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slaves. Many of the Moorish pilgrims to Mecca cross the sea from Souakin and Mass souah to the opposite coast of Arabia, and then travel by land to Mecca; and Burckhardt states, that of all the poor pilgrims who arrive in the Hedjaz, none bear a more respectable character for industry than those from Central Africa.

Caravans are distinguished into heavy and light. Camels loaded with from 500 to 600 lbs.* form a heavy caravan; light caravans being the term applied to designate those formed of camels under a moderate load, or perhaps only half loaded. The mean daily rate at which heavy caravans travel is about 18 miles, and that of light caravans 22 miles.

The safety of a caravan depends materially on the conduct of the caravan-bachi, or leader. Niebuhr says, that when the latter is intelligent and honest, and the traveller understands the language, and is accustomed to the Oriental method of travelling, an excursion through the desert is rarely either disagreeable or dangerous. But it is not unusual for the Turkish pachas to realise considerable sums by selling the privilege of conducting caravans; and it is generally believed in the East, that leaders so appointed, in order to indemnify themselves, not unfrequently arrange with the Arabian sheikhs as to the attack of the caravans, and share with them in the booty! At all events, a leader who has paid a large sum for the situation, even if he should be honest, must impose proportionally heavy charges on the association. Hence the best way in travelling with caravans is, to attach oneself to one conducted by an active and experienced merchant, who has a considerable property embarked in the expedition. With ordinary precaution, the danger is then very trifling. It would be easy, indeed, were there any thing like proper arrangements made by government, to render travelling by caravans, at least on all the great routes, abundantly secure. -(Niebuhr, Voyage en Arabie, tome ii. p. 194. ed. Amst. 1780.)

No particular formalities are required in the formation of a caravan.

Those that start at fixed periods are mostly under the control of government, by whom the leaders are appointed. But, generally speaking, any dealer is at liberty to form a company and make one. The individual in whose name it is raised is considered as the leader, or caravan-bachi, unless he appoint some one else in his place. When a number of mer chants associate together in the design, they elect a chief, and appoint officers to decide whatever controversies may arise during the journey. (For further details with respect to caravans, see the Modern Part of the Universal History, vol. xiv. pp. 214-243.; Robertson's Disquisition on Ancient India, Note 54.; Rees's Cyclopædia, art. Caravan, most of which is copied from Robertson, though without a single word of acknowledg ment; Burckhardt's Travels in Arabia, vol. ii. passim; Urquhart on Turkey and its Resources, p. 137, 151, &c.)

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CARAVANSERA, a large public building or inn appropriated for the reception and lodgment of the caravans. Though serving in lieu of inns, there is this radical difference between them, that, generally speaking, the traveller finds nothing in a caravansera for the use either of himself or his cattle. He must carry all his provisions and necessaries with him. They are chiefly built in dry, barren, desert places; and are mostly furnished with water brought from a great distance and at a vast expense. A well of water is, indeed, indispensable to a caravansera. Caravanseras are also numerous in cities; where they serve not only as inns, but as shops, warehouses, and even exchanges. CARAWAY-SEED (Fr. Carvi, Cumin des prés; Ger. Keummel, Brodkümmel; It. Carvi), a small seed, of an oblong and slender figure, pointed at both ends, and thickest in the middle. It is the produce of a biennial plant (Carum carui), with a taper root like a parsnip, but much smaller. It should be chosen large, new, of a good colour, not dusty, and of a strong agreeable smell. It is principally used by confectioners; and is extensively cultivated in several parts of Essex.

CARBUNCLE (Ger. Karfunkel; Fr. Escarboukle; It. Carbonchio; Sp. Carbunculo; Lat. Carbunculus), a precious stone of the ruby kind, of a very rich glowing bloodred colour, highly esteemed by the ancients.--(See RUBY.)

CARD (Fr. Cardes; Ger. Kardätschen, Karden, Wollkratzen; It. Cardi; Rus. Bardü ; Sp. Cardas), an instrument, or comb, for arranging or sorting the hairs of wool, cotton, &c. Cards are either fastened to a flat piece of wood, and wrought by the hand; or to a cylinder, and wrought by machinery.

