The Sun. — London, England, 1852-09-29 00:00:00

CONTRACT for CARRIAGE of TIMBER, &c., from WIIITTLEWOOD FOREST. Department of the Storekeeper-General of the Navy, Somerset-place, September 25, 1852. T• he Commissioners for executing the Office of Lord high Admiral the United Kingdom of Great Britain and Ireland, do hereby : ; ve notice, that on TUESDAY, the 19th October next, a t One ii el Gek, they will be ready to treat with such persons as may be to contract for conveying to her Majesty's Dockyard at Wool reh, about 3 LOADS of OAK TIMBER, &c., from Whittlewood Forest, in the Comity of Northampton. Form of the Tender may be seen at the said office. No Tender will be received after One o'clock on the day of treaty, " any noticed, unless the party attends, or an ag ent fur him, duly I nthorised in w riting. lEvery Tender must be addressed to the S ecretary of the Admi - Mt?, and bear in the left-hand corner the words "Tender for Car nage of Timber," and must also be deli vered at Somerset-place, ,7• orapanied by a letter signed by a responsible person, engaging ▪ bQcorae bound with the person tendering in the sum of 1/. per tad for the due performance of the Contract. THE ENGLISH, SCOTTISH, and AUSTRA LIAN CIIIRTERED BANK. jc. be Incorporated by Royal Charter, with Limited Liability. notice is hereby given, that the Scrip of the above Company will 4 `T o be delivered in exchange for the Bankers' receipts, at gie Temporary Offices of the Company, No. 4, Adam's-court, Old r ° s d-street, on FRIDAY, the lst, and SATURDAY, the 2d of October. By order of the Board, J. W. PILLANS, Secretary. N 0.4, Adq,m's• court, nld Broad•street, September 28, 1852. SOUTH YORKSHIRE RAILWAY AND RIVER DUN. b ea DEBENTURES, Directors of this Company are prepare d to receive LOANS on IIENTURES, for such term of years as may be agreed upon, y e . r , l ng Interest at the rate of 3% per cent. per annum, payable half PY, on the first day of January, and the first day of July. .Pplicatlons to be made to the Secretary, at Sheffield. By order, J. CHARLES HANDFIELD, Secretary. GREAT WESTERN RAILWAY. is CHEAP EXCURSION TRAIN to BATH and BRISTOL. tun SUNDAY, 3d of October, an Excurs ion Train will leave Pad :gton at a Quarter before Eight o'clock in the Morning, for Bath tol, returning the same evening from Bristol at Half-past o'clock, and Bath at Seven o'clock. Fares There and Back. Ist Class. 2d Class. To Bath .. •• 93. .. ss. To Bristol .. .. •• 10s. .. os. qi, s 4 ne Excursion Tickets are only available for the Excursion pi, and for the day on which they are issued. k re r . sengers having Luggage can only be conveyed at the or dinar y T ickets may be obtained previously at 27, King-street, Cheap ._c• 269, Strand, and at the Paddington Station. ETTS'S PATENT Alitriz'ar. 4v.. _ The highest medical authorities recommend Brandy and water '` o best customary beverage, and particularly as an efficient pre t,,r"uve of diarrhceatic complaints at this season. They equally con- Ifln_ i n Preferring BETTS'S PATEN'T BRANDY as the purest and ~,rt wholesome. It is unequalled for preserving fruits, home-made &c 'sold throughout the Kingdom, by respectable wine and spirit mer ‘44".ls, in glass bottles, protected by the P atent Metallic Capsules, 2 4 the DISTILLERY, 7, SMITHFIELD-BARS, in dozens, tiv,'" and cases included, at 18 s. per g allon ; or in stone jars of " gallons and upwards, at 16s per gallon. pale or coloured. J. T. BETTS and CO., French Brandy Distillery, 7, Smithfield-bars, St. John-street. CYDER, CELLARS TAVERN, Maiden-law, Covent-garden. ° e above celebrated Tavern, having underg one a thorough reno ,,, is NOW OPEN for the Winter Season. E st Vocal Departmentis unusually attractive, and composed of the 1)0 1 , a'vailable talent in the Metropolis , includi n g the well-known and ~, ! l a r favourites, Messrs. W. G. Ross an d Sam Cowell. k 4 ,ne Chair taken every evening at Half - past Eigh t o'clock. Suppers all other Refreshments with the usual excellence and dispatch. 11 1 Entrance from the Strand, Two Doors West of the Adelphi Atre, N'A-TIONAL PROVIDENT INSTITUTION for MUTUAL LIFE ASSURANCE, ANNUITIES, &c., 48, Gracechurch-street, London. , SAMUEL HAYHURST LUCAS, Esq., Chairman. orIARLES LUSHINGTON, Esq., M.P., Deputy-Chairman. CONSULTING ACTUARY—CharIes Ansell, Esq., F.R.S. Extract from the Report for 1851. h tv in the year ending the 20th November, 1851, 1,231 Policies is r9St. been Bs. i 6d, ssued, the Annual Premiums on which amount to lutel l : 7 the establishment of the Institution in December, 1835, 119 2 9 0/ Policies have been effected, and the A nnual Income is 11:;,,, 4 , u 2s. 'e balance of receipts over the disburse ments in 1851 is 1 a : 1 6231 . 3s. 9d. ; and the Capital is now 738,4921 . 18s. 4d." The next Quinquennial Division of Profits will be made up to the tril;' - 'Slovember next, and all who ect Assurances before that time Darticipate in the profits which may may accrue to such policies. Ant Loans to Members on the security of their Policies to the ex of their value. 4teni hers whose premiums fall due on the let October, are re 77ed that the same must be paid within thirty days from that da te . ti ft _ie Directors' Report for 1851 may be had on application at the or of the Agents in the country. JOSEPH MARSH, Secretary. ,NteMber 16, 1852. ,CRE DEPOSIT and GENERAL LIFE ASSURANCE COMPANY. Chief Office, 22, Meorgate-street, London. Eery description of Life Assurance business transacted. Loans and Annuities granted on most liberal terms. Diseased" lives, and lives "declined" by other offices, taken. Medical referees liberally remunerated for their reports. C. W. BEVAN, Actuary and Secretary. ort ' • Clergymen and Ministers of all denominations are particu ,Y invited to examine the principles of the Deposit System of As axle e adopted by this Office. . , Agent 3 Wanted. LAURENT'S GRAND CASINO, kRGYLL ROOMS, Great Windmill -street, St. James's, !tee Charles Emele Laurent, Onslow House, BromP ton-road, Licensed pursuant to Act of Parliament, 25th of King George 11, Are Re-opened for the Winter Season. o,sg the recess the Rooms have been entirely Re-decorated, by regarmess or wsi. N' 4 re, Lin; Matchless Band every evening. Principal Cornet-a -4, M. Boulcourt. Admission —ONE SHILLING. 411 1 1) ; °r3 open at Half-Past Eight o'clock. Dancing to commence at and terminate at Half-Past Eleven. eREMORNE GARDENS. On the Banks of the Thames, King's-road, Chelsea. Waterside Entrance close t o Battersea -bridge Pier. areVai47by Steam-boat from Lon don -bridge or any of the interme kci.,, Bridges or Wharf Piers, 3d. Strangers should request to be ,'"k at Battersea -bridge for Cremorne. Fare by Omnibu East s from 1 14:Z i g-cross, 3d.; from the C it y and remotest parts o f the 11 10 Proprietor, Mr. T. B. S IMPSON. Last Week of the S eason. Ch-:, Italian Brothers on the Trapeze , dail y . Tpulobe Ascent, by Mr. James Pascal. th A; u RROW, a grand Balloon Ascent, with the Italian Brothers on b t ,"` r bouble Trapeze, under the management of Stephen Chain- R.N. ,4 1, The Pyrotechnic Displays by t he Chevalier Mortram. `ver,,r Grand Spanish Comic Ballet , entitled Le Barbier Cadiz, Evening, at Half-past Seven o'clock. 41.nterrupted succession of Entertainments from Three o'clock until near Midnight. Open at Three o'clock. Admission, Is.; Children, Half-price. Sundays, after Four o'clock, by Refreshment Card, price 6d. Sundays, Table d'Hote at Six o'clock, 2s. O. Private Room for Dinners and Coffee. ÜBLIC OPINION. 44,, Conspiracy against it would be malig nit y , and argument le recoiling vituperation on the assailant. To pubiic opinion, Inniartial judge, E. MOSES and SON have always appeal.ed, ', ) zt,,''ave received its caresses. They again invite public inspection i s magnificent stock of Overcoats, Paleto's, and new design , ' in is description description of Dress for Autumn and Winter. E. MOSES l', , e r ,,PN can justly calculate on the manner in which their splendid 1447, r ations for the ensuing season will be regarded by public ; and they have the greatest satisfa ction in stating that Ott s uperlative stock of new materials , and the triumphant display '4C,ent in tke cut and workmanship of every ar ticle of Dress, and yreat reduction in price, will still further confirm them in favour yublic oinion. he inimit table style of Sporting Dress is that of E. MOSES and •a,,e, unrivalled Designs for Juvenile Clothing are those of E. 11 and SON. ' "GRANTS.—The change in the season requires a change in ra r ,:management of yeur outfit ; the articles suitable for y our pas a few months back will not be so now ; and possibly inex ratte4oed Outfitters arid minor houses may conceal from you this i t „ Application to E. MOSES and SON secures to you everything 4 ef t ' ° Priate for your journey and your future occupation—uot only kl, ? erl o quality and more suitable for your purposes, but at con cf,,,',. aulY lower charges than at any other house in the world. l iaq' voyage may be rendered comfortable by procuring the warm kt, t B ubstantial Clothing, Hosiery, &c., &c. , prepared with the most acquaintance with the passage at this time of the year. Your : (e nience is every way considered by MOSES and SON, and 'Pa rate department is kept for Outfitting. 10 11. 1 1 3 Lists of Outfits, and all information relative t o sailin g of to and cost of passage may be had on application, or post free „Y . Part of the kingdom. Establishments will be closed on TUESDAY and WED tIiZI) AY next, September 23 and 2 9 , re - opening on THURSDAY ruing September 30, at Seven o'clock. bmirTION.—E. MOSES and SON regret having to guard the against imposition, having learned that the untradesmanlike t h 7e s n a z e d of Being connected with their I,..istablishment," or " It's p t , Nlous concern," hasbeen resorted to in many instances, and for reasons. They beg to state that th.ey have NO CONNEXION WITFI ANT OTHER HOUSE IN OR OUT OF LONDON, except their own Establishments, as follows : t i 'ondon City Estabhment, 154 155, 156., and 157, MIROTita, 83, '4 5 , and 86, Aidgate, opposite the Church., all communicating. k acl nion West-end Branch, 506, 507, 508, :Kew Oxford-street, 1,2, 1 1 „ 3, ti art-street, all communicating. R `aclford (Yorkshire) Branch, 19, Brldire-street. tb ' l ittalield Branch, 36, Fargate. erchaiat Tailors, Clothiers, Hatters, Hosiers Farriers, Boot Shoemakers, and General Outfitters for Ladies and Gentlemen. the EstabliahmentS are closod from sunset Friday to sunset on A t— " a Y,s, when lowliness is resumed till Twelve o'clock. If ne w Book, entitled Library of Elegance," containing a ' NIS 01 pri ces , and directions for self-omstirsurement, can be had free, to any part of the ketq' o oh application, or forwarded, p ' l 4 , handso me Almanac for the ye ar ending 1852 can be had, gratis, lei `PPlication. on parle Francais. I Qui si porta Italiano. i er apricht man Deutsch. Aqua se habla Espanol. IMPORTANT MEDICAL AND S URGICAL WORKS, Just Published, by U. Banner°, 219, Regent-street, Londoa. No I. Second Edition, with Additions, Svo., in cloth. price 5 5., by post free, SS. 6d., Ox TRUE & FALSE SPERMA.TORRWEA rti,„ with the View to the Correction of wide-spread. Errors t , t1 1 ,7"0n to the Treatmeist and Cure of Sufferers from Debility of the ' at ive System, or Sexual Ifypochondriasis. Translated from the German of Dr. PICKFORD. Nu,r Pickford is known to English readers by his frequent practi- N ie s ?utributions to German medical literature. This is the first N, lie informs us, that he has addressed himself to the non-medl - we trust this may not bo the last, if he shall toN, ( " e ‘ any other equally flagrant evil which it may be in his , t r to correct."