Report From Select Committee On Shipwrec

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REPORT
FROM
mom-3 Y
SHIPWRECKS OF TIMBER SHIPS;
WITH
THE MINUTES OF EVIDENCE,

'APPENDIX, AND INDEX
ECOMMUNICATED BY THE Commons TO THE Lom)s.]
Ordered to be printed 2d August 1839.
(Q17-)
'
Martis, 9 die Aprilis, 1889.

Order', THAT a Select Committee be appointed to inquire into Shipwrecks of Timber
Ships, and the loss of life attendant thereon; and to report to The House whether any or
what means can be adopted to reduce the Amount thereof in future.
Veneris, 12 die Aprilis, 1839.
Ordered, THAT the Committee consist of
Mr. George Palmer.

Admiral Adam.
Sir Charles Vere.
Mr. Alderman Thomson.
Admiral Codrington.
Mr. Aaron Chapman.
Mr. William Duncombe.
Captain Gordon.
Earl of Hillsborough.
Lord Viscount Sandon.
Mr. Callaghan.
Captain Alsager.
Mr. Emerson Tennent.
Mr. Hodgson Hinde.
Mr. VVodehouse.
Ordered, THAT the Committee have power to send for Persons, Papers, and Records.
Order', THAT Five be the Quorum of the Committee.
Martis, 18 die Junii, 1889.
Ordered, THAT the Committee have power to report their Observations, together with
the Minutes of the Evidence taken before them, to The House.
THE REPORT
p.
iii
PROCEEDINGS OF THE COMMITTEE -
p.
vi
MINUTES OF EVIDENCE -
p. [1]
APPENDIX
p. 79
PLAN
- facing p. 1 I8
INDEX -
[.
p. 127
REPORT.
THE
SELECT COMMITTEE appointed
WRECKS
to
inquire into SHIP-' I
of TIMBER SHIPS, and the Loss of LIFE attendant
thereon, and to report to the House
whether any or what Means
can be adopted to reduce the Amount thereof in
future :
HAVE. pursuant to the Order of the Housn, proceeded to

inquire into the SHIPWRECKS of TIMBER.-LADEN VEssELs, and
the Loss of LIFE consequent thereon.
HE rst point which Your Committee directed their attention to was, to

ascertain, by the most authentic records, the number of timber-laden vessels
which appeared to have been lost or fallen in with as wrecks at sea, with any
direct statements which may have been made as to the sufferings of the crews ;
the particulars of these will be found in the Appendix ; but the general result is
as follows :By the extracts from Lloyd's Lists, in the evidence given by Captain
D. Sutton, it appears that in the year 1834, there is recorded in the list of that
year the loss of four timber ships from America, wrecked on the shores of
America or Europe ; and seventeen lost at sea ; of six of which no account
whatever of the crews had been obtained; and in the case of three of the re
maining eleven, it had been ascertained that the sufferings of the crews had been
very great indeed ; in one of those, the Lucy, after nineteen days privation,
only two of the crew having been found alive. In the year 1885, fteen ships
are reported wrecked on the shore, and thirty-four at sea ; of seventeen of which
no account of the crews had been obtained; and of the other seventeen, the
sufferings of the crews of six had been very great; in one, the Francis Spaight,
reduced by having been without water or provisions to the necessity of sacricing

four of their number, by lot, for the preservation of the rest.
In 1836, twenty-seven ships are reported wrecked on the shore, and forty--four
at sea; of eighteen of which no accounts had been received of the crews; and of
the other twenty-six, the sufferings of the crews of three had been very great ; in
the Earl Kellie, the second mate and two men are reported to have been
starved to death.
In 1837, seven ships are reported wrecked on the shore, and twenty-five at sea;
of nineteen of which no accounts had been received of the crews; and of the
other six, the sufferings of the crews of three had been extreme; in one, the
Caledonia, two are reported, when near death, to have had their throats cut
for the sake of their blood, and when fallen in with by the Dryden, which
saved the remainder of the crew, they were about to sacrice a boy.
In 1838, eighteen ships are reported as wrecked on the shore, and forty-eight
at sea; of twenty-seven of which there had been no accounts of the crews; of

the remaining twenty-one, the sufferings of the crews of two had been extreme ;
in one, the Earl Moira, four bodies only having been found under the main
top, all dead, with part of one of their comrades hung up like butcher's meat in
a stall ; and in the other, the Anna Maria," ve bodies were found dead, with
part of the leg of a \voman by the side of one of them, who had evidently
been feeding upon it; and one-more, the Frederick, of St. John's, fallen in
with by the Hope, with her crew lashed to the main-top, without the power
of assisting them.
(217.)
A2
In
202428
iv
REPORT FROM SELECT COMMITTEE

In conrmation of these statements of loss, as recorded in Lloyds List, the
Committee applied to the Honourable Commissioners of Her Majestys Customs

for a Return of the number of ships which cleared out from British North
America in the years 1886-7 and 8, for ports in the United Kingdom; and of
those which were believed to have been lost, from their never having arrived at
their destined or any other port, to the knowledge of the Commissioners; and
they are concerned to nd by this Return, that the number of missing ships
supposed to have been lost exceed considerably the number reported in Lloyds
List, thus conrming that part of the evidence of Mr. T. J. Smith, Chief Clerk of
Lloyds, in which he says, there are many instances of vessels not heard of, which
are never posted at all.
By the Custom-house Return, an abstract of which will be found in the
App. No. 4, p. I19.
Appendix (whilst the whole Return, which the Committee considered too
voluminous to print, will be found bound up, if necessary to be referred to), it
appears that the number of ships from British North America lost or missing in
1886 was 74-; in 1887, 51 ; and in 1888, 101 ; out of the whole number which
cleared out from British North America in 1836, 1,94~2; in 1887, 1,815, and in
1888, 1,670.
' Having thus ascertained the extent of the arrival and loss of timber-laden ships
from'British North America, Your Committee considered it an object of import
ance to know the character of the ships lost, as well as the character of the whole
number engaged in the trade ; and they consequently applied to the Secretary of
Lloyds Register Book ofShipping, who very readily undertook to mark against
the names of the ships, in the Return from the Custom House, the character
which those that had been surveyed held in the Register Book, and also to
mark those which had not been surveyed at all: it is right here to state, that
this survey of merchant shipping, although established from the year 1760,
by the common consent of merchants, underwriters, and ship-owners, is not
compulsory upon the ship-owner to submit to.
In this return of the ships lost in
1886, amounting in number to 74, the characters are marked as follows :

A. 1 - - 11 ; and in 1888, 101 ships lost A. 1 - - Qt
E.
- Q
E.
- 1
E. 1
14
]E. 1
-27
E.
E. 1
- - 18
I. 1
E. 1
Q0
-45
-
18
HE. 1 - -
A. Q
15
%Q
Not surveyed ' 82
IE. 2 - - - 1
Not surveyed 88
744
101
In adverting to the above evidence and returns, Your Committee are concerned
to observe, that the instances proved each year of great suffering of the crews of
some ships, from their having been fallen in with, with two or three only left on
board alive to tell the tale of their disasters, or the remains of dead bodies in
others; equally proving the fact, can only be considered as an index of the
suffering to a like extent in all those other vessels, the crews of which have never
been heard of, and which appear in the return to a most frightful extent, being
in the last three years no less than 64- ships, which together with the nine ships
in which some remains of the crews were found, making a total of 78 ships by
Lloyds List alone, the crews of which amounted to 949 seamen ; this, without
making any allowance for the additional number of ships reported as lost in the
Custom House Returns. They also observe, from the characters of the ships lost
in 1836 and 1888, the characters not having been named against those of 1887,
there is as large a proportion of A. 1, and good ships lost, as of old and inferior
ones; thus proving beyond a doubt that the loss is occasioned by other causes
than the frailty of the vessels themselves.
The average tonnage of the ships lost is from 880
to 880 tons, old measure
ment; and the average number reported to have been lost in the last three years
by the Custom House Return, and the account given in Lloyds List in that period,
appear to have been 196, or 68,800 tons, manned by 2,548 seamen, valued with
their freight and cargoes at 5,100 each, or at the whole sum of 999,600.
The
ON SHIPVVRECKS OF TIMBER SHIPS.
The wages paid to the seamen in this trade exceed the wages paid to seamen in
other trades, where the voyages are of a similar duration, from 7s. to 10s. per
month; in consequence, as the witnesses state, of the number of losses and general
discomfort to the crew in a timber-laden vessel; the length of each voyage to and
from North America being from 13 to 16 weeks; and the provisions and water
being stated, if not in the whole yet in part, to be carried on deck.

In the evidence taken in regard to the insurance of -these ships and cargoes, it
is stated to be doubtful in law whether the underwriter is answerable for cargo
loaded on deck, unless there be a special provision to that effect in the policy;
the last decision, where Gould and Dowie were plaintiffs, was against the ship
owner.
The average premium of insurance, out and home, on the ship, for the spring
voyage is stated to be from 3 to 3. 10 .9. per cent., and for the autumn
voyage, from six to ten guineas; and the difference of premium, with or without a
deck-load, appears by the evidence of Mr. Hoyer, who has paid it, to be 21s. per
cent. In the northern ports of England the insurance is generally effected in clubs,
and Mr. Ord states, that the Wear Company permit deck-loads to be carried by
vessels sailing from America before the 1st October to the extent of 36 load of
timber for every 254 tons measurement, or thereabouts, but virtually prohibit
it altogether after that date, by requiring ve per cent. additional premium on

all the insurances if carried.
Your Committee, in making their inquiry regarding ships employed in the Baltic
trade, nd that, although the losses of ships during the winter season are frequently
very numerous, and the premiums of insurance vary from 10s. in the spring to
eight guineas in the winter, yet they are-not attended by the same disastrous loss
of life and sufferings of the crews, as in the case of the North American ships; if
wrecked on the coast, the population is so great as generally to be able to give
assistance, and if at sea, the number of vessels continually traversing those
parts is such that the people are very soon relieved; whereas in the case of
a ship being wrecked in her passage home late in the season from America, there
is little chance of any one passing in the same track until the spring of the follow
inglnyear.
following up their inquiry as to the cause of these great losses, Your
Committee have been relieved from much difficulty by the almost unanimous
opinion of every witness examined, that the primary cause of all the mischief
has been in the improper over-stowage of the ships, by carrying heavy loads of
timber upon deck, and thus, whether with or without ballast in their holds, render
ing them top-heavy, and liable to upset, or to be thrown upon their beam-ends,
by the rst heavy sea which strikes them. In alluding to this evidence, they
would pointedly refer to that of Mr. Joseph Somes, who has had great experience
at sea, and is now one of the largest ship-owners in England, and who strongly
recommends an Act of Parliament being passed, to prevent any load being taken
upon deck ; and states that he can prove, to any reasonable mind, that the owner
in the end loses by permitting his ship to can'y a deck-load, from the great wear
and tear of the ship; the proof of this wear and tear is shown by the evidence
of several of the witnesses, who have surveyed ships after their arrival with heavy
deck-loads upon them, and found their fastenings loosened, seams opened and
beams broken; this also is strongly conrmed by the evidence of an eminent ship
builder, well known to most Members of the House, Mr. G. F. Young, late
Member for Tynemouth, and Mr. Jos. Adams, the foreman builder of Her
Majestys Yard at Chatham.

After a full consideration of the evidence received, Your Committee give it as
their decided opinion, that no deck-loads should be suffered to be carried on any

timber-laden vessels from North America, and that every inducement should be
given towards promoting a fair and efficient survey of every ship in the merchant
service.
18 June 1839.
*
333-
* 3
PROCEEDINGS OF THE COMMITTEE.
J0'vz's, 18 die Aprilis, 1 839.

PRESENT :
Mr. George Palmer.
.' . '
Admiral Adam.
Sir C. Vere.
Earl of Hillsborougb.
Mr. W. Duncombe.
Admiral Codrington.
Mr. PALMER was called to the Chair.

Committee deliberated.
Lame, 17 die Junii, 1839.

PRESENT!
Mr. G. PALMER, in the Chair.
Mr. A. Chapman.
Sir C. Vere.
Captain Gordon.
Sir C. Adam.
Mr. Wodehouse.
Mr. Alderman Thompson.
Sir E. Codrington.
Mr. Hodgson Hinde.
Draft of Report read.

In the paragraph respecting the inex ediency of deck-loads, Amendment proposed,
(Mr. Alderman Thompson) to insert the ollowing words :
"' By ships clearing out from any Port in North America after the 1s of Sep
tember or before the 1st of May the following year.
Question put, That these words be inserted.

Committee divided :
Aves - - 3.
Mr. Hodgson Hinde.
Alderman Thompson.
Mr. Chapman.
Nous - - 5.
Captain Gordon.
Sir C. Vere.
Sir C. Adam.
Mr. Wodehouse.
Sir E. Codrington.
So it passed in the Negative.

The Report was then read, and agreed to.
Resolved, That the Chairman do submit the same to the House.
[vii]
MINUTES
333
OF EVIDENCE.
a4
viii
LIST OF
WITNESSES.
Jovfs, 25 die Aprilis, 1839.

Mr. Thomas Edwards
Captain David Sutton
Mr. Thomas John Smith

Charles Graham, Esq.
Mr. George Bailey
-
--
Mr. Peter Courtenay
":"5U'"P'.?'"?'F"P'.?P'"?P5'?
!OU'U'Q3'-39
Martis, 30 die Aprilir, 1839.

Mr. Nathaniel Gould
Mr. James Dowie
16
.22
Mr. Alexander Bridport Becher
.25
Mr. John Rutherford
.26
.29
Captain William K. Maugham
Jovis, 2 die Maii, 1839.

Arthur Willis, Esq.
Robert Alexander Gray, Esq.
Charles Walton, Esq. Captain Edward Smith
Captain William Davis
-
34
-35
.40
-43
Martis, 14 die Maii, 1839.

Mr. Alderman Pirie
Mr. Joseph Somes
Mr. Alfred Janson
George Frederick Young, Esq.
Jacob Hoyer, Esq.
-53
-55
Martis, 4' die Junii, 1839.

Mr. George Charles Smith
Mr. A. S. Ord Mr. Robert Adams
-
-_
-
Captain George Probyn

Captain David Sutton -
George Palmer Esq., M. P. -
\r \ roti~.
\r,' -39-F"
[1]
MINUTES OF EVIDENCE.
Jovis, 25 die Aprilis, 1839.
MEMBERS PRESENT!
Sir Charles Vere.
Mr. Aaron Chapman.
Mr. William Duncombe.
Mr. Hodgson Hinde.
Captain Gordon.
MR. GEORGE PALMER, IN THE Cnam.
Mr. Thomas Edwards, called in; and Examined. .
1. Chairman] I BELIEVE you are Secretary to the Royal Society for the Mn T-Edwards.
Preservation of Life from Shipwreck ?Yes.
'i-
25 April 1839.
2. Have you been so from the commencement of that society ?Yes.
3. From what date ?From March 1824.
4. With the exception of one year when you were absent ?Some months I was
absent; from April 1837 to April 1838.
5. During that time did Captain Sutton ll that situation ?Yes.

6. What was the object of that society ?The object was to endeavour to save
the lives of shipwrecked mariners on the coast of the United Kingdom.
7. Have you ever been at sea ?I have been at sea, butI am not a seaman.
8. Are
on conversant
with seafaring
matters
'.'N0.
9.
As Slecretary
to that society
has your
attention
been much paid to shipwrecks?
Yes.
10. Are the occurrences respecting shippingprinted in the daily list called Lloyds
List for the information of all persons concerned ?Yes, there is now a daily list;
there has not always been a daily list, it used to be only twice a week; every thing
that comes to Lloyds respecting the arrival and departure of ships and shipwrecks
are all there.
11- Is that list generally considered to be the most authentic account of these
occurrences ?Yes.
12. Is that paper which you have in your hands a paper in which you have
extracted the occurrences from Lloyds List except that part which has been
extracted by Captain Sutton during your absence ?Yes, it is.

'
13. Did you extract the whole except that extracted by Captain Sutton ?
Yes, from 1832.
14. Have you examined the whole of them, and even those which Captain Sutton
has extracted, and did you nd them correct ?Yes, I have, with the exception of
the alteration, which I have made.
15. In your notice of shipwrecks have you observed different statements of
great suffering on the part of the crew from shipwreck ?They are not enumerated
in Lloyds List. I have seen them stated in the newspapers and other publica
tions.
16. Are you able to state the number ?No, I am not.

17. Be so good as to hand in that document ?I will.
[The document, vide Appendix, No. 1, headed Account qf the derent Timber App. No. 1, p. 79.
Ships wrecked from the year 1 832 to 1 839, was then handed 22.]
18. Have you any observations to make on the subject ?No.
19. Sir Charles Vera] Has any particular case regarding the sufferings of the
crew from shipwrecks been brought to your notice ?--Yes, there has. As Secretary
0.91.
of
MINUTES OF EVIDENCE BEFORE SELECT COMMITTEE
MR 7'- 1-''1='1W1-M of the Shipwreck Institution there was one which particularly called my attention;
25 April 1839.
it was a case of very dreadful suffering, and in which an application was made to
us to notice it. It has been noticed by the committee of the Shipwreck Institution,
and I have brought a copy of the reward which was made to the parties in conse
quence of it; it was the case of the Francis Spaight, where several of the crew
were in fact destroyed to feed the others.
20. Captain Gordon] In what year was that ?In 1 836. There was an applica
tion made to the Shipwreck Institution, with the following statement : Dis
tressing Shipwreck and gallant rescue of Eleven Seamen.On the 17th December
last, the Angerona Brig, John Jellard, master, left St. Johns, Newfoundland, for
Teignmoutli. Her crew consisted of eight persons, and on board were also 10
passengers. On the 22d December, at two p.m. in lat. 47, long. 37'' 24, a sail
was descried in distress; the Angerona immediately stood towards her, and found
her to be the Francis Spaight, T. Gorman, master, from St. John's, New Bruns
wick, to Limerick, dismasted and water-logged.
At the time it blew a strong gale,
and a tremendous sea was running, which frequently struck over the vessel and ren
dered it extremely dangerous to board her; but seeing a number of persons on the
poop, the captain of the Angerona resolved on making the attempt, and stripping
o his clothes, asked who would volunteer to accompany him. Fortunately among
the passengers on board were the masters of two other vessels; to these was
entrusted the command of the Angerona in Jellards absence.
The boat, the
only one on board, was immediately lowered, and Jellard at once got into her,
and, followed by three picked men, (William Hill, mate, John Towell, seaman,
and Samuel Hicks, passenger,) they made for the wreck. This, after much exer
tion and diiiiculty, they gained, and from it they succeeded in rescuing six human
beings from a state of suffering too horrible for description, and which had already
rendered them wholly incapable of exertion. With these they returned to the
Angerona, and having placed them on board, nothing daunted (notwithstanding
the boat had already shipped much water and been nearly lost), these brave fellows,
cheered on by their shipmates, again pulled for the wreck, and ultimately saved the
remaining ve of the 1 I miserable helpless creatures out of a crew of originally
18 souls. These had been on the wreck 19 days without provision or water.
Three had been washed overboard when the vessel rst became a wreck. On the
15th day lots were drawn for a victim ; and ultimately in four cases human blood
had been shed for the sustenance of the survivors! Owing however to the kind
ness and attention paid to these unhappy sufferers by all on board the Angerona,
they soon recovered, were put on shore at Falmouth on the 7th instant, and
with grateful hearts have returned to their wives, their families and their home.
To reward conduct such as this (for which no remuneration was sought at the
time, and for which the rescued are wholly unable to provide a recompense,) there
can be no doubt that an appeal to the public will not be considered obtrusive, and
it is proposed that the amount of subscriptions received should be placed for dis
tribution at the disposal of the magistrates and clergymen whose signatures
are attached to the following declaration.
(signed) John Cousins. G. Warren,
passengers and eye-witnesses to the'truth of this statement. We have inquired

into the accuracy of the above statement, and nd it to be substantially and per
fectly correct. Dated this 26th day of January 1836. (signed) John Silligant, jun.,
G. S. Curtis, William Langmend, John Sweetland, Devon county magistrates,
resident at Teignmouth; Edward Duncan Rhodes, ofiiciating minister of West

Teignmouth. This having been laid before the committee of the Shipwreck
Institution, of which I am Secretary, the committee read the memorial trans
mitted by Messrs. Robinson, Brooking and Garland; and I was directed to
write Messrs. Robinson, Brooking and Garland, that this case does not come
within the rules of this Institution, which is limited to cases of shipwreck that
occur on the coasts of the United Kingdom; but, in consideration of the very
meritorious conduct and exertions of Captain Jellard and the three other persons
who assisted him as therein mentioned, which are highly appreciated by the corn
mitlee, they have voted the gold medallion of the Institution to be presented to
Captain Jellard, and the silver medal to Mr. William Hill, to John Towell and to
Samuel Hicks. Then there are the letters from Messrs. Robinson, Brooking and
Garland, (who sent the memorial to the Institution) acknowledging the receipt of
the medals.
21. Captain Gordon] Does any thing appear of the state of the vessel, or what
'35
ON SHIPWRECKS OF TIMBER SHIPS.
was the particular cause of the wreck ?It is stated in the extract derived from
Mr. T. Edwards.
Ll0yds List, as far as the information goes.

25 April 1839.
22. Does it give the particulars of it at all ?Yes, it does.

23. Sir Charles Vere] Was any communication made from the master of the ship
as to the cause of her being water-logged ?I am not aware of that; I know nothing
more on the subject than from the memorial which was sent to the office of the
Shipwreck Institution and the copy in Lloyds List.
24. Chairman] Just turn to Lloyd's list, and see what is stated in Llo_vds
List respecting that ship ?There is this : On the 12th of January 1835, The
Francis Spaight, Gorman, from St. Johns, N. B., fallen in with on the
22d December, in lat. 47, long. 37, dismasted and water-logged, by the Ange
rona, Jellard. These additional particulars I have put to it extracted from the
memorial : N. B. The crew were originally 1 8, of whom Capt. Jellard rescued 11,
who had been 19 days on the wreck, without provision or water, and were in a state
of suffering too horrible for description. He landed them at Falmouth; three of the
crew had been washed overboard, and four became victims, by drawing lots, for
the sustenance of the survivors.

Captain David Sutton, called in ; and Examined.
25. Chairman] I BELIEVE you have been in the East India service ?Yes.
26. From what year ?From the year 1794, and prior to that I had been in the
West Indies.
27. Is that from the time you rst went to sea ?Yes, from November 1791.
28. Have you commanded a ship in the East India Company's service '.'I
have.
29. Have you commanded several vessels in the free trade ?Yes.
30. Did you act as Secretary of the Royal Society for the Preservation of Life
from Shipwrecks for one year during Mr. Edwardss absence ?Yes.
3|. Did you make the extracts from Lloyd's List which are contained in part of
that document which was handed in by the last witness ?I did.
t 32. Have you examined the list to see that they are correct?Yes, I have.
33. Have you gone over that list from the beginning to the end to ascertain the
number of ships that appear by that list to have been wrecked on the shores
either of America or Europe ?I have.
34. Have you separated the one from the other or not ?I have not.
35. Be good enough to state to the Committee the number of ships wrecked on
the western shores of America in 1834 ?There appear to be four ships wrecked
on the coast of America and Europe; 17 lost at sea, of six of which number
there appear to be no account of the crew.

36. You have stated that they were wrecked on the coast of America and
Europe; then might not some he wrecked on the coast of Europe ?They are
wrecked on the shores of America or Europe.
37. You state that in that year 17 ships were lost at sea ?--Yes.
38. And of that number there were six of which there was no account of the
crew whatever ?Yes.
39. What number of those ships that were lost at sea are described as having
been water-logged ?Seventeen were water-logged.
40. Was there any of the number in which the crew appeared to have expe
rienced great suerings in particular ?Yes, three of the ships.
41 . Have you the names of those that were water-logged '.'No, not those water
logged, but those which sulfered.

42. You have stated that there were lost at sea 17, six of which there was no
account whatever of the crew; now I want to know whether of the other 1|, of
which there was some account of the crew, it was stated that any of them expe
rienced great sufferings ?Yes, there were three.

43. Have you their names ?Yes.
44. Are they stated in particular, or only generally?I will read what is stated:
The Atlas,.seven days water-logged; four of the crew died ; the master and the
remainder of the crew were taken from the main-top."

0.91.
A2
The Lucy, capsized the

31st
Capt. D. Sutton.
g,,,;. p. .g,,,,,,. 31st of December, and only two of the crew were found on board on the 1 8th of
...____
January. The Mary Armstrong, water-logged; 10 of the crew saved, four hav
:5 April 1839.
ing been washed overboard.
45. Now in the next year, 1835, what was the number of ships that appear to
have been wrecked on the shores of America and Europe '.'I"ifteen.
46. Mr. Chapman] How many appear to have been lost at sea ?Thirty
four ships that were missing.

47. Chairman] You mean what appear to be reported in that list ?-Yes.
48. Of that 34 how many were there no account of the crew ?Seventeen.
49. Of the other 17, was there any of them stated to be under great sufferings .7
Yes, six.
50. Can you state their names ?Yes, the first was the Saint David, which
was found water-logged nine days, 14 of the crew taken from the main-top,and ve
of them had perished from cold.
The Francis Spaight, water-logged, 14 days
without water or provisions; sufferings horrible, four of the crew having become
victims for the sustenance of the survivors; relieved by the Angerona.
The
Elizabeth, water-logged, six of the crew washed overboard; the master,two mates,
and three seamen took to the long-boat; and nine days after was picked up
by the Caroline.
The Duckeneld, water-logged, four of the crew taken
from the fore-top in a dying state, ve having perished. The Resolution, water
logged, passed by the Marquis of Queensberry," which could render no assist
ance; the crew seen in the fore-top. The John and Thomas water-logged; the
crew, of eight men, saved by the North America."
51. Now go to the year 1836, and state what number of ships appear to have
been wrecked then '.'Twenty-seven on the shores of America and Europe.

52. How many were lost at sea ?Forty-four.
53. Of that number how many were there no account of the crew '.'Eighteen.
54. What number of those were under particular sufferings ?Three.
55. What are the names ?The Earl Kellie, capsized in a gale; the master
and one of the men killed, seven men drowned, the second mate and two men
starved to death ; the remainder of the crew, 17, were taken from the wreck after
seven days by the George Marsden." The Christopher fell in with a wreck
on the 4th of December, having four men on board; only succeeded in saving one.
The Marshall, struck by a sea on the 22d of November, became water-logged;
three of the crew washed overboard and drowned ; three subsequently died from
fatigue, and on, the 17th of December was wrecked on the coast of America, and
three more of the crew were drowned ; she was near the coast of America when
she was struck by the sea.
Those are the three.
56. Now, in 1837, how many ships appear to be wrecked ?Seven were wrecked
on the coast of America and Europe.
57. How many at sea ?Twenty-five.

58. Of that number how many were there no account of the crew ?
Nineteen.
59. And how many of extreme sufiering?Three.
60. What are their names ?The James Grant, water-logged ; the crew saved
by the Vibelia, after being on the wreck 14 days, having had three men
washed overboard. The Duncan, water-logged ; 15 of the crew saved, three
having been drowned.
The Caledonia was found water-logged, and part
of the crew saved by a Russian ship, the Dygden; the crew originally con
sisted of 12 men, four having died, and two washed overboard; the remaining
six were found on board by the Russian ship, after being on the wreck 13
days, with scarcely any provisions or water, during that period; two, when near
death, had their throats cut for the sake of the blood, and the next day they were
to have sacriced the boy.
61. Now go to 1838; what was the number of ships wrecked in 1838?There
were 18 ships wrecked.
62. How many were lost at sea ?Forty-eight; 27 of whom there was no
account of the crew, and there were two cases of extreme suffering.
63. What were those cases of extreme suffering ?On the 30th of November
1838, the Sarah" arrived at Oporto; fell in with the Earl Moira, water-logged;
observed eight persons on board; no assistance could be rendered from bad
weather; they saw two men jump overboard who were drowned, and they were
obliged to leave the ship. On the 15th of December, the barque Ranger
fell
fell in with the Earl Moira ; water-logged; boarded her; found four men in the Capt. D. Sutton.
main-top dead; a sail had been hung up apparently to screen them from the
weather; part of a human body was found cut up and hung like butchers meat
25 April 1839.
in a stall; this ship had her cables bent. The next is an extract from a Jamaica
paper :The Elizabeth from Clyde, on the 26th of January 1839, fell in with a
wreck named Anna Maria, lat. 43 N., long. 1 8 W., boarded her, and found four
bodies dead and huddled together, and one man in the top dead, with the leg appa
rently of a woman which he had been eating; a woman and childs stays were
found also on board.
64. Have you ever been in the timber trade ?No.
65. Have you any idea what occasions the great loss of timber ships at sea ?
From some conversations I have had with people, I think it is from their being
over-laden.
66. Can you state whether there is any hidden danger in that part of the ocean
which lies between the coast of America and Europe from shoals ?I know
nothing of any hidden danger, except the danger when they go too far to the north,
of falling in with ice.
67. Is there any thing to justify the loss of those ships if they were fairly found
and properly ballasted ?No, I think not.
.
68. Captain Gordon] Do you consider there are more ships lost in this trade
than any other ?I do.
69. Sir C. Vere.] Do more appear by Lloyds List ?-Yes.
70. Chairman] Are there more ships of that description coming across the
Atlantic late in the year than coming from the West Indies ?Yes; from the
West Indies they come on the 14th of August, the others are as late as December.
Many ships are lost in beating down the Gulf of St. Lawrence; being over
taken with gales from the east, and thick snow-storms.
Mr. Thomas John Smith, called in; and Examined.
71. Chairman] WHAT situation do you hold ?'I am chief clerk at Lloyds.
72. Vl/ill you be good enough to state how the information published in Lloyds
Mr.' T. J. Smith.
List is obtained ?From letters we receive from our agents and correspondents,
and occasionally from subscribers.
73. Are they considered, as far as they go, authentic ?We never publish any
thing unless we are perfectly satised of the accuracy of it.
74. Are there not instances in which you never hear of the loss of ships ?Sometimes vessels sail from a Certain port and are not afterwards heard of, and then
a notice is posted on the board to that effect on the authority of the parties interested.
75. Are there not many instances of vessels that are not heard of that are never
posted at all ?-No doubt.
76. In that List in cases of wrecks posted at Lloyds where the name is not
given, is it not possible that the same ships may be twice posted '?Yes, but we
are not in the habit of mentioning any vessels being wrecked unless a description
is given, nor of repeating the information.
77. Is it not possible that among those reported there may be some reported
twice over ?Yes, without the names being given.

78. I understand you to say before that there are some ships which are lost
which never appear in Lloyd's List at all ?Yes.
79. Sir C.Vcre.] Why do they not appear in the list ?-Because no informa
tion of their loss has reached us; but if the insurance is effected in the room, notice
is given to us by the parties interested, which is posted and inserted in the List.
80. Mr. H. HinrIe.] If it comes to your knowledge, do you enter it in the list
whether it is insured at Lloyds or not ?Yes, in every case.

81. Chairman] Are you at all competent to speak to the state of timber-bullt
ships ?No, except from the reports we receive.

Charles Graham, Esq., called in; and Examined.
82. Chairman] YQU are Secretary to Lloyds Registry of Shipping ?
Yes.
83. That is a book that professes to give the character of all the merchant
shipping ?-All that comes under the examination of the surveyors to the Society.
84. Are you able from that book to give a statement of the age and condition
of many of the ships that appear to be in that list, shipslostwithin the ve years P-
o.gi.
A 3
We
C. Graham, Esq.
C. Graham, Esq. We keep a book in the oice in which we enter all the losses that come to our
knowledge, either from Lloyds List or the Shipping Gazette, or any other source.
2 5 April 1839.
and from this book I have had the list taken out I now hold of all the losses in 1 838.
I have another list made out of the ships last year trading with British America.
including every ship in that trade that was either lost or foundered or abandoned
at sea; there are 78'altogether; about 24 appear to be wrecked; I have not taken
out the number which appear to be water-logged; it is important that I should
state that out of that number there are 17 of class A of the rst character that are
lost; the greater part of them, about 10, are classed four in A 1.
85. Captain Gordon]
What is the four A 1 class ?It means vessels built
of certain materials, the durability of which is considered to be about four years.

The rst-class vessels are those which are new vessels that are considered according
to the period of the durability of the timber for 12 years.
The ships to which I
have just alluded are North American built ships, most of them of large tonnage,
and in a great measure I should consider the loss to be attributed to the want of
additional fastenings, that is, iron riders and knees.
86. You are speaking of British North American built ships, classed 4 A, which
you say are not sufficiently fastened ?Yes; a rule has been made of late to remedy
the evil, and we have found the working extremely benecial. As an instance of that
it may be proper to mention that duri11g the late gales which caused so many
wrecks in the neighbourhood of Liverpool, there were some remarkable instances of
losses, and some instances in which the crews were saved, or the principal part of
the crew, arising from the application of additional fastenings. The surveyor
wrote to me on the 5th of February, saying, I have just returned from a survey
on the American ship Pensylvania, on the north bank outside this port. The
result of this our nal survey, by Mr. Askew (the harbour-master), Mr. Alexander
and myself. is, that the vessel is unworthy of repair, and should be sold as soon as
possible for the benet of whom it may concern. I believe an arrangement will be
made by which the owners of the remaining cargo, estimated to be worth 80,oool.,
will purchase the l1ull, and continue to work out the cargo so long as the quantity
saved will pay the expenses. We last week recommended the sale of the St.
Andrew; she was sold with a condition that salvage should be paid at the rate
of 25 per cent. on the amount of cargo saved for 1,2 501. ; the vessel is going to
pieces, but I think the greatest part of the cargo will be saved : the cargoes of these
two vessels were estimated at nearly 6oo,00ol.
We have also recommended the
sale of the Victoria, Captain Candler, also on shore at Leasowe, and she will
be sold on Thursday next; the whole of her cargo is saved ; the Victorias
number in the book is 1 18. It is with much pleasure I state that the St. Andrew
and the Victoria have both been extra fastened at this port under the direction
of myself and the other surveyors, and to this additional fastening, both Captain
Thompson of the St. Andrew, and Captain Candler of the Victoria, ascribe
their beating over the eastern bank into the main, which was the means of saving
ALL their lives, the whole of the cargo in one instance, and nearly all in the other.
My visits to these ships have given me a great deal of additional work ; I have been
employed two Sundays, and early and late three other days: this morning I left
Liverpool by the steam-boat at ve oclock.

87. Mr. H. Hinde.] What is the rule you allude to which you said had turned out
so benecial?It is a rule requiring additional fastenings to be put into North
American built ships. It has been found, owing to the abundance of the material
of wood, that the ships are built of very large scantlings, which has principally
caused their destruction. The rule was introduced about two years ago, and it is
to this effect: Ships built in the British North American Colonies of 300 tons
and above, shall, in order to entitle them to stand on the rst description of the
rst class, as described in the tables annexed hereto, be secured in their bilges by
the application of iron riders to cover the joints of the oor and foot-hook heads,
to extend from the height of the hold-beams to the oors, so as to receive not less
than two bolts in a substantial part of the oors; the number of iron riders to
be not less than one on every fourth oor on each side, from two feet abaft the main
mast to two feet abaft the foremast, the size thereof to be not less than 3} inches
by 1-} inches at the joints of the timbers for ships of from 300 to 400 tons, and to
be increased one quarter of an inch each way for every 1oo tons of increased size ; that all such ships shall also be secured by iron-hanging knees to the
hold-beams, one knee to every alternate hold-beam, provided the distance of the
said beams from each other does not exceed four feet six inches, and the tonnage
he
be less than 400 tons; but if the distance exceeds four feet six inches, or the ship ' C. Gra/mm, Esq.
is 400 tons and above, then one to every hold-beam. The knees to be connected
with the riders or not, at the option or convenience of the owners ; but if not so
connected, the side arms are to be long enough to receive at least four bolts ; the
whole to be securely bolted with bolts of suiiicient size.

88. You said that the British North American built ships were lost for want of
fastenings, and you recommended that additional fastenings should be required ?
Yes; and they ought to be applied to every ship of every class and description;
vessels of 300 tons and above are required to have them.

89. You are speaking of British North American ships only TYes ; the rule
was rst introduced on 1st July 1837, as applicable to rst class ships only, but
it has since been extended to all ships.

90. Mr. C/zapman]
in speaking of the number of ships, do you mean
ships actually wrecked or stranded, and afterwards repaired ?They are entered as
wrecked in the list we have. There is a remarkable instance as connected with the
necessity of fastenings as to a vessel which was employed in the timber trade;
that was the Sir Francis Burton. Twelve months ago she was about to be en
gaged by -the East India Company for the conveyance of a cargo of coals; they
required her t-
be surveyed by the oicers of Lloyd's Society, and a certicate
granted of her tness to go out and come home again.
She was of the burden of
400 tons; the owners, however, did not think proper to place her under the survey
of the officers, or to introduce these additional fastenings.
She afterwards went to
sea, and upon her voyage from Liverpool to Denmark, in Hardmore Bay on the
south-east coast of Ireland, she was lost on the 16th of February 1838, and her
crew drowned.
91. You have stated your observations with regard to that portion of the ships
lost which were British North American ships; have you any observations to
make with regard to the ships that were English built ships!--I will give you
the number we have as lost or abandoned during the year. We have 78 upon
the whole, including vessels not placed under the survey of the officers of Lloyds
Society.
92. Are we to understand that they are good or bad ?The owners have not
thought proper to submit to the regulations of the Society, and therefore they have
not been classed.
93. Mr. H. Hinde.] Might not many of them be insured in clubs ?Yes, and
they might be insured in Liverpool.
94. Captain Gordon]. Are they all insured ?I cannot undertake to say that ;
many ship-owners are their own insurers.
95. When a ship is about to be insured, does not the insurance company ascer
tain the state of the ship ?Yes, I believe it is the practice; the committee for
managing Lloyds Register-book is supported by all the principal insurance com
panies. I mentioned before 78 vessels, of those 25 were not classed; I7 were of
class A, one of IE; 16 class IE only; 12 class E; and there are seven in no
character; there are seven doubtful ships; the parties have not placed them under
the superintendence of the surveyors, and no character has been assigned to
them.
96. Does that complete the number of ships wrecked ?Yes, including every
casualty, abandoned, missing, wrecked, stranded, dismasted, sunk or burnt.
97. Are vessels often of the rst character liable to be wrecked or stranded?
Yes.
98. The question of abandonment would arise more from the insuiciency and
inability to encounter a voyage which a good ship would be able to do without

diiculty ?Exactly; those were all the vessels which I took out of the book of
which we had an account last year which were abandoned or lost.
go. Clmirmrm ]
From the old book would you not be able to give further par
ticulars of the ships that were lost?-I do not know that we could get any thing
from that.
100. Can you give any information with regard to the age of the ships lost ?
The account 1 have in my hand shows the ships names, the captains, the tonnage,
the port belonging to, where from, where to, particulars of loss, when built, the class,
and fate of the crew.
lol. Be so good as to hand in that account?
0.91.
[Tbe following document was then put in :]

A 4
AN
25 April 1839.
AN ACCOUNT of VzssnLs lost trading to and from the Um-n=:n Kixcnom and Bninsn Auxnrcn during the YERr I838.
N0.
'
Rig Ship Names.

. .
-.
Ann -
Cup!-aina.
bdoggg m.
Where from.
St.Andrews-
St.Andrewa-
Where to,
Pgtfgi
When.
3:12;
Clue.
- - abandoned,
14 Jun. -
Fate of crew.
[-.
Hm-per
Liverpool
mss, long. 33,
- -the cook drown
ed, rest nved.
water-logged.
271
Albion
190 Glasgow
Quebec
Glasgow
missing.
I837.
972
Aglmbagk; -
Nescld
406 Whjtby
Liverpool
Quebec
- - wrecked on
West Hoyle.
- April
1830
4 A I. 436.
954
Atahmta
Day _
351
1\,1immic1u
- - abandoned,
lat.47, long. 42,
water-logged.
6 Aug. -
1835
4 A l. 36.
crew uaved.
161
Adventurer-
Beverley
250 Sunderland - Miramichi -
sunderland -
- - wrecked at
Speyinouth.
7 Sept.
1633
7 A l. 35.
crew saved.
244
Airthry Cas-
Carling
442 Bristol
- - 'f'recl,K'~d 03'
- Sept.
1826
E l- 38-
crew saved.
17 Oct. -
1806
E l. 38.
Bjdeford
- Bristol
- Quebet!
1;le_
crew drowned.
Anticosti.
Avaton
Menlley
St. John's -
" necked at
S611
R0vers Itland.
640
Ann Gl'a'1i-
Duncann0n-
378
Allan _
Quebec
Greenock
- - stranded,
Donegul Bay.
B8l
Ariadne
J. Cow
333 Derry -
Quebec
Belfast
635
Ann -
\Villi:nns
193 Pwllhrglly
Quebec
- Wales ~
- -wrecked near
Wexford.
- Nov.
1827
2. 35.
- - aba'nlo'wd,
5 Dem -
1835
6 A- 1- 37-
--r-;l){:\i|1g_ndgigh[
mgn !m.ed_
four men drowned.
lat.47, long. 32;
the wreck came

ashorenearl\Iil
ford, and went
to pieces, 1 Mar.
l 839.
Byron
Belfast
- St.Jol1ns,N.B- -
-HRn dimasted
5 Feb
and abandoned,
lat. 49, long. 26.
_
380
Britannia -
Brilliant
Fligg-
- uuir...
- Ezigland
- abandonedatsea
- Quebec
- - - abandoned
266 Scarbr0'
Newport
579
Bustler
Poland
93
Belina
Wilson
Clydesdale -
Simpson
87
Canadian
Morgan
Q1
427
74 Plymouth
- Labrador
218 Workington -
Quebec
Newfoundland Liverpool
416 London
- London
- Plymouth
missing -
534
357
1832 8A. 1-36
Q'wbe:
-wrecked,East
- May-
1826
E 1.338.
- April-
1811
{E 1.36.
- - abandoned,
lat. -L8, long.30,
water - logged ;
the wreck dri
ven ashore at
7 Oct. -
1835
41E 1. 37.
America
China
Bunn-
618 Liverpool
St. John;
Dublin
Clb1"'\9 '
Keni
London
- Quebec
Clio -
Dobwn
- 26s -
.\u.....;.1.; - London
Mir-umichi
Hull -
the mute drowned.
lFeb.
end of Bic.
miing-
Newcastle
1052 l. 35.
S. Shields
360
1825
wrecked
281
Bmndl'an' -
29 Nov. -
Newfoundland
'
E. l. 37.
Smith
Cba''1
181l
- - wrecked near
Wexford.
7 Nov.-
Strangfoid -
Canada
La Taste,
Feb. 1839.
20 Aug.
crcwmvcd.
near Galway;
driven
into
Mohea, 1 Sept.
1837.
Ti
_ 1-1e1.. -
crew u_vgd_
26
--
- wrecked. Bay
- N0V-Of Chale'I''--cutthruugh . 23 Nov.-
1197
121.38.
with the ice,

driven to sea,
and cast ashore
at Pr. E. Itland;
condemned.
--Wrecked near
3 Dec. -
1815
E. l. 38.
- $ep. -
1824
38.
- Jan. -
1810
- 37.
--muternateand
40 persons drowned.
crew uved.
crew saved,
Roclmll.
130
Deverou
Cameron
333 Glasgow
- - condemned
at Quebec.
145
Edfd
Foihefgill -
303 Suuderland - Quebec
- su''|derlar1d -
153-I-.
- - lost; wants
crew drowned.
repair.
F.ll"l"~l"nl
Maria.
697
Esther
"I'l'
El 5"]
-
Bridgeport -
Newfoundland foundered at tea.
Hill -
358 Scnrbro
Quebec
Suuthmuptou
abandoned
28 Nov.-
1821
[E I. 38.
--the capuijn ".4
.Ha)''
477
London
l\Iir:uniulii
- - condemned
Oct. -
l832
E l. 38.
six men drowned,
London
at Miran'ichi.
~_
Accourvr of Vr-:sszr.s lost trading to and from the Uxd.xn Knzononr and Bitrd.sn AMERIcA during the Year l838_continnca'.
No.
in Shi Names
RB.
55
Particulars
of Loss.
Captains.
Earl Moira-
Terry
331
When
bum'
- - fallen inwith
abandoned, Int.
-15,
19 Dec. -
Cl
1813
[E
Fate of Crew.
I. 38.
crew lost.
long. 32;
the wreck drove

ashore at C0
runna, March
1889.
32
Falcon
Huie -
240 Liverpool
St.
John's,
Newf.
missing -
1835
4 A I. 37.
Copenhagen - Newfoundland
missing -
1834
9A]. 35.
1836
7 A. 1. 37.
crew saved
I834
4 A 1. 36.
crew saved.
421
Friends
Falle -
190
1 38
Favourite
Taylor
431 Belfast
Frederick
I 70
Milford
Miramichi
- - loot elf New

foundland.
--passed in Int.
42,
long.
56,
bytheHe ,"
Wright,
who
saw somepeople
on the top;
could not ren
der any assist
ance.
103
George Ba.rclay.
Doyle
24,1
Newfoundland
Gnmville
Mills -
Sligo -
St. John's,
N. B.
- - lost on Sable
Island.
31 July
._
Gipsey
Smith
Clyde -
St. John's,
N. B.
- - lost on Cape
Sable.
31 Oct.
39
Hannah
Collie
England
Miramichi
lost at Galarus
26 July -
Glocester
St. Johns,
N. B.
- - abandoned,
lat. 48,long. 28,
dismasted and
leaky.
26 Feb. -
Quebec
Sunderland -
- - wrecked on
Langley Inland.
13 Aug. -
1837
- - seen aban
1 May _
-_
- - lost, Paul't
27 May -
Itland.
275 Sunderland -
- - crew and pas

sengers taved.
1837
7 A 1. 37.
crew saved.
300
I 94
.-
Industry
Ball -
Isabella and
Louisa.
Richardson -
James Sayers l -
25.3 Sunderland 26l
245
James
Lyons
James
Dixon
St. Johns,
N. B.
320 Shields
__
crew saved.
8 A 1. 37
crew saved.
crew saved.
doned, disrnast
ed and water
logged, lat.22,
long. 24.
-
London
Missing -
1814
E I. 35
28 Nov. -
I827
55 l. 36
- - three of the crew

drowned.
- - wrecked near
Turltt Itland.
3 July -
crew saved.
Newfoundland Bristol
- - condemned
and sold, coast
of Ireland.
12 Jan. -
181.1
E I. 37
M iram ichi
- - stranded in
the St. Law
1836
4 A 2. 37
St. Johns,
N. B.
- - falleninwith
abandoned and
dismusted, Int.
I 7 Sep.
22, long. 74.
482
John 8: Mary
Marshall
260 Sunderland -
Miramichi
Stockton
- - abandoned
water - logged ;
cad.ied into St.
Ives a derelict,
sold and repaired

for sea.
_
110
78
Louisa Ann -
Cook
Lark -
Smith
Wilborne
262
698 St. Jnhns,
Lady
Wil-
liamson.
St. John's,
98 Carbon;
Sunderland -
Jamaica
Sunderlmd -
'
- Oct.
''0!' C0 -
45
Majestic
- l Tear -
St. John's,
Liverpool
- - abandoned,
4 Feb. -
crew saved.
lat. 41 lung.l 9;
cad.ied into Lis

bon and repaired
for sea.
.-
ldungo
_.
Manna
- - fallen in with
abandoned and
water - logged,
lat. 43, long. 62.
3 April.
'
- 1
l
- - struck by the
ice
May -
._.
crew saved.
and sunk,
lot. 47, Iong.59.

(continued)
10
Acoomn of V|:.\tlLs loet trading to and from the Umrtn Kmonou and Bun-ran AIIIIcA during the Year 1838-continued.
No.
Ri-nB' Ships Names.
864
Captains.
P:.L'::?"
hlofgigs to
Morning Star
Baird
Belfast
St. John's,
N. B.
Belfast
Molly Moor
Mag-rath
Waterford
Wexford
Madnwa.ska-
MMnrchy -
Campbelltown Chnlenr Bay
When
Clan.
.-'
~ - abandoned
Oll Bon, having
been in contact
with the Susan
and Jane.
8 June -
- - lost near
Cape Ray.
16 Aug. -
5 E l. 37
- - wrecked on
18 June -
38
- - foundered at
sea.
18 Aug. -
E l. 37
4 Oct. -
38
Quebec
Campbelltnwn
Fate of Crew.
crew saved.
crew saved.
Brian Island.
211
Maria
Bell -
Maryport
- Quebec
146
- England
Nestor
Vestal
Greenock
Porto Rico -
- St. John's, --falleninwitb

Newfoundland. abandoned and
water-logged.
107 Orelia
1837
Rowland
Plymouth
Quebec
Cork -
- - condemned
at Cork.
29 Jan. -
E 1. 36
73
Oliver Blancbard.
Gihaut
Jersey
Gaspee
Naples
run down.
Priscilla
London
Quebec
- - wrecked of
Port aux Bay
1 May -
Milford
Liverpool
Quebec
-- wrecked, St.
Lawrence.
19 Sep. -
E 1. 37
Jersey
Jersey
G11$P0
--wrecked near.
Gaspee.
13 Sep. -
E 1. 30
crew saved.
crew saved.
crew saved.
GUCC
229
Petersburgh
Gwytber
430
Prince Regent Human
451
PrinoessRoyal Orton
Hull -
445
Royal George
Sheeder
London
London
Qudec
missing -
- - wrecked off
Cape Ray Reef.
- May -
IE 13. 88.
75
Rebecca
Glatgow
Clyde
Quebec
E1-37.
Rankin
Glasgow
- - lost, coast
Labrador.
Newfoundland.
7 May -
38
Gellatly
'
Mitchell
14 Sept.
Susan
Sinclair
St.Andrew's,
- - abandoned
1 Feb.
N. Brunswick Jamaica
N. B.
Sarah
Mngrath
crew saved.
E 1. 37.
crew saved.
crew saved.
at tea and wa
ter-logged.
St. .ohns
Waterford -
Newfoundland - - stove by the
3 April
4 A I. 37
- May -
37.
29 June -
7 A 1. 86.
crew saved.
crew naved.
sea and aban

doned, lat.
48
long. 49.
828
Syllerie
Hunter
Liverpool
Liverpool -
Quebec
- -Wrecked near
Cape Ray ( wants
additional fast
enings).
326
Seraph
Wood
Newcastle -
Richibncto -
- -
wrecked,
Bird lsland.
377
Sicilian
ll0re-
Tcignmoutb
St. Johng, Labrador

Newfoundland.
- - sunk, h:\ving been struck

by the ice.
28 June -
IE 1. 37.
39l
SirArchibald
Campbell
Tait -
Sunderln.nd-
Miramichi -
London
- - wrecked,
North Cape.
17 June-
4 A 1. 36.
639
Sterling
Barton
London
Liverpool -
Quebec
- - wrecked
near Gaspec.
- Oct. -
4 A 1. 87
800
Swift
Hopper
London
Malaga
Montreal
15 Oct. -
E 36
- - lost
near
Magdalen Itland .
332
Severn
54l
Johm
Bristol
Miramichi -
Bristol
- - al)2\'''(l0'n'(l,
lat. 48 long.31.
E l. 38
Symmetry -
Ritchie
N. Shield; -
Mirgmighi -
London
- - condemned
at Point Escu
minac.
-Dec. -
E 1. 38
__
Tliintle
-- $t,J0hn'g,
N. B.
Cork
- -wrecked near
St. John's.
7 Nov. -
l33
Victoria
Rusland
- - St. Johns,
N. B.
Ireland
Quebec
- - wrecked,
Gnspee (wants
additional fas
tenings).
19 Aug. -
37
100
(sh -
Pearce
Exeter
Torquny
Quebec
- - lott, Banks
- Oct. -
IE 1. 38
of Newfound
land.
- - abandoned,
8 Nov. -
-- 38
CW 8I1v'cd
E 1. 38
one boy drowned.
crew saved.
302
'
343
William and
Turner
R1-be't.
180
Trnlee
160
26
Ward
Wuodrnnn -
Croaa'nan
Murphy
- - St- An-
Galway
drawn, N. B,
crew saved.
crew saved.
lat. 4-Olong. 20.
3l?
Quebec
- - abandoned,
lzt 45 long. 36,
8: water-logged.
29 Nov. -
Belfast
- - t.John'g,
N. B.
- - wrecked near
Cape Negro.
- Jan. -
11
.102. Are these merely timber ships that areall trading with North America ?
Yes.
103. Not the British Colonies?Including them.

104. Mr. Chapman] Have all those ships been surveyed ?No, all those that
have been classed have been surveyed; the total number of vessels that has been
damaged, (many of them lost,) has been 316, of which we have an account in our
books, in the year 1838.
105. Do you consider the proportion trading to British North America to be greater
than any other place ?-Yes, I should think so; the ships employed generally in
the timber trade include the Prussian as well as the Norway trade.
106. Is there any particular way of accounting for that FThe general feeling
is, that when a ship is unt to carry a dry cargo, she is a very good timber ship.
The practice, I believe, is very much to dispose of those ships which are no longer
t for a dry cargo for timber purposes.

107. Mr. H. Himle.] Does that apply to the Baltic trade as well as the North
American?Not to the same extent, certainly: I have a letter from Mr.Cuming, who
is a highly intelligent man, whom I happened to be in correspondence with at the

time the Committee was forming, and I think his observations are deserving of
their notice. He is a surveyor of Lloyds Register-book, and he says, I am

not aware that I could say much more on the subject than I had expressed at that
date, never having commanded a vessel in trade, but have had frequent oppor
tunities of seeing and examining them at their return from America; and then I
generally nd them strained aloft, particularly their water-way seams, with the
butts of their blank shears and shear steaks, and the knee-fastenings which pass
through the latter, and not unusually nd their stanchions started and blank shears
split, and which must have admitted much water when at sea in bad weather, so
much so as to have caused the ship to have water-logged; as with the ordinary
duties of the vessel in those latitudes, the scanty crews soon get worn out and
unable to keep the pumps at work, and to attend to their other necessary 'work,
reeng, handing, &c.; the which straining and looking aloft is, in my opinion,
generally occasioned by the heavy
deck-loads that are brought on them ;
as I nd those ships that bring the least load on deck (or none at
all in winter passages) appear the least strained. It is well known that
ships in general with timber cargoes are crank, and of course a heavy deck
load must make them much more so; and when in stormy weather and laying
so much on their side (as must then be the case), the deck-timbers will then settle
to leeward against the lee stanchions and cause them to strain and look aloft;
in fact I see no reason to prevent its so doing. I have also another reason to sup
pose the deck-loads injurious ; as with timber cargoes the stanchions to uethe lower
and upper deck-beams are always knocked down for the better stowing the hold,
and the beams of both decks wedged up from the cargo as she lls up; but from
the settling and working of the cargo during the passage, those chinks or wedges,
have worked out, and which is the cause of the beams of the upper and lower decks
being so frequently sprung and broken, as well as the straining the knee-fastenings,
the wood of which (if North American soft wood) is not hard enough to hold the
bolts. The Barque Tweed of this port, No. 426, only four years old last
August, having lately been surveyed by me, was found to have so worked and
opened her water-way seams as to be obliged to shift a narrow plank on each side
her decks, to give a good seam and to re-fasten her aloft, and which no doubt was
occasioned by heavy deck-load, as otherwise she appeared a good ship. Iwell

know a ship belonging to this port, the Cosmopolite, No. 777, the master of
which, P. Smith (a very respectable and proper man), informed me not a month
since, that when at sea with a timber cargo, a fresh gale and smooth water, if
wanting to go from aft forward he would take the outside passage in her topsides
in preference to passing over the deck-load, that being the most level road : must not
then
C. Graam, Esq
'
her deck-load' be very heavy at her lee stanchions? We have an old North
American built ship belonging to this port, the Bolivar, No. 293, whose appear
ance aloft as to straining is less than any vessel of her age that I have examined,
which ship has been in the habit of taking less deck-loads than other vessels be
longing here. I have commanded vessels to and from Newfoundland many years,
and have seen so much of the heavy passages in winter time, that I am certain
deck-load must be injurious to any ship, and is, in my opinion, one of the great
evils and cause of their water-logging and abandonment, as well as the dreadful
0.91.
B2
surferings
25 April 1339.
12
C. Gra/lam, Esq.
25 April 1839.
suerings and loss of life of their valuable crews, the melancholy results of which
too often ll the pages of the Shipping Gazette and other papers.
108. Captain Gordon] Is deck-load peculiar to this trade ?I believe it is.
109. Mr. Ilinde] Can you speak to the proportion which the loads on deck
bear to the loads stowed away ?-I cannot individually. This Society perhaps is
hardly competent to give all the information which the Committee requires, it not
naving been long established; but the principle on which it is established seems
now to he very much recognized, and their rules, to a great extent, acknowledged
to be reasonable and just, and it has been working its way in a very extraordinary
manner. The year before last I brought the subject under the notice of the
Treasury with reference to Mr. Bucking-hams Bill, and I wrote to Lord Glenelg,
and here are copies of the letters which it may be useful to have; I suggested to
Lord Glenelg that he might patronize our Society by being a subscriber to the
book ; about the time several persons were appointed from the Colonial-ofce to
examine ships particularly destined for the conveyance of emigrants, and I asked
him to become a subscriber to the book. Lord Glenelg acceded to the proposition,
and desired his name to be put down as a subscriber to the work ; and that had a
very good effect, inasmuch as, to a certain extent, we were considered as patronized
by the Government. One of the great objects of the Society is to encourage the
construction of ships built of good materials, well seasoned; they rst adopted the
rule ofallowing rst-class ships to be continued for 12 years, and by a subsequent
amendment of the rules they might be continued, having been kept in an eicient
state of repair four years longer; and that would enable a ship, one of the
best description, to stand for 16 years, and if properly repaired, under the
rules and regulations, they might obtain an extension of time for eight years
longer, which would make 24 years; and if she was still kept in an efficient
state of repair she might be continued two yearsd. longer, making in all 26 years;
that the ship would stand in letter A. The great object of this was, to encourage,
in the rst instance the building of good ships, and we hoped that the operation of
a rule so just in itself, would be taken as an example by others for building

regular good class ships.
110. Mr. Hinde] Is it not usually considered more requisite now than in
former times, in consequence of the number of incompetent ships built in the
Colonies ?I think the necessity for it is greater than ever. We found in Liver
pool that a large proportion of the colonial built ships rendered it necessary that
the rule should be applied to them. We have remarkable instances of ships built
in the Colonies, where the timbers have gone early into decay, to show the absolute
necessity of their coming under the inspection of some officer, and that is done by
the oicers of our Society. We have no law or authority that gives us the right to
go and board any ship, but the party agreeing to have his vessel surveyed, has by
that act become an assenter to the rules and regulations of the Society.
Mr. Ge0rgciBa.yle_1/, called in; and Examined.
l\' r. G. liuylqy.
.111. C/mirman] WHAT are you, Mr. Bayley ?--I am shipwright surveyor to
Lloyds Register-book.
112. Are you able to give the Committee any information respecting the state of
those ships which are generally employed in the timber trade between this country
and North America or the Baltic? The ships employed in the North American
trade are generally those which are considered unt for any other service, and you
have amongst them some of the worst description of ships aoat ; of course there
are exceptions.
113. Mr. Him1e.] From the character of the cargo, in many instances, is it not
the case that a vessel may safely take a load of timber, although it is in a state in
which it would not be safe to put. dry goods into it ? As far as leakage goes you
may take itd. safely, but a cargo of timber strains a ship as much as almost any
other cargo.
114. C/1uirman] With regard to the loading of a timber cargo, does it appear
to you that a deck-load is more dangerous to ships of that age and description
'than it would be to any other ships ?'l'here is no doubt that it is more dangerous to
ships ofthat description than it would be to any other; but I apprehend it is always
dangerous and highly improper, whether the ship be new or old.
.
115. Are you aware of the specilic gravity of the timber of North America in
proportionto the water ?-1 am not able to give you the gures precisely, but I
think
,1
13
think it is rather more than one-half of the specic gravity of water, if my recollection
serves me right. The consequence of it is, that the centre of the gravity of the
Mr. G. Bag/Ie.y.
cargo is above the centre of displacement of the ship, and the ship is therefore crank
25 April 1839.
and tender.
1 16. If the ship is leaky and has water in her hold, what effect will a cargo have '
upon her beams and fastenings ?It depends very much on the manner in which
the cargo is stowed. Suppose the ship is very strong and the cargo is properly
stowed to prevent any lateral or longitudinal motion in it, the admission of water
in such a ship would not materially endanger her safety.
If, as is commonly the
case, the cargo be not properly stowed close and compactfmotion would take place
and the timber would be shifted, longitudinal and lateral motion would take
place in the cargo, tending to strain the ship excessively.
117. Would there not be a great pressure outwards on the beams from
the difference between the weight of the water and the timber '.?There would
be a pressure on the beams;
the pressure would be from the hold to the
beams upwards upon which a portion of the cargo would rest, and so coun
teract the greater part of the injurious effects that might otherwise follow to the
beams.
118. Have you any particulars to state as to any particular ships engaged in
the trade that were lost within the last four years ?Within the last few years
there was one case to show the injuries to which ships are liable in this trade;
I would mention the case of the Francis Spaight; that ship was very substan
tially built and well fastened.
119. Mr. C/zapman] Where was she built?-In Sundcrland ; she proceeded on
her voyage to Quebec, where she took in a cargo of timber for London.
She
had, as I am informed, a large deck-load; she was caught in bad weather and
hove down on her beam-ends, and after considerable suffering the crew were
taken from the wreck and she was abandoned; subsequently she was picked
up and brought to England, and put indock for the purpose of repair, at which
time I was called, in company with one of my colleagues, to survey her. We
found her upper works excessively strained, a great number of knees broken, and
nearly all the stanchions on both sides carried away, the planks of the outside
very much chafed onboth sides from the action of the chain-cable hanging over
board, and the ship altogether in a disabledstate from the fastenings being broken ;
and there is good reason to believe that that was occasioned primarily by her
having a deck-cargo, which rendered her unt for carrying sail under the c1rcum- '
stances in which she was placed.
120. Mr. Hz'm1e.] What was the tonnage of that vessel ?About 368 tons.
1 21. Chairman] Was that ship full of water when she was abandoned 'II am
not able to speak to that fact.
122. Sir C. Vera] Do you know what proportion the deck-cargo bears to the
whole cargo ?Not exactly; I think the proportion is something like 30 or 40 loads.
123. How much is there below ?About 500 loads; the proportions cannot be
given; it varies so much in different ships; it varies from one-fteenth to one-tenth;
in some cases it is not more than one-twentieth.
124. What do you consider an excessive deck-cargo?-Any deck-cargo I con

sider excessive ; that part of the ship was 11ot intended for the purpose of carrying
the cargo in the merchant service.
125. Mr. Chapman] Do you know whether the deck-load is a privilege for
the captains of the ships, or for the owners ?I am not able to state that posi
tively, but I believe it is for the owners advantage; for in answer to remoustrances
Ihave ventured to make, in some cases the answer has been, We are compelled to
carry deck-loads in our own defence; others do it.

