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bulky commodities. They have but little accommodation for warehousing; and their establishments are not constructed so as to entitle them to bond all goods. The Surrey Canal Company also admits vessels to be docked in the basin of their canal.

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

It is highly desirable that expert pilots, brilliant lights, and every other means that it is possible to devise, should be afforded to render navigation safe and expeditious. But to secure these advantages, it is indispensable that the charges on their account should be moderate. If they be otherwise, navigators are not unfrequently tempted to resort to what are less expensive, though less secure, channels. This principle has not, however obvious, been always kept sufficiently in view either in this or in other countries. During the latter years of the war, and down to 1825, the charges on account of docks, lights, pilotage, &c. on ships in the Thames, and most other British ports, were exceedingly heavy : and would, no doubt, had they been maintained, have materially injured our commerce. Instead, also, of encouraging the resort of foreign ships to our ports, a contrary policy was adopted; the charges laid on them being usually about double those laid on British ships. This regulation was intended to promote the employment of the latter; but, as it led to reprisals in other countries, its real influence is believed to have been quite different; while, by driving away foreigners, it injured the trade of the country, and prevented our ports from becoming, what they are so well fitted to be, the emporiums of the world. We are glad, however, to have to state, that the circumstances now alluded to have been materially, or rather wholly, changed within the last 20 years. In 1825, the various dock monopolies expired; and a very great reduction has since been made in the charges on account of the docks, which, as already seen, are now very moderate indeed.

Exclusive of the dock duties, certain port or tonnage duties were imposed on ships frequenting the port of London, by the acts 39 Geo 3. c. 69., 43 Geo. 3. c. 121., &c., partly to pay the harbour masters, provide mooring chains, &c., and partly to create a fund for the improvement of the port, and in particular for defraying the cost of making a navigable canal across the Isle of Dogs. But this canal having been sold (ante, p. 468.) for 120,000l. to the West India Dock Company, under the 10 Geo. 4. c. 130., and the sums advanced by the public for the improvement of the port having been repaid, it was judiciously resolved to reduce the port duties to the low est rates capable of defraying the necessary expenses. This was effected by the 4 & 5 Will. 4. c. 32., which imposes the following tonnage duties on vessels in the port: — Per Ton. d.

1st Class -For every ship or other vessel trading coastwise between the port of London and any port or place in Great Britain, Ireland, the Orkneys, Shetland, or the Western Islands of Scotland, there shall be paid for every voyage in and out of the said port

2d Class. For every ship, &c., entering inwards or clearing outwards from or to Denmark, Norway, or Lapland (on this side of the North Cape), or frein Holstein, Hamburg, Bremen, or any other part of Germany bordering on or near the Germanic Ocean, or from or to Helland, or any other of the United Provinces, or Brabant, Antwerp, Flanders, or any other part of the Netherlands, or from or to France, (within Ushant,) Guernsey, Jersey, Alderney, Sark, or the Isle of Man, there shall be paid for every, &c., as above

3d Class. For every ship, &c. entering inwards or clear

Per Ton.

ing outwards from or to Lapland (beyond the North d. Cape), Finland, Russia (without or within the Baltic Sea), Livonia, Courland, Poland, Prussia, Sweden, or any other country or place within the Baltic Sea, there shall be paid for every, &c., as above

4th Class. For every ship, &c. entering inwards or clearing outwards from or to France (between Ushant and Spain), Portugal, Spain (without the Mediterranean), or any of the Azores, Madeira, or Canary Islands, or any of the U. States of America, or of the British colonies or provinces in N. America or Florida, there shall be paid for every, &c., as above

5th Class. For every ship, &c. entering inwards or clearing outwards from or to Greenland, Gibraltar, France, or Spain (within the Mediterranean), or any country, island, port, or place within or bordering on or near the Mediterranean or Adriatic Sea, or from the West Indics, Louisiana, Mexico, S. America, Africa, East India, China, or any other country, island, port, or place within or bordering on or near the Pacific Ocean, or from any other country, island, port, or place whatsoever to the southward of 25° of north latitude, there shall be paid, &c., as above

Exemptions. Ships of war, and ships the property of 11. Mr.

or any of the royal family. Any vessel coming to or going coastwise from the port of London, or to any part of Great Britain, unless such vessel shall exceed 45 tons. Any vessel bringing corn coastwise, the principal part of whose cargo shall consist of corn. Any fishing smacks, lobster and oyster boats, or vessels for passengers. Any vessel or craft navigating the Thames above and below London Bridge, as far as Gravesend only. Any vessel entering inwards or outwards in ballast.

