Irish Passenger Lists

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These are passenger lists for emigrants from Ireland to the United States and Canada, arranged in date order. Please note that this is not the complete set of sailings, and that some of the lists shown may be incomplete. If you do not find your ancestor here, you should check other sources. If you do find them then we are happy to have helped in your search.

If you will pardon the awful pun, these lists represent merely a drop in the ocean.

See also the main Emigrants page for lots of other links.

For those looking for emigrants to the USA, you should check out the National Archives and Records Administration pages, which will give information on how to obtain microfilm records of passenger arrivals.

There are also two Mailing Lists which you should consider joining: GENIRE which discusses all aspects of Genealogy in any part of Northern Ireland and The Republic of Ireland, and The Ships List which has some really helpful folk who seem to know most things about Ships and emigration/immigration.

In either case, you should put the word "subscribe" (without the quotes) in the Body of the message - the mail addresses shown will get you the Digest version of these Lists.

And now, the lists

"St. George" of England, sailed from Portsmouth on 7th. October 1677, to Maryland, via Waterford, Ireland.

"Encrease" Master, Philip Poplestone, from Youghal, County Cork, to Maryland, sworn March 1679.

Ireland to Boston, Massachusetts - passengers on 18 ships from 1716 to 1779.

"Hannah" Cavenough Master, from Cork, destination unknown, 11th. September 1764.

"Freemason" from Cork, destination unknown, arrived 27th. December 1764.

"Willmott" from Cork on 15th. December 1766, destination unknown.

"Ann and Margaret", destination unknown, 14th. October 1767.

"Mars" from Dublin 29 March 1803.

"Portland" for Charleston 29 March 1803.

"Eagle" for New York 29 March 1803.

"Neptune" Master, Seth Stevens, sailed for Newcastle and Philadelphia from Warren Point, Newry 29 March 1803.

"Susan" from Dublin to New York April 5, 1803.

"American" Alexander Thompson, master, sworn at Londonderry, 9 April 1803.

"Cornelia" of Portland, going to New York, sworn at Londonderry, 15 April 1803.

"Rachel" Master, Benjamin Hale, to New York from Sligo 15 April 1803.

"Pennsylvania" Elhana Bray, Master, from Londonderry, to Wilmington and Philadelphia, 16 April, 1803.

"Margaret" Master, Thomas Marsh, bound for New York from Newry 18 April 1803.

"Edward" from Belfast to Philadelphia, 19 April 1803.

"Mohawk" John Barry Master, sworn at Londonderry, 23 April, 1803, bound for Philadelphia.

"Ardent" Richard Williams, master, bound for Baltimore, sworn at Londonderry, 23 April 1803.

"Jefferson" James Adams, master, to New York from Sligo, sworn 28 April, 1803.

"Serpent" of Baltimore, Archibald McCockell, master, going to Baltimore and sworn at Londonderry, 30 April, 1803.

"Patty" sworn at Newry, 5 May 1803.

"Strafford" for Philadelphia, sworn at Londonderry, 14 May 1803.

"Active" for Philadelphia, sworn at Newry, 18th. May, 1803.

"Diana" bound for New York, sworn at Newry, 18th. May, 1803.

"Hopewell" sworn at Newry 6th. of June, 1803, and bound for New York.

"Wilmington" Thomas Woodford, Master, from Belfast to New York, sworn 9th. July 1803.

"George" of New Bedford, Jacob Taber master, for New York, sworn at Dublin, 29 August 1803.

"Lady Washington" from Belfast to Charleston, sworn 22nd. September, 1803.

"Betsy" for New York, sworn at Newry, 22 September, 1803.

"Snow George" from Belfast to Philadelphia, sworn 22nd. September, 1803.

"Independance" for New York, Mathias Fleming, Master, sworn at Londonderry, 31st. October, 1803.

"Venus" for Norfolk, America, sworn at Dublin, 14 November, 1803.

"George" of New Bedford, going to New York, sworn at Belfast, 25th. February, 1804.

"Prudence" of Philadelphia, sworn at Dublin, 9 March 1804.

"Eagle" from New York, sworn at Belfast, 10 March, 1804.

"Susan" of and for New York, sworn at Dublin 28 March 1804.

unknown vessel from Sligo to New York, sworn 29 March, 1804.

"Alexis" - British Brig of Greenock, to Wilmington, North Carolina, sworn 29 March 1804.

