Imatges de pàgina
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of the comparative security and good order enforced by the pacha. (We have gleaned these details from the different works of Burckhardt, particularly from his Travels in Arabia, vol. i. pp. 1-100.)

DOCKS are artificial basins for the reception of ships. The term has been supposed by some to be derived from the Greek dekoμai, to receive; but it is obviously no other than the Teutonic dock, originally perhaps derived from dekken, to cover, enclose, or protect. Docks are of two sorts-wet and dry. Wet docks are generally constructed with gates to retain the water. Ships are admitted at high water; and the gates being shut, they are kept constantly afloat. A dry dock is intended for the building, repairing, or examination of ships. The ships to be repaired or examined are admitted into it at high water; and the water either ebbs out with the receding sea, or is pumped out after the gates are shut. Utility of Docks. The construction of wet docks has done much to facilitate and promote navigation. A large vessel, particularly if loaded, could not be allowed to come to the ground, or to lie on the beach, without sustaining considerable injury, and perhaps being destroyed; and even the smaller class of vessels are apt to be strained, and otherwise hurt, if they are left dry, unless the ground be very soft. Hence, when large vessels have to be loaded or unloaded where there are no docks, and where the water close to the shore or quay is not sufficiently deep, the work can only be carried on during a particular period of each tide; it being necessary, in order to keep the vessel afloat, that she should leave the shore with the ebbing tide. Attempts have sometimes been made to obviate this inconvenience, by running jetties or piers to such a distance into the sea, that there might always be a sufficient depth of water at their heads: but this can only be done in peculiar situations; and it requires that the ship's position should be frequently changed. It is in most cases, too, impossible properly to protect the cargoes of ships loading or unloading at quays, or on the beach, from depredation. Previously to the construction of the wet docks on the Thames, the property annually pillaged from ships was estimated to amount to 500,000l. a year, though this is probably much exaggerated.

I. DOCKS ON THE THAMES.

1. East and West India Docks.
2. London Docks.

3. St. Katherine's Docks.

4. Commercial Docks.

Charges,

5. London Port Dues.
on Account of Lights, Pilotage,
&c. in the Thames. Shipping,
&c. of London.

II. SOUTHAMPTON DOCKS, SHIPPING, ETC.

III. LIVERPOOL AND BIRKENHEAD DOCKS, SHIPPING, ETC.
IV. BRISTOL DOCKS, SHIPPING, ETC.
V. HULL DOCKS, SHIPPING, ETC.
VI. DUNDEE DOCKS, SHIPPING, ETC.
VII. GOOLE DOCKS, SHIPPING, ETC.
VIII. LEITH DOCKS, SHIPPING, ETC.

I. DOCKS ON THE THAMES.

It is singular that, notwithstanding the obvious utility of wet docks, and the vast trade of the metropolis, there was no establishment of this sort on the Thames till nearly a century after a wet dock had been constructed at Liverpool. The inconvenience arising from the crowded state of the river, at the periods when fleets of merchantmen were accustomed to arrive, the insufficient accommodation afforded by the legal quays and sufferance wharfs, the necessity under which many ships were placed of unloading in the river into lighters, and the insecurity and loss of property thence arising, had been long felt as almost intolerable grievances; but so powerful was the opposition to any change, made by the private wharfingers and others interested in the support of the existing order of things, that it was not till 1793 that a plan was projected for making wet docks for the port of London; and 6 years more elapsed before the act for the construction of the West India Docks was passed.

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1. West India Docks, now conjoined with the East India Docks. The West India Docks were the first, and continue to be the most extensive, of the great warehousing establishments formed in the port of London. Their construction commenced in February, 1800, and they were partially opened in August, 1802. They stretch across the isthmus joining the Isle of Dogs to the Middlesex side of the Thames. They originally consisted of an Import and Export Dock, each communicating, by means of locks, with a basin of 5 or 6 acres in extent at the end next Blackwall, and with another of more than 2 acres at the end next Limehouse: both of these basins communicate with the Thames. To these works were added in 1829, the South Dock, formerly the City Canal, which runs parallel to the Export Dock. This canal was intended to facilitate navigation, by enabling ships to avoid the circuitous course round the

