The Sun. — London, England, 1851-06-26 00:00:00

- , /--•- ~ - , 1 '4 o ,(l r ler d "' 2 s lllsfr#AXg d N Mr *' - • . . e 1101.‘;..1; . z ~" 4,.. % , 7 - I. ! V - I / 1111111111 , ~ i#47, .61,'• of its great coolness in the hot summer months, the sup . .e..01?7... . lill i - , ,,. t.x. -N. / - N•J', , • . y weuld require to be constant, and the house-pipe to 11 - 4 4;; '--/4 ' _ ._.,, - .. ~( • 0.-u-re 1 \ ' " _ lit, p✓ r , -,,,,, i I ,t- .- . ,-' ~, / : .4llllll3llllo,muiunicat e .directly with the main. But although this ° . ,- ' • ~ ';•.' N. cl --- " -- 7 41 FT- \•?' - ; I 1 it, - /, ' - kV.' 4 ! ~ 1 ' t ... Yt ' i 0 4*-... 1 i \ • it" ,' .. i ~. ~.; 'o' 4 - • - 1 .,A , , /9 ,- • • ange is desirable on other important grounds, it is not t , A rr • N e kr \ '' :4 \0 A ',.. ~ \ < 1 -- :..., 4 ea/ . I. * r - -4 .. . ~. r' '........ '"*.c. , , . . * indispensable to the first introduction of the softened X_;. , , .., . I A.. 1. ~, ;. \' .: I 1 'l , .. . ~., '*, , ;:-,,,, I.:11„/ '.. 4 .a. e4T 441'' '..... 4 &1kVi - "1"4 0 :!) ..r.:4 11; ' 4: r 4,. V 4 4 . g . _ • P' . ' , Eic;-2. ,'..-^* \\ -' . ---- " * V '''''''1, 1 ,...,,._ 3 .4. k,,,___,- ,„ : 7-- i --- 0, i ,: ~,,,,- 0 -14 ~, - . 7 - 7 ----___ :-. v 3 ,, \ - -- - -14s1 -- .L.-- ,, ,, eic&-, -14, . z- t .‘ ,_ hp • -,-_-__ , ,:,-A- --ii. *I, ~ D I - 03 - --, ~,, "0 , in t „ • ~ ~,,, 4 -4.,,x,.. , oi i ,-7--...-- . ..... chalk spring water. V - . NT. EAST INDIA lICAISE,'JVNE 25, - 1851. THE coGRT of DIRECTORS• of the EAST INDIA COMPANY go 11,Temy give notice, That a GENERAL COURT of the said Company will be hell at their House, in Leftdenhall-street, on WEDNESDAY, the 9th of July next, from Nine o'clock in the Morning until Sik in the Evening, ior the Election of a Director of the said Company,*in.theroOm of Henry St. George Tucker, Esq., deceased. The form of a Letter of Attorney and of a Declaration for enabling Proprie ors of East India Stock to vote by Proxy'on this occasion, may be obtained upon application at the Treasury in • this House. JAMES C. MELVILL, Secretary. 5 after •broath _ The water recommended appears to approach most closely to the standard of all that is excellent in a town supply, and is worthy of the greatest efforts and grand est works to procure and convey i:. But the sources are Lear at hand, and the water is attainable without diffi culty or great expense. With such a noble application of the chalk spring water in view as the supply of the metropolis, it would be a desecration to permit that water to bo wasted on other uses, and most impolitic to allow the possession of it to pass into private hand s . It i s our d e lib era t e o pi n i on , w hi c h we would enforce i n t h e strcnges t ter ms , th at th e much d sired an d most necessary improvement in quality of the London water is associated with these sources of sup ply, and will d epend upon their proper application to the uses ef th e p u bl ic. We have th e h onour to be, Sir, your very servants, TIIO3IAS GRAHAM. W. A. MILLER. London, June Ir. A. W. HOFMANN. To the Right Hon. Sir George Grey, Bart., her N ajesty's principal Secretary of State for the Home Department. N ° .18,333.) LONDON THURSDAY '4 ‘ • "e 4 N G s JUNE 06 185 as read it was )ply of mrsons, COPYRIGHT MEETING. The at endance of British Authors, Publishers, Printers, Stationers, and others interested in an equitable adjustment of British and Foreign Copyright, is requesetd at a Public Meeting, to be held at the lIANOVER-SQUARE ROOMS', on TUESDAY, the Ist of July, at Two o'clock, to consider their interests as affected by a recent decision of a Court of Law, tending to ddprive them of all prospect of reciprocal rights, by removing the inducements for International Copyright. The Chair kill be taken by SIR EDWARD BIJLWER LYTTON, Bart., punctually at Half-past Two, and Mr. lIENRY G. BOILti Will act as Vice-Chairman. a place 4, South-square, Gray's Inn. [PRICE SD. METROPOLITAN DATER SUPPLY. Public- NEW NOVEL BY THE AUTHOR OF THE DISCIPLINE OF • - LIFE. Now ready at all the Libraries, in 2 vols., CL ARE ABBEY. By the Author of " The Discipline of Life," &c. Lady Ponsonby's ' Clare Abbey' is a book far before her former novel, The Discipline of Life.'"—Obscqwer. "Lady Emily Ponionby has constructed a charming romance. Indeed one that may take its rank with the works of Miss Austell and the other lady writers who have embellished the literature of fiction, delighting the fancy while improving the heart and elevating the standard of the morals of society."--31ornIng Advertiser. Colburn and Co., Publishers, 13, Great Marlborough-street. RAILWAY INTELLIGENCE. LONDON, BRIGHTON, AND SOUTH COAST. THE LATE FATAL ACCIDENT AT THE FALMER STATION. South gution- CHAS. STEVENS, lion. See. 9 IMMO ,n 2 the alters- 20, Great Marlborough-street, June 25. NOTICE. —CL ARA CAMERON, THE BELLE OF TIIE SEASON, 3 vols., e Neff lace in 'resby s into it Mr. for being► stody. qirned let re• d and eneral ecting :a the of th• r the ct of could (Mr. edoni faith. feel tened %sure :h he the rable Mr. with June 25, 1851 F OR PORT LYTTELTON, Canterbury Set tlement, Otago, and Wellington, New Zealand. The first-class passenger Ship SIR GEORGE rOLLOcK, 630 tons register, lying in the East India Docks, chartered and provisioned by the Canterbury Association, to sail on Tuesday, the 15th July. Rates of Passage :—Chief Cabin (a whole cabin between decks), 42/. ; Second Cabin, 22/. ; Steerage, 161. For terms of freight, passage, or further information, apply to Joseph Stayner, 110, Fenchnrch-street ; Filby and Co., 157, Fen church-street; or to Frederick Young, Manager of Shipping, Office of the Canterbury Association, 74. Cornhill. POR PORT LYTTELTON, Canterbury Set- Cement, Nelson, and New Pl = rnouth, New Zealand. The first-class passenger Ship CORNWALL, 580 tons register. lying in the East India Docks, chartered and provisioned by the Can terbury Association, to sail on Tuesday, the 12th August. Rates of Passage :—Chief Cabin (a whole cabin between decks), 42/. ; Second Cabin, 22/. ; Steerage, 16/. • For freight, pas=ange, or further information apply to Filby and Co., 157, Fenchurch-street ; J. Stayner, 110, Fenchurch-street ; or ..to Frederick Young, Manager of Shipping, Office of the Cauteraury Association, 74, Comilla. THE GREAT NORTHERN' RAILWAY. SATURDAY TICKETS. Notice is hereby given, that in order to allow parties in London the opportunity of spending Sunday in the country, there will be issued by the ordinary trains from King's-cross Station every SATUR uAY after this date until further not ce, AT A SINGLE FARE, from London to all stations between Huntingdon, Lincoln, and Great Grimsby, inclusive, FIRST and SECOND CLASS DAY TICKETS, which will be available for return on the following Monday only by the ordinary trains. By order, SEYNIOUR CLARKE', General Manager. Company's Offices, King's-cross Station, London, June 25, 1851. THE GREAT NORTHERN RAILWAY. Contracts for CLOTHING, and HATS, and CAPS, for One Year, or longer, as may be afire, d upon. The Directors of this Company are prep %red to receive Tenders for the Supply of Clothing, and flats, and Caps, for— INSPECTORS OF STA LIONS, TICKET COLLECTORS, GIJAID iS, POLICEMEN, PORTERS, EN GI NE- DRIVERS, and FIREMEN. Parties disposed to , ender can see Patterns, and obtain printed Forms of Tender (on which only Tenders will be received) at the Office of the Inspector of Police in this Station, after this date. Tenlers sealed up, marked " Tender for Clothing," and a-dressed to the Secretary, must be lodged at this Office before Twelve o'cock at Noon, on Tuesd y, the Bth day of July next, when parties tender ing must be in attendance. N.B. The Directors do not bind themselves to accept the lowqt tender. By order, J. R. MONATT, Secretary. Secretary's Office, King's cross Station, London, June 26, 1851. L OND uN AND NORTH-WESTERN RAILWAY. LAKES OF CUMBERLAND. Tickets, available for Seven Days, by the Ordinary ?rains to Win dermere, will be issued at the following tares, on and after the 30th instant. ull particulars may be bad on inquiry London to Windermere I First Class.% Second Class. and Back, 3/. 3s. Od. 1 2/. ss. Od. By order, General Manner's Office, Euston Station, MARK lIUISII. C HESTER AND HOLYHEAD RAILWAY LOANS ON DEBENTURES. The Directors are prepared to receive Tenders for LOANS for a period of four years, at interest after the rate of five per cent. per annum, payable half-yearly. Applications to be addressed to EDWARD BROOKS, Secretary. Euston Station, June 20th, 1851. FURNISHING IRONMONGERY, Fenders, and Fire-irons, Kitchen 'Ranges, Hall and Church Stoves, Tea urns and Kettles, Table Cutlery, Lamps, Baths of a 1 kinds, ornamen tal Wire-work, Tents, Iron Bedsteads, Purdonnms, &c., at the PANCLIB AS ON ; also the largest assortment of Papier Mach& Tea trays and Dish covers in London. Every article warranted, marked in plain figures, and delivered free of all carriage excesses, 200 miles. W. MASSEY and Co., 58, Baker-street, and 5, King-street, Port man-square. Furnishing lists and estimates may be had on applica tion. • T. MARTIN'S HALL. Her 3fajosty the QUEEN having honoured Herr KAUFMANN with her command to give a MATINEE MUSICALE with his acoustical instruments, TO-MORROW (Friday), at BUCKINGHAM • PALACE, the public is hereby respectfully informed that the Se cond Concert, already announced, is POSTPONED to MONDAY, June 30. T" ENGLISH LAKES. The original pictures, twenty-eight in number, of the "LAKE SCENERY OF ENGLAND," painted during the last three years by J. B. PYNE. Esq.,l are still on view, in the Large Gallery at Messrs. GRAVES, 6, PALL•MALL, which has been en gaged for the purpose. Admission on presentation of address card. Illustrated Catalogue, One Shilling. RICK CLOTHS, with Poles, Pulleys, end Lines complete, at BENJAMIN EDGINGTON'S, 2, Duke-street, London-,bridge [ new and second-hand. A few used at the Exhibition In good condition. Marquees, Tents, Flags, Sz.c. A Warehouse at 208, Piccadilly. .4 CATHOLIC LAW AND GENERAL LIFE ASSURANCE COMPANY, 8, NEW COVENTRY-STREET, LEICESTER-SQUARE, LONDON. The FOURTH. ANNUAL GENERAL MEETING of the Proprie tors of this Company took place on the 25th instant, at the Head Office, at One o'clock precisely. The following is extracted from the repwrt, which is too lengthy for publication : During the past year no claims have arisen from deaths in England, and but two in Ireland—one for 5001. and the other for VV.