The Northern Daily Times.
Liverpool, Merseyside, England, 1857-01-10 00:00:00

TVHICH IS THE BEST LIFE BOAT ?

The melancholy accident on the estuary of the
Dee rouses public sympathies ; and, again, it is
aalted—" Which is the best Life Boat? " Another
life boat has drifted bottom upwards, after having
drowned her crew of 13 The question must be
re-opened with earnestness, for the public are
bound to protect the brave fellows who venture
their lives and the support of their families, in
Order to save or aid the distressed. Mr. Saxby's
Pamphlet is thought to be the best digest of the
question, written by one who appears to have had
great personal experience in this work of danger
and mercy, and may aid our readers in their enqui-
ries. A place in our columns is, therefore, by
request, devoted to a reprint of it, just as we
find it.
The Northumberland Committee have made their award,
and Published their report; and it was hoped their decision
Would have settled the question of construction. But to
Say that their decision has given entire satisfaction would
Mislead I
The committee are unquestionably men of honour, pro-
fessional talent, and integrity; and, at the time when the
noble duke placed his munificent offer in their hands, he
lid what was then best calculated to promote his benevo
tent object, and if some few are dissatisfied, it is only what
among 280 competitors could be expected. With such a
variety of models, one can imagine the difficulty of
making any selection. However, a scale was formed
which was supposed to place the best boat in the best
position; and to crown their labours, and with a view to
remove all possibility of discontent, they, with the sanction
°I the Admiralty, ordered six of the boats which stood
highest in this scale, to be built in a royal dockyard. But
the decision of the prize is one which affects so seriously
those who venture on the deep, that should any comments
the calculated to promote still further the views of
Lue Duke of Northumberland, his Committee themselves
would doubtless be the first to listen and assist. But no
one seems inclined to undertake the delicate task of calling
Public attention to a few points, which, while they are
discussed freely enough in private, are actually embarrass-
'az other Life Boat committees.
~;(Ine point which appears to cause some little, and
re'rnaPs justifiable remerk, is, the value given by the
'on'lnaittee to certain qualifications in the scale.
When the Duke heard that the Shields' boat had
"r°wlled twenty of the best pilots of the Tyne, through not
bghting herself when capsized, he considered that detect to
e the chief objection to life boats as then constructed ; he
offered a handsome premium, and models were made with
special reference to the printed and circulated suggestions
of his Grace, which were as follows :
It is considered that the chief objections to the present
"fe boats, generally speaking are :
h„:` I.—That they do not right themselves in the event of
bean upset.
transported
hat they are too heavy to be easily launched, or
'ansported along the coast in case of need.
enoug
3.h. —That they do not free themselves from water fast
4 —That they are very expensive."
IQ the the scale, however, which determined the prize,
very little value is attached to these ; a boat's righting
self, is supposed to merit only six per cent and among
various qualifications it stands only seventh in the order
'ihr Precedence ! while buoyancy forward for launching
heard a surf sta third remark is conseug
of what usends would be! facilities for launchinqguentl, &c.y ,
pr ,this main point of safety be neglected, or if (as in the
Cse of the Shield's boat) her construction was so defec-
've as, when afloat, to drown her crew ? With the
"cePton of this qualification of righting herself, and
another, of freeing herself from waterwhich in this scale
°as Only estimated at eight per cent.) (the Shields boat had
i'swered general purposes admirably for years. So then,
nuese two great qualifications, without which no boat
,held be called a life-boat (for those which had defects in
t
aticurs often lost many lives as the lanched
e:,Trssfaeayspet),r werela estimated atas only fourteen per cey u cent ; while
re
pulling alone was given twenty per cent, and it is
fait
that more than one half of the boats, which
are deemed worthy of the honour of being figured in the
Plerelid Northumberland report do not right themselves !
it While some do not even free themselves from water ! Nor is
considered that the disadvantage of great weight, which
Ine noble duke placed second in his list of objections
appears to have been duly appreciated, either in the prize
model, or in those which were honourably mentioned !
_ Now, without going frther into the scale, or fear it
Should imply a desire tou depreciate the difficult labours of
e committee (a desire which no seafaring man ought to
feel), it is sufficient to infer that this scale may have
excluded some boat even better ualified than that which
was selected for the prize q
tßut how is this to be ascertained ? Is there any other
rbunal,—any other class of men whose opinion on life-
its can with confidence be relied on? If so. why not
conetilt them ? Let those who doubt, come to the Good-
win Talk to the brave fellows whose well handled open
ruggers almost speak under their management, and which
orcibly remind one of the high mettled racer, or the
"urageous war-horse, in their seeming to partake of the
a„"Moer of their masters ! Go to the Brake, the Galloper,
