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

IPP l wr 4- BA NK OF DEPOSIT (Established A.D. 1844.) 'No. 3, PALL MALL EAST, LONDON. Prospectuses and Forms for Opening Accl)unts sent free on application. • PETER _MORRISON, Managing Director. D EBENTURE S.-SCINDE RAILWAY COMPANY. The Directors are prepared to receive applications for DE BENTURES at par, bearing guaranteed , nterest at 5 per cent. per annum, for the purposes of the Indus Steam lelo tilla. 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 -took. at the . option of the holder. Fu , l particulars may be obtained at this office. THOMAS BURNELL, Sec. Scinde Railway 'ompany, Gresham-house, Old Broad-street, Aug. 15, 1861. R 0 IAL NATIONAL LIFE-BOAT INSTITUTION FOR THE PRESERVATION OF LIFE FROM SHIPWRECK, (Incorporated by Royal Charter). Founded in 1 8l4.—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., M.P., F.R.S., V.P., Chair man of Lloyd's. DEP CTT-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 incurred expenses amount ing to t 6, '5B is. on the following Life-boat stations: — ENGLAND. Llandudno, -Carnarvonshire. Newbiggin, Northumberland. Southport, Lancashire. Saltburn, Yorkshire. Lytham, „ Filey, Silloth, Cumberland. 1. Calstor, 'Norfolk. SCOTLAND. Aldborourrh, Suffolk. Ayr, Ayrshire. Margate, Kent. Irvine, ' Weimer, , Kantyre, Argyleshire. Selsey, West Sussex. Buckle, Banffshire. Grange, Isle of Wight. Banff Brooke, St. Andrew's, Fl'eshire. Penzance, Cornwall. North Berwick, Haddington- St. Ives, shire. 1/ Newquay, „ IRELAND. Penarth, Glamorganshire. Portrush, Antrim. Lland wyn, Anglesey. Tyrella, Dundrum Bay. The Institution has also expended on the repairs, stores, alterations, and inspection of its numerous Life-bo ts, Boat houses, and Transpce tinfr-carriag,es, £3,63! 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 in trument it in rescuing toe Crews of the following wrecked Vessels Schooner Ann Mitchell, of Montrose Schooner Jane R"per, of Ulverstone Brig Pallas, of Shields .. Ship Ann Mitchell, of Glasgow Smack John Bull, of Yarmouth .. Scho-n r latherine, of Newry Barque Niagara, of Shields .. A Barge of Teignmouth • • • • Brig George and James, of London Brie" Zephyr, of Whitby • • • • Coble Honorr, of Cullercoats Schooner Eliz of North Shields .. Barque Oberon, of Liverpool Brigantine Nancy, of Teignmouth S ..ack Wonder, of Teignmouth Brig Scotia, of Sunderland Sloop Three Brothers, of Goole .. Sloop Charlotte, of Woodbridge .. Brig Ann, of Blyth Sloop Hope, of Dublin Schoener Druid, of Aberystwyth .. Barque Vermont, of Halifax, U.S. .. Schooner Wiliam 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 . -tockton Brig Eliza, of Middlesborough • • • Brigantine Freia, of Konie:sberr, • Brigantine Liana, of Fredrikshamn • Brig Gloucester, of South Shields .. 1 .. G .. 3 .. 9 .. 4 .. 11 .. 2 .. 8 .. 6 .. 3 .. 7 .. 15 .. 9 .. 2 .. 6 .. 5 .. 5 .. 8 .. 5 .. 16 .. 2 .. 5 .. 9 .. 6 .. 5 .. 3 .. 11 .. 7 .. 6 .. 7 - 7 - Total .. .• ..210 For these and other Life-boat services the Institution has voted VeB Bs. 4d. as re ards. It has also granted rewards amounting* to £203 4s. for saving 245 s hi pwrecked persons, by shore-boats and other means, making I total of 455 persons saved from a watery grave on the Coasts of the United Kingdom. During the present year 0860, the Life-boats of th e Insti tution have also been instrumental in rescuing tae Crews of the following Vessels : Brig Lovely Nelly, of Seaham Brigantine Nugget, of Bideford .. Schooner Prosp ct, of' Berwick Sloop Thomas and Jane, of St. Ives A Fb.hing-boat of Whitburn Brig Arethusa, of Blyth Schooner Dewi Wvn, of Portmadoc Flat Cymraes, of Beaumaris Schooner William, of Morecambe Smack Gipsy, of Newry Schooner M argaret Anne, of Preston Brig New Draper, of Whitehaven . • Schooner William, of Liverpool 1 ngp.:er Nimrod, of Castletown Brig Providence, of Shields Brig Mayflower, of Newcastle Sch , oner Village Maid, of Fleetwood Barque Guy na, of Glasgow .. Brig Roman Empress, of Shields .. Brig San Spirid one, of Galaxide Schooner Voador du Vouga, of Vianna French Brig La Jeune Marie Therese Barque Perseverance, of Scarborough Schooner Elizabeth, of Bridgewater Ship Danube, of Bell. st ooner Hortensia, of Hanover .. Schooner Oregon, of Stonehaven .. • • • • Brig St. Michel, o f M arans . 8 Spanish Barque Primera de Torreviega (saved yes- ' sel and one of the crew) .. • • Schooner Hurrell, of Pen zance (saved vessel and crew) .. .. o 3 .. 4 .. 8 .. 8 .. 