—making together 7001., which have been paid. This is far below the expected aortality, and is especially favourable, when it is remembered how Severely the life offices generally suffered from the epidemic of last year. The number of lives assured between the Ist of June, 1549, and the 31st of May, 1850, was more than double the number issued in the twelve mouths preceding. Proposals were made for 138 Policies, amounting to 52,9431.25. 6d.: of these 123, comprising 106 lives, were accepted for 45,1251. 6s. Sixteen Policies lapsed, representing 6,0451., upon which 3201. 3s. Was received by the Company in the shape of premiums. Since the commencement of the Company to the Ist of June last, assurances were effected to the extent of 110,972/. 12s 6d., pro ducing in annual premiums 3,7321. I Is. 6d. Of these 54 lapsed, amounting to 23,9901. 16s. 6d., of which the annual premiums were 7411. Is., leaving the yearly income on the Ist of June last equal to 2,991/. 15s. I Id. Since last meeting loans were applied for to the extent of 17,7001., but 1,1831. Its. 10d. only was advanced. The Directors were also highly gratified to report that within the last four months they had considerably extended their business on the Continent, having appointed, as Head Agent in France, Monsieur de I'Etang, a gentleman of high standing in Paris, distinguished for his integrity and ability in financial and in all assurance matters, who, under the sanction and patronage of the Archbishop of Paris, the Cardinal Archbishop of Lyons, and Monseigneur Parisis, Eveque de Langres, has already within the last three months effected a con siderable amount of business, not only in Life Assurances, but in An nuities both Immediate and Deferred. After various resolutions, approving of the Report, and returning thanks to the Right Reverend Chairman, Bishop Morris, the Vice- Chairman, Actuary, Secretary, and Medical Officers of the establish ment, the meeting separated, highly gratified at its present results and future prospects. JUVENILE CLOTHING. MIDSUMMER HOLIDAYS. Youth, perhaps, never feels more joyous than when it contemplates the half-ye ,rly vacation, unless it be when lookitg forward during the holidays to new clothes. But how much would the delight be en hanced, if, instead of the ceremony of measuring by the family tailor, and hearing his recommendation of tins, that, and the other fashion or cut, the parents would take them where they would see every pre vailing style adapted for all ages, and allow them to chose for them selves—not that they need be left altogether to select without advice, but their natural guardians would be infinitely better satisfied if they Saw every description of appropriate dress mode up in the first style of elegance, instead of being obliged to take a suit when brought home, made according to the single idea of one man, for nine times out of ten, if it by a lucky chance happens to fit, it does not altoge ther please. Now it is desirable that every child at home for Ins holidays, and every parent should know, that Messrs. E. MOSES and SON, whore unrivalled Establishments in Aidgate and the Mi nories, and New Oxford-street (corner of Hart-street). are, from their splendour of decoration, exhibitions in themselves, have, in an ticipation of the Midsummer Holidays, provided one of the most ex tensive and elegant STOCKS of CLOTHING for YOUTH that was ever got together, combining the newest fashions and the most ele gant designs, the best material that can be made, and the most ex quisite workmanship. Besides this, hundreds of the best workmen in the trade are on the premises, ready to make to measure, if pre ferred, any quantity of garments to the patterns chosen, and nothing could be a greater treat to young people than a walk through the Monarch Mart. To the parents it must be interesting to know that they will be able to clothe two lads for the price usually charged by ordinary tailors for one. E. MOSES and SON, London City Establishment, 154, 155, 156, and 157, Minories, 83, 84, 85, and 86, Aidgate, opposite the Church, all communicating. London West-end Branch, 506, 507, 508, New Oxford-Street, 1,2, and 3, Hart-street, all communicating. . Bradford "Yorkshire" Branch, 19, Bridge-street. Sheffield Branch, 36, Fargate. Tailors, Clothiers, Hatters, Hosiers, Furriers, Boet and Shoe- Makers, and General Outfitters for Ladies and Gentlemen. The Establishments are closed from sunset Friday to sunset Sa turday. when business is resumed till Twelve o'clock. IN SIX LANGUAGES— FORTIETH EDITION. CONTAINING TEE EASE. REMEDY FOR THE PREVENTION OF DIS Iltustrated by One Hundred Anatomical Coloured Engravings on Steel. ON PHYSICAL DISQUALIFICATIONS, GENERATIVE INCA PACITY, AND IMPEDIMENTS TO MARRIAGE . A Now and Improved Editio n, enlar g e d to 196 pages, price 2s. 6d. by post, direct from the Establishment, 3s. 6d. in postage stamps, All Communications being strictly con'idential, the Authors have discontinued the publishing of Cases. THI; SILENT FRIEND, a Medical Work on the exhaustion and physical decay of the system, produced by examsive indulgence, the consequences of infection, or the abuse of mercury, with explicit directions for the use of the preventive lotion, followed by observations on the Married State, and the disqualifica tions which prevent it. Illustrated by 100 Coloured Engravings. By R. and L. PERRY and CO., 19, Berners-street, Oxford-street, Lon don. Published by 63, the Authors ; and sold by Strange, 21, Pater and Sanger, 150, Oxford-street ; and Gor noster-row ; Hannay, don, 146, Leadnnhall-street, London. Parr I. treats of the anatomy and physiology of the re-productive organs, and is illustrated by 28 Coloured Engravings. PART 11. treats of the consequences resulting from excessive in dulgence, and their lamentable effects on the system, producing mental and bodily weakness, nervous excitement, and generative Incapacity. Illustrated by 10 Explanatory Engravings. Pill 111. treats of the diseases resulting from Infection, either in th e primary or secondary form, and contains explicit directions for their treatment. This section is illustrated by 62 Coloured Engt av- BP. PANT IT. contains a Remedy for the Prevention of Disease by a simple application, by which the danger of infection is obviated. This important part of the Work should not escape the reader's notice. PART V. is devoted to the consideration of marriage, and its du ties. The causes of unproductive union are also considered, and the Whole subject critically and philosophically inquired into. %la CORDIAL Beta or Sratecuri is exclusively employed in treating nervous and sexual debility, impotence, &c., 1 1 s. and 335. per bottle. The Concentrated Detersive Essence, an anti-syphilitic remedy, for purifying the blood in cases of infection, secondary symptoms, eruptions, and the abase of mercury, II s. and 335. per bottle. Perry's Purifying Specific Pins, 28. gd., 48. 6d., and I is. per 'ox a certain remedy for gonorrheca, gleet, stricture, and chronic inflammation of the bladder. Consultation fee, if by letter, i:. A minute detail of 4he case is required: age, habits, and posi ton in society. M. Packets, with advice, e had at the lieta blights ent only, by which the feo, is to sav b ed. Messrs. Perry, are in attendance daily at 19, Berners-street, Oxford-street, Lon don, ircm Farr= till Two, luta Iwo to Eight; on Bunday, from siorm 19 911/1 Du. CUL VERWELL'S NEW WORKS. To bo had of Sherwood, 23, Paternoster-row ; Carvalho; ,47, Fleet-street; Mann, 39, Cornhill ; or direct from the author, Mice Ono Shilling each ; by post, Is. 6d. ENJOYMENT OF LIFE. "Health, Recreation, and rational Use of Time." CONTENTS : —Early Rising—Sprißg and Summer Mornings—Ex tursions about the Environs of London—The Parks, Lanes, Hills, Forests, Fields, High-roads, and other pleasant places—Country Nips and Rambles—The Sea—London at Night—Eveningo at Home —Music—The Drama—On Eating, Drinking, Sleeping, Bathing, Air, lest, Ease, Occupation, &C., Sco. 11. FRAGMENTS FROM THE MOUNTAINS. Two Volt, Voll. VISIT TO THE LAKES; SKETCH OF EDINBURGH, &O. Vol. 11. THE LAKES OF KILLARNEY ; REMINISCENCE M 07 DUBLIN, &c. WHAT TO EAT, DRINK, AND AVOID. "That three seore years and ten our course may run." A pepular review of almost every form (cause and cure) of ner rously-debilitated health and enfeebled constitution, that harasses the yonng, besets the man of pleasure, business, or study, and em 3itters old age, with tables and rules for the diet and physical rogu atiou or every-day life. IV. THE PASSIONS. s , What passions hurt the body—what improve, Truths as refined as Athens ever heard." su oT : -Life's pilgrimage, from infancy to old ago. The advent ofthe passions. Chastity and its infringements. The casualties o. licentlousneSs a nd dissipation, with illustrations, graphic, narrative, end remediative. Advocacy of earl y marriag es.; V. THE MARRIAGE STATE. " To be or not to be, that is the question." ixociwtsra:—Laws and obligations of nature, society, and re daien regarding marriage, to be observed by either sex. Time and choice, 03 both sides, as to age, temperament, complexion, and !gust, to secure healthy offspring, with the art of rearing the m . Physical defectivencSS and itS removal. Sterility and its conversion. Oases, &c. By R. J. CULVERWELL, M.D. (1841), M.R.C.S. (1827), L.S.A. 1 124 ). TwentY-five years Medical and Forensic Referee in these rwttar!. Reception hours till rive. leveninirs. seven till nine. 10 k r , v ll- ni n t-st roe* NAVAL INTELLIGENCE. PORTSMOUTH, WEDNESDAL—NiIIetCCH officers and 142 me❑ belonging to the Royal yachts left Gosport this morning by special train under the direction of Mr. Su perintendent Willoughby Stephens, at the expense of her Majesty, for London, to visit the Great Exhibition. At the Waterloo terminus omnibuses were in readiness to convey them to the Crystal Palace, which conveyances also took them back to the station, and they returned to Gosport this evening. The Centaur steam-frigate, Acting Captain Patten, struck Rear-Admiral Fanshawe's flag last evening at sunset. The Sidon steam-frigate, Commander Gardner, hauled off to the stream this morning to swing for the adjust ment of her compasses. The Adder steam-tender sailed last evening for De von port. The Avon steam-vessel, Second-Master Veitch com manding, came into harbour this morning from Devon port with seamen and marines paid off from the Cale donia, 120. The Court and the King of the Belgians wi I arrive at Gosport en route to Osborne, to