The Sun. — London, England, 1866-03-21 00:00:00

Anthropological Society. At the ordinary meeting of the society yesterday evening the table was covered with skulls and bones, and with implements of stone and bronze, the most perfect of which had been found in the bed of the Thames, near Kew-bridge, and were exhibited by Mr. Clayton and explained by Captain Tupper and Mr. Carter Blake ; but the greater quantity had been discovered in cairns in the Orkney Islands and in Caithness, and were exhibited to illustrate two papers connected with those places of burial and with what are called Picts' houses. The first paper was contributed by Mr. George Petrie, of Kirkwall, who distinguished the " broths" from what are commonly called Picts' houses. The brochs are oircular towers, varying from 50 to 70 feet in diameter, and are supposed to have been 40 feet high, but the height of those ruins yet ex amined does not exceed 17 feet. The Picts' houses are much smaller ; they are conical, and about 10 or 15 feet in height. The brochs appear to have been fortified places, but most of the defences do net seem to have belonged to the original struc ture. The date of their erection is not known. Seve ral implements have been found among the ruins, comprising stone vessels of different sizes, a stone lamp, a drinking-cup formed of a vertebraeof a whale, a few fragments of earthenware, a bronze pin, and an iron knife. There are the ruins of at least 40 brochs in the Orkney Islands, and they are found in several of thenorthern counties in Scotland. They generally stand in commandingpositions, near the sea-shore. A Pict's house resembles a bowl shaped barrow, and consists of solid masonry, covered with a layer of turf, a foot or more in thickness, and has a central chamber surrounded by several smaller cells. Mr. Petrie stated that he had never discovered any implement or utensil in a Pict's house, while such articlesare invariably found in brochs. He was of opinion that the Picts' houses were never intended for places of residence, but that they were tombs or chambered barrows. He ad duced many facts in support of that opinion, espe cially the discovery of several skulls and other hu man bones in them. The second paper was a report " On the Ancient Remains of Caithness," by Mr. J. Anderson, who, with the aid of funds contributed by some members of the Anthropological Society, had prosecuted re searches in that part of Scotland, in which he was accompanied by Mr. Shearer. Their investigations were directed to the examination of the grey and green cairns which abound in Caithness, the former being externally mounds of stones grey with age and a scanty covering of lichen ; while the green cairns look like tumuli, and are covered with earth. The internal structure of the two classes of cairns are different, and the grey cairns mostly occupy the tops of the highest hills, while the green cairns are generally found along the sea-shore or on the banks of rivers. The differencess in the structure and the contents of the two classes of buildings seem to con firm the popular belief, and in the report a minute ac count was given of objects found within several that had been examined. In the grey cairns there was evi dence of three distinct modes of sculpture, viz., crema tion, the doubling up of the body in a sitting pos ture, and extended. Among the manufactured im plements in the green cairns were found a polished bone needle with a round bevelled eye, a deer's horn handle sawn at one end and a fragment of a bronze implement. The most remarkable kind of structure described was the horned cairns, some of which are 250 ft. long, with projections at four corners, from which they derive their name. One part of the in terior of these cairns was divided into separate cham bers with large flag-stones, being evidently intended for places of sepulture. Bones and articles of pot tery were found within them, and in one an iron knife and a nodule of iron ore. Mr. HUNT, the president of the society, stated, from his own observation in Caithness, that these grey cairns form most remarkable objects in the landscape, being visible on the tops of the hills for many miles. He said the subject would be fully considered at the next meeting, when it was ex pected that Mr. Laing would attend, and the ques tion whether these remains indicate a pre-historic period would be discussed. STATE OF TRADE. MANCHESTER, March 20.—The market for ship ping yarns has been very quiet to-day, with but little disposition manifested for business. Buyers are unwilling to follow the upward tendency of prices, and spinners are equally indisposed to make any concession. The market closes tamely at the high quotations spinners are now asking. In home trade yarns also we have had a tamer market, manufacturers preferring to wait before paying extreme prices. So far as there is any change in prices they are slightly in the buyer's favour. A large proportion of the spinners of yarns of the best qualities are well under order, and have no temptation to press for additional engagements at a decline. Some of the spinners of commoner qualities not in so good a position are rather easier to deal with. The heavy arrivals of cotton at Liverpool these last few days from America, India, and other markets having checked opQrations at Liverpool to-day, the depression resulting from it naturally reacts upon this market to-day. The business in cloth for several days past has not been large, though prices have been well sustained. To day the demand has been decidedly quiet for all classes of goods, and for some descriptions of cloth even the market is rather weaker. The amount of business, at any rate, has been very small. Buyers appear to be less sanguine than they were last week about giving out orders for future delivery, or indeed than they have been for some time past. On the other hand, manufacturers, having heavy engage ments, some of which will not be completed for weeks and months to come, are indisposed to make any abatement in their quoted prices. In most eases makers adhere rather firmly to the rates of last week, and show no disposition as yet to give way. Messrs. John Slagg and Co. report of this day's cloth market :—" Our market to-day has been de cidedly quieter, and the transactions are but of small amount. Makers, being well engaged, con tinue firm at last week's quotations, and possibly for early delivZry those rates might be obtained. The confidence to contract for long dates of deli very, which has characterised our market for some time past, seems to-day in a great measure to have disappeared." CARDIFF, 19th.—The coal trade of the district continues active, and considerable quantities of steam coal are regularly sent down for shipment to the various foreign markets. Proprietors are well off for orders, and, as fresh contracts are given out freely, there is probability of trade maintaining its p r esent prosperous position for some time. There is also a brisk inquiry for steam coal for marine purposes, and the inland trade continues good. There is a fair demand for house qualities, but it is not likely to increase, the season is so far ad vanced. The iron t r d as _ ...coi zis rather quiet. and ~e,irin,f,f LEEDS, 20th. that the wholesale purchase of spring in a to a close, there basmbeen a fair sale of such draw fabrics in the cloth-halls to -d ay. been slightly influenced by the via:Tbl.cee i demand has n the price of wool, which necessarily involves a espondino• advance in the price of cloths at " distant da; The fineness of the weather, too, has not teen with out its beneficial effect upon the market. T he plain cloth trade is steady, and there is some inquiry f or patterns of goods for the f a ll of trade. Nothing par_ ticularly novel has been seen in the public markets. Heavy meltons, mixed, plain, and fancy, and top coatings of the soft witney character, will probably continue in vogue for wear in the colder season of the year. Tile local wool trade is in a fair state of activity, and prices are very firm. NOTTINGHAM, 20th.