The Sun. — London, England, 1853-08-19 00:00:00

....t ......1 m id s t of t lbleau• e at the like th e n• of th e riends " (ylover s momen t le other y;o home TO until forei, er, calm 3 . o f the ie other, front. a h some oly, but he past. eons to ise of a ;he lan d << poor tinmY Ly heart ion and Fatitil'Y' lit e d bf Clarke, life O d a )10, iomen tS here's; tip " ,ere are t il l tte an , rs aker• u s ffras - Lty, th„' seas°- , rities 01 ie a1 333 ' a -veil., , nn ett. orth th e The ttle 0 11 taken ;iiith e lough t 4 author Air ro pr 510 (11' ksn , i.. id. Fir dema nd, ther er arri`' ea ~ in the Tara 11 0 „t tn rige too. lesS IC° Floe' 1,560 tea? s aiprr' q j sh eeP , :onot h ! - i. Tber; B. • 40 0 , I• ,O u •• 00,•n i„, 0 1. , S' . 3 4 4 4 10 4 g 4 115 ill D g e° pry r 9 tr f° ,, ~- 8 a t ' t r X' s 0 o°` o tiou , 0 ord , 670 to 45 0 00 a t0 to 4 85 ' m ,d• le de- rstb er SBABE MARKETS.--(THIS DAY.) BRITISH RAILWAYS, RAMWATB. Closing Prices this day. Business dons this day. 26 - 27 5i - 104 9 7 dial 20 - 22 3i -- 24d1 102 -- 103 67 -- 674 21i -- 224 194 -- 204; 4 - 5p 8- 9 Fib -3g 31 12t 13 45 - 47 33 - 35 71~- 72~~ 52 - 55 72 - 74 ii ---- iO 83 84 52 54 ,133 -- 135 112 -- 114 881 -- 89 7t -- 104 -- 106 17 -18 p 751 5 -- 40 31 -- 2k 14t -- 154 - 8i -- 8i li—lipxd 102 —lu3 d 112 -- 1126 -- lip 1 -- lir 866 -- 876 6 6 5d 11 13 18 20 27i —28 i 701 - 71 40 - 42 -• ..• ... - ••• - 4 3d 2 / I— 31 8 9 51 53 3i 2 1 1c1 32 ... 33 4 41d 2ip 511 521' 93 95 62 64 63 65 409 -- 7 1 21— 2(11 19 -21 j 91 -- 100 14 -- 1 5 31 Sgd 19 -- 20 70i 71ii 35i -- 36 4 l2a -- 131 5 -- 27 24 -- 2i 14i -- 154 32 -- 34 81 -- 104 6i 69 8 -- 7id 2 2d 58i -- 59 !E SHARE 13 i 31 2 21 a] 22 1.1 St. la 10 Aberdeen 8i Ambg. Nottng. Bost and Eastn. Junct Blrming. Wolverh. & Stour ‘ralley 8 Birkenhd. Lancsh. & Cheshire Junct U Jo. Chesh. & £5O and £25 Cons. 14 Do., £2O. ... Bristol and Exeter... ?..ql7l (Caledonian, Chester & Holyhead. Cork and Bandon 1 Cork, Black, & Pass 5 Dublin&BelfastJunc I Dundee PerthdrAber deen Junction 25 all Do. N ew 25 all East An g li an ... lB all Do., (£lB E& H) 20 all Eastern Counties St. all Eastern Union, A Stock 1 0 1 0., B. Stock to., New A ) East Lancashire East & West Ind. Dk [ & firming. June Edinburgh & Glasgow 16 Edinb. and Peebles 10 Edin. Prth. &Dundee 10 Glasgow &S. Western 10 Great Northern Stk. 10 Do., A. Stock 10 io., B. Stock 10 Gt. Sth. &West.(lre ) )0 Great Western .1 Irish South-Eastern 11 Lancaster & Carlisle .1f Do., Thirds Lancash.andYorksh .6 Do., Fifths D a. , Wst. Riding Un 1 1 Leeds Northern 11 Liv. Crsby. &Southpt al London & Blackwall 7 Loud. &Sthend. Lond. Bright & S. Cst * Loud. and N. Westn. 2 Do. Fifths 1 Do .10 /. Sh. ,M&8...0 * London and S. Westn. ai Do., £5O 4 Do. £4O 11 Landrry&coieraine 11 Lndndrry. & Ennisk. 10 Manch. Shef. & Lincln Do. ,man. & Lin. Un * Midland 10 De. Birmng. & Derby 7 Midi& G. West. (Ire.) 7i Do. Half Shares II Newcastle & Carlisle Newmarket 44 Do., Bury Extension .7i Nwpt.Aberg. & Hrfd 7 Newry Warrenpoint and Rostrevor. 1 0 Norfolk 3i Northu. Counties Un 10 North British 6 North Devon, No. 1 1i Do., No. 2 11 Do., A. Deferred 8 Do., B Guaranteed .7i North Staffordshire 11 North Western .0 N. &S. Westrn. June. 10 Oxford, Worcester, & It_ Wolverhampt on • It* Scottish Central , 100 Scottish Midland a. 100 Slarewsbury &Bi mg. 1 00 Do. L. &N. Western 10 Gua.rante dSic bk ,)„ 8 Shrewsby. & Berefd `"1 all Shrewsby. & Cliester (N. W. Min ;.„ 31 3 / 4 all Do. Hal ves , a . all Do. Os wes t r y " 6i Shrop s hi re U nion "u 24. all South Devon ... k g !: 1 00 South Eastern all South Wales ,„,`u 15 S. Yrksh. & Riv. Dun ~,`" 5 Do 4 ' n , ) , 161 Stockton & Hartlepl. 'd 20 Thames Haven Dock and Railway .7 Vale of Neath 11 Waterfd. & Kilken n y 11 Waterford&Limerick 4 West Cornwall. Is. Wimbledn &Croydon 1 0 York Newal.&Berw. I) Do. Extensions 1§ Do. G.N.E. Purchase d York &N.Midlan 25. ii 1 St. 101 St• 101 12 1' a j l ei I St. 16 1 li 44 § 0 ai 8 1 , St. 10 at.la 6 ° 4' 25 1' 100 al esi 25 60 16 16 I 1 10 B t. lta 2 2 1 , Z;`-' Inl2] 25 1 2 ; 6 1: , A. 1101 PRE FEREN Aberdeen. Do. No. sE 2, x 4 13. 7 1 3 • J Bris. • s )0 5 Do. 4 Caledonian al Ch es t er & Holyhead Pc. B £ lla lO re Guar. 5 per cent... 6i Cork &Bandonsip.c. 11 Dundee Perth &Aber deen Junction all EastAnglian (X3los) 6 per cent 'all Do. (X 5) 7 per cent 2 Do. (4,7 17s) 7 al l Eastern CountieEx tension, 5 p. o. No. 1 ,f) all Do. No. 2 2pDo. Ne w 6 p. c . St all Eastern Union, Scrip , Guar. 6 per cent g = 1) 0 East L ancas h . 6 p.e t s " all EclinbPrth.&Dundee 51 per cent. ok.k Glasgow &S.Western Guar. 5 per cent 00 Great Northn. 5 p. c. 00 De. 5 p. c. Redeem., „ lO p. C. prem Do. 4i p. c. Seri") " 44 Gt, Southn. &Westm. (Ireland) Eighths) 6 Gt. Westn. (Berks & Rants Ex. 5 p. c) Do, cov. red. 4 p.c. Do. con. red. 4 p. c. u" Do. irred. 4p, c 6 Lan. &Y or k. F. £2O , a , Do. 6 p. c. Stock ... London and Brighton „ Guaranteed sp. c L'u Do. Pref. 5 p. c. St. 111 Do. Convertible, 5 p 1852 Do. New Guar.6 p. c 5 Londe n& S. Western Con. Thirds Loudonderry&coler Shares kt; Lou . y &E nn i s . Sb ` ll Shef., & Lin , Shares, No. 1. Do. Ne w , £lO 3 Do. £6 11 Ilarypt .& Carl. 4 p. c . Do.. Do. 4i per cent ...... - 11 tt. 11 20 it. 1 , 15 6 i 1 6 i st] St. ~li k Ist. 1, 1: 4t: 1 , tio fit• 11 50 12i li 12 5 !; 6 1241 1 12 12 §t. ~• 1100 Consol.6 p.c.St. Do. Consol. Bristol & Birm 6 per cent 5 0 Do. Pref. 44 per cent Norfolk E x t ens i on , bDo. 5 p. c. Ext 130 . Guar. 5 p er c t ODo. W ay. V a l . 5 p. c• j North B r iti s h North Staffordshire Oxford, Worcester, & L 2 W olverh.Xls, 6 p.c. D o .. .... . h Shlews. 11 Shrewsby. & Ch es t er 10 25 "' n u SCor.W.Mi n ), 8 p .c. ,-" . 5 per 10 ` So uth Devon cent 10 6 n M Do. New -'`` S. Eastern (Reading nn.) o f X 1 Os. 6d. Do. 4A per cent. Pre. 6 S.Yo r k sh.4p.c.Cuar. Water fd.&Kilk.6p.c. 0 York, Newcastle,and Berwick 4 5 ' P'c ' Pref. Yorkß .. and S. Punch FORE 10 fit. 1 1 1 20. %t. 15 1 ir, B al v ~, 20Rt. II 6 Eit, I 6 % 3 Sel ' Nutwe rp&Rotterdam glan Eastn. June. 20 _,.6/ aeziers to Graissessac 2 0 '4, clarleroi& Erquelin. % •LO Dijon and Besancon.. 8 Dutch Rhenish ..... all 'olast 1ndian............ '206 1 Do. Extension..... iall lt. Indian Peninsula iii 10 ;a. Junct. of France 2 all t S Qt.Westernoleanada hares. ........... 3 Dacca dtPiaoja 5 p.c. 20 i& Pref. .................. 1, Luxembourg ........... 1' 10 Do. (Railway) ......... 2 bo. ..................... 10 3 Do. (Canal)... ....... 26 4 Do. 6p. et. pr0f...... 20 t! , ...,' yons & Mediterran. 20 ~,, 0 Aadras .... . ............ .41 Na mur & Li ege (with 11 inte rest) .. n N........... Do i nterest) ...... orth. (ex ern of France.. ~ DO' 201. 3 p. c Bd s• 1 (faly.B.& Aans. Sias.) 11 IsTorwegianTrunkPref 0 Paris and Lyons... 11 Paris and Orleans.- 11 Paris and Rouen.-- al Pads and Strasbourg 4 PadsCaen &Oherbrg. q Quebec & Richmond 41 Rouen. and Efavre ..... 1 2 RoYalSwedish ......... 41 Sarnbre and IVleuse... 2 Stli-Eastrn. of France o 6 B°,lthein of Vance.. 4: tipper ludia Scrip... West Flanders . ... 70 0. s t i per C. Prof... r Western ef France... ZWest of Switzerland ealand ................. 26 20 loi ?_0 .~ -~ `~~--~. 1103 - 105 19i -20 i g id GB -- 62 5 - 5 1 , -16 P -- 2 p - lip 14t -- 15 204 21i - ... i 291 112} 11.3 8i -- 9 7 4 103 -- 104 99 -- 101 101 -- 103 P' 150 —152 d - •• 3i 3 i 10 11 13a 14 8 9 10 4 p . -- ... 149 151 par I 114 116 118 122 ,• - • 116 - 118 24 - 25?,. '2l - 24 I - 10i -10 i 17i -- 18 P -15 14 par P 25i -26. E 110 -- 112 1 19i -29 i. Z , *'a 103 - 103 5i - 5i Ipar 1. --- -1 d • li par —15 i 2 3 p 21 lid 5 5 2 Z i p 2i 21 1 i id - 7 1 1 I - 4;1 - 11 - 71 - 7i 35/ 3GI 14 -- 141 188 i -- 9 - -- 19 49i soi 44 . - 45 40i -- i 64 4i -- 53 1 4 -- ld 2(4 21A fdl 9 -- 10 I - p P, 4 44 1 . 01 --1 p 2 tc l 68 7i 21 75i 6 11i 11 103 112iiixd 13i xd 2 xd 87 61 xd xd xd 71i B 41 50i li 696 9 12 1021 2 pm LINES LEASED AT FIXED RENTALS. Leasing Rsuovlits. I compans. shr.l St. 50 St. I Closing Price this day. Paid' Backghamsh ,ClydesdaleJc. ,E.Liucoln. gr. 6 p. cent Glstr.&Dn.Fr lirepl. Dk. & Railway L. &N.W Caledon.. 103 —losxd , 511 —s3pul Gt.l4torthn :3t."Nestn Yk. New. & Berw Y.&N.Md Do Do all all all all 11& 100 100 18a Hull & Selby. Do. .h Shares Do. Shares Lon.&Greenwl Do.Prefereneel Lowestoft gr.! 4 per cent Do. 6 per et Xanch.Bxton and Matlock Aiddlesbro' & Redear liiald.Bradfd. Northern and F}asternsp.c• Do. 6 per et- Do.Fixedsp.c Prest. &Wyre D o. Shares. Roysto..&ll l t. Do.Shepth.St. Shef. Roth. & Goole g.6.1).c S. Staffordsh.. WearVarorgr 6 per cent 150 - 152 32 - 33u1 113 - 114 56 - 5 7 27 -2S - 14* 26 - 27 l i S.Eastern 1110 Norfolk 98 - 100 Ln.&N.W. & Midld. Stckton & Darlingt. iDlidland... 3 - xci 103 109, E. Count Do Do L. & . W (SzLn&Yk Do 65 - 67 Gt.Northn D 0......... Lancash.& Yorksh.. MrDiClean Stockt. & Darling . Do. Gt.iirestu. D 0.............. Wilts&Somrst -15excll 1148 —lsoxcll Business thiS day. 1511 501,; x d 'll_ i (1 . —x d 32 1024 —IO3A Fria 1 all Agua • • ......... P 2 i 10s. all Anglo C a lifornian 4 p - 2 1 0 0 52 Australian..... 1 i d . par 2i 1 1 all Austr alian Cordillera a - d 1 all Australian d Freehold. a - fi 1 all Ave Ma ria . - - 1 all Baden (Gd• Duchy of) d d is- par 1 all British Austri n. Gold - 20 13.5 Britis h Iron 7 - 9 35 244 Brazilianlmp. (issued at E 5 pm .... . - . 