The Sun. — London, England, 1859-09-21 00:00:00

LORD PALNE.RSTON ON RAILWAYS. Yesterday Lord Palmerston cut the first sod of the Andover and Redbridge Railway at Romsey, in the presence of a numerous assemblage of the landowners of the district and others interested in the undertaking. The line—which is intended ultimately to effect a communication between South ampton and the coalfields of South Wales and the manufacturing districts of the North, by means of the Great Western system—is formed by the con version of the old Andover canal into a railway ; for the canal having been purchased, and the water drained off, it is along its bed, for the most part, that the rails will be laid. Commencing near the head of the Southampton-water at Redbridge, which is about three miles from Southampton, and running up the valley of the Test, it proceeds in a direction nearly due north, through Romsey,King's ,9. ombourn, Stockbridge, and the Chatfords, to An dover, where, for the present, it terminates. It will be 23 miles in length, and the estimated cost from first to last is £130,000, Mr. Hattersley, the con tractor, having undertaken to execute the whole as designed for £lOO,OOO, which is little more than at the rate of £4,300 per mile. It is proposed hereafter to effect the ultimate connection of Southampton with the Great Western line, by short extensions from each of the present termini ; that from Andover, of about 14 miles in length, to join the proposed Berks and Hants ex tension near Pewsey, and that from Redbridge, of about three miles, to Southampton. The engineer to the line is Mr. J. S. Burke ; Mr. Pierce is the surveyor, and Messrs. Deacon and Manning, of Southampton, the solicitors. The ceremony took place in a field about a mile from the town of Rom sey, and not very far from Lord Palmerston's house at Broadlands. The company assembled at two o'clock in a space staked out for the occasion, and decorated with flags and devices of every colour and nation. Among those present w ere Mr. Etwall, chairman ; Mr. Aldeiwa n Cubitt, M.P., with other directors of the company, Lord E. Bruce, M.P., Sir S. Jervoise, M.P., Mr. Willcox, M.P., Mr. Dutton, M.P., Mr. W. Cowper, M.P., Sir J. Oliffe, General Vanderburgh, Mr. J. R. Croskey, and the Mayors of Southampton, Andover, and Romsey. Lady Palmerston, Lady Jocelyn, and a large number of ladies were also spectators. The proceedings were opened by a short speech from the chairman of the company, Mr. Etwall, describing the purposes of the line, and concluding with a re quest to Lord Palmerston to turn the first sod. His lordship accordingly took spade in hand, and, with a dexterity which gained him great commendation, cast three or four shovelsfull of earth into a hand some barrow of mahogany provided for the occasion, then amid loud cheers wheeled it along a plank some dozen yards in length—emptied his load and trotted back between the shafts with a ll the air of a practised "navvy." A salute of 14 guns announced this practical commencement of the undertaking. Lord PALMERSTON then said—l congratulate you all on the commencement of an unde rtak i ng which will not only be beneficial to this district but also to other parts of the United Kingdom, and I con gratulate those who promote this undertaking on their success, and on their perseverance, which is the peculiar characteristic of the British people, and which, when devoted to a laudable object, can never fail of success. You all know that a scheme for con necting Southampton with the port of Liverpool was set on foot so long ago as 1846. It failed, then, and remained dormant for some time, but in 1857 it was again revived. It failed again, but the energy and determination of those who advocated it were not damped by repeated failures, and they have now the satisfaction of being actually at the commence ment of the practical part of the work, and I sin cerely trust that they will meet with no impedi ment in its completion. There are undoubtedly many circumstances to recommend this line. It is pre-eminently free from all engineering difficulties, and even in the limited extent to which you now propose to form it it will confer the greatest benefits on the district which it traverses. We who are here have seen with regret that the canal from Redbridge to Andover has not been turned to that account which its projectors ori ginally intended; but we may readily hope that the various facilities offered by the railway now about to be constructed will be of greater advant age to the public than the canal has hitherto proved to be. But I have no doubt that a much more ex tensive future lies before us, and that we shall see this line forming an important link in the commu nication between Southampton and other districts of the country. It is needless to point out the na tural advantages of Southampton for the purposes of commerce between England and other parts of the globe. It has the advantage of being, I believe, the safest port that can be found in the world. The whole of the Southampton river may be said to be one great dock, free from rocks or any of the dan gers which beset other ports, and needing no arti ficial means of protection. It is situate midway between the two extremities of the south coast of England. It is in a position favourable for mari time communication with the Baltic on the one hand, and with the other parts of the world with which the Atlantic communicates on the other. (Hear.) It possesses a rapid communication with London, and now you propose by this line to con nect it with the great manufacturing districts, and with the coal mines of South Wales. It is impos sible to doubt that such a scheme is founded on sound views of national interests, and that it must be conducive not only to the development of the re sources of the district through which it passes, but also to the ultimate great advantage of the other parts of the country which it connects together. Gentlemen, I return you my sincere thanks for the honour you have done me in asking me to cut the first sod of this line, and I wish it every success. (Loud cheers.) After a suitable prayer for the success of the un dertaking from the vicar of Romsey, the company adjourned to a dejeuner set out in a large marquee erected in the park in front of his lordship's house. Here the usual loyal and patriotic toasts having been drunk, The CHAIRMAN proposed the health of Lord Pal merston, which was drunk with loud and prolonged cheers. Lord PALinusToN in reply said—l return you my most sincere thanks for the kind manner in which my health has been proposed and received. It is said with regard to English proceedings, that no business of a public nature can be transacted hero without a dinner. (Laughter.) The directors of this intended railway have certainly conformed most laudably to the good old English rule. (Cheers.) But it must not be supposed that this rule implies that the English nation are such gluttons as not to be able to turn their minds to any important mat ter without previously filling their stomachs. The reason why dinners and feasts of this nature are the usual concomitants of public business is, in the first ,place, that they bring together neighbours who know each other and who understand each other's value, and next, that it gives opportunities to those who do not happen to be neighbours for an inter change of opinions and ideas, and for communica tion as to their mutual interests. Therefore, these material feasts are, in fact, intellectual interchanges of conversation which not only contribute to im prove and advance the civilisation of the country, but also tend to render more useful those meetings which are intended to promote the material pros perity . of the country. (Cheers.) Of all the improve ments in modern times the introduction of railways is perhaps the one which has done most for the prosperity of this country, and I may say of all coun tries in which they have been established. (Hear.) If we look at the wonderful augmentation which has taken place in this country within the last 20 years it must strike us that it has sprung in a great measure from the multiplication of the means of communication. (Hear.) In business we all know time is worth money, and if it be true with regard to money that a penny saved is a penny got, the days and weeks saved by the introduction of rail l'aft3'-liecoramodation must be worth to the mann laetnr____ leg and commercial interests vast annual Sums Of money. (Hear.) It therefore gives me the greatest e s e character e sure—Aether in my individual and or ti as a member of the Government— to assist at meetings the object of which is to lay the foundation oftgas ofr . a l ilw aycommunication such as this, which I think l b e greatestoftheh.butultinu bene fit, not only to the dim ,; throufhtelw wh ic h the is at pre sent intended to pass , b , ultimately t o manufac turing and commercial