The Sun. — London, England, 1864-09-16 00:00:00

Tl.le Great English Railways. THE GREAT EASTERN. Next on our list of English system stands the Great Eastern. This company has never occupied a firsteclass position among its fellows, and, as the Eastern Counties, is gave rise to endless complaints, springing from real or imaginary causes. The one gine'. Eastern Counties enterprise consisted of a line from London to Colchester, opened from 15 to 20 years since, and 51 miles in length. Indifferent as was the success obtained by the Eastern Counties Company, it secured the lead among the other rail. way undertakings of Norfolk, Essex, Suffolk, and Cambridgeshire; and by 1848 it had insured the com mand of a through route from London to Norwich Yarmouth. and Lowestoft. About this time the Eastern Union Company made considerable efforts to acquire an independent position; it had extended the original Eastern Counties line from London to Colchester to Ipswich, Bury St. Edmunds, and Nor. with, and varicu3 schemes were resorted to to deve. lope and maintain an independent traffic. The East ern Union Company had, however, no communica tion with the metropolis, but stopped at Colchester, and after five years of unavailing efforts, the Eastern Union deemed it advisable to consent in 1854 to a provisional fusion for eight years. 1n1862 this fusion became definitive ; and the Eastern Counties, which had acquired the command also of the East Suffolk, the Northern and Eastern, the . Newmarket, and other lines—while it had also established an imperil taut communication with the midland and northern districts by a branch from Ely to Peterborough, opened in 1847—assumed the name of the " Great Eastern," its various allies being, like itself, lost in the new designation. The progress of the general undertaking will be seen by the following recapitue lation of the miles worked by the company—as the Eastern Counties in 1861, and the Great Eastern in 1862 and 1863—during the last three years : Dec. ,31, 1861, 647 (418 double and 229 single) ; Dec. 31, 1862, 645 (430 double and 215 single) ; and Dec. 31, 1863, 695 (403 double and 292 single). The additional way thus brought into operation in the two years was 48 miles. Of the 695 miles worked D,c, 31, 1863, 665 (403 double and 262 single) belonged to the Great Eastern proper (the expression " Great Eastern" including the Colches ter, Stour Valley, Sudbury and Halstead, the Lowestoft, the Northern and Eastern, the Royston and Hitchin, and the Waveney Valley). The re maining 30 miles are made up of the following lines, still retaining an independent financial existence, but worked by the Great Eastern Company : Lynn and Hunstanton, 15 miles ; Tendring Hun dred, 2 ini.es ; and Ware, Hadham, and Buntingford, 13 miles. All these lines, as well as others still projected or in course of construction, will probably become fused sooner or later in the Great Eastern Company, which has an investment in each; and, for the purposes of this article, they may be assumed to form part already of the general undertaking. With these necessary explanatory observations, we proceed to state the traffic acquired, the working expenses incurred, and the profits realised by the Great Eastern and its allies in 1861, 1862, and 1863 : Year. Revenue. Expenses. Profits. 1861 .. £1,394,114 .. £719,806 .. £674,308 1862 .. 1,427,701 .. 720,661 .. 707,040 1863 .. 1,497,405 .. 777,502 719,903 These figures point, on the whole, to a more hope ful future ; but it will be seen that the working charges, which remained nearly stationary in 1862, experienced a very large expansion last year, the general result being that while the gross revenue increased in 1863 to the extent of £103,291 as corn pared with 1861, the net profit was only aug mented by £45,595 during the two years. The ratio of the working charges to the traffic receipts was thus 5 . 1.65 per cent. in 1861, while in 1863 it was 51.90 per cent. Instead, therefore, of the work• ing charges having beer. reduced, they increased in the two years to the extent of 025 per cent. It should b 3 observed in explanation, in some slight degree, of the high rate of the current expenditure of the Great Eastern, that the outlay for locomotive power included also a sum of £8,731 incurred with respect to the London, Tilbury, and Southend line, for which the company supplies engines and rolling stock under contract. Some allowance should also be made for the maintenance and renewal of the rolling stock engaged upon this line. As, however, the company is repaid for the assistance thus ren dered the London, Tilbury, and Southend, and possibly makes some profit by the operation, the ratio of the working charges cannot be reduced to any appreciable extant, and must be set down at about 51 percent. This high preportiva of the cur rent outgoings,tbe feebleness of the traffi: upon par• tions of the reseatc traversing thinly populated and unprogressive agricultural districts, and the far too lavish outlay on capital account in the first instance, explain the meagre dividends which year by year are distributed to the proprietors of the ordinary stock. The directors are so fully convinced of the irr mense difficulties with which they have to con tend, in respect to the absence of a large coal and mineral traffic, and the high rates which they have to pay for fuel, that during the last Session of Parliament they made strenuous exertions to obtain an extension which would have connected the system with the South Yorkshire coal basin. This project, styled the Great Eastern (Northern Junction), was stoutly and successfully opposed by the Great Northern, which was alarmed at what it regarded as a formidable invasion of its territory. . . The directors of the Great Eastern propose to renew the application for the extension in the Session of 1865, notwithstanding that the Great Northern is energetically filling up the tract of country which the Great Eastern proposes to occupy ; and having regard to the prosperity of the Great Northern and the depression of the Great Eastern, so far as its very considerable amount of ordinary stock is con. cerned—having regard also to the importance of the industrial district of East London—it really seems but reasonable that if the proprietors of the Great Eistern choose to adventure £1,000,000 or £2,000,000 in this attempt to extricate themselves from their present difficulties, they should be per mitted to do so. After this rather long preamble we may state in precise detail the financial position of the Great Eastern at the close of 1863. The total amount which the company had then raised was £23,220,828 — viz., £18,522,888 by shares and £4,697,940 by loans. Of the amount raised by shares, £9,181.527 was ordinary stock, upon which the unsatisfactory dividend of 1 per cant. was declared for the twelve months, In 1861 the ordinary stock of the Eastern Counties received £2 6s per cent., and in 1862 the ordinary stock of the Great Eastern received—the greater part 21- per cent„ and the remainder £2 is 4d per cent. As the dividends of the Eastern Coun• ties and its allies upon their ordinary capital have never reached a much more satisfactory level—ex cept during the Hudsonian days,when the amazing resources of the Railway King sent Eastern Coun ties' proprietors rejoicing a year or two with 5 per cent. paid out of capital—it is not surprising that the Great Eastern now finds itself burdened with preference stock amounting in the aggregate to .0,508,688. Upon this total dividends were paid as follows in 1863 : 7 per cent. upon £ 80,653 ; 6 pe r cent. u p on £1,161,417, upon£23 , 750. per cent. upon £105,000, 5 per cent. £675,596, 4 per per cent upon upon £5,683,457, 41 per cent upon 3 1 cent upon £788,8 15 , an d Debenture stock, receiving 4 per cent, was also in existence at the close of 1863 to the cmcunt of £832,673, m a ki ng u p the total of £18,522,888 pre. viously indicated as having been raised by shares. The debenture debt of £4,697,940, outstanding on December 31, 1863, was floating at the annexed rates of interest—X.4s9,ss4 at 4 per cent, £1,711,803 at 4 per cent, £2,313,773 at 4i- per cent, £73,235 at 41 per cent, and £130,575 at 5 per cent. The credit of the company has somewhat improved during the past two years, the amount of 5 per cent deheuturis outstanding having been materially