34 - 44 30 all Do. Cocaes & Culada 2i - 20 15 Do. St. John Del Rey 324 - 336 1 Carsons's Creek 4d - part 40 all Cobre Copper - xd x d 5 1 Colonial Gold — Pll 8 -. 14 Copiapo - 104 St. all Copper Min. of Eng 55 - 65 25 a ll Do. Pref. 74 p. cent 6i -74 p 5 all English and Austin Copper Smeltg. Co 24 - 20 all General l4 -16 2 all Great Nugget Vein 3 all Great Polgooth - d 1 all Lake Bathurst fi - d 1 all Liberty 4d - par 1 all Lond&Californ.Gold Quartz Crush. Co - g 1 all Maricluita id - par 10 9 Mexican&S•Ameri cn. 64 - 7 1 all New Granada . id - p 1 all Nouveau Monde 4 , 5 1 Port Philip - d # 1 all Quartz Rock . . - 50 all Rhymney Iron - •• • - 15 Do. New - ••• 30 104 Santiago de 3 . 4 - 44 fi 4 1 all S ou th Australian d - par 10 7 Tin Croft . - 9 284 all United Mexican 1 all Waller ...... - - A d 1 all West Granada g - 1 all West Mariposa - 4 d 1 all Yuba — d JOINT-STOCK BANKS. 40 all Australasia Bl - 83 82 li 40 all British Colonial Bank - •• • and Loan Company 50 all British N. American ... - 614 20 2 Chrtd. Bnk.of India, Austral., and China 4 - 1p 2i 25 5 Chrtd. link. of Asia. id - par 100 25 Colonial - 100 20 Commercial of Lond - ••• 20 10 English Scottish and Australian Chrtd par - s p 20 15 London Chrtd. Bnk of Australia - 3 p 174 4 50 20 London and County ... - 50 10 London Join t Stock ... - ... 26 100 20 Lond•andWestminst 384 100 35 National Provincial of England - 514 1 20 10 Do. New - ••• 50 224 National of Ireland... • • 25 all Oriental Bank Cor poration - 52 504 100 25 Provincial of Ireland ... - •• • 10 all Do. New - ... 20 5 1 RoyalAustraln. Bkg and Gold Imp. Co 4 d- par 25 25 South Australia 44 - 46 25 all Union of Australia 7l - 73 72 - 24 Do. New 8 - 84 8 50 10 Union of London . ••• ••• - 40 all Union of Madrid - ..• loa MISCELLANEOUS Aubin Coal and Iron Australian Agricult. Australsn.Pcific.Mail Australn. Royal Mail Brit. American Land Brit. & Coln. Smeltg. and Reduction Co 1 Canada Company Crystal Palace 34 - 36 64 - 67 - 2 p - 1 p Crystal Pal, of France Eastern Steam Electric Tel. of Irel Gen. Steam Navigat General Screw Steam Irish Beetroot Sugar Magdalena St. Navig. Nat. Pt. Steam Fuel Netherlands Land._ N. B. Australasian Nrth . of Europe Steam Peel Rr. Ld. & Minrl. Peninsular & Oriental Do. do. Portland Iron Co Royal Mail Steam Scot. Austral. Invest Do. New Scrip South Austral. Land Submarine Telegraph Van Diemen's Land A d par par a P 'i = iipl 60 all 25 2pxd 37 :- 39 16 - 17 17 16 LLOYD'S SHIPPING.—(THIS DAY.) LONDON, Aug. 19.—Wind this day at Noon, Westerly, and fine RAMS . GATE, 18 —The Australia, Murphy , whi ch was on shore on the Goodwin Sands, has proceeded for the Downs. DEAL, Aug. 19 (9.17 a.m.)—(Per Elec. Tel.)—Wind, S.S.W., moderate and. cloudy. Passed—Sir R. Peel, from New York, for London, in tow of a steamer ; Em pire, Calcutta, for London, in tow ; Ascendant, Calcutta, for Lonilon ; Taymar, Sydney, for London. Sailed—Ad miral Van Hemskirk, for Sydney ; and Persia, for Port Philip. PLYMOUTH, Aug. 18.—Wind, S.W. Arrived —Superior, Smyrna ; Gazelle, Callao ; Queen of the East, Ibrail ; Ludwig, do. ; Tiber, Sunderland, for Malta, with loss of boom, &c. Sailed—Alexandrina London ; Henry and Dora, Liverpool ; With of the Vave, do. FALMOUTH, Aug. 18.—Arrived—Tambica, Havannah, and sailed for Gent ; Levante, Rio Grande, and sailed for Hamburgh. LIVERPOOL, Aug. 19 (10.30 a.m.)—Wind, S.E., mode rate and fine. Arrived—Taurus (s.), Waterloo, and North America, from New York ; Perseverance and Clinton, New Orleans ; Waterwitch (s.), Oporto ; Hemisphere and Britannia, Quebec; John and Lucy, St. John's, N.B. ; Eclipse and Dora Affonsa, Montreal ; Wilhelmine, Cux haven ; Titbit, Lisbon ; Dove, Memel ; Lubeck, Trieste ; Castor, Malta. Off Port—Washington and Lady Franklin, from New York ' • Kent, Bombay; Jamaica, Jama ica ; Elizabeth Archer, Arica. SHIELDS, Aug. 16.—Sailed—Aberdeen Packet (of Aber deen), for Caathagena. CARDIFF, Aug. 17.—Arrived—Luctow and Emergo, Rotterdam. Sailed—Cecilia, Batavia ; Boschetto, Malta ; British Lady, New York ; St. Aubin, Alicant. BALTIMORE, Aug. 16.—The Caledonian, Matthews, from Liverpool to Melbourne, put into Glandore harbour with loss of some spars, and making 13 inches of water per hour ; part of cargo thrown overboard. HOBART TOWN, May 9.—The Mahomed Schah, from London to New Zealand, was fallen in with on fire, and in a sinking state, off Cape Lewin, and the crew and passen gers taken off and landed by the Ellen Paddon, arrived at this port from Mauritius. MAURITIUS, June 17.—The Charlotte Rourne, from Maulmain to Liverpool, went on shore on the rocks off Major, Juno 14; where she still remains upright on the reef,. with all her masts standing, but her bottom is ground to pieces, and her cargo (rice) supposed to be completely damaged) crew (except two men) saved.—The Josephine, Callaghan, from Bombay to London, put in here on the 14th of June leaky, and with upper works much damaged ; cargo discharging.—The Jeannette Rademaker, from Akyab to Falmouth, which put into this port on the Bth of June leaky, has discharged part of her cargo.—The Clydeside, wAlpine, hence to Queenstown, put back on the 10th of June leaky, and has discharged the whole of her cargo. THE NEW ACT FOR MANNING THE ROYAL NAVY . Yesterday the ne w act to make better p rovision concern ing the entry and service of seamen, and otherwise to amend the laws concerning her Majesty's navy, was issued. The act has immediate operation, and its object is to extend the service of men and boys, and otherwise to amend the law concerning the manning and discipline of the navy. Former provis i ons amended are extend e d to men entering for 10 years or for any other term of continuous and general service. Boys under 18 are to be liable to serve till 21, and when 18 or upwards to serve for 10 years, & i c. Extra pay is to b e granted to me n detained after the expira tion of the period of service, in cases of emergency. Persons entering the navy are to be entitled to such bounty as may be fixed by royal proclamation. The act is not to affect the right of s t d he Admiralty to enter seamen for any periods, and to i charge them. Men entering for con tinuous and general i service and boys to be entitled to pay while n sick quar ters under certain regulations. Spirituous liquors are not to be brought on board her Majesty's ships without the commander's consent. Men absent for 48 hours without leave to forfeit their pay during absence. Power is given to try and punish summarily persons guilty of desertion. Imprisonment under sentence of naval court may be either with or without hard labour,. is pro vided that persons making fraudulent reps en t a tiOns on entering the navy may be punished as rogues and vaga bonds. Railway companies are by this act required to convey naval forces upon the same terms as the military and police forces. 35 6 4i 3 li 6i 6 38i 7 THE StTN, LONDON, FRIDAY EVENING, AUGUST 19, 1853. IMPROVEMENTS IN NA VIGATION. Yesterday a public meeting was held, in the Mer chants'-room at Lloyd's, to which the attendance of mer chants, underwriters, shipowners, captains, officers, and others interested in navigation was requested, through the medium of a handbill which had been previously cir culated, and which was headed, "Lloyd's, August 15, 1853," which stated that " Lieutenant Maury, of the United States Navy, superintendent of the National Observatory at Washington, who has arrived in this country on a mission from the government of the United States, having consented, at the invitation of the com mittee for managing the affairs of Lloyd's and of the committee of the General Shipowners' Society, to give explanations of the system adopted by that government for collecting and disseminating information relative to the direction and force of winds and ocean currents in all parts of the , world, and meteorological observations," and that the meeting would be held as above. The room was densely crowded long before the hour named (one o'clock) and the gallant officer was very cordially welcomed. The chair was taken by J. Poole, Esq., and after the secretary had read the notice con voking the meeting, expressed his regret that Mr. Baring, the chairman of Lloyd's, should be absent on an occasion of so much importance to the shipping and commercial world, and briefly introduced to the meeting Lieutenant Maury. Lieut. MAURY then said that he was most happy in having the opportunity of explaining to the meeting the objects of his mission to this part of the world— objects which were altogether connected with peace. He had been 30 years engaged in a seafaring life, and was much struck with the fact that the best routes were altogether matter of tradition, and that books were altogether silent upon the subject. It was true that they had a work which gave them in detail the routes of the Indian Ocean ; but that had no reference to the whole ocean space. It then became with him matter of inquiry to find what ships had pursued the same routes at the same seasons, in order that he might form an average of the results of their experience. With this view he had sought out for the old log-books. First, he obtained those of the men of war of the United States, but as that country had not ships on every sta tion, he soon found that those leg-books were inadequate to the object he had in view, They had, however, enabled him to show the end