The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1853-11-29 00:00:00

TILE argued that the present law rather favoured the construc-
tion of well-formed vessels, as the fiscal tax fell lighter
upon them than upon bad ships. The utility, in a

SHII

?PIN(

G AND ME.RC
MISCELLANY.

IIT OF ME DEEP, the finest
Wear, has been launched from t'

!1 recentl,
and of bli

J. T. Alcock. She measures 785 tons; is 100 feet long;
and will class thirteen years A lat Lloyd's. Her mana-
ging owners are Messrs. D. and J. Macdonald, of this
town, and she is intended for the India and China trade.
THE NORTH OF Errnore Steam Navigation Company's
screw steamship Scandinavian arrived in the Humber on
Monday, from Gothenburg, with a large general cargo and
44 casks of silver coin, value about £50,000. This is the

weeks, amounting altogether in value to about £150,000.
I When the Scandinavian left the weather continued mild,
with only slight frosts at night. .
NEW ZEALAND FLAx.—The Society of Arts have re-
,,„,„"" 1 ceived from the New Zealand Society a ton of phormium
''''''' tenax, or New Zealand Flax, which has been cleaned in
Irather an inferior manner to the usual mode, and has had
much less labour bestowed upon it than native-dressed
flax. The object of the New Zealand Society is to enable
experiments to be made with a view to the introduction

,unnat€
I.;OLONEL DOUGLAS PENNANT.—A depot_____
gell_itletaen, desirous of the preservation of the Lang
114 literature of Wales, has just waited, by al • '
the Hon. Colonel Douglas Pennant, at Pens
Ilear Bangor, in order to solicit him to becon of the Eisteddfod, which will be held in Bangi
,I,lle colonel gave the deputation a most court
W*ll, but declined the proposed honour, as h(
elshman. He also strongly objected the va and application of such machinery and processes as might
Eisteddfod, alleging that he thought no practical good
tea lead to improvements in the preparation of the flax, so as
prdlilted from such ephemeral gatherings. It was after- to render it fit for exportation.
s resolved that Mr. Bulkeley Hughes, the member THE RIiONE.—A new screw-boat for the Mediterranean
or the borough, should be requested to accept the trade, commanded by Captain Birch. arrived here nn
presidency.

. .
Thursday, from the Clyde, where she has been constructed,
Asek
,a_ ULT.—At the Birkenhead police-court, on Thurs- by Messrs. J. and G. Thomson, of Clyde-bank Foundry,
3', the agistrates were engaged for about two hours in Glasgow. The Rhone is a sister ship to the Danube, the
Z,,ring am charge of assault, preferred by Thomas Murphy, arrival of which was noticed a few weeks ago, and she is
late a constable for the Tranmere district, against a man intended for the same trade, namely, the conveyance of
red Thirgess, and his wife, and a person named Parker, goods and passengers between this port and Trieste. She
321gresidents of and
his
The complainant was proceed- is owned by Messrs. John Bibby, Slly
homeward, at half-past one o'clock on Saturday morn- sustains the reputation of her bby,
builders.
ons, and Co., and fu
g', when he was assailed by the defendants, who mistook TBERNIA, Captain McMahon, one of Mr. James
time
for another person. On discovering their mistake, HE HI
totlie assailants, instead of desisting from their violence, Walthew's " Liverpool Line of Australian Packets," took
her departure on Thursday afternoon, about one o'clock,
, .itinued to belabour Murphy, and he did not escape until for Melbourne, with 249 steerage and nine cabin passen-
ant. wife, who was attracted to the spot by his screams, gers. The Hibernia was towed down the river and clear
nd a Pnlice-officer came to his assistance. A fine of 108. of the channel. Before leaving, the passengers expressed
each was "nth. 'cted ;won the defendants. their entire satisfaction with the arrangements made for
AN EXTRAORDINARY SUICIDAL ACT.—An occurrence their comfort. The Hibernia is expected to make a rapid
i has created much anxiety and gossip has taken Place a passage, as she has already accomplished it in eighty-eight
appears that.
t created
in this county, during the past week. It and ninety-eight days respectively, and she goes out this
a stranger
- 13" Wednesday last a foreigner, and, it is
"P9osed, time under more favourable circumstances.
residence at the ' to the neighbourhood, took up his LAUNCIL—Messrs. John Scott and Son launched on
freshm_ . Crown Inn, ar.d, having taken some re- Saturday the largest sailing ship which has been con-
lheet, retired to rest at an early hour. In the morning strutted at this port.. She is built for Messrs. Henry
g got up, partook of breakfast, and shortly -afterwards Moore and Co., of Liverpool, and is intended for the Aus-
jalked of, without paying his bill. The landlord (Mr. tralian trade. Mrs. Andrew Stewart briskly broke the
after his
not liking to be done in this cool manner, went bottle over the ship's bow, naming her the Henry Moore,
'ner his strange visitor, whom he overtook by Agden, i and then, amid the cheers of the spectators, the noble yes-
,Thabout two miles from Malpas, on the road to Whitchurch. sel glided down, and was soon floating on the bosom of
~-IPs f0rei,,,,,.. ..,..,„:-44.... .:.-..44,- n.-.-:r..,...- .1— _____

