1. Os. 84. currency. Weights and Measures same as in England. - (For further details, see NEW YORK.) Statement of Exports from Charleston of the Growth, Produce, and Manufacture of the U. States, specifying the Quantities and Values of those sent to each Country in 1849. 15,838,291 Exports, foreign:- In American vessels Exports, coastwise Total value of exports, foreign and coastwise, for the year 1819 Port. Charleston harbour is spacious and convenient; but the entrance to it is incommoded by a range of sand-banks, stretching from Sullivan's Island on the north to Folly Island on the south, about 21 leagues. There are several channels through these banks, but only three, the middle or direct channel, the ship channel, and Lawford channel, between the latter and the mainland, that ought to be attempted by ships of considerable burden. The entrance to the ship channel is in lat. 32° 40. The depth of water on the shallowest part of the bar at ebb tide is 12 feet, and at flood from 17 to 18 feet; whilst the depth in the middle channel at low water does not exceed 9 feet, and in Lawford channel it does not exceed 10 or 11 feet. A lighthouse has been erected on the south point of Lighthouse Island, bearing from the middle of the bar of the ship channel W.N. W.4N. It is 80 feet high, having a revolving light, alternately brilliant and obscure, the period of obscuration being double that of brilliancy; but on approaching the light, the latter gains upon the former, and within 14 league it is never wholly dark. The light may be seen in fine weather at from 3 to 4 leagues off. After getting into the channel, which is marked by the breakers and buoys on each side, the proper course for a ship to steer is to bring the lighthouse to bear N. W. by W., and stand direct for it till you get within the banks, when the course is N. by W. But it is unnecessary to enter into further details on these points, as all ships entering Charleston harbour are bound. provided they are hailed by a licensed pilot off the bar, to pay him full pilotage fees, whether they accept his services or not. In point of fact, however, they are always accepted; for the shifting of the sands, the influence of the tides, &c. render the entrance so difficult to those not perfectly familiar with it, that even the packet ships that sail regularly to and from New York uniformly heave-to without the bar for a pilot. (See Plan of Charleston Harbour, reduced from the original survey of Major H. Bache.) Ships usually moor alongside quays or wharfs, where they are in perfect safety. Shipping Charges. The charges of a public nature paid by ships entering this port differ but little in amount on a native and a foreign ship. On a vessel supposed to be of 300 tons burden, entering, unloading, taking on board a mixed cargo, and clearing out, they would be as under: Dell. Cts. £ s. d. Fee on entry at the Custom-house of a native ship Ditto, of a foreign ship 2 60 or 0 11 14 5 00 1 1 42 3 00 - 0 12 9 00 0865 2 2 85 2 10 00 1 00 0 4 34 The difference in the fees on the clearance at the Customhouse of a native and a foreign ship, is owing to the former being obliged to give certain bonds which are not required of the latter. The greater or smaller tonnage of the ship makes no difference on any of the above charges except that of pilotage, which is in proportion to her draught of water, and is the same whether for a foreign or a native ship Rates of Commission. The rates of commission or factorage usually charged and allowed at Charleston on transacting different sorts of business, are as follows, viz. For selling domestic produce, 24 per cent. For selling foreign merchandise, & per cent. For guaranteeing either of these sales, 24 per cent. additional is commonly allowed. For purchasing with funds in hand, or drawing domestic bills for reimbursement, 24 per cent. For purchasing goods and drawing foreign bills for reimbursement, 5 per cent. is charged. For the sale of real or personal estate, the regular charge is 5 per cent.; but where the property to be sold is of any considerable value, the parties in general enter into an agrement beforehand, and a much lower rate of commission is allowed. CHART (Ger. Seekarten; Du. Zeekarten; Fr. Cartes marines; It. Carte marine; Sp. and Port. Cartas de marear) is properly applied to a projection of some part of the sea, as the term Map is to a portion of the land; wherefore charts are sometimes denominated "Hydrographical Maps." They are distinguished into several kinds, as plain, globular, and Mercator charts. CHARTERPARTY, the name given to a contract in writing, between the owner or master of a ship and the freighter, by which the former hires or lets the ship, or a part of the ship, under certain specified conditions, for the conveyance of the goods of the freighter to some particular place or places. Generally, however, a charterparty is a contract for the use of the whole ship: it is in commercial law, what an indenture is at common law. No precise form of words, or set of stipulations, is requisite