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

CONTRACT for CARRIAGE of TIMBE1:, &c., from WHITTLEWOOD FOREST. Department of the Storekeeper-General of the Navy, Somerset-place, September 25, 1152. The Coinmissioners for executing the Office of Lord High Admiral Of the United Kingdom of Great Britain and Ireland. do hereby rive notice, that on TUESDAY, the 19th October next, at Ono o'clock, they will be ready to treat with such persons as may be v,ll - to contract for conveying to her Majesty's Dockyard at Wool- Wiells about 273 LOADS of OAK TIMBER, &c., from Whittlewood Forest, in the County of Northampton. A Form of the Tender may be seen at the said office. No Tender will be received after One o'clock en the day of treaty, for any noticed, unless the party attends, or an agent Mr him, duly althorlsed in writing. Every Tender must be addressed to the Secretary of the Admi ralty, and bear in the left-hand corner the words "Tender for Car riage of Timber," and must also be delivered at Somerset -place, accompanied by a letter signed by a responsible person, engaging to become bound with the person tendering in the sum of It. per oad for the due perfermance of the Contract. THE ENGLISH, SCOTTISH, and AUSTRA LIAN CHARTERED BANK. To be Incorporated by Royal Charter, with Limited Liability. Notice is hereby given, that the Scrip of the above Company will be ready to be delivered in exchange for the Bankers' receipts, at the Temporary Offices of the Company, No. 4, Adam's-court, Old Broad-street, on FRIDAY, the Ist, and SATI. lIDAY, the 2d of October. By order of the Board, J. W. I'ILLANS, Secretary. No. 4, Adam's court, Old Broad•strcet, September 28, 1852. sOUTII YORKSHIRE RAILWAY AND RIVER DUN. The Directors of this Company are prepared to receive LOANS on DEBENTURES, for such term of years as may be agreed upon, Dearing Interest at the rate of 343 per cent. per annum, payable half Yearly, on the first day of January, and the first day of July. Applications to be made to the ,ecretary, at Sheffield. By order, J. CIIAItLES lIANDFIELD, Secretary. GREAT WESTERN RAILWAY. CHEAP EXCURSION TRAIN to BATH and BRISTOL. On SUNDAY, 3d of October, an Excursion Train will leave Pad dington at a Quarter before Eight o'clock in the Morning, for Bath and Bristol, returning the same evening from Bristol at Half-past Six &block, and Bath at Seven o'clock. Fares There and Back. Ist Class. 2d Class. To Bath .. • • • • • • 93 . • • ss. To Bristol . • .. • . 10s. .. gs, The Excursion Tickets are only available for the Excursion Train, and for the day on which they are issued. Passengers having Luggage can only be conveyed at the ordinary fares. Tickets may be obtained previously at 27, King-street, Cheap- Side, 269, Strand, and at the Paddington Station. LETTS'S PATENT BRANDY. The highest medical authorities recommend Brandy and water Li the best customary beverage, awl particularly as an efficient pre *ehttre-ofdturrtintatic comrdalnts at this season. They equally con tiur in preferring BETTS'S PATENT BIZINDY as the purest and kost wholesome. It is unequalled for preserving fruits, home-made Wines, &c. Sold throughout the Kingdom, by respectable wine and spirit mer chants, in glass bottles, protected by the Patent Metallic Capsules, a nd at the DISTILLERY, 7, SMITIIFIF,LD-BARS, in dozens, bottles and cases included , at ISs. p er g allon ; or in stone jars of t ) Wo gallons and upwards, at Ills per gallon, pale or coloured. J. T. BETTS and CO.. French Brandy Distillery, 7, Smithfield-bars, St. John-street. CYDER CELLARS TAVERN, Maiden-lane, Covent-garden. The above celebrated Tavern , h avin g undergone a thorough reno vation, is NOW OPEN for the Winter Season. The Vocal Department is unusually attractive, and composed of the hest available talent in the 31 etropolis, including the well-known and DoPular favourites, Messrs. W. G. Ress and :Sam Cowell. The Chair taken every evening at Half -past Eight o'clock. Suppers I 'M all other Refreshments with the usual excellence and dispatch. An Entrance from the Strand , T wo Doors West of the Adelphi Theatre. NATIONAL PROVIDENT INSTITUTION for MUTUAL LIFE ASSURANCE, ANNUITIES, &c., 48, Gracechurch-street, London. SAMUEL HAYHURST LUCAS, Esq., Chairman. CHARLES LUSHINOTON, Esq., M.P., Deputy-Chairman. CONSULTING ACTUARY—CharIes Ansell, Esq., F.R.S. Extract from the Report for 1851. "In the year ending the 20th November, 1851, 1,231 Policies ire been issued, the Annual Premiums on which amount to .498/. Bs. 6d. Since the establishment of the Institution in December, 1835, 3 ,729 Policies have been effected, and the Annual Income is 189 ,240/. 23. ~“ The balance of receipts over the dis bursements in 1851 is .14,6231. 35. 9d. ; and the Capital is now 738,4921. 18s. 4d." the next Quinquennial Division of Profits will be made up 2 to the 20 th November next, and all who effect A ssurances before that time '„`l Participate in the profits which may accrue to such policies. a recent Act of Parliament the D irectors are empowered to Z 4 krit Loans to Members on the security of their Policies to the ex "'n,t of their value. h , u , -I lembers whose premiums fall due on the I st Oct ober, are re 'ndecl that the same must be paid within t hirt y days from that date. o . nw t be Directors' Report for 185 1 may be ha d on application at the ee, or of the Agents in the country. JOSEPH MARSH, Secretary. September 16, 1852. MIE DEPOSIT and GENERAL LIFE ASSURANCE COMPANY. Chief Office, 22, Moorgate-street, London. Every description of Life Assurance busine ss transacted. Loans and Annuities granted on most liberal terms. 2_Diseased" lives, and lives " declined" by o ther offices, taken. Medical referees liberally remunerated for their reports. C. W. BEVAN, Actua r y and Secretary. 12 1. , •B• Clergymen and Ministers of all denomi nations are particu '',l3' invited to examine the principles of the Deposit System of As adopted by this Office. Agents Wanted. LAURENT'S GRAND CASINO, ALRGYLL ROOMS, Greg WirimM.street, St James's, Lessee, Charles Emele Laurent, Onslow House, BromPton-road, Licensed pursuant to Act of Parliament, 25th of King George 11., Are Re-opened for the Whiter Season. During the recess the R ooms h a ve been entirely , Re-decorated, by S. Bryer, regardless of cost. Laurent's Matchless Band every evening. P r i n cipal Cornet-a "ton, M. Boulcourt. Admission—ONE SHILLING. D oors open at Half - past Eigh t o'clock. Dancing to com mence at 'pa, and terminate at Half-past Eleven. CREMORNE GARDENS. On the Banks of the Thames, King's-road, Chelsea. p Wrterside Entrance close to Battersea -bridge Pier. datae by Steam-boat from L 3ondd.on- Strangers shouldrid4e or any of r equest to the intermbe e lat,, Illidges or Wharf Piers, zed at Battersea bridge f ir Cremorne. Fare by Omnibus from pndrinZ-cross 3d.; from the City and remote st parts of the East , Gd. Proprietor, Mr. T. B. SIMPSON. Last Week of the Season. ,!= Italian Brothers on the Trap eze, daily. 