—Londoin Medical Gazette, MaY 30, 1851. list r h t editor has conferred a great boon on the sufferers from this essin e g malady by translating this little hook, and by laying bare eandalons practices of unqualified adventurers, who profess to th arl disease of which they know nothing, with no other object ler, to fill their own purses. Th e difference between true Sperma -ItcQ,"?-a and the various forms of disease 'which resemble it are t ay at reelY described, and th us a safe guide is offered for the W e of the malady " — M edical Circular, May 5,. 1852. ea a e have delayed so long upon t he contents of the preliminary that we have scarcely left ourselves space for any notice of br,"elect specially treated of by Dr. Pickford ; but the moderate ev ers ,'L which the brochure' is sold, places it within the reach of f..9ne interested in the matter." —Dublin Medical Press, April n 2. No. IL Bvo., in cloth, price 3s. 6d., by post free, 4s. Tilt ci Airy„,. OF STRICTURE OF THE URETHRA, on Pend -411(1 „"" °nue Simple, Safe, and Efficient, in even its most Inveterate g g l,PDarently Intractable Forms. To which is added, PRACTICAL I(itr i IVATIONS ON THE TREATMENT OF SPERMATORII -' . 1 r CAUTERIZATION; its Inefficiency and Danger. BY F. B. COURTENAY , i " 4, Member of the Royal College of Su r g eons of England. laow.,uose who complain most loudly are those only who know not 13e,,* () use the common instruments ..... The practice of cur i kbe h as been marred with all kinds of violence, an indifference 1 • all thehe simple cure of diseases, and a passion for operations and bh,, er : excesses and horrors of surgery."—John Bell's Surgical ' l `i'erl 4, 11 ° 1 ? 1 . — " In proof of his views he (Mr. Courtenay) has its ar , e history of a great many cases successfully treated, as bad r l , i .: 3 ' which Mr. Syme adduced, and on which he had operated. De r c 4 o ,,are cases ix., xi., xii., and xviii. No. is. had resisted, for a tell-`,, of twelve years, the treatment by dffitation, and was finally IU d u L d ill as many weeks. But cases RN ill. and xis. appear, both Rl'av„,:" -1051 , severity, and complication of symptoms, of a more ag trea,",L•ed character than any detailed by Mr. Syme, and yet the t...,_..ent adopted by Mr. Courtenay proved eminently xiccessful." '''9l6lllll ‘r Liziargi PA tilo TiViittlaPt of Stricture. / ,(,(_ -'f --- c-- 4 4,./ e y ...... /C...-1.../Zer - (......-IL-----. „r".._..„.„,.____47-)-,- • - c / it- - (------ - (/ I) rk! 1. f''' 'll-.l' 4 1 r iA _ ' i' . , .. iTA r t i I/ tio: . c. ~ ~, ,/ r - N -x st F e - --: - t v. - L- 4- . - - i f'i '', '6 12:A. V.I. '%.1. I._ .• Cv i e . r/r Tlf :I r , el k P r:a. ______________ _______—_--_______ __ - --- • . _________ ..... _ •• : OC --e . , - i. • - ;e i c, - .. - 1" 4- i k '',P., "6 14 L ... 1 .. i •,, .. .•• , . / , . • ,/,‘• ' 2, :' - '1• ; ;.., :,_:.: ),..,,,, , :ft r yf,_ ,i • , . ~,,,• ,••• v • -..7, .- • - . . . , . • (Z ' iiel' . • ',..,' t 9 e .. . t i ,l* .f. , ...<'';. ' .' . '''' , (. . ~, #:..,- ~, --, , w3,- .4 ~:,,,,- .-,,j), ~,(i,*. P-- ~,,_m 1 111 111 -- ~,, ...„-„,,,. RAILWAY INTE. . , - ~ A ..7,,.), , 4-} , k- -- - ~ .; `%l : 1 7.-.3. ° -N- -;" ' l' 4 )l`\'' '-"/ - \ ?---, #-., ' _ .., A1ti,,14:0- go I( ' SOU I'H NV A . 4.. I ~,,,.~,,,,,.. a:7 ----r - . ., ~..•, _------,- , ,,41, 1 ,/, 4. ~,_ '..., , 4 4.• b; ~.~,, . t ''''''Z,• - ...• ',-- %"r • --iStlr * , , 4 + V •051.. Ay %fa ....---,, t - - , - , ----t( 4:?---,-4.....;:;-;./ Ts— 0. 4 , ,,,‘-ir• ',., .—- ~ , --"'-'-'o.—;%kTl:= ' / ..*: ...... __-..- , 71--I,.W L -N. , , , t ; .4-,, , ,---,, ply iy v', .-$ ' ..F.:z..., , T. , : .5- 5 to-toe, • '• f' ''' 4 4: + rt ,,, ..i•-'. : :' , kI . t. , , : 1 •,,,i, . ~,,,, , LoiT, .LES. [PRICE SD. Total wrought iron Total cut iron ... ILIGENCE. FLOATING OF THE SECONI) GREAT TUBE ACROSS THE WyE, AT CHEPSTOW. Extensive.., preparations have been making, for some days past, towards floating the second great tube for the second line of railway across the Wye, at Chepstow, which was accomplished yesterday morning. Mr. Brereton, the intelligent assistant of Mr. Brunel, the engineer, has been unremitting in his attention to the works in the absence of his prin cipal, through indisposition, in Italy. Previously to the elevation of the first tube, on the 19th of July last, the passengers by the South Wales Railway were conveyed from Chepstow west to the other side of the Wye, in omnibuses, &c., over a stony and disagreeable road, about two miles in length. Up to that time, also, there had been no goods traffic into Wales, or from that country—thus with holding a large weekly revenue from the shareholders. The formation of the railway across the river, how ever, removed this difficulty, and also increased the passenger traffic, so that since that period the revenve of the company has increased some 5001. or 6001. per week. The further opening to Carmarthen (not yet sanctioned by the Government inspector, though per formed by the directors on Friday week) will increase the revenue by a considerable amount, and particu larly in the goods traffic department. sba T ll he bo br c i o d m ge pl a e t te C d h , e w p i s l t l o f ts o ', whrmoenne tohfe the e u m ble ost roadway magni ficent objects that scientific men, engineers and others, will desire to look upon. The river Wye is one of the most picturesque of our English or Welsh rivers. Its banks abound with objects of classic and varied renown. The celebrated ruins of Tintern Abbey lie on its left bank, a little way below Chepstow. The ruins of Chepstow Castle, almost contiguous to the railway bridge, on the right-hand side of the road from London, can easily be observed by the tra veller or tourist fro wn i ng over the bosom of the " beautiful Wye ;" while the bridge itself, towering high enough above the river to allow tall ships to sa il beneath, will not be the le as t a tt rac ti ve o f the spectacles abound ing so profusely h ere . Tha Wya is a rapid navi ga bl e river, upon which there is considerable traffic. The Admiralty, it may be remembered, when the project of a bridge at this particular point was suggested, refused to sanction any structure that should not have a span across the river of 300 feet, and be elevated no less than 50 feet above the highest spring tides. In strict accordance with this resolution the railway bridge was laid down. Its full length, from the westward embankment to the eastern shore of Gloucestershire, is 600 feet. There are three 100 feet spans on the Monmouthshire side, upon the land, supported upon cast iron cylin ders, inch thick and 6 feet in diameter. The average depth to which these cylinders were sunk was 48 feet, through strata of clay, quicksand, marl, &c., down to the solid limestone rock, which was found to dip at an angle of 45 degrees. There was, coyonlisoedqeuresntly, were careful level. o n t T al b e l e s v i e b l k l ing a ibg , of n d these cylinders was a work of much difficulty. Excava tionsprosiowd dereocwaro by heavyriedonwi withi n them, and they were engine was also requir e d to pump out the water, which was constantly breaking in, especially during was ' the rising of the high tid es . I t ght ' . A 30-horse Weights. ih river salt water was not found in these sinking's, a remarkable fact, that although the Wye i s a tidal cylinders having having been sunk were filled with a concrete Port land cement, gravel, and sand, whi c h set in quickly, as as hard as adamant. Six pillars th us formed are upon the Monmouthshire land, upo n w hi c h the now line was laid, together with one of the girders for the second line. The three cylinders upon which the other girders, together with the road for the second line, will rest, have been sunk, but do not come above the level of the ground, so that their continuations, which are lying on the yard in a complete state, have yet to be erected. The tube itself is 300 feet long, to cross the full span of the channel. At every third part of the tube Mr. Brunel has introduced a stiff wrought-iron girder, which connects the tube firmly with the road girders. To the ends of the tube are attached the suspending chains. These, with the aid of adjusting screws, and the wrought-iron girders on the tube are stretched as nearly straight as could be de sired. There are other diagonal chains connecting these points, so that at whatever part of the bridge an engine may he passing, by the arrangements described its weight is fairly distributed over all the tubes and chains. When this second tube is completely elevated, which will be performed by a slow process, it will be fixed upon the iron standard on the Monmouthshire side ; and on the Gloucestershire side will be free to move upon rollers at the top of the masonry standard, according to the expansion to which it may be sub jected, though the greatest expansion the fellow-tube experienced on the hottest day did not exceed one inch. The tube is apparently a alight structure. Within, it is strengthened by the ineroduction of diaphragms or discs at every thirty feet, rendering it both light and stiff. The girders for the roadway are formed of a deep thin plate of iron, stiffened at intervals. There is a strong triangular cell at the top to mist compression, and extension is resisted by a double plate of rivetted iron at the bottom. The girders upon which the road is to be laid will be laid diagonally and rivetted; while upon them creosoted planks will be secured in the contrary diagonal direc tion—thus producing a stiffness and security. Above these planks eighteen inches of gravel will be laid ; and then, upon longitudinal sleepers, the permanent rails will be fixed. The extent and ponderosity of the works may be gathered from the following statistics, furnished to our reporter by the efficient manager of the works : Tons. Cwts. Qrs. Two wrought iron tubes, each 312 feet long• Wrough iron beam on the standard, to support thn tubes ... Wrought iron, in three spans of 100 feet each, double line Wrought iron in the girders, floor bearers, and other works, of the main span of 300 feet, double line... ••• Vertical trusses Tie girders to connect the Column caps Suspending links in the main chains and diagonals 256 5 2 ••• • • ••• ••• Saddles at points of suspension rollers••• 41 10 6 Adjusting screws ••• 2 10 0 M 717 3 ain tube rollers ••• 211 3 Rulers of girders ••• Bolts ••• .