The Sun. — London, England, 1865-11-23 00:00:00

The Gale. Yesterday morning a violent gale broke over the me t r opolis, doing great d amage, From about nine o'clock the wind blew with great violence, and the rain was dashed in sheets against the houses. It was at its height at half-past 9. At Hackney a house in course of construction was almost levelled with the ground, and two men received rather severe in juries from the falling bricks. A chimney-stack fell in the Whitechapel-road, at a time when seve ral persons were passing, and a man about 50 years of age was knocked down and injured. At half past 10 o'clock upwards of 300 square feet of the zinc roofing covering the labour-shed attached to the Marylebone Workhouse was blown off in one sheet, and, after whirling round high in the air, fell with a heavy crash into the middle of the Maryle bone-road. In its descent it struck the wheels of a waggon which was passing and the driver from fright fell into a fit and remained insensible for several minutes. A workman was blown from a scaffolding, in the morning, in the district of Hol born; falling some 50 feet, his skull was fractured, and he now lies in King's College Hospital. At the entrance of the station near Cannon-street, where the new City Hotel is being built by Messrs. Lucas, a labourer lost his life. The wind had loosened many of the boards which had been used for roof ing the station, and about a quarter to 11 one of these boards was blown off the roof by a fearful gust and struck a labourer named Longnine, who was on the scaffolding on the Dowgate-hill side of the new hotel. He was ill ked instantly. This led to further alarm among the large number of work people, and many of them left their work, it being feared that the lofty scaffolding would come down, as it was seen to sway to and fro. In New South wark-street a large building in the course of erec tion was blown down. Nearly the whole of the brick and stone work is a wreck, and the police have had much difficulty- in keeping the public at a distance from the ruins, in front of which a tall scaffold is still standing. In the docks, and generally below bridge, consider able damage was done by vessels breaking from their moorings and coming into collisionwith others. Off 'Blaokwall a boat containing three men was swamped, but fortunately a steam-tug was near the spot and rendered assistance. It is feared, however, that one man belonging to a collier brig moored off Deptford, who fell overboard, has lost his life, as he was carried away by the tide and has not since been seen. Above London-bridge several collisions oc curred, but no serious results are recorded. Two barges came into collision between Vauxhall and Chelsea, and such was the force of the concussion that one of them had a hole knocked in its side and immediately sank. The man in charge of it jumped on the other barge just in time to save his life. PLYMOUTH, Nov. 22. Stormy weather has prevailed through the night, and a heavy gale set in this morning from W.S.W. Between six and ten o'clock more vessels have been driven ashore at this port than has been known for many years. No lives have been lost. The height of the gale coming by daylight and at high water fortunately lessened the risk to the crews of the wrecked vessels. The Amour, with 435 emigrants on board, for Adelaide, brake from her anchorage, and went ashore in the Catwater. The emigrants were all safely landed. The French ship Paulista, the Swedish brig Jules 1., the Belgian brig Espoir, the brigantine Apollo, the schooner Swift, several col liers from Swansea, the schooner Victoria of Lon don, the schooner St. Germans of St. Germans, a Swedish brig with timber, and a small schooner with oats, are ashore. Several vessels are damaged by fouling, and others by loss of spars. BRISTOL, Wednesday. A gale almost unexampled for its fury commenced here early this morning, and raged several hours. The new Passage-pier of the Bristol and South Wales Union Railway was seriously injured. About half-past 9 this morning Mr. Adey, superintendent of the line, visited the passage, and found it impos sible to take the passengers across as usual as the sea was sweeping over the entire length of the pier, which extends into the Channel for a distance of a quarter of a mile. An old hulk used for the landing of passengers prior to the construction of the pier had got into the corner at the point of junction of the pier with the shore, and against it the sea came with such violence that it was dashed completely over the pier. Mr. Adey succeeded, not without imminent risk, in crossing the surf, and found that the centre of the pier was passable, but on reaching the end it was found that a portion had been carried away. The " skirting-board," 4 ponderous piece of the structure, having first yielded to the fury of the waves, taking with it a considerable portion of the ballast of the line, had thus displaced the rails, ren dering it impossible for an engine to traverse them. Such of the passengers as declined waiting for the repair of the line and did not care to encounter the supposed dangerof a passage across thepier returned to Bristol. As the tide receded it was further disco vered that a portion of the stairway used at low water had been demolished, and this part of the pier, together with the skirting boards, was found float ing in the sea. Packers and other workmen were immediately brought to the spot, the ballast and skirting-board werereplaced, and traffic was resumed in the course of the afternoon, the company running special trains to accommodate the passengers who had been delayed on the Portskillock side. After the receipt of the usual telegrams in advance of the London morning papers, all electric communication was suspended, the wires of the various companies having been blown down or otherwise rendered use less_ The steam-packets and other vessels leaving he port had hardly quitted the river before thefury of the gale warned them to proceed no further, and they returned and sought safety by anchoring in the Avon. In the Queen's-road, leading to Clifton, a large and massive plateglass window, I of an inch in thickness, was blown in at the shop of Mr.Mundy, and the valuable stock of china and other ornaments which were displayed behind were almost without exception shattered to fragments. The plateglass of the folding doors at the principal entrance to the Queen's Hotel were also blown out and broken. SWANSEA, Wednesday. The wind this morning blew with great fury from the West, driving all the vessels that were out in the Channel towards the shore. Five vessels have been driven on the beach—the Prince of Wales, 1,100 tons, a new ship built in Cannda for the Canadian trade, has drifted into the Abcravon Sands, and is a partial wreck. A Prussian bark has also drifted near these sands, and a schooner has been compelled to cut her masts away. The Claudius, an iron vessel for the Chili trade, has been drifted to the beach, but has sustained comparatively little da mage. Four other vessels are stranded in the bay. A portion of the stonework of the new pier has been washed in by the tide. The shore side of the Llanelly Railway is partially blown down. The tide washed into the lower part of the town rendering several of the streets impassable for traffic. The damage to house property is consi derable both in the town and the suburbs. There is scarcely a Street that has escaped the fury of the gale. The South Wales Railway below Swansea to Mil ford is torn away, and all traffic along that part of the line is stopped. he up and down lines are torn up and wrapped over one another, and the telegraph line is also washed away. No trains are running, and it is expected that a day or two will elapse be fore the damage is repaired. CARDIFF, Wednesd ay A fternoon. gale sprang up this morni ng A terrificabout 7 o'clock, and gradually increased in violence until high water (about 9 a. m. ) , when it was at i ts height. The wind, being S. W., caused