in a charterparty. The forms subjoined to this article are those most commonly in use; but these may, and, indeed, in many cases must, be varied, to suit the views and intentions of the parties. A charterparty is generally under seal but sometimes a printed or written instrument is signed by the parties, called a memorandum of a charterparty; and this, if a formal charterparty be not afterwards executed, is binding. The stamp in either case is the same. Charterparties, when ships are let or hired at the place of the owners' residence, are generally executed by them, or some of them; but when the ship is in a foreign port, it must necessarily be executed by the master, and the merchant or his agent, unless the owners have an agent in such port, having proper authority to act for them in such matters. A charterparty made by the master in his name, when he is in a foreign port in the usual course of the ship's employment, and, therefore, under circumstances which do not afford evidence of fraud; or whet it is made by him at home, under circumstances which afford evidence of the expressed or implied assent of the owners; is binding upon the latter. But, according to the law of England, no direct action can be maintained upon the instrument itself against the owners, unless it be signed and sealed by them, or unless they authorise the master (or agent, as the case may be) to enter into the contract, and unless it be distinctly expressed in the charterparty that he acts only as agent. When a ship is chartered by several owners to several persons, the charterparty should be executed by each, or they will not be liable to an action for nonperformance. But if the charterparty be not expressed to be made between the parties, but runs thus-"This charterparty indented witnesseth, that C., master of the ship W., with consent of A. and B., the owners thereof, lets the ship to freight to E. and F.," and the instrument contains covenants by E. and F. to and with A. and B.; in this case A. and B. may bring an action upon the covenants expressed to be made with them; but unless they scal the deed, they cannot be sued upon it. This, therefore, is a very proper form. The general rule of law adopted in the construction of this, as of other mercantile instruments, is, that the interpretation should be liberal, agreeable to the real intention of the parties, and conformable to the usage of trade in general, and of the particular trade to which the contract relates. The charterparty usually expresses the burden of the ship; and by the famous French Ordinance of 168), it is required to do so. According to Molloy (book ii. c. 4. 8.), if a ship be freighted by the ton, and found of less burden than expressed, the payment shall be only for the real burden; and if a ship be freighted for 200 tons, or thereabouts, the addition of thereabouts (says the same author) is commonly reduced to five tons more or less; but it is now usual to say so many tons "register measurement.” The usual covenant, that the ship shall be seaworthy, and in a condition to carry the goods, binds the owners to prepare and complete every thing to commence and fulfil the voyage. But though the charterparty contained no such covenant, the owner of the vessel would be, at coinmon law, bound, as a carrier, to take care that the ship should be fit to perform the voyage; and even though he should give notice, limiting his responsibility from losses occasioned to any cargo put on board his vessel, unless such loss should arise from want of ordinary care, &c., he would be liable if his ship were not seaworthy. — (See SEAWORTHY.) In all maritime transactions, expedition is of the utmost consequence; for even by a short delay, the object or season of a voyage may be lost; and therefore, if either party be not ready by the time appointed for the loading of the ship, the other may seek another ship or cargo, and bring an action to recover the damages he has sustained. The manner in which the owner is to lade the cargo is, for the most part, regulated by the custom and usage of the place where he is to lade it, unless there be any express stipulation in the charterparty with respect to it. Generally, however, the owner is bound to arrange the different articles of the cargo in the most proper manner, and to take the greatest care of them. If a cask be accidentally staved, in letting it down into the hold of the ship, the master must answer for the loss. If the owner covenants to load a full and complete cargo, the master must take as much on board as he can do with safety, and without injury to the vessel. The master must not take on board any contraband goods, whereby the ship or cargo may be lianle to forfeiture and detention; nor must he take on board any false or colourable papers; but he must take and keep on board all the papers and documents required for the protection and manifestation of the ship and cargo by the law of the countries from and to which the ship is bound, by the law of nations in general, or by any treaties between particular