The Sun. — London, England, 1861-09-21 00:00:00

.......'-, ._ • , ...• • - ~ , 4 . ,/,..... r . l.E . ::::P___ .:Ti., A ;,,:i. P .i. E ,. R .' , / • _ - 7 -... • _ . .7,- . , . .1, \-, l i r 1 1--- ebei..... k..' : - 4::• ••• m ~...a, .....-., °, p. ~,, 1 . - Ilui ' At- - - .. 1--%""A' ....- 0.- 6 s. ~,,,,,, ~_ ,4..3 ,..4, ,. 7 04 , .. , ..... "0, : 4 i .,,i,, r 111 : :,,.. .: :I: , --'''\ --',- , '-'-, ,K, , e: v Ai - , , 0 4 4.5 •-- 1. ,.... ,',.' ~ 4a .:., ;.,-- , f,,, -JP r,.- AlY' -,. ~----- 0 V. -sz.--, 4, ,- c?t---f- --- -''':‹7/S!a, $ l4;, - , -- ;Si..IL F: Z' - •/,,5•. , t . - -,- , 7 , ‘-,'; - 0 - 14 .iq. , , , , ~ ,....: 21 14 , i , :,,,. et .: l l-';44 0 7111 11 ,1.4 ? ~..._...,..,:,,... 7)._ , 1.,, ~ .. , '•—...iP•Pao'olP'wsmqlwowPovoma.---- garrison on Monday next. to proceed to . itrqtAr , ,.rv-:g . O L . - t a h n e d s e e m rv tr e k co o rn a p b a o: i r e d s detachment' will cOnsis t°ll t fet o h : ~,, i l 414 . j.mie r . VL, , ‘ .. - : : ,i; '( 2 :4 ... _, , : ' .?„ ., ..i m : r i ; tt i i. , ~,,,,, 14- , ; t. , .. .: .......... ' ''''' t 54 '."-:'.--.‘,:: 4110 11'.' ' ------ ------ Ilinialaya also takes Royal Engineers to Gibriaar a s i . and Malta. ete2ra3engirejamrnekkinit:ant4d 4 ,:_ ,, 4 :4 „7 . : ,:f 4fz).,4 - ii. - i. y : -" .,447 t . e..4, • - • BANK OE DEPOSIT. (Established A.D. 1844.) No. 3, PALL MALL EAST, LONDON. Prospectuses and Forms for Opening Accounts sent free on application. PETER MORRISON, Managing Director. The first section of the Salami?,No. 1 sli p , was raised this day. ' The funnel of the Rattlesnake, 21, was yesterday building in hoisted i n t o pos i t i on f rom t h e ma i nyar d o f the Wellesley, guard-ship, and the Rattlesnake has been towed t o h er o ld pos i t i on a l ongs id e t h e Glou cester. THE SUN, LONDON, SATURDAY EVENING, SEPTEIVIBER 21, 186 L D E BEN TUR E S.-SCINDE RAILWAY COM PANY. The Directors are prepared to receive applications for DE BENTURES at par, bearing guaranteed interest at s_per cent. per annum, for the purposes of the Indus Steam Flo tilla. _ PRICE ....... .4d. STAMPED ....sd. N° 21,599 . least a very good packet for a surnmer's trip across the Atlantic. • The Debentures ar for five years, and may be renewed for five years, at the same rate of interest. The Debentures may be converted into Indus Steam Flo tilla Capital Stock. :it the option of the holder. Full particulars may be obtained at this office. THOMAS BURNELL, Sec. Scinde Railway 'ompany, Gresham-house, Old Broad-street, Aug. 15, 1861. PUBLICATIONS. THE GREAT EASTERN. •rt --. CHARLES READE'S NEW NOVEL. "THE CLOISTER AND THE HEARTH." A matter of fact Romance. By the Author of " It's Never Too Late to Mend." Is in the press, and will appear the first week in October. 4 vol-., price £1 11s. 6d. We have received the following telegram rela tive to the Great Eastern : (Front the Morning Post.) There can be no doubt that the disaster of the Great Eastern admits of a probably true explana tion by no means prejudicial to the principle of shipbuilding on so vast a scale. The parties in terested in the reputation of the vessel itself have offered a very different explanation, equally cal culated no doubt to favour the construction of such ships for the future, but, as we think, quite illu sive. They have told us that "itis a mercy" that no other ship was subjected to such a gale. In other words, the Great Eastern was the only ship to experience this gale in its full force ; and any other ship in such a trial must inevitably have gone down. Now, no one surely can credit this. Such gales as those of September, 1861, must be fore this have been experienced and survived. And although it is alleged, with some plausi bility, that the hurricane which swept over the Great Eastern was in a certain sense partial, it can hardly be doubted that other ships expe rienced this very gale in similar knee. The Persia met the Great Eastern while still in a very heavy sea; but the Persia sailed from Liverpool some four days later; and it is very possible that she may not have been subjected to the same trial. It is remarked that the Persia rode the gale exceedingly well. But the steamer which has just arrived from America, and bears the intelligence of the Empe ror Alexander's eccentric advice to President Lin coln, must have been in precisely the same circum stances, for she must have been in the track of this very gale which swept over and disabled the Great Eastern. It seems, therefore, quite impossible to regard this terriplelwrieme Assine of exceptional and unprecedented fury. i The nt n B tohmebay,B Medway, , screw, now lying at Folly is rapidly approaching com pletion. She has a large number of dockyard hands on board engaged upon her interior fitments. She has completed the shipment of her water-tanks, which were brought from Deptford in the victual ling-hoy Lion. The Bombay will shortly be ready for her trial trip. The screw Steamer Renown, 89, Captain Arthur Forbes, having been relieved of her masts alongside the sheer hulk in Hamoaze,was replaced yesterday forenoon alongside the Devonport dockyard, to re turn the remainder of her stores. " QUEENSTOWN, SEPT. 20, 11.20. " The Great Eastern steamer ha 3 just arrived in port to anchor between Spike Island and Carlisle port. She will shift further in when the tide slackens. The Edinburgh, screw steamer, did not go in search of her as reported,-but waited ready to render assistance if required." I'HE PRESENT DISTRESS IN TRADE fully explained in J. GROSSMITH'S " GOVERNMENT UPON FIRST PRINCIPLES." The cause is there predicated of the monetary difficulties ex perienced in 1860. The Crisis is at hand. Anxiety in bus ness has now become the grim torture. Purity of motive, intelligently exercised, must animate all Governments, or all is lost, All denominations of Constitutions are carefully examined in J. Grossmith's "Government upon First Prin.. ciples." (From the Cork Examiner of Thursday.) The statement made yesterday that the Great Eastern was lying between the Forts was erroneous. She was, in fact, anchored about a mile outside the Lighthouse, but owing to her enormous bulk, and the deceptive effect of distance, it appeared from Queenstown that she was inside, or nearly oppo site the Lighthouse, rather than outside it. It would have been very fortunate if the couple of miles difference had been decided as was origi nally supposed, and that the vessel had really lay in the harbour's mouth. When she arrived on Tuesday night it was fair weather, and by the advice of some parties, whom we do not exactly know, the captain was induced to remain outside, lest he might possibly do or receive some damage in the dark. But next morning it came on to blow rather strong from the southeast, and what would have been easy the night before then became very difficult, and up to the present has been found impracticable. The injury which disables the vessel is that to her rudder. Her screw en gines and the screw itself are in perfect order, and she is at present capable of steaming nine and a half knots a hour. But her rudder-head, nine Kent and Co., Paternoster-row. The Hon. Robert Dundas, Storekeeper-General of the Navy, is now on a visit of inspection at the Devonport dockyard. His attention appears to be specially directed to those departments from which so much public property has been recently purloined. The following appointments were made yester day at the Admiralty :—Lieut. Henry F. Stephen son, to the Emerald, and Lieut. W. T. F. Mudge, to the Pelican. The Fourth Edition, Just Published. Bvo, in cloth, price ss. by post tree, ss. 6d. ON TRITE and FALSE SPERMATORRHCEA; kl with the View to the Correction of wide-spread Errors in relation to the Treatment and Cure of Sufferers from De bility of the Generative system, or Sexual Hypochrondriasis. Translated from the German of Dr. PICKFORD. " Dr. fickford is known to English readers by his frequent practical contributions to German medical literature. This is the first time, he informs us, that he has addressed himself to the non-medical reader. We trust that this may not be the last, if he shall detect any other equally flagrant evil which it may be in his power to correct."—London Medical Gazette. " The editor has conferred a great boon on the sufferers from this distressing malady by translating this little book, and by laying bare the scandalous practices of unqualified adventurers, who profess to cure a disease of which they know nothing, with no other object than to fill their own purses. The difference between true Spermatorrhcea and the various forms of disease which resemble it are accurately de scribed, and thus a safe guide is offered for the treatment of the malady."