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

NONEY MARKET AND COMMERCIAL t TELLIGEN TWELVE O'CLOCK. The condition of monetary affairs continues un changed. The brokers have a full supply of money on hand, but are unwilling to lend it out under 71 per cent. for short-dated paper. Perhaps the aspect Is not so unfavourable, but recent revelations re specting the operations of some of the finance companies have occasioned anxiety and a rather exaggerated idea of the future. At the third ordinary general meeting to-day of the shareholders of the English Joint stock Bank a dividend of 6 per cent. was declared. At the tenth annual general meeting to-day of the shareholders of the Bank of Egypt a dividend was declared of 10 per cent. and a bonus of 10s. per share. The changes in the principal items of the Bank of England return are comparatively unimportant, and the authorities have failed to obtain the requisite increase in their reserves. Annexed are the parti culars :__.. Active Circulation • 063,225 ..„ 90,845 • 13,165,480 94,720 • 3 524,107 Public Increase 14,393 Deposits ... 41,145,939 increase ... 705,994 Other D epos i ts ... ... 13,390.352 Decrease , ... 739.739 Seven D „ ay and Other Bills ... 418,449 Increase 13,634 Government Securities - 9,865,546 Decrease ••• ••• ••• ••• 436 Other Securities 19 414 046 Decrease 9,157 Notes Unemployed - 5,936,900 Increase 2,065 The Bank of France return is not favourable. The bullion has been reduced £140,000, the notes in circulation 700,000, the bills discounted £820,000, and the advances on stock £72,000. On Monday next a meeting will be held of the creditors of Messrs. C. and J. F. Bowman, sugar refiners, who recently suspended payment. Bullion Increase Rest Increase Two o'CLocK. According to Reuter's telegram the French Three per Cent. Rentes were quoted at 68f. 70c. The English Stock Market has been rather Uctive, and quotations have been buoyant. The low values current during the last few days have brought in buyers, and their operations have produced a general ad vance. Consols have improved to-day per cent., viz., to 861 1 for money, and 861 8 for the account. The New Threes and Reduced Annuities are 861 ; Exchequer Bill s , 7 s . t o 2 s . di s . ; B an k of England Stock, 245 2461 ; India Stock, 208 209 ; India 5 per C en t s ., 1021 1; and ditto Enfaced, 5 per Cents, 101. Most of the Foreign Stocks show an improve luent. Turkish 5 per Cents. are 381 j ; Mexican, 201 ; ditto New, 181 ; Greek, 12 ; Spanish Passive, 241 ; the Certificates, 131 1 ; 611 ; the Confederate Loan, 51 6 ; Brazilian Scrip, 1 prem. ; and Egyptian Railway Scrip, 1 prem. United States Government 5-20 Bonds are 661 4 ; Erie Shares, 531 4 ; and Illinois, 7 44 75. The transactions in the Railway Share Market have been on a limited scale, but in several instances slight advance has taken place. Metropolitan h ave improved £1 ; and Great Western, Lanca shire and Yorkshire, and North Western, each ss. In the Foreign and Colonial undertakings the O nly change of importance has been a further ad vance in Grand Trunk of Canada, which are dealt In at 41. i. Bank and Miscellaneous Shares remain inactive, at about previous prices. Alliance Bank are dealt lu at 261 ; English Joint Stock, at 10 ; London il aok of Mexico, at 14 11 4 ; Union of Australia, at 50 i ; London Financial, at 151 k ; National Dis count Company, at 144 15 ; and Overend, Gurney, and Company , at 184 ; London Steam Towing Co mpany Shares are quoted 4 2 prem. ; and Chas. '4ailitte and Co., 21 24 prem. BRITISH FUNDS —ONE O'CLOCK . GOVERNMENT FUNDS. ° bar Cent. C onso l s R D e. Account, Feb. 8 B6 •Per Cent. Reduced B6 4 t AI W 3 per Cent B6l 4 4 .e r , W 3 i per Cent. Jan. 1894 — A " 0 . 5 per Cent. Jan. 1873 — s'lllauities 30 yrs, expire sth Jan., 1880 .PO. for 30 yrs, expire sth April, 1885 — t: - ' 0 (Red S ea T e l egrap h) , A ug., 1208 — Chequer Bills, £l,OOO, 3 per Cent. 7 2 o, £5OO 7 2 88,,,, D0 £lOO and £2OO . 1 " . '" G; England Stock, 5 p er C en t t h 4 P 3I AN GOVERNMENT SECURIT IES . - ,;dan Stock, 104 per Cent., April 1874 2OB 9 g 0 Account °. 5 per Cent. July, 1870 " 0 . 4 per Cent., Oct. 1888 ;-'O. Certificates D. Enl a ced Paper 4 per Cent — D O . 5 per Cent., Jan. 1872 °. 5 4 per Cent., May 1879 — e. 4 per Cent., Aug. 1866 — ,„. Bonds, £l,OOO — uo under £l,000 FOREIGN FUNDS—ONE O'CLOCK. ns3_,'4L. 13 an Bonds, 5 per C ent , 1859 ta h z ilian 5 per Cent _ " 0 . 41- per Cent., 1852-58-60 Do. 1863 ..,, Do. 1865 .-'0 Account — h 00 . Scrip, £35 paid ries Ayres 6 per Cent — .he. elccount e i ,"„e 1 per Cent. (Deferred 3 per Cent ) i wian 6 er Cent D P Cub 4 per Cent — rabian 6 per Cent. — ,pa., 6 per Cent. 4 r ) llis h 3 per Cent., 1825 — - 1- I °. 4 per Cent., 1863 — 0-°. 5 per Cent., 1773-77, £25 pa id — D a nubia n Principalities o A p_ .....ccount — nllador New Consolidated, 1 per Cent It — DO ., Provisional Land Warrant — Ptian 7 per Cent N °., Second Issue — "0 £ l OO Bonds — Do. (I) o .clOO Bonds 1864 93 7 1 f o.. 4 c p o e u r u C t ents., 1824-5, ex Coupons __— . ho Coupons , " 0 . Acc ount ;IDllatental per Cent. Dan 5 per Cent 1865 o ° Account ' .• Maremmana Railway — -er; tl ean 3 p er C ent "°. Account . D n 1864 l7l m ' ) 0 6 pe r Cent. A ng l o -F rench 40 tt t e v i d e a n 6 per Cent., , £3O paid °o rish Imperial 5 per Cent e h w Granad a _ " h e 2 p er C ent - DO Defe rre d b_ue Land Warrants (Hectares) 0. 6 per Cent, 1864 — t , 130 Guaranteed, 4 per Cent — e'llv iall 5 Cent , 0 per -1,.-0. Account ' l , - ,' o 3 per Cent. (Uribarren). — D' 4 i per Cent., 1862 poe Account O tlBll ese 3 per C en t. , 1853 D ° per Cent., 1856, '7, '9, '6O, '62, '3. tt4l"B. Account a s o i all 5 per Cent., 1822, £ St 904 I Do 1 i per Cent. 1850 Do! 4 4 per Cont., 1860 L ° 3 pex Cent. 1859 Do 5 per Cent. 1862 81 1 , (). 5 Per Cent 1864 93 - 4 1 , Mini • D o la 5 per Cent gto £1(0 Bands — p o ' It Per Cent — ar lisli 3 , Do. . per Gent tuo ~iccount 1 )0 iNew Deferred — to f, count Cert. 5 A ccount 244 4 o r , 60 Cert. of Coup not funded — 1%, Account l3l 4 w eds 4 b e. 4, per Cent. — l 'tlrlci si ,l Per Cent. 1861 I), A " . 6 per Cent. 1854 — D o ',“ - count — b c , " A Per Cent. 1858 D o A ccou nt 7Ol 1;14100 Bonds 14 6 Per Cent . 1862 Bot Account 68 XlOO Bonds 6 .01„ Per Cent., 1863 —` o S; Per Cent. 1865 — D cr IP, £35 paid ,121(0),lecount P e/iezuell'er Cont. Guaranteed — itt o a Per Cent. — to n account ° Per Cent., 1864 341 54 D44ticlibividencts on the above payable in Lonuon. 'lgi u ; ', 5 , P9r Cent., Ex. 10 Florins re44 , ,, - ** per cent., Ex. 25f 'lentos 3 per Cent. _ ( ion s i D (48 for n) TWO O'CLOCK. 0. A ceo _, tleY .............................. 861 -} mat ..1 ........... ......... so. B6l i • ~~I~: irsday. i n a car 'al High- Princess ueen and ‘ s arrived the 7.10 way, his in Sand -3 purpose doting in ts, which :m a jor- Windsor .. Jg . T he with an le priliCe , rove, toe here hiS a f a mily nd, aft er excellent shooting ij wood with the , major 'enadier Lord finish of )3 , M a jor lediately :to catch jaineS'S li ev e, of pearaec e no VO W° She gas executes ;he sing ° , natural lfe sang 7 d in al l marras/ ,fined her ore f °r- Bridg e '„ 1. Miss lea d st ass iste e of her I bel' n eoreciP Villiaws, n d other 100 1 t. ed upon owning -1 a i ne ; ri bers °` of th e r A glancli ,rquis ° 'ecil, th ° J a cob, ▪ C. I L • c urato ry Dur and 6° and the Queens- that tb e ishos 011 ntention, geneof r .y c c '' { terms O f To this ts,s 11 ° 111 ; Ties, b u 3ervices ; 30 for re - JEL minor 3 peculiar y matt ers C hurch. of 3 f e :: I n o Wk' norialisuts amoun t well as b's o utioe L ° nCll bade esPe t 0- • ice ; and, atthe pr°- hil° , 1r ma j e stl aforesai d y b e la,- Lo.