The Sun. — London, England, 1866-11-05 00:00:00

Naval and Military Intelligence. Capt. the Duke of Edinburgh, who, accompanied by his secretary, Lieut. Haig, arrived by the South Devon Railway on Friday afternoon at the Duke of Cornwall Hotel, Plymouth, left again on Saturday afternoon by express for Windsor. On Saturday morning Prince Alfred visited Port Admiral Sir W. F. Martin, K.C.8., and then proceeded to Keyham Steam-yard for the purpose of inspecting the screw steam frigate Galatea, 26, which his Royal High ness will command. She is at the jetty in the South Basin, preparing for sea. The Prince was accom panied by Rear-Admiral the lion. James R. Drum mond, Superintendent at Devonport ; Commander Martyn, master attendant ; Mr. Moore, master builder; Mr. Angcar, assistant; Mr. Miller, chief en gineer; Capt. Welles (indus),Capt. Ewart, and Capt. Preedy, late of the Racoon. On the jetty the daughter of a naval officer presented a bouquet of flowers to the Prince, who then went on board the frigate, and remained two hours, having examined her in every part. There does not appear to be any intention to fit her otherwise than in the usual manner. Some delay in preparing the ship has been caused by the postponement of this visit. The riggers are rattling down the shrouds ; topgallantmasts are not yet pointed, and it is supposed that she will not be ready for commission before the Ist of January next. In the appointment of her officers, several who served with the Prince in the corvette Racoon will be selected. Her first lieut. will probably be com mander of the Galatea. Her master, Mr. Bradley, the surgeon, paymaster, and possibly the same officer of marine artillery, will also join the frigate. The destination of the Galatea is uncertain, possibly she may be classed with those ships which in the List are appointed for " particular service." Her last duty, when commanded by Capt. Maguire, was in the West Indies and the Mediterranean. The Channel squadron, under the command of Rear-Admiral Sir Hastings R. Yelverton and Rear- Admiral Frederick Warden, consisting of the Cale donia (iron-clad senior flagship), Capt. the Hon. Fitzgerald A. Foley ; the Lord Clyde (flagship of Admiral Warden), Capt. Roderick Dew, C.B. ; the Achilles, Capt. Edward W. Vansittart ; the Hector, Capt. William G. Luard ; and the Helicon, paddle despatch boat, Commander Morgan Singer, arrived in Portland harbour at noon on Saturday last. The other vessels belonging to the squadron—Az., the Bellerophon, Capt. Edward Tatham ; the Wyvern (turret ship), Capt. 11. T. Burgoyne, V.C. ; the Research, Capt. Robert A. E. Scott ; the Ocean, Capt. C. S. Stanhope; and the Pallas, Captain Matthew Conolly, have proceeded in two divisions to Portsmouth and Plymouth. The Bellerophon, the Wyvern, and the Research arrived and anchored at Spithead on Saturday morning. The Bellerophon will now discharge her weight ballast and complete her armament alongside Portsmouth dockyard, and otherwise complete for further service. The Wyvern is expected to go into dock at Portsmouth, and, in addition to an ordinary refit, undergo extensive alterations in some of her upper deck fittings. The Research will also, it is expected, make good what defects she may have in Portsmouth harbour. We understand that Capt. Cowper Phipps Coles, R.N., has been recommended to her Majesty by Sir rakington for the Civil Commandership of the Order of the Bath. The armour-plated screw steamship Ocean, 24, Capt. C. S. S. Stanhope (one of the Channel squa dron), from Ireland, arrived on Saturday morning at Plymouth Sound and saluted the flag of Port- Admiral Sir W. F. Martin, K.C.8., which was duly acknowledged by the Royal Adelaide, in Hamoaze. The Reindeer, 7, 200 horse power, Commander E. Nares, fitting at Chatham for the Pacific, re ceived her armament on board on Saturday, toge ther with her field guns, shot, shell, and other War Department stores, from the Ordnance wharf. On Saturday her seamen-gunners joined from H.M.S. Excellent, at Portsmouth. Dr. Elliott, of Warwick House, Sonthsea, Ports mouth, has been appointed by the Admiralty "sur geon and agent of sick and wounded at Soathsea and Langston harboar," vice Sparrow, deceased. Capt. the Hon. A. A. Cochrane, C. 8., late of the Warrior' who has been appointed to the command of the Chatham and Sheerness Steam Reserve, has taken up his command on board the Cumberland, 24, guardahip of the Reserve, succeeding Capt.. G. W. Preedy, C. 8., who has been appointed to the Royal Adelaide, 26, flagship of Admiral Sir C. 11. Fremantle, K.C.8., at Devonport. In consequence of the large number of applicants for admission to the Royal navy who have been re jected by the stringency of the existing medical re gulations, the Inspector-General of Hospitals and Fleets has called for a nominal list from the medical officers of the Fisgard, at Woolwich dockyard, of the number rejected, with a statement of the causes. They are as follows:----Muscular debility, weakness of intellect, palpitation, dyspepsia, deformed chest, rupture, and tendency thereto, varieocele, impedi ment.of speech, delicate aspect, indifferent eyesight, flat chest, deflective feet, cataract in the eye, shal low chest, and other disto r ti ons of frame, and small emaciated, under and over age, round shouldered, eruption, scars, loss of fingers, chronic enlargement of tonsils, pigeon br easted, defective nutrition,en- en larged glands, &c. As but v ery f ew of the applicants were found totally exempt from one or more of the a b ov e named impediments, an amend e d li st has I received the sanction of the Lords Conamissianers of the Admiralty submitted by theMediealDepartment A rumour has been current in Chatham d ur i ng . the last few days that the present Board of Admi ralty have it in contemplation to re-establish the measurer's department, which, among other alte rations, was abolished by the late Board a year or two since. Additional force is given to the rumour from the circumstance of an order having been received at Chatham last week directing the officials connected with the departments concerned to report to the Admiralty whether in their opinion the office of measurer being revived at the several dockyards would result in increased efficiency in the shipwright department of the service. In the opinion of the principal officials whose recommenda tion possesses any weight in favour of the re-estab lishment of the office recently abolished. Major-Gen. E. C. Warde, C. 8., commanding the Woolwich district, having inspecte d the garrisons of Purfleet, Enfield, Warley, Maidstone, &c., brought his half-yearly visitation to a close on Saturday by inspecting the Military Staff Corps, drawn up in front of the official quarters in the Royal Arsenal, in command of Staff-Officer Parkyn, and examining the books, office rooms, &c. The general then pro ceeded to inspect the quarters of the B company, in the Royal Engineer barracks, and went also over a portion of the married men's rooms and the quarters occupied by A company in the Royal Artillery bar racks. The two companies were commanded re spectively by Deputy-Superintendents Herapeth and Gordon, to whom the general desired the commanding officer to convey his satis faction of the general arrangements and the clean and Soldierly appearance of the men, who are volun teers from various line regiments of the army. • The strength of the corps present consisted of 194 of all ranks, a f ew of whom, recently joined, appeared in the scarlet uniforms of the regiments from which they had volunteeredthe, remainder were equipped uniform s in the full-dress of the