References to Plan. -A, outer light-house, 65 feet high, having a revolving light, alternately brilliant 40 and obscured 20 seconds. B, buoy on the outward edge of the shoal, off Alderton Point. C, D, E, Great, Middle, and Outward Brewster's Islands. F, George's Ísland. The passage for ships, lying between this island and the rocks on the opposite side of Lovell's Island (G), being very narrow, it is, in effect, the key of the harbour; and large sums have recently been expended on its fortification. To the south of George's Island, and Hospital Island (H), is Nantasket road, where there is good anchorage. The outer harbour lies to the west of Lovell's (G) and George's (F) Islands, being separated from the inner harbour by Castle Island (M), and Governor's Island (N). On the north end of Long Island (1) is a harbour fixed light, 27 feet high. K, Deer Island. L, Spectacle Island. O, Middle Ground, dry at ebb. P, Upper and Middle Ground having, at ebb, only 5 feet water., Thomson's Island. R, Dorchester peninsula. S, Noodle Island. T, Charleston. Governor's Island (N), Castle Island (M), and Noodle's Island (S), are all fortified. The course that a ship ought to steer is marked by the dotted line, leading between the light-house and Alderton point, and between George's Island (F) and Lovell's Island (G). The soundings are laid down in fathoms

at low water.

Shipping. According to the official accounts laid before Congress, 21st of July, 1842, the registered, enrolled, and licensed tonnage belonging to Boston in 1841 amounted to 227,608 tons, of which 60,759 tons were employed in the coasting trade, and 7,846 in the fisheries.

Shipping Charges. For an account of these, see NEW YORK.

How to enter the Port. In coming from the Atlantic, a ship should bring the light-house to bear W. by N. to W.N.W., and run direct for it. The largest ships may pass it at within less than a cable's length. If there be no pilot on board, or the master be unacquainted with the harbour, or the wind be north-westerly, which is the most unfavourable for entering, she had better steer W. by S. for Nantasket roads, where she may anchor, and get a pilot.

Mooring, &c. Generally speaking, there is sufficient depth of water to enable the largest ships to come up to town at all times of the tide. They usually moor alongside quays or wharfs, where they lie in perfect safety. There are in all about 60 wharfs; which, for the most part, are built on piles, with a superstructure of stone and earth. The two principal are "Long Wharf," 550 yards in length; and "Central Wharf," 413 yards long by 50 in breadth, having a range of lofty brick stores and warehouses along its whole length.

Pilotage. No particular place is specified at which vessels must heave to for a pilot. But all vessels, with the exception of coasters under 200 tons, and American vessels laden with plaster of Paris from British America, if hailed by a pilot within about 1 mile of the outer light, must take him on board, under a penalty of 50 dollars. If they have got within this distance before being hailed, the obligation to take a pilot on board ceases. This regulation has obviously been dictated by a wish to have the pilots constantly on the alert; it being supposed that masters not well acquainted with the bay will heave to to take one on board, though they have got within the free limits.

Table of the Rates of Pilotage on Outward and Inward bound Vessels in the Port of Boston.

Ships Dol. Ships Dol. Ships Dol. Ships Dol. Ships Dol. Ships Dol. Ships Dol. Ships

.

per drwg. per drwg. per Foot. Water. Foot 1.87 7 ft. 1-10 17 ft. 1.35 2:50 8

Careening, Stores, &c. Boston is a very favourable place for careening and repairing ships. All kinds of supplies may be had of the best quality and at moderate prices.

Immigration. The number of immigrants arriving at Boston is not great, seldom exceeding 1,600 in a year. A city ordinance directs that the masters of vessels bringing immigrants shall enter into a bond with sureties to the amount of 200 dollars

for each immigrant, that he shall not become a charge upon the state for 3 years, or pay a commutation of 5 dollars on account of each individual. But this regulation does not apply to immigrants having a reasonable amount of property; the declaration of the foreign consuls as to this point is commonly acted upon.