Owing to the distance of London from the sea, and the rather intricate navigation at the mouth of the river, the charges on account of lights and pilotage must necessarily be pretty heavy. They have, however, been very materially reduced of late years. The charges on account of the lights under the management of the Trinity House have been diminished, in almost every instance, at least one third; and in many instances as much as a half, and sometimes even more, since 1823. (See LIGHT-HOUSES.) The practice of imposing discriminating light and pilotage dues on foreign vessels is still kept up; but owing to the general establishment of reciprocity treaties with foreign powers, the grievance thence arising has become rather nominal than real, and at present affects very few of the foreign vessels coming to our ports.

The act 6 Geo. 4. c. 125. made a reduction of 8 per cent. in the charges authorised to be demanded by the pilots licensed by the Trinity House for the port of London; and foreign vessels, privileged as British vessels, have been relieved from the additional or surplus rate of 25 per cent. payable to the Trinity pilots, as well as to those licensed by the Lord Warden of the Cinque Ports. (See PILOTAGE.) The oppressive and troublesome charges in the port of London, imposed on alien goods under the names of package, scavage, &c. (see PACKAGE) were put an end to in 1833. At present, therefore, we believe we are warranted in affirming that, considering its distance from the sea, the public charges on shipping in the port of London are quite as reasonable as in any other port of the empire, or of the world. But we are inclined to think that further reductions may still be effected, partícularly in the article pilotage.

The following accounts show the nature and amount of the various charges that are at present incurred by vessels in the port of London : --

Account of Charges on a Ship of about 480 Tons entering and departing the Port of London laden both ways, supposing every thing to be conducted with strict Economy, and excluding any Charge on account of extraordinary Despatch or superior Accommodation.

From and to Calcutta or New York. £. d. £ . d.

£. d.

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Account of Charges on a Ship of about 480 Tons entering and departing the Port of London laden both ways, supposing every thing to be conducted with strict Economy, and excluding any Charge on account of extraordinary Despatch and superior Accommodation, from and to Jamaica.

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Pilotage to the Downs, according to draught of water.

Putting the pilot on shore, unless landed in the ship's boat, from 1. to 31., according to weather, &c.

The following tabular statements will serve to illustrate the progress of the foreign trade and navigation of London: -

Number and Tonnage of Vessels entering the Port of London from Foreign Parts, with Cargoes and in Ballast, distinguishing between British and Foreign Ships.

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Amount of Shipping, &c. belonging to the Port of London. According to the official accounts, there belonged to this port, on the 31st of December, 1850, 2,719 sailing vessels: of these 2,009, of the aggregate burden of 580,223 tons, were respectively above 50 tons register, while 710, of the aggregate burden of 23,154 tons, were respectively under 50 tons register. There then also belonged to the port 333 steam vessels of the burden of 67,916 tons. The crews of these ships, including steamers, amounted to above 35,000 men and boys! In 1819, the gross customs duty collected in the port of London amounted to 7,749,4634.; in 1832, it amounted to 9,434,8542.; and in 1849, it had increased to 11,095,1467.! Excepting in New York, so vast an amount of shipping and commerce was never previously concentrated in any single port. London may be truly said to be universi orbis terrarum emporium." May her prosperity be as lasting as it is great!

An Account of the Number and Tonnage of Ships that entered the Port of London with Cargoes from Foreign Parts, distinguishing the Countries whence they arrived, in 1849.

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Account of the Number and Tonnage of Coasting Vessels which entered the Port of London, in 1849.

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Account of the Number and Tonnage of Vessels which entered the Port of London, in 1849, with Cargoes from the Colonies and Dependencies of England.

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EXPORTS FROM LONDON. Account showing the Gross Amount of the declared Value of Articles, the Produce and Manufacture of the United Kingdom, exported from the Port of London, in 1850; specifying also the separate Amounts of the declared Values of the Twelve Principal Articles.

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For an account of the rates of pilotage in the Thames, see PILOTAGE..