corps. It is iu con templation to r a i se two additional companies' next year, for the pu r p ose of sending detachments to other stations. The dispersion of th e corps to various quarters, as at present, being attended with much inconvenience and loss of time, it has been suggested ' that a portion of the Royal Engineer barrack king in the immediate vicinity of th e i r d uties in th,e Arsenal, should be made over for their accommoda tion. It appears to have escaped th e notice of G e neral Peel and his associates at the War Office that this corps, strictly a military one, has merged, by evident anomaly, under the administration and direction of a naval officer —namely, Admiral Caffin, the Director of Stores. The paddle-wheel yacht Enchantress, Staff-Corn man ter Petley, has taken up moorings off the dock yard at Woolwich, to replace the Vivid, Commander T. W. Sulivan, undergoing repairs in dock. The War Department steam storeship Lord Pan rnure, Mr. Spriddle, master, sailed from Woolwich on Saturday, laden with a full cargo of war stores for Portsmouth, including 21 13-inch mortar beds and fittings, weighing 3i tons each, intendedlto man the Packpool battery, in course of completion. The 10th company of the Royal Engineers has arrived at Chatham garrison from Shorncliffe, and joined head-quarters at Brompton barracks. The strength of the company is 6 staff-sergts., 11 cor porals, 2 buglers, and 51. sappers, with 12 women and 18 children, the whole under the command of Capt. Malcolm and Lieut. Scott. The 21st company of Royal Engineers, consisting of Captain Crozier, Lieut. Coates-, Lieut. Buckle, 5 staff-sergts., 8 cor porals, 2 buglers, 65 sappers, 9 women, and 26 chil dren, having completed the period of engineering in struction at Chatham for the season, have left the garrison for Shorncliffe, there to be stationed for the winter. On Saturday detachments to the number of 100 non-commissioned officers and men, selected from the various corps comprising the 2d depot battalion at Chatham, proceeded from that garrison to Mil ton, there to undergo a course of ball practice be fore embarking for foreign service. The examination of candidates for direct commis sions in the cavalry and infantry, under the regula tions dated Horse Guards, May 10, 1866, will com mence at Chelsea Hospital this morning, before Major-Gen. W. C. E. Napier, vice-president, and the members of the Council of Military Educa tion. The examination of Candidates for admission to the Royal Military College, Sandhurst, under the regulations of March 31, 1866, will commence on Dec. 12 ; and the examination of candidates for commissions in the Royal Artillery and Royal Engi neers, for admission to the Royal Military Academy, Woolwich, under the regulations of June 1, 1865, will be held on Jan. 3, 1867. The deaths of the following officers have been officially reported at the War-office since Oct. 1 : Lieut.-Col. Thomas Wright Hudson ; Majors Lionel Bridge, Royal Artillery; Louis Howe Bazal gette, 24th Regiment ; and Robert Watson, Cey lon Rifle Regiment ; Captains Edward Egan, Royal Artillery ; Francis Davis, 19th Regiment ; James Moorhead, 27th Enniskillens ; J. Phillips Coshy Lanphier, 25th King's Own Borderers ; William Wise, 72d Highlanders; and Charles Dutton. Lieutenants C. Fitzherbert Errington, Royal Artillery ; John Herbert Smith, Royal En gineers ; Frederick Tweed, 21st Fusiliers ; Leonard J. Wilkinson, 58th Regiment ; John Leggett, 3d Dragoon Guards ; John Nicholson, 14th Regiment ; and H. Harman Young, 31st Regiment ; Ensign the Hon. Henry E. Dormer, 60th Rifles. Assist. Commissary-Gen. W. Stevens ; Inspector-Gen. Surf , G. Cal a,nJsedoph Richard k e M.D., _ Arthur Pearson, M.D., Y o v f er i t io st s a p ff itals ; 87th Regiment. Assist.-Surgeons T. Quinlan, staff ; J. Henderson Rolland,'staff ;land T. Kennedy, staff. Deputy-Purveyor R. Wright, Assist. -Super intendent of Stores, E. Fayrer. The following appointments were made on Satur day at the Admiralty :—Capt. Richard Purvis, of the Satellite, transferred to the Racoon, re-commis sioned ; Stopford C. Tracey, master, to the Racoon; Sub-Lieut. Edward J. Wingfield, to the Reindeer; Sub-Lieut. George C. Higgins, to the Rinaldo ; Willoughby E. Still, midshipman, to the Gladiator; • Carleton Tuffuel], midshipman, to the Rinaldo ; John G. Haggard, midshipman, to the Satellite ; Albert C. Allen, midshipman, to the Caledonia ; John Dooley, paymaster, to the Racoon ; Derisley Martin, assist.-paymaster, to the Impregnable ; Lewis G. Hodder, assist-paymaster, to the Cum berland ; Edward Robinson, assist.-paymaster, to the Racoon ; William G. F. Hunt, clerk, to the Royal Adelaide ; Charles Walker, clerk, to the Ra coon ; and William A. Harvey, assist.-clerk, to the Racoon. RAILWAY INTELLIGENCE. MADRAS. The report of the directors states that the season and the state of the provinces through which the railway passed had been peculiarly unfavour able for traffic. The failure of the monsoon rains caused a great failure of crops, reducing the quan tity of produce to be carried, and raising the price of food to nearly a famine rate, thus affecting inju riously both goods and coaching business. At the same time the sudden fall in the price of cotton in A pril led to an almost total suspension of the trade, while general and severe visitations of cholera throughout the country had interfered seriously with passenger, and in less degree with all other traffic. Those evils had cow much abated, and they could look forward to the beneficial effect on the receipts of an improving state of things. They had also the satisfaction to know that the privations of the suffering districts had been much mitigated by the facilities of transport by the railway. No ex tension of the open lines took place in the past half year, but on the Ist of August last a further section of 31 miles of the North-West line towards Gooty was opened for traffic. Compared with the corre ponding half of last year, the mileage worked was 611 against 571 miles ; the number of passengers 930,845, against 861,467 ; and of goods 132,052 tons against 131,487 tons, exclusive of railway ma terials. The aggregate traffic receipts were £213,676 against £179,893, being au increase of £33,783, equal to nearly 19 per cent. ; and the net receipts had been £117,873 against £87,952, an in crease of £29,921, or 34 per cent. over those in the previous year. The permanent way and works were in good order, and the requirements of the traffic had been fully met by the locomotive depart ment. The lines had continued to be worked with economy and regularity and with the usual exemp tionNr from i n j ur y t o p assengers . O n th e S ou th- Nest line a n d B anga l ore b ranc h t h e way an d wor k s had been mileiron per maintained at an average cost of £176 per annum, including charges for r e newa l s by -instead of wooden sleepers. The Bangalore branch, which had per iron in s i l l e e e p i3 e ers r a , uhad annum for cost only at the rate of £65 from the first bee n l a id w ith aiiitena u n c cedi . T i re ceipts on thi s li ne for the half - year theto t total o thc h g e of June amou n t e d to £185,898 against £165,005 for the corresp on di ng half 0f1865, showing an in crease of £20,893, or 121 percent., to £86,654, ag a i ns t £85,334 , leaving the expenses re ceipts £99,244, aga i nst £79,67eing the net 1 or 211 per cent. The rece i pts per train mi1e£19,573, or 6s. 91d., against ss. 71d. f or t h e correspondingaveraged half of last year; and the expenses amounted to 3s lid. against 2s. 11d. for corre s p on di ng half-year.