2 .. 5 .. 4 .. 4 • . 8 .. 8 .. 4 .. 2 .. 8 .. 6 .. 5 Total ..183 - - - - • The public public cannot but sympa+hise 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 ot which,in a state of thorough efficiency. a large permanent annual income is absolutely needed, it its humane mission is to be perpetuated. Donations and Annual u scriptions will be thankfully re ceived, by q. es` s. Willis, Percival, and Co., 78, Lombard street; tt essrs. Coutts and t 0., 5 0 , Strand; +fessrs. Herries, Parc:lllll9r. and Co., 1 , St. Jame 's -street, London ; by a 1 the Bankers 4 n the United Kingdom ; and by the Secretary, Thchard Lewis, Eq., at the Office of the Institution, 14, John-street, Adelphi, Londm, W.C. Payments may be made 13 ,- Cheques or by Post-office Orders (crossed), to Messrs. IV his, 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 1:x1111317143N or 1851), is allowed by upwards of Two Hundred Medical Gentlemen to '.e the most effective invention in the curative treatment of .1 ERN I A. The use of a steel spring, so often hurtful in its fTects, is here avoid e d— a soft bandage being worn round the t'ody, while the requisite resisting power is supplied by the Moc-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 lie 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 A Single Truss, 165., 215., 265. 6d., and 315. 6d. Postage, is. Doublo Truss, 31s. 6d., 425., and 525. Bd. P os t age, is Bdl l / 4 An Umbilical T russ, 425. and 525. 6d. Postage, Is. 10d. Post-office Orders to be made payable to JOhn White, Post office, Piccadilly. VLASTIC STOCKINGS, KNEE-CAPS & for g e., 12.1 ‘Tarloose Veins and all cases of Weakness and Swelling of the Legs, Sprains, &c. They are porous, light in texture, end inexpensive, and are drawn on like an ordinary stocking. Price 4s. 643., 7s. 6d., 103., and 16s. each. Postage 6d. JOHN WHITE, Manufacturer, 228,;Piceadilly. DR. BRIGHT'S APHRODISION. THE PFIOSPIIORTSED NERVINE TONIC. The NEW CHEMICAL COMBINATION of PHOSPHA TIC SALTS, Quinine, Iron, &c., adapted for both s exes, containing all the Essential Constituents of the Blood, Brain, and Nerve Substance.—Great philosophical and chemical research has led to the discovery of this in valuible 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 cur i ng all who suffer from WASTING and WITHERING Of the NE ((VOUS and MUSCULAR TISSUES, SPER MATORRMEA, DISEASES Of the KIDNEY. BLADDER, and all URINARY DEPOSITS, whi c h cause Inc ipacity 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 1 his most sacred obligations. Prices-11s. per bottle, or fourlis. bottles in one, 334. % and in cases containing three 335. 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, Vaddox 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 "N E&VOUS EXHAUSTION," its cause and cure, loth an Ess iy on Seminology. showing the marvellous resit /halve powers of the newly-discovered and wonderful remedy known universally as the Aphrodision. "As phosphorus in a state of nature Illumines the darn ness, so the exhausted frame revive when impregnated with its electric-4 properties." Price 2s. 6d., by post, ' , is. 10d. ; abridged editio n , i s ., by p os t 1+ s t amps , f r om the residence of it t e. tuther (44A, Maddox-street`, where he may be daily con whieg, 'from 11 to 4, for the cure of the above diseases, to he has, for a lengthened period, devoted his exclusive attention. '''' 14-11 EAT MA RLBOROUGII-S;HEET, W., NEAR D R. au, THE PANTHEON. cone,... OivEsurRIVELL Member of the Royal 'hucartos' Hall, aneoans, Licentiate of Nridwifery, and Apo ,bove, on all eases of N o er n ' "n be consulted daily (only) 9.s yens Debility, Languor, Incapacity, Loss of Memory, s terna f both Sexes, emanating and all Punotioaal Derangements , mace'from early and e x cessive . indul. Has Just published, p rice ~ i 5hi,1e0a.14,, 5 4, ; by post, 12 staimm , An enure new(Atlsocrii,..,vnt. i s Wora, enritteti Anat .:g • ..,file Physiology and Synops. . . ~,„.