"Charles and Harriot" sworn at Sligo, 29 March 1804.

"Maria" of Wilmington, bound for Philadelphia, sworn at Londonderry, 30 March 1804.

"American" from Londonderry to New York, sworn at Londonderry, 31 March 1804.

"Brothers" of Philadelphia, sworn at Londonderry, 14 April 1804.

"Jane" of New Bedford (USA) for New York, sworn at Dublin, 17 April 1804.

"Mary" of New Bedford to Philadelphia, sworn at Dublin, 17 April 1804.

"President" of New Bedford from Newry for New Castle in America, sworn 21 April 1804.

"Commerce" for Philadelphia, sworn 28 April, 1804.

"Diligence" of New Bedford for New York, sworn at Dublin, 30 April 1804.

"Duncan" Abraham Sebson, Master, for New York, sworn at Londonderry, 26th. May, 1804.

"Mechanic" from Dublin to Baltimore, 203 tons burden, sworn 28th. May, 1804.

"Ceres" from Newry for New York, sworn 31st. May, 1804.

"Catherine" from the Port of Killybegs and bound for New Castle and Philadelphia. Sworn at Ballyshannon, 9th. June, 1804.

"Atlantic" for Boston, sworn at Dublin, 19th. June, 1804.

"Live Oak" of Scarboro, Christopher Dyer, Master, to New York, sworn at Londonderry, 23rd. June, 1804.

"Golconda" from Londonderry to New York in 1811.

"Harvey Hide" from Belfast to New York, 1811.

"Algernon" Clark, Master, from Belfast to New York, 18th. May, 1811.

"Orlando" Josiah Cromwell, Master, arrived in New York, 19 May, 1811.

"Africa" John E. Scott, Master, from Belfast to New York, arrived 9 June, 1811.

"Jupiter" William Hutchins, Master, from Belfast to New York, 1st. June, 1811.

"Mary" Wallington, Master, from Londonderry, arrived at Philadelphia, 17 June 1811.

"Huntress" Thomas Ronson, Master, from Dublin to New York, arrived 24 June, 1811.

"Shamrock" McKeon, Master, from Dublin to New York, 6 July, 1811.

"Belisarius" from Dublin to New York, 6 July, 1811.

"Fame" Captain William Pollock, arrived at Philadelphia from Derry, 31 August, 1811, in 63 days.

"Akin Alexander" from Londonderry to New York, 14th. September, 1811.

"Maria Duplex" from Belfast to New York, 21 September, 1811.

"Protection" to New York, 28 September, 1811.

"White Oak" from Dublin to New York, 5 October, 1811.

"Harmony" Captain Hobkirk, Master, from Londonderry, arrived at Philadelphia, 31 October, 1811, in 70 days.

"Erin" from Dublin to New York, 16 November, 1811.

"West Point" T. Holden Master, from Londonderry to New York, 23 November, 1811.

"Hibernia" Graham Master, from Belfast to New York, 30 November, 1811.

"Abolus" from Newry to New York, 14 December, 1811.

"Alexander" Captain Fanning, Master, from Londonderry to New York, 21 December, 1811.

"Mariner" from Londonderry, arrived at New-London, 21 December, 1811, in 48 days.

The Robinson Ships of 1825, from Cork to Canada, including the "John Barry" , "Brunswick" , "Fortitude" , "Star" and "Elizabeth"

"Toronto" from London to New York, 31 July, 1845.

"Warsaw" from Glasgow to New York, 1 August, 1845.

"Stephen Whitney" from Liverpool to New York, 1 August, 1845.

"Clyde" from Liverpool to New York, 2 August, 1845.

"St. George" from Liverpool to New York, 14 September, 1845.

"Ohio" from Liverpool to New York, 29 September, 1845.

"Sharon" from Liverpool to New York, 4 October, 1845.

"New York" from Liverpool to New York, 3 November, 1845.

"St. Patrick" from Liverpool to New York, 3 December, 1845.

"Stephen Whitney" from Liverpool to New York, 6 April, 1846.

"Junius" from Liverpool to New York, 1 May 1846.

"Perseverance" from Dublin, Ireland arrived at New York 18th. May 1846.

"Clarence" from Galway, destination unknown, 19th. May 1846.

"Alhambra" from Dublin to New York, 1 June, 1846.

"Milicete" from Liverpool to New York, 13 July, 1846.