celebrate the anni versary of her Majesty's coronation, on Saturday, re turning to town on Monday or Tuesday following, as at prowl; arranged. The following is the official report of the officer ap pointed by the Commissioners of Railways to inquire into the circumstances attending the fatal accident which occurred by a train of the London, Brighton, end South Coast Railway Company running off the line near the Palmer station, on the Brighton and Lewes Railway, on the 6th day of June, 1851: " Office of Commissioners of Railways, Whitehall, 16th June, 1851. " Sir,—l have the honour to report to you, for the information of the Commissioners, the result of my in quiry into the circumstances attending the fatal accident which occurred on the afternoon of the 6th instant, upo❑ the London, Brighton, and South Coast Railway, in consequence of a train being thrown off the line be tween Brighton and Lewes. " The branch line from Brighton to Lewes is eight miles in length; there is but one intermediate station, called Palmer, situated as nearly as possible half-way. From Feltner the line descends towards Lewes, for a distance of 33- miles, at a gradient of 1 in 88, which is succeeded by a short length of level line leading to the Lewes junction. The company's regulations direct that all engines should go down the descending gradient from Palmer with the steam shut off; and they farther direct that the speed should not be allowed at any part of the descent to exceed 20 miles an hour. The practice, how ever, of the engine drivers upon the Lewes branch ap pears hitherto to have been to shut off steam on leaving the Palmer station, and then to allow the trains to run down unchecked till it became necessary to apply the breaks on approaching the junction at Lewes. From an experiment trit d on the sput it appears that the speed of trains so conducted varies frcm 10 or 15 miles an hour at the head of the incline, to 50 miles an hour at the point where it is usual to apply the breaks. " Midway in the descent, or about 1 miles from the Palmer station, the line sweeps round to the left cn a somewhat sharp curve through a deep chalk cutting. the upright site of which prevents a driver, conducting a trait, towards Lewes, from seeing the rails in front to a greater distance than 200 yards. This is a point which should be pe%sed at a moderate speed. The ordinary trains on the Lewes branch, even if running at no higher speed than 20 miles an hour, could not always be stopped within 200 yards upon so steep a gradient; and from the experiment above alluded to it appears that the usual speed of those trains at this point is not less than 27 miles an hour. Engine drivers are seldom judges of the speed at which they are running; they generally underrate it; and when the steam is shut off the smoothness of the mo7ion and the absence of the beat of the engine, are apt _ to deceive them. " On Friday, the 6th instant, a train consisting of f ur carriages, one first-class, two second, and one third class, drawn by an engine with the tender foremost, left the Brighton station for Lewes, at five minutes past twelve; it stopped at the Felmer station, and then pro ce-ded to run down the incline as the driver had been accustomed to do, with the steam shut off, but without any breaks being applied. It swept round the curve al ready described at a speed which was certainly not less than twenty•seven miles an hour, and at the end of the curved cutting came in contact with a wooden sleeper, the end of which rested upon the left-band rail; this threw the train off the lice to the opposite or right-band site, and the c-ntrifugal force, due to the combined effect of the speed and the curve, tending in the same direction, the train ran onwards, taking as oblique path, crossed the opposite line of rails, and about eighty five yards from where it had left its own line, came is contact with the parapet wall of a bridge which carried the railway over a public road. The parapet wall was swept away, and the tender, the engine, and two of the carriages fell over into the road; the other two carriages had fortunately become detached when the train crossed the opposite line. Of the two carriages which fell into the road, one was a second class, in which there were no passengers; the other was a third-class, and there were in it four passengers, three of whom were killed; the fireman of the train was killed on the spot, and the driver so seriously injured that he only survived forty eight hours. " The wooden sleeper which threw this train off the rails was one of three spare sleepers which bad been placed at that part of the line about two months previ ous to the accident, for the convenience of the plate- layers when they should require a new sleeper for the repair of the permanent way. The three had been stacked one above the other on the north side of the line, about five feet from the outer rail. These sleepers are nine feet long, ten inches wide, and five inches thick, one of the three, happening to be a half-round balk, was placed above the others with the round side uppermost. It appears that a short time previous to the arrival of this train at the spot, one end of the half-round balk must have been lifted up and pulled round till it rested upon the outside rail, while the other end was left bear ing upon the two sleepers. " The three sleepers had been seen in their proper places at eight o'clock that morning by a platelayer Nt h o examined that part of the line; and a train which left Brightio at tegyertiksepost eleven had passed the spot without'finding'rny obstruction in the way. After that to the time of the accident there were none of the ser vants of the company within sight of the spot; three platelayers were at work about a quarter of a mile off, but they were hid from view by the curve of the chalk cutting. " On reviewing all the evidence bearing upon the sub ject of this inquiry, it seems evident that the immediate cause of this disaster was the circumstance of a sleeper being left resting upon one of the rails ; and that the act of placing the bleeper in that position cannot be at tributed to any of the company's servants. It is evident, also, that the company's servants cannot, by any prac ticable exercise of vigilance, prevent persons mischie vously disposed and watching for an opportunity, from getting unseen upon the line ; but it is equally clear, that undue facilities for mischief are afforded to such trespassers by the practice of leaving sleepers in secluded spots in such close proximity to the rails ; and, in dependent of this, there is a strong probability, that had the traffic on the Lewes branch been conducted with a proper regard to public safety, the wanton act of placing a sleeper on the rail would not have been followed by the fatal consequences which actually ensued. It is quite clear that too train, when it met with the obstruc tion, was running at a spend which was imprudent at that spot ; and it is squally clear that the circumstance of the engine running tender foremost had a most im portant influence on the result. " The practice of running engines with the tender foremost is objectionable. When the engine is in that position, it is impossible for the driver, without neglect ing his other duties, to keep a proper look out upon the road in front; and when the engine attains even a mo derate speed, the fine dust blown off from the coke ren ders this necessary duty extremely difficult of per formance. Engines, also, are specially constructed to run in one position—namely, with the chimney end in front, and the weight is so distributed on the wheels as to insure the utmost attainable degree of steadiness while running in that position. In the engine which drew this train, the weight upon what should have been the leading wheels was more than double that on the trailing wheels, and that arrangement, from being an additional security, became a positive source of danger when•the engine came to run at a high speed with the lightly weighted wheels in front. In addition to this, it is to be remembered that the engine, when running in its proper position, affords, by its weight as compared with the tender, a much greater security against the train being thrown off the line; besides which, it is nearly certain that, had the engine in this instance been in front, the iron guard which precedes the leading wheel would have swept the end of the sleeper off the rail, and thus rendered the mischievous act of placing it there perfectly innocuous. " It appears that for some time past it has been the practice upon the London, Brighton, and South Coast Railway to run all the short trains, whether on the main line or on the branches, without tubing the engines ; and that, therefore, either on the out or on the return journey, the engines must travel tender foremost. In the present instance there were turn-tables both at Brighton and at Lewes, and there was therefore no necessity for having recourse to such a dangerous practice. The prin cipal reason assigned by the secretary and the locomotive superintendent to justify the proceeding was the desire to save time, and thus conduct the short traffic trains with fewer engines. The chairman, however, of the London, Brighton, and South Coast Railway Company, in the evidence given by him before the coroner, at the inquest held at Lewes, on the 14th, endeavoured to support the practice of running engines with the ten der foremost on other grounds. I append a certified copy of the chairman's evidence, which the coroner has been good enough to send to me. It will be seen that Mr. Laing stated that he was chairman of the hoard of directors of the London, Brighton, and South Coast Railway Company, and that he was previously secretary to the railway department of the Board of Trade for several years; that it was then his duty to receive reports from the different railway companies as to accidents occurring on their lines, and to classify them, and report th e m to Parliament every session; that it has all along been a very general custom to run short trains tender foremost;that millions of miles have been run tender foremost, and that be does not recollect any ease of accident arising from that circumstance. In giving this evidence, the recollection of the chairman of the London, Brighton, and South Coast Railway must have failed him as regards his experience when secretary to the railway department of the Board of Trade. On that