The Sun. — London, England, 1825-03-31 00:00:00

*lngle sheet, for more ready distribution, but both of these publications agree in their results, anti are put forth under the same authority. Both of them have, moreover, I find, been circulated, or rather distributed, very extensively, with a view of discouraging the Subscribers to, and the promoters of the undertaking. I propose to confine my observations to the Pamphlet, as the objections to the Ship Canal are therein the more distinctly stated. The statements and reasonings contained in this pamphlet, are drawn up with ingenuity, and are calculated to produce considerable effect; but I apprehend there will be no great dif ficulty in furnishing'satisfactory answers—in attempting to af-_ ford which, I must premise, that it will be less my ohicct to rebut the assertions, and to controvert the deductions made in Mr. Broadmead's Pamphlet, than it will be to elicit the truth, as it regards the proposed Canal ; for I am sure that the Com mittee do. not wish, nor could I consent to-.make any 'tate -meat as affecting this great national undertaking, Of the entire a:curacy of which I was not most fully assured. in my . Report, pages 32, 33, and 34, I have, under seven dis tinct heads, estimated the amount of tonnage that will pass through, the Cinal annually, at 1,095,527 tons; which, at *the average rate of one penny per ton per mile, together with the proceeds of a rate to be levied on vessels thing the harbours of Stolford and Beer, will yield a clear annual income to proprie tnrs of 210,8461. 12s. 4d. Mr. Broadmead, on thecontrary, as serts, that not more than 91,666 tons of goods will pass through the Canal annually, and that the revenue derivable from it, and the two harbours, will not exceed 26,926/. Bs. ld. ; nay more, he says that this last sum, small as it is, will, in reality, be reduced to 9,9961.8 e. Id. ; and it is even intimated that this trifling surplus will probably not be available to the proprie tors, as, after all, the expences of maintaining and managing the Canal may, perhaps, exceed the income to be derived from it, by 32,0031. 11s. 11d. (vide Pamphlet, pp. 10 and 11.) — Here then we are fairly at issue, for no explanation can possibly reconcile such contradictory results ; and the truth must be sought for by a minute examination of all the various details. The differences between the several estimates stated in Mr. Breaensead's P phlet, and in ray Report, appear to be coin prised under the following heads:- Ist. Mr. Broadmead objects to my estimate of the probable saving► of time and expence, as founded on average returns.— (See Pamphlet, pp. 9 and 11.) 2d. He assumes, that vessels passing between the Irish and the English Channels, will not go through the Canal.—(See Pamphlet, p. 4.) 2d. He assumes, that vessels sailing to and from ports so far westward as Neatly in the Bristol, and Dartmouth in the Eng lish Channels, will not use the Canal.—(See Pamphlet, p. 5.) 4:h. He asserts, that no Aberthaw or Lias limestone will be carried-to the south coast of England through the Canal.—(See Pamphlet, p. 5.) Coth. He asserts, that the country which will eventually be supplied from the Canal, contains a population of 35,000 per sons.—(See Pamphlet, p. 6.) 6th. lie assumes, that vessels navigating to and from ports in the Bristol Channel, generally, will but very rarely go through the Canal in their passage to London, or to the English ,Channel.—(See Pamphlet, pp. 6.7, 8, and 9:) 7th. He assumes, that coals will not be carried through the Canal from Wales for supplying the south coast of England.— (See Pamphlet, pp. 6,7, 8, and 9.) There are other points of difference to which I may find occa sion to allude incidentally as I proceed, but the above are the principal, and to these I will address myself, taking them suc cessively in their numerical order : Ist.—As to my forming an estimate of the probable saving of expence, on the average amount of time that will be saved in the several passages,—l apprehend that there was no other way of arriving at accurate or useful conclusions, but by tak ing such an average. Nothing can be more fallacious than to reason generally, from a particular instance ; whereas, by tak ing an average of cases, the result will be practically correct, although possibly no individual case may exactly accord with it. It was with a view of obtaining such general results as correctly, and as a whole, the uses of a Canal for commercial purposes, that I formed the average estimates on which the calculations in my Report are founded; • aad as Mr. Broaslm:.,atl does not seem to impeach the data on which I rest these averages, although he contends, that " the " average length of a voyage, has, in truth, nothing to do " with the question, practically speaking, (for vessels might " use-the Canal. in winter, although not profitable to do so in summer,")" I must still presume that he has found the data bercorrect. • _ 2d.-111r.-Broadmead assumes, .that vessels passing between the English Channel and the ports bordering on the Irish Channel, will not go through the Canal ; avid he spews a state ment (see Pamphlet, p. 4.), by which lie makes it appear that a vessetof 100 tons would sustain a loss, or rather that she would incur an expence of 131. 25.