The Sun. — London, England, 1853-05-20 00:00:00

UNITED SERVICE INSTITUTION. 0 The members of the above institution assembled, pursuant to adjournment, in the theatre at the insti tution, Scotland-yard, on Wednesday, for resuming the discussion on Mr. Fergusson's system of fortification ; Lieut.-Col. W. H. Sykes, V.P.R.S., in the chair. Amongst the distinguished , officers present were — Generals M'lnnes, Aitchison, Sir C. Pasley, Sir R. Doherty, Briggs, and Home ; Admirals Lord Rostock, Crofton, and Sir Charles Napier ; Sir Charles Cuyler, Sir J. Dunlop; Colonels Fletcher, Colville, Torrens, Codrington, Hope, Lemon, Markham, Townsend, Sir A. Murray, Paget, Buen, Parlby, James Jones, Angelo, Somers, Palliser, Jebb, RE. Abbott, C.B. (of the East India College, Addiscombe), ? Wortham, RE., and-Fer gllSSOn, Pv.M. ; Majors De Winton, Baron, Agnew, Montagu, and Whitfield ; Captains Sutherland, Ford, Warren, Evans, Elwyn, Crofton Key, RN., Dinor, h. A., Lefroy, Eardley Wilmot, R. A., Sinclair, King, R. N., Gardiner, R. N., Blythe, Roxburgh, Fearon, Anderson, Williams, Hood, Simmons ' Mac laurin, Nix,on Desboroug,ln Barnett, R.N., Ward, RE., Shaw, 'Johnson, RN., A. Lane Fox, Kelly, Stuart, Addison, Yorke, Rawlinson, Baker, RE., Grif fiths-, MA., Galton, Ruddiman, Phillimore, Robb, R.N ~ H. Reynolds, Dunlop, RN., Hogg, Hand, RN., Fitzroy. RN., Gambier, Mansell, Appleton, R.M., Gordon, R.N. ; Codrington.. R.N. ; Thubrell, Watts, Strong, Tower, Bague, W. H. Hall, R.N. ; Hammond, RpT. ; and Hoseason, R.N.; Lieutenants Pasley, R.E ; Tyler, R.E. ; Lumley, Henderson, R.N.; Goose, R.N. ; Dr. Thomson, Dr. Kerr, Dr. Lloyd, Dr. Baird, Dr. Adolphus ; E. Hawkins, Esq H. R. Knight, Esq.; J. S. Kennedy, Esq. ; S. Lacn, Esq., The. CHAIRMAN , in opening th e b us i ness , sa id thi s dis cussion had already run to a length far g reater than had been anticipated, havin g now occup i e d four nights • and as he understood that M r . F ergusson was a b out to leave town, it was desirable that the discussion should be closed that night. ' Captain WARD, of the Royal Engineers, then rose, and spoke to the following effect :—I would not have intruded myself on your notice at this late period of the discussion, had I not felt that it was the duty of an engi neer officer to reply to the arguments used by the gal lant captain who last spoke (Captain Younge), and which had probably a strong impression in favour of cir cular concentric lines, as applied to - Gosport. I shall first proceed to examine the strength of those lines. It has been proposed to throw a salient curve across the isthmus, and I will proceed to see if that plan of defence is the best. Captain Younge has, I think, very•satisfactorily demon strated to us that in such a position, embraced with a curve of such a radius (two miles), it would be a mat ter of difficulty, if not of impossibility, to effectively enfilade the proposed work. He has also dwelt upon that important fact as the great, the essential recom mendation of the proposed work for Gosport. Indeed, to use his own words, " enfilade is the very foundation of an attack of a fortress." But let us examine for a moment where the merit of this absence of enfilade lies. If I have understood rightly, the reason why systems on the circular principle are mot open to enfilade is on ac count of their circularity. A circle possesses the advan tage of limiting the number of guns a besieger can attack by enfilade fire ; and it is evident that greater the curve, or, in otner words, the less the radius of the cir cle the less would be the number of guns open to enfi lade. It may be a matter of opinion how many can be so attacked in each case—but there can be no doubt that the degree of curvature is but one limit to that number, however much it may be. But the gallant captain feeling, I presume, that some case had been established by Sir Charles Pasley and Mr. Wrottesley, when they argued on the possibility of enfilading the model fortress before us, says at all events the proposed lines of Gosport are not open to this description of fire, if the others are. I have admitted all this. But how has he gained this extraordinary additional strength— ' how has he limited enfilade ? Not by increasing the curvature, but by flattening the arc ; in fact by approaching to a straight line. The protection against that most important fire in this case must not then be put down to the merits of the circular system, for in the position before us we are increasing in strength the more we depart from the circle, and we shall find ourselves still less vulnerable when we have arrived at a straight line. In the particular position before us, the straight line— with tiers of parapets one behind another if you please, but I will come to that point presently—would possess many advantages over the salient curve. I. In the first place, it would be of less extent. 2. Next, it would be easier of construction, for curved lines are always more difficult to lay out or build up. Both these facts diminish the cost of the works. 3. More fire could be concentrated on any particular point of the at tack if desired. 4. And, as is easily seen, the enfi lade, " that foundation of the attack of a fortress," could not be attempted, as the prolongations go to in accessible positions. Both these facts add materially to the strength of the fortress. If, then, the cost of con struction is diminished, and additional strength gained by this modification, I may conclude it is superior to the salient curve. Having arrived at this conclusion I think it may reasonably be matter of opinion whe ther in similar positions a slight concave curve is not stronger than either. The degree of curvature in this case would be regulated by circumstances ; for instance, it might be so arranged as to permit the whole garri son to concentrate their fire at the most effective range of their gags, or on some vulnerable point of the be sieger's ground, as over that by which he must approach. If such a plan was adopted it might be called a modifi cation of the circular system ; it certainly may be con sidered as a modification, but I think you will admit that it is arrived at by turning it inside out. However, to return to the straight line, which I think I have shown, in the situation under consideration, possesses advantages ,over the proposed salient curve. To any who think the straight line an evident modification of the circle, I would say it is a very simple one, and it does not say much for the ingenuity of engineers hitherto to suppose that the idea of a straight line of ramparts for a defence never occurred to them, and that we are in debted for this valuable suggestion to the ingenuity of the present day. A little consideration, will, I think, show the contrary. Engineers not only saw that a straight line of ramparts across an isthmus was a very strong mode of keeping an enemy at a distance, when they could afford to construct it, but they also found that at a very small increase of expense they could materially improve on that system, if it may be called one. They therefore preferred to fortify thus:— By inclining the beginning of the lines at the extreme ends a little inwards, then adding two small lengths of ramparts, capable of holding five or six guns each, and joining these by a straight line. The expenie of constructing this, over and above the straight line, was about the cost of the two flanks. See what these flanks did for them in return for the expense. Each fired along the face of the rampart in its front, and when theselatter were much elevated above the plain of the country, this service was of no small importance, for it prevented certain sappers and other burrowing under them like rabbits, and so blowing up the brave defenders. They also protected by musketry fire the foot of each other's ramparts, and each undertook this duty for the other's half of the remaining straight line called the curtain. Now, these little :Miaow to the cost of a straight line added: materially to the strength of the ramparts, so much so that engineers of those days ar rived from practice at the conclusion that they were well worth their cost, and always applied them to their fortifications. Nor have any that have seen service from that time to this differed from them in opinion. Flank defence is essential, if for no other purpose, to protect the foot of the escarps from the mining propensi ties of sappers, as I have mentioned. And though to be flanked is to be outflanked, to be not flanked is to be blown up, and so the choice is left us. I think then that I, and others like myself, who have not had the experi ence of battles, do right to incline to the opinion that flank defence is desirable, and that we should prefer add _ .. ing it to any system of fortification, even if carried across an isthmus. I think now lam justified in concluding 1. That the broken bastioned line is, in the Gosport po sition, superior to a straight one in its capability of re _ _ , . sisting attack, and I have shown before that the straight is superior to the salient curve ; 2. That, though the first cost of the bastioned line would be slightly superior to the straight, one, it would amply repay the extra ex pense, and therefore be cheaper in the end ; and 