cially, despatches enormous cargoes-bipeds and quadrupeds to this dock, where the process of unlading is often a very ludicrous one. Sir George Head, in his 'Home Tour through the Manufacturing Districts,' gives an amusing account of the process of landing a cargo of pigs. "I went to the Clarence Dock to see a cargo of pigs unladen from Ireland. They had arrived on board the steamer Drogheda from Belfast, together with a number of oxen, sheep, and geese. The pigs were, contrary to my expectation, persuaded to walk out without any difficulty, by means of planks placed zig-zag, and leading upwards all the way from the hold. The service of attending a cargo of pigs, and remaining in their company below-when it is considered that the flavour rising from their hides is so strong as to taint a column of air a mile long or more, and nobody knows exactly how broad-must be really arduous. I have understood, however, that such attendance is absolutely necessary, and regularly performed, in order to stir them up, as the only means, the creatures being so closely packed, to prevent their suffocation. At all events, on the present occasion, men were doing duty below manfully, in a hot and corrupted atmosphere. As each pig walked up the platform, Paddy behind with a small switch, whenever the animal attempted to swerve, persuaded him with a delicate touch on the rump. The animal, probably mistaking this for the bite of a fly, gently placed one leg forward; this was no sooner set in its place, than another tickle of the switch on the other side caused him to advance the other. An Irishman can certainly, in common cases, do more with his pig than the native of any other country; and this is, no doubt, mainly owing to his treating the beast with kindness." Could we dive into the proceedings of the last few years, we should probably find that Clarence Dock has been the recipient of a mass of woe, disease, and starvation, such as sickens the heart to think of. It is to this dock that were mainly brought the tens of thousands of wretched beings from Ireland, who, driven by famine from their own land, sought a refuge in England. The streets of Liverpool have presented, to the eye of any one who has visited the town during the early part of the famine year, multiplied and mournful evidence of the extent of this immigration. But let us pass from this painful topic. Next in order, among the fine series of docks, comes a string of three, ranged side by side, and closely connected one with another. These are, Trafalgar Dock, Victoria Dock, and Waterloo Dock. The first named (Cut, No. 3) was opened in 1840, and covers an area of somewhere above thirty thousand square yards; the next was opened about the same time, and is a little smaller than the former; while the third, opened in 1834, is rather the smallest of the three. All of them, however, are nearly equal in size; and they were constructed, not so much to accommodate any one kind of traffic, as to meet the requirements of the rapidly-increasing port generally. The labour entailed in the construction of such docks as these can only be appre ciated when we bear in mind that they have been carried on in continual opposition to the tides, which havesometimes in one hour destroyed the labour of weeks; and that the piers, and walls, and stone-work must have sufficient strength to resist the attacks of the sea, ever straining to regain its former boundary-for the Liverpool docks have been formed nearly as much by stealing from the sea as from the land. The three sister docks alluded to in the last paragraph have, together with their locks and entrance and exit passages, an amount of stone quay-space exceeding a mile and a half in length, covered in part by appropriate sheds. Need we wonder, then, that Liverpool can afford landing space for such countless masses of goods from all corners of the world? Bending our steps southward, either between the docks and the river, or along the Waterloo-road on the land side of the docks, we come next to the fine large basin which separates the triad of docks from the noble Prince's Dock. This, the Prince's Basin, has an area of more than twenty thousand square yards. It has three entrance channels; one to connect it with the river, another with Waterloo Dock, and another with Prince's Dock. The latter two entrances have locks of great magnitude and strength, so constructed as to admit vessels in and out at half tide. Then we come to Prince's Dock-in some respects the finest of the whole series. With a length of five hundred yards, a breadth of more than a hundred, and an area of nearly sixty thousand square yards, it presents magnificent accommodation for shipping. It occupied nearly ten years in planning and formation, and was opened for commercial traffic on the coronationday of George IV., in 1821. The gates which connect it with the adjacent basins are of enormous size, being from forty to fifty feet square. Sheds run along the quays on all sides, for the accommodation of merchandize; and a lofty brick wall, having gates at convenient distances, entirely surround the dock. No other dock, belonging to the Liverpool series, is so interesting to a stranger as the Prince's. It is destined for the largest ships engaged in the India, China, and American passages. On viewing the rows of vessels here lying in quiet, we see, painted on a board attached to each ship, the name of the port for which it is destined; and we shall fail not to see the " starspangled banner" of the United States on many a ship. Those most complete of passenger sailing-ships, the American "liners," take up their station in Prince's Dock; and are worth a visit, if only to show how much ingenuity is displayed in ministering to the comforts, and lessening the discomforts, of Atlantic voyagers. The recent discoveries of gold in Australia and California have also added considerably to the passenger traffic across the Atlantic and Facific Oceans, and, necessarily, to the business of Liverpool. Of the minor details of the docks Mr. Kohl says.