•• ••• 315 0 1,231 2 3 Dtttc s e ta ap rit i r o d r pars . Pets 21 0 0 Cs.st-iron bar plafes for trusses 24 6 1 s 128 6 0 Ditto Ditto cylinders in supporting piers 830 0 0 ... 1,003 12 4 ... 2,234 14 4 The ma sonry in the abutment and pier is calcu lated to contain 3,240 cubic yards, and the total cost 9 f the The fl i Total oa ting of the mmense tube was a work of o,:wrought and cast iron... ge complete , 65,420/. tive ease, so perfectly had Mr.Brereton ar ranged his plans. A railway was formed upon the t l ao n a d r t a o i l t si a , k a e T the m tube do f n r o p m i e m s - , h e e x r e t e i n t d h i n a d g been u t te 3 s o t o e d on feet out to the iron standard. There the end was taken upon a floating raft of three iron canal boats, inverted upon another three, forming pontoons. This raft at the highest tide yesterday morning was floated to the other side of the river, the tube gradually leaving the land railway, and occupying exactly one hour and ten minutes in its transit. When it extended its great length the full width of the river, a powerful tackle was fixed to the end, and th e wor k of lifting commenced, amidst the cheering of a large nu m l ier o f persons who had assembled to witness this trium phant undertaking. The work has been carried forward under the talented superintendence of Wm. George Owen, Esq. the resident engineer, assisted b y M essrs. Sayers an d Dibbin. All the elaborate calculations, drawings, &c., had been made under Mr. Brunei, by assistant in London, R o b ert P. Brereton, Esq. Messrs. Finch and Willey,his able con tractors for the iron wor k ; and Liverpool, now engaged in th e contract b etween C armar th en and Pembrokeshi re, was the con tractor f or th e 11r. Sharpe, were arpe, the w ho is masonry. Among those present to witness the interesting pro ceedings were Mr. I. K. Brunel, the engineer; Capt. Claxton, R.N.. M r . Frederick Saunders, secretary to the Great Western Company ; Lieutenant San ders, Mr. W. Jones, C.E , Mr. Edwards, C.E., Mr. Dorn, C. - E. ; Mr. Brodie, C.E., and the Government Inspector, Captain Galton, who, with Mr. Brunel and Captain Claxton, were upon the platform at the end, superintending the important works. The process of lifting began at a quarter past-eight, on the Gloucester -hire side, and ,will probably occupy about a week. We are glad to say thst not a single accident of the slightest kind has occurred throughout 1 the whole of the proceedings. PLYMOUTH AND TANISTOCK.—At a meeting just held at Oakhampton resolutions were passed recom mending conferences with the authorities of Barn staple, Bideford, and other places, to ascertain their probable support, and the amount of traffic likely to pass over the line from Plymouth to the North of Devon. LONDON AND Nowrn.WESTERN.—it is stated that Mr. Glyn is temporarily succeeded bt Mr. Smith, as chairman of the board of this company, Mr. Glyn still retaining his seat as a director, to advise and give information. HATFIELD AND LUTON.—Exertions are being made to obtain the support of the landowners of the district to the construction of a line from Luton to Hatfield, which is intended to form a junction with the Great Northern Railway. _ _ N°.18 3 728.] LONDON , -WEDNESDAY a th 4,1 7:11 • As ll3 2 ,1 ,4 1 ,4 7 SEPTEMBER 29 1852. THE BANK OF INDIA. Capital 100 Lacs of Rupees, or 1,00),0001. sterling, in 00,000 Shares of 200 Rupees, or 201. sterling each (with power to Increase the Capital to 2,000,000/. sterling). Deposit 57. sterling per share. Application will be made to her Majesty's Government and the Government of India for Charters of Incorporation, to limit the la bility of shareholders. SOLICITO&S. — Messrs. Hughes, Kearsey, and Masterman, London. BROKEl3.9.—Messrs. Foster and Braithwaite. The Bank of India is established for the purpose of carrying on the general business of banking and exchange in India, China, the Mauritius, Ceylon, Singapore, and other eastern possessions of the British empire ; for receiving deposits and making remittances ; for granting cash credits and making advances upon approved securi ties ; for issuing circular notes payable in Europe, Egypt, the prin cipal stations on the Overland routes to India, and at the different establishments of the bank ; for granting local drafts and credits ; and for all other legitmate banking business. The large capital of the Bank of India will render it a safe medium of deposits and investment for the Indian community, whilst the sources of profit to be derived from the extended operations of the bank, by means of its different agencies, and the high rate of in terest obtainable in India, will ensure a large and profitable return upon the capital invested, and will, it is confidently expected, justify the allowance of a moderate rate of interest to the depositors. The great success which has attended the operations of the exist ing t anking establishments in this country, connected with the East Indies, and of the well-conducted local banks in the different Pre sidenciec, and the encouragement given to the employment of capital in similar undertakings by the extension of commerce and railways, has led to the formation of the Bank of India. The extension of banking facilities necessary to meet the growing requirements of the mercantile community and of the large civil and military establishments of India, and the development of the sources of wealth of that country which mast arise from its improved internal communication by the railways projected and now in progress there, will open an extensive and profitable field for the operations of the Bank at its different branches. The objections which were formerly entertained to the manage ment in England of banking establishments connected with countries so distant as India have been removed, by the rapid means of inter course now existing between these two countries. The certainty and rapidity of this communication will be further increased by the new lines of railway now in progress on the conti nent of Europe and In Egypt, and by the agency of the electric and sub-marine telegraphs about to be estalolishecliaj}fyerfulvonapanies already in operation. Arrangements are in progress to secure to this Company the co operation and support of some of the largest native merchants of India, which will extend the operations of the Bank amongst that class of the Indian community. Application will be made to her Majesty's Government and to the Government of India for charters of incorporation to limit the lia bility of the Shareholders, and power will be taken to increase the capital of the Company to 2,000,0001. sterling, in which event the new shares will, in the first instance, be offered for distribution amongst the existing Shareholders, and such other parties as, from their local connexions and other circumstances, may be considered likely to extend the business of the Bank. The arrangements for the constitution of this Company are now nearly completed, and full prospectuses, with the names of the Board of Directors, will be pablished in a few days. In the meantime, further information may be obtained at the temporary Offices of the Company, No. 4, Adam's-court, Old Broad street, City. ANTWERP and ROTTERDAM RAILWAY COMPANY. Capital, 12,500,000 francs, or 500,030/., in 50,000 shares of 250 francs, or 101. each. Deposit, Si. per share, on payment of which Certificates will be issued " to bear. r." " Societe Anonym," with limited liability. BOARD OF DIRECTORS. PRESIENT Mons.VTHIEIJ, Director of the Belgian National Bank; and of the " Societtli '.. Brussels. Generale . • • • • • .• • • . London. . Samuel Laing, Esq., M.P. • .. • • • . .. .. .. London. J o hn Masterman, Esq., jun. • • • • .. . London. James ,kshwell, Esq. .. .. .. .. . M. Louis Gihoul, Director of the Louvain and Charleroi Railway Company . .. - - . Brussels. COMMISSAIRES. M. Adolphe Deschamps, Member of. the Chamber of Representatives in Belgium, and late Minister of Public Works and Foreign Affairs • M. Le Chevalier Drout, Belgian Legation .. • • M. Demanet, Colonel of Engineers, and Managing Director of the Loavain and Charleroi Railway Com pany - - Brussels. London. Brussels. BANKERS. In London—Mestsrs. Masterman, Peters, and Co. In Brussels—Dl e ssrs. J. P. Matthieu and Son. In Paris—Messr3. Fould, Fo uld LICITORS. Oppenhelm, and Co. FO Messrs. Risen and Son, No. 11, King William-street .. London. AVOCAT. Brussels. M. Stoclet SECRETARY. .. London. BROKERS. Messrs. Foster and Braithwaite, GS, Old Broad-street, London. Messrs. HUtChitlSOrt and Son• 39, othbury • • •• i Offices in London — Ll 6, Cannon-street. W. N. Shaw, Esq. • • The Antwerp and Rotterdam Railway will be the great connect ing link between the lines of France, Belgium, and Germany at one end, and of Holland at the other, and will form a direct intercom munication with the railways of Central and Southern Europe for the inhabitants of Rotterdam, Amsterdam, and the Hague. It is proposed to effect this national benefit by means of a railway from the Government station at Antwerp to the Meuse at Rodevart, a length of about thirty-five miles, in connexion with a steam-boat service from thence to Rotterdam, a distance of about sixteen miles, until a railway—for which surveys are in progress—is decided upon. In the interval, the steam-boat service is wholly in an inland or river navigation, passengers and goods will be transferred at a railway wharf is deep water, at Rodevart, so that the journey between Ant werp and Rotterdam will be easily and comfortably accomplished the in a bout three hours, instea d of occupying teu hours as at present — fares beinr, less than half the present cost. The district to be traversed by this line comprises the best of the Polders of Belgium and Holland, which are of a remarkable richness and fertility. Its dense population p e c rij r os u t r h n ig . j h u c e o i t n id ß iti . o w n uo.fu,,v.,,eTigth and comfort. Whilst the numbers land, and France, are respectively—Belgium, 382; Great Britain, 231: France, 170 ; the census of the