states. If the master receive goods at the quay or beach, or send his boat for them, his responsibility commences with the receipt in the port of London. With respect to goods intended to be sent coastwise, it has been held, that the responsibility of the wharfinger ceases by the delivery of them to the mate of the vessel upon the wharf. As soon as he receives the goods, the master must provide adequate means for their protection and security; for even if the crew be overpowered by a superior force, and the goods taken while the ship is in a port or river within the country, the master and owners are liable for the loss, though they may have committed neither fraud nor fault. This may seem a harsh rule; but it is necessary, to put down attempts at collusive or fraudulent combinations. The master must, according to the terms of the charterparty, commence the voyage without delay, as soon as the weather is favourable, but not otherwise. Sometimes it is covenanted and agreed upon between the parties, that a specified number of days shall be allowed for loading and unloading, and that it shall be lawful for the freighter to detain the vessel a further specified time, on payment of a daily sum as demurrage. - (See DEMURRAGE.) If the vessel be detained beyond both periods, the freighter is liable to an action on the contract. The rate of demurrage mentioned in the charterparty will, in general, be the measure of the damages to be paid; but it is not the absolute or necessary measure; more or less may be payable, as justice may require, regard being had to the expense and loss incurred by the owner. When the time is thus expressly ascertained and limited by the terms of the contract, the freighter is liable to an action for damages if the thing be not done within the time, although this may not be attributable to any fault or omission on his part; for he has engaged that it shall be done. - (Abbott on the Law of Shipping, part iii. c. 1.) If there has been any undertaking or warranty to sail with convoy, the vessel must repair to the place of rendezvous for that purpose; and if the master neglect to proceed with convoy, he will be answerable for all losses that may arise from the want of it. The owners or master should sail with the ship for the place of her destination with all due diligence, and by the usual or shortest course, unless in cases of convoy, which the master must follow as far as possible. Sometimes the course is pointed out in the charterparty. A deviation from the usual course may be justified for the purpose of repairs, or for avoiding an enemy or the perils of the seas, as well as by the sickness of the master or mariners, and the mutiny of the crew. By an exception in the charterparty, not to be liable for injuries arising from the act of God and the king's enemies, the owner or master is not responsible for any injury arising from the sea or the winds, unless it was in his power to prevent it, or it was occasioned by his imprudence or gross neglect. "The question," said Lord Mansfield, in an action brought by the East India Company, "is, whether the owners are to pay for the damage occasioned by the storm, the act of God; and this must be determined by the intention of the parties, and the nature of the contract. It is a charter of freight. The owners let their ships to hire, and there never was an idea that they insure the cargo against the perils of the sea. What are the obligations of the owners which arise out of the fair construction of the charterparty ? Why, that they shall be liable for damages incurred by their own fault, or that of their servants, as from defects in the ship, or improper stowage, &c. If they were liable for damages occasioned by storms, they would become insurers." The House of Lords confirmed this doctrine by deciding (20th of May, 1788) that the owner is not liable to make satisfaction for damage done to goods by storm. The charterer of a ship may lade it either with his own goods, or, if he have not sufficient, may take in the goods of other persons, or (if not prevented by a clause to that effect in the charterparty he may wholly underlet the ship to another.(For further details, see Abbott on the Law of Shipping, part iii. c. 1.; Chitty's Commercial Law, vol. iii. c. 9., &c.; and the articles BILL OF LADING, FREIGHT, MASTER, &c. in this Dictionary.) Forms of Charterparties. The following is one of the most usual forms of a charterparty: THIS charterparty, indented, made, &c., between A. B., &c., mariner, master, and owner of the good ship or vessel, called, &c., now riding at anchor, &c., of the burthen of 200 tons, or thereabouts, of the one part, and C. D. of, &c., merchant, of the other part, witnesseth, that the said A. B., for the consideration hereinafter mentioned, hath granted, and to freight letten, and by these presents doth grant, and to freight let, unto the said C. D., his executors, administrators, and assigns, the whole tonnage of the hold, stern-sheets, and half-deck of the said ship or vessel, called, &c., from the port