1 26. Is this especially a trade in which deck-loads are considered more injurious
than in any other ?No, not this especial trade; I consider it injurious in all
trades; perhaps it may be more so in this trade in consequence of the greaterlength
of voyage, and the bad weather they have to encounter.
1 27. Mr. Himle.] Are deck-loads usual in the Baltic trade as well ?Yes.
128. C/zai1'man] Are you aware of the difference made in the different ships in
carrying deck-loads in proportion to the breadth ?I believe there is no rule that
governs them in carrying deck-loads, but they will carry as much as they think that
they can carry on deck consistently with safety; and that it is not the build of the
ship _or the construction of it, though that may guide them to a certain extent.
0.91.
B 3
129, I;
14
bit'. G. Bug/le_1/.
25 April 1839.
129. Is there not a great difference between the depth of the vessels that
carry timber ?Yes.
130. Can you state the exact depth ?The depth of ships varies from one-half
to three-fourths, and even more than that in merchant ships; they are usually from
three-fths to three-fourths; a ship of three-fourths is not considered excessively
deep, and a ship of three-fths is considered rather shallow.

131. A ship that is very shallow, of course might with safety carry a deck-load;
whereas one that is built deep cannot do it ?A ship that is shallow may carry a
greater weight upon deck than one that is deeper and not so shallow.
132. With respect to the Francis Spaight, was she a deep ship or shallow ?
She was intended for the West Indian trade ; she was rather a deep ship, not ex
ceedingly so, about the usual proportion in which the West Indian ships are
built.
133. Mr. Hinde.] Do you consider it would have a great tendency to prevent
' casualties such as have been stated, if deck-loads were prohibited altogether ?I
, do ; I was recently called in in a casein which a ship was abandoned, and that was
in consequence, I have no doubt, of the deck-load; she shortly afterwards came
under my notice; she was water-logged, and the cargo breaking adrift had driven
the sides of the ship outwards.
I have no doubt she was lost from carrying a deck
cargo.
134. Captain Gordon] Are most of those ships insured ?I do not know.
135. With respect to ships that are insured, is there not a condition as to the
loading them ?I am not aware of that; the practice of particular trades rules
them very much, I believe.

Mr. Peter Courtenay called in; and Examined.
136. Chairman] WHAT are you, Mr. Courtenay ?[ am one of the nautical
Mr. P. Courtenay.
surveyors to Lloyds Registry of Shipping.
137. Have you been brought up to the see ?Yes.
138. What trade have you been principally in ?I have been principally in the
Southern trade, and sometimes the Baltic, and a few times across the Atlantic.
139. Will you have the goodness to state any information you may be able to
give us with respect to the cause of the loss of the number of ships in the rst
instance ?There are many causes leading to the same fatal result with regard to
the number of ships; the rst is, that they are worn out ships of other trades, that
is the fundamental cause; that when the ships employed in the \Vest Indian trade
arrive at an age at which they want extensive repairs, the owners, rather than enter
on the repairs, sell them, and they are bought principally by gentlemen engaged in
the North American timber trade. The deck-load is one of the causes, I think.
I have been 11 years surveyor in London, and during that time a great number
of timber ships have come under my observation ; after those vessels have
arrived and having completed their voyages, it is my duty to inspect them

before they go out again; and Ifrequently nd them decient in deck fastenings,
and in many cases the beams are broken, arising from large deck-loads. I met
with a case the last month of a ship that had been engaged in the timber trade of
last year, a ship of great age, which shows that at no age do they forbear.
This
was a ship, Ithink, from 35 to 40 years of age, was north country built, and on
examination within the last month I found that she had six of her deck-beams
broken.
I inquired the cause of their being broken, and the answer was, that it
arose from the deck-load on a previous voyage. There is one other reason, which
is, that these ships, in order to pay the owners, are obliged to make two voyages in
a year, consequently the last voyage is necessarily taken in a season when they
have to cross the Atlantic in tempestuous weather.
140. What is the usual time of their sailing from this countr upon the rst
voyage and the second ?They usually sail from England on their first voyage
from the 25th of March to the 5th of April, and are but 13 or 14 weeks more or
less on their voyage, out and home ; they have then to make another voyage, which
makes their departure from America very late in the season, as late as November
sometimes. Another evil arises from the method pursued in stowing the cargo by
knocking down the pillars that support the beams, and the weight of the cargo is
sometimes brought on the lower deck-beams without any suflicient support, and
then it tends to loosen, and in some cases to break the foundation of the lower
deck;
15
deck; and also from their taking their car oes in and taking them out through the
raft port, the strain of the delivery, and ta ing in the cargoes, very often disturbs
the security of the ship in this part.
ML P. Courtenay.
25 April 1839.
141. Can you speak as to the stowage of the provisions and water of these
ships '.'I believe the provisions are mostly carried below, the water is .carried
about one-third below and two-thirds on the upper deck.
142. When it is below is there any particular part that is appropriated to the
provisions?~Mostly in the forecastle.
143. Where are the Peoples berths ?Mostly in the forecastle, with some few
exceptions.
144. Are those provisions in a situation where, in the event of the ship being
water-logged, they can be got at ?If the vessel is completely water-logged, the
entire ship will be lled with water, and it would be impossible to get any thing
from below the deck. Some of the North American ships are accustomed also to
carry their chain-cables on deck; and it must be observed that by carrying a load
on the deck of a ship, when a sea breaks in upon it and mixes with the deck-load,
it cannot so readily recede from the ship; it is kept there 'a longer time than it
would otherwise be if there was no deck-load.
145. Can you speak to the general character of the weather ships meet with in
coming home in the winter ?In the last; voyage of the year they generally
encounter very violent gales in crossing the Atlantic, almost every season.
146. Are they generally westerly gales ?---As to the greater part they are
westerly gales, but they also meet with strong gales from the south and north.
147. Mr. Hinde.] Is there a great disproportion between the number of wrecks
on the winter voyage and the number of wrecks on the spring voyage ?Ycs, very
great; the deck-load is also a very serious impediment to the navigation of the
ships in this way ; that from the space occupied by the large bulk on deck the crew
cannot so easily perform their duty; they cannot go so quick from one end of the
ship to the other as they would if the deck was clear.
148. Mr. C/zapmam]

Unquestionably.
Does it not also__load the ship deeper in the water?
149. C/zairmam] Do you know the proportion which the deck-load beart to
the cargo of the vessel ?I think the ship has about one-fteenth of the whole cargo
on deck; a ship of 600 loads has sometimes from 30 to 40 load on deck.
150. You mean that it does not exceed one-fteenth ?-Yes.
151. Sir C. Vera] Iave you seen ships come in with this load ?I have fre
quently seen ships come in with their decks loaded in the Port of London.
152. C/2airman] From the situation in which you have seen the ships come in,
should you consider many of them not to be in a sea-worthy state from their loads?
1 have considered them not sea-worthy certainly, from the condition in which
they are laden.

153. Mr. Chapnzan] Do you consider that they are as good as the foreign
' ships that bring timber from the Baltic ?They are not as good as the Prussian
ships that bring timber from the Baltic, but they are as good and better than those
which bring timber from Norway.

154. Chairman] Do the foreign ships carry deck-loads ?The Norway ships
carry deck-loads.
155. Do the Prussian ships ?I think they do.
156. Are your aware that they are under any regulations ?I am not aware
that they have any regulations in their own country at all.
157. Mr. C/mpman] Do not the Norway ships bring a large deck-cargo ?
They bring a large deck-cargo in point of bulk, but they are mostly deals, and there
is a difference between the effect produced by a cargo of heavy timber and that of
light timber, such as deals.
'
158. C/:airman] What is the proportion of the depth of the Norway ships in
comparison with our own?-I think they are clumsy deep ships.
1 59. Mr. C/1apmzm.] Do you consider the loss has been greater in the American
built ships than in British built ships in proportion to their number ?I think the
loss has been greater in the North American built ships. When they are above
seven years of age, they become very dangerous ships from the condition they are
in; they
become had from the nature of the materials,
the
liable
to decay.
t
- materials being so
160. Are the Norway ships built of better materials ?-They are better ma
terials, but the Norway ships cross in so short a time; sometimes in three days ;
their condition is not of such consequence.
0.91.
B4
161. Mr.
16
Mr. P. Cour-tenag/.
25 April 1839.
' 161. Mr. Hinde.] Are they not a smaller class of ships than are employed ind.
the American trade ?They are in general smaller, but there are son1e as large as
those employed in the American trade.
162. Is not the strain of the deck-cargo less in the smaller vessels than the
larger ones ?Yes. I think the greater part of the timber trade carried on
between Ireland and North America is in North American built ships.
I have
frequently seen ships that have completed their voyages from America to Ireland,
come with other cargoes here, that have been very badly kept up, and I think
one of the causes is, that the commanders of a portion of the ships trading to
North America are not men of such experience and tness as are employed in
other trades. The responsibility of the owners of ships in the timber trade is
much less than in others, and the engagements are made principally by the owners
as to freights, that almost any men will do for them, and that is one great cause
of the loss of ships, the incompetency of son1e of the captains.

163. Chairman] Can you speak to the freight at present paid for timber?I think it is 43s. to London.
164. Is it the same at both times d.of the year?It is generally one or two
shillings more in the last part, sometimes the same.
165. Do you know any thing of the premium of insurances on the dierent
voyages which you have spoken of the ships making?I cannot speak posi
tively; I believe on the rst voyage it is from three guineas to three guineas and a
half. With regard to the last voyage it is usually eight guineas, and in some bad
ships more even than that.
166. Have you any further information to give to the Committee on this sub
ject ?No, not at present.
Martis, 30 die Aprilis, 1839.
MEMBERS PRESENT 1
Sir C. Vere.
Mr. H. Hinde.
Mr. E. Tennent.

Mr. A. Chapman.
Mr. W. Duncombe.
Sir Edward Codrington.
Captain Gordon.
Lord Sandon.
MR. GEORGE PALMER, IN THE CHAIR.
Mr. lVat/zaniel Gould, called in; and Examined.

Mr. N. Gould.
167. Chairman] ARE you a merchant in the Canada trade?Yes, I am;

I have been connected with it as principal since 1 808.
30 April 1839.
168. Under what rm ?-Thomas, Gould and Company, and since 1823, Gould,
Dowie and Company.
169. Are you a shipowner also ?I have been ashipowner since 1823, with my
partner Dowie.
170. What number of ships may you charter or load from the provinces of
British America in the course of the year ?We have chartered and loaded at
Quebec 120 cargoes in the course of the year, perhaps a few more; and a few at
other timber ports in British America.

171. Have you any in the Baltic trade ?-No.
172. What number of ships are employed in the colonial timber trade ?
About 2,000 cargoes arrive from British America in at year, and the ships average
about 330 tons each. .
173. Is it 330 tons old or new measurement ?Old measurement.
174. That' is about 550 tons ?Not quite so much as that.

175. How many loads do they carry ?About 480 loads.
176. How much is that equal to in the new measurement .-It is (llII1CtlIttu
answer that question ; I should think about 480 loads each; I can give the Com
mittee the precise account of the ships and their tonnage from Quebec by a news
paper which contains the custom-house returns for the last year from the 1st of
May

May to the close of the navigation.
published by authority.
17
I have drawn it out from that newspaper,
362,086 tons, navigated by 14,966 tnen.
30 April 1839
177. Were they double voyages, any part of them ?They are the number of
cargoes, not of different vessels.
178. Can you tell whether they all made double voyages, or what proportion of
them ?I cannot tell exactly.
'
179. Will you tell us as near as you can ?About two-thirds might make
double voyages.
180. Are they principally timber cargoes that you load ?Seventeen-twentieths
have lumber cargoes at least.
181. What is the difference between lumber and timber ?N0thing, except
that timber means pieces in the log, and lumber includes deals and other wood
goods ; there are now scarcely any other exports from Canada but pot and pearl
ashes, and a few rs.
182. Are you aware of the quantity of such other tonnage ?I should say nine
tenths are timber cargoes, at least nine-tenths.
183. Are the ashes never mixed with the timber cargoes ?They are some
times mixed with timber cargoes, and occasionally a small vessel will get a complete
cargo of ashes.
184. Are they heayy ?Yes, they are heavy ; the average measure of a barrel
is 12 feet 8 inches, and a barrel of pots will average in weight about 4 cwt. 3 qrs.,
and of pearls, above 3 cwt. 3 qrs.
185. What class or description of ships are generally employed in this trade ?All descriptions, from A 1, British and teak-built ships to those which have been
rejected from other trades for special reasons, such as admitting water from some
leak or treenail hole left unstopped, or some other defect not found out; by which
a vessel may be injured for carrying dry goods or sugar, but in no way injuring her
general strength. They are generally of the same description as those i11 the Baltic
trade, but of much larger tonnage.
186. What proportion ofships are American built ships ?-A large proportion--
I think the great proportion of ships in the Canada trade are good second class
shi s.
i187. Sir C. Vere] What proportion are there generally ofAmerican built ships?
~l cannot tell.
188. Have you many ?American ships generally fall off the first letter sooner
than British built; and the consequence is, that they sooner get into the timber trade.
189. C/mirman] What occasions it to fall back sooner than any other ship?
'lhe committee of Lloyds Register have xed a shorter period for American
'built vessels retaining the rst letter; and when the character of A1 is lost, a
vessel cannot get so good a cargol mean a general cargo.

190. You say the ships that lose their character so are chiey American ships ?
' They are considered inferior to British built; but a ship may be 40 years old and
good, although she may have lost her rst character in 8 or 10 years; it does not
necessarily follow that a vessel is bad because she has lost her rst letter.
191. They are taken out of the class because they sooner become bad ?They
are
certainly;
butis ships
may be 40consequence
years and good,
yetisshall
t loseconsidered
their class so,
in six
years. It
not a necessary
that aand
vessel
bad
because she has lost her letter.
192. Are you of opinion, or are you aware, that there is great loss of life and
property in the colonial timber trade ?I am sorry to acknowledge there is.
193. To what cause do you attribute this loss ?I attribute it primarily to the
length of voyage performed by our colonial timber vessels over the most turbulent
ocean during the most tempestuous season of the year.
194. Can you tell vihat the number of men taken in the ships are in proportion
to the tonnage of the ship ?As nearly as possible ve to 100 tons, old measure
ment.
.195. Do you consider the class of ships employed is such as to increase the risk
or loss of life and property ?'I do not think, in general, that is the cause; there
. are certain instances, no doubt, where ships do go to sea in an unworthy state.
I would just mention a ship ofours as the class of ships that is frequently used in
the timber trade;
wasvessel
not, of
under
t for
our
Westilndian
trade; itthat
ours the
let incircumstances,
water, and we considered
had a difficulty
to find
out where it was, and we turned it out of the West Indian trade in consequence of
0..11.
Mr. 1v_ (;o,,!,1.
The last year there was loaded at Quebec 1,173 ships,
that
Mr. N. Gould.
vi
30 April 1839.
18
MINUTES OF EVIDENCE BEFORE SELEUI COMMITTEE
that.
We had it sheathed, but that did not stop the leak.
After the second
voyage, having received considerable damage, she was repaired without knowing'
where the leak was, and the leak was stopped, and that ship afterwards made two
or three voyages to Hudsons Bay, in a most dangerous and dilcult navigation.
196. Do you attribute any part of this loss to the practice of carrying deck
loads ?-Yes, I do, a certain portion; we always discourage it on a winter
voyage.
197. If you discourage it, how do you account for captains carrying deck
loads ?To their eagerness to earn as much by the ship they command for the
owners as possible; accounts are kept of each voyage, and each captain or mate
endeavours to do as well as the
receding one; in case of acaptain being left
behind sick, the mate would not
e likely to secure the command if his cargo
turned out short of former voyages.

198. In what way can you suppose that a deck-load is fraught with all these
consequences ?Various ways; they sink her down too deep in the water, by
which the decks are swept in heavy weather; in the next place, the centre of
gravity of the vessel is seriously altered, by which, when it is necessary to carry
a press of sail, she is obliged to take in sail; another is the rising of the deck
cargo by its buoyancy when the deck of the ship is covered with water; and there
is another of considerable importanceit is hardly possible to keep the deck-load
tightly secured in the winter passage, and then the men's lives are in danger; we
had an instance of this last winter; a mate of ours had his leg broken at the
moment when his services were most required, by some deck-load deals getting
loose; besides, when this load is loose on the deck, the stanchions get broken,
the covering boards ripped up, the water runs into the hold, the ship becomes water
logged, the crew take to the tops, where they are frequently starved, the provi
sions on the decks having been washed overboard, and not being able to get at
any in the hold, the centre of gravity being gone and the helm almost useless, the
ship is capsized.
199. Do these ships carry any ballast at all ?Yes; it depends on the build of
the ship; some of them have iron ballast on board; there are some ships which
put in no ballast, which are built for the purpose of this trade.
200. Have you had any experience of the loss or danger from carrying a deck
load in your own ships ?We
have not of loss, but damage, from the deck-load
being on the ship in the winter.
I would mention one instance,that a ship was
waiting for ashes at Quebec, which was to be procured for her from Montreal, but
in consequence of the outbreak, the craft at Montreal were embargoed, a11d the
ashes did not come down to her; the captain had left a space in the ship for those
ashes, and stowed accordingly; that space being subsequently lled with deals
of less specic gravity, it was absolutely necessary to put something on the deck
over that part to restore the equilibrium.
201. Is it the custom generally to carry deck-loads in the colonial timber trade,
or only when it is guaranteed by the charter ?lt is too general, in spite of the
charter not allowing it, in fact.
202. Do the charters generally restrict them ?No; but where it is perfectly
understood between the parties, the clause sometimes is inserted, I admit.

203. Mr. Alderman Thompson] Is it the practice of the trade, in makin a
charter, to have any thing stated in the charter with regard to the deck-load, eit er
allowing or prohibiting it ?Not generally.
204. Then, is it left to the discretion of the captains ? It is left to the discre
tion of the captains to a certain extent; it is universal in the summer to take
deck-loads.
205. Chairman] What do you consider the proportion of the cargo on deck to
that under deck ?I should say from an eighth to a twelfth in the summer season.
206. Do you make any dilference between the summer and winter voyage '.'
Certainly ; in our own ships we prohibit deck cargoes in the winter passage.
207. Mr. Alderman T/z0mpson] When does the winter passage commence ?
At the time the ship makes her second voyage, which is generally towards the
middle of August.
208. You prohibit the captains of ships from taking any deck-loads from the
middle of August ?From the second voyage.
209. Is that generally in August ?No, it is generally later, in September.
210. Mr. H. Hinde.] Is that the general practice in the trade ?I cannot tell.
21 1. When you charter ships, do you make that a condition ?No.
212-13. C/zai1'man]
19
212-13. Chairman] You say there are prohibitions or restrictions as to deckloads b insurance clubs in the north; ~can you state what they are ?I cannot
M N- Gould
*+
precise , but in general terms I can; I have seen them, and I have a copy of
3 Aiml 1839'
those rules,
I can mention one or two. Some of them prohibit deck-loads en
tirely on the second voyage ; others insist on a deduction in cases of average of

101. per cent. for having done that; others, again, will not allow a deck-load to
vessels that sail from Europe to America after the 5th of August.
214-1 5. Are those deck-loads insurable at the same rates as the whole cargo ?
I believe some people do insure them in the same way, but not generally.
216. VVhat is the difference; can you state that ?-It is impossible.
217. How are losses by deck-loads accounted for, and at whose risk ?We
have always considered that they are to be paid by the shipowner, for whose
benet they are taken; the merchant has no benet whatever in any thing that
comes upon deck; on the contrary, it is adeterioration of the article generally.
218. Are the freights not lower in consequence of the shipowners taking
deck-loads ?I cannot tell ; there is no special agreement with shipowners that
we would take less freight because we give them deck-loads.

219. Sir C. Vere.] You say you have received damage; have you lost any
ships in this trade ?We have lost many ships in this trade, not exactly from
carrying deck-loads.
220. From what, causes ?From wrecks, and from their becoming water
logged.
221. Mr. Alderman T/zompsm.] Are vessels carrying deck-loads ever allowed to
be insured by the common policies of insurance ?I have heard in some instances
they have, but not generally.

222. Is the increased danger from deck-loads the cause of insurances on them
being higher than on cargoes ?I can imagine no other reason for it.
223. What will be the consequence to the merchants of prohibiting deck
loads ?-I presume it might be considered a rise in the freight might take place
generally, but not universally.
224. To what extent ?It is impossible to say; a great deal depends on what
they do in-the north in building ships at Sunderland.
,
h 225. In what way do you think deck-loads can be prevented ?I cannot answer
1; e question.
226. Mr. Hindu] Suppose the legislature were to come to a determination to
prohibit deck-loads, would there be any diiculty in carrying that i11to effect P
Certainly not; because if the ships could not sail at the present rates of freight
when the deck-loads are taken from them, they would only have to bring the
freight ugvto that which would enable them to sail.

227.
ould it be advisable for Parliament to prohibit deck-loads in the spring
voyage ?I hardly think it would.

228. It is principally on the second voyage that you experience the loss from
carrying deck-loads ?-Yes.
229. Supposing Parliament should prohibit deck-loading, from what period
should that be dated, from 1st August or a later period '.'I should think the 1st
September would be near the period.
230. What is the general length of a voyage from Quebec ?In the winter from
45 to 50 days.
231. And from Halifax ?--From
about 26 days to 30 days at the most.
232. What is the general length of the voyage frotn Miramichi and St. Johns?
In winter from 26 days to 30 days.
233. Is it a shorter time in summer ?Not much.
234. Chaz'rman] What is the usual form of a charter party ?-It is in the usual
form ; I have got a copy of the common charter party in my hand.
.23 5. In what part of the vessel are the ships stores, provisions and water placed ?
F} ;eguent]y in timber vessels they are placed upon deck, for the sake of lling
the o d.
236. Do they take the water only, or the provisions on deck ?The provisions
as well as the water, which are not likely to be injured from the heat.
237. What proportion of the things are put under deck ?In some instances
there possibly might be none under deck ; in the case of a vessel getting water
logged, the provisions under the deck cannot be got at, and as those on deck have
probably been washed overboard, the crew are in danger of starvation.
0.91.
c 2
238. Do
20
Mr. N. Gould.
30 April 1839
238. Do you know what are the specic weights of timber ?I have tried it
myself, and looked at the various authorities on the subject, and there are no two
tables which are alike, and I have been conrmed in my opinion by Lieutenant
Denison, who has presented to the Society of Civil Engineers a paper on the
specic gravities and tenacities of Canadian timber. It does not at all square with
my own observations taken in London. I have a paper with me which contains
the weight of different kinds of timber, and other persons have given scales, but I
should say pine timber generally weighs as near as possible 44!bs. a cubic foot in
the state in which it is taken on board.
239. What is the proportion to the weight of water ?~It would be about 666,
the specic gravity of water being 1,000.
240. Mr. Alderman Thompson] Is that yellow pine ?It yellow and red pine;'
there is not much difference in them in the state in which they are received on
board; I have weighed white pine, which has been as heavy as red. The atmo
sphere operates more on white pine than red as to weight, but still in some respects
it stands weather better than red.
241. Cha'irman] What is oak ?-*Some oak I weighed yesterday weighed no

more than 54 lbs., whereas the general weight is 60 lbs.
242. We are asking the weight of timber which is generally shipped at

America ?I should say it would be a great deal more than that; oak would be
at least 60 lbs., while red pine is 44 lbs.
243. Mr. Alderman Th0mps0n] Can you tell the Committee how much per
cent. timber increases in weight from being wet ?No, I cannot.
244. Supposinga vessel with 200 tons of pine, can you tell the Committee
how much per ton it is increased by being wetted by the water ?--I cannot; I
have taken great pains to gain a perfect knowledge of the fact, so much so, that
I have had deal lumpers at the public docks to do it, but I have no information
to give of any value whatever; I know, when they are discharging a ship that is
water-logged, they can hardly walk with the same quantity upon them with which
they can run along when it is dry.
245. You have spoken of the different weights of the different timbers ; is the
cargo generally assorted ?Yes, it is very often assorted ; some captains will
insist on having some hard wood at the bottom of the ship.
246. Can you tell us whether there is any difference between the rate of freight
on the rst voyage and the second ?There is sometimes.
247. Is it considerable ?Generally from 1 s. to 2s.
248. How much is the premium of insurance increased on the second voyage
in comparison with the rst ?About dduble.

249. Taking a vessel of 300 tons, can you speak of the average value of the
ship, cargo and freight ?-A vessel of 300 tons measurement will carry from 400
to 450 loads.
250. What is the value of that ship ?Thrce hundred tons, at 101. per ton,
is 3,000 l. ; taking her just as she is; taking the cargo on board.
251. At the rate she is generally insured ?I should think so.
252. What is the value ofthat cargo of 450 loads ?About 8001. the rst cost;
the cost on board without duty.
253. What is the value of the freight of the cargo ?--About 9001.
254. Is that freight payable on the shipping or on the delivery ?On the
delivery.
.
255. Is the freight at the risk of the shipowner, or the owner of the cargo '.'-~
The shipowner.
256. Then, in fact, the owners of the ship have to insure 3,0001. upon the ship?
~Yes, and 900 1. upon the freight.
257. Do not a large proportion of the ships engaged in the colonial timber
trade generally belong to the northern ports ?A great many.
258. You say that the extreme liability to loss is occasioned from the great
length of the voyage, and having to pass over the most boisterous sea in the
world ; do you consider the loss l1as been greater in consequence of timber loads
than general cargoes '.'Certainly not.
259. According to your experience, have there been more ships lost engaged in
the timber-trade than were employed in bringing general cargoes between the
colonies and this country ?I cannot say ; 17-20ths of the goods at this season of
the year is timber.
_
260. I want
ON SHIPWRECKS OF TIMBER SHIPS. .
21'
260. I want your opinion on this point, if it were possible for the ships to be
laden with general cargoes, whether in your opinion the accidents would have
been as numerous as they have been in consequence of being laden with timber?
-A timber cargo without a deck-load is the safest cargo t at can be put in a
vessel.
.
261. Mr. Hinde.] What is it with a deck-load FWith a deck-load it is dan
gerous in bad weather.
.
262. Mr. Alderman Thompson] Are the Committee to understand that in your
opinion deck-loads on the first voyage are secure, and that the only danger from
deck-loads is in the second voyage ?1 consider that in a general way a small
deck-load in summer is not objectionable; it might happen to be so; a vessel may
meet with bad weather, and the deck-load may get loose, and ill consequences
ensue.
.
263. Does it not in a great degree depend upon the build of the ship whether
a deck-load makes it dangerous or otherwise ?Certainly there is a great difference
in respect of the build, and of course between different ships in this particular
trade.
_
264. Would there not be a great diiculty in laying down any general principle
for the regulations of charters as regards deck-loading ?There would be great

difliculty in laying down a general principle.
265. Is it your opinion that the only way and the safest course to pursue is to
leave it to the owners and occupiers to make their own arrangements as to deck
loading ?Probably in summer, but not in winter.

266. Then are we to understand that you would prohibit by law deck-loading
in winter ?Yes; if the good sense of the shipowners would not do it, I should '
consider it ought to be done by law.
267. Mr. E. Temzent.] Are the ships employed in this colonial timber trade or
that class and strength that would be employed in carrying regular cargoes across
the Atlantic P-Certainly ; although there are many ships employed in the timber
trade which are not t for some other trades.
268. Mr. Alderman Thompson] You being well acquainted with the character
of ships employed in this peculiar trade, do you conceive them generally as well
adapted for that trade as you would nd the like number of ships engaged in any
other trade ?I should think they are.

269. Do you consider that the deck-load is at the risk of the shipowner '!--+
Certainly.
270. Has that ever been disputed ?-To my knowledge, only once.
271. When was that ?-A case of our own, which we tried last term.
272. What was the result of the trial ?-We got a verdict, as the shipping mer
chants, against the shipowner, who refused to allow us the value of a deck-cargo,
swept or thrown overboard on the voyage.

273. Are the underwriters liable to pay for the deck-cargo ?We conceive not.
274. Has that decision been attempted to be disturbed ?They are attempting
at this moment to disturb it.
275. Was there not a decision in favour of the shipowner against the claim in
the rst instance ?No, the former decision was also in our favour.
276. Then, in point of fact, you consider the law quite clear and well understood
with regard to the shipowner being liable to the owner of the timber in the case
of the deck-load being thrown overboard and lost '.'We have never had a doubt
on the subject, but took it for granted that the shipping-merchant had a claim on
the shipowner for the deck-load lost or thrown over during the voyage, till this
particular shipowner refused to allow us for such loss.
277. Have you any suggestion to make to the Committee with regard to the
law on these matters ?I cannot say I have.

278. Vessels bringing timber cargoes from the Baltic, have they not also part of
their cargoes on the decks, and at all seasons ?I am not acquainted with the
trade, but as far as I have seen them arrive in the summer, they have always had
a deck-cargo.
'
279. Your experience does not enable you to state whether they bring deck
cargoes in the winter-voyage ?No, it does not, as at that season I am not in the
habit of being on the river.

0.91.
c3
[T-e
Mr. N. Gould;
30 April 1839
22

[ The following Document was then put in :]
Mr. N. Gould.
Wnrc-n'rs of One Cubic Foot of the following CANADIAN Tmnnns:

30 April 1839.
Commercial
Dock Weight.
Lieutenant Deuison.
oz.
Tamarack, Hackmatack
or American Larch -
White Cedar
R<><=1< Elm
'
lbt.
'
550 343
0:.
1113.
lbs.
F
43
3
2716
'
'
- 221,
-~
600 37$
600 37:!
748 -
- 468
mt
630
660
393
41}
451 500 -
44;}
Birch -
750 to 780 -
900 -
Ash
Hemlock
Qak
River Water
Sea Water -
850 set
-
Coal, Newcastle, about -
950 598
1,000
1,030
625
643
lbs.
0:.
360 -
VVhite Pine Red Pine

-
Hutton.
- 56}
763* 786 (dry) 49%
- 48%
271%
31$
500
343
57
46
755 471'.
549(dridf<>r9m<mths-)
918 to 1,034 (green) 643
1,270 793
It does not appear that the durability of these woods is any way proportionably to their
relative wei hts ; as I believe that for house or ship-building purposes the White Cedar and
Hackmatac are among the most lasting of the North American timbers, and I should
imagine beyond any other applicable to road pavements.

Mr. James Dowie, called in ; and Examined.
Mr. James Dod.ie.
91-1-_
280. Chairmrm.] YOU have heard the examination of the last witness, do you
agree with him in the answers he has given to the questions put to him ?-Generally
' I do, but I cannot say I agree in every one of them.
281. What class or description of ships are generally employed in the timber
trade ?Good second class ships.
282. Mr. Alderman Th0mpson] Do you consider the ships engaged in the
colonial timber trade are generally well adapted for that trade ?Yes, I do.
283. Chairman] Are a great proportion of them vessels that are not employed
for dry cargoes PYes.
284. Mr. Alderman Thompson] You consider that they are safe and sub
stantial ships for the timber trade ?Yes.
285. Chairman] Is there any diiculty experienced by owners in getting the
ships insured in that trade at a fair rate of premium ?No, except in winter.
286. What number of crew are generally employed in these vessels ?From
four to ve per 100 tons.
287. Including boys ? Yes.

288. To what causes do you attribute the loss that takes place in ships engaged
in the timber trade ?I attribute nearly all the loss which happens at sea to the
practice of carrying deck-loads.
289. Do not the losses generally occur in the winter ?-Yes, certainly.
290. Do you see any objection to deck-loads in the spring voyages '.'Only
this ; the fear that it might induce them to do that in winter which they are
allowed to do in summer; upon the whole, I would prevent them altogether.
291. ])o you consider it to be of such importance as to call for the interference
of the Legislature, with regard to the spring voyages ?Yes, I do; in consequence
of the abuse that is made of it.
292. Mr. Alderman Thompson] Is there not a considerable dierenceof opinion
with respect to deck-loading among shipowners '.'There are some that are in
favour of deck-loads at all periods.
293. Are you aware that Mr. Tyndal, the chairman of the Shipowners
Society, was of opinion that deck cargoes added to the safety of the ship ?I do
not think he would state that.
294. Has he not stated that in a court of justice ?-He did not state that in the
trial we had; he gave no evidence on it.

295. In point of fact, on the trial you had with regard to deck-loading, did not
captains, who had great experience in the timber trade, give it as their deliberate
opinion, that deck-loads added to the safety of the ship ?~They did say so.
296. And you are of a contrary opinion ?Decidedly.
297. Committee] Are we to understand that you consider deck-loads at all
times dangerous at the time the vessel meets with bad weather ?I consider th:
dec
23
deck is not the place for any part of the cargo, and that deck-loads are dangerous M" -""1" Dun"
in bad weather.
*.i"
298. What additional freight would have to be paid, supposing the ship took
all the timber in the hold, and placed none upon deck; how much would that
enhance the freight?I am of opinion that, for one year or two, there would
be a partial rise, in consequence of any legislative enactment prohibiting deck
loads.
299. You are a large and practical shipowner, and have many ships en aged
in this trade; how much more freight would you require per load for the grip if
the captain was prohibited from taking deck-loads ?There would probably be
a rise of from 1 s. to 2s., till there was a suicient supply of ships to answer the
increased demand, but that would only apply to the spring of the year.
300. Mr. Hinde] Ultimately you think the shipowner would be a loser ?
Ultimately he would ; there would be an increased number of ships.
301. In point of fact, you think that an addition of 1s. or 2s. per load would
be an adequate compensation to the shipowner for not taking any part of his
cargo on deck?Y es.

302. Captain Gordon] Is it usual in any other trade to carry deck-loads ?
Not usual, by any means ; it is sometimes done in the West India trade;
puncheons of rum will be brought upon deck, but it is not common ; whereas in
our trade it is common.
'
303. Sir C. Vc"/'e.] Are not deck-loads of timber the most cumbersome, and
interfere more with the navigation of the ship ?Yes.

304. If all deck-loads were prohibited from the vessel, being one-twelfth part
of the whole cargo, would it not take one ship more in twelve '.'No doubt it
would. .
305. Supposing deck-loads were prohibited altogether ?It would require that
number in the spring, but not in the fall.
306. Captain Gordon] Would it be equally right to prevent deck-loads in
other trades ?I should certainly think so myself.
307. Do you know that it is not the general practice in winter to carry deck
loads ?It is not the common practice.
308. Do you bring deck-loads in the spring voyage ?A small proportion.
309. What (proportion to the whole ?-Perhaps one-twentieth; we are against
deck-loads, an always have been.
310. Mr. Alderman T/lomps0n] Is there any difference in the winter freight
and the summer freight when they do take deck-loads ?There is 1 s. or 2s.
'
311. What is the premium of insurance on the first voyage, and what on the
second '?-From 25 s. to 30s. in the rst voyage, and from 2!. to seven guineas,
varying according to the advanced period of the season, in the second.

31 2. Is it the custom generally to carry deck-loads in the colonial timber trade,
or is it when only guaranteed by charter ?Generally in the summer voyage it
is common to have a clause in the charter-party, but not universal, obliging the
merchant to ship a deck-load; in the winter it is not common ; they do not ask it,
because they know the merchant would not give the clause.
313. Mr. Alderman Thompson] As it regards the winter voyage, is it left open
to the master to take deck-loads or not, as he likes ?It is left open; he certainly
does sometimes do it, though he has no clause in the charter-party.
314. Is it left generally to his discretion ?No, the merchant does not leave it
to his discretion ; he does not act at all in the matter; he knows nothing of it.
315. I understand as to the second voyage it is left open ?Yes.

316. And that it is a matter of discretion which the master exercises when he
he arrives out in Canada ?Yes, but if he asked leave of the merchant, it would
be forbid.
317. Sir E. Codringtm.] Do you disapprove of it if he does it PWe do in

the winter, universally.
318. Mr. Alderman Thompson] When you insure a ship on the second
voyage, do the underwriters require a clause in the policy that they shall not have
deck-loadin s ?No.
319. Ist ere any engagement made by the shipowner as to deck-loading or not
in the second voyage ?-N0.
320. The underwriters would not charge more premium on insuring a ship
with a deck-load .'I should say the premium is higher, because of the practice of
bringing deck-loads.
0.91.
'
c 4
321. It
3 Alml 1839'
24
Mr. James Dowie.
MINUTESOF EVIDENCE BEFORE SELECT COMMITTEE

321. It is not of suicient importance to make it a condition between the
parties ?There certainly is not a condition.

30 April 1839.
322. What are the premiums of insurance which the timber vessels pay from
British America in the summer voyage and the winter voyage to different ports?
I have said that in different periods, it varies from 25 s. to 30s. in the summer
voyage, and from.4os. to seven guincas in the winter.
323. In what does that great difference consist between the 40s. and the
seven guineas ?In September they will insure at 40s., and in November it will
be seven guineas.
324. Is that seven guineas at a period when deck-loads are seldom taken ?It
is not usual to bring them, but several of the captains do bring them without
leave.
325. Does that inuence the rate of premium ?I have no doubt of it.
326. C/zairman] What is the premium on those ships ?From four to

four guineas and a half per cent. in the spring time, and from six to eight guineas
in the winter, out and home.
327. Do you mean each voyage ?Yes, each voyage ; if you wish me to say
what is the whole year-s insurance, you must add the two together.
328. Does the cargo shift often in the voyage ?In the winter voyages it does
shift, when the ship has been long on one tack, and she has a deck-loadi it causes
the cargo to shift, and injures her when bad weather comes.
329. Do you mean shift from one side ?It shifts a little to one side, if she has
been long on one tack, and bad weather comes; it shifts when the water gets in
her.
330. In what way do you think deck-loads could be done away with ?I cannot
see how it is to be done, except by prohibition or extra du'ty.
331. Mr. A. C'hapmun]
Would not an extra duty be as effectual as any
measure ?I should think it would; but merchants would be sometimes worsted,
for it would oblige them to prohibit the shipowner from taking any thing on his
own account.
332. Is it the practice of the owners to take goods for themselves when the ship
is chartered ?It is done sometimes.
333. What is the usual form of a charter ?There is no unusual form in our
trade; it is worded, to ship a full and complete cargo.

334. The duty being 10s., do you imagine importers would undertake to bring
timber
deck,the
if the
wasduty
25 s. would
or 30s.?-No.
335. on
Theri
risedut
inythe
amount to a prohibition ?I am only
afraid captains would take some of my goods to themselves, and pay the higher
dut .
3)36. Might they not do so at present ?No; they get from us a good freight
for the deck-load ; it is delivered as part of the cargo.

337. Are you aware whether, by water gettinginto the ship, or bad stowage, very
often mischief arises ?Water getting into the ship is the cause very frequently
of loss.
338. Might that be more or less according to the stowage of the timber ?The
water will do that, however well stowed the cargo may be.
339. Mr. Alderman '1'h0mpson] What do you consider is the ship best
adapted for the colonial timber trade ?From 400 to 500 tons.
340. Are there many ships employed under 300 tons ?Probably half may be
300 tons or under; I should say two-fths.

34!. Do you think any ship under 300 tons, timber laden, runs a greater risk
of being lost than a larger ship ?No; there would be no difference if they were
without deck-loads.
342. Are you at all acquainted with the system of loading timber in the Baltic?
No. Upon one point I would beg to say, about deck-loading, that whether in
summer or winter, but more particularly in winter, it works the top sides of the
vessel very much; and if the freights having risen i. or 2s.,.should eventually
come down to what they now are, then against the probable loss of that kind there
will be the advantage to the shipowner of less repairs; the ship will be in better
order, and he would pay less insurance. I will further add, deck-loads being
avoided will preserve that buoyancy of the vessel, whether in summer or winter,
which is necessary for the navigation of those seas.
Some ships are more t than
othegrs to carry deck-loads, but they are not generally intended to carry any cargo
On eck.
'
'
3 43. What
ON S-HIPWRECKS OF TIMBER SHIPS.
25
343. What is the usual height of the deck-loads?Two heights of timber in Mr. James Dowie.
summer, that would be about two feet and a half.
'
344. l)o not deck-loads interfere with the working of the ship '.'No doubt;
in bad weather the crew are attending to the deck-loads instead of attending to the
3 APT 1339
sails, and loss frequently happens.

Mr. Alexander Bridport Becker, called in ; and Examined.
345. Clzairman] I BELIEVE you are a lieutenant in the navy ?Yes.
Mr. 11- B. Ber/wh
346. What employment do you hold ?Lately that of an assistant to the hydro
grapher of the Admiralty, now that of lieutenant of the Fairy.
347. Has your attention for some time past been paid to merchant-shipping and
the loss that has taken place in them ?Yes ; in consequence of editing a monthly
publication calledthe Nautical Magazine, the subject of wrecks, has attracted

my attention.
348. I think you have stated the number of losses that have taken place, since
1833, of timber-laden vessels ; and I would ask you whether it is more numerous
and been attended with a greater degree of sufferings of the crew than has taken
place with regard to other vessels ?I
have brought a list of the wrecks of
shipping from the timber ports, principally westward, commencing in 1833.
am 11ot able to state whether they include the whole or half of the number;
but the names of the vessels and captains, and where they are from or to, are
given, and in most instances where they have been wrecked.
349. To what cause do you attribute the loss and the sufferings of the crew .
It appears to me that the principal causes are the badness of the ships, the bad
stowage of the cargo, the deck cargo, and the bad weather they experience in
crossing the Atlantic; the inatteution in general on the part of the masters to
navigation, the inefficiency of the crews, and the inaccuracy of the charts.
350. You are speaking of the charts of the Admiralty ? Charts in general;
but my attention has been more directed to those of the Admiralty than to any
others; we are tolerably well acquainted with the eastern parts with regard to the
entrance of the Channel. I am alluding principally to the 'soundings, there hav

ing been no survey yet made by the British Government of the Banks of New
foundland; so that if the captain of a ship puts his lead over, he is not certain by
the result of his exact position, which he otherwise would be.
A survey of the
banks has been going on of late by the French; but it was only a few years
ago that the position of the Virgin Rocks, so dangerous to ships bound to the
St. Lawrence, was exactly ascertained, and that was done by Admiral Sir Charles
Ogle, without, I believe, any orders from Government.
351. Sir E. Codringtom] How far are they from the main land ?-About 100
miles from Newfoundland.
352. The entrance is more to the American coast; you do not mean the en
trance to your own'coast ?They are on the western coast. The approaches
to the Channel are very well known, and the approaches to the French coast are
tolerably well known; but not so the approaches to the western coast of Ireland.
I believe the soundings in the approaches to the Virgin Rocks are tolerably gra
dual; the same depth of water is carried a short distance, but they are of a very
minute description in the ocean, therefore very diicult to nd; they are washed
by the surface of the sea.
353. Chairman] Do you know whether many vessels have been lost on the
Virgin Rocks ?1 cannot exactly answer the question; if a vessel strikes on the
Virgin Rocks, the probability is that there would be nobody left to tell the tale.
354. Mr. Aldennan Thompson] Are they of great extent ?Not much larger
than the ship itself.
355. Are there many of them ?Two clusters, I believe, were found by Sir Charles
C g356.
le. Chairman] What other dangers are there at sea between the coast of
America and the United Kingdom ?I presume the principal dangers, if any, are
all conned to the coast of America.
357. When a ship has once cleared the coast of America until she approaches
the coast of Europe, are there any dangers in the middle seas ?There are some
rocks among the western islands, of which group we want a good survey, but I
know of no other dangers except icebergs.
0.91.
358. At
26
Mr. A. B. Becker.
358. At what time of the year are icebergs to be met with ?Generally in the
s I mnv.
355. Never in the fall?-Never in the fall ; the ice is generally sunk.
30 April 1839.
360. So that the losses in the fall of the year are not likely to happen from ice
bergs ?Certainly not.
361. What do you consider the loss of timber ships in the ocean between the
two coasts in the fall of the year to be attributed to ?The boisterous nature
of the weather and the badness of the ships, which renders them unt to stand
its effects.
362. In that same situation are other ships lost in the same proportion as timber
ships ?I think not.
363. What measures, if any, would you suggest as most likely to prevent the
repetition of these losses and the sufferings of the crew ?I would have employed
ships in the timber trade the strongest that could be built, and those only. I would
do away with those deck-cargoes by making them illegal always.
364. At all seasons ?Entirely. I would take care to secure competent masters
and a proper number ofcrew; by competentmastersl mean men who have undergone
an examination in navigation, as well as their chief mates, and would have nothing
on deck except a cask or two of provisions and water; they should also forfeit their
insurance unless they were rst-class ships: such measures would go far to remove
the evil.
365. Would you recommend ships to be built in any particular place ?N0,
certainly not; I would let them be built any where, but I would take care that they
should be built strong.
366. Mr. Hinde.] Do you consider the examination of masters more necessary
in this particular trade than any other ?No.
367. Mr. Alderman Th0mpson] Do you not know that there is at present in a
considerable port in this kingdom a regulation by which masters and mates must
undergo an examination before they are appointed to ships ?I have heard of that,
but I am sorry it is not general.
368. Are you not aware it exists in several ports in the kingdom ?l have heard
it exists at Sunderland.
369. And not in other ports ?No, not in other ports.

370. Do you not know that by that regulation masters of ships and mates
before appointed must havea certicate of the nautical men who constitute the
board at Sunderland as to their competency or otherwise ?Yes.
371. You would think it highly desirable that there should be this system univer
sally ?Most decidedly.
372. Do you consider the charts of the Admiralty are imperfect at this time?
Quite so, but although imperfect they are much the best that are published, for
this special reason, that Government has the means of obtaining information which
private individuals cannot get except through Government.

Mr. Jo/m Rutherford, called in; and Examined.
Mr,"J. Rutherford
373. Chairman] WHAT oice do you hold, Mr. Rutherford ?I am managing

underwriter to the London Assurance Corporation.
374. A re you acquainted with the nature of risks in all parts of the world .
Pretty well.
375. What is the rate of insurance, of a timber-laden ship, from America at
dierent times of the year ?It varies from 25 s. up to eight guineas, according
to the advanced period of the year. Vessels leaving in the month of June, July,
or even up to the 15th August, the rate is 25 s. and 30s. per cent. Vessels leav
ing after the 15th of August the premium gradually runs up to eight guiue-as.
376. In policies of insurance, are there any stipulations with regard to the loading
of any kind ?No; there is not any limitation at all, or any stipulation, or any
question asked as to that.
I attempted a general exception as to deck-loading,
but could not succeed.

377. Is that paid on the cargo only, or on the ship and the cargo ?That is
the insurance on the vessels, as well as the cargo.
378. Are not the vessels generally insured for a specic voyage ?Invariably.
379. How much will the premium for a voyage out and home be?Four
guineas or four guineas and a half for the spring voyage.
380. And
ON SUIPWRECKS OF TIMBER SHIPS.
27
380. And out and home the full voyage ?Every thing, according to the depar Mr. J. Rutherford.
ture. If they return from the spring voyage at an earlier period, they have an
advantage of one or two per cent. on their return in consequence of that earlier 30 April 1839.
departure. I should say from the 1st to the 20th of August many, indeed the
greater part, are enabled to leave.
'
381. What is it lessens that insurance ?By a very early departure, on the
second voyage, the rate would be perhaps six guineas per cent.
382. Out and home, the utmost premium of the ship would be not more than
eight guineas ?-On very inferior vessels nine and ten guineas. Perhaps I might
state that, on vessels that proceed to the Saint Lawrence in the latter part of the
year, and which are what we call general cargo vessels, they are done at nearly
one half of the premium. If they depart for the Saint Lawrence in the beginning
of August, and returning home from thence, they are insured at a per centage of
four and a half to ve guineas, whereas the timber vessels are insured at eight
guineas, and many times at ten guineas, according to the quality of the vessel.
383. Mr. Alderman Y7wmps0n] Supposing a person offering a vessel to be in
sured from Quebec to London engages that she shall not have deck-loads, what
'di"erence do you make in the remium on the second vo age, supposing he
would give that guarantee '?Perhaps one per cent. in his avour; that has not
been generally tried, and it is a mere matter of opinion.
384. You state your opinion as a known and great practical underwriter, that
the saving there would be in the premium to merchants and shipowners, pro- _
vided they would engage there should not be deck-loads would be one per
cent ?- Yes.
385. Mr. II1'ndc.] Supposing there were no deck-loads, would you insure tim
ber vessels on the same terms as vessels with other cargoes ?No, they are a
different description of vessels, and a different character of vessel altogether.

386. Chairmzm] What is the insurance on timber ships from the Baltic?
They are if any thing rather more, they run up from 10s. to eight guineas; in
the summer season 10s. per cent. is given, and l have seen the same description
-of vessels on a winter voyage pay eight guineas per cent., that is from Riga and
St. Petersburg.
387. Is the eight guineas to be attributed to the danger of wrecks at that
time of the _vear?Yes, 1 think it is; the loading has nothing to do with it; it is
the navigation altogether, and we nd on a series of years that it warrants that
great additional rate.
.
388. Are those losses at the fall of the year arising from sets of ice or gales of
wind ?It appears to me from gales of wind; the wrecks that have come under
my experience never had any thing to do with ice.
389. Mr. Alderman Tlzompscm.] Have you found, in the course of your experi
ence, that of late years the premium upon the insurance of ships and cargoes engaged
in the trade between this country and British North America has increased ?
Certainly not increased, but have diminished from year to year.
390. s the Committee to infer from that answer that the number of losses have
not been greater in proportion than they used to be ?- Using a term,viz. the market
of insurance, is so wide and general, that it would be almost impossible to answer
that question.
391. Then, do you consider that the great competition of insurances is a reason
why the premium has not increased ?-Yes.
392. Lord Sand0n] Have you lowered the rate of insurances ?Yes, we have
been obliged to lower it.

393. Chairman] Having paid great attention to the losses that have taken place,
do you consider the loss of timber ships is greater in proportion to the loss of
ships engaged in other kinds of trade ?-Certainly.
394. To what do you -consider that loss is to be attributed ?Knowing nothing
as to the construction of the ship itself, I confess I am at a loss to answer that ;

but I find in 1 836, when the shipping interest was very much depressed, the aban
donment of vessels on the spring voyage in that year was very considerable, much
more than they have been since; in 1837, they have improved; and in 1838 they
have improved in the spring voyages ; I do not think the abandonment of the last
two years, in point of numbers, any thing like the abandonment of 1836, when the
shipping interest was suffering much.

395. Mr. Alderman Thompson] When the shipping interest is prosperiug, are
not the ships better tted out than when it is depressed '.'Yes.
o.g1.
1) 2
396. C/zai1~man.]
28
Mr. J. Rutherford.

396. Chairman] Do you know what is the value of insurances on ships in
proportion to the insurances on the cargo ?They vaiy very much ; I have known
30 April 1839.
a slplip offered to me to begnsuged pt as lowla valule]: as 5
perfton ; folr instzntie,
fl.
s i 0ofiuch
00 tons
0 ere
onv)aliied
esterr
wit as a 1,000
va ue1.,o being
i, 00
an
cargoiis
ships was
I have
known
as arliuch
on . deals.
tie
397. What is the average value at which owners of ships engaged in the timber
trade insure their ships at ?I should say the average value is very little, if more,
than 7l. per ton; on recollection I scarcely think 71. per ton would be more than
the average value.
398. Are not some valued as high as 121. ?I know no instance of a timber
vessel having been valued as high as that.
399. I think I understood you to say, that the difference of risk between a ship
completely laden with timber and provisions on deck, and a ship without any timber
and provisions on deck, would be one per cent. ?-I think, if it were generally done,
and a total prohibition of carrying timber on deck, the difference would be greater.
400. . Not less than one per cent. ?Not less than one per cent., but something
more, perhaps.
401. Do you ever enter into the question as to the character of the commander
or masters of the ship ?Yes, it operates most powerfully in the minds of the
underwriters always; there are some men who deserve favouritism, because we
nd those men have voyages one after the other without meeting with any damage.
402. Lord Sandon] Character operates on the premium ?Certainly it does.
403. Can you say what class of ships are employed in the.timber trade '.'They
are generally the cast-off ships of other trades; perhaps one-third or more, I should
say, are colonial-built ships.
404. The rst voyage is a colonial-built vessel ?-Yes, very frequently.

405. Mr. Alderman Thomps0n.] I believe ships carrying on the timber trade on
the north-east coast are generally insured in their clubs ?Yes.
406. You are not acquainted with the quality of them'lI should like to be
acquainted with them; they are good ships; we get the worst of them; what we
get proposed to us (I speak of the ports on the eastern coast of Great Britain), are
those, for the most part, which have been rejected by the clubs in the north.
[The Witness delivered in the following letters]
My dear Sir,
Boulogne-sur-mer, 27 April 1839.
Youn esteemed favour of the 28th (I presume 26th) I received about an hour since. The
subject, as regards timber ships generally, subject to accidents on their passages in the
winter season, almost speaks for itself; the prevailing cause of these disasters, in my opinion,
admits of very little doubt; viz. uality of the vessels and mode of loading ; if a ship is
laden with timber and a heavy (Ic(I{-lOa(I, excepting of pine or spruce deals, the danger is
very evident, as, should the vessel broach to or a heavy squall come on, when close hauled,
it is almost impracticable to keep her from becoming water-logged, being naturally top
heavy, the proportion of the cargo in weight aloft so much exceeding the stowage in the
bottom from the sharpness of the lower body and the square and full upper bod of all
ships. To avoid danger of that nature, there is no other remedy but the heaviest escrip
tion of ballast below the lower hold stowage ; and the only reason unquestionably, in my
opinion, governs commanders of ships to avoid adopting the sale plan is, that the vessel
would draw considerably more water, and the expense of copper dross or some expensive
description of ballast, on account of the room it would occupy, and risk the chance of having
favourable weather, or throwing over the deck-load; but if that consists of heavy 10 s, of
timberency
and can
the vessel
on her
beam-ends,
with
unwale
under water,
crew
in sucover
an
emer
do little
more
than hold
on the
to lgceep
themselves
from the
being
washed
boa , or get aloft in the best manner they can.

I cannot devise any other plan to be adopted to render it safer to carry timber cargoes
than the reasons I have mentioned, either a rohibition altogether of carrying a deck-load,
or, if it should be admitted, to consist only o)short deals of pine or spruce, and at the same
time, according
tonnage
of the
in the lproportion
10 to
15 tons
perown
100 mind
tons
register
tonnagetoofthecopper
dross
or vessel
kentledge.
have veryoflittle
doubt
in my
that such a remedy to be adopted would render, in the pro oition of 19 out of 20 of all good
seaworthy vessels naturally in a good and safe trim to inalze passages in any weather.
With regard to the safety of provisions, stores and people, every thing in these cases is
dependin on the room reserved for cargo, and no doubt economy to make as much freight
as possib e, is the chief guide to commanders in all such cases ; but, to put the matter out
of all fear of serious accidents, to be not only limited to quantity and quality of deck-load,
and at the same time ballast of the heaxiest description under the hold stowage, and an
agent appointed to superintend at the loading ports. A penalty attached to neglecting
these points I have little doubt would have the desired effect. The consideration, under
these circumstances, is how the freight can afford to be made adequate, but if made a law,
'
or
ON SHIPWRECKS' OF TIMBER SHIPS.
29
orvequal to a law, by forfeiting the recovery of insurance in cases of loss where these two Mr. J. Rutherford,
points had not been attended to, it would soon work its own remedy, and freight must be
__-___._._
paid accordingly. In my opinion, the matter rest entirely with the underwriters, who have 39 APR; ;g39.
it in their power to refuse taking risks without guarantee that both conditions were strictly
attended to ; viz. a light deck-load of easily-handed articles, and on no account to neglect
the ballast, even withouta deck-load of any sort.
I am, &c.
Dear Sir,
James Taylor. _
London Assurance, 31 May.
Captain James Taylor, whose letter you have, commanded for many years the Phoenix,
in the Jamaica trade, and subsequently the Casar, in which ship he performed two voy
ages to India and back. When be discontinued the sea service, he went out to one of our
British North American colonies (St. Andrews, I think), and there he built several vessels
under his own eye, and according to his own plan. He is a practical shipwright, as well as a
seaman. As far back as the year 1810 he commanded the Phcenix ; she was then the
crack ship, and always was a running ship during the war.
I am, &c.
(signed)
J. Rutherford.
Captain Hrzlliam K. Maugkarrz, called in; and Examined.

407. Chairman] WHAT oice do you hold, Mr. Maugham ?I am dock-
master at the London Docks.

Y
408. Have you been in the American timber trade yourself?Never, not cross
ing the Atlantic.
'
4109. What trade were you engaged in ?Generally the Baltic and Hamburgh
tra es.
41 0. Have you received information from the masters of ships connected with
the American trade ?Yes.
411. From the information you have received from them, are you acquainted
generally with the timber-laden ships from America ?Yes.

412. Are you acquainted with the extent of the losses of them ?--I have seen
newspapers about them.
413. sufferings.
Have they been attended
with considerable sufferings of the crew ?Very '
fearful
i
414. To what cause have you considered the losses are to be attributed in
general ?Three or four causes may be ascribed; one the improper loading of
the415.p
shi s.In what respect improper loading ?The loading of the deck.
416. In the rst instance do you consider deck-loading to be objectionable P
Yes, I think it is objectionable.
4| 7. Have you any other reason besides improper loading '.'I have known
various classes of ships employed in this trade; some ships are built expressly for
the purpose, and they can take a quantity on deck without any great risk; other
ships are built for a different trade, and are long, deep, narrow vessels, and require
a considerable quantity of ballast; deck-load in bad weather is generally fatal to

them.
418. Are you aware of any great difference in the proportion of the depth of
the upper deck of the ship to her oors and her breadth ?Cerminly.
419. Do you know to what extent they go'.'Ships averaging 300 tons will
be found to vary from 16 feet to 19 feet in depth of hold.
420. Do you know what proportion of the cargo is generally brought as a
deck-load, in proportion to the other part?I think the average is about one-'tenth;
I have heard of a north-country vessel having had one-fth; a Sunderland vessel;
a broad, shallow, stiff vessel, which brought its cargo well; it is all a question as
to a vessels dimensions.
421. Are these ships so sound and secured in the upper works as to be considered
suitable to carry heavy weights on deck ?-I apprehend not; the practicability of
carrying heavy weights on deck must be materially diminished when it gets into
years, as these vessels employed in the trade general] are.
422. With regard to the provisions and water of the ships, do you know where
they are generally carried ?A certain portion of the provisions is kept under
hatches aft.
'
423. Below the upper deck ?---Yes, in the steerage.
424. Would it be possible to get at that if the ship was water-logged ?No, it
would get wet, and the bread be immediately destroyed.
0.91.
n 3
42 5. Do
Captain
W- 5- M"""""
30
Captain
W. K. Maugham.
30 April 1839.
MINUTES OF EVIDENCE BEFORE SELECT COMMI'1'Il-BE

425. Do you consider these ships not tted to carry heavy loads on her upper
deck ?I think the practice of carrying a heavy cargo on the deck should be pre
vented in every vessel; they are not built for it.
426. What are the class of ships employed in the timber trade ?--Many of them
are second-class vessels, rejected from dry cargoes, and brought into the timber
trade.
427. And they are less tted to carry a weight on the upper deck P-Certainly.
428. You attribute the loss of those ships at sea to bad stowage, and having
deck-loads ;' is there any error in the stowage of the cargo below ?I think that
taking in cargo is very often commenced in error, by the ground tier not having
suicient space left at the ends of the timber; for if the ends of the timber are not
free of the ceiling of the ship, and the increased weight of the timber fall on a
particular spot, and that spot be over a butt-end of a plank, if the ship is ever so
good, she will in all probability become water-logged, in case of falling in with a
gale of wind.
429. Is there any cause with regard to the negligence of the crew '.'No,I
think generally the ships in the Canada trade are the best manned ships that go to
sea; there are exceptions.
'
430. What do you consider a suicient number of men for every 100 tons ?I
think four men for every 100 tons, supposing the ship is 400 tons, will do.
431. Including the master?Yes.
432. Do you mean all men ?No; I am talking of them generally.

433. Mr. Alderman T/z0mpson] Do they generally have more ?I think ships
of 500 tons will seldom have more than 20 men.
434. Chairman] Do you consider the losses at any time arise from the natural
defects of the ships themselves?I think a great many ships are lost from the
natural defects of the ships.
435. Are you aware whether those ships are surveyed, or ordered to be sur
veyed ?Either the survey is not made, or the survey is not carried far enough.
436. Then in your opinion those ships are not suiciently surveyed ?l believe
many of them are not surveyed at all.
437. Do you think it right, in the event of ships being surveyed, that the
owners not submitting to be surveyed should be subject to any greater respon

sibility in point of loss ?Unquestionably.
438. Are you acquainted with the ships that navigate on the north-east coast,
engaged in the timber-trade ?Yes.

439. Are they not a better class of ships than those belonging to the port of
London ?Decidedly ; they are better adapted vessels, as they can sail without
ballast.
'
440. Those ships you consider well adapted to that particular trade ?Yes.
441. And they are a good kind of ships ?Yes, a good description of ships for
this purpose, generally speaking.
442. And you consider them well formed and well manned ?Yes.
443. Do you consider that there is any danger between the coast of America
and the coast of Europe, by which the loss of ships have occasionally taken place
at sea, if fairly formed and properly ballasted ?I apprehend not.

