The Sun.
London, England, 1839-02-01 00:00:00

." To the Harbour.masters of the Port of London.

Gentlemen—The sellers and buyers of the cargoes of
coals in the following ships have applied at this office for
meters to weigh out the same. I have to request you will
permit the said ships or vessels to proceed into the pool, for the
purpose of discharging the said cargoes.—By order, William
Vale, shipping clerk.'
" Ships consigned to gas companies and for private:use are
required to produce at my office a certificate from the factor,
merchant, or consignee, stating that the ship will not employ
a coal-market weigher, and that the vessel will be unloaded
immediately on her arrival in the pool. Her name is then
placed in turn for the pool, following the lat ship metered by
the market list, and generally on the next delivery of orders
she receives her permission to proceed into the pool, if in one
section, according to the orders previously received from the
Harbour-master at Gravesend, vessels bound to the docks or
wharfs are, by the sth section of the bye-laws, allowed to
proceed to their destination without any delay, for the purpose
of discharging their cargoes. Should they not discharge their
cargoes of coal in the dock or at the wharf they fall under the
above town regulations, and require an order for the pool in
the same manner as if they had been lying during the whole
time in a section of the river. Those sections are seven in
number, distinguished by marks or piles on the banks of the
river, and will accommodate 439 sail of colliers. _

3. What is the largest period that any coal ship has
remained in the river since the new bya-laws came into ope-
ration ?

On this point I have to inform your Lord.hip that the
account of vessels taken at the coramencement .of the ope-
ration of the new by-laws was imperfect, and, therefore, I
have confined the investigation to the month of December,
by which it appears that several vessels were detained in the
river, between Gravesend and Greenwich, waiting for orders
for the pool, 23 days.
"4. Would it not be an advantage to the public to coin-
'pet coal-ships to unload sixty tons per day instead of forty-
nine, as at present, and thereby compel a ship with 300 tons
of coals to leave the pool within six days after entering it, in-
stead of allowing them fifteen days to unload, as at present,
without interfering with the coalowners in the north and the
factors here?

The alteration proposed to compel ships to deliver 60
tons instead of 49, would in no way interfere with the coal-
owners in the north or the factors here. The coal merchants
would feel the inconvenience, if they arose, from the necessity
of a greater supply of the craft for the discharge of the ship.
Such a regulation would break up a system of imposition now
practised by the lightermen upon the shipowners for what is
usually termed despatch. Thus a ship of 300 tons is allowed
seven days to discharge in. If the lighterman will supply
craft the ship is worked out in five days. For this despatch
he would receive a sum of money varying from 15s. to 30,.
for each day, or keep the last room of coals in the vessel to
the extent of her seven days. An alteration in the present
regulation of discharging from the ship 60 instead of 49
tons of coals would be of great benefit to the shipowners and
the public. lam of opinion that the coal-merchant could not
offer any reasonable objection ; but, should it appear other-
wise, your Lordship must be aware that 15 days, as at pre-
sent allowed by the by-laws, is too long a time, even under
the 49 tons delivery system, and the stated time for each
vessel might be placed on a scale, and introduced into the
third section of the by-laws. Under 250 tons of coals four
days, 300 tons five days, 350 tons six days, 400 tons seven
days, 450 tons eight days, 500 tons nine days, and upwards in
proportion. _ _

"The effect of this regulation would be to compel the
sale of the whole of the cargo before the vessel could obtain
admission to the Pool. Such admission is obtained by the
sale of a small part only of the cargo, and thus a valuable
space in the tier is occupied until the remainder is sold. Un-
der the present system it is a very rare case for a vessel of 300
tons of coals, when the whole cargo is sold, to exceed seven
days in the Pool, it being the object of the Captain to dis-
charge his cargo with all possible expedition.
The 4tb clause of the by-laws could remain in force, and
give the vessel, after the discharge of the cargo, the next suc-
ceeding flood-tide to get her ballast on board. lam not
aware of any law to compel the merchant to deliver daily
from the ship any required amount of coals. They are
guided by a custom or regulation amongst themselves with the
shipowners.
Having disposed of these subjects. which are in connec-
tion with the present regulations of the river, I approach that
part of your Lordship's communication which embraces a re-
duction in the pi ice of coals with the preservation of a free
and unobstructed passage, and which appears to be the object
of the whole of the new regulations.
Can Captain Rowland suggest any alteration that might
be made fur the public ben( fit in respect to a more speedy de-
livery of coals from the ships, and Or reby enable a captain to
perform a greater number of voyages without being detained
by the factors ? And further, can Captain Rowland suggest
any mode whereby the public can be well served with coals,
and leave the combinatcrs in the full enjoyment of all their
rules and regulations?

