The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1841-09-14 00:00:00

THE CIIINESE WAR

The following interesting communication on the state of
our warlike operations in China, is from an officer who has
distinguished himself in the expedition, and has been re-
ceived within a few days by a relative in this neighbour-
hood :
" I have at length had an opportunity of seeing how the
Chinese fight, and am more than ever convinced that we are
engaged in a warfare which never can be considered as a
glorious one. In eonsequence of the continued fiery edicts
of the emperor, it was determined to approach nearer to Can-
ton. The boats of the advanced squadron contained about
500 men. The navigation was intricate, but we had explored
it five days previously, and we succeeded in getting up to
the battery, about 2 p.m., Saturday, March 13, being towed
by the Madagascar steamer. The fort was about 350 paces
in circumference, and the parapet fifteen feet high, mounting
27 guns. The steamer commenced the action, and one or two
shots from her dislodged them almost immediately ; in fact,
no gun was fired by them twice. The shot whistled about us
pretty freely ; but, as it was evident they were deserting the
battery, the boats were ordered to pull ,up and take posses-
sion. We found no one in the fort, which is situated on an
island, and admirably adapted for a strong position. It has,
accordingly, been garrisoned by the marines, and as it com-
mands one of the best approaches to Canton, will, I pre-
sume, be kept until hostilities cease. A strong raft con-
nected this island with both sides of the river. The Ple-
nipotentiary, as usual, put a stop to further proceedings,
and we remained in a state of inactivity for the next three
days, when we proceeded up inthe Nemesis with a flag of truce,
to deliver another chop, and renew the protocol war. Very
fortunately, John Chinaman took it into his head to fire at us,
and we just gave him a shot or two, in earnest of what was
coming, and returned to the Modeste. A passage for her
through the raft was soon cut through, and the next morning
the ship was moored within three-quarters of a mile of the bat-
tery. The Algerine, Starling, Madagascar, and Nemesis being
in company, we waited until late that evening, in hopes orders
would be given for the attack, but somehow or other it was
judged not advisable. During the night, the raft opposite the
new battery was cut through in two places by the guard boats
without any molestation, which led us to fear they had fled
from the battery. Fearing that low water would prevent the
boats from getting in so easily as they might otherwise, and
also to allow one division of boats to proceed up a channel,
which entered the main branch of the river above Canton, and
cut off the retreat of the Itow boats, which were drawn up in
very gallant style, we did not weigh until half-past eleven. The
Chinese stood to their guns remarkably well. The Modeste,
however, 'did not fire a gun in return until she had passed
through thelmom, and was abreast the fort. The stern anchor
was then let go, and five broadsides cleared them out. Capt.
Bouchier, of the Blonde, commanded the landing party, and
did me the honour to select me as his aid-de-camp. We were
soon on shore, and found about a hundred Chinese still in
the battery ; they decamped, however, as quick they could,
so much so, that although second in the battery, I never had
occasion to draw my sword. The battery was situated on a
small hill, covered with trees, the shot rattling amongst
which must have alarmed them considerably. It was well
protected by sandbags ; but they had not the means of point-
ing their guns. We found a considerable encampment, and
quantities of match-locks, bows and arrows. I succeeded in
picking up the colours of the regiment, (which we have since
learnt was 1,800 strong and the elite of the Tartar enemy,)
which will do as a trophy for your library until I can win
others, more gloriously, for this warfare I am almost ashamed
of. The fort mounted 30 guns. The boats took some more
batteries, one mounting five guns at the western extremity of
Canton, and an extensive grain store with nine guns: Two or
three shots soon dislodged thee:, though they had repulsed two
small boats of the Modeste, when we landed and found that
very unfortunately for them one of our shot got through the
house, and made an opening so that they could get out. We
then pulled up opposite the city, and found the Plenipo with a
flag of truce up as usual. It appears to me a most strange
policy that the victorious party should not compel the
vanquished to hoist the white flag first. The consequence of
this manoeuvre was that the Chinese thought, I suppose, we
had had enough of it, and they came down and fired several
matchlocks at us. Down flag of truce—fire away again. This
new method of lighting occurred five or six times. The ships
remained off the city that night, and the following morning
possession was taken of the factories, and the jack hosited.
The Hong merchants and the Kwan-choo-foo (or officer
answering to our mayor) waited upon Captain Elliot, and it
was settled that the trade should be opened forthwith; ac-
cordingly
the ships have moved up to Champoa, and are
receiving teas, How we are going to commence hostilities
aegati;2.l_ pannot say. The commodore has started off to Cal-
cutta
n`3_consult the governor-general, and has left the com-
mand" Sir F. Senhonse, which has delighted every body,
for he won
it will bestand any humbug, and if anything occurs now
maned Properly.'

Some Yankee has invent____e
_ dnew kind of ink, called "the
love letter ink." It is a sure preventive against all cases of
breach of promise," as the ink fades away and leaves the
sheet blank again in about four weeks after being written
upon !

