The Sun. — London, England, 1856-08-16 00:00:00

THE BRITISH . ASSOCIATION. CHELTENHAM, Aua. 14. The 26th annual conference of the Association was brought to a close to-day ; and, on the whole, the mem bers have no reason to regret the decision of the general committee by which Cheltenham was selected to be the place of meeting this year. Had the meeting been held a month or two later, tho attendance would have been more numerous. At this period of the year the fashionable re sidents of the town migrate to the sea shore, and the un usual and continued heat of the weather had the effect of inducing many of the inhabitants to seek change of air a nd scene, and who would under other circumstances have delayed their departure until after the visit of the Asso ciation. The number of persons who, on this occasion, attended the sectional and general meetings, either as members or associates, was nearly equal to that which attended the last meeting of the Association at Belfast, and the amount realised by the sale of tickets was within 3/. of that received in the northern capital of Ireland. The number of communications laid before the Asso ciation was also satisfactory, and indic;.tes the fact that the importance of the peculiar branches of physical science to which the members have directed their attention is daily becoming better understood and more fully appre ciated. The total numbers of papers actually read before the Association at its late meeting was 2:31. Of these 40 had reference to mathematical and physical science, 26 to chemical science, 43 to geology, 41 to zoology and botany (including physiology), 23 to geography and ethnology, 30 to economic science and statistics, and 18 to mecha nical science. From this statement it would appear that mathematics and geology are the more favoured studies of the Association, and that zoology and botany rank next in public interest. In the section entitled " Economic Science and Statistics," a larger number of papers were entered to be communicated than were actually read, but the attendance of members at the section was more nume- rous than usual, and the papers read were of a more prac tical and popular character. The sections in which the public appeared to take the greatest interest, judging from the diurnal attendances, were the geographical and ethno logical, and the geological. The discussions in these sec tions were naturally more general and animated, and the proceedings were altogether of a less formal character. A considerable number of the members left town yester day afternoon, so that the excursion parties appointed for the day were not as numerous as was expected. Three parties, however, were formed—two travelling by rail way and one by coach. Upwards of 100 members, includ ing a fair proportion of la lies, started from the Great Western Railway Station, at nine o'clock, and visited the tabular railway bridge over the Wye (on the South Wales line), Chepstow Castle, the Windcliffo, and the romantic features of this beautiful stream. Arrived at Chepstow, the more adventurous of the party proceeded onward to Tintern Abbey and inspected the ruins, which were explained by one or two accomplished archaeologists who happened to be present. The train returned to Chep stow in the afternoon, and the party appeared much grati fied at the excursion. A party of geologists also started from the Midland Railway station at 10 o'clock for Char. field and Tortworth, where they examined the curious ob jects of interest in that neighbourhood. The third party proceeded in omnibuses and carriages on an excursion over the Cotswold hills, visiting Wincomb (seven miles distant), Sudeley Castle, Stanway Court, and Toddington (the resi dence of Lord Sudeley.) On the return of the excursionists there was a general move towards the metropolis, and in a very few hours the town of Cheltenham had seen the last of the British Association. The following paper, "On Mercantile Steam-Transport Economy," was read by Mr. C. Atherton, chief engineer of her Majesty's Dockyard, Woolwich, in the section of Eco nomic Science and Statistics :—The construction of ships and the administration of shipping affairs, involving a multiplicity of considerations of a scientific and of a prac tical and mercantile character connected with these arts, requires that shipping direction be regarded and treated as the subject of an exclusive science ; and, of late years, the progressively extended application of steam to mari time purposes, and the prospect of its general use as an auxiliary power, have still further complicated the sub ject, and extended the range of mechanical acquirement which is now necessary in the prosecution of steam-ship equipment, direction, and management. It is therefore with diffidence, and with the feeling of my not possessing the combination of qualifications which is necessary to ensure adequate justice being done in all respects to the elucidation of the important subject, " Steam Transport Economy," that I enter upon the task of bringing that subject before the notice of the British Association for the Promotion of Science. I am however, encouraged, by the assuring reflection that public utility is a field in which it is an honour to labour, that lenient consideration for indi vidual deficiencies and the helping hand of others will be extended to the most humble delvers in that field, and that credit may be earned in proportion to the roughness and obdurate nature of the spot of ground which NV e may have undertaken to break up, and to the perseverance by which one may at least attempt the accomplishment of the assigued task. Permit me, therefore, to remark that my present appeal to the British Association is but a continua tion of my previous efforts in the cause of steam exposition, with a view to bringing " Steam Transport Economy" within the pale of arithmetical calculation; and as I shall have occasion to refer to the enunciation of principles and to the details of calculations which have thus preceded this eteay, it may be convenient that I briefly enumerate the va rious published statements thus referred to as forming an integral portion of this paper, and which accordingly I beg to hand in to the association for the purposes of reference and record. Ist. A brief essay on " Marine Engine Con struction and Clessitication," published by Weale in 1851. The object of this essay was to analyse the data afforded by published and authentic statements of the actual test-trial performances of various steam-ships, and ascertain, by means of such comparative analysis, what are the peculiari ties or proportions of baili e and what are the peculiarities of engine-construction of those vessels which have attained to the highest degree of locomotive efficiency, thereby also scrutinising how far the popularly received notions in regard to steam-ship type and marine engine construction supposed to be most conducive to locomotive efficiency , may be in ac cordance with, oriu opposition to, the results of actual ex perience, when measured by any definite and received law. 2d. An essay on "Steam-ship Capability," originally pub lished in 185'3, and of which a second edition, with supple ment, was published by Weale in 1851. Teis essay is de signed to demonstrate the mutual relations which subsist between displacement, power, and speed in steam-ships; especially as respects the increasing scale of engine -power by which progressive increase of speed is attained; and to show the difficulty which attend the prosecution of a steam service in which long passages are required to be performed at a high rate of speed ; also to show the sacri fice which attends the employment of vessels of an infe rior type of build, as compared with vessels of a superior type. The supplement published with the second edi then of this essay extended the tabulsr calculations to em brace vessels of hypothetical magnitude, and to demon strate a system of 1:s. d -arithmetical calculation applicable to e-timating the cost of goods, conveyance per ton weight by steam-ships, based on the constructive type of the ship, the speed to be re Lised , and the size of ship employed to do the work. The appendix to this essay embraces a disserta tion on the probable capabilities of ships of unprecedented magnitude, showing the advantage of magnitude so far as mechanical principles are concerned, irrespective of mer cantile considerations, and under what combinations of speed and distance without re-coaling, comparatively with the more frequent coaling depots available to smaller ves sels, the mechanical ad v intage of magnitude becomes nen tralieed ; also giving new tables for facilitating steam-ship calculations, by showing the cubes of numbers from 5 to 25, rising by the decimal 'Ol, and the cube roots of the squares of all numbers likely tube embraced in the tonnage displacement of ships. 31. A paper on " Steam-ship Capa bility," read before the Society of Arts, London, May 16, 1855. The object of this paper was to expose the indefinite nature of the terms "horse power" and ' tonnage" as re spects their not being what they are generally supposed to be, definite units of measurement of engine-power and ships' size, also to show the uselessness for scientific pur poses of all statistical data based on nominal horse-power and nominal tonnage, and the fallacy of all calculat ons based on those indefinite terms, thence showing the neces sity for some definite measure of power being legalised as the unit of power to be denoted by the " marine horse power," and used as the base of calculation and contract engagement in eteatn shipping affairs. 4th. A paper en "Tonnage Registration" read before the Society of Arts, London, Jan. 16, 1856, with the discussions thereon. The object of this paper was to show the insufficiency for scientific purposes of the system of tonnage registration now in force as prescribed by the Merchant Shipping Bill of 1854, in so far that under this act the registered tonnage of a ship affords no certain indication of the tons weight of cargo that the ship will carry, nor does it give, even approximately, the displacement with reference to any given draught, nor does the registration afford any indica tion of the power capable of being worked up to by the engines of steam-ships, or any other data whereby the dy namic properties or locomoti e duty of vessels may be scru tinised on scientific principles. By this paper I brought forward certain suggestions for public consideration and discussion with a view to our official registration of ship ping being rendered more comprehensive for the fulfilment of the various useful purposed to which statistical registra tion, if complete, would undoubtedly conduce, in a scien tific point of view, irrespectively of merely fiscal objects. These papers, of 16th May, 1855, and 16th of Jan., Ic 56 urging the establishment and rec ognition of definite units as the legal ndineasurernent of marine e ngine - power :and ships' tonnage, I beg respectively to snbinit to the notice of the committee appointed by this association for the con sideration of the tonnage question, of which committee I had the honour of being named a member, but I was under the necessity of declining to take part on this committee in consequence of my being, as above stated, committed to certain views and publicly engaged in agitating the ques tion of tonnage