The Sun. — London, England, 1866-02-08 00:00:00

Railway and other Companies. LONDON AND NORTH-WESTERN. Mr. S. Reay, the secretary of this company, states that the accounts, though not yet finally audited or approved by the board of directors, indicate a divi dend for the past half-year at the rate of 7i per cent. per annum. BRISTOL AND EXETER. The directors of this company have resolved to recommend at the coming general meeting that a dividend be declared for the half-year ending Dec. 31, at the rate of 51 per cent. per annum, leaving a balance of £1,705 for the current account. SALISBURY AND YEOVIL. The directors of this company have agreed to re commend a dividend on the ordinary shares of the company at the rate of 6 per cent. per annum for the past half-year. METROPOLITAN. The half-yearly general meeting of this company was held yesterday at the London Tavern, Mr. Parson in the chair. The report, an abstract of which has appeared in The Sun, was taken as read. The CHAIRMAN, in moving the adoption of the report, said he thought it was extremely satisfactory, and he trusted that the future reports of the com pany would not be less satisfactory. The accounts were kept so that the proprietors could compare them with those of preceding half-years. There was an available balance of £73,857, out of which they pro pose to declare a dividend at the rate of 5 per cent. on the preference shares and of 7 per cent. on the ordinary shares and stock, leaving a balance of £1,700. Mr. Fenton, their general manager, had given statementsin hisreport from which they would perceive that the gross traffic for the year 1863 amounted to £101,701, for theyear 1864 to £116,489, and for the year 1865 to £141,513, showing in 1864 an increase of £14,782, or 14i per cent., over that of 1863, and of £25,024, or 21i per cent., in 1865 over that of 1864. The increase in 1865 over 1863 was 39 per cent. ; that, he thought, was very satis factory. It was said in the first or second year of working that they had obtained their maximum of traffic, but that was not the case, and they had every reason to believe that the increase was still going on. The dividend paid out of revenue inde pendent of Mr. Kelk's contribution, was £48,407 in the past half-year, and £44,336 in the preceding half-year, making together £93,043. In the year 1864 they paid £69,699 out of revenue, showing an increase in 4.865 of £23,344, but it was not so much, as there was a balance of £6,000 over from the pre ceding account, which reduced the actual excess to £17,300. When they found an increasing revenue, not assisted by any auxiliary resources, paying 7 per cent. on a large capital, they had reason to feel gratified. In 1864 they had paid £1,575 for four months' interest on £90,000 new capital, but the new capital in 1865 was increased to £315,1D00, upon which they paid £11,025, being, in round numbers, an additional £lO,OOO out of net revenue, and that on an outlay two-thirds of which was entirely un productive. They were at present working on the two narrow-gauge lines into Finsbury ; the other two lines on the mixed gauge were to be used for the traffic of the Great Northern, the Chatham and Dover, the Great Western, and the Midland. The Great Northern were working in connexion with the Chatham from King's-cross to Ludgate bill, which was a small matter to them at present. The Great Western were working their Hammer smith traffic into the old station at Farringdon road. The receipts on the Metropolitan line from the Ist of January to the 4th inst. amounted to £18,653, against £12,308 for the corresponding period last year, showing an increase of £6,345, or 50 per cent. This increase was not all attributable to Finsbury traffic, although a large part of it was to Finsbury. If they wanted to estimate their traffic for 1866 they must therefore add 50 per cent. to the £141,500 for 1865, which would give them £212,000, independent of any other source. But at an early day they would have traffic to Finsbury from the Great Western—say £lOO a week, exclu sive of the Farringdon-road traffic. The working expenses were 39 per cent. in 1865, and the direc tors thought, with the increased traffic, they might be reduced by 5 per cent., so that there would be £140,000 left for dividend in 186 G. Ile thought it required no magician to discover that the dividend of 7 per cent. on the Metropolitan was tolerably secured for the future. (Cheers.) Whatever might be the ultimate value of the Great Western traffic, he thought their arrangement with the Great Wes tern Company would be productive of great advan tages to the Metropolitan Company. The traffic from the Great Northern was likely to produce something. Tho Metropolitan Company at present had not plant enough for the traffic. They were using on the line every carriage they had, and re pairs had to be done at night ; but they hoped soon to be able to give more accommodation to the public. The western extension would receive a very large augmentation of rental, and the revenue from the western extension would be exceedingly large. They would have to utilise their property, provide suitable accommodation for the long traffic, to enlarge some of their stations, which were too short for trains of more than five carriages— viz., at Portland-road and Baker-street. They in tended to afford better ventilation, and to place intermediate telegraphs between some of the sta tions, so as to enable the company to run trains every two minutes instead of every five minutes, as at present, with the same safety as heretofore. They were about to purchase a large piece of land to the west of the Farringdon station, of which they would use the basement and let all the upper part to the Metropolitan Warehouse Company, at a rental equivalent to 4 per cent. on the cost of the land. He believed that the Metropolitan Railway was still in its infancy, and that the shareholders would have no reason to regret their investment. Mr. GILPIN, M.P., seconded the motion for the adoption of the report. In reply to questions, it was stated that they were to pay the Corporation £2,000 a year for the site of the goods stations, under the intended Smithfield market, of which the Great Western were to pay one-half. Great delay to the railway works had occurred in consequence of not being able to obtain the plans of the intended market from the Corpora tion, but he hoped both companies would now be able to proceed rapidly with the works in Smithfield. Mr. Kelk had opened two lines into Finsbury, for . which a deduction would me made from his former Contribution, and when he opened the two other lines to Finsbury he would have nothing further to contribute to their revenue on that account. Resolutions were passed unanimously adopting the report, declaring a dividend at the rate of 5 per cent. per annum on the preference shares and of 7 per cent, per annum on the ordinary stock and shares, payable on the 14th inst. ; authorising the directors to borrow on mortgage or debentures £400,000 for the Notting -bill and Bromplon Ex tension line, and of £233,000 for the Eastern Ex tension from Finsbury the Tower, and to raise the money on such terms: as they might deem expe dient. The retiring directors, Mr• T.Dakin and Mr. J. Nas m y th, were re - e 1 Mr. W. Lee, re - elected, Copestake, the retirin g auditor. ' a nd also Mr. On the motion of Mr. Gilpin, second ed by Mr. Burchell, £l,OOO per annum was unanimo u sly voted to Mr. J. Parsons to superintend the pu r chase pur of land until the extensions were completed. A :vote of thanks to the chairman concluded the proceedings. METROPOLITAN AND _— ST. JOHN'S-WOOD. The half-yearly general meeting of this company wa held yesterday at the office, Duke-street, West minister ; Mr. W. Austin in the