—“ On looking more closely into the details of these docks, we see how admirably the English have arranged every little matter connected with these great commercial boards, or of canvass stretched on iron rollers. These side walls are moveable, and are generally put out of the way when the weather is at all favourable; but they can quickly be restored to their places should a storm or heavy rain come on, when the sheds are, for the time being, converted into small warehouses, sheltered on every side." institutions, and how imperfect most of these things | These sheds have side walls, consisting either of wooden continue to be in other countries. At certain distances round all the docks, are large, broad-headed, cast-iron posts, to which the vessels are made fast. Now it seems almost incredible that in so old a commercial city as Bremen there should still be public walks, where the trees have continued to be applied to this use, for I know not how many centuries. The patient promenaders of the German city, as they stroll along the Neustadtsdeich, have for centuries been accustomed to jump over the ropes, in which their legs are in momentary danger of becoming entangled, as in so many snares; and yet, to the present day, it seems never to have suggested itself to these good people, that for so serious an inconvenience so easy a remedy might be found." The cranes, too, come in for a word of praise:-" In the next place, every dock is surrounded by iron cranes, on each of which is marked the weight it is able to lift, as thus, 'Not to lift more than Now certainly it is natural, that before people make use of a machine intended to raise heavy weights, they should know the weight it is capable of lifting; but I know sea-port towns enough, where so self-suggesting a precaution is never thought of." As another minor example, he notices the ingenious construction of the goods' sheds on the several quays:"Close to the edge of the quays are large long sheds, under which the merchandize can be sheltered immediately on leaving the vessel, and from which it can be packed into the wagons that are to carry it away. 6 The Prince's Dock is the recipient, not only of the American liners,' but also of those fine steamers which have done so much towards annihilating time and space, in respect to the intercourse between England and America. The Acadia,' the 'Britannia,' the Hibernia,' the Columbia,' the 'Caledonia,' and others of their class, have shown how to steam across the Atlantic in less than a fortnight, even in the outward or slowest passage; while the homeward passage has been effected in nine or ten days! In front of the Prince's Dock, as of others of the Liverpool series, there is a parade or gravelled esplanade, which serves the Liverpool people as a sort of marine terrace. It has been pleasantly remarked that such parades or terraces tell as much of the commercial character of the place as do the docks themselvestheir trees are masts; their flower-beds and parterres are groups of tar barrels, tea chests, and tobacco casks; their views are the waters of the Mersey, and occasional vistas along rows of warehouses. Take a ramble to the parade in front of Prince's Dock, on the evening of a fine summer's Sunday, and you will see how the Liverpool folks enjoy this promenade it is crowded from end to end. In good truth Liverpool is but ill-provided with open breathing spots; and we need not marvel that this parade should be an attractive spot. Our progress towards the south next brings us to George's Dock, connected by its basins with Prince's Dock on the one hand, and with Canning Dock on the other. This may be regarded as the central spot of the dock system of Liverpool. The baths, and the pier for the minor steamers, are in front of it; St. Nicholas Church, the oldest in Liverpool, is close behind its basin; the commercial telegraph is just at hand; and the celebrated Goree warehouses, the destruction of which by fire has more than once given rise to such astounding losses, are just behind the dock itself. The commercial telegraph here alluded to is an admirable system-just such a thing as one would expect Liverpool men to employ and encourage. The system was established under the superintendence of Lieutenant Watson, twenty five years ago; and its object mainly is, to give notice to the Liverpool merchants of the approach of vessels from the Atlantic. There is a chain of stations, situated eight or nine miles apart, extending from Liverpool to Holyhead; all using a mechanical apparatus and a code of signals designed expressly for this kind