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

I , rs e° 3 U 9 ox o4 )ac l4 lace dish E a st Pa s° tif LITER AT URE. Racktvood.—Although Maga is, this month, more than ever political, and, therefore, consider mg the war an d the consequent crisis, more than Usually attractive, we can scarcely examine its contents for April with any degree of unalloyed pleasu re or equanimity. We cannot turn over a Page of it without thinking, painfully, because so l 'e,gretfully of the disappearance of that giant - spirit Who was so long the glory of the chief of the ma gazines. The death of Professor Wilson will sadden t he hearts of the readers of Blackwood, readers Who are to he numbered by thousands upon thou sands. They have not so soon forgotten the wit, and i the eloq ue n c e, and the poetic enthusiasm, and t exquisite taste, and the sweet and wise philoso ty by which the golden pages of the N octes m osiance, were from the first to the last distin guished. Peace to the large heart, and the warm ! l and, and the ample intellect from which mod, rn Literature has received so many, and some of them such priceless, benefactions. Peace to the manes of the royal dead-Lto the solemn but gentle shade of King Christopher Turning our attention for a moment, perforce, to the contents of the April number of Blackwood We Would here at least constrain ourselves to glance cutsorily over the nature of the eigh t contributions . rour of these are political—each with its peculiar excellence. "The Commercial Results of a War with Russia"—penned, we canno t but con j ecture, b y the hand of the European Annalist—impresses the mind with a sense of the vast importance of the great struggle upon which England, in union with ranee ' has just adventured. "The Reform Bills of 1852 and 1554," interesting to the electors at any other time, will be regarded as somewhat un attractive just now in the presence of events of such Wonderfully larger importance. " The Blue Books and the Eastern Question" is a paper penned by one manifestly -in no way deterred from pottering over those " Azure tomes," the examination of which Was deprecated at the opening of the session by the F irst Lord of the Admiralty. "Time Cost of the Coalition Ministry," mot eover, is no other than au analysis of the Secret and Confidential Correspon dence. A chapter on " Chronological Curi osities," is nothing else than a fine arts' criti cism. In auo her sketch from one of Maga's reviewers we are introduced to " The Puppets of all N a ti on s," and in another are carried pleasantly through a readable outline ttf " Life in t he aaha rt ." he charm of the number, however, like that of its four predecessors, is the fifth instal inent of " The Quiet Heart," as charming a tale as Was ever penned by the hand of a Scottish romancist. But close we the number with a sigh for the m emory o f d ea r o ld Christopher North—the sage of the octes, the Poet of the Isle of Palms, the „ . cr itio, the minstrel, the genial, the wise, the stal wart and gentle King Christopher ! Strategic Map of the Baltic. Gover. 1854.—A co nveniently arranged pocket map of the character indicated has withiu the last few days been published —a strategic map of the shores and islands the Baltic. In it are luc;dly marked down all , the fortified and important places, harbours, Seaports, naval stations, and the like notable lo- Zt.ttiee—with the names of many of which the En glish public are likely before very long to become ' l reiliarised. The chart before us, it is but Justice to observe, has been compiled with especial reference to the Prussian and Danish wdnance maps ' with particular regard to the military maps used by th€ late Sir George Murray, and not without minute attention to the guidance Colonel Jackson's Strategic Topography. COURT CIRCULAR. The Quee n , a tt en d e d by the Viscountess Canning, Lord Charles Fitzroy, arid Lieut -Colonel F. H. Sey 4leor visited the Duchess of Gmucester yesterday after- Loon. at. Grimm. tr,er House. 'Prince A bert lift London yesterday morning at a perter past nine o'clock by the South Western Railway 101 l Farnborough, to inspect the proposed site presented °Y Mr. Gibson for the Wellington College. The Priin a was accompanied by the Earl o Derby, the Rev. Mr. Glen s and the Hon. W. P. Talbot, and attended by th e H on . C o l one l Grey, an d Lieut.-Culonel - r.ll. Seymour. His Royal Highness returned to Buckingham Palace 0.t•2 o'clock. The Princesses Helena and Louisa visited the Zoolo tieal Gardens in the Regent's Park. Th e Prince Victor of Hohenlohe Langenburg arrived at Buckingham Palace yesterday from Portsmouth. Her Majesty had a dinner party last evening at Buck 'ngham Palace. The company included the Duchess of gent, Prince Victor of Hohenlohe Langenburg, the Archbishop of Canterbury and Miss Sumner, the Duchess of .other land, Lady Anna Maria Dawson. Baroness de 1 1)etli, Earl and Countess Howe, Lord George Lennox, Viscount Enfield, Lord and L tdy Ernest Bruce, Sir James and Lady Graham, Major-General Sir George lowles, and the Rev. H. G. Liddell. The Viscountess Canning has succeeded the Countess of Desart as Lady in Waitin2 to the Queen. The Duchess of Kent, attended by Baroness de Speth, '/lilted the Duke and Duchess d'Autnale yesterday at Twickenham. The Duke of Argyll (Lord Privy Seal) gave a dinner to the Cabinet Ministers last evening. he Uommi-sioners for the Reduction of the National 4 -'e4 held a quarterly meeting on Tues:•ay, at the official l 'e'idence of the Chancellor of the Exchequer, in Do wning ttreet. There were present the Chancellor of the Ex- V l equer, and th e D epu ty-G overno r o f the Bank of Eng -4". Sir Al exan d er Sp ear man, Secretary and Comp troller -General to the C , ininissioners, attended. )q John Wood, Chairman of the Board of Inlaud i„ evr the, had an interview with the Chancellor of the er yestirday. The Judicial Commdtee of the Privy Council sat y es gl.4aY. The appeal from the Admiralty Court, "The eneral St eam N av i ga ti on C om p an y v. Maim" (part ar d) was concluded, and an anpeal, "The General Navigat;on Company V. Waker," was co nmenced. The lords present were the Lord Justice Knight Bruce, air John Dodson, and Sir E Ryan. Vf. Th rr. Thomas Baring, M.P. has consented to be no 41111ted for the chairmanship of the Royal National ttitutien for the Preservation of Life from Shitiwreck, t ie h has become vacAnt by the demise of Mr. Al -741611 Thompson, M.P. DEATH OF LORD MOSTYN. ix Right Hon. Edward Pryce Lloyd, Baron Mostyn, tij' e County of Flint, North Wales, died on Monday last, 1 ,,' 3 d inst., at Pengwern, near S. Asaph. His lordship, L l l O was born in 1768, was the eldest son of the late Bell Esq ,of Bottiach. He married in 1794 the third tighter of the late Sir Roger Mostyn, Bart., and gnu re m dka his grand uncle in the baronetcy in 1795. The first gr a tet was Secretary at War, and his baronetcy was 1 1 ' 4 (1 with remainder to his nephew, the father of the 11 e lord j us t d ecease d . He acqu i re d t h e p eera ge- by 'teation in 18s9. t the l a t e no bl e l ord is succeeded in the t i t l e an d es t a t es ehis son the Hon. Edw ar d M os ty n Ll o yd Mostyn, t h County of Flint, l o rd li e utenant of the county of t!'