the 1768 and the 1775 books. The front cover and first pages of all three books are missing, but there is sufficient internal evidence to show clearly that the two later books form part of the series known as the ‘Underwriters’ Register,’ which gradually developed into or rather led up to the establishment of Lloyd’s Register. The earliest of them is supposed to date from 1760; whether the 1764 book is a rival which started immediately after it, or belonged to a Register Society which existed previously to 1760, is not known, but the latter is perhaps most probable. Its existence might, it is thought, have debarred the new Register Book from using the Roman capitals, and it is no great stretch to suppose that the old book had ceased before 1775, and left its successor free to adopt the designation or class A 1.

The book dated 1764-5 furnished the following particulars: Ship’s name, master and owner’s name, ports of trading, tonnage, when and where built, number and kind of guns, and number of men and the class of the ship. In the book dated 1775, the load-draught of water was given, but not the number of men. The Register Book was at this latter date published annually, and the corrections from time to time were posted or stamped in the books by means of type as at present. In the earlier books the revisions during the year, or rather two years—for the books were then biennial—had to be inserted with pen and ink. The following particulars have been for the most part obtained by an examination of old Register Books, but they are necessarily incomplete, as many of the early volumes were lost when the Royal Exchange was burnt down in 1838.

In the book for 1778 a list of ships of the Royal Navy is inserted, also a list of the ships in the East India Company’s service. General meetings used in those old days to be held by the subscribers (then termed members), of whom there were, at the end of 1780, 164. The subscription which at first was twelve guineas was eventually, about 1810, reduced to eight guineas, the funded property of the Register Society having reached 12,000l. For twenty years, afterwards, however, the expenses exceeded the income by 500l. per annum, and the subscription was, in consequence, raised to ten guineas. The particulars in the book for 1788, a copy of which is extant, were much as formerly; but a few curious additions had come to be inserted, such as whether the vessel had deep waists or low counters, and whether American property: and a record was made of the description of timber of which the ships were built, the number of decks, and if the beams were kneed. In 1798, the number of subscribers amounted to 245, and the number of members on the committee, who served gratuitously, was eleven. In that year’s book the Government ships are not inserted. In 1799, a number of Shipowners started an opposition book, termed the ‘Red Book,’ which continued until 1833. In 1824, it would appear that vessels supplied with iron cables did not receive the figure 1 or 2 unless they had hempen cables as well; and then, for the first time, the letters PIC were inserted against them, denoting that the iron cables had been proved. It does not appear by any of the early books we have examined that the class was given for any specified number of years, but it was omitted whenever the ship had not been surveyed within three years. It seems, however, to be an established fact that vessels were allowed to retain the A 1 character for a certain number of years, the number being entirely dependent on the port at which she was built, and varying from twelve years for a London built ship, to five to six years for a north country built ship. After those years had elapsed, the vessel became of the second class, and no amount of repairs or strengthening would enable her to be replaced as an A 1 ship. Here were two principles involved in classification obviously unsound. The first encouraged inferior building, and the second discouraged ships being efficiently repaired.

These and other mischievous tendencies were entirely removed when, in 1834, the two previously existing societies became united in the present ‘Lloyd’s Register of British and Foreign Shipping.’

The object sought in establishing the existing society was to class vessels according to their intrinsic merits, so as to indicate by the class, as nearly as might be, the efficiency and value of each vessel. The subscription to the Register Book was fixed at three guineas. Rules were published, and surveyors appointed to survey vessels while building, as well as afterwards. The committee of the new register was constituted, as it is at present, of merchants, Shipowners, and underwriters, elected in equal proportions. Eight underwriters and four merchants are elected by the Committee of Lloyd’s, and eight Shipowners and four merchants are elected by the General Shipowners’ Society. In addition to the foregoing, the chairman of Lloyd’s and the chairman of the General Shipowners’ Society are ex-officio members of the Committee.

The Committee of Lloyd’s Register was, later on, still further augmented by the admission of eight members elected to represent the port of Liverpool, two to represent the Clyde, and three the north-east coast of England, one to represent Hull, and one Bristol.