- ----.,,, the at w ere iLD, 10' s 111$, Wes - 'ariCl' line. SHARE MARKETS.—This Day. ORDINARY SHARES AND STOCKS. hare ) Railways. Paid.! Closing Business Price. done. Bristol and Exeter Caledonian Cambrian. • . • Cork and Bandon 93 95 128 129 94 96 13 15 44 54 68 70 70 72 !Corn will Dublin & Belfast June. Dun„Perth, & E.London, scrip Certi. Do. Glasgow & S. Western G rear Eastern, ( )rd. ark. 114 116 37 39 7 8 Do. E. Aug]; st No. Great :forth of Scotland Great Northern 1 27 128 194 146 D A stock Do. B stock Do. i\ew, is. at 25 pry Gt. S, and W. of Ireland Gt. Weste. n Oritzinal I) . ti. VA , . Rail gua. Do. South Wales 1)o W Mid.— ( word I , o. Newpo o. fie 92 94 58i 58 39 fl 3-1 37 01 03 ,20 121 kN9 P ) 9 , 98 35 37 Lane ,shire YorksinreJ L ndon and Illackwalll Lon., S Coast 'Lon., hat., and Dove r Do. Metrop. r x. A.. Lon. Sz orth Western Lon. t South Westexti Man., Shet., £ Lincoln 1242 1251 93 v 5 55 581, 34 I 6 22 31, 1 Hp 99 101 Do. New Do Extension... Metropolitan District, vo _ d do. Do. and . -- t.. John sW'd Nlid and Do. £9 Share. 122 124 It 92 94 . dz Derby ‘lid Kent .. North British 58 59 Do Ed., Pth , & Dun. Nth. Eastern—Berwick Do. (4.N•E purch,k, Do. Leeds Do. York Do. Carlisle .... Do. :• , tock.& Darling. Do. do. 1860-61 North Loudon .. Do. do. 18n4 Do. in. 1863 North Staffordshire N. & S. W. Junction ..;cottish C. ntral - "cot. N E , Aber. stock 0..‘,C0t, Mid. nt Shropshire Union , outh Devon outh E stern •tafues, Wok., & Wok fall Vale I Do. c Vale (Iv Neath Waterford Kilkeiany, Waterloo t Whiteha Weat Cornw 11.1'1'1Sii 1' Atlantic & St. Lawrence Bom.,Baroda, Cen.ln. gu• 5 Per cent Do. 1 0 shares IBufralo & Lake Huron, Do Preference ,„„1 Buff Braut,&Goderich 6 p.c. 872-3- I Calcutta & S. E., lirn ale Town & Dock, gu 1 Demerara, 7 p.c. per. p East. Ben al, gu ' 5 do' East I diau, gu. 5 p.c. Do .1 Extension , irandTrunkot Canada Do. Equip Mort, Bonds 1 charge 6 p.c Do. let let Bonds Do. do. deferred Do. 2d Yr. f. Bonds. Do. do. deterred ... 1)o. d Pref. stook... Do. do. deferred ... Do. 4th Prel. stock Do. do. deterred ..•• Gt. India Pen. gua. sp.c o. Gua. 5 per cent Do. New gua. S p. c• Gt. South of India • gua. 5 per cent D . 4 per cent... • Do reat W , R. of Canada D New., • Do. 6 p. c. 8d... pay 18731 o. 5 do. pay. 1877-ri• • Indian Branch, limited Madras, gua. 5 p.c •• • • Do. 41 do Do. + do Do. Fifth Kxteuelo. Nielb. Cor. 6 p. c. Bnds. Mel & Hudson's , saY•• N. It I.C'da, 6pc lst pf. be. •cinde Do. Delhi Do. do Do. Punutub Z . Do. Ind um St Flo 1..),S IAL (i 0 V Eit, British Columbia, 6 per' cent., Dec. SI, 1872.. Can.Gov.6 p.c.J a.St JOY 1877,4 Do 6 p. c. Feb. Sz Aug D sp. c. Mar. & Sept to. 5 p. c. Jan. & July Do. 5 p Inscribed sk Cape G. Hope, 6 p.c. 1873 Apl. Oct 1890-19u0 Do. do: 1 , 8 .-9 Do. .Jan.&July, 1139..-9 Do. 5 per cent. 15 April and '5 tint., 1900... 'Ceylon, Nov. 1868, 6 p. Do. 1878, do Mauritius, it p. c, 1873, Jan. and July Do. 1-78 ' Jo. .88 ?, May 5, Nov. Do. 1895, Feb. & Aue Natal , ov. o per cent N.13.G0v.6p.c.Ja.&J ul) N. S. W. Gov. 5 p - c.,1866 Do. 5 p.c. 18 1 to .87 Do. 5 p.o. 1888 to 189 ‘ew Zealand, 6 p. cent Do. 5 per cent.... .. • ova Sc tia Gov. 6 p. c ' sterling, 1875 ueensl,tnd Gov. 6 p. c 3. Aua.Gov. 6 p,c 18e8- I Do. 18;8& upwards Vic,Gov. 6 p.c. Ja e J uly Do. do, ,pril & Oct BRITI Cam Consul. .old, lira (.;11iverton lifford malgamated. heron G. Coes. (Tavist orakewalls East Bassett (Illogani b.ast Cara on Eas. i_;arn Brea o.ast Grenville East o r unnislake. Ear,t I,oveA E. WI Russell ;Tavlstk Gam.& StAubye(G wcu. l hr at L xcy, limited Great South Tolgus Great Wheal G. Wheal Vc.,r Heist Grenvil.e lierod's Foot Ring,ston *,owns ...... Margaret , Uny Lelant Marke Valley riwy tidy Iron Ore, Hui New Se ton North Roskear ..Wh'l Bassett !Itlogan North Whe .1 Crotty Prosper I inited... Pr vidence Uny .lant i S. Caradon 'St. Cleer) Suuth Condurrow S.Wheal Fran. (I Hogan stray Park Tin Croft 7igra and CI gan, Um_ %Vest assettabogAn . W. Caration L ekeard West Chi verton ....... . West Seton Wheal Bassett 'Mogan' Wheal Butler (itedruth Wh ea t Mary Ann (Men. Wheal Setou . Wlie4i T. eiawney I.is. 7 28 111 112 72 73 105 106 36 38 lu 11 124 1 26 2 2 k 2 26p1 75 77 11 12 147 149 64 66 112 114 55 57 73 74 8 9 145 150 3 1 p 101 103 51 53 ;SoION- 55 60 99 10, ip 6i 6f 1U 11 75 80 96 98 60 70 100 102 100 101 10 103 38 89 87 89 66 68 57 A 2 57 59 52 57 46 50 42 4 6 35 36 31 35 101 143 P a t P 9 , 3 100 91 93 161 81 41 4 •I 12 04 84 • 6 1 4 ti 9) 100 90 112 86 88 64 '6 ,4 t+2 98 99 93 99 i & 96 99 m.l' SECU 93 V 93 1,6 93 96 79 8l 73 SO 191 103 104 106 104 106 101 10.1 90 92 iOl 103 106 I 8 .02 11'4 03 .05 103 1(5 1 , 4 06 91 01 1(3 92 94 87 89 WO lot Be, 84 97 99 ggi ou 104 106 105 106 H MINES. 9 10 18 2. , 57 690 18 2') 84 94 5i 61 3 3) I 24 3 3, 5 7 20 21 14 2 34 t 32 54 40 II 51 5 7 4 44 2! 14d 40 50 1s 15 i I I i 37 39 410 43,) 2 rj 8 22 9 Il 19 20 4 6 3 4 8 10 79 82 190 2ou t-)5 1 0 27 3 3 5 20 23 .7 18 •rtr:terat,l4lN , ltt; Great Western Orig. 4i per cent ;pr., 90 4 Great Western, 5 per cent., rd. pi., 00 1.011d013, Chatham, and Dover per cent. pref., 91i 902 North Eastern, York H. and Selby purchase. lui Piot NNCE B.llAttEs AND.STOUICs. London and S.-Western 44 per cent., 971 south lasteru 1 per cent., 1639, 80 lAN Es LEASED AT FIXED RENTALS. London and Greenwich, 61i teo RAJA (iN RAIL WAYB. ntwerp and Rotterdam. ill Dutch Rhenish. 21 Sambre and Meuse, gi San Paulo. hin., ua. 9 per cent., 16 West Flanders, 71 FOREIGN MINKS. Chontales Gold and Silver mining, 4 j 31- St. John uei Key, lira., 504 BANKS. Alliance, li ~ 26j Anglo Egyptian, lim., 12i A ustralasia.72 Chartered Bank of India, Australia. and China, 221 Consolidated Bank, lim,, 91 Eng ish Joint Stock, Dm., 10 European Bank, lim.. 12 11} Imperial Ottoman, ,2 1 13 Ditto, new. 12 Lard Mortgage Bank of India, Um., 4 London B .nk of ext..° and S. America, lim., 111 I Loudon and County, 76 5, 7 London:Joint Stock, 47} London and N eatminster, 04 e. ropoiitan and Provincial Bank, lim., 17 National Provincial of England. Ditto, d and d issue, 44 Provincial Banki,.g ;orporation, lim., Union of Australia, 50a hIISCELLANEOUB. _ _ --------- Ceylon Company, 9) City of Lon .on Real Property, Um., 31 I Co. , mercial Union, Insurance, j Credit r minter and Mobilier of England, si 8 Credit Funcier of Mauritius, lien„ 8 Crystal l'alace, 35 Egyptian Com. and Trading - , Rm., 41 (len. Credit and Finance of London, iim., 54 Imperi4 Mercantile Credit 8 80., 1, M., 66 1 International Financial 'society, lim., Interational ~..and Credit. lim.. 01 Dalian Irrigation (Canal Cat our Ditto, per cent Bonds, redem. It7o, issued 90, 771 lain Stock Discount, lim., 11 4 London Financial Association. lim 14114 N.tional Discount ompany, 141 15 ice,in ..arine Insurance). 