* On * the North-West line, the earthwork ofsthe opened portion of the line, 119 miles, from Arconum to Cuddapa, had stood well, and were in goo ,- a order. The permanent way had been maintained at a cost equal to £69 per mile per annum. A section of 34 miles beyond Cuddapah to Moodanoor was opened on the Ist of August. This advance into the cotton country would facilitate and encourage the convey ance of that great staple over the line. The num ber of pass engers . durma the half-year had been 156,941, against 116,269, and the goods, exclusive of railway materials, 19,966 tons, against 16,638 tons in the same six months of last year. The total receipts for the half-year ending 30th of June amounted to £27,778, agams • t £14,888, and the expenses to £9,149, against , £6 607 in the corre- sponding half last year; and the net receipts amounted to £18,629, against £8,281, showing an increase of £10,348. The receipts per train mile amounted to 6s. 61d., against ss. 31d., and the "Iht, working ex penses to 2s. lid. against 2s. 41d. and maintenance charges had fallen from 44 per cent. to 33 per cent. of the gross receipts on the past half-year. The stagnation of the cotton traffic had materially affected the receipts. Upon the capital cost of the South-West Railway and Ban galore branch, the net receipts for the year ending 30th of June last might be taken as equal to a 4 per cent. dividend. The directors were now issuing debentures to the extent of £500,000, bearing a guaranteed interest of 5 per cent. per annum for five years, and convertible into stock. WEST FLANDERS. The half -yearly meeting was held on Friday at the offices, Moorgate-street ; Mr. Temple Frere in the chair. The report, an abstract of which has appeared in The Sun, was taken as read. The CHAIRMAN said there was no particular alte ration in the capital and construction accounts. In the revenue accounts they had carried forward .E 12,463, with the intention of paying the sum due for la comotion. That had been done, and there still re manned a sum of £1,300 due for carriages and trucks; !, for this account there were bills outstanding, which the directors had made provision to meet when due. An opinion had been expressed by the shareholders that, when the dividend reached 45., the directors should pay off the liabilities of the company. Per haps that would have been the height of prudence, with the balance in hand, to have paid off the whole am ount due for carriages and trucks, instead of in cre acing the dividend from 4s. to 4s. 6d. per share. If - they were enabled to pay 4s. 9d. per share next Ma y, which he thought they would do, it would make the dividend for the year 1866 more than Bs. 9d. per share. It had, therefore, been moved that whaii the dividend arrived at this amount the ques tion of the right of the preference shareholders would be raised. Upon this question the directors had taken the opinion of eminent Belgian lawyers, and of Mr. Lloyd and Mr. Price, and they had agreed to the opinion that the preference share holders had no right to any increase of dividend until the proprietors of the £324,872 original stock had received 5 per cent., which was equal to 12s. 2d. per share. The directors had also taken the joint opinions of Sir Hugh Cairns and Sir W. Bullar, which was in general terms the same as the other. The directors gave notice that, if they passed a vote at the next meeting giving effect to a dividend of 4s. 9d. per share, they would be prepared to pay it, and that would be more than Bs. 9d. per share, and this would give the preference shareholders an opportu nity of raising the question. Under Article 7of the statute the directors could submit the subject to three arbitrators, whose decision would be final. Mr. GOEZ agreed with the chairman in the course taken with respect to the preference shares, as he did not think that there could be any doubt on the subject. He believed that when 5 per cent. was paid on the capital there must be a deduction from the surplus to form a reserve fund. After some observations from Mr. S. HERAPATH and other shareholders, the report was adopted. A dividend at the rate of 4s. 6d. per share was approved. The agreement for the concession of the branch line from Hazebrouck to the Belgian frontier was confirmed. Messrs. A. Greig and E. V. Richards were re elected directors, and a vote of thanks to the chair man concluded the proceedings. GIRVAN AND PORTPATRICK JUNCTION. The half-yearly meeting of this company was held in Stranraer, on Friday—Provost Guthrie in the chair. Mr. M'EnioNT, secretary, read the report, which stated that since last meeting the directors had done all in their power to get the remainder of the shares taken up, but their efforts had been much retarded by the effects of the monetary crisis, and the high rate of interest which prevailed for several months. Some of the landowners who had not previously subscribed had since taken up a portion of the stuck. But the directors had not felt justified in actually commencing operations. The engineer of the company had prepared the working plans for the portion of the line between Girvan and the March of IVigtOwnshire, being a distance of about i 8 miles; and, where any objections were antici pated, the plans had been submitted to the land owners, and negotiations were now pending be tween the company and the proprietors as to the taking of the land and as to accommodation works. The directors were in hopes the arrangement would be satisfactorily completed, and that they would be in a position to commence the works, at the latest, early next spring. The CHAIR3IAN, in moving the adoption of the report, expressed regret that the whole stock had not yet been taken up. Probably some of the share holders had heard that another line was projected to go along the shore, but of course the directors would carry out their scheme if it was at all possible ; and, as the two lines could not be made, and as this would be the last opportunity they would ever have of carrying out a central line as proposed, they ought to resolve to make every exertion to get the remaining stock taken up. Sir J. C. D. HAY seconded the motion, which was agreed to. LONDON, WORCESTER, AND SOUTH WALES. The report of the directors states that the provi sional arrangement made with a contractor for the completion of the railway had been broken off, and, owing to the state of the money market, they had not entered into any new arrangement‘ The 'Terre Valley Railway had received the royal assent. This railway at the west, with the East and West Junc tion, which was in an advanced state of construction, at the eastern end of the line, would perfect the system between London and the Welsh coalfields, which were admitted to be of much importance, in dependent of the intermediate traffic which might be calculated upon. THE SUN, LOisiliON, MONDAY EVEISING, NOVEMBER 5 . 