The Register Book for 1834 included both classed and unclassed ships, but the latter were allowed to gradually drop out, until the ‘Register’ contained almost exclusively classed ships. Few particulars at that time were given of the vessels beyond the tonnage (old), the date and place of build, the captain’s and owner’s names, and the port of registry.

The rules as first issued for the building of wood ships were brief and general, but slight reference being made to wood steamers, which were then few in number. The first iron vessels classed in the Register Book were the Sirius, of 180 tons, built at London in 1837, and the Ironside, built at Liverpool in 1838; they had the A 1 class assigned without a term of years, and iron vessels were subsequently classed in the same way until 1854, when rules for their construction were framed, twelve A 1, nine A 1, and six A 1 classes, respectively, being assigned under those rules. In 1863 the mode of classing iron ships was altered to /A\ 1, /B\ 1, and /C\ 1. Rules for the building of composite ships (iron frames planked with wood) were devised in 1867, and the vessels were classed A 1 for a term of years. In 1870 new rules for the construction of iron ships were framed, based on the dimensions of vessels instead of on tonnage as formerly, and the class of iron vessels was altered from the monogram system indicated above to 100 A 1, 90 A 1, and 80 A 1; and this is the mode of classing now in force. But to go back a few years:—In 1841 another register society was constituted at Liverpool, which existed for four years, and was in 1845 amalgamated with ‘Lloyd’s Register.’ In 1863 Lloyd’s Register Book was enlarged, and the registered length, breadth, and depth of the ships were given in addition to other particulars. In 1870, its size was still further increased. The book in 1874 received great additions, and is about four times the size of that issued in 1834. It now contains all British ships classed and unclassed of 100 tons and above, in addition to many vessels of smaller size, and those of other nations which have obtained classification therein, or others of sufficient importance to be inserted. The rules for shipbuilding were in 1874 also carefully revised, and issued with the enlarged book.

The information it contains may now be said to be very complete, for few particulars are omitted which are likely to be required in the ordinary course of business. Steps have been taken to publish the rules in the principal European languages, and I learn that already translations into the French, German, and Italian languages have been completed, and are in the press.

From the current Register Book it will be seen that there are now nearly 3000 subscribers, and there are about 8000 vessels classed, in addition to those of which the class is temporarily suspended, pending repairs or survey, or for some other cause. At the present time nearly the whole of the shipbuilding in the United Kingdom is under the survey of the Society’s surveyors for classification in the Register Book. On the 31st of March, 1874, there were building, under special survey in various parts of the world, 655 vessels of a total tonnage of 543,918 tons to class at Lloyd’s. On the 30th of June, 1874, the number of vessels building under special survey was 660, of a tonnage of 516,109 tons.

The vast amount of shipping, now being built to class in Lloyd’s Register, is doubtless due chiefly to the confidence which the British shipping community repose in the Society’s present rules for the building of vessels, and the manner in which they are administered.

In Italy, France, and the Netherlands there appears to be a manifest tendency towards classification in Lloyd’s Register, and foreign Shipowners, and even large companies—such as the General Transatlantic Company—are submitting their vessels to this Society’s survey for classification, thus placing them on an equality with ships belonging to this country.

During the recent agitation with respect to shipping in Canada, the Canadian Government communicated with the Committee of ‘Lloyd’s Register’ on the project of instituting a Canadian registry, and the following extract from the letter of the Canadian Ministry dated 11th July, 1873, is of interest as showing the high repute in which the Institution of which we are now writing is held in our North American Colonies:—

“The Minister of Marine is not unmindful of the great benefits conferred on the shipping of this country by the establishment of Lloyd’s surveyors at Quebec, New Brunswick, and Prince Edward Island some years previous to the establishment of surveyors for ‘Bureau Veritas’ in this country, and in making his arrangements for the establishment of a Canadian registry, and the framing of rules and regulations for inspection and classification under it, he feels desirous to assimilate the system under which it will be worked to that of your institution, which is controlled by British sentiment, and has the confidence of such a large portion of the shipowners of the world, and the officers of which possess such great experience in all these matters.”