3. That the first cost of the bastion line would not exceed that of the salient curve, as it would not exceed it in length, and certainly not in difficulty of construction. I am willing, however, to go yet further with those who still admire the circular salient curve, and examine its comparative value. Ido not think there can be a sha dow of a doubt in any one's mind that a straight line across the Gosport isthmus would be preferable to a sa lient curve of a similar profile, for I cannot imagine one objection to it. The question then lies between the straight line and the bastion front. Now, by breaking the straight front into faces and flanks, you do not deprive yourself of one gun, you command the same extent of fire to your front as before—you may say that I make flanks to be enfiladed. Admitting for a moment that they are easy of enfilade, ill was on that account to decide on putting no guns there at all I-should be no worse off than if I had a straight Tine ; but, inasmuch as by putting these guns so, I am doing great service to the defence by flank fire, and I oblige the besieger to throw up batteries, and bring guns to d estroy t h ese fl an k s, b e f ore h e can eup to the face of the bastions—l am making a stouter resistance, and it requires a longer time for the besieging force_ byeto overcome me than would otherwise be yt e h r a • drn i ir h ers ardly thi n k , h owever, that I shall be told guns i n a row of the cir cu l ar system, t h at fi ve or s i x are s w t orthy of, they g enerally o r easy to, enfilade, when r es i them being so treatecne possibility of eight or nine of that system. For Mr. Wrot tesley has clearly showtainnkein his diagram that this number are capable of being aup 'itaweoUel l b in e e. eas H y However, even even against such an vide a remedy by placin g a traverse , enfilade,l in case-mates, or making the flanks or putting the guns p the faces, or makin,g them ciranul s somewhat lower than latter, andindeed all these m e et :O r d s and concave —this but engineers have generally a.rrived Ihtave been tried, respecting them, that insomuch as these flanksnclusion short, and so difficult to enfil a d e , th at b ese are very care about making the attempt, it is bettergteorB do not straight flank to systems, the curve o r case-t aa , a g ly n a t being worth the expense or trouble. I think then, sit); we m ' ay come to the conclusion that if it is necessary to throw a continued line across the Gosport isthmus, it had far better be a broken bastion line than a sa lient curve, and that if the c i r cular s y st em pos . a licable to the for sass es advantages theyro aosed.pp re _ .t site WI h respect to the which they have been p p proposed plan of put tin g parapets and guns one behind but it can in no that presently , another, I will examine 1 Such para nts I have use( . way , invalidate the argume he ex taue adequate to t pets (if they possess an advan , well applied pence of their construction) can be equally Gos to the faces and curtains of the bastion system fo r . - + l l ihrowino• port, as to the salient circular one. Whether . 0 a continued fortification across the isthmus at Gosport is the most effectual mode of defending the harbour, is another question. After all the object of fortification is but to ensure our lives and property, and every one in this commercial country would prefer knowing the rate of insurance he has to pay and for what. However, let me first remark shortly on some of the points lluded to last evening by the advocates of the circular system. One was mentioned by a gallant captain is the navy (Captain Hood). In speaking of the wet ditch and Sir Charles Pasley's plan of crossing it by Colonel Blan shard's or by India-rubber pontoons, he says if the besiegers attempted to do so he would let the water 'out, and then he appealed triumphantly to know where the besiegers would be then. Now, gentle. men, in order to master this grand conception, I must remind you that the ditch is not permitted to be less than fifteen feet deep in water, 200 feet broad, and is about four miles long ; that it must be filled by the tide and cannot well be sustained at a level above high water. It is then no matter of difficulty to tell you where the besiegers would be ; if they attempted a passage across they would do so at high at water, when the water would simply refuse to go out ; but even supposing a passage to be attempted at a time most favourable for the gallant engineer to indulge his long ings, he might, with the most approved sluice-gates, probably lower that immense body of water a few inches, in an hour, by which time it would be all over with the fortress. A few words on the recommendations of this system by a brother officer (Captain Simmons). I can speak for myself, and I am sure I can for the corps, how pleasing it was to find one of ours arising in defence of this system. It showed that we had but one feeling in coming to this discussion, not that of a determined oppo sition, but for the public good. I may, as lam on en filade, allude to what Captain Younge said last evening, that " no enfilade can properly be so called that does not follow the line of parapet or ditch against which it is directed, and that it is a palpable contradiction of terms to say that a shot which only passes along a chord enfilades the arc." Now, sir, an engineer does not care to set guns to enfilade the arc, but the guns in that arc, and if some part of each of the guns in any arc are on an alignment with a besieger's fire they will be equally effectually enfiladed, whether the parapet in front of them is an arc or a straight line. Mr. Wrottesley has shown, by his diagram, how many guns are so open to enfilade in the circular system, drawn on the scale proposed by the ingenious projector. I will now proceed, sir, to notice some of the defects of the circular system. The art of fortification, then, has arrived at its greatest perfection when it enables a fortified place to hold out with the least expense for a certain period against the greatest force. It cannot be expected that a fortress of 1,000 guns is compared against one of 200 ; that it is necessary to prove the former must fall quicker, or even as quick, before the same besieging force, to establish the point that the larger fortress is not so good as the smaller. Besides, in this circular system, Mr. Wrottesleyhas shown that 55 guns are the most that can be brought to bear on any besieger's battery, and he uses three batteries, em ploying 165 guns, to oppose him, out of the whole fortress. Here, then, we find in the height of the siege 835 guns at least standing idle, and that number must continually stand idle supposing we were to commence fighting now, and continue doing so till the world's end, supposing the siege to last so long. But, expecting as we do to have some peace, it will not be over-estimating it if I say that 900 guns of every 1000-gun fortress must be continually idle. Is it judicious to fortify so ? Are 900 platforms, • guns, and carriages to be exposed from year to yea r , th e platform to rot, the guns and carrriages to be continually re-painted and re-lacquered; the extent of parapets they occupy to appear continually for repair in our arsenal estimates ? Really, sir, this would be paying a high in surance for protection ; and even that insurance, it has been admitted, will not give us undoubted security. I have said that I do not think it can be for a moment supposed that six tiers of guns are not stronger than one ; but I intend to show that guns and parapets so placed do not yield a protection equivalent to their cost. I have no doubt it is evident to all that the besieger, if he requires say three guns to enfilade one face, does not require six times three to enfilade six ; because any shot fired may be expected to hit some one or other. The same remark applies to counter batteries ; and it is also evident, that with such extent of parapets the besieger can continue firing all night, with guns that in attacking the old system would have remained silent. Here, then, the comparison, gun for gun, is at once in favour of the besieger. Now, the expense of constructing every tier of guns increases in a much greater ratio than the number of tiers, for every succeeding parapet is placed higher, requires more earth to construct it, and is supplied from a deeper and more distant source than the one below it. This supply has therefore to travel further to be properly appropriated, and will cost more to appropriate. It is evident, therefore, on the first view of the case, that this system is muck more expensive in its construction than has generally been supposed, and that the comparison is here again in favour of the besieger. But I am sure very few could have formed any idea of the proportion of this additional expense as compared with a single line. I have estimated this with some care, and I will explain the proceedings. As it might be a matter of opinion at what prices certain works could be executed, I cannot give you the actual cost of the construction ; but as there can be no doubt that the proportional cost of any construction depends on the amount of work to be done in each case, I have made a section by which you at first