1 66. splendour of the state-rooms, the cuisine unsurpassed in any hotel in Europe, and, above all, their com parative cheapness as a means of transport. Some of our English readers will reply, " That is all very well, but you must remember, as a general rule, our rivers are not assmooth as the American rivers ; they are not liable to encounter the storms we have on the coast." I can only say the ferry-boats that Sld across the river from New York to Brooklyn, and from New York to Staten Island and New Jer sey, are liable to much rougher weather than ever a penny steamer on the Thames does, or ever could encounter. Yet in America the boats travel at night in safety ; they are well ventilated and lighted, the cabins commodious and luxurious, seats covered with velvetper contra. Can a more dismal picture be imagined than that of being on a London Thames Express Boat ? There is no necessity for describing them ; they are well known to both elements of the Anglo-American public. Lately a sort of apology for the American style of steamboats has been in troduced for summer travel with the most success ful results. The Albert Victor, and boats of that class, are able to charge much higher fares, and are patronised by a better class of people than the old fashioned ones. Pleasure-seekers demand comfort, and they will pay for it. I again ask, are not the Boston and New York Sound Boats liable to quite as rough weather as the boats to Dublin or Ham burgh ? They have all the strength, speed, and sea worthiness of our iron coast steamers, but their comfort is incomparably superior. But the millions who travel on railways are every day asking what improvements oan be made for their safety and comfort. Is it any reason because a man can only afford to pay for a third-class ticket, he should be, as a rule, placed in a compartment hardly fit for cattle ? That in this place people should be allowed to smoke the most abominable tobacco in the foulest of pipes? that weakly females, consumptive men, and febrile children, should inhale the sickening and nauseous smoke, which to them, perhaps, is an abomination? that the door should be slammed at every station with a sound as loud almost as the report of a 12- pounder cannon, and enough to frighten and 'jar the life out of a nervous or a hypochondrous body. But it may be answered that people will smoke in first class and second do., that they have the slamming of doors. This is too true. There is one comfort, however, in riding in a first-class English carriage. They are luxurious ; and no one who enters would think of puffing any but the most delicate of Havanas. We pay well for our luxurious first-class. We hear a great deal about the filthy tobacco habits of the Americans ; but, for my part, I never saw any one smoking where ladies were, or in any carriage in that country, unless it was in the regular carriage appropriated to that purpose, and I have often known gentlemen who were desirous of smoking ride in the large van appropriated to the luggage rather than annoy their fellow-passengers. Respect for the softer sex, on the other side of the water, is the absolute slavery of the rougher half of that world, and has given rise to the state ment by an eminent writer, that " America is the Paradise for Women." Now, I never smoke, do not like the smell of smoke, and yet I think the individual is selfish indeed who would deprive his fellow-creatures of that which he conceives to be a luxury. And the sooner the managers adopt the American system in reference to smoking the better 1 for all classes who will and must travel. In English railways you are locked in, and we know well enough what the consequences of that system is ; gentlemen with reputation and character hesitate now to occupy carriages alone with their fellow-travellers sometimes placed therein. Many gentlemen have been almost ruined, and the peace of their families destroyed by the unjust charges made by designing persons. Then, again, we know that one or two ruffians could and have robbed, insulted, and murdered those who, being locked in, were at their mercy. If an English railway carriage took fire, the whole of those who occupied an apartment might be burned or suffocated before a guard could be made aware of the fact. If an English railway carriage or the train is precipitated down an em bankment there is no outlet for escape ; they are safely locked within. _ . Now, what are the conveniences of the American system ? We will imagine the system between New York and Washington, or the former city and Montreal, introduced into Europe—we will suppose the pas senger is journeying in the early morning train— he arrives at the station, purchases his ticket, tells the baggage or luggage man where he is going ; he receives a brass or copper cheque, the duplicate number of which is strapped on his baggage. On entering one of the carriages he finds himself in a compartment capable of containing sixty persons. The seats have all velvet cushions and backs, while resting places for the feet are arranged under the seat forward of the one he occupies. These seats are arranged parallel to each other, each capable of holding two persons ; a long passage passes down the centre to the doors, which open at either end of ou o e f y a passenger ever leav , however long it niay the apartment ; there are scats, therefore, right and left. i ngh Theree train d is during iong his necessity journey, be ; for lines being connected and of an equal gauge the trains can be shunted from one to the other. During the journey boys pass through the cars or carriages with all the latest papers, pamphlets, and books, and the passenger desirous of occu p y i ng his time finds mental nourishment at hand. If the weather is warm a boy with refreshing ice-water is in attendance. In every railway-carriage there are those conveniences which are especially necessary to the invalid. if on the route the passenger is desirous of leaving his family for the enjoyment of a cigar or pipe he has only to pass forward to the smoking carriage, for all the carriages are so connected and covered over so as to be passable; and when he has finished the said luxury he can return to his former scat with his family. A large front carriage is devoted to a refreshment - room, and here he will find hot coffee and tea, stewed oysters, smoking hot, broiled fowl, ham, eggs, and in fact a ca f e or re staurant on wheels. Supposing there is sickness how easy to obtain a physician, for the chances of one being on the train is almost a certainty. What murder like Muller's hellish business could occur, what false charges of attempted insults, what real insults, could take place, and what real protection to life, honour, and property there would necessarily be. Then when we are almost at our journey's end perhaps we have business to attend to before we arrive at our hotel, or we are in a hurry and do not choose to wait for our baggage. An autho rised agent passes through the train, he asks for our check (optional or not whether we hand it to him), he gives us a receipt and a duplicate number, we pay him one shilling, and we have no more bother ; in an hour our luggage is at our residence, he takes a receipt of its delivery if at a hotel, we show our duplicate ticket when we ar rive and deliver our baggage ; if at home, of course our family recognise our baggage, and have no bother from beginning to the end. Then we will suppose we have been busy all day; we want to rush off to Manchester, to Liverpool, to Scotland, to the Continent, anywhere. Do we not all know that the deprivation of rest affects the system more than either the loss of food or water. Suppose for two shillings extra we can enter a carriage where long sleeping berths are arranged with cu r t a i ns , blankets, and that we can remove our b oo t s and clothes, and take a sleep during the night of only five hours, or if the novelty is such that we cannot sleep, that we can extend and recline our bodies during that space of time. In the morning the male chamber maid, as he is denominated, has water, soap, and towel for our morning ablution, our clothes are brushed, our boots are blacked ; then, after a good hot cup of coffee, we retire to another carriage, and just at the grey of the morning we arrive fresh and _invigorated at our destination. Surely every one will acknowledge that it would be an