4, 1 d Globe Ascent, by Mr. James Pascal. SORROW, a grand Balloon Ascent, with the Italian Brothers on their Double Trapeze, under the management of Stephen Chain uers, R.N. The pyrotechnic Displays by the Chevalier Mortram. new Grand Spanish Comic Ballet, entitled Le Barbier de Cadiz, r erY Evening, at Half-past Seven o'clock. uninterrupted succession of Entertainments from Three o'clock until near Midnight. Open at Three o'clock. Admission, Is.; Children, Half-price. Chl Sundays, after Four o'clock, by Refreshment Card, price 6d. Table d'Hote at Six o'clock, 2s. 6d. Private Room for Dinners and Coffee. U B L I C OPINION.; Conspiracy against it would be malignity, and argument "",, recoiling vituperation on the assailant. To public opinion, 14 n , imPartial judge, E. MOSES and SON have always appealed, to n "eve received its caresse s. They again invite public inspection eIY x nagniflcent stock of Overcoats. Paleto , s, and new designs in description of Dress for Autumn and Winter. E. MOSES And S ON can justly calculate on the manner in which their splendid Prepa rationso t ,i tii for the ensuing seas in will be regarded by public tison ; and they have the greatest satisfaction in stating that t suPerlative stock of new ma terials, and tile triumphant display th,`"eut in the cut and workma nshi p of every article of Dress, and great reduction in price, will still further confirm them in favour " , public opinion. 110 . 4'e inimitable style of Sporting Dress is that of E. MOSES and • D OSES unrivalled Designs for Juvenile Clothing are those of E. ES and SON. the EMIGRANTS.—The change in the season wires a change in i req s e a . management of your outfit ; the articles suitable for your pas a few months back will not be so now ; and possibly ine- Cneed Outfitters and minor houses may conceal from you ,t this 47,, Application to E. MOSES and SON secures to you even. o hi n n l g 4iirecPriate for your journey and your future occupation—not y r in quality and more suitable for your purposes, but at con l'rnablY lower charges than at any other house in the world. And Voyage may be rendered comfortable by procuring the warm e xa B Ubstantial Clothing, Hosiery, &c. &c., prepared with the most toi l ct acquaintance with the passage at ' this time of the year. your venience is every way considered by E. MOSES and SON, and e Parate department is kept for Outfitting. F all Lists of Outfits, and all inform ation relative to sailin g of t o vess els and cost of passage may be had on application, or post free ,7 11 Y Part of the kingdom. Establishments will be closed on TUESDA Y and WED 7. ti ' - ' O 2 l )Ar next, September 2 8 and 29, re-o p ening on THURSDAYkerning, ta , inif. September 30, at Seven o'c lock. and the bubiTeljTlON.—E. MOSES and SON re g ret having to gu CAUTION.—E. Falsehood ag r ai o nst imposition, h av ing learned that the un tradesmanlike " Being connected with their Establis hment," or " It's ~, tsame concern," has been resorted to i n man y instances, and for obvious reasons. They beg to state that they have No CONNEXION WITH ANY OTHER 110179 E IN OR OIIT OF LONDON, except their own Establishments, as follows : London City Establishment, 154, 15 5 , 156, a nd 157, htinories, 83, t 4.85, and 86 . Aldgate, opposite the Church, all communicating. ._ ‘a London West-end Branch, 506, 507, 508 , New Oxford-street, 1,2, - " 1 .,, 3 . Hart-street, all communicating. nradford (Yorkshire) Branch, 19, Bridge-street. Sheffield Branch, 36, Fargate. ,elerchaut Tailors, Clothiers, Hatters, Holders Farrier!, Boot Shoemakers, and General Outfitters for Ladies and Gentlemen. flItP-stalialunents are closed from sunset Friday to sunset on T`niaYs, when business is resumed till Twelve o'clock. t new Book, entitl ed " The Library of Elegance," containing a of prices an d directions for self-measurement, can be had, RlAus on applies' tion, or forw arded, Post-free, to any part of the — .gdo i handsome Almanac for the year ending 1852 can bo had, gratis, on aPPlleation. 1 Qui si parla Ita lian°. p cn Perla Francais. 'SF snricht man Deutsch. Aqua se habla Espanol. IMPORTANT MEDICAL AND SURGICAL WORKS, 'That published, by U. Ball Here, 219, Regent-street, Londe'. No 1. Second Edition, with Additions, .... a-• Bvo., in cloth. price 55., by post free, bS;__(ll. k)N TRUE & FALSE SPERMATutt HuEA ; ide-sprea d Errors II rei with the View to the Correction of W 13 Mien to the Treatment and Cure of Sufferers front Debility of the coerative System, or Sexual Hypochondriasis. „ Translated from the German of Dr. PICKFORD. ur. piegford is known to English readers by his frequent practi ti„. contributions to German medical literature. This is the first e ' ,7 , he informs us, that he has addressed himself to the non-medi ,Zt reader. We trust this may not be the last, if he shall p ow e e_t any other equally flagrant evil which it may be in his ..... ,„'r, to correct. London Medical Gazette, May 30, 1851. — , ne editor has conferred a great boon on the sufferers from this toee ma lady by translating this little book, and by laying bare to r a candalous practices of unqualified adventurers, who profess to th: a disease of which they know nothing, with no other object to " to till their own purses. The difference between true Sperms rnice t tce ,, a and the various forms of disease which resemble it are L.ratel described, and thus a safe guide is offered , for ig t s h 2 e . treatment of the malady."—Medical Circular, May 5 t h have delayed so long up on the contents of the preliminary the subject that we have scarcely left ours elves space for any notice of ric"cbiect specially treated of by Dr. Plckford ; but the moderate p ev e -e at which the . brochure' is sold, places it within the reach of 1g interested in the matt er." —Dublin Medical Press, April .1882. No. IL Vivo., in cloth, price 3s. 6d., by post free, 4s. pI7IIE CURE OF STRICTURE OF TILE URETHRA, on Prlnci kil at once Simple, Safe, and Efficient, in even its most Inveterate ogc,aPparently Intractable Forms. To which is added, PRACTICAL 1/ O „"BRVATIONS ON THE TREATMENT OF SPERMATORR -"' BY CAUTERIZATION ; its Inefficiency and Danger. BY F. B. COURTENAY, Member of the Royal College of Surgeons of England. Those who complain most loudly are those only who know not g,:,to use the common instruments ..... The practice of sun. tbor,, has been marked with all kinds of violence, an indifference the simple cure of diseases, and a passion for operations and excesses aud horrors of surger"—John Bell's Surgical tii;ti ervationa.—.' In proaf of his views ho (Mr. Courtenay) has e n the history of a great many cases successfay treated, as bad s nc ,n3 , which Mr. Syme adduced, and on which he had operated. p tri "„,,are cases ix., xi., xii., and xviii. No. ix. had resisted, for a r etn s"i of twelve years, the treatment by dilitation, and was finally ,e in as many weeks. But cases xviii. and six. appear, both oration, severity, and complication of symptoms, of a more ag. tr e ..._tnd character than any detailed by Mr. Syme, and yet the i „...;_l•ment adopted by Mr. Courtenay proved eminently AUCCe3SaII." micr Liars cm On Treatment 9f stricturg. ;if/51r • • • /Le RAILWAY INTELLIGENCE. 4 4* . 1111111 ••;' , A , • , •• t • 47 SOU _ •‘ 4 ; • /,'! .1414 \ .19.L7;* 274 I W‘A I 4O aft, A! niko • I • j r' 4 •• 4.1 • " 4 ktio *.> t , Nl/ -1 ; ; • - ; • - , •;I t • /46 ..40 • , it r. 6.7 7)7• / , - -7t43- 7 4Atrei" • s••• „.