—There was hardly an average attendance at our Exchange-hall to-day. The de mand for lace yarns was, however, very firm, and prices must be quoted /d. to 3d. per lb. higher than last week. The inquiry for hosiery yarns was steady, and pric es t en d e d upwards. For silks the deman d was very slow, but prices underwent no material alteration. Brown nets in limited request, and prices same as heretofore. ROCHDALE, 19th.—There was an improved feel ing in the flannel k 3-liar et to-day, and of those habi tually doing business here there was more than an ordinary attendance. The easier state of the money market telltits own tale here as well as in the manu facturing localities, notwithstanding that the price of wool is particularly high. Some buyers to-day were still as reserved as usual, but many others were brisk in their inquiries after fancy goods. Orders in this branch have been given out already to a fair extent for delivery at the beginning of the next sea son. Plain goods have scarcely come into any bet ter favour during the week. Railway and Other Companies. SCOTTISH NORTH-EASTERN. The report of the directors states that the gross revenue of the company for the half-year ending the 31st of January last amounted to £149,991, and the expenditure to £68,001, leaving a balance of £81,990. Of this sum the Aberdeen revenue account took 59.5 per cent., or £48,784, the Scottish Mid land revenue account took 25-5 per cent., or £20,907, and the Dundee and Arbroath revenue account 15 per cent., or £12,298. The directors recommended the usual dividends on the preference stocks of the Aberdeen, and at the rate of 21 per cent. per an num on the Aberdeen original stock, leaving a balance of £1,123. With regard to the Scottish Midland stock the directors recommended the usual dividend on the preference stocks, and at the rate of 51 per cent. per annum on the ordinary stock, leaving a balance of £954. On the Dundee and Arbroath the directors recommended the usual divi dend on the 5 per cent. preference stock, and at the rate of 8i per cent. per annum on the original stock, leaving a balance of £1,363. The revenue account for the half-year showed an increase of £10,980 in the receipts, and of £4,631 in the expen diture, as compared with the correspondinghalf of the preceding year. There hadbeen a considerable addi tion to the capital account during the half-year. The works on the Denburn Valley Railway were being pressed on as rapidly as possible. The formation of the northern section of the Dundee and Forfar Railway would, it was expected, be commenced in a few weeks. The Crieff and Methven Railway was nearly completed, and would be opened for traffic early in April. The directors had, subject to the approval of the shareholders, entered into an agree ment to work the line at 50 per cent. of the receipts. The directors had also entered into an agreement with the directors of the Caledonian Railway Com pany for the amalgamation of their respective com panies and systems. The preference stocks of the company were amply secured by the Bill promoted for that purpose ; and under it, after January, 1869, the Aberdeen stock would bear a minimum guaran teed dividend-of 4 per cent. After that date, when the Caledonian company paid more than 7 per cent. on their ordinary stock, the dividend on the Aber deen stock would rise pari passu with it. As the agreement was based on the dividend payable on the Aberdeen stock, the Scottish Midland and Dundee and Arbroath stocks would receive their proportions in the same ratio as they had hitherto. RAILWAY BILLS. In the Lords' Committee yesterday the following bills were disposed of :—The Southern (Dublin) Bill, to raise £60,000 by shares, and £20,000 by loan, to make a deviation of one mile 20 chains, and three tramways of eight miles 40 chains, 60 chains, and 17 chains in length respectively ; to divide any share in their capital into preferred 6 per cent. and deferred half shares, and to issue a 5 per cent. debenture stock, passed with amend ments. The Dublin Trunk Connecting Bill also passed with amendments. The Caithness Bill, to raise £130,000 by shares, and £43,000 by loan, to make a railway of 21 miles 60 chains from Wick to Thurso, the Highland Railway Company to subscribe £lO,OOO, was heard and adjourned. In group 6 of the House of Commons the follow ing bills were heard:—The Central Cornwall, to enable the company to run over portions of certain railways, and to lay down additional rails for the narrow gauge on the Launceston and South Devon Railway, and on a portion of the Cornwall Railway between Truro and Falmouth. This bill was ad journed. The Bideford, Appledore, and Westward Ho' Bill, to raise £60,000 by shares and £20,000 by loan, to make two railways of 2 miles 4 chains, and 1 mile 73 chains respectively from Bideford to Appledore, thence to Westward Ho', was referred to the Chairman of Committees. The Kingsbridge Bill was proceeded with and adjourned. The Perran Pier and Harbour (Railway) Bill was referred to the Chairman of Committees. In group 9 the Lon don and North-Western (New Lines) Bill and the Macclesfield, Knutsford, and Warrington Bills were proceeded with and adjourned. The Wrexham, Mold, and Connah's Quay and Iloylake Companies ' Bill, and the Wrexham, Mold, and Connah's Quay (New Lines) Bill were also heard and adjourned. The North Wales, Birkenhead, and Liverpool Bill was to be reported. In the Referees' Court A the Bridgewater Bill was passed. The Barry (P enar th an d C ar diff Ex tension) was to be reported. The Bristol and North Somerset (Deviation) Bill, to subscribe to certain railway companies £160,000, to raise £lOO,OOO for other purposes, and to borrow £Bl,lOO, was to be reported. The Perran Pier and Harbour (Rail way) Bill was passed. In Court B the Bideford, Appledore, and Westward Ho' and the Newport Pagnell Bills were passed. The Lancashire Union (Railways) Bill was also passed. The Bramptown and Longtown, to raise £120,000 by shares, and £40,000 by loan, to make 12 miles 38 chains of railway, was passed. The Llantrissant and Taff Vale Bill and the Ogmore Valley (1) were to be reported; the Ogmore Valley (2), to raise £250,000 by shares, and £83,300 by loan, to make four railways of 7 miles 68 chains, 3 miles 18 chains, 58 chains, and 1 mile respectively, was to be reported. The Ely Valley Bill was passed. In the Examiner's Court, before Mr. Smith, the Andover, Radstock and Bristol and the Bristol and North Somerset (Southern Extension) were ad journed until the 23d inst. The Standing Orders were complied with in the case of the Aberdare Northern. WESTERN BANK OF SCOTLAND. The report of Mr. J. M'Clelland, jun., the liqui dator, states that the surplus funds as available to the shareholders at Ist Feb., 1865, were £129,544. The recoveries during the year and the valuation of the remaining assets had exceeded the valuation of Ist Feb., 1865, by the sum of £35,429, making to gether £164,973, out of which a return of £7 10s. per share had been made, amounting to £96,338, leaving the estimated surplus, on Ist Feb. last, £68,635. This surplus was subject to all future ex penses of the liquidation. The amount of liabilities to the public, being chiefly unclaimed balances, was still £34,831. The assets and calls still to be rea lised were valued at £61,540, but the recovery would probably extend over a considerable length of time. The liquidator stated that the reasons why the wind ing-up had not been completed were the difficulty of realising favourably portions of the assets at home and in America and the dependencies of im portant lawsuits with debtors, shareholders and directors. The liabilities of the bank on the first of February, 1858, amounted to £6,134,405, of which the sum of £6,099,574 had been paid off up to the Ist of February, 1866 ; leaving contingent liabili ties of £207,283, and a balance in hand of £125,324 in Consols and cash. The assets estimated on the Ist of February, 1858, amounted to £7,869,286, of which £4,920,833 h as b een recovere d , £ 1,375,169 received front the shareholders on calls ; and 1 - 136 ,180 from the directors, making the total on both sides of the amount £6 432 181 The first call of £25 per share in March and ° June, 1858, amounted to £533,920; per share, payable on theanldattohf: November, 2 second cal l l o B f si . 