reduced, while one sum of £50,000, which, at the close of 1861, was ectu bearing interest at 6 per cent, has been wholly paid off. Even now, however, the position of the debenture debt compares unfavourably with that of the loan capital of other great companies, although care and patience may perhaps bring the hulk of it down is four or fiva years to 4 per cent, which roust be considered the ordinary interest for rail- way loans. It should be remarked that the direc tors have had no ordinary difficulties to contend with during the last year or two. The long-pend ing process of amalgamation has even now been scarcely adjusted, and the task of reconciling the various interests involved has been an extremely trying one. Further, the company has had to assume no inconsiderable amount of debenture debts contracted by other companies which it has absorbed. The feeble dredit of these minor under• takings is, of course, reflected in comparatively high rates of interest ; and it is only as debentures run out that they can either be paid off or renewed on more moderate terms. By 1867 or 1868, how* ever, the bulk of the debenture debt of, the Great Eastern ought to be floating at 4 per cent, as the debentures and debenture stock combined only amount to 23.81 percent. of the whole capital raised or created. It may be added that the amount of capital which the company was authorised at the close of 1863 to raise was £18,481,577 by shares, and £5,677,481 by loans. The amount which the company was authorised to subscribe to other under takings was £220,000, and of this amount £89,600 had been actually paid up. It may also be observed that during the last session of Parliament very con siderable additional capital powers were obtained. The directors are making great exertions to de velope additional traffic, and from the short state ment given above it will be seen that their efforts have not been unattended with success, although the working expenses have also considerably increased. In 1863, the:total number of trains run upon the system and the affiliated lines was 201,270 (141,260 passengers and 60,010 goods) ; and the aggregate number of miles traversed was 5,652,733 (3,269,135 by passenger trains, and 2,383,598 by goods trains). This very considerable train circulation resulted in the conveyance of 11,011,661 passengers—viz., 1,288,677 first-class, 2,203,816 second-class, and 7,519,168 third-class and Parliamentary. There were besides 2,432 holders of season or periodical tickets. In 1862, the total number of passengers conveyed was 10,171,605, so that the passenger traffic seems to have made considerable progress in 1863. The accessory business of the quick trains comprised last year the conveyance of 2,840 carriages, 16,856 horses, and 21,349 dogs. The live stock conveyed by the slow or goods trains amounted to 267,361 head of cattle, 742,405 sheep, and 160,840 pigs. Coal was carried to the extent of 684,583 tons, and other minerals and general merchandise to the ex tent of 1,438,062 tons (against 1,237,369 tons in 1662). The average fares charged upon the main line were 2.40 d. per mile first. class, 1.90 per mile second-class, and I.ood. per mile third-class; while the express fares were 2.87 d. per mile first class, and 2 . 00 d per mile second-class. These rela. tively high rates, which were even slightly exceeded upon the affiliated lines, produced £169,640 from first class passengers, £214,377 from second class, and £301,862 from third class, while £23,293 was also derived from season or periodical tickets, mak ing a total of £709,172. The accessory receipts of the quick trains were £47,348, and £21,400 was also derived from the conveyance of mails, making the aggregate earnings of the coaching department £777,920. The receipts from live stock were £76,303; from coal and coke, £113,461 ; and from other minerals and general merchandise £529,721; making the total earnings of the slow train service for the year £719,485. This total, added to the £777,920 acquired under the head of coaching, places the general result at £1,497,405, as previ ouely indicated. To this amount the Great Eastern proper contributed £1,487,207 ; the Lynn and Hun stanton, £7,200 ; the Tendring Hundred, £665 ' . and the Ware, Hadham, and Bunti ng f or d, £2,333 . The working expanses cf last year may be subdi vided as follows :—Maintenance and renewal of way, £148,316; locomotive power (including cost of working the London, Tilbury, and Southend), £220,608; repairs and renewals of carriages and waggons, £50,728; traffic charges (coaching and merchandise), £249,193; rates and taxes, £34,660; Government duty, £23,763 ; compensation for per sonal injury, &c., £8,824; compensation for damage and loss of goods, £4,251 ; legal and Parliamentary expenses, £'2,883; and miscellaneous outgoings, £34,276. The chief feature in these figures is the , comparatively sma'l amount expended upon the way—little more than £2OO per mile ; but the meagreness of the traffic acccunts to a very great extent for this, the amount earned upon the system last year having been only £2,157 per mile, while upon the Great Western it was £2,881 per mile. The rolling stock possessed by the Great Eastern at the close of last year comprised 330 locomotives, 986 carriages used for the convey ance of passengers only, 407 other vehicles attached to passenger trains, 7,680 waggons of all kinds used for the conveyance of live stock, minerals, or gene.. ral merchandise, and 150 other carriages or waggons, making an aggregate of 9,553. Thus, with seven twelfths of the mileage worked by the London and North Western, the Great Eastern did not possess half as much rolling stock, while in the matter of locomotives the proportion was reduced to conside rably less than one-third. It is evident, then, that if ever the Great Eastern should succeed in develop ing a traffic enabling a fair remuneration to be ac corded to every department of the large capital em barked in it, the rolling stock—and more especially the number of locomotives—must be considerably extended. Such is a general summary of the position of the Great Eastern at the close of 1863. In dealing with the capital account, mention should also be made of the Colchester, Stour Valley, Sudbury, and Halstead, which has raised and expended about £300,000, this concern is leased to the Great Eastern, and a fair amount of ordinary capital receives about 31 per cent. Mention should also be made of £240,000 of preference capital, raised fur the execution of a line to Lowestoft and the improvement of the harbour at that port (of this £240,000, half receives 4 per cent. and halt 6 per cent.). IVe must also note that at the close of 1863 the Lynn and Hunstanton had raised £BO,OOO (£60,000 being ordina r y cap i ta l which received 4 per cent. for 1863) : that the Ttn dring Hundred bad raised £26,309 (of this amount £21,309 was ordinary stock which received nil); and the Ware, Hadham, and Buntingford had raised 198,660 (of this amount £49,281 was ordinary stock which received nil). These sums, taken together, amount in the aggregate to nearly £750,000, and adding this amount to the £23,220,828 raised by the Great Eastern proper, we may state the capital represented by the Great Eastern Railway and its allies at about £24,000,000. Perhaps this amount is rather below the mark, as at the close of 1863 the company was, and still is " patronising " the Bishop's Stratford, Dunmow, and Braintree, the Mistley, Thorpe, and Walton, the Saffron Walden, &c. For the purposes of this article we may sum up the position of the concern by stating its capital at the close of 1863 at about £24,000,000, for which nearly 710 miles were in working order, the rough receipts were about £1,500,000, end the net profits £720,000 for the year. It is evident, then, that the Great Eastern is,with all its shortcomings, an enterprise of very respectable importance. That the traffic and profits are gradually e .tending is, no doubt, a scurce of legitimate satisfaction, but the growth of a capital was still more rapid in 1862 and 1863, and the dividend paid upon the ordinary stock for 1863 exhibited no improvement, but rather the reverse. This y ear the traf f ic has experi enced a very respectable expansion, but the hold ers of ordinary stock still fiad their position un improved, and the dividend doled out to them for