inhabitants located on the three hundred and sixty square miles adjacent to this line gives a total of 291,730 persons, or about 840 per square mile—more than double the general average o f Belgium. The branch to Breda, in length about fourteen miles, will secure the traffic from Bols-le-Duc, Tilbourg, and a large range of fertile country, from which the old and main roads converge towards and unite at Breda. ofon b ftc e hep e esr n sor: considered protracted toh i e d r da e t rnheded negotiationsnpooen r tl e g ii o oa n, t os h yf e bs ttehmetmewo between important ie t ornfet hino railway, iwl ooi and a n d profitablebeen line hnt st sections h.e b a oT sb The e o ee n ct e g , r n h hm l e s hasy e r which is about three-fourths of the whole, • ' at was signed by the King of Holland on the 21st July last. For the five leagues of the line in the Ki n gdom of Belgium, a convention has been signed by the Minister of Public Works, Nvhich only awaits the meeting of the Legislative Chambers to receive a formal ratification. A conventi • on between the two kingdoms, to establish' this line of communication, has re ceived the Royal assent in both countries, and was formally ex changed on the 4th of last month (see the " M nit o eur Beige" of the 14th August, 1852.) The Concession is for ninety years, and the tariff for passengers and goods is similar to that of the Belgian State Railways. This Company is based upon a contractalr eady concluded with a res ponsib e contractor , Mr. Geor g e Wythes, of Reigate, b y which he undertakes to purchase the land, and construct the bridges, of art and stations for a double line ; and to execute th eart works for, and lay down and complete, a single line of raise as wweloirks t or, provide all the rolling stock, plant, and workshops. Provision as also made for the payment, by the contractor, of all preliminary is y and incidental expenses, including the cost of the concession, andsr also of interest, half-yearly, at the rate of 5 per cent. per annum, upon the capital called up, until the opening of the line, which is expected to take place in less than two years from the date of the concession. The whole outlay of capital will thus be covered by the contract price of 500,0001., or about 10,0001. per mile, for whirls fixed suns the shareholders will become possessed of a line of railway with most favourable gradients and curves, complete and ready for opening. As regards the prospects of traffic, it may be o b s erved t hat the ts of the Belgian sta te railwa y s for the year avera ge gross receip 1850, as published in the Government statistieal returns, amounted to 1,710/ per mile, which in, this case, would give a profit of up wards of 10 per cent. on the guaranteed cost of 10,0001. per mile. It is apparent, however, that the receipts on this line may he ex pected to exceed the avege of the 360 miles of Belgian State rail ways. First, b eca use the ra local population in the district traversed is more than twice as dense as the general average of Belgium, and in Rion of greater pr os p erity. Second, because the line forms a a c md direct prolongation of the railway from Brussels to Antwerp, which is probably the most productive section of railway in Europe—pro ducing an average receipt of about 6,0001. per mile per annum. Third, - because this line , fro m its p osition, must command the greater part of the through traffic between Holland, Belgium, France, and the outh of Euroe—the extent of hich may be judged of from the t the valu p e of the merchandise transported to and fro be fact s that Beigium and Holland amounted in she year 1850 to a value t o w f 4 c ein29,9891. , which was in great part received at, and sent from, Antwerp. These statements are based upon the annual publication of the details of foreign commerce, made by the Belgian Minister of F i n a n c e . Societe the form of a " Anonyme," the Shareholder's Under ability is limited to his "holding." The capital will be represented liability Is limited to hots "holding, The capital Will be represented by 50,000 shares of 101. each, of which 20,000 shares are already taken in Holland, Belgium, and France. 13y the terms of the statutes of the " Societe," the certificates of the shares will be issued " to bearer." ectuses and Shares may be made to Messrs.Messr s. Pros P Appl i ca tions for L o thbury, and to Messrs. Fost e r and Hutch i nso n and SortS , 39, e 68, Old Broad-street, and any further information may B e ra o i h tli ta w m ai e t d • ' at the Company's Offices, No. 16, Cannon-street, City. b No. 16, Cannon-street, London, Sept. 24, 1852. ANTWERP and ROTTERDAM RAILWAY COMP A. NT. Notice is hereby given, that NO FURTHER APPLICATIONS for SHARES can be received after THURSDAY, the 30t11 instant. IV. MACKENZIE SHARP, Secretary IG, Cannon-street, Sept. 28, 1852. PATRON —H. R. H. PRINCE ALBERT. ROYAL POLYTECHNIC INSTITUTION. LECTURES. By J. 11. Pepper, Esq., on Testing Gold, and on the Australian Gold Districts. By Dr. Bachhoffner on the Mode of Preserving Fresh Provisions, il lustrated by Specimens from Messrs. Ritchie and 31`Call, and Samples of Fadeuilhe's Solidified Preserved Milk, and Moore's Pa tent Concentrated Milk. By Mr. Crispe, on Morrall' sqs Patent Needles. By George Buckland, E., on Music, entitled Musical Varieties, Se c ond Series, with Vocal Illustrations, assisted by Miss Blanche Younge, R.A. of Music. New Series of Dissolving Vi e ws, &C., &c. Admission, Is. ; Schools and Childre under Ton years of age, BHalf-price. For Hours, see Programme.n DR. CUL VERWELL'S NEW WORKS. To be had of Sherwood, 23, Paternoster-row ; Carvalho, 147, Fleet-street; Mann, 32, Cornhill ; or direct from the author ; price Ono Shilling each ; by post, ls. 6d. ENJOYMENT OF LIFE. "Health, Y.ecreation, and Rational Use of Time." Comrkrus :—Early Rising—Spring and Bummer Mornings—Ex cursions about the Environs of London —The rams, Lanes, Hills, Forests, Fields, High-roads, and other pleasant places—Country Trips and Rambles—The Sea—London at Night—Evenings at Home —Music—The Drawna—On Eating, Drinking, Bleeping, Bathing, Air, Rest, Ease, Occupation, &e., Rte. FRAGMENTS FROM TEENMOUNTAINB. Two Vols. Vol. VISIT TO THE LAKES SKETCH OF EDINBURGH, &.c Vol. 11. THE L AKES OF KILL A BNEY ; REMINISCENCES Or DUBLIN, &c. WHAT TO EAT, DRINK, AND AVOID, " That three score years and ten our course may run," A popular review of almost every form (cause and cure) of ner vously-debilitated health and oufeebled constitution, that harasses the young, besets th e m an of pleasure, business, or study, and em bitters old age ; with tables and rules for the diet and physical regu _Mien of every-day life. IV. THE PASSTONS. "What Passions hurt the body—what Truths as refined as Athens ever heard." 1,7113E0T :—Lifo's pilgrimage, from infancy to old age. The ad' vent of the passions. Chastity' and its infringement . The casual ties oflicentiousness and dissipation, with illustrations graphic, nar ritive, and remediative. Advocacy early MarriageS. THE MARRIAGE; STATE. To be or not to be, that is the question." PloGnAatxs:—Laws and obligations of nature, society., nnd reli gion regarding marriage, to be observed by either ses. Time and choice, on both sides, as to age, temperament, comple ale n, and figure, to secure healthy offspring, with the art of rear) »ET them. Physical defectiveness and its removal. Sterility and its co avers ion. Cases, &c. By R. J. CELVERWELL, M.l). (1841), M.R.C.S. (1827), L.S.A. 1624). Twenty-five years Medical and Forensic RefereQ, in these matters. Reception hours daily till Five. Evenings, Seven till 10, Argyll-04w, Regent-street. ERASER'S MAGAZINE for OCTOBER. Price 2s. 6d., or by post, 35., contains : The Duke of Wellington. and the Republic. By an Eye Bear Hunting in India Witness. Chaps. 11-13. Ilypatia ; or, New Foes with an Edward Gibbon. Old Face By the Author of More Fish Tattle. "Yeast." Chaps. 19 and 20. The Gurnard Group. On the Character of Sir John Fal- Sir Hilbert's Hole. st If. Tea Table Literature Martin Autobiography of Captain Digby Farquhar 'rapper's Works. Grand. Chaps. 21 and 22. Slavery in the Southern States. Sketches of Rome under the Pope By a Carolinian. London : John W. Parke] , r and. Son, West Strand. r rHE BITTER BEER CONTROVERSY. Fora full account of this gigantic BEER PUFF, see the next /Cumber of the MEDICAL CIRCULAR, with Critical Remarks on the conduct of Mr. Allsopp and Baron Liebig. Published on Wednesday next, price 3d. ; by post, 4d. Advertisements received at the Office, 4, Adam-street, Adeiphi, up to Tuesday, Twelve o'clock. The trade supplied by Gilbert and Co., Paternoster-row. TEGG'S CONCERTINA PRECEPTOR. Imperial Bvo. sewed, price 25., CONCERTINA PRECEPTOR, containing the Rudiments of Music, Glossary of Musical Terms, &c., Exer cises and scales ; also a selection of the most popular Tunes, arranged and fingered in an easy manner for that fashionable instrument. By JAMES F. HASKINS, Member of the Royal Conservatory of Music at Paris, and Editor of the " Geneuphonic Theory of Music." Also may be had, the following New Editions of HANCOCK'S IMPROYED FLUTE PRECEP FOR, price 2s. HANCOCK'S VIOLIN PRECEPTOR, price 2s. HANCOCK'S INSTRUCTIONS for th.e ACCORDION, greatly en larged, price 2s. London : William Tegg and Co., 85,, Queen-street, Cheapside. B RITISH COLLEGE OF HEALTH, NEW-ROAD, LONDON. MORISON'S PILLS IN CHOLERA MORBIJS. To Messrs. Morrison— Gentlemen,—llaving rind. ft letter Worn Captain Langley, of the „tradingrvpsoel Joseph, of*llS.Rort,..who lately arrived at.linli.from I transmit to you A Copy; YOU wm n rto be your dot, - to publish to all the world. " Dear Friend,—ltespecting the univ ersal medicine of the British College of Health, which you so fortunately provided me with at underland, I have every reason to believe, and indeed I am con vinced, that they were the means of preserving my own life as well as some hundreds more at Riga, a great many which I was an eye witness to. " On my arrival at Riga, I commence id taking the pills as a pre ventive or preparation for attack, to stay its violence if assailed ; by which means a free passage through. the body prevented the in fectious air from producing that fatal cramp in the stomach and limbs which has caused the death of thousands. Oa the 28th of May, however, I was most violently seized with that dreadful dis order, and for the first four hours was in a deplorable state ; but, thank God, from the precautions I had used, the noxious air had passed through my body, with very slight attacks of the cramp, and a few strong doses of the Universals soon restored me to health. All my men, except one 0, ho was too timid to take the Pills with sufficient strength, tram