chair. The report (an abstract of which has appeared in The Sun) was taken as read. The CHAIRMAN, in moving the adoption of the report, said the railway had made good progress. The contractors were working well and with rapidity. The line would probably be opened in the course of the present year. They were anxious to have it opened for traffic as early as possible, and under the agreement with the Metropolitan Company the line would be worked, for per cent. of the receipts, which would prove the .yalue of the traffic on the line, in addition to which they would have a rebate allowed them in respect of traffic to and from their district over the whole length of the Metropolitan line, which would give them at least 6 p2r cent. The agreement would be submitted to them at a special meeting for approval very shortly. As to the exten sion of the line northwards, nothing would be done that could endanger in any way the holders of stock in the present company. They had,gone to a limited expense to defend their district from a scheme which proposed to cut off traffic and run across the end of their line, and also had assisted in the promotion of a line to extend the company's line to Alexandra park. The Metropolitan Company would have the option of leasing the St. John's-wood line in perpe tuity at 5} per cent. per annum, which would be a first rate security. Some objections having been made to any further extension of the line, The CHAIRMAN explained that if an extension line should be granted it would be carried out by a distinct capital, and, passing through a populous and beautiful district from Hampstead to Highgate, Muswell-hill, and the Alexandria-park, must in crease their traffic very considerably. When it was considered that the double line would cost only £54,000 a mile the extension line could not fail to be remunerative. The report was unanimously adopted ; the direc tors were authorised to exercise the borrowing powers to the extent of £lOO,OOO ; the retiring directors, Mr. W. Lee, M.P., and Mr. R. M'Kim, were re elected, and also Mr. E. Bellamy, the retiring auditors. SURREY AND SUSSEX JUNCTION. The half-yearly meeting of this company was held on Tuesday at the London-bridge station ; Mr. L. Schuster in the chair. Mr. Slight, the secretary, read the report, which stated that the expenditure to the 31st of December last amounted to £74,487, including the Parlia mentary deposit of £56,481, which had since been received back from the Accountant-General and placed to the credit of the company. The contract for the works had been let to Messrs. Waring Brothers, on satisfactory terms, and from the energy they had already shown in proceeding with the more important portion of the works, there was no doubt that the line would be completed and opened within the two years provided for in the . contract. Posses sion of sufficient land had been obtained, and claims for the remainder were in progress of settlement. On the motion of the CHAIRMAN, seconded by Mr. SCOTT, the report wag approved and adopted. The retiring directors, Mr. L. Schuster and Mr. Scott, were re-elected. Mr. Coles Child was elected auditor of the company, and thanks to the chairman concluded the proceedings. MANCHESTER, BUXTON, MATLOCK, AND MID- LAND JUNCTION. The half-yearly meeting was held at Derby yes terday—Mr. IL Tootal in the chair. The report stated that out of the rent received from the Midland and London and North-Western Railway Companies the directors proposed the usual dividend for the half-year of ls. 4d. per share, pay able on the 17th inst. The lease of the company's undertaking had five years to run from Midsummer next. The.report was unanimously adopted, and a divi dend of ls. 4d. per share was declared. The retiring directors were re-elected, and also the retiring auditor, and the allowance to the direc tors was increased from £lOO to £2OO per annum. LANCASHIRE AND YORKSHIRE. The report of the directors states that the amount of capital on the 31st of December last, on which dividend and interest were paid out of revenue, ex clusive of the leased lines, was £20,917,285. The expenditure charged to capital for the past half-year amounted to £497,928. The revenue account for the half year ending the 31st of December last showed that £133,315 had been received, against £1,041,635 for the corresponding half of 1864, showing an increase of £91,680. The disbursements amounted to £463,591, against £430,725, showing an increase of £32,866. The balance of revenue applicable to the payment of dividend on the ordi nary stock was £391,382, out of which the directors recommended the proprietors to declare a dividend at the rate of 61 per cent. per annum, less income tax, leaving a balance of £13,467. The estimated requirements of the company for the enlargement of stations and for rolling stock up to the 30th of June next was for land and works, £120,000, and for rolling stock, £Bo,ooo—total, £200,000. The directors had taken the necessary steps for applying to Parliament for powers to make four short branches, at an estimated cost of £635,000. LONDONDERRY AND ENNISKILLEN. The half-yearly meeting of this company was held on Tuesday at the office, Coleman-street buildings, Moorgate-street ; Mr. J. Clay, M.P., in the chair. The report, an abstract of which has appeared in The Sun, was taken as read. The CHAIRMAN, in moving the adoption of the report, said that such news as he had to give them was favourable. They would find that on taking the gross receipts of the Irish North-Western Railway Company, there had been an increase of about £5,000 over those of the correspond ing period in 1864, or about £2OO per week. When the gross traffic receipts exceeded £95,000 a year, which they had nearly reached, the Londonderry and Enniskillen Company would be entitled to 20 per cent. of the excess over that amount in addition to the rental ; and from present prospects it looked as if they would not have long to wait for participation in that excess. There had been some legal difficulties in regard to certain pro perty and other matters, all of which had since been arranged on equitable terms for the company. Ile feared that their former hopes of getting their deben tures renewed on more favourable terms would be disappointed, in consequence of the increased de mand for money. Mr. HEMMING seconded the motion for the adop tion of the report. He believed there would be a reduction in the interest on the 6 per cent. stock of the company in the course of the present year. Mr. H. LAVER said the reduction would take place in October next, from 6 per cent. to 5 per cent. in perpetuity. _ Mr. HEMMING thought that would give them one per cent., or nearly £32,ooo,which would help them to some extent ; and that they might be able to re new their debentures at 5 per cent. The report was thenunanimously'adopted. Mr. LAYER moved a formal resolution to the effect that a dividend at the rate of 5 per cent. per annum to the 31st December be declared and paid on the 19th inst. on the £3,026 stock B, under the com pany's Act, 1856, also at the rate of 6 per cent. per annum on the £31,850 stock A, and also the divi dends at the rate of 5 per cent., together with 1i per cent. on account of arrears, making 6i per cent. per annum on £247,737 stock B, subject to the usual indemnity to the directors and the company to the extent of the arrears received by the shareholders. The motion was unanimously adopted, and the proceedings concluded with a vote of thanks to the chairman and directors. SAN PAULO (BRAZILIAN). The report of the directors states that the con tractors had continued their operations on the rail way with great energy, and although slips had occurred on the Serra, which had the effect of re tarding their progress, it was confidently