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

The Great English Railways. '!'HE GREAT EASTERN. Next on our list of English system stands the Grel It Eastern. This company has never occupied a firsteclass position among its fellows, and, as the Eastern Counties, iC gave rise to endless complaints, springing from real or imaginary causes. The ori. ginal Eastern Counties enterprise consisted of a line from London to Colchester, opened from 15 to 20 years since, and 51 miles in length. Indifferent as was the success obtained by the Eastern Counties Company, it secured the lead among the other rail. -way undertakings of Norfolk, Essex, Suffolk, and Cambridgeshire; and by 1848 it had insured the com mand of a through route from London to Norwich Yarmouth, and Lowestoft. About this time the Eastern Union Company made considerable efforts to acquire an independent position; it had extended the original Eastern Counties line from London to Colchester to Ipswich, Bury St. Edmunds, and Nor, wick, and various schemes were resorted to to deve. lope and maintain au independent traffic. The East ern Union Camp iny had, however, no communica tion with the metropolis, but stopped at Colchester, and after five years of unavailing efforts, the Eastern Union deemed it advisable to consent in 1854 to a provi,ional fusion for eight years. In 1802 this fusion became definitive; and the Eastern Counties, which had acquired the command also of the East Suffolk, the Northern and Eastern, the Newmarket, and other lines—while it had also established an import tent communication with the midland and northern districts by a branch from Ely to Peterborough, opened in 1847—assumed the name of the " Great Eastern," its various allies being, like itself, lost in the new designation. The progress of the general undertaking will be seen by the following recapitu. lation of the miles worked by the company—as the Eastern Counties in 1861, and the Great Eastern in 1862 and 1863—during the last three years : Dec. 31, 1861, 647 (418 double and 229 single) ; Dec. 31, 1862, 645 (430 double and 215 single); and Dec. 31, 1863, 695 (403 double and 292 single). The additional way thus brought into operation in the two years was 48 miles. Of the 695 miles worked Dc, 31, 1863, 665 (403 double and 262 single) belonged to the Great Eastern proper (the expreesion " Great E %stern" including the Colches ter, Stour Valley, Sudbury and Halstead, the Lowestoft, the Northern and Eastern, the Royston and Hitchin, and the Waveney Valley). The re maining 30 miles are made up of the following lines, still retaining an independent financial existence, but worked by the Great Eastern Company : Lynn and Hunstanton, 15 miles ; Tendriog Hun dred, 2 mites; and Ware, Hadham, and Bun tingford, 13 miles. All these lines, as well as others still projected or in course of construction, will probably become fused sooner or later in the Great Eastern Company, which has an investment in each; and, for the purposes of this article, they may be assumed to form part already of the general undertaking. With these necessary explanatory observations, we proceed to state the traffic acquired, the working expenses incurred, and the profits realised by the Great Eastern and its milks in 1861, 1862, and 1863 : Year. Revenue. Expenses. Profits. 1861 .. £1,394,114 .. £719,806 .. £674, 3t 8 1662 .. 1,427,701 .. 720,661 .. 707,040 1863 .. 1,497,405 .. 777,502 . . 719,903 These figures point, on the whole, to a more hope ful future ; but it will be seen that the working charges, which remained nearly stationary in 1862, experienced a very large expansion last year, the general result being that while the gross revenue increased in 1863 to the extent of 1103,291 as com pered with 1861, the net profit was only aug mented by 145,595 during the two years. The ratio of the working charges to the traffic receipts was thus 51.65 per cent, in 1861, while in 1863 it was 51.90 per cent. Instead, therefore, of the work ing charges having beer. reduced, they increased in the two years to tho extent of 0.25 per cent. It should be observed in explanation, in some slight degree, of the high rate of the current expenditure of the Great Eastern, that the outlay for locomotive power included also a sum of 18,734 incurred with respect to the London, Tilbury, and Southend line, for which the company supplies engines and rolling stock under contract. Some allowance should also be ma'..e for the maintenance and renewal of the rolling stock engaged upon this line. As, however, the company is repaid for the assistance thus ren dered to the London, Tilbury, and Southend, and possibly makes some profit by the operation, the ratio of the working charges cannot be reduced to any appreciable extent, and must be set down at about 51 percent. This high proportion of the cur rent outgoing4,the feebleness of the traffic upo❑ por+ tions of the reseau traversing thinly populated and unprogressive agricultural districts, and the far too lavish outlay on capital account in the first instance, explain the meagre dividends which year by year are distributed to the proprietors of the ordinary stock. The directors are so fully convinced of the in' mense difficulties with which they have to con tend, in respect to the absence of a large coal and mineral traffic, and the high rates which they have to pay for fuel, that during the last Session of Parliament they made strenuous exertions to obtain an extension which would have connected the system with the South Yorkshire coal basin. This project, styled the Great Eastern (Northern Junction), was stou►ly and successfully opposed by the Great Northern, which was alarmed at what it regarded as a formidable invasion of its territory. The directors of the Great Eastern propose to renew the application for the extension in the Session of 1865, notwithstanding that the Great Northern is energetically filling up the tract of country which the Great Eastern proposes to occupy ; and having regard to the prosperity of the Great Northern and the depression of the Great Eastern, so far as its very considerable amount of ordinary stock is con cerned—having regard also to the importance of the industrial district of East London —it really seems but reasonable that if the proprietors of the Great Eastern choose to adventure 11,000,000 or £2,000,000 in this attempt to extricate themselves from their present difficulties, they should be per mitted to do so. After this rattan long prenmble we may state in precise detail the financial position of the Great Eastern at the close of 1863. The total amount whiela the company had then raised was £23,220,828 — viz., £18,522,888 by shares and £4,697,940 by loans. Of the amount raised by shares, £9,181 : 527 was ordinary stock, upon which the unsatisfactory dividend of 14 per cent. was declared for the twelve months, In 1861 the ordinary stock of the Eastern Counties received £2 6a per cent., and in 1862 the ordinary stock of the Great Eastern received—the greater part 2 per cent„ and the remainder £.2 is 4d per cent. As the dividends of the Eastern Colin• ties and its allies upon their ordinary capital have never reached a much more satisfactory level—ex cept during the Iludeonian days, when the amazing resources of the Railway King sent E'tstern Coun ties' proprietors rejoicing a year or two with 5 per cent. paid out of capital—it is not surprising that the Great Eastern now Reds itself burdened with preference stock amounting in the aggregate to £8,508,688. Upon this total dividends were paid as follows in 1863 : 7 per cent. upon £ 80,653 ; 6 per cent, upon 51 per cent. upon £105,000 ,5 £1,151,417, per cent. upon £5,683,4579 41 per cent upon £ 6 75,596, 4 per cent upon £788,815, and 31 per cent upan £23,750. Debenture stock, receiving 4 per cent, was also in exiatence et the close of 1863 to the amount of £832,673, making up the total of £18,522,888 pre. viously indicated as having been raised by shares. The debenture debt of £1,697,940, outstanding on Decircher 31, 1863, was fleeting at the annexed rates of interest—X-159,554 at 4 per cent, £1,711,803 at 41 per cent, £2,313,773 at 41 per cent, £73,235 at 41 per cent, and £139,575 at 5 per cent. The credit of the company has somewhat improved during the past two years, the amount of 5 per cent debentures outstanding having been materially redu ce