of service. The distance is about seventy miles; and an intimation of what ships are in sight at Holyhead is generally made in about five minutes. On one occasion an answer is said to have been returned to a question in little more than half a minute. What the electric telegraph is destined even yet to accomplish we can scarcely venture to predict; but we can well afford a meed of approbation for a mechanical contrivance which has thus for many years enabled the Liverpool ship-owners and merchants to know which of their ships are at any moment passing along between Ireland and Wales towards Liverpool. George's Dock, the one in immediate proximity to the telegraph, is among the older members of the series. It was constructed in accordance with an Act of Parliament passed so far back as 1762. Its length is only about half as great as that of the Prince's Dock; but the breadth is about equal. Bounding this dock on the shore or inland side, is the Goree Piazza, with its immense pile of warehouses. There is an arcade beneath, for the convenience of foot passengers; and above this are five tiers of warehouses. So vast and so valuable are the commodities sometimes stored here, that when the whole pile was burned in 1802, the value of the goods consumed was estimated at very little short of a million sterling! Indeed fires of this disastrous description have been so numerous at Liverpool, that the insurance companies have found it necessary to adopt a high rate of premium for the insurance of such property. In front of George's Dock is George's Pier, whence the ferry steam-boats take their departure, at all hours from early morn till midnight, to the opposite or Cheshire coast. Birkenhead and Woodside, Seacomb and Egremont, Rock Ferry and New Ferry,-all have their steam-boats, starting either from George's Pier or from some spot very near it. The Liverpool corporations have recently placed upon this station a kind of floating-pier of most stupendous magnitude, exceeding every thing of the kind hitherto constructed. A stranger is very likely to observe, that the use of small row-boats is very limited in Liverpool. The truth seems to be, that the river is so busily filled, and steam agency is so economical in point of time, that small steamers are employed where row-boats would be otherwise in requisition. For ferrying across the Mersey, and for towing vessels in and out of the harbour, small steamers are very abundantly employed. TOUR OF THE SOUTHERN DOCKS. We may consider George's Dock, and the basins, pier, and parade near it, as a convenient dividing point; northward of which are situated the great harbour-works already described. Advancing onward next on a second or southern tour, we come to the Canning Dock, so named, of course, from the statesman who represented Liverpool for many years in Parliament, and whose foreign policy was such as to encourage that sort of commercial activity which Liverpool so much loves. This dock is really one of the old members of the series, for it was formerly the old basin, or Dry Dock; but in the year 1832 it was altered both in its arrangements and designation. It is occupied chiefly by coasting vessels from the northern ports and from Scotland, which bring corn and other provisions, and take back foreign produce. In immediate connexion with this dock are three graving docks, where vessels are laid up for repair. Between the river on the one hand, and George's and Canning Dock on the other, are the Manchester Dock, for small canal or inland vessels, and one or two other docks for minor purposes. There are also the splendid Public Baths, the property of the corporation, who spent no less a sum than £36,000 in their construction. The buildings comprise Gentlemen's Baths, Ladies Baths, Plunging Baths, Dressing Rooms, and all the requisite accommodation for such an establishment. The means of supplying the baths are these: At high tide the river water flows into a spacious tank, beneath the centre of the building, capable of containing 800 tons; a steam-engine forces this water from the tank to a filtering reservoir, from whence it flows, clear and limpid, to the various bath rooms. We still linger among the older portion of the dock series; for the next southward from Canning Dock is Salthouse Dock, which was busily occupied long before the more celebrated docks were constructed. It received its name from some salt-works which at one time were near it. The Salthouse Dock is mainly occupied or frequented by ships connected with the Irish and coasting trade; but in part also by vessels from the Levant. In front of the Salthouse Dock] building docks-destined, perhaps, some day or other, and nearer the river is the Albert Dock, occupying an to be replaced by wet docks, similar to so many of its area of more than seven acres, and possessing a large neighbours. range of warehouses and vaults for the stowage of cottons, wines, spirits, &c. Along the side of this dock is a wide esplanade facing the river. Formerly the whole of this space was occupied by streets of small houses. Beyond the Salthouse Dock is the Duke's Dock, so called from the Duke of Bridgewater, who, when he had completed a water communication with Manchester, required a dock at Liverpool for the accommodation of the various canal boats, &c. There is a large