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temporary accommodation of vessels entering or leaving; one at Rownham for large ships, the other below the iron bridge at Bedminster, for vessels under 500 tons. There are several capacious graving-docks, and ship-building is carried on to some extent; the Great Western and Great Britain steam-ships, with the Severn, the Avon, and others of inferior dimensions having been built in the port. The tide in the Avon sets with great rapidity, especially between the high precipitous rocks of Clifton and Leigh, which seem rent asunder to admit its passage. In Kingroad its rise at springs is between 48 and 49 feet, at neaps above 23 feet: at the gates of the floating harbour it rises from 30 to 33 feet. Previously to the completion, in 1849, of the new lock or entrance to the floating harbour at Cumberland basin, Rownham, vessels occasionally loaded and unloaded in Kingroad, at the mouth of the river, by means of lighters. But the entrance to the basin is now of dimensions sufficient to admit steamers and other ships of the largest class. The port and other dues, which it was formerly imperative to levy on all vessels frequenting the port, whether they entered the new harbour or not, may now be remitted at the discretion of the town council, to those that do not avail themselves of the latter.

Bristol early possessed, and continues to enjoy, a large share of the trade with the West Indies. Among her foreign imports the most important are colonial products, tea, tobacco, timber, grain of all sorts, flour, wine, brandy, tallow, fruits, wool, hemp, dye stuffs, oil, saltpetre, hides, &c. The exports consist principally of the produce of the various manufactures of the city, comprising refined sugar, brass and copper articles, spirits, glass, earthenware, &c., with salt, coals, and culm, the produce of the neighbourhood; and, cotton, linen, and wollen goods. Bristol carries on an extensive and growing trade with Ireland, from which she imports, corn butter, bacon, potatoes, cattle, horses, sheep, pigs, salmon, &c. She sends in return, tea, raw and refined sugar, cheese, wrought iron, tin plates, copper, glass, woollens, leather, &c. The imports, coastwise, consist mostly of iron, tin, coal, salt, agricultural preduce, and foreign produce, brought from other ports under bond. The exports are chiefly foreign and colonial produce (especially groceries, spirits, and wines), and the various manufactures of the city. A steam communication for the conveyance of goods and passengers to Ireland was established in 1826, and has led to a great increase of the trade with that part of the empire. Bristol had the honour of being the first port in the empire to establish a regular communication by steam with the U. States. The first voyage by the Great Western steam-ship was performed in 1838.

The decline in the comparative importance of Bristol, as a trading emporium, has been chiefly manifested by contrasting her progress with that of Liverpool. The average customs duties of Bristol for the seven years ending with 1757, amounted to 155,1897.; those of Liverpool for the same period, to 51,1367. In 1784, the customs of Bristol had risen to 334.9097., a great increase; but those of Liverpool had advanced, in the same year, to 648,6847.; and in 1846, while the customs duties of the former amounted to 919,1497., those of the latter amounted to 3,622,0571. One of the chief causes that have been commonly assigned for this comparative slowness of progress is the excess of local taxation; the town and harbour dues having been much heavier than those of any other of the larger ports.

There can, however, be no doubt, that too much stress has been laid upon this circumstance in accounting for the slower progress of the trade of this port. The real causes of the rapid rise of Liverpool, Glasgow, and some other sea-port towns is to be found, not in the lowness of their port charges, er in any peculiar advantages they individually enjoy, but in their having become the ports of the great manufacturing districts. The extraordinary growth of Liverpool is a consequence of the still more extraordinary growth of the cotton manufacture. Her rise has been dependent upon, and consequent to, the rise of Manchester, Bolton, Blackburn, &c. Still, however, it is not to be denied that the trade of Bristol was seriously injured by the high charges that were formerly imposed on the shipping frequenting her port. But that grievance, after having been mitigated by various reductions effected since 1835, has at length been wholly obviated; and the charges on shipping in the Avon are now remarkable for their moderation. This important reform took place in 1848, under the local act 11 & 12 Vict. c. 43 (30 June, 1948), which transferred the property of the docks from the former dock company to the citizens, and vested their management in the common council of the city. In consequence of this change, and of the reduction of the rates by which it has been followed, ships that formerly paid 28. and 3s. per ton of dock dues now pay 1s. per do.; while those that paid Is. now pay 6d.; and those that paid sd. and 6d. now pay 4d. (See former rates in last edit. of this work.) All articles not enumerated in the annexed tables are exempted from dock and town duties. And it is of importance to observe that all former charges on ships and goods outwards have been wholly abolished; so that, as regards exports, Bristol is now an absolutely free port.

DOCK RATES AND DUES ON SHIPPING ENTERING THE PORT
OF BRISTOL, THOSE LEAVING THE SAME BEING FREE OF ALL
PORT CHARGES.

Dock Dues.