1 Forelands, to Chale Bay, to the Mersey, to Yarmouth,
're Shields, and indeed tothe whole coast, and see veterans
Ofr sortie sixty or seventy winters, with their sons (worthy
O
them); see how, by the experience of half a century,
theysnatch life from the very jaws of death ! Look at
their weather beaten and toil-furrowed cheeks, in which
B,eoool intrepidity of English courage glows with as much
on" ordinary and determination in the face of danger, as
occasions on shore. Theso are men who are
habitual
to observe All fears of personal safety are in them
enellet tuallY absorbed in the one oft recurring intense
VIY as to the best means of saving the lives of others !
" sh~one
of these fine fellows, who has rescued more
1
in 11),v:reeked persons from the deep than there are pence
Dockets, offers an opinion on life-boats, is it of any
°rth ?
whliout there are among others, the Cinque Ports' pilots,
attainto a training in this hardy shool, have added superior
eueieuetnterits, and whose seamanship must have been the
cle4, of rigorous examination, and that by a still higher
tnerneh°l most distinguished men who compose the active
of values of the Trinity Board. Have all these no opinion
or 0.,„,"1 There are also the North Sea pilots, the merits
Yacht °f
whom (the esteemed Secretary of the Royal
eemytene9naclron) has recently been the subject of deserved
sumo r• His experience and obtained opinion are alone
is ent to justify this public communication. He, too,
tea man of our country. Again, look into the unpre-
eue'ng '` parlour ' of one (and doubtless others) of the
eno'i..ainnuated Deal pilots—notice the medals and testi-
ceew;lst, for saving not only individual lives, but whole
distressed seamen, displayed in all the praise-
Worth °'
evar_Y and cheering confidence of self approval, and as a
• encouragement to others—consider the worth of an
°Plnieu from •
scientifi n? him . If we think a certain amount of
(10711001 d: C Skill indispensable in the man who is to
i_Upon life boat construction, there are such men
royalghu few !) as the talented harbour master of a
learbour of refuge—a veteran of some sixty years ;
haulglll3' estimated chairman of the Lord Warden's
rirrnissioners of Salvage, trained to feel high responsi.
ene 'ell. and whose single opinion, from his great experi-
.„ je. and observation, would sway those of his coast and
`,e7;Fhbourhood! Could he, if asked on this subject,
enlighten us ? What did he mean in August last, when in
enoic_lll,g approvingly at the plans of one of the rejected
he exclaiTed with some considerable feeling,
Had I possessed a boat on this principle last winter, I (1)
ieaeteld haye saved the two crews who perished so miserably
ztore our eyes, and when neither Ramsgate nor Deal
alesers could attempt it." Where are the officers of the
got-guard, and their commanders—men of immense boat
_'experience. who have been the first on all occasions to
telt to man our lifeboats when accsiodenet occurs ? Surely
pretensionnot to an
these and their boat's (trews have m
opinion! The crews themselves
would not have
(with
specially mustered by their inspecting
commanders
ouch laudable laudable promptitude) on this question, upon hearing
' voice from the Goodwin," (2) if such commanders
Tnlnad not attached great importance to the opinions of their
There are again the commanders of revenue
sera,whose skill and experience in boat work cannot
" moment be disputed.
ltre
, ?rear then, to have another most competent tribunal!
it not be therefore well to get the combined and unczni-
Z of of all these, as to what are the actual require-
d/4:n'
or. f a life boat! Be it known that all this has been
While London Committee's were working, and plans
were
ereee eing multiplied, and all the resources of science
in active request at Board Room tables (and with
What en
al% the SS ?)" a voice from the Goodwin" was heard
the g e whole coast, from Ramsgate to the Needles, and
n7thourlallitnous opinions of the high and indisputable
Li,ities above referred to (and who have allowed their
Lin, to be used if necessary) are embodied in the general
paid, oat Axioms, which are annexed hereto, and such
rierelika have now the opportunity of refuting anything
~.Zs7l contained which might be contrary to their ex -
e'ee
pea authority.
the of such enquiry proves that whatever were
_fifties and doubts of the Northumberland corn-
zzebmitteeesrstehartzloubts must have unavoidably clung to the
to the time of their decison ; if not, why was
further Y for six full sized boats to be built for still
n
yet
a__ e periments? and they also prove that there is
authority
b ether tribunal to which at least equal
ungs' ain
ng whose pertain-
as the Almnd competency all particulsrs boats would be recognised as well by landsmen
nnee,:oluaritirne world For it is submittal that there are
tee, wlicklu9fications required in a member of a commit.
oc,:ey be
the selected to decide on this question, which can
consequence of much and continued personal
neat a t cm and experience in saving life ; much and mo-
tif, boa7sPosure to the difficulties and dangers in which
!wtjulff bear° at times placed ; not merely as such
El4eo Laeen from the shore or cliff's through a
at I;ere,.°,,,t such only as active occupation in the
t%ttemptin:ll.ooan give I And Without for a moment
offers' :, depreciate the advantages which science
-"led to, rt"" combined with the actual experience
would generally he safer to trust our lives in
~Nt
2)
Martin, Harbour Piaster, Royal Ihnbour. Rama-
{
I- I, ,
"dee from ja`'Gaotolodnwlv4at in the Hampshire Advertiser, signed

