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

LAT ERA T URE. CRIMINAL COURT.-(THIS DAY.) Blackwood.—Although Map is, this month, OLD COURT, Inore than ever political, and, therefore, consider- (Before Mr. Baron Martin.) leg the war and the con s equent crisis, more than George Vernon Herman, 35, stone sawyer, was indicted Usually attractive, we cau scarcely examine its for the wilful murder of Jane Hennan. contents for April with any degree of unalloyed Mr. Ryland prosecuted, and, Mr. Sleigh was counsel for Pleasure or equanimity. We cannot turn over a the defence. Page of it without thinking, painfully, because so It appeared, from the statement of the learned counsel r egretfully, of the disappearance of that giant-spirit for the prosecution, that the prisoner and his wife had Who was so long the glory of the chief of the ma- been married for 13 years, and that for the last five they gtziues. The death ot Professor Wilson will sadden had lodged in a house in Waterloo-street, St. Luke's, and t he hearts of the read'rs of Blackwood, readers that during the whole of the time they had been living Who are to be numbered by thousands upon thou_ together they were on the most tender and affectionate sands. They have not so soon forgotten the wit, terms, and that no quarrel was ever known to have taken and the e l oquence, an d th e p oet i c en th us i asm, an d place between them. On the night of the 17th March, thc exquisite taste, and the sweet and wise philoso- 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, rY by which the golden pages of the Noctes Am_ and at this time they were on the most friendly terms. It rosiance, were front the first to the last distin pislied. Peace to the large heart, and the warm a o p o i t ti o r ,t e,l m t o h r a e t wthaesysetehoenor either of to their own . house, and. ein t r until the follow ,l'.aud, and the ample intellect from which mod , rn ing morning about eight o'clock, e when prisoner was seen to go out of the house, and very shortly e afterwards literature has received so many, and some of them such priceless, benefactions. Peace to the manes of the the persons in the house, in consequence of something that occht u rred, went into the pr isoner's room, wh a dreadful royal dead—to the solemn lout gentle shade of King sig presented itself, the unhappy woman ere being in her C hristopher ! . bed with one side of her skull completely beaten in, and Turtling our attention for a moment, perforce, her neck also dislocated from another blow. There Wa to the con t en t s o f th e A pr il num b e r o f Blackwo o d h eav y h a t c h e t i n the r . oom, covered with blood, and from we would here at least constrain ourselves to glance the position in which the deceased was lying it appeared e ; l tsorily over the nature of the eight contributions. as though the dreadful injuries had been inflicted upon her "ottr of these are political—each with its peculiar while she was asleep, and she did not appear to hale moved. At a later hour in the morning the prisoner was found e xcellence. "The Commercial Results of a War with wan d er i ng a b out comp l ete l y d renc h e d as th oug h h e h a d Ain • ~ -Ala ,, (1 —tenn.., we cannot but conjecture, by been i n th e wa t er , an d h e was m aking grimaces and danc no hand of the European Annalist—impresses the ing about like a maniac. and he was taken to the house hind with a sense of the vast importance of the of his mother and put to bed, and Inspector Brennen shortly afterwards took him into custody. The prisoner, greatstruggle upon which England, in union with it appeared, had been in a lunatic asylum a b out s i x years -T rance, has just adventured. " The Reform Bills aaogtoe,da in ld such th an a o short tiin! before this trtahnestacthiiosn motherhe had ? . f . 152 and 1854," interesting to the electors atextraordinary manner 411 3 , oth er time, will be regarded as somewhat un- wished him to be placed under restraint, butthe unhappy attractive just now in the presence of events of such deceased entertained so much affection for him that she W onderfully larger importance. " The Blue Books would not be separated from him. pottering and the Eastern Questi o n" i s a a -er )enned b onOue or two witnesses having been examined to prove pthese facts, the jury expressed themselves satisfied, and ac illanifestl in no way deterred from p Y otteringove e r corklingly returned a verdict of not guilty, on the ground th ose ` • Y e • Azure tomes," the examination of which ot insanity. W as depre ca t e d a t th e open i ng o f th e sess i on b y t h e The prisoner was ordered to be detained in custody dur ,, I, irst Lord of the Admiralty. "Tile Cost of the ing her Majesty's pleasure. ~ 'Aialiti on Mi n i stry, " mot eover, is no other than an 1 4,1_ 8 . ti _ y is of the Secret and Confidential Correspon -071,ee. A chapter on " Chronological Curi cia_iittlies,,, is nothing else than a fine arts' criti r' .• In auo her sketch from one of Malta's evievve l 9 we are introduc..d. to " The Puppets of 11 ' a Nations," and in another are carried pl east,lntly through a readable outline of " Life in L' k e e Chara.' The charm of the number, however, that of its four predecessors, is the fifth instal -1:1!ilt of " T le Quiet Heart," as charming a tale as IWa s.,,ever penned by the hand of a Scottish romancist. i ' l llt chose we the number with a sigh for the o ei eury of dear old Christopher North—the sage ,the, . oct‘s, the Poet of the Isle of Palms, the w4r le, the minstrel the genial, the wise, the sto.d -t and g en tl e King Christopher ! DEPARTEThE OF SEAMEN FOR THE BALTIC FLEET THIS DAY. t Strategic Map of the Baltic. Gover. 