--10 d. by doing so. Now, if this statement is correct, the projected undertakin' must c- abandoned ; for I will admit, with Mr. Broadmead, that he has only " to shew that the use of the Canal will be " very limited, in order to prove that a loss of capital and other " mischievous consequences will result from the measure." This statement, however, is not correct, as will be seen by a re • ference to my Second Report, p. 27, 28, and 29 ; for as Mr. Baoadmead professes to take the data which I have therein col lected, without adducing any fresh matter as the product of hi: own inquiries, I have no option but to endeavour to confute bins out of my own report. A t p. 29 I state, as the result of my investigations as to the saving of time," that on an average of circumstances and rea sans, a fortnight will be saved by all vessels which shall regu larly use the Canal in each of their outward and homeward ~neatagcs, instead of going round the Land's End ; or, in other words, that where six entire voyages are now performed in the year, vessels from the Welsh ports will then always, and other vessels will generally, be enabled to make twelve." In this estimate I may, and in fact I have under-rated the saving to the Welsh trade, - but I have not over-rated the saving of tiat., to the other vessels therein referred to, as the detention of these at Milford is et present very frequent-and very great; for when they have, from the ports on either shore, proceeded down tie Irish Channel so far as St. Inn's Head, they have there, fur a great part of the year, to encounter south-westerly winds, aaainst which they must either contend at considerable hazard eed expence in wear and tear, or else take shelter in Milford, 0-ether, in fact, they do now generally resort under such 4:!Nal mstances. Whenever the Ship Canal shall be completed, these vessels NY:ii no longer be compelled to contend against the south westerly winds, nor to seek for shelter in port; but they will .rather hear up for the harbour at Stolford, to which a few hours sail will bring them, and thence pass through the Canal into the English Channel at Beer. . _ With regard to vessels passing down the English Channel to the westward, they would very generally enter the Canal at Bee:, instead of buffeting against the prevalent west and south westerly winds ; as, by so using the Canal, they will get readi ly across to the Bristol Channel, where the great rapidity of the tides will enable them foralie most part to sail out clear of St. Ann's Head into the fair way of the Irish Channel in one tide ; although, vessels from the Bristol Channel, hound to the south ward along the coasts cf Devon and Cornwall, would not in all probability, have ventured to leave their anchorage. The rea son of this difference of proceeding with regard to vessels seve rally bound to the northward and to the southward, from the Bristol Channel, will be sufficiently obvious on an inspection of the nap. It was for these reasons, that I threw the several vessels navi gating round the Land's End, to and from the Irish and Bris tol Channels, into one general average, and, to avoid unneces sary distinctions, I estimated the saving of a fortnight on each voyage for the whole, although I might have been jastifiedin taking a longer period for the Welsh Trade singly. Instead, therefore, of a loss on the passage of 13/. 2s. 10d. as is stated by Mr. Broadmead, I confidently assert, that vessels which shall regularly use the Canal, will, by so doing, save tit 17s. 2d. even allowing the charge as stated by him of 3/. for towing vessels through the Canal ; but I do not allow this charge, as I have shewa, at page 28 of my Report, that such an expence will not be incurred. might here leave this point, especially as I have estimated that only one-third of Abe vessels wiLl use the Canal in passing to and from Irela: d, (see Report, p. 33, head 7); and as, more over, the petitions in favour of the Canal, which have recently been presented to the Legislature from Cork and Waterford, may be taken as sufficient proofs of the opinion which is enter tained in Ireland, of the beneficial effects which the completion of this great work win have on their commerce ; but as it may afirigd some useful Information, and perhaps serve to confirm tt.e favourable opinion,of the undertaking which is now preva- I at, I will subj o In the followitg comparative statement of the earnings of a vessel of 100 tons register, carrying 120 tons of cargo, and regularly using the Canal, assuming that she will, by so doing, be able to perform (I will not say twelve, but) nine voyages, where she now makes six. lst. . 2d. Annual earnings of a Vessel Annual earnings of a Vessel navigating round the Land's regularly using the Canal End, between London and in navigating between the the Ports opening on to the Ports opening on to the Irish Irish Channel, carrying 120 Channel and London, car tons of assorted cargo each rying 120 tons of assorted way, at a freight of 20s. per cargo, at a freight of 20s. per. ton, and making six voyages ton, and making 9 voyages in the year. in the year. £ X Freight of 20s. per Freight of 20s. per ton ton, on 120 tons on 120 tons of car of. cargo, is 120 go, is 120 Six voyages per ' 'Nine voyages per an ann. is equal to 12 num is equal to 111 passages out and passages out and home - 12 home - - TB - - Ann. amount of freight 1,440 Ann. amount of freight, 2,160 Each voyage occu- Each voyage occupies pies on average, on an average about 2 months, or 60 six weeks, or, say days. The ex- 40 days. The ex- • pence of wages, • pence of wages, maintenance,and maintenance, and wear and ,tear, wear and tear, amounts to 21. amounts to 2/. per per diem, or 120/. diem, or for the for the voyage; voyage - -80 and for 12 voy- The Vessel will be ages,or the whole liable to a charge year, is - - 720 on passing through -- the Canal, of, say Estimated ann. profit £720 ld. per ton, or 3s. ' -------, 8. , . I d. er mile, for • the whole distance 22 5 4• A similar charge on the return passage 22 5 Total expenee per - 10 voyage - For nine voyages, or the whole year, the expence will be 1,120 10 Estimated annual profit, - £1,039 10 3d.