of London, to, &c., in a voyage to be made by the said A. B. with the said ship, in manner hereinafter mentioned, (that is to say,) to sail with the first fair wind and weather that shall happen after, &c. next, from the port of London with the goods and merchandise of the said C. D., his factors or assigns, on board, to, &c. aforesaid, (the act of God, the king's enemies, fire, and all and every other dangers and accidents of the seas, rivers, and navigation, of whatever nature and kind, in so far as ships are liable thereto, during the said voyage, always excepted,) and there unlade and make discharge of the said goods and merchandises; and also shall there take into and on board the said ship again, the goods and merchandises of the said C. D., his factors or assigns, and shall then return to the port of London with the said goods, in the space of, &c. limited for the end of the said voyage. In consideration whereof, the said C. D., for himself, his executors, and administrators, doth covenant, promise, and grant, to and with the said A. B., his executors, adminis. trators, or assigns, by these presents, that the said C. D., his executors, administrators, factors, or assigns, shall and will well and truly pay, or cause to be paid, unto the said A. B., his executors, administrators, or assigns, for the freight of the said ship and goods, the sum of, &c. (or so much per ton,) within twentyone days after the said ship arrived, and goods returned, and discharged at the port of London aforesaid, for the end of the said voyage; and also shall and will pay for demurrage, (if any shall be by default of him, the said C. D., his factors or assigns,) the sum of, &c. per day, daily, and every day, as the same shall grow due. And the said A. B., for himself, his executors and administrators, doth covenant, promise, and grant, to and with the said C. D., his executors, administrators, and assigns, by these presents, that the said ship or vessel shall be ready at the port of Londou to take in goods by the said C. D., on or before, &c. next coming. And the said C. D., for himself, his, &c., doth covenant and promise, within 10 days after the said ship or vessel shall be thus ready, to have his goods on board the said ship, to proceed on in the said voyage; and also, on arrival of the said ship at, &c., within, &c. days to have his goods ready to put on board the said ship, to return on the said voyage. And the said A. B., for himself, his executors and administrators, doth further covenant and grant, to and with the said C. D., his executors, administrators, and assigns, that the said ship or vessel now is, and at all times during the voyage shall be, to the best endeavours of him, the said A. B., his executors and administrators, and at his and their own proper costs and charges, in all things made and kept stiff, staunch, strong, well-apparelled, furnished, and provided, as well with men and mariners sufficient and able to sail, guide, and govern the said ship, as with all manner of rigging, boats, tackle, and apparel, furniture, provision, and appurtenances, fitting and necessary for the said men and mariners, and for the said ship during the voyage aforesaid. In witness, &c. The great variety of circumstances under which different voyages are made produce a corresponding diversity in charterparties. The charterparty of which the following is a copy affords a good example of the more complex species of these instruments. It is this day mutually agreed between Mr. T. B. Rann, owner of the good ship or vessel called the Mermaid, William Henniker, master, of the measurement of 472 tons, or thereabouts, now in the river Thames, and Mr. David Thomson, of the firm of Messrs. Thomson, Passmore, and Thomson, of Mauritius, merchants, that the said ship, being tight, staunch, and strong, and every way fitted for the voyage, shall, with all convenient speed, sail and proceed to Calcutta, with leave to take convicts out to New South Wales, and from thence troops, merchandise, or passengers, to the aforementioned port of Calcutta, with leave to touch at Madras on her way thither, if required on owner's account, or so near thereunto as she may safely get, and there load, from the factors of the said merchants at Calcutta, a full and complete cargo of rice, or any other lawful goods which the charterer engages to ship, and proceed with the same to Port Louis, in the Isle of France, and deliver the same free of freight; afterwards load there a full and complete cargo of sugar in bags, or other lawful merchandise of as favourable tonnage, which the charterer engages to ship, not exceeding what she can reasonably stow and carry over and above her tackle, apparel, provisions, and furniture; and, being so loaded, shall therewith proceed to London, or so near thereunto as she may safely get, and deliver the same on being paid freight, viz. for such quantity of sugar equal to the actual quantity of rice, or other goods, that may be shipped at Calcutta, at the rate of 51. 