CARDAMOMS (Fr. Cardamomes; Ger. Kardamom; It. Cardamomi; Sp. Kardamomos; Hind. Gujarati elachi), seed capsules produced by a plant, of which there are different species growing in India, Cochin China, Siam, and Ceylon. The capsules are gathered as they ripen; and when dried in the sun, are fit for sale. The small capsules, or lesser cardamoms, are produced by a particular species of the plant, and are the most valuable. They should be chosen full, plump, and difficult to be broken; of a bright yellow colour; a piercing smell; with an acrid, bitterish, though not very

* This is the burden of the small camel only. The large ones usually carry from 750 to 1,000 lbs.

unpleasant taste; and particular care should be taken that they are properly dried. They are reckoned to keep best in a body, and are therefore packed in large chests, well jointed, pitched at the seams, and otherwise properly secured; as the least damp greatly reduces their value. The best cardamoms are brought from the Malabar coast. They are produced in the recesses of the mountains, by felling trees, and afterwards burning them; for wherever the ashes fall in the openings or fissures of the rocks, the cardamom plant naturally springs up. In Soonda Balagat, and other places where cardamoms are planted, the fruit or berry is very inferior to that produced in the way now mentioned. The Malabar cardamom is described as a species of bulbous plant, growing 3 or 4 feet high. The growers are obliged to sell all their produce to the agents of government, at prices fixed by the latter, varying from 550 to 700 rupees the candy of 600 lbs. avoirdupois and it is stated that the contractor often puts an enhanced value on the coins with which he pays the mountaineers; or makes them take in exchange tobacco, cloths, salt. oil, betel nut, and such necessary articles, at prices which are frequently, no doubt, estimated above their proper level. Such a system ought assuredly to be put an immediate end to. Not more than one hundredth part of the cardamoms raised in Malabar are used in the country. They are sent in large quantities to the ports on the Red Sea and the Persian Gulph, to Sind, up the Indus, to Bengal, Bombay, &c. They form a universal ingredient in curries, pillaus, &c. The market price, at the places of exportation on the Malabar coast, varies from 800 to 1,200 rupees the candy.—(Milburn's Orient. Commerce, and the valuable evidence of T. H. Baber, Esq. before the Lords' Committee of 1830, p. 216.)

Malabar cardamoms were worth, in January 1843, from 2s. 3d. to 3s. a pound in the London market, duty (2d.) excluded; Ceylon cardamoms were, at the same time, worth from 18. 2d. to 1s. 4d.

CARDS, OR PLAYING CARDS (Du. Kaarten, Speelkarden; Fr. Cartes à jouer; Ger. Karten, Spiel Karten; It. Carte da giuoco; Rus. Kartu; Sp. Carras, Naipes; Sw. Kort). The only thing necessary to be noticed in this place with respect to cards, is the regulations as to their manufacture, sale, and the payment of the duty.

It is regulated by the 9 Geo. 4. c. 18., that an annual licence duty of 5s, shall be paid by every maker of playing cards and dice. The duty on every pack of cards is 1s., and is to be specified on the ace of spades. Cards are not to be made in any part of Great Britain, except the metropolis; nor in Ireland, except in Dublin and Cork; under a penalty of 1002. Cards are to be enclosed in wrappers, with such marks as the commissioners of stamps may appoint. Before licence can be had, bond must be given to the amount of 500, for the payment of the duties, &c. Selling or exposing to sale any pack of cards not duly stamped, subjects a licensed maker to a penalty of 501.; and any one else to a penalty of 10. Any person having in his possession, or using, or permitting to be used, any pack of cards not duly stamped, to forfeit 5. Second-hand cards may be sold by any person, if sold without the wrapper of a licensed maker; and in packs containing not more than 52 cards, including an ace of spades duly stamped, and enclosed in a wrapper with the words "Second-hand Cards" printed or written in distinct characters on the outside: penalty for selling second-hand cards in any other manner, 207.

The duty of 1s. per pack on cards produced, in 1841, the sum of 9,2237. 18s.; showing that 184,478 packs had been disposed of.