—What is above stated under the 11 head, wilt, in a great measure apply to this part of Mr. Broadmead's objections, to meet which, therefore, I need not recapitulate the arguments there used ; as Mr. Ereadmead, however, repeatedly notices the dangers of the Great Bay between Portland and the Start, it may be right to remind him that this Bay, which is at pre sent so fearful and so fatal to our coasting vessels, will, in a very great degree be stript of its dangerous character, so soon as the harbour at Beer shall be formed, into which vessels may run for shelter at any period of the tide, and where they will find refuge in all states of the weather. 4th.—As to the lime-stone, for which, under the third head of Revenue, at page 33 of my Report, I ventured to estimate 30,000 tons, and to which estimate Mr. Broadmead objects. I can only say, that my subsequent inquiries have convinced me, that a much larger quantity than what I have reckoned on, will actually be exported from the canal. The Lias limestone will be raised in great quantities during the progrem of• the work, and deposited on the banks of the canal, conveniently for shipping. It is much stronger, and consequently superior for building and agricultural purposes to that at Lyme, which moreover is, I am told, only accessible at low water, and at a considerable expence. The danger and difficulty.attendant on vessels going thither for "it, also, is not a trifling consideration, whereas at Beer, they will find a commodious harbour at all times accessible. sth.—Mr. Broadmead asserts, that the population bordering in the Canal, and to be supplied from it, is less than 35,000 persons; but he has not stated the distance from it, to which he extends his estimate. In my Report, p. 32, under the first head of Revenue, I have stated my belief, that 90,000 persons " will eventually, if not immediately, derive their supplies of coals, timber, groceries, dry goods, and all other articles of import," from the Canal. Now, in making this statement, I certainly did not mean *to confine myself to the amount of population now actually existing, nor to the state of the country and means of communication at present in being; but I did contemplate that the formation of this great Canal would cause an increase in the population, and the wealth of the country through which it passed—that new and extensive inland communications, by means of collateral branches and rail-roads, would be speedily formed—that where only silence and poverty are at present found, enterprize would establish itself, industry would spring up, and comfort and opulence diffuse themselves over the face of the country. It was ou these results, which I considered then, and which I stilt consider, as certain, although not immediate consequences of the measure, that I founded my estimate of a population 90,000 ; but let it be remarked, nevertheless, that I took credit for only one-half t hat number (or 45,000), for the uses of the Canal.' I will not encumber my paper with extracts from population returns, and I might here close my observations:on ibis heed, was it not that Mr. Broadmead's objection affords me an opportunity of congratulating your Committee, on the conclu sion of your arrangements with the Taunton and Bridgewater Canal Company, for the purchase of their Canal, which will -now happily he merged in your greater work. This is a mea sure fraught with much benefit, giving you the populous and wealthy town of Taunton for the pivot of your interior opera tions; and, considering the increased powers which the Ship Canal Company will possess, to render it available for ulterior purposes, there can be no doubt but that will be productive of most important advantages to all that part of the country, and to the whole concern. fish.—Mr. Broadmead assumes, generally, that vessels bound to and from ports in the Bristol Channel will but very seldom go through the canal in their passages between those ports and London, or places in the English Channel ; and this assumption he labours very strenuously to support, in pp. 6,7, 8, and 9, of his pamphlet. With this object in view, he passes over the fact, which is so well - known among nautical men, I may say among cornmer.. cial men, as to have rendered it unnecessary for me to advert particularly to tt in my Report; I mean, the great delay which vessels now do constantly encounter, in getting down the Eng lish Channel to the westward, owing to the prevalence of the wind in that quarter. How frequently are all the ports on the south coast literally filled with vessels waiting for a change of wind ?. Instances have occurred, within my own knowledge, of vessels having been four months, after their departure from London, before they could get to the westward of the Start Point; can it be doubted, therefore, that vessels, when bound round the Land's End from the Eastward, even independently of other inducements, will go through the canal! Surely not. Broadmead attempts likewise to shew, that the 36 hours which I have allowed for vessels to pass through the canal, are insufficient for that purpose; and he