subject 1 beg to call the attention of the Commissioners to the report of the officers of the railway department for the year 1841, when Mr. Laing was secretary. It will be seen that in that year a circular bearing Mr. Laing's si;!nature was sent to all the railway companies, and that the replies to that circular called forth the following re mark in the annual report:— " Another result which appears from the returns in the appendix is, that the practice of running tender fore most is universally pronounced to be dangerous, and that a very general opinion is pronounced against pro pelling trains by an engine from behind when it can be avoided. These opinions are entirely conformable to the recommendations frequently made by the inspector general in his reports, and urged by this department, and it is believed that the practice of running tender fore most with passenger-trains is now almost entirely dis continued, and that the practice of propelling passenger trains from behind is rarely resorted to.' " Among other letters also referring ti this subject, which will be found in the appendix to the same re port, I beg to quote one at length, inasnuch as it was specially addressed to the London and Irighton Rail way Company. " Lotter sent to ti - le London and Brighton Railway Company, with a copy of a memorandum from Sir F. Smith, relative to the working of the Shoreham branch. " Board of Trade, 21st Aigust, 1841. "' Sir,—l am directed, &c., to subjoii a copy of a memorandum which has been addressed :o their Lord ships by Lieutenant-Colonel Sir F. Smith, relative to the working of the Sherebam branch of tle London and Brighton Railway, and to request that yui will call the attention of the directors to the propriety of adopting the recommendation therein contained, which appears to their Lordships very important to thepublic safety. " It appears that in consequence of there being no turn-table for the engine at the Shoreham terminw, it is the practice to run the trains from Shoreham to Brighton with the tender foremost. " Tho accident which occurred from this cause on the 3d June last, on the Sheffield and Rotherham Rail way, and which was attended with such fatal conse quences, has sufficiently proved, if any proof were ne cessary, the danger of this practice. It therefore seems expedient that the Lords of the Council should recom mend to the directors of the Brighton Railway to dis continue it.—l am, &c., (Signed) ~ , S. LAIN G. " The Secretary of the " ' London and Brighton Railway Company.' " To this letter a reply was sent by ihe Secretary of the London and Brighton Railway Company, stating that the letter had been laid before the directors, and that he, the secretary, was instructed to say that the re commendation to discontinue the prac;.ze of running the tender foremost on the Shoreham branch should meet with immediate attention. "I would recommend that this dangerous practice be finally discontinued upon the London, Brighton, and South Coast Railway, and that the directors allow no mistaken view of economy to lead them again to expose the public to such unnecessary risk. I would also recom mend that steps be taken to compel th e engine-drivers upon the Lewes branch to comply wits the company's regulations as to the speed of their trains in descending the Falmer incline, and particularly that they should use great caution in passing through the curved chalk euttiug. I would further suggest that the practice of leaving sleepers and other materials in close proximity to the rails at places where the company's servants can not keep watch over them, should at once be discontinued. " I have, &c., (Signed) "R. M. LAFFAN, Captain, R.E. " Captain Simmons, R. F., &e., &c." THE DIRECTORS' ANSWER. The following answer to the above report was yester day issued by the directors:— " Secretary's Office, London, June 25, 1851. " Sit,—l beg leave to acknowledge the receipt of your letter of the 23d inst., enclosing a copy of Captain Laffen's report on the late accident near the Palmer sta tion, on this line. I am desired by the directors to state, that although they observe that no recommeudatiot founded on this report is made by the Railway Commissioners, they feel themselves bound to advert to some of its statements, which are of such an extraordinary character that they cannot, in justice to themselves, allow them to pass un noticed. 4 4 While admitting that a sleeper, being either mali ciously or mischievously placed on the rails by some one unconnected with the company, was the immediate cause of the accident, Captain Laffan goes on to state, that there is a strong probability that, had the traffic on the Lewes branch been conducted with a proper regard to sleeper ontherp a u i b i l w ic o s u a l f d ety n , o t t he hl w a s e nt b o e n e n ac conse quences which actually ensued;' and he s u bseque n t l y in t sinuates that the directors knowingly allowed m istaken fo o ll f ow P e la ci ci b r' y g a th views of economy to lead them to expose the public to unnecessary risk. " This is an imputation to which the directors fee l themselves bound at once to give the most emphatic denial, conscious as they are that, during the long period of more than nine years, preceding the late disaster, during which the extensive and complicated traffic on the London, Brighton, and South Coast Railway has been worked without a single fatal accident to any pas senger, expense has never for one moment been consi dered by them in any question affecting the safety and efficiency of the public service. Whether such an im putation ought to be made by a Government officer on such grounds as Captain Laffan adduce, is a point which they are quite willing to leave to the public opinion of those capable of forming a judgment on questions . of railway inaLagement. " The first point adduced by Captain Laffan is, that the rate of speed was excessive. Upon this point it so happens that the testimony of a number of witnesses, several of whom were passengers by the train, and to tally unconnected with the company, was unusually clear and distinct. Captain Laffan says that the speed was ' clearly imprudent.' The Coroner, who heard all the evidence respecting speed, sungted up to the jury in the following teams:— "' So tar as the line is concerned, I have always found it an extremely well regulated line. With regard to the speed at which the train was going on the present occa sion, whatever it might have been at other times, it does not appear that there was any undue speed when the accident happened. Some little suspicion hasbeen thrown upon the company about it, but there is no good reason for it. Mr. Shaw (a passenger) says it was 20 miles an hour, and ho never wishes to travel slower. Mr. Weir (another passenger) was reading, but it is fair to sup pose that if the speed had been excessive, his attention would have been diverted from his book. Parsey says that they cid not go very fast, but he thought very slow.' " These are all witnesses unconnected with the com pany, in addition to the testimony of the guard, engine driver, and platelayers ' who deposed on oath to a rate of sped, variously stated at from 17 to 23 miles an hour. The experiments referred to by Captain Lean, instead of showing that the speed could not be less than 27 miles an hour, showed this as the maximums rate, which could not have been exceeded under the most favourable circumstances; while a similar experiment tried by the Brighton jury, when a strong wind was blowing, under circumstances more nearly resembling those of the day of accident, showed that the train, instead of accelerating in descending the incline by the action of gravity, was actually brought to a stand, and required the assistance of steam. _ . _ "However, even if the speed should be taken, for the sake of argument, at 27 or 30 miles an hour, are the Commissioners prepared to adopt Captain Laffsn's con clusion, that this is a dangerous rate of speed? Are they prepared to say that there is any greater tendency to quit the rail at this rate of speed on an incline, than on a level? or that there is any peculiar danger in a curve, which Captain Laffin calls a `somewhat sharp one,' but which is, in reali , y, one of a mile and a quar ter radius? and if so, are they prepared to enforce this restriction as to speed on the New Cross incline, on the Sutton incline of the Liverpool and Manchester Railway, on the Shap incline of the Lancaster and Carlisle, the Beattock incline of the Caledonian, and the innumerable other inclines, which they must be well aware are tra versed every day at much higher rates of speed, and where such a restriction could not be enforced without deranging some of the most important lines of communi cation in the kingdom? " The regulation referred to, that the speed should not exceed twenty miles an hour down the Falmer in cline, was never intended, as Captain Laffan seems to suppose, to avply to the whole descent of the incline, which would have been an absurdity, there being no reason, of which the directors are aware, why trains should not run as safely at the usual speed, upon this in cline, as well as upon any of the other inclines referred to, or upon any other part of the line; and the object of the caution board simply was to prevent engine drivers from commencing the descent too rapidly; in which case, if the rails were slippery, or if the breaks worn from any cause to fail, a dangerous rate of speed might possibly be attained before the train reached the foot of the incline. " The other point taken by Captain Laffan, in his re port, is, that • the circumstance of the engine running tender foremost had a most important influence in the result,' and generally that ' the practice of running en gines with the tender foremost is most objectionable.' " As regards the question, whether in this particular case the probability of escape from the accident would have been materially increased if the engine had been foremost, this must remain matter of opinion. The di rectors have against them the opinion of Captain Laffan; they have for them the opinions of Mr. Woods and Mr. Fenton. as well as of their own locomotive superinten dent, Mr. Craven—gentlemen probably as well qualified as any in the kingdom to form a sound opinion on all practical questions connected with locomotives, of whom the two former are totally unconnected with the com pany, and whose presence at the inquiry was so entirely accidental, that