d, while one sum of £50,000, which, at the close of 1861, was actually bearing interest at 6 per cent, has been wholly paid off. Even now, however, the position of the debenture debt compares unfavourably with that of the loan capital of other great cornpaniea, althou g h care and patience may perhaps b ring the latilleof it down in four or five yea-3 to 4 per cut, which must be considered the ordinary interest for rail- way loans. It should be remarked that the direc tors have had no ordinary difficulties to contend with during the last year or two. The long•pend ing process of amalgamation has even now been scarcely adjusted, and the task of reconciling the various interests involved has been an extremely trying one. Further, the company has had to assume no inconsiderable amount of debenture debts contracted by other companies which it has absorbed. The feeble credit of these minor under takings is, of course, reflected in comparatively high rates of interest ; and it is only as debentures run out that they can either be paid off or renewed on more moderate terms. By 1867 or 1868, how ever, the bulk of the debenture debt of the Great Eastern ought to be floating at 4 per cent, as the debentures and debenture stock combined only amount to 23 . 81 percent. of the whole capital raised or created. It may be added that the amount of capital which the company was authorised at the close of 1863 to raise was £18,481,577 by shares, and £5,677,481 by loans. The amount which the company was authorised to subscribe to other under takings was £220,000, and of this amount .£B9,COD had been actually paid up. It may also be observed that during the last session of Parliament very con siderable additional capital powers were obtained. The directors are making great exertions to de velope additional traffic, and from the short state ment given above it will be seen that their efforts have not been unattended with success, although the working expenses have also considerably increased. In 1863, the:total number of trains run upon the system and the affiliated lines was 201,270 (141,260 passengers and 60,010 goods) ; and the aggregate number of miles traversed was 5,652,733 (3,269,135 by passenger trains, and 2,383,598 by goods trains). This very considerable train circulation resulted in the conveyance of 11,011,661 passengers—viz , 1,288,677 first-class, 2,203,816 second-class, and 7,519,168 third-class and Parliamentary. There were besides 2,432 holders of season or periodical tickets. In 1862, the total number of passengers conveyed was 10,171,605, so that the passenger traffic seems to have made considerable progress in 1863. The accessory business of the quick trains comprised last year the conveyance of 2,840 carriages, 16,856 horses, and 21,349 dogs. The live stock conveyed by the slow or goods trains amounted to 267,381 head of cattle, 742,405 sheep, and 160,840 pigs. Coal was carried to the extent of 684,583 tons, and other minerals and general merchandise to the ex tent of 1,438,062 tons (against 1,237,369 tons in 1862). The average fares charged upon the main line were 2 . 40 d. per mile first. class, 1 . 90 per mile second-class, and 1.001 per mile thirdeclass; while the express fares were 2.87 d. per mile first class, and 2 . 00 d per mile secondeclass. These rela■ tively high rates, which were even slightly exceeded upon the affiliated lines, produced £169,640 from first class passengers, £214,377 from second class, and £301,862 from third class, while £23,293 was also derived from season or periodical tickets, mak ing a total of £7e9,172. The accessory receipts of the quick trains were £47,348, and £21,400 was also derived from the conveyance of mails, making the aggregate earnings of the coaching department 1777,920. The receipts from live stock were £76,303; fro-n coal and coke, 1113,461 ; and from other minerals and general merchandise £529,721; making the total eernings of the slow train service for the year £719,485. This total, added to the £777,920 acquired under the head of coaching, places the geueral result at £1,497,105, as previ ously indicated. To this amount the Great Eastern proper contributed £1,487,207 ; the Lynn and Hun stanton, £7,200 ; the Tendring Hundred, £665 and the Ware, liadham, and Buntingford, £2,333. The working expenses cf last year may be subdi vided as follows :—Maintenance and renewal of way, £148,316; locomotive power (including cost of working the London, Tilbury, and Southend), £220,608; repairs and renewals of carriages and waggons, £50,728 ; traffic charges (coaching and merchandise), £249,193; rates and taxes, £34,660; Government duty, £23,763 ; compensation for per sonal injury, &c., £8,824 ; compensation for damage and loss of goods, £4 251; legal and Parliamentary expenses, £2,883; and miscellaneous outgoings, £34,276. The chief feature in these figures is the comparatively sma'l amount expended upon the way—little more than £2OO per mile ; but the meagreness of the traffic acccunts to a very great extent for this, the an - ount earned upon the system last year having been only £2,157 per mile, while upon the Great Western it was £2,881 per mile. The roiling stock possessed by the Great Eastern at the close of last year comprised 330 locomotives, 986 carriages used for the convey ance of passengers only, 407 other vehicles attached to passenger trains, 7,680 waggons of all kinds used for the conveyance of live stock, minerals, or gene. ral merchandise, and 150 other carriages or waggons, making an aggregate of 9,553. Thus, with seven twelfths of the mileage worked by the London and North "Western, the Great Eastern did not possess half as much rolling stock, white in the matter of locomotives the proportion was reduced to conside rably less than one-third. It is evident, then, that if ever the Great Eastern should succeed is develop ing a traffic enabling a fair remuneration to be ac corded to every department of the large capital em barked in it, the rolling stock—and more especially the number of locomotives—must . be considerably expended. Such is a general summary of the position of the Great Eastern at the close of 1863. In dealing with the capital account, mention should also be made of the Colchester, Stour Valley, Sudbury, and Halstead, which has raised and expended about £300,000, this concern is leased to the Great Eastern, and a fair amount of ordinary capital receives about 3k per cent. Mention should also be made of £210,000 of preference capital, raised for the execution of a line to Lowestoft and the improvement of the harbour at that port (of this £240,000, half receives 4 per cent. and half 6 per cent.). We must also note that at the close of 1863 the Lynn and Hunstanton had raised £8'..),000 (X 60,000 being ordinary capital which received 4 per cent. for 1863): that the Ten dring Hundred had raised £26,309 (of this amount £21,309 was ordinary stock which received nil); and the Ware, Hadham, and Buntingford had raised 198,660 (of this amount £49,281 was ordinary stock which received nil). These sums, taken together, amount in the aggregate to nearly £750,000, and adding this amount to the 123,220,828 raised by the Great Eastern proper, we may state the capital represented by the Great Eastern Railway and its allies at about £24,000,000. Perhips this amount is rather below the mark, as at the close of 1863 the company was, and still is " patronising " the Bishop's Stratford, Danmow, and Braintree, the Mistley, Thorpe, and Walton, the Saffron Walden, &c. For the purposes of this article we may sum up the position of the concern by stating its capital at the close of 1863 at about £24,000,000, for which nearly 7)0 miles were in working order, while the rough receipts were about £1,500,000, end the net profits £720,000 for the year. It is evident, then, that the Great Eastern is,with all its shortcomings, an enterprise of very respectable importance. That the traffic and profits . are grad ua ll y eetending is, no doubt, a ECU rce of legitimate satisfaction, but the growth of a capital was still more rapid in 1862 and 1863, and the dividend paid upon the ordinary stock for 1863 exhibited no improvement, but rather the reverse. This year the traffic has experi enced a very respectable expansion, but the holders of ordina r y stock still find their position un improved, and the dividend doled out to them