2 Overend, Gurney, and Co., Jim., 19 181 Quebrada Land, ttc,ll. and Mining, 4/ 1 I Royal Mail steam, 1094 9 South African Mortgage and Investment, lim., 21 Telegraph Construct', n and Maintenance, Um., 8t Universal Marine, Insurance. lim., 31 The Price of Gold. rh e quotation of gold at Paris is about 14 per mille prn., and the short exchange on London is 25.15 per £1 sterling. On comparing these rates with the English Mint price of 178. mid. per ounce for standard gold, it appe,..'s that Itold is about the per cent. dearer iu Paris than in London. By advic,s from Hamburg the price of gold is 424 per mark and the short exchange on London is 13.41 per .£1 stcrlin . Standard gold at the Engll.ll Mint price is, theret9re, at about the time price in London and Limburg. 58i i 1“) 1251 91 136 51 61 23i 3 6j V 3 111 i I P 100 100 100 lou all 100 all 100 100 100 6.13.4 100 00 100 all 100 all 100 100 100 ilo 'OSS.HI 12142 4 394 411 351 102 } i i i ITi ts. 101 I all 0.14.6 14.9.6 40 8. i 8.0 8.10.0 5 10.6 13.17.6 4.10.6 f. 4.0 2.13. 7.1.6 10.6.7 li 3.2.0 IS AR 9 35.15.6 9 all THE SUN, LONDON, FRIDAY EVENING, FEBRUARY 2, 1866. AMERICA. THE LOSS OF THE LuNDON. OFFICIAL INQUIRY-(TIIIS DAY). This investigation was resumed this morning at the Greenwich police-court, before Mr. Traill and Captains Harris and Baker. At the request of the Court all the witnesses were requested to retire and remain in waiting in the private room. John Jones was then called. He said—l was the chief engineer of the London. I held a certificate of competency from the Board of Trade when I joined her. It was my first voyage in the vessel. We left London on the 28th of December last. Our machinery went without the slightest trouble as far as Plymouth. We were then in charge of a Trinity House pilot. Mr. Greenhill and Mr. Harmer, the second and third officer, the stoker, storekeeper, six firemen, and three coal-trimmers, composed the engine-room crew. The second en gineer also held a certificate of competency. We had our fires alight when we left the dock. The en gines in going out of the dock were going about 30 revolutions. We went slowly down to Gravesend, and the rest at full speed. When the weather be came, rough off Dungeness the engines worked well. We were then going at six or seven knots an hour. We keep a log-book in the engine room : it was lost. I have nothing particular to relate relative to the voyage from London to Plymouth. We arrived at Plymouth at daybreak on the sth of January, on the Friday morning. Nothing occurred at Plymouth. There were about 50 tons of coal on deck when we left London, and we had 5 or 6 tons remaining there when we got to Plymouth. We left Plymouth just after 12 on Friday night, having replaced the coal we had con sumed coming from London. It was stowed partly round the engine room hatch and the steam chest. It was placed there for immediate use. It is the usual practice to place it there on the starting of a steam vessel. I don't think we had 20 tons on the deck when we met with our misfortune on the 11th. The weather, when we left Plymouth, was mild. I think a part of the 20 tons was washed overboard, the other was lying about the deck. Mr. O'Dowd—Did any of it come below ? W itness—N o. Mr. O'Dowd—Did you see any of it near the scupper ? Witness—Yes. I saw some knobs of it tumbling about as the vessel shipped the sea. Captain Harris—What quantity of coal was on the deck when it broke loose about the deck ? Witness—l cannot say. Captain Harris—Can't you say how much ? It is a serious thing you know to have coal lying about in a heavy sea. Witness—No, I cannot. It was lying about when we shipped the big sea. I was knocked against the lee scuppers and hurt my shoulder. After leaving Plymouth we went at the speed of eight knots an hour. I can't say what course we were steering. The weather was then very mild, and it continued so during the whole of the 6th. It freshened a little between 6 and 8 in the evening. It continued to freshen on the 7th (Sunday). It was not squally. The weather was increasing with the sea at the time. The vessel was kept to her course under steam that day. I could only go on deck when I was off watch. Mr. O'Dowd—Up to Sunday did the ship make any water ? Witness—No, not that I am aware of. • Mr. O'Dowd—We now come to the Bth. How did it occur ? Witness—l saw the foretop, topgallant, and royal masts hanging down. I did not go forward to observe the jibboom. The masts were hanging against the big mast. Capt. Harris—What were the crew doing ? Witness—l cannot say. They were all busy securing the wreck. Mr. O'Dowd—Did you see the spars secured ? Witness—Not that day ; 1 believe they were the next. The upper masts were hanging by the cord ing. I cannot say how near the deck they were. The ship was labouring heavily at this time. Her head was to windward. On the 10th I saw the rigging secured. No damage had then been done. They were lashed round the stump of the foremast. I don't think that any of the other masts were car ried away that day. I did not notice the boats. Captain Harris---Was she taking in sea while her head was to the sea on the 9th ? Witness—Yes, but not much. Mr. O'Dowd—The engine -room was then quite free of water ? Witness—Y es. Mr. O'Dowd—How did the engines work ? Witness—They worked well till the fires were put out on the 10th. Mr. O'Dowd—Did anything occur before three o'clock on the morning of the 10th ? Witness—No, nothing. The engines were then working well. At that hour orders were given to go at all speed. Mr. Greenhill gave the order, he having received it from Capt. Martin. Mr. Green hill was on watch at that time. I did not hear the order given. My watch would commence at half-past four on the morning of the 10th. When my last watch terminated I went sometimes to rest and at other times into the engine room. Up to that time everything was going well in the engine room. My watch commenced and continued till half-past eight, during which time the vessel was going at full speed. My watch again commenced at half-past four in the afternoon. I was then re lieved by the second engineer. After this I did not leave the engine room for many minutes together. I ine :ply went on deck and remained a few minutes. On the 10D:2; when I went off watch in the a complete gale. Wh en morning, it was bi l k:Y/ing I commenced my watc:2 on the evening of the 10th, I found the thin gs All right in the engine room. She was then goii3,7, at full speed. At half-past eight I went off &sty. I was relieved by the second engineer, where I remained until half-past ten at night, when the big sea came and washed away the skylight of our engine-room. I came from my berth directly, and went into the engine-room and found the second engineer stand ing by the engines. The room was flooded. I did not remain to see the depth of water there. There was a great body of water coming down the hatch way. I ran on deck and saw the whole of the skylight gone. I don't know -what became of it. It was a dark, bitter night. I then went below, and shortly after, in a minute or two, the engines stopped themselves. The