the tide to rise t o a great height, covering the whole of the ground be tween the Taff river and the Glamorganshire canal. The entrance of the several docks were completely flooded, the sea running over them, and the spray rising 20 or 30 feet high, and covering a consider able portion of the wharfage with what appeared a dens e fog. The Penarth roads soon presented an animated appearance hundreds of vessels beating up Channel for safety. Several in the roads, how ever, broke from their anchors and went down Chan nel, where it is feared great damage has been done. Among those who have slipped their anchors are the Marquis, of Cardiff, the Telegraph, and the Eliza ' beth Yeo. Several brigs have gone to sea after them. The schooner Volante, which was being re-coppered on the gridiron, has drifted on the mudbank, and fears are entertained that when the tide recedes she will break her back. Numerous slight accidents have occurred to the shipping in the docks, and most of the pilot-boats have been injured. One is dismantled, and another has gone ashore on the breakwater, where it is expected to become a wreck. The gale was slightly felt at noon, but great fears are still entertained for much of the shipping in the roads. Innumerable accidents have happened through the falling of tiles from houses, and the windows of the Stuart-hall and other places have been blown in. PORTLAND, DORSET, Tuesday. Yesterday the wind (which had previously blown strongly from the southward) veered again by W. to N.W decreasing in strength meanwhile, and the sun shone out in the morning very strongly, but only to prove temporary. As the sun declined the sky be came rapidly overcast with heavy cirro-cumulus clouds, and during the night the wind got back to S.S. W., bringing with it heavy squalls of rain, which have continued all to-day without intermission. There has been a heavy chopping sea in the West Bay all day. The barometer has oscillated consider ably since we last wrote, having to-day fallen as low as 29.269 in. at the sea level, while the temperature has maintained an average throughout the day of more than 9 deg. above the average for this period of the year. The atmosphere has only shown 2 deg. of dryness, as registered by the hydrometer. There is now-6 p.m.--every evidence of the present boister ous weather continuing. BRIDPORT, Tuesday. The past few days have been very stormy on the S.W. coast, and among the shipping disasters of the week has to be recorded the total wreck of the schooner Black Diamond, belonging to Messrs. Sut ton and Donovan, of Cork, Capt. Walsh, when ap- proaching the harbour of Bridport, on the Dorset shire coast on Monday night. The vessel, whose official number was 14,118 and 88 tons register, was built at Swansea in 1841. She left Cork about six o'clock on the evening of the 4th inst., laden with 1,218 barrels of oats in bulk, consigned from Messrs. J. O'Hea and Sons, Cork, to Mr. Knight, Bridport. Her crew consisted of the captain (G. Walsh), mate (John O'Hea), two men, and a boy. She left Tor bay on Monday morning with a fair wind, and ar rived off Bridport at about 4 p.m., when she spoke a pilot on board the schooner Try Again, waiting for water off the harbour, of whom the master asked if he could have a pilot that night, and received a reply in the affirmative. It was dark, a thick rain fell, and wind was blowing afresh gale from S.S.W The cap tain ran for the harbour pier-head. The mainsail was snugly set, but the vessel did not answer her helm, and missed the entrance to the harbour. Her helm was put hard to starboard, and an attempt was made to clear the land to the west, but it was found quite useless. The anchor was dropped just as they touched on the outside rocks, about a cable length from the shore, which was paid out as quickly as possible. She was, however, pitched and tossed about to such an extent by the ground swell that she parted her cable and went broadside on the beach. The coastguard then rendered every assist ance in rescuing the crew, a line being thrown across the forebrace by the mortar apparatus, and thus communication obtained between the shore and the vessel, and the crew were then dragged through the surf by means of buoys. The chief officer of Coastguard, Mr. Boxhall, rendered very essential service, displaying great courage in approaching the side of the vessel through the surf, which several times threw him down, and at one time drove him under the bottom of the vessel. The crew were taken charge of by Mr. Monteith, the Shipwrecked Mariners' agent at the port. The vessel remained on the beach subject to the fury of a rough sea, which broke in her port side and washed out her cargo. Towards midnight the tide had receded so as to admit of the captain saving some of the ship's stores and valuables, but about high tide at seven o'clock on Tuesday morning she was again subject to such severe twists that her masts fell over her starboard side, and she became a total wreck. The captain cannot state whether the vessel is insured, but her cargo was insured in the sum of £BOO in the Phcenix office. The master affirms that he used every possible effort to keep her off the shore, but all their efforts for her preservation and that of her cargo were fruitless. A rough sea is still running. PORTSMOUTH, Wednesday. Strong south-westerly winds prevailed here at an early hour yesterday morning, with the barometer at 29-35. The wind rose as the day wore on, and at sunset the weather looked as gloomy as it has done on the south coast for a very long time. At 2 p.m. there was a very stiff squall from the S.W., and a still more violent one about sunset, the latter accompanied by one broad lightning flash, with thunder at a considerlble interval. On the subsidence of the greatest strength of the squall a meteoric body of considerable brilliancy was ob served for a short period in the north east. About midnight the weather settled down into a gale from the S.S.W., with rain. At daylight this morning the barometer marked 29.0, and soon afterwards gave signs of rising, at 10 a.m., marking 29.02, at noon 29.05, and at 2 p.m. 29.1, the wind veering during the morning as the mercury rose to about W. by S. The wind continued to blow with una bated force all this forenoon, but at high water in Portsmouth harbour at 1.45 p.m. it considerably moderated. This afternoon the wind has gradually fallen and the atmosphere is clearer. LIVERPOOL, Wednesday. Early this morning the barometer here com menced falling very rapidly, and for some time fell more than a tenth of an inch per hour. The read ing at 11.40 was only 28 deg. 332 in. From that time it rose with even greater rapidity, the wind changing from south to west. The lowest reading of the barometer recorded here was on Dec. 6, 1847, when it was 28 deg. 154 in. To-day there was a stiff breeze, at times approaching a gale, with rain. SHIELDS, Wednesday, Noon. The weather has a very stormy appearance on the north east coast to-day. The wind seems freshen ing into a gale, and is bloving from S.S.E. The sea is making fast also. Intelligence has reached this port of the loss of the Blyth bark Constance in a heavy gale of wind. Four of the crew were drowned, viz.: J. Wright, carpenter, Blyth, Taylor, seaman, of Shields ; Holmes, a boy belonging to Copenhagen; and the master's eldest son, Thomas Burgen, a youth of 16 years of age. The mate, named Scrivener, had a narrow escape from being drowned. This morning the ale WINDSOR, Wednesday. i About half-past 10 o'clock, damage in this district. g caused a great deal of when the storm aaat of the east gable of the L ta od highest, the entire front Royal Gardens at Frogmmo7,Tmlthe old Windsor ge . at the entrance to the away, the bricks and stone copirina road, the residence of happened to was blown Ingram, descent building in the rear, be at the time. in n ras w h hi in c g h t i‘ h i r rs o . ug l h ngr th a e m ro h o a f p o p f e She bad a very narrow escape, a block of stone forc ing its way