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

UNITED SERVICE INSTITUTION. 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 Horne ; 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, James Jones, Angelo, Somers, Palliser, Jebb, RE., Abbott, C.B. (of the East India College, Addiscombe), Wortham, R.E., and Fer gusson, R.M. ; Majors De Winton, Baron, Agnew, Montagu, and Whitfield ; Captains Sutherland, Ford, Warren, Evans, Elwyn, Crofton Key, RN., Dinor, R. A., Lefroy, -Eardley Wilmot, R. A., Sinclair, King, R.N., Gardiner, R. N., Blythe, Roxburgh, Fearon, Anderson, Williams, Hood, Simmons, Mac laurin, Nixon, Desborough, Barnett, RN., Ward, R.E., Shaw, Johnson, R.N., A. Lane Fox, Kelly, Stuart, Addison, Yorke, Rawlinson, Baker, R.E., Grif fiths, R.A., Galton, R.E., Ruddiman, Phillimore, Robb, R.N., H. Reynolds, Dunlop, RN., Hogg, Hand, R.N., Fitzroy. RN., Gambier, Mansell, Appleton, R.M., Gordon, R.N. ; Codrington. R.N. ; Timbrell, Watts, Strong, Tower, Bague, W. H. Hall , R.N. ; Hammond, R!N. ; and Hoseason, R.N.; Lieutenants Pasley, ' R.E • Tyler, R.E. ; Lumley, Henderson, R.N.; D'Aguilar, Goose, R.N. ; Dr. Thomson, Dr. Kerr, Dr. Lloyd, D r . Baird, Dr. Adolphus ;E. Hawkins, ' Esq. • H.ac; Knight, Esq.; J. S. Kennedy, Esq. ; S. Lon, sq. &c., &c. The CHAIRMAN, in opening the business, said this dis cussion had already run to a length far greater than had been anticipated, having now occupied four nights ; and as he understood that Mr. Fergusson was about to leave town, it was desirable that the discission 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 not 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 bow 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 lime. 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, an d a dditi ona l by this modification, I may conclude it is superior to the salient curve. Having arrived at this con c l us i on 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 guns, 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 ofengineers 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 consideratiOxi; 'will, I think, show the contrary. Engineers not 'may 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 — oil ,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 . strait;ht line. The expense 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 these latter 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 undertdok this duty for the other's half of the remaining straight line called the curtain. Now, these little additions- 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 he flanked is to be outflanked, to be not flanked is to be blown up, and so the choice is left us. I think the n 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 - iithmus. 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 oost 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. I do 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, if I 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 line ; 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 destroy these flanks, before he can come up to the face of the bastions—l am making a stouter resistance, and it requires a longer time for the besieging force to ov ercome me th an wou ld o th erw i se b e the' case. I hardly think, however, that I shall b e t o ld by the admirers of the circular system, that five or six guns in a row are worthy of, or easy to, enfilade, when they ge nerally resist the possibility of eight or nine of them beingser so treated clearly in that system. For Mr. Wrot tesley has being shown in his diagram that this n um b er ei are capable of an ge up in one line. However, even against su c h enfilade, it would be easy to pro vide a remedy by placing a traverse, or putting the guns or leaking th a in case-mates, flanks somewhat lower than the faces, or making them .circular and concave—thi s latter, and indeed all thesemerriv tlao e d c ; . l have been tried, but engineers have generally a at this conclusion respecting them, that insomu c h as these flanks are very short, and so difficult to enfilade, th a t do not care about making the attempt, it is better to besiegers a s traight flank to systems, the curve or case . matesly a being worth the expense or trouble. I think not ten we may come to the conclusion that if it is h necessary , Si t r o ' throw a continued lin e acros s the Gosport isthmus, it had far better b e a broken bastion line than salient curve, and th at if the circular system apos sesses advantages they are applicable to the site for which they have been proposed. With respect to the proposed plan of putting parapets and guns one behind another, I will examine that presently, but it can in no v invalidate the arguments I have used. Such para poi, cif they possess an advantage adequate to the ex pense of their construction) can be equally well applied to the faces and curtains of the bastion system for Gos port, as to the salient