Natal, its early history, rise, progress and future prospects as a field for Emigration

Preface

. ' I speak of Africa and Golden Joys.' — Henry IV. As emigration is one of the burning questions of the day, no apology is needed for the appearance of this little book on Natal by one who has lived there for many years, and hence claims to know the colony thoroughly. Several treatises have been published on Natal and on South Africa during the past few years, but these works either deal partially with most of the questions, or they are too bulky and expensive for popular use. Had there been any recent work of a parallel nature in existence, this little work would not have seen the light. The book is es sentially one of facts, from which the reader can draw his own conclusions. The author is persuaded that the real interests of the colony will best be subserved by representations that will cause emigrants to be agreeably surprised rather than otherwise.

If the writer has erred, it is from under, rather than from over, statement. It will be observed that the chapters on climate and that on the harbour works are the longest in the volume, but will be a reliable data for the intending emigrant. This arises not only from the importance of the subjects themselves, but also from the fact that foot-notes were considered necessary to give something like completeness to the work, and to justify the assertions made. The notes are either essential to or are intimately connected with the subject-matter of the text. It is hoped, therefore, that they will add to the value of the text, and not prove wearisome to the general reader. The writer is well aware of the difficulty at tending the discussion of such subjects, but he has treated them in the manner that best approved itself to his mind, denuding the questions as far as practicable of minor or extraneous matter. All that has been said is of the highest importance to every

PREFACE.

. colonist. Other sections have been handled very briefly. They, however, could not have been more full without rendering the book, from its size, less convenient and useful, and the price would necessarily have been increased. As it is, although of a size to be conveniently carried in the pocket, the work contains information on almost every subject of utility and interest, brought down as closely as possible to the time of publication. The writer makes no claim to originality or literary excellence, but has simply aimed to reduce to some shape and form a mass of information useful and important to emigrants who lack the books of reference to which he has applied. The colony offers a wide field for the settler who possesses fairly good health, shrewdness, and a moderate amount of capital ; but even the latter is not absolutely necessary.

In the colonies, as elsewhere, prosperity is only attained by sheer hard work, self-denial, with plucky endurance and perseverance. Natal is no more paved with nuggets or diamonds than London streets are paved with gold. Given those qualities, however, coupled with capacity, success is certain, and the settler can enjoy life as he goes on without the incessant toil and turmoil which is inseparable from all European countries. At the present time there are few places where capital and labour are likely to meet with more substantial reward than in Natal. The Government is secure and is in a fair way of becoming still more consolidated, as will be seen by a reference to the Appendix. Property is safe without the self-protecting influence of the bowie-knife and re volver, or the discomforts of a North American winter.

All the resources and refinements of civilised life are available, and the climate itself leaves little or nothing to be desired. For con sumptives, and those who suffer from chest complaints, Natal offers all the advantages of New Zealand, without its drawbacks. It is within little more than half the distance of the latter colony. This ' Guide ' is the outcome of many years' residential experience of the colony ; hence the statements may be taken as reliable in every respect. The writer has no ulterior object to effect in publishing it, as he is neither a land nor emigration agent. He trusts that in what he has written no undue prominence has been

PREFACE.

. IX given to views which are not shared by the bulk of Natal colonists. At the same time it is necessary to state that his expres sions of opinion have not been stultified by official influences. Doubtless the book itself has faults both as to matter and manner, but it has been written honestly, according to the writer's own convictions, and he trusts that the forbearance usually extended to first efforts of authorship will be generously extended to him. Statistical literature is usually rather repellent, but it is hoped that the appendices will possess interest to some readers. They will at least show in what direction and to what extent progress has been made, notwithstanding the inadequate supply of labour, and the lack of capital and railway facilities to which colonists have necessarily been subject.

The intelligent reader cannot fail to be convinced that a solid and expanding business is being done, and that this young colony contains all the elements of future prosperity. In conclusion, the writer would add that his best thanks are due, and are hereby tendered, to the Curator of the Natal Botanical Gardens, Mr. William Keit, for the valuable meteoro logical abstracts which were so readily placed at his disposal. He would also express his appreciation of the courtesy shown by the Emigration Agent in London, Mr. Walter Peace. The map and illustrations have been specially prepared, whilst a carefully compiled index will, it is hoped, add to the value of this work. ! Dublin Castle,' Dartmouth, June 9, 1882. CONTENTS.

