The Sun. — London, England, 1854-04-06 00:00:00

"!-(.7-•I . 4 LITERAT U.RE. Blackwood.—Although Maga is, this month, more than ever political, and, therefore, consider ing the war and the consequent crisis, more than usually attrac ive, we can scarcely examine its contents fur April with a'iy degree of unalloyed pleasure or equanimity. We cannot turn over a Page of it without thinking, painfully, because so regretfully, of the disappearance of that giant-spirit who was so long the glory of the chief of the ma gazines. The death of Professor Wilson will sadden the hearts of the readers of Blackwood, readers Who are to be numbered by thousands upon thou sands. They have not so soon forgotten the wit, and the eloquence, and the poetic enthusiasm, and the exquisite taste, and the sweet and wise philoso phy by which the golden pages of tin Nodes Am brosiance, were from the first to the last distin guished. Peace to the large heart, and the warm hand, and the ample intellect from which modern literature has received so many, and some of them such priceless, benefactions. Peace to the manes of the royal dead—to the solemn hut gentle shade of King Christopher ! • Turning our attention for a moment, perforce, to the contents of the April number of Blackwood We would here at least constrain ourselves to glance cursorily over the nature of the eight contributions. Pour of these are political—each with its peculiar excellence. " The Commercial Results of a War with Russia"—p enned we cannot but conjecture, by the hand of the European Annalist—impresses the mind with a sense of the vast importance of the great struggle upon which England, in union with Prance, has just adventured. " The Reform Bills of 1852 and 1854," interesting to the electors at any other time, will be regarded as somewhat un attractive just now in the presence of events of such wonderfully larger importance. " The Blue Books and the Eastern Question" is a paper penned by one Manifestly in no way deterred from pottering over those "Azure tomes," the examination of which Was deprecated at the opening of the session by the First Lord of the Admiralty. " The Cost of the Coalition Ministry," moreover, is no other than au analysis of th e S ecre t an d C o n hde ti:d Correspon dence. A chapter on " Chronological Cirri esities," is nothing else than a fine arts' ethi cist'? • In ano.her sketch from one of Maga's reviewers we are introduc,d to "The Puppets of all Nations," and in another are carried pleasantly through a readable outline of " Life in the &hard.' The ',harm of the number, however, 'lke that of its four predecessors, is the fifth instal bient of " Tue Quiet Heart," as charming a tale as Was ever pe uned by the hand of a Scottish romancist. But ch,,e we the number with a sigh for the memory of dear old Christopher North—the sage of the oct( 8, the Poet of the Isle of Palms, the c ritic, the minstrel, the genial, the wise, the stal wart and gentle King Christopher I Strategic Map of the Baltic. Gover. 1854.—A Z , (3 Uveniently arranged pocket map of the character indicated has within the last few days been Published—a strategic map of the shores and islands . 1 1 the B a lti c . In it are luc;dly marked down ' l ' l the fortified and important places, harbours, ise a ,Ports, naval stations, and the like notable lo- Zuties—with the names of many of which the h public ate likely Letore very long to become - ! A tutliarised. The chart before us, it is but 31I stiee to observe, has been compiled with !!Pecial reference to the Prussian and Danish ‘.4..tt.natice maps, with particular regard to the and maps used by the late Sir George Murray, 'Llu not without minute attention to the guidance of colonel Jackson's Strategic Topography. COURT CIRCULAR. ord Th t Queen, attended by the Viscountess Canning, Charles Fitzroy, and Lieut.-Colonel F. H. Sey nacur visited the Duchess of Gloucester yesterday after -1:160c, at Glonct ster House. Prince A Iftrt left London yesterday morning at a rarter past line o'clock by the South Western Railway i , °l ' Farnb oroug h, t o i ns p ec t th e p ro p os ed site presented Mr. Gibson for the Wellington College. t he P r i nce was accompan i e d by th e E ar l o' Derby, Rev. Mr. Gleig, and the Hon. W. P. Talbot, and attended by the Hon. Colonel Grey, and Lieut.-Colonel * Pl. Seymour. at Ro'clock. Royal 11ig hness returned to Buckingham Palace The Princesses Helena and Louisa visited the Zoolo gical Gardens in the Regent's Park. The Prince Victor of Hohenlohe Langenburg arrived at Buckingham Palace yesterday from Portsmouth. tier M a j es t y h a d a di nn er party last evening at Buck z gent, Palace. The company included the Duchess of 43 •ent, Prince Victor of Hohenlohe Langenburg, the Archbishop of Canterbury and Miss Sumner, the Duchess of Sutherland, Lady Anna Maria Dawson, Baroness de Lpeth, Earl is.id Countess Howe, Lord George Lennox, ZViscount Enti..ld, Lord and Lady Ernest Bruce, Sir J ames and Lady Graham, Major-General Sir George .13owles, and the Rev. H. G. Liddell. The Viscountess Canning has succeeded the Countess cif Desirt as Lady in Within! to the Queen. Tee Duchess of Kent, attended by Baroness de Speth, Z!aited the Duke and Duchess d'Amnale yesterday at wickenham. t The Duke o f A rg yll (L or d P r i v y S e al) gave a dinner ° ,,, t he Cabinet Ministers last evening. The Commi3sioners for the Reduction of the National D ebt h r "em a quarterly meeting on Tuesoay, at the official ea kience of th e Ch ance ll or o f th e E xc h e q ue r, in Do wning- P tt tet. Th ere were present t h e Ch ance ll or o f t h e Ex equer, an d the Deputy- G overnor of the B an k o f Eng rlod• Sir Alexander ipearman, Secretary and Comp ller-General to the C nrimiSsioners, attended. Mr. John Wood, Chairman of the Board of Inlaid renne, had an interview with the Chancellor of the eq er yes& rday. te 41 4 Judicial Committee of the Privy Council sat yes terday The appeal from the Admiralty Court, "The g: l efal Steam Navigation Company v. Maim " (part i' r u) was concluded, and an appeal, " The General The lords present were the Lord Justice Knight Bruce, t John Dodson, and Sir E. Ryan. rn ." . ". Thomas Baring, M.P., has consented to be no- Itl;!ted for the chairmanship of the Royal National ‘vili.titution for the Preservation of Life from Shipwreck, (4 4411 haR become vacAnt by the demise of Mr. Al -Inlati Thompson, M.P. DEATH OF LORD MOSTYN. ictb ile Right Hon. Edward Pryce Lloyd, Baron Mostyn, th e county of Flint, North Wales, died on Monday last, 3 (1 inst., at Pengwern, near St. Asaph. His lordship, () „, / , V " horn in 1768, was the eldest son of the late Bell oc E acl of Bodiach. He married in 1794 the third 4 41 , 1 ",,ter o?the late Sir Roger Mostyn, Bart., and suc bal.Z'illis grand uncle in the baronetcy in 1795. The first krs - . e ' Was Secretary at War,. and his baronetcy was • liobi ith remainder to his nephew, the father of the ere e lord just deceased. He acquired the peerage by ition in by The late noble lord is succeeded in the title and estates r 'os son the Hon. Edward Mostyn Lloyd Mostyn, M.P., k - A tli e county of Flint, lord lieutenant of the county of Ill e f:`,A r lath, and colonel of the Royal Merionethshire Light 1. - 7b , 47. He was born in 1795, and married in 1827 - Harriet M argare t S co tt , d aug ht er o f th e secon d E a rl 45151homas°nrael, and assumed th name of his maternal uncle, Of ' Mostvn, on inheriting his estates. The families ,tilliloyd and Mostyn are exclusively Welsh by descent hi, alliance. The Mostyns, baronets of Talacre, are a ch of the Mostyns of Flintshire. v acancy in the representation of Flintshire is caused the elevation of Mr. Mostyn to the peerage. p ,,, 20 N COLLEGE, WEDNESDAY.—Last night a messen- I t ie` : from King's College, Cambridge, arrived at the resi- . The second concert, which took place last h night in St. s bite of the Rev. Dr. Ha wtrey, provost of Et in, bringing Martin's-hall, was in all respects worthyt e gri Thesp z: putation of this new and important society. '" resignation for Mr. Coldharn, K S., captain of the slsisol. The vacancy at King's was occasioned by the gramme was out of the beaten track. The works of French d eath and English composers were consulted, as well as t of Mr. Edward Brenton Vance, who died almost the more favoured nations ; and Germany did not mono- I l_tittclenly at Carabridge on the Ist inst. Mr. Coldham polise the instrumental, nor Italy the vocal department. inly last week was announced in the select at the trials los abe Newcastle sch I 1 1's over o ars ip. Barnaby, ma., )water The concert began with Mr. Sterndale Bennett . l The result was an agreeable and instructive variety. ZPssain of the school. The students left Eton jer- tore Tire Saiads, a composition of the highest poetical s s3' and Monday fsr the Easter holidays. The lower 'l ) 3sinreturn on the 27th inst., the fifth form and upp-r s' • d • 29th, return on the 28th, and the sixth form on theoccasion. Herr Formes followed, with beauty' which, on the whole, was better played than on a iy previous 9 t13, when the whole school will have assembled. 