through the ceiling near the pl ace , he she was standing. The west g able is in a criticaler position, and other damage has been done. At the works for the Royal Mausoleum a shed has been blown down, while trees in the lower grounds of the Home Park have been damaged, and the park strewn with branches. On the Round Tower the " storm" flag was kept flying instead of the large Royal standard. CHATHAM, Wednesday Evening. It has been blowing a strong gale from the south westward throughout the whole of the day,the wind at times having the force of a hurricane. Commu nication with all the ships in the harbour was for some time supended, and throughout the day has been attended with great difficulty. There is a large fleet of colliers and other vessels at anchor inside the Grain Spit, at the entrance to the harbour, and others are fast taking up their positions for the night. The Great Eastern has additional anchors down, but owing to the excellent anchorage where she is lying, no fears are entertained respecting her, although the force of the wind driving against her immense broadside surface is very strong. All the ves sels in harbour have their yards pointed to the wind, and made all snug for the night, which pro- mises to be wet and stormy, the barometer still fall ing, and, at the time of this despatch being for warded, the gale continuing to rage. NOTTINGHAM, Wednesday. A terrific gale of wind visited Nottingham to-day. The wind blew fiom the north-west, the storm com mencing early in the morning. The roofsof houses were partially stripped, a great deal of glass was broken in the windows, sign-boards were blown down, and other damage was done to property. A man named Thomas Skerritt was severely injured by an advertising board, which was blown on to him. There were several narrow escapes. There has not been so fearful a gale in Nottingham since Decem ber, 1863. The River Thames. A great change has come over Old Father Thames since the period when poets sung his praises as a " fair," " bright," and " silvery stream." Indeed, so altered are the conditions of the river that it has been found necessary to appoint a Royal Commis sion to inquire into the causes of its pollution, and circumstances which have led to its almost total dis use for navigable purposes. The Commissioners appointed to prosecute this investigation commenced their sittings a short time ago at Oxford, and for several days last week they sat at Reading, receiving evidence of a very important character from a large number of millowners, local authorities, and influen tial private gentlemen, bearing upon the various matters with regard to which the Commissioners are instructed to report. Witnesses of nearly every grade furnished facts which left no doubt whatever but that the river has for years past been sadly mismanaged by the exist ing body of Commissioners, and this mismanage ment was accounted for in various ways. It was strongly urged that the Commissioners are far too numerous to work satisfactorily, and that, having with few exceptions, no pecuniary interests at stake, they grossly neglect their duty, and the public generally have seriously suffered. Sums of money have been regularly paid to lock-keepers for performing duties which business men have ex pressed their willingness to undertake, and in addi tion make annual payments to the Commissioners for the privileges of receiving the tolls, the pay ments actually being equal to the amount of remu neration to the pound-keepers. This fact espe cially refers to stations on the river, such as Henley and Maidenhead, where the stream possesses pecu liar features of attraction to parties who indulge freely in aquatics, and where, consequently, the tolls paid form an exceedingly good income. The neglect of the Commissioners has also manifested itself in the dilapidated state of the river banks, in the choked and polluted condition of the stream itself, and in its decayed navigation, and the want of a proper supervision in general has been shown in the loose and extravagant way in which various works, forced upon the Commissioners, have been executed. A question for solution now is, who shell succeed to the management of the Thames ? And the fingers of many who have undergone examination by the Royal Commissioners at Oxford and Reading point to the members of the Thames Conservancy Board, who, having discharged the duties intrusted to them withmuch ability,are likely to acquit themselves cre ditably in conducting matters of a similar nature. A great falling off in the navigation of the river has taken place during the past 20 years, and fot this not a little blame has been laid at the doors of the Commissioners, but the burden they justly bear is already wearisome, and we would not unfairly at- tribute to their inefficiency what may have been otherwise occasioned. It can scarcely be denied that when the locomotive made its way down the Thames valley, and opened a rapid communication between the inland towns and the collieries, a large propor tion of traffic was taken from the river, and that this was particularly the case when the railway companies resolved upon conveying heavy goods at a reduced tariff. Whether the navigation can now be revived to a remunerative condition is a question upon which there is considerable diversity of opi nion. Individuals who occupy waterside premises agree that coal and many descriptions of heavy goods might be advantageously brought by boat, and there are those who believe that with a reduced scale of charges the navigation might be resusci tated. There are millers and others who would re sort to the old barges, could journeys be made with any amount of certainty as regards time ; but there is also a class of experienced men who think the navigation of the Thames is as much a thing of the past as stage coaches, and that whatever Board undertakes the management of the river, it will find itself unable to compete successfully with the rail way companies which now penetrate every district of the land ; and we are certainly inclined to think this latter opinion is a right one. We now come to the subject which properly forms the most important part of the inquiry now being carried on by the Royal Commission—the pollution of the stream. This is a matter not easily dealt with, but still we must face the staring fact—that the Thames has for a long while been the receptacle of all kinds of filth, and is now ill-suited fur domestic use by the inha bitants of the towns past which it runs, or by the large population at the west end of the metropolis, where the people are mainly dependent upon the river for their water supply, as admitted in the in structions issued by the Home-office to the Commis sioners. At Reading, for instance, the Thames is connected with the Kennet, into which, again, pours a stream known as the Holy Brook. The Thames for some distance forms the northern boundary of the borough, while the river Kennet and the Holy Brook both wend their course through the centre of the town. On the banks of the Kennet stand a great number of houses, and not a few manufactories of different kinds, and the Holy Brook passes completely beneath many dwellings which drain all their refuse matter directly into, and may be almost said to act as a large central sewer uncovered in many parts, and emptying itself into the Kennet, which, in its turn, receives various impurities from paper mills, tanneries, and other large establish ments, besides the outfall of public sewers, private cesspools, pigstyes, &c. A casual observer on the river's side cannot fail to have many of these nui sances forced upon his notice, and none who value the public health can contemplate this subject with an indifferent spirit. To obviate the evil may at first sight appear a matter of very great difficulty, but the remedy is plain, and with care and fore , sight, carried out at a moderate cost to the parties who are accountable for the pollution of the river. Reading, like many other towns in