„J. - / EH WALES. FLOATING OF THE SECOND GREAT TUBE ACROSS THE WYE, AT CHEPSTOW. Extensive; p reparat i ons h ave b een making, for some days past, t owar d s float i ng th e second great tube for the second line of railway across the Wye, at Chepstow, which was accomplished yesterday morning. Mr. Brereton, the intelligent a3sistant of Mr. Brunel, the engineer, has been unrem3tting 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 Os' , other side of the Wye, in omnibuses, &c., over ki stony and disagreeable road, abo u t t wo miles in length. Up to that time, also, there had been no goods traffic into Wales, or from that country—th u s 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. revel:llle of the company has increased some 5001. or GOO/. r week. The further opening to Carmarthen (not yot 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. The bridge at Chepstow, when the double roadway shall be completed, will form one of the most 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-band side of the road from London, can easily be observed by the traveller or tourist frowning over the bosom of the " beautiful Wye ;" while the bridge itself, towering high enough above the river to allow tall ships to sail beneath, will not be the least attractive of the spectacles abound ing so profusely here. The Wye is a rapid navigable river, upon which be e particular r m e m b poiere d n w w h a e s n s t a h g e g p e r s o t j e e d c , t there is considerable traffic. The Admiralty, it may t any structure that should not have a span across the r o e f fu a se fr d id t g o e sa a n t et t i h o is n 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 em b a nkment to the eastern shore of Glou ces t ershire, is 600 feet. There are three 1 00 feet spans on the Monmou thshire side, upon the land, supported upon cast iron cylin ders, 1 inch thick and 6 feet in d ia meter. The average depth to which these cylinders w ere sunk was 48 f ee t , t h roug h s t r ata of clay, quicksand, marl, ace., do wn to the solid limestone rock , which w as found t o consequently, careful horizontal levelling, and the cylinders were bedded level. The sinking of these cylinders was a work of much difficulty. Excava tionsant an angle of within4s degrees.. , A The so rss o , r a s s te were carried on them and they were dip do heavy weights. engine was also required pressed t o pump out the water , which was constantly breaking- in, especially during the rising of the high tides.wast arkable fact, that although the Wye i s a tidal river a r salt water was not found in these sinkings. The cylinders having been sunk were filled with a concrete of Port land cement, gravel, and sand, which set in quickly, as hard as adamant. Six pillars thus f orme d are now upon the Monmouthshire land, upon which the first 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 be 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 slight structure. Within, it is strengthened by the iutoroductiort 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 interval. There is a strong triangular cell at the top to resist 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 sk-curity. 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. Qr.. [PRICE SD. Two wrought iron tubes, each 312 feet long ... ... .. ~. ... 302 11 0 Wrough iron beam on the standard, to support the tubes . 20 5 0 Wrought iron, in three spans of 100 feet each, double line ..• ... ... 277 0 0 Wrought iron in the girders, floor bearers, and other works, of the main span of 300 feet, double line... "' . 278 6 i l Vertical trusses ... ... ••• •.• 3 7 0 Tie girders to connect the column caps 1 10 0 Suspending links in the main chains and diagonals 256 5 2 1 10 6 Saddles at points of suspension rollers... "4 2 10 0 Adjusting screws 3 M 7 17 Blain tube roller s ••• 3 Bolts ... •.• Rollers of girder s •• 2 11 • ..• .•• 3 15 0 1,231 2 3 Total wrought iron Ditto s p nd a f r or d and • p Cast - iron bar plates for tru sses 12 4 ... 2 1284 6 1 column ara .. p 21 0 0 6 0 Ditto ca ta e Ditto cylinders in s u pp orting piera 830 0 0 Total cast iron ... ... 1,003 12 4 Total of wrought end cast iron._ ... 2,234 14 4 The masonry in the abutment and pier is calcu lated to contain 3,240 cubic yards, and the total cost 4 the bridge complete, 65,420/. Th e floating of the immense tube was a work of comparative ease, so perfectly had Mr. Brereton ar ranged his plans. A railway was formed upon the land to take the tube from where it had been tested on eded its powerful to a railway formed on piles , exten din g a bo ut 300 feet o ut 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 o f Wthheenrive it r, a xten land railway, and occupying exactly one hour and great ten m i l n e n u g t e t s h in the i f t a g l l transit width . tackle was fixed to the end, and the work of lifting_ commenced, amidst the cheering of a large n'Lunbe r of persons who had assembled to witness th i s trium phantl undertaking. The work has been carried f orward under the talented superintendence of Wm. G - eorge Owen, EN. , the resident engineer, assisted by M e ayes a nd Dibbin. All the elaborate calculations, s. sa wings, Is &c., had been made under Mr. B his able Brunel, by assistant in London, Robert P. 13rereton, Esq• Messrs. Finch and Willey, Liverpool, were t he con tractors for the iron w or k - , and Mr. Sharpe, who is now engaged in the and Pembrokeshire, was the contractor for the masonry. Among those present to witness the interesting pro ceedings were Mr. I. K. Brunel, the engineer; Capt. Claxton, R.N. . , Mr. Frederickan Saunders, secretary to the G reat W es t e rn Compy ; Lieutenant ders, Mr. w. Jones, CBI Mr. Edwards, C.E., Mr. Dorn, C.E ; Mr. Brodie , C.E., and the Government Inspector, C.E, 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 Gloucestershire side, and will probably occupy about a week. We are glad to say that not a single accident of the slightest kind has occurred throughout the whole of the proceedings. PLTbIOUTII AND TivisTocx.—At a meeting just held at Oakhampton resolutions were passed recom mending . conferencas with th e au thorities of Barnes s taple, 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 NORTH-WESTERN. — It is stated that Mr. Glyn is temporarily succeeded by Mr. Smith, as chairman of the board of this company, BY. Glyn still retaining his seat as a director, to advs• and give information. HATFIELD AND LtIToN.--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 forma j unction with the Great Northern Railways N°.18,728.] LONDON, WEDNESDAY - 5 F 3 " 4 all S = SEPTEMBER 29, 1852. THE BANK OF INDIA. Capital 100 Lacs of Rupees, or 1,002,0001. sterling, in 50,000 Shares of 200 Rupees, or 201. sterling each (with power to increase the Capital to 2,000,0001. sterling). Deposit 51. sterling per share. Application will be made to her Majesty's Government and the Government of India for Charters of Incorporation, to limit the lia bility of shareholders. SOLICITOB.S. — Messrs. Hughes, Kearsey, and Masterman, London, BROKERS.—Messrs. Foster and Braithwaite, The stablished 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 hank, 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, justiiy the allowance of a moderate rate of interest to the depositors. The great success which has attended the operations of the exist ing ti anking establishments in this country, connected with the East Indies, and of the well-conducted I cal 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 Baltic 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 must arise from its improved internal communication by the railways projected and now in progress there, will open an extensive and profitable field fur 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 established by powerful companies already In operation. Arrangements are in progress to secure to this Company the co operation and support of some,of the largest uative_merchants of. rndia, 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 he obtained at the temporary Offices of the Company, No. 4, Adam's-court, Old Broad street, City. A NTWERP and ROTTERDAM RAILWAY COMPANY. Capital, 12,500,000 francs, or 500,0J0/., in 50,000 shares of 250 francs, or 101. each. Deposit, 31. per share, on payment of which Certificates will be issued " to bearer." " Societe Anonyme," with limited liability. BOARD OF DIRECTORS. PRESIDENT —Mons . J. P. M ATTIIIEU, Director of the Belgian National Bank ; and of the " Societe Generale • • • • • • • • Brussels. Samuel Laing, Esq., M.P. .. .. London. John Masterman, Esq., jun. .. .. London. James Ashwell, Esq. .. London. 