111 IESENT OF PLATE FOR GALLANT NAVAL SERVICES.— i ln die s e n T h h e e d n ' g e e x t t i halloo," piecel len ,; as w m hiC e h nd h el e ss s o a h n n i s i v n iol h i i r s i c b o e n st . manner. eitsrs. Earl arid Son, of Coruhill, have • just completed certo, performed by Herr Ernst, .whose conception of p teed handsome and costly group of silver plate, in- s recalled such music is irreproachable. His success was and enthusiastically and at the end of the concerto he wa t 0 a. for presentation by the underwriters of Lloyd's enthusiastically applauded. Madame Caradori, A .R. number of officers and seamen of her Majesty's .ulp s A . is an acknowledgment of the vqi and Widgeon, . . . who made s ' o favourable an impressisu at the first suable services rendered by them in rescuing the crew cencert, entirely confirmed it by her vigorous reading . of , Beethoven's fine arena, "Ah perfido." The conclusion 4 4 4 0 d... the larger portion of the cargo of the steamer Glen 18‘xs,?r, whilst on shore near Milford, in September, of Part I. was the great feature of the concert—the Bth symphon of Beethoven (in F), performed as it has , ''''. The entire group consists of two salvers, three ra l ymp h been y before, either in London or elsewhere. -u lle, and five snuff-boxes. The cups and salvers are Th r : splendid • orchestra of the New Philharmonic ri t s . e _ b a l 7 ornamented with chasings characteristic of the . Society has never appeared to greater advantage, ill s's' t aervice. The margin of the largest of the salvers nor hsve the eminent qualities of Herr Lindpaintner as see°,rnamented with a representation of a cable and a conductor been more strikingly displayed. The audi- 1 l e „ 11 . era, on the to is the crest of Sir Thomaos, the Pa- ' once —a mixed, not an exclusive one, in fact a crowd— , seer Bart., on the lower part an engraving 1 . were enchanted, an d e xp resse d their satisfaction with t . kntr Glendower - and in the centre the inscrip ietk . genuine heartiness at the end of every movement. Herr Lindpaintner's own overture, Der Standhafte Prinz, p .---" Presented' to Sir Thomas Maley, Bart., f e r tnbrek e s ° ,_ . , the dosikyaeil, by the underwriters at Lloyd's, , followed. This overture, a musical illustration of kind and' prompt manner in which ne one of Calderon's Plays, is brilliant, well written, author assistance to be sent to the steamer G:en- and scared for the orchestra with masterly skill. IZ:r 4 whilst on shore near Milford, in September, The superb manner in which it was executed, and t h ic r A. salver intended for Lieutenant Gists . All the evident determination of every one to do his best, is a ge. , commanding her Majesty's ship Asp, mar were convincing proofs of the high respect entertained st si es gn, and the inscription reesrds the prompt and for Herr Lindpaintner by the members of the band ves7at assistance rendered by him to the distressed which be directs with such energy and talent. After the see : Is A cup presented to Mr. G. A. Macfarlane, overture, which began the second part, a young debutante, i l. ".,!xl maNter of her Majesty's ship Asp ; one to Mr. to m stu r npille, master of her Majesty's ship Widgeon ;and Mdlle. Sedlatzek, in Mozart'swell difficult aria, " Parto, ma tu, ben," achieved a . i merited success. This lady D. Hall, worthily record the able co-operstion and kolss_i_seta:ne of those gentlemen A snuff-box, handsomely has an agreeable ands exib e soprano voice, and her iiltaitsih,en, is presented to each of the five seamen engaged style of singing is easand correct. At the next con cert Dr. Wylde's music to "Paradise Lost," which was iecasion ; their names being—Morgan, Yenning, esters 0 tndersley, and Clerk. The group is au inter tietsi; ne, not merely on account of the nature of the introduced last season, 18 to be repeated. setiti..es which it is intended to reward, but also as Pre' The "Manner Gesang Verein," of Cologne, commence r s , t ; ,. 'g many features in its construction and in the cha - their concerts in London early in May. They will be anover-square Rooms, and o il tal : of its chasing and ornament which reflect credit given, as last year. at fae H ' re auufacturers and designers. ; 'tl be limited, we believe, lve or fifteen days to twe . I CRIMINAL COURT.-(THIS DAY.) OLD COURT, (Before Mr. Baron Martin.) George Vernon Reiman, 35, stone sawyer, was indicted for the wilful murder of Jane Herman. Mr. Ryland prosecuted, and Mr. Sleigh was counsel for the defence. It appeared, from the statement of the learned counsel for the prosecution, that the prisoner and his wife had been married for 13 years, and that for the last five they had lodged in a house in Waterloo-street, St. Luke's, and that during the whole of the time they had been living together they were on the most tender and affectionate terms, and that no quarrel was ever known to have taken place between them. On the night of the 17th March, the prisoner and his wife were at the house of the mother of the prisoner, and they left to go home about 11 o'clock, and at this time they were on the most friendly terms. It appeared that they then proceeded to their own house, and nothing more was seen of either of them until the follow ing morning about eight o'clock, when the prisoner was seen to go out of the house, and very shortly afterwards the persons in the house, in consequence of something that occurred, went into the prisoner's room, where a dreadful sight presented itself, the unhappy woman being in her bed with one side of her skull completely beaten in, and her neck also dislocated from another blow. There was a heavy hatchet in the room, covered with blood, and from the position in which the deceased was tying it appeared as though the dreadful injuries had been inflicted upon her while she was asleep, and she did not appear to have moved. At a later hour in the morning the prisoner was found wandering about completely drenched as though he had been in the water, and he was making grimaces and danc ing about like a maniac, and he was taken to the house of his mother and put to bed, and Inspec►or Brennen shortly afterwards took him into custody. The prisoner, it appeared, had been in a lunatic asylum about six years ago, and that a short time before this transaction he had acted in such an extraordinary manner that his mother wished him to be placed under restraint, blit the unhappy deceased entertained so much affection for him that she would not be separated from him. One or two witnesses having been examined to prove these facts, the jury expressed themselves satisfied, and ac cordingly returned a verdict of not guilty, on the ground of insanity. The prisoner was ordered to be detained in custody dur ing her Majesty's pleasure. DEPARTUkE OF SEAMEN FOR THE BALTIC FLEhT THIS DAY. It being known that a very numerous draft of sea men fur service in the Baltic and North Sea fleets would proceed this morning from her Majesty's ship Crocodile, from an early hour the Tower Wharf and Custom house Quay were thronged with persons anxious to wit ness their departure; the volunteers numbering ninety, all able seamen, were mustered and inspected on the deck of the Crocodile, by Commander W. Greet, RN., who, having addressed diem in suitable language rela tive to the nature of the service they were about to join. the boats (pinnace, cutters, and jolly-boat,) of the ship were manned, and the brave fellows embarked amid deafening cheers from their shipmates whom they were about to leave, and the persons assembled on shore. In the headmost boat was stationed the excellent brass band of the Crocodile ; the passage up the river to London-bridge, while being enlivened by numerous favourite tunes, the most prominent of which were " Cheer, boys, cheer," and " Jack's the Lad," the aqua tic procession was heartily cheered by the crews of the vessels as it passed along. On arriving at London bridge the men embarked on board the Ma steam-vessel for conveyance to Sheerness, where they will be borne on the books of the flag-ship until their services ate required on board the Hannibal and other vessels fitting for the Baltic. Their passage down the river was marked with enthusiastic cheering, and when the steamer approached the receiving-ship off the Tower, a simultaneous cheer arose from each vessel, and which, being caught up by the persons on shore and the crews of merchant vessels on either side of the river, was continued until the steamer was lost