Trade of Boston, &c. Boston has a very extensive trade with the southern states and with foreign countries, and is also one of the principal seats of the American fisheries. She is wholly indebted to her southern neighbours, and principally to New York, Maryland, and Pennsylvania, for supplies of flour and wheat, and for large quantities of barley, maize, oatmeal, oats, &c., as well as for cotton, tobacco, staves, rice, &c. Of these, the imports of flour may amount, at an average, to about 600,000 barrels a year; all sorts of grain, to about 2,200,000 bushels; cotton, 110,000 bales; staves, 3,000,000, &c. Her returns are made, partly in native raw produce, as beef, pork, lard, &c.; partly and principally in the produce of her manufacturing industry, in which Massachusetts is decidedly superior to every other state in the Union; and partly in the produce of her fisheries and foreign trade. At an average, Boston annually sends to the southern ports of the Union about 45,000 barrels of beef and pork; 165,000 barrels mackerel, herrings, alewives, &c.: 20,000 quintals of dried and smoked fish; 3,500,000 pairs of boots and shoes; 600,000 bundles of paper; besides a very large amount of cotton and woollen manufactured goods, nails, ice, furniture, cordage, &c.; so as to leave a large balance in her favour. Her exports of native produce to foreign countries consist principally of the same articles she sends to the southern states; but she also exports a large amount of the foreign produce she had previously imported. The imports from abroad consist principally of cotton and woollen goods; linens, canvas, &c.; hardware, silks, sugar, tea, coffee, wines and brandy, spices, hides, indigo, dyewoods, &c. The total imports from foreign countries into the state of Massachusetts in the year ending 30th of September, 1841, amounted to 20,318,003 dollars; while the exports of native produce, during the same year, amounted to only 7,397,692 dollars, and of native and foreign produce together, to 11,487,343 dollars; the balance against Massachusetts being paid off by bills upon the southern states, to which she exports much more than she imports. New York alone is, in fact, supposed to be at all times indebted to Boston about 5,000,000 dollars. We subjoin some statements illustrative of the trade of Boston.

Ice. There were no fewer than 16 companies engaged in 1841 in the business of shipping ice in Boston, for the southern parts of the Union, the Havannah, &c. They formerly sold ice in New Orleans at 6 cents a pound, but now sell it at I cent, and by the consequent increase of consumption, and the prevention of melting, by the rapidity of the sale, they make The ice is sawed into square blocks, 4 dollars for 1 formerly. not less than 12 inches thick, and is packed into vessels with straw and hay, boxed with thin lumber made air-tight. One of these companies paid 7,000 dollars in 1841, for the straw and hay they used for packing.

Shipping. In 1839 there arrived in Boston 1553 ships from foreign parts, the customs revenue duty the same year being 3,242,189 dollars. The foreign arrivals in 1838 were as follows:- Ships and Barques 242, Brigs 506, Schooners 560, Galliots 4, Ketch 1.

American

537,956 9,791 700 English

Sicilian

2,916

111,956 34,360
559,511 98,069
50,645 29,058
194,404 88,140 28,232
12,792 5,091 1,000
7,000 6,700 1,000
500 2,000

500

Massachusetts

1,300

600

New Hampshire

3,000

Maine

Prince Edward Island

68,360
7,323

Total

2,045,254 356,502 34,128

Coastwise arrivals in 1838, &c. Ships and Barques 106,
Brigs 602, Schooners 3,037, Sloops, 273.

The above list does not include wood and lumber coasters and fishing vessels, of which some thousands arrive annually. It contains such only as are recorded on the Merchants' Hall News Room Books.

Imports of Tea, Cotton, Coal, Salt, Coffee, and Sugar.

Banks. An Account of the Names, Capitals, Shares, and other principal Circumstances in the Condition of the Boston Banks in 1841.-(From Hazard's Register, vol. v. p. 271. and p. 302.)

191,700 918,100 Av. 5-213

but more usually at a credit of from 3 to 12 months: average length of credit, 6 months; but on iron and some other articles 12 months' credit is given. Discount for ready money at the rate of 6 per cent. per annum.

Commission. The rates of commission are arbitrary, varying from 2 to 5, and sometimes (del credere included) to 74 per cent. On small accounts, and West India goods, 5 per cent. is usually charged. The ordinary rate may be taken at 24 per

cent.; but competition is so great, that commission merchants may be found who will transact business on almost any terms. Sometimes whole cargoes are sold by brokers on an agreement to receive a specific sum in lieu of commission and broker.

age.

the dollar passes at Ga.; so that the pound sterling = 11. 68. 8d. Boston currency. (For further particulars as to Money, Weights, Measures, &c. see NEW YORK.)

