The Sun. — London, England, 1859-09-27 00:00:00

THE FATAL EXPLOSION AT LEWES. THE ADJOURNED INQUEST. LEWES, SEPT. 26. The jury re-assembled this morning, at 10 o'clock, at the County-hall, and Mr. Briggs again appeared to watch the proceedings on behalf of the Messrs. Cheale, the owners of the engine, and Mr. Hillman attended for the family of the deceased, Mr. Hilder. The evidence of identification of the several per sons killed, and the medical evidence as to the cause of death having been read over by the coro ner, Mr. F. H. Gell, he informed the jury that he had written to the Secretary of State for the as sistance of a Government civil engineer, but he de clined to send one, as being unusual. Mr. Isaiah Cheale was then sworn, and deposed, I am an agricultural implement maker, in partner shilp with my brother David. I remember the 21st of Sept. and I recollect seeing the engine in ques tion before it left our premises. It was sent to be exhibited with agricultural implements. I examined it on my own premises, and saw that it was in pro per working condition, and I superintended the fill ing of it with water. There was no defect in it that I saw. Mr. Verrall lent me his team to draw it to the fair field, and one of my men accompanied it, but Ido not know which one. I saw no more of it until after the accident. The Coroner—Did you notice the valve ? Witness—l worked it about five weeks ago at the highest amount of pressure that it could be screwed down to. It was screwed down to five points. Did you make the engine P—No. I bought it 12 months ago, the 16th of last October, at Heaver Castle, in Kent. It had been out about four years, and the makers of it were Messrs. Hensman and Son, of Woburn, Bedfordshire. I have worked it twice. The certificate was here put in. It was to the effect that it had been tested with the hydraulic pump to 80 pounds pressure to the square inch. Coroner—Since you have had it back have you worked it ?—I should think it has sot done a day's work - altogether. I put the working pieces to gether, and about a month after I tried it with Mr. Verrall with a small threshing machine. At what pressure P—The steam threw off at 451 b pressure. Witness here explained that the safety-valve had been altered by the workmen at the railway. When the engine first came into his possession the safety valve was capable of being screwed down to 701 b. on the square inch, but when it returned from Brighton station it was made so as not to screw down beyond 45. Witness was then examined as to his knowledge of the deceased driver, John Gold, and said he had worked for him off and on for 20 years. He was ac customed to work as a fitter and turner in his shop. He was a general handyman—could do anything he was put to. It was six years since witness be gan to use steam engines, and Gold was first sent as a feeder to the machines, and to take turns with the driver to learn to work it himself. He became very competent, and was sent out subsequently to •-- instruct others. Two years ago he took the charge of two engines—ole fixed and the other portable— for a gentleman named Weekes, of Bolney. Foreman—Are you aware that an engine made by these same people burst some time ago at East Grinstead ? Yes. The principle of the engine was essentially the same, but there was a slight diffe rence in its arrangements. That fractured, as far as I can recollect, in much the same place. I was not aware, previous to the accident, that this angle iron was of inefficient quality. Can you give any idea of the cause of accident ? I cannot ; I have studied it, and found steam was blowing off, and that but little fuel had been used. Mr. David Cheale, the brother of the last witness, deposed—On the morning of the 21st inst. I went to the sheep fair about 11 o'clock. I did not accom pany the engine, neither did I examine it before it went. I saw the engine on the ground, before the explosion took place. No one was with it at that time. The smoke-box was towards the Offham road, and it was covered up with a large sail cloth, standing within 30 or 40 feet of some sheep wattles, with a cart between the wattles and the engine. The engine was not removed from that position before the explosion. From half-past 11 until 20 minutes to 12 o'clock I assisted Gold in uncovering it, and Gold got on the top of the en gine and put the chimney up, put the strap on the " governor balls," oiled the " bearings," and then got down and lighted his fire, but he did not make a large one. I then left the engine under his sole control, and returned in about a quarter of an hour, and he was still with it, and alone. I left again, and returned in another quarter of an hour (about half-past 12), and then asked him how soon he would be ready to drive the chaff-cutter ? He said he had not sufficient steam then. I was standing by the chaff-cutter, and Gold lifted the safety-valve and walked further round the engine, and turned the tap. I remained in my position at the chaff cutter, and in about 10 minutes after he had turned the tap the explosion took place. I saw him go round the engine towards the water pan, but could not see if he did anything to it. While I was standing by, and just before the explosion, I asked him again if he had sufficient steam, and he said the fuel was damp, and he had had a short fire, but should be ready in 10 or 12 minutes. I saw no more of him till I saw him dead. In reply to questions from the foreman of the jury, witness added to his former evidence, that at the same time Gold lifted the safety valve he tried to turn the wheel, to show that he had not sufficient steam to drive with. The steam never was up to 45. Wm. Brown, a labourer, deposed that be was at the sheep fair, and was employed by Mr. D. Cheale to remove some turf, to let the wheels of the engine into the ground. While so engaged the engine blew up. He saw no cause for the explosion ; and the last he saw of the deceased Gold was when he went round the other side of the engine, and he then had an iron bar in his hand. Witness, who was bandaged about the head, and whose face seemed sore from severe scalds, stated that ho received the injuries by the explosion. At the request of Mr. Briggs witness was asked to explain what he saw done with the supply pipe, and he stated that deceased had screwed it on to the pump, and took it off the engine ready to put the end into the pan. Mr. Wm. Grantham, a gentleman studying the law, deposed that he was at the fair on the day in question, and just as he was about leaving the field, coming up the southern side of it, he caught sight of some friends standing near the engine, and that directed his attention to it. Walking up towards them, he casually glanced his eyes over the engine and about it, just to see what condition it was in, as he had taken an interest in agricultural steam engines, and he saw a person, whom he considered to be the driver, come away from the end and go to the side. The man took off, from among the rods, the feed-pipe; and lie (witness) took no more notice of it, as he imagined that the man was preparing to supply the engine. Passing on to his friends, witness saw a man digging a hole, apparently with the intention of making the engine stand level. Two of his friends walked away, and witness was about to leave with another, when he felt a blow on the back part of the head, and was instantly enveloped in steam, and felt himself blown down and forward at the same time. He scarcely heard any noise, and thought it was some slight escape of steam, and that he was the only person in it. On the steam disappearing he looked round to see what had occurred, when he saw a lad in a straight line with the engine leaning against some sheep wattles and bleeding from thr lace. He then looked round and saw what appeared to be like men lying toge ther dead, and on looking to where the engine had stood he discovered the engine was gone, and was lying about 40 yards from where it originally stood, Before the explosion took place he saw some men draw the engine into a hole. Superintendent Jenner was then examined as to the position in which the bodies of the several de ceased were found, and also as to the position of the engine after the explosion. He was, within 20 yards of the present site of the engine when he heard a loud, smothered report, and on lookin. , round be saw the engine in the air ac id in motion towards him On going - to the spot where it fell he noticed two men—Lamport and Upton—near the e ngine. They wer e they d i ed of them dead at that y mo ment, but in three or four minutes after. His attention was called then to two other men just above them, and there he found Gold and Mr. Hilder. Gold was dead, the other was not, but he died in about 10 minutes after. He els° found a lad named Woodhall leaning against the hurdles, and as he was bleeding asked him if he was hurt, and the bo y said Not much." The boy was taken to a booth , and cotnplaininr,r of cold t w o policemen took off their coats, which they laid, one under, and the other over him, and he was rem ove d to the Elephant and Castle. (The boy has since died, and also a man named Cox, who was taken to the County llospital.) Mr. James Jackson, steam-engine builder, o f Brighton, deposed,—l was present at the fair, and saw the engine before the explosion and afterwards. I saw it before the fire was lighted, but noticed no thing particular in it. Coroner--Did you examine the engine after the explosion ?