expected that the whole of the line would be ready for open ing before Midsummer next. With regard to the agreement entered into by Captain Medeiros on behalf of the Imperial Government, the directors very much regretted to state that it did not receive the ratification of the Imperial Government. The company had no alternative but to raise by deben tures the money required at a most unfavourable moment. The directors could not conclude with out recording their great disappointment and sur prise at the conduct of the Imperial Brazilian Go vernment in having, without any sufficient reason, declined to confirm the agreement with this com pany concluded by their agent specially commis sioned for that purpose. The capital account showed that £2,290,667 had been expended, including £362,302 for guaranteed interest. RAILWAY BILLS. The standing orders were declared complied with in the subjoined cases :—Wrexham and Minera, Bray and Enniskerry, Afon Valley, Wivenhoe and Brightlingsea ; Manchester, Sheffield, and Lincoln shire (central station and lines); Central Cornwall, Furness, Furness and Whitehaven and Furness Junction, Waterford and Limerick (extension), East and West Junction (Southern extension), Salisbury and Yeovil, Stockbridge, Elham Valley, Thames Tunnel, Glasgow and South-Western (Ayrshire lines) ; London, Chatham, and Dover, (Chatham Dockyard Branch), Brean Down Docks, Bristol and Exeter (additional powers), Bristol and Exeter (Exe Valley), Bridgwater and Taunton Canal and Bristol and Exeter Railway, Drayton Junction, London, Chatham, and Dover (various powers), and Central Ireland. The Hull and Hornsea and North Eastern, Glas gow Union and Suburban, the London, Worcester, and South Wales (deviation) ; Midland (branches, &c.), Brecon and Merthyr Tydfil Junction (capital), Brecon and Merthyr Tydfil Junction (amalgama tions), and the Caledonian (Kilsyth branches), were adjourned. The examiners declared that the standing orders had not been complied with in the Anglesey Central and the Glasgow and South Western (additional powers). There was no appearance entered for the Cale donian (works at Dundee), Sedbergh and Hawes, Cardiff and Newport Pier, Vale of Llangollen, and the Epsom Downs. Mr. Frere declared that the standing orders had not been complied with in the case of the Great Western (further powers) Bill. THE SUN, LONDON, THURSDAY EVENING, FEBRUARY 8, 1866. it to apply to male passengers, as the crew were on deck. It was ordered that all the sails be put up, and they were engaged about two hours in putting them up. Previously all the mattresses and beds available were procured and stuffed in the hatch way. The captain said the only chance for the ship was by shutting up the hatchway. Be and other passengers remained at the pumps from Thursday morning at daylight until the donkey-engine was set to work between nine and ten o'clock. At 1 p. 34. on Thursday he met the captain, and said, " Captain, is there any use in bailing ?" Captain Martin looked into the engine-room, and said, " You may, but I think there is no use." Shortly afterwards he saw there was no chance for the ship, and he got ready on deck to avail himself of the first chance for an escape from the vessel. In reply to Mr. Trail, Mr. Wilson said he saw the skylight on the lee side of the ship on Thursday morning, and, without a minute inspection, he thought it looked whole—at least, it was so far as the framework was concerned. This concluded Mr. Wilson's examination, and the court adjourned. Yesterday, shortly after the sitting of the court, John Munro, one of the three surviving passengers, was examined. lie detailed the events which took place after the ship's departure from Plymouth as previously narrated by the other witnesses. He said that while he was working at the pumps on the night prior to the disaster attention was called to the absence of several of the crew from the pumps, and it was ascertained that2l sailors were ill, orreported as such by the boatswain. Before the London left Gravesend he noticed that she lay very deep in the water, and as she proceeded on her voyage he ob served an utter absence of buoyancy, as well as the stability necessary in rough weather, which he had observed in other ships. In reply to Mr. Trail, the witness said he had been brought up to the sea, but had abandoned it as a profession in 1857. He had been connected with the China and India trade. David Goran Main, another passenger of the Lon don, was itext produced. He said that when he got on board at Gravesend he was impressed with the ship's incapacity for a Melbourne voyage. The 'tween decks were never dry at any period after the departure from Gravesend. The hatchways were not such as any passenger ship should have, as they could not be battoned down, to prevent the ingress of water, without shutting out air from the passen gers, and persons requiring to get on deck would be subjected to a great deal of inconvenience, inasmuch as they should crawl on their hands and knees over a lot of freight to gain a passage to the after-cabin, and from thence to the poop on to the deck. On Wednesday morning witness knew the ship would never reach land, and, as he felt exhausted, he went to change his clothes and to go to sleep, as he thought it was better to go down when asleep than in any other manner. (Laughter.) Mr. Traill remarked that it must have been next to an impossibility to have thought of sleep at such a time ? Witness—Well, all I know is, that I never had such a comfortable sleep in all my life. (Laughter.) The witness, in continuation, observed that many of the sailors were foreigners, and did not understand the orders given them. Mr. O'Dowd, addressing the court, said he found that the inquiry had lasted nine days, and that no fewer than 30 witnesses had been examined under the various heads into which the proceeding had been divided. After an investigation of such length, and the examination of so many witnesses, it might appear unreasonable on his part to ask the court for a further adjournment; but notwithstanding all the exertions in his power to complete the evidence that day, he still found there were many material points of the inquiry respecting which it was absolutely ne cessary to adduce some supplementary testimony. He should endeavour to have that evidence in ac cordance with what had fallen from the court, and confined to the strict issues which they were to in quire into and adjudicate upon. Some of the wit nesses resided at a distant part of the kingdom, and he would ask the court to adjourn the proceedings to Monday next, when everything would have been gone into to satisfy the public, who had looked upon everything that had been said in that court with a very deep interest. Mr. Train said the court would of course accede to the adjournment, and give every opportunity for an entire elucidation of the melancholy circumstances of the wreck. lie thought it would be desirable to have the captain of the vessel which passed the Lon don in the afternoon of Wednesday, so that they might ascertain the course of the ship at the time. Mr. O'llowd said he had ascertained that the yes- Bel which had passed the London before thedisaster, as stated by one of the witnesses (the midshipman), was the brigantine Courier, from Newport, South Wales, to Plymouth. The captain's name was Price, and the ship arrived at Plymouth on Jan. 23, to and fthe e roduced for examination. captain were in the coun try,dise discharge g w e oul cargo, would have himi The court then adjourned to Monday next, at 12 o'clock. Society of Arts. At the ordinary weekly meeting last evening, John Hawkshaw, Esq., C.E., th e c h a i rman o f t h e council, presiding, the Iseussion was resumed upon the paper brought before the society