8 1 2 0 t 0 0 £1,489,001, making together £1,370,01692 u 1 1 . 3 Of this £652,905 was in the course of windingreturned to to the shareholders, leaving r contribution to the winding U. The expenses of liquidation up to the Ist of February, 1866, includ ing £38,928 for law expenses, amounted to £90,782. Hampton Court costs over £9,000 a-year to keep it in order ; Kensington Gardens take £5,000 ; Battersea park, £7,400 ; Regent's-park, .E 7,300 ; H. James's, Green, and Hyde-parks, £26,600. The most extensive is Kew, which costs over £2O, 000. SPORTING INTELLIGENCE. NORTHAMPTON AND PITCHLEY HUNT RACES TUESDAY. The Delapre Handicap of 50 sovs, added to a Sweepstake of 5 soya each in case of acceptance. The winner to be sold for .£loo,,if demanded; winners extra. About half a mile. Mr. T. Hughes's Dolphin, 6 yrs, Bst 31b (T. French) 1 Mr. T. Price's Tesane, 4 yrs, 7st 111 b (Hibberd 2 Colonel Martyn's Harlequins, 3 yrs, 7st 81b (Kenyon 3 The following also ran:—Juliet, Bay Dayrell, and Re jection. Betting-9 to 2 agst Dolphin, 3to 1 agst Tesane, and 6 to 1 agst Bay Dayrell. The Brixworth Stakes of 10 sovs each, h ft, with 50 added, for 2-yr-olds and upwards ; weight for age, with certain allowances ; the winner to be sold for 200 sovs. About a mile and a quarter. Mr. Ten Broeck's Forester, 4 yrs, 7st 41b (H. Covey) 1 Mr. T. Thellusson's The Star, 4 yrs, 7st 71b ... (Deacon) 2 Mr. Maund's Wild Bee, 4 yrs, 7st 71b (car 7st 91b (Payne) 3 The following also ran—Veracity, Tademus, and Silenus. Betting-2 to 1 agst Forester, 3to 1 agst Wild Bee, 4to 1 agst The Star, and 6 to 1 agst any other. The Trial Stakes, of 10 sovs, with 50 added ; for3-yr-olds, 7st ; four, Bst 91b ; five, 9st llb ; six and aged, 9st 31b. One mile. Mr. W. Graham's Regalia, 3 yrs, 9st llb (Carroll) 1 Marquis of Hastings's The Duke, 4 yrs, 9st llb Cannon) 2 Mr. R. Sutton's Elland, 4 yrs, 9 st llb (Thomas) 3 The following also ran :—Saccharometer, King Charm ing, Historian, and Amazon. Betting-6 to 4 agst Saccharometer, 3to 1 agst The Duke, 100 to 30 agst Regalia, and 10 to 1 bar three. The Great Northamptonshire Stakes (Handicap) of 100 sovs, added to a sweepstakes of 25 soya each, 15 ft, and 5 only if declared ; winners after the publication of the weights extra; the owner of the second to receive 25 soya out of the stakes. Two miles. (80 subs, 37 of whom paid 5 sovs each.) Mr. Hugh Smith's John Davis, 5 yrs, 9st (T. Challonor) 1 Mr. W. Day's Mail Train, 5 yrs, 7st 121 b (Parry) 2 Mr. Bevill's Ethelred, 5 yrs, 7 st 41 b. ( J. Grimehaw) 3 The following also ran : Scamander, Pearl Diver, Raglan, Pintail, Valiant, Charley, Little Goy, Black Prince, Watchbox, Dubiety, Whisky, Kingsley, and Hebe. Betting-9 to 2 agst Mail Train, 9to 1 agst Ethelred, 10 to 1 each agst Raglan, Pearl Diver, John Davis, and Sca mander, 100 to 8 agst Pintail, 14 to 1 agst Valiant, 20 to 1 agst Little Goy, 25 to 1 agast Black Prince, 33 to 1 each agst Dubiety and Charley, and 50 to 1 each agst Kingsley and Whisky. The Pitsford Stakes of 10 soya each, h ft, with 50 added, for 2-yr-olds ; colts, Bst 101 b ; fillies, Bst 61b ; the winner to be sold for 100 sovs. Half a mile. Mr. Ten Broeck's Miller's Maid, Bst 61b (Parry i 1 Mr. J. Godding's Dignity, Bst 61b ( T. French 2 Mr. Trimmer's Mimulus, Bst 61b (Payne 3 Betting-6 to 5 agst Miller's Maid, 7to 4 agst Mimulus, 4 to .1 agst Dignity. The Stand Plate of 50 sous, a handicap, for 3-yr-olds and upwards ; winners extra. One mile. (22 subs). Mr. Payne's The Beadle, 5 yrs, Bst 41b (Challoner) 1 Mr. Foy's Godmersham, 4 yrs, 7st 91b (Parry) 2 Lord Stamford's Brick, 6 yrs, 7st 91b (J. Grimshaw) 3 Chicken naiad and Homely also ran. Betting— 6 to 4 agst Beadle, 7 to 2 each agst Brick and Godmersham, 5 to 1 agst Chicken Hazard. The Whittlebury Stakes of 15 sovs each, 5 ft, with 100 added ; for 2-yr-old; 6st 81b ; three, Bst 81b. Penalties and allowances. About three-quarters of a mile. (38 subs). Duke of Beaufort's Mr. Pitt, 3 yrs, 9st llb (Cannon) 1 Baron Rothschild's Sister to Rippolyta, 2 yrs, 6st 51b (Peaks) 2 Mr. Pardoe's The Rector, 8 yrs, Bst 81b (Loates) 3 The following also ran :—Caustic, King Hal, Plutus," Miss Harriette, and King Christian. Betting—Even on Mr. Pitt, 4 to 1 agst The Rector, 5 to 1 agst Sister to Hippolyta, 10 to 1 each agst Plutus and Miss Harriette. The Pytchley Stakes of 5 sovs eacb, with 40 added, for 3-yr-olds and upwards ; weight for age, with selling allowances. Five furlongs. Duke of Beaufort's Lord Ronald, 4 yrs, 6st 81b (£.30) (H. Dal 1 Mr. Woolcott's Soapstone, 6 yrs, 7st 41b (60) (S. Adams 2 Mr. D. Gardiner's Volunteer, 5 yrs, 7st (30)...(Hustable 3 The following also ran :—Medicis, Rejection, and Loaf Sugar. Betting-5 to 4on Lord Ronald, 4to 1 agst Loaf Sugar, and 6to 1 agst Soapstone. _ _ Her Majesty's Plate of 100 sovs; for 3-yr-olds, 7st 91; four, 9st 71b; five, 10st ; 6 and aged, lOst 21b. Two miles. Mr. W. Graham's Regalia, 4 yrs, 9st 71b (Carroll) 1 Marquis of Hastings's Ackworth, 5 yrs, lOst (Cannon) 2 Mr. Godding's Black Prisce, 3 yrs, 7st 91b (Parry) 3 Ambition and Venture also ran. Betting-4 to lon Regalia. Aline is now being trained at Littleton. Dr. Swishtail has been sold to a foreign gentleman for £5OO. Don Basilic) left Arnull's establishment some time back. An extra day's steeplechasing is advertised to take place at La Marche on April 19. AQUATICS. THE UNIVERSITY BOAT RACE. As the time draws near for the decision of this interesting event, which is to come off next Satur day morning at o'clock, the excitement increases, and the public are on the qui vice to receive infor mation upon the subject of their doings. Although the water was very low, both crews were yesterday morning afloat. The Cantabs were first oitt, and rowed np part of the course from Putney against the tide. Their style was improved, but yet is not anything like perfection. They are a hardy active crew, whose oars clip the water and who will do better with a strong than a slack tide under them. In their rowing they timed well, but there was not that uniformity of action which is the essential attri bute of excellence. They went up as far as Barnes bridge at an even and somewhat leisurely pace, and then had a bustling race down to Hammersmith bridge, commencing at about 35 and finishing at about 3 tr .17 minutes Putney, strokes ntuhetyeeys, ara returned ttt e eue r rrr minute, ntahendeottcboaet Cantabs tebaibrr cleanly sihskos rowed. S started aeplruttelhldedsuo Star a down. Ina a h en o d r lo t n l xG y of oaanr itfa t een e rw r : were also aboard, but sat a long time motionless off the London Rowing Club boat-house in the eas terly wind, which was certainly not calculated to de them much good, before they started up. There is a precision and power coupled with their swing which induces one irresistibly to come to the con clusion that if the surface is heavy on the day of the race they will have the best chance of success. The Oxonians rowed the course down an hour before low-water. Their work was very fine, and they reached at some part of the course 40 strokes per minute. In the afternoon the Cantabs pulled up to the point and back. Betting 6 and 7t04 on Ox ford, whose rowing was very much admired by the few present. H. Kelley, champion of the Thames, and R. Bain, continental champion, have chartered the two fast and commodious steamers, Camelia and Stork, to ac company the race. The Camelia will be at Putney ready for the race, and the Stork will leave London Bridge on Saturday morning at 6 40 a.m., calling at all the piers up to Putney. Only a limited number of tickets will be issued for the Camelia at 10s. each. Tickets for the Stork, ss. each. Tickets for both steamers may be obtained at Mr. Kelley's, Putney; the Oxford and Canterbury Halls, and R. Bain's, Lambeth. Gentlemen intending to accompany the race would do well to patronise these boats, as every attention will be paid to their comfort and convenience. THE SUN, LONDON, WEDNESDAY EVENING, IVIAIICII 21, 1866, sons assembled yesterday to witness the race of 300 yards for £25 a-side, an early hour being arranged for the start, to enable those present to be in time at Hackney-wick to witness the race described above. Sanson, who is 20 years of age, weighs 9st. 21b., and stands 5 feet 4 inches, trained near Staines ; Small, 23 years of age, 5 feet 8 inches, and weighing 9st. 81b., trained at Hackney-wick, under the guidance of Bill Pine. After a few runs out they went away, Sanson with a slight lead, which he held until coming round the first bend ; here Small rushed in front, was leading on coming into the straight by two yards, was never caught, and won eventually by ten yards. Sanson strove gamely up to 30 yards, and both were much dis tressed at the finish. Mr. 11. Woodstock was referee, and immediately after the race there wasa regular "skedaddle " for Hackney-wick. PEDESTRIANISM. ___.