In judging of the value of ‘Lloyd’s Register of Shipping,’ it is important to observe that it is, essentially, a public body, having no pecuniary or commercial purposes to serve beyond those of the public interest, because (with the exception of a moderate fee to the Committee for their attendance) the whole of its receipts are devoted to the interests of shipping, to the extension of the society’s staff of surveyors, who are now stationed at all parts of the United Kingdom and in many places abroad, the improvement of the Register Book and other matters of public importance.

It is impossible to speak too highly of the value of this great institution. It had its failings, and I recollect that, a quarter of a century ago, I made various attacks upon it through the public press; and, on the ground of its maintaining certain rules for classification, which I conceived were unsound in principle, I declined to classify any of my ships with the society. But all these rules have been long since altered; and when I look back to that time and compare the quality of ships then launched to those of the present day, it is impossible to question the great value of the services this institution has rendered to the country. A ship that would have had an A 1 class assigned to her forty years ago, would now be considered barely seaworthy.

Here we have another instance of the valuable work done in this country without Government aid or interference in any shape or form. A few individuals, for their own protection as well as for the protection of the public, associate themselves together, and, by their organisation, do perhaps more to save life and property at sea than all the laws which have been passed having that object in view. For the success of this valuable institution, its members, and I must add, the public, are greatly indebted to Mr. Thomas Chapman, F.R.S., who has been its chairman almost from its commencement in 1834, and who has devoted the best years of his life, sparing neither time nor labour to raise it to its present high position, while displaying a tact and sound judgment throughout in the management of its affairs rarely to be met with, combined with an honesty of purpose which must ever command respect and admiration. Nor has he lacked able and indefatigable colleagues, some of whom, as, for instance, the late Mr. William Tindall and Mr. Duncan Dunbar, and now Mr. George Marshall, Mr. W. H. Tindall, and others, have been active members of the Committee for a large portion of their lives. But not the least important secret of its success has been its complete system of organisation, and the competency of all persons connected with it for their respective duties, while the many checks upon its various branches tend to keep the working of the business of the society free from those temptations to which men holding responsible appointments are too frequently subjected. For instance, there is a chief surveyor, who has two assistants acting directly under him, and through whom all important reports from the different surveyors must pass, before being laid before the Committee, many of whom know quite as much about ship-building as the surveyors themselves—then all these surveyors are under the secretary, Mr. B. Waymouth, a gentleman of great practical knowledge and remarkable ability. If there is anything wrong, he will be sure soon to detect it; for, during the twenty-one years with which he has been connected with the society, he has gone through the different grades, from assistant-surveyor to chief-surveyor, acting as chief of the staff for some time before receiving the appointment of secretary. There are also annual visits of inspection made to all the principal building ports by the chairman and members of the Committee, the secretary, and chief surveyor. Moreover, the surveyors are not all located permanently, some being from time to time changed, and a feeling pervades the whole staff that if any one passes imperfect workmanship or materials, the fact is likely to be brought to light by the surveyors who follow, who are bound to report any apparent laxity, which is invariably inquired into by the Committee, and dealt with as circumstances require.

That the survey and classification of ships has been of immense advantage in saving life and property at sea may be seen by the following table. Here we see, that the losses of vessels classed at Lloyd’s have not, during the last three years, been one-half of the unclassed, and that for the eighteen months ending 30th January, 1875, while the percentage of loss of all vessels from all causes classed at Lloyd’s has been only 5·25 per cent., the losses of vessels unclassed, or not classed by that association, has been 12·32 per cent. These figures speak volumes in favour of the society.

Losses of British Ships of 100 tons and upwards during 1874-5.

LOSSES FROM ALL CAUSES, WRECKED, STRANDED, FOUNDERED, MISSING.

LOSSES FROM FOUNDERING, MISSING, &C., EXCLUDING STRANDING, COLLISIONS, &C.

-------------------+---------------------------------+--------------------------------- | All Losses, including Stranding,| Losses from Foundering, Missing, | Collisions, Foundered, | &c., but not Stranding, | Missing, &c. | Collisions, &c. +-----------+----------+----------+-----------+----------+---------- YEAR. | Classed | Classed, |Unclassed,| Classed | Classed, |Unclassed, | and | Lloyd’s | Lloyd’s | and | Lloyd’s | Lloyd’s | Unclassed.| Register.| Register.| Unclassed.| Register.| Register. -------------------+-----------+----------+----------+-----------+----------+---------- 1872 | 863 | 262 | 601 | 198 | 70 | 128 1873 | 938 | 301 | 637 | 316 | 108 | 208 1874 | 1258 | 313 | 945 | 506 | 162 | 344 First half, 1875 | 1013 | 273 | 680 | 389 | 118 | 271 -------------------+-----------+----------+----------+-----------+----------+----------

APPENDIX No. 13.