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076 N. B. There are no dock rates or other port charges pay. And a vesel having able on vessels leaving the port of Bristol. 0 once paid the dock dues on entering the port may remain for an indefinite period in the floating harbour without any further charge.

For every vessel trading from Africa, Honduras, £ s. d.
Surinam, and other ports in South America, the
U. States of America, the East and West Indies,
all the ports within the Straits of Gibraltar, the
Southern Whale Fishery, the British Colonies,
Portugal, Prussia, Russia, Spain, without the
Straits, and Sweden, per ton
For every vessel trading from Flanders, France,
without the Straits, Germany, Guernsey, Holland,
Jersey, Norway, Poland, and Zealand, per ton
For every vessel trading from Ireland, the Isle of
Man, Scotland, or as a coaster, not includ ng ves-
sel- from Cardiff, Newport, and other ports to the
eastward of the Holms, per ton

0

1

0

0

6

For every vessel from Cardiff, Newport, or any other port to the eastward of the Holms (not being Vessels one third part of the lading of which stall consist of coal, scroff, iron, tin, tin plates, grain, copper, bricks, stone, coal, tar, slate, bark, timber, or wood,) as follows:

If such vessel shall be under 40 tons burthen, for each voyage

If such vessel shall be 40 tons burthen, and under 75 tons, for each voyage

If such vessel be 75 tons burthen, and under 100 tons, for each voyage

If such vessel shall be 100 tons burthen or upwards, for each voyage

004

Anchorage and Moorage chargeable only an Versels coming from
Ports to the westward of the Holms.

All coasting vessels, from ports to the westward
of the Helms, not exceeding 40 tons burthen,
each voyage

Ditto, at and above 40 tons, ditto

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There are three considerable docks in Hull; occupying, inclusive of their wharfs, quays, &c., an area of above 28 acres. The first of these docks was constructed in 1775, and the last in 1829. And an act was passed in the session of 1843 for constructing a new dock to the east of the town. The old harbour, in the bed of the river Hull, which passes through the centre of the town, affords considerable accommodation for shipping; it is in contemplation to throw gates across its mouth, which will make it equivalent to another dock. Hull is the next port in the empire, after Bristol, or perhaps

Liverpool; for, although the customs duty collected in Hull be inferior to that of Bristol, it having amounted, in 1850, to only 383,5204. gross, she has a much greater amount of foreign trade and of shipping. Indeed the exports from Hull are inferior only to those from Liverpool and London. In 1850 they amounted to 10,366,610. In 1850, there belonged to the port 258 ships of 50 tons and upwards, having an aggregate burden of 55,354 tons, with 195 vessels of less than 50 tons; making a total of 453 ships and 62,472 tons, exclusive of 34 steamers, of the burden of 7,143 tons.

The commerce of Hull depends principally on her advantageous situation. She is the principal emporium of the extensive and fertile counties on the æstuary of the Humber, and of those traversed by the numerous and important rivers, including the Trent, Don, Ouse, &c. that have their embouchure in it. The natural facilities for internal communication thus enjoyed by Hull have been greatly extended by artificial means. She is now united, partly by rivers and partly by canals and railways, with Sheffield, Leeds, Manchester, Liverpool, &c.; so that she has become not merely the principal port for the W. Riding of Yorkshire, but also for a considerable portion of the trade carried on between Lancashire and the northern parts of the Continent. The great articles of export are cotton stuffs and twist, woollen goods, iron and hardware, earthenware, &c. The principal articles of import are wool, bones, timber, hemp and flax, corn, and seeds, madder, bark, turpentine, skins, &c. The rise of Goole has not been nearly so injurious to the trade of Hull as might have been supposed; and her superior facilities for trade and navigation will always ensure for her a decided superiority over the other ports on the Humber and its affluents. Hull used to be very largely engaged in the N. whale fishery; but here, as every where else, that branch of industry had dwindled to alinost nothing, only 2 vessels having left the port for the fishery in 1842. But it has again increased, 12 ships having been engaged in it in 1850. A regular intercourse is kept up, by steam packets, between Hull and London, and Hull and several of the Continental ports.

HARBOUR AND Dock DUES.