12s. 6d. per ton of 20 cwt. nett, shipped there; and should the vessel deliver more nett sugar in the port of London than the quantity of rice, or other goods, actually shipped in Calcutta, the owners to be paid on the excess at the regular current rate of freight for sugar which other vessels, loading at the same time at Port Louis, receive; the tonnage of the rice, wheat, or grain, to be reckoned at 20 cwt. nett per ton; that of other goods at the usual measurement (the act of God, the king's enemies, fire, and all and every other dangers and accidents of the seas, rivers, and navigation, of whatever nature and kind soever, during the said voyage, always excepted). The freight to be paid on unloading and right delivery of the cargo, as is customary in the port of London. Ninety running days are to be allowed the said merchant (if the ship is not sooner despatched) for loading the ship at Calcutta, discharging the cargo at Port Louis, and loading the cargo there; the said lay days to commence on the vessel being ready to receive cargo, the master giving notice in writing of the same at Calcutta, and to continue during the loading there; and from the time of her arrival at Port Louis, and being ready to discharge, till the final loading at that port, and to be discharged in the port of London with all possible despatch; and 20 days on demurrage over and above the said laying days, at 127. per day. Penalty for non-performance of this agreement, 4,000. The cargo to be brought to and taken from alongside at the expense and risk of the merchants. The necessary cash for the disbursements of the vessel at Calcutta, not exceeding 350., to be advanced by the charterer's agents; they taking the master's drafts on the owner for the same, at the regular current rate of exchange, and at three months' sight; and if the said bills be not regularly accepted and paid when due, the same to be deducted from the freight payable by this charterparty. The vessel to be disbursed at Port Louis by the chartering agents; sum not to exceed 3002., free of commission; and the amount to be deducted from the freight at the final settlement at the port of London. Captain not to ship goods without consent. In the event of the ship being prevented, by damage or any other cause, reaching the Mauritius on or before the 1st day of January, 1843, the charterer or his agents shall be at liberty to employ the vessel for one or two voyages to Calcutta, at the rate of 24. per ton of rice, or other goods, delivered at Mauritius. Fifty running days, to load and discharge, to be allowed on each voyage; it being understood that the charterer or his agents shall load the ship, as before agreed, either at the end of the first or second voyage, as the case may be. The freight on the intermediate voyages (if any) to be paid on delivery of the cargo, in cash, or by bills on London at usance, at the option of the master. The vessel to be addressed, both at Calcutta and Isle of France, to the agents of the charterer. In witness whereof, the said parties have hereunto set their hands and seals, at London, the 2d day of December, 1841. (Signed) THOS. B. RANN, (L.S.) D. THOMSON, (L.S.) Signed, sealed, and delivered, } in the presence of (Signed) E. FORSYTH. Stamp Duty on Charterparties. The statute 55 Geo. 3. c. 184. enacts, that any charterparty, or any agreement or contract for the charter of any ship or vessel, or any memorandum, letter, or other writing, between the captain, master, or owner of any ship or vessel, and any other person, for or relating to the freight or conveyance of any money, goods, or effects, on board of such ship or vessel, shall be charged with a duty of 12. 158. And when the same, together with any schedule, receipt, or other matter, put or indorsed thereon, or annexed thereto, shall contain 2,160 words or upwards, then for every entire quantity of 1,080 words contained therein over and above the first 1,080 words, there shall be charged a further progressive duty of 17. 58. CHAY OR CHOY ROOT, the roots of a small biennial, rarely triennial, plant, growing spontaneously in light, dry, sandy ground near the sca; and extensively culti vated, especially on the coast of Coromandel. The cultivated roots are very slender, and from 1 to 2 feet in length, with a few lateral fibres; but the wild are shorter, and supposed to yield one fourth part more of colouring matter, and of a better quality. The roots are employed to dye the durable reds for which the Indian cotton yarn and chintzes have been long famous, and which can only be equalled by the Turkey red. Chay root forms a considerable article of export from Ceylon. Only a particular set of people are allowed to dig it. It used to be all bought up by government. who paid the diggers a fixed price of 75 or 80 rix-dollars a candy, and sold it for exportation at about 175 rix-dollars. — (Bertolacci's Ceylon, p. 270.) This root has been imported into Europe, but with no success. Dr. Bancroft suspects it may be injured by the long voyage; but he adds, that it can produce no effect which may not be more cheaply