Prefatory to an account of a trip by water from Limerick
to Kilrush, on the Lower Shannon, some desciption may be
acceptable of that long neglected but magnificent river,
with reference to its capabilities as a means of commercial
intercourse and inland navigation.
The SHANNON, " the king of island rivers," takes its rise
amongst the mountains of Leitrim in the north of Ireland.
The precise spot has not been defined,—some writers as-
suming that it is identical with one or other of two small
rivers that discharge themselves into Lough Allen at its
northern extremity, after a southerly course of a few miles ;
others that it properly commences in the overflow at the
sound end, of that spacious sheet of water, which is supplied
by several rivers, including the Arigna. and numerous brooks
on every side, thus leaving the point in dispute (which is of
little importance) to the arbitrement of fancy or conjecture.
Adopting the latter opinion as the most reasonable, seeing
that it eventually issues from the lake, whatever its original
course of comparatively a few miles, the Shannon, accumu-
lates in volume as it advances, alternately presenting a broad
and navigable, though occasionally interrupted stream, and
diffusing itself into what may be called a chain of interesting
lakes, generally increasing in magnitude as they approximate
its mouth. The most extensive of these lakes are Lough
Ree, and Lough Derg, each above twenty British miles in
length, and averaging from five to six in width, bounded for
the most part by elevated and mountainous districts, with
deeply indented and frequently wooded shores, and diversi-
fied by numerous romantic isles. _

From the head of Lough Allen to Athlone, (including
Lough Ree,) the distance is eighty-one British miles, and
from Athlone to Banagher twenty-four miles—being 105
miles of a nearly south course in the middle of the island.
From Banagher to Limerick, (including Lough Derg,) the
river takes, in its general curvatures, a S.S.W. direction—
distance fifty-four miles ; and from Limerick to the Atlantic
ocean, runs west a little southerly, 71 miles, making an en-
tire navigable course, with bat few impediments, and all of
them removeable, of 230 miles. More than double that
length, or, at least, 500 miles of populous and highly im-
proveable coast, is watered by its stream, lakes, and lateral
branches, offering faculties of internal intercourse, by its ge-
neral depth, natural advantages, and diversity of character,
unequalled by any river in the United Kingdom, and sur-
passed by none of equal extent in the continent of Europe.
It washes the shores of ten counties—Leitrim, Roscom►non,
Longford, Westmeath, King's County, Galway, Tipperary,
Clare, Limerick and Kerry, all susceptible of great agricul-
tural improvement, and some of them containing valuable
quarries and mines. Between Limerick and Killaloe there
are several falls or rapids, which are overcome in the navi-
gation by lutteral canals with occasional locks, cutting off
deltas or curves, the boats, when these are
_passed, again

merging into the broad and placid stream of the river. The
falls, considering the great length of its course, are but few
and moderate, the general course being deep and sluggish,
approximating in character to our English navigable rivers.
Those from Killaloe to Limerick are,the greatest, amounting
together to 97 feet 1 inch—those higher up, to the river
Arigna, to only 49 feet 10 inches=making in all from Lough
Allen to the tide-way at Limerick, 146 feet 11 inches. Very
little advantage has, however, been taken of these falls in the
working of mills, of which there are but two or three in the
whole line.

The estuary of the Shannon, which is truly magnifi-
cent in •extent, and is capable of receiving all the
navies In the world, presents to the navigator the appearance
of a successicu or chain of inland seas, in which, even so far
up as Limerick, a distance of 70 miles, he may dash along
before a fair wind, or beat up should it be unfavourable,
aided by a tide-way with a flood equal to a height of 20 feet
at the quays of the city. The banks of the river, particu-
larly along its lower half, are throughout highly interesting
both to the agriculturist and geologist. The several coun- ,
ties whose shores it laves, being relatively in a north and
south position, present considerable diversity both in soil
and climate, some containing vallies productive of the finest
herbage, others with soils on a warm and fertilizing substra-
tum of limestone, adapted to the production of the finest
grain and other produce, and some, though less prolific, in-
viting the improving hand of the husbandman, or the pro-
fitable labours of the miner, in the extraction of fine stone,
slates, and marble. Natural manures, particularly black and
white marls, are readily accessible to all, and turf, a first ne-
cessary of life in that country, is abundant in many of the
districts. The bogs, and callows (low meadow and grazing
land), are also extensive, and within the reach of great im-
provement. Yet, strange to say, those advantages have
until recently remained to a great extent unavailable, the na-
vigation of the river—the natural highway by which the
counties on its banks, by the cheap and easy transit of com-
modities, could supply mutual wealth and mutual wants—
having been almost wholly neglected.
In supplying a. few hasty sketches of the Shannon, and
the scenery on its banks, designed rather as reminiscences
of its bolder features for the tourist, than as data for the
speculative philosopher, a detailed description of this noble
river and its capabilities, scarcely falls within my province ;
and I feel the less regret that I am not called upon to enter
upon such a task,—first, because I feel my inadequacy to
point out the full advantages local and natural, of which its
improvement gives promise, amounting almost to certainty ;
and secondly, because my advocacy of effective measures of
redemption is the less required, inasmuch as the government
have at length resolved to improve, and it may be complete,
a line of navigation which, h. d it been accomplished a cen-
tury ago, would have added millions to the agricultural and
commercial wealth of the united kingdom ; and, at the same
time, (a not less important advantage) by furnishing the vast
population of the counties through which it runs, with the
means of permanent employment beyond that arising from
the public works required, would have redeemed from general
or periodical destitution and disorder, to comfort and con-
tentment,—diffusing amongst them habits of industry and
providence, and feelings of moral rectitude. Referring the
reader, however, to an admirable description of the Shannon,
in a treatise entitled, " The Inland Navigation of Ireland,"
&c., by C. W. Williams, Esq., of the Dublin Steam Com-
pany, of this town,—l cannot refrain from quoting a few
passages, bearing peculiarly on the subject of this article.
Mr. Williams, to whose enterprise and intelligence England