water came down over the engines, and ran into the stoke-hole. When I went down the second time the fires were out. I did not observe how they were wiion I first went down. Captain Harris—Do I understand that all this occurred very rapidly ? Witness—Yes, sir, very. Between the shipping the sea and the stopping of the engine. The cover ing of the hatch was made of wood and glass. The wood appeared to be very thick and stout. Mr. O'Dowd—When you found the fires were out and the engines not working, what did you do ? . _ Witness--Shut the doors of the after bulk head. That is the door that enters the screw alley. I then went upon deck. The water was at times stream ing down the hatchway every time we shipped a sea. The vessel was then labouring very heavily, and constantly shipping seas. Tarpaulings and can- . - vas were brought, and they tried to nail them down _.. . over the aperture, but the men dashed into the lee scuppers and were washed away. [We shall continue the report in our late edition.] A portion of the following appeared in our impression of yesterday : Mr. Talford Salter, who attended on the part of some of the survivors, applied to Mr. Trail for permission to cross-examine some of the witnesses. Mr. Traill refused the application, as the present was merely an inquiry. Any question the learned gentleman wished could be put through the asses sors. Mr. Talford Salter said that being the case, he would withdraw from the examination. The first witness called this morning was Captain Richard Stoller, who said—l am au officer in her Majesty's Navy, and am engaged at Plymouth, acting under the Emigration Commis sioners. I have held the appointment for eight years. I went on board the London in the dis charge of my duty at noon on the sth of January. I was accompanied by Captain Martin and the surgeon of the ship. I made the usual in pection of the ship, according to the Passengers' Act. I did not observe that she had sustained any damage on her voyage from London to Plymouth --not the slightest. The examination I made was, going round the deck, looking at the boats, seeing that the life lAtoys were in their place, and that sort of thing. I took a general view of her rigging and spars, and then I looked down into the engine room, and sent for the chief engineer to speak to him. Ile reported to me that his department was in first-rate order. I had a general conversation with him as to how the engines worked coming down to Plyl9Puth, as I knew they had had sonic very rough weather. He told me the rate she had steamed, Which was very good, but I forget the exact terms. I knew it was very good, and it surprised me, as I knew that her maximum rate of speed was not )nore than nine knots, and that convinced me that the vessel must be in good trim. I saw the surgeon and got his re port. In fact I made as general a survey of the ship as I could. As she had merely touched at Plymouth to take in passengers and coal in place of that she had expended on her way down. Captain Baker—How many tons ? Witness—Fifty tons was paid for, but I did not think it was as much. Captain Baker-IVhere was it placed ? Witness—lt was stowed round the engine-room hatch and steam chest on the upper deck. Captain Baker—Was there any placed in the after combing of the engine -room hatch ? Witness—No. Captain Baker—Then, we are to understand that there was a space between the coals ? Witness—Oh yes. There was a gangway through the stowage. Mr. O'Dowd—Did she ship a considerable quan tity of passengers, baggage, or cargo ? Witness—No. Only articles for the present use of the passengers shipped there. Mr. O'Dowd--Although she only called at Ply mouth for passengers, it was your duty to examine the ship as to her state of seaworthiness. Witness—Yes. Mr. O'Dowd—You have in fact to see that she is well fitted to go to sea. Witness—Yes. Captain Baker—Did you notice her draught of water ? Witness—Not critically. Captain Baker—What do you mean by that ? Witness—There's a great deal of water, and you cannot tell accurately under such circumstances. Captain Baker—You did not partially notice her draught of water? Witness—No ; I thought the vessel was in good trim. Captain Baker—By that you mean not deep ? Witness—Certainly. Every steamship must of necessity be a little deep on leaving port, otherwise her form would soon be out of water and become useless. I have a memorandum of the reading of the barometer on board the harbour-master's vessel in the Sound of the sth, 6th, and 7th of January last. At 8 a.m. on the sth it was 29.90 ; at noon it was 30.04 ;at 3 p.m., 30.07. On the 6th, at 8 a.m., 30.17, rising all this time, it will be observed ; at noon 30.25 ;at sunset, 30.18. On the 7th, at 8 a.m., 29.76, at noon, 29.78 ; at sunset, 29.78. The London left Plymouth at midnight, on the sth, and next day it was fine and calm, and continued so for four and twenty hours after. The barometer for some days had been jumping about. Captain Baker—Then, from your impression, fiom the rising of the barometer and the state of the weather on the sth, was it safe for a ship to go to sea? Witness—Yes, certainly. The weather continued fine all the next day. Mr. Traill—Was the coal properly stowed so as not to interfere with the navigation of the ship or the comfort of the passengers ? Witness—Yes, certainly. They were stowed four bags deep and four bags high. The bags were laid lengthways. On former voyages she carried her coal in a similar manner. I cannot say it was , the same quantity. It was the regular place for it. Mr. O'Dowd—lf all had gone on well it would have been consumed in a few days ? Witness—Yes. Had there been any necessity the idlers on board could have thrown the whole quantity overboard in half-an-hour. Capt. Baker—Did you muster the crew before the ship left? Witness —No, I asked the captain whether the crew was the same that he had on board when he left Gravesend, and he told me it was. That satis fied me. I am'sure none of the crew left the ship at Plymouth. It is not compulsory to muster the crew unless I suspect fraud. The captain told me he was going to ship three extra hands, but he took four A. B's. Five were entered but one got drunk and didn't go. Capt. Harris—Do you consider it prudent for ships to go to sea in the winter with a great quantity of top hamper aloft ? Witness—All merchant ships go to sea in the winter with their royal masts on end and topgallant yards across. You cannot get captains to strike them. Men-of-war do not do so. lam astonished at the practice. Mr. Traill—You mean you are astonished at it because you do not think it a prudent course. Witness—Yes. Another emigration ship since the London sailed went to sea under such circum stances. I have no power to order the yards down. It would be much better if merchant vessels went to sea in the winter months with stump topgallant masts instead of the long ones. Mr. Isaac Cole, recalled—l superintended the loading of the London in the East India Docks, under the superintendence of Mr. Charles Wigram, previous to her last voyage. We took the cargo in in six days. I can't say how many coals were taken in, but I know the quantity of dead weight, con