a plain wholesome Portland Laurette, a Norway yawl, or
a Chinese sampan, than in a life (?) boat contrived" by
mere engineers (whatever re their mechanical talent) of
some ordinary boating, yachting, or shipping experience !
" Hnmano capiti cervicem pictor equinana
Jungere sivelif, et varias inducere plumas
Undique collatis membris--
-(Risurn teneatls ?)

He whose voice is heard in this appeal affirms without
fear of contradiction, that he has often gained more solid
and useful experience in any one trip to the Goodwin,
made for the purpose of saving life, than from any cruise
in a big ship on the wings of a Cape Nor' Wester, in an
easterly gale on shipboard in the North Sea, or in the tail
of a typhoon
In a few hours this letter will reach all parts of Great
Britain (thanks to your wide spread circulation). Let,
therefore, each district send forth its approval or rejection
of th, sa axioms (local prejudices and circnmstancos may
perhaps modify them in some degree), but let them be
fairly considered in a spirit apart from all feeling but
that of humanity, taking for a pattern the benevolent.
labours of the Shipwreck Societies, whose wor( h is too
little known, and which, it is hoped, will soon astonish
the public into hearty cooperation, and produce more
adequate pecuniary assistance to funds which even now
cheer the home of many a widow, and feed and clothe
many an orphan; societies which alike strive to prevent
shipwreck, and to cure the evils arising therefrom, so far
as worldly comforts and sympathy can palliate the
sufferings of the bereaved !

Doubtless the noble Duk himself, and his distinguished
committee will not leave any attempts untried to promote
still the final settlement of the question. No one will, it
is hoped, pretend to gather from what is said herei❑ the
slightest charge of unfairness against the committee.
They did even more than could have been expected, as
their reports evinced ; and when a certain model (3) of a
life boat, which had been rejected by them, was seen in
August last exposed for fair and open scrutiny on a cap-
stan head on Deal Beach, surrounded by some forty or
fifty Deal men (it is a pity their names cannot all be
consistently given herein, although that of George Pettett
as a sample is offered, than whom a finer fellow never
dared the elements), the supposed cause of her rejection
was fairly pointed out. On this occasion among many
other proofs of approval, it was regretted by the boatmen
that they had not had a boat on her principle last winter
to veer down to leeward to a drowning crew, even as a
large and available lire-buoy, at a time when no other
known boat could, from her peculiar form, have borne
such a surf, and when the unfortunate crew all met a
watery grave ! Even Deal and Ramsgate luggers were
then powerless 1
The plan adopted in seeking opinions on the model was
this :—ln most cases without any previous notice, it was
shown to persons of ascertained experience, by as utter
stranger, with an openly expressed avowal of indifference
as to:the result, so far as regarded personal interest, in
order that a fair test of qualifications might be obtained.
In some cases Inspectors of Coast Guard obligingly mus-
tered their officers and crews. In one Cinque Port, the
Pilot and Life Boat Committee met by appointment,
being summoned by the commander of one of Her
Majesty's cruizers ( Victoria) at Dover, who saw
the model accidentally. Of course they will see this
statement, and recognise the " voice" which addressed
them as a perfect stranger.
Doubtless a word of explanation to either of the mem.
bers of the Northumberland Committee, would have pre-
vented misconception of her fittings, and have placed her
in the high position which she has since obtained ft ono the
authorities on the coast above referred to.