for the first six months of 1564 was only at the rate of about 11 percent. The current half of the year is no doubt the most remunerative, but the ordinary shareholder s can scarcely expct more than 2 per cent. for 1864. In this state of affairs the directors are about to embark i n metropolitan extens i ons, which will probably saddle the concern with addis ticnal fixed charges to the amount of £60,000 or £70,000 per annum. The suburban traffic which may be cultivated is no doubt very great, acd the existing accommodation is doubtless inadequate ; nevertheless, it appears problematical whether, at any rate for some years to come, tho a ddi t i onal traffic secured wiil provide for the Extra fixed charges which will have to be met. One thing is quite clear. The district accommodated by this company is nnprogreesive per se ; and it is only by improved commnnicetion with the mactiflettil ing districts, the development of a sea side traffic—in which particular the company has been very suc cessful this year—and a reduction in working ex penses and interest charges that the position of the ordinary proprietors can b 3 ameliorated, The management has of late, however, unmistakeably improved, and by degrees the at present unsatis• factory dividends received by the holders of ordinary stock may also improve. Murder of a Non-Commissioned Officer at Malta. MALTA.—On Tuesday, the 6th of September, John Burne, aged 22, years, born in Ireland, a soldier of the Ist battalion 22d Regiment, was ar. reigned o❑ the charge of wilful murder, which crime he committed on the 16th of August lest inthe barracks at Floriana, by having maliciously and with the intention of putting the life of Sergeant Thomas Ludgate of the same corps, in manifest danger, and of killing him, caused the instantaneous death of the said Ludgate by firing at him with his rifle, and inflicting on him a wound in the right side of his neck. The Crown Advocate, Sir A. Dingli, C. 8., who conducted the prosecution, in voked the punishment of death against the prisoner, as provided for in article 205 of the Criminal Laws. The prisoner having pleaded not guilty to the charge, the Crown Advocate opened the case by briefly stating to the jury the principal facts of this awful crime, which were afterwards deposed to by the witnesses ; and after calling on the jurors to consider well the two points submitted to them— that is, whether the murder had been committed by the prisoner at the bar, and whether he had the in• tention of killing—he concluded by appealing to the impartiality and firmness of the jury. The following witnesses for the prosecution were then called and examined on oath':— Dr Pisani, Dr Grillet, and Dr Welch, Assistant- Surgeon, Ist Battalion 22d Regiment, who deposed that they had been called to examine the corpse of Sergeant Thomas Ludgate, 22d Regiment. Dr Welch was the first to see the sergeant in the bar room at Floriana. He was perfectly dead, and had a wound iu the neck, caused by a firearm. Death must have necessarily ensued. Sub-Inspector Wright said he was called on the 16th of August, at half-past three, and told that a soldier had shot a sergeant. He went to the barracks and found the sergeant lying dead on his bed with a wound in the neck. In the evening an inquest was held, when a piece of leaden ball and a piece of wood were given witness by a sergeant. ll' hen these pieces were found the prisoner was present, but did not say anything. Witness spoke once to the prisoner, who complained of having been ill treated by Sergeant Ludgate. Richard Pratt, private, Ist Battalion 22d Regi ment, deposed that on the 16th of August he was in the barrack-room, and having beard the report of firearms he ran to the end of the room, and saw the prisoner placing his rifle against the wall. Ser geant Ludgate was lying motionless on his bed, with a wound under his right ear. Sergeant William Lapthom, Ist Battalion 22d Regiment, said Private Pratt gave him a piece of a ball which he had found near the prisoner's bed. It was the one exhibited to him in court. Lance-Corporal Hobson, Ist Battalion 22d Regi ment, stated that on the 16th of August, at about 3 o'clock in the afternoon, he was in his roam at the barracks when he heard an explosion in the next room. He ran to the room, and was told by the men that the prisoner had shot Sergeant 14-Idgate. He went to look at the sergeant, who was lying dead on his bed with a wound under his right ear. He found the rifle with which the sergeant was shot. It was numbered 442, and belonged to the prisoner at the bar. Sergeant Henry M'Leod, Ist Battalion 22d Re meat, deposed that ha knew the rifle which be longed to Private Burns. He recognised it from the namber. Sergeant Ludgate was shot on Aug. 16, at about 3.10 p.m., and it was then that he saw the rifle, which was in the hands of Corporal Hob• son. He examined the pouch of Private Burns, and found a cartridge deficient. John Gray, private, Ist Battalion 22d Regiment. said he was charged to write out tickets for each packet of cartridges belonging to No. 6 and 7 com panies. He recognised the ticket existing on the packet of Barns' cartridges (No. 1,181). Sergeant. Major A. King, let Battalion 22d Re giment, deposed that, during the time he was in the service, no cartridges were ever fount deficient. Lieutenant J. 11. Hameraley, Adjutaw, Ist Bat talion 22d Regiment, identified the Defaulters' Sheet, existing in the proceedings, from which it appears that Sergeant Ludgate had reported Burns several times, even lately before his death, for breaches of regulations. Capt. A. Monk, Ist Battalion 22d Regiment, also identified the Defaulters' Sheet. Ho said that in June last Burns was reported once, and in Augus t hree times, on two of which occasions by Sergeant Nl'Gregor and Sergeant Ludgate, and on another by Sergeant Ludgate alone. The last report was made on the 16th of the same month. Barns was sentenced to two days' drill and two days' con finement in the barracks. He recognised the pri soner at the bar. John Melville, private, I.s-t Battalion, 22d Regis ment, said he knew the prisoner, who belonged to No. 6 company. Sergeant Ludgate belonged to the same company. On the:l6th of August, at about 10 minutes to three in the afternoon, witness went to the room where Ludgate and Burns were, to hand a book to Corporal Harrington, and found the pri soner standing with the rifle in his right hand. Ludgate was lying on his bed at about three yards distance from witness. When handing the book to Corporal Harrington he heard an explosion, and on turning round (as he had his face towards Harrings ton) he saw the prisoner with his riflo levelled against Ludgate. The prisoner soon afterwards 9flid, " I have done that, and I will go now to the guard-roof," and then placed his rifle against the wall. Witness said, " God, he has killed him." Corporal John Harrington, Ist Battalion 22d Regiment, said he lived i❑ the room of the 6th com pany, where Sergeant Ludgate had his bed. He knew that the sergeant was shot on the 16th of August, at about ten minutes before three in the afternoon. He knew the prisoner, who was then in the room. When he saw him after the explosion, he (Burns) held his rifle as if it came down from the "present," and he subsequently placed it against the wall. The interval between the explosion and the time when he saw him in that position was al most instantaneous. He saw smoke issuing from the rifle. Prisoner looked at Sergeant Ludgate, who was lying lifeless on his bed, and said, " There, you b-." John Macnulties, private of the Ist Battalion 22d Regiment, said he slept in the same room with Ser geant Ludgate and Burns. On the 16th of August, at about 10 minutes to 3 in the afternoon, he heard an explosion, and soon afterwards one of the men said " My Goi, the man is shot." He looked round and found the prisoner with the rific in his hand. He then seized hold of him and took him to the guard-room. On arriving there the prisoner said, " If Sergeant M‘Gregor had been there I would have shot him also." John Williams, private, Ist Battalion, 22d Regi ment, knew the prisoner as well as Sergeant Ludgate. On the 16th of August, at 10 minutes to 3 in the afternoon, he was in the barrack room lying on hie bed, and iw the prisoner holding his rifle as if he were cleaning it. Soon afterwards he heard the re port of