in one instance the directors were not even aware that the witness was about to give evidence, until he appeared in court, on the summo ns of th e co roner. These gentlemen think, that what Captain Laffan considers nearly certain,' namely, trat th e iron guar d which precedts the leading wheels, would have s we pt ' the end of the sleepe r off the rail, would, under the cir cumstances of the case, have been highly improbable; and while Captain Laffan adduces i i no instances in sup support of his opinion, theirs s fortified by the nume rous practical instances, n which the gu a rds have f a il e d to remove similar obstructions, and engines have conse quently been thrown off the rails. " The general question, however, is more important; whether, in the existing state of railway experience, the directors or their officers can be justly charged with reckless disregard of the public safety, because a short train of three or four carriages, running at a slow speed, was run occasionally with the tender foremost. Captain Laffan observes, that • it appears that for some ti me p as t it has been the practice upon the London, Brighton, and South Coast Railway, to run all the short trains, whether on the main line or on the branches, without turning the engines; and that, therefore, either on th e ou t , or on t h e return journey,. the e engines must travel tend e r f oremos t.' This assertion is entirely incorrect, and, as in the case of the alleged sharpness of the curv e , mere l y proves t h e vag u e ness of the information upon which facts suppestd to bear adversely on i the company hav e b ee n assumed t h ro ughcut the officialinquiry The real fact is, that of the numerous trains, short and long, riming upon the Brighton and South. Coast, and Creydon and Epsom lines, with their branches, amounting in all to 169 trains per day, it has only been the practice to run tender foremost, except on special emergencies, with one short train making ten trips a day in and out of Brighton, timed to run at a speed in no case exceeding 25 miles an hour. " The principal argument adduced by Captain Laffan seems to be that the chairman of the company, in giving his evidence before the jury, to the Effect that, with a very extensive experience of the causes of acci dents on railways, he never recollected one rising from running tender foremost, although millions of miles had been thus run annually; forgot the fact that in 1841 a circular had been issued with his signature, by the railway department, pronouncing the practice dange rous. This fact appears to be very immaterial, except as proving what has actually been the case, that the circular in question (which was issued in the infancy of information 'on railway matters, when a very different mode of connecting the engine and tender prevailed from that at present in use, and when many of the most or dinary practices on railways, as, for instance, a speed of thirty miles an hour on an incline of 1 in 100, were considered as bugbears), has been treated as a dead let ter by all 'parties, and that no accidents have occurred during a period of ten years to draw attention to it. During the whole of this period the Commissioners must be perfectly well aware that the practice of run ning short trains at moderate speeds, with the tender foremost, has been resorted to every day on all the principal railways; and that some of the largest passenger traffic in the kingdom, such as that of the Greenwich Railway, has been constantly conducted on this principle. Has a single accident ever occurred, or have the Railway Commissioners ever during the last ten years, offered a single objection? Nay more, have not the Commissioners repeatedly sanc tioned the practice by allowing lines to be opened before any engine turn-table was completed, and consequently whea all trains were run of necessity one way tender foremost? Did they not do this only a few months ago, in the case of the Ashford and Hastings Railway, not withstanding an objection made by this company, under a clause of an Act of Parliament, requiring the Hastings station to be completed before any portion of the line was opened; and has not the consequence been, that trains have run over that line, with the tender foremost by the express sanction of the Commissioners, and that for greater distances, over steeper inclines, round sharper curves, and at higher speeds than the short train in question has ever run on the Brighton Railway? " If these be facts, is it right or fair for a Government officer, in a report published by authority of Parliament, to charge directors with knowingly endangering the lives of the public, from motives of mistaken economy, by doing that which every railway company in the king dom has done every day for the last ten years, without accident, and with the acquiescence, and in some in stances with the express sanction of the Railway Com missioners? " So far from motives of economy having actuated the directors with regard to the short train in question, it was put on, without any expectation of profit, in order to increase the punctuality, and consequently the safety, of the principal long trains, by relieving them from the necessity of stopping at some of the small stations near Brighton; and although the description of tank engine, specially constructed to run with either end first, has only been generally introduced on railways for about twelve months, the company have already constructed three, and have three more nearly finished, in order to be provided with the most approved form of machine for running short and branch trains. " As regards the other reasons assigned by Captain Laffan for considering it dangerous to run tender fore• most it may be sufficient to refer to the evidence of Mr. Woods and Mr. Fenton, and to the facts ascertained by actual experiment. It was proved by actually weighing an engine and tender, similar to those which met with the accident, that instead ' of the engine, when running in its proper position, affording by its great weight, as compared with the tender, a much greater security against the train being thrown off the line,' the weight on the front wheels of:the tender, which encountered the obstruction, was as nearly as possible the same as it would have been on the leading wheels of the engine. " Whether an obstacle like a sleeper could be dis cerned as readily with the tender as with the engine first, and whether the dust from the coke is an impedi ment to the look-out at moderate rates of speed, are points upon which any one who has ever ridden upon an en gine can judge for himself, whether the opinion of Cap tain Laffan, or the evidence of :experienced engine drivers, deserves most weight. The tender obviously affords less obstruction to the view in front than the en gine; and although the engine-driver cannot constantly keep a look-out while attending to his other duties, whether tender or engine be foremost, it must be re membered that he is always attended by a fireman, whose duty it is to look out when the engine-driver is otherwise engaged. At any rate in the present in stance it is clear that as the steam was found in evidence to have been shut off for some time before the accident, the engine-driver and fireman could not have been pre vented by other duties from keeping a proper look-out. " It appears singular, that in stating objections which have never occurred to practical men in running tender foremost, Captain Laffan has omitted all mention of the real objections which have induced railway companies to avoid the practice as far as possible in the case of heavy trains running at high rates of speed, namely, that the draught of air and consequently the efficiency of the engine are diminished, and that at a very high velocity propulsion is not generally considered so desirable as traction, although as regards this latter point it is re markable' that one of the latest forms of engine recently introduced for running at high speeds, namely, that of Crampton's patent, places the driving wheels of the en gine at the extreme hinder end, thus assimilating its ac tion in a great measure to that of an engine running tender foremost. " Without entering, however, any further on those questions of scientific speculation, the directors appeal confidently to public opinion, whether the fact of an uni versal concurrence of opinion among railway authorities, fortified by the constant practice of the last ten years on all the principal lines of the kingdom, without an acci dent, is not sufficient to exonerate them from the impu tation of having knowingly sanctioned a dangerous course in running a train between Brighton and Lewes, on the same principle on which trains have been run every quarter of an hour of the day on metropolitan lines carrying the largest passenger traffi in the kingdom. " They will also appeal confidently to public opinion, whether it is conducive to public interests and public safety, that when an accident does occur from such a cause as the malicious placing of an obstruction on the line, attention should be diverted as far as possible by the weight of official authority from the reprehensible nature of such an act, in order to inflict ex post facto censure on arrangements which were carried on fur a long series of years previously, under the very eyes of that authority without objection, and in many cases with direct sanction; and whether boards of directors should ho exposed to the most injurious imputations be cause they have not anticipated suggestions made, after the event, by parties unacquainted with the practical working of railways, and which no Government board would venture to enforce, with the certainty that, by so doing, the existing public communications of the country would be obstructed. I have the honour to be, Sir, your obedient servant, " FRED. SLIGHT, Secretary. " Capt. Simmons, R.E., Secretary to the Commissioners of Railways." RAILWAY TRAFFIC RETURNS. LONDON AND NORTD-WESTERN RAILWAY. —Return of Traffic for the week ending June 22: Passengers, parcels, &c. £12,433 7 6 Merchandise 15,636 6 0 Cattle ... 941 211 Total ... ... ... £59,010 16 5 Corresponding week last year 47,987 5 4 Note.—The returns as published are exclusive of the traffic of the Huddersfield Canal and Shropshire Union, North Union, Preston and Wyre, South Junction, Manchester and Buxton, and Buckinghamshire Railways, and of the propor tion of traffic deducted under agreement with the North Staffordshire Company. NORTH STAFFORDSHIRE RAILWAY.