• •
and Ireland owe almost exclusively the advantages of steam
navigation between the two countries, and its establishment
in the interior of the latter, handles the subject as a practical
man and a philanthropist. His work was published in 1833,
and had, no doubt, great effect in rousing the government
to a sense of the great importance of the navigation in ques-
tion. After stating, with respect to the Shannon, that nature
has done her part ; that the capabilities of the river almost
provoke the population to industry and intercourse • and
that all the elements of internal and profitable traffic are
in attendance, but have yet been neglected ;—he thus notices
that fine river :

" How then can we convey to English eyes the picture of
the Shannon through its course. Let us suppose a navigable
river taking its rise in some distant county in England as
far from Liverpool as Essex or Middlesex. Suppose it occa-
sionally spreading itself into noble and picturesque sheets of
wrter, of more than 20 miles in length, with numerous islands,
receiving the waters of many rivers, and stretching its bays
into the adjacent counties, as it were to increase the measure
of its utility and beauty. Imagine it winding its way through
Hertfordshire and Bedfordshire, Northamptonshire and War-
wickshire, and the rich soil of Leicestershire ; and after
passing by Staffordshire, Derbyshire, and Cheshire, and
running a course of 230 miles, falling into the estuary of the
Mersey, in Lancashire. See it presenting to each of these
counties the benefit of 50 miles of navigation, and we shall
have a correct idea of the extent and capabilities of this river.

" But how shall we describe the state in which it has re-
mained for ages as to trading intercourse, and in which three-
fourths of it remains to this very hour. Absolutely wanting
in all the incidents of navigation. For nearly 100 miles of
its length, not a sail or boat to be met with on its waters.
No appearance of utility ; no incications of industry or capi-
tal ; even its beauties unknown. Deficient to an extent
scarely credible in roads and approaches to it, and conse-
quently having but little connexion with the interior, to
which nature designed its influence should extend. Without
any employment of its waters, it flows unheeded by, and un-
productive of any good. Over many of its districts of great
extent, from the absence of that control which human skill
and means could have effected, its waters have become a
source of wide-spreading waste.
" The inevitable result of this neglect and inactivity is,
that instead of becoming the direct means of connexion and
intercourse between this family of counties situated on its
banks, and of the consolidation of the interests of their re-
spective population ; it has, on the contrary, grown up, and
remains to the present time, a positive and mischievous line of
separation ;—the enemy, rather than the ally of social life.
Instead of proving the parent of family and trading alliances,
it has engendered nothing but a repulsive spirit, productive of
enmity, district broils, and almost civil wars."
Such was the Shannon, so late!), as 1833, and the improve-
ments in the navigation, up to the spring of the present year,
when the government plans began to be developed, have been
partial and comparatively insignificant.
The project of rendering the Shannon navigable, was en-
tertained so tar back as 1638, when a letter on the subject,
(still preserved) was addressed to the unfortunate Earl of
Strafford, then viceroy of Ireland; but though considerable
sums have, during the last century been expended upon it, in
some cases injudiciously, no adequate effort was made to
complete it ; and so lately as 1832, Mr. Rhodes (civil en-
gineer, and member of a commission then appointed by go-
vernment,) reported that—
" Taking a view of this majestic river, its lakes and
latteral branches, which received the drainage of a consider-
able portion of Ireland, they also appear as if formed and
designed by nature, as the great arteries of the kingdpm, for

facilitating its agricult►►ral an►l commercial purposes, by

• •
marking out a splendid line of intercourse for an expeditious
and cheap mode of conveyance, (through a populous coun-
try,) superior to any in the empire, and only requiring a
little assistance from art to render it beneficially useful to an
unlimited extent; but her grand designs have hitherto been
in a great measure frustrated, and may not improperly be
compared to a scaled book. This is caused by a few natural,
but greater part of artificial obstruction, which dam up the
water, and inundate the country to a formidable extent."
The principal wants of the Shannon are a deficiency of
roads and approaches. Few of the districts or towns by
which it flows have any connexion with it. Extensive tracts
are without landing or shipping accommodations, or even ap-
proaches to its waters, except at the bridges, which are few
and far between. Between Killaloe and Drumsna, a dis-
tance of 107 British miles, there are only seven bridges.
Shelter harbours, piers, and landing places, landmarks and
beacons are also much wanted, to render available many
otherwise convenient small stations for boats and shipping.
Almost incredibie as it may appear, as regards a river that
offers so many advantages in the improvement and conserva-
tion of its stream, about eighteen years ago the government
had in view the project of lowering its waters, with a view
to add a few thousand acres of land to the estates of several of

the
2700 i
ot nd
highly
an
improvable e extent sny-t ter-
ritoryof
n)-
-
0100)a banks—a
acres,
proved navigation, was to be sacrificed ; while the river was
to be rendered for ever useless as a gene
ot.
about
general means of internal
intercourse ! It is scarcely possible to conceive how an idea
so utterly at variance with English feeling and good policy
could have been entertained by any set of men, not utterly
lost to reason and refleetion. The celebrated engineer, Mr.
Rennie, was, nevertheless, employed to survey the river
from its source to its mouth, with a view to its being drained
off, and he em m
employed Mr. Grantham to •
oceed with the
task. The estimate (says Mr. Williams) of this destroying
process was £300,000. " The death of Mr. Rennie, however,
happily brought the survey to a close—put an end to the pro-
ject—and left to the Shannonits waters, and its capabilities,
to confer blessings on future generations." The same writer
forcibly remarks
" Some justification may be found for the neglect of such
capabilities of intercourse, in the circumstances of the great
extent and pcculiaritiFs of the navigation rendering detached
efforts of counties or individuals unavailing. The very mag-
nitude of the object has been urged as sufficient to damp the
ardor and energies of even the most competent and enter-
prisi
It is true, combined exertions and systematic
efforts, which nothing but great co-operation, or national
means could produce, were essential to this great work.
This may be some
extenuation for the supinenessof the land-
owners and men of property, though none for the national
governments of the last century.
To the efforts of Mr. Williams to obtain " justice to the
Shannon," the able reports of Mr. Rhodes, the late Mr.
Nimmo, Mr. Mullins, and other engineers, may he attri-
buted the improvements now commenced. Roused to a sense
of the great importance of the subject, the government at
length, after previous minor grants, passed an act, in 1839,
appointing a board of commissioners to superintend the works,
and granting for their completion (so far as that sum will
effect it) X 500,000 as a gratuity, and £500,000 as a loan, to