firearms, looked round, and saw the prisoner with his rifle levelled at Sergeant Ludgate. He then placed the rifle against the wall, and looked at the sergeant, saying " That will do fur you." When being conveyed to the guardroom the prisoner said "That is the crime for which you should confine me." Charles Hargreaves, private, Ist battalion 22d Regiment, deposed that ou the afternoon of Aug. 6, at about 10 minutes to 3, he was lying on his bed at the end of the birraek room, where Sergt. Lu.l - ar d Private Burns were, when he heard the report of firearms and some one say "Arrest Burns." He then arrested the prisoner, who said ho would have been glad if he had killed the other sergeant. Sergeant M'Gregor, Ist Battalion 22d Regiment, sad that he had cccasion to report the prisoner re cently tefora Sergeant Ludgate's death. Dr. Mariani then add.'cssed the jury for the de fence: lie said that they eliould not lock to fl_e atrocity of the crime, but only to the fact whether TEE SUN, LONDON, FRIDAY EVENING, SEPTEMBER 16, 1864. the prisoner was guilty or not: It was true that there was very strong circumstantial evidence against the prisoner, but it was not proved that the prisoner had loaded his rifle for th© purpose of kill ing the unfortunate sergeant, nor did it appear that the cartridge found deficient had been taken by the prisoner himself from his packet, inasmuch as his pouch was not kept by him but was accessible to the other men—which facts showed that if the prisoner committed the murder he did so accidentally. He said that the punishments awarded him by his supe riors could not have been the cause of the crime, and concluded by recommending the prisoner to the jury, owing to his youth and good conduct. The learned President summed up the chief evidence to the jury, and said that the present case was a very simple one for their consideration, re marking that the words uttered by the accused and the principal circumstances deposed to by some of the witnesses left no doubt as to the guilt of the prisoner. He warned the jury that if any of them were of opinion that the punishments inflicted on the prisoner had provoked him into the commission of the crime, this was not admissible by law, inas much as those punishments were legal and accord ing to the provisions of the law. The jury then withdrew, and soon afterreturned the followed verdict :—" The jury unanimously de clare that John Burns is guilty of the crime with which he stands charged in the indictment. The jury, however, recommend him to mercy owing to his youth." On this verdict the Court sentenced the prisoner, John Burns, to the punishment of death, which was carried into execution at abnut half-past six on the morning of the 10th of September, outside the tionradino Prison. The prisoner being a Roman Catholic and not having been confirmed, was at tended on for this purpose on the evening preced ing the execution by the Lord Bishop of Malta. The Rev. 1)r. Coghlan. the newly appointed Roman Catholic military chaplain, and two Maltese Capuchin friars, afforded him spiritual consolation to the last moment. Naval and Military Intelligence. The following is from a correspondent at Malta :—" The Wand° returned to port on the 6th, having on the morn ing preceding at 9 o'clock, when off the coast of Sicily, near Trapani, been struck by a severe white squall, which hove her bodily on her beam ends, and when in this position her main and fore yards were carried away, both breakit g off at about 4ft from the end. As she was at the time of the accident considerably ahead of the rest of the squadron, Capt. Randolph waited for the Marlborough to come up, and when Admiral Smart heard what had happened, he at once ordered her back to Malta to replace her lost yards. The other ships would have reached Palermo on the 6th, and after two days' stay will proceed to Naples. Her Ma jesty's steamsloop Trident left on the 3d for the Pir,'etes of Athens. The paymaster of this vessel was dismissed the service on the Ist of Sept. by sentence of a naval court martial of which Capt. Provost, of her Majesty's ship Gib raltar, sat as president, which was held on board of her Ma jesty's chip Hibernia. Her Majesty's screw steam corvette Racer, from Woolwich, Falmouth, Gibraltar, and Algiers, having in company (the greatest part of the voyage in tow) the Syrian and Wizard screw steam gunboats, on the application by telegraph to the Commander-in-Chief at Palermo of the representative of Messrs. Glass, Elliot, and Co., is preparing to put to sea to assist the screw steamer Fanny Lambert, which left for Bengazi on the Bth, in lift ing, to seek the ruptured part, repairing, and submerging the telegraphic submarine cable between Bengazi and Alex andria, which ceased speaking' on the night of the Gth of September. The position of the break is said to be from 180 to 200 miles :rota Bengazi, from which last mentioned place to Malta communication is uninterrupted. Her Ma jesty's despatch steamer Pysche left for Palermo on the forenoon of the Bth, with despatches for the Admiral and mails for the ships accompanying him to hand from Eng land, via Marseilles, by the Peninsular and Oriental ,Com panyis mail steamer the Ellora. The present distribution of the Mediterranean squadron, composed of 30 steam and one sailing vessels--namely, four screw steamships of the line, four steam frigates, two ironclad screw steam frigates, four screw steam corvettes, eight screw steam gunboats, one steam sloop, two surveying steam vessels, two de spatch steam vessels, two steam tugs, one line-of-battlers ceiving ship, and one selling gunboat, tender to same, is as follows :—Tbe Marlborough screw steam line-of-battle ship, bearing the 111 g of the Commander-in-Chief, Vice• Admiral R. Smart, K H., with the Gibraltar, 81, screw steam line-of-battle ship, the Royal bak, 35, and Resist ance, IG, ironclad screw steam frigates, are on a cruise to the p its of Sicily and Naples, and this morning were at Palermo. Tare Revenge, bearing the fig of Roar-Admi ral It. 11. Yelverion, C. 8., with the Chanticleer, 17, screw steam corvette, is in the Bay of Tunis. The Pboebe, 35, act ew steam frigate, and the Fexheural, l e screw steam gun'oat, are at Susa. The Pelican, 17, screw steam cor vette, is at Sfax. The Firefly, 3, surveying steam sloop off the coast of Sicilly, near Marsala—the Wanderer, 4, screw steam gunboat, at Corfu—•the Magicteane, 16,paddle whe,1 steam frigate, and the Hydra, 1 paddlewheel steam survey inn sloop, are at Patras—the Liff3y, 39, screw steam frigate—the Surprise, 4, screw steam gunboat—and the Trident, 3, paddlewheel steam sloop, at the Piraras of Athens—the Ccckatrice, 2, screw steam gunboat, is in the Danube—the Caradoc, 2, paddlewheel steam despatch ves sel at Constantinople—the Cossack, 20, screw steam cor vette, at Beyrout—the Hibernia receiving ship, bearing the flag of Rear-Admiral Horatio Thos. Austin, C. 8., Super intendent of Malta Dockyard—the Orlando,46, screw steam frigate—the Racer, 16, screw steam corvette—the Weser, 6 —the Tyrian and Wizard, screw steam gunboats—and the Azof sailing gunboat, and Hearty steam tug are at Malta —the Meeanee, 60, screw steam line of battle ship—and Procris, 2, screw steam gunboat, and Redpele, 1, screw steam tug at Gibraltar—and the Psyche despatch steamer, is on her way to Palermo from Malta." The armament for the screw corvette Cadmus, 21, 400 , porse power, sh.pped from the Chatham ordnance-wharf on board the War Department transport Bomarsund, was landed at the dockyard yesterday, and will be placed on board to-day. The Cadmus takes 16 of the 8-inch GO pounder cast iron smooth bore guns, for throwing hcllow shot, four 40 pounder naval Armstrongs, and one 110 pounder 81 cwt. naval Armstrong, together with the usual complement of light Armstrongs and brass guns for field and boat service. In consequence of the amount of work still remaining to be executed on board the corvette in the way of fitting, the Cadmus will not be sufficiently advanced to leave the dock during the present spring tides, but it is probable she will be so far completed as to allow of her being fluted out of dock by the end of the present ni ,, nth. The sum originally ordered to be expended on the Cadmus in the way of repairs—£lo,oo0—will be very con siderably exceeded, in consequence of the additional work which it was found