he desired to arrive at, and thus prepared the way for his obtaining additional informa tion. Furnished with these log-books he projected on a chart of the North Atla ntic the tracks of each ship, the months of the year in which they made them, and the force and direction of t he winds. Having done so, he observed that on looking at the chart, between the tracks of the outward-bound and homeward-bound vessels there was a large middle area of the ocean altogether a blank, untraversed by any ship, and, if he might use the expression, (in reference to the sea) a ten a incognita. It had been usual for ships from America bound for the southern hemisphere, to cross the Atlantic to Cape Verd, in order to fall in with what was called Cook's track, again to cross over to Cape St. Hogue, and a third time to cross the same ocean, from the coast of South America to the Ca p e of Good Hope. Under these circumstances he had, under the impres sion that a vast saving of time might be effected, and that the ships would likely meet with the winds which they sought for on the old tracks, recommended to the merchant marine of the United States, the propriety and feasibility of making the voyage straight through that middle apace to which he had adverted. The W. H. C.Wright, of Baltimore, commanded by Capt. Jackson, was the first ship which bad the courage to act upon his suggestion ; and be was gratified to find that she bad by so doing reduced the duration of her voyage to Rio Janeiro from 41 days, which had been the average, to 24 days. The gallant officer here called the attention of the auditory to the charts which he had prepared ; and explained how that having obtained the assistance of 1,000 ships, the captains of which, every eight hours,, noted in a special log-book the position of the ship, the direction and force of the wind and ocean currents, the height of the barometer, with the thermometer, and other meteorological observations, he had, by co-ordinated in formation which they afforded him, been enabled, by taking the averages, to note within every square of 5 de grees of ocean for each month of the year, the prevailing winds and currents. He had now, on the authority of the Secretary of the Navy of the United States, to announce that the government of that country was willing to place British seamen on the same footing with their own, and to supply them with these charts, on the condition of their keeping a special log-book, such as that to which he had alluded, and forwarding it to the observatory at Wash ington for collation with those of other nations. They chiefly wanted more information with respect to the winds and currents prevailing in the Pacific Ocean, which could be supplied by the ships trading round either of the Capes. Furnished With such information, he had no doubt that they would be able to reduce the voyage from either America or England to Australia to an average certainty, even under canvas, of 70 to 75 days. The Marco Polo had just made the run out from Liverpool in 75 days ; in fact, for ships coming from Sydney, and taking the Cape Horn route rather than that at present pursued, the winds were as regular as the trade winds. Before concluding this portion of his lecture, he had to observe that information had been given to the English minister in the United States (Mr. Crampton) that the charts would be delivered by the American government to whoever might be officially appointed to demand them fur the use of British seamen. In thus noting, as he had described, the me teorological observations on the face of the charts, he thought he should have. been only half completing his labours had he not also pointed out what he might call the industrial resources of the sea. From co-ordi nating the journals kept by the American whalers, he • had been enabled in squares of five degrees to set down the average of the number of days employed in hunting the whales—bow many " spermacetti whales," and how many "right whales," 'were caught each season. Look ing at the chart compiled from these observations, they would perceive that there was an equatorial belt of 2,500 miles in width, in which no " right whale" had, so far as he had been able to learn, been ever caught. It then became a question if? the " right whales" found on the west coast of North America were identical in species with those which were caught on the east coast, and he had found out that they were. Thus, catechising nature and taking her answers, they were able to arrive at the conclusion that, inasmuch as the whale on the one coast could not pass through the equatorial belt which he had mentioned in order to double Cape Horn, there must be a communication in the shape of a north-west passage. In fact, relying on this cir cumstance, the Secretary of the American Navy had instructed the American exploring expedition sent in search of Sir John Franklin, after reaching Wellington Bay, to look to the north-west for an open sea, and the officer in charge of the expedition had obeyed that com mand, and had found that such open sea did exist. The same was reported by Penny and others. The gallant officer concluded his very interesting lecture by thanking his auditory for the great attention with which they had heard him. Mr. DUNCAN DUNBAR moved the first resolution, which was seconded by Mr. PHILLIPS :—" That this meeting has heard with much gratification Lieutenant Maury's very interesting detail of the measures that have been adopted by the Government of the United States for improving the science and practice of naviga tion, and the shipowners and their officers now present pledge themselves to assist in the completion of the sys tem so ably commenced." Mr. N. GOULD moved, and Mr. HARNETT seconded the next resolution :--"That the thanks of this meeting be conveyed, through the Minister of the United States, to that Government, for the liberal offer now made by Lieut. Maury, on its behalf, to furnish copies of his valuable charts and sailing directions to masters of Bri tish merchant-ships, who shall undertake to furnish the results of their observations in the prescribed form." Mr. H. HARFORD moved, and Mr. MARSHALL se conded the third resolution—" That a letter be addressed by the chairman to the First Lord of the Treasury, ex pressing the earnest hope of this meeting that her Ma jesty's Government will cordially co-operate with the Government of the United States in an object so in teresting to the navigation of this country." Mr. CARTER moved, and Lieutenant MAURY seconded the fourth resolution—" That the thanks of this meet ing be given to the committee of Lloyd's for their readi ness in granting the use of their room on this occasion, and to the chairman for his able conduct in the chair." The CHAIRMAN moved, and Mr. GOULD seconded a vote of thanks to Lieutenant Maury, who acknowledged the compliment. In the course of the proceedings a letter was read from the Lord Mayor, strongly recommending Lieuten ant Maury to the meeting, and expressing his lordship's regret that important civic business prevented his at tendance on this interesting occasion. Mr. Needham—Madam, that may be very tragical, but it is not very polite. The Hon. Mrs. Norton—l am sorry not to be polite. I am in a very tragical state. Mr. Needham—From what time—up to what time have you received 6001. a-year ? The Hon. Mrs. Norton—You have icy banker's-book at home. Mr. Needham--Who paid it ? The Hon. Mrs. Norton—Lady Palmerston ; I don't know how it is paid. Mr. Needham—When did you receive the last ? The Hon. Mrs. Norton—lt was in June or July. Lady Palmerston gave me something this year. No body is bound to give me anything. Mr. Needham ---Have you received 6001. a-year up to July in the present year ? The Hon. Mrs. Norton —I have not had 6001. a-year. I don't know how much my income falls short of that ; but I have not received that. Mr. Needham—ln January, 1852, did you have 2911. ss. on account of Lord Melbourne placed to your account ? The Hon. Mrs. Norton—l dare say I did. You have the book, Mr. Needham—Now, in July of the same year, per Lord Melbourne, the sum of 291/. 