—Medical Circular. " We have dilated so long upon the contents of the preli minary chapter, that we have scarcely left ourselves space for any notice of the subject specially treated of by Dr. Pickford ; but the moderate price at which the 'brochure' is sold, places it within the reach of every one interested in the matter." — Dublin Medical Press. The first important trial at Portsmouth of the method adopted by the Ship Ventilating Committee for improving the ventilation of her Majesty's ships has been brought to a conclusion at Portsmouth on board the gunboat' Handy, preparing for service on the West Coast of Africa, and which has beentitted on ther_plinTeeommended 'by the committoe. The system was tested by getting up steam and keepin the engines going at full speed for three hoard, when a certain temperature was gained. The ven tilators were then opened, the engines still going at the same speed, and the temperature reduced in the engine and boiler room and stokehole 28 deg., and in the forecastle 13 deg. -". - 1 .. .. 3 .. 9 London : H. Bailliere, 2 19 , Regent-street DO‘AL NATIONAL LIFEBOAT INSTITUTION FOR THE PRESERVATION OF LIFE FROM SHIPWRECK, (Incorporated by Royal Charter). Founded in lB24.—Supported by Voluntary Contributions. PATRONESs—Her Most Gracious Majesty the Queen. PRESIDENT —Vice-Admiral his Grace the Duke of Northum berland, K.G., F.R.S. CHAIRMAN—Thos. Baring, Fsq., F.R.S., V. ?., Chair man of Lloyd's. DEPUTY-CHAIRMAN—Thomas Chapman, Esq., F.R.S., V.P., Chairman of Lloyd's Registry of British and Foreign Shipping Society. APPEAL. The Committee of Management have to state that, during the past year, the Institution has incured expenses amount ing to £6, , 58 ls. on the following Life-boat stations: — ENGLAND. Llandudno, Carnarvonshlre. Newhig,gin, Northumberland. Southport, Lancashire. Saltburn, Yorkshire. Lytham, Filey, Silloth, Cumberland. Caistor, TeorfOlk. SCOTLAND. Aldborough, Suffolk. Ayr, Ayrshire. Margate, Kent. Irvine, „ Weimer. ' Kantyre, Argyleshire. Selsey, West Sussex. Buckle, Banffshire. Grange, Isle of Wight. Banff. 19 Brooke, St. Andrew's, Fifeshire. Penzance, Cornwall. North Berwick, Haddington- St. Ives, shire. Newquay, IRELAND. Penarth, Glamorganshire. Portrush, Antrim. Llandwyn, Anglesey. Tyrella, Dundrum Bay. The Institution has also expended on the repairs, stores, alterations, and inspection of its numerous Life-bo Is, Boat houses, and Transporting-carriages, £3,632 19.. ; and £1,550 for exercising the Crews of its Life-boats—making altogether a total of £11,441. During the past year the Life-boats of the Institution have been instrumental in rescuing the Crews of the following wrecked Vessels : Schooner Ann Mitchell, of Montrose .. Schooner Jane Roper,Of Ulverstone Brig Pallas. of Shieidg .„ ,'#4lp Ann Mitchell, of Glasgow ack John Bull, of Yarmouth "litthooner Catherine, of Newry Barque Niagara, of Shields .. A. Barge of Teignmouth Brig George and James, of London Brig Zephyr, of Whitby •• •• •• Coble Honour, of Cullercoats • • •• Schooner Eliza, of North Shields .. • • Barque Oberon, of Liverpool • • • • Brigantine Nancy, of Teignmouth .. • . Smack Wonder, of Teignmouth .. • • Brig Scotia, of Sunderland . • • • Sloop Three Brothers, of Goole .. Sloop Charlotte, of Woodbridge .. • . Brig Ann, of Blyth •• •• •• •• Sloop Hope, of Dublin .. • • Schooner Druid, of Aberystwyth .. Barque Vermont, of Halifax, U.S. .. Schooner William Keith, of Carnarvon Brig Flying Fish, of Whitby • • • • Smack Elizabeth Ann, of Lyme• Regis Steam Dredge, at Newhaven .. Schooner Admiral Hood, of Roche.ter Schooner Susan and Isabella, of Dundee .. Schooner Rose, of Lynn • • •• Brig Prodroma, of stockton Brig Eliza, of Middlesborough Brigantine Freia, of Konigsberg .. Brigantine Diana, of Fredrikshamn Brig Gloucester, of South Shields .. Total .. 5 .. 4 .. 11 .. 2 .. 8 .. 6 .. 7 .. 7 ..210 For these and other Life-boat services the Institution has voted £9OB Bs. 4d. as re ards. It has also granted rewards amounting to £203 4s. for saving 245 shipwrecked persons, by shore-boats and other means, making L total of 455 persons saved from a watery grave on the Coasts of the United Kingdom. During the present year (1861), the Life-boats of th e insti tution have also beeninstrumental in rescuing t le Crews of the following Vessels : Brig Lovely Nelly, of Seaham Brigantine Nugget, of Bideford .. Schooner Prospect, of Berwick Sloop Thomas and Jane, of St. Ives A Fishing-boat of Whitburn Brig Arethusa, of Blyth • • • • Schooner Dewi Wyn, of Portmadoe Flat Cymraes, of Beaumaris Schooner William, of Morecambe Smack Gipsy, of Newry Schooner argaret Anne, of P • r • eator; • Brig New Draper, of Whitehaven Schooner William, of Liverpool I ugger Nimrod, of Castletown Brig Providence, of Shields Brig Mayflower, of Newcastle Sch ,, oaer Village Maid, of Fleetwood Barque Guy , na, of Glasgow .. Brig Roman Empress, of Shields .. Brig San Spirid ene, of Oalaxide Schooner Voador du Vouga, of Vianna French Brig La Jeune Marie Therese Barque Perseverance, of Scarborough Schooner Elizabeth, of Bridgewater Ship Danube, of Belfast Schooner Hortensia, of Hanover .. Schooner Oregon, of Stonehaven Brig St. Michel, of Marans • • Spanish Barque Primera de Torreviega (saved ves sel and one of the crew) .. Schooner Hurrell, of Penzance (saved vessel and crew) • .. 4 .. 4 .. 8 .. 5 .. 8 .. 4 .. 2 .. 8 .. 6 .. 5 .. 4 Total • . • —lB3 The public cannot but sympathise with the vigorous efforts now being made by this Institution to save the lives of Ship wrecked Crews. Their help was never more needed than at the present time, when, through the extraordinary exertions the Society has made within the past few years, it has now One Hundred and Fifteen Life-boats under its management, for the maintenance of which, in a state of thorough efficiency. a large permanent annual income is absolutely needed, if its humane mission is to be perpetuated. Donations and Annual , u tscriptions will be thankfully re ceived by Niessrs. Willis, Percival, and Co., 76, Lombard street; Messrs. Coutts and Co., 59, Strand; vfessrs. Berries, Farquhar. and Co., 1 t, St. Jame.'s-street, London ; by a 1 the Bankers in the United Kingdom ; and by the Secretary, R'chard Lewis, Esq., at the Office of the Institution, 14, John-street, Adelphi, London, W.C. Payments may be made by Cheques or by Post-office Orders (crossed), to Messrs. W Ills, Percival, and Co., or to the Secre tary. RUPTURES.—BY ROYAL LETTERS PATENT. WHITE'S MOC-M AIN LEVER TRUSS (PERFECTED AND EXHIBITED IN THE GREAT EXHIBITION OF 1851), is allowed by upwards of Two Hundred Medical Gentlemen to , te the moat effective invention in the curative treatment of 11 ERN I A. The use of a steel spring, so often hurtful in its 'fleets, Is here avoided—a soft bandage being worn round the body, while the requisite resisting power is supplied by the Moe -Main Pad and Patent Lever, fitting with so much ease and closeness that it cannot be detected, and may be worn during sleep. A descriptive circular may be had,' and the truss, which cannot fail to fit, forwarded by post, on the cir cumference of the body, two inches below the hips, being sent to the manufacturer, Mr. WHITE, 228, Piccadilly. A Single Truss, 165., 215., 265. 6d., and 31s. 6d. Postage, ls. A Doublo Truss, 31s. 6d., 425., and 525. 6d. Postage, is Bd. An Umbilical Truss 425. an 525. 6d. Postage, ls. 10d. Post-officcea Orders , to be m d ade payable to John White, Post office, Piccadilly. PLASTIC STOCKINGS, KNEE-CAPS, & c , for _EA Varicose Veins and all cases o f W ea k ness and Swelling ot the Legs, Sprains, &c. They are porous, light in texture, and inexpensive, and are drawn on like an ordinary stocking. Price 4s. 6d., 75. 6d., 10s., and 16s. each. Postage 6d. JOHN WHITE, Manufacturer, 228,-,Piccadilly. DR. BRIGHT'S APHRODISION, THE PHOSPHORISED NERVINE TONIC. The NEW CHEMICAL COMBINATION of PHOSPHA TIC SALTS, Quinine, Iron, &c., adapted for both sexes, containing all the Essential Constituents of the Blood, Brain, and Nerve Substance.—Great philosophical and chemical research has led to the discovery of thisin valuable remedy in its present perfect state, agreeable to the palate, and innocent in its action —still pre serving its wonderful properties, affording immediate relief, and ermanently curing all who suffer trom WASTING and WITHERING Of the NERVOUS and MUSCULAR TISSUES, SPER - MATORRIHEA, DISEASES Of the KIDNEYi, BLADDER, and all URINARY DEPOSITS, which cause incapacity and degeneracy, total and partial prostration, and every other exhaustive de rangement of the system. Regenerating and Invigorating all the important elements of the human frame (when emasculated by youthful indiscretions), and enabling man t once to ful This most sacred obligations. Prices —lls. per bottle, or four I.ls. bottles in one, 335. ; and in cases containing. three 31s. bottles, £5, saving £1 12s.