Chapter I. The Voyage

PAGE Preliminary Preparations for Voyage — Outfit — Sailing and Steam-Vessels — Lines of Steamers — Freight and Passage Fares — Terms and Conditions — Outfit — Directions — Conditions — Mai de Mer, Precautions against — Conclusion ....... . . 1

Chapter II. Discovery

AST) EARLY HISTORY. Natal known to the Phœnicians — Rediscovery of by Vasco de Gama — Early Settlement of the Dutch — Hospitality of the Natives — Account of the Aborigines — Holden's History — Lieutenant Farewell's Settlement — King Charka — Boer Settlement at Natal — Rupture with King Dingaan — Massacre of Boers — Their Revenge on the Natives — Fighting between the Boers and English — Settlement of the Dispute — Dr. Livingstone'3 Account of the Boers and their Treatment of the Natives — Natal made a distinct Colony — Public Works — Langalibalele — Panda and Cetewayo — Action of Sir Bartle Frere — Cost of Zulu War — Future Prospects . 12

Chapter III. Geographical Position, Capabilities, Extent, And Geology

Geographical Position — Physical Geography — Natural Divisions — Counties — Pietermaritzburg — Verulam — Pinetown — Greytown — Acreage — Population — Natal the Gateway of the Dark Continent — Geology — Report of Mr. F. North on Coal Deposits . . . . . . .34

Chapter IV. Natural Scenery And Vegetation

Sp0rt — Wild Animal Life— Birds — Reptiles — Insects — Close Season for Game Firearms and Ammunition — Gun Licenses . . . .45 CONTENTS. TAGE 19 77 97

Chapter V. Climate, Meteorology, And Health

Variety and favourable nature of Climate — Average Temperature — Sea Breezes — Hot Winds — Comparison with other Countries — The Seasons — Influence of the Mozambique Current — Thunderstorms — Want of Irrigation — Earthquakes — Beneficial effect of the Climate in Consumptive Cases — General Healthiness — Injurious effect of indiscriminate Bush- Cutting — Vital Statistics — Increase of Native Population — Native Statistics unreliable — Precautions against Heat — Rules for Guidance — Inj urious effects of Spirits . .......

Chapter VI. Executive And Judicial Governments

— INSTITUTIONS. Government Officials and their respective Salaries — Judicial — Colonial Institutions — Markets— Currency — Weights and Measures — Railways and Railway Prospects — Inland Transport Service — Freight — Passenger Conveyance — Inland and Foreign Postage — Savings Bank Department .

Chapter VII. The Press And Literature

Periodical Press — European Journals — List of Books Published on the Cape — Chase's and Mann's Works — The Author's Book — Places of Worship — Missionary Stations — Educational Progress and Development — Schools and Educational Establishments . . . . . .89

Chapter VIII. Dwelling-houses

: WHERE AND HOW TO BUILD. Site — Lay of Land — Natural Drainage — Style of Building — Local Bye-Laws — Cubic feet of Air — Dwelling-house Assessment — Lightning Conductors .

Chapter IX. Port Natal And Harbour Works

The Harbour — Physical and Geographical Features — The Lighthouse — The Bar great obstacle for Navigation — £200,000 muddled away on rival Plans — Mr. Milne's Plan — Sir John Coode's. — Sir John Scott's— Mr. Abernethy's — Government Agreement with Mr. Jackson — £165,000 spent — Sir John Coode's Plans and alternative Plans — Total Cost £572,400 — Proposed Commission of Exports — Failure of Mr. Abernethy's Piers — Conclusion .......... 102

Chapter X. The Native And Other Population

Mixed Population — Kafirs — Proportion of Europeans — Native Labour — Security of Property — Aborigines' Protection Society — Their Agitation — Protection of Natives — Native Odour and Philanthropy — Miscegenation — Unsophisticated Kafirs — Native Language and Grammar . . . CONTENTS. XIII

Chapter XI. The Town And Province Of Durban

PAGE Durban Second Town in South Africa— Rapid Growth of— Situation happily chosCn — Imposing appearance of the Shops — New Town Hall proposed — Other Public Buildings — Schools — Chamber of Commerce — Places of Worship — Band — Promenades — Custom House — Clubs — Cemeteries — Hotels — Durban calculated to sustain a dense Population— Pietermaritzburg and surrounding district — Dwelling-houses : where and how to Build — Site — Materials and Directions — Assessment value of Houses — Thunderstorms and Precautions against, &c. ..... 138