1854.—A her e arranged pocket inap o f the c h arac t er e l t 'e iodic t ted has within the last few day s b een A l i. l° lied—a strategic map of the shores and islands t ile B dtic. In it are lucidly marked down R the fortified and important places, harbours, ria ,Ports, nava l s t a ti ons , an d th e lik e nota bl e lo tties__with the names of many of which the f,,4. 1 i , b public ale likely I, efore very long to become iii'nl!liarised. The chart before us, it is but e s ;,, ql ce to observe, has been compiled with pedal- reference to the Prussian and Danish r. niance maps, with particular regard to the a t ,,'a'Y maps used by tht late Sir George Murray, o i r ," without minute attention to the guidance Co lonel Jackson's Strategic Topography. It being known that a very numerous draft of sea men for 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, wer,, mustered and inspected on the deck of the Crocodile, by Commander W. Greet, R.N., who, having addressed ,hem 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 headmo,t 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 Mil 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. COURT CIRCULAR. j,,, T116 Queen, a tt en d e d b y th e Vi scoun t ess C ann i ng, k J , 4 , Charles F i t zro y, an d Li eu t.-C o l one l F. H. Sey -110,7 visited th e D uc h ess o f Gl ouces t er y es t er d a y after `.lT, at (Arne titer House. q ti "lnee A b or t l e fl L on d on yester d ay morn i ng at a t o ,, a , t ter past nine o'clock by the South Western Railway 4 rnborou g h, t o i nspect t h e propose d s i te presente d by A 7, The prrn~e Gibson fur the Wellington College. was accompanied by the Earl o Derby, 4t;ennev. Mr. Gleig, and the Hon. W. P. Talbot, and ,ded by the Hon: Colonel Grey, and Lieut.-Colonel i r 4 - Seymour. kt 4- : 13 Royal Highness returned to Buckingham Palace r i `'eloek. I,3'ne Princesses Helena and Louisa visited the Zoolo `e,al Gardens in the Regent's Park. at Th e Prince Victor of 'llohenlohe Langenburg arrived b.Uckinghani Palace yesterday from Portsmouth. ih.ger Majesty had a dinner party last evening at Buck klilarn Palace. The company included the Duchess of j 7t, Prince Victor of linherilohe Langenburg, the 0 1. 1. ,,e1dn,h0p of Canterbury and Miss Sumner, the Duchess . '''ltkeilaild,Lady Anna Maria Dawson, Baroness de W t hi E4I a .d Countess Howe, Lord George Lennox, 4 3 ' e "unt Elifipid, Lord and Lady Ernest Bruce, Sir )c n tl 'es and L a d y G ra h am, M a j or -G enera l S ir G eorge -'kl es, and the Rev. H. G. Liddell. of D l 'e - Viscountess Canning has succeeded the Countess esart as Lady in Waititi_ to the Queen. of Dudiess of Kent., attended by Baroness de Speth, ifrd en amh the Duke and Du c h e ss d'Auale yesterday at "lek . tn 'Ph to uk D ti4'e e eof A rg yll (L or d P r i vy S ea l) gave a di nner , Cabinet Ministers ast evenin. Debuts,Cornini4sioners for l the Reduction of the National maid u eld a quarterly meeting on Tues , ay, at the offi . cial " l ett "( 1 ) of the Chancellor of the Exchequer, in Downing eh, • There were present the Chancellor of th f e E x- Q u er. and the Deputy-Governor of the Bank of tonlg- Alexader Spearman, Secretary and imp ks-r'veneral the C inamissioners, attended. John Wood, Chairman of the Board of Inland txcrue, had an interview with the Chancellor of the yestirday. 4rd a , Judicial Committee of the Privy Council sat yes ter, -- . 1 ' The appeal from the Admiralty Court, "The Surd) Steatil Navigation Company v. Maim" (part concluded am) an appeal, " co General —l,:',avigation Company v. Maker,' was commenced. it e t fluß Present were p the Lord Justice Knight Bruce, Quu bodson, and Sir E Ryan. fi l • 114te Tho. j'm as Baring M.P., has consented to be. no "stitu the chairmanship of the Royal National I, lli e h e' ur n for th e Preservation of Life from Shipwreck, 4 e14 14 1 t becom e , M vacA M.P. by the demise of Mr. Al 4om .. DEATH OP LORD MOSTY N. 14-t'l7s Right lion Edward Pryce Lloyd, Baron Mos , tyn, th e 3 e e°ll4 t9 of North Wales, died on Monday last, Ivh, inst. at P near St. Asaph. His lordship, • ft e,bor'n i n 1 . 7"5 oB we w rn 's the eldest son of the late Bell -LeclßottiLh a Ho married in 1794 the third . i t eecr,"er of the late Si Roger Mostyn, Bars., and sm.- Zronithi: as sransd uncle in the baronetcy in 1795. The first at War, and his baronetcy was 11 01 3 nte(1 with r e e c m re ai a nd y erto his ' nephew the father of the le for Nat' (1 just deceased. He acquired the peerage by Th l°4 in 18,9. t y h 1 la te noble lord is succee d e d i n th e titl e an d es t a t es t l 4 , Bu n the Hon. Edward Mostyn Lloyd Mostyn, M.P.,_ 4t, - c ounty of Flint, lord lieutenant of the ?ount of 144,,ett1, and colonel of the Royal Merionethshire Light lie was born in 1795, and married in 18_,7 ' 1 ! r `Aarriet t S ott daughter of the second Earl argare c . Th, auras' and assumed the name of his maternal uncle, " f 14 0 Z Mestvn, on inheriting his estates. The families breach '. l " and Mostn are exclusively Welsh by descent urinlckl'Thee. The y Most yns, baronets of Talacre, are a A of the Mostyns of seitFlintshire. th aea boY in the ropreto.tion of Flintahire is caused e ele vation of Mr. Mostyn to the peerage. 