close proxi nay to rivers, has no thorough and complete system of sewage, and the drainage works its way into these streams as we have previously shown. Proprietors of paper mills, tan-yards, and like works find it difficult to dispose of refuse matter and waste liquid—some being of an unquestionably poisonous nature—and into the passing stream is it sent. But the evidence given before the royal com missioners has made it clear that this objectionable outflow of impurities might be checked, and with positive advantage in some cases, and the simple plan to avoid the mixture of sewage matter with our river water would be the adoption of under ground drainage. The great expense, however, that would be involved in carrying out the schemes the thei proposed, w ith th e nee d o f a su it a bl e ou tf a ll for the se wage , h ave operate d so power f u ll y i n th e mindstow of good largentenbtoidoyn intentions of a ratepayers few ardent as sanitary a o n o i t v a e ry r reformers, and, consequently, we still witness evils which vexed corporate bodies and their consti tuencies in years gone by. Latterly, however, several large centres in the north, and smaller towns in other parts of the country, have bravely battled with diffi culties and successfully combated the serious evils arising from bad drainage, and profiting by themis takes which in these cases might have been made, the towns which border the Thames and now pollute it may economically effect a complete system of sewage—so economically, indeed, that Mr. Rawlin son, one of the Commissioners, and a most experi enced engineer, positively asserts that a 6d. rate only would be needed. In considering the means by which the sewage shall be disposed, the idea of any outfall into the river must be entirely abandoned, and it must be utilised on neighbouring lands, as sewage matter has been utilised already at different places. As a rule local authorities must not look THE SUN, LONDON, THURSDAY EVENING, NOVEMBER 23, 1865. for a profit by thus disposing of the sewage, but they may generally anticipate a commensurate return for the pecuniary cost, and this independent of thegreat and lasting benefits which must accrue to the public by raising the standard of health. All these subjects are being freely discussed at the sittings of the River's Commission, and we feel little doubt that the investi gation will be attended with the best possible results. Railway and Other Companies. EASTERN BENGAL. The report of the directors states that the traffic for the half-year ending the 30th of June last had been satisfactory, and that the net receipts had amounted to about 41 per cent. per annum on the capital expended. The gross receipts amounted to £66,108, the working expenses to £29,014, and the net receipts to £37,094 ; and for the corresponding half of last year the gross receipts amounted to £45,945, the working expenses to £25,395, and the net receipts to £20,550, showing an increase of £20,163 on the grossreceipts, of £3,619 in the work ing expenses, and of £16,544 in the net receipts. The total number of passengers conveyed was 615,591 against 609,510 in the corresponding half of 1864, showing an increase of only 6,011, but this was in consequence of a great Hindoo festival hav ing taken place in the corresponding period. The quantity of goods and minerals conveyed was 56,391 tons, against 23,392 tons in the same half of 1864, showing an increase of 32,999 tons. The receipts per train mile were 6s. Old., against 7s. 111, and the receipts per mile open £6Ol, against £4lB in the corresponding half of 1864. The receipts during the first 13 weeks of the present half year, as compared with those of the corresponding period, showed an increase of above £5,000. The large increase in the goods traffic hadnecessitated additional accommoda tion at the Calcutta terminal station, and it was therefore proposed to extend the goods shed I,oooft. The iron and roof work for this Was being manu factured, and would be forwarded with all expedi tion. The rolling stock was being increased by add ing 406 waggons. Of those 50 had been sent out in a complete state, the woodwark made of the best seasoned teak; but as to the remaining 356 waggons the ironwork would be sent from this country, and the waggons would be constructed in India. The directors had ordered 15 additional locomotives, which would be shipped during the ensuing year. The agent in India had entered into traffic arrange ments with the River Steamer Company for esta blishing a bi-monthly communication in connection with the railway between Kooshtea, the terminal station on the Ganges, and the district of Assam. A traffic arrangement had also been entered into with the Assam Company, by which the carriage of the whole of their teas, stores, and coolies had been se cured to the railway. The agent, under the sanction of the Government, had chartered a steamer, which for the last five months had been running between Kooshtea and Dacca. The regularity with which this service had been performed had gainedthe confidence of the public, and had resulted in the steamer ob taining a full complement of passengers and goods. The company, after crediting themselves with full rates for the merchandise and passengers carried over the railway, had secured an ample margin for all ex pensesattendant on the chartering and repairs of the steamer. The directors had secured the services of Mr. Leslie as their chief engineer for the execution of the works on the Goalundo Extension line. The capital account to the 30th of June showed that £1,543,317 had been expended, leaving a balance of £56,683. The balance-sheet showed that £316,216 had been received from the Secretary of State on interest account, that £119,570 of net revenue had been earned on the line, and that £99,878 had been repaid to the Secretary of State on interest account. INDIAN TRAMWAY. The directors of this company state in their report 1 that the line from the Madras Railway at Arconum 1 to Conjeveram was opened for a length of IG4 miles 1 on the Bth of May last, and further to the terminus at Little Conjeveram on the Ist of August, the whole distance being 18 miles 65 chains. The laud had been provided by the Government, 141 miles being constructed upon the ordinary Government public road, and 41 miles on land where no road previously existed. The result of the past operations in regard to the cost of construction, revenue, and working expenses showed that with rails of 3511 b. to the yard, and 314 ft. gauge, the cost of the works, permanent way, stations, inspectors' houses, earth works, culverts, and three bridges, adapting the common road for 14/ miles, and a new road for 42 miles, would be, when completed at the end of October, about £62,000, or £3,300 per mile, and locomotives and rolling stock £13,000 ; making together £75,000, or just under £4,000 per mile for the line and stock. The gross traffic receipts from the Bth of May to the 31st of August amounted to £1,769, of which the receipts of three weeks from the opening, during a festival on the Bth of May, to the 31st of May, were £857 ; for the month of June, £275 ; for July, £283 ; and for August, £354 ; or an average of £450 per month. It was impossible, at this early period, to estimate the future traffic; but that to realise a net profit of 5 per cent. on the whole capi tal a revenue of £9 per mile per week would suffice. The number of passengers conveyed during that period was 43,496, or about 12,000 per month, and the working expenses had averaged 65 per cent. With a train of 97 tons a safe running speed of 35 miles an hour had been obtained, although for eco nomical reasons the speed was limited to about 15 miles an hour. The total exnenditure, after pay ment of all charges, had amounted to £88,935, but of this there had been incurred in payment of inter est during construction £6,151, and in surveys and expenses in Madras and in the other Presidencies £6,849 previous to undertaking the Arconum line. In estimating