CARMEN, of the city of London, are constituted a fellowship by act of common council. The rates which they are allowed to charge, and the regulations by which they are to be guided, are settled at the quarter sessions. In other respects they are subjected to the rule of the president and governors of Christ's Hospital, to whom the owner of every cart pays an annual licence duty of 17s. 4d.

Carmen are to help to load and unload their carts; and if any carman exacts more than the regular rates, upon due proof, before the Lord Mayor, or any two magistrates, he shall suffer imprisonment for the space of 21 days.

If any person shall refuse to pay any carman his hire, according to the regular rates, upon complaint made, the president of Christ's Hospital, or a justice of the peace, may compel payment.

Merchants or other persons may choose what cart they please, except such as stand for wharf-work, tackle-work, crane-work, at shops and merchants' houses, which are to be taken in turn; and every carman standing with his empty cart next to any goods to be loaded, shall, upon the first demand, load the saune for the accustomed rates; and if any person shall cause a carman to attend at his house, shop, warehouse, or cellar, with his loaded cart, the carman being

willing to help to unload the same, he shall pay the carman after the rate of 12d. for every hour after the first half hour for his attendance.

Every licensed carman is to have a piece of brass fixed upon his cart, upon which is to be engraven a certain number; which number, together with the carman's name, is registered in a register kept at Christ's Hospital; so that, in case of any misbehaviour, the party offended, by taking notice of the number of the cart, may search for it in the register, and the name will be found.

Carmen not conforming to these rules, or working without a numbered piece of brass fixed on the cart, may be suspended from their employment.

Carmen riding upon the shafts of their carts, or sitting within them, not having some person on foot to guide the horses, shall forfeit 108.

CARMINE (Ger. Karmin; Du. Karmyn; Fr. Carmine; It. Carminio; Lat. Carminium), a powder of a very beautiful red colour, bordering upon purple, and used by painters in miniature. It is a species of lake, and is formed of finely pulverised cochineal. It is very high priced.

CARNELIAN.

See AGATE.

CARPET, CARPETS (Ger. Teppiche; Du. Tapyten, Vloer-tapyten; Fr. Tapis ; It. Tappeti; Sp. Alfombras, Alcatifas, Tapetes; Rus. Kowrü, Kilimi.) Persian and Turkish carpets are the most esteemed. In England, carpets are principally manufactured at Kidderminster, Wilton, Cirencester, Worcester, Axminster, &c.; and in Scotland, at Kilmarnock. Those made at Axminster are believed to be very little, if any thing, inferior to those of Persia and Turkey.

CARRIAGES. See COACHES.

CARROT (Daucus carota Lin. ), a biennial plant, a native of Britain. Though long known as a garden plant, its introduction into agriculture has been comparatively recent. The uses of the carrot in domestic economy are well known. It is extensively cultivated in Suffolk, whence large quantities are sent to the London market. Horses are said to be remarkably fond of carrots.

CARRIERS are persons undertaking for hire to carry goods from one place to an

other.

Proprietors of carts and wagons, masters and owners of ships, hoymen, lightermen, bargemen, ferrymen, &c. are denominated common carriers. The master of a stage coach who only carries pussengers for hire, is not liable for goods; but if he undertake to carry goods and passengers, then he is liable for both as a common carrier. The postmaster general is not a carrier in the common acceptation of the term, nor is he subjected to his liabilities.

1. Duties and Liabilities of Carriers. - Carriers are bound to receive and carry the goods of all persons, for a reasonable hire or reward; to take proper care of them in their passage; to deliver them safely, and in the same condition as when they were received (excepting only such losses as may arise from the act of God or the king's enemies); or, in default thereof, to make compensation to the owner for whatever loss or damage the goods may have received while in their custody, that might have been prevented.