Isle of Dogs. It was, however, but little used for that purpose, and is now appropriated to the wood trade, for the greater accommodation of which, a pond of 19 acres has been formed on the south side for the reception of bonded timber. The Export Dock, or that appropriated for ships loading outwards, is about 870 yards in length, by 135 in width; so that its area is near 25 acres; the North or Import Dock, or that appropriated for ships entering to discharge, is of the same length as the Export Dock, and 166 yards wide; so that it contains nearly 30 acres. The South Dock, which is appropriated both to import and export vessels, is 1,183 yards long, with an entrance to the river at each end; both the locks, as well as that into the Blackwall Basin, being 45 feet wide, are large enough to admit ships of 1,200 tons burden. At the highest tides, the depth of water in the docks is 24 feet; and the whole will contain, with ease, 600 vessels of from 250 to 500 tons. The separation of the homeward bound ships, which is of the utmost importance for preventing plunder, and giving additional security to the revenue and the merchant, was, for the first time, adopted in this establishment. The Import and Export Docks are parallel to each other, being divided by a range of warehouses, principally appropriated to the reception of rum, brandy, and other spirituous liquors. There are smaller warehouses and sheds on the quays of the Export and South Docks, for the reception of goods sent down for exportation. The warehouses for imported goods are on the four quays of the Import Dock. They are well contrived, and of great extent, being calculated to contain 160,000 hhds. of sugar, exclusive of coffee and other produce. There have been deposited, at the same time, upon the quays, under the sheds and in the warehouses belonging to these docks, 148,563 hhds. of sugar, 70,875 casks and 433,648 bags of coffee, 35,158 puncheons of rum and pipes of Madeira wine, 14,021 logs of mahogany, 21,350 tons of logwood, &c. The whole area occupied by the docks, warehouses, &c. includes about 295 acres; and the most effectual precautions are adopted for the prevention of fire and pilfering.

This spacious and magnificent establishment was formed by subscription, the property being vested in the West India Dock Company, the affairs of which were managed by 21 directors as a body corporate.

The West India Docks proved a very successful undertaking, and have been highly beneficial to the original shareholders as well as to the trade of the port. All West India ships frequenting the Thames were obliged to use them for a period of 20 years from their completion. The dividend on the Company's stock was limited to 10 per cent.; and after making dividends to the full amount, with the exception of the first half year, they had in 1819 an accumulated fund of near 400,000l. But they then diminished their charges, at the suggestion of a committee of the House of Commons; and having been since still more considerably reduced, the surplus has been absorbed. The nearest dock-gate is at Limehouse, and the other about mile farther from town. The East India Docks, united with those now described in 1838, are situated at Blackwall, about 3 miles from the Exchange, and were originally intended for the accommodation of ships employed by the East India Company, or in the East Indian trade; but they are now open to vessels from all parts. There are 2 docks; 1 for ships unloading inwards, and 1 for those loading outwards. The Import Dock contains about 18 acres, and the Export Dock about 9 acres. The entrance basin, which connects the docks with the river, contains about 23 acres: the length of the entrance lock is 210 feet, the width of the gates 48 feet clear. The depth of water in the East India Docks is never less than 23 feet; so that they can accommodate ships of greater burden than any other establishment on the river. There is attached to them a splendid quay fronting the river, nearly 700 feet in length, with water sufficient at all times of the tide to float the largest steam ships; and the Export Dock is furnished with a machine for masting and dismasting the largest ships.

Exclusive of the inagnificent warehouses attached to the West India Docks, the East and West India Dock Company possess the East India warehouses in Billiter Street, Fenchurch Street, Jewry Street, and Crutched Friars; in which they warehouse and show tea, indigo, silk, drugs, spices, &c.

The capital of both establishments, or of the United Company, amounts to 2,065,6681, the dividend on which is at present 54 per cent. The management is vested in a board of 32 directors. The consolidation of the establishment was advantageous to the shareholders by reducing the expense of management, and to the public by giving a greater choice of accommodation to vessels frequenting the docks.

The inconvenience of the distance at which these docks are situated from the Exchange has been in a great degree obviated by the opening of the railway to Blackwall, and by the exhibition of samples in the Company's upper warehouses. Still, however, the charge on account of cartage is a little heavier on goods warehoused at the docks of this company than on those warehoused farther up the river. But, on the other hand, ships entering the East India or West India Docks avoid a considerable extent of troublesome, if not dangerous navigation, that must be undertaken by those bound for the London and St. Katherine's Docks.