6s. Did you have that? The Hon. Mrs. Norton —Yes. But Lord Melbourne is dead. No one is bound to give me one farthing. We are discussing simply whether my creditors are or are not to be paid. After a vast many questions bearing upon the domes tic relationship of the plaintiff and defendant, but which involved no matters of interest to the public, the exami nation was thus continued— Mr. Needham—lZl:3;u, madam, whether the 5001. a-year allowed to you by Mr. Norton was not upon the express condition that you should receive nothing from Lord Melbourne The Hon. Mrs. Norton (emphatically) —I did receive nothing, and, therefore, that condition could no t b e called into question. r. Lemon (a solicitor) drew up the agreement of contract. Mr. Needham—Was not the 5001. a-year allowed upon the express condition that you should receive nothing from Lord Melbourne ? The Hon. Mrs. Norton —No. A vast deal of correspondence between the Hon. Mrs. Norton and Lord Melbourne was put in , the main charges contained in it being that the Hon. Mrs. Norton was "kept" by Lord Melbourne, and that the letters produced in evidence were stolen. The lady declared that all the letters found in her possession, and purport ing to be addressed to other persons, were addressed to Lord Melbourne. The Hon. Mrs. Norton proceeded to say that she corresponded with Lord Melbourne until the day of his death, and that she believed she was the last person who had communicated to him in writing. The question of liability having been ably disputed, The Hon. Mrs. Norton made a statement in the fol lowing words :—I told you to be aware of your ques tions, if you were afraid of my answers. For seventeen years I have concealed these facts, but they came out to day because you , bully me ; and I am ashamed for your client if he does not feel ashamed of himself. My means will perfectly suffice now that I know Mr. Norton can cheat me, and I have no doubt that my friends will assist me more than ever when they learn that the man who calls himself a magistrate, a barrister, and a gentle man, can also cheat poor tradesmen, because I am called his agent, and it is not binding upon him. Ido not ask for my rights. I have no right—l have only wrongs. I have no doubt I have had a very ample income ; upon an ha that my know he aver a geh e (Cheersc can f o rm in s defraud c o ou e r mt court.) a l rs w I s n o o o t l.a live abroad n o w t with Mr. Needham—What rent do you pay, madam ? Mrs. Norton—l pay 1001. a year. Some other witnesses having been examined, The Hon. Mr. Norton prayed for his right to have his saying in court. The .Judge said, that at the present stage the case was ex paste, and decreed for a nonsuit, upon which Mr. Norton pressed for a hearing, in explanation of the allegations made against him by his wife. The learned Judge remarked that, as the whole case was quite ex parte, the public could only attach such weight as was due to any case under such circumstances. THE HON. G. C. NORTON AND THE HON. MRS. NORTON. WESTMINSTER COUNTY COURT, AUG. 18. This was an action brought by the plaintiffs, Messrs. Thrupp, coachbuilders, of Oxford-street, against the Hon. G. C. Norton, defendant, under the following pe culiar and extraordinary circumstances : Mr. C. Dod, the solicitor, appeared for the plaintiffs, and Mr. Needham, counsel, instructed by Messrs. Flad gate, Clarke, and Finch, conducted the defence. The case, which was fixed for hearing some time ago, had been twice postponed on account of the non-attend ance of certain witnesses, and an unusual degree of in terest was excited, the court being crowded to excess during the whole of the proceedings, which occupied several hours. Mr. Dod said the claim was for 49/. 4s. 6d. for work and labour supplied by the plaintiffs to the Hon. Mrs. Norton, who was the wife of the defendant. The de fendant was a police magistrate for Lambeth, and also a member of the bar. The account of the plaintiffs had extended from the 17th of April, 1843, to the 17th of March, 1850, amounting to 1841. 4s. 6d., of which 1351. had been paid in different instalments, leaving a balance of 491. 4s. 6d., the amount sought to be recovered. He should prove that the work was duly performed, and that the orders were given by the Hon. Mrs. Norton, as the wife of the defendant, and that the charges were fair and reasonable. He (Mr. Dod) understood that a de fence of non-liability was about to be raised by reason of some separation, or some living apart of the defendant from his wife. He should, however, be able to satisfy the court that the account was a proper and reasonable one, and the items would show that they were such as befitted the station of a lady in the position of the de fendant's wife. The plaintiffs had come into court to show that their claim was a just one, and that they had nothing whatever to do with private differences between the defendant and his wife. The Hon. Mrs. Caroline Norton, who was accommo dated with a seat on the bench, was now examined by Mr. Dod. She stated that she was the wife of the defendant, the Hon. George Capel Norton. She had been subpoenaed to that court to produce the accounts of the plaintiffs for work and labour supplied by them to her from the year 1843 to the month of March, 1850. Mr. Dod—What did the work consist of ? The Hon. Mrs. Norton—Repairs to my carriage. I beg to observe, I am here against my will upon subpoena. I sent a statement of my case to Mr. Norton's solicitor. The Court intimated that the witness had better con fine herself to the questions of her advocate. The Hon. Mll3. Norton (emphatically)—l am here for justice, and as this is a court of justice, I insist upon stating what I have to say. These tradesmen would have been paid if Mr. Norton had not performed the greatest breach of faith that was ever accomplished by man. The Judge—Madam, pray allow me to say that this is irregular. The Hon. Mrs. Norton (with determination)—l will speak. The Judge—Will you allow this gentleman to conduct your case ? Mr. Dod—What is the description of carriage for which the work was done ? The Hon. Mrs. Norton—A brougham. I paid Mr. Thrupp by instalments until Mr. Norton stopped my allowance. We are not residing together, and have lived apart for some years, by my wish and choice, because I consider that I have sustained an injury that no woman ought to submit to. I believe Mr. Norton's income to be about 3,0001. a-year—viz., from his magistracy, his patrimonial profits in Scotland, his chambers in the Tem ple, and other sources, altogether amounting to 3,0001. per annum. I was parted from him in the year 1836, and the following year he offered 5001. a-year until we could arrange our matters, but made me a compulsory allowance of 4001. per annum. He stipulated that I should give up my children, and I said that I would rather starve than lose them ; and I did starve for a time. From the month of March, 1838, he made me an allowance, and he advertised me in the public papers respecting this compulsory allowance. He paid me 4001. a-year until 1838. In reference to this there was an agreement drawn up, He and my brother-in-law, the Hon. E. Phipps, witnessed it. In the year 1851 my mother died, and she left me some money ; but there is still 6871. 10s. due to my creditors, and I have re turned from Italy to have it paid ; and if the defendant had paid me the money he promised by the agreement I should have settled with the plaintiffs ; but I under stood Mr. Norton's plea to be, that as this paper was made between him and his wife, it cannot be binding on him ; but if I had the money every one of my credi tors would have what is due to them. Cross-examined by Mr. Needham—Have you received your income from Mr. Norton regularly up to a period beyond that of the last item, March, 1850. The Hon. Mrs. Norton—He owes me 6871. Mr. Needham—Have you not received your allow ance under the agreement ? The Hon. Mrs. Norton—l received my allowance up to March, 1852. Mr. Needham—Was your separation from your hus band a voluntary one? The Hon. Mrs. Norton.—Mr. Norton sent my little children to Mrs. Vaughan, to which I very much ob jected, and I received nothing in the shape of an allow ance for two [years ; and when I parted from my hus band I had no income. Mr. Needham—Was not the allowance paid into your banker's first, after the rate of 2001. a-year, and subse quently 4001.? The Hon. Mrs. Norton—No ; I have not got my banker's pass-book with me. I never had a book at all until 1848, because I never had sufficient money to make it worth my while to keep an account there. Yesterday I sent for a list of what moneys I had at my banker's. Mr. Needham—l don't ask you that ? The Hon. Mrs. Norton—You are afraid of my an swers when I give them. Mr. Needham—Will you let me see that paper you are looking at ? The Hon. Mrs. Norton—No ; I have this here for my own purpose. The Judge—But it must be produced to the counsel, madam, if he requires it. Mr. Needham—Did you refuse to take the money after is was paid into Messrs. Rawson the bankers ? The Hon. Mrs. Norton—l refused to do anything while my children were taken from me. Mr. Needham—l believe you had 15,0001. left you by your mother? The Hon. Mrs. Norton—l have the interest of th e money paid to me through my brother. Mr. Needham—Have you also 57/, 10s. paid to you by way of•pension ? The Hon. Mrs. Norton —My father held an appoint ment at the Cape of Good Hope. He died there, and I have the pension in consequence. Mr. Needham—Had you some sums of money sent to you at Lisbon ? The Hon. Mrs. Norton—He sent money to pay the passage of his second son home. He refused to pay the passage of his eldest son, and also what he was indebted to Sir Hamilton Seymour. I paid both. The Hon. Mr. Norton here interposed, and said he thought it very hard if this ex parte statement was to go forth to the public without his havi ng a n opportunity of saying anything in denial or explanation of the statements that were being made against him. The Hon. Mrs. Norton—l can prove upon my oath that his son resided with me in Germany, Italy, Bel gium, and in Portugal, and that I sustained the whole expenses of such residence myself. The eldest has had an allowance since he went to Lisbon. Mr. Needham—Has the second son not been at Eton, and subsequently at Oxford ? The Hon. Mrs. Norton—Mr. Norton paid for his education, but I paid for his residence. lam known as a popular writer in my own country, and sometimes I have 1,0001. a year, and sometimes I have nothing. I have worked as hard as any lawyer's clerk in this court. Mr. Needham—What is your literary income ? Is it 5001. a year ? The Hon. Mrs. Norton—No. Mr. Norton has claimed my copyrights from my publisher. The Hon. Mr. Norton (interrupting)—My solicitor did. , The Hon. Mrs. Norton (with indignation)—Does he act without knowing what your wishes are, Sir ? Mr. Needham—May we take it as 5001. a year ? The Hon. Mrs. Norton—You may take it for what you like ; and the only remaining source of income is the assistance from my friends and family —any sums that they choose to allow me. Mr. Needham—Madam, we have already got an in come of 1,3001. a year. Do you mean to tell the learned judge that you have no other source of income ? The Hon. Mrs. Norton—l mean to tell the learned judge the truth. Mr. Needham—ls one of those friends from whom you derive an allowance Lord Beauvale, the late Lord Melbourne ? DEATH OF MR. BRANSBY COOPER, F.R.S.