necessary should be executed as the re pairs were in progress. It is understood that the Cadmus will join the West India squadron, under the command of Commodore P. Cracroft, C.B. The whole of the 100-pounder wrought iron smooth-bore guns with which the iron-clad frigate Achilles, 20, 1,250 horse power, will be armed have been despatched from the Chatham gun wharf to that vessel in the War Department cutters employed on that duty. Although the Achilles ori ginally figured in the Navy List as a 40 gun frigate, her armament has since been cut down to 20 guns, the whole of which were to have been of the new kind of 100-pounders. Within the last few days, h owe v e r, the authorities at Whitehall have again de c id e d on so me alterations in the armament of the Achilles, and instead of the iron frigate carryin g 20 of the 100-pounders, in accordance with previ ously rec e i ve d or d ers at C hatham , it is now intended she shall m ount on l y 16 of that descr i pt i on of guns, the remain der of her comp l ement o f guns being made up, according to exieting i n t ent i ons, of severa l o f the 100-pounders which are to undergo the process of rifling. The decision of the Admiralty not to place any of the 300-pounders on board the Achilles has created considerable surprise in naval circles especially when it is considered that in any future naval engagements in which our iron-clads will take part every other description of armament, with the exception of the 300 pounder and 600 pounders, will be comparatively in effective against armour plated ships. The first, step on the part of the Admiralty to dispense with the expensive system of hand labour in the manufac ture of ships' cables and ropes, and permit the number of workmen thus released to be employed on some more profit able labour in our r o y a l d oc kyards', has just been carried into effect at the ropemaking establishment at Chatham dockyard, where a number of the largest and most expen sive of the spinning jennies for preparing the hemp for the manufacture of the largest kind of rope cables are now in course of erection. The machines i n questioa have been constructed for the Admiralty by Messrs Fairbairn and Co. of Leeds, who have erected a considerable portion of the machinery used in preparing the iron work for the armour clad ships under construction at the same dockyard, and are of the most approved design and finish. Eight of the new machines are to be erected in the first instance, and addi tional machinery of a similar kind will be brought into use as the resources of the establishment demand it. An announcement has been received at Chatham of th playa h itsifstuaticbtrsto underprthdr regardseianst sail eanet intention of the Lords of the Admiralty to shortly make some important alterations in the rig of the whole of the a e ouhn ex perimentalrtednu sailingteoohr regiric c iaga t ‘ u p, oilianfstbgeoihlueiartf ;adducedevtnsheoesowf, i e r tlb c sh ) enoooci iron plated epas(nlei important recognised vessels composing the squadron of ironclads, the recent fleet,f f s ome f p t s a st i pw t b s h t part to the steaming capabilities of each ship, In our mo dern system of naval warfare the ultimate victory will un doubtedly incline to that vessel which can beat her antago nist in mance wring and in superiority of steaming, should the latter be even as small ns a fraction ( ,f a knot per hour. Acting on this well understood principle the Admiralty have decided on dying away with much Qf the rigging which crowds most of the ships of the ironclad squadron, and giving each a lighter rig, the fact cf the Enterprise and the Defence beating all the other ships of the Channel Fleet on a wind, when under full sail, having induced the Board to take the necessary steps for altering the other vessels of the squadron to the description of rig of the vessels mentioned. The machinery of the screw steam frigate Constance, 39, at Devonport, which is in charge of Chief Engineer Joseph H. Fills, is undergoing some alteration. When completed she will no doubt be put in commission. The iron screw steamship Defence, 16, Capt. Augustus Phillimare, from Bristol, which arrived in Plymouth Sound on Wednesday, embarked yesterday a number of men for the Channel Squadron, and will protably leave to-day to join the flag of Admiral Dacres at Portland or Torbay. Yesterday morning the Ist battalion of the Scots Fusileer Guards, under the command of Col, Hepburn, Col. Gordon, and Lieut.- Col, Hay, left the Sheet-street Barracks, Wind sor, for the Windsor-station of the Great Western Railway, en route for the Tower of London. The battalion, which consists of 17 officers, 693 non-commissioned officers and privates, 96 women, and 110 children, proceeded to town in three divisions (the trains starting respeelvely at 7 10, 7 40, and 8 15 a.m. from Windsor), via the Great Western and Metropolitan Railway to the Farringdon-street terminus, whence the troops marched through the city to the Tower. The 2d battalion Coldstream Guards, from the Wellington Barracks, numbering 10 officers and 604 non-commissioned officers and men, commanded by Col. St. George Stepney, C,8., left the Victoria Station, Pimlico, at 8 10 a.m. yester day, and proceeded by special train, via the Great Western Railway, to Windsor, where it relieves the Ist battalion Scots Fusilier Guards. The battalion on leaving the station marched at once to the Sheet-street Barracks, which it now occupies. The following detail of officers and men belonging to the Ist battalion 6th Fusileers from the Tower yesterday marched into Woolwich garrison and took up their winter quarters at the Royal Artillery Barracks, vacated on the pre vious day by the three batteries of the 13th brigade garrison artillery on their removal to Dover :--2 field officers, 6 captains, 10 subalterns, 3 staff officers, 27 sergeants, 17 drummers, and 424 rank And file—namely Lieut. and Brevet-Col. William C. Master, C. 8., in command ; Major William Lyons, Capts. Thomas S. Bigge, William H, P. Meara, Brevet-Major Edwin J, Oldfield, Edward Town shend, and J. J. Mathew— Lieuts. G. Herrick, J. Hartley, A. Nichols, and A. M, Hill—Ensigns 11. R. W. Miles, J. H. Clutterbuck, T. A, Cook, J. Marker, J. J. Dakin, and J. B. Kempts Tynte—Paymaster F, B. Forster, Lieut. and Adjt. W. Enderby, and Quartermaster F, Drake-65 women and 75 children. The departure of the head-quarters of the 13th brigade Royal Artillery, in command of Col, Hamley, from Wool wich to Dover, is deferred until the 28th inst. Major-Gen. A. F. Crawford died at Jersey on Saturday last. The deceased General entered the Royal Artillery as Second-Lieut. Aug. 17, 1803, and became Lieut. Sept. 12 following. lie served in the lines in front of Sobral, Portu gal, in 1809, and was made Capt. Aug. 3, 1810. He was next engaged at the capture of Genoa in 1814, and subsea quently in the American war, including the taking of Washington and engagements before New Orleans. His commissions bear date as Major July 22, 1830—Lieut.-Col. Jan. 10, 1837—C01. July 20, 1847—and Major-Gen. Nov. 28, 1864. The following appointments have been made in the Royal Naval Reserve :—To be Lieuts., William - Kingcome and Francis Duncan; to be Hon. Lieut., Richard Wrankmore. SPIRIT OF THE PUBLIC JOURNALS. TlMES.