—Yes, sir, in about five minutes after. Can you describe it P—lt was lying on its side, with the outside shell casing of the fire-box blown out and the wheels blown off. I went to Where the engine previously stood, and there saw the using of the fire-box end now produced. After examining this I and my brother went and found the safety-valve. It was quite loose then ; but as we- found it on the coals, it is most likely some one had found it before. It was quite free from eorrosion. Mr. Hillman—Supposing that boiler had stood hydraulic pressure of 801 b. to the square inch, how much steam pressure, in your opinion, could it stand P—lf I knew it was not properly stayed I should not like to put 501 b upon it. What, in your opinion, was the cause of the acci dent P.—The boiler not being properly stayed. I find no fault with the iron. The jury then adjourned (at six o'clock) till to morrow afternoon at five o'clock. VRECK REGISTER AND CHART FOR 1858. (Front the Journal of the National Lifeboat Institution.) In accordance with our custom for some years past, we present some facts connected with the " Wreck Register and Chart," prepared annually , by the Board of Trade for presentation to Parlia ment. It is, as usual, a carefully-arranged document, prepared from official and reliable authorities. At the outset it is satisfactsry to find that 1,555 lives were rescued in 1858 by life-boats, other boats, and ships, and by the rocket and mortar apparatus, and that out of 1,895 lives in actual peril from ship wreck, 340 only were lost. This number is still too large, and it must not be forgotten that the average number of lives lost during the past seven years, including the number in 1858, is 745. --We believe we are correct in stating that even now, before the winter has commenced, the loss of life from shipwrecks on the coasts and in the seas of the United Kingdom this very year (1859) has al ready reached the average number. It is, therefore, quite evident that the strenuous efforts which are now being made by the National Lifeboat Institu tion in this good work must not be allowed, on any consideration, to relax, for the stormy elements and the carelessness of man can only be counteracted by the best preparations and calculations. The following statement shows clearly the num ber and character of the shipwrecks that have oc curred in the seas and on the coasts of the British Isles during the past seven years : Wrecks and Total Total Lives Casualties in Wreck. Collisions. Wrecks. Lost. 1852 .. 958 .. 57 .. 1,015 1853 .. 759 .. 7 3 .. 832 .. 68 9 1854 .. 893 .. 94 .. 987 .. 1,54 9 1855 .. 894 .. 247 .. 1,141 .. 469 1856 .. 837 .. 316 .. 1,153 .. 521 1857 .. 866 .. 277 .. 1,143 .. 532 1858 .. 869 .. 301 .. 1,170 .. 340 Total .. 6,076 1,265 7,441 5,020 What a frightful catalogue does this aggregate loss of life and of ships present. , How such cala mities have been tolerated for so many years in a civilised country , without any serious attempt at a systematic remedy, it is not easy to comprehend. With regard to the means of saving life from wreck, it is consolatory to learn that human skill and ingenuity bid fair, if properly supported, to very greatly reduce the number of lives lost fro m these catastrophes. The " Register" tells us that there are now 149 lifeboats on the coast, 82 of which are under the management of the National Life boat Institution, and 67 belong to local authorities. Each boat of that institution has a paid coaxswain and a volunteer crews attached to her, who are promptly paid after they have been afloat in the boats. We fear that few of the lifeboats of local authorities are equally well attended to. We also observe that there are 216 mortar and rocket stations on the coast. These are chiefly un der the control of the Board of Trade, and worked by the Coast-guard. We find that the result of these combined and active exertions during the past year in saving life is thus succinctly given : Persons. By lifeboats 206 By luggers, coast-guard boats, small craft, and ships' own boats 719 By ships and steam vessels From shore by ropes, rockets, mortar apparatus, &c 2lO Individual exertions of a meritorious character Total 1,5& With reference to these results it should be ob served that the services of a lifeboat are seldom or never called into requisition except in very boiste rous weather, when ordinary boats could not safely be made use of. Hence it is, that so large a num ber of lives are rescued by shore boats and other craft, mostly in moderate weather, which are always then found in large numbers on the water. We feel persuaded that in future years the services of lifeboats will prove still more conspicuously effective. It may be hoped that the proposed new harbours of refuge will do much to lessen the number of these disasters ; but such extensive works must necessarily be far apart, while a lifeboat establish ment can be formed almost on any part of the coast, and is sure to find the support of active and intrepid seamen. The only real impediment to the multiplication of these works of mercy is money, and without that the National Lifeboat Institution cannot possibly carry out extensively its truly be nevolent work. There seems, indeed, hardly any limit to the reduction which may be accomplished in these annual disasters, by the exercise of vigi lance beforehand on the part of those most deeply interested, and the provision of ready succour at all times. An analysis of the tonnage of the wrecks on our shores during the past year is thus given : Vessels. Vessels under 50 tons 199 51 and under 100 „ .. 3.52 101 9) 300 If 301 „ 600 „ 601 )9 900 91 ... 23 901 , 1,200 „ 1,200 and upwards Total 1,170 The exact site of each disaster is given in the " Register;" and to prevent Vie possibility of error on this point, the " WI-Eck Chart" which accompa nies it, a copy of which we publish, clearly and dis tinctly points out the locality of the wreck. What a tale of woe and misery does this grim chart bring to light! Who can think of it without feeling a desire, by every means in his power, to lessen the causes of those black dots on it ? The following is the summary : Vessels. East Coast—Dungeness to Pentland Frith 514 West Coast—Land's End to Greenock 3O South Coast—Land's End to Dungeness B9 Irish Coast l6B Scilly Islands l4 Lundy Island l5 Isle of Man 6 Northern Isles, Orkney, &c., &c .. 