444. Mr. Alexander T/z01nps0n..] Have you been engaged in the Baltic trade?
Yes.
445. Is it the practice of bringing deck-loads from the Baltic in these timber
ships ?Yes.
446. At all seasons of the year ?Yes.
447. Do you consider it safe for ships '.' It is attended with considerable risk;
no man could ever bring a cargo on deck from choice.
448. But it is the practice for all ships coming from the Baltic to carry deck
loads P--Yes.
31
Jovis, 2 die M/(ii, 1839.
M EM BERS PRESENT 1
Sir Charles Adam.
Mr. Aaron Chapman.

Sir Edward Codrington.
Sir Charles Vere.

Mr. Wodehouse.
Captain Gordon.
MR. GEORGE P.-\L.\lER, is THE CHAIR.
Arthur Willis, Esq., called in; and Examined.

Jrnlr Willis, Esq.
449. Chairman] YOU are an underwriter at Lloyds, are you not '?I am.
450. Are you merely an underwriter on your own account, or do you ever act
2 May 1839.
as a broker for others ?I
am an underwriter on my own account,and l18.\B born
for 36 or 37 years.
45:. Never acting as a broker ?I have acted as a broker, also, for a longer
period than that.
452. You are then, l presume, very well acquainted with the character of vessels
trading to all parts of the world ?I ought to be.
453. There is a book which is entitled Lloyds Register Book, is there not?
Yes.
454. Is that a book professing to give a character to all the mercantile shipping
of the country ?Yes, to all that comes under the cognizance of the committee.
455. Is that survey compulsory upon the owners, or is it optional ?I is
optional.
456. Is it a survey by common consent of long standing on the part of mer-.

'chants, underwriters and owners of ships ?Unquestionably, we consider it so.
457. Do you consider it a custom that is necessary for the general security of
the crews of ships as well as for the credit of all parties concerned ?Unfortu
nately, we have very many instances since the institution of the society of ships that
have been refused survey foundering with their crews.
458. Then you do consider it necessary, for the general credit of all parties
concerned, and the safety of the crews, that ships should be subject to survey ?
Decidedly, that is my opinion.
'
459. Do you consider that it would be desirable to make this survey compulsor
by law, or at least to give the owners an interest to submit to a survey ?l thinli
it would be very desirable for the public protection for the legislature to make it
compulsory that all vessels should submit to a survey; we have no means at
present of compelling the owners to submit to such asurvey, but I think the public
advantage would be greatly beneted by a compulsory survey.

460. Should it so happen that there should be an objection on the minds of any
persons to interfering with private property to the extent of making it absolutely
compulsory, do you think that it would be desirable to induce shipowners to do it

by making it incumbent upon them, that if they did not submit to a survey, they
should, in the event of loss, prove their ships to have been sea-worthy when they
went to sea ?I really think it would be desirable that the shipowner should be
accountable for the lives which by his avarice he sacrices, by not putting his
ship in a state of efficient repair to insure her safe performance of her voyage ; the
lives of crews and passengers are frequently hazarded from that cause.
461. What should you think of a law requiring owners, if they objected to a
survey, in the event of a loss, to be responsible to give some proof of the sea
worthiness of the ship ?I think such a measure would be very desirable.
462. What is the premium of insurance attending a timber-laden ship at dif

ferent seasons of the year, from America, for instance ?It uctuates very widely ;
in the summer months it is exceedingly low upon the ner description of vessels ;
the transition is from 30 s. to 10, 12 or 15 guineas in the winter months.
0.91.
n 4
463. There
32
Arllmr IV2'l1is, Esq.
2 May 1839.
MINUTES OF
EVIDENCE BEFORE SELECT CO.\Il\IIITTEE
463. There are two voyages, the spring voyage and the winter voyage ; will you
give rst of all the premium upon
the spring voyage ?I have been writing
myself by deputy for some consi erable time past, and I am not therefore prepared
to state the amount of premium on the spring voyage; where vessels can be relied
upon, the summer premium is from 30 s. to 40 s. ; the premium upon the winter
voyage is from 10 to 15 guineas, depending very much upon the character of

the .vessel ; but I have never written them myself. I am hardly competent
therefore to answer the question, for it is a description of risk that I do not like
to take, and do not take, and I have prohibited my deputy from ever writing
them where vessels are known to carry deck-loads.
464. Has your attention been paid to the losses which have been sustained in
the timber ships at different times of the year, particularly in the winter time ?.
I am not prepared to say how numerous they have been, but my impression is
that they are very numerous, unnecessarily so.
'
465. And they are attended frequently with great sufferings ?With a melan
choly sacrice of life, under appalling circumstances.
466. Are there any particular conditions inserted in policies of insurance ?As
a broker, _I have often introduced a warranty into the policy not to carry deck
Ioads, when insurances have been effected at moderate premiums.
467. Then do you consider deck-loads generally objectionable ?Unques
tionahl
468.y .To what are the numerous losses in the timber trade generally attributable,
in your opinion ?I believe almost exclusively to having deck-loadsvery gene
rally so, however.

469. Are the ships themselves insured at the same premium as the cargoes ?
I think not, but I am not prepared to answer that question.
470. Do you know the value in general insured upon timber ships per ton ?-
Generally speaking, timber ships are a very inferior class of vessels, suited only to
such objects, and therefore greater care should be taken, I apprehend, not to over
load them.
471. Are you capable of saying how much per ton they should be insured at ?
I think the insurances companies have a regulation, making it compulsory to value
them at something double their actual value, with a view to contribution in case of
damage to the ship itself, and sometimes that system is adopted in Lloyds;
they are mostly an inferior class of vessels.
472. Have you any idea of how n1uch per ton they take the value at '.'-The
various marine insurance oices have different valuationssome 121., and some
10 1.. and some perhaps more, but I cannot say the difference.
473 That is upon the whole register ?-Yes, which considerably exceeds the
general average value of those vessels.
474. Suppose two policies of insurance were put into your hands to write, one
with a guarantee that the ship should be fairly ballasted and have no deck-load,
and another policy stating that she was at liberty to carry a full deck-load and
ballasted as the owner might think t, would you make any difference in the pre
mium upon insurance ?I have no hesitation in saying, that no premium would

tempt me to write a vessel with a deck-ioadI have thought it an iniquitous
systemI have seen its evil effects so frequently that I have always declined to
underwrite them.
475. Could you state what per centage you suppose would be made for the
difference in the risk, supposing you had been inclined to rite them ?I should
say, that the difference in the amount of the premium would be perhaps nearly
treble; I may mention, from my experience as a broker, that I have paid four
guineas on a ship not burthened with a deck-load, and 12 upon a vessel that has
had a deck loadI am now speaking from actual facts-I should say, that a
vessel with a deck-load was a hazardous risk to insure.
476. Do you know what proportion the deck-load bears in general to the rest of
the cargo ?It is a very small proportion, I believe a tenth or a twelfth per cent.
upon the aggregate freight.
477. We have been hitherto speaking of North America ; perhaps now you will
state whether there is a similar objection to the ships from the Baltic in your
opinion ?I am not aware that the Baltic ships do generally bring deck-loads;
but I have never insured Baltic timber-ships ; they have been quite out of my line.
478. Are
_ ON SIIIPWRECKS OF TIMBER SHIPS.
33
478. Are there any other timber ships either from America or from other parts /1,-mar Willa, Esq.
that you have to do with ?I should think the objection applies more to the
---
Quebec ships, from the more tempestuous nature of the voyage; but I have
2 May1$39
known vessels from Honduras founder from being overloaded, at least it has been
'
conjectured that that was the cause.

479. Is there any other reason for the difference in the premium of insurance
be'ween the spring voyage and the fall voyage than the greater or less chance of
bad weather ?-'No; Ithink that is the principal cause of the difference in the
premium.
'
480. A ship meeting with a gale of wind in the summer time, which occasionally
does happen, though not often, would be in equal danger as in winter ?I suppose
losses have occurred from overloading in the summer, though very much less
frequently than at the other period of the year.
481. Mr. C/zapman] You have said that registering ships by this book is a
very good thing for the owners and the underwriters ; who contributes to. the
payment of this registration PThe original contribution was by subscription from
the individuals constituting the committee, which is now acting as the registry
committee, and by a subscription from the funds of Lloyds, but it is upheld,
certainly, by the contributions of the shipowners.
'
482. The underwriters paying no part of it ?~Yes, the underwriters pay consi
derably to it, inasmuch as they pay for the register book which is published ; that
forms a considerable portion of the fund.
483. There is no immediate charge made to them in the same way as is made to
the shipowner ?-None ; it would not be practicable ; it is perfectly voluntary the
purchase of the book, which yields a large income.
484. Was it not formerly the case that the underwriters always paid for the
surveying of ships ?The underwriters paid for the purchase of the book.
485. Without any expense to the shipowner ?Yes.
486. Does not the expense to the shipowner in some degree operate as a pro
hibition to the survey ?I should say, that the instances are exceedingly rare where
the shipowner objects on the score of expense ; I should rather say that the objec
tion, if I may hazard such an opinion, is to the ordeal.
487. You have a great objection to deck-loads as an underwriter; do you con
sider yourself liable to payment in case of the deck-load being lost ?That has
always been a questionable point; I must say, from the experience of upwards of
40 years in Lloyd's, that underwriters have always evinced a disposition to meet
every case liberally; I am not aware that the objection was ever made, although
it has been often canvassed whether the underwriter is liable in the case of a
vessel with deck-loads.
.
488. If you were the owner of a ship upon which the captain put a deck-load
and it was thrown overboard, would you resist the payment of the amount of that
deck-load when claimed by the owner of the cargo ?That would depend very
much upon the nature of my charter.
489. Suppose there is nothing in the charter one way or the other ?I should
object, unquestionably, as the shipowner, to pay a contribution for a deck-load

thrown overboard.
490. Has it not alwa s been considered that carrying cargo on deck is more
than a ship can reasonab y stow and carry ?I have always so considered it.
491. And on that score, would you not consider yourself in undertaking to do
such a thing as incurring a liability for its payment ?The law upon that question
is a very undened one. I have held it out as a threat frequently to owners of
Liverpool ships who carry provisions and water' on deck, from an avaricious
desire of crowding as much of the goods under deck as possible, that such vessels
were not in a sea-worthy state; but I have always been laughed at, and I have
never known of losses which have frequently occurred having been objected to be
paid on that account.
492. Have you known instances of shipowners paying the value of the deck
load '.'I have known instances of their objecting to pay for the deck-load where it
formed no part of the charter.
493. You have stated that the timber ships in general are bad; are you aware
that many new ships lately built in the colonies are engaged in the trade ?I am
aware that there are some good ships, but I should say that they are the exception
the rule is, that they are a very inferior class of ship.
494. But there are some new ships ?---Yes, but still an inferior class of ship.
0.91.
1:
495. Do
34
Arllur IVil1i8, Esq.
2 May 1 839.

495. Do you consider a ship built in the colonies as equal to a ship built in this
country ?Certainly not.

496. You would not underwrite them at the same premium ?Certainly not.
497. Mr. If/ode/10use.] You l1ave said that ships are frequently foundered at sea
after having refused to submit to a survey ; do you think that remark is more ap
plicable to vessels engaged in the timber trade than to any other?No, it is
applicable to ships in general trade.
498. Is it, should you say, more applicable to vessels engaged in the timber
trade than in any other ?I do not think it should he conned to the timber trade
at all ; it applies generally to ships in all trades; it is principally the ships built in
Canada and New Brunswick.

499. Captain Gordon] Is it your opinion that all ships should be prohibited
from carrying deck-loads ?I think so unquestionably ; it adds very much to the
discomfort of the crew, and must very much impede the performance of their
duty, and in very many instances the deck-load consists of the provisions and
water of the vessel. I have known many instances in the course of my experience
where a great sacrice of life and property has arisen from provisions and water
being carried on deck, which have been washed off deck: one was the instance
of a passenger ship bound to South America; the provisions and water were stowed
on deck in order to enable her to take in more freight, and when she was quitting
the Irish Channel her decks were cleared, the water and provisions were washed
away; she had several passengers, and was obliged to put into a port of South
America to get fresh supplies, and in coming out of that port she was lost, and all
perished but one man, 27 in number.
If deck-loads had not been permitted to be
carried, that catastrophe would not have happened, and there are frequent instances
of such calamities.
500. Do you think that there would be any difficulty in making such a law, or
in carrying it into effect ?I cannot foresee any diiculty in it.
501. C/zairman] Can you tell the Committee how long it is since the rst es
tablishment of the register books ?About 45 years or 50 years, not more ; as the
Committee are aware, the original system was an extremely bad one.
I was a
member of one of the old committees, and I was one of those who actively exerted
themselves to bring about the present system, from what I saw of the palpable
errors of the former system.
Robert Alemarzder Gray, Esq., called in; and Examined.

R. A. Gray, Esq,
502. Chairman] YOU are a general merchant and underwriter ?A general

merchant. and underwriter occasionally.
503. Are you acquainted with the character of the timber ships in general I--
Yes, I have some knowledge of them.

504. Have you been an owner of any of them ?Never.
505. Are you in the habit of writing timber ships ?I used formerly, but I have
discontinued underwriting altogether.
506. Can you speak as to the premium of insurance paid now upon ships of
that kind ?---I believe the vessels that perform the spring voyages are insured now
at from 60 s. to 70s. according to the quality of the vessel, and later in the season
from six to ten guineas, according to circumstances.

507. If two policies were put into your hands, one with the guarantee that there
shall be no deck-load carried, and the other that the owner shall be allowed to put
a deck-load according to the judgment of the master of the ship, would you make
any difference in the premium of insurance between those two?-Yes; late in the
season of the yearI would not write those at all that carried deck-loads, consider
ing that the risk is very much increased with the deck-load; but I think at the
period referred to, a difference might be made in the insurance between a vessel
with a deck-load, and a vessel with no deck-load, of two per cent.
508. You are aw're that some gentlemen will write any risk at what they con
sider an adequate premium ?Yes.

509. That you say is not your habit ?No.
510. Sir C. Vere] Why did you discontinue writing for timber vessels ?--I
discontinued generally, because I found it was not a very protable pursuit, it

occupied a great deal of my time, and I got very little remuneration.
511. Chairman] What is your opinion respecting the survey of ships; is it

desirable
35
desirable that all ships should submit to a survey '!1 should think so, most 3. _4. 9,,
desirable.
51 2. Do you know of any instance of actions being brought against the book on
}";,q_
2 May 1839.
the part of persons whose ships have been reported, according to the opinion of the
surveyor, in one state, which they have considered detrimental to their interests ?
Yes, 1 think Mr. Nevin Kerr, who trades to Turkey, brought such an action.
5 | 3. Do you recollect whether he recovered ?No, I believe the question was

not settled.
514, What is the character of the ships that are employed in the timber trade,
are they built for that purpose entirely, generally, or are they ships that have been
in other trades ?--I believe they are generally vessels that are worn out in other
trades, and quite unt for any other. \
515. Do you know what the conditions generally of the policies of insurance
are !So many new insurance companies have lately been established that many
conditions that were formerly required of the assured are no longer required; at
present there are some of the companies which will admit that the vessel is sea
worthy when they take the risk.
516. You mean that it is inserted in the policy that there is no question ever to
be raised respecting sea-worthiness ? --The sea-worthiness of the vessel is admitted,

when they take the insurance, and no question is afterwards raised upon it.
5| 7. So much so that even if they found afterwards that every timber of the ship
was rotten they would incur the risk ?Y es.
518. If you have not been writing any of the ships lately, you are not perhaps
competent to say from what cause the losses are sustained ?I have long had an
opinion that most of the losses from Quebec, at the late season of the year, have
arisen from their being improperly loaded.

.519. Sir C. Vere.] How do you mean improperly loaded ?Deck-loads.
520. Captain G0rd0n] Is it usual to make any conditions respecting the car
goes in the policy ?The usual way of effecting insurances upon timber ships is to
describe the cargo in and over, that is, the cargo under the deck, and the cargo
upon the deck, and by that means they are liable for any of the consequences.
521. Then that covers the deck-load ?Yes.
Charles Walton, Esq., called in ; and Examined.
522. C/iaz'rman.] ARE you an owner of ships employed in the timber trade?
-Yes.
.
523. Are you a charterer likewise of ships ?Yes.
524. Have you yourself ever been employed in that trade practically ?-Yes, I
was when I was young, many years ago.
525. At sea ?Yes, I commanded those ships when 1 was young.
526. What is the character of those timber ships, are they ush fore and aft upon
deck, or have 'they a round-house ?'I'hey very seldom have round-houses or
poops unless they are old East Indiamen, and they do not choose to take the
round-house or poop off, but, generally speaking, they are without them.
527. What height is the gunwale or covering-board above the upper deck ?The
gunwale rises from eight to ten inches.

528. All the rest above that is open except a rail '.'Yes, except slight boards.
529. How high is that rail generally ?About four feet.

530. When timber ships have deck-loads put upon them, to what extent are
they generally loaded in height ?They generally have two heights of timber or
two deals on their edges, and perhaps three ats on the top of that, perhaps about
three feet or three feet and a half high.

531. Is that the way fore and aft the ship ?It is nearly; it is from the wind-
lass to the companion where they go down the cabin, it occupies the greater por
tion of the deck.
.
532. How are those heights of timber secured to the ship ?They are secured
with ropes that are passed through the scupper holes, the hole where the water
passes through, and through the bolts which are in the middle of the deck.
533. On purpose ?They are on purpose to fasten the boats, but they are used
likewise to fasten the timber.
534. Then what protection is there for the seamen moving fore and aft the ship
if this timber is three feet or three feet and a half high, and the rail is four feet ?
Some ships have a rope from the fore to the main rigging; others have loose spars
0.91.
2 2
'
lashed
6'. !Valtm, Esq

-
36
C. Walton, Esq.
lashed there, a very temporary thing, just a single rail or rope; it depends upon
the captains, some are a little more careful than others ; but the usual way is to have
2 May 1 839.
aspar lashed, which is, of course, very frequently washed away; the slightest sea
takes it away.
535. What proportion would this load upon deck bear to the whole cargo in
general ?A ship of 400 loads would carry 35 loads, that would be about a tenth
or a twelfth part; it is according to the feeling of the captain.
536. You say a ship of 400 loads; what tonnage, according to the old measure,
is that ?It would he a ship of about 280 tons of the old measure.
537. What is the weight of that 35 loads of timber?I should say it would
varyfrom 25 to 28 tons weight, perhaps 25 tons would be nearer the dead weight
of it.
538. Is any part of the water and provisions carried upon deck in those ships?
Yes, a large portion.
'
539. When you say a large portion, do you mean of the water beyond what
is absolutely necessary, or is it a large portion of what is absolutely necessary for

the crew ?They lay in suicient water, reckoning the days that they are pro
bably upon the passage, and they will carry a third below and two-thirds upon
deck.
540. Whereahouts is that generally stowed ?Between the deck-load, under
neath the bows of the boat and the quarter of the boat, between the two portions of
the deck-load.
541. Are any provisions stowed there likewise ?Yes, and the chain cables,
and the general lumber of the ship.
542. Then, including the weight of the deck-load, what should you suppose was
the weight upon the deck of a ship so stowed in the water and provisions and
chain cables ?I should think about 35 to 40 tons altogether; perhaps about 40
tons is near the mark.
543. Do you think that such a weight as this upon deck is liable to strain the
ship, and cause leakage in bad weather ?I should think so.

544. If it strains the ship it must occasion the necessity for certain repairs which
the owners would have to pay afterwards ?Certainly.

545. Which the underwriters will not pay ?No, they will not listen to it at all;
it strains the upper works and the stanchions.
546. What is the number of the crew that are taken in the ship, master and all
included ? I should say in the timber ships about 12, taking that as the general
run.
547. Mr. Chapman] How many to every 100 tons?We seldom calculate in
thatyway, but it would be 12 to 280 tons; some of the north country ships, which
are noted for carrying very few, will carry to men; some of the Sunderland ships
will go with 10, but our London ships about I2.
548. C'lzairman] Is that number considered sufficient for working the vessel?
Yes.
549.
present
550.
551.
'
What wages are paid to_ the crews of the various ships now ?Up to the
year, about 50 s. at month.
Is it the same for the whole year ?Yes.
Suppose a ship enters into the trade in a spring voyage, do you ship the sea
men for the single voyage, or for the two voyages ?F-r
invariably.
the single voyage

t ..
552. And pay them 50 s. a month '.'Yes, up to the present year, and they are
now giving 3 I.
553. Do you give the same wages for the fall voyage ?Yes, I do not
.. think they differ; if you will allow me, I will explain why; it is because the
men are more plentiful; the West Indiamen come in, and the market is well
glutted with them, and therefore you pay the same.

554. Are the wages paid to men in ships trading to the Mediterranean and to
the West Indies the same as in the timber ships ?-No, less.
555. What is the difference '.'At present it is in the timber ships 60 s. per
month, in the West Indiamen and Mediterranean 45 s.
556. Does that apply, upon the average, to the whole I2 of the crew ?No;
the captain and mate, and second-mate and carpenter, do not vary at all.
557. They are paid the same throughout ?Yes, they never rise and fall with the
seamen.
558. How
- .
37
5 58. How many of those 12 men receive an addition of 15s. a month beyond
that of seamen in other trades '.'About eight.

559. Do they take apprentices much in this trade ?Yes, they do.
560. How many do they take '.In this smaller class about two, in the larger
class about three or four.
561. Mr. Chapman] They are obliged to take apprentices by law, are they
not?
Yes, but it is very much evaded.
562. C/zairman] What is the cause of the dierence of wages between those
ships; have you ever heard it stated?--The men do not like the timber trade at
all, it is more labour and more risk, and they have more hardships and sucring.
563. What is the length of the two voyages, the spring voyage and the fall;
what is the time they generally sail upon the spring voyage ?Upon the spring
voyage they generally sail for the Canadas on the 1st of April, and the lower parts
about the 20th to the 25th of March.
564. When do they generally return so as to complete the voyage ?About the
middle of July, from that up to the end of July.
565. Then the average is four months ?Yes.
566. Is it the same average for the fall?Yes, they generally leave for the fall
voyage in August, and they get home in the end of November and the beginning
of December, and so on.
567. You say that the owners pay eight men 15s. a month more than they
would pay in other trades in consequence of the hardships that they are liable.to,
and the danger, for four months on each voyage ?-Yes, I should say that that was
the average; but I beg to remark that it is only this year it has been 15 s., last
year it was 5s. or 10t. more, but now it is 15 s.
568. Is there any particular reason for it being more this year?The men
have objected to it from a great number of losses; they will not go without
it; indeed some ships have paid 65 s. that could not get men.
569. Mr. Chapman] Do not they always like a longer voyage in preference to a
shorter one, and go for less wages to the East Indies than they would to the
Baltic ?Yes; but they would go for the same to the West Indies, which is a
short voyage.
570. Clzairman] Do the seamen make any objection to the deck-load upon
entering; do they ask any questions upon the subject ?No, they do not; when it
is taken on, they grumble a good deal and complain.
571. Do you consider that the ships in general require any iron ballast to be
taken?Not iron ballast, I should say myself; all ships require ballast with a
timber cargo, with a few exceptions, where their build is peculiar.
572. Do you know whether they all take it, or whether some take it,' and some
do not ?Some take very little; they are apt to throw out a great deal more than
they ought, for the sake of stowing.
573. You said that the seamen never made any inquiry respecting deck-loads;
do they ever inquire of the character of the ship, whether she is old, registered or
not ?No.
574. What is the general character of the ships employed in the timber trade?
1 think they are generally of three classes; large r ships built in the colonies,
and some of oak which are built expressly for the trade, but the larger portion is
old West Indiamen and East Indiamen, and other ships there are past their time,
and there are a few new vessels from Suuderland, but the larger portion are old
ships.
575. Are the ships of dierent proportions in reference to their depth as com
pared with their width, or are they all of the same proportion ?They vary.
576. You are aware that ships are built of a different proportion of width to
their depth, and those all ultimately come into the timber trade, however much
they may vary F They do.

_
577. Did you ever hear any master of a timber ship complain that he could not
load his ship upon her deck because she was deeper than another; or is it not
usual for them to take the risk of it '.'1 do not think they think of it ; they are
determined to bring as much as they possibly can.
5 78. Do you consider that all ships going to sea, whether in the timber trade or
any other, ought to be surveyed ?Certainly.
579. The custom of the service is that the seamen never receive their wages till
they have delivered the cargo that they have on board ?That is the custom.
580. And if a ship is lost on her passage home, the crew receive no wages at all
0.9!.
E3
from
G. Walton, Esq.
2 May 1839.
38
C. Walton, Esq.
2 May 1 839.
from the time of their commencing taking their outward cargo freight to the time
of her loss ?--No, they receive none.
581. I)o you consider that it would be reasonable, if a shipowner refused to
have his ship surveyed, to make him responsible to prove that she was sea-worthy
when she sailed, or else compel him to pay the wages of the men ?Yes, I think
it would be very proper, if he had allowed it to go to sea without being surveyed.
582. You are aware of the great losses that are sustained in the timber ships in
their passage from America to this country ?I am.

583. Are you aware that a large part of those ships have been lost in the open
sea ?Yes, I am.
584. Clear of all rocks and shoals '.'Yes.
585. To what do you attribute the loss of those ships ?To two causes ; rst,the
deck-load as the principal, and then the ineiciency of the ship in general; but the
deck-load is no doubt the cause of their loss; they would be suiciently strong to
bring a cargo had they not a deck-load.
586. Do you attribute any part of the loss which has taken place by wreck on the
shores of Europe and America to a similar cause to the ship being disabled by
getting water-logged and not able to get off land?-Yes; there are very many of
that description of loss, they have not been able to manage them, they could not
get them to steer or do any thing.

587. Then, although some of the ships might have been lost if they had been
the best in the world upon the shores of Europe or America, yet you consider that
the loss of a part has been occasioned by the same cause that ships are lost in the
open sea ?I do; no doubt of it.
588. Do you consider that a ship, if perfectly new, is t to carry that weight
upon deck that you stated was generally put ?I should think it would be very
apt to strain her, she would not give way so much as another ship, but it would
strain her, she would show it in the water-way and about the stanchions; her seams
would crack.
589. In what way would the deck-load generally operate in bad weather ".There is one thing, it is not only the weight but the heavy sea coming in, lifts the
deck-load up with all its lashings, and down it goes again, and sometimes the
provisions and chains, &c. get adrift, and it goes over to leeward against the
stanchions, and that splits the covering-boards and breaks the stanchions, and
ultimately the ship gets full of water; they try to stop it with tarpaulin and things
of that sort, but they frequently throw the deck-load overboard, when it has come
to that pass, to save the ship.
590. There was a trial in which evidence was given regarding the carrying of
deck-loads ?There was.
591. Are you aware of there being a difference of opinion upon that subject '.'
Yes, there was a difference; Mr. Tindalls captains differed particularly.
592. Are you aware from inquiry whether any one of those gentlemen have
entertained different opinions since ?Yes ; I believe they have.
593. Have you had with that gentleman some conversation ?Yes, respecting
his throwing his deck-load overboard.
594. Did he say that he felt it necessary to throw his deck-load overboard ?
Yes ; to ease his ship, was his expression.

595. Did he say that he thought that he should never have brought her to
England if he had not done it ?Yes.

596. Mr. Chapmam] You state that those ships that are employed in the timber
trade are not good ships : supposing that two of equal ages come under your inspec
tion, do you always find them equally well formed and equally repaired, or is there
a difference ?Some at a great age are perfectly good and sound ships, and t to
carry a cargo, and will carry it; and some at the same age or less, from neglect
or originally had construction, are very unt.
597. Does it depend upon the owners keeping the ships up, some keeping them
better than others ?There is no doubt of that.
598. So that with two ships, 20 years of age, one may be very good and
t to carry a timber cargo, while the other is unt ?----Yes.
599. Captain Gord0n]
Have you always carried a deck-load with the ships
you have been in ?-Yes.

600. Is it usually done by desire of the owner, or of the captain of the ship?
With very few exceptions, by desire of the owner ; there are a few who do not
like it
I do not suffer it now in my ships; at present my system is to forbid it.

601. Is
ON SHIPWRECKS OF TIMBER SHIPS..
39
601. Is it your opinion that it should be generally prohibited in all ships P

It is.
602. Mr. Chapman] Is not that the case with other owners sometimes ?Yes;
I should think many respectable owners will not allow their ships to be loaded in
that6o3.ySir
wa . Edward Codrington-.] Do they not sometimes do it in spite of being
forbidden ?They might, but they run the risk of losing their situation.
604. Mr. Wodehouse] Do you think that any reasonable objection could be
urged to a regulation that should require a survey to be made as a matter of com
pu sion, and not of option, as it is now ?I do not think a reasonable objection could
be urged, if a man felt that his ship was in a good state, which it ought to be;
he could not have any objection to a survey.

605. Mr. Chapman] Do you consider those Colonial-built ships as good as
British-built ships ?Decidedly not.
They often do give way.
I had a new
ship of my own, and it was her second voyage, and some of her but-ends started
in the vovage, and she went down in the middle of sea; it was the Sarah,
Captain oome.
606. Then to the country generally it is prejudicial to have those ships '.'I
should say so; they are avery inferior class of ships.
607. Sir Charles Adam] What material are they built of?Generally r;
some from Quebec are oak, but the oak decays very rapidly.
Some of those of
three years or three years and a half are beginning to decay.
608. Do you understand that the timber is cut, and the vessel run up without
any seasoning PThat is so ; it is the custom of the colonies.
609. Do you attribute the defect to that ?The timber would last longer if it
were seasoned and dried, but in its nature it will not last; the oak decays in the
middle.
610. How are the ships built, with iron knees or wooden knees ?By a late
regulation they have been compelled to have iron knees or not be classed, and to
have iron riders from the keelson up to the beam, so as to cover the oors and
the futtocks of the ship; that has been in force for eighteen months or two years.
61 1 . How has that regulation been made ?By Lloyds Register Book, enforcing
it, or else putting the character out.
612. They will not admit them into Lloyds Register Book unless they are so
built ?No, that is done in this country after they come over.
613. Mr. Chapman] Do you not consider that ships are much better repaired
since the establishment of that book than they were before ?I have no doubt
of it.
614. Chairman] How are the crews generally accommodated ?In the fore
castle ; they rst put one tier of timber, and then the men lie upon the top of that;
it leaves them nearly four feet or four feet and a half in height.
615. Mr. Chapman] If the whole class of timber ships coming from Quebec
were employed in the carriage of cotton, do you not think they would come more
safe than they do at present '.'-I have no doubt of it.

616. So that if we had possession of the cotton trade from America we should
have much fewer losses than in the carriage of timber PI have no doubt of it; I
think there is much in the nature of the cargo, and there are a great many lost by
bad stowage, allowing the ends of the timber to rest upon the ships ceiling, in
the ground tier, and then there is stowed upon it 18 or 20 tiers of timber.
617. Chairman] Do you consider a timber cargo a cargo that requires more
attention in the stowage ?~Yes ; it requires more attention than almost any other
cargo to prevent it from injuring the ship.
618. Mr. Chapman] Iave you turned your attention to any mode which you
think would operate as a prohibition to carrying those deck-loads without any

positive enactment, either by a double duty, or by some other means which would
make it not worth the while of shipowners to do it ?Perhaps the best way would
be to double the duty, if that were not evaded.
619. The ships are always cleared by Custom-house oicers ?Yes ; but it
does rest with the merchants ; if they were to combine they could prevent it, but
they do not like to be blackballed.
620. If neither party had an inducement in the way of prot to bring deck
loads, would not that put an effectual stop upon it ?There is no doubt of it.
621. Captain G0rd0n] Might not that be very easily evaded by stowing pro
visions and other articles of that kind upon deck, and putting the cargo below ?
0.91.
E4
They
C. Walton, Esq.
2 May 1839.
40
C. Walton, Esq.
They do that now; the small quantity that there is below would not occupy two
2 May 1839.
load of timber or more in the timber ships; the space below is very small indeed,
both for the men to live in and for the provisions and water.
622, Would it be desirable to have the provisions and all articles stowed upon
deck in order to make room below ?No, I do not think the men would consent.
to have all the provisions and water upon deck; they would mutiny sooner than
have that.
623. Consequently your double duty would not have the effect ?It would
have this effect, that the merchant in chartering the ship would not allow a deck
load.
624. Chairman] What is the duty for timber ?--The duty at present is 10 s.,
if it was trebled it would be 30 s.
625. In a freight, then, of 40 s., the owner would get 10s.?They would not
attempt it in that case, and the merchants would not allow it to be inserted in the
charter.
626. Ships are compelled to take deck-loads because they cannot get the amount
of freight that they would be otherwise entitled to, as worse ships are ready to take
it, is that so ?-Yes, that is so.
627. Mr. Chapman] Are not the deals deteriorated by being brought on deck?
-Yes, they are.

628. Then the merchant himself has no inducement ?No, it is seldom that
the deck-load pays him, but no merchant will set himself against it, because they
would not give him ships.
629. Then, with this diiculty in the way of fettering trade, which always is a
diicult thing, do not you think that any legislative enactment in the way of duty
would serve as a prohibition 'lI do ; the merchants would lay hold of it imme
diately as an excuse for not giving a deck-load.

Captain Edward Smith, called in ; and Examined.
Capt. E. Smith.
630. C'hairman] YOU are a commander in the navy. are you not ?I am.
631. You have been in the timber trade yourself ?I have.
632. Were you long in the timber trade '!I have made many voyages.
633. Will you have the goodness to state the general character of the ships in
the timber trade that you commanded, and what your observations have been with
respect to the loading of them?The ships that I have commanded I have found,
when I joined them, have been very defective; a great deal of money has been laid
out upon them in order to render them effective, more than the amount of money
rst paid for them.
634. Were you in the habit of carrying deck-loads of timber in the ships you
commanded ?I was.
635. Do you c0t1sider them proper to be carried ?I do not, generally.

636. Did you nd your ships affected much in bad weather by the deck-load ?
-_I did.
637. Were you ever under the necessity of throwing it overboard ?I was
00!.
638. What proportion of the cargo were you in the habit of carrying on deck P
-In summer time I should say about one-tenth, and in winter time less; in winter
time I never would allow any thing more than one height of timber or one edge
and one at of deals; that I did not consider was any injury to the ship, and
rather kept themen out of the water than otherwise.
639. But was it necessary to have any protection for the men to prevent them
falling overboard, or were your rails suiciently high ?The way I did it was to
get a spar and lash it from the fore-rigging to the main-rigging.
640. Have you been lately at all in that employ?-I have not been a timber
voyage since 1832, that was to Quebec in a very large ship.
641. Have you had much communication with other persons commanding ships
in that trade ?I have.

642. What is the general opinion, as to carrying a deck-load, of the experienced
masters in the trade ? Reasonable men I have generally found complain of their
having to take somuch weight upon deck, but such was the competition of the service
that if they did not do it and was to give up the ship, some other master would do
it and take the command of her out of their hands; therefore, in order to compete
with
41
with those more reckless of life, they were compelled to take this deck-load, much
against their opinion and eirperience.
643. Were you in the practice of carrying any ballast in such ships ?I do not
know an instance in which a ship could possibly stand up with a cargo of timber
without ballast; either any ship that I commanded, or that I know.
644. Then you consider that all ships ought to have. ballast ?If they had not
ballast, I consider that they would fall completely over on their broadside.
645. Do you know what ballast the ships generally take?-I should say that
a ship of 400 tons timber laden would require at least 80 to 100 tons of ballast;
one of those deep American ships.

646-7. Are you speaking of iron ballast ?No; iron ballast would not answer;
shingle.
648. Mr. Alderman Thompson] How much would a West Indiaman require?
I will mention an instance in which one of those deep ships took in a cargo of
mahogany at the Bay of Honduras; the general rule was to allow 30 tons of log
wood for ballast to every 1,000 feet of wood, but there being no logwood to be
got but at an immense expense, the merchant would not put it on board; the ship
sailed and fell over on her broad-side, and had difficulty in returning to port, when
one tier of mahogany was taken out between decks; she sailed again, and
nding her still to be unsea-worthy, in that state it was deemed necessary to take
out the whole between deck before she could proceed to sea, and she went out in
that state.
649. How far had she gone when she fell over ?She had not gone more than
20 miles when she met the breeze ; she had just got into the open sea.
650. Mr. Chapman] Where was she built?At Quebec; the owner refused
to pay freight for the cargo; the merchant and the captain endeavoured to prove
that it was the fault of the merchants out there, in not supplying them, according
to the usage, with the necessary ballast.
651. A ship of a different construction would not have required so much

ballast ?A ship not so high certainly would not have required so much ballast.
652. You have stated that you have been accustomed to carry deck-loads; what
was the size of the ship you commanded ?.The rst ship I commanded in the
timber trade was 270 tons, in the Baltic trade.
653. But from Quebec ?From Quebec; the ship registered 376.
654. Are they deep with the cargoes from Quebec ?Yes, they are.
655. Then this additional deck-load would of course make them deeper ?
Yes.
656. Being deep in the water, would it not prevent their steering so well as
if they were lighter ?It renders them very unmanageable and dangerous
generally.
657. And on that score you would raise an objection to the deck-load as well
for one as for the other ?Yes, I think that in the loading of ships-it would
become the duty of every commander to watch the displacement, and the moment
the ship begins to sink faster, for instance, if the ship sinks one inch fore and aft,
by putting 20 ton on board, and on the next day sinks two inches with the same
weight, I think she may then be considered to be too deep when she is beyond her
displacement section, and the water, instead of becoming a buoyancy to her, bears
upon her side and brings her down.
658. Then you consider that a ship loaded with timber so deep is not likely to
come so safe as if laden with a cargo of cotton ?I)ecidedly not.
659. Chairman] As you have been engaged in the timber trade, perhaps your
attention has been paid to timber ships generally; have you ever considered the
number of losses that have been sustained of late years ?I have, and registered
a great number of them.

660. To what causes do you attribute them ?I attribute them mainly to that
very defective class of ships which is purchased for the timber trade.
661. Have you had conversation on that subject with other persons engaged in
the timber trade, so as to be able to speak of the general opinion of those persons
upon the same subject ?I do not know that I can speak positively; I have had
conversation, but perhaps not suicint to justify myself in expressing their opinion
here.
662. You say on account of the defect of the ships, do you mean the defect of
the ships themselves, or of the stowage of them ?The general defect of the shfiips;
0.91.
Ist,
Capt. E. Smith.
2 May 1839.
42
.MINUTES OF EVIDENCE BEFORE SELECT COMMITTEE
Capt. 1;. Smith. rst, I would name that a ship, say a ship in the West India trade, remains there for
a considerable time, and her bolts are never moved ; she does not strain so much as
2 May 1839.
the timber ships; those bolts will naturally from age become corroded ; when this
ship is put into the timber trade, the usage is to staple up two tiers and then
wedge up under the beams ; this practice is followed till you get out to the centre
of the vessel.
663. Do you mean to say that they wedge up the beams by the timber instead of
the stanchions ?The stanchions are entirely removed; you cannot keep stanchions
in a vessel used for timber; there is no possibility of stowing the cargo with the
stanchions up; they commence from the inside, and they wedge up, and they con
tinue to raise the beams; the consequence is, the immense and severe purchase
they put on the fastenings of the beams loosens the bolts; they have never had
such a trial before they get into the timber trade; and this is the direct commence
ment, in my opinion, of the leaking of timber ships.
664. You are of course acquainted with the track that ships pursue in their
route from Quebec, and from other parts of the world ; do they not all fall nearly
into the same track coming home ?As nearly as possible; in fact, they generally
take the channel directions for their guide.
665. But all ships coming from the West Indias and America come to the
Banks of Newfoundland ?Yes ; generally.
666. So that they are all in the same track ?Yes; they have an advantage
from it, because they have the advantage of the Gulph stream until they reach the
head of the Newfoundland Bank, and then this stream turns to the eastward,
which facilitates them on their course.

667. Are you aware that the great proportion of these losses of timber ships
take place between Newfoundland and the coast of Europe ?I am.
668. Is that the case with ships in other trades in that situation; do you know
of the loss of ships in other trades in that situation, to a proportionate extent ?

Without it is a perfect hurricane, we seldom hear ofships foundering in those lati
tudes, while we commonly hear of ships becoming water-logged.
669. Mr. Alderman T/t0mps0n] When you were engaged in the timber trade,
from what port did you sail '?I have taken in two cargoes at Quebec.
670. But from what port in England ?London and Bristol; I have taken only
one cargo to Bristol.

671. How many cargoes may you have brought to London from British North
America '.'One, while in command of a ship from Quebec in 18..
672. Then do you mean to say that you have only made two voyages from
British North America to England as master of a ship ?Only one; the one
I made to Bristol was from Archangel.

673. How many voyages have you made as master ofa ship, timber-laden, from
British North America to England ?Only one.
674. Have you been in the timber trade in any other capacity than that of
master ?-As a youngster I came home once before I went into the navy.
675. How many voyages did you make as youngster in the timber trade ?Only
OD6.
676. How many cargoes may you have brought of Baltic timber ?Six.
677. Is it the practice in the Baltic timber trade to bring deck-loads ?-It is.
678. At all seasons?Not at all seasons; it is discretionary with the com

manders of the vessels.
679. At what period of the year do they cease to load them, do you think ?
I should say in October.
680. From Dantzic ?Yes, and from the other ports; I had the command of a
ship, andl acted discretionally; I took one tier of deals for the purpose of keeping
the men out of water.
'
681. \Vhat was the name of the ship you commanded in the Canada trade ?
The Hibernia.
682. What trade had she been engaged in before she went to the timber trade ?
She was built expressly for that trade by a company.
683. Where was she built?At Quebec.
684. You stated in the early part of your evidence that the ships which you
commanded were at rst very defective, but that a great deal of money was laid out
upon them subsequently; was that the case with regard to the Hibernia ?It was;
she was particularly defective.
685. Was
43
685. Was she made as good for that trade as she could be ?As good 'as money
and labour could possibly make her; no expense was spared ; she was three years
old, and I found no less than 5,000 treenails quite rotten.
Capt. E. smut.
: May 1839.
686. Are you acquainted with ships belonging to the ports in the north-east
coast engaged in the timber trade to Canada ?--Not particularly.
687. Then you are not aware that it is the practice of owners of ships engaged
in that trade, after they have made two voyages in the summer season, to lay them
up for the winter ?I am quite aware that it would be impossible for any ships to
accomplish more than two voyages.
688. Are you aware that there are a great many ships engaged in Canada
belonging to the north-eastem coast which, after having made two voyages to
Canada, are laid up for the winter ?Yes.
689. Do you include the cases of those ships in the general description you have
given of the ships being of an inferior class which are engaged in that trade, or do
you mean to except them ?There are exceptions ; there are good ships employed
ijn the timber trade, but there are a great many more, in proportion, of a very bad
escnption.
690. Looking at the general character of the ships engaged in that trade, do you
mean to say that there are more inferior ships engaged in the Canadian timber
trade than in any other trade ?Yes; I consider ships are engaged in that trade
that no merchant would allow perishable articles to be shipped on board of.
691. A ship may be adapted for a cargo of timber, which is not adapted for a
perishable cargo, may she not ?Yes.

692. Do you mean to say that though a ship may be a very unsafe ship for a
cargo of sugar, she may not be a very safe ship for a cargo of timber ?l should
not say so; I should conceive that a cargo of timber strains a ship much more than
a cargo of sugar.
693. Mr. Chapman] If it is improperly stowed?A cargo of timber strains a
ship very much.
'
694. Have you not ships in the timber trade well doubled and well prepared, so
as to be able to do their duty ?--Y's;
but, generally speaking, I do not approve of
doubling ships.
695. Do you think something depends upon the character of the owner keeping
the ships up ?Entirely so.
696. Sir E. Codrington] If you had your choice of two ships, one to be em
ployed in the West India trade, and the other in the timber trade to Canada,
would you not think it necessary that the stronger of the two should be employed
in the timber trade as respects safety ?-Undoubtedly.
697. Mr. Chapman] But as respects the good carrying of the cargo to prevent
its being damaged by wet, you would choose the newest and the best ship for the
cargo of sugar ?Yes, and while a little leak in the top side would be of no im
portance to the timber cargo, that leakage to a cargo of sugar might be of
importance.
698. Sir E. Codrington] Does not the custom of taking ships from a trade like
the West India trade into the timber trade, arise from the less liability of the
people to be lost by timber that will oat, than by sugar or any thing else of that
nature '.'That, unfortunately, has been the leading feature which has led to
deplorable instances of the loss of timber ships.
Captain William Davis, called in ; and Examined.
699. Chai1'man] ARE you master of the Resolution ? Yes.
Capt. IV. Davis.
700. Is that a timber ship from Quebec ?Yes.
701. Are you not from Quebec this last year ?Spring voyage.
702. Did you sail from Quebec in the fall of the year ?No, from Miramichi
on the 13th of November.
'
703. You were on board of the Earl Moira, were you not ?Yes, Icame
down the river three miles with her.

704. Was she sailing to England ?Yes, she passed my vessel, the Resolu
tion, and I went on board of her to put my letters on board.
705. Then you had an opportunity of seeing how the Earl Moira was
laden '.'---Yes.
0.9:.
v 2
706. Will
.44
Capt. W. Davis.

706. Will you state to the Committee the condition in which that ship was,
.;--i
whether she had any deck-load of timber on board ?One tier fore and aft within
2 May 1 839.
six feet of the windlass, and two or three pieces on each side of the long-boat.
707. Do you mean to say that the whole deck was covered with one tier ?Yes.
708. Was the Earl Moira a ship or a brig ?A brig.
709. What burthen was the Earl Moira? -I should think she was near about
300 old register; she would take from 450 to 500 load of timber.
710. Did you take notice whether she had water on deck '.'-I did not.
711. Mr. Alderman Thompson] How long were you on board of her ?About an
hour and a half, I think.
712. C'bairman] Have you been long engaged yourself in the timber trade ?
Eight years.
713. Have you been commanding a ship all that time ?-Yes, fteen voyages
I have been.
714. What trade were you in before you went into that ?I traded for two
years to France ; but fourteen years before that 1 was in the Mediterranean trade,
not as commander.
715. But you have commanded in the fteen voyages to America ?Yes.
716. Have you always commanded the same ship, the Resolution ? I have
had this vessel only two years, the Resolution ; I sold the one we had last year.
717. What tonnage is the Resolution?Two hundred and seventy-one.
718. What were the other ships you commanded before ?One hundred and
eighty-three tons register.
719. You commanded only one other besides the Resolution ?Only one in
the timber trade.
720. What load of timber did each of those vessels carry ?The rst 240
loads.
721. Did you slow that invariably upon deck as well as below .'I generally
put one small tier on deck, 12 inch timber.
722. Summer and winter ?Very little in the fall voyage.
723. What proportion did the deck-load of the 183 ton vessel bear to the whole
cargo ?About a fteenth part, I should suppose, because I took a very small
cargo on deck.
724. What number of crew had you in that ship ?Ten men and a boy.
725. Including yourself?Yes.
726. What wages did you pay in that ship?I gave them from 45s. to 50s.
72.. That is per month 7'Yes.

728. You came from the Mediterranean trade to that trade; what wages were
you in the habit of paying, at that time, in the Mediterranean trade ?From 38s.
in 40s. and 4..9.
729. Then you have paid from 5s. to 7s. per month more in the timber trade
than in the Mediterranean trade '.'Yes.
730. Was that the general practice at that time with the other ships ?It was,
in our port.
731. In the ship that you have commanded the last two years, of 271 tons, what
quantity of timber did you carry ?-Three hundred and seventy-one.
732. Have you been in the habitof carryinga deck-load upon that ship likewise,
as well as the other ?Yes, I took in the whole deck-cargo last voyage, unfortunately.
733. Each voyage you have been in the habit of taking in deck-cargoes '.'
Yes.
734. Have you been taking in a smaller deck-cargo or a larger deck-cargo in this
vessel than the other ?--I have taken a larger in proportion, because this is a
ush deck vessel, and the other a long quarter-deck.
735. Was the deck-cargo of the Resolution more than a fteenth part of the
whole ?I should think a twelfth or a thirteenth.

736. Had you any deck-load when you sailed this last fall, the 13th of November?
I had.
737. Did you observe any injurious effects from that deck-load ?I did.
738. Will you have the goodness to state what injurious effects you felt from it?
The rst thing was about the 23d of the month, when the gales came on from
the westward.
739. Where wereyou then PBetween44and47longitude,ano 42%_and43 latitude,
consequently I was obliged to heave-to, and could not run, and we shipped several
heavy
ON SHIPWRECKS or TIMBER SHIPS.
45
heavy seas, and that set all the cargo aoat upon deck, and we were obliged to Capt. W. Davis.
heave what we could come at overboard, and a great part of the rest was washed
oven
.2 May 1839.
740. Mr. Alderman T/ZOMP-$072.] Then you either heaved over the whole of the
deck-cargo or it was washed over ?-All but four or ve pieces.
741. Chairman] Should you have got rid of all if you could ?Yes ; we could
not heave those over.
742. Mr. Alderman Thompsom] What effect had it upon the vessel, did it
relieve the vessel ? It did.
743. How long did the storm continue after you had got rid of your deck-load
ing ?From that time to the 3d of December, till we got to Scilly.
744. You were not lying to all the time ?After I got clear of the deck-cargo,
the gale moderated and we bore away.
745. Do you consider that the preservation of your ship was consequent upon
her being relieved from her deck-loading ?In a great measure.

746. Sir Charles Vere.] What was the height of the deck-load that you had ?-~
Sixteen-inch timber.
747. Chairman] You had only one height ?Only one height.
7'8. Mr. Alderman Thompson] Were you the sole owner of the Resolution '2
Part owner.
749. What was your inducement to take deck-loading at so late a period of the
year ?---The inducement was, like many other masters, that every person was willing
to take what he could.
750. You wanted to get as much freight as you could ?Yes, and unfgrtunately
the captain of the brig, the Earl Moira, was bound to our port for orders, and I
did not like to come away without a deck-load.
751 . Then your great inducement was, that the Earl Moira had a deck-load
ing, and therefore you did not like to go without it ?Yes.

75 2. Where was she going to ?To Penzance.
753. She belonged to a rival shipowner in Penzance ?Bound for orders.
754. Chairman] What wages have you been in the habit of paying. to your
crew this last year ?Fifty-ve shillings.
755. What wages are paid in the Mediterranean trade and the other trades FFrom 45 s. to 50 s.
756. What is the reason of the diiference in the wages between the ships in those
trades ?Sailors do not like to go the timber voyages if they can get a Mediter
ranean voyage, on account of the wood coming into the bows of the ship where the
men lod e, and their lying on the wet timber.
757. hat is, in the berths they have a height of timber under them ?I never
had that during the time I commanded a vessel.
758. Mr. Alderman Thomps0n] But the seamen are not so well accommodated
on board a timber ship as on board a ship containing a general cargo ? No, they
are not.
759. Do you pay a higher rate of wages for the autumn cargo than the spring L
I never did.
_
760. Mr. Chapman] What wages do you pay now ?Out of our port, London',
55s., 31., or 31. 5.9., has been paid this last fortnight.
761. Chairman] Are wages raised to the Mediterranean ?No, I believe

not.
762. They are 45 s. to the Mediterranean, and 31. or 31. 5s. to Quebec out
of London ?Yes.
763. Mr. Alderman Thompson] Was the Resolution chartered, or did she bring
timber on her own account?She was never chartered; owners account.
764. Chairman] Is your ship surveyed in the Register Book ?Yes.

765. What character does she stand .'Nine years of the rst letter.
766. Mr. Alderman Thomps0n] Where was she built?At Stockton; she is
four years old.
767. Chairman] Do you nd that she has worked from the bad weather ?She
has strained a little on the leeward side or larboard side.
768. Though a new ship four years old, she has felt the inconvenience of the
deck-load that you have brought ?Yes.
769. Mr. Alderman Thompson] Were her top sides much injured ?Her lar
board side a little.
0.91 .
'
F
770. Chair'lmm-]
46
089% W-Davis
770. C/zairman] What number of men did you carry in your ship, including
yourself ?Twelve and a boy.
9 M? 1839'
771. Is it your opinion that all ships ought to submit to be surveyed ?--Yes,
before they leave the ports of England.
772. Do you think, in the event of ships not being surveyed, or the owners not
choosing to submit to a survey, that the responsibility ought to be thrown upon them
to prove the sea-worthiness of a ship in the event of her being lost ?I think it
ong773.
ht. Mr. Alderman Thompson] How often do you think they ought to be
surveyed ; do you mean that they should be surveyed every voyage '-'Accor'ing
to the age of the ship.
.
774. C/zairmam] Iallude to the rules laid down by the insurance offices for the
Register Book, not a private survey of the owners ?Certainly a ship should be
surveyed in the spring voyage, going out.
775. Mr. Chapman] Do you attribute the loss of the Earl Moira to her
having this deck-load ?-Yes.
776. You think she would have come safe if she had not had this deck-load ?She would have come safer if she had not had this deck-load.
777. Chairman] Do you consider a timber cargo, if fairly stowed and the shi
properly ballasted, would be a safe cargo for a ship to bring home across the seas.
-As safe as any cargo that ever was put into a ship.
778. But do you consider she would be fairly stowed if she had a deck-load
upon her ?No.
779. Mr. Alderman T/z0mpson] Do you know the age of the Earl Moira?
I think about 30 years.
780. Do you know how she stood in Lloyds Register Book i--No.
Martis, 14 die Maii, 1839.

MEMBERS PRESENT;
Sir C. Vere.
Admiral Codrington.
Captain Gordon.
Mr. E. Tennent.
MR. GEORGE PALMER, IN THE CHAIR.
App. No.3, p.97. Mr. Graham attended, and delivered in a copy of the rules, according to the
order of the Committee.
[Thejbllowing Letter was read :]

Sir,
73, Cornhill, May 13, 1839.
I BEG to return you the copy of my evidence corrected, as also Question 614,
by yourself; the name of the vessel passed by the Hebe, Captain Wright,
water-logged, and her crew lashed in the fore-top, was the Frederick, of
St. .Iohns, New Brunswick.
The Hebe arrived here the 1st March this
year; Captain Wright says he could not take the crew off in consequence of its
beinga gale of wind at the time, and a heavy sea.
Your obedient servant,
G. Palmer, Esq.
Chas. Walton
Mr. Alderman Pirie, called in; and Examined.

M,..
781. Chairman_.] I BELIEVE you are a great ship-owner ?Not a great ship
Alderman Piria. owner; I am a ship-owner.
-----
14 May 1839-
782. And well conversant with the mercantile shipping of the port of London ?
Ithink I am.
783. How many years have you been so ?About 40 years.

784. Are you at all acquainted with the character of the timber ships that are
in the habit of carrying timber, either for North America or the Baltic ?Yes.
785. Will you have the goodness to state the character of the ships generally
employed in both trades; the kind of ships employed in that trade in general P
I should
47
I should say in general they are vessels from 250 to 450 tons register; some are
considerably larger; some are 600 and 700, even larger than that; but I should
Mr.
Alderman Pivic.
take the average to run from 250 to 450.
786. Are the ships built for that purpose in general, or are they ships that are
thrown out of other trades ?--Why there are a great many of those ships that are
built for the trade, such as the ships built on the eastern coast, Hull, Sunderland,
Whitby, Newcastle and Aberdeen; many of them are built originally for that
trade; others again, those out of the port of London, are principally vessels that
have been employed in the West India and other trades, and have become unfit
for that trade, and have been put in theitimber trade.
787. Can you state what you consider to be the general proportion of ships that
are built specially for the trade and kept in the trade, and those that are thrown
into the trade from being unt for other trades ?-No, I do not think I could speak
correctly as to that.
788. When you state that there are ships that have become unt for other
trades, from what reason is it they are unt for other trades ?I should say a ship
may be perfectly t to carry her timber cargo, when she would not be t to carry a
cargo from the East or West Indies.
789. Are they in general ships that have been some time in other trades, old
ships, or are they ships that have from accident become unt to carry dry cargoes? '
--I should rather say the largest proportion of timber ships were vessels origi
nally intended for that trade, and built for it ; I am rather disposed to think so.
790. But those that are put into it from other trades are put into it because
they have become unt for other trades, I think you say '.'Yes.
791. Either from age or accident ?Just so.
792. Are you aware of any losses that were sustained in the timber ships ?
No, I am not able to give you a correct account.

793. Are you aware if there have been a great many losses ?Yes, a great
man
. Are you aware whether they have been lost in that situation where other
79y4.
ships engaged in other trades are not usually lost; in the open sea, I am speaking
of ?I should think that a great many of those ships coming from the lower ports,
or Quebec, late in the season, particularly if they have deck-loads, they must have
been water-logged and gone down ; there are many you never hear of at all.
'
795. I am speaking of those ships, the account of which I suppose you must
have seen or heard, as well as others, in Lloyds List, of having been fallen in
with as wrecks in the middle of the Atlantic, between the two coasts ; do you
consider that ships in other trades would be lost in the same situation '!No, I do
not think it.
.
796. To what cause would you attribute the loss of timber ships in that situation ?
I should think it is principally from the lateness of the season at which they
come from the coast of America ; and particularly if they take a deck-load at that
season of the year.

797. What effect has the deck-load on the ship, as to occasioning a loss ?-It
depends a good deal on the construction of the vessel; a long, narrow, deep ship
would feel it more than a vessel with a good breadth of beam; it would make
the ship very laboursome, and prevent the seamen from navigating her so easily
as they would be able to do if the decks were clear.
798. How do you imagine the deck-load occasions the loss of the ship; is it
from the situation, or from occasioning the ship to work more, or leak ?N0
doubt with all that top-weight the vessel will be very much strained ; for instance,
if the deck cargo were to shift, to get to leeward, it would carry away the stanchions,
strain the top sides of the ship, and she would necessarily make water.
799. Do you consider that any ship is suited to carry such a heavy load on deck
as the deck-load of timber and other articles would necessarily amount to, from
the manner in which they are built ?No, I think not; I think vessels generally
are so constructed that they will carry in the hold sufcient cargo, and if so, would
be very unsafe to carry cargo on deck.
800. Do you know what the proportion of deck-load in general in timber ships
is to the whole cargo?That, again, would depend a good deal on the construc
tion of the vessel.
I should say from eight to ten, and in some cases twelve per
cent.; perhaps ten per cent. would be a fair average, taking them generally; some
carry more, some less.
0.91.
F 4
801. What
14 May 1839.
48
Mr.

801. What is the freight of timber .by the load this last year ?The freight is,
Alderman Pirie.
I think, somewhere about 40s. to 4 5s. a load ; you may take it, on an average, at
two guineas a load, as a fair average.
14 May 1839
802. Is it the same at both seasons of the year ?No; they give a little in
crease as the season advances; the insurance becomes higher, and the ship-owners
demand a higher freight; I do not think the freight is at all proportionate to
the premium.
803. Can you state how many loads of timber a ship of a certain tonnage,
according to the old register, carries ?-A ship of 300 tons register, a full built
ship, would take about 500 loads in the hold.

804. Old measurement ?-Yes, or rather more.
805. What number of men will a ship of that size carry '.'What they carry
and what they ought to carry are different.
806. What do they carry ?A ship of 300 tons, I should say, ought to have
from 14 to 15 men and boys.
807. About ve men to 100 tons?Yes.
808. Do you consider that suicient for the purpose ?It is quite little enough;
they run it as close as they can, freight being so very low.
809. In the event of a ship becoming leaky, how would that number he sui
cient for the common purpose of pumping ?I should think they would be very
short, and it would be diicult for them to navigate the ship and attend to the
pumps at the same time; it would be very hard work for the crew.
810. Have the ships coming from America in general the assistance of the pas
sengers on board too ?No, very seldom, indeed; they have in the spring of the
year a good many passengers going out, but they seldom or never have any home.
811. What are the wages paid to the seamen in the timber trade?The wages
vary according to the season of the year when the ship sails; lately they
had great diiculty in getting men; the wages were as high as 55s. and 3l. a
month.
812. What wages are paid in other trades ?We lately had two ships going to
India; they were at Gravesend at the same time with the ships bound to America,
and were detained six days for want of men, the seamen being tempted by 55s.
or 31.; we were obliged to give 40s., in some cases 4589
whereas it is usual in
those long voyages to India and China to get them at 35s.; therefore there is an
increase in wages this season.

813. That is in consequence of its being a long voyage ?Yes, they do not pay
so high for long voyages.
814. In comparison with voyages of the same description, the Mediterranean
and the West India Islands, the wages are about the same as in the North Ame
rican voyages ?----I should think there is very little difference.