sisting of liar and sheet iron, amounting to 345 tons. The bar iron was stowed crossways ; the sheet and bundle iron was placed on the top of the other. It occupied a space of about 56 feet in length, 24 feet in breadth, and 5 feet deep. I did not stow anything else away as dead weight unless you call agricultural implements so. They go by measurement. Mr. O'Dowd—You are speaking now of her cargo, excluding her dead weight ? Witness—Yes. Her cargo consisted of cases and bales amounting to 963 tons. Mr. O'Dowd—Does that include the agricultural implements ? Witness—l cannot say. The London's was what was called a Melbourne carge• On an average 35 tons weight would be equal to every 100 tons measurement. It was a very light car go . I put the kentledge on board the London on her fir s t tons. voyage, it amounted to 200 The the iron, and measure ment goods were stored over some in the main and after hold. a the cargo Mr. O'Dowd—Was a n y stowed on deck? Witness—No, not any. Captain Baker —What was the Weight of the stores, provisions, and water ? Witness—about 120 tons of provisions. I can't say the weight of the water; the tanks I know were all filled. Mr : ° was 'l3" great part of th e passengers ' baggage cl—A stowed away in the East I n di a d oc k. Was it not ? Witness—Yes. That which was not required on the voyage was stowed in the forehold. It men- pied about 50 tons space of room. I superintended the stowage of the cargo on all three voyages of the London. She carried quite as much cargo on the first as on her last voyage. On her first voyage she carried dead weight 180 f tons iron, and 773 tons measurement goods. On the second voyage the total weight and measure was 1,347 tons. Captain Baker—That is exclusive of the kent ledge in all cases. Witness--Yes. Her last voyage was 1,308 tons. She had about the same quantity of iron the second voyage as the last. Captain Baker—You had a larger cargo on the second voyage than the last. Witness—Yes. The kentledge was 150 tons down the main hold from the after part of the main hatchway, within about 20 feet of the after part of the fore hatchway, and the rest was put in the after hold from the fore part of the after hatchway to the tank room. The tanks were on either side of the screw alley close up to the deck. The dead weight in the main hold was stored on billet wood over the kentledge. The thickness of the billet-wood was from 9to 10 inches. We filled chock up to the beams with measurement goods both in the fore and after-hold. None of the dead weight iron was carried there. Fifteen tons of coal were taken on board for the ship's use, and stowed in the fore-peak. There were no other weights there. The coal filled it up. -The magazine of the ship was away aft; it was built over the tunnel. It was my duty to take in her spars. She had a spare topmast, topsailyard, jibbom, flying jibboom, and two or three spare topgallantmasts and stunt-sail booms. The top mast and topsail yards were stowed on deck, and the other spars on the top of the house. Those on deck were secured with ring-bolts, and those on the house were lashed to ring -bolts. Her topgallant and royal masts were in one spar, fore and aft. The fly-jibboom was distinct from the jibboom. The second officer of the ship was down in the hold every day during the stowage of the cargo, and Mr. Charles Wigram was also there every day, and, as far as the dead weight was concerned he would have directed me had any alteration been required. Mr. H. Caulier—l am principal of the searchers department of the Long-room, Custom-house. I receive all the shipping bills for goods exported from the port of London. The bill means the entry outward of goods exported, showing the value, quality, and description of goods. It is not pos sible to obtain a better description of a ship's cargo than the shipping bill. I find that the dead weight on board the London, such as iron, plate, bars, sheet-iron, lead and shot, stone blocks, iron nails, and screws are declared to weigh 347 tons 4 cwt. 3 qrs. 18 lb. ; other weight, such as hardware, agricultural implementt,-&c., 13 tons 19 cwt. 3 qrs. 4 lb. I don't think it could all be called dead weight, because it is in cases. In looking over the bills of the London, I find the cargo of the London to consist of millinery, woollen goods, ribbons, haberdashery, flannels, cotton, glass, &c., and just such as usually go to Melbourne. They were all light goods. The total declared value of the cargo of the London was £124,785 17s. 4d. The value of the bonded goods, such as cigars, would amount to about £2OO. Mr. Cole recalled. Mr. O'Dowd—After everything had been put on board the London on her last voyage did you see her draught of water whilst in dock ? Mr. Cole—Yes. It was 20 feet forward ; aft 20 feet 9 inches. Capt. Harris—Was that after the 50 ton of coal was put on deck? Mr. Cole—Yes. Mr. O'Dowd said that would be the whole of the evidence he had to offer relative to the cargo and stowage. He should now call witnesses to speak to the navigation of the ship. Mr. George James Thompson—l am a licensed Trinity-house pilot, and have been so upwards of 34 years. I was engaged to pilot the London on her last voyage from London to the entrance to Plymouth Sound. I went on board early in the morning of the 27th December last. I took her to Gravesend, and after we had taken in the live and dead stock and baggage I took her draught of water myself, and found it to be 19ft. 9in. forward, and 20ft. 9in. abaft. I have piloted her on her former voyage. On her first voyage, atGreenhithe, she drew 19ft. forward, and 20ft. abaft; on the second, 18ft. 3in. forward, and 21ft. 9in. abaft. The difference on this occasion was to ascertain her steaming qua lities. Her coals were placed abaft. We anchored at the Nore on the 30th, and remained there all next day because it blew a gale from the S.W. We got under weigh at daylight on Jan. 1, and as we were. passing the South Foreland lighthouse in the afternoon they were lighting the lamps. Here we took in sail and went on under steam. At 8 o'clock we were off Dungeness, and at 2 a.m. the next day we were abreast of Beachy Head. During the day , the wind began to freshen very much, and not be ing able to weather St. Katherine's Point, I put her about. I then consulted Capt. Martin that it would be better for us to go to the Motherbank, as the weather appeared so squally and unsettled. He went down and looked at the barometer, and on his return he said he thought it the most prudent thing to do. We accordingly anchored at the Mother bank about half-past 3 p.m. During the night it blew a heavy gale of wind from the S.W. On the 31st Jan., at 10 a.m., we got under weigh and pro ceeded for the Needles, which we passed about 4 p.m. There was a heavy sea outside, but we made very good way, and at 8 p.m. we passed Portland. At 2 a.m., on the 4th, we sighted the Start Light, and about 7 a.m. we were abreast of it. The weather then became thick, with rain. Strong wind from the S.S.W., with a heavy and confused swell on. About half-past 9 a.m. distinguished the land and steered for Penlee Point, and anchored at Plymouth Sound at noon on the 