on the Ist of December last by Mr. Hawes, "On the proposal that the railways should be purchased by Govern ment." The subject was opened by a paper by Mr. Edwin Chadwick, C. 8., who took strong views as to the advantages he considered would be derived from Government management—views to which the meeting generally appeared to be adverse. He said —A system may be correctly judged by its out come. The general promise to original shareholders by railway directors has been 10 per cent. The actual traffic has generally been vastly beyond all previous estimates, yet the return has averaged little more than 3 per cent. They would consequently have benefited if they had kept their money in the public funds. Any government which had presented such a failure, such a contract of performance with promise as has been done by the majority of the railway directors, must have been irretrievably driven from power amidst general indignation. Whilst such has been the outcome of the manage ment of the boards to the shareholders, the out come of servants, officers, and leading private en terprises in public functions, is in frequent princely fortunes, displayed in estates, like those of peers, bespread over the country. Mr. Hawes, in ad vancing the position that our Government, as it exists, is incapable of doing what is done by the constitutional governments of Belgium, Wurtem burg, the Swiss Republic, not to speak of what is done by France, Austria, and Germany, would, if he succeeded, establish the conclusion that ours is a Government which, as an obstacle to the most im portant progress and freedom of trade, it behoves us to change. He repudiated any intention of such direct government management. When discussing the subject with public officers as a legislative and administrative question, about the time of the com pletion of the first main lines, he then proposed that the Government, on proper consultation,should mark out the main lines of communication, raise money on the public security, and let out those lines to be farmed, and lease them to be worked on con tract by the best bidders, as was afterwards donein France and Belgium, where, be it known, the cost of construction, as stated in official returns, was £16,000 per mile in Belgium, in France £25,000 per mile, against £39,000 per mile in England ; with railway fares, for the like quality of carriages, nearly one-third less to the public ; with dividends in Belgium of about 5} per cent., and in France nearly 7 per cent., as against little more than 3 per cent. to original shareholders in England. He then instanced four presidents of the Institute of Civil Engineers, Mr. Robert Stephenson, Mr. Locke, Mr. Bidder, and Mr. M'Clean, as being in favour of Go vernment management. He continued, that it was a surprising delusion in which a claim is set up on be half of the railway directorates of serving the post, by an average exaction of 4s. 10d. per mile for the conveyance of mails by railways, as against an ave rage of 25., for which the service is renderedby mail coaches; that is to say, as was proved, the monopo- BIRMINGHAM AND MIDLAND BANK. The directors of this bank have declared a divi dend of £5 per share (£5O paid) out of the profits of the half year ending 31st December last. EAST INDIA IRRIGATION AND CANAL. The directors of this company have received a telegram stating that labour had become very abun dant, and the works were therefore being pushed on with extra vigour, and progressing very satisfac torily. The Governor-General and the Lieutenant- Governor of Bengal were to visit the head works and canals during the present month, The Foundering of the Ship London. OFFICIAL INQUIRY. The inquiry directed by the Board of Trade into the circumstances under which the London foun dered in the Bay of Biscay on the 11th ult. was re sumed at the Greenwich Police Court yesterday before Mr. Traill, police magistrate, and Captain Harris and Captain Baker, nautical assessors. Mr. O'Dowd appeared for the Board of Trade. Richard Lewis, an able seaman on board the London, was the first witness produced by Mr. O'Dowd. In his evidence he made confused and contradictory statements, and the court asked if he had taken any drink during the morning. The witness replied he had taken " a little," whereupon Mr. Traill directed him to stand by, and requested Mr. O'Dowd to go into other evidence. Benjamin Sheals, an able seaman on board the London, was next examined. He deposed that when the ship was put on the port-tack, on the morning of the 10th, she lay easier, and she did not take much water over to leeward. At 8 p.m. on Wednesday it was blowing a perfect hurricane. All the hands on deck were called to haul in the jibboom, and they got it up to the fore rigging on the port side, and lashed it there. The flying jib- I boom was hanging over the side of the vessel at this time, and a part of it was lifted on board. Wit ness assisted in lashing it to ring-bolts on deck, and while doing so a heavy sea came over the deck and carried away provision casks, hen-coops, pig -sties, and nearly everything on deck. He was knocked down by a provision cask, and his legs were injured. He was takes below, but he could not sleep, and he crawled on deck on his hands and knees. Heavy seas were washing over the deck, and the skylight had been carried away, and the water was rushing into the engine-room. Five persons then proceeded to lower one of the iron pinnaces by the direction of Captain Martin, and witness was helped into her by one of the men. In lowering the boat they let down the bow too fast, and she swamped, leaving them to crawl on deck as best they could by means of ropes hanging down the sides of the ship. Wit ness then went to bale out the water from the after saloon with Mr. G. V. Brooke. Ile afterwards went on deck and assisted in getting the port cutter ready, by storing her with bread, rum, and raw vegetables. One of the men asked the captain if he would go in the boat, to which lie replied, "No men, I will go with the ship, passengers, and crew." King asked the captain the course to the nearest point of land, and the captain having told him, King returned, and the captain said, " Good bye, men. God be with you." To Mr. Traill—Believed that the statement as to the skylight lying perfectly whole on the deck on Thursday morning was erroneous. A part of the skylight lay broken on the star board side, with other portions of the wreck, while the ship was on the port tack. To Capt. Harris—How the ship wore round was a miracle, she being so water-logged. To Capt. Baker—The engine room skylight was unshipped at half-past 11 o'clock on Wednesday night, when the big sea washed on board. James Edward Wilson deposed he was a second class passenger on board the London. He went on board at Gravesend. He was engaged in the Aus tralian mining trade, and he had intended going to the gold fields. Mr. O'Dowd said that it would perhaps be better to allow the witness to give a history of what he knew of the wreck. Mr. Wilson said that, on the day after they were picked up by the Italian barque, he wrote a state ment of what had come under his notice, and he would read it with the permission of the court. Mr. Trail observed that the statements of the witness should relate to facts which had come within his own knowledge, and should not have reference to anything he might have heard by hearsay. Mr. Wilson then read a memorandum of events which had taken place on board the London, and in which he stated that at noon on Sunday the posi tion of the ship was taken, and they were found to be 170 miles from Plymouth. On the following day he ascertained that the ship had travelled 102 miles further, making the distance from Plymouth 272 miles. Nothing particular occurred on that day