those results there was a certain fixed expenditure which was equally available for several hundred miles of railway as for the short Arconum section, and which in the one case could not be di minished, and in the other would scarcely bo ex ceeded. Of the capital of £lOO,OOO there remained yet 2,825 unallotted shares of £5 each, equal to £14,125 unexpended. The goods and passenger traffic were both likely to increase and to be perma nent. It was not desirable, either in the interests of the Government, of the public, or of the company, to use the existing roads in any future works which might be undertaken. The accuracy of the prin ciples laid down by the company had been verified —namely, that on lines of moderate traffic a light 3ft. 6in. railway should be first laid, which, when necessary, owing to the increased traffic, could be relaid to the standard sft. 6in. gauge. The Govern ment Inspecting Engineer reported that the quality of the work was in general excellent, the ballasting and turfing of the slopes neatly exeted, and that the rails were laid with the greatest care and accuracy. in estimating the future value of the line, the share ' holders were reminded that the lines connecting Calcutta, the North-West Provinces, and Bombay joined the Madras Railway at Arconum ; that an extension of the line to the French settlement of ' Pondicherry to connect it with Madras and the above northern . lines was in contemplation and urgently demanded ; and that the whole traffic must, under those circumstances, pass over the Arconum line. With regard to the proposed extension, the Board had received a reply to their communication from the Governor of that settlement, offering every aid and facility if the company would extend the line to Pondicherry. The directors believe that this exten sion would be remunerative, and contribute an im portant link between the not th and south of India. MADRAS IRRIGATION AND CANAL. The report of the directors stated that the admis sion of water into the canal had been conducted with great care and prudence, consolidation of the embankments had consequently progressed satisfac torily, leakage had been prevented where possible, and every means had been taken to regulate and strengthen the banks and walls where subsidence had taken place. The works, it was hoped, had therefore, been rendered secure and trustworthy for the extended supply of irrigation which might be expected to arise during the season of 1866. The first freshes of the river Zoombuddra commenced to flow over the Anicut at Soonkasala in April last, and continued to do so with intervals down to the latest advices at varying depths, the maxi- mum being six feet. So far as had been ascertained the structure had received no damage. On the Ist of July last water was readmitted into the first section of the main canal ; that was from mile one to the Hindry aqueduct, a distance of 17i miles, and it had since remained at a depth of four feet. Water was permitted, to enter the second section of the main canal, from the Hindry aqueduct to the 33d mile on the 13th July, and by the 20th of that month it had filled all the large tanks as far as the 23d mile, where it was retained by a temporary dam, to afford time for the prepa ration of the, Kadrabagh aqueduct. The embank ments of the canal having been thoroughly secured, the water had been allowed to pass on beyond the 24th mile, and was cautiously proceeding to the end of the 3d section or 44th mile. From the 44th to the 61st mile great energy had been put forth by the executive engineer, and it was believed that water might within a few weeks be allowed with safety to pass on to the 56th mile at Puggydial ; but its pas sage through the entire length of the fourth division to the 61st mile before June \ next, it was feared, could not be looked for. The engineer in October roported that the irrigation in the first section and in the first range of the second section was making good progress, and that the crops looked well. The works and surveys on the remaining divisions were progress ing satisfactorily. The report explained the necessity which existed for the completion of the entire scheme of works undertaken by the contract with the Secre tary of State for India in Council by means of addi tional capital, and the advantages that would result. Under no circumstances would the issue of further capital for the cost of works affect in any degree the guarantee of interest secured to the holders of the 50,000 shares, representing the presen't capital of £1,000,000. The total receipts on account of capital amounted on the Ist inst. to £935,033, of which there had been expended in England £30,454, and in India about £852,952, making a total expenditure of about £883,406, leaving a balance of about £51,627 in hand, and £64,967 yet receivable on account of the present guaranteed capital of £1,000,000. The Cattle Plague. CORNWALL The rinderpest is making fearful ravages in Corn• wall, more especially in the neighbourhood of Truro where it has been allowed to spread and infect the whole district without the slightest preventive mea sures being taken till the evil was irremediable. There is now hardly a farmer or dairyman in the neighbourhood without the plague among his herd. On Thursday and Friday Mr. Williams, of Lam vissow-farm, lost 14 bullocks, making a total loss of 17; Mr. Rodda, of Menadews, an adjoining farm, lost 11 on the same days. So rapid is the progress of the disease here that during the past week nearly 150 head of cattle have died, including the follow ing :—Mr. Ruddy, Nanceavallen, 17 ; Mr. Cardell, Bosvigo, 13; Mr. Evans, Newham, 12; Mr. Oliver, Park (the Hon. Capt. Vivian's estate), 12 ; Mr. Johns, Tresillian, 12 ; Mr. Hodge, Truro, 7; Messrs. Clarke, Waters, and Harding, Truro, 6 each ; Mr. Michell, Newham, Mr. Ivey, Tresillian, Mr. Came, Goosebean, and Mr. Cragoe, Kea, 5 each ; Messrs. Roberts, Hawke, and Carus-Wilson, Truro, 4 each ; besides several other persons who have lost smaller numbers. At Padstow, on the north coast of Cornwall, the plague has also 'broken out during the past week in great violence, carrying off 21 bullocks, out of a herd of 50, belonging to Mr. Williams, of Porthmizzen, who has also 12 more affected ; and five belonging to Mr. Champion, of Treator. Indeed there is scarcely a district in Cornwall now free from the disease ; it is raging in the dis tricts of St. Austell, Lostwithiel, St. Ives, Penzance, and Helston. In the latter place Mr. Hearle, Tre venas, lost 10 dozen during the past week, the disease being communicated by a cow bought at Michell fair, near Truro. Mr. R. Foster, of Castle, a large landowner in the neighbourhood of Lostwithiel, pos sessing land and herds in Lanwithan, St. Winnow, Colewith, and Lanlivery, has the disease among his herds in each place, and on Sunday and Monday he had six fine animals shot and buried. Great alarm now exists in the neighbourhood of Truro, and on Monday evening a crowded meeting of the members of the Agricultural Exchange was held, when it was unanimously resolved to obtain a thoroughly quali fied veterinary surgeon, familiar with the treatment of cattle plague, from either London or Edinburgh, and to offer him as an inducement to settle in the town a salary of from £lOO to £l5O a year. The farmers, however, strongly oppose the appointment of a Government inspector, on account of the powers conferred upon him to order cattle to be slaughtered. A liberal subscription was commenced towards the payment of the veterinary surgeon's salary. EDINBURGH. A return presented to the Town Council of Edin burgh at its meeting on Tuesday shows that out of 1,657 cows within the police bounds of the city on Aug. 17—the rinderpest having appeared in the byres about a fortnight before—only 408 were left on Monday. HERTFORDSHIRE, At the Watford weekly petty sessions on Tuesday last, before the Earl of Essex, chairman, and a full bench of magistrates, Mr. H. H. Burchell Herne, of Grange, Bushey, and Mr. Joseph