instances the Caledonian Canal, which, he says, is 22 miles in length, and requires three or four days to get through it; and he therefore considers that the proposed Ship Canal will require at least three days for a vessel to pass from one end of it to the other. Now the Caledonian Canal is, in reality, GO miles in length from sea to sea, of which, it is true, 22 miles only is actually an artificial navigation, the rest being through narrow lakes, not so conve nient, perhaps, for the past; ;e of vessels as the proposed Ship Canal will be ; but a vessel has, in fact, passed through the Caledonian Canal in - one clay, a steam-boat has done so in 13 . hours, and we may therefore fairly estimate the passage of a vessel through it at two days. In the proposed Ship Canal there will be 60 locks, which, allowing ten minutes for the passing of each lock, will require ten hours ;_ and supposing the ves se l to move along the canal at the rate of only two miles per hour, for the 4,4 miles, it will require 22 hours more, making, in all, 32 hours, or, as I have estimated, 36 hours on the average. Mr. Broadmead also alludes, at page 14 of his pamphlet, to the probable delay from frost, in passing the canal during die winter season. This objection, as applying to canals generally, is of slight weight; for, even in the Ellesmere Canal, which has a summit level of 300 feet elevation, and which is two de grees north of the proposed ship canal, the average number of days per annum, in which its traffic has been interrupted by frost for the last ten years, does not exceed seven days in each year. I merely state these facts to :thew how unimportant are such objections, for I might have left the average time for pass ing through the canal at three days, as assumed by Mr. Broad mead, without occasioning any material difference in the result as it affects the genera l l question. For the purpose of exhibiting this subject in a clearer view as applicable to vessels proceeding to and from the Bristol Chan nel, I will here insert a comparatise statement of the annual earnings of a vessel of 100 tons, carrying 120 tons of cargo, be- * Does any one doubt the probability of the results here an ticipated ? Let him look to Liverpool, which, only a century ago, was not more populous than Taunton or Bridgewater now is ; but which, owing to its commercial enterprize, and the im mense establishments of its docks and canals, which have grown out of, and promoted this enterprize and prosperity, had, in 1801, a population of 77,703 persons, and at the conclusion of the last year, not less than 13.5,000. tween South Wales and London ; assuming, that she will here after perform twelve voyages; where she now makes six : Ist. 2d. Annual earnings of a Vessel Annutal earnings of a vessscl navigating round the Land's regularly using the Canal, End, between the Ports of in. navigating between the South \Vales and London, Ports of South Wales and carrying 120 tons of as- London, carrying 120 tons sorted cargo each way, at of assorted cargo, at a a freight of His. per ton, freight of 16s. par ton, anti and making six voyoges in making twelve voyages in , . the year. . the year. Freight of 16s. per ton Freight ofl6s, per ton on 120 tons of cargo, on 120 tons of cargo is - - - 96 is - - - 96 Six voyages per ann. Twelve voyages per is equal to twelve ann. is equal to Passages out and 24 passages out and home - - - 12 home - - - 24 Annual amount of Annual amount of freight . - - 1,152 freight - 2,304 Each voyage occupies Each voyage occupies on an average, two on an average one months, or sixty month, or thirty days. The expence. days. The expence of wages, mainten of wages, mainte ance, and wear and nance, and wearand tear, amounts to 21. tear, amounts to 21. per diem, or 120/. per diem, or, for the per voyage; and for voyage, to - -60 six voyages, or the The vess e l will belie. whole year, is - 720 ble to a charge oil passing through the Estimatedannual profit, £432 Canal, of, say, Id. . -. per ton per mile, or at. Bid. per mile for the whole dis tance - • - -22 5 A similar charge for the return passage 22 5 Total expence per voyage . 104 10 For twelve voyages, or the whole year, the expence will be 1,25-1 Estimated annualprofit,Xl,oso Neither in this, nor in the preceding comparative s t a t emen t under the second head of these observations, have I taken credit for the saving of risk on the . vessel or cargo, by using the Canal. I have also disregarded the amount of interest saved on the capital embarked, by a more regular and expedi. tious transit of goods. I. have likewise abstained from noticing. the injury which is now so frequently occasioned to the cargoes of vessels, from Ireland and the west coast of England, by de lays in their passages to and from London, as well as the se rious losses which are often occasioned to the exporter, by fluc tuations in the price of- commodities. And as, moreover, I have not, in the whole of the seven sources of revenue recapi tulated by me at pages 32 and 33 of my second Report, rec koned on more than one half the estimated amount of tonnage being taken through the Canal, which now actually passes round the Land's End, I may, I think, venture to consider this part of the subject as placed beyond the possibility 'of cavil.