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 Louvain and Charleroi Railway Com pany Brussels. London. Brussels. BANNERS In London—Messrs. Masterman, Peters, and Co. In Brussels—Messrs..T. P. Matthieu and Son. In Paris—Messrs. Fould, Fould Oppenheim, and Co. SOLICITORS. Messrs. Risen and Son, No. 11, King William-street .. London. A VOCAT. M. Stoclet .. .. Brussels. SECRETARY. NV. M. Shaw, Esq. .. .. London. BROKERS. Messrs. Foster and Braithwaite, GB, Old Broad-street, Messrs. Hutchinson and Son, 39, Lothbury London. Offices in London-16, Cannon-street. 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 Rodtivart, 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 in about three hours, instead of occupying ten hours as at present—the fares being 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 enjoys a high condition of wealth and comfort. Whilst the numbers per square mile in Belgium, Eng 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 a ijacent to this line gives a total of 291,730 persons, or about 840 per square mile—more than double the general average of Belgium. The branch to Breda, in length about fourteen miles, will secure the traffic from Bois-le-Due, Tilbourd, and a large range of fertile country, from which the o'd and main roads converge towards and unite at Breda. This line has long been considered one of the most important and profitable sections of the Dutch and Belgian systems of railway, and has been the object of protracted negotiations between the two Go vernments. The concession for the portion of the line in Holland, which is about three-fourths of the whole, was signed by the King of Holland on the 21st July last. For the five leagues of the line ill the Kingdom of Belgum, a convention has been signed by the Minister of Public Works, which on y awaits the meeting of the Legislative Chambers to receive a formal ratification. A convention 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 " Moniteur 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 eacly concluded with a responsib'e contractor, Mr. George Wythes, which he undertakes to purchase the land, and construct the bridges, works of art and stations fora double line ; and to execute the earthworks for, and lay down and complete, a single line of rails ; as well as to provide all the rolling stock, plant, and workshops. Provision is also made for the payment, by the contractor, of all preliminary and incidental expenses, including the cost of the concession, and 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 which fixed sum the shareholders will become possessed of a line of railway with most favouraWe gradients and curves, complete and ready for opening. As regards the prospects of traffic, it may be observed that the average gross receipts of the Belgian state railways for the y ear 1850, as published in the Government statistical returns, amounted to 1,7101. per mile, which in this case, would give a profit of up wards of 10 per cent. on the guaranteed cost of 10,000/. per mile. It is apparent, however, that the receipts on this line may be ex pected to exceed the average of the 360 miles of Belgian State rail ways. First, because the local population in the district traversed is more than twice as dense as the general average of Belgium, and in a condition of greater prosperity. Second, because the line forms a 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, from its position, must command the greater part of the through traffic between Holland, Belgium, France, and the South of Europe—the extent of which may be judged of from the fact that the value of the merchandise transported to and fro be • tween Belgium and Holland amounted in 'ffie year 1850 to a value of 4,429,9891., 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 Finance. Under the form of a " Societe Anonyme," the Shareholder's liability is limited to his "holding." The capital will be represented by 50,000 shares of 101. each, of which 20,000 shares are already t a ken in Holland , Bel g ium, and France. By the terms of the statutes of the " Societe," the certificates of the shares will be issued " to bearer." m F a o t o t Foster mapan d Applications for Prospectuses and Shares may be made to Messrs. an a y ea fu te rth i e r r e i s n s f r o s t : Braithwaite , tained at the Company's Offices, No. 16, Cannon-street, City. HutchiNnvsaiotne,an6Bd, OSloanus,ro3a9d,.stLroeettbaurynd, beNo. 16, Cannon-street, London, Sept. 24, 1852. _:=L_ - _-- ------_ ANT WERP and R OMPANY OTTERDAbI RAILWAY C. Notice is hereby given, that NO FURTHER APPLICATIONS for SIIARES can be received after THURSDAY, the 30th instant. W. MACKENZIE SHAW, Secretary. 16, Cannon-street, Sept. 28, 1852. _ -- rianow—rf. . R. 11. PRINCE ALBERT. ROYAL POLYTECHNI S C INSTITUTION. LECTURE. By J. H. 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 M'Call, and Samples of Fadeuilhe's Solidified Preserved Milk, and Moore's Pa tent Concentrated Milk. By Mr. Crispe, on Morrall's Patent Needles. By George Buckland, Esq., on Music, entitled Musical Varieties, Second Series, with Vocal Illustrations, assisted by Miss Blanche Younge, R.A. of Music. New Series of Dissolving Views, &c., &c. Admission, Is. ; Schools and Children under Ten years of age, ger-price. For Hours, see Programme. DR. CULVERWELL'S NEW WORKS. To be had of Sherwood, 23, Paternoster-row; Carvalho, 147, Fleet-street; Mann, 39, Cernbill ; or direct from the author ; price One Shilling each; by post, Is. 6d. ENJOYMENT OF LIFE. "Health, Recreation, and Rational Use of Time." CorrENrs :—Early Rising—Spring and Summer gornings—Ea cursions about the Environs of London—The rants, Lanes, Hills, Forests, Fields, nigh-roads, and other pleasant places—Country Trips and Rambles—The Sea—London at Night—Evenings at Home —Music—The Drama—On Eating, Drinking, Sleeping, Bathing, Air, Rest,Ease, Occupation, 8{4., H 844 . FRAGMENTS FROM THE MOUNTAINS. Two Vol& . T. VISIT TO THE LAKES Vol. SK I TCH OF EDINBURGH, &c, T HE LAKES OF KILL LIINEY ; REMINISCENCES OF DUBLIN, Br.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 find enfeebled constitution, that harasses the young, besets the man of pleasure, business, or study, and em bitters old age ; with tables and rules for the diet and physical regu .ation of every-day life. IV. TILE PASSIONS. "What passions hurt the body—what improve, Truths as refined as Athens ever heard." B uBJEcT :—Life's pilgrimage, from infancy to old ago. The ad', cent of the passions. Chastity and its infringements. The casual ties oflicentiousness and dissipation, with illustrations graphic, nar ritive, and remediatlye. Advocacy of early marriages. V. I TELE MARRIAGE STATE . To be or not t o b e , that is the quest ion." riOGRAMMIS :—Laws and o bli ga ti ons of nature, socie t y , and roll glen regarding marriage, to be o b se rved by either sca. Time and choice, on both sides, as to age, temperament, comple?iion , and figure, to ` secure healthy offspring, with the art of rear in g th e m. P hysieal defectiveness and its removal. Sterility and its conversion. Cases, &c. By R. J. CULVERWELL, M.D. (1841), M.R.C.S. (1827), L.S.A. 1824). Twenty-five years Medical and Forensic Referee in these matters. Reception hours daily till iivo. r.venlngs, &Tea t ill liixia. 