the first six months of 1864 was only at the rate of about 1k per cent. The current half of the year is no doubt the most remunerative, but the ordinary shareholders can scarcely expect more than 2 per cent. for 1864. In this state of affairs the directors are about to embark in metropolitan extensions, which will probably saddle the concern with addis tional fixed charges to the amount of 1:60,0C1 or £70,000 per annum. The suburban traffic as hich may be cultivated is no doubt very great, and the existing eccommodalion is doubtless in&dtquatc ; ❑evertheless, it cppears problematical whether, at any rate for sense years to come, the additional traffic secured will provide for the extra fixed charges which will have to be met. One thing is quite clear. The district &ccomtrodated by this company is unprogressive per se ; and it is only by improved communication with the manufacturing districts, the devc!optuent of a sea side traffic--i❑ which particular the company has been very suc cessful this year—and a reduction in working ex penses and interest charges that the position of the ordinary proprietors can be ameliorated, The management has of late, however, unmistakeably improved, and by degrees the at present unsatis factory dividends received by the holders of ordinary stock may also improve. Murder of a Non-Commissioned Officer at Malta. MALTA.—On Tuesday, the 6th of September, John Burns, aged 22, years, born in Ireland, a soldier of the Ist battalion 22d Regiment, was ar raigned on the charge of wilful murder, which crime he committed on the 16th of August lost inthe barracks at Floriana, by having maliciously and with the intention of putting the life of Sergeant Thomas Ludgate of the same corps, in manifest danger, and of killing him, caused the instactaceous death of the said Ludgate by firing at him with his rifle, and inflicting on him a wound in the right side of his neck. The Crown Advocate, Sir A. Dingli, C. 8., who conducted the prosecution, in voked the punishment of death against the prisoner, as provided for in article 205 of the Criminal Laws. The prisoner having pleaded not guilty to the charge, the Crown Advocate opened the case by briefly stating to the jury the principal facts of this awful crime, which were afterwards deposed to by the witnesses ; and after calling on the jurors to consider well the two points submitted to them— that is, whether the murder had been committed by the prisoner at the bar, and whether he had the in, tention of killing—he concluded by appealing to the impartiality and firmness of the jury. The following witnesses for the prosecution were then called and examined on oath:— Dr Pisani, Dr Grillet, and Dr Welch, Assistant- Surgeon, Ist Battalion 22d Regiment, who deposed that they had been called to examine the corpse of Sergeant Thomas Ludgate, 22d Regiment. Dr Welch was the first to see the sergeant in the bar room at Floriaaa. He was perfectly dead, and had a wound iu the neck, caused by a firearm. Death must have necessarily ensued. Sub-Inspector Wright said he was called on the 16th of August, at half-past three, and told that a soldier had shot a seageant. He went to the barracks and found the sergeant lying dead on his bed with a wound in the neck. In the evening an inquest was held, when a piece of leaden ball and a piece of wood were given witness by a sergeant. 'When these pieces were found the prisoner was present, but did not say anything. Witness spoke once to the prisoner, who complained of having been ill treated by Sergeant Ludgate. Richard Pratt, private, let Battalion 22d Regi ment, deposed that on the 16th of August he was in the barrack-room, and having heard the report of firearms he ran' to the end of the room, and saw the prisoner placing his rifle against the wall. Ser geant Ludgate was lying motionless on his betl, with a wound under his right ear. Sergeant William Lapthom, Ist Battalion 22d Regiment, said Private Pratt gave him a piece of a ball which he had found near the prisoner's bed. It was the one exhibited to him in court. Lance-Corporal Hobson, 15t Battalion 22d Regi ment, stated that on the 16th of August, at about 3 o'clock in the afternoon, he was in his room at the barracks when he heard an explosion in the next room. He ran to the room, and was told by the men that the prisoner had shot Sergeant Ludgate. He went to look at the sergeant, who was lying dead on his bed with a wound under his right ear. He found the rifle with which the sergeant was shot. It was numbered 442, and belonged to the prisoner at the bar. Sergeant Henry 111'Leod, let Battalion 22d Re. meat, deposed that he knew the rifle which be longed to Private Burrs. He recognised it from the number. Sergeant Ludgate was shot on Aug. 10, at about 3.10 p.m., and it was then that he saw the rifle, which was in the hands of Corporal Hob son. He examined the pouch of Private Burns, and found a cartridge deficient. John Gray, private, Ist Battalion 22d Regiment. said he was charged to write out tickets for each packet of cartridges belonging to No. 6 and 7 com panies. He recognised the ticket existing on the packet of Burns ' cartridges (No. 1,181). Sergeant" Major A. King, Ist Battalion 22d Re giment, deposed that, during the time he was in the service, no cartridges were ever foutil deficient. Lieutenant S. H. Himersley, Adjutant, Ist Bat talion 223 Regiment, identified the Defaulters' Sheet, existing in the proceedings, from which it appears that Sergeant Ludgate had reported Burns several times, even lately before his death, for breaches of regulations. Capt. A. Monk, Ist Battalion 22d Regiment, also identified the Defaulters' Sheet. He said that in Tune last Burns was reported once, and in August three times, on two of which occasions by Sergeant Nl.Gregor and Sergeant Ludgate, and on another by Sergeant Ludgate alone. The last report was made on the 16th of the same month. Burns was sentenced to two days' drill and two days' con• finement in the barracks. He recognised the pri soner at the bar. John Melville, private, 15A - Battaliot, 22d Regii ment, said he knew the prisoner, who belonged to No. 6 company. Sergeant Ludgate belonged to the same company. On the;l6th of August, at about 10 minutes to three in the afternoon, witness went to the room where Ludgate and Burns were, to hand a book to Corporal Harrington, and found the pri soner standing with the rifle in his right hand. Ludgate was lying on his bed at about three yards distance from witness. When handing the book to Corporal Harrington he heard an explosion, and on turning round (as he had his face towards Harring• ton) he saw the prisoner with his rifle levelled against Ludgate. The prisoner soon afterwards said, " I have dune that, and I will go now to the guard room," and then placed his rifle against the w all. Witness said, "My God, he has killed him." Corporal John Harrington, Ist Battalion 22d Regiment, said he lived in the room of the 6th com pany, where Sergeant Ludgate had his bed. He knew that the sergeant was shot on the 16th of August, at about ten minutes before three in the afternoon. He knew the prisoner, who was then in the room. When he saw him after the explosion, he (Burns) held his rifle as if it came down from the "present," and he subsequently placed it against the wall. The interval between the explosion and the time when he saw him in that position was al most instantaneous. He saw smoke issuing from the rifle. Prisoner looked at Sergeant Ludgate, who was lying lifeless on his bed, and said, " There, you b-." John Macnulties, private of the Ist Battalion 22d Regiment, said he slept in the same room with Ser• geant Ludgate and Burns. On the 16th of August, at about 10 minutes to 3 in the afternoon, he beard an explosion, and soon afterwards one of the men said "My God, the man is shot." He looked round and found the prisoner with the rifle in his hand. He then seized hold of him and took him to the guard-room. On arriving there the prisoner said, If Sergeant M'Clregor had been there I would have shot him also." John Williams, private, Ist Battalion, 22d Regi ment, knew the prisoner as well as Sergeant Ludgate. On the 16th of August, at 10 minutes to 3 in the afternoon, he was in the barrack-room lying on hi-2 bed, and saw the prisoner holding his rifle as if he were cleaning it. Soon afterwards he heard the re port of