col:unit, nity in the north of England. (Hear.) To the i kmthern district the completion of this line of comm'' n • eation will be of vast immediate importance. (Hear, h ear.) One of the most remarkable features of the 'p o w_ enter r i se is the manner in . whi . ch private ty of En ntries accomplishes works which in other con • - e re quire the aid and assistance of Government. (H ear, hear,) We admire the remains of the works of th e .Romans, but I venture to assert that no works re main as memorials of the greatness ar d capacity of that nation which can for a moment compare with the works erected by private enterprise in different parts of this country for commerc ial pur poses. Long may that spirit of enterprise animate the people of this country, and long may it not only manifest the amount of wealth possessed by this country, but also la y the foundation for the rapid in-crease of that wea lth and the augmentation of our national prosperity. (Cheers.) I cannot say, speaking from general impression, what may be the amount of capital now invested in railway enter prise. We all know that the capital represented 1,11 the national debt—though it has been very lightly - described not long ago by one , who is well abtle to judge of the proportion between the re gom-ees and the wants of the country—would have b een. deemed two centuries ago as a fabulous sum to be requalled only by the stories in the Arabian Nights ; but I believe I should not be far wrong i I were to say that the amount of private capita invested in the different railways cannot be muth short of half the amount of the national debt—a. singular and remarkable proof of the progressively increasing resources of the country and of the spirit of enterprise by which individuals have been ani mated to undertake works which conduce not only to their own immediate interests, but lay the foundation really of great national advan tage. (Hear, hear.) You may therefore—speak ing now as I do more particularly of the direc tors of lines—you may be proud of having faced the difficulty by which the undertaking was at first opposed. (Hear, hear.) You may be proud of having at last begun a work which, I trust, will not only connect your names with the future prosperity of the county, but which will also, I hope, very soon Le connected by other lines with the important commercial and manufacturing interests of the country, (Cheers.) There is one other observation which, I think, must strike every one—one rather of a deeper nature, but one not less founded in truth. We are told by those who in struct us in moral and religious teaching that the calamities and misfortunes which sometimes befall other nations or men are intended for our perma nent advantage, and, if duly used and duly re flected on, ought to be felt to be only administra tions of that moral government by which Provi dence regulates the affairs of mankind. But there is also a like truth in regard to the laws which re gulate the material globe. A careful attention to those laws and a scientific application of them tend as much to the permanent improvement of mankind as a submission to the moral ordinances contributes to welfare of a different nature. And so it has been with the civilisation of the age in which we live. That expansive and explosive force which in its un regulated operation lays waste districts by the overflowing of a volcano, or spreads desolation over cities and towns by an earthquake when governed and regulated by the scientific appliances of man has been converted into your obedient slave, trans ports you from place to place by land throughout the whole continent of Europe, and applied to your navigation, carries you safely and rapidly from one end of the globe to the other. (Cheers.) So it is also with the thunderbolt, that natural element which inspires terror into the ignorant—which, when acting simply by the casual application of the laws of nature, is productive of death and destruc tion, yet guided and mastered by the science of the present time becomes your servant, carries your ideas instantaneously from point to point, estab lishes rapid conversational communication between all the different parts of the globe, and now we hope in a very short time—before many months have elapsed—that we shall communicate as rapidly between London and Calcutta as we have hitherto communicated between one end of the smallest vil lage and the other. (Cheers.) We ought, then, to be proud of the age in which we live—we ought to be proud to think that the human intellect has arrived at that amount of scientific attainment that we are able to understand those great laws which regulate the material world, and that, by the "proper appli cation of that which in its original operation may appear to be simply an element of destruction, we have managed to convert into purposes most useful in the daily life of mankind powers which Provi dence has created, not for purposes of destruction, but in order that the mind of man, by the progres sive development of science, might adapt them to the uses of civilised life. (Cheers ) After other local and appropriate toasts had been duly honoured the company separated, many of them to stroll through the park and grounds, which were thrown open for the day. THE LATE EXPLOSION ON BOARD THE GREAT EASTERN. WEYMOUTH, SEPT. 20. The jury, after an adjournment of an hour and a-half on Monday evening, re-assembled in the Town-hall. The following evidence was then taken: Mr. Wm. Crow, chief engineer of the screw en gines, was called, and stated that he was appointed by Mr. Blake, with the sanction of Mr. Brunel. Had never been in the employment of the company before, though he had been employed by Messrs. Maudslay and Field for the last 23 years. During the tilel trip he did not act under the instructions of any one, though he considered it his duty, in be half of the company, and also for the satisfaction of the contractors, that he should take upon himself the position of chief engineer, subject to the direc tions of Mr. Blake, Mr. Langdon, and Mr. Beck with, who represented the contractors, Messrs. Watt and Co. As a servant of the company he also con sidered himself bound to obey Mr. M'Lennan. He had his directions given to him by Mr. Blake, the contractor, saying that according to the indicator, and whether it said fast or slow, so he was to regu late the revolutions of the engines. Th.maximum speed attained by the screw was 36 revolutions. When at 34 he was informed that he was overrun ning the paddles. Of what went on in the paddle wheel department, or as to who was in charge there, he knew nothing whatever. Had anything gone wrong he would have taken all the responsibility , on himself and reported the matter to Mr. M'Len nan, or Mr. Blake, or Mr. Langdon, whichever he met first. He never received any orders whatever from Mr. M'Lennan. By Mr. Lawson—Before sailing there was a muster of the engineers, which witness attended. Mr. M'Lennan called that muster,and informed the junior officers that witness was the senior engineer of the screw engines, and that they were to obey all the orders he thought proper to give. He repeated those orders to the firemen, as to obeyin g the orders of hie subordinates who might be on the watch. At the wish of Mr. Blake, he subseluently got up steam in the third set of screw boilers, which were fitted with a superheating apparatus, in order that witness might see them all at work. One of the contractors told him when to get up steam and start from the Nore. Mr. Russell never was in the screw engine -room, and never gave any orders there. Mr. Mark Lay said he was the chief purser of the Great Eastern, and was answerable for all the ar rangements between decks, and the money matters of the ship. He had not quitted the vessel during the voyage from London to Portland. He bad oc casion during the voyage to speak as to the supplies of water, and he applied to Mr. M'Lennan, who said he had not charge of the paddle engines which afforded the supply, and that he must ask Mr. Dick son, who was in charge of them. In consequence of that he did ask Mr. Dickson, who refused to supply the water, and referred him again to Mr. 11 , Lennan. From his own general observation he should cer tainly say that Mr. Russell was in charge of the paddle engines. Eventually Mr. Dickson did give him the supply of water, at least so Mr. M'Lennan afterwards informed him. Up to the present time the store-rooms for witness's stores had not been fitted, and, with the exception of one or two wine coolers, any one on board could still get at them. Thos. Leatham, a fitter, formerly in Mr. Russell's employ, was called to prove the lengthening of the tube to which the cock was attached. He saw the cock, but never touched it, and could not say whe ther it was shut or open. Mr. Norman Scott Russell, the son of Mr. S. S. Russell, was next examined—He said he was asked to count