815. Between the timber ships ?I think not; it might perhaps be from 3s. to
5s. a month ; that depends entirely on the season of the year ; in April last there
was a great scarcity of seamen, in consequence of the prevalence of easterly winds;
we had few arrivals, and men became scarce; I believe they gave high wages in
consequence, to get the ships away.
816. How are the people berthed on board the timber ships ?In the fore
castle, generally.
817. Is that space entirely appropriated to their use both out and home ?I
think so ; it ought to be so, for them and the provisions.
818. Are the provisions stowed always in their berths ?No, not always, but
in those timber. ships they frequently are; I suspect they are very frequently
garried on deck, at least part of the provisions and water on the passage
ome.
819. Do you consider that the berths of the seamen ought ever to be encum
bered with water and provisions, or any part of the cargo ?No, certainly, no part
of the cargo; Ido not suppose they do take any part of the cargo in timber
ships ; I should say they do not.
820. Do you consider it necessary that a proper quantity of water and provi
sions should at all times be kept under deck ?--Decidedly so; supposing they
lose their deck cargo, the water casks and every thing else would go overboard;
the provisions would be lost, and the crew left in a state of starvation, as you may
have
49
have seen by the late accounts which have appeared in the public newspapers of
unfortunate beings found in that situation.
821. I think you spoke of the loss of ships; are you aware of the loss of these
ships having been attended with great sufferings on the part of the crews ?Only
from what I see reported in the public newspapers; but I happened to be sitting
one day at the Mansion-house for the Lord Mayor, and some relations of parties
came to complain of great distress, and stated the case to me, and a very horrible
account they gave of their sufferings822. Do you recollect the name of the ship ?I think the ship was the Earl
Moira, but I am not quite sure.
823. Are you alludin to the case of a child of the mate?Yes, the mates
wifes mother called at t e Mansion-house to speak to me about it; they found
part of one of the boys remaining; the other part had been eaten by the crew;
it was deplorable, the account given to me.
824. Are the wages of the seamen ever paid up to the time of the loss in ships
of that kind, or to what part of the voyage are the wages paid when the ship is
lost ?If a ship goes from this country in ballast, and if in returning again with
a cargo she is lost, the sailor loses all his wages; if a cargo is taken out, and the
ship earns freight, he is paid his wages up to the time of the delivery of the
outward cargo; but if a ship going in ballast, and returning with a cargo, should
be lost on her passage home, then the sailor gets nothing except the month's advance
he receives before sailing, and any little advances made to him in the country.
825. He receives one months advance from sailing ?-Yes, in the American
trade.
826. Does he receive any advance in the country ?They get a trie, but
nothing of any consequence.
,
827. Do you know what the premium of insurance is at different periods 011
those ships to America ?Yes.
828. What?In the early part of the season to Quebec it is rather higher, on
ships sailing in March or the early part of that month, than on those in April;
there is more danger of falling in with the ice out of the St. Lawrence; the pre
mium would be on an average 25 s. to 30s. per cent. outward early in the season.
829. Out and home ?--Out only.
-830. What is out and home?Forty-ve shillings to 50s. on the early ships, and
on the late from six to ten guineas per cent., depending on the quality of the ship,
and the period at which they leave America.
831. What proportion does that bear to the premiums of insurance on ships
bound to other parts of the world, is it higher or lower ?It is considered a high
premium, but the underwriters, I believe, in the long run do not nd it pay
them; and when you look at the lowness of the freight, it has been a matter of
astonishment to me how the owners could afford to send them out and pay such
premiums; for they do not get an advance of more than from 2s. to 3s. a load
on the late ships, and how they can afford to pay that premiuml never could
understand.
832. When you speak of the value of a ship of 300 tons, could you speak of
the general value of a ship of 300 tons going for timber, her insurance, and the
value of her freight, and the value of the cargo ?Yes.

833. Take the value of the ship first ?You may take them on an average from
eight guineas to 91. a ton, one with another; some are more valuable, others
less; probably, as far as my judgment leads me, I should say 91. would be a
fair average; that would be 2,7001. for a ship of 300 tons ; the freight about
1,1ool., gross; the value of the cargo will depend on what it consists of, and the
proportions of each.
_
834. Do you know what the price of it per load is ?Yes, the present price of
oak timber is from 1 s. 3d. to 2s. per foot, depending on the size.
835. In England you mean ?--No, at Quebec ; elm is gd ; red pine, 8d. to
9511.; the white, 4% (1. to 5d.
836. We want the general value of the cargo ?If you. take a ship of 300
tons register, 6001. would be about the average value.
837. You say a ship will take 500 loads ?--Yes, if you take a ship of 300
tons ; and the cargo may be considered at from 6001. to 6501.
0.91.
o
8 38. As
Mr
Alderman. Pirie.
-14 May 1839.
50
Mr.
Alderman Pirie.
ii.
14 May 1839.

8-38. As the insurable risk ?Yes, that would be 4,4001. ship, freight and
cargo, taken as an average; therefore it really has struck me, that the owner,
by bringing the deck-load, does actually gain nothing by it, but is rather a loser,
if you look at the extra insurance he pays for carrying a deck-load, and, probably,
the extra wages he gives to the men for going into the trade; say he has got 40
loads on deck, at 2 I. a load, he loses more than that additional freight in wear and
tear, which he cannot recover from the underwriters. If you were to go to the
underwriters, or to any of the offices, and inquire, What would be your pre
mium with leave to take a deck-load, and what without it? I should say the under
writers would take a third less premium, with a warranty not to carry a deck-load,
particularly on late ships.
839. In the event of a ship being strained by this deck-load in her upper works,
the repairs entirely fall upon the owners, do they not ?I should think so, unless
thesy have permission in the policy to carry a deck-load.
40. Imean the repairs of the ship ?Yes, if the injury arose from carrying
the deck-load ; but if they had permission from the underwriters to carry it, and
if, by carrying that deck-load, damage should arise, I think the underwriters would
be liable.
841. I think you have stated as to the two voyages, the premium of insurance
would be, for the rst voyage out and home, from 45s. to 50s., and the second
from six guineas to ten guineas; now, taking the medium of that, it would be for
the whole, the ship being out the two voyages, it would be 50s., and eight
guineas for the medium ?Yes.
842. That would be about 11 l. per cent. ?Yes, for the two voyages.
843. For the time she is out ?Yes.
844. For how many months are those two voyages occupying generally ?
I should say from nine to ten months.
845. What is the premium that you would pay for a ship that is insured to the
East Indies and back ?What part of India?
846. Any part~to the worst part; the highest premium to Calcutta?--To Cal
cutta, it is, on an average, 51. per cent.
847. Out and home ?Yes, out and home.
848. How long generally is that voyage ?About ten months, on an average.
849. Then, according to your opinion, the risk on timber ships is double the
sum that it is on ships going to the East Indies?-So the underwriters consider,
from the premiums they demand.
850. You have stated that higher wages are paid in the timber ships; have you
ever understood the seamen make objections to timber ships, from inconvenience,
or things of that kind ?I have not heard it; it may be so ; and it may arise from
their hard labour, and the inconvenience they are sometimes put to on their pas
sage home, or it may be the shortness of the passage; the crew, if they are only
a short time out, come back and soon spend all their money; they would rather
go for less wages on a long voyage than for higher wages on a short one; but I
have never heard them make any complaint.
851. You are aware that there is a custom for the Register-oice to examine
ships ?Yes.
852. Is that a custom that has been, by the common consent of merchants, ship- _
owners and underwriters in general, for the benet of trade ?I believe so; for
the committee is composed of merchants, underwriters and ship-owners.
853. But there is no law compelling a ship to be surveyed ?No.
854. Therefore it is optional entirely with the ship-owner whether he suffers the
ship to be surveyed or not ?-.Iust so.
855. Do you think itwould be at all reasonable in the event of the owner objecting
to the ship being surveyed, that in the event of a loss, he should either be obliged to
prove that the ship was sea-worthy, or to pay the seamen their wages up to the
time of the loss, as a penalty for not having had the survey before ?I do not know
how far this would be reasonable.
856. Your articles are generally drawn up so that the seaman is only entitledto
his wages to the port on delivering his cargo? Generally so; at the same time
it ought to be considered that the men are not compelled to go in any particular
ship ; nor are they impressed into the service ; they go of their own accord ;
but sailors do not look much to the quality of the ship.
857. Sir C. Vera] In order to prevent the great loss of life, what do you think
would
51
would be the remedy which might be obtained through the Legislature ?I should
say, if it were made compulsory on the part of the ship-owner to have his ships
surveyed by a proper authority, that would be preferable to leaving it to the sailor
to say the ship was un-seaworthy, that he might recover his wages whether the ship
arrived or not.
858. Chairman] Supposing it were compulsory, there ought to be public
oicers appointed under Government ?If it is made compulsory, of coure it must
Mr.
Alderman Pirie.
14. May 1839.
be done by a competent authority.

.
859. The Committee wish to know whether it would not be reasonable to hold
out some inducement to the owners to do that of their own accord ?It would be
very desirable; for at present it is quite clear if a man has got an inferior ship, he
will not pay the fee, which is always required under the_ new regulations, to get a
bad character to his ship, which might prevent his eliecting the insurance; if not
surveyed at all you do not know know whether she is in a good or bad state. If
underwriters were to refuse all ships not surveyed it might compel owners to have
their vessels surveyed.

860. Can you state whether the ships usually take ballast with timber cargoes?
Yes, they do take ballast, but it depends entirely on circumstances ; from Quebec
they generally have oak or elm at the bottom ; ships taking oak and elm would
not require ballast.
861. If they have not oak or elm, they ought to have ballast ?N0 doubt of it.
Mr. Joseph Somes, called in; and Examined.

862. Chairmam] YOU are a ship-owner ?Yes.
Mr. Joseph Samcs.
863. One of the largest, if not the largest, in the port of London; might we
ask the number of your ships ?I could not tell you within two or three; I sup
pose from 35 or 36 to 40.
864. In what trades are they engaged ?-In all trades.
865. Have you any engaged in the timber trade?--Occasionally, not very often.
866. Have you any engaged both to the Baltic and North America ?Occa
sionally to the Baltic, and occasionally to America, more to the southern side.
867. Be so good as to state, as a shipowner, your opinion in regard to the lading

of the timber ships?I think the great loss of timber ships is occasioned by their
bringing home the deck-loads in the winter season; because in taking these deck
loads, many of the ships having 30, 40 and 50 tons weight of timber on their
decks; to counteract that, they are obliged to have a corresponding quantity of
ballast at the bottom; they are so deep when scuddmg in a gale of wind, they can
not steer them within three or four points of the compass.
868. As a shipowner, do you approve of their carrying deck-loads?-Decid
edly not; 1 prohibit my captains from carrying them.
869. Do you speak of it with regard to the general security of the ship, or to
the general interest of the owner?I do not consider the ship safe with a deck
load, not in a winter passage.
870. You speak of a winter passage ; is it because the weather is more likely to
be had during winter than summer ?Decidedly.

871. Then if a ship met with equally bad weather in the summer-time, she would
be equally dangerous ?I have met with as bad weather on the Banks of New
foundland in June as in December.
872. Have you ever been yourself ?I have.
873. With regard to the effect of a deck-load upon the crew of a ship in the
working of a ship, is there any other objection to the deck-load than the effect of
its weight ?There are a variety of objections; they cannot work the ship so
well ; the ships frequently are tender or crank, lying on their beam-ends from it ;
and if the ships make water, they cannot get the water to the pumps from the
ship lying down so much.
874. Do you know now what wages are paid to Quebec ?They have been as
high as 55s. a month this season.
875. Are those wages equal to the wages paid to other ports in the Mediterra
nean or the West Indies ?I have just started a ship, for which I pay 40s., that
has gone to the East Indies; it is about 45 s. to the Mediterranean.
876. And 55s. to America ?Yes.
877. I)o you consider the reason of the di'erence to be because the seamen
0.91.
e 0-4
consider
52
Mr. Jose];/1 Someg,
consider one voyage more dangerous, or that they have less comforts ?-I think
there is no doubt of it ; there is a great deal of hard work in the Quebec voyage.
14 May 1839.
878. Do the seamen load the ship at Quebec ?-They do.
879. Do you consider that a ship would be safe with timber without ballast ?
It depends on the construction of the ship entirely.
-880. Do you mean with regard to the proportion of the breadth to the depth ?
Yes ; if you have got a deep narrow ship, she will require a great deal of
ballast in the bottom; on the contrary, if you get a shallow north-country ship,
she does not require ballast.
881. Can you state the character of the ships generally employed in the timber
trade ?Many of the ships employed in the timber trade could do without ballast,
if they did not take the deck load.
882. If some ships are deeper in proportion to their beam than others, the
Committee wish to know whether with those ships it would not be requisite to
carry ballast if they were to be loaded up to the same height as the broader
ships ?They would require a great deal more ballast, those long narrow ships;
but long narrow ships ought not to carry timber on deck.
883. Do you know the different proportion the depth bears to the breadth in
general in the merchant service ?Yes, I do.
884. Now, do you think it reasonable to limit the height of the timber according
to the breadth of the ship'.'No; if the ship is deep, she would bear a certain
proportion of ballast, some ships have 20 feet, some only 18.
885. What proportion do you consider the deck load would hear ?I should
think about 10 per cent.
886. Do you think ships ought to be subjected to a survey before they go to
sea ?---I am decidedly of that opinion ; many ships in the timber trade are certainly
not seaworthy.
887. Sir C. Vere] From what cause 3 From their defective state, they will not
have them surveyed nor classed in the books, they are so defective.
888. What do you think is the principal cause of the loss of timber ships on the
sea ?'The badness of the ships and the deck-cargoes; deck-cargoes are the chief
cause; I have been at sea myself, and I know what their state is.
889. What do you think would be a prevention of this great loss of life, what
could be best resorted to as a legislative remedy '.'I think there ought to be an
Act of Parliament against taking a cargo on deck; I have had experience; I
know the loss of life in North American ships is occasioned by heavy loads ; in
taking a deck load, a ship of 400 tons may have from 40 to 50 tons weight on her
upper deck; well, then, to keep the ship what we call upon her legs, she must
carry a corresponding quantity of ballast, that brings the ship so deep into the
water, that she is not seaworthy; I have seen them many times come into the
River Thames in that state; the proportion on deck is about one-tenth.

890. Is that worth while ?I can prove it to any reasonable mind the owner
loses_by it, by the great wear and tear, and the loss of life particularly, which is
of great consideration.
891. Do you think, besides the prevention of deck loads, it would be right to
require surveys ?Yes, unquestionably ; many ships in the timber trade ought not
to go across the Atlantic; they are totally unseaworthy.
892. Do you think it is a peculiar trade, requiring peculiar precautions for the
preservation of life ?Yes; the ships that go to the timber trade are worn out in
other trades; there are some fine ships, but, generally speaking, they are bad
ships, and require most rigid surveying; there was one ship, the Midas, I pro
nounced, in the River Thames, that she never would come home; she foundered
before she got half way across the Atlantic; they would not have her at Lloyds.
It is distressing to see the loss of life every year from these North American
ships; the cause of the loss of those ships is, they lie down on their beam-ends,
that they cannot get the water to the pumps; they get down to the broadsides;
it is cruel; that is the cause of the loss of them.
893. Can you suggest any means by which shipowners might be induced to
the present register-book has that effect now, for we find that if they are not
classed in the register-books, the underwriters will not write them at any price;
submit to a survey of the ship, if there was a positive enactment to do so?I think
it has had very good effect. This survey we have now, it is composed of 24
members, eight shipowners, eight underwriters and eight merchants.
Mr.
53
Mr. A. Jmuon.
Mr. Alfred Jansen, called in ; and Examined.

14 May 1 839.
894. Chairman] YOU are an underwriter?Yes, I am.

895. You are accustomed to write timber ships ?Yes, I am quite accustomed
to do so.
896. And also risks of all sorts to all parts of the world ?Yes, with very little
exception.
897. Will you state the premiums for timber ships from the different ports in
the Baltic, and at different seasons homeward '.'--From the Baltic, the premiums
vary so very much, it is difcult to give any thing like a general answer; I think
the lowest summer price under the most favourable circumstances is 12s. 6d., and
they rise in the winter to 31., 51., 61., 71., 81. The worst time from the Baltic
I consider to be the latter end of October and the whole of November; therefore,
the premiums are then the highest; taking a good class of ships, perhaps ve
guineas will ordinarily cover the premium on a cargo home in November;
it likewise makes a difference whether the ship comes from the Baltic to the east
or the west coast of Great Britain.
898. Are those ships frequently lost coming from the Baltic in the winter
time PI think not particularly out of proportion ; they are more so than others,
but not at all to the extent to which the remark would apply in reference to the
British American ships.

899. Your premiums of insurance being ve and six Iguineas, are they frequently
lost from accidents arising from getting into the port;
speak of total losses; are
there many total losses ?-There are frequent total losses, but not very much out
of proportion; I think our total losses in the Baltic, are not very much out of pro
portion to other classes of ships.

900. Can you state whether those losses are attended by any great sufferings of
the crews from starvation, or any thing of that kind ?I have occasionally met
with such circumstances from the Baltic; not perhaps of absolute starvation, but of
great sufferings from the cold; ships have been oating about for two or three
weeks in a water-logged state before the crew have been saved by other vessels.
901. Is that a thing of frequent occurrence with the Baltic ships ?-The Baltic
late in the season is a dangerous voyage, and I should say that every year some
cases occur; but I do not think I should be justied in saying they are very fre
quent from the Baltic; at that period of the year an immense number of vessels
are generally passing and re-passing through the North Sea, which is a narrow sea;
and I think the crews are usually saved within a few days after the ships are disabled.
902. There is a great chance of their being fallen in with ?A very great
chance, indeed.
903. Do ships in the winter time bring deck-loads from the Baltic in general P
They do partially from the Baltic, and from Norway very generally indeed, I
believe; I am not quite so competent to speak to the ships from the Baltic ports.
904. Are the Norway ships built purposely for timber, or are the English ships
built for the timber trade?I speak of the Norwegian ships; I think English
ships bring no timber from Norway, or scarcely any.
905. Those insurances you have spoken of are on Norwegian ships ?-No, on
British ships from the Baltic, not on Norwegian particularly; they all, more or
less, partake of the same character.
'
906. Do you know whether the Norwegian ships are better suited to carry
timber than the English ships generally ?We generally consider them to be so,
it is their peculiar trade, and we look upon them as tted for that purpose.
907. Sir C. Vera] You do not happen to know what the losses are in Norwegian
vessels, whether the losses are as frequent in the Norwegian vessels as they may
be in vessels going from England ?I think the losses from the abandonment of
vessels are not so frequent in proportion, as far as I am able to form an opinion,
and, perhaps, from other causes, (such as being driven Oll shore); they take their
proportion with every other class of vessels.
908. Is it usual in policies from the Baltic to guarantee against deck-loads in
any case one way or the other, deck-load or no deck-load ?The custom varies
very considerably ; it is not unfrequently done, and it is very frequently refused.
0.91.
_c 3
909. With
54,
Mr. A. Jansen.
14' May 1839.
909. With the deck-load ?Yes, but the practice varies in that respect.
910. What difference in the premium do you suppose there would be in the
case of two policies, one offered with the deck-load and one without the deck
load ?With regard to the Baltic insurance there probably would not be any very
material difference in the premium, for the subject ofdeck-loads has never, I think,
been very much mooted in reference to the Baltic ships; still it would make a
difference.
911. l)o you consider that that, from the shortness of the voyage, is not of so
much importance, the shortness of the distance from port to port?This is one
circumstance that would induce the distinction not to be made ; another is, which
is my own impression, these vessels do not carry deck-loads quite to the same
extreme as those from British America; but that is a point I am hardly competent
to offer an opinion upon.

912. Do you know whether from the crew being better able for a short time
to go through the fatigue of pumping, the voyage being only a few days from one
port to another, in case of necessity the crew would be better able to stand to their
work than for a longer voyage ?-That is no doubt one reason.
913. What is the premium to North America on timber-ships in the two seasons,
the spring and the fall?The summer ships bring timber home at about 30s.,
varying a little according to the goodness of the ship ; and in the autunm, embracing
the months of October and November, the premium will vary from ve to eight
guineas homeward only.
914. Is there any difference made in those premiums according to deck-loads
being guaranteed ?--I have frequently seen a difference made in premiums for
that guarantee.
915. Can you state what that difference is in your opinion ?I think it has
generally been about one per cent. upon the autumn premiums, that is, from
ve to eight guineas; but so many circumstances enter into the question of
premiums, it is difficult at all times to x the exact allowance made for any indi
vidual exception.
916. Are premiums for cargoes from North America greater in proportion than
the premiums from the West Indies .The
voyages are out of all proportion;
they admit of no comparison; the northern parts of the United States come
nearest, in point of their geographical character, and there the difference is very
great; a good vessel properly laden from Boston, the most northern part of the
United States, would be done in the winter season at even one-third of the price,
or less than one-third, one-fourth, of :1 Quebec ship.
917. Is that in consequence of the ship in your estimation being a better ship,
or of the cargo being of a more secure description PIt depends on both, it is
inuenced by both circumstances, by the general class of ships in one trade being
very superior, and by the stowage and character of the cargo in one case being
superior to the other, and it partly arises from one being an open sea voyage not
having the risk of the River St. Lawrence; but the character of the cargo and the
general character of the ship contribute largely to the increased premiums from the
settlements in North America, as compared with the premiums from the adjoining
P orts.
918. Are you aware of the situation in which wrecks of timber ships are fre
quently found, a considerable number being found in the open sea ?Such cases
have continually come under my notice.
919. Do you hear of other ships from the West Indies or from North America
being known to be lost in the same situations ?Very rarely in the same way; we
not unfrequently have vessels from the West Indies and other southern parts, with
heavy cargoes, which are never heard of; whether they are destroyed by re,
or whether they go down bodily, we have no means of knowing; but they are
rarely met with at sea as abandoned vessels in the same way as timber ships are.
920. But in the proportion of one to the other, are they nearly equal, the loss
of ships in that way, the \Vest India ships ?The losses are quite out of propor
tion; the losses from British America are very much greater in proportion than
from any other part of the world.

921. Are you able to speak of the cause of the difference of the premiums from
America among the underwriters ?Only in the way in which we derive expe
rience, that is, partly by constantly associating with those who do know the cir
cumstances of the case, and partly from inferences we draw when the proper
documents,
ON SHIPWRECKS or TIMBER SHIPS.
55
documents, protests and other sea documents, are brought to us; we form an
Mr. A.Jamon
inference from these united sources, and have perhaps a pretty good ground-work
for such opinion.

'
922. From that information, what opinion have you entertained?-lVIy own
14 May 1839,
opinion for some years has been, that much of the loss and much of the distress
attending British American voyages has arisen from the carrying of deck-loads ; at
the same time a large proportion of the ships are of an inferior character, and that
will partially contribute to the same results; but very much of it undoubtedly
arises from their being improperly loaded, having a heavy weight on deck.
923. Do you consider that the deck-load is covered in the insurance by the
underwriter if it is not specied ositively in the policy?Decidedly not; that
is the impression, I apprehend, of all the underwriters.
924. Then, in fact, whenever a policy says in and over all, whenever that
in and over all is omitted, you consider there should be the difference of
re
mium you have alluded to before ?Not exactly so; the objection is to the ships
carrying the deck-load; the omission of in and over all would merely exempt us
from the payment of the loss of that portion of the cargo; the omission of the
terms in and over all has not the same effect as a warranty that the ship shall
not carry a deck-load; in the one case we insure only that portion of the cargo
which is under deck; in the other case, if the ship does carry a cargo on deck, the
insurance is void, and in the event of a loss, we refuse payment of it.
925. I understood you to say, the difference of the premium on insurance would
be, on the whole, from having the deck-load, one per cent. ?At least one per cent.
on the higher grade of premiums.

926. That is regarding the whole risk ; but supposing the deck-load alone was
submitted to you to be insured, should you be responsible not only for this one
per cent. difference, but would there be an extra risk of the deck-load being
thrown overboard ; what risk would that be considered ?If the deck-load were
insured separately from the general cargo, the premium would be, on an average,
nearly double the premium of that which is under deck; it would be more than
double on a low premium, and nearly double on the higher premiums.
927. Then this risk is entirely the owners risk, is it not ?Entirely the owners
risk, unless there is a specific contract.
'
928. Then that being the owners risk, that risk must he set against any earn
ings on his part for the freight of that deck-load ?-Yes, that ought to be so ; but
there is a counteracting circumstance which relieves him from the responsibility
in most cases, which is, that a cargo is simply valued in one lump sum; and
when the ship is lost, we cannot very well divide between that portion which is
under deck and that portion which is above deck; so that in the event of a total
loss, an entire loss of the cargo, it is very generally paid; but if simply that
portion of the cargo which was on deck was thrown overboard, then the under
writers would not pay for it, unless there was a specic contract to pay for it.
929. Have you any suggestions that you would thinkit important to make ?
I would only remark it is now, and has been for many years, the impression of the
underwriters generally, that a great deal of mischief arises from the carrying
of deck-loads; there is a great loss of life and great discomfort to all persons.
engaged in the trade; indeed, cases continually come before us where the pro
visions are washed overboard, and the deck-load breaks loose; it is evident that
the deck-load has been a contributing cause to the distresses that have befallen
the ships.
George Frederick Young, Esq. called in ; and Examined.

9 30. C/zaz'rman] YO_U are a shipowner and builder ?Yes.
G. F. young, Esq.
931. With regard to ships that are employed in the timber trade generally,
___-_
.
can you state what is the character of those ships, whether they are built for the
trade, or are drawn from other trades ?A large proportion of the ships engaged
in the North American trade consists of ships which having, from age and defect,
been proved to be insuicient for the conveyance of dry and perishable cargoes,
are employed for the conveyance of timber, being an article not subject to sea
damage; -there are also many new ships built for the trade, but they are conned
exclusively to the North American-built ships.
932. Those ships that are brought into the trade, are they ships which have
generally been built some years before ?They are.
0.91.
G 4
933. Do
56
G. F. Young, Esq.
14 May 1839.
933. Do you consider that a new ship is, from the nature of her fastenings and
the securities to her upper works, tted to carry a heavy load upon deck ?I am
decidedly of opinion that no ship ought to carry a load upon deck, viewed in
relation simply to the injurious effects likely to arise from the straining of the
upper works of the ship, and the danger caused therefrom, that is, from placing a
cargo in a situation for which the ship was not originally constructed, and which
she was not adapted to receive.
934. If that be the case generally with regard to new ships, is it not still more
necessary to guard against it in older ships ?~Undoubtedly it is. I have very
long been of opinion that a very considerable proportion of the disasters which
have occurred to timber-laden ships crossing the Atlantic has arisen from the
practice of carrying timber on the deck, although, from the entire loss of those
ships, it has been impossible to trace practically what has been the real cause of
the loss.
935. Do you consider that a ship bringing a fair load of timber properly stowed,
.with a due proportion of ballast, such as she might require, would be loaded with
a safer cargo than any other she could carry ?With respect to a very deep ship,
I should doubt it; with a ship which was over built, built too deep, if the cargo
that was in the upper part were lighter than timber, she would be more capable of
carrying such a cargo with safety, than she would if loaded with so heavy an
article as timber, as that weight might be counteracted by ballast at the bottom,
but by having asuicient quantity of weight in the bottom as ballast, to coun

teract a cargo of timber placed in the upper part, the whole weight of the ballast
and cargo might be so great, as to immerse the ship unsafely in the water.
936. Then, generally speaking, we are to consider that a timber cargo is not so
safe for ships ?For ships of that construction, of which there are many employed,
1t is not so.
937. As a ship-builder,wl1at is the effect of the timber upon the ship, in the event of
the ship leakingto such an extent as that the water lls the hold ; is there not anupright
pressure on the beams in exact proportion to the weight of the water and the weight of
the timber ?There is certainly a tendency in a ship that is actually water-logged

in the upward pressure, arising from the buoyancy of the timber, to force the beams
upwards, and absolutely to break up the ship, which is to me a very conceivable

case, when the timber is of a very light nature compared with its bulk, and the
ship not suiciently strong to resist that pressure ; it has always occurred to me
as one of the probable modes by which the destruction of ships may arise, from the
carrying timber on the deck, the great liability there is to its getting adrift; even if
secured effectually, it must be secured to the stanchions of the ship, which are
never sufficiently strong, in my opinion, to bear that pressure which is thrown on
them on the weather side, when the ship heels over greatly, and if the securities
to those weather stanchions give, the weight is then thrown down on the lee side,
tending to prevent the ship from righting again when the lateral pressure is
removed from her; I think also, that the timber being, as it frequently is,
adrift on a ships deck, it is liable to carry away the stanchions, break them off,
split the planks shears, and thereby admit water, from which a ship may easily
become water-logged; these effects are independent of the general straining which
must at all times result from placing a weight constituting a very powerful lever
on the extreme upper part of the ships hull.
938. Would the expense falling upon the owners of repairing the upper works
when strained by a deck-load be considerable ?Yes, it does lead to frequent
expense of repairs from damage arising from that cause.
939. In fact the straining of works of a ship is not conned merely to the
knees securing the beams to the top sides, but it extends to every bolt in every
part of the upper works ?It is liable to produce a gpneral looseness in the
fastenings of the ship, which cannot be effectually secured without great expense.
940. As a shipowner, will you have the goodness to give your opinion to the
Committee, whether it is right for the public, or for the interests of shipowners, to
allow deck-loads to be carried on a ship ?l t is my own unhesitating opinion, that
if the question be fairly viewed, it is not to the interest of a shipowner to convey
his cargo on deck; Idraw that inference from comparing, on the one hand, the
extent of the advantage he receives from the additional freight earned, and on the
other, the disadvantage under which he labours, in the liability to payment for
the loss of the cargo itself in many cases, and in the injury received to his ship
from the circumstances which I have previously named; I think, therefore, that.
on
57
on fair comparison, it entails on him a disadvantage more than equivalent to the G. F. Young, Esq.
benet he derives from the additional freight, independently of the question of

humanity, which we are all bound to consider.
'
-
14 May 1339
941. With regard to the water and the provisions for the crew, do you consider
it right that the ships should be required to have at least sufficient for the passage
under her deck ?I do unequivocally.
942. With regard to the number of the crew of these ships, what number do you
consider they generally carry, or do you think them sufficient ?I think they are,
under ordinary circumstances; but though I would not pretend to any opinion that
can be of much value on a question that is more nautical than connected with my
own pursuits, yet going on board, as I have frequently done, of timber-laden ships,
and having found, even when lying in port, that I have had considerable difficulty
in scrambling from one end of the ship to the other over the lumber that is piled
upon the deck as deck-load, I have, been unable to resist the conclusion, that
if I founda difculty under such circumstances, that diiculty must amount to

almost an impossibility, on a dark night in a gale of wind, with a ship beating
off a lee shore, for sailors to pass freely from one part of the ship to the other, for
the purpose of performing those evolutions which are manifestly indispensable to

the working of a ship under such circumstances.
943. The number of men has been said to be ve to a hundred tons; is that at
fair proportion ?I should think it is upon an average; it will be apparent that
the number of men required to work a ship will sometimes depend both on the
construction of the ship, the dimensions of the masts, yards and sails, and other
circumstances; but I think as an average number it is suicient.
944. Sir C. Vera] Do you not think that it becomes necessary for the Legis
lature to adopt some remedy for this evil, in order to preserve life, and, if so,
what do you think would be the best? The interference of the Legislature with
the transaction of commercial affairs I hold in principle to be exceedingly objec
tionable; but I think that where the interests of humanity are concerned, that
general principle ought to give way; and that even if the shipowner were to
sustain pecuniary loss therefrom, which in this instance I do not think he would,
yet still the Legislature is not only justied in exercising such interference, but is
bound to carry it into effect. I nd precedents for such interference in the case of
coaches, which are not permitted to carry luggage beyond a given height, lest the
top weight upon them should overturn the coach, and endanger the lives of the
passengers ; I nd the same; interference in the Building Act, by which the con
struction of houses is subjected to the supervision of responsible officers; andI
nd, that in the conveyance of passengers in ships, the Legislature has, by the
Passengers Act, expressly interfered to determine the quantity of cargo, the state
of the ship, as to sufficiency for the voyage, and the quantity and quality
of the provisions supplied;
I think, therefore, that equally on principle, and
under the authority of precedent, the Legislature is both justied in interfering,

and is bound to interfere.
945. Iave
you any suggestions to offer ?I have heard it stated as an objec
tion to legislative interference on this particular subject, that as any restriction
upon carrying deck-loads could only be made to apply to British ships, the
British shipowner would be by this restriction to that extent disqualied from
maintaining competition with the owners of foreign ships. I think that to the
extent to which alone I have ever contemplated the restriction might be carried,
that argument has little, if any, weight, because, as far as I am acquainted with
the facts, the injury arising from the practice of carrying timber on the decks of
ships is almost conned to ships crossing the Atlantic; and I need scarcely
remind the Committee, that the timber brought from our North American pro
vinces can only by law be imported in British ships. The extent, therefore, of the
injury that could be sustained by the trade would be, that by causing a slight addi
tion to the freight of the timber so imported, that timber would be, in that small
degree, less capable of sustaining its position in the British timbermarket with the
timber brought from the north of Europe.
But I do think, that that slight incon
venience is one which the trade could bear, and which it would, considering the
high protectionafforded to British North American timber, be most unreasonable
for the shipowner to interpose as an objection to the regulations which the interests
of humanity require.
946. Chairman] Do you consider that it should be imperative by law that all
ships should be surveyed, or do you not think it desirable, if made imperative by
. 0.91.
law,
58
G. F. Young, Esq.
law, that some inducement should be held out to the owners to do it in one way
or another ?My opinion is, that it would be extremely desirable that the com
14 May 1839.
petency of all ships for the performance of voyages on which they may be
despatched should be previously ascertained ; but, from long experience and con
siderable reection on the subject, I have hitherto failed in bringing my mind to
the conclusion that there is any mode by which such regulations could be comb
pulsorily enforced that would not involve in it difficulties and inconveniences

which might prove eminently injurious to commerce.
At the same time, I
think, by giving every reasonable encouragement to the proper equipment of

ships, much may be done, and great efforts are now making for that purpose
through the establishment of Lloyds Registry for Shipping, which, although it
may require in its working considerable amendment, is certainly improving the
general quality of British ships.
But I am sorry to say that out of the whole
number of ships which evade the benecial operation of that system, the timber
ships constitute a large proportion, although they most require that supervision.
I am not favourable to compulsion; if it could be well and impartially done, it
would be an eminent advantage, but I do not see how a proper tribunal is to be
constituted.
947. Do you think a person not submitting his ship to survey ought to have
any responsibility thrown on him in the event of a loss, to prove the ship was
seaw orthy before she sailed '.'I am afraid we must be content to trust to the legal
liability that attaches to a shipowner for the consequences of sending his ship to
sea in an un-seaworthy state, and to the gradual growth of sounder notions with
respect to their own interests than at present prevails among shipowners, and to
the extension of better feelings by which they may be induced to consider the
criminality of knowingly exposing lives to danger by sending ships to sea in an

improper manner.
948. I allude to the question of seamen's wages; admit that owners of pro
perty have means ofgoing into the question, if they like it, in a court of law, as to
seaworthiness, but as to the seamen, they having no means of protecting them
selves, do you think it would be reasonable, in the event of a ship not having been
submitted to survey at all, so as to give her a character, that that ship might be
made answerable for the seamens wages to the time of the loss, the owner not
having submitted to survey; and do you not think that would be an inducement
which might be considered reasonable ?The suggestion is a novel one to me, but
it does not appear, on rst view, to be objectionable; I should be inclined to think
very favourably of it; I would, however, reserve any decided opinion on it till
I could reect on the subject a little more, it being entirely new to me.
949. You are aware, in a Bill proposed some time ago, it was suggested by high
authorities in the House, that seamen should at all times have their wages up to
the last hour, the same as in the navy, but it was overruled ?I am quite aware of
that; but the result of such a general application of the principle would be very
different from its partial application precisely to that class of shipping, which I
admit to require every control that can justiably be exercised over them.
Jacob Hoyer, Esq., called in; and Examined.
Jacob [log/er, Esq.
950. C/2air1nan] YOU are an underwriter?No; my business is that of a

merchant and agent; my rm acts for one of the principal houses at Quebec, who,
upon an average, ship from 80 to 100 cargoes in the _vear; the whole of the
business passes through our hands; the number of ships loaded at Quebec for
England and Ireland, upon an average in the course of the spring and fall seasons,
is about 1,000.
951. That is 500 in each ?The spring eet is rather larger than the fall,
in some seasons 1,100 vessels are loaded.
952. What number of ships are loaded from the other North American ports?
I cannot inform you; I am not sufficiently acquainted with the whole; but the
number must be considerable.
953. Will you have the goodness to state whether you take up the ships, or
settle the charter parties yourself ?We receive instructions to sell a certain
quantity of lumber, as we term it; and we dispose of it in various parts of the

kingdom ; in the course of the season we may charter 20 to 30 vessels, some to
our own account, and some to parties to whom we have sold the cargoes.
954. What
ON SHIPWltECKS OF TIMBER SHIPS.
59
954. What is your custom with regard to deck-loads in those ships ?The Jacob Hoyer, Esq
i
shipowner is very tenacious upon this point, under ordinary circumstances; but he
has been lately more lax, in consequence of the great loss of life and property
which took place in 1836; the club-ships have been prohibited taking deck-loads,
and last year, I believe, none were shipped by them in the fall voyage; many ship
owners insist on having a clause inserted for the merchant to provide a deck
load, and we frequently cannot secure vessels unless we agree to it.
955. In that case who is answerable for the deck-load ?We become answer
able, and our underwriters to us.
956. Have you on any occasions objected to them ?---I have on several
occasions objected, but have been obliged to submit.

957. Have you, when you have objected to it on principle, yourself found that,
notwithstanding your objection, a deck-load has been put on board on other

taccounts?Yes; we had a cargo in 1836, and we specically agreed the ship
should take no deck-load; I wrote our house not to ship one, having effected
zjnsurance on such conditions. To my surprise, a letter was received in course
from Quebec, with a protest against the captain for taking a deck-load, which he
had purchased for account and by order of his owner, who resides in London;
the insurance was consequently vitiated, and I was compelled to apply to the
underwriters, and state to them the facts; they agreed to charge only one per
cent. more on the cargo, under the circumstances, but considered the extra risk
ought to have been charged two per cent.; the original premium was six per
:oenrt.; of ships that sailed immediately, about the same time this vessel left, I
think we had four or ve totally lost; some were never heard of, and in others
the crews suered severely.
958 l)o you mean ships you yourself were concerned in ?-Two of the cargoes
by these ships we had insured, the others were sold to dierent parties, who
were covered ; the season was the most fatal to the shipping interest known for
many years; the vessels arrived out late; a fortnight or three weeks later than usual
in the fall of the year is of serious consequence.
.
959. What has been the state of ships this year, the number of cargoes, in
what proportion have they been lost ?--Very few have been lost this year (1838) by
.comparison ; I think, speaking as a merchant, we are rather particular, and avoid
chartering bad ships; I must allow, in the lower port trade, there are occasionally
some very inferior class vessels; they belong to parties who send them out on
.~chance; they are not in the book, and if they make a few freights home the cost
is soon paid ; I know two or three of such character.
960. Ships of this description, you think, ought more particularly to be looked
after than other ships which are registered; those are ships which are not regis
tered ?Yes, we never charter a vessel that is not registered, unless we can trace
its character; many of the club ships ($undcrland and Newcastle) are not in the
-book.
961. But they are in their own books ?Yes.
962. Many of the Liverpool ships are not in Lloyds books, but are regularly
surveyed at Liverpool ?Yes, it would be a great accommodation, and, -as far as

my knowledge goes, highly desirable, that it should be compulsory on an owner
to place his vessel in the List or Register; I do not see any possible objection to it;
it appears to me easily done, and at the Custom-House a clearance might be

refused unless the ship had been examined within a given time. There is a circum
stance I beg to draw the attention of the Committee to, from which I think
serious evils arise in the Quebec and lower port trade; it is this;if I send a
vessel out, when she arrives at her destination in the colonies the crew generally run
away and the captain has of course to obtain another set of men; when late in
the season he is much pushed to get a crew, and is often compelled to take some
inferior seamen. It is a great evil in other respects; the-men go out, I believe

at about 55 s. a month; they run away, and get 9!. or lol. home.
Last year we
received a bottomry bond on a vessel from St. Andrews, from which two crews ran
away, and she came home with a third. Under such circumstances, when late in
the season, the ships are often badly stowed and become crank.
963. Sir C. Vera] Do your ships generally carry the deck-cargoes ?It was
customary for the last year or two; I think it has not been done to any extent in
the fall voyage home.
0.91.
H 2
964. Chairman
14 May 1839.
60
Jacob Huger, Esq.
14 May 1839.
964. Ckaigmam] You are not able practically to speak from having been out to
America '.' o.
965. You having been so much acquainted with those ships, what is your
opinion, from your own observation and the information you receive from others,
as to the immediate cause of the loss which takes place in timber ships from
America?-There is a combination of causes; one is this, occasionally owners
send out their vessels exceedingly late, and of course the ships reach at a season
when they ought to be leaving Quebec, instead of staying to take in their cargoes ;
as Ibefore said, the men frequently run away; the cargo is then stowed badly and
hurriedly, and in the crew they take on board, perhaps two or three of the men
are not able seamen, a very serious affair ina vessel coming across in bad weather.
966. You say there are two descriptions of losses, one that takes place on the
coast, the other in the open sea; of course the loss that takes place on the coast
you are more liable to certainly in a late season, from the fogs that are generally
found there, are you not ?Yes ; the descriptions given by the captain and seamen
of the weather in the winter months of the Banks of Newfoundland is fearful, and a
deck-load under the circumstances without a doubt often proves fatal to the vessel.
967. Then do you consider the prohibition of deck-loads being carried would
have a tendency to prevent many of those losses ?I should say so, according to
what I can understand; a deck-load in the fall of the year must be very ln.]Ul'10lls;
I think we have a better class of vessels in the trade than we had two or three
years back; the greater bulk of the inferior ships have been lost.
968. Your freights are higher than they have been ?Yes, they have been as
good for Quebec almost as any freights going the last three years.
969. Sir C. Vera] You said 1836 was a very destructive year ?Yes.
970. Have you any iiotion what proportion was lost ?No, it is a diicult thing
to say; we lost two ships out of 12 or 13 insured by us, and I think this would
be 971.
an average
pro ortion.
Chrlfi-rmanp]
Is this a correct statement of the premiums of insurance that
have been paid : Ships sailing from British America tor Great Britain, May and
August, one-and-a~half and three per cent.; September, two and three and ve
per cent. ; October, six and eight guineas per cent.; ditto end of the month and
November, ten guineas; these ships go out in April for the rst or spring voyage,
and in July for the fall voyage?Ten guineas is a very high premium; ships that
out early
s. to 40 s.toper
cent.
g0 972.
Have? aylbufrom
any 35
suggestion
make
?If any law could be passed on the
other side of the water, so that there might be some slight punishment if the crew
ran away, it might be desirable.
973. Do you consider loss frequently arises from the improper state of the
crews?-_Yes; we had a ship about a year ago consigned to us from St. John's; she
sailed in December; the captain said, when his crew were brought on board,
they were nearly all drunk; the cold was something like 20 degrees below zero ; he
was compelled to sail; he dared not stop, .fearing his men might run away, a
very common occurrence indeed. The Committee will easily conceive that a vessel
going off in that intense cold, with perhaps only the captain, mate, carpenter, and
one }(l>r two of the crew sober, must run a considerable risk in unfavourable
weat er.
61
Martis, 4 die Junii, 1839.
MEMBERS
PRESENT Z
Sir Charles Vere.

Admiral Codringtori.
Mr. \Villiain Duncombe.
Captain Gordon.
Lord Viscount Sandon.
Mr. Hodgson Hinde.
Mr. Wodehouse.
G. PALMER, Esq. in the Chair.
Mr. George Charles Smith, called in; and Examined.

_
974. W HAT ofce do you hold ?I am minister of the Mariners Church, in Mr, G, c, 3,,,,'i.
\Vellclose-square, and Secretary to the British and Foreign Soldiers and Sailors
_.___
Friend Society.
4 June 1839.
975. Ibelieve you have taken an interest in the shipwrecks that have taken
place ?Yes, very great for many years, for upwards of 20 years I have been
more or less concerned with regard to shipwrecked sailors.
976. Will you state to the Committee the cases that have taken place within
your observation, from 1833 to the present time ?I will give a selection of
shipwrecked water-logged timber ships since 1833 up to 1838; the rst is The
-Lucy, of Padstow, according to the following account from Amsterdam, pub
lished in the Mariners Church Sailors Magazine for March 18 34.

February 14th, Captain E. North, of the British Brig, The William Thatcher, has
made the following declaration :That on the 18th of January, being in longitude 47.20,
and latitude 40%, he perceived a wreck, for which he ran, and having come as near as
possible, he saw two men alive on the said wreck, for whom he immediately sent his boat,
and was fortunate enough to save them, after much difculty and dan er; he afterwards
learned from the two men that they belonged to the British brig, Lucy, of Padstow, from
St. Johns, loaded with timber, bound to Padstow ; their vessel, on account of the heavy
gales they encountered, was capsized on the 31st of December, and that, out of eleven
men comprizing the crew, including the master, those two men were the only ones remaining
alive on the wreck; that, in consequence of their havin no more provisions, they were
at last obliged to feed themselves on the bodies of t,ose that died; the two men
have been lodged in the hospital of this city, where every care will be taken of them.
Amsterdam.
The same month, an account was published in the Magazine, from John
Kellar, master, respecting the sufferings of the crew of the Wellington, from
St. Andrews, New Brunswick, bound to Cork, and laden with deals; she sailed from
S. Andrews in December 1833 ; sprung a leak in a gale of wind, was capsized and
righted, when part of her crew were starving in the main-top, having only a drowned
cat for food for many days; they were at length taken off the wreck, arrived in London,
were clothed at the Mariners Church, Vellclose-square, and sent home to Ireland.
The Dalusia, of Padstow, Ca tain Moon, sailed from St. Johns, New Brunswick,
with a cargo of timber, in Decem er 1833. She was soon afterwards water-logged in .a
storm; the captain perished, and the crew subsisted on a cat, a rat, and some candles,
and the body of ashipmate, until the whole perished but two, who were taken off by an
American brig, and landed at Antwerp, in a dreadful state of suering, and their depo>
sition was taken, and sworn before De Stockpied Larpent, consul, at Antwerp, February
15, 1834; Edward Mathews, the mate, was relieved at the Mariner's Church, and sent
down to Plymouth, where the owner, Mr. Parnell, publicly returned thanks for the charities
of the Seamens Friend Society. In February, 1835, the following account was also published
in the magazine : The Elizabeth Rashleigh, of Plymouth, from Quebec for Padstow,
experienced a violent gale of wind from w. s. w., on the 4th u1t., in 48 N., long. 27 w.,
and became water-logged.
During the storm, six of the crew were washed overboard;
the master, two mates and three seamen took to the long-boat, and were icked up by
the Caroline, after having been nine days in that perilous state, during w ich time one
of the unfortunate suerers died insane. As the only means of saving their lives, the
survivors were obliged to have recourse to the horrible expedient of drinking the blood
and eating the esh of their deceased shipmate, even to the entrails. Previously their
only sustenance had been a few raw potatoes,' which had been exhausted for some days,
though only a single potato was served out to each man per diem.
Rashleigh, still lies at Plymouth, in a very dangerous state.
The captain,
In February, 1836, an
account was published respecting the Earl Killie, Captain Hindmarsh, formerly an
East-india-man, a vessel about 560 tons, left Quebec on the 15th of November, loaded
0.91.
H 3
with
62
Mr. G. c. S,,,,'t;,. with deals, bound to London, with a crew of 28 men and one passenger. She was upset
in a gale of wind; several men perished. When she righted, her deck-load, anchors and
chain cables were gone,and the survivors lived upon rats and the dead body of the mate until
4 June 1839.
taken off by the Marsden, Captain Hall Robson, of Sunderland, from Quebec, bound to Hull,
The same month a statement was extracted from the New York Advertiser, respecting the
Edgar, a ship
Tiber, Captain Oliver, from Hamburgh, fell in with it; four out of
17 of the crew were found alive lashed to a part of the main-top. The British vice-consul
was applied to, but the men had suffered so much on the wreck that their lives were
despaired of. In the winter of 1836, this statement also appeared from Holland: Hull,
January 23. The owner of the Bride, of this port, has received the following melanchol
account of her loss : The Bride, Bennett, master, from Miramichi to this port, was struck
by a sea on the Banks of Newfoundland, which carried away her main and mizen masts, and
washed the mate and four men overboard. The vessel became water-logged, and shortly
afterwards the upper deck blew up, by which the captain had both his legs broken and the
boy was killed ; she also lost all the provisions and water.
Two men survived, who relate
that they were 27 days on the wreck before they were taken of? by the Aurora, Captain
Block, who arrived at Nieiive Diep, near Amsterdam. The Home, of Grangemouth,
Captain Duncan, capsized, and was water-logged, in the winter of 1835 ; some of the crew
perished, others were frost bitten, some insane, and the few that survived lived on dead bodies
until taken off by a ship from Liverpool, and placed in the Inrmary in a most deplorable
condition. The St. David also, this winter, with passengers on board, was water-logged,
when several perished, and the remnant of the crew were taken off the wreck, after thirteen
days of dreadful sufferings, by the barque Christiana, Captain Hogarth, from Demerara
to Liver 00], where they were landed in a dying state, and were removed to the Northern
Hospita . This winter, also, the following statements were made public respecting the
Priam and the Harmony :The bark Priam, of Plymouth, MKenzie, master, which
arrived on Monday in that port from Quebec, fell in with, on the 29th November, the brig
Civilian, of Hull, Lawson, master, from St. Johns, New Brunswick, water-logged and
-dismasted, and took out her surviving crew, consisting of 12 persons, one boy having been
previously drowned, and, on the 1st December, fell in with the Duckeneld, of Scarborough,
from Miramichi, with loss of rudder and water-logged; the master (Jackson), mate, two
seamen and a boy, died from starvation; six of the survivors were taken on board the
Priam, and the remainder, four, were at the same time received on board the Constitu
tion, of Whitehaven, bound to Padstow, which vessel had the day previously fallen in with
and taken off the crew of the Harmony, of Newcastle, also water-logged. In January,
1837, very long details appeared respecting the Francis Spaight, of 345 tons, from
St. J ohns, Newtoundland, bound for Limerick, and was thrown upon her beam-ends.
The
provisions were all washed overboard; the men lived on the horn buttorns of their jackets
and three of their shipmates, that were killed and cut up for food, and amidst madness and
desperation of the most frightful description. After nearly three weeks, an American
shi fell in with them and took off the surviving and despairing crew. In 1838, the
hliiutical Magazine published the facts respecting the Caledonia, from Quebec to
Greenock. She was water-logged in a storm ; and the crew, after living upon human food
about afortnight, were rescued by a Russian ship ( Dygden), that brought them to Bristol,
where the foreigners were handsomely rewarded on board the oating chapel, which the
Seamens Friend Society of London had established in that port about the year 1822. About
50 ships are considered to have been water-logged in 1835, a great number in succeeding
years, and many missing, of which no account has been heard ; and they must have perished
in the Western Ocean, with all hands.
The Earl of Moira sailed from Miramichi on
the autumn vo age, and was water-logged in November 1838.
The ship that rst fell in
with her was t e Sarah, and, as that vessel has been visited on her arrival in the London
Docks, the following is the captains account. The Earl of Moira, timber ship, bound
from Miramichi in British North America, to Penzanee in Cornwall, sailed out of the Com
mercial Docks, Rotherhithe, on the autumn timber-voyage, after completing her spring
voyage, and the captain and crew being only on shore one week at London. She encountered
a dreadful gale of wind, and being struck with a heavy sea, sunk, so that the deck was
covered ; but her light and porous timber kept her aoat, and thus she was what is techni
cally called water-logged. She must have been several days in this state before the
Sarah fell in with her, and the crew could have had neither provision nor water for some
time.
It was about 11, A.M., on the morning of November 30, 1838, that the Sarah
came near her; and the sight was so appalling, that Captain H. declares he never was so
shocked in all his life, and hopes never to witness such a scene again, or spend such a day
in this world. All the top-niasts of the Earl Moira were gone, but the lower masts were
standin . The remnant of the crew had taken refuge in the main-top, and they had cut up a
sail, an lashed the canvas all around the futtock shrouds and the catharpings underneath,
and then brought it round the main-top, so as to form a sort of circular screen from the
winds and sea as well as they could. There were eight persons alive on the main-top ; but
the most horrible sight was one swinging and hung by the neck, evidently as food for
the rest. He had black whiskers, and his intestines had been taken out, and a piece
of the shoulder cut off. To keep the body as fresh as possible, and place it out of
the way, it was hung just under the trim of the foretop of the maintop; and as the
vessel rolled,the legs of the dead man swung against the rigging. The captain declares
that he was so agitated with the whole scene of horror before him, that, although he
and
63
and
crew
usin eve
ossiblewas
exertion
render
aid, ofettheat times
he scarce]
knewhis
what
he were
was aboutg.
Evreiiwiithing
washedtooff
the deck
Earl Moira,
and
Mr G 0' Sm.
all her bulwarks gone; she had no boat left, and the Sarah" had suffered so much from
the hurricane that all her boats were washed overboard, or they would have run every
possible risk to have saved the poor shivering and perishing sailors.
The whole of the
eight men now came down from the top, in the hope, no doubt, of some plan being devised
by which they might reach the Sarah and be taken off and live, as death on board was
inevitable if they continued there. The captain of the Sarah made every possible exertion
during the day to get near the ship, but the sea ran so high, and a large spar rolled so wide
out from her weather quarter, that he could not venture to ap roach her, and his ship also
being in such a crippled state from the hurricane that he had been obliged to cast much of
his own cargo overboard. They could not tack the Sarah round, from the state of the
weather, but they were obliged to wear her, so that the sea threw her off from the Earl
Moira whenever they attempted to sail round and get near her. Her eight men were now
standing on the deck, gazing with the most intense anxiety on the Sarah's movements; the
chief mate stood on the larboard quarter of the Earl Moira, and, watching a favourable
opportunity,
hailed
andlatitude,
inquiredwhich
what appeared
latitude and
longitude
were in. asThe
tain
replied
and gave
theher,
exact
also
to yield they
satisfaction,
theycafxinew
now they were in the track of Mediterranean ships coming home. At length, wearied
out with hope deferred, and seeing help so near, two men from the Earl Moira, after some
hesitation, sprung into the sea, and swam well to reach the Sarah. One of them was
thought to be the captain, but, after bulfeting the waves some time, Captain H. saw them
both perish between the two ships, and in sight of both crews. As the daylight closed
Captain H., nding all his efforts vain, hailed the Earl Moira, and promised to stay by
her all night, and hoped to be able to render her some more effectual aid the next morning;
for that purpose he ordered his crew to lash two spars to some empty casks, so that he might
launch them overboard to drift to the Earl Moira, and the men get on them, while
they hauled one or two successively on board. But, alas! that was a night of horror indeed.
Thunder, lightning and rain and storm mingled together. The morning broke upon the
agitated and tempestuous ocean; captain H. and his crew gazed anxiously round the sea
horizon, but the Moira was no longer visible, and they saw no more of her. In what
state were the now despairing crew? No ship in sightno prospect of relief; nights and
days of horror still before them; the disgusting and putrifying corpse, that, in spite of
ex osure to the wind, already sent forth the efuvia of the grave.
Early in January 1839 the daily papers published the following alarming statement respect
ing the same ship to which the Sarah alluded, but the name, in the rst account, was mis
spelt; I copy it from the Commercial Gazette of January : Shipwreck of the Earl
Moira. The following letter, disclosing most appalling facts, has been received at Lloyd's
from the commander of the barque Ranger, olf Dungenness, dated 28th December 1838.
1 am sorry to have to report a most melanchol y spectacle I witnessed on board the Earl
Moira, of \Vl1itby, timber laden; we fell in with the vessel in latitude 45 deg. north, and longi
tude 21 deg. 54 min. west, on the 19th of this month, water-logged, and with only one mast
standing ; although there was a considerable sea at the time, we managed to et a boat along
side of her, and on going on board of her, found four men quite dead in a sai which they had
hung up under the main-top to shelter themselves from the weather.
Besides these, there was
part of another cut up in pieces, and hung up just like meat in a butchers stall. No doubt
these poor fellows must have undergone the extremity of hunger before they were reduced
to a necessity so revolting as to devour a fellow creature, which after all could yield but a
temporary relief, without water. One of the men appeared to have been dead about two
or three days, as he was quite fresh; and he judged that the one cut up for food must have
been a boy, from the smallness of the fingers. Her cables were bent, from which we con
clude that she must have been near the channel when she met with the accident that has
proved so fatal to ship and crew.
Several other ships have been water-logged during the past winter, when the sufferings
of the crews have been most painful; and according to the report of ships that have passed
them, they could yield no relief to the perishing sailors in the rigging or the tops, from the
heavy sea that was running. Humanity alone would plead, therefore, that every possible
method should be adopted to secure sea-worthiness, prevent deck-loadings, and insure as
far as possible the safety of our valuable seamen.

[Lord Sandon, a Jllember of the Committee, delivered in the following Paper :]
At a meeting of the Liverpool British North American Association held the 9th day of
May 1e39,
Present:
ALEXANDER PABLANE, esq., in the Chair.
Mr. Anderson.
Mr. Chapman.
Mr. Robinson.
Mr. Chilton.
Mr. Garrow.
Mr. Sharples.
Mr. Smith.
Mr. Miller.
Mr. Gibb.
A Letter from Lord Sandon to Mr. Gibb, requesting to know if any gentleman in Liver
pool was particularly qualied to speak to the evils arising from deck-loading, with a view
of obtaining his evidence before the Committee on Shipwrecks, was read.
0.91.
11 4
It
4 June 1839.
64
Mr. G, (J. smiy/,,
It was unanimously resolved
That this meeting is not able to communicate to Lord Sandon the name of any
4 June 1839.
gentleman in Liverpool, who would speak, without qualication, to the evils arising from
deck-loading.
It was also unanimously resolved
That this meeting is of opinion that no vessel, British or Colonial, engaged in the
timber trade, should be allowed to clear from her port of loading with a deck-load
before the 1st of May or after the 20th September, and that the collector or consul at
the time of clearing should certify (upon the declaration of the master or other satis
factory evidence) that the whole of the ship's cargo was under deck.
It was also resolved
That copies of these Resolutions be sent to Lord Sandon.
A. Parlance, Chairman.
Mr. A. S. Ord, called in; and Examined.
MI" 4- 5- O"l-
977. Mr. Alderman Thompsom] YOU are a partner in the rm of Ord & Co.-,
at Sunderland 1-I am.
978. You are extensive sliip-owners and merchants ?We are sliip-owners and
merchants.
979. Pray are you engaged in the timber trade with the British North American
colonies ?We are.
980. How long have you been engaged in that trade ?I have been in the
rm, with my brothers, for the last six years; but many years previously too,
ever since the peace.
981. Your father and brothers have been engaged in it ever since the peace_?
Yes.
982. Can you tell the committee, on an average, the number of cargoes you
have been in the habit of importing from North America ?Do you mean on our
own account ?
983. On your own account and others which have come to your charge ?For
the last six years, we have averaged from ve to seven cargoes a year.
984. Have you, in addition to that, chartered ships to bring cargoes from that
country to the United Kingdom ?We have.

985. To what extent have you chartered ships ?We have chartered, besides
our own vessels, as far as from 15 to 20 vessels, in the course of the season.
986. Have you yourself been master of ships in that trade?Yes.
987. How many times may you have been to America and back with cargoes ?
I was 12 voyages.
988. As master ?Yes.
989. In the course of those 12 voyages how many different ships did you
command ?Four.
990. What was the size of those ships ?--From 220 to 270 tons old measure
ment.
99i. Do you generally make two voyages in the year, what you call the spring
and autumn voyages ?For three years I made two voyages, and the other six
voyages were sometimes in the spring and sometimes the fall voyages.
992. Did you bring part of your cargo on deck ?Some voyages I did, and
some voyages I came without it.
993. Can you distinguish on which occasion you brought deck-loading and
those on which you did not bring deck-loading, I mean as regards the season ?-
It happened on the fall voyage that I did not; I always had a deck-load in the
spring, but not in the fall.
994. Pray what proportion did the deck-loading bear to the whole cargo ?
About 10 per cent.

995. Now, in the course of those 12 voyages, did you meet with any catas
trophe at sea ?-Never.
996. You were never water-logged, or in difficulty ?Never ; I have crossed
at all seasons, late and early, and never met with any accident.
997, What
65
997. What is the latest season you have sailed from North America, in the fall
of the year ?The latest was when I left Prince Edwards Island, on the
Mr. A. S. Oral.
20th of November; that was the latest I ever left; but I once wintered there, I
4 June 1839.
was too late.

998. How many vessels have you of your own and your brothers engaged in
the trade at this time ?At this time I think we have 10 out, on their way out.
999. Can you describe the class, as regards the Register Book at Lloyds, of
those ships ; how they are classed at this time ?They are all rst-class ships.
1000. They all stand A. 1.?Yes, they do; and we have not a ship classed
less than eight years, consequently none of those ships are eight years of age.
1001. Those classed eight years have not run eight years ?Of course not.
1002. Are the Committee to understand that your 10 ships now engaged in
the timber trade with British North America are classed in Lloyds Register Book
of the rst letter, A. 1. ?They are all classed in the rst letter, A. 1.
1003. There is a very extensive trade carried on between Sunderland and the
North American colonies in timber, is there not ?There is.
1004. What is the general character of the ships of Snnderland engaged in

that trade ?As to their class? we have very few second class vessels; I am not
prepared to say ; we have a book, with the age of every ship, and I think out of
the 700, you will not nd, perhaps, 100 of those that are second class.
1005. I mean engaged in the timber trade ; have you 700 engaged in the
timber trade ?No, no, I cannot say as to that; I cannot speak exactly ; I
should suppose, off-hand, 100 to 140 are engaged in that trade, nearly.
1006. Do you consider the majority of them are of the rst class ?They are,
a large majority.
1007. In point of fact, are the ships generally engaged in the North American
trade of a character which ts them for any other trade ?-They are t for any
other trade; their burden will suit for any class of goods.
1008. Are they t for dry goods ?They are t for any class.
1009. Are you acquainted with the character of the ships engaged in that trade
in the Tyne ?I have seen a great many of those vessels.
1010. Does the same rule apply to the ships belonging to the Tyne as you have
given to those belonging to the Weir?Decidedly not; they are generally old
vessels belonging to the Tyne.
101 1. How do you account for the difference in the quality of the vessels
engaged in the timber trade belonging to the Tyne and belonging to the Weir P
Only in this way, that ship-owners in Sunderland have great prejudices against
old vessels; they do not like to keep them.
1 112. For any trade ?Not for any trade.