to sight. TO TILE EDITOR OF THE SUN. Normanton Hotel, near Wakefield, April 4, 1854. Spa,—l have arriyed thus far in. my peripatetic tour of England and Wales, visiting the abode of the cottager and labourer, and have often been surprised to find a want of that essential which England is so celebrated for— cleanliness. I am the more particularly led to those remarks from having this day visited the small town of Castieford and toe village of Methley. The former is situated at the junction of the Arie and Calder rivers, and celebrated for its glass bottle works, which has caused the inhabitants to double their number in the last few years, and during a period when the modern appliances for the comforts of the labouring population has been studied. It is composed of miserable cottages let at ls. 6 I. per week, surrounded with mild and filth, and no means of draintige, although the site possesses an easy fall into the river. It was, therefore, not surprising to find the cholera raging violently in it, and the town placarded with large bills announcing that fact. On my ramble I also passed rows of new cottages erected for colliers' families working in the neighbouring coal pits. All these possessed receptacles for ordures within two yards of their back doors. The p , ,isonous gas which emanated from these places was so bad, that one robust man told me, in his broad Yorkshire, " that it made him sick in the morning, and he could eat no breakfast." Arriving at the village of Methley, I found two fatal cases of cholera had occurred last week to a man and his wife who had been spreading dung on the land, which dung had been brought from the mill where the Cholera had broken out in Leeds. Methley is a small village situated between the Aire and Calder, having a baronial residence, belonging to the Earl of Mexborough, but possessing very bad accommodation for cleanliness. I do not know if the Sanitary Commission at Gwydyr House have the power of altering these timings, but certain it is that it ought to be altered, and it would be done with advantage to the landlord and the country if the refuse of each house or row of houses was conveyed by pipes into a large reservoir or tank, situated at a convenient dis tance, there deodorised and sold to the farmer, either liquid or in powder, at a reasonable cost. It would be conferring a benefit on the neighbourhood instead of a curse. lam told by farmers in all parts of the country that they would gladly avail themselves of the oppor tunity, and some, if allowed, would be at the expense of making the drains ; and the great difficulty which at present exists in obtaining manure would be over come, and the large sums paid for guano would be saved. —I have the honour to remain your most obedient servant, A. SOYER.' HAYMARKET THEATRE. At the solicitation of Mr. Buckstone, Sir Henry Bishop will preside in the orchestra to-morrow evening during the performance of Guy M anneriy, Miss Cush man having announced her benefit and last appearance. One of the most original and striking performances of the day is the Meg Merrilees of that extraordinary actress, and as she represents that character on this oce...sion for the last time, a full and fashionable house may well be an ticipated. The band during the evening will perform, under Sir Henry Bishop's direction, his favourite over tures to " Montrose " and "The Miller and his Men," while a complete chorus will give all due effect to the celebrated " Chough and Crow." We have no doubt that many old playgoers and lovers of music will be glad once more to see this distinguished composer wield ing his baton in the orchestra. Miss Cushman will also appear as Juliana in The honeymoon, Mr. Vandenhoff being the Duke, and Mr. Buckstone Jacques the Mock Duke. A singular announcement which appears in the bills of this theatre is calculated to excite some curiosity that Saturday next is the last appearance of Mr. Buck stone previous to his voyage round the globe. We presume some further information will be afforded us on this subject. NEW PHILIIARMOLVIC SOCIETY. SHARE MARKETS. (THIS DAY.) BRITISH RAILWAYS. ~Pald.l, RAILWAYS. 100 Aberdeen ,Aaabg Noting. Bost andhastn. Janet... Belfast & Ballymena. Binning. Wolverh. 50 50 20 20 Stour Valley Birkenhd. Lancsh & Cheshire Junet Do. Chesh. & Birk., £5O and £25 Cons. Do., ...... , Blyth &Tyne original £25 (issd. at £45) Bristol and Exeter Caledonian. Chester & Holyhead. Cork and Bandon Cork, Black, & Pass Cornwall Crieff Junction Dublin&BelfastJune Dundee Perth &Aber deen Junetion Do. New East Anglian Do., (£lB E & H)... Eastern Counties Eastern Union, A Closing Prices yesterday. 21 - 22 Agua Fria Anglo Austrin. Gold Anglo Californian Australasian Australian Australian Cordillera Australian Freehold Ave Maria 1 3aden (Gd. Duchy of; Blaenarvon Ir. & Coal oritish Austria. Gold British Iron . 4/ - 4i Buainela done this day. Brazilian Imp. (issued at.£spm Do. Comes & Colada Do. St. Johu Del Rey, Carson's Creek Clarendon Con. Min , Co. of Jamaica Cobre Copper Colonial Gold 7i Si 14 —l2 dis 15 17 8 7 dj all 15 i t'2 Copiapo Copper Min. of Eug, Do. Pref. 7 p. cent. English and Austrin, Copper Smeltg . Co General 87 - 89 51i - 52 13 - 1 8 • - 10 io -i: Stock Do., B. Stock IDo., New A., lt 21, , d p 1 I 2 --- A - d 6 3A - 4 - 2 :29 - 31 - 39 - 41 - 1 4 10 -12 R 50 - 60 2 - 4 p, 89 521 xd li - 2i all all all all 7 - 8 East Lancashire Edinburgh & Glasgow Edinb. and Peebles... Edin.Prth &Dundee f , orth & Clyde June. Glasgow & S. Weston 1 Great Northern Stk Do., A. Stock Do., B. Stock Gt. Sth. &West.(lre., Great Western Irish South-Eastern Lancaster & Carlisle Do., Thirds Do. New Thirds . all 8 100 100 812s1 Laucash.audYorksh Do., Fifths Da., Wst. Riding Un Leeds Northern iq 7. led' • - ••• -- , . "-.' ... 59 - 61 54 - 56 .• - ••• 20 - 22 Liv.Crsby.&Soutlipt London & Blackwall Lond. Tilb. & Sthend. Loud. Bright & S.Cst. Lon& and N. W'egtn. Do. Fifths Do. Eighths 58 62 86 87 76 77 Ll 9 - 121 66 - 90 72 - 724 85 90 10 —l2 10 12 p 594 —59 i tie 7iti 11 = Great Nugget Vein Do. Registered Great Polgooth Liberty Linares Lond.&Californ.Gold Quartz Crush. Co. Mariquita I - A 4 - - - LondotiandS„ Westn 'Do., £5O Do., £4O Lndndrry& Col erain Lndudrry. & Ennisk•• Hanch.Shef.& Lineln' Do., Man. & Lin. Un. Midland )o. Birmng. & Derby' Aidld. G. West. (Irs.)i Do. Half Shares Newcastle & Carlisle Newmarket Do., Bury Extension. Nwpt.Aberg. & Hrfd. Newry & Enniskillen Newry Warrenpoint and Rostrevor. Norfolk . Northn.CountiesUn, North British 20 St. St. St. St. 2/ 2s 100 100 50 St. 50 20 20 121251 North Devoa, No. 1 Do., No. 2 Do., A A Deferred Do., B Guaranteed !North London Ibo. New <C10... -- 8 9d ; 54 -96 i 944 - 95 14(1 1d AI - 4 d d 74 -- 76 134 -- 24 1.2 7.• 1 11a 19 - 20 56f - 574 30 - 32 id— id 7 5 d 6 - 8 43 - 46 38 34 30 ... 31 50 54 Par ilt 111 i f f 59 i 6 4 st 12 IP 17 all all 14 all 51s. 100 20 130 100 N. &S. Wstrn. ,Hamp stead, and City Ja North Staffordshire North Western N. & S. Westru. Juno Nuneaton, Hinckley, and Leicester.. Oxford, Worcester,S; Wolverhampton Portsmouth Scottish Central Scottish Midland Shrewsbury & Biimg. Do. L. & N. Western Guaranteed Si &bk._ Shrowsby. & Heidi! Shrewsby. & Chester (N. W. Min ; Do. Ralves, . Do. Oswestry Shropshire Union Do. A, B, C,& D,fully paid up at per cent South Devon South Eastern South Wales S. Yrksh. & Riv. Dun Do Staines, Wok. &Wokl Stockton & Darling.! Stockton & Hartlepl Taff Vale Do. .£lO shares Do. Pref., No. 1..... Thames Haven Dock and Railway IVale of Neath Waterfd. & Kilkenny Waterford&Linierick West Cornwall. West End of London and Crystal Palace West London Wimbledn & Croydon' York Newetl.&Berw. I Do. Extensions I Do. G.N.E. Purehast York & N. Midland 7 Gad 7 74 27 - 29 78 82 50 - 52 48 - 52 48 52 ai 24 , 13 15 64 74 10 —1.,: 4 3id 13 15 574 584 32 33 4 2d 4 5 ii - 30 ‘i - - 24 174 184 4 - 5 21 23 4i - 54 6 - 7 64 65 9,1 81d , 45 -- 46 gi PA " 19i 5 71 i i 64i 5i 5 45i6} 1 10 1 1 50 50 100 100 NlexiCan&S.Amerien. Yew Granada 11 New Linares Mining and Smelting Co 11 Nouveau Monde 11 Pontgiband Silver Lead Min. dz. Smelt 1 Port Philip 1 Quartz Rock 20 10 20 35 10 22i all all 5 50 50 2 5 25 all 1 gill all 10 Pdayinney Iron Do. New 1 3autiago de Cuba F9uth Australian Pin Croft United Mexican - 4 - Waller West Granada Nest Mariposa .Vorthing Mining of Australia 15 - 17 - lir 28 - 30 8 -10 3i - - I 3 - 3 - 34 g 41 Yuba - ... i . - i ti i - i BANKS. BEISCELLA 72 74xd1 ... a 14 ld 4 3 2d, A.ubin Coal and Iroui Australian Agricult. ustral sn Pci fic. Mail straln. Royal Mail Berlin Water Works merit. American Land Brit. & Coln. Smeltg. and Reduction Co Canada lrystal Palace Do. New...... Crystal Pal.of France Eastern Steam El ectrit Telegraph(A) Do. (B) Electric Teleg. of Ir Gen. Steam Navigat General Screw Steam [rich Beetroot Swat Magdalena St. Navig. Nat. Pat. Steam Fuel Netherlands Land N. S. W. Coal & Inter Steam Navigat. Co N. B. Australasian Do. New 44 - 46 36 - 38 62 - 64 6 - 7 :ous Nrth.ofEuropeSteam Peel Rr. Ld. & Minrl. Peninsular & Oriental Do. Do. I Portland Iron Co Royal Mail Steam Scot. Austral. Invest. South Austral. Land iubmar. Telegraph.. 