registration amendment, with a view to supplying the deficiencies of the present system. Having thus ehown that various investigations essentially connected with the elucidation of the subject now before us, " Stearn Transport Economy," have constantly and publicly en gaged my attention since 1851, I may now, in the begin ning of my paper, announce the proposition to which hope to direct the ' attention of the British Association. Now, what I have undertaken to demonstrate is this—that in consequence of there being no legalised definition of the terms power and tonnage as standard units of quantity applied to the prosecution of steam navigation, there is practically no definite measure of quantity what ever attached to those terms, even although they are Fee generally made use of as the base of pecuniary contracts, and that, in addition to the private evils as between buyer and seller resulti ng f rom this singular anomaly in matters of mercantile account, the public evils resulting from nomi nal "horse-power" and "tonnage' b recognised as being h can not be scientifically exl rm ' s th w ar h t ic he wor king power of marine machinery or pss t r hes l izge either ash•p are monstrous, inasmuch as th ey pu b l i cly defeat science B m t e a e a m n h of i p iconstruction a a n n d a f ro m being brought ai jagea t eo ntas a bear o n ati steam-chip m proof whereby to confi r m the existence and establish th e con tinued adoption of g ood p ra ctice where good practice does exist, and to detect error either in the construction of steamers or in the management of ateamers ill cases w h ere h a d types of construction and rualadminiatration THE UN age return per ton weight here set forth. Hende i it ap pears that 12 miles speed involves double the freight costof tho 8 miles speed tb..e with superior ship A, and nearly From the London Gazette of Last Night. FOREIGN-OFFICE, Arc. 14. The Queen has hoe i pleased to approve of Mr. Nathaniel Solomon as Constil at St. Helena, for his Majesty the Em peror of Austria. The Queen has also been pleased to approve of Mr. A. V. Colvin as Consul at Demerara for the United States of America. may exist and be destructive of enterprise which might otherwise have conduced to public good. In short, my object is to show that in consequence of the deficiencies in our national standard units of power and tonnage, and de ficiencies of our statistical registration, the public are de prived of the benefits capable of being derived from science as a means of discriminating between good and bad practice in the great matter of shipping, thus ena bling us to take advantage of the one and explode the other. The constructive merits of steam ships in a dyna mic point of view may be comparatively determined by the ratio that subsists between the amount of displacement that is propelled from place to place, the speed or time in which the vessel performs the given passage, and the engine-power exerted, or the coal consumed in the per formance of the work ; yet every ship that is launched and goes with flying colours upon the usual test trial is always for the day pronounced to be the most wonderful ship that ever was built; and no wonder that it is so, considering that the dynamic merits of ships are thus determined, not by any admitted rule based on the mutual relations of displacement, power, and speed, but by acclamation based on the mutual interests of all con cerned, that a new ship shall be of good repute. All at tempts to expose this monstrous deficiency in our nautical system by urging the importance of statistical registration, have been held up to reprobation as an interference with the shipping interests, regardless of the fact that it is the public who pay the penalty of an enhanced price of goods transport consequent on whatever deficiencies may exist in connection with the locomotive properties of our ship ping. In justification of these remarks as to our denomi nations of ships' tonnage and engine-power being a delu• sion, subversive of all truth, so far as scientific inquiry and research may be based thereon, I may be permitted to cellos) the following statements :-Ist. As to to tonnage registration. Although tonnage measurement for regis tration has been subjected to legislative revision under the Merchant Shipping Act of 1851, the term " tonnage" is still made use of in various significations. By the pre sent law, 100 cubic feet of internal tonnage, or available space for cargo, constitutes the unit of tonnage, but as respects all ships built previously to the month of May, 1855, when this act came into operation, the adoption of this law is not compulsory. Merchants have the privilege of retaining the former registration of some ships, and getting such others of their ships measured and registered under the new act as they may think fit to select for re gistry, so that the term tonnage may now signify " build ers' tonnage," old meaeure, under the Act of 1775, or ton nage under the Act of 1833, or tonnage under the Act of 1854, and these are three totally different systems of ad measurement, having no definite ratio to each other. Mon over, the unit of tonnage under the Act of 1854 being based on internal room:ego measuring up to the deck, affords no certain indication of the displacement of a ship when loaded fit for sea, nor does it afford any assurance what ever as to the tons' weight of cargo that a ship will carry ; for example, by adopting the cellular princiele of build now introduced in the construction of iron ships, a ship of 10,000 cubic feet of internal roomage, or 100 tons re gister tonnage, may have such external displacement as would safely float with the whole internal roomage filled with iron, and therefore weighing no less than 1,000 tons of dead weight, or ten times the register tonnage ; and the registration of steam ships is open to similar delusion as to their capability for weight of cargo. So much for the mer cantile liberties that may possibly introduced, and taken with our statistics of exports and imports so far as they may be based on the tonnage registration of shipping un der the Act of 1854. The abortiveness for statistical and scientific purposes which has hitherto attended all legislas tion on tonnage registration appears to have been occa sioned by the attempt to embrace under the one term, , " tonnage," two things which have no fixed ratio to each other, namely, tonnage by bulk, and tonnage by weight. The law has not comprehended the double mercantile use and application of the term " ton" by providing for the separate and distinct registration of each, namely, tonnage by hulk and tonnage by weight—the capability of ships for bulk tonnage being dependent on internal roomage, but the capability of ships for weight tonnage being depen dent on external displacement—a distinction which is not noticed by the new law of tonnage admensurement under the Act of 1854. 2d. As to marine engine-power. Although Watt originally defined the unit of power, which be de nominated horse-power, as equivalent to .13 , 0001b5. weight raised one foot high in one minute of time, and invented mechanical device or instrument called a " steam indica tor," whereby the variable pressure of the steam in the cylinder, and consequently the working power of steam engines, could be readily ascertained (whence the working power so ascertained was denominated the " indicated horsepower"), all which arrangements of Watt put the working operation of the steam-engine originally on a scientific base, defined by a standard unit o power ad naeasurement, still this definite unit of power was never recognised by law, and consequently the steam-engine was no sooner applied to maritime purposes than the rivalry of trade induced a practice under which the nominal, or contract power of engines, did not speci fically regulate the working capability of the engine delivered. Engines were not objected to by the pur chaser if their working capabilities were in excess of the nominal power, and engineers themselves voluntarily sup plied marine engines working up to an "indicated" power far in excess of the "nominal" power, for the express pm pose of thereby driving the new vessel at a higher rate of speed than that attained by some rival vessel with the same nominal power. Reputation for the production of fast steamers depended on beating the rival boat, not on the mode of effecting that object. The shipping interest and their working craftsmen, shipwrights and engineers, felt themselves constrained to meet their rivals in trade with their rivals' weapons ; numerous devices have been adopted with a view to the development of power on board of ship by packing the greatest amount of engine-power into the least space, and undoubtedly great improvements have been made by adapting the dimensions and propor tions of vessels to the service required, but still fame," in regard to the character of steam=ships based on speed, has been too much the result of horse-power delusive jockeyship rather than of truthful science. By the practice of trade horse-power came to be measured by the diameter of the cylinder, without any limitation as to the capabili tiesof 11119 b Ater, and gradually in time a marine-engine con tract was co Isiderecl not to be fulfilled unless the engines were capable of working up to an " indicated horse-power," at least double that of the contract nominal power ; still, however, no specific limit was assigned either by custom or by law ; and, at length, to such a degree has competition set truth at defiance, that the working, or "indicated horse-power" of engines delivered under contract has fre quently amounted to four times the nominal horse power actually stipulated for by the contract. These facts are fully set forth in the paper read by me before the Society of Arts on the 16th May, 1855. Having thus pointed out the indefinite application in steam shipping practice of the terms " tonnage" and " horse-power" with reference to the definite terms " displacement" and " indicated horse-power," it may be still further edifying that we illustrate the anomalies liable to result when these terms are used in combination with each other, as is con stantly the case in expressing and recording the ratio of tonnage to power of a steam-ship. In exposition of this matter, I may again refer to the before-mentioned paper, whereby it will be seen that I selected 10 vessels, in each of which the ratio of builders' tonnage to nominal power was very nearly the same, namely, in the ratio of 100 tons of builders' tonnage to 40 nominal horsr-power, or 2e tons of tonnage to one nominal horse-power • but on comparing the constructors' load displacement of these same ships, calculated in tons weight at 35 cubic feet of water to the ton, with the effective working power, based on indicator measurement, the ratio was found to be 10 tons displ ice ment to 3e horse-power in one case, and 100 tons oispl ',ce ment to 281 horse-power in another. The records l sta tistics of these 10 vessels would lead one to infer that they are all powered in the same proportion of engine-power to size of ship ; but, in fact, they are all different, and on comparing the two extremes, one ship has no less than seven times the power of the other in proportion to size of ship as determined by displacement. In fact, generally, the records of register-tonnage and nominal horse-power do not constitute statistical data of any value whatever for the scientific purpose of discriminating between the rela tive dynamic merits of steam-ships, but, on the contra! v, such records and all ideas resulting therefrom are positively delusive and mischievous. The conclusion at which I would arrive from these statements is, that the very first step in any attempts to bring steam affairs within the range of arithmetical calculation must necessarily he to establish the measure or value which wo assign to cur units of tonnage and po.ver. It is only by the moral in fluence of such a body as the British Association that the cause of science can obtain a hearing in this matter of statistical registration applied to shipping. With refer ence to or units, it is, of course, desirable that the mea -1 sure of the unit, to be legally recognised as the unit of power, should be nearly in accordance with the general average of practice at the time when the unit may be so establiebed ; and at the present time (1856), the general run of marine nominal horse-power varies from two indicated horse-power to four indicated horse-power, that is, from 66,000ib5. to 132,0001b5., raised one foot high per minute, it is submitted that the unit of marine horse-power would now be most conveniently fixed at 100,0001bs, raised one foot high per minute. Until, however, some definite measure of the unite be legally recognised, it is considered advisable in matters of scientific inquiry like the present to adhere to the measure of the unit originally proposed by Watt—viz., 33,0001b5. raised one foot high per minute; designating this scale of measurement as the " indic a ted horse-power," thus--Ind. h. p.