"St. George" from Liverpool to New York, 3 August, 1846.

"Saracen" from Glasgow to New York, 1 September, 1846.

"Panama" from Liverpool to New York, 12 October, 1846.

"John R. Skiddy" from Liverpool to New York, 4 November, 1846.

"Westminster" from Liverpool to New York, 4 December, 1846.

"American" from Liverpool to New York, 4 December, 1846.

"Ashburton" Master William Howland, sailed from Liverpool on 22nd. January 1847 and arrived New York on 26th. February 1847. (Courtesy of Bob O'Connor)

"Sardinia" from Liverpool to New York, 6 February, 1847.

"St. George" from Liverpool to New York, 8 April, 1847.

"Free Trader" from Cork to New York, 25 June, 1847.

"Emma Prescott" from Galway to New York, 10 August, 1847.

"Roscius" from County Roscommon to New York via Liverpool, 19 September, 1847.

"Metoka" from County Roscommon to New York via Liverpool, 26 September, 1847.

"Creole" from County Roscommon to New York via Liverpool, 18 October, 1847.

"Yorkshire" from Liverpool to New York, 27 October, 1847.

"Lancashire" from Liverpool to New York, 13 December, 1847.

"Sarah Sands" from Liverpool to New York, 10 February, 1848.

"Channing" from County Roscommon to New York via Liverpool, 13 March,1848.

"Sir Robert Peel" from Liverpool to New York, 30 March, 1848.

"Anglo American" A.H. Brown, Captain - partial list for passengers from Liverpool to Boston, arriving 3 April, 1848. This USGenWEb page also includes partials for the "Vixen", 20 September, 1849.

"Progress" County Roscommon to New York via Liverpool, 25 April, 1848.

"Constitution" from Belfast to New York, 8 May, 1848.

"Sea Bird" Galway to Quebec, 15 June 1848.

"Agenora" from Liverpool to New York, 10 July, 1848.

"Nicholas Biddle" from Liverpool to New York, 7 September, 1848.

"Intrinsic" from Liverpool to New York, 6 November, 1848.

"Glenmore" from Belfast to New York, 29 January, 1849.

"Cushla Machree" from Galway to New York, departed 1st. March 1849, with a crossing of 27 days.

"West Point" from Liverpool to New York, 6 March 1849.

"Emma Pearl" from Belfast to New York, 4 May 1849.

"Caractacus" from Galway to New York, 4 May, 1849.

"James" from Newry to New York, 10 May, 1849.

"John Bell" departed New Ross on 31st. March and arrived Boston 14th. May 1849.

"Ann Harley" from Glasgow to New York, 29 May, 1849.

"W.H. Harbeck" from Liverpool to New York, 3 July, 1849.

"Northumberland" from Galway to Quebec, 17 August, 1849.

"St. Patrick" from Liverpool to New York, 3 September, 1849.

"Swan" from Cork to New York, 4 September, 1849.

"Columbus" from Cork via Liverpool to New York, 7 September, 1849.

"Maria" from Belfast to New York, 5 November, 1849.

"New World" from Liverpool to New York, 15 January, 1850.

"Bryan Abbs" from Limerick to New York, 7 March, 1850.

"Marchioness of Bute" from Newry to New York, 15 May 1850.

"Infantry" from Liverpool to New York, 29 July 1850.

"Adam Carr" from Glasgow to New York, 2 September, 1850.

"Isaac Wright" from Liverpool to New York, 1 November, 1850.

"Colonist" (also known as the "Colonial") from Liverpool to New York, 23 January, 1851.

"William" from Westport to New York, 30 April, 1851.

"Victoria" from Limerick to New York, 23 August, 1851.

"Nathaniel G. Weeks" from London to New York, 1 November 1851.

"Roderick Dhu" from Liverpool to New York, 4 January, 1852.

"Odessa" from Dublin to New York, 2 April 1852.

"Rajah" from Liverpool and Tralee to New York,2 September, 1852.

"Marchioness of Clydesdale" from Glasgow (passengers embarked at Greenock) to New York, 6 December, 1852.

"Columbia" from Liverpool to New York, 3 March, 1853.

"Princeton" from Liverpool to New York, 18 July, 1853.

"Telegraph" from Liverpool and Tralee to New York, 25 October, 1853.

"Herman Roosen" from Dublin to New York, 23 January, 1854.