— (Miles open, 112.) Return of traffic for the week ending June 15 : Railway and canal ... £2,817 0 O• Corresponding week last year ... 4,476 0 0 Note. —The above is exclusive of the receipts available under the agreement with the London and North-Western Railway Company. • Annual stoppage of canal for repairs (eight days). SOUTH-EASTERN RAILWAY. - Gross traffic receipts for the week ending June 21:— £14,690 4 11 Passengers Carrying account .. 2,334 13 6 Total ... Z 17,024 18 5 Corresponding week last year... 13,776 8 7 LANCASHIRE AND YORKSHIRE RAILWAY. (260 miles open.)—Traffic for week ending June 22...£16,521 13 2 Corresponding week in last year, (227* .. ...£15,067 10 10 miles open) CHESTER AND HOLYHEAD RAILWAY..-..Traffie for the week ending June 22: MAIN LINZ. Passengers ... .£1,828 15 3 Parcels, H. C. and D. ... 44 0 0 Goods, cattle, &c. ... 517 18 11 Mails ..• ... 575 0 0 Total .. £2,965 14 2 MOLD. Passengers .£4l 12 1 Parcels, H. C. and D. ••• 2 3 8 Goods, cattle, 87 9 6 Total ••• ... •• II £l3l 5 3 STEAM-BOATS. Passengers ... ... ... £267 6 2 Parcels, H. C. and D. ... ... 14 2 4 Total ... ... ... £2Bl 7 6 How TUE WHIGS GET RID OF THE PUBLIC Lord Seymour,, in ans s er to a question from Mr. Hume as to the disposal of a sum of 1,2601., " explained that the Tote was for getting rid of the dust, o f w hi c h t h e H o use hadhadin former years so much complained " Now, it strikes us, Whigs had more dust than th ey k new w h a t to do with, that the easiest way of washin g thei r h an d s o f it would have been by remitting the duty on s oa p,--P unc h. if the REPORT of the GOVERN2IIENT CONMISSION. We have just received a copy of the report made to the Government by Thomas Graham, Esq., F.R.S.; W. A. Miller, M.D., F.R.S.; and A. W. Huffman, Ph.D., F.R.S., who had been requested by Sir George Grey, on the `233 January last, to report on the tllowing points:— t q h u e al m it e y tr o o f po th li e s? various waters which\\' hat r e i s n o t hchemical we supplied uppl ied to W hat is the chemical quality o f the water derived from the sources whence the Board of Health propose to supply the metropolis? What is the chemical quality of the water proposed to bz supplied from Watford? Whether, if the quality of the water now supplied be objectionable, any remedy can be applied by filtration, or otherwise, wittiout abandoning the present sources of supply? "Whether, if soft water were to be obtained in suffi cient quantity for the supply of the metropolis, any comparative inconvenience would arise from the use of such water under the present system of distribution, and if so, whether available means may be found of ob viating it? What are the properties to be preferred in the water selected for the supply of the metropolis? The reporter enters fully and minutely into all the questions thus proposed to the Commissioners, and con tains much scientific information as to the condition and degrees of purity and softness to be found in the various sources, actual and proposed, of the metropolitan water supply, together with the results of the various chemical analyses to which the water was subjected. Our limits will not permit us to do more than to give the general results of their inquiry, as stated in their answer to the last query, in which it will be seen that they strongly recommend the water to be derived from the Watford distzict:— OF THE PR')PERTIES TO BE PREFERRED IN THE WATER SELECTED FOR ThE SUPPLY of THE METROPOLIS. The properties which we would esteem of the most value in water to be supplied to the metropolis are:- 1. Freedom from putrescible organic matter. 2.Freedomy and f rom y e c g o e n t s a t a b n i e t , m o a r t t e e v r e , n w o i c t h e a perfect sion al discolo ration bright ness and clearness. 3. Softness, 4. Coolness. The nearer the sources of rivers are approached, the more fully are they likely to possess the two first re quirements, freedom from organic impregnations and from colour. The New River water may be instanced as offering the most favourable exhibition of the good qualities possessed by any portion of the present me tropolitan supply. Taken from the Lea, above Ware, this water has a superiority, which is generally ad mitted, over the supplies from the Thames, which would no doubt be further increased by the removal of the llertford drainage, by recourse for additional water to the higher tributaries of the Lea, as proposed by the River Lea Trustees, and by shortening the chanel of the New River by about 12 miles, which is also contem plated. But it is only by proceeding to the actual sources of rivers that the water of the latter can be pro tected completely from field and house drainage. Hence the general disposition to abandon rivers as sources of town supply, and to allow them to remain as they must always be, the natural and indispensable channels of drainage, and the occasional means of fertilizing irri gation. _ The contemplated improvement of the New River ap pear to embody a portion of the comprehensive scheme of Captain Vetch, who, after a careful survey under taken by direction of the late Metropolitan Board of Sewers, recommended the appropriation of the unob jectionable chalk streams on either side of the Thames as the future sources of supply ; abandoning the river itself for its purer tributaries, and giving a preference to those streams which enter the Thames below London, so as to retain the volume, and scouring power, and with these the salubrity of the upper part of the river unimpaired. To this last object Cap tain Vetch attached great importance with reference to the prospective increase of the metropolis, which he re minds us has doubled its population within forty years. The eminent engineer, Mr. Telford, to whom the question of the metropolitan supply was referred by Government after the water inquiry and report in 1828, had previously recommended, after a prolonged investigation, to bring the water from the river Verulam, near Watford, for the supply of the districts on the north side of the Thames, and from the river Wandle for the supply of the districts on the south side. In 1840 a further step was taken in the same direction, " The London and Westmin ster Water Works Company" being at that time estab lished for supplying the metropolis with water from the springs in the chalk, near Watford. This company pro ceeded up 3n a report by Mr. Robert Stephenson, which appears to be founded on sound scientific principles and great local knowledge. Mr. Stephenson concludes that the necessary supply for London, could be obtained . and conveyed from that source, and speaks in the highest terms of its quality. He expresses his surprise, that with the exception of the abortive project to obtain water by perforating the London clay, all precedine, proposals, "including Mr. Telford's, should have contemplated using the water of streams which are all subject to be affected by the surface drainage of a more or less extensive tract of country, and consequently only a very few degrees better than that already in use." Our great engineers have thus returned step by step to the original idea of Sir Hugh Middleton, who had recourse to the pure fountain heads of Hertfordshire for the supply first brought by him to London by the New River, acting, no doubt, upon the traditions of an tiquity and the example of the Roman hydraulic works, which are still unrivalled. Of the two divisions of Hert fordshire which are drained respectively by the Colne and the Lea, the former, or north-western district, con taining Watford, appears to exceed, in available water sources, the latter, or north-eastern district, the field which is already occupied by the New River Company. The inhabitants of London appear to have within their reach, in these chalk strata, a supply of water, which is asserted, on good authority, to be inexhaus tible, and which may be considered as everywhere of an uniform composition and quality. The rain falling upon the downs and elevated ridges is rapidly absorbed by the soil, and eaters the chalk beds, through the porous and amply aerated channels of which it circu lates, much of it probably for centuries, before subsiding to the lower level of the valley springs. Hence a full decomposition of any alterable organic matter, and the assumption by the water of a constant and uniform character. The chalk spring-water unites the greater number of the desirable qualities already enumerated. It con tains absolutely nothing of organic origin capable of further alteration or decomposition, and is therefore wholly unobjectionable, on the ground of organic con stituents. Its clearness and brilliancy also appear perfect, from the complete absence of suspended matter, and aro highly attractive. Possessing at all seasons the mean temperature of the year, the same water has an agreeable coolness and freshness, which might certainly be preserved in a great degree by proper means of conveyance and distribution. The only other quality desired in a town supply was softness. The chalk spring water is not naturally a soft water. In this respect it is inferior to the present supply, in one sense, being one-fourth harder; but it will be remem bered that the hardness of both is principally of the temporary kind, and that, after boiling, the advantage is with the spring water. It is, however, in the faci lity and completeness of the removal of this hard ness, that the superiority of the spring over the river water is most apparent. The softening operation, by the use of lime, is applicable in all seasons to the spring water, which, indeed, adapts itself with singular felicity to that process, the carbonate of lime always precipitating with rapidity, and so completely as not to create a necessity for filtration. The chalk spring waters can thus be commanded with certainty, under three degrees of hardness, which is probably the extreme limit attainable anywhere in England for a great supply, The lower price of lime in the chalk districts, and the reduction in the labour of mixing, must also bring the cost of the process considerably within the estimate formed at the Chelsea Works, and would not, we believe, form a greater addition than a sum equal to two per cent. upon the present price of water. Tnis is without allowing anything to be obtained in return for the precipitated chalk, which would certainly have some market value. .......... The chalk spring