'Os ;chola 15, I torn, to tut ei7
years. 4 considerable sum has atreaclY been
compensation and pnrchase of land, providing steam
pis and other requisites preparatory to the com-
mencement of the principal works. Steps have also been
taken. in which the proprietors of the neighbouring lands
have co-operated with the commissioners, to preserve the
va:nable eel and salmon fisheries in the river, and to remove
obstructions to the navigation. Anew wooden bridge, to re-
place the old one at Portumna, is also in progress of comple-
tion. The sum of £20,000 was allotted for the work. The
toll for a foot passenger on the old bridge was, until the Dublin
Steam Company became of late years the lessees, three-half-
pence, or about half a day's wages of a labouring man in these
districts. The company, however, reduced it nearly one-
half, which was a great boon to the peasantry, and the new
bridge will be toll free. Several new and .large piers arc to
be built, one of them at Tarbert, on the Lower Shannon, and
another, or an addition to the present incommodious one, at
Kilrush. At the former place-the Dublin Steam Company
erected a pier some years ago, partly of wood, but it was last
year nearly demolished by the effects of a severe storm, and,
in anticipation of the new one, has not been repaired.
Private enterprise has meantime chalked out to a consi-
derable extent the course open to the government, by open-
ing out—at great expense, and to the infinite gain of the
public—an advantageous traffic by steam and canal boats on
several long lengths of the river. On the Lower Shannon,
the Dublin Steam Company (who opened the navigation by
steam some years ago) run two fine steam-ships, the Erin
and the Garryowen, each upwards of 300 tons, between Li-
merick and Kilrush, touching at Tarbert (the most direct
route to Killarney) and at other stations on the river, each
nine miles apart. They have also canal-boats on the Upper
Shannon to Killaloe_ ; thence to Portumna they navigate
Lough Dearg in the Lansdowne steamer of 100 horse power,
and the Shannon thence to Shannon harbour and the Dublin
canal in the Avenmore, a steamer of 32-horse power, pecu-
liarly constructed to pass the narrows and locks where por-
tions of canal are cut to avoid the falls. From Shanno n
harbour another of their steamers proceeds up the river as
far as Athlone, in the heart of Ireland; and when the navi-
gation is opened out, steamers will doubtless be put on, pro-
ceeding to the source of the river in Lough Allen, and even-
tually, in all probability, to one or more of the seaports in
the north of the island.
Such is an outline of the Shannon, which, though brief
and consequently imperfect, may yet serve to draw favoura-
ble attention to that noble river. Considering, however, its
great extent, and the costliness of the improvements required
to bring its superior advantages into full play, proportionately
with those of many of our minor English rivers, I am not so
sanguine as to assume that the grant recently made (barely
equal to the expenditure in the formation of the 32 miles of
railway between Liverpool and Manchester) will be suffi-
cient ; but it is to be hoped the judicious outlay will so far
develope the advantages and profits of the undertaking, as
will place out of difficulty the raising of any additional capi-
tal that may be requisite to the attainment of that grand de-
, sideratum. _ _ _ _

paid
dredging vi

I may here remark, as a circumstance which I consider
highly creditable to the government, of whatever political
opinions the administration that counselled it may have been,
that a general survey of the whole island of Ireland has been
going on for some years, and is now approaching to com-
pletion. So imperfect were all our former maps and plans,
in the subdivisions, geological structure, quality, and precise
boundaries of the land, that it might be said the monarch
had but an imperfect idea of the realm subject to his (or her)
sway. About 700 competent individual have been employed
in the work simultaneously in three or four counties, under the
superintendence of distinguished officers. Clare, Limerick,
Kerry, and another county, alone remained to be completed,
including the Lower Shannon. The land, to low water mark,
is surveyed by the Royal Engineers, under Captain R. J.
Stothard, of, that corps; the bed of the river, banks, &c., by
the Sappers and Miners, under Lieutenants olff and
Beechy, R.N. I was politely shown the map of the Lower
Shannon and its banks, by Captain Stothard, who resides
temporarily in Limerick. It consists of no fewer than 26
large sheets, on a scale of five feet to the mile, and is drawn
with great accuracy and beauty, the smallest cottage, and
even outhouse and tree being distinctly laid down. There is
also a fine plan of the city of Limerick, on a scale of-six
inches to the mile, and so minutely defined, that every house
is distinguishable. These will all be finely engraved.

(Trip from Limerick to Kilrusb, by the Shannon, in my
next sketch.)