!4-,Tlet d h, an.colonel of the R 1 Merionethshire Light L 11°44 3'. He was born in 1795, and married in 1827 ~a k 7 Harriet Margaret Scott daughter of the second Earl and assumed the name of his maternal uncle, - . 111)111 a8 Mostyn, on. inheriting his estates. The families git 4l °3'd and Mostyn are exclusively Welsh by descent ttilimlce• T ostyns of F he Most ynslin , tshire. baronets of Talacre, are a rtnCh of the 3 t l 1 0 . 1 ' l aeabey in Um representation of Flintshire is caused elevation of Mr. Mo‘tyn to the peerage. t ai COT.,LEGE. WEDNESOAT —Last night a messen- I The second concert, which took place last night in St. Per h:lin Icing's Cam bridge • d at the resi- C' )1 1 eg., , arrive den society. The pro ee !if the Rev. Dr. Ha ;trey, provest of Et •n, bringing Martin's-hall, was in all respects worthy the growing re putation of this new and important The works of French St a , rrisioatiOn for Mr. Coldham, K S., captain of the R ah were consulted, as well as those o w 0 1 The vaeancy at Kieg's was occasioned by the gramme was out of the beaten track. wor f and English composers death of Mr. Edward Brenton Vance, who d the mote favoured nations ; and Germany did not ,tied almost mono- St. "dder'y at Caml.rid ge on . the Ist inst. Mr. Coldhain • police the instrumental, nor Italy the vocal d e p artment. St. ?nY last week was announced iu the select,at the trials The result was an agreeable and instinctive variety. fo r tie N ewcastle scholarship. Barnab , ma., is now T he conc-rt began with Mr. Sterndale Benneteli over- 50 e aPtiii i of the school. The students ' left Eton seater (lll43' mil Monday f r the Easter holidays. The lower beauty, which, on the whole, was better played than on 12 ture The Naiads, a composition of the highest poetical s t .'3's return on the 27th inst., the fifth form and uppsr any previous occasion. Herr Formes followed, with _, ` ll vlsi,n return on the 28th, and the sixth form on the ,i 29th,.,, when the whole school will have assembled. • in diesen heirgen hallen," which he sang in his best r t, 7 manner. The next piece was Mendelssohn s violin con cEISICNT OF PLATE FOR GALLANT NAVAL SERVICES.— certo, performed by Herr Ernst, whose conception of „ Messrs. Sari said Son, of Cornhill, have just completed such ' music is irreproachable. His success was cnm i. v er! handsome and costly group of silver plate, in- plate, and at the end of the concerto he was recalled t e ndO. for presentation by the underwriters of Lloyd's and enthusiastically applauded. Madame Caradori, ° a 11 2(1113er of officers and seamen of her Majesty's shin who made so favourable an impressi s n at the first IA AT and Widgeon, os an acknowledgment of the valuatle services rendered by them in rescuing the crew concert, entirely confirmed it by her vigorous reading of Beethoven's fi ne seems, "Ah perfido." The conclusion a ild tie larger portion of the cargo of the steamer Glen. of Part I. was the great feature of the concert—the u(),ver whilst OTI shore near Milford, in September, 185 3 Bth smphonof Beethoven (in F), performed as it has • The entire group zoilsists of two salvers, three Cup,, salvers are beenbefore, rarely either in London or elsewhere. „ , and five snuff boxes. The cups and The splendid orchestra of the New Philharmonic '2ollly ornamented with chasings characteristic of the Society has never appeared to greater advantage, naval service. The margin of the largest , of the salvers nor h.ve the eminent qualities of Herr Lindpaintner as is ornamented with a representation of a cable and a conductor been more strikingly displayed. The audi ence—a mixed, not an exclusive one, in fact a crowd— rellPrs, on the top is the crest of Sir Thomas Pas- • 23,, Bart., on the lower part an engraving of the 1 wereenchanted, and expressed their satisfaction with ;',eather Glendower, an d in the centre the inscrip- genuine heartiness at the end of every movement. Herr ,t_An !; .. Presented to Sir Thomas Pasley, Bart., Laidpaintner's own overture, .Der Standhafte Prinz, !'stnbroke docky ar d , b y the underwriters at Lloyd's, ' followed. This overture, a musical illustration of f or itu _ the kind and prompt manner in which he on e of Calderon's Plays, is brilliant, well written, dower, assistance to be sent to the steamer Glen- ! and scared for the orchestra with masterly skill. u 183.,; w A hil ,, st s on shore near Milford, i n September, The superb manner in which it was executed, and 10 Ether intended fir Lieutenant G. M. All-tlnridge commanding her Majesty's ship Asp, is similar the evident determination of every one to do his best, 25 were convincing proofs of the high respect entertained 10 l e _ c de e s t ign, and the iescription reaards the prompt and for Herr Lindpaintrier by the members of the band 1.06 vessel, assistanc e ren le by him to the distressed which be directs with such energy and talent. After the secondv A cup presented to Mr. G. A. Macfarlane, ~ master of her Majesty's ship Asp ; one to Mr. overture, which began the second part, a young debutante, St. Rundle, mastero f m • • Mdlle. Sedlatzek, in Mozart's difficult aria, " Part°, ' 20 . to m r. he r Ma j esty ' s ship Widgeon ; and .D. Hall, worthily record the able co-operation and to ben," achieved a well merited success. This lady 20 assistanceof , those geutlernen. A snuff - boa h dsomely -, an h m a a s at; agreeable and flexible soprano voice, and her 25 abased, is presented to Rillstyle of singing is easy and correct . At the next con- 12i each of the five seamen engaged _occasion ;their names being— Morgan, Venning • on the cart Dr. Wykle's music' to "Paradise Lost," which was Kindersley, and Clerk. is • e 't'ns one not ' The group an inter ..........,,.....,,,,..,..........,,..,,., 5 o r n ati t t ia er of , ei . eek ,merely on account of the nature of the , introduced last season, is to be repeated. St. , eti v t ' in which it is intended to reward, but also as pre- The "Manner Gesang Verein," of Cologne, commence g manfeatures in its construction and in the cha- their concerts in London Hanover in ay. They will be 17 its chasing and ornament which reflect credit given, as last year, at the-square ROOMS, and 25 I numufaeturare and des' lure, i will be limited, we believe, to twelve or fifteen days. CR:I4INAi-CdUid.