—Fifteen railway accidents, with their causes, incidents, and results, are carefully chro nicled and philosophically discussed in a paper now before us, issued from the Board of Trade. It has become a regular practice, which ought to be very satisfactory to the human freight of excursion wag gons, that as soon as a smash has happened, and while the delinquent engine is yet hissing and splut tering among the ruins of the broken carriages, Captain Tyler, or Captain Rich, or Colonel Yolland appears upon the scene, and with full powers and all the necessary knowledge of every mystery of railway craft inquires into the whole mischief, and makes a full and lucid report of it to the Board of Trade. What " my Lords" do upon receiving this report does not clearly appear. It would be reason able to suppose that they have some powers, for it seems scarcely possible that so important a body as " my Lords" of the Board of Trade should exist as a railway jurisdiction only in order to receive re• ports of accidents, and to send copies of those re ports to the homicidal corporation against which they are directed. We fear, however, that they can only act by this variety of that mysterious force, called " mond influence," which forms so important a weapon in the armoury of the Foreign_office. How little eff.ct it has upon a Railway Company we need not explain. For ourselves, we prefer the effective responsibility enforced by Lord Campbell's Act. Whether, indeed, anybody ever reads these realty valuable reports, whether they are much studied at the Beard of Trade, or by the secretaries and directors to whom copies are addressed, may, as we fear, be doubted. Inconvenient statements seldom attrsct much attention unless under the dread that they may be but the preceding shadows of disagreeable acts. Toe probability is that Col. Yol land and Capt. Tyler, although writing always what well deserves careful attention. write bat too often for the waste-paper basket. Yet, if there should be an intending excursionist of unstrung nerves jusN contemplating the purchase of a cheap ticket to some far-off place, and doubtful as to the nature of the danger to which he is about to subject himself, we can recommend to him these thirty-seven pages of descriptive matter and these three diagrams of the fragments of exploded engines as good sensa• tional reading between the purchase of the ticket and the day of departure. With very small talent for generalisation, he will be able, after turning over the pages, to class the perils he is about to affront. First, there are the perils of the perma nent way, and he will learn that " longitudinal irregularity in the level of the rails" is an ordinary reason for the engine " leaving the rails," and that Captain Tyler is constantly reporting upon acci dents arising from " trenail fastenings," which seem to be specially productive of this longitudinal irregularity. As Captain Tyler's reports have hitherto failed to extirpate the trenail fastenings, we do not see what is to be done under this head by the excursionist except to put up a prayer against trenail fastenings in general and every longitudinal irregularity in particular. Having made up his mind to endure the risk of the permanent rail, the danger from a recalcitrant locomotive will next come before him. These diagrams will show him exactly how they burst. It may, however, be con solatory to him to know that Captain Tyler thinks " there is no reason. in the present state of our knowledge, for the explosion of a locomotive from any cause." But the occurrence of three explo sions in one month on passenger railways shows, nevertheless, that they do explode. There is an instance of a smash occurring from a "flying shunt," which will be very pleasant reading to our nervous friend. A flying shunt is defined to be " the sudden turning the engine upon one line and the waggons upon another, while all are in motion"—a very delicate operation, upon the success of which our excursionist may be made to stake his life without his consent being asked to the wager. Then coma the countless dangers arising from the trains being late. In cases of collisions and flying shunts the trains are always late. Our friend had better shut his eyes to this class of perils, and coca fort himself by recollecting that in railway accident actions a sensible juryman invariably now asks whether the train was late, and, if it was, trebles the damages he would otherwise have given. It is too terrible a reflection that if during all the six weeks of our friend's projected tour any one signal man should omit to make the signal at the proper moment, or any one engine -driver should omit to sea it at the proper moment, then our friend may never come back again. His fate momentarily depends upon the manipulation of those little lever handles he will be constantly passing. Under these circumstances he will naturally take some interest in the description given in this paper of how these levers are sometimes managed, and how the casual workmen on the line and the guards of the trains are accustomed to arrange these delicate operations by vague shouts and promiscous exhortations. Cap tain Tyler sayr, in accounting for the meeting of two trains near Preston :—"The goods engine would have proceeded along the down line without getting in the way of the passenger train, if it had not been for the interference of a foreman platelayer who happened to be standing close to the lever by which these points were worked. This man had been putting in a new crossing, and had just com pleted his work. He was about to leave the spot to go over his 'own length,' which was en the other side of the Preston Junction, when he heard, or be lieves that he heard, some one say, Turn them across.' He has no idea from whom this instruction came, but he pushed the lever of the cross-over road Points over, and turned the goods engine across to the up lino as the passenger train was approach. ing ; and he thus caused the collision which I have described." It is clear, therefore, that it was not considered an unpardonable offence fur a labourer to touch the lever, and that it was not an unexpected thing fur him to get an order from the gu led, or some one, to da so. With all these chances against the railway traveller, the wonder would seem to he that he ever gets to his jeurney's end with his bones unbroken. It would appear that, after calculating for tho temptation to cheapness and had workman ship, and ft r low wages and the ignorance of the class which alone low wages can buy, the wonder ful fact is that sooner or later the passenger geue rally does get to his journey's end, and that the evils so pos4ible am in reality scarcely appreciable. What it might bo if there worn no Lord Campbell's Act wo leave to any Irnagin4ti.)n in want of a bubjeet of calculation, but what it is with coroners'juries and Lord Campbell's Act is of a very mild and limited character. If our friend the excursionist will push his inquiries into the statistics of railway travelling he will find that the chances of his coming back safe, so far as the rail is concerned, are quite a mil lion to one in his favour. What were the chances when we . used to hold on tight by the seat while the Eng iueer, the Quicksilver, or the Victoria, swinging and rocking like cockboats, were racing down Shap Fells or over Hartford Bridge Flat in the last days of coaching opposition ? The fair bet ting was about ten to one against a spill, and the guard always had stirring stories to tell of the last upset of his rival. The risk by rail is now practi cally nothing, and from these reports we obtain a further and a most valuable fact—that these rail way accidents, rare as they are, are never unavoid able. When they occur, if men are killed and share holders baulked of their dividend, it is because the way has not been properly repaired, or the engines and carriages properly examined, or the time pro perly kept, or the signals made and observed. The railway system itself is not, like ocean travelling, subject to dangers which human prudence cannot always provide against, and to natural forces which human reason cannot always control. DAILY NEWS.—Of all the consequences of the war in Denmark one of the most interesting to the English people, with their domestic tastes, is per. haps the destination in marriage of the royal children of King Christian. When the Princess of Wales came over for her wedding, attended by her family, we were told that her sister was to marry the heir of the Russian Empire. The engagement has now been made public ; and with it comes the news that the King of Greece is to marry a daughter of the Czar. Without g i v i ng wa y too much to feelings of compassion for these children of a happy home — feelings natural to the English heart, which cares so much more for welfare than for glory—we may permit ourselves to glance into the murky future of an empire now reaching ct great crisis of its history, and to shape out the life and experience of these young people, who were reared in the most modest of princely homes, and are now to fill two of the most conspicuous thrones in Christendom, and to prosper or pine, or stand or fall, with the fortunes of the Russian empire. Most of us feel that this is as true in the case of the King of Greece as of his sister; for nothing can be plainer than the obj▪ ect of Russia in attaching Greece to her interests. So young a Sovereign of Greece, a