LUWL across
'',a movements soon caught his strong._
!teliberately pulled a pistol from his pocks , and
ele muzzle to his mouth, fired it off! The po
t'"Qlnediately dropped as if dead, and Mr. Pri,
ven the alarm, procured assistance and had hiu.
buts owever, according to our last accounts, still sun
materially injured by his rash ' act, the roof of b..
ef
,7°lll/1 being completely destroyed. The unfortunate man
4abuses to give any account of himself, and his person and
iliments offering no clue to his connexion and where-
outs, he still remains unknown. Every assistance which
medical skill could devise was rendered to him.—/'x
Courant.
LLANDIIDNO.— be aut if ul4
°ealitY is destined This
soon to vie
Watering-places. The inhabitants, anxious
ZPnlarity of the place, have gone to parliameh.
act for paving and sewering the town, and to es,
gas and water-works. The intended railway from Com
c 1 the pier, for which an act was got last session, are
Proceeded with at once. A large hotel is in course 4.
erection on the beach, and will form a part of the crescent,
"1%1401 is to extend in front of the bay. There will be 24
7arooms, six sitting and drawing-rooms, a large coffee
"ad news-room, and a smoking and a billiard-room outside
°f the main portion of the building. Immediately adjoin-
lag the hotel, a row of 14 houses, forming a portion of the
!I,_eacent, are in course of building. Few places have
Lurtred so rapidly, or become so popular in so short a timr
tas Llandudno. About three years ago it was scar
ilorrn beyond its own precincts, and only a few sm
,-.(alsea were here and there erected on the side of tl
yreat Ormeshead.
Signed houses and

of mic

ships, 32 6-10 feet ; depth of hold, 22.4-10 feet ; length of
poop, 43 1-10 feet ; breadth of poop, 27 feet. Her length
over all is thus about 231 feet, and her tonnage is 1,307,
new measurement.—Greenock Advertiser.

rile poor fellow
having

'emoved

COTTON IN SOUTH AMERICA.—From a document re-
cently read before the Manchester Chamber of Commerce,

In Catamarea the cotton tree has been cultivated regu-
larly, but, attention never having been paid to it as an
article of export. the production has never increased. The
Paraguay and Corrientes plants are of the same class.
The quality of the Corrientes cotton has so far been much
inferior. It is, however, in the same latitude, and the
soil is represented as being equally f

- -
geological position, that province would seem to be the
most preferable. The great drawback to the extension of

tion of Catamarea is not more than 40,000 ; that of the
Tucuman may be estimated at 50,000. But even so, there
are so many other articles of production of great value.

and requiring little labour, as tobacco, sugar, &,c., that it
will be difficult to obtain sufficient hands for the plucking
and cleaning, unless expressly imported. The require-
ments of the native population are few, and their ambition
soon satisfied. It is, therefore, almost impossible to get
them to labour for more than their actual wants.