UNUSUAL CIRCUMSTANCE.—It is a curious fact that
there are at the present moment two boroughs in England,
both seats for which are vacated in consequence of the ex-
members having accepted office under the new government
of Sir It. Peel. These are-1. The borough of Huntingdon,
whose late members, Sir F. Pollock and Col. J. Peel, have
respectively been appointed attorney-general and surveyor-
general of the ordnance. The other borough is Marlborough,
the late members for which, Lord Ernest Bruce and the
Hon. H. B. Baring, have respectively been made vice-
chamberlain and a lord of the treasury. Marlborough and
Huntingdon are therefore, for a brief interval, virtually
placed in schedule A.

SINGULAR INTRUSION.—EarIy on Friday morning, a lad
was exercising a grey horse in the Crescent-mews, Minories,
when the animal became restive, and the boy was making an
effort to quiet the horse, when it suddenly turned its head in
the direction of a staircase leading to rooms over a stable
occupied by a gentleman's coachman and family. The door
was open, and the horse sprung up the stairs with the boy on
his back, and entered the sleeping-room of the coachman,
whose wife was in bed. She was greatly alarmed at the
entrance of the strange visitors, and called aloud for assit-
ance. A number of persons entered the building, but the
horse would not retreat by the stairs, and after some time it
was led through a door-way into a hayloft adjoining. With
some difficulty the animal was secured by ropes and brought
down a plank without any injury.—Morning Herald. '

An accident of a distressing nature occurred on the 28th
ult., in Sturminster Marshall, by which two respectable
families have been plunged into great distress. It appears
that Frederick Joseph Belcher, Esq., a fine young man, 20
years of age, an ensign of her Majesty's 60th regiment of
foot, who was staying for a short time on a visit at the house
of his uncle, Charles Parke, Esq., of Lower Henbury, was
induced, by the fineness of the weather, on the day above
mentioned, to bathe, in company with Frederick Fame, Esq.,
a relative of the late General Fane, in the river Stour. After
being in the water some time, he was observed to sink. No
assistance could be immediately rendered him, and consider-
able time elapsed before the body was taken out of the water,
when, notwithstanding every exertion was made by the
medical gentlemen of Wimborne, who were quickly on the
spot, life was found to be quite extinct. —Sherbodne Jonrnal.

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FROM LIVERPOOL.
7 o Morning.... Second Class
9 45 „ .••• ~
II 45 „ .... It
2 30 Afternoon.. ~
5 30 „ .••. PIP

7 0 Morning..
5 30 Afternoon
IEI.ENS.

Second Class

FROM MANCHESTER.
7 30 Morning.... Second Class
10 0 „ .... SP
11 45 „ • • • • t,
2 45 Afternoon .. 1,9
530 „ .... ••

GRAND JUNCT.

ON RAILWAY

The following are the Times of Departure from Lime-street,
Liverpool, and from Liverpool-road, Manchester :

. TIMES OF DEPARTURL
FROM LIVERPOOL AND MANCHESTER TO BIRMINGHAM
3 30 a.m. First Class, joins London Train at 8 30 a.m
6 0 a.m. Mixed
8 15 mm. First Class
10 90 a.m. First Class
• 4 p.m. Mixed
7 , p.m. First Class 12
FROM BIRMINGHAM TO LIVERPOOL AND MANCHESTER
2 15 a.in. First Class—Meets N. Union Train to Preston and
Lancaster at Parkside.
do. do.

1 15 p.m
4 1).1.1,

6 0 a.m. Mixed Train do
11 30 a.m. First Class
2 45 p.m. First Class
2 45 p.m. First Class—Meets N. Union Train to Preston
at Parkside.

3 30 p.m. Mixed
5 0 p.m. First Clasp
On Sunday the Departures will be
FROM LIVERPOOL AND MANCHESTER TO BIRMINGHAM.
3 30 a.m. First Class, joins London Train at 8 30 a.m.
8 15 a.in. Mixed PP IS I 30 p.m..
10 30 a.m. „
7 0 Pm. .•12
FROM BIRMINGHAM
TO LIVERPOOL 'AND MANCHESTER,
2 15 a.m. First Class
7 30 a.m. Mixed
11 30 a.m.
245 p.m. „
The Trains on Sundays stop at First Class Stations only.

TO LONDON,
By THE FOLLOWING TRAINS

ON WNNI: PAYS.
8 15 a.m. First Class Passengers,
Carriages and Horses
lo 30 Lill. Ditto, Ditto.
7 o p.m. First Class Passengers only

tw—suNDAYs.
8 15 a.m. First Class Passenges, Carriages and Horse
7 0 p.m. First Class Passengers only.

BIRKENHEAD AND CHESTE

LWAY

The steam packet which carries the Railway Passengers from
George's Pier-head, Liverpool, to the Monk's Ferry, leaves at the
following hours, being 20 minutes previous to the departure of the
Trains from Grange Lane Station, at Birkenhead.
Half-past Seven, Nine, and Ten o'Clock.
AFTEnNooN•
Half-past Twelve, Half-past Two, Four, Six, and Eight o'Clock.
Mail Train, for London, per Woodside Ferry, at Half-past Six.
(FROM GRANGE-LANE STATION, BIRKENHEAD.)
MonNiso.
Ten minutes before Eight, Twenty minutes past Nine, and
Twenty minutes past Ten.
The Twenty minutes past Ten o'clock Train is in time for the
Crewe train to London.

-
AFTERNOON.
Ten minutes before One, Ten minutes before Three, Twenty
minutes past Four, Twenty minutes past Six, Twenty minutes past
Eight.
Mail Train, for London, which carries first-class passengers only,
and will not stop on the road, at Seven o'clock.
FROM BROOK STREET STATION, CHESTER.