water after being softened is an ex tremely pure water. It appears to be considerably su perior even to the soft water from the streams of th e surrey Sands. The chalk water alone is uniform in its excellence at all times, the sources of it lying beyond the influence of weather or season. In the judgm ent o f t h e Commissioners, this softened chalk water is entitled, from its chemical quality, to a preference over all others for the future supply of the metropolis. It is no longer possible to oisregard the chemical means of removing hardness, or to represent them as ina' practicable on a great scale; they place the gee s ' tion of water-supply up on an entirely new COD- Efficient as these means already, are, fidently look to their further improven 3 ;s e the eye of the large results of practice come underwhen Another mode the engineer and scientific observer, of partial softening, without the consumption of lime or any other material, by the united c e of air and action bonated water, granular carbonate of lime upon the ma has been already referred to, which probably soon .A. an a y uxiliary to Dr. have its powers tested, either. - Clark's process, or as a substitute for that process, when a less considerable softening is required. advantage of artificial softening for the An incidental li change in quality can be ra- London supply " 'a t h d a e t s i red. It may be advisable o a ft ur dilated to any first with a hardness of five or six de grees,nish the wateri:saoi at first above the point at which which 1 any act io n lead need be apprehended, and there upon 1 with the cistern storage of water, for© compatib e w hich t h e actual system of supply requires. The cir cumstance that this residuary hardness after liming yields readily to boiling, combined with the absence from the spring water of all colouring impurity, would insure that water a decided preference for washing and most other applications, even were it no further softened. But it might be reduced, we believe with , perfect safety to throe aegrees of hardness, as soon as the 040 and White 91 the consumers Were acconarao- . Will be Published on SATURDAY next, by W. Shoberl, Publisher,.2o, Great Marlborough-street. , K A , Immediate orders should be sent to the Libraries for the above Story of High Life, so as to prevent disappointment. Also now ready, in 3 vols., 2. Lord W. LENNOX'S New Novel, " PERCY HAMILTON." 3. Lady BULWER LYTTON'S "MIRIAM SEDLEY. 3 vols. Just published, in 2 vols. Bvo., price ss. Gd., POEMS, ESSAYS, AND OPINIONS. By ALFRED BATE RICHARD: 7 ,, Esq., Rarrister-at-Law. Aylott and Jones, Paternoster•row. Now ready, Volume I, price Ps. Gd., THE EXPOSITOR; containing 1,300 Columns of Letterpress, devoted to New Inventions--Registered De signs —Improvements in Machinery of all kinds—Original Papers on the Great Exhibition—Ample Accounts the Articles in the Palace of Industry—Original Correspondence connected with the Preceding Subjects—and a mass of Miscellaneous Information not to be found elsewhere on the Industrial Arts and Sciences. It contains 300 Engravings by Landells, and is handsomely bound in Cloth, with full gilt back, and ornamental design in gold on the side. It is not too much to say that it is the Cheapest and best Illustrated Work of the kind ever published. The Volume is admirably adapted for presentation. Subscribers' Copies, bound as above, at 35., or the Covers supplied at 2s. 6d. ; or in Exhibition Blue or Turkey Red Cloth, gilt edges, 10s. 6d. Joseph Clayton, jun., 265, Strand, and 223, Piccadilly; and all Booksellers and News Agents. Just published, price 2s. Gd., THE GREAT EXHIBITION PRIZE ESSAY. By the Rev. J. C. WHISK, 111. A., Incumbent of Trinity Church, East Peckham, Kent. " A fitting counterpart cf the physical wealth contained in the Palace of Industry." -- I he Expositer. London: Longman, Brown, Green, and Longmans. NEW WORK ON STRICTURE AND SPERMATORRTICEA. Just published, Bvo., in cloth, price 3s. 6d., by post (free), 45., ATREATISE on the CURE of S FRACTURE of the URETHRA.; containing the True Reasons why that Disease so often assumes such an intractable character; with Rules and Instructions for the successful Treatment of every Form of Urethral Contraction, based on the results of extensive and pro longed experience. To which is added, Practical Observations on the Treatment of Spermatorrhcea by Cauterization. By F. 11. CoURTENAY, :11.R.C.S L. "Those who complain most loudly are those only who know not how to use the common instruments. . . • • The prac- tice of surgeons has been marked with all kinds of violence, and in difference about the simple cure of diseases, and a passion fur operations, and an the excesses and horror of sargery."--John Bell. B. Raithere, 219, Regent-street, Lhntion. The Great Exhibition and the Royal Polytechnic Institution. in All the most interesting Deposits at the Great Exhibition will, turn, be lectured on at the ROYAL POI. YTECHN lu iNSTITUTION. The present Lectures are on the Cheinktry of the Minerals and Crystals at the Great Exhibition, beginning with Diamonds, Rubie , , ant Pearls, by J. H. Pepper, Esq. ; and on Bakewell's Patent Copying Telegraph, by Dr Bachhoffner. file Rotation 01 the Eerth, exhibited by Foucault's Experiments.—The great economy of Cook ing by Gas explained.—A Lecture on the History of the Harp, by Frederick Chatterton, EsS , with Vocal Illustrations.—Two Series of splendid Dissolving Views.—Diver and 1 iving Bell, &c. Admission, Is. ; Schools, Hall-price. Open daily from Half past Ten to Five, and every Evening from Seven till Half-past Teu. LAURENT'S GRAND CASINO, Licensed by Act of Parliament. ARGYLL ROOMS, GREAT WINDMILL STREET, ST. JAMES'S. Sole Lessee, Charles Emile Laurent, jun., 57, Brompton-equare.) OPEN EVERY EVENING, With LAURENT'S UNRIVALLED BAND. Principal Cornet-a-Pistons, M. Boulcourt. - . Doors open at Half-past Eight o'clock—Dancing to commence at sine and terminate at Half-past Eleven o'clock precisely. Admission, One Shilling. ATTY'S GRAND NATIONAL ki HIPPODROME, Kensington.—Crowded daily with rank and fashion to witness the most surprising feats ever performed in Eng land. Doors open at Five. Performance to commence precisely at Six. Private Boxes Admission to the Reserved Seats - 35. Od. First-class do. Second do. - Third do. Mons. Franconi, Director of the Cirque National de France, and his unrivalled Troupe of Equestrian Artists are engaged, and will appear twice daily :—Afternoon, at Three ; Evening, at Eight. CREMORNE GARDENS. This Mammoth Establishment is NOW OPEN for the Season, un ler the direction of Mr. T. B. SIMPSON, with a new Grand Gala, entitled TIIE FEAST OF ROSES, of a novel and startling description, illustrative of T. Mo )re's beautiful poem, . _ " Lailah ItoOlth"—lmmense concentration of talent and attraction— new Fairy Ballet, entitled THE STAR OF BEAUTY; or, The Imp of Fire, composed and produced by Herr Deulin, with entire new scenery, by Messrs. Gray and Devignes —New Tableaux Vivants, representing the Six Prize Medals of the Exhibition—Yew Chinese Pagoda—Orchestra and novel Platform, 100,000 feet, brilliantly il luminated, and decorated with luminous flowers—Dancing al Fresco to Borini's celebrated Band—W. G. Pell (the original Bones), De Brenner, and Ledger —The Three Brothers Elliott in their surpris ing exercises—Madame Millen, the Female Wizard—War Exercises and Domestic Cusorts of the Bosjesmans, illustrated b : a Family of that Tribe, on a new stage, with appropriate scenery—Pl otessor Tay lor and the Double-sighted Youth—Splendidyyrotechnic display on the Polycurome Palace, by Chevalier Mort,r&i-k-lif new mad intricate Maze—The G•psey in her TentShootilg Gallery and Archery Grounds, and numerous other Entertainments. Admission, One Shilling—Children Half-price. Doors open at Half past Two. in Sundays, no charge for Admission, except by Refreshment Card, price Sixpence. . . _ The Pr,prietors have made arrangements with the Iron and Ci • tizen Steam-boat Companies to convey their patrons to London after the entertainments, LA'MERT ON TIE 6ECEET iNFIRMITIES Ole YOUTH AND MATURITY. With Plain Directions for their Prevention and Cure. FIFTY COLOURED ENORAVINtIS ON -,TEEL. lust published, in French, English, German, Dutch, Spanish, and Italian, in a Bcalea Lovelope, 2s. 6d., or post-free, from the Author, for forty-two stamps, SELF-YEtESERVATION; a Medical Treatise on the Physiology of Marriage, and on ;he Secret Infirmities and Disorders of Youth and Maturity, isually acquired at an early ported of life, which destroy he physical and mental powers, diminish and enfeeble the natural feelings, and exhaust the vital energies of Manhood ; with Practical )11,ervations onthe certain Prevention and successful Treatment of Nervous Debility, Local and Constitutional Weakness, s , 'yphilis, Stricture. and all Diseases and Derangements resulting from Inolis :retion, as adopted by Lallemand, Ricord, and other eminent mem bers of the faculty in France. With Fifty coloured Engravings, illustrating the knatorny, thysiology, and Diseases of the Re productive Organs, ~xplaining their strectures, uses, and functicns, and the various injuries that are produced in them by solitary habits, excesses, and snfection. BY SAMUEL LA'MERT, M.D., 37, BEDFORD-SQUARE, LONDON. Doctor of Medicine. Matriculated Member of the University of Edin burgh, Honorary Mem ber Jf the London Hospitn,l Medical Society, Licentiate of Apothecaries' Hall, London, Member of the Hunterian Medical Society of Edinburgh, &c., &c. This work contains a plain and complete description of the ana tomy and ph% siology of the reproductive organs, and of their relative conditions in health and disease. The author, who has taken the highest medical honours, as evidenced by the diplomas and testimo nials inserted in the work, is the only legally qualified medical man who has exclusively, and for many years, devoted his studies to the treatment of these complaints. lie may be consulted n ith ad vantage by all those whose constitutions may have become debili tated through secret practices acquired is youth. or by the excesses of later years, whereby the pleasures of life are marred, the objects of marriage frustrated, and existence itself rendered a term of un ceasing misery and regret. Published by the Author, and may be had of J. Gilbert, 49, Pater noster-row; Hannay, 63, Oxford-street; Starie, Titchborne-street, Haymarket; Gordon, 146, Leadenhall-street ; Mann, 23, Cornhill, Or