Hence a carrier is liable, though he be robbed of the goods, or they be taken from him by irresistible force and though this may seem a hard rule, yet it is the only one that could be safely adopted; for if a carrier were not liable for losses unless it could be shown that he had conducted himself dishonestly or negligently, a door would be opened for every species of fraud and collusion, inasmuch as it would be impossible, in most cases, to ascertain whether the facts were such as the carrier represented. On the same principle a carrier has been held accountable for goods accidentally consumed by fire while in his warehouse. In delivering the opinion of the Court of King's Bench on a case of this sort, Lord Mansfield said "A carrier, by the nature of his contract, obliges himself to use all due care and diligence, and is answerable for any neglect. But there is something more imposed upon him by custom, that is, by the common law. A common carrier is in the nature of an insurer. All the cases show him to be This makes him liable for every thing except the act of God and the king's enemies; that is, even for inevitable accidents, with those exceptions. The question then is, What is the act of God? I consider it to be laid down in opposition to the act of man; such as lightning, storms, tempests, and the like, which could not happen by any human intervention. To prevent litigation and collusion, the law presumes negligence except in those circumstances. An armed force, though ever so great and irresistible, does not excuse; the reason is, for fear it may give room for collusion, which can never happen with respect to the act of God. We all, therefore, are of opinion that there should be judgment for the plaintiff."(Forward v. Pittard, \ T. R. 27.)

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A carrier is not obliged to have a new carriage for every journey; it is sufficient if he provide one that, without any extraordinary accident, may be fairly presumed capable of performing the journey.

A carrier may be discharged from his liability by any fraud or concealment on the part of the individual employing him, or of the bailor; as if the latter represent a parcel as containing things of little or no value, when, in fact, it contains things of great value. But when the carrier has not given a notice limiting his responsibility, and when he puts no questions with respect to the parcel to the bailor, the latter need not say any thing with respect to it; and though the bailor should represent the thing delivered to the carrier as of no value, yet if the latter know it to be otherwise, he will be responsible in the event of its being lost or damaged. If the bailor deliver goods imperfectly packed, and the carrier does not perceive it, he is not liable in the event of a loss occurring; but if the defect in the package were such that the carrier could not but perceive it, he would be liable. On this principie a carrier was made to answer for the loss of a greyhound that had been improperly secured when given to him.

A carrier may refuse to admit goods into his warehouse at an unseasonable time, or before he is ready to take his journey; but he cannot refuse to do the ordinary duties incumbent on a person in his situ ation.

It is felony, if a carrier open a parcel and take goods out of it with intent to steal them; and it has been decided, that if goods be delivered to a carrier to be car.ied to a specified place, and he carry them to a different place, and dispose of them for his own profit, he is guilty of felony; but the embezzlement of goods by a carrier, without a felonious taking, merely exposes to a civil action.

No carrier, waggonman, carman, or wainman, with their respective carriages, shall travel on Sundays, under a penalty of 20s. (3 Chas. 1. c. 1.)

A carrier is always, unless there be an express agreement to the contrary, entitled to a reward for his care and trouble. In some cases his reward is regulated by the legislature, and in others by a special stipulation between the parties; but though there be no legislative provision or express agreement, he cannot claim more than a reasonable compensation.

2. Limitation of Responsibility. Until the act of 1830, a carrier might, by express stipulation, giving public notice to that effect, discharge his liability from all losses by robbery, accident, or otherwise, except those which arose from misfeazance and gross negligence, from which no stipulation or notice could exempt him), and provided the notice did not contravene the express conditions of an act of parliament.

Notices generally bore, that the carrier would not be responsible for nore than a certain sum (usually 57.) on any one parcel, the value of which had not been declared and paid for accordingly; so that a per son aware of this notice, entering a box worth 10007. without declaring its value, or entering it as being worth 2004., would, should it be lost, have got in the first case only 57., and in the latter only 2017, unless he could have shown that the carrier had acted fraudulently or with gross negligence. But, to avail himself of this defence, the carrier was bound to show that the bailor or his servant was acquainted with the notice at the time of delivering the goods. No particular manner of giving notice was required. It might be done by express communication, by fixing it up in a conspicuous place in the carrier's office, by insertion in the public papers or Gazette, by the circulation of handbills, &c.; it being in all cases a question for the jury to decide whether the bailor was really acquainted with the notice of the limitation; since, if he were not, he was entitled to recover, whatever efforts the carrier may have made to publish it. Thus, a notice stuck up in a carrier's warehouse, where goods were delivered, was of no avail against parties who could not read; neither was it of any avail against those who could read, and who had seen it, unless they had actually read it. On this principle it was held, that a notice in a newspaper is not sufficient, even when it was proved that the bailor read the newspaper, unless it could also be proved that he had read the notice itself.