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Vessels coming to or going between the port of Kingston
upon Hull and any port to the N. of Yarmouth, in Nor-
folk, or any port to the southward of Holy Island, per ton 0 2
Vessels con ing to or going between the port of Kingston-
upon-Hull and any port between the N. Foreland and
Shetland, on the east side of England, except as above 0 3
Vessels trading between the port of Kingston-upon-Hull
and any other port in Great Esitain,not before described 0 6
Vessels trading between the port of Kingston-upon-Hull
and any port in the Baltic Seas, and all other ports
above the Sound

- 13

- 0 10

- 1 3

Vessels trading between the port of Kingston upon-Hull
and any port in Denmark, Sweden, or Norway below
Elsinore, or any port in Germany, Holland, Flanders,
France to the eastward of Ushant, Ireland, the Islands
of Guernsey and Jersey
Vessels trading between the port of Kingston-upon-Hull
and any island or port of Europe to the westward of
Ushant, without the Straits of Gibraltar
Vessels trading between the port of Kingston-upon-Hul
and every post in the W. Indies, N. or S. America,
Africa, Greenland, or any place to the E. of the
North Cape of Norway, all places within the Straits of
Gibraltar, and all islands and places in the ocean to the
Sof Cape St. Vincent, not herein-before mentioned 19
Vessels coming to or going (with merchandise) from

any of the above-named ports, pay double the rates,
tonnage, or duties, above mentioned, unless the said
vessels belong to British owners.

Vessels sailing coastwise or otherwise, and coming into the said haven in ballast to be laid up (coasting duty included)

-06

The sam rate of charges is made on vessels using the old harbour or roads.

The above rates are ve ted in the Dock Company, and are paid at the time of such vessel's entry inwards, of clearance or discharge outwards; or, in case any vessel shall not enter as aforesaid, then at any time before such vessel shall proceed from the port, at the Custom-house; so as no vessel shall be subject or liable to the payment of the rates or duties more than once for the same voyage, both out and home, notwithstanding such vessel may go out and return with a cargo.

Vessels forced into the port by the enemy, or by receiving damage at sea, or otherwise, and shall discharge in order to repair such damu ige, and reload the goods so discharged, are exempted from the above rates and duties, unless they make use of the dock or basin.

Ve sels which come and go const wise from any port in Great Britain, to or from any place up the rivers Trent or Ouse, within the limits of the port of Hull, to or from any other place up the said rivers Trent or use, or from any other river which falls into the said rivers, or which shall trade between any such port in Great Britain and any uch place as aforesaid within or up the said rivers, are also exempted from the above rates and duties, unless they come into or go out of the said ta in or dock, or any part of the harbour called Hull haven; or chase the basis or dock, or quays within the harbour; or shall unload or put on shore, or load or take on board, any goods, wares, or merchandise, or any part of the cargo of any vessel, within any part of the river Humber.

N.B-All ships coming to the port have to pay dock dues whether they make use of the docks or not. Goods inwards pay n dock dues unless landed upon quays or wharfs belonging to the Company. Goods outwards pay no dock dues.

DURS PAYABLE TO THE CORPORATION OF HULL. On Vessels entering inwards and outwards. Anchorage, Alien vessels under 100 tons burden, la. 6d. ; 100 and under 200 tons, 28.; 200 and upwards, 34. Jettage, Under 100 tons, 13. d.; if loads out more, 3. 6d. ; 100 and under 200 tons, 178.; if loads out more, 58.; 200 tons and upwards, 1.; if louds out more, 7a.

Hostage. For each pound sterling of the freight inwards, 24.; and among the officers, per ship, 38. Ballad. For each ton taken outwards, 26.

300 and upwards - 2 6

Freemen are exempt from anchorage, but freemen, as well as non-freemen, pay jettage. The charge for jettage is not made unless with goods landed at or taken in at Hull, or within the harbour.

British ships pay no hostage, and nothing for ballast. Buoyage. British vessels under 20 tons, 28.; 20 tons and under 30, 2s. 6d. ; and 6d. additional for every 10 tons. Fore zn vessels under 65 tons, 118.; 65 tons and under 135, 118.; 135 tons and under 170, 178.; 170 tons and under 180, 17.; and 18. additional for every 10 tons.

Ballast. Sand, 18. 4d. per ton; but vessels, by going a mile or two up the river, may get chalk for rather less, which is more valuable when discharged.

Depth of Water. The access to the docks are either from the river Humber, or from the river Hull. The lock from the Humber int the Humber dock is capable of admitting, at spring tides, vessels drawing 26 feet; and at neap tides, from 18 to 20 feet. The lock from the old harbour into the old deck is always 6 feet short of the water at the other lock: the s depths depend much on the state of the winds and other natural

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Exclusive of the day on which the vessel shall enter into
Quarantine, and of the day of her release therefrom.
For Attendance on board Vessels at anchor in any of the Road-
steads of the Humber.

For every day of 24 hours' attendance - - 5. per diem.
Iart of a day's attendance, same as for a whole day.
Vessels from foreign ports must employ the regular pilots.
Vessels pastwise are under no restriction, and usually employ
one of those class of persons named dusters, whose charge varies
from 10. to 12s. as may be agreed on.

WATER BAILIFF'S DUES, PAYABLE TO THE CORPORATION OF
HULL, ON CERTAIN GOODS IMPORTED AND EXPORTED.