—and such will be the unit referred to when horse-power is spoken of in the following pages of this paper. Now, as to the measure of the unit of tonnage by which the sizes of ships are to be spoken of and compared, we have already observed that under the Mer chant Shipping Act passed in the year 1854, the unit of tonnage is based on the internal roomage of ships available for cargo • that all ships built since May, 1555, are regis tered under this act; but the re-measurement and re-regis tration of ships built previously to 1855 is not made com pulsory. Shipowners have the privilege of re-registering under the act of 1854 such vessels as they may select for that purpose • consequently, our present registration is mixed, and the various units of tonnage measurement thus embraced under our present tonnage registration have no definite ratio to each other, or to the tons weight of cargo that ships will carry. The comparative merits or demerits of these various systems of registration for fiscal purposes need not be here discussed. Suffice it to say that in none of these systems has any notice whatever been taken of the measurements which constitute displacement ; and as dis placement is an essential element in any scientific investi gation as to the locomotive performance of steam-ships with reference to the power employed and speed attained, it fol lows that our present registration of shipping, even under the Act of 1854, does not afford statistical data of Bitch a character as to be available for science in the matter of coin paring the merits in a locomotive or dynamic point of view, of the various models of types of form by which steam-ships have been constructed. It issubtnittedfor theconeideration of the British Association that national advancement in mari time affairs, especially in regard to transport economy, would be promoted by our public registration of shipping in general, and of steam-shipping in particular, being a systematisrequireded as to embrace not only the roomage measure of for fiscal purposes, but also, in addition, the data , those details of speed aed powerdisplacement derived which, inro from combination with formancee of ships, are necessary to scientific investigation in determining the relative dynamic merits of different ty pes of form of steam- s hi ps. It must be borne in mind that it is the public, the consumers of merchandise who must ulti mately bear all the expenses connected with the transport ys a u n er an ti h i a s b, e ln , : whether h te e br t ec h ha e w av r nerd, e gsl merchandise. l or .c o Bs i t l performed. Bad e si r hu o p r s ,omratel imported enhance the price of cotton and all o th er s i milar raw t. cß a o n ar d dn deliverysaliniisaliinodoti other u e c r ao c in h i ships imported for the production of exp ort man ufactures. This enhanced price restricts demand, thus curtailing the sources of employment, so that every bad ship, whether em ployed in the import or export trade is, of itself, a public nuisance, a prevalent bad type of ships would be a public calamity, and progressive improvement would be a public benefit. It has been said that the interests ofshipown e on is in itself a sufficient guaran tee for ins u r ing the adoption of the type of ships best adapted for merc antile steam-trans port economy. It is scarcely fair to bas e any argument interested motives, but as that argument has been raised it must be noticed. Undoubtedly, each shipowner has an in dividual interest in hie own ships being the beat afloat, but if he does possess the best ships, it is equally his interest to I keep th it fact, and the means of acquiring them, to himself, so that the charges for freight may zontinue to be ruled by the inferior dynamic qualities of the average ships employed by the trade, not by the superior dynamic qualities of the ' best ships as possessed by himself, the difference being the shipowner's private advant age or thepublic'sloss. It is there fore the interestof the public that all bad typesof shipping be exposed and eradicated. Freight would then, as respects the quality of ships, be ruled by a scale of charges derived from the performance of a generally improved type of ships working in fair competition with each other. Having al reedy defined the measurement of the units by which we propose to designate the working power of the engines and the size of the ship—namely, ind. h.p. at 33,0001b5., raised one foot high par minute, and tons weight of dis c placement at 35 cubic feet of water to the ton, it is now necessary that we refer to the received law or formula by which the comparative dynamic duty of steam-ships may be numerically ascertained. The formula usually adopted for obtaining the co-efficient of dynamic duty of steam ships is { 17.3 C in which Dis the displace- Ind. h.p. meut of the ship at the time of trial, expressed in tons weight, V the speed (usually expressed in nautical miles per hour), and ind. h.p. the working power as escor t tined by means of the indicator. The resultant number C deduced from this formula is termed the co-efficient of dynamic performance, This co-efficient C will be a con stant number for all vessels of perfectly similar model or type of form, and of which the engines are equally effective in proportion to their gross ind. h.p. ; but if the vessels be not of similar type, and the engines not equally effec tive in proportioh to their ind. h.p., the co-efficient C will vary, and thus the dynamic performance of different ves sels will be comparatively clee slued. It is not our purpose in this paper to raise any question as to the scientific ra tionale or resultant accuracy of this formula; I will merely observe that though open to criticism in several respects, the results of experience have demonstrated that this for mula, when applied to any known type of ship, expounds the mutual relations of displacement, power, and speed, with a degree of precision that admits of its being practi cally made use of for determining the resultant speed that is to be expected from any combination of power and dis placement ; and in like manner any one of the three ele ments of the formula may be deduced from the other two being given. Further, this formula may be rendered available as a counting-house check on the working opera tion of steam-shis simply by substituting the con sumption of coals, expressed in cwts., per day of 21 hours (W), in lieu of the ind. h.p. ; for 1 cwt., or 11flbs., per day of 24 hours is at the rate of 4.661h5. per hour, which is probably about the ordinary consumption per ind. h.p. per hour, and it ought not to be exceeded. If, there fore, in lieu of the ind. h.p. we substitute the consumption of coals, calculated in cwts. per day of 21 hours, the re sultant co-efficient (C) will afford an approximate indica tion of the good or bad performance of ships, as compared one with another; and the fact of an inferior performance being thus detected, the cause to which it may be attri butable, whether to inferior type of form or foulness •f bottom, or inferior adaptation of engine, or inferior con• struction of boiler, or inferior management on board ship, will then become the subject of professional inquiry; thus, the merchant, by aid of his counting-house statistics of displacement, time on passage at given length, and coals consumed, will be enabled to detect the fact of inefficiency, and it will then be for the professional engineer to detect and remedy the cause thereof. The annunciation of the formula, or the mercantile rule above referred to, is as follows :—Multiply the cube of the speed, expressed in knots or nautical miles per hour (V 3), by the cube root of the square of the displacement (D2-3),and divide by the consumption of coals, expressed in cwts. per day of 21 hours, the resultant numeral co-efficient (C) will indicate the dynamic or locomotive efficiency of tie? vessel ; and such is the variable condition of steam-ships in present use, that the co-efficient has been found to be as low in some cases as 120, whilst in other cases it has reached the number 250. The pecuniary value of gold is determined by assay ; and in like manner the contract price to be paid for a steam-ship should, in some measure, be regulated by the co-efficient, based on the mutual relation of displacement, speed, and coals, which may be realised on trial of the ship ; for example, multiply the contract price by the numeral co efficient that may be actually realised, and divide by the co-efficient that may be regarded as the par measure of dynamic efficiency, according as the vessels may be painted or sheathed with copper. Contracts based on this principle would constitute a check upon the production of inefficient ships, and award a premium on the construction of ships of superior merit. The approximate trustworthiness of the formula V 3 D —C being conceded, we now Ind. h.p. have the means of pursuing our exposition of the extent to which any definite difference of type or falling off in the working condition of a ship will affect the amount of prime cost expenses incurred in the conveyance of merchandise by steam-ships—suppose, for example, that we have ships whose coefficients of dynamic duty or index numbers (C) V 4 h. p deduced from the formula {lnd. s _0 } are respec tively. 