Committees are not always accessible. Gentlemen who
compose them have their private prejudices ; and with all
their desire to aid this question with head and hand, they
generally leave these things principally to the most
scientific member of the Committee; and although this is
the cause of the difficulties which still embarrass—what
else can they do? 'Longshore men do not like valves, and
handles, and levers, and pumps, and stop cocks, but if
they are wrong in this, their very prejudices must be
stalled. ; They are the men who risk their lives, but
they like to be allowed to allowed to do it in their own
way :—and simplicity and snugness are the two words
most frequently heard from them when describing what
they desire in a life boat.
It' this rejected model have sufficient merit to draw the
following note (among many others) from a naval officer
(4) of some forty-eight years active service (one third of
which was spent in the Coast-Guard, at one of the most
terrible parts of the coast), and who, at various times, has
been honoured with the Lloyd's gold medal, and many
silver ones, besides testimonials for having saved upwards
of forty lives, who must have perished but for his intre-
pidity, the .‘ voice" which presumes to speak through
your columns, is not trifling with public spirit nor
improperly brings forward this difficult question in the
cause of humanity, of, which is the best life boat? for further
discussion, and with increased facilities :

" Having minutely examined your model for a life boat,
I have no hesitation in st .ting, I consider her well adapted
for saving life from stranded vessels in extreme bad
weather. I can contidenly state, (from practical
knowledge) that her construction is such as to give
confidence to her crew when in peril, being buoyant, fast,
and safe, in heading through a violent surf, as also in
closing the object.

" Permit rm. to say that I consider her construction (if
lighter bunt) better adapted for ships' quarter boats, to
communicate with the shore when stranded, or with ships
at sea when in peril, than any boat I have hitherto seen.
—Wishing &c.'
6th October, 1851.

Life Boat Axioms.

I. Two smaller boats are better than one large heavy
boat, as in case of accident the one can help the other, and
can render more efficient assistance to the wreck. N.B.
I❑ such cases men will go afloat with greater confidence.
2. Life boats should be pulled single banked. This is
contrary to general custom ; but it has been often proved
that six oars single banked will propel a boat faster in a
sea way than twelve oars double banked. In single banked
boats the men have more room to work their oars : it
causes less fatigue, and leaves more space for the rescued :
and besides two life boats rowing single banked require
only the same number of men as one rowing double
banked. At llowth, near Clontarf, Ireland, three years
since, experiments were tried to determine the question
of " dnuble banked " and " single banked " with lite boats,
and in all respects single banked was found to answer better.
Some years since H.M.S. Bedford, 74, which had two
cutters of equal build and dimensions, often tried them
single banked against double, when single banked always
beat, and were preferred to double. A Deal pilot justly
remarked " why do not regatta boats row double, if it
rows faster ?"

3. Everything on the outside of a life.boat should he as
snug as possible.

4. E%;erything in the inside as simple as possible—all
handles, plugs, levers, valves, and stop-cocks, are
dangerous, as breakers generally hold in suspension much
sand or shingle, and every man in a life-boat has enough
to do to " mind his oar."

5. Oars should be pulled from a p:ta and grummet, so
as readily to fall alongside on occasion.

~
6. No boat is properly a life-boat that does not right
herself.