60 Total 1,170 On the coast of Scotland there is a sad want of lifeboats. It is along this coast a large portion of our trade with the Baltic, Greenland, Archangel, Davis' Straits, and much of that of the Canadian and United States trade is carried on. In addition to this traffic the Scotch coast is remarkable f,r its great herring fishery. Peterhead has its 250 fishing boat; Fraserburgh and Buckie, more than 400 sail ; while further north, off the coast of Caith ness, more than 1,200 fishing boats, manned by 6,000 persons, nightly pursue their calling dur ing the season, exposed to the proverbial sud denness of a north-east gale. About two years ago, during a fearful gale of wind, of a fleet of such boats five were lost, from which 42 men were drowned, leaving 27 widows and 79 orphans un provided for. Since then calamities to Scotch fi,hermen nearly equal in magnitude have occurred. Within the last two or three months the National Lifeboat Institution-has made an urgent appeal to the Scotch people generally for assistance to sta tion additional lifeboats on their coast ; but we la ment to say that appeal has met with little re sponse from them. The number of casualties in each month of 1858 is thus given in the register for that year. Vessels. January 124 February March _ 148 April May June July Auguat September 9l ,ey. October November December Total Representing 205,243 tons, and employing 8,979 hands, of whom 340 perished. The cargoes of these wrecks are thus defined : Vessels. In ballast, not colliers Coal, laden 377 . Colliers in ballast 4l Cotton , Fishing smacks Fish or oil lB Grain or provisions Gmeral cargo Iron and other ores Manure and '- elp lB Passengers Potatoes or fruit Salt Sugar, coffee, spices, tea, molasses Stone, slatP, lime, or bricks Timber or ba r k Various, or u n k nown 36 otal T It is supposed that this aggregate loss l7o of ships and cargoes represents at least £1,506,000. Un questionably the first step towards checking this truly distressing waste of life and property is to institute immediate inquiry as to the cause of loss in every case of shipwreck. we are glad to find that this step is in numerous instanc_s now prose cuted with much adyantage by the Board of Trade, and we augur still very beneficial results to arise therefrom. We further find that 172 vessels were lost from THE SUN, LONDON , TUESDAY EVENING, SEPTEMBER 27, 1859. THE THAMES STEAM-PACKET COMPANIES. (From the Steam Shipping Chronicle.) To the tens of thousands of persons who, from day to day, watch the busy steamvessels which ply up and down the Thames, it may be a matter of surprise to know that scarcely a quarter of a cen tury ago there was no means of communication whatever, as far as river navigation is concerned, between the City and any of the numerous towns and villages which line the banks of the Thames. The General Steam Navigation Company (the only company that has stood firm against the inluences which have plunged so many of its compeers into ruin) was then in its infancy, and Ramsgate was then, we believe, the town nearest to London to which its vessels plied. The science of steam was literally in its infancy ; the cost of building a steam vssel, and of manufacturing its engines, was extra vagantly high ; coals were dear ; engines liable to, constant " tweaks down ;" and a rate of speed of five or six miles an hour against the tide was deemed a triumph. Passengers, of course, were comparatively few, and even the few who wished to travel wero deterred from carrying their wishes into effect by the high rates charged for conveyance. At that time the fare to Margate—which is at present 4s. 6d., and has been considerably lower—was 15s. ; and at a later period the fares to Woolwich were 9d. and ls., and those to GI ayes( nd 2s 6d. and 3s. As the 'demand for travelling increased, various joint stock companies were formed for the purpose of meeting the requirements of the public; and al though many of these companies for years paid good dividends, their property ultimately became depreciated, and they ceased to exist. Amor gst these may be enumerated the Commercial Steam packet Company, started chiefly by licensed vic tuallers as a rival to the General Steam Navigation Company ; the Margate Steam-packet Company; the Herne Bay and Margate Company, the Star and the Diamond Gravesend Steam-packet Com- panics, the Old and New Greenwich Steam-packet Companies, not to mention a host of private steam speculators, the most noteworthy of whom was Mr. Napier, of Millwall, whose boats, the Eclipse, Isle of Thanet, and Fawn, ran for some years between Dover and London. It may be interesting to trace the causes Which led to the decay of these companies, and to the con sequent sacrifice of interests involving hundreds of thousands of pounds. Reckless mismanagement no doubt existed in some cases, but the two dominant evils were the employment of vessels of a larger size than was necessary for the trade, and the too exact deference paid to the wishes of a few inha bitants of remote localities by running boats for their convenience during the winter season. he former of these causes entailed permanently a Larger cost for coals, crew, &c., than was necessary, whilst it also added a larger sum to the capital upon which a dividend had to be paid. Tempted by the fact that on some specially fine days in the height of the season the boats were crowded by passengers, the directors provided vessels not to meet the general average of the season, but those exceptional cases which only occurred once or twice in the course of the year. The result was that the first cost of the vessel was at least fifty per cent. more than it ought to have been, and the working expenses of the engines afterwards were quite as much in excess. A larger crew had also to be en gaged, which was another important addition to the expenses. If we take the item of coals alone, we shall see how great is the saving effected by the use of boats of smaller power and tonnage. The consumption of coals in one of the Diamond funnel steam packets, p ying between Gravesend and Hun gerford, and making one passage to and from Lon don daily, is less than 3 tons, say 21 tons, whilst the boats of the Star or Diamond Packets consumed at least five tons, and some of the larger boats six, and even seven tons. The passage by both steamers occupied about the same length of time, and on every six days out of seven the smaller boats were quite adequate to the number of persons de sirous of travelling. Estimating the cost of coal at 18s. a ton (a price which it sometimes reaches), here is a saving of at least 24 tons rer diem, or £2 ss. per diem, or of little less than £BOO per an num, if the vessels should run, as used to be the case, throughout the year. The first cost of one of the vessels now plying to Gravesend is about £3,500, whilst the cost of one of the boats of the old school ranged between £5,500 and £B,OOO, so that the itiviur , ° in the first cost of construction averaged at least, £3,000. Estimating the interest and depreci . :gum at 15 per cent. per annum on this sum, we have a saving of £450 per annum, which, added to the £BOO already referred to for coals, and an addi tional £l5O for crew, &c., shows a total of £1,400 per annum on the cost of working a single boat. Against this has to be set the extra earnings of the larger boats on a few fine Sundays and holidays, which certainly would not realise more than £4OO or £5OO per annum. Still more important as a cause of ruin to the older companies was the practice of running boats during the winter season, when casualties were numerous and passengers were few. The total earnings of one of these boats during the winter season would not cover the cost of the coals burnt on the pas sage, leaving the company heavy losers by every trip their vessels made. The winters, in fact, were to them what Pharaoh's lean kine were to his fat ones—they devoured the whole of the profits rained during summer days. So well is this now under stood that it is a principle with the executive of steamboat companies never to retain a boat upon a station a single week after the traffic has ceased to cover the working expenses; and towards the end of the season a single shower of rain, or a cold day with an easterly wind, is sufficient to "shut up" a Let, and to send it to winter quarters, where, if it earas no money, it at least wastes none. We must not suppose that the managers of the older companies were altogether ignorant of this fact, or of some at least of its baneful consequences; hut in their time there Were no railroads, and to withdraw the boats altogether in the winter season was to throw back the inhabitants of the districts to the primitive mode of travelling by coach—an .evil of a very serious character. Every attempt of this kind was followed by the threat on the part of the inhabitants of starting a rival company—a threat which would in many eases have been realised ,'is the public were then anxious to invest their money in steam-boat shares. The directors, moreover, were in many cases connected with the towns. to which their vessels ran, and did not like, by a per emptory mandate, to shut off the inhabitants from all communication with the metropolis. These causes were undoubtedly the principal in gredients in the ruin of the older steam-packet com panies ; but there were others which, though of subordinate importance, are not to be overlooked. One of these was the extravagant charge made for pier dues on land and so long ascompetinging companies embarking; the proprietors of the landing pi ers dictated their own existed, pssaen terms to the companies, because if one company