We have derived these details partly from official and partly from private information; but principally from tables and statements obtained from Boston.

Money. In Massachusetts, and throughout New England,
BOTARGO, called in Provence Bouargues, a sausage made on the shores of the
Mediterranean and the Black Sea, of the roe of the mullet. The best comes from Tunis
and Alexandria.

BOTTLES (Fr. Bouteilles; Ger. Bouteillen; It. Bottiglie, Fiaschi; Rus. Bulülki ; Sp. Botellas), glass vessels for holding liquids, too well known to require any description. They are exported in considerable quantities. The duty of 8s. a cwt. on bottle glass, like the duties on other descriptions of glass, is both oppressive in amount, and is imposed and collected in the most vexatious manner. The manufacture has declined considerably since 1826. (For further details, see GLASS.)

BOTTOMRY AND RESPONDENTIA. — Bottomry, in commercial navigation, is a mortgage of the ship. The owner or captain of a ship is, under certain circumstances, authorised to borrow money, either to fit her out so as to enable her to proceed on her voyage, or to purchase a cargo for the voyage, pledging the keel, or bottom of the ship (a part for the whole), in security for payment. In bottomry contracts it is stipulated, that if the ship be lost in the course of the voyage, the lender shall lose his whole money; but if the ship arrive in safety at her destination, the lender is then entitled to get back his principal, and the interest agreed upon, however much that interest may exceed the legal rate.-(Black. Com. book ii. c. 30.) The extraordinary hazard run by the lenders of money on bottomry, who, in fact, become adventurers in the voyage, has been held, in all countries, as justifying them in stipulating for the highest rate of interest.

When the loan is not on the ship, but on the goods laden on board, which, from their nature, must be sold or exchanged in the course of the voyage, the borrower's personal responsibility is then the principal security for the performance of the contract, which is therefore called respondentia. In this consists the principal difference between bottomry and respondentia. The one is a loan upon the ship, the other upon the goods. The money is to be repaid to the lender, with the marine interest, upon the safe arrival of the ship, in the one case, and of the goods in the other. In all other respects, these contracts are nearly the same, and are governed by the same principles. In the former, the ship and tackle, being hypothecated, are liable, as well as the person of the borrower; in the latter, the lender has, in general, only the personal security of the borrower.

This contract, which must always be in writing, is sometimes made in the form of a deed poll, called a bill of bottomry, executed by the borrower; sometimes in the form of a bond or obligation, with a penalty. But whatever may be its form, it must contain the names of the lender and the borrower, those of the ship and the master; the sum lent, with the stipulated marine interest; the voyage proposed, with the commencement and duration of the risk which the lender is to run. It must show whether the money is lent upon the ship, or upon goods on board, or on both; and every other stipulation and agreement which the parties may think proper to introduce into the contract.—(See the Forms at the end of this article.)

"It is obvious," says Lord Tenterden, “that a loan of money upon bottomry, while it relieves the owner from many of the perils of a maritime adventure, deprives him also of a great part of the profits of a successful voyage; and, therefore, in the place of the owners' residence, where they may exercise their own judgment upon the propriety of borrowing money in this manner, the master of the ship is, by the maritime law of all states, precluded from doing it, so as to bind the interest of his owners, without their consent. With regard to a foreign country, the rule appears to be, that if the master of a vessel has occasion for money to repair or victual his ship, or for any other purpose necessary to enable him to complete the enterprise in which she is engaged; whether the occasion arises from any extraordinary peril or misfortune, or from the ordinary course of the adventure; he may, if he cannot otherwise obtain it, borrow money on bottomry at marine interest, and pledge the ship, and the freight to be earned in the voyage, for repayment at the termination of the voyage. When this is done, the owners are never personally responsible. The remedy of the lender is against the master of the ship."— (Law of Shipping, part ií. c. 3.)

In bottomry and respondentia bonds, the lender receives the whole of his principal and interest, or nothing; he is not answerable for general or particular average*; nor will any loss by capture, if subsequently recaptured, affect his claim. In this respect our law differs from that of France (Code de Commerce, art. 330.) and most other countries: the lenders on bottomry bonds being there subject to average, as our underwriters upon policies of insurance. No loss can void a bottomry contract, unless a total loss, proceeding from a peril of the sea, during the voyage, and within the time specified by the contract. If the loss happen through any default or act of the owners or master, to which the lender was not privy, he may still recover.