the revolutions of the paddlewheels for his father's information. He did so frequently from time to time during the voyage. He had also to communicate other things to him—for instance, he told him when the screw engines stopped entirely. He had also to ask questions of Mr. Dickson and to take back his replies to Mr. Russell. (At this point Capt. Robertson, R.N., the Surveyor-General of the Board of Trade, thought it would be unnecessary, and perhaps not fair, considering the relationship between Messrs. Russell, jun. and sen., to put any further questions, in which the coroner at once con curred, and Mr. Russell accordingly sat down.) Samuel Brittain, one of the assistant engineers of the paddle department, said, that as far as he could judge, Mr. Dickson appeared to be in full charge of the engines. Witness heard him give orders to Mr. Arnott to give more or less injection, according as the engines required it. That was when leaving the Nore. Heard him also say the steam was getting low. Never heard Mr. M'Lennan give any orders at all. From 9toll on that day the donkey engines were very troublesome, and they had great difficulty in forcing the feed through the water-casing into the boilers. At last the slide came off the spindle of the donkey and the engine broke down. The don keys, in fact, were not strong enough to feed the boilers against the pressure of the steam, They did it well enough when the pressure was at 181 b., but not above that. Witness reported that to Mr. Dickson, and that he could not keep the water at a sufficient height in the boilers. Mr. Dickson himself came down at 12, and adjusted the escape valve of the donkey engine. After that they still found they could not feed the boiler, and Mr. Patrick came clown and t urne d th e f ee d o ff from the casing direct into the boil er . Th a t was no t d o ne b e c aus e th e boiler Was priming. One of the after boilers was P ri nling slightly, but not any of the other three. was Ihe feed hew positive was not turned off because the hollers were donkeys were not il s r t iming ' but simply because the fed. Witness always enough to keep the boilers thought and considered Mr. Dickson was in charg e f om Deptford to Portland. e made no report t o Mr. Arnott, because he thought Mr. Dickson alone was responsible. He never saw any steam or water escanine from the syphon during the - whole voyage. • - This baing the whole of the evide nce , The Coroner procee de d to sum U. The ques tions, he said, whic h were now to be submitted fo r the consideration of th e j ur y we re , first, as to t h e cause of death; secondly, to what that cause was who was to bl ame ? attributable ; and, thirdly, They had had it in evidence from Mr. Patrick that both the funnel casings were alike closed against the escape of steam, and it seemed marvellous how it was that the second did not also explode, when it was more than probable that the immense vessel, with all its passengers, would have been buried in the sea. The evidence which had been set before them and on which they had to decide was, unfortunately, o f the most contradictory character as to the person or porsons really responsible for the charge of the paddle engines. It had been positively sworn to by Arnott acid MTarlanethatthey had both examined the cocks o,n the Tuesday before sailing, and had found and ?eft them open. If this was so he could hardly believe it possible that any human being could be such a monster as to close them wilfully, and knowing the dreadful consequences which would be certain to ensue from such an act. He must leave it entirely to the consideration of the jury to settle the disputed point whether Mr. Dick son, Mr. Arnott, or Mr. M'Lennan was responsible for the proper management of the machinery. It certainly appeazed most astonishing to him that the company should have started their vessel on her trip without coming to more definite terms as to who was realty in charge of the engines. Mr Scott Russell had declared most emphatically that his contract was completed on August 6th, before the vessel sailed, that he had nothing whatever to do with the trial trip, and this evidence was borne out by the testimony of those who had formerly been in his employ. On the other hand, they had the strongest evidence that Dickson did interfere with the working of the engines, and also that Mr. Scott Russell gave directions for their management from the bridge. The jury, he was sure, would agree with him that the first witness who was called, Mr. William Briscoe, had given his evidence in the most satisfactory and straightforward manner, and he certainly thought that every confidence might be placed upon his testimony, which unquestionably was to the effect that Mr. Dickson was in charge of the paddle engines. This evidence was as posi tively denied by Arnott, but Arnott had not given his evidence in a creditable manner, or with the Manner of one who was desirous of stating the whole truth. The evidence of Briscoe was corro borated by several important witnesses, and more especially by those whose evidence they had last heard. The whole cause of the accident was evidently due to neglect on the part of some one, and he thought that undoubtedly there was sufficient evi dence before them on this subject to justify their sending the matter before another tribunal for further investigation. The law of the case was clear, that if any person in the discharge of his proper and lawful duties did them in such a manner as would endanger the lives of others, that, in the eye of the law, would justify a charge of man slaughter. Mr. Scott Russell had given it in evi dence that he did not know that the cock was there at all, and so far, certainly, there was not enough to justify a charge of manslaughter against that gentleman. But Mr. Dickson did know it, and not only said so, but went still further, and admitted that he left it there without a thought. There was not sufficient, he repeated, in the evidence to ground any charge against Mr. Scott Russell himself, but there was, he thought, quite sufficient to justify the jury in cominc , to the conclusion that Mr. Dickson had acted carelessly and thoughtlessly in not at tending to the condition of the cocks when knew they were there. Mr. Galloway and all fhe other witnesses had proved that there was no use whatever in having the stand cocks in such a place, and that they were, on the contrary, a con stant source of danger. Mr. Arnott, it appeared, also knew of the cocks, and he was bound to exa mine them from day to day, and he therefore, the coroner thought, was almost fully as culpable as Mr. Dickson. It was really a great source of regret that they could not have that distinguished man's evidence—the evidence of Mr. Brunel—who could, if he were living, at once have thrown a light upon the question of who was in charge of the engines. The jury had now to solve the difficulty for them selves, and upon the most contradictory evidence. The company, he thought, were undoubtedly not free from blame in this matter, in not using the fore sight they should have done in ascertaining beyond all doubt who was to be held responsible for the proper management of their machinery. The ques tion for the jury, however, was, who put the cock in the pipe, and who, being in charge of the engines, was answerable for seeing that it was open. The coroner then proceeded to read over the evidence, commenting upon the statements of each witness as he proceeded.. He concluded by again placing before them these separate questions—Who was in charge of those engines when the accident hap pened? Ought the cock in the syphon to have been left there ? Was there any negligence on the part of the individual who knew it was there? And who left it there ? And was it such a case as, in their opinion, would render the person whom they might find to have been guilty of this negligence liable to a charge of manslaughter ? In conclusion, he thought it right, before the inquiry ended, to express the high sense he entertained of the value of the services conferred upon them, and the assist ance which had been given in the course of the proceedings, by Captain Robertson, R.N., the Sur veyor-General of the Board of Trade. On their part, and on his own, he was sure he might be per mitted to tender to Captain Robertson their best thanks. The Foreman—We quite concur in these remarks, Mr. Coroner. The jury then retired to consider their verdict at eight o'clock, and, after deliberating upwards of two hours, returned into court with the following special verdict:— " We find the deceased came to their deaths by injuries received from steam, hot air, and water, in consequence of the bursting of the jacket attached to the foremost funnel of the Great Eastern steamer, and that the said bursting was caused by the closing of a tap connected with the syphon attached to the said jacket in conjunction with the shutting