circular one. Whether throwing i 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 ever, one in this commercial country would prefer knowing the rate of insurance he has to pay and for what. How ever, 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 i the navy (Captain Hood). In speaking of the wet dit h 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 doesnot 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 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. Wrottesley has 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 year, the 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 reqtfire sit times three to enfilad e s i x ; b ecause any shot fired may be 'expected to hit some one or other. The same t °mark applied 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 much 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 Vauhan's bastion system, such as we should probably use now with a command of 25 feet, a relief of 43 feet, demi-revetments 30 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 red 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 he 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 becaus e 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 I 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 Coimontaignes, 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 be 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 of front, so as to render him unfit to cover either men or g-uns and so make the assault easy. Now accordin g to the best tables (said Mr. Fergusson), I find that shells thrown a distance of 600 yards, as shown on Lieutenant Tyler's diagram, penetrate 21 inches to two feet, and in exploding.form a small crater four or five feet in diame ter, displacing from five to eight feet of earth, one-half of which, falls back into the holes, the rest is heaped on its sides,. except a very small portion blown away. Now if such a hole were formed in the terreplain of the ram part, a man with a shovel will replace the earth in a few seconds, and if followed by one with a rammer no damage is done. To calculate the real damage done we must first assume that the mortars throw shells at the rate Of 200 a day, or 500 shells each, or 1 9 ,000 alto gether • of which 300 will on th e average - explode in each of ' the Ave parapets, or one in every two feet lineal. NOW 1701114 ask any one if a number of small craters THE SUN, LONDON, FRIDAY EVENING, MAY 20, 185:1, 1 1 foot to 18 inche s d ee p, 5 or 6 f eet apar t , i n a moun d o f 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 the 200 feet of earth the parapet contains would, as near as I can calculate, require from 30 to 60 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 ha 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 ,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. Scott), 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-def e nce 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 sA 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 he detrimental as well to the public interests as to those of the South- Westera Railway Company. The projected extension of the Southampton and Dorchester line has, it was stated, very good local support ; and th e chairman 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 d e f e n ce o f th e coun t ry; 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 60,000/. 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 ; whil e 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 1,400 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 upoa 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 t ra ffi c on more existing Southampton and Dorchester Railway. The earnings of the latter for the last year were declared to be 56,130/., 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 3 per cent. ; but if the plant, which is estimated at 40,0001., were included, the dividend would be about 31 per 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 39,740/. 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 ae, and from the traffic which it brought upon the trunk railway, amounted to 57,8001. 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 54,000/. per annum, the company would derive the following returns—viz., from the latter source, 54,000/. per annum. Ded uc ti ng 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 o'atlay of 700,000/., subject, of course, to reduction in re s pec t of the cost of working plant, GP • It was stated by the chairman that 0: 4 0 pro x i es w ith 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 in favour Against ... ... £3,774,449 570,502 Excess of stock in favour £3,203,947 In favour Against Votes. ~. 20,616 ... 