~ HACKNEY-WICK. JOHN COOPER AND WILLIAM MILLS.—EXCITING FIVE MILE RACE.--Both are of Bethnal-green, and more than usual interest was attached to the match, from the fact that the latter is the brother of the celebrated champion Ed ward Mills. The stakes were £5O, and as both have bean successful in various handicaps which have of late taken place at the metropolitan grounds, hence the present match. Mr. Baum's grounds were in excellent order, and the preparations for the great Easter meeting are already completed. The men, to complete the five miles, had to pass the referee (Mr. H. Woodstock) 34 times, there being at least 1,000 persons present yesterday. The men went off almost evenly, and although Cooper had a trifle of the start in the first few yards, Mills now commenced one of the sharpest contests seen for some time. The latter tried hard to leave his opponent, but ho could never get more than at the most a yard and a half ahead, and in these po sitions Mills finished a yard in front at the end of the first mile; time 5 min. 2 sec. There was no variation in the second mile (10 min. 15 sec.), at the finish of which Milts was still a yard in advance. At the commencement of the next mile Cooper for the first time rushed to the fore, , and during this mile (the third) it was good racing, first one and then the other being in front, Mills again leading in the twentieth and twenty-first laps by a bare yard. The fourth mile was equally well contested, but at its finish Cooper was two yards ahead. In the first lap of the last mile they almost ran side by side, when Mills, cheered on by his friends, again took the 'lead in the second ; Cooper was in front a couple of yards in the thirty-first and thirty second laps, when Mills came up again, and in the thirty third was a trifle in advance. The thirty-fourth, or last round was a most exciting struggle. Cooper went in front, but again did Mills get before the other. The efforts of the latt©r were, however, of no avail, for once more did Cooper take the lead, and Mill s , com pl e tely exhausted, fell at about s 100 yards from home. The time of the five miles was min. 51. sec., and scarcely has a better race been seen. BOW. TLIOMAS SUAI4 4 AND CHARLES SA.ti*OS.-41)out 400 per- BROMPTON. The counter attractions at the " Wick" and Bow made the attendance yesterday limited, but still the racing was very good. The principal events were as under : S. MARSHALL (of Hatcham) and W. Mnmtutsx (of Lambeth) had to run 200 yards for £lO, Melhuish having a start of one yard. They went by report of pistol, and got off very evenly together, but in the end Marshall, having collared his man at half the distance, won by a couple of yards. Mr. Bush was referee, and H. Andrews starter. TUCK and BAILEY.—This was the event of the day. They had to run half a mile for £2O, and much excitement was manifested as to the result. Joe Tuck has been cele brated as a fine runner at the distance, and has lately come back to his old form ; ho now hails from Lambeth, but was well-known as of Fakenham, in Norfolk. William Bailey is of Deptford. Mr. Charles Westhall was both starter and referee. The men had to make two circuits of the course to complete the distance. In the middle of the back stretch Tuck was leading by three yards. In coming into the straight for home he was six yards in front. Bailey made a desperate effort and gradually gained upon the leading man, but Joe Tuck eventually won a fin 9 race, but by a foot only. GREAT RACKET MATCH. The great racket match for £lOO a side, and the Championship of Great Britain, between W. Gray, of the University Club Court, Dublin, and J. Foy, of the Officers' Court, Aldershot, both men being the markers to each of the above clubs, came to a conclusion yesterday at Aldershot. Both men are well known as first rate players, and Gray as having distinguished himself in several trying matches. The conditions of the match were—the best'out of seven rubbers, played in each man's court, subject to their respective rules. The first seven rubbers were played some weeks ago in Dublin, when Foy was defeated, scoring 0 to his opponent's 4. ' The match yesterday commenced at a quarter past two, both men as they entered the court being warmly applauded. They looked well, but Foy, if anything, rather too fleshy, and it seemed as if this would give him trouble in his play against his tall and spare opponent. There seemed to be great hesitation about betting, and little business was done. 'Foy won the toss, and opened play by scor ing 4. After a spirited contest the rubber closed as follows:—Gray 15, Foy 8. In the 2d, Foy 15, Gray 11. 3d,' Foy 15, Gray 10. 4th, Gray 15, Foy 6. sth,. Gray 15, Foy 11. 6th, Gray 15, Foy 7. Gray having thus won four out of seven was hailed the winner, and threw up his racket amidst considerable applause. The last rubber was played in a most spirited manner, and with great determination and skill on the part of both players, Foy _evidently giving Gray considerable trouble. Throughout the play Foy was distinguished by his hard hits, while Gray, on the other hand, dropped his balls low with much grace. Several specimens of skilful play on both sides drew forth loud marks of approbation. Foy's hard hitting, although un questionably exhausting to himself, seemed rather trping to Gray, while the long reach of the latter put Foy to great disadvantage. There was a large number of officers of the divi sion present (notwithstanding the somewhat high charge for admission, 55.) Among those present were Colonel Herbert, Assistant Quartermaster- General ; Major Maclean, Captains Graves, Hig gon, and Kinnaird, Lieut. Kennys, &c. Captain Higgon, Royal Artillery, officiated as marker, and Captain Kennard and a Mr. Close as referees, while Major Maclean acted as umpire. The hat was sent round at the close of the match on behalf of the loser, and a liberal amount sub scribed. It may be stased that the play lasted somewhat over two hours. .the Trotting Matches at Paris. There were recently some large assemblages of the rank, fashion, and beauty of the gay city by the Seine, to see the performance of two American trotters at the Bois de Bologne. The horses in question, Shepherd F. Knapp and Abdallah King, were 'imported to England from this country, and they appear to us to be now in the hands of men not a bit too particular as to how they shall win money. We heretofore gave an account of the first race of the three, which was won with great ease by Shepherd F. Knapp ; and in another part of this paper we give reports from Bell's Life of the two mile and three-mile trots. A little consideration of the two-mile trot, won by Abdallah King, after his opponent being backed at 7 to 4 prior to the start, and of the three-mile race, won by Knapp after the other had been a strong favourite at the start, will enable anybody to discover why these Englishmen took their horses across the channel to trot races in which there was no