1)o. Registered. Van Diemen's Land PREFERENCE SHARES. St. 100 therdeen ••••• ••• St. 100 Do. No. 2, p. c. 25 30 Blyth and Tyne 10 per • c. pref. (issd. at 500 ,„ St. 100 Brie. & Ex. 4p. c. St. m „, 20 5 Do. 4p. c. Shares St. 100 Caledonian £lO 94 96 95 15 all hester & Holyhead Guar. 5A per cent._ ,„ x d 64 64 Cork &Baudons4p.c. ~,„ 64 all Dundee Perth &Aber deen Junction 31 all EastAngliaa (X3los) 6 per cent 3 3 5 all Do. (x.,5) 7 per cent 4 7i 2 Do. (X 7 17s) 7p. c • p 6:6 all Eastern Counties Ex tension, sp. c. No.l p pm 63 all Do. No. 2 — 4 p 10 all Do. New 6p.c. St l2 --121 12 20 all Eastern Union, Scrip . Guar. 6 per cent 5 all Do. 51., 10 per cent — 10 all Do. 101. Debentr.Sh- „, St. 100 East Lancash.6 p. cts. „ 5 all East and West York shire June. Pref „ 5 all EdinbPrth.&Dundee 51 per cent. St. 100 Glasgow &S.Western Guar. 5 per cent _ 3o St. 100 Great Northn. sp. 0 lOB —llO 1081 St. 100 Do. sp. c. Redeem , at 10 p. c. prem lO2 104 10 10 Do. 41 p. c. Scrip 10 6 Gt.N. of Scot. Ist Prof „, „, 64 all Gt. Southu.&Westm. (Ireland) Eighths) 7 8 20 5 Do. 4 per c. Pref. Sh. „, xd 50 6 Gt. Westn. (Berks & Hants Ex. sp. c) 6ll 7 St. 100 Do. coy. red. 41 p.c. 92 94 94 St. 100 Do. con. red. 4p. c. 87 89 St. 100 Dom. in•ed. 4p. c BB 90 16 6 Lan. & York. F. £2O Id par St. 100 Do. 6p. c. Stock . 125 130 20 13 Leeds N. 6p. c. No.l „ 124 9 Do. Quarters, 1848 „, „, St. 100 Loudon and Brighton Guaranteed 5 p. c ,„ „, St. 100 Do. Pref., sp. c. St. ,„ , 50 all Do. Convertible, sp. c., 1852 See St. 100 Do. New Guar.6 p. c. St. 100 Lon. &N. W., Coy. & Nuneaton 50 5 London &S. Western Con. Thirds 1 —2i p 121 all Londonderry& Coler Shares • ••• 121 all Loudy. & Enuis.lSh. „, 25 all Vlan., Shef., & 4 Shares, No. 1. 5 6i 10 all Do. New, £lO 6 44 09. £6 4d par 121 all vlarypt & Carl. 4 p.c 12.1 all Do. 41 per cent 121 10i, Do St. 100 Vlid. Consol.6 p.c.St. St. 100 Do. Consol. Bristol & - 12irm. 6 per cont 125 130 125 16i 5 Do. Pref. 41 per cent 1 lid die 10 6 Norfolk Debenture St. 100 Do. Pref. 4p. c. Stock xd St. 100 Do. 5 P.C. Ext ..• xd St. 100 Do. 51 per ct .pref..,, St. 100 Do. Way. Val. sp. c. St. 100 North British ••• 20 all North Staffordshire St. 100 Oxford, Worcester, & Wolverh.£ls,6p.c. 93 —96 951 15 15 Do 8i all ~cot. Cent., New Pref Pm 8 all shrews. &Birm.N.G. 7i 10 all Shrewsby. & Chester (Nor.W.Min), 8 p.c. 151 161 10 10 Do. 5 per cent 9l —lO 25 all South Deyon ll —l3 10 . • De. fixed, 41 per cent id # P 1.0 6 all S. Eastern (Reading Ann.) of £1 Os. 6d. 22 —23 St. 100 Do. Opel cent. — 20 all B.Yorksh.4p.c.Guar. 15 —2O 25 all Stockton and Dar lington, 4 per cent. 25 5 Do. do. do. 1211 all 'Stockton and Hartle pool, guar. 5 p. c. till let July, 1856 5 3 Watcrfd.&Kilk.6p.c. 2 1 d St. 100 York, Ne weastle,and Perwick,4p.c. Pref. 85 90 17 5 Do 3l 3 i 25 10 fork&N. MidlandH I , and S. rural ll la 8i i6i .•. -- .. 75 - 6k - 16 - ii i - 3 I - i. (;} a = 1 d i -4, lf 31 - 3 , , I - 1 9 - imir MAIMET NE tvg--4T FITS DAY.) HAY DIAMS,ETS. SMITRIPTELD.—Meadow hay, 2/ 15s to 5/ Os ; clover ditto, 3115 s to 6/ Os ; and straw, 11 16s to 214 s per load. A moderate supply, and a sluggish demand. CIIMBERLAND.—Meadow hay, 21 16s to 51 5s ; clover litto, 3Z 15s to 61 Os ; and straw, 1/ 18s to 21 5s per load. Supply good, and trade rather dull. WiIITECHAPEL.—Meadow hay, 2114 s to 5/ Os; clover ditto, 31 15s to 6/ ; and straw, 11163 to 2/ 43 per load. Trade steady. MEAT MARKETS. NEWCIATE AND LRADENHALL.—Each kind of meat moved off slowly at this market to-day, at our quotations. Beef, from 2s 10d to 4s Od ; Mutton, 3s 2d to 4s 4d ; Lamb, 5s 2d to 6s 8d ; Veal, 3s 6d to 5s 2d ; Pork, 3s 4d to 4s Sd per 81bs, by the carcase. SOUTHALL, APRIL s.—We have to report a dull trade for each kind of stock at this day's market, at drooping terms :—Beef, from 3s Od to 4s 2d ; Mutton, 3s 8d to 5s ; Lamb, 5s 6d to 6s 8d ; Veal, 3s 10d to 5s Od ; Pork, 3s 4d to 4s 8d per Blbs, to sink the offals. ROMFORD, APRIL s.—Our market is heavy, and last week's currency is not supported. The quotations are as follows :—Beef, from 3s 0,1 to 4s 4d ; Mutton, 3s 6d to 5s 3,1; Lamb, 5s 4d to 6s 10d ; Veal, 38 Rd to 5s Od ; Pork, 3s 4d to 4s 8d per 81bs. Quarter old Store Pigs, 21s to 26s each. LLOYD'S SHIPPING.-(vIIIS DAY.) LONDON, April 6.—Wind this day at Noon, W. ; light breeze, and fine clear, dry weather. PORTSMOUTH, April s. —Wind, Arrived—H.M.S Cumberland, Halifax. COWES, April s.—Wind, W.N.W. Arrived—TyHand, Callao, and sailed for Antwerp. OFF SALCOMBE.—Elizabeth, Mauritius. POOLE, April s.—Wind, W. Sailed—Port -Glasgow, Quebec. OFF DARTMOUTH, April s.—Arrived Maori, Hong Kong. PLYMOUTH, April s. —Wind, S-W. Arrived—Daylea ford, London, for Melbourne. Sailed—John, Quebec. PENZANCE, April s.—Arrived—Melbourne, Belize, and sailed for London. NEWRY.—Arrived—John de Wade, St. John's, N.B. QUEENSTOWN, April 4.—Wind, S.W. Arrived —Leba n on, Mazagun. Sailed—Louisa Munro, Bay of Fundy; Atalanta, lido Janeiro. BERWICK, April 4.—Wind, N.W. Arrived—Harebell, Callao. SHIELDS, April 4.—Wind, N.W.; fresh gale. Sailed— Homer, Quebec; Agnes, do. THE SUN, LONDON, THURSDAY EVENING. APRIL 6, 1854 , NELSON IN THE BALIIU. It was at the end of March that our fleet entered the Baltic in 1891 to crush the Northern confede racy. When a e read of all that is done now by the foe to render our visit perilous, to wreck or blow up our ships—it is not only interesting, but highly re assuring, to read the account of that expedition- of 53 years ago. Nelson was not in command, we must remember, though he soon won that station ; and he was not slow in giving his opinion to his superior. Then, as now, there was doubt about whether to go by the Sound or the Belt ; and while Sir Hyde Parker was hesitating, Nelson said, "Let it be by the Sound or the Belt, or any way— on l y lose not an hour ;"—a rather Napier-like speech. It was the 30th of March when the ships passed the Sound ; when, by the way, the Emperor Paul had been dead nine days without the world being aware of it. Again, then as now, the buoys were all re moved ; and it was necessary to have the channels surveyed and marked ; and this work . went on day and night. When Nelson and his ships . were off the shoal in front of Copenhagen, the pilots were found to be untrustwor,hy, and were dismissed; and it was under this enormous disadvantage that the attack on Copenhagen took place. Nelson always said that it was the unequalled difficulty of the naviga tion that made the glory of that victory. The only pilotage was that of a Mr. Bryerly, the master of an English vessel, who undertook to lead the fleet.. He did his best, but three ships grounded at the outset. Then as now, the fortune of the whole war appeared to depend on the promptitude and vigour of the Baltic fleet ; but the Napier of that day was, for some time, under the orders of an irresolute superior, whose delays drove the hero to that memo rable act of disobedience which he made a sublime jest of, when he put his glass to his blind eye that he might not see the signal to stop fighting. When he got his ships safely away, the northern allies were in great amazement that he was fairly riding in the Baltic. The Russian fleet was then frozen up at Revel. The Admiral wanted to wait, while Nelson chafed to go forward. The wind was wes terly for one thing—fair for Revel ; and at this season a westerly wind in the Baltic is rather a rare blessing. The wind is usually strong from the east all spring ; and in those days, and in that sea, a fair wind was all in all. If the Russian fleet should get out of Revel, it would be an eternal disgrace. How it would have amazed Nelson to know that the next great Baltic expedition would be able to make its way without a wind—actually in the teeth of those easterly . gales I Early in May he received his appointment to the command, and the news of the Czar's death ; but he still pressed on—hav ing no great faith in the word of Czars, old or young, about wishing for peace, which Alexander then professed. The Russian fleet had got away from Revel to Cronstadt ; but there was to be no more fighting ; so we have. no precedent about the passage of that channel, which is said. to be now about to be choked with boulders—these boulders being as many mines, charged, and connected with galvanic apparatus on shore, or on board Russian ships, to blow our heroes to the moon. It must be rather a pity in Russian eyes that this little device has got wind ; for Sir C. Napier, once fore warned, will take care that it gets water