firearms, looked round, and saw the prisoner with his rifle levelled at Sergeant Ludgate. lie then placed the rifle against the wall, and looked at the sergeant, saying " That will do for you." When being conveyed to the guard-room the prisoner said "That is the crime for which you should confine me." Charles Hargreaves, private, Ist battalion 22d Regiment, deposed that on the afternoon of Aug. 6, at about 10 minutes to 3, he was lying on his bed at the end of the barrack room; where Sergt. Lit l one B , : l y h ' o ' s Arrest es ia t u B w urns." gate and P r i vate B urns were, when ho heard the report i T thene o f fi arrestedrearms and the some prisoner, have been g:d if he had killed the other sergeant. Sergeant M'Gregor, Ist Battalion 22d 1-1,-giment, said that he had occasion to report the prisoner re cently before Sergeant Ludgate's death. Dr. Mariani then addressed the jury for the de fence. He said that they should not look to the atrocity of the crime, but only to the feet whether the prisoner was guilty or not: It was true that there was very strong circumstantial evidence against the prisoner, but it was not proved that the prisoner bad loaded his rifle for the purpose of kill ing the unfortunate sergeant, nor did it appear that the cartridge found dtficient had been taken by the prisoner, himself from his packet, inasmuch as his pouch was not kept by him but was accessible to the other men—which facts showed that if the prisoner committed the murder he did so accidentally. He said that the punishments awarded him by his supe riors could not have been the cause of the crime, and concluded by recommending the prisoner to the jury, owing to his youth and good conduct. The learned President summed up the chief evidence to the jury, and said that the present case wes a very simple one for their consideration, re marking that the words uttered by the accused and the principal circumstances depoeed to by some of the witnesses left no doubt as to the guilt of the prisoner. He warned the jury that if any of them were of opinion that the punishments inflicted on the prisoner had provoked him into the commission of the crime, this V 7,13 not admissible by law, inas much as those punishments were legal and accord ing to the provisions of the law. The jury then withdrew, and soon afterreturned the followed verdict :—" The jury unanimously de clare that John Burns is guilty of the crime with which he stands charged in the indictment. The jury, however, recommend him to mercy owing to his youth." On this verdict the Court sentenced the prisoner, John Burns, to the punishment of death, which was carried into execution at about half-past six on the morning of the 10th of September, outside the Conradino Prison. The prisoner being a Roman Catholic and not having been confirmed, was at tended on for this purpose on the evening preced ing the execution by the Lord Bishop of Malts. The Rev. Dr. Coghlan. the newly appointed Roman Catholic military chaplain, and two elaltese Capuchin friars, afforded him spiritual consolation to the last moment. Naval and Military Intelligence. The following is from a correspondent at Malta :—" The Orlando returned to port on the 6th, having on the morn ing preceding at 9 o'clock, when off the coast of Sicily, near Trapani, been struck by a severe white squall, which hove her bodily on her beam ends, and when in this position her main and fore yards were carried away, both breakit g off at about 4ft from the end. As she was at the time of the accident considerably ahead of the rest of the squadron, Capt. Randolph waited for the Marlborough to come up, and when Admiral Smart heard what had happened, he at once ordered her back to Malta to replace her lost yards. The other ships would have reached Palermo on the 6th, and after two days' stay will proceed to Naples. Her Ma jesty's steamsloop Trident left on the 3d for the Piraeus of Athens. The paymaster of this vessel was dismissed the service on the Ist of Sept. by sentence of a naval court martial of which Capt. Provost, of her Majesty's ship Gib raltar, sat as president, which was held on board of her Ma jesty's Chip Ilibernia. Her Majesty's screw steam corvette Racer, from Woolwich, Falmouth, Gibraltar, and Algiers, having in company (the greatest part of the voyage in tow) the Syrian and Wizard screw steam gunboats, on the application by telegraph to the Commander-in-Chief at Palermo of the representative of Messrs. Glass, Elliot, and Co., is preparing to put to sea to assist the screw steamer Fanny Lambert, which left for Bengazi on the Bth, in lift ing, to seek the ruptured part, repairing, and submerging the telegraphic submarine cable between Bengazi and Alex andria, which ceased' speaking' on the night of the Gth of September. The position of the break is said to bo from 180 to 200 miles rom Bengazi, from which last mentioned place to Malta communication is uninterrupted. Her Ma jesty's despatch steamer Pyache lett for Palermo on the forenoon of the Bth, with despatches for the Admiral and mails for the ships accorepanyiag him to hand from Eng land, via Marseilles, by the Peninsular and Oriental ,Com panyis mail steamer the Ellora. The present distribution of the Me literranean squadron, composed of 30 steam and one sailing vessels--namely, four screw steamships of the line, four steam frigates, two ironclad screw steam frigates, four screw steam corvettes, eight screw steam gunboats, one steam sloop, two surveying steam vessels, two de spatch steam vessels, two steam tugs, one line-of-battlere ceiving ship, and one sailing gunboat, tender to same, is as follows :—Tbe Marlborough screw steam line-of-battle ship, bearing the flag of the Commander-in-Chief, Vice- Admiral R. Smart, K H., with the Gibraltar, 81, screw steam line-of-battle ship, the Royal Oak, 35, and Resist ance, 16, ironclad screw steam frigates, are on a cruise to the p ,rts of Sicily and Naples, and this morning were at Palermo. Tue Revenge, bearing the fl ►g of It 3ar-A.dmi • ral R. H. Yelverton, C. 8., with the Chanticleer, 17, screw steam corvette, is in the Bay of Tunis. The Phoebe, 35, screw steam frigate, and the Foxhound, 1, screw steam gun'toat, are at Suss. The Pelican, 17, screw steam cor vette, is at Sfax. The Firefly, 3, surveying steam sloop off the coast of Sieilly, near Marsala—the Wanderer, 4, screw steam gunboat, at Corfu—•the Magicienne, 16,paddle whe 1 steam frigate, and the Hydra, 1 paddlewheel steam survey inn coop, are at Patras—the Liffey, 39, screw steam frigate—the Surprise, 4, screw steam gunboat —and the Trident, 3, paddlewheel steam sloop, at the Pirecus of Athens—the Cockatrice, 2, screw steam gunboat, is in the Danube—the Caradoc, 2, paddlewheel steam despatch ves sel at Constantinople—the Cossack, 20, screw steam cor vette, at Beyrout—the Ilibernia receiving ship, bearing the flag of Rear-Admiral Horatio Thos. Austin, C. 8., Super intendent of Malta Dockyard—the Orlando,46, screw steam frigate—the Racer, 16, screw steam corvet tc—the Weser, 6 —the Ta rian and Wizard, screw steam gunboats—and the Azof sailing gunboat, and Hearty steam tug are at Malta —the Mceanee, GO, screw steam lini) of battle ship—and Procris, 2, screw steam gunboat, and Redpele, 1, screw steam tug at Gibraltar—and the Psyche despatch steamer, is on her way to Palermo from Malta." The armament for the screw corvette Cadmus, 21, 400 , porse power, sh'pped from the Chatham ordnance-wharf on board the War Department transport Bomarsund, was landed at the dockyard yesterday, and will be placed on board to-day. The Cadmus takes 16 of the 8-inch GO pounder cast iron smooth bore guns, for throwing hollow shot, four 40 pounder naval Armstrongs, and one 110 pounder 84 cwt. naval Armstrong, together with the usual complement of light Armstrongs and brass guns for field and boat service. In consequence of the amount of work still remaining to be executed on board the corvette in the way of fitting, the Cadmus will not be sufficiently advanced to leave the dock during the present spring tides, but it is probable she will be so far completed as to allow of her being ffiated out of dock by the end of the present tn - nth. The sum originally ordered to be expended on the Cadmus in the way of repairs—£lo,oo0—will be very con siderably exceeded, in consequence of the additional work which it was found necessary should