4th, being about 22 hours from the Needles. I then left. We had a very heavy sea down. She took some water on the 4th, as there was tremen- dous and confused seas on that day. She went al out four knots an hour. I considered the perfor mance of the ship satisfactory. When we got to Plymouth she had but four or five bags of coal on her deck. The coal did not shift at all, notwith standing the vessel made one or two heavy lurches in consequence of the tremendous sea. It did not occur to me that the London was too deep in the water. I sent the chief officer, Mr. Harris, to measure her draught, and he told me he had a foot to spare, as he had nearly nine feet clear from the water's edge. By Captain Barris--I give the e x t reme draught of water, as pilotage is charged by the foot and not by the fractional part of a foot. It is both for my own interest and also for the Trinity that I should give the extreme draught. I should not call the London a wet ship. • Captain Harris —Did she steer well? Witness—She was a long ship, and considering the weather she required care. Captain Baker—Did you set the mizen staysail going to Plymouth ? Witness—Yes I did. I considered that to be a good stormsail. We. bent a fore staysail at Grave send. The canvas of the sail was very stout. It was No. 1 quality. In my opinion the London carried efficient canvas to lay to in any gale of wind. I piloted the Peninsular and Oriental ships out of London. Mr. O'Dowd—As the next witness, sir, will be the engineer Greenhill, who may be considered to be the great witness in the case, and as his examina tion will occupy a considerable time, I don't think that it would be proper to open his evidence at the present time (4 o'clock). I therefore, sir, shall ask you to adjourn the investigation until to-morrow morning. _ _ Mr. Traill then adjourned the proceedings until to-morrow. How CASUALS ARE RECLAIMED.—Not a night passes but amid the foul scum of blackguardism and worthlessness which drifts into the casual ward there is a percentage of undeserved misfortune and innocent help lessness. How much can be done towards distinguishing and assisting the latter, is seen from the records of the refuges ; how much more might be effected by an efficient staff of officers, whose sole duty it should be to take charge of houseless wanderers, can only bo understood by those who have mingled night after night with these poor people, have heard and tested their stories, and been at the pains of examining into their past, and, in some instances, watch ing their future career. The casual poor are a distinct class, with subdivisions, nice points of distinction, pecca dilloes, and idiosyncracies, peculiarly their awn. To deal with them effectually, to restore some to the ranks of honest labour, to cope with the abandoned pro fli g acy and vicious indolence of others, and to mete out justice and ensure food and shelter to all, it is absolutely essential that the official machinery should be carefully ado p ted to its purpose. There aro numberless subtle diffic ulties connected with the effort and self-devotio n . treatment of houseless wande rers, which can only be mas tered by patient, u nwearyin a few kind and judicious Many instances have occurred, within my knowledge, where a little painstaking and questions have resulted in the rescue of an abject wretch from a life of misery and shame, and in restoring him to one of decency and repute.—J. C. Parkin:on in " The Fort nightly Review." ARRIVAL OF THE BORUSSIA.. SOUTHAMPTON, Feb. 2.--The Hamburg and American Company's steamship Borussia, from New York on the 20t1 ult., has arrived here. She brings 66 passengers for this port, Havre, and Bremen ; $151;135 for England and $137,500 for France. On the evening of the 20th the Borussia spoke the steamers City of New York and the Hansa. Her news has been fully anticipated. Adventure on the Niagara River. (Front the Buffalo Express, Jan. 16.) _ . We have to recount this morning one of the most fearful and extraordinary stories of perilous adventure, death, and suffering that it has ever been our lot to make public• Of the three actors and sufferers in it, one is a prominent and widely-known gentleman of this city, Mr. William A. Thompson, the proprietor, and now vice president of the new Erie and Niagara Railroad, running from Fort Erie to Niagara. We have obtained the particulars of our story from the lips of Mr. Thompson, who survives to relate such an experience as few men in the world have passed through. It seems that on Saturday afternoon the quantity of ice passing pown the river from the lake caused the ferryboat plying between Black Rock and Fort Erie to suspend her trips. Mr. Thompson, who was on the other side and de sired to cross to this, accepted the offer of a coloured boy, Wm. Bartlett, to row him across in a small boat, not realis ing at the moment the difficulty of the passage occasioned by the movement of the ice. Subsequently he was joined in the trip by a man named Warren, foreman under the contractors of the Elie and Niagara Railroad, who was very anxious to reach this side in time to take the 6 p.m. train to Suspension-bridge, going home to his family at Prescott, C.W. On reaching the river side, Mr. Thompson saw the hazards of the attempt at crossing, and would have receded, but Mr. Warren pressed him to go on, and he was prevailed upon by his companion's anxieties. About half-past 5 o'clock the three pushed out into the stream. They found much difficulty in making their way through the ice which ran close to shore, and again Mr. Thompson advised a return. But presently getting through the shore pack of ice they found clear water, and went for ward confidently, meeting no obstacles until they again neared the shore on the American side, near the Erie Mills, when the ice pressed upon them thicker than in the first instance. Mr. Thompson then gave an imperative order to the boy to back away and return, but it was too late. They had entered so far that return was impossible. They were caught by the ice, wedged fast between its grinding cakes, and could go neither forward nor back. Another moment and it had crushed the sides of their beat, so that it began to fill rapidly and sink. The three immediately leaped out upon a cake of ice nearest at hand, which proved to be but a small one, scarcely larger than a door, and drew the boat partly upon it after them. Their hope was in being able to turn the craft bottom up and mount its keel, in which position they might be floated by it, but the mass was not large enough to permit such an operation. Mr. Thompson then at tempted to bale out the boat with his cap ; but while doing so the boy Bartlett cried out that the ice was upon them again, and they had barely time to throw themselves into the half-filled boat when the piece upon which they had stood was crushed by another mass coming down upon it. An instant mere and the boat was also struck, turned bottom upwards, and Mr. Thompson and Mr. Warren plunged into the water. The negro boy succeeded in leaping upon an ice cake. Mr. Thompson sank once and came up, when he clutched the boat, made his way to the stern, and climbed upon