1013. Are you acquainted with the general character of the ships engaged in
the timber trade between the several ports of the United Kingdom and North
America, from the experience you have had, and the number of times you have
been to Quebec and New Brunswick ?Yes.
1 114. What has been the result of your observation as to the general character
of those ships ; I mean those sailing from the port of London, from Plymouth,
Exeter and various other places ?-My observation has led me to observe that
they are generally old vessels; they seldom come into the timber trade till they
are unt to carry dry merchantable cargoes.
1015. What trade have they been originally in, when they were in better trim _
and condition than they were when they went into the timber trade ?It is the
general remark among us, as masters of vessels, that any old things will do for
timber vessels; that after they are worn out, and unt for other purposes, they
are sent into the timber trade.
.
1016. They have been in the West India trade and the Baltic ?Yes, and they
are no longer t to carry those prime cargoes that come into the timber trade.
1017. You account for the losses you have heard of ships engaged in that trade,
from their being old ships, and not those strong and well-formed ships they ought
to be for so long a voyage; do you attribute the losses to that circumstance ?I
attribute the great loss that occurs in that trade to the number of bad old ships
that are in it, and the eect of bad weather upon any class of ships.
1018. You have stated, that since the peace yoii and your partners have had
about 10 ships engaged in the trade with North America?-More or less.
1019. We may take the average at about 10 ?Yes.
1020'; Can you from your recollection state, in the course of that period, which
0.91.
must
66
Mr. A. S. Ord.
must how extend for about 24 years, how many ships you have lost at sea, how
many you have had water-logged ?We never had one, nor an average claim
4 June 1839.
upon one; I mean to say upon one not stranded.

1021. How many vessels have you had stranded during that time, and where
were they stranded; can you tell the Committee ?We had one lost at St. Pauls
Island, going out in ballast; I think we had one or two lost in the Baltic.
1022. In the Canada trade ? Only one stranded.
1023. Is the Committee to understand, during the 24 years your family have
been connected with the timber trade, and have had, on an average, 10 ships, you
had never one lost or water-logged coming home with -a cargo of timber ?Never.
1024. And the one to which you have made reference, as being stranded, was
in ballast outward bound ?~It was.

1025. Be good enough to explain to the Committee how the cargo of timber is
stowed; is it.the duty of the master to attend to the stowage of the cargo in North
America, and if so, is it nor. a most important duty he should attend to the
stowage of the cargo ?Many masters stow their own cargo; many employ stava
doers; but it is an important duty on the part of the captain to see it is well and
properly stowed; I am satised very much mischief occurs from the bad stowage
of vessels.
1026. Are good stavadoers easily procurable at North America? It is more
depending, my allusion to bad stowage is more depending, on the care of the
captain; it is the stavadoers duty to lay it properly in the ship; it is the captains
duty to see he does so; I have known many instances in which it was stowed in such
away that, if it had not been detected at the time, it would have started our butts.
Perhaps the Committee will allow me to describe.
The vessel's hold is curved
fore and aft; in an extreme case, if you lay a log of timber straight along, taking
that turn of the ship, if the rest of the cargo lies on it, she is apt to start a butt at
each end ; I am very certain many vessels have sprung a leak and been water-logged
that way. There is another case; in placing the different tiers of the ship, they
sometimes neglect, in wedging it very tight, to keep it in one body; from that I
have known them to shift their cargoes very much, and from that cause they have
got two or three streaks list; of course those vessels are not so manageable then:
it is a very particular point, the timber touching at the ends, and from practical
experience I should like to impress the necessity of care in that, for it has done
great mischief.
1027. From your knowledge of the trade, and from observation, do masters
generally pay particular attention to the stowage of the cargo, or do they leave it
merely to the stavadoers ?I should say a large majority of them do attend.
1028. But are there many instances where they disregard the stowage ?It
frequently happens a man commanding a vessel may be too much of a gentleman
to do it; it occurs in that way, but a very large majority of them do attend to it.
1029. Is it your practice or not in the selection of the crews who man your
vessels engaged in this trade, to select men who understand how timber should be
stowed ; do you pay attention to that or leave it to the captain ?We leave it to
the captain to ship his own crew.
1030. Do you know if it is his province to look out some part of his crew who
are acquainted with the mode in which timber ought to be stowed ?--I should say
the chief mate; he never asks the question.
1031. But he generally inquires for a mate who is accustomed to the stowage of
that sort of cargo ?Generally.

1032. Whati s your opinion as regards the safety of the ship and crew with a
deck-loading ?--That will much depend on the construction of the ship.
1033. Now state, as regards the spring voyage, of course, for I assume that you
do not conceive the deck-loading in the autumn voyage safe, inasmuch as you
yourself never practised it ?Oh, yes, I have practised it.
1034. "\re the Committee to understand you have brought deck-loading in the
autumn voyage as well as the spring voyage ?I have, very late.
1035. Do you think it safe to bring a deck-loading on the second voyage, the
autumn voyage ?That will depend entirely on the construction of the vessel.
1036. Describe to the Committee the construction of a vessel on which you think
it would be safe to bring deck-loading, and one which you think would be unsafe ?
-A high narrow vessel is decidedly better without a deck-load at any time ; she
will be so tender that she is decidedly better without it; there is a description of
vessel we are now building in our port, and we are all aiming to get, namely, shoal
water
67 _
O
water vessels, that will draw very little, being shoal-water in the port ; they want
them to draw as little water as possible, namely, low broad ships; a small deck
load will never do them any harm.
1037. C'hairman] State the proportions, the depth and breadth ?I should say
the size would be 80 feet keel, 15 feet 9 inches deep, and 26 beam ; I should say
that is the description of vessels we aim to get, and being a shoal-water port we load
them deep with coals, and are anxious to draw as little water as possible, such a
ship, a small deck load at any season would do no harm to them.

1038. Lord Sandon.] What height, one tier of timber or two ?One tier.
1039. Mr. Alderman Thompson] That would be from 12 to 14 inches?I
should say, in the falls, not exceeding 16 inches.
1940. Are the ships you have employed in this trade generally in the pro
portion you have described ?D0 you speak of our own private property ?
1041. Your own vessels ?We have some of very dilierent dimensions; we
have one vessel that would be decidedly unsafe with a deck-load.
T111042. But, generally speaking, are your ships approaching those dimensions ?
e are.
1343. There are a good many ships sailing from Sunderland in this timber
trade, according to the scale you have given .-A
great many.
1044. Chairman] Could you mention the names of any of the ships out last
year of this description? The Union, The Percy," they have made two
voyages ; there were some others.
1045. Where did they go to, Quebec 'lOne made two voyages to Quebec,
and one to Quebec, and one to the lower port.
1046. According to your experience, are the Committee to understand that the
safety or otherwise of deck-loading depends on the construction of the vessel ?
The construction and quality of the vessel.
1047. Mr. Hinde.] In any case, do you think it safe to have more than one tier
of timber; is it usual ? It is usual.
1048. Mr. Alderman T/0mp.s'on] Do you think it safe to take more than one
tier of timber on deck ?I
have frequently carried two tiers, I should say one
good large tier, it lay so much steadier.
1049. How are those deck-loadings secured ?Frequently very incautiously.
1050. How did you secure yours ?I was always very particular in laying my
rst timbers close to the stern-sails, and I took care to have my rst log close to
them, as a good weight of support to each stern-sail fore and aft; it frequently
happens they only hear one at each end; that is apt to split the covering-board ;
from that the vessels make a good deal of water ; that may be obviated, by putting
a wedge into every stern-sail, and let every one bear fore and aft.
1051. The ship-owners of Sunderland generally insure their ships in clubs ?

They do.
1052. Have you a clause in your policies interdicting deck-loading for the
autumn voyage, or in the event of taking deck-loadings, imposing any penalty on
the owner for having such loading ?Up to the year 1835 we had a clause; I
have the policy; I will produce it.
1053. What policy is that you have in your hand ?This is a policy for
1835.
1054. What is the name of the company ?The Weir Company.

1055. The Weir Insurance Club ?Yes.
1056. Read that clause in it which relates to deck-loading ? Ships loading

timber or deals on deck, and proceeding from North America, between the
1st of October and the 1st of April, to abate, in case of loss or damage, ve per
cent.
1057. That is, the Committee are to understand this, that in the event of the
master of a ship taking deck-loading after the 1st of October or before the
1st of April, in the event of loss or damage, ve per cent. as a penalty for so
doing is deducted from the amount the owner has insured in the club ?The
amount claimed; the amount of damage; that is, if a vessel sustains 300].
damage.
1058. Supposing a vessel is lost, having a deck-loading, in contravention of
that clause in the policy, is the Committee to understand the insurance company
deduct ve per cent. from the amount insured upon the payment of that loss as
a penalty for having violated that clause?-No, we have recently altered it
to that.
0.91.
1 2
1059. Explain
Mr. A. S. 0rd.
4. June 1839.
.68
Mr. A. S. 0rd.
4 June 1839.
1059. Explain the meaning of that clause which you have read, the application
of it ?-In any immediate claim I have upon the underwriters, they deduct from
me ve per cent.
.1060. As a penalty ?-Yes, not upon the whole insurance of the ship.
1061. On what ?On the sumI claim ; or if the ship is a total loss, then ve
per cent. is taken off the value.
1062. Whether a total or average loss ?Yes.
1063. Chairman] That is adequate to ve per cent. additional premium ?
Yes.
1064. Mr. Alderman Thompson] Is that done without reference to the build of
the ship, whether a sharp or a broad ship ?--Yes, quite so; all the ships are under
one rule.
1065. Is that rule in force now?No, since that year we have made it more
prohibitory.
1066. When did you alter it ?In 1836.
1067. Read the clause in your policy of 1836 ?-In case the ship proceeds
from British America with a deck-load or any part of a deck-load, after the 1st of
October or before the 1st of March, or shall at any other time load more than two
loads of timber or deals on deck to the keel
1068. What is the keel '.'--Twenty-one tons dead weight on the burthen of the
ship, as entered in this policy.
We enter the ships at a certain burthen.
1069. Chairz'n.]
According to the registered tonnage ?No, the keels; we
go entirely by them.
1070. Lord Sandon] Are they any given number of tons according to the cor
rected registration ?--The registration has nothing to do with it; it is a simple
term used in the coal trade, all vessels loaded once now and then with coals.
1071. Mr. Alderman Thompson] It is a term peculiar to the Tyne and Weir
vessels ?Yes.
1072. A keel of coal consists of 21 tons ?Yes.
1073. And you estimate the tonnage of the vessel according to the quantity of
coals she will carry, and not according to the system established by law for the
measurement of the tonnage of vessels ?No, the measurement has nothing to do
with it.
1074. Lord Sandon] The tons in the ship are not shipping tons, but the dead
weight of the coals ?Dead weight.
1075. Twenty cwt. to the ton of 1 12lbs. ?Yes.
1076. C'lcairman] Your keels are by absolute weight 21 tons; but, of course,
a greal deal more than 21 tons of measurement; suppose you take the ship of 2 50
tons, how many keels would she generally be called ?Two hundred and fty tons
register, old tonnage, will carry about 90 keels.
1077. Mr. Alderman Thompson] How many keels do you call your Union?"-
Eighteen keels.
1078. You have been asked, and you say your ship, the Union, is 254 tons
register, old measurement ; how many keels do you make that ?Eighteen.
1079. How many of new tonnage will she be ?If you speak of that, there is a
very correct calculation ; taking the new tonnage, divide by 13, it gives the keels
the vessel will carry ; there are 13 new tons to every keel ; that divides very little.
1080. Clzairmam] How many tons would you make your ship, the Union,
by the new measurement ?I do not recollect; being a low ship, she will very
likely not di"er much between the old and new.
1081. Lord Sandon] The ratio between the old and new tonnage will depend
on the build of the vessel ?Yes, it will be nearly the same; there will be very
little dilference; we havevessels that are less by the new tonnage than the old;
we are navigating vessels now that are less than the old tonnage: the subscriber
shall forfeit and pay a premium of ve per cent. on the sum insured, and the ship
to be uninsured till the same is paid to the secretary.
1082. That is, whether she is lost or not, she must pay it ?Yes, if she puts a
deck-load, she must pay ve per cent. on the sum insured, which amounts to a
prohibition; and it is quite impossible vessels can carry in the deck-load as much
freight as that amounts to.

1083. Chairman] You have stated, that the ve per cent. additional premium
is chargeable on a ship carrying a deck-load ?Yes.
1084. Now, do you consider that that is owing to the association believing it to
be an additional danger to the ship or the cargo ?Yes, no doubt of it.
1085. Then,
69
1085. Then, supposing this is a prohibition between the 1st of October and the
1st of March, to what do you attribute that prohibition during that period rather
Mr. A. 8. 0rd.
than any other, rather than in the summer period ; is it on account of the weather
4- June 1839.
they are liable to meet with, or any thing else ?Those rules are made and
written by a majority of the subscribers yearly ; there is a very large majority of
those never have vessels in the timber trade; they act with very great caution;
very properly so too; and for any clause of prohibition of this kind, as regards
the safety of the ship, there is always a very large majority.
1086. Mr. Alderman Thompson] The policy which you have shown the Com
mittee is a policy of mutual insurance ?--Yes, it is.
1087. But now, from that clause, is not this inference to be drawn, that a
majority of the ship-owners who insure in that club consider that the additional
risk is occasioned by deck-loading in the autumn '-'Decidedly ; of course that

has no reference to my private opinion.
1088. Do you concur in that ?---I wish that to be understood.

1089. Do you concur in that opinion PNot altogether; I have already said
that a small deck-load will not hurt a certain description of vessels at any season
of the year; they put it altogether, so that I differ with them.
1090. Do those regulations effectually 'prevent dock~loading in the autumn

voyage ?They have not always done so; there have been some mad enough to
bring them in the face of that, and have paid the ne.
1091. Can you tell how many paid the ne last year, how many insured for the
autumn voyage, and how many paid the ne ?Only three have paid the ne since
the alteration.
1092. That was in two years ?Since 1836 one was.
1093. What time of the year 1836 did that come in operation? The 5th of
August.
1094. That is three years then ?Yes.

1095. How many ships were insured for the autumn voyage in that club in the
timber trade ?-I cannot answer that question correctly.
1096. About how many ?In the timber trade; I should say from 100 to 150;
there are fewer go out in the fall than the spring generally.
1097. Only three broke that regulation ?Only three; one in 1836, and the
other two in 1838.
1098. You have more clubs than the Weir Club at Sunderland ?We have.
1099. Have all the clubs that clause in their policies ?-They have.
1100. It is universally the case ?-It is; the policies are copies of each other,
to prevent confusion.
1101. Mr. Hinde.] Is that the case in the Tyne Club as well T-~I believe they
have some prohibitory clause ; I cannot speak correctly as to that.
1102. Mr. Alderman Thompson] Do you think, from the opinion you have
given as to the safety or otherwise of deck-loading in the autumn voyage, that
Parliament could practically legislate, so as to meet the evil of which the public
complain, namely, of the great loss of life by the shipwreck of vessels engaged in
the timber trade in the autumn of the year ?I should fancy it would be a very
easy matter to prohibit persons carrying deck-loads, and I cannot see any great
injury that would work to the ship-owner ; it would ultimately nd its level; they
would have to give us a renumerating value for freight.
1 103. What additional freight do you conceive a ship-owner would require, if
prohibited by law from taking deck-loading ?I think the calculation will strike
the committee as very clear; I have already said, I calculate the deck-load to be
one-tenth part of the cargo; for some years the freights have averaged from 40 .9.
t0,43 s. or 44s.; one-tenth of that sum would be required, as a matter of course,
as a renumeration; namely, about 4s. a load.
1104. That would not apply to the spring voyage ?-No, because it is
generally understood vessels are to have a deck-load in the spring.
1105. Against that additional freight of 4s. to the ship-owner for the 51. of
deck-loading, would he not to have to set off the additional premium he has to
pay, according to that policy, for bringing deck-loading in the autumn, the saving
that would accrue to him on the insurance ?That is a question that will not
apply to this policy ; if we have no loss we pay nothing.
.
1106 But by the clause in your policy of 1836, there is as I understand it, a
positive penalty of 5!. per cent charged upon the ship and the cargo, if the owner
or master takes a deck-loading between the 1st of October and March ?-Yes.
091.
1 3
11o7. Very
70
Mr. 1. S. On].

1107. Very well then, if the ship-owner was prohibited by law from taking this
deck-loading, there would be that penalty inoperative, and he would save it,
4 June 1839.
would he not ?But they might still see it necessary to have this clause.
1108. The Clzairmam] The prohibition, by law, would have the same eect
as it has in your policy ?Yes.

1109. Mr. H. Hinde.] Have freights risen in consequence of that prohibition?
I should say not.
1110. Mr. Alderman T/z0mps0n] Do you think, as far as your information
goes, that the ship-owners, as a body, would object to have a law passed pro
hibiting deck-loading on the autumn voyage ?I should think it would not meet
with opposition, on the grounds I have already said; I think they would see that
it would nd its level ; something in the way of freight would have to be given
as a renumeration.
1111. Lord Sandon] For any loss that might be incurred ?As a remunera
tion for the loss of freight, I should say.
1 1 12. Mr. Hinde.] With regard to vessels trading from the port of Sunderland,
a great proportion of them do not make a second voyage at all, I believe 'l-They
have increased considerably; those which make a second voyage have increased
. they not?
y earl
1 1)i.3. But many are put into the coal trade in the winter season, are
They are.
1114. How are the vessels which are employed in the timber trade employed
in the summer generally ?We mostly lay ours by for the winter; some, when
trade is pretty good, make a coal voyage or two.

1115. Mr. Alderman T/zompson] What is the general practice of ship-owners
at Sunderland, as to the ships employed in the timber-trade in the winter, do they
lay them up, or employ them in the coal-trade ?-A majority of those employed
in the timber-trade lay up in winter.
1116. Chairman] You stated that the ships you employ in the timber-trade,
all of them, are rst class ships; what becomes of them when they are off their rst
class, if that is the case, that you do not employ them in the timber-trade after
wards ?We do not keep old ships ; we sell them ; we never keep an old ship.
1 1 17. Do you carry any ballast in any of your timber-ships '.'The majority of
our own ships carry no ballast; they are stiff, low ships; but there is a great
difference, it depends much on the cargo; vessels loading at Quebec with a good
deal of oak and elm, require less ballast; even a tender ship would require very
little ballast, much less if they were loading pine.

1118. You state_that a ship loading with oak and elm at Quebec would require
no ballast ?i\'Iany would not.

1119. Suppose a ship springs a leak, and suppose the water rising in her hold
up to her beams,_will 11ot that cargo, though the oak is much heavier than the r,
yet being lighter than water, will it not immediately have a tendency to shift, so
that as the ship is hove down on her beam-ends by the stroke of the sea, or by a
sudden squall, the cargo will shift, and she will not right, if she has no ballast ?
Much mischief, I have already said, occurs from bad stowage; if a vessel is well
stowed, she will be like a compact body, move very little.
1120. You do not mean to say, if a ships hold is full of water, any wedging
you put in will keep the timber exactly in its place ?So long as the vessel holds
rm, and does not strain; but she will naturally strain and come apart, and as
soon as that happens, she will go adrift.

1121. Now, speaking of a ship which is A 1, the Union, of 254 tons, what
may you suppose to be the value of that ship, taking rst the ship, then the freight
and cargo as she came home this last year; how much per ton could you value that
ship at, including every thing ?The vessel was freighted; the cargo was not
our own.
1122. Take the ship rst of all, what is the value of the ship and stores, and
every thing per ton ?She will be worth about 2,8001.
.
1 1 23. That is about 121. per ton ?Yes.
1224. Is the insured at that rate ; do you consider that to be the insurable risk
in case of loss ?~We cannot insure the full value; the underwriters value the
ship for us ; that would be the loss.
1125. But I ask you, as a ship-owner, do you consider that that is the risk,
though you only insure one-third or two-thirds; is that the risk you consider, as
owner, which you have at stake, to that extent, 2,8001. ?--Full that.
1126. What
71
1 126. What is the value of freight of that ship besides, which is likewise Mr. A. S. Ord.
insurable ?From 6501. to 6801. the freight; she just carries about 310 loads ; I
-L
am speaking without deck-load; I should say about 6501.
4 June
1339
1127. Could you tell us, in a rough way, what the value of. the cargo might be
per load, taking one timber with another ?I should think her invoice would be
from about 5501. to 6001.
_
1 1 28. Then the whole insurable risk is 2,8001. and 6501., making about 4,0501. ?
-Yes.
1 129. Then what are the wages that you are paying for ships in the timber trade
to seamen, in proportion; are they the same wages you pay ships bound else
where, or more or less '.'We never have two prices in our port.
1130. Then you do not pay higher wages for your ship going in the timber
trade to North America, than you do for ships going to the Mediterranean '1
There is no difference ; we have only had a few ships to the Mediterranean this last
winter ; the wages are much the same ; generally high from our north country ports.
1131. Mr. Alderman Thompson] When you have a deck-loading, where have
you stowed your water and provisions ?The greater part on deck and, impru
dently, small quantity below, a small portion as a stand by, as a reserve.
1132. Captain Gordon] You say that you build your ships in a particular way
in consequence of the shoal-water at Sunderland, is that the case ?We are
anxious to obtain these vessels, and they are getting into that construction.
1133. But if your vessels are built in that way, and you place upon the deck a
cargo, is not that precisely the same thing whether it is above or below the deck,
inasmuch as it equally brings the ship down in the water, does it not ?As to the
depth she will draw, yes.
1134. As you say you carry a deck-load, it appears it would be precisely the
same thing whether it was upon or below the deck, would it not, as regards the
draught of the water of the ship ?My remark as to the anxiety for getting these
vessels to draw a small quantity of water applies to this, it is for the purpose of
carrying coals, it is not general, it is the effect on the vessel, load her as deep as
you will with timber, it matters not how heavy a deck-load you put on her, you will
not load her to within one foot of her loading marks for coals.
1135. Mr. Alderman T/zompson] Do you know the practice of captains in the
Baltic trade, do they bring deck-loads .?Yes; I have been in the Baltic, they
mostly carry two tiers in summer and one in the winter, many two tiers; there is
no prohibition that way.

1136. Have you any regulation in your clubs with regard to deck-loading in
vessels engaged in the Baltic trade ?None in the Baltic or Archangel trade.
1137. It applies to the North American trade exclusively 2--Yes.
Mr. Robert Adams, Foreman of Her Majestys Dock-yard at Chatham, called in;
and Examined.
1138. Mr. Alderman Thompson] HAVE you ever commanded ships in the M,. 301,"; Ad,,ms_
timber trade ?Never; I have been 17 years in Canada and at Quebec, and have
had opportunities of seeing them.

1 139. You were not brought up as a nautical man ?I was four years at sea
before I went to the ship-building profession.
1140. What was your pursuit in Canada, ship-building ?I had charge of some
ports on the lakes in the ship-building department.
1141. On the part of Government ?Yes.
1 142. Your business was to superintend the building and repairing of vessels '.'
It was, at the out-ports ; I had charge of the out-ports in the master shipwrights
department.
1 143. Chairman] How long have you been employed in Her Majesty's dock
yard at Chatham, or in any other of the yards ?--l have been in the service of
the dock-yards about 30 years.
1 144. Are you acquainted with the character of timber-ships; have you been
in the habit of receiving timber cargoes ?I have been in the habit of examining
timber ships on different occasions.
1 145. Have you paid any attention to the situation in which timber ships have
come in to deliver their cargoes at the dock-yard '.'I have frequently seen ships
arrive at the port, and paid some attention to their condition.

0.91.
1 4
1146. State
72
Mr. Rabat Adams.
4 Jane 1839.
1146. State any observations you have made yourself respecting them to the
Committee, that is respecting the loading, and the effect of the loading on them,
which, from your knowledge of ship-building in general, might be useful ?-Those
ships I have seen arrive, the greater part of them have generally come in with a
list.
1147. Have they brought in deck-loads of timber many of them?Most
equendy.
1148. Have you heard any observations, or made any yourself, as to the deck
loads, and the ships laden with them ?I have; it has been my opinion that it
was very unsafe to carry these loads, more particularly when I have considered
the vessels carrying them; their proportions of height have been too great, they
have been too deep ; I have also taken an opportunity of examining a vessel from
Dantzic not long ago; there I observed that they built their vessels much lower
than we do ; I took the dimensions of the Mary Ann, which arrived at Chatham
this year; I found her depth in the hold did not exceed one-half of her extreme
breadth; the hold was wholly occupied with the stowage of the timber ; abaft on
the top of the deck they had a poop-deck, which gave accommodation to the
captain for his cabin, and also for the crew, together with room for his sails,
cables, and stores necessary for the ship ; that ship brought a very high deck
load; I questioned the master of her on the subject; he said, Yes, he did take
a deck-load ; but (he said) it was wrong to do so ; he had strained his vessel very
much, though she was strongly built purposely for the trade ; he said she strained
very much with the cargo and deck-load.
1 149. Was she a foreign ship, or an English one ?--A Prussian ship from
Dantzic; the depth I speak of is from the limber strake to the under side of the
deck; that depth does not include the.depth of the timber or the keel, nor the
addition of the deck and bulwark besides in height.

1150. From your knowledge of ship-building, perhaps you can give us an
opinion as to whether any ships are so secure in their upper works as to be
capable with safety, of carrying a heavy load upon deck at sea ?No ship I
ever observed in the timber trade, in my opinion, was suiciently strong in her
upper works, with safety to have carried a deck-load; our old tonnage laws
have had great inuence in giving an undue proportion of depth to our mercantile
navy; as the depth formed no part of the element for calculating their tonnage, so,
by increasing their depth, it was done without adding to the measurement; and
there is no doubt that the much better appearance and proportion which the
American merchant ship has than ours, is mainly attributable to the different
method they have pursued in obtaining their tonnage, namely, by using the depth
of the vessel as a multiplier, instead of our old practice of half the breadth (no
matter how deep); so long as these ill-proportioned ships continued sound and
strong, and took in such cargoes as could be stowed by their weight in a manner
to preserve their stability, long tedious voyages and difficulty of working off a lee
shore," were the most prominent evils of which their owners or commanders had to
complain; but when they become old and leaky, so as to endanger and spoil the
perishable and valuable cargoes with which they are intrusted, they are then no
longer considered t for such service, and are consequently sent to the North
American timber trade.
It is then that their peculiar untness is demonstrated by the fearful recounting
of their annual losses, together with their crews, under the worst, most heart
reading and direful circumstances. I have examined the holds of several of these
ships, and found they are in depth about two-thirds of their breadth; the dimen
sions of one is as follows: length, 120 feet; extreme breadth, 33 feet 6 inches;
depth in hold, from the upper part of limber-strake to the under side of upper
deck, 22 feet 4 inches ; tons, 589.
Add to this depth the deck-load, and the
distance from the limber-strake to the bottom of the keel, there will be a proportion
very little short of six-sevenths of the extreme breadth of the ship ; then again, for
weight, add to the upper part of the ship her masts, sails, rigging. boats, anchors,
water for ships use, spare spars, cabouse, and, in some cases (as it is in the ship
whose dimensions I have given), a poop and top-gallant forccastle; then again, in
stowing the ship with timber, from her contracted form in the lower part of the
hold, the higher tiers will have much more in them than those nearest the keel.
There can be no doubt, when all these points are taken into consideration, that the
centre of gravity is raised to a very questionable, if not dangerous height, which,
taken
7;;
taken in connection with the general age and inrmity of the ship, together with
the shifting and restless character of the cargo, forcing and straining upon par
Mr. Robert Adams.
ticular parts of the vessel at every movement or lurch, this will, no doubt, fully
4. June 1839.
account for the opening and straining of the seams, and the lamentable results
which follow. The experience of ages has proved, what science and calculation
has also demonstrated, that a proportion of height so great should be avoided, and
that a much more safe and protable one would be where the depth of the vessel
would not exceed half of the extreme breadth, the depth to be taken from the upper
side of limber-strake to the under side of upper deck. These proportions need
not increase the weight or expense of the materials composing the ship. Take a
ship whose dimensions have been before quoted, whose extreme breadth is 33 feet
six inches, and depth 22 feet four inches, instead of which make her 37 feet two
inches wide and 18 feet eight inches deep, taking off three feet eight inches from
her height and adding it to her breadth; although you will not have quite so
much cubical contents in the hold by this improved proportion, yet you will be
abundantly recompensed, bringing with it, as it does, a stronger combination of
materials and a form less liable to work or strain; it will also give the necessary
angle required for the shrouds without the aid or extension of channels. Here are
the dimensions of the Marianne, a ship belonging to Dantzic, employed from
that port to England, in the timber trade: length, 1 19 feet; breadth, extreme, 29
feet; depth in hold, 14 feet six inches; tons, 435 (Prussian.) It will be seen that
her breadth is precisely half her extreme depth. The captain says, he carries a
deck-load, sometimes go loads of timber; but it is (he says) wrong to to so; it
strains his ship very much; his ship is not so weatherly as our deeper ships,
but she is much safer, and sails well off the wind; the whole depth of the ship
from the bottom of the keel to the upper side of upper deck is 17 feet 6 inches;
and draws when loaded in midships 14 feet 6 inches water ; the upper part of
deck is only three feet above the water, a little more than one-fth of the depth of
hold; he has abaft a round-house on poop above this deck, which affords room for
cabin, sleeping and mess berths for his men, sail-room and cable-tiers; he has a
clear hold below the main-deck for timber without the least interruption ; he carries
no ballast under his timber, nor does he (he says) require any. Now if this ship,
with her comparatively shallow dimensions, and built strong, purposely for the
trade, strains with a deck-load, how much more so must the class of deep worn
out ships before spoken of?
I had an opportunity of examining the Baron of Renfrew, whilst building at

Quebec; so certain were the builders of this great ship of the effects likely to be
produced by so great a mass of timber being piled together, when the ship began
to roll or lurch, that they actually built a cabin on the deck, large enough to con
tain the crew and provisions, water-tight, independent of the hold and cargo.
If in vessels whose proportions are too deep, instead of the deck-load of
from 30 to 40 tons weight of timber they were obliged to carry the like quantity
of iron ballast in their hold, there can be very little doubt but a great improvement
would be made in their sea-worthiness; their stability would be much increased,
the ship would be less strained, and consequently it would leak less. The loss of
freight upon from 20 to 60 loads of timber would soon be gained, in the additional
security given to the voyage by the diminished number of losses, and consequent
decreased amount for insurance. A false security is often entertained by sailors,
who fancy, because the ship is timber-laden and cannot sink, there is not much
danger from two or three feet water in the hold, and are consequently not over
anxious about pumping; they forget, or do not know until too late, that the ships
stability is in a measure destroyed; that a violent motion and increased rolling
takes place, which is followed up by additional straining and augmented leaking,

until the ship pressed over to a degree beyond recovery, the cargo assumes a new
position, and she lays a prostrate wreck. The Government should take into its
hands the power of examining and deciding both as to the safety and propriety of
the manner in which cargoes should be stowed and carried; no person should be
allowed to place his loading so high as to endanger the stability of his ship, and
risk oversetting her, nor should he be permitted to load with heavy materials so
deep as to endanger her sinking, any more than he should be allowed in either
case to put such a cargo into a ship that, from her age and weakness she would
be incapable in rough weather to carry with safety. We are in the habit of

watching with jealous scrutiny dangers which, though not near so great, we can
better understand, because they are brought so palpably home to our compre
0.91 .
hension;
74
M,_jq,,;,m A,'1,,,,,,. hension; for instance, the number of persons that may with safety be taken into a
boat or Wherry, an omnibus or coach; the law is careful to watch that no
4 June 1 839.
encroachment be made upon their stipulated numbers; but for the want of this
comprehension in the matter of our ships, they are allowed to pile their cargoes to
an indenite height, and to load with materials to an unlimited depth, and in
some cases in vessels which are unsafe from weakness to carry a moderate cargo
in any way. There are two ways in which a ship's safety is endangered by the
deck-load, especially in these deep vessels; the rst is, by having raised the centre
of gravity so high as to make her crank, when she is pressed over by the slightest
impulse of wind, to a degree that disturbs and shifts the cargo; the other is by
disrupturing the fabric, from having placed a weight upon a part of the vessel
which was never intended by the builder, nor is it capable with safety of bearing,
particularly when it is well known, that in many instances the midship pillars,
which are placed for the purpose of supporting the deck, are for the convenience
of stowing the timber taken down, and in place whereof a blocking up of these
beams upon the cargo is substituted; which is like taking the foundation
from under a house, and endeavouring to support it with blocks of sand;
for upon the rst breeze of wind the motion of the ship will work these
supports loose, when the deck with its load must in consequence fall in,
or, if not so, break and strain the sides, or move every part of the fastenings, as
to render the ship altogether un-seaworthy ; added to this, it should be borne in

mind that the upper part of the ship is unsupported by the external pressure which
the lower or immersed part of the hull has by the surrounding uid, and con
sequently is relatively weaker in this particular part; all these points clearly
demonstrate the danger and impropriety of carrying deck-loads ; in order to show
how very dilferent the ship is loaded, where a safe passage is the primary object
of all concerned, it need only be stated that a Government vessel, about 580
tons, well found, and strong, in form and proportion the same as those generally
employed in the trade, before taking on board her cargo of timber, had 100 tons
of ballast put in the hold; the master, a very intelligent and experienced oicer,
did not think his ship safe without it, nor did he take any timber on deck, or so
pile it in the hold, as to weaken and endanger the stability of his ship; but made
an excellent passage, bringing from a very distant colony adout 360 loads of
cowdee mast timber, averaging in weight about one ton per load ; she might have
taken from 2,000 to 4,000 deals in addition, to ll up broken stowage, without
raising her centre of gravity; but beyond this quantity, every tier raised higher
must necessarily have weakened the stability and sea-worthiness of the ship ; if the
quantities taken on board named in the account I hold in my hand be compared
with that in this Government ship, and their respective tonnage, there can be no
doubt that a fearful risk has been hazarded to bring these cargoes across the
Atlantic ocean.
[The Witness read and delivered in the following Documents :]
AN estimated Weight of the Cargoes of Three Ships employed in the NORTH AMERICAN
TIMBER TRADE, as brought to Chatham, according to their respective Dates; also the
Weight of a Cargo, &c., of a Government timber-laden Vessel, with their respective
Tonnage.
Ship's Name,
and Entry at Customt'
.
.
.
.
Species and Quantity ufT1mber imported.
Estimated
\,vL.ighL
Tons. Cwts.
387 loads of yellow pine
Baltic Merchant:
320
1,684 spruce deals, at 63lbs. each -
47
15 16
422 pine - ditto ,, s4

27 May 1837.
_
363 tons registered.
,,
400 pine ends - ,, 42
,,
426 oars (ash) - ,, 70
,,
13
29 15
5,555 staves -
- ,, 12
,,
3,108 ditto
- ,, 25
,,
Tons weight brought - - - -
7 10
6
34 13
468
75
,
.
_
.
.
Weight of the Cargoes of Three Ships employed in the North Amencan Timber Trade, &c.contd.
Mr. Robert Adams.

4. June 1839.
Ship: Name,
and Entry at Customs'
Regala:
9 August 1837.
Estimated
Species and Quantity of Timber imported.
8,515
43
93
23
62
spruce deals, at 63 lbs. each

loads of Canada elm
ditto - yellow pine
ditto - red pine cart (ash) - at 70lbs. each
300 spruce ends ,, 31

130 pine deals - ,, 70
,,
,,
Tons weight brought
James Harris :
7 October 1837.
.
130
6,400
350
400
loads of yellow pine

spruce deals, at 63lbs. each
pine - ditto ,, 70
,,
oars (ash) - ,, '70
,,
9,300 staves -
- ,, 12
,,
February 1839.
Tons weight brought
Govemment Vessel:
weight.
360 loads of cowdee 100 tons of ballast

2,000 deals, at 84lbs. might, have been stowed without]
injuring the ships stability
-I
Tons weight brought - - - . Annexedi is a Table of Specic Gravities, by which the loads of timber have been cal
culated.
A TABLE of SPECIFIC GRAVITIES, showing the Relation of Weight between a Load of

Timber of the various qualities below specied and the like quantity in bulk of Sea Water,
the Water calculated at 1,030 ounces per foot.

WEIGHT.
Tons. cwt. qrs.
50 feet of sea-water, being equal in bulk to one load of timber

60 feet, or one load of Canadian elm, at 60 ounds or foot
Ditto of North American oak - - at 50 lbs. per oot
Ditto of - - ditto - maple - - 62
ditto Ditto of - - ditto - beech - - 63
ditto Ditto of - - ditto - yellow pine 37
ditto Ditto of - - ditto - 'red pine - 43
ditto -
Ditto of - - ditto - ash - - - as
ditto
Ditto of -
ditto
- 12
- ditto
spruce deals 28
1 8
1 6
1 2
1 '7
1 8
- 16
- 19
lbs. 0:.
2 26 12
3
4 I
8
2 20 - 14 2
2 22 -
4 2
6 -
The weights have been obtained by averages formed from tl.ie.various qualities of timber
in a state as near as possible corresponding to the times of their importation.

(signed)
24 May 1839.
'
Rob. Adams,
Foreman of the Yard, Chatham.
1151. C/iairman] Is that fresh green timber from America or dry wood ?
These weights, it is added, have been obtained by averages formed from the
various qualities of timber in a state as near as possible corresponding to the time
of their importation.
1152. Mr. Alderman Th0mps0n] How much does a given quantity of deal
timber of a given weight increase in weight when it is steeped in water ?That
will altogether depend on the time it has been steeped.

0.91.
K 2
1153. Supposing
76 MINUTES OF EVIDENCE BEFORE SELECT COMMITTEE

Mr. Robert Adams.
1153. Supposing a ship laden with 300 tons of deal timber, and that that ship
gets water-logged, and you manage to get rid of the water, how much will the
4 June 1839.
weight of the cargo be increased by having been steeped ?Considering the

green state of the timber when shipped, I do not imagine there would be much
added to its weight.
1 154. Admiral C0drz'ngt0n] Do you know whether timber ships coming from
America are affected with the dry-rot, inoculated by the cargo '?I should imagine
not.
1155. You have known some men-of-war affected that way by the dry-rot,
supposed to be by inoculation '.'The opinion is pretty generally gaining ground,

that treenail fastenings to the ship inoculate, it being made of various qualities of
wood. I should not be at all astonished if in the Navy we adopt metal fastening
instead of treenails generally.
Captain George Probyn, of the East India Company's Service, called in;
and Examined.
Captain G. Prabyn.
1156. Chairman] THE object of this Committee being to inquire into the
shipwreck of timber ships, and the loss of life consequent upon such shipwrecks,
and as your service has been in East India ships entirely, the only question I can
wish more particularly to put to you is, as regards the means of preservation of
the lives of seamen under the circumstances of a shipwreck, or any other accident
that happens at sea; 'I believe, in the ships that you commanded in the com
pany's service, you always carried with you a boat tted on the principle of a life
boat ?We did.

1 157. Will you have the goodness to state, from your practical knowledge of
the circumstances, whether you consider such a course as that, if adopted
generally, would be likely to be benecial in the case of shipwreck or any other
accidents that may arise from the casualties of the sea ?I think it would be
highly benecial, for she would live at times when other boats could not; she
would be able to keep aoat in the water when ordinary boats could not.
1 158. Would you state any cases that may have come within your knowledge,
when men have lost their lives, which could not have been the casein the event of
such a boat having been provided ?I recollect some years ago, when I was at
sea, a man falling overboard ; it was blowing very fresh at the time ; the boat was
lowered, she lled with water, and was immediately swamped; had the life-boat,
which I am speaking of, been there, that would not have occurred; in all pro
bability the mans life would have been saved.
1 159. In the event of a shipwreck, what would be the result of having a boat
of that kind with you ; would it enable your ship to communicate with the shore?
I think that it would; when I commanded The Minerva, in the East India
Company's service, I had one of these boats; and, during the time we lay in the
Madras Roads, I tried the surf; the surf is so high in the Madras Roads, that it is
only a peculiar kind of boat, built by the natives, generally speaking, that can go
through it; they are called Massulah boats; they are sewn together; there are
no nails in them; they are built by the natives, for the express purpose of going
through the high surf; I was anxious to try this life-boat in the surf, and I took
an opportunity of putting her in the surf when it was very high; I put her every
way, broad-side, and allowed the surf to roll over her, but she would not swamp,
neither did she upset; and the natives, who thought that only their own boats
could pass through the surf, were quite astonished at it; they had great con
dence in that boat; I have landed her at the beach at Madras, and a great
number of people went to see her there; I have not been to Madras since, but I
believe there are other boats now built upon this plan; I wrote an account of that
boat to the chairman at the time.

1160. This boat is merely a boat, with ttings applied toit, which are taken in
and out as occasion requires ?Exactly.
1 161. So that she is not at all untted for any purposes for which she is wanted ?
And any other boat that is launched might be tted in that way.
I
Captain D. Sutton.
Captain David Sutton, called in ; and Examined.
1162. Chairman] YOU commanded ships for several years in the East India
trade, I believe ?-Yes.
1 163. You carried your own ships boats ?-Yes.

1164.
Boats
ON' SHIPWRECKS OF TIMBER SHIPS.
77
1 164. Boats tted as life boats ?Yes, two, the cutter and the jolly-boat.
Captain 0. Sutton.
1 1 65. Will you state your opinion of the advantage of a ship having a boat of
that kind with her, under any circumstances ?The advantage is, in case of a man
falling overboard in a heavy gale of wind, you can lower the boat down in safety ;
4 June 1839.
though the boat may ll with water, still she will not sink; in a common boat, if
that takes place, the boat goes down. Another advantage of this is, that, in the
event of a shipwreck, you can at all times communicate from the ship to the
shore by means of this boat; thou h she may strike upon the rock, she will not
sink; Iwill give you an instance:
was at anchor in the Eliza, September
1831, at Symonds Bay, in the Cape of Good Hope; other ships were lying
there; a ships launch came alongside with water, quite leaky; a gale commenced
from the south-east; it blew very hard ; we succeeded in getting all the buts out
except three; at this time the launch, lling with water, with diiculty the men
were hauled on board; the cutter, tted with air cases at this time was astem,
and ordered to be hauled up to make a hawser fast to the long-boats bow to

prevent her sinking, in doing which she was hove on the long-boat's stem (or
bow) with a great crash; the men became alarmed, and said the cutter was sink
ing; however, on my assuring them such could not be the case, they persevered,
and made the hawser fast; the boat being veered astem, the oars and men taken
out of the cutter, and she secured-astern also.
All night it blew tremendously
hard, as much so as had been known for years, the Maidstone frigate having
struck lower yards and top-masts; my mind was easy as to the cutter and long
boat, and the ship rode very well.
In the morning at seven it abated; the long
boat was baled out, and towed on shore by the cutter with six men and an oicer;
she returned, taking on board three men from the launch, making in all 10 people,
with oars, &c. All this time the water was scarce so high as the thwarts, the
boat pulling light. No one but myself had any idea of the state of the cutter;
on her coming alongside she was hoisted a little out of the water, which cleared
her; on taking the air cases out, a hole was found in her bottom of nine inches
by ten, through two planks and a timber, enough to have sunk a small vessel;
this so convinced me, and all on board, of the utility of the cases, that I rmly
believe every man would willingly have trusted his life in them should we have
had occasion to use them for that purpose. This event has most clearly shown to
me, and must to every seaman, the necessity of having boats tted in that man
ner; for had such not been the case, we must have lost the two boats, and in all
human probability the lives of four men also.
1 166. According to your opinion, as an old seaman, it would be a very desirable
thing if all ships had a boat tted in some way or another on the principle of a
life-boat ?No ship should go to sea without one.
George Palmer, Esquire, Chairman of the Committee, Examined.
1167. Admiral Codringtom] WOULD you have the goodness to state to the
Committee the plan of the life-boat referred to by the last witnesses ?The plan
referred to is one which has been recommended by myself, and has been adopted
by the Royal Society for the preservation of life, in cases of shipwreck, for several
years past; and every ship that I have been concerned in has invariably carried
one boat of this description to sea; the expense of applying the ttings to any
boat whatsoever, does not exceed 20 l., if the work is done by a carpenter and
people on shore, but it may equally well be done by any common carpenter or
person on board the ship himself, and in that case the materials necessary for the
purpose, including wood, canvass and every thing, will not exceed from 101. to
121. ; the French Government have applied to the society, within the last four
years, for two boats, which were built especially for them, and they have since
sent over to the boat-builder, who has been employed by the society, for other
boats of the same description, and on the same principle; there is reason to believe
they are adopting the principle generally ; it must be understood that it is the
general application of this principle, or some one similar to it, alone, that I wish to
recommend, not particularly conning myself to any one in particular.
0.91.
1:3
G.Pafmer, Esq.M.i>.
[73]
LIST
OF
APPENDIX.
Appendix.
Page.
No. l.ACCOUNT of the different Ti nber Ships wrecked from the Year 1832 to 1839
79
No. 2.-STATEMENTS respecting Timber Ships Water-logged
95
No. 3.COPY or LLOYDS REGISTER of British and Foreign Shipping, from 1st July
1838 to 30th June 1839-(with Plan)
97
No. 4.SUMMARY of the List of Vessels which cleared out at the British Northern
Colonies in the Years 1836, 1837 and 1838, for the several Ports of the United
Kingdom, and of those which did not arrive at their respective destinations, showing
their Names, with their Characters, for the Years 1836 and 1838, as marked by
the Secretary of Lloyds Registry Book
- 119
APPENDIX.
[79]
PPENDIX.
Appendix, No. 1.
ACCOUNT of the dierent TIMBER Smrs wrecked from the Year 1832 to 1839.
SHIPS WRBCKBD or WATER-Loosen, from Quebec, Halifax and Newfoundland, as per Lr..oYns LIST, from
1 January 1832 to 20 December 1834.
1832:
Ship lost.
Ship lost.
Jan.
)7
10
- - Halifax, 17 December 1831. The Maria, MLeod, from Quebec to

Greenock, struck on the Magdalen Islands 14th November, and was totally
lost, with her cargo; the crew arrived at Arichat.
2'7
- - Liverpool, 24.
The Fame, Sharp, arrived to-da from Demerara; fell
in with the Majestic, from St. Andrews, N. B., to iverpool, on the 14th
Water-logged, part
crew lost.
instant, lat. 42, long. 39, and took off eight of the crew, ve having pre
viously died. The vessel had been 10 days water-logged.
The lda" lost.

\Vater-logged.
- - Paris, 26 January. The Ida, Phili s, from Newfoundland to Liver

ool, was abandoned 4th instant, lat. 40, ong. 52, being water-logged ; she
ad on board the crew of the Sap pho, Eaterbrow, from St. Ubes to Bos
ton ; both crews saved by the Gem, Baxter; arrived at Havre.
Lost; only two of
- - St. John's, N. B., 2-1 December. The Edward Walker, MKenzie,
crew saved.
sailed from hence for Dublin the 21st instant, and the next ni ht was driven
on shore near Digby Gut; only the mate and a seaman saved.
Water-logged and
- _- Limerick, 31 January. The master of the Reform arrived here from
Feb.
Liverpool; saw on the 22d instant, lat. 56, long. 12, a brig about 200 tons,
lost.
14
)7
laden with timber, abandoned and water-logged ; no masts standing.

- - Kirkwall, 2 February. Part of the hull of a vessel, supposed to have
been a brig, has drifted on shore on the island of Hoy ; the cargo consists of
American pine.
- - Terceira, 4 January. The Editha, Law, from Quebec to Liverpool, put
in here in great distress; she was out of provisions and water.
))
\Vater-logged and
lost.
21
1)
- - Liver ool,'18 February. The Huntley, from St. Andrew's, N. B., to

Liverpoo , was abandoned about 500 miles westward of Ireland, being water
logged; crew saved, except one boy.
\Vater-logged,
- - Liverpool, 15 March. A ship, about 400 tons, on the stern
supposed lost.
don, water-logged, was passed 7th instant, lat. 44, long. 24.
W ater-logged ,
supposed lost.
March -
20
5 u pposed lost.
May
15
Lon
- - Salem, 16 February The bark Hannah, of Liverpool, timber laden,

water-logged and abandoned, was fallen in with 14 January, lat. 47, long.
by the Delaware,
West; The
arrived
at Philadelphia.
-34,
- Yarmouth,
N. S._, 4 April.
Ann,
Fowler, from Quebec to Swan-t
sea, sailed from St. Johns, Newfoundland, 13th or 14th December, and has
not since been heard of.
\Vater~logged,
July
24
supposed lost.
- - Limerick, 18 July.
The Wilkin
on, of Workington, from Quebec,
water-logged and abandoned, was fal en in with about 150 miles westward
of the Blacquetts, by the Ceres, Dunn.

Sept.
14
- - Quebec, 9 August.
The Isabella, Burt, was abandoned in lat. 45,
long. 49, being a wreck ; 64 passengers brought in here by the Nancy.

Lost.
Nov.
Supposed lost.
H
27
- - Liverpool, 6 November. The George and Thomas, from Quebec to

Dublin, was totally lost, 10th August, on Langley Island.
- - Plymouth, 22 November. The Gleaner, Cumming, from Quebec to
Cork, was abandoned the 13th instant, lat. 45, long. 34; crew saved by the
Hannibal, from New York.
0.91.
K4
(continued)
80
Lost.
APPENDIX TO REPORT39FROM SELECT COMMITTEE
Nov.
27
- - Dublin, 24 November. The Emperor Alexander, MKinnon, from

Quebec to Dublin, was totally wrecked on the Arklow Bank ; crew saved.
Lost.
Part crew lost.
Dec.
11
- - Belfast, 4 December. The David, Gillmour, of Bristol, was wrecked

on Cape St. Ann, in the river St. Lawrence, 7th ultimo; the master, car
penter and some of the crew remained with the wreck; the rst and second
mate, nine men and a passenger, arrived at Belfast, 4th December, in the
Dunlop, 'Gowan.
1833:
11
- - Liverpool, 6 January. The Sir Edward Codrington, Childs, was forced

on shore by the ice at Petit Riviere, in the St. Lawrence, about the 1st
ultimo, and condemned.
Water-logged.
Supposed lost.
Feb
- - Plymouth, 29 January. The John Buschman, Hindmarsh, from

St. Johns, N. B., to London, was water-logged during a gale from 15th to
'
,7
I7
21st ultimo, and abandoned in lat. 43, long. 55; the master and crew arrived
in the brig Zephyr, from St. Joh11s, N. B.
- - Montreal, 24 December. The Emerald, Tucker, from Quebec to
London, was abandoned off Matrm, 9th inst.; had been aground and
injured by the ice; when left was in a sinking state.
- - Quebec, 31 December.
The James Laughton," from hence to Liver
Q)
pool, was driven on shore by the ice, and expected to be condemned;

cargo expected to be saved.
Lost.
- - St. Johns, Newfoundland, 8 January.
)I
The Mountaineer, Jackson,
from Quebec to Chatham, was totally wrecked near Cape Chat, previous
to 27th December; crew saved.
- - New York, 9 January. The James Florence, from St. Johns,

N. B., to England, being ve days out, was abandoned; crew saved by the
Supposed lost.
Balmirino.
- - Liver ool, 12 February. A bark, abandoned and water-logged, was

seen 29t ult., lat. 40, long. 48; had deals on deck, and ap peared to be
Water-logged.
Supposed lost.
timber laden, and recently abandoned; seen by the Nelson Village;

arrived here.
Water-logged.
Supposed lost.
- - Greenock, 8 February. A vessel, abandoned and water-logged, was
Supposed lost.
- - Live 001, 28 March. The Bellona, from St. Andrews, N. B., to

Dublin, as been abandoned at sea; crew saved.
fallen in with in lat. 48, long. 18, by the Mary ; arrived in the Clyde.
The Ugoni arrived from St. Johns, N. B.; expe

rienced bad weather on 1st ultimo, in long. 40, and was obliged to throw
- - Belfast, 2d inst.
her deck-load overboard, and some of the cargo.

Supposed lost.
Query if timber
ship ?
7I
16
- - Mogadore, 8 March.
driven on shore 8th ult.
- - Paris, '16 A ril.
A vessel, timber laden, and bottom up, was
A vessel, about 400 tons, abandoned; yards black;
))
was fallen in with 29th ult. by the Bolivar ; arrived at Havre, lat. 42,
long. 42.
Lost.
'28
June
- - Greenoek, 23 Ma . The Mary," Laird, arrived here from St. Vin

cents; she fell in wi , on the 9th inst. in lat. 40, long. 38, the wreck of the
barque Bellona, laden with deals, and set her on re, she being in the
way of homeward bound vessels.
- - St. Johns, N. B., 14 May. The Jupiter, Kyle, from hence to Cork,
has put into Shelborne, N. S., with several feet water in her hold.
Query if timber
ships ?
- Newfoundland, 21 May. The Madeira, Ross, arrived from the

Clyde; saw, about a fortnight since, two copper-bottomed vessels wrecked,
and lying on the ice, on the outer ledge, between 200 and 300 miles off here;
one appeared to be a brig, the other a ship.

Water-logged.
Supposed lost.
July
26
- - Gieenock, 23 July.
The General Wolfe, from Quebec to Plymouth,
struck on an ice island on the 6th instant, lat. 46, long. 48, a11d almost
immediately became water-logged; she was fallen in with the following
day by the Earl Dalhousie, from Montreal, who took the crew out.
Oct.
18
- - Falmouth, 14 October. The Harmony, Brown, from Quebec to Hull,

arrived here on Monday, with loss of deck-load, and ve feet water in the
hold .
Query if timber
ship ?
Oct.
- - Deal, 18 October.
The Lancaster, of Whitehaven, dismasted, aban
doned, and nearly full of water; was seen 3d instant, lat. 45, long. 45, by the
Beaufort ; arrived from Quebec.
)7
lb U1
- - Galway, 21 instant. The Sarah Margaret, MKenzie, from St Johns,

N. B., was driven on shore in this bay last night, and it is feared will be
totally wrecked.
29
- - Sl;.Johns, Newfoundland, 1 October.
The
81
Maria, Kemp, from
Richibucto to Liverpool ; put in here water-logged, deck-load being thrown

overboard; she righted.
-
- - Deal, 30 November.
The Kingston, Crouch, from Quebec to
London, struck on the Swallow Bank, and was towed on shore near Sand
gate.
- - Swansea, 29 November.
The Amethyst, Hudson, from Montreal to
Liverpool, was driven on shore in the bay ast night, and it is feared will
be wrecked.
-
- - Portsmouth, 4 instant. The Old Maid, late Carr, arrived here

from Quebec in a very leaky state, with loss of bulwarks and deck-load,
having experienced a hurricane 28th ult., in lat. 49, long. 15, and
shipped heavy seas, which washed the master and mate overboard.
D)
13
- -The Merope, Blandford, from Quebec, was driven on a bank in
Itchen-ferry-creek on the 9th instant during a gale; fell over and lled;
part of cargo had been discharged.
Lost.
Lost.
17
- - The Billon," Warnock, is on shore 12th instant, at Logh Swilly, -om

St. Johns, N. B.
24
-- Quebec, 11 November.
27
St. Esprit, Cape Breton.

- - Valencia, 22 December. A large brig, timber laden, was totally; lost off
Vessel and crew

lost.
The Susan, Landry, has been totally lost at
the north side of Valencia island, the evening before last, with all ands.
1834:
Ship and crew lost.
Water-logged; sup
posed lost.
- - Dover, 4 January. The Henry Brougham, Connolly, from Quebec

to Ross, was driven on shore on Valentia, coast of Kerry (vide List, 27 De
cember), 20th ult., and totally lost, with all on board.
-- Poole, 5January. The Asia, of London, timber laden, water-logged

and abandoned, with foremast and bowsprit standing; was fallen in with in
lat. 49, long. 35, by the Trinity, Walker; arrived here from Newfound
land.
24
.-Greenock, 21 January.
The Providence, Cowan, from Quebec to
Hull, was towed in here this morning; she was dismasted 25th ult., lat. 55,
long. 32.
Supposed lost.
I)
- - New York, 28 December. The Sappho, Thompson, from St. Johns,

N. B., to London, was abandoned 22d instant, 45 miles S.E. of Cape Cod;
crew saved.
28
- - Deal, 26 January.
The Miomac, arrived from Boston, reports the
loss of the Wellington, Kellar, from North America to Cork, with

three of the crew and one woman.
Water-logged, lost.
Part crew lost.
31
--St- John's, N. B., 21 December. A ship, about 500 tons, dismasted; loss
of rudder, and a arently timber laden; was seen 23d November, lat. 42,
Cape Sable,
about 50 miles.
Feb.
-- Liverpool, 31 January. The Grenville, Wray, arrived here from St.

John's, .B.; was struck by a sea 8th instant, in lat. 42, long. 40, which
carried away her bowsprit; she saw a large ship, timber laden, founder to
leeward.
Feb.
- - Greenock, 30 January. The Atlas, Fowler, from St. John's, N. B.,

to Strangford, was struck by a sea 15th ult., in lat. 42, long. 67, which swe t
the deck, washed off four of the crew, and the vessel became water-logge ;
the master and the remainder of the crew were taken from the fore-to on
the 22d, by the Nassau (whaler) of New Bedford, and on the 10th inst.,
lat. 32, long. 18, put on board the William," Hamlin; arrived here from
the Mauritius.
'7
- - Skibbereen, 30 January The Trial," from St. Andrews., N. B., to

London, abandoned the 12th ult., lat. 23, long. 49; was driven into a cove
at the west end of this island this morning.

Supposed lost.
Lost.
)1
-'
11
-- A brig about 200 tons, timber laden, and abandoned, was fallen in
with on 23d ult., lat. 49, long. 22, by the Martha, arrived in the Clyde.
- - Greenock, 6 February.
The Fanny, Leith, from Quebec to Liverpool,
was wrecked on the west coast of Newfoundland, 17th November; crew

saved.
H
0.91.
"
- - Killybegs, 6 February.
The Sir R. H. Dick, Elder, from St. J ohns,
N. B., to Liverpool, ut in here to-day, with loss of rudder, deck-load, long

boat and bulwarks, c.
L
(_continu'.)
APPENDIX TO REPORT FROM SELECT COMMITTEE
\Vater~logged, sup-
Feb.
14
P$@dl5-
- - Milford, 11 February.
The Effort, of North Shields, timber laden,
water-logged and abandoned, was passed to-day, about half-way between
Lost.
G'"9'Pa1'tf'ew
,,
18
l5t'
the Saltier and Smalls Light, by the Sybill packet; arrived here to-day.
- - Antwerp, 14 February. The Lucy, Moon, from St. Johns, N. B., to
Padstow, was fallen in with 18th ult., lat. 40, long. 47, and only two of the
crew le, having been capsized on the 31st December; they were taken on
board the Wi liam Thatcher, Woorts; arrived here.
,,
21
- - The _Lucy, Moon, (vide List 18th) is supposed to be the Dalusia,
Wa;ef-188-di
March
27
Moon, which cleared at St. Johns, N. B., 21st December, Padstow.

- - Antigua, 17 February. The Tapioca arrived here on the 7th from
Halifax, passed on the 20th ult., lat. 38, long. 62, a brig, apparently water
wa1"lE~'E@d-
April
15
logged, deck load of timber, and loss of sails.

- - Isle of Islay, 7 April. The Elizabeth," of St. Johns, N. B., timber
ladegid, antd) blc1>u1idlatJ<J>dSlifg.<Z_, was fallen in with 5th inst., water-logged, and
Supposed l08l-
May
13
- The William Pitt, Burnett, sailed from St. Andrews, N. B., 5th
January, for Gloucester, and has not since been heard of.
Query if umber-
July
- - Montreal, 29 May. The . Trafalgar, from St. Johns, N. B., to Quebec,
ow
ship}
in
te s
oonsay.
had her bows stove in by striking a cake of ice 27th ult., and has been towed
into Arichat.
\vae;-10gged.
,,
11
- - Plymouth, 8 July. The Priam, Harper, from Quebec to this

spoken 11th ult., 50 miles below Quebec, water-logged, by the
arrived here.
29
Water-logged.
- - St. Johns Newfoundland 8 July.
WP-5
arinerg"
The Lord Wellington Wylam
from St. Andi'ews, N. B., to ,London, having sprung a leak, put into this
Aug.
port 6th inst., water-logged.

- - Liverpopl, 4 }Au st]. The ]Elizabeth, of lSt.Jo5ins,dNlewfoupdilan];i,
was passe
18t
u t., at. 48, ong. 44, water- ogge
an
ismas e ,
the Margaret ; arrived here.

Query if tiniber-
Sept.
ship?
- - Labradore, 5 August. .The Adventure, Boig, from Rutgouche to
London, was wrecked on this coast 3d instant; crew saved.
Query if tiniber-
Dec.
ship?
- - Quebec, 25 October. A large ship was seen on shore a few days ago
on Mille Vache, apparently north country built.
'Water-logged, lost.
P3" HEW 105%
,,
- - Halifax, 10 November. The Daniel OConnell, Warnock, arrived at

St. Johns, N. B., from Troon; fell in with Mary Armstrong from Quebec
to Bristol, water-logged 17th September, lat. 50, long. 37, and saved 10 of
the crew. The master, mate, carpenter and a boy were washed overboard
in a gale on the 14th.
Water-logged.
,,
- ,,
,,
12
- - Halifax, 10 November. The Brisk, Murphy, from St. Johns, N. _B.,

to Wexford, was abandoned by the crew 29th ultimo, near Yarinouth, bemg
water-logged.
- - Quebec, 14 November. The William Money, OBrien, was towed

back by a steamer, after having been on shore, supposed from drawing too
much water.
Sans WRECKED or WATER-LOGGED, from Quebec and Newfoundland, as per LLoYns Lisr,
from 1 January 1835 to December 1837.
1835 2
L05t, W8te"'l81Pa" crew l5l-
\v-ate;--]0gged, sup.
Jan.
- - Elizabeth, Rushleigh, Quebec to Padstow ; became water-log ed on

the 4th December, lat. 49 N., long. 27 W.; six of the crew washe over
board. The long boat, with the master, two mates and three seamen, picked
up by the Caroline from St. Johns, N. B., on 13th December.
,,
,,
- - The Bolivar from Miramichi, was abandoned the 29th December, off
posed lost.
Mizen Head, being water-logged ; crew saved by the Ebenezer.
,,
~ - The Columbia, from Miramichi, sailed 18th November, arrived at
,,
river.
- - The Belle Isle was spoken with 24th December, off Cape Clear, in
distress, the cargo having shifted in a heavy gale of wind, and had been
Liverpool 2d January. The weather was very severe, and much ice in the
Supposed lost.
,,
three days on her beam ends, with ve feet water in her hold.
Jun.
- - The Sophia," Easton, Quebec to Liverpool; on shore at Waterford,
but expecte to be got off.