POPULATION OP CANADA.—The accompanying statis-
tistics of population in Canada have been published as a
supplement to the census returns :--

o it was scarcely

Provinces

Tear. Population

Square
Miles.

streets of el(

LOWer Canada

InanY as 800 visitors have been known to be
Ile time. It is in contemplation to make he bay in,
Rarbour of refuge for shipping, which, if carried out, w
Considerably enhance the importance of the town.
pi a few days will convince any person seeking health
v-
c
Pleasure that this charming spot, which is replete
Interesting scenes, is destined to be one of the most
orated of watering-places.
TUE DOCK COTTAGES AT BIRKENHEAD
attempt is that now made at Birk..-t-
-nv!n's dwellings erected by th
91anie the London edifices. 11
into six ranges by five parallel
gateare well drained, well paved.
Eit each

101,989

1851 .. 276,117 .. 18,746
1848 .. 62,678 .. 2,134
1851 .. 101,600 .. 57,000
1851 .. 180,000 .. 2,500,000
1851 .. 5,000 .. 170,000

Dock Company

mtific point of view, as well as commercially, Was strongly
Irged of adopting a system of measurement which should

record the dimensions, capacity, and scantling, and form a
classification of the comparative merits of all ships.
It was suggested that the discussion would be more
useful if it was, for the present, confined to the considera-
tion of the advantages and disadvantages of the proposed
large classes of sailing ships and steamers, with respect to

their scientific construction, their capabilities for naviga-
tion, and their commercial economy, as the law of mea-

surement could si

be first

point then considered was the effect of heavy
seas upon vessels of 400 to 600 feet long. The waves of
the Atlantic were stated, by some captains of American
" liners," to attain an elevation of about twenty feet, with
a length of 160 feet, and a velocity of twenty-five to thirty
miles per hour. Other authorities assumed even more
than those heights and distances.

The amount- of strength •to resist the impact of such
waves must vary with the length and size of a ship, and
the materials of which it was constructed ; and, as the ex-
perience of the Britannia Bridge showed, that a weight of
460 tons, at a velocity of thirty miles per hour, could be
borne by a cellular tube of 460 feet span, it was demon-
strated that, by the use of iron, almost any amount of
strength could be given to a vessel; and as stability could
be imparted by proper proportions, efficient vessels could
be built of any dimensions, as had been exemplified by the
Great Britain, which, after remaining ashore on rocks for
several months, had been got off without serious injury.
There were, however, objections to the use of iron alone
for vessels, therefore many other systems had been es-
sayed, such as all English oak, pine of large scantling
three thicknesses of diagonal planking. and iron framing'
with stout planking; this last combination with the addi-
tion of fore and aft ties and watertight bulkheads, was
advocated for efficiency and economy.

The proportions of-about six breadths for the length
were insisted upon, and it was noticed that these were given
as the dimensions of Noah's ark, as recorded in Holy Writ.
The effect of heavy waves upon vessels of great length
was discussed, particularly when in the trough of the sea,
and without sufficient " way on" to enable the rudder to
act ; under such circumstances, it was suggested that
there might be a bow rudder, and a propeller so placed as
to assist the action of the helm in bringing the vessel round.