II. SOUTHAMPTON DOCKS, SHIPPING, &c.

Southampton, at the embouchure of the Itchen, on the inlet of the sea called Southampton Water, opposite to the Isle of Wight, lat. 50° 53′ 59′′ N., long. 1° 24′ W., may be regarded as one of the outports of the metropolis.

It is situated about 70 miles (direct distance) W.S.W. from London, the journey between them being performed, by means of the South-Western railway, in from 2 to 3 hours. Southampton Water affords good anchorage; and ships resorting to this port, or anchoring in Spithead roads, or in the channel between the Isle of Wight and the mainland, may get to sea, in almost every wind, with comparative facility. Hence it is usual for ships from London bound for the Mediterranean, India, the West Indies, or America, to touch at Cowes, opposite to Southampton Water, to take on board passengers, who thus avoid the lengthened and difficult navigation round by the Forelands and Beachy Head, at the same time that they are all but certain of being immediately able to proceed on their voyage; and hence, also, Southampton has now become the central station of the West India Mail Packet Company, of the steamers for Lisbon and Alexandria, and of those for Dieppe, and other French ports, &c. Latterly, also, the great natural advantages of its situation have been, and are in the course of being most materially improved. The channel of the Itchen has been deepened, and a tidal basin communicating with it, has been already formed. This basin covers an area of 16 acres, and is accessible to vessels drawing 22 feet water at all times of the tide. The construction of a wet dock of 14 acres has also been commenced; and a graving dock, with convenient vaults, warehouses, steam tugs, and ponds for timber have been provided for the use of the ships and the accommodation of the goods landed and shipped at the port.

The rates and charges which the Dock Company are empowered by their act to levy, are the same as those of the principal docks of the port of London; but the directors have reduced them as follows:

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£ s. d.

Free. 001

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£. d. 009 -009 0 0 9

12. Do. entirely with tea, per ton ship's register
13. Do. do. flour in casks, per ton ship's register
14. Do. do. grain or seeds, if in bulk, ls., if in bags,
per ton ship's rezister
15. Do. do., cr chiefly with wine, per ton ship's
register

16. Do with cargoes of hemp, tallow, ashes, &c. 1
on hemp, per ton weight-

Do, on ashes or tallow, per ton weight

17. Do. entirely with hemp, per ton weight

18. Do. with mixed cargoes, from Hamburg or Hol-
land, per ton register

19. Do. with oranges, per freight ton
20. Do. with dried fruits, per ton register

NOTE The ship's tonnage rate of 1d. per ton
ship's register (No. 2. above), is to be paid as
a distinct charge in all the foregoing cases,
Nos. 3. to 20.

21. Yachts, with privilege of ingress and egress at
pleasure, and including wharfage on all baggage
and ship's stores, at per ton register per annum
0 0 2 22. Colliers, trans-shipping cargo into other vessels in
dock, in lieu of charge upon the cargo

. 0 1
030

0

8. Do. with West India cargoes (sugar, rum, &c ), per ton ship's register

019

9. Do. with sugar in cases or chests, if above 5 cwt. each, per ton ship's register

0

10. Do. do. in bags or ditto, under 5 cwt. each, per ton ship's register

1 -009

3

11. Do. entirely with coffee, in casks or bags, per ton ship's register

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23. Vessels to lie up, or to fit machinery, not having
discharged in the docks, per register ton per week 0 0 A
24. Vessels lying up, or remaining, after discharging
and landing their cargoes in the docks, will be
charged a reduced rate of rent, commencing 3
weeks from entering the docks, per register ton
per week

- 004 In all the above cases new measurement is to be understood." Ships can enter, lie afloat, and go out of dock, at all times of tide; to facilitate and expedite which, the Company have provided a powerful steam tug, which may be used at a mode. rate charge. We subjoin

An Account of the Number and Tonnage of the Vessels engaged in Foreign Trade which entered Inwards and cleared Outwards at Southampton, in 1850, distinguishing between Foreign and British Ships.

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The gross receipt of the customs' duties at Southampton in ports from Southampton amounted in the same year to 1850 amounted to 56,0651. The declared value of the ex- | 1,859,6471.