0 , r , • ept . , 4l' --, COLLEGE, WEDNESDAY.—Last night a messen . - 40 1. '41 King's College, Cambridge, arrived at the rest 'l-":,. e of the Rev. Dr. HaNtrey, prov , st of Et in, bringing 4, 4 i ti for Mr. Coldham, K S., captain of the el!n'iTi°l: vacancy at King'by the 'a was occasionedl almost i1L 4t ,,1) of Mr. Edward Brenton Vance, who ,; 4 1 `'en!y t Cambridge on the Ist inst. who ,lied f(s"'" l agi a week was announced in the select at the trials w '4rthe /Newcastle scholarship. Barnaby, ma., is now tl4thiiii of the school. The student. left Eton yeste hat "d Monday f'r the Easter holidays. The lower di)p return on the 27th s i t ri h st., the fifth form and upp..r and the sixth form on the la t h return on the school 2 will have assembied. D u when the whole k; 44ItNT OF PLATE FOR GALLANT NAVAL SERVICES.- 4 1/884. Sari and Son, of COrtihill, have just completed tttielY handsome and costlyhgeroup of silver plate, in underwriters of Lloyd's t„ a m'd for presentation by iihiparlureber of officers and seamen of her M t a o ie f st t y h ' : values 4,, p and Widgeon, as an ack i n n ow re le s t e lg u _ i n na len the crew gilt services rendered . by them 1„,,,, the larger portion of the ca September, Milford, in . e 180 r, whilst on shore near oof the steamer Glen. k l ,". The entire group consists of two l'i 1,1 a tKi five snuff-boxes. The cups salverstharere salvers, d 4pal ' ,i-. 1 or namented with chasings chira a c n t tteristic of the ill tervice. The margin of the largest ; of cable and 4r447ltßettted with a representat.on Thomas Pas °l.; on the top is the crest of Sir . s et ' , of a the salvers st, .biart., Oh the lower part an engraving . of cr t . le . ta rt) , . d tq t , .vr t3len ower, and in the centr p e , the id. ip Bart., P,,„i"---" Presented to Sir Thomas , ley is ,_ . 0y fo,,'luroke dockyard, by the underwriters at i L iic l h (- 1 he hilthtb.e kind and prompt manner in tir,u,orised assistance to be sent to the steamer w G)en 10,' whilst on shore near Milford, in September, tliii d `. ' A salver intended for Lieutenant G. iii. All ii) e, commanding her Majesty's ship Asp, is simil t a i r_ ‘iteiNgn, and the inscription rea irds the prompt a d l'bg 'erlt assistance ren lered by him to the distressed ~,,i . 4e 6 , , ,, A cup presented to , Mr.. G. A. Macfarlane, I'. hm rna.t e r of her Niajesty s ship A ..p , one to l‘lr. tti kiltl'lle, master of her Majesty's ship Widgeon , and 4i„P' u•Tiall, worthily record the able co-oper.tton o, lh;', a tice of' those gentlemen. A snuff-box, handsomely ~( l iit i" . is presented to each of the five seamen engaged 4iiii,e,(2ceasion ; their names b eing —Morgan, Venning,. e&t,n,,-ckinderQey, and Clerk. The group is an inter -4lvi-,,°", ant Inez on account of the nature of the ti, : w hich it is intended to reward, but also as pre , rhetertOfrnalil features in its constructio n and in the pre c% th e . chasin g and ornament which reflect credit ila""Atcturers and designers. TO THE. EDITOR OF THE SUN. Normauton Hotel, near Wakefield, April 4, 1854. SIR,—I have arrived thus far in my peripatetic tour of England and Wales, visiting the abode of he 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 t ,e 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. 63. per week, surrounded with mud and filth, and no means of drainage, 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 pith 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 risonous 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 tat 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 Caldqr, having a baronial residence, belonging to the Earl of Mexbaraugh, but possessing very bad accommodation for cleanliness. Ido not know if the Sanitary Commissiun at Gwydyr House have the power of altering these things, 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. I am told by farmers in all parts of the country that they would gladly avail themselves of the oppor tunity, awl 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 sill preside in the orchestra to-morrow evening during the performance of Guy Manncring, 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 occ.sion for the last time, a Lull 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 songs 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 PHILHARMONIC SOCIETY. The second concert, which took place last night in St. Martin's-hall, was in all respects worthy the growing re putation of this new and important society. The pro gramme was out of the beaten track. The works of French and English composers were consulted, as well as those of the mote favoured nations ; and Germany did not mono polise the instrumental, nor Italy the vocal department. The result was an agreeable and instructive variety. The concert began with Mr. Sterndale Bennett's over ture The Naiads, a composition of the highest poetical beauty, which, on the whole, was better played than on any previous occasion. Herr Formes followed, with "In diesen heirgen hallen," which he sang in his best manner. The next piece was Mendelssohn s violin con certo, performed by Herr Ernst, whose conception of such music is irreproachable. His success was com plete, and at the end of the concerto he was recalled and enthusiastically applauded. Madame Caradori, who made so favourable an impressisn at the first concert, entirely confirmed it by her vigorous reading of Beethoven's flue