Arden, of Rick mansworth-park, who, as will be seen upon refer ence to the " Law List," are both barristers, and who are likewise magistrates for the county of Hertford, severally appeared in answer to summonses charging them with having infringed an order of herMajesty'sPrivyCouncil, byeach burying a diseased cow without first giving notice to Mr. W. Dale, the cattle inspector for the Watford district. Mr. S. G. Finney, of Quecusbury-lodge, Aldenham, near Elstree, Middlesex, also appeared in answer to a summons charging him with a like offence, and with removing cattle from where the disease had been and sending their carcases to Newgate-market for sale without the licence of the cattle inspector. Mr. G. E. Eyre, barrister, appeared in support of the prosecution in each case. Mr. H. H. Burchell Herne conducted his own defence in person, as also did Mr. Finney ; and Mr. H. W. Willoughby, of the firm of Willoughby, Cox, and Lord, solicitors, Clifford's-inn, Fleet-street, appeared for Mr. Arden. Each of the defendants pleaded "Not Guilty." In Mr. Herne's case the defence was that he did not at first know he had the cattle disease on his premises, so for prevention he had the beast in question shot and buried. Afterwards he gave notice to the cattle inspector, but the bench decided he had given such notice too late. In Mr. Arden's case the defence was that a cow died, as he thought, of the lung disease, and of course it was accordingly buried by his orders without notice. In Mr. Finney's case the defence was that, six weeks prior to any complaint being made of the disease on his premises, he had a diseased heifer, and sent for Mr. Dale, the prosecutor, who said decidedly it was a plague, and so he (Mr. Finney) had the heifer in stantly slaughtered and buried, and he had no fresh outbreak until about six weeks afterwards, when the disease among his stock broke out again, and he considered the first notice he had, given to the in spector was quite sufficient, particularly as he had a certificate from a Newgate-market salesman that the meat so sent to him was perfectly good. These defences were, however, of no avail. The bench convicted the defendants, fining Mr. Herne and Mr. Arden £lO each and cost; and Mr. Finney two sums of £5 and costs. WRECK ON THE LINCOLNSHIRE COAST.—The Thed dlethorpe lifeboat of the National Lifeboat Institu tion was instrumental on the 17th inst. in saving nine men from the fishing smack Splendid, of Grimsby. The smack was full of water, and her crew had taken to their own small boat, which was found approaching the surf, where she would probably have been capsized and her crew drowned but for the timely services of the lifeboat. The cost of this lifeboat was the gift of two attached friends to the institution. A.DVERTISEMENT—HoIIoway's Pills and Ointment. W flater Diseases.---.' hese are usually ushered in by No vember, in which month the strongest constitution is sorely tested by the impurities of the atmosphere. From the varying temperatures few persons escape colds, sore throat, or influenza, for all of which Holloway's pills and ointment may be used with the certainty of effecting a cure. While the pills are correcting all the impurities in the body gene rally, the ointment, well rubbed into the throat and chest, penetrates the skin, reduces inflammation, soothes irrita tion, and restores to certain soundness. Asthmatic chests tightened to suffocation in foggy damp weather aro libe rated by Holloway's pills and ointment, which relieve with wonderful facility the dry consumptive cough and the heavy expectoration. SPIRIT OF THE PUBLIC JOURNALS. TIMES.—Much as we have gained by the substi tution of railway travelling for more primitive modes of locomotion, there is much also that we have sacrificed. We have lost, for example, all the genial and humorous traditions of the road. A coach, even when reduced to the utmost regularity, had something of human nature about it. The coachman, and even the guard, like all the other classes of old English society, had special humours and sociable touches of nature which made them kin with all their passengers. There was a rough and natural homeliness about them which made them human beings as well as coachmen. There was a predominance, too, of natural life about the coach which sustained and, perhaps, created this feeling. The actual machine, the wood and iron, was the smallest part of the whole. Even the horses were a much more prominent object than the body of the coach, and at every 10 or 12 miles they were surrounded by a suite of attendants, while the coach itself was almost deprived of its inanimate appear ance by the swarm of human life which covered it inside and out. The travellers in their long cold journeys felt the influence of so much nu.- ture and life about them, and grew cheery and friendly with each other. All these pleasant features are now completely gone. A railway offers a scene which is the opposite of this rough and genial humanity in every par ticular. Human beings and natural life are the least part of it. Iron and wood are now every thing. What are all the passengers and the officials to that vast mass of hard and lifeless material which rushes with the irresistible force of an unconscious mechanism over the rigid line carved out for it ? The driver sitting on the engine boasts of the pace he goes, but he is little more than the fly in the fable who sat on the axletree of the chariot wheel and said, " What a dust do I raise !" The officials show the influence of association, and merge their humanity in the overpowering uniformity of the great machine. There are no human angles about railways or the people connected with them ; a moderitte curve is variation they attain The travellers have little more relation to each other than to the seats they sit upon or to the partitions at their sides ; while to the officials they are of no more interest than the oil which is applied to the wheels. They keep the machine going, and that it should be kept going is . the only object to be at tained. All this is a real loss, but it is one of the inevitable penalties we pay for our progress. Civi lisation consists, to a large extent, in the substi tution of mechanism for human energies and hearts and hands. But there is one advantage which, at all events, we might expect to gain from this mechanical tyranny. A machine is, at all events, regular. What it does, it does systematically and punctually. Like a watch, it will work round to exactly the same place at the end of the same inter val. In the same way, whatever disadvantages rail ways may have, we might have been expected to congratulate ourselves that they must at least be punctual. With an iron road, and iron wheels ex actly fitted to it and iron mechanism iu every part, and the number of trains and their order under the absolute control of the directors, one would think that the machine would perform its work in exactly the time allotted to it, that the trains would pulsate through the stations with the regularity of the tide, and annoy us only by punishing the unpunctuality of human nature. Strange to say, this is the very point in which railways are most defective. The other day a correspondent called attention to the invariable unpunctuality of the Brighton Railway, and his complaint was supported by a multitude of fellow-sufferers. It is no matter whether the dis tance travelled be long or short. Trains into Lon don from Croydon or Richmond or Sydenham are often just as much behind their time as from Bir mingham or York. Indeed, the trains from short distances are even more unpunctual in proportion than those from long ones. One' of the most signal illustrations of the extent of the evil may be con stantly witnessed in the suburban traffic at Clapham Junction. Of the innumerable trains which succeed each other at that heart of so many railway arteries, not one, probably, is ever punctual, and the conse quence is that the officials on the platform are con stantly ignorant