Chapter XII. Table Of Distances And Elevations

Meteorology — Mean Temperature — Mean Rainfall — Mean Temperature in the Shade — Meteorology of Natal — Rainfall in Natal — Distances and Elevations . ' . . . . . . . . 149

Chapter XIII. Area Of Land Under Cultivation

Area of Land under Cultivation — Value of Land and Buildings — Acreage Cultivated by Europeans — Amount and Variety of Slock raised — Corporation Land Sales — Terms of Land Purchase, &c. . . . 158

Chapter XIV. Natal As

A FIELD FOR EMIGRATION. Natal — Summary of Advantages — Class of Men who Prosper there — Capital required — Staple Produce — Corn — Maize — Sugar — Stock — Profits to be realised — Selection of Land — A Field for Capitalists as for Labourers — The Class of People who Succeed — Ornamental People not required — Wages — No Poor-houses — Hospitals — Government Regulations for the disposal of Crown Lands — Rent of Pastoral Lands — Assisted Passages — Emigration Circulars and Forms and Directions .... 161 Appendix . . . . . . . . . 190 Conclusion ......... 215 Index ILLUSTRATIONS. Map of Natal ....... Frontispiece Port Natal — Sir John Coode's Detail Plan tofacepage 102 Natal— Port and Harbour Works .... page NATAL.

Chapter I. The Voyage

Preliminary Preparations for Voyage — Outfit — Sailing and Steam-Vessels — Lines of Steamers — Freight and Passage Fares — Terms and Conditions — Outfit— Directions — Conditions — Mai de Mer, Precautions against — Conclusion. Assuming that a journey to Natal has been determined upon, either for business, pleasure, or the still more important one of a life settlement, a few words of advice as to outfit, preparation, and general guidance will not be out of place, coming as they do from one who has crossed the silver streak between the port of London and Natal on many occasions. There can scarcely be two opinions as to the better mode of transit between steam-ships and sailing vessels. The former are quicker, safer, and more comfortable. The latter are cheaper, although the pecuniary advantage is not very considerable, unless in the matter of heavy freight.1 Sailing vessels are, therefore, rarely used.2 The choice of passage, therefore, is really between thetwo rival steamship companies — theCastleandtheUnionlines.

Whe intending passengers have to decide for themselves, they 1 Goods taken in mail steamers are charged 10s. per ton weight and 5s. per ton measurement over the rates of freight by other steamers. The rates of freight by the latter varies from 45s. to 60s., according to the destination of goods, 10 per cent, being added for primage. The minimum charge for signing a bill of lading is 21s. Forms can be procured from Messrs. Field & Tuer, 50 Leadenhall Street, and both companies deliver cargo at Natal free of cost, except customs and harbour dues. - Although in most cases a sea voyage performed by steamer is on several accounts preferable to one performed by sailing vessel, yet there are some cases where it would certainly be better for invalids to proceed by the latter. There are many sailing vessels built on fine lines, and superbly fitted ud ; there is, of course, an absence of the heat and smell inseparable from steamers, the thumping of the engines, and the tremor, vibration, and noise inseparable from machinery and screw-propellers.

Thirty years ago the voyage from England to Natal occupied from two to six months, but now the time usually occupied is about three weeks, sometimes less. B NATAL, will feel rather embarrassed. They will then probably be better able to understand the suspense in which the ass of Buridan was held between the equal attractions of two bundles of hay. Each company manifests a healthy competitive spirit, and deserves public support. Several of the vessels employed have been specially constructed by the most celebrated shipbuilders in Great Britain for the colonial trade, and some of them, such as the Drummottd Castle of the Castle line, and the Athenian of the Union line, are beautifully modelled. Their saloons are spacious, airy, and well-lighted, and constructed with a view to great speed. Some of the steamers have been constructed almost entirely of steel, which effects a considerable reduction in weight.