off the feed from the watercasing to the boilers, but there is no evidence before the jury to show by what person or persons the said tap was shut off, and the jury further express their opinion that taps are highly dangerous when placed in such positions, and that sqflicient caution was not used by the engineers." The jury, however, returned a verdict of " Acci dental death." The jury then signed the inquisition, and the in quiry terminated. (From the Daily News.) The Coroner's inquest which has been sitting at Weymouth for some days past on the unfortunate victims of the explosion on board the Great Eastern has concluded its labours. But neither the reported behaviour of the jury during the trial nor the ver dict they have arrived at tend much to sustain the dignity of this ancient institution. A portion of the jury at least seem to have paid little attention to the evidence, and the verdict is but a diffuse re petition of facts that have been notorious from the first day of the trial. As an instrument for the col lection of evidence the trial has no doubt been useful. But the jury evaded the real difficulty of the case; they made no attempt to inquire into the moral responsibility of the accident, but were satis fied with ascertaining its material cause. This was simple enough. The evidence adduced before the inquest satisfactorily determined the immediate cause of this disastrous accident. From the first indeed there seemed to be little difficulty or differ ence of opinion on this head. The rival engineers, however much they may quarrel and contradict each other on the question of their relative respon sibility, all agree as to the main point on which it should have been brought to bear in order to pre vent the accident. The explosion took place be cause the stop-cock of the stand-pipe near the top of the casing or "water jacket" of the funnel was closed, instead of being left open as it ought to have been. Had this been the case no harm would hove resulted from shutting off the communication between the casing and boilers, and feeding the latter directly from the donkey engines instead of through the jackets. The casing would soon have emptied itself, as the water remaining in it when the feed was stopped would pass off through the stand-pipe as fast as it became converted into steam. The whole mischief, therefore, resulted immediately from the closing of the stop-cock in the stand-pipe. The engineers are divided in opinion as to whether there ought to have been any such cock in the pipe at all. Mr. M'Lennan, the Company's engineer, says decisively, "I think the cock ought never to have been placed there." Others justify it as a useful precaution against the possible breaking of the stand-pipe, which without a stop-cock would, it is said, have inundated the cabins with hot water But whether it was right to have the cock or not, all agree that it was utterly wrong for it to be shut, and that the explosion was only the natural and necessary result of this criminal carelessness or neglect. Where does the responsibility of this neglect fall ? This is the important question, which ought surely to admit of an easy and direct reply. It would seem incredible that a vessel like the Great Eastern should put to sea on a trial trip without any responsible officers formally commissioned to watch over and regulate the working of her engines. Yet the evidence goes to show that this, or some thing very like it, was actually the fact. It seems impossible to decide to whom, if to any one, the responsibility of working the engines was com mitted. There were two sets of engineers on board, the company's engineers, and the contractors' en gineers, but neither of them. according to their own account and that of their principals, had anything whatever to do with the responsible working of the vessel. It is true they mutually rendered a certain amount of amateur assistance. Mr. M'Lennan, the THE SUN, LONDON WEDNESDAY EVENING, SEPTEMBER 21, 1859. company's acting engineer, though declining to take 1 charge of any engine, willingly helped Mr. Scott Russell with " a pull at the wheel," or, if ke wished to have messages conveyed, sent them. Mr. Dickson, the contractors' chief engineer, considered himself simply as a passenger, but undertook the manage ment of as engine notwithstanding, and seems dur ing the voyage to have been one of the most busy and active men on board. Mr. J. Roy Campbell, the chairman and representative of the company, throws the entire responsibility of the management of the vessel during the trial trip on the contrac tors, and asserts that there was a complete under standing between them and the directors on this head. Mr. Scott Russell, on the other hand, affirms that he had nothing whatever to do with the trial trip, either directly or indirectly, as a matter of business. The natural conclusion to be drawn from this contradictory evidence is, that there was really no one officially in charge of the engines from the time the vessel left the Nore till her arrival at Wey mouth. All on board, even the engineers, were simply passengers, bound on a pleasure trip—the latter, however, being perfectly willing to make themselves generally useful; give " a pull at the wheel," or "regulate the throttle valve" if necessary. Under these circumstances it is only wonderful the vessel got on as well as she did, or, indeed, at all. Accidents of all kinds were to be expected, and would almost inevitably happen if there was really no one officially in charge of such now, extensive, and complicated machinery. And the evidence seems certainly to show that this important prelimi nary point was not settled, ot at least not settled in the clear, formal, and decisive manner it ought to have been. No document has yet been produced to throw light on this vexed question, and even the existence of letters referring to it is only hinted at as possible or probable. Though the formal responsibility was not settled with sufficient distinctness, or secured by sufficient sanctions, the evidence, we must say, goes strongly to show that the real responsibility was with the contractors and their agents. We have no wish to prejudge a question that may yet come before the legal tribunals of the country. And large allow• ante of course must be made for the anxiety which all connected with the vessel naturally feel to escape, if possible, from the responsibility of such a calamity. But it is a public duty to report on the facts of the case as given in evidence. These facts leave little room fn. doubt as to who was really managing the engines during the trip to Portland. Mr. Scott Russell allows that he was on the bridge nearly all the way. And that he was there in the capacity of driver of the engines is plain from the next sen tence of the CT idence, in which he says explicitly " that the pilot requested him to drive the paddle engines faster, but he declined to do this." So ab solute, indeed, was his authority, that when the same request was made by the captain he still re fused compliance. " His reason was that the con structor of the screw engines, Mr. Blake, had agreed with him that it was not wise to strain their engines on that occasion." This scarcely reads like the lan guage of one who had officially nothing whatever to do with the vessel. It seems rather to describe " an ordinary trial trip," in which Mr. Russell says " the ship is steered by the builder, there being generally an agreement as to speed." All the lead ing witnesses confirm the view which Mr. Russell thus unwittingly gives of the position he held during the voyage. They all say that he was on the bridge directing the engines. Mr. Roy-Campbell, the Chairman of the Directors, says, "At the time of the accident, Mr. Scott Russell gave all the direc tions respecting the paddle engines, and had done so throughout the whole of the trip, and had his own representative attending to the engines." The commander of the vessel, Captain Harrison says : " Mr. Russell was in charge of the paddle engines, and Mr. Langdon, of Watt and Co., in charge of the screw. I know that from my own observa tion. Mr. Russell passed down verbal instruc tions to those in charge of the paddles." The facts proved with regard to the management of the en gines certainly confirm this statement. Mr. Rus sell's immediate agent and representative, Mr. Dickson, for example, worked one of the engines during the whole trip, and the other acting engi neers were all apparently taken from his yard. On the other hand, no single fact was adduced to show that the company's leading engineer, Mr. M'Len nun, took any part in the management of the en gines during the trip. Mr. Brunel had expressly told him not to do so before starting, and this in junction was repeated by the commander of the vessel, Captain Harrison. "My instructions," he says, " to Mr. I\PLennan, the chief engineer, were not to interfere with the