See NAVIES; and SHIPPING, MERCHANT. Consult White's Manual of Naval Architecture (5th ed. 1900); Thearle's Naval Architecture (1874); Reed's Shipbuilding in Iron and Steel (1869); Ledieu and Cadiat, Nouveau Matériel Naval (1890); Reed's Treatise on the Stability of Ships (1885); Croneau's Constructions Pratiques des Navires de Guerre (1894); Taylor's Resistance of Ships (1893); Proceedings of the Society of Naval Architects and Marine Engineers (annual-New York); Transactions of the Institution of Naval Architects (annual London); Clowes' Royal Navy (1897); Kelley's Our Navy (1892); Attwood's Warships (2d ed. 1896); Brassey's British Navy (1885); Brassey's Naval Annual; King's Warships of Europe (1878); Busk's Navies of the World (1859); Clowes' Name Pocket Book (annual). Ship Canals. See CANALS. Shipka Pass, 47 m. N.E. of Philippopolis, Bulgaria, through the Balkan Mts. at an altitude of 4,370 ft. It was the scene of severe fighting in the RussoTurkish War (1877-8). Shipley, ORBY (1832), English Roman Catholic writer, born in Hampshire, worked for twentythree years as a clergyman of the Church of England, but joined the Roman Catholic Church in 1878. He has written a large number of devotional works, including Four Cardinal Virtues (1871), Principles of the Faith (1878), Truthfulness and Ritualism (1879-80), Annus Sanctus (1884), and Carmina Mariana (1893-1902). Ship-money, an impost levied by Charles 1. during the years 1634-7, without the consent of Parliament, in order to provide himself with funds for carrying on his contest with the Puritan party. In the reign of William the Conqueror and his successors the protection of the coasts of England as well as the carrying on of war was effected by the levying of ships and men upon maritime and inland districts alike. Charles argued that 'shipmoney' was simply a revival of this old custom. The Parliamentary or Puritan party, led by Hampden, refused to pay the impost, the consequence being that their goods were distrained upon, and the struggle began which culminated in the Civil War. Ship-money, however, was declared an illegal tax by the Long Parliament in 1640-i. Shippensburg, bor., Cumberland co., Pa., 38 m. w.s.w. of Harrisburg, on the Cumb. Val., the W. Md., and the Phila, and Read. R. Rs. It is a manufacturing and railroad centre. It has clothing factories, hosiery mills, and engine works. The Cumberland Valley State Normal School is situated here. The town is one of the oldest w. of the Susquehanna R., having been settled in 1750, and as a frontier settlement was a base of operations against the Indians. The remains of two pre-Revolutionary forts are to be seen, and there are several early stone houses. The borough was incorporated in 1851. Pop. (1910) 3,457. Shipping, LAW OF. By the U. S. Constitution, Congress is given power to regulate commerce with foreign nations, and among the several states.' This is interpreted to vest in Congress exclusive power to regulate shipping upon the navigable waters of the United States, and, as to American vessels, upon the high seas. In pursuance of this power, Congress has enacted statutes for the regulation of shipping and commerce by water. For the protection of ship owners who are citizens, provision is made for the registry of vessels built in the United States, unless engaged in the fishery business, or in the coastwise trade. Registry entitles such vessels to protection as vessels of the United States. To entitle a vessel engaged in fishing, or in the coastwise trade, exclusively, to be recognized as a vessel of the United States, it must be enrolled and obtain a license for its particular business. The names and residences of the owner or owners must be given. Sale of a vessel to an alien extinguishes her rights as a registered, enrolled, or licensed vessel of the United States. U. S. inspectors of steam vessels are appointed in the various districts along the coast, whose duty is to see that all the requirements of law are complied with. A vessel must be seaworthy; her boilers and machinery must be in safe condition; accommodations for passengers must equal but not exceed the number she is permitted to carry; she must provide proper fire and life-saving apparatus; vessels carrying immigrants, being subject to special regulations as to accommodations, food for passengers, etc. A vessel which does not comply with the law will not be permitted to sail. Masters of vessels bound to foreign ports must file with the U. S. collector