gate-money. It is as plain as anything can well be that the second race was thrown by Edwards, the driver of Shepherd F Knapp, and we have no doubt the party from the little island over in the mist won great sums on that race and the one which followed. The chestnut stallion could not have been beaten in 5 min 22 sec if driven to win, and that Abdallah King could pull a wagon and beat him in harness is unaccountable upon any other supposition than that the parties had " fixed things," and went in to do the French and the fasbionables. In this they seem to have perfectly succeeded. Knapp, when the favourite, was beaten, and Abdallah, being a strong favourite on the three-mile day, was beaten in turn. Bell's reporter observes that on this last occasion, after Abdallah had been a strong favourite, Knapp came with a rush, in consequence of a report that he had made a good trial, and the betting became even, the Shepherd party being the most anxious " to get on." We should say so ! They are then repre sented as trotting the first mile in 2 min 23 sec which we venture to say is all humbug ; and after giving the result, the reporter naively adds, " A great deal of money changed hands." We should think so—a great deal commonly does when there is such a change of horses. Bell favours his readers with further description and pedigrees of these horses. The nonsense into which the paper has been led is amusing, and its editor ought to take care in future that no such preposterous stuff is admitted into its columns. Weare first informed that Abdallah King is by Old Abdallah, 13 years old, and has trotted many matches against time in the States, his best time having been a mile in 2 min 201 sec." Now, whoever told this to the writer of the article ought to have 20 lashes on his bare back. There is not a word of truth in it. No such horse was got by Old Abdallah ; there is no horse by Old Abdallah only 13 years old; no such horse ever trotted so many matches against time in the States ; and no horse at all ever trotted here in 2 min 204 sec. Thereis no such time on the record. There is 2 min. 191 sec, 2 min 201 see, and 2 min 21 sec, but no 2 min 201 sec. We should like to see the lying scamps who retail these falsehoods brought to grief—and when an editor finds that his paper has been made use of to circulate such romances, he ought to denounce the author of them. In reference to Shepherd F. Knapp, we are told he i; is by Scythian, winner of the Chester Cup, who was renamed Eaton on his arrival in America, out of Fanny Arabian (one of the fastest trotting mares in the United States), by imported Priam." Will the editor believe us when we say that all this is lunatic nonsense, imposed upon his reporter by interested, ignorant, and men dacious parties. Sh e ph er d F. K n app is not by Scythian—Seythian's name h a s not been changed sire of Knapp, was a descen dant —the Eaton horse, of imported Me ss e n ger, through Bush Mes senger, and was a trotting stallion—Shepherd F. Knapp's dam was not a mare by imported Priam her name was not Fanny Arabian, and there never was a fast trotting mare of that name here. We are next informed thit Knapp won a stallion's stake at four years old, in a field of thirty. This old and stupid lie we exposed on a former occasion, when Knapp first trotted at Paris. He never was in a stake when he was four ,years old ; the only trot he made that year was with the filly Jessie. There never was a stallion stake for trotters with a field of thirty, and Shepherd F Knapp never trotted in his life with more than one horse at a time. This is the second time we have thoroughly exposed the extravagant inventions told in England in regard to this horse. We doubt whether it will do much good ; for the asinine stupidity and obstinacy of some people is almost impenetrable. The plain truth is rejected because it comes from America; the most ludicrous fables are believed, being told in England; and meantime Edwards, Redpath, and Co. carry on the game at Paris in such a way that " a great deal of money changes hands."—Wilkes' Spirit of the Times. Yachts and Boats. (From Land and Water.) It is an acknowledged fact that modern naval architecture in all its branches owes an immense deal to yacht clubs, owners, and builders, for experi menting upon, and proving the best kinds of form to be used for various classes of vessels for the many purposes and trades of our merchant princes, in all parts of the world ; and of all the modern principles of designing and building vessels for speed and elegance of form the wave line principle of Mr. Scott Russell is that which has been productive of the most remarakble results, and in America the fleetest ships in the world have been built by Mr. Donald Mackay, on the hollow line principle, where it is considered the only right one to be followed, when time is of consequence in conveying perishable car goes from point to point in a marketable condition. Yachts can be made of any size, from three tons to three hundred, so as to suit the means ©f most per sons ; they can be half-deckel, or decked from stem to stern, and they may be clincher, carvel, dowel, diagonal, composite, iron, or even copper built, the former being the kind most generally adopted for small class yachts, and even occasionally for large ones ; the late Lord Willoughby D'Eresby having built his famous lugger New Moon on this princi ple, and she has proved very strong and fast, espe cially when going free, with a fresh breeze. Clin cher building is done as follows : the keel,with stem and sternpost firmly attached, is placed on a beam, or:plank, set on edge;that has been planed to a true surface, the stem and sternpost having been tried with a plumb-line, and seen to be quite perpendicular ; the moulds, as they are termed, or forms of the in tended vessels, are placed at certain distances and fixed in their places by props from above, so as not to impede the workmen or prevent free access to every part of the vessel ; the garbord strake, or the plank next the keel in then fixed and fitted in its place, and plank after plank is nailed to one another, the edge of the upper one overlapping that of the under, and nailed firmly to it with copper nails ; af ter all the planks are fixed, the moulds are taken out, and the mere skin of the vessel is left ; the nex thing to be done is to strengthen this shell with ribs, which are made in most cases of ash, which has been cut to a small size and steamed in large boxes filled with superheated steam, which process renders them soft and pliable ; they are then pushed well into the form of the vessel, and nailed to each plank with, long powerful copper nails, which are riveted over a small rough or disc of copper, placed over the point of the nails, and driven home on the inside of the vessel; when properly done this makes a very strong and lasting scantling. Carvel building is that generally adopted in constructing large vessels of a ll kinds, and in which the form of the ship is first out lined by the ribs or timbers which are fastened to, and spring from, the keel, and then are covered with the planks placed edge to edge and bolted firmly to the timbers with copper, iron, or wooden bolts, which are called treenails ; the outside is then dubbed quite smooth with the adze, and finished with the plane, the interstices being filled in or caulked with oakum, and then smeared with pitch to prevent the entry of water ; this is an exceedingly strong method of building, but is very heavy and . takes up a good deal of room, from the substance or mass of timber used in the ribs, planks, and ceil ing, or inner planking. Dowel is another very good way of building small yachts, from its strength and lightness; it is, I believe, an American invention. The method adopted is as follows :—The keel, &c., having been prepared as if for clincher building, the planks, from an inch to an inch and a half thick, and rather narrow, are placed along outside the mould, edge to edge, and long copper or galvan ized iron nails are driven down into