— The most important part of Mr. Broadmead's objections, how ever, remains to be disposed of; for 7thly. He assumes that coals will not be carried through the Canal from Wales, for supplying the south coast of England (see Pamphlet, pp. 6,7, 8, and 9.) The reasons on which he founds this assumption, seem to be of two kinds ; let, That the expence of vessels passing though the Canal will he so great, as to prevent colliers from using it; and,.2dly, That the Sun derland and Newcastle coals are so much better, and can be delivered so much cheaper than those from South Wales, that the latter cannot compete with them in the market.—l propose to examine both these points in detail. First,—As to the expence of transit through the Canal to Beer, to which place Mr. Broadmead has adapted his calculations. • Although, in the 29th page of ray Second Report, I distinctly stated, as the resultof my inquiries, that 1 considered a fortnight would on an average be saved " by all Vessels regularly using " the Canal, both in their outward and their homeward pas " sages," Mr. Broadmead nevertheless assumes, in all his figures and risasonings, that a saving of only one week is ap plicable to Vessels from the Welsh Ports,' on account of their detention in Pennarth Roads (see Pamphlet, pp. 8, 7,'8, and 9) ; and thence he goes on to infer, that a Vessel carrying 100 tons orcoals from Swansea, Cardiff, or Newport, to Beer, would require for the entire voyage only 18 days, at an expence.of 301. Bs. He then detailS a number of items, to prove that the expence of such Vessel passing through the proposed Canal would amount to 361. 10s. 10;1. Now, even if this statement was correct, I am still persuaded that such Vessels would pay - the extra 2s. 6d. for the conve nience, safety, and certainty of the Cinal; but th ese statements are altogether incorr ec t, and 1 will here chew how the estimate ought to have been made • Ist. Round the Land's End. Days. Reckoning twenty-six dayS for each pas sage from Swansea, Cardiff, or New port, to London ( which includes a fort night's probable detention, as before estimated); and then deducting six days, as what would probably be the average length of passage each way between Beer and London, leaves 20 Allow for discharging the cargo at Beer, say - 2 Allow for the passage hack from Beer to South, Wale; which may here be taken at not less on an average than Days 28 Which, at 2/. per diem, is equal to £56 0 0 Being the charges on a voyage from New port, &c. to Beer and back. 2dly. By the Canal. I will allow 2. days for passing front Newport, Cardiff; or Swansea, across the Bristol Channel and along. the Canal to Beer, and the same time for the return passage; and also two days for the discharge of the cargo at Beer, in all seven days, at 1:2 per diem, is 14 0 0 A Vessel of 100 tons:register, will carry 120 tons of cargo, which, at Id. per ton per mile for 44 miles,. is - 22 5 0 The Vessel returns in ballast, and will probably be subjected to a charge of, say, half the above rate on her re gistered tonnage - - 9 5 5 Saving on each voyage, by usin ,, the Canal, instead of going round the Land's End 45 10 - 5 £lO 9 7 In the above statement, for the convenience of meeting Mr. Broadmead's calculation, I have taken the Canal rate at Id. per ton ; but as I. ficetoripir mile on Coals, is the maximum charge which your Committee proposes to insert in your Canal Act, I do not suppose that so high a rate as ld. per ton per mile will be levied.-..posaibly about one-half may be charged at first; and by so much, will the above result in favour of the Canal be increased. It must be noted, too, that at present but comparatively few cargoes of coals can be carried round the Land's End and up the English Channel, owing to the want of a return cargo for the vessels ; for without such back cargo, or the expensive pro cess of nearly loading a vessel with ballast, she cannot work. her way back to the Westward, and round the Land's End : whereas, by returning through the Canal, a comparatively small quantity of ballast will be required, and a comparatively small expence be incurred—in fact, nearly ,all the coals which arc now sent round the Land's End from South Wales (as is stated by Mr. B. at page 9 of his pamphlet) are shipped in the sum mer months, when the consumption is the smallest, and the demand for them the l eas t ac ti ve . Perhaps, however, your Com mittee will not be disposed to concur in Mr. Broadmead's con clusion, that because they are necessarily so sent at present, they will continue to be sent in the same manner hereafter, when the Canal shall be completed, and a safer, cheaper, and more expe ditious Channel opened for their transit. In short, at present coals from South Wales cannot be con veyed round the Land's End and up the English Channel in any considerable quantities; but was the proposed Canal effected, they might, as is above shewn, be brought to the South Coasts of the Kingdom, and eventually, .perhaps, to London, if their price and quality would procure them a market. I now propose to shew that they will so be brought; notwithstanding Mr. Broadmead's repeated .assertions that the Welsh cannot compete with the Sunderland and Newcastle coals, even on the Coast of the English Channel. The price of the best coals at Sunderland is at present 345. per chaidron of 53 cwt. and the freight to London is about 14s. per London chaldron of D 3 cwt. or 10s. per ton. Their cost to the importer in the pool is therefore about 235. pr the best Newpo r t an d C ar diff coals arm yery similar eto. in nnquNaloitwy to the Sunderland coals. Their price at Newport is now about ifs. per ton, and the freight to London may be reckoned at 18s. the chaldron, or about 13s. per ton, making the cost of these coals in