working of the engines at all, b it to has(' over his staff of assistants to the contractors." The fact seems to be that while the contractors really worked the vessel, partly by the company's staff; each party tried to evade as much as possible the responsibility of the management; and the explosion was the fatal result of this wretched struggle. This terrible accident is directly trace able to the want of system and organisation in the engineering staff. Each man did what was right in his own eyes, without reference either to those above or those below him. No regular instructions were issued from the leading engineers to their depsn dents, and no reports were made fram the hitter to the former. Had this been done the ex plosion never could have taken place. We can trace it exactly to the point where the want of communication between the leading engineer and his assistant directly produced the tragic result. Mr. Patrick, an assistant engineer, was the officer who about mid-day turned off the water-feed from the ca-iags, and he knew nething about the stop cock on the stand - pipe. His superior, Mr. Arnott, however, knew all about this cock, and had the turning off of the feed been reported to him, would at once have directed it to be examined. But Patrick made no report, and Arnett, of course, gave no instructions. The man who knew nothing of the stop-cock turned off the feed ; the man who knew all about the stop-cock knew nothing about the feed being turned off; and so th e exp l os i on t oo k place. For want of a little system and order, of the c ommonest rules observed in the working of a staff, five lives are sacrificed, and this splendid vessel threatened with destruction. The terrible lesson must not be thrown away. If strict order and dis cipline is necessary in the smallest river steamer that plies from bridge to bridge, it i s , o f cou rse, pre-eminently needful in a floating city of ma chinery like the Great Eastern. And a wholly different system of management must be adopted before this splendid vessel can secure the confidence of the public. HEALTH OF LONDON DURING THE WEEK. (From the Registrar-General's Report.) The number of deaths registered in London in the week that ended last Saturday was 1,092. Ex cluding the deaths by cholera in the corresponding Weeks of the two years 1849 and 1854, it will be found that the number now returned differs not very materially from that wt ich the average rate of mortality near the middle of September in the last ten years would have produced. Last week there was a clear increase in the mor tality from small-pox, the deaths that are refer red to this head having risen to 36. Fifteen of these occurred in the East districts. There is an increase also in scarlatina, the deaths from which rose from 68 to 92, whilst those-recorded as caused by diph tLeria were 21. Scarlatina was fatal in 5 cases in Chelsea south sub-district, iu 4 , cases in Hagger stone East, in 4 in Mile-end, Old Town East, in 5 in the subdistrict of Woolwich Arsenal. The un usual number of 6 deaths is referred to diphtheria in Islington East. Diarrhoea exhibits a great de crease, the number of fatal cases having fallen from 148 to 82. Five cases of cholera or choleraic diarrlicea are returned, 2 of which occurred to adults. One of these is described as " Asiatic cholera," and occurred to an aged woman at 49, Haggerstone West. A girl, 11 years of holera; another girl, aged one y P e e t , s o () nf old,- t pse died r ,n e e p Pearson-street, It has been found that the mortality in Sheffield and Northampton was high during the strikes. Th ► r.gisters afford the means of showing the mortality of the families of workpeople in different trades, and will enable the public to judge whether similar results arc produced by the strikes in London among persons in the building trades. Of bricklayers 2 died in thJ week, of bricklayers' wives 1, of brick of carpenters 3 died, of carpen pouters children 16 ; of painters to l a e y ,ll9 e :e r , s dvii chil dren s i p ' ( sa l n e o n 5 painters' carpenters' wives 1, of painters' children 12; of plasterers 1 died, of plasterers' children 2. Last week the births of 802 boys and 805 girls, i n a ll 1,607 children,' were registered in London. In the ten corresponding weeks of the year 1849-58 the average number was 1,506. At, the Royal Observatory, Greenwich, the mean h, ight of the barometer in the week was 29.658 in. The readin.s fell from 30 . 18 in. on Sunday to 2931 in. on Friday, being the highest and lowest in the week. The air has become much colder, the mean temperatui a havini6, fallen from 58 deg. in the pre vious week tJ 53 . 8 deg. last week, which is 3.1 deg. below the average of the same week in 43 years (as determined by Mr. Glaisher). The mean tempera ture was below the average on every day except Monday. The mean daily range of temperature was 20.7 deg. ; the range on Monday was 3P7 deg. The mean temperature of the water of the Thames t d h e e g . mean than t N ra s t o6f2.t4hedaefr.: WThhiecildiiffserheingcheebr between e B en 6 dery-point temperature and air temperature was 6.2 deg. The mean degree of humidity of the air was 79, complete saturation being represented by 100. The wind blew from a northerly point dur ing the latter half of the week. Rain fell to the depth of 0.83 in.; on Wednesday it was 0.31. in. SPORTING INTELLIGENCE. BETTING AT MANCHESTER—TuEsDAY, CESAREWITCH. 100 to G agst Royal Sovereign (taken) 100 to 7 agst Polestar (taken) 25 to 1 agst Knight of Tournay (taken) 25 to 1 agst Prioress (taken) 30 to 1 agst Roman Candle (taken) 33 to 1 agst Tunstall Maid (taken) 33 to 1 agst Magnum (taken) 33 to 1 agst Clydesdale (taken) 40 to 1 agst Pan (taken) 40 to 1 agst Gaspard (taken) 40 to 1 agst Special Licence (taken) CHESTERFIELD RACES.-MONDAY. The Nursery Handicap of 5 sovs each, 2 ft, with 40 added. Winners extra. Second to save his stake. About three quarters of a mile. _ _ Mr. Copeland's Lady Grosvenor, sst (Plumb) 1 Mr. Whitehead's Greta, 7st 101 b (Challoner) 2 Mr. Smith's Ringlet, 7st 121 b (Keeler) 3 The following also ran:—Shoulder Knot, Little Poll, and Earl of Essex. Betting—Even on the Earl of Essex, 2 to 1 agst Lady Grosvenor, and 4to 1 agst Little Poll. Won by half a length, two lengths between the second and third. The Innkeepers' Stakes (Handicap) of 3 sous each, with 20 added ; for all ages. The second to save his stake. Winners extra. Half a mile. G subs. Mr. T. Cliff's Vigo, 3 yrs, Sst 71b (L. Snowden) 1 Mr. Eastwood's Buttercup, 2 yrs, sst 101 b (J. Snowden) 2 Mr. T. Cliff's Lustre, 3 yrs, Bst 21b (Sadler) 3 The Deer and Queen of the Vale also ran. Betting-5 to 4 agst Buttercup, sto 2 agst Vigo, 4to 1 agst Lustre, and 4 to 1 agst each of the others. Won easily by two lengths, same distance between the second and third. The Chatsworth Stakes of 50 sovs, added to a handicap sweepstakes of 5 sovs each, 3 ft ; second to save his stake. Winners extra. Once round. (21 subs.) Mr. Beeley's Charlotte, 3 yrs, sst 101 b (Daley) 1 Mr. Riddell's Whimsical, 3 yrs, sst 31b (carried sst 51b) (Sadler) 2 Mr. Dawson's The Slave, 3 yrs, sst 121 b (Madden) 3 The following also ran :—Caliph, Lazy Lass, Queen Bess, and Polly Taft. Betting-5 to 1 agst Charlotte, 4to 1 agst Lazy Lass, 5 to 1 agst Queen Bess, 5 to 1 agst The Slave, and 5 to 1 agst Caliph. Won very easily by a couple of lengths ; second beating the third by four lengths. The Cavendish Stakes of 25 sovs, added to a sweepstakes of 3 sovs each. Allowances and penalties. The second to save his stake. About half-a-mile. (5 subs.) Mr. Barrett's The Rover, 3 yrs, 9st 31b.... (L. Snowden) 1 Mr. 131anton's Neophyte, 3 yrs, 9st 31b .. (French) 2 Sister to Rylstone and Martello also ran. Betting-7 to 4 and 2tol on The Rover, and sto 2 asst Neophyte. Won by a length ; three lengths between the second and third. The Scarsdale Stakes of 2.5 sous, added to a sweepstakes of 3 sous each. Winners extra. The winner to be sold by auction for £3O, the second to save his stake. About three quarters of a mile. (3 subs.) Mr. J. Cliffs The Creeper, 3 yrs, list 111 b (Sadler) 1 Mr. J Osborne's Little Poll, 3.yrs, 7st 121 b.. (Challoner) 2 The Deer also ran. Betting—Even on The Creeper, and 6 to 5 agst Little Poll. Won in a canter by two lengths. The Deer fell soon after starting. No advance upon the selling price. PUGILISM. THOMAs SAYERS, THE CHAMPION OF ENGLAND AND ROBERT BRETTLE OF BIRMINGHAM, £4OO TO £2oo.