"Star of the West" from Liverpool to New York, 3 April, 1854.

"William Tapscott" from Liverpool to New York, 14 August, 1854.

"Webster" from Liverpool to New York, 20 November, 1854.

"New World" from Liverpool to New York, 19 March, 1855.

"Katherine" from Belfast to New York, 1 June, 1855.

"Webster" from Liverpool to New York 3 September 1855.

"Isaac Webb" from Liverpool, arrived New York 14th. July 1870.

"SS Lucania" - partial passenger list for voyage from Ireland to New York in 1898.

"Germanic" - partial passenger list for voyage from Queenstown, Ireland to New York in 1903.

"Haverford" H.M. Rhoads, Master, from Liverpool to Philadelphia, departed 30th. March and arrived on 13th. April 1921.


[July 6, 1850.


The great tide of Emigration flows steadily westward. The principal emigrants are Irish peasants and labourers. It is calculated that at least four out of every five persons who leave the shores of the old country to try their fortunes in the new, are Irish. Since the fatal years of the potato famine and the cholera, the annual numbers of emigrants have gone on increasing, until they have become so great as to suggest the idea, and almost justify the belief, of a gradual depopulation of Ireland. The colonies of Great Britain offer powerful attractions to the great bulk of the English and Scottish emigrants who forsake their native land to make homes in the wilderness. But the Irish emigration flows with full force upon the United States. Though many of the Irish emigrants are, doubtless, persons of small means, who have been hoarding and saving for years, and living in rags and squalor, in order to amass sufficient money to carry themselves and families across the Atlantic, and to beg their way to the western states, where they may "squat" or purchase cheap lands, the great bulk appear to be people of the most destitute class, who go to join their friends and relatives, previously established in America. Large sums of money reach this country annually from the United States. Through Liverpool houses alone, near upon a million pounds sterling, in small drafts, varying from £2 or £3 to £10 each, are annually forwarded from America, for poor persons in Ireland, to enable them to emigrate; and the passage-money of many thousands, in addition, is paid in New York. Before the fatal year 1847, the emigration was very considerable; but, since that time, it has very rapidly increased. The following document, issued on the authority of her Majesty's Colonial Land and Emigration Commissioners, shows the progressive increase in the numbers of British subjects who have annually quitted our shores as Emigrants, from 1825 to January 1st 1850:-


Years. North
and New
1825 8,741 5,551 485 114 14,891
1826 12,818 7,063 903 116 20,900
1827 12,648 14,526 715 114 28,003
1828 12,084 12,817 1,056 135 26,092
1829 13,307 15,678 2,016 197 31,198
1830 30,574 24,887 1,242 204 56,907
1831 58,067 23,418 1,561 114 83,160
1832 66,339 32,872 3,733 196 103,140
1833 28,808 29,109 4,093 517 62,527
1834 40,060 33,074 2,800 288 76,222
1835 15,573 26,720 1,860 325 44,478
1836 34,226 37,774 3,124 293 75,417
1837 29,884 36,770 5,054 326 72,034
1838 4,577 14,332 14,021 292 33,222
1839 12,658 33,536 15,786 227 62,207
1840 32,293 40,642 15,850 1,958 90,743
1841 38,164 45,017 32,625 2,786 118,592
1842 54,123 63,852 8,534 1,835 128,344
1843 23,518 28,335 3,478 1,881 57,212
1844 22,924 43,660 2,229 1,873 70,686
1845 31,803 58,538 830 2,330 93,501
1846 43,439 82,239 2,347 1,826 129,851
1847 109,680 142,154 4,949 1,487 258,270
1848 31,065 188,233 23,904 4,887 248,089
1849 41,367 219,450 32,091 6,590 299,498
Total 808,740 1,260,247 185,286 30,911 2,285,184

Average Annual Emigration from the United Kingdom for the last twenty five years: 91,407