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 w ith th e G rea t W estern 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 deaf ear to the landowners, who, with their friends, had offered to .supply half the capital for constructing the extension of the Dorchester line to Exeter, and sell heir land to the company M ezcoodiDgly umlorate ra t es . He declared that the gradients of the proposed extension from Dorchehester to Exeter were 20 per cent. worse than those of the Dorset and Devon scheme. He contended that the cost of. the Southampton and Dor chester line had been 800,0001., and the plant 148,430/., and that the actual working expenses for the past year were 40,0081. 4s. 5d., leaving a net profit of 12,0001. 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 Dorchesterline was stated to be 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, 27,408/., and :not 40,0081. 48. 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 , the through traffi c o f the Southampton and Dorcheste r 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 calls(' 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 prepar6d 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-gunge 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 ot 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 th e i r minds to cricket, had been lost, at the close of the last season, in Ireland. It has happened, however, that cer tain officers of the Royal Horse Guards having 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 Taylor, b Venn 0 e Knight, b Berkeley 2 Hon. E. Bligh, b Venn Lord Guernsey, run out lO b Berkeley 1 F. Bathurst, Esq., c Howard, b _ _ Venn 5 b Venn. E. Tredcroft, Esq., b Venn 4 b Venn . Lord Dupplin, c 'Howard, b Dor- mer Captain Mundy, s Thompson, b 10 b Berkeley , Venn A. Baillie, Esq., not out, 13 b Venn 4 - not out Hon. J. k'ieune, h Berkeley Byes, 2 ; leg r byes, 1; wide, .o 4 Byes Total . ROYAL HOE Corporal Venn, e Taylor, b Baldwin 0 D.l3aillie,Esq. ,c A. Baillie, 7 b Baldwin 7 Private Knight, c Dupplin, b Bligh Private Thornton, c b Bligh 5 F. Berkeley, Esq., c Fiennes, b Dupplin 3l Hon. G. Moles, run out Captain Trelawney, b Bald win l2 ... 3 Total 27 SE GUARDS. Private Thompson, b Mundy Captain Baillie, not out l7 Private Howard, b Bald- And here the play terminal of May did not continue long win l4 Hon. G. Dormer, c Fiennes b Ricardo Byes, 2 ; leg-byes, 2 ; wide, 13... ....... 17 Total led, for daylight on thel9th 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 Terschelling, will cease to be li g ht e d a ft er th e Ist of June next, until the advanced repairs of the same snail have been completed • and that fro m th a t d a t e an aux ili ar y 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 24 German miles' distance. CUSTOM-HOUSE, MAY 19. ENTERED INWARDS.—The Moselle, from Rotterdam ; Johanna, Rudvig ; Frau Elizabeth, Leer ; Elise Ruders, Aalborg; Kinloss Aarhuus ; Gute Hoffnung, Stralsund ; Emelie Frederiche, Ruruche ; Sophia Maria, Stettin ; Gode Verwachting, Nykiobing ; Hulda, Nakskov ; Eros, Stralsund; Albion, Griefswald ; Biden Frederike, ENTERED OUTWARDS FOR LOADING.—The Eliza and Hester, for San Francisco and California ; Norfolk, Algoa Bay ; Pondicherry, Port Philip ; Carrier, Mogadore ; Charlton, Coquimbo ; Lochnagar, Melbourne and Port Philip ; lenrietta, 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 ; Jacinta, Barcelona; Lord Hardinge, Elsinore and St. Petersburg; Ontario, Melbourne and Port Philip; Hawke, 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, f rom Bahia to London (which had been disniasted 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, No. 8,653, 2d distinguishing pendant, 7th. The Watkin, Sydney, N.S.W., to London, 13th. The Janet Willis, Cochin to London, 14th. The Blandel, of London, Plymouth to Sydney, N.S.W., Feb. 21, lat. 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 B. 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, lat. 22 S. long. 68 E. The Horsburg, Calcutta to London, April 24, lat. 29 S. long. 45 E. The Sea Nymph, Colombo to London, April 24, lat. 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, lat. 49 N. long. 12 W. '.the Xarifa, of Cork, for Bttrb4does, April 23, lat. 45 N. for 12 W. ADVERTISEMENT.]—HoIIoway's Ointment and Pills a Cei lain Cure for Eruptions and all Diseases of the Skin. —: Extract of a letter from Air. J. Hird, draper, KeadY, dal ;ed Feb. 14, 1852, to Professor Holloway :—" Sir,- 11 , 1; y child, when three months old, was afflicted with a sel rere eruption all over her body. I sought every aid an d the advice of surgeons and physicians, by all of whlom the case was considered hopeless. I then tried yoi lr Ointment and Pills, and without exaggeration the effe et was miraculous, for in a short time she was restored to 1 )erfect health, and so reaming. Mr. - Bowden, book seller, G - ainsborough, and iny.,clf, would be happy to sati afy any inquiries as to the truth of this statement." Soh i by all druggists ; and at Professor Holloway's Bata blim kanont s ;14 Straind, London. - • BANE RETURNS. (From the London Gazette of Tuesday.) An Account, pursuant 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. Bedford Bank, Bedford—A'. Barnard and Sons 32,078 Bewdley Bank, Bewdley. Nichols, Baker, and Co Bicester and Oxfordshire Bank and Oxford Bank, Bicester— H. M. and G. Tubb 16,023 Birmingham Bank, Birmingham --Attwoods, Spooner, and Co 24,142 Birmingham and Warwickshire Bank, Bir mingham—J. L. Moilliet and Sons 11,119 Blandford Bank, Blandford—Oak and Co. 6,993 Boston Bank, Boston—Garfit and Co 70,650 Boston Bank, Boston—H. and T. Gee and Co 17,306 Bridgwater Bank, Bridgwater—J. and J. L Sealey Bristol Bank, Bristol—Miles, Miles, and C 0... 