improvement on the present mode of travel in England and on the Continent. Why not take a lesson, then ? Why cannot we, who are com pelled to travel, find those conveniences in Europe that Young America boasts in the enjoyment of ? The railroad structures here arc beyond any in /American v. European Travelling. The following letter has been addressed tc a con temporary : Sir,—Safety, comfort, and ease are desirable essen tials of travelling. If we are about to embark upon a lengthened voyage on the ocean, of course our first inquiries are in reference to the seaworthiness of the craft to which we entrust our lives and our pro perty. But our ease and comfort are inquiries that promptly follow. The human biped has wondrously changed since the introduction and utilisation of steam. In the early days of the present century the traveller was satisfied with being cramped up and almost smothered in a crowded compartment of a mail coach, and was grateful if, as a consequence, he only suffered a day's stiffness in all his limbs. If he was an outside passenger, especially in winter, on the termination of his wondrous journey of a hundred miles, he was thankful if he was not chilled through, and escaped with the rheumatics. In those days we made vast preparations for a journey of a hundred miles, and the partings of fond husbands and wives was something touching to contemplate. But we have wondrously changed ; the adaptability of human nature to every new innovation is laudable indeed. If by steam we can traverse five times the distance in the same period we formerly did in the stage and the mail coach, we are at once ready to try the experiment. But the primary skeleton railway carriages, besides conveying us more speedily, were soon expected to convey us with an equal ratio of comfort. As we increased in our utilitarian manners, we also increased in our love of luxury. If a steamship made her introduction into marine society she was expected to present some new feature of comfort and elegance. Oak gave way to mahogany, mahogany to black-wal nut, satin, and rosewood. Artistic paintings, stained glass panels, richly gilded carvings, costly mirrors, and sumptuous carpets were all welcome surround ings, which once enjoyed were looked upon as a necessity. So the Mercantile Fleet takes us in com parative safety, and not only do they give us the sumptuousness of a palace, but they feed us bet ter than even the African King Dahomy stuffed his adipose brides. Now the land is more travelled on than the sea, and perhaps Americans are, of all the peoples of the earth, the greatest travellers. Their representatives may not, like Speke, Grant, Baker, and Livingstone, ha ve exp l ore d and disco vered the sources of the Nile, but they have ex plored rivers just as difficult to find a bye -path, and they have explored mountains and deserts over their whole continent, which have presented as many, if not greater, obstacles than accompanied either Baker or Livingstone. Schoolcraft, Strain, Fremont, Rane, and the thousands who have wended their way to the Pacific, have encountered hardships and perils enough to frighten the heart of the bravest and most heroic of our kind ; and wherever their footsteps have made a pathway we find the iron-rail has either pushed, or is pushing, its way. The American people, active, restless, and pushing as they are, have, in order to relieve the weariness of travel, reduced it to a science. Let us look at their steamboats for one moment. Can any one who has travelled in :an American steamboat and an English one failed to draw a con trast unfavourable to the latter ? The magnificent drawing-rooms, the sumptuous adornments, the comfortable, and in some places the almost regal the world for solidity and costliness. The stations are commodious and comfortable, the restaurants clean and inviting. But travellers do not want to use a station as an inn or a cafe. They go to that station in order to reach their destination with as much speed as possible, and once in the carriage they want to remain there. We must learn to be less conceitedly national, and become more adapt able to the universal spirit of improvement. We want to be more cosmopolitan on this side the water. We want less selfish individualism. There are blessings yet in store for the railroad managers of England, if they will seek for them. Blessings from the smokers, if they will permit them to avoid continuing a nuisance. Blessings from the non-smokers, if they will grant the prayer of the smokers. Blessings from the nervous, the gouty, and the rheumatic, from those who suffer from toothache, dislocated limbs, or headache. If the carriages might open at the end, and be long apartments instead of small and opening at the side, when the guard, with an arm like Vulcan and the force of Jove and bis thunderbolts, hurls his creator of thunder, i.e., the door, with such force as to electrify the nerves as if operated on by a galvanic battery. The poor passengers m ould that " Othello's occupation's gone." Blessings from the poor and the unprotected, who now travel in fear and trem bling, not knowing what villain or scoundrel they are left at the mercy of when the key grates in the door. Blessings from those whose natural infirmities and weaknesses make a journey sometimes a per petual agony, but who, by the adoption of the American principle of secluded, necessary conveni encies in a wooded-up apartment, would be re lieved. I hope there is no shock to delicate ears in mentioning this fact. Blessings from those who love comfort, ease, and sleep at night, all of which can be obtained by adopting, or partially so, the American system. There is no reason why the advice of the Queen of England should not be adopted ; when thanking the directors for her comfort, she wishes them alike to grant the same protection to the lives, the com fort, and the convenience of all her subjects. Gresham-house, Nov. 2, 1865. T. R. General American News. TRIAL OF JEFFERSON DAVIS. Inquiry having been made to the United States Government with reference to the condition of Mr. DAVIS at Fortress Monroe, the following letter has been returned by one of the officials : " OFFICE OF THE UNITED STATES DISTRICT ATTORNEY FOR VIRGINIA.—NorfoIk, Oct. 8, 1866. —Hon. Henry Stanberry, Attorney-General of the United States :—Sir,—ln compliance with your request, I submit herewith the substance of the verbal statement I made you a few days since, in answer to your question why no demand had been made upon the military authorities for the surrender of Jefferson Davis in order that he might be tried on the indictment found against him in the United States Circuit Court, at the term held at Norfolk in May last? Two reasons have influenced me in not taking any steps for not removing him from their custody. The one relates to his safe keeping, the other to his own personal comfort and health. I have never had any doubt but that he would be delivered to the United States marshal for the dis trict, whenever he should have demanded him on a capias, or any other civil process. " But you readily understand that so soon as he gets into the hand of that officer, upon an applica tion had by me, his place of confinement would be one of the State gaols of Virginia. At Fortress Monroe all necessary precautions can be and are taken to prevent his escape. Over the internal police of a State gaol the marshal has no authority, and the safe custody of the prisoner could not be secured, save at a very great expense. " Mr. Davis is now in as comfortable quarters as the most of those occupied by the army officers at the fort. The location is a healthy one, his family having free access to him, he has full opportunity for exercise in the open air, if his health be feeble. Remove him to one of the State gaols, and his con dition, instead of being bettered, would in all re spects be much for the worse. His counsel probably understand all this, and, I think, will not be likely to take any steps which would decrease the personal comforts or endanger the life of their client. " I have the honour to be, most respectfully, your obedient servant, L. 11. CHANDLER, " United States District Attorney for Virginia." ROGER WILLIAMS. From the Hartford Press.