un til they were partaking of tea at 6 o'clock, when the ship gave a heavy lurch and commenced to roll considerably, and about an hour afterwards a body of water got down the main hatchway. In about two or three minutes some persons went up and shut the hatch. On Tuesday morning the vessel was not shipping much water, but about 2 o'clock she pitched considerably, and on going on deck he saw the foreroyal mast broken in two, and hanging down, and the same was the case with the foretop gallant mast. The gale increased on Tuesday evening, and the sea went down the hatchway at 7 p.m. They opened the hatchway when ever a lull took place, in order to give them fresh air. The ladies in the second clads apart ments were more excited on Tuesday night than at any other time before. At daylight on Wednesday he noticed a different motion in the vessel, and he was told she was put about.for England. Ile saw the jibboom hanging down a little abaft of the fore rigging. The crow were making preparations to get it on board, and about two hours afterwards he heard the donkey engine going, and he was told it was worked for the purpose of getting the jibboom on board. The gale increased to a storm about six o'clock on Wednesday evening, and the hatchway was again closed down, but the water still came in, notwithstanding the efforts made by some of the crew to nail it down. About 10 o'clock a great body of water came down, and they were knee deep in the saloon. All the passengers were very much frightened. Some water came in through the water closets. To Captain Harris—Did not know what sort of water closets they were. The witness, in continuation, stated to the court' that he heard some sailors going to a saloon adjoin ing the one he occupied, and saying, " Let us hurry on and get the sails, or she'll sink. An order was given for all men to go on deck, and he understood list exacts from the publicfor the use of only a frac tion of a train a sum exceeding by 200 per cent. the whole cost of running entire trains. The past rail way administration has diminished the benefits de rivable from the element of increased speed avail able from railway communication, and now operates as a serious obstruction, to the improvement of the whole postal system, as well as to the general inter-communication of the country. The subject of wages was then noticed. He next consi dered those commercial principles, by a return to which the great defaults committed might be re trieved. The chiof defaults are first, those against unity of management for efficiency as well as eco nomy ; secondly, exactions on necessities, by means of monopolies, instead of payments, merely for ser vice, without profits ; thirdly, charges in disregard of an economical principle of increasing ratios of consumption - with diminishing ratios of price by means of monopolies. As to the administrative principle of consolidation and unity of management, the saving derivable from a general amalgamation of all the railways had been estimated at 25 per cent. But he doubted whether the gain on that head would be considerable, and whatever it might be it would be required for an increase of efficiency by a reduction of the excessively dangerous long daily hours of service, and by augmentations in number and efficiency of the permanent working staff of the railways throughout the country, thereby giving better accommodation to the public. In cross traffic it has been alleged that the saving of time by the avoidance of the obstructions from un necessary changes of carriages and stations, the non adjustment, often wilful, of the trains of one line to those of another, maintained from mere spite--(hear, hear)—to the disadvantage of the shareholders as well as of the public, would amount to one-third without any augmentation of the present irregular and often slow rates of speed. Mr. Allport, the general manager of the Midland Railway Company, had been constrained to admit hisfailure to obtainby agreement the great benefits derivable from unity. But the disunity of management impedes the con struction of lines which would be economical for de fensive purposes, and in the event of war the disjointed machine available is of far inferior efficiency and value to what it might be. Disunity, disjointed organisa tion impedes administrative consolidation and pre vents the economy which is obtainable by the dis tribution of rents and establishment charges, ob structs other important public services of daily life besides the conveyance of passengers and goods. The original foundation on which commercial men proposed railways, and on which new capital is con tinually obtained, is false in economical principle as applied to such subjects, (mad is in itself a proof of their incompetency to deal with it. The next eco nomical principle to which he would advert was that of exactions under monopolies on necessities instead of payment for services. There is a large organic distinction between charges which have re lation solely to the services rendered, and payments which are founded not on the consideration of these services by the agent, but on the view and estimate of the necessities, and on the power of exaction un der monopolies on the person's means of payment, and necessities of travel. The system of charges for the carriage of goods, not on account of any special care required, or risk in any way of insurance charges, but on account of their supposed value, or the necessity of their conveyance—charging for iron on some lines more than four times more than for coal ; charging coals not for their carriage but for their quality was a pernicious principle. It is a fact established by railway testimony that whether a railway train carries only 50 or 70 passengers (the actual average), or 300, there is no difference in the actual working expenses per train, whilst the distri bution of tie establishment charges is a ratio prc - portioned to the numbers. The effect of the stimu lus of . cheap fares has, of course, its limits, but these limits have not been tried or determined by railway companies, and it is requisite that they should be by an independent authority, and deter mined in the interests of the public. Looking at the position of this country, and to the extreme parts of the world from which it obtains the raw material, and returns manufactured products, estimating the vast importance of the cost of transit as an element in competition and price, can we continue to allow intercommunication to be shackled by a protec tionism of many millions ? It will be for merchants, manufacturers, and the public generally who expe rience the continued and increasing evils to try to rescue our chief means of internal communication for the transit of goods as well as persons, from the trammels imposed by false principles. Mr. HILL said the comparison by Mr. Chadwick of English railways as 3 per cent. railways, against 7 per cent. foreign railways, was a most unjust one, as it left out of view all the difficulties under which railways had had to carry out their formation and to raise capital. The Brighton Railway, for example, were prohibited, on ono occasion, from borrowing money at 4 per cent., when it was to have been had in the market at that price, but they were not pro hibited from issuing preference shares at 6 per cent. The interested opposition had been of no small moment, as in consequence of it the public had now to be continually carried round about, instead of by more direct routes. Thus the circumstances of the English railways were not paralleled by those Abroad. Mr. TEULON strongly urged the fallacies of Mr. Chadwick's arguments, and alluded to the ex cessive taxation of railways as highly detrimental to their dividends. Dr. PANIMURST considered the continental