„..,......._,, oray ot our Generatioe elie Orif.rir 01 Ij '7' , : n e d iVraPtorus, Treatment, and Cure. '.: , .n an EY:position o . i emedy for, all Thin , 'and -*l.r i taf DJequal Peations, Urinary Derange ments l , -, • 4 MALE. fig, Stricture, B 1 The modern treatment off3yniii Gonorrhcca), Spermatorrlima, Impatency, an a i tnnorrhagia --Nunmolonal Ir frbe Urinary Orp,,ans, With Prescriptions, .u O . ! a Diseases ot FEMALE. The Physiology and Anatomy of Women revilarities in 'Health and SU:Artles—Choice in T leir Expectancies and Disappointments—Ttol cause =!moval of Sterility—The Timory and Symptoms of fiesta.and It on—Use of the SpeculuM. Also, No. 1. HEALTH, HAPPIIO%SS , and LONGEVITY ; On Debility, Nervousnew, Dyspepsia, and Indigestion. . No. 2. CLOVE AND MAIM:URN Tintr Obligations, liappiness, &rid I,`lapPeintments ; Love od other Ma.tolies. Sterility Itetairled, and Healthy Gt. pring• secured.! No. t. TUE CA SE BOOR: 100 cases of SPERMATORRWZA , Their Call3eE, Sylnpt.orur , , and 'Prhtment, Confesefona an.! Curt• t) tAutevloations,.(3alvanbiln, &c. &c. To be had of Mann. 39, Cornbilf and the Authors. Advice to the Working Cl aF , eg f ee Trait-a-Gainea. (SPECIAL IiGTICr.) Dr. Culvßrwell is the only legally qualified medical practi tioner living of that name, and can be consulted (only as above.) N° 21,599. LICATION CHARLES READE'S NEW NOVEL. " THE CLOISTER AND THE HEARTH." A matter of fact Romance. By tile Author of " it's Never Too Late to Wend." Is in the press, and will appear the first week in October. 4 vole., price £1 lls. Bd. 1 1 11 E PRESENT DISTRESS IN TRADE fully explained in J. GROSSMITH'S " GOVERNMENT UPON FIRST PRINCIPLES." The cause is there predicated of the monetary dif f iculties ex perienced in 1860. The Crisis is at hand. Anxiety in bus nese 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." Kent and Co., Paternoster-row. The Fourth Edition, Just Published. Bvo, in cloth, price se, by post free, ss. 6d. ON TRUE and FALSEPERMATORRHCEA ; 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 Eng,lish readers by his frequent practical contributions to German medical literature. This is the first time, he inlbrms 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 resemole 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 ?binary 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. London : H. Bailliere. 219, Regent-street. QOUTH WALES RAILWAY.—The Directors +,--) of this Company are prepared to receive TENDERS of LOANS on DEBENTURE BONDS in sums of not less than £lOO, :•nd 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, Paddiagton, W., 18th Sept., 1861. ADVOIVSON.—FREEHOLDS UPTON AND BOTHERS THORPE, NORTHAMPTONSHIRE. TO BE SOLD, pursuant to an Order of th e High Court of Chancery, in a cause of Donaldson v. Fairfax, with the approbation of Vice• Chancellor Kindersley, in Five Lots, by Messrs. Holloway and Son, at the George Hotvl, 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 gratis of Messrs. King and 111•Millin, No. 4, Danes-inn, St. Clement's, Strand, London, solic tors ; at the George Hotel, Northampton ; the Swan Hotel, Bedford ; the George Hotel, Huntingdon • the Royal Hotel, Kettering • the Angel Hotel, Market firliorough ; the Spread Eagle, Ruc...by ; the White Hart Hotel. Leiceiter ; the Crown Hotel, Leamington ; and of the Auctioneers, Pitaford, near Northampton. EDVVD.'WKATIITRALt, 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, ilieyerbeer, Rossini, Flotow, Balfe, and other eminent Composers. During the recess these well known Rooms have been entirely RE-DECORATED and I %IPROVED by Messrs. H. T. SMITH and assistants. The new Chandeliers by M. Benjamin. Admiss , on, 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 t is purified, the whole system renovated, and all the functions ac according to nature, whilst the duties of life become a pleasure, where before they ha been sad and weary burdens. Do not hesitate--do not delay i 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 bowel., 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 conv'cti ,n. Sold in bottles, at is. lid., 's. 9c1., 4s. 6d., and 11s. 11 1 1 , Sold by Buchan and ro., 22, Newman-street, Oxford- Street, London, W., and to be had of all chemists in town and country, or forwarded on re eipt of stamps. Wholesale Agents : —Barclay a r d Son, 75, Farrlngdon-st. THE VIG OUR OF YOUTH RESTORED IN FOUR WEEKS by Dr. RICORD'S ESSENCE OF LIFE. This wonderful agent will restore manhood to the most -hattered consti ution, whether arising from self-pollution, ‘xcesses, nocturnal emissions, the effects of climate, or natu ral causes The time required to cure the most inveterate case is tour weeks ; and, - if used according to the printed in structions (which are very simple). failure is impossible. This life-restoring remedy should be taken by 101 about to , varry. as its effects are permanent. It is acknowledged by lie medical press to be the greatest discovery ever made. Success in every case is as certain as that water quenches 'hirst. Pr. Rilord's Essence of Life is sold in cases, with full in ,tructions for use, at l's., or four quantities in one for Ms., end may be sent to any part of the world, carefully packed, on receipt of remittance stamps. Sole Azents in London—Prout and Co., Patent Medi dile Warehouse, 229, Strand (near Temple-bar). (Entered at Stationers' Hall.) R. BRTGHT'S THREE DAYS' CURE. rt • —The most speedy remedy ever known.