—No pugilistic encounter has for a long time produced the interest both in London and the provinces of that which took place yesterday. Brettle is considered one of the best men brought out by the Birmingham division. The last time he appeared within the ropes prior tothe present match he fought and defeated Travers, the scientific Darky." Brettle, like other men of aspiring am bition, wanted to reach at once the " topmost round," and as the readiest way of achieving this, challenged the gallant Tom Sayers, the champion of England, which title he wrested from the Tip ton Slasher on the 16th of June, 1857. When this match was first brought on the " carpet" the general opinion among sporting men was that Brettle, although undoubtedly a good man, had in this instance overstepped the line of prudence, and that he had only ene result to anticipate—defeat. The Brummagem school however held quite a contrary opinion to the London " talents." They admitted that Sayers had all the advantagethat could be de rived from name and position, but dwelt on the little difference there would upon the day be in the weight of the men ; and also how very little advantage Tom would possess over his opponent in height.; therefore when such tempting odds were offered as £4OO to £2OO they did not see why the star of the hardware village should not have a chance of throwing " a fine main," even though opposed to the " champion of Eng land." The men went into active training. Bret tle took his " breathings" in the neighbourhood of Ashbarne, Derbyshire, having for his attendant Jem Hodgkiss, of Birmingham, and Bob Travers the Black ; while the champion took his gallops at Newmarket and Asewhere, under the guidance and companionship of Harry Brunton, of the George and Dragon, Beech-street, Barbican. Sayers was lOst. 101 b., and all muscle; he was from top to toe the very perfection of condition, without an ounce of superfluous flesh. Brettle, as regards condition, was also all that his friends could desire, and kicked the beam at 10st. 61b. Such, however, is the extraordinary development of the champion's frame that, when out of their " togs," he looked a stone and a-half bigger man. Brettle took his de parture from Birmingham on Monday, and thou sands assembled to wish him " good luck." Messrs. John Gideon and Alec Keene effected excellent arrangements for conveying the belligerents and their friends to the scene of action, and yesterday morning the " meet" took place at the London bridge Station, the time named for starting being seven o'clock a.m. Some fourteen hundred, at £1 10s. per head, were convoyed by special train, and such arrangements were made by the officials that the start passed off with the utmost regula rity. After a journey of some fifty-eight miles, the ring was pitched on a most admirable piece of turf, being an enclosed field surrounded by pictu resque scenery. " Ould Tom Oliver " himself officiated upon the occasion, while inspector Dun can and his pugilistic corps of constables were inde fatigahle in the arrangement of the inner ring, which was extensively patronised. Brettle was the first to enter the ring, but had not long to wait before Sayers responded to the challenge. Sayers, who won the toss for corners, had for his seconds Macdonald and Brunton ; while Hodgkiss and Keene waited• upon the Brum, the friends of Sayers laying the odds of 3 to 1 with freedom. At five minutes past eleven o'clock the men were left to begin the contest. THE FIGHT. Round I. As the men stripped, and advanced from their corners, the greatest possible interest ap peared to be excited amongst the assembled specta tors as to the condition of the men; and many an eager eye was stretched to satisfy curiosity. It was self-evident that every attention had been paid to their physical training. The palm of condition with his cheerful bright eye, and healthful guise, must certainly be 'awarded to Sayers, but yet the flesh of Brettle looked firm and clear ; and his hardy bear ing bespoke every necessary confidence. Tom dis played that usual cool and collected behaviour which has distinguished him in all his late encoun ters. The attitude of Sayers appeared of a far more commanding character than his opponent, who looked the lesser man to all intents and purposes; but the smiling satisfaction with which they both seemed to view their work in the eyes of nearly 2,000 spectators was equally patent. There was a good deal of cautious sparring and feinting at first, Brettle stepping on one side and then to the other, to avoid any sudden attack. At length Brettle broke in with his left, the blow from which got home, although but slightly, on Sayers' jaw. Im mediately after its delivery the Birmingham man stepped back again out of all distance with becom ing and creditable agility. Sayers only smiled good-humouredly, as much as to convince all that he was merely biding his time, and would pop in " the auctioneer" whenever he saw it became ne cessary: Tom kept stepping towards his adversary and trying to keep him to a point, and so prevent any shiftiness. Sayers tried to get his proper dis tance, and cast out his left as a feeler. The outlay was in -ignificant, as it was nearly too high, and merely grazed the left side of Bob's forehead. For the moment, the men began to display a little more activity; and it was plain mischief was intended on the part of both. Brettle recommenced the attack, and dashed in his left again oil the frontispiece, but no ill effect was visible, as the blows barely reached homa. Sayers still advanced, and followed his man, to try to keep him in one position for in esting, when he suddenly broke in with his right bunch of fives, and it fell with such cutting severity on Brettle's under lip that the blood instantly appeared, althoug'a not in any great quantity, and " first blood" was immediately pro claimed for the Champion, amidst great applause from his party. Brettle was nothing daunted or disconcerted, and would not stand it when feinted, and tried his left: In fact, while beating a retreat he stumbled and fell, which brought the round to a conclusion. [This round lasted two minutes and a half.] Round 2. There was still some cautious sparring, with no attempt at an opening for a moment or two, when Brettle dashed in his favourite left a and it dropped on the os frontis. Sayers shook his head, as if such little favovrs were not in any way detrimental or annoying, and dashed his left in with a good intent, but it was neatly stopped, and both were cautious as to the next movement. Brettle sought to invest with his left, but was pre vented, and in a slight rally Bob drove his spikes into Sayers's left leg, and Tom pointed with his finger to the incised part, from which blood began to flow. This being pointed out clearly, got Brettle's metal up, for he watched his opportunity with the eye of a hawk, and put in a stinger on the Rose, from which the Champion recoiled like a shot, and swung off his legs. A cry arose of " first knock-down blow," but it was not allowed. The Brains were in ecstacies, and their shouts resounded again with delight. This was the first attempt, it was conjectured by the Warwickshire men, of a series of those severe punishing hits which Bob was in reality quite capable of giving ; but even into all this they seemed to no effect, and only ap peared to make the Champion more and more steady and cautious. Round 3. Brettle seemed determined to make play, as his adversary declined to do so, and shot out his left on the left optic, which flushed only for a moment. A return instantly came from Sayers upon the ivories. There were a few deliveries, but nothing to speak of, when they broke in their rally to Sayers's own corner, where Sayers cross-coun tered him, and in the close Brettle was down. Round 4. Both sparred a little for wind ; Sayers at length feinted, but when Brettle retreated, and went as before, round one side and the other of his man, Tom determined upon getting on him, and sought to invest with the right, but it was stopped. Almost instantaneously with this, Brettle dashed in with a terrific hit with the left on the side of Say er's jaw, and this time there could be no possibility of a mistake. It was a tremendous blow, which completely twirled Sayers off his legs. Thus the second event in the fight, viz., " first knock-down blow," was decided in favour of the Birmingham boxer. A greater scene of excitement could not be witnessed. His friends kept vociferating and shout ing until the first cry of time was called by the referee in the next round. Many of Sayers's friends began to open their eyes a little wider, as if in doubt as to his capacity to repeat these unplea sant doses, even at intervals. Indeed, a few began to grow fretful, and to reckon up the chances with evidently an air of more concern. Still Sayers was all this while assuring his seconds the blow was of no more consequence than the one administered in the second round. Round 5. Brettle was the first at the scratch, but he was quickly faced by Sayers, who eyed his ad versary with more caution, and would not force the fighting. Thus Brettle had again to do the initia tive, and planted both right and left on the ribs with considerable celerity. Sayers retreated to his own corner, where Brettle still kept up the attack. He sprung in his left on the ribs, stumbled, and fell, just escaping a most viciously-intended