The Sun. — London, England, 1863-01-12 00:00:00

SPITIIT OF THE PUBLIC JOURNALS. SAIIIP.DAY REVIEW.--after a year of compulsory inaction, Mr. Gladstone will once more resume the welc(Jme duty of remodelling some part of the sys tor, of taxation. The increase of the revenue will probably supply a surplus of two millions, and an additional amount, at present only known to the Government, will arise from a probable diminution of expenditure. There is no sufficient reason for the reduction of the army or navy ; but the enor mous outlay on construction, which has swelled the e stimates for three or four years, is essentially tem porary in its nature, and it must be supposed, in some degree, to have effected its legitimate purpose. If party interests are considered, the Government has strong motives for anticipating any factious combination which may be founded on the inchoate alliance of last session between Mr. Disraeli and Mr. Cobden. The House of Commons will be more' cordially disposed to maintain the national defences if the Ministers show that they have the means of effecting reductions without interfering with effi ciency. A powerful army and navy have of late promoted cordial relations with France, and they afford the best security against a rupture with the captious Government of the United States. Soldiers and sailors are indispensable, but it cannot be necessary to be always creating a navy and inventing an artillery. Although the amount of the surplus can only be vaguely conjectured , alternative plans of reducing taxation may be compared with advantage ; but probably the choice will practically apply only to the tea and sugar duties, to the rate of the income-tax, and possibly to the duty on tobacco. After the lapse of five or six years, Mr. Gladstone will perhaps be content to discuss the question on its merits, without dilating on the supposed breaches of faith which were occa sioned by the war of 1854. It may also be assumed that taxes will not be defended on the ground that their vexatious pressure produces a wholesome moral effect on a spendthrift community. Mr. Gladstone can display equal eloquence, with more persuasive power, in showing that any changes which he may propose will increase human happi ness by the addition of material comforts, rather than by any indirect operation on the conscience and character. The alleged benefits which would arise from a modification of the tobacco duty are almost exclusively fiscal, for the artificial price of the commodity can scarcely be said td.involve serious hardships. No financier is more competent than Mr. Gladstone to judge whether the present arrangement of the duties is the most productive which could be devised, but in cheapening neces saries and luxuries, it would be desirable to give the preference to articles which are even more univer sally consumed than tobacco. As the peculiarities of the brewing trade render it doubtful whether a diminution of the malt tax would be practically expedient, tea and sugar stand first in the order of reduction among the indirect taxes ; and if the Chancellor of the Exchequer has four millions to spare, he will probably concede the redaction which was proposed two years ago by the Opposition as more desirable than the abolition of the paper duty. No measure would be more beneficial to the bulk of the community, and the loss imposed on the revenue would soon be partially replaced. The immediate sacrifice of a million and a half of tea duty would probably still leave a considerable balance over ex penditure. All reductions of taxes are partially com pensated by the increased productiveness of the re maining imposts, and there is perhaps no portion of the revenue which might be trusted to find a circuitous way to the Treasury more safely than the Income-tax, if the rate were diminished. If tea is cheapened, more and stronger tea is used, greatly to the benefit of the consumer, but with only a proportional or fractional advantage to the Custom House. A saving in income-tax would be almost universally added to current expenditure, and perhaps a fur ther gain might accrue to the Exchequer from an improvement in the accuracy of the returns. There are persons who would strain their consciences less freely when the temptation was diminished by a third_ The strongest reason for reducing the rate to sixpence is, that the tax might then be ren dered permanent during the continuance of peace. In comparison with recent experience the burden would be considered moderate, and, as an inci dental advantage, the rate would in all cases admit of easy calculation. Notwithstanding ignorant clamour and laborious sophistry, it is indisputably true that an equal and permanent tax on income exactly adapts itself to all possible tenures of property, and falls with equal weight on fee simple estates and on professional incomes worth three years' purchase. The truth would have been long since readily accepted if the tax bad not been large in amount, and conse quently inconvenient to the trading classes. As it is almost certain that the impost will never be abo lished, it is better to simplify it, as far as possible, by the use of round numbers, and by moderation of amount. A fourpenny rate would be in the highest degree desirable; but the compromise of sixpence would perhaps satisfy a generation which never but once has seen it fall so low as fivepence. It is use less for Parliament to pass resolutions against fu ture changes, but there is no reason to prevent Ihe grant, for five or seven years, of a sixpenny income tax. At the end of such a period, in the absence of extraordinary pressure, the convenience of unifor mity would be generally recognised, and financiers would probably have satisfied themselves that it is inexpedient to rely exclusively on indirect taxation. Mr. Gladstone's Budget will be ingenious, and his speech in introducing it will be eloquent. It may also be allowable to hope that originality will be found compatible with justice. TIMES.—In the political intelligence from America we find what the military details do not indicate— s prospect of something being done to terminate the thehostilities. war, or at least to suspend The slightest probability of such a settlement should h be hailed as a dawning hope of peace. The can in opinion is due to the political victory of thedgeme cratic party, or rather that victory has given the courage necessary to avow a dislike of the war that has always existed. The opposition has been gra dually growing, and, even with the assurance of a majority, was at first cautiously expressed. The democrats did not make peace their " platform." They declared for a continuance of the war, but war made "constitutionally," and not by such measures as confiscation or encouraging pillage and massacre. Then men were found who ventured to speak of the hostilities as a " wretched strife," a "miserable conflict,"—terms that might apply either to the war itself or the disastrous manner in which it had been conducted. the expediency From this point to a consideration of of the contest is but a step. This step has been m tv i e wole reason to its counsels ha s ' and the party that admits peace may be secured. proposed h a course by which appears to be given to the lead in the good work next neighbour Sovereignty State of New Jersey, the the impulse of the movement t° New York. But requested°rerratA; grea t city. The Union comes froni the great tion has, by formal resoluti o o f n l , l : Jersey to call a Convention Slave States," that may consider and" and loyal sures calculated to put an end to the