sight guess that proportion, and a calcula tion by which you can at once arrive at the true com parison. I intend to compare the cost of such a line as has been proposed for Gosport, and a simple bastioned line, as I have been speaking of, applied there—you can then arrive at your own conclusions—first, whether it is worth our while to go to the expense ? and, second, if it is, whether the money cannot be more advan tageously expended in the defence ? I have drawn a section on a scale of twenty feet to an inch of the proposed lines for Gosport, as laid down in the " Perils of Portsmouth ;" and also one of a simple Vauban's bastion system, such as we should probably use now with a command of 25 feet, a relief of 43 feet, demi-revetments '3o' feet high, &c. In each case the mass of earth for 'throwing up the parapets, must go from the ditch, and I have employed the usual way of calculating the labour required to move the quantity of earth. The distance of the centre of gravity of the mass before moving, to that of the same when finally settled into its new position, multiplied by the number of cubic teet moved in each case, gives, of course,, an accurate comparison. (He then went into a com parison, by figures, to show that the proposed system of Mr. Fergusson would be more expensive than the sys tem of Vauban.) Now, since, under the most favour able comparison, the circular fortification for Gosport would cost ten times as much, it becomes a matter of consideration whether four parallel tiers are worth the expense. For the same money ten such systems as Vau ban's could be constructed ; one in front of another, all requiring to be passed, or it could be very advantage ously distributed in outworks, containing say double the amount of labour as the main line, and at one-third the price of the circular work. I have endeavoured to show you the comparative cost of the four tiers it has been proposed to apply to Gosport. I do not know that I need say anything more ; the facts speak for them selves. There are certain principles in this system which experience has shown us will not answer. It is no matter of opinion that casemates 40 feet high will not stand in made ground 60 feet high ; that wet ditches 60 feet will not permit of such steep unrevetted sides as we see recommended for them ; and that if a quantity of earth has to be taken ten times the distance it must be at ten times the cost. If such is the comparative expense of the Gosport lines, with ditches 30 feet deep and a command of 48 feet, I must leave you to conclude what it will be for ditches 60 feet deep and corresponding commands. We must, how ever, all feel thankful to Mr. Fergusson for the attention he calls to fortification, and the interest in our defences he has excited in the public generally by publishing his works. We should thank him for what ho has done, not blame him for what he did not do. It is not to be expected that he who has been a useful member of society in other ways should be as well versed in practical details as we who spend our lives in that service. Lieut. PASLEY then at some length reviewed the pro posed system, contending that it would not meet the ex pectations that its projector anticipated. Colonel JEBB, of the Royal Engineers, considered that, without wishing to detract from the great merits of Mr. Fergusson's system, its great defect was because there were neither effectual flank, defence, or outworks, nor the possibility of forming retrenchments. Mr. FERGUSSON, in answer to the call of the chairman, then rose to reply to the objections that had been urged to his system. He said-- If 1 were to attempt to answer all the objections that have been made to me and to my sys of fortification I fear I should far exceed the time that can be allotted me for such a purpose. It requires only a few words to make an assertion, but often a great many to rebut it. I believe, however, this meeting will not think I am shirking a difficulty if I put on one side at once all ob)ections and remarks personal to myself. It is not I who am on trial here, but my system of for tification, and to this I would confine my remarks, and would not even notice Lieutenant Tyler's jokes about the gas, nor Captain Wrottesley's misrepresentation of my reasons for wishing the national store of naval guns being transferred to Portsmouth when fortified instead of being left in an open arsenal at Woolwich. I will also pass over all such objections as those made to show that there was nothing original in my proposal. That is a question, I conceive, in which I only am interested, and it will be time enough to dispute about the ori ginality when we have determined what there is of good in the proposal. At the same time, if any one chooses to assert that this model of my system represents the same thing as that model of Cormontaignes, or that this drawing of the Gosport lines is like that one of a fire of the ordinary construction, I can only say' that his eyes are formed on a different system from mine, and that he sees resemblances where I only see differences. Mr Fer gusson then recapitulated the main features of his plan; and, in answer to Lieutenant Tyler's mode of attack, said it appeared to him to be more scientific than Sir Charles Pasley's. His proposition was that 24 mortars could in 60 hours destroy his parapets over say 200 yards t h rto-ae o boat a of fro n t, so as to render h i m unfit to cover e i ther men distanc e tables of ° toh r guns, and so m a k e th e assau lt easy . N ow accor di ng (said6o yards, M 0 r.F e a u s s Ferguson}, shown fi o n ii d that Lieutenant shells Tyler's diagram,penetrate 21 in c h es t o t wo f ee t, an d i n exploding forma ter, displacing from small crater fo ur or fi ve f ee t i n diame ter, which falls haer five to eight f ee t o f earth, one-half its sides, except a into the h o l es, t h e rest is heaped on if such a hole werev7orYrisrnall portion blown away. Now part, a man with a. shovel will in the terreplain of the rani seconds, and if followed i replace the earth in a few dam-age is done. To cal by one 'with a raitmer no must first assume that the calculatemotrhe real damage done we rate of 200 a day, or 500 Shetlasrs throw shells at the gether • of which 300 will on theeach, or 12,000 alto each of five parapets, or one in e:.vryeratte explode in Now I would ask any one if a number fi ofe9t lineal. 'nail craters , THE SUN, LONDON, FRIDAY' EVRNING, MAYO 20, XB5 S, 1 foot to 18 inches deep, 5 or 6 feet apart, in a mound of earth 8 feet high and 18 feet broad at top, would in any way injure its properties as cover to men at guns ? I should say certainly not. On the contrary, to cut away the2oo feet of earth the parapet contains would, as near as I can calculate, require from 30 to GO shells per foot lineal, or not far from 1,000,000 of shells. This would require 26 mortars, throwing 200 shells per day for 100 days suc cessively, while no mortars ever made could stand a twentieth part of that work. Mr. Fergusson then pro ceeded to reply to some of the objections urged by Lieut. Tyler to his system, on the ground that it was exposed to enfilade. With respect to the main question of ex pense, he said—ln my book I stated that the number of cubic yards required for the erection of a fort of circular form with five ramparts, as shown in the model, would be 2,500,000, or 312,500 per front. Sir Charles Pasley has taken out the quantities with more care than I have, and states it at 2,328,7000, or 291,087 per front. In these Gosport lines the quantity is even less, or about 280,000 cubic yards per front. In other words, very considerably less than that required for a fort of forti fication of any of the usual systems ; Comonlayers being 313,000, Vauban's 354,000, and others above and be tween these. As to the objections that had been urged to the parapets being at an angle of 45 degrees, he stated that he adhered to that because there was not a fort in Europe or elsewhere where the parapets did not stand at that angle. In conclusion, he said he hoped that he had shown that the principle at least contained the element of a great improvement in the art of for tification ; but he hoped it would be received in the spirit in which it had been made. There was, he said, insuperable difficulties in carrying Colonel Sykes's proposition of appointing committees of attack and de fence, and finding arbitrators accessible to all parties, and, in fact, carrying out a siege on paper ; but instead of that, he would propose that those officers—who had spoken against his system, and others who think it a fallacy, should join in drawing up a plan of attack, stating the number of mens and guns they would re quire, the amount of ammunition, the time, and the mode of procedure. Those should be printed, and then submitted to him. He could then draw up a statement of his means of defence, and reasons for dissenting from their conclusions, if such should be the case. The ser vice and the world in general would then have an oppor tunity of calmly weighing the question, and of judging more deliberately than they could do in a discussion of that sort ; and he had no doubt that it would go far to set the question fairly at rest and for ever. (The above is but a mere abstract of