RULES AND REGULATIONS TO BE OBSERVED, AND RATES TO BE PAID, BY SHIPPING IN THE EAST AND WEST INDIA Docks.

Regulations to be observed by Masters, Pilots, and other Persona having the charge of Ships, Vessels, Lighters, or Craft, coming into, lying in, and going out of, the East and West India Dicks, pursuant to Act 2 Wil 4. cap. 52. The Company's Moorings. —-1. The moorings in the river, within 200 yards of each of the entrances at Blackwall, and that into Limehouse Basin, and within 150 yards of the Limehuse entrance of the South Dock, are reserved for the exclusive use of vesse's entering into, or which have recently come out of the Docks.

2. Every master or person in charge of any ship, lighter, barge, boat, or other vessel, of any description whatsoever. lying within the above distance, must immediately remove the same, when required by the dock masters or their assi tantsi penalty 6. for every hour which ruch vessel may rồm tin.

3. Pilots must not attempt to place ships inside the buoys, if other ships have previously brought up, but bring them to their births in due sucession on the out ide, unless they shall be expressly ordered by the dock master to take a berth inside the tier for the convenience of docking.

4. All parties creating obstructions will be prosecuted, and the penalties will be rigidly enforced.

Vessels about is enter the Docks. Signals.5. The red flag on the flag-staff at the entrance, is the signal for ships to prepare. A blue flag will be kept flying the whole time proper for docking when the tide has reached high water mark, that flag will be struck, after which no pilot must shear his vessel in, unless directed so to do by the dock master.

Declaration Bock.-6. When ships have brought up properly at the moorings, an officer will deliver the Company's regulations, and the commander or pilot of every vessel exceeding 100 tons must certify in the Declaration Book her draught of water that she is provided with all necessary and sufficient warps, ropes, and tackle, to remove and moor her in safety; and that her anchors are (or shall be before leaving the moorings) so secured and stowed as not to endanger the works, the ships therein, or the vessel herself.

Preparing Ships for Admission.-7. No time should be lost in getting the anchors properly secured and stowed, sails furled, quarter boats lowered down, guns unloaded, gunpowder put out, and such other precautions taken as the dock master may direct; when these preparations are completed, a flag must be hoisted at the fore, as a signal that the ship is ready.

8. All ships are required to send down top-gallant yards and strike top-gallant inasts, and to have their jib and mizen boops rigged close in, bomkins, martingales, and all outriggers un hipped, if time will permit, and at all events immediately after entering. Vessels will, however, be exempted from striking lower yards and top-masts, upon the master certifying that the same may be safely dispensed with, and engaging to be answerable for all consequences; but the yards must be topped well up, and the yard-arms lashed close in to the rikking.

Decking Tickets and Orders of Admission. — 9. In fixing the order of admission, and issuing the docking tickets, regard will be had to the state of the tides, and the size and draught of water of each vessel, as well as the time of arrival: the largest ships must necessarily be taken in when the tides are highest, although they may have arrived subsequent to smaller vessels. Loaded vessels must always have the preference over light ships.

10. No ship can be admitted, if neither the master nor pilot is on board.

11. The docking ticket will only remain in force for the tide for which it is granted.

12. At the proper time for the admission of each ship, notice will be given by hoisting her ticket number at the pier head, provided she has made the signal for being properly prepared.

13 If any vessel shall attempt to gain admittance before her number is hoisted, the owners, and the master, pilot, or other person in charge, must be responsible for all consequences.

Entering. 14. When a ship's number is hoisted, she must drop up to the entrance, and have good and sufficient warps ready to send to each pier, when directed by the dock masters. If the ship shall not so come to the entrance, she shall forfeit her turn.

15. When within the piers, proper ropes will be sent on board to guide and check the vessel through the lock: the master and pilot will be held responsible for making these, as well as the ship's warps, properly fast on board: the vessel must be hauled a-head by her own warps, and they are on no account to be cast off, unless ordered by the dock master, until the ship is in the basin.

16. Every pilot must bring his boat into the basin, or South Dock, as it is a most essential part of his duty to moor the ship. 17. The owners are answerable for all chips' boats, and none can be admitted into the Import Docks except such as are conveniently stowed on deck.