10, Argyll-place, Regent-street. FRASER'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. Hypatia ; 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 llubert's Hole. st ff. Tea Table Literature Martin Autobiography of Captain I)igby Farquhar Tupper's Works. Grand. Chaps. 21 and 22. Slavery in the Southern States. Sketches of Rome under the Pope By a Carolinian. London : John W. Parker and Son, West Strand. THE BITTER BEER CONTROVERSY. Fora full account of this gigantic BEER PUFF, see the next Number 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. Advertise:nents received at the Otlice, 4, Adam-street, Adelphi, tip to Tuesday, Twelve o'clock. The trade supplied by Gilbert and Co., Paternoster-row. TEGU'S CONCERTINA. PRECEPTOR. Imperial Bvo. sewed, price 23., CONCERTINA PRECEPTOR, containing the Rudiments of Music, Glossary of Musical Terms, 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. ILiSKINS, 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 IMPROVED FLUTE PRECEP TOR, price 2s. HANCOCK'S VIOLIN PRECEPTOR, price 2s. HANCOCK'S INSTRUCTIONS for the ACCORDION, greatly en larged, price 25. London : William Tegg and Co., 85, Queen-street, Cheapside. B RITISH COLLEGE OF HEALTH, NEW-ROAD, LONDON, MORISON'S PILLS IN CIIOLERA ➢fORBUS. To Messrs. Morrison— Gentlemen,—Having read a letter from Captain Langley, of the trading-vessel Joseph, of this port, who lately arrived at Hull from Riga, I transmit to you a copy, which you will feel to be your duty to publish to all the world. " Dear Friend,, —Respecting the universal medicine of the British 'College of Health, which you so fortunately provided me with at Sunderland, I have every reason to believe, and Indeed I am con inced, 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 commenced taking the pills as a pre ventive or preparation for attack, t o 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. On the ZBth of May, however, I was most violently seized with that dreadful dis order, and for the iirst four hours was in a deplorable state ; but, thank Mod, 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 (who was too timid to take the Pills with sufficient strength, from 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 from 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 reason 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 an 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 ine and the rest of the vessels who had sup plies from you. Had I had 100/. worth more I could hale 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, MICIIAEL GARDNER, Captain of the brig Thompson, Bishop Wearmouth, Aug. 1, 1831, now residing No. 18, L awrenee street, Sunderland. ON THE PHILOSOPHY OF MARRIAGE, AND THE SECRET INFIRMITIES 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 happiness of Man,with its Disqualifications and Impe diments, tracing* their origin to the effects of juvenile solitary habits, youthful excess, tropical climates, or close study; followed by prac tical remarks, founded on twenty years' experience in the treatment of Impuissance, Nervous Debility, Local Weakness, Spermatorrhcea, Syphilis, and all diseases of the Urinary and Generative System. Il lustrated by CO coloured Engravings, on the Anatomy of the Repro ductive Organs and their relative conditions ill Health and Disease. By SAMUEL LA'MERT, M.D., ter, 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 of life, than, perhaps, any other class of disease known to modern pathologists. The treatment adopted is founded on experience gained 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 1)r. La'Mert, himself one 01 tne 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'Alert, who has taken the most distinguished medical and academic honours at house and abroad, is in itself a sufficient guarantee that those who may place themselves tinder 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 ; Ilannay, 63, Oxford-street ; Starie, Titchborne-street, Flaymarket ; Mann, 23, Cornhill ; or free 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 aro sent from tho General by the night—and M by the morning —dispatch.) Poet-oft 0 When made up in , From what PLACES. General Post-oflice port dis- When London: patched. due. • • America (by Brit. pkt.)N Oct. 1 .. Liverpool • • Oct. 7' America (by U.S. pkt.) N Oct. 5 .. Liverpool • • Sept. 28 America (by U.S. pkt.) M Sept. 29 .. Bouthampt. Oct. 5 Australia (via South ampton) • • M2O th ofeach rr onth,Southampt. Oct. 24 Ditto (via Marseilles) N,24th of each month IDover .. Oct. 17 Ditto, via C. of G. Hope N2d & 14th each mo. 'Plymouth.. Nov. 30 Africa (West coast)• • Nl4th of the month 'Plymouth Alexandria* .• N 19th & 30th of mo.lDover .. Sept. 29 Belgium • • • • •• N Daily • • .. .. Dover .. Daily M 9th of the month Sonthampt. Oct. 16 • Mi9th of the month ,Southampt. Oct. 16 vlaChagres)Ml2d & 17th of month Southampt. Oct. 16 California(B u Brazile nos Cape of Good Hope Nll4th of the month Plymouth,. Sept. 26 Cape do Verds 17,2(1 of the month .. Plymouth.. Sept. 26 Constantinople' .• 1117th 17th 27th of mo Dover .. Sept. 30 Central America M, 2 d & 17th of mon. South am pt. O c t . 1 Channel Isles • N I Mon., Wed., &Fri. South amp t . T u. Th. S at Chili .. . M , 2d Sc 17th of mntb Southa m pt. O c t . 1 France .. M gaNTV7iCe daily .. .. Dov e r • • Twicedally Greece' IT,7th 17th27th of mo Dover .. O ct. 2 RollandWednes. Satur. London .. Sun. Thni s llamburgh .. Ni Tuesday & Friday London • • Tu e s. S a t. Honduras . N 17th of the mouth Southampt. Oct. 16 Ireland .. M& N Twice daily !Holyhead . • Twicedal]y India (via Sonthamp.) M 20th of the month . Southarapt. Oct. 24 India (via Marseilles) N sth&24th ofmonthlDover .. O ct. 3 India, via C. of G. Hope N 14th of month Plymouth.. Sept. 26 Mauritius .. N,l4th of month Plymouth.. iSept. 26 Mediterranean (via Southampton) M'2oth of the month Sonthampt. , Sept. 24 Mediterranean (via Marseilles) N Bth&24thofmonth Dover • • Oct. 3 Mexico .. 31.11 d of the month.. Sonthampt. Ist ea. mo. Madeira .. M 9th of the month Southampt. 'Oct. 16 Malta* fl7th,l7th,l9th,27th Dover Sept. 29 t & 30th of month Naples' N sth 15th 25th ofmo Dover .. Oct.l 2 Papal States' N sth 15th 25th of mei Dover .. Oct. 2 Peninsula .. M 7th 17th 27th of moi South ampt. Oct. 5 Peru .. M 2d & 17th of mnth Southampt. Oct. 1 Tuscany* .. N sth 15th 25th of mo Dover • • Oct. 2 West Indies .. M 17th of the month Southampt. Oct. 1 West Indies (except Havana & Nassau) M 2d of the month .• Sonthampt. ' The mails to those countries thus marked (') are conveyed by French packet via Marseilles. 12c1 of the month ..ISouthampt.l ountries thus mi :ad (*) are conveyed by illes. THE MAILS. SOUTHAMPTON, TUESDAY, SEPT. 28.