of customs a manifest, or list of her cargo, whereupon he issues clearance papers. Vessels are commonly transferred by bills of sale, and by a Federal statute; only the parties thereto and persons with notice are bound, unless the bill of sale is recorded in the office of the collector of the customs of the district where the vessel is enrolled or registered. Where there are two or more owners of a vessel engaged in foreign trade, any one of them may demand security, to cover the amount of his interest, before he can be compelled to consent that the vessel clear for a foreign port. The security is conditioned upon the return of the vessel. The relations of co-owners of vessels are governed by rules of law peculiar to admiralty. One owner usually acts as agent for the others, being known as ship's agent or husband. For the regulation of navigation, the English Merchants' Shipping Amendment Act (1863) was adopted by the United States and most of the important nations of the world. Congress has since amended the act, and supplemented it. One advantage of having statutory rules of navigation is that a vessel may assume that all other vessels will comply with the rules, unless there is reason to think otherwise, as that the steering gear of a vessel is obviously disabled. If a vessel fails to observe the statutory rules, she is presumed to be negligent, and, therefore, responsible for injuries caused thereby. A master of a vessel has extensive powers in cases of necessity. He may jettison the whole or any portion of a ship's cargo in a storm, or burn it for fuel necessary. He may sell any part of the cargo cr ship's property, or the ship itself, in a foreign port, if necessary to provide food or other necessaries for those under his care. He may enforce order among the passengers by force if necessary. Contracts with relation to a vessel after she is launched are made under the maritime law and subject to peculiar rules. They genererally give rise to a lien on the ship or cargo in favor of one party for their enforcement. The United States courts have jurisdiction of maritime cases. See AVERAGE; BOTTOMRY; subtitle 'Marine Insurance" in article INSURANCE; MARITIME LAW; NAVIGATION ACTS; RESPONDENTIA; RULES OF THE ROAD; SALVAGE; SEAMEN. Consult: Abbott's Law of Merchant Ships and Seamen (14th ed. London, 1903); Spencer's Law of Marine Collisions (1895); Benedict's Admiralty (3d ed. 1900); Holt's Rule of the Road (London, 1867). Shipping, MERCHANT. 'International trade,' 'said John Stuart Mill, in being the principal guarantee of the peace of the world, is the great permanent security for the uninterrupted progress of the ideas, the institutions, and the character of the numan race.' Merchant shipping is the instrument by which international trade by sea is carried on. But for centuries merchant vessels were ordinarily armed against Shipping pirates and in case of war were promptly converted into war vessels or privateers. The successful naval battles of the American Revolution were fought by armed American merchantmen. HISTORICAL.The earliest orderly development of merchant shipping, as now understood, occurred in the Mediterranean. At least a thousand years before Christ, the island of Rhodes possessed a flourishing commerce and numerous merchant vessels; and these were regulated by a code of laws which in part is the basis of modern maritime law. The maritime code is therefore older even than the Roman civil law-indeed, Lord Mansfield referred to it as 'the ancientest law in the world.' For example, the Rhodians decreed: 'If, to lighten and save the ship, merchandise must be thrown overboard, what is thus abandoned for the benefit of all must be made good by the contribution of all'-a rule still followed in jettison and average. The small size of the earliest merchant ships, the relatively large crews required to man them, and the great risks incurred rendered it possible to carry only cargoes of the greatest value in the smallest bulk. Merchant shipping ministered only to the luxurious tastes of the wealthy. Thus we read of King Solomon: For the king's ships went to Tarshish with the servants of Hiram once in three years; and they brought hence gold and silver, and ivory and apes and peacocks." The early policy of maritime nations in respect to shipping was protective, and at times prohibitory. Thus, in the fourteenth century an act of Richard II. restricted English trade to English ships. The Navigation Acts of Oliver