The emigration of the present year bids fair to exceed even the unprecedentedly large emigration of 1849. This human stream flows principally through the ports of London and Liverpool; as there is but little direct emigration from Scotland or Ireland. In the year 1849, out of the total number of 299,498 emigrants, more than one-half, or 153,902 left from the port of Liverpool. We learn from a statement in a Liverpool newspaper, that in the months of January, February, March and April of the present year, the total emigration was 50,683 persons; and as these four months include two of the least busy months of the year, it is probable that the numbers during the months of May, June, July and August, the full emigrational season, will be much more considerable, and that the emigration for the year will exceed that for 1849. Her Majesty's Colonial Land and Emigration Commissioners publish in the spring of every year a useful little pamphlet, entitled the "Colonisation Circular", which contains the names and duties of the Emigration offices in the ports of The United Kingdom and in the Colonies-- the cost of passage to the various colonies-- a statement of the demand for labour-- the rate of wages, and the price of provisions in each colony-- an explanation of the mode of disposal of Crown lands-- the privileges granted to naval and military settlers-- the victualling scale on board ships-an abstract of the Passengers Act, and other valuable particulars. The Government however, gives no information relative to the United States-- so that its admirable little circular is of comparatively little service to at least one-half of the great crowds of emigrants.

The majority of emigrants take a steerage passage, and go out at the cheapest rate. Out of the 153,902 mentioned above as having left the port of Liverpool in 1849, the number of first and second cabin passengers was only 4639. The information likely to be most valuable to the great bulk of the emigrants is, therefore, that relative to the demand for their labour in the United States and the British Colonies. We shall, accordingly, extract from the Government Circular a good deal of the official information bearing upon this point, premising, i nthe case of each colony, a few practical hints and observations as to their characteristics and capabilities as emigration fields:--



We now proceed to detail the process of emigration, beginning with the arrival of the emigrants at Liverpool, the great port of intercourse with the United States. The first care of the emigrants, if their passage have not previously been paid for them by their kind friends in New York, is to pay their passage-money, and make the best bargain they can with the passenger-brokers. The competition in this trade is very great, and fares, accordingly, vary from day to day, and even from hour to hour, being sometimes as high as £5 per passenger in the steerage, and sometimes as low as £3 10s.

All persons contracting to convey passengers to North America are required to take out a license; and, under the new act, have also to give bonds by themselves and two sureties to the colonial land and Emigration Commissioners, to the amount of £200. There are at present twenty-one licensed passenger-brokers in Liverpool. The following list appears in the Liverpool Journal:-- George Percival, representing the house of Messrs. Harden and Co.; Wilson, representing Messrs. Pilkington and Wilson, 55 Waterloo-road; Daniel P. Mitchell, representing Messrs. Train and Co.; Josiah Thompson, representing Messrs. Grimshaw and Co.; 11, Goreepiazzas; J. T. Crook, 2, Tower-chambers, Old Churchyard, and 115, Waterloo-road; George Saul, 36, Waterloo-road; J. W. Shaw, 90, Waterloo-road; Robert Dunn, 1, Cook-street; Orson Pratt, 15, Wilton-street; Thomas Elliott, 11, Waterloo-road; W. Robinson, 48, Waterloo-road; William Tapscott, Regent-road; Frederick Sabell, 28, Moorfields; Eleazar Jones, 25, Union-street; G. C. Beckett, 116, Waterloo-road; J. S. Holmes, 120, Waterloo-road; D. O'Donovan, 117, Waterloo-road; Edward Matthew Norris, 6, Regent-road; William Russel Grace, 120, Waterloo-road; Thomas Lockhart, 192, Great Howard-street; Williame Maume, 6, Regent-road; and Michael M'Connell, 47, Union-street.

Amongst these twenty-one, says the Liverpool Journal, are the names of parties well known in Liverpool, of high honour and strict integrity; but, on the other hand, it must be confessed that there are some to whom this character will not apply; and Lieut. Hodder, the Government Emigration Agent, whose duty it is to see the poor emigrant protected, and the act carried out, is, with his officers, kept in a state of constant combativeness. If a summons be taken out, the chances are ten to one that the poor people whom it was intended to victimise are treated with; and, to save the exposure which would otherwise result, the case is compromised at any price. The magistrates may, for any irregularity or delinquency, withdraw a licence-- a power sometimes exercised; but no cases are yet on record of the forfeiture of a bond.

The walls of Liverpool are thoroughly placarded with the notices of the days of sailing of the various packets, for which many firms act as passenger-brokers, and set forth in large letters the excellent qualities of such well known and favourite packets as the Yorkshire, the New World, the Isaac Webb, the West Point, the Constitution, the Isaac Wright, the London, the Star of the West, the Queen of the West, and scores of others. The average number of steerage passengers that can be accommodated in these fine vessels (which are mostly owned in New York) is 400; but some of them, such as the Isaac Webb, can comfortably make room for double that number.