the pool to the importer amount to 225. per ton. It seems probable, therefore, that when the freight shall be lessen ed (as it assuredly will be lessened by means of the Canal), these coals will supply the south coast of England . as far up, pzrliaps, as Dover. At Swansea and Llannelly, the coals are put on board for about Os. per ton. These are not considered so good for house use as the Newport coals, but I understand they are better than any other for all the varieties of smelting, glass-houses, and manufactories generally ; and their cheapness would, I ap prehend, insure a large consumption. The Stone Coal, which abounds in such profusion in Pem broke, Caermarthen, and Glamorganshire, where it is found in beds of 23 feet in thickness, and within a yard of the surface in some places, and which is only to be found in South Wales, is already brought to London in considerable quantities, though to what extent I have not the means of precisely ascertaining, as it is merged in the general Coal Returns: But, •was the supply of this article more regular, and more ample, it would no doubt be more extensively used. It is now sold to. the London consumer at a high price ; yet, notwithstand ing this circumstance, the peculiar qualities of the stone coal, (that of emitting a great heat with very little smoke) cause it to be used in conjunction with other coals in many of the great breweries and manufactories in London. At 111eux's brewery in Liquorpond-street it has long been used with great advantage, in the proportion of three parts of stone coal with two parts of Newcastle coal. Culm is the stone coal broken into small parts, and it is every where held in the highest estimation for the burning of lime, and for brick-making. During the last year 18,022 chaldrons of culm were imported into London, and if it and the stone coal could be brought more regularly to market, and at a lower price, the consumption of both these articles would be immensely increased. It is here worthy of remark, that stone coal is now carried so far to the eastward as Lynn, in Norfolk, if not farther, • where it is used in their malt kilns, as it very generally is in other places for malting, hop drying, Fee . whenever it can be procured ; there can be no doubt, therefore, I presume, of its consumption increasing, so soon as it shall be rendered cheaper and more accessible. On the whole, then, 1 think I may venture to assume, that the 500,000 tons of coals which I have taken 'credit for under the second heed of ltevenue, at page 32 of my Report, .will certainly pass through the Canal, notwithstanding Mr. Broad mead's assertion to the contrary. In forming this estimate of 500,000 tons, I have confined my views to the south coast of England only, without including the east coast, or London, or the ports of France, or the Islands of Guern sey and Jersey. It has however been shown, that the stone coal already finds its way to London, and even so far round the. land as Lynn, in Norfolk. That the Welsh coals will• hereafter be conveyed to London in considerable quantities, may, I think, be inferred from other circumstances, indepen dent of the facility of transit which the Canal, when complet ed, will afford ; the chief of which is, the immensely increased, and the . still increasing, consumption in the Metropolis, and which, I think, need only to be stated, to shew that the time is near at hand when the public will see the policy of looking to more than one source of supply. I haVe now before me a return of the quantity of Coals im ported into London annually, from the year 1714, from which I abstract the following statement : Year. Chaltiror.7. 1714 • - - 413,723 1724 - .478,106 1744 - 467,625; . 1764 - 597,1551 1784 . - 724,638 1894 - -978,656 f 1824 - - 1,554,428, equal to 2,176,199 tons. That such a consumption as is here stated, will in time ne cessarily affect the supply from the Northern Colleries, cannot be doubted. The cheapest and most convenient coal-beds will first be worked ; and as these become exhausted, those of in ferior quality, er less convenient and consequently less cheap, will be had recourse to-; so that as the consumption continues to increase, unless some other source of supply is brought into timely operation, the public will lose the benefit of competition, and perhaps have to pay a higher price for an inferior article. The foregoing arc the principal heads of objection to the Canal, as they are advanced in Mr. Broadmead's Pamphlet, under the sanction of the Gentlemen who attended the Chard Meeting; and I might here close my observations thereon, had it not been stated also, that the internal traffic will be to tally inadequate to defray the expence of managing and main taining the Canal. This, as I have said in page 31 of my second Report, " must, of course, be in some measure suppo sitions ;" and I am not surprised that Mr. Broadmead and his supporters have come to a different conclusion from that which is entertained by your Committee. Whatever may have been their opinions hitherto, however, I believe that these Gentle men will no longer object to this part of my estimate, now that Taunton, and the country connected with it, are comprised within your line of operations. Mr. Broadtnead repeats the oft refuted assertion, that the proposed Ship Canal will injure the character of our sailors, by converting them into mere bargemen ; but he forgets, that if the Canal shell prove so totally useless, as he asserts that it will, the hardihood and 'skill of our sailors will