too. We imagine he will let the wet in among that terrible powder ; and as for the boulders—the probability is that the ice will not stand still to be melted exactly where the Czar commands, but will he driven all abroad by pressure from within. The melting of that ice does not proceed from the wes tern margin inwards, but is occasioned by the rush of those formidable easterly winds, and the warmth of the inland shores, whereby a de luge is brought down from the lakes and rivers, heaping up the ice in huge piles, and smashing it into pieces, which drift out before the cur rent far away from that narrow Cronstadt channel. There is no saying how far away the geologists of a future century may find -,those boulders. The want of pilots in Nelson's day was decidedly a more formidable evil than this game of nine pins that is threatened upon the ice. The great expansion of :totnnterce, as well as science, which has taken place in half a century is favourable to modern naviga tion. There must be abundance of persons, other than Russians, who know every foot of the channel to St. Petersburg—the captains of the Hull traders to St. Petersburg, for instance. _ Those persons Could easily explain, if explana tion were wanted, why the Czar has been pertina cious about obtaining delay, even more for the sake of the Baltic than the Black Sea warfare. He would have liked, no doubt, to put off the collision another month, in order to manoeuvre his ships as he liked, and to get in a good deal of the spring merchandise, which his people must now go with out. But that is not all, nor perhaps the chief. March and April are the months when the peasantry, and indeed all below the capitalist classes of the Baltic provinces, are in their poorest plight, as to health, strength, and spirits. All household stores are so exhausted by the long winter that the gentry themselves repair to the coast towns, and live there till the national larder is replenished, and the mass of the people, who have been mixing chopped straw or bark with their rye flour more and more copiously as the winter wore on, have now but a pinch of flour to a handful of straw ; so that if the careless housewife allows any cake or loaf to burn, it blazes like a torch. Thence ensues disease, of course, and the wan population is swept away by fever or indigenous cholera. Whole vil lages are left without aged or infant inhabitants, while typhus spreads among the rest. The remedy, as far as the coast is concerned, is in the marine harvest which our expedition must intercept this year. When the sea begins to toss—when the strong east winds and the various and powerful currents of that confined and agitated sea encoun ter each other, and make what sea-sick voyagers know so well as a " short sea," the amber gathering begins. The greater part of the amber in the world comes from those coasts from which the residents are now flying, bag and bag gage , i n th e horror ofinvasion. There will be little amber gather ing this year ; and if there were ever so much, there will be no merchants hovering about the coasts to buy it. The other spring harvest is gathered from the herring shoals. As soon as the boats can get out, they go after the strmming —the Baltic herring—and then the inhabitants get human food again. How much will they have this spring They are hastening into the interior. How will they he off there ? The landed proprietors look as eagerly as anybody for the spring supplies from the Baltic. At this season, the peasantry of the inte rior depend wholly on the daily dole furnished from the stores of their owner. They sit before the doors of their hovels, waiting hungrily for the flour or bread, and salt fiih, when that luxury is afforded them. And now, when there will be no spring supply, these villages will be invaded--are at this moment invaded—by a second famishing population, who must be fed or die. The Asiatic commerce of Russia does not yield food--except merely tea. From Turkey, wine, oil, and fruit have been obtained, but the bulk of Russian com merce, and that in which the popular welfare is most concerned, is that of the Ratio ; awl sorely will the accustomed cargoes of corn and fish be missed this year. It is nothing to the peasants of exhausted villages in spring that Russia supplies corn to other countries. She cannot supply it to her own 'serfs. There are no roads ; there is no communication ; and the country people are often dead before their need is known in the towns. One of the painful thoughts attendant upon the crisis is that of the innocent peasantry, who are to be starved out of life through the insane pride and creed of him whom they are told to call their " Father." It is from this peasantry that the Czar's soldiery is drawn. It is the same clsss that is perishing of disease and misery on the swamps of the Danube, and on the sands of the Baltic, and on the bleak steppes of the interior. Mercy to these poor slaves requires a vigilant promptitude in the Baltic. The speedier the blow at the heart of the empire, the shorter will be the pain of its helpless inhabitants. Our fleet must first pick its way, as carefully, as perseveringly, and intercept all the Russian commerce of that sea ; and thou— once before the islands that lock the gulfs—once within view of Russian fortifications, behind which lies the empire in the form of three or four great cities, the rest will soon be settled.—Daily News. TERMINATION OF THE SEAMEN'S STRIKE.—The re ports of our correspondents at Shields and Sunderland state that the strike of the seamen of those ports is at an end. At Shields the resolution to break up the strike was last night carried, at a meeting of the seamen, by a large majority. An effort was made by the minority to rally a party in favour of a continuance of the strike, but happily it proved of no avail. Without having come to any definite resolution on the subject, many of the Sunderland men, it appears, have entered into engage ments, and a number of vessels have proceeded to sea. MUNIFICENT DONATION.—Mr. Richard Devereux, of Wexford, who has just left for Rome in company with his parish priest, transferred, previous to his departure for the Eternal City, the sum of 14,0001. in trust for Roman Catholic charitable Wand religious uses. In the distribution of this munificent donation Mr. Devereux has allotted the sum of 1 , 0001 . " for masses for his family ;" and it is understood that 4,0001. are devoted to the fund now raising for the establishment of the Roman Catholic University. LIVERPOOL, WEDNESDAY.—This afternon, about two o'clock, the United States mail steam-ship Arctic, Captain J. C. Luce, sailed for New York, with the usual mails, 128 passengers, and a large and valuable cargo of merchandise on bo ard. Co p ies of the London journals of this morning w ere p laced on board prior to her departure by Messrs, Wilmer and Smith, news agents, Liverpool, for the press and news room of the Western Continent.. MINES JOINT-S' Australasia British Colonial Bank and Loan Company British N. American Chartd. Bank of Asia Chrtd. Bnk. of India, Australia, & China Colonial 'Jommercial of Lend English Scottish and Australian Loud. Chart. Bk. of' Australia London and County.: London Joint Stock..' 1 Loud. & Westminster Kational Provincial of England Do. New National of Ireland New South Wales Oriental Bank of Corporation Do. New Provincial of Ireland Do. New :loyal Austrolu.Bkg & Gold Imp Co south Australia Union of Australia :)o. New Union of London Ettrb Xbttionf (THIS DAY.) (BY ELECTRIC TELEGRAPR.) METROPOLITAN STAKES. VIRAGO ... Twenty ran. EPSOM RACES. (BY SUBMARINE AND EUROPEAN TELEGRAPH.) GRAVESEND, Thursday, 10.40 A.M. Arrived—Baron Osy (s), Antwerp ; Rhine (s), Rotten dam ; Gouge de 8011, Amsterdam. Sailed—ilerber, Sydney ; Sir C. Forbes, Port Adelaide William Joliffe (s), Calais. DEAL, Thursday, 9 a.m. Wind, S.W., very light, and fine. Ni arrivals. Sailed—Express, Demerara ; David, Quebec. CAUTION TO MARINERS. UNKNOWN SHOAL AT MANILLA.. The following is an extract from a letter from her Ma jesty's Consul at Manilla, recoiv.d at Lloyd's" from the Board of Trade, regarding an unknown shoal in that bay : 20th Jan., 1354. A British vessel, the Stratheden, on its voyage from this p ort t o Sydney, with a full cargo, struck on a rock, or shoal, between the main land to the right, and the island of Corregidor, at the en trance of the Bay of Manilla, and became a wreck. Part of the cargo was recovered in a sound state, and the da maged part and vessel have been sold at auction by the Captain. The situation of the Sh oa l (after passing out ward-bound the Punta de Caucavel9 is near the sounding No. 7, in a line of soundings successively marked 7, 25, 45, 31, from the Main up to the Isla de Corregidor, in the Spanish chart of the Bay of Manilla, published at Madrid in 1807, in the " Direccion Hidrograhea." Between the Shoal and the Main land there is a navigable depth of water, and the master of the Stratheden stated that through that passage he entered the bay on coming here. He was ignorant of the existence of a reef there. It is not indi cated in the chart, and in its immediate vicinity 7 fathoms water is marked. Some months ago a Swedish vessel of war touched on the same part, and I now hear that several vessels on their passages in or out of this bay have touched. it. No measures have been hitherto taken by th e Govern ment here to avert the danger, hut I will bring the subject to their attention. CORK AND BANDON RAlLWAY.