After the emigrant has chosen the ship by which he will sail, and perhaps run the gauntlet through scores of designing and unscrupulous "man-catchers"-- a class of persons who get a commission from the passenger-brokers for each emigrant that they bring to the office-- his next duty is to present himself at the




By the terms of the New Passenger Act, 12 & 13 Vict., c.33, no passenger-ship is allowed to proceed until a medical practitioner appointed by the emigration office of the port shall have inspected the medicine-chest and passengers, and certified that the medicines etc are sufficient, and that the passengers are free from contagious disease. The master, owner, or charterer of the ship is bound to pay the medical inspector the sum of £1 sterling for every 100 persons thus inspected. When the emigrant and his family have undergone this process, their passage-ticket is stamped, and they have nothing further to do, until they go on board, but to make their own private arrangements and provide themselves with outfits, or with such articles of luxury or necessity as they may desire over and above the ships allowance.

All persons who may be discovered to be affected with any infectious disease, either at the original port of embarkation or at any port in the United Kingdom into which the vessel may subsequently put, are to be re-landed, with those members of their families, if any, who may be dependent upon them, or unwilling to be separated from them, together with their clothes and effects. Passengers re-landed are entitled to receive back their passage-money, which may be recovered from the party to whom it was paid, or from the owner, charterer, or master of the ship, by summary process, before two or more justices of the peace.





The scene in the Waterloo dock, at Liverpool, where all the American sailing packets are stationed, is at all times a very busy one; but, on the morning of the departure of a large ship, with a full complement of emigrants, it is peculiarly exciting and interesting. The passengers have undergone inspection, and many of them have taken up their quarters on board for twenty-four hours previously, as they are entitled to do by terms of the act of Parliament. Many of them bring, in addition to the boxes and trunks containing their worldly wealth, considerable quantities of provisions, although it must be confessed that the scale fixed by the Government to be supplied to them by the ship is sufficiently liberal to keep in health and comfort all among them, who, in their ordinary course of life, were not accustomed to animal food. The following is the scale, in addition to any provisions which the passengers may themselves bring:--

3 quarts of water daily.
2 and 1/2 lb of Bread or biscuit (not inferior to navy biscuit)
1 lb wheaten Flour
5 lb oatmeal
2 lb rice
2 oz tea
1/2 lb sugar
1/2 lb molasses
}Per week. To be issued in advance,
}and not less often than twice a week.

5 lb. of good potatoes may, at the option of the master, be substituted for 1 lb. of oatmeal or rice; and in ships sailing from Liverpool, or from Irish of Scottish ports, oatmeal may be substituted, in equal quantities, for the whole or any part of the issues of rice.

Vessels carrying as many as 100 passengers must be provided with a seafaring person to act as passenger's cook, and also with a proper cooking apparatus. A convenient place must be set apart on deck for cooking, and a proper supply of fuel shipped for the voyage. The whole to be subject to the approval of the emigration officer.




The scenes that occur between decks on the day before the sailing of a packet, and during the time that a ship may be unavoidably detained in dock, are not generally of a character to impress the spectator with the idea of any great or overwhelming grief on the part of the emigrants at leaving the old country. On the contrary, all is bustle, excitement, and merriment. The scene of a party of emigrants, male and female, dancing between decks-- to the music of the violin-- played for their amusement, by some of their fellow-passengers, is not a rare one. Sometimes a passenger is skilful upon the Irish bagpipe, and his services are freely asked and freely given for the gratification of his countrymen and countrywomen-not simply while in dock, but, according to the reports of captains and others, during the whole voyage. Any person who can play the violin-- the flute-- the pipe, or any other instrument, becomes of interest and importance to the passengers, and is kept in constant requisition for their amusement. The youngest child and the oldest man in the ship are alike interested; and grey headed men and women are frequently to be seen dancing with as much delight, if not with as much vigour, as if Seventeen, not Seventy, was the number that would most nearly express their age.