Mr. Fergusson's address, which we are compelled to curtail for want of space.) A short discussion ensued, and, upon the motion of General Aitchison, a vote of thanks was passed to Mr. Furgusson for the great services he had rendered in the production of this plan. Mr. FERGIISSON acknowledged the compliment, and said he would leave his plan in the hands of the en gineers of this country at large, and should be ever ready to meet them to answer any attack they might make upon it. The meeting broke up at half-past eleven o'clock. RAILWAY INTELLIGENCE. SOUTH-WESTERN RAILWAY. PROPOSED COMPLETION OF THE COAST LINE FROM DORCHESTER TO EXETER. The special meeting of the shareholders of the South- Western Railway, convened for the purpose of taking into consideration, among other matters, the propriety of promoting the extension to Exeter of the Southamp ton and Dorchester line, for the protection of the com pany's interests, threatened in the West of England by the proposed measures of the Great Western and Bristol and Exeter Company, was held yesterday, at the Assembly-rooms, York-road. The proceedings were of some hours' duration, and the tone in which the ques tion was discussed was of an excited and occasionally of a very personal character, but L the whole case, so far as the public service and the remunerative nature of the proposed extension are concerned, may be comprised within a very short space. The proprietors having sanctioned the bills before Parliament for the completion of the Basingstoke and Salisbury branch, the case in favour of the extension from Dorchester to Exeter was opened in an address of about an hour and a half's duration from the chairman (the Hon. Mr. Scoft), who was answered rather briefly by Mr. Mortimer, one of the two newly-elected direc tors, who dissent from the propriety of the extension. In justification of the proposed extension to Exeter, it was stated that the company had had assurances that if they remained quiet in the West of England, the Great Western and Bristol and Exeter Companies would not seek to interfere with the South-Western traffic ; but those corporations had promoted the Dorset and Devon line, which would affect the com munication between Dorchester and London, and had expressed their determination to carry it out on the broad gauge ; and that it was in self-defence alone that the South-Western board had resolved to go for powers to extend their Southampton and Dor chester line to Exeter. It was contended that the Dor s‘A and Devon line, which would be in fact rather an extension of the Wilts, Weymouth, and Somerset than of the coast line of railway, would be detrimental as well to the public interests as to those of the South- Western Railway Company. The projected extension of the Southampton and Dorchester line has, it was stated, very good local support ; and the hairman asserted that it is looked on in a very favourable point of view by the War-office and the Ordnance, adding, that in an interview which he had had with Lord Hardinge, that gallant officer "most distinctly said he thought it would be of the greatest national importance that the South-Western Company's Southampton and Dorchester line should be extended westward ; that he considered the laying down of the broad guage was a national calamity, as it interfered with the movement of troops, and, therefore, with the defence of the c o un t r y ; and that a line like this (the Dorchester and Southamp ton), running as it did a certain distance from the coast, but communicating with it at certain points, was the line most desirable in case of an invasion." With re spect to the cost of the line, Mr. Brassey, the eminent contractor, and another equally competent authority, had stated that the railway could be made for 700,0001., and that he (Mr. Brassey) was willing to undertake it for that sum, provided the land could be procured for 60,0001. The gradients were not particularly severe. The steepest were 1 in 75 for a mile and two furlongs, and 1 in 90 and 100 for three miles, all the other gra dients being less than 1 in 100 ; while upon the Devon and Dorset line, promoted by the Great Western and Bristol and Exeter Companies there was a gradient of 1 in 60 for a mile and five chains, and 1 in 83 for 17 or 18 miles. There was upon the proposed Dorchester and Exe ter Extension a tunnel which would be 1,800 yards long, if a moderate gradient were preserved, but it might be reduced to I,4oo.yards by adopting a steeper gradient. The population to the west of Dorchester, in the direc tion of Exeter, was more dense than that of the country to the east of Dorchester, towards Southampton. In the es timate of traffic the South-Western board had not calcu lated upoi obtaining a single through passenger from Exeter to London, though they might fairly have done so, seeing that the distance by the broad-guage from Paddington to Exeter is 194 miles, and the average duration of the journeys seven hours and twenty minutes, while the distance from Exeter to Waterloo-station via Dorchester would be 196 miles, and the average duration of the journeys seven hours and forty minutes, with the advantage of being nearly half an hour nearer the heart of the City. It was asserted that the traffic upon the proposed Dorchester and Exeter line would be more productive to the company than is the traffic on the existing Southampton and Dorchester Railway. The earnings of the latter for the last year were declared to be 56,1301., and. the working expense to have amounted to 50 per cent., leaving, therefore, a profit of 28,060., which, upon the cost of the line—viz., 750,000/. (exclu sive of plant), is equal to a dividend of 3f -per cent. ; but if the plant, which is estimated at 40,0001., were included, the dividend would be about 31 p er cent. But, in addition to this profit upon the Southampton and Dorchester line proper,' the line, it was observed, con tributed, in 1851, to the parent railway, calculating by mileage rate, about 39,7401. per annum ; and, deducting , from the latter amount 25 per cent, for working ex penses, there was a profit of 29,8001., so that the whole of the net income accruing to the South-Western Com pany from the Southampton and Dorchester line per se, and from the traffic which it brought upon the trunk railway, amounted to 57,800/. for the last year. Ap plying the same principle of calculation to the proposed Dorchester and Exeter line, reckoning its length at 50 and 56 miles, and deducting 6,6001. as traffic already enjoyed by the South-Western line, it would yield a gross annual revenue of 44,0001., or, deduct ing 50 per cent. for working expenses, a net profit of 22,0001., that was 31 per cent, on the outlay ; but, taking into consideration the amount of traffic it would bring upon the parent line, and upon the Southampton and Dorchester extension, and which might be fairly calculated at 54,0001. per annum, the company would derive the following returns—viz., from the latter source, 54,0001. per annum. Deducting from that amount the 6,600/. already mentioned, and 12,0001. for working expense, the net profit would be 35,4001., which, added to the 22,0001. net profit upon the working of the proposed extension from Dorchester, would give a divisible revenue of 57,4001.--a sum equal to nearly 8 per cent. upon the estimated outlay of 700,0001., subject, of course, to reduction in respect o f the cost f working plant. It was stated by the chairman that the proxies with respect to the proposed extension to Exeter were as follow : In favour of the extension Against ditto ... ... Proxies. 1,314 243 Majority in favour ... ... ..., 1,071 Amount of stock iu favour Against 43,774,449 570,502 Excess of stock iu favour £3,203,947 Votes. 20,646 In favour Against 3,441 Majority of votes in favour ... 17,205 The chief objections urged against the scheme were made by Mr. Mortimer, one of the newly-elected directors, who admitted that he thought the proposed extension would materially benefit the South-Western Company ; but who, as far as we could understand his observations, appeared .to think that for the purpose of avoiding an expensive contest with the Great Western and Bristol and Exeter Companies, the latter should be permitted to promote unopposed the Devon and Dorset scheme, and he taunted the board with having turned a extension deaf e ar t o th e l an d owners, who, w i t h t h e i r fr i ends, had offered to supp l y h a lf t h e cap i ta l f or construct i ng the of the the Dorchester a linet exceedingly to E xet er, moderateand sell heir nsliaound to rates. He declared that the gradients of the proposed extension from Dorchehester to Exeter were 20 per cent. worse than those of the Dorset and Deyon scheme. He contended that the cost of the Southampton and Dor chester line had been 800,0001., and the plant 148,4301., and that the actual working expenses for the past year were 40,008/, 4s. 5d., leaving a net profit of 12,000/. only, and that as 4 per cent., or 32,0001. per annum, was paid upon the 800,0001. with which the line was con structed, the loss upon the working of the line was 16,0001. annually. Mr. Mortimer, however, did not touch the accuracy of the statement respecting the amount of net profit which it is declared is realised by the traffic which the Southampton and Dorchester ex tension brings over the trunk line. Another argument urged against the construction of the proposed extension of the coast line from Dorchester to Exeter was, that the Great Western and Bristol and Exeter Company's projected Dorset and Devon line must bring a large amount of local traffic upon the Southampton and Dor chester line. The through traffic from the Southampton and Dorchester line was stated to he 11,0001. per annum only. To these objections, it was replied that the work ing expenses of the Southampton and Dorchester line, for the past year, had been accurately ascertained to be rather under 50 per cent. of the gross receipts—that is, 27,4081., and not 40,008/. 