18. The boats of ships in the South Dock which cannot be securely stowed on deck, must be hauled up on the north bank, or secured afloat in such manner as the dock master may direct, after the ship is moored. Ships, however, which are not lying at a jetty, will be allowed to employ one boat during the legal hours of business, which boat must be chained by the Company's officers to the north bank as soon as that time has expired.

19. Any boats found afloat in any of the docks or basins contrary to these regulations, will be removed by the dock master, and will be detained until the charges occasioned by such removal shall be paid.

20. The hatches of all loaded ships are to be locked down, and the keys delivered to the officer appointed to receive the

same.

Western Import Dock.-21. No person whatever can be allowed to remain in this dock after the established hours of business, except as hereafter mentioned; nor can any person be permitted to have access to vessels therein, excepting the owner, master, or chief officer, without a pass.

22. Passes will be given by the principal of the police, on the application of the captain or chief mate, to admit the ship's apprentices, or other persons, to prepare the ship for discharging, or to do any other work which may be unavoidably necessary. Ships which retain their crews on board, must be removed to the basin after the hour of business, to remain

during the night. The Directors have fitted up the ship Wa terloo, in the South Dock, for the accommodation of Junior officers and apprentices, while their ships are discharging their cargoes in the Import Dock.

Ships discharging in either Docks. — 23. Preparatory to ships being discharged by the Company, the decks must be cleared of articles which would impede the working out of the cargo. 24. I'wo true copies of the manifest of the cargo must be delivered into the general office, at the Dock-house, in Biliter Square, within 12 hours after every vessel shall enter the docks, or after the cargo shall have been reported at the Customhouse, which shall first happen. Penalty for refusal or neglect, any sum not exceeding 5.2 Will. 4. c. 52. s. 84.

25. No manifests will be required for ships discharging by their own crew..

26. No ships can receive their rotation, or be allowed to break bulk, until their cargoes are duly entered; and such cargoes will be landed in due succession, according to the strict order in which the manifests are delivered and entries completed.

27. If such manifest, or bill of lading, or copy, shall be false, or if any bill of lading be uttered by any master, and the goods expressed therein shall not have been bond fide shipped on board such ship; or if any bill of lading uttered or produced by any master, shall not have been signed by him; or any such copy shall not have been received or made by him previously to his leaving the place where the goods expressed in such bill of lading, or copy, were shipped, penalty 1001. 4 Will. 4. c. 52 s. 11.

28. It is desirable that all baggage or presents should be sent as promptly as possible to the baggage warehouse, where an authority from the master for the delivery thereof must be loded. Ma.ters are particularly cautioned against signing such authorities in blank, or allowing themselves to be intluenced by importunity of brokers; and it is most desirable that one agent only should be appointed for each ship,

29. Packages of bullion or specie (whether cargo or private property) must be delivered by the captain, under his ow. responsibility, unless, from their being able to examination or other circumstances, he may be desirous of placing the same in the Company's charge; in which case, such packages, or any other of considerable value, should be particularly specified, and, if bills of lading have been granted for them, inserted in the reglar manifest of the ship. The delivery of goods overside will also rest with the master, and he must take such steps as he may think necessary, to protect his owners in respect to their freight.

30. An officer of the revenue is authorized to forward all despatches for the departments of government; packets so addressed will therefore be delivered into his charge, unless the Company receive express directions to the contrary.

Conditions to be observed by Ships taking in Cargoes from the Import Warehouses.-31-1. The taking the ship in and out of lock, or to and from the quay, to be performed by the master and crew, as directed by the dock masters.

32-2. The goods to be taken from the slings, and to be stowed away by the crew, under the orders of the master.

33-3. If a sufficient crew be not on board, to revive and stow away the goods, as delivered, or to transport the vessel, a further number of men shul be provided by the Company, at the charge of 34. 64. per man per day, to work under the di rection and responsibility of the master and his officers.

31-4. The vessel to be hauled into the basin or Export Dock after the usual hours of busines, by her own officers and crew, and to continue in their charge.

35. Goods sent by land carriage will be shipped in either of the docks, on payment of the usual charges.

36. To prevent delay in loading export vessels, the shippers should pay up the rent and charges upon the goods; or where the amount cannot be ascertained without weighing, &c., make a deposit to cover the same.