—Traffic return for th week ending April 1, 1854 £l9?, 310 Corresponding week last year ACCIDENTS ON RAILWAYS. rtaport to the Lords of the Committee of Privy Coun cil for Trade, classifying the causes of the principal acci dents which have occurred on railways during the year 1853. Railway Department, Board of Trade, Whitehall, February 28, 1854. My Lords—ln analysing the reports which the inspect ing officers of this department have made upon the acci dents which have occurred on railways during the year 1833, I havo endeavoured to classify the causes which have led to the several accidents in such a manner as to point out what are the influences which the system of manage ment and the discipline on railways have had in causing them. The total number of persons who have been reported to your lordships as having met their death on railways during the year 1853 is 305, and the total number of in jured is 440; of these the total number of passengers who have suffered from accidents would appear to be 64 killed, and 300 injured ; and of this number 36 have been kihed, and 280 injured from causes beyond their own control. The returns of accidents for the half-years ending 30th June and 31st December, 1853, respectively, which have already been laid before your lordships, exhibit a detailed account of these accidents. From these returns it would appear that the total num ber of accidents to trains and engines which have been re ported by railway companies as having occurred during the year 1853 is 103. Of these 76 have been more especially brought before the notice of your lordships by the reports of the inspecting office them or by the correspon d ence which has taken place upon. These accidents may be generally classed as I. Accidents appertaining to the ',Ping stock and road, IL Accidents appertaining to the management of rail ways. Under the head of accidents appertaining to the rolling stock and road of railways may be classed the following :- Ist. Accidents from engines or carriages leaving the rails. 2d. Accidents from trains running through facing points into sidings. 3d. Accidents from persons in trains being struck against works adjacent to the line. 4th. Bailer explosions. Under the head of accidents appertaining to the manage ment are classed :- Ist. Collisions on doable lines of railway. 2d. Collisions between trains at junctions. 3d. Collisions on single lines between trains meeting in opposite directions. 4th. Miscellaneous. Inasmuch as several of these accidents are classified un der more than one head, it is desirable to analyse them as follows : ACCIDENTS APPERTAINING TO THE ROLLING STOCK AND ROAD. L—Accidents from Engines or Carriages leaving the Rails. There are twenty-four cases of accidents to trains where the engines or carriages broke down or left the rails. These may be further divided into— (l.) Accidents beyond the control of the management. —Three accidents may be placed in this divisign, which were occasioned solely by the neglect of the platelayers who were employed in the repairs of the line. In nine instances the accidents arose from the fracture of machinery (viz., tyres of wheels, axles, or springs), in consequence of the internal defects in the material, which could not be detected by external scrutiny. In one instance the cause of the accident could not be ascertained ; some of its resulting consequences, however, might have been lessened, had a communication existed between the guard and the engine -driver. (2). Accidents which might have been guarded against. In five instances the accidents were caused by the bad con dition of the road ; but in one of these instances the worn condition of parts of the carriage would appear to have had some influence in causing the accident, and in another the effect produced by the defective condition of the road ap pears to have been much increased by its mode of construc tion. In one instance the accident appears to have arisen from a considerable internal defect of the material, but which might apparently have been traced on the surface by care ful examination. In three instances the accidents would appear to have arisen from the - construction of the engine and road, or from the neglected condition of parts of the line. And in two cases the peculiar construction of the engine, carriage, and road, combined with the defective regulations of the company, appeared to have caused the accidents. It wo - uld'ilms appear, that of these 24 accidents, 13 or• little more than half, may be classed as out of the control of the management of the company, of which three were due to neglect of inferior servants, and 9 to fracture of machinery from internal defects; and the cause of one has not been ascertained. The remaining eleven accidents might have been pre vented by proper management. 2.—Accidents from Trains running through Facing Points into Sidings. Two accidents have occurred from facing points having been'wrougly set, which have caused collisions by admitting trains into sidings. The immediate cause of both acci dents was the negligence of inferior seavants ; but in one case the use of facing points at the place was highly im proper, and in the other the regulations of the company were not sufficient for ensuring safety. 3.—Accidents from Persons in Trains being struck against Works adjacent to the Line. There are four cases of accidents from passengers having beau struck against bridges or works adjacent to the line; of theca, two were due to the use of improperly con structed caniages ; one to the improper use of cattle truck■ for conveying passengers ; and one to the defective con struction of a tunnel. 4. Accidents from Boiler Explosions. Three cases of boiler explosion have been reported upon. In one, the accident was due to the negligence of an in ferior servant. In another case the boiler was much worn ; and in the other case the arrangements of the company would appear to have had a bearing upon the accident. It would therefore appear that, of the thirty-three ac cidents considered as appertaining to the rolling stock and road, only fourteen can be assumed to have been due to causes over which the management of the company had no control, whilst the remaining nineteen accidents are all more or less traceable to want of care on the part of the superior officers of the companies, and in some cases to undue economy. ACCIDENTS APPERTAINING TO THE MANAGEMENT OF RAILWAYS. I.—Collisions between trains on double lines of railway. Thirty accidents are contained in this class, of which six appear to have been occasioned by trains shunting at sidings or at stations. In only two cases were the trains which were run into delayed by purely accidental causes, and in one of these cases the accident was partly due to the negligence of the guard, and partly to unpunctuality caused by an improper system of working. In the other case, which was the one on the Great Southern and Western Railway at Straffan, a want of break power, an inadequate supply of signals, in efficient regulations, and a defective system for securing a proper interval between trains, were combined with negligence in the inferior servants, to produce the accident. _ _ _ . _ . In one case the accident was partly due to unpunctuality, over which the management of the company had no control, but it was also occasioned by the system of working the line not being sufficient for securing a proper interval be tween trains. Of the remaining 27 cases, the negligence of the inferior servants of the company appears to have partially con tributed to cause 17 accidents, but the other causes which combined with this negligence wero as follows, viz.:— Sixteen of the accidents were attributable to insufficient or inadequately enforced regulations. In six cases the sys tem for securing proper intervals between trains is stated to have been defective ; in seven cases the accidents were attributable to unpunctuality caused by an inefficient sys tem ; in one case, deficiency of engine power and of breaks ; in five other cases, the insufficiency of signals ; in another, the want of timepieces; and