Acts of Parliament passed between 1849 and 1875 inclusive, relating to Merchant Snips and Seamen, with a note of the more important Parliamentary Papers issued in regard to the Navigation Laws or Mercantile Marine of Great Britain.

1849. Emigrant Ships. Passenger Acts, 12 & 13 Vict. c. 33. ” Repeal of Navigation Laws, Foreign Trade, 12 & 13 Vict. c. 29. ” Pilotage, 12 & 13 Vict. c. 88. ” Mercantile Marine Act, 13 & 14 Vict. c. 93. 1851. Mercantile Marine Act Amendment Act, 14 & 15 Vict. c. 96. ” Steam Navigation Act, 14 & 15 Vict. c. 79. ” Seamen’s Fund Winding-up, 14 & 15 Vict. c. 102. ” Wages, &c., of Deceased Seamen. Parl. Paper, 143, 1875. 1852. Passenger Acts, 14 & 15 Vict. c. 1. ” Foreign Deserters, 15 & 16 Vict. c. 26. 1853. (Emigrant Ships) Passengers Acts, 15 & 16 Vict. c. 44. ” Pilotage Laws Amendment Act, 16 & 17 Vict. c. 129. ” Merchant Shipping Act Amendment Act, 16 & 17 Vict. c. 131. ” Colonial Lighthouses. 1854. Commission on Local Charges on Shipping. Parl. Paper, C. 1836, 1854, C. 1911, and C. 1967, 1855. ” Repeal of Navigation Laws (Coasting Trade), 17 & 18 Vict. c. 5. ” Merchant Shipping Act, 1854, 17 & 18 Vict. c. 104. ” Ship Registry. ” Merchant Shipping Act, 17 & 18 Vict. c. 104. Tonnage. ” Wrecks. Wreck Register, Parl. Paper, C. 1260, 1875, p. 302. Liability. Legal Procedure. Seamen’s Money Orders. Parl. Paper, 161, 1875. ” Meteorology. 1855. Merchant Shipping Act Amendment Act, 1855, 18 & 19 Vict. c. 91. ” Emigrants, 18 & 19 Vict., Passenger Act, c. 119. ” Seamen Deserting Unseaworthy Ships. Parl. Paper, C. 853, 1875. 1856. Shipping Dues. Parl. Paper, 225, 1856. ” Seamen’s Savings Banks, 19 & 20 Vict. c. 41. Parl. Paper, 161, 1875. 1857-8. Harbours of Refuge Committee. Parl. Paper, 344 and 344 i. 1858. 1859. Harbours of Refuge Commission. Parl. Paper, C. 2474, and C. 2506, Sess. 1, 1859. ” Commission on Manning the Navy. Naval Reserve; Training Ships. 22 & 23 Vict. c. 40. 1860. Anchors and Chain Cables. Parl. Paper, No. 182, 1860. ” Committee on Merchant Shipping. ” French Treaty. Parl. Paper, C. 2644, 1860. 1861. Harbours and Passing Tolls Act, 24 & 25 Vict. c. 47. Parl. Papers, 457, 1862, and 176, 1871. ” Bristol Channel Pilotage Act, 24 & 25 Vict. c. 236. ” Lighthouse Commission. Parl. Paper, C. 2793, I., II., 1861. 