the keel. Here he saw his companion Warren sink ing for the last time, a short distance away, and drowning before his eyes, while he was utterly powerless to help. He had scarcely witnessed this when death rushed upon him again. The boat was once more struck and rolled over. Again he sunk, and again, on rising, he clutched the boat, which again had righted itself. Climbing into its stern, which sank with his weight two or three feet below the surface, he sat for a time with the water to his chin. By this time it had long grown dark. He could see but little about him. Presently, a cake of ice drifting down upon him, he put out his hand to ward it away, and feeling it to be several inches thick and apparently of some size, he con cluded it best to escape, if possible, from the boat to the ice. He very nearly failed in doing so, barely getting his breast upon the cake when ho sprang from the boat, and finding it impossible to lift his body from that position. Providentially, however, the boat in rising just touched his foot and gave him a slight push forward, after which he was enabled, by long and exhausted efforts, to crawl upon the cake. Hero he stood upright, and not knowing the size of the ice raft dared not move. Hailing the boy Bartlett, he found him still afloat on his bit of ice, 100 or 200 yards away, loudly engaged in frantic prayer. And now began the wonderful voyage of the river through the darkness and the storm of freezing sleet which fell upon their frail rafts of ice. Those who were out that Saturday evening will remember what a bitter night it was. A fierce rain, driven by keen north winds, stung the face of the tra veller, and cased everything exposed with a quick mail of Ice. To all this pelting storm these wet and exhausted cast aways, drifting along the cold waters of the Niagara, with the horrid dread of imminent death to freeze their h3arts within them, were exposed for three mortal hours. Mr. Thompson had lost both cap and gloves. His clothing was frozen into the rigidity of iron armour, and he became in capable of motion, except as he lightly swung his arms to keep them flexible. All that he could do for himself was to shout and cry for help, which he steadily did, and with the whole strength of his lungs, for hours. Fortunately pos sessed of a magnificent physique in every respect, his voice was capable of exertion. Once, somewhere in the vici nity of Lower Black Rock, ho received a response from shore, but to his appeal for rescue the voice, out of the darkness, replied that it had no ears and could do nothing. The miserable fool, or worse, who heard and hailed, seems to have made nu effort to rouse his neighbourhood and set its energies to work for the rescue of the perilled men who appealed to him. And so they drifted on beyond Black Rock, beyond Strawberry Island, past the head of Grand Island, and steadily onward to those currents of the great cataract where no hand could save them. Steadily the cry for help rang out across the water and through the black night, and no ear heard and no tongue answered. Three hours had passed—seven miles of the river traversed—it was 9 o'clock of the night. Hope began to die in the heart of Mr. Thompson. He called to his companion, the negro boy, and gave him a message for his wife and children, if it should be his lot to escape. His thoughts, as he describes them,were very quaint and curious. They were too busy to give an opportunity for fear, and death was faced calmly and coolly. _ _ And so they drifted steadily down, between Grand Island and the American shore, until Tonawanda was passed, and the last houses upon either shore from which help could come before help should be too late were going by. But there, at the last, by the good providence of God, help did come. The shouts were heard on the Grand Island shore. Lights began to move from house to house. The neigh bours were running together. Presently the gleam of a lantern moved upon the river, and they knew that boats were coming out. Mr. Thompson, when reached, had to be rolled into the boat like a log. He was taken off by Mr. Chas. Poplar and Mr. George Gilde. Another boat, manned by Mr. Win. W. Blackney and Mr. John A. Bacon, rescued the boy Bartlett. Tho boy, being thinly clad, had nearly perished when taken off; but Mr. Thompson, a man of large, robust frame and great vitality, felt himself capable of enduring an hour or two more of the bitter trial. Astonishing to say, neither was severely frozen, and Mr. Thompson, whom we saw yesterday, appears little the worse for his extraor dinary experience. Mr. Warren, who was drowned, was an elderly man of about 56 years of ago. He resided at Prescott, C.W., where we understand he leaves a family. THE ALABAMA AND THE KEARSAGE.—" I thought you had been in the Confederate navy ?" " I was," said Aleck. " I was with Semmes everywhere ho went ; I was in the naval brigade and blockade running, and on the Alabama all the while he commanded her." "But not when she sank, I suppose ?" I rejoined. " Well, I was, and was picked up with him by the Deerhound." "It was a pretty sharp fight, wasn't it ?" I suggestingly asked. "It was that," replied Aleck, but he didn't care about en larging. " I suppose it was the eleven-inch shells that did her business ?" "Oh no," said he, coming to a kind of confessional, "we never had any chance ; w e h a d no gunners to compare to the Kearsarge's. Our gunners fired by routine, and when they had the gun loaded fired it off blind. They never changed the elevation of their guns all the fight, and the Kearsarge was working up to us all the while, taking advantage of every time she was hid by smoke to work a little nearer, cud then her gunners took aim for every shot." "Then, it isn't true that the Alabama tried to board the Kearsarge ?" "No, sir, sho did her best to get away from her from the time the fight commenced. We knew well that if we got in rango of her Dahlgren howitzers she would sink us in ten minutes." " But," I asked, " don't you believe that Semmes supposed he would whip the Kearsargo when he went out to fight her ?" "No ; he was bullied into it, and took good care to leave all his valuables on shore, and had a life-pre server on throughout the fight. I saw him put it on, and 1 thought if it was wise in him it wouldn't be foolish in me, and I put one on too. When Semmes saw that the ship was going down, he told us all to swim who could, and was one of the first to jump into the water, and we all made for the Deerhound. I was a long way ahead of Semmes, and when I came up to the Deerhound's boat they asked me if I was Semmes before they would take me in. I said I wasn't, and then they asked me what I was on the Ala bama. Said I, No matter what I was on the Alabama, I shall be a dead man soon if you don't take me in.' They asked me again if I was an officer or a seaman, and wouldn't take me in until I told them that I was an officer." "But," said I, " did they actually refuse to pick up common sea men, and leave them to drown ?" " They did that," replied he wrathfully, and probably not very correctly ; "and as soon as they had Semmes on board they made tracks as fast as they knew how, and left everybody else to drown or be picked up by the Kearsarge."