—(THIS DAY.) OLD COURT, (Before Mr. Baron Martin.) George Vernon Ilennan, 35, stone sawyer, was indicted for the wilful murder of Jane Hainan. Mr. Ryland prosecuted, and Mr. Sleigh was counsel for the defence. It appeared, from the statement of the learned counsel for the prosecution, that the prisoner and his wife had been married for 13 years, and that for the last five they had lodged in a house in Waterloo-street, St. Luke's, and that during the whole of the time they had been living together they were on the most tender and affectionate terms, and that no quarrel was ever known to have taken place between them. On the night of the 17th March, the prisoner and his wife were at the house of the mother of the prisoner, and they left to go home about 11 o'clock, and at this time they were on the most friendly terms. It appeared that they then proceeded to their own house, and nothing more was seen of either of them until the follow ing morning about eight o'clock, when the prisoner was seen to go out of the house, cud very shortly after arils the persons in the house, in consequence of something that occurred, went into the prisoner's room, where a dreadful sight presented itself, the unhappy woman being in her bed with one side of her skull completely beaten in, and her neck also dislocated from another blow There was a heavy hatchet in the room, covered with blood, and from the position in which the deceased was lying it appeared as though the dreadful injuries had been inflicted upon her while she was asleep, and she did not appear to have moved. At a later hour in the morning the prisoner was found wandering about completely drenched as though he had been in the water, and he was m akin g grimaces and danc ing about like a maniac, and he was taken to the house of his mother and put to bed, and Inspector Brennen shortly afterwards took him into custody. The prisoner, it appeared, had been in a lunatic asylum about six years ago, and that a short time before this transaction he had acted in such an extraordinary manner that his mother wished him to be placed under restraint, but the unhappy deceased entertained so synch affection fur him that she would not be separated from him. One or two witnesses having been examined to prove these facts, the jury expressed themselves satisfied, and ac cordingly returned a verdict of not guilty, on the ground ot insanity. The prisoner was ordered to be detained in custody dur ing her Majesty's pleasure. DEPARTUIiE OF SEAMEN FOR THE BALTIC FLEET THIS DAY. 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, went 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 headmost boat was stationed the excellent brass band of the Crocodile ; the passage up the river to London-bridge, while being enlivened by numerous favourite tunes, the most prominent of which were " Cheer, boys, cheer," and " Jack's the Lad," the aqua tic procession was heartily cheered by the crews of the vessels as it passed along. On arriving at London bridge the men embarked on board the E:fin steam-vessel for conveyance to Sheerness, where they will be borne on the books of the flag-ship until their services at e required on board the Hannibal and other vessels fitting for the Baltic. Their passage down the river was marked with enthusiastic cheering. and when the steamer approached the receiving-ship off the Tower, a simultaneous cheer arose from each vessel, and which, being caught up by the persons on shore and the crews of merchant vessels on either side of the river, was continued until the steamer was lost to sight. TO TILE EDITOR OF THE SUN. Normanton Hotel, near Wakefield, April 4, 1854. Sitt,—l have arrived thus far in my peripatetic tour of England and Wales, visiting the abode of the cottaga. 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 tne 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 bee', studied. It is composed of miserable cottages let at Is. 6 I. 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 razing violently in it, and the town pla..arded with large bills announcing tha,t faet. On my ramble I also passed rows of new cottages erected for colliers' families working in the nei g hbouring coal pits. Ail these possessed receptacles for ordures within two yards of their back doors. The pr isonous gas which emanated from these places was so bad, that one robust man told me, in his broad Yorkshire, " that it made him sick in the morning, and he could eat no breakfast." Arriving at the village of Methley, I found two fatal cases of cholera had occurred last week to a man and his wife who had been spreading dung on the land, which dung had been brought from the mill where the c'mlera had broken out in Leeds. Methley is a small village situated between the Aire and Calder, having a baronial residence, belonging to the Earl of Mexb,irough, but possessing very bad accommodation for cleanliness. I do not know if the Sanitary Commission 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 des 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, and some, if allowed, would he at the expense of making the drains ; and the great difficulty which at present exists in obtaining manure would be over come, and the lnrge sums paid for guano would be saved. —I have the honour to remain your most obedient ' servant, A. SOYEIt. TTIE grw, LoNbett. SHARE' MARKETS. (THIS DAY.) BRITISH RAILWAYS. ir. IPaid.l RAILWAYS. Cising Prices this day. Business done this day. HAYMARKET THEATRE. At the solicitation of Mr. Buckstone, Sir Henry Bishop will preside in the orchestra to-morrow evening during the performance of Guy Mannering, 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 full and fashionable house may well be an ticipated. The band during tie evening will perform, under Sir Henry Bishop's direction, his favourite over tures to " Montrose " and "The Miller and his Mtn," while a complete chorus will give all due effect to the celebrated " Chough and Crow." We have no doubt that many old plaKoers 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. Vatidenhoff being the Duke, and Mr. Buckstone Jacques the Mock Duke. A singular announcement which appears in the bills of this theatre is calculated to excite some curiosity that Saturday next is the last appearance of Mr. Buck stone previous to his voyage round the globe. We presume some further information will be afforded us on this subject. NEW PHILHARMONIC SOCIETY. 1 Aberdeen .... ........ Ambg Nottng. Bost and East►. Junct.. Belfast & Ballymena. Birmiug. Wolverh. & Stour Valley ....... . Birkeuhd. Lancsh. & Cheshire Juuct Do. Chesh . & Birk., £5O and £25 Cons. Do., Blyth & Tyne original £25 (issd. at £45) Bristol aud Exeter.. Caledonian ' Chester & Holyhead.' Cork and Bandon Cork, Black, & Pass Cornwall . Crieff Junction Dublin&BelfastJune Dundee Perth &Aber deeu Junction Do. New East Auglian7..,2.. Do., (.68 E & H).. l Eastern Counties... Eastern Union, A Stock Do., B. Stock Do., New East Lancashire Edinburgh & Glasgou Edinb. and Peebles Prtb & Dundee •'orth & Clyde June. 3 lasgow &S. Weston Greta Northern Stk Do., A. Stock Do., B. Stock Gt. §th. S.:West.