34,950 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 29,852 Bath City Bank, Bath— G. Moger and Son Bedfordshire Leighton Buzzard Bank, Leighton Buzzard—Bassett, Grant, and Co 34,636 Birmingham Bank, Birmingham—Taylor and Lloyds • 37,237 Bradford Old Bank, Bradford, Yorkshire—H. A. and W. M. Harris and Co. 12,120 Brecon Old Bank, Brecon—Wilkins and C 0.,.. 67,597 Brighton Union Bank, Brighton—Hall, West, and Borrer Burlington and Driffield Bank, Burlington— Harding, Smith, and Co 12,479 Bury St. Edmunds Bank, - Bury St. Edmunds— J. Worlledge Cambridge Bank, Cambridge—Mortlock &Co 14,636 Canibridge and Cambridgeshire Bank, Cam bridge—Messrs. Fosters 42,948 Canterbury Bank, Canterbury—Hammond and Co 32,856 Carmarthen Bank, Carmarthen—David Morris and Sons Chertsey Bank, Chertsey—La Coste and Son 3,350 Colchester Bank, Colchester—Round & Green 16,957 Colchester and Essex Bank, and Witham and Essex Bank, and Hadleigh, Suffolk, Bank, Colchester—Mills, Bawtree, and Co 31,020 Cornish Bank, Truro—Tweedy and Co 45,589 Coventry Bank, Coventry—Little & Woodcock 7,264 City Bank, Exeter—Milford and Co 21,515 Craven Bank, Settle—Alcocks, Birkbecks, and Co 77,093 Cardiff Bank, Cardiff--Towgood and Co 6,383 Chepstow Old Bank, Chepstow Bank, Mon mouth Old Bank, Monmouth Bank, Brecon Bank, and Ross and Herefordshire Bank, Chepstow—Bromage, Snead, and Co 9,243 Derby Bank, Derby—W. and S. Evans &Co 13,528 Derby Bank, Derby—Samuel Smith and Co 38,916 Derby Old Bank and Scarsdale and High Peak Bank, Derby—Crompton, Newton, and Co 26,565 Devizes and Wiltshire Bank, Devizes—Locke and Co 10,678 .Diss Bank, Diss-Oakes, Fincham, and Co 10,604 Doncaster Bank and Retford Bank, Doncaster -Cooke and Co 69,601 Darlington Bank, Durham Bank, and Stockton on-Tees Bank, Darlington-Backhouse &Co 85,122 Devonport Bank, Devonport-Hodge and Co 10,662 . Dorchester Old Bank and Dorsetshire Bank, Dorchester-R. and H. Williams 47,295 East Cornwall Bank, Liskeard-Robins, Fos 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 Farringdon Bank and Bank of Wantage, Far- • " ringdon-Barnes, Medley, and Co 6,92 6. Farnham Bank, Farnham-Messrs Knight Faversham Bank, Faversham-Hilton and Co 5,724 Godalming Bank, Godalming-Mellersh and Keen Guildford Bank, Guildford-Messrs. Haydon 9,666 Grantham - Bank, Grantham-Hardy and Co 29,536' Hastings Old Bank, Hastings-Smith, Mlder, ' 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 - Sharples, and Co. • 37,063 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, and Co. 15,300 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 9,206 Lane End Staffozdshire Bank, Lane End-C. Harvey and Son. 5,260 Leeds Bank, Leeds-Beckett and Co. Leeds Union Bank, Leeds-W. Williams, Brown and Co. Leicester Bank, Leicester-Pagets and Kirby, 30,374 Lewes Old Bank, Lewes-Molineux and Co 3 1 ,874 Lichfield Bank, Lichfield-Palmer and Greene 14,105 Lincoln Bank, Lincoln-Smith, Ellison, and Co. :94,214 Llandovery Bank,. Lampeter Bank, and Llan dilo Bank, Llan.dovery-D. Jones and Co 19,669, Loughborough Bank, Loughborough-Middle ton and Cradock.. 6,859 Lymington Bank, .Lymington-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-Brocklehurst and Co. Manningtree BankT Manningtree-Nunn and Co. Marlborough Bank, Marlborough and Wilts Old Bank, Marlborough Old Bank, Marl borough Old Dank and Hungerford Bank, and Hungerford. Bank, Marlborough-Tan ner and Co Merionethshire Bank, Dolgelly-Williams and Son 7,218 Miners' Bank, Truro-Willyams and Co 15,383 Monmouthshire Agricultural and Commercial Bank, Abergavenny-Bailey and Co 28,999 Monmouth Cld Bank, Monmouth Bank, Bre con Bank, Chepstow Bank, Chepstow Old Bank, and Ross and Herefordshire Bank, Monmouth-Bromage, Snead, and Co 14,620 Newark Bank, Newark-Godfrey and Riddell 27,830 Newark and Sleaford Bank, and Sleaford and Newark Bank, sLeaford-Handley, Peacock, and Co 51,847 Newbury Bank, Newbury-Bunny & Slocock 22,319 Newmarket Bank, Newmarket-Eaton, Ham mond, and Co Norwich Crown Bank and Norfolk and Suffolk Bank, Norwich---Harveys and Hiidsons 47,556- Norwich and Norfolk Bank, Norwich—Gur neys and Birkbeck .69,520 Nottingham and Nottinghamshire Bank, Not- •- tingham, Hart, Fellows, and Co 10,904 Nuneaton Bank, Nuneaton—Craddock and Co 3,103 Naval Bank, Plymouth, Plymouth—Harris - and Co. New Sarum Bank, Sarum—Everett and Co 13,219 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. Oid. Bank, Tonbriage, Tonbridge and Ton- 34,250 bridge Wells Old Bank, Tonbridge and Ton bridge Wells and Sevenoaks Bank, Ton bridge— T. H. and S.,Beeching Oxfordshire Witney Ba n k, Witne y — J. W 8,970 Clinch and Co. Pease's Old Bank, Hull, the Hull Old B an k and Beverley Bank, Hull—Pease and Co 42,615 Penzance Bank, Penzance—Batten and Co. 10,740 reterborough Bank and Oundle Bank, P e t er- Yorße and Co. , embi : s okeshire Bank, Haverfordwest—J. and W. w a ,:lters 9,100 g „ l i n 8a.71k, Reading—Simond s an d C 0..... 