7. The life or strength of a crew depends on the boat
freeing herself rapidly from water. A perfect life-boat
will do this between the seas in a heavy gale.
8. Speed and activity are indispensable in all life-boats.
9. A life-boat should have a " good bow," with " clean
entry," and " something above to catch her easily in a sea
way ;" also a good " long floor." for pulling fast and
stability; the bottom not too flat, as this causes great
lee- way in bad weather. Flatness of floor is a fundamental
error in a life-boat. Its theoretical advantages are
an' agonistic to essential qualifications, such as speed,
righting herself, &c. Wrecks invariably occur on the
weather side of a shoal or out-lying sand bank. How can
a flat boat with her very light draught of water pull ahead
on shipping a sea, or pull round a sand-head against a
head wind and head sea ? If ever accomplished, it is by
hard work and fatigue at a time when all the best energies
and strength of her crew are required near the wreck.
Fancy a bladder beating to windward !
10 A life-boat should not have too much shear. Flat
boats must not, in order to right themselves, expose too
much above water, to the force of the wind. Let the boat
have more hold on the water than on the wind.

11. The upper works should round in, to prevent
damage alongside a wreck, and it, is convenient in
launching ; this renders a boat less likely to capsize when
struck by a sea, and gives facilities in a very difficult
operation, that' of hauling an exhausted man over a
gunwale.

12. Great care is requisite in forming the ends of a
life-boat. Persons are generally, in bad weather, sated
over the bow of a boat. It is often necessary to keep the
boat " well in hand" near a wreck to.avoid a breaking
sea, and fall of water, off a wreck, by suddenly backing
astern. A life-boat should therefore have two complete
bows, whale-boat fashion.

13. The crew of a stranded vessel are generally found
lashed to the rigging. &c.—boatmen therefore require
firm footing on the boat's bow, which at the same time
must present no obstacle to the water running off. A deck
forward is therefore likely to disable a boat momentarily,
while a well rounded forepart above to a boat will often
prevent her being turned over, as the Scarborough boat
was in 1836 end for end. An open space to jump into
from a wreck, in a rolling or pitching boat is highly dan.
gerous, as, when a sea is breaking, men have no time to
wait for opportunity, but must Jump at once for their
lives.

14. All buoying powers in any part of the sides of a
boat are hindrances to their righting themselves. (The
model above referred to proves that they may there be
entirely dispensed with.)
All cases containing buoyancy to be detached from
thelsb.oat. _

16. A rudder has not sufficient power in a heavy sea ;
life boats should therefore steer Wit h an oar. A rudder
in a life boat projecting below the keel from necessity,
implies some defects in the lines of the boat.
17. There should be life lines on the outside, and near
the water line, for drowning men to grasp and these arc
very useful in giving the men " hand hold" while launch-
ing or transporting her alongshore.
16. A few easily detached cork lite buoys should be in

(3) This same model may fcr a few days be seen at the Nautical
Depository. 4, Goree
(4) Commander Bulley, R.N.

~:

every boat, to be thrown to drowning men, when the set
is high, and when caution is necessary in a heavy sea.
19. All boats " for hire." carrying passengers, should
have on board at least one well trained and approved
sailor, and_should be compelled
.by law to carry a lift
buoy.
20. No boat can be built that will not capsize.
Now, whatever be the nature of a coast, there are but
three kinds of sea, viz., the " roller," the " short sea."
and the " over fall," which we have in Races, such as
Portland, Dunnose, Alderney, &c. Every good life boat
ought to be able to contend with either, as they may each
or all in some modification be found near outlying sands,
upon shoals, &c. That different coasts actually require
such differently constrnc:ed boats is therefore a question.
[1 they appear to do so, it will be found on inquiry that
it mainly depends on the habits or prejudices of the
boatmen. There are only three principal kinds of boats,
the Deal lugger (and ts diminutives), the Portland lauret te,
and the coble of the east coast—all equally well handled
by those accustomed to them, but there is noteason why
one boat may not combine the best properties of the three,
and therefore be generally useful. This is of importance
as far as regards the Coast Guard, who are so frequently
the first vo'unteers in case of wreck, but who are periodi-
cally chanced from coast to coast. It must, at least, be
aflmitted that a good ship's quarter boat should be equal
to any emergency upon every coast. All these desirable
ra,ints hare bean indisputably combined in one boat (one
of the rejected) ; and the assertion is made on such high
testimony as one of our most distinguished (5) naval
officers, of high service rank, pronounces to be "irresisti-
ble." There is not an important qualification in any
known boat, which this does not possess. Nor are these
qualities, the result of mod'fication, but existed in the original
and only model (though a rough one), as it was :hewn along
the coast. I am, &e.„
October 14th, 1851, S. M. SAXBV.