(lre.; Great Western Irish South-Easters, Lancaster & Carlnn. Do., Thirds Do. New Thirds Laucas h. and Y orksl Do., Fifths DD., Wst. Riding Un. Leeds Northern L6i 111 L6t 2 ;t. 100 L 9; 18 L 4 11i .1A all l 0 8 3t. 100 st. 100 !O 12 [0 1 L 2 2 3t. 100 Liv.Crsby.&Soutlipt London & Blaektval Lond. Tilb. &Sthend, Loud. Bright & S.Cat bond. and N. Westu Do. Fifths Do.lo/. Do. Eighths London and S. Westu Do., £5O Do., £4O Lndndrry& Coleraine Luducirry. & Eunisk. Aauch.Shef. & Linelu Do., Man. & Lin. Un Midland 0134' 15 all it. 100 28 it. 100 it. 100 i 0 47?, 15 17 , o. Birning. & Derby Midi& G. West. (Ire.; Do. Half Shares Newcastle & Carlisle, Newmarket ;t. 100 6i 5: 5 17: Do., Bury Extensiou. Nwpt.Aberg. & Hrfd Newry & Enniskillen Newry Warreupoint and Rostrevor '4,, 1100 I Norfolk ;t. 100 . .6 16 16 11. 8 all 8 8 Northu.Counties Un. North British North Devon, No. 1. Do., No. 2 )0., i A Deferred Do., B Guaranteed North London Do. New £lO N.&S.Wstrn.,Hamp stead, and City Jn North Staffordshire North Western 0 j 56 1 11 !CI 174 !O all .0 10 .0 1 N. & S. Westru.Junc. Nuneaton, Hinckley, and Leicester........' It. I too Oxford, Worcester, & Wolverhampton Portsmouth Scottish Central Scottish Midland Shrewsbury & Bit mg Do. L. & N. Weiner', Guarantead St (A.X 0 2sd 3t. 100 it. 100 it. 100 it. 100 0I 10 !6f all ihrowsby. & Heiefd Bhrewsby. & Chestel (N. W. Min ;., Do. Halves,: 4. Do. Oswestry 3 all all Shropshire Union Do. A, B, C,Sz D,Pully paid up at per cent south Devon South Eastern iouth Wales Vrksh. dt Rio. O all t. 100 K) all 0 15 O 5 0 212 s 5 all Do Staines, Wok & Wok Stockton & Darling„ 'Stockton & • Hartlepl fall Vale t. 100' .0 8 >l. 100 ;5 21 !O 1 17 ;0 14 ) ..0 all .0 51s. it. 100 15 20 ?,5 is 3t. 100 Do. £lO shares. Do. Pref., No. 1 I r'lames Haven Dock and Railway Vale of Neath Watered. & Kilkenny Waterford&Limorick West Cornwall. West Eud of London and Crystal Palace West London Wilubledn & Croydon York Newetl.&Berw. Do. Extensions Do. G.N.E. Purchase' York & N. Midland PREFEREN , .00 !Aberdeen .. ..... \ LOU Do. No. 2, p. c. 30 Myth and Tyne 10 per c. pref. (issd. at 500 100 3ris. & Ex. 4p. c. St. 5 Do. 4p. c. Shares 100 ,jaledonian £lO St. 20 St. lb f.: all hester & Holyhead Guar. 5i per cent... 64 .3ork &Bandoubip.c. _ _ . _ .. all' Dundee Perth &Aber deen Junction all EastAngliau (X3los) • . • 15 - per cent all Do. (5) 7 per cent 2 . Do. (C 7 17s) 7 p. c all Eastern Counties Ex I tension, 5 p. c. No.l all Do. No. 2 5 10 St. 5 all Do. New 6 p. c. St. all Eastern Union, Scrip Guar. 6 per cent... all Do. 51., 10 per cent. all Do. 101. Debentr.Sh -100 East Lan cash. 6 p.cts. all East and West York shire June. Pref... all Edinb Prt h. &D undee 54 per cent. .00 llasgow &S.Westert Guar. 5 per cent. .00 groat Northn. sp. c. .00 Do. sp. c. Redeem. at 10 p. c. prem... 10 Do. 43 p. e. Scrip .... 6 Gt.N. of Scot. lat Pre all Gt. Southn.&Westm. (Ireland) Eighths) 5 Do. 4 per c. Pref. Sh 6 Gt. Westu. (Berke & Hants Ex. 5 p. c).. .00 Do. cov. red. 4i p,c. ,00 Do. con. red. 4p. c. LOO Dr., irred. 4p. c 6 Lau. & York. F. £2O LOO Do. 6p. c. Stock 13 Leeds N. 6p. c. No.l 9 Do. Quarters, 1848 100 London and Brighton Guaranteed 5 p. c 100 Do. Pref., sp. c. St. all Do. Convertible, sp. c., 1852 100 Do. New Guar.6 p. c 100 Lon. &N. W., Coy. & Nuneaton 5 London &S. Western Cou. Thirds all Londonderry& Color 1 a Shares - all Londy. & Ennis. ASh all \lan., Shef., & Lin. Sliarea, No . 1. all Do. New, £lO £6 all Niarypt .&Carl.4 p.c, all Do. 4i per cent 1,1D0.. 0o Vlid. Consol.6 . 00 Do. Consol. Bristol & Ulm. 6 per cent 5 Do. Pref. 44 per cent 6 gorfolk Debenture 100 Do. Pref. 4 p. c. Stock 100 Do. sp. c. Eat Nv 155 Do. 54 per ct . pref. St. 100 Do. Way. Val. sp. c. St. 100 North British 20 all North Staffordshire St. 100 Oxford, Worcester, & Wolverh.Xls, 6 p.c 15 1 5 Do .11 Scot. Cent. ,New Pref all • shrews. &Birni.N.G. all Shrewsby. & Chester (Nor.W.Nou), 8 p.c. 10 Do. 5 per cent all South Devon . • De. fixed, 4i per cent all S. Eastern (Reading Ann.) of £1 Os. ed. 100 Do. 44pei cent. all i.Yorksh.4p.c.Guar all Stockton and Dar lington, 4 per cent. 5 Do. do. do. all Stockton and Hartle.' pool, guar. 5 p. c. till lst July, 1856 3 Viraterfd.&Kilk.ep.o.l 1.00 York, Newcastle.and Berwick,4 p.c. Pref., 5 D o York&N.MicllandH and Paoli 21 - 22 4i - 4i 7i 8 14 —l2 dis l 5 - 17 8 87 - 89 51 3 / 4 - 62 13 - 15 8 • 10 ii L ii 7 - 8 1 . 5 i ----- i'.6t Ili = iii 59 - 61 54 - 56 20 -- .)8 62 86 87 75 77 119 - 121 90 - 94 72,E 721 85 90 10 12 t 10 12 I) 59a 60 sa 11~ - 12~ 8 id — iP 95§ 964 95 - 1 d - 4d' 75 I 77 (1 134 1241 12 JAG, 19 - ;20 57 - 57, 31 - 33 d. dl 7 i b ul 6 - 8 43 - 46 31 34 30 ... 31 50 64 par iIP 7 6dl 7i 71 27 - 29 80 82 50 - 52 48 - 52 48 -- 52 34 -- 24 13 -- 15 10 -1.! 4 -- 3id 13 15 574 584 32 33 4 2d 4 5 27 - 30 - 11 - 2i 18 19 4 - 21 4; 23 44 - 54 6 - 7 644 65 9 8 51 41 - 46 :E SHARES, 96 6 - 61 3 - 31 4 - 4 - fp! i = 12 - 1 i ! i 23 - 24 ••• 3 —3l ad ' ...xd 108 —llO 102 104 9a 91 7 8 .. sd 64 7 93 95 87 89 88 90 Id pa 25 - L •• • "''' .4 ... •••••• id 11 - 2i pl 51 - 6i 8 --9 i - par 125 130 lid id ... ad ... xd •• • ad •.. xd 93 - 96 *ii 154 -- 164 94 --10 11 --13 id -- * P 22 - 23 15 - 20 ... ...... . 1 .. 2 di 85 -- 90 31 - it. 100 0 8- i 0 all .3i all a I 28 !7il all 2 1S ;5 30 >t. 100 zt. !O l2 [0 6 15 all ;5 all all all st. all IstreitSDAY ItYgNINGLAPRIL iss NELSO. rALTIC. Agua Fria - Anglo Austrin. Gold filiforuian .%.ustntlasiau lustralian Australian Cordillen , ! lustralian Freeholt:' - 2 1) ip 1 d ti 2 H - - 4 ,Vve Maria iadeu (Gd. Duchy of, Lilaenarvon Ir. &Com: dritish Austrlu. Gold British Iron . Brazilianlmp.(issued at £5 pm Do. Comes & Cuiada Do. St. John Del Re} Carson's Creek .31arendon Con. Min. Co. of Jamaica Cobre Copper jolouial Gold 9 11 - 6 8 d 3i 4i 14 2 29 31 d 39 - 41 10 - 12 50 - 60 2 - 4 Copiapo .topper . Min. of Eng Do. Pref. 7. p. cent. English and Austrin Copper Smeltg. Co General li - 21 Great Nugget Vein, Do. Registered Great Polgooth Liberty Linares Loud.&Califoru.Golii. Quartz Crush. Co 4ariquita 'itexican&S.Amerien New Granada g A A - 10 - 11 G A - 64 A - i New Linares Mining) and Smelting C 0.,. 'Nouveau Moude Pontgibaud . Sili-er Lead Min. Smelt. Port Philip 4nartz Rod( thymney Iron Jo. New . : 1~ 15 - 17 - - 1p 28 -30 i 8 -10 3i - 4A 3} - 4A 3 3 1 - 6 d iautiago de Cuba 'outh Australian fin Croft United Mexican Waller West Granada ' West Mariposa . Vorthing Mining of Australia .••• Yuba ••• • • d i - 4 MARKET NEWS--(TMIS DAY.) BAY MARKETS. SMITHFIELD.—Meadow hay, 21 154 to 5/ Os ; clover ditto, 31 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 15s to 61 Os; and straw, 1/ 18s to 2 / 5 s pe r Joad. Supply good, and trade rather dull. WHITECHAPEL.