250 and 166, which numbers correspond with 1,000 and 664, if the unit of marine engine-power be taken at 4 ind. h.p., as is the case in the tabular calculations given in Atherton's " Steam-ship Capability," and are co-effi cients of dynamic duty not unusual as between different steam-ships in actual practice ; in evidence of which, con firmatory of the official records whence these numbers are taken, I may refer to a tabular statement of steam-ship trials recently supplied to me by one of our most expe rienced firms (engineers and shipbuilders), by which state ment it appears that, adopting the formula referred to, the index numbers or co-efficients of dynamic duty of eight steam-ships varied from 251 to 149—thus showing that the difference of constructive types now assumed as the base of calculation for this exposition is not an exaggeration, but such as is common in practice. In the first place, referring to " Steam-ship Capability," 2d edit., p. 78, we will expose the difference of power (Ind. h.p.) which would be required by two vessels, A and B, of the respective types or working conditions of service indicated by the co-efficients above referred to (namely, 250 and 166), supposing the vessels to be each of 2,500 tons load displacement. The vessel A will be propelled at 8 knots, 10 knots, and 12 knots per hour, by 376 ind. h. p., 736 ind. h. p., and 1,272 incl. h. p.; but the vessel B will require, to attain the same rate of speed, 568 incl. h. p., 1,112 ind. h. p., and 1,920 ind. h. p. Thus the ship B requires, in consequence of her inferiority of working condition, or type of construction, an increase of power of no less than 50 per cent. in order to attain the same rate of speed as ship A ; and, be it observed, that these assumed co-efficients are within the range of ordi nary difference between one ship and another. We will now show the sacrifice which such a difference of type pro duces in the weight of cargo which these ships of (say) 2,500 tons displacement, with mean quantity of coal ou board, would respectively carry on a given passage, if powered for running at the speed of 8, 10, and 12 knots per hour. For this exposition we will assume the weight of the ships themselves, as measured by the light displace ment of ships, when ready to receive cargo and coal for the voyage, to appropriate 1,000 tons displacement, being 4J per cent. of the load displacement. We will also assume the weight of the engine department complete at 5 cwts. per ind. h, p., and the consumption of coal to be at the rate of 4lbs. per ind. h. p. per hour, and the length of pas sage, without re-coaling, to be 3,250 nautical miles, being about the distance from Liverpool to New York or to Constantinople. On these data, according as the vessels may he powered, as before shown, for being propelled at the speed of 8, 10, and 12 knots per hour, the displacement available for cargo in A will be 1,270 tons, 1,103 tons, and 875 tons weight of cargo; while in B it will be 1, ,52,90 U and 556 tons weight. The consumption of coal in A. will be 273 tons at 8 kuots, 467 tons at 10 knots, and 615 tons at 12 knots; and in B it will be 412, 615, and 929 tons weight. Hence it appears that purely in consequence of the difference in constructive type, or waking condition of the ships, the reduction of cargo in B, as compared with A, will he 9, 18, and 36 per cent., according as the speed may be 8, 10, or 12 knots per hour; while the increase of coal, being in proportion to the increase of power, will in each case be 50 per cent. But the public evils of an infs.- rior type, or neglected condition of ships, will be still more fully exposed and be more definitely understood by the extra £ s. d. charge that must be made for freight per ton weight of goods conveyed, in order to meet the prime cost expense of conveyance. In order to work out this calculation, we must assume certain data of investment and current expense as constituting the prime cost charges of permanently establishing and upholding a commercial fleet of steam-ships; and as this is the vital point in which the public, as consumers, have a direct interest, it will be expected that I enter upon it in considerable detail, as set forth in supplement to " Steam-ship Capability," 2d edit., page 76. In the first place I would remark that it is only (luring the number of days that steamers are annually at sea conveying cargoes of goods from port to port that they earn the income that is to defray the whole annual expen diture incurred. The number of days per annum during which steamers are at sea will, of course, depend materi ally on the service in which they may be employed ; and as it is proposed to work out our calculations with refe rence to a passage of 3,250 nautical miles—such, for ex ample, as a passage from England to New York or the Black Sea—l have assumed that the vessels employed on such service may be at sea 210 days per annum, In the next place the cost of coal is a very material item, greatly dependent on the service on which the vessels may be em ployed. This I have assumed at 21. per ton weight as the average cost of the yearly consumption. Next, as to the ship : I have assumed that a ship of 2,500 to 3,000 tons load displacement would be purchased from the builders as a ship of about the same amount of tonnage, builders' measurement, and that the cost of the ship, completely fitted, equipped, and furnished in all respects ready for sea, would be 251. per ton. Then, assuming the interest on investment at Si. per cent. per annum, the upholding and replacement at 10 per cent, per annum, insurance at 5 per cent. per annum, and wages and rations of officers and crew all the year round at 31. per 100 tons per week. On these data we shall have the nrinie cost expenses inciden tal to the hull amounting to 61. lls. 2d. per ton of tonnage per annum, which is Bd. per day sea-time, assuming the vessel to be at sea 200 clays per annum, exclusive of harbour dues, lights, and pilotage, which are supposed to be the same for all ships of equal ton nage. Next, as to the engine department. The ave• rage price of marine condensing engines, as now usually constructed, may be rated at 501. per nominal H.P., and in general each H. P. nominal may be expected to work up to 21 ind. h. p., so that the cost of marine engines may be rated at 201. per ind. h, p. Then, assuming the interest on investment at 5 per cent. per annum on the contract cost, the upholding and replacement at 10 per cent., insurance 5 per cent., wages and rations of engineers and stokers at 5/. per 100 ind. h. p. per week, consumable stores (coal ex cepted) 21. 103. per 100 ind. h. p. per week, on these data we shall hsve the prime cost expenses incidental to the engine department (exclusive of coal) amounting to 71.185. per ind. h. p. per annum, which is 9J. per day per ind. h. p. sea time, assuming the vessel to be at sea 200 days per annum. These assumed data of pecuniary charges inci dental to steam-ship transport service, as applied to mercantile purposes, combined with the mutual relations of displacement, power, and speed, which are derivab!e V 3 Di from the foregoing formula{ --- - =o}- according to h.p. the constructive type or locomotive quality of the ship, as shown by the co-efficient or index number C, enable us to make up the prime cost expenses, being the minimum at which goods can be conveyed, and which therefore should constitute the base of the estimate by which a minimum scale of freight charges should be estimated ; and applying these data to the ships A. and B, employed on a passage of 3,230 nautical miles, as exemplified in the supplement to Atherton's "Steam-ship Capability," 2d edition, page 78, the minimum scale of freight charges per ton of gnu s, according as the vessels may be powered for a speed of 8, 10, or Ifknots per hour, will, on the data referred to, re quite to be as follows :- 8 knots. 10 knots. 12 knots. Ship A..-- 15 7 £2 4 6 £3 4 6 Ship B 2 7 2 3 9 8 616 3 The proportions in which goods, according to their respec tive kinds, may be made to bear freight charges so as to yield the average return per ton weight on the entire cargo is altogether a matter of commercial discretion and manage ment. The entire cargo must be made to yield the aver- the.whole continuance of the strike. In referring to other ' periods of pressure, the earlint notice of the connection be tween distress and crime which we find in Mt. Clay's re , port is during the intervals between July, 1824, and July, 1820, and between July, 1825, and July, 1826. The first was a period of general prosperity and comfort amongst the labouring classes. The second was one of perhaps un precedented distress. Yet in the latter period the felony list presented no augmentation ; and though 40,009 or 50,09 of the p3or were existing upon charitable contribu tions, the few who pleaded distress as an excuse for crime were, in every case, old offenders. In four ordinary years, ending with Juno, 1824, the average of committals to the sessions annually was 119. The prosperous year of 1825 produced 177 committals ; the following year of distress, 172 ; and, in the year of reviving prosperity, ending July 1827, the number increased to no less than 269. " This lamentable anomaly," Mr. Clay observes, " in the moral character of the working classes, can only arise from the fact, that high wages to the ignorant and uneducated poor bring with them the means of gratifying the propen sity to intoxication, which is so fatal to their comfort and character," and which is the ascertained cause of the greater portion of their crimes. The opinion then expressed has been confirmed by the experience of later years If we take 10 years, ending with 1841, we find that, in 1836-7, a strike at Preston threw nearly 9,000 hands out of employ for about four months. Of these nearly two-fifths were under 19 years of age, and there was a consequent increase in the number of young offenders ; but it war found that idleness, and not want, had been the immedi ate cause of crime in almost every case connected with the strike. Even in this year of distress the committals to the sessions were less by 59 than those of a corresponding pe riod 10 years before, when the poor were pretty well em ployed. Mr. Clay gives a tabular statement of the whole of these 10 years. I cannot adopt them, however, as very strongly supporting the opinions which I have advanced. We there see an increase of committals simultaneous with a period of great and prolonged suffering ; but there were other causes than either poverty or intemperance which predisposed to crime. In the words of my authority, " a spirit of sedition and riot had loosened the restraints which the masses in North Lancashire are usually willing to ac knowledge ; and the autumn of 184'2 was marked by an amount of agitation and violence which betokened no slight danger to the permanent welfare of the manufac turing distlicts." The county police force, which had been organised two years previous, was found capable of arrest ing the dangerous spirit that had been excited into action, and a considerable increase in the committals was a natu ral consequence. " The zeal and activity of the new con. stabulary added to the number of apprehensions, though there might be no corresponding increase of actual crime ; and political disaffection encouraged dishonesty and vio lence to an extent which poverty alone would not have provoked." I therefore lay aside the 10 years ending with 1844 as an abnormal period, and I take the 10 years from 1,815 to 1854 inclusive, as throwing a fairer light upon the question with which T commenced. Of these Mr. Clay gives the following table : .2 0 Year. Remarks. tbundance of work Priso* discipline in beneficial operation. Occupation at the factories not so rea illy obtained. Many