re fused to accede to their demands, the other was always ready to step in and occupy the vacant lace . In the balance - sheet of a com p an y the item I) • • of pier dues formed a conspicuouS element, and usu illy ran up to one or two thousand pounds. w ; 1 1; c w h o , o v t e ls r e e r c s h o a u i r . g c e e d s o N t; h e :l i l t monopoly of the trade , and the ruinousl y low fares t w he ere con t s h p e an h y ig h h ad fa t r a which were charged when there was an opposition. The former operated as a prohibitory tax upon vo luetary travelling, the latter brought in heavy re turns but with still heaviers expenses. The golden 'mean of the lowest fares consistent with profit was never adopted ; and directors who charged pounds when their reign was omnipotent, descended to pence when it was disputed. We have already seen that the fare to Margate was at one time 155., but not many years afterwards, during a strong opposi tion, the charge to Ramsgate fell as low as ls., and it is said that some years before this, when there was a vigorous opposition to Sheerness, the steam boats not only carried passengers for nothing, but gave them a good dinner to boot! This may be a mere hyperbole, but it expresses the reckless folly which distinguishes public companies during periods of opposition. Nor in considering the causes of the downfall of steam packet companies must the competition re eently established by railways be forgotten. The Margate boatshave now to contend with the South- Eastern Railway on the one hand, and the 'lhames Haven line on the other. Gravesend possesses two railroads and Woolwich two ; and the superior speed and regularity of locomotive travelling render the railroad too potent a• rival to the " silent higliwsy." This fact renders it still more necessary for the river steam packets to confine - their trips to' fine weather, when pleasuresseekers predominate over these who travel for business purposes only. Esreri,mee h «supplied the directors of existing eomp cares with the wane of economising their res sources to a great extent. Formerly all their en gineeering and shipwright work, whether of con .st rue! ion or repair, was done by shipbuilders and engineers. As far as building was concerned, the expense was the subject of contract ; but as re- The companies finding this a seri ous t tf e a t. l ,2 l , l r i l ,i r t Lyaie ce s, nspecific agreement could besen it•in in their accounts, resolved to establish fac tories for themselves, with the view of executing the m epairs . of their own machinery. From repairs they proceeded to the manufacture of engines, and now' the majority of the companies execute their entire work, both of construction and repair. The General Steam Navigation Company has an exten sive factory at Deptford, where their boats are buiit and the engines made; the Waterman and W o olwich Steam-packet Companies have factories at Woolwich, where they employ a large number of shipwrights and engineers; and the Citizen stress of weather 58 from defects in • ships or • .equipments, including charts and compasses ; and 69 from various other causes more or less avoidable. We thus see that 127 vessels were absolutely lost in one year from causes which were clearly con trollable by man,and which were, we fear, the pro duct in some instances of his wilful negligence. It is not long ago that the master of a ship was tried and convicted at the Old Bailey for scuttling his vessel off the Downs. Who can tell how many more vessels have been thus wilfully destroyed, in addition to those which have been lost through gross and culpable neglect ? For it must be re membered that, in consequence of the almost uni versal custom of insurance, the shipowner has often no pecuniary interest in the safety of his vessel, and may even be benefited by her loss. It cannot be wondered at, therefore, if here and there an unprincipled man should lend himself to the commission of a fraud for his own advan tage. Every English vessel should be thoroughly examined before she leaves port, in order that it might be satisfactorily shown that she was sea worthy and well manned, and that means, both simple and efficacious, were on board for the rescue of the crew in the event of an accident. On this latter point it is much to be lamented that the law of the land does not afford that pro tection to its merchant seamen which they surely have a rightful claim to, by requiring all owners of vessels to provide the cheap and simple appliance of a life-belt for the use of each seaman in his em ploy, as by such provision alone undoubtedly many lives would be annually saved from our merchant , craft. We will illustrate this assertion by a case in point : " A few months ago a lifeboat of the Nationa. Life-boat Institution stationed at Walmer, pro ceeded off early in the morning to the rescue of a sloop's crew on the Goodwin Sands. The crew, three in number, were seen in the rigging ; but it was found impossible, from the violence of the sea and the rolling of the vessel, to approach her. As soon as the tide turned, causing the sea somewhat to subside, the life-boat was taken alongside ; but, at the moment of her being so, the vessel's mast went by the board, falling across the bow of the life-boat. One of the three men in the vessel's rig ging had before this been washed off and perished ; of the two who remained, one was , taken into the boat as the mast fell ; the other, the master of the vessel, was thrown into the water. One of the life-boat's crew, John Chadwick, immediately jumped overboard, swam to him, and succeeded in bringing him alongside the life-boat ; but on the crew grasping him, his clothes unfortunately tore away, and a sea dashing the boat away from him he unhappily perished. In the report of this case received by the Insti tution, it is remarked that had the unfortunate master been provided with one of the cork life-belts, such as were worn by the life-boat's crew, his life would probably not have been sacrificed. Indeed, the two other men previously washed front the rigging and drowned might possibly have been saved had they been provided with belts, as they might have been picked up by the life-boat, or by a Deal hugger which was near at the time. The life-boats of the National Life-boat Institu tion were manned last year by abort 3,000 persons on occasions of service and exercise. They were often afloat during the heaviest gales, and in the darkest nights; and it is satisfactory to be able to report that not a single life was lost from them on those occasions. This happy circumstance is prin cipally, no doubt, attributable to the safety of the boats themselves; but this immunity from fatal results has been owing in some instances to the excellent cork life-belts, one of which each man forming the boat's crew is required, by the rules of the society, to put on before he is allowed to step into her. Let the reader bear in mind that the average loss of life from wrecks on our coast during the past seven years is 745. It is not presumptuous to say that a very considerable proportion of this large number of our fellow-creatures have been sacrificed through the cupidity and carelessness of their employers. How many of these victims might this day, with God's blessing, be still the solace and support of their families, as well as useful and active members of a busy commercial community like ours, ' -if all had been done for them which justice and hu manity dictated. If the shipowner had discharged } his duty by ascertaining the soundness and tight -1 ness of his vessel, the fitness of her rigging, sails, anchoring g ear, &c., before committing her to the dangers of the sea. how much misery would often have been prevented ? Where in the hour of need and distress has been the sufficient number of the ship's life-boats—the means of safely lowering them—the life-buoys and the life-belts ? None are at hand ; and if found, they are too frequently found to be worse than useless, from want of repair and preparation. We confess that we eLvy not the feelings of the man who has realised immense wealth, but who has not in his day faithfully di s . 1 charged the important duties of an employer of la hour, and who, by his remissness, probably uncon sciously to himself, has consigned many a woman to be a widow and her children to be orphans. The best interests of our country, and the cause of hu manity, constrain us to speak thus openly and unre servedly on this important subject. Great difficulty is at present experienced in manning with able sea men her Majesty's ships. Now, in seven years. 