4s. sd. ' • that it is not true that the gradients of the proposed Dorset and Devon line are better than those of the projected Dorchester and Exeter Extension, and that th e th roug h traffic of the Southampton and Dorchester line is very much more than 11,000/. ; and, in answer to the statement that the country to the west of Dorchester belongs to the Great Western Company by agreement with the South-West ern Company, it was declared that the former had broken such agreement by diverting traffic from the latter. The Dorset and Devon line was asserted to be so laid out as to seriously affect the coast traffic, and the incon venience of a break of guage at Dorchester was strongly commented upon. Mr. CHAPLIN, Having been called on to state his opinion of the project, said they all knew his opinion was in favour of the central line, and all the arguments he had heard that day had convinced him that the only true policy of the South-Western Company was to construct the central line from Salisbury to Exeter. The second best scheme was the coast line from Dorchester to Exe ter, and he was prepared to support that scheme with his votes, and the proxies with which his friends had en trusted him. He would therefore vote for the measure brought forward by the directors. Mr. DICKINSON thought they had better not proceed any further, as they would only spend the funds of the company in law and parliamentary warfare without do ing any good. There was nothing worth fighting for. Mr. LOCKE said he had told the proprietors at former meetings what the Great Western Company were doing, and the parties who had dissuaded them adopting the central scheme had inflicted serious injury on the South- Western Railway Company. He would never be satis fied until he had a narrow-guage line to the west. The occupation of the district by the broad-gauge interests he would consider as a national injury, and unless they made the short and direct line to Exeter they would never participate in any of the traffic of that place, but by doing so they would ensure one-half the Exeter traffic. Resolutions were then passed adopting the report which had been issued by the directors on the subject of the extension from Dorchester to Exeter, stating that the interests of the company required the rejection of the Dorset and Devon scheme now before Parliament, and the extension of the line from Dorchester to Brid port and Exeter ; authorising the directors to take the necessary steps to supply the district in question with the least possible delay ; the capital to be raised by the company, and not by independent parties, for the fur therance of those objects. A vote of thanks to the chairman and directors was then carried, and After some observations from Mr. Hutchins, Mr. Edwards, Mr. Locke, and other proprietors, in refer ence to the course adopted by Mr. Mortimer, the meet ing separated without passing any resolution on the subject. CRICKET. I ZINGARI v. THE ROYAL HORSE GUARDS (BLUE.) It was said some time since that I Zingari, at least that branch of the fraternity who had abandoned the hedge-breaking and the roost-robbing, and turned their minds to cricket, had been lost,, at the close of the last season, in Treland. It has happened, however, that cer tain officers of the Royal Horse Guards baring alighted upon the body, have drawn them out from the shrubs, by what means we are not prepared at the present mo ment to say ; and so from the sister country or else where the wanderers have come, and yesterday pitched their camp and hoisted their colours upon the Oval, in defiance of their former gallant opponents. It will, how ever, be found that, let their winter's avocations have been what they may, they have (from the defalcation of one or two of their bowlers, we will assume, at all events) not kept up their cricket practice. Hence the sorry appearance they now make on paper. I ZINGARI. Marquis of Worcester, b Berkeley 1 A. Ricardo Esq., run out 0 b Venn 8 Colonel Taylsr, b Venn 0 c Knight, b Berkeley 2 Hon. E. Bligh, b Venn Lord Guernsey, run out lO b Berkeley F. Bathurst, Esq., c Howard, b Venn 5 b Venn 4 b Venn E. Tredcroft, Esq., b Venn Lord Dupplin, c Howard, b Dor- mer.. 10 b Berkeley. . o Captain Mundy, s Thompson, b Venn l3 b Venn A. Baillie, Esq., not out 4 not out 1 Hon. J. Fiennes, b Berkeley 0 Byes, 2 ; leg-byes, 1; wide, 1 4 Byes Total . Total 27 BANK .RETURNS. (`Front the London Gazette of Tuesday.) An Account, purmiant to the Act seventh and eighth Victoria, cap. 32, of the Average Amount of Bank Notes of the several Banks of Issue in England and Wales, in Circulation during the Week ending Satur day, the 7th day of May, 1853 : Average PRIVATE BANKS. Amount. Andover Bank, Andover—Heath and Co. Ashford Bank, Ashford—Jemmitt and Pomfret 11,948 Aylsham Bank, Aylsham—G-. and T. Copeman 4,459 Aylesbury Old Bank, Aylesbury—Z. D. Hunt 29,126 Baldock Bank and Baldock and Biggleswade Bank, Baldock—Wells, Hogge, and Co 25,154 Barnstaple Bank, Barnstaple—Marshall and Co 12,184 Basingstoke and Odiham Bank, Basingstoke—. Seymour, Lamb, and Co. • 17,341 Bedford Bank, Bedford—T. Barnard and Sons 32,078 Bewdley Bank, Bewdley Nichols, Baker, and Co Bicester and Oxfordshire - Bank and Oxford Bank, Bicester— 11. M. and G. Tubb 16,023 Birmingham Bank, Birminghanci—Attwoods, Spooner, and Co 24,142 Birmingham and Warwickshire Bank, Bir mingham—J. L. Moilliet and Sons Blandford Bank, Blandford—Oak and Co. Boston Bank, Boston—Garfit and Co Boston Bank, Boston—H. and T. Gee and Co Bridgwater Bank, Bridgwater—J. and J. L Sealey Bristol Bank, Bristol—Miles, Miles, and Co Broseley and Bridgnorth and Bridgnorth and Broseley Bank, Broseley—Pritchards, Boy cott, and Co. Buckingham Bank, Buckingham—Bartlett, Par rott, and Co. Bury and Suffolk Bank, Sudbury Bank, and Stowmarket Bank, Bury St. EdmundS— Oakes, Bevan, and Co. • Banbury Bank, Banbury Gillet, Tawney, and Co. Banbury Old Bank, Banbury—Cobb and Son Bath City Bank, Bath— G. Moger and Son Bedfordshire Leighton Buzzard Bank, Leighton Buzzard—Bassett, Grant, and Co Birmingham Bank,' Birmingham—Taylor and Lloyds Bradford Old Bank, Bradford, Yorkshire —H A. and W. M. Harris and Co. Brecon Old Bank, Brecon—Wilkins and Co Brighton Union Bank, Brighton—Hall, West, and Borrer Burlington and Driffield Bank, Burlington— Harding, Smith, and Co Bury St. Edmunds Bank, Bury St. Edmunds— J. Woriledge Cambridge Bank, Cambridge—Mortlock & Co Cambridge and Cambridgeshire Bank, Cam bridge—Messrs. Fosters Canterbury Bank, Canterbury—Hammond and Co Carmarthen Bank, Carmarthen—David Morris and Sons Chertsey Bank, Chertsey—La Coste and Son Colchester Bank, Colchester—Round & Green Colchester and Essex Bank, and Witham and Essex Bank, and Hadleigh, Suffolk, Bank, Colchester—Mills, Bawtree, and Co Cornish Bank, Truro—Tweedy and Co Coventry Bank, Coventry—Little & Woodcock City Bank, Exeter—Milford and Co Craven Bank, Settle—Alcocks, Birkbecks, and Oo Cardiff Bank, Cardiff—Towgood and Co Chepstow Old Bank, Chepstow Bank, Mon mouth Old Bank, Monmouth Bank, Brecon Bank, and Ross and Herefordshire Bank, Chepstow--Bromage, Snead, and , Co Derby Bank, Derby—W. and S. Evans & Co Derby Bank, Derby—Samuel Smith and Co Derby Old Bank and Scarsdale and High Peak Bank, Derby—Crompton, Newton, and Co Devizes and Wiltshire Bank, Devizes—Locke and Co Diss Bank, Diss—Oakes, Fincham, and Co Doncaster Bank and Retford Bank, Doncaster —Cooke and Co Darlington Bank, Durham Bank, and Stockton on-Tees Bank, Darlington—Backhouse & Co Devonport Bank, Devonport—Hodge and Co Dorchester Old Bank and Dorsetshire Bank, Dorchester—R. and H. Williams East Cornwall Bank, Liskeard—Robins, Fos- 11,119 6,993 70,650 17,306 6,472 34,00 17,034 24,848 69,703 37,988 29,852 3,195 34,636 37,237 12,120 67,597 27,975 12,479 2,131 14,636 42,948 32,856 22,179 3,350 16,957 31,020 45,589 7,264 21,515 77,093 6,388 9,243 13,528 38,916 26,565 10,678 10,604 09,601 85,122 10,662 47,295 ter ' and Co 105,529 East Riding Bank, Beverley—Bower and Co 53,729 Essex Bank and Bishop's Stortford Bank Chelmsford—Sparrow, Round, and Co 45,478 Exeter Bank, Exeter—Sanders and Co 29, 315 Fakenham Bank, Fakenham—Gurneys, Birk beck, and Co Farringd.on Bank and Bank of Wantage, Far ringdon—Barnes, Medley, and Co Farnham Bank, Farnham—Messrs Knight Faversham Bank, Faversham—Hilton and Co Godahning Bank, Godalming—Mellersh and Keen Guildford Bank, Guildford—Messrs. Haydon Grantham Bank, Grantham—Hardy and Co Hastings Old Bank, Hastings—Smith, Hilder, and Co. Hereford City and County Bank, Hereford— Matthews and Co. Hertford and Ware Bank, Hertford—S. Adams and Co. Hull Bank and Kingston-upon-Hull Bank, Hull, Smith, Brothers, and Co. Huntingdon Town and County Bank, Hunting- don—Rust and Veaseys Harwich Bank, Harwich—Cox, Cobbold, and Co. Hemel Hempstead Bank, Hemel Hempstead —Smith and Whittingstall _ Hertfordshire, .Hitchin Bank, Hitchin Sharpies, and Co. Hereford, Ross and Archenfield Bank, and Ross and Archenfield Bank, Hereford— Morgan and Co Ipswich Bank, Ipswich—Bacon and Co. Ipswich and Needham Market Bank, Suffolk, Hadleigh Bank, Manningtree and Mistley Bank, and Woodbridge Bank, Ipswich— Alexanders and Co. . Kentish Bank, Maidstone—Mercer, Randall, 16,72 19,466 8,926 12,615 5,724 5,617 9,666 29,536 29,564 and Co. Kington and Radnorshire Bank, Kington— Davies and Co. Knighton Bank, Knighton—Davies and Co.. Knaresborough Old Bank and Ripon Old Bank, Knaresborough—Terry and Co. Kendal Bank, Kendal—Wakefield, Crewdson, and Co. Kettering Bank, Kettering—J. C. Gotch and Sons 19,325 19,634 45,326 5,265 23,994 37,063 22,140 20,810 60,712 ... 