system of government not such as would be tolerated in England. He thought shareholders might be left to manage their own interests. What was wanted was parliamentary control over the management, as far as the public safety and interests were concerned. Mr. BOTLEY said that in the present year nearly 500 millions were invested in railways, and asked what would be the monetary effect of the transfer of such an enormous property into the possession of Government. He thought no financier would at tempt to predict the deleterious effects upon com mercial interests of such a measure. Another speaker said that in Australia the Vic torian Government were after some years of experi ence earnestly seeking to relieve themselves of the responsibility of railway management. Mr. ALLPORT said his evidence given before the Parliamentary committee was quite the reverse of what had been attributed to him by Mr. Chad wick. Uniformity of rates would be ruinous to a company. The Midland Railway carried coals to London at three-eighthsof apenny per ton. It would be ruinous to carry them at the same rate for short distances under 30 or 40 miles. The object of the railway manager was to develop() the particular traffic in each particular district; and the uniform system which would be adopted under a Govern ment management would be fatal to all commer cial enterprise. The wonderful extension of our foreign trade during the past 16 years had been mainly due to the enterprise of railways ; and im portant trades, such as the iron trade of Wales, had been entirely promoted by it. Who would like to see £400,000,000 or £500,000,000 added to the na tional debt, and 150,000 servants to the Govern ment patronage? Mr. WEBSTER, QC., made a few brief remarks. Mr. HawEs replied to the objections raised against his views. He added that in 1844 an act had been passed to enable Government to purchase railways, which act was not to take effect until after 21 years. That period had expired last year, and the grounds which had induced him to bring forward the subject were not therefore so chimerical as some had sup posed. They had been told that what had been done by ocean steamers and packet steamers could have been done by naval captains if Government had given them the ships. Why then did not Go vernment give them the ships? On the contrary, whenever anything most important had to be done Government applied to private enterprise to do it. The CHAIRMAN, in proposing a vote of thanks to Mr. Chadwick for his paper, said that the four pre sidents of the Institute of Civil Engineers never had been in favour of Government management, and that although the railway system was not perfect he believed it to be better than it would be under Government. He thought, however, they were fighting shadows, as no British Government would seriously entertain such a notion as the acquirement of the British railways. SPIRIT OF THE PUBLIC JOURNALS. TIMES.-If a foreigner went on Tuesday to attend the Opening of Parliament, lie would have witnessed proceedings which would very much have surprised him—a Speech from the Throne, delivered in a splendid hall amid all the associations of feudal nobility and tradition ; an Address moved and seconded in each house by gentlemen in Court dress with the utmost formality and solemnity, in answer to a Speech touching on events in every quarter of the globe, from Ireland to New Zealand, and from. New Zealand to Jamaica, announcing a royal mar riage and deploring a royal death, treating of the relations of the country with Europe and America, and promising a new Reform Bill. When he had heard all this he would' find both houses suddenly turning short round and devoting themselves with inexpressible readiness and heartiness to a well sustained debate on the present disease among horned cattle. Politics, foreign and domestic, vanished in a moment, the most disputed topics were left with out an attempt at criticism, and the greatest political assembly in the world seemed for a time to have resolved itself into an agricultural society or a far mers' club. Such a descent from the regions of high politics to a matter so intensely practical may appear very surprising to those who believe that liberty and Constitutional Government consist of high words and sounding phrases ; who go to Par liament with the expectation of hearing something about the rights of man, or of being enlightened as to the true means by which order may be con ciliated with liberty. But more profound observers will probably see in this simple and homely devo tion to a single object a result, by no means to be despised, of the long and uninterrupted practice of constitutional liberty. We have been so long accustomed to these things that we do not re quire to be told about them. We are conscious that we are masters of our own destinies and directors of our own affairs, and we show that consciousness, not by talking about it. but by acting on it. Of all the subjects opened in a Queen's Speech of unusual length, and embracing an un common variety of topics, there was none requiring such immediate attention, none calling for such earnest and pressing despatch, as this domestic topic of the cattle disease. Everything else might wait. We have sent a commission to Jamaica, we oan only very remotely and very imperfectly influence the war in New Zealand. We have had four or five Bankruptcy Acts already, and, even supposing. us to be in a burning hurry for a Reform Bill, a Reform Bill seems in no kind of hurry for us. The dotation of a Princess, the death of a King, we can consider at our leisure, but the Rinderpest awaits no man's leisure. It goes steadily on its course, doubling the number which it attacks every month with a regu larity which is truly terrible. All men are appalled at its progress, and nobody pretends for a moment that he sees the end of the calamity. The discus sion in such a case naturally divides itself into two parts—the retrospective and the prospective. The house has to consider not only who is to blame for the past, but what is to be done for the future. It says much for its practical spirit and sterling good sense that the discussion was carried on more with a view to the latter than the former object. The Governnient, as it seems to us, profited much, and might have profited more, by the extremity of the peril and the gigantic scale of the misfortune. At tention was so fixed on the possible remedy that at first, at least, it was little directed to the cause of the evil. The Government did not escape some severe reflections, but the whole stress of the first three hours of the debate consisted of suggestions for future amendment. The sum of these sugges tions may be stated in a very few words. It con sisted, in the first place, of urgent demands that the Government should do what has so often been ad vocated in these columns—that it should take the matter into its own hands, and supersede at a single blow the inconsistent, perplexing, and inadequate operation of local authorities. The second demand was, in various forms, the establishment by act of Parliament, and therefore in a compulsory form, of a plan somewhat similar to that which has met with a checkered, but upon the whole a considerable success, in the county of Aberdeen. The speeches in which this was advocated showed a very con siderable knowledge of the subject, and were de livered with an earnestness which evidently came from deep conviction; and so the debate proceeded until it came to the turn of the Government to give an explanation of its intentions on the subject. It then appeared that on the first branch of the de mand the Government had not the least intention of giving way, and that whatever be the causes which induced the Home Secretary to leave every