There is no restriction by the law of England as to the persons to whom money may be lent on bottomry or at respondentia, except in the single case of loans on the ships of foreigners trading to the East Indies, which are forbidden by the 7 Geo. 1. stat. 1. c. 21. § 2.

It does not, however, appear to be necessary, in order to enable the master of a ship in a foreign port to obtain money for her repair, outfit, &c., that the contract pledging the vessel in security of the debt should be in the nature of a bottomry bond. Provided the person who advances the money do not choose to take upon himself the risk of the ship's return, and do not stipulate for maritime interest," there seems," says Lord Tenterden, "to be no reason why the master should not pledge both the ship and the personal credit of the owner." And in the case of money advanced in this way to refit a ship in distress at Jamaica, which was captured on the voyage home, the lender recovered.-(Law of Shipping, part. ii.

c. 3.)

Bottomry contracts were well known to the ancients. At Athens, the rate of interest was not fixed by law; but the customary rate seems to have been about 12 per cent. But when money was lent for a voyage, upon the security of the ship and cargo, the interest, on account of the superior risk encountered by the lender, was in most cases much higher. In voyages to the Taurica Chersonesus and Sicily, it was sometimes as high as 30 per cent.—(Anacharsis's Travels, vol. iv. p. 369. Eng. trans.) By the

Mr. Serjeant Marshall doubts this; but it was so decided by the Court of King's Bench in Joyce v. Williamson, B. R. Mich. 23 Geo. 3.

Rhodian law, the exaction of such high interest as is usual in bottomry was declared to be illegal, unless the principal was really exposed to the dangers of the sea.(Boeckh's Public Economy of Athens, vol. i. p. 177. Eng. trans.) This principle was adopted by the Romans, who gave to bottomry interest the name of nauticum fœnus; and has been transferred from the Roman law into all modern codes.

Formerly," says Mr. Serjeant Marshall, “the practice of borrowing money on bottomry and respondentia was more general in this country than it is at present. The immense capitals now engaged in every branch of commerce render such loans unnecessary; and money is now seldom borrowed in this manner, but by the masters of foreign ships who put into our ports in need of pecuniary assistance to refit, to pay their men, to purchase provisions, &c. Sometimes officers and others belonging to ships engaged in long voyages, who have the liberty of trading to a certain extent, with the prospect of great profit, but without capitals of their own to employ in such trade, take up money on respondentia to make their investments; but even this, as I am informed, is now not very frequently done in this country." The term bottomry has sometimes been incorrectly applied to designate a contract, by the terms of which the ship is not pledged as a security, but the repayment of money, with a high premium for the risk, is made to depend upon the success of the voyage. This, however, is plainly a loan upon a parti. cular adventure, to be made by a particular ship, and not a loan upon the ship, and, of course, the lender has only the personal security of the borrower for the due performance of the contract. And it seems that loans have sometimes been made in this manner, and probably also with a pledge of the ship itself, to an amount exceeding the value of the borrower's interest in the ship; and such a contract is still legal in this country in all cases, except the case of ships belonging to British subjects bound to or from the East Indies; as to which it is enacted (19 Geo. 2. c. 37. § 5.),

"That all sums of money lent on bottomry or at respondentia upon any ship or ships belonging to his Majesty's subjects, bound to or from the East Indies, shall be lent only on the ship, or on the merchandise or effects laden, or to be laden, on board of such ship, and shall be so expressed in the condition of the bond, and the benefit of salvage shall be allowed to the lender, his agents or assigns, who alone shall have a right to make assurance on the money so lent; and no borrower of money on bottomry or at respondentia as aforesaid, shall recover more on any assurance than the value of his interest on the ship, or in the merchandises and effects laden on board of such ship, exclusive of the money so borrowed; and in case it shall appear that the value of his share in the ship, or in the merchandises and effects laden on board, doth not amount to the full sum or sums he hath borrowed as aforesaid, such borrower shall be responsible to the lender for so much of the money borrowed as he hath not laid out on the ship, or merchandises laden thereon, in the proportion the money not laid out shall bear to the whole money lent, notwithstanding the ship and merchandises be totally lost."

Lord Tenterden says that this statute was introduced for the protection of the trade of the East India Company; and its rules must be complied with in the case of bottomry by the masters of ships trading to the East Indies.