(5) The late Sir Edward Parry, R.N.

b:Yi'!Sttt➢tB arbo.

The SUBSCRIBERS issue Weekly (on Friday)
. a PRINTED LIST, with full particulars of the SHIPS
(new and old) and STE A NIERS they have on SALE,
both In Liverpool and the Outports, from SO to 1,500
tons : and Monthly, a return of Sales ni,cle, State of
the Markets, which may be had on auplication. N.B.—Contractors
or Building Iron Ships and Steamers.
CURRY & CO.,
Brokers for the Purchase and Sale of Ships, Sh'p Valuers, and
appinted Broilers to the High Court of Admiralty, Weimer-
buildings, Watir-street, Liverpool.

CUNARD, BRETT, & AUSTEN,
13*. (Late Cunard, Munn, & Co.)
SHIP VALUERS AND BROKERS,
7e, AUCTIONEERS FOR THE SALE OF
.. ,i.l.
p,,,zel
SHIPS, WRECKS, &c.,
'-:. I.OltK BUILDINGS, LIVERPOOL; AND 150, LEADEN-

HALL STREET, LONDON.
ROBERT A. NIUNN & Co.,
(Late Cunard, Munn, & C 0.,)
~_ ja;,.• BROKERS FOR THE SALE OF SHIPS,
VW' STEAMERS, &C., AND SHIP VALUERS,
'..'id-j:, 3, YoRX-BIJILDINOB, DALE. STREET,
LIVERPOOL.

THE UNDERSIGNED beg to intimate that
y=•• 4,1\ they Issue, Fo tnightly, a CORRECT LIST of all
Vessels (including steamers) for SALE at this Port,
which can be had at any time, on application.

TONGE & CO.,
Brokers for the Sale and Purchase of Ships, and Ship Valuers,
Derby-buildings, Fenwick-street,

aleci .Auction.
Unless previously disposed of by Private Treaty.

•
FOR SALE BY AUCTION, on Wednesday,
the 14th Instant, at one o'clock, at the Brokers' office,
3, York.bulldings, Dale-street, the barque LOUTS
, NAPOLEON, Id tons register. Length, 121 ft
2-10,fis; beam, 27 feet; depth, 15 feet. Built at Nova Scotia, n
185 d, of good materials; is a large carrying ship, having delivered
nearly 800 tons of coal ; will class for lour years. In King's Dock
—Apply to Mes'rs. Miller Houghton & Co., or ROBERT A. MUNII
and CO., Brokers for the Purchase and Sale of Ships, 3, Yor;s,
buildings, Dale-street. Liverpool.

Unless previously disposed of by Private Treaty.
' FOR SALE BY AUCTION, on Wednesday,
14th Inst., at One c'clock, at the Brokers' Saleroom, 3,
York-buildings, Dale street, the Brigantine HAWK,
41 about 218 tons o at. Length, 83 feet; beam, 21 feet ;
"`" "" depth 11 feet. Was built, in 1856, in the St. Lawrence,
of well seasoned materials, has a break quarter deck, with sunk house
for cabin, a flit floor, will sail without ballast. In Queen's Dock.
Apply to RObERT A. M UNN & CO., Brokers for the Purchase
and Sale of Ships, 3, York-buildings. Dale street.

Unless previously dispo,ed of by Private Treaty.
On account of a defaulter.