Supposed lost.
)1
- - The Sir James Anderson, Quebec to Liverpool, was abandoned 18th

December, having been disabled in a tremendous gale. Crew saved by the
Terry s.
Y
13
I)
Water-logged.
)I
- - The Nautilus, Tate, from Quebec ; arrived at Liverpool 8th January.

Experienced dreadful weather during her passage, had her decks completely
swept, and lost two men.
- - The Neptune, timber laden, water-logged, and with loss of topmasts,
was boarded 18th December, in lat. 50, long. 31, by the Chatham,
Wood; arrived at Liverpool 9th January 1835.
18
- - A ship of 700 or 800 tons, apparently abandoned, was
assed off the
Skellings, by the Diligence, Robertson; arrived at

January.
reenock 10th
- - The Ann, from Newfoundland to Bilboa, was abandoned 3d Janua ,
in lat. 46, long. 13; crew saved by the Tagliafferro ; anived at Stan gate Creek.
Water-logged.
10
- - The Britannia, from St. Johns, N. B., was passed the 23d January,
in lat. 37, long. 58, dismasted, water-logged and abandoned.
Water-logged.
17
- - The William Pitt," from St. Johns, N. B., to Liver ool, was fallen in
with 27th January, in lat. 37, long. 45, water-logged.
rew saved by the
Byron.
13
Lost.
-The Sir James Anderson, from Quebec to Liverpool, that was aban
doned 18th December, in long. 84, was driven on shore 24th February, on
the Island of
and went to pieces.
17
- -The Fitzroy," Smith, from Quebec to London, was abandoned 15th
December, in lat. 46, long. 42.

Water-logged.
- -The Napoleon, Smith, aimed at Liverpool; fell in with the Caro
Supposed lost.
line, Petrie, from St. Johns, N. B., to Hull, in lat. 53, long. 14 ; dismasted
and water-logged ; and took off the crew.
Lost.
16
II
7 - The Grace, Tennison, from Barbadoes, passed on the 19th ultimo,

in lat. 39, long. 39, the wreck of the \Villiam the Fourth, apparently
timber laden, abandoned and full of water.
25
J)
- The Caroline, of St. Johns, N. B., laden with timber, was fallen in with,
dismasted and abandoned off the coast of Clare, and towed into Liscannon
Bay.
May
- - The Thompson, from St. J ohns, N. B., to Liverpool, ran on shore the
near Drop Cove. Fore and mainmast cut away. Crew

and passengers saved.
night of the
N. B.--The above vessel was subsequently taken to Newfoundland,
water-logged.
Lost; part crew lost.
Water-logged.
July
21
24
7)
- - The Jessie," Gilmore, from St. J ohn's, N. B., to Belfast, was wrecked
at sea previous to 10th June ; three of the crew arrived at Quebec.
- - The James Laurie, Finlater, arrived at Liverpool, passed 15th instant,
in lat. 47, long. 21, a ship or barque of about 400 tons, timber laden, water
Must have been

lost.
Water-logged.
logged and abandoned, with Liverpool on her stern.

- - Newfoundland, 7 July. The Unity," Robinson, from Liverpool, passed
in lat. 46, long. 23, a ship dismasted, apparently timber laden, but so over
grown with weeds that her name could not be ascertained.
- - Falinouth, 3 August. A wreck, water-logged, with stump of mainmast
August
I)
standing, was passed the 16th July in lat. 42 N ., long. 45,by the Creole,"
Tullock
arrived at Falmouth.
- - The ; Emerald,
of Quebec, laden with timber, was fallen iniwith 25th
Wate r-logged .
I7
July, in lat. 45, long. 44, water-logged and abandoned, and boarded by the
Diana, Tiail; arrived at Dover.
Water-logged.
21
)t
- - The Aurora, of Aberystwith, was passed the 28d July, in the Gulf of
St. Lawrence, water-logged and abandoned, by the Athelston, Wilson;
arrived at Limerick.
Sept.
11
- - The
Live ool, from St. Johns, N.B., is on shore at Hoy Lake, with
loss
of rudder,rcc.
IS
- - The Aimwell, Scott, from St. Johns, N. B., ran on shore in a fog,
in Culdaff Bay (Ireland), on the night of the 12th Sept.
9.91.
1;, 2
(continued
84
Water-logged.
Oct.
- - The Ocean, from Quebec to Newcastle, is at anchor o' Dunnett, water-
logged and deserted by the crew.

n
'
- - Truro, 11 October. The Everton, Wellcott, from St. Johns, N. B.,

is aground on the North bank, with loss of rudder, and nearly full of water.
'
- -The Canada, Smith, from Quebec, upset in the Skitter Sand, near
Hull, the 22d October, and has since been aid in the Hesse], at on her
broadside; crew saved.

- Quebec, 1 Oct.
n
The Eliza, Redman, bound to London, is on shore
'
near Metis, and expected to be a total wreck.

Water-logged.
,,
-- The St. Leonard, from Quebec to Liverpool, was boarded off St.
Peter's, previous to the 7th October, water-logged and abandoned.

-'- The Bristol, Herbert, from Quebec London, is on shore to the west
2|
'
ward of Hythe, and it is expected she will go to pieces.

Water~logged.
,,
- - The Argus, from Quebec to Plymouth, was abandoned 29th October,
in lat. 46, long. 56 ; being water-logged.
Crew arrived at Miramichi.
- - The Irtons Little, Quebec to Liverpool, ran upon a reef of rocks in

L051.
,7
the Straits of Belle Isle on the 7th October; immediately lled and went
down; crew picked up in the boats two days after by schooner William,
and taken into Havre de Grace.
Water-logged.
-- The Andromeda, Eden, from Quebec to Shields, was abandoned
off Gray Island the 29th September, having become water-logged in a

heavy gale on the 22d September; crew arrived at St. Johns, Newfoundland.
Lost.
,,
- - The Ocean," Man, from Quebec to London, was lost near the bay of
7)
Seven Islands, 30th September, having suffered severely in a gale the

previous day; crew saved.
Water-logged.
,,
17
- - The Maria, from St. Johns, N. B., dismasted, water-lo
ed and
abandoned; was boarded 1st November by the Star of the %\est, in

lat. 43, long. 10.
'
'
2)
'
- - A vessel was seen on shore near Mille Vaches, St. Lawrence, previous
to the 10th October.
- -The John and Robert, MKecknie, from Quebec to Belfast, struck
on Barretts Ledge, off the Brandy-pots, near Quebec, and shortly after
lled with water.
20
- - The Earl of Aberdeen, from Quebec to Belfast, was taken into the
harbour of Gasp, 23d October, after having been on shore on Anticosti

(near the St. Lawrence), but got off, after throwing her deck-load over
board.
Lost.
11
'
24
- - The Freedom, Couzens, loaded at Labrador for Teignmouth, was

driven from her anchors in Indian Tickle in a heavy gale on the 14th
October, and totally lost, with her cargo; crew saved.
Lost.
D6-
- - The Collins, Smart, from Quebec to Liverpool, was driven on shore,
'
close to the pier of Dunmore, the 24th November, and went to pieces;
crew saved.
n
'
- - The Shubernackadie, from Quebec, went on shore in South Bay,

H
Wexford, 24th November; it was feared she would go to pieces.

Water-logged.
71
'
7)
-- The Thomas Worthington, Lindsa , from St. Johns, N. B., to

Liverpool, drove from her anchors, 26th ovember, at Crookhaven, and
went on shore; her three masts gone, and water-logged.
- - The Sevem, from Miramichi to Bristol, drove on shore 24th Novem
ber, near Arthurstown, and must discharge part of her cargo.

n
--The T Again, from Quebec to Cork, was stranded at Kinsale

24th Novem er.
'
Five American timber vessels are reported to be stranded near Clandun,

Ireland, about 1st December.
n
'
11
- - A brig, with loss of rudder, foremast, main-topmast, &c., and decks

swept, about 350 tons, with a signal of distress ying, was passed on the
22d November in lat. 45, long. 32, by the Sophia, Esson; arrived at
Liverpool from Quebec.
Water-logged.
,,
--Abrig, 300 tons, was seen the 25th November in lat. 45, long. 31,
apparent
water-logged, with loss of foremast and maintopmast, b the
William Brown ; arrived at Liverpool from Baltimore; who also ell in
with an English brig, dismasted and abandoned, in lat. 37, long. 67.

\
1835:
Dec.
15
- - The Carlton arrived at Liverpool from Quebec the 10th December,

experienced a very heavy
le from 23d to 25th November at N. N. W.;
and on the 27th Novem er, in lat. 45, long. 40, struck the wreck of
a timber-laden vessel, which carried away some of the Carlton's "

stanchions, &c.
- - The Alexander, from Quebec to Amlwich, was abandoned at sea;
Abandoned, part
crew lost.
Part crew lost.
))
three of the crew saved by the Lauenberg; arrived at Liverpool the

13th December.
H
- - The Britannia, Andrews, from Miramichi to Cork, was abandoned in

lat. 45, long. 34; crew saved by the Rialto ; arrived at Liverpool.
))
- - The St. David, Dale, from Quebec to Greenock, was abandoned in

lat. 14, ion . 38. ; 14.of.the crew were taken from the wreck by the captain,
Ho rth, 0 the Christma ; arrived at Liverpool ; ve ofthe crew perished

wit cold and exhaustion, the crew having been nine days in the main-top.
Ofthose who reached Liverpool, nine were sent to the inrmary, some of them
severely frost-bitten.
- H The Marshal MDonald, from Quebec to Limerick, was spoken with
on the 14th November under the Isle of Bie ; very leaky, and about to
return to Quebec with two pilots on board.
Water-logged.
22
- - The Constitution, Brown, arrived at Padstow 17th December.
On
the 29th November fell in with the wreck of the Civilian from St. Johns,
N. B., in lat. 42, long. 36, water-logged. On the 30th November boarded
the Harmony, water-logged, and took off the crew, except one man, who
had been washed overboard. On the 1st December fell in with the
Duckeneld, from Miramichi, water-logged. The master, the mate and
three of the crew having perished, the remainder were taken from the fore
top; four of them were in a dying state. The Constitution experienced
dreadful weather.
, Ditto,
Ditto
Part crew lost.
7)
,7
- - The Home, from Quebec, to Clyde, was abandoned oil the banks of
Newfoundland; ve of the crew saved by the Port Glasgow ; arrived at
Liverpool.
- - The Cato, Crossman, from Quebec, arrived at Liverpool, with deck
swept, loss of fore and maintop mast, and stern stove in.
- - The Kin s Cove, Smith, arrived at Greenock 29th December from
Newfoundlan ; sailed 2d December. On the 4th was hove on her beam
Water-logged.
ends, boat stove, lost sails, spars, &c. ; cut away her foremast, and lay to
four
da s during
heavy
gales. N.OnB.,the
24th,
lat. 55, long.
16, lost
spoke
the
Rokelliy,
from St.
Andrews,
under
jury-masts,
having
all her
masts by the board ; boats, bulwarks,8Lc. washed away. In lat. 46, long. 40,
the Resolution, of London, was passed, water-logged, main and mizen

masts gone, deck swept, and crew in the fore-top, by the Mrs. Queens
bury, arrived at Greenock.

- - The Ceres, Wilkie, went on shore near Little Matan during a gale,
,1
and lled with water ; crew saved.

- - The Jessie, Walker, sailed from Newfoundland for Poole the 19th No
vember, and has not since been heard of.
Part crew lost,
smiie starved, and
- - The Earl of Kellie, from Quebec, was capsized about 26th November,
1')
in a heavy gale, 100 miles east of the Banks. The master and one man
killed by the falling of the mizen-mast; seven men drowned; the second
mate and two men starved to death. The vessel righted, after losing her
deck-load and masts; and 17 of her crew were taken off, after having been
remainder suered
greatly.
on the wreck seven days, by the George Marsden.

Water-logged .
-- The Helen, Wylie, in lat. 43, long. 38, fell in with the Queen
Adelaide, from Quebec to Sunderland, water-logged and dismasted;

saved the master and eight of the crew.
,7
-- The Elizabeth, arrived at Liverpool from Quebec the 5th January,

saw a French ship abandoned in lat. 50, long. 9.
-- The Jabez, Grigg, from Prince Edwards Island to Bideford, was
Lost.
totally wrecked on the 6th November on Cape St. Lawrence

Part of this is taken
from Lloyd's List,
and part from state
ments sent to this
institution, who
votedone gold medal
and three silver me
dals to master, mate,
and two men of the
12
-- The Francis Spaight, Gorman, from St. Johns, N. B., fallen in with
on the 22d December, in lat. 47, long. 37, dismasted and water-logged, by
the Angenora, Jellard.
N. B.The crew were originally 18, of whom Captain J ellard rescued
11, who had been 19 days on the wreck mthout provision or water, and
were in a state of suffering too horrible for description; he landed them at
Falmouth; three of the crew had been washed overboard, and four became
victims, by drawing lots, for the sustenance of the survivors

(continued)
Angenora.'
0.91.
L 3
86

I
1836 :
January
12
-- The Piscator," from Newfoundland to the Clyde, put into the entrance
of Broadhaven, 3d Janu
, and lies in a dangerous situation. On the
15th December, in lat. 49, ong. 36, shipped a sea, which carried away both
masts, bowsprit, boats, stanchions, &c.
-- The Merlin, Atkinson, from Quebec to London, was on shore on

H
Green Island, 3d December, with four feet water in her hold.

Water-logged.
7)
;t
I)
- -The Endeavour, Douglas, from Quebec to Liverpool, was abandoned

in the ice off Cacona, water-logged, on the 2d December; crew saved.
-- The Margaret & Emily, Thompson, from Quebec to Limerick, was
abandoned, full of water, in lat. 35, long. 28; crew saved.
-- The John & Thomas, Patterson, from Quebec to Belfast, was fallen in
Lost; part crew

lost.
with on the 18th November, a complete wreck, and full of water, by the
North America, which vessel saved eight of the crew.

- - The Albion, Paddon, sailed from Quebec for Tralee on the 4th No
vember, and has not since been heard of.
- The Benjamin Shaw, Watkins, sailed from Quebec the 6th November
for Aberystwith, and has not since been heard of.

- - The Susan Crane, Stewart, from St. Johns, N. B., was wrecked near
Cape Sable, 8 December; crew saved.
,7
29
Water-logged.
))
- - The Edgar, from Quebec to Liver 01, was abandoned the 30th No
vember, in lat. 42, long. 41 ; only four 0 the crew saved.
-- A vessel, apparently 300 tons, water-lo ged and abandoned, with only
her bowsprit standing, was passed the 18t January, in lat. 39, long. 28,
by the Numa; arrived at Portsmouth.
-- The Emily, from Quebec to Lerwick, was abandoned the 9th No

vember; crew saved by the Charlotte.
Water -logged.
Lost.
- - The Argus, of Plymouth, timber-laden, water-logged and abandoned,

was fallen in with about the 1s October, near the Ramea Islands ; has since
gone to pieces.
--The England," Richmond, from Quebec to Cgde, was abandoned
5 January, bemg water-logged; crew saved by the eneral Blucher.
February
Water-logged.
H
-- The Cadmus, Foot, sailed from Quebec for Poole, about 8th
November, and has not since been heard of.
-- The Heart of Oak sailed from Newfoundland 8th
November for
Poole, and has not since been heard of.

-- The John Taylor, Luce, bound to New York, had fallen in with
Water- logged .
H
the Clara, from Quebec to Bristol, in long. 41, water-lo
supposed the John Taylor took the Clara's" crew on

they must have suffered greatly.)
ed.
It was
oard; (if so,
-- The Clara was abandoned the 22d December, in lat. 48, being
Same. d.
U
water-logged ; crew saved by the John Taylor.
- - The Cadmus, from Prince Edward's Island, was lost at Cape

Q)
Breton, 30th November; master drowned.

- The St. Patrick, from St. Johns, N. B., is aground on Burbo Bank,
7)
77
abandoned.
Water-logged, lost.
,7
- - The Majestic" left Quebec for Sunderland the 6th November, and
has not since been heard of.
)7
7)
- - The Marshal Macdonald, from Quebec to London, was struck by

a sea the 22d November, and became water-logged; three of the crew
Part crew lost.
washed overboard, and three died subsequently from fatigue. On the 7th
December she was driven on shore and totally wrecked; three of the crew
drowned in attempting to get on shore. (This crew must have suffered

greatly.)
Ditl0.
16
- - The Dampier, arrived at Liverpool from Nassau, passed off the

Western Islands a brig, water-logged and abandoned, with only bowsprit
standing; appeared to have been in that state about two months.
Ditto.
)7
Lost.
March -
- - The l\Ia_jestic, timber-laden, water-logged and abandoned, was

boarded, in lat. 43, long. 28, by the Lavinia ; arrived at Liverpool.
-- The Anne, from St. Johns, N. B., bound to Ireland, is lost near
the Quoddy Light-house.
87
- - The Robert sailed from Quebec for Lancaster 18th November, and
has not since been heard of.
- - The Priscilla, from St. Johns, N. B., was passed in lat. 48, long. '7,
abandoned, and with loss of rudder.

Lost.
- - The Ottawa, Boyle, sailed from Quebec 25th November, and has
not since been heard of. (Was lost 1st December, on Anticosti; crew
Lost
- The Zephyr, Keighly, from Quebec to Hull, was totally lost of!
saved, except the mate and one man.)
Anticosti, about 1st December last.

- - The Columbus,
Orton,
from Quebec to Hull, was abandoned
27th November, off Cape Chat; crew saved by the Robert Gardner,
from Quebec to Lancaster; which vessel was totall lost on 2d December,
in St. Georges Bay; the master, one man and one
y drowned.
- - The Woodman, Watson, from Quebec to Hull, was totally lost in
Lost.
St. Georges Bay, in November; crew saved.

- - The John and Mary, of Liverpool, timber-laden, was fallen in with,
water-logged and abandoned, in lat. 50, long. 18.
Water-logged.
- - John and Ma , from Bay Chaleur to Liverpool, was fallen in with,
gie 19th instant, o Sline Head, dismasted and abandoned, and towed into
alway.
Lost.
- - The Ocean, Siddley, arrived at Beaumaris from Quebec; came in
contact on the 10th July, off St. Peters Island, with the Atlantic," Edgar,
from Newfoundland for Quebec, which vessel foundered; crew saved.
- - The Voyager, Wilson, from Quebec; on the 3d instant fell in with
Waier-logged.
and saved the crew (except the second mate) of the Crown, Jerry, from
Quebec to London, which vessel was dismasted and water-logged, having
capsized, during a heavy gale, the previous day.

- -The Lallah Rookh, Elliot, from Miramichi to Waterford; became
water-logged 18th July, olf Ca
Breton; was abandoned, and the crew
\Vater-logged.
landed at Newfoundland 25th J u y, by the Harvey, Robson, from Mira

michi to Bristol.
- - A ship dismasted and apparently water-logged, also several oak staves
Ditto.
and part of a wreck, was passed the 5th August in lat. 50, long. 26, by the
Francis and Harriet ; arrived at Portsmouth.
- - The Stranraer, of Stranraer, which cleared at Quebec the 18th June,
has not since been heard of; and it is feared must have foundered.
N. B.Was lost in the Straits of Belle Isle the 9th July; crew saved.
. Lost.
Water-logged.
- - The Hannah, of Shields, from Raniouski to London, was fallen in with,
water-logged, Cape Breton, W. N. W., distant 100 miles. The master and
four of the crew saved by the Volunteer," Clark; arrived at Hull.
- - The Unity, from Quebec to Ballina; on shore on R.ot Point, Ballina;
Lost.
deck-load discharged.
N. B.Floated off Rot Point, and sunk in Killala Channel.
-- The Ardwell, Bevis, from Quebec, got on shore coming up the

Lynn Channel, and lies in a dangerous situation.
N. B.-Was discharging her cargo.

-- The Louisa, Nichols, from Quebec to Padstow, was abandoned 13th
Water-logged.
Dec.
October, in lat. 34, long. 38, water-logged; crew saved by the Mary ; ar
rived at Plymouth.
-- The Nancy, Gailey, from Quebec to Ballyshaiinan, was drove on
shore at the Rosses, county Donegal ; crew saved.
- - The Eleanor, Kirk, from Quebec to Dublin, was towed into Portin
lani Roads by a steamer, having been assisted off a rock in Bardrey Sound;
both masts cut away.
- - The Norval, Harkness, from St. Johns, New Brunswick, is bn shore
near Curby, Liverpool, with several feet water in her hold.
-_ The Six Sisters, Douthwaite, Quebec to Lancaster, drove on shore
I)
near Wexford ; it is feared will go to pieces.
N. B. Went to pieces; crew and cargo saved.
0.91.
L 4
Continued.
88

1836 :
Lost. Part crew

lost.
Dec.
Water-logged.
- - The Emerald, Murray, Quebec to London, was totally lost at Mount

Louis, in River St. Lawrence, on the 25th October; the master, his wife,
two seamen and one boy drowned ; remainder of crew arrived at Gasp.
13
-- The Eliza, of Liverpool, was abandoned 26 November in lat. 45,

long. 43, being water-log ed, and lost foremast ; crew saved by Duchess
Orleans, bound to New
- - The Rhydiol, from Quebec, drove on Aberystwith beach, and was

scuttled.
Water-logged .
ork.
)I
--The Dykes, from Quebec to Lancaster, in putting into Maryport

struck the pier and lled.
16
- - The Liverpool, from Miramichi to Liverpool, on shore in Dingle Bay;

gone to pieces; crew saved.
20
- - The Eliza, Smith, Quebec to London, was abandoned at sea, water

logged and decks blown up; crew saved by the Austerlitz ; arrived at
Havre.
23
- - The Asia, White, Quebec to Liverpool, abandoned the 8th December

in lat. 47, long. 33 ; crew saved by the John, from Quebec.
- - The Christopher, Kay, from Quebec to London, was fallen in with, a
wreck, on the 6th December, lat. 48, long. 38; four meniwere seen on board,
but only succeeded in saving one, by the George Gordon ; arrived at
77
Liverpool.
Water-logged.
))
- - The Othello, Quebec to Liverpool, fallen in with in lat. 45, long. 51,
with loss of rudder and water-logged ; crew taken off by the Sarah, Sin
clair; arrived at Liverpool.
Water-logged.
- - The Egfrid, Luke Machin, from Quebec to Liverpool, was abandoned
!)
6th December, in let. 47, long. 40, being water-logged, during a gale the
day before; crew saved by the Venus ; arrived at Cork.

27
Part of this state
ment made to this
institution by the
- - The Promise, Sherer, from Quebec, on shore at East Hoyle, aban

doned.
- - The Hope, More, St. Johns, New Brunswick, to Ballyshannon, totally

H
))
wrecked on 'Achil Island, the 19th December; thrown on her beam ends and
water-logged, but drifted to Achil Island; the master and crew reached
\Vestport, having been eight days and nights under the shelter of the
Windlass, the sea enerally breaking over them, by which they suffered
dreadfully from col , hunger and thirst, and their legs and feet completely
ulcerated, and their own rame debilitated and worn out, so as to become
really objects of compassion, and they lost every thing ; the mate and one
of the men, who had his leg amputated, died at Westport ; the vessel had
a considerable deck-load.
agent for Lloyds at

Westport.
- - The Prince George, MFarlane, Quebec to Leith, was run on shore.on

the Isle of Skye, the 14th December, with 14 feet water in her hold, having
sprung a leak, and lost most of her sails.

Part crew lost.
7I
- - The Ruckers, Quebec to London, was abandoned 13th December,
having been struck by a sea which carried away the three masts and poop;
master and 10 men drowned ; mate and six men saved by the Brilliant ;
arrived at Limerick.
''
30
7)
-- The Lord Sidmouth, from St. J ohns to Hull, was lost on the Good
win Sands, 25 December; only one man saved.
- -The Harriet, Warman, from Quebec to London, after cutting away
her mainmast, was run on shore near Dover ; the pilot and four of the crew
Water-logged.
7I
7I
3|
drowned; 25 December.
- - The Dixon, Slater, from St. Johns, N. B., to Hull, was driven on the
Main, near Romney, the 29th December, and went to pieces; master
drowned.
- - The Albion, Cook, Quebec to Sligo, was driven on shore near Bal
mullet, and totally wrecked, the 18th December; master and four men
saved.
- -The Margaret, Scott, from North America to Annan, was abandoned
8th December, in lat. 48, long. 38, being water-logged. Crew rescued
by the Albion, but most of them lost on board the latter ship: see
above.
'
89
1837:
Lost.
Jan.
_ - The Sligo, Cook, from North America to Sligo, was totally wrecked
on the lSl8.n( of Ennis Quay; crew saved.
-- The ' Mercator, Mr. Gibbons, from St. Johns, N. B., to Belfast, is on
shore at Malbay.
- - The Henry, J obling, was driven from her anchors the 12th December,
'
and stranded in Brundsing Bay; but since got off with considerable
Water-logged.
,,
damage.
- - The James Grant, from Miramichi to Liverpool, was abandoned the
10
17th December, havin been water-logged 14 days, in lat. 49, long. 29;
crew saved by the Viielia, Richardson, and landed at Plymouth.
Water-logged .
'
- - The Jessie, late Green, from Quebec to Liverpool, was abandoned

28th December, in lat. 47, long. 12, being water-logged; crew and pas
sengers saved b the Water Witch, and put on board the Phaanix,"
from Pictou to Hull.
N. B.Carried into Plymouth 1 February, by H. M. S. Favorite."

-Ditto.
'
- - The Rapid," of Whitehaven, water-logged, was abandoned the 16th

December, in lat. 46, long. 38.
Ditto.
'
- - A vessel, ship-rigged, water-logged and abandoned, was passed in lat.

47, long. 13, by the Berwick ;" arrived at Falmouth.
'
- - The Sarah, Sharp, from Newfoundland to Bristol, was driven on shore

near Bideford, the 7th January.
Water-logged .
'
1'
- - The hull of a large vessel, supposed to be timber-laden, water-logged

and abandoned, was passed on 29t December in the Bristol Channel, by the
Charles," Edwards, from London.

;|
Ditto.
Ditto.
lost.
Part crew
"
,,
'
13
- - The Albion," Thompson, from Quebec to Gloster, was fallen in with
25th December, water-logged, and four of the'crew taken off, by the Mar
guretha, Mulder; arrived at Liverpool.
- - The Duncan, Gibb, from Quebec to Dublin, was fallen in with in lat.
48, long. 30, water-logged, and 15 of the crew taken off (three previously
drowned) by the Niagara ; arrived at Liverpool.
- - The Kirkella, from St. Johns, N. B., to Hull, was abandoned in lat. 48,
Ditto.
Water-logged.
'
11
24
long. 11, being water-logged; crew saved.

- - A ship, water-logged and abandoned, timber-laden, ushed, decked,
green lower masts, and whole bust head, stern stove, name not discernible,
was passed the 9th inst., lat. 46 N., long. 14 W., seen by the Morven,
'Mitchel ; arrived at Belfast.
Feb.
Water-logged.
,,
21
- - The wreck of a large timber-ship, oating about half out of water, was
- 2s
seen loth inst. E. S. E. from the Kirk Bank, by H. M. packet Escape ;

arrived at Kings Town from Holyhead.
- - Belfast, 25 February. The Elizabeth, of St. Johns,N.B., was
fallen in with in lat. 46, long. 39, water-logged and abandoned, by the
Richibucto, Gunson.
Water-logged.
'
April
;1
11
'
- - Lord Nelson, Frist, arrivedin the river from St. Michael's, fell in with
on the 3d inst. in lat. 47, long. 11, a vessel about 400 tons, timber-laden,
water-logged and abandoned, painted yellow and black ports, and a small
yellow riband ; the bowsprit, fore-topmast and fore-yard standing, but
without sails, bust gure-head and Marss helmet.
- - Padstow, 8 April. Part of a wreck, and a quantity of timber, supposed

to belong to a vessel named the Brunswick, have been washed on shore.
- - The James Grant, from Quebec to Liverpool, which was abandoned
last December in lat. 51, long. 29, was fallen in with 5th inst. off the
coast of Mayo, and taken to the Island of lnniskin; is expected the cargo
will be saved, but the ship is a complete wreck.
Water-logged.
April - 21
- - The Pandora, ofYarmouth, was seen 26th ult. in lat. 48, long. 33,
water-logged and abandoned, by the Eliza ; arrived at Baltimore.

Nate!-li rgged .
May
16
- -Thurso, 13 May.
A large ship, water-logged and abandoned, sup
posed to be a timber ship, was fallen in with 7th instant, about 20 miles
west of this port; her three masts were partly seen, some of the sails set,
Water-logged .
June
but the hull many feet below water; canvas marked Aberdeen.
- - A vessel, supposed to be a brig, apparently water-logged and aban
doned, with jury-masts, was passed on 15th April, lat. 52, long. 29, by the
Ann ; arrived at Newfoundland.
(continued)
0.91.
90
-- A brig, timber-laden, water-logged and abandoned, was boarded the 12th

instant, lat. 53, long. 18, by the Lequan ;" arrived at Greenock.
-- The Columbian packet, arrived off Falmouth on the 20th ult., lat. 31,
lon . 79, spoke on the same day the Amelia, from Jamaica to Liver
poo , who on that day had boarded the Norval, of London, timber
aden and full of water, with main and mizen-masts standing.
-- The . Posthumous, from St. Johns, N. B., arrived in Downs on the

23d ult. in a severe gale E. N.E.; was laid on her beam-ends; obliged to
heave overboard 400 deals of the deck-loading.
Water-logged.
- -St. J0hns, Newfoundland, 22d September.
The schooner Topaz, of
Yarmouth, timber-laden, water-logged and abandoned, was fallen in with
lat. 30, long. 50, on the 1 1th instant.

Wat"'l88d-
-- The wreck of the Liverpool, of Liverpool, N. S., timber-laden, water
logged and abandoned, was fallen in with 5th instant by the Sheldrake ;
arrived at Falmouth 14th instant.

- - The " Caledonia, Cook, from Quebec to Loch Crinan, capsized 30th
ult., lat. 55, long. 15; the master and crew (except two) saved by the "War
true, from Archangel to Bristol.
--Castle Bay, Barra, 10 November. The wreck of a timber vessel, sup

posed to be English built, of about 200 tons, was driven on shore at this
place 15th September; 24.38 painted on the windlass.

- - A brig, about 150 tons, (laden with r), with loss of masts, and supposed'
to have been abandoned and pilla ed at sea. stnick on the rocks about a
quarter of a mile from this place, ont LAbb, 25th November.
-- Newfoundland, 16 November.
A ship, apparently timber-laden and
abandoned, was fallen in with 9th instant, 40 miles west of St. Peter's.
- - Island of Islay, 28 November. A brig about 250 tons, timber-laden and

abandoned, has been driven on shore on the north side of this island; the
gure-head is a Highland oicer.
-- Galway,30 November. Part of the stern of a vessel, marked Anec
dote, was washed on shore a few nights back at Erismare, and some logs
of pine timber.
-- New York, 18 November. The Dispatch, of Halifax, has been

fallen in with, and abandoned, to the southward of Bermuda.
- - Liverpool, 21 December. The Aid-de-Camp has put into London

derry from St. J ohns, N. B. , with loss of part of the deck-load, and two men
drown ed.
--Penzance, 21.
The " Geor e_ Lockwood, Robson, from Quebec to
Waier-logged.
London, struck the rocks on Scilly, and became water-logged; she has
been brought into this port.

--Cork, 21 December. The William Glen Anderson, Metcalf, from St.
Johns, N. B., to London, has put in here, leaky at sea, and could scarcely
be kept free.
.~
SHIPS Wnncxnn or W.u'r:ii-1.ossF.i), from Quebec, &c., as per LLoYns Lrsr,

from 1 January 1838 to 28 February 1839.
1838:
Jan.
10
- - The Sophia, Easter, from Quebec to Clyde, struck near Pout Neuf,
Mille Vaches, in a snow-stonn, 22d November, and was totally lost; only
22
- - The Edward, , sailed from Quebec for Sunderland 8th October,
24
- - A large vessel, dismasted and abandoned (apparently timber-laden)

was passed 7th January, in lat. 48, long. 30, by the Temperance ;
-- The Ann, from St. Andrews, N. B., to Liverpool, was fallen in

i with on the 14th January, in lat. 38, long. 33, water-logged ; crew saved by
mate, carpenter and two men saved.

and has not since been heard of.
arrived at Cork.
\\'a1er-logged.
Feb-
the Fame ; arrived off Scilly.
91
1838 :
Water-logged.
Feb.
- 23 '- - The Majestic, Tear, from St. J ohn's, N. B., to Liverpool, was aban
doned '4th February, lat. 41, long. 19, water-logged; crew saved by the
Ripley ;" arrived at Liverpool.
"
- - The Britannia, from Halifax to England, has been abandoned at sea ;
crew saved by the Clarisse ;" arrived 03 Havre from Charleston.

March -
- - The Byron, from St. Johns, New Brunswick, has been abandoned
at sea.(Liverpool, 5 March.)
n
'
- -The Atlantic, Hardenbrook, from St. Johns, N. B., to Cork, was

off that coast a fortnight since, with loss of foremast, main-topmast, bow
sprit,&c.; seven passengers taken out by the Mary ; arrived at Cork.
Water-logged.
,,
23
April
- - A large barque, about 270 tons, sucpposed North American built, fore
and maininasts gone, was passed, aban oned, lat. 45, long. 24, on the 13th
instant, by the Catherine ; arrived at Margate.
- - A ba
ue, about 350 tons, water-logged and abandoned, was seen the
23d Marc in lat. 42, long. 11, by the Waterlily ;" arrived at Dartmouth.
Water-logged.
'
Water-logged.
n
- - The Elizabeth Caroline, from St. Andrew's to Jamaica, was fallen

in with, dismasted and water-logged, lat. 48, long. 35 ; crew taken off by
the Thomas ;" arrived at Liverpool.

- - A barque, mainmast carried away, water-logged and abandoned ; and a
brig, dismasted, water-logged and abandoned, were passed the 25th March
03' Ushant by the Bland or ,- arrived at Dartmouth.

n
'
-- The Mary, of St. Andrew's, bound to Demerara, was spoken on
the 17th February under 'u -masts ; had on board the crew of the James
Sayre, of St. John's, w ic had foundered at sea.
Water-logged.
,,
10
-- The Susan, Sinclair, from New Brunswick to Jamaica, was aban

doned lst February, being water-logged; crew saved by the John
Lawson ;" arrived at Jamaica.
Water-logged.
'
15
- - New York, 23 March. The wreck of a brig, water-logged and aban

doned, was passed the 4th instant in lat. 30, long. 63 ; and the next day
the deck of a vessel, of about 200 tons.
'
I9
--Calais,'17 April. The Frithof, of Portsground, timber-laden, was

wrecked near Calais ; nine of the crew drowned.
- - S oken with by the Eliza," Killick, arrived at Cork, the Carvo,

of ingston, Jamaica, on the 13th April, in lat. 40, long. 44, dismasted,
water-logged and abandoned.
1|
'
- - Thisted, 25 April. The Ceres, of Skien, timber-laden, was fallen

in with at sea, dismasted and abandoned, and towed on shore on this coast.
'
15
,,
May
Water-lrngged.
--The Mungo," of St. Johns, N. B., was fallen in with in lat. 4:3,
lon . 62, water-logged and abandoned, by the United States ; arrived

at
n
"
17
oston.
- - The Trial, Sealer, from St. Johns, is lost in the ice at Newfound
land.
'
22
--The Cora, dismasted and abandoned, was passed off the banks of
Newfoundland by the Gengarry ; arrived at Greenock.

Water-logged
June
W ater-logged.
'
Water-logged .
'
- - The James Sayers, of St. Johns, N. B., water--logged and aban

doned, with only foremast standing, was boarded on the 1s May in lat. .,
long. 64, by the Haidee, M'Br1de; arrived at Leith.
- - A brig of about 200 tons, Union or Unite, of St. Johns, on the
stern, was fallen in with, water-logged and abandoned, in lat. 41, long. 55:,
by the Swift ; arrived at Falmouth.
- - The Majestic, of St. Johns, N. B., timber-laden, was carried into
Lisbon 25th May, fallen in with N. W. of the Berlings, totally dismasted,

water-logged and abandoned.
Water-logged.
'
- - A wreck, supposed of a schooner, water-logged, dismasted and abandoned,

was passed in lat. 40, long 40, by the Pilot, arrived at Bristol.
Water-logged.
July
- - Figuera, 29 June.
A brig, dismasted, and apparently water-logged,
fallen in with lat. 46, long. 34, by the Waterlily.

n
- - Quebec, 18 June. The -George Barclay, of Waterford, from New

foundland, was lost on St. Paul's Island, 27th May; crew saved.
M 2
(continued.)
92

1838:
Water-logged.
\\ra;e;-1ogged.
July
- - New York, 23 June. The Gazelle, from St. Johns, N. B., to Winsor,
got on a reef of rocks, and supposed to have slipped off, and sunk in deep
water, after being abandoned by her crew.
,,
,,
- - Halifax, 18 June. The Morning Star, of Belfast, was fallen in with

in lat. 45, long. 53, water-logged and abandoned.
,,
12
- - A large vessel, bottom up, was seen 26th June, in lat. 45, long 41, by
the Cornwallis ; arrived at Waterford.
,,
25
- - A vessel, about 180 tons, apparently a North American, disrnasted and
water-logged, was passed 8th instant, by the William Burton; arrived m

the river from Jamaica.
, ,
Aug.
- - The Jane, from St. Johns, N. B., on shore at Round Bay, near
Shelburne; crew and passengers saved.

,,
20
- - Lochindal, 13 August. The Cerus, Gult, from Quebec, passed 13th

July a brig, 300 tons, apparently loaded, in Gulf of St. Lawrence, with her
foreinast gone by the board, apparently abandoned.

Water-logged.
Sept.
- - The Atalanta, Day, from Miramichi, was fallen in with, water-lciiigged,
in lat. 47, long. 42; crew taken off by the Hart ; arrived at Ca.rdi .
Water-logged.
,,
14
--The Maria, of Maryport, dismasted, water-logged and abandoned,

was passed 26th August, in at. 49, long. 34.
,,
28
- - A ship, about 350 tons, dismasted and abandoned, fallen in with in lat.
46, long. 33, by the St. Vincent, from Quebec.
Oct.
16
- - New York.
The hull of a brig, timber-laden, 250 tons, apparently
,,
18
English, with only foremast and bowsprit standing, was passed in lat. 44,
long. 34.
- - The Maria, from Quebec, has been abandoned at sea; crew saved
,,
,,_
- - The James, Dickson, of St. Johns, N. B., was fallen in with in lat.
and arrived at Quebec.
38, long. 74, dismasted and abandoned.
,,
- 20
- - Baybra h Bay, Donegal, 18 October. The Ann Grant, from Quebec

to GreenocIc, was driven on shore yesterday ; crew saved.
Water-logged.
,,
22
- - The Isabella and Louisa, Richardson, from Quebec to Sunderland,

was totally wrecked on Langley Island, 13th August; crew saved.
,,
30
- - The China, Bunn, from St. Johns, N. B., to Dublin, was fallen in
with in lat. 48, long. 30, water-logged; crew saved by the Navarino;
arrived at Plymouth.
,,
,,
Nov.
- -The Town of Ross, Webster, from St. Johns, N. B., is on shore on a

bank near Corkbeg Island; got off next day.
-- The Eliza," of Bridgewater, timber-laden, was fallen in with, dismasted
and abandoned, and towed into Pill.
,,
29
-- A ship, 400 to 500 tons, timber-laden, drove on shore near 'Wexford,
25th instant, cargo washing out.

N. B.--This is the Ariadne, from Quebec ; become a wreck; master
and men saved, six men drowned.
Dec.
,,
,,
-- The Bellina, Wilson, from Quebec to Strangford, was wrecked the

. 29th November near Wexford ; crew, except the mate, saved.
-- Cork, 29 November.
The Onondago, Robinson, from Quebec, is
stranded, strained and leaky ; sustained considerable injury in late gales.

Water-logged.
,,
,,
-- Milford, 30 November. A brig was seen off Cape Clear, heaving the
deck-load overboard, both pumps going; apparently water-logged.
,,
,,
-- The Mary Scott, St. J ohns, N. B., to Liverpool, was driven on shore
near Youghal, 23 November ; two of the crew drowned ; cargo expected to
be saved.
wateplogged
,,
,,
,,
4
-- Kingstown, 1 December. A brig, timber-laden and water-logged, with

three men in the rigging, was passed off Tuskar, by the Oak.
-- The Robert Quail, timber-laden, bound to Newport, was drove on
ghore on Altwen rocks 1st December, and is breaking up; four of the crew
rowned.
on SHIPWRECKS or TIMBER SHIPS.

1 8 38 :
Dec. -
- - The William and Robert, from St. Andrews, N. B., to Galway, was
abandoned 8 November, struck by a sea, lat. 40, long. 20, and capsized ;
crew saved.
Wave r-log ged.
-- The Corsair, of Greenock, was passed 24 November in lat. 40, long. _

19, water-logged and abandoned ; crew saved by
(List, 10 December.)
Water-logged.
,,
-- The John and Mary, Marshall, from Miramichi, abandoned lat. 51,
long. 7, dismasted and water-logged; three of crew washed overboard;
master and six men saved by the Kingston ; arrived at Bristol.

n
'
14
- - Lerwick, 10 December. A vessel timber-laden, totally wrecked the

2d instant, near Sandsting, and all on board drowned ; a piece of the stem,
with Megara, here came on shore.
15
-- The Cumberland, of LIVCIEOOI, timber-laden, fallen in with, water

logged and abandoned, by the nterprize.
71
'
w&lBr~l0gged.
-- Elizabeth Mary, Miramichi to Gloucester, was spoken with, with

loss of deck-load, boiler, &c., by the Commerce."
Water-logged.
,,
17
- - The Ward,, Crossman, from Quebec, was abandoned 29 November,
in lat. 45, long. 36, being water-logged ; crew, except a boy, saved.
n
'
19
'
21
-- Orkneys, 3 December. A large vessel, supposed to be timber-laden,

nothing on deck, foremast and bowsprit standing, drifted past the east- end
of the Island, 1 December.
-- Liverpool, 20 December.
The Thistle, from St. Johns, N. B., to
Cork, was wrecked near St. Johns, 7 November; crew saved.

n
'
,,
22
-- The Severn, John, Miramichi to Bristol, was abandoned in lat. 48,

long. 31 ; 16 feet water in the hold; crew saved by the _ Russell, from
New Orleans to Havre.
-- The Esther, Hill, from Quebec, was abandoned 28 November; full of
water; the master, his wife, and six of the crew, drowned ; the remainder,
eight in number, picked u in lat. 46, long. 32, on the 3d December, by the
u
,,
24
'
liza
Ann ,J arrived at
avre.
- - The Earl of Murray was fallen in with; abandoned 30 November in

lat. 45 long. 22 ' eight men were seen in the tops, but no assistance could
be rendered therd; two men were observed to jump into the sea, and were
drowned, by the Sarah, Hutton; arrived at Opoito.
,,
26
-- A large vessel, timber-laden, su posed from America, drifted on shore

at Ramlega (Stromness), 16 Decem er, and went to pieces.
3
W3t9!-lOggd.
31
-- Ditto, same ship; stern picked up, named Charlotte ; a night-cap

marked Ratrey ; 100 logs oak and red pine, and staves and deals.
7;
'
- - The Earl of Moira, of Whitby, was fallen in with 19th instant, lat. 45,
long. 22, by the Ranger, water-logged.
10
- - The Cybele, Smith, from St. Johns, N. B., to Belfast, was drove on
shore at Criccieth Castle, 7th January ; mate drowned; got off after dis
1 8 3 9 2
J an.
charging her deck-load. (List, 24 January.)

W ater-logged.
\Vater-logged.
,,
,,
17
- - The China, of St. Johns, N. B., was fallen in with in long. 8, water
18
logged and abandoned; her three masts standing.

-_,- Kilrush, 14 January. The Madras, Watson, from St. Andrew's,
N. B., to London, put into Kilrush river a complete wreck, and water
logged.
Water-logged.
"
21
- - The Ann, late Evans, sailed from Quebec, 7th November, for a port
in Wales, and has not since been heard of: see below, 26th January.
,,
23
- - The- Indus, of Newcastle, from Quebec, fallen in with Bill instant.

oi? the coast of Jutland, water-lo ged, and four of the crew taken out (the
remainder being dead), by the elicity, and arrived at Hartlepool, in the
Lydia.
Water-logged.
0.91.
,,
25
"
26
- - Bridlington, 22 January. A barque, apparently timber-laden, was

passed, dismasted, water-logged and abandoned, by the Tasso.
-- Leith, 23 January. The Traveller, Shearn, from Quebec to Leith,
was driven into Blandsund 13th, almost a complete wreck, and must dis
charge.
M 3
(continued)
94
1839 :
Jan.
Feb.
'
26
15
- The Ann, from Quebec to Wales, was fallen in with in lat. 47, long. 32,
dismasted, and ve men washed overboard; the master and six men reached
New York.
- - The Princess Royal, Orton, sailed from Quebec for Hull in Novem
ber, and has not since been heard of.

,,
16
- - The William Rufus," from St. Johns, N. B., to Cork, was abandoned
at sea 4th February, leaky and loss of rudder; crew saved by the Isaac
Newton ; arrived at Liverpool.
EXTRACT from the Shipping Gazette.

THE brig Caledonian, of Greenock, on a voyage from Quebec to this country, became,
on the 30th of October last, water-logged, and on the following day lost her rudder and
was capsized. Two of her people, a man and aboy, with the whole of the rovisions, were
washed overboard, while the rest of the crew were left on the wreck, wit out food for 13
days, and were ultimately, to sustain life, reduced to the frightful necessity of devouring
their comrades as they one after another died from cold, fatigue and starvation. Three
had perished in this miserable manner when the Russian ship Dygden, of Bjorneborg,
fell in with the wreck, in lat. 55 N ., long. 15 W. The sea was at the time runnin so
high that it ap cared impossible to render the wretched survivors on the wreck the Toast
assistance, an they must have been left to perish but for the humane and brave conduct
of one man, Otto Reinz Spoof, the mate of the Russian ship, who lashed a rope around his
body, and, launching a boat, made his way, without any person to share the perils of the
enterprise, to the assistance of the unhappy sufferers. The attempt was hazardous to the
last extreme, but was happily crowned with success. He rescued the survivors in the
wreck, and they safely arrived at Bristol, in the Dygden," and are now lodged in
St. Peters Hospital. The noble daring of this generous, spirited and disinterested man
must touch every heait with admiration and sympathy. He is a foreigner, and has saved
the lives of six En lishmen at the peril of his own. In order to testify the feeling enter
tained of such no le daring and humanity, and to enable him to carry back to his home a
testimonial of the sense which Englishmen have of his courage and humanit , it is proposed
to raise a purse by subscription, to be presented to him in any way that s all be thought
most desirable. To the statement of our corres ondent there is attached a testimonial,
authenticating its delity, from the hand of Mr. l))avid Cock, late master of the Cale
donian, who also testies to the kindness and humanity shown to himself and his fellow
suiferers by the captain and crew of the Dygden, while they remained on board that
vessel.
,
EXTRACT from the Bristol Gazette.
Tan Russian ship Dyden, just arrived in Kingsroad from Archangel, has landed
six unfortunate men taken off the brig Caledonia, Captain Cock, from Quebec, bound
to Glasgow.
The sufferers saved are the captain, the rst mate, the carpenter, James
Dawney, the second mate, and James Rimer, apprentice. The captain states that, in the
late gale (on the 31st ult.), his ship sprung a leak, and became water-logged, in lat. 55
degrees N., long 15 degrees W., and that the crew at rst consisted of 12 hands, four
of whom died, and two were washed overboard; the remaining six were on the wreck
13 days, with scarcely any provisions; that two of the crew, when near death from hunger
and thirst, had their throats cut to obtain their blood for the remainder to subsist upon;
and had not the Russian ship appeared, it was to have been the lot of the boy to suffer
next.
The captain
of in
thethis
Russian
unfortunate
to
St. Peters
Hospital,
city, ship
whereve lflieykindly
now conveyed
remain in these
a most
distressingmen
state.
We understand their limbs are very much frostbitten, and the legs of one of them bursted
in conveying him from the boat to the shore at Rownham.
Great credit is due to the mate
of the Dyden, who, at a great risk of his life, proceeded to the wreck and rescued
them.
EXTRACT from -_
ON Monday, the Ranger" lugger, belonging to Ramsgate, arrived there from a cruise,
having on board the mate and four seamen from the American ship Colosseum," Captain
Wilson, of Boston, who gave. the following particulars res ecting that ship: the mate states
that the Colosseum, a ship of 3:20 tons, left St. Petersburg on a voyage to St. Ubes, and
that on Sunday the 26th inst., about two o'clock in the afternoon, they went on shore on
the Kentish Knock.
They immediately hoisted their colours, and red signals for
assistance, and the same was observed by the schooner Robert, Captain Hunter, of South
Shields, who bore down as near as possible with the view of rendering aid. The mate and
four seamen put Off from the ship and boarded the schooner, requesting the captain to lay by
the
' on SHIPWRECKS or TIMBER SHIPS.
39
95
the ship and keep a light up, which was done. .The wind and the sea having greatly in
creased, rendered it impossible for the boat to return to the ship; night and every prospect
of a gale coming on, the captain of the Robert, unable to remain longer by the ship, stood
off for the night. At daylight next morning(Monday) the schooner showed her colours,
which were soon seen by the Ranger," cruising on the bank of the Goodwin, when they (the
mate and four men) were put on board the lugger, and at the particular request of the mate
Appendix, No. 1 .
ii
of the ship they proceeded to the Knock Sand, if possible, to regain their vessel. They
could not discover an vessel. They then spoke a schooner, the captain of which informed
them that they ha passed a broadside of a large ship, with other wreckage, which
circumstance leaves but little reason to doubt of the Colosseum having gone to pieces,
and that the captain, with ten men and one passenger (twelve in all), perished with the
ill-fated vessel.
Appendix, No. 2.
The Causes, Suizrings and Remedies of Water-logged Shipping.
STATEMENTS respecting Tiunnii SHIPS Water-logged, read to the Select Committee of
the House of Commons on Thursday, 26 April 1839; George Palmer, Esq. in the Chair.
ICONSIDER the case of water-logged timber ships to be more distressing and horrible,
from the extreme and protracted su erinvs of the crews, than any or all the maritime dis
asters reported during the whole year in t ie severest hurricanes that endanger and destroy
our shipping.
Having been now more than forty years engaged in a practical and most extensive
acquaintance with sea calamities, l have long since come to this conclusion, and I do, there
fore, tender m very grateful acknowledgments to the honourable gentlemen of the House
of Commons Committee, who are appointed to examine the circumstances connected with
the frightful and alarming wrecks of our North American timber ships in particular.
Although property is concerned in this inquiry, I do not consider that is of so much con
sequence, because an increase of sea-wrecks, like an increase of land-res, terrify
ro
prietors, and make them hasten to insure; and thus assurance offices are improved in t eir
revenue, and shipowners being insured, the loss of a timber ship in their case is not felt
seriously, as it is natural to suppose that both ship and cargo are insured at least to the full
amount of their value, and especially in an autumn return voyage from British North
America.
I consider the case one that should interest the Government and the nation more on the
ground of humanity, philanthropy and national interests, that sailors may observe a bene
volent and kind regard is manifested to the preservation of their lives, and that sailors
families, by whom sailors are and can be inuenced to almost any thing, may see that some
humane provision is made for the preservation of their sons, and brothers, and husbands,
and fathers, who go down to the sea in ships, and do business in reat waters. A popular
writer, encouraged by a former Government many years since, tang t the nation a celebrated
stanza to this effect :
Then, oh protect the hardy tar,
Be mindful of his merit."
Sailors are, under God, the right arm of the counti , and it becomes Her Majesty's
Government, and the honourable Representatives of the kingdom especially, to adopt every
ossible method for their preservation, particularly as the constituents of honourable Mem
hers are all more or less connected with the maritime profession in a great commercial
country like the United Kingdom.

My rst more direct consideration of water-logged timber ships arose from a most affect
ing circumstance in 1818, of what we term one of our Bethel or religious ships, when, after
the crew had suffered most dreadfully in the main-top, they were compelled to abandon the
ship, and endured the most fearful privations in an open boat at sea. Since then, my
knowledge of water-logged timber ships has been constant and most a onizing, as Minister
of the ariners Church, and Honorary Secretary of the British and orei n Seamen and
Soldiers Friend Society, and Superintendent Manager of the Naval and
ilitary Orphan
Society.
The CAUSES of timber ships being water-logged I apprehend may be classed and com
prehended chiey as follows :
First. Neglect in responsible authorities surveying the ships appointed for the North
American timber trade in particular.
Second. Unseaworthiness, from age, or previous defects from storms or sea
casualties.
Third. Deck-loading, so as to leave the crew sometimes without berths below, with
out bulwarks above, and exposed to the worst weather and the heaviest seas, and
nothing but a ridge rope round the ship to secure them while doing duty over the deck
timber.
0.91.
"
M4
The
Appendix, 1\1,_,. g_
96
Appendix, NO, 1.
The consequences or sufferings that follow, both personal and relative, are indescribable,
and ought to awaken com assion and sympathy in every person pretending to the least
humanity, patriotism or c ristianity. The very least of these may be considered as-
First. Entire exposure to all the horrors of the tempest, unsheltered, undefended
during the severest nights, and the most gloomy and appalling days of hail, rain and
frost, in the chilling months and tremendous hurricanes of November and December;
no leeward place, but all to windward in a fore or main-top, or rigng,or catharpings,

far off at sea.
Second. The internal agony and expectation of seeing a ship bear down, and then
the terrible emotions of hope deferred for nights and days, or the horror of disappoint
ment when a ship is sighted, approaches, but cannot rescue the trembling sailors, and
then sails away, or is lost in the fog or tempests of midnight.
Third. The mental terrors of the prospects of lingering deaths under increasing suf
ferings during the succeeding nights after such a ship desertion, frequently producing
the wildest insanity, the most shocking madness, and fearful suicide. I have ex
perienced something of this in a ship of war likely to be deserted in the Western
Ocean at midnight, after striking upon rocks on the French coast during the war.
Fourth. The agonizing tortures, mixed up with all these things, that sailors endure
during the many winter nights and days, from intimate and endearing relationships on
shore, as those of motherfwife or children, all of which are most pginfully illustrated
and conrmed in the extraordinarily afictive case of the Earl of Moira." timber
ship, from Miramichi, last winter.
Fifth. The corporeal sufferings from the most painful sensations, from the keenest
hunger, and the most inammatory burning thirst. Drinking salt water has produced
a kind of awful delirium, and drinking blood a kind of stupied horror that is not even
to be imagined.
Sixth. The horrible and only resources of murdering shipmates, and cutting u and
hanging up and eating their raw and mortifying esh for daily sustenance, wit the
prospect of even this failure, from the rapid process of putrefaction, of entire consump
tion._ All these sufferin s are to be considered as protracted for a fortnight or three
weeks, or it may be, in a few cases, to one whole month.
Isay nothing of the horrors of
a guilty retrospective conscience for mispent time and property, and health and strength,
in short, in the vilest haunts of drunkenness and debauchery at a seaport town. I say
nothing ofthe agonies of a prospective anticipation concerninga future and eternal state of
being. Isay nothing of the indignant reections of a sailors mind, and just reproaches he
casts in his ravings against an ungrateful country that has neglected her sailors so much
in body, in mind, in soul and in amily; but I know what such feelings are, for I have
experienced them myself, and heard them from thousands, and told them in public
meetings all over the country, when a dying sailor exclaims, Attend unto my cry, for
I am brought very low, and mournfully utters this most affecting complaint of former
days on shore, I looked on my right hand and beheld, but there was no man that
would know me; refuge failed me, no man cared for my soul.-Ps. cxlii. I say
nothing of the domestic sufferings of mothers and widows, and orphans on shore, be
cause these maybe imagined,but cannot be fully comprehended, but by a personal exami
nation, such as we have had at Rotherhithe and Wapping, and in the Mansion House
with the Lord Mayor, concerning a destitute, afllicted, starving mother, and a distressed
family of the widow and orphans of the Earl Moira. There is not efficient provision
made for such cases, as the wages cease when the ship is lost, and all ships books and
ships papers are lost with her, so that bereaved families have no claim.
The affecting case of the Earl Moira, which we are now publishing, will illustrate and
conrm all these things, as we have been chiey concerned in all the articulars of this case,
and have now an orphan child of the chief mate in our asylum, and t e infant as a pensioner
on our Shipwrecked Sailors Infant Society.
The REMEDIES are simple, and perfectly consistent with legislative interference. I should
olass them in the following arrangement:
First. All timber ships designed and fitting out for this trade should be specially
reported to competent authorities for the most correct examination.

Second. A printed or painted testimony of seaworthiness should be displayed on the
shrouds of the ship, by order of the surveyors, for public and general observation.
Third. Persons should be appointed, especially in British and North American ports,
to superintend the lading of all timber ships, and to exercise very particular inspection
of stowage, especially in the autumn voyages, when timber ships have to cross the
Atlantic in the months of November and December, as the Earl Moira had.
Fourth.
Timberlashed
ships should
casks of water,
ortable
pottedororabout
pre
served
provisions
in the have
tops small
and catharpings,
or toand
the llower
rigging,
the lower masts, so that the sailors may not be starved to death in case of being water
logged. Such regulations would be of immense value in the estimation of our mer
cantile marine and their families, as it would show a kindly, humane and generous feel
ing, and provision for sailors, that would tend to endear the Government to them, and
prevent, in a measure, those coininon desertions to foreign service that may endanger
the very existence of the country in future naval wars.
Fifth. The
on SHIPWRECKS or TIMBER SHIPS.
97
Fifth. The very utmost vigilance should be commanded by law as to the character for Appendix, 1\',._ ,.
habitual sobriety in captains and mates, as so many ships of all descriptions are lost
.
through intemperance every year.
Sixth. A Trinity Board of veteran sea-commanders should be established ,in particular

I
for timber ships, to examine the nautical competency of all sea-officers who have charge
of them; as many a young sea-captain is sent out with a sea-nurse,and ships are sacri
ced from ignorance and iiicompetency.
It would be well for property, passengers, emigrants, troops, convicts, sailors, and the
families, and the country at large, if a Committee of the House of Commons were appointed
to investigate the whole of the state of our maritime population, with a view to the preven
tion of mutinies, and the eiciency of the Royal Navy, in the prospects of future naval con
ict for thetpreservation of, the throne, the government, the colonies, the commerce, the sea
boats, and
e nation in general.
George Charles Smith.

Naval and Military Oflice,
Welclose-square.
Appendix, No. 3.
i
Lloyd's Register of British and Foreign Shipping,

2, White Lion Court, Cornhill.
Dear Sir,
8th June 1839.
IN answer to your inquiry, I send you herewith a copy of the Rules for the Survey and
Classication of Ships, by which the Society established in 1834 for the Registration of the
Mercantile Marine is governed.
Prior to this period, two Register Books existed; and I
nd that the object of obtaining a registration was rst attempted in the year 1760, when
the book, known as the Green Book of Lloy s, was established.
am, dear Sir,
Your faithful humble Servant,

Geo. Palmer, Esq., M. P.
Charles Graham.
LLOYDS REGISTER OF BRITISH AND FOREIGN SHIPPING.

From 1s July 1838 to 30th June 1839.-Established 1834.
Commrrss or MANAGEMENT, 1838-I839 :
Thomas Chapman, Esq., Chairinan.William Tindall, Esq., Deputy Chairman.

John Robinson, Esq., Chairman of the Sub-Committees of Classication.
Geor e Allfre , Esq.
George Hanson, Esq.
Joseph Somes, Esq.
John . Buc le, Esq.
Brodie A. MGhie, Esq.
Patrick M. Stewart, Esq.
Henry Cheape, Esq.
T. Alexander Mitchell, Esq.
W'i1liam Tindall, Esq.
Timothy A. Curtis, Esq.
James Parkinson, Eslg.
Thomas Ward, Esq.
Nathaniel Domett, Esq.
Thomas 0. Powles, isq.
George Whitniore, Esq.
Richard Drew, Esq.
John Rees, Esq.
Arthur Vi/illis, Esq.
Robert A. Gray, Esq.
Anthony Ridley, Esq.
Geo. Frederick Young, Esq.
George R. Robinson, Esq., Chairman of the Committee of Lloyds.

Henry Blanshard, Chairman of the General Ship-owners Society.
TRUST BBS :
Thomas Chapman. Esq., Chairman.

Henry Blanshard, Esq.
Timothy A. Curtis, Esq.
George Allfrey, Es .
John Robinson, Esq.
John W. Buckle, llsq.

Henry Cheape, Esq.
Arthur Willis, Esq.

I
'
BANKERs : Bank ofEngland.
SECRETARY AND REGISTRAR : Charles Graham, Esq., F.S.A.

London. 1s July 1838.
No. 2, White Lion Court, Cornhill.
LLOYDS REGISTER OF BRITISH AND FOREIGN SHIPPING.

1. Tina operations of the societies of the two register books of shipping, printed for the
use of merchants, ship-owners and underwriters, having ceased in the year 1834, this society
was established for the important purpose of obtainin a faithful and accurate classication
of the mercantile marine of the United Kingdom, an of the foreign vessels trading thereto,
and for the government of which the following rules and regulations have been from time to
time adopted.
0.91.
2. A register
Appendix, No. 3.
98
Appendix, No. 3.
_'
2. A register book to be printed annually for the use of subscribers.

3. Each person subscribing the sum of three guineas per annum (or such other sum as
the committee of management may x), to be considered a member of the society, and
entitled (for his own use) to one copy of the register book.
4. The subscription of public companies, or public establishments (not being engaged in
marine insurance), to be 10 guineas per annum.
5. The subscription of marine insurance companies to be regulated by the committee on
special application, in each case, but not to be less than 10 guineas per annum.
6. The register book to be periodically posted throughout the year.