— Parcels securely packed, free from observation, sent to any part of the world, on receipt of Post-office Order. Prepared and sold only at the laboratory, 44A, Waddox street, Regent-street, W. (opposite the side of St. George's Church), London, by RALPH BRIGHT, M.D., Member of the Royal College of Surgeons, England ; Licentiate of the Royal College of Physicians, Edinburgh, &c., &c. ; author of "NERVOUS EXHAUSTION," its cause and cure, with an Ess ty on Seminology, showing the marvellous restorative powers of the newly-discovered and wonderful remedy known universally as the Aphrodlsion. "As phosphorus in a state of nature illumines the darkness, so the exhausted frame revive when impregnated with its electrical properties." Price 2s. 6d., by post, Is. Iod. ; abridged edition, is.. by post 14 stamps, from the residence of the author (44A, Maddox-street', where he may be daily con sulted, trom 11 to 4 for the cure of the above diseases , to which he has, for a 'lengthened period, devoted his exclusive attention. . "-BAT MARLBOROUGH-STREET. w.. N E " THE PANTHEON. DColle go of S ur R. cuL"-- RWELL, Member of the Royal ons, Licentte of fery and Apo hecaries' Hall, L o ndo n , can b e consult Mid ed wi daily , (only) as above, on all oases of Nervous Debility Lan or, Incapacity , Loss of Memory, St erility, and all Functional gu Derangements of both genOes" Sexes, emana ting from ea r ly an d excess i ve :indul- Hag Just published, ri fs s o e e a l. ied; b Y poet, 11 stamps, No, 4 ysioiogy and AnS. An entire new and rio-inai Work, entitled OURSELVE Synopsis : The Ph Y nt our Generation Treatment, and Cure. —The Origin of Disease—sy mptor :tom , all Urinary Derange !B„, a n Exposition of. and Remedy i n a ; mmts and Marital Disqualifications, yphills, Stricture_ Blonnorrhagla MALE, The modern treatment of S Gonorrhcea), Sp y, Impotency, aii ii the Urinary Organs, wi th Prescriptions, 4,,,., ..... 1 on all Diseases 0 , FEMALE. The Physiolou an d Anatomy of Women—lr oo ,, H al ir re9,ularities in Health and Sickness—Choice i n i T tleir Expectancies and Disappoi ntment s — ThA Cause a"— oval of Sterility—The Th eor y and Sym p tom s of and It = tion—Use of the Speculum. A lso, (3esta- No. 1. HEALTH, H A PPINESS, and LONGEVITY ; On Debility, Nervousness, Dyspepsia, and Indigestioz, No. 2. CLOVE AND MARRIAGE : Their ObligatiOns, Happiness, an d Disappointments; Love nd other Matchea. Sterility Removed, and Healthy Off pring secured.' _ _ No.:. THE CASE BOOR - : 100 Cases of SPERMATORRIFEA , Their Causes, Symptont9, and Treatment, Contesslone and Curt, uy t,auterlsatlons,Galvan4qn, &e. Fa. &e. To be had of Mann, 39, Cornhili ; and the Author,. Advice to the Working Classes fee Waif-a-Gninea. (SPECIAL NOTICE.) Culverwell is the only legally qualified medical practi tioner living of that name, _and can be moulted (only 18 above.) SouTH WALES RAILWAY. — The Director s of this Company are prepared to receive TENDERS of LOANS on DEBENTURE BONDS in sums of not less than £lOO, ~ n d for periods of three to ten years, to meet Deben tures falling due. Proposals to be addressed to the undersigned. By order. FRED. G. SAUNDERS, Secretary. South Wales Railway Offices, 10, Eastbourne-terrace, Paddington, W., 18th Sept., 1861. ADVOWSON.—FREEHOLDS UPTON AND BOTHERS THORPE, NORTHAMPTONSHIRE. TO BE SOLD, pursuant to an Order of the High Court of Chancery, in a cause of Donaldson v. Fairfax, with the anprobation of Vice- Chancellor Kindersley, in Five Lots, by Messrs. Holloway and Son, at the George Hots I, Northampton, on SATURDAY, the 26th day of Octo ber, 1861, at Three o'clock in the Afternoon, very valuable Freehold Estates, situate at Upton and Rothersthorpe, in the county of Northampton, consisting of 374 Acres of Land, Water Mill, and the perpetual Advowson and Right of Pre sentation to the V carage of Rothersthorpe, part of the Estates of the late Sir Thomas Samwell, Baronet. Particulars and condi ions of sale, with plan, may be had g - ,ratis of Messrs. Ring and M'Millin, No. 4, Danes-Inn, St. Clement's, Strand, London. colic tors ; at the George Hotel, Northampton ; the Swan Hotel, Bedford ; the George Hotel, Huntingdon ; the Royal Hotel, Kettering ; the Angel Hotel, Market Harborough ; the Spread Eagle, Rugby ; the White Bart Hotel, Leicester ; the Crown Hotel, Leamington ; and of the Auctioneers, Pitsford, near Northampton. ED WD. WI. ATHE RA I,L, Chief Clerk. ARGYLL ROOMS, Windmill-street, Hay ma•ket, IS NOW OPEN for the Season EVERY EVENING, under the direction of Monsieur BOULCOURT principal Cornet-a-piston and Conductor. The music will be selected from Verdi, &teyerbeer, Rossini, Flotow, Belie, and other eminent Composers. During the recess these well known Rooms have been entirely RE-DECORATED and I IPROVED by Messrs. A. T. SMITE and assistants. The new Chandeliers by M. Benjamin. Admission, One Shilling. —All the new Music to be had at the Office, No. 7, Great Windmill-street. DR. BUCHAN'S DOMESTIC MEDICINES. PATENT SUGAR-COATED PILLS, for purifying the blood, , egulating - the bowels, and removing vitiated hu mors, bilious and liver complaints, rheumatism. gout, scor butic affections, co tiveness. &c. These pills work their way to the very roots of each disease, cleansing in their passage, and removing every unhealthy accumulation, till the bl to I is purified, the whole system renovated, and all the functions ac t according to nature, whilst the duties of life become a pleasure, where before they ha I been sad and weary burdens. Do not hesitate—do not delay ! a clean stomach must make a clean body. A clean body will contain pure blood, when the stomach, body. and blood are pure, from regulating and cleansing the bowels, health Is certain. Begin at the be ginning, waste no time; strike at the root of your ailment. Again, I say, look to your stomach. One trial of these pills will force convict! m. Sold in bottles, at Is. lid., ?s. 9d., 4s. 6d., and lls. Sold by Buchan and Co., 22, Newman-street, Oxford street. London, W., and to be hail of all chemists in town and country, or forwarded on re eipt of stamps. _ . Wholesale Agents :—Barcla) and Son, 75, Farringdon-st. THE VIGOUR OF YOUTH RESTORED IN rorm WEEKS by Pr. RICORD'S ESSENCE OF LIFE. This wonderful agent will restore manhood to the most shattered constitution, whether arising from self-pollution, excesses, nocturnal emissions, the effects of climate, or natu ral causes The time required to cure the most inveterate case is four weeks ; and, if need according to the printed in structions (which are very simple). failure is impossible. This life-restoring remedy should be taken by ail about to marry, as its effects are permanent. It is acknowledged by the medical press to be the greatest discovery ever made. Success in every case is as certain as that water quenches thirst. Pr. Rilord's Essence of Life is sold in cases, with full in structions for use, at lis., or four quantities in one for 338., and may be sent to any part of the world, carefully packed, on receipt of remittance stamps. Sole Agents in London—Prout and Co., Patent Medhine Warehouse, 229, Strand (near Temple-bar). (Entered at Stationers' Hall.) R. BRIGHT'S THREE DAYS' CURE. —The most speedy remedy ever known.—The BUCHU GLOBUL RS, containing the Quintessence of CopaibL Cu bebs, Buchu, &c., at once cure, without the possibility of failure, G morrhcea, obstinate Gleet, Stricture, and Urethral Discharges, immediately subduing all inflammatory action ; encased in sugar, free from taste or smell, and adapted for either sex. Price 11s.; by post 12s. 6d., free from observa tion. Prepared and sold only at the laboratory, 44A, Maddox street, Regent-street, W. (opposite the side of St. George's Church), London, by RALPH BRIGHT, M D., Member of the Royal College of Surgeons, England, Licentiate of the Royal College of Physicians, Edinbu gh, ; author of " NERVOUS EXHAUSTION," - -- - its cause and cure, with an Essay on Seminology, showing the marvellous restor4tive powers of the newly-discovered and wondt rful remedy known universally as the Aphrodision. "As phosphorus in a state of nature Illumines the darkness, so the exhausted frame revives when impregnated with its electrical properties." Price 2s. 6d., by post 2s. 10d. ; abridged edition ls.. by post 14 stamps, from the residence of the author (44A Maddox-street), where he may be daily con sulted, from 11 to 4, for the cure of the above diseases, to which he has, for a lengthened period, devoted his exclusive attention. DR. CURTIS' MEDICAL WORK, MANHOOD: MEDICAL ESSAY ON SPERMATORRIICE NERVOUS AND GENERATIVE DEBILITY, &c. rust Published, the 150th thousand, with numerous plates, in a sealed envelope, price Is., Sold by all Booksellers, and sent post paid, by the Author, for 12 stamps, ANHOOD: the CAUSE and CURE of PRE , MATURE DECLINE IN MAN, with Plain Directions or Perfect Restoration to Health and Vigour. By Dr. J. L. CURTIS, 15. Alberniarle-street, Piccadilly, London. CONTENTS: INTRODUCTORY CFIAPTER on the Physiological ;;tructure and Functians of the Reproductive Organs. CHAPTER ll.