These attempts to limit responsibility gave rise to a great deal of litigation and uncertainty; and to obviate the inconveniences thence arising, the important statute 1 Will 4. c. 68. was passed. This act declares, that carriers by land shall not be liable for the loss of certain articles specified in the act, when their value exceeds 107., unless the nature and value of such articles be stated at the time of their delivery to the carrier, and an increased charge paid or agreed to be paid upon the same. It is further

declared, that no publication of any notices by carriers shall have power to limit their responsibility at common law for all other articles except those specified in the act. But as the act is of great importance, we subjoin it.

From and after the passing of this act, no mail contractor, stage coach proprietor, or other common carrier by land for hire, shall be liable for the loss of or injury to any article or articles or property of the description following, viz. gold or silver coin of this realm or of any foreign state, or any gold or silver in a manufactured or unmanufactured state, or any precious stones, jewellery, watches, clocks, or timepieces of any description, trinkets, bills, notes of the Governor and Company of the Banks of England, Scotland, and Ireland respectively, or of any other bank in Great Britain or Ireland, orders, notes, or securities for payment of money, English or foreign stamps, maps, writings, title-deeds, paintings, engravings, pictures, gold or silver plate or plated articles, glass, chini, silks in a manufactured or unmanufactured state, and whether wrought up or not wrought up with other materials, furs, or lace, or any of them, contained in any parcel or package which shall have been delivered, either to be carried for hire or to accompany the person of any passenger in any mail or stage coach or other public conveyance, when the value of such article or articles or property aforesaid contained in such parcel or package shall exceed the sum of 10., unless at the time of the delivery thereof at the office, warehouse, or receiving house of such mail contractor, &c. the value and nature of such article or articles or property shall have been declared by the person or persons sending or delivering the same, and such increased charge as hereinafter mentioned, or an engagement to pay the same, be accepted by the person receiving such parcel or package. - §1.

When any parcel or package containing any of the articles above specified shall be so delivered, and its value and contents declared as aforesaid, and such value shall exceed the sum of 10, it shall be lawful for such mail contractors, stage coach proprietors, and other common carriers, to demand and receive an increased rate of charge, to be notified by some notice, affixed in legible characters in some public and conspicuous part of the office, warehouse, or other receiving house, where such parcels or packages are received by them for the purpose of conveyance, stating the increased rates of charge required to be paid over and above the ordinary rate of carriage, as a compensation for the greater risk and care to be taken for the safe conveyance of such valuable articles; and all persons sending or delivering parcels or packages containing such valuable articles as aforesaid at such office shall be bound by such notice, without further proof of the same having corac to their knowledge. - § 2.

Provided always, that when the value shall have been so declared, and the increased rate of charge paid, or an engagement to pay the same shall have been accepted as herein-before mentioned, the person receiving such increased rate of charge or accepting such agreement shall, if required, sign a receipt for the package or parcel, acknowledging the same to have been insured, which receip: shall not be liable to any stamp duty; and if such receipt shall not be given when required, or such notice as aforesaid shall not have been affixed, the mail contractor, stage coach proprietor, or other common carrier as aforesaid, shall not have or be entitled to any benefit or advantage under this act, but shall be liable and responsible as at the common law, and be liable to refund the increased rate of charge. - § 3.

And be it enacted, that from and after the 1st day of September 1830, no public notice or declaration heretofore made or hereafter to be made shall be deemed or construed to limit or in any wise affect the liability at common law of any such mail contractors, stage coach proprietors, or other public common carriers as aforesaid, for or in respect of any articles or goods to be carried and conveyed by them; but that all and every such mail contractors, stage coach proprietors, and other common carriers as aforesaid shall, from and after the said 1st day of September, be liable, as at the common law, to answer for the loss of any injury [so in the act] to any articles and goods in respect whereof they may not be entitled to the benefit of this act, any public notice or declaration by them made and given contrary thereto, or in anywise limiting such liability, notwithstanding. — § 4.