Cromwell provided that only British-built ships, with British owners, officers, and crews, could trade with England and her colonies from Asia, Africa, or America. British navigation policy was one cause of the American Revolution. As soon as the Union of the States was perfected, Congress passed retaliatory and discriminative measures; by these measures the United States secured the recognition of reciprocity. At the present day, all nations place foreign vessels, coming from foreign ports, on an equality with their own ships. policy, established in the first half of the nineteenth century, has promoted the world's shipping almost as much as the change from sail to steam, which began about the same time. This The nineteenth century had run nearly a third of its course before the two great evolutions in merchant shipping took commercial form. From the days of Rhodes, wood had been the material of which ships' hulls were built; sails and oars had furnished the propelling power. Experiments in 181 various countries followed Watt's inventions (first patent, 1769), which made of the steam engine a mechanism capable of driving every kind of machinery; but Robert Fulton's Clermont, which steamed from New York to Albany on the Hudson in 1807 at an average rate of 5 miles an hour, was the first commercially successful steamboat. In 1819 the American vessel Savannah crossed from Savannah to Liverpool in 29 days and 11 hours partly under steam, but mainly under sail. The Royal William, of 830 tons, built in Canada, made the first transatlantic voyage entirely under steam in 1833. During the following half century, the progress made in shipbuilding and in ocean transportation was greater than in the thirty centuries before. The Clermont of 1807 was 133 feet long; the Olympic of 1910 is 882 feet long. The opening of the Suez Canal in 1869 established finally the steel screw steamship as the most efficient form of merchant shipping. It permitted economical coaling en route for steamers between Europe and Asia, and the saving in distance thus offset the economy of the sailing vessel on the long voyage around the Cape of Good Hope. Prevalent calms of the Red Sea prevent the use of the Suez Canal by sail vessels. In the same manner the opening of the Panama Canal will still further reduce the employment of sailing vessels by bringing the Pacific coast of the two American continents closer to the Atlantic coast of the United States, and to Europe. Calms prevail in the Pacific beyond the western terminus of the Panama Canal. Only one square-rigged vessel has been built in the United States for some years, and very few are built abroad. Thus far, training on a square-rigged ship has been a necessary qualification for the deck officer of a merchant steamer, and steamship companies are providing against the future by maintaining a few such ships as training schools. By gradual steps the merchant ship approached its present highest type, the steel steamer, with its water-tight compartments and twin screws, practically unsinkable, independent of extraneous forces, and at all times under control. The various stages in this progress are chapters in the history of marine Year. Shipping architecture and marine engineering as applied not only to the world's merchant vessels, but to its war vessels as well. Steam emancipated ships from vagaries of the weather, and opened shorter routes than those fixed by the trade winds. It made possible the Suez and Panama Canals. It insured regularity, speed, and frequency of transoceanic communication. The substitution of iron for wooden hulls, and later of steel for iron, permitted an increase in the size of ships, the only present limit to which is the depth of harbors and length of wharves. By permitting water-ballast tanks it reduced expense; by providing water-tight compartments it made ships unsinkable. Marine insurance became cheaper. Wireless telegraphy has further increased safety. The cost of ocean transportation has been greatly reduced. The change from side wheels or paddles to screw propellers has so lessened the consumption of coal that a steamer can carry a supply sufficient to reach ports formerly inaccessible. The economy in coal consumption from the improvements in engines has been even greater. The use of oil as fuel has further economized labor. With greater and cheaper power, of course has come greater speed. The Acadia, the transatlantic greyhound of 1840, made 9 knots an hour; in 1910 the Mauretania