be executed as the re pairs were in progress. It is understood that the Cadmus will join the West India squadron, under the command of Commodore P. Cracroft, C.B. The whole of the 100 - pounder wrought iron smooth-bore guns with which the iron-clad frigate Achilles, 20, 1,250 horse power, will be armed have been despatched from the Chatham gun wharf to that vessel in the War Department cutters employed on that duty. Although the Achilles ori ginally figured in the Navy List as a 40 gun frigate, her armament has since been cut down to 20 guns, the whole of which were to have been of the new kind of 100-pounders. Within the last few days, however, the authorities at Whitehall have again decided on some alterations in the armament of the Achilles, and instead of the iron frigate carrying 20 of the 100-pounders, in accordance with previ ously received orders at Chatham, it is now intended she shall mou n t on ly 16 o f th a t description of guns, the remain der of her co m pl emen t o f g uns being made up , according to existing intentions, of several of the 100- p ounders which are to und ergo t h e process o f rifling. The decision of the Admiralty not to place any of the 300- p ounders on board the Achilles h as crea t e d cons iderable surprise in nav al circles especially when it is considered that in any future naval engagements in which our iron-clads will take part every other description of armament, with the exception of the 300 pounder and 600 pounders, will be comparatively in effective ag a i nst armour p l a t e d shiPs• The first st ep on t h e par t of the Admiralty to dispense with the expens i ve system o f hand labour in the manufac ture of ships' ca bl es an d ro pes, and permit the number of workmen thus released to be employed on some more profit able labour in our royal dockyards, has just been carried into effect at the ropemaking establishment at Chatham dockyard, where a number of the largest and most expen sive of the spinning jennies for preparing the hemp for the manufacture of the largest kind of rope cables are now in course of erection. The machines in question have been constructed for the Admiralty by Messrs Faiibairn and Co. of Leeds, who have erected a considerable portion of the machinery used in preparing the iron work for the armour clad ships under construction at the same dockyard, and aro of the most approved design and finish. Eight of the new machines are to be erected in the first instance, and addi tional machinery of a similar kind will be brought into use as the resources of the establishment demand it. An announcement has be en received at Chatham of th intention of the Lords of the Admiralty to shortly make some important alterations in the rig of the whole of the vessels composing the squadron of ironelads, the recent ex perimental cruise of the iron plated fleet, both under sail and steam, having adduced some important results as regards the sailing capabilities of the iron ships with their present form of rig, It has now become a recognised fact that in future the rig of our vessels of war must play a subordinate part to the steaming capabilities of each ship, In our no. dern system of naval warfare the ultimate victory will un- doubtedly inellne to that vessel which can beat her antago nist, in manoeuvring and in superiority of steaming, should the latter be even as small as a fraction of a knot per hour, Acting on tLis well understood principle the Admiralty have decided on doing away with much of the riE.E, , in; which crowds most of the ships of the ironclad squadron, and giving each a lighter rig, the fact of the Enterprise and the Defence beating all the other ships of the Channel Fleet on a wind, when under full sail, having induced the Board to take the necessary steps for altering the other vessels of the squadron to the description of rig of the vessels mentioned. The machinery of the screw steam frigate Constance, 39, at Devonport, which is in charge of Chief Engineer Joseph H Fllis, is undergoing some alteration. When completed she will no doubt be put in commission. The iron screw steamship Defence, 16, Capt. Augustus Phillim3re, from Bristol, which arrived in Plymouth Sound on Wednesday, embarked yesterday a number of men for the Channel Squadron, and will probably leave to-day to join the flag of Admiral Dacres at Portland or Torbay. Yesterday morning the Ist battalion of the Scots Fusileer Guards, under the command of Col. Hepburn, Col. Gordon, and Lieut.-Col, Hay, left the Sheet-street Barracks, Wind sor, for the Windsor-station of the Great Western Railway, en route for the Tower of London. The battalion, which consists of 17 officers, 693 non- commissioned officers and privates, 96 women, and 110 children, proceeded to town in three divisions (the trains starting respec`ively at 7 10, 7 40, and 8 15 a.m. from Windsor), via the Great Western and Metropolitan Railway to the Farringdon-street terminus, whence the troops marched through the city to the Tower. The 2d battalion Coldstream Guards, from the Wellington Barracks, numbering 10 officers and 604 non-commissioned officers and men, commanded by Col. St. George Stepney, C. 8., left the Victoria Station, Pimlico, at 8 10 a.m. yester day, and proceeded by special train, via the Great Western Railway, to Windsor, where it , relieves the let battalion Scots Fusilier Guards. The battalion on leaving the station marched at once to the Sheet-street Barracks, which it now occupies. The following detail of officers and men belonging to the Ist battalion sth Fusileers from the Tower yesterday marched into Woolwich garrison and took up their winter quarters at the Royal Artillery Barracks, vacated on the pre vious day by the three batteries of the 13th brigade garrison artillery on their removal to Dover :-2 field officers, 5 captains, 10 subalterns, 3 staf officers, 27 sergeants, 17 drummers, and 424 rank And file—namely Lieut. and Brevet-Col. William C. Master, C. 8., in command ; Major William Lyons, Capts. Thomas S. Bigge, William H. P. Mears, Brevet-Major Edwin J, Oldfield, Edward Town shell], and J. J. Mathew— Lieuts. G. Herrick, J. Hartley, A. Nichols, and A. M. Hill—Ensigns H. R. W. Miles, J. H. Clutterbuck, T. A, Cook, J. Marker, J. J. Dakin, and J. B. Kempta Tynte—Paymaster F, B. Forster, Lieut. and Adjt. W. Enderby, and Quartermaster F, Drake-65 women and 75 children. The departure of the head-quarters of the 13th brigade Royal Artillery, in command of Col. D a mley, from Wool wich to Dover, is deferred until the 28th inst. Major-Gen. A. F. Crawford died at Jersey on Saturday last. The deceased General entered the Royal Artillery as Second-Lieut. Aug. 17, 1803, and became Lieut. Sept. 12 following. He served in the lines in front of Sobral, Portu gal, in 1809, and was made Capt. Aug. 3, 1810. He was next engaged at the capture of Genoa in 1814, and subsea quently in the American war, including the taking of Washington and engagements before New Orleans. His commissions bear date as Major July 22, 1830—Lieut.-Col. Jan. 10, 1837—C01. July 20, 1847—and Major-Gen. Nov. 28, 1861. The following appointments have been made in the Royal Naval Reserve :—To be Lieuts., William Kingcome and Francis Duncan ; to be Hon. Lieut., Richard Wrankmore. SPIRIT OF THE PUBLIC JOURNALS. Temss.