Eastern and Western Import and Export Docks, the Basins, and South Dock. - 37. All vessels entering or lying in these docks and basins, are in charge of the masters and owners; and it is the duty of the pilots, or officers and crews, to transport their respective vessels, except as provided for by the table of rates, under their own responsibility, to or from the river, and to or from any part of the docks or basins, as directed by the dock master.

38. Light ships on entering from the river must be provided with sufficient hands to dock and transport them, and should move in due time into the dock; otherwise they will be removed by the dock master, and the owners charged with the

expense.

39. Ships taking in cargoes will be moored at the quays in due rotation. Light ships not taking in goods shall be moored in either of the docks or basins, as the dock masters may judge convenient.

40. While ships are lying at, or moving to or from the quay, all out-riggers should be got in and made snug and sails are by no means to be loose while so moving, or after daylight. 41. No ship must be removed from her berth without notice being given to the dock master, and his assent as to the time of removal being obtained.

42. Craft must be fastened to the ships from which they are receiving, or to which they may be delivering goods: the charge upon craft which shall not be bond fide so engaged, will be the same as the rent upon sloops and craft coastwise, and, as usual, not less than one week's rent will be charged. To obviate any doubt as to the time for which they may be fairly entitled to exemption, twenty-four hours will be allowed from the time of entering the dock, for receiving goods; and twenty four hours after being loaded or discharged, for going out of the docks.

43. Convenient receptacles on the quays and craft are provided, wherein all dust, ashes, &c. are to be deposited, and which shall be cleared by the persons appointed by the Company, and by no one else."

44. No vessel can be permitted to take in ballast after day. light, or before day-break.

45. Ships' provisions or stores cannot be permitted to pass the gates without an order signed by the captain or owner. 46. No caulking or plumbers' work can be allowed without special permission, to be obtained from the principal of police. South Dock Jetties.-17. Ships landing cargoes in the South

Dock, or taking in goods by land, shall have the preferable use of the jetties.

48. Ships which are fitting out, but have not commenced loading, shall be accommodated as far as possible; but such ships must be removed to make room for vessels about to discharge or take in cargo by land.

49. In other respects, preference will be given to ships intended for sale, over those which are merely laying up; and as between ships which are similarly circumstanced, the priority of their entering the dock shall determine the preference, 50. The captains or commanding officers of ships are cautioned to be attentive and careful to boom off when the ship is fast loading down in the water, or on the approach of neap tides.

Fire and Candle.-51. To vessels lying in the Eastern Import Dock, the Eastern and Western Export Docks, the South Dock, or either of the basins, special licences will be granted, on application to the principal of the police.

52. Every such licence will express the place in which fire may be kept, and the circumstances under which it may be used upon the slightest infringement of the conditions, the penalty prescribed by law will be rigidly enforced.

53. Every application for a licence must be made by the mas ter or owner, specifying the names and capacity of the persons in charge of the ship, and engaging to be responsible for their attention to the regulations.

Opening and shutting the Gates. 54. The gates of the Export and South Docks will be opened at six o'clock in the morning and shut at eight o'clock in the evening, from the 1st of March to the 10th of November; and from the 11th of November to the last day of February, opened at eight in the morning and shut at seven in the evening.

55. Captains and mates may be furnished with tickets, upon applying at the police office, at the Eastern or Western Import Dock, which will entitle them to admission till nine o'clock, p.m., but no person whatever can be allowed to go out after the hour for closing the gates.

Vessels about to leave the Docks.-56. Export vessels should be hauled out in sufficient time to be at the river locks, at Blackwall, at low water; to prevent the inconvenience of hauling down during the time that other vessels are requiring adinission, which must have the preference.

57. Vessels can only be let out after high water, upon the special request of the officers in charge of them.

58. Ships going into the river must use their own ropes, as they are out of the dock master's charge when clear of the outer Bates.

59. The hours of attendance are-from 10th May to 9th November inclusive, eight in the morning to four in the afternoon; from 10th November to 9th May, inclusive, nine in the morning to four in the afternoon; and there is to be no intermission of business during these hours.

60. No holidays are to be kept, except Sundays, Christmas Day, Good Friday, fast days appointed by royal proclamation, and the King's or Queen's birth days.

The foregoing regulations approved and confirmed by the Court of Directors of the East and West India Dock Company. GEORGE COLLIN,

TONNAGE RATES.