accomplished over 26 knots an hour. Of all the boons conferred on mankind in recent years by the invention of cheap steel, one of the greatest has been the ability to construct large ocean steamers by which the necessities of life can be economically conveyed to those ports where they are most needed. Thus, the United States, Australia, and Argentina are enabled to supply meat and grain to Europe; while Europe sends her coal to South America and Asia. Travel and migration have also been placed within the reach of the poor by reason of the low fares that are possible on steamers carrying safely and quickly 3,000 passengers on each voyage. Following is a table which shows the approximate dates during the past century when the most important changes in merchant vessels were inaugurated, with the results: A Century of Progress in Ship Construction. Change. Results. Speed and regularity. Strength and capacity. Economy and radius. Economy, radius, capacity. Economy and capacity. Safety and regularity. Speed, capacity, stability. UNITED STATES.-The American colonies possessed unlimited timber suitable for ships; the colonist had to handle the axe and saw in making a cabin to shelter his family; many of the colonists were mariners, and rivers supplied the easiest means of communication, and, when savages were restless, the safest. Scattered along the Atlantic seaboard, the colonists had to build ships. When Adrian Block's vessel burned off Manhattan Island, in 1614, there was nothing for the Dutch navigator and his crew to do but assemble the materials, shape them as best they could, and build at our present maritime metropolis the first decked American vessel to cross the Atlantic. In 1700, New York had 124 seagoing ships, and Liverpool only 102; Boston had 194, some of them over 250 tons-'more than all Scotland and Ireland,' said the English governor-while the merchant fleet of London numbered only 560 of 84,882 tons. In 1800 the total tonnage of the United States merchant fleet was 972,500 tons, of which two-thirds was employed in the foreign trade. New York and Philadelphia, each with 95,000 tons, disputed the first rank in foreign trade, Boston following close with 83,000 tons. Then England was engrossed in the Napoleonic wars, and had 180,000 men in her navy and only 140,000 on merchant ships. In 1860 the merchant shipping of the United States aggregated 5,354,000 tons; 2,380,000 of which were in foreign trade; the United Kingdom, 4,650,000 tons, 3,082,000 being in foreign trade. England's shipping was manned by 172,000 seamen; and nine per cent. of it was steam tonnage, on which she had been expending for 12 years average annual subsidies of £800,000. The Civil War began in 1861. In September and October, 1862, the Alabama burned 18 American merchantmen; purposely the Pacific whaling fleet was assailed as the war was ending, and nearly 900,000 tons of our shipping sought the protection of alien owners and flags. Following the war, American energies were devoted to internal development and to railroads. England's cheaper iron and steel had in the meantime supplanted our cheaper timber in shipbuilding, and not until 1901 did our merchant tonnage again attain_the same aggregate as when Fort Sumter was fired upon. In foreign trade our shipping had dwindled to less than 900,000 tons. On the Great Lakes, however, cut off by Niagara Falls from foreign competition, American shipbuilding has made good its seaboard loss. On the banks of the Niagara River the Sieur de la Salle in 1679 built his Griffin of 45 tons, and with Father Hennepin and a crew and company of 45 men ex plored the lakes. The American merchant steam fleet on the lakes is now larger than the entire merchant fleet under any flag but the British or German. In 1908 the Great Lakes shipyards built 68 steel steamers of 324,000 tons. The Shenango, 8,047 tons, is the largest lake steamer. Within late years the annexation of Hawaii, the development of Alaska, the extension of our transcontinental railroads, war with Spain, and Japan's entry into the group of world powers have been followed by the doubling of the American merchant fleet on the Pacific. The recent lines and the probable future lines of development of the American merchant marine are shown in the following figures of our gross tonnage: For information on the subject of shipping subsidies, see the article SUBSIDIES. TONNAGE. The entire cubical contents of a ship, closed in and protected from the action of the weather and the waves, are termed its gross tonnage-100 cubic feet being arbitrarily taken as one ton. Net tonnage is that part of the ship which earns freights and fares, and on it are based most maritime charges and taxes, except pilotage paid on the draught of water. A net ton (100 cubic feet) will hold 4,800 pounds, or 80 bushels of wheat, or about two and one-half tons of coal. (See TONNAGE.) SHIPPING IN WAR.