—The BUCHU GLOBUL KS, containing the Quintessence of Copaiba, Cu bebs, Buchu. &c., at once cure, without the possib lity 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 lls. ; 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 Rova' College of Surgeons, England, Licentiateof the Royal College of Physicians, Edinbu gh, &c., &c. ; author of " NERVOUS EXHAUSTION," _ _ _ . its cause and cure, with an Essay on Seminolo2•,y. showing ithe marvellous restor Um powers of the newly-discovered and wood• rf ul remedy known universally as the Aphrodision. "As phosphorus In a state of nature illumines the darkness. so the exhauste 1 frame revives when impregnated with its electrical properties." Price 2s. 6d., by post 2s. 10d. ; abridged edition Is.. by post 15 stamps, from the residence of the author (54A M.ddox- street), where he may be daily con suite 1, from 11 t 4, tor 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 SPERMATORRHCE NERVOUS AND GENERATIVE DEBILITY, &c. gust Published, the 150th thousand, with numerous plates, in a sealed envelope, price is., Sold by all Booksellers, and sent post raid, by the Author, for 12 stamps, ANHOOD: the CAUSE and CURE of PRE v k MATURE DECLINE IN MAN, with Plain Directions or verfeet Restoration to Health and Vigour. By Dr. J. L. CURTIS, 15, Albermarle-street, Piccadilly, London. CONTENTS: - - INTRODUCTORY CFTAPT ER on the Physiological structure and Functions of the Reproductive Organs. CHAPTER ll.—Causes of Spermatorrhcea and Impotence; , -;arly Vicious Indulgences; Dangers of Neglect. CHAPTER lII.—A Review of the various Disqualifications Marriage ; whether resulting from Youthful Abuse, the Follies 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 f, oti on. REVIEWS OF THE WORK. "Curtis on Nianhood.—This is a truly valuable work, and 4h0u14 be in the hands of young and old."—" Sunday Times," %arch, 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 empiri ,a 1 hostility, treats in aplain and sympathising manner on the various disqualifications and impediments arising from nervous excitement and de • bility ; and to invalids suffering* from youthful errors and excesses it will be found valuable and useful."—Reoord. London Published by .T. Allen, 20, Warwick Lane, Pater• noster-row; Mon. Cornhlll, Hours of Consultation-10 to 3 and 6to 8 ; Sundays, 10 till 2, Just published, by post, price Is., ON PHYSICAL DISQUALIFICATIONS AND IMPEDI- MENTS TO MARRIAGE. VITA VITALIS.—A popular Medical Work, illustrated with 100 Enzrayinzs, from Life, of C 'see attend?d at the H tel 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 in.l 112:ence of the missions. To be had from Medici's, 19, Berners-street, Oxford-street, London. W. TRIESENIAR No. I. ------ The certain and only remedy for all impediments to mar riage, relaxation, Spermatorrhcca, and the conseque ices arisincrirrim early abuse, indiscriminate excesses, or too long residence in hot climates. its 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 Medical Profession. A single course o this remedy will enable mom at once to fulfil th a 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, irritation of the bladder, pains of the loins and kidneys, and all urino genital diseases. and in TRIES RMAIt No. 111. is the great continental remedy, prescribed by the Ecole de Medecine, pc fo- syphilis and secondary symptoms. Price ils., or four cases in one for 335., which saves 118. ; Packets, case', at a saving of Xl. 12s. any s curely packed, free from observation, sent to „, _ ~ ` ,%. .d icus" r orn . Part r :f the world on receipt of Post-office Order, direct on the Nie only, Member of the Royal College of Sur burgh, &c. &c. The only duly qualified practitioner ,y a n na,i bL i :nd ; Licentiate of the Royal College of Physi . - dical Register, who for years has devoted his special a b t y Te t n h t e toOnt i o ra t i he above diseases, so often unskillfully treated and the non-administration from want of practical knowledge ministration of those re essential for permanent health and manly vigour. Berners-street, Oxford -street, 10 till 5, and by appointment, 19, Foreign Library. -street, London, ~W next door to the T r 1 4 As frcir • eta • 314, -; • • ' • T.) , • ..