—Ninety years after his death, in 1771, steps were taken to erect to him some suitable monument, but the storm of the Revo lution came on and the work was forgotten. But recently the question has been agitated anew, and Williams may yet, at least, have some outward sign to mark his greatness and perpetuate his name. During a period of one hundred and eighty-three years not even a rough stone has been set up to mark the grave of the founder of . Rhode Island till the precise locality of his grave had been almost forgotten, and could only be ascertained after the most careful investigation. Suffice it to say, how ever, the spot was found and the exhumation made a short time ago, though there was little to ex hume. On scraping off the turf from the surface of the ground, the dim outlines of seven graves, contained within less than one square rod, revealed the burial ground of Roger Williams. In Colonial times each family had its own burial ground, which was usually near the family residence. Three of these seven graves were those of children, the remaining four were adults. The easterly grave was identified as that of Mr. Williams. On digging down in the " charnel house " it was found everything had passed into oblivion. The shapes of the coffins could only be traced by a black line of carbonaceous matter, the thickness of the edges of the sides of the coffins, with their ends distinctly defined. The rusted re mains of the hinges and nails, with a few fragments of wood and a single round knot, was all that could be gathered from his grave. In the grave of his wife there was not a single trace of anything save a single lock of braided hair, which had survived the lapse of more than one hundred and eighty years. Near the grave stood a venerable apple tree, when and by whom planted is not known. This tree had sent two of its main roots into the graves of Mr. and Mrs. Williams. The larger root had pushed its way through the earth till it reached the precise spot occupied by the skull of Roger Williams. There making a turn, as if going round the skull, it followed the direction of the backbone to the hips. Here it divided into two branches, sending one along each leg to the heel, where they both turned up ward to the toes. One of these roots formed a slight crook at the knee, which makes the whole bear a very close resemblance to a human form. This sin gular root is preserved with great care. A SINGULAR PLACE TO SUP. The Worcester (Massachusetts) Spy says that on Tuesday afternoon the chimney—one hundred and fifty feet in height—which the Messrs. Lapham, of Millbury, had erected for their mill, was completed, and a party of some twenty-five or more of the workmen on the premises partook of an oyster supper upon the summit. DARING ROBBERY OF ADAMS EXPRESS. On Saturday night, Oct. 6th, shortly after the eastward bound mail train of the Ohio and Missis sippi Railroad left Seymour, two men entered the car of the Adams Express Company from the front platform, by means of the running board, presented a revolver at the head of the messenger,. E. B. Miller, and demanded his keys, with which demand a graceful compliance was made. While one stood guard, the other rifled the local safe of its contents, in value between $12,000 and $15,000. Then, re quiring the messenger to turn his back to them, they threw one of the three through safes out of the car, pulled the bell-cord, and, as the engineer re plied with the signal to apply the brakes, made their escape as they had entered. When the speed was sufficiently slackened they jumped, and the engineer seeing them jump, and presuming, as they were but half a mile from Seymour, that they were passengers who had been carried by that point, again used steam until sig nalled by the messenger to stop. One of the route agents of the company, who was on the train, at once returned to Seymour on foot, procuring a hand car and gang of men, and repaired to the scene of robbery, and, after a search, found the safe some sixty yards from the track in the woods. It is presumed, as this safe contained some $15,000 in coin, besides currency, that the consideration was too weighty for two men. At daylight, yesterday morning, gangs of citizens at once commenced a thorough scouring of the country, and it is believed the arrest of the thieves is not far distant. The company offers as a reward the sum of $5,000 for the arrest and conviction of the thieves, or one half for either, and one quarter of all moneys recovered.— Cincinnati Commercial. COMMERCIAL INTELLIGENCE. NEW YORK, Oct. 20. The tone of the market continues bullish. Government stocks 'still have a rising tendency, and the Railway Market is strong. Gold closes at 1471, after selling at 149. The bogus despatch of the Philadelphia Ledger exorcised a strong influence for two or three days, although few believed ono word of it. Gold rose 4 per cent., and it is generally thought the object was to effect this ; if so, the ruse has been successful. The excitement occasioned was very great. People freely discussed the chances of a civil war, although scarcely one of them believed a word of the despatch. Money continues abundant—the price may be quoted at 5 per cent., though a great deal is loaned at 4 per cent. Best commercial paper sells at 5 per cent., and good at 51 per cent. to G. Exchange is firm at the following quotations :—London prime bankers', 60 days, 1081 to 1081 ; London, prime bankers', sight, 1091 to 1091; London, prime commercial, 1071 to 108 ; Paris, bankers', long, 5.21 f to 5.20 ; Paris, tankers', short, 4.171 ; Antwerp, 5.231 to 5.221; Swiss, 5.23 k to 5.221; Hamburg, bankers', 361; Amsterdam, bankers', 40 to 411 ; Frankfort, bankers', 41 to 41k ; Bre men, bankers', 781; Berlin, bankers', 72. The purchase of St. John's Park by the New York Cen tral and the Hudson River roads is regarded by railway people and merchants as a step calculated to benefit alike the roads and the trade of the city. Parties owning real estates fronting on this park, and who have the right to enter it, have sold their claims at a certain price per foot. The President of the Erie Railway has invited the direc tors to make an official examination of the road next week. As the two new directors are both thorough accountants and business men, the stockholders would be glad to have from them a detailed statement of the financial condition of the property, and what, in their opinion, it can pay in the way of dividends. Tho business of the Sub-Treasury was—Receipts, $1,586,823 65—for Customs, $316,000; p aymen t s, $456,365 24; balance, $100,408,262 80—gold notes, $150,000. _ _ Glenn and Co., in their weekly circular of November 2, remark as follows:—" There has been a fair demand for choice American Securities during the past week. United States 5-20's have advanced 1 per cent., closing to nght at 681 t. Illinois Central remained at 77 to 1. Erios have advanced to 511 I. There is but a small amount of Erie Stock now held on this side of the Atlantic, nearly all having