hundreds of hand-loom weavers out of employ. ever have the combined evils of scarcity of food and scarcity of employ pressed so heavily. Che distress at its maximum. Limes greatly improved. El period of great and continued prosperity. The Preston strike. three, times the cost of the 8 miles speed with the ship B, and 12 miles speed with the ship B is about four times as expensive as the 8 miles speed with the ship A. Also, the extra cost to the public at which freight charges aro en' hancecl by the inferior type or inferior working condition of ship 13, as compared with the ship A, if continuously employed on the liassage of 3,250 nautical miles, and under the data referred to, assuming the consumption of coal to bo at the rate of 4lbs per ind. h. p. per hour, and according as the steaming speed of both ships may be 8, 10, or 12 knots per hour, is no less than 32 per cent. at 8 knots, 5.3 per cent, at 10 knots, and 111 per cent. at 12 knots. Un doubtedly, the details of the data on which the foregoing calculations have been based are open to correction, and will greatly depend on their application to special services on considerations immediately connected with such special service, and cannot be generalised; but, whatever altera tion of these data may be applied to the ship A must like wise be applied to B, so that, although the foregoing esti mate of the actual cost expenses of freight may be consi derably modified by our altering the data of the calcula tions, still, the percentages of difference above set forth showing the degree of percentage in which freight charges for the passage of 3,250 miles are enhanced in consequence of the inferiority in locomotive properties of the ship B, as compared with the ship A, will not be much altered from the percentages above set forth, showing an enhanced cost of freight to be paid by the public on bringing cargo, grain, for instance, from the States, or from the Black Sea, to England, amounting to 32 per cent. at the 8 knots speed, 56 per cent, at the 10 knots speed, and 111 per cent. at the 12 knots speed, extra charges incurred on freight per ton of goods conveyed, and to be paid by the public, in consequence ,of the dynamic inferiority of the ship B as compared abith ship A. It is surely in consequence of the public not being generally aware of the high scale of prime cost charges necessarily involved in a 12 miles speed (steam ing speed at sea) as compared with an eight. miles speed, that such high speed is so universally deruaeded by the public, and it must surely be in consequence of an almost similar want of insight into the real cost of high speed ou the part of directors that obligations as to speed are so fre quently incurred at a price inadequate to such service. if the public will have a progressively increasinghigh rate of speed, they must pay for it about in the ratio at which they purchase iron, copper, silver, gold, and diamonds, either of which may be bought too dear for common use. The foregoing results have been based on the supposition that the consumption of fuel in both ships is at the rate of 41b. par hour per ind. h. p. My own experience, however, induces me to be of opinion that this rate of consumption is but very seldom realised, and that 51b. of coal per ind. h. p. per hour is much nearer in accordance with our pre sent actual steaming practice. It is therefore important that we show to what extent the rate of transport freight expenses will be enhanced if the service above referred to, namely, 3,250 nautical miles direct, be performed with an inferior construction of boiler, causing to consumption of 51b. of coal per indicated horse-power per hour, instead of 41b., as above calculated on. In this case, according as the speed for which the vessel may be powered, is 8, 10, o: 12 knots an hour (see " Steam-ship Capability," p. 78), the cost expenses incurred by vessel A, instead of being 1./. 15s. 7d., 21. 4s. 6d., and 3/. 4s. 61. per ton weight of cargo, will now amount to 11. 19s. 5d., 21. lls. 4d., and 31. lis. ld. per ton weight of cargo-this increase of prime cost freight expenses per ton of goods being 11 per cent., 15 per cent., and 22 per cent., according as the service speed may be 8, 10, or 12 knots per hour, solely in con sequence of the inferiority of the boiler or inferiority of fuel; and, further, if this greater consumption of coal be combined with the inferior typo of vessel B, the prime cost expenses of freight per ton of goods, instead of being 1/. 15s. 7d., 21. 4s. 6d., and 31. 4s. 6d., will now be 21.135. 7d., 4/. ss. 5d., and 91. 15s. 21.-this increase of freight cost being 18s. per ton, 21, Os. 11,1. per ton, and 6/. 10s. Bd. per ton weight of cargo conveyed or 50 per cent., 130 per cent., and 202 per cent. extra charge incur red according as the service speed may be 8, 10, or 12 knots per hour. These results show the monstrous extent, in a pecuniary point of view, to which the public are inte rested in the general quality of the type of ships and ma chinery adaptation thereto, and working condition of ships by which the mercantile transport service of the country may be prosecuted. But let us look a little further into this matter, in the hope of obtaining a more definite ap preciation of the total extent in £. a. d. to which the Bri tish public are interested in having their mercantile tran sport service performed to the best advantage. Ithas been publicly stated (Times, June 18, 1856), that at the 12 prin cipal ports of the United Kingdom during the year 1i55, ship tonnage to the extent of 6,372,301 tons entered in wards, and 6,426,566 tons cleared outwards, making alto gether 12,798,867, say 12i millions of tons of tonnage per annum, and since mercantile shipping will probably, on the average, carry dead weight of cargo to the full extent of their register tonnage, it is probable that the tons weight of merchandise constituting the cargoes of ships arriving at and sailing from the United Kingdom, amounts to no less than 11 millions of tons per annum, of which, for the purpose of illustration, we will suppose that one-sixth part, or two millions of ? tons, is conveyed by steam power on a passage of 3,250 nautical miles, under the circum stances of the data that have boon assumed as the base of the foregoing calculations, and since we have shown under these circumstances that the prime cost expenses of freight per ton of goods may be enhanced by an infe rior type of ship and machinery, or inferior management thereof, to the extent of 18s., 2Z. Os. 11d., and 6/. 108. Bd. per ton weight of goods conveyed, it follows that' the ex tra charges for freight on the assumed quantity of two millions of tons weight per annum, will amount to the extra annual cost or public loss of 1,800,0001. at 8 knots speed, 4,916,6661. at 10 knots speed, and 13,666,6661. at L 2 knots speed, according as the type of ship and machinery by which the work is performed may be of the inferior type B, as compared with the superior type A ; seeing also that it is the public interest which has to bear the brunt of our national goods transport service, being either as re spects construction or working condition anything short of that degree of perfection which the application of science might achieve, is it not, therefore, of importance that our public system of statistical shipping registration should be complete, especially in those points which are essential for scrutinising the dynamic properties of steam-ships, thus leading to the recognition of good practice on the one hand, or the exposition of bad practice, and consequent public loss, on the other. Ships may be regarded as national implements for doing the work of the natio°, and should, therefore, be subjected, by the aid of statistical registration, to public scrutiny, as senducive to their being upheld fit to do their work in the best manner. A shipbuilder will not allow his interests to be trifled with by the use of a blunt adze, so the public interest requires that its national transport ser vice in the conveyance of goods should not be performed by bad ships if the statistical grindstone will obviate the evil. Nevertheless, the public statistics of British ship ping afford no data available to science for promoting or even protecting from abuse the great public interests which are involved in the proper execution of its transport service, amounting probably to 12 millions of tons per annum. It is pre-eminently for the British Association to suggest the remedy for this humiliating fact. The subject herein treated of admits of extended illustration beyond the limits of time that I may presume to occupy at a meeting of the British Association. I only profess to have broken up new ground in showing that mercantile transport service by steam ships admits of being brought within the range of arith metical calculation, whereby the dynamic quality of ships, the size of ships as measured by displaceineut, the working quality of engines and engine- power as measured by the unit ind. h. p., and the speed to be assigned as the condition of any service, may each of them be treated as functions of calculation involving definite pecuniary considerations, constituting a system which may be denominated the " arithmetic of steam-ship adaptation to the requirements of mercantile service." By the application of these prin ciples of calculation, I submit that errors in steam-ship construction, or neglect of its working condition, may be exposed, correction will follow, the directorial manage ment of steam-shipping affairs, as respects steam-ship capa bility, will be based upon arithmetical calculation, thereby prosecuting its assigned service with confidence, and reject itg all Utopian projects that will not pay. Thus, science will produce its fruit in promoting public interests, with out detriment to the fair competitive pursuits of any class, by prod uciug a sound, well-understood, and healthy condi tion of steam-ship management, and consequently of " Me: cantile Steam-transport Economy." RELATIONS BETWEEN POVERTY AND CRIME. Iu section F (Economic Science ant Statistics) Mr. W. M. TARTS read a paper "On some Statistics bowleg upon the Relations existing between Poverty and Crime." It was stated, a short time since, iu the Quarterly Re viev, that "guilt and poverty are closely connected : " A few facts collected from pi icon reports may assist us in de termining to what extent this assertion is allowable. The frauds which have done the greatest injury to our moral character as a nation, and hays been productive of the most extensive misery, have been committed by men not merely in the enjoyment of competence, but of luxury, while among the classes who might be considered as the most open to temptation we are assured, upon the best authority, "that want and distress, uncombined with dissolute habits, are rarely operative in producing crime." It is now very generally admitted by all who come in contact with the ad ministration of criminal law that the two great causes of crime in the lower classes are drunkenness and ignorance. Poverty may be a predisposing state, but it is not till it becomes allied with the agencies I have mentioned that it is an immediate cause of crime. Fortunately, the facts by which this can be proved are more to be depended upon than the generalityof criminal statistics. When it is remembered how much such statistics are affected