warehouse overhanging one end of this dock, in such a way that the flats' or barges may pass in under cover while loading and unloading. Next comes the so-called King's Dock, or as it might almost be designated, the Tobacco Dock-to so enormous an extent is it connected with the import and warehousing of tobacco. It was opened for traffic about sixty years ago; and comprises a water area of about forty thousand square yards. Hither resort the vessels from Virginia, Havannah, and the other tobacco-producing countries, to an extent almost incredible. But even the dock does not give an adequate idea of the amount of this smoke-producing weed, this "sorrow and vexation to many an English housewife;" we must go into the Tobacco Warehouses to form a true conception of the matter. These warehouses run the whole length of the King's Dock, between them and the river, and consist of a vast pile, in which hogsheads of tobacco are ranged in almost interminable rows. Of the twenty-five ports of the United Kingdom, into which tobacco is allowed to be imported, Liverpool ranks next to London as to quantity. That a large dock should be almost entirely devoted to the reception of ships laden with this Virginian weed," all to be dissipated in smoke or snuffed up the nostrils, is certainly a curious chapter in the history of national tastes. We are reminded by it of a curious sort of estimate made by the late Earl Stanhope, in which the philosophy of snuff-taking is placed in an ethico-commercial point of view, in a very quaint manner. Mr. Porter assures us, however, in his 'Progress of the Nation,' that we are not quite so bad as our forefathers in this matter. By comparing the quantity of tobacco consumed in this country with the amount of the population at the same period, he finds that in 1811 it gave about eighteen and a half ounces per annum to every man, woman, and child; whereas in 1841 it gave only thirteen and a half ounces."--Are we not, therefore, less smoky and snuffy than our fathers? The Queen's Dock lies next in order of the series. It was opened shortly before the close of the last century, and must be ranked amongst the largest of the group; for it covers an area of more than fifty thousand square yards. It is frequented chiefly by Dutch and Baltic ships, and by others engaged in the timber trade, as also by some of the West India shipping. Between it and the river are situated some ship The Union Dock opens into the south end of the Queen's Dock, and is amongst the smallest of the series, for it has an area of only nine or ten thousand square yards. It used to be called the Half-tide Dock, and served as a subsidiary to the Queen's Dock, on the one side, and the Brunswick Dock on the other. Then, again, as the Queen's Dock is further inland than any other in the whole range, there are two basins, at right angles to its length, and connecting it at either end with the Mersey. These basins, which are very numerous at Liverpool, are in direct communication with the river, and are so planned that vessels may enter at every period of the tide, and must indeed pass through them before they can enter the docks. The basins are a sort of preliminary docks, ready to afford shelter at all times to shipping; whereas the docks themselves, in which the water is required to be maintained at a pretty constant level, can be opened only at high water. The Brunswick Dock, the southernmost of the series at present existing, is one of the most symmetricallyshaped of the whole series. It is a noble area, covering more than sixty thousand square yards: it is, indeed, the largest of the docks yet opened. This dock communicates with the Mersey by a distinct basin of its own; and through this basin vast numbers of shipping pass, laden with timber. The dock is almost wholly appropriated to the timber trade. Instead of sheds, the water-area is surrounded by a wide open space, which is more convenient for unshipping timber. Near this spot are many very extensive wood-yards; and there are also numerous graving-docks for the repair of ships. Some of the largest vessels connected with Liverpool trade are met with in this dock. But although the Brunswick Dock is the most southern yet in operation, it by no means marks the limit of Liverpool enterprise in this respect. In 1841 a distinct Company of Proprietors obtained an Act for the Herculaneum Docks, yet further south, and nearly opposite the Rock Ferry, on the Birkenhead or Cheshire shore. These docks, if completed according to the original plan, will extend pretty nearly half a mile in length, and will excel most of those further northward. Besides these, there also are in progress the Harrington Docks, between the last-mentioned and the Brunswick Dock. Liverpool has an enterprising opposite neighbour-Birkenhead; and redoubled energy is now being shown, both by the Corporate Trustees and by independent companies, to preserve to Liverpool the supremacy which has so long marked her career. Both the Harrington and the Herculaneum Docks are planned and formed by private companies; but nearly all the others are corporate property, under the control of the Dock Trustees; who are, in fact, the same body as the Liverpool Corporation. The mind is really bewildered at the contemplation of this unparalleled series of docks. If we follow, on |