adopt This Convention Convention is to meet at Louisville in t a h r e . course of the ensuing month. The choice of a place of meeting in Kentucky, the State that has remained neutral in the conflict , i s not w i thout significance ' we trust it will not be without result. Still more important is the fact that the " disloyal States" are not to be excluded from the Convention. But to enter into communication with the several Sovereignties of the Confederacy legally held as in rebellion requires a previous permission from the Federal Government. President Lincoln is there fore to be applied to for leave to send commissioners to the revolted States to solicit them to appear in this novel Parliament, and the Preside nt is also to he requested to declare an armistice with those States which accept the call to the Convention. Whatever may follow on the se proposals, the mere appearance of the words "peace"and " a r mistice" There in public discussion is hopeful. is encourage ment, too, in Mr. Lincoln's readiness to oblige any party. Peace or war, or both at once; alavery or a bolition, or both together — he gives every prin ciple a chance. And that power ho leaves to throw up the opinion that is to obtain the ascendant in. the political and social chaos around him. The Peace Convention ms y as well try its experiment as not. He will probably think it only oae harm. less confusion the more. But the issue really is between expediency and fanaticism, and the ques tion the next few weeks will decide is whether cal culation will be strong enough to resit the passions that are driving all the interests of the nation to ruin. HERALD.—We need scarcely say that our counsel has been to treat the convict, no matter what his offence, still considerately, but to punish him in reality and truth where punishment by his sentence is due, and to make this sentence to prove exactly throughout what it says. Let hard labour be hard labour indeed. Let penal servitude mean coercive slavery for a declared term. Let men dread crime because they dread punishment. Reformation is quite a secondary question. It need never be feared that the active and benevolent minds of England will omit any exertion or suggestion which might lead to this good end. If the public now demands true chastisement it is not to spare the rod and spoil the criminal. While they c laim protection for them selves they see that the b est course to reformation in kindoffenders is wholeso me Thpeuynoiushgmhtennto.t toShaanmswseor with fa i n t y h rogues. nev er O ur prison discipline has heretofore been answer. one vast sham —a fraud and deception on society. It may be fairly concluded from what we have all learnt of prison discipline that these gaols do not wholly meet our requirements against crime. Some thing more is wanted. The ticket of leave is a mis take. But the ticket of leave is unavoidable. Our prisons would be overcrowded without an occa sional clearance. We must then look around us for some practicable remedy. Is transportation, the na tural cure presented, the old cure, the one pursued by us so long, all at once become so used up and obsolete that England with all her colonies and her sparse population abroad cannot practise it now ? We think not. Mr. Adderley and other worthy men with him think that channel for our criminals is dried up. It is too expensive for us, and too dis tasteful to the inhabitants. This we must all ad mit holds good for certain of our settlements. They have had enough of convict life. They have grown dissatisfied and grumbled. They would even have manifested a more formidable resentment if the mother-country persevered in palming upon them her surplus evil population. Then the cost weighed heavily on the exchequer at home. This can be said, and has been said, with much good sense, against transportation. But the argument has its excep tion. Our empire is immense. There are numbers of places suitable every way as convict settlements. The first outlay is not the worst. Let us only think what our ticket-of-leave men and repeating criminals cost us now in the year. Any system of transportation, even to the distant Falkland Islands, would be a less burden, to say nothing of the increased safety to life, limb, and property, than the indulgent methods we are now almost com pelled to pursue to preserve our prisons from over crowding. Here is the real gist of the matter. No walls will hold our criminals. We must let them loose. The plain question Shall we con tinue to do this by the subterfuge of tickets of leave, or send them abroad at once, where the chances are very many they will never more return amongst us ? If we can do the work of deportation without in jury to our colonies, nay, even with benefit to the settlers, we consider the difficult problem solved. The expense, though heavy, will not count when weighed with the vast ccst inflicted now on society by the recurrence of offences in the person of the same criminal. The leading principle in all this investigation is the security and protection of society. This must overrule everything. The re formation of the criminal will properly follow next in a Christian country. Expenditure, too, is a serious item for consideration. The well-being and the desires of our dependencies and colonies must not be neglected. But amidst all these there is no necessary contradiction, They may be harmonised. The problem may be somewhat involved, but there is either a direct or an indirect solution lifting it ' out of the reductio ad absurdum in which it is now submerged and complicated. POST.—When nations take arms against each other they reconcile themselves to the miseries which are inseparable from warfare. Any army defeated in the field may bear a grudge against the victors ; but however intense may be the misery occasioned to the relatives of the fallen, it is seldom that a sentiment of hatred to the slayers finds a place in their thoughts. No single man has possi bly occasioned greater carnage in the Northern ranks than General Stonewall Jackson ; yet the paramount feeling he has excited amongst his op ponents is that of admiration. Nor is it difficult to discover the reason. Jackson is not only a soldier —he is a Christian and a gentleman. On the field of battle he directs his artillery where it proves most effective; but, when the hour of carnage has passed by, he (as at Fredericksburg) forbears to recommence firing until the sick and wounded of his adversaries have been removed; and when thousands have surrendered (as at Harper's Ferry), he permits them to depart uninjured on the faith of a promise not again to bear arms against the Southern Confederacy. The admiration for Gen. Jackson expressed by the citizens of New York in some degree atones for their acquiescence in the barbarities of Butler, inasmuch as it shows they have not altogether lost the sense of appreciation of the real attributes of a Christian soldier. The long-kept secret of the ultimate destination of Gen. Banks' expedition is at length known. The expe dition has entered the delta of the Mississippi, and the general in command has superseded Butler in the government of New Orleans. Already the new commandant has shown that he intends pursuing a policy different from that of his predecessor. The sales of the private property of the citizens of New Orleans on account of the Federal Government, which had been ordered by Butler, have been sus pended. In the annals of rapine and injustice no act so utterly indefensible can be found as the con fiscation of the property of the inhabitants of New Orleans. That it was a direct