And be it further enacted, that for the purposes of this act, every office, warehouse, or receiving house, which shall be used or appointed by any mail contractor, or stage coach proprietor, or other such common carrier, for the receiving of parcels to be conveyed as aforesaid, shall be deemed and taken to be the receiving house, warehouse, or office of such mail contractor, stage coach proprietor, or other common carrier; and that any one or more of such mail contractors, stage coach proprietors, or common carriers, shall be liable to be sued by his, her, or their name or names only; and that no action or suit commenced to recover damages for loss or injury to any parcel, package, or person, shall abate for the want of joining any co-proprietor or co-partner in such mail, stage coach, or other public conveyance by land for hire as aforesaid. §5.

Provided always, and be it further enacted, that nothing in this act contained shall extend or be construed to annui or in any wise affect any special contract between such mail contractor, stage coach pro prietor, or common carrier, and any other parties, for the conveyance of goods and merchandises. - § 6. Provided also, and be it further enacted, that where any parcel or package shall have been delivered at any such office, and the value and contents declared as aforesaid, and the increased rate of charges been paid, and such parcels or packages shall have been lost or damaged, the party entitled to recover damages in respect of such loss or damage shall also be entitled to recover back such increased charges so paid as aforesaid, in addition to the value of such parcel or package. — § 7.

Provided also, and be it further enacted, that nothing in this act shall be deemed to protect any mail contractor, stage coach proprietor, or other common carrier for hire, from liability to answer for loss or injury to any goods or articles whatsoever, arising from the felonious acts of any coachman, guard, bookkeeper, porter, or other servant in his or their employ, nor to protect any such coachman, guard, bookkeeper, or other servant, from liability for any loss or injury occasioned by his or their own personal neglect or misconduct. -§ 8.

Provided also, and be it further enacted, that such mail contractors, stage coach proprietors, or other common carriers for hire, shall not be concluded as to the value of any such parcel or package by the value so declared as aforesaid, but that he or they shall in all cases be entitled to require, from the party suing in respect of any loss or injury, proof of the actual value of the contents by the ordinary legal evidence; and that the mail contractors, stage coach proprietors, or other common carriers, as aforesaid, shall be liable to such damages only as shall be so proved as aforesaid, not exceeding the declared value, together with the increased charges as before mentioned. - § 9.

And be it further enacted, that in all actions to be brought against any such mail contractors, &c., the defendant or defendants may pay the money into court. - § 10.

It will be observed, that carriers continue, notwithstanding this act, liable, as before, for the felonious acts of their servants, and their own misfeazance or gross negligence. It is not possible, however, to lay down any general rule as to the circumstances which constitute this offence. Differing as they do in almost every case, the question, when raised, must be left to a jury. But it has been decided, that the misdelivery of a parcel, or its nondelivery within a reasonable time, is a misfeazance that cannot be defeated by any notice on the part of the carrier limiting his responsibility. In like manner, the sending of a parcel by a different coach from that directed by the bailor, the removing it from one carriage to another, are misfeazances. Where a parcel is directed to a person at a particular place, and the carrier, knowing such person, delivers the parcel to another

who represents himself as the consignee, such delivery is gross negligence. parcels in a coach or cart unprotected in the street is also gross negligence.

Leaving

At common law, there is no distinction between carriage performed by sea or land; but by the 7 Geo. 2. c. 15. and 26 Geo. 3. c. 86., corrected and amended by the 53 Geo. 3. c. 159., it is enacted that ship owners are not to be liable for any loss or damage happening to goods on board through the fraud or neglect of the master, without their knowledge or privity, further than the value of the vessel and the freight accruing during the voyage. (See OWNERS.)

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3. Commencement and Termination of Liability. — A carrier's liability commences from the time the goods are actually delivered to him in the character of carrier. A delivery to a carrier's servant is a delivery to himself, and he will be responsible. The delivery of goods in an inn-yard or warehouse, at which other carriers put up, is not a delivery so as to charge a carrier, unless a special notice be given him of their having been so delivered, or some previous intimation to that effect.

A carrier's liability ceases, when he vests the property committed to his charge in the hands of the consignee or his agents, by actual delivery; or when the property is resumed by the consignor, in pursuance of his right of stopping it in transitu. It is in all cases the duty of the carrier to deliver the goods. The leaving goods at an inn is not a sufficient delivery. The rule in such cases, in deciding upon the carrier's liability, is to consider whether any thing remains to be done by the carrier, as such; and if nothing remains to be done, his liability ceases, and conversely.

