774 
F R E 
TUI 
verecl a bve ; if for lading them* it is clue for 
all put on board. 
hen a whole ship is freighted, if the 
master sutlers any goods besides those of the 
freight to be put on board, he is liable for da- 
mages. 
If the voyage is completed according to 
the agreement, without any accident, the 
master lias a right to demand the freight be- 
fore the delivery of the goods; but if such 
delivery is prevented by negligence or acci- 
dents, the parties will be reciprocally respon- 
sible in the following manner. 
If the merchant should not load the ship 
"Within the time agreed on, the master may 
engage with another, and recover damages. 
it the merchant recals the ship after she is 
laden and sailed, he must pay the whole 
freight ; but it he unloads before the ship has 
actually sailed, he will in such case oniv be 
responsible for damages. 
It the merchant loads goods which are not 
lawful to export, and the ship is prevented 
from proceeding on that account, he must 
nevertheless pay the freight. 
If the master is not ready to proceed on the 
voyage at the time stipulated, the merchant 
may load the whole or part ot' the cargo on 
board another ship, and recover damages ; 
but any real casualties will release the master 
from -all damages. 
It an embargo is laid on the ship before 
she sails, the charterparty is dissolved, and 
the merchant pays (he expence of loading 
and unloading; but it the embargo is only for 
a short limited time, the voyage shall be per- 
formed when it expires ; and neither party is 
liable for damages. 
If the master sails to any other port than 
that agreed on, without necessity, he must 
-sail to the port agreed on at his own expence, 
.uul is aiso Liable tor any damages in conse- 
quence of it. 
It a ship is taken bv the enemy, and re- 
taken or ransomed, the charterparty conti- 
nues in force. 
If the master transfers the goods from his 
.own ship to another, without necessity, and 
they perish, lie is responsible for the full va- 
Jut*, and all charges ^ but it his own. ship is in 
imminent danger, the goods may be put on 
bom d another ship at the risk of the owner. 
If a ship is freighted out and home, and a 
sum agreed on for the whole voyage, nothing 
becomes due until the return of such ship. ^ 
It a certain sum is specified for the home- 
ward voyage, it is due, although the corre- 
spondent abroad should have no goods to send 
home. 
A ship was freighted to a particular port 
and home, a particular freight agreed upon 
for the homeward voyage, with aii option re- 
served for the correspondent to decline it, un- 
less the ship arrived before a certain day. 
1 lie master did not go to the port agreed on, 
and therefore became liable to damages-; the 
obligation being absolute on his part, ’ and 
conditional only on the part of the freighter. 
It the goods are damaged without fault of 
the ship or master, the owner is not obliged 
to receive them and pay the freight, but he 
must either receive or abandon the whole • 
he cannot receive those that are not da- 
maged, and reject the other's. 
It the goods are damaged through the in- 
. sufficiency of the ship, the master is liable for 
the same ; but if it is owing to stress of wea- 
ther lie is not. accountable. 
ii pai t of the goods is thrown overboard, 
or taken by the enemy, the part delivered 
pays freight. 
The master is accountable for all the goods 
received on board by himself and mariners 
unless they perish by the act of God, or the 
king s enemies. 
'lire master is not liable for leakage of li- 
quors, nor accountable for contents of pack- 
ages, unless packed in his presence. 
1 R I* AC (), a method ot painting in relievo 
on walls, so as to endure the weather. 
it is performed with water-colours on fresh 
plaster ; -or a wall laid with mortar not yet 
dry. This sort of painting has a great advan- 
tage by its incorporating with theunortar, and 
drying along with it, becomes very durable. 
The undents painted on stucco; and we 
may remark in \ ilruvius, what infinite care 
they took in making the incrustations or 
plaster ing ot their buildings, to render them 
beautiful and lasting; though the modern 
painters find a plaster of lime and sand pre- 
ferable to it. See Painting. 
1* RESH.ES, in sea language, denote the, 
impetuosity of an ebb-tide, increased bv ' 
heavy rains, and flowing out into the sea, j 
otten discolouring it to' a considerable dis- 
tance, and forming a line that separates the : 
two colours, and which maybe distinctly per- 
ceived for a great length along the coast. ! 
FRET, or Frette, in architecture, a kind 
of knot, or ornament, consisting of two lists or 
small fillets variously interlaced or inter- 
woven, and running at parallel distances equal 
to their breadth. See Architecture. 
I ret, in heraldry, a bearing composed of 
six bars, crossed, and variously interlaced 
Sonic call it the true lover’s knot. 