—Causes of Spermatorrhcea and Impotence; -'arty Vicious Indulgences; Dangers of Neglect. CHAPTER Review of the various Disqualifications f Marriage ; whether resulting from Youthful Abuse, the 'ollies of Maturity, the Effects of Climate, or Infection. CHAPTERS IV. and V. on the modern Treatment of Gonorrhoea and Syphilis. The Book concludes with numerous varied and interesting ases, to which is added the Author's recipe of a preventive Lotion. REVIEWS OP THE WORK. "Curtis on Manhood.—This is a truly valuable work, and 4 h ould be in the hands of young and old."—" Sunday Times," 'ld March, 1856. "The author has conferred a great boon by publishing this little work, in which is described the source of those diseases which produce decline in youth or more frequently premature old age "—" Daily Telegraph," March 27,1858. " This work, which for twenty years has stood the test of professional criticism and empiriml hostility, treats in aplain and sympathising manner on the various disqualifications and impediments arising from nervous excitement and de• Witty ; and to invalids suffering from youthful errors and excesses it will be found valuable and useful."—Record. London : Published by J. Allen, 20, Warwick Lane, Pater noster-row; Mann. 39, Cornbill. Hours of Consultation-10 to 3 and 6to 8; Sundays, 10 till 2 - Just published, by post, price ls., ON PHYSICAL DISQUALIFICATIONS AND IMPEDI. MENTS TO MARRIAGE. VITA VITALIS.—A popular Medical Work, illustrated with 100 Engravings, from Life, of C tses attended at the Hotel. Dieu Paris and other Hospitals, de scriptive of the baneful effects consequ.nt upon the errors and excesses of youth and maturity, and the debility arising from the too frequent indulgence of the passions. To be had from Medicus, 19, Berners-street, Oxford-street, London. TRIESEMAR No. I. The certain and only remedy for all impediments to mar riage, relaxation , Spermatorrhcca, and the consequences arising from early abuse, indiscriminate excesses, or too long residence in hot climates. I ts extraordinary and well-known power of secreting and enriching the principal vital fluids, results in permanently developing and re-invigorating the debilitated muscular systems of those who may have hope lessly suffe:ed for years, after having been pronounced incur able by the most eminent of the ISledical Profession. A single course o this remedy will enable Tart at once to fulfil th?, most sacred obligations of married life, ensuring to all health, manhood, and vigour. TRIESEMAR No. 11. immediately eradicates all traces of Gonorrhoea, both in its mild and aggravated forms, gleets, strictures, of the bladder, pains of the loins and kidneys, and all irritation urino genital diseases. TRIES EMAR No. 111. is the great co n tinental remedy, prescribed by the Ecole de Medecine, fors yphilis and secondary symptoms. and 11s., or four cases in one tor 335., which saves lls. ; in £5 cases, at a saving of £1 12s. Packets, s surely packed, free from observation, sent to any__pi . irt of the world on receipt of Post-office Order, direct by the generaalin; enai z thn _ i.:l . o l:l; B ,, only. Member of the Royal College of Sur syalg, and ; Licentiate of the Royal College of Physi me :burgh, &c. &c. The only duly qualifledpractitioner e ß s e s ni en e t r ia s l . f a b t : ee p t : Consultationsel : an s y ter, who for years has devoted his special Erliib n o is v i e ra d t i l s o e n as o e t s, th so os o e ft i e . c n nt r ra s t k i i v ll e fu m ll e y as t ur re e a s te s d o ioner from want of practical knowledge and the no n _ anen f t ro h m ea l lt o li ti a l n i d s, m an an d l6vi a g p o p u o r intment, 19, Foreign Library.xtord-street, London, W., next door to the r ~; inches, in diameter, has been completely smashed, and her steering is dependent upon very imperfect gear. This consists in a two-inch cable, rove through a hole made in the blade of the rudder by .a blow of the screw, as mentioned in our account yesterday, and the action of a temporary gear, fitted on to a sort of mushroom-shaped head above, which was designed to bear the chief weight of the rudder, and so relieve the projection of the keel below. It was immediately above this pecular apparatus, which /evolves upon rollers in the shape of cannon balls, that the breakage had taken place. Upon the mushroom head (we know no better name to call it) gearing were then fastened to assist in the steering. The joint power of all was found, how ever, quite insufficient to get the rudder over. Every aid that could be furnished here was placed at the disposal of those in charge of the ship. H.M. steam tender Advice stood by her all day ; the Canard tender Jackal, and the tugs Robert Bruce and Willing Mind. The beautiful three-masted revenue steam yacht Argus, baying on board Commander Yelverton, Inspecting General of Coast Guards, was also amongst the vessels standing by. Mr. Crichton, Superintendent of the Cork Steam Company's works, went on board at an early hour of the day and remained on board till a late hour at night, in the hope of being able to render some assistance. Captain O'Bryen, Harbour Master of Queenstown ; Mr. Cummins, local agent, and Mr. Grierson, representative of the Cunard Company, also went on board. Several attempts were made during the day to get her into the harbour. When a favourable moment was thought approaching the anchors would be lifted, the tugs put into position, the steering gear strained to its utmost possibility. Once or twice her head was pointed fair for the harbour, when the wind caught her huge wall side and she paid off, and became perfectly unmanage able. The four tugs then appeared to have exactly about as much power upon her as four whale boats would have had. All that could be done was to screw her slowly to sea, and after a circuit of some five or six miles, sometimes more, to bring her back to somewhat nearly the position she had quitted. In one of these excursions they feared it would be • quite impossible to turn her at all, so slowly did she yield to the insufficient steering appliances. What increases the difficulty of managing her is that she dares not be reversed, as there is no power to keep the rudder straight, and any retrograde motion would almost certainly drive it back upon the screw and break one or bib. At last all attempts upon her last night had to be abandoned, and she was anchored out about five miles distance from the bar: bour's mouth, having been removed so far seaward to allow her sufficient room in case of her anchors dragging. To-day the wind had so increased as to put all attempts for the present out of the question, at least with the means we possess here. Unless in calm weather, it would be quite useless to attempt to get her into the harbour without the aid of at least 4 of the mostpowerful Liverpool tugs. The large Chan nel steamers from this port, of which we have scarcely ever so many available at a time, are scarcely handy enough for the purpose. That she should get into the harbour is a matter of absolute neces sity, as she could not possibly venture across the Channel, incapable of steering as she is at present, and she is not of the size or manageableness to be trusted to the external steering at sea of even the most powerful craft., Indeed, to say the truth, the Great Eastern is at this moment in a most critical position, and if it comes on to blow much worse than it did this morning, it would be difficult to say that she had seen her worst adventure even in the midst of the Atlantic Ocean. Three or four days in calm water, however, would enable her steering apparatus to be so secured as to fit her to proceed to Milford or Liverpool. She was visited yesterday by the steamers of the Citizens' Company, and an opportunity of inspect ing her exterior was afforded to large crowds, of a somewhat venturous disposition. For the sea was sufficient to make even the Great Eastern roll so heavily that communication was nearly cut off from her. Several of the gentlemen we have named as having visited her were compelled to remain on board all night. Only one, Mr. Crichton, was able to get away, and the difficulty of doing so may be imagined, when we say that the moment after he had got into the tug boat, the ladder which he had quitted was 10 feet above the paddle-box of the tug. Coming down again upon the paddle-box the ladder was completely smashed, and Mr. Grierson, who was standing upon it, had a narrow escape . of his life. Mr. Cotter, the pilot, only succeeded iuget ting into a whaleboat after a fall into the sea, and was near being drowned, Another mishap occurred as the Great Eastern was swinging to her final anchorage for the night. A fishing smack, which showed no light, came close up to her, and by the surge of the sea was jerked up against the boats of the Great Eastern, tearing away her own bulwarks. The amount of her damage was not exactly ascer tained in the dark, but there was awful consterna tion amongst the crew. She was rendered q uite helpless and had to be towed in by the steam ten der Advice. By far the larger portion of