31,108 Rea B ank :, Reading—Stephens, Bland Y , ............. ... .. . ......... . 33 253. and Co, Richmond—RoPer...;.d-C.o. . 6 ' 601 Richmond b.. Rochdale—Clement, Royds," Rochdale Bank, 4,565 and Co. . .... -nod Bank, Roches- Rochester, Chatham, ittzcrbv. 7,014 ter-'—Dayand Yieholitift .. . . Sons '11;415" Royston Bank, Royston-I'oMb * b.- .. 12,030 Rugby Bank, Rugby —A. Butlin and Son 15 ' 999 Ity• Boa, Yo---R, C. ronsfr,_ot and 00. Ross Old Bank, :Herefordshire, Ross —Prich , ards and Allaway 4, 733 Saffron Walden and North Essex Bank, Saffron Walden—Gibsons and Co. 26,443 Salop Bank, Shrewsbury—Burton, Lloyd, and CA ' Scarbor , ugh Old Bank, Scarborough—Woodall and Co. 24,370 Shrewsbury Old Bank and Shrewsbury and Ludlow Bank, Shrewsbury—Rocke, Eytons, and Co. 40,152 Sittingbourne and Milton Bank, Sittingbourne --Valiance and Co. Southampton-Town and County Bank, South- ' ampton—Maddison and Pearce Southwell Bank s , Southwell—Wylde and Co 14,005 Sou;; • , hampton and Hampshire Bank, Southamp-, ton—Atherley r Fell, and Co. Stone Bank, tone—W. Moore ' . 420 Stafford Old .Bank, Stafford—Stevenson and Co. Stamford and Rutland Bank, Stamford—Eaton, " • Cayley and Co. Shrewsbury and Weishpool Bank, Shrewsbury —Beck, Dewnward, and Co. Taunton Bank,' Taunton—H. and R. Badcock 25,133 Tavistock Bank, Tavistock—Gill and Rundle 12,641 Thornbury Bank, Thornbury--Rolph and Co. 7,494 Tiverton and Devonshire Bank, Tiverton DunsfOrd and Co. Thrapston and Kettering Bank, Northampton shire—Thiapston, Yorke and Eland Tring Bank and Chesham Bank, Tring—But cher and' Son Towcester Old Bank, Towceiter—Percival and Co ' 9,959 Town and County of Poole Bank and' Ring wood and Poole Bank, 'Poole—G. W. Led gard and 'Sons 11,179 Union Bank, Cornwall, Heleton—Vivian and Co ' Uxbridge Old ,13ank, Thibridge—Hull, Smith, and Co Wallingford Bank, Wallingford—Hedges, Wells, and Co, 8,497 Warwick and Warwickshire BanklVarwick— K. Greenway and Co. Wellington'SOmerset Bank, Weithigton—Fox, , Brothers, and Co 3,785 West Riding Bank, Wakefield, and Pontefract, Bank, Wakefield-- Leathana, Tew, and C0..:,.' '4g,347, Whitby 'Old Bank, Whitby—Simpson, Chap : : man, and Co Winchester 'Alresford, Laid Alton Bank, 'Will : , , chester—Bulpett and Co 20,078 Winchester and Hampshire Bank, Winchester • —Wickham arul,Co Weymouth Old Bank and Dorchester Bank, Weymonth--Eliott and Pearce 15,375 WirkswOrth and Ashbourne DerbYsiiii?„ank, Wirksworth—Arkwright and Co, • Wisbbch and LinCoinshire Bank, Wislisech— Gkirneys' and Co' -. . • . 3• 45,145 Wivelisechnbe Bank, Wiveliscombe—l j ::and W, Hancock, 7,004 WolVerhamptonßank, Wolverhampton— acd-: ricke 'a,ncl ildlyoake - ; 13,483 Worcester Bank, Worcester—Farley, LavT, Co- dor, and' " • - fi,870 Worcester Old Bahk and Tewkesbury :01(1 ; : : :' Bank, W.;icester-L-Berwick ) Lechmere, 'an4, . Co Wo"rCestershire Bank ) Kidderminster—Farley, Turner, and Co ' Walsall Old Bank ) Walsall—Charles Forster and Sons 570 o ' Wolii•erhampton Bank, Wolverhampton—R. and W. F. Fryer' , . 11,825 Yarmouth and Suffolk Bank, and , Halesworth and Suffolk Bank, Yarmbutli--Glirneys, 'Birbeck, and Co Yarmouth, 'NOrfollt, and Suffolk Bank, dreat Yarmouth-L:Sir E. 11.. K. Lacon, Bart, and Co 4 ' ' 12,276 Yorkßafilt,'/Ork- Swann, Clough, and C 0... 45,922 JOINT-STOCK BANKS. Bank-of Westmorland, Kendal.. • • 12,162 Barnsley Banking Company, .Barnsley • 8,905 Bia,dford Banking Company, Bradford 47,982 Bilston District Banking Company, •Wolver hampton ' • 9,503 Rank, 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-:' • "'neon 35,152 Cheltenham'and Gloucestershire Banking Com 'Cheltenham, • 10,138 d•Ovputry and Warwickshire Banking Company, :Coverltry 'Coventry. Union 'Banking Company, Coventry 16,891 County of Gloucester Banking Company, Chel- " • tenham Carlisle 'and Cumberland Bankin g C om p an y, tariAle - • Carlisle City and. District Bank, Carlisle Dudley and West Bromwich Banking Company, Dilates- , - • • • 32,242 'Derby and Derbyshire Banking Contpany, Derby • •" 19,998 Darlington District Joirit'Stock Banking`Coml pany, Darlington' • • " ' ' • ' 25,171 .East of England Bank,' Norwich' •• • 24,541 Gloucestershire Banking, Company, Gloucester - k. 52,114 Halifax Joint Stock Banki Halifax ,• • 18,230 Huddersfield Banking .Company; Huddersfield 37,420 Hull Banking. Company, Jinn 28,909 Hallfa,x ComMercial Banking Company, *Halifax 13,630 Halifax andtauddersfield Union Banking Com ..piny, Halifax :Helston Banking _Company, Helston • ' 1,471 Herefordshire Banking. Company, Hereford Knareshorough and, Claro Banking Company, • • • Knaresborough .. ; .......................... : ..... .. . 