—Meadow hay, 2/ 14s to 5 / Os; clover ditto, 31 154 to tit Os ; and straw, 1/ 1.6 s to 2/ 4s per load. Trade steady. MEAT MARKERS. NEWGATF: AND LEADENHALL.—Eaoh kma. oi meal. moved off slowly at this market to - day , a t our quotations. Beef, from 2s 10d to 4s Od ; Mutton, 3s 2d to 4s 4d ; Lamb, 5s 2d to Gs 8(1; Veal, 33 6d to 5s 2d ; pork, 3s 4d to 4s 8d per 81bs, by the carcase. SOUTHALL, APRIL s. — Wo have to report a dull trade for each kind of stock at this day's market, at drooping terms :—Beef, from 3s Oct to 48 2(/ . Mutto n, 3s 8d to 54 01 ; Lamb, 5s 6(1 to 6s 8(1; Veeil, 3s 10d to 5s Od ; Pork, 3s 4d to 4s 8d per Albs, to sink the offals. RoMFORD, APRIL s.—Our market is heavy, and last week's currency is not supported. The quotations are as follows :—Beel, from 3s Od to 4s 4d ; Mutton, 3s 6(1 to 5s 3d ; Lamb, 5s 4(1 to 6s 10d; Veal, 39 ad to 5s 0 ( 1 ; Pork, 3s 4(1 to 43 8(1 per Sibs. Quarter old Store Pigs, 21s to 26s each. LLOYD'S SHIPPING.-(TB1S DAY. LONDON, April G.—Wind this day at Noon, W. ; light breeze, and fine clear, dry weather. PORTSMOUTH, April s. — Wind, W. .Arrived—H.M.S Cumberland, Halifax. COWES, April s.—Wind, W.N.W. Arrived—Tylland, Callao, and sailed for Antwerp. OFF SALCOMBE.—Elinbeth, Mauritius. POOLE, April s.—Wind, W. Sailed —Port-Glasgow, Quebec OFF DARTMOUTH, April s.—Arrived Maori, Hong Kong. PLYMOUTH, April s.—Wind, S.W. Arrived—Daylea ford, London, for Melbourne. Sailed—John, Quebec. PENZANCE, April s.—Arrived—Melbourne, Belize, and sailNEd e for London. WRY.—Arrived—John de Wade, St. John's, N.B. QUEENSTOWN, April 4.—Wind, S.W. Anived—Leba non, Mazagun. Sailed—Louisa Munro, Bay of Fundy ; Atalanta, Rio Janeiro. BERWICK, Aptil 4.—Wind, N.W. Arrived—Harebell, Callao. SHIELDS, April 4.—Wind, N.W. ; f re sh 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 ; Gonge de 8011, Amsterdam• Sailed—Herber, Sydney; Sir O. Forbes, Port Adelaide William Joliffe (a), DEAL, Thursday, 9 a.m Wind, S.W., very light, 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 Lloydso from the Board of Trade, regarding an unknovre !ih 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 laud 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 t he Shoa l (after passing out ward-bound the Punta de Caucaveo 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 Coyregidor, in the üblished at Madrid Spanish chart of the Bay of Manilla , p in 1807, in the " Direccio n Hidr?grafics." Between the Shoal and the Main land there is a navigable depth of water, and the master of the Stratheden stated that through that passage he entered the ba y 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 o a Swedish vessel of war touched on the same p a rt, and l ag ti 7, 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 subject to their attention. • - ATO ENI 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 —only lose not an hour ;"—a rather Napier - like speech. It was the 30th of larch 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 wer e 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. Then as now, the fortune of the whole war appeared to depend on the peomptitude and vigour of the Baltic fleet }but the Napier of that day was, ,for some time, understheForders of an irresolute superior, whose delays.drove the hero to that memo rable act of disobedience which he made a sublime jest of, when he put his glass to his blind eye that he might not see the signal to stop fighting. When he got his ships safely away, the northern allies were in great amazement that he was fairly riding in the Baltic. The Russian fleet was then frozen up at Revel. The Admiral wanted to wait, while Nelson chafed to go forward. The wind was wes terly for one thing—fair for Revel ; and at this season a westerly wind in the Baltic is rather a rare blessing. The wind is usually strong from the east all spring ; and in those days, and in that sea, a fair wind was all in all. If the Russian fleet should get out of Revel, it would be an eternal disgrace. How it would have aMazed Nelson to know that the next great Baltic expedition would be able to make its way without a wind—actuallY in the teeth of those easterly gales ! Early in May he received his appointment to the command, and the news of the Czar's death ; but he still pressed on—hav ing no great faith in the word of Czars, old or young, about wishing for peace, which Alexander then professed. The Russian fleet had got away from Revel to Cronstadt ; but there was to be no more fighting ; so we have no precedent about the passage of that channel, which is said to be now about to be choked with boulders—these boulders being as many mines, charged, and connected with galvanic apparatus on shore, or on board Russian ships, to blow our heroes to the moon. It must be rather a pity in Russian eyes that this little device has got wind ; for Sir C. Napier, once fore warned, will take care thatjt gets water too. We imagine he will let the wet in among that terrible powder ; and as for else. boulders—the probability is that the ice will not stand still to be incited , exactly where the Czar commands, but will be driven all abroad by pressure from Within. The melting of that ice does not proceed from the wes tern margin inwards, but is occasioned by the rush of those formidable easterly winds, and the warmth of the inland shores, whereby a de luge is brought down from the lakes and rivers, heaping up the ice in huge piles, and smashing it into pieces, which drift out before the cur rent far away from that narrow Cronstadt channel. There is no saying how far away the geologists of a future century may find those boulders. The want of pilots in Nelson's day was decidedly a more formidable evil than this game of nine pins that is threatened upon the ice. The great expansion of 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 lie liked, and to get in a good deal of the spring merchandise, which his people must now go with out. But that is not all, nor perhaps the chief. March and April are the months when the peasantry, and indeed all below the capitalist classes of the Baltic provinces, are in their poorest plight, as to health, strength, and spirit's. '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 careles.s 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 ace 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 strceming —the Baltic herting—and then the inhabitants get human food again. How much will they have this spring ? They are hastening into the interior. Hovs 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 be no spring supply, these villages will be invaded—aro 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 missed this year. It is nothing to the peasants of exhausted villages in spring that Russia supplies corn to other countries. She cannot. supply it to her own serfs. There are no roads ; there is no communication ; and the country people are often dead before their need is known in the towns. One of the painful thoughts attendant upon the crisis is that of the innocent peasantry, who are to be starved out of life through the insane pride and creed of him whom they are told to call their " Father." It is from this peasantry that the Czar's soldiery is drawn. It is the same class that is perishing of disease and misery on the swamps of the Danube, and on the sands of the Baltic, and on the bleak steppes of the interior. Mercy to these poor slaves requires a vigilant promptitude in the Baltic. The speedier the blow at the heart of the empire, the shorter will be the pain of its helpless inhabitants. Our fleet must first pick its way, as carefully, as perseveringly, and intercept all the Russian commerce of that sea ; and 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, the rest will soon be settled.