free by post for forty-two stamps, from the author's residence, who may be consulted on these disorders personally, or by latter, daily, rnm tim till two, and from iii till eicht. lIIETROPOLITAN Q UESTION COMMITTEE. Yesterday this Committee re-assembled in a Ea °r° commodious committee-room. Present —Sir James Gra- Lem (chairman), Sir J. Ilanmer, Mr. Senders, fir. Lillis, and Mr. Breket. Mr. IL C. Beloe, accountant to the Liverpool corp• ration, was examined at considerable length by Mr. James, Q.C., on behalf of the promoters of the Bill, re lative to the results that had arisen from the consolida tion of the wat, r companies in Liverpool, and from placing them under the management of the corporation. The result had been generally advantageous to the town and ratepayers. Though there had been no particular change in the quantity or quality of the water supplied, there had been a considerable reduction in the rates, and the supply was better regulated for police and domestic purposes. Prior to the consolidation, com plaints as to the supply were general. The works in the hands of the corporation were now self-sus taining, and hmeetputhreehbausertlamenonwehyichhadtheibreepnurcrhaiassed b e had entailed. The purchase money had been raised by bonds on the security of the water rates, and last year the Corporation of Liverpool pledged its credit for the co mpletion of the works to the extent of 500,000 /. Th:. want sa on cross-examination admitted that the total bonded d e b t of the cnrpora ti on was 802,000/., but that, even with thi s amount o f out l a y, t h e water supply of Liverpool w as not g eater or better than is 18 : 6, when snpFlied b y ind e p endent compan i es . Where, 1 0 'ever, the rate-payers b e f ore paid 425. they now only paid 36 5. city, before which the public complaints Mr. Joseph H eron , town-clerk of M anc h ester , gave similar evidence as to th e results that ha d f o ll owe d f rom the consolidation of th e water companies un d er t h e cor poration in that of irregular andinsufficient supply were ver y frequent. The works for the water supply or Manchester were as yet unfinished, but would be c omp l eted at a cost o f 1,050,0001. The transfer both of t h e water and gas supply of Manchester into the bands of th e Mun i c i pa l Corporation had been attended with advantag e genera lly. The committee at four o'clock adjourned to Thursday (this day) at twelve. THE GREAT FIRE at LONDON-BRIDGE. - - (FURTHER PARTICULARS.) Nothing transpired yesterday to clear up the mystery respecting the origin of this conflagration. The surveyors of the insurance-offices interested and several prac tical gentlemen long experienced in the progress of fires in the metropolis and the provinces made a careful in spection in the cc urse of the day of the position and cha racter of the warehouse that last took fire, marked " D," with the view of ascertaining how far it was possible for some burning flake to have been wafted into the upper floor from the B warehouse. The state of the wind favours the impression rno dueesgrtedh ta Thn eed t r h yc a r t warehouse, it hp ta c ra o ewn u atl away t nrhaoo that mt a h int ho v e e t fib building. end could nuglfloors d. oc casioned by any flake from the B wareh ouse , as it was have t l a o vw w ea i s ti p g ansl d sse i o r d e c trh t e were occupied by firemen and labourers, in order to guard against such a circumstance. Presuming that these inferences would lead to the conclusion that at least the second fire was the work of some incendiary, it is difficnit to conjecture what could have been the motive for so diabolical an act. With regard to the fire at Messrs. Hollingsworth's rag stores, in building A, the labourers employed there have been subjected to an examination as to the cause, and it would seem that up to an hour before the outbreak the place was seen to be perfectly safe. The doors of the stores were locked, but the main entrances of the ware house were free of access, and any person maliciously disposed might have thrown some combustible material on to the bales of rags through the lattice work which divided the stores from the staircase. As for the pre sumption that it arose from spontaneous combustion, that has been set at rest by the fact that most of the rags were clean white linen, and in themselves it appears they are not liable to self-combustion. The firm are said to have had about 12,0001. worth of rags in the ware house. In the case of one of the former fires in the immediate neighbourhood, some three or four years ago, it was thought that it must have arisen from some " shoddy" which had been stored in the warehouse, and the jury, . at the inquest convened to inquire into the cause, recom mended in their verdict that so dangerous a material as " shoddy," which so readily heats and ignites, should be excluded from the warehouses. Mr. Humphery fully acquiesced in the suggestion, and from that time it has not been permitted to be stored within the buildings. It is true that oils, &c., are shipped at the wharf on the opposite side of the way, but they are always deposited in the alderman's extensive vaults under Wellington street, where some 4,000 or 5,000 tuns are stored. Beneath the warehouses aro spacious vaults extending the full length and breadth of the buildings, and they all communicate with each other. Among other stores they contained between 3,000 and 4,000 firkins of butter, upwards of 3 000 barrels of flour, several hundred cases of cheenes, and other provisions, the property of Messrs. Allen and Anderson, provision merchants, of Hibernia wharf. The substantial brick arches of the vaults re sisted the pressure of the ruins of the gutted warehouses. and the fire was entirely excluded from them. The water, however, got down through the brickwork, and partially inundated the floors of the vaults, particularly the western portion under D warehouse, where 3,000 barrels of flour were piled, which for the most part is supposed to be partially damaged. Its value is fully covered by an insurance. A survey of the warehouse mar k e d C s howed that, with the exception of the floors being saturated wit h water, the building itself sustained but very little injury by fire. Its preservation, wedged as it was between two tremendous blazing piles, is considered to be most extra ordinary. The scanty supply of water obtained from the mains in the localily during the progress of the fire has formed the topic of much comment. It is thought that the nu merous fires which have occurred in the locality during the last 15 years, and their disastrous exte nt, which was generally attributed to the insufficient supply of water to work the engines, might have at last induced the pa rishioners to secure some greater protection to their property in this ill-fated quarter. .At eight o'clock last evening the fire was ?aging within the ruins, and from appearances it will be some days ere it will be suppressed. Very little salvage is anticipated. The lofty walls fronting the water-side premises have been shored up in order to prevent any disastrous accident. On inquiries being made at the hospital respecting the unfortunate engineer of the brigade, Edward Burch, we were informed that he continued in an unfavourable condition. lie is shockingly burnt about his face, head, neck, and arms. Several daring robberies were perpetrated during th e height of the fire on the Surrey side of London-bri d g e by a gang of desperadoes from that notorious place known as the Mint. (ADDITIONAL P ARTICULARS ) Yesterday . a most searching in * r w as made by Mr. ih u e i Humpheryoun., as well as by q offices interested in the immense am ount of property destroyed, for the purpo se of finding yofficers of the fire or was wilfully out, if possible, whether the disastrous conflagration originated acci dentallyA young man, named Finley, pre mises facing the warehouses destroyed, in answer to Mr. occasione wto works on the Humphery, stated that on the afternoon of Monday last he had been talking to a m an r i e m ho me e d e i:ite t l t y nd op h p a o v s i i n te Messrs. liolliogsworth'l r r a a s g th w e a arch u of th® bridge, he g Wdiarsecitnedt; th-e-- had occasion the . t e ° , step rest:ruing, when his attention was second floor from the ground by perceiv ing an unusuosuiseeLkering light at the window nearest Hotel. Feeling convinced that a fire the Bridge-it ohnet,kheyesc,aaloletdhtaot t ß ha r y ow m n i , gh on t one of tkhethewdoorkor ouse openingand tascertain theythe e fo x u te n n d t a of la :ghee body of o faedtni; fe b t rwooUponget t mis chief. • of fire in the eastern side of the warehouse, burning am ongst the rags. He immediately called for buck e t s o f w ater, but before sufficient time had elapsed to procure them, the whole or greater portion of the floor became one great sheet of flame. The fire then rushed through the wainscot which separated the compartment from the p a ssage. At the time he noticed the flame through the window no one was in the floor, and the door was locked. Mr. Humphery, j un,—Had you seen any on e enter the of premises during the day a suspicious chara cter? Finley—No, sir. I had been in the road the whole of the day, and did not see any one looking at the premises that in the least degree excited my sus picions. Mr. Humphery stated, th at we re so many persons were continually passi ng t o an d fro, it was almost im possible for a single individual to look at every one who passed by. Finley then informed Mr. Humphery that when he saw the fire was spreading so fiercely he sent for the en gines. His opinion was, that had he had a few pails of water at hand when be first entered, he could have ex tinguished the flames, or have kept them under until the arrival of the engines. „ THE SCOTTISH riOSPITAL.--Yesterday a quar terly court of the governors and supporters of the Scottish Hospital was held in the hall of the corporation, Crane court, Fleet-street, to rece r . for ve the report the past quarter ; Dr. Webster , a governor, in the chair, Major Adair, the se cretary, read t he re p ort, fro m which it appeared that the se cretary, amounted to 1,8021. 2s. bd., which, with the last ba lance, included 3631. 17s. ; annual subscriptions, 393/. 16s. 6d... and 6371. 18s. 3d. interest of stock. There had been paid in charity, 1,3251. 195., and after discharging all clause there remained a balance in hand of 17:21. 14. e. sd. port, lae received and adopted.;