be then in no ways affected thereby; although their lives will continue to be sacrificed, and property will be destroyed, as at present, in passing round the Land's End. With regard to the calculations at pages 13 and 14 of the Pamphlet, in which it is endeavoured to shew that the estimat ed cost of land required for formation of the Canal, is too little by 146,380/. I have Mr. Telford's authority to say, that Mr. Broadmead is altogether incorrect in his statements ; and that the sum assigned for this purpose in the estimates, viz_ 110,6001., is abundantly sufficient to cover the probable expen diture under this head. 1 presume to hope that the preceding statements will be con sidered by your Committee, and by the great body of Sub scribers, as affording sufficient answers to the objections against the Ship Canal generally, as they are exhibited in the Pamph lit referred to ; and that the particular calculations therein ad vanced, impugning the accuracy of the estimates made in my Report, of the quantities of tonnage that will probably pass through the Canal, and the amount of revenue that may rea sonably be expected to accrue froM it to the Proprietors, have been fairly met, and fully rebutted. I have the honour to, very respectfully, Your Committee's obedient and faithful Servant, GEO. NICHOLLS. Gloucester, March 23, 1825. BERKSHIRE ELECTION. Yesterday the Election of a Member to serve in Parliament for the county of Berks, in the room of Lord BRA YBROOKE, took place at the Shire-hall, Abingdon, when ROBE RT PALMER, Esq. of Bolme Park, was declared duly elected. The Honourable Gentleman had been previously put in nomination at Reading on Thursday last. At eleven o'clock the High bheriff arrived at the Shire-hall, and was soon after followed by Mr. Palmer, who was escorted into town by a numerous cavalcade, composed of his friends and supporters. The business of the election was opened by the usual procla mation against bribery, and the reading of the writ from the Crown-office. _ _ The HIGH SHERIFF then called upon the freeholders to no minate a representative in the room of Lord Braybrooke. Mr. BARTHOLOMEW WROUGHTON ably supported the pretensions of Mr. Palmer, on the ground of private integrity, and the soundness of his political principles, and came forward to propose that Gentleman. Mr. THomas DUFFIELD seconded the nomination, and paid a similar tribute to the merit of the candidate. The HIGH SHERIFF said, that if any other freeholder had anything tG offer to the meeting he was.ready to hear him. Mr. WILLIAM CROWDY then came forward and proposed Mr. William Hallett, who from ill health was unable to attend. A slim of hands took place, which the Sheriff declared was in favour of Mr. Palmer. Mr. Crowdy, however, demanded a poll, and after some conversation as to the qualifications of Mr. Hallett, Mr. Palmer and Mr. Crowdy, upon this manifestation of a contest, mutually disclaimed, both for them selves and Mr. Hallett, any feelin!, of personal hostility. M r . P a lmer delivered an appropriate ' Address, which was highly applauded. After which Mr. Crowdy again came forward and revoked his demand for a poll, and was cheered on the pro priety of his conduct. The High Sheriff then declared that Mr. Palmer was duly elected to represent the county, in the room of Lord Braybrooke.—(Cheers !)—Mr. Palmer again addresSed the Meeting. MOUNT then proposed, and was seconded by Mr. EL LIOTT, a vote of thanks to the High Sheriff for his upright conduct in the chair, which was carried by acclamation, and acknowledged in appropriate terms by the High Sheriff; who afterwards performed the ceremony of investing Mr. Palmer with the sword as Knight of the Shire. The representative thus elected was subsequently chaired through the town, with the customary popular compliments, accompanied with the usual scrambling for shillings thrown from the chair, which forms a necessary, however objectionable, pact of such election proceedings. There was in the town throughout the day very little appear ance of bustle, or of unusual popular excitement. The business seemed almost to pass off as a matter of course. 1:-. ' • iti \ , ) . try ~;i c 0 2.* `v's ''\,'.• V ‘it W"*. ,_ MASONIC NOTICES FOR NEXT WEEK. ENGLAND. Monday, April 4, LONDON. Nos. 5, 19, 27, 89, 163 ' 218, 240, 289. Quart L ' Gen. Court B o y's So' at 7. No. 20, 64, 72, 97, 102, 148, 191, 202, 219, 267 ,' _ 311, 360, 368, 369, 3P. 398, 423, 437, 498, 502, 503, 509, 524, 552, 656 ; 597, 632, 638, 643, 6 4 " 710. Nos. 9, 122, 287, 316 ' 381, 399. Nos. 21, 87, 127, 167 ' 130, 170, 180, 184, 19 6 , 204,.285, 385, 387, 47 6 . 477, 507, 512, 532, 54 4, 551, 557, 592, 639, 649 * Nos. 35, 75, 220. N 05.54, 84, 95, 115, 1 24 124, 139, 146 164, 207 , 229, 291, 339, 465, 47 1 1 487, 491, 505, 513, 526, 529, 537, 553, 563, 381 ' 585, 656, 657, 711, 713, 725. Nos. 61, 277, 325, 469.. Nos. 50, 51, 113, 17 1 . 182, 234, 416, 451, 45 3, 466, 469, 483, 555, 561, 599, 627, 679. No. 275. • Nos. 53, 282, 283. * * - Tuesday, C T --. LONDON. Co NT It V. Wednesday, 6, LoNnoN. COUNTRY. Thursday, 7, LONDON. . COUNTRY. Friday, Saturday, --8, LO N D ON. COUNTRY. 