—Fifteen railway accidents, with their causes, incidents, and results, are carefully chro nicled and philosophically discussed in a paper now before us, issued from the Board of Trade. It hes become a regular practice, which ought to be very satisfactory to the human freight of excursion wag gons, that as soon as a smash has happened, and while the delinquent engine is yet hissing and-splut tering among the ruins of the broken carriages, Captain Tyler, or Captain Rich, or Colonel Yolland appears upon the scene, and with full powers and all the necessary knowledge of every mystery ot railway craft inquires into the whole mischief, and makes a full and lucid report of it to the Board of Trade. What " my Lords" do upon receiving this report does not clearly appear. It would be reason able to suppose that they have some powers, for it seems scarcely possible that so important a body as " my Lords" of tt e Board of Trade should exist as a railway jurisdiction only in order to receive re ports of accidents, and to send copies of those re ports to the homicidal corporation against which they are directed. We fear, however, that they can only act by this variety of that mysterious force, called "moral influence," which forms so important a weapon in the armoury of the Foreign.office. How little eff4ct it has upon a Railway Company we need not explain. For ourselves, we prefer the effective responsibility enforced by Lord C,mpbtli's Act. Whether, indeed, anybody ever reads these really valuable reports, whether they are much studied at the Beard of Trade, or by the secretaries and directors to whom copies are addressed, may, a s we fear, be doubted. Inconvenient statements seldom attract much- attention unless under the dread that they may be bat the preceding shadows of disagreeable acts. Tne probOeitity is that Col. Ill land and Capt. Ty ler, although writing always what well deserves careful attention, write bat too often for the waste-paper basket. Yet, if there should be an intending excursionist of unstrung nerves just contemplating the purchase of a cheap ticket to some far-off place, and doubtful as to the nature of the danger to which he is about to subject himself, we can recommend to him these thirty-seven pages of descriptive matter and these three diagrams of the fragments of exploded engines as good sensa tional reading between the purchase of the ticket and the day of departure. With very small talent for generalisation, he will be able, after turning over the pages, to class the pails he is about to affront. First, there are the perils of the perma nent way, and he will learn that " longitudinal irregularity in the level of the rails" is an ordinary reason for the engine "leaving the rails,'' and that Captain Tyler is constantly reporting upon acci dents arising from " trenail fastenings," which seem to be specially productive of this longitudinal irregularity. As Captain Tyler's reports have hitherto failed to extirpate the trenail fastenings, we do not see what is to be done under this bead by the excursionist except to put up a prayer against trenail fastenings in general and every longitudinal irregularity in particular. Having made up his mind to endure the risk of the permanent rail, the danger from a recalcitrant locomotive will next come before him. These diagrams will show him exactly how they burst. It may, however, be con solatory to him to know that Captain Tyler thinks " there is ro reason. in the present state of our knowledge, for the explosion of a locomotive from any cause." But the occurrence of three explo. sions in one month on passenger railways shows, nevertheless, that they do explode. There is an instance of a smash occurring from a " flying shunt," which will be very pleasant reading to our nervous friend. A flying shunt is defined to be " the sudden turning the engine upon one line and the waggons upon another, while all are in motion"—a very delicate operation, upon the success of which our excursionist may be made to stake his life without his consent being asked to the wager. Then come the countless dangers arising from the trains being late. In cases of collisions and flying shunts the trains are always late. Our friend had better shut his eyes to this class of perils, and com fort himself by recollecting that in railway accident actions a sensible juryman invariably now asks whether the train was late, and, if it was, trebles the damages he would otherwise have given. It is too terrible a reflection that if during all the six weeks of our friend's projected tour any one signal man should omit to make the signal at the proper moment, or any one engine -driver should omit to sea it at the proper moment, then our friend may never come back again. His fate momentarily depends upon the manipulation of those little lever handles he will be constantly passing. Under these circumstances he will naturally take some interest in the description given in this paper of how these levers are sometimes managed, and how the c isual workmen on the line and the guards of the trains are accustomed to arrange these delicate operations by vague shouts and promiscous exhortations. Cap. Lain Tyler says, in accounting for the meeting of two trains near Preston :—"The goods engine would have proceeded along the down line without getting in the way of the passenger train, if it had not been for the interference of a foreman platelayer who happened to be standing close to the lever by which these points were worked. This man had been putting in a new crossing, and had just com pleted his work. He was about to leave the spot to go over his 'own length,' which was on the other side of the Preston Junction, when he heard, or be lieves that he heard, some one say, Turn them across.' He has no idea from whom this instruction came, but he pushed the lover of the cross-over road points over, and turned the goods engine across to the up line as the passenger train was approach. ing ; and he thus caused the collision which I have described." It is clear, therefore, that it was not considered an unpardonable offence for a labourer to touch the lever, and that it was not an unexpected thing fur him to get an order from the guard, or some one, to do so. With all these chances against the railway traveller, the wonder would seem to be that he ever gets to his journey's end with his bones unbroken. It would appear that, after calculating for the temptation to cheapness and bad workman ship, acrd for low wages and the ignorance of the class, which alone low wages can buy, the wonder ful fact is that sooner or later the passenger geee. rally does get to his journey's end, and that the evils so possible arc in r eality scarcely appreciable, What it might ho if there were no Lord Cemphell's Act we leave to any inalgintaion in want of a eubject of calculation, but what it is with coroners'juries and Lord Campbell's Act is of a very mild and limited character. If our friend the excursionist will push his inquiries into the statistics of railway travelling he will find that the chances of his coming back safe, so far as the rail is concerned, are quite a mil lion to one in his favour. What were the chances when we used to hold on tight by the seat while the Engineer, the Quicksilver, or the Victoria, swinging and rocking like cockboats, were racing down Shap Fells or over Hartford Bridge Flat in the last days of coaching opposition ? The fair bet ting was about ten to one against a spill, and the guard always had stirring stories to tell of the last upset of his rival. The risk by rail is now practi cally nothing, and from these reports we obtain a further and a most valuable fact—that these rail way accidents, rare as they are, are never unavoid able. When they occur, if men are killed and share holders baulked of their dividend, it is because the way has not been properly repaired, or the engines and carriages properly examined, or the time pro• perly kept, or the signals made and observed. The railway system itself is not, like ocean travelling, subject to dangers which human prudence cannot always provide against, and to natural forces which human reason cannot always control. DAILY NEWS.