breach of the condi tions on the faith of which the city was surrendered is, perhaps, its least disgraceful feature. Had Gen. Butler razed the city to the ground it would have been a great crime, but it would have been less heinous than those which, under the pretext of ad ministering justice, he has daily committed since he assumed its government. Many have been more bloody than he ; but for cunning in devising expe dients for tormenting the weak and helpless, he stands alone. Surrounded by his soldiers he knew he was supreme, and lost no opportunity of making his power felt. The men he robbed—the women he attempted, but in vain, to dishonour. On the free he imposed the most galling servitude; and to those who, by the laws of the State, were slaves, he gave freedom, in the hopes that it might degenerate into unbridled license. He paralysed trade by ignoring all title to property in those who constituted the bulk of the population, and attempted to re lieve the misery which in consequence arose am ong the working c lasses, b y sequestrating the p ro perty of the r ich. Blind to every sentiment of honour and justice, ignor ant of every principle of government, versed only in the dirtiest tricks of the aimed at n o lowest p a th s o f hi s profession, the Ya nkee attorney success ful chicane. Nor P has he altogether Jai • led By pro mising Protection h higher ends than the results of Orleans into makingh e tricked the declaration of their property, and then he confiscated endeavoured, though ve'l foulest device inhabitants of New that was ever without success, to coe rce ladies of that cit y mind he by the huma n the showing respect for their oppressors, although subsequ ently, equally disreputable trick, of them widows by an almost declare in public their he compelled them to attachment to meat which had made many thema childless, m a and w hwhichwho ainet.od it. By the a h a d govern meat loaded thorn, with the Y grossest 3aviledr Safety at the supported in authorit y insults. The Committee of Public time of ibe first French Revolution contented them selves with depriving their victims of life, but they left them free to entertain and to express in their dying moments the sentiments for which they perished. Bertrand Barer° even in his fiercest de• nunciations of " the Austrian woman" never sug gested that by threatened indignities she might be compelled to extol the mercy and the justice of the tribunal which sent her husband to the scaffold and THE SUN, LONDON, MONDAY EVENING, JANUARY 12, 1863 sentenced her to death. But the basest and most cruel of the Jacobins must yield the palm to Butler in re spect to the rare ingenuity with which, whilst spar ing the bodies, he tortured the feelings of his unhappy victims. Men are thick-skinned, and consequently women were specially selected by Butler as the sub. jects of his attacks. It is reserved for some future Delaroche to depict that scene in the Town-hall of New Orleans when a Southern lady of high rank, clad in the deepest mourning, whose husband and whose sons had perished in the defence of their native soil, declared before high heaven her allegiance to the Govern ment of the United States, and received from the dictator the certificate which exempted her house from the intrusion of his soldiers, and her effects from their impertinent scrutiny whenever they thought proper to exercise it. It may be long before the picture appears on canvas, but it is now and for ever indelibly imprinted upon the hearts of the Southern race. Gen. Butler has quitted New Orleans, but he has left behind him a name which will be immortal. Between Northern and Southern Republics in after times treaties may be made and alliances entered into, but between their respective populations General Butler bas made a breach which, after the lapse of centuries, will still remain open, and which must ever prevent them merging again in a common nationality. Naval and Military Intelligence. THE NAVY. The Himalaya, troopship, Capt. E. Lacy, having completed her repairs, was hauled off the jetty at Portsmouth dockyard on Saturday, and moored alongside the Duke of Wellington, where she is ex pected to remain for a fortnight or three weeks, be fore being required for the embarkation of troops. Her destination is now reported to be the Cape and Ceylon, instead of China. The Pylades, steam screw corvette, Capt. A. W. H. Hood, having her defects made good at Spithead without coming into harbour, is expected to leave Spithead early this morning for the North Ameri can station. The Falcon, screw corvette, was towed out of Portsmouth harbour round to Cowes on Saturday morning, in charge of Mr. Jones, Admiralty pilot, to complete expensive repairs, by Mr. White. This course is rendered necessary in consequence of the great and urgent pressure of work on other ships already in hand, and which are required by Admi ralty order to be completed and to be ready for com mission by the Ist of April. The Termagant, screw steam frigate, was removed from alongside the jetty at Portsmouth dockyard on Saturday, and placed further up the harbour. On paying off this ship on Friday the sum of £5,000 was paid away. The whole operation of paying off the crew only occupied 50 minutes. Some of the men, we understand, received sums of £lOO and up wards. Since the paddlewheel steamer Terrible, 21, 800 horse power, which is fitting for the Chatham Steam Reserve, has been in dock her defects have been found to be much more serious than were at first supposed. It will consequently be some time before she is completed and ready to take her place in the second-class Steam Reserve. Her engines and ma chinery are being prepared in the steam factory, but in consequence of their large size and the limited extent of the erecting shop, they cannot be fitted except on board, after the ship is afloat. Accord ing to orders received at Chatham, the Terrible is to be completed and ready to take her place in the Steam Reserve by the 30th of April next. From the extent of the alterations and repairs now in progress, the Terrible, which is one of the largest of our paddlewheel steamers, will, when completed, be almost as good as new. The screw steamer Vigilant, 4, 200 horse power, has been found on examination since she has been in dock to have sustained far more serious injuries from having been on shore on the Cinnfleet Sands than at first appeared from the survey made after the accident. It has been accordingly found ne cessary to remove her forward sternpost, which has been replaced. with a new one, the boring of which for the screw shaft has been completed. The other repairs to her hull are in a very advanced state, and there appears nothing to prevent her be ing ready for commission by the 28th of February, on which date, according to orders received at Chatham, she is to be in readiness for the pennant. The Amphion, 36, 300 horse power, recently dismantled and paid off at the Nore into the Steam Reserve, is ordered to be dismasted. The Lords of the Admiralty have directed plans to be prepared by which boats' falls may be led inboard and secured to small bollards, so as to en sure a rapid and uniform method of lowering when required. The following appointments have been made at the Admiralty :—Commander A. J. Innes, to the Osprey, vice Commander Hobson, superseded at his own request; Dr. A. Graham, surg., to the Edinburgh; T. S. Burnett, Burg., to the Royal Adelaide, for Plymouth Hospital ; R. B. O'Toole, assist.-surg., additional, to the Forte; B. Brown ing, assist.-surg., to the Cumberland ; Hay H. M'D. Grant, assist.