produced from madder. It is a very bulky article, and is consequently burdened with a very heavy freight. -- (Permanent Colours, vol. ii. pp. 282-303.) CHECKS, CHEQUES, OR DRAFTS, are orders addressed to some person, generally a banker, directing him to pay the sum specified in the check to the person named in it, or bearer, on demand. The following is the usual form: £100. London, 10th July, 1843. Pay A. B. Esq., or bearer, One Hundred Pounds, on account of Messrs. Jones, Loyd, and Co. C. D. In point of form, checks nearly resemble bills of exchange, except that they are uniformly payable to bearer, and should be drawn upon a regular banker, though this latter point is not essential. They are assignable by delivery only; and are payable instantly on presentment, without any days of grace being allowed. But by the custom of London, a banker has until 5 of the afternoon of the day on which a check is presented for payment, to return it; so that where a check was returned before 5, with a memorandum of "cancelled by mistake" written under it, it was held a refusal to pay. If a check upon a banker be lodged with another banker, a presentment by the latter at the clearing-house is sufficient. Checks are usually taken conditionally as cash; for unless an express stipulation be made to the contrary, if they be presented in due time and not paid, they are not a payment. It is difficult to define what is the due or reasonable time within which checks, notes, or bills should be presented. A man, as Lord Ellenborough has observed, is not obliged to neglect all other business that he may immediately present them: nevertheless it is the safest plan to present them without any avoidable delay; and if received in the place where payable, they had better be presented that day, or next at furthest. If a check be not presented within a reasonable time, the party on whom it is drawn will be justified in refusing to pay it; and the holder will lose his recourse upon the drawer. Checks drawn on bankers residing 10 miles or more from the place where they are drawn, must be on a stamp of the same value as a bill of exchange of an equal amount; but checks drawn on a banker, acting as such within 10 miles of the place where they are issued, may be on plain paper. (Chitty on Commercial Law, vol. iii. p. 591.; Woolrych on Commercial Law, c. 3. § 2, &c.) CHEESE (Ger. Käse; Du. Kaas; Fr. Fromage; It. Formaggio, Cacio; Sp. Queso; Rus. Sur; Lat. Caseus), the curd of the milk separated from the whey, and pressed or hardened. It has been used as an article of food from the earliest ages: vast quantities of it are consumed in Great Britain, and in most countries of Europe. There is an immense variety of cheeses, the qualities of which depend principally on the richness and flavour of the milk of which they are made, and partly on the way in which they are prepared. England is particularly celebrated for the abundance and excellence of its cheese. Cheshire and Gloucestershire are, in this respect, two of its most famous counties; the cheese produced in the former has been est!mated at 14,000 tons a year. There are two kinds of Gloucester cheese, double and single; the first is made of the milk and cream, the latter of the milk deprived of about half the cream. They are of various sizes, from 20 to 70 and even 80 lbs. ; but they generally run from 50 to 60 lbs. A great deal of cheese is also made in that part of Shropshire which borders upon Cheshire, and in North Wiltshire. The former goes under the name of Cheshire cheese; the latter was, till lately, called Gloucestershire cheese: now it receives its appellation from the county where it is made. A strong cheese, somewhat resembling Parmesan, is made at Chedder in Somersetshire. The celebrated rich cheese called Stilton, is made in Leicestershire, principally in the villages round Melton Mowbray. It is not reckoned sufficiently mellow for cutting unless it be two years old; and is not saleable unless it be decayed, blue, and moist. A rich cheese is also made at Leigh, in Lancashire. The other cheeses made in England, which have acquired a peculiar name, either from the quantity made, or from the quality, are the Derbyshire, Cottenham, and Southam cheeses. The last two are new milk cheeses, of a peculiarly fine flavour: the places where they are made are in Cambridgeshire. Bath and York are remarkable for their creain cheeses. The county of Warwick, and Banbury in Oxfordshire, are also remarkable for cheeses; the former for the quantity made in it, very large supplies being sent from it to London and Birminghain. Banbury cheese is distinguished for its richness. Scotland is not celebrated for its cheese; the best is called Dunlop cheese, from a parish in Ayrshire, where it was originally manufactured. Dunlop cheeses generally weigh from 20 to 60 lbs. each; and are, in most respects, símilar to those of Derbyshire, except that the latter are smaller. Cheeses made to resemble those of Dunlop are now extensively produced in other parts of Scotland. Large quantities