son-in-law of the Czar, is the best instrument available for keepi▪ ng access to the Mediterranean open for Russia. The southern gate thus guarded, the western is pro. tooted by the other marriage. Tbohe who are sur prised at the first moment that the Emperor of All the Russias should take a son and a daughter-in-law from the most reduced and bitterly humbled of reigning houses, have forgotten that the conquerors of Denmark are precisely the powers most formidable to Russia in their unscrupulous long ing for ports in the Baltic, and for the command of the entrance from the North Sea. The more the German Powers triumph over Denma rk, the stronger grows their cupidity of dom inion over the sea; and again, the more they tyrannise over their victim, the stronger becomes, in the opinion of the Czar, the probability of a Scandina vian Union, strengthening Sweden, already hostile, endangering his possession of Finlan d and putti▪ ng to hazard his freedom, of the Baltic. Before tl e treaty of 1852 was formed, we used to hear mourn ful bodings about the Russian claims to the throne of Denmark, and the certainty that they would be well maintained on account of the Russian interest in the passage out of the Baltic; and this interest may well explain the supposed condescension of Russia to Denmark in the hour of Danish humilia tion. But how does this consist, some people ask, with the terms the Czar is supposed to be on with the enemies of Denmark ? Whether Lord Russell be right or wrong in his confidence that the day is past for Holy Alliances, there can be no doubt that the idea and feeling embodied in such an allianee is in full force in the three military Powers which l i have held such frequent and close consultations of late. The uppermost apprehension of all the three Sovereigns—of Austria, Prussia, and Russia—is now, more than ever, of what they call " the Re volution." Anxious as the Czar's agents are to dis claim any special relations, any private alliance with Austria and Prussia, there can be no doubt whatever that they have a common aim in putting down all attempts of their victims and dependents and their proper subjects to obtain any increase of freedom. While this sympathy does not prevent them quarrelling among themselves, and being jealous of each other about the Baltic or the Adri atic or the Levant, it opens a prospect of keen heart sorrow for the chiltiren of Denmark, as for all of the rising generation who are growing up in a free country, where aspirations for liberty are r - garded as E . ,t virtue—not as a crime. If the young Princess, who is to be Empress by and by, rears of the trials going on in Poland, what can she think of them ? What can she think of putting irons on Polish ladies, who are shut up in fortress prisons, wearing iron for vindictive pur poses and not for security ? What can be thought by any modern young people of the vengeance on the Circassians—of the who'esale extirpation of enemies which takes place under the immediate of dere of the Czar ? It is the Czar's notion of keep ing things safe and quiet to root up whole popula. Lions, and carry them by brutal methods to places hopelessly remote, and set them down there to live or die as may happen. His father did this; end he does it, more than ever, though finding the ill effects of the policy wherever the victims have been oarried. It cannot bat strike everybody that his son again will have to reap the whirlwind from this sowing of the wind. Polish children sent to Georgia after the catastrophe of 1831 have grown into men—not lov ing Russia. Tens of thousands of Poles, and of men and women of other nations, have been peopling Siberia from that time to this; and well-informed persons tell us that thence will arise, at no very distant date, the disruption of the Empire. It is the place of banishment of a choice selection of the best political minds of Europe. In that vast region, where they are settled in groups, nothing can pre. vent their holding intercourse, though they cannot escape. Sooner or later that vast dominion will separate itself from European Russia, and its inha bitan is will repeat the institutions they have left behind. This, at least, is what they believe; and the design forms a part of the prospect of the Im perial family, whether it is to be baffled or to suc ceed. Not only will the ghosts o f P o li s h insur e rections thus arise to scare the reigning house, but there will be a remnant of the people of the Caucasus, as truly indomitable as their fathers, and ready to draw their swords in any com p an y against Russia. The Hungarians have unpar donable injuries to avenge. The Cossacks of the Don are not yet won over ; and the Czar knows it. His fears of the Fins are unconcealable. The only land frontiers on which he can feel anything like safety are the wild regi ons a dj o i n i ng to Cen tral A s i a, and those which b or d er on A us t r i a an d Prussia. He would fain render his European fron tier safe by Rasslanising it ; but he cannot carry this point, which indeed none but a Czar would have attempted. He can ren d er v ill ages , to w ns, and districts desolate; but he cannot fill up the emptiness with loyal subjects. Nobody will buy the lands, and nobody will live on any terms in the vacated towns. To people reared in freedom there is something appalling in the thought of passing, never to return, into an empire fenced in by a desolation like this. And the empire is no oasis lying in the midst of barren wastes. There is more to fear within than without after all that we have seen. The Emperor's agents and advocates extol the Russian polity as democratic when the object is to flatter the Americans or to stop rumours of a Holy Alliance; and it is considered enough to show that it is not an aristocratic Government. Whatever its description, it is a polity as favour. able to revolution as to tyranny, and the most wonderful breeder of corruption on record. The Czars themselves proclaim this, one after another, in the anguish of their hearts, when they can find no good service in an hour of extremity, At pre sent the interior of Russia presents a spectacle I which awes those who will never set foot on its soil. No middle class is there, and therefore no life in the social or political organisation. There is no money, either in the Treasury or in private hands. Commerce is at a stand; public works of the most indispensable character are standing still. The landed proprietors can do nothing with their crops ; many have no crops because of the drought, and others have lost all they reaped by incendiary fires. In many places the freed serfs are main taining themselves and giving no trouble; but in others they make the nobles weary of their lives. After'six years' rest from the conscription the raising of soldiers is as difficult as ever; and there is no mo ney to pay them. Under all these troubles, and many more, there is felt to be moving an explosive force which may at any hour throw into ruins the defec tive structure of Russian society—and when the chances of the only possible method of attaining to safety and soundness are calculated, the most san guine of observers will hardly say that there is time for the empire to be saved. Things cannot remain as they are. Great changes must be at hand; and when the change must come upon an empire which has n e principle of unity in it, wh i ch is so full of co rru pti on as to have no room for liberty, there can be no doubt as to the fearfulness of the spectacle. The only way of escaping the dread cf it is—not to look beneath the surface of court and city life, which is gay enough for those who are lightmiuded enough to enjly it. Beneath and beyond this the stoutest-hearted of Russian Princes-may well shrink from locking. The child ren of Denmark will doubtless be wooed to look another way. Extraordinary Charge against a Gentleman of Locking up his Wife. At the Lambeth Police-court, yesterday, Mr Ed ward Hammond, a gentleman residing at Laurel House, Peck ham, was charged with locking up and keeping in close con finement his wife, Rosalind Hammond, without just cause. Mrs Rosalind Hammond, a wretched, dejected, but as intellectual-looking woman, and who gave her evidence with perfect clearness alai composure, was sworn, and examined by Mr Beasley. Her evidence was to the effect that she had been locked up