7. For the convenience of subscribers not resident in London, a su plement, containing
the additions to, and corrections made in, the register book, to be printe fortnightly in such
convenient form as to admit of its transmission by post, so that such parties may be furnished,
from time to time, with the latest and most complete information.
8. The superintendence of the affairs of the society to be under the direction of acommittee,
in London, of 24 members, consisting of an e ual proportion of merchants, ship-owners
and underwriters, and, in addition, the chairman or managing the affairs of Lloyds, and the
chairman of the general ship-owners society for the time being, to be, ex oicio, members of
the committee.
9. Six of the members, namely, two of each of the constituent parts of the committee, to go
out annually by rotation, but to be eligible to be re-elected.
10. The vacancies so arising to befilled up by the election oftwo underwriters and one
merchant by the committee for managing the affairs of Lloyds,and two ship-owners and one
merchant by the committee of the general ship-owners society.
11. The committee to appoint from their own body, annually, a chairman and deputy
chairman, and also a chairman for a sub-committee of classication.
12. The committee to appoint a sub-committee of classication, to be so regulated that

each member of the general committee may, in rotation, take his turn of duty therein
throughout the year.
13. The secretary, clerks and servants of the society, and the surve ors for London
and the outports, to be appointed by and be under the direction of t e committee of
management.
14. Special meetings to be convened by order oi the chairman or deputy-chairman, or on

the requisition of any three members.
15. All elections and appointments to be made by ballot.

16. No member ofthecommittee to be permitted to vote in the decision ofthe classication
of any ship of which he IS the owner, or wherein he is directly or indirectly interested.
17. The committee to be empowered to make such by-laws for their own government and
proceedings as they may deem requisite ; but no new rule or by-law to be introduced, nor
any rule or by-law altered, without special notice being given for that urpose at the meeting
of the committee next preceding that at which such motion is inten ed to be made; such
notice to be inserted in the summons convening the meeting.

18. All reports of survey to be made in writing by the surveyors according to the forms
prescribed, and submitted for the consideration of the eneral committee, or of the sub-com
mittee of classication ; but the classing assigned by t e latter to be subject to conrmation
by the general committee.
19. The reports of the surveyors, and all documents and proceedings relating to the
classication of ships, to be carefully preserved, and parties proving themselves to be
interested therein to have access thereto under the directions of the c airman or deputy
chairman.
20. Foreign ships, and shi s built in the British possessions abroad, to be surveyed on
their arrival at a port in the nited Kingdom, but a due regard is to be had to the circum
stance of their having been exempted from the supervision while building, to which all
British ships are subjected, and the class to be assigned to them is tobe regulated according
to their intrinsic quality, and from the best information the committee can obtain.
21. In every case in which the class assigned to a ship may be proposed to be reduced,
notice is to be given in writing to the owner, master or agent, with an intimation that if the
reduction be objected to, the committee will be ready to direct a special survey, on the
owner, master or a ent agreeing to pay the expenses attending the same, provided on the
said survey there sgall appear sufcient ground for the proposed reduction.
22. When the surveyors consider repairs to be requisite, they are respectfully to commu
nicate the same in writing to the owner, master or agent, and if such repairs be not entered
upon within a reasonable time, a corresponding report is to be made to the committee for
their decision thereon.

23. Parties considering the repairs suggested by the surveyor to be unnecessary or
unreasonable, may appeal to the committee, who will direct a special survey to be held;
but should the opinion of the surveyor be conrmed by the committee, then the expense of
such special survey is to be paid by the party appealing.
24. The surveyors to the society not to be permitted (without the especial sanction of the
committee) to receive any fee, gratuity or reward whatsoever for their own use or benefit, for
any
any service performed by them in their capacity of surveyors to this society, on pain"of im
Appendix, No. 3.
mediate dismissal.
25. The surveyors will be directed to attend on special surveys of ships under daina e, or
repairs for restoration, when required by merchants, ship-owners or underwriters ; the c arge
for which is to be regulated according to the nature and extent of the service performed.
In these cases the application for the assistance of the surveyors must be made in writing.
FUNDS.
26. The funds to be under the authority and control of the committee, and a state
ment of the receipts and expenditure to be annually printed for the information of the
subscribers.
27. The following fees to be charged to the owners of ships prior to their vessels being
classed and registered in the book.
I.
For the First Entry and Classication of Ships built prior to 1835.
For each ship
- under
150 Tons - . 10
Ditto
Ditto
- of 150 Tons and under 300

300
,,
500
1
2
1
2
Ditto
500 and upwards
II.
For registering Repairs after Survey, or Change of Owners.
For each ship
Ditto
-
- under
150 Tons
of 150 Tons and under 300 -
Ditto
300
Ditto
500 and upwards
,,
.- 10 '6
1 1 -
500
2 2 -
- In
1 I
6
-
When Copper' only.

For each ship
Ditto
-
under
-
200 Tons 200 and above
III.
For entering and classing Ships built since the year 1834, and for entering and classing
Ships repaired for Restoration, or surveyed for Continuation.
For each ship
- under
100 Tons - . 1 1 Ditto
- of 100 Tons and under 200 2 2 Ditto
200
,,
300
Ditto
300
,,
400
Ditto
400 and upwards
5 -
Special Surveys.
28. For 'special surveys, and where the surveyors to the society are required by the
owners of ships to superintend repairs for restoration, a charge will be made according to
the nature and extent of the service performed.
_ 29. Certicates of classificationpf the Form No. 6, signed by the chairman of the
general committee, or by the chairman of the sub-committee of classication, and coun
tersigned by the secretary, Will be granted on application; the charge for which is to be as
follows:
For ships under '200 Tons

Ditto of
30. Rules, each copy
200
,, and above
10s.
,,
10 1.
)!
--
5 s. each.
RULES FOR CLASSIFICATION.

31. The rules and regulations for the classication of hips, which were originally framed
after much labour and deliberation, aided by the valuable practical kiiowledge of the
committee of the general ship-owners society, having been revised and considerably modi
ed, the following have now been determined upon as well calculated to meet the fair claims
of all parties interested in their application, and from the adoption of which it is hoped that
considerable benet and convenience will result.
32. The characters to be assigned to ships to be, as nearly as possible, a correct indica
tion of their real and intrinsic qualities, and to be in all cases xed (not by the surveyors, but)
by the committee, after due consideration of the reports of the surveyors, and such other
documents as may be submitted to them.
FIRST CLASS SHIPS.
First Description of the First Class
33. Will comprise all ships which have not passed a prescribed age, provided they are
kept in a state of complete repair and efciency; and they will be designated by the
letter A.
0.91.
'
N 2
_ 84-_ '1_"he;. .3
. ...;.-.
...
....'
100
Appendix, No. 3.
34. The period of continuance on this class to be determined by reference to the original
construction and quality of the vessel, the materials employed, and the mode of buildin ;
but it being desirable, on grounds of national policy and of individual justice, that, after t e
expiration of the rescribed period, ships should be permitted to remain in the rst descrip
tion of the rst c ass, or to be restored thereto, for a further limited period, such extension of
the period may be granted on the conditions hereinafter shown.

35. New ships are to be surveyed while building by the surveyors to this society in the
following three stages of their progress.
First. When the frame is completed.

Second. When the beams are ut in, but before the decks are laid, and with at
least two strakes of the plank 0 the ceiling between the lower deck and the bilge
unwrought, to admit of an examination of the inner surface of the plank at the bottom.
Third. \Vhen completed, and, if possible, before the plank be painted or payed.
36. A full statement, agreeably to Form No. 4, of the dimensions, scantlin s, &c. of all
new ships, veried by the builder, is to be transmitted by the surveyor, and to
kept as a
record in the office of the society.
RULES TO BE OBSERVED IN BUILDING SHIPS.

TIMBERING.
37. The whole of the timber to be of good quality, of the descriptions hereinafter shown in
a tabular Form, No. 1, as applicable to the several terms of years for which ships so con
structed may respectively be appointed to remain in the rst description of the rst class ; the
stem, stern-post, beams, transoms, aprons, knightheads, hawse timbers and kelson, of ships
claiming to stand twelve years, to be entirely free from all defects; the frame to be well
squared from rst foothook heads upwards, and free from sap, and likewise below, unless the
timber be proportionably larger than the scantling hereaer described; every alternate set of
timbers to be framed and bolted together to the unwale. The butts of the timbers to be
close, and not to be less in thickness than one--thi
of the entire moulding at that place, and
to be well checked with a butt at each end of the chock.

I.
The Scantlings to be asfollow: :

Tons.
Room and space to be -
SCANTIJNG - - for ships 150

- 20 in.
Tomi.
500
30 in.
Floors sided, if square, and free from sap, to be not less at
the kelson than

First foothooks sided, if square, at oor heads
8 in.
7 in.
13 in.
11 in.
Second foothooks sided, if square, at the heads Third foothooks sided, and top timbers, if square The frame to be moulded at kelson
-
6 in.
6 in.
8 in.
10 in.
9 in.
13 in.
The frame to be moulded at oor heads
7 in.
11 in.
Top timbers to be moulded at their heads at the shear strake -
4 in.
5 in.
38. The intermediate dimensions for the scantling of timbers between the oor heads and
the gunwale to be regulated in proportion to the distance from the two points. Should the
room and space be increased, the siding of the timbers to be increased in proportion.
ll.
Deck Beams.
_
Tons.
For ships
To be moulded in the middle (not less than)
To be moulded at the ends (not _less than)
And to be sided
-
Tons.
150
500
7 in.
5 in.
7 in.
9 in.
6 in.
10 in.
39. Those at the after-end of the ship to be reduced in proportion to their length.
III.
Hold Beams.
TOIIS.
For ships
To be moulded in the middle (not less than)
To be moulded at the ends (not less than)
And to be sided
-
--
Tong.
150
500
9 in.
7 iii.
9 in.
13 in.
10 in.
13 in.
40. Those at the after-end of the ship to be reduced in proportion to their length.
_ 41. The beams to be sufficient in number and securely fastened to the sides, with knees,
either iron or wood, or both, or with shelf-pieces and knees; the same to be well and
sufficiently bolted.
101
IV.
Appendix, No. 3.
Keel and Kelsons.
.
Tons.
For Shlps
Keel sided
moulded below the rabbet (not less than)
150
Toni.
500
9 in.
13 in.
7 in.
10 in.
- 10 in.
- 10 in.
- 5 ft.
- 45ft.
14 in.
14 in.
7 ft.
(I ft.
Main kelson to be sided moulded

The scarphs of kelson, where only one kelson, to be
But where rider kelsons are added, then they may be
42. Shifts of timber in ships of 200 tons and upwards, to be not less than one-seventh of
the main breadth ; and in ships under 200 tons, to be not less than one-sixth of the main
breadth.
PLANK.
43. The outside planking shall be of good quality, of the description prescribed in the
tabular form, No. 2, hereinafter shown, and shall be clear of all defects.
44. The inside planking to be of the description shown in the tabular form, No. 3, and
.free from all foxy, druxy or decayed planks. The whole to be properly shifted and
fastened.
45. No butts to be nearer than ve feet to each other, unless there be a strake wrought
between them, and then a distance of four feet will be allowed ; and no butts to be on the
same timber, unless there be three strakes between; but vessels under 200 tons will be
exempted from the full operation of this rule ; and in ships of larger tonnage, a literal com
pliance with it will be dispensed with, in cases wherein it may be satisfactorily proved that
the departure from the rule is only partial, being. conned to the ends of the ship, or the
thin planking of the topside, and does not injuriously affect the ships general strength;
but such relaxation will not be sanctioned unless an accurate description of the shifting of
the plank be transmitted by the surveyors, to enable the committee to form a proper judg
ment on the case.
Thickness of Plank to be as under :
I.
Outside.
Tons.
For ships -
Bilge to wales not less than
Tong.
150
500
2 in.
4 in.
Short hoods
2;} in.
3 in.
Bilge planks
- 3 in.
4 in.
Bilge to keel
Wales (average) Topsides
Shear strake-
- 2 in.
- 4 in.
- 23 i..
In.
3 in.
5 in.
43 in.
Plank shear
,4 in.
2} in.
II.
Inside.
Ceiling below the hold beams
Clamps and bilge planks _ - . Upper-deck clamps and spirkettmgs

"lwixt deck-ceiling
- 2
3 in.
4 in.
3 in.
2in.
Q In.
2} in.
2 in.
III.
Deck.
Ivlppper-deck
ater-ways
4 in.
5 in.
Fastenings.
46. The treenails to be of good English or African oak, locust or other hard wood, but in
no case is Baltic or American oak, or elm to be used; and all planks above nine inches in
width are to be treenailed double and single, except bolts intervene; and if less than that
width, then to be trecnailed single, and at least one-half of the treenails must go through the
ceiling. All shi s to be fastened with at least one bolt in eve butt, and from the wales to
the lower part 0 the bilges the bolt to be through and clenched. The bilges to have at least
one bolt through and clenched in each foothook.
0.91.
N 3
Sizes
102
APPENDIX TO REPORT FROM. SELECT COMMITTEE .

Sizes of Bolts.
Appendix, No. 3.
For ships
Heel, knee, and dead wood abaft
Scarph of the keel
-
Ema
us
-
- 150
- 1 in.
I,:)l1ti0'o?) 3} i . (I,:),1:s0;)?
500
1} in.
1 in
Kelson bolts, one through each oor Bolts through the bilge and foot-waling
Butt bolts
Hold beam bolts
Deck beam bolts
I-looks forward at throat -
g
3
g
if
5
--
Transoms
1};
Q
f
1
1}
in.
in.
in.
in.
in.
in.
3} in
5 in.
1 in.
1 in.
The lower pintle of the rudder -
- 25 in.
3 in.
arms
-
in.
in.
in
in
in
in.
47. In all cases where the butt and bilge bolts are not through and clenched, one year
will be deducted from the period which would otherwise be assigned in the classication of
the vessel; but this rule will not be applied to ships built previously to the 1st January
1835.
48. The scantlings and dimensions of all intermediate sized vessels to be proportionately
regulated, agreeably to a scale adopted by the society, a copy of which is in the hands of
each of the surveyors.
49. Ships surveyed while building, in which most of the requisites for a twelve years
ship may have been fullled, but in which all the requisites for a ten years ship shall have
been complied with, will be marked in the book thus, 11 A ; thereby denoting that they
are to remain in the rst description of the rst class eleven years, provided they be kept in
a state of efficient repair.
50. Ships surveyed while building, the scantling of timber, thickness of plank, and size
of fastenings of which shall be in no respects less than those prescribed by the rule, but
which may not be framed, nor chocked, nor the timbers so well squared, as the regulations
require for a ship intended to stand twelve years, will be marked in' the book thus,
10 A ; thereby denoting that they are to remain in the rst description of the rst class
ten years.
61. In all other cases, ships surveyed while building, and constructed of the materials, of
good quality, hereinafter shown lIl'iCl18 tables, Nos. 1, 2. and 3, will be classed for the several
terms of years respectively appointed for their remaining in the rst description of the
rst class.
52. Ships built in the United Kingdom u_nder a roof, and .which shall have occupied a
period of not less than twelve months in their construction, Will have one year added to the
period prescribed for their continuing in the rst description of the rst class.
53. Ships built in the United Kingdom since the year 1834, and not surveyed while
building by the surveyors to this society, or where the owners or builders may have refused
to permit them to survey and examine the same at the several periods prescribed by the
rules, will be subjected to the minutest possible examination previous] to assigning the class
in which they are to be placed according to the regulations ; but in al such cases one year
will be deducted from the eriod which would otherwise be allowed, in consequence of their
not having been subniitte to such survey during their construction.
CONTINUATION OF SHIPS IN THE FIRST DESCRIPTION OF THE

FIRST CLASS.
54. If, on the termination of the period of original designation, or if at any subsequent
period within the limitation hereafter mentioned, a ship-owner should wish to have his
ship remain, or be replaced on the letter A, he is to send a written notice thereof to the
committee, who shall then direct a special survey to be held, consisting of not less than
three competent persons, to be appointed by the committee (one of whom to be a surve or,
the exclusive servant of the society); that at such survey the attention of the surveyors s iall
be particularly directed to the state of the following parts of the ship, viz.-The upper and
lower deck bolts, and the outside planks through which they pass; the waterways and
beams, so far as they can be examined ; the hawse timbers, knight-heads, breasthooks, and
transoms ; the oors and kelsons; planking outside, from the light water-mark upwards;
the ceiling inside; the frame and inner surface of the outside planking where it may be seen;
the decks and comings; and the shear and general form of the ship :that on these points
they shall transmit a detailed re ort, accompanied by such observations as may occur to
them, either from inspection of tie ship or from information of the repairs she may have
received. And if from the report of such special survey, the ship shall appear to be in all
respects in a sound and efficient state, and to have preserved her original form unaltered, the
committee shall continue such ship on the letter A for such further period as they may think
t, not exceeding, however, one-third of the number of years which had been original!
assigned):
103
assigned. Ships so continued shall be distinguished in the register book by the number of Appendix, No. 3.
years for which the classing is extended, being inserted separately under the number assigned
on the original classing, thereby denoting that the ship has been found on survey in such
good and efficient order as to entitle her to continue
years longer on the
rst description of the rst class. In all cases in which ships are intended to be surveyed
under this rule, they must either be docked or laid on the ways. The period assigned for
continuation will upon all occasions commence from the time the ship may have gone off
the letter A, without regard to the date when the survey for this purpose may have been
held.
RESTORATION OF SHIPS TO THE FIRST DESCRIPTION OF THE

FIRST CLASS.
First Rule.
55. If at any time before the expiration of two-thirds of the number of years beyond th
period for which ships may have been originally assigned to remain in the rst description of
the rst class, an owner be desirous to have his ship restored to the list of ships of that
description, such restoration (on his consenting to the special survey hereinafter described,
and performing the repairs found re uisite) wiIl be granted for a period not exceeding two
thirds of the time originally assigne for her remaining as a ship of the rst description of
the rst class, the same to be calculated from the date of such repairs.
Requisites for Restoration.

56. All the bolts in the range of each deck to be driven out, and the planks taken out;
the upper-deck water-ways, and plank shears and spirketting, and the strake next the water
ways on the lower-deck in the midships, to be taken out; the sheathing to be entirely
stripped off the bottom ; a strake in the upper course of the bottom between the wales and
the light water-mark fore and aft, and a plank in the ceiling at the f'oor heads on each side,
to be taken out, the timbers to be clear, and the hooks forward to be exposed; and in that
state the ship to be submitted to a special survey and examination, at which the attention of
the surveyors appointed b this society is to be particularly directed to the state of the decks,
the remaining plank of t e topsides, the wales, upper courses, and treenails, and other
fastenings; also to the state of the frame, hawse timbers, and knight-heads, kelson,
oors, foothooks, ceiling, and breast hooks, the rudder in all its
arts and hangings; and
if, after such examination, the owner should consent to take out a I planks, timbers, beams,
knees, water-ways, fastenings, and other parts that may be found defective, or objected to,
and replace them with materials of the same species or of equal quality as those of which
the ship was originally constructed, such ships to be entitled to restoration to the rst
description of the rst class, for a period proportionate to their real condition and the extent
of the repairs performed, subject to their being at all times thereafter kept in a state of
efficient repair.
Second Rule.
57. If, at any age of a vessel, an owner be desirous to have his ship restored to the rst
description of the rst class, such restoration (on his consenting to the special survey herein
after described, and performing the repairs thereby found requisite) will be granted for so
lonw a period as may be deemed expedient by the committee, not exceeding in any case the
3
term ot six years.
Requisitesfor Restoration.
58. The whole of the outside plank of the vessel to be taken off as low as the second
foothook-heads, and the remainder of the planking, either outside or inside, together with all
the decks, to be removed, so as to expose the timbers of the frame entirely to view, and in
that state the ship to be submitted to a special survey and examination by the surveyors ap
pointed by this society ; and if, after such examination, all timbers, beams, knees, kelsons,
transoms, breast-hooks, remaining plank, inside or outside, or other parts found to be
defective, be replaced with materials of the same species or of equal quality with those of
which the ship was originally constructed, and all the treenails driven out and renewed, such
ships may be restored to the rst description of the rst class.
59. On the same principle of giving to ships which shall be actually proved to be superior
of their class, and in excellent condition, every advantage that can be extended to them con
sistently with the maintenance of the general principles on which the society was esta
blished, ships which have been restored to the c ass A, shall be entitled to an extension of
the time, subject to the same conditions of survey and examination as are prescribed for
ships proposed to be continued in the rst description of the rst class at the expiration of
the period rst assigned to them; but, in like manner, the term of such extended continuance
shall be limited to a period not exceeding one-third of the number of years for which the
ships may respectively have been restored, without any reference whatever to the period
originally assigned to them.
0.91.
N4
104
Appendix, No. 3.

FIRST CLASS SHIPS.
Second Description.
60. Will comprise all ships which having passed the prescribed age, but have not under
one the repairs which would entitle them to be continued in or restored to the rst
escription, or having been continued or restored, and the additional period thus assigned
having expired, shall appear on survey.to be still in a condition for the safe conveyance of
dry and perishable cargoes ; and they Wlll be designated by the diphthong E; but such of
the ships of this class as shall be found on survey to be of superior descri tion, beinv t for
the safe conveyance of dry and perishable goods to and from all parts of t e world, Silll be
distinguished in red by an asterisk thus prexed, * ./E.
61. For the purpose of continuing a ship in this class, a careful survey will be required to
be made annually, or on the return from every foreign voyage, by one of the surveyors to this
society, who is to state distinctly and separately the actual condition of the upper-deck
fastemngs, waterways, spirketting, plankshears, topsides, upper-deck with its appendages,
lower-deck fastenings, wales, counter, plank and treenails outside to the waters edge,
rudder, windlass, and capstan beams, breasthooks and timber; but if not surveyed within
twelve months after entering the second descri tion of the rst class, such ship havin been
during that time in some port in the United
'ngd0m, the character will be omitte until
such survey be held; or, as the case may be, she will be allowed to pass into the class E.
BRITISH NORTH AMERICAN BUILT SHIPS.

62. Ships built in the British North American colonies of 300 tons and above, shall, in
order to entitle them to stand on the rst description of the rst class, as described in the
tables annexed hereto, be secured in their bilges by the application of iron riders to cover the
joints of the oor and foothook heads, to extend from the height of the hold beams to the
oors so as to receive not less than two bolts in a substantial part of the oors; the number
of iron riders to be not less than one on every fourth oor on each side from two feet abaft
the mainmast to two feet abaft the foremast, the size thereof to be not less than 3,} inches
by 12 inches at the joints of the timbers for ships of from 300 to 400 tons, and to be increased
one quarter of an inch each way for every 100 tons of increased size. That all such ships
shall also be secured by iron hanging knees to the hold beams, one knee to every alternate
hold beam, provided the distance of the said beams from each other does not exceed 4 feet
6 inches, and the tonnage be less than 400 tons, but if the distance exceeds 4 feet 6 inches,
or the ship is 400 tons and above, then one to every hold beam. The knees to be connected
with the riders or not, at the option orconvenience of the owners, but if not so connected, the
side arms are to be long enough to receive at least four bolts; the whole to be securely bolted
with bolts of sufcient size.
63. On the expiration of the period originally assigned to British North American built
ships for remaining on the rst description of the rst class, if they are then in any port in
the United King om, and if not, as soon as may be after such expiration, not, however,
exceeding twelve months, such ships shall be subjected to a careful survey, to be made by
one of the surveyors to this society, and no further character shall be assigned them unless
a survey shall be held as thus prescribed, and a strake of the planking either inside or out
side be removed from stem to sternpost, immediately above the turn of the bilge in midships,
and in such range forward and aft as to expose the timbers of the frame to view: that a
special report of the state of these timbers, and of the general state and condition of the
upper-deck fastenings, waterways, spirketting, plankshears, topsides, upper-deck with its
appendages, lower-deck fastenings, wales, counter, plank and treenails outside to the waters
edge, rudder, windlass and capstan-beams and breasthooks, shall be transmitted by the
surveyors to the committee, and on the receipt of such report the classing shall take place;
and if the diphthong character he then assigned, it shall be continued for a period not
exceeding the number of years originally assigned for the ships remaining in the rst
description of the rst class ; at the expiration of which the character will be discontinued,
unless a similar survey and examination of the frame be again submitted to.
SECOND CLASS SHIPS

64. Will comprise all ships which shall be found on survey unt for carrying dry cargoes
but perfectly t for the conveyance to and from all parts of the world of cargoes not in their
nature subject to sea damage; and they will be designated by the letter E.
65. Subject to occasional inspection, ships will continue in this class so long as their
condition shall, in the opinion of the committee, entitle them thereto.
THIRD CLASS SHIPS

66. Will comprise ships that are in good condition, and which shall be found on
survey t for 'the conveyance, on short voyages (not out of Europe), of cargoes in their
nature not subject to sea damage; and they will be designated by the letter I.
67. The
105.
6'7. The bottom of every ship to be caulked once in every ve years, unless woodsheathed
and felted, and then once in every seven years; but if any ship be stripped within those
periods, the bottom to be caulked if necessary.
68. In all cases in which it shall satisfactorily appear to the surveyors to this society that
doubling, of suicient thickness and properly wrought and fastened, may be allowed as a
substitute for the shifting of plank, either in the wales or bottom, the surveyor is to make a
special report thereof, together with his reasons, to the committee, who will determine thereon.
Iron-fasten' Ships.
69. All ships (except those built in India), although iron-fastened, shall be classed in the same
manner as co per-fastened ships, so long as they remain unsheathed with copper, provided
the are,
in over
lother
constructed
accordance
with over
the rules;
but when sheathed
witlli
copper
therespects,
iron fastenings,
the in
words
coppered
iron fastenings
shall be
added to the character in the register book, and continued until the ship be thoroughly
copper-fastened.
70. Ships built in India, although fastened with iron, shall be permitted to be copper
sheathed without any mark being placed in the book, provided the bottom be felted or
chunamed, and wood-sheathed, and subject to a careful examination of the iron fastenings
on every occasion on which the sheathing is stripped off, for which purpose some of the bolts '
and nails are to be taken out of the lower part of the bottom, and to be seen by
the surveyor; but no such ships shall be permitted to continue either on the A or on the
IE class for a longer period than onehalf the number of years beyond the term originally
assigned for her remaining on the rst description of the rst class, unless the bottom shall
have been doubled, or the whole of the iron fastenings taken out or properly secured, and
the bottom fastened with copper bolts, or treenails, or both.
SHIPS ANCHORS, CABLES AND STORES.

71. All vessels are required to have their masts, spars and standing rigging in good order,
and sails in suflicient number and good condition ; and every ship is to be supplied with a
good hempen stream cable or tow-line of suicient size and length, and with at least one
good warp ; and all vessels are to be rovided with anchors of proper weight, and cables of
approved quality, in number and lengt according to the undermentioned scale :
Anchors.
72. All vessels under 200 tons to have at least two bower anchors, and all vessels of 200
tons and above to be provided with at least three bower anchors.
Cables.
Tons.
73. All vessels
,,
of 150 and under 250
,,
250
Fathoms.
'
under 150 to have at least 150 oft-ham.
,,
180
,,
,,
350
,,
200
,,
,,
350
,,
.500
,,
240
,,
,,
500
,,
700
,,
270
,,
,,
700 and upwards
,,
800
,,
74. But in all cases where hempen cables are used, then one-sixth more in length will be required.
Boats.
75. All vessels under 150 tons to be provided with one good boat; and every vessel of
150 tons and above to be provided with at least two good boats.
76. The efficient state and condition of ships anchors, cables and stores will be desig
nated by the gure 1 ; and where the same are found insuflicient in quantity or defective in
quality, by the gure 2.
77. In all cases in which the application of the rules must necessarily be regulated by the
ships admeasurement, the least tonnage (whether the result of the old or new method) is
to be adopted.
FOR SHIPS NAVIGATED BY STEAM.
78. All sea-gloing vessels navigated by steam shall be required to be surveyed twice in each
year, when a c aracter will be assigned to them accordingto the report of survey as regards
the classication of the hull and materials of the vessel.
t
79. That with respect to the boilers and machinery, the owners are required to produce to
the surveyors to this society at the above-directed surveys, a certicate from ome competent
master engineer, describing their state and condition at those periods; and to which certi
cate it is desirable there should be added a description of the particulars of the same, as far
as may be practicable, in the manner and form annexed, No. 5, to be appended to the report
0.91.
o
of
Appendix, No.
106
Appendix, No. 3. of survey, and delivered to the committee, who will thereupon insert in the register book the
letters M. C., denotin that the boilers and machinery have been ins ected and certied to
be in good order and saz working condition; but if no certicate of t eir condition be fur
nished by the owner or master, then no character can be assigned for the machinery.
80. Hull.The surveyors to this society are directed to examine and report the scantling
of timbers, plank and fastenings, and to state where built, and by whom, in the same manner
as directed for sailing vessels.
81. Scantlz'ngs.The scantlings for a steam-vessel under 300 tons register are to be
deemed suicient, if equal to those required by the scale prescribed in the rules of this
society, for a sailing-vessel of two-thirds of the registered tonnage of such steam-vessel.
82. But for a steam-vessel above 300 tons register, the scantlings are to be equal
to those required by the scale for a sailing-vessel of three-fourths of the registered tonnage of
such steam-vessel.
'
83. Fl0ors.Where the vessel is not lled in solid to the oor-heads in the engine room, an
exception will be specially made a ainst any reduction of the scantlin of the oors, which
in such cases will not be permitte
to be upon the reduced scale 0 two-thirds or three
fourths of the dimensions for the scantling of sailing-vessels as before stated ; but the oors
will then be required to be equal to the dimensions set forth in the rules for ships of the
actual registered tonnage of the steam-vessel.
84. The surveyors are required to report the number, size, length, fastenings and mode
of arrangement of the engine and boiler sleepers, and the description of timber of
which they are composed, and whether diagonally trussed with wood or iron, and to what
extent; the length, size and fastenings of shelf- ieces and paddle-beams; and whether the
vessel be constructed with sponcings, and how t ey are formed; and to give the length and
shifting of the plank outside and inside.

85. Materials and St0'res.The surveyors are to examine and report the number and
descri tion of the masts, sails, anchors, cables, hawsers, warps and boats, as directed to be
done or sailing-vessels; but the anchors and cables will not be re uired to exceed in num
ber, weight and length those of a sailing-vessel of two-thirds of t e registered tonnage of
the steam-vessel.
' 86. The surveyors are to be particular in examining and reporting the condition of the
boats of all vessels employed in carrying passengers.
In presenting the new edition of the Register Book for the year ending the 30th June
1838 to the subscribers, the committee took the opportunity of congratulating them on the
steady progress with which this work was found to be rising in the estimation of the public,
and which had been best attested by the gratilflyingllfact of an extended list of subscribers, in
cluding the Right honourable Lord Glenelg, er ajestys Principal Secretary of State for
the Colonies, and a very considerable augmentation of the number of ships which had been
surveyed and classed.

The Committee had also great satisfaction in announcing, that after much labour and
anxious consideration, they had found it in their power greatly to amend and enlarge the
rules of the society, not only with a view to render them as distinct and intelligible as
possible to the ship-owners and ship-builders, but also to allow the utmost practicable
latitude in their application, consistently with the best and most correct information they
had been able to obtain.
The Committee consequently expressed their condent hope that the rules, as amended,
would be found to be not only just in principle, but highly benecial and satisfactory in
practice.
Upon this occasion they have only further to observe, that having had the experience of
twelve months, they have not received any valid objection to the rules so revised and im
roved; the Committee, therefore, again submit them, as well deserving the attention and
avourable consideration of the subscribers and the public.
By order of the Committee,

No. 2, White Lion Court, Cornhill,
Charles Graham, Secretary.
London, 1st July 1838.

Subscriptions are received by the Secretary at the oices of the Society, and to whom all
applications are requested to be addressed.
107
Appendix, No. 3.
(No. l.)
A TABLE exhibiting the different Descriptions of T111121-:11, of good Quality, to be used
in the Tmnnamo of Sn11>s
- pp. 108-109.,
(No. 2.)
- A TABLE exhibiting the different Descriptions of TIMBER, of good Quality, to be used
in the OUTSIDE PLANKING of SHIPS
--
- pp. 110-11 1
(No. 3.)
A TABLE exhibiting the different Descriptions of Tnunlm, of good Quality, to be used
in the Insmr: PLANKING of SHIPS -
- pp. 112-113
(No. 4.)
Foam of the Report of Survey
p. 114
.-
p. 116
p. r17
(No. 5.)
Form of Certicate for Vessels navigated by Steam
(No. 6.)
Form of Certicate of Classication
0:91;
'
Q 2.
108
APPENDIX '1-o REPORT FROM SELECT COMMI-'l"lEE
(No. 1.)A TABLE exhibiting the different Descriptions of TIMBER, of good Quality, to be used in the
Ships to remain on the First
Parts of the Frame
CLASS
CLASS
CLASS
CLASS
of a Vessel.
Twelve Years.
Ten Years.
1\/ins Years.
Eight Years.
Englishl
The same as in the re- The same as in the ir'-
Africi.in Oak
Live
cedingClass,and
Agiltemately
Morung Saul
'
The same as in the pre
cedingClass,anda mit
ceding Class.
Li\'eO|1k and Red Cedar Other Foreign White
East India Teak
FLOORS '
mit
Rsgaclsrrdm.
riatic
Greenheart
s anish }Oak
Mon-a.
rench
South American,}Hm.d
or
NewSouth\Vales
food
Eiiglishl
i African Oak
The same as in the re- The same as in the re- The same as in the pre
cedingClass, anda mit cedingCla.ss,and mit
ceding Class.
i Live
Live Oak and RedCedar Other Foreign \Vhit_e
East India Teak
lst rurrocxs
'
alternately
- . Morwqg Saul
Green
Morra. eart
Oak
1S\driati}p Oak
ma Cedar.
anis
rench
South American Hard

\Vood.
2! FUTTOCKS
'
English
The same as in the pre- The same as in the re- The same as in the pre
Afi-ican ,Oak
EVE I
T k
ceding Class.
ccdingClass, 8l1d8.( mit
Live Oak and Red Cedar Adriatic!
hiudrunlg Stiulea
alternately.
ceding Class.
S reniili' _l Oak
Greenheart
South American Hard
l\I0l'l'8-
Wood
Red Cedar.
English]
African Oak
The 88111e 11s in f-I18 pre- The same as in the re- The same as in the pre
ceding Class.
eedingClass,i:-nd
't
ceding Class.
Live J
Live Oak and RedCedar Adriatic]
3d FUTTOCKS
and
'-
East India Teak

Mruiig Saul
TOP TIMBERS
- (','f,1f"
alternately.
_
S anish Oak
rench I .
Sh ,"'lHwd
New South\Valesi Wd
Red Cedar.
English
The same as in the pre-
Arican}Oak
STEM
STERN POST -
ceding Class.
The same as in the re- The sam? 93 in the PW
cedingChiss, and
Live
East India Teak.
't
ceding Ches
Adriatic,
S anish Oak
rench J
South American Hard
\Vo0d.
Red Cedar.
TRANs0s
'\-
KNIGHTHEADS -
English
Afl'iC8!1}08.k
Live
The same as in the pre- The same as in the re- The same as in the pre
ceding Class.
cedin.gClass, and a mit
ceding C1888
Adriatic!
East India Teak.
s aiiish Oak
nxwsn TIMBERS
APRON
rench J
_
S01\l"i.,l'(l)0(J1\1110I1C&I1 Hard
'
Red Cedar.
English
The same as in the re
Live
The same as in the re The same as in the pre

cedingClass,anda mit
ceding Class.
ccdingClass,anda mit
Adriatic
Other Foreign VVhitc
East India Teak '
S)IIIIsh Oak
1hf''l(59J'}0&k
MMN KE1~;i,s0N -
Mm-mig Saul
(Mk,
renchi
Grecnheart
South America.n,LH rd
Morra.
or
W! d
NewSouthWa1csi
Red Cedar.
English]
BEAMQ

KNEES
and
'
Af '
Oak
Liiihcanj
"
-
East India Teak

Morung Saul
Greenheart
The same as in the re- The same as in the prc- ThedBZ'!ii5l38il;'Ii1dhB re;
d'
Cl as, and a
n't
Spanish Oak
French
South American Hard
Vales aito}ff;m
Red Cedar
- 1'mg Cl B8 .
L
00 ingForeign
855,
11 ml
Other
White
Oak.
109
TIMBERING of SHIPS, as the same will be applicable to the several Terms of Years appointed for
Description of the First Class.
CLASS
. .-Seven Years.
CLASS
Six
Years.
CLASS
CLASS
Five Years.
Four Yea".
Parts of the Frame

of a Vessel.
The same as in the pre- The same as in the re The same as in the re The same as inthe re
ced' Class, and admit cedinv Class, and a mit c ' Class, and a 't ceding Class,and
't
Englis Ash
Eng ' 1 Beech.
Baltic ir
Sound secondhand
Red Pine
English or African Oak,
Hackmatack
or Teak.
\Vhitc Spruce.
_
FLOORS
Black Birch
Foreign Elm or Ash
H ard Wood ofgood q11s~

lity.

ceding Class, and a mit
Sound second-hand
The same as in the re The same as in the re The same as in the re

ceding Class, and a mit ceding Class, and a mit ceding Class, and a mit
English Ash.
\Vhite Spruce.
Baltic Fir
Red Pine
Hackmatack
Black Birch
Forei 1 Elm or Ash
or Teak.
lat FUTTOCKS.
Hard Vood ofgood qua

lity.
The same as in the re- The same as in the re- The same as in the re
ceding Class, nnd an mit ceding Class, and

't ceding Q18-s9,8114
Other Foreign \Vhite
Sound second-hand
g\'il!';.Fn
Oak.
E'z-l1'il;a(3:-1\fl'1C8D Oak, Htzwkulllilack.
ceding Class, and

Elm
mit
mit
2d FUTToCKs.
White Spruce.

cedin Cla.ss,and admit
Other oreign White

Oak.
The same as in the
re
cedin Class, and

BalticgFir
mit
or Teak.
ce in
and a
it
Yellovg Pill?
Sound second-hand
Ths sanaq as in the re
Red Pine
Haekmutack.
Elm
Ash
Birch
3d FUTTOCKS
and
TOP TIMBERS.
White Spruce.
The same as in the re The same as in the pre

ceding Class.
cedin Class, and B1 mit
The same as in the pre- The same

_ as in the pre
ceding Class.
ceding Class.
Other oreign White

STEM.
STERN POST.
Oak.
The same as in the(pre The same as in the re

ceding Class, and n mit ceding Class, and a mit
Other Foreign \Vhite
Sound second-hand
Oak.
or Teak.
The same as in the rt.~ The same as in the re

mit ceding Class,and a 't
Yellow Pine
Red Pine
Elm
Ash
Hackmatack
Birch
cedin Class, and
BalticgFi.r
White Spruce.
The same as in the re The same as in the re The same as in the re

ceding Class, and a mit ceding Class, and a mit ceding Class, and a mit
Hackmatack
Pitch Pine.
Baltic Fir
Ash.
Red Pine
American Rock Elm.

ceding Class,and mit
Yellow Pine
Birch
White Spruce.
The same as in the pre The same as in the re The same as in the re The same as in the re.
ceding Class,snd admit ceding Class, and a mit ceding Class, and :1 mit ceding Class, and a 1n1t
Pitch Pine
Baltic Fir
Hwkmswk
Yellow Pins
Knees of Fir.
Red Pine
Foreign Elm
Birch
Sound second-hand
A5h' mute sPm'
MAIN KEELSON.
BE
KNj;:I;;s
S
and
or Teak.
0.91.
TRANSOMS
KNIGHTHEADS
HAWSE TIMBERS
APRON.
H0oKs.
03
110
(No. 2.)A TABLE exhibiting the different Descriptions of TIMBER, of good Quality, to be used in the
Parts qf the Outside
qf a Vessel.
CLASS
CLASS
C LASS
Twelve Years.
Ten Years.
Nine Years.
The same as inthe re- The same as in the re- The same as in the pre
English
African Oak
-
to the
cedin Class, and
mit
Pitch ine.
Live
KEEL
CLASS
Eight Years.
ceding Class,and
't
ceding Class.
Baltic Fir
Red Pine.
East India Teak

Red Cedar
Foreign White Oak

1st FUTTOCK
HEADS
English Elm
American Elm
Beech
South American,
or any Hard Wood.
lat FUTTOCK
HEADS
to
Engush]
Af,-ican Q8];
Live
I
East India Teak
Red Cedar
The same as in the re- The same as in the pre The same as in the re
ceding Class,and
't
cedin Class,and admit ceding C18-sS, and #1 '1i
Pitch inc.
Baltic ir
American Rock Elm. '
Red Pine
Foreign White Oak

LIGHT WATER
MARK -
South Americanfl Hard

or
New South Wales] wd
The same as in the 1'Q- The same as inthe re- The .same as in the re-'
English
African Oak
LIGHT WATER
MARK to
YVALES -
Live
East
Teak
Morung Saul
Rad Cedar
Greenheart
1\IQ]"]'a.
WALES and
BLACKSTRAKES -
ceding Class,and
Adriatic
S anish
ceding Classanda mit

Foreign IVh.ite Oak
Oak
cedms Class, and
'r
Ba1l_Fi1'
PI116.
Red
Pine
rench J
South American, Hard

or
Wood
GW s0l1i.h W8lB3
as hi and
the ret
- The
same
as inand
the reit The
.same
ceding
Class,
W11
Class,
E 1' h 108,1;
AI-n
Th
K
' th
ccgiiilvmlggsignd
Live
ma Cedar
Adriane
Morung Saul.
S nigh
East India Teak

Greenheart
[gnch
Mo'.m.
other Owen White

Oak
_
.081 .
P'th P1119.
South A(:ner1can,}Hm_d
New Southr Wle W1
English
African1Oak
Live
East India Teak
TOPSIDES
The same as in the re- The same as in the re- The same as in the re
ceding Class, and mit ceding Class, and
't - ' Class, and
't
Pitch Pine
Adriatic
Other oreign VVhit,e
Morung Saul.
S anish }Oak
Oak.
Red Cedar
Greenheart
Morra.
rench
South American,
or
}Hard
New South Wales
SHEERSTRAKES
and
PLANKSHEER.
English
African Oak
Live
I
East India Teak
Greenheart
Morra.
The same as in the
English]
The same as in the re- The same as in the re
African Oak
WATERWAYS
ceding Class, and a

Red Cedar
Morung Saul.
ceding Class, and
Live I
Red Cedar .
East India Teak

Red Cedar
Morung Saul.
Greenheart
Morm
Morun Saul
Baltic
ir
Pitch Pine
Red Pine.
r'
it
it

ceding Class, and
't cedin Class and
'1;
Adriatic
Other reign White
S anish }Oak
Oak.
rench
South American, Hard
or
Newsouth Wales Vood
ceding Class, and
mit

South American,
H rd Foreign White Oak.
or
},a (1
NewSouth Wales
111
OUTSIDE Pnauxme of Smrs, as the same will be applicable to the several Terms of Years appointed for
C LASS
Seven
CLASS
Five Years.
CLASS
Years.
CLASS
Four Years.
Parts of the Outside

Qf a Vessel.
The same as in the pr0 The same as in the pre- The same as in the re- The same as in the pre
ceding Class.
ceding Class.
ceclingClass,n.nd mit
ceding Class.
Yellow Pine
Hac.l-nnatack
White Spruce.
KEEL
go the
1s FUTTOCK
HEADS.

ceding Class.

ceding Class.
The same as in the re- The sam(elas in tlie re

cedingCla.ss and
't
ceding ass an a 't
Yellow Pine ,
White Spruce.
Hackmatack.
181; FUTTOCK
HEADS
to
LIGHT VVATER.
MARK.'
The same as inthc precedin"

O Class.
The same as in the recodin"Class,

and
a mit
Amcrigan
Rock
Elm.

The same 35 in the re
di C1
, mld
'1
_ l' gClass,
Y(:llorwiPiii:s
Spruce.and a mit
Hackmatack.
LIGHT WATER .
MARK
U0
WALES.
The same as in the re- The same as in the pre- The game as in the re- The game as in the re
Cli Cl&8S,8I111
Balliv ir
Red PiI1e-
't
Cding C1B88-
cedingClass,and
't cedingClass,and
Yellow Pine
White Spruce.
Hackmatack
Am '
Rock Elm.
't
WALEQ
and
The fwme 35 in the "E- The mm?
? _ Q1886, Bud
B-wllhr 11'
as in the Pre-
wdmg 018%
cedingClass,anda
Yellow Pine
R "
Bnacxsraiurss.
't
cedingClass,and
White Spruce.
't
H!*l
TOPSIDES.
American Rock Elm.
The same as in the pre- The same as in the re- The same as inthe re- The same as in the re
ceding Class.
cedin Class,and
't cedingUlass,and
't
cedingClass,and
't
Baltic ir
Hackmataclm
White 3 nice
Eghpne
Yellow ine
Em
um
'
Bum
'
Rock
SHEERSTRAKES
and
PLANKSHEER.
The same as in the pro- The same as in the pre- The same as in the re- The same as in the re
ceding Class.
ceding Class
cedingClass,and
't cedingClass,and
't
Yellow Pine.
White Spruce
0
'
Hackmatack.
American Rock Elm.
. WVATERWAYS.
112'
(No. 3.)-A TABLE exhibiting the different Descriptions of TIMBER, of good Quality, to be used in the
~
Parts of the Inside
CLASS
CLASS
CLASS
CLASS
ofa Vessel.
Twelve Years.
Ten Years.
1Vine Years.
Eigkg Yea,-;.
English
The same as in the gre- The same as in the pre
African
cedin _ Clnss,andn mit
Adriatic Oak
ceding Class.
Other Toreign \Vhite
spmish ]

ceding Class, and
mit
Pitch Pine.
Oak.
rench
LIMBER STHAKE -
East India Teak

Morung Saul
Red Cedar
South American, }Hm.d
or
NewSo11tl1Wales
Wood
English
African
The same as in the re- The same as in the pre- The same as in the re
cedingClass. andn mit
Adriatic Oak
S anish
coding Class.
Other Foreign White

Oak.
cedin Clnss,und
mit
Pitch ine.
rench
BILGE PLANKS
East India Teak

Morung Saul
Red Cedar
S0\1th American, Hard
or
W cod
New South/ales
L031 E R H OLD _
English
Afriean 1 '
The same as in the re- The same as in the pre- The same as in the re
cedin Class, and a mit
ceding Class.
eedingClass,a.nd a mit
Adriatic Oak
S anish
rench
East
India
Teak
Morung
Saul
Other oreign White

Oak.
Pitch Iine.
Red Cedar
or
'
New Sonthwales
w"d
.
U
Z
H
.5.
E1)
English
Africa 1
Adriatic 031;
S anish
nch
BETWEEN
DECK
The 58-1116 8-8 in the re- The same as in the pre- The same as in the W
cedin Class and. mit
ceding l.ass<-edingCl:1ss and a mit
Other <0reign White
Bum: F.
OakPine.
Pitch
Rb.d p'me.
East India Teak
S '
'
Morung Saul
Red Cedar

or
NewSouthWa1es
W1
English
Affican
911 ELF P159135
East India Teak

Morung Saul
_ Red Cedar
Greenheart
Morra.
The sa111e 9-5 in the re- The same as in the pre The same as in the ire
edi11gCh\B8, and mit
ceding Class.
cedingClass,and a mit
Foreign White Oak
Adriatic
ipanish Oak
rench
South A)11nerican,] Hard I
pitch pil'a
NewSouthVVales IWl
CLAMPS -
English Oak
African
East India Teak
The same as in the re- Tlw same as in thg pmcedingClass, and a mit
ceding Class.
Foreign White Oak
Morung Saul
Red Cedar
Adriatic
S anish }Oa.k
Greenheart
Morra.
The same as in the re.

' cc(li'1gCI;\ss,u11gI it nit.
Pit,-1; P1nc.
rench
South American}! Hard

,
or
\'Vo0d
m ew soumw ales J
'~--kw
__
4--___
113
Issrnn PLANKING of Sales, as the same will be applicable to the several Terms of Years appointed for
CLASS
CLASS
Seven Years.
Sia,-_Years.
CLASS
' Five Years.
CLASS
Parts of the Inside
Four Years.
of a Vessel.
~~~
The same as in the re~ The same as in the re- The same as in the re- T~1:; in t(ll1e re
cedin it
Class, and
't Almeria-an
edingClass,
and
eedingClass,
't White
c ' gSpruch.an
mit
Baltic
Rock
Elm. it Yellow
Pine and
Red Pine.
Hackmatack.
} LIMBER. STRAKE.
~~~
The same as in the re- The same as in the re- The same as in the pre- The same as in the re
eedin Class, and
't ceding Class, and
't ceding Class, and admit ceding Class, and
it
Baltic ir
American Rock Elm.
Yellow Pine
Red Pine,
Vhitc Spruce.
Hackmatack.
} BILGE PLANKS.
~i-i
The same as in the re- The same as in the re~ The same as in the re- The same as in the re
cedi
Class, and
't
Baltic ir
Red Pine.
ceding Class, and

American Rock Elm.
't
cedingClass, and
't
Yellow Pine
Hackmatack.
ceding C1859, and
't
White Spruce.
LOWER HOLD
4'5
E
__i._____ ,4
E
U
The same as in the pre- The same as in the re- The same as in the re- The same as in the recoding Class.
ceding Class, and
't
American Rock Elm.
Yellow Pine
Hackmatack.
White Spruce.
'
BETWEEN
DECKS
-
The same as in the p1-e- The same as in the re- The same as in the re- The same as in the re
ceding ()1a_;s.
ceding Class, and mit ceding Class, and mit ceding Class, and
't
Baltic Fir
Red Pine
Yellow Pine
Hackmatack.
White Spruce.
American Beck E111
SHELF PIECES.
The same as in the re- The same as in the re- The same as in the re- The same as in the re
ceding Class, anda

Baltic Fir
Red P' .
0.91.
't
ceding Class, and

t ceding Class, and
American Rock Elm.
Yellow Pini
Hackmat .
.
mit
ceding Class, and

White Spruce.
't
CLAMPS.
(No.4.)
114
Appendix, No. 3.
(No. 4.)
FORM OF THE REPORT OF SURVEY.
No....... Surveyheld at........ Date....... 18
on the
Master.....
Tonnage . . . . Built at . . . . . . . . When built . . . . . . . . By whom built . . . . . . Owners . . . . .

Port belonging to . , . . . . Destined voyage . . . . . . If surveyed Aoat or in Dry Dock . . . .
Feet.
Inches.
Length aloft -
Feet.
Inches.
Extreme Breadth
Inch,
Tmcxusss or Punk.
Inch. Inch.
14, End,
Room and Space -
- sided
Moldd
Inch.
INsIDE.
Foot Waling -
Bilge Planks
Bilge Planks
Ceiling in Flat
Ditto Bilgeto Clamp

Hold Beam Clamps
Bilge to Wales
2d ditto 3d ditto -
Wales Topsides
Inch.
oursinn.
Keel to Bilge - -
1st Foothooks -t
-
Inches.
Depth of Hold
Sc.m1'x.mos or Tmnnn.
Flour; -
Fmt.
Top Timbers - --
Sheer Strakes - -
Deck Beam ditto
Deck Beams No.

Hold Beams No.
Keel - - - -
Plank Sheers Water-ways Upper Deck -
Ceiling twixt Decks

Hold Beam Shelf!
Deck Beam ditto
Kelson: -
Srza or Borxrs m Fnsreumos.

corrnn.
h1ch-
corran.
h1ch-
mow. -
Inch
Heel-Knee and Deadwood

abaft
Scarphs of Keel, No.
Floor Timber Bolts Kelson ditto - - -
Bolts through the Bilge
Hold Beam
- - -
Butt End Bolts - Lower Pintle of the

Rudder - - - -
and Foot Waling
Deck Beam
Transoms and Threats of

Hooks
Arms of Hooks
_ __
'
same in Iron above
'
the Copper -
Tmnsnms.-The space between the floor timbers and lower foothooks in this vessel is ......inches.
The space between the top timbers is ...... inches. The stem, stern-post, transoms, aprons,
knight heads, hawse timbers, are composed of ........... and are
free from all defects.
Her ors and rst foothooks are composed of
timber.
Her other foothooks and top timbers of ....

Her shifts of the rst and second foothooks are not less than .......
[N.B. When reported by you less than the prescribed rule, the state how man.y.]
The rest of the shifts of the frames are
The frame is
squared from the rst foothook heads upwards and
free from sap, and from
thence downwards the frame is
The alternate frames are
bolted together.
The
moulding
butts ofat
thethat
timbers
place.are
The frame is
chocked with
close together; their thickness not less than
of the entire
butt at each end of the chock.
The main
scarphs
kelson
of the
is composed
lcelsons areofnot
......less
.. and
thanthe
......
false
feetkelson inches.
of ....
The deck and hold beams are composed of ........ ..

PLAXKXNG
115
PLANKING
Orfrsxne.-This vessel's plank, from the keel to the rst foothook heads, is composed
of .............
A*P"di" N' 3'
From the rst foothook heads to the light water-mark, of .....L ......
From the light water-mark to the wales, of

The topsides
wales andofblack-ltrakes are of
The shear-strakes of ........ ..

The shifts
gunwales
of the
of .......
planking
... waterways
are not less
of than
feet ....... inches.
[N. B. [fa-eportrd less than
the prescribed rule, state whether general orpartial, and g/partial, in what part oft/cc ship]
The planking is wrought
between.
PLANKING INsIDE.-ThC clamps are composed of
The bilge planks of ..
...... .. the stringers of
...... ..
and the remainder d.of the ceiling of
Fasrssmcs.-.'lo hold beams ........... ..

Deck beams .............
Number of breasthooks .......... .. pointers
Butts end bolts are of
....... crutches
in the bottom, and ..... .. bolt in each butt end through and
clenched.
Bilge and footwaling
bolted through and clenched.
General quality of workmanship .......

We ccrt.if.i/ that the preceding is a correct description of the above-named vessel.
Builder: Name ........... ..
Surz'e.yor's Name
Her masts, yards, &c. are in
condition, and suicient in size and length.
She has Sans.
Cannes, &c.
No.
Ascnons.
'Fathoms.i
Inches. No.
Fore sails,
Chain -
Fore top sails,
Hempen stream cable
Fore topmast stay sails
Hawser
Main sails,
Towlines -
Main top sails,
Warp -
and
- - - -
Bower,
Stream,
Kedge,
All of proper weight.
All of ..... .. quality. -
Her standing and running rigging is ......... .. suicient in size and .......... .. in quality.
She has .......
long boat and
The present state of the windlass is
capstan ........ ..
and ruddu
General Remarlrs.-Statement and Date qf Repairs.
If coppered, sheathed, doubled, or felted .....
opinion this vessel should be classed

received by me.
0-91-
And date when last done
And ....... of
The amount of the fee
P 2
.6
'
is
(No. 5.)
116
a ,N. .'
"" 3
(No.5.)
FORM OF CERTIFICATE FOR VESSELS NAVIGAT_ED BY STEAM.
LLoYn's REGIsTER on BRITISH AND FOREIGN Smrrmo.
Certjcatefar Vessels navigated by Steam.
(Place and Date)

183
-- do certify that the whole of the boilers and machinery of the steam-vessel
belonging to
--, whereof
carefully inspected and examined by
is master,
at
tons, have been
, and that
nd the same
to be at this time in good order and safe working condition.

Witness
hand,
Master Engineer.
The following is a true account of the particulars of the machinery of the steam-vessel
herein named :
ENGINES.
Numbel.
BOILERS
-
Whether iron or copper
Estimated power - - - - Diameter of paddle-wheels - Length of Paddles - - - Breadth of paddles _ _ _ _

If upon the rst or second motion
_
-
Wmking P"5$11' ' ' - - If it can be increased at pleasure ~

Ifany and what means of: changing
the water without extinguishing
the res and blowing off _ -
N0. of revolutions per minute -
Size and condition of the holding

dowiibolts -
Number of feed pumps -
How attached
State of theboilers
FUEL
Where stowed -
What clear space upon the top

-
If in contact with boiler -
For what quantity room is provided

If liable to get wetted - - - -
side of the boiler-
Ditto at the end -
Dim; round the ehimney - - PUMPS.

No. of hand pumps-
If any attached to engine, their

purpose and power - - - -
No. of fbrce-pumps, with a branch

and hose of sufcient length to
reach to every part of the vessel
Master Engineer.
(No. 6.)
117
Appendix, No. 3.
(N0. 6.)
FORM OF CERTIFICATE OF CLASSIFICATION.
Lloyds Register of British and Foreign Shipping.
No...
London,
133
Orrrcn, No. 2, White Lion Court, Cornhill.
Tanse ARE TO
M aster
CERTIFY, That theii0f ii--i

Tons, bound to
, has been surveyed by the
surveyors to this society, and reported to be, on the ~
her intended voyage, and that she has been Cmssan in the Rncrsraa B001: of this
society on the list of ships of the
Wiiness my hand,
Charge
s.
Chairman.
, Secretary.
NAMES of the Suuvnvorts, and the Pours to which they have been appointed.
The surveyors at the following ports are altogether the servants of the society, and are not per
mitted to engage in any other business or employment whatsoever.
Bristol
Glasgow, Grecnock, and ports in the Clyde
Edward Drew.
John Barr Cumming.
Hull, Gainsborough, Goole, Selby, Thorn

and Grimsby -
William Atkinson Bri ham

g
'
Leith, and ports in the Frith of Forth
Walter Paton.
Liverpool, Chester and River Dee -
-{
l])l::zrtB:{;'t0n
London
-{
George Bayley.
Peter Courtenay.
Nathaniel Middleton.
Newcastle, with North and South Shields
Matthew Poppelwell.
Sunderland -
John Brunton.
John Punshon Denton.
-{
The surveyors at the following ports have not been required to become the exclusive
servants of the society.
Aberdeen Abcrystwith
Ban
-
O.91 .
William Chiene.
William Julian, jun.
James MDonald.
Barmouth, Portmadoc and Aberdovey
John Jones.
Barnstaple and Bideford

Beaumaris and Bangor
Belfizst
Blythe, with Hartley Carar.1'
-
James Chappell.
John Parry.
George MKibbin.
Thomas Gibson.
J. H. Riches.
Cardigan,
118
Appendix, No. 3.

Cardigan, with New Quay, Aberayron,
and Llandewey
Cork, with Core and Kinsale
Comes
Dartmouth, with Salcombe and Brixham
Dublin, Kingstown and Drogheda

Dundee
Falmouth
Galway
Gloucester -
Guernsey
John Evans.
Roger Story.
George Spain.
Charles C. Jones.
Robert Morton.
David Crighton.
William Broad.
Henry Townsend.
J. G. Francillon.
Peter Collas.
Ipswich and Harwich -
Jersey
Limerick
W. R. Mulley.
Wm. Ranwell.
Llanelly
Londonderry
Lynn
-
Maryport
Milford, with Pembroke
Montrose
Newport, Chepstow and the River Wy

Newry, Carling/brd and Dimdal/c
Padstow and Boscastle
Penzance, St. Ives, Helston and Scill
Peterhead - - Plymouth Poole
Portsmouth
~
Ramsgate and Margate
Scarborough, with Briillington
Shoreham, with Newha'uen -
Sligo
Southampton
Stockton and Harilepool
Swansea, with Neath
Teignmouth
Tepsham and Enter
Waterml Wexford Whitby

-
Whitehaven, Harrington and Worhinglon

Yarmouth Yuughal -
' -
Robert Dunkin.
Norman MLeod.
William Garland.
Thomas Braithwaite.
David Propert.
Alexander Young.
John Corner.
Leonard Watson.
Edward Parnall.
W. D. Matthews.
George Anderson.
William Cuming.
John Oldis.
John Oakshott.
Edward Hodges.
Francis Hill.
Thomas Guillaume.
Patrick Walsh.
Thomas Booth.
John Richardson.
William Mortimer.
Stephen Smith.
Mark Devereux,
Thomas Jackson.
William Fell.
George Garson.
Thomas Flynn.
Appendix,
.I.}l() NO Sl".)iT!IMlII~lS .-I0 HEIHIKIIJ.
'S<lll>lS _ '6lT9I
t/2:) W1 r
.
i
i
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e/,4"'/0 / ///r 7/W/W
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.1W21.;1 '.su,m.(*
/2//. lnaqz./.9.<~.9.1da.s'/1%?
'.1!/(I_7,/./J g':j1.z
.<'r/ yr; 7/ 2mm 17?; ai*; .14; 11
41/Q5/.0 3 go; 7221/ ///1.11//y.r*
'
,'w,:72.<> m_/4/5* y_1/</1 '[1/zsazd/z/.rv1/7/ig:puad1<1d/.ay,2
3* /zryg .<:/.1y/1_1;/17; 7/nu away .14; 2? )9-9.1%}; ,/4 /117%? J//11/1/1/W

,1 5.1,, .1./g//..2 ./121/
/0 ay; afr;/.p m ,112g2./map no so/21,,//egg
J /?}_42/01 //zmzzyya 4 <9/52/r,nwg70 6}/rmlaz/aw

4
'
"
"
suing] 012/
119
Appendix, N0. 4.
SUMMARY of the L1s'r of Vasssts which cleared out at the Barrier1
Nownrann COLONII-IS in the Years 1836, 1837 and
1838, for the several Ports of the United Kingdom, and of those which did not arrive at their respective Destinations; showing
their Names, with their Characters, for the Years 1836 and 1833, as marked by the Secretary of Lloyds Registry Book.
Cleared out from MontreaL
No;
Suneyedv
but no character.
YEARS
Of Ships lost,
not surveyed or
"0 cb,,cm..
mid
1836. To the end of August

,,
Ditto
November
1837.
Ditto -
August
,,
Ditto -
November
1838.
Ditto -
August
,,
Ditto -
November

,,
November
I837.
"
Ditto Dino _
August November
1838.
Ditto
77
Ditto
Ditto -
August
Ditto
November
1837.
,,
Ditto Ditto -
August November
1838.
,,
Ditto Ditto -
August November
1836. To the end of'August

1837.
1838.
,,
Ditto
_
No account this year
,,
October -

,,
,0
November
Ditto -
August
Dmo
December
Ditto Ditto -
August December
23
' No account this year.
_
'
3
'13
Cleared out from St. John':, New Brunswiclr.