by local circumstances; how differently the lawis necessarily administered in a rural district, a populous town, or amongst the ever-moving in habitants of a seaport, we must besatisfied that, from data thus collected, little dependence is to be placed upon any general comparison of committals, summary convictions, or the punishments or acquittals which are their result ; b u t as regards the effects of poverty upon crime, the manufac turing di s t r i c t s seems t o furnish us with reliable evidence connected with the great strike at Preston in 1851, as we ll as with other periods of pressure; and we posses s th e addi tional advantage of having this infermation presented to us upon the authority of the experienced and indef a ti ga bl e chaplain of th e C o unty House of Correction at Preston (the Rev. J. Clay)—an authority frequently quoted in Parlia ment, and familiar to every statistician. It will be remem bered that the great strike of 1854, by which 18,000 men, women, and children were thrown out of employment ; and 8,070 mo re i n j ur iously affected for the greater part of s i x cmoomalnth esin,cwe,aisdnuoring a period of universal prosp er ity. Th e t caused, as such movements are genera ll y caused, by a reduction of wages at a time of p ressure. I t operatives esweoruegohft to shareopinion—a;dorneotth, perhaps,anthey had hitherto unreasonably —that done in the profits which their masters were realising. But , 1 they demanded an arbitrary sum; and they persevered in . the sa me d eman d while circumstaneeswere gradually becom ing more unfavourable to cencession. They were plau sibly encouraged by bad advisers, and by contributions towards their supportfrom their brother-operatives throueh• out the kin g dom. Even ft ern Cheltenham, th oug h so li tt l e a manufacturing town, they were said to have received as sistance. Still their sufferings were severe. And as the mas ters, on their part, resisted with obstinate firmness during the whole of this protracted struggle, it seemed at one time to threaten very serious consequences to the well-being of the nation. Its effect upon the people was in every way remarkable; and it showed especially how little they were influenced by poverty in the commission of crime. In the six months of the strike, as compared with the six months which immediately preceded it, the committals were found to have decreased from 316 to 215; and the diminution was confine 1 to criminals above the age of 17. In the ju venile cases there was scarcely any difference. The sum mary convictions during the same period decreased from 232 to llq ; and a s more than a third of such convictions are immediately or incidentally connected with drunken. pens, it is evident that the diminished means of the people must have checked this habit to a much greater extent than their poverty had induced to crime. The petty offences always consequent upon idleness prevented any similar de crease in the committals of boys under 17. The want of em pleyment had also a very unfavourableeffect upon the moral character of the young women who usually worked in the factories; though, as regarded punishable offences, there were among this class only four committals for trial during CROWN-OFFICE, AUG. 15. MEMBER RETURNED Wp SERVE IN THE PRESENT • PARLIAMENT. County of Kerry—The Honourable Valentine Augustus Browne, cornidonly called Yiscount Castlerosse, of Ken mare House, in the county of Kerry, Comptroller of her Majesty's Household. BOARD OF TRADE, WHITEHALL, AUG. 14. The Right Honourable the Lords of the Committee of Privy Council for Trade and Plantations have received, through the Secretary of State for Foreign Affairs, a copy of a despatch from her Majesty's Minister at Lisbon, en closing a copy and translation of a law by which vessels entering Portuguese ports with cargoes of grain ate placed upon the same footing with regard to the payment of ton nage duties when departing in ballast as vessels leaving with cargoes of national goods. WAR DEPARTMENT, PALL-MALL, AUG. 15. 6th Regiment of Dragoon Guards—Vajor Wm. Neville Custance to be Lieut.-Colonel, without purchase ; Capt. Chas. Sawyer to be Major, without purchase, vice Cos lance. To be Captains, ,without purchase—Capt. Henry Brett, from 14th L;ght Dragoons ; Capt. Chas. Potts (tosser, from the 10th Light Dragoons ; Lieut. Ellis B. Cuuliffe, vice Sawyer. To be Lieutenants, without put.- Thase—Lieutenants Wm. Oliver Bird, from the 10th Light Dragoons; Jas. John Neil, Buchanan, from 10th Light Dragoons ; John Wynter Jas. Gifford, from 3.1 Dragoon ‘;',un.rds; George Silvester Davies, from 10th Light Dragoons; Charles John Heaton Ellis, from 9th Light Dragoons ; John Hudson, from 10th Light Dragoons ; Charles Hill Uniacke, from 10th Light Dragoons ;'Augustus Alfred de Bourbel, from 10th Light Dragoons ; Sydney Vyse, from 10th Light Dragoons. Cornet Baker Creed Russell. To be Lieutenant, by purchase.—Cornet Frederick Shells, vice Murdock, who has retired. To be Cornet, by pur chase.—Henry Reginald Forster, Gent., vice Shells. To be Assistant-Surgeon.—Assistant-Surgeon Charles James Davenport, M.D., from 66th Foot. COMMISSIONS SIGNED BY LORDS-LIEUTENANT. Sherwood Rangers—The Right Hon. Henry Pelham Alexander Pelham Clinton, commonly called the Earl of Lincoln, to be Cornet, vice Eyre, resigned ; William Knight Hamilton Ramsay White, Esq., to be Cornet, vice Gordon, resigned. Oxfordshire Regiment of Militia— Lieutenant Frederick Morton Eden to be Captain, vice Williams, retired ; En sign Charles James Garstin to be Lieutenant, vice Eden, promoted. City of Edinburgh Regiment of Artillery Militia—Wm. Downing Brice, Gent., to be Second Lieutenant, vice Lieut. Wing tte, whose commission has been cancelled. NOTICE.—" AZOFF" CLASP. Depaitment of the Accountant-General of the Navy, Admiralty, Somerset House, Aug. 7. Her Majesty having been graciously pleased to grant the " Azoff" Clasp to all Officers and Crews of such Ships ss served in the Sea of Azoff between the 25th May, 1855 and the 9th Sept., 1855, the names of which are under mentioned, viz.:— HER MAJESTY'S SHIPS Miranda Vesuvius Swallow Stromboli Medina Wrangler Lynx Recruit Snake Beagle Grinder Boxer Clinker Fancy Sulina Danube Also, the first and second launch of her Majesty's ship Royal Albert; first and second launch of her Majesty's ship Hannibal ; first and second launch of her Majesty's ship Agamemnon ; first and second launch of her Majesty's ship St. Jean d'Acre ; first and second launch of her Ma jesty's ship Princess Royal ; first and second launch of her Majesty's ship ♦lgiers. Notice is hereby given, that all claimants to such clasp, ❑otwithstanding any previous application, should apply personally, or by letter, with the words " Azoff Clasp," on the outside, to the "Accountant-General of the Navy, Admiralty, Somerset House." Every applicant must state his rank or rating, and the name of the ship or ships on board which he served. Where there are several claimants on board the same ship, it would be desirable that they should make their applications in one letter, through their Commanding Offi cer, by a list, alphabetically arranged under the names of the ships in which they were serving at the time, and affording the information as above required. Curlew Ardant Viper Arrow Weser Cracker Jasper BANKRUPTS. William Puddicombe, ironmonger, Bridge-street, South. wark, to surrender August 26 and October 9, at one, at the Court et Eankruptcy. Whitmore, official assignee, Basingkail-sheet; Cltidley, Gresham-street. Robert King, woollen draper, Knaresborough, Aug. 29 and Sept. 19, at eleven, at the Leeds District Court. Young, official assignee, Leeds ; Simpson, Leeds. Loverid ge Hart, Ho wford- b uild in gs, Fe nchur ch-street, City, Aug. 26, at half-past eleven, and Oct. 3, at one, at the Court of Bankruptcy. Whitmore, official assignee, Basingball-street ; J. and S. Solomon, Finsbury-place, insbury-square. John Richardson, stationer. Whitby, Aug. 29 and Sept. 19, at eleven, at the Leeds District Court. Young, offi cial assignee, Leeds ; Strangways, King's Bench - road , Bed ford-row ; Snowdon and Emmet, Leeds. Myer Henry Meyer, spirit merchant, Great Prescott street, Goodman's-fields, Aug. 26, at twelve, and Oct. 3, at eleven, at the Court of Bankruptcy. Cannan, official assignee, Aldermanbury; Spyer and Son, Broad-street buildings. Robert Newman, chemist, Taunton, Aug. 27, and Sept. 25 at one, at the Exeter District Court. Hirtzel , • official assignee, Exeter ; Trenchard, Taunton ; Stogdon, Exeter. SCOTCH SEQUESTRATIONS. John Ranson Hunter, merchant, Inverness. P. Barry and Co., commission agents, Glasgow. Alexander Wilson, flesher, Edinburgh. David Reid, wine and spirit merchant, Glasgow. Charles Morrison, farmer, Boghead, Aberdeenshire. PARTNERSHIPS DISSOLVED. W. C. Wright, J. Lloyd, and H. R. Dale, South Quay, Regent's Canal Dock, Limehouse, coal merchants—J. and 0, Nicolls, South-wharf-road, Paddington, contraAors and carmen—W. H. Smith and F. Lambe, Swansea, brick and tile makers—J. Kellam and W. Millican, Leicester, archi tects—R. Burley, J. M. Dunlop, and D. Matheson, Man chester, cotton spinners and machine maker, as far as re gards D. Matheson—W. M`Naught and S. Wood, Liver pool, ironmongers and brassfounders—T. Hill, J. Gunn, and W. James, Sneinton, Nottinghamshire, joiners and builders, as far as regards T. Hill—J. Fairbrother and S. Wood, Manchester, embroiderers by patent machinery and warehousemen—T., W. A., and G. Fairbairn, Ancoats, engineers, as far as regards G. Fairbairn--T. Haase and W. Warman, Lowestoft, corn merchants and commission agents—A. Penrith and A. Topham, Leeds, stockbrokers —W. T. Russell and W. Hamson, Macclesfiald, silk throwsters—H. Bellerby and H. Bellerby, jun., York and Thornton Dale, booksellers, stationers, printers, paper manufacturers, and farmers—D. Mercer and J. Bradshaw, Great Harwood, Lancashire, manufacturers — H. and C. Grant, Cranbourne-street, Leicester-square, straw hat makers and milliners—J. Beaumont and J. A. Ledgard, Weatherby, Yorkshire, surgeons and apothecaries—J. and J. Sudcliffa, Shipley, Yorkshire. dyers—J. Richards, J. Stubbin, and J. C. Chaplin, Birmingham, solicitors. DECLARATIONS OF DIVIDENDS. C. Murcott, Birmingham, factor and corndealer—second div. of 194 d. in the pound, any Thu rsda y a f ter Oct . 4, at the office of Mr. Christie, Birmingham. E. Prodgers, Ludlow, banker—sixth div. of aid. in the pound, any Thursday after Oct. 4, at the office of Mr. Christie, Birmingham. J. D. Sewell and T. Pattinson, Newcastle-upon-Tyne, chemists—second div. of 4d. in the pound. any Saturday after Oct. 6, at the office of Mr. Baker, Newcastle-upon- Tyne. H. Coxon, South Shields, bookseller—first div. of 39. in the pound, any Saturday after Oct. 6, at the office of Mr. tker, Newcastle-upon - Tyne. S. Greenwood, Bishopwearmouth, engine -builder—first div. of is in the pound, any Saturday after Oct. 6, at the office of Mr. Baker, Newcastle-upon-Tyne. T. Andrews, Gateshead, ironmonger —second div. of ls. 4d. in the pound, any Saturday after Oct. 6, at the office of Mr. Baker, Newcastle-upon-Tyne. T. Adamson and H. H. Bell, Sunderland, curriers— third div. of 6d. in the pound, any Saturday after Oct. 6, at the office of Mr. Baker, Newcastle-upon-Tyne. DIVIDENDS. S ep t, 9 , W. Ward, Warnford-court, merchant—J. D. Stevens, Hemel Hempstead. papermaker—Sept. 6, J. His cock, Brook-street, Holborn, boot manufacturer—Sept.' 5, F. L. Simond and C. H. J. Cuylits, Cullum-street, mer chants—Sept. 6, W. Ashton, Sloane-street, chemist— E. D. Cooper, Bawdsey, Suffolk Sept. 5, G. Brooks, Ton brigs Wells, tailor—Oct. 2, C. Solomon, Bristol, outfitter —T. Williams, Crickhowell, grocer—Sept. 27, J. Sandi ford. Hinckley, Leicestershire, draper— Sept. 10, ➢I. Sum ner, Liverpool, brewer. • CERTIFICATES TO BE GRANTED. Sept. 6, C. C. Hamilton, Princes-street, Bloomsbury, ironmonger—Sept. 6, T. Baillie, late of Old Jewry Cham bers, civil engineer and surveyor—Sept. 6, T. P. Pyrke, Grays, Essex, linen draper—Sept. 9, A. Paine, Croydon, innkeeper—Sept. 18, G. F. Abbott, Clonakilty, county Cork, draper. CERTIFICATES GRANTED. August 11, C. Solomon, Bristol, outfitter and woollen draper (first class)—August 14, R. Spenceley, Wapping, and Clyde Dock, Rotherhithe, sailmaker (third class; — August 8, J. Davenport, Macclesfield, watchmaker (third class) —August 7, W. Shirley, Hednesford, Staffordshire, livery stable keeper (third class). CORN.