1 ret, in music, signifies a kind of stop on ! 
some instruments, particularly bass-viols and 
lutes. Frets consist of strings tied round the ] 
neck of the instrument, at certain distances, ! 
within which such and such notes are to be 
found. 
h Rf -J-w°RK. See Architecture. 
F PETTY, in heraldry, an appellation 
given to bearings made up of six, eight, or 
more bars laid across each other in the man- 
ner of frets. 
FRIAR, or Frier, from the French/ra-e, 
a brother, a term common to monks of all 
orders, founded on this, that there is a kind 
ot fraternity, or brotherhood, between the 1 
stAcial ldigious persons of the same convent 
or monastery. Friars are generally distin- 
guished into these four principal branches, viz. 
1. Minors, grey friars, or franciscans’ 2. 
Augustmcs.. 3. Dominicans, or black. friars. 
4. ” hite friars, or carmelites. From these 
four the rest ot the orders descend. See the 
articles 1- ranciscans, Augustines, &c. 
1’Riar observant, is a branch of, the 
franciscan triars; thus called, because tlieyare 
not combined together in any cloister, con- 
vent, or corporation, as the conventuals are ; 
but have bound themselves only to observe 
the rules ot their order more strictly than the 
conventuals do, from whom they separated, 
out of a singularity of zeal, living in certain 
places of their own choosing. 
T RICH ION, in mechanics, the rubbing of 
the parts of engines and machines against 
each other, by which means a great part of 
their effect is destroyed. 
10 
T R I 
It is hardly possible to lay down general 
rules concerning the quantity of friction; 
since it depends upon a multiplicity of cir- 
cumstances, as the structure, firmness, elas- 
ticity, &c. ot the bodies rubbing against each 
other. Some authors make friction upon an 
horizontal plane, equal to one third of the 
weight to be moved ; whilst others have found 
it to be considerably less. 
. I wo objects must however be observed, 
viz. the loss of power which is occasioned by 
it, and the contrivances which have been 
made, and are in use, for the purpose of di- 
minishing its effects. 
A body of an horizontal plane should be 
capable ot being moved by the application of 
the least force ; but this is not the case, and 
the principal causes which render a greater or 
less quantity of force necessary for it are, 1st, 
the roughness of the contiguous surfaces; 
fbe irregularity of the figure, which 
arises either from the imperfect workmanship, 
or from the pressure of one body upon the 
oilier; 3dly, an adhesion or attraction which 
is more or less powerful according to the 
nature of the bodies in question; and 4th lv” 
the interposition of extraneous bodies; such 
as moisture, dust, & c. 
Innumerable experiments have been made 
tor the purpose of determining the quantity 
of obstruction, or of friction, which is pro- 
duced in particular circumstances. But the 
results of apparently similar experiments, 
which have been made by different experi- 
in enters, do not agree ; nor is it likely they 
should, since the least difference of smooth- 
ness oi polish, or ot hardness, or, in short, of 
any ot the various concurring circumstances 
produces a different result. Hence no cer- 
tain and determinate rules can be laid down 
with respect to the subject of friction. 
Aii. \ ince, w T ho has made many experi- 
ments on friction, inters, 
1st, J hat friction is an uniformly retarding 
force m hard bodies, not subject to alteration 
b)’ Lbe velocity ; except when the body is co- 
\eied with cloth, woollen, &rc. and in this 
case the friction increases a little with the 
velocity. 
2dly, f riction increases in a less ratio than 
the quantity of matter or weight of the body. 
1 his increase, however, is different for the 
different bodies, more or less ; nor is it yet 
sufficiently known, for any one body, what 
proportion the increase of friction bears to the 
increase of weight. 
3dly. J he smallest surface has the least 
friction, the weight being the same. But 
the latio of the friction to the surface is not 
yet accurately kndwq. 
Air. \ince s experiments consisted in de- 
termining how far the sliding bodies would be 
drawn in given times, by a weight hanging 
freely over a pulley. This method would 
both, shew him if the friction was a constant 
retarding force, and the other conclusions 
above stated. I< or as the spaces described by 
any constant force, in given times, areas the 
squares ot the times, and as the weight draw - 
ing the body is a constant force, if the fric- 
tion, which acts in opposition to the weight, 
should also be a constant force, then their 
difference, or the force by which the body is 
urged, will also be constant, in which case 
the spaces described ought to be as the 
squares of the times, which happened accord- 
ingly in the experiments. 