compliment from Tom's right, which must have told with ter rible force had it got on the mark. While falling Brettle had the great misfortune to put out his left shoulder, and his seconds, as speedily as they got him to the corner, instantly found out what was the unfortunate nature of the accident. Round 6. Betting £4O to £lO on Sayers, who was soon made aware of his opponent's sad plight, and, thinking it the most politic time for an opening, he girded up his loins for the mischief which it was patent would follow. Brettle saw his adversary's tactics, and was cau tious, but gave way entirely in the lead. The work being thus entirely taken up by the Champion, he slung in his right hand with crushing effect on Brettle's left " daylight," which immediately began to discolour and contract in point of vision. The spectators, however, were unaware this was not of the same import as something else. Brettle's left shoulder was getting worse, and his blows with it (and there were several which he made with it on the body) produced no effect whatever. Sayers now perceived he could get on advantageously once more with a formidable right-handed one, which fell on the left shoulder, and Brettle soon dropped as quick as shot from a gun. The blow was seen to be of a tremendous character, and when Alec. Keene and Hodgkiss looked to the state of the wounded arm, it presented every appearance of being dislocated. Neveitheless, Bob sadly wanted to come up to time again, but his seconds would not allow him; and a surgeon having confirmed the question as to the fracture, the sponge was thrown up, and the gallant fellow was obliged to retire from the ring, leaving Sayers the winner of a fight of fifteen minutes. FIGHT FOR £25 ASIDE. The ring was then cleared for Rourke (of Bir mingham) and Goss (of Northampton), who were matched to fight for £25 aside, at 10st. Rourke arrived in London on Monday morning, accom panied by his trainer, Tom Lane, and took up his quarters at George Brown's, The Bell, Red Lion Market. Goss came to town, attended by George Holden (of Wolverhampton); they both went to scale the same afternoon at John Brown's, the Sportsman Inn, Carlisle-street, Westminster-road, when each was as Ylear as possible two pounds under weight, Rourke a trifle heavier. Rourke was the first to enter the ring, and was seconded by Tom Lane and Bob Travers, whilst Goss was waited on by Johnny McDonald and G. Holden (of Wolverhampton). The colors were cream with lilac border and spots for Goss, and blue with white spots for Rourke ; they are both fine young fellows, and their condition reflected great credit on their respective trainers. The men fought 64 rounds in one hour and 40 minutes. The first blood was gained by Rourke from a cut over the left eye of Goss, and after several changes in the fight, each man alternately taking the lead, it was eventually won by Goss after a most slashing fight. FROM THE GAZETTE OF LAST NIGHT NOTICE TO MARINERS. SOUTH COAST OF ENGLAND. Shambles Light Vessel, Bill of Portland. The Corporation or the Trinity House of London have given notice, that in accordance with the advertisement from that corporation, dated 4th January last, a light ves sel having the word Shambles painted on her sides, has been moored at the east end of the Shambles shoal, in 15 f tthoms low water spring tides, with the following marks, viz. : fßelfield House (in the trees), to the westward of Wey mouth, in one with the West pier head of the breakwater, N.N.W. ; Wyke Regis church tower, a third the distance from the law N.E. point of. Portland, to the West pier head of the breakwater, N.N.W. ; W. ; a small white house on the beach, at Church Hope cove, between the two mills at Portland, N.W. ; Portland Bill, W.N.W. ; and St. Alban's Head, E. S. The vessel carries a fixed white light, 38 feet above the sea, between sunset and sunrise, which light will be con tinued until further notice. A gong will be sounded in foggy weather. [All bearings are magnetic. Variation in 1858, 20 deg. I min. W.]—By command of their Lordshiys , JOHN WASHINGTON, Hydrographer. Hydrographic Office, Admiralty, London, 9th September, 1859. This notice affects the following Admiralty charts : General Chart of the English Channel, No. 2675; English Channel Sheet 1, No. 1598 ; Portland to Portsmouth, Sheet 4, No. 2450 ; Portland to St. Alban's Head, No. 2615 ; Portland Road, N0.,2255. Also Channel Pilot, part 1, p. 30; and British Lights List, August, 1859, No. 19. MEDITERRANEAN—SICILY. Fixed Light on Cape Scaramia. The Sicilian Government has giOen notice that on and after the Ist of October, 1859, a light will be exhibited on Cape Scaramia, or, as it is sometimes called, Punta Secca. The light will be a fixed white light, and placed at an elevation of 123 feet above high water, and should be visible in clear weather from a distance of 18 miles. The illuminating apparatus is dioptric, or by a lens of the third order. It stands in lat. 36 deg. 46 min. 15 sec. N. ; and long. 14 deg. 30 min. 16 sec. East of Greenwichl-By command of their Lordships, JOHN WASHINGTON, Hydrographer. Hydrographic-office, Admiralty, London, 13th September, 1859. This notice affects the following Admiralty Charts : Mediterranean, General, No. 2158 ; Sicily, General, No. 165; South Coast of Sicily (Avola to Cape Granitola) No. 181; Mediterranean Lights List, 1859, No. 157. COMMISSIONS BY LORDS-LIEUTENANT. North Riding of the County of York—Simon Thomas Scrope, Esq., to be Deputy Lieutenant. Ist Company of Leicestershire Rifle Volunteers—Mans. field Turner, Esq., to be Captain; Robert Brewin, Gent., to be Lieutenant ; Samuel Harris, Gent., to be Ensign. King's Own Light Infantry Regiment of Militia—Cap tain Charles Adams to be Major, vice Kitson, who retires. Norfolk Militia Artillery—First Lieutenant Edward Henry Rust D'Eye to be Captain, vice North,. resigned ; Second Lieutenant Count Melchior Gurowski Do Wezele to be Frst Lieutenant, vice D'Eye promoted. Ist Company of Berkshire Volunteer Rifles--Sir Claudius Stephen Paul Hunter, Bart., to be Captain Commandant. Colchester and East Essex or Ist Volunteer Rifle Subdi vision—Sir Claude Wm. Champion de Crespigny, Bart., to be Lieutenant; John Fitzsimmons Bishop, Esq., to be En sign. - Warwick Militia, 2d Regiment--Charles Bunbut y, Gent., to be Ensign, vice Henry Bathurst, resigned ; John Jansor Howard, Gent., to be Ensign, vice James Franklyn, re signed. Royal Carnarvonsh ire MiLlia—Charles Abbott Delmar (late a Lieutenant in her Majesty's 9th Lancers), to be Cap tain, vice Frank Muckleston Allen, appointed to the 3d West York Regiment of Militia. 3d Regiment of Royal Surrey Militia—Lieutenant Samuel Leo Schuster to be Captain. NOTICE OF INTENDED DISTRIBUTION OF NAVAL PRIZE MONEY. Department of the Accountant -General of the Navy, Admiralty, Somerset-house, Sept. 19. Notice is hereby given to all persons interested therein, that the distribution of the award for salvage services ren dered to the Spahish barque Viscaya, by Richard Mallard, chief boatman in charge OF the Greenway Station, of the Coast Guard in Rottingdean Division, Sussex, and others, on the 6th Feb., 1859, will commence on Thursday, the 22d Sept., 1859, in the Prize Branch of the Department of the " Accountant-General of the Navy, Admiralty, Somer set-house." Agents and other persons holding prize orders, or other instruments, by virtue of which they may be legally entitled to claim the share of any salvor, are requested to present the same at this &flee. 2 Any person, who may desire to receive his share from the ' ---........---------- Collector of Customs or of Inland Revenue within thetini" ted Kingdom, is required to intimate the same by letter to be addressed ,6 On Prize Business, to the Secretary of the Admiralty, London "—in which letter his own place of re- Admiralty, Collector of Customs, or of Inland Revenue, sidence is to be precisely stated, as well as the place of the fret? vhoin it woi be convenient to receive such share of sal vage money. The following are the shares due to an individual i n the several classes : Seventh class.... £35 4 8 I Fighth class .... £l7 12 5 NAVAL PRIZE MONEY. Department of the Accountant-General of tho Nevi Admiralty, Somerset-house, 1 859. • Notice is hereby given to all persons interested therein., that preparations are now being made for the intended distribution of the tonnage bounty, awarded for the nare unknown, supposed Cuba or Zeldina, captured on the 12. th: April, 1857, by her Majesty's ship Arab ; the 4 °ll l barque Conchita, captured on the 27th August, 1857! Y her M ajesty's ship Firefly ; name unknown captured ?a the 18th Sept., 1857, by her Majesty's ship 'Sappho ; T g e brigantine, name unknown, captured on the 9th Oct., 1 8 ° 1 1 by her Majesty's ship Vesuvius ; schooner Niagara, captur.e! on the 7th Dec., 1857, by her Majesty's chip Hecate , °I! brigantine, unknown or Lucia, supposed to be the