the passengers are still on board the Great Eastern. At first they con ceived there was no necessity of quitting her, as they expected that she would either be able to go at once into the harbour or would proceed imme diately to Liverpool or Milford. When it was dis covered yesterday that neither was probable, it would then have been difficult, not to say dangerous, to attempt to put them on board any of the tugs. To-day it would be quite impossible. All those per sons, therefore, are now subjected to very severe anxiety, not very dissimilar, we presume, from what they underwent when tossing in the Atlantic. As yet no representative of the directors of the Great Eastern has come, nor have any precise directions, we believe, been given to the captain as to what he is to do. On the latter point, indeed, there is perhaps, the less necessity, as he has no choice but to get into Cork Harbour as best he can. But the absence of decisive instruc tions, or of the presence of any responsible person to represent the owners, seems pretty much of a piece with the whole management. Captain Wal ker, who is absolutely sacrificing himself to his duty, never having slept since the occurrence of the disas ter, has been placed in a most unfair position. He had not joined the ship two days before she was despatched to sea. He ha s no t h a d the appoint ment or selection of a single officer or man on board, nor was he even acquainted with any of the ship's officers, except one, the chief. As an instance of the difficulties with which he had to contend, we un derstand the boatswain was yesterday put in irons for disobedience of orders. The ship was evidently sent to sea in the most mischievous haste. Such cargo as there is,is said to have been very badly stowed. Berths to an immense number for steerage passengers were put up bef ore s h e l e ft, and the joiners' shaving are still to be seen on the floor We do not attempt to account for the disaster, or to ascribe it to any cause that was avoidable ; but the event has attracted attention to an amount of care lessness and mismanagement that appears most ex traordinary in a vessel in which care and good management would seem to be matters of more than ordinary necessity. (From the Times.) Last Wednesday we inserted from a Liverpool contemporary a comparison of the three superb steamers which within a few days had left the Mer sey for New York, w ith a remark on the special i n t er est felt in their performances, through the r three steamers being examples of different prin. I ciples of construction. Several successful voyages seemed to save all anxiety in behalf of the Great Eastern, as was evidenced by a: freight of 400 pas sengers. For the Persia the case was still stronger, as she had done Atlantic duty for several years, in the course of which she had proved herself a swift and comfortable, as well as a safe, sea boat. The City of New York had started on her „first voyage. " Since the sailing days," our contemporary ob served, " we have had a succession of severe gales and heavy weather, sufficient to try the seagoing qualities of each of them, and also still further to enhance the interest concentrated in their respec tive performances." On Wednesday and Thurs day the western shores of Ireland were visited by tremendous gales, tremendous seas, and unusual atmospheric appearances, which prepared one for the worst. The strongest vessels had been disabled. However, a steamer arrived with nothing to show for it but a brief entry in her logbook, and, as is the habit of such a seagoing people as we are, most of us had forgotten that last week was rougher than usual. In the comparison, ho waver, to which we ha,ve referred there was one brief sentence which forcibly recalled some of the earlier misgivings not only felt by the public for the Great Eastern, but most plainly avowed by the promoters and conduc tors. It will be remembered that on the trial trips of the vessel the people in charge were always very chary of the paddles. While the screw was worked without stint, it was only under the most auspicious circumstances that the paddle engine was worked up to its theoretical power. The powerful tail of the fish was trusted, not so its side fins. There were even reports of altercations on board ; the paddle and screw were in different hands ; and, when the screw had done its utmost, its managers came forward and said, " Now show us what you can do with_your paddles." It is very true we wee told the paddle wheels were as large as the circus at Astley's Am phitheatre, and no doubt the engine was a large one ; still, the big ship appeared to be worked more as, a screw auxiliary than as a full-powered steamer. The aggreg ite power of both paddle and screw was not in the usual proportion to the tonnage of the ship, and the designers had to reason that, as the superiority to the elements rose in a greater propor tion than the size, therefore the motive power need not rise in equal proportion. However this might be, the misgivings and the controversy were revived, sentencew w e have n w o e d h ou av b e t, r i e n fe v r e r r ed very m te a . ny minds by the b r i e f "The City of New York," it stated, " is a screw steam -r of 2,560 tons register, impelled by engines of 550 horse power ; the Persia is a pacidle steamer of 2,079 tons register, worked by engines of 900. horse power ; and the Great Eastern is a vessel worked by the combination of screw and paddle, the registered tonnage of which is 13,676, propelled by engines of 3,000 horse power." Upon these figures, and assuming that the regis tered tonnage represents the work to be done by the motive power, it follows that the Great Eastern had, in proportion, only half the power of the Persia; and that by the:rule of the Persia its horse power ought to have been nearly 6,000, instead of 3,000. But this by no meaps represents the whole of the inferiority of the Great Eastern as regards its paddle. The 3,000-horse power was divided be tween the paddles and the screw, it is needless to say in what exact proportions. If the paddle engine was of 2,000-horse power, and the paddlewheels of a proportionate size and strength, then it would follow that in proportion to the registered tonnage the paddles of the Great Eastern would only have a third of the power of the Persia's. In moderately good weather such a disproportion would tell only in the rate of speed. There might, as some have proposed, be several pairs of paddles, and in fair weather the power might possibly be the aggregate of as many paddles as you could find room for in the ship's side. But when we come to the case of a storm—such a storm as we had last Wednesday week off the coast of Ireland—a new element comes into consideration—that is, the power cf the wheel to buffet with the waves, as a swimmer does with his arms. It is well known that a man who can easily swim a mile in smooth water may be beaten very soon in a broken sea or among breakers. Everybody who has crossed to Boulogne knows the shocks a paddle may receive from a Channel wave, and how the whole power of the engine seems to be tried when, after the paddles have almost risen out of the water, they are immediately submerged. In this conflict with immense solid mountains of water, coming against the Great Eastern at a relative ve locity of 12 to 15 miles an hour, the arms of the mighty swimmer had, as we have observed, only a third, if so much, of the power possessed by the Persia. Nor does this represent the whole of the weakness of the Great Eastern in this important point. We believe we are right in saying that the paddle engines were strongerin proportion than the paddlewheels, on the calculation that any probable damage to the paddlewheels would be a less misfor tune than the breaking or straining of the engine. These considerations occurred long ago, but the friends of the Great Eastern maintained that, even in the event of a storm, inasmuch as the waves of the Atlantic never exceed about 23 feet from the average level, or 45 feet from the trough of the sea, they would not be formidable to the Great Eastern in proportion to her size and tonnage. They argued that the shock of the wave would be at most the dame to a largt ship as to a small one. They thought even less, inasmuch as the Great Eastern would ride over them, and would neither pitch nor roll as much as smaller vessels. The event has shown that these enterprising people, to whom we all feel very justly so great a debt of thankfulness, and whose losses we all commiserate, did not take into account all the conditions of the case. Believing it to be out Of common rules, they took the exceptions in their favour, and omitted some against them. It is now evident that, if a great ship is to have paddles at all, they must be of a size and strength and motive power much more in proportion to the tonnage than those of the Great Eastern. Another result shows that the