-The four Declarations of Paris in 1856 were designed to preserve in part merchant shipping from the waste of Gross Tonnage of United States Shipping, 1900 and 1910. In the ten years from 1900 to 1910 our steel and iron tonnage has increased from 1,592,000 gross to 4,117,000 gross. In 1908, the American record year, 614,216 tons of wood and metal vessels were built SHIPPING REGULATIONS. - The laws of the United States provide that only ships built in the United States are entitled to carry the Stars and Stripes and to have full trade privileges. The laws of foreign nations permit ships built in one country to carry the flag of another; though generally a registry fee is charged when the flag of a nation is raised over a ship built in another country. The transportation of passengers and of cargoes by water between the different ports of a country is termed its coasting trade (cabotage). Nations usually restrict this trade to their war. Recently the United States has endeavored, especially under President Roosevelt's direction, to effect an international agreement by which all private property at sea, except contraband of war, shall be exempt from capture. A convention of the foremost naval powers was held in London in 1909, and an important agreement drawn up in relation to contraband articles. (See CONTRABAND OF WAR.) GENERAL STATISTICS.-In 1661 Sir Henry Petty reckoned the merchant shipping of Europe at about 2,000,000 tons, of which 900,000 tons were Dutch, 500,000 English, 250,000 German, Danish,and Swed ish, 250,000 Spanish, Italian, and Portuguese, and 100,000 French. The following table shows the relative employment of United States shipping: United States Shipping According to Employment (1910). * Japanese vessels under 300 tons net are not recorded in Lloyd's. Historically, the British East India Company was the world's greatest shipowner. It existed from 1600 to 1858, maintained a navy, conquered India, had a monopoly of British Oriental trade, and built the first British merchant ships of 1,500 gross tonnage. In the seventeenth century the Dutch East India Company owned 200 ships. With the growth of joint stock corporations the flag on a merchant vessel does not always signify the nationality of its ownership. Thus the Standard Oil Company owns tank steamers under different flags; and considerable American capital is invested in British steamship companies, and German capital in steamers under South American flags. The Ham etc. (omitted by Lloyd's), American merchant vessels and yachts numbered nearly 26,000, manned by about 180,000 men. The vessels of the United Kingdom number about 10,000, with about 275,000 men; the German vessels about 7,000 with 87,000 men. The output of the world's shipyards in the record year 1906 was 2,919,000 gross tons of merchant vessels, of which the United Kingdom launched 1,809,000 tons (over 99 per cent. steel steamers); the United States, 441,000; Germany, 318,000; France, 35,000 tons. BIBLIOGRAPHY.-- Consult Lindsay's History of Merchant Shipping and Ancient Commerce; Fry's History of North Atlantic Steam Navigation; Marvin's American Merchant Shipton Marine; Lloyd's Register of British and Foreign Shipping: Shipping World Year Book; Mills' Our Inland Seas: Their Shipping and Commerce (1910). Shipping of Canada. See CANADA, SHIPPING. Shipping Subsidies. See SUB SIDIES. Ship's Company. This term is used to designate the complement of officers and men assigned to a vessel in commission or in reserve. In battleships of the United States Navy, the complement of officers is about as follows:-captain, executive officer (usually a commander or lieutenant-commander), navigator, senior engineer officer and ordinance officer (usually lieutenantcommanders); eight to ten divisional officers (generally of the rank of lieutenant and ensign), and two or three officers (of about the same rank) for engine-room duty. In vessels detailed as flagships the number of officers is increased by those serving on the admiral's staff. There is a senior marine officer (usually a captain), a