the planks in a slanting position, eaeh going in opposite direc tions, but long enough to reach two opposite planks and into the third ; the ribs are then forced into place and nailed as in clincher building. Revolving keeled boots are usually built on this plan, and he can answer for its excellence, as the vessel is usually very buoyant, and so smooth as to offer little or no resistance in going through the water ; good yellow pine is the best material to build yachts of on this principle. The diagonal principle is one that has ' made great progress of late years, from the planks being placed diagonally to the line of the keel in side and outside the timbers, which from the great strength obtained by this principle, are very greatly reduced in size and weight, thus giving increased accommodation and capacity for storing cargo ; the planks slope in opposite directions, those on the in side may slope to the stern, where those on the out side will slope to the bow, the sterns are usually round, so that the diagonals can be continued from one end of the ship to the other. In the spaces be tween the ribs and the internal and external diago nals, blocks of wood and sand are fitted in with marine glue, well up to the water line, serving both to strengthen the frame and as ballast. Her Ma jesty's yacht, the Victoria and Albert, is built on this principle, and is found to answer admirably, being one of the strongest and fastest ships in the world. Next to iron, diagonal is that mostly used for the fast ships of our great steamship companies and fast-sailing Australian and China clippers. Composite ships are built of wood and iron con jointly, the keel being of wood, the frame, diagonal braces and stringers being of iron, with wooden planks and deck, the composite principle giving enormous strength with great lightness and carrying power. Hardly any but the fast sailing clippers are built on this principle ; only the largest yachts being so constructed. INCENTIVES TO GAMBLING. The disclosures which sully the columns of sport ing journalism, and of which the last week or two have been singularly prolific, are traceable to an unmitigated love of gambling. It is easier to de nounce it than to arrest it, for there are several sources of this widely-spreading demoralisation. The one which is the most apparent is the extension of that ambiguous class, the commission betting agents ;'whose name is now Legion, and who attack the unwary by specious advertisements in the several papers devoted to their sport. What is sport to them is death to their victims. We are satisfied that the turf, or rather the presumed object of the turf, suffers by them. The race of English horses for general purposes deteriorates under the influence of the gaming propensities which they foster, and the country would be the better for their utter ex tinction. We say all this in the interests of sport. If gentlemen find it necessary to their expenses to back their horses, at least let' them do so systema tically among themselves. It may be no profitable pastime, but we may trust to its being honest and above suspicion. Every facility that is given to the poor man to carry his hardly-earned wages to the betting-list or the commission agent- is a fatal mistake in the wisdom and morality of the country, and every public man is bound to denounce and to oppose it.—Land and Water. [ADVERTISEMENT.] —Holloway's Pills.—Dyspepsia, In digestion, Flatulency, Heartburn, Biliousness, Nausea, Want of Appetite.—French philosophers trace the moral feelings of the mind to the state of the stomach, and there is much wisdom in the speculation. The stomach to the human body is more than the kitchen to the domestic establishment—be it ever so slightly disordered, the whole internal economy is deranged. The young may smile at the simile and disbelieve the tremendous sacrifice indiges tion exacts from its victims. The day will come when they will lament over their dyspepsia, as thousands stronger than themselves have done, when it will be well for their comfort and happiness if they will remember these pro phetic words and hold in readiness Holloway's pills, a cer tain safeguard. SPIRIT OF THE PUBLIC JOURNALS. TIMES.—The total loss of a first-rate passenger ship on the high seas is, happily, so rare an event that a certain degree of mystery still attaches to the fate of the London. The foundering of such a vessel, classed " Aa 1" on Lloyd's List, but five clays after the commencement of her voyage, in a gale which smaller craft rode out with safety, and in which one of her own boats was able to live, constitutes a lead ing case among nautical disasters, and justifies to some extent the feeling of dissatisfaction which has been so freely expressed. This feeling has not been allayed by the publication of the official report to the Board of Trade, which imputes no blame to any one. Nothing can be more natural than a tendency to fasten the responsibility of a great misfortune on somebody, and the relatives of those who perished in the London may be excused for indulging a' be lief that if the builders, owners, and officers, and all other persons connected with the ship, had done their duty she would never have gone down. At first there was a disposition to suspect the survivors of having deserted their perishing shipmates and fellow-passengers ; then Capt. Martin's seamanship was severely condemned, and a great variety of ob jections have since been alleged against the build, equipment, and seagoing condition of the vessel. These last have lately received an unexpected con firmation from the written evidence of one who lost his own life in the London. Among the papers washed ashore on the coast of France was one bear ing the signature of Mr. H. J. Denis, and contain ing the following memorandum in pencil :—" Bay of Biscay, Thursday, 10 o'clock.—Ship too heavily laden for its size, and too crank. Windows stove in and water coming in everywhere. Storm not too violent for a ship in good condition." Upon this pencil note, made within an hour or two of the final catastrophe, the writer's brother-in-law, Mr. High ton, has founded a demand, very natural under the circumstances, for further investigation, and it fur nished Sir J. Pakinton with a good text for his elabo rate review of the Board of Trade report on Mon day night. Like Mr. Highton, Sir John chaaracterises the inquiry as " a mockery and a delusion," partly because counsel employed by relatives of the vic tims were not allowed to cross-examine witnesses, and partly because the fair inference was not drawn by Mr. Trail from the evidence before him. The former point turns chiefly on the construction of an Act of Parliament. Mr. Traill's opinion was, that as in this instance there was no question of suspending a master's certificate, and no person on his defence, it would have been improper to allow cross-examination. Sir John urged, on the other hand, and we think justly, that inasmuch as it was clearly within Mr. Traill's discretion to allow it, he should not have refused it in a case of great public interest, though no individual happened to be in the the strict legal sense on his trial. This point, how ever, is of secondary importance if substantial justice was really done. The chief object of Sir John's speech, as well as of h second letter addressed to ourselves by Mr. Highton, was to show that justice was not done, and that Messrs. Wigram, if not Captain Martin, though " whitewashed " by the Board of Inquiry, were greatly to blame for the loss of the London. In support of this view, Sir John Pakington and Mr. Hinton contended, in effect, that the London, though a ship of the highest pretensions, was ill-constructed, ill-equipped, ill found, ill-manned, and ill-navigated. " The prevailing idea," says the latter, " seems to be that she was too narrow in the beam for her great length ;" and he also alleges, on the authority of professional informants, that her centre of gravity was placed too low, and that she was altogether de ficient in buoyancy, overladen, " overmasted," and " flat-sided." Much stress has also been laid on her being " unprovided with storm-sails," as well as on her having put to sea " with her royal masts on end and topgallant yards across," on her scuppers having been defective or else choked up with coal, and on there being no adequate provision for signals of distress. Sir John attaches much importance to the circumstance of a large propor tion of her crew being foreigners and unable to understand the word of command. Others object to the way in which she was handled by the captain, but here the nautical critics are somewhat at issue with each other. One insists that he should have made all snug aloft and on deck, and kept the ship head to wind, with just enough way on to steer by; another contends that, but for the want of storm sails and other defects in her structure and lading, she ought to have been kept before the wind, as " the well-known East Indiamen" usually are—an assertion which, to say the least, surprises us. These are matters on which seamen alone can form a com petent opinion. We must, however, in fairness, set against this volunteer testimony that of the wit nesses examined by Mr. Trail and his assessors, six ')f whom had been " connected with the construc tion of the ship or her machinery, or in the stowage of her cargo," six were surveyors who had inspected her, three others were emigration officers, and the rest persons of practical experience in shipbuilding. The general effect of their replies as to the structure of the London is summed up by Mr. Traill in the language of Lloyd's surveyor, that she was " in all respects a good vessel." It is true, that her length in proportion to her breadth was almost eight to one, while that of the finest sailing vessels in the East Indian trade does not, we believe, exceed five to one. The proportion of ten to one, however, is by by no means unknown in these days, and Mr. Samuda testifies that it is still an open question among shipbuilders what is th e best proportion for safety. So, again, as to the lading of the London the weight of authority is more evenly balanced than Sir John Pakington would lead us to suppose. One im portant witness who gave evidence on the Board of Trade inquiry thought she aught not to have drawn more than 18 feet 9 inches, but three others maintained that a deep load-line of 20 feet 8 inches was not too great, and one stated that he should have passed her even if her draught had been a foot greater. It is certain that Indiamen of less tonnage sometimes draw more water on leaving the Hooghly, and it should be remembered that the daily con sumption of coals, water, and provisions on board a passenger steamer lightens her very rapidly. On the other hand, it must be allowed that several ex perienced and independent observers noticed a marked want of buoyancy in the London, and a passenger who had sailed in her before complained of the very same thing. Nor can it be doubted that, however much in accordance with the practice of the merchant service, it was wrong to put to sea with royal masts and topgallant yards in such un settled weather, and with a barometer still low, though rising. A still more decided protest against this practice in the Board of Trade Report might have had a salutary effect, but it is clear that neither it, nor any of the other circumstances enu merated by Mr. Highton, wss the chief cause of the loss of the London. That loss was immediately, though not, as there stated, " entirely owing to the sea getting into the engine -room and extinguishing the fires." As this was done by a cross sea, it may fairly be questioned whether, had the ship been hove to, it would ever have happened, and why, after it did happen, the opening of the hatchway was not planked over is left unexplained. It is also difficult to understand how the spars and booms carried away came to be encumbering the deck, in stead of being cut adrift or firmly lashed. Upon the whole, we are inclined to agree with Mr. Henley, and to_ascribe the unsatisfactory nature of this re port, for unsatisfactory Mr. Milner Gibson confesses it to be, partly to the fact that " inquiry and trial" are two distinct processes which ought not to be combined. POST.—The resolution of which notice was given last night by Lord Grosvenor will, ,unless we are greatly mistaken, prove the deathblow of the Minis try. The fact that it comes from the back benches of the Ministerial side of the house gives it a weight and an importance which would not attach to any resolution emanating from the leaders of the Oppo sition, and claiming support on the ground of the advisability of substituting them for the present occupiers of the Treasury bench. Against a party resolution of the Tories the Government might have hoped to hold its ground. The defection of the fol lowers of Mr. Lowe and Mr. Horsman would have been more than compensated by the uncompromis ing support which would have been given by the Radicals to a bill which they now recognise as hav ing been framed with express regard to their re quirements. The Whigs, too, would certainly have swelled the rank: , of the Ministerial forces against their own traditional opponents, and the majority of thirty, which ardent political statisticians have predicted for the Government, might have been nearly approached, if not attained. But the face of ti.e battle is changed. The cloud of dust advan cing on the horizon turns out on a nearer view to be not. Grouchy, but Blucher, and the only alternative the Ministry has now before it is to raise the cry of saute qui peat, or to stand to its guns and be mowed down. The absence of all demand for Reform in the country would have been a sufficient reason for any Government not including Lord Russell, Mr. Gladstone, and Milner Gib son , t o a b sta i n from touching at all a question to which so little importance was attached by the country at large, and of which the only result could be to imperil its own existence. But Mr. Bright's hustings pledges and their own fate have impelled them on ward. They have reversed the proverb. Out of the flower Safety they have plucked the nettle Danger; and that they should sting themselves, through their determination not to let such things alone, was to be expected, and cannot be wondered. at. Had they not obtained them with a predeter mination only to use them -in one way, the much quoted electoral statistics would have furnished still further arguments againstthose that already existed against the supposed necessity of giving the fran chise to increased numbers, whose imaginary NVrongs the Ministers had set themselves to redress. It was already admitted that the proposed recipients had not asked for the fair share of the franchise, which it was proposed to give, but the statistics proved that they had already got it. Nothing daunted, the Government at once decided to out-reform Re formers, and, abandoning the argument for giving to him that had not, they proclaimed that to him that had they would give even more than he had. That such a bill should have been rejected by the Tories was to have been expected, but the crushing argument is now furnished against it that among its foes are also even those of its own household, those who, were it possible to accept it, would have welcomed it gladly, not only for the sake of ex cluding from power their own political opponents, but also for the sake of the permanent accession of strength it would have given to themselves. That they, too, should have now declared against it is the strongest condemnation it could receive, or, if not the strongest, only less strong than that the Radi cals should have declared for it on the express ground that it is to be considered only - as a means of further unsettling the question. Lord Gros venor's resolution attacks the bill on the weakest of its many points. Every reason that could pos sibly be adduced to show that it is imperative to legislate for Reform is of equal force to show that it is equally imperative, when the question is treated, to treat