-paymaster, to the Investigator; and J. D. Wilishire, second-master, to the Mullet. the crush at the doors of a theatre on the first night of a.pantomime. Between 1 and 2 o'clock, thou sands of anxious travellers by the new route were collected outside the Victoria-street terminus, and when the outer doors were opened, which was only at intervals, the rush was tremendous, and on reaching the ticket office the difficulty of exchang ing cash for a ticket was an equally difficult task. The platform gained, the next grand struggle was for a seat in the incoming and presently outgoing train. Classification was altogether ignored, the holders of No.l being obliged to be compelled to go in No. 3 or not at all, and vice versa. Hundreds on each occasion, however, had to be left behind to take their chance of the next train in rotation. Once in motion all appeared to be right, the riding very easy, and a train which left Farringdon-street at 2 15 reached King's-cross station at 2 18 (a little over a mile), bringing up at the platform in three minutes. Gower-street was reached at 2 25, Port land-road at 2 30, Baker-street at 2 36, Edgeware road at 2 42, and the terminus at Paddington at 2 48; thus performing the journey in 33 minutes, including stoppages at the various stations. There were other journeys performed which were longer, reaching over 40 minutes ; but the time above spe cified may be taken as about the average time of the running of the trains throughout the day. With regard to this point, however, the time occupied yesterday in the running of the trains from ter minus to terminus can scarcely be taken as a fair criterion of what may be the actual time when the excitement of an opening day is over, and the line shall have sobered down to its ordinary traffic. The excitement of the public to get places, and the running about of officials at every station to each carriage to see if there was a seat for one here and for two there, no doubt took up more than half the time which will be occupied by the stoppage of a train at each station on ordinary occasions.— Observer. EXAMINATION OF A BANKRUPT RAIL WAY CONTRACTOR. On Saturday W. Buckwell, a railway contractor and manufacturer of artificial stone, of Phoenix wharf, Greenwich, of 86, King William-street, City, and of Casa Crola Borgomanero, in Italy, was placed at the bar of the Guildhall Police -court, be fore Alderman Humphery, having been brought from Mont Cenis by detective Sergeant Haydon, upon a warrant charging him with not surrender ing to his bankruptcy on the day fixed for his last examination. Since the bankrupt has been in cus tody other 'charges have been preferred against him for not delivering up hi s b oo k s of account , an d o for not making a full disclosuref his estate. Mr. Metcalfe, instructed by Messrs. Dangerfield and Fraser, conducted the prosecution, and. .Mr. Lewis the defence. The accountants to the estate were Messrs. Johnstone, Cooper, and Wintle. In this case the prisoner's trading, it is alleged, commenced in the early part of 1360, and continued down to February, 1862, w h en he b ecame a bank rupt for liabilities estimated at £90,000, of which £50,000 was due to Italian, and £40,000 to English creditors. It is further alleged that he has been engaged in constructing a railway from Novara to Lake Orla, in Italy, under a contract for £184,000 ; that he has received the greater portion of that amount, and has not expended above £16,000 on the line; that his transactions during the year 1861 amounted to the enormous sum of £200,000, while the assets recovered up to the present time were ex ceedingly small, the principal portion of his pro perty being in Italy, an d that there is still a very considerable amount of p roperty w ithheld from the assignees, and altogeth er unaccoun t e d for. The bankrupt attended sever a l mee ti ng s, and was ex amined before the Commissioner in Bankruptcy rela tive to his affairs, but as he failed to appear on the 14th of May, 1862, to pass his last examination, and evinced no intention of returning from Italy , where he had taken up his residence, the assignees, after a lapse of three months, obtained a warrant for his apprehenbion, and placed it in the hands of Ser geant Haydon, of the City detective corps. The measures taken by this officer, which resulted in the capture of the prisoner, have been already recorded. The formal evidence with regard to the non-sur render having been given by Mr. Stubbs, one of the messengers in bankruptcy, Frank Collins, an insurance agent, said he had been in the bankrupt's employ as general manager of his business since June, 1860, at a salary of 1500 per annum. The Novara and Lake Orla Railway had been commenced, but there was very little of it completed at that time. His brother, Chas. Collins, was the bankrupt's agent in Italy, and it was with him that he and the bankrupt corresponded on all matters connected with the railway. Nearly all the letters he received from his brother he gave to bank rupt, who took them over to Italy w:th the books of account about a month before the bankruptcy. The remainder, and those he had received since the bankruptcy, he had given up to Messrs. Johnstone, Cooper, and Wintle, the accountants to the estate. The bankrupt was in difficulties when he took the books away, and he said he wanted them in Italy to enable him to make up his accounts. All the contracts and other documents which he left behind were delivered to the accountants with the letters. While the bankrupt was in Italy he resided with Charles Collins at the Casa Crola, and while in this country, after the bankruptcy, with him. The bank rupt banked at Messrs. Masterman's bank, but the account was kept in the name of Mr. Cadogan, the manager of the financial department of the bank rupt's business. He could not tell the exact date of the bankrupt's leaving England. The last payment of his salary would :not show it, as he was conti nually drawing on account. There was some salary due to him still. He (witness) had an account at the Bank of London, into which he paid all moneys he received on the bankrupt's account. It was a sort of joint account, but in his name. He had that banking account before ho knew the bankrupt, having a business of his own independent of him. He had not received any money on his account since the bankruptcy, but previous to thut, bankrupt was generally in his d e bt cons id era bly, an d h e th ere f ore pressing r e n t est advancedsoro o anffn nhgbst the transfer ehle r o aabi w lwmaf n na s largekso. private frnHu otpehttthe bankrupt . recognised caaa a osnnn c ggdk c nt seoroi arranged e nt ptt dhtot. he a tbe l ba l yHeka m nneetdk o ht h n hroeu e aef y dpsl s he ttBo6ntl received oe fre quentlybppuaiaytd businesst assig nees, and it was sold off as the bankrupt's property. He (witness) claimed the Casa Crola as his property and the assignees claimed it as part of the bank rupt's estate. He had since sold it. Mr. Harding, a clerk to Messrs. Forman and Co., iron merchants, of 28, Queen-street.