scena, "Ah perfido." The conclusion of Part I. was the great feature of the concert—the Bth symphony of Beethoven (in F), performed as it has rarely been befor e , either in London or elsewhere. The splendid orchestra of the New Philharmonic Society has never appeared to greater advantage, nor have the eminent qualities of Herr Lindpaintner as a conductor been more strikingly displayed. The audi ence—a mixed, not an exclusive one in fact a crowd— were enchant e d, and expressed their' satisfaction with g , nuine heartiness at t h e end of every movement. Herr Lrelpaintner s own overture, .Der Standltafte Prinz ,Lliowed. This ove r t ure, a musical illustration o one of Calderon s Play s , is brilliant, well written, ' and scared for the orchestra with masterly skill. Th e superb manner in which it was executed, and the evident determination of every one to do his best, were convincing proofs of the high respect entertained for Herr Lindpailitner by the members of the band which he directs with such energy and talent. After the overture, which began the second part, a young debutante, Mdlle. Sedlatzek, in Mozart's difficult aria, " Parto, ma tu, ben," achieved a well merited success. This lady has an agreeable and flexible soprano voice, and her style of singing is easy arid correct. At the next con cert Dr. Wylde's music to " Paradise Lost," whi c h was introduced last season, is to be repeated. The "Manner Gesang Verein," of Cologne, commence their concerts in London early in May. They will be given, as last year, at t:,e Hanover-zquare Rooms, and t will be limited, we believe, to twolvo or fifteen days. SHARE MARKET& (THIS DAY.) BRITISH RAILWAYS. !Paid, RA.ILIVAII. Aberdeen .. Anabg Nottng. Bost. and &stn. Junct... Belfast & Ballymena. Binning. Wolverh. & Stour Valley ...... Birkenhd. Lanesh. & Cheshire Junct Do. Chesh. & Birk., £5O and £25 Cons. Do., £20..... Blyth & Tyne original £25 (issd. at £45) Bristol and Exeter Caledonian Chester & Holyhead. Cork and Bandon... Cork, Black, & Pass Cornwall Crieff Junction Dublin&BelfastJunc Dundee Perth&Aber deen Junction..... . Do. New East Anglian..... i lOO 82 Closing Prises yesterday. 21 - 22 - 7j 8j 14 —l2 di. 15 17 8 7 d 1 87 - 89 51i - 52 13 - 1 8 • 10 io 1. 42 - Businemi done this day. I Do., (£lB E & H)... Eastern Counties Eastern Union, A Stock Do., B. Stock • ' Do., New A..... 89 52 xd Ili if 8/ 281 591 601 11„ 12 vsPP gi IA 6# 1 10 1 1 50 50 100 100 19i 5 71 I d 20 50 20 25 all 15 i 6 5 25 all 1 ti) 411 24, /0 2/ 2s 100 26 13A 20 20 1212 s St. 10 St. 25 all 51s. 100 20 100 641 5i 5 11 45 i 6k St. 20 St. 15 941 - 96 •ot .... ••, 6 - 6 3 - 31 4 - 4i - P 12 -12 i Pm pm 12 5 10 St. 5 23 - 24 ••• . • • • ''''' • 3 —3.4 adl tiii --liox' 108 i 1.00 100 100 6 100 121 12. 12 St. St. 10.4 100 100 St. St. St. St. 1001 100 too 100 100 15 8 10 10 25 10 1.0 6 102 - 104 9k - 9i ••• ..-". • 8 ad 6i 7 92 91 87 89 83 90 Id— pa: 125 130 •••• ."'" • .. • "''''. N J ... - ase Xdil lt - 24 p •• __•. TT_9 i - p 125 130 —lid ••-• - mi ••• xdl 93 - 96 iii - Si 15a 16 1 94 10 11 13 id 22 23 15 -- 20 • ••• :•."' • -- - 2 -- 1 85 9 0 3i 3t ii -- Id THE 01711, tIONDON,. THITRSDA! ItYIN'IIfIG9 :%.gua Fria Anglo Austrin. Gold Itiglo Califoruian :Australasian Australian Australian Cordillera Australian Freehold Ave Maria (Gd. Duchy of) Blaenarvon Ir. (St Coal ziritish Aulatrin. Golci 3ritisla Iron . Brazilianlmp.(issued I at £5 pm - Do. Cocaos & Cuiada Do. St. John Del Rey Carson's Creek Clarendon Con. Min Co. of Jamaica-. Cobre Copper JOINT-8' Australasia British Colonial Bank. and Loan Company British N. America' Chartd. Bank of Asia Chrtd. Buk. of India, Australia, & China Jommercial of Lend t;:uglish Seottisli and Australian 2 Ad - 1 - - 2 - A d 6 8 34 14 2 29 31 * Id 39 41 10 —l2 50 60 2 4 b — I . to -2 31 ... - ... - 6 i - I 4 - i .1 : ii 15 17 14 - lip 28 30 8 10 3i 41 3 41 3 34 d i i d i" Lond. Chart. Bk. of Australia London and County.. Loudon Joint Stock.. Loud. & Westminster National Provincial of England Do. New National of Ireland , New South Wales _►riental Bank of Corporation i)o. New • - Vrovincial of Ire s la4d Do. New Australn.Bkg. & Gold Imp Co._ south Australia Jnion of Australia.. .)o. New Union of London. BANKS. 72 74xd d 16 id 5i —41 d 3 2d .- . . 44 - 46 36 - 38 62 - 64 6 - 7 :oils 36 - 37, ... ..."... ••• ... -- ... 75 - 80 68 - 64 ~ .--. ••. ii : iii ••,, - S . 1 - 3 1 - 7 - i* -• • • i • d ••• ••• - iP it - 14 .1 31 - 36 6& 1. 1 9 lain MARKET NEWS-(THIS DAY.) HAY MARKETS. SMITHFIELD.—Meadow hay, 2/ 15s to 5/ Os ; clover iltto, 3/ 15s to 61 Os; and straw, 1/ 16s to 2/ 4s per load. A moderate supply, and a sluggish demand. CUMBERLAND.—Meadow hay, 21 16s to 51 5s ; clover ditto, 31 15a to 61 Os; and straw, 11 18a to 2/ 5s per load. Supply good, and trade rather dull. WHITECIIIAPEL.—Meadow hay, 2/ 14s to 51 Os; clover ditto, 31 153 to 6/ 6s ; and straw, 1/ 16s to 2/ 43 per load. Trade steady. MEAT MARKETS. NEWOATE AND LEADENHALL.—Each kind of meat moved Off slowly at this market to-day, at our quotations. Beef, from 2s 10t1 to 4s 041 ; Mutton, 33 2d to 4s 4(1 ; Lamb, 5s 2(1 to 6s 8(1; Veal, 3s Gd to 5s 2d; Pork, 3s 4(1 to 4s 8(1 per Sibs, by the carcase. SOUTHALL, Aram s.—We have to report a dull trade for each kind of stock at this day's market, at drooping terms :—Beef, from 3s 0(1 to 4s 2(1 ; Mutton, 3s 8d to 5s 0 i ; Lamb, 5s 6(1 to 6s 8(1 ; Veal, 3s 10d to 53 Ckl ; Pork, 3s 4(1 to 4s 8(1 per Sibs, to sink the offals. RoSIFORD, APRIL s.