—Daily NeWS. ~~ ',9~' , b2: `BAIL Yfr"~ Ys~ TERMINATION OF THE SEAMEN'S STRIKE.—The re ports of our correspondents at Shields and Sunderland state that the strike of the seamen of those ports is at an end. At Shields the resolution to break up the strike was last night carried, at a meeting of the seamen, by a large majority. An effort was made by the minority to rally a party in favour of a continuance of theme trome ike, but happily it proved of no avail. - Without havin c to any definite resolution on the subject, many of the Sunderland men, it appears, have entered into engage. ments, and a number of vessels have proceeded to sea. MUNIFICENT DONATION.—Mr. Richard Devereux, of Wexford, who has just left for Rome in company with his parish priest, transferred, previous to his departure for the Eternal City, th e sum of 14, 000/. in tr Roman Catholic charitable and religious uses. In the distribution of this munificent donation Mr. Devereux has allotted the sum of 1,0001. " for masses for his family ;" and it is understood that 4,0001. are devoted , about two to the fund now raising for the establishment of the Roman Catholic University. ) LIVERPOOL, WEDNESDAT.—This afternon o'clock, the United States mail steam-ship Arctic, Captain J. C. Luce, sailed for New York, with the usual mails, 128 passengers, and a large and valuable cargo of merchandise on board. Copies of the London journals of this Morning were placed on board prior to her departure by Messrs. Wilmer and Smith, news agents, Liverpool, for the press and news room of the Western Continent. g ca‘ , cuch — aß n iliei' — ent engine v p%itiVitriat s t l W timepieces, &c, and the absence of a communication be tween the guards and engine -drivers, and would appear.to have contributed to cause the accidents 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 cansethe accidents in forty-three instances. 2.—Cases referable to an Inefficient System and a Deep' tive State of Discipline, The unpunctuallity of trainsappears to have contributed to cause accidents in fourteen instances. Insufficient or inadequately enforced regulations core tributed in forty-two instances to cause the accidents. And a defective system for seeming proper intervals be tween trains would appear from these reports to have con tributed to cause accidents in fifteen instances. Report to the Lords of the Committee of Privy Coun cil for Trade, clas!,ifying 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 ace,i 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 he 64 killed, and 300 injured; and of this number 36 have been killed, and 280 injured from causes beyond their own control. The returns of accidents for the haltyears ending 30th June and 31st December, 18.'3, 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 'lolling 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 through 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 manage 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 TEM ROLLING STOCK AND ROAD. I.—Accidents from Engines or Carriages leaving the Rails. There are twenty-four cases of accidents to trains whore the engines or carriages broke down or left the rails. These may be further divided into— (l.) Accidents beyond the control of the management. —Three accidents may be placed in this 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 be ascertained ' • some of its resulting consequences, however, might have been lessened, had a communication existed between the guard and the engine-driver. (2). Accidents which might have been guarded against. In five instances the accidents were caused by the bad con dition of the road ; but in one of these instances the worn condition of parts of the carriage would appear to have had souse influence in causing the accident, and in another the effect produced by the defective condition of the road ap- I 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 appal ently have been traced on the surface by care ful examination. In three instances the accidents would appear to hate 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 i 4 accidents, 13 or little snore 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 seavants ; but in one case the use of facing points at the place was highly im proper, and in the other the regulations of the company were not sufficient for ensuring safety. 3.—Accidents from Persons in Trains being struck against Works adjacent to the Line. There are four cases of accidents from passengers having 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 truck■ for conveying passengers ; and one to the defective con struction of a tunnel. 4. Accidents from Boiler Explosions. Three cases of boiler explosion have been reported upon. In one, the accident was due to the negligence of au in ferior servant. In another case the boiler was much worn ; and in the other case tke 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. 1.--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 Groat Southern and Western Railway ar.t Straffan, a want of break power, au 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 duo 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 wore 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 eye. tem ; in one case, deficiency of engine power and of breaks ; in five other cases, the insufficiency of signals ; in another, the want of timepieces ; and in another, the want , of communication between the guard and engine -driver, contributed to cause the accidents Of the remaining ten cases, three were due to the in sufficiency of the regulations of the company, combined in one case with want of tireepieees among the company's servants, in another with the want of adequate signals, and in the third case both signals and timepieces were deficient. In six instances the accidents were due to the want of a proper system for securing intervals between trains. In five of these the accidents were also attribut able to the insufficiency of the regulations; and in three the accidents were partly attributable to unpunctuality, not beyond the control of the management. In two in stances the want of timepieces, and in another the want of adequate signals contributed to cause the accidents. Ono accident was due 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 mauagers 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 driTtell; and fireman of one of the trains being unacquainted ,wvi th the road, the servants on the line not being supplieded time-pieces, the breaks on the trains being insufficient, and the regulations for working the line defective. 