5,220 valuable lives, or nearly 800 annually, mostly seamen, have perished from shipwrecks on our coast •, and that very large number would unques tionably have been nearly doubled had not strenu ous and brave exertions been made to rescue ship wrecked:persons. Whosoever therefore contributes, either by his individual services or in any other way, to this philanthropic work, is not only the friend of the cause of suffering humanity, but he also renders important services to his country. " The preservation of human life," it has been well observed by a contemporary, " has in all ages been considered - as an act deserving of the most enthu siastic need of gratitude. If he who makes an eat of corn to grow where it never grew before merits public applause, how much more deserving of praise is he who rescues a fellow-creature from a violent and an unprepared death. The highest and humblest are made widows and orphans by ruthless ship wreck. To-day it is the great admiral, is his proud war-ship, who goes down ' with twice five hundred men' into the ocean's bosom. To-morrow it is the poor woman, with her children round her, who on the desolated beach mourns for the embrowned face, the tarry hand, the manly heart that will reture no more ; for the night has been stormy. the smack was capsized, the fishermen are 'drowned." Ten thousand nine hundred and two persons nave been saved from shipwreck by lifeboats and other means since the establishment of the National Life boat Institution ; £28,061 have been expended by it on lifeboat establishments, and £11,651, besides gold and silver medals, for saving life have been voted. The committee of the Institution make, therefore, a confident appeal to the generosity of the public, on whose support the continued 'fficiency and extension of the society depend. Many nest lifeboats are yet needed on the coasts. The cost of several, recently placed, as well as of the carriages and boat-houses required for them, has in some cases been defrayed in full by charitable persons, admirers of the institution, or anxious to afford sub stantial testimony of their personal gratitude for rescue from shipwreck by means of lifeboats. Only the other day Lord Bury and hls fellow-passengers, returning in the Asia from the United States, pre sented £2l, the profits of an amateur magazine they had started to relieve the tedium of the voyage, to the National Lifeboat Institution. A prettier or more graceful thank-offering for a " good deliver ante" from ocean's perils could not well be con ceived. Only recently the journeymen sawyers anti boat-builders in the employ of Messrs. Forrest, of Limehouse, subscribed £3O for the same purpose. Equally as touching and appreciated was the gift to the society of ls. 6d. in stamps from a sailor's orphan. It only remains for us to appeal to the public at large for their continuous pecuniary sup port to ass institution at once noble, patriotic, and merciful in its design, and which is so constantly affording practical illustration of its useful charac er and successful working,. REMINISCENCES OF DANIEL WEBSTER.—The fol lowing conversation occurred at the dinner table where Mr. Webster for the first time met Colonel Preston, then 'a new Senator from South Carolina. "Colonel Preston," said the great Massachpsetts lawyer in his stateliest manner, " I am happy to greet you as a memberof the body to which it is my pride and honour to belong, bui 1 regret to see that Southern gentlemen so often stand aloof from me." Mr. Preston answered in polite and deferential terms, when the other continued :—" The truth is, I am far more a Southern than a Northern man, and I think that I should be treated hailfellow 'by all my Southern colleagues." " May I beg to know" said the other, `•the grounds upon which you make this claim ?" " Certrinly,' replied Mr. Webster. " In the first place, I ant very fond of a race 11)1'Se, :111(I believe the turf is a southern institution. Sec.eeliv, I have in my cellar a hundred dozen of the best wine, unpaid fr, and that I understand to be a trait of southern life. Ihjrdl), before daylight. 1 shall be under the table, and I stippse you are willing to admit this to be characteristic ~f southerners." " Enough," shouted the other, laug hir u n "you have vindicated your claim to be my compatriot " Some readers will recollect the exquisite 1114111'10r in which Mr. Webster used to relate the following : —One right, before railroads were built, he was forced to !unhake a journey by private conveyance from Baltimore to Wash ington.. The man who drove the waggon was such an ill-looking fellow, and told so many stories of robberies and murders, that before they had gone far Mr. Webster wits somewhat alarmed. At last the waggon stopped in the midst of a dense wood, when the man, turning suddenly round to his passengers, excl&inted fiercely, " Now, sir, tell rue who you are." Mr. Webster replied in a faltering voice, and ready to spring from the vehicle, " I am Daniel Web ster, member of Congress from Massachusetts." " What," rejoined the driver, grasping him warmly by the hand, "are you Webster? Thank God; thank G;(1. You are such an ugly chap that I took you for a highwayman."— , Toronto Globe. Company has its factory at Battersea. The boats turned out by these companies, and their engines, are inferior to none of those constructed by profes sional firms, either in strength, speed, or durability. These general remarks on the history of the Thames Steam Companies will serve as an intro duction to the history of the various individual companies whose fleets now traverse its waters. They will serve also to point out the rocks upon which their predecessors have struck and made shipwreck, and may prove a beacon to warn those who are tempted to follow their footsteps. IHE NAVY. The Snake, 4, screw gun-vessel, Commander H. Harvey, left Sheerness on Saturday last on a trial. trial trip of her machinery, under the superinten dence of Capt. Edward P. Halsted. The Snake averaged 9.9 knots with 107 revolutions. Sho wus under steam for six hours, and returned into 11-ar bcur. The following officers have taken up their commissions and appointments to her :—Commander H. Harvey, Lieut. W. H. Royse (late front the Valorous). Mr. John Wotton, paymaster (late of the Victory), promoted from assistant paymaster, for the Renard, 4, screw gun-vessel, has taken up his appointment and joined the Renard. Comman der J. 0. Goodenough (late of Calcutta) has also taken up his commission to the Renard, and has left Sheerness on Admiral's leave. The screw steam frigate Amphion, 36 guns, Capt. T. Cochrane, now at Sheerness, remains under sail ing orders. She has been inspected by the Com mander-in• Chief, Vice-Admiral of the Red Edward Harvey. Her crew have all received their bounties, and two months' wages have been advanced to them. The floating battery Trusty, now at moorings off Sheerness basin, is to be moored off Shoeburyness to-day, for a series of experiments with a heavy 56 cwt. gun, firing the prepared steel spherical shots at targets painted with bulls' eyes on her broadside. A number of scientific gentlemen of the Navy and Ordnance are to be present to superin tend the experiments. Capt. E. P. Halsted, of the guard-ship of steam ordinary Minotaur, will super. intend the experiments, with two steam gunboats under his command. The screw gun-Vessel Renard; after leaving Sheer ness to proceed to the floating coal depots at Salt pan-reach, on Saturday evening last, took the ground on a bank off . the old Saltpan-houses, and remained for some time until the rise of tide floated her, when she proceeded alongside to take in her sea stock of coals. The bank on which she grounded is a very small bank, with deep water round it, and has been laid down in the Medway charts for more than 30 years. Iler Majesty's 90 horse-power iron paddlewheel steam vessel Dover, recently employed in exploring the river Gambia, returned to Woolwich yesterday. Her Majesty's steam storeship Dee, Master-Corn. Pul lea, has entered the shipping basin at Woolwich, and will load four steam boilers and some heavy machinery for Plymouth. The following vessels have been taken up by - the War Department for the shipment of stores from Woolwich :—the Elizabeth Martin, the Sarah Jane, the Koh-i-Noor, and the Jenny. Rear-Admiral Nordmann, commanding the Rus sian squadron at Spithead, yesterday paid a visit to the Mars, 80 