—In our market wheat may be quoted from 88 Od to 8s 6d. Malting barley, Os Od to Os Od ; grinding do., Os Od to Os Od. Oats, 3s 6d to 3s 9d. Beans, Os Od to 0 Od. Peas, 00s Od to 00s Od. Several samples of new wheat' in good condition, 8s per bushel For new oats, 3s to 3s 6d per bushel was asked. FLOUR. —Fine, —s Od to 50a Od ; seconds, —s Od to 48s Od per sack. CATTLE.— Fat beef was sold at from Os 6d to 10s 6il per score ; fat calves, Od to 6d per lb ; barrenners, Os Od to Os Od. per score ; cows and calvet., 12/. to 171. (.s ' • butchers' calves, 6d to —(1 per lb., rearm calves —s to a each. Sheep, ewes and lambs, 1/. 14s to 26. 5s per couple; ewes, 6ci to ; wethers, 61d to Old ; lambs, 0/ Os each. Pigs, large size, 45s to 555; second size, 24s to 30s ; slips, 20s to 30s ; suckers, 10s to 14s. Rough fat, 4.0 per 11 Pork carcases from lOs Od to lls Od per score. BRISTOL SUGAR—AUGUST 15. The market continues in a most inanimate state—in deed, with the exception of a few boards of Barbadoes, and for which a lecline of fully 6d per cwt. has beim ac• cepted, we are not aware of any transactions here this week. In refiners' produce there has been rather more inquiry, but still only for retail parcels, and prices must again be quoted as rather easier. Rum continues in steady demand at about former rates. INSOLVENT DIVIDEND. Rev. F. Sturmer, Heapham, Lincolnshire—fourth div. of 2s. 7d. in the pound, any day after August 18, at the Gainsborough County Court. BANK OF An Account pursuant to the Act the Week ending on Saturda, PiNGL AND. rth and Bth Victoria, cap. 32 fo the 9th day of August, 1856. i STMENT. OWE DEP. Notes limn ! Government debt.... 11,015.10 Other securities...—. 3,459,90 Gold coin and bullion 11,832,590 Silver bullion 426,307,530 £96,307,591 r • R. Er SEY Depaty Cashier 1856. Dated the 14th day efAugust, " l BANKING DE PAZTMENT, Proprietors' capital .. 14,553,000 3,456,786 Public deposits (in cluding Exchequer, Commissioners of National Debt, Sav ing's Banks, and Dividend Accounts) 4 ,255,108 Other deposits ...... 10,153,804 Seven Day and other Bills•• •• •. •• 897,663 Government securities (includg.Dead Weight Annuity) .... 12,010,078 Other securities ... ... 14,478,928 Notes . ............ 6,195,000 Gold and silver coin 662,355 £33.316,351 X 33,346,361 ated the 14th day of August, J.R. R ELSEY, Deputy o.ttiqt,,r AVERAGE PRICE OF SUGAR. The Average Price of Brown or Muscovado Sugar, com puted from the returns made in the week ending Ang. 12, 1856, exclusive of the Duties of Customs paid or payable thereon, on the importation thereof into Groat Britain. From the British Possessions in America 3ls. 'ad. Muscovado, the produce of the Mauritius Muscovado, the produce of the East Itidies 335. 101:1. Average of the two foregoing descriptions The facts here stated speak so clearly for themselves that it is unnecessary to make an additional remark. They afford us unquestionable evidence that crime increased with pros perity and diminished with want; that plenty led to vicious indulgence, while poverty was the severe teacher of econo my and restraint. The year 1817 may be taken as a time of the greatest distress that was ever known in the manu facturing districts, yet the only increase in crime was in juvenile delinquency, which—as our experience in Chel tenham signally convinces us—is the certain consequence of idleness rather than of want. From data collected by the chief constable of North Lancashire (for 1847-48) there did not seem to be any marked connection between crime and poverty. At the disastrous period to which they refer, 45,000 mill hands, irrespective of other operatives, were either working short time, or were altogether unem ployed ; and, in the Preston Union alone nearly 12,000 adults were receiving out-door relief; yet the committals to the sessions, so far from exhibiting an increase, showed a decrease of nearly seven per cent. on the committals of the preceding year. Between 1817 and 1848 there was some increase in summary convictions, but this was caused by cases of vagrancy and workhouse disorderlies. Taken altogether, the committals to the sessions during the hard times (from 1816 to 1818), gave a yearly average of 332, while during the good times (from 1850 to 1853), they were 392. The yearly average of summary convictions was, during the hard times, 718, while during the good times it was 1,249; making a total, in the one case, of 1,051, and, in the other, of 1,639. And this comparison rests upon conditions solely affected by good and bad times. Nor are these results confined to a particular locality. The chief constable of Manchester (Capt. Willis), in his report for 1347, showed that the committals and summary convic tions in that borough for the prosperous years I'4l-45, were 10,4;6, and that for the two years of distress which followed, in 1817.43, they were only 7,635. " There must be something deeply wrong," it is observed, "in the ten dencies and habits of many of our artisans and labourers when what should have been for their wealth is to them an occasion of falling." The obvious causes—it cannot be too often repeated—are drunkenness and ignorance. In years of distress the crimes attributable to intoxication were esti mated to be scarcely 17 per cent. of the whole. In years of prosperity they were estimated at 41 per cant. Of 47 male convicts sentenced to transportation or penal servitude in 1853 and 1854, there were 24 cases in which the offences arose out of the drunkenness either of the convicts or their prosecutors, or both. At the assizes for the county of Lan caster for the year ending in March, 1851, out of 380 of the worst cases 250 (including 9 murders) were attributable directly or indirectly to drunkenness. Mr. Clay states that in two years it was his melancholy duty to converse with 1,126 male prisoners who had become criminal by drinking. Much of this intoxication is the result of igno rance, and of the consequent inaptitude to find amusement in better things. To show the extent to which this igno rance prevails, Mr. Clay mentions that, of the male prison ers with whom he had conversed in 1853 and 1851, 1,083 were incapable of reading, being 41.7 per cent. of the whole number committed ; 938, or 36.3 per cent., were unable to repeat the Lord's Prayer with any approach to accuracy in the words, or a proper comprehension of their meaning ; and 1,836, or 72 per cent., were unable to understand the import of the plainest language necessary to convey in struction in moral and religious truth. Though it would be unfair to take these lamentable facts as proofs of a gene ral want of education -it has been done even in Parlia ment, but still it is unfair—they may at least satisfy us that the criminal classes are chiefly recruited from amongst the most ignorant of our population. In what I have stated upon the subject I have freely taken my authorities from the Preston " Reports." As they are printed only for cir culation amongst the magistrates the information they con tain may not be generally accessible ; and I have preferred them to any others for their reliability, as well as for their distinct bearing upon the points especially referred to ; but as regards these they are not peculiar in their results. The same conclusions are established by the statistics of other places. At Liverpool we find from the head-con stable's report for 1855 that the number of persons taken into custody who could read and write well was only 21 per cent., white of those who could barely read and write it was 46 8; and of those entirely unedu cated, 41 per cent. These are nearly the sarr e propor tions as those stated by Mr. Porter, on an average of 13 years, from IS'.6 to 1843; and they would seem to con firm the opinions already given, that our prison returns, when applied to education, show nothing more than the connection between ignorance and crime. We have suffi cient evidence, then, to show that crime is chiefly trace able to the causes I first mentioned ; and, from my own experience of criminal courts, I am induced to believe that these causes operate to a greater extent than is shown by statistics. The remedy is difficult, and would scarcely be a subject for discussion in the section I am now addressing. Something, perhaps, might be accomplished by getting rid of the monstrous anomaly of raising revenue from the vices of the people; for, whatever may be shown by " ta bulated returns," we cannot but believe that the establish ment of beer-houses has been the greatest incentive to crime that was ever sanctioned by legislative enactment. One of our judges has declared his belief that drunkenness will ultimately be eradicated by moral and religious in struction. He does not depend for this result merely upon the knowledge which may be acquired, but upon the habit of discipline and self-restraint consequent upon better education ; and the creation of a self-respect, which, he thinks, mush operate as a powerful check upon degrading or disgraceful conduct. We may, at any rate, hope that as the vices of the higher classes are imitated by those be low them, their virtues may also have some influence ; and that the temperance which has been substituted for debasing excesses in the one, may before long be witnessed in the other. In every aspect, it is one of the most im portant questions to which our attention can be directed ; it will probably be more folly discussed in a paper that was yesterday announced by Mr. Clay himself. A discussion of about an hour followed, in which Mr. M. D. Hill. Dr. Farr, Mr. Hastings, Mr. Barwick Baker, Professor Hancock, and the noble Chairman took part. CHARGE OF MANSLAUGHTER.—A man named John Horrell was on Saturday committed to Exeter Gaol charged with the manslaughter of his brother-in-law, named William Mitchell. Both parties resided at Ash, :n North Devon, and had been together to a place called Sheepwash on the previous Thursday. On their return home in company with other persons the brothers-in law quarrelled and fought, in the course of which Hor rell kicked deceased in a brutal manner in the lower part of the abdomen. He was assisted home, and suf fered indescribable agony till the following evening, when be died. [ADVERTISEMENT.] - The most inveterate liver com• plaint and diarrhoea, which had resisted all medicines for years, yielded to Du Barry's delicious Revalenta Arabica Food, which removes indigestion (dyspepsia), flatulency, constipation, nervous, bilious, and liver com plaints, cough, asthma, consumption, and debility. Our old friend the great Indian traveller, Major Edie, writes as follows :—" Loudon, 20th March, 1852.