Many are built with water-tight and fireproof compartments, and fitted with all the latest improvements, such as jet-condensers in place of surface condensers, steam capstans for working the anchor, steam winches with double gearing, steam apparatus for steer ing from the bridge, four-bladed screws, &c. They also have ladies' boudoirs, bath-rooms, smoking-rooms, and ice-rooms. Whilst the comfort, convenience, and ease of first-class passengers is abundantly insured, those who are less affluent, or who have a reluctance to enter the sumptuously furnished ' aft ' saloons, will find that their wants have been taken into consideration iu the second-class saloons. In all cases, those who wish to secure a snug berth in either of the saloons should apply at as early a date as possible, for, as a matter of course, the earlier the applica tion the greater will be the choice.

To secure a berth it is sometimes necessary to book a few weeks, or even mouths, prior to the advertised date of sailing. It may be mentioned, however, that there is no necessity for intending passengers to leave their homes until a few days before the day of sailing. In some in stances, where the distance is not great, the same day would perhaps do. Many people have formed an idea that, quite apart from a personal examination of the steamer, there is some advantage in visiting the head-offices and securing their berths, but in reality there is none. A cabin should be situated in that part of the saloon where the oscillation of the vessel is least felt, amid-ships, and on the starboard side. The nearer the cabin is to the centre of the steamer the less also will the quivering motion caused by the re volving screw-propeller be felt.

Those berths that are fore-and aft — not ath wart-ships — are certainly the best. Children should be placed in the lower bunks which may be lowered with advantage to within about 10 inches of the floor. It is worthy of remark that each of the steamship companies have been sino-ularly SAILING AND STEAM-SHIPS. 3 exempt from accidents or serious loss of life at sea, which may be attributed to the care bestowed upon matters of detail by those concerned. The risk to life, however, by either steamer or sailing vessel, is almost too insignificant to mention. A railway journey of equal distance would perhaps involve quite as much if not greater risk. Arrangements have been made with the Union Steam-ship Company and the Castle Packets Company for the conveyance of two mails a month each, so that at least one mail steamer leaves England every week.

The Union Company's steamers start from Southampton on Tuesday, calling at Plymouth on the Friday to embark the mails and those passengers who may prefer to go on board there ; while the steamers of the Castle line start from London on Tuesday of the week following, calling at Dart mouth on Friday for mails and passengers. The mails are forwarded by rail from London to Plymouth, or Dartmouth as the case may be, where they are transferred to the royal mail steamer, which proceeds on its voyage without delay, accom plishing the 6,900 miles to Port Natal in less than thirty days. The standard of steam-ships is, however, being gradually raised. Some years back the time usually occupied by a steamer in going from England to the Cape was about thirty days, nowthe dis tance is generally accomplished in twenty-three days.

The quick est passage on record is eighteen days sixteen hours. It is believed by some people that, by means of powerful steamers, the voyage to the Cape will yet be accomplished regularly in a fortnight. Notwithstanding the incredulity of many, it is not at all im probabie, when we consider the speed that many of the great ocean liners have attained. In shipbuilding, as in all other in dustries, these are truly progressive days. When built expressly for colonial requirements large-sized steamers can — at certain states of the tide and of the bar — enter the harbour, and lay alongside the Point Wharf, where passengers are disembarked. When, however, large vessels are unable to enter the harbour, small steamers come alongside, and after the quarantine officer has given a clean bill of health, convey passengers and basrsraEre to the Point, where the customs officers will be found ready to perform the unpleasant duty of overhauling the pas senger's luggage in search of contraband goods.1 As soon as this inspection is over and the packages passed, the new arrival can proceed by rail, tram-car, omnibus,cab, or otherwise to Durban, where first-class hotels and lodging-houses will be found. 1 For a list of prohibited articles, see p. 203. b2 NATAL, The rates of passage, which include a liberal dietary as well as the use of bed, bedding, and all cabin furniture, are — First saloon, 371. ; second saloon, 252. ; and third-class 18l.x Servants are taken by each company at second-class fares.

Third-class passengers are carried by certain steamers, but special arrangements have to be made in advance. Each vessel carries a surgeon and stewardess, and an abundant supply of medical comforts, such as arrowroot, sago, wine, stout, preserved soups, &c. Meals for children are specially prepared at reasonable hours. Both com panies land passengers and their luggage free of charge at Port Natal.2 All further information regarding freight, passages, &c, can be obtained at the head-offices of the Union Steamship Com pany, 11 Leadenhall Street, London, E.C., and of the Castle Mail Packets Company, 3 & 4 Fenchurch Street, London, E.C., where plans of the saloon accommodation can be seen. The intending passenger having decided which line of steamers or sailing vessels he will go by, the next consideration is the best time of the year to leave England.