3.—Collisions from Trains meeting on a Single Line. There are eight cases of accident s from trains meeting on a single line. tashn o ed c,c tw urr e.r e a d d n u e e a r p t a h rt e l j y u t u o ct t io h n e In two instances the accident rains, but che to in of a single with a double lino, want of break power in one of sufficient regulations.. In one of these cases Chieflyat of adequate signals, and in the other the negligence of an in ferior servant was combined with the other causes. The remaining six accidents were attributable to insuffi cient regulatio ns for ensuring safety, combined in one in stance with the ne gligence of an inferior servant; in another with want of break power ; and in a third, which was the most formidab le (viz., the acc ident near Oxford, 'on the lucking h a mshire Railway), the insufficiency of the regula tions was combined with a want of communication between th e guards and engine drivers. 4 . — Miscellaneous. Under this head may be mentioned three accidents—of which, one occurred in consequence of the direct neglect, or rather violation of the ordinary rules, under which the line was was w or k e d , b y the superior officers of the com pany ; and another was the result of insufficient regula tions combined with a want of break power, and a defec tive construction of gates at a level crossing. The third accident occurred in consequence of some pas sengers having got out of a train on the wrong side, and having been run over. This was due to the neglect of the regulations for locking the doors of the carriages on the off ride, occasioned by the want of the proper platforms at many stations. 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 practices involves considerable danger, because the safe working of a railway depends upon the servants being always on the alert. The signalmen and pointsmen must always be on the look out for trains, and attend carefully to their signals and points ; whilst the guards, engine drivers, and firemen should, whilst on the road, have their attention continuelly directed to the safety of the train ; and it is utterly impoN• 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 duty at six a.m., were sent out with a train after having worked to between ten and eleven p.m. ; and, in another, meu 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 eligine-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 cases of broken tyres axles, which were considered as purely accidental, were duo to the blows to which the wheels had been subjected in passing over bad joints. In other cases the accidents were attributable to the in sufficiency of the siding accommodation, the inadequacy of the signals at newly constructed sidings, and to the ser vants of the company not having been supplied with a means of measuring time. As regards this latter point, it is to be observed that on lines of railway of large traffic where the trains are worked to carefully regulated time 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 trooped 10 undue economy. In some cases the supply of engines has been limited, and the trains have been worked upon a system which entailed that the unpunctuality of a train in one direction affected that of the corresponding train in the opposite direction. In other cases heavy trains have been forwarded with an insufficient supply of guards and of breaks, Eta. It has been the practice on some lines to effect a saving in the working expenses, by contracting with engine drivers for working the trains, and in others by 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 traffics; and other accidents have arisen from a violation of rules, which would appear to have been permitted on previone occasions without rebuke from the superior officers. In many cases the rules have been inoperative from She responsibility of carry them into effect not being clearly fixed. upon particular individuals. In other cases it will be found that accidents have oc curred owing to the system of issuing regulations having been loote 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 he 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 oven occasional goods trains, have b )(ea allowed to run without the engine -driver having bean f irnished with any instructions as to the time at which it was to pass or stop at the several stations, and on other r ,ilways where carefully framed time-tables have been p tblishecl 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, 1 or to be passed at stations by, other trains, have been fre quently detained by the unpunctuality of those latter trains. This latter cause of unpunctuality has arisen on lines where the traffic is conveyed in trains at different rates 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 he found, therefore, that in the ordinary condition of railways at the present time, punctuality is not sufficiently attended to, and that in order to secure a sufficient interval between trains, lines are practically worked to a very great extent by signals. Several of the cases of accidents will show that to insure the due exhibition of signals, it is the custom to organise as mane- checks as possible upon the progress of trams ; and for this purpose a system is in use on many lines of railway by which guards of trains as well as station masters keep a record of the time at which every train passes every sta tion. This record also shows whether the time of running a train has been properly apportioned over the different parts of the lint'. It will, however, be found that in nearly one-half of the cases of collisions between trains following each other on the same line of rails, the lines do not appear to have been worked under a limper 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, sad 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 ;,,my 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 baying 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 sin gle lines appear to have been name reus during the past year , and to have been due to insufE cient regulat ions. A single line to bo worked safely requires to be worked L inder very special r egulations, and those regu