15,300 26,150 .1. 21,439 Lane End Staffordshire tank, Lane End—C Harvey and Son Leeds Bank, Leeds--Beckett and Co. Leeds Union Bank, Leeds—W. Williams, blown and. Co. Leicester Bank, Leicester—Pagets and Kirby, Lewes Old Bank, Lewes—Molineux and Co Lichfield Bank, Lichfield—Palmer and Greene Lincoln Bank, Lincoln—Smith, Ellison, and Co. Llandovery Bank, Lampeter Bank, and Llan thlo Bank, Llandovery—D. Jones and Co Loughborough Bank, Loughborough—Middle ton and Cradock Lymington Bank, LymingLon—St. Barbe and Co. Lynn Regis and Lincolnshire Bank, Lynn Regis—Gurneys and Co. Lynn Regis and Norfolk Bank, Lynn Regis— Jarvis and Co Macclesfield Bank, Macclesfield—Broeklehurst 45,G54 9,20 G 5,260 54,457 36,870 30,374 31,874 14,105 94,214 19,669 6,859 4,505 ... 82,219 13.837 and Co. Manningtree Bank, Manningtree—Nunn. and Co. Marlborough Bank, Marlborough and Wilts Old Bank, Marlborough Old Bank, Marl borough Old Bank and- Hungerford Bank, and Hungerford Bank, Marlborough—Tan ner and Co Merionethshire Bank, Dolgelly—Williams and 16,233 2,605 7,218 15,353 Son. Miners' Bank, Truro—Willyams and Co Monmouthshire Agricultural and Commercial Bank, Abergavenny—Bailey and Co Monmouth Cld Bank, Monmouth Bank, Bre con Bank, Chepstow Bank, Chepstow Old Bank, and Ross and Herefordshire Bank, Monmouth—Bromage, Snead, and Co Newark Bank, Newark—Godfrey and Riddell Newark and Sleaford Bank, and Sleaford and Newark Bank, Sleaford—Handley, Peacock, and Co Newbury Bank, Newbury—Bunny & Slocock Newmarket Bank, Newmarket—Eaton, Ham mond, and Co Norwich Crown Bank and Norfolk and Suffolk Bank, Norwich—Harveys and Hudsons Norwich and Norfolk Bank, Norwich—Gur neys and Birkbeck Nottingham and Nottinghamshire Bank, Not tingham, Hart, Fellows, and Co Nuneaton Bank, Nuneaton—Craddock and Co Naval Bank, Plymouth, Plymouth—Harris and Co. New Sarum Bank, Sarum—Everett and Co.. Nottingham Bank, Nottingham—Samuel Smith and Co. Oswestry Bank and Oswestry Old Bank, Os westry—Croxon and Co. Oxford Old Bank, Oxford—Robinson, Parsons, and Co. Old Bank, Tonbridge, Tonbridge and Ton bridge Wells Old Bank, Tonbridge and Ton • bridge Wells and Sevenoaks Bank, Ton bridge—T. H. and S. Beeching Oxfordshire Witney Bank, Witney—J, W Clinch and Co. Pease's Old Bank, Hull, the Hull Old Bank 'and Beverley Bank, Hull—Pease and Co Penzance Bank, Penzance—Batten and Co Peterborough Bank and Oundle Bank, Peter borough—D. Yorke and Co. pembrokeshire Bank. Haverfordwest—J. and W. Wa1ter5........... . ........ond Reading Bank, Reading—Sims and C 0... Reading Bank, Reading —Stephens, Blandy, 'and Co. Richmond Bank, Richmond—Roper and Co. Rochdale Bank, Rochdale—Clement, Royds, and Co. Rochester, Chatham, and Strood Bank, Roches ter—Day and Nicholson 7,014 Royston Bank, Royston—Fordham and Sons 11,415 Rugby Bank, Rugby—A. Butlin and Son 12,030 Rye Bank, ye—R. C. Pomfret and Co 15,999 28,999 14,620 27,830 51,847 22,319 18,296 47,556 69,520 10,904 3,103 .... 26,789 13,219 30,195 10,50 34,250 8,970 9,063 42,615 10,740 10,420 9,100 31,108 33,253 6,601 4,565 75 ROYAL HORSE GUARDS. Corporal Venn, e Taylor, b Baldwin 0 D.Baillie,Esq., c A. Baillie, 7 b Baldwin - 7 Private Knight, c Dupplin, b Bligh 6 Private Thornton, c Bald win, b Bligh 5 F. Berkeley, Esq.,. c Fiennes, b Dupplin 3l Hon. G. Miles, run out Captain Trelawney, b Bald win l2 And here the play terminal of May did not continue long Private Thompson, b Mundy Captain Baillie, not out l7 Private Howard, b Bald win l4 Hon. G. Dormer, c Fiennes b Ricardo Byes, 2 ; leg-byes, 2 ; wide, 17 Total 2lB ted, for daylight on the 19 tl ger. SHIPPING INTELLIGENCE. NOTICE TO MARINERS. LIGHTHOUSE AT BRADARIS, TERSCHELLING. The Dutch Government have given notice that the ex isting Revolving Light on the Lighthouse, Bradaris, at o. Terschollin, will cease to b e li g ht e d a f ter the Ist of June next, until the advanced repairs of the same shall have been completed ; and that from that date an auxiliary re volving intermittent light will be burnt instead, consisting of a catadioptric lightning apparatus of the fourth class. It will be visible along the whole of the horizon, at 2, 1 German miles' distance. CUSTOM-HOUSE, MAy 19. ENTERED INWARDS.—The Moselle, from Rotterdam ; Johanna, Rudvig ; Frau Elizabeth, Leer ; Elise Ruders, Aalborg ; Kiuloss, Aarhuus ; Gute Hoffnung, Stralsund ; Emehe Frederiche, Ruruche ; Sophia Maria, Stettin ; Gode Verwachting, Nykiobing ' • Hulda, Nakskov • Eros, Stralsund; Albion, Griefswald ;Bid.en Frederike, Anclam. ENTERED OUTWARDS FOR LOADING.—The Eliza and Hester, for San Francisco and California ; Norfolk, Algoa Bay ; Pondicherry, Port Philip ; Carrier, Mo ,, adore ; Charlton, Coquimbo ; Lochnagar, Melbourne and Port Philip ; Henrietta, Adelaide ; Ontario, Melbourne. CLEARED OUTWARDS, WITH CARGO.—The Annett Catherina, for Amsterdam ; Wanderer, Bombay ; Chief tain, Geelong and Port Philip ; Hercules, Melbourne ; Tugend, Stettin ; John, Antwerp ; Gezeina, Hamburgh ; China, Bombay; Johanna, Altona ; ,Jaeinta, Barcelona ; Lord Hardinge, Elsinore and St. Petersburg ; Ontario, Melbourne and Port Philip; Hawk°, Antwerp; Elizabeth, Cape of Good Hope. LIVERPOOL, MAY 19. The Shearton, Captain Grange, from Bahia to this port, arrived this morning at Plymouth, with the Harriet, from Bahia to London . (which had been dismasted in a gale), in tow for 15 days. VESSELS SPOKEN WITH. The John Johstone, Rio Janeiro to Bristol, April 23, lat 42 N. long. 33 W. The Queen Bee, bound to Rio Janeiro, May 4. A ship, N o . 8,653, 2d distinguishing pendant, 7th. The Watkin, Sydney, N.S.W., to London, 13th. The Janet Willis, Cochin to London, ]4th. The Blandel, of London, Plymouth to Sydney, N.S.W., Feb. 21, let. 12 S., long. 31 W. The North Star, China to London, April 1, lat. 20 N., long. 39 W. _ _ The Elizabeth, London to Port Philip, March 28, lat. 21 S. long., 25. The London, from Falmouth, March 7, lat. 6 N., long, 25 W. The Frances, Liverpool to the Cape of Good Hope, 33 days out, lat. 2 N., long. 25 W. The Everdina Elizabeth, Liverpool to Sydney, March 29, lat. 21 W. The Jeannette, Hartlepool to Ceylon, April 24, lat. 48 N. long. 7 W, The Joseph, Shanghai to London, April 24, let. 22 S. long. 68 E. The Horsburg, Calcutta to London, April 24, let. 29 S. long. 45 E. The Sea Nymph, Colombo to London, April 24, let. 36 N. long. 33 W. The Antilla, Table Bay to Grimsby, April 24, lat. 48 N. long. 7 W. The Stad. Gravenhage, London to Sydney, in May, let. 49 N. long. 12 W. The Xarifa, of Cork, for Barbadoes, April 23, let. 45 N. long. 12 W. [ADVERTISEMENT.]—HoIIoway's Ointment and Pills a Certain Cure for Eruptions and all Diseases of the Skin. —Extract of a letter from Mr. J. Hird, draper, Keady, dated Feb. 14, 1852,.t0 Professor Holloway :—" Sir, — My child, when three months old, was afflicted with a severe eruption all over her body. I sought every aid and the advice of surgeons and physicians, by all of whom the case was considered hopeless. I then tried your Ointment and Pills, and without exaggeration the effect was m:raculous, for in a short tiine she was restored to perfect health, and so remains. Mr. Bowden, book seller, Gainsborongh, and myself, would be happy to satisfy any inquiries as to the truth of this statement.. Sold by all druggists ; and at Professor Holloway's Alsta- Wiehment, 244, strand, London. ROSS Old Bank, Herefordshire, Ross —Prich ard.s and Allaway Saffron Wald& and North Essex Bank, Saffron Walden—Gibsons and Co. Salop Bank, Shrewsbury—Burton,. Lloyd, and Scarbor Hugh Old Bank, Scarborough—Woodall and Co. Shrewsbury Old Bank and Shrewsbury and Ludlow Bank, Shrewsbury—Roeke, Eytons, and Co. ' Sittingbourne and Milton Bank, Sittingbourne —Valiance and Co. Southampton Town and County Bank, South ampton—Maddison and Pearce Soathwell Bank, Southwell—Wylde and Co Southampton and Hampshire Bank, Southamp tou—Atherley, Fell, and Co. Stone Bank, Stone—W. Moore Stafford Old Bank, Stafford—Stevenson and Co • Stamford and Rutland Bank, Stamford—Eaton, Cayley and Co. Shrewsbury and Welshpool Bank, Shrewsbury —Beck, Downward, and Co. Taunton Bank, Taunton—H. and R. Badcock Tavistock Bank, Tavistock—Gill and Rundle Thornbury Bank, Thornbury—R.olph and Co. Tiverton and Devonshire Bank, Tiverton' Dunsford and Co. Thrapston