But, as the hour of departure draws nigh, the music ceases. Too many fresh arrivals take place every moment, and the docks become too much encumbered with luggage to admit of the amusement. Although notice of the day and hour of departure may have been given for weeks previously, there are a large class of persons-- not confined to emigrants it may be observed en passant-- who never will be punctual, and who seem to make it a point of duty and conscience to postpone everything to the last moment, and to enjoy the excitement of being within a few minutes or even moments of losing their passage. These may be seen arriving in flushed and panting detachments, driving donkey-carts laden with their worldly stores, to the gangway, at the ship's side. It often happens that the gangway has been removed before their arrival, in which case their only chance is to wait until the ship reaches the dock-gate, when their boxes, bails, barrels and bundles are actually pitched into the ship, and men, and women, and children have to scramble up among the rigging, amid a screaming, a swearing, and a shouting perfectly alarming to listen to. Not infrequently a box or barrel falls overboard, and sometimes a man or a woman suffers the same fate, but is speedily re-saved by men in a small boat, that follows in the wake of this ship for the purpose, until she have finally cleared the dock.




There are usually a large number of spectators at the dock-gates to witness the final departure of the noble ship, with its large freight of human beings. It is an interesting and impressive sight; and the most callous and indifferent can scarcely fail, at such a moment, to form cordial wishes for the pleasant voyage and safe arrival of the emigrants, and for their future prosperity in their new home. As the ship is towed out, hats are raised, handkerchiefs are waved, and a loud and long-continued shout of farewell is raised from the shore, and cordially responded to from the ship. It is then, if at any time, that the eyes of the emigrants begin to moisten with regret at the thought that they are looking for the last time at the old country-- that country which, although, in all probability, associated principally with the remembrance of sorrow and suffering, of semi-starvation, and a constant battle for the merest crust necessary to support existence is, nevertheless, the country of their fathers, the country of their childhood, and consecrated to their hearts by many a token. The last look, if known to be the last, is always sorrowful, and refuses, in most instances, to see the wrong and the suffering, the error and the misery, which may have impelled the one who takes it, to venture from the old into the new, from the tried to the untried path, and to recommence existence under new auspices, and with new and totally different prospects.


"Farewell, England! Blessings on thee--
Stern and niggard as thou art.
Harshly, mother, thou hast used me,
And my bread thou hast refused me:
But 'tis agony to part:"

-is doubtless the feeling uppermost in the mind of many thousands of the poorer class of English emigrants at the moment when the cheers of the spectators and of their friends on shore proclaim the instant of departure from the land of their birth. Even in the case of the Irish emigrants, a similar feeling-though possibly less intense-can scarcely fail to be excited. Little time, however, is left to them to indulge in these reflections. The ship is generally towed by a steam-tug five or ten miles down the Mersey; and during the time occupied in traversing these ten miles, two very important ceremonies have to be gone through: the first is "the Search for Stowaways;" and the second is the "Roll-call of the Passengers."




The practice of "stowing away," or hiding about a vessel until after the passage tickets have been collected, in order to procure, by this fraudulent means, a free passage across the Atlantic, is stated to be very common to ships leaving London and Liverpool for the United States. The "stowaways" are sometimes brought onboard concealed in trunks or chests, with air-holes to prevent suffocation. Sometimes they are brought in barrels, packed up to their chins in salt, or biscuits, or other provisions, to the imminent hazard of their lives. At other times they take the chance of hiding about the ship, under the bedding, amid the confused luggage of other passengers, and in all sorts of dark nooks and corners between decks. Hence, it becoming expedient to make a thorough search of the vessel before the steam-tug has left her, in order that, if any of these unhappy intruders be discovered, they may be taken back to port and brought before the Magistrate, to be punished for the fraud which they have attempted. As many as a dozen stowaways have sometimes been discovered in one ship; and cases have occurred, though not frequently, of men, women, and young boys, having been taken dead out of the barrels or chests in which they had concealed themselves, to avoid payment of £3 or £4 passage money. When the ship is fairly out, the search for stowaways is ordered. All the passengers are summoned upon the Quarter-Deck, and there detained until the search has been completed in every part of the ship. The Captain, Mate, or other Officer, attended by the clerk of the passenger broker, and as many of the crew as may be necessary for the purpose, then proceed below, bearing masked lanterns or candles, and armed with long poles, hammers, chisels, etc, that they may break open suspicious looking chests and barrels. Occasionally, the pole is said to be tipped with a sharp nail, to aid the process of discovery in dark nooks; and sometimes the man armed with the hammer hammers the bed-clothes, in order that if there be a concealed head underneath, the owner may make the fact known, and thus avoid a repetition of the blows. If a stowaway be concealed in a barrel, it is to be presumed that he has been placed with his head uppermost, and the searchers, upon this hint, whenever they have a suspicion, deliberately proceed to turn the barrel bottom upwards-- a process which never fails, after a short time, if the suspicion be well founded, to elicit an unmistakable cry for release. Although this search is invariably made with the upmost care, it is not always effectual in discovering the delinquent; and instances have occurred in which no less than eight, ten, or even a larger number, including both men and women, have made their appearance after the vessel has been two or three days at sea. Some captains used to make it a rule to behave with great severity, if not cruelty, to these unfortunates; and instances are related of their having caused them to be tarred and feathered, or to walk the decks through the cold nights with nothing on but their shirts: but this inhumanity does not now appear to be practised. As there is a great deal of dirty work that must be done on ship-board, the stowaways are pressed into that service, and compelled to make themselves useful, if not agreeable. They are forced, in fact, to work their passage out, and the most unpleasant jobs are imposed upon them. After the search for them in every corner of the ship, the next ceremony, that of the