what train it is which is approach ing at a given moment. A main-line train, for all they know, may have come up to the last Junction before the branch train which should have preceded it, and the whole series of trains may be irremediably confused. In fact, the hour at which the trains start on their journeys is now the only time which is ever observed. Once dismissed from the terminus, they feel their way along as the signalmen from station to station will let them, and get to their journey's end, not when they ought, but when they can. In short, from all parts of the country, and from all classes of society, we receive loud and incessant complaints of the inveterate violation of this primary duty of railway companies. The in conveniences which the railway companies inflict upon men of business must be beyond calculation. The great majority of them are those to whom it is of the utmost importance to be in the City or at their offices by a certain time. They have taken advantage of the facilities held out by the railways to remove their families from town, presuming that the machine-like regularity of the railway will enable them to be as sure of being at their business at the proper hour as if they lived in town and walked to their offices. They find themselves entirely deluded. To be ten or twenty minutes or half-an-hour late is a contingency they must any day be prepared for. Such a state of things is far more than a fanciful annoyance. To these men time is money, and they are thus compelled to acquiesce in a waste which they would never endure if they were their own masters. Business in London is notoriously and scrupulously punctual, and it is disgraceful that the only element of unpunctuality should be contributed by the very machinery which ought most easily to avoid it. It should be remembered, moreover, that this side of the matter presents what is far from being the most serious view of the evil. It is un questionably to unpunctuality that the greater part of the risks of railway travelling are to be ascribed ; and it is not only, therefore, the time, the money, and the convenience, but the lives of the public which the directors thus sacrifice to a gratuitous carelessness. From all these points of view the evil has now reached such a pitch that it behoves every one, for his own sake and for the sake of the public in general, to protest by every possible means against a constantly in creasing abuse. A remonstrance which reached us in the summer referred the evil chiefly to a foolish economy of the directors in their staff and mate rials ; and there can be no doubt that a portion of the evil is to be attributed to this case. But the remonstrants made another suggestion, which appears to us to point to a still more common mis take, and to one which might be at once remedied. They observe that the public would very much rather the directors engaged to convey them more slowly than that they should hold out to them their present promises and uniformly fail to fulfil them. No doubt of it; and the greater part of the evil would be remedied if the directors would act upon this plain dictate of common sense. They must know perfectly well that the engagements they issue in their monthly time-tables are more than they can perform, and they have no right to delude the public into taking season-tickets by holding out expectations which they have neither the power nor the intention to satisfy. No doubt the times which they fix for the trains might be easily kept if each train had the line all to itself and was subject to no interruptions. But they must now be thoroughly aware, in the present condition of the traffic on the main and suburban lines, that every train is, in point of fact, more or less delayed by the crush of traffic on the line, and that in calculat ing its time it is necessary to take this delay into account. The case is now precisely the same with a railway as with a street in London. A Han som cab might, if the road were clear, .get from Charing-cross to the Bank in ten minutes ; but in practice the road is never clear, and few cabmen would engage to do the distance in less than half an-hour. A railway into London is now compara tively as crowded as the Strand, and a precisely simi lar allowance should be made for the time required to traverse it. Take another instance. A gentle man observes from th e ti me -books that by a certain train he can get down to Portsmouth in good time to catch the last boat to the Isle of Wight. The train, however, is 20 minutes or half-an-hour behind time, and he misses the steamer. He remonstrates, and learns that the case is always the same. The train is never in ti me . In short, the directors, with the best intentions we dare say, have promised more than they can perform. They must know this quite as well as the officials.at Portsmouth, and they have no right, for the sa ke of saving their credit in print, to put the public to all the inconvenience and ex involve It which such an incident as this may It would probably make little cr no difference to most passengers to start half an hour earlier, whereas it may be a most serious matter to them to be thus disappointed. This is a point of management which can be at once amended, and if the directors do not adopt a course so plainly incumbent on them it will amount to a wilful and permanent breach of faith. Either they must add largely to their staff, and greatly increase the efficiency of their material, or they must be content to be more modest in their promises. Posr.—The Court of Queen's Bench was engaged during the greater part of Tuesday in hearing a demurrer argued in which the point substanti a ll y a t issue was one of vast public importance. The argu ments will be resumed to-day, but as it is not im probable that the court will reserve its judgment, and as it would be mere affectation to suggest that the decision would in any way be affected by any 8 ....-. comments of ours, we shall endeavour to place be- fore our readersas succinctly as possible the circum- stances under which the iniervention of the Court of Queen's Bench has been sought, and the points which have been raised for the decision of that tri- bunal. In the month of April, 1859, the Commis sioners of the Admiralty, on the part of her Ma jesty's Government, entered into a contract with a gentleman named Churchward, for the conveyance of the mails between Dover and the ports of Calais and Ostend. To the terms of that contract we will afterwards more particularly refer, but, for the present, it will suffice to say that Mr. Churchward agreed to provide suitable steamers for the carriage of the mails, and the Government contracted to pay him an annual subsidy of £lB,OOO for his services. It was further provided that the contract. should continue in force for 11 years—namely, until 1870. From the date of the contract until the year 1863, it would seem that the agreement was ft-tith fully carried out by both the parties to it, and it is not suggested that any breach was committed either by Mr. Churchward or her Majesty's Government. In the June of that year, however, the House of Commons passed a resolution to the effect that no further moneys should be paid to Mr. Churchward for the performance of his services, and the Govern ment thereupon entrusted the carriage of the mails between Dover and the continent to other persons. The grounds on which the House of Commons passed this resolution are not on the record in the Queen's Bench, but those who remember the debate which took place upon the vote will recollect that the reason assigned was that the contract between Mr. Churchward and the Government had been obtained by unworthy if not corrupt means, and was such that public policy demanded its repudia tion. Mr. Churchward received from the Govern ment payment for his services up to the date (June 20, 1863) on which the Admiralty ceased to em ploy him, and he now, by Petition of Right, sues the Crown for damages sustained by him in