and Kettering Bank, Northampton shire—Thrapston, Yorke and Eland Tring Bank and Chesham Bank, Tring—But cher and Son Towcester Old Bank, Towcester—Percival and Co Town and County of Poole Bank and Ring wood and Poole Bank, Poole—G. W. Led gard and Sons Union Bank, Cornwall, Helston—Vivian and Co Uxbridge Old Bank, Uxbridge—Hull, Smith, and Co Wallingford Bank, Wallingford—Hedges, Wells, and Co, Warwick and Warwickshire Bank, Warwick — K. Greenway and Co. Wellington Somerset Bank, Wellington—Fox, Brothers, and Co West Ridino. Bank, Wakefield, and Pontefract Bank, Wakefield-- Leatham, Tew, and Co Whitby Old Bank, Whitby—Simpson, Chap man, and Co Winchester, Alresford, mid Alton Bank, Win chester—Bulpett and Co Winchester and Hampshire Bank, Winchester —Wickham and Co Weymouth Old Bank and Dorchester Bank, Weymouth—Eliott and Pearce Wirksworth and Ashbourne Derbyshire Bank, Wirksworth—Arkwright and Co Wisbech and Lincolnshire Bank, Wisbech— Gurneys and Co Wiveliscombe Bank, Wiveliscombe— P. and W. Hancock Wolverhampton Bank, Wolverhampton—Good ricke and Holyoake Worcester Bank, Worcester—Farley, Laven der, and Co Worcester Old Bank and Tewkesbury Old Bank, Worcester—Berwick, Lechmere, and Co Worcestershire Bank, Kidderminster—Farley, Turner, and Co Walsall Old Bank, Walsall—Charles Forster and Sons Wolverhampton Bank, Wolverhampton—R and W. F. Fryer Yarmouth and Suffolk Bank, and Halesworth and Suffolk Bank, Yarmouth—Gurneys, Birbeck, and Co Yarmouth, Norfolk, and Suffolk Bank, Great Yarmouth—Sir E. H. K. Lacon, Bart , and Co York Bank, York— Swann, Clough, and Co JOINT-STOCK BANKS. Bank of Westmorland, Kendal.. 12,162 Barnsley Banking Company, Barnsley 8,905 Bradford Banking Company, Bradford 47,982 Bilston District Banking Company, Wolver- _ _ hampton Bank of Whitehaven, Whitehaven 32,607 Bradford Commercial Banking Company, Bradford 19,674 Burton, Uttoxeter, and Staffordshire Union Banking Company, Burton-upon-Trent 60,797 Chesterfield and North Derbyshire Banking _ Company, Chesterfield 10,128 Cumberland Union Banking Company, Work ington 35,152 Cheltenham and Gloucestershire Banking Com- pony, Cheltenham v 10,138 Coventry and Warwickshire . Banking Company, Coventry 27,796 Coventry Union Banking Company, Coventry 16,891 County of Gloucester Banking Company, Chel tenham Carlisle and Cumberland Banking Company, Carlisle Carlisle City and District Bank, Carlisle Dudley and West Bromwich Banking Company, Dudley 32,242 Derby and Derbyshire Banking Company, Derby Darlington District Joint Stock Banking Com- 19,998 pang, Darlington East of England Bank, Norwich 24,541 Gloucestershire Banking Company, Gloucester 152,114 ... . ~ • Halifax Joint Stock Bank, Halifax 18,230 Huddersfield Banking Company, Huddersfield 37,420 Hull Banking Company, Hull 28,909 Halifax Commercial Banking Company, Halifax 13,630 Halifax and Huddersfield Union Banking Com pany, Halifax 42,800 Helston Banking Company, Helston 1,471 Herefordshire Banking Company, Hereford Knaresborough and Claro Banking Company, Knaresborough 27,923 Kingsbridge Joint-Stock Bank, Kingsbridge - 3,857 Lancaster Banking Company, Lancaster 63,440 Leeds Banking Company, Leeds 24,387 Leicestershire Banking Company, Leicester 89,096 Lincoln and Lindsey Banking Company 51,100 Leamington Priors and Warwickshire Banking Company, Leamington Priors 11,745 Ludlow and Tenbury Bank, Ludlow 9,935 Moore and Robinson's Nottinghamshire Bank ing Company, Nottingham 31,424 Nottingham and Nottinghamshire Banking Company, Nottingham 28,390 Newcastle, Shields, and Sunderland Union Joint-Stock Banking Company, Newcastle upon-Tyne .., National Provincial Bank, of England, Birming ham, Head-office, 112, Bishopsgate-street, London 407,948 North Wilts Banking Company, Melkshama 51,681 Northamptonshire Union Bank, Northampton 73,677 Northamptonshire Banking Company, North- , ampton 24,971 North and South Wales Bank, Liverpool 39,517 Pares's Leicestershire Banking Company, Leicester 57,545 Saddleworth Banking Company, Saddleworth. 1,974 Sheffield Banking Company, Sheffield 35,670 Stamford, Spalding, and Boston Banking Com pany, Stamford 56,861 Stuckey's Banking Company, Bristol Somerset shire Bank, and Somersetshire Bank, Lang port 356,300 Shropshire Banking Company, Shiffna 11... Stourbridge and Kidderminster Banking Com pany, Stourbridge 58,165 Sheffield and Hallamshire Banking ,Company, Sheffield 22,160 Sheffield and Rotherham Joint Stock Banking Company, Sheffield 51,693 Swaledale and Wensleydale Banking Company, Richmond Storey and Thomas' Banking Company, Shales bury ~.,...... Wolverhampton and Staffordshire Banking Company, Wolverhampton 34,333 Wakefield and Barnsley Union Bank, Wake field 13,320 Whitehaven Joint-Stock Banking Company, Whitehaven 31,370 Warwick and Leamington Banking Company, Warwick - 31,846 West of England and South Wales District Bank, Bristol 81,207 Wilts and Dorset Banking Company, Salisbury 72,060 West Riding Union Banking Company, Hud dersfield ' 31,787 Whitchurch and Ellesmere Banking Company, Whitchurch 4,750 Worcester City and County Banking Com pany, Worcester 4,960 P. DEANS, Registrar of Bank Returns. Inland Revenue, Somerset-house, May 14, 1853. [ADVERTISEMENT.)—E PSOM AND ASCOT RACES.- 9, Albemarle-street, Piccadilly observe, opposite the York Hotel. The Royal Exhibition. A valu able, newly-invented, very small powerful waistcoat pocket glass, the size of a walnut, by which a person can be seen and known one mile and a half distant; they answer every purpose on the racecourse, at the opera-houses, country scenery, and ships are clearly seen at 12 to 14 miles. They are invaluable for shooting, deer stalking, yachting, to sportsmen, gentlemen, gamekeepers, and tourists. Telescopes—A new and most important invention in telescopes, possessing such extraordinary powers that some, 3i inches, with an extra eye-piece, will show distinctly Jupiter's moons, Saturn's ring, and the double stars ; with the same telescope, weighing only 3 ounces, can be seen a person's countenance three miles and a half distant, and an object from 16 to 20 miles. They supersede every other kind for the waistcoat pocket, and are of larger and all sizes, with increasing powers accordingly. Opera and race-course glasses with wonderful power ; awobject can be clearly seen, from 14 to 16 miles distant. Messrs. S. and B. Solomons, opticians, have in vented invaluable preserving spectacle lenses, immediately they are placed before imperfect vision, every object appears clear and distinct, the most aged defective sight becomes bright and brilliant, is brought to its youthful, natural, and original state. Deafness—New Discovery— The Organic Vibrator,'an extraordinary, powerful, newly-invented instrument, for deafness, entirely different kind from all others, to surpass anything of the that has been, or probably ever can be produced. Being of the same colour as the skin, is not perceptible ; it enables deaf persons to hoar distinctly at church andin at public a - semblies ; the unpleasant sensation of singing noises the ears are entirely removed ; and it affords all the assist ance that possibly could be desired.—S. and B. Solomons, Aurists and Opticians, 39, Albemarle-street, Piccadilly.— Observe, opposite the York Hotel. COUNTIi Y 21.ABKET$• DERBY SMITHFIELD—MAY 17. Supply of fat beasts about an average, and quality go o4l * Migher prices obtained, but several lots remained unsold. Fat sheep and lambs plentiful, and in good demand. Fat and store calves scarce and readily disposed of. Few fat pigs offered for sale. The following were the quotati ons to-day :—Beef, 6d to 6P ; mutton, 6d to 6id ; lamb, 7cl Bd.; veal, 50. to 6d per lb. ; pigs, 9s to 9s 6d per scorej rough fat, 4s 6d per 141 b. ; hides, 2 1d to 3 d p er lb; CP' skins, 3id to 4d per lb. • EDINBURGH GRAIN— MAY 18. We had a moderate supply of grain in to-day's market. Sales brisk, and prices up. Wheat on the top 2s Od UP , and the average Bd. Barley on the top sa me as last W eek, and the average is 21 up. Oats on the top 8d up, and the average 9d. Beans on the top Gd down, and the a verage lid up. Top of Wheat .. Barley... - - Oats -- Beans 661 lb 52s 56 lb 35s 45A 23d 68 - lb 37s Total Supply and Sales. 707 qrs sold 707 (1 11 243 qrs sold 235 q l l 525 qv; sold 524 qrs 82 qrs sold 70 Vs AVERAGES PER IMPERIAL QUARTER. Average of wheat £2 7 1 1.120 Ditto of Barley Ditto of Oats Ditto of Beans oa od 4d 6d Wheat, Barley, Beans. BOSTON—MAY 18. For the An average show of wheat at market to-day. best qualities previous rates were mostly supported , will s r . in middling and ordinary runs a decline of fully l a per '11;4 Oats moved off slowly at about last week's rates. B °3 ; anxiously sought after, and good samples made rather eP r t ; money. In barley and peas little passing. Prices : —Whe o 3 i s red, 35s to 455, white, 45s to 475, extra, 50s ; barley; 'to to 31s ; oats, 14s to 19s ; beans, 33s to 39s ; peas, 2 ' 4 34s per qr. NEWARK MAY 18. In consequence of our fairs, we had a thin attn wm nat ee t, to-day. The prices were similar to last week : „ 80 to white, 52s to 565, red 45s to 48s ; barley, grinding , `, N , to 30s, malting 00s to 00s ; oats, 24s to 26s ; beans, 9 423 ; peas, 34s to 365; malt, 56s to 60s ; tares, 40s t" : "' per qr. DUBLIN—MAY 18. ngs ; White wheat, 26s Od to 30s Od ; red ditto, 25s Od to , eed, barley, 13s Od to 16s 6d ; oats, lOs Od to 12s Od ; 1-3 P e t , r3 ' 21s Od to 23s per brl ; oatmeal, lls Od to 12s Od; 1 1L - 93 flour, 14s Od to 18s Od per cwt ; Indian corn , 300 Od to 33 a per 480 lbs. CORK—bins 18. Brls. Currel'ct n White wheat 00s 04 to 00s Od Os Od-- 20 ' n Redwheat 00s 0(1 to 00s Od Ditto 00s Od to 00s Od> 00s Od- 20 do. Ditto 00s Od to 00s Od 19 Barley l3s 6(1. to 00s 0d Ditto OGs Od to 00s Od 00s Od- 16(1°. Ditto 00s Od to 00s Od Bero 00s 04 to 00s Od ON Od 116 Oats lOs 4d to Ds 10d Ditto OOs Od to OOs, 0400 s Od d° ' Ditto OOs O 1 to OOs Od Pigs Quantity sold at the highest prices : 1 4 00 barrels white wheat ; 0 red ; 00 barley ; 0 be ret oats ; 0 pigs. Quantity of grain and number of pigs sold last week :— 91. Wheat, 72. Barley, 113. Bore, 00. . 