FOR SALE BY AITOTIf iN, ott Wednesday, the
0.% 14th inst., at One o'clock, et the Brokers' Office, 3,
e, ,11, York-buildings, Uale-street, the brig AMBASSA
179 tons register. Length, 89 feet 4-10ths ; beam, 23 feet ;
depth, 13 feet 1-10th. Built at Shelbourne, N.S., In 1850, of oa'e
and hecmatae, is iron kneed, was overhauled last year and zinced,
stands without ballast, cal ries 300 tons and takes the ground. In
Harrington Dock.—Apply to BOBER I' A. MUNN & Cu., 3, York-
buildings, Dale-street.

Unless previously ellspoTed of by Private Treaty.
FOIL SALE BY AUCTION, on Wednesday,
al-)::4\ the 14th Instant, at One o'clock, at the P.rokers' Sale.
room 3. York buildings, Dale-street, the beautiful
tarque PALM Al TA. 455 t,ns om. Length, 121 feet
6-10ths; beam, 28 feet 6.loths ; depth, 16 feet 3-10ths.
This strong and useful vessel was built at Pugwash in 185 g, and is
composed of well seasoned materials, has an outfit of Liverpool
manufacture, a neat lyna e on ffeck for cabin, and another for crew,
sails fat.t, carries m ell, and stands without ballast. In Union Does.
Apply to 110P.EltT A. MUNN & CO., Brokers for the Purchas,
and Sale of Ships, 3 Iroilz-buildings. Vale-street.

Unless previously disposed of by Private Treaty.
FOR SALE BY AIICFION, on Trednesiay,
,f, the y
the l4tlinst., at One o'clock, at the Brokers' once,
TA 3. or -b toldings, Dale street. the ship ANllßO-
ixi>sr
111 ACHE ; 1048 tons N.At licit tons builders' mea-
surement ; full poop, forecastle and house. Length,
1-7.0 feet; b*c •dth. 37.9 feet ; depth, 22.8 feet. Built at Itichibucto
in 1855, b, Mr. George Lane, formerly of St. John, N. 8., for Messrs.
Holdercess and Ill`l.eod. Is iron-kneed and yellow metalled ; wit
class seven yea's; has large poop, forecastle, and deck house; a
built entirely of heckmatic, which wood, at Richibucto, is superior
to any other in the colonies; is diagonally trussed in the 'tweet
decks, and copper fastened ; her clamps, stringers, and waterway;
are all bolt, d and seefire,l together every two f,et ; he: beams arc
dovetailed and dowelled into the stringers; her 'twist decks are la;c1,
and the ship built with the view of making a first-rate passenger ship.
Her passage home proves her fast sailin c properties, and she needs
only to be seen to show that she will carry a good cargo; with a
cargo of deals she only draws IS feet 3 inches. In Brunswick Dock.
—Apply to Messrs. Bolderness and Chilton, or to ROBERT A.
MUNN & CO., Brokers for the Purchase and Sale of Ships, a, York
Buildings, Dale-street.

Unless'previonsly disposed of by Private T. eaty.
FOR SALE BY AUCTION, on Wednesday,
the 14th inst., at One o'clock, at the Brokers' offic', 3,
Yolk-buildings, Dale-street, the beautiful Barque
AMATEUR; 23y tons resister, about 234 tons o.s.t.
Length, us feet; beam, 21 feet 3-loths ; depth, 13 feet 13-10ths.
Built at Tatmagouche under special inspection of Lloyd's surveyor,,
to crass seven years, from whom she has a most favourable report.
Her model is from an approved one by Cato, Miller. and Co. of
Livert.o,l, especially to carry a large cargo on a light draft. She is
well adapted for tie Rio Grande or other bar harbour trades. Lying
in Bramley-Moore Duck.—Apply to Messrs. Miller, Houghton, and
Co., or to ROBERT A. 111UNN & CO.. Brokers for the Purchase
and Sale of Ships, 3, York Buildings, D.le street.

Unless previously disposed of by Private Treaty.
..;1 • FOR SALE BY AUCTION on Wednesday,
,
the 14tn instant, at One o'clock, at the Brokers' Offic.,,
3, York-buildings, Dale-street, the good Schooner
KYRY, 1(0 ton-. register. Length, 68 feet 2-10ths ;
beam, 19 feet 2-10ths ; depth, 10 feet 9.10 th•. Built
at Parrshro, N.S., in 1842, and will make a good coaster. In King's
Dock.—Apply to Messrs. Miller, H^ughton and Co.. or to KOBER!'
A. MUNN & CO.. Brokers fur the Purchase and S ile of Ships,3, Yurk
buildings, Dale-street.