—ln June, 1861, we had a contract with the bankrupt to supply him with 1,000 tons of iron rails, amounting to £7,500, and another contract in July for 1,500 tons, amounting to £9,750. There was also an order for some fittings in addition, making the gross total about £20,000. We received no money on account of those contracts, but accepted debenture bonds of the Novara and Lake Orla Railway, to the amount of about £9,000, covering the first shipment of about 1,300 tons of rails. We did not ship the remaining 1,200 tons, because the bankrupt failed to deposit with us a further supply of debenture bonds, as agreed upon. We held the debenture bonds merely as collateral security, we did not accept them as payment. The bonds we hold represent the amount of £16,000. Mr. Norton, agent to Mr. Joshua Horton, of Worsley, in Staffordshire, iron work manufacturer said Mr. Horton originally sold goods to the bank rupt, and I afterwards adopted the transaction, and am now a creditor for £lOO. Mr. Metcalfe--You are scheduled for £4OO. Witness—l had a contract to that amount, hut I did not supply the whole of the goods. I have no lien or claim of any kind on goods at Genoa, and have not been a party to any deed executed to give me a lien on any goods belonging to the bankrupt. Mr. Metcalfe —That is important, because the witness is entered as a creditor for £4OO, secured by a deed to that effect with regard to property be longing to the general body of creditors, Witness—When I took Mr. Horton's contract off his hands the bankrupt owed me £5OO. I e Novara and Lake Orla d o i f ffi t c lt ulties, and was induced to a hi p m ro i m n o h te is r basesciosinteed Railway. He deposited with me shares in that -railway to the amount of £l,OOO to secure my £5OO, which he undertook to pay me in three months, but, as he failed to make good the payment, the shares became forfeited, and the £lOO I now claim is a portion of the £SOOI have referred to. Mr. Metcalfe said, in several other instances the bankrupt has, in his approximate list of creditors, represented as creditors having liens upon goods in different parts of Italy persons who have been paid in full. Mr. Lewis said—Notwithstanding the assertion to the contrary, I am in a position to prove that the bankrupt's debts are only £l,OOO, and that he has a claim on the railway company to the amount of £BO,OOO. Mr. Metcalfe said so far from the bankrupt hav ing any such claim against the company, they had actually put in a claim for £50,000 against the estate; the bankrupt having obtained debenture bonds from the company to the amount of £lOO,OOO by means of certificates supposed to have emanated from competent engineers, but which it was found had been signed by the bankrupt's clerk and another person in a similar position, while the amount ex pended on the line of railway up to the time of the bankruptcy was only £5,000. The bankrupt's examination before the Commis sioner in Bankruptcy was then read, of which the following is a brief digest :—" The price of Casa Crola was £1,600, but only £4OO has been paid off. It was bought by Frank Collins, who borrowed the money. It was worth more than it was sold for, and if it had turned out a profitable investment I believe he would have given me the option of pur -1 chasing it of him, because I recommended it to him. I think about 400 plots of land were purchased for the railway, and £3OOO or 14000 paid for them, and a similar amount will be required to complete other purchases for the line throughout. Mr. Leonard Bower, an ironfounder, of Birmingham, had a con tract with me for £4,500, and he holds my accep tances and a debenture bond for £6OO. A r . 3r tion of those goods, to the amount of £l5OO, have gone out to Italy. Those which have gone up the line are at my order. Those at Genoa are at the order of Durante and Co., for freight to the amount of £l2OO. Smith, Sanderson, and Co., the railway agents, have also a claim on them for carriage. There are 700 parcels lying in the basin of the London Docks. Those are Bower's goods, and he has a lien upon them by virtue of a deed executed in Italy. The railway company have also a lien on the goods to the amount of £6,000. Forman and Co. hare a lien on the goods which have gone up the line to Novara. They wanted more debentures, but I had none for them. They already hold debentures for £28,000, and have delivered goods to the full amount. A portion of them to the value of £4,000 or £5,000 are lying at Newport. There is from £5,000 to £6,000 property unencumbered on the line of rail road. A client of Mr. Dangerfield's served me with process before I went to Italy, just prior to the bankruptcy, and after that I wrote to Charles Col lins, my agent in Italy, directing him to execute all the necessary deeds to secure various creditors. I did not know at that time that a notice of bank ruptcy had been served at my office or residence. Norton holds security for a small amount on goods lying at Genoa, Borgomanero, and Novara. Rails, ) sleepers, deals, and fastenings to the value of £20,000 were sent out, and are now lying at Genoa I and at different places on the line. My family are now living at Casa Crola. Frank Collins borrowed part of the money to purchase that property with of Menday, one of my sub-contractors, and he has since repaid it. I did not borrow the money of Menday, and never went to his house for that pur pose. Frank Collins was in Italy at the time, and made the purchase on his own account. I gave up all my letters and papers to Messrs. Johnstone Cooper, and Wintle, the accountants. Mr. Menday's evidence in the Court of Bank ruptcy entirely negatived the bankrupt's statement, his account being that the bankrupt borrowed £BO of him for the purpose of paying the deposit for the purchase of Casa Crola, which amount had never been repaid to him, and he was still a creditor to that extent. The evidence of another witness was to the effect that the bankrupt had stated that he was the pur chaser of Casa Crola. Mz. Metcalfe said the bankrupt had purchased various quantities of land in his own name, of which he had rendered no account whatever. Mr. Lewis made a most urgent appeal on behalf of the bankrupt on the question of bail, which Alderman tiumphery declined to entertain, and the bankrupt was ultimately remanded in custody. The Fatal Collision in Southampton Water. SOUTHAMPTON, SATURDAY. The adjourned inquest upon the body of William Goodridge, the pilot killed in this unfortunate acci dent, was resumed at the Canute Castle Hotel, be fore Mr. E. Coxwell, the coroner, at 4 o'clock this afternoon. The proceedings having been only formally opened on Friday, the jury, on their assembling to-day, were further sworn to in quire into the cause of death of Nathaniel Roberton, the other pilot, who had since died from the injuries he received. The body of the fireman, Gaston, has not yet been found. Several persons interested in shipping affairs were present, and Mr. J. Sharp, jun., solicitor, again at tended to watch the proceedings on the part of the Peninsular and Oriental Company, to whom the Ceylon steamer belongs. Francis F. Green way, master of the steam tug Aid, was the first witness called, and having re peated the evidence given by him on the previous day, he further deposed as follows :—The tug was lashed to the port side of the brig. Before we got to Calshot we observed two rockets from a ship coming up the west channel, which we supposed to be the Ceylon, and from which we were then 6 to 7 miles distant. About a quarter of an hour after wards I saw the ship, distinguishing her three masts, just open with each other, before I saw her lights. As this time, I imagine, we were about two miles from Calshot, on the north shore, and it was near low water. Shortly afterwards I saw the port red light and the masthead light of the steamer, which was then apparently halfway between Calshot Spit buoy and Black Jack buoy. We kept our course at that time. Very shortly afterwards I saw the three lights in a fair triangle, which showed that the ves sel was coming right ahead. Immediately after wards the port light was shut in, showing the star board light