thing to local authorities, whether a dislike of re sponsibility or a prejudice in favour of local self government, he is not prepared to yield to remons trance. Such an opinion entertained by so high an authority as Sir G. Grey is entitled to the utmost respect, and yet we are very unwilling to believe that his views on this subject are fixed and irrevoc able. Every day as it passes increases our know ledge of the discrepancies, anomalies, and inconve niences which surround the local system. Every day teaches us more forcibly the extreme peril in which we stand, and paints the future that awaits us in blacker colours. To-day takes what has been spared yesterday, and the remainder is swept off by the rapacity of to-morrow. We can hardly believe that measures imperatively required for the safety of the whole country will be permitted much longer to be regulated by the caprice or interest of local bodies, many of which look to nothing beyond their own interest, and that interest regarded from the narrowest and most shortsighted point of view. The refusal to entertain this question of direct Govern ment action seems to have turned the tide of debate into another channel. From the moment the Government began to defend itself it be came 'the object of accusation. It is im possible to say, after every allowance has been made, that this was not in a considerable measure deserved. The rinderpest chose its opportunity well for effecting a firm lodgment on these shores. It came, or rather, to speak more correctly, its pre sence became knoWn just in the heat of a general election, and it began to spread when our over worked officials, thoroughly wearied out by the office, the house, and the hustings, were seeking that repose which it was impossible to say they had not deserved. In the very midst of the delibera tions of the Cattle Plague Commission the death of Lord Palmerston occurred, and for some time after wards the Government was engaged in the labour of reconstruction. If the Government did nothing to enlighten public opinion, public opinion, we must confess, did as little to enlighten the Government. The magnitude of the evil was not understood, and any attempt at a stringent remedy would doubtless have been opposed by those very clals who were destined to be the chief sufferers. Still, when all these allowances have been made, there remains a residue to blame, which different persons will esti mate according to their' temperament and disposi tion, and which remains to be borne by the Govern ment. They were slow in ° acquainting themselves with the true nature of the evil—they were slow in applying remedies—and, so far from risking any thing by going before, they have unquestionably fallen behind public opinion. Parliament seems to have very wisely deferred any further consideration of the conduct of the Government until they seethe measure that is to be produced next Monday. Should that measure be unsatisfactory, it is very unlikely that a question exciting such deep and universal interest will be allowed to rest there. Even should the proposed measure be satisfactory, it is very doubtful whether it will be accepted as a settlement, unless coupled with some assurance that it is the intention of Government to reconsider its present unsatisfactory policy of leaving everything to local bodies, and to apply a general remedy to an evil that presses uniformally upon all. We hope that the interval for deliberation which is afforded by the announced transition of debate to other topics will be wisely employed by Minis ters, and that they will not provoke a too curious retrospect into past errors by a refusal to grapple with a most formidable and im minent danger. In the representations of the country gentlemen on Tuesday evening was to be traced scarcely a vestige of party spirit. They felt too much their present difficulty to turn it to any political account. They wish, we doubt not, the continuance of the present Government in office, if for no other or better reason, for the sake of avoiding an interregnum, during which no legisla tion can take place and no regulations can be made, but during which the plague will not intermit for a moment its steady and destructive progress. But if they were once persuaded that the only way to really efficient measures lies through a change of Government, we cannot doubt that the excitement and energy which now flow in one stream would speedily be turned into another ; and if the admi nistration will not do all in its power to destroy the rinderpest, the rinderpest will be found a very serious obstacle to the stability of the administra tion. POST.—The preliminary meeting of guardians of metropolitan unions recently held at Dr. Brewer's will not be without its influence i n g i v i ng pre cision to the working of the Houseless Poor Act. Few will have perused the report of that meeting in the newspapers of Monday without having been constrained to own that the conclave of metropoli tan guardians placed in evidence certain difficulties relative to the administration of the act which, before that elucidation, were not generally appa rent. Nothing is more simple than the proposition affirmed by the Houseless Poor Act—namely, that no vice, no crime, or misdemeanour ought to bepun ished by starvation. This is the simple proposition, and to it no individual will dare, in the abstract, to lodge dissent ; but, in giving effect to it, certain dif ficulties have been experienced—difficulties wilieh are the cause of annoyance and irritation to guar dians of the poor. Consideration of these points of dissatisfaction is, we are ready to admit, a matter of importance ; but the question, after all, to be kept in view is, whether the main object of the Houseless Poor Act has been secured—is it the necessary fate of any wandering pauper who may find himself homeless in the metropolis to starve unhoused in the streets, as it frequently was before the passing of this:act? On this point there is happily no doubt. The reply is an emphatic negative; even the outcry against the abuses of this piece of social legislation suffices to prove it. In its main intent therefore the act must be spoken of as successful, and if in the mind of anybody the expectation was ever raised that every minute detail and working of the act should have been provided for from the first, then all we can say is, the expectation was not oirte war ranted by the history of any previous social act of Parliament. Reviewing some of the major difficul ties that have been experienced in giving effect to the Houseless Poor Act, the finger may be laid Oa one, at least, that a little foresight on the part of guardians themselves might have avoided. Even to' the most stolid apprehension the case is plain that a. uniform dietary and a uniform equivalent of task. work should have been agreed upon by the entire: conclave of metropolitan guardians so soon as the provisions of the act came into force. Casual paupers are not fools, and the criminal lot of them have more, than the average endowment of acuteness. With the choice before them of being housed and fed at the expense of any particular metropolitan work house at will, they would obviously bestow their company on those establishments which had acquired greatest notoriety for comfortable beds and appe tising victuals. It was more than to have been ex pected—it might have been predicted—that the me tropolitan unions best in repute would be, night after night, most thronged ; and, if certain unions have had undue pressure laid on their resources in this way, the fault rests with the general body of guardians. Notwithstanding a rece n t am ateur dis closure of casual hospitality, we are quite sure that the public are not disposed to reflect unfairly on the