the fear of being too violently purged, who died in a few hours), took the Pills night and morning, and were saved. . " To satisfy the poor fellow who died,. I got him soma medicine on shore, but it took no effect in the least, as he ceased to exist soon after, first becoming cold as a lump of ice, and of a dark blue co lour. I cannot think the cholera infections are contagious froia the touch as none of us were affected from handling the corpse. " I left Riga on the Bth of June, and got down to Bauldra the same day, all well, but on the 10th the mate and a boy were both taken ill with this dreadful disease, and !for six days were in a dis tressing state; but with a close and powerful application of the Pills were restored to full health. " I am happy to say I have every re. - Lson to believe that this me dicine alone is all-sufficient to stop the ravages of this dreadful evil, but that its powers are best applied at au early stage, or as a prepa rative. " The value of the medicine was in the highest estimation at Riga, and great lamentations were made at the scanty supply that could be obtained from me and the rest of the vessels who had sup plies from you. Had I had 1001. worth more I could h ave sold them all, even to the French doctors that were there." The whole of the letters that have come to Sunderland from those vessels which had supplies of the medicines out, speak with raptures of their efficacy. _ I am, Gentlemen, your humble servant, MICHAEL GARDNER, Captain of the brig Thompson, Bishop IV(.,armouth, Aug. 1, 1831, now residing No. 18, Lawrence street, Sunderland. ON THE PHILOSOPHY OF MARRIAGE, AND THE SECRET INFIRITIFIES OF YOUTH AND MATURITY. WITH FIFTY COLOURED ENGRAVINGS ON STEEL. In French, English, German, Dutch, Spanish, and Italian, in a Sealed Envelope, 2s. 6d., or post-free, for Forty-two Stamps, SELF-PRESERVATION; an Analytical Investigation of the Physiology and Functions of Marriage, in all the bearings in which that important subject affects the health and happine.s of Man, with its Disqualifications and Impe diments, tracing their origin to the effects of juvenile solitary habits, youthful excess, tropical climates, or dos o study ; followed by prac tical remarks, founded on twenty years' e operience in the treatment of Impuissance, Nervous Debility, Local 'Weakness, Spermatorrhcea, Syphilis, and all diseases of the Urinary and Generative System. Il lustrated by 50 coloured Engravings, on the Anatomy of the Repro ductive Organs and their relative conditions in health and Disease. By SAMUEL LA'MEIhT, M.D., BEDFORD-SQUARE, LONDON, Doctor of Medicine, Matriculated Member of the University of Edin burgh, Honorary Member of the London Hospital Medical Society, Licentiate of Apothecaries' Hall, London, &c., &c. The essential object of this treatise is to point out the fearful consequences resulting from irregularities and excesses, which have produced more misery in Youth, degradation in Man- ' hood, and premature decay at all stages o'f life, than, perhaps, any other class of disease known to modern pratiologists The treatment adopted is founded on experience gorilla(' in the most celebrated schools of medicine both in this country and in continental Europe. The results of the knowledge thus acquired. are here condensed under the personal supervision of Dr. La'Mert, himself ono of the few legally qualified physicians who have devoted their whole and un divided studies to this important branch of medical science. In short, every peculiarity relating to the treatment of the diseases incidental to the generative system, and the means of immediate relief and ultimate cure are described in detail. The professional reputation of Dr. La'Mert, who has taken the most distinguished medical anti academic honours at home and abroad, is in itself a sufficient guarantee that those who may place themselves under his care will, in every instance; meet with that delicate consideration and inviolable secrecy which are so requisite in the treatment of these cases. Published by the Author, and may be had of J. Gilbert, 49, Pater noster-row ; Darnley, 63, Oxford-street ; Starie, Titchborne-street, Haymarket ; Mann, 23, Cornhill ; or tree by post for forty-two stamps, from the author, who may be consulted personally, or by letter. daily. from Ten till Two. and from Six till Eight. SEABORNE MAILS. [N signifies that the mails are sent front the General Post-oflio by the night—and M by the morning-dispatch.) due. When made up in ; From what PLACES. GeneralPost-ofilt:e t p p o a r t t ch d e is d: When London: I - America (by Brit. • pkt.)N, Oct. 1 Liverpool .. Oct. 7 : America (by U.S. pkt.) NlOct. 5 Liverpool .. I Sept. 28 America (by U.S. pkt.) M I Sept. 29 .. Southampt. Oct. 5 Australia (via South ampton) .. M 20th ofeachrr oiitli Southampt. Oct. 24 Ditto (via Marseilles) N 24thofeach month Dover .. lOct. 17 Ditto, via C. of G. Hope Nl 2 d & 14th each nio. Plymouth.. 'Nov. 30 Africa (West coast)• • Nll4th of the month Plymouth N'l9th & 30th of n Dover .. Sept. 29 Belgium tUeiandria : , * • • •• • •. N Daily .. I Dover .. Daily Brazil M i9th of the month ;Southampt. Oct. 16 Buenos Ayres • • .. 3119th of the month Southampt. 'Oct. 16 California(viaCharre() M 2d & 17th of month l Southampt. Oct. 16 Cape of (hood llopo Nll4th of the moo,th,Plymouth.. Sept. 26 IPlgrz r .Sept. outb Sept 30 26 C c a o p n e sta d n e t V in e o r p ts . .. ....... N N 2 7 d th o l f 7 t t h h e 27 m ti o l i o it t h i 11 .. D 0 Central America .. M2d & 17th of me n. Southampt. Oct. 1 Channel Islee •• N Mon., Wed., it k l ri.lSouthampt. Tn. Th. Sat M 2d & 17th of mn th Sonthampt—Oct. 1 France • M Twice daily .. ...Dover' • • Twicedaily Greece* .. N,7th 17th 27th of In o 'Dover • • Oct. 2 Hafnbargh .. *Tuesday & Feels y London .. Tues. Sat. Rolland MI Weil nes. & r. London .. Su t. That s Honduras .. . N 17th of tho mo Southampt. Oct. 16 Ireland .. M& N Twice daily .. .. Holyhead .. Twicedally India (via Fkinthamp.) ill 20th of the mo nth Southampt. ,Oet. 24 India (viaMarsoilles) N sth& 24th 4mo:11,0 - hover..Oct. 3 India, via C. of G. Hope 14th of month Plymouth.. Sept. 26 Mauritius N 14th of month Plymouth .. ,Sept. 26 Mediterranean (via Southampton) • • M2oth of the month Southampt. ! Sept. 24 Mediterranean (via Marseilles) N Bth& 24th ofmont a Dover • • Oct. 3 Mexico .. /sdo2d of tho month.. Southampt.lst ea. mo. Madeira .. •• Ml9th of the month Southampt. ( Oct. 16 Dover Sept. 29 Malta* 7 ,k th 3 ,l o 7 t t h h l of 9 m th o ,.27 th tt Naples* .e Nlsth 15th 25th oftru s Dover .. Oct. 2 Papal States* N sth 15th25thof rib' Dover .. (Oct. 2 Peninsula .. M 7th 17th 27th ef Southampt. 'Oct. 5 Peru M 20 & 17th of molls Southampt. Oct. 1 Tuscany* .• N sth 15t1125th of n o Dover • • Oct. 2 West Indies .. M 17th of the moa",11 Southampt. Oct. 1 West Indies (except Havanna & Nassau) 111 2cl of the month .. ,Southampt. . . The mails to those c French packet via Marsei 12d of the month .. Southampt.l .ountries thus cr arced (*) are conveyed by files. THE MAIL. S. SOUTHAMPTON, TUESDAY, SEPT'. 28.—The Peninsular and Oriental Company's steam-shi,? Iberia, C. F. Burney, R.N., Commander, sailed yesterday (Monday), with the usual mails for Vigo, Oporto, Lisbon, Cadiz, and Gi braltar, a full general cargo, acid a large number of passengers. Owing to the re-adjimtment of the Portu guese tariff, it is stated that the shipments of British fabrics to Portugal by these steamers has latterly much increased, and that the trade will be greatly extended by the modification of the form to almost prohibitory duties levied on certain classes of textile manufactures. Tea has likewise recently been shi. pped to this quarter by the Peninsular steamers, and this article could for merly be only imported into Portugal in national bot toms, direct from China. The steam-ship Montrose, under the command of Captain John Bowen, has taken her departure for Lisbon direct, to be handed over to the Portuguese Government, who, it is understood, in tend to run her between Lisbon and the Portugese settlement of Angola, touching at Madeira, Cadiz, and the Algarves. The Montrose is now a very efficient vessel, having been fitted with Messrs. Lamb and Sum mers's patent boiler, which, with ether improvements in her machinery, have augmented her speed to 10 knots. The Jupiter (formerly employed on the Southampton, Lisbon, and Gibraltar line) has been sold out of the ser vice by the Peninsular and Oriental Company. Some very fine iron screw steam-ships of 900 or 1,000 tons burden are being built by the Peninsular and Oriental Company to accomplish the tri-monthly voyages to and from Southampton, on the Vigo, Oporto, Lisbon, Cadiz, and Gibraltar line. These vessels will be equal in speed to the present paddle-wheel packets, but will provide greater capacity for freight, and increased accommoda tion for passengers. The Royal mail steamer Parana, Captain R. Rovett, sailed hence on Sunday morning for the Clyde to have her m ichinery repaired at the fac tory of Messrs. Caird and Co. Six weeks at least will be occupied in effecting these repairs. The new steam ship La Plata, Captain W. Allan, Imr , now be hourly expected to arrive at Southampton with mails from the West Indies and Pacific. Unl ?ss she has been detained at St. Thomas's awaiting the arrival of the Gull steamer or of either of the intercolenial packets, it is confidently expected the La Plata will arrive here within the contract time for delivering the mails. We understand that an arrangement has been concluded between the Bishop of London and the Secretary for Foreign Affairs as regards foreign chaplains. The Fo reign Secretary has consented that they should receive the bishop's licence, on condition that there should be inserted in every such licence, that it is valid only so long as the chaplain holds her Majesty's appointment, and" no longer." Several chaplains have already been licensed, and amongst them the Rev. Kenworthy Brown, IL B. M. Chaplain at i Madeira. GALWAY AND THE SHANNON AS A PACKET STATION. A committee, consisting of Captains F. W. BeecheY, Henry Smith, and J. Crawford Caffio, having been appointed by the Admiralty to inquire into the suit ableness and capabilities of the ports of Galway and the Shannon as a Transatlantic Packet Station, have made their report, which impotent document we have authority for publishing, and which is as fol lows : TO THE SECRETARY OF THE ADMIRALTY. Report of the Comtoitteo appointed to inquire into the Suitableness and Capabilities of the Ports of . Galway and the Shannon for a Transatlantic Packet Station, in connexion with a Harbour of R e f u ge. Pursuant to the instructions contained in y o ur letter of June 11th, 