is commenced. This is one that occupies a considerable space of time, especially in a large ship, containing seven or eight hundred emigrants. The passengers-those in the state cabin excepted-being all assembled upon the Quarter-Deck, the clerk of the passenger-broker, accompanied by the ship's surgeon, and aided in the preservation of order by the crew, proceeds to call for the tickets. The clerk, or man in authority, usually stands upon the rail, or other convenient elevation on the Quarter-Deck, so that he may be enabled to see over the heads of the whole assemblage-- usually a very motley one-- comprising people of all ages, from seven weeks to seventy years. A double-purpose is answered by the roll-call-- the verification of the passenger-list, and the medical inspection of the emigrants, on behalf of the captain and owners. The previous inspection on the part of the governor was to prevent the risk of contagious disease on board. The inspection on the part of the owners is for a different object.



The ship has to pay a poll-tax of one dollar and a half per passenger to the State of New York; and if any of the poor emigrants are helpless and deformed persons, the owners are fined in the sum of seventy five dollars for bringing them, and are compelled to enter in a bond to the city of New York that they will not become a burden on the public. To obviate this risk, the medical officer of the ship passes them under inspection; and if there be a pauper cripple among the number who cannot give security that he has friends in America to take charge of him of arrival, and provide for him afterwards, the captain may refuse to take him.

The business of verification and inspection generally occupies from two to four hours, according to the number of emigrants on board; and, during its progress, some noteworthy incidents occasionally arise. Sometimes an Irishman, with a wife and eight or ten children, who may have only paid a deposit of his passage-money, attempts to evade the payment of the balance, by pleading that he has not a farthing left in the world; and trusting that the ship will rather take him out to New York for the sum already paid, than incur the trouble of putting him on shore again with his family. Sometimes a woman may have included in her passage-ticket an infant at the breast, and may be seen, when her name is called, panting under the weight of a boy of eight or nine years of age, whom she is holding to her bosom as if he were really a suckling. Sometimes a youth of nineteen, strong and big as a man, has been entered as under twelve, in order to get across to America for half the fare of an adult; and sometimes a whole family are without any tickets, and have come on board in the hope that, amid the confusion which they imagine will be attendant upon the congregation of so many hundred people on a ship, they may manage to evade notice, and slip down unperceived amid those whose documents are found en règle. These cases, as they occur, are placed on one side; and those who have duly paid their passage money, and produced their tickets, are allowed to pass down and take possession of their berths. Those who have not paid, either in whole or in part, and are either unable or unwilling to satisfy the claim against them, are then transferred on board the tug, with bag and baggage, to be reconveyed to port. Those who have money, and have attempted a fraud, generally contrive, after many lamentations about their extreme poverty, to produce the necessary funds, which, in the shape of golden sovereigns are not unfrequently found to be safely stitched amid the rags of petticoats, coats, and unmentionable garments. Those who have really no money, and who cannot manage to appeal to the sympathy of the crowd for a small subscription to help them to the New World, must resign themselves to their fate, and remain in the poverty from which they seek to free themselves, until they are able to raise the small sum necessary for their emancipation. The stowaways, if any, are ordered to be taken before the magistrates; and all strangers and interlopers being safely placed in the tug, the emigrant ship is left to herself. May all prosperity attend her living freight!


"Far away-- oh far away--
We seek a world o'er the ocean spray!
We seek a land across the sea,
Where bread is plenty and men are free,
The sails are set, the breezes swell--
England, our country, farewell! farewell!"