Great Eastern must for the present be considered only a fair weather ship, or " a floating hotel," as her passengers proudly called her. She rolls ; in fact, she does roll to an angle of 45 degrees under sufficient provocation. By all rules she ought to roll, for she is nothing more than a flat-bottomed barge, lying on the mud, with a breadth of 40 feet. It was hoped that the very great fineness of her lines and her sharp bows and stern would make up for the absence of keel. That hope has been disappointed—at least it has not stood the test of a disabled ship in the trough of the sea. With full power, and going ahead, a keel may be dispensed with ; but when the vessel has to be brought rountl, and is wanted to obey the helm under difficulties, then the fresh-water form of the ship told its tale in the results. As to the failure of the rudder-iron and the stern post,that simply shows that the requisite strength had been undercalcu lated. Perhaps also it is a further illustration of the difficulty found in forging large pieces of iron. Large pieces of iron are necessarily forged by accu mulation, so to speak ; but while the bulk is in creased by successive additions, the beating and hammering of the perpetually new surface injures the work already done in the interior of the mass. But we confess we are not surprised to hear of a rudder-bar ten inches in diameter been broken under such circumstances. To the proprietors we can administer no other comfort than what we have had to give before. They are trying a grand experiment, and are the world's benefactors, but must expect to loose. In 30 years, however, we shall see a dozen Great Easterns, which will have profited by .the disasters of the first. It can only be found out by successive failures how strong the limbs of a mammoth ship ought to be, and in what mould she must be cast. The fabricators of this sea giant seem to have given him a sufficient framework, backbone, ribs, and skin. They must now give him stronger arms, if any yat greater all, or be content with the less speed and that safety of a screw. The result seems to establish tonnage can usual proportion of horse-power to not be so largely departed from, and that a vessel cannot stalk across the Atlantic by mere bulk and height, and comparatively less power. The necessity of a keel, and of gre ater de p th for the working of a sufficient screw, leads to the natural difficulty of want of harbours and moorage for a craft drawing, we will suppose, 35 feet of water. Do the natural conditions of our shores, our inlets, our tides, and our river mouths prescribe limits to the depth of our ships ? We cannot think so. The experience of the last few years seems to prove that we may make harbours of any depth, and that it is only a matter of engineering skill to launch a ship of any size we are likely to want, to moor her in perfect safety, and, when necessary, to place her in the dry. But we must consider the results of the Great East ern as fatal to the experiment of increasing the size of ships in all directions but their depth under water. Not to quit a disappointing subject without a word of consolation, we must say that the spectacle of the big ship, after such terrible reverses, steaming back to harbour at nine knots an hour, having shipped no more water than was sufficient to swamp the luggage, and with no further inconvenience than a little more care at first sailing might have prevented, proves at least that the Great Eastern, under the worst circumstances, is a very safe tub, as she is at But the Great Eastern itself was an experiment in naval architecture. Such a thing as a ship of twenty-two thousand tons burthen was never be fore imagined. It is not very many years since the Great Britain was herself regarded as an experi ment also. Yet her tonnage was only three thou sand five hundred. Naval officers said that a ship three hundred and twenty-three feet in length vt as of very doubtful safety, and that very probably sr:e would break her back in a heavy sea. Since that time, however, longer vessels have been built even in the royal navy; and professional opinion has altogether changed. But a ship like the Great Eastern, nearly seven hundred feet long, was more experimental than ever. One thing was acknow ledged at the time of her construction, and was afterwards proved by her previous disaster. She was, generally speaking, of extraordinary strength. But though her sides and other parts of the vessel may fully bear out this view, it is quite possible that other parts may not have been proportionally strong. The Great Eastern, we have said, was an experiment ; and if the ship, viewed as a whole, was experimental, the degree of force and strength to be adapted in the machinery and in other parts of the vessels to such an= enormous hull may fairly be regarded as experimental also. Steam-ships of the bulk of the Himalaya had answered perfectly well ; there had been a symmetrical adaptation of every force in the ship. But when a vessel four or five times the bulk of the Himalaya came to be built, it was obviously a question for engineers and naval architects in what degree the engines should be in creased in power, in what degree the paddles should be increased in bulk and capacity of resistance, and so on. This, we say, was more or less matter of doubt and speculation. The direct proportion was readily attainable by arithmetical computation ; but was the direct proportion the one to be fol lowed ? Were the paddles to be four or five times larger and stronger than the paddles of the Hima laya just because the tonnage of the ship was four or five times greater? On the other hand, were not the paddles of the one exposed to just the same sea powers as the paddles of the other; and this being the case, ought the ratio of tonnage to be the precise ratio of paddle strength ? Thus we can conceive a great variety of questidns arising, to which the answers must be that such a proposition Is more plausible than another, but that the build ing and adaptation of such a hip must be an ex periment at last. Now, it is particularly in the paddles that the Great Eastern has broken down. It is said that the paddle on the windward side was first bent, and then that it broke away. The paddle on the lee ward side afterwards broke away also. As soon as this accident had happened it seemed to be the better opinion on board that these paddles were not of sufficient strength. This conclusion in volved no mere truism; for there remained the question whether more powerful paddles would have been manageable, and whether more power ful ones would have saved them from being twisted and broken off by the force of the waves. Were not the paddles, it may be asked, of the Persia or the Canada of less bulk ? If they would not have given way, can the explanation lie in the strength of the paddles ? But to this it may be answered that there is probably a strain from the ship as well as from the waves, and that, if this be the case, we have to consider he effect of a strain from a ship of twenty-two thousand tons as distin guished from the strain of the sea itself. A simi lar consideration may be applied to the question of the snapping of the rudder-post, though it seems to have been of enormous strength. There is therefore a fair question for engineers and naval architects to determine—whether the steam and rudder apparatus were really strong in pro portion to the requirements of such a ship. It is much more easy to ascribe the disaster to some special agency of this sort than to the general cha racter of the ship. The engines sustained no injury, and the hull itself remains, it is believed, uninjured also. When .we attempt such a novelty as a ship nearly double the length and four or five times the tonnage of any other on the water, we cannot be confident that we have succeeded in hitting the precise proportion which• one part of an elaborate machinery should bear to another. It is said that the Great Eastern did not answer her helm well. Probably a very long vessel will not so readily do so as a shorter one, but it has not been made out that this was the case until the accident happened to the windward paddle wheel. We acknowledge that it would at present be somewhat premature to express a confident opi nion, but we do not see anything in the statements that we have as yet been able to publish which should detract from the future efficiency of such ships as•the Great Eastern. We see clearly enough that the shareholders are engaged in an expensive experiment ; but we looked upon them from the first as an adventurous and experimental class of men, who were prepared to do anything for the public good, to spend their money in improving the art of ship-building, and to be perfectly con tent with "speculation" in a scientific instead of " speculation" in a monetary sense. We have little doubt that they will in time produce a perfect ship, but