An examination was made of the -project for transmit-
ting letters between Holyhead and Dublin at a speed of
221 statute miles per hour ; of that for communicating
between New York and Liverpool in six days, at an
average speed of twenty-two nautical miles per hour; and
for steaming to Calcutta and back without re-coaling,
traversing :distance of about 25,000 nautical miles, at an
average speed of fifteen nautical miles per hour ; using

duty performed by her Majesty's ship Rattle;,with a given
power, and under known conditions.
Objections were raised to accepting seven and a half
knots per hour as the data for the present average rate of
speed of ocean steamers ; it was urged that such an
average must have been derived from the voyages of
steamers of old date, and without regard to the later re-

sults deduced from the performances- of the Cunard and
the Collins' lines of steam-ships.
The advantage of increasing the proportion of length to
breadth was apparent, if it was admitted that the cargo-
bearing capacity of a vessel was thus augmented, without
materially affecting her direct resistance through the
supposing her midship section to remain unal-
The proper proportion of length to breadth for

an efficient ocean steamer was, how-ever, an intricate
question. Taking the Wave Queen as an example :

urteen

hat vesse

de length of t, nas been stated to be t._
times her beam ; now, such proportions might answer
very well for the river Thames, and a great speed
might be attained, but such a vessel would, under certain
circumstances, be unfit to navigate the British Channel.
The same might be said of the American
,river steamers,
which were reported to have attained almost fabulous
rates of velocity; but such proportion, as theirs, if attempted
in ocean steamers, would only induce failure and loss of
the vessels in heavy gales in the open ocean.

STATISTICS OF AUSTRAZIA.N

SHIPPING.

THERE is no branch of our commerce (says the Albion)
which engrosses so much attention at the present time as
the shipping trade between this country and our Austra-
lian colonies; and although every particular connected
with that trade is of such vast importance, the amount of
information on the subject which has been placed before
the public has been very slender, no complete or authentic
statistical return of the number of ships, their class and
tonnage, or the time occupied by them in making the
passage between the two countries, ever having appeared.
En conseQuence of the number of inquiries daily being
made by parties interested, we have been impelled to collect
the following particulars respecting that trade :
In 1851 the total number of vessels despatched from the
United Kingdom to Australia was 271, with an aggregate
tonnage of 145,777 tons. They were distributed as
follows :

Yom From From
London. Liverpool. other ports.
224 32 15
114,217 23,225 8,335
In the year 1851, and previously, the class of ships engaged
were generally known under the denomination of "good
monthly ships," and few passages were made under 120
days. But when the discovery of gold became a settled
fact, and large numbers of respectable passengers offered,
it was found that larger and better ships were required,
and now the Australian trade boasts of possessing the
finest, largest, and fleetest ships in the world.
In 1852 the trade had above doubled itself, 501 ships,
with an aggregate tonnage of 304,118 tons, having been
despatched, being au increase of 230 ships and 158,341
tons over that of 1851. Of this number 441 ships, with a
tonnage of 279,086, were British, and 28 ships, with a
tonnage of 19,032, were foreign vessels. They were dis-
tributed as follows :

Number of Vessels
Tonnage

From From From
London. Liverpool. other ports.
Brit. For. Brit. For. Brit. For.
Number of Vessels 329 12 112 16 32 ..
Tonnage 179,042 7,247 87,562 11,785 18,482 ..
In 1852 the average passages of the London ships were
123 days. The shortest passages were made by the Bal-
larat, in 76 days ; the Delgany, in 78 ; the Oriental, in 83 ;
the Bangalore, in 84 ; and the Abel Gower, in 85 days.
The longest passage was made by the Harmony, to Port
Philip, and occupied 239 days. The average passages of
the Liverpool ships were 1101 days. The shortest passages
were made by the Marco Polo, in 75 days ; the Anna, in
76; the Cambridge, in 81; the John Grey and Progress,
in 82 ; the Beejapore, Delta, and Northumberland, in 83;
the Constance, in 84; the Argo and Serampore, in 85; and
the Lady Head and Julia, in 86 days. The longest passages
were made by the Una, 171 days ; Eliza, 149; James T.
Foord, 139 ; America, 136 ; Prins Hendrik, 181; Priscilla,
133 ; Anna and Eliza, 147; Mathilda, 159 ; Nehalannia,
140 ; Doffyn, 131 ; Don Pedro 11., 149 ; and Cronkbane, 150.
For the first nine months of the present year, ending
the 30th September, there were despatched from all the
ports of the United King,dom. 804. vessels, with an aggre-
gate tonnage of 371,049 tons, or an increase in the nine
months of 303 vessels and 66,931 tons over the whole of
the year 1852. They were distributed as follow :7:

_ .
From From From
London. Liverpool. other ports,
Brir. For. Brit. For. Brit. For,
Number of vessels 397 85 156 49 117 ..
Tonnage

Of the vessels which sailed from London during the
present year we have accounts of the arrival of 156 of
them, whose average passages amounted to 126 days.
There are very few really good passages out of the 156 of
which we have account. The shortest passages were made
by the Gibson Craig, Kent, and Walter Hood, in 84 days
each, and by the Jessore in 92 days. Of the Liverpool
vessels which sailed this year we have received accounts of
the arrival out of 78 out of the entire number despatched,
and their average passages were 105 k days, being a clear
gain of upwards of 20 days on each passage over those
of the London ships. In addition to the ships detailed
above, the steamers Antelope, Iron Prince, Osmanli, and
Great Britain, have been despatched from this port this
year. The three first had arrived out, after passages of
163, 149, and 81 days respectively.
The shortest passages from Liverpeol this year were
made by the Marco Polo, in 77 days ; the Indian Queen
(sister ship to the Marco Polo), and Eagle, in 82 days ; the
Falcon, in 84; the Lochiel, and Miles Barton, in 88; the
Watergeus, in 90; the Sabrina, in 92 ; the Chenghis
Khan, in 93 ; the Passarouang, Sea, and Rialto, in 94 ; and
many more under 100 days. The longest passages were
made by the Sandwich, 156 days ; Swan, yacht, 149 ;
Empire, 148 ; Psyche, 143 ; and Mary Nixon, 150 days ;
all of which, together with several others between 120
and 130 days, are computed in making up the average of
1051 days. From the quality of the ships despatched
from Liverpool during the present year, we may fully
expect, when the whole of the returns for the twelve
months are made up, that the average will be under, in-
stead of over, 100 days.
The following table shows the average number of days
occupied on the passage by the vessels of different tonnage,
ranging from 200 tons upwards, despatched from Liver-
pool to Australia in the years 1852 and 1853 :

1852. 1853.
Average num- Average num-
ber of days. ber of days.
Under 200 tons - ... 133
From 200 to 300 tons 122 .... 122
„ 300 to 400 „
„ 400 to 500 „
„ 500 to 600 „
„ 600 to 700 „
~ 700 to SOO „
„ 800 to 900 ~
....
~ 900 to 1000 „
~ 1000 to 1200 ~
„ 1200 and upwards

From the above table it will be seen that in almost
every instance the average is in favour of the largest ships,
the 600-ton ships having an advantage of 24 days on
the average in 1852 over the 200-ton ships, and the
1200-ton ships having an advantage of 22 days over the
600-ton-ships. In 1853, also, it will be seen, the results
are much the same.

The following table exhibits the average passage of the
ships despatched from Liverpool in the different months
of the years 1862 and 1853, from which it will be seen
that the ships despatched in the summer months had
made the best average passages:—_

1852. 1853.
Average passages in Days. Days.
January
February ll7* .... 114}
March
April lO2l .... 100 i
May
June
July
August ll5 ....
September
October N
November
December
Liverpool excels every other place in the size and ton-
nage of the ships despatched to Australia, as the follow-
ing table of the average tonnage of all the ships which
sailed from Great Britain in the years 1851, 1852, and
1853, will show:—

1851. 1852. 1853.
Average Average Average
From tonnage. tonnage. tonnage.
Liverpool
London
Other ports

THE LONDON GAZETTE.