1852, we have the honour to transmit for the information of the Lords Commissioners of the Ad• miralty our report as to the relative merits of the ports of Galway and the Shannon for a Transatlantic Packet Station, available for steamers of the largest class, em ployed on a service requiring the greatest regularity and dispatch. I'a the selection of a port for this purpose, especially upon a naturally boisterous coaxal, so much depends upo n the comparative safety and expedition with whic h a vessel, when arriving, can be got within the limits of her port, or when clear of her anchorage, on departure , can be got out to sea clear of the land on either side o f her, that we have entered upon a comparison of the merits of the two ports above mentioned , with a view to this important feature first. The entrance of the Shannon , situated only 32 miles from the outer horn of thoß, at Bay, formed between the Blaskets 'acid Slyne and haesna from the Blaskets on one side, and for a distance of anout 15 miles on the other, a bold precipitous coast, sen : c a ma y be safely approached at any time when it would be prudent to run for a port at all; and, above all, having that part of the coast on the west lying in such a direc tion as to form a natural protection from the southerly and south-westerly gales, so formi dable from the thick weather which attends them,' are circumstances that peculiarly render the situa tion of the Shannon preferable to that of the port of Galway; for it must be evident that, when ga l e s are blowing from the south-west, and when the coast is en veloped in mist, the danger of approachin g t h e l an d is greatly diminished by the comparatively Smooth water which would be found at such a time betwe en the Shan non and the Blaskets, as compared with th at w hich would occur upon a coast opposed to the f u ll f orce o f the gale. Moreover, when this portion of the coast be comes a lee-shore, the wind is from the north-west, a quarter in which the gales are generally accompanied by clear weather, and when the port may under such circumstances be safely approached. Galway, on the other hand, with the exception of the last-mentioned feature of being run for, doe s not possess any of the other advantages, for although the Arran Islands are bold and high, yet if an attempt were made to hug the shore on either side of the actual limits of the month of the port for the purpose of shelter, or if it were attempted to make the land in either of those directions, it would be at the risk of encountering the dangers of Rued Bay on one side, and of the Skirds and other rocks on the other, dangers which present them selves in their worst farm, viz., of reefs and isolated rocks, 'surrounded by deep water. Much has been said by some of the witne sses at Gal way of the character of the soundings off that port, by which the position of a vessel might be deter mined, but on rWerring to the Admiralty surveys, we do not discover any such maskel distinctions as would earran t a ship running by them in thick weather; the saaie may be said of the outer approach to the Shannon, but when once entered between Kerry and Loop Heads, the gradual shoaling of the water there would .'orm a safe guide to the entrance of that river. Galway, it is true, has no tides of consequ ence , and so far it has the advantage of the Shannon. T o sma ll deeply-laden vessels, especially, this w ou ld give Galway great claims to preference ; and it is, we appreh end, with reference to this feature that a preference has been given to Galway by some of the witnesses who alluded to the strong tide of the Sb annon. But to vessels of the class and speed of those required for the packets in question, the stream of the 'Shannon does not, in the opinion of the Com mittee, constitute an objection of any moment; nor do we apprehend that any inconvenience would be felt by such vessels from the high seas, said to arise at the mouth of the Shannon from spring tidos, when running in opposition to the westerly winds. In point of situation, therefore, we give a decided preference to the Shannon. As regards the scarcity and accommodation of the packets, and the convenience for landing and embarking passengers, and dispatching the mails, we find that neither of these ports can be said to he adapted to these services at present. Galway Roads, although perfectly safe for a vessel to ride at her anchors, if properly found in ground tackling, is not sufficiently protected from the sea to be recommended as a place where passengers can at all times be safely or conveniently embarked or disem barked, and cargo taken iu and discharged; and there is no basin there sufficiently capacious, either in its depth of entrance or width of its gates, to receive the vessels that would be required for this purpose. In the Shannon there are two places, Foynes and Tarbert, either of which afford secure anchorage at all times, but in their present state neither of them have the landing accommodation that is requisite for the Purpose. Foynes, although contracted for such large steamers as are considered necessary for this service, will, we think, be found suffici ently large, with proper accommodation, to recommend it to the attention of their Lordships, from the very li mited works which will be required there. The entrance, between the depth s o f wa t er requ i re d by these vessels, although narrow, i s of sufficient width for the purp o s es of the packets, as it h as th e a d vantage o f always having be placed smooth water, and li g hts can read i ly in posi tions to afford the requisite guide to the pier at night or in thick weather. Tarbert, although s very Secure anchorage for ship ping, is too exposed in that part of the roadstead which would require to be frequented by vessels of large draught of water, both for passengers to be embarked and landed in all weathers, and for the purpose of re fitting and loading and discharging o f the packets, rand require heavier work s to be con structed for these particularly de purposes than we had consid ere d necess ary at Foynes. But with these works, whi c h w i l l b e scribed iu advance, we consid er that T a rbert would be both a convenient and safe st a ti on . After carefully considering the deficiencies of these places respectively, wo have determined that to render Galway Roads secure and suitable for a packet station largo and extensive works would be required. It would be necessary to protect the anchorage by a strong pier run off from Mutton Island to the S.S.E. to a distance of 2,500 feet nearly, and to fill up the specs between that island and the main, and a built would still furnser be necessary to ensure protection to the packets in the winter months, and when requiring a refit. As the railway wou ld have to be carried along these piers to th e packet outside Mudt ton and I consid eresland, the ble expense would require to incurred bm t o dresse , he con struction of these works and the basin. It has been suggested that a more convenient accommodation would be afforded by a pier run oft from Hare This pier would also be (Wye convenient for the rat way than the other; it would obviate the necessity for a basin, and although the outer piers from Mutton Island above-mentioned would still be required, they would only be necessary as breakwaters, and consi derable saving in th e i r cons truction would thu s bo eff ec t e d ; but the expense of those works would be so considerable, th at we cou ld not recommend their construction unles s it s h ou ld be found that such saving would be e ff ecte d u p o n the extension of the rail way through the t own an d across the river Corri b, a nd u p o n the basin, which in this ca se would not be re quired, and in th e construc tion of the outer piers also as would compe nsate f or t h e outlay. In addition to these works, it would be necessary to place a lighthouse upon the Black Rock, another upon the Finnis Rock in the South Channel and to remove the Mutton Island light to the end of the proposed pier from that island, In order to assist us in reporting upon this part of the inquiry, which came more immediately under the de partment of the civil engineer, we requested Mr. Roberts, the district engineer of the Board o f Works, to furnish the committee with his opinion as to what would be the expense of constructing certain works submitted to him, and also to give his own o p inion as to what he would consider necessary for the purpose in view. His reply will be found in page 50, from which it appears that tho works wilt& the Committee considered necessary could not be executed under a sum of 227,6001., and judgin g from the expense of these limited works, it is Computed that the more complete plan before men tioned could not be carried out under double that sum. Mr. Roberts, in his reply, proposed a plan coloured red, which ho thought would afford the required security, the expense of which ho estimated at 155,6001., including the basin ; but, after mature consideration of this last-mentioned plan, we were Of opinion it did not give that accommodation to the service which was necessary, and, moreover, it seemed probable from its form and position that it would silt up from the onset of the water from Lough Corrib. We have, therefore, come to the 'Conclusion that to adapt Galway to a Transatlantic Packet Station, it would require, at the lo west estimate, based u pun Mr. Roberts' s rep art, a sum of about 230,0001.* To adapt Foynes in the Shannon to the purposes re quired it will be necessary to contruct a pier or jetty near the present small harbour formed there, keep ing its outer face in twenty feet water at low water spring, tides; to run out a small rubble breakwater from S.E. side of Foynes Island, to insure smooth water at all times at this pier; and to place lights upon the points of entrance, and also a floating light upon the outer limit of the tongue off Scattery Island. With these works the Shannon might be navigated at all times, and Foynes be made available for the packets, To assist us in these engineering questions again, we consulted Mr. Griffiths, of the Board of Works, Dublin, and Ur. J. Long, the district engineer at Limerick, both of whose replies we have placed in the appendix (p. 182). * Independent of the extension railway or any works al luded to in page 30. Mr. Griffiths, in reply, forwarded a plan which had been sent him by Mr. Gibbons, harbour engineer, in which he proposes to prolong the present eastern pier of the small harbour into 22 feat water of the chart, and to extend its front laterally to the east ward to 150 feet in the whole. The estimate for this extension and filling in at the back, as shown in the plan, ho considers will be about 3,6001. Mr. Long sub mitted a plan of a pier on the western side of the small harbour, and a groyne from the Island of Foynes, and estimated the expenses of these works about 45,000/. Another plan for the adaptation of Foynes was sub mitted by Mr. Randall, the harbour master of Limerick. Giving these plans full consideration, we have come to the conclusion that by an extension of the pier pro posed by Mr. Gibbons, so as to give 800 lineal feet clear space of wharfage (of which 650 feet by 50 feet wide would be in addition to his proposed plan) would afford all the required accommo dation for a single line of weekly packets.