beenbought up and sent to'New York to influence the recent election of Directors. Numerous transactions have been effected in Atlantic and Great Western Conso lidated Bonds, but prices have not materially advanced We are in receipt of many letters asking information of the United States 5-20's—whether the principal will be paid in gold ? The word " coin" not being inserted in the Bond has led many erroneously, we are happy to state, to, believe that they will be redeemed in greenbacks, which are a lawful tender in the United States. They will be paid off in gold for these reasons—first, the Act of Con gress authorising this issue was passed before specie pay ments was suspended, and the Act would be broken should paper be substituted for specie; secondly, the American Finance Minister, Mr. Chase, says that the spirit and in tention of the Aot of 1862, which ho framed, was that they should be paid off in specie. This decision is now being practically confirmed by the p re sent Finance Minister, Mr. M'Culloch, who is now anticipating the pay ment of the old 6's of the United States due next year in gold, in consequence of which they are now selling i n N ow York at 140. Our advices from New York are by mail to 20th ult., and by telegraph to 30th. Gold was less firm, with a downward tendency. The sub-treasuries at New York will disburse $24,000,000 in gold on Ist November on account of dividends, a large amount for the speculators to control. Railway shares were buoyant, and a strong demand for Government securities ; 5-20 s, 115, buyers. Money easy, at 4 per cent. on call. Cotton was coming in from the South'; probable yield 2,000,000 bales this season, we are confident, notwithstanding many reports to the contrary. (From E. F. Sattertkwaite and _Co.'s Weekly Circular, October 31.) Our advices from New York by the " Persia " reach to the 17th inst., and report continued activity in the Stock Market, prices generally being well maintained, notwith standing an increased demand for money from the corn and cotton districts. Government Bonds were in good demand at former rates. In Railroad Shares there had been a general advance during the week, but prices gave way, and Stocks were mw-o freely offered. State Bonds were steady, but Railroad Mortgages, with few exceptions, were lower. Gold, after having risen to 53, declined to 48 premium. UNITED STATES DEBT. The following is a statement of the Public Debt of the United States on the Ist of Oct., 1866 : Debt bearing Coin Interest. Five per cent. Bonds $198,091,350.00 Six per cent bonds of 1867-68 Six per cent. bonds of 1881 283,738,750.00 Six per cent 5-20 Bonds 798,162,250.00 Navy Pension Fund Total debt bearing coin interest _ _ Debt bearing Currency InteFeit Six per cent. Bonds • $8,922,000.00 Temporary loan Three-year compound interest notes Three-year 7-30 notes 743,996,050.00 Total Matured debt not presented for payment 23,302,372.14 Debt bearing No Interest. United States notes.... $399,165,292.00 Fractional Currency ... 27,029,273.33 Gold certificates of de- 11 ,057,640.00 posit Total Total Debt 5 2,701,550,709.27 A mount in Treasury Coin Currency Total ---- 128,213,767.59 Amount of debt, less cash in Treasury on Oct. 1, 1866 The foregoing is a correct statement of the Public Debt, as appears from the books and Treasurer's returns in the department on the Ist of October, 1866. liuGH M'CuLLocu, Secretary of the Treasury. Public Debt, September Ist, 1866 52,595,683,168 Do. October do. Decrease in month 522,346,226 The London market for American securities has sym pathised in the general dulness and inactivity which has characterised dealings on the Stock Exchange during the past week. For United States 5-20 Bonds there has been a slightly increased demand the last day or two, and we have to note a fractional a,dvinco on the week, the latest quotation being 681 to . In Illinois Central the trans actions have been limited, and the closing price is 77 to 1, half a dollar under last week ; but for Eries there has been renewed inquiry, and they have advanced to 511 to I. The recent settlement again showed a short supply of stock, as much as ono dollar per share being paid for the loan of stock till the 15th November. There has been a steady demand for Atlantic and Great Western Consolidated Bonds, with daily transactions ; they doss 40 to 41. OFFICIAL TRANSACTIONS FOR THE WEEK.—United States 6 per Cent. 5.20 Bonds, 1882: Thursday, 681 1 8 x.c. ; Friday, 681 2 x.c. ; Saturday, 691 1 ; Monday, 681 a 2 11 Tuesday, 681 1 14 9 ; Wednesday, 681 11; Virginia 5 per Cent. Sterling Bonds : Thursday, —. Virginia 6 per Cent. Dollar Bonds : Thursday, —. Friday, ; Tuesday, —; Wednesday, 43. Atlas. and Gt. Westn. (N. Y. Sect.) Ist Mrt. Bonds, 188 C Friday, —; Tuesday, ; Wednesday, —. Atlan. and Gt. Westn. 2nd Mrt. Bonds, 1881: Friday, —; Monday, —. Allan. and Gt. Westn. (Penns. Sect.) Ist Mart Bonds, 1877: Thursday, 59; Wednesday, 70. Atlantic and Great Western (Pennsylvanian Section) 2nd Mrt. Bonds, 1882: Thursday, 64 ; Wednesday, 66, Atlan. and Great Western Consolidated Bonds, 1895 ; Thursday, 4139 H 140 xc. ; Friday, 40113914011 xc. ; Satur day, 40 39 ; Monday, 391 41 401; Tuesday, 40 391 401 ; Wednesday, 4140 1. Erie Shares, $lOO, all paid: Thursday, 50111; Friday, 50} 1 ; Saturday, 501 ; Monday, 501 1; Tuesday, 50} ; Wednesday, 51} 1. Erie Shares, 6 per cent. Convertible Bonds : Thursday, 68 ; Saturday, 671 ; Wednesday, 681. Illinois Central 6 per Cent. Bonds of 1875: Thursday, —; Wednesday, 80. Illinois Central 7 per Cent. Bonds of 1875: Tuesday, ; Illinois Central Shares, all paid : Thursday, 78 71 ; Friday, 771 1; Saturday, —; Monday, 77 ; Tues day, 771 ; Wednesday, —. Michigan Central 8 per cent. convertable, 1869: Thursday, 57. Philadelphia and Erie First Mortgage, 1881: Thursday, —; Saturday, —; Wednesday, 741 1. Philadelphia and Erie First Mortgage, 1881, with option to be paid in Philadelphia : 'Thursday 75; Monday, —. (From L. P. Morton and Co.'s Circular.) NEW YORK, Oct. 20. Since our last the money market has shown more firm ness. Combined with the activity in loans connected with speculation iu stocks there has also been an enlarged de mand for currency from the interior, and the rate on call loans has advanced to 5 per cent., with exceptions at 4 per cent. Discounts aro firmer at 5 to 6 per cent. for prime paper. National bonds have been firmer, under a partial de mand from foreign orders, combined with a comparative scarcity of bonds. Yesterday Five-Twenties of 1882 rose to 1151, and closed firm at 1151 to 1151. Bonds of 1867 and 1868 are firm, the former at 138 to 141, and the latter at 135. The Treasury has bought up a limited amount of these securities at 90, in gold, for 1868's, and 92 for 1867'5. The extreme activity in stock speculation has been par tially checked by the firmer aspect of the money market ; and under sales to realise, at the opening of the week, prices fell off 3 to 4 per cent. The market has since steadily recovered. Erie common stock has fluctuated between 82 and 841, and closes steady at 834. Illinois Central Shares opened at 128, subsequently declined to 126, and close steady at 1261. State Stocks have been active, but scarcely retain the improved quotations noted at the close of last week. The following are the closing quotations—Tennessee G's, 1890, 94 to 95. Tennessee 6's, now, 734; North Carolina 6's, 83 to 834 ; Virginia 6's, 674 to 68; Missouri 6's, 811 to 82. The speculation in gold for a higher premium has been checked by the disbursements of coin by the Treasury, in the purchase of bonds of 1867 and 1868. After touching 1548 on the 13th, the