—Our market is heavy, and last week's currency is not supported. The quotations are as follows :—Beef, from 3s 01 to 4s 4(1; Mutton, 3s 6 ( 1 to 5s 3d ; Lamb, 5s 4d to 6s 10d; Veal, 3s 8d to 5s Od ; Pork, 3s 4(1 to 4s fid per 8169. Quarter old Store Pigs, 21s to 26s each. LLOYD'S SHIPPING.-(THIS DAY.) LONDON, April 6.—Wind this day at Noon, W. light breeze, and, fine clear, dry weather. PORTSMOUTH, April s.—Wind, W. Arrived—MA [3 Cumberland, Halifax. COWES, April s. —Wind, W.N.W. Arrived Callao, and sailed for Antwerp. OFF SALCOMBE.—Elizabeth, Mauritius. POOLE, April s. —Wind, W. Sailed—Fort -Glasgow , Quebec. OFF DARTMOUTH, April s.—Arrived Maori, Hong Kong. PLYMOUTH, April s. —Wind, S.W. Arrived—Dayles ford, London, for Melbourne. Sailed—John, Quebec. PENZANCE, April s.—Arrived--Melbourne, Belize, and sailed for London. NEWRT.—Arrived—John de Wade, St. John's, N.B . QUEENSTOWN, April 4.—Wind, S.W. Arrived —Leba non, Mazagun. Sailed—Louisa Munro, Bay of Fundy ; Atalanta, itio Janeiro. BERwrcK, April 4.—Wind, N.W. Arrived—Harebell , Callao. SHIELDS, April 4.—Wind, N.W. ; fresh gale. Sailed — Homer, Quebec; Agnes, do. (BY SUBMARINE AND EUROPEAN TELEGRAPH.) GRAVESEND, Thursday, 10.40 A.M. Arrived—Baron Osy ( s ), Antwerp ; Rhine (s), Rotter dam ; Gouge de 8011, Amsterdam. Sailed—Herber, Sydn e y ; Si r C. F or b e s, Port Adelaide; William Jolifll3 (a), Calais. DEAL, Thursday, 9 a.m. Wind, S.W., very Reit, and fine. No 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, received at Lloyd's from the Board of Trade, regarding an unknown shoal in that bay : —Manilla, 20th Jan., 1854. A British vessel, the Stratheden, on its voyage from this port to 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 Shoal (after passing out ward-bound the Punta de Caucaven) 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 Hidrogra,fics.” Between the Shoal and the Main land there is a navigable depth of wates, 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 the Govern ment here to avert the danger, hut I will bring the subjeot to their attention. RAILWAY TRAFFIC _RETURNS. THE GREAT NORTHERN RAILWAT.--Traffio return for the week ending March 26, 1854 ...............£17,0 . 22 15 1 1 Corresponding week last year .................... 13,526 9 6 LANCASHIRE AND YORKSHIRE RAlLWAY.—Traffic re turn for the week ending April 2, 1854 ..••••£17,583 5 0 Corresponding week last year ..................... 17,412 5 10> CHESTER AND HOLYHEAD RAILWAY. —Traffic return for• the week ending April 2, 1854 £ 3,810 4 0) Corresponding week last year 3,404 6 3 APR"-" 0, iss4, NELSON IN THE BALTIC. It was at the end of March that our fleet entered the Baltic in 1801 to crush the Northern confede racy. When 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 untrustworthy, 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. Them as now, the fortune of the whole war appeared to depend oh the promptitude and vigour of the Baltic fleet; bub the Napier of that day was, for some timertincitrftttru 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 thai 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 ! 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 Ttussian 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..tho 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- Inge 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 commerce, 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. I March and April arethe 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 baggage, in the horror of invasion. 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 straemine• —.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 be 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 fish, when that luxury is afforded them. And now, when there will he 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 Baltic ; and sorely will the accustomed cargoes of corn and fish be mimed 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 class that is perishing of disease and misery on the swamps of the Danube, and on the sands of the Bal tic, 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 then— 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, thes rest will soon be settled.—Daily News. TERMINATION OF THE SEAMEN'S STRIFE.—The re ports of our correspondents at Shields and Sunderlaud 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. Withoat having come to any definite resolution on the subject, many of the Sunderland men, it appears, have entered into engage :tnents, 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 14,000/ , in trust for 0 'Roman Catholic charitable and religious uses. In the 3 distribution of this munificent d onation 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 0 "elock, 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 board. Copies of the London Increase in 1854 CORK AND BANDON' RAILMAY.—Traffio return for the her departure by Messrs. Wilmer and Smith, news week ending April 1, 1854 , Correspowtheg week last year... e f t.v. 1 88 U 7 1 Wegter n Continent, NES 'Fast Lancashire Edinburgh & GLasgoa, Edinb. and Peebles... Edin. PrL h & Dundee' orth & Clyde June.' ,Glasgow & S. Weston Great Northern Stk. Do., A. Stock. Do., B. Stock LOO LOO LOO 100 Gt. Sth. &West.(lre., Great Western [rish South-Eastern Lancaster & Carlisle' Do., Thirds . Do. New ThirdB Laneash . andYorksh Do., Fifths DD., Wst. Riding Un ,Leeds Northern Liv. Crsby. &Soutlipt London & Black wall Loud. Tilb. & Sthend. Loud. Bright & S.Cst. Loud. and N. Westn. Do. Fifths Do.lo/. 