consequence of the rescision of the contract by her Majesty's Ministers. He does not sue for the subsidy to which he was entitled if he had con tinued to perform the contract, but as he estimates this damges at £126,000, which would have been the total of his receipts from the Government during the seven years which the contract had still to run when it was rescinded, the claim he advances is practically the same as if he demanded the payment of the subsidy until 1870. To this claim the Crown has replied by alleging that the remuneration to be given to Mr. Churchward for his services was by the terms of the contract to be paid out of moneys to be voted and appropriated by Parliament for that purpose ; that no such moneys have been so appropriated, and that consequently the petitioner has no ground of action. To thisplea the petitioner has demurred, or, in plain language, he asserts that the non-appropriation of money by Parliament for the contractor does not deprive the latter of his right to sue the Crown for damages for the wrongfulres cision of his contract. There is also a demurrer on the part of the Crown as to whether the suit has been brought by Petition of Right ; but into that question it will not be necessary to enter. The most material part of the agreement between Mr. Churchward and the Government, and that on the construction of which the decision of the court will mainly turn, is that which refers to the means by which the contractor is to obtain pay ment for his services. The agreement sets forth that the Commissioners of the Admiralty will, in consideration of the due performance by Mr. Church ward of the covenants entered into by him, pay to him " a sum out of moneys to be provided by Par liament, after the rate of £lB,OOO per annum, by quarterly payments," So. Such being the terms of the contract, the question presents itself for consi deration whether the condition of Parliament pro viding the necessary funds is to be regarded as pre cedent or subsequent—whether, in fact, the contract ought to be read, " We will employ you if Parlia ment will proiride the funds for payment," or, " We will employ you and pay you out of funds to be pro vided by Parliament." In the former instance, it is conceded on all hands that Mr. Churchward would have no cause of action for the breach of contract; but in the latter, which is the construction for which his counsel contend, it is urged that he is entitled to sue the Crown for the loss he has sustained by the repudiation of the contract. Even, how ever, admitting the latter construction to be the proper one, it is contended for the Crown that the claim advanced against the Executive for dam ages is one which, on grounds of public policy, can not be sustained. It is this latter point which pos sesses the greatest interest for the public at large. Although the suite is instituted nominally against the Queen, it is admitted that, if the plaintiff should prove successful, the damages claimed would be paid out of the public purse. The true issue, therefore, which is raised is—whether the Government of this country can bind Parliament to pay subsidies extending over long terms of years merely by concluding contracts to that effect. Now, if there is any principle more clearly established than another in the English Constitution, it is that the House of Commons shall vote all supplies, and that Parliament shall by a specific act, passed in each session, direct the manner in which the moneys voted by the House of Commons shall be appro priated. This principle is not only clearly estab lished, but was fully recognised in the contract en tered into with Mr. Churchward, when it was stated that the subsidy was to be paid out of moneys ap propriated by Parliament for that purpose. And if it had not been so recognised, and any attempt had been made by the Government to bind Parliament to vote the necessary subsidy, the contract would have been manifestly void. But whilst conceding the right of Parliament to appropriate the public money in whatever manner it pleases, it is neverthe less contended that the public may be compelled to pay under another form, namely, as damages, the sums of money which it would have paid as a sub sidy, if the Legislature had not exercised its un doubted right of declaring that no such subsidy should be paid. The principle involved in both cases would seem, to ordinary minds, to be the same— namely, that the control of the public money cannot be taken by Government out of the hands of Par liament. It remains to he seen, however, whether a different view will be taken by the Court of Queen's Bench. COUNTRY MARKETS GAINSBOROUGII-TUESDAY. Our corn exchange to-day was largely supplied with grain. Wheat supported last week's rates, although mer chants and millers tried to purchase at a reduction, farmers refusing to quit a t l ess mon ey. Both malting and grind ing barley sold at late terms, with a quiet trade. HULL.-TUESDAY. At our market to-day there was a good show of English wheat, but the demand was slow, and to effect sales far mers had to submit to a reduction of is per qr. Foreign, nothing done. Barley more difficult of sale. The market for linseed was very buoyant at advanced prices . English old white wheat, 50s to 54s ; old red, 44s to 465. Barley, chevalier, 28s to 325. Oats, Russian, 22s to 245. Beans, new English, 42s to 435. Peas, English blue, 35s to 36s 6d; grinding, 35s to 35s 6d per 36 stone. SALISBURY.-TUESDAY. At market to-day the supply of wheat was moderate, but the recent advance in price was not generally sup ported. There was a large supply of secondary and infe rior barley, but good malting parcels- were a very limited offer, and a decline of is per qr. took place in the former. Beans short, and met with a free inquiry at rather more money. Peas likewise a fair demand at full rates, as well as for oats, which were not largely offered. The following are the quotations :—Wheat realised from 36s to 52s • barley, 36s to 42s ; oats, 22s to 32 s ; beans, 403 to 51s ; and peas, 42s to 50s per qr. Tares, from 6s to 7s 3d per bushel ,• Best bread, 13d ; household ditto, 12d per 81b loaf. Flour, 34s to 40s per sack. MONMOUTHSHIRE—MoxDAY. The following are the average quotations :—Wheat, 5e ld to 5s 9d per bushel; barley, 3s 3d to 3s 8d; oats, 2s ld to 2s 7d. Births. BRANDRAM.—On the 21st inst., at Stokes Hall, Ham, Sur rey, the wife of Saml. Brandram, Esq., of a son. HEWETT.—On the 20th inst., at Albury, the wife of Sir George Hewett, Bart., of a son. MASON.— On the 22d inst., at The Lines, St. John's-wood park, the wife of John Nicholas Mason, Esq., of a daugh ter. Marriages. BECKWITH—FOWNES.—On the 21st inst., at Clifton parish church, Thomas Perceval Beckwith, Esq., to Franc es Maria, the eldest surviving daughter of Henry George . v v_ Fownes, Esq. ROBINSON—WIIITE.—On the 21st inst., at Cowthorpe,york shire, Charles Thomas Robinson, of 26, Bucklersbury, E.C., and Southery, Downham Market, to Marianne, the only daughter of the Rev. Thomas White, rector of Cawthorpe. ... • Deaths. AINSLEY.—On the 20th inst., Miss Ainsley, of Maitland' place, Lower Clapton, aged 67. BUTLER. —On the 21st inst., at the Vicarage, Wickbtani Market, Suffolk, the Rev. Weeden Butler, vicar of he parish, aged 59. BERENS.—On the 21st., at Exeter, Lady Catherine, wid°W. of the late Yen. Archdeacon Berens, aged 85. -ve• o a- DATDA.—On the 20th inst., at Abbey Wells , E ast hay, Hants, Robert Davis, Commander R.N. , aged erg. GOLDEN.—On the 20th inst., at 38, Burton - cre scent, Ann Golden, aged 94 years and 3 months. rvr e LOVE'TT.—On the 18th inst., W. M. Lovet t, of LIP Thames-street, and New Cross-road, suddenly er, SARGENT. - On the 19th inst., at Oxn 9 y Cour t, near Vol Lieut.-Gen. Henry Sargent, of the Madras ArelY• '"----------- ~, -F, 5, London: Printed and Published by WIL LIAII ANDm.„---810. of No. 112, Strand, Printer, at Trio SUN office, 11 °;:: "..; Strand, in the Precinct of the Esvoy. in the CO " ° Bilibilele*.--Thuriclay, N9Yember 23,_1865.