Moascvo.
Mail Trains, first-class passengers only, and will not stop on the
road at Five, half-past Seven, half-past Nine, half. past Ten o'clock

AFTERNOON.
Half-past Twelve, half-past Two, at Four, quarter-past Six, and
will, if requisite, wait Five minutes for the arrival of the Crew
Train, and at Eight o'clock.

SUNDAY TRAINS.
The Steam Packet will leave George's Pier.head, Liverpool, at
Eight o'clock, and Half-past Nine o'clock in the morning, and Five
o'clock in the afternoon.
FROM GRANGE LANE STATION, BIRKENHEAD.

MoKNINO•
Twenty minutes past Eight and Tell minutes before Ten o'clock

ASTIGRNOON•
Twenty minutes past Five o'clock, and Mail Train, per Woodside
Ferry, at Seven o'clock.
FROM BROOK-STREET STATION, CHESTER.
MORNING•
Mail Train, first class only, and will not stop on the road, at Five
o'clock—at Nine o'clock.
Afternoon at Fiye and Sewn o'clock.

FRIDAY, Suers:Alarm 10.—Wind S.S.E.
ARRlVRl).—Venelia, Krainburg, from Rotterdam—Virginian,
Allen, from New York—Rob Roy, Allen, from Jamaica—Ayrshire,
Moss, from Africa—Enterprise, --, from Calcutta—William
Sharpies, Jones, from Bombay—Jane Walker, —, from St. John,
N.B.—Jacobina Barbara, from Rotterdam—Gessina Lucretia,
from Groningen—Normandie, from New Orleans—Novel, from
Sunderland.
• SAILED.—Orixa, Ager, for Manilla, &c.

Courier, M'Farren, sailed from Belfast for Montreal sth instant
Ayrshire, Moss, from Africa, at this port ; sailed from Fernando
Po 27th June. On 7th Sept. 2 miles S.W. of the Smalls, spoke the ,
ingleborough. hence to Calcutta
Wrn. Sharpies, Jones, from Bombay, at this port, sailed 26th
May, and from St. Helena 24th July. On 28th June, in lat. 25 08,
long. 49 30 E, spoke the West Brook, from China for Cork, for
orders. On 10th Aug.- in lat.. 10 30 N, long. 25 10 W, spoke the
Thomas Harrison, from Sincapore to London. On 12th August,
in lat. 13 19 N. long. 28 53 W, spoke the Martha Ridgway, from
Bombay for Liverpool.
Duchess of Clarence, Birch, from China ; Parlando, Tait, and
Hesperus, Killey, from Calcutta, at St. Helena, and sailed 24th
July for Liverpool
MALTA, Aug. 27.—The Jane May, May, which sailed 22nd inst.
for Liverpool, has put back, with cargo shifted.
Calder, from Pernambuco for London, off Margate
Alert, Barr, from Liverpool for Jamaica, was spoken 29th Aug.
in lat. 42, long. 15
Delia, Adey, hence for Quebec, was spoken 25th August
Agenora, Giffney, hence for Quebec, was spoken 27th August, in
lat. 47, long. 38
Reindeer, King, henee for Constantinople, off Malaga 17th Aug.
Counababa, Laire, hence at Teneriffe, and sailed sth August for
Senegal,
Brunswick, Courtenay, hence at Messina
•

•
Peri, Dawe, hence at Gibraltar
Negotiator, Young, and Herefordshire, Lewis, hence at Helvoet
Barbara Catharina, Unruh, hence at Flushing

City of Deny, from Madras, at Macao

SATURDAY. SEPTEMBER 11 .—Wind S.S.W. light

AR RI ;;;;;;- Samaritan. llatie, from Alexandria —A giies, Green-
field, from Rouen—Minerva, and President, from Ostend—Col-
lector, Pearce, from Palermo—Alida KlaSina, and Eppean, from
Rotterdam.

SAILND.—EarI Grey, Bell, for Calcutta—Albion, Mangon, for
Constantinople—Julia, M'Nidder, for Konigsberg—Cornhill, Col-
lings, for Labrador—tEolus, Stadt, for Lubeck—lndemnity, Ogg,
for Rotterdam—Dash, Huntress, for Newfoundland—Sultana, Silo.
mers, for Jamaica—Navigator, Schlor, for Stettin—Don, Muir, for
St. Petersburg—Oldampt, Kanimeny, for Rotterdam—Britannia,
Oliver, for Narva—Marys, Earnshaw, and Labora, Miehel, for
Hamburg—and Wansbeck, Hay, for Stockholm.

Cigar, Harvey, from Buenos Ayres, at this port ; sailed sth July
On Bth September, in lat. 50, long. 11, spoke the liebe, hence for
Newfoundland
Thomas, Banks, for Demerara, has put back leaky

Vitula, -, from Monte Video, at Buenos Ayres •
Kingston, Broadfoot, hence for Calcutta, was spoken 15th Aug.
in lat. 40, long. 11
Ann Johnston, M'Neill, hence for Newfoundland, was spoken
25th August, in lat. 47, long. 34 _ . .