U.less previously dispo,ed of by Private Treaty.L E
FOR SA BY AUCTION, on Wednesday,, thc 14th inst., at One o'clock, at the Broker's office, 3,
..0 ' Ycrk.buildings, Dsle.street, the fine new Shin
, e GENERAL WINDHAM ; leneth 169 leet, breadth 35
...•- ^ feet I.loth, depth 21 feet; bu.then per register 850
tons, old measurement 951 tons; was built at Dorchester, Netv
Brunswick, and launched in June last, and will class at Lloyd's
seven 3 ears. This is a substantial and well built vessel, of excellent
model for the combination of Baling and carrying qualities, and her
eutfi a are all of the best Liverpiol manufacture, now lying on the
west side of the Brunswick Dock.—For further particulars apply t,,
Messrs. Stitt, Coubrough & Co. ; or to ROBERT A. MUNN & Co.,
Brokers for the Purchase and Sale of Ships, 3, York-buildings,
Dale-street.

Unless previously disposed of by Private Treaty.
FOR SALE BY. AUCTION, on Wednesday,
the 14th inst., at One o'clock, at the Broker's office, 3,
York-buildings, Dale-street, the new Ship MA NI E LON;
737 tons register, about 751 tons oat ; length 148 feet
25.100th5, beam 32 feet 65.100th5, depth 20 feet 35;100ths ; built at
Quebec in 1856 to class seven years at Lloyd',; Is a large carrying
shiph
sails well, and stands without ballast; lying in Queen's Dock.—
,
ply to Messrs. Miller, Houghton & Co.; or to ROBERT A.
MUNN & Bre,kers for the Purchase and Sale of Ships, 3,
York-buildings, Dale-sheet.

Unless previously disposed of 1-,y Private Treaty.
FOR SALE BY ATICTION, on Wednesday,
x:
".;\ t 3,
110144,tk,h1.;bi Onetdl.3i,n3agt.t,onDs a
register,oe sctl
Dale-street,
ec
ek at
Ith,et2h.teo Shipßt tons
no Broker's rDb'Ds
Measurement; full poop, and topgallant forecastle.ur:llndßi''lrsf''
Length. 189.25 feet; breadth, 31 feet; depth, 22.775 feet. Built at
Quebec, in 1856, under special survey, to class seven years ; all her
stores are of the best quality; she carries a large cargo and sails
remarkably fast ; is copper fastened, and well worth the attention
of any party wanting a ust folly modelled and well built ship. Now
in Brunswick Dock.—Apply to Messrs. Holderness & Chilton; or
to ROBERT A. MUNN & CO., Brokers for the Purchase and Sale
of Ships, 3, York-Imildings, Da'e. street.

Unless previously disposed of by Private Treaty.
~. FOR SALE BY AIIC HON, on Wednesday,
~ tyhoerkl4,
bt h.
iiin
isot ~
g,a, tDoaniee
so'trcel
eote,k, thaet
new
he
we B.
hriopk
ce rHs'AOliffi
acEe .R 3;
,
c- ;,•!-,..„„.. built at St. John, N. 8., under Lloyd's special Inspec-
tion, for recen years elasoification. Diniensions as follows:
Length, 174 feet 5-10ths; breadth, 37 feet 7-10ths; depth, 22 feet 6.
ooinin taken
g is
speed
the
10ths ,• 1059 tons per register, and 1117 tons old measurement; just
strived from St. John, N. 8.. and discharging her cargo en the west
side of the Brunswick Dock. great care has ben
selection of the frame , f this ship; her Materials arp all of the best
an
nex7ll b excellent
found o ntnoden Inspection a mostl, m
aEnnaglai English
large
manufacture;eairyii,v she
capacity,si and w
desirable vessel.—For further r artieulars apply to Messrs. Stitt,
Coubrough & Co.; or to RoIiERT A. AI UNN & Co , Brokers for
the Purchase and bale of Ships, 3, York buildings, Dale street,
Liverpool.

;.