—The Peninsular and Oriental Company's steam-ship 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, and a large number of passengers. Owing to the re-adjustment 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 tho trade will be greatly extended by the modification of the former almost prohibitory duties levied on certain classes of textile manufactures. Tea has likewise recently been shipped 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 other 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. Revett, sailed hence on Sunday morning for the Clyde to have her machinery repaired at the fac tory of Messrs. Caird and Co. Six weeks at least will bo occupied in effecting these repairs, The new steam ship La Plata, Captain W. Allan, (may new be hourly expected to arrive at Southampton with mails from the West Indies and Pacific. Unless she has been detained at St. Thomas's awaiting the arrival of the Gulf steamer or of either of the intercolonial packets, it i 3 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 Lev. Konwortby Brown, U. B. N. Chaplain at DlRdoira. GALWAY AND THE SHANNON AS A PACKET STATION. A. committee, consisting of Captains F.W . leechey, Henry Smith, and J. Crawford Caffin, haviig been appointed by the Admiralty to inquire into tie suit ableness and capabilities of the ports of Galvay and the Shannon as a Transatlantic Packet Statbn, have made their report, which important docunent we have authority for publishing, and which is as fol lows : TO TILE SECRETARY OF THE ADMIIALTY. Report of the Committee appointed to inquire into the Suitablet.ess and Capabilitic-a of the Ports o Galwa) and the Shannon for a Transatlantic Packet Station, in connexion with a liarbour of R-ftige• Pursuant to the instructions contained in ytur 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 he ports of Galway and the Shannon fora Transatlautit Packet Station, available for steamers of the largest Oasis, em ployed on a service requiring the greatest regulrity and dispatch. 11 the selection of a port for this purpose, eaJecianY upon a naturally boisterous coast, so much depenis upon the comparative safety and expedition with vhich a vessel, when arriving, can be got within the limit: of her port, or when clear of her anchorage, on departire, can be got out to sea clear of the land on either side of 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 S 2 miles from the outer horn of the Great Bay, formed ietween the Blaskets and Slyne Head, and having foul the Blaskets on one side, and for a distance of about [5 miles on the other, a bold precipitous coast, may 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 i n suc h a direc tion as to form a natural protection from the southerly and south-westerly gal es so formi dable from the thick weather which ' at t en d s them, are circumstances that peculiarly r en d er t h e situa tion of the Shannon preferable to that o f t h e port of Galway; for it must be evident that, w h en ga les are blowing from the south-west, and when th e coas t is en velopedin mist, the danger of approaching the land is greatly diminished by the comparatively smoot h w ater which would be found at such a time between the Shan' non and the Blaskets, as compared with that which would occur upon a coast opposed to the full force of the gale. Moreover, when this portion of the coast be comes a lee-shore, the wind is from the nor th- wes t, a quarter in which the gales are generally a cco mpanied by clear weather, and when the port may un d er such circumstances be safely approached. Galway, on the other hand, with the exception of the last-mentioned feature of being rue for, does 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 mouth of the port for the purpose of shelter, or if it were attempted to make the land in either of those dangers ci e i t r h e e c r t ionnsf, rocks it ite nn w a lt o h u ße l a d ny t b ho e en ra, one nd t ea h ns e gi d r e iers,sk which en e hf n t c ph o re n e n sse t kn e i r t r i d n s g a t n h d e them selves in their worst form, viz., of reefs and isolated rocks, surrounded by deep water. Mach has been said by some of the witnesses at Gal way of the character of the soundings off that port, by which the position of a vessel might be deters reined, but on referring to the Admiralty surveys, we do not discover any such marked distinctions as would warrant a ship running by them in thick weather ; the same 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 form a safe guide to the entrance of that river. Galway, it is true, has no tides of consequence, and so far it has the advantage of the Shannon. To small deeply-laden vessels, especially, this would give Galway great claims to preference ; an d i t i s, we apprehend, 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 Shannon. 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 tides, when running in opposition to the westerly wiexis. 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 be 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 in 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 F although contracted for such lauding acco mmo d at i on that i s requisite for the purpose. Foynes, large steamers as are cons idered necessary for this service, will, we thi n k, 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 depths of water required by these vessels, although narrow, i s o f sufficient width for t he purposes of the packets, as it h as the ad van tage of always having smooth water, a n d li g hts c an rea dilyi be placedn posi tions to afford th e requ isite gu id e to the pier at night or in thick weather. Tarbert, altho ug h a 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 fur passengers to be embarked . and landed in all weather s , and for the purpose of re fitting and loading and discharging of the packets, and would require heavier works to be constructed for these purposes than we had cousidared necessary at Foynes. But with these works, which will be particularly de scribed in advance, we consider that Tarbert would be both a convenient and safe station. After carefully considering the deficiencies of these places respectively, we have determined that to render Galway Roads secure and suitable for a packet station large and extensive wor ks would be re q uired. It would be necessary to protect t h e anchorage by a strong pier run off from Mutton I sland to the S.S.E, to a distance of 2,500 feet nea rl y , and to fill up the space between that island a nd the main, and a basin would still furiher be necessary to ensure protection to the packets in the winter months, and when requiring a refit. As the railway would . have to ton Island, the masonry would require be carried along these piers to the packets utside Mut and considerable expense would be incurred in the con struction of these works and the basin. It . has been b . e dressed, suggested that a more convenient accommodation would be afforded by a pier run off from Hare Island. This pier would also be mare convenient for the rail way than the other; it would obviate the necessity for a basin, and although the outer Pi ers from Mutton Island above-mentioned would still be re q uired, the y would only be necessary as breakwaters, and consi u t h e extension of the be derable saving in th e i r construction would thus be effected; but the e x p ense o f those work s would so considerable, th at we mould not recommend their construction unless it should be fou n d that such saving would be e ff ec t e d upon rail way through th e town an d Wo es the river Corrib, and upon the basi n , w hi c h is this case would n ot be re quired, and in the construction of the outer piers also as would compens a t e for the outlay. In addition to these works, it wo u ld b e nec essary to place a lighthouse upon the Black R oc k, another report the Finials Rock in the South Chan ne l, 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 mo re immediately under the de partment of the civil engineer, we requested Mr. Roberts, the district eng i n eer of the Boar d of Works, to furnish the committee with his ( Onion as to what would be the expense of constructing certain works submitted to him, and also to give his own opinion as to what ho would consider necessary for th e purpose in view. His reply will be found in page 50,. from which it appears that the works w hiih the Committee considered necessary could not be executed under a sum of 227,6001., and judgi ng f ro m 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 , p ro p osed a p lan coloured red, whi c h he' thought would afford the required security, the expens e of which ho estimated at 155,6001., i nc luding 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 concl us i on that t o a d a pt Galway to a Transatlantic Packet Station, it would require, at the lowest estimate, based upon Mr. Roberts's report, a sum of about 230,000/.