- • - , , • e. • , • , I • ^ " I ' I •• , „Cc , slOr :—.`• I I I - A , .JA O, •-- ' • 1 . 4 •s; •-• .4111( I • 10 IT• • ,- „V r • a) • L ' •-"` THE SUN, LONDON, SATURDAY EVENING, SEPTEMBEi..I? 21, 186 L THE GREAT EASTERN. three steamers being examples of different prin 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 thesn, 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 blit a brief entry in. her logbook, and, as is the habit of such a seagoing people as we are, most of us Clad forgotten that la* week was rougher, than usual. In the comparison, however, to which we have 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 poser. The powerful tail of the fish was trusted, not so its side fins. There were even reports of altercatiqoss on board ; the paddle and screw were in different rands ; 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 were 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 te power of both paddle and screw was not in the usual proportiost 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, we have no doubt, in very many minds by the brief sentence we have referred to. " 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 paddle steamer of 2,079 tons register, worked by engines of 90 0-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 means 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, asssome 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 9f 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 same to a large, 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 round, and is wanted to obey the helm under difficulties, then th e f res h- wa t er f orm o f 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 Insmnaering 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. We have received the following telegram rela tive to the Great Eastern : " QUEENSTOWN, SEPT. 20, 11.20. " The Great Eastern steamer has 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 it required." (Front 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 clark. 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 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 revolves 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. st eam tender Advice stood by her all day ; the Cunard tender Jackal, and the tugs Robert Bruce and Willing Mind. The beautiful three-masted revenue steam yacht Argus, having 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 both. At last all attempts upon her last night had to be abandoned, and she was anchored out about five miles distance from the har 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 in get 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 quite 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 hat hour 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 has not had 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. Tt.e 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 before she left, 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 ent would seem to be matters of more th an rnordinaryganaeinnecessity. 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 exp ec t t o l o o s e. In 30 years, however, we shall see a dozen Great Easterns, which will have profited by the disasters i of the first. It can only be found out by successive failures ship failures how strong the limbs of a mammoth 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 at all, or be content wit the less speed and greater safety of a screw. he result seems to establish that the usual proport i on of horse-power to tonnage can 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 greater depth 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 (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, with a remark on the special, interest felt in their performances, through the Z-e 7 NEWSPAPER - L-- e 4 S IPWL - 44 APc- , \ a n d embark garrison onbo Monday ard rit' t s he t' s t t o e:ter l :la to jsu the service companies of the regiment at Corfu. The detachment will coesist of 23 rank and file. .The Himalaya also takes Royal Engineers to Gibraltar and Malta. The first section of the Salamis, 4, building in 4d. No. 1 slip, was raised this day. The funnel of the Rattlesnake, 21, was yesterday ----- ' n