1836. To the end of August ,,
Ditto - Deeen1ber
1837.
Ditto - August -
,,
Ditto -
December
1838.
Ditto -
August
Ditto
December
)I
0.91.
* O! the whole Number.

P 4
_
(COI|l1!|Id.)
120
7 APPENDIX TO REPORT FROM SELECT COMMITTEE

Ihsr of VESs us cleared out at the British Northern Colonies, in 1836, 1837 and 1838-;miti,md.
Lost.
Abandoned. Unoccounted for.
Not
Surveyed, _
Of Ships lost,
surveyed.
but no character.
not surveyed or
no character.
YEARS.
%'
Cleared out from Bathurst, New Brunswick.

1 836: To the end of August ,,
Ditto - November
1837:
Ditto - August ,,
Ditto -
October -
1838:
Ditto -
August
,,
Ditto -
October -
Cleared out from Dalhousie, New Brunswick.

1836 : To the end of August
,,
I 8 37 :
1838:
Ditto - Nnveinber
'
'
'
'
D'
t _D3;
A
Ngggber
Ditto -
August -
Ditto -
November
'
1836: Totheendof August Ditto - November

7I
1837:
Ditto - August 1838:
Ditto -
November
Ditto Ditto -
August November
)7
1836: Tot.heendofAugust ,,
Ditto - December
1837:
Ditto - August Ditto - December
1838:
Ditto - August ,,
Ditto -
December
1836: To the end ofAugust ,,
1837:
,,
1838:
,,
Ditto
December
Ditto - August Ditto - December

Ditto - August Ditto -
December.
1836: Tothe end ofAugust ,,

Ditto - December
1837:
Ditto - August ,,
1838:
,,
Ditto -
December
Ditto - August Ditto -
September.
Of the whole Number.

I
19
" No account this year..
25
121
L1s'r of VESsELS cleared out at the British Northern Colonies in 1836, 1837 and 1838continued.
Lust.
YEAR.s.
Abandoned.
Of Ships lust,
not surveyed or
no character.
Unaccounted for.
surveyed.
butno character.
iv-t
1836: To the end of August ,,

Ditto - December
1837 :
Ditto
August ,,
Ditto : December
I838 :
Ditto - August ,,
Ditto - September
" Of the whole Number.
In 1836.
Ships cleared out from Montreal
6|
6';
30
1,099
137
914
139
733
2-20
ditto ditto ditto -
St. Andrew's St. John's

Bathurst
-
93
933
49
42
I.5
55
43
243
1 00
ditto
ditto
Dalhousie
Dorchester
55
9
68
-2
76
1
Ditto - ditto -
Richibucto
67
58
Ditto
St. Johns, Newfoundland
1 37
149
ditto
ditto
Ditto
Ditto
Ditto
Ditto
Ditto
ditto
Quebec Miramichi
ditto
Cape Breton, Nova Scotia
11
11
ditto
Halifax
39
99
14
Ditto
ditto
Prince Edward Island
,,
31
1'2
21
26
30
,,
E 1
15
1:945
Abandoned.
Unaccounled for.
Economist
Strauraer
- -
'
Mary
October
N8.1'Cy
'
E 1
1E
E 1
Louisa Rising Sun

Georgiana
William Maitland
1Q Novembgt-.
1
1
1
-
wanted repairs.
26 October.
25 O<_-mbe1~.
AZ 1
Emerald -
13
19
E 1
E 1
Spring Flower Eliza

-
-.
-
,,
,,
A 1
British Merchant
,;
26
,,
31
11
November ,,
,, ,, ,, n ,, ,, ,, -
E 1
Alert
E 1
Hamet
'
2
,,
5
,,
7
12
,,
14
,,
E. 1
E 1
4, A 1
E 1
E 1
A 1
15
,,
,,
16
17
0-9 ~
20 July.
10
SIsCEIS
When lost,
or
abandoned.
,,
,,
64
126
Ditto
5""
Ditto
Ships Name.
,,
,,
,,
,,
In 1838
Ditto
Ditto
Total Number cleared out in each year -
SGPIEIIIIJCI
In 1837.
1
1
1 Deembef_
26 December.
1 December.
25 December.
6 December.
"
Wexford Neptune Mentr Janu

Atalanta Asia
MargaretChristopher
Duncan Gibb
Egfred
Othello
Jessie
..
-
1
1
-
1
1
-
1
1
1
1
-
(continued)
1211
L151 of Vnssxns cleared out at the British Northern Colonies, in 1836, 1837' and 1838con!1'nued.
1
Date
of
Character
of
Clearance.
Ship.
Abandoned.
unaccounted for.
When lost,
'
9;
abandoned.
1836:
Miramichi:
July
September -
19
November
,, ,, ,, ,, -
5
8
12
15
19
,,
,,
Lolla Rookh
IE 1
Superior -
IE 1
A 1
A1
Henry Jame.:1 Grant

Liverpool
Ocean
Tiger
-
IE 1
Albion
2 October 1836.
I
1
1
1
December 1836.
25 December 1836.
St. Andrew's, New Brunswick :
May -
Susan
1.
,,
Brothers - .
,,
18
A 1
River
November -
19
IE 1
Lord Sidmouth -
25 December 1836.
Active
Mearns
14 December.
Dalhousie, New Brunswick:
November
77
'
17
'
2|
St. Johns, New Brunswick:

January
Corsair
,,
,,
,,
14
16 ,
21
Lord John Russell

Ann
Sarah Ann
-
1
I
1
July
20
Jane
'
to
May Flower
October \
November
E
A1
l 2
14
Dixon
,,
15
Hope
,,
22
IE 1
Kirkella -
16
19
E 1
Union
Augusta -
1
1
'24
A 1
Elizabeth -
December
,,
-
,,
St. Johns, Newfoundland:

June
,,
18
'21
12 A 1
Ocenn
Ann .l0l1nst0!1 -
1
1
,,
95
Mary Ann
July
11
IE 1
Elizabeth
,,
15
IE 1
Lord Nelson
Hope
October
,,
November
,,
,,
December
20
E 1
12
10 A 1
14
E 1
.-
St. Patrick
Sarah Maria
Two Brothers -
1
1
,,
Theresa -
Debrah -
IE 1
Phmnix -
Fame
IE
Georgiana
,,
,,
19
Cape Breton, Nova Scotia:
October
24
Halifax :
February
21
IE 1
Planter
Jul)
IE 1
Melantho
September
10 IE 1
Mary Barry
October
13
Ann
'
Z1
'
Dee
1-
Pbmbe
'-_
Prince Edward Island:

November
10 i
wanted repairing.
26 December 1836.
26 December 1836.
53
,2

i
123
L1s'r of Vsssms cleared out at the British Northern Colonies, in 1836, 1837 and 1838-continued.
D*'*'c
Ch"actc''
Claof
Slpiig).
Ships Names.
1337:
Lost.
Abandoned.
Unaccounted
When lust
W.
or abwdoncd.
Montreal:
July
November
1-1
Morning Star -
15
Sophia
Viatic
Quebec:
June
20
July
Jane
,,
,,
8
,,
Cleveland
St. Ann's
August
,,
-
23
31
Lord Canterbury
Mary Cummings
September -
1
1
Newland -
28
Loyalist -
October
,, -
2
7
Caledonian
Edward -
1
1
1
,,
,,
Briton
,,
,,
Eleanor -
,,
,,
Isabella
,,
10
Edward -
,,
,,
,,
14
,,
25
Trade
Canton Greenock
1
1
1
28
9
John Walker George Lockwood
1
1
,, November
St. Johns, Newfoundland:
February
Cove
May
,,
19
31
Hope
Adonai
1
1
April -
13
June
21
.-_
Lister
July
Lark
August
17
Mary An.
November
16
Victoria -
Mary Ann 8: Martha
,,
'12
Albion
,,
24
Louisa Maria
Native
Princess Victoria
December
..
Andrews, New Brunswick :

March
39 '
April -
Mary
May
15
Colonist -
12
Mersey
22
Express -
June
,,
Miramichi, New Brunswick:

May
Industry -
June '- '14

August
- 22
November - 13
Mary Jane
Jane
Bellisle . -
1
1
1
Alchytmst
Elizabeth
--

September - 11
Joseph Anderson
,,
,,
Buthurst, New Brunswick:

October
November
O.91 .
4 l
:4
Caroline i
Q 2
(continued.)
124

L1s'r of Vnssns cleared out at the British Northern Colonies, in 1836, 1837 and 1838cont1'nued.
Unscoountcd
When lost
for.
or abandoned.
Character
of
C|,_.mance_
of
Ship
Ship: Name.
Abandoned.
1 8 37 :
.
Richibucto, New Brunswick -.
July
Lion
,,
11
Newton
October
18
Garland -
31
Lord Selkirk
71
Prince Edward Island, Nova Scotia:

November
30
Hope
September
21
Scipio
TOTALS
1838:
Quebec:
Ma) "
' 3
15- 1
1101191t Q"?\_\'1@ -
'
'
'
'
'
'
'
'
11
113
Afladne '
'
'
'
'
E I
S*"'111.
"
'
'
"
'
I5 October 1838.
>1
"
1111111111115 '
'
'
"
'
14. September 1838.
,,
IE 1
Cumberland
1 January 1839.
,,
5 IE 1
Molly Moor
15 August 1333
,,
11
E '1
Indus
,.
..
A 1
Ann
71
'
" 15
E 1
1111t11) Castle '
"
'
'
September 1838.
1
,,
,,
"
-
13
19
20
10 A 1
E 1
A 1
DQ191109 '
Charles Forbes Addison Brown
'
-
'
1
-
sunk, 20 October 1838.

January 1339.
mis5i,,g.
11
'
' 21
E 1
D1'Y1"5 '
'
'
17 March 1839.
,,
13
IE 1
Usk
1 October 1838.
,.
- 14
10 IE 1
Be-Illa
1 October 1838.
,,
July
,,
2
E 1
7 A 1
Ward
Favorite -
1
-
1,
'
'
7A1
w1111'<1m R1t111e '
"
foundered, 7 Feb. 1839.
28 November 1838.
n
-111119
'
'
1 November 1838.
October 1333
,,
]E 1
Earl of Moira. -
71
'
1,
IE 1
Esther
,,
10
E 1
Severn
1.
11
'
"
11
IE 1
Lang
'
'.
'
'
24 October 1838.
,1
,,
'
-
' ,1
- 25
A 1
-
D0? _-_
Royal William -
'
-
29 January 1839.
miging_
,1
'
97
E 1
Mani
'
'
'
18 August 1838.
'
E ..
LOYKHsI
'
"'
8 Jahuafy 1839.
'
3A 1
F05te?
'
"
'
'
10 January 1839.
Augut
1,
'
September
,,
October
'
1 December 1838.
'
7 A 1
Viewforth
30 December 1838.
18
IE 1
Ann Grant
onshore, 17 ()c;. 1333
E 1
Grecian -
,,
Deveron -_
,,
10
Corsair
'
1'
St. Andrew's, New Brunswick:
October
11
December
William Robert
Trinidad -
12
,,
24
4A 1
Francis Lawson
,,
26
4A 1
Vesper
--
..
- 1:
Eldon
wanted repairs.
St. John's, New Brunswick;

January
Majestic -
May
,,
10
30
Victoria Morning Star -
September
October
28
8
China
Timandra
,, ,, June -
- 10
- 19
- 14
Fenwick Kealin
Earl Percy
Lockwood:
-
IE 1
-
1
-
1
-
19 August 1838.
3 February 1839.
1
-
1
1
onshore,7Jan.1839.
115
L1s-rof Vassus cleared out at the British Northern Colonies, in 1836, 1837 and 1838crmtinued.
DUB
When lost
of
Clearance.
Ship's Name.
Abandoned.
Unaccounted for.
or abandoned
'
1838:
St. John's, New Brunswickconl.

October
- 27
3 A -1
Abeona. ,, - 31
Thistle November
10
Betsey
,,
14
Consolation
,,
27
Hope
,,
29
Charity
,1
30
Rebecca -
11
'
'
11
Ward
Chsrlotte-
A3 1
-
F'" D~' } List a not mad in.

to January 4
Miramichi, New Brunswick:

June
E 1
,,
,,
4 A 1
,,
,,
15
23
July
,,
--
--
6
27
44 A
A 21
October
19
8 A 1
30
IE 1
November
,, --
10
12
E/E 11
Esther
Eden
--
Severn
,,
E 1
Sir A. Campbell
Prot and LossCanada -
-_
-
_
-
_
-
7 May 1g39.
October 1838.
Majestic
Atalanta --
--
--
-1
P1
4 F 9 b mary 1 3 3 g.
Brown
..
John and Mary-
,3 No 133g.
--
--
--
--
,1 '
_1
2 3 N ov . 1 3 3 3_
,,
14
E 1
,,
15
4 A 1
Nortbumbrian -
,,
16
4 A 1
Ocean
,,
,,
19
,,
1
1:. 1
,,
as
3 December 133g_
17 June 183g.
1
_
Symmetry
Clio
-
_
-
_
_
_
-
Silksworth
Madawaska
Edward Virginia -
,
1
Cadmus -
..
Joseph Pease -
Bathurst, New Brunswick:

June
12
,,
,,
19
21
,,
26
8A 1
October
November -
16
July
E 1
IE1
E 1
Lady Williamson
Leipzig -
November ,,
19
E 1
Traveller -
27
E 1
Ellerston -
Richibucto, New Brunswick :

June
November
,, -
June
25
7 A 1
Seraph
3
30
IE 1
4A 1
Catherine Mc Donald
Lady Mary
-
1
1
St. John's, Newfoundland:

2
-
Harmony
,, e
September -
25
5
4E1
-
Mary Anne
Superb -
October
31
IE 8
Dew Drop
November
10
4 IE 1
Angerona
13
,,
to A 1
E 1
Samuel Two Brothers -
1
1
,,
,,
.. ,, December
,, -
- 11 -
,,
8
15
- -
- -
4A 1
-
- Hope
Sarah
Nancy Margaret
--.
-
1
1
1
,,
- 27
St. Patrick
,,
,,
,,
,,
Minerva Amity -
1
1
11
'
'
4 A 1
H"P
'
'
'
"
'
'
'
January
4 A 1
Falcon
-.
IE 1
(continued)
0.9.
Q 3
126
L1s'r of VEssELS cleared out at the British Northern Colonies, in 1836, 1837, and 1838--continued.
Date
of
Character
of
Clearance.
Ship.
Ship'a Name.
Ina.
W1 en | Mt
_
Unaccounted for.
' ba"dd'
1838 :
Halifax, Nova Scotia :
March-
9 A 1
Rosalind -
' -
June
21
' /E 1
Cora
Despatch -
Charles -
Prince Edward Island, Nova Scotia;
July
18
,,
5A 1
'
TOTALS
30
~i1$
Total Lost in ,,
,,
Abandoned in
Unaccounted for in -
1836
16
,,
,,
' 5
53
"""'i*
Total Lost in -
- . 1837
,,
Abandoned in -
- '
,,
,,
Unaccounted for in -
,,
74
51
51
Total Lost in ,,
,,
1838
Abandoned in Unaccounted for in -
,,
,,
101
Totals
2-26
A 1 signies Ships of the rst description of the rst class.
' /E 1
53 1
,,
,7
1, 05 the secof'd
1'
,1
I. 1
I 1
,,
,,
,,
,,
,,
n
,,
,,
, for long voyages.

, for short voyages.
of the second class.

of the third class.
When marked A 2, 0r IE I, &c. or A, or ]E, &c., it signies that the anchors, cables, masts or stores are not suicient;
- in want of additional fastenings.
'
N. B. The Custom House return for the winter quarter of 1838 is not yet received.
~i
Character and Number of the Ships lost or unaccounted for in 1836 and 1838.
Marked thus A 1, there are
I
tI
/E 1
1
t
-
14
1
I3
1
32
I,
II
L 1
II
II
I 2
)I
|
H
ll
l '
I!
74
1838
Marked thus A 1, there tire
))
I)
H
EH?!
-re
pg...
nut!
77
77
E3?
DO
11
-
as
'
an
'
as
'
7|
,,
'
t-1
I3
101
Characters are not marked to the Ships in 1857.
INDEX.
ON SHIPWRECKS OF TIMBER SHIPS
127
INDEX.
N. B.-ln this Index, the Figures following the Name refer to the number of the Question;
Ev. p. to the page ofthe Evidence; and App. p. to the page of the Appendix.
A.
A DAMS, ROBERT, foreman of Chatham Docks. (Analysis of his Evidence.)Occu
ation of witness in America; he had charge of some ports on the lakes in the ship
building department, 114C--Has been in the service of the dot-kyards for thirty years,
1143
The carrying of deck-loads is particularly unsafe, 1148--Examination of the
Mary Ann ; strain of her timbers from carrying deck-loads, 1148- No ship witness
ever saw in the timber trade suiciently strong in her upper works with safety to have
carried a deck-load, 1150-Measurement of several vessels in the North American

trade, demonstrating their extreme uttness to carry deck cargoes, 1148
Paper
handed in, showing estimated weight of cargoes of merchant ships as compared with
Government vessels, Ev.p. 74--Also a table of specic gravities, s owing the relation of
weight between timber and water, Ev. p. 75
Evidence as to dry rot being occasioned
by inoculation from treenail fastenings, 1 154, 1 1.55.
Admiralty Charts.
Although the best, they are still imperfect, Berber 372.
" Angerona, The. See Francis Spai_ght, The.

Anna Maria, The.
Sutton 63.
Atlas, The.
Found wrecked by the Elizabeth ; dead bodies of the crew, &c.,
Sufferings of the crew of that ship ; water-logged for seven days in 1834,
Sutton 44.
B.
Ballast. Some shirs have iron ballast; others built expressly for the timber trade have none,
Gould lgg
ome take very little, Walton 571, 572- Quantity usually taken, Smith
643651Ships laden with elm or oak do not require it, Pirie 860, 861.
Baltic Trade. Deck-loads are carried by Baltic timber ships, Gould 278, 279; Jlfuuglmm
443-448
They generally carry two tiers in slimmer and one in winter, (Jul 1131-
'l'he losses are not above the average of other trades, Jansen 899.
See also Deck-loads.
Insurance.
" Baron :1!" Renfrem, The. Provision made on her deck for the safety of the crew, in case
of acci ents hkely to occur from a deck cargo, Adams 1148.
Ba ley, George. (Analysis of his Evidence.)-Shipwright; surveyor to Lloyds Register
liook, 111
'lhe ships in the North American trade are generally unt for any other
service ; there are some of the worst description of ships aoat, 11:
A cargo of timber
strains a ship as much as any other cargo, 113
A deck-load is always dangerous and
highly improper, but especially in ships of this kind, 114
The specic gravity of the
timber is rather more than one-half of that of water; the centre of gravity of the cargo
-is above the centre of displacement of the ship, 115Effect of leakage upon timber
ships, whether well or ill laden, 1 16, 1 17.
The Francis Spaight was substantially built and well fastened ; her state when brought
into dock, 118-121-Proportion of deck-cargo to the rest of the cargo from one-f
teenth to one-tenth, 122, 123Deck-loads are injurious in all trades, but especially in
the timber trade, on account of the length of voyage and bad weather, 1'24-127
Deck-loads are usual in the Baltic trade, 12';- -There is a difference in the depths of
vessels; a shallow ship may carry a heavier deck-load, 128-131---The Francis
Spaight was rather deep, 132
A prohibition of deck-loads would tend to prevent
casualties, 133.
Becker, Alexander Bridport. (Anal sis of his Evidence.)-Lieutenantin the navy, 345, 346
Various causes of the loss 0 timber ships, 345
Inaccuracy of charts; dangerous
osition of the Virgin Rocks, 350-355--Danger of icebergs; boisterous weather and
badness of ships, 356-362Regulations proposed to prevent losses; prohibition of

deck cargoes; examination of masters, 8tc. 363-365
At Sunderland, masters and mates
of all ships must be examined; this regulation should be extended to all other ports,
366-371
The Admiralty charts, though the best, are still imperfect, 372.
0.9 t .
Q4
.B0livar,"
1
128
BOL
DEC
lfobiptnretka.
Report, 1839-conti.nu'.
Bolivar, The. Has strained less than other vessels, and has been in the habit of
taking less deck-loads, Graham 107.
British American Trade.
Number of cargoes usually brought from British America; cargoes
brought besides timber, Gould 181-184.

British American Ships. See Insurance. North American Ships.
British Northern Colonies. Summary of the list of vessels cleared out at the British
Northern Colonies in 1836, 1837, 1838, for the several ports of the United Kingdom, and
of those which did not arrive at their respective destinations, showin their names, with
their characters, ue36-ue38, as marked by the Secretary of Lloy s Registry Book,
App. p. 119.
C.
Caledonia, The.
Sutton 60.
Canadian Timber.
Found water-logged in ue37;

Relative specic
"
extreme sufferings of the crew
ravity of different kinds of timber, Gould 238
245
Weights of one cubic foot 0 certain Canadian timbers, Ev. p. 22A table of
specic gravities, showing the relation of weight between a load of timber of various
qualities and the like quantity in bulk of sea water, the water calculated at 1,050 ounces
per foot, Ev. p. 75.
Ca tains. The incompetency of some of the North American captains is one great cause of
the loss of the timber ships, Courtenay 162 At Sunderland, masters and mates of all
ships must be examined; this regulation should be extended to other ports, Becker
366-371-The character of a captain affects the insurance, Rutherford 401, 402.
Christopher, The. Fell in with a wreck in 1836; saved only one man, Sutton 55.
Cosmopolite, The. Inconvenience experienced from a deck-load, Graham 107.

Courtenay, Peter. (Analysis of his Evidence.)One of the nautical surveyors to Lloyd's
Registry of Shipping, 136iHas been engaged in the Southern and Baltic trades, and
a few times across the Atlantic, 137, 1 38
The timber ships are the worn-out ships of
other trades, which the owners sell instead of repairing, 139

The deck-load is another
cause of the number of wrecks, 139- The ships make two voyages in the year, one of
whichis in tempestuous weather, 139
Usual time for their voyages, 140Evils of
the present mode of stowing the cargo, 140Stowage of provisions and water, 141-144
They have violent gales 011 the last voyage, 145, 146
There are a greater number
ofwrecks on that voyage, 147
Impedlment of a deck-load to the navigation of the
ship, 147.
The deck-load is about one-fteenth of the car 0, 148-150Witness has seen ships
laden so as not to be sea-worthy, 151, 152-' hey are not so good as the Prussian
Baltic ships, but better than those from Norway; they all carry deck-loads, 153-158 --
The loss of North American built ships is the greatest ; their materials are had, 159-
The Norway ships are built of better materials, and cross in a short time, 160They
are generally smaller; the strain of a deck-load is less upon them, 161, 162
The
incompetency of some of the North American captains is one great cause of the loss of
the ships, r6.2Freight paid to London, 163, 164-Premium of insurances on the
spring and winter voyages, 165.
Crew.
See lllonning of Timber Ships.
Wages.
Coming, Mr., a surveyor of Lloyds Register Book. Extract of a letter from, concerning the
injurious effects of deck-loads, Graham 107.
D.
Davis, Captain William. (Analysis of his Evidence.)-Master of the Resolution,6g9702.
State of the deck of the Earl Moira passed by witness, 703-711 His experience
at sea, 712-719
Wages paid the crew compared with those in the Mediterranean
trade; the men are not so well accommodated, 724-730. 754-762-Witness was
obliged to throw overboard a deck cargo in the Resolution to save the ship, 731-754
In.jury done to the ship; her age and class; where built, 763-770-All ships
should be surveyed, 771-774
The Earl Moira was lost on account of her deck
load, 775, 776

She was about 30 years old, 779
perly stowed, 777.
Safety of a timber cargo if pro
DE CK-L 0.4 ns .
1.
2.
3.
4.
General impropriet.z/ thereof.

Proportion of deck-load to cargo.
At whose desire taken.
General prohibition recommended.
1. General
__
<._-_
bt1t'11tnrrtk_.]
DEC
EDW
129
Report, 1839continued.
Deck-loads-continued.
1. General impropriety thereof.

Evils and dangers thereof, Bayley 114. 124-127; Gould 196-200; Becher 363;
Maugham 414-416; Willis 467, 468. 499; Gray 518, 519 ; Walton 542-545. 582-595;
Smith 634- 640. 652-658 ; Pirie 797-799; Somes 867-873 ; Janson 922-929 ; Young
933, 934 ; Adams 1148-Extract from a letter of Mr. Coming, on the injurious effects
of deck-loads, Graham 107
The specic gravity of timber is rather more than half
that of water ; the centre of gravity of the cargo is, therefore, above the centre of displace
ment of the ship, Bayley 115-Impediment of a deck-load to the navigation of a ship,
Courtenay 147--Some ships are better able than others to carry them; but the naviga
tion is interfered with, Dowie 342-344 ; Maugham 417-421.
They strain the ship and obstruct the navigation, Piric 797-799-They are a loss to
the ship-owner, owing to the wear and tear, Somes 890; Young 938-940
Ships are
sometimes so laden as not to be sea-worthy, Courtenay 151, 152A timber cargo
without a deck-load is safer than any other; with a deck-load it is dangerous in bad
weather, Gould 257-264
Nature of vessels which are safe and unsafe with deck car
goes, Ord 1036-1048
Untness of ships in the trade to carry deck-loads; measure
ments in proof of this, Adams 1148-1150.
2. Proportion Qf deck-load to cargo.

The proportion of deck-load to cargo is, generally, from one-fteenth to one-tenth, Bay
ley 122, 123; Courtenay 148-150
A shallow s ip may car
a heavier deck-load than
a deep one, Bayley 128-131The roportion is one-tenth, augham 417-421

One
tenth or one-twelfth, Ellis 476; Wa ton 535-537
One-twelfth or one-fteenth, Davis
720-723-From eight to ten or twelve per cent., Pirie 800.

3. At whose desire taken.
It is left to the discretion of the captain to take them in summer ; they are sometimes
rohibited in winter, Gould 201-21oShip-owners are very tenacious as to deck
oads which have often been prohibited since 1836, Hoyer 954-957.
4. General prohibition recommended.

Should be prohibited in all ships, Maugham 425; Willis 499 ; Walton 601-A pro
hibition of deck-loads in timber shi s would tend to prevent casualties, Bayley 133;
Hoyer 966, 967
Should be prohi ited, not in the spring voyage, but only in winter,
Gould 227-229. 265, 266-lf they were prohibited, freight would be higher, Gould
223-226Should be prohibited at all times, Dowie 288- 297. 302-310; Sonws 889-
Cases in which the Legislature has interfered to protect life and property; the same rea
sons applicable to the prohibition of deck-loads, Young g44A law prohibiting deck
loads would, most robably, not be rggposed by ship-owners, Ord 1102 1110
They
might be preventedby ahtgher duty,
owie 330-336A double duty would operate as
a prohibition, Walton 6ue-629.

See also Baltic Trade. Baron of Renfrew, The. Bolivar, The. " Cosmopolite,"
The. Insurance, 2. Insurance Clubs.
Mary Ann, The. North American Ships.
Shipwrecks. Weir Insurance Club.

Dowie, James. (Analysis of his Evidence.)Good second-class ships are generally em
ployed in the timber trade, 281-284-They can be insured at a fair premium except in
winter, 285
Proportion of crew to tonnage, 286, 287- Deck-loads should be pro
hibited at all times ; some think they increase the safety of the ship, 288-297
Rise of
freight that would take place; there would be a greater number ofships, 298-301 - Deck
loads should be prohibited in other trades; they are the most cumbersome in the timber
trade, 302-310
Different rates of insurance on the springkand winter voyages, 311
Arrangements made with the ship-owners res cting dec -loads, 312-317-The
insurance is higher because there are deck-loads, 31 -321
Rates of premiu1;r1,322-327
--Deck-loads might be prevented by an increased duty, 330336%ize of ships best

adapted for the colonial trade; proportion under that size, 339-341
Some ships are
better able to carry deck-loads than others, but they interfere with the navigation, 342-344.
Duckeneld, The. Water-logged in ue35; sufferings of the crew, Sutton 50.
Duncan, The. Water-logged in 1837 ; part ofthe crew lost, Sutton 60.
E.
Earl Kellie, The. Sufferings of the crew in ue36; part of them saved by the George
Marsden, Sutton 55.
Earl Moira, The. Seen water-logged by the Sarah ; no assistance could be given;
afterwards boarded by the Ranger, Sutton 63
State of the deck when passed by
the Resolution ; she was lost in consequence of her deck-load; was 30 years old, Davis
703-711. 775, 776.779

Deplorable account of her loss, Pirie 821-823.
Edwards, Thomas. (Anal sis of his Evidence.)Has been secretary to the Royal Society
for the Preservation of ife from Shipwreck since its commencement' in 1824, 1-5-
0.91.
1:
Object
-130
EDW
HQY
[lll{11Bt'ttE.
Report, 1 83rc0nli'11u'.
Edwards, T/iomas.
(Analysis of his Evidence)co1itinued.
Object of the society, 6
Lloyds List is now published daily, 10, 11Delivers in
extracts therefrom, showing the timber ships wrecked ue32-1839, 12-18
Rescue of
the crew of the Francis Spaight, by Captain Jellard, and part of the crew ofthe An
gerona, 19, 20
State of the vessel; extract from Lloyds List, 21-24.
' Elizabeth, The. Water-logged in ue35; six of the crew washed overboard; the others
picked up by the Caroline, Sutton 50.
F.
Fastenings. Rule introduced at Lloyds requiring additional fastenings in North American
built ships ; importance of its effects, Graham 86-89
The ships have greatly improved
in that respect, Walton 610-613.
Francis Spaight, The. Particulars of the rescue of the crew by J. Jellard, captain, and
others of the Angerona; sufferings of the crew, 81.0., Edwards 19, 20
State of the
vessel; extract from Lloyds List, Edwards 21-24
Sutton 50
Was water-logged 14 days,
Was substantially built and well fastened; her state when brought into
dock, Baylqy 1ue-121--She was rather deep in her build, Ba;/leg 132.
" Fr'erick, The. Passed by the Hebe in a gale; her crew lashed to the fore-top, Let
ter of C. Walton, Ev. p.46.
Fa-"eight. Freight of timber per load, Pirie 801, 802.

See also Insurance. Timber Cargoes.
G.
Gould, Nathaniel. (Analysis of his Evidence.)A merchant in the Canada trade since
1808; ship-owner since 1823, 167-1 7oNumber of cargoes annually brou ht from
"British America, 172-18oArticles brought besides timber, 181-184
be great
roportiorn of ships in tit trade are good second-class ships, 185, 186-American
ui t ships lose the -rst letter in Lloyds Register sooner than others, 187-191
There
is great loss of life and property in the colonial timber trade, 192
This is caused
chiey by the length of the voyage in the most tempestuous season, 193
home of the
ships are not sea-worthy, 195
Evils and danger of having deck-loads, 196-200
It is left to the discretion of the captain to take them in the summer, 201-204.
Witness prohibits them in the winter, 205-210-Restrictions imposed by insurance
clubs in the north, 212, 213
Insurances on ships with deck-loads are higher, 214,
215. 221,222
If deck-l0ads.were prohibited, t e. freight would be raised, 223-226
Parliament should notprohibit them in the spnng voyage, 227-229-Length of
_ voyage, 230-233
Provisions and water how stowed, 235-237-Specic weights of
different kinds of wood, 238-245
Increasedfreight and insurance on the second voyage,
246-256
A timber cargo without a deck-load is the safest; with a .deck.-load~it is dan
gerous in bad weather, 257-264

Deck-loads should be prohibited in winter, 265, 266.
The ships are as well adapted for their trade as ships engaged in other trades, 267,
268
A shipping merchant has a claim on the ship-owner for loss of a deck cargo ;
this has been disputed in one case only, 269-276
Baltic timber ships carry deck
cargoes, 278, 279-Weights of one cubic foot of several Canadian timbers, Ev. p. 22.
Graham, Charles. (Analysis of his Evidence.)Secretary to Lloyds Registry of Shipping,
82
Number of ships trading with British America wrecked in 1838, 83, 84---The
loss of the North American built ships classed 4 A. 1, is occasioned by a want of
suicient fasteuings, 84-86
Their safety has been increased by a recent rule making it
necessar for them to have certain fastenings to entitle them to stand in the rst class;
extract mm a letter of the surveyor at Liverpool, 86-89
Wreck of the Sir Francis
Burton under particular circumstances, 90--Classes to which the ships lost in 1838
belonged, 91-99--An account of vessels lost trading to and from the United Kingdom
and British America during the year 1838 ; particulars of loss; when built; class; fate
of crew, &c., Ev. p. 8-10.
A larger orportion of vessels trading to British North America are wrecked than to
any other p ace, 105
Ships unt for a dry cargo are disposed of as timber ships, 106
This does not apply, in the same degree, to the Baltic trade, 107-Letter from
Mr. Cuming, surveyor of Lloyds Register Book, stating the danger of deck-loads on
timber ships, and giving cases, 107, r08
One of the objects of the society is to
encourage the building of ships with good material; means taken, 109
This is the
more requisite in consequence of the number of incompetent ships built in the colonies,
110.
Gra , Robert Alexander. (Analysis of his Evidence.)-Merchant and underwriter, 502
as ceased underwriting timber ships, 505-510-Conditions in policies of insurance,
512-521.
H.
Hoyer, Jacob.
(Analysis of his Evidence.)-Merchant and agent, 950--Ship-owners
very tenacious as to deck-loads, 954--Club ships since the loss of ships and life in
1836
95;'pmmlr.]
HOY
LI V
131
Report, i839-continued.
Hoyer, Jacob. (Analysis of his Evidence)continued.
1836 have been prohibited taking deck-loads, 954--Instance in.which a deck-load
was shipped by the captain against the express agreement of the shippers of the under
deck cargo; consequence; expense of insurance, 957
Very desirable that it should
be compulsory on an owner to place his vessel in the List or R_egister;.Custom-house
clearance might be refused, uii ess ships had been examined within a given time, 962
Causes of the loss of vessels in the late season voyages; a rohibition of deck-loads
would tend much to prevent many of those losses, 966, 967

videiice as to rates of
insurance on timber ships, 971
Want of a law inicting punishment on crews running
away from ships in America, 972.
I.
INSURANCE .
1. Comparative premiums.
2. Insurance of deck-loads.
1 . Comparative premiums.
Timber ships can be insured at a fair premium, except in winter, Dowie 285
Different rates of insurance on sprin
and winter voyages, Courtenay 165; Dowie 311.
318-327; '_Rutherfo_rd 374-385; W11 .8 462, 463. 479, 480; .Gray 506; Hoyer 971
On Baltic timber ships, Rutherford 386-388
Rate of premium to Quebec in spring and
winter voyages; it is considered high, but does not pay the underwriters, Pirie 827-831
It is twice as high as on voyages to Calcutta; premium on each ; length of respective
voyages, Pirie 841-849---Rates of insurance from the Baltic at different periods of the
year, Janson 897--Rates of insurance and risk on voyages to different parts of the
world, Jonson 9i3gi9The losses from British America are greater in proportion than
from any part of the world, Jonson 920.
2. Insurance of deck-loads.
Is hi her on ships with deck-loads, Gould 211,215. 221, 222There would be one per
cent. ierence in the insurance if there were no deck-loads, Riutherford 399, 400
Hazardous nature of insurance where there are deck-loads, Willis 409-475; Gray 507
The merchant has a claim upon the ship-owner for the loss of a deck cargo; this has
been disputed in one case only, Gould 269-276
Whether the loss ofdeck-loads must
be borne by underwriters, Willis 480-492; Gray 520, 521 ; Pirie 839, 840.
See also Captains.

Insurance Clubs. Restrictions imposed by insurance clubs in the North of England upon
deck-loads, Gould 212, 213--The best ships are insured by them; the others are in
sured in London, Rutherford 405, 406.
See also Weir Insurance Club.
J.
James Grant," The. Water-logged in 1837, and saved after 14 days by the Vibelia;
three washed overboard, Sutton 60.
Jamon, Alfred. (Anal sis of his Evidence.)Underwriter, and accustomed to write timber
ships, 894, 895
ltates of insurance from the Baltic at different periods of the year, 897
--Average loss of vessels, 899
Ships bring deck-loads very generally from Norway,
903
Rates of insurance and risk of various voyages, 913-9i9The losses from
British America are very much greater in proportion than from any other part of the
world, 920-Much of the loss and distress attending British American voyages has
arisen from carrying deck-loads, g22General opinion of underwriters that great
danger and inconvenience arises from carrying deck-loads, 929-Deck-loads have been
a contributing cause to the distresses that have befallen the ships, 929.
Jellard, Captain. See Francis S'paight, The.

John 8; Thomas, The. W ater-logged in 1835; crew saved by the "North America,
Sutton 50.
L.
Leakage. Effect of leakage upon timber ships, whether well or ill-laden, Bayley i 16, i_i7
Is not of such importance in a timber ship, but is more likely to occur than with any
other cargo, Smith 691-698.
Life-boats. All vessels should carry a life-boat ; trial of one in the surf of Madras, Probyn
1159
Advantage of carrying boats which can be tted up as life-boats, Sutton 1163

Instance of their value in the Eliza, at S monds Bay, in 1831, Sutton 1 165
Adoption of this plan by the Royal Society for
reservation of Life from Shipwreck and
by t e French Government, Palmer 1167.
Liverpool North American Association. Paper delivered in by Lord Sandon, being resolu
tions of the Liverpool North American Association, relative to the evils arising from
0.91.
loading
1 32
LIV
N OR
ibiiltnrrrks
._ii.._i__~
Report, 1839-continued.
~
Liverpool North American Association--continued.
loading timber ships on the deck, with their opinion of the limits which should be put
to the practice, Ev. p. 63.

Lloyds List. Information is received from agents and correspondents; none is published
unless accurate, Smith 72, 73 ill/Iany wrecks may not appear; they are inserted, whe
ther insured at Lloyds or not, Smith 74-81.

Lloyds Register.
Lord Glenelg put his name down as a subscriber to give the patronage
of Government, Graham 109

One of the objects of the society is to encourage the
building of ships with good materials; means taken, Graham 109, 110-The gufve
of ships is by voluntary consent, Willis 452-456 Manner in which it is supporte ,
Willis 486, 487
Copy of Lloyds Register of British and Foreign Shipping from 15;
July 1838 to 30th January 1839, App. p. 97.

See also Survey of Ships-
" Lucy, The.
'
Capsized 31st December 1834; only two of her crew found on board 18th
January, Sutton 44.
M.
Martning 0 Timber Ships. Number of the crews ; their high rate of wages in consequence
of the 0 jection to serve in such ships, Walton 546-562. 567-570
They are generally
the best manned ships, Maugham 429-433-Proportion of crew to tonnage, Dowie

286, 287
It is barely sufficient to work the ship, Pirie 803-809--The crews are
generally numerous enough, Young 942, 943.
See also Wages.

Mariners Church Sailors Magaziize.
Account published of miseries endured by crews of
water-logged timber ships, G. C. Smith 976.

Marshall, The. Wreck thereof in 1836 ; sufferings of the crew, Sutton 55.
Mary Ann, The. Strain of her timbers from carrying a deck-load, Adams 1148.
Mary Armstrong, The.
Water-logged in ue34; ten of the crew saved; four washed
overboard, Sutton 44.
lllasters. See Captains.

llfaugham, Captain William K.
(Analysis of his Evidence.)Dock-master at the London
Docks, 407
Deck-loading is objectionable, 414-416 -Some ships are better adapted
to it than others; one-tenth is the usual proportion to the cargo, 417-421
Some of the
provisions are kept under hatches, 422-424--The practice of carrying heavy ca oes
on deck should be prevented on all ships, 425
Timber ships are second-class s ips
rejected for dry cargoes, 426, 427

Error in the stowage, 428
The ships are gene
rally the best manned, 429-433
Many are lost in consequence of defects in the
ship; they ought to be surveyed, 434-437
Those on the north-east coast are better
than at London, 438-442---There is no particular danger between America and Europe,
443
Baltic ships carry deck-loads, 443-448.
Midas," The. Foundered at sea; witness pronounced that she could not cross the At
lantic, Somes 892.
North American built Ships.
N.
Classed 4 A i ; their loss is caused by insuicient fastenings,
Graham 84-86-Their safety has been increased by a recent rule making it necessary
to have certain fastenings to entitle them to stand in the rst class, Graham 86-89They lose the rst letter in Lloyds Register sooner than any others, but may still be
good ships, Gould 187-191--The loss of these is the most frequent; their materials
are bad, Courtenay 159.
North American Timber Ships. Ships unt for a dry cargo are disposed of as timber ships,
but not so much in the Baltic trade, Graham 107 . They are generally unt for any
other service; there are some of the worst descri tion of ships aoat, Bayley 112
They are the worn-'out ships of other trades. whicli the owners sell instead of repairing,
Courtenay 139They are generally the cast-off ships of other trades, Rutherford 403,
404; Gray 514iThey are not so good as the Prussian Baltic ships, but better than
those from Norway; they all carry deck-loads, Courtenay 153-158
The great pro
portion of ships in the trade are good second-class ships, Gould ue1-ue4 ; Dowie 281
284
All second-class ships rejected for dry cargoes, Maugham 426, 427
Some of
them are not sea-worthy, Gould 195; Somes 891
They are as well adapted for their
trade as ships engaged in other trades, Gould -267, 268
Are an inferior class, Willis
493, 494
Are usually defective, Smith 633. 659-663. 684-690--Different descrip
tions of ships employed, Walton 573-577. 596-598
The greater proportion are built
for the trade; others are put into it, being unt for other trades, Pirie 786-791
No
new ships are employed except those built in America; they are generally unt for dry
and perishable goods, Young 931 ; Ord 1014, 1015.
See
biiipinrerhal
NOR
'
ROY
133
Report, 1 839-continu'.
See also British American Trade. British NOTlll8Tll Colonies.

ning of Ships. Shipwrecks. Stowaye. Timber Cargoes.
Voyages. Wages.
North-east Coast of England.
Deck-loads. Blan
Tonnage of Ships.
The timber ships are better than those at London, Maugham
438-441
See also Insurance Clubs.
Norway Ships. Are built of better materials than the North American ships; they are
smaller, and the strain of a deck-load is less upon them, Courtenay 160-162.
0.
0r', 1*. S. (Analysis of his Evidence.)A partner in the rm ofOi'd 8L Co. at Sunderland,
977-Number of vessels chartered by the firm, 984, 985-Has been 12 voyages as
master of timber ships, 987
A large majority of the ships sailing from Sunderland are
rst-class vessels as to registry, 1003-1o07The vessels used in the Tyne trade are
decidedly not of such good class, 1010-Generally speaking, vessels in the timber
trade are old vessels, they do not come into the trade until they are unt to carry dry
goods, 1014, 1015---The losses that occur in the trade attributable to the bad quality of
these ships, 1017
During the 24 years witnesss family have been engaged in the
timber trade they have never lost a vessel homeward-bound, or had one water-logged,
io23Much mischief at present occurs from bad stowage of vessels, 1025-l\"ature

of vessels which are and of those which are not safe with deck cargoes, and mode of
stowage, 10361048.
Regulation of the Weir Insurance Club as to vessels loaded on deck, 1052-1098

It would be easy to prohibit persons from carrying deck-loads; no loss to the ship-owner,
1102A law preventing deck-loading would most probably not riieet with opposition
from the ship-owners, 1 110ln case of deck-loading the greater part of the provisions
and water are stowed. on deck, 1i31There is no prohibition of deck-loads in the
Baltic trade, they mostly carry two tiers in summer and one in winter, 1135--The
rules of the Weir Insurance Club, as to deck-loading, amly exclusively to the North
American trade, 1137.
P.
Palmer, George, Esq., M. P. (Analysis of his Evidence.)Nature of a life-boat referred
to by former witnesses; has been adopted by the Royal Society for the Preservation of
Life in cases of Shipwreck; plan applied for by the French government, who are adopting
it very generally, 1167.
" Pensylvania, The.
Survey thereof, estimated value of the cargo, Graham 86.
Pirie, Mr. Alderman. (Analysis of his Evidence.)General tonna e of ships engaged in

the timber trade, 784, 785
The greater proportion are built Err the trade; others are
put into it, being unt for other trades, 786-79iMany are lost, 793-Other ships
would not have been lost in the open sea. 792-795'lhe lateness of the season and
the deck-load are the causes, 796Deck-loads strain the ship and obstruct the navi
gation, 797-799Freight of timber per load, 801, 802Pr0p0rti01i of crew to ton
mige; it is barely sufficient to work the ship, 803-809--There are seldom any passen
gers coming home, 810Relative wages on timber and other ships, 81 l815The
men are berthed iii the forecastle, 816, 817-Where their provisions and water are
stowed, 818-820.
Deploiahle account of the loss of the Earl Moira, 821-823-Wages are only
paid on the delivery of freight, except wages for a month; if the ship is wrecked they
are lost, 824-826-Rate of premium on insuring vessels to Quebec in spring and
winter voyages, 827-830 It is considered high, but does not pay the underwriters,
831-Estiinated value per ton of the cargo, 832-838--The premium paid is twice as
high as a voyage'to Calcutta; preiiiium on each; length of each voyage, 841-849
How far under-writers liable for damage done by deck-loads, 839, 840
lt is entirely
optional whether a ship be surveyed or not, 851-854
lt it were made compulsory by
the Legislature, it must be done by competent authority, 855-858

If all underwriters
refused to insure ships unless surveyed, the owners would be obliged to have them sur
veyed, 859
Some ships take ballast; others do not require it, 860, 861.
Probyn, Captain.
life-boat, 1157
(Analysis of his Evidence.)Highly benecial if all vessels carried a
Trial by witness of a life-boat in the surf of Madras Roads, 1159.
R
" Resolution, The. Water-logged in 1835; passed by the Marquis of Queensberry,
which could not assist the crew, Sutton 50
The deck cargo was thrown overboard
to save the ship; how stowed, Davis 731-754
Injury done to the ship ; her age and
class; when built, Davis 763-770.
Royal Society for Preservation of Life from Sltipzereclr.
Object of the Society, Ed
wards 6
See also 'l.g'/'c-boats.

0.91.
'
s 2
'
'
Rullzcrfbrd,
134
RU.T
SMI
[bbiptnr:cka.
Report, 1839corrtinued.
Rutherford, John. (Analysis of his Evidence.)Managing underwriter to the London
Assurance Corporation, 373
Different rates of insurance on timber ships in the
spring and winter voyages; general cargo ships are insured at nearly half the premium,
374-385
Insurance on timber ships from the Baltic in summer and winter, 386-388
The rate of insurance on North American ships has diminished in consequence of
competition, 389-392The loss of timber ships is greater in proportion to that of
other trades, 393-7 l. per ton is about the average value at which the timber is
insured, 396-398--There would be 11. per cent. di 'erence in the insurance if there
were no deck-loads, 399, 4o0-The character of the captain affects the premium, 401,
402
Timber ships are generally the cast-off ships of other ,trades, 403, 404
The
ships on the north-east coast are insured in their clubs; they are good ships; those
insured in London have usually been rejected by the clubs, 405, 406Witness delivers
in certain letters, Ev. p. 28.

Rutherford, J.
See Taylor, James.
S.
St. Andrew, The.
The captain ascribes the saving all the crew and cargo to her addi
tional fastenings, Graham 86.

" St. .David, The.
Suerings of the crew of that ship; water-logged for nine days in
1835. Sutton 50.
Seamen. See Manning of Ships.
'Wages.
Smpwnscxs:
1. Number Qf wrecks.
2. Causes thereof.
1. Number of wrecks.
There is great loss of life in the colonial timber trade, Gould 192Number of
timber ships wrecked on the coasts of America and Europe, and at sea; number of
which there is no account of the crew; number in which the crews endured great suffer
ing in each year from 1834 to 1835, Sutton 35-63-More ships appear to be lost in
this trade than in any other, Sutton 68, 69; Graham 105; Rutherford 393--N umber
of ships trading with British America wrecked in 1838, Graham 83, 84
Classes to
which they belonged, Graham 91-gg
Account of vessels lost trading to and from
the United Kin dom in 1838; name of ship, class, when built, particulars of loss, fate .
of crew, 8tc.,
v. p. 8-10
Account of the diH'ei-ent ships wrecked, 1832-1839,
App.p. 79
List of vessels water-logged, from 1833 to 1838; sufferings endured by the
crews, Smith 976.
2. Causes thereof.
The great loss of timber ships is caused by being overladen, Sutton 6567Causes
of the number; defective ships and bad stowage, Smith 664-668--The lateness of the
season and the deck-load are the causes, Pirie 796 ; Somes 867-Attributable to the
bad quality of the ships, Ord 1017.

See also British Northern Colonies. Captains. Deck-loads. Faslenings. Leakage.
Life-boats. North American Timber Ships. Stowage. Survey of Ships. Voyages.
Water-logged Ships.
Sir Francis Burton, The. Lost on her voyage from Liverpool to Denmark, not having the
fastenings required at Lloyds, Graham 90.

Smith, Captain Edward. (Analysis of his Evidence.) Timber ships are generally defective,
633iOb_iections to deck-loads; reasonable masters do not wish to carry them, 634
642. 652-658
Quantity of ballast usually taken, 643-651
Cause of the number
of losses, defective ships and bad stowage, 653-663
Course taken in the voyage by
timber ships, 664-668

Examination as to witnesss experience in the timber trade,
669-683-The ships engaged in the trade would not be allowed to carry perishable
articles, 684-690.
Timber strains a vessel more than other cargoes, but leakage is not
of so much importance, 691-698.

Smith, George Charles. (Analysis of his Evidence.)--Minister of the Mariners Church in
Wellclose-square, and Secretary to the British and Foreign Soldiers and Sailors Friend
Society, 974.--List of vessels, with narratives of the miseries suflered by the crews
which have been water-logged sailing with timber cargoes, 1833 -1838, 976.
Smith, Thomas John.
(Analysis of his Evidence.)- Chief clerk at Lloyds, 71
Informa
tion in Lloyds List, how obtained, 72

Nothing is published unless they are convinced
of its accuracy, 73--There must be many wrecks which never appear in the List ; they
are inserted whether they are insured at loyds or not, 74-81.
Somes,
biyiptunrkm]
SOM
TIM
1 35
Report, ue3rcontinued.
Somes, Joseph. (Analysis of his Evidence.)--A shipowner, 862--Owns 36 to 40 ships,
863
Great loss of timber ships occasioned by bringing home deck-loads in the
winter season, 867Witness disapproves of deck-loads, and prohibits his captains
from carrying them, 868
Evils consequent upon deck-loading, 873Wages in the
Quebec trade higher than others, on account of the additional labour and risk, 877
Ships in the timber trade should be liable to survey; many ships now employed are cer
tainly not seaworthy, 886- There should be an Act of Parliament against deck cargoes,
889--The deck-loads are a loss to the ship-owner, owing to the reat wear and tear, 890
Many ships in the timber trade ought not to go across the At antic, they are unsea
worthy, 891Case of the Midas, which foundered ; witness pronounced in the
Thames that she would never cross the Atlantic, 892
Value of the present mode of
surveying, 893.
Stowage.
Evils of the present mode of stowing the cargo; stowage of provisions and water,
Courtenay 140-144; Gould 235-237 ; Maugham 422-424; lValton 538-541 ; Pirie

818-820; lllaugham 428; Walton 616-637; Ord 1025
The stanchions are removed
and the ship weakened, Smith 659-663--Suicient space should always be left for
water and provisions below deck, Young 941
When there are deck-loads, the greatest
part of the provisions and water are stowed upon deck, 0rd 1 131.
See also Deck-loads. Timber Cargoes.

Sunderland. The greater part of the ships sailing from that port are rst class; those used
in the Tyne trade are 11ot of so high a class, Ord 1003-1010.
See also Captains.
Survey of Ships. The number of incompetent ships built in the colonies renders it necessary
that they should be put under the inspection of some officer, Graham 1 10
Some ships
are lost on account of defects; they ought all to be surveyed, Maugham 434-437 ; Somes
886
The survey should be compulsory, or owners should be held responsible for the
sea-worthiness of the ship, Willis 457-461; Walton 581. 604; Davis 771-774
All
ships should be surveyed, Gray 511 :, Walton 578
At present it is optional; if made
compulsory, it must be done by competent authority, Pirie 855-858
If all underwri
ters refused to insure ships unless surveyed, the owners would be obliged to have them
surve ed, Pir-ie S59-The present register is a sufcient inducement to have ships sur
veye , Somes 893

Value of registration; difficulty in making it compulsory ; great
efforts making through Lloyds Registry, Young 946-An owner should be obliged to
place his ship on the Register ; Custom-house clearance might be refused unless ships had
been examined within a given time, Hoyer 962.
'
See also Lloyds Register.

Sutton, Captain David. (Analysis of his Evidence.)VVent to sea in 17g1 ; has commanded
a ship iii the East India C0mpanys service, a11d several free traders, 25-29
Acted for
some months as Secretary to the Society for Prevention of Life from Shipwreck, 30-34
ln 1834, four shi s were wrecked on the coasts of America and Europe, and 17 at
sea; of six of which t ere is no account of the crew, 35-38Seventeen were water
logged; some of the crews suffered much, 39-43Particulars of the " Atlas, the
Lucy, and the Ma
Armstrong, 44-In 1835, 15 ships were wrecked on the
shores of America and 'ur0pe, 45-Thirty-four were missing at sea; there was no
account of the crews of 17, 46-48
Six of the other 17 suffered greatly, 49--
Particulars of the Saint David, the Francis S aight, the Elizabeth, the Duck
enfield, the Resolution, and the John and 'lPhomas, 50
In 1836, 27 were lost
on the shores of America and Enrope,51

Forty-one at sea; no account of the crews of
18, 52-53
Particulars of the Earl Kellie and the Marshall, 54, 55
Num
ber wrecked in 1837, 56-58-Cases of suffering; the. James Grant, the Dun
can, and the Caledonia, 59,6oNumber in ue38, 61, 62
Cases of suffering;
the " Earl Moira and Anna Maria, 63
The great loss of timber ships is occa
sioned by their being over-laden, 65-67

More ships appear to be lost in this trade
than in any other, 68, 69--More of these ships come late in the year than from the
West Indies, 70.
[Second Examination]-VVitness commanded several years in the East India service,
1162
Advantages of vessels carrying boats which can be fitted u as life-boats, 1163
Instance of their value in the case of the Eliza, at Symonds gay,
in the Cape of
Good Hope, ue31, 1165.
T.
Ta lor, James.
Letter on the causes of shipwrecks of timber ships, Ev. p. 28Letter of
r. Rutherford respecting him, Eu. 7;. 29.
Timber, \Veights of.

().91.
See Canadian Timber.

3 3
Timber
136
T1M
W RE
[seipmmss
Report, 1839-continued.
Timber Car oes. Are as safe as any other if properly stowed, Davis 777
Estimated value
per ton, Tirie 832-838--An estimated weight of the cargoes of three ships employed
in the North American timber trade as brought to Chatham, according to their respec
tive dates; also the weight of a cargo of a Government timber-laden ship, with their
respective tonnage, Ev.p. 74.

Timber Ships.
Ships, &.c.
See also Baltic Trade.
Norway Ships.
North American Timber
Tonnage cy" Ships. Size best adapted for the trade; proportion under that size, Dowie 339-341.
Tweed, The.
Her condition after a voyage with a deck cargo, Graham 107.
V.
Victoria, The. The captain ascribes the saving of the crew, and nearly all the cargo, to
her additional fastenings, Graham 86.
Virgin Rocks.
Their dangerous position; ascertained by Sir Charles Ogle, Becher
350-355
V ages.
More of the North American timber ships come late in the year than from the
est Indies, Sutton 70-They make two voyages in the year, one of which is in tempes
tuous weather; usual time for their voyages, Courtenay 139,14oThere are violent
gales on the last voyage; there are more wrecks, Courtenay 145-147 --The loss of life
and property is chie caused by the length of the voyage in the most tempestuous
season of the year, Gould 193
Usual length of voyages, Gould 23o-233-In
creased freight and insurance on the second voyage, Gould 246-256
Course taken by
timber ships, Smith 644.
See also Deck-loads.
Insurance.
W.
Wages of Seaman.
Relative wages on timber and other ships; the men are berthed in the
forecastle, Pirie 816, 817
They are only paid on the delivery of the freight, except
wages for a month; if the ship is wrecked they are lost, Pirie 824-826
They are
higher in the Quebec trade than in others, on account of the additional labour and risk,
Somes 877Wages paid as compared with the Mediterranean trade; the men are not
so well accommodated, Davis 724-730. 754-762
VVhether wages should be paid up
to the time of a wreck, unless the owner had registered his ship, Young 948.
Walton, Charles. (Analysis of his Evidence.)-Engaged in the timber trade, 522-525
Manner of loading timber on the decks, 526-537--It strains the ship, 542-545
Number of crews, their high wages, 546-562. 567-570-Length of voyages, 563-566
Some ships take very little ballast, 571, 572

Different descriptions of ships
emploved, 573-577. 596-598
Mode in which the deck-load is so injurious, 582-595
Witness forbids deck-loads in his ships, 599-603
Colonial built ships are in
ferior; the wood is unseusoned, 605-609
Their fastenings have been improved lately,
610-613
A double duty on deck-loads would operate as a prohibition, 618-629.
Letter to the Chairman, Ev. p. 46.

Water-logged Ships. Tendency of the timber to press upwards and force up the beams
when the ship is not strong enough to resist it, Young 937
Statement respecting
timber ships water-logged, App. 12. 95.
Weir Insurance Club. Regulations as to deck-loading; they refer exclusively to the North
American trade, Ord 1052-1098. 1137.
Willis, Arthur. (Analysis of his Evidence.)Underwriter at Lloyds, 449-451
The
survey under Lloyds Register is by common consent, 452-456
A survey should be
compulsory; if owners objected they should be made responsible for the sea-worthiness of
the ship, 457-461--Rates of insurance, winter and summer, 462,463---There are
many losses, 464,465

Nearly all caused by deck-loads, 467, 468
Witness would
not underwrite vessels with deck-loads, 469-475-Lloyds Register how supported,
481-486-Whether the loss of deck-loads must be paid for by underwriters, 487-492
Timber ships are an inferior class, 493, 494
Deck-loads should be prohibited in
all ships, 499.
Wrecks.
'
See Shipwrecks.
Young,
bljipmretkm]
Y0U
137
Report, 1839continued.
Young, George Fr'erick. (Analysis of his Evidence.)Ship-owner and builder, 930

Ships which from age and defect are insufcient for conveyance of dry and perishable
goods are employed for conveyance of timber, 931
No new ships employed except
those built in North America, 931
Reasons why no shi ought to carry a load on
deck, 933
Most of the disasters which have occurred to timber-laden ships have arisen
from carrying timber on decks, 934
Tendency in a water-logged ship in the upward
pressure to force the beams upwards when the s ip is not sufficiently strong to resist the
pressure, 937
The expense of repairing the upper works when strained by a deck
load is considerable, 938, 939
Reasons why it is not advantageous to a ship-owner to
convey deck cargo, 940-Suf'cient space should always be allowed for water and
provisions under deck, 941iCrews of timber ships generally suiciently numerous,
942, 943iCases in which the Legislature has interfered to protect life and roperty;
same reasons applicable to timber ships, 944

Value of a ship registration ; difculties
of making it compulsory; great efforts making through the establishment of Lloyds
Registry fbr Shipping, 946Examination as to whether seamens wages should be paid
up to the moment of a loss of the vessel, unless the owner had duly registered his ship,
948
----. {ii
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Report From Select Committee On Shipwrec

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Report From Select Committee On Shipwrec

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This is a digital copy of a book that was preserved for generations on library shelves before it was carefully scanned

by Google as part of a project

professor Karl eim-icb Ran

ZII1'. pbilo Parsons

SHIPWRECKS OF TIMBER SHIPS;

THE MINUTES OF EVIDENCE,

ECOMMUNICATED BY THE Commons TO THE Lom)s.]

Ordered to be printed 2d August 1839.

Martis, 9 die Aprilis, 1889.

Veneris, 12 die Aprilis, 1839.

Ordered, THAT the Committee consist of

Mr. George Palmer.

Martis, 18 die Junii, 1889.

PROCEEDINGS OF THE COMMITTEE -

SELECT COMMITTEE appointed

inquire into SHIP-' I

of TIMBER SHIPS, and the Loss of LIFE attendant

thereon, and to report to the House

whether any or what Means

can be adopted to reduce the Amount thereof in

HAVE. pursuant to the Order of the Housn, proceeded to

the Loss of LIFE consequent thereon.

HE rst point which Your Committee directed their attention to was, to

reduced by having been without water or provisions to the necessity of sacricing

at sea; of twenty-seven of which there had been no accounts of the crews; of

REPORT FROM SELECT COMMITTEE

Committee applied to the Honourable Commissioners of Her Majestys Customs

compulsory upon the ship-owner to submit to.

In this return of the ships lost in

1886, amounting in number to 74, the characters are marked as follows :

Not surveyed ' 82

ON SHIPVVRECKS OF TIMBER SHIPS.

being stated, if not in the whole yet in part, to be carried on deck.

it altogether after that date, by requiring ve per cent. additional premium on

Majestys Yard at Chatham.

their decided opinion, that no deck-loads should be suffered to be carried on any

PROCEEDINGS OF THE COMMITTEE.

J0'vz's, 18 die Aprilis, 1 839.

Mr. PALMER was called to the Chair.

Lame, 17 die Junii, 1839.

Mr. G. PALMER, in the Chair.

Draft of Report read.

Question put, That these words be inserted.

So it passed in the Negative.

Jovfs, 25 die Aprilis, 1839.

Captain David Sutton

Mr. Thomas John Smith

Mr. Peter Courtenay

Martis, 30 die Aprilir, 1839.

Mr. Alexander Bridport Becher

Mr. John Rutherford

Captain William K. Maugham

Jovis, 2 die Maii, 1839.

Martis, 14 die Maii, 1839.

George Frederick Young, Esq.

Jacob Hoyer, Esq.

Martis, 4' die Junii, 1839.

Captain George Probyn

George Palmer Esq., M. P. -

Jovis, 25 die Aprilis, 1839.

Sir Charles Vere.

Mr. Aaron Chapman.

Mr. William Duncombe.