guns, screw, Capt. Strange, lying at Spithead. The Russian flag was saluted by the Mars on Admiral Nordmann reaching her deck, the Ilia Mourometz returning the compliment by saluting the English ensign. Admiral Nordmann, with the officers of his squadron, was afterwards introduced to the naval authorities of Portsmouth by Mr. G. Baker, jun., Russian Vice-Consul. The Pearl, 20, screw, Capt. John Borlase, C. 8., was swung yesterday in Portsmouth harbour for the adjustment of her compasses. The Clio, 20, screw, Capt. Miller, is expected to leave Spithead on Thursday next for the westward. The following appointments were made yesterday at the Admiralty :—G. K. Whitehead, acting mas ter's assistant, to the Beagle; 1). P. Samble, clerk, to the Pearl ; and J. Chambers, clerk, to the Blen heim. TILE ARMY. The following circular memorandum has just been issued, addressed to the army at home and abroad : " Horse Guards, S.W., Sept. 19, 1859. " From circumstances which have recently oc curred, the General Commanding-in-Chief has rea son to believe that the officers of the army generally entertain very inadequate impressions on the sub ject of arrest. His Royal Highness, therefore, deems it necessary, for their guidance and infor mation, to define the meaning of an officer being in arrest, which to all intents and purposes, is that he is a prisoner. " An officer is placed in arrest for some offence imputed to him, and he remains so until his case has been decided upon by competent authority. " An officer in close arrest is not allowed to leave his quarters or tent. If ho be in arrest at large, he may be permitted by superior authority to take exercise within defined limits—viz., not beyond the barracks, or, if in camp, not beyond the quarter guard, an 1 then on'y at stated periods ; but he can rot dine at his own or any other mess, nor can he appear at any place of amusement or public resort, and he is on no pretext to quit his room or tent, dressed otherwise than in uniform, without his sash and swolds " By command, " G. A. WETHERALL; Adjutant-General." The annexed circular memorandum, aldressed to infantry, has been promulgated: — Horse Guards, S.W., Sept. 17. "His Royal llighness the General Commanding in-Chia directs that sergeants, when in the ranks or on duty under arms, are not to fix their swords, except when forming the escort for colours, in which case they are invariably to be fixed. " By command, " G. A. WETHERALL, Adjutant-General.' —•--- The Commander-in-Chief, his Royal Highness the Duke of Cambridge, arrived at the Gosport Railway station, from Londan, at 11 a.m. yesterday. On alighting from the train his Royal Highness was received by Major-Gen. Sir J. Yorke Scarlett, K.C.8., commanding the South-West District, and staff, co ::prising Col. Luard, Aide-de-Camp, Col. E. Somerset, C. 8., D e puty-Adjutant-Quartermaster- General, Col. J. Conolly, Deputy-Adjutant-General, Town-Major Breton, &c. The available troops in the Gosport garrison were drawn up for inspection on Haslar-common, whether his Royal Highness and Staff at once proceeded. After the inspection his Royal highness was engaged on the Gosport side of the harbour till 3 p.rt. The unpropitious state of the weather caused the intended inspection of the troops forming the garrison of Portsmouth, and which had been fixed to take place on Southsea common at 4 p.m., yesterday, to be postponed until this morning. It is expected that a grand night attack. and defence of the fortifications of Ports ' mouth is about to be organised by the authorities, but no positive instructions have been issued at pre sent. His Royal Highness, during his stay in Ports mouth, \sill be the guest of the gallant Commander in-Chief of the South-West District, Major-Gen. Sir J. Yorke Scarlett, K.C.B. The high bounty which continues to be given to recruits- in the Royal Marine Light Infantry has had the effect of drawing a large number of young men to join that branch of the service, and recruits continue to arrive at the various head-quarters almost daily, the divisions being all nearly up to their required establishment. In anticipation of a largo body of marines being sent to China. several additional recruiting parties have been sent from the several head-quarters. The separation of the corps of Royal Engineers into two divisions, to facilitate the internal arrange ments of that branch of the service, has been ordered to be effected. Each division will be under the charge of a separate paymaster, ari additional paymaster having been just attached to the staff at head-quar ters, Chatham, tc assist in carrying out the re organisation of the corps. The 36 companies into which the Royal Engineers are now formed will all be placed under die: charge of Captain J. WV— kinson, who will be the paymaster of that division. The second division, of which Captain Pringle, 11. E., is appointed the paymaster, will comprise the ltoval Engineer Train, the Chatham recruits, now cumbering 500 men, and the recruiting department. The following promotions have been made in the corps & Royal Marine Light Infantry, consequent on the recent casualties in China :—Second .Lieut. W. Stewart, of the artillery companies, to be First Lieutenant of the same companies, vice Lieut. H. Wolridr, killed in action; Second Lieut. W. D. Inglis, of the artillery companies, to be First Lieu tenant. and appointed to the same companies, vice Lieut. H. L. T. Inglis, killed in action ; First Lieut. G. 1). Dowell (V.C.), o'' the artillery companies, to be Captain, and appointed to the same companies, vice Capt. F. A. P. Wood, placed on half-pay; First Lieut. F. A. Foster, of the artillery compa• nics, to be Quartermaster, vice Lieut. It J. Jull, resigned. The Ist Regiment of Warwickshire Militia as sembled last week for its annual period of training. Upwards of 320 men answered to the roll-call. The 48th Northamptonshire Regiment of Militia has received instructi - ou from the Marquis of Exeter, Lord-Lieutenant of the shire, to assemble the offi cers, non-commissioned officers, and men on Mon day, Oct. 24, for 21 days' training and exercise. The new militia barracks are just completed, hav ing quarters in them for 21 of the permanent staff, supposed to be one of the handsomest in England. The 2d Somerset Militia, under the command of Col- Pinney, M.P., is now out for 21 days' training at Bath. The men have mustered remarkably well, 790+ being present, exclusive of officers. The regi me at will be inspected by Major-Gen. Douglas on Friday, the 30th. This regiment has always kept up its strength remarkably well, notwithstanding it has given upwards of 1,050 men to the regular array and marines. SPORTING INTELLIGENCE. TATTERSALLS'-YESTERDAY. The unfavourable state of the weather, in addition to most of the subscribers having left for Newmarket, caused the Room to be tkinly attended. Gaspard was backed for some money for the Cesarewitch. EASTERN COUNTIES HANDICAP. 10 to 1 agst As You Like It filly (taken) 100 to 8 agst Tiara (taken) 100 to 8 agst New Brighton (taken) 100 to 8 agst Penalty (taken) 100 to 6 agst Orlanda (taken) CESAILEWITCH. 100 to 6 agst Clydesdale (offered) 100 to 6 agst Gaspard (offered-20 to 1 taken freely) 20 to 1 agst Artless (taken) 20 to 1 agst Royal Sovereign (taken) 25 to 1 agst Roman Candle (taken) 25 to 1 agst Polestar (taken) 30 to 1 agst Magnum (taken) 33 to 1 agst Odd Fellow (taken) 33 to 1 agst Heiress (taken) 40 to 1 agst Borderer (taken) 40 to 1 agst Mooreeek (taken) 50 to 1 agst Tunstall Maid (taken) 50 to 1 agst Wild Rose (taken) 50 to 1 agst Pan (taken) 1000 to 10 agst Des Chiles (taken) DERBY. 