meanwhile they must be prepared to pay for it. (From the Morning Herald.) The ancient nations whom we designate as heathens, had, in some things, a far greater in tensity of religious feeling than is generally mani fested by us, the Christian nations of this day. If they believed in false gods, at least they believed in them heartily ; and they believed that the curse of their Providence, which they called "Fortune," would follow those who set themselves up as above it. " It hath been noted," says Lord Bacon, referring to many instances of antiquity, " that those who ascribe openly too much to their own wisdom and policy are unfortunate. It is written that Timotheus the Athenian, after he had, in the account he gave to the state of his government, often interlaced this speech, And in this For tune had do part,' never prospered in anything he undertook afterwards. Had the Great Eastern been a Greek ship, looking at the presump tuous boasts with which she was ushered into the world, as though she should defy and set at nought all the terrors of the " Ocean old, strong as youth, and as uncontrolled," there can be little doubt that she would have been looked upon as a thing accursed by Fortune, for the presumption with which she had deed the goddess. We will not stop now to inquire whether that mystic law in which the Greeks believed prevails under our dispensation. That is a question of pure theology, on which we are well aware that, even among ecclesiastical theologians, and still more among lay theologians, considerable differences of opinion prevail, and ours is not a theological journal. But we may at least, using a sailor's expres sion, pronounce the Great Eastern an "un lucky ship. She was heralded by promises of attaining a speed almost fabulous. Well, so far from realising them, she has never reached the speed of many of the Peninsular and Oriental and other large-sized steam ships. She was promised immunity from the effect of great seas. Well, she has never yet even tried any heavier seas than the Atlantic, which are mere child's play as compared with the seas off the Cape and round the Horn, and yet she has literally broken down in a storm such as Bg :t ift rhoodrtoivt tm d, _ f 0 ii 0 iv . dozens of ships pass through every year, and has barely escaped with her life. We have always thought that the Great Eastern and thatha d i t h h e that, single h e r propertyvory supposedo f and is a huge mistake. There maximum fixed by the laws of nature—a point up to which you gain advantage in proportion to magnitude beyond which the inconveniences attending magni exi is excellence, e u n a g Iceles, things h sh i p e , was a magni tude begin to outweigh, and ultimately crush out all its advantages. This seems to be the mistake into which Mr. Brunel fell when, having made the widest and grandest railway in the world, he be came also ambitious of being remembered as the designer of the biggest ship in the world. It had, no doubt, been found long before Mr. Brunel's time, that as steam boats were increased ,in size, with, of course, proportionate increase of steam power, so they increased in speed and in general nau tical safety and convenience. By what law this in crease of advantage was governed was, we believe, never reduced to any certain mathematical formula. In general s enginders and ship builders are content to act practically upon their observations of facts, ahcunyoelacom2celuladpytlibre of the Great Eastern. Of course it is and, so long as they do so, advancing step by step, of vessels profiting-by an unknown law, with caution, they do well. : For 20 years before the Great Eastern was thought of the builders of steam boats had been of 1,000 tons showed great advantages over one of s a p n e d ed o s th o e f r ei m gh ai t i an co d m n p in a am.o , tro a iaigi n st d h o o y n only a g s r o a n d e u d al ly, correctly;in ereas ti i i n a g t itfhae shipsiz e i h hvm t ee filylaei magnificent i l a y t nt l eehx boats h i n n oififp e r snal e oB a of2 s r e ste h.toeo Peninsular Bute, t3ii swithadvantage dr from 1,200 tons; and so they had crept on till, from neiems,ilewsitahn their speeds t sp he e y eds ha o d f that because a ship of 1,200 tons was three times as effective as one of, 400, and a ship of 2,000 tons still more effective, there was no limit to the operation of the law, and that a ship of up wards of 20,000-tons must be proportionately effec tive. Some such fallacious reasoning must, how ever, have been in Mr. Brunel's mind when he at once made the enormous leap from the 2,000 tons ship easier now, with the light thrown on the subject by the unfortunate experience of the Great Eastern, than it was when she was planned, to see what are at least some of her defects, and to see some of the causes of her failing to fulfil the hopes she gave. We see now that when you reach beyond a certain magnitude in the construction of bodies containing moving parts, and intended to battle against enormous mechanical forces, though you may make perhaps the foundation, the framework, as it were, of the moving parts, strong enough to resist almost anything, you cannot do so with ' the smaller moving parts, unless you run into an excess of size and weight which will make them unwieldy. You are perpetually . battling between the necessary strength and the .. necessary activity. This is obviously the secret of the' Great Eastern's accident. Her paddle t wheels are neces sarily gigantic ; if they were strong in proportion to the strict rule of necessity, considering the sur faces they expose and the strains that may come upon them, they would consume more power to turn them than is at disposal. If they are, com paratively speaking, light, they smash readily under a heavy sea. The rudder and the paddle wheels have been the sinners in this particular acci dent. Some other moving part would have been so, if exposed to similar shocks and strains. Again; it was the gigantic size of the ship that ren dered paddle wheels necessary at all. Paddle wheels are excluded from large ocean steam ships because of the difficulty of making them light enough to work well, and yet strong enough to stand the shock of heavy seas. But the Great Eastern, because of her size, could not do without them. There were insur- mountable objections of a practical nature to working so big a ship with screws only. We have thus before us the proofs that some of her unavoid able defects arose from her excessive bigness and nothing else; and we have little doubt that were her whole appareil to be minutely scrutinised by a scientific and reflective mind, it would be found that throughout her bigness weighs upon her and destroys the advantages hitherto attributed to size. As regards her commercial capabilities, her size is again her curse. Whatever may be the state of society and of travelling a generation hence, we, of course, cannot foresee; but at present it is quite plain that, though quite enough of cargo and pas sergers goes to and fro in the course of a year to freight even such a ship as the Great Eastern, it is equally clear that no such cargo is ever to be col lected, all wanting to go at the same time, and hence the G-reat • Eastern does travel, and must for many years to come, travel comparatively empty. Of the fallacy of the notion of a ship cap able of being handled at all, and yet big enough to lie at its full length on the tops of succes rive waves so as to set the force of the ocean waves at nought, it is needless to theorise. Even the giant ship has been now shown to be in practice but a helpless infant in the arms of the old Sea. We are, as probably most people will be, sorry to see that the career of so magnificent a ship should so little realise men's hopes of her. But we trust that the experience of her failure will teach shipbuilders that until much more scientific knowledge is brought to bear than seems as yet to be possessed by anybody, they had better fall back upon their old system of advancing step by step, and not jump to the con clusion that the advantages of mere magnitude are without limit. THE NAVY. The Warrior, 40, screw, Capt. the Hon. A. A. Cochrane, steamed into Portsmouth harbour yester day from Spithead at high water, under the guid ance of Mr. S. Jones, sen., the Admiralty pilot at the port, and was berthed alongside the sheer jetty of the dockyard preparatory to being placed in dock, which it is intended will take place to-day shortly before high water. Orders have been given to pay her bottom over with a composition pre pared by Mr. Hay, the chemist to the dockyard. Soon after the ship's arrival at Spithead from the Thames, Mr. Watts, the Assistant-Controller of the Navy, visited the dock which had been prepared for the ship, and at once ordered an alteration in the blocks, lowering them 3in. at the end next the dock entrance and 21in. in the fore end, giving the line of blocks a rise of 3in, only forward, instead