9, Los pox. CO u NT RI. No. 412. PARLIAMENTARY PROCEEDINGS. HOUSE OF COMMONS. Mercurii, 30 0 die Martii, 1823. MESSAGE from the LoEns—That they have agreed to - 7" Consolidated Fund Bill, Caledonian Canal Bill, Wine Do" ties Bill • Wooler, Stockport, and Leominster and .1101 6 Roads Bills; Calder and Hebhle Navigation Bill; Stock port Gas Light; and Pewsey (Wilts) Inclosure Bill, withoo amendment. That they have passed a Bill, intituled, an Act to regu late the qualification and manner of enrolling Jurors in Scot ; land, and of c h oos i ng J urors i n Criminal Trials:there, 0 : to unite Counti es f or the purpooes of Trial in c ases o f Hig h Treason in Scotland." That they do request " that this House will be pleased t ° communicate to their Lord s hip s suc h f urt h er Evidence take-3,, before the Committ ee o f thi s House, appointed to i nqu ire int the State of Ireland as has been reported to this House sinc e the last communication of th e E v id ence taken before the sat , Committee to their Lord s hip s , i n p ursuance o f their Ur°. ships' Message of Friday last." ROADS—Princes Risborough, Manchester and Austerlandg , Manchester and Ashton, • and Kingston and Leatherhead - ' Bills reported, to be ingrossed. Cockermouth and Marypnr_ t t —Petition from Wi g t on an d B rom fi e ld, comp l a i n i ng tit' Standing Orders have not been complied with—to lie on th e table. Petersfield and Alton—Petition of M. Hoper and I , Harmsworth, against—ref e r re d t o th e C omm i ttee on t h e Bn 9 Counsel ordered. Holyhead-1311 read a first time. COMPANIES—Cape of Goodllopeßank—Bill read a first tin# Tropical Free Labour—Bill ordered. Metropolitan Fish,' Petition from Margate, a g a i ns t— to li e on t h e table. Vl' burgh and Leith Water—Petiti on o f Edi n b urg h an d Leit ► Joint Stock Water Company, against—referred to the COrn; mittee on the Bill, Coun se l or d ere d. H err i ng cu d C"''' Fishery—Petition from several persons, against—to lie o n the table. RESERVOlR—Leith—Petitions from Corporation of Do' burgh, the Hon. A. Illaconochie, and the Earl of Mortal against--referred to the Committe e o n th e Bill, C o uose ordered. DOCKS—IsIe of Dogs—Petition from South Shields, againeg'" to lie on the table. GAS LIGHTS—Aston-under-Lyne Bills reported, to be 10 ' BRlDGES—Vauxhall, and Kingston} grossed. TITHES—St. Botolph without Bishopsgate—Bill odered. NAVIGATION—CIyde ) IMPHOVE3IENTS—GIasgow, Tothill Fields, and Hanley and Shelton . llicrmstatE—Wilton, &c. (Wilts) Bills read a seco .iteo, ll6 . time, and cow nu HAVEN—Grimsby. QUARANTINE LAWS . . EAST INDIA JUDGES CHURCH—Chelsea—Petitions from Overseers, &c. against': referred to the Committee on the Bill, Counsel.ordered. STATE OF IRELAND Reports of the Committees brought Up SALMON FISHERIES —to lie on the table. BANKRUPT LAWS—Petition of E. Townsend, for alterati on thereof—to lie on the table. !eel' OUSE AND INDow 'fax—Petition for the repeal then from St. Luke (Middlesex)—to lie on the table. ,f ATTORNIES TAX—TWO Petiti ons f rom Edinburgh, ainsc. —to lie on the table. irS SHERIFF COURTS FEES BillS read a th- a , THREATENING LETTERS-PUNISH-t j MENT time, and pas e NEW STREET SALCEY FOREST HIS MAJESTY'S PROPERTY Bills read a first time. SETTLEMENT OF THE POOR INNKEEPERS FISHERY BOUNTY ACT—The following Resolutions r e ' ported and agreed to : e " I. That the several Bounties payable unde r an A c t of t h e last Session of Parliament, to amend the several Acts for t ll l , l encouragement and improvement of the B r iti s h an d the 15 1 s t' Fisheries, after the sth day of July, 1828, and until the s ri i day of July, 1829, s h a ll b e con ti nue d unt il t h e s t h d ay o f AP ' 1830. " 2. That there shall be paid for the several sorts of Fa h hereafter mentioned, exported from Great Britain to Forel', parts, at any time after the sth day of July, 1828, and bell the sth day of April, 1830, the several Bounties following:1 (that is to say) S. For every barrel of Salmon, containing 42 gallons , a g Bounty of - - - - 1 - For every barrel of Full Red Herrings, containing 32 g gallons, a Bounty of - - • - - 1 For every barrel of Clean Shotten Red Herrings, contain- 6 ing 32 gallons, a Bounty of - - - 0 For every last, consisting of 10,000 Red Sprats, a Bounty 6 of i" - - - - - 0 NOTICES OF MOTIONS FOR THIS DAY. 1. Mr. Secretary Canning—To move the adjournment;.of House to Thursday, 14th April. 2. Mr. Hume—Particulars of the sum proposed to be - grant t as an indemnity to Proprietors in America for Slaves ; total amount of repairs to the Cobb at Lyme Regis. ORDERS OF THE DAY FOR THIS DAY. 1. Quarantine Laws Bill—Committee. 2. Police Magistrates Bill—Report. 3. Felonies Pardon.Bill-Report. 4. East India Judges Bill—Committee. 5. Cocoa Duties Act—Report thereupon, 6. Innkeepers Bill—Second reading. 7. Salcey Forest Inclosure Bill—Second reading. 8. New Street Act A mendm Biil—Second reading. 9. His Majesty's Property Bill Second Reading. NOTICES GIVEN YESTERDAY. Thursday, April 14. 1. Mr. Spring Rice—Select Committee on the state of the am pars presented by order of the House of C o mmons, fr u the year 1809 to gpa accession of his present Majesty. o f 2. Mr. Hume—Retufn of the -post and present expent t e ' t he Sierra Leone, and th e lib era t e d N egroes t he r e ; Crown Estates in Essequibo and Berbice, and of the ..0, pence for captured Negroes ; and of sums p a id on ace°' of the Slave Trade. Monday, AprillB. 11 Mr. Peter Moore— Bill to alter and amend Act 6 G eo. c. 18 [Bubble Act.] Tursd, April 21. Mr. Littleton—Bill t o re4u ay late the exercise of the Electi‘'e Franchise in Ireland. Thuisday, April 28. Consolidation of the Statutes. After Easter. Ver 5. Sir Charles Forbes—Return of his Majesty's Ships an d ~,„00 sels on the East India Siation with their number of 16 - 0 .- • and men, and the names. an di rank of the officers c° manding the same. Sir Matthew Ridl to the Revision