The answer has already been given in the section on Climate. Those who intend to pursue agricultural operations on their own account the same year should leave in April or May. But the period of departure in other cases need not be quite so early. Baggage should be packed in strong chests, measuring, say, not more than 3 feet 6 inches by 2 feet 6 inches and 2 feet 6 inches deep, and should not exceed, say, 1^ cwt. when packed. Each package should be numbered and the contents carefully noted. The passenger's name and destination in full should be distinctly painted on all boxes and packets. A card should be tacked on bearing this .Mr, Passenger to Natal, Per Steamship, From Docks. direction: 'To be delivered at Docks for Natal, 1 Cheques to be drawn to the order of Messrs. Donald Cm-rie & Co., and crossed ■ & Co. ; or to the order of the Union Steam-ship Company, and crossed Williams, Deacon & Co. 2 It may be mentioned that both steam-ship companies issue vouchers which enable passengers to travel by railway from London to Dartmouth or Plymouth first-class on payment of second-class fare, or second-class for third-class fare.

Passengers joining at either of those places are conveyed to the ship free of charge by steam tender. FREIGHT AND TERMS. Steamship .' Packages required in the cabin should be marked ' cabin,' have handles, and not exceed, say, 12 by 18 by 36 inches (otherwise they will be too large to go under the bunks). Packages 'wanted on the voyage' should have those words painted on them. Those not required should be marked 'hold' or 'below.' Boxes containing apparel should have air tight zinc or tin linings. As neither of the steam-ship companies are responsible for loss, damage, or detention of luggage unless a bill of lading is taken, it behoves passengers to look carefully after its shipment here, and landing on arrival at Port Natal. Of course, small packages and personal impedimenta, as hand bags, valises, umbrellas, overalls, waterproofs, travelling-rugs, &c, remain entirely under the control of the passenger.

The following are the terms, conditions, and regulations under which passengers and their luggage are conveyed, and which are embodied in the contract for conveyance : — tickets are not transferable. 1. Passage money includes the use of bedding, linen, and a good table. Wines, spirits, malt liquors, and mineral waters will be provided at moderate prices. No berth can be considered pre-engaged until half-passage money is paid, and the whole of the passage money must be paid before the passenger or his luggage can be embarked. 2. Children under twelve months old will be charged one-sixteenth of full passage money. Children above the age of twelve months and under the age of sixteen years will be charged one-sixteenth of the ordinary passage money for each year of their age. All above the age of sixteen years will be charged full passage money. 3.

Passengers not embarking after having engaged a passage will forfeit half the passage money, whether deposited or not. In the event, however, of a passenger being unavoidably prevented from availing himself of the passage engaged, the Company will, where practicable, upon receiving sufficient notice, transfer the passage to one of the Company's subsequent vessels without forfeiture of any portion of the passage money. 4. Passengers may embark and disembark at Plymouth or Southampton at their own option, but all luggage must be shipped at Southampton Docks, and be sent there one day at least before the ship s departure.1 The Company will not engage to take any excess of luggage over the regulated allowance unless room be previously engaged. 5. Each adult first-class passenger is allowed to carry luggage to the extent of 20 cubic feet free of charge, and children and servants are allowed luggage in proportion to the amount of passage money paid for them as. com- 1 All passengers' luggage and goods intended to go by the Castle Line should be delivered at the East India Dock Basin.

Blackwall, London, E., at least one day previous to sailing, otherwise it is liable to be shut out. All luggage and goods forwarded from the country must be carriage paid, but the steam-ship companies pay dock dues. Freight must be prepaid. NATAL, pared with the full rate for adult passengers. For all luggage in excess of thvse allowances the Company will charge at the rate of 2s. per cubic foot. The Company will not be responsible for damage to, or loss of, or otherwise in respect of any luggage or effects of passengers, or servants, or children, where no special freight is paid for the same; but passengers may pay Is. per cubic foot for all luggage put under the Company's charge (in addition to the charge of 2s. per cubic foot for extra luggage), in which case packages are to be labelled and numbered, and a receipt obtained for the same on shipment.