price fell to 1471, subsequently re acting 1 to 11, and closes at 1474. Foreign bills have been more in demand, and the rates of Sterling exchange are 4 to 1 per cent. higher than at the date of our last. The closing quotations are for Bankers' 60 days' sterling, 108 to 1081 ; do. 3 days, 1084 to 109 ; Francs, long date, 5.224 to 5.20 ; short date, 5.184 to 5.171. Cotton has been firmer, under the advanced quotations reported by cable from Liverpool. The week opened with quotations for Middling Uplands at 42 to 43 cents, but the subsequent decline in gold produced a fall of 2 cents per pound, and the market closes heavy at 40 to 41 cents. The receipts at all the ports, reported for the week ending Oct. 15, amounted to 17,000 bales, and the exports for the same period to 13,000 bales. FOREIGN QUOTATIONS. Oct . . London commercial lo6* 107-4 10519. Oct. 12106-1. Do. bankers' long lOB 1084 106 107 Do. bankers' short sight lOBl 109 107 2 1074 Paris sixty days 5224 520 526; 525 Do. short sight 5184 5174 5224 Antwerp 525 5225 530 5274 Hamburg Amsterdam Frankfort Bremen Berlin 72 715 ---- COTTON QUOTATIONS. Uplands. Mobile. N. a & Ts. Good Ordinary Low Middling 3B to 39 39 to 40 40 to 7: Middling V 4O to 41 41 to 42 42 to 43 Good Middling. MOVEMENTS OF SPECIE AT NEW YORK. IMPORTS. Foreign, week ending Oct. 13 Import for last week 5510,320 33 Previously from Calif orn i a ,039,210 Previously from Foreign Ports 7,742,863 Total since January Ist 541,292, 393 EXPORTS. For week ending October 13 5198,0 50 Previousl y Since January 1 $54,394,978 Sumo time 1865 23,841,658 COUNTRY MARKETS. NOTTINGHAM-SATURDAY. The supply of wheat was tolerably good, and prices similar to those of last week. The demand for barley was steady, at late rates. Beans were in small supply, and sold at prices quite equalling those of last week. Old white wheat, 64s to 68s ; old red, 56s to 62s ; nevi white, 60s to 66s ; new red, 54s to 60s per 36 stone. Oats, old, 32s to 36s ; new, 24s to 32s per 24 stone. Beans, old, 52s to 55s ; new, 48s to 50s per 38s stone. Pine flour, 41s to 43s per sack. NORWICH- SATURDAY. A fair supply of wheat offering to-day, prices for which remained unaltered. A large supply of barley, and best malting descriptions maintained late rates. White wheat (weighing 631 b), 60s to 61s ; old red ctitto, (weighing 631 b), 518 to 58s ; new red ditto (weighing 601 b to 631 b), 51s to 52s ; best malting barley (weighing 521 b to 531 b), 48s to 50s ; runs ditto (weighing 511 b to 521 b), 44s to 465; distilling ditto (weighing .501 b to 521 b), 36s • oats, 24s to 26s ; beans, '67s to 39s ; peas (maple), 3 6 s to 38s per qr. Flour, 42s Od per sack. 34s to LEICESTER - SATURDAY. We had an average supply of wheat at our market to day. Sales were made to a limited extent, and prices were rather easier. The demand for barley was not so tie" tive as last week. Oats in limited supply and fair demand• A small show of beans, which sold at last week's prices. New white wheat, 58s to 63s ; now red, 54s to 60s ; old, white, 63s to 67s ; old red, 58s to 62s per 36 stone. Bar ley, for malting, 45s to 50s per qr. ; grinding, 32s to 38 8 per 30 stone. Oats, old, 32s to 38s ; now, 25s to 32s per 24 stone. Beans, old, 52s to 58s ; new, 48s to 56s per 38 stone' Fine flour, 46s ; seconds, 40s to 42s per 20 stone. YORK-SATURDAY. A limited show of wheat, and few old sorts were exhi bited. There was not much life in the trade, and recent prices were mostly made. New white wheat, 56s to 64s ; new rod, 50s to 60s per 36 stone. Barley, for malting, 36s to 40s per qr. ; grinding, 32s to 34s per 30 stone. Oats, new, 24s to 28s per 21 stone. Beans, new, 52s to 56s per 38 stone. Malt, 70s to 725. Flour, 45s to 46s per sack of 2801bs. Foreign Mail Packet List. MAILS DUE. Australia and New Zealand, via Southampton Nov. 19. Ditto, via Marseilles Nov. 1 3 . Brazil and Cape Verds, by British packet. ..... Nov. 5. Ditto, by French packet Nov. 21 Cape of Good Hope, Ascension, and St. Helena Nov. China, Penang, and Singapore, via Southampton. Nov.3. Ditto, via Marseilles Nov. 1 3 ?aukland Islands Gibraltar, via Southampton Nov. 3. India (Calcutta), and Ceylon, via Southampton Nov. 3 Ditto, via Marseilles India (Bombay), via Southampton. Nov. 13. Ditto, via Slarseilles ilalta, Egypt, and Aden, via Southampton Nov. 3. Ditto, via Marseilles Nov. 7. 11auritius, via Southampton Ditto, via Marseffle 3. .. Nov. i 3 Newfoundland Portugal Ditto, by private ship to Lisbon. . United States and British North America, by Bri tish packet Ditto, by United States packct, via Southamp ton Ditto, ♦ia Cork Ditto, by Canadian packet, via Londonderry ..Nov. 9• IN - eat Coart of Africa, Madeira, and Tenerife „„ , Nov, 10. West Indies and Pacific (except Bahamas and Honduras) ..... No 1 3 Cuba •nd Mexico Bermuda, via Halifax Nov. 21 Bahamas, via New York. Nov. 15 The mechanics of Norfolk, Virginia, are about to establish a library of scientific and mechanical works. LADTERTISEMENT.]—HoIIoway's Ointment and Much watchfulness must bo exercised as winter advances , and the earliest evidences of ill-health must be immediately checked and removed, or a slight illness may result in 5 serious malady. Relaxed and sore throat, diphtheria , quinsey, throat cough, chronic cough, bronchitis, and most other pulmonary affections will be relieved by rub biug this cooling Ointment into the skin, as near as prac' ticable to the seat of mischief. This treatment, so simple and effective, is admirably adapted for the removal of these diseases during infancy and youth. Old asthmati c invalids will derive marvellous relief from the use of Sol loway's remedies, which have brought round many such sufferers, and re-establish health after every other means had signally failed. Births. GRYLLS—On the 2d inst., at 43, Queen's-gate-terrace, Lon" don, the wife of Major Grylls, of a son and heir. GRANT—On the 2d inst., at 42, Albany-street, Edinburgh/ the wife of Commander James Grant, Royal Navy, of daughter. GRAHAM—On the 2d inst., at Drums House, Renfrewslitr e l the wife of J. H. N. Graham, Esq., of a daughter. MILDMAY —On the Ist inst., at Holybourn, Hants, the wife of Arthur St. John Mildmay, of a son. Marriages. TOUCHE—STRANSHANI—On the 2d inst., at St. Georgl Hanover-square, Capt. W. P. L a T ouc h e , Bombay S t 3 Corps, third son of the late Major P. La Touche, of till 01 Bengal Army, to Frances G er t ru d e , secon d d a ughter Lieut.-Gen. Stransham, R.M.L.I. YouNG—JAY— On the Ist inst., at Worfield Church, Shrop shire, Henry J. Young, Esq., M.D., of Bridgnorth , Ellen Martha, daughter of the late Thomas Jay, Es ( 11 ° Daneford, near Bridgnorth. Deaths. BALEY—On the 29th ult., at 1, Liverpool-street, Xing's cross, Thomas alley, Esq., aged 68. CURRIEIIILL—On the Ist inst., at Curriehill, Mrs. Marg aret Pod Bell, wife of Lord Curr iehill. FARR—On the 31st ult., at his residence, Minting , neitr Hornca,stle, Francis Farr, Esq., aged 82. HUNTER— On the 2d inst., at Margate, George Y . Hunter , Esq., J.P., Mayor of Margate. HALL—On the 2d inst., at 23, Oxford-terrace, Ch else9 ' Louisa Hall, aged 84. HOLLAND—On the 2d inst., at 25, Lower Brook -street, Grosvenor-square, Saba, wife of Sir H. Holland, B art. NEVILLE - On the 3d inst., at Esher, Nev ille ' William IL barrister-at-law, aged 41. PHILLIPS-On tho 2d inst., at Moreton Hampstead, Del °l37 Wm. Phillips, Assistant-Paymaster, P.N. ne cl 26. - --- - - - --:-------- S . London : Printed r.nd Published by WILLIAM AND IO4/C li 2 of No. 112, Strand, Pointer at Tun SUN Ofro o, 14° ;.; of Strand, in the Precinot of the Savoy, in the Co on " Middlesez.—Monday, November 5,1860. i i L