21,923 Kinisbridge Joint-Steck Bank, Kingsbridge 3,857 • , Lancaster Banking,Company, Lancaster 63 440 Leeds:Banking Company, Leeds Leicestershire Nuking Company, Leicester 89,096 Lincoln and Lindsey Banking Company 5llOO LeaMington Priors and Warwickshire Banking Con;iparry, Leamington Priors ' 11-745 Ludlow and Tenbury Bank, Ludlow • 9A35 Moore and ißobinson's Nottinghamshire Bank ' *ing,GornPany, Nottingham • 31,424 Nottingham and Nottinghamshire - Banking Company, Nottingham • • 2 8,390 Newcastle, :Shields, and •:Sunderland Union joint-Stook .Banking Company,' Newcastle upon-Tyne ' , • • National Provincial Bank of England, Binning; !Heakboffice, 112, Bishopsgate-street, -:..London 407, 948 NOrth Wilts Banking Company, Melksham 51,681 Northamptonshire Union Bank, Northampton • 73,677 Northamptonshire Banking Company, North %nipton' ' ' 24,971 North.and South Wales Bank, Liverpool 39,517 Pires's Leicestershire Banking Company, Leicester .. • • ' 57,545 Saddldworth Banking Company, Saddleworth 1,974 Sheteld Banking Company, Sheffield • 35,670. Stamford, Sp,alding,.and,..Boston Banking Com-- pany, Stamford 56,861 Stuckey'srßa - nking•Company, Bristol SOtherset-'' shire Bank, and Somersetshire Bank, Lang port • . 356, 300 , Shropshire Banking Company, Shiffnall • 47,474 Stourbridge and Kidderminstex Banking Com- • pany, Stourbridge 58,165 Sheffield,and Hallamshire Banking .Cornpany, • Sheffield • , t • 22,160 Sheffield;and •Retherham Joint Sto'ck , Banking - pompany,, Sheffield t' • • I • , • 51,693 Swaledale and Wenskydale Banking Compan'y, • Richmond ' 52,575 Storey and Thomas' Banking Company; Shafie- bury 9,205 Wolverhampton awls . : Staffordshire Banking • Company-i. Wolverhampton • ' ' :34, 383 Wakefield and Barnsley , Unien -Bank, Wake-; field t l ' 13,320 WhitehaventsJoint-Stoel .Banking Company; Whitehaven... ' - 31,370 War*ick and. Leamington Banking Company, • Warwick • ' • " 31,846 :West of .England; and South Wales District ' Ba'nk, Bristol 81,207 tWilte and Dorset •Banking Company, Salisbury 72,060• West Riding Union Banking Company; Hud dersfield ' - • ' 31,787. Whitchurch•and ;Ellesmere Banking Company, Whitchurch t • • 4,750 Worcester •• City and County Banking' Com , pany, Worcester 4,960 P. DEANS, Registrar of Bank Returns. in/and Revenue, Somerset-house, 'May 14, '1853. ' rADvERTISEMENW.F—ERSat AND ASCOT RACES.— % Albemarle-street, Piccadilly *observe opposite the York , The ,R f oyal . Exhibition. A vain 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 s ome , 3i inches, with an extra eye-piece, will show distinctly ,Jupiter's flagons, 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; amid 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 ; an object can be . clearly seen, from 14 to 16 miles distant. Messrs. S. arid 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 The Organic Vibrator, an extraordinary, powerful, small, that has newly-invented instrument, for deafness, entirely different from all others, to surpass anything of the kind of the been, or probably ever can be pi-educed. B;e lu same colour' as the skin, I. not paeeptible public deaf perilous to hear distinctly at ehrtrOa and at it g enables iPtaf)lie.;•the unpidakart 'Fiartsallts74:tVl 'singing noise s z ance tliat possibly could be desired.--S. an . Solomons, the ears are entirely removed ; will it affords. B all . theast-• Aurists and Opticians 39,', Albemarle-street) y.— 01 ) 11 4'1' 0 8 oPPonti tin Xork 11901: COUNTRY MARKETS. DERBY SMITHFIELD—MAT 17. Supply of fat beasts about an average, and quality goad Migher prices obtained, but several lots remained wawa: Fat sheep and lambs plentiful, and in good demand. F. ," and' store calves scarce and readily disposed of. Few'!" pigs offered for sale. The following were the quotationi to-day :—Beef, 6d•to bbd ; mutton, 6d to 63,d ; lamb, 7d to 8d ; veal, 54d to 6d per lb. ; pigs, 9s to 9s 6d per Wt.; rough fat, 4s 6d. per 141 b. ; hides, 2id• to 3d per lb; skins, 3id to 4d per lb. EDINBURGH GRAIN= MAT 18. 'We had a moderate supply of grain in to-day's mar ket. Sales brisk, and prices up. Wheat on the top 2s Od urt and the average Bd. Barley on the top same as last we t I; and the average is 2d up. Oats on the top 8d up, and average 9d. Beans on the top 6d down, and the ave r lid up. Top of Wheat 661 lb 52s Od Barley.. Oats Beans 6B lb 370 6d Total Supply and Sales. 