For a further discussion of this subject, see Abbott on the Law of Shipping, part ii. c. 3.; Marshall on Insurance, book ii.; and Park on Insurance, c. 21.

I. Form of a Bottomry Bond.

KNOW ALL MEN by these presents, That I, A. B., commander and two-thirds owner of the ship Exeter, for myself and C.D., remaining third-owner of the said ship, am held and firmly bound unto E. F. in the penal sum of two thousand pounds sterling, for the payment of which well and truly to be made unto the said E. F., his heirs, executors, administrators, or assigns, I hereby bind myself, my heirs, executors, and administrators, firmly by these presents. In witness whereof I have hereunto set my hand and seal, this 14th day of December, in the year of our Lord 1796.

WHEREAS the above bound A. B. hath taken up and received of the said E. F. the full and just sum of one thousand pounds sterling, which sum is to run at respondentia on the block and freight of the ship Exeter, whereof the said 4. B. is now master, from the port or road of Bombay on a voyage to the port of London, having permission to touch, stay at, and proceed to all ports and places within the limits of the voyage, at the rate or premium of twenty-five per cent. (25 per cent.) for the voyage. In consideration whereof usual risks of the seas, rivers, enemies, fires, pirates, &c. are to be on account of the said E. F. And for the further security of the said E. F. the said A. B. doth by these presents mortgage and assign over to the said E. F., his heirs, executors, administrators, and assigns, the said ship Exeter, and her freight, together with all her tackle, apparel, &c. And it is hereby declared, that the said ship Exeter and her freight is thus assigned over for the security of the respondentia taken up by the said A. B., and shall be delivered to no other use or purpose whatever until payment of this bond is first made, with the premium that may become due thereon."

NOW THE CONDITION of this obligation is such, that if the above bound A. B., his heirs, executors, or administrators, shall and do well and truly pay, or cause to be paid, unto the said E. F. or his attorneys in London legally authorised to receive the same, their executors, administrators, or assigns, the full and just sum of 1,000. sterling, being the principal of this bond, together with the premium which shall become due thereon, at or before the expiration of ninety days after the safe arrival of the said ship Exeter at her moorings in the river Thames, or in case of the loss of the said ship Exeter, such an average as by custom shall have become due on the salvage, then this obligation to be void and of no effect, otherwise to remain in full force and virtue. Having signed to three bonds of the same tenor and date the one of which being accomplished, the other two to be void and of no effect.

A. B. for self

and C.D. (L.S.)

In this bond the occasion of borrowing the money is not expressed, but the money was in reality borrowed to refit the ship, which, being on a voyage from Bengal to London, was obliged to put back to Bombay to repair. See The EXETER, Whitford, 1 Rob. A. R. 176. The occasion therefore of borrowing the money gave the lender the security of the entire interest of the ship. But this bond, although expressed to be executed by the master for himself and the other part-owner, would not bind the other part-owner personally, unless he had by a previous deed authorised the master to execute such a bond for him.-(Abbott on the Law of Shipping, part iii. c. 1. § 2.)

II. Form of a Bottomry Bill.

TO ALL MEN TO WHOM THESE PRESENTS SHALL COME. I, A. B., of Bengal, mariner, part-owner and master of the ship called the Exeter, of the burden of five hundred tons and upwards, now riding at anchor in Table Bay, at the Cape of Good Hope, send greeting:

WHEREAS I, the said A. B., part-owner and master of the aforesaid ship, called the Exeter, now in prosecution of a voyage from Bengal to the port of London, having put into Table Bay for the purpose of procuring provision and other supplies necessary for the continuation and performance of the voyage aforesaid, am at this time necessitated to take up upon the adventure of the said ship, called the Exeter, the sum of one thousand pounds sterling monies of Great Britain, for setting the said ship to sea, and furnishing her with provisions and necessaries for the said voyage, which sum C. D. of the Cape of Good Hope, master attendant, hath at my request lent unto me, and supplied me with, at the rate of twelve hundred and twenty pounds sterling for the said one thousand pounds, being at the rate of one hundred and twenty-two pounds for every hundred pounds advanced as aforesaid, during the voyage of the said ship from Table Bay to London. Now KNOW YE, that I, the said A. B., by these presents, do, for me,