SECRETARY.

Sailing Vessels inwards discharged by the Company.

For docking, mooring, and removing within the docks and basins, unloading the cargo, and the use of the docks, for four weeks from the final discharge; viz.

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If corn vessels quit without unloading, rent to commence after one clear day from the date of entrance.

Vessels two-thirds laden with corn will be charged the usual tonnage rates on the other part of their cargoes, in proportion to their register tonnage.

If vessels to which the above exceptions apply load outwards, they will be charged the usual rate of 6d. per ton register.

Sailing Vessels outwards, or light Vessels, other than Steam Vessels.

Entering to load or lay up, not having discharged their import cargoes in the docks,

The use of the docks for any period not exceeding four weeks from the date of entering

- 06

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ton reg.

7 6 - 10 0

s. d.

Rent, per week, for boilers, funnels, cylinders, and the

like

· 0 3

· U 1

Laden with sugar, otherwise than after-mentioned, or other goods packed in bales, bags, baskets, serons, casks, cases, chests, or similar packages, (except oil direct from the fisheries, tallow, or ashes), metal, in pigs, bars, rods, plates, or similar pieces, wood in planks or billets, such as dyewood, and staves And in addition, for every load or ton of blue gum wood or oil in iron tanks

Dock Rent.

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- 1 6 0 6 20

2 6

2 6

Laden entirely with hemp or goods in bulk, or oil direct

from the fisheries

19

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Do. for plates, shafts, and other gearing

For remaining over the periods specified, Sailing vessels - per week 01 Steam vessels laying up, repairing, or fitting machinery 0 14 All vessels which re-enter after having been out for repair, will be allowed their privilege without reckoning the time they remained out.

For the more expeditious discharge of vessels, every assistance may be obtained in clearing the decks, or stiffening them; coopering water casks and shipping them, when filled. Should the Company's moveal le machinery be desired, it will be lent upon application to the superintendent. The following charges will be made for such services.

For labourers hired to work under the directions of the commanding officer of the ship, each man per day, of the regulated hours of attendance

And not less than day to be charged. charged in proportion.

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Schedule of Rates on Goods inwards.

The Landing Rate is changed upon the gross weight, and includes landing, wharfage, welshing or gauging, and housing, or piling on the quays, or loading there from, original warrants, accounts of landing weights or gauges, and strengths of spirits, surveying and furnishing cert ficates of damage. Goods not intended to be warehoused will be allowed four clear days from the final weighing of the parcel for removal, in default of which they will be housed or piled. If intended for immediate tran shipment, they may remain on the quay, subject to the same regulations as goods prepared for shipment, paying rent as if housed at landing.

The prime or consolidated Rate Includes all expenses for landing, wharfage, weighing or guaging at landing; coopering or mending for housing; marking, sampling, housing, weighing for actual delivery and delivering; furnishing landing and delivery weights, or gauges and strengths; surveying and furni hing certificates of damage, and rent for twelve weeks from the date of the ship's commencement of discharge, excepting where it is otherwise stated. It is charged upon the nett weight, and on all goods to which it is affixed, unless notice be given by the importers, of their desi e to have them placed under the landing rate.

Re-weighing when not other-}

wise specified,
R: housing,
Unpiling,
Reping,

Unhousing or unpiling and

ading,

and}

Wharfage and shipping,
Unloading and housing or}

ping,

Unhousing or unpiling,

wharfage, and shipping

one third of landing-rate.

do.

do.

do.

do.

do.

two-thirds of landing-rate.

the same as the landing-rate.

The Warehouse Rent is chargeable on the gross weight, from the date of the ship's breaking bulk, or from first landing from craft; when goods sold from the landing scale are housed, the rent will be charged from the final weighing of the parcel. A week's rent will be charged for any fraction of a week. Before transfer by the Company, or delivery of any goods can take place, the charges on the quantity to be transferred or delivered must be paid.

TABLE OF RATES AND CHARGES ON GOODS IMPORTED INTO THE EAST AND WEST INDIA DOCKS.
N. B. The rates in these Tables will be charged on all goods imported or received into the Docks,
on and after the 1st of December, 1839; and from that date, on all goods which may remain in the
warehouses or on the quays, as far as regards rent and future operations, but they are not to be retro-
spective.

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