Should a passenger during the voyage require any of the packages so labelled and for which a receipt shall have been given, the delivery to such passenger on board the ship or at any port of call or otherwise of such packages shall relieve the Company from all liability in respect of the same. In respect of luggage and effects for which special payment shall have been made and a receipt obtained, the liability of the Company will be limited to 101. for any single package, unless at the time of shipment the higher value of such pack age shall have been declared and a special rate paid to the Company in respect thereof. With a view to prevent, mistakes on landing or transhipment, passengers are strongly recommended to mark each article with their name and destination in full, and any luggage which may be required during the voyage should be marked accordingly.

Any passenger taking articles of a dangerous natureincurs a penalty of 100^., and in case of fatal results is liable to a criminal prosecution. 6. Passengers are not allowed to take on board wines, spirits, or other liquors, an ample stock being provided on board at moderate prices. 7. Merchandise and articles not being passengers' luggage cannot be curried under the name of luggage, and all merchandise and articles not being passenger's luggage, and shipped by passengers, will be charged double rates of freight. All specie, bullion, or other treasures carried by passengers, above the value of 501., to be shipped as treasure and charged for at the established rates of freight. 8.

Passengers will only be received on board the ships of the Company on the express condition and agreement on their part that the Company are not liable for detention or delay of passengers arising from accident or from ex traordinary or unavoidable circumstances, or from circumstances arising out of or connected with the employment of the Company's ships in the postal service; or from quarantine regulations, or from transhipment, from any cause, nor for any damage, delay, loss, or injury of or to the passengers, or to their baggage or property, from proceeding with or without a pilot, or from devia tion, or from the act of God, the Queen's enemies, pirates, restraint of princes, rulers and people, jettison, barratry, collision (however caused), fire or explosions on board, in hulk, or craft, or on shore, or from machinery, a. hether occasioned by. latent defect or otherwise, boilers, heat, steam and steam navigation, or from perils of the seas or otherwise, or from any act, neglect, or default whatsoever of the pilot, master, or mariners ; or of any servant, agent, or workmen in the service or employ of the Company or other person ; and if required, passengers proceeding to any port beyond Cape Town will be transferred to, and will on the like terms and conditions be con veyed by any coasting or other steamer or steamers, as may from time to time be directed by the captain, or any agent of the Company. 9.

A passenger requiring the exclusive occupation of a cabin to pay an additional half fare. Should there be more than two berths in the cabin, one third fare to be charged for each of the other additional berths, besides the additional half fare. SHIFPING CONTRACT. 7 10. Passengers must comply with the regulations established on board the steamer for general comfort and safety. 11. Passengers to Ascension, via St.. Helena, must bear their own expenses at the latter place while waiting for the homeward-bound ship. Passengers waiting at Natal or Delagoa Bay to embark in a corresponding steamer will have to bear their own expenses on shore. 12. Double voyage tickets are issued to first-class private passengers, at a reduction of 10 per cent, off two single fares, available between England and the Cape of Good Hope for four months, Natal five months, from date of em barkation, and between intercolonial ports, three months from the date of embarkation.

These periods may be extended by arrangement with the Company's agents. Should the steamer be full when the passenger applies to select a berth, the ticket will be made available for return by the next packet. passengers have to sign the following ACKNOWLEDGMENT before embarkation. I hereby acknowledge to have received a ticket for my passage by the or aDy other vessel which maybe substituted by the Companv, to and I agree and acknowledge that my contract with the Company as well as respects myself and other the passengers (if any) for whom I engage passage, and my and their luggage and effects, is upon and subject to the terms, conditions, and regulations printed on the back hereof, and also on the back of the ticket which I have received from the Company, and I hereby accept the same accordingly.

Dated this 188 Signed Address Passengers waiting at ports of call to embark in a corresponding steamer will have to bear their own expenses on shore. Letters and Telegrams for passengers can be addressed to the Head Officer of either Company, or the Company's Agents at Dartmouth and Plymouth. In all cases of transference, passengers together with their luggage are transferred free, but luggage should be identified by the owners. Passengers who wish to avoid the inconvenience inseparable from transhipment, and possible detention at intermediate ports, should make application of the steam-ship companies' agents as to which steamers proceed straight through to Natal, for some only go as far as the Cape Colony, although connecting with Natal by coasting steamers. Passengers should be on board with their luggage not later than 9 a.m. on the day of sailing.