III. LIVERPOOL AND BIRKENHEAD DOCKS, SHIPPING, &c.

The rapid rise of the port of Liverpool to its present consequence, though no doubt principally owing, like that of the town itself, to the astonishing increase of manufactures and population, in the extensive district of which it is the grand emporium, is also, in part, owing to the facilities that have been given to navigation and commerce by the construction of wet and dry docks. The entrance to the estuary of the Mersey is a good deal encumbered with sand banks, and is crossed by a bar, which, however, has at low water spring tides, where deepest, 11 feet water; and as the tide rises 21 feet at neap, and 31 feet at spring tides, there is water for the largest ships; the channels too being indicated by light-vessels, and well marked with buoys, there is no difficulty in making the port. In fact, since the opening of the Victoria Channel (by dredging) in October, 1839, vessels of the largest size cross the bar at first quarter flood; 14,000 vessels passed through this channel in 12 months from its opening.

But the land around being low, ships in the river are exposed to risk from gales of wind; and to obviate this inconvenience, and to facilitate their loading and unloading, the docks have been constructed, which constitute the great glory of the town. The first wet dock in the British empire (now filled up) was opened here in 1708, a second about half a century after, and since that period many more have been constructed on a very magnificent scale, and furnished with all sorts of conveniences, so that the aggregate area of the wet docks now (1848) in use amounts to about

174 acres, and the quay-space is 14 miles in length. The dry docks include an area

of about 20 acres.

The docks are defended on the side next the river by a strong sea-wall nearly 4 miles in length. Every precaution is taken to prevent the accumulation of mud in the docks by the use of steam dredging-machines; and strict rules, enforced by a vigilant police force, are established to maintain good order, and prevent both fire and depredations.

The docks are all constructed on the estate of the corporation, and are managed by commissioners appointed by act of parliament. The bonding and other warehouses do not, however, generally belong to the dock estate, but are, for the most part, private property. Most of them are in the immediate vicinity of the docks, but some are at a considerable distance; and there is not, in this respect, the same accommodation, or the same security against fire and depredations, in the Liverpool as in the London docks, where, the warehouses being built along the dock-quays, goods are loaded and unloaded with the greatest possible facility, and are subsequently under efficient protection. But the numerous and destructive fires that have taken place amongst warehouses in Liverpool, and the consequent rise in the premium of insurance, have led to some material changes in their disposition. Indeed, the warehouses attached to the Albert dock, one of those most recently constructed, are built round the quays, and encircled by an outer wall, and are conducted by the dock trust, on the same plan as the London docks.

The difference in the situation of the warehouses here and in the metropolis leads to a difference in the mode of loading and unloading ships in each in London this is done by the servants of the different dock companies; whereas in Liverpool it is effected by undertakers, called lumpers. Individuals who follow this business engage to discharge a ship for a specific or lump sum, from 2 guineas, perhaps up to 20, according to the size and description of cargo, having the requisite number of common labourers (chiefly Irishmen) to do the work; the lumper being master and superintendent: these labourers are generally paid day wages, but sometimes the job is a joint concern among the whole.

A West India ship of 500 tons would be discharged by lumpers for from 101. to 15. a cotton ship of the same burden for 41. to 64 By discharging is merely meant putting out the cargo on the quay; the proprietors of the goods employ their own porters to weigh, load, and warehouse the property; they likewise employ their own coopers, where cooperage is required.

The expense of loading a West India ship of 500 tons outwards would not be half so much as that of discharging inwards, because they very seldom take a full cargo outwards. The average does not, perhaps, exceed a third. Hence the total expense of a West India ship of 500 tons, coming into and going out of the port of Liverpool, may be estimated as follows:

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Besides these, there is the charge for the various light-houses in St. George's Channel, which, however, cannot be called an expense peculiar to Liverpool.