707 qrs sold 707 cir 9 243 qrs 525 qrs 82 qrs AVERAGES PER IMPERIAL QUARTE R.OOII d soldd 52 273 045 qrs4cl rr Average of wheat £2 7 1 1-120 0 Ditto of Barley Ditto of Oats -12 020 Ditto of Beans Wheat... Barley:.: Oats :. Beans BOSTON—MAY 18. An average show of wheat a t mar k e t to-day. - °--rthe h u s t best qualities previous rates were mostly supported , in middling and ordinary runs a decline of fully ls PeLl ue Oats moved oft' slowly at about last week's rates. P" „ anxiously sought after, and good samples made rather to r 3t ; money. In barley and little passing. Prices : e"° red, 35s to 455, white, 45s to 475, extra, 50s ; barlt to 31s ; oats, 14s to 19s ; beans, 33s to 39s ; peas, 2°5 -34 s per qr. NEWARK—MAT 18. la geB In consequence of our fair s , w e h a d a thin attencwheat, to-day. The prices were similar to last week white, 52s to 565. red 45s to 48s ; barley, grinding , t a , to 30s, malting 00sto 00s • oats, 24s to 26s ; beans, ro 425; peas, 34s to 36s ; malt, 56s to 60s ; tares, 4 00 to per qr.. DUBLIN—MAY 18. to ' 256; White wheat, 26s Od to 30s Od ; red ditt o , 25s Od , ~ed, barley, 13s . Od to 16s 6d ; oa t s , lO s Od t o 12 s Od rsArsPe—e 21s Od to 23s per b r l ; oa t mea l , 11 s Od to 12a Od.; 'lO flour, 14s Od to 18s Od p er cw t ; I n di an corn, 30a Od W"" per 480 lbs. CORK-MAY 18. Brle. Currency e. -=-White wheat 00s Od to OO s Od O s Od-20 , w -- Redwheat 00$ Od to Oos Od Ditto 00s Od t o Oo s Od .00s Od-20 do' Ditto 00s Od to OOs Od JJJ 19 Barley l3s 6d to OOs Od Ditto OGs. Od to OOs Od 008 Od-1 6 d°' ~- Ditto 00s Od to OOs Od • Bere OOs Od to 00s Od Os 041. 116 Oats Ditto 00s Od to OOs Od 00s Od --- (ID. ' Ditto 00s Od to OOs Od Pigs ...00s Od to OOs Od OOs Od per 014 Quantity sold at the highest prices : .! li 00 barrels white wheat ; 0 red ; 00 b ar l e y ; 0 belv' ' oats ; 0 pigs. Quantity of grain and number of pigs sold last week ;199. Wheat, 72. Barley, 113. Bere, 00. Oats, Pigs, 00. , Return of cattle sold for week ending May 14 :•••••• Pigs, 359. Sheep, 382. Cows, 50. PRICES OF BUTTER. ontaracr. 930 First quality " 102 s First quality ............... 69 1 Second quality Third quality 94s Third quality ............... 836 fotirth quality Fifth quality 8 43 Fifth quality .......'..•••"' 'go Sixth quality 66s Sixth quality ............... 6 a• A Coax.:-Flour--First, 14s Od to 15 3 Od ; extra, ,;, Jo, seconds, 13s Od t o 14 s Od ; households, 10s to 13s Od ; , " 1 9 a ; 7s to 9s 6d per cwt. Meal—lndian meal, 7s 6d to 7s e st. oatmeal, 108 6d to lls ; wheatmeal, 9s Od to 10s 6d per Oa Indian corn, 71 5s Od to 71 12s 6d per ton. Bran, 4 1 ;ger to 51 Os Od perton. Hay—F armers, 32s Od to 42s 0d; !Lig -375; dealers, 44s Od to 50s Od ; average, Os per ton. rid to Farmers, 22s Od to 28s Od ; aver age , OO s ; dealers, . 00s /d to 00s Od ; average , Os. per ton. B rea d—Wh eaten loaf, 9 d to Od ; householeditto, 6d to Od•per 41b.—F res h b u tter, ' be t, lid per lb. Eggs, 48 Od to 4s 23 per hundred. Meat "ij to 44d to 8d ; mutton, 6d to 63d ; veal, 5d to 8d ; pork_ s , o sa' 6d ; bacon, 7d to 8d ; sausages, 6d per lb.—Fish, Now' 00.; land, ill. Os to 121 Os Per ton ; Scotch herrings, 00s t'ake, Red, do., 30s per brl.—Potat o es, w hit e , 10d t o 12d ; 12d to 15d.—Coals, Newport, 20s ; Lydney, 208 ; Od per ton.—Whiskey, 25 0.p., 6s 10d per imperial :P .- csli Hides, market, 30s to 365; Sated, 30s to 38s per skins, 3id per lb.—Bangor slates 2/. 17s. 6d to 31. Per,:,7, pet Fleece wool, 00s to OOs per bt one .—H emp , 38/. t9, 4 `,,, do., ton—Timber, Memel, 31. 158 ; red pine, 3/. 15s ; red , 3/. ss. per ton; deals, 191. to 201. per hundred.- 13 os'o s pf, Si. to 10/. 10s. per ton.—Tallow, 48 s 6d t o 49 s p e r cwt. Aw e, 71. 10s to 01. per cwt .- Tar, Archangel, 19s. per brl.- - u Peruvian, 121. Os to 001. per ton. GANT. RAILWAY SHARE MARKETS. LIVERPOOL, MAY 19. ~„411/ STOCK EXCHANGE. —The mar k e t was ra th er t6t Cale ' with little change in the quotations of yesterdal• c ote donian, 35 ; L an d a ihi re an d Y or k s h ire, 79i ; lirkorth' and Carlisle Third Shares, 144 prem. ; London ana a • to ' 9l/ Western, 118 • ditto Eighth Sh ares , 0 prem . ; South Bankers! receipt, 7-16 prem. ; Midl an d , 744 ; Sou" ern and Dover, 22i ; North Union A, 255. MANCHESTER, MAY 19. STOOK ' EXCHANGE.—The market closed a- _di...- o'clock today , and there were only two trait7,htbs , during the mornin g . B o y ers , 22i ; L on d on New . prem. • BIRMINGHAM, MAY 19. g STOCK EXCHANGE.--Although there was amount °filminess transacted the railway share to-day, in all cases wh ere sa l e s were effected la u B ra sir were pretty fairly maint a ined: Sh rews bury and 4 -' O l lOl ham stock conti nues t o fi n d purc h asers . The a° transactions were reported ,on !Change :.--Law ° a jilir North Western Eighths, pram. ; ShrewsburY 1111 niingham stock, 66 per share. • BRISTOL, MAY 19. 011 STOCK EXCLIA.NQE.-Tlidre was but little a J. again ine the ruhrket.,,,Bristol an d E xe t er s were d°ll9 k.BPABORNE (Ni signifles.that the mails are sen t f rom the Gene ral ' P°ln7 by the night 'and M by the morning —dispatch.] .3, tge mgoc-ana aby the morning -dispatCl4.l / m en , 0 3 Day when" fnadetip' From What juo, COUNIiRIER. • in General Post. Port Eaioj - Office,- Loudon.* DisPatuu7_,.. soo' _ .