A carrier has a lien upon goods for his hire. Even if the goods be stolen, the rightful owner is not to have them without paying the carriage.

For further details as to this subject see Jeremy on the Law of Carriers, passim; Chitty's Commercial Law, vol. iii. pp. 369-386.; and Burn's Justice of the Peace, tit. Carriers. There are some excellent observations with respect to it in Sir William Jones's Essay on the Law of Bailments. —(For an account of the regulations as to the conveyance of passengers in stage coaches, see COACHES, STAGE.)

CARTS. Every cart, &c. for the carriage of any thing to and from any place, where the streets are paved, within the bills of mortality, shall contain 6 inches in the felly. No person shall drive any cart, waggon, &c. within 5 miles of the General Post Office, unless the name, surname, and place of abode of the owner, be painted in conspicuous letters, at least 1 inch in height, on the right or off side thereof, under a penalty of 51. Any person may seize and detain any cart, waggon, &c. without such mark. (1 & 2 Will. 4. c. 22.)

CASH, in commerce, means the ready money, bills, drafts, bonds, and all immediately negotiable paper in an individual's possession.

CASH ACCOUNT, in book-keeping, an account to which nothing but cash is carried on the one hand, and from which all the disbursements of the concern are drawn on the other. The balance is the cash in hand. When the credit side more than balances the debit, or disbursement side, the account is said to be in cash; when the contrary, to be out of cash.

CASH ACCOUNT, in banking, is the name given to the account of the advances made by a banker in Scotland, to an individual who has given security for their repayment.-(See BANKS (SCOTCH).)

The

CASHEW NUTS (Ger. Akajunüsse, Westindische Anakarden; Du. Catsjoenooten ; Fr. Noix d'acajou; It. Acaju; Sp. Nueces d'acaju; Port. Nozes d'acaju), the produce of the Anacardium occidentale. They are externally of a greyish or brownish colour, of the shape of a kidney, somewhat convex on the one side, and depressed on the other. shell is very hard; and the kernel, which is sweet and of a very fine flavour, is covered with a thin film. Between this and the shell is lodged a thick, blackish, inflammable oil, of such a caustic nature in the fresh nuts, that if the lips chance to touch it, blisters immediately follow. The kernels are used in cooking, and in the preparation of chocolate. CASPIAN SEA. See TAGANROG.

CASSIA. There are four species of cassia in the market, viz. Cassia Fistula; Cassia Lignea or Cassia Bark; Cassia Buds, and Cassia Senna.

1. Cassia Lignea, or Cassia Bark (Fr. Casse; Ger. Cassia; Port. Cassia lenhosa; Arab. Seleckeh; Hind. Tuj, Malay, Kayu-legi), the bark of a tree (Laurus Cassia Lin.) growing in Sumatra, Borneo, the Malabar coast, Philippine Islands, &c.; but chiefly in the provinces of Quantong and Kingsi, in China, which furnish the greatest part of the cassia met with in the European markets. The tree grows to the height of 50 or 60 feet, with large, spreading, horizontal branches. The bark resembles that of cinnamon in appearance, smell, and taste, and is very often substituted for it; but it may be readily distinguished; it is thicker in substance, less quilled, breaks shorter, and is more pungent. It should be chosen in thin pieces; the best being that which approaches nearest to cinnamon in flavour: that which is smail and broken should be rejected. A good deal of the cassia in the Indian markets is brought from Borneo, Sumatra, and Ceylon. Malabar cassia is thicker and darker coloured than that of China, and more subject to foul packing: each bundle should be separately inspected. — (Ainslie's Materia Indica; Milburn's Orient. Com., &c.)

The duty on cassia was reduced in 1825 from 2s. 6d. per lb. to 18., and in 1829 to fid. Owing partly to these reductions, and partly to the heavy duty on and high price of cinnamon, the consumption of cassia has more than trebled since 1820. Of 1,261,648 lbs. imported in 1841, 971,802 were brought from the

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