—This emi - The Hon. Mrs. Norton — That is one of the sources. v ent surgeon and kind - hearted man expired suddenly 1 (The witness here became much excited, and, rising yesterday afternoon at the Athenaeum Club. Mr. 1 from her seat, said)—l do not receive an income, for Braushy Cooper has been suffering for some time past i his property was strictly entailed. He left his solemn from a disease in the throat ; but had been much better declaration, as a dying man, and gave his word of for the last two days, and was seen walking in Lincoln's- , honour, that Mr. Norton's accusation against me, when inn-fields about a n hour p revious t o his death. The ! I was a young thing at home, was a false one. He left lamented deceased passed the College of Surgeons his request to his brother, and to his solicitor, that as in the year 1823, was made a fellow of that college on "this young woman,"—young enough, and more than the grant of the charter in 1843, and was elected one of the council in 18 48 . Mr. Bransby Cooper is the eldest count of such accusation, undergothe great suffering, son of the Rev. Samuel L o v ick Cooper , and nephew of young enough, to have been his child — would, on no . the great misery, the loss of a home, and the wreck of the illustrious Sir Astley Cooper. He was born at her whole life— I stand here a blasted woman from Great Yarmouth, on September 2, 1792. Mr. Cooper that day, because those people knew me, and Lord was formerly assistant surgeon in the Royal Artillery, Melbourne left me nothing but his letter, swearing that and was present at the battles of Vittoria, the Pyrenees. I was falsely accused. His memory is dear to them. the siege of St. Sebastian, and Toulouse. His death (At this stage of the proceeding there was a burst of will cause vacancies at Guy's Hospital, at which place applause from some two or three hundred persons in he was senior surgeon, and at the Council Board of the the body of the court, but which was at once properly Royal College of Surgeons. !suppressed by o r der of the Judge.) The witness con- INTREPID CONDUUT OF THE DEPUTY SUPERINTENDENT OF THE WEST OF ENGLAND FlREMEN.—Yesterday fore noon, about half-past eleven o'clock, considerable alarm tinned—My wife. husband can cheat me because lam his The Hon. Mr. Norton (interrupting)—God forbid ! was caused amongst a great number of persons, who (ire the Court)—ls it regular for me to say one word ? were passing over the Charing-cross Suspension-bridge, The Hon. Mrs. Norton —It is all irregular. in consequence of the, following occurrence :—lt appears that a boy n ame d Hill, a son o f th e su p er i n t en d en t of The Judg e— Mrs. Norton , will y ou have the g oodness to sit down? the straw market, was in the act of passing over a plank, Mr. Needham—Mrs. Norton, I ask you whether it in order to get to one of the vessels, when he missed his was not upon the express as sertion, at the time that footing, and f e ll h ea dl ong i nto the river. For some time noreement was signed that y ou received nothin g from the boy was car r i e d a l ong w i t h t h e t id e, an d h e was j ust in the act of being sucked under one of the oyster boats, allowance? when Mr. Deputy Superintendent Barrow, of the West ' boats, at once jumped overboard, and at the risk of Norton--I did receive nothing from being drowned, succeeded in saving the life of the child. of 'England Fire Office, who was on board ' one of the The Hon. Mrs. Lord Melbourne, that Mr. Norton was to make you the Lord Melbourne. the A n i , r' n that you neither did Having handed the boy to some one on board an oyster nako e t s s stop to th i t r a d k e e r off fourthany of his e h is " here clothes. the same The Needham —Did orwould ? I did not, for I never ex boat, he was greeted with the applause of the spectators. you_ say, The Hon. Mrs. Norton Mr. Barrow ran great risk in the praiseworthy attempt, pected to receive anything. oath? party has been instrumental in saving life. I say I Hon. Mrs. Norton (with great emphasis)— it upon my oath—man—what ? Mr. Needham—Do you mean to say that on your pasrelsieendtidm THE CAMP AT CHOBHAM COMMON. During yesterday an enormous number of visitors in spected the camp. No evolution of any kind took place, though the annual games of the household brigade pre vented the holiday folk from experiencing any loss. The games, which comprised the usual humorous and athle tic sports, excited roars of laughter, and great interest was evinced in the racing and jumping matches, which were keen and closely contested. The Blues, 19th Aitillery, Dragoons, and Coldstreams, leave the camp this morning. The remainder start to morrow (Saturday.) It is not expected that the whole will have cleared off before the middle of next week. The following are the stations to which the different regiments will march : 2d Dragoons, to Nottingham. 4th Light Dragoons, to Canterbury and Brighton. Bth Royal Hussars, to Dorchester, Trowbridge, and Bristol (or Exeter). Grenadier Guards, 2d battalion, to St. John's-wood. Coldstream Guards, 2d battalion, to Chichester. Scots Fusilier Guards, 2d battalion, to Windsor. 7th Royal Fusiliers, to Manchester. 19th Regiment, to Walmer. 35th Regiment, to Portsmouth. 79th Highlanders, to Portsmouth. 88th Connaught Rangers, to Bury, Burnley, Ashton, and Stockport. 97th Regiment, to Canterbury. ROYAL MARINES. GENERAL ORDER. Royal Marine Office, August 16, 1853. The following promotions and appointments have taken place in the corps of Royal Marines, dated the 15th inst., viz. : Brevet Major Thomas Hurdle, of the Chatham division, to be Lieutenant-Colonel, and appointed to the Plymouth division, vice Fegen, retired on full pay. First Lieutenant Julian Roberts, of the Artillery com panies, to be Captain, and appointed to the Chatham divi sion, vice Hurdle promoted. Second Lieutenant Joshua Rowland Brookes, of the Artillery companies, to be First Lieutenant, vice Roberts, and appointed to these companies. Captain Thomas Peard Dwyer, of the Artillery com panies, to be Lieutenant-Colonel, and appointed to the companies, vice Calmy, retired on full pay. Captain Joseph Edward Wilson, Lawrence, of the Chat ham division, attached for duty to the Artillery companies to be appointed to these companies, vice Dwyer. First Lieutenant Fleetwood John Richards to be Cap tain, vice Dwyer, promoted, and appointed to the Chatham division, vice Lawrence, promoted. Second Lieutenant J Olin Edward Westropp Scott, of the Plymouth division, to be First Lieutenant, and appointed to the same divsicn, vice Richards, promoted. Captain William Clendon, of the Chatham division, to be Lieutenant-Colonel, and appointed to the Plymouth division, vice Hearle, retired on full pay. First Lieutenant Hugh Hamilton Goold, of the Chatham division, to be Captain, and appointed to the same divi sion, vice Glendon, promoted. Second Lieutenant Francis William Thomas, of the Plymouth division, to be First Lieutenant, and appointed to the Chatham division, vice Goold, promoted. Captain John Land, of the Plymouth Division, to be Lieutenant-Colonel, and appointed to the Chatham Divi sion, vice M'Arthur, retired on full pay. First Lieutenant and Quartermaster Arthur Butcher, of the Chatham Division, to be Captain, and appointed to the Plymouth Division, vice Land, promoted. Second Lieutenant Henry Dickinson Nightingale, of the Portsmouth Division, to be First Lieutenant, vice Butcher, promoted, awl appointed to a division, which will be here after notified. Captain George Augustus Schomberg, of the Portsmouth Division, to do duty in the Artillery companies, in place of Captain Andrew Roger Savage, permanently employed as Instructor of Fortification and Mechanical Drawing at the Royal Naval Colle t ,c , e. By command of the Lords Commissioners of Admiralty. JOHN OWEN, Deputy Adjutant-General. _HACKNEY CARRIAGE PROPRIETORS. In consequence of the withdrawal o f th e H ac k ne y Car riage Duties Bill in the House of Lords on Monday last, the committee of hackney carriage propri e t ors , who were then assembled at the Cranbourne Hotel, gave otice of a meeting for yesterday, to consider the effect of such with drawal on the trade, and to take such steps thereupon as might be deemed expedient. The meeting was conse quently held yesterday at St. Martin's-hall, Long-acre-- Mr. Bathgate in the chair ; but it having become known that the