general body of metropolitan guardians. We alto gether demur to Dr. Brewer's statement that they were subjected to more than ignominious treat ment and misrepresentation ; neither do we con cur in his view that the promoters of the House less Poor Act appeared to have little confidence in it. Such points of misstatements as have come under our notice have been alleged in good faith ; and to the general conclave of metropolitan guardians they imply no ignominy. The case simply stated is that the sense of common humanity of the British people—happily not ex ti nc t, or even dor mant--had insisted, and will continue to insist, that no casual pauper—albeit a criminal—shall be punished by starvation. Although recognised diffi culties in giving fair and full effect to the working of the Act do exist, yet they they are mostly such as in our opinion can be remedied ab interno by mutual agreement and co-operation amongst the metropolitan guardians themselves. The chief—if not the only--difficulty to be met ab externo is one to which we have already called attention. It originates in the superiority of board and lodging in prisons over the board and lodging of workhouses. The concession must be freely made that unions will be unduly taxed with the charge of casuals so long as this absurd and, we will add, unjust distinc tion in favour of prison life remains. In this country no change comes about, or is sought to be effected suddenly, without preparation. Tho more than comfort, the luxur7 of English prison life, is the result of an overwrought and ill-directed philan thropy fast waning, since it has been found to be injudicious. All who note the prevalence of public sentiments, the heralds of events, must feel assured that the time is not far distant when casual male factors will not elect the prison as an agreeable house of refuge. In the course of the discussion on Saturday evening, a casual's own suggestion, as enunciated by Dr. Brewer, merits more than passing attention. The advice contained in it would assuredly put a stop to the abuse, now s° frequently complained of, that food and lodging having been given, the recipient cannot be obliged to render an equivalent of work. The casual's suggestion is that no vagrant should be admitted later than five p.m., and then made to work till dark •, not before he had been fed, it seems, but be fore he had taken up his night's quarters. Although the idea is suggestive of a certain degree of cruelty, yet it involves a countervailing element of benevo lence ; for whilst, on the one hand, it may seeni, harsh to force work upon a casual already worn and tired, yet the proposed arrangement, if carried into effect, would leave the whole of the next day clear for remunerative out-of-door labour. A further advantage from its adoption would be the following —The law makes it imcumbent on the guardians 0 ; a union to find quarters for casuals in some certified lodging-house, if the union casual wards should hap pen to be full. The question therefore arises ho't —by the force of what discipline—refractory casuals lodged out of doors can be brought back within the, union walls, to perform their quantum of task work In adverting to the management of casual wards by the police, we take exception to the utterance of Dr. Brewer, that the police could not discriminate, for. any practical purpose, because the Act rendered discrimination unlawful. Active discrimination, in deed, the police cannot exercise, and for the reas° ll , alleged ; but their passive i n fl uence i s gr eat, and n°' to be disputed. If a criminal vagrant presents hie; self for admission, he must of course be admitted; but the presumption is that a large number of c e ll; minal vagrants w o u ld no t p resen t th em selves 1 °: fear of being laid hold of on cri m inal charges" Evidence, indeed, seems to b e c onc l us ive on the point, as gathered from the testimony of the reasT: and guardians of every union to which the exper t " rent of police regime has been applied. COUNTRY MARKETS. HULL.—TUESDAY. 1 h At our market to-day there was a fair show of Bug iS s, wheat, but the trade was slow at barely last week's Prgto Good malting barley in fair request at full prices. i no very firm, especially for good qualities. in linsoou business, holders asking very high prices. 0 1 ' English old white wheat, 49s to 54s ; old red, 440 to _„. Barley, English, 37s to 425. Oats, Russian, 24s to *,' o ' s Beans, now English, 43s to 445. Peas, English blue, ' to 41s Od ; grinding, 40s to 41s Od per 36 stone. SALISBURY.—TUESDAY. o at At to-day's market there was a small supply of Wil . shown, and dry parcels were taken at full figures. io The following are the quotations :—Wheat realised frt?A6 44s to 52s ; barley, 35s to 40s ; oats, 22s to 32s ; beaus, S i to 52s ; and peas, 42s to 50s per qr. Tares, from 6s to Od per bushel ; Best bread, 13d ; household ditto, 12u per 81b loaf. i Flour, 34s to 40s per sack. SHEFFIELD—TUESDAY. There was to-day a good attendance, and a fair sh°Yr of wheat and other grain. Red wheat, per load of 3 imp. bushels....l 7 s 6d 188 OcIA White do do ....19a ad to 208 0 New red do do ....las 6d 170. 6 d,, New white do do ....18s 6d 20 0 ( 21 Beans do do ....178 Od 198 Od; Peas, per qrg. Hs ...Os Od 42 0 0 1 Grinding . barley, per qr 31 s Od 3 4 0 Od Od 310 „ O ,i d Malting barley, c o Oats, do 26s Od 295 v - F10ur....1s 9d to 2e 2d per 141 b. MONMOUTHSHIRE—TUESDAY. The supply of wheat at the various markets has b e ° quite equal to the demand, which continues to rule dill• LYNN—TUESDAY. na There was a moderate attendance at market to -da Y , 3 only a small show of wheat. , ite, Now wheat, 46s to 48s ; new red, 42s to 445• olu for 51s to 52s old red, 46s to 48s per 36 stone. ' B a rleY oiv, malting, 34s to 36s ; secondary, 26s to 325. Oats, E t ti . 18s to 24s per 24 stone. Beans, small, 43s to 'l6 ; lard 40s to 42s per 28 stone. GAINSBOROUGH—TuaSDAT• o ther A fair demand for barley at extreme quotations• kinds of grain wore a small show at last week's Pri______c°'-' Births. COMM.—On the sth inst., at 7, Vicarage-gardens, C31913' den-hill, Mrs. W. A. Combs, of a daughter. CUNYNGHAM.—On the Gth inst., at Polefield, d3ll r. the wife of E. K. A. D. Cunygham, Esq., ofia g. e the Cross.—On . the_4th inst., at Linton-terrace, wife of Alfred Cross, Esq., of a son. E a ton' NUGENT.—On tho 4th inst., at 10, Eaton-terr ace, square, the wife of E. C. Nugent, Esq., of twin t3o—. Marriages. DOYLE—BALL.— On the 6th iust at St. Janlos's C h J ohn u rclh Spanish-place, Henry E. Doyle,"E , third son of j ..., 0 Doyle, Esq., of 54, Clifton-gardens,q *Maida-hill, to ' i Isabella, daughter of the Riht Hon. Mr. Justice J 3 3 1 - 11 ° Stephen's-green, Dublin. g ,i. Jedlin% VANSITTART—JENICINS.— On the Gth inst ,at PL. s or , Paddington, W. Vansittart, Esq., late M.P. for Ilra l k i n s, to Melanie, youngest daughter of the late Sir R. Je n G.C.8., formerly M.P. for Shrewsbury. Deaths. a c id BARER. —On the Gth inst., at Epping, Mr. Samu el Cala i Baker, of Half-moon-passage, Gra-cechurch-street, an ° Chelsea. CUTHBERT.—On the sth inst., at Colney Hatch, W illi ' un George Cuthbert, Esq., aged 59. 4- bir• 1.1 ARDMAN.—At the Castle Hotel, -Lancashire'Portuplstree.l Thomas Hardman, of Bolton-lee -Moors, - aged 49. Jo the7Es. ones n , ag 6 e t d , hi 3. nst., at 28, Union - sq uare, Mrs. I s lington , m Ad MEGGISON.—On the 4th inst., at Berwick -upon-J:0- ' Jo Esq.,Mggison, LEE.— hn On the e 3d inst., Mr. George Lee, of Old Farm, 148 :d Irk -road, Brixton-hill, and. of 9, Newgate-raarket, ag ____.......- ....•!"•-!--" London : Printed and Published by WILLIAM ANDBEIg of No. 112, Strand, Printer, at THE SUN °MOO, No. 1121 Strand, in the Precinct of the Savoy. in the COnv - Middlesex.—Thursday, February 8, 1806.