in another, the want of communication between the guard and engine-driver, contributed to cause the accidents Of the remaining ten cases, three wore due to the in sufficiency of the regulations of the company, combined in one case with want of timepie,:es among the company's servants, in another with the want of adequate signals, and in the third case both signals and timepieces were deficient. In six instances the accidents were due to the want of a proper system for securing intervals between trains. In five of these the accidents were also attribut able to the insufficiency of the regulations; and in three the accidents were partly attributable to unpunctuality, not beyond the control of the management. In two in stances the want of timepieces, and in another the want of adequate signals contributed to cause the accidents. One accident was due to unpunctuality, caused by a defective system of working, combined with the inadequacy of the signals. _ _ It wt4uld thus appear that twenty seven accidents out of these thirty might have been prevented by the exercise of a proper degree of care on the part of the managers of the companies ; and in the other three cases the serious conse quences of the accidents would probably have been averted, had the companies' regulations and systems of working been well framed, and had the proper discipline been maintained. 2.—Collisions between Trains at Junctions. Under this head two accidents have been reported upon during the year. In both cases the signals were insufficient; but in one case the danger from this cause was aggravated by the driver and filewan of one of the trains being unacquainted with the road, the servants on the line not being supplied with time-piecr s, the breaks on the trains being insufficient, and the regulations for working the line defective. 3.—Coliisions from Trains meetin ,, on a Single Line. There are eight cases of accidents ertun trains meeting on a single line. In two instances the accidents occurred near the junction of a single with a double line, and were duo partly to the want of break power in one of the trains, but chiefly to in. sufficient regulations. In ono of these cays the want of adequate signals, and in the other the negligence of an in ferior servant was combined with the other causes. The remaining six accide nts were attributable to insuffi cient regulations for ens uring safety, combined in one in stance with the neglig ence of an inferior servant; in ano th er with the the with want of break p ower ; and in a third, which w most formidable (viz., the accident near Oxford, Buckinghamshir e Raiway), the insufficiency of thebetween regnla- m ti o ns was combine d with a want o f comunication the guards and engine drivers. 4.—MiscellaneOus. u n der this head may be mentioned three accidents—of w hi c h, one occurred in conseque nce o f t h e direct neglect, or rattier violation of the ordinary rules, under Avhicli the li n e was was worked, by the superior officers of the com luny ; and another was th e result of insufficient regula tions combined with a want of break power, and a defec tive construction of gates at a level crossing. The third accident occurred in consequence of some pas sengers having got out of a train on the wrong side, and having beon run over. This eves due to the neglect of the regulations for locking the doors of the carriages on the off side, occasioned by the want of the proper platforms at many stations. REVIEW OF THE CAUSES OF THE ACCIDENTS. Hence it appears that almost all these accidents arose from a combination of several of the causes above enume rated. In only 5 of the 76 cases of accidents to trains which have been mentioned above, did purely accidental circumstances alone cause the accidents ; and in only eleven other cases were purely accidental circumstances combined with other causes to create the accidents. In only 28 cases was the direct negligence of inferior servants a contributing cause of the accidents; but iu some of these cases the negligence can be traced either to the men having been overworked, or to defects in the state of discipline. The other causes which contributed to the accidents were ...Rhin the control of the managers of the lines, and appear to have been as follows :- I.—Cases Ref9rable to undue Economy. Under this head the insufficient supply of seam for secur- ing safety, such asinsufficientengine power, breaks, signals timepieces, &c., and the absence of a communication be tween the guards and engine -drivers, and would appear to have contributed to cause the accidents iu thirty-eight in stances; and the neglected condition or the defective con struction of the rolling stock and the road appear to have contributed to cause the accidents in forty-three instances. 2.—Cases referable to an In e ffi c i en t System and a Defec- tive State of Discipline. The unpunctuallity of traiusappears to have contributed to cause accidents in fourteen instances. Insufficient or inadequately enforced regulations con tributed in forty-two instances to cause the accidents. And a defective system for securing proper intervals be tween trains would appear from these reports to have con tributed to cause accidents in fifteen instances. It is desirable to point out the principal causes of acci dents under these two heads. (1.) Cases referable to undue Economy. —Under this head may be classed a reductiOn of the number of servants below what was required for the efficient working of the line, the postponement of the requisite repairs, alterations or additions to works, &c., and the overworking of the carrying stock. When the servants have been reduced in number below what the efficient working of the line has required, the re maining servants have been overworked. This practice involves considerable danger, because the safe working of a railway depends upon the servants being always on the alert. The signalmen and pointsmen must always be on the look out for trains, and attend caref u lly t o their signals and points ; whilst the guards, engine-drivers, and firemen should, whilst on the road, have their attention continually directed to the safety of the train ; and it is utterly impos sible for men, however strong th e y ma y b e , t o k ee p a proper look-out if their energies are paralysed by fatigue. Yet, amongst the accidents which occurred last year, it will be found that in one case men who came on duty at six a.m., were sent out with a train after having worked to between ten and eleven p.m. ; and, in another, men who were sent out with a train in the middle of one day were continually on duty till the eyening of the next day. The reduction in the number of servants has also con tributed to accidents, by causing engine -drivers and fire men, unacquainted with the road, to be sent with trains. To this cause was partly attributable a collision which occurred at tha Eaxton junction on the North Union Railway. Several of the accidents occurred from the permanent way on some lines having been allowed to become very much deteriorated. But the accidents which occurred directly from this cause were not the whole amount of in jury which resulted to the companies and the public from this deteriorated condition of road. For a bad road re acts upon the carrying stock ; and it is probable that many cases of broken tyres axles, which were considered as purely accidental, were due to the blows to which the wheels had been subjected in passing over bad joints. In other cases the accidents were attributable to the in sufficiency of the siding accommodation, the inadequacy of the signals at newly constructed sidings, and to the ser vants of the company not having been supplied with a means of measuring time. As regards this latter point, it is to be observed that on lines of railway of large traffic where the trains are worked to carefully regulated time and p unc t ua li ty must b e to a great extent t: t dependenttime tables, safety , u upon a correct knowledge of time being possessed at the comp an y' s servants. In all accidents to whi c h unpunctual i ty h as b een a other times by contributing cause, this unpunctuality can be traced to undue economy. In some cases the supply of engines has been limited, and the trains have been worked upon a system which entailed that the unpunctuality of a train in one direction affected that of the corresponding train in the opposite direction. In other cases heavy trains have been forwarded with an insufficient supply of guards and of breaks, &c. It has been the practice on some lines to effect a saving in the working expenses, by contracting with engine drivers for working the trains, and in others by givi ng t o engine-drivers a direct premium for reducing the consump tion of coke below an average amount. These practices, unleseguarded by very carefully framed provisions, contain important elements of danger. (2.) Cases referable to an Inefficient System and De fective Discipline.