it completely. And it is an un doubted fact that the present bill, which treats one half only of it, actually leaves the other half worse than it was before. Redistribution of seats is at least as important as extension of the fran chise—if, indeed, it be not more important ; and the argument of the Government, that there is nob time for now treating both, is a crushing argument against now treating either. Reform, it is said, is not so immediate and pressing a necessity as in 1832, when all other business was suspended for it, and therefore we are told it is advisable to settle it in part now and wait for the rest. But if it is not pressing or immediate, how much more reasonable it would be to postpone it altogether till such a time as all can be settled at once. The Ministry will not find it easy to answer such an argument, and will not be aided in their answer by the know ledge that the course they have taken has been adopted in order to the acquisition of votes, not upon the merits of the question, but from the fear of a dissolution, and the suspicion that it has been chosen also with a view to render their continued existence through another session necessary for the completion of work they had begun. The resolu tion is admirably worded, and has the advantage of expressing an abstract proposition which it is all but impossible to meet with a negative, and for which politicians of every shade could vote for rea sons as different as their opinions. The proposition that it is inexpedient to discuss a fragment of re form until the house has before it the entire scheme contemplated by the Government, might carry with it the vote even of Lord Russell himself ; and the difficulty of justifying the adoption of an inexpedient course of conduct in so important a mutter is ren dered an impossibility by the entire absence of evi dence to show the necessity for its discussion at all at the present moment. What course the Ministry will take in view of this changed aspect of affairs remains to be seen, and there will probably be as much diversity of opinion on this subject as there has been on every other ; but at any rate the lesson will be learnt by all parties that it is impolitic and suicidal to touch with a rash hand questions which neither demand nor require immediate recon sideration. COUNTB,Y MARKETS. LEEDS-TUESDAY. At to-day's market there was a good attendance, but for wheat not more than a limited consumptive demand at pre vious rates. Flour quiet, and prices tend downwards. Indian corn in moderate request at previous rates. Beans scarce ; oats -1-d per bushel cheaper ; oatmeal steady. The average prices for the week ending March 19 were : Wheat, 48s 6id per qr. ; barley, 41s ; and oats, 28s Od. MELTON MOWBRAY.-TUESDAY. There was a tolerably good supply of wheat at to-day's market. For superior samples the demand was steady, at late rates; secondary kinds were the turn lower. Barley met a dull inquiry. Oats were in fair demand. Beans were a moderate show, at late prices. White wheat, 52s to 56s ; red, 42s to 52s per 36 stone. Barley for malting, 35s to 41s per qr; feed, 27s to 31s per 30 stone. Oats 24s to 38s. Beans, old, 48s to Us; noir 40s to 44s per qr. LIVERPOOL—TUESDAY. We are no lower to-day for really choice new good' conditioned wheat, but for an 3 thi ng s h or t o f thi s descrip tion we can hardly find a sale ; we note no alteration in the value of old. The sale for barley is not very active, priceS rather easier. Beans, oats, and other articles as before. MARKET HARBOROUGII.-T UESDAY. The supply of wheat was fair ; the condition of some of the samples only moderate. Thero was a limited demand, and prices scarcely so high as last week. Old white wheat, 50s to 55s ; new red. 44s to 50s per 36 stone. Barley, fine, 428 ; other kinds, 28s to 32s per 30 st. Oats, new, 22s to 27s ; old, 28s to 34s per qr. Beans, old,' 40s to 50s ; new, 42s to 45s per qr. GAINSBOROUGS—TtrzsDAY. Our market to-day was pretty well supplied with wheat, which sold slowly, and prices were very little altered. New white descriptions sold at 50s to 535; red and mixed, 49s to 50s per 30 stone. There was a moderate supply Of barley, for which the demand was slow, prices being with out much variation. Oats were at late prices. The re de mand for beans w a s h ea lthy, an d recen t ra t es were realised. SHEFFIELD-TUESDAY. The attendance of farmers and factors was numerous , and there was a good supply of wheat. Selected sorts un altered in value ; inferior unsaleable. A dull demand for barley, at last week's prices. A moderate trade in oats, a t previous prices. The show of beans was scanty, and there was a fair demand at quite late prices. Red wheat, per load of 3 imp. bushels....l7s 61 199 641 White do do ....198 6d to 218 04 New red do do ....16s 641 1 7e 6d New white do d o ....18s 6d 208 6 1 Iteans do do —.178 Gd 198 6d Peas, per qr Grinding tat ley, per qr 33s Od 378 Od Malting barley, 4'o SBB Od 42s Od Oats, do 268 Od 328 Od Flour...As 9d to 23 Od per 141 b, Foreign Mail Packet List - MAILS DUE. Australia and New Zealand, via Southampton..., Mar. Ditto, via Marseilles April 13. Brazil and Cape Verde, by British packet April 6 Ditto, by French packet Cape of Good Hope, Ascension, and St. Helena Mar. 24. China, Penang, and Singapore, via Southampton Mar. 2'~. Ditto, via Marseilles Mar. 3). Falkland Islands India (Calcutta), and Ceylon, via Southampton Mar. 2 Ditto, via Marseilles India (Bombay), via Southampton. Mar. 3t. Ditto, via Marseilles . . Mar. 25 Malta, Egypt, and Aden, Via Southampton Mar. 2 2 * Ditto, via Marseilles Mar. 25. Mauritius, via Southampton Ditto, via Marseille3 Newfoundland .•• Portugal Ditto, by private ship to Lisbon United btates and British North America, by Bri tish packet Ditto, by United States packet, via Southamp ton ...... .. Ditto, via Cork Ditto, by Canadian packet, via Londonderry..mar• 23. West Indica and Pacific (except Bahamas, Cuba, and Mexico Mar. 31 ' Cuba and Mexico - . Bahamas, via New York. April 5 ' Bermuda, ditto April l West Coabt of Africa. Madeira, and Teneriffe .... April 1 2 _ Births. CALISHER—On the 20th inst., at 23, Bedford-place, Bussen square, the wife of L. L. Calisher, Esq., of a son. 0 GIBSON— On the 20th inst., at Brighton, the wife of Jame s Gibson, Esq., of a daughter. SHUTE —On the 16th inst., at Dorking, Surrey, the vv ;f8 Of -- Lieut.-Colonel D. Shute, of a son. WILSON—On the 19th inst., at East-hill, Wandsworth, the wife of G. F. Wilson, Esq., of a son. Marriages. BRUNTON— VALLON-011 the 17th inst., at the British CI; sulate, Bayonne, W. A. Brunton, Esq., C.E., to Le ° g Gabrielle, eldest daughter of Major C. d e J. du vol e Chevalier de la Legion d'Honneur. SKINNER— HEWITT—On the 17th i ns t ., at Holy Tr initl Church, Islington, Mr. T. P. Ski nnr, of Cottenl'3ll,s road, Holloway, to Sarah Margaret, fourth daughte r J. B. Hewitt, of Angel-court, Throgmorton- street. Deaths. BLAKE - On the 18th inst., at Newton Abbot, Devon/ lir. E. Blake, aged 66. CATIIIE—On the 19th inst., at 83, Black f r i ars - r oad, . 3. ° 1111 J. Cathie, aged 65. of GOLDSMID—On the 18th inst., Fred. D. Goldsmid, EA" 20, Portman-squar e , M.P. for Honiton, aged 54. u _ GRIFFITIt -On the 18th inst., at 3, Prospect-place/ rac k" ham-rye, G. P. Griffith, Esq., aged 77. r 3 IC' el KRARE —On the 18th inst., a t Plymouth, Major B. I'.- Staff Officer of Pensioner inst s. fOat LLOYD—On the 20th , Edward Lloyd, of 27, -- College-street, Westminster, aged 61. 11°HsuElLlY,10 0 B. m th o e se l y 9t , h ag i e n d st 6 ., 2. at the house of his brother/ RomiLLY—On the 17th inst., at 14, Hyde-park-squar e / Hon. Mrs. Romilly, aged 23. SALTMARSII—On the 19th inst., at 29, Cavershatu-Nacii Kentish-town, George Saltmarsb, aged 64. WATIER—On the 19th inst., at The Lawn, Shep herd '5- bush, P. F. Watier, Esq., aged 80. — ..,WE London : Printed and Published by iTIL LIA.II AN 'dfd" 1 2. , „ in ' of No. 1 12 , Strand, Ptiater, at Tnz SUN Oflice , """ 1 of Strand, in the Prezinet 0 the Savvy. in the Cola" bliddleseL—Wedneaday, March 21, 1606.