Ontario, Holmes, hence for Wiscasset, was spoken 12th August,
in lat. 42, long. 49
Jupiter, Rundstrom, hence at Wyburg
Nais, Eaton, hence at Almeira
Stour, Akins, hence at Helvoet
Barbara Cathariva, Scholtz, hence at Antwerp

George Canning, Kidd ; Galatea, Marwood ; Active, Hutchinson ;
Catharine, Pottinger ; and Euphernia, Dearness, hence at Peters-
burg
Augusta, Jaeghere; Commerce, De Grave; Auguste, Kirkhove ;
Union, Vander Heyde, and Marie & Louise, Van Denten, hence at
Ostend

SUNDAY. SEPTEMBER 12.—Wind S.S.E. moderate

ARRIVED.—Fanny, --, from Stettin.
SAlLlin.—Atalanta, Clark, for Africa—Tallahassee. Osborne, for
New Orleans—Wilberforce, Sherry, for Pernau—Lo christie, Cor-
nelis, and Egidius' Halewyck, for Ostend—Birmingham, Robinson,
for New fork—Louise, Ringe, for Dordt—Gem, Menzies, 'for
Tampico—Amulet, -Bains, for Hamburg—Commodore, Matthew-
man, for Montreal—Marchioness of Bute, Kemp, for Sydney—and
Heroine, M‘Lagan, for Lisbon.

William, Clouston, and Wassily Welliky, Nimrat, hence at St
Petersburg • • •
Pegasus, Hanson, hence at Wismar
Glory, Meyer, hence at Hamburg
Amazade, Mesquita, hence at Lisbon
. Aurora, Swaftin. sailed from Lisbon for Liverpool 31st August
James H. Sheppard, Redman, from New Orleans, off Cove, and
proceeded for Havre • • ' ' _ . . . .

Spencer, Birkett, hence for Batavia, was spoken 7th Sept. in lat
46, long. g 30
Tartar, Nicker, from Gibraltar, at Cadiz

MONDAY, SEPTEMBER 13.—Wind S.E. fresh,

ARRlVED.—Constant, from Cadiz—Ashley, Hawkins,
from Hambro'—Concordia, Eddes, and Johanna Margaretha,
Brous, for Rotterdam—Maria, Gronwald, from Ostend—Salem,
Williams, from London —Cornubia, Morrison, from Glasgow—
Eglington, M'Fadzen, from Skya—and Thetis, Garnett, from Wood-
bridge. •
SAILED.—Lady Ann, Parsons, and Comet, Spence, for Harbour
Grace—Wm. Prowse, Bartlett, for Lima—Perseverance, Monnot,
and Charles, Rickmers, for Ostend—North Star, Benedict, for
Philadelphia—Carron, Patten, for Marseilles—lne Verner, Jorgen-
son, for Elsineur—and Glengarry, M'Donald, for Antigua.

Dorothea, Barber, and Venus, M'Donald, hence at Valparaiso
Royal Tar, Highlander, and Elizabeth Buckman, were to sail
from Valparaiso for England loth June
Tartar, , was to sail from ditto for London sth June
Governor, James, and Petrel, Simpson, hence at Jamaica
Agnes, Norman, hence at St. Thomas
Andes, Gavey ; Sultana, Ross, and Breeze, Atwood, sailed from
Jamaica Ist August; Barbadiah, Hughes, 31st July, and Murray,
Frodsham, 2nd August, all for Liverpool
Ganges, Blyth, hence off Cape Chat 14th August for Quebec
Oporto, Smith, sailed from Oporto 31st August for Liverpool
Ferris, and Tantivy, were to sail . from Monte Video for Liver-
pool about 20th July
Joseph Anderton, Haydock, sailed from Jamaica for Liverpool
Ist August
Elizabeth, Gutheridge, from the West Coast at Swansea
Galen, Snow, from Newport, at Waterford,for New York, leaky
Bertha, Elliot, from• Leghorn for Liverpool, at Milford
Christian, Olson, from Monte Video, at Cowes; sailed 18th
July

Aberdeen, Duggan, hence to Quebec, was spoken 30th August,
in lat. 49, long. so
Alexander Wise, Coulthard, Lence to Montreal, was spoken stl
Sept. in lat. 55, long. lb
Navarino, -, hence to Africa, was spoken ath instant, is
lat. 48, long. 11

VESSELS ENTERED FOR LOADING
(SINCE OUR LAST PUULICATION.)

EAST INDIES, CAPE OP GOOD HOPE, ke.
Reliance, T C Hall, 605 Bombay, W Sharp or Bold & Starke
NEW SOUTH WALES.

Hope, D M•Lachlan

559 Sydney, N S W,

K M'Aula:

WEST INDIES AND MADEIRA.
Rosa, T Laine, 157 St. Domingo,_ „Jeffreys &

Laneaster, J Jefferson,

7575 Madeira andißombay,

, . , .
Barton, Irlam & Co
Francis, Russell, 148 Hayti, W Rose & Co
SOUTH AMERICA.
Wm Ackers, J Nicol, 324 Laguayra & P Cabello, W Rose & Co
Europa, R Volum, 224 Valparaiso, J Aikin & Son
Swallow, J Frazer, 193 Valparsiso, J Aikin & Son
Charlotte, It Artes, 156 Cuba, Zulueta & Co
UNITED STATES.
Tecumseh, H Ripley, 374 New Orleans, J Barff & Co
Republic, J Thompson, 676 New York, Ingleby & Co
EUROPE.

Helen, M J Noel, 151 Constantinople, A Wilkie
Mecklenburg, F Ahrens, 222 Hambro', Bahr, Behrend &Co
Vigilant, L Simons, Ostend, G Ellerkamp
Active, J Vandenbrocke, 114 Ostend, ' J Johnstone
Scio, II Teasdale, 157 Venice, M'Nair & Dutton
Richmond Lass, J Leask. 310 Algiers, • J Toole &Co
Johanna Geziena, P G Schurr, Rotterdam, Bahr, Behrend & Co
Rival, P Vrouner, 164 Syra and Constantinople,
Bahr, Behrend & Co
164 Leghorn, J Bibby & Sons
120 Elsinore and Wolgast,
Bahr, Behrend & Co
Hambro% Bahr, Behrend &Co

Panope, E J Gallichan
Hermine, J N Zornow,

Cammin Packet, Parlow,

LIVERPOOL INFI

RMARY REPORT.