5h.,M&13„.( Do. Eighths LOO - M 47,3 176 all 1 1.00 LondoiandS. Westn. Do., £SU Do., £4O Lndndrry& Coleraine' Lndudrry. & Ennisk. .11auch.Shef.& Lineln Do., Man. & Lin. Un. 'Midland )o. Birrung. & Derby Aidld. G. West.(lrs.) Do. Half Shares Newcastle & Carlisle,l Newmarket Do., Bury Extension, Nwpt.Aberg. & Hrfd. 'Newry & Enniskillen Newry Warrenpoint and Rostrevor. . Norfolk Noithu.Counties Un, North British North Devon, No. 1 Do., No. 2 Do., A Deferred B Guaranteed North London 1q all 10 1 10. New £lO.. N. &S. Wstru., Hamp. stead, and City North Staffordshire , North Western . N. & S. Westru. June I Nuneaton, Hinckley and Leicester Oxford, Worcester,& Wolverhampton Portsmouth 'Scottish Central ~, Scottish Midland Shrewsbury & Biz mg Do. L. dt N. Western Guaranteed Steak Shrewsby. & Plerefd Shrewsby. ea Chester (N. W. Min ;., Do. Halveso. Do. Oswcstry Shropshire Union Do. A, B, C,& D,fully paid up at per cent South Devou South Eastern South Wales S. Yrksh. & Riv. Dun! Do Staines, Wok. &Wok Stockton & Darling. Stockton & Hartlepl Taff Vale Do. .£lO shares. Pref., No. 1. Thames Haven Dock and Railway Vale of Neath Waterfd. & Kilkenny Waterford&Limelick West Cornwall West End of London and Crystal Palace West Loudon. Wimbledn & Croydon York Newctl. &Berw. Do. Extensions Do. G.N.E. Purchase York & N. Midland , PREFEREN 'Aberdeen . Do. No. 2, p. c. lilyth and Tyue 10 pe: J. pref. (h;sd. at 6ot, }iris. & Ex. 4 p. c. St, Do. 4p. c. Shares , k_:aledonian £lO :Jester & flolyhes, Guar. 5i per cent._ ezßa.ndonsl p. c • Dundee Perth &Aber. dean Junction EastAnglian (I:310k 6 per cent Do. (5) 7 per cent. Do. (.£7 17s) 7 p. c. Eastern Counties Ex tension, 5 p. c. No. 1 Do. No. 2 Do. New 6 p. c. St. Eastern Union, Scrip Guar. 6 per cent Do. 51., 10 per cent Do. 101. Debentr.Sh- East Lancash. 6 p. cts. East and West York. shire June. Pref... Edinb Pith. &Dundee 5i per cent. Glasgow & S. Western Guar. 5 per cent Jrcat Northn. 5 p. c Do. 5 p. c. Redeem , at 10 p. c. prem. Do. 44 p. c. Scrip Gt.N. of Scot. Ist Pref Gt. Southn. &Westm. (Ireland) Eighths) Do. 4 per c. Pref. Sh Gt. Westu. (Berke & Hants Ex. 5 p. c) Do. cov. red. 4 p.c Do. con, red. 4 p. c Do. irred. 4 p. c Lan. & York. F. £2O Do. 6 p. c. Stock Leeds N. 6 p. c. No. 1 Do. Quarters, 1848 London and Brighton Guaranteed 5 p. c Do. Pref., 5 p. c. St. Do. Convertible, 5 p. l c., 1852 Do. New Guar.6 p. e. Lon. &N. W., Coy. & Nuneaton London & S. Western Con. Thirds Londonderry&Coler, A Shares & Nnnia. Sb. \lam, Shef., & Lin., Shares, No. 1. Do. New, £lO . Do. X 6 Aarypt .& Carl. 4 p.c. Do. 4A per cent Do Aid. Consol.6 p.c.St Do. Consol. Bristol & I.lirm. 6 per cent Do. Pref. 4A per cent Norfolk Debenture Do, Pref. 4 p. c. Stock Do. 5 p. c. Ext Do. 5A per ct.pref Do. Way. Val. 5 p. c North British North Staffordshire Oxford, Worcester, & Wolverh.Xls, 6 p.c I Do Scot. Cent. , New Piet Shrews. & Birm.N.G. Shrewsby. & Chester (Nor.W.Min), 8 p.c. Do. 5 per cent South Devon Do. fixed, 44 per Cent S. Eastern (Reading Ann.) of £1 Os. 6d. Do. 44 per cent. Yorksh.4p.c.Guar Stockton and Dar lington, 4 per cent. Do. do. do. Stockton and Hartle. pool, guar. 5 p. c. till Ist July, 1856 Waterfd.&Kilk.6p.c. York, Newcastle,and I'prwick,4 p.c. Pref. York&N. Micllandli. and 8, Punt, 7 - 1" -16 i iii = Ili 59 - 61 54 - 56 20 -- 22 58 62 86 87 76 77 Ll 9 - 121 86 - 90 72 - 7241 10 -12 u 10 -- 12 p 59 -- 59 81 -- 411 lli 12 4 . 7t -- 8 954 -- 904 944 - 95 14d -- 1 d d— 4 d d 74 -- 70 134 -- 120 12 -11 d 19 - 20 5 30 - 32 0• ..... • • • Hi— " d 7 6 - 8 43 - 46 30 3A 30 ~. 31 ~ - .., 60 64 Par i P 7 6id 7 76 27 - 29 78 82 50 - 52 48 - 52 48 - 52 Si - 24 13 -- 15 64 -- 74 10 -- 3id 13 15 57 3 / 4 58 3 / 4 32 33 4 2d 4 5 27 - 30 3 1 11 - 24 17* 184 4 - 5 21 -1 23 - 54 . . .. - 6 - 7 64 65 61 8d 5 45 -- 46 1E SHARES, I yolouial Gold„ Copiapo Copper Min. of Eng, Do. Pref. 7:1 p. cent, English and Austria, Copper Snaeltg.Co. General Great Nugget Vein Do. Registered , Great Polgooth Liberty Linares Lond.&Californ.Gold Quartz Crush. Co ilariquita Aexican&S.Ammicn New Granada, New Linares Mining and Smelting Co—. Nouveau MOnde Pontgiliaud Silver Lead Min:Samalt Port Philip Quartz Rock ;thymney Iron . Do. New 3autiago de Cuba - , outh Australian Lin Croft Juited Mexican Waller West Granada Nest Mariposa Vorthing Mining of Au5tra1ia..,......... Yuba MISCELLA tubin Coal and Iron 1 ustralian A gricult. lustralsn. Pci lie. Mai 1 lustraln. Royal Mai' Berlin Water Works Brit. American Land Unit. & Coln. Smeltg. and Reduction Co Canada , ry stal Palace ..*** " IDo Do. New...TAM Pal. of Fiancc Eastern Steam Electrit Teleg,raph(A) Do. (B) . Electric Teleg. of Ir. Gen. Steam Navigat. General Screw Steam Irish Beetroot Sugar Magdalena S. Navig. sat. Pat. Steam Fuel Setherlands Land—. N. S. W. Coal & Inter. Steam Navigat. Co. N. B. Australasian... Do. New grth.ofEnropeSteam Peel Rr. Ld. & Minrl. Peninsular & Oriental Do. Do. Portland Iron Co uyal Mail Steam 'Scot. Austral. Invest. South A ustral.Land Submar. Telegraph Do. Registered Van Diemen's hand doClDhlir±'S ON Report 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 1853, I have 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 killed, and 280 injured from causes beyond their o wn 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 officers, or by the correspondence which has taken place upon them. These accidents may be generally classed as I. Accidents appertainin g to the rolling stock and road. 11. 