* 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 li g h t upon the outer limit of the tongae 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 Mr. 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 re ply , forwarded a plan which ha d been sent him by Mr. Gib bons, harbour eng i n eer, in which he proposes t o prolong the present eastern pier of the small harb our into 22 feet 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, he considers will be about 3,60 0 / . 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 work s about 45,0001. Another plan for the adaptation of Foynes wag 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. Gibbous, so as to give 800 lineal feet clear space of wharfage (of which 650 fe©t by 5 0 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 swill break water or groyne, run off from the east end of Foynes Island, would insure smooth water at all times to the packets lying at this pier. Under the im p:ession 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 (taking Mr. Gibbons' estimate of his work as a guide, and Mr. Long's estimate of the groyne) would be somewhere about 12,0001. or 13,0001., independent of the staging to the westward of the s m a ll h a rboant With refe rence to the conne x ion of F o y nes with the Limerick Railway to Dublin, it will be seen by the evidence of Sir Matthew Barrington that ther e a r e n o e ngineering diffi culties, and that a company would no doubt be formed to carry into execution a line of way, which has been already surveyed and plans lodged in the Parliamentary office in London. In this statement we find the distance to be about 24 statute miles, and by the estimate of Mr., Kearney, the contractor, it is shown that the coat of constructing a single line would be about 4,0111. per mile, making about 96,300/. 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 104 degrees of west longitude, or if car ried to Brandon Head t o th e 11 d egree , an d 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 or 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 opilion 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 to construct works of a more extensive character; and, as the facilities for building are 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 a floating dock, accessible at low water neaps, for vessels of 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 be 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 li ne can be carried through from Limerick, at 4,0111. p er m il e , making upon the whole 136,3381, th e distance from Tarbert to Limerick being 34 miles. While our report was in progress 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 uiodation of large sea-going steamers, and inclosing a plan and estimate of the expenses of the work. Upon an examination of this plan it was found the pier which would only have seventeen feet water along iide of it at low water, which would not be sufficient f,ir the class of vessels required for the packet service ; also its form appeared objectionable, inaimuch as ii was open to the south-east wind, which would render it very inconvenient for vessels lying 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 bo seen 'hat ho proposes, in the event of a station boing at Ta bert, the construction of a line of railway direct from Parbert 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 bo 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 with the packets by means of electric telegraph as Foynes. With reference to the ports of the Shannon we hare to remark that they possess the 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, %hen needing repair ; an d t h a t th e harbour commission e rs have ordered th e remova l o f some o b s t ruc ti ons w hi c h might possibly p resent i mpe di men t s t o th e p assage o f such large steam ers u p the river 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, R.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, th e buildings which will be required for storing, warehous ing, repairing machinery, and other purposes of the sta tion, should any one of them at any time be 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 as 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 Shannon is to be preferred, as there are several places where a vessel may safely run upon the mud, or she might 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 bo 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 Fannie Rock in the south channel; and also ito 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, and to be accessible at all time of tide, both by day and night, and in all weathers. 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 muss of evidence before mentioned, we have to report as follows:—La 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 Mean Head to Galway is, innan tical language, steep to, there being 100 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 here 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 presents a line of coast mmediately opposed subject s to higher seas and worse weather than o ther hat parts of the British Islands not so situated; "' l u t ing weather in which no vessel would be justified i n run ni ng off for a port does appear to prevail to a greater extent the western ports of Ireland than at other port s. 'e I ourselves Under these circumstances we do not feel as suitable justified in recommendin either of these po rtsularity and dis patch, the prevailing wind, is to a service requiring t he greater . of inioa that it' the weathers, by day and night, beinggit patch, and under the necessity of bein r o e g p g c i would be at a con required regularity were enforced 0 any f derangement to siderable risk; and in the gran t ourred to the mail packets, machinery, such as has • encably increased. In favour this risk would be p - rar)rti°asserted that there is luss of these ports it has b.eetnhe run for in all delivery of the mails from chance of irregularity in Y void collisions; whilst, on the going up Channel to thought that, in the route to the Chun nel,other hand, it is sions less delay in making a land thick weather occasions s which are presented by the fall from the advantage l. in for the land at some opportunities of hau ing various hilst running along it between m oment, w favourable the precaution necessar y to be observed at present in • In the plan No. 4 we have drawn an additional line of staging to the westward of the small harbour, in case it might be re quired hereafter. f This estima,to is also independent of the expense for the extension of: the railway from Limerick, 96 , 3001,, And also of the worlis mentioned in page 30. Cape Clear and the Tusker; whereas, all this would be absolute delay on the route to the western coast, from the direction of the land lying at right angles