7to 1 agst Umpire (offered) 11 to 1 agst Buccaneer (taken) 14 to 1 agst Nutbourne (taken) 16 to 1 agst Thormanby (taken) 50 to 1 agst Plum Pudding 1000 to 15 agst Red Jacket 50 to 1 agst Rickmond (taken) CHANTILLY RACES. The Haras Stakes were won by Gouvieux the First Criterion Stakes, by Jonathas: the Sylvia Stakes, by Cal purnia ; and the Second Criterion Stakes by Capucine. The Emperor's Stakes of 10,000 fr., given by his Majesty for horses and mares of 3 yrs and upwards, of all kinds and countries. Entry 500 fr., h ft. Mr. Parr's Gaspard, 3 yrs, 981 b (Fcrdham) 1 Baron Niviere's Goelette, 4 yrs, 951 b (C. Pratt) 2 Baron Niviere's Fortune, 3 yrs, 871 b (Watkins) 3 Life-boat and Black Prince also ran. The betting in the early part of the day was even for the two English against the French horses, but at the moment of starting 5 to 2 were laid agst Life-boat and 5 to 4 agst Gaspard. On the French horses the betting at starting was 4 to 1 agst Goelette, 6 to 1 agst Black Prince, and 7 to 1 agst Fortune. Goelette went off with strong running and carried it on to the distance, the others lying in a cluster behind. At the distance Gaspard strode on, made the rest of the running, and won very easily by a length. Fortune was a good third. AQUATICS. BLACKWALL LANDSMEN'S REGATTA. An excellent regatta among landsmen of Blackwall came off yesterday, for a massive silver cup, value ten guineas, generously and liberally given by Mr. Alfred Ramage, pro prietor of the India House Tavern, and sundry other prizes subscribed by the inhabitants. The regatta was witnessed by thousands of spectators, and was in five heats, as follows, the distance being from the Folly House to the East India Dock Buoy, twice round. First Heat. G. Heatherill T. Murphy W. Dixon (Dark Blue) 3 Heatherill had the lead all the way, closely pressed by Murphy. Dixon"' was also close up. Won by several lengths. Second Heat. J. Grey ..(Light Blue) 1 G. White.... G. King (Green) 3 Grey won easily, leading from the beginning. White and King had a close race, and White was ultimately second. Third Heat. J. Murphy .. G. White 2 W. Dixon G. King They were scull and scull once round, except King, who soon fell astern. Murphy next went ahead at the West India Dock Buoy, and won by 9. few lengths. Fourth Heat. G. Heatherill . ',. • J. Murphy 2 G. White J. Grey 0 _ _ _ Grey unfortunately ran into a boat and capsized at start. ing. The other three were very close throughout, Heatheril only winning by two lengths. Grand Heat Unfortunately the rain, which had been coming down slightly during the afternoon, poured down in such torrents after the last heat, continuing till dark, that the rowing for the cup was postponed till this afternoon at two o'clock. BLUE DEVILS ROWING CLUB The last race of the season was rowed by the members of this club, on Saturday last, in pair -oared gigs, from Ham mersmith to Putney, and a more spirited contest could not have been witnessed. The prizes were silver cups, presented by the club, to the first boat, and tankards, by A. Bryan, Esq., to the second. The following was the result : E. Lee, C. Dickens, jun. (Light Blue) 1 F. Shenton, T. Walton (White) 2 F. Richardson, T. Evans (Pink) 0 A. Bryan, D. Richardson (Dark Blue) 0 At the start Dark Blue had slightly the advantage, White following, Pink and Light Blue being last off. Dark Blue soon dropped into the rear, and, past the Soap. works, White was seen leading, but very closely pressed by Light Blue and Pink. A neck and neck race then followed, Light Blue taking a slight lead, which was gradually increased to the Point ; Pink, rowing in the most plucky style, then drew slightly in advance of White, when the latter set to work in earnest to contend for the second place, and a desperate struggle followed as far as Searle's yard, when the stroke of Pink shut up from sheer exhaustion, leaving White to contest the finish with Light Blue, but being unable to overhaul them, the latter won in gallant style by about three lengths. BAN S The Bankers' Magazine furnishes time returns. of-the cir culation of the Private and Joint-Stock Banks in England ant Wales for the four weeks ending Aug. 27. Th ese returns, combined with the circulation of the Scotch and Irish Banks; for the same period, and the average circula tion of the Bank of England for the four weeks e nding the , 21tli Aug. (the nearest date f urnished by their returns) will give the following results of the circulation o f not,es i , n the United Kingdom, w hen compared with the previous onth : ____.------------ month : July 30, -Aug. 27, 1 Bank of England 21,7: 399 I—' 2l, 890559, 232 Private Banks . k 3,365,649 3,299, 177 qi63l Joint-stock Bans 2,927,565 2,895,9 U ---- ----- Total in England. 28,066,613 28,100,343 33, 70 Scotland Ireland 3,975,97 7 635603 36:9371842131 24 4 I gg, 9 0 3'316 United Kingdom. i 38,398,623 38,3' 95,30 i • oa+l, of .A.ug; And as compared with the month ending the 28th of Alf; 1858, the above returns show an increase of L1,740,w!,. in the circulation of notes in England, and an increase el. £2,647,023 in the circulation of the United Kingdom• eve , On comparing the above with the fixed issues of the s ral banks the following is the state of the circulation ['he English English private banks are below their fixed issue ................................... L 1,105,758 'rhe English joint-stock banks are befow their £406,42 3 fixed issue ............. ..--------- 9. lil Total below fixed issue in England.... i 1 ,51-, a s The Scotch banks are above their fixed issue The. Irish banks are below their fixed issue .• • 437 ' 9D • kof Eng - The average stock of bullion held by the Ban a, 24th land in both departments during the naonth ending t'•,, e ,, n - so of Aug. was .E 17,112,156, being a decrease of £6B6,u''' f compared with the previous month, and a decrease o £307,288 when compared with the same period last yea o r t . b The following are the amounts of specie held by the i Sc „ . e and Irish banks:during the month ending the 27thfi 316 ',3 Gold and silver held by the Scotch banks. ..... .. £2,371,q0 Gold and silver held by the Irish banks .. ' 2 2°9 ' 2 ........ .. L 1,229,1,1 333 0 580, Being a dee;ease of £ 62 , 256 a s con ' red " Ad' the previous return, and a decrease of £124,79 /rhea c°lllPared with the corresponding period of last year. ---....... • SURREY PHCENIX ROWING CLUB. A capital four-oared race took place yesterday, from Put ney to Lambeth, at an hour after high water, between two crews of the above club, the third not starting. The crews who started were : Red and Wbite, No. 1. Mr. A Cummings I Mr. W. Hodge Mr. R. Perkins 1 Mr. Jas. Patey, stroke Mr. H. Cummings, coxswain. No. 2. _ _ _ _ _ Mr. W. Card Mr. John Patsy Mr. C. C. Tatum 1 Mr. G. Rowlings, strk Mr. R. Pearce, Coxswain. Won by a boat and a half, after a severe contest ; the rain coming down in torrents, and the men rowing in the most plucky manner throughout. Great credit is due to the crew for the time they rowed the race ; it did not exceed 28 minutes. ROWING MATCHES AT THRCRYSTAL PALACE, Mr. A. Wentzell, the proprietor of the pleasure boats on the ornamental waters at the Crystal Palace, has, under the direction of Mr. Strange, arranged an aquatic exhibition on the occasion of his fete at Sydenham, to-morrow (Wednes day), which will doubtless prove highly attractive. The sports will consist of a pair-oared and 'cullers' race, in heats, for handsome silver cups. The following are the competitors : PAIR .OARED RACE. First Heat.—Messrs. W. King and J. Salter (Red) ; Munro and R. King (White) ; J. Morton and F. Shelton (Blue). Second Heat.—Messrs. W. Shelton and J. Davis (Pink); H. Blinckho and R. Clarke (Yellow) ; F. Shelton and W. Shelton, jun. (Green). SCULLERS' RACE. First Heat.—J. Morton (Black and White) and F. Shel ton (Pink and Bluo). Second Heat.—H. Blinckho (Yellow and Green) and W Shelton (Stripes). [ADVERTISEMENT.] - Mr. Benson, Ludgate-hill, has just published a new illustrated pamphlet on watches (free by post for two stamps). It should be react by all who are about buying a watch, as , it contains prices and important information as to—What watch to buy I whore to buy it I and how to use it I [ADVERTISEMENT.]—A few more of the Extraordinary Cures without Medicine of indigestion (dyspepsia), flatu • lency, constipation, nervous, bilious, and liver complaints, cough, asthma, consumption, and debility effected by Du Barry's delicious health-restoring Revalenta Arabica Food, are here given :—Cure 52,422.—Bridgehouse, Frimley, 3d April, 1854-33 years diseased lungs, spitting of blood, liver derangement, deafness, singing in the ears, constipa tion, debility, shortness of breath and cough, have been re moved by your Revalenta Arabica. My lungs, liver, stomach, head, and ears are all right, my hearing ggrfect, and my recovery is a marvel to all my acquabances. James Roberts, timber merchant. From the Venerable Archdeacon of Ross.—No. 32,836 —Three years' excessive nervousness, with pains in my neck and left arm, and general debility, which rendered my life very miserable, has been radically removed by Du Barry's health -restoring food.