broad, which I reported to Win. Good ridge, the pilot in charge of the Ridesdale. He said, " I see them distinctly," and ordered his helm to be put astarboard, and mine also to assist the ship coming to. I should think we were at that time about a mile and a half from the steamer. Shortly after this we saw the three lights again, and then the starboard light was shut in, and the port red light showed bright. This was a very few minutes before the collision. The helm of the brig was then hard astarboard, and that of the tug also. The pilot Goodridge ordered them to port the helm, and the captain of the brig said, " No, it's too late; keep the helm starboard." The pilot then ordered me to stop the tug, but the captain said, " Do not ; go on ahead full speed." Almost at the same moment the . captain, the two pilots, and most of the crew, jumped on board the tug from the brig, and within a few seconds the Ceylon ran into the brig amidships, just before the main rigging. Our head was as nearly across the river as possible, to the northward and eastward, the same direction as the brig now lies in. The head of the Ceylon was up the river, rath i br to wards the north shore. We were near the north edge of the channel. We were well in shore before we starboarded our helm. At the time of the colli sion we were a little below Bald -head buoy, where the brig now lies. She was struck on the starboard side, and sank almost immediately. In the concus sion the tug was separated from the brig, but before this the bowsprit of the Ceylon struck the Aid's funnel, which fell on the port side fore and aft. At the same time I was struck by one of the shrouds and knocked down. ‘S' ith the assistance of my mate I got up, and immediately went to the safety-valve and placed the weight close to the valve to allow the steam to escape. I ordered the engineer to go and draw the fires, and he called out for the fireman who was missing and could not be found. The mate then came forward and told me there was a man killed, and on going aft I saw the body of the deceased, William Goodridge. He was quite dead, lying close to the funnel, his head in a pool of blood. Just afterwards the engineer came up on deck, and then we saw the deceased, Nathaniel Roberton, sitting on the little house abaft the rudderhead, with one of his legs smashed to a mummy. I took a hand kerchief out of my pocket and we tied it as tight as possible round Roberton's leg above the knee, to prevent the blood from escaping, es he began to get very weak. Immediately after the collision the Ceylon stopped and laid by us, and her doctor came on board the Aid, and on examination pronounced Goodridge to be dead, and desired that we would get Roberton on board the Ceylon as soon as pos sible. I had him taken on board, and we returned to the Aid. After this Captain Cockett, of the Phoenix tug, came to us, and took the Aid in tow, and we brought up the body of Goodridge to the docks. When we first left with the brig in tow we had not our lights burning, but immediately after wards showed all three—white at the masthead, red on the port side, and green on the starboard, When I saw the masts of the Ceylon coming round the Spit buoy I ordered our lights to be taken in, not considering them wanted, as it was good day light and the moon shining also. This was almost immediately before the collision. I consider the accident attributable to the Ceylon having first star. boarded her helm, shutting in her port light dead, from twelve to fifteen minutes before the collision, which induced us to do the same. In five or ten minutes after this she again ported her helm, and showed her three lights. This was probably five or ten minutes before the collision. We did not alter our course when we saw the Ceylon port her helm, knowing that she could not come near us without getting aground. If we had ported our helm instead of keeping on when the Ceylon ported, the tug would have been struck instead of the brig, and then every soul would have been lost—the ex plosion would have done that. When the Ceylon had ported her helm she kept it steady. At the time of the collision the brig was over on the north shore, as close as we dared go. By Mr. Sharp—We saw the Ceylon's three lights but a very short time—not longer than it would take for so large a ship to alter her course. We were going through the water at about four knots, with the tide spent. I could not say which of our lights were taken in first, but all were in when the collision occurred. There was a masthead light on the brig when I first went to her, but I do not know whether it had been taken in prior to the col lision. As the Ceylon came round the Spit she would first show her three lights, and then she shut in the pert light. lam acquainted with the regu lation of the Merchant Marine Act requiring ships to port their helm in all cases, and did not comply with it, because, if a collision can be avoided by starboarding the helm, one is in duty bound to do so. The Ceylon did not, after the collision, pass round the bow of the sunken brig, and between the brig and the Hamble shore. lam quite sure of this. The Ceylon stopped dead after the collision. By a Juryman—lf the orders of the pilot had been obeyed, to stop the tug, the collision would not have been avoided, as we should have been thrown more athwart the river than we were. Our only plan was to try to get past her. I made sure the Ceylon would have touched the ground before she struck us. Samuel Montgomery, mate of the Aid, examined —When I first saw the Ceylon's lights we were about 200 yards inside Calshot Castle, on the north shore, and the Ceylon was right ahead, I should think from a quarter to half a mile distant. Our helm was at that time amidships, steady, and I should say we were going about four knots. I saw the Ceylon after her course about 10 minutes before the collision, by starboarding helm. I could not see her lights, as the vessel we were towing was between us and the Ceylon. After that she must have again altered her course, as I heard some one call out that she would be into us. I jumped up, and saw all three of her lights blazing away right broadside on to the brig. Immediately afterwards she struck the brig, which sank directly, the people on board having jumped on to the tug. At the same time our funnel was carried away, and fell aft on the port side. I shortly afterwards saw Goodridge lying with his head under the funnel, his face to deck. He was moaning when I first saw him. I rolled the funnel away a little, and ran for assist ance. He was dead directly. Roherton was fur ther aft, in a lying position, with his left leg smashed. The only order I heard was one from Captain Greenway, ordering me to starboard our helm to assist the brig in coming off clear of the Ceylon. I kept it starboard, but on the instant of the collision I, of my own accord, put it aport to clear our quarter of the collision. Francis Bargeer, chief officer of the Ceylon, ex amined—The Ceylon is 1,375 registered tonnage. We arrived from Alexandria on Friday morning. I relieved the deck at a quarter-past 4, when we were inside the Needles, about a mile from Hurst. All our lights were burning. The weather was over cast, with a light breeze from the north-west. The steamer was in charge of a Ryde pilot named Steward, and about half-past 5 we took on board our Southampton pilot, George Tubbs. We passed the Spit buoy about 6 o'clock, and about a quarter of an hour after, when between Calshot and the lightship, inside the Black Jack buoy, a sail was reported a little on our port bow. By the aid