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mutual consent, except where they are limited by the Mercantile Marine Code and regulations. It should be added, however, that there is, in the case of Italy, a provision as to the minimum strength of the crew, determined in the case of sailors before the mast by the carrying power of the vessel, and in the case of engineers by the registered horse power, while a subsidised company is also required to dress its crews 1n an approved uniform. From these details it is apparent that, with certain limited exceptions, there is considerable indifference to the personal welfare and comfort of seamen under ordinary conditions, and even where the right to dictate terms is acted upon in the case of subsidised ships it is in the main confined to a regulation of the nationality of the crews to be employed. When it is remembered that under the flags of each of the three countries mentioned the average rate of wages is substantially below the British standard, it is obvious that there are very good reasons why foreigners are so willing to serve under the red ensign. But while there is this lack of concern for the seamen even in the case of subsidised foreign ships, it is really surprising to what an extent, in the case of Germany, for instance, the State deems it right to in other respects control the ship, even in matters of minute detail. In the contract between the German Government and the Norddeutscher Lloyd Company there is a clause according to which all coal and provisions taken in at German, Belgian, and Dutch ports are to be of German origin. There is a similar regulation in the contract with the East Africa Steamship Company. Again, in the first mentioned contract, it is laid down that the rates of freight and fares are to be fixed with, and cannot be changed without, the consent of the Imperial Chancellor, who may also prohibit the importation via German, Dutch, or Belgian ports of agricultural products competing with those of Germany. Again, it is directed that if the loading of German and foreign goods is notified at the same time the former are to have the preference. There is a provision whereby Norddeutscher Lloyd Company is to keep an account of the receipts and expenses of each subsidised vessel, and if after certain deductions have been written off there is a surplus in excess of 5 per cent., the German Government is to take half of it provided that there has been no surplus of less than 5 per cent. in previous years. On the other hand, it is apparently open to the Imperial Chancellor, should there be surplus profit of over 5 per cent. for three years, to take them out in the shape of increased services on the part of the company. In effect, therefore, the Imperial Chancellor may become a sort of part owner, with the right to inspect the books at any time, and to refuse his permission to any proposed sale of the line. Nearly all these provisions are reproduced in the contract with the Kast African Steamship Company, except that in this case the Imperial Chancellor can only demand an increased service if the surplus profits of the Company exceed 6 per cent. In each instance it is open to the Government to appoint an inspector, who may at any time travel in the Company's steamers at their expense. Thus it cannot be pretended that there would not be ample opportunity of