— Cornbill Maga rilo , for February. IMPERIAL PARLIAMENT HOUSE OF LORDS—Tms DAY. The Lord Chancellor, the Duke of Argyll, Earl Sidnoy, the Earl of Bessborough, and Lord Stanley of Alderley, the peers appointed by Royal Commission to open the proceedings of Parliament, assembled at two o'clock. Only a few peers were present. THE SPEAKER OF T FIE HOUSE OF COMMONS. The Yeoman Usher of the Black Rod was then directed to summon the Speaker to the bar of their lordships' house• The SPEAKER having appeared, said that in accord ance with the direction of her Majesty, and in the exer cise of their privilege, the members of the House of Com mons yesterday had proceeded to elect a Speaker to pre side over their debates, and that their seloction had fallen on himself. The LORD CHANCELLOR said he was directed by her Majesty to assure the right hon. gentleman that her Majesty had so high an opinion of his merits, and the ability with which ho had discharged the duties of his important office, that she fully approved of the choice of the house. The SPEAKER said ho submitted himself to her Majesty's commands, and claimed for the members of the other house their ancient and undisputed privileges, and the full freedom of speech in debate. He also trusted that her Majesty would put the most favourable construction on what the members of the House of Commons did ; and as for himself, he trusted that due allowance would be made for any errors he might commit, and that the other house should not be made responsible for them. The LORD CHANCELLOR said that such favourable construction would be put on the acts of the House of Commons, and on what he himself did in his official capa city, although he believed the claim for any indulgence on his part was unnecessary. The Speaker then retired, and their lordships proceeded to swear in the peers, which terminated the proceedings. HOUSE OF COMMONS-THIS DAY. The Speaker took the chair at two o'clock, and there was a very large attendance of members on both sides of the house. The Yeoman Usher of the Black Rod having summoned the Speaker to the Upper House to present himself to the Royal Commissioners, on his re-election as Speaker, and for the purpose of hearing her Most Gracious Majesty's confirmation, proceeded to the House of Lords. On the Speaker's return, the Clerk proceeded to admini ster the oath to the members, and amongst the first sworn were Mr. Gladstone, Mr. Disraeli, Lord Stanley, Colonel Taylor, Mr. ifuguessen, Sir W. Heathcote, Lord Hotham, Mr. Ewart, Mr. Dundas, and Colonel Gilpin. The house adjourned at 4 o'clock. SPORTING INTELLIGENCE.—This Day. CITY BETTING—THIS DAY. LINCOLN HANDICAP. 100 to 7 agst Mephistopheles (taken) 100 to 7 agst Valiant (taken) 20 to 1 agst Knight of Snowden (offered) 25 to 1 agst Copenhagen (taken) LIVERPOOL STEEPLECHASE, 100 to 6 agst Creole (offered, take 20 to 1) 20 to 1 agst Innellan (taken) 25 to 1 agst Balder (taken) 2000 to 70 agst Magenta taken) THE DERBY. 2000 to 100 agst Auguste (taken) TATTERSALLS'—Last Evening TUE DERBY. 1000 to 60 agst Knight of Crescent Very few members present. THE READING STEEPLECHASE OBJECTION. Sin,— The stewards of the late Reading Steeplechases being equally divided in their opinions respecting the ob jection against "Bristles," I beg to inform you that the case will be laid before the Committee of the Grand Na tional Steeplechases.—Your obedient servant, JNO. F. VERRALL. Feb. 1, 18G6. RACING FINT RES FOR 1866. FEBR Lincoln , UARY. Nottingham Spring MA Derby Spring 1 Liverpool Spring Warwick Spring Doncaster Lewes Spring Croxton Park l6 Northampton 2O Windsor Spring 28 Newcastle Spring AP: Newmarket Craven 2 Durham Blackheath & Woolwich 2 Catterick Bridge Ahergavenny 5 Lichfield Spring Chelmsford Spring 'RIL. T hirsk lO Epsom Spring Newmarket Ist Spring l6 Liverpool Hunt Cup 2O Chester C urragh Ascot Spring 1 Salisbury Bath 8 Harpenden lO York Spring Epsom Sum mer l5 Uxbridge Manchester Ascot Summer Windsor Summer 5 Newton Hampton 7 Odiham Bibury l3 Stockbridge Chelmsford l9 Liverpool Beverley 2O Ipswich Hungerford Newcastle on-Tyne 26 Curragh 26 Worcester 'L Y. - - JU Carlisle Newmarket July Pontefract Abingdon Reading Nottingham Down Royal C0rp......., lB Stamford l9 Radcliffe 23 Winchester 24 Southampton 25 Huntingdon Goodwood 3l AUG Brighton 7 Brighton Club Lewes lO Egham l4 Wolverhampton Stockton l5 Oxford l6 Hastings 2l SEPTE Warwick September 4 Curragh Leicester 6 Doncaster Brecon l7 Canterbury.. Northampton .......... OCT( 2 Newmarket 2d October._ 8 Curraglt York August 2l Plymouth Lichfield Devon and Exeter 2B Tunbridge 2B Derby Summer 29 Wey mouth 3O UST. :111BER. Richmond Hendon Monmouth Manchester Autumn 2l Newmarket Ist October '25 Walsall , 2B BER. Newmarket Houghton _ Worcester The Great Eastern Railway Company. 22 ~ 30 At a general board meeting of the directors held this day we hear that Charles Henry Turner, Esq., the late chairman of the Committee of Investigation, was unanimously and enthusiastically elected chair man of the board of directors. Liverpool Cotton Market. —Ti i 3 ray. ----- The market opens with a firmer feeling. Sales probably 10,000 bales or more. Bank of England Re ;urns.•--Last Evening. An Account, pursuant to cap. 32, for tho week ending the Act 7th and Bth Victoria, Wednesday, Jan. 31, 1866. PARTMENT. Governmt. Debt £11,015,100 Other Securities 3,634,900 Gold Coin and Bullion Silver Bullion ISStB DE; Notes issued .....£27,000,125 £27,000,1 25 BANKING D: £27,000,125 ,EPARTIIENT. Governmt. Secu rities (including Dead Weight Annuity) £9,865,546 Other Securities 19,414,046 Notes 5,936,900 Gold and Silver Coin Proprietora*Capi tal £14,553, 000 Rest Public Deposits (including Ex chequer, Sav ings' Banks, Commissioners of National Debt, and Div Accounts) 4,145,9 39 Other Deposits 13,390,3 52 Seven Day and other bills 805,355 418,449 .£36,037,84 7 Fob. 1, 1866. £36,037,817 w• MILLER, Chief Cashier. 44 A PRES LE BAL."—At Wiesbaden, a few days back, Captain Vogler killed in a duel Lieutenant Baron de Marschall, aged only 20. The motive of the meeting was a dispute at the last Court ball. Mr. W. E. Baxter, M.P., has written to the New fork Times to deny that he was a subscriber to the Confe derate Loan. The hon. gentleman says-•" During the last four years I have been one of the most Ardent sympathisers with the Northern people in their strnggle to vindicate the principles of free constitztional government, assailed by the slave-owning aristocracy of the South. The struggle has all along appeared to me so important that my mind was engrossed by it almost to tho exclusion of British po litics, and these being my sentiments, openly proclaimed in public ever since the commencement of the war, to say nothing of the folly of the investment, I would just as soon have subscribed to assist the despots of Europe or the Em peror of China as have given a shilling in aid of a cause the success of which would have been the greatest cala mity that ever befell America.' 100 100 100 100 100 100 luo 100 100 all 100 120 IDu 100 100 100 2.1.0 294 2.14. h 2. 4.0 8.3.. 3.0.0 10.8. , 1001 101 If 53