00 ' 8, Pigs, 00. Return of cattle sold for week ending May 14 Pigs, 359. Sheep, 382. Cows, 50. PRICES OF BUTTER. CrANT. CURILICNCY. gat First quality lo2s First quality ............... 89° Second quality Third quality 94s Third quality ............. • . Fourth quality Fifth quality B4s • Fifth quality ............... 570 Sixth quality 66s Sixth quality ...........•••• 6d; Coax.—Flour—First, 14s Od to 15s Od; extra, 16 1 1 •00, seconds, 13s Od to 14s Od ; household s , lOs to 13s Od; 7s to 9s 6d per cwt. Meal—lndian meal, 7s 6d to 7 8 oatmeal, lOs 6d to 118; wheatmeal, 9s Od to 10s 6d per 43 pd Indian corn, 71 58 Od to 71 12s 6d per ton. Bran, 41 i ll a gef to 51 Os Od per ton. Hay—Farmers, 32s Od to 4200 d ; to' ft . , 375; dealers, 44s Od to 5080 d ; average, Os per ton. St pd to Farmers, 22s Od to 28s Od; average, OOs ; dealers, 00s „ to 00s Od ; average, Os. per ton. Bread—Wheaten loaf, 7 9 1 to Od ; household ditto, Gd to Od per 41b.—Fresh butter , ; 0 4 lid per lb. Eggs, 4s Od to 4s 23 per hundred. Meat - d to 4 t id. to 8d ; mutton, 6d to 61,d ; veal, 5d to 8d ; perk, K f-ncl• 6d ; bacon, 7d to 8d ; sausages, 6d per lb.—Fish, Novo:if; land, 11/. Os to 121 Os per tou ; Scotch herrings, OOs to : l ott o, Red, do., 30s per brl.—Potatoes, white, 10d to 12d ; 12d to 15d.—Coals, Newport, 208; Lydney, 20s ; Od per ton.—Whiskey, 25 0.p., Os 10d per imperial gallon(; Hides, market, 30s to 30s; Salted, 30s to 38s per evit• skins 3Ad per lb.—Bangor slates 21. 17s. 6d to 31. per to% of Fleece wool, 008 to 00s per stone.—Hemp, 381. to 421,10., ton—Timber, Memel, 31. 15s ; red pine, 31. 15s ; yello w , 0 1, 31. ss. per ton; deals, 191. to 201. per hundred.-1 101 '„Y " o s 81. to 101.10 s. per ton.—Tallow, 48s 6d to 49s per cwt. --P„ " , '; 71. lOs to M. per cwt.- Tar, Archangel, 19s. per brl.— G OV Peruvian, 121. Os to 001. per ton. RAILWAY SHARE MARKETS. LIVERPOOL, MAY 19. STOCK EXCHANGE.—The market was rather fl a t to•a with little change in the qu o t a ti ons o f yesterday. Cal t donian, 35; Lancashire and Yorkshire, 79i ; litin ca " - th• and Carlisle Third Shares, 141 prem. ; London and 0 0 Westdrn, 118 ' • ditto Eighth Shares, p ram . ; di"°3,gt• Bankers receipt, 7-16 prem. ; 741 ; South ern and Dover, 22i ; North Union A, 255. MANCHESTER, MAY 19. a le STOCK EXCHANGE.—Tho market closed at tW Ds o'clock to-day, and there were only two trap` ~74„ during the morning. Dovers, 22i ; L on d on New 5 prem. BIRMINGHAM, MAY 19. „Tea t ; STOCK EXCHANGE.—AIthough there was not , r iceo amount of business transacted in th e ra ilway share r ies to-day, in all cases where sales were effected last 1 111 ) . a g• were pretty fairly maintain e d. Sh rews bury and Pilorial ham stock continue s t o fi n d purchasers. The s ae transactions were reported on 'Change North Western Eighths, prem. ; Shrewsbury a nd mingham stock, 66 per share. BRISTOL, MAY 19. „„i l esti„,l STOCK EXCHANGE.—Thoro was but little • again in the market. Bristol and Exeters wore done SEABORNE MAILS. (N signifies that the mails are sent from the acne-- rig POI ,--- by the night—and M by th e morning --dispatch.] ____.--- .. 101' Day when made up From lobe' ,, jue 0. COUNTRIES. in General Post- port Engla Office, London.* Dispatche d ' . 4 ,6. ------- I , 9. I ; A c Aroerica(bylirlt.pack)N Every Friday .... Liverpool ••• America (by United Ste. . gal 24 packet) ..........N May 31 ........ Liverpool •••I America (by U. States 1 N ic 1 Packet) • .........N May 25 ........ SoufhainP Wl 1 Australia (via South- I Pl i 0 a am pton) ..........M July 4 .......... SoutharnP-to n .310 31 Ditto (via Marseilles) N'July 8 ... Dover .....' i ... 30 Ditto (via Cape of Good' . .1111 0 1 S Hope) ............N • • • • • • Plymou th .. ;„.u.,,, Africa (West Coast)..N ; 23rd of th e mon th. Plymouth • ...c le )/ 0 Alexandria.... ......N'B, 9, 24, & 30 of m. Dover .• • • • _ may Alemandria..........M 4th & 20th of mon. South am pton: juio 1 1 Bahamas ...........M 2nd of the month Southamptc.pol6 Belgium ............N I Gaily „ „ „ „ „ „ Dover • • •,' •,, jun° 1 6 Brazil ... ... .. .. .. .. 3,119 th of the month.. SouthamP ,e , Ju ne 26 Buenos Ayres .. ..Ml9th of the month.. SouthernP l°•• Aprl l „ 30 Cape of Good Hope ..Nll4th of the month Plymouth • • c jsr° , 6 Cape of Good Hope ..N 14th of the month Plymou th • • lAP ril Cape de Verde ....N 14th of the month. Plymou th •.1 _.,, 26 Ceylon (see India) it , UP': 0 P Ceylon ..............N 14th o f th e mon th Plymon f — to ' n iv:: i Channel Isles ........N M on ~We d . ,& Fr i d. Southampton Jo Do Chi1i...... • ..... ~.. DI til & 17th of mouth SeuthiauP w 'l ~6 China (see India) !Vet 1 Constantinople ......N 7,8,17,21,&270fm. Dover -. ••_,•:, -gay ' 4 ,fl Constantinople ........ 4th & 20th o f mon Southaropu • ceu - Cont. of Europe M& N Twice daily ~ .... Dover ••• " • 1 c olli Egypt (see India) Te lc o France ........ 31 & N Twice daily__ Dover • • • th . t 0. 1; i 3f4Y Gibraltar ..........31 4,7, 17,20, 27 ofm. Sell-- aw P . 1 Greece (see India) T ul a ph ITal eY nt Wn rgil .......... 1 1 1 -!::01 1 J l ila' .1 0' Ilavannah .......... M 2nd or the month SMlt li n r .. ID T i e it; Holland .......... .. 31 Wednesday & Sat. L o ndon .... ; , • ton Jo , , 31 T 2n u d es & da l 3 7 , t sc h o}f,rimdonny. SouthanlPW3: I _,. Honduras .......... M 17th or the month. S rA' ot:t d b °a o n _"J to n 04) , 4 India (viaSouthampt.)M 4th & 20th of molt. Southai e .. Jou if India (via Marseilles)3l Bth& 24th of month Dover ..:. 1..4C61446. 1 lonian Isles (see India) Ilolyheau •• • day 6 Ireland ........M & N Twice daily .. •• • • , i a roptcri Do 16 Lisbon 7,9, 17, &28 of ut. SO l4l n .ll l _23 Madeira ............31 9th of the month Southsint; .. Juno Madeira ...... ..... li 23rd of the month PlPce " 33 , 30 Malta (see India ) . er • • •• • • IS Malta ..............N 7,17,19,28, 30 of m. Dev mr11 26 Mauritius (see India) th • • e I r umou , jou 0 2 Mauritius ..........N Itai of the month outhaMPWl Nei 1 Mexico ............m 211,1 of the month.. ,- ' Lover•• • • • • ; jell ° litiO Naples ..... .. .. .. .. N htlllso,2sthormon. _ utom ptor , c er M 2d & 17th of month New Zealand.— .. .... lay private skip • • , 1 1 1 ,`,, r . .....;:w 0 4 , Pap-1 Sattes .. .. .. .. Nlth 1 btll2sthonnon. Dover •• .:',,,,.i . t ‘', Peninsula ..........M 'th l 7th2Bthofnion .-_-•,, .outhannitoc., , „Or Peru • • • • " ........M 41 & 27th of inon •, , ,,.,.., 0 0, , ;: f e to , . i .: O us ports ,', o r ~2• 1 Port Natal ..........N 14th of the mont h n 1- *" Dover •• •• •• wo, _1 Sicily ........ ~..../i sth l sth2sthoimo , ~,.,,, .... •• J oe i Tuscany ............N sth Lith2sthofinon. yntbajnooni Venezuela ..........M 2d & 17th of 1:11011th 5 " Jan e 1 'll'' Van Dietren's Land (see 0 .Australia) ......... southoulP t 1 Do West Indies ...... „At 2d& 17th of month , . is .01100 De Aii i dates fill on A Sunday, the Wails ~s (f js 'ng day, With the eaccption of the Irte'd the klalta, both of which will DO diSPat'" * When any of these dispatched on the follow] Southampton), and the day preceding. .BIRTIIS. OF A BON. '" the 1 0; 3 ° f J On the 17th inst., in Ch ester-square, George Phillimore, Q.C., OF A DAIIGHTEIt. . On the 15th inst., Lady Charles Virellesley MABRI.ED. rel i t 's Ch" ot On Thursday, the 19th inst., at St. Ms , rs r ro es , to Bryanston-square, by the Rev. Frederick 5. r of ,t or Finehley, the Rev. Richard Henry King 11°ct`l Glunham, S u ffolk, to Frances Margaretta, eldcsv 4. of Amed6o F. Mievill e, Esq., of Pixhatn, Dorl'3 s ifts! Dap. ife a.-- , el Pl'' Tall A e t n N tg e , w E a s r ci k . , on the 19th inst., Ellen , the olf e w, ilson , At Naples, on the 4th instant, John Upper Eceleston-street, Bolgravo-squaro,,oster ijovortij' 0n the 13th inst., at Bayonne, John. -.F_ , 00 0. v olief , Ens. 32d Regiment 11. N. 1., while o n sieli i l' ul coro l° ' B e th, On the 10th inst. at Corston, no • Bo t o ior 1 3 '' the wife of Viee-Adniiral Charles Plitill' Argat,DO c()liit' LONDON : Printed and Published bY o ffic 11 e, - of No. 112, Strand , Printer, at The 001 die 00 0 S a voy, Strand, in the Precin ct of the lu Ididdlese4 Friday . , Mayy. 20, lea 4,733 26,443 14,749 24,370 40,152 2,801 14,040 14,005 . 4,082 420 12,431 29,101 23,319 25,133 12,641 7,494 10,878 11,535 12,794 11,179 11,319 17,684 23,770 46,347 13,808 20,078 15,375 37,006 45,145 7,004 13,433 67,337 11,503 11,825 35,470 12,276 45,922 • 9,959 8,497 3,785 6,535 7,870 ) 111 Th e, Iv Gi