junior marine officer (either a first or second lieutenant), a senior surgeon and an assistant surgeon, a paymaster and chaplain, and from ten to twelve midshipmen. Of late years other commissioned officers are found on battleships, such as a chief boatswain, chief gunner, chief carpenter, and one or more chief machinists, all of whom rank with ensign. There are usually an additional gunner, boatswain, three warrant machinists, and a pharmacist-all termed warrant officers. Next come the crew, consisting of chief petty officers, petty officers of the first, second, and third classes, seamen, ordinary seamen, apprentice seamen, messmen, marines, There are the usual sergeants, corporals, music, etc., with the marines. etc. The number of officers and men comprising the ship's company of naval vessels in full commission is about as follows: Battleships, 1st class. .900 to 1,100 Cruisers.. 900 .600 800 250 " 500 When placed in reserve the ship's company is generally reduced to about one-third of the full complement. Shipton, JAMES ANCIL (1867), American soldier, was born in Ironton, Ohio. After graduating from West Point (1892), he served as military attaché to the United States legation in Brazil (1898-9), and in the Philippines as major of the Forty-seventh Infantry, U. S. Volunteers. He has made a specialty of submarine mine work in connection with coast defence, and has attained the rank of major in the Coast Artillery Corps. He is a frequent contributor to periodicals and standard works of reference, and has prepared many of the articles appearing in Nelson's Perpetual Loose-Leaf Encyclopædia. Shipton, Mother, reputed prophetess, whose name first appears in a tract dated 1641, prophesving the death of Cromwell, Wolsey, Earl Percy, and others, the narrative being now regarded as a fiction. Eighteen other prophecies associated with her name were given in Lilly's Collection of Ancient and Modern Prophecies (1645). Richard Head next published (1667) Life and Death of Mother Shipton, in which it was stated that Ursula Sonthiel (1488-1561) married Toby Shipton at Knaresborough, and after acquiring a reputation as a prophetess, died at Clifton. Her prophecies foretold the invention of the steam engine and the electric telegraph, and the end of the world in 1881; but these were additions made by a certain Charles Hindley in 1871, who acknowledged the fraud in 1873. See Harrison's Mother Shipton Investigated (1881). Ship-worm. See TEREDO. VAGE. Shiras, GEORGE, JR. (1832), American jurist, was born in Pittsburg, Pa. He graduated at Yale in 1853, at the Yale Law School in 1854, and was admitted to the bar in 1856. He practised law in Pittsburg until he was appointed a justice of the U. S. Supreme Court in 1892. In 1894, on the reargument of the income tax case, he changed his vote, originally given for the constitutionality of the tax, and thus decided the matter the other way. In 1903 he retired from the bench. Shiraz, town in Southern Persia, situated in a pleasant valley, with a delightful climate; 155 m. S.S.E. of Ispahan. It is an important commercial as well as historical town; exports tobacco and inlaid woodwork, and is famous for its wine. Shiraz was the birthplace of the poets Hafiz and Saadi. In the pre-Mohammedan era it was a Zoroastrian town, and 2 m. N.E. is the famous Zoroastrian temple of Mossella. Shiraz is also famous for the pure Persian spoken there. Pop. 50,000. Shire River, Southeast Africa, issues from the S.E. corner of Lake Nyasa; flows s.s.w., then bends S.W., and beyond the rapids and the Murchison Falls takes a s.S.E. direction, joining the Zambezi near Shamo. It is navigable to Chiromo, and for smaller vessels as far as Katungas. It is also navigable from Lake Nyasa south as far as Matope. Shirlaw, WALTER (1838-1909), American landscape and genre painter, was born in Paisley, Scot land. In 1840 his parents settled in Chicago. He was educated in the public schools, and studied painting and banknote engraving. He followed the latter profession until he had a painting exhibited (1861), when he turned to art. He helped organize the Chicago National Academy of Design. In 1870 he went to Munich, where he worked at the Academy. In 1876 he returned to the United States to become a teacher at the Art Students' League in New York. In 1878 he was one of the founders and the first president of the Society of American Artists, and he was elected to the National Academy ten years later. Among his noted pictures are: Tuning