of 2ft., as before. It being also determined to have the caisson in the inner groove instead of the outer rebate, thus making the ship's position 12ft. further in The dock, it was ordered, as a measure of precau tion, that a portion of the inner dock floor, 10ft. in length, and commencing at its height above the in vert 2ft., and tapering to a point at the end of the 10ft., should be chipped off to give a clearer space under the ship's forefoot. To carry out these alterations in the dock a large number of la bourers were set to work, but there was every pro bability of its being nearly midnight before they would have them completed. On the Warrior being berthed alongside the dockyard she drew 26ft. of water aft, and 25ft. 7in. forward. The Medea, 6, paddle, Commander D'Arey S. Preston, tested her machinery at Spithead, on com mission, yesterday, everything working satisfac torily. The Pelican, 17, screw, Commander Brock, has completed her trials at the measured mile in Stokes engines Bay. She realised a medium speed of 101 knots. the The Octavia, 51, screw, tested her machinery in Thethe steam basin of th at e trial being attended with the most pe r f ec t success. which was attributed to th e smoothness of action Portsmouth could on Thursday, scarcely be felt, obtained by the introduction of the ti dir crank. It is confidently anticipated that the consumption of fuel will be 40 per cent. less than the same power. The Duncan, 99, screw, was taken into the steam basin at Portsmouth yesterday. Much activity prevails in Sheerness dockyard. The Swallow, 9, screw steam sloop, is to be fitted for commission. Steam has been tried on board the Coiling wood and Leander, with successful results. The Orestes, 21, was inspected yesterday by the captain-superintendent and other officials. It is expected she will sail shortly. The Malacca, 17, steam sloop, is also expected to proceed to sea ere long. There are reports that the Meeanee, 80, screw, is to be dismantled. Every exertion is being made to bring forward the Barossa, 21, screw corvette, to take the place of the Orestes, in the first division. The North Star, 22, screw-corvette, build ing here, will soon be ready for planking. A detachment of the depot of the second battalion of the 4th Regiment is under orders to leave this THE ARM} The whole of the dismounted guns and carronades at the various forts and batteries at Chatham garri son having been returned into store by the detach ment of the depot brigade, Royal Artillery, Lieut. Ritchie, the officer in command, received orders yes terday to commence returning into the care of the principal storekeeper at Chatham the shot, shell, ant other stores belonging to the obsolete armament, after which the detachment of Royal Artillery will rejoin headquarters at Sheerness. A 24_pounder and 12-pounder rocket tube, with frame complete, having been issued under War office authority, instructions have been received by the Royal Artillery stationed at Chatham and Sheer ness for the officers and meu to be instructed in the use of that description of missile. Several other newly-invented stores for instructional purposes have also lately been received at those stations from the factory at Woolwich. The strength of No. 4 Battery, 9th Brigade Royal Artillery, which has arrived at Chatham from Ire land, at which garrison it is to be permanently sta tioned, consists of 8 sergeants, 2 trumpeters, 161 rank and file, and 96 horses, with the following officers, viz. :—Major N. M, I. Mackay, in command Capt. B. G. Humfrey, Lieut. H. Palliser, Lieut. W. Browne, and Lieut. J. A. Campbell. The equipment of the battery consists of six 12. pounder Armstrong guns, each of 82 cwt., with carriages ; six ammuni tion waggons, with limbers; one forage waggon ; one store limber waggon ; one light forage waggon; and one store and one medical cart. The battery is completely packed and ready for immediate service. During its march from Bristol, at which port the battery landed from Ireland, the officers and men marched en an average 24 miles a•day. On Thursday morning two troops and the head quarters of the Ist Roy al Dragoons, numbering about 100 men, and as many horses, besides officers, under command of Lieut.-Col. Wardlaw, arrived in Liverpool by one of the City of Dublin Steamship Company's steamers, en route from the Curragh of Kildare. They proceeded by the London and North-Western Railway to, Birmingham.- ---, Capt. Walker, 66th Regiment, Lieut Bayley, 54th Foot, and Lieut. Owen, 88th Regiment, all sta tioned at Colchester Camp, are under orders to leave their depots and proceed to the New School of 'Musketry at Fleetwood. Col. Dixon, C. 8., Commandant of the 9th Depot Battalion, Colchester, has been removed from the discharge of his duties by a sudden and severe ill ness, which has left him in a very critical condition. Colonel Grey, C. 8., has minutely examined the hospital in Colchester Camp, and the men who are considered from bad health unfit for further ser vice, and has been pleased to express himself highly satisfied with the general aspect of the hospital , which is under the superintendence of several effi cient staff and battalion officers, with a party of the Medical Army Corps as subordinates. The battalion schools and the general mess of the troops were also inspected by the commanding officer. Yesterday a party of the sth Dragoon Guards, consisting of 5 officers and 95 men, arrived at Ips wich from Aldershott. Another party, of about the same strength, arrived at Chelmsford yesterday, en route for Norwich. The whole force to be sta tioned at Norwich and Ipswich will probably not arrive before Monday or Tuesday. On Wednesday a variety of athletic sports took place at Warley barracks, near Brentwood, under the patronage of Col. Hay, commandant, and the other officers of the depot. PERILOUS VOYAGE FOR A SMALL VESSEL. The arrival of the steamer Hotham, from Mel bourne, on Thursday, says the Sydney _Herald, in face of the late heavy weather, is a rare instance of what may be accomplished by perseverance and judgment. The fact of a vessel of only ten tons starting on a voyage from Melbourne to this port is of itself an extraordinary undertaking; but when we add that her voyage may be considered as only commenced (her destination being the gulf of Car pentaria), it appears something wonderful. This miniature ship is a screw steamer, as before stated, of only ten tons ; built in London, and brought out on a vessel's deck. Her length is about 35 feet, and she is fitted with a pair of oscillating engines of the collective force of 14 horses, and is capable of carry ing three days' consumption of fuel. The after part of the steamer is fitted as a cabin for the accommoda tion of the crew, which consists of five persons, in cluding her master and engineer ; and we are in formed that she will steam in smooth water at the rate of eight knots per hour, besides being remark ably fast under canvas, which con s i s t s o f f ore an d successful main lug Wyse,ugsails whoseHothamTh Theis and by Captain passage from England to Hobart Town, in the yacht Spray, of 20 tons, is familiar to our readers. She left Melbourne in tow of the A. S. N. Co.'s steamer Rangatira, on the Bth inst., but on the following day it came on to blow hard from the eastward, and she had to be cut adrift. Owing to the heavy sea, the vessel shipped large quantities of water ; the reefed fore-lug was accordingly set and she stood to the northward. During the afternoon the wind fell light, and she was hove about and stood to the S.W. On the 10th at daylight, the wind again freshened at E., the vessel standing to the S.S.E. for the pur pose of keeping well to windward of the Ninety mile Beach. At two p.m. it blew heavy, with high sea, the vessel under close reefed fore-lug. At five p.m. it was blowing a violent gale, NN, hen it was found necessary to furl the lug, and, by means of a spar and a hawser, the little craft was kept head to sea. At four a.m. on the 11th, the hawser parted, and she was then hove to under a close-reefed main lug. Throughout this trying time she behaved ad mirably, and all through a succession of gales fr d om to N.W., S.W., N.E., and S.E., which continlueen her arrival in this port, she proved herself a se . p dl sea boat. Of course, in such weather, sb o e nsy l Pe com large quantities of water , w hich b preclude pletely drenched everything on b for five days. Some the possibility of lighting b o xf the main shaft will little defect in the stuffing- o have to be correcte d before she again proceeds on her lengthy voyage for the Gulf , for the purpose ofsearching after Burk e s exploring expedition, from which place she will p robabl y g o to India. Captain Wyse is anxious to return his sincere thanks to Capt. Hutton of the steamer Phantom, f or hi s kind nes and attention in towing the Hotham from Man ley, where she had anchored on Wednesday night. J ~ i ~