—On some lines of railway in an efficient state of repair, accidents have occurred which were due either to the defective system under which the lines were worked, or to the rules not having been strictly enforced. In some of the cases of accidents, it would appear that the regulations have been such that the inferior servants of the company have great difficulty in complying with them, under even the ordinary exigencies of the traffic ; and other accidents have arisen from a violation of rules, which would appear to have been permitted on previous occasions without rebuke froai the superior officers. In many .cases tho rules have been inoperative from the responsibility of carry them into effect not being clearly fixed. upon particular individuals. In other CaBOS it will be foutut that accidents have oc curred owing to the system of issuing regulations having been loose and negligent. Of the accidents - which have been classed as due to the management of railways, a very large proportion have occurred to trains following each other upon the same line of rails. If the trains had been always punctual, and if no train had been allowed to start without the driver having been furnished with carefully-framed time-tables, to be rigidly adhered to, these accidents would probably not have oc curred. Under such circumstances the use of signals would be of less importance, and they would occupy the position of being auxiliaries to safety ; but the re ports on accidents will show that on some railways mineral trains, and even occasional goods trains, have b )en allowed to run without the engine -driver having bean f t-niehed with any instructions as to the time at which h I was to pass or stop at the several stations, and on other r i.ilways where carefully framed time-tables have been p tblished regu!strly for the mineral and other trains, these time tables have been allowed to be practically disregarded. In many cases the punctuality of trains has been much interfered with by the nnpunctuality of other trains in commotion with them, and trains timed to follow, or to be passed at stations by, other trains, have been fre quently detained by the unpunctuality of those latter trains. This latter cause of unpunctnality has arisen on lines where the traffic is conveyed in trains at different rates of Epeed, but its effects might in some cases have been remedied to a considerable extent, had a very much more extended use been made of the electric telegraph in conducting and or ganising the traffic. It will be found, therefore, that in the ordinary condition of railways at the present time, punctuality is not sufficiently attended to, and that in order to secure a sufficient interval between trains, lines are practically worked to a very great extent by signals. Several of the cases of accidents will show that to insure the due exhibition of signals, it is the custom to organise as many checks as possible upon the progress of trains ; and for this purpose a system is in use on many lines of railway by which guards of trains as well as station masters keep a record of the time at which every train passes every sta tion. This record also shows whether the time of running a train has been properly apportioned over the different parts of the lirr.'. It will, however, be found that in nearly one-half of the cases of collisions between trains following each otheron the same line of rails, the lines do not appear to have been worked under a proper system for insuring a sufficient in terval between trains ; and an examination of the cases of this class of accidents will show that the method which has been adopted on almost all lines of exhibiting at stations a signal for a specified time after the passage of a train has been in some cases insufficient for the purposes of safety. This subject is a most important ono as regards the traffic upon lines of railway where the trains are numerous, and travel at different rates of speed. On some lines of railway immunity from this class of ac cident has been secured by the use of the electric telegraph. According to this system, the line is divided into portions, the length being determined according to the amount of traffic and the frequency of trains; a signalman is placed at the extremity of each portion, with a simple description of telegraphic instrument, and no train is allowed to enter any of these portions until the preceding train has passed off that portion. A special telegraphic wire must be ap pointed to this service.* This system is in use on almost all railways for working the traffic through tunnels. Accidents from collision between trains following each other on the same lino of rails have been attended in some cases with very serious results, in consequence of the com panies not having enforced the plan of placing a break van in the rear of the train. This was particularly exemplified in the accident at Straftan, on the Great Southern and Western Railway, in Ireland. The accidents on single lines appear to have been nume rous during the past year, and to have been due to insuffi cient regulations. A single line to be worked safely requires to beNi' worked e s d uo, a unders to be verysipneeenimalpraetgitbilleatwwintsh running a large , and those regu lations number of trains. Of the systems in ise for working single lines, those which would appear to be best adapted for ensur ing absolute safety from collisions ere that either one engine -should draw every train m oving on the single line, or por tionor that cue particular man sh ou ld ac eempoafnay single ever line y eng ine or train moving over it. Several single lines of railway have been worked by the electric telegraph. but the safety of this syi•tem depends on the responsibility as to the starting of trains being very clearly defined; and one of the causes of the accident which occurred on the Buckinghamshir e Railway at Oxford was the w , a , 0 nicer nside rat i 0 n of the responsibility of several acci louts will show i that many have arisen from the want of individual respon i sib ility, In many cases the responsibility has not been 1 clearly- defined in the rules; and in other cases it has not boot practically enforced ; and hence, in ninny accidents. evidently due to positive errors, the blame cannot be fixed I upon individuals. in the case of two acsi . ,. dents which occurred) last year, attended with fatal re sa le s , th e coroners ' j uries retu rned ver'it's , . v of manslaughter against the superior officers of the companies ' - but in neither of the c a s es wore th ese ver dit,,3 sr:stained in the courts of law. I have the honour to be, my lords, your lordships' most obedient servant, DOUGLAS GALTON, Capt. Royal Engineers. The Lords of thi Committee of Privy Council for Trite. * This method of working has been adopted on the South Eastern Railway under the direction of Captain Bartow, the superintendent of the line. GREAT NUGGET VEIN COMPANY.—At a meeting of the Great Nugget Vein Company, held at Sydney oa the ldth of January, the report stated that the erection of the heavy machinery for the working of their pro perty by the Colonial Gold Company had just been com pleted, and that in a few weeks the whole wonid be in operation, when the question would be decided, not only " whether the claims of the company are worthy of their repute, but whether the country offers induce ment to enter upon extensive gold mining operations: or a field for the desultory labours of individual s only. ' The Government had conceded a lease of the property for 21 years, and the results of twelve months experi ments on various portions of the g round were as fol lows i—namely, from 1,184 tons of alluvial soil 686 ounces of gold, and from 86 ton= of crushed quartz 92 ounces. The company being relieved by their agree ment with the Colonial Gold Company from the ex pense of working the mines, their capital was lying idle, and it was proposed to invest it in advances on railway stock, guaranteed by the local Government, or to the extent of 50 per cent. on the shares of the com pany, either in the colony or in England, redeemable on three months' notice if required for ruining purposes at a future period. The balance remaining was 119,8171., and out of this, in consideration of " the profit upon the sale of shares in England," a dividend was declared of 5 per cent. SHIPMENTS OF SPECIE.—The shipments of specie by the peninsular and Oriental steamer Colombo amount to 134,7141., of which 35,800/, is gold for Alexandria, Ceylon, Singapore, and H ong k ong, an d 98 , 4001. silver for Bombay, Calcutta, and Shanghai. Singapore, Hongkong, Canton, ' T