with the vessel's course. In these opinions, however, we regret to have to state that there is a want of unanimity in the committee, ono 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• v ice would nevertheless be carried out by the Shannon with the same regularity and with not greater risk than it would be if the station were at Liverpool (as at pre• sent) or at Holyhead, if completed. H i ving now given the relative merits of the ports of . the Shannon and Gal way, and reported upon the works which we consider will be necessary to adapt them to packet stations for the large clays of vessels which is considerefl ne cessary for this service, we beg to repeat that wo have given a preference to the Shannon over the Port of Galway, from the a dvanta g e it has in p oint o f situati on , and consequently of ready ingress and egress of th e port, and the camparaiivo safety with which the land may be made in cases of uncertai nt y of p osition, and al so f rom the very sma ll ex pense which would be ne cessary to that river to the requirements of a packet station. Of the tw o places in the Shannon which we have named as adapt either of the two places mentioned in the service, w e er have given a preference to Foynes over Tarbert, on account of the natural shelter which is Tarbert Road is well already afforded there, it may be and of the readiness with which being out of the way of vessels navigating k h tion tohsfehtesheietrmevrsaicccacrp.oamabllsesoeoaofni nadbaap accountt adaptation oonf itsto ' the Shannon. place for the trade of t the river of Limerick d , resort of bali vesselsanpgteedtiatanweather, and an inconvenience might thisnown as the great stopping account. It would besides require this money as compared with what would b e great outlay of t Foynes. We, therefore, consider it WOlth e i 12""1" a in the event of a station being determined at desirable,_ tha two ports of Galway or the Shannon, either of Foynes to the purpose; but it is the opinion of, totheadapt ma jority of the committee that neither of the Ports of - arise on Gal way or the Shannon are suitable to a service requiring the greatest regularity and dispatch, as from the natureg of the coast the prevailing winds and weather, and hi g h seas, frequent delays both for daylight and for the wen. 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 pined 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 pier and small breakwater, 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 aro 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 be proper to place a light upon the Foze Rock, off the Blaskets. In the evidence taken 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 ARCHEOLOGICAL AND NATURAL HISTORY SOCIETY. a a o T n v g h e e to s n oci M . 1, ~ of Newton-park. fourth ety annual commencedmeetin a g t of the members of Assembly-rooms, Bath, yesterday, und er th e presidency of Mr. W. G. L b • The weather pro ve d ver y i na uspicious, but there was, notwithsta n di ng , a goo d s prinkling of membt-rs of the leadit, g f am ili es o f t h e coun ty p resen t, and let ters of apology were rea d f rom M r . W. F. Knatch bull, M.P. ' Captain Sihobell, 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 o i one, from the number and importance of the antiqui• ties n the neighbourhood. A discovery of several stone coffins, human remaiw, &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, c ommittee, &c., far the en suing year, w h en th e following gentlemen were elected honorary and corresponding members to the society :—M r . Ri c h a rd Owen, F.R.S., Hunterian Professor to th e Royal College of Surgeons, England ; Mr. Andre w C. R am say, F.R.S., F.G.S Director of the Geol og i ca l S urv ey of Great Britain; and Mr. C. C. Babingt on , F.R.S e F.L.S., &c. Up wards of forty new subs c ribing 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. H. Street, on the Necrology of Egypt, which was illustrated by drawings from the paintings upon the mummy case in the museum of the Bath Royal Literary and Scientific Institution ; by the Rev. F. Warre, on the Perpendicular Towers of a S n o d m t e h r e s et sh pridei re o , fw thehic he county; tdescribed Mr. as C. the. Davis ornament o Church Restoration; by the Rev. a A a i . So tha from Captain Chapman, upon a Tomb latelvdrs i ' covered at Shockerwick, near Bath ; and by Mr. i y e Mr n . Stradling, upon some Ancient Remains di authors of the different papers, a n d has been opened in connexions the lower part of the county. Votes of thanks were given by acclamation to the journed till the evening. A very excellent museum, to number • h a large of interesting specimens in well as arche ological su'eetnahturalbhinstocontributed, of the society, and proved with interesting to the spectators and the members avterthe close of the meet ing for reading papers, yesterday morning. To-day the members after the reading of papers, proceeded on an excursion to Hinton Abbey, Far- Far leigh, and the neighbourhoo d. _ lahveteeepe resent session .----,—__:__--2---- -, -- -- - DID BUS Fro m What, then, was the fact? all t at h cat to n now hav b e e learned on respectab le testimony, believe i been this:—Rober t Burns never at any period of his life Was habitually un der the influence of a love of liquor; he never was, prop erl y speaking, its victim. On this point the statemen ts of Dr. Carrie are certainly unjust towards DRINK? the name of Burns. Our bard was nevertheless facile towards social enjoyment, and had himself an immense fell among the gay and good-natured part of society, and that their convivialities, and even, hpeowuenravoofipdrioLotpinargtoiot.k ofW herever he lived, ho naturally latterly at least, helped to encourage the replenishment of the bowl and the pulling of the fresh bottle—not that ho a o e t h f , re p q er u h e a n p cy s: and cared much for the liquor, but that, once involved in the flow of merriment, he did not like to interrupt it by leav- I h t is d l i i d fe, n w ot ith m a at d t e e g r re m e leav ing the table. Thus, while ho was far from being a regular toper, his occasional convivialities occurred, during the latter deployed.y ears o f were carried to a degree of excess, which were much to there was no indulgence before the early dinner hour of that time and place—which was three o'clock—if he ver y often spent the evenings over the bowl, and not unfr e . quently prolonged the merry-making past the midnight often hour. It may be asked what is meant by very - and this it is not easy to answer. But that our : . bard spent too many evenings in this wav for the comfort of his family, for his own health and peace of mind, and for the preservation of his dignity as a man I believe to be only too true. Nor was th is all, and a forPc"" that co-ordinate debasement to which Dr. Currie alludes. was not escaped. Let God judge him , a being formed in frailty, and inspired with wild and pulses ; not I. But so is the fact ' V ,„. misdirected 1131 7 . 1-• by 11. Chambers. e of Burns, ed i ted ,-------------=__—_ SERENADE TO MADAME OONTAG T NEW YORE. —The serenade given . to Madame Sontag, A by the American Musical Fund . Society, and the various German bands of our city, numbering a thousand or more members,. highly complimentary as it was to the recipient,was declined and other by her when first tendered, and finally accepted only upon the most pressing solicitation, and in consid eration 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 otte Of the greatest singers of the age.—Journal of Commerce, a