Hemp, flax, tow, and cordage, each
Iron in bars

Timber:-fir, plank, and oak, each
Deals

per ton

8. d.
08

per 60 bars 04

per load 0 4
per 120 1 0

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Account of the Quantities of the principal Articles of Foreign Produce imported into Hull in 1840, 1841,

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and 1842.

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24,363 tons
5,953

362,641 qrs.

27,866 tons
7,558
247,740 grs.

Seed, rape -

Barley

127.134

24,595

7,424

Tar

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clover

Spruce beer

Turpentine
Tallow

6,802 lasts
2,172 tons
465 barrels
764 lasts
16,474 barrels
1,915 tons

7,621 lasts

6,373 lasts

1,600 tons

1,768 tons

1,172 barrels

393 barrels;

343 lasts

725 tons

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11,261

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Wool

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7,850 tons

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14,551,6421bs.

775 bales
466,365 lbs.
73 bales
16 tons
385 lbs.
277 tons

730 tons
15,779.154lbs. 11,564,973lbs.
2,697 bales,, 2,909 bales
and 50 bags and 43 bags
594,205 lbs. 403,357 lbs.
and 120 bales and 9 bales

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12,908 pieces

22,006

11,116

2,013

1,138

7.354

5,896

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269,5 cts.

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Lathwood, foreign

Colonial

Masts, foreign

Colonial

Spars, foreign
Colonial

561
877 No.
721-
16,2 cts.
2-

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Staves, foreign

132,8

wet
dry

4,488 cwts.
11,949

Seed, line

4,091 cwts.
9,559
201,000 qrs. 126,480 qrs. 193,352 qrs.

-

1,512
2,323

-

Colonial

St. John's
Wainscot logs

109,4
29,2
1,502 logs

209 No.
26

61.2

27,5)

1,100 logs

Account of the Number of Vessels, with the Amount of their Tonnage, that entered inwards at the Port
of Hull in 1846, specifying the Ports from which they cleared, and the Nations to which they belonged.

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An Account of the Greenland and Davis's Straits Whale Fishery, carried on from Hull, from 1772 to 18:12, both inclusive; specifying the Number of Ships sent out, the Number lost, the Number that returned clean or without any Cargo, and the Imports of Oil and Bone.

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Dundee, on the N. side of the Frith of Tay, lat. 56° 28' N., long. 2° 57′ 30′′ W.. 9 miles W. from Buttonness Point (on which there are two first-class light-houses, with fixed lights), has increased with extraordinary rapidity since the termination of the late war, and is now become the principal seat of the British linen manufacture, and has a very extensive trade. Down to 1815, the harbour was on a humble scale, and adapted only to a very limited commerce. Only one small pier existed. But in the year referred to, an act was obtained for separating the harbour from the other branches of the burgh revenue, for constructing an entirely new harbour, on a scale commensurate with the growing importance of the place, and for investing the management in a board of commissioners. Additional acts were obtained in 1830 and 1836; and the result of the measures thus set on foot has been, that Dundee can already boast of the completion of two wet docks, King William's, of 64, Earl Grey's, of 54, and of a tide harbour, of 43 acres, connected with them. The breadth of the lock of the former, to which is attached a splendid graving dock, is 40 feet; and that of the latter, which is fitted to admit steamers, 55 feet. A crane, reaching 28 feet from the face of the quay wall on which it is placed, and capable of raising 30 tons, is erected at this dock, so that every facility is afforded for taking out and putting in the boilers, &c. of the largest steam vessels. There is also a Morton slip attached to the tide harbour, on which three vessels may be placed at once. The vessels are hauled up by a steamengine of 16 horse power: a ship of 800 tons may be placed on the slip; one of the Dundee steamers, the Perth, weighing, without her boilers, 596 tons, was lately repaired on it.

A wet dock of 14 acres is now being constructed, the lock of which will be 60 feet. The harbour plan also embraces another wet dock of 91 acres, and the tide harbour between these docks will be of the extent of 1 acres. The quays are wide and spacious, affording berthage for above 65 vessels; and there are extensive and convenient carpenters' and other yards for ship building. The accommodation for the building and repairing of vessels is not surpassed in any port of the kingdom.

These splendid works had cost, in May, 1851, no less than 792,996l. 1s. 6§d., of which 589,2457. 19s. 6d. had been expended on the works, and 203,750l. 28. paid as interest of money borrowed. The amount of shore dues and rents collected up to May, 1851, was 582,8214. 16s., and the sum borrowed 210,514l. 5s. 6d. The sum allowed to be borrowed on the credit of the harbour is 230,000l. The revenue of the harbour from Martinmas, 1764, to 15th of July, 1815, when it was put under a parliamentary commission, was only 38,6961. 38. 4d., and during this period the sum expended in maintaining it was 9,468l. 10s. 9d. The shore dues in 1765 yielded 1267.;

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