—Dear Sir, —Having suffered fearfully for two years from an enlargement of the liver and au inveterate diarrhoea, brought on in India and China, and having tried the advice of the most eminent professional men in China, India, and at home, without any other result than gradual decay, I was on the brink of the grave—unable to lift my arms from perfect exhaustion, when C tpt. Wraughton, of the Hon. E. I. C. Service, recommended mo to try Du Barry's excellent Revalenta Arabica Food, and to discard the drugs I was then taking. The result of eating this delicious Foo i is the perfect restoration of my health within amouth ; and I take a pecaliar pleasure in recommending all,ufferers to follow my example. I shall be happy to answer any inquiries. I am, &c., W. EDIE, Major, H.M.S., Unattached. Supported by testimonials from the celebrated Professors of Chemistry br. Andrew Ure ; Dr. Shorland ; Dr. Harvey ; Dr. Campbell; Dr. Gattike,r ; Dr. Wurzer ; Dr. Ingram; Lord Stuart de Decies ; the Dowager Countess of Castle stuart ; Major-Gen. Thomas King, and many other respectable persons, whose health has been restored by it, after all othci means cf cure had failed. Suitably packed for all climates, with full instructions. In canisters, 51bs., lls. ; 1 21138 , super-refined, Ilb., 6s. ; 21bs., lls.; Subs., 225.; 101bs., 335. The 101bs. and 121bs. carriage free, on reebipt of post-office order. Barry du Barry and Co., 77, Regent-street , London ; Fortnum, Mason, and Co., Purveyors to her Majesty, Picca dilly ; also at 60, Gracechurch-street ; 33J and 451 , Stra nd ; 4, Cheapside; 68, Cornhill ; 49, Bishopsgate - stree t ; 55, Char. ing-erosa ; 54, Upper Baker-street; and 157, Oxford. street. 225. ; Couutry Marked.--. LIVERPOOL-AUGUST 15. At this morning's market wheat brought a trifle over Tuesday for good quality, and rather easier prices taken for secondary sorts. Flour was held stiffly at fully Tues day's prices. Indian corn advanced 6d to is per qr. for good conditioned parcels in store and fit to hold over. No alteration in the value of other articles. WAKEFIELD—AuaysT 15. The late heavy rains, together with a fair consumptive demand for fine fresh English wheat, have enabled sellers to put on 3s to 4s per qr. compared with last Friday. For other kinds more money was asking, but sales were limited. Barley, beans, oats, and shelling rather cheaper. Average price of grain —Wheat, 688 100 ; barley, 44% 0(1 ; oats, 31s Od ; beans, —s Od ; peas, s. EXETER-AUGUST 15. DUBLIN SMITHFIELD-AUG. 14. The supply was better than last week and more business done. Good cattle higher by 103 and sheep by 2s a head. Beef, in sinking the offal, 50s to 60s ; prime, 63s per cwt. ; mutton, sd, s:ld, to 7d; veal, 7d to 7(1 per lb.; lambs, 161 to 20s each. COAL MARKET, Prices of Coal per ton at a. d. Tanfield Moor Butos 14 Walker Primrose l3 91 Brown's Moor High .—AtrausT 15. the close of the market. Wallsend, &o. N. :, Eletton Lyons Main l7 6 Haswell 19 0 Main - l5 3' North Percy Hartley _l7 6 Longridge's Wst Hartley 18 9 Byass's West Hartley .. 18 9 Taufield Moor l4 6 Wylam 17 0' Grey's West Hartley lB West Pelton l4 0 Bate's West Hartley 17 6 , Vall send & South Hetton 18 9 ' Kolloe 18 0 Kepler Grainge lB 6 Eden Main l7 9 Hetton 19 0 Evenwood 16 6 Wharncliffe l7 0 Belmont 17 6 • Hough Hall 17 6 Lambton 18 9 Russell's Hetton 18 3 Pl umm er Ramshaw 16 6 ' it I Sold ~ Bell's Primrose . 14 0 Framwellgate l7 6 Whitworth l6 9 Ships at market... 6 COURSE OF EXCH . Amster(lam ••••••• • • • •• 11 17 1 Ditto, three months .. 11 193 Rotterdam •• •• •• •• •• •• 11 19%, Antwerp • • • • • • • • • • • • • • 25 50 Brussels • • •• • • s• •• • • 25 50 Rambargh •• •• •• .• •• • • 13 831 &Bona • • • • •• •• •• •• • • •• .... Paris 00000 • •• _•••• •• •• •• 25 30 Ditto, three months .. 25 62% arseilles ••••••••••••• 25 65 Bourdeaux .• •• •••• •••• Frankfort-on-Maine •• .. 120 Berlin •• •••••••••••••• Vienrut•••••••• •••• .• •• 10 21 rrieste.. •••••••••••••• 10 23 Petersburg ............ 37% Madrid. ••••••••••,•••• 49 3 4 Cadiz ••• •••••••••••••• 50 1 4 Barcelona •• •• •• • • •• •• ve • • •• •• •• •• • • • • •• .NGE. - TE/TEEDAT• Gibraltar ...... • • • • • • • • `j Leghorn .. ...• Genoa ...... .. ...... 36 75 Milan ...... • • ........ f 1 Venice........ • • ....., Naples . • . 445( t i Palermo .• • • Messina .. 133 l I .° Lisbon ... .• • 52% Oporto ................ 5211 i Rio Janeiro ..... ....... .. Buenos Ares.. • • • • .... New York,6o days' sight -- Philadelphia .... ...... - PRICES OF BOLLICK, PER OZ. Foreign Gold in Bars Z 3 17 9 ' Portugal Gold Coin .. 0 0 0 Mexican Dollars .... 0 5 New Dollars ...... 0 0 0 ' Silver in bars .. OO 0 LOCAL SHARE MARKETS. LIVERPOOL, A.D3UsT 15. STOOK EXOHANGE. — This market, was rather a ctive to-day again, and a fair business was transacted at an US' provement in prices, closing steadily as follows :—Ches; ter and Birkenhea I, 16— Midland, 84 —Lancashire fl —Lancase and Yorkshire, 98i i—London and North Westerns, 108 Eastern Counties, 10A--South Eastern, 22 —hefliela 6 35—Great Western of Canada, now, 2/ 3 prem. —Greet Western, 65—North Eastern, Berwick, 21i—Blackbur o i 9A. MANCHESTER, AUGUST 15. STOCK EXOHANGE. The market has been doing a dull business to-day, but prices of railway shares we easier. South Eastern and Dovers, 2221—Midlands, 8 4 ,1! I Great Westerns, 654—Leeds, 99 8 i B — Blackburn , Shefllelds, 6t. Pref., p.—Northern and Eastern Five I' Cents., 58k. BIRMINGHAM, AUGUST 15. STOOK EXORANGE.—The market to-day has been Mil very little business, but prices were firm. Midlands 0r done at 84g. SEABORNE MAILS. al signifies that the mails are sent from the General ?oft , ' the night—and M by the morning--despatch.) lay when mad, , p From w,,* W.• ... COUNTIIIIV. ;11 nonera: Pos - - Port dur "` Office, London.* Dispateko Etic•le su .„ . A.merica(byl irit.pack )..N 4:very Friday • Liverpool .. Week honcrice. (by United Ste packet) ..........N Every Tuesday .. Southampton , Weal/ America (by U. State! packet) ..........N .. ~.... Liverpool .. A.lstralia (via Liver- 60 . pool) ............ re• 4th and 19th .... Liverpool .. Tide Ditto (via Marreillos) N Ditto (via Cap o of Goof • Hope) —•• IV* • • •• ••N ..... • • „ u n cerfe s e l f mn. Africa (West Coast ).., led of th.• mond , .. Plymouth .. 6th o ~ Adeaandria..........N' 10th & 26th or n 0. Dover ...... •cd , fs Ott, Alexandria..........N Oft , &20tu of mon. Soutitampto• .4 *2l ol .• Bahamas ...........N 17th of the month Soutinarnptor 'l6th Belgium .. •• ....T. Daily ............ Dover .... Ow I Brasil ..............N 9th of the month.. Southampton it th. Buenos Ayre5........M 91 4, ' thn m oo' .. Southatnrrcr. 16tk Cape of Good Hope ...N U ncer tain Cape of Good Hope ../ Cane de Verde ~ „ „1.. .0.. n . cr. - , ,,,,,,th Southampton 16th Of ~.0 Ceylon (see India) 10th and 26th l5 1429''''s Ceylon ..............N 4th and 20th Southampton ru.Tn.. ...at. Channel Isles.. —, ..N w„,, ~ ,v „,., B,p ri Chili• •-- •........... Y 2d Sr 17th of month Southamp on 1 and 1 , . China ...... . .. 4 and 1 .. 1 Constantinople .... .. I , 1 0th and 26th.... Dover .... 2 And Constantinople ....... 4th & 20th of m. n. Southam p ton 7 and !If Cont. of Europo M& N Twice daily .. .. Dover ....... Twice " Egypt (see India) deig France ........ M& N Twice daily... Dover ....„ Twice, ~, Gibraltar ..........N ,4, 7, 17, 20, 27 •f m Southampton 4 . 1, 1 ' Greece (eee India) I 1 end 16 Greytown ..........5112rid & 17th of man . Southampt..s • --- Hamburgh ...... .... N Daily 'London ....... 1,414 .... Havannah .. •• •••••• M 111.1 of the we tfi n lSouthatnp:. Ist nl "" Holland ..c........•34 Daily Dover .. .... DailY Honduras .. ——— NI 17tn of the mon , h Southampton 16th , 0 India (viaSouthampt.)M 4th ic 20th of man Plymouth .. 4 and 10 India (via Marseilles)34 10th&26th of moth Dover ......1146' 191 lonian Isles (see India) .........D0ver...... Ireland ........M & N Twice daily Holyhead ~. Li5ben..............N 2d ot - 0... Madeira ............N 9tl• of oto, ~ ... Madeira ............N 234 o , month Malta (seo India) e 2 1 0 Malta ............ ~ N 4, 10, 20, and 2G Dover ....... '4. 1 - , ' Mauritius (see India) ill Mauritius ........ Mexico - ..M 11 , nd of the monte , .. Sonthampt• Ist Naples ..............N Daily.— • .....,Dover .... l6 New Granada .... ..N 12 , 1& 17th of month Southampto . ; Ist an- New Zea1and.......... Twice a month .. Various port Papal States ........N Daily.. .• —• • .... Dover ~ _ 4 weal/ Peninsula ..........N itouthamptw ... 160 Peru ...............N Id. & 27th of mon. Southamptoz lst w '- Port Natal ..........N ay private ship... Various port. 'Sicily .• •• •• •• •• •• ..N Every Saturday..l)aver ... s. Weal Tuscany ............N Dei1y......., .. • . Dover .... Venezuela ..........2.1 2d& 17th ofmonth iouthampto/ 1 a 1604 Van Diemon'sLe.nd (se. Australia) ...... Ith of mor.. .. .. West Indies .. . —74 t i,.' . irs, ~ ~,,,,,, l inloetb/l Bouthamptaelt and 16 _...... Whonany of these dates fall on a Sunday, the mails via spatched on the following day, with the exception of the India Southampton), and the Malta, both of which will be despatch./ preceding day. A letter from Bucharest of the 26th ult. states that the Wallachian Government bad just decided that Gist• gevo shall be made a first-class port, and united by railway to Bucharest. The geographical position 0 ' Giurgevo makes it an important maritime point for the Danubian provinces. BIRTHS. OF A sox. On the 14th inst., at 14, St. John's•teirace, Regent * I park, Mrs. Colin Douglas Robertson. On the 14th inst., at Cambridge Lodge, the Grove, sr denham, Mrs. W. H. Davis. OF A DAUGHTER. On the 14th inst., at Ford, Bideford, North Devon, the wife of Commander W. M. Dowell, R.N. On the 14th inst., at the Charterhouse, the wife of Of' Sparks. MARRIED. On the 14th inst., at St. Nicholas Church, B r ighton,' William Alexander, second son of William Yool, Esq., Gloucester-place, Hyde-park, to Hem ietta. Louisa, the elder (laughter of John Arthur Emberson, Esq., of Gloucester' place, Brighton. On the 14th inst., at Christ Church, St. Pancras ' WO' James Alderton, Esq., of Paddington-green, to Rosa Dierf, Upton, daughter of the late Captain Ward, H.C.S., Park-villa, Regent's-park. DI ED. On the 14th inst., the Very Rev. William Buckland , Dean of Westminster, aged 73. On the 13th inst., at Gillingham, Kent, Frederick Dalgety, Eiq., Paymaster of British Depots and Detax; ments at Chatham, and late of the 69th Regiment, sg°"' 53. On the Igth inst., at Brighton, Henry James Prescott , Esq., of Old Broad-street, city, and S. James's-square, aged 55. On the 9th inst., at 50, Duke-street, Aldgate, Mr. SAO Minton: aged 79. On the Bth inst., at Anstey Manor House Hants, Blizy beth Mary Miller, sister of the p resen t Sir T. Miller, Bt" of Froyle, near Alton, Hants, aged 82. On the 4th inst., at Dildawn, Castle Douglas, Mr s ' ' Cowan, aged 99. LONDON : Printed and Published by 311TRDO T 017 06 of No. 112, Strand, Printer, at The Sun Office, 1 4 ' 112, Strand, in the Precinct of the Savoy, in the oo sabil of Middlesex, Saturday, August 16, 1856. 1848 1849 1850 1851 1852 18 - )3 1851 843 1,279 1,32 i 1,456 1,246 1,012 957