Wia'l,. ward, captured on the 4th N0v.,8-7 by her MajestY a ov., a , ship Alecto • ,the schooner, name unknown, the 15th April, 1858, by her Majesty's ship ' A ecto ; __,,, schooner Wintermoych, captured on the 27th Feb., DO by her Majesty's ship Conflict ; the barque Almeida, car Cow tared on the 12th March, 1858, by her Majestys ehiP n the flic • t , the brigantine Robert I. Charlton, captured o 22d March, 1858, by her Majesty's ship Medusa; a ° an ; Alecto the with 32 slaves on board, captured on the 28th April, 18 , by her Majesty's ship Medusa ; the bark Minnetonka, car tured on the 18th April, 1858, by her Majesty's shlP the Gen. Scott, captured on the sth May, by her I,dajesty a ship Teazer. AnY legald„ nts or other persons having any just and mand, unliquidated, against the said award, a t e th e to transmit the particulars of any such demand to the se to of the High Court of Admiralty, in order that the same may be examined, taxed, and allowed by that Office:, and paid under the sanction of the Judge of the said Court Agents and all other persons holding powers of attorney? prize orders assignments, or other instruments, by virtue of which they e share Heron; , may be legally entitled to claim the de l a y belonging to any salvor, are requested, with as little dem; as possible, to transmit the same, accompanied by the usual documents, to the Prize Branch ' of the Department of the "Accountant-General of the Navy, Admiralty, Soraereet. House." Due notice will given, by future advertisements in the be mou nt " Landon Gazette," of the date proposed for the commence of ment of distribution; and, at the same time, the a an individual's share in the respective classes will be ell" flounced. BANKRUPTS. John Harrison, Oct. Bermondsey, to surrender Sg: 30, at twelve, and Oct. 27, at two, at the Court of 13 ruptey. Charles Bawden, mine agent, Tavistock, Oct. 5 at eleven, at the Exeter District Court. Oct. Henry Wood, merchant, Moorgate-street, City, Oc . and Nov. 1, at one, at the Court of Bankruptcy. at John Machin, innkeeper, Birmingham, Oct. 3 and 52 half-past eleven, at the Birmingham District Court. Oct. Thomas Francis, plasterer, Cross-road, Islington, and 21, 5, at half-past one, and Nov. 9, at half-past two at the Court of Bankruptcy. James Green, builder, Northampton, Oct. 5, at one, and Nov. 9, at two, at the District Court of Bankruptcy. SCOTCH BANKRUPTS. William Graham, gentlemen, Stornoway, Rossohire; J. and T. Coats and Co., thread manufacturers, parsley The Rev. Thomas Buchanan, D.D., Methuen, Perth shire. COUNTRY MABLETS. BRISTOL—SEPT. 19. At our market to-day there was some disappoin tmen t the result of yesterday in Mark-lane, wh ich tended 010 what to check the improvement that was exp ected, $0 }" we quote wheat at about last week's prices. NEWCASTLE—SEPT. 19. We had a fair supply of wheat from she 1" e country te• da Y,' which met a tolerable demand at an advanc e of is Per ( °; e.rlcelll' on last market day. Barley a small show , and sup malting qualities freely inquired after at very high Pri Other articles inactive. 24e to 300 . Wheat 40s to 44s 0at5.... .. .... 44 s to 9 9 .. White do 46s to 50s Beans . ....... Barley 36s to 42s Ditto, old .. • to . SHEFFIELD—SEPT, 20. A trade The supply of new wheat was considerable, and t . nc e being more buoyant a fair business was done at an aLiv- irhe of 6d per load on the prices of this day se'nnight. , new barley shown generally being soft, tained. New beans easier to buy, but not quotably lower. In oats and flour no change. / 61 Red wheat, per load of 3 imperial bushels 16s Od to 1 . i o s Os White lBs Od to 2 ~, 9 9 f) .. lBs Od to Od Beans )1 f) 48s Od to 54s (1? Peas, per qr .. Grinding barley, per qr 3 3, Od to ...2 Malting ditto, 33s Od to 408 I._a! prices were _. 71 24s Od to 3s Od Oats Millers' prices for flour—ls 6d, is Bd, and is 10d P 141 b. Hay, 80s to 85s ; wheat straw, 28s to 36s ; oat straw, VI; to 36s ; turnips, 14s to 16s per ton. LEEDS—SEPT. 20. rites fins We had a moderate supply of new and old wh are qualities sell at improved rates • for other sorts Pn. fully those obtainable on Friday last. Trade rather u fore. The prices of good barley nominally the same as ,e ther Beans in limited demand at late rates. Oats, " articles unchanged. Arrivals this week : Wheat .. 1,518 qrs. Barley Oats Rapeseed 2, 25 5 B eans .. 95 Malt Linseed Bl2 Beans Wheat Average's for the week : Peas 3,6g4 qrs., at .......• 445 30 Barley .. 91 4 .. 459 41-cl od • • 7 .............. 37s $ 11% 2d, • • Rye 9 ........ 33s Od LIVERPOOL—SEPT. 16. li g ht The arrivals froelan and coastwime are very this last week. Ou m r m arke t to-day had a moderato at e% ance of the town and country trade, and a fair column:11;1 detuand was experienced for wheat, at the late advan ce ° e l. per cental, and flour a good sale at 6d per sack and barr Oatmeal neglected, and brought 6d per load less 01 Beans, peas, and barley were in fair request, at batte n previous prices. Oats rather lower. Indian corn in demand, at an advance of 6d per qr. FOREIGN MAIL PACKET LIST. In the following table E signifies that lettere are despatched by evening mails from London, and DI by morning 'nage. oy evening mails rrom aatowou, .......... --, Not , joil DESTINATIONS.. Despatch Port or A ~e. Australia and Mauritius, via, ()f Mails. 12tLP_______ate b • (m t. 10 Southampton ' Oct. 12, M SouthanllN ' - '"t„ 3 Ditto, via Marseilles Bahamas and Havana via New s pt. 99 York Sep. 30, E Liverpool •• - e- t,..2 2 Canada, &c. (by Canadn. pckt ) Sep. 20, E Liverpool.. Sep Cape of Good Hope, Ascen- Ont. 1 sion, and S. Helena Oct; 5, E Devonpnrt China, Penang, and Singa- Oc t. 2 Sep. 2 6, E . 5 ,.. 0 .1.1. ani ... p 1 : :. e e r p " ot. r- I: pore, via Soutliampton ..•.•. • SouthaMP- -t„ 26 Ditto, via Marseilles Gibraltar, via Southampton Honduras and Blewfields India (Calcutta) and Ceylon, Oat 2 via Southampton — Southall* eP t, 26 Ditto, via Marseilles India (Bombay), via South- SP l • 2 ' 5 ampton Sep. 27, 31 Southan* sep t.lll Ditto, via Marseilles ........ Lisbon, Brazils,Buenos Ayres, Oa- 5 and F. Islands Oct. 10, 31 Southarap- aen t. 21 Lisbon, Vigo, and Oporto Sep. 27, 31 SoutharaP- " Malta, Egypt, and Aden, via • gee. 1 9 Southampton — Southan* t. 10 Ditto. via Marseilles ........... pet. 1 Mexico and Havana Oct. 3, M Southamp- ...„ Newfoundland United States and British N g e pt. 2 9 America (by British packet) Sep. 23, E Liverpoo l . • - _- Ditto (by U. S. packet) ,_. Sep. 21, 31 Southall* West Coast of Africa; Ma deira, and Tenerife West India, California, Vene zuela, Chili, Peru, Grey- ° c c 4 town, New Granada, &c. - ____---.3 • -- ----.-- .. E Liverpool.. Oct. 6 [ADVERTISBMENT.I-EPPS'S (Homoeopathic heral,f. Cocos.—This esteemed preparation is sold by the Prig,. cipal grocers at ls. 6d. per lb., in lib ., O. $om ~o packets. Each packet is labelled " James Eplop .""-- pathic chemist, London." BIRTHS. 13 Tee BERESFORD.-011 the 19th inst . the wife of Wi" —pearl ford, of 2, Pump-court, Temple, and Daren tm Lodge, Kent, of a daughter. f g a jor HUIIIIES.—On the 18th inst., at Shefaeld, the wif e o Spier Hughes, 84th Regt., of a 8011. MACKENZIE.—On the 17th inst., at Ord Cottage, , 1 1; shire, the wife of Captain Mackenzie , ju n., of Ora, ° son. WAUCHOPE.—On the 15th inst., at Newton Muse) - ' Mrs. Wauchope, of Edmonstone, of a son. MARRIAGES. Ne yP Cox—Woons.—On the 24th June last, at Victoria , hen South Wales, Edward Thomas , third son o f Mr. Sit°P.4l.. Cox, of Stamford-street, London, to Marian, onl y , ter of James Woods, Esq. , of Richmond, V iot°l 7..A . • of ROLT—Woon.—On the 20th inst., at the parish ollw— of Hampstead, the Rev. Henry George Ro-lt, e ldest 11 011 , 4 the late Lieut.-General Sir John Bolt, $.C.13.1 to F. " — l'aulet, only child of Colonel James Wood. DEATHS. BE B O e n th t un he e l: B th ar in t :t. age , atd 16.134, WeStbOUTnB-tean rr:l is S T Martin William, youngest son of the late Maj or " Sir HU H. A NTON d i niral BRE - .--On the 17th inst at Hyde, Vice" 4- John Brenton, aged 77. DA INTRY.—On the 17th inst., at North Rode, near con' gleton, Thomas Ryle Daintry , Esq., aged 59. ECCLES.—On the 20th ult., at Port of Spain, T rinidA Hon. L liam Eccles. HUTHERSA. —On the 14th inst., at Leamington) the Cort Huthersal, M.A., aged 64. PERCIVAL.—On the 16th inst., Spencer Percival, ".' eldest son of the late Right Hon. S penc er Perciv al. v s, SPROT.— On the 16th inst., at Villeneuve, Lake of G a n Mark G. Sprat, Esq., late Captain 93d Highlanders , seciore, N.B. nd son of Mark Sprot, Esq., of Ridd ell, R shire, exburg' WoLRIGE.—On the 25th June, killed in the battle...at, mouth of the Peiho, HamiltonWolrige, Li eut. R.N. of Major A. A. R. Srolrige, Chatham. I d C LoNnos ter s , hated : Printed and Publi by URD O YOl/1 4. Of No. 112, Strand, Print Sur. Office, I". 112 1 , Strand, in the Precinct of the Savo y , in the conntl ° .11 e tie; Wednesday, September 21, 1869. r