* And that a small breakwater or groyne, run off from the east end of Foynes Island, would insu re smoot h water at a ll times to the packets lying at this pier. Under the im pression that this port will be found very limited, should an increase of traffic take place, we refrain from re commending the construction of any works not absolutely necessary, and more especially any of a costly nature. The expenses of the plan proposed, by the committee (takino. Mr. Gibbons estimate of his work as a guide, and Mr. Long's estimate of the groyne) would be somewhere about 12,000/. or 13,0001., independent of the staging to the westward of the small harbour.* With refe rence to the connexion of Foynes with the Limerick Railway to Dublin, it will be seen by the evidence of Sir elatthew Barrington that there are no engineering diffi :elides, and that a compasses would no doubt be formed to carry into execution a line of way, which has been already surveyed and plans lodged in the Parliamentary (Ace in London. In this statement we find the distance to bo about 24 statute miles, and by the estimate of Mr. Kearney, the contractor, it is shown that the cost of constructing a single line would be about 4,0111. per mile, making about 96,3001. for the line of railway from Foynes Har bour to Limerick. It has been also submitted to us that an electric tele graph might be carried from Foynes to Kerry Head, which would extend the communication with the packet as far as the 10i degrees of west longitude, or if car ried to Brandon Head to the 11 degree, and this at the cost of about 301. per mile. Tarbert, the other port in the Shannon, which we have mentioned as capable of being rendered suitable for a packet station, would require a basin to be constructed for the reception of packets when refitting, or taking in sr discharging cargo; and, in addition, a pile staging or pier as a temporary place to land and embark passengers and mails. With these additions Tarbert would be rendered a safe and convenient station, and would pos sess the advantages of Foynes in having capabilities of extension of its works, should the exigencies of the port at any time require it. With reference to the port of Tarbert, we submitted to Mr. Long, the district engineer, the works which, as before mentioned, would in our opinion be necessary for the requirements of the packets, •and requested him to s upply a plan and estimate of the cost of constructing such works. In reply we received from him the follow ing remarks:— " As regards Tarbert the same advantages do not exist as at Foynes, it is more extensive but not so well sheltered, which would, therefore, render it necessary construct works of a more ,extensive character; and, as the facilities for building isre not so easily obtained there, the works would be more costly. It is, however, a most excellent and favourite anchorage, and to render it available for the purposes of a Transatlantic Packet Station, I am of opinion that to floating dock, accessible et low water neaps, for vessels (st 20 feet draught, would be necessary together with a timber staging, accessible by such vessels at all times of tide." The cost of the floating dock he estimated at about 55,0001 ., and the staging 22,0001., making a total of 77,0001. To connect this port with the railway at Limerick, we again refer to the plans and sections of the railway, already lodged in the Parliamentary-office, and by an estimate submitted by Mr. Kearney it appears that a single line can be carried through from Limerick, at 4.0111. per mile, making upon the whole 136,3881, the distance from Tarbert to Limerick being 34 miles. While our report was in pro, areas we received a com munication from Mr. Stokes, the county surveyor of Kerry, inclosing a resolution of the grand jury of the county Kerry, to erect a pier at Tarbert for the acco modation of large sea-going s taamers, and inclosing a plan and estimate of the oxpen ces of the work. Upon an examination of this plan it was fouud the pier which would only have seeeseiteen feet water along side of it at low water, which would not be sufficient for the class of vessels required for the packet service ; also its form appeared objectionable, inasmuch as it was open to the south-east wind, which would render it very inconvenient for vessels lyirkg alongside it at such times. The expense of the construction of this pier was estimated at 10,3001. In the evidence of Mr. Fitzgerald it will be seen that he proposes, in the event of a station being at Ta bert, the construction of a lino c.f railway direct from Tarbert to Tipperary, and describes the advantages it would possess over the other line of Limerick, but the committee do not consider this to be a matter which is intended to be brought under their consideration, fur ther than it shows there would ;probably be no difficulty in connecting Tarbert either way with the great line of railway throughlreland. It is to be observed that Tar bert would partake of the same advantage of distant communication wiih the pack eta by means of electric telegraph as Foynes. With reference to the ports of the Shannon we have to remark that they possess this advantage of having a capacious basin at Limerick, adjoining the river, suffi ciently wide and deep at its entrance to receive the class of packets required at high water at all times, when needing repair; and that the harbour commissioners have ordered the removal of .some obstructions which might possibly present impedi aients to the passage of such large steamers up the rive er at low tides, and have undertaken to maintain a depth. of water throughout of six feet at the low water standard of the chart constructed by the late Commander Wolfe, 11. N. We beg to observe that, besides the works shown to be requisite at the three different ports, it will be neces sary to take into consideration, at all the places, the buildings which will be required ' for storing, warehous ing, repairing machinery, and ocher purposes of the sta tion, should any one of them at any time bo selected for this purpose. With respect to a harbour of refuge in connexion with the packet station, either of the ports of Galway or Shannon may be considered its such in their present state to any vessel properly found in anchors and cables, but to such as may have lost their ground tackling, or cannot depend upon it, the Shan non is to be preferred, as there are several places where a vessel may safely run upon the mud, or she Intent run up the river, as a pilot would always be found in Carrigaholt Roads. But to render the entrance , of these places perfectly safe at night it will be necessary to place the light now on Arran Island at the extreme point of the island which forms the entrance to the north channel of Gal way; to erect a light on the Fermis Rock in the south channel; and also to put a light on the Black Rock; and, to render the Shannon efficient, a floating light should be placed on the tongue off Scattery Island. Lastly, as to the suitableness of either of these ports for a transatlantic packet station, requiring, as their Lordships have stated, the greatest regularity and dis patch, end to be accessible at all time of tide, both by day and night, and in all wrath err. We have bestowed much time and care in the collection of evidence which would servo to guide us in a question of so much importance and difficulty; and we regret to find that the additional evidence on this subject to that which has already been published in the report of the late Commission, is of a less satisfactory character than we could have desired. Taken, however, in connexion with the mass of evidence before mentioned, we have to report as follows:—In the evidence taken before the late Commission we find, in page 11, it stated that " It appears from the evidence of the majority of the naval officers who have been referred to that the navigation of the west coast of Ireland is dangerous, particularly in the winter." " The coast from the Miaen Head to Galway is, innau tical language, steep to, there beir,gloo fathoms of water at 18 or 20 miles off, its outlying dangers; it is also subject to fogs and hazy weather, and to frequent gales of wind, blowing towards a lee shore, with high Atlantic seas and very uncertain soundings." And in the evidence of some of the most intelligent witnesses who have come before us, it will be seen that the facts hero mentioned are in a great measure con firmed, so as to leave but little doubt that the west coast of Ireland, which first receive the brunt of the westerly gales from the Atlantic, and which p res ents a line of coast immediately opposed to t h e prevailing wine ot,he subject to higher seas and worse wea th e r parts of the British Island s no t so s ituated; and thatthan r weather in which no vessel would be justified in runntion, for a port does appear to prevail . to a greater extenoff the western ports of Ireland than at other p Under these circumstances we do not justified in recommending either of theseports as suitable feel ourselves larity and die- a service requiring the greater . patch, and under the necessity lt g f i r nion that if the weathers, by day and night, et beinroerun for in all required regularity were enforced of any would p be at a derangement to con siderable risk; and in the eoccurredye to the mail packets, machinery, such as has • this risk would be proportioansairteidnertehaostedt.helrne is s v i o e u a r s of these ports it has been . chance of irregularity in the delivery of the mails from the precaution yto be observed at p resent in going up Channilsarleetsoavoid c ollisions; whilst, on the other hand, it is t hou g ht that, in the route to the Chan nel, thick weather occasions less delay in making a land fall from the ad vanta g es which are presented ley the vari ou s opportunit ies of hauling in for the land at some favourable m oment, whilst running along it between * In the plan No. 4 we have drawn an additional line of staging to the westward of the small harbour, in