—Of all the consequences of the war in Denmark one of the most interesting to the English people, with their domestic tastes, is per. haps the destination in marriage of the royal children of King Christian. When the Princess of Wales came over for her wedding, attended by her family, we were told that her sister was to marry the heir of the Russian Empire. Ihe engagement has now been made public; and with it comes the news that the King of Greece is to marry a daughter of the Czar. Without giving way too much to feelings of compassion for these children of a happy home— feelings natural to the English heart, which cares so much more for welfare than for glory—we may permit ourselves to glance into the murky future of an empire now reaching a great crisis of its history, and to shape out the life and experience of these young people, who were reared in the most modest of princely homes, and are now to fill two of the most conspicuous thrones in Christendom, and to prosper or pine, or stand or fall, with the fortunes of the Russian empire. Most of us feel that this is as true in the case of the King of Greece as of his sister; for nothing can be plainer than the object of Russia in attaching Greece to her interests. So young a Sovereign of Greece, a son-in-law of the Czer, is the best instrument available for keeping access to the Mediterranean open for Russia. The southern gate thus guarded, the western is pro. tected by the other marriage. Those who are sur prised at the first moment that the Emperor of All the Russias should take a son and a daughter-in-law from the most reduced and bitterly humbled of reigning houses, have forgotten that the conquerors of Denmark are precisely the powers most formidable to Russia in their unscrupulous long ing for ports in the Baltic, and for the command of the entrance from the North Sea. The more the German Powers triumph over Denmark, the stronger grows their cupidity of dominion over the sea; and again, the more they tyrannise over their victim, the stronger becomes, in the opinion of the Czar, the probability of a Scandina vian Union, strengthening Sweden, already hostile, endangering his possession of Finland and putting to hazard his freedom, of the Baltic. Before tl e treaty of 1852 was formed, we used to hear mourn ful bodings about the Russian claims to the throne of Denmark, and the certainty that they would be well maintained on account of the Russian interest in the passage out of the Baltic; and this interest may well explain the supposed condescension of Russia to Denmark in the hour of Danish humilia tion. But how does this consist, some people ask, with the terms the Czar is supposed to be on with the enemies of Denmark ? Whether Lord Russell be right or wrong in his confidence that the day is past for Holy Alliances, there can be no doubt that the idea and feeling embodied in such an allianee is in full force in the three military Powers which have held such frequent and close consultations of late. The uppermost apprehension of all the three Sovereigns—of Austria, Prussia, and Russia—is now, more than ever, of what they call " the Re volution." Anxious as the Czar's agents are to dis claim any special relations, any private alliance with Austria and Prussia, there can be no doubt whatever that they have a common aim in putting down all attempts of their victims and dependents and their proper subjects to obtain any increase of freedom. While this sympathy does not prevent them quarrelling among themselves, and being jealous of each other about the Baltic or the Adri atic or the Levant, it opens a prospect of keen heart. sorrow for the chiltiren of Denmark, as for all of the rising generation who are growing up in a free country, where aspirations for liberty are rz garded as a virtue—not as a crime. If the young Princess, who is to be Empress by and by, hears of the trials going on in Poland, what can she think of them ? What can she think of putting irons on Polish ladies, who are shut up in fortress prisons, wearing iron for vindictive pur poses and not for security ? What can be thought by any modern young people of the vengeance on the Circassians—of the whoesnle extirpation of enemies which takes place under the immediate alders of the Czar ? It is the Czar's notion of keep ing things safe and quiet to root up whole popula. tions, and carry them by brutal methods to places hopelessly remote, and set them down there to live or die as may happen. His father did this; and he does it, more than ever, though finding the ill effects of the policy wherever the victims have been carried. It cannot but strike everybody that his son again will have to reap the whirlwind from this sowing of the wind. Polish children sent to Georgia after the catastrophe of 1831 have grown into men—not lov ing Russia. Tens of thousands of Poles, and of men and women of other nations, have been peopling Siberia from that time to this; and well-informed persons tell us that thence will arise, at no very distant date, the disruption of the Empire. It is the place of banishment of a choice selection of the best political minds of Europe. In that vast region, where they are settled in groups, nothing can pre. vent their holding intercourse, though they cannot escape. Sooner or later that vast dominion will separate itself from European Russia, and its inha bitanSs will repeat the institutions they have left behind. This, at least, is what they believe ; and the design forms a part of the prospect of the Im perial family, whether it is to be baffled or to suc ceed. Not only will the ghosts of: Polish insur rections thus arise to scare the reigning house, but there will be a remnant of the people of the Caucasus, as truly indomitable as their fathers, and ready to draw their swords in any company against Russia. The Hungarians have unpar donable injuries to avenge. The Cossacks of the Don are not yet won over ; and the Czar knows it. His fears of the Fins are unconcealable. The only land frontiers on which he can feel anything like safety are the wild regions adjoining to Cen tral Asia, and those which border on Austria and Prussia. He would fain render his European fron tier safe by Russianising it ; but he cannot carry this point, which indeed none but a Czar would have attempted. He can render villages, towns, and districts desolate; but he cannot fill up the emptiness with loyal subjects. Nobody will buy the lands, and nobody will live on any terms in the vacated towns. To people reared in freedom there is something appalling in the thought of passing, never to return, into an empire fenced in by a desolation like this. And the empire is no oasis lying in the midst of barren wastes. There is more to fear within than without after all that we have seen. The Emperor's agents and advocates extol the Russian polity as democratic when the object is to flatter the Americans or to stop rumours of a Holy Alliance; and it is considered enough to show that it is not an aristocratic Government. Whatever its description, it is a polity as favour able to revolution as to tyranny, and the most wonderful breeder of corruption on record. The Czars themselves proclaim this, one after another, in the anguish of their hearts, when they can find no good service in an hour of extremity, At pre sent the interior of Russia presents a spectacle which awes those who will never set foot on its soil. No middle class is there, and therefore no life in the social or political organisation. There is no money, either in the Treasury or in private hands. Commerce is at a stand ; public works of the most indispensable character are standing still. The landed proprietors can do nothing with their crops ; many have no crops because of the drought, and others have lost all they reaped by incendiary fires. In many places the freed serfs are main taining themselves and giving no trouble; but in others they make the nobles weary of their lives. After six years' rest from the conscription the raising of soldiers is as difficult as ever ; and there is no mo ney to pay them. Under all these troubles, and many more, there is felt to be moving an explosive force which may at any hour throw into ruins the defec tive structure of Russian society—and when the chances of the only possible method of attaining to safety and soundness are calculated, tho most san guine of observers will hardly say that there is time for the empire to be saved. Things cannot remain as they are. Great changes must be at hand; and wh.n the change must come upon an empire which has no principle of unity in it, which is so full of corruption as to have no room for liberty, there can be no doubt as to the fearfulness of the spectacle. The only way of escaping the dread of it is—not to look heneftth the surface of court and city life, which is gay enough for those who are lightminded enough to enjoy it. Beneath and beyond thin the stoutest-hearted of Russian Frinces may well shriek from looking,. Th e c hild_ rut of Denmark will doubtless be wooed to look another way. Extraordinary Charge against a Gentleraall of Locking up his Wife. At the Lambeth Police-court, yesterday, Mr Edcv atu , Hammond, a gentleman residing at Laurel House, rev" ham, was charged with locking up and keeping in clos e c on finement his wife, Rosalind Hammond, without just Cau ge. Mrs Rosalind Hammond, a wretched, dejected, but !! intellectual-looking woman, and who gave her evidence WI7, perfect clearness and composure, was sworn, and elawin r " by Mr Beasley. Her evidence was to the effect that 41 had been locked up altogether for about two years, th _, when she remonst ra t e d w ith her husband, he laid the bi s l upon two female s e r van t s w ho lived with them, and ° I on one occasion, vi z ,, a t Ch r i s tmas, 1862, he has several ' beaten her with his fists. Mr Beasley—With his closed fiet ? Witness—Yes. The women urged him on ; they saw 1$ was under the influence of beer. Mr Beasley—Were the women present ? Witness—Yes. The women were present, and We l him on to do it. Not Allen, but the other woman. Mr Beasley—ls that woman's name Emily Whiteraa n Witness—Yes. Emily Whiteman. She was Po se°h urged him on, and told him to do it. Mr Norton—Have you had any quarrel with them ? Witness—We have had many quarrels, but not wit h ' . reason. Mr Beasley—Before you were taken up had you h -t ell down to Emily Whiteman's family ? Witness—Yes. Mr Beasley—Did you tell your husband what you W to see her parents about P Witness—Yes. About her adultery. Mr Beasley—With whom ? Witness—With him, my husband. a Mr Beasley —Did y ou t e ll y our h us band you had been see E mily Whitem an ' s p aren t s a b ou t hi s a d u lte r y with P .. daughter? Witness—Yes. Mr Beasley—Was that before you were locked up Y • Witness—That was the reason I was shut up, 0 ° revenge. Mr Beasley—When your h us b an d s truck you in 186 20 you suffer much from his violence ? Witness—Yes—l suffered a good deal about the temp It is a dangerous part to strike. I protected myself as to as I could with my hands against his violence. Mr Beasley—Were you subjected to violence at the Ila l° of other persons in his presence ? Witness—Never in his presence, but I have been severe l l knocked about the head by these two women, 01°11 believe was unknown to him. Mr Norton—How recently have you been struck by e fhd of these two women ? Witness-1 cannot count the times ; they have !Nu' often. Mr Norton—Are you fearful of seeing the woman of what you have been sp ea ki ng as one o f th e persons who assaulted you ? Witness—Oh, no. Mr Norton—Then let Allen be brought in and phi' th alongside Mr Hammond, as she is implicated in charge. This was done, and Mrs Hammond was again sworn.: to her evidence against Alle n , w hi c h was rea d ov er ill presence. In answer to the further questions of the learned 0 0 , the witness said she had had two children, one of whore"; still living, and whom she had occasi ona lly see n froze _ O ll window, and the other only survived its bi r th a few 1 1 1 On the last occa s i on s h e was a tt en d e d by D r . Ni n e, Wi t ,' had not arrived until after its birth. He continued to tend her for a month, and from that time, January las; had not seen or been visited by any medical man. Mr Beasley here remarked that Mrs Hammond was 0 , away from the w re t c h e d apartmen t i n w hi c h s h e h a d P IF shut up with scarcely decent clothing on her, and but l44 l shawl which she had round her, and a cloak and which had been lent to her, she could not be rein° ji She was destitute of p ro p er un d er c l ot hi ng, an d he c i Beasley) wished his wo rs hip wou ld ca ll on h er to fb ' off her shawl in order th a t h e m i g ht see t h e f or lorn _,,,`" dLion in which a lady of the highest respectability , -: who had brought her husband £6OO a year was at Pre r. placed. The unfortunate lady here divested herself of the b° , rowed cloak and shawl, and p resen t e d suc h an a ppea r of utter wretchedness as caused a universal thrill of 12 1 to pervade the court, and perhaps such a squalid, mice.l looking being never came before a magistrate to dew' justice. The defendant said he was unprepared with legal a ti9il i j ante, and time was given to him for that purpose. 113 4 meantime he was ordered to put in bail, himself in x; and two su r eties of £5O each, to appear, and his oval a was taken for his servant All en t o b e p r esent also on 1 1, day. COUNTRY MARKETS. BIRMINGHAM—THURSDAY. t There was a fair supply of English wheat at marko,, day, and both the buyers and sellers see me d ca reless sil e i business ; the sales made were is per q r un d er last /T e o Barley, oats, beans, and peas in fair sale, at previous —English wheat was sold at 44s to 50s for white, 511 , to 46s per 36 stone for red, Barley, new malting, 3Ss per qr; grinding, 25s to 28s. Oats, old, 240 t` .. ' 4 , her 30 stone ; Irish, 20s to 245. Beans, 42s to 440 r` peas, 38s to 40s per 36 stone. BURTON. ON- TR EN T—TinutsDAY. fi Thcre was a fair show of wheat at our market to -dal' the choi.est samples barely made last week's price , t ; secondary sorts were lower. Barley at about late fi t Oats a small show, with a rather fiat trade. Beans and we quote high prices. Old white wheat..46s to 52s Old red wheat, ~.43s to 4 4 New do. ..42s to 48s New do. ..40s 0 Malting barley....34s to 37s Oats 205 t ° l Grinding d0.....26s to 30s I Beans 3BO to BRISTOL-THURSDAY, A small show of English wheat in our market to.cl the demand for wh , ch ruled dull, at a decline of is last week's quotations, In foreign also very little bus', doing at is aecline. Malting barley quiet. Grind,i% limited request, and 6d cheaper. Oats i n fair denial. beans and peas very slow. MANCHESTER—THURSDAY. Es An average attendance at our market to-day, and , 6 lisp wheat sold slowly, new declined Is to 2a and old A i d qr. For flour late prices receded 6d to is per sack, very dull inquiry. Oats and oatmeal were firm in I c e Beans ruled firm at last week's extreme prices. Indian 6d to is per qr lower in price. EDINBURGH GRAIN--WEDNESDAY. So To• day there was a small supply of country wheat. good, and is per qr advance. A i Wheat on the top 4s 6d up .average Os 4cl a O A Barley on the top is 6d down ..average is Od " - n , Oats on the top is Od down, . • average Os Gd, ti„ of Beans on the top Os 6d up. average is 2d _ Total Supply and Sales. Wheat . 717 qrs Sold 656 qrs 8ar1ey........ 619 qrs Sold 691 qrs Oats Beans lO6 qrs Sold 46_qrs Average Prices. Wheat . . Barley 3ls ld I Beans 4 .2° Town• made flour sells as follows :—White, 358; el superfine. 36s ; superfine, 34s ; fine, 325. Foreign Mail Packet List. MAILS DUE. Australia and Mauritius, via Southampton. Sep t 7Y:9 Marseilles SeP t 'd drazil and Cape Verde, by Briti s h packet. Ot t Cape of Good Hope, Ascension, and St. Helena S ep t. China, Penang, and Singapore, via Southampton SeP t via Marseilles SeP Falkland Islands Gibraltar, via Southampton .. India (Calcutta), and Ceylon, via Southampton.. SCK nt. via Marseilles.... Sep t ' , Sept. India (Bombay), via Southampton .. via Marseilles se pt. a i Oct. 5 Portugal.... Malta, Egypt, and Aden, via Southampton SePt' via Marseilles Sept' Newfoundland Oporto and Vigo .... U. S. and British N. America, by Brit. packet Sep t ' by U.S. packet... ~ by Canadian packet:Sep" All parts of West Indies, including Chili, Peru, `S e pt. California. and British Columbia. London : Printed and Prbllahed by WILLIAM AN D ".., - ;0 . of No. 112, Strand, Printer, at 'lira SUN Oin c ' e „: il ut' Strand, m the Precinct of the Savoy, Use ALiddit le 3 ; — FritlaY, Septc.mlxr 10, 16ft. Births. FARRER.—On the 15th inst., at 21, Chester-ferrite' c gent's-park, the wife of Thomas Henry Farrar son. FRANCIS.—On the 14th inst., at Quy, the wife of Clef v* - Francis, Esq., of a daughter. LAMBERT.—On the 14th inst., at 37 Norfolk-square , 11/ park, Mrs. C. J. Lambert, of a daughter. Marriages. cot LYS—PORTER.—On the 13 th inst., at St. George ' s ?,l lie Cathedral, Southwark, Le Marquis de Lye, Elizabeth, eldest daughter of Charles Porter, P') . The Mythe, Gloucestershire. NEWMA.N— STARIE.—On the 14'h inst., at Saint , -- 111 . 1 1. bunbury, Joseph Newman, Esq , of Bickerton Or o . Wetherby, Yorkshire, to Mary Elizab e th, second u" ter of W. Starie, Esq., of Dublin. Deaths. BLAcKMAN.—On the 14th inst., William Bloke, Rupert-street, Whitechap e l, an d B uc kh urs t hill, ford, Essex, aged 34. BURDETT.—Oa the 12th inst., at N or th am pton, t h e Robert Raiford Burdett, aged 51. CADOGAN.—On the 15th inst., at 133, Piccadilly, b' d° the Earl Cadogan, C,8., K.M.T., aged 83. CARR —On the 12th inst., at Quatt Rectory, Bridg the Rev. Edmund Carr, aged 78. Let LOCKE.—On the 9th inst., at Rothwell H a igh, Charles Locke, Esq., aged 67. SMlTsr,—On the 12th inst., at Leamington, Heal - Esq., of Birmingham. TURNER. —On the 13th inst., at Surbiton, Henry - ur aged 73. TBE SUN, LONDON, FRIDAY EVENING, SEPTEMBER 16, 1864.