1862. Merchant Shipping Act Amendment Act, 1862, 25 & 26 Vict. c. 63. Examination of engineers. Inquiries. Rules as to lights, &c. Duty in case of collision. Steamboat passengers. Pilotage. Local lighthouses. Liability. Tonnage. International arrangements. Salvage jurisdiction. Delivery of goods. Repeal of law as to deck loading and for bulkheads. ” Commercial Code of Signals. ” Harbours transfer, 25 & 26 Vict. c. 69. 1863. Emigrant Ships. Passengers Act Amendment, 26 & 27 Vict. c. 51. ” Naval Reserve (officers), 26 & 27 Vict. c. 69. 1864. Chain Cables and Anchors, 27 & 28 Vict. c. 27. Parl. Paper, 139, 1864. ” Surveys in cases of Desertion. Questions 246 to 272, and App. No. 5 to Report of Unseaworthy Ships Commission. 1866. Timber Duties Repealed, 29 & 30 Vict. c. 36. ” Crown Land Act, 1866, 29 & 30 Vict. c. 62. Parl. Paper, 18, 1867. ” Meteorology. Storm Warnings. Report of Committee, 14, 145,. 1866 Parl. Paper, C. 1307, 1875. 1867. Merchant Shipping Act, Health of Seamen, 30 & 31 Vict. c. 124. ” Local Dues Exemption, 30 & 31 Vict. c. 15; 33 & 31 Vict. c. 59. 1868. Colonial Shipping, 31 & 32 Vict. c. 129. ” County Courts Admiralty Jurisdiction, 31 & 32 Vict. c. 71; 32 & 33 Vict. c. 51. ” Sea Fisheries, 32 & 33 Vict. c. 45. ” Merchant Shipping Consolidation Bill. ” Merchant Shipping (Colonial), 32 & 33 Vict. c. 11. ” Coasting Trade of Colonies. Colonial Examinations. ” Merchant Shipping Consolidation Bill, No. 267 of 1869. 1869-70. Opinions of Consuls on British Ships and Seamen. Parl. Paper, C. 630, 1872. 1870. Compulsory Pilotages, No. 343, 1870. ” Consular connection with the United States. ” Merchant Shipping Code, No. 24 of 1870. Parl. Paper, 26-173, 1870. Scale showing draught of water. Survey in cases of Desertion. Record of draught of waters. Misdemeanour to send unseaworthy ships to sea. 1871. Merchant Shipping Code Bill, No. 15, C. 287, 1871. ” Merchant Shipping Act, 34 & 35 Vict. C. 110. Unseaworthy ships. ” Chain Cables Act, 34 & 35 Vict. c. 101. 1872. Merchant Shipping Act, 35 & 36 Vict. c. 73. 1873. Commission on Unseaworthy Ships. ” Merchant Shipping Act, 36 & 37 Vict. c. 85. Parl. Paper, C. 1152, 1875. 1874. Chain Cables, 37 & 38 Vict. c. 5. ” Tonnage Bill. Parl. Paper, C. 943, 1874. 1875. Combustion in Coal-laden Ships. Royal Commission. ” Fog Signals at Lighthouses. Parl. Papers, 119, 1873; 188, 1874, and 224, 1875. ” Marine Insurance. Parl. Paper, No. 304, 1875. ” Merchant Shipping Bill, No. 116, 1875. ” Unseaworthy Ships, 38 & 39 Vict. c. 88. ” Board of Trade and its Staff. Parl. Paper, 482, 1871.