--•--- ly„ticli Arnerica(byßrit.pack)N Every Friday ~..4 LiverPuh l '. . r4f 0 • America (by United Sts. ' i 3ll- - packet). .... ~....N May 31' ...... .. Liyerival ''. 1 America (by U States • • mu June packet) ..........N May 25 ........ SotaluiroP- ' 0 4 Australia (via South- . 'ma ./ 11°- 3 1 ampton) ..........M:July 4 • • ......... Southan3P- . oil ,-- Ditto (via Marseilles) NiJUly .8 - ' - Dever •••• • , t 4O tiltto (via Cape of 4;oocI .. . : - 'lO O 4 Hope) ..........,..g ...... nyrrionth .• . J oe i 9 Africa (West Coast) ..N 23rd of the Month. i'lyntotall '. ye T.; Alexandria.......:.. N 8,9, 24, & 30 at ru, Dover • "1 n . ,-, •.0 30 ' 1 A1enandria..........31 4th & 20th of mon. SouthamP i Julie Bahamas ..... .. .. ~34 2nd of the month Southamptoi ;10016 Belgium ............N I )ally ..... .. ~...». Hover fn ..;i o • n Jan .,n o 1 6 Brazil ..............M 9th of the mouth.: Suu th „.!,,,, — ,,ton • / , - 1 36 ,0 BuenosAYres ....., .. M 9tli of the month.. Sou""' - ' . Ar - el '- Cape of Good Hope ..N 14th of the month Plymouth .. i or .. 0 Cape of Good Hope ..N 14th of the month Plymout h ,. • • IM P " Cape de Verde ......N 14th of the - mon th, Plymouth ..t a 2 6 Ceylon (see India) , 4 Al O' SA' . ,„ t i i , . ,i , p. Ceylon ......'........N 14th of the month PlyMuu ton '''' o I ' -Ohannet Th1e5........N Moil ~Wed ,&Frid. SouthaMP,nnijun. 'ChM- ••• •• • • •• •• .. ..,M • •.(1 B:l7th of Month Seut b . araPr- _, ~. 29 China (see India) i, ... -• • • - , Xs', II- ~ Constantinople ......N 7,8,17,24,&27 of m. Dover •• •L',.. )10 Asi I wont. of Europe M & - N Twice daily ....,:: Constantinople .... , .. 4th & 20th of mon. SouthaluPwl:44Y/Werdiat Egypt (see India) , rg i _., v 94 Frarce ........ AL & N Twice daily ••• • • • a/ • Dover .in.;•to•ii Id Qtbraltar • ..........M 4,7, 17, 20; 27 of n 3. 6uu tha . 1 1 , Greece (see India) Greytown .. ...;..1ti 2nd & 17th of mon. ' t o .1 33 P e SP' • • than* Toe* , Souguu n y` , . 5°. 16 Haniburgh .:........N Tuesday & Friday London 1: 0 ' n jun T o Eltwannah ... ..... .. M 2nd of the month Holland '.. . -.111 Wednesday & Sat. Londonut. .:00 Juno y 31 I h Mu 4 Honduras ........M 17th of the month. 50 2 in p!.011 Ju no India (vlaSouthampt.)M 4th & 20th of mon. u''''' Se ver ••°''. ei sa . India (via Marseilles)M fitil& 24th ofmonth li° w le lonian Isles (see' India) , „)oDotiver ... • ..7.1- i. , 0. Ad • ay' ' . golyhe- tone ig Ireland M& N Twice flail •••• • ~,,t h ainpJ un e , Lisbon:. .... ....M 7, 9, 17, &28of m. :., that itiptoP l ope '''' Madeira '....31 9th of the incrht. a.“ ~,ii Flyrao... . Madeira .......... ~ N 23rd of the month Ills/ 20 Malta (see India) , • • Malta ..............N 7,17,.19, 28 , Mauritius (see India) th• A Y e I. nth Fin n° ton. Jun e 29 30 am. Do ver •••••• .. 1 .112 6 Mauritius .... :....,17 ltth of the mo • r- e . Mexico „ ..m 2Jud of the D o ver •• •; 0 ' 7 ., Jun rt ,,10 ........N sth Isth2sthofmoro So vet gal New, Granada • .... ..M 2d & 17th of mon . variou s pot% Day 7 2 , ; New Zealand. .., '•••• - .1 .. IV Private sIP I P • • Do ver -••- .1 . 1 S AY -sett Pop 11 Statel .;......N sthisth2sthottnon. Thar apt nAr e „, Peninsula ...........-34 7thl7th2Btholinenn• . ( _T,ii ax opto '",i' p ril:; Peru .;':......... -111 Id & 27th oinfl on t: t h t.h1 : : 1 11:11 : :::: :1 Port Natal ..........N 14th a the m , ,Dover ..... :ilisl e 1 Tuscany .... •• N sthlsth.sthcam o !. ~ ,,inan3Ptu Dover • • ';,:f1',.1 310 6 I Van Merren'sLand (see •. . o lJith B V i e c n il e Y zu ' ela . :: .... :::: ....171 5 2: 11 8: _ Thfr apto , , , Atistralla) ..: ' - /th f moritn, Sh it " — , ll D West Indies ........M ad& I • -° . • ma p vrio ' th o :m im o n ? ta n. ' : 00 Po m ails lates-fdll On a sunday, the, w ils t pe Llg day. _with twoxceptio ot disptheatched Salta, both Of ch Will be * When any of these ( dispatched on the follow!] Southampton), and the 1 day preceding. . - BIRTHS. • o f 1 Ali , • OF ,L.SON. __, 4 . 0 On the 17th inst., in Chester-square, the w '''' George Thillimore, Q.C., M.P. OF A DAIIGHTZU. On the I.sth inst. , Lady Charles W ellesley . ______—•---"' chor b ' MA R.RIED. 300, 0 „ On Thursday , the 19th Inst., at St• P Oreltie B r y a nston-square, by the.-Rev. Frederick of x tar Finchley, the Rev. Richa rd Henry ICing 3e tor dalle oGfluAnnihaedinieSFu.ffmiolke,vti&F, rasnqc.7o3lfpargixharseratta, beolaleing. DIED. f aodifill At Newark, on the 19th inst., Ellen, th e wife 0- , Tallents, Esq. i .. Esq.; 0; At Naples, on .the, 4th instant, , John WiL°°—' Upper Ecelesion-street, Belgrave-suare• _ Ofisvortilo On the 13th inst. at 13ayonno, John Forster -.-- Ens. 32d Regimeneg.N.J., Vr.hile on sick leave; I r.o c i ert On the 10th ingt., at CorSton, near Bath, ' c:,, i t o nlik • the wifO of Vibe4-Adwirdeharles Philip l3oteler L. -----1,-r7 7------;----v-,,,-,---,,,---.,4--------- :-.--------' OA 1111100 11 Ul/ 0 LciritbN : :Printed and i'ithliShed li7 _ of No. 112, Strand, Printer, at The Sun Oft:).001 Strand, in the Precinct of the Savoy, 'in tow Middlesex, Fricloy, *Pi 20, W.