September 11, 1840

DISCHARGED

ADMITTED.

In-patients cured l6 In-patients
Relieved and at own request . 9 Out-patients ..
Made Out-patients a Casuals during the last week
Irregular I Remain in the house.
Dead .. 3

Consulting Surgeons, Mr. Forshaw and Mr. Dawson.
Chaplain Rev. R. Davies.
Apothecary, Mr. W. Burgess.
House Surgeon Mr. Braudreth.
House Visiters, E. Molyneux, and J. Cropper, jun., Esqrs.
E. W. JACKSON, Treasurer

PRICES OF SHARES, SEPT! 13

ices. Last Thi.
Per Share. pri

RAILWAYS, &c.
Bolton and Leigh lOO paid
Bristol and Exeter 6O ....
Birmingham and Gloucester
Ditto quarter
Ditto and Derby lOO ....
Birkenhead and Chester

31 0 0
59 0 0
2 17 6
77 0 0
36 10 0
19 15 0
0 0 0
7 15 0
7 17 6
43 0 0
2 17 6
25 10 0
3 15 0

Ditto, new . 20 ....
Dublin and Drogheda
Eastern Counties
Ditto, Debentures
Edinburgh and Glasgow
Ditto Leigh and Newhaven 9 paid
Glasgow, Paisley, & Greenock 23. paid

Half Shares 1 tos
Glasgow, Paisley, Kilinar
Greenock, and Ayr 4O paid
Grand Junction lOO
Ditto half shares 5O
Ditto quarter shares (late
Chester and Crewe) 25 .... 50 0 0
Quarter 2 10 A 15
Great Western 65 .... so 0 0
Ditto new shares 5O .... 56 a o
Ditto Fifth Shares 4 • • ;10 a
Great North of England so .... 65 0 o .... 65
Hull and Selby
Leicester aud Swannington 5O .... s 3 0 0
Lancaster and Preston 42 10 0 28 10 0
Ditto, new

200 0 0
100 10 0

Liverpool and Manchester lOO .... 195 10 o
Ditto quarter shares
Ditto half shares
London and Birmingham 9O .... 158 10 0 ....
Ditto quarter shares
Ditto new shares
Ditto
London and Southwestern 39 .... 52 0 0
Ditto, 10th shares
London & Brighton
Leeds and Selby lOO .... 91 0 0
Manchester and Leeds 7O .... 56 10 0 ....
Ditto half shares
Manchester, Bolton, & Bury
Manchester and,Birmingham 4O .... 21 0 0
Ditto and Ditto Extension
Midland Counties
Ditto, quarter
Newcastle and Carlisle lOO .... 98 0 0
Ditto quarter shares ' 25 .... 27 15 0 ....
North Midland 100..•. 64 to 0..•.
New North Midland 4O .... 31 15 0 .•••
One-third Shares
Paris and Rouen lO .... 717 6 .... 717 6

South Eastern
North Union
York and North Midland ~ 50 paid 74 10 0 ex,
Half Shares lO .... 23 0 0 ...
Ulster 22 10.. 14 15 0 ...

BANKS.
Bank of Liverpool £l2 lOspaid 18 0 0 ex.
Borough Bank lO .... 13 5 0 ex.
Commercial of Liverpool 10 .... 16 17 6•• • •
Commercial of England. 5 .... 3100.. ..
---East of England lO ~ , , 72 6 ....
—of Manchester la ~,. 816 3 with div.
M'chester & L'pool Dsct. 15 .... 10 15 0 ....
Northern and Central
North and South Wales lO .... 50 0 ....
Phoenix lO .... ....
- Royal of Liverpool
South Lancashire
Albion
Liverpool Union lO .... 10 10 0 ....
Liverpool Banking Co lO ... • 826 .. ,
Wilts and Dorset 7 10s. 715 0 ....
GAS, WATER WORKS, He.
Exclip.nge Buildings £loo paid 156 0 a ....
L'pool and Burlington Water ) 150
..
.. 477 10 0
..•
Works
Bootle Ditto ............ Stuck—. 325 0 a ...
[.'pool Coal Gas Company.... Stock.— . 380 a 0 ....
L'pool New Gas & Coke Co. .t'loo .... 177 0 0 ...,
Ditto new shares are now paid up.
ASSURANCE COMPANIES.
Liverpool Marine Assurance) 10 paid 5 2 6
Company .............. • ...
M'chester Assurance Company. 10 ..., 816 3
...
.
Liverpool Fire and Life........ 2 10s. 2 2 0 ...
Ocean Assurance ............ 2 10.. 0 10 6 .... 013 0
DOCKS, FERRIES, NEW COMPANIES, &c.
Anderton Carrying Company .. 16 ss. 817 6 ....
Rock Ferry .................. 20 ..., 417 6 .„,
Monk's Ferry ................ 20 ..., 75 0
....
Steam Tug Company lO ... 6 2 6 ...•
Harrington Docks 100 ..., 57 0 0 ...
Apothecaries' Company
Egremont Ferry l2 10s.
Asphalte (Liverpool)
2 •• .. 0 14 0 .. ..
- (Pulonceau) , 2•• • . 017 0 ....