of my glasses I could see it was a craft of some sort in tow of a steamer, distant about a mile. I saw a light from the masthead, but could see them with out lights. They were approaching us. Directly the sail was reported the helm was put hardaport by order of the pilot. Suddenly I saw the position of the vessel in tow altered, and standing right across our bows, by her helm being put astarboard. The pilot Tubbs ordered the engines to be stopped and reversed immediately, which was done. I am certain that cur helm was never starboarded from the time the vessel was first reported. There were six men at the helm who can prove it. The helm was put hardaport, and there kept until the collision took place. I thick when the helm was first ported we were nearly in mid channel. The effect of porting the helm was to take us over to the north shore. The engines were reversed quite three minutes before the collision occurred. From the position of the ship I was certain a collision would take place, and therefore they were stopped immediately. We had not los our way, but her speed was greatly reduced. My opinion is that if we had struck the vessel while at full speed we must have gone right over her. Immediately after the collision I went on to the forecastle to clear away the wreck, and I cannot say whether we passed between the ship and the north shore. If, instead of porting our helm, we had kept our course we should probably have gone clear, but the rule is, "Port your helm with a ship ahead," and we did not anticipate that the brig would starboard her helm. When I first saw the vessel she was a little on our port bow, and our head was up the river. We struck the brig on the starboard quarter. We were going about seven miles an hour when I first saw the brig. Our full speed is 10k to 11 knots per hour. By Mr. Sharp—lf the other vessel had ported her helm in the slightest degree when we did she would have gone quite clear. George Tubbs sworn—l am a licensed pilot at this port, and yesterday morning I boarded the Ceylon off Lepe about five or ten minutes after 6 o'c!ock. We rounded the Spit buoy about half-past 6. When about halfway between the lightship and Black Jack buoy I first saw a light on board a vessel com ing down the river, about a mile and a quarter dis tant. We were then about mid channel, and our head about north to keep clear of Black Jack. As soon as I saw the light I ordered the helm to be put hardaport. The light was a little on the Ceylon's port bow. As soon as I saw there was danger I ordered the engines to be stopped and reversed at full speed. This was done three or four minutes before the collision, but the Ceylon had not lost her way. She had been going at from 7 to 8 knots, and not full speed. Just before we stopped the engines I saw the other vessel right athwart our bows, going away to the eastward.. The helm of the brig being starboarded brought her between us and the tug, so that 1 could not see the tug's lights, if she had any. It was then about a London : Printed and Published by WILLIAM ANDREWS, of No. 112, Strand, Printer, at THE SUN Office, No. 112, Strand, in the Precinct of the Savoy, in the County of Mi dd l esex , —Mouclay, January 12, 1863. Opening of the Metropolitan Railway. On Saturday the Metropolitan (underground) Railway was opened to the public, and many thousands were enabled to indulge their curiosity in reference to this mode of travelling under the streets of the metropolis. The trains commenced running as early as 6 o'clock in the morning from the Paddington (Bishop's-road) station and the Far ringdon-street terminus, in order to accommodate workmen, and there was a goodly muster of that class of the public, who availed themselves of the advantages of the line in reaehing their respective places of enployment. At 8 a.m. the desire to travel underground in the direction of the city began to manifest itself at the various stations along the line, and by nine it became equally evident to the authorities that neither the locomotive power nor the rolling-stock at their disposal was at all in pro portion to the requirements of the opening day. From this time, and throughout the morning, every station became crowded with anxious travellers, who were admitted in sections; but poor were the chanees of a place to those who ventured to take their tickets at any point below Baker-street, the occupants being, with but very rare exceptions, " long distance," or terminus, passengers. This cir cumstance tended to increase the numbers at every station every minute, until there became sufficient to fill any train of empties which might be sent to overflow ; and we believe we are correct in stating that ultimately a number of the Great Western narrow-gauge carriages, as well as engines, were brought into requisition, and by this means the temporary wants of the public were accommodated. Possibly the greatest point of attraction, if the collection of numbers may be taken as any cri terion, was King's-cross, which is certainly the finest station on the line, throwing even the termini into the shade. At this point during the morning the crowds were immense, and the constant cry as the train arrived of "No room," appeared to have a very depressing effect upon those assembled. Between 11 and 12 at this sta- tion, and, continuously, for the space of an hour and a half, the money takers refused to take money for passengers between King's-cross and Fur ringdon-street, but they issued tickets between that station and Paddington, and many whose destina tion was city wise, determined to ride on the railway on its first day of opening, took tickets for the op posite direction in order to secure places for the re turn journey. At 12 o'clock the clerks informed the public, who were certainly then assembled to the number of some 500 or 600 at King's-cross, that there were enough people at Paddington to fill four trains in: succes s i on ; an d that, therefore , their instructions street termin us a d fn u e - was hour. This ise'lle r. Thi s announcement enabled to proceed the morning, the publ ic were effect of getting rid had the of very large numbers. While, howeve r, all the ten in the other way, and therna°ll9 however, the tide set t owar ds the Farringdon afetsetward with but little inc on - at Victoria-street can becompared to the trains to no other than quarter or 20 minutes to 7 o'clock. It was not light, but hazy, but I could see the vessel when she was; within about a quarter of a mile from us. After the collision we backed astern clear of the wreck, and laid by her. My son went off' in one of the boats and took four men off the wreck. When the boats returned to the Ceylon we proceeded up the river passing to the northward ant eastward of the wreck, between her and the Humble shore, with plenty of water. The Ceylon draws IBft, of water. William Clark Thompson—l am second engineer of the Ceylon, and had charge of the engines yes terday morning from 4 o'clock. As near as I can recollect, about half-past 6 o'clock I received orders to stop and reverse at full speed. It was not over a minute before they were reversed at full speed. I never felt any shock either before or after I re ceived the orders, and did not know of any colli sion till afterwards. The engines were reversed close upon 10 minutes. Before I received the orders we were making 47 revolutions, and that would take us about 74 knots per hour. We generally make 56 to 58 revolutions at full speed. When going at 72 knots it would take nearly a quarter of an hour to stop her way altogether after her engines were stopped and