TUESDAY, NOVEMBER 22, 185 a
_ _

BANKnurrs.—Joseph . Rowe, Hunter-street, Kent-road,
baker.—Joseph Bradstreet, Pearson-street, Kingsland.road,
and Great Cambridge-street, Hackney-road, miller.—Bobert
Frederick Cooper, Three Colt-street, Limehouse, oilman.—
Hugh Williams, jun., West Smithfield, tailor.—Larratt D.
Shields, Lime-street, merchant. —James Woods, Buckfast-
leigh, Devonshire, miller.— Eliza Lloyd, Wigmore-street,
Cavendish-square, dressmaker.—Thomas Davies, Rosemary-
lane, otherwise Royal Mint-street, cowkeeper.—John Single,
Bath-street, East India-road, Poplar, builder.—John and John
Foster Hodges, New Bond-street, hosiers.
PARTNERSHIPS DISSOLVED.—Newcombe, Brothers, Wa-
Dolbl'ton manufacturers.—H. and B. Ber-
, Lancashire, drapers.—Lord and
Lancashire common brewers.
DIVIDENDS.—IIec. 13, W. j. Perrin, Liverpool, merchant.
Dec. 13, T. and J. Tucker, Liverpool, shipbuilders.—Dee. 14,
F. I. Dagnall and J. W. Fairclough. Liverpool, wholesale
comb manufacturers.—Dec. 13, W. Bolderston, Liverpool,
tvSwec stt tt re e,Paanddi Manchester,
hWa tne t c
wholsale grocer.—Dec. 12, J. Chell, Manchester, oilman.—
Dec. 16, J. R. Hunt, Manchester, flour dealer.—Dec. 15,
J. Raleigh, Manchester, merchant.
PAYMENT OF DIVIDEND.--H. Thompson, Manchester, and
Nafferton, near Driffield, Yorkshire, corn merchant—first div.
of 3d, on Tuesday, Dec. 13, and any subsequent Tuesday, at
Sir. Fraser's, Manchester.

CERTIFICATE.—Dec. 14, J. Bowker, Hyde, Cheshire, inn-
keeper.
SCOTH SEQUESTRATIONS.-_S. P. Cohen, Glasgow, optician.
T. Eitchie, Bowhouse, near Alloa, farmer.—A. Nairne, Edin-
burgh, writer.

FRIDAY, NOVEMBER 25, 1853.
BANKRUPTS.—WiIIiam Tomlinson, Manchester, publican,
Dec. 15, Jan. 5, at twelve o'clock, at the Manchester District
Court of Bankruptcy; solicitors, Messrs. Cooper and Sons,
Manchester; official assignee, Mr. Lee, Manchester.—James
Coupe, Preston, Lancashire, joiner, Dec. 5, Jan. 9, at 12
o'clock, at the Manchester District Court of Bankruptcy ;
solicitors. Messrs. Turner and Son, Preston;
and Messrs.
Cooper and Son, Manchester; official assignee,
Mr. Pott,
Manchester.—William Outrun, Stockton-upon-Tees, timber-
merchant.—Eliza M'Crow, James-street, Featherstone-street,
City-road, linen-draper. Jack., Wright, Holywell-street,
Shoreditch, licensed victuallsc—Charlea Tipple, Baldock,
Hertfordshire, apothecary.—John James, Oxford-street, and
John-street, Oxford-street, trunlunaker. William Booth,
Lambrtth, iroarauner.—James .
Bristol, hatter.

PARTNERSHIPS DISSOLVED.—Deanand Catterall, Liverpool
cotton-brokers.—Moore and Tuke, Salford, braid manufac.
turers.—Hird and Taylor, Bacup. Lancashire, cotton-spinners.
—Grundy and Kidd, Altrincham, Cheshire, milliners.—
_

. ,
Yates and Ingham, Okiwaldtwist le, Lancashire, and elsewhere,
coat merchants.—Alorris and Anderson, exhibitors of the
Aztec Lilliputians.
DIVIDENDS.—Dee. 19, G. Dardier, Liverpool, merchant.—
Dec. 16, H. Jones, Chester, grocer.
CERTIFICATE. - Dec. 16, J. Pollitt, jun., Manchester,
maker-up and packer.