hoist e d i nto position from the maiayard of the d has Wellesley, guard-ship, and the Rattlesnake has `ern been towed to her old position alongside the Glen cester. The Bombay, 81, screw, now lying at Folly point, in the Medway, 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-hey 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 alon g sid e the sheer hulk in Hamoaze, was replaced yesterd a y forenoon alongside the Devonport dockyard, to re turn the remainder of her stores. The Hon. Robert Dandas, 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 yesters day at the Admiralty :—Lieut. Henry F. Stephen son, to the Emerald, and Lieut. W. T. F. Mudge, to the Pelican. 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 been fitted on the plan recommended by the cotnmittee. The system Was tested by getting up steam and keepin g the engines going at full speed for three hours, 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 131 deg. 12 zz p 7 PRICE 4d. STAMPED sd dozens of ships pass through every year, and has barely escaped with h er lif e . We have always tho ug ht that the Great Eastern had the single property of being a huge ship, and that in that, her very supposed excellence, she was and is a huge mistake. There is in all things a maximum fixed by the laws of nature—a point up to which you ga i n a d van t age i n proport i on to magnitude beyond which the inconveniences attending magni tude begin to outweigh, and ultimately crush out all its advautages. This seems to be the mistake into which Mr. Brunel fell when, having made the widest end grandest rail way in the world, he be came also ambitious of bring remembered as the designer of the biggest ship in the world. It had, no doubt, been found long before Mr. Brunet'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 sefety and convenience. By what law this in crease of advantage was governed was, we believe, never reduced to any certain mathematical formula. In general, engineers and ship builders are comet)! to act practically upon their observations of facts, and, so long as they do so, advancing step by step, 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 gradually, and only gradually, increasing the size of vessels. They reasoned correctly, that if a ship of 1,000 tons showed great advantages over one of 800, you might fairly expect increase of advantage from 1,200 tons; and so t h ey h a d crept on t ill , f rom the comparatively little boats of 1825 to 1833, with speeds of eight and nine miles an hour, they had advanced to the magnificent ships of the Peninsular and other mail companies, with th e i r spee d s o f from 12 to 15 miles an hour and more. But it did not follow that because a ship o f 1 , 2 00 tons was three times as effective as one of 400, an d 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 to the calibre of the Great Eastern. Of course it is 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 wLat 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 reac h b e y on d a cer t ain 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 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 s cci 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 apparel . ' to be minutely scrutinised by a scientific and reflective mind, it would be found that throughout her bigness weighs upon her amd 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 oargo and pas sengers 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 Great 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 h an dl e d at all, and yet big enough to lie at its full length on the tops of succes sive waves so as to set the force of the ocean waves at nought, it is needle ss t o th eor i se. E ven 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. 2.11 E 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. J. 