It would thus appear that, since the Navigation Laws were repealed in 1849, Government has passed no less than forty-one Acts of Parliament, and introduced seven Bills not yet passed, many of them great and important measures, besides laying before Parliament numerous instructive and interesting papers, all of them devoted expressly to the purpose of improving our merchant ships and the condition of our merchant seamen. It is idle, and worse than idle, after these facts, to charge the respective Governments, since 1849, with having neglected the interests of our mercantile marine, and the best answer to such mischievous and unjust charges is the present very high position in all respects of our merchant fleets as compared with those of all other nations.

APPENDIX No. 14.

Tonnage of Shipping Entered and Cleared in the United Kingdom, United States, France, Holland, Norway, Prussia, and Sweden, distinguishing between National and Foreign Ships from 1850 to 1873. With Cargoes and in Ballast.

------+-------------------------------------- | UNITED KINGDOM. +------------+------------+------------ Years.| British | Foreign | Total | Tonnage. | Tonnage. | Tonnage. ------+------------+------------+------------ 1850 | 9,442,544 | 5,062,520 | 14,505,064 | 65·1 per | 34·9 per | | cent. | cent. | | | | 1860 | 13,914,923 | 10,774,369 | 24,689,292 | 56·3 per | 43·7 per | | cent. | cent. | | | | 1870 | 25,072,180 | 11,568,002 | 36,640,182 | 68·4 per | 31·6 per | | cent. | cent. | ------+------------+------------+------------

------+--------------------------------------- | UNITED STATES. +-------------+-------------+------------ Years.|United States| Foreign | Total | Tonnage. | Tonnage. | Tonnage. ------+-------------+-------------+------------ 1850 | 5,205,804 | 3,503,837 | 8,709,641 | 59·8 per | 40·2 per | | cent. | cent. | | | | 1860 | 12,087,209 | 4,977,916 | 17,065,125 | 70·8 per | 29·2 per | | cent. | cent. | | | | 1870 | 6,992,967 | 11,332,095 | 18,325,062 | 38·2 per | 61·8 per | | cent. | cent. | ------+-------------+-------------+------------

------+----------------------------------- | FRANCE. +----------+-----------+------------ Years.| French | Foreign | Total | Tonnage | Tonnage. | Tonnage. ------+----------+-----------+------------ 1850 |1,891,512 | 2,719,207 | 4,610,719 | 41 per | 59 per | | cent. | cent. | | | | 1860 |3,502,912 | 4,953,824 | 8,456,736 | 41·4 per | 58·6 per | | cent. | cent. | | | | 1870 |4,289,206 | 9,317,531 | 13,606,737 | 31·5 per | 68·5 per | | cent. | cent. | ------+----------+-----------+------------

------+----------------------------------- | HOLLAND. +-----------+-----------+----------- Years.| Dutch | Foreign | Total | Tonnage. | Tonnage. | Tonnage. ------+-----------+-----------+----------- 1850 | 935,283 | 1,301,152 | 2,236,435 | 41·8 per | 58·2 per | | cent. | cent. | | | | 1860 | 1,341,711 | 2,053,269 | 3,394,980 | 39·5 per | 60·5 per | | cent. | cent. | | | | 1870 | 1,323,475 | 3,341,448 | 4,664,923 | 28·4 per | 71·6 per | | cent. | cent. | ------+-----------+-----------+-----------

------+---------------------------------- | NORWAY. +-----------+----------+----------- Years.| Norwegian | Foreign | Total | Tonnage. | Tonnage. | Tonnage. ------+-----------+----------+----------- 1850 | 1,050,307 | 346,639 | 1,396,945 | 75·2 per | 24·8 per | | cent. | cent. | | | | 1860 | 1,513,369 | 516,667 | 2,030,036 | 74·5 per | 25·5 per | | cent. | cent. | | | | 1870 | 2,264,233 | 967,753 | 3,231,986 | 70 per | 30 per | | cent. | cent. | ------+-----------+----------+-----------

------+----------------------------------- | PRUSSIA. +-----------+-----------+----------- Years.| Prussian | Foreign | Total | Tonnage. | Tonnage. | Tonnage. ------+-----------+-----------+----------- 1850 | 1,026,378 | 1,063,980 | 2,090,358 | 49·1 per | 50·9 per | | cent. | cent. | | | | 1860 | 1,711,442 | 1,588,382 | 3,299,824 | 51·9 per | 48·1 per | | cent. | cent. | | | | 1870 | 2,893,214 | 3,301,530 | 6,194,744 | 46·7 per | 53·3 per | | cent. | cent. | ------+-----------+-----------+-----------

------+----------------------------------- | SWEDEN. +-----------+-----------+----------- Years.| Swedish | Foreign | Total | Tonnage. | Tonnage. | Tonnage. ------+-----------+-----------+----------- 1850 | 462,884 | 604,002 | 1,066,886 | 43·4 per | 56·6 per | | cent. | cent. | | | | 1860 | 560,066 | 828,386 | 1,388,452 | 40·3 per | 59·7 per | | cent. | cent. | | | | 1870 | 1,374,433 | 2,954,151 | 4,328,584 | 31·8 per | 68·2 per | | cent. | cent. | ------+-----------+-----------+-----------

FOOTNOTES:

Extract from the ‘New York Herald’ of 10th October, 1860:—

“MARITIME RELATIONS.”