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 throiigh facing points into sidings. 3d. Accidents from persons in trains being struck against works adjacent to the line. 4th. Boiler explosions. Under the head of accidents appertaining to the man age . ment are classed :- Ist. Collisions on double 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 MR ROLLING STOCK AND ROAD. I.—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 f urther divided into— (l.) Accidents beyond the control of the management. —Three accidents may be placed in this division, 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 ba 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 would thus 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 wrongly set, which have caused collisions by admitting trains into sidings. The immediate cause of both acci dents was the negligence of inferior servants; 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 been struck against bridges or works adjacent to the line ; of these, two were due to the use of improperly con structed carriages ; one to the improper use of cattle trucks 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 were 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 p ower a nd of breaks ; in fi ve 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, throe were due to the in sufficiency of th e regulations of the company, combined in one case with want of timepieces 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 duo 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 duo to unpunctuality, caused by a defective system of working, combined with the inadequacy of the signals. _ _ It would 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 fireman of one of the trains being unacquainted Nvith the road, the servants on the line not being supplied with time-pieces, the breaks on the trains being insufficient, and the regulations for working the lino defective. - - 3.—Collisions from Trains meeting on a Single Line. There are eight cases of acc idents from trains m eetin g on a single line. In two instances the accidents occurred near the junction of a single with a double line, and were due partly to the want of break power in one of the trains, but chiefly to in sufficient regulations. In one of these cases the want o f adequate signals, and in the other the negligence of an in ferior servant was combined with the other caw s. The remaining six accidents were attributable to insuffi cient regulations for ensuring safety, combi ne d i n one in• stance with the negligence of an inferior servant; in another with want of break p ower ; and i n a third, which was the most formidable (viz., the accident near Oxford,the Buckinghamshir e Railwa y ), the insufficiency o _ on y of the regula tions was combined with a want of communication between the guards and engine drivers. 4.—Miscollan Under this head m a y b e mentionednne of tthreehe direct acci accidents—of w hi c h, one occurred in consequence or rather violation of the ordinary 1 e n n e t g s l; c o t! line was was worked, by the ru oBS, under which the ; and another was superior officers of the com pany combined with the result of insufficient regula tions construction of gates a want of break power, and a defec tive The third accident ate level crossing. having gotoccurred in consequence of some pas sengershaving been run o out of a train on the wrong side, and regulations for v. This was due to the neglect of the off side locking the doors of the carriages on the ,occasioned by the want of the ' 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 boon mentioned abo.fe, 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 infeii9r servants a contributing ; cause of the accidents ; but in some of these cases tb.e 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 ,‘.ithin the vontrol of the managers of the lines, and appear to have been as follows : I.—Canes Referable to undue ZorAnonay. Tinder thin 119 ad tko ingutecient wupply or mop for occur- ~ ~"~; - 4.air- - "f • ' ' ing safety * such as insufficient engine power, breaita, 5 L , timepieceS, Szc., and the absence of a communication be tween the guards and engine-drivers, and would appear to have contributed to cause the accidents in 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 Inefficient System and a Defec• tive State of Discipline. The unpunctuallity of trains appears 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 worldrtg of a railway depends upon the servants being always on the a 1 ert . The signalmen and pointsmen must always be on the look out for trains, and attend car e f u lly t o th e i r s i gna l s a nd 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 they may be, to keep 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 d u tY 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 evening 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 the Euxton 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 eases 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. sulllother cases th e acc id en t s were attributable to the in ofthesiding accommodation, the inadequacy of the fi si enc gna Y ls at newly constructed sidings, and to the ser ecants of the company not having been supplied with a 'e vens of measuring time. As regards this latter point, it i s to be observed that on lines of railway of large traffic whe, o the trains are worked to care f u lly regu l a t e d time tables,. safety and Punctuality must be to a great extent dependent upon a correct knowledge of time being possessed at all times by the company's servants. In other accidents to which unpunctuality has been a contributing cause, this unpunctuality can be traced to undue economy. In some oases the supply of engines has , been 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 direct; on. 