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 alto rations 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 26ft. 7in. forward. The Medea, 6, paddle, Commander D'Arcy S. Preston,, tested her machinery at Spithead, on corn. mission, yesterday, everything working satisfac torily. The Pelican, 17, screw, Commander Brock, has completed her trials at the measured mile in Stokes Bay. She realised a medium speed of 10 3 knots. The Octavia, 51, screw, tested her machinery in the steam basin at Portsmouth on Thursday, the trial being attended with the most perfect success. The motion of the engines could scarcely be felt, which was attributed to the smoothness of action obtained by the introduction of the tl ird crank. It is confidently anticipated that the consumption of fuel will be 40 per cent. less than the average of 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 Collingwood 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 N or th St ar , 22, screw - co rvette, 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 least a very good packet for a summer's trip across the Atlantic. (From 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 ha ve to ld us that " itis a mercy " that no other ship was subje c t e d t o suc h 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 Per s i a met the Great Eastern while still in *cry 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 i'ersia rode the gale exceedingly well. But the steamer which has just arrivedfrom 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 terrible hurricane as one of exceptional and unprecedented fury. 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 verymany 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 vs as of very doubtful safety, and that very probably sire would break her back in a heavy sea. Since that time, however, longer vessels have been built eve❑ 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. B.—, 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 hulk 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 paddies 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 questions 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 ship 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 the 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 he 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 Pro v id ence , w hi c h t h ey ca ll e d " Fo r tune, ' would follow those who set themselves up as above it. "It bath 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. Itis 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- Nile had do part,' never prospered in anything be 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 US a thing accursed by Fortune, for the presumption with which she had der ed 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 THE AR 1121 The whole of the dismounted guns and earronades 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, and 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 men 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 Roya. 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 folluwing officers, viz. :—Major N. M. 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 8* 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 on an average 24 miles a-day. On Thursday morning two troops and the head quarters of the Ist Royal 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 Ki,dare. 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 ieav their depots and proceed to the New School Niusketry 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 VOY 4G FOR A SMALL VESSEL. The arrival of the steamer Hotham, from Mel bourne, on Thursday, says the Sydney Berald, 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 rem ark. ably fast under canvas, which consists of fore and main lug sails. The Hotham is commanded by Captain Wyse, whose successful and rapid 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, when it was a a s found necessary to furl the lug, and, by mea n Spar and a hawser, the little craft was kep t head s to h sea. At four a.m. on the 11th, the parted, ) behaved r and she was then hove to under a closea-wreefed main ad. mirably, and all through a succes sion lug. Throughout this trying timesh af asplendid to of gales from N.W., S.W., N.E., andSp.E.v, proved d h h ic ers h l continued her arrival in this port, she ro sea boat. Of course, ia , F e iuc , h w w hic ea h nthero,t n sh o e ly shipped large quantities of wa ,r, com pletely drenched ev ery t hing on board b u t p rec l u d e d the possibility of lightm , ,,t , a fire for five days. Some little defect in the stuffing-box of the main shaft will have to be corrected before she again proceedl on her lengthy voyage for the Gulf, for the purpose of searching after Burke's. ex :ploring expedition, from which place sh' will probF.bly go to India. Captain Wyse is anxious to retail his sincere thanks to a C e a s p a t. a H d uattttoenntoiofn in the t st o e w al , n n e g r Phantom, for his kind ley, where she had. ameb.ored th o e uH oWedne s daytham from M eight.an