bill was re-introduced on Tuesday in the House of Commons with the original clause 13, which allows ls. per mile beyond the four mile circle, it lost all its interest and meaning, and the attendance was therefore extremely thin. The CHAIRMAN having stated these facts, said that they stultified any further proceedings on the part of the com mittee, who had ever since the 22d of April been unre mitting in watching over the interests of the trade, and enlightening the public and the members of the Legislature I on what they considered obnoxious in the recent rne,tsure. Mr. Gladstone had received the deputation that waited on him with great courtesy, and had at once assented to the granting of six-day and seven-day licenses, so as . at once to satisfy the conscience and the purse of the different pro prietors. Sir R. Mayne had also very kindly promised that 1 a policeman should take home cabs to the proprietors which I had been condemned to the green-yard,. where the cabs had the names and addresses of the proprietors marked upon them. However, he thought that the drivers of cabs were very harshly dealt with by the recent act, and he thought , that no respectable man should drive at all. (Hear.) He did not think that they ought to be badged and ticketed more than any other class of men. (Hear.) Free trade in kackney carriages was as essenti a l as free trade in broad cloth, and it was the duty of Richard Cobden, as a Free trader, to have opposed the recent act. (Hear, hear.) If the police, the press, and the public had not been so hard upon poor " cabby," he would not be so bad a man. (Hear.) He hoped that they would be able to obtain some modifi cation of the recent restrictions next session. The public would then be better served, because services willingly per formed were always better performed than services that were forced. Mr. BEADLE moved a resolution to the effect, that the m eeting having learned that the original clause 3 had i b restored to the bill, the cause of alarm which they x rienced by the proceedings in the House of Lords on e - Mon day no longer existed. ch was car i Mr. CRANFIELD seconded the resolution, Iv h . ried, after which the meeting separated. IMPORTATION OF HEMP.Yesterday a re t urn to Par liament was printed, from which it appears that in 1851 there were 1,301,488 cwt. of hemp imported, 1,194,184 cwt. of flax and tow, and 630,471 cwt. of flax seed and linseed. RAILWAY INTELLIGENCE. GREAT WESTERN RAILWAY, The ordinary half-yearly general meeting of this com pany was held yesterday at the Bristol Terminus. The notice convening the meeting having been read, The CHAIRMAN addressed the proprietors as follows : Gentlemen, we are now passing through that period of pressure consequent on the first opening of the northern lines, which we always foresaw, and for which, as far as it was practicable we had mad e p reparat i on. We knew that about this time we should be obliged to carry the capital expended on those lines to account. WeY knew also that until the traffic should be fully developed we could not expect any direct return for that expendi ture, and the amount that we take from our reserve, in order to meet the demand thus occasioned, has been set aside specifically and expressly for that purpose. Our accounts will show that the interest on the money ex pended in the construction of the Birmingham and Ox ford line is all now carried against our current revenue. Nor is this all—the expense of working the line, and the establishment necessary for it, are very considerable, while as yet we receive a very small return for it. W. never did look at the districts south of Birmingham as proving the most productive portion of these lines. We I have always looked upon the Wolverhampton line, which is still unopened, and to the district beyond it to the north, which also is still closed to us, for the great bulk of our traffic in that direction, and while we are incurring this great weight of expense, we are receiving I may say no return for it. These difficulties, for which we were prepared, have been accompanied by others which we could not have foreseen, in the extra ordinary season through which we have passed, and in the rapid rise in the price of labour and materials of every description. Iron has advanced from Cl. or 71. to 91. or 101. a ton, and the charge for maintenance of way has, fr om these causes, increased from 45,0001. in the last year to 60,0001. in this half year, and the repairs of the locomotive stock and the carriage plant have in creased by the same means in about the same ratio, and to complete the whole, at the very time when all those charges fall upon us, we are obliged to make a reduc tion in our rates and charges over our entire line—a re duction which, as you are aware, has been imposed upon us by the Legislature on the opening of the Birming ham and Oxford line. Fortunately, the opposite side of the accounts presents a more favourable result. The traffic—the passenger traffic—has rapidly increased. The extent of that increase upon our own line you will find stated in the report, and considerable as it was in the last half year, it is satisfactory to see that it has increased in a still greater ratio la the few weeks that have passed of the present hall-year, and including the last week, it is now averaging 56,0001. a week. During the first few years of our South Wales contract we al ways expected to incur some loss, and we calculate that for the last half-year we shall have to make payment to them of 7,0001. or 8,0001. We are not able to state the precise amount, as we have not yet received the award of Sir W. Cubitt, which has been delayed, partly by his absence on the continent and partly by ill health, but I believe it is nearly completed, and we are in the expecta tion of receiving it in a very short time. But I have been looking into the receipts of the South Wales lines, and it is my duty to say, though the length of those lines has only been increased from 100 miles to 130 miles, the receipts have almost doubled in the last year. This, too, though the mineral traffic, which is the most important part of the traffic of that district, is as yet al together undeveloped. I trust, therefore, that the time is not very remote when we may look to the South Wales line as a source, not of loss, but of profit, to the Great Western Company. (Hear, hear.) And we hope you will consider, therefore, that the wonder is not that we have been obliged to encroach as we have done upon the reserve fund, but that we have been enabled to maintain our dividend undiminished, in spite of the con currence of so many adverse circumstances. (Hear, hear.) It is possible we may still have to incur some adverse pressure in the next six months, or during an other year. But when you consider that the South Wales traffic is in its infancy, that the northern traffic is scarcely formed, and that we have already incurred the greater portion of the expense of these lines, you will, I think, agree with your directors that there is no cause for entertaining mistrust or apprehension of our future prospects, but that, on the contrary, you will think with us that we are every day rapidly approaching the period when we shall have entirely surmounted th difficulties which we always knew would be inseparable from the first opening of our northern lines. The session of Par liament which is now terminating closes upon us under a more favourable aspect than it opened. The appoint ment of a Government committee has never been ominous of much good to railway enterprise. If it does nothing else, it unsettles the public mind as to the state of a large class of property. The various objects of the different parties concerned in that inquiry soon became apparent by the evidence of the first witnesses who were called. The London and North Western Company evi dently hoped they would be able to use the committee as the means of securing themselves in the possession of their large territory, and of protecting themselves not only against the formation of new lines, but against he combination of old lines, and for such protection ley were prepared to concede very large powers to the Government. We were as much opposed as they can be to the extension of useless and unprofitable lines. We deprecated as much as they could a rash and ruinous competition, but we felt convinced that in these days it would be utterly hopeless to attempt to obtain that absolute protection which some of the companies re presented by the witnesses required. We thought that if even the present Parliament (which was extremely im probable) should he induced to grant such protection, that subsequent Parliaments would tryst the matter not as one of faith, but of fiscal policy, and the railway com panies would find themselves when they came to en counter the powerful arm of the Government and the Legislature in the predicament of having made great sacrifices without the possibility of obtaining any real or permanent equivalent. The in committeeseemed not in disposed to avail themselves the first i nstance of the share of our management and profits which was so libe rally tendered to them; Schemes of great magnitude were discussed in all their details, giving to the govern ment power and control over all our lines, all our rates, all