—Alex. Stuart, Archdeacon of Ross, Skibbereen En tins, at ls. 6d. •, 11b., 3s. ; 21b., ss. 9d. ; 51b., 125.; 121 b., 265. Thelolb. and 121 b. tins carriage free, on receipt of post 9flice order. Du Barry and Co., 77, Regent-stre e t, L on d on . Fortnum, Mason, and Co., 182, Piccadilly; Abbis, 60, Gracechurch-street ; 4, Cheapside ; 63, and 150, Oxford street; 330 and 451 , Strand ; 49 and 60, Bishopsgate street ; 85, Tottenham-court-road. Also at Dublin, Bewley and Draper ; at Edinburet, Raises and Co., at Liverpool, Nixon and Thew; at Manchester, Sharp and Scott; at York, Raises, Bl anc h ard, and Co. ; at South ampton, Randan and Son. COUNTRY MARKET& OXFORD—SEM 24. A large quantity of heat on offer to -day, Withg °°d attendance of buyers, and, although there was a better (1,,e," mand, the generality of the transactions were at last Wee ks rates—viz., for white, 42s to 48s, red 40s to 448 per twee t. few prime lots at rather higher rates. Barley plentiful, 2, a deal of it in bad condition. Best samples were wort h s , t and inferior sold as low as 30s. Oats from 20s to 3 0 2 1 ' 4 1 3 1 , little doing. Beans 39s to 50s. Hog peas 40s, boilers, per qr. Flour, 31s per gack. Hay, from £3 Ws to 0 1 per ton. COICHESTER--SEr T. 24. Good wheat brought a slight ad vance upon las P t ive _ e ta lc .! and a moderate business transacted. Inferior qualities tionary. Spring corn maintained last week's Pric es ' QA to '''' Wheat, white 42s to 48s I Beans, Mazagall• • 369 to 42 red 36S to 42s I Midle & small Barley 36s to 44s I White peas ...... 40i 38, 36s to Oats 2ls to 28s Grey... . ...... 349 to 424 CHELMSFORD—SEPT. 23. and a A large attendance to-day at the corn-eictliasng;re not good supply of wheat ; low and inferior pare: t na litiee le t sin; sold so readily, but supported late rates ; '2 4 nrov ious inquiry last week. A fair quiry for barley a a pply rates. Beans and peas were fully as dear/ an small. Wheat, white.... red. 42s to 44s 40s to 478 White ....... 43s to 45, Barley 428 to 51s Peas, Partridge' .. 32s to 40s Boiling ...... •40b to 4 2 Chevalier 34s to 41s Dun ......... 40 3 to 4 26 Grinding 26s to 34s Beans, Tick •• • • to 45s 41s Nfalt, 60s to 66s Harrow Ticks ~Q , 0 40 , Chevalier 63s to 69s Mazagan ...... a ° ' Oats 25s to 348 ..... to 45g DERBY—SUPT. 24. l' trad • A fair show of wheat at market yesterdaY• The hot w was active, at an advance of is on the as ~t o Tk. Barley in moderate demand, and as, dear• uere atmurgrimini s m all l o lower, in rather heavy demand, at about late rates. ilearl.ls:tb• e h hre o ,a w wt:int o he l w d a,s m 4lo4 a ws in tot t r a sa in 3ds i e n . g ß q ar u l o e ta y, t ru ions, : " .. ~..._ 27s to!? :Os - to 54 4 Red do. 4os to 488 Oats, of ~• . • .... 68 Old white 4Bs to 51s New d.o ..... • 42 6 t° Red do. 448 to 48s Beans.. .......... ,„ .....1 Barley, malting— .368 to 43s Beans, new ...... '' - ' 5 ' ..... 24s to 48, --- YORK—SEPT. 24. • hatatte l- A full attendance at market to-day; yet, not A good -wit r —ow d, of ing, very little business was transa cted. oOd wheat, with a slow sale. Malting b arle y in g o Oats heavy. Beans scarce and du11.223 t° 26. Wheat 6 twv- s White do .. 44s to 488 Beans .......... 4 9 j __s to -- Barley 40s to 44a Oats.. .......... AR Ws to 38s Ditto, old • .. • • •• • KIRKALDY—SEPT. 24. yet. We had fair supplies of grain to-day T h e ar chs -1 fair show of new wheat, oats, and barley. "a e valier barley and new oats sold quic kl y ; late rates. Wheat (N). , Barley (N). First.... 36s Od 26 s Od Second .. 46s Od 34 s 6d Third .. 48s Od 36 s Od Wheat (0). Barley ( 0 ). First.... 38s Od —s Od Second.. 44s Od —s Od Third 47s Od —s Od all et h e r grill Oats 228 Od _27: Oats (V. 23s 28s L a 0 COAL MARK (Prima of Coal per Ton at ET--SETT. 26. the close ef Os market.) Walls End. 0. d , .17 9 .1 6 9 .11 .1S .19 ,1S 9 .18 .18 9 ,„ .1 6 v '..17 0 s. d. Burnhope 13 61 Davison's West Hart- I Hough Hall .......... Hetton.. ...... :.. Braddyll's Hetton. • . • Russell's Hetton ..... Stewart's. ........... Kellos ............. Trimdon Hartlepool. . Haswell ....... Belmont .... . .... Thornley ...... • • • ley Wylam l5 6 Bull's Primrose ..13 6 Tanfield Moor 13 0 Tanfield Moor Butes 13 0 Eden Main 17 0 Hastings Hartley l5 .6 4, 44—Sold, 27. Walls End. Bell ..16 3 Ships at mark, FOREIGN MAIL PACKEILVS . _ In the following table E signifies that letters r i n d P t h by el-ening mails from London, and M by mnil". by evening mails from London, ana in. D i ...-- - SeX t _ gol DESTINATIONS. , Despatch Port of A e, of Mails. Despatch. ;.....;./ --------- Australia and Mauritius, via Oat. ° Southampton Oct. 12, M Southamp . . oat. 5 Ditto, via Marseilles Bahamas and Havana via New 29 , e York Canada, &c. (by Canadn. pckt ) Sep. 30, 3° 20, Cage of Good Hope, Arleen- Oct' 1 sion, and St. Helena Oct. 5, E Devonport China, Penang, and Singa pore, via Southampton ... • Southamp. 00 t. . 2 0 Ditto, via Marseilles Sept,EE L Li iv ve e r rp p o oo o l i Sep t Gibraltar, via Southampton .. Southamp. lO Honduras and Blewflelds .... Oct. 17. M Southamp. SeP India (Calcutta) and Ceylon, n a t. 2 via Southampton — Southam p . •-- t. 1. Ditto, via Marseilles India (Bombay), via South- uaot. 2s ampton 1 Sep. 27, M Southamp. --- t 10 Ditto, via Marseilles Lisbon, Brazils,Buenos Ayres, Lisbon, Vigo, .V l i s g l o a , n an ds d Oporto Sep. 27, 3 31 1 SS"o°.unih.inlm..i: °:"S.PPt.tISI Malta, Egypt, and Aden, viaSept. 6 Southampton — SouthalnP. SeP t: 19 Ditto, via Marseilles ...... ...... 4 1 Mexico and Havana Oct. 3, M southarnp. •"" ...... Newfoundland United States and British N i SePl• 29 America (by British packet) Sep. 23, B Liverpco— •• -- Ditto (by U. S. packet) West Coast of Africa, Ma- I Oct. deira, and Teneriffe Sep. 23, E Liverpcc • • West India, California, Vene zuela, Chili, Peru, Grey- Oct. 6 town, New Granada, &o Oct. 3. M Southanll [ADVERTISEMENT.]—HoIIoway'sPiIIs an- rne.. 0. pto Giddiness, Headache, Palsy—These first two sy ra usually the forerunners of serious diseases, told , got glected, palsy or apoplexy too often follow. Theirways giddiness, dimness of sight, or headache come on Bono lands Ointment should be freely rubbed into the nape 911 ", e 't s kett of the neck, at the same time that his Pills are beo l e m u lti internally. The patient's safety depends on the ass ilop with which the ,4 directions for use" are carried out. This loway's remedies repress these symptoms by drawn act blood from the head. Sufficient pills should be ta,.k_ A , ell briskly as a purgative. The diet must be regu l aw"' u ptri loway's Ointment and Pills are obtainable in ever,' 6) at a very moderate outlay. BIRTS. DEMPSTER.—On the 25th inst H . , at 6, Morde n ' terric ol Lewisham-road, the wife of R. Fred. Dempster, a son. tke 11Lunene.—On the 24th inst., at Beco l e s, the wife 0 I•• Rev. Henry Mayers, rector of Weston, Suffolk, son. tiro. STEVENS.—On the 26th inst., at 14, Finsbur y circus, N. H. Stevens, of a daughter. 1 St REuTER.—On the 24th inst. , at 52, Finchley-roo"?„f John's-wood, the wife of P. W. Reuter, Esq ., daughter. MARRIAGES. rehrig' BILABY—BAYLEY.—On the 20th inst. at the Now .ri fe .. thin Church, Argyle-square, Mr. Alfred BrabYt P e of ter dere-road, Lambeth, to Mary Jane, eldest &ugh the Rev. Dr. Bayley, Richmond-crescent, BLAGDEN--FILCHER.—On the 22d inst., at St. Luke e, Chelsea, the Rev. Henry Charles Blagden, youngest ' I t o of Richard Blagden, Esq , late of Albemarle -street, 01 Emma, youngest daughter . of James Filcher, F'sq" BarusburY.,_, Bow, Middlesex. x.—On the 25th E. Blit.KETT.—On the 20th B A i l t i r l i k o e tt Barron, Esq. BLUNDELLEsq., n a t g h e e d 2 B 3d l. l Char les i n : in s ss t tt .., ,, at at AlLdaeyreQrhoßtret -tpolna: : sse , x °' of White Cross Hotel, Richm t o ti n i , r d a . f r o w u i r c t h h , Cso.nWo. jj. th W. also'', CA: h t u E l u c c h N ;H — a O n n te, th G e eo 2 r Ot e h G in: rvi t a . at Nea HOU S e , Chris t; Lieut-Col. Cameron, aged g 19. Or Citußcurir...—On the 24th inst., et 10. Tillotson-P1 Waterloo-bridge, Wm. Churchill , Esq., aged 7 3 . , cir , ' DYER.—On the 25th inst., at Walworth, Mr. Chas. 1)) aged 42. STs.hVirelN, the Viscount ter - N CIGEE.—On the 25th inst., Fancis JitnieS Nugee, . 9(1. ' of ti Upper Wimpole-street,r London, and Easte rn race, Brighton —On 2vsitnhceinnts,t.a,geadt 9M2e.aford, Stafford _.----- ---.--....*.-- t 4 ONDO • -------- N : Printed and Published by MURDO YOU of No. 112, Strand, Printer, at The Sur Office, No. ° Strand, in the Precinct o f the Savoy. i n the c,onotY Middlesex, Tuesday, Septem ber 27, 1859. o- ' hUcieg 4 415 n i I 1~ thr, fi on ti t and fi the 2( Rai ~POl pear 48. 18 18% 3 liss tu n d. 11.11,1 It( 11„ thi4 4 Dw a 'll l , thin 4 Di n (ll th. 2 -4 l ir Pa othulit Ur. tint; 1 1 • c , zAth g t , liv e 8t