altogether for about two years, that when she remonstrated with her husband, he laid the blame upon two female servants who lived with them, and that on one occasion, viz., at Christmas, 1862, he has severelY beaten her with his fists. Mr Beasley—With his closed fist? Witness—Yes. The women urged him on ; they saw he was under the influence of beer. Mr Beasley—Were the women present ? Witness—Yes, The women were present, and urging him on to do it. Not Allen, but the other woman. Mr Beasley— is that woman's name Emily Whiteman ? Witness—Yes. Emily Whiteman. She was present, urged him on, and told him to do it. Mr Norton—Have you had any quarrel with them ? Witness—We have had many quarrels, but not without reason. Mr Beasley—Before you were taken up had you been down to Emily Whiteman's family ? Witness—yes. Mr Beasley—Did you tell your husband what you went to see her parents about ? Witness—Yes. About her adultery. Mr Beasley—With whom P Witness—With him, my husband. Mr Beasley—Did yon tell your husband you had been to see Emily Whiteman's parents about his adultery with their daughter ? Witness—Yes. Mr Beasley—Was that before you were locked up? Witness—That was the reason I was shut up, out of revenge. Mr Beasley—When your husband struck you in 1862 did you suffer much from his violence P Witness—Yes—l suffered a good deal about the temple. It is a dangerous part to strike. I protected myself as much as I could with my hands against his violence. Mr Beasley—Were you subjected to violence at the hand 6 of other persons in his presence? Witness—Never in his presence, but I have been severely knocked about the head by these two women, which I believe was unknown to him. Mr Norton—How recently have you been struck by either of these two women ? Witness-1 cannot count the times ; they have been so often. Mr Norton—ATe you fearful of seeing the woman of whoa% you have been speaking as one of the persons who had assaulted you ? Witness—Ob, no. Mr Norton—:Then let Allon be brought in and placed alongside Mr Hammond, as she is implicated in the change, This was done, and Mrs Hammond was again sworn as to her evidence against Alien, which was read over in her presence. In answer to the further questions of the learned counsel the witness said she had had two children, one of whom was still living, and whom she had occasionally seen from her window, and the other only survived its birth a few hours. On the last occasion she was attended by Dr. Nine, but he had not arrived until after its birth. He continued to at tend her for a month, and from that time, January last, she had not seen or been visited by any medical man. Mr Beasley here remarked that Mrs Hammond was taken away from the wretched apartment in which she had been shut up with scarcely decent clothing on her, and but for shawl which she had round her, and a cloak and bonnet which had been lent to her, she could not be removed. She was destitute of proper under clothing, and he (Mr• Beasley) wished his worship would call on her to throw off her shawl in order that he might see the forlorn ooll' di:don in which a lady of the highest respectability, and who had brought her husband £6OO a year was at present placed, The unfortunate lady here divested herself of the bor• rowed cloak and shawl, and presented such an appearance of utter wretchedness as caused a universal thrill of horror to pervade the court, and perhaps such a squalid, miserable" looking being never came before a magistrate to demand justice. The defendant said he was unprepared with legal assist ance, and time was given to him for that purpose. In the meantime Le was ordered to put in bail, himself in VA and two sureties of £5O each, to appear, and his own bail was taken for his servant Allen to be present also on a future day. COUNTRY MARKETS. BIRMINGHAM-THURSDAY. There was a fair supply of English wheat at market to' day, and both the buyers and sellers seemed careless about business ; the sales made were is per qr under last week's Barley, oats, beans, and peas in fair sale, at previous rates. —English wheat was sold at 44s to 50s for white, and 400 to 46s per 36 stone for red. Barley, new malting, 30s to 38s per qr; grinding, 25s to 28s. Oats, old, 24s to 300 her 30 stone; Irish, 20s to 245. Beans, 42a to 44s per qr. peas, 38s to 40s per 36 stone. BURTON. ON-TRENT—THURSDAY. There was a fair show of wheat at our market to-day, and, the choi.est samples barely made last week's prices, a" secondary sorts were lower. Barley at about late rates. Oats a small show, with a rather fiat trade. Beans fire and we quote high prices. Old white wheat..46a to 62s Old red wheat, to 46s New do. 42s to 48s New do. . 4os to 44 0 Malting barley....34s to 37s Oats. 20s to 2 911 Grinding d0.....26s to 30s I Beans 3Bs to 440 BRISTOL-THURSDAY. A Email show of English wheat in our market to -day► the demand for which ruled dull, at a decline of is upon last week's quotations, In foreign also very little busine!gl doing at is (mobile. Malting barley quiet. Grinding limited request, and Gd cheaper. Oats in fair demand, and beans and peas very slow. MANCHESTER-THURSDAY. An average attendance at our market to-day, and Eltir lish wheat sold slowly, new declined le to 2s and old le per qr. For flour late prices receded 6d to le per sack, with 5 very dull inquiry. Oats and oatmeal were firm in value. Beane ruled firm at last week's extreme prices. Indian Core 6d to le per qr lower in price. EDINBURGH GRAIN—WEDNESDAY. To• day there was a small supply of country wheat. Sa e° good, and is per qr advance. Wheat on the top 4s 6d up .average Os 4d down% Barley on the top is 6d down ..average is Od down" Oats on tho top is Od down. Beans on the top Os 6d up. average is 2d up. Total Supply and Sales. Wheat ... 717 qrs Sold 656 qrs Barley... 619 qrs Sold 591 qrs Oats Beans lO6 qrs Sold 46_qrs Aver age Prices. Wheat.. 4ls bd I Oats Barley 3ls ld I Beans 42s I' Town• made flour sells as tollows :—White, 38a; extra superfine, 36s ; superfine, 34s ; fine, 325. Foreign. Mail Packet List. MAILS DUE. Australia and Mauritius, via Southampton Sept. 18• via Marseilles Sept. 124 Brazil and Cape Verds, by British packet. Oct. 4. Cape of Good Hope, Ascension, and St. Helena Sept. 28. °him., Penang, and Singapore, via Southampton Sept. 18 , via Marseilles Sept. a. Falkland Islads .. • • Gibraltar, via Southampton Sept. 10 India (Calcutta), and Ceylon, via Southampton Sept. 1 6 . via Marseilles Sept. 12 ' India (Bombay), via Southampton . . Sept. 10. —, via Marseilles Sept. 20. Portugal.... Malta, Egypt, and Aden, via Southampton Sept. 10. via Marseilles Sept. 12. Newfoundland Oporto and Vigo 13. S. and British N. America, by Brit. packet.... Sept. 14 , by U.S. packet.... by Canadian packet. Sept. 16. All parts of West Indies, including Chili, Peru, California. and British Colu m bi a .. J Sept. 13. Births. FIRRER.—On the 15th inst., at 21, Chester-terrace, Re' gent's-park, the wife of Thomas Henry Farrer, of a son. FRANCIS.—On the 14th inst., at Quy, the wife of Clemen t Francis, Esq„ of a daughter. LAMBERT.—On the 14th inst., at 37 Norfolk-square, Hyde' park, Mrs. C, J. Lambert, of a daughter. Marriage& LYS---PORTEL—On the 13th inst., at St. George's Cstho . lic Cathedral, Southwark, Le Marquis de Lye, to Mart Elizabeth, eldest daughter of Charles Porter, Esq., ° { The Mythe, Gloucestershire. •I • NEWMAN— STARIE.—On the 14th inst., at Saint Mary's , 'Sunbury, Joseph Newman, Beg , of Bickerton Grange , Wetherby, Yorkshire, to Mary Elizabeth, second daugh` ter of W. Starie, Esq., of Dublin. Deaths. BLACXMAN.—On the 14th inst., William Blackman, of Rupert-street, Whiteehap9l, and Buckhurst.hill, Wood' ford, Essex, aged 34. BURDETT.-0a the 12th inst., at Northampton, the Rai Robert Halford Burdett, aged 51 CADOGAN.—On the 15th inst., at 138, Piccadilly, Admira l the Earl Cadogan, C. 8., T., aged 83. CARR —On the 12th inst., at Quatt Rectory, Bridgnortbs the Rev. Edmund Carr, aged 78. LOCKS.--On the 9th inst., at Rothivell Haigh, Leedet Charles Locke, Esq , aged 67. SMITH.—Oa the 12th inst., at Leamington, Henry Sraitt l Y Esq., of Lirmingham. TURNER. —On the 13th inst., at Surbiton, Henry Turner► aged 73. London : Printed and Punished by WILLIAM ANDRII I7O : of No. 112, Strand, Printer, at THE SUN Office No. Strand, In the Precinct of the Elm:y e ccunt' Of 11vI4legex;—Friday, #september 16,1864