lations are such- as to be incompatible with running a large number of train e. Of the systems in use for working single lines, those which. would appear to be best adapted for ensure absolute safety from collisions tire that either one engine rain moving on the single line, or por gelevelrigye,. or that one particular man should ac tac- tion should ot. d ra w a si company every engine or train moving over it. Several single lines of railway have been worked by the but the safety of this system depends on as to the starting of trains being very clearly if the causes of the accident which ec e t rre i s c p ie nfi l s e ni g eb tia ll !p a i n d one 4 occurred on the Buckinglramshire Railway at Oxford was the want of a clear responsibility as to the use of the eksc tric telegraph having been fixed on individuals. A careful consideration of the several accidents will show' that many have arisen from the want of individual respon sibility. In ninny cases the responsibility has not been clearly defined in the rules ; and in other eases it has not been practically enforced ; and hence, in many accidents, evidently due to positive errors, the blame cannot be axed upon individuals. Iu 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 ilzese ver dicts sustained in the courts of law. I have the honour to be, my lords, your lordship" most obedient servant, DOUGLAS GALTON, Capt. Royal Engineeee. The Lords of the Committee of Privy Council for Trade. * This method of working has been adopted on the South Eastern Railway under the direction of Captain Barlow. O. superintendent of the line. GREAT NUGGET VEIN COMPANT.—At a meeting of the Great Nugget Vein Company, held at Sydney en the 16th of January, the report stated that the erectios of the heavy machinery for the working of their pro perty by the Colonial Gold Company had just been oom' pleted, ,and that in a few weeks the whole would be iu operation, when the question would be d e cided, not only " whether the claims of the co m p any are worthy of their repute, but whether the countr y offers induce ment to enter upon extensive go id.rniuMg o p erations, .or a field fur the desultory labours of individuals only." 'file Government had conceded s lease of the property for 21 years, and the results of twelve mths' experi ments on various portion s of the ground on were as fol io\ vs :—namely, from 1,184 tons of alluvial soil 636 ou ncea of gold, and from 8G tone of crushed quartz 92 ou: eces. The company being relieved by their agree melat with the Colonial Gold Company from the ex capital NMI lying idle, and it was proposed to invest it in advances on pense of working the mines, their railvi ay stock, guaranteed by the local Government, or to tb to extent of 50 per cent. on the shares of the coLO; 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., an d out of this, in consideration of " the profit upon the sale of shares in England," a dividend was declared of 5 per cent. s Birmitivrs 011 SPECIE.—The shipments of specie by the peninsular and Oriental steamer Colombo amount to 1 84,714/., of which 35.800/. is gold for Alexandria, C e y'leiv, Singapore, and Hongkong, and 98,400/• silver for 'Bombay, Calcutta, Singapore, ligegkong, Canto*, au a **Dog, 1 all 1 all Os. all !O 6 1 all 1 all 1 all 1 all 1 all P 13.6 ;5 24i 1 1 It. all, r 5 all 5 all O all 2 all 2 all 3 all 1 all 3 all 1 all 1 all .0 9 1 all 1 all 11 all !CI all 51 1 1 I all L 5 115 1 - all 1 all 1 all 1 12s, 1I all 0I all all :0 ',O all 15 5 ',O 2 JOINT-Si Australasia British Colonial Bank and Loan Company British N. America', Chartd. Bank of Asia Ohrtd. Bak. of India; Australia, & Chins Jolonial lommercial of Loud T,nglish Scottish and Australian Loud. Chart. Bk. of Australia . London and County London Joint Stock Loud. & Westminster National Provincial of England Do. New N'ational of Ireland New South Wales lriental Bank of Corporation. )0. New ?rovincial of Ireland • New Loyal Australn.Bkg &ld Imp Co south Australia 'llion of Australia )o. New Union of London MISCELLA kubin Coal and Irol lustraliau Agricult. %.ustralsn.Pcitic. Mai kustraln. Royal Mail ierlin Water Works 3rit. American Liam] Irit. & Coln. ,Imeltg. and Reduction Co.. anacia ;'rystal Palace Do. New........ ..... lrystal Pal. of France Eastern Steam Electrit Telegraph(A) Do. (B) Electric Teleg. of Ir len. Steam Navigat /eueral Screw Steam [rish Beetroot Sugar Niagdalens. Navig. Vat. Pat. Steam Fuel N'etherlauds N. S. W. Coal di Inter. Steam Navigat. Co. N. B. Australasian 1)0. Now \rah. of EuropeStean Peel Rr. Ld. & Miurl. Peninsular & Oriental Do. Do. Portland Iron Co Loyal Nlail Steam Scot. AustraL Invest. South Aup;tral.Land iubmar. Telegraph ~ Do. Registered Van Diemen's Land RAILWAY TRAFFIC BRTU.RNS. THE GREAT NORTHERN RAILIYA.Y.—TraffIe return fee the week ending March 26, 1854 £17,022 15 11 Corresponding week last year 13,526 9 6 LAN CA SHIRE AND YORKSHIRE RAILWAY.Traffic re turn for the week ending April 2, 1851 £17,583 5 0 17,412 510 Corresponding week last y ear CHEM IER AND HOLYHEAD RAlLWAY.—Traffic return for the weal c ending April 2, 1854 £3,810 4 0 001Tespc ending week last year 3,401 6 3 ......--...... _ la cream) in 1854 ............................. £405 17 9 Coot AND BANDON RAILWAY.—Traffio return for th week ending April 1, 1854 2191 3 10 Cones spending week last year . . 188 11 9 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 743 cases of accidents to trains which have been mentioned above, did purely accidental circumstances alone cause the accidents ; and in only eleven other cases were purely accidental circumstances combined with other causes to create the accidents. In only 28 cases was the direct negligence of infezior servants a contributing cause of the accidents ; but in some of these cases the negligence can be traced either to the men having been overworked, or to defects in the state of discipline. The other causes which contributed to the accidents were .:itbin the control of the managers of the lines, and appear to have been as follows :- I.—Cases Referable to undue Economy. Under this head the inwftloient supply of W eans for secur• 89 52, li2 xd 213 2 87 77 6i 120 91 72i 14 PO 594 601 591 „ 95 6}yl 64 95 d did* sntiii 37 per cent. 64i 56 5 11 45i 6.1 95 4 id 22 0 all :5 all ;5 I 5 .0 I all 5 I 1 ;5 `all ;5 all 5 all 15 !O 14 LO 8 LO 4 5 I 1 5 5 . 5 4 4 2 !O 3 15 20 15 all 1 1 L 5 14 0 10 1 all .0 3 2 1 1 all 1 !O 10 5 all 50 all 50 35 2 all DO 60 1 all li i BANKS. 72 - 74x4 ::: d li ld 5 - 4 3 2d 45 - 47 36 - 38 62 - 64 6 - 7 'SOUS Sri} -- 37 75 - 80 64- - 61 16 - 18 1 -- 3 .i 7 I. ... -.. ... .. ---- ... 1 ..-- iC , . . ---* • • • 41) li - li; 3t - 30 i - 1 1 9 lair 37 i 15 61 i i - =_:~ . 11 S nu lish rod na- an . M. gl * r of ba, dist t of stet ) or )ser' raw ataf the irth )Ug lI A ac` Th e Wo re ;lade in i 75i 5 18 i 1081 PIJI • '1