the Bell (1874); Sheep-Shearing in the Bavarian Mountains (1876); Goose Girl (1878); Marble Quarry (1880); Street Scene in Brittany (1906); Rolling Steel Plates, and Emptying the Crucible. He also made many successful designs for stained glass and for mural decorations. Shirley, JAMES (1596-1666), English poet and dramatist, was born in London. In 1623 he was master of St. Albans Grammar School, and in 1625 he returned to London and wrote plays, chiefly for the Cockpit in Drury Lane. In 1636 he settled in Dublin, and wrote for a theatre newly opened there, but returned to London in 1640. He served as a royalist in the Civil War, and after the Restoration was employed as a bookseller's hack. His plays include The Wedding (1629); The Grateful Servant (1630); School of Compliment (1631); The Witty Fair One (1633); The Traitor (1635); The Gamester (1637); The Lady of Pleasure (1637); The Ball (with Chapman, 1639); The Coronation (with Fletcher, 1640). He also wrote masques, as, A Contention for Honor and Riches (1633); Triumph of Peace (1634); Triumph of Beauty (1646); Cupid and Death (1653). His Poems appeared in 1646; his Works (ed. Dyce) in 1833; his Select Plays (ed. Gosse) in 1888. Shirley, WILLIAM (1693-1771), American colonian governor, was born in Preston, Sussex county, England. He settled in Boston in 1731, and practised law. He was a commissioner to settle the boundary dispute with Rhode Island, and in 1741 was appointed governor of Massachusetts. When the war with France, known as 'King George's War,' began, he evolved a plan for the capture of the important fortress of Louisburg; and it was largely due to the energy displayed by him in enlisting and equipping the expedition that the place was taken. During 1745-53 he was absent in Europe on leave, returning to America in the latter year. In 1755, upon the death of General Braddock, he became commander-in-chief of the British forces in America. His success in this position, however, was not marked, and in 1756 he was ordered to England, and was deprived of his governorship. In compensation he was afterward made governor of the Bahamas. In 1770 he returned to Massachusetts and settled in Roxbury. He is credited with being the first official who saw the importance of the contest between the French and English for predominance in North America. He published A Letter to ... the Duke of Newcastle (1745); Conduct of Gen. William Shirley (1758). Shishak, or SHESHONK, the name of several kings of Egypt, of the Bubastite or Twenty-second Dynasty. Shishak 1. is mentioned in 1 Kings xiv. 25 and 2 Chron. xii., as having invaded Judah, reduced its fenced cities, and plundered the temple and palace. He added a court to the temple at Karnak, and placed near it a monument of his conquests. Shittim Wood, the wood of which the Hebrew tabernacle is Isaid to have been made, is the wood of the shittah (Acacia seyal), a thorny tree still found on the shore of the Dead Sea. Shively, BENJAMIN F. (1857), American legislator, was born in St. Joseph county, Indiana. He was graduated in law at the University of Michigan in 1886; and engaged successively in teaching and journalism. In 1884-5 and 1887-93 he was a member of Congress. He was unsuccessful candidate for governor of Indiana in 1896, and for the U. S. Senate in 1903 and 1905; was elected U. S. Senator for Indiana, for term of 1909–15. Shklov, town, Moghilev government, Western Russia, on the Dnieper River; 18 m. N. of Moghilev city. It is a river port. Pop. 15,000. Shoa, formerly a kingdom, now the southern division of Abyssinia, Africa, covering an area of about 20,000 square miles. The country is elevated, consisting largely of plateaus 3,000 feet above sea-level traversed by ranges of mountains, which reach their culmination in Mount Metatite, at the elevation of 10,700 feet. These plateaus are devoted largely to grazing. The eastern portion of the district is the principal agricultural section, producing large crops of wheat and barley, and some cotton. Besides these the exports include coffee and spices, ivory, ostrich feathers, dyewoods, gums, etc. In 1889 Abyssinia was consolidated under Menelik II., then king of Shoa. The chief town, formerly the capital, is Ankober. The population exceeds 1,000,000. Shock, or COLLAPSE, a suddenly produced depression of all the bodily functions. Its chief characteristics are lowered activity of the cardiac and respiratory systems, with depression of the sensory functions and fall of the sur |