“Remarks of Mr. W. S. Lindsay, M.P., at the Chamber of Commerce meeting, Tuesday evening, 9th October.

“Mr. Lindsay said: ... With these preliminary remarks, allow me to state to you the objects which I have in view in meeting you this evening. I will speak first in reference to the liability of Shipowners, because that, perhaps, is one of the most important questions, and one which I think is not sufficiently understood. I do not think that it is generally known how the Shipowners of both countries stand with regard to each other on this question. As our respective laws now stand, any Shipowner of this country or of England, however wealthy, may rise any morning and find himself a ruined man. That is a serious thing to consider. The law of England limits the responsibility of our Shipowners to the value of the ship and freight. In most other countries of Europe the responsibility of the Shipowners is also limited to a similar extent. That is likewise the law in this country, as far as I understand your law. That is to say, if one of your ships runs down another at sea, and you pay into your courts the value of the ship and freight, your responsibility cannot be carried beyond that value. Now this is very good so far as the laws of the respective countries stand. But if my ship runs down another ship in which any American subject is interested, I am made responsible, in your courts, not merely for the value of my ship and freight, but for whatever amount of damage may have been sustained through the collision brought about by my ship. Therefore if my ship runs down a vessel with cargo and freight on board to the extent of 200,000l. sterling, I would be responsible for the whole. If, on the other hand, your ships at sea run down any other ship in which a British subject is interested, and the action for loss is raised in our courts, you are held responsible for the full amount of the damage which your ship caused. This arises from the fact that our laws have jurisdiction only over British ships, and your laws have jurisdiction over only American ships. Now, considering the vast trade which is carried on between the two countries, I hope you may agree with me in the opinion, that as the laws of both countries are similar, the Shipowner’s liability in the courts of either country should in all cases be limited to the value of the ship and freight. I hope you will use your influence to extend that limitation to the vessels of both countries, which might easily be done by a convention between the two nations....”

Goods imported in foreign vessels not being the produce or manufacture of that country pay one-fifth more duty than if imported in Portuguese vessels.

810l. allowed to persons exempt.

Drawback allowed, 82l.

Extracts from the Rules relating to the Classing and Periodical Surveys of Ships (1875).

IRON STEAM AND SAILING SHIPS.

Iron Ships are classed A 1 with a numeral prefixed, and retain their characters so long as, on careful annual and periodical Special Surveys, they are to be found in a fit and efficient condition to carry dry and perishable cargoes to and from all parts of the world.

100 A, 90 A, and 80 A, will denote vessels that have been built in accordance with, or equal to, the Rules, and Tables G 1, G 2, G 3, and G 4. Where deviations from the Rules are desired, a sketch of the midship section, plans, &c., must be first submitted, through the resident Surveyor, for the Committee’s approval, and the vessel built in accordance with the approved plans, under the Survey of the Surveyors to the Society.

Iron Ships built in accordance with previous Rules remain on the characters assigned to them.

All vessels must be submitted to occasional or Annual Surveys when practicable; and to entitle them to retain their characters in the ‘Register Book,’ Special Surveys must be held at intervals of three and four years, according to the Class assigned.

WOOD SHIPS.

SHIPS CLASSED A 1 for a term of Years.—Section 34 requires that they shall be occasionally surveyed; Annually if practicable. If not placed under half-time or intermediate Surveys within periods not exceeding four years—or, in the case of the higher classed vessels, one-half of the terms of years originally assigned to them—their Characters will be liable to be withdrawn from the ‘Register Book.’

Sections 54 to 58 provide for the Continuation or Restoration of the Character A 1 for further periods.

SHIPS CLASSED A 1 in Red.—Section 60 provides for the Survey and Classing of Ships A 1 in Red, which is also a Class of vessels fit for the safe conveyance of dry and perishable goods to and from all parts of the world. They are allowed to retain this Character upon Special Survey, for terms in no case exceeding two-thirds the periods originally assigned to them.

They are also subject to Annual Survey, and to the half-time Survey prescribed in Section 34.

SHIPS CLASSED Æ, for the conveyance of dry and perishable goods on shorter voyages, and for the conveyance of cargoes not in their nature subject to sea damage on any voyage.

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