,e The subject here presonted to me is one which has en-
grossed much of my time and consideration. As early as
July, 1824, I presented a petition to the Court of Common
Council, annexing a copy of a letter addressed to the Right
Hon. George F. Robinson, Chancellor of the Exchequer,
wherein I pointed out the crowded and dangerous state of the
navigation of the river, the increase of the coal trade, and the
additional accommodation required. It was at that period
stated that from twenty to 100 sail are frequently compelled
to be detained for a week, and sometimes for a fortnight, at
Blackwall and Greenwich, until there is room in the collier
pool, while the very insecure anchorage in which they are
often thus unavoidably placed, causes constant risk, and nu-
merous accidents. In 1825, the quantity of coals imported
in 6,564 ships, was 1,856 606 tons. In 1837, the quantity
in 8,720 ships, was 2,626 997 tons, and in 1838 the quan-
tity in 9,003 ships was 2,581,085 tons. If the state of the coal

.It,if , z

trade in 18124, called for extended regulations, how much
mote requisite are they now that the trade has increased 40
per cent., and if the regulations made by the authorities have
tended to improve the navigae.on in the poi/A at Greenwich
and Blaekwall, and by the increase trade to Gravesend,
and even below it, and the average exceeds 330 sail of colliers
lying in different parts of the river down to Gravesend, the
risk is proportionably increased to the colliers, and injurious to
a free navi,atioa. Upon further inquiry on the subject of the
delivery of coals, it appears that in 1824, more facility being
given to collier ships to discharge, there were frequently 220
sail of ceiiirs moored in the pools, whereas the law to pre-
serve a navigation of 300 feet, limits the number in 1838 to
147 ships. By a recent alteration in the moorings the accom-
modation is increased to 166 ships in the collier pool, and the
tiers westward of the pool, when unoccupied by traders will
add 20 more to the number. Thus 186 ships is the maximum
number to be in the pool at one time. I will now draw your
Lordship's attention to the fact that that number is not equiva-
lent to Lhe wants of the trade or satisfactory to the public, in•
asmuch as the delay arising from want of room for the dis-
charge of ships sold is one of the great causes of the increased
price of coals, and if more ships were sold in the market than
at present, the cargoes could not be discharged in the pool, as
it is already crowded to the extent the law allows to preserve
the 300 feet navigation. At the close of the market on each
day during the month of December there were no less that:
• 94 sail, and on the 2tith of December there were 143 ; some
of them remaining in the sections six days after they were
sold before there was room for them in the pool, and their turn
arrived for discharging their cargoes.
" The only legitimate inference that can be deduced from
this state of things is, as his Lordship doubtless perceives,
that the pools are not large enough for the wants of the trade,
consistently with the despatch and proper delivery of the
article to the public.
" The river Thames down to Gravesend, on occasions, has
not been large enough for the coal-ships, consistently with a
preservation of a free passage through this important port.
and many colliers hare been detained below this last-named
place. This detention of ships from feeding the market
secures to the coal owner his demand for the coals, and the
ship-owner the freight which he must have to compensate him
for the delay, and the extra charges incident thereto. Tho
difference between the freight of the free ship and the one
under the surveillance of the owners and factors, is about
2s. Od. per ten, which money is paid to support the owners
and factors' regulations, and to keep the men, who receive
61. los. a voyage, two-thirds of their time in idleness. The
public pay this sum upon about 2,000,000 tons.
" The number of barges congregated during the first half-
flood and first half-ebb tides in the pool presenting a most for-
midable impediment to navigation, is one of the many, nui-
sances attendant upon the delivery of coals in the strewn', and
has been particularly noticed and complained of by many
parsons before the Committees of the House of Commons and
the city of London.

The preser,t regulations are a great improvement on every •
former system, and the public are indebted much to your
Lordship and the Navigation Committee for your indefatigable
exertions in bringing them forward for the general trade of the
port of London."
_ _

A most minute detail of particulara of the tonnage, the
dates, arrival, of the sale of cargoes, the delay, &c., follows,
proving that the duties of Captain Rowland have been very
heavy and very efficiently performed.
One of the Appendices contains the following account of
the quantity of coal imported into London in the following
years :

Ships. Tons.
1825 6,564 1,858,606 S After an interval
160,369
1829 6,992 2,018,975 .Z
of four years.
1835 7,958 2,298,812 ditto six years. 279,837
1836 8,162 2,398,352 ditto one year. 79,540
1 837 3,720 2,626,997 ditto one year. 228,645
1838 Not made up. ditto one year.
During the last year the Coal Market delivered 9,003 ships,
containing 2.581,085 tons.

Increase Tons.

HIGH WATER AT LONDON BRIDGE TO_NIORROW.
blaming IS mi• utes after 4 Evening at minutes after 4

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