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 engines drivers for working the trains, and in others by giving to engine-drivers a direct premium for reducing the consump tion of coke below an average amount. These practices, unless!guarded 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 from the superior officers. In many cases the rules have been inoperative from the responsibility of carry them into effect not being clearly fixed upon particular individuals. In other oases it will be found 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 Leen allowed to ran without the engine -driver having been furnished with any instructions as to the time at which le) was to pass or stop at the several stations, and on other r silways where carefully-framed time-tables have been pablished regularly 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 unpunctuality of other trains in connection with them, and trains timed to follow, or to be passed at stations by, other trains, have been fre quently detained by the unpunctualityof those latter trains. This latter cause of unpunctuality has arisen on lines where the traffic is conveyed in trains at different sates of speed, 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 iu 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 th e p rogress o f t ra i ns ; an d 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 line. 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 one 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 line 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 Straffan, 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 toinsuffi cient regulations. A single line to be worked safely requires bestthat a to be worked under very special regulat io n s, and those regu lations are such as to be incompati ble wit h running a large tiatphteerd one for engineensur shouldnumber of trains. Of the system s in use for working single lines, those which world toapperare be ingai draw solut every e safety from collisions train moving on the single line, or por tion of a single line, or that one particular man should ac company every engine or train moving ove r it. but the safety o f thi s system depends on the ep Several single li nes of railway have b een wor k e d b y th e as to the sta r t ing o f tra i ns b e i ng very c l ear ly defined; and one of the causes of the accident which electric rs t, e o n 1 s e i g b r i ar y , occurred on the Buckinghamshire Railway at Oxford was the want of a clear responsibility as to the use of the elec tric te l eg raph having been fixed on individuals. A ca reful consideration of the several accidents will show many cases the respo ns ibilit y h as Lot been 1 that many have arisen from the want of individual respon sibility. c learly defined been practically enforced ; and hence, in many accidents, evidently due to positive errors, the blame cannot be fixed upon individuals. In the case of two accidents which occurred last year, attended with fatal results, the coroners' juries returned verdicts of manslaughter against the superior officers of the companies ; but in neither of the cases were these ver dicts sustained in the courts of law. I have the honour to be, my lords, your lordships' most obedient servant, DOUGLAS °ALTON, Capt. Royal Engineers. The Lords of the Committee of Privy Council fur Trade. * This method of working has been adopted on the South. Eastern Railway under the direction of Captain Barlow, tho superintendent of the line. GREAT NUGGET VEIN COMPANY.—At a meeting of the Great Nugget Vein Company, held at Sydney on the 16th 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 corn' pleted, ;and that in a few weeks the whole would be in operation, when the question would be decided, not only " whether the claims of the company are worth/ 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 indi viduals onl y .' The Government had conceded a lease of the property for 21 years, and the results of twelve months experi• merits on various portions of the ground were as fol lows :—namely, from 1,184 tons of alluvial soil 686 ounces of gold, and from 86 tons of crushed quartz 92 ounces. The company being relieved by their agree ment with the Colonial Gold Com ap Company from was romthelyinext pense of working the mines, their idle, and it was proposed to invest it in a d vances on railway stock, guaranteed by the local Government, or to the extent of 50 per cent. on the shares of the coin• pang, either in the colony or in England, redeemable on three months' notice if required for mining 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 OP SPECIE. —The shipments of specie by the Peninsular and Oriental steamer Colombo a mount to 134,714 1 ., of which 35.800/, is gold for Alexandria, Ceylon, Singapore, and Hongkong, and 98,400/. silver for Bombay, Calcutta, Singapore, Hongkong, Canton, sad Shanghai. PER 1 a~