of very good cheese are produced in Holland. In the manufacture of Gouda cheese, which is reckoned the best made in Holland, muriatic acid is used in curdling the milk instead of rennet. This renders it pungent, and preserves it from mites. Parmesan cheese, so called from Parma in Italy, where it is manufactured, is merely a skim-milk cheese, which owes its rich flavour to the fine herbage of the meadows along the Po, where the cows feed. The best Parmesan cheese is kept for 3 or 4 years, and none is ever carried to market till it be at least six months old. Swiss cheese, particularly that denominated Gruyère, from the bailiwick of that name in the canton of Friburg, is very celebrated. Gruyère cheeses are made of skimmed or partially skimmed milk, and are flavoured with herbs. They generally weigh from 40 to 60 lbs. each, and are packed for exportation in casks containing 10 cheeses each. According to Mr. Marshall, the average yearly produce of cheese from the milk of a cow in England, is from 3 to 4 cwt. or more than double the weight of the butter. For further details, see Statistical Account of the British Empire, i. 501, 3d ed. The duty on all descriptions of foreign cheese amounted, previously to 1842, to 10s. 6d. a cwt.; but in that year the duty on cheese imported from a British possession was reduced to 2s. 6d. a cwt. In 1846 the duties were still farther reduced, being then fixed at 5s. a cwt. and 1s. 6d. per ditto respectively on cheese from foreign parts and from British possessions. We have hitherto derived by far the largest portion of our supplies of foreign cheese from Holland, but within the last few years the imports from the U. States have been rapidly increasing. The latter, which began in 1841, when 15,038 cwts. were imported, amounted in 1847 to 109,322 cwts. We subjoin An Account of the Imports of Cheese and of the Quantities entered for Consumption, with the Revenue accruing thereon in 1846 and 1847. —(Part. Paper, No. 107, Sess. 1848.) CHERRIES, the fruit of a tree (Prunus Cerasus, Lin.) too well known to require any description. They derive their name from Cerasus, a city of Pontus, whence the tree was brought by Lucullus, about half a century before the Christian æra. It soon after spread into most parts of Europe, and is supposed to have been carried to Britain about a century after it came to Rome. The principal supplies of cherries for the London market are brought from the cherry orchards in Kent and Herts. I he wood of the cherry is close, takes a fine polish, and is not liable to split. — (Rees's Cyclopædia; Loudon's Encyc, of Agriculture, &c.) CHESNUT, a forest tree (Fagus castanea) growing abundantly in most parts of the southern countries of Europe. It was at one time very common in England; and is still frequently met with. It is long lived; grows to an immense size; and is very ornamental. The wood is hard and compact; when young, it is tough and flexible; but when old, it is brittle, and often shaky. The chesnut contains only a very small proportion of sap-wood; and hence the wood of young trees is found to be superior to even the oak in durability. It is doubtful whether the roof of Westminster Hall be of oak or chesnut; the two woods being, when old, very like each other, and having been formerly used almost indifferently in the construction of buildings. A good deal of chesnut has been planted within the last thirty years. -(Tredgold's Principles of Carpentry.) CHESNUTS (Fr. Châtaignes: Ger. Kastanien; It. Castagne; Sp. Castanas), the fruit of the chesnut tree. Chesnuts grow in this country, but are very inferior both in size and perfection to those imported from the South of Europe. In some parts of the Continent they are frequently used as a substitute for bread, and form a large proportion of the food of the inhabitants. This is particularly the case in the Limousin, in Corsica, and in several districts of Spain and Italy. The inhabitants of the Limousin are said to prepare them in a peculiar manner, which deprives them of their astringent and bitter properties. Chesnuts imported from Spain and Italy are frequently kiln-dried, to prevent their germination on the passage. In this country they are principally served up roasted at desserts The duty of 28. a bushel cn chesnuts, which has since been repealed, produced, in 1842, 3,4351. 3s. Od. nett, showing that the consumption must have amounted to 34,351 bushels. CHETWERT OR TSCHETWERT, a measure of corn in Russia, equal to 5:77 Imperial bushels; hence 100 chetwerts = 7212 Imperial quarters. CHICORY OR SUCCORY, the wild endive, or Cichorium Intybus of Linnæus. This plant is found growing wild on calcareous soils in England, and in most countries of Europe. In its natural state the stem rises from 1 to 3 feet high, but when cultivated it shoots to the height of 5 or 6 feet. The root, which runs deep into the ground, is white, fleshy, and yields a milky juice. In Germany, the Netherlands and France, chicory has long been extensively cultivated for the sake of its root, which is used as a |