Goods cost generally Ed. a ton every time they are moved. The hire of labourers for loading does not properly belong to the ship, being paid by the owner of the goods. Landing and putting into warehouse costs about 6d, a ton, exclusive of cartage. The owner of the vessel merely puts the goods on the quay. Birkenhead. But vast as is the accommodation afforded by these docks it would have been more than doubled had the immense works that have been begun at Birkenhead been completed. The latter is situated in the co. Chester, on the West side of the Mersey, directly opposite to and about 1,200 yards distant from Liverpool, of which it should be regarded as a suburb, or as forming an integral and important portion. Its population amounted in 1841 to 8,233, and it is now (1848) estimated at about 25,000. This increase appears to have taken place partly in consequence of the docks and other works commenced there, and partly in anticipation of their progress. And it is not to be denied that from the contiguity of Birkenhead to Liverpool, and from the nature of the soil, it offered several advantages for the construction of docks. Wallasey Pool, a creek or inlet of the sea, extending over above 130 acres, was to be formed into a gigantic wet dock; and it was also proposed to construct various subsidiary docks, with warehouses and so forth, planned on the most approved principles, and calculated to afford every facility for the loading and unloading of ships, the safe stowage of their cargoes, &c. The accompanying plan gives a good idea of the extent and character of the proposed works. They appear, however, to have been set about without due consideration; and it is very doubtful whether they will ever be com pleted, at least on their original plan. The accommodation on the Liverpool side of the river either is or may easily be made adequate for the shipping frequenting the port, which is naturally drawn to it from its being the great seat of business. In fact only one dock of about 3 acres has hitherto (November, 1848) been completed at

Birkenhead, and it is but little used. It is almost needless to add that the parties by whom these works have been undertaken have been heavy losers by the speculation. At present the probability is said to be that the works will be purchased, at much less than they have cost, by the corporation of Liverpool.

Commerce. Though now of such paramount importance, little more than two centuries have elapsed since this great emporium was correctly described as "the little creck of Liverpool," being then merely a dependency of Chester! And so late as 1709, it had only about 8,000 inhab., and 84 ships, of the burden of 5,789 tons! The progress of the town in the interval, in commerce, and in the accumulation of wealth and population, has been quite unprecedented in the bistory of industry. It is not, however, difficult to discover the causes of the all but apparently miraculous progress of Liverpool. A good deal must be ascribed to the enterprise, sagacity, and persevering industry of her merchants; but she is, no doubt, mainly indebted for her rise and the vast magnitude of her commerce, to her fortunate position, and, above all, to the increase of manufactures in Manchester and the surrounding district.

The situation of Liverpool necessarily renders her a principal seat of the trade between Ireland and Great Britain; and as the population and trade of the former increased, it could not fail proportionally to increase the trade of this port. The gradual filling up of the Dee, and the consequent decline of Chester as a barbour, has also proved of no little advantage to Liverpool, by rendering her the great mart for the salt at Nantwich, and other places in Cheshire, the exportation of which to foreign parts employs a great amount of shipping. Unquestionably, however, Liverpool would never have attained to half her present size or importance, but for the cotton manufacture. But being the port through which Manchester, Oldham, Bury, Bolton, Ashton, and other great seats of manufacture, could most conveniently obtain supplies of the raw material, and export their manufactured products, she has increased with every increase in this great department of industry; and it is no exaggeration to affirm, that the creative influence of the wonderful inventions and discoveries of Hargreaves, Arkwright, Crompton, Cartwright, and the other founders and improvers of the cotton manufacture, has been, though not so direct, quite as powerful, in the docks and warehouses of Liverpool as in the mills of Manchester.

The congenerous businesses of the slave trade and privateering appear to be the only departinents of an exotic character, and not bottomed on any natural facility, that have been ever carried on to any great extent from Liverpool. The slave trade began in 1723; and was prosecuted vigorously and successfully down to the abolition of the trade in 1866, when it employed 111 ships, of the burden of 25,919 tons. It was apprehended by many that the abolition of this nefarious, though lucrative, traffic, would be a severe blow to the prosperity of the port But so rapid was the increase of the legitimate and more natural branches of her trade, that it was but little felt at the time, and was very soon forgotten.

It is probable that the acquaintance with the slave trade may have given a stimulus to privateering; at all events, it was carried on to a great extent from Liverpool, both in the American and last French wars, especially in the former. In 1779, no fewer than 120 privateers belonged to the port, carrying each from 10 to 20 guns.

Account of the Entries of Vessels, and of the Amount of Dock Dues, in each Year, from 1757, with the Tounage of the Ships in the Liverpool Docks, since 1800.

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• Dues reduced on cotton and various other articles to the extent of 40,000l. per annum.
The chief cause of the falling off this year is the short supply of cotton, about 750,000 bales.

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