ease it might be required hereafter. -f This estimate is also independent of the expense for the extension of the railway from Limerick, 96,3001., and also of the works mentioned in page 30. Cape Clear sad the Tusker; whereas, all this would be absolute delay on the rout© to the western coast, from the direction of the land lying at right angles with the vessel's course. In there opinions, however, we regret to have to state that there is a want of unanimity in the committee, one of its members thinking it probable that, although ad mitting the boisterous nature of the coast before men tioned, yet, taking all things into consideration, the ser vice would nevertheless bo carried out by the Shannon with the same regularity and with not greater risk than it would be if the station were at Liverpool (an at pre sent) or at Holyhead , if completed. Having now given the relative merits of the ports of the Shannon and Galway, and reported upon the works which we consider will be necessary to adapt them to packet stations for the large class of vessels which is considered necessary for this service, we beg to repeat that we ha ve the port of G a l wa y, from the advantage it has in point of situation, and consequently of ready ingress and egress given a preference to the Shannon over of the port, an d t h e com p a rasive safety with which the land may he m a d e i n cases of uncertainty of position, and also from the very small expense which would be necessary to adapt e ith er of the two places meationed in that river to the r equ i rements o f a packet station. Of the two plac es i n t h e Shannon which we have named as being eith er of them capa ble of adaptation to the service, we have given a pref eren ce to Foynes over Tarbert, on account of the natural shelter which is already afforded there, and of the readiness with whic h it may be adapted to the service; also on account o f its being out of the way of vessels navigating the Shanno n. Tarbert Road is well known as t h e grea t stopping place for the trade of this river of Li mer i c k, and the resort of vessels taking shelter front a©a in bad wea ther, I and an inconve n i e nce might occasion a ll y arise on t hi s account. It would besides require a great out l a y o f money as compared with what would be necessary at Foynes. We, therefore, consider it would be desirable, in the event of a station being determined at either of tha two ports of Galway or the Shannon, to adapt Foynes to the purpose; but it is the opinion of the m a _ jority of the committee that neither of the ports of Gal way or the Shannon are suitable to a service requiring the greatest regularity and dispatch, as from the nature of the coast the prevailing winds and weather, and high seas, frequent delays both for daylight and for the wea ther to clear, will cause interruption, in the winter months especially, to the regular arrival of the packets, although we do not think it will interfere much with their regular departure. As regards a harbour of refuge in connexion with a packet station, either of the ports of Galway or the Shannon can be efficient by the arrangement of light houses, which we have already mentioned in pages 31 and 32. The rough estimate of the expenses which will be in curred in adapting these ports respectively to the re quirements of a packet station, based upon the reports of Mr. Roberts, Mr. Gibbon, and Mr. Long, &c., which are placed in the appendix, and are wholly independent of ' the buildings, and referred to in page 30, will be— Galway, for pier and basin, say Tarbert, for pier and basin, say Foynes,for pierand smallbreskwater, say 13,000 And to connect these ports within the lines of railway at present constructed in connexion with Dublin will re quire the additional sums— For Foynes £96,000 For Tarbert At Galway there is always a line to Dublin, but there will be some additional expense in extending; the line from the present terminus to the pier, for which there are no plans, and we have no estimate, but as it will have to cross the stream from Lough Corrib it will be of consequence. In the event of either of the ports being selected as a station, it will b proper to place a light upon the Faze Rock, off the Blaskets. In the evidence take n at Limerick it will be seen by the masters of vessels trading from thence to America, and round Cape Clear to the eastward, that they would prefer a light upon this rock, even if it were to be the occasion of the removal of the light at present upon the Shelligs. We have the honour to be, Sir, your most obedient humble servants, (Signed) F. W. BEECHEY, Captain. HENRY SMITH (b), Captain. J. CRAWFORD CAFFIN, Captain. SOMERSETSHIRE ARCHIEOLOGIu AND NATURAL HISTORY SOCIETY. The fourth annual meeting of the members of the above society commenced at the Assembly-rooms, Bath, yesterday, under the presidency of Mr. W. G. Langton, M.P., of Newton-park. Tne weather proved very inanspiciou3, but there was, notwithstanding, a good sprinkling of members of the leading families of the county present, and let ters of apology were read from Mr. W. F. Knatch bull, M.P.; Captain Schobell, M.P.; Sir W. C. Trevelyan, Bart.; the Venerable Archdeacon Law, the Rev. J. Hunter, and other gentlemen who were unavoidably absent. The meeting is likely to prove a most interesting one, from the number and importance of the antiqui• ties in the neighbourhood. A discovery of several stone coffins, human remains, &c., has also just been most opportunely made close to the rooms in which the meetings are held. The session commenced with a meeting of members to elect officer-bearers, committee, &c., for the en suing year, when the following gentlemen were elected honorary and corresponding members to the society :—Mr. Richard Owen, F.R.S., Hunterian Professor to the Royal College of Surgeons , Eng land ; Mr. Andrew C. R a msay, }I.R.S., F.G.S., Director of the Geological Survey of Great Britain ; and Mr. C. C. Babington, F.R.S., F.L.S., &c. Upwards of forty new subscribing members, including Mr. W. Long, mayor of Bath, and Mr. W. F. Knatchbull, M.P. for the eastern division of the county, were also elected. From the report read by the Rev. W. R. Crotch, of Taunton, one of the general secretaries, it appeared that 105 new members have been added to the society since the last published list, and that the affairs of the society are progressing very satisfactorily. The ex cavations on Worle-hill,near Weston-super-Mare, are being continued by the kindness of Mr. Pigot, the proprietor of the land, under the direction of the Rev. F. Warre, and some Roman coins have been discovered. The report was adopted, upon the motion of Mr. W. H. Langton, M.P., seconded by Mr. J. H. Markland. Papers were read during the morning by Dr. Fal coner, from the Rev. a Street, on the Necrology of Egypt, which was illustrated by drawings from the paintings upon the mummy case in the museum of the With Royal Literary and Scientific Institution ; by the Rev. F. \\Torre, on the Perpendicular Towers of Somersetshire, which he described as the ornament and the pride of the county; by Mr. C. E. Davis, on Church Restoration ; by the Rev. H. M. Scarth, from Captain Chapman, upon a Tomb lately dis covered at Shockerwick, near Bath ; and by Mr. Stradling, upon some Ancient Remains di scovere d in the lower part of th rew e ne c tr o e u p n agp t i y veer . bavud acclamation to the au lr th o o t r e s s o o f f th t e ha d n iff k e s - ad journed till the evening. of A i n t er very est excellentieg specimens in , the meeting n to at w u h ra i well as archaaologi -Cal subjects, have been contributed, has been opened in connexion with the present session of the society, and proved very interesting to t l c which sltaorgsre, b teirs close of the meet spectators and the members at the ing for reading papers, yesterday To-day the me fter the reading of gapers, m ers, a liinton Abbey, 1 ar proceeded on an excursion to morn.ing. leigh, and the neighbourhood. n ------ m -- .11-----v-RNS DRINK' What, then: jV;l;testimony, I believe it to have .earned on respectableßurns never at any period of his life th 0 fact? From all that can now be been this:-- y t e r s p t h e a e k i i n: B. 7 i n t c s e v o i c f t a i En l . o v e io o n f l t i h q i u s o p r o ; i h n o t SPI II: 1 Y:P O be f r Dr.l Our b ar d was nevertheless facile the Staten:lent Currie are certainly unjust towards the name of Ba r ns . and had himself an immense was neve h i. a w b a i t s t , and good-natured part of society, and „ w er of promoting it. Wherever he lived, ho naturally unavoidably partook of their convivialities, and even, he unavoi ttowards social enjoyment, latter least, helped to encourage the replenishment am t; l t e h a e s g t of the bowl and the pulling of the fresh bottle—not that he cared much for the liquor, but that, once involved in the fell flow of merriment, he did not like to interrupt it by leav ing the table. Thus , while he was far from bein g a re g ular to p e r, his occasional convivialities occurred , during the latter years of his life, with a d e gre e of fre quency , and we re carried to a degree of excess, which were much to be deplored. It did not matter much , perhaps, that there was no indulgence before the early dinner hour of that time and place—which was three o'clock—if he very often spent the evenings over the bowl, and not unfre quently prolonged the merry-making past the midnight hour. It may be asked what is meant by very of ten . and this it is not easy to answer. But that our hard spent too many evenings in this way for the comfort o' his family, for his own health and peace of mind, and for the preservation of his dignity as a man and a poet, I believe to be only too true. Nor was this all, for that co-ordinate debasement to which Dr. Currie alludes , was not escaped. Let God judge him, a b e i ng formed in frailty, and inspired with wild and misdirected im" I pulses; not I. But so is the fact.—Life of B u rns, edited by B. Chambers. TO MADAME 01 4 iTAG AT NEW ~ --- SERENADE YORE —The serenade given to Madame S ontag, by the Am erican .111usical Fund Society, and th e var i ous Gerrnan and other bands of our city, numbering a thousand or more members, highly complimentary as it was to tba recipient,was declined by her when first tendered, and finally accepted only upon the most pressing solicitation, and in consideratio n of the great preparations which had been made to provide a demon stration that should at once evince the taste and talent of the performers, and constitute a tribute worthy of one of the greatest singers of the age.—,Tournal of Commerce, 302 11 0 20 5 0 277 0 0 278 6 1 3 7 0 I I 10 0 • ;‘- k, - -