reversed. The Coroner said he thought that sufficient evi dence had been given for the purposes of this in quiry as to the cause of death of the two unfortu nate men. A more minute examination into the nautical bearings of the case might be required by the Board of trade, but they had now nothing to do with that. The jury were of the same opinion, and a verdict of Accidental Death was returned. It may be well to mention here that Captain Reader, of the brig Redesdale, received a severe contusion of the head (as will be seen by the medical evidence above reported), instead of his ribs being fractured. The Coroner's inquiry occupied over five hours to-day. IRONMASTERS' QUARTERLY MEETING. DUDLEY, SATURDAY EVENING. The closing meeting of the ironmasters of South Stafford shire and East Worcestershire was held here this evening. The aetual business of quarter-day had been so nearly ex hausted at Birmingham on Thursday, that the attendance here was even smaller than at Wolverhampton, and the engagements entered into for manufactured iron were to a limited extent only ; but the feeling was quite as good as that evinced at the preceding meetings, and, as most of the works are well supplied with orders to occupy them at least until the middle of the quarter, there is no anxiety as to the future; indeed, it is now believed that the quantity of finished iron sold this week has been larger than was be lieved even at the close of the meeting at Birmingham ; probably the transactions have been greater than on any January quarter-day since 1857. There was a little business reported in pig-iron at this meeting, the rise in the price reported at Wolverhampton being obtained without difficulty. For cinder-pig there is not much inquiry, but good hot-blast iron commands £3 7s. 6d. a ton. The make of " pig" has increased since this time last year ; at that time there were 110 furnaces in blast in this district (that is exclusive of Shropshire), now there are 121 in and 67 out of blast, but it is understood that others are to be blown in. The coal trade in this neighbourhood is brisk ; the colliers are all in full work, and it is in contemplation to open fresh pits on the western side of this town. There is a good deal going hence to the London market. The various manufacturing trades carried on in this loca lity, and on to Brettel Lane and Brierly Hill, are doing a fair stroke of business for the year; and about the district generally there are more signs of animation than for several years at this season. Labour is well employed ; and the appearance of this town this evening is such as to afford some proof that the large population about it is in the en joyment of a fair amount of prosperity. The traffic on the Old Birmingham Canal is increasing, it intersects the busiest part of the district, so that the in creased tonnage is corroborative of the reports that the trade is improving. COUNTRY MARKETS. .....- NORWICH—SATURDAY. The supply of wheat at to•day's market was good, but the condition of many samples was moderate; still last week's rates were supported for all descriptions of quality. There was a fair supply of barley, and in some instances more money was made for both malting and distilling sorts. Flour supported last week's prices. . White wheat. 48 s t o 51 s Red wheat 44s to 48s Malting barley ... 36 8 t o 37 s Chevalier barley 33s to 35s Distilling do 28 s t o 30 s Oats. ( 24s to 28s Flour, 34s Od to —a Od per sack from the miller. LEI C E STER—SATunDAT. At to-day's corn market the show of farmers' wheat was only moderate, and many of the samples came to hand in indifferent condition. Out-door work is going on steadily in this neighbourhood. There was a fair demand for wheat to-day, and prices must be written is per qr. over late terms. Old white wheat, 58s to 60s ; new, 47s to 51s per 36 stone. Old red, 51s to 54s per 36 stone. Barley, malting, new, 34s to 38, per qr. ; grinding, 28s to 30s ; old oats, 27s to 308 ; new oats, 21s to 25s per 24 stone. Beans, new, —8 to —s ; old, 42s to 44s per 38 stone. NORTHAMPTON--SATURDAY. There was a limited supply of wheat at this corn market to-day, the bulk of the samples being in poor condition. For all fine, dry sorts there was a good demand, and prices were is per qr. higher. There was not much inquiry for common runs, and prices remained stationary. New wheat, 46s to 51s; old, 50s to 565. Barley, 28s to 42s per qr. New oats quoted at 20s to 27, ; old, 28s to 35s per 24 stone. Beans, old, 39s to 42s ; new, 32s to 365. Peas, 34s to 44s per qr. NOTTINGHAM-SATURDAY. At this corn exchange to-day there was a fair show of wheat for the season, and the attendance was moderate. The demand for wheat was hardly so active as last week, but prices advanced is per qr. White wheat, from 46s to 64s ; red wheat, 45s to 565. Barley—malting, 34s to 43s ; grinding, 28s to 30s. Oats old, at 25s to 31s Od ; new, 22s to 265. Beans sold at 32s to 45s per qr. Flour, 33s to 435. YORK-SATURDAY. At to-day's corn market the supply of farmers' wheat was small, and there was only a limited show of factors' samples. Reports respecting the progress of farm work are satisfac tory. Wheat, red 44s to 48s I Oats.... 2 os t o 24 s White do .48s to 52s Beans 42, to 46s Barley .28s to 36s Peas ....—s to -s Malt, 64s to 66s per qr.; rye, 32s per qr ; flour, 37s to 39s per sack. Foreign Mail Packet List. MAILS DUE. A.unralia and Mauritius, via Southampton. Jan. 18. via Marseilles Jan. 12. Lirazil and Cape Verds, by British packet. Feb. 3. Cape of Good Hope, Ascension, and St. Helena Feb. 1. China, Penang, and Singapore, via Southampton Jan. 18. via Marseilles Jan. 12. Falkland Island s Gibraltar, via Southampton Jan. 10. India (Calcutta), and Ceylon, via Southampton Jan. 18. via Marseilles Jan. 12. India (Bombay), via Southampton .. Jan. 10. via Marseilles Jan. 20. Portugal Feb. 3. Malta, Egypt, and Aden, via Southampton Jan. 10. via Marseilles Jan. 12. Newfoundland Oporto and Vigo U. S. and British N. America, by Brit. packet Jan. 15. by U.S. packet by Canadian packet. Jan. 16. W.C. of Africa, Madeira, and Teneriffe Jan. 10. Bahamas, via New York ........ Jan. 15. Mexico.. All parts of West Indies, including Chili, Peru, California, and British Columbia.. ' Jan. 13. Births. JOHNSTON.—On the Bth inst., at Southampton, the wife of Lieut.-Col. C. C. Johnston, Royal Engineers, of a BOIL MINTO.—On the 7th inst., at 31, Dover-street, the Countess of Miato, of a daughter, stillborn. PEARCE.—On the 9th inst., at 9, Claremont-square, Mrs. James Pearce, of a son. Marriages. the l a t e Ri c h ar d LAUGHTON—LAKE,—On the B th inst., at St. Bartholo- Ein.elw.C'6'SS,YdtoenJheasinsie , R t i b c i h r a d r d d a L u a g u h g t e h r t o o n f , Esq., l a t e H on . Lake, Esq , of Keppel-street, Russell square. NESBITT—FIcsoN.—On the Bth inst., at St. M ary l e b one Church, Francis Albert Nesbitt, Esq., to Emily, second daughter of the late S. Fyson, Esq. Deaths. BAMFORD.—On the Bth inst., at the Park-lodge, Ashridge, Bucks, Mr. Thomas Bamford, aged 74. BARKER.—On the Bth inst., at Nottingham, Mrs. Barker, aged 77. BARLOW.—On the Bth inst., Wm. Barlow, EFT, Norfolk House, Albion-road, Dalston, aged 63. CARTER.—On the Bth inst., at Eton College, Mary, wife of the Rev. Thomas Carter, Vice-Provost, aged 82. EVERY.—On the sth inst., at Bodmin, Mrs. Every, aged 92. FROBISHER.—On the Bth inst., at Cheltenham, Major T. Frobisher, D.L., aged 77. MARSII.—On the sth inst., at Cambridge, Rear-Admiral Digby Marsh, aged 68. OLLIVE.—On the 9th inst , at his re s id ence, 4, S a i n t M ary Abbott's-terrace, Kensington, Thomas 011ive, Esq.