our charges, and all our dividends, which I believe would be truly incompatible with the safe and efficient control of the railways, and utterly subversive of the safety of all railway property, on any other condition than that if the Government choose to become the ad ministrators they should also become, on just terms, the purchasers of our railways. (Hear, hear.) Fortunately, the good sense of the committee and the weight of evi dence we were able to tender to them by able railway officers, and by other witnesses intimately connected with the general traffic of the country, prevails' over such suggestions, and the committee very wisely determined to suspend legislation in the present Parliament, until they could have the opportunity of considering the ques tion more maturely, and their labours have resulted in a report, many of the recommendations of which, we be lieve, may prove most advantageous and beneficial to railway interests, but respecting all of which perhaps it would be more prudent if we suspended our judgment until we find those recommendations actually embodied in the practical form of a bill. Though Mr: Cardwell's committee did not lead to any legislative measures it led to many important legislative effects in the suspension of all the amalgamation bills that had been introduced, and among these bills for amalgamating the Great Western with the Shrewsbury Companies. The London and North Western Company were not slow to avail them selves of the opportunity to strike one of those bold blows which they have so often tried, and in which they have so signally failed in their contests for the Bir mingham lines. It is not my intention to express any opinion whatever on the allegations made by Mr. Scott and Mr. Leach at the recent meetings of some of their shareholders. I have not formed any opinion, I will not form any opinion until I have a knowledge of the facts of the case on safer testimony than that of hostile and interested parties. (Hear, hear.) At all events (and I say it without asperity, but it is right to set the facts fairly before you), I do not think it was in the mouth of the London and North-Western Company, which has itself, through its representatives, gone so largely into the practice of splitting votes by conferring them on men of straw, and fabricating seals—l do not think it was in the mouth of the London and North-Western Com pany, under such circumstances, to taunt us with the recent disclosures, at variance with good faith and in consistent with the intentions of the Legislature—(bear, hear)—and this too in an overture for peace. I think there is rather an ungraceful and disagreeable mixture of the holly with the olive branch in these expressions of theirs. But be the facts of the case what they may, of this there can be no doubt, that the object was not to convict the directors of the Shrewsbury companies of any of these misdeeds, but to destroy our agreements with those companies, and to procure for the London and North-Western Company, an absolute control in the management of the Birmingham and Shrewsbury Company. The position of the Shrewsbury companies would not admit of hesitation or delay. We could not allow these companies to fall into the hands of the Lon don and North-Western. We could not expect that the Shrewsbury companies would of themselves consent to remain at the mercy of that company, destroying their fine traffic and depriving them of every a shilling of w forc t i h ble their dividend. In point of fact, they made as appeal to us. What they practically said ww,heaiyyowuere, you should absolve us from our engagemen t s it and leave us to shift for ou rse l ves in the best can, or you should join with us in a struggle to enforce on the London and North-Western Company the objects of the engagements between (Hear, hear.) The force and justice of thi s appeal u were irresistible, and re sulted in the letter of M r . Saund ers of the 28th of July, which was read at the meeting of the London and North-Western Company last week. We adop ted the course then referred t o s l owly and reluctantly ; we are not insensible to the great evils of a contest with the London and North-Western —(hear)—evils great to our selves, greater to the Shrewsbury companies, but greatest of all (because of the larger area it embraces) to the London and North-Western Company. (Hear, hear.) We had made every effort that was possible to come to terms of peace and accommodation ; the Shrews bury companies had sought an agreement with them separately for the local traffic alone. They made concessions on every point asked ; they adopted tie very words of the proposition made by the Lon don and North-Western itself, but without •Tect. (Hear.) A new condition was immediately imported. The Shrewsbury companies and the Great Western Com pany conjointly sought an agreement with t hem for t h ee through traffic. It was equally without effect. London and North-Western Company refused to treat with the Shrewsbury companies for the local s trai c alone, and they refused to treat with them and u con jointly for the through traffic. An d they made to us; proposition as an alternative, which is the more danger ous, because it is plausible and delu sive, that we should make the same charges for all the traffic on both routes I to all places ; but that th e t wo compan i es s h ou ld ma k e their conditions separately, and they contended that the agreement would then be as effectual for our purpose as if it were made conjointly. Now, before the proprie tors condemn us for not falling into this trap, let them consider for a moment what would be the effect of such an arrangement under existing circumstances. lam not going at any length into the whole question. That may be more properly discussed in the correspondence be tween the London and North-Western Company and ourselves. But let me ask you to bear this consideration in your minds—if these two routes were under distinct and independent management, neither of them interfer ing with the other, the proposition might be a very fair one ; I will not say how far it might be possible to en force it at law ; that is a point on which 1 express no opinion, but, at all events, it might have been made most just as between the parties. But is that the con dition of the two lines ? The line between London and Liverpool is in the absolute control of the London and North-Western Company, without the interference of any one. The line between London and Birkenhead, by Oxford and Shrewsbury, is in the hands of four distinct companies, and the London and North-Western Com pany continues to make the most strenuous exertions to p be r e tw ve e n o t o th thso e o poss fo ib u i r lity oo o m f pni any united I nitedor continuous action presume some object i n v i ew i n offering that opposition. they h ß a u Y t e , more than that, the London and North-Western Com pany have great influence over the Birkenhead line, and they are seeking to obtain complete control over the Shrewsbury and Birmingham line. Suppose they should succeed in their object, and that the London and North- Western Company should, having the entire and abso lute possession of their own line on the one hand, have the command and control of two important works of the rival line on the other, I ask you, under these circum stances, how much traffic do you think would be brought by those lines to the Great Western Company ? Is it not an abuse of terms —is it not absurdity--is it not altogether a mockery to talk to us of equal charges and equal facilities under circumstances like these ? And should we not be most unwise—should we not be de mented if we could consent to be deceived by such specious semblances of a hollow and delusive peace t (Hear, and cheers.) We desire peace with the London and North-Western Company. We desire it as ear nestly and as honestly as they ever desired it, but we must not purchase peace by abandoning and endanger ing our engagements with the Shrewsbury companies, nor by surrendering that fair and legitimate share of the northern traffic to which the Legislature gave us the • right when they conceded to us the act for which in the last half-year only we have paid so largely. (Hear.) A union with the Shrewsbury companies in some sort or other, totally independent of the control or interference of the London and North Western Company,"as you have affirmed at the previous meetings, depend upon it is a condition precedent and indispensable to any fair and just arrangement with the London and North Wes tern Company. The Shrewsbury directors have been true to us ; let us be true to them. (Hear.) The inte rests of their proprietors—of those, at least, of them who are not under the influence of the London and North- Western Company -are and must be identical with our own ; i. e., to obtain a fair and legitimate portion of the traffic which passes over them. And that same object is entirely consistent with public policy, and is condu cible to the public interests. I believe it will be attained. (Hear, hear.) When it is attained, and not till then, I am satisfied that we shall have a real and a permanent peace with the London and North-Western Company. i D ll detain ero n a o y d o D u o b r u se t t a lin fe e s . v m T o h m e e r n ea t s s o o n n s f t o h r e subject w o e f I th w e u c n o d m er p to an o y, k iwt einhcaovnejaulanrceticoi; statedwit with the Bristol yoisl ; andßritola w and Exeter h xe a t r ei e . endeavoured to give effect to our determination by framing the line in such a manner as should be at the same time best suited for local interests, and be adapted for the purpose of national defence, as expla , ned to us by the highest military authorities, and as should be also .as considerate as possible of other railway interests as well as our own. But we have been defeated by a com bination of influences too powerful for us to with.tand. Nothing na nal can be dons till the next session of Par hainent, and before that time we shall have had ample opportunity of considering the proceedings which it will be right and propsr for us to take. Hitherto we have cautiously abstained from all interference with the dis trict of the South Western Company. About two years ago, when a proposal was made to me for the construc tion of a broad gauge line from Basingstoke to Andover the only use I made of it was to send the letter to Mr. Chaplin,_ who was then th e c h a i rman o f t h at company. But if Exeter is so increasing in importance that it must have not only several lines of railway, but both gauges, surely the port and town of Southampton will have some reason to complain that the same advantages are not conceded to them. If our Shrewsbury arrange ment has been postponed, and if our Devon and Dorset scheme has also failed in the present session, fortunately the success of our opposition to the Ox ford, Worcester, and Wolverhampton scheme —probably. most important of all— has been most complete and de cisive. As you are aware, the Mid-Western Railway, and its extension on the Cheltenham line, have been re jected by the House of Commons ; and within the last few days of the session, the House of Lords has rejected the Tring and Oxford line. These results are very im portant to us, not only as securing our own interest, but as show* that the Legislature is consistent in main taining those principles on which it first granted the act of incorporation to the Oxford, Worcester, and Wolver hampton Company. After expressing his readiness to give any explanation that might be required, he con cluded by calling upon the secretary to read the report, as follows : " With respect to the revenue account, it must be re marked that circumstances of peculiar dis advantages have affected both receipt and expenditure in the half year. During the whole period, the fares of passengers and rates for goods over all the Great Western Imes hare undergone the compulsory reduction, consequent upon the op en i ng o f the Birmingham and Oxford Railway ; nor has the full consideration for that reduction even yet been received by the company, inasmuch as the Birmingham line remains isolated from all connexion with the northern traffic, until the railway shall be opened into Wolverhampton; and even the, local trade in goods, which only partially com menced in the month of February, is very much limited at present, by want of a direct communication with the canal of the district. The wet season and the unprecedented floods, while they have naturally diminished the traffic, have at the same time increased the expenditure, especi ally in the necessary repairs to give greater solidity to the works of the railway. Under all these disadvantages, un controllable by your directors, it is a satisfaction to present the accounts with a result which enables the proprietors t o declare the usual dividend at the rate of 4 per cent. per annum, leaving a balance 17,7601. 3s. sd. still to be carried over, subject, however, to a deduction not yet ascertained on account of the South Wales lease referred to in the au ditors' report. That document conveys other general in formation in relation to the accounts, which it becomes needless therefore to repeat. "In consequence of payment being made for the pur chase of the Birmingham and Oxford, and Birmingham, Wolverhampton, and Dudley Railways on the day ap pointed, viz., the Ist of April, 1853, the capital account of this company now comprises the whole sum paid or ex pended for those undertakings. " There are decided indications of improvement in the revenue during the present half-year. During the first six months of 1853, for instance, the average increase of the receipts for traffic over the corresponding period of 1852 was only 2,2701. per week, while the increase since the Ist of -July, 1853, has averaged 5,4001. per week. The mineral trade from South Wales is only now commencing, and that from the Birmingham districts is still untouched; but everything leads the directors to rely upon considerable acquisition of such traffic from both sources, and they have already entered into engagements fe r the conveyance of large quantities from South Wales, as soon as the proper means of communication for receiving and delivering the minerals can be completed. " For this and other purposes it became necessary to un dertake the construction of a new dock at Bull's-bridge, with additional coal wharfage, buildings, sidings, and other works in connection therewith, where coals and iron, as well as general merchandise can be conveniently transferred to and from barges passing to the River Thames, and the principal docks in London. Already this enlarged aeen tn ., modation is in partial use, and the works will probably be completed before the winter. It will be necessary to pro vide also some cottages for the men and stabling for horses at Bull's-bridge, the estimates for the whole outlay not ex ceeding 25,0001. The terminal charges to be made for the oi s m t i y e a ne a s t depart ment, o b n l e to Swindon at use of the docks will bring an a d equate return for the money so to be invested. Increased accloocioonmm indi s pen sa b l e ofisthaela provide videf o f r o rb iti rh m growingen in consequence of the additional mileage of railwa y recently opened and a b ou t t o b e opened within the ne xt eighteen months. The repairs alone of the engines will then absorb all the resources of that establishment for the labour and accommodation of the mechanics, and preparations for meeting the exigency must be made with out loss of time. The directors recommend that a sum of 25,0001. should be voted for that purpose at the present meeting. Additional stock in engines, carriages, and waggons must be procured for the same purposes, and they estimate that orders immediately to be given will involve an outlay of 150,030/. upon the plant indis pensable for the new business to be undertaken in 1854. The new station buildings for passengers and for the en gine-bouses at Paddington are advancing, which premises will be occupied for business probably at the end of this year. A resolution will be necessary for a further sum of 50,0001., to be applied in the additional station works. which are progressing for goods and minerals. With re specte to these several items of expenditure, it must . 0 0 1. clearly understood that they are provided expressly for will be recompensed by the extra mileage to be charged I n " - new business accruing to the company; and that the co , s_t the employment of such additional plant, besides In to be received by the company. -d et ing the posi -1 terest for terminal accommodation, and rents of cottages c further portions of " The board have been anxiously onsl tion of the company with respect to . the season of financial commenced at u on n e tin ti i m sh o e:i an r d ail t w he a n ys s , u w sp h e i n ch ded we i r n e nlsto actively and proceed, in seems to directors most d d e iffi sira cu b lt le ie , a. for O v f ari su o c u h s to resume of the line between the first instance, with the comp it is recommended that Warminster and Salisbuq; andproprietors should be signified by a the approval of the ___ tThe sum of 130,0001. I re vo as rks ons i , t t hai been resolution to that effec nd, works, and further contingent a that railway; , a further expendi ture, of expenses, in respect with a single line of rails, will already paid for at MOW. , estimated 20 miles of railway available for traffic. rener about the l shallbeen Radstock branch have opened, there When the a considerable trade in Somerset coals carried on will b e -, 1* bu li ne , besides other tra ffi c conveyed to over the t,a is rY the gener al system of Great Western li nes . , , An act has passed during the present session for incor porating a company to make a metropolitan railway be tween Paddington and King's-cross, by means of a subway under the New-road, which will form an important link in the communication by railway between the Great Western station and the city. Although your directors have taken no part in originating that undertaking, they are of opi nion that it may become a valuable feeder to the